CSP H 2 - I0r21tr12 001p

MD Helicopters, Inc.
MAINTENANCE MANUAL
MD HELICOPTERS INC.
CSP-H-2
Basic Handbook of Maintenance
Instructions
FOR
MDHI 369H HELICOPTERS

ISSUED: 15 SEPTEMBER 1981
NOTE
This manual has been reprinted and now contains

Revisions 1 through 21 (25 April 2007),
Temporary Revision TR09-001 (27 October 2009) and
Temporary Revision TR12-001 (9 March 2012)
PRINT DATE: 9 March 2012

CSP-H-2
MDHI MODEL HELICOPTERS

MODEL 369H
BASIC HANDBOOK
OF
MAINTENANCE INSTRUCTIONS
MD Helicopter, Inc.
4555 East McDowell Road
Mesa, Arizona 85215-9734
Copyright E 1999-2012 by MD Helicopters, Inc. Issued: 15 September 1981

All rights reserved under the copyright laws.
Revision No. 21: 25 April 2007
PROPRIETARY RIGHTS NOTICE
The technical data and information contained in this publication is the property of
and proprietary to MD Helicopters, Inc. and is not to be disclosed or reproduced in
whole or in part without the written consent of MD Helicopters, Inc.
RESTRICTED USE
MDHI provides this manual for use by owners, operators and maintainers of MDHI
products and authorized parts. Use by STC or PMA applicants or holders as
documentation to support their certificates is not an authorized use of this manual
and is prohibited. MDHI takes no responsibility for customer's use of parts
manufactured under an STC or PMA when this manual is used as documentation with
the Federal Aviation Administration to justify the STC or PMA. Use of unauthorized
parts on MDHI products will void the MDHI warranty offered to the customer on
components and may void the warranty on the helicopter.
MD HELICOPTER, INC.
TECHNICAL MANUAL RECOMMENDED CHANGE REPORT
This manual has been prepared and distributed by the Technical Publications Department and is
intended for use by personnel responsible for the maintenance of MDHI Helicopters. Periodic revision
of this manual will be made to incorporate the latest information. If, in the opinion of the reader, any
information has been omitted or requires clarification, please direct your comments to this office via
this form (or a duplicate). An endeavor will be made to include such information in future revisions.
Bldg 615 M/S G048
4555 East McDowell Road
Mesa, AZ 85215−9734
Telephone: (800) 310−8539
Technical Publications Order Desk: (480) 346−6372; FAX: (480) 346−6821
Technical Publications Changes: (480) 346−6212; FAX: (480) 346−6809
Date:
Originator:
Address:
E−Mail:
Manual Title: Page Number(s):
Chapter Title: Paragraph Number(s):
ATA Section Number: Step Number(s):
Issue Date:
Figure Number(s):
Revision No. and Date:
Table Number(s):
Remarks / Instructions:
Page CRi
This Page Intentionally Left Blank
Page CRii
MD HELICOPTERS, INC.
RECORD OF TEMPORARY REVISIONS
MANUAL TITLE: CSP-H-2, Basic Handbook of Maintenance Instructions
REV. DATE REMOVED BY REV. DATE REMOVED BY

BY BY
NO. INSERTED INCORPORATING NO. INSERTED INCORPORATING
95−001 10−18−95
95−002 11−01−95 Revision 13
96−001 01−19−96
09−001 10−27−09 G.H.
12−001 03−09−12 G.H.
Page 1
TR TR12-001
Page 2
Revision 21 TR
CSP-H-2
500 Series - Basic HMI
LIST OF EFFECTIVE PAGES
INSERT LATEST CHANGE PAGES, DESTROY SUPERSEDED PAGES

The highest revision number indicates pages changed, added or removed by the current change.
Date of original and revision pages are:
Original . . . . . . . . . . . . . . . . . . 15 September 1981 Revision 11 . . . . . . . . . . . . . . . . . . . . . 27 April 1994
Revision 1 . . . . . . . . . . . . . . . . . . . . . 15 June 1985 Revision 12 . . . . . . . . . . . . . . . . . 10 February 1995
Revision 2 . . . . . . . . . . . . . . . . . . . . 14 March 1988 Revision 13 . . . . . . . . . . . . . . . . . . 23 August 1996
Revision 3 . . . . . . . . . . . . . . . . . . 15 January 1989 Revision 14 . . . . . . . . . . . . . . . . . . . . . 19 May 2000
Revision 4 . . . . . . . . . . . . . . . . . 1 November 1989 Revision 15 . . . . . . . . . . . . . . . . . . 18 August 2000
Revision 5 . . . . . . . . . . . . . . . . . . . . . 15 June 1990 Revision 16 . . . . . . . . . . . . . . . . . 16 February 2001
Revision 6 . . . . . . . . . . . . . . . . . . . . . . . 1 July 1991 Revision 17 . . . . . . . . . . . . . . . . . . . . . 15 May 2001
Revision 7 . . . . . . . . . . . . . . . . . . 15 October 1992 Revision 18 . . . . . . . . . . . . . . . . . 29 January 2003
Revision 8 . . . . . . . . . . . . . . . . 13 September 1993 Revision 19 . . . . . . . . . . . . . . . . . . . . 22 June 2005
Revision 9 . . . . . . . . . . . . . . . . . . . . . 2 March 1994 Revision 20 . . . . . . . . . . . . . . . 22 November 2005
Revision 10 . . . . . . . . . . . . . . . . . . . . . . 5 April 1994 Revision 21 . . . . . . . . . . . . . . . . . . . . . 25 April 2007
Cover/Title 2−16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 16

Cover/Title . . . . . . . . . . . . . . . . . . . . . . Revision 20 2−17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 18
Change Request 2−18 thru 2−20 . . . . . . . . . . . . . . . . . . . Revision 14
CRi and CRii . . . . . . . . . . . . . . . . . . . . . . . . . . . N/A 2−21 thru 30B . . . . . . . . . . . . . . . . . . . Revision 19
2−31 thru 2−52 . . . . . . . . . . . . . . . . . . . Revision 14
Temporary Revision 2−53 thru 2−54B . . . . . . . . . . . . . . . . . Revision 19
1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . Revision 21 2−55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 14
List of Effective Pages 2−56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 20
A and B . . . . . . . . . . . . . . . . . . . . . . . . . Revision 21 2−57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 14
Table of Contents 2−58 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 20
i and ii . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 19 2−59 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 14
2−60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 20
Bulletins
2−61 thru 2−79/(2−80 blank) . . . . . . . Revision 14
1 ............................... Revision 14
2 ............................... Revision 19 Section 3
3 thru 5 . . . . . . . . . . . . . . . . . . . . . . . . . Revision 14 3−i thru 3−iv . . . . . . . . . . . . . . . . . . . . . Revision 19
6 ............................... Revision 21 3−1 thru 3−5 . . . . . . . . . . . . . . . . . . . . . Revision 14
7/(8 blank) . . . . . . . . . . . . . . . . . . . . . . . Revision 14 3−6 thru 3−8 . . . . . . . . . . . . . . . . . . . . . Revision 19
3−8A and 3−8B . . . . . . . . . . . . . . . . . . Revision 18
Section 1
3−9 thru 3−39/(3−40 blank) . . . . . . . . Revision 14
1−i/(1−ii blank) . . . . . . . . . . . . . . . . . . . Revision 16
1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 15 Section 4
1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 14 4−i thru 4−iii/(iv blank) . . . . . . . . . . . . . Revision 14
1−3 and 1−4 . . . . . . . . . . . . . . . . . . . . . Revision 15 4−1 thru 4−24 . . . . . . . . . . . . . . . . . . . . Revision 14
1−5/(1−6 blank) . . . . . . . . . . . . . . . . . . Revision 16 Section 5
Section 2 5−i and 5−ii . . . . . . . . . . . . . . . . . . . . . . Revision 14
2−i thru 2−iv . . . . . . . . . . . . . . . . . . . . . Revision 19 5−1 thru 5−12 . . . . . . . . . . . . . . . . . . . . Revision 14
2−1 thru 2−7 . . . . . . . . . . . . . . . . . . . . . Revision 14 Section 6
2−8 and 2−11 . . . . . . . . . . . . . . . . . . . . Revision 19 6−i and 6−ii . . . . . . . . . . . . . . . . . . . . . . Revision 18
2−12 thru 2−15 . . . . . . . . . . . . . . . . . . . Revision 14 6−1 thru 6−21/(6−22 blank) . . . . . . . . Revision 15
Page A
LOEP Revision 21
CSP-H-2
Section 7 9−56 thru 9−58 . . . . . . . . . . . . . . . . . . . Revision 18

7−i thru 7−vii/(7−viii blank) . . . . . . . . . Revision 17 Section 10
7−1 thru 7−14 . . . . . . . . . . . . . . . . . . . . Revision 16 10−i and 10−ii . . . . . . . . . . . . . . . . . . . . Revision 18
7−15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 19
10−1 thru 10−22 . . . . . . . . . . . . . . . . . Revision 18
7−16 thru 7−32 . . . . . . . . . . . . . . . . . . . Revision 16
7−33 thru 7−36A/(7−36B blank) . . . . Revision 17 Section 11
7−37 and 7−38 . . . . . . . . . . . . . . . . . . . Revision 16 11−i and 11−ii . . . . . . . . . . . . . . . . . . . . Revision 18
7−39 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 19 11−1 thru 11−32 . . . . . . . . . . . . . . . . . . Revision 18
7−40 thru 7−42 . . . . . . . . . . . . . . . . . . . Revision 16 Section 12
7−43 and 7−44 . . . . . . . . . . . . . . . . . . . Revision 19 12−i and 12−ii . . . . . . . . . . . . . . . . . . . . Revision 18
7−45 thru 7−74 . . . . . . . . . . . . . . . . . . . Revision 16 12−1 thru 12−24 . . . . . . . . . . . . . . . . . Revision 18
7−75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 18
7−76 thru 7−125 . . . . . . . . . . . . . . . . . Revision 16 Section 13
7−126 . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 20 13−i and 13−ii . . . . . . . . . . . . . . . . . . . . Revision 18
7−127 thru 7−129/(7−130 blank) . . . Revision 16 13−1 thru 13−12 . . . . . . . . . . . . . . . . . Revision 18
Section 8 Section 14
8−i thru 8−iii/(8−iv blank) . . . . . . . . . . Revision 17 14−i and 14−ii . . . . . . . . . . . . . . . . . . . . Revision 18
8−1 thru 8−7 . . . . . . . . . . . . . . . . . . . . . Revision 17 14−1 and 14−2 . . . . . . . . . . . . . . . . . . . Revision 18
8−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 19 Section 15
8−11 and 8−12 . . . . . . . . . . . . . . . . . . . Revision 19 15−1 thru 15−4 . . . . . . . . . . . . . . . . . . . Revision 18
8−13 thru 8−15 . . . . . . . . . . . . . . . . . . . Revision 17
Section 16
8−16 and 8−17 . . . . . . . . . . . . . . . . . . . Revision 19
16−i and 16−ii . . . . . . . . . . . . . . . . . . . . Revision 19
8−18 thru 8−26 . . . . . . . . . . . . . . . . . . . Revision 17
8−27 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 19 16−1 thru 16−6 . . . . . . . . . . . . . . . . . . . Revision 19
8−28 thru 8−49/(8−50 blank) . . . . . . . Revision 17 Section 17
Section 9 17−i thru 17−vi . . . . . . . . . . . . . . . . . . . Revision 19
9−i and 9−ii . . . . . . . . . . . . . . . . . . . . . . Revision 17 17−1 thru 17−78 . . . . . . . . . . . . . . . . . Revision 19
9−iii and 9−iv . . . . . . . . . . . . . . . . . . . . Revision 18 Section 18
9−35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 20 18−1 thru 18−4 . . . . . . . . . . . . . . . . . . . Revision 19
9−36 thru 9−38 . . . . . . . . . . . . . . . . . . . Revision 17
Section 19
9−39 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 20
19−i thru 19−iii/(19−iv blank) . . . . . . . Revision 15
9−40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 17
19−1 thru 19−44 . . . . . . . . . . . . . . . . . Revision 15
9−41 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 18
9−42 thru 9−48 . . . . . . . . . . . . . . . . . . . Revision 17 Section 20
9−49 thru 9−54 . . . . . . . . . . . . . . . . . . . Revision 18 20−i and 20−ii . . . . . . . . . . . . . . . . . . . . Revision 20
9−55 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 17 20−1 thru 20−102 . . . . . . . . . . . . . . . . Revision 20
Page B
Revision 20 LOEP
CSP-H-2
TABLE OF CONTENTS
CSP−H−2
Cover / Title
Technical Manual Recommended Change Report
Record of Temporary Revisions
List of Effective Pages
1 Introduction
2 Servicing and General Maintenance
3 Fuselage
4 Furnishings
5 Tailboom and Tail Surfaces
6 Landing Gear
7 Main Rotor and Control System
8 Tail Rotor and Control System
9 Transmissions and Drives System
10 Engine Installation and Cooling System
11 Engine Control Systems
12 Engine Fuel System
13 Engine Oil System
14 Engine Ignition System
15 Engine Exhaust System
16 Engine Air Induction System
17 Instrument Panel and Indicating Systems
18 Heating and Ventilating Systems
19 Electrical System
20 Wiring and Schematic Diagrams
Page i
Contents TR12-001
CSP-H-2
Page ii
Revision 19 Contents
CSP-H-2
Section
1
Introduction
Original 1-i
CSP-H-2
TABLE OF CONTENTS
Para/Figure/Table Title Page
Section 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1. Proprietary Rights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
2. This Handbook and Your Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
3. Model Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
4. 369H Helicopter Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Figure 1-1. Helicopter - Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
5. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
6. Organization of Handbook Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
7. Associated MDHI Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
A. Optional Equipment Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
B. Inspection Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
C. Component Overhaul Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
D. Structural Repair Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
E. Illustrated Parts Catalog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
8. Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
9. MDHI Publications Changes and Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
A. Revision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
B. Reissue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
C. Reprint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
D. Service Information Notices and Letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
10. Application of Warnings, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
11. Service and Operations Report Form 1601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Page 1-ii
Revision 16
CSP-H-2
SECTION 1
INTRODUCTION
1. Proprietary Rights constructed primarily of aluminum alloy. The

main rotor is the four-bladed, fully articulated
MD Helicopters, Inc. proprietary rights are type. The tail rotor is two bladed, anti-torque,
included in the information disclosed herein. and semi-ridged type. Power from the turbo
Recipient, by accepting this document, agrees shaft engine is coupled to the main and tail
that neither this document nor any part rotors by driveshafts and two transmissions.
thereof shall be reproduced or transferred to The driveshaft from the engine to the main
other documents or used or disclosed to others transmission incorporates an overrunning
for manufacturing or any other purpose, (one-way) clutch that permits free wheeling of
except as specifically authorized in writing by the main rotor for autorotational descent.
MD Helicopters, Inc. All rights are reserved
under the copyright laws by MD Helicopters,
Inc. The fuselage (incorporating a central frame
work consisting of a mast support structure,
two bulkheads and a center beam) is a
2. This Handbook and Your Helicopter
semimonocoque structure that is divided into
Hughes 500 (Model 369H) Series Helicopter, three main sections.
Manufactured by Hughes Helicopter Inc..
Culver City, California, now MD Helicopter, The forward section includes a pilot's compart
Inc., Mesa, Arizona, are produced in three ment and a cargo/passenger compartment. The
model configurations. pilot's compartment is normally equipped with
seating for the pilot and one or two passengers.
3. Model Configuration The seat on the left side of the pilot's compart
ment (when looking forward) is the pilot's seat
Model 369HM (500M International Military) (command position) except in Model 369HM
Model 369HS (500S Standard) and helicopters where the pilot's seat is on the
Model 369HE (500E Executive). right side. The cargo compartment in back of
the pilot compartment contains provisions for
Except for interior trim upholstery and floor installation of two additional passenger seats.
coverings, equipment furnishings, paint finish The cargo compartment seats may be easily
and other details described in Section 4, the folded out of the way or completely removed
500S and 500E are essentially identical for the accommodation of cargo.
helicopters.
The main differences are the type and ar The aft section includes the structure for the
rangement of interior furnishings and tailboom attachment and houses the engine.
equipment, the pilot's flight control position,
and the variety of special or optional (kit) The lower section is divided by the center
equipment installed in the individual helicop beam and provides a housing for the two fuel
ter. Normally, the 500S has the standard trim cells.
package and the 500E has the executive trim
package.
The tailboom is a monocoque structure of
The basic design features and performance aluminum alloy frames and an aluminum alloy
characteristics of each model configuration are skin. The tailboom serves as the supporting
essentially the same. structure to which the horizontal stabilizer,
the upper and lower vertical stabilizers, and
4. 369H Helicopter Description the tail rotor transmission and tail rotor are
attached. In addition, the tailboom houses the
(Ref. Figure 1-1) The MDHI 369H helicopter is tail rotor transmission, driveshaft and the tail
a turbine-powered, rotor wing aircraft, rotor blade angle control rod.
Page 1−1
Revision 15
CSP-H-2
HORIZONTAL STABILIZER
UPPER VERTICAL
STABILIZER
MAIN ROTOR INSTL
LOWER VERTICAL
STABILIZER
TAIL ROTOR
ASSY
TAILBOOM
AFT SECTION
INSTL TAIL ROTOR
TRANSMISSION
FLIGHT
CONTROLS
INSTL
ENGINE INSTL
MAIN TRANSMISSION
& POWER TRAIN
FORWARD
SECTION ENGINE ACCESS
INSTL DOOR ASSY
CARGO DOOR ASSY
LOWER SECTION INSTL

PILOT DOOR
ASSY
LANDING GEAR
30-001
Figure 1−1. Helicopter − Major Components
Page 1−2
Revision 14
CSP-H-2
The main rotor group consists of four rotor Removal

blades, a fully articulated main rotor hub Inspection (Other than Daily or Periodic)
assembly that incorporates offset flapping Disassembly
hinges, a scissors assembly and a swashplate, Reassembly
and associated mixer control mechanisms. The Installation
main rotor blades are secured to the rotor hub Adjustment (Other than System Rigging or
assembly with standard hardware and/or by Tracking)
quick-release lever type pins that permit easy Repair
and fast removal of the blades.
7. Associated MDHI Manuals
The landing gear is the horizontal, skid type, Information beyond the scope of the Mainte
attached to the fuselage at 12 points; it is nance Manual may be found in these basic
non-retractable. The struts, from the fuselage associated manuals which are prepared as
to the skids, are covered with aerodynamic separate publications but should always be
fairings. Nitrogen-charged landing gear kept and used with this manual:
dampers, between the struts and structure, act
as shock absorbers to cushion landings. A. Optional Equipment Manual
CSP-H-3, Appendix A, contains descriptive
5. Scope and maintenance information on the various
accessory and system equipment options
MDHI maintenance manuals provide system available for each of the three helicopter model
descriptions, servicing and maintenance configurations.
procedures, periodic and special inspections,
overhaul schedules, limited life component B. Inspection Requirements
replacement schedules, and weight and CSP-H-4, Appendix B, contains the daily and
balance calculations. recurrent inspections that must be performed
on a repetitive cycle basis to verify that the
This manual is one of a group of publications helicopter is airworthy. CSP-H-4 B also
that form the information file for the helicop includes special inspections, overhaul and
ter. The maintenance and inspection proce retirement schedule for components that have
dures are to be used for the 369H helicopters a limited hourly life between overhaul periods
only. Study the contents to gain an under or for retirement, and weight and balance
standing of the arrangement and use of this procedures.
and associated manuals before working on the
aircraft. C. Component Overhaul Manual
CSP-H-5, Appendix C, contains overhaul
6. Organization of Handbook Contents instructions for major components such as
main transmission, tail rotor transmission,
The contents of this handbook are grouped into overrunning clutch, etc.
Sections as outlined by the Table of Contents.
Each Section of this manual has its own Table D. Structural Repair Manual
of Contents and List of Figures. The content of CSP-H-6, Appendix D, contains helicopter
each Section is organized to provide compre structural maintenance and repair informa
hensive coverage on an entire system, on a tion.
major assembly or on a group of equipment
items that are similar or associated. Mainte E. Illustrated Parts Catalog
nance procedures for each component, assem The 369 Series Illustrated Parts Catalog
bly or system are presented in sequence. (CSP-H-7) provides, by means of text and
Instructions for all or part of the following companion illustrations, complete definition of
maintenance functions are included as all repair parts and spare items available for
applicable. all configurations of the helicopter. Use
Troubleshooting CSP-H-7 for parts procurement only.
Operational Check
Rigging Check 8. Engine Data
Tracking The Model 250 Series gas turbine engines are
Balancing manufactured by the Allison Engine Company
Page 1−3
Revision 15
CSP-H-2
Inc.. Refer to the applicable Allison Engine (a). Red Border Notices: The red border
Repair and Maintenance Manual and the notices deal with critical items that
Illustrated Parts Catalog supplied with the must be corrected. These notices are
engine for specific engine maintenance mandatory and require a record of
information. Fault isolation and maintenance accomplishment. They may be
procedures for the helicopter/engine interface re-occurring (flight-time or calendar)
systems are in divisions specified by the index. or one-time only notices.
9. MDHI Publications Changes and
(b). Blue Border Notices: The blue border
Revisions
notices are not mandatory and can be
Changes in the helicopter, equipment, mainte accomplished at the owner/operator's
nance practices, procedures and additional discretion. When instructed, these
information developed by experience affect notices may require a record of
manual content. To ensure that MDHI accomplishment. These notices deal
manuals continue to reflect current changes, with non-critical or optional items
revised information is provided by one or more only.
of the following communications:
(c). Service Bulletins: The Service
A. Revision Bulletin deal with critical items that
Alteration of portions of the handbook by the must be corrected. These bulletins
replacement, addition and/or deletion of pages are mandatory and require a record
is accomplished by revision. The List of of accomplishment. They may be
Effective Pages (LOEP) that accompanies each re-occurring (flight-time or calendar)
revision identifies all affected pages; such or one-time only notices. The service
pages should be removed from the handbook bulletin replaces the red border
and destroyed. Added or replacing pages notice.
should then be inserted and checked against
the LOEP. (d). Technical Bulletin: The Technical
Bulletins are not mandatory and can
B. Reissue be accomplished at the owner/opera
When large numbers of changes are involved, tor's discretion. When instructed,
the handbook is reissued. The preceding issue these bulletins may require a record
of the handbook then becomes obsolete and of accomplishment. These bulletins
should be discarded. deal with non-critical or optional
items only. the technical bulletin
C. Reprint replaces the blue border notice.
When large numbers of changes are involved,
the manual is reprinted to include all prior (e). For a complete listing and explana
revisions. tion of current and cancelled notices,
refer to Service Information Notices
D. Service Information Notices and Letters Index.
Service information is to be considered as part
of the handbook. (2). Service Information Letters are strictly
information only. They may inform the
(1). Service Information Notices and owner/operator of options available,
Bulletins are broken into two categories up-coming notices, warranty/repair
as follows: changes, etc.
Page 1−4
Revision 15
CSP-H-2
10. Application of Warnings, Cautions and 11. Service and Operations Report Form 1601
Notes
MDHI Service and Operations Report Form
Throughout this manual, and associated 1601 may be used to report to MD Helicopters,
manuals, Warnings, Cautions and Notes are Inc. in detail any service difficulties encoun
used to emphasize instructions or information tered with any MDHI helicopter. Use of the
considered to be unusual or critical. form is encouraged and recommended to
WARNING and CAUTION statements are enable MDHI to provide owners and operators
always placed before the information or improved service, support and product
instructions to which they apply. improvements. The form also serves as a
A NOTE may appear in the text either before convenient detailed record for owners and
or after instructions to which it applies, operators. Copies of the form may be procured
depending on the relative significance of the by contacting the Product Support Dept.
information.
The conditions that warrant use of Warnings,
Cautions and Notes are defined as follows:
Operating procedures and
WARNING practices which, if not strict
ly observed, may result in personal in
jury, or loss of life.
Operating procedures and prac
CAUTION tices which, if not strictly ob
served, may result in damage to or destruc
tion of equipment.
NOTE: An operating procedure or condition
that is essential to highlight.
Page 1−5/(1−6 blank)

Revision 16
CSP-H-2
Section
2
Servicing and
General Maintenance
CSP−H−2
500 Series − Basic HMI
TABLE OF CONTENTS
Section 2 Servicing and General Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

1. Maintenance and Operational Check Requirements and Precautions . . . . . . . . . . . . . 2-1
Figure 2-1. Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2. Helicopter Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
A. Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
B. Airframe Stations Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
C. Component Weights for Hoisting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Table 2-1. Approximate Maximum Hoisting Weights of Components . . . . . . . . . . . . . . 2-3
3. Helicopter Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
A. Use of External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
B. Hoisting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Figure 2-2. Hoisting, Jacking and Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
C. Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
D. Leveling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
E. Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
F. Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
G. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
H. Helicopter Moving and Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Figure 2-3. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Table 2-2. Ground Support Equipment and Special Tools . . . . . . . . . . . . . . . . . . . . . . . 2-8
Figure 2-4. Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
4. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
A. Fuel System Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
B. Fuel System Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
C. Engine Oil System Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-5. Servicing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
D. Engine Oil System Draining (with Sta. 137.50 Bulkhead Drain
Ports Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
E. Engine Oil System Draining (with Drain Valve Installed) . . . . . . . . . . . . . . . . . . . . . . 2-14
F. Engine Oil System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
G. Main Rotor and Tail Rotor Transmission Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
H. Main Rotor Transmission Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
I. Main Rotor Transmission Oil System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
J. Tail Rotor Transmission Draining . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
K. Tail Rotor Transmission Oil System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
L. One-Way Lock Control system Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Table 2-3. Component Servicing and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Page 2−i
TR09-001
CSP−H−2
TABLE OF CONTENTS (Cont.)

5. Battery Handling and Servicing Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
6. Battery Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
7. Battery Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
A. Normal Battery Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
B. Battery Deep Cycling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
Table 2-4. Maintenance Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
8. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
A. Main Gearbox Access Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
B. Main Transmission Drain Assembly (used with Shaft-Driven Blower) . . . . . . . . . . 2-33
Figure 2-6. Access and Inspection Provisions (Sheet 1 of 6) . . . . . . . . . . . . . . . . . . . . . . 2-34
C. Main Transmission Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-40
D. Main Transmission Cover Assembly Seals Replacement . . . . . . . . . . . . . . . . . . . . . . . 2-41
E. Cargo Compartment Aft Bulkhead Access Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-41
Figure 2-7. Main Rotor Transmission Cover Seals Installation . . . . . . . . . . . . . . . . . . . 2-41
F. Pilot Compartment Floor Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
G. Fuel Cell Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-42
H. Controls Tunnel Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
I. Engine Air Inlet Forward Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-43
J. Engine Air Inlet Fairing Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
K. Aft Section Air Inlet (Tail Rotor Drive) Access Door . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
L. Controls Access Door and Foot Support Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-44
M. Pilot's Seat Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
N. Outboard (LH) Collective Stick Cover and Wiring Cover . . . . . . . . . . . . . . . . . . . . . . . 2-45
O. Fuel Vent Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
P. Fuel Filler Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-45
Q. Boom Bolts Access Doors and Tail Rotor Control Bellcrank Access Door . . . . . . . . . 2-45
R. Exterior Lights Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
S. Cargo Swing/Hook Fairing Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
T. Instrument Panel Fairings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
U. Instrument Panel Lower Section Side Cover Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
V. Instrument Panel Lower Section Front Cover Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-46
W. Pilot and Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
X. Engine Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
9. Helicopter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
A. Fuselage Interior Trim and Upholstery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-47
B. Airframe Exterior and Rotor Blade Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
C. Transparent Plastic Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
Page 2−ii
TR09-001
CSP−H−2

D. Battery Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-48
E. Battery Electrolyte Spillage Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
F. Transmission Lubrication Pump Oil Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
Figure 2-8. Transmission Lubrication Pump Oil Filter . . . . . . . . . . . . . . . . . . . . . . . . . . 2-49
G. Engine Fuel and Oil Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
H. Engine Compression Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
I. Engine Air Inlet Screen Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
10. Corrosion Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
A. Standard Practices for Corrosion Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-50
B. Magnesium Alloy Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
C. Aluminum Alloy Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-51
D. Alloy Steel Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
E. Temporary Anti-Corrosion Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
F. Corrosion Arresting on Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52
G. Main Rotor Hub Corrosion Prevention (Tri-Flow Wash Procedure) . . . . . . . . . . . . . . 2-52
H. Magnesium Alloy Exterior Surface Touch-Up Treatment . . . . . . . . . . . . . . . . . . . . . . 2-53
I. Aluminum Alloy Exterior Surface Touch-Up Treatment . . . . . . . . . . . . . . . . . . . . . . . 2-53
J. Steel Alloy Exterior Surface Touch-Up Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-53
11. Paint Finish . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-54
A. Paint Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-54
B. Paint Touch-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-54
12. Main Rotor Blade Paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
A. Main Rotor Blade Paint Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-55
B. Main Rotor Blade Paint Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56
13. Metal Tail Rotor Blade Paint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56
A. Metal Tail Rotor Blade Paint Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-56
B. Metal Tail Rotor Blade Paint Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
14. Fluid Leak Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
A. Main Rotor or Tail Rotor Transmission Oil Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-57
B. Engine Oil Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58
C. Landing Gear Damper Hydraulic Fluid Leaks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58
Figure 2-9. Checking Overrunning Clutch Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58
D. Overrunning Clutch Oil Leak Analysis and Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
E. One-Way Lock (Uniloc) Fluid Leak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-59
15. Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
A. Flyable Storage (No Time Limit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
Page 2−iii
TR09-001
CSP−H−2

B. Storage up to 45 Days . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-60
C. Storage up to 6 Months . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-61
16. Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
A. Torque Wrenches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
17. Torque Wrench Load Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-62
18. Installation, Staking or Swaging Force Needed for Bearings . . . . . . . . . . . . . . . . . . . . . 2-64
19. Useful Conversion Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
20. Related Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
21. Maintenance Information Requests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
22. Inspection Practices and Technical Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
23. Service and Operations Report Form 853 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-64
Table 2-5. Recommended Standard Torques for Tension-Type Nut:
Min. and Max. Torque Values; AN310, AN365, MS20365, MS21042,
NAS1021, NAS1291, NAS679 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-65
Table 2-6. Recommended Standard Torques for Shear-Type Nut:
Min. and Max. Torque Values; AN320, AN364, MS20364, NAS1022,
MS21083 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-66
Table 2-7. Self-Locking Nut Minimum Run-On Torque Values . . . . . . . . . . . . . . . . . . . 2-67
Table 2-8. Minimum Breakaway Torque For Used Self-locking Bolts or Screws . . . . 2-67
Table 2-9. Special Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-68
Table 2-10. Temperature Convervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-71
Table 2-11. Conversion of Inches to Millimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Table 2-12. Conversion of Millimeter to Inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-72
Table 2-13. Conversion of Fractional Inches to Decimals and Millimeter . . . . . . . . . . 2-73
Table 2-14. Conversion of U.S. Measure used in Servicing and Maintenance . . . . . . 2-73
Table 2-15. Related Publications and Directives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-74
Figure 2-10. Technical Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-78
Table 2-16. Technical Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-79
Page 2−iv
TR09-001
MD Helicopters, Inc. CSP-H-2
SECTION 2
SERVICING AND GENERAL MAINTENANCE
1. Maintenance and Operational Check and loose cable ends are properly in
Requirements and Precautions sulated and stowed to prevent the
possibility of shorting. Serious inju
All maintenance on the helicopter is to be ry or death could result from volt
accomplished in compliance with the following ages present in electrical wiring of
requirements and precautions. the electrical system or associated
equipment.
(1). All maintenance and operational checks
that require operation of the helicopter Install bungee installation tool (26,
must be preformed in accordance with Table 2-2) before disconnecting any
requirements and limitations specified pilot's collective stick hardware (Ref.
in the MDHI 369 Owners Manual and Sec. 7). There is strong bungee spring
the applicable optional equipment pressure present in the stick linkage;
supplement to the Owners Manual for if suddenly released, spring reaction
the specified model helicopter. in the linkage can cause personnel
injury, or parts damage.
(2). After performance of maintenance or
modification (disassembly, cleaning CAUTION
parts, parts replacement, repair,
reassembly, installation, etc.) the Whenever work is performed near the en
affected parts, assemblies installa gine air inlet, use care to prevent entry of
tion(s) or system(s) are to be inspected foreign objects. Tape covers of cardboard
for discrepancies and an operational or other suitable material in place over
check is to be preformed. Should the engine inlet or screen in the plenum
maintenance questions arise, refer to chamber and also the oil cooler air inlets.
Table 2-15. Do not remove covers until work is com
pleted and any debris is thoroughly
(3). Cautions and Warning statements cleaned out of the area. After removing
throughout this HMI are provided to covers, verify that area around base of
promote safe maintenance of the mast, inlet plenum, and entire plenum
helicopter as defined in Section 1. To chamber is free from foreign material.
avoid repetitious appearance in text, Use care when drilling and removing riv
certain precautions that should always eted rod ends from control rods. Tighten
be observed will not always be stated at jam nut before drilling or riveting; the rod
each possible point of application. end is steel and the rod is aluminum.
Cautions and warnings of this nature
are listed below to emphasize that When working on the belt-drive blower,
appropriate compliance is required at the impeller must be hand-held for re
all times even though the precautionary moval and installation of the pulley at
statement are not repeated. Always tachment nut. Do not hold impeller
comply with the following precautions. blades with tool or other devices. Tool
damage can affect precision balance of
impeller as well as cause physical dam
WARNING age. Do not use any type of holding device
Before disconnecting, removing, that will place strain on the blower scroll.
installing or connecting components Impeller is balanced to within 0.03 inch
of the electrical system or associated ounce (0.0002 Nm). Slight impeller de
equipment with electrical wiring, formation or damage can cause impeller
check that all electrical power is imbalance.
OFF. If units are not immediately re Do not use vibration dampers for turning
placed, ensure all electrical connec main rotor or handholds. Such use can
tors are suitably capped and stowed damage vibration damper bracket.
Page 2−1
TR09-001
CSP-H-2 MD Helicopters, Inc.
26.33 FT.
(8.025 M)
5.06 FT.
(1.542 M)
4.57 FT.
(1.393 M)
30.30 FT. (9.235 M)

23.00 FT. (7.01 M)
21.25 FT. (6.477 M)
15.00 FT. (4.572 M)
8.50 FT.
(2.591 M)
7.00 FT.
(2.134 6.30 FT. 4.25 FT.
M) (1.92 M) (1.295 M)
8.20 FT. 7.20 FT.

(2.499 M) (2.195 M)
0.79 FT.
(0.241 M)
NOTE:
ADD 0.63 FT. (0.19 M) TO ALL VERTICAL 6.80 FT.
DIMENSIONS IF EXTENDED GEAR IS INSTALLED. (2.073 M) 30-002D
Figure 2−1. Principal Dimensions
Page 2−2
TR09-001
2. Helicopter Fundamentals receptacle. Any source of external 28 volt,

direct‐current power may be connected
A. Principal Dimensions provided the negative terminal of the plug
Principal dimension are shown in Figure 2-1. mates with the negative terminal of the
receptacle and the amperage available is
B. Airframe Stations Locations sufficient. Engine starting requirements are
approximately 375 amperes minimum.
Reference is occasionally made to ``station” and
``waterline” throughout the handbook. To assist Before connecting external pow
CAUTION er, make certain that the heli
in locating the components being discussed,
refer to the station diagram provided in copter main electrical power selector switch
CSP-H-6. Station and waterline references is in the OFF position. After power is con
are also necessary for weight and balance nected to the receptacle, the power switch
procedures. must be at the EXT position to connect ex
ternal power to the helicopter electrical sys
C. Component Weights for Hoisting tem.
The maximum weight for large components NOTE: The positive (+) and negative (-) voltage
that may require hoisting are listed in terminals are clearly marked on the base of
Table 2-1. the receptacle to prevent reversing of polar
ity if a standard auxiliary power plug is not
Table 2−1. Approximate Maximum Hoisting available.
Weights of Components
B. Hoisting
Wgt
Item
Lb/kg (Ref. Figure 2-2) Observe the following
Tailboom 14/6 precautions during any hoisting operation.
Main Rotor Hub 58/26 Use a hoist of no less than 3500
CAUTION pound (1598 kg) capacity when
Main Transmission 79/36
hoisting the complete helicopter. Use hoist
Engine (built up) 170/77 ing equipment of sufficient capacity (mini
Helicopter (less engine) 1000/455 mum twenty‐percent over‐rate) to hoist the
heavier components if handled separately.
Helicopter (less main rotor hub, (Ref. Table 2-1 for approximate weights.)
swashplate, scissors, and rotor blades) 998/453
(1). Install hoisting adapter (1, Table 2-2)
Helicopter (complete) 1170/531
on main rotor hub so that the four
hoisting eyebolts fit into the slots on the
3. Helicopter Ground Handling hoisting adapter.
Ground handling of the helicopter includes (2). Install the four clevis pins.
hoisting, jacking, leveling, parking and
mooring. The following paragraphs present the (3). Attach cable from overhead hoist to the
instructions and precautions for all ground adapter eye.
handling functions.
(4). Secure a line to the tailboom. Have an
A. Use of External Power assistant hold the line to keep the
helicopter from swinging.
An external receptacle is located at the right
side of the pilot's compartment seat structure. (5). Hoist slowly and smoothly to maintain
The right door must be opened to use the a steady lifting force.
Page 2−3
TR09-001
LOCK PIN
FWD JACKING POINT

BOTH SIDES (STA 96.9) JACKING FITTING
AFT JACKING PAD

(STA 197.2)
CLEVIS PINS
HOISTING ADAPTER (4 PLCS)
(369A9904)
SAFETY PIN
(EACH CLEVIS)
HOISTING EYEBOLTS
(4 PLCS)
PLUMB LINE
SUPPORT CLIP
RH EDGE OF
CONTROLS TUNNEL
PLUMB LINE
TARGET PLATE
30-004C
Figure 2−2. Hoisting, Jacking and Leveling
Page 2−4
TR09-001
C. Jacking (7). After leveling helicopter, remove plumb

bob, reinstall trim and carpet and close
(Ref. Figure 2-2) Provisions for jacking the compartment door.
helicopter are provided by two forward (side)
jacking point fittings and an aft jacking pad. E. Parking
NOTE: When the helicopter is jacked from one (Ref. Figure 2-4) To park the helicopter for
side only, a cushioned saddle‐type support short intervals, perform steps (1). thru (4). For
should be placed under the tailboom at the longer duration parking, also perform steps
boom jacking fitting location for extra stabil (5). and (6).
ity. To prevent rotor damage from
CAUTION blade flapping (droop stop
(1). Install jacking fittings (2, Table 2-2) in pounding) as a result of air turbulence from
the fuselage jacking points. Secure the other aircraft landing or taking off, or sud
jacking fittings with the locking pins den wind gusts, rotor blades should be se
that are secured to the fuel cell access cured whenever the aircraft is parked.
doors.
(1). Locate the helicopter slightly more than
(2). Place suitable jacks under jacking blade clearance from near-by objects.
fittings, and under aft jacking pad.
(2). Apply friction to lock the cyclic stick so
(3). Raise the helicopter to the desired that the friction control knobs are
height. positioned on the lateral and longitudi
nal travel stop guides as follows:
D. Leveling neutral laterally (center of slot), and
one-third from full aft longitudinally
(Ref. Figure 2-2) Leveling is accomplished by (one-third up from bottom of slot).
causing a plumb bob to intersect register
marks inscribed on the target plate located on NOTE: If not all ready accomplished, apply a
the cargo compartment floor paint mark on the edge of the guide to locate
the neutral position for future reference.
NOTE: Access to plumb line support bracket
and target plate on floor of passenger/cargo (3). Locate the helicopter on the most level
compartment requires removal of trim on ground available.
right side of controls tunnel and floor carpet (4). Secure the main rotor blades as follows.
in aft compartment.
(a). Turn blades until they are at 45
(1). Suspend plumb line from bracket on degrees angle to the fuselage center
right side of controls tunnel at Sta. line.
92.64, BL +6.20.
(b). Install blade socks (3, Table 2-2) on
(2). Adjust plumb line swing to leveling all blades.
target plate on floor of passenger/cargo When securing tiedown cords,
compartment. CAUTION take up slack but do not exert
bending loads on blades.
(3). With weight of helicopter supported by
load cells or jacks, adjust appropriate (c). Secure blade sock tiedown cords to
jack until plumb line is centered. fuselage jacking fittings.
(4). Adjust side jacks to level helicopter (5). Install engine air inlet cover assembly
laterally. (46 on engine air inlet front fairing.
(5). Adjust tailboom jack to level helicopter (6). Install engine exhaust outlet cover (47)
longitudinally. on exhaust tailpipes.
F. Mooring
(6). Recheck lateral and longitudinal levels
until the plumb bob exactly aligns with (Ref. Figure 2-4) Whenever severe storm
marks on target plate. conditions or wind velocities higher than 40
Page 2−5
TR09-001
knots are forecast, the helicopter should be (2). With ground handling wheels in the
hangared or evacuated to a safer area. If these retracted position, align and engage the
precautions are not possible moor the helicop skid fittings.
ter in the following manner.
(3). Install jack handle in the wheel
(1). Park helicopter and remove main rotor assembly socket, install lock pin, and
blades and install engine inlet and rotate handle downward to lower the
exhaust covers. wheels and raise the helicopter.
(2). Install pitot tube cover (4, Table 2-2). Hold downward pressure on
WARNING jack handle until the extend
(3). Fill fuel tank (if possible). lock snaps into lock position. If the lock
is not properly engaged and the handle
(4). Apply friction to lock the cyclic and is released, the upward swing of the
collective sticks. handle could cause serious personal in
jury.
(5). Secure the helicopter to the ground by
attaching restraining lines (cable or (4). Check that the extend lock is engaged;
rope) between the jacking fittings and then release downward pressure and
stakes or ground anchors. remove jack handle.
(5). Install second ground handling wheel

G. Ground Handling Wheels assembly in the same manner.
(Ref. Figure 2-3) Standard ground handling (6). At regular intervals, the ground
wheels, available as a special tool (6, handling wheels tire pressure should be
Table 2-2), are used for moving the helicopter. checked for 80-90 psi (552-621 kPa)
The handling wheels consist of two, two- and the wheel bearings lubricated with
wheeled jacking assemblies that can be grease (18, Table 2-4).
straddle-mounted to the left and right landing
gear skids by use of the existing ground H. Helicopter Moving and Towing
handling wheel fittings. The wheels are
manually lowered with detachable jack handle. (1). Manually move the helicopter on
Either the straight handle (7) or the offset ground handling wheels by balancing
handle (8) may be used depending on clearance the tail boom and pushing on the rear
requirements. The wheels are held in down fuselage portion of the airframe.
position (helicopter raised on wheels) by a
mechanical lock. The wheels are equipped with The helicopter should always be
tow bar attach fittings. Attach the ground CAUTION towed at slowed speeds, not over
handling wheels as follows: 5 mph, except in extreme emergency condi
tions. Do not allow the front end of the skid
NOTE: Special optional ground handling tubes to drag on the ground. Avoid sudden
wheels (5) are used for moving the helicop stop and starts, and short turns which could
ter when equipped with option emergency cause the helicopter to turn over. Allow the
floats (Ref. CSP-H-3). If helicopter with ex inside wheels to turn (not pivot) while the
tended gear is tilted back on the tail skid to helicopter is being turned. The proper mini
install ground handling wheels, approxi mum turning radius is approximately 20 ft.
mately one pint of oil is trapped in the tail (6 M).
rotor gearbox. This condition will give a
false sight gage oil level indication after re (2). Towing the helicopter on ground
turn to a level attitude. The oil will return to handling wheels by attaching a suitable
normal after ground runup. tow bar to the two bar fittings. If the
tow bar is not equipped to keep the
(1). Position ground handling wheel front ends of the skid tubes from
assembly over the skid tube at the dragging, have an assistant balance the
location of the skid fitting. helicopter at the tail boom.
Page 2−6
TR09-001
WARNING
BE SURE LOCK SNAPS INTO
LOCK POSITION SHOWN BEFORE
RELEASING JACK HANDLE
TOW BAR FITTING
WHEEL LOWERED
AND LOCKED
(HELICOPTER RAISED)
JACK HANDLE
GROUND HANDLING WHEELS

AND JACK ASSEMBLY
SKID TUBE
(RIGHT SIDE SHOWN)
SKID FITTING
WHEELS RAISED
(HELICOPTER LOWERED) 30-133
Figure 2−3. Ground Handling Wheels
Page 2−7
TR09-001
Table 2−2. Ground Support Equipment and Special Tools

NOTE: Most of the equipment and tool items in this table are used to support and maintain all configurations of the
369H helicopter, except when an asterisk symbol ( * ) is part of the item number to indicate limited use. Limited
applications noted in the Application or Use column. Special tools used only for major disassembly-repair
and/or overhaul of components are listed in applicable section of CSP−H−3. See end of table for explanation
of deltas and daggers.
Item
Part No. Nomenclature Application or Use
No.
1 369A9904−501 Hoisting adapter Hoisting entire helicopter or removing main
rotor.
2 369A2010 Jacking fittings Jacking, leveling or tie down of helicopter.
3 369D2661 Blade socks Main rotor blade tie downs.
4 369H4009 Pitot tube cover Pitot tube protection.
5 369H90126 Ground handling wheels Ground handling of helicopter equipped with
(one side) utility or emergency floats. (Ref. CSP−H−3)
6 369A9905 Ground handling wheel Ground handling of helicopter.
(one side less handle)
7 369H9801 Handle−Jack assembly ground Raising and lowering helicopter with ground
handling (straight) handling wheels.
8 369A9906 Handle−Jack assembly, ground Raising and lowering helicopter with ground
handling (offset) handing wheels when addition clearance is
required.
9 369H9925 Collective rigging fixture Rigging of main rotor collective controls
(369HE and 369HS only).
10 369A9927 Collective rigging fixture Rigging of main rotor collective controls
(369HM only).
11 369A9930 Mixer rigging plate Rigging of main rotor collective and cyclic
controls.
12 369A9929−9 Longitudinal rigging fixture Rigging of main rotor cyclic controls (369HE
and 369HS only).
13 369A9929−5 Longitudinal rigging fixture Rigging of main rotor cyclic controls (369HM
only).
14 369A9928−9 Lateral rigging fixture Rigging of main rotor cyclic controls (369HE
and 369HS only).
15 369A9928−5 Lateral rigging fixture Rigging of main rotor cyclic controls (369HM
only).
16 369A9926−7 or Main rotor blade tracking high intensity Tracking of main rotor blades.
369A9926−5 (1) strobe light installation and assembly
17 369A9958 Main rotor blade tab bending tool Adjusting main rotor blade tab angle for
blade track.
18 369H9928 Main rotor blade tab bending tool Adjusting main rotor blade tab angle for
blade track.
19 369A9934−601 Main rotor mast nut wrench Loosening/Torquing of main rotor mast nut.
(replaced by 21)
Page 2−8
TR09-001
Table 2−2. Ground Support Equipment and Special Tools (Cont.)

Item
No.
20 369A9934 Main rotor mast nut wrench Loosening/Torquing of main rotor mast nut
(non−slotted mast only).
21 369A9829 Main rotor wrench assembly Loosening/Torquing of main rotor mast nut.
22 369A9932 Hub puller Breaking loose main rotor hub from mast.
369A9932 (2)
23 369A9949 Torque wrench adapter Checking main rotor damper first stage
friction.
24 369A9933 Main rotor hub driver Seating main rotor hub.
369A9933−5 (3)
25 369A9983 Torque wrench adapter Torque tailboom attachment bolts.
26 369A9936 Bungee installation tool Holding collective bungee spring in
compression for bungee removal and
installation.
27 369A9985 Bungee spring compression tool rod Removing bungee installation tool and
and channel disassembling bungee spring assembly.
28 369A9931 or Tail rotor swashplate rigging tool Rigging of tail rotor controls (fiberglass
369A9931−3 blades).
29 369A9931−5 Tail rotor swashplate rigging tool Rigging of tail rotor controls (metal blades).
30 369A9937 Torque wrench adapter Installing tail rotor nut.
31 369A9999 (4) Tail rotor balancing kit Strobe light analysis for balancing installed
tail rotors.
32 FRDH 101 Torque wrench adapter Installing main rotor drive shaft bolts and
eyebolts.
33 RXT20−5 HYTIP insertion/extraction tool (mfg by Installing and removing HYTIP electrical
(extraction) Burndy, Norwalk, Connecticut) contacts into and from terminal block
RTM20−9 modules.
(insertion)
34 M8ND & HYTOOL M8ND (catalog No. Y14 Manual crimping of MINILOK and MODILOK
N14HTC MRC); Die−Sets N22PCT−1 & −2, and terminal block contact tips on electrical wire
N14HCT (mfg: same as item No. 33) harness leads.
35 107−0970 Hand−operated crimping tool (Catalog Hand crimping of removable contacts in
No. 107−0970) with positioners rectangular connectors.
(Catalog No. 107−0976 and
107−0977)(mfg by Winchester NOTE: Tool conforms to MS−3191−2
Electronics, Division of Litton (MIL−T−22520, Class 1).
Industries, Main St. and Hillside Ave,
Oakville, Connecticut 06779)
36 107R1001 and Removable contact removal tool Removing and inserting removable contacts
107−1015 (Catalog No. 107R1001) and insertion from and into inserts of rectangular
tool (Catalog No. 107−1015) (mfr: connectors.
same as item No. 25)
37 Deleted
38 369A9948 Engine stand Support for removal or replacement engine.
Page 2−9
TR09-001

Item
No.
39 369A8009 Engine hoist Removing and replacing engine in airframe.
40 369A6001− Left landing gear foot drill jig Enlarging holes in left lockbolt−type landing
50506−1 gear struts for installation of
machine−bolt−attached skids.
41 369A6001− Right landing gear foot drill jig Enlarging holes in right lockbolt− type
50506−2 landing gear struts for installation of
machine−bolt−attached skids.
42 CIET 20 Insertion/extraction tool, No. 20 Wire Connecting and disconnecting No. 20 Wire
Mate connector (mfd. by I. T. T. Mate electric connectors.
Cannon Electric, 3208 Humbolt St.,
Los Angeles, Calif. 90031)
43 CIET 16 Insertion/extraction tool, No. 16 Wire Connecting and disconnecting No. 16 Wire
Mate connector (mfr: same as No. 42) Mate electrical connectors.
44 369A9822−5 Locknut torque wrench adapter Installing and removing tail rotor
swashplate−to−control housing bearing nut.
45 369A9922−3 Pitch control assembly holding block Holding tail rotor swashplate while removing
and installing nut.
46 369H9803 Engine air inlet cover Covering for engine air inlet front fairing.
47 369H9804 Engine exhaust outlet cover Covering for engine exhaust tailpipes.
48 369A1710− Fiberglass tail rotor blade, static Determination of fiberglass blade static
80901 balance moment fixture balance moment.
49 369A9825 Pitch bearing stud wrench Removing main rotor hub pitch bearing pivot
pin.
50 369A9826 Stud nut wrench Holding main rotor hub pitch bearing pivot
pin nut.
51 369H9807 Main transmission drain hose Draining main transmission oil.
52 2312−G Turbine temperature indicating system Test and calibration of the TOT indicating
test set (Barfield Instrument Corp.) system.
BH112JA−36 Jetcal tester (Howell Instrument Inc.) Test and calibration of the TOT indicating
system.
53 369A1600− Bushing wrench Installation and torquing tail rotor hub
80902 threaded bushing.
54 83006−809− Arbor press fixture, 369A7951−5 Installing bearing in tail rotor pitch control
00090−1 bearing link.
55 83006−809− Staking tool, 369A7951−5 bearing Staking bearing in tail rotor pitch control link.
00090−15
56 83006−809− Staking tool, (pilot and punch), pitch Installing bearing and swage ring in pitch
00068 control assembly double row bearing control housing.
369A7951−45
57 WSI−HT−12AS Installation tool, WSI−B−12AS Installing grommets for tail rotor control rod.
grommet (mfd. by Western Sky
Industries, 21300 Cloud Way,
Hayward, CA 94545)
Page 2−10
TR09-001

Item
No.
58 269A9232 Plug, 269A5050−18 bearing removal. Removing double−row bearing from tail
rotor pitch control housing.
59 Chadwick−Helmuth Balancer / Equipment for tracking and balancing of
Analyzer Instrument Kit dynamic components. Main/Tail rotor
vibration analyzer.
60 369D29999 Main rotor and tail rotor balance spare Used with Item 59 to balance tail rotor and
kit main rotor.
61 830006−809− Arbor press fixture for 369A7951−15 Installation of bearing in main rotor blade.
00090−8 bearing
62 830006−809− Staking tool for 369A7951−15 bearing Staking of bearing in main rotor blade.
00090−20
63 36−D−284 Prop protractor Measure angle of incidence.
NOTE:
(1) Main rotor blade tracking equipment 369A9926−7 and −5 each contain a strobe light 369A9925, magnetic
pickup 369A9944, one set of interrupters, a set of tracking cap reflectors and associated mounting
hardware. The 369A9942−27, −29, −31 and −33 Tip Cap Assemblies are to be ordered as replacement
for the 369A9942−7, −9, −11, and −13 and the 369A9942−501 Tip Cap Assemblies.
(2) Handle, frames and puller nut same as 369A9932; −31 thrust pad replaces −3 thrust pad.
(3) Hammer and handle same as 369A9933; −7 driver −3 driver.
(4) Tail rotor balancing equipment 369A9999 contains a vibration analyzer 369A9801, protractor assembly
369A9979, acceleration mounting bracket 369A9920 and associated attachment and balancing
hardware.
Page 2−11
TR09-001
OIL COOLER BLOWER/TRANSMISSION

COOLING AIR INLET PLUGS (2 PLCS)
BLADE SOCK
(369H26661)
(4 PLCS)
TIEDOWN TETHER
MOORING ANCHOR
(4 PLCS)
PITOT TUBE COVER

(369H4009)
CABLE OR MANILA ROPE
ENGINE EXHAUST
OUTLET COVER AIR INLET FAIRING
ZIPPER
(369H9804) COVER (369H9803)
EXTENSION SPRING ACCESS

DOOR
LATCH
TIE CORD
FUEL CELL ACCESS DOOR
(TYP - 2 PLCS)
LOCKPIN
JACK FITTING
LOCKPIN STOWAGE ENGINE AIR INLET FAIRING
WITH COVER INSTALLED
TO BLADE
SOCK FUSELAGE STRUCTURE
JACKING FITTING
TO MOORING TO BLADE SOCK
ANCHOR
30-005
Figure 2−4. Parking and Mooring
Page 2−12
TR09-001
4. Servicing B. Fuel System Draining
(Ref. Figure 2-5) Servicing of the helicopter Fuel draining should be accomplished with
includes replenishment of fuel, changing or helicopter as level as possible.
replenishment of oil and other such mainte
nance functions. Fuels, oils, others servicing (1). Fuel system may be defueled in either
materials and capacities are listed in of two ways:
Table 2-3. Observe the following precautions
To avoid possible damage to fuel
when servicing the fuel system. CAUTION pump, do not operate fuel pump
with fuel tanks drained.
Turn off electrical switches
WARNING and disconnect external
(a). Defuel through filler port using a
power from the helicopter. pump.
(1). The helicopter must be electrically (b). Open system drain valves on fuselage
grounded prior to refueling or defuel underside and in engine compart
ing. The possibility of static discharge ment.
(difference in electrical potential) and
presence of fuel vapors always presents (2). Fuel supply line drain valves are spring
fire and explosion hazards. loaded type and open by pushing valve
and attached drain line.
(2). The refueling vehicle should be parked
a minimum of 20 ft. (6 M) from the (3). Fuel cells drain valve is spring-loaded
helicopter during the fueling operation. closed and is opened by pressing
Before starting the fueling operation, internal plunger.
always ground the fueling nozzle or fuel
truck to the GROUND HERE recep C. Engine Oil System Filling
tacle or to another bare metal location. The engine oil filler cap is on the right side of
the helicopter. A liquid level plug for checking
Use extreme care when apply
CAUTION ing any type of lubricant
the oil level in the tank is visible through a
transparent window near the filler.
(grease, oil, dry-film, etc) in the vicinity of
teflon bearings. Most lubricant will form a NOTE:
dirt retaining film or have other detrimental
effects that can cause rapid detertioration of Before adding oil, the oil container must
bearing surfaces. be shaken to ensure proper mixture of the
anti-foaming additive.
A. Fuel System Filling If sight gauge does not permit positive de
termination, remove filler cap and visual
The fuel system has two fuel cells that are ly check the oil level.
interconnected for simultaneous flow venting.
The fuel filler cap is on the right side of the (1). Check oil level within 15 minutes of
helicopter. engine shutdown; replenish if low.
(1). Refuel helicopter with correct fuel as (2). If engine oil level is low after helicopter
soon after landing as possible to has set for more than 15 minutes;
prevent moisture condensation and to (a). Run engine for at least one minute at
keep the helicopter as heavy as possible ground idle.
in case of winds.
Ensure engine oil pressure is at
(2). Keep fuel nozzle free of all foreign CAUTION tained when starting engine
matter. (Ref. applicable Pilot's Flight Manual).
(3). Check filler cap for security after (b). Shut down engine, check oil level,
fueling. replenish if low.
Page 2−13
TR09-001
NOTES:
1. SELF-CLOSING VALVE 50-60 IN. LB. (5.65-6.78 NM); MAIN TRANSMISSION
CHIP DETECTOR (WITHOUT KNURLED DETECTOR FILLER
KNOB) 40-50 IN. LB. (4.52-5.65 NM). MAIN TRANSMISSION
2. ENGINE LOWER CHIP DETECTOR 60-80 IN. LB. LIQUID LEVEL
DRAIN (NOTE 1)
(6.78-9.04 NM). PLUG
3. BREATHER-FILLER 45-55 IN. LB. (5.08-6.21 NM). LIQUID LEVEL
PLUG
OVERBOARD OIL
DRAIN LINE ONE-WAY LOCK
RESERVOIR
ENGINE ACCESSORY
GEARBOX DRAIN
(NOTE 2)
BREATHER-FILLER
(NOTE 3)
ENGINE OIL
TANK FILLER
FUEL SUPPLY LINE
DRAIN VALVE EXTERNAL POWER
RECEPTACLE
LIQUID LEVEL
PLUG
OIL SUPPLY FUEL CELLS
GROUND FUEL SYSTEM
DRAIN VALVE DRAIN VALVE
RECEPTACLE FILLER
TAIL ROTOR
TRANSMISSION DRAIN
(NOTE 1)
30-006C
Figure 2−5. Servicing Points

NOTE: (5). To drain residual oil from engine
Motoring engine can draw oil from the oil accessory gearbox drain, remove wire
tank to the gearbox, giving low oil level lead and lower chip detector. Use
indications. suitable container to catch oil. Check
that detector O-ring is serviceable
If engine oil level indicates a low condi (replace if necessary); reinstall detector,
tion after setting overnight, engine check torque to 50 - 60 inch-pounds (5.65 -
valve may be leaking oil from tank to en 6.78 Nm) and reconnect wire lead.
gine gearcase.
E. Engine Oil System Draining (with Drain
(3). Ensure oil tank filler cap is securely Valve Installed)
tightened immediately after servicing.
(1). Remove sound insulation from cargo
D. Engine Oil System Draining (with Sta. compartment aft bulkhead right-hand
137.50 Bulkhead Drain Ports Installed) access door (Ref. Figure 2-6). Remove
the right-hand access door.
(1). Open engine access doors.
(2). Place a suitable container under the
(2). Place suitable container under engine overboard oil drain line where it exits
oil tank drain and remove engine oil the fuselage underside at the firewall.
tank filler cap.
(3). Remove cap from oil tank filler. Pull out
(3). Remove engine oil tank drain cap. knurled spring-loaded button to open
valve in engine oil drain line just below
(4). After draining oil from tank, reinstall cooler. Rotate button and valve poppet
engine oil tank drain cap and oil tank so that locking pin rest on shoulder of
filler cap. pin slot.
Page 2−14
TR09-001
(4). After draining the oil from the tank, (a). Fill main transmission by lifting
reinstall the filler cap and close oil breather-filler cap and inserting
drain valve; ensure that poppet pin is in spout of oil can into opening. Check
stop slot. that spring-loaded cap closes when
oil can spout is removed.
(5). Install access door and sound insula
(b). Fill tail rotor transmission by remov
tion.
ing lockwire, unscrewing breather-
filler and pouring oil into transmis
(6). To drain approximately 1/2 pint (0.23 L) sion. Check that filler O-ring is
of residual oil from engine accessory serviceable (replace if necessary),
gearbox drain (Ref. Figure 2-5) remove reinstall breather-filler and torque to
the wire lead and the lower chip 45 - 55 inch-pounds (5.08 - 6.21
detector. Use a suitable container to Nm); secure with lockwire.
catch the oil. Check that detector
packing is serviceable (replace if NOTE: Breather-filler plugs that have the
necessary), reinstall detector, torque to threaded insert are installed with the
50 - 60 inch-pounds (5.65 - 6.78 breather hole rearward.
Nm), and reconnect wire lead. H. Main Rotor Transmission Draining
F. Engine Oil System Flushing (1). If installed, remove circular drain cover
plug and padding for main transmis
The following procedure is for flushing oil that sion from forward underside of trans
as been contaminated or when changing the mission cover panel. Otherwise remove,
type of oil. in order, sound insulation, gearbox
access cover, transmission drain
(1). Drain oil from engine, oil tank and oil assembly and main transmission cover).
cooler (Refer to Engine Oil System (2). Position a suitable (min. 4 qt/4 L)
Draining). container under main transmission
drains or drain current configuration
(2). Replace engine oil filter(s) (Ref. Allison transmission using transmission drain
Operation and Maintenance Manual) hose (41, Table 2-2).
(3). Refill engine oil system (Refer to Filling NOTE: Two types of chip detector are installed
- Engine Oil System). on the main transmission. The current type
chip detector have a knurled knob to remove
(4). Operate engine for five minutes, shut electrical chip detector probe. Hand-tighten
down and repeat steps (1). thru (3). knob when reinstalling.
(3). Remove wire leads, lockwire, chip
G. Main Rotor and Tail Rotor Transmission detector and self-closing valves.
Filling
NOTE: The self-closing valve need not be re
Transmission (gearbox) oil should be replaced moved if special drain hose is used. Insert
with new oil whenever it is drained from the hose fitting and turn to drain oil.
gearbox. (4). If damaged, replace O-rings used with
chip detector and self-closing valves.
NOTE: Inspection of internal ring gear bolts is
required after oil is drained from the main (5). After oil has drained, install self-clos
rotor transmission, at intervals specified in ing valve and chip detectors. Torque
CSP-H-4, before refilling with oil. chip detector,without the knurled chip
detector probe knob, 40 - 50 inch-
(1). Check transmission oil level in liquid pounds (4.52 - 5.65 Nm). Lockwire
level plug. valve to gearbox and detector to valve.
Reconnect wire leads.
(2). Replenish with correct oil until the (6). If used, reinstall padding and circular
level reaches FULL on the plug. drain cover plug on forward underside
Page 2−15
TR09-001
transmission cover panel. Otherwise, to gearbox and detector to valve.

reinstall, in order, the main transmis Reconnect wire lead.
sion cover, the drain assembly, the main
gearbox access cover and the sound (5). Wipe dry any oil spillage with a clean
installation. cloth moistened with solvent (1,
Table 2-4).
NOTE:
K. Tail Rotor Transmission Oil System
If equipped with a metal filter, the main Flushing
transmission filter should be cleaned
whenever the oil is drained. The following procedure is for flushing oil that
If equipped with a paper filter, the main as been contaminated or when changing the
transmission filter should be replaced type of oil.
whenever the oil is drained. (1). Drain oil from tail rotor transmission
I. Main Rotor Transmission Oil System (Ref. Tail Rotor Transmission Drain
Flushing ing).
The following procedure is for flushing oil that (2). Refill tail rotor transmission (Ref. Main
as been contaminated or when changing the Rotor Transmission and Tail Rotor
type of oil. Transmission Filling).
(1). Drain oil from transmission and oil (3). Operate aircraft for five minutes, shut
cooler (Ref. Main Rotor Transmission down and repeat steps (1). and (2).
Draining). L. One−Way Lock Control system Servicing
(2). If equipped with a metal filter, clean (1). To check oil level, remove control access
the transmission oil filter (Ref. Trans cover.
mission Lubrication Pump Oil Filter
Cleaning). If equipped with a paper NOTE: Reservoir should be 1/2 to 3/4 full.
filter, replace the filter.
(2). If oil level in reservoir is low, lift filler
(3). Refill transmission oil system (Ref. cap and add oil as needed.
Main Rotor Transmission and Tail
Rotor Transmission Filling). (3). Reinstall pilot's seat cover.
(4). Operate aircraft for five minutes, shut NOTE:

down and repeat steps (1). thru (3). If oil level is consistently low, one-way
lock should be repaired to stop oil leakage
J. Tail Rotor Transmission Draining (Ref. Component Overhaul Manual).
(1). Position suitable container under the Hydraulic fluid leakage from any part of
tail rotor transmission drain. one-way lock is not permissible. When
leakage is observed, assembly should be
(2). Remove wire lead, lockwire, chip overhauled (Ref. Component Overhaul
detector and self-closing valve Manual) as required and a serviceable
(3). If damaged, replace packings used with unit installed. If leaking one-way lock is
chip detector and self-closing valve. not replaced when leakage occurs, contin
uation in service may result in mechani
(4). After oil has drained install self-closing cal malfunction that could be hazardous
valve and chip detector. Lockwire valve to flight safety.
Page 2−16
TR09-001
Table 2−3. Component Servicing and Materials

Item
Component Capacity Material
No.
1 Tail Rotor Transmission (1)(2)(5) 0.5 U.S. Pt. (0.23 Liter) MIL−L(PRF)−23699 (3)
Mobil Oil SHC 626 (3)(6)
2 Main Transmission 4 U.S. Qt (3.78 L) Refer to Item 1
3 Engine Oil Tank (4) 3 U.S. Qt (1.32 L) Refer to Allison Engine
Operation and Mainte-
nance Manual
4 Fuel Cells
5 Standard nonself−sealing cells Capacity 64.0 U.S. Gal. (242 Liters) Refer to Appropriate
(416.0 pounds) Pilot’s Flight Manual
6 Usable 62.1 U.S. Gal. (235 Liters) Refer to Appropriate
7 Optional self−sealing cells Capacity 62.0 U. S. Gal. (234 Liters) Refer to Appropriate
8 Usable 59.9 U.S. Gal. (226.8 Liters) Refer to Appropriate
9 Overrunning Clutch −11, −21, −31 1.52 U.S. Oz. (45cc) MIL−L (PRF)−23699 (3)
10 −41, −51 1.01 U.S. Oz. (30cc)
11 One−Way Lock 0.67 U.S. Oz. (20 cc) MIL−H−5606
12 Battery (Nicad) As required MS36300 or 0−B−41
Distilled Water
NOTES:
(1) Oils approved for use in MDHI 369 Series Helicopter main and tail rotor transmissions are synthetic
compounds having Ryder Gear Value in excess of 2500 pounds.
(2) Not a preferred lubricant for MDHI transmissions. Use MIL−L−7808 lubricating oil in transmissions only
when other oils listed are not available.
(3) Approved for use above −40°F (−40°C).
(4) For Model 250 Series engine oil change requirements and restrictions on mixing oils, refer to Allison
Commercial Service Letters.
CAUTION: Mixing of oils within an oil series not in the same group is permitted only in an emergency. Use
of mixed oils (oils not in the same group) in an engine is limited to five hours total running time. Adequate
maintenance records must be maintained to ensure that the five hour limit is not exceeded. Mixing of oils
from different series is not permitted.
(5) Listed is the basic Military Specification only. Check the specification sheet for the latest alpha change
letter to determine whether the materials being used conform.
(6) Mobil oil SHC 626 can be formulated such that it may have two different colors. The oil can still be mixed
with no adverse effects.
Page 2−17
TR09-001
5. Battery Handling and Servicing do not use potassium hydroxide

Precautions solution.
(5). The state of charge of a nickel-cad
The electrolyte used in nick
WARNING el-cadmium batteries con mium can not be determined by either
the specific gravity of the electrolyte
tains potassium hydroxide, a casuistic
nor the battery voltage. The specific
chemical agent. Serious burns will re
gravity will remain the same whether is
sult if the electrolyte contacts skin. Ex
charged are discharged or the electro
plosive gases may be released from the
lyte mix contains potassium hydroxide
battery during charging. Before re
or is contaminated with potassium
moving the battery from the helicopter,
carbonate. The voltage will not change
make sure that the power selector
appreciably until the battery is almost
switch is in the OFF position. Removal
completely discharged.
or installation of the battery connector
while the battery is under load may re (6). If sulfuric acid has been inadvertently
sult in explosions, electrical arcing or mixed with the electrolyte in the
possible severe personal burns. battery, the upper areas of the cells will
appear greenish in color. In such cases,
(1). Satisfactory battery operation is largely the battery must be replaced.
dependent upon proper operation of the
helicopter voltage regulator. Battery 6. Battery Servicing
problems may often be prevented or
Battery servicing consist of replenishing any
eliminated by maintaining the voltage
electrolyte water that may have been lost
regulator setting at the precise voltage
through normal gassing, venting or over-
specified.
charging. Lost water should be replaced with
pure distilled water only. Never use potassium
(2). Nickel-cadmium batteries contain an hydroxide solution.
electrolyte mixture of potassium
hydroxide and distilled water. Chemi The electrolyte level should be
cally, this is just the opposite of an acid. CAUTION checked only after the battery
Take every possible step to keep the has been fully charged and then allowed to
nickle-cadmium battery as far away as rest (stand idle) for a period of two hours. If
possible from the lead-acid type of the helicopter has operated continuously for
battery. Do not use the same tools and a minimum of one hour or more, the battery
materials (screwdrivers, wrenches, may be considered fully charged.
syringes, gloves, apron, etc.) for both
types of batteries. Anything associated (1). Turn power selector switch OFF.
with the lead-acid battery, even the air, (2). Raise pilot compartment floor left
must never come in contact with the access door and remove battery cover.
nickel-cadmium battery or its electro
lyte. Even a trace of sulfuric acid fumes Use care to avoid damaging bat
from a lead-acid battery may result in
CAUTION tery temperature sensing wires
damage to the nickel-cadmium battery. and switch connections during cleaning and
servicing.
(3). A low electrolyte does not necessarily
(3). Wipe tops of cells with clean cloth and
indicate that the water must be added
remove filler vent caps.
to the cells. The electrolyte level in the
cell will vary, depending upon battery's (4). Check electrolyte level in each cell. A
state of charge. gage will be seen at the the bottom of
each filler cavity. The gage may be a
(4). During operation of the battery, some rod, a ball, or an orange-colored strip
water is lost from the electrolyte as a with two notches in the sides. The
result of normal gassing, venting, or electrolyte level should be just above
overcharging. This loss should be the rod or ball, or between the notches
replaced with pure distilled water only; in the orange stripe.
Page 2−18
TR09-001
Do not add distilled water if the or the battery case, and after any idle period of
CAUTION battery has remained idle for ninety (90) days or more.
more than two hours after flight (charging).
The electrolyte level will drop in a longer NOTE: Follow the manufacturer's operating
time interval and any water would result in instruction for the battery charger; however,
overfilling. all voltage values, discharge rates, and
charging schedules given (Ref. Battery Deep
NOTE: If electrolyte level has lowered to the ex Cycling) shall apply in event of conflict with
tent that it is not visible, remove battery the constant potential battery charger
from helicopter for bench charging and serv instructions.
icing.
A. Normal Battery Charging
(5). Using a thoroughly clean bulb-type Review the battery handling
syringe that has never been used for WARNING and servicing precautions
servicing a lead-acid battery, add pure (Ref. Battery Handling and Service
distilled water as necessary to raise the Precautions) before preforming the fol
electrolyte 1/4 - 3/8 inch (6.35-9.525 lowing charging operations.
mm) above baffle (between level holes
or above nylon rod gage, as applicable). (1). If battery is installed in the helicopter,
If there is surplus electrolyte, replace turn power selector switch OFF and
the battery or remove the battery and remove battery.
service it in accordance with manufac
turer's instructions. (2). Clean battery (Ref. Battery Cleaning).
(3). Inspect battery for any damage that
NOTE: If a battery with surplus electrolyte is would require battery replacement or
serviced, it must be checked for serviceabili
repair.
ty according to manufacturer's instructions
before reinstallation and reuse in the heli Do not add distilled water to the
copter CAUTION electrolyte prior to charging,
even if the electrolyte is not visible. The
(6). Reinstall filler vent caps. electrolyte level will raise as charging prog
(7). Reinstall battery cover, mounting resses.
screws and washers; close and latch (4). Charge the battery as follows:
access door.
NOTE: The following procedure provide
7. Battery Charging instructions for charging with the constant
potential method. When charging by the
Nickel-cadmium battery charging is accom constant charging method, disregard the
plished by either the normal charging method procedure in steps (a). and (b). below and
or the deep-cycling method, depending upon charge the battery according to battery and
the circumstance. Normal battery charging battery charger manufacturer's instruc
consist of charging the battery by the constant tions. Charging is accomplished with cell
potential method or the constant current filler vent caps installed. Temperature of
method and adjusting the electrolyte level if battery may rise during charging.
required. Normal battery charging is accom
plished when the need arises. Deep cycling (a). Using a constant potential charger,
consists of intentionally discharging and then charge battery for 30 minutes taking
recharging the battery, adjusting the electro care to maintain a constant and
lyte level, checking the battery output capabili accurate charging voltage of 28.0 to
ty (capacity discharge test), and again recharg 28.5 Vdc for the full charging period.
ing. Deep cycling should be accomplished on a (b). If necessary, monitor and manually
new battery before it is installed in the adjust charging voltage to prevent
helicopter, if required, and at the inspection any drop or rise in charging voltage.
intervals specified in CSP-H-4. Deep cycling
should also be accomplished after battery (5). Switch charger OFF and then discon
repairs such as replacement of individual cells nect battery from charger.
Page 2−19
TR09-001
(6). Remove filler vent caps and check NOTE: Nominal individual cell voltage is 1.25
electrolyte level. Replenish with pure volts for a normal, disconnected, fully
distilled water (Ref. Table 2-3) if charged cell.
necessary, taking care not to over-fill.
(7). Replace and tighten filler vent caps. (6). Switch charger OFF and then discon
B. Battery Deep Cycling nect battery charger.
Review the battery handling

WARNING and servicing precautions (7). Allow battery to rest for a minimum of
(Ref. Battery Handling and Service one hour maximum and a maximum of
Precautions) before preforming the fol 2 hours; adjust electrolyte level.
lowing charging operations.
(1). Perform normal charging (Ref. Normal (8). If electrolyte level is adjusted, recon
Battery Charging). nect battery to charger and allow the
battery continue charging for thirty
(2). Connect a 9 ohm resistance (9 ohm, 200 minutes.
watt-resistor or three 3 ohm, 75 watt
resistors in series) across the battery
terminals and allow the battery to If battery temperature exceeds
discharge for approximately 12 hours, CAUTION room temperature during initial
or until the battery voltage decrease charging, battery temperature must be al
below one volt. low to decrease to room temperature before
recharging the second time.
(3). Remove 9 ohm load resistance from
battery and loosen cell filler vent caps.
(4). Charge battery until charging drops (9). After allowing battery temperature to
below 0.30 ampere. decrease to room temperature, repeat
the procedures described in steps (2).
(5). While continuing to charge the battery thru (8). above to cycle the battery a
at a rate less than 0.30 ampere, use an second time.
accurate voltmeter to measure the
voltage across the terminals of each
individual battery cell. Each individual NOTE: When making the individual cell volt
cell should be within 0.05 volt of the cell age measurement the second time, the volt
voltage specified below for applicable age of each individual cell must measure
charging voltage. within the voltage limits specified in step e
above. If the voltage of any individual cell
Charging Voltage Cell Voltage does not measure within the specified volt
(volts dc) (volts dc) age limits, the cell must be discarded. Re
place a defective cell according to instruc
28.0 1.47 tions.
28.1 1.48
28.2 1.48
(10). Switch charger off and then disconnect
28.3 1.49 battery from charger.
28.4 1.49
28.5 1.50 (11). Tighten cell filler vent caps.
Page 2−20
TR09-001
Table 2−4. Maintenance Materials

Item Specification Commercial Products (2)
Material
No. No. (1) Name/No. Mfr
1 Solvent, dry−cleaning P−D−680 (3)
2 Lockwire (diameter as MS200995C CRES Safety wire
required) (3)
3 Sealing compound MIL−S−8802 890 Coast Pro Seal

(color as noted)
MIL−S−8516 3C−3007 Churchill Chemical Corp.
Class II Los Angeles, CA
PR1422 Product Research

A1/2 Type I
RTV 730 Dow Corning

Type I Midland, MI
4 Primer MIL−P−85582 (3)

5 Chromic Acid solution (4) Dow #19 or equivalent Dow Chemical Co.
(pH 2.6 to 3.4):
magnesium touch up
6 Lacquer, acrylic MDM 15−1083 Black #17038 (3)
(Fed−Std−595) Black #37038
Parchment #20371
Green #34151
Blue #15102
Blue #35044
Brown #30140
7 Primer, catalyzed acrylic (Refer to item No. 6

(yellow)
8 Chemical film and MIL−C−5541B Iridite 14−2 Richardson Co.

chemical film materials (Class 2, unless Al−coat Allied−Kelite Products Division
for aluminum and noted. Grade and 2400 E. Devon Ave.
aluminum alloys. type optional.) Alodine 1201 Des Plaines, IL
9 Abrasive paper, silicon P−P−101 (3)

carbide (grade as noted)
10 Surface cleaner TT−C−490 or WO #1 Turco Products, Inc.

(pre−painted solution with MIL−C−10578, Wilmington, CA
phosphoric acid base) Type II
Page 2−21
TR09-001
Table 2−4. Maintenance Materials (Cont.)

Material
11 Paint remover TT−R−248 Turco 5851 #A202 Turco Products, Inc.
(acid type for epoxy) Cee−Bee Chemical Company
Paint remover MIL−R−25134 (3)

(solvent type)
Paint remover Turco 5351 (T−5469) Turco Products Inc.
Plastic bead, spherical 20 Poly Plus 20/30 Polyrock Co.

− 30 mesh (6) 4763 Murrita Ave.
Chino, CA 91710
Abrasive Cleaning Equip.

20122 State Rd.
Cerritos, CA 92701
Abrasives Unlimited
4653 S. 33rd St.
Phoenix, AZ 85040
12 Thinner, acrylic− MIL−T−19544 Prepsol E. I. DuPont Co.

nitrocellulose lacquer (Dupont 3919) Los Angeles, CA
13 Corrosion preventive, MIL−C−8188

aircraft gas turbine
engine, synthetic base
14 Masking tape, pressure UU−T−106 #216 3M Co.

sensitive (High temp) St. Paul, MN
15 Protective coating MIL−C−6799

Type 1
16 Tape, pressure sensitive, PPP−T−60 3M Co.

water−proof for Class I
packaging and sealing
(width and thickness as
noted)
17 Silicone adhesive/ MIL−S−8660B DC 4 Dow Corning

sealant
G−624 Silastic General Electric
Silicone Products Dept
Waterford, NY
18 Grease, oscillating MIL−G−25537 Aero Shell 14 Shell Oil Co.

bearing
TG−4851 Texaco Inc.
19 Adhesive, epoxy, MIL−A−52194 Scotch−Weld 3M Co.

non−structural EC 1838 (Part A&B)
Commercial A−1177−B B. F. Goodrich
20 Abrasive cloth, aluminum P−C−451 (3)

oxide (grade as noted)
Page 2−22
TR12-001

Material
21 Grease MIL−G−81322 Mobil Grease 28 Mobil Oil Company
Aero Shell 22 Shell Oil Company
Braycote 622 Castrol Industries

1001 W. 31 st St.
Downers Grove, IL 60515
(630) 241−4000
(800) 621−2661
22 Methyl−ethyl−ketone TT−M−261 (3)

(MEK)
23 Crocus cloth P−C−458 (3)
24 Adhesive, silicone rubber Silastic 140 Dow Corning
25 Lubricant, solid film MIL−L−8937 Lubri−Bond 220 Electro−film Inc.

MIL−L−23398 (3) 7116 Laurel Canyon Blvd.
HMS 4−1078 P.O. Box 106,
Type I/XI No. Hollywood, CA
Molykote 3402 Product Techniques, Inc.

(3) 511 E. 87th Pl.
Los Angeles, CA
Kal−Gard AD Kal−Gard Coating & Mfg. Co.

(3) 16616 Shoenborn Street
Sepulveda, Ca. 91343
Pera−Silk G Highway 52 N.W.

(3) West Lafayette, IN 47906
26 Grease, aircraft and MIL−G−23827 Braycoat 627 Bray Oil Company

instrument 9950 Flair Drive
El Monte, CA
Aero Shell 7 Shell Oil Company
Exxon 5114EP Exxon Co.

Houston, TX
27 Acetone O−A−51 (3)
28 Surface primer, locking MIL−S−22473 Locquic Loctite Inc.,

compound (grade and 702 No. Mountain Road,
form optional) Newington, CT 06111
29 Sealing, locking and MIL−S−22473 Loctite #35 or RC/609 Loctite, Inc.

retaining compounds; MIL−R−46082
single component (grade
as noted)
30 Twine, nylon MIL−T−713 (3)
Page 2−23
TR09-001

Material
31 Insulation sleeving, MIL−I−631 (3)
electrical (vinyl tubing; Type F, Form
size as noted) U, Grade A,
Class I,
Category 1
32 Tape, pressure sensitive PPP−T−66 Scotch Cal 3M Co.

(width and thickness as Type I, Class A #471 VEF
noted)
33 Loctite remover (for Oakite 156 Oakite Product Inc.,
disassembled parts) Los Angeles, CA
34 Petrolatum VV−L−236 (3)
(petroleum jelly)
35 Lubricating oil, general VV−L−800 (3)
purpose, preservative
36 Antiseize compound, MIL−A−907
high temperature
37 Lacing cord, high Type T−333 Warren Wire Co.
temperature
38 Dichloromethane MIL−D−6998 (3)
(methylene chloride)
39 Ethylene chloride MIL−E−10662 (3)
(ethylene dichloride EDC)
40 Gasket material Scotchfoam 3M Co.
(adhesive on one side # 4304
only)
41 Tape, pressure sensitive PPP−T−97 (3)
adhesive, filament
reinforced
42 Tape, pressure sensitive #Y8560 3M Co.
polyurethane (width as
noted)
43 Adhesive (epoxy), Lefkoweld Type 109 Leffingwell Chemical Co.,
nonstructural Resin/LM−52 Whittier, CA.
Activator
44 Barrier material, grease MIL−B−121 (3)
proof Type I, Gr A,
Class 2
MIL−B−131
Class 1
45 Cement MIL−A−8576B PS−18 S147 Rohm and Haas Co.
Swedlow, Inc.
46 Tetrahydrofuran (THF) Foremost−McKesson Corp.
Chemical Dept.
Los Angeles CA
Page 2−24
TR09-001

Material
47 Lacquer, clear, aluminum MIL−L−6066
clad alloy surfaces
48 Solder, tin alloy, rosin QQ−S−571 (3)
core (Composition
SN60WRP2
49 Emery cloth, fine (3)
50 Patching material 5187 Uniroyal, Inc.
(inside/outside) Fuel Container Dept.
Mishawaka, IN
51 Patching material 5200 Uniroyal Inc.
(outside only)
52 Soap paste P−S−560 (3)
53 Cheesecloth (3)
54 Cement MIL−A9117 EC−678 3M Co.
55 Solvent 3339 Uniroyal
56 Vinyl tape and activator Tape: Scotch Cal 3M Co.
#455 Activator:
Scotch Title A−2
57 Grease 130A Lubriplate Manufacturing
58 Grease 930A Lubriplate Manufacturing
59 Naphtha, aliphatic TT−N−95 (3)
60 Sealant HT−4
61 1,1,1, Trichloroethane O−T−620 (3)
technical inhibited
62 Tape, aluminum foil # 425 3M Co.
63 Detergent, general MIL−O−16791 (3)
purpose
64 Hydrofluoric Acid O−H−795 (3)
65 Nitric Acid O−N−350 (3)
66 Brazing flux, paste O−F−499 (3)
67 Brazing alloy, silver base MIL−B−15395 (3)
68 Tape, nitrile rubber NE−71A Armstrong Cork Co.
Lancaster, PA
69 Adhesive, bonding, EC1300L 3M Co.
vulcanized (synthetic
rubber−to−steel)
70 Corrosion preventive MIL−C−16173 Braycote Bray Oil Company
compound, solvent Grade 3
cutback, cold application
71 Isopropyl alcohol TT−I−735 (3)
Page 2−25
TR09-001

Material
72 Zinc chromate putty, MIL−P−8116 Compound 3998 Fuller−O’Brien Paints
general purpose Santa Fe Springs, CA
73 Non−slip tape, pressure P−D−00455 (3)
sensitive, medium grade
(black)
74 Electric tape, plastic MIL−I−7798 # 33 3M Co.
75 Cleaning compound, MIL−C−25769
alkaline waterbase
76 Acetylene, technical BB−A−106 (3)
grade
77 Oxygen, industrial grade BB−O−925 (3)
Type I, Grade B
78 Welding rod, corrosion MIL−T−9821B 21−6−9 Johnston Stainless Welding
and heat resisting alloys or C Rods
(Class or type as noted) Nitronic 40 13729 E. Rosecrans
Santa Fe Springs, CA
79 Teflon tape # 520 Permacel
# 48 3M Co.
80 Use item 19
81 Fiberglass repair kit Cordokit RK−10 Ferro Corp.
Composites Division
34 Smith St.
Norwalk, CT 06852
82 Epoxy resin with catalyst, MIL−R−9300 (3)
low pressure laminating Type I
83 Adhesive Epon 919 Shell Chemical Co.
Pittsburgh, PA
84 Fuel cell repair kit RK3CL Uniroyal
85 Rod, welding QQ−R−566 (3)
CLFS RA12 or
RA143 (4043)
5% silicon
86 Solder, tin alloy, acid core QQ−S−571 (3)
87 Insulation sleeving, MIL−L−3190 (3)
electrical, fiberglass (size
as applicable)
88 Lubricant, solid film MIL−L−46010 (3)
89 Tape, pressure sensitive 4104 3M Co.
(width as noted)
90 Tape, double−faced E−706 Arno Adhesive Tapes Inc.,
Los Angeles, CA
Page 2−26
TR09-001

Material
91 Cement C−111 Sta−Bond Corp.
Gardena, CA
92 Adhesive, polyurethane U−136, (AC AAAA) Sta−Bond Corp.
93 Tape #850 3M Co.
94 Filler, resin Epon 960F Shell Chemical Co.
95 Filler, resin #RP1257−3 Ren Plastics Inc.
96 Rubber cement MIL−A−5092 (3)
97 Preservative oil, hydraulic MIL−H−6083 Ref. Table 2−3
98 Grease GD 568−S GC Electronics,
Los Angeles, CA
99 Insulation varnish Glyptal 1201 General Electric
Insulation Dept.,
Schenectidy, NY
100 Vinyl plastic tape #330 Technical Tape Co.
New Rochelle, NY
101 Rust inhibitor spray WD−40 Rocket Chemical Co.,
(aerosol) Inc., San Diego, CA
102 Adhesive MIL−A−46106, RTV732 Dow Corning Corp.
Type I
103 High temperature tape Temp−R Insulectro Co.
(thickness as noted) 1410 W. Olympic
Los Angeles, CA
104 Corrosion preventive oil Steelgard 1301 Harry Miller Corp.
Philadelphia, PA
105 Use item 17
106 Sealant #5220 Fiber−Resin Corp.
170 W. Providencia Ave.
Burbank, CA
107 Epoxy coating Poly−EP Detroit Graphite Co.
Detroit, MI
108 Thinner (for item 107) Poly−EP Detroit Graphite Co.
109 Primer Resin (paint base Q−881 Bee Chemical Company
for polycarbonate plastic) Gardena CA
110 Thinner (for item 109) T−80679 Bee Chemical Co.
111 Graphite, powdered (3)
112 Tape Temp R Tape Connecticut Hard Rubber Co.
(Type TV) New Haven, CT
113 Parting agent Fre−Kote 33 Fre−Kote Inc.
114 Slip−Spray E. I. DuPont Co.
Los Angeles, CA
Page 2−27
TR09-001

Material
115 Fastener tapes, nylon Velcro American Velcro, Inc.
hook and pile Dow and Manchester St.
Manchester, NH
116 Kerosene VV−K−211 (3)
117 Anti−seize compound, MIL−T−5544 Thread Lube Parker−Hannifin
low temperature 17325 Euclid Ave.
Cleveland, OH 44112
118 Fluorocarbon dry S−122 Miller−Stephenson
lubricant Chemical Co., Inc.
1001 E. First St.
Los Angeles, CA
119 Foam tape, adhesive 4104Y 3M Co.
backing 92772
120 Cement 2210 3M Co.
121 Adhesive (epoxy) EA9330.3 Hysol Division
EA9314 Dexter Corporation
Pittsburg, CA
122 Adhesive 444R Coast ProSeal
123 Tape, pressure sensitive #471 3M Co.
124 Potting compound MIL−S−8516B 727 Coast ProSeal
3C−737 Churchill Chemical Corp.
Vernon, CA
PR1201 Product Research Co.
125 Seal rubber extrusion MIL−R−6855 1317 Rubbercraft Corp.
(main transmission) Class I Grade 60 Torrance, CA
126 Paper, fine abrasive (3)
127 Adhesive (2−part mix) EC3549 3M Co.
128 Coating, logo white Q881 (Color No. 484) Bee Chemical Co.
129 Thinner (for item 128) T−80695 Bee Chemical Co.
130 Paint (5) Advance Coating and Chemicals
2213 N. Tyler
S. El Monte, CA 91733
131 Epoxy primer / 1−1G−69 / Advance Coating and Chemicals
Catalyst reducer 1−1H−75
132 Polyethylene tape #483 3M Co.
133 Adhesive − cyanoacrylic Hysol Super Drop Hysol Division
(used for bonding acrylic Cyanoacrylic
windows to geon strips) 3CI−1000
134 Accelerator (for item 133) Hysol Super Drop Hysol Division
Accelerator
Page 2−28
TR09-001

Material
135 Plastic steel Devcon A Devcon Corp.
Danvers, MA 01923
136 Tape, pressure sensitive #471 3M Co.
137 Molybdenum disulfide MIL−L−7866
powder, lubricant
138 Tape, pressure sensitive −− #4508 3M Co.
(dimensions as noted)
139 Spray lubricant −− Moly−Dee Arthur Withrow
5511 District Blvd.
Los Angeles, CA
140 Adhesive primer HMS 16−1069 Liquid primer MDHI
Class I
141 Fluorocarbon release 6611N E.I. DuPont Co.
agent, dry film lubricant
142 Sealer HMS 16−1068 EA9313 Hysol Division
Dexter Corporation
143 Lubricant LPS3 LPS Research laboratories Inc.
2050 Cotner Ave.
Los Angeles, CA
144 Cement Grip Talor Industries
City of Industry, CA
145 Catalyst reducer 1−1H−75 Advance Coating and Chemicals
146 Metal protector, aerosol Molykote Dow Corning Corp.
147 Wash primer MIL−C−8514 (3)
148 Enamel, epoxy MDM 15−1100 Black #37038 (3)
(Fed−Std−595) Type II White #37769
Tan #20318
Parchment #20371
Red #11958
Green #34151
Gray #36231
Yellow #13655
149 Lubricant, spray Tri−Flow Costa Mesa Lubricant
P.O. Box 125
Olive Branch, MS 38645
150 Washing compound with Zip Wax (2) Turtle Wax Inc.
wax 5565 W. 73rd St.
Chicago, IL 60638
151 Sealant RTV106 (2) General Electric
152 Tape CT93C Jones Industrial Supply
Culver City, CA
153 Tube, silicone No. 4 Varflex Corp.
(H.A.I.) Rome, NY
Page 2−29
TR09-001

Material
154 Sleeve, vinyl No. 2 Borden Chemical
Resinate Compton, CA
155 Thread sealant P412 Permacel
156 Epoxy cement Hughes HP16−1 Type II Dow Corning Corp.
EC 1300L
157 Dry lubricant MIL−L−46010A Ecoalube Everlube Corp.
No. 642 North Hollywood, CA
158 Leak detector, liquid MIL−L−25567C Leak−Tec American Gas and Chemical Co.
Type I Cresskill, NJ
159 Fiberglass cloth, MIL−C−9084 (3)
0.022, 2 ply No. 181
160 Polyester laminating MIL−R−7575 (3)
resin
161 Sealing compound, RTV11 General Electric
silicone
162 Dykem, red of blue SP1100 Dykem Company
8501 Delport Dr.
St. Louis, MO 63114
163 Tape, duct (3)
164 Xylene (3)
165 Adhesive A−4000 Dow Corning Corp.
166 Primer A−4004 Dow Corning Corp.
167 Catalyst xy22 Dow Corning Corp.
168 Adhesive, epoxy, EC2216 2 Part 3M Co.
non−structural Resin: B (White)
Activator: A (Gray)
169 Adhesive Stabond G−304 Sta−Bond Corp.
170 Varnish, moisture MIL−V−173 (3)
resistant Type II
171 Sealing compound MIL−S−81733 PR−1431 Type IV Product Research
PR−1436G Type II−2
PR−1436GB−2
172 Cement Uniroyal #3230 Uniroyal Inc.
Engineering Systems Dept.
Mishawaka, Indiana 46544
173 Repair kit, non−self− Uniroyal
sealing cell #RK−10−34
174 Patch material, self− Uniroyal #5241/5241
sealing cell, exterior sandwich
175 Alcohol, denatured O−E−760
Type I
Page 2−30
TR09-001

Material
176 Catalyzed epoxy primer Type I and Type II Advance Coating and Chemicals
177 Pre−treatment MIL−P−15328 (3)
178 Kit, dye penetrant MIL−I−25135 (3)
179 Tape, pressure sensitive Y−9132−B 3M Co.
sponge rubber
180 Adhesive, epoxy EA9314
Part A & B
181 Tubing, vinyl, clear PVC tubing Sea Wire and Cable Inc.
Size 2 GA P.O. Box 647
Clear 105C Madison, AL 35758
1−800−633−7210
182 Release agent TC7−527 EDP Industries
2055 E. 223 Street
Long Beach, CA 90810
225 Ram Chemical Co.
Gardena, CA
183 Cleaner Desoclean 45 DeSoto Aerospace Coating, Inc.
1608 4th. St.
Berkley, CA 90621
(818) 549−7823
184 Adhesive HMS16−1149, T−5 Sta−Bond Corp.
185 Dielectric compound DC4 Dow Corning Corp.
NOTES:
(1) Numbers are U.S.A. Specifications and Standards. Prefix symbols are defined as follows: AMS − American
Material Standard; MS − Military Standard; MIL − Military Specification; Single, double or triple alpha prefix
of same letter − Federal Specification; AN − Air Force−Navy Aeronautical Standard; NAS − National
Aerospace Standard.
(2) Primary selection. Any equivalent material may be used as an alternate selection.
(3) Use best comparable grade material when conformity of available materials of same type with listed
Specification No. cannot be determined.
(4) Several types of original protective treatment are used on magnesium alloy parts. With paint removed,
treatment process should be identifiable from coating appearance as outlined in following table. Parts
should not be reprocessed either completely or partially without first contacting MDHI Customer Service
Department. However, regardless of original process used, chromic acid brush−on treatment (Dow #19, or
equivalent) is acceptable for touchup of coatings removed by abrasion, scratches or rework.
(5) When ordering paint from Advance Coating and Chemicals, specify each paint by type (i.e., acrylic, epoxy,
polyurethane), by color, and by AC part number. Also include compatible HS or Fed. Std. No. to ensure that
correct type and color paint is provided. The color code numbers for finish paints used on new Model 369
helicopters are now being entered in helicopter log books prior to delivery of aircraft. Owners/operators of
earlier models should check sales order for paint numbers listed and enter them in some log books, or
sales orders. If so, ensure when ordering Advance Coating paints that AC No. and SA No. are compatible.
(6) Do not use over 50 psig air pressure for abrasive cleaning method. Mask or shield threaded areas or
critical surfaces where damage may result from abrasive blasting.
Page 2−31
TR09-001
Table 2−4. Maintenance Materials (Cont)

NOTE: (4) (Continued)
Normal Coating
Process Applicable Specification
Thickness and Color
Dow #1 MIL−M−3171, Type I Removes metal. Iridescent yellow or red;
(Chrome Pickle) gray coatings are unacceptable.
Dow #7 MIL−M−3171, Type III No dimensional change. Wrought or
extruded parts − chestnut brown; castings
− light brown to black; AZ91C−T6 and
AZ92A−T6 alloys − gray.
Dow #17 MIL−M−45202,
(Anodize) Type I − light coat Class C − 0.0002−0.0003; light green.
Type II − heavy coat Class D − 0.0002−0.0035; dark green.
Dow # 19 MIL−M−3171, Type VI No dimensional change. Gray to Black.
(Chromic Acid Brush on Treatment)
Page 2−32
TR09-001
8. Access and Inspection Provisions (c). Inspect cover gasket for deterioration
or missing sections.
(Ref. Figure 2-6)
(3). Installation: (With main transmission
Any time maintenance work is cover and drain assembly already
CAUTION to be preformed near the engine installed - shaft-driven blower.)
air inlet, use care to prevent entry of foreign Position access cover and secure by
objects that might later be sucked into the engaging turnlock fasteners.
compressor. Tape covers of cardboard or oth
er suitable material in place over the engine
B. Main Transmission Drain Assembly (used
inlet screen in the plenum chamber. Plug
with Shaft−Driven Blower)
the oil cooler inlets. Covers should not be re
moved until work is completed and debris is
thoroughly cleaned out of the area. Remov The main transmission drain assembly is a
able access doors and covers are provided in clear polycarbonate plastic yoke-type collector
the helicopter for servicing, inspection, re that provides an overboard drain for water or
moval, installation and adjustment of com oil seepage from the transmission input pinion
ponents. Except for stress areas, the access oil seal. Foam gaskets cushion and seal the
provisions provided in the outer fuselage, amounting edges. The drain assembly must be
the pilot's compartment, the cargo compart removed before the main transmission cover
ment and at bulkhead stations have turn- can be removed.
lock fasteners. Screws are used to secure ac
cess door in stress areas. Liquid level plugs (1). Removal: (With main transmission
allow ``sight” inspection of the lubricant lev cover removed.)
els of the main transmission, engine oil tank
and tail rotor transmission.
(a). Remove the two screws, two bolts
A. Main Gearbox Access Cover and washers securing the drain
assembly to the structure, transmis
sion shroud mount and blower scroll.
Different main gearbox access covers are used
with the shaft-driven and belt-driven oil
cooler blower installations. The cover provides (b). Remove the one nut and washer from
access to the main transmission, oil cooler the scroll stud under the drain outlet
blower and engine-to-transmission drive tube. Lift drain assembly from
shaft. A silicone-rubber-sponge gasket along shroud mount.
the upper edge of the fiberglass cover provides
a water-and dust-tight seal. Turnlock (c). Unless replacing drain assembly,
fasteners secure the cover to the structure. leave drain hose lockwired and
With the shaft-driven blower the cover must attached.
be removed before the main transmission
drain assembly or the transmission cover can
be removed. (2). Inspection: Inspect drain assembly for
cracks, gaskets for deterioration and
(1). Removal: Disengage turnlock fasteners outlet tube for internal obstruction.
and remove cover.
(3). Installation: (With main transmission
(2). Inspection: cover installed.)
(a). Inspect cover for cracks or other (a). Position drain assembly on the
visible damage. transmission shroud. Check that the
short plastic drain tube from the
(b). Inspect turnlock fasteners and transmission input pinion seal drain
receptacles for improper fastening port enters the drain assembly outlet
action. tube port.
Page 2−33
TR09-001
3 SCREWS, NUTS
6 WASHERS
4 BOLTS, WASHERS
ACCESS COVER
CONTROLS TUNNEL COVER
PILOT'S SEAT AFT FAIRING

COVER
2 SCREWS, WASHERS OR
3 SCREWS, WASHERS
EARLY TYPE COLLECTIVE STICK

COVER
16 SCREWS, WASHERS
LANDING LIGHT COVER
CURRENT TYPE
3 SCREWS, WASHERS
5 SCREWS, WASHERS
WIRING COVER
17 SCREW, WASHERS 15 SCREWS, WASHER

(RIGHT HALF) (LEFT HALF)
UPPER/LOWER
COLLISION LIGHT
COVER (TYP)
CLOSURE
(NOTE 1) ENGINE AIR INLET
SEAL FWD FAIRING
(NOTE 2) 4 SCREWS, WASHERS
NOTES:
1. NOTE INSTALLED ON ALL HELICOPTERS.
2. TAPE SEAL (42, TABLE 2-4). 30-007-1E
Figure 2−6. Access and Inspection Provisions (Sheet 1 of 6)
Page 2−34
TR09-001
HINGE PIN, WASHER

HEAL STRIP AND COTTER PIN
CLIP
SPRING
HINGE
LATCH
PIN (2)
CURRENT TYPE BEAM HINGE
PIN
PILOT'S COMPARTMENT
FWD FAIRING FLOOR ACCESS DOOR (TYP)
8 SCREWS, WASHERS HINGE PIN
AFT FAIRING LATCH
PLENUM CHAMBER TAIL ROTOR DRIVESHAFT

ACCESS DOOR ACCESS DOOR HINGE PIN
EARLY TYPE
TURNLOCK FASTENERS
LATCH
ACCESS DOORS
(HINGE-MOUNTED) CARGO COMPARTMENT AFT
BULKHEAD ACCESS COVER
LATCH (TYP)
HANDLE (TYP)
FUEL FILLER SHIELD
5 SCREWS, 2 SCREWS,
WASHERS WASHERS, NUTS
TURNLOCK
FASTENERS
GROMMET
(NOTE 1)
30-007-2E
Page 2−35
TR09-001
FUSELAGE STRUCTURE
SHIM PLATE
(INDEX BEFORE REMOVAL)
ENGINE ACCESS
DOOR
CURRENT TYPE ENGINE ACCESS DOOR HINGE

(TYP 4 PLCS)
PILOT,S AND CARGO DOOR HINGE

(TYP 8 PLCS)
EARLY TYPE
HINGE PIN TURNLOCK
FASTENERS
BOOM BOLTS ACCESS

DOORS
(TAIL ROTOR CONTROL

ENGINE COMPARTMENT ACCESS BELLCRANK) CONTROL
DOORS LOWER LATCH ACCESS DOOR
FOOT SUPPORT
FAIRING 8 SCREWS,
WASHERS
(TYP)
TURNLOCK 29 SCREWS,
FASTENERS WASHERS
LEVER ASSY (TYP)
STRIKER CONTROLS ACCESS DOOR

14 SCREWS, WASHERS OR
27 SCREWS, WASHERS
4 SCREWS,
WASHERS
ENGINE COMPARTMENT
ACCESS DOOR LATCH FUEL VENT
(TYP) COVER
CHANNEL
FOOT SUPPORT FAIRING FUEL CELL

ACCESS DOORS
SECONDARY LATCH
CHANNEL
PRIMARY LATCH LEVER 30-007-3E
Page 2−36
TR09-001
CARGO HOOK COVER
6 SCREWS,
WASHERS
LOWER INSTRUMENT
PANEL SUPPORT
MOUNTING HOLE FOR

RUNNING TIME METER
(LEFT SIDE ONLY)
5 SCREWS,
WASHERS
INSTRUMENT PANEL
LOWER SECTION
FRONT PANEL
INSTRUMENT PANEL LOWER
SECTION SIDE COVER PANEL
(TYP LEFT AND RIGHT SIDE)
5 SCREWS,
WASHERS
12 SCREWS
ACCESS COVER
EARLY TYPE
MAST SUPPORT
STRUCTURE
TAIL ROTOR DRIVE

TURNLOCK ACCESS DOOR
FASTENERS
CURRENT TYPE 30-007-4E
Page 2−37
TR09-001
CURRENT TYPE
GASKET
CHIP DETECTOR ACCESS
NOTE 3
AIRFLOW BAFFLES
(NOTE 5) BELT INSPECTION FASTENER
GASKET
MAIN GEARBOX
ACCESS COVER
MAIN TRANSMISSION COVER
(NOTE 3)
EARLY TYPE CHANNEL
MAIN TRANSMISSION
COVER 1 NUT, WASHER
MAIN GEARBOX
ACCESS COVER
2 BOLTS, WASHERS;
NOTES: (CONT) 10 IN. LB. (1.13 NM) MAX. FASTENER
3. SHADED AREAS REPRESENT FOAM GASKET SEALS. 2 SCREWS
4. COAT MATING SURFACES OF TRANSMISSION AND STRUCTURE WITH PARTING AGENT
(112, TABLE 2-4). JUST PRIOR TO INSTALLATION, COAT SURFACES AND EDGES OF COVER
(EXCEPT SEALS) THAT MATE WITH TRANSMISSION AND STRUCTURE WITH SEALING COMPOUND (105).
5. PART OF 369A8063-505 COVER ASSY ONLY. (REQUIRED WITH 250-C20 ENGINE,) 30-007-5F
Page 2−38
TR09-001
TYPE B HOOD
INSTRUMENT PANEL
CENTER FAIRING
FASTENERS (NOT USED

RETAINER FOR CURRENT TYPE)
(CURRENT TYPE)
INSTRUMENT PANEL
LEFT SIDE FAIRING
TYPE A HOOD
VELCRO VIBRATION PAD

FRESH AIR DEFLECTOR (TYP)
INSTRUMENT PANEL
RIGHT SIDE FAIRING
FASTENERS
(SEVERAL TYPES USED)
CANOPY PANEL ATTACHMENT

(6 PLCS) (EITHER ACCORDION RIVETS OR
HOOK AND PILE FASTENERS ARE USED)
30-007-6C
Page 2−39
TR09-001
(b). Install the two screws, two bolts and for deterioration and plastic cover for
nut and washers that secure the cracks.
drain assembly to the structure,
shroud and scroll. (3). Installation (Shaft-Driven Blower):
NOTE: Do not overtighten the two bolts and (a). Position cover over transmission.
nut. Torque to 10 inch-pounds (1.13 Nm)
(b). Install heater duct bolt at lower left
maximum.
aft inside corner of cover if heating
system ducting is installed.
(c). If drain assembly is a replacement,
connect the flexible drain hose and (c). Install the four screws and washers
secure with two wraps to lockwire (2, fingertight. Check cover for proper fit
Table 2-4). and that liquid level plug is visible.
C. Main Transmission Cover (d). Tighten screws.
Different main transmission covers are used (e). Set the nylon tape edging to the
with the shaft-driven and belt-driven oil mating file fasteners by using hand
cooler blower installations. The main trans pressure.
mission cover is a polycarbonate plastic form
that essentially matches the transmission (f). Attach the main transmission drain
housing contour. The plastic form has a assembly.
permanently bonded insulation blanket cover
with a fiberglass core and flexible vinyl (4). Removal (Belt-Driven Blower):
exterior. Plastic form gaskets cushion the cover
(a). Disconnect electrical wiring from
surfaces that mate with the adjacent struc
transmission temperature sensor and
ture. When installed, there is space between
chip detector.
the cover and transmission to allow inlet air
flow for transmission cooling. With the NOTE: The cover assembly may be installed
shaft-driven blower, a yoke-type drain with sealant. To remove the cover, split the
assembly fits around the lower end of the sealant with a sharp knife to protect seals
cover. A flexible hose connects to the drain and surface finish from damage.
assembly outlet tube and pipes overboard any
water or oil that collects in the cover. (b). Remove 14 washers and screws to
remove cover from fuselage structure,
(1). Removal (Shaft-Driven Blower): trim support strips and upper
transmission baffle.
(a). Detach the main transmission drain
assembly. (c). Remove cover from left and right
cooling ducts.
(b). Release nylon tape edging (Velcro
hook tapes) from mating nylon pile (5). Installation (Belt-Driven Blower):
fasteners (Velcro piles) at aft edges of
cover. (a). Apply parting agent (113, Table 2-4)
and sealant (106) to areas indicated
(c). Remove four screws and washers in Figure 2-6.
from cover. (b). Position cover over transmission and
install cooling ducts.
(d). Remove bolt from heater duct flange
at lower left aft inside corner of cover (c). install 14 screws and washers to
if heating system ducting is installed; secure cover and trim support strips.
then lower cover to remove it..
(d). Connect electrical wiring to transmis
(2). Inspection (Shaft-Driven Blower): sion temperature sensor and chip
Inspect foam gaskets and cover blanket detector.
Page 2−40
TR09-001
D. Main Transmission Cover Assembly (6). Apply adhesive (3, Table 2-4) to both
Seals Replacement rubber seal and cover assembly. Align
seals and press into place.
(Ref. Figure 2-7) Cover seals PN
369H8063-85, 89, and -91 in the (7). Allow bond to cure for 24 hours;
369H8063-505 polycarbonate type main reinstall cover assembly.
transmission cover assembly may be removed
on a one time basis for inspection, and E. Cargo Compartment Aft Bulkhead Access
reinstalled using a rubber adhesive to ensure Covers
adequate bond between the seals and the The cargo compartment aft bulkhead access
polycarbonate cover. This procedure, which covers enclose essentially symmetrical
follows, does not apply to 369H8097 fiberglass openings to the fuselage spaces at either side
type main transmission cover. of the engine air inlet plenum chamber. The
(1). Remove main transmission cover right side cover provides access to the oil tank,
assembly. oil cooler and oil system drain valve. The left
side cover provides access to elements of the
(2). Remove 369H8063-85, -89 and -91 cabin heating installation on the helicopters so
rubber seals from cover assembly. equipped. Turnlock fasteners secure the outer
Discard seal if any deterioration is edge of each cover to the fuselage.
noted.
(1). Removal: Release turnlock fasteners
(3). Use X-acto knife or equivalent to and lift cover from structure.
remove loose adhesive material adher (2). Inspection:
ing to polycarbonate cover and rubber
seals. Use abrasive paper to remove (a). Inspect turnlock fasteners and
remaining adhesive residue from cover receptacles for condition.
and seals.
(b). Inspect cover for corrosion and
(4). Abrade inside flange of rubber seals. cracks.
(5). Wipe clean the abraded areas of cover (3). Installation: Position the cover over the
and seals, using naphtha and clean opening in the structure and engage the
cloth. turnlock fasteners.
369H8063-85 SEAL
369H8063-91 SEAL
369H8063-89 SEAL
MAIN TRANSMISSION
COVER ASSEMBLY 30-216
Figure 2−7. Main Rotor Transmission Cover Seals Installation
Page 2−41
TR09-001
F. Pilot Compartment Floor Access Doors (b). If removed, heel strips are reinstalled
by inserting hinge pins through
Each of the two pilot's compartment access brackets on forward end of strip and
doors are formed by two hinged aluminum or antitorque pedal mounting bracket
fiberglass panels, hinged at the forward edge and connecting springs to clips or
to the pilot's compartment floor. A latch at the brackets on underside of heel strips.
rear secures each door in place. Two aluminum Crimp or stake end of pins slightly
heel strips, on which two stainless steel skids after installation or use hinge pins
are bonded, are hinged and held in place over secured by a cotter pin as follows:
each door by a spring. early type doors are a
single piece of fiberglass with heel strips 1). Detach spring from clip or bracket
bonded in place and the forward ends of the on underside of each heel strip (not
strips hinged to permit opening the doors. applicable to early type one-piece
pilot compartment floor access
(1). Removal: Remove either floor access door).
door as follows.
2). Remove existing hinge pins secur
NOTE: The one-piece door is removed accord ing forward end of heel strips.
ing to step (d).
3). Install new hinge pins and secure
(a). Release the latch at the rear of the end of each pin with washer and
door. cotter pin. Direction of pinhead is
optional.
(b). Raise and hold up the rear of the heel
4). Attach spring to clip or bracket on
strips for access to the long hinge pin
underside of each heel strip, as
at forward end of door.
applicable.
NOTE: Heel strips may be removed for ease of 5). Check installation of new hinge
access by detaching springs from clips (or pins for discrepancies.
brackets) on underside of strips and remov
ing hinge pins attaching forward ends of (c). Position one-piece door and install
strips to the anti-torque pedal mounting hinge pins through hinges and
bracket. antitorque pedal mounting bracket.
(c). Remove the long hinge pin securing G. Fuel Cell Access Doors
forward edge of door to pilot's
compartment floor; remove door. The fuel cell access doors are stiffener-rein
forced aluminum plates that form a portion of
(d). Remove one-piece access door by the cargo floor. the left access door provides
releasing the flush-mounted latch access to the fuel quantity transmitter (tank
and removing the two hinge pins that unit) and fuel shutoff valve and the fuel cell
secure the door at the forward end. cover (for access to the engine start pump), as
well as the left fuel cell. A quick-release lock
(2). Inspection: pin is secured with a 4 inch (10 cm) lanyard to
the outboard edge of each door. The pins retain
(a). Inspect doors for cracks and other the removable jacking fittings that are used for
visible damage. jacking, parking and mooring the helicopter. A
stud on the stiffener of current type doors
(b). Check security of heel strip bonding. provides an attachment point for floor cushion
material.
(c). As applicable, inspect hinges and
hinge pins for damage. These are stressed doors. The
CAUTION helicopter must never be flown
(3). Installation: with either door removed.
(a). Position door and secure forward (1). Removal: Remove the 29 retaining
edge to floor using a long hinge pin. screws and washers and lift out door.
Page 2−42
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(2). Installation: I. Engine Air Inlet Forward Fairings

(a). Position door over opening and Ambient air is directed to the engine and the
secure in place with retaining screws engine oil cooler through the two removable
and washers. forward engine air inlet fairings and the aft
fairing that is riveted to the structure. The
(b). Stow quick-release lock pin in its engine inlet fairings are fabricated of glass
hole. cloth layers over polyurethane foam fillers.
H. Controls Tunnel Cover The forward fairing halves establish the main
air inlet duct. Each half contains a smaller
Four tunnel-routed control rods exit the duct on its inside leading edge that diverts
tunnel area through a cover mounted at the cooling air to the main transmission and oil
top of the Sta. 78.50 canted frame. The cover cooler blower. The forward fairings provide
or cover boots must be removed before any of access to the main rotor mixer controls and the
the control rods are removed. The cover has main rotor mast, its base and supporting
four naugahyde boots, two of which are sewed structure.
together while the other two are individual. All
boots are secured to the cover with self-clinch (1). Removal: A total of 32 screws with
ing nylon straps. washers secure the fairing halves
together and to the structure. Either
(1). Removal: The right- and left-side half may be independently removed or
engine air inlet forward fairings should the joined halves may be removed as an
be removed for best access to the assembly. Two screws and washers join
controls tunnel cover. the halves at the center splice.
(a). Remove the three screws, nuts, and (a). Remove screws and washers attach
six washers, and the four bolts and ing forward fairing to fuselage.
washers from controls cover. Remove forward fairing.
(b). Remove the cotter pin, nut, bolt and
(b). Remove two screws and washers at
washers that secure the upper end of
the splice if it is necessary to sepa
each tunnel-routed control rod.
rate the two halves.
Disengage the rods ends from the
bellcranks. (2). Inspection: Inspect the engine air inlet
(c). Lift controls cover over rod ends. fairings for structural damage. inspect
for cracked or frayed glass cloth
(2). Installation: surfaces and crushed fillers. Inspect
tape seals on closures inside fairings for
(a). Place controls tunnel cover over the deformation and damage.
four control rods, with double boot
section fitting over the two right-side (3). Repair: Make general repairs to the
control rods. engine air inlet fairings according to
CSP-H-6. Replace the tape seals on
(b). Attach each control rod end to its
closures inside fairings with 0.25 x 0.50
bellcrank with bolt (head to left, two
inch (6.35 x 12.7 mm) pressure-sensi
washers, nut and cotter pin.
tive tape (42, Table 2-4), cut to length
(c). Install controls tunnel cover with the as required.
three screws, nuts and six washers
aft, and the four bolts and washers (4). Installation:
forward. Tighten bolts and screws
(a). Position engine air inlet fairings on
evenly.
fuselage and align attachment holes.
(d). If removed, reinstall right- and
left-side engine inlet fairings. (b). Install attaching washers and screws
in mounting flanges and through
(e). Check that control rods move freely splice at top of left-side fairing, if
in the cover boots. fairing halves separated.
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J. Engine Air Inlet Fairing Access Doors and is secured in place with turnlock fasten
ers. The current type access door is a flat cover
Access doors are provided on both the forward on the mast support structure. Twelve screws
and aft engine air inlet fairings. The right side secure the access cover in place. When an
of the forward fairing contains the tail rotor engine air inlet vertical screen is installed, five
drive shaft access door. The right side of the of the cover screws with washers also retain
aft fairing contains a removable or hinge- the front of the screen base. Primarily in
mounted plenum chamber access door. tended for access to the front end of the tail
rotor shaft, the door/cover provides limited
(1). Removal: Remove screws and washers
access to the accessories mounted on the aft
or release turnlock fasteners to take off
end of the main transmission.
desired access door.
(1). Removal:
(2). Inspection:
(a). Remove engine air inlet forward
(a). Inspect turnlock fasteners and fairing.
receptacles for proper fastening
action. (b). Remove screws from cover or release
turnlock fasteners to release door.
(b). Inspect fiberglass doors for structural
damage such as cracked or frayed (2). Inspection: Inspect turnlock fasteners
glass cloth surfaces. and receptacles for proper fastening
action. Inspect door for structural
(c). Inspect the hinge-mounted door for defects and door hinge for damage and
structural damage and loose or operation.
missing latching mechanism hard
ware. (3). Installation:
Check that all areas of the air
(d). Check latching mechanism and door CAUTION inlet and plenum chamber are
hinges for proper operation and
locking capability. clean and free of debris. Check that all pro
tective covers are removed. Engine damage
(e). Inspect seal installed around aft will result if these precautions are not ob
fairing door for security and condi served.
tion.
(a). Close access door and engage turn
(3). Installation: lock fasteners or position access cover
on mast support structure and secure
Check that all areas of the air with screws (and five washers as
CAUTION inlet and plenum chambers are applicable to inlet screen).
clean and free of debris. check that all pro
tective covers are removed. Engine damage (b). Install engine air inlet forward
will result if these precautions are not ob fairing.
served. L. Controls Access Door and Foot Support
(a). Position door on fairing and install Fairings
applicable screws and washers or The controls access door and the two foot
engage turnlock fasteners. support fairings provide access to the forward
landing gear struts and dampers, lower
(b). Close the hinge-mounted plenum
elements of the underseal installation for the
chamber access door and ensure that
engine and flight control systems and portions
locking mechanism locks in place.
of the electrical wiring routed beneath the
K. Aft Section Air Inlet (Tail Rotor Drive) pilot's seat structure. The foot fairings are
Access Door fiberglass assemblies, each having two small
polycarbonate plastic windows. the outboard
The early type aft section air inlet (tail rotor windows allow inspection of the forward
drive) access door is hinge-mounted to the aft landing gear damper assemblies without prior
fuselage structure above the plenum chamber removal of the fairings. The inboard windows
Page 2−44
TR09-001
are not for inspection by establish left-or (2). Installation: Check that there are no
right-hand interchangeability. The controls foreign objects in the area shielded by
access door is aluminum plate that provides the covers, position cover and secure
primary access to the lower end of the tunnel- with screws and washers.
routed flight control push rods in addition to
other elements of the control system. O. Fuel Vent Cover
The controls access door is a The formed aluminum fuel vent cover provides
CAUTION stressed door. The helicopter access to the fuel cell vent system crossover
must never be flown with this door removed. fitting that interconnects the forward top
inboard corners of the two cells.
(1). Removal: Remove eight screws and
(1). Removal: Remove four screws and
washers to release each foot fairing.
washers to release the fuel vent cover.
Remove 14 screws and washers, or 27
screws and washers as applicable, to (2). Installation: Check that area to be
release controls access door. covered is clean. Position cover and
secure with screws and washers.
(2). Installation: Position controls access
door (bevel at lower right corner) or foot P. Fuel Filler Shield
support fairings and secure with screws
and washers. The polycarbonate plastic fuel filler shield
protects the right fuel cell filler extension from
M. Pilot’s Seat Cover possible damage from cargo impact, and also
covers the cargo floor opening for the filler.
The pilots seat cover is an aluminum alloy
panel assembly with a honeycomb core. The (1). Removal:
seat cover provides primary access to the
upper elements of the underseat installation of (a). Remove five screws and washers that
engine and flight control systems. secure the fuel filler shield base to
the cargo floor.
(1). Removal: Remove 16 screws and
(b). Remove the two nuts, screws and
washers to release the pilot's seat cover.
washers that secure the shield tabs
Use all necessary precautions to to the fuselage skin and fuel filler cap
CAUTION prevent the possible entry of for to release the shield.
eign objects into the controls linkage ex NOTE: Use care not to dislodge or damage the
posed by removal of the cover. Unnoticed de sealing grommet (if installed) that fits
bris in this area could jam or damage the around the extended range fitting opening
controls when they are moved. in the shield.
(2). Installation: Check that there are no (2). Installation: Position the fuel filler
foreign objects present in the controls shield and install the two screws,
linkage. Position pilot's seat cover and washers and nuts that secure the shield
secure with screws and washers. tabs to the fuselage skin and fuel filler
cap; do not tighten.
N. Outboard (LH) Collective Stick Cover and
Wiring Cover NOTE: Check that extended range fitting
grommet (if installed) provides a tight seal
The two small covers installed at the left side between the shield and fitting. Replace
of the seat structure keep the left seat belt grommet if deteriorated.
from fouling the aft end of the collective stick.
They also shield the electrical wiring where it Q. Boom Bolts Access Doors and Tail Rotor
exits the seat structure and where it connects Control Bellcrank Access Door
to the auxiliary circuit receptacles mounted in
the left corner of the bulkhead. The forward and aft boom bolts access doors
provide access to the bolts that secure the
(1). Removal: Remove screws and washers tailboom to the fuselage aft section. These
to release either cover. doors are also removed for access to perform
Page 2−45
TR09-001
removal and installation of the tail rotor drive (b). Remove or release fasteners joining
shaft and/or tailboom (tail rotor blade angle) the two side fairings.
control rod and to check drive shaft damper
friction or replace the damper. The tail rotor (c). Detach side fairings from the canopy
control bellcrank access door provides primary structure by releasing accordion
access to the Sta. 142 bellcrank link between rivets or velcro fasteners.
the Sta. 100 tail rotor control rod and the (d). Disconnect and tag-identify electrical
tailboom control rod. loads from light/switch and horn
(1). Removal: Release turnblock fasteners housing; then remove center fairing.
and lift boom bolts or controls access (e). If required, remove attaching hard
door from fuselage. ware and horn and light assembly
from center fairing.
(2). Inspection: Inspect turnlock fasteners
and receptacles for proper fastening (2). Installation: Install the instrument
action. panel fairings in reverse order starting
with the last fairing section removed.
(3). Installation: Position boom bolts or Refer to Section 19 for battery sensing
controls access door and engage and engine out warning horn equip
turnlock fasteners. ment.
R. Exterior Lights Covers U. Instrument Panel Lower Section Side
Cover Panels
Three fuselage openings for exterior lights are
closed off by round aluminum covers. Informa The two side cover panels that enclose the
tion on night lights is provided in CSP-H-3. lower instrument panel support assembly
structure are aluminum alloy sheet. Removal
S. Cargo Swing/Hook Fairing Cover of the covers provides access to wiring, tubing
The well of the cargo swing/hook fairing is and the fuel shutoff control cable routed
closed off by a rectangular aluminum alloy upward to the instrument panel, as well as
cargo hook cover. Information on the cargo parts of the tail rotor control torque tube
swing and hook is provided in CSP-H-3. installation. Refer to applicable configuration
supplement for removal of instrument panel
T. Instrument Panel Fairings lower section.
The three instrument panel fairings and hood (1). Removal: Remove five screws and
around the instrument panel are molded washers to release either side cover.
thermoplastic enclosures that shield the area NOTE: The running time meter is mounted in
froward of the panel from direct sunlight and the left side cover and the landing light
foreign material. Removal of the side fairings relay is mounted on the right side cover of
provides access to the shutoff valve controls, helicopters equipped with either or both of
electrical and indicating system components these options. For instructions or replace
and any optional avionics equipment mounted ment of either item, refer to CSP-H-3.
to the instrument panel and on the panel
support structure. (2). Installation: Check that there are no
foreign Objects present in the controls
(1). Removal: linkage, position the cover(s) and secure
with screws and washers.
NOTE: On helicopters equipped with a type B
instrument panel with full face hood, eight V. Instrument Panel Lower Section Front
face attachment screws and two panel lights Cover Panel
knife splices must be disconnected before
hood removal. Ref. Sec. 17 for attachment The front panel inside the lower section of the
and disconnect points. instrument panel support is aluminum alloy.
Removal of the cover provides access to
(a). Remove hood attachment screws and electrical and avionics wiring at the lower
washers; remove hood. forward area of the instrument panel.
Page 2−46
TR09-001
(1). Removal: Remove five screws and (1). Removal (Current Type): Release the
washers to release the cover. three latches to open access doors.
Index mark the hinge, shim and
(2). Installation: Position panel and secure serrated plate to the door structure.
with screws and washers. Remove the three engine access door
hinge attachment screws with washers.
W. Pilot and Cargo Doors The forward screws are attached with
nuts and the aft screws attach to
The two pilot doors and two cargo doors are rivnuts.
bonded aluminum alloy frames containing
large plastic windows. Current type doors are (2). Installation (Current Type): Position
auto-latching (automatically latch) when door and temporarily install shim,
closed. Early type doors are latched manually. serrated plate and attachment hard
The door latching mechanism consists of four ware. Align indexing marks on shim,
latches, two lengths of wire-reinforced cable serrated plate and hinge with those on
within housings and a latch rod. The door the door and then tighten the screws.
hinges on each door are provided with quick Close and latch the doors and check for
removal type ball-lock hinge pins. The doors firm fit with no deflection. If further
do not incorporate jettison provisions. adjustment is required.
(1). Removal: (3). Removal (Early Type): Release the

three latches to open access doors.
(a). Open the door and individually pull Remove the pivot point attaching
the hinge pins up and out by the hardware from the door hinge and lift
tabs. door from fuselage hinge halves.
(4). Installation (Early Type): Lift access
(b). Hold door in alignment so that door into position, align hinges and
hinges do not bind and slide door install attaching hardware. Close and
hinges from hinge sockets to remove latch the doors and check for firm fit
door. with no deflection. If further adjust
ment is required, refer to Section 3.
(2). Installation:
9. Helicopter Cleaning
(a). Lift door into position so that hinges
are aligned and engage door hinges General cleaning of oil and dirt deposits from
with fuselage hinge sockets. the helicopter and its components must be
accomplished by using dry-cleaning solvent (1,
(b). Hold door open and insert hinge pins Table 2-4), standard commercial grade
far enough for the spring-loaded ball kerosene or a solution of detergent soap and
detent to emerge past the lower side water. The exceptions that must be observed
of the hinge socket. Close and latch are specified in the following cleaning para
the door. graphs.
X. Engine Access Doors Some commercial cleaning

CAUTION agents, such as readily avail
The two engine access doors are stamped and able household cleaners, contain chemicals
bonded aluminum alloy structures that form that can cause corrosive action and/or leave
the fuselage contour below the aft section residue that can result in corrosion. Exam
engine compartment. The hinge-mounted ples of cleaning agents that are not to be
doors are secured in the closed position by used are ``Fantastik” and ``409” type clean
three lever type, draw hook latches. ers, or locally made strong soap cleaners.
A. Fuselage Interior Trim and Upholstery
NOTE: For removal of current type doors, do Cleaning
not attempt to remove hinge pivot bolts and
spacers. Refer to Section 3 for disassembly (1). Clean dirt or dust accumulations from
at hinge points and for all door mainte floors and other metal surfaces with a
nance. vacuum cleaner or small hand brush.
Page 2−47
TR09-001
(2). Sponge soiled upholstery and trim C. Transparent Plastic Cleaning

panels with a mild soap and lukewarm
water solution. Avoid complete soaking (1). Clean the outside surfaces of plastic
of the upholstery and flocked trim panels by rinsing with clean water and
panels. Wipe solution residue from rubbing lightly with palm of hand.
upholstery with a cloth dampened by
clean water. (2). Use a mild soap and water solution or
aircraft type plastic cleaner to remove
oil spots and similar residue.
(3). Remove imbedded grease or dirt from
upholstery and carpeting by sponging Never attempt to dry plastic
or wiping with an upholstery cleaning
CAUTION panels with a dry cloth; To do so
solvent recommended for nylon fabric. will cause any abrasive particles lying on
the plastic to scratch or dull the surface.
Wiping with a dry cloth will also build up an
(4). Clean leather surfaces with saddle soap electrostatic charge that will attract dust
and warm water. Wipe residue with a particles from the air.
clean cloth and warm water.
(3). After dirt is removed from surface of
NOTE: If necessary, seat upholstery may be plastic, rinse with clean water and let
thoroughly dry-cleaned with solvent. When air dry or dry with a soft, damp cham
complete dry-cleaning is performed, uphol ois.
stery must be re-flame-proofed in com
pliance with FAR Part 27. (4). Clean the inside surfaces of plastic
panels by using aircraft type plastic
cleaner and tissue quality paper wipers.
B. Airframe Exterior and Rotor Blade
Cleaning D. Battery Cleaning
(1). Check that electrical power selector
Use care to prevent scratching switch on instrument panel is OFF.
CAUTION of the aluminum skin when
cleaning main rotor blades. Never use vola (2). Unlatch and raise pilot compartment
tile solvents or abrasive materials. Never floor left side access door. Remove four
apply bending loads to blades or blade tabs screws and washers securing battery
during the cleaning process. cover and remove cover.
Use care to avoid damaging bat
(1). Wash the helicopter exterior, including CAUTION tery temperature sensing wires
fiberglass components and rotor blades, and switch connections during cleaning.
when necessary, by using a solution of
clean water and mild soap. (3). Use a clean cloth dampened by clean
water to remove any accumulation of
NOTE: Avoid directing soapy or clean water dust, dirt or white powder (potassium
concentrations toward the engine air intake carbonate).
area and the instrument static source ports (4). If battery is unusually dirty or shows
in the aft fairing. evidence of caked crystals around the
cells it should be removed from the
(2). Clean those surfaces that are stained helicopter for further cleaning with a
with fuel or oil by initial wiping with a nylon (or other non-metallic) brush and
soft cloth dampened by solvent (1, clean running water.
Table 2-4), followed by washing with
clean water and mild soap. (5). Dry the top of the battery thoroughly
with a clean cloth.
(3). Rinse washed areas with clean water (6). Reinstall battery cover, mounting
and dry with a soft cloth. screws and washers.
Page 2−48
TR09-001
(7). Lower and latch the floor access door. (3). Position a container of cloth to catch
residual oil. Loosen and remove filter
E. Battery Electrolyte Spillage Cleaning housing by turning it counterclockwise.
Electrolyte is a strong alka (4). Remove filter element and O-ring from
WARNING line solution and is harmful pump housing.
to the skin and clothing. Wear protec
tive clothing that is used exclusively (5). Inspect the filter element for metal
for servicing nickel-cadmium batter particles. If metal particles are present,
ies. Neutralize and flush electrolyte remove the main transmission chip
from the skin or hands as described be detectors and inspect for other evidence
low. Where there is evidence of spewed of internal failure in the gearbox.
or spilled battery electrolyte, flush off (6). Clean the filter element and housing
the surface immediately with water with solvent (1, Table 2-4) and ultra
(cold if possible) and neutralize with a sonic equipment, if available, or by
3 percent boric acid solution. Follow reverse flushing using a solvent
with a thorough flushing of clean wa blowgun. Repeat cleaning until solvent
ter (cold if possible). is clear and then let element dry.
F. Transmission Lubrication Pump Oil Filter (7). Inspect element for cracks or dents that
Cleaning would make it unserviceable. Replace
element if condition is questionable.
(1). Remove, in order, sound insulation, Check condition of O-rings and replace
gearbox access cover, transmission if damaged.
drain assembly and main transmission
cover. (8). Lubricate O-rings with transmission oil
and install on end of filter and in pump
(2). Remove lockwire from filter housing. housing.
ELEMENT
O-RING
PACKING
FILTER
ELEMENT
HOUSING
O-RING
PACKING
PUMP
HOUSING
FILTER HOUSING; SPRING
70-100 IN. LB. (7.91-11.30 NM) TENSION
WASHER
30-009B
Figure 2−8. Transmission Lubrication Pump Oil Filter
Page 2−49
TR09-001
(9). Check that tension washer is in filter NOTE: The current drawn by the starter-gen
housing and install element in filter erator to maintain 10% N1 rpm should be
housing. Check that the O-ring on the approximately 150 amperes with 12 Vdc in
element will seat properly in the pump put.
housing when element is installed.
I. Engine Air Inlet Screen Cleaning
(10). Turn filter housing clockwise and (1). Remove vertical air inlet screen.
tighten to 70 - 100 inch-pounds (7.91
- 11.30 Nm). Safety the filter housing (2). Clean filter screen with a soft brush to
to the pump housing with lockwire (2). remove dirt accumulations.
(3). Immerse screen assembly in a solution
(11). Replenish transmission oil supply if of detergent soap (63, Table 2-4) and
necessary; then perform ground runup allow to soak approximately 15 min
of helicopter and check splitline for oil utes. Flush out with clear water. Allow
leakage. screen assembly to drain and air-dry
thoroughly.
(12). Reinstall, in order, the main transmis
sion cover, the drain assembly, the main 10. Corrosion Control
gearbox access cover and sound insula
The airframe is fabricated mainly of aluminum
tion.
and some magnesium alloys, with selective use
G. Engine Fuel and Oil Filter Cleaning of stainless steel and titanium, and should be
checked regularly for any signs of corrosion,
Refer to the appropriate Allison Operation and especially at points of dissimilar and overlap
Maintenance Manual. ping metal contact.
(1). Corrosion of dissimilar metals is the
H. Engine Compression Cleaning result of several conditions; lack of
sufficient insulation in the areas of
Clean engine compressor according to the metal contact, tears or punctures in the
Allison Operation and Maintenance Manual metal itself, and areas where the
and the following limits. The Lear-Siegler protective finishes have been scuffed,
Model Number 23032-020 starter-generator scratched, chipped or worn away.
can be used to motor the Allison 250 Series
engine for compressor cleaning cycles each 50 (2). Inspections and maintenance precau
or more hours. Input voltage should be 24 Vdc, tions should be performed to inhibit the
but it is permissible to use 12 Vdc. To prevent start of corrosive action (Ref. Standard
starter-generator damage, the duty cycle Practices for Corrosion Prevention).
(cranking) time limits that must not be (3). Common types of corrosion that may be
exceeded are: encountered are described in the
24 Vdc External 24 Vdc Helicopter
following paragraphs.
Auxiliary Power Battery Power (4). Restoration procedures for marred but
25 Seconds ON 40 Seconds ON uncorroded surfaces, as well as surfaces
in which corrosion is found, are given in
30 Seconds OFF 60 Seconds OFF the touch-up procedures.
25 Seconds ON 40 Seconds ON (5). Refer to MDHI Publication No.
30 Seconds OFF 60 Seconds OFF CSP-A-3 Corrosion Control Manual for
25 Seconds ON 40 Seconds ON
a more complete treatment of this
maintenance area.
30 Minutes OFF 30 Minutes OFF
A. Standard Practices for Corrosion
12 Vdc External Auxiliary Power Prevention
2 Minutes ON (1). Inspection of Interior Metal Surfaces:
30 Minutes OFF
(a). Inspect primer-painted surfaces for
2 Minutes ON scratches and other damage.
Page 2−50
TR09-001
(b). Inspect finish-painted (color coated) (a). Check that seam or joint is clean and
surfaces for condition of finish. free of foreign matter and moisture.
(c). Inspect areas of metal overlap (faying (b). Apply sealant with a putty knife or
surfaces) for evidence of corrosion. similar tool.
(c). Force the sealant well down into the
(d). Inspect the attachment area of bolts,
seam to eliminate any air pockets.
screws and other fasteners for
corrosion. (d). Fillet the sealant to give the joint or
seam a smooth appearance.
(2). Inspection of Exterior Metal Surfaces:
(5). Removal of Salt Deposits: To inhibit
(a). Inspect finish for scratches, cracks, corrosion, helicopters operating over
peeling, fading, or other damage, salt water and those that come in
particularly around bolts, screws, contact with salt water or spray should
and other fasteners. be washed with fresh water as fre
quently as possible.
(b). Inspect normally sealed seams and
joints for loose or missing sealing B. Magnesium Alloy Corrosion
compound.
Corrosion will not normally be present on
(c). Inspect exposed skin edges for painted, treated or protected surfaces.
condition of corrosion-protective Corrosion will attack magnesium when nicks
finish or sealing compound and for or scratches through the surface protection
evidence of corrosion. expose the metal to moisture or air. Corrosion
is present if the following conditions are in
(d). Inspect areas of metal overlap for evidence.
evidence of corrosion.
Bare magnesium alloys, when
(3). Insulation of Magnesium Alloys CAUTION exposed to salt-laden air, will
Against Corrosion: To prevent galvanic corrode very rapidly. Adequate protective fi
corrosion between magnesium and any nishes must at all times be maintained on
dissimilar metals: magnesium.
(a). Coat contacting surfaces with a layer (1). Whitish powdered deposits.
of sealing compound (3, Table 2-4) in
(2). Zinc chromate primer discoloration over
addition to the primer (4 or 7).
an area.
(b). Use 5056S aluminum alloy washers (3). Blistering or cracking of the finish
under boltheads and nuts that would coating.
otherwise contact magnesium. If
5056S aluminum is not available, use C. Aluminum Alloy Corrosion
5052S alloy washers.
Corrosion will not normally be present on
aluminum surfaces that have a chemical
CAUTION Do not use steel washers. protective finish; however, because moisture
can permeate paint that is nicked or scratched,
(c). Apply primer (4) on the attaching corrosion might attack the metal even though
hardware before installation. it is painted. In such cases, the affected areas
will generally be characterized by:
(4). Application of Sealing Compound: Use
sealing compound (3) to replace loose or (1). A scaly or blistered appearance of the
missing sealant on exterior surfaces. finish surface.
Sealant is used to fill seams and joints (2). A dulling and pitting of the area.
that might trap water. Apply sealant as
follows: (3). Whitish powdered deposits.
Page 2−51
TR09-001
NOTE: To differentiate between aluminum and (4). If protective paint coatings are not
magnesium alloy, apply one drop of ordinary available, liberally apply a corrosion-
sulfuric acid (dropped from a glass rod) to preventive compound or any available
the surface of the metal being tested. If the grease to affected areas.
alloy is magnesium, a foaming or boiling ac
tion of the liquid, accompanied by a black F. Corrosion Arresting on Main Rotor
discoloration of the metal, will immediately Blades
occur. If the alloy is aluminum, no reaction The following outlines a method of arresting a
to the acid will be evidenced. corrosive condition on main rotor blades.
Do not apply sulfuric acid to or Wear rubber gloves when using
CAUTION near bolts, fasteners, seams, or CAUTION phosphoric solution in next step.
faying surfaces. Immediately after complet
ing the magnesium and aluminum test, (1). Wipe down main rotor blades with a 10
wash the tested area with water to prevent percent phosphoric acid solution (10,
burns and continued acid action on the ma Table 2-4).
terial. (2). Rinse main rotor blades immediately
with water and wipe dry.
D. Alloy Steel Corrosion
(3). Wax main rotor blades.
Corrosion (rust) will not normally be present
on steel surfaces that have been painted; NOTE: As a preventive measure to assist in ar
however, surfaces may corrode where moisture resting further corrosion the main rotor
has permeated the paint. Such corrosion will blades should be washed with water and
be characterized by: waxed on a weekly basis.
(1). A reddish or brownish blistered G. Main Rotor Hub Corrosion Prevention

appearance in the corroded area. (Tri−Flow Wash Procedure)
The following procedure will help prevent
(2). Blistering of the painted surfaces. corrosion of main rotor hub components,
E. Temporary Anti−Corrosion Measures especially on helicopters operated in marine
environments. The procedure should be
The temporary anti-corrosion measures accomplished following the last flight each day
outlined here are to be used only in cases for helicopters operated in marine or other
where the proper materials or equipment are corrosive environments, and at each 25 hour
not available. inspection, or more often if desired, for
helicopters not operated in corrosive environ
These temporary anti-corro ments.
WARNING sion measures apply to the
helicopter airframe only. If a part of Use care when working
WARNING around turning rotor blades.
the structure is corroded too badly to
withstand normal loads before the heli Stay low. Remain on right side of heli
copter can reach a repair station, metal copter to avoid tail rotor blades.
patches will have to be installed before NOTE: Perform the first step below prior to en
the helicopter is flown gine shutdown, following the last flight of
(1). Examine part or area in question for the day if possible. When the rotor stops
extent of corrosion. turning, the laminates of the strap-pack
spread apart slightly. Contaminates col
(2). Remove loose paint and powdery lected on the edges of the strap-pack assem
products of corrosion by scraping with a bly can enter the area between the lami
sharp phenolic scraper, or brushing the nates as they spread apart. If the rotor
area with a heavy fiber brush. continues turning until the contaminants
are washed away, centrifugal force will keep
(3). Wash off the affected areas with mild the laminates compressed and not allow the
soap and clean fresh water; rinse corrosive substances to enter the area be
thoroughly. tween the laminates.
Page 2−52
TR09-001
(1). Bring engine to ground idle; set SCAV I. Aluminum Alloy Exterior Surface
AIR to ON (Ref. applicable PFM). Touch−Up Treatment
Perform the following:
NOTE: If there is any question of whether or
(a). Spray fine fresh water mist on main not the protective coating is removed, it
rotor blades. should always be assumed that bare metal
is exposed.
(b). Direct a strong stream of fresh water
into main rotor hub and control (1). Wash affected area with a solution of
system at main rotor hub. mild soap and fresh water. Rinse area
with clean water and wipe dry with a
(c). Spray entire rotor hub with lubricant clean soft lint-free cloth.
(149, Table 2-4). (2). Using a swab, liberally apply chemical
film solution (8, Table 2-4).
NOTE: Lift main rotor blades to separate strap
pack laminates in next step, and spray di (3). Allow solution to remain on surface for
rectly between individual laminates. 1 to 3 minutes, or until surface becomes
amber to brown in color.
(2). Shut down engine. When rotor blades
stop turning, spray strap-packs with NOTE: Avoid letting the chemical mixture dry
lubricant. on the surface. If it has dried, re-wet the
surface with the solution.
(3). Perform engine water wash.
(4). Rinse treated surface thoroughly with
(4). Wash remainder of helicopter exterior clean water. After rinsing, wipe off
using fresh water spray. excess moisture with a clean lint-free
cloth. If dry compressed air is available,
(5). Wash main rotor blades with Zip Wax blow any moisture from joints or
(150), or equivalent, mixed per man crevices and allow to dry completely at
ufacturer's instructions. room temperature for approximately
one hour.
H. Magnesium Alloy Exterior Surface
Touch−Up Treatment (5). Apply paint finish touch-up.
J. Steel Alloy Exterior Surface Touch−Up
(1). Prepare solution of chromic acid, 20 Treatment
ounces per gallon (150 g/L), ammonium
sulfate, 14 ounces per gallon (105 g/L), (1). Remove loose paint and corrosion
and ammonium hydroxide, 12 fluid products by scraping area with a sharp
ounces per gallon (94 g/L). Solution pH phenolic scraper, brushing with a heavy
should be 2.6 - 3.4 and operating fiber brush and light sanding with 320
temperature should be ambient. grit or finer sandpaper (9, Table 2-4).
(2). Clean painted parts for three to five (2). Wash off the area with mild soap and
minutes in alkaline solution (Oakite 61 clean fresh water; rinse thoroughly.
or equivalent); swab unpainted parts
with MEK or aliphatic naphtha. (3). Treat surface with surface cleaner (10)
or equivalent.
(3). Dampen clean cloth or soft brush in
(4). Allow solution to remain on surface for
prepared solution and apply to touch-
approximately five minutes. Keep
up areas for ten to thirty minutes until
surfaces wet.
desired color is produced. Color range is
from gold through yellow to brown. (5). Rinse thoroughly roughly with clean
water. Dry with a clean lint-free cloth
(4). Rinse or swab parts thoroughly in and then allow to air-dry completely.
clean, room temperature water. Dry;
paint as required. (6). Apply paint finish touchup.
Page 2−53
TR09-001
11. Paint Finish If paint remover is used in the

CAUTION vicinity of drive shaft couplings,
ensure the couplings are completely masked
Refer to the applicable configuration supple and covered. if paint remover contacts the
ment for details of standard production paint coupling diaphragms, rust spots will devel
finish, color and color scheme. (Customized op and coupling replacement will be re
paint schemes are not shown.) quired.
B. Paint Touch−Up
A. Paint Removal Whenever possible, paint touch up should be
performed in a dust-free shelter that is free of
(1). Use paint remover (11, Table 2-4)when excessive air currents and that has ventilation
it becomes necessary to remove the provisions for adequate (safe) personal
finish paint coatings. Ordinarily, the respiration.
use of paint remover should be limited The following items should nev
to stripping of paint from parts that CAUTION er be touched up, primed or fin
require magnetic particle or fluores ish-painted: rod ends containing bearings;
cent-penetrant inspection and to parts bolts and nuts securing rod ends; decals and
that require the removal of excessive serialization plates; transparent surfaces
paint buildup. (canopy, etc); parts made from natural, syn
thetic or silicone rubber; electrical bonds;
close tolerance holes; and parts continuous
(2). Solvent type paint remover is usually ly coated with grease, oil or fluid.
not capable of removing the primer
coating. However, complete removal of NOTE: Following procedures apply to applica
the epoxy primer coating may not be tion of both polyurethane and acrylic paints.
required to perform dye-penetrant The primary interior finish of the helicopter
inspection. is acrylic paint. Polyurethane paint is used
for the exterior finish on a current 369HS/
HE helicopter. The exterior of a 369HM or
(3). If necessary, it may be possible to early 369HS/HE helicopter is finished with
remove small amounts of primer by acrylic paint. Polyurethane paint may be
light scrubbing of the primer surface applied directly over acrylic paint since the
with solvent type paint remover and a two are compatible.
stiff bristle brush. No other means, (1). Touch up - Small Sanded Areas
short of sanding or mechanical scrap (Reworked Scratches, Nicks, Gouges,
ing, will prove more suitable or effective etc):
for removal of epoxy primer except use
of the acid type remover. (a). If metal protection is not adequate,
apply applicable chemical surface
treatment.
(4). Whenever the acid type remover is used (b). If chemical surface treatment is
all special safety precautions noted on undamaged or has already been
the container must be observed. Use all applied, wipe the surface clean with
necessary precautions to prevent the thinner (12, Table 2-4). Wipe dry
entry of any type paint remover into immediately.
structural seams or joints, and the joint
lines of bearings and bushings that are (c). Apply coat of epoxy primer (7).
still assembled with the part to be Feather primer coating onto sur
stripped. rounding color coat.
(d). Allow primer to air-dry for 30
(5). When possible, use a high pressure minutes.
water spray to rinse off paint remover (e). Apply lacquer color coats (6), to
and paint particles and to neutralize match original finish color, as appli
the paint remover. cable.
Page 2−54
TR09-001
(2). Touchup - Flaking or Dried Paint or (b). Mix equal parts (1:1) of primer resin
Primer: (109) and thinner (110). Apply one
coat to surface and allow to air-dry
(a). Using 320-grit or finer sandpaper minimum of three hours.
(9), and wet or dry sanding method,
sand the nonadherent surface to a (c). Apply epoxy primer and color finish
smooth feather edge with the sur according to step (1). above.
rounding area. Do not sand beyond
point where chemical film protection (6). Touchup - ABS Thermoplastic Parts:
begins to show through primer.
(a). Clean surface with mild soap and
(b). Touchup sanded area according to water. Dry thoroughly.
step (1). above.
(b). Apply one coat of lacquer according to
(3). Touchup - Primer Not Adhering to step (1).(e).
Metal Finish:
12. Main Rotor Blade Paint
(a). Use 320-grit or finer sandpaper and
wet or dry sanding method to sand The following procedures is to be used whenev
through chemical film to bare metal. er the main rotor blades require either
Feather edge the surrounding surface repainting or paint touch-up.
with the bare surface.
NOTE:
(b). Touchup re-treated surface according
to step (1). above. Repaint main rotor blades only in sets to
maintain rotor balance. Never completely
(4). Touchup - Glass Fiber Laminate Parts: repaint only one main rotor blade
installed on helicopter.
(a). Use 100-grit or coarser sandpaper to New main rotor blades have the inboard
abrade area requiring finish. Remove 24 inches (610 mm) painted gloss white.
all gloss until there is a uniform dull This aids in inspection of the blade.
condition.
At owner-operators convenience, in-ser
(b). Wipe surface clean with 1:1 mixture vice main rotor blades may have the in
of MEK (22) and isopropyl alcohol board 24 inches (610 mm) painted gloss
(71). white.
(c). Squeeze one coat of Poly-EP (107), A. Main Rotor Blade Paint Removal
thinned as required with thinner
(108), into fiberglass pores until (1). Position main rotor blade on a bench of
surface of fibers is smooth. sufficient length to provide support.
(d). Lightly sand surface with 320-grit (2). Inspect main rotor blade (Ref. Sec. 7,
sandpaper. Normal grain appearance Main Rotor Blade Inspection).
does not require further filling or
sanding. When removing paint from
CAUTION main rotor blade, do not use any
(e). Apply epoxy primer according to step paint remover. Bonding agents used in
(1). above. manufacture of the blade may be damaged
by the chemicals causing the blade to be un
(5). Touchup - Polycarbonate Plastic Parts: serviceable.
(a). Wipe surface clean with a 1:1 mix (3). Apply tape (14, Table 2-4) to all
ture of naphtha (59) and isopropyl bushings, bearing, data plates and the
alcohol (71). abrasion strip.
Page 2−55
TR09-001
(6). Apply primer to sanded areas, feather

CAUTION into surrounding color coat.
When sanding paint from the main rotor (7). Allow to air-dry for one hour minimum.
blade, take care to not damage rivet heads
and sealant. NOTE: Mix paint (148) according to manufac
Do not sand through the paint and primer turer's recommendations.
into the base metal. (8). Allow mixed paint (148) to stand for 20
minutes minimum prior to use.
(4). Using 320 grit, or finer, abrasive paper
(9) and wet or dry sanding method, NOTE:
sand areas that require painting.
Working life of mixed paint is four hours
(5). Using a soft cloth, dampened in maximum.
isopropyl alcohol (71), thoroughly clean Addition of freshly mixed primer to re
main rotor blade. plenish an older mixture is not permitted.
(6). Inspect sanded areas for damage. (9). Apply paint to primed areas. Feather-
edge paint while applying.
B. Main Rotor Blade Paint Application
(10). Allow to air-dry for eight hours
NOTE: If inboard 24 inches (610 mm) of main minimum.
rotor blade is to be painted white, paint is to
be applied to the entire circumference of the (11). Remove protective tape from main rotor
blade. There is to be no ridges in the paint blade.
when completed. NOTE: Main rotor assembly may need to be re-
balanced after painting.
(1). Inspect main rotor blade (Ref. Sec. 7,
Main Rotor Blade Inspection).
13. Metal Tail Rotor Blade Paint
(2). Ensure all bushings, bearing, data The following procedures is to be used whenev
plates and the abrasion strip are er the metal tail rotor blades require either
protected from paint with tape (14). repainting or paint touch-up.
(3). Using a soft cloth, dampened in NOTE: Repaint tail rotor blades only in sets to
isopropyl alcohol (71), thoroughly clean maintain rotor balance. Never completely
main rotor blade. repaint only one tail rotor blade installed on
helicopter.
(4). Treat any bare metal areas of main
rotor blade with chemical coating (8). A. Metal Tail Rotor Blade Paint Removal
NOTE: Mix primer (4) according to manufac (1). Inspect tail rotor blade (Ref. Sec. 8,
turer's recommendations. Metal Blade Inspection).
(5). Allow mixed primer (4) to stand for 15 When removing paint from tail
CAUTION rotor blade, do not use any paint
to 30 minutes prior to use.
remover. Bonding agents used in manufac
NOTE: ture of the blade may be damaged by the
chemicals causing the blade to be unservice
Working life of mixed primer is four hours able.
maximum.
Primer allowed to stand for more than (2). Apply tape (14, Table 2-4) to all
two hours must be stirred or shaken be bushings, data plates and the abrasion
fore use. strip.
Addition of freshly mixed primer to re (3). Plug root end of tail rotor blade to
plenish an older mixture is not permitted. ensure no paint enters.
Page 2−56
TR09-001
NOTE: Mix paint (148) according to manufac

CAUTION turer's recommendations.
When sanding paint from the tail rotor
(9). Allow mixed paint (148) to stand for 20
blade, take care to not damage rivet heads
minutes minimum prior to use.
and sealant.
Do not sand through the paint and primer NOTE:
into the base metal.
Working life of mixed paint is four hours
(4). Using 320 grit, or finer, abrasive paper maximum.
(9) and wet or dry sanding method, Addition of freshly mixed primer to re
sand areas that require painting. plenish an older mixture is not permitted.
(5). Using a soft cloth, dampened in (10). Apply paint to primed areas. Feather-
isopropyl alcohol (71), thoroughly clean edge paint while applying.
tail rotor blade.
(11). Allow to air-dry for eight hours
(6). Inspect sanded areas for damage. minimum.
B. Metal Tail Rotor Blade Paint Application
(12). Remove protective tape from tail rotor
(1). Inspect tail rotor blade (Ref. Sec. 8, blade.
Metal Blade Inspection).
NOTE: Tail rotor assembly may need to be re-
(2). Ensure all bushings, data plates and balanced after painting.
the abrasion strip are protected from
paint with tape (14). 14. Fluid Leak Analysis
(3). Ensure root end of tail rotor blade is A. Main Rotor or Tail Rotor Transmission Oil
plugged to prevent entry of paint. Leaks
(4). Using a soft cloth, dampened in Oil leakage, seepage or capillary wetting at oil
isopropyl alcohol (71), thoroughly clean seals assembly joint lines of main or tail rotor
tail rotor blade. transmission are permissible if leakage rate
does not exceed 2 cc per hour (one drop per
(5). Treat any bare metal areas of tail rotor minute). An acceptable alternate rate of
blade with chemical coating (8). leakage from either transmission is, if oil loss
NOTE: Mix primer (4) according to manufac is not more than from full to the add mark on
turer's recommendations. sight gage within 25 flight hours. Repair leaks
according to instructions in CSP-H-5.
(6). Allow mixed primer (4) to stand for 15
to 30 minutes prior to use. NOTE: On transmission input and output pin
ion gear oil seals with less than 2 hours of
NOTE: operation, some seepage or wetting of adja
cent surfaces is normal until seal is wetted
Working life of mixed primer is four hours
and worn-in (seated). If seepage continues
maximum.
at rate of one drop per minute or less, seal
Primer allowed to stand for more than may be continued in service. Check trans
two hours must be stirred or shaken be mission oil level and observe seepage rate
fore use. after every 2 hours of operation. Shorter in
Addition of freshly mixed primer to re spection periods may be required if seal
plenish an older mixture is not permitted. leakage appears to be increasing.
(7). Apply primer to sanded areas, feather NOTE: If excessive tail rotor gearbox oil seep
into surrounding color coat. age occurs, check breather filler for sticky
piston (Ref. CSP-H-5 for cleaning proce
(8). Allow to air-dry for one hour minimum. dures).
Page 2−57
TR09-001
B. Engine Oil Leaks damper is not replaced when leakage is

noticed, continuation of damper in service can
Refer to the appropriate Allison Operation and cause internal damage that might otherwise
Maintenance Manual for definition of permis not occur.
sible engine oil leakage.
C. Landing Gear Damper Hydraulic Fluid NOTE: It is normal for a thin hydraulic oil film
Leaks to remain on the damper piston as a result
of wiping contact with the piston seal. New
Hydraulic fluid leakage from any of landing ly installed dampers may also exhibit slight
gear dampers is not permissible. When oil seepage caused by oil trapped in the end
leakage is observed, the damper assembly cap threads during damper assembly. Nei
should be overhauled as required and service ther of these should be construed as damper
able unit installed. If leaking landing gear leakage or cause for damper replacement.
IF REQUIRED, REDUCE WIDTH OF

6.0 IN. (15 CM) MACHINIST SCALE
TO LESS THAN 0.50 IN (12.70 MM).
CLUTCH CL CLUTCH OUTPUT SHAFT

CLUTCH
0.875 IN (22.23 MM)
(13 CC; NOTE 2)
ENGINE
FULL OIL LEVEL

2.875 IN (7.30 CM) 4-7/8 IN.
(12.38 CM)
COUPLING COUPLING BOLT

(TYP) 50-70 IN. LB.
O-RING (5.65-7.91 NM) DRAIN HOLES
COUPLING BOLT;
WASHER
50-70 IN. LB.
(5.65-7.91 NM) (TYP) WASHER
NOTES:
MAIN TRANSMISSION 1. DRAG TORQUE FOR BOLTS (SELF-LOCKING)
DRIVE SHAFT SERVICEABILITY IS 25 IN. LB. (2.82 NM) MIN,
COUPLING BOLT; 200 IN. LB. (22.60 NM) MAX.
250-300 IN. LB. (28.25-33.90 NM) 2. MINIMUM ALLOWABLE OIL QUANTITY
PLUS DRAG TORQUE (NOTES 1, 3) PERMITTING REFILL WITHOUT REPAIR.
IF OIL QUATITY IS LESS, CLUTCH MUST
BE REPAIRED AS REQUIRED BY HMI APPX C.
3. COAT COUPLING BOLT THREADS WITH
ANTI-SEIZE COMPOUND (36, TABLE 2-4)
BEFORE REASSEMBLY.
30-010K
Figure 2−9. Checking Overrunning Clutch Oil Level
Page 2−58
TR09-001
D. Overrunning Clutch Oil Leak Analysis (a). Full oil level will read 2-7/8 inches
and Servicing (7.30 cm) on LOWER edge of 6 inch
(15.24 cm) scale. Recheck reading a
(Ref. Figure 2-9) When oil leakage or seepage minimum of three times.
is noticed at the oil seals or assembly joint
lines of the overrunning clutch, the clutch (b). Minimum allowable oil quantity (13
requires further inspection and investigation cc of trapped oil) will read 7/8 inch
as follows. (2.22 cm) on bottom edge of scale.
Recheck reading a minimum of three
times.
CAUTION
NOTE: If oil quantity is less than 13 cc, the
Mixing of oils within an oil series, not in clutch must be removed for repair according
the same group, is not recommended. If to instructions in CSP-H-5.
oils of different groups are mixed, flush
and re-service overrunning clutch. (7). Service clutch with lubricating oil
(Table 2-3) if oil level readings indicate
Checking clutch oil level requires removal less than the full level. Do not overfill.
of the main transmission drive shaft. Do Recheck oil level.
not stress the drive shaft diaphragms
during shaft removal and installation. Di (8). If coupling was removed, shim coupling
aphragm deflection is limited because of so that there is 0.035-0.055 inch
material hardness. (0.889-1.397 mm) O-ring gap from end
of clutch shaft to face of coupling recess
(1). Remove, in order, the sound insulation, (surface that bolt head contacts).
gearbox access cover, and transmission Measure gap with feeler gage.
drain assembly. When installing the clutch cou
CAUTION pling bolt in the installation
(2). Remove four bolts and washers from
torque on the bolt must not be less than
each end of main transmission drive
250 - 300 inch pounds (28.25 - 33.90
shaft. Carefully slide shaft from drive
Nm). Torquing to a lower value will reduce
couplings; do not strike shaft against
clutch bearing clamp-up and possibly lead
any object.
to bearing race spinning.
(3). Remove bolt and O-ring packing from (9). Coat bolt threads with anti-seize
end of clutch. compound (36). Install coupling bolt
and O-ring packing. Check drag
(4). On helicopters with clutch housing torque for bolt self locking service
drain holes, check that the three drain ability is 25 inch-pounds (2.82 Nm)
holes are clean and free of obstruction. minimum, 200 inch-pounds (22.60
Oil leakage may indicate engine power Nm) maximum. Torque bolt to 250 -
output seal leakage if clutch oil level is 300 inch-pounds (28.25 - 33.90 Nm)
checked and found within limits. plus drag torque.
(5). Using a CLEAN, 6 inch (15.24 cm) (10). Position main transmission drive shaft
machinists scale, 1/2 inch (12.7 mm) between drive couplings and install.
width, slowly insert the scale into
center of clutch output shaft until scale (11). Reinstall, in order, the transmission
bottoms. Scale must be inserted 4-7/8 drain assembly, gearbox access cover,
inches (12.38 cm). and the sound insulation.
E. One−Way Lock (Uniloc) Fluid Leak
NOTE: Reduce 1/2 inch (12.7 mm) scale width
as required to allow scale to bottom in Hydraulic fluid leakage from any part of the
clutch. one-way lock is not permissible. When leakage
is observed the assembly should be overhauled
(6). Read scale to determine oil level and as required and a serviceable unit installed. If
servicing required. a leaking one-way lock is not replaced when
Page 2−59
TR09-001
leakage is noticed, continuation in service may (g). Install a static ground.

result in mechanical malfunction that could be
hazardous to safety of flight. (3). Return to Service:
(a). Remove covers and equipment used
15. Preservation and Storage to park and moor the helicopter.
Helicopters to be put in storage or non-opera (b). Perform a preflight inspection.
tional status must get adequate inspection,
maintenance and preservation to avoid B. Storage up to 45 Days
unnecessary deterioration of the airframe,
components or equipment during the storage (1). Inspection During Storage:
or non-operational interval. The extent of (a). Where local average humidity
preventive maintenance that should be exceeds 40 percent carefully inspect
performed will depend on the anticipated time the helicopter every 15 days for
in storage. The following paragraphs establish corrosion. Apply corrosion control as
what should be performed on a helicopter: for necessary. In conducting an inspec
flyable storage; for up to 45 days in storage; tion for corrosion, pay particular
and for up to 6 months in storage. attention to those area where mois
A. Flyable Storage (No Time Limit) ture deposits will not evaporate
rapidly.
(1). Inspection Before Storage:
(b). Where local average humidity is 40
(a). Perform a preflight inspection. percent or less, inspect for corrosion
every 30 days.
(b). Ensure that fuel cells are full (topped
off), and that the engine oil tank and (c). If interior temperature of fuselage
rotor transmissions are at the FULL exceeds 160°F (71°C), ventilate
level. helicopter by opening all doors and
vents. If necessary, promote air
(2). Storage: To maintain a flyable storage circulation by use of fans or other
condition, perform daily inspection. A forced air equipment.
ground runup must also be performed
at least once every 5 days. (d). Ensure that fuel cells are full (topped
off) and that the rotor transmissions
(a). Perform a preflight inspection. are at the FULL level.
(b). Start the engine (Ref. PFM). After (e). Drain fuel cell sump daily. (Replenish
idle has stabilized, accelerate the fuel as necessary.)
engine to 100 percent N2 collective
full down. Operate until the oil (f). Check fuel and oil systems periodical
temperature is in normal operating ly for leakage. Repair as necessary.
range and ammeter indicates battery
(2). Storage:
is fully charged.
(a). Perform engine preservation accord
(c). Drain fuel cell sump (Ref. ing to the engine operation and
Figure 2-5). (Replenish fuel as maintenance manual and current
necessary.) engine service letters.
(d). Ensure that fuel shutoff valve is (b). Remove battery and store it in a cool,
closed. dry area.
(e). Open movable air vents in each door (c). Clean the battery compartment, if
of the cargo compartment. Position necessary.
opening in each air vent downward.
Close all other vents. (d). Ensure that the fuel shutoff valve is
closed.
(f). Install covers and equipment used to
park and moor helicopter. (e). Clean entire helicopter.
Page 2−60
TR09-001
(f). Inspect all drain holes (blades, (b). Drain the engine oil system and fill
fuselage, etc) for obstructions and the engine oil tank with corrosion
clear them where necessary. preventive (13, Table 2-4).
(g). Open movable air vents in each door (c). Remove battery and store it in a cool,
of cargo compartment. Position dry area.
opening in each air vent downward.
Close all other air vents. (d). Clean the battery compartment, if
necessary.
(h). Install main rotor blade covers, if on (e). Ensure that the fuel shutoff valve is
hand. Park and moor the helicopter. closed.
(i). Install a static ground. (f). Seal static source openings in the
engine inlet fairing with tape (14)
(j). Remove from the area any objects and cover pitot tube with pitot cover
that are likely to strike the helicopter (4, Table 2-2).
during high wind conditions.
(g). Clean entire helicopter.
(3). Return to Service:
(h). Inspect all drain holes (blades,
(a). Check that the battery area is clean; fuselage, etc) for obstructions and
then install and connect battery. clear them where necessary.
(b). Check that fuel cells are full. (i). Spray or brush on the canopy and all
windows a 0.008 inch (0.2032 mm)
(c). Remove covers and equipment used thickness of protective coating (15,
to park and moor the helicopter. Table 2-2). Cover and overlap all
edges.
(d). Inspect areas around mooring
attachments for damage. Repair (j). Inspect all external access doors for
damage as necessary. close fit. If doors are likely to admit
moisture, seal edges with tape.
(e). Clean the helicopter, as necessary.
(k). Install main rotor blade covers, if on
(f). Check that all drain holes in helicop hand. Park and moor helicopter.
ter are free of obstructions.
(l). Install a static ground.
(g). Perform a preflight inspection.
(m). Remove from the area any objects
C. Storage up to 6 Months that are likely to strike the helicopter
during high wind conditions.
(1). Inspection During Storage:
(3). Return to Service:
(a). Perform same inspection as for 45 (a). Carefully lift protective coating along
days of storage. the edges and peel it from the canopy
and windows.
(b). Check rotor blades for damage every
15 days. (b). Remove masking tape from all
external access doors.
(c). Check areas around mooring attach
ments for damage every 15 days. Do not use steam or unautho
CAUTION rized cleaning compounds to
(2). Storage: clean the helicopter as damage to equip
ment may result.
(a). Perform engine preservation accord
ing to the engine operation and (c). Drain corrosion preventive from the
maintenance manual and current oil tank and replenish with correct oil
engine service letters. (Table 2-3).
Page 2−61
TR09-001
(d). Perform same procedures as for (d). The turning (drag) torque required to
return to service after 45 days of install self-locking nut or bolt up to
storage. point of final tightening must always
be added to the final torque value or
NOTE: Depreservation of the engine fuel sys the maintenance instruction, as
tem can usually be accomplished by making applicable.
a normal start. (Refer to the engine opera
tion and maintenance manual, and current (e). Torques specified in handbook
engine service letters for engine depreserva maintenance instructions are special
tion procedures.) torque that take precedence over
those listed in Table 2-5 thru
16. Torque Data Table 2-8.
A. Torque Wrenches
(f). If adapters are used such that the
Torque wrenches should be of good quality and adapter and the torque wrench are
must be calibrated at least every 90 days to not at right angles (90°) to each
verify accuracy. Torque wrench accuracy at other, wrench or indicator reading
room temperature, 70°F (21°C) must be within must be corrected.
the following limits.
(g). Any reuse of self-locking nuts over
(1). From zero thru 19 percent of the torque 3/8 inch will be governed by the
wrench range, the error may not exceed values in Table 2-8.
±7 percent of the load applied.
(h). The bolt must not be rotated during
(2). From 20 thru 79 percent of the torque
installation or torquing of the mating
wrench range, the error may not exceed
nut.
(3). From 80 thru 100 percent of the torque NOTE: All special (non-standard) torque val
wrench range, the error may not exceed ues appearing in Table 2-9
(2). Installation of Castellated Nuts on
17. Torque Wrench Load Application Non-rotating (Static) Parts: Finger-
tighten the nut on installation. Turn
Recommended tightening torque values and the nut a minimum of 60 degrees and a
minimum drag torque values for fine and maximum of 110 degrees (or the next
coarse thread nuts, and minimum breakaway slot after 60 degrees of rotation) past
torque for used self-locking bolts or screws are finger-tight and insert and secure
shown in Table 2-5 thru Table 2-8. cotter pin for final installation. Maxi
mum applied torque must not exceed
(1). Requirements Governing Application of the applicable values in Table 2-5 and
Torque Loads: Table 2-6.
(a). The values apply to cadmium- plated
bolts, cadmium-plated nuts and nuts (3). Installation of Castellated Nuts on
coated with molybdenum disulfide Rotating (Dynamic) Parts: When
(MoS2). tightening castellated nuts and bolts, it
is possible that the cotter pin holes will
(b). Manufacturer-applied lubricant not line up with the slots in the nuts for
must not be removed nor additional the range of recommended installation
lubricant added. torques. In such a case, the nut may be
overtighten just enough to line up the
(c). The bolts, nuts and surfaces they nearest slot with the cotter pin hole,
bear on must be clean, dry and free of but the maximum applied torque must
lubricant (except as stated in step (b). not exceed the applicable values in
above). Table 2-5 and Table 2-6.
Page 2−62
TR09-001
(4). Installation of Self-Locking Tension- which are all metal and non-metallic
and Shear-Type Nuts: which have non-metallic locking
inserts. Non-metallic self-locking
NOTE: Non-metallic self-locking nuts should nuts should not be subject to temper
not be subjected to temperatures in excess of atures in excess of 250°F (121°C).
250°F (121°C).
(b). Self-locking bolts come in three
(a). Use torques in Table 2-5 for tension- general types: a round pellet, a hex
type cadmium-plated steel nuts. pellet or a strip type insert is placed
(b). Use torques in Table 2-6 for shear- in the threaded area to provide the
type cadmium-plated steel nuts. self-locking feature. In addition to
checking for breakaway torque
(5). Installation of Bolts - General: values listed in Table 2-8, the bolts
should be checked for loose or miss
(a). If bolt can be inserted through the ing inserts.
material and started into the nut by
fingers, use the applicable torque in NOTE: Burrs on cotter pin holes tend to tear
Table 2-5 and Table 2-6. the non-metallic inserts.
(b). If installing the bolt in a close (c). Bolts, nuts or screws of 5/16 inch
tolerance hole, or under other (7.94 mm) diameter and over with
conditions that increase the tighten cotter pin holes may be used with
ing resistance, torque to the high self-locking nuts provided the cotter
limit of the applicable recommended pin holes are free from burrs.
torque in Table 2-5 and Table 2-6.
(d). Bolts and screws of 1/4 inch (6.35
(6). Installation of Bolts Into Threaded mm) diameter and under with cotter
Parts: pin holes may be used with self-lock
ing nuts only in an emergency for one
(a). When installing the bolt into a time flight. They will be replaced
threaded part, use the applicable before the next flight with the
torque in Table 2-5 if the mating specified type.
thread length is equal to or greater
than one diameter of the bolt. (e). Self-locking nuts will not be used at
joints in control systems of the
(b). Use Table 2-6 if the mating thread helicopter when movement of the
length is less than one diameter of joint may result in motion of the nut
the bolt. relative to the surface against which
it is bearing.
NOTE: The requirements in steps (5). and (6).
above also apply to thread inserts. (f). Self-locking nuts may be used with
anti-friction bearings and control
(7). Installation of Used Self-Locking Bolts pulleys provided the inner race of the
or Screws: New self-locking nuts or bearing is clamped to the supporting
bolts provide tight connections which surfaces by the nut and bolt.
will not loosen under vibration. Self-
locking nuts or bolts approved for use (g). The nuts which are attached to the
on helicopters meet critical specifica structure must be attached in a
tions as to strength, corrosion-resis positive manner to eliminate the
tance and temperatures. Reuse of possibility of their rotating or misal
self-locking nuts or bolts are limited to igning when the tightening is to be
those nuts and bolts that meet the accomplished by rotating the bolts or
minimum requirements established in screws.
Table 2-7 and Table 2-8 for drag or
breakaway torque values. (h). The manner of attachment must
permit removal without injury to the
(a). Self-locking nuts come in two structure and the replacement of the
general types: metallic lock type nuts.
Page 2−63
TR09-001
(i). Round or chamfered-end bolts must ing units of one system into different but
extend at least the full round or related units of other systems.
chamfer through the nut.
20. Related Publications
(j). Flat end bolts must extend at least
1/32 inch (0.794 mm) through the Table 2-15 provides a listing of publications
nut. and directives that form part of the available
information file for maintenance of helicopter
18. Installation, Staking or Swaging Force components.
Needed for Bearings
The following procedure explains how to 21. Maintenance Information Requests
convert from a given ``Force'' which is required
to perform a given task to a proper hydraulic Questions that may arise during maintenance
pressure reading. of the helicopter or it's components should,
when possible, be referred to the company's
(1). Determine the diameter of the ram on Field Service Representative assigned to the
the hydraulic press to be used. geographic area in which the helicopter is
being operated. Should there be no factory
NOTE: The hydraulic press to be used must representative in the area, contact Customer
have a pressure gauge. Service, MDHI, Mesa, Arizona or the manufac
turer of the component as appropriate.
(2). Divide the ram diameter by two to get Table 2-15 lists manufacturers of major
the radius. components, and addresses.
(3). Multiply 3.14159 (pi, π) times the
Radius squared (R2). This will give the 22. Inspection Practices and Technical
area of the ram. Definitions
(4). Divide the force required for the task by Inspection procedures and serviceability
the area of the ram. This gives the (wear) tolerances for maintenance of the
actual PSI reading for the hydraulic helicopter are provided either as part of the
press pressure gauge needed to perform instructions for reassembly and installation of
the task. components or in inspection and repair
paragraphs. Any damage or wear of a part that
EXAMPLE: exceeds the given tolerance or that affects the
function and/or integrity of the part is cause
(a). Ram Diameter = 2.65 inch for replacement with a new or serviceable unit.
(b). Ram Radius (R) = 1.325 inch Definitions of technical terms normally
associated with the inspection and repair of
(c). Radius squared (R2 ) = 1.756 the helicopter and its components are shown in
Figure 2-10 and listed in Table 2-16.
(d). R2 x 3.14159 = 5.517 (Area of ram)
23. Service and Operations Report Form 853
(e). Force required = 7500-8500 pounds
(variable) MDHI Service and Operations Report Form
(f). 7500-8500 = 1359-1540 PSI 853 may be used to report to MDHI in detail
any service difficulties encountered with any
(g). PSI Required = 1359 PSI Minimum MDHI helicopter. Use of the form is encour
1540 PSI Maximum aged and recommended to enable MDHI to
provide Owner's and Operator's improved
FORCE NEEDED
= Pressure Gauge Reading service,support and product improvements.
(R2 ) x 3.14159
The form also serves a convenient detailed
19. Useful Conversion Data record for Owner's and Operator's. Copies of
the form may be procured by contacting the
Table 2-10 thru Table 2-14 provide useful Customer Service Department - Commercial
information for converting common engineer Service Publications.
Page 2−64
TR09-001
Table 2−5. Recommended Standard Torques for Tension−Type Nut:

Min. and Max. Torque Values; AN310, AN365, MS20365, MS21042, NAS1021, NAS1291, NAS679
Recommended Maximum Recommended Maximum
Thread Thread
Torque Allowable Torque Allowable
Size Size
in. lb (Nm) in. lb (Nm) in. lb (Nm) in. lb (Nm)
12 − 15 20 12 − 15 20
8 − 36 8 − 32
(1.13 − 1.36) (2.26) (1.36 − 1.69) (2.26)
20 − 25 40 20 − 25 35
10 − 32 10 − 24
(2.26 − 2.82) (4.52) (2.26 − 2.82) (3.95)
50 − 70 100 40 − 50 75
1/4 − 28 1/4 − 20
(5.65 − 7.91) (11.30) (4.52 − 5.65) (8.47)
100 − 140 225 80 − 90 160

5/16 − 24 5/16 − 18
(11.30 − 15.82) (25.42) (9.04 − 10.17) (18.08)
160 − 190 390 160 − 185 275

3/8 − 24 3/8 − 16
(18.08 − 21.47) (44.06) (18.08 − 20.90) (31.07)
450 − 500 840 235 − 255 475

7/16 − 20 7/16 − 14
(50.84 − 56.49) (94.91) (26.55 − 28.81) (53.67)
480 − 690 1100 400 − 480 880

1/2 − 20 1/2 − 13
(54.23 − 77.96) (124.3) (45.19 − 54.23) (90.39)
800 − 1000 1600 500 − 700 1100

9/16 − 18 9/16 − 12
(90.39 − 112.98) (180.8) (56.49 − 79.09) (124.3)
1100 − 1300 2400 700 − 900 1500

5/8 − 18 5/8 − 11
(124.3 − 146.9) (271.2) (79.09 − 101.69) (169.5)
2300 − 2500 5000 1150 − 1600 2500

3/4 − 16 3/4 − 10
(259.9 − 282.5) (565.0) (129.95 − 180.8) (282.5)
2500 − 3000 7000 2200 − 3000 4600

7/8 − 14 7/8 − 9
(282.5 − 339.0) (791.0) (248.6 − 339.0) (542.4)
3700 − 5500 10000 3700 − 5000 7600

1 − 14 1−8
(418.1 − 621.5) (1130.0) (418.1 − 565.0) (858.8)
5000 − 7000 15000 5500 − 6500 12000

1−1/8 − 12 1−1/8 − 8
(565.0 − 791.0) (1695.0) (621.5 − 734.5) (1356.0)
9000 − 11000 25000 6500 − 8000 16000

1−1/4 − 12 1−1/4 − 8
(1017.0 − 1243.0) (2825.0) (734.5 − 904.0) (1469.0)
Page 2−65
TR09-001
Table 2−6. Recommended Standard Torques for Shear−Type Nut:

Min. and Max. Torque Values; AN320, AN364, MS20364, NAS1022, MS21083
Recommended Maximum Recommended Maximum
Thread Thread
Torque Allowable Torque Allowable
Size Size
in. lb (Nm) in. lb (Nm) in. lb (Nm) in. lb (Nm)
7−9 12 7−9 12
8 − 36 8 − 32
(0.79 − 1.02) (1.36) (0.79 − 1.02) (1.36)
12 − 15 25 12 − 15 21
10 − 32 10 − 24
(1.36 − 1.69) (2.82) (1.36 − 1.69) (2.37)
30 − 40 60 25 − 30 45
1/4 − 28 1/4 − 20
(3.39 − 4.52) (6.78) (2.82 − 3.39) (5.08)
60 − 85 140 48 − 55 100
5/16 − 24 5/16 − 18
(6.78 − 9.60) (15.82) (5.42 − 6.21) (11.30)
95 − 110 240 95 − 110 170
3/8 − 24 3/8 − 16
(10.73 − 12.43) (27.12) (10.73 − 12.43) (19.21)
270 − 300 500 140 − 155 280
7/16 − 20 7/16 − 14
(30.51 − 33.90) (56.49) (15.82 − 17.51) (31.64)
290 − 410 660 240 − 290 520
1/2 − 20 1/2 − 13
(32.77 − 46.32) 74.57) (27.12 − 32.77) (58.75)
480 − 600 960 300 − 420 650
9/16 − 18 9/16 − 12
(54.23 − 67.79) (108.47) (33.90 − 47.45) (73.44)
660 − 780 1400 420 − 540 900
5/8 − 18 5/8 − 11
(74.57 − 88.13) (158.2) (47.45 − 61.01) (101.69)
1300 − 1500 3000 700 − 950 1500
3/4 − 16 3/4 − 10
(146.9 − 169.5) (339.0) (79.09 − 107.34) (169.5)
1500 − 1800 4200 1300 − 1800 2700
7/8 − 14 7/8 − 9
(169.5 − 203.4) (474.6) (146.9 − 203.4) (305.1)
2200 − 3300 6000 2200 − 3000 4500
1 − 14 1−8
(248.6 − 372.9) (678.0) (248.6 − 339.0) (508.5)
3000 − 4200 9000 3300 − 4000 7200
1−1/8 − 12 1−1/8 − 8
(339.0 − 474.6) (1017.0) (372.9 − 452.0) (813.6)
5400 − 6600 15000 4000 − 5000 10000
1−1/4 − 12 1−1/4 − 8
(610.2 − 745.8) (1695.0) (452.0 − 565.0) (1130.0)
Page 2−66
TR09-001
Table 2−7. Self−Locking Nut Minimum Run−On Torque Values

Fine Thread Series Fine Thread Series
Minimum Drag Minimum Drag
Thread Size Thread Size
in. lb (Nm) in. lb (Nm)
7/16 − 20 8 (0.90) 7/16 − 14 8 (0.90)
1/2 − 20 10 (1.13) 1/2 − 13 10 (1.13)
9/16 − 18 13 (1.47) 9/16 − 12 14 (1.58)
5/8 − 18 18 (2.03) 5/8 − 11 20 (2.26)
3/4 − 16 27 (3.05) 3/4 − 10 27 (3.05)
7/8 − 14 40 (4.52) 7/8 − 9 40 (4.52)
1 − 12 55 (6.21) 1−8 51 (5.76)
1−1/8 − 12 73 (8.25) 1−1/8 − 7 68 (7.68)
1−1/4 − 12 94 (10.62) 1−1/4 − 7 88 (9.94)
Table 2−8. Minimum Breakaway Torque For Used Self−locking Bolts or Screws
Fine Thread Series (UNF) Coarse Thread Series (UNC)
Minimum Drag Minimum Drag
Thread Size Thread Size
in. lb (Nm) in. lb (Nm)
4 − 40 0.5 (0.06)
6 − 32 1.0 (0.11)
8 − 32 1.5 (0.17)
10 − 32 2.0 (0.23) 10 − 24 2.0 (0.23)
1/4 − 28 3.5 (0.40) 1/4 − 20 4.5 (0.51)
5/16 − 24 6.5 (0.73) 5/16 − 18 7.5 (0.85)
3/8 − 24 9.5 (1.07) 3/8 − 16 12.0 (1.36)
7/16 − 20 14.0 (1.58) 7/16 − 14 16.5 (1.86)
1/2 − 20 18.0 (2.03) 1/2 − 13 24.0 (2.71)
9/16 − 18 24.0 (2.71) 9/16 − 12 30.0 (3.39)
5/8 − 18 32.0 (3.62) 5/8 − 11 40.0 (4.52)
3/4 − 16 50.0 5.65) 3/4 − 10 60.0 (6.78)
7/8 − 14 70.0 (7.91) 7/8 − 9 82.0 (9.27)
1 − 12 90.0 (10.17) 1−8 110.0 (12.43)
1−1/8 − 12 117.0 (13.22)
1−1/4 − 12 143.0 (16.16)
Page 2−67
TR09-001
If any size self-locking nut un NOTE:

CAUTION der 3/8 inch (9.525 mm) can be The final torque value for self-locking
run down with the fingers after the locking nuts must be determined by adding the
feature engages the bolt or stud, indicating free running torque (torque wrench read
the locking friction does not exist, the nut or ing) to the specified torque value. The free
friction device must be replaced. These val running torque (drag torque) is the torque
ues for self-locking nuts over 3/8 inch (9.525 required to overcome the friction of the
mm) are to be used only for determining con nut running down the bolt threads prior
tinued serviceability. The values apply only to tightening.
when the nut is being run down on the mat Minimum breakaway torque will be the
ing threads prior to reaching the clamp-up minimum torque required to start remov
point. Standard torque values for final al (turning) of the bolt or screw from the
tightening are shown in Table 2-5 thru installed position. The installed position
Table 2-8. is after the self-locking device of the bolt
or screw has been completely engaged
plus two or three turns of engagement.
Table 2−9. Special Torques

Torque
Location
in. lb. (Nm) ft. lb. (Nm)
Transmission and Drive System
Main transmission mounting nuts 60−80 (6.78−9.04)
Main transmission lubrication pump attach nuts 50−70 (5.65−7.91)
Oil pressure sender 30−40 (3.39−4.52)
Oil temperature sender 12−25 (1.36−2.82)
Main transmission oil level sight plug 80−90 (9.04−10.17)
Main rotor drive shaft head hoisting eyebolts nuts 120−140 (13.56−15.82)
Main rotor drive shaft head attach nuts 120−140 (13.56−15.82)
Main transmission output pinion/tail rotor drive shaft coupling 250−300 (28.25−33.90)
bolts
Main transmission input pinion coupling bolt 250−300 (28.25−33.90)
Overrunning clutch coupling bolt 250−300 (28.25−33.90)
Main transmission drive shaft coupling flange attach bolts 50−70 (5.65−7.91)
Oil cooler blower scroll to transmission attach bolts 5−10 (0.56−1.13)
Oil cooler blower driven pulley 160−190 (18.08−21.47)
Oil cooler blower impeller shaft fiber locknut 250−300 (28.25−33.90)
Tail rotor transmission output cover attach bolts 65−70 (7.34−7.91)
Tail rotor transmission chip detector valve: body 50−60 (5.65−6.78)
detector 40−50 (4.52−5.65)
Tail rotor transmission breather−filler 45−55 (5.08−6.21)
Tail rotor transmission liquid level plug 50−60 (5.65−6.78)
Tail rotor gearbox coupling bolt 250−300 (28.25−33.90)
Tail rotor drive shaft coupling flange attach bolts 80−100 (9.04−11.30)
Deleted
Main Rotor and Controls System
Rotor tracking magnetic pickup nut 15 − 20 (20−26)
Forward tip cap and tracking tip cap attaching screws 15−20 (1.69−2.26)
Blade vibration absorber attach bolts: long 50−60 (5.65−6.78)
short 15−20 (1.69−2.26)
Page 2−68
TR09-001
Table 2−9. Special Torques (Cont.)

Torque
Location
Main rotor pitch control bearing attach nuts 50−70 (5.65−7.91)
Main rotor mast nut 200 − 250 (271−339)
Main rotor damper attach nuts 50−70 (5.65−7.91)
Main rotor damper arm to damper attach nut 30−60 (3.39−6.78)
Pitch control rod upper attach nut 60−140 (6.78−15.82)
Pitch control rod lower attach nut 30−60 (3.39−6.78)
Scissors link to crank attach nut 30−40 (3.39−4.52)
Scissors link to swashplate attach nut 30−60 (3.39−6.78)
Scissors crank to hub nut 30−60 (3.39−6.78)
Swashplate bearing retainer nuts 50−70 (5.65−7.91)
Swashplate bearing flange to stationary swashplate nuts 30−40 (3.39−4.52)
Tracking interrupter (369A9946 −23 & −25) attach nuts 15−20 (1.69−2.26)
Tracking interrupter (369A9946 −27 & −29) attach nuts 30−60 (3.39−6.78)
Mixer support bracket to mast base attach nuts 80−100 (9.04−11.30)
Torque tube bungee adjusting bolt 30−40 (3.39−4.52)
Fuselage
Main rotor mast holddown bolts 700−820 (79.09−92.65) 58 − 68 (79−92)
Main rotor mast studs 160−190 (18.08−21.47)
Tail Rotor and Control System
Spar to strap assembly bolts and nuts, tail rotor blade 600−650 (67.79−73.44) 50 − 54 (68−73)
Pitch control link to swashplate bolt 50−80 (5.65−9.04)
Pitch control link to pitch control arm 50−80 (5.65−9.04)
Tail rotor retaining nut (Ref. Sec. 8 for torquing method) 400−450 (45.19−50.84)
Left pedal bushing bolt 50−80 (5.65−9.04)
Bellcrank support to mast structure attach nuts 80−100 (9.04−11.30)
Hub threaded bushing 60−65 (6.78−7.34)
Hub to fork hinge bolt and nut 170−210 (19.21−23.73)
Servicing and General Maintenance
Engine accessory gearbox chip detector 50−60 (5.65−6.78)
Tail rotor transmission breather/filler 50−60 (5.65−6.78)
Main transmission self−closing valves 50−60 (5.65−6.78)
Main transmission lubrication pump oil filter housing 70−100 (5.65−11.30)
Main transmission chip detectors (without knurled detector 40−50 (4.52−5.65)
knob)
Tail rotor transmission chip detector 40−50 (4.52−5.65)
Main transmission drain assembly nut 10 (1.13) max.
Overrunning clutch coupling bolt 250−300 (28.25−33.90)
Main transmission drive shaft coupling flange attach bolts 50−70 (5.65−7.91)
Tailboom and Tail Surfaces
Tailboom attach nuts 200−240 (22.60−27.12)
Upper vertical stabilizer forward attach bolts 50−70 (5.65−7.91)
Upper vertical stabilizer attach nuts 170−200 (19.21−22.60)
Horizontal to vertical stabilizer strut bolts 50−70 (5.65−7.91)
Horizontal stabilizer forward mounting bolt 50−70 (5.65−7.91)
Page 2−69
TR09-001
Table 2−9. Special Torques (Cont.)

Torque
Location
Horizontal stabilizer attach nuts 380−410 (42.93−46.32)
Lower vertical stabilizer adjustable bolt 25−40 (2.82−4.52)
Engine Installation and Cooling System
Engine mount fitting−to−engine bolt 140−160 (15.82−18.08)
Compressor bleed air tube nuts 150−250 (16.95−28.25)
Engine hoist fitting: 3/8 inch dia. bolts 160−190 (18.08−21.47)
5/16 inch dia. bolts 140−160 (15.82−18.08)
Fuel pressure switch 40−50 (4.52−5.65)
Engine mount−to−engine fitting bolts 100−140 (9.04−11.30)
Engine oil vent line nut 120−140 (13.56−15.82)
Accessories drive overboard vent tube nut 150−250 (16.95−28.25)
Cabin air outlet tube to firewall fitting tube nuts 150−250 (16.95−28.25)
Engine fuel pump seal drain line nut 20−30 (2.26−3.39)
Fuel inlet line to fuel pump line nut 120−140 (13.56−15.82)
Anti−icing lever cable wire adapter nut 10 (1.13) max.
Engine Fuel System
Power plant fuel supply tube nuts 150−250 (16.95−28.25)
Left fuel cell cover (and cell support brackets) attach bolts 50−70 (5.65−7.91)
Right fuel cell cover attach bolts 50−70 (5.65−7.91)
Forward fuel vent crossover fitting bolts 20−25 (2.26−2.82)
Aft vent tube nuts 80−100 (9.04−11.30)
Fuel inlet mounting pad bolts 20−25 (2.26−2.82)
Fuel shutoff valve inlet hose nut 150−250 (16.95−28.25)
Fuel supply tube nuts 250−300 (28.25−33.90)
Engine fuel pump supply hose nut (drain valve end) 270−420 (30.51−47.45)
Engine fuel hose coupling halves 120−140 (15.82−18.08)
Fuel inlet hose to start pump 270−325 (30.51−36.72)
Pump−to−mounting pad attach bolt 20−25 (2.26−2.82)
Sta. 124 bulkhead fitting nut 270−420 (30.51−47.45)
Engine Oil System
Oil tank liquid level plug 80−90 (9.04−10.17)
Oil supply 1/4 inch tube nuts 80−100 (9.04−11.30)
Oil supply 5/16 inch tube nuts 150−200 (16.95−22.60)
Engine Exhaust System
Engine−to−tailpipe clamp nuts 15−18 (1.69−2.03)
Support fitting bolt 12−15 (1.36−2.82)
Instrument Panel and Indicating System
Engine oil temperature sender 100−150 (11.30−16.95)
Fuel quantity tank unit attach bolts 50−70 (5.65−7.91)
Fuel pressure switch 40−50 (4.52−5.65)
Electrical System
Battery cell bus bar attach screw (Gulton) 20−25 (2.26−2.82)
(Marathon/Sonotone) 26−30 (2.94−3.39)
Page 2−70
TR09-001
Table 2−10. Temperature Convervision

Numbers in the center column (between those temperature in left-hand column marked C; in
marked C and F) refer to temperature, either like manner, find equivalent temperature in
Centigrade or Fahrenheit, which it is desired right-hand column when converting from
to convert into the other scale. To convert from Centigrade to Fahrenheit. Example: 50F is
Fahrenheit to Centigrade, find equivalent 10C; 50C is 122F.
C. F. C. F. C. F. C. F. C. F. C. F.
−40.0 −40 −40.0 −6.7 20 68.0 15.6 60 140.0 37.8 100 212.0 82.2 180 356.0 137.8 280 536.0
−38.9 −38 −36.4 −6.1 21 69.8 16.1 61 141.8 38.9 102 215.6 83.3 182 359.6 140.6 285 545.0
−37.8 −36 −32.8 −5.6 22 71.6 16.7 62 143.6 40.0 104 219.2 84.4 154 363.2 143.3 290 554.0
−36.7 −34 −29.2 −5.0 23 73.4 17.2 63 145.4 41.1 106 222.8 85.6 186 366.8 146.1 295 563.0
−35.6 −32 −25.6 −4.4 24 75.2 17.8 64 147.2 42.2 108 226.4 86.7 188 370.4 148.9 300 572.0
−34.4 −30 −22.0 −3.9 25 77.0 18.3 65 149.0 43.3 110 230.0 87.8 190 374.0 151.7 305 581.0
−33.3 −28 −18.4 −3.3 26 78.8 18.9 66 150.8 44.4 112 233.6 88.9 192 377.6 154.4 310 590.0
−32.2 −26 −14.8 −2.8 27 80.6 19.4 67 152.6 45.6 114 237.2 90.0 104 381.2 157.2 315 599.0
−31.1 −24 −11.2 −2.2 28 82.4 20.0 68 154.4 46.7 116 240.8 91.1 196 384.8 160.0 320 608.0
−30.0 −22 −7.6 −1.7 29 84.2 20.6 69 156.2 47.8 118 144.4 92.1 198 388.4 162.8 325 617.0
−28.9 −20 −4.0 −1.1 30 86.0 21.1 70 158.0 48.9 120 248.0 93.3 200 392.0 165.5 330 626.0
−27.9 −18 −0.4 −0.6 31 87.8 21.7 71 159.8 50.0 122 251.6 94.4 202 395.6 168.3 335 635.0
−26.7 −16 +3.2 0.0 32 89.6 22.2 72 161.6 51.1 124 255.2 95.6 204 399.2 171.1 340 644.0
−25.6 −14 6.8 +0.6 33 91.4 22.8 73 163.4 52.2 126 258.8 96.7 206 402.8 173.9 345 653.0
−24.4 −12 10.4 1.1 34 93.2 23.3 74 165.2 53.3 128 262.4 97.8 208 406.4 176.7 350 662.0
−23.3 −10 14.0 1.7 35 95.0 23.9 75 167.0 54.4 130 266.0 98.9 210 410.0 179.4 355 671.0
−22.2 −8 17.6 2.2 36 96.8 24.4 76 168.8 55.6 132 269.6 100.0 212 413.6 182.2 360 680.0
−21.1 −6 21.2 2.8 37 98.6 25.0 77 170.6 56.7 134 273.2 101.1 214 417.2 185.0 365 689.9
−20.0 −4 24.8 3.3 38 100.4 25.6 78 172.4 57.8 136 276.8 102.2 216 420.8 188.2 370 698.0
−18.9 −2 28.4 3.9 39 102.2 26.1 79 174.2 58.9 138 280.4 103.3 218 424.4 190.6 375 707.0
−17.8 0 32.0 4.4 40 104.0 26.7 80 176.0 60.0 140 284.0 104.4 220 428.0 193.3 380 716.0
−17.2 +1 33.8 5.0 41 105.8 27.2 81 177.8 61.1 142 287.6 105.6 222 431.6 196.1 385 725.0
−16.7 2 35.6 5.6 42 107.6 27.8 82 179.6 62.2 144 291.2 106.7 224 435.2 198.9 390 734.0
−16.1 3 37.4 6.1 43 109.4 28.3 83 181.4 63.3 146 294.8 107.8 226 438.8 201.7 395 743.0
−15.6 4 39.2 6.7 44 111.2 28.9 84 183.2 64.4 148 298.4 108.9 228 442.4 204.4 400 752.0
−15.0 5 41.0 7.2 45 113.0 29.4 85 185.0 65.6 150 302.0 110.0 230 446.0 210.0 410 770.0
−14.4 6 42.8 7.8 46 114.8 30.0 86 186.8 66.7 152 305.6 111.1 232 449.6 215.6 420 788.0
−13.9 7 44.6 8.3 47 116.6 30.6 87 188.6 67.8 154 309.2 112.2 234 453.2 221.1 430 806.0
−13.3 8 45.4 9.9 48 118.4 31.1 88 190.4 68.9 156 312.8 113.3 236 456.8 226.7 440 824.0
−12.8 9 48.2 9.4 49 120.2 31.7 89 192.2 70.0 158 316.4 114.4 238 460.4 232.2 450 842.0
−12.2 10 50.0 10.0 50 122.0 32.2 90 194.0 71.1 160 320.0 115.6 240 464.0 237.8 460 860.0
−11.7 11 51.8 10.6 51 123.8 32.8 91 195.8 72.2 162 323.6 116.7 242 467.6 243.3 470 878.8
−11.1 12 53.6 11.1 52 125.6 33.3 92 197.6 73.3 164 327.2 117.8 244 471.2 248.9 480 896.0
−10.6 13 55.4 11.7 53 127.4 33.9 93 199.4 74.4 166 330.8 118.3 245 473.0 254.4 490 914.0
−10.0 14 57.2 12.2 54 129.2 34.4 94 201.2 75.6 168 334.4 121.1 250 482.0 260.0 500 932.0
−9.4 15 59.0 12.8 55 131.0 35.0 95 203.0 76.7 170 338.0 123.9 255 491.0 265.6 510 950.0
−8.9 16 60.8 13.3 56 132.8 35.6 96 204.8 77.8 172 341.6 126.7 260 500.0 271.1 520 968.0
−8.3 17 62.6 13.9 57 134.6 36.1 97 206.6 78.9 174 345.2 129.4 265 509.0 276.7 530 986.0
−7.8 18 64.4 14.4 58 136.4 36.7 98 208.4 80.0 176 348.8 132.2 270 518.0 282.3 540 1004.0
−7.2 19 66.2 15.0 59 138.2 37.2 99 210.2 81.1 178 352.4 135.0 275 527.0 287.8 550 1022.0
Page 2−71
TR09-001
Table 2−11. Conversion of Inches to Table 2−12. Conversion of Millimeter to

Millimeter Inches
Milli- Milli- Milli- Milli- Milli- Milli-
Inches Inches Inches Inches Inches Inches
meters meters meters meters meters meters
0.001 0.025 0.290 7.37 0.660 16.76 0.01 0.0004 0.35 0.0138 0.68 0.0268
0.002 0.051 0.300 7.62 0.670 17.02 0.02 0.0008 0.36 0.0142 0.69 0.0272
0.003 0.076 0.310 7.87 0.680 17.27 0.03 0.0012 0.37 0.0146 0.70 0.0276
0.004 0.102 0.320 8.13 0.690 17.53 0.04 0.0016 0.38 0.0150 0.71 0.0280
0.005 0.127 0.330 8.38 0.700 17.78 0.05 0.0020 0.39 0.0154 0.72 0.0283
0.006 0.152 0.340 8.64 0.710 18.03 0.06 0.0024 0.40 0.0157 0.73 0.0287
0.007 0.178 0.350 8.89 0.720 18.29 0.07 0.0028 0.41 0.0161 0.74 0.0291
0.008 0.203 0.360 9.14 0.730 18.54 0.08 0.0031 0.42 0.0165 0.75 0.0295
0.009 0.229 0.370 9.40 0.740 18.80 0.09 0.0035 0.43 0.0169 0.76 0.0299
0.010 0.254 0.380 9.65 0.750 19.05 0.10 0.0039 0.44 0.0173 0.77 0.0303
0.020 0.508 0.390 9.91 0.760 19.30 0.11 0.0043 0.45 0.0177 0.78 0.0307
0.030 0.762 0.400 10.16 0.770 19.56 0.12 0.0047 0.46 0.0181 0.79 0.0311
0.040 1.016 0.410 10.41 0.780 19.81 0.13 0.0051 0.47 0.0185 0.80 0.0315
0.050 1.270 0.420 10.67 0.790 20.07 0.14 0.0055 0.48 0.0189 0.81 0.0319
0.060 1.524 0.430 10.29 0.800 20.32 0.15 0.0059 0.49 0.0193 0.82 0.0323
0.070 1.778 0.440 11.18 0.810 20.57 0.16 0.0063 0.50 0.0197 0.83 0.0327
0.080 2.032 0.450 11.43 0.820 20.83 0.17 0.0067 0.51 0.0201 0.84 0.0331
0.090 2.286 0.460 11.68 0.830 21.08 0.18 0.0071 0.52 0.0205 0.85 0.0335
0.100 2.540 0.470 11.94 0.840 21.34 0.19 0.0075 0.53 0.0209 0.86 0.0339
0.110 2.794 0.480 12.19 0.850 21.59 0.20 0.0079 0.54 0.0213 0.87 0.0343
0.120 3.048 0.490 12.45 0.860 21.84 0.21 0.0083 0.55 0.0217 0.88 0.0346
0.130 3.302 0.500 12.70 0.870 22.10 0.22 0.0087 0.56 0.0220 0.89 0.0350
0.140 3.56 0.510 12.95 0.880 22.35 0.23 0.0091 0.57 0.0224 0.90 0.0354
0.150 3.81 0.520 13.21 0.890 22.61 0.24 0.0094 0.58 0.0228 0.91 0.0358
0.160 4.06 0.530 13.46 0.900 22.86 0.25 0.0098 0.59 0.0232 0.92 0.0362
0.170 4.32 0.540 13.72 0.910 23.11 0.26 0.0102 0.60 0.0236 0.93 0.0366
0.180 4.57 0.550 13.97 0.920 23.37 0.27 0.0106 0.61 0.0240 0.94 0.0370
0.190 4.83 0.560 14.22 0.930 23.62 0.28 0.0110 0.62 0.0244 0.95 0.0374
0.200 5.08 0.570 14.48 0.940 23.88 0.29 0.0114 0.63 0.0248 0.96 0.0378
0.210 5.33 0.580 14.73 0.950 24.13 0.30 0.0118 0.64 0.0252 0.97 0.0382
0.220 5.59 0.590 14.99 0.960 24.38 0.31 0.0122 0.65 0.0256 0.98 0.0386
0.230 5.84 0.600 15.24 0.970 24.64 0.32 0.0126 0.66 0.0260 0.99 0.0390
0.240 6.10 0.610 15.49 0.980 24.89 0.33 0.0130 0.67 0.0264 1.00 0.0394
0.250 6.35 0.620 15.75 0.990 25.15 0.34 0.0134 ..... ..... ..... .....
0.260 6.60 0.630 16.00 1.000 25.40
0.270 6.86 0.640 16.26 ..... .....
0.280 7.11 0.650 16.51 ..... .....
Page 2−72
TR09-001
Table 2−13. Conversion of Fractional Inches to Decimals and Millimeter

Inches Decimal Inch Millimeter Inches Decimal Inch Millimeter
1/64 0.015625 0.396785 33/64 0.515625 13.096875
1/32 0.03125 0.79375 17/32 0.53125 13.49375
3/64 0.046875 1.190625 35/64 0.546875 13.890625
1/16 0.0625 1.5875 9/16 0.5625 14.2875
5/64 0.078125 1.984375 37/64 0.578125 14.684375
3/32 0.093125 2.38125 19/32 0.59375 15.08125
7/64 0.109375 2.778125 39/64 0.609375 15.478125
1/8 0.125 3.175 5/8 0.625 15.875
9/64 0.140625 3.571875 41/64 0.640625 16.271875
5/32 0.15625 3.96875 21/32 0.65625 16.66875
11/64 0.171875 4.365625 43/64 0.671875 17.065625
3/16 0.1875 4.7625 11/16 0.6875 17.4625
13/64 0.203125 5.159375 45/64 0.703125 17.859375
7/32 0.21875 5.55625 23/32 0.71875 18.25625
15/64 0.234375 5.953125 47/64 0.734375 18.653125
1/4 0.25 6.35001 3/4 0.75 19.05
17/64 0.265625 6.746875 49/64 0.765625 19.446875
9/32 0.28125 7.14375 25/32 0.78125 19.84375
19/64 0.296875 7.540625 51/64 0.796875 20.240625
5/16 0.3125 7.9375 13/16 0.8125 20.6375
21/64 0.328125 8.334375 53/64 0.828125 21.034375
11/32 0.34375 8.73125 27/32 0.84375 21.43125
23/64 0.359375 9.128125 55/64 0.859375 21.828125
3/8 0.375 9.525 7/8 0.875 22.225
25/64 0.390625 9.921875 57/64 0.890625 22.621875
13/32 0.40625 10.31875 29/32 0.90625 23.01875
27/64 0.421875 10.715625 59/64 0.921875 23.415625
7/16 0.4375 11.1125 15/16 0.9375 23.8125
29/64 0.453125 11.509375 61/64 0.953125 24.209375
15/32 0.46875 11.90625 31/32 0.96875 24.60625
31/64 0.484375 12.303125 63/64 0.984375 25.003125
1/2 0.50 12.7 1 1.00000 25.4
Table 2−14. Conversion of U.S. Measure used in Servicing and Maintenance

Multiply By To Obtain
Pints 0.437 Liters
Quarts 0.946 Liters
Liters 1000 Cubic Centimeters (CC)
Ounces 29.57 CC
Gallons 3.785 Liters
Gallons 0.833 Imperial Gallon
Pounds / sq in. 703.1 Kgs. / sq Meter
Inch-pounds 1152 Gram - Centimeters
Foot-pounds 0.1383 Kilogram - Meters
Page 2−73
TR09-001
Table 2−15. Related Publications and Directives

NOTE: Publication numbers marked with an asterisk should be maintained and treated as part of the primary
information file for the helicopter.
Component and Publication or
Publication Title
Manufacture, or Source Directive
General Information
Superintendent of Documents Acceptable Methods, Techniques, and FAA
U.S. Government Printing Office Practices−Aircraft Inspection and Repair (GPO AC No. 43.13−1A*
Division of Public Documents Catalog No. TD 4−28/2:972) AC No. 43−13−2B*
Washington D.C. 20402 Advisory Circular − Corrosion Control for FAA AC No. 43−4*
Aircraft
Aerospace Industries Association of National Aerospace Standard NAS No. as applicable
America, Inc. (Title as applicable)
1725 De Sales Street, N.W.
Washington 6, D.C.
MDHI Publications
MD Helicopters, Inc. Illustrated Parts Catalog, MDHI Helicopter, 369H Series IPC*
Commercial Technical Publications Model 369HS, 369HM, 369HE
4555 E. McDowell Rd
Mesa, Arizona 85215−9734 Corrosion Control Manual CSP−A−3*
Battery
Marathon Battery Company Marathon Battery Instruction Manual BA−89 (Rev. 2−71)
Cold Spring, New York 10516
Phone: (817) 776−0650
(formerly Sonotone)
Gulton Industries Inc. Gulton Instructions for Use and Care of ABD1100
Metuchen, N.J. 08840 Sintered Plate Nickel Cadmium Storage
Batteries
Engine
Allison Engine Company, Inc. Operation and Maintenance Manual, 5W2*
Parts Distribution Center Turboshaft Engine Models 250−C18, −C18A,
7100 Riverport Drive −C18B, C18C
Louisville, KY 40258 Overhaul Manual, Turboshaft Engine Models 5W3*
USA 250−C18,−C18A, −C18B, C18C
Illustrated Parts Catalog, Turboshaft Engine 5W4*
Models 250−C18,−C18A, −C18B, C18C
Operation and Maintenance Manual, 10W2*
Turboshaft Engine Model 250−C20
Overhaul Manual, Turboshaft Engine Model 10W3*
250−C20
Illustrated Parts Catalog, Turboshaft Engine 10W4*
Model 250−C20
Page 2−74
TR09-001
Table 2−15. Related Publications and Directives (Cont.)

Publication Title
Starter−Generator
Aircraft Parts Corporation Brush Seating − APC Brushes in High Speed SB150SG105
160 Finn Court Starter/Generators: MDHI Part No. 369A4550
Farmingdale, NY 11735
Phone: (516) 249−3053
Datafax: (516) 249−2577
Lucas Aerospace Overhaul Instructions with Parts Breakdown, File No. 23206
(formerly Lear Siegler, Inc.) Models 23032−010, 23032−011, 23032−020,
17600 Broadway Ave. 23032−022
Maple Heights, Ohio 44137
Phone: (216) 662−1000
Datafax: (216) 663−5336
Avionics Equipment
Vhf COMM Receiver−Transmitter Maintenance Manual, CNS−220 VHF RT−221
Bendix Avionics Division Comm−Nav System, RT−221
Fort Lauderdale, Florida Receiver−Transmitter
VHF Navigation Receiver Maintenance Manual, CNS−220 VHF RN−222
Bendix Avionics Division Comm−Nav System, RN−222 Receiver
VOR/LOC Converter Maintenance Manual, CNS−220 VHF IN−225
Bendix Avionics Division Comm−Nav System, IN−225 VOR/LOC
Converter
Distance Measuring Equipment Maintenance Manual for CN−142A Narco DME UDI−4
National Aeronautical Corp., Model UDI−4 Interrogator Distance Measuring
Fort Washington, Pennsylvania Equipment
Automatic Directional Finder Type ADF−73 Automatic Direction Finder TM34−53−0
Bendix Radio Division, System Maintenance Manual IB1073−1
Avionics Products,
Automatic Direction Finder System Type TM34−53−1
Baltimore, MD 21204
DFA−73A−1 ADF Receiver Overhaul Manual IB1073A−1
Automatic Direction Finder System ADF 73 TM34−53−3
System Access Overhaul Manual IB1073C−1
ATC Transponder System Maintenance Manual, TPR−640 ATC Manual Number
Bendix Avionics Division Transponder System I,.B. 2640A
Installation Manual, TPR−610 ATC I.B. 2610A
Transponder System
Page 2−75
TR09-001

Publication Title
Vhf COMM Transceiver AVC−110 VHF Communication Transceiver IB8029004
RCA Aviation Eqpt. Dept. Instruction Manual
11819 W. Olympic Blvd.
Los Angeles, CA 90064
Vhf NAV Receiver AVN−210 Series Integrated Navigation IB96460
RCA Aviation Equipment Dept. Systems
University Sound of LTV Operators Manual, SA−250 & SA−500 High
Ling Altec, Inc. Power Sound and Siren
Oklahoma City, Okla.
Operators Manual, Model 500 Super High
Power Solid−State Amplifier and Model
RMC−1 Remote Control
Automatic Direction Finder KR 85 Automatic Direction Finder Installation KPN 006−0043−00
King Radio Corp. Manual
400 North Rogers Road
KR 85 Automatic Direction Finder Maintenance
Olathe, Kansas
Manual
Automatic Direction Finder Maintenance Manual for King KR80 Automatic KR80
King Radio Corp Direction Finder
Nav/Comm Transceiver and Maintenance/Overhaul Manual KX 170A/KX 006−5053−00
Communications Transceiver 175 Nav/Comm Transceiver, KY 195
King Radio Corp. Communications Transceiver
Transponder King Radio Corp. Installation Manual, KT 76/78 Transponder 006−0067−1
Maintenance/Overhaul Manual, KT 76/78 006−5085−02
Transponder
Sunair Electronics, Inc. Maintenance Manual SSB Communications 99655
3101 S. W. Third Avenue Equipment ASB−125, ASB−60
Fort Lauderdale, Fla. 33315
Spilsbury & Tindall, Ltd. Instruction Manual ”Stringer” Model AC−31 65−018
120 E. Cordova Street Mobile Antenna System
Vancouver 4, B. C. Canada
Hoist Equipment
Hoist Winch Assembly BL−16600 Series 300 Lb Capacity Hoist HB−136
Breeze Corporations, Inc., Operating Instructions − Use and Maintenance
700 Liberty Avenue of Aircraft Hoist Cable
Union, New Jersey 07083
Page 2−76
TR09-001

Publication Title
Maintenance and Test Equipment
Tail Rotor Balancer Operation and Maintenance Manual for Model
Chadwick−Helmuth Co., Inc. 170 Tail Rotor Balancer
111 E. Railroad Avenue
Monrovia, Ca. 91016
Rotor Blade Tracker Chadwick−Hel- Operation and Maintenance Manual for Point
muth Co., Inc. Source Strobex Rotor Blade Tracker Model
135M− ( )
Model 177MÄ6 Balancer and Model Chadwick−Helmuth Operation and Service
135MÄlOB Strobex Blade Tracker Instruction Handbook for Helicopter Main and
Chadwick−Helmuth Co., Inc. Tail Rotor Track and Balance
Landing Gear Equipment
Helicopter Float Assemblies Overhaul Manual With Illustrated Parts List
Garrett−Air Cruiser Company Helicopter Float Assemblies Utility Floats,
P. O. Box 180 21D24368−1/−2 Emergency Floats,
Belmar, New Jersey D24484−5/−6
Page 2−77
TR09-001
Determination of Excessive Wear or Damage

NOTE: Wear tolerances are provided in this manual whenever practical. In addition, excessive wear or damage
can usually be determined by visual inspection as shown in the following table.
QUESTIONABLE WEAR / DAMAGE CONDITIONS * YES / NO /
1 Is the condition dangerous for flight
2 Is the condition on a highly stressed part of the helicopter
3 Could the condition contribute to failure of another part
4 Will the condition continue to worsen at the same rate (or faster)
5 Does the condition affect the quality of performance, function or appearance
*Any check mark ( √ ) in the YES column indicates that the part is worn or damaged excessively and should be
replaced with a new or serviceable unit.
1 WORN 2 SWOLLEN 3 SCORED 4 SCRATCHED 5 GALLED 6 DISTORTED
7 PITTED 8 BACKLASH 9 BENT 10 BOWED 11 ELONGATED 12 COLLAPSED
13 STRIPPED 14 GOUGED 15 RUPTURED 16 DENTED 17 BROKEN 18 SHEARED
19 TWISTED 20 STRETCHED 21 BRINNELLED 22 CRACKED 23 SPALLED 24 GROOVED
30-170
Figure 2−10. Technical Definitions
Page 2−78
TR09-001
Table 2−16. Technical Definitions

Example No.
Technical Terms Definition
(Figure 2−10)
Abrasion − An area of roughened scratches or marks; usually caused by
foreign matter between moving parts or surfaces.
Arced − Visible effects (burn spots, fused metal) of an undesired electrical
discharge between two electrical connections.
Axial play − The back and forth movement of a part along the line (shaft, tube or
bolt) about which it rotates; usually a bearing.
Backlash 8 The lost motion between two mating gear teeth; the amount the first
has to move owing to distance between tooth contact surfaces.
Bent 9 Sharp deviation from original line or plane; usually caused by lateral
force.
Binding − Restricted movement such as tightened or sticking condition
resulting from misalignment or jamming.
Blend − To form or smooth metal or fiberglass so there is no sharp change
or line from one area to another.
Blister − An enclosed raised spot or bulge, usually with a void underneath.
Bowed 10 Curved or gradual deviation from original line of plane; usually
caused by lateral force.
Brinnelled 21 Circular surface indentions on bearing races; usually caused by
repeated shock loading of the bearing: i. e., ball or roller indention.
Broken 17 Separated by force into two or more pieces.
Burning − Surface damage due to excessive heat; usually caused by improper
fit, defective lubrication, overtemperature operation.
Burrs − A sharp projection or rough edge remaining after machining or
rework.
Chafed − Frictional wear damage; usually caused by two rubbing together
with limited motion.
Checked − Surface cracks.
Chipped − A breaking away of the edge, corner or surface of material; usually
caused by heavy impact (not flaking).
Chord − An imaginary straight line joining the leading and trailing edges of
an airfoil: i. e., main and tail rotor blades, stabilize.
Circuit − grounded − Undesired current path to ground (common).
Circuit − open − Incomplete electrical circuit due to separation at or between
electrical connection points.
Circuit − shorted − Undesired current path between leads or circuits that normally are
at a different potential.
Clogging − Blockage of fluid or air passage or line; usually by foreign material.
Collapsed 12 Inward deformation of the original contour of a part; usually due to
high pressure differential.
Concentricity − Perfect roundness about a common center. The appearance of a
part and its readiness to function.
Page 2−79
TR09-001
Table 2−16. Technical Definitions (Cont.)

Example No.
(Figure 2−10)
Condition − The appearance of a part and its readiness to function.
Contamination − The introduction of undesirable elements, usually into a fluid.
Corrosion − Pitting, or a surface breakdown of a material due to chemical or
electro−chemical attack by atmosphere, moisture or other agents.
(Sometimes called rust on steel surfaces.)
Cracked 22 Visible (not requiring special fluorescent or magnetic penetrants)
partial separation of material which may progress to a complete
break.
Crossed − Damage to parts (crossed threads) or parts made inoperative
(crossed wires) from improper assembly.
Crushed − Destruction of a part or structure by a squeezing force. Changes
original shape.
Defect − Imperfection; anything that will not allow a part to function as
intended or that might cause failure.
Deflection − The turning away from original shape or direction by an undesired
force.
Delamination − Separation into layers; usually fiberglass.
Dented 16 A surface indention with rounded bottom usually caused by impact
of a foreign object. Material is displaced, seldom separated.
Depression − See dent.
Deterioration − To grow worse; quality less than new or original.
Dimension − Under blueprint dimension or other dimensions published in an
authoritative publication (not caused by wear).
Discoloration − A color that is not normal to a part; usually caused by heat.
Distorted 6 Extensive deformation of the original shape of apart; usually due to
structural stresses, excessive localized heating or any combination
of these.
Dye−penetrant − A portable method of detecting small cracks in metal too small to be
inspection seen with the naked eye. The questionable area is thoroughly
cleaned and dye is then applied to the area. After penetration time
the excess dye is removed and developer is applied. After a drying
period, a mark will appear in the developer if a crack is present.
Eccentric − Part(s) wherein the intended common center is displaced
significantly.
Elongated 11 A hole (bolt or rivet) that is not round; usually due to loose fastener
or improper drilling.
Erosion − Carry away of material by flow of fluids or gases, accelerated by
heat or grit.
Excessive − Greater than the usual or specified amount; more than normal.
Faulty − See defect.
Ferrous − Metal having a high iron content such as steel.
Page 2−80
TR09-001

Example No.
(Figure 2−10)
Finite life − A definite time limit for part serviceability; established by the
manufacturer and usually in accumulated hours of operation.
Fluctuation − Moving or swinging back−and−forth: often seen as an unstable
instrument indication.
Fluorescent−penetrant − Method of inspecting components used for detecting cracks, flaws,
inspection or defects in nonferrous metal which are too small or in such a
position that they cannot be detected with the naked eye. This
method uses the principle of submerging the component in a
penetrating dye and placing it under ultra−violet light.
Foreign particle − A piece of material not normally found in or around a part or
location.
Fouling − Clogging or choking with a foreign substance; usually found in oil.
Frayed − Worn into shreds by rubbing action.
Freedom of motion − Operating as intended without binding or excessive friction.
Friction − Rubbing together of two parts, resisting motion; usually causes
excessive wear.
Fused − Joining together of two materials; usually caused by heat, friction or
current flow.
Galled 5 A transfer of metal from one surface to another in an advanced
case of fretting corrosion or pitting.
Gap − An opening, break, space or separation.
Gouged 14 Scooping out of material; usually caused by a foreign object.
Grooved 24 Smooth, rounded furrow or furrows of wear; usually wider than
scoring, with rounded corners and smooth on the groove bottom.
Hot−Spot − Subjected to excessive temperature; usually evidenced by change
in color and appearance of part.
Impact − The forceful striking or contact of one thing against another.
Imperfection − See defect.
Inclusion − A particle of foreign matter in the metal; usually associated with
magnetic particle inspection.
Indications − Cracks, inclusions, fractures, etc., not visible without fluorescent or
magnetic penetrant.
Inoperative − Not functioning.
Intermittent − A coming and going at various times, not all the time.
Internal − Inside, within the surface or structure.
Kink − A short tight twist or curl caused by doubling or winding of
something upon itself.
Leakage − Escaping fluid or air; usually caused by a crack, hole or worn seal.
Longitudinal − The length or lengthwise dimension; usually the longest area.
Page 2−81
TR09-001

Example No.
(Figure 2−10)
Magnetic−particle − The method used to detect cracks, flaws or defects in ferrous metal
inspection which are too small or in such a position that they cannot be seen
with the naked eye. Two distinct magnetic fields are established
around a flaw in ferrous metal. By submerging the specimen into a
solution containing iron filings and exposing it to a magnetic field,
the iron filings, attached to the ferrous specimen, form a pattern
about the flaw.
Malfunction − Not operating as intended.
Misalignment − Not in correct relative position.
Mismatched − Improper association of two or more parts.
Mis−positioned − Improper installation of a part resulting in damage to the installed
part or to associated parts.
Moisture − Condensed liquid; usually a small quantity of water.
Nicked − A sharp surface indentation caused by impact of a foreign object.
Material is displaced, seldom separated.
Obstruction − A condition of being clogged or blocked; in the way of something.
Out−of−round penetra- − Diameters of part not constant.
tion
Penetration − The amount that an object has entered a material by overcoming
resistance.
Peripheral − The outer surface or edge of a body.
Pitted 7 Small irregular shaped hollows in the surface; usually caused by
corrosion, chipping or heavy electrical discharge.
Play − Movement of one part in relation to another: free motion. (Limited
play between parts is often required.)
Plugged − Pipe, hoses, tubing, channeling, internal passage, etc., which are
totally or partially blocked.
Preload − The exact clamping force applied to bearing races or mating parts
to eliminate the possibility of play during operation; usually
established in bearings by shimming and measuring rotational drag
torque.
Propagation − To grow, spread out; usually referring to cracks.
Puncture − A hole through material; usually caused by complete penetration of
a foreign object.
Radial play − The perpendicular movement of a part outward (at right angles)
from the line (shaft, tube or bolt) about which it rotates; usually a
bearing.
Radius − The distance from the center of a circle to the outside edge. Often
used to discuss a curve in material.
Page 2−82
TR09-001

Example No.
(Figure 2−10)
Resistance − high − High electrical resistance in an electrical circuit, causing improper
component or circuit operation.
Resistance − low − Low electrical resistance in an electrical circuit, causing improper
component or circuit operation.
Restricted − Blocked or limited; usually refers to limited flow in hoses or tubing.
Rough − Usually applies to operation as opposed to surface finish; i. e., a
condition of bearings where during the spin test the rotation is
rough.
Rubbed −− To move with pressure or friction against another part.
Ruptured − Extensive breaking apart of material; usually caused by high
stresses, differential pressure, locally applied force or any
combination of these.
Rust − See Corrosion.
Scored 3 Deep scratch or scratches made during part operation by sharp
edges of foreign particles.
Scratched 4 Light narrow, shallow mark or marks caused by movement of a
sharp object or particle across a surface.
Security − Correctly installed or fastened so as not to loosen.
Seized − Parts bound together because of expansion or contraction due to
high or low temperature; foreign object jammed in mechanism.
Separation − A space or gap caused by two parts moving away from each other.
Sheared 18 Dividing a body by cutting action; i.e., division of a body so as to
cause its parts to slide relative to each other in a direction parallel to
their plane of contact.
Spalled 23 Sharply roughened area characterized by progressive
chipping−away of surface material (Not to be confused with flaking).
Usual causes are surface cracks, inclusions or any similar surface
injury causing a progressive breaking away of the surface under
load.
Snug − A close fit between two parts.
Spanline − The maximum distance from tip to root, as of main rotor blade.
Springback − The partial return motion of a control handle or lever back from its
end stop after release; usually ensures complete actuation of unit
being controlled. Sometimes called cushion.
Stress − Force running through an object or material, caused externally;
usually tension or shearing.
Stretched 20 Elongation of a part as a result of exposure to operating conditions
(tension type stress) or overtorquing.
Stripped 13 A condition usually associated with threads or insulation. Involves
removal of material (threads) by force.
Swollen 2 A bulge; usually found in hoses and plastic tubing. A puffed−up or
expanded area caused by internal pressure.
Page 2−83
TR09-001

Example No.
(Figure 2−10)
TIR − Total indicator reading. The result of checking (usually with a dial
indicator) for an out−of−round condition; usually of a shaft surface
and/or shaft rotational axis.
Torn − Separation by pulling apart.
Torsional (windup) − A twisting action; usually caused by holding one end of a part while
turning the other.
Torque − Rotational force; usually the amount of measurable force required to
rotate a shaft or bearing.
Transverse − Extended or lying crosswise; usually cracks or scratches across
material.
Twisted 19 A change in original shape of a part by a turning motion. Sometimes
called distorted.
Void − An empty space, opening, cavity or gap in metal or plastics.
Worn 1 Material or part consumed as a result of exposure to operation or
usage.
Page 2−84
TR09-001
CSP-H-2
Section
3
Fuselage
CSP-H-2
TABLE OF CONTENTS
Section 3 Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

1. Fuselage Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
2. Fuselage Sheet Metal Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
A. Stressed Sheet Metal Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
B. Non-Stressed Sheet Metal Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Figure 3-1. Major Sections of Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3. Mast Support Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
A. Mast Support Structure Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
4. Main Rotor Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
A. Main Rotor Mast Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Figure 3-2. Main Rotor Mast and Support Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Figure 3-3. Main Rotor Mast Inspection and Repair Criteria . . . . . . . . . . . . . . . . . . . . . 3-5
B. Main Rotor Mast Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
C. Main Rotor Mast Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
5. Fuselage Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
A. Center Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
B. Sta. 78.50 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
C. Sta. 124.00 Canted Frame and Lower Section Frame . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
D. Pilot's Compartment Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
E. Instrument Panel Support Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
F. Pilot's Seat Support Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
G. Cargo Compartment Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
H. Cargo Floor Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
I. Fuel Tank Support Skins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
J. Fuel Tank Support Skin Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
K. Fuel Tank Support Skin Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
6. Firewalls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
A. Firewall Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
B. Upper Firewall Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Figure 3-4. Major Bulkheads and Structural Members . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8A
C. Upper Firewall Patch Silver Brazing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Figure 3-5. Firewall Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
7. Fuselage Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
A. Fuselage Fitting Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
8. Aft Section Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
A. Aft Section Strut Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
9. Landing Gear Fitting Swivel Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Page 3-i
Revision 19
CSP-H-2

10. Optional Equipment Structural Hard Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
11. Engine Air Inlet Fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
12. Engine Air Inlet (Plenum Chamber) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
A. Plenum Chamber Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
B. Plenum Chamber Hole Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
13. Aft Fuselage Skin Cracks Inspection/Repair (Sta. 146.62) . . . . . . . . . . . . . . . . . . . . . . . . 3-12
14. Underfloor Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
A. Underfloor Compartment Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
15. Firewall and Sta. 124.00 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
A. Insulator Padding and Insulation Tape Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
B. Insulator Padding Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
C. Oil Cooler/Tank Insulation Tape Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
Figure 3-6. Insulation Padding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Figure 3-7. Oil Cooler/Tank Compartment Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
16. Engine Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
A. Engine Access Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
B. Engine Access Door Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
C. Engine Access Door Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Figure 3-8. Engine Access Doors (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
D. Engine Access Door Fit Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
17. Aft Section Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
A. Aft Section Window Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
18. Canopy and Windshield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
A. Canopy Panel Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Figure 3-9. Canopy and Window Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
B. Canopy Panel Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
C. Canopy Frame Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
19. Pilot and Cargo Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20
A. Pilot and Cargo Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
B. Pilot and Cargo Door Auto-Latching Operational Check . . . . . . . . . . . . . . . . . . . . . . . 3-21
C. Pilot and Cargo Door Manual-Latching Operational Check . . . . . . . . . . . . . . . . . . . . 3-21
D. Pilot and Cargo Door Hinge Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
E. Pilot and Cargo Door Window Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-22
Figure 3-10. Pilot's Door, Auto-Latching (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Figure 3-11. Pilot's Door, Manual Latching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Figure 3-12. Cargo Door, Auto-Latching (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Figure 3-13. Cargo Door, Manual Latching (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Page 3-ii
Revision 19
CSP-H-2

F. Geon Strip Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
G. Window Snapvent Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
20. Door Latching Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
A. Door Latching Mechanism Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
B. Pilot and Cargo Door Automatic Latch Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
C. Pilot and Cargo Door Automatic Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Figure 3-14. Latch Engagement for Auto-Latching Door Handle Positions . . . . . . . . 3-33
D. Pilot and Cargo Door Manual Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
E. Pilot and Cargo Door Auto-Latching Handle Replacement . . . . . . . . . . . . . . . . . . . . . 3-35
21. 369H90085 Litter Door Installation Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
22. Pilot and Cargo Door Seal Compression Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
A. Pilot and Cargo Door Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Figure 3-15. Door Seal Installation, Current Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
B. Partially Separated Pilot and Cargo Door Seal Repair . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
C. Pilot and Cargo Door Frame Anti-Chafing Tape Repair . . . . . . . . . . . . . . . . . . . . . . . 3-38
23. Improved Door Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Figure 3-16. Improved Door Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
Page 3-iii
Revision 19
CSP-H-2

Page 3-iv
Revision 19
CSP-H-2
SECTION 3
FUSELAGE
1. Fuselage Assembly are those that form the cylindrically tapered
boom assembly.
(1). Forward Section
(1). Negligible Damage
The fuselage forward section includes
upper-, center-, and lower-canopy No damage can be considered negligi
windshield assemblies, door frames, ble. All repairable damage shall be
and a canopy panel containing an air repaired upon detection. Cracks, tears
intake duct and provisions for a or punctures in stressed sheet metal
landing/hovering light. panels that do not exceed 0.20 inch
(5.08 mm) diameter and can be re
(2). Lower Section moved by drilling out with a 1/4 inch
The fuselage lower section includes the (6.35 mm) or smaller diameter drill do
pilot's compartment floor, cargo not require structural doublers.
compartment floor, underfloor stowage (2). Repair or Replacement
compartment and battery area, floor
and seat support bulkheads and seat Cracks, tears or punctures in stressed
support bulkheads and associated sheet metal panels exceeding 0.20 inch
structure, the center beam assembly, (5.08 mm) diameter are to be repaired.
landing gear fittings, and the fuel tank
support structure. B. Non−Stressed Sheet Metal Panels
(3). Aft Section Non‐stressed sheet metal members consist

primarily of hinged covers and doors except
The fuselage aft section includes the the fuel cell access and controls access doors
main rotor mast support structure, which are stressed (Ref. Stressed Sheet Metal
cargo door frames, engine compart Panels).
ment, engine air inlet (plenum cham
ber) installation, engine inlet aft (1). Negligible Damage
fairing, firewall installation, and the
Small dents, scratches, nicks, and light
boom fairing.
corrosion deposits are considered
2. Fuselage Sheet Metal Repair negligible damage. Cracks that do not
exceed 0.250 inch (6.35 mm) in length,
Perform repair of the structure according to are less than one‐fourth the width of
applicable instructions in CSP-H-6. Refer to the damaged component, and are
the following paragraphs for classification and removed at least one-inch from the end
definition of the types of negligible damage, of the damaged component or an
and for guidelines defining the extent of attachment point, may also be con—
damage requiring repair or replacement. sidered negligible damage.
A. Stressed Sheet Metal Panels (2). Repair or Replacement
Stressed sheet metal panels consist primarily Repair or replacement of non‐stressed
of the helicopter fuselage skins and bulkhead panels shall be at the discretion of the
webs. The most highly stressed skin sections owner. Refer to CSP-H-6.
Page 3−1
Revision 14
CSP-H-2
FORWARD FUSELAGE
LOWER FUSELAGE
AFT FUSELAGE
30-027
Figure 3−1. Major Sections of Fuselage
Page 3−2
Revision 14
CSP-H-2
3. Mast Support Structure (a). Inspect the side channels and

forward and aft webs of the controls
tunnel, from the mast support fitting
(Ref. Figure 3-2) The mast support structure
down to the top of the pilot's seat-
consists of two mast support fittings, stiffener
back (canted bulkhead waterline
angles, a panel riveted to the upper‐rear
45.36).
surface of the mast support fittings, a pan, a
doubler riveted to the lower forward surfaces (b). Inspect visible areas of mast support
of the mast support fittings, and two channels. fitting, mast base and mast tube,
Two bolt holes in each mast support fitting with particular attention to base
provide the four attach points for mounting attachment areas and shaded areas.
the main rotor mast support base. Three
additional holes through the forward end of (c). Inspect both side of channels on aft
the left-hand mast support fitting provide canted bulkhead from mast support
attach points for mounting the tail rotor fitting down to waterline 34.00 with
control rod bellcrank support bracket. The particular attention to points of
forward end of the mast support fittings are attachment.
riveted to the upper ends of two channels on (d). Clean and inspect any suspected
the rear surface of Sta. 78.50 canted bulkhead. area; use dye-penetrant to determine
The aft ends of the mast support fittings are if a crack does exist. If a crack is
riveted to the upper ends of two channels on found, part must be replaced.
the forward surface of Sta. 124.00 canted
bulkhead. (5). Inspect mast support structure for
corrosion, loose bolts and rivets and
general condition of finish.
A. Mast Support Structure Inspection
(6). Check that the two 1/4 inch (6.35 mm)
Any time work is being per drain holes located in the pan are not
CAUTION formed near the engine air inlet, plugged.
use care to prevent entry of foreign objects. (7). Reinstall controls tunnel cover.
Tape covers of cardboard or other suitable
material in place over the engine inlet (8). Reinstall left and right forward sections
screen and oil cooler air inlets. Do not re of air inlet fairing.
move covers until work is completed and de
(9). Reinstall main transmission access
bris is thoroughly cleaned out of the area.
cover and main gearbox access cover.
After removing covers, verify that the area
around base of mast, air inlet, and entire 4. Main Rotor Mast
plenum chamber are free of foreign materi
al. (Ref. Figure 3-3) The main rotor mast consists
of a steel tube and a forged base assembly. The
mast encloses the main rotor drive shaft and
(1). Remove left and right forward sections supports the main rotor hub assembly.
of air inlet forward fairing.
A. Main Rotor Mast Removal
(2). Remove main transmission cover and Main rotor mast is highly
main gearbox access cover. CAUTION stressed. Do not allow tools to
strike mast or mast to strike any object. Any
(3). Detach controls tunnel cover from impact damage may require replacement of
structure. Slide cover up on control rods mast.
and secure it out of the way. and slide (1). Remove main rotor hub.
out of way.
(2). Remove main rotor controls.
(4). Using a bright light and a 5-power (3). Remove main transmission. Transmis
magnifying glass, carefully inspect the sion removal is required for access to
following areas for evidence of cracks. the mounting studs.
Page 3−3
Revision 14
CSP-H-2
NOTES:
1. THIS STUD REQUIRES ELECTRICAL BOND TO
STRUCTURE PAN THIS SURFACE.
2. SEAL MAIN ROTOR MAST TO STRUCTURE
HUB SLEEVE BEARING PAN (INSIDE MAST TUBE AT BASE) WITH
SURFACE SILICONE RUBBER (17, TABLE 2-4).
MAIN ROTOR MAST
NUT (LEFT-HAND THREADS)
TAPE PLATE SPACER
MAST BASE
RIVETS
MAST SUPPORT
STRUCTURE PAN
NOTE 2
DRAIN
HOLES
MAST SUPPORT
FITTING
NUT
700-820 IN. LB
(81.35-92.65 NM)
MAIN TRANSMISSION MOUNTING STUD
160-190 IN. LB (18.08-21.47 NM)
AFT BULKHEAD
NOTE 1
CHANNEL
TUNNEL BEAM WEB
TUNNEL BEAM (SIDE) CHANNEL

WATERLINE 45.36
WATERLINE 34.00
30-017E
Figure 3−2. Main Rotor Mast and Support Structure
Page 3−4
Revision 14
CSP-H-2
MAXIMUM
REPAIRABLE
AREA REMOVAL OF REPAIR
DAMAGE
MATERIAL (DEPTH) PROCEDURE
POLISH AREA SMOOTH WITH

CORROSION 0.010 IN. ABRASIVE CLOTH (20 AND 23, TABLE
A AND 2-4) IF CADMIUM PLATING HAS BEEN
(0.254 MM)
SCRATCHES PENETRATED. TREAT REWORKED
A AREA WITH PRIMER (4).
THICKNESS OF POLISH AREA SMOOTH WITH

0.063 IN. CHIPPING NICKEL
(1.6002 MM) B ABRASIVE CLOTH (20 AND 23, TABLE
OF NICKEL PLATING 0.0035 2-4). THREAT REWORKED AREA
PLATING IN. (0.0889 MM) WITH PRIMER (4).
B MAXIMUM
LONGITUDINAL
SCRATCHES THAT
C
DO NOT
PENETRATE MUST NOT
THROUGH THE PERNETRATE POLISH AREA WITH ABRASIVE CLOTH
C NICKEL PLATE. NICKEL PLATING (20 AND 23, TABLE 2-4) TO REMOVE
D SCRATCHES MUST 0.0035 IN. BURRS AND SHARP EDGES ONLY.
E BE A MINIMUM OF (0.0889 MM)
0.25 IN. (6.35 MM) MAXIMUM
APART. RADIAL
SCRATCHES ARE
NOT PERMITTED.
CORROSION POLISH AREA SMOOTH WITH ABRASIVE

F D 0.020IN.
AND CLOTH (20 AND 23, TABLE 2-4)
(0.508 MM)
SCRATCHES
POLISH AREA SMOOTH WITH
CORROSION ABRASIVE CLOTH (20 AND 23, TABLE
E AND 0.010 IN. 2-4). TREAT REWORKED AREA WITH
SCRATCHES (0.254 MM) PRIMER (7) AND A TOP COAT OF
LACQUER (6).
AREA REMOVE DAMAGED OR
ENCLOSED DETERIORATED TAPE. POLISH
CORROSION AND CORROSION SPOTS WITH ABRASIVE
BY REPLACEMENT OF 0.010 IN.
F CLOTH (20 AND 23, TABLE 2-4). TREAT
MAST BASE TAPE (0.254 MM)
REWORKED AREA WITH PRIMER (7)
AND A TOP COAT OF LACQUER (6).
MAST TUBE TO BE PERPENDICULAR TO REPLACE TAPE (32).
MAST BASE WITHIN 0.010 IN. (0.254 MM)
IN 10 INCHES (25.4 CM) NOTE: FOR MAGNETIC PARTICLE INSPECTION, REMOVE
PAINT FROM APPLICABLE SURFACES.
30-160B
Figure 3−3. Main Rotor Mast Inspection and Repair Criteria
Page 3−5
Revision 14
CSP-H-2
(4). Remove four studs, washers and nuts C. Main Rotor Mast Inspection and Repair
(Ref. Figure 3-3). Nuts securing studs
have left-hand threads. Inspect all areas of main rotor mast for cracks,
nicks, scratches and evidence of impact
(5). Remove shaft support hold-down nuts, damage. Refer to Figure 3-3 for inspection and
washers and bolts. repair criteria. Inspect bearing surfaces for
scoring and galling. Inspect threads and
(6). Lift main rotor mast from helicopter. serrations for damage. Inspect four rivets that
secure base to mast tube for security. Check
B. Main Rotor Mast Installation that tape on forward edge of mast tube is
secure and undamaged.
(1). Apply silicone sealant (17, Table 2-4)
on bottom surface of mast tube and NOTE: To inhibit corrosion of mast when oper
base at drive shaft opening to seal base ating in salt water environment, check tape
to mast support structure at installa at frequent intervals. Also, apply thin
tion. Sealing will contain any oil grease film (18, Table 2-4) to bearing jour
leakage coming from top of transmis nals.
sion. (1). Inspect all areas of main rotor mast for
cracks, nicks, scratches and evidence of
(2). Position main rotor mast so that holes impact damage.
in base align with holes in mast
support structure. (2). Inspect bearing surfaces for scoring and
galling.
(3). Install four holddown bolts, eight
washers and four nuts; torque nuts to (3). Inspect threads for damage.
700 - 820 inch-pounds (79.09 - 92.65 (4). Inspect rivets that secure base to mast
Nm). tube for security.
(4). Check underside of mast support (5). Check that tape (Ref. Figure 3-2) on
structure at left aft stud hole location. forward edge of mast tube is secure and
Stud-to-pan doubler surface must be undamaged; replace if defective.
clean to bare metal for electrical (a). Peel defective tape from mast.
bonding (Ref. Figure 3-2). Install main
transmission mounting four studs, (b). As required, polish area to remove
plate spacers and nuts. Torque studs to burrs and sharp areas with abrasive
160 - 190 inch-pounds (18.08 - 21.47 cloth (20, Table 2-4) or crocus cloth
Nm). (23).
(5). Using 0.001-0.0015 inch (c). Clean mast thoroughly with cleaner
(0.0254-0.0381 mm) feeler gage, check (183) and allow to dry.
for gap between self-locking nuts and (d). Apply primer (4) and paint (6) to
plate spacers. No gap is allowed. affected area.
(6). If gap is observed, remove nut and (e). Apply pressure sensitive tape (123) to
replace with new self-locking nut. mast.
Torque studs into replacement nuts to
NOTE: To inhibit corrosion of mast when oper
160 - 190 inch-pounds (18.08 - 21.47
ating in salt water environment, check tape
Nm) and repeat step (5). above.
at frequent intervals. Also, apply thin
Continue until each nut is flush against
grease film (18, Table 2-4) to bearing jour
its spacer. Seal bare bond area with
nals.
clear lacquer (47).
(6). Inspect internal bore for paint chipping,
(7). Install main transmission. orange peeling or flaking, none allowed.
(8). Install main rotor controls. NOTE: Chipping, orange peeling or flaking
paint will normally be at the base of the
(9). Install main rotor hub. static mast tube.
Page 3−6
Revision 19
CSP-H-2
(7). Re-apply finish to mast internal bore the helicopter. Three cutouts, at cargo floor
as follows: level, provide access to the landing gear
dampers, other underseat components and the
(a). Remove main rotor hub (Ref. Sec. four flight control push rods that are routed
62-20-00 or 62-20-60, Main Rotor upward through the canted tunnel.
Hub Replacement).
C. Sta. 124.00 Canted Frame and Lower
(b). Remove main transmission (Ref. Sec. Section Frame
63-20-00 or 63-20-25, Main Trans
mission Replacement). The Sta. 124.00 upper and lower section
frames are primary structural members of the
(c). Remove static mast (Ref. Main Rotor helicopter. The upper canted frame is formed
Static Mast Replacement). of channel and sheet aluminum. Passenger
(d). Thoroughly clean interior tube with seat, shoulder harness and engine mount
Solvent (1). support fittings are bolted to the chanted
frame. The lower section frame is formed of
(e). Inspect for any corrosion, none titanium sheet and aluminum channel
allowed. members.
(f). Remove paint from bad areas and D. Pilot’s Compartment Floor
lightly feather paint edge with crocus
cloth (23), remove any residue from The pilot's compartment floor is a structure of
feathering. aluminum alloy formed channels, intercostals,
clips, gussets and skin. The pilot's seat support
(g). Apply primer (131) to repair areas. structure attaches to the aft end of the floor.
Tail rotor control support fittings are at the
(h). Allow to cure per manufacturer's forward end of the floor and there are openings
instructions. on each side for access to the underfloor
(i). Reinstall static mast. compartments.
(j). Reinstall main transmission. E. Instrument Panel Support Structure
(k). Reinstall main rotor hub. The instrument panel support assembly is
aluminum alloy sheeting, stiffeners, webs and
5. Fuselage Structure channels riveted together to form a pedestal
assembly.
A. Center Beam
F. Pilot’s Seat Support Structure
(Ref. Figure 3-4) The lower section center
beam is a primary structural member of the The pilot's seat support structure is formed of
helicopter. The beam is a riveted and bolted aluminum alloy ribs and sheet. The seat
assembly of aluminum alloy webbing, stiffen structure incorporates forged or cast and
ers and doublers. Landing gear fittings of machined aluminum alloy and/or magnesium
machined aluminum forgings are mounted at fittings for seat belt attachment, landing gear
the forward and aft ends of the center beam. damper attachment, and flight and engine
Each fitting contains four swivel bearings for control components. Refer to Section 2 for
attachment of the landing gear braces and corrosion control and identification of magne
struts. The forward fittings have two addition sium and aluminum alloy.
al bearing attachment points for the longitudi
nal and lateral cyclic trim actuators. G. Cargo Compartment Floor
B. Sta. 78.50 Canted Frame The cargo compartment provides a multi-use

area for accommodation of cargo and/or
The Sta. 78.50 canted frame establishes the passengers. If floor is bent or punctured,
forward portion of the cross-sectional form of remove appropriate fuel cell access cover and
the helicopter. The canted frame, constructed inspect fuel cell. If water accumulation is
of formed sheet metal webs, stiffeners and noted, refer to CSP-H-6 for drain hole
doublers, is a primary structural member of addition instructions.
Page 3−7
Revision 19
CSP-H-2
H. Cargo Floor Fittings upper firewall is thin, 0.0015 inch (0.0381 mm)
thick sheet, rigidized CRES sheet, covered
The cargo floor incorporates 8 cargo tiedowns, with a double thickness of nonflammable
4 seat belt attachment fittings and on the ceramic fiber blanket. Flanges at the forward
underside of the floor, 12 tiedown eyelets that and lower edges of the upper firewall are
support the fuel cell and lacing. covered with heat‐resistant tape. Pronged
I. Fuel Tank Support Skins fasteners attach the upper firewall to three
vertical fuselage rings and to a horizontal rib.
The fuel tank support skins located under the The semicircular forward firewall is an
cargo compartment floor are made of fiberglass assembly of CRES sheets that contain circular
sheets riveted to the tank support ribs. cutouts for passage of the engine drive shaft
and engine oil cooler lines, and a reinforced
J. Fuel Tank Support Skin Inspection rectangular opening for the engine oil cooler.
When the cells are removed, check security of The forward firewall is riveted to the fuselage
fiberglass skin attachment to support angles structure.
and brackets, and inspect the anti-abrasion
A. Firewall Inspection
tape for security of adhesion over rivet heads,
all sharp edges and lap joints. Inspect the aft upper firewall for security,
K. Fuel Tank Support Skin Repair punctures, and corrosion. Inspect the forward
firewall for punctures, corrosion, and for a
(1). Cover exposed rivet heads with 10-mil complete seal around the openings for the
by one inch (2.54 cm) tape (16, overrunning clutch, engine compressor air
Table 2-4) to prevent chafing fuel cell inlet, and the oil cooler. No un-repaired
fabric. damage is permissible. Refer to CSP-H-6 for
forward firewall repair.
(2). Perform repair of the fuel tank support
skins according to applicable instruc B. Upper Firewall Replacement
tion in CSP-H-6.
Be careful when working on or
6. Firewalls CAUTION around the firewall shell. It is
extremely light gage, 0.0015 inch (0.0381
(Ref. Figure 3-5) The shell like aft section mm) thick sheet.
upper firewall surrounds the upper portion of
the engine combustion chamber and exhaust (1). Remove tailpipes.
pipe assembly and is designed to contain
engine heat as well as any fire that might (2). Remove tape covering fasteners and
develop within the engine compartment. The firewall edges.
Page 3−8
Revision 19
CSP-H-2
30-018C
Revision 18
Page 3−8A
BOOM FAIRING RING
TAIL ROTOR SHAFT FAIRING
AFT SECTION STRUT
STA 197.78 BOOM
Figure 3−4. Major Bulkheads and Structural Members

FAIRING CANTED
STA 78.50 UPPER FRAME FITTING
CANTED FRAME
WATERLINE
34.96 RIB
AFT SECTION
UPPER FIREWALL
STA 137.50 UPPER AFT

SECTION RING
CANOPY LOWER
FRAME
FWD FIREWALL
STA 124.00 UPPER
SECTION FRAME
AFT LANDING
GEAR FITTING
STA 124.00 LOWER
SECTION FRAME
CARGO DOOR FRAME
CENTER BEAM ASSY
TANK SUPPORT RIBS
STA 78.50 LOWER CANTED FRAME
FWD LANDING GEAR FITTING
CSP-H-2
Page 3−8B
Revision 18
CSP-H-2
(3). Detach the compressor cooling air duct ness range of 0.0015-0.0018 inch
support bracket. Remove firewall shell (0.0381-0.04572 mm).
by pulling out the button head fasten
ers attaching it to surrounding fuse (7). Contour the patch to match the contour
lage. of the firewall shell repair area.
(4). Replace damaged or corroded fasteners. (8). Use a stiff bristle brush with the
cleaning solution prepared in step (5).
(5). Replace aft firewall shell if damaged to clean the inner and outer surfaces of
beyond practical repair. Trim replace the stainless steel patch and firewall.
ment shell to fit installation. Allow
sufficient trim excess for folding back
(9). Rinse the patch and firewall shell
the edge to provide double thickness at
thoroughly with clean water and allow
the attach points.
to air dry.
(6). Pierce fastener holes in new firewall
shell to align holes in surrounding (10). Coat the surfaces to be joined with a
fuselage rings and waterline 34.96 rib. thin even coating of silver alloy brazing
flux (66).
(7). Place firewall shell in position and
secure in place by pressing fasteners (11). Use a clamp or other suitable device to
into holes. Attach the compressor hold the patch in place during the
cooling air duct support bracket to hoist brazing operation.
fitting.
(12). Braze the patch in place with Class 8
(8). Using solvent (1, Table 2-4) clean the silver brazing alloy (67) using a
forward flanges, lower flanges, and suitable torch to heat the patch area to
surface where tape routing will cover a temperature moderately above the
the fasteners; then apply tape (62). flow point, 1295°F, (707°C) of the
brazing alloy.
(9). Install tailpipes.
Use extreme care not to over
C. Upper Firewall Patch Silver Brazing CAUTION heat and burn through the fire
wall shell.
(1). Remove the aft section upper firewall.
(13). Allow joint to cool for at least 60
(2). Remove tape and ceramic fiber blan seconds before removing clamping
kets from the firewall shell. device.
(3). Clean the firewall with a stiff bristle (14). Remove flux by immersing repaired
brush moistened with solvent (1, area in water at 160-212°F (71-100°C)
Table 2-4) and wipe dry with a clean, for 40 minutes.
dry cloth.
(15). Follow by a thorough rinse in clear,
(4). Smooth out the rigidized pattern in the
running water and air‐dry, or wipe dry
area on which the patch will be brazed.
with a clean, dry cloth.
(5). Prepare a cleaning solution as follows:
1 - 30 percent hydrofluoric acid (64) (16). Install ceramic blanket on outer surface
and 18 - 30 percent nitric acid (65) by of firewall shell.
volume at 75 - 140°F (24 - 60°C)
maximum temperature. (17). Install aft section upper firewall shell.
(6). Cut a suitable repair patch from Type (18). Install tape (62) on flanges of firewall
321 stainless steel sheet in the thick shell.
Page 3−9
Revision 14
CSP-H-2
EARLY CONFIGURATION ENGINE AIR INLET INSTL.

(PLENUM CHAMBER)
CANTED STA. 124.00

CHANNEL

REMOVABLE PANEL
CANTED STA. 124.00 CHANNEL
ENGINE AIR INLET INSTL.

(PLENUM CHAMBER)
AFT SECTION UPPER
FIREWALL (NOTE)
FWD ENGINE AIR INLET PANEL
ENGINE AIR INLET SIDE PAN

DRAIN FITTINGS
ENGINE AIR AFT SECTION FWD FIREWALL

INLET DAM
NOTE:
AFT SECTION UPPER FIREWALL IS A REMOVABLE ASSEMBLY.
WITHDRAW BOTTONHEAD FASTENERS FROM INSIDE SURFACE
OF FIREWALL SHELL TO REMOVE.
30-025B
Figure 3−5. Firewall Installation
Page 3−10
Revision 14
CSP-H-2
7. Fuselage Fittings 9. Landing Gear Fitting Swivel Bearing

Replacement
The mast support structure fittings and the
fuselage boom fairing frame fitting are critical Replace landing gear swivel bearings accord
fatigue‐loaded parts. Any damage in excess of ing to applicable instructions in CSP-H-6.
negligible limits requires replacement of the
10. Optional Equipment Structural Hard
damaged part. Any crack, regardless of length,
Points
requires replacement of the part. Refer to
CSP-H-6 for location and identification of Structural hard points for attachment of
fuselage fitting optional equipment are installed on certain
helicopters. The associated structure is
A. Fuselage Fitting Repair strengthened for installation of options such as
a hoist, cargo hook or litter. On early configu
Repair of cast and forged fittings should be ration helicopters, hard points may not be
performed only when replacement components provided. However, equivalent mounting
are not immediately available. Replacement of brackets and other provisions are available by
bushings, bearings or inserts that become part modification of the helicopter or by installation
of the fitting assembly are considered insertion of alternate equipment. If external provisions
repairs. Insertion repairs are described in for the optional hoist installation are not in
CSP-H-6. use, the mounting holes are filled with nylon
screws. The holes are located near and above
(1). Negligible Damage the cargo door opening in the fuselage and
must be filled with the screws to prevent entry
Longitudinal scratches, nicks or dents of moisture when the hoist is not installed.
shall not exceed 0.010 inch (0.254 mm) Current configuration hard points are located
depth or 15 percent of the length of the as follows.
fitting. Transverse scratches, nicks or (1). Three hoist attachment points are
dents shall not exceed 0.010 inch (0.254 located on the exterior fuselage above
mm) depth or 10 percent of the thick both cargo doors.
ness of the fitting. The preceding
damage limits apply after polishing,or (2). Eight litter bracket attachment points
repair is accomplished. are located on the passenger/cargo
compartment side of the Sta. 78.50
(2). Replacement bulkhead.
(3). A cargo hook attachment fitting is
Replace fittings according to applicable riveted to the helicopter lower center
instructions CSP-H-6. beam structure for attachment of an
external cargo hook.
8. Aft Section Strut
11. Engine Air Inlet Fairing
(Ref. Figure 3-4) The aft section strut is The engine air inlet fairing on top of the
approximately 28 inches (71 cm) long, is fuselage structure directs ambient outside air
diagonally attached by lock-bolts to the aft to the engine air inlet, oil cooler blower, and
end of the left mast support structure fitting at main transmission. The fairing installation
the canted firewall, and to a longeron and consists of a forward fairing section and an aft
angle in the upper right corner of the boom fairing section. The removable right and left
fairing ring. halves of the forward fairing encircle the mast
support structure above the cargo compart
A. Aft Section Strut Repair ment. The aft fairing is riveted to the fuselage
structure and directs airflow down into the
Repair of the strut is limited to smoothing out plenum chamber of the engine air inlet. A
minor dents, scratches or nicks. Replace the uhf/vhf antenna, consisting of a triangular‐
strut if it is badly damaged, according to shaped aluminum sheet and and antenna
applicable instructions in CSP-H-6. cable connection bracket, is bonded to the aft
Page 3−11
Revision 14
CSP-H-2
vertical face and is part of the aft fairing. B. Plenum Chamber Hole Sealing
Refer to Section 2 for maintenance information
All tape must be applied to out
on the forward fairing section. CAUTION side of inlet surfaces, so that
any subsequently loosened tape cannot en
12. Engine Air Inlet (Plenum Chamber) ter plenum chamber. The engine can be
badly damaged by entry of foreign materi
The engine air inlet plenum chamber is just als.
below the engine air inlet aft fairing. The basic
air chamber is formed by a forward panel, two (1). Using 10‐mil by l inch (2.54 cm)
side panels, and a pan that extends between pressure‐sensitive tape (32, Table 2-4),
the lower edges of the side panels. The pan tape all small holes 0.130 inch (3.302
contains an opening for entry of the engine mm) diameter or larger.
compressor bell mouth into the air chamber. (2). Using sealant (60), seal all holes less
The boom fairing ring at Sta. 137.50 forms the than 0.130 inch (3.302 mm) diameter.
rear wall of the plenum chamber. A diagonal
strut passes through a cutout in the upper left (3). Rebond loose rubber seals with adhe
side of the forward panel (Ref. Figure 3-4). sive (69) according to container instruc
The strut braces the structure opening from in tions.
back of the left mast support fitting to the
boom fairing ring. The tail rotor drive shaft 13. Aft Fuselage Skin Cracks
fairing passes through the chamber. Five angle Inspection/Repair (Sta. 146.62)
clips, each with a nutplate, provide attach
(1). Remove tail rotor control bellcrank
points for the engine air shield screen.
access door from left side of fuselage
boom fairing.
A. Plenum Chamber Inspection
(2). Use light source and mirror and
visually inspect fuselage skin adjacent
(1). Open two access doors on right side of
to doublers for evidence of cracks. If no
engine air inlet fairing and open the
cracking is found, replace boom fairing
engine compartment access doors.
access door.
(2). Inspect all panels for evidence of (3). Commence repair procedure when
corrosion, for rivet security and for cracking is found by removing engine
punctures. from helicopter.
(4). Remove tail rotor control bellcrank
(3). Inspect the engine air shield mounting access door from left side of fuselage
clips for secure attachment. boom fairing when not previously
removed.
(4). Inspect the aft section strut for rivet (5). Gain access through boom fairing
corrosion and for edge clearance where access door and use angled drill motor
it passes through the cutout in the and appropriate bit to drill out man
forward panel. ufactured head of four rivets each
which secure 369A3000‐67 and ‐68
(5). On belt‐driven blower installation, doublers.
check that removable forward panels
(6). Drill out four rivets each to left and
are secure. Inspect rubber seals for
right of helicopter centerline securing
security and partial compression.
aircraft skin to Sta. 146.62 ringer
former flange.
(6). Inspect the tail rotor drive shaft tube
fairing for dents, buckled or wrinkled (7). Stop‐drill all cracks.
areas and signs of corrosion. (8). Slide 88‐369H3000‐3 doubler between
Sta. 146.62 ring former flange and
(7). Close the engine compartment access fuselage skin (equally distant) on either
doors and two air inlet access doors. side of center line.
Page 3−12
Revision 14
CSP-H-2
(9). Align doublers with existing rivet located directly below the forward air scoop at
pattern. WL 32.00.
(10). Drill doubler to match existing rivet A. Insulator Padding and Insulation Tape
pattern; deburr holes and remove chips Inspection
as required.
(Ref. Figure 3-6 and Figure 3-7)
(11). Secure doublers, former, and skin using
wet primer (4, Table 2-4), rivet gun, (1). Check that the drain hole is free and
and rivets. Install rivets from inside clear of obstruction.
engine compartment. (2). Inspect insulator padding and insula
(12). Remove all debris from work area, tion tape for security.
inspect installation for discrepancies, (3). Inspect oil cooler/tank area for possible
and touch up as required with primer. air gaps and insufficient sealing.
(13). Reinstall removed components in B. Insulator Padding Replacement
reverse order of removal; inspect
installations for discrepancies. (1). Remove individual insulator pads by
pulling away from the structure.
14. Underfloor Compartments
(2). Clean insulator attachment surface
Underfloor compartments are those areas with naphtha (59, Table 2-4). Surface
below fuselage floor level, on both sides of the must be completely free of oil, grease
center beam and forward of seat structure. and grit to assure bond.
The left forward area contains electrical
equipment and the battery. The right forward NOTE: Insulator pads are installed with the
area is for utility storage and is lined by an silver reflective material outside and the
area contour-matching thermoplastic contain cushion (red) side against the structure.
er. The utility compartment is rated for 50 (3). Apply a thin film of adhesive (102) over
pounds (23 kg) maximum weight. the entire contact surface of either the
A. Underfloor Compartment Inspection structure or the insulator pad.
Inspect electrical harnesses and wiring for (4). Press the surfaces to be bonded togeth
er and work gently from the center
frayed insulation and grounding terminals for
outward in all directions.
corrosion.
(5). Allow the bond to cure approximately
15. Firewall and Sta. 124.00 Insulation 24 hours.
(Ref. Figure 3-5) The engine compartment C. Oil Cooler/Tank Insulation Tape
forward firewall is insulated on current Replacement
configuration helicopters and helicopters so
modified to provide heat reduction in the (Ref. Figure 3-7) On helicopters with a vented
passenger/cargo compartment. Insulator pads oil cooler/tank compartment, remove any loose
covered with heat reflective material are tape and seal all gaps between the mast base
bonded to the helicopter structure inside the support frame and right side of the plenum
engine compartment on the forward firewall chamber, and between access covers and
and plenum chamber, on the rear passenger/ supporting structure.
cargo compartment firewall and inside the oil
cooler/tank access cover. In addition, the oil (1). Tape must overlay metal surfaces by a
cooler/tank area at the Sta. 124.00 bulkhead is minimum of 1 inch (2.54 cm).
sealed with aluminum foil tape between the (2). Overlay tape on tape a minimum of 1/4
right mast base support frame and the right inch (6.35 mm).
side of the plenum chamber. An external air
vent and scoop, located on the right side of the (3). Tape around junction of frame and
fuselage, provides airflow through the sealed‐ firewall must extend a minimum of 1
oil cooler/tank area. A small drain hole is inch (2.54 cm) on both surfaces.
Page 3−13
Revision 14
CSP-H-2
-191
TYPICAL CUSHION (RED SIDE)
(NOTE 7)
NOTE 6
INSULATOR
NOTE 4 PAD
-171
0.25 IN. (6.35 MM) OVERLAP

DRIVE SHAFT PORT AS SHOWN
TRIM AS
-71 -72 SHOWN
-11
-21 -21
-51 -51
-211
-81 -82
-31
-91 -61 -41 -62 -92

TAPE
(NOTE 5)
AFT LANDING GEAR CENTER BEAM

NOTE 2
PIERCE FOR
SCREWS (TYP) -221
FIREWALL (ENGINE SIDE)

(NOTE 1)
0.25 IN. (6.35 MM)
OVERLAP AS SHOWN OVERLAP
ACCESS COVER 0.38 IN.
INSULATION INSTALLATION (9.652 MM)
(TYP BACK SIDE)
369H2008
NOTES:
1. BOND INSULATOR PADS TO STRUCTURE
WITH ADHESIVE (101, TABLE 2-4). -181
2. TAPE EDGES OF THE INSULATOR TO THE
LANDING GEAR CENTER BEAM FITTING
WITH TAPE (61, TABLE 2-4).
3. APPLY TO PASSENGER/CARGO SIDE OF
PLENUM CHAMBER. NOTE 3
-161
4. APPLY TO INSIDE (ENGINE COMPT) OF
PLENUM CHAMBER.
5. APPLY TAPE (67, TABLE 2-4) TO AFT SIDE
OF ALL THREE ACCESS COVERS. APPLY -131
TWO LAYERS TO RIGHT COVER ONLY. -141 -161 -151
6. DISH-IN INSULATOR FOR DRIVE SHAFT -111
FLANGE RECESS.
7. INSULATOR PADS ARE INSTALLED WITH
SILVER REFLECTIVE MATERIAL OUTWARDS
FIREWALL AND PLENUM CHAMBER
AND CUSHION (RED) SIDE AGAINST
(PASSENGER/CARGO SIDE)
STRUCTURE.
(NOTE 1) 30-161
Figure 3−6. Insulation Padding
Page 3−14
Revision 14
CSP-H-2
CLOSE OFF OIL COOLER/TANK AREA FOR

MINIMUM AIR FLOW OUT OF AREA
OIL COOLER DUCT
ALUMINUM FOIL TAPE
PLENUM CHAMBER
ACCESS COVER CHANNEL
MAST BASE OIL COOLER DUCT MAST BASE

SUPPORT FRAME SUPPORT FRAME
ALUMINUM FOIL TAPE (61, TABLE 2-4), CLOSE GAPS

BETWEEN OIL TANK/COOLER COMPARTMENT AND
CENTER SECTION ON RIGHT SIDE OF SHIP ONLY.
PLENUM CHAMBER
CL OF DRIVE SHAFT 30-163A
Figure 3−7. Oil Cooler/Tank Compartment Sealing
Page 3−15
Revision 14
CSP-H-2
(4). Tape upper corner at oil cooler duct (59, Table 2-4). Allow to air‐dry a
hose to obtain a minimum flow of air minimum of 30 minutes. Install a 0.50
through corners. x 40 inch (1.27 x 101.6 cm) strip of
polyurethane tape (42) to the clean dry
(5). Seal all holes with aluminum foil tape surface. Apply hand pressure to ensure
(62, Table 2-4). firm contact and trim as required.
(6). Apply strips of nitrite tape (68) to the (2). Replace adjustable door hinges as
attaching surfaces of the three access follows:
covers and trim the tape as shown in
Figure 3-6. Apply a double layer of (a). Remove door from fuselage structure.
tape to the right access cover. Pierce
the tape at all attachment screw holes. (b). Remove nut, washer and hinge pivot
screw.
16. Engine Access Doors
(c). Carefully press out the hinge pivot
Current type doors have upper and lower door point spacer and separate the hinge
hinges that allow door fit adjustment. Fore halves. Retain the two nylon spacers.
and aft adjustment of the doors is made
Rivets must be carefully drilled
possible by slotted holes in the hinges and CAUTION out. Removal by the standard
serrated mating surfaces between the hinges
and doors. Lateral adjustment is obtainable by method of drilling and drift punching could
installing laminated shims under the door result in damage to the internal structure
hinges. Door alignment during closing is and surrounding material.
provided by V-type striker blocks (with or
without shims) or spring‐type retainers riveted (d). Drill out rivets that secure the
to the door frames next to the lower latch, and defective hinge half to the fuselage
two locating pins that engage holes in the structure.
lower fuselage structure. (e). Transfer existing hole pattern in
A. Engine Access Door Removal fuselage structure to replacement
fuselage hinge half and drill out
(Ref. Section 2) holes. Install hinge and shim on
fuselage structure and secure with
B. Engine Access Door Inspection replacement rivets.
(1). Check the door hinges, door attaching (f). Assemble the hinge halves with
hardware, and latches for looseness, nylon bushings. Press the steel pivot
cracks and damage. spacer coated with wet primer (4)
through the mating holes. Install
(2). Check the outside edge of door for pivot screw with washer and nut.
security of bonding between outer and
inner skin. Any separation requires (g). Install door and check for alignment.
repair.
NOTE: Install shims under door hinge to ob
(3). Inspect doors for corrosion, distortion, tain a firm fit without binding at door‐to fu
breaks or cracks and condition of selage contact surfaces when the door is
abrasion strip tape along upper inside closed. Use slotted holes in hinge and ser
door edge. rated surfaces to obtain forward and aft ad
justment. When adjustments are complete,
C. Engine Access Door Repair tighten screws that secure hinge to access
door.
(Ref. Figure 3-8) Refer to CSP-H-6 for sheet
metal repair procedures. (h). Refinish repaired area.
(1). Replace worn abrasion strip tape by (3). Replace defective catches or latch hooks
cleaning the contact area with naphtha as follows.
Page 3−16
Revision 14
CSP-H-2
ABRASION STRIP FUSELAGE

STRUCTURE
CATCH
PLATE
STOP
HOOK
LEVER
V-TYPE
STRIKER
SHIM
V-TYPE
STRIKER
ABRASION STRIP TAPE

(102, TABLE 2-4) 0.013 IN.
(0.3302 MM) THICK
RETAINER CATCH
ALTERNATE SPRING-TYPE STRIKER LEVER
BRACKET
PIN HOOK
PIN
BRACKET
BRACKET
CURRENT TYPE EARLY TYPE 30-136-1D
Figure 3−8. Engine Access Doors (Sheet 1 of 2)
Page 3−17
Revision 14
CSP-H-2
STEEL SPACER
NON-ADJUSTABLE UPPER DOOR FUSELAGE STRUCTURE
HINGE
SHIM
FORWARD HALF
(NOTE) SHIM
PLATE
AFT HALF
NYLON WASHERS
ADJUSTABLE UPPER DOOR HINGE
FUSELAGE STRUCTURE
SHIM
NON-ADJUSTABLE LOWER DOOR HINGE
RIVNUT
PLATE
FORWARD HALF AFT HALF
(NOTE)
STEEL SPACER
NYLON WASHERS
ADJUSTABLE LOWER DOOR HINGE
NOTE:
UPPER AND LOWER FORWARD HINGE HALVES SHOWN AT LEFT
SIDE ARE REVERSED AT RIGHT SIDE LOCATIONS (UPPER LEFT
USED AT LOWER RIGHT AND LOWER LEFT USED AT UPPER RIGHT).
30-136-2B
Figure 3−8. Engine Access Doors (Sheet 2 of 2)
Page 3−18
Revision 14
CSP-H-2
Rivets must be carefully drilled The window retainers are riveted to the
CAUTION out. Removal by the standard fuselage structure. Doubler strips are used
method of drilling and drift punching could along all riveted edges of the early type
result in damage to the internal structure window.
and surrounding material.
A. Aft Section Window Repair
(a). Drill out rivets and remove defective
latch or catch from engine access Refer to FAA AC 43.13‐1 for repair of plastics.
door or fuselage structure. Replace Replace the aft section window if it is damaged
defective stops or serrated adjust beyond practical repair, according to applicable
ment plates, if required, by drilling instructions in CSP-H-6.
out attaching rivets.
18. Canopy and Windshield
(b). Locate existing rivet holes and install
replacement latch, catch, door stop or The canopy and windshield installation forms
adjustment plate. Secure with the forward part of the fuselage airframe
replacement rivets. enclosing the pilot's compartment. The canopy
has three sections: a lower windshield, a
(c). Adjust latches as required for proper center windshield and an upper windshield.
tension of latch lever to catch without Each section consists of symmetrical left and
deflecting the door. right side panels extending from the wind
shield centerline to the edges of the pilot's
(d). Refinish area, except latch lever compartment door frames and the lower edge
assembly, as required. of the floor structure. The center and lower
D. Engine Access Door Fit Adjustment sections are clear cast acrylic. The upper
section is smoke‐grey‐tinted cast acrylic. Each
(Ref. Figure 3-8) Door alignment is provided panel has Y‐section plastic retainers bonded to
by means of V‐type striker blocks or spring‐ the edges. These retainers are riveted to the
type retainers riveted in the door frames canopy frame, the fiberglass canopy ventilat
adjacent to the lower latch. ing panel and fuselage structure. Early upper
canopy windshields are of slightly thinner
(1). Remove lockwire from threaded material than the current type and require the
(adjustment) end of hooks. addition of stiffeners if the helicopter is to be
flown with doors off in excess of 85 knots (98
(2). Loosen all hooks until strikers engage
mph) unless canopy upper windshield assem
in light contact with no door deflection
blies 369A2405‐3 and ‐4 are replaced with
when the hooks are latched.
360H2410-3 and -4, 0.080 inch (2.032 mm)
(3). Unlatch the doors and tighten all hooks minimum thickness. Refer to CSP-H-3 for
four to five turns. Check door latching modification information.
and make additional minor adjust
ments as required. A. Canopy Panel Inspection
(4). Install lockwire (2, Table 2-4) in hook Minor defects or imperfections that do not
threaded end in a manner to allow impair pilot's critical visibility, or that obvious
latching and unlatching without ly are not signs of impending structural failure
interference. may be considered as negligible. Negligible
damage includes:
17. Aft Section Windows
(1). Nicks not more than 0.010 inch (0.254
The aft section window installation consists of mm) deep and occupying an area not
a left and right transparent window of tinted larger than 0.250 x 0.50 inch (6.35 12.7
gray cast acrylic or plexiglass in a formed mm); one only per square foot (929 cm2)
plastic retainer. The early type acrylic window allowed.
panels are installed without retainers. Each
window extends from the top of the cargo door (2). Scratches not more than 0.010 inch
to the outboard edge of the engine air inlet (0.254 mm) deep and 5 inches (12.7 cm)
fairing, and between the canted bulkheads. long.
Page 3−19
Revision 14
CSP-H-2
UPPER CANOPY WINDSHIELD

(TWO SECTIONS) STIFFENERS (NOTE 2)
FAIRING TAPE
FUSELAGE AFT SECTION (NOTE 1)
WINDOWS (BOTH SIDES)
CENTER CANOPY WINDSHIELD

(TWO SECTIONS)
LOWER CANOPY WINDSHIELD

(TWO SECTIONS)
OUTSIDE AIR TEMPERATURE INDICATOR

(NOTE 3)
CABIN VENTILATING
PANEL (FIBERGLASS)
NOTES:
1.. FAIRING TAPE NO LONGER USED IN PRODUCTION. IF REMOVED, REINSTALLATION IS NOT REQUIRED PROVIDED
RETAINERS ARE SEALED TO FRAMEWORK WITH SEALING COMPOUND (3, TABLE 2-4).
2. STIFFENER MODIFICATION HUGHES NOTICE HN-23 IS REQUIRED FOR DOORS-OFF HIGH SPEED FLIGHT IF UPPER
WINDSHIELDS ARE THE EARLY TYPE, 0.060 IN. (1.524 MM) THICKNESS INSTEAD OF THE THICKER CURRENT TYPE.
3. EARLY LOCATION SHOWN, SEE SECTION 17 FOR CURRENT CONFIGURATION.
30-019E
Figure 3−9. Canopy and Window Installation

(3). Any surface defect such as minute spots C. Canopy Frame Replacement
or stains that can be removed by light
polishing. (Ref. CSP-H-6)
19. Pilot and Cargo Doors

(4). Delamination of doubler or stiffener in
not more than one area within each The two pilot doors and two cargo doors are
square foot of panel. bonded aluminum alloy frames containing
large smoke‐grey‐tinted cast acrylic windows
(5). Crazing around delaminated areas less in extruded plastic retainers. Early type
than 0.010 inch (0.254 mm) deep. windows are clear cast acrylic. Plastic snap
vents are installed in each of the four door
(6). Minor punctures in panels (other than windows, inside strengthening doublers. An
windshields and windows) not exceed acrylic stop, bonded to the doubler, prevents
ing 0.020 inch (0.508 mm) diameter. normal airflow from pulling the snapvent from
the window during flight. These units may be
rotated in the reinforced window holes for
(7). Minor polarization faults (distortion) in
intake or exhaust of ventilating air and may
small areas of windshield near edges.
be pulled inward for complete closure. Dam
aged snapvents should be replaced; repair is
B. Canopy Panel Repair not practical. Current type doors are equipped
with an automatic latching mechanism; early
Refer to FAA AC 43.13‐lA for repair of plastics. type doors have a manual latching mecha
Replace canopy panel if it is damaged beyond nism. Two door hinges on each door are
practical repair, according to applicable provided with quick‐removal type ball‐lock
instructions in CSP-H-6. hinge pins. Current type cargo doors are
Page 3−20
Revision 14
CSP-H-2
approximately 4 inches (10 cm) higher than (b). Install replacement hinges at body
the early type. attach points with door hinge pins.
A. Pilot and Cargo Door Removal (c). With damaged hinges removed,
install doors in closed position. Have
(Ref. Section 2) an assistant retain door in place by
actuating door handle locking levers.
B. Pilot and Cargo Door Auto−Latching
Operational Check (d). If required for door fit, use one-piece
solid aluminum alloy shim, up to
(1). When opening door, apply light 0.040 inch (1.016 mm) maximum
inward force on the door. This will thickness trimmed flush with hinge
reduce wear of the latching mecha outer edges, under upper or lower
nism by overcoming the door seal hinge (between hinge and door
pressure. exterior).
(2). Open door and check for smooth (e). Mark hinge rivet attach locations
operation of handles and latch mecha through existing holes in door. Locate
nism. Check operation of door stop. and mark blind rivet attach points
(cargo door only).
(3). Close door from inside. Check all inside
latches for correct engagement at latch (f). Remove door hinges and check for
and safelock positions of interior and proper edge distance.
exterior handle.
(g). Drill holes with a No. 41 drill at
(4). Check that setting interior and exterior pilot's door upper and lower hinge aft
handles to safelock position pulls door attach points. Use a No. 21 drill at
inward for proper closure and sealing. all other pilot and cargo door attach
points.
(5). Check that key will lock and unlock
door handle. (h). On pilot's door upper hinge, install
rivets with washer's under bucked
C. Pilot and Cargo Door Manual−Latching heads.
Operational Check
(i). Install rivets at remaining pilot's
(1). When opening door, apply light inward door attach points.
force on the door. This will reduce wear
of the latching mechanism by overcom (j). Install two mechanically expanding
ing the door seal pressure rivets at aft cargo door hinge attach
points.
(2). Open door and check for smooth
operation of handles and latch mecha (k). Install four rivets at remaining
nism. Check operation of door stop and attach points.
springs (if installed). (l). Paint as required.
(3). Close door from inside and check (m). Install doors and perform an opera
latching mechanism on inside of door. tional check.
Inspect the forward latch lever to
ensure that it is within the detent (2). Replacement of Pilot's and Cargo Door
position of the main striker plate. Hinge and Preload Spring
Visually check he remaining latch
(Ref. Figure 3-13)
levers for correct positioning and snug
fit. NOTE: Preload spring is used only on current
type door hinge installation.
D. Pilot and Cargo Door Hinge Repair
(a). Remove two cotter pins and clevis
(1). Removal of Door Hinges pins.
(a). Remove door and drill out hinge (b). Remove door spring first; then
attaching rivets. preload spring.
Page 3−21
Revision 14
CSP-H-2
(c). Replace preload spring; with longest (5). Trim retainer as required to provide
flat area outboard and aft in hinge clearance for door handle and end butt
body recess. joint.
(d). Replace door spring; with longest flat (6). For windows with the flat retainer,
area also outboard and aft in body clamp replacement in position and drill
hinge recess. Forward curved area of retainer using holes in door flange as a
door hinge presses against preload guide. 0.380 inch (9.652 mm) minimum
spring inboard curved area, at engagement and flush fit with window
installed position. frame. Trim excess if required.
(e). Install hinge pins and cotter pins. (7). For windows with the angled retainer,
Pins may be installed upward if clamp window in position and use a
interference does not permit installa hole finder to locator holes in door
tion with cotter pin hole down. reinforcing frame. Mark the retainer;
then remove window assembly and drill
(f). Cover exposed sharp edges of cotter retainer.
pins and pins with sealer (60,
Table 2-4).
(8). For sealed Windows with the single leg
type retainer:
(3). Replacement of Pilot's and Cargo Door
Rubber Stop
(a). Place window in position and check
Replace rubber door stop if damaged or for 0.380 inch (9.652 mm) minimum
partially separated. Remove door stops engagement and flush fit with
by carefully prying bonded rubber out window frame. Trim excess if re
of hinge recess. Bond new stop to quired.
forward end of hinge recess with
adhesive (19). (b). Use 3M Company #4508 tape (138),
0.50 inch (12.7 mm) width, to replace
E. Pilot and Cargo Door Window Repair original sponge rubber seal. Bond
seals to retainer and to door frame
(Ref. Figure 3-10) Refer to FAA AC 43.13.1 using adhesive (69); bond inside of
For repair of plastics. Replace window as seals to window using sealant (3). Do
follows. refer to FAA AC 43.13-1A. Replace not stretch seals when bonding.
window as follows:
(c). With retainer and window in position
(1). Remove snap vent from window. on door frame, press down firmly and
evenly on retainer so that seals are
(2). Drill out rivets attaching window compressed tightly against window
retainers to door structure and remove around full circumference of door
window. Remove two screws, washers frame.
and nuts from door hinge doubler.
(d). Using a hole finder, locate existing
(3). If door frame or window is to be reused, holes in door reinforcing frame. Mark
carefully scrape off sealant around edge and drill and drill holes in retainer. It
of door or window frame using a is permissible to install new rivets
wooden, plastic or other suitable between existing holes in rivet
nonmetallic scraper. pattern.
(4). Repair retainer-to-window bond, if (9). Rivets window to door using rivets of
applicable, with dichloromethane (38, appropriate length Note that blind
Table 2-4) or ethylene chloride (39); or rivets are used for retainers riveted to
use PS-18 or S147 cement (45). door reinforcing frame.
Page 3−22
Revision 14
CSP-H-2
FORWARD CABLE SEGMENT

FORWARD LATCH
LATCH COVER
(TYP)
SECOND LATCH
STRIKER PLATE
WINDOW
REAR CABLE SEGMENT FUSELAGE DOOR

DOUBLER
FRAME
WINDOW SNAP VENT

SEAL
BUMPER/DEPRESSOR
THIRD LATCH
STOP
(NOTE 1)
(SEE SHEET
2)
INSIDE LATCH HANDLE
NOTE 2
OUTSIDE LATCH
HANDLE
LATCH ROD
FOURTH LATCH
DOOR PANEL
DOOR SEAL
(BULB-TYPE SHOWN)
(NOTE 3)
NOTES:
1. NOT ON ALL WINDOWS.
2. TRIM RETAINER IF REQUIRED TO PROVIDE CLEARANCE
FOR DOOR HANDLE.
3. BOND SEAL TO DOOR WITH ADHESIVE (68, TABLE 2-4).
30-142-1A
Figure 3−10. Pilot’s Door, Auto−Latching (Sheet 1 of 2)
Page 3−23
Revision 14
CSP-H-2
FLAT RETAINER
(NOTE 2) WASHER
WINDOW (NOTE 7)
(NOTE 4)
NOTE 5 DOOR PANEL

ANGLED RETAINER HINGE RETAINER (SINGLE LEG TYPE)
(NOTE 2) (NOTE 2)
DOOR HINGE DOUBLER
NOTE 5 (NOTE 6)
SEAL
DOOR HINGE DOUBLER (NOTE 8) RIVET
(NOTE 6) (NOTE 9)
WINDOW WINDOW
(NOTE 4) NOTE 5 HINGE
DOOR PANEL
WINDOW ENGAGEMENT DOOR PANEL
HINGE 0.38 IN. (9.652 MM) MIN.
TYPES OF WINDOW ATTACHMENT
BUMPER/DEPRESSOR
FUSELAGE DOOR FRAME
(NOTE 10)
NOTE 10
NOTES: (CONT)
4. CLEAN PLASTIC SURFACES TO BE BONDED WITH ALIPHATIC NAPTHA (58, TABLE 2-4).
REPAIR WINDOW-TO-RETAINER BOND WITH DICHLOROMETHANE (38) OR ETHYLENE
CHLORIDE (39) OR USE PS-18 OR S147 CEMENT (45).
5. APPLY A 0.060 IN. (1.524 MM) BEAD OF SEALING COMPOUND (3, TABLE 2-4).
6. ON THIS TYPE, INSTALL DOUBLER AT HINGE LOCATION WITH TWO SCREWS,
WASHERS AND NUTS.
7. ON THIS TYPE, INSTALL WASHER UNDER SHOP-FORMED RIVET HEAD AT HINGE
LOCATION.
8. USE 3M COMPANY #4508 TAPE, 0.50 IN. (12.7 MM) WIDTH, TO REPLACE ORIGINAL SPONGE
RUBBER SEAL. BOND SEALS TO DOOR FRAME WITH ADHESIVE (68, TABLE 2-4).
BOND INSIDE OF SEAL TO WINDOW WITH SEALANT (3). DO NOT STRETCH SEAL
WHEN BONDING.
9. COMPRESS SEAL EVENLY AROUND DOOR FRAME WITH RETAINER IN PLACE; LOCATE
HOLES, DRILL AND RIVET. NEW RIVETS MAY BE INSTALLED BETWEEN HOLES OF
EXISTING RIVET PATTERN.
10. TWO TYPES ARE IN USE;
BUMPER EXTRUSION IS 0.22 IN. (5.588 MM) HIGH WITH 0.060 IN. (1.524 MM) RADIUS.
DEPRESSOR EXTRUSION IS 0.31 IN. (7.874 MM) HIGH WITH 0.030 IN. (0.762 MM) RADIUS.
30-142-2C
Figure 3−10. Pilot’s Door, Auto−Latching (Sheet 2 of 2)
Page 3−24
Revision 14
CSP-H-2
SECOND CABLE SEGMENT

RETAINER ATTACHMENT
SECOND LATCH (NOTE 2)
0.050 IN.
(12.7 MM)
DOOR STRUCTURE
RIVET
FORWARD CABLE WINDOW
SEGMENT
GRIP
WINDOW SNAPVENT
FORWARD LATCH
HANDLE
THIRD LATCH
TRIM MOUNTING RIVNUT

(NOTE 1)
DOOR PULL
BRACKET
FUSELAGE DOOR
FRAME SEAL
THIRD CABLE
SEGMENT
FOURTH LATCH
DOOR SEAL
NOTES:
1. DOOR INTERIOR TRIM NOT SHOWN.
2. THE SINGLE LEG RETAINER AND SEAL TYPE OF WINDOW
ATTACHMENT SHOWN FOR AUTOLATCHING PILOT'S DOOR
ALSO APPLIES TO THIS. 30-021E
Figure 3−11. Pilot’s Door, Manual Latching
Page 3−25
Revision 14
CSP-H-2
FORWARD CABLE SEGMENT FORWARD LATCH

MOUNTING CLIP LATCH COVER
SECOND LATCH
FUSELAGE DOOR FRAME
LATCH COVER
BUMPER
REAR CABLE SEGMENT
STRIKER PLATE
THIRD LATCH (NOTES 4, 5)
SHIM, 0.063 IN. (1.6002 MM)

MAX. THICKNESS 2024-T3
LATCH COVER AL ALY AS REQUIRED
BUMPER
LATCH ROD
CURRENT TYPE
FOURTH LATCH
LATCH COVER
BUMPER/DEPRESSOR 4 PLCS
(NOTE 6)
EARLY TYPE
NOTE 6 EXTRUDED SEAL FILLER

(NOTE 1) FUSELAGE DOOR FRAME
FUSELAGE
DOOR FRAME BUMPER
NOTE 2
STRIKER PLATE
ANTI-CHAFE TAPE
EXTRUDED SEAL FILLER

(NOTE 1)
NOTES:
1. FORMED ANGLE SEAL FILLER USED FOR SEALING AS REQUIRED WHEN STRIKER BASE PLATE
STRIKER PLATE AND BUMPER EDGES ALIGN WITHIN 0.060 IN. (1.524 MM)
EXTRUDED SEAL FILLER USED WHEN EDGE MISALIGNMENT EXCEEDS FORMED ANGLE SEAL FILLER
0.060 IN. (1.524 MM) OR AS REQUIRED WHEN SHIMMING OR ADJUSTING (NOTE 1)
AUTOMATIC LATCHING. LAMINATED SHIM
2. BEVEL EXTRUDED SEAL FILLER EXTERIOR CORNERS SO THAT MATING FILLER AND (NOTE 3)
BUMPER EDGES ARE EVEN, REMOVING MATERIAL INDICATED, AT INSTALLATION.
3. SHIM AS REQUIRED TO A MAXIMUM 0.187 IN. (4.7498 MM) SHIM THICKNESS.
4. SEAL ALL GAPS BETWEEN BUMPERS, FILLERS AND STRIKER PLATE CORNER JOINTS,
AND ALL OUTER EDGES, USING SEALANT (3, TABLE 2-4) TO HEIGHT OF BUMPER.
5. STRIKER MAY BE SHIMMED IF REQUIRED. BOND STRIKER (AND SHIMS) TO DOOR FRAME
USING ADHESIVE (19) ACCORDING TO CONTAINER INSTRUCTIONS.
6. TWO TYPES ARE IN USE:
BUMPER EXTRUSION IS 0.22 IN. (5.588 MM) HIGH WITH 0.060 IN. (1.524 MM) RADIUS.
DEPRESSOR EXTRUSION IS 0.31 IN. (7.874 MM) HIGH WITH 0.030 IN. (0.762 MM) RADIUS. 30-143-1A
Figure 3−12. Cargo Door, Auto−Latching (Sheet 1 of 2)
Page 3−26
Revision 14
CSP-H-2
NOTES: (CONT)
7. REFER TO TEXT FOR CABLE LENGTH AND FOR SPRING PRELOAD ADJUSTMENTS.
8. INSTALL OUTBOARD TO ELIMINATE POSSIBILITY OF INTERFERENCE.
9. BEND ONE TANG OVER NUT AND OPPOSITE TANG OVER CLEVIS END AT
REASSEMBLY, AFTER CABLE LENGTH ADJUSTMENT.
10. INSTALL, IF REQUIRED, FOR LATCH ADJUSTMENT. CABLE MOUNTING
11. SPACER REQUIRED ON CURRENT LOCKS WHICH ARE LONGER THAN EARLY CLIP
MODEL CAM LOCK.
CABLE SPRING WASHER
COMPRESSION SPRING
PRELOAD
MEASUREMENT CABLE SPRING WASHER
(NOTE 7)
SPACER
NUT
TAB WASHER
(NOTE 9)
PANEL DOOR NOTE 8 CLEVIS
(NOTE 7)
SHIM WASHER
(NOTE 10) ACTUATOR SLIDER
LOCK PLATE ASSY (CALLED LATCH BLOCK ASSY

NUTPLATE AT OTHER LOCATIONS)
PLAIN WASHER
RETAINING RING
HANDLE
LINK ASSY
ESCUTCHEON WASHER RETAINING
SPINDLE RING LOCK INSIDE HANDLE ARM ASSY
WASHER BOSS
SPINDLE TUBING
SPRING
HOOK INSIDE HANDLE GRIP
NOTCH
HANDLE TORSION SET SCREW

SPRING
LATCH ROD END
OUTSIDE
HANDLE SPACER
CAM (NOTE 11)
(KEY OPERATED LOCK)
30-143-2F
Figure 3−12. Cargo Door, Auto−Latching (Sheet 2 of 2)
Page 3−27
Revision 14
CSP-H-2
CLEVIS PIN
LATCH STRIKER PLATE
DOOR STRUCTURE OVERCENTER POINT
LATCH CABLE ASSY

BUSHING BUSHING
LATCH LEVER
LATCH LEVER
FUSELAGE STRUCTURE 0.00-0.20 IN.
(0.00-5.08 MM)
BUSHING GAP
SPRING PIN
FORWARD LATCH LATCH AND STRIKER ENGAGEMENT
PLASTIC WINDOW
FORWARD CABLE SEGMENT
2ND LATCH
2ND CABLE SEGMENT SNAPVENT
3RD CABLE SEGMENT
4TH LATCH
DRAIN HOLE
FUSELAGE SEAL
DOOR SEAL
SOFT RIVET
NUTPLATE
DOOR STRUCTURE WINDOW
COVER CLIP
(NOTE 2) RETAINER
SEAL LATCH CABLE ASSY
CABLE CLAMP
SHIM
NOTES: (6 PLCS)
(NOTE 1)
1. ONE ONLY ON DOOR AT LOCATION “C“ BLIND RIVET
(EARLY DOOR ONLY).
2. INTERIOR TRIM COVERS NOT SHOWN. (TYPICAL)
30-047-1C
Figure 3−13. Cargo Door, Manual Latching (Sheet 1 of 2)
Page 3−28
Revision 14
CSP-H-2
FUSELAGE STRUCTURE
CLEVIS PIN
SHIM (AS REQD)
(NOTE 3)
(NOTE 6)
HINGE PIN
PRELOAD SPRING
(NOTE 4)
COTTER PIN
STOP
DOOR SPRING
SPRING PIN OUTSIDE LATCH HANDLE BUSHING

(NOTE 7)
DOOR HINGE
HALF
DOOR STRUCTURE
DOOR HINGE
DOOR STRUCTURE
(TYP 2 PLCS)
LATCH CABLE ASSEMBLY

BUSHING
ROD END
BUSHING
BUSHING
LATCH LEVER INSIDE LATCH HANDLE

SPRING PIN
3RD LATCH AND HANDLE
CARGO DOOR FRAME
SEAL, BUMPER OR DEPRESSOR

(NOTE 5)
NOTES: (CONT)
3. SEAL BOTH ENDS WITH SEALANT (59, TABLE 2-4)
AT INSTALLATION. ANTI-CHAFING TAPE
4. CURRENT DOOR HINGES ONLY. (TYPICAL)
5. THREE TYPES ARE IN USE:
A. RUBBER SEAL.
B. BUMPER EXTRUSION 0.22 IN. (5.588 MM) HIGH WITH
0.060 IN. (1.524 MM) RADIUS.
C. DEPRESSOR EXTRUSION 0.31 IN. (7.874 MM) HIGH
WITH 0.030 IN. (0.762 MM) RADIUS.
6. MAXIMUM 0.040 IN. (1.016 MM) SHIM IF REQUIRED FOR (NOTES 5B, 5C)
DOOR FIT. ONE-PIECE ALUMINUM ALLOY SHIM TRIMMED
FLUSH WITH HINGE HALF OUTER EDGES.
7. BUSHING NOT USED ON STEEL DOOR HINGES.
30-047-2D
Figure 3−13. Cargo Door, Manual Latching (Sheet 2 of 2)
Page 3−29
Revision 14
CSP-H-2
(10). Spread a 0.060 inch (1.524 mm) bead of (c). Apply local pressure to insure
sealant compound (3) around exterior complete contact between adherents
edge of window and door flange (except and maintain pressure for a mini
sealed windows with single leg retain mum of 30 seconds.
er) frame.
(6). Remove masking tape and remove
(11). On doors originally equipped with residue with aliphatic naphtha.
doubler, install doubler over retainer at G. Window Snapvent Replacement
hinge area with two screws, washers,
and nuts. Drill (No. 21 drill) and ream (1). Removal of Window Snapvent
(0.166 inch (4.2164 mm) diameter)
window panel for screws, using slow Push snapvent outward in window
speed drill (700 to 800 rpm). (open position). Grasp open side of
snapvent and gently squeeze it into an
(12). Install snapvent. elliptical shape. Slip snapvent out of
window hole at about a 30 degree angle
(13). Remove protective covering and clean to surface of window.
window.
(2). Installation of Window Snapvent
F. Geon Strip Repair Grasp open end of snapvent and gently
squeeze it into an elliptical shape. Slip
Fill voids between geon strips and transparen
snapvent flange into window hole at an
cies as follows.
angle of about 30 degrees to window
(1). Measure the insertion depth of acrylic surface. Be sure that ends of wire
windshield into geon slot, reject parts stiffener are inside window hole.
having less than 0.125 inch (3.175 mm)
20. Door Latching Mechanism
insertion. Replace parts with debonding
areas over 8 inches (20 cm) in length. Current type door latching mechanisms
automatically latches the door when the door
(2). Mask the geon weather strip and are closed. Early type door latching mecha
windshield on both sides with 3M nisms are manually actuated. The automatic
polyethylene masking tape (132, door latching mechanism (Ref. Figure 3-10),
Table 2-4). installed within the door panel, consist of four
latching blocks that house spring-loaded latch
(3). Wipe all faying surfaces with aliphatic bolts and safelock bolts together with actuator
naphtha (59) and air dray for a mini sliders. The latch sliders are interconnected by
mum of 15 minutes. cables and connectors and are moved by
turning the inside or an outside door handle.
(4). For small voids.
The system allows the door to be closed and
(a). Apply cyanoacrylic adhesive (133) to safelocked from inside or outside. The handle
all fraying surfaces using syringe if contains a key-operated cam lock, actuated
necessary. from outside. Moving the inside handle to the
open position will overrides the cam lock and
(b). Use light pressure to hold the joint allow the door to be opened. Movement of
closed for a minimum of 2 minutes. either handle into safelock position is pre
vented until the door is closed and the safelock
(5). For large voids, Hysol Super Drop bolts are actuated by strikes. This actuation
Accelerator (134) may be used. causes the safelock bolts to clear notches on
actuator sliders, allowing the sliders and
(a). Apply accelerator to the acrylic linkage to move into safelock position. The
transparency and air dry for a pilot's and cargo door auto-latching mecha
minimum of 2 minutes. nisms are essentially the same except for
length of interconnecting cables. The manual
(b). Apply 3CI-1000 adhesive to the geon door latching mechanism (Ref. Figure 3-11)
weatherstrip only. consists of four lever type latches and three
Page 3−30
Revision 14
CSP-H-2
lengths of wire-reinforced cable within (a). Lubricate all moving parts except
aluminum housing. lock, with grease (57, Table 2-4) to
prevent binding.
A. Door Latching Mechanism Inspection
and Repair (b). Lubricate lock with powdered
graphite (111).
(1). Inspection
(c). At time of disassembly clean reusable
As applicable to type of installation, parts except locks, using soft bristle
check the following under magnification brush dipped in solvent (1). Dry
and strong light: parts, using clean, lint-free cloth or
dry compressed air at 20 psi (138
(a). All parts for excessive wear, nicks, kPa) maximum.
cracks and corrosion.
(d). Clean key-operated cam locks, using
(b). Threaded parts for worn, crossed or dry compressed air at 20 psi (138
otherwise damaged threads. kPa) maximum.
(c). Latch block assemblies for broken (e). Touch up handles with semigloss
springs and wear on strike contact black acrylic lacquer (6).
surfaces of latching bolts; and for
undue wear of latch sliders, bolts and (f). Eliminate binding by lubricating
bolt rollers. moving parts, Eliminate persistent
binding in the cables by bending the
(d). Retaining rings for distortion. conduits, taking care not to dent or
crease them.
(e). Cam lock for jamming when key is
operated. NOTE: Cables are bonded to clamps that are
riveted to the structure. If removal is neces
(f). Link assembly for wear or distortion.
sary, rivets must be drilled out.
(g). Handles for distortion, worn pivot
holes and worn finish. B. Pilot and Cargo Door Automatic Latch
Replacement
(h). Escutcheon and handle for dents,
distortion, or worn finish. (1). Perform this procedure with the door in
the open position. Handles will be at
(i). Lock plate assembly for wear, the latched rest position (Ref.
distortion, thread damage and Figure 3-11).
breakage.
(2). Remove screws securing cover (Ref.
(j). Latch block nutplates for thread Figure 3-12) on door and remove cover.
damage and loose rivets.
(3). Mark the lock plate so that replacement
(k). Cables and connector for wear in latch block can be installed at approxi
clevis pin holes, thread damage, mately the same position as the latch
distortion or loose clamps. holes, that is to be removed.
thread damage, and distortion.
(4). Remove four screws and washers
(2). Repair securing latch block to lock plate. Make
note of any washers found between the
Replace worn or damaged parts as latch block and lock plate. These are
necessary. Disassemble only to extent adjustment shims and should be
required for replacement of parts. Refer reinstalled in the same position during
to Figure 3-12 for an exploded view latch installation.
showing disassembly relationship for
the auto-latching door mechanism, or (5). Remove cotter pin, washer and pin
Figure 3-13 for the manually actuated securing rod or cable end clevis to top of
door latching mechanism. Also perform latch block. Remove latch block from
following steps as required: door.
Page 3−31
Revision 14
CSP-H-2
NOTE: The latch rod end below the inside han (a). Adjust the door inboard or outboard
dle arm is detached by removing the cotter by moving the striker plates in their
pin and washer from the latch block link slotted mounting holes or by the
that attaches rod end to inside handle. removal or addition of shim washers
Latch movement may be required to disen under the latch assemblies.
gage link pin from handle and clevis from
latch block. (b). Adjust the depth of engagement of
the latch bolts with the striker plates
(6). Install replacement latch block by by moving the latch assemblies in
performing applicable latch removal their slotted mounting holes or by
procedures inverse order. Replacement the removal or addition of shims
latch should be installed at approxi under the striker plates.
mate same position from which old
latch was removed. NOTE: Current type striker plates are also
bonded to door frame structure. If loosening
NOTE: When reconnecting latch rod end or or removal of these plates is required, clean
cable clevis, the washer and cotter pin the mating surfaces with naphtha (59,
should be installed outboard to eliminate Table 2-4) and rebond with adhesive (19)
possibility of interference. after correct striker plate position is deter
(7). Adjust latch engagement and be sure mined.
door closes and seals correctly.
(4). Adjust latch cables and rod for simulta
C. Pilot and Cargo Door Automatic Latch neous latch bolt extension and complete
Adjustment safe-locking as follows.
(Ref. Figure 3-10, Figure 3-12 and NOTE: Complete safe-locking is that point at
Figure 3-14) which latch bolt extension is at maximum
and the roller on the safelock trigger is en
(1). Make a preliminary check of door gaged in the safelock slot in the latch slide
latching as follows. (Ref. Figure 3-14). In this position the safe
lock trigger can be observed to retract when
(a). Pull the door closed from inside. Each
the latch slide is moved slightly in unlatch
of the latch bolts should make
direction.
contact with their respective striker
plates at the same time and latch (a). With the door in the open position or
evenly. Unequal striking and latching removed from the helicopter, actuate
indicates that latch assembly or the latches to safelocked position.
striker plate positions should be
adjusted. NOTE: With the door open or removed it is nec
(b). Safelock the door and observe that essary to depress all safelock triggers at the
the door is forced inward for seal same time in order to rotate the latch han
compression at each latch position. dle to safelock position.
Check that a minimum of 0.125 inch
(3.175 mm) of the flat surface (be (b). Remove the clevis pin from the cable
yond the angled leading edge) of each or latch rod of the latch being ad
latch bolt is engaged with the face of justed. Move the latch slide manually
the striker plate. Unequal safe-lock to the complete safelock position and
ing may indicate that the latch then adjust the cable or latch rod
cables are not properly adjusted for length so that clevis pin can be
complete extension of the latch bolts. reinstalled easily.
(2). Remove the four latch covers. NOTE: The fourth and the forward latches can
be individually adjusted without disturbing
(3). Adjust the positions of the latch the adjustment of the other latches. Howev
assemblies and/or striker plates as er, if the second or third latches are adjusted
required, using the following methods. then all should be checked.
Page 3−32
Revision 14
CSP-H-2
CHANNEL STRIP
INSIDE HANDLE UNLATCHED

ACTION POSITION
INSIDE HANDLE OUTSIDE HANDLE SAFELOCK

ACTION POSITION
TUBING
OUTSIDE HANDLE
OUTSIDE HANDLE
SAFELOCKED POSITION
INSIDE HANDLE LATCHED STRUCTURAL DOOR FRAME

REST POSITION
(NOTE 3) LATCH COVER
OUTSIDE HANDLE LATCHED REST POSITION

(NOTE 3)
INSIDE HANDLE DOOR PANEL

SAFELOCKED POSITION
OUTSIDE HANDLE UNLATCHED
ACTION POSITION
HANDLE POSITIONS
(RIGHT DOOR INSIDE VIEW)
SAFELOCK
ACTION LATCH CABLE
LATCH SLIDE BUMPER

DOOR FRAME
SAFELOCK SLOT
SAFELOCK TRIGGER
SAFELOCK ROLLER
LATCH BOLT
LATCH BOLT ROLLER STRIKER PLATE
(NOTE 1)
0.88 IN. (22.352 MM)

INSIDE HANDLE UNLATCHED ACTION
NOTE 2
NOTES:
1. CURRENT TYPE STRIKER PLATE SHOWN.
LATCH ENGAGEMENT
2. WHEN LATCH IS COMPLETELY SAFELOCKED, A MINIMUM OF 0.125 IN. (THIRD LATCH INTERIOR
(3.175 MM) OF FLAT SURFACE (BEYOND ANGLED LEADING EDGE) OF SHOWN FOR CLARITY)
LATCH BOLT MUST BE ENGAGED WITH STRIKER PLATE.
3. LATCHED REST POSITION APPLIES WITH DOOR OPEN OR CLOSED.
30-144E
Figure 3−14. Latch Engagement for Auto−Latching Door Handle Positions
Page 3−33
Revision 14
CSP-H-2
(c). For complete rigging of all latches, (f). Reinstall all parts and be sure that
remove clevis pins from all cable and clevis is engage to the same of
latch rod connections and move all number of turns as recorded in Step
latch slides to the complete safelock (b). above.
position. Adjust cable and latch rod
length for easy installation of clevis (6). Tighten all clevis retaining nuts and
pins. Start with the third latch and bend tangs of tab washer, one over the
proceed to the second, to the forward clevis and one over the nut, for safety.
and then to the fourth. (7). Install washers and cotter pins in all
clevis pins. Washers and cotter pins are
(5). Latch compression spring preload to be installed on the outboard side to
adjustment should be checked if a preclude interference with door struc
change has occurred to affect spring ture.
preload. Replacement of parts in the
stack‐up between the upper clevis pin (8). Make a final check of door latching,
on the third latch and the first cable safe-locking and key-locking. Install
mounting clip (Ref. Figure 3-12) or a the latch covers.
change in position of the cable mount (9). Fill in gaps and fair‐in the area be
ing clip is cause for preload adjustment. tween latch striker plates and bumper
strips at each position, using sealant
(a). With the main (third) latch in (3).
safe-locked position measure the
distance from the center of the upper D. Pilot and Cargo Door Manual Latch
clevis pin to the shoulder of the cable Adjustment
mounting clip. Add 0.060-0.080 inch (Ref. Figure 3-11 and Figure 3-13)
(1.524-2.032 mm) to this measure
ment and record. This is the required (1). With the door in the open position,
parts stack‐up length. rotate the latch handle to the locked
position.
(b). Remove clevis and the complete stack (2). Check all latch levers. The levers
up of parts from the third latch to the should be positioned at approximately
cable mounting clip. Note and record 90 degrees to the straight door edge
the number of turns required to and in line with the radius of the
remove clevis so that it can be curved door edges.
returned to original position without
further adjustment. (3). Remove nuts, washers and bolts at the
adjustable rod end on each cable
(c). Assemble the stack‐up with all parts segment.
in contact and the spring in relaxed (4). Turn adjustable rod ends and change
condition. Measure from the center of cable length as required to properly
the clevis pin hole to the outer edge position latch levers with bolt installed
of the last washer and record. in Step (2).
(d). Compare this last measurement, NOTE: A change in the length of one cable seg
Step (c)., with the required stack‐up ment can affect the position of all the latch
length recorded in Step (a). above. levers. Therefore, start adjustment at the
Record the amount to be added or forward cable segment and work progres
subtracted. sively to second: then third segments while
maintaining adjusted latch position.
(e). Adjust stack‐up length by the (5). Close and latch the door. Check that
amount recorded in Step (c). by using the latch levers rotate past the over-
a longer or shorter spacer and by center point on striker plates and are in
grinding and filing the spacer as the position shown in detail B of
required. Figure 3-13.
Page 3−34
Revision 14
CSP-H-2
(6). Open the door and make adjustment of (d). Loosen latch block mounting screws
cable rod ends as necessary to meet far enough to allow raising of latch
requirements of Step (5). block to disengage link pin from latch
rod end and handle arm. If required,
(7). Check that bushings are installed in remove the four latch block mounting
latch levers. Install bolts, washers and screws.
nuts.
NOTE: Marking the location of the latch block
E. Pilot and Cargo Door Auto−Latching on the lock plate inside the door panel aids
Handle Replacement reattachment at approximate same posi
tion.
(1). Replacement of Outside Handle.
(a). Open the door. (e). Note position of the lock boss and
handle torsion spring to aid reinstal
(b). Remove three screws and washers lation.
securing handle escutcheon to door
exterior. Drive spring pin (if in (f). Remove retaining ring and spindle
stalled) from handle and slide handle washer securing spindle to the lock
from spindle (Ref. Figure 3-12). plate.
(c). Remove escutcheon from handle by (g). Hold handle, lock boss and torsion
removing retaining ring and handle spring in position and withdraw
washers. spindle. Then slide handle, lock boss
and torsion spring out of the lock
(d). Attach replacement handle to plate. Use care to avoid dropping
escutcheon with handle washers and parts into the door channel cavity.
retaining ring. Use the maximum
number of handle washers possible (h). Disassemble handle grip from handle
without impeding free movement arm by loosening setscrew and
between the handle and the escutch sliding grip from arm.
eon.
NOTE: Current cam lock is longer than early
(e). Slide handle on spindle and secure model cam lock and requires a spacer be
escutcheon to door with washers and tween lock flange and outside surface of
screws. door skin.
NOTE: Spring pin NAS561P4‐16 may be (i). As required, replace key‐operated
installed for additional security of handle cam lock by unscrewing hexagonal
attachment: line drill through exterior door nut.
handle and door latch shaft (spindle), then
install pin through handle and shaft. Be NOTE: When the lock is in the locked position,
sure that handles are horizontal when be sure that the cam has actuated the
mechanism is in the safe‐lock position. hinged lock bar. When lock is in correct posi
(2). Replacement of Inside Handle or Cam tion, lock it in place by center punching sur
Lock. face of lock plate assembly close to flat on
hexagonal locking nut.
(a). Open the door.
(j). Holding lock boss, torsion spring and
(b). Remove outside handle (Step (1).) but replacement handle together, slide
do not disassemble escutcheon from the assembly into position and insert
handle. spindle.
(c). Remove cotter pin and washer from (k). Install spindle washer and retaining
link assembly pin connecting latch ring to secure the spindle in the lock
rod end to link and handle arm. plate.
Page 3−35
Revision 14
CSP-H-2
(l). Attach one spring hook to ear of lock check for gaps between window glass,
boss (or in hole of current type boss) rubber seal and door structure.
and attach the other spring hook at
notch in the lock plate. Use safety (6). Replace seal and/or use shorter length
wire to pull the spring hook into studs to close any gaps. Use longer
plate. length studs if seal is extruded.
(m). Reconnect link and latch rod end to 22. Pilot and Cargo Door Seal Compression
handle arm with cotter pin and Check
washer.
Inspect the rubber weather-strip compression
NOTE: Cotter pin and washer should be in seal for tight compression between the door
stalled on outboard side of latch rod end to and frame as follows.
eliminate possibility of interference. Use ex
tra washers for shimming to eliminate ex (1). Open door.
cess play.
(2). Hold a strip of heavy paper against the
(n). Secure latch block to lock plate at door seal so that the strip extends
original marked position with four approximately 1/4 inch (6.35 mm)
screws and washers. beyond the seal toward the outside of
the doorway.
(o). Install outside handle (Step (1).). (3). While holding the paper strip in place,
close and lock the door.
(p). Check door latching and safe-locking
operation and make any adjustments (4). Attempt to pull the paper strip from
necessary. between the door frame and the seal.
The strip should not pull out unless a
21. 369H90085 Litter Door Installation moderately heavy pull is exerted.
Inspection
NOTE: Correct fit is indicated by an approxi
(1). Visually inspect installation to ensure mate 0.060 inch (1.524 mm) interference fit
proper condition and security of the between door seal and bumper. Where the
quick‐release fastener assemblies and strip can be withdrawn with a light pull, the
the rubber seal (gasket) installed fit of the door against the frame is not suffi
between the window glass and door ciently tight to provide an adequate seal.
frame. This condition be due to deterioration of the
weatherstrip compassion seal, deformation
(2). Remove quick‐release fasteners of the door frame, worn hinges or improper
securing windows to litter doors and latching.
inspect each fastener for condition and
each anchor receptacle in door structure (5). Repeat steps (1). thru (4). at approxi
for condition and security of attach mately 1 foot (30 cm) increments along
ment. the length of the door seal.
A. Pilot and Cargo Door Seal Replacement

(3). Replace fastener if stud is loose or
worn; replace anchor receptacle and/or (1). Carefully pull or scrape away damaged
rivets as required. seal.
(4). Rebond rubber seal to door structure if (2). Restore chemical film protection to any
it is not fully intact. Replace seal if it is base metal exposed during cleaning
worn, cracked or hard. process.
(5). Reinstall window assemblies to litter (3). Clean the seal contact area on metal
doors with quick‐release fasteners, then and rubber seal.
Page 3−36
Revision 14
CSP-H-2
UPPER LATCHES
3.50 IN. (8.89 CM)

3.50 IN. (8.89 CM)
8.00 IN. (20.32 CM)
8.00 IN. BLEND FROM 0.12 IN (3.048 MM)

(20.32 CM) 0.12 IN. 3.048 MM) DIMENSION TO EDGE OF DOOR
(2 PLCS)
SEAL
PILOT'S DOOR
(LEFT SHOWN)
0.12 IN. 3.048 MM)

0.30 IN.
0.762 MM)
8.00 IN.
0.12 IN.
B (20.32 CM)
SEAL (3.048 MM)
(FLUSH WITH EDGE OF A
DOOR AT BOTTOM)
0.35 IN. A
0.12 IN.
B (8.89 MM)
(3.048 MM)
CARGO DOOR
(LEFT SHOWN)
NOTE 1
FINGER-TYPE
SEAL
SEAL
SECTION A-A
A
DOOR REINFORCING 0.12 IN.
(3.048 MM) A 0.30 IN.
FRAME SEAL
NOTE 1 0.762 MM)
(FLUSH WITH EDGE
OF DOOR AT BOTTOM)
SECTION B-B
(BOTTOM SEAL FINGERS DOWNWARD;
PILOT'S DOORS ONLY) NOTES:
1. DO NOT LOCATE SEAL ON RADIUS OF REINFORCING FRAME.
2. INSTALL SEAL USING ADHESIVE (68, TABLE 2-4) ACCORDING TO
CONTAINER INSTRUCTIONS.
30-168A
Figure 3−15. Door Seal Installation, Current Type
Page 3−37
Revision 14
CSP-H-2
NOTE: The bulb‐type seal is installed on the 23. Improved Door Seal Installation
door reinforcing frame with the bulb radius
and frame radius coincident (Ref. The following procedure is for installation of
Figure 3-13). The finger‐type seal is in QGR2178 door seals on the cargo/passenger
stalled on the flat door flange at the outer doors.
edge of the reinforcing frame radius. Refer (1). Remove existing door seals using
to Figure 3-15 for proper location and in Desoclean 45 (183, Table 2-4) or
stallation. naphtha aliphatic (59). Ensure that all
surfaces are clean to allow proper
(4). Carefully align and bond to mounting adhesion of new seal material. Allow
surface with adhesive (69, Table 2-4) surface to air-dry a minimum of 15
according to container instructions. minutes.
NOTE: Seals are to be installed around the
NOTE: Correct seal mounting position results entire circumference of the aft doors.
in an approximately 0.060 inch (1.524 mm)
interference fit between door seal and bum (2). Prime seal faying surface with red
per. silicone primer and allow to air-dry a
minimum of 15 minutes.
B. Partially Separated Pilot and Cargo Door (3). Apply a thin uniform coat of cyanoa
Seal Repair crylic adhesive (133) to faying surface of
door and seal. Allow to air-dry a
(1). Clean the separated area with naphtha minimum of five minutes.
(59, Table 2-4) and allow to dry for a
minimum of 20 minutes. (4). Apply a second thin uniform coat of
cyanoacrylic adhesive to faying surface
of door and seal. Allow to air-dry a
(2). Thoroughly stir adhesive (69). minimum of five minutes.
(3). Apply one uniform brush coat of (5). Test glue with clean knuckle. If adhe
adhesive to both the rubber seal and sive does not transfer to knuckle, press
mating surface contact area. Allow to the seal into place.
dry for 5 minutes and press mating (6). Butt joints at forward and aft lower
surfaces together. locations.
C. Pilot and Cargo Door Frame Anti−Chafing (7). Maximum gap of 0.030 inch (0.762 mm)
Tape Repair at butt joints.
(8). Miter joints at upper locations.
Inspect the condition of the anti-chafing tape
installed on the pilot's and cargo compartment (9). Bond mitered joints with adhesive
door frames. For minor repair,remove defective (184).
tape where necessary. Clean frame surface NOTE: Use glue very sparingly to achieve best
with methyl -ethyl-ketone (22, Table 2-4). bond.
Replace with polyurethane pressure sensitive
tape (42). (10). Trim seal flush with edge of door.
Page 3−38
Revision 14
CSP-H-2
QGR2178 SEAL
SEAL MAY BE LOCATED FROM

EDGE TO INCLINE AS SHOWN
TRIM SEAL FLUSH WITH AND AS REQUIRED TO ENSURE
EDGE OF DOOR. PROPER SEAL OPERATION.
POSITION OF SEAL ALONG HINGE SIDE
TYPICAL SEAL POSITION;

SEAL MAY BE RELOCATED AS REQUIRED TO
ACHIEVE PROPER SEAL BETWEEN DOOR AND JAMB.
88-759
Figure 3−16. Improved Door Seal Installation
Page 3−39/(3−40 blank)

Revision 14
CSP-H-2
Section
4
Furnishings
CSP-H-2
TABLE OF CONTENTS
Section 4 Furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

1. Furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
A. General Description of S / E Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
2. Crew Compartment Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
A. Crew Compartment Seat Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
B. Passenger Compartment Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
C. Passenger Compartment Seat Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
D. Seat Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Figure 4-1. Seat Installation - Typical (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-2. Early Configuration Seat Belt and Shoulder Harnesses . . . . . . . . . . . . . . . 4-4
E. Seat Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
3. Seat Belts and Shoulder Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
A. Seat Belt and Shoulder Harness Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
B. Seat Belt and Shoulder Harness Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
C. Seat Belt Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
D. Seat Belt and Shoulder Harness Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4. Interior Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
A. Crew Compartment Interior Trim Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
B. Crew Compartment Interior Trim Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
C. Passenger Compartment Interior Trim Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
D. Passenger Compartment Interior Trim Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Figure 4-3. Crew Compartment Interior Trim and Covers (Sheet 1 of 3) . . . . . . . . . . . 4-7
E. Interior Trim Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
F. Interior Trim Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
5. Control Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
A. Control Covers Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
B. Control Covers Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
C. Control Covers Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
D. Control Covers Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10
Figure 4-4. Passenger Compartment Interior Trim and Covers
(Sheet 1 of 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-11
6. Boltaron Trim Panel Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
A. Fiberglass Patch Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
B. Solvent Bonding Patch Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Figure 4-5. Boltaron Panel Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
C. Epoxy Adhesive Patch Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
D. Bond and Rivet Patch Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Page 4-i
Revision 14
CSP-H-2

E. Main Transmission/Engine Drive Shaft Access Door Assembly . . . . . . . . . . . . . . . . . 4-17
F. Main Transmission/Engine Drive Shaft Access Door Assembly Seal
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
7. Crew Compartment Floor Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
8. Passenger Compartment Floor Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
A. Passenger Compartment Floor Trim Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
B. Passenger Compartment Floor Trim Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
C. Floor Trim Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
D. Floor Trim Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Figure 4-6. Main Transmission/Engine Drive Shaft Access Door Assembly . . . . . . . . 4-18
9. Miscellaneous Furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
A. Stowage Compartment Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
B. Stowage Compartment Box Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
C. Stowage Compartment Box Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18
Figure 4-7. Crew and Passenger Compartment Floor Trim . . . . . . . . . . . . . . . . . . . . . . 4-19
D. Cargo Tiedown Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
E. Cargo Tiedown Fitting Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
F. Pilot's Compartment Canopy Frame Trim and VNE Card Cover . . . . . . . . . . . . . . . . 4-20
G. Helicopter Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
H. VNE Card and Holder (Bracket Mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
I. Magnetic Compass Card . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
J. Operation Record Holder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
K. Heat Duct and VNE Card Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
L. Heat Duct and VNE Card Cover Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
M. Heat Duct and VNE Card Cover Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
N. Heat Duct and VNE Card Cover Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
O. Heat Duct and VNE Card Cover Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
P. Heat Duct and VNE Card Cover Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Q. Ashtrays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
R. Passenger Compartment Upper Convenience Panel (Without Trim) . . . . . . . . . . . . . 4-21
S. Passenger Compartment Upper Convenience Panel (Standard Trim) . . . . . . . . . . . . 4-21
T. Folding Table Assembly (Executive Trim) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Figure 4-8. Basic Helicopter Furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
U. Passenger Compartment Lower Convenience Panel (Executive Trim) . . . . . . . . . . . 4-23
V. Passenger Compartment Upper Convenience Panel (Executive Trim) . . . . . . . . . . . 4-23
W. Pilot's Compartment Footrest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
X. Pilot's Compartment Footrest Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Page 4-ii
Revision 14
CSP-H-2

Y. Pilot's Compartment Footrest Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Z. Pilot's Compartment Footrest Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
AA. Passenger Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Figure 4-9. Miscellaneous Furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
Page 4-iii/(4-iv blank)

Revision 14
CSP-H-2
SECTION 4
FURNISHINGS
1. Furnishings B. Passenger Compartment Seats
The MDHI Model 369HS (500S) Helicopter is The passenger/cargo compartment contains
the standard configuration of the Model 369H two single or a bench type seat for accommo
Helicopter Series, manufactured by Hughes dating two passengers.
Helicopter, now MD Helicopters, Inc. The
Model 369HE (500E) is an executive configura The seat consists of a tubular structure that
tion, Model 369HS (500S) is a standard supports a cushioned and upholstered seat
configuration. The 500S and 500E differ from bottom and seat backrest or optional nylon
other Series 500 Helicopters primarily as mesh seat without cushions.
described below.
Seat cushions with standard trim are uphol
A. General Description of S / E Differences stered and trimmed with vinyl.
Except for interior trim upholstery and floor
coverings, equipment furnishings, paint finish Seats with executive trim are upholstered and
and the other details described in this section, trimmed with leather.
the 369S and 369E are essentially identical to
the basic helicopter configuration. Normally, The seat cushion and backrest can be de
the 369S has the standard trim package and tached. The seats can be folded to provide
the 369E has the executive trim package. additional room in the cargo compartment and
Furnishing variations between models include are easily removable from the floor and
a passenger/cargo compartment folding table, bulkhead attach points by quick-disconnect
passenger steps, and different ashtray fittings on the seat tubular structure. The
locations and passenger/cargo convenience later configuration seat structure incorporates
panels. an adjustable feature at the seat structure leg.
2. Crew Compartment Seats C. Passenger Compartment Seat

Replacement
(Ref. Figure 4-1) The crew compartment
equipped with single controls has a three- (1). Release quick-disconnect fitting at
place arrangement to accommodate the pilot bulkhead and then at floor points.
and two passengers. The seat consist of a
left-side, right-side and center seat bottom, (2). To install the seats, position seat(s) in
each with a seat backrest. Seat cushions with place and allow quick disconnects to
standard trim are upholstered and trimmed lock in place first at floor points and
with vinyl. Seats with executive trim are then at bulkhead fittings.
upholstered and trimmed with leather. Velcro
fastener strips on the underside of the seat D. Seat Inspection
and on the fuselage structure secure the seats
in place. (1). Inspect seating material for cuts, loose
stitching and for other evidence of
A. Crew Compartment Seat Replacement unserviceable condition.
(1). Clear the seat of seat belts and shoul (2). Inspect quick disconnect on seat
der harness. structure for correct operation and
(2). Lift seats away from fuselage structure damage that might prevent positive
to release Velcro fastener hook from locking.
Velcro pile strips.
(3). Inspect the various Velcro fastener hook
(3). To install the seats, position seating in and pile strips installed on seat struc
place and press down so Velcro fasten ture and fuselage structure for security
ers mate. of attachment and condition.
Page 4−1
Revision 14
CSP-H-2
INERTIA REEL (2)
SEAT BACK CUSHION
SEAT BACK
NOTE 1
AFT SUPPORT FITTING AND

VELCRO STRIP HEIGHT ADJUSTMENT
FASTENER (TYP)
SEAT BOTTOM
LOCKPIN
CUSHION
PASSENGER
COMPARTMENT LOWER FRAME
INERTIA REEL (2)
NYLON MESH
FLOOR STRUCTURE
RELEASE PIN
FORE AND AFT
ADJUSTMENT HOLES SUPPORT LEG AND
HEIGHT ADJUSTMENT
INERTIA REEL
HARNESS MUST UNREEL IN

DIRECTION SHOWN
NOTE 2
SEAT BACK
CUSHION 41° ±3°
90° LIMITS OF
CUTOUT IN ALUM.
HOUSING
NOTE 1
VELCRO STRIP
FASTENER (TYP)
NOTES:
1. SHOWN WITHOUT CUSHION
FOR CLARITY.
2. CENTER CUSHIONS AND SEAT
SEAT BOTTOM BELTS ONLY FOR 3-PLACE SEATING.
CUSHION
CREW INERTIA REEL

COMPARTMENT
SEAT STRUCTURE 41-007-1A
Figure 4−1. Seat Installation − Typical (Sheet 1 of 2)
Page 4−2
Revision 14
CSP-H-2
STRUCTURE
FITTING
FITTING
SEAT BELT AND INERTIA REEL
SPACER
WASHER
STRUCTURE FITTING
SEAT BELT AND FITTING

INERTIA REEL
SEAT BACKREST
INBOARD SEAT
FITTING
DISCONNECT BUTTON
SEAT BOTTOM OUTBOARD SEAT

FITTING
SEAT
STRUCTURE
DISCONNECT BUTTON
ADJUSTABLE INTERIOR
SCREW FLOOR TRIM
41-007-2
Figure 4−1. Seat Installation − Typical (Sheet 2 of 2)
Page 4−3
Revision 14
CSP-H-2
SHOULDER STRAP FITTING
SNAP END FITTING

(HOOK UP)
PASSENGER/CARGO COMPARTMENT
AFT BULKHEAD
SHOULDER
SNAP END FITTING STRAP
(HOOK DOWN) FITTING
SNAP END FITTING NYLON WEBBING

(HOOK UP) SHOULDER STRAP
SNAP END
FITTING (HOOK ADAPTER
DOWN) (NOTE 1)
SNAP END INBOARD

FITTING SEAT BELT
(HOOK UP) FITTING
CANTED BULKHEAD
NYLON WEBBING SEAT BELT
OUTBOARD SEAT
BELT FITTING
SNAP END FITTING SHOULDER
BUCKLE
(HOOK UP) STRAP
FITTING LATCH
NYLON WEBBING ADAPTER

SNAP END FITTING
SHOULDER STRAP ADAPTER (HOOK DOWN)
(NOTE 1)
ADAPTER
(NOTE 1) PASSENGER/CARGO COMPARTMENT
SNAP END FITTING
(HOOK UP)
SNAP END FITTING

(HOOK UP) SNAP END FITTING
(HOOK DOWN)
ADAPTER
SNAP END FITTING
BUCKLE (HOOK DOWN)
SNAP END FITTING
(HOOK DOWN)
OUTBOARD SEAT BELT FITTING
LATCH
SNAP END FITTING
ADAPTER (HOOK DOWN)
(NOTE 1)
LATCH
BUCKLE
NYLON WEBBING SEAT BELT
INBOARD SEAT
BELT FITTING
PILOT'S COMPARTMENT NOTES:

1. SLIDE BAR HARNESS LENGTH ADJUSTER.
2. SEATS AND INTERIOR TRIM NOT SHOWN
FOR CLARITY. 41-012A
Figure 4−2. Early Configuration Seat Belt and Shoulder Harnesses
Page 4−4
Revision 14
CSP-H-2
E. Seat Repair B. Seat Belt and Shoulder Harness

Inspection
(1). Lap-stitch frayed or worn upholstery.
(1). Inspect seat belts and shoulder har
(2). Replace unserviceable Velcro fastener nesses for worn or frayed condition and
hook and pile strips. Install new Velcro loose stitching.
pile and hook strips to mate, and bond
with cement (91, Table 2-4). (2). Inspect snap-end fitting for cracks,
excessive wear, corrosion and deforma
NOTE: Loosened Velcro fasteners can be reacti tion.
vated for adhesion by wiping the original
adhesive with methyl ethyl ketone (MEK) (3). Check for freedom from binding, ease of
(22). adjustment, and operation as applica
ble.
3. Seat Belts and Shoulder Harnesses C. Seat Belt Load Testing
(Ref. Figure 4-1 and Figure 4-2) Seat belts Perform seat belt load testing in accordance
and shoulder harnesses are provided at the with FAA AC 43.13-1A and TSO-C22.
five seat positions.
D. Seat Belt and Shoulder Harness Repair
The early configuration seat belts and shoul
der harnesses are fabricated of nylon webbing (1). Replace shoulder harness or seat belt if
with sewn-in buckles, attachment fittings and webbing is excessively worn or there is
adjusters. loose stitching.
(2). Polish out minor nicks and scratches,
Later configuration seat belts and shoulder
restore protective finish to aluminum
harnesses have sewn-in snap end fittings and
parts and renew paint finish as neces
buckles, and are equipped with inertia reels at
sary.
each seat position.
4. Interior Trim
Crew compartment shoulder harness inertia
reels and fittings are attached to the canted (Ref. Figure 4-3 and Figure 4-4) The trim
bulkhead with a bolt, nut and washer. panels are fabricated from thermoplastic
material and are contoured to cover the
Executive trim seat belts pass through a interior fuselage structure, doors and door
semi-rigid cover and seat cushion and frame frames. The interior trim panels provide the
in the passenger compartment. interior finish, insulation for the compartment
A. Seat Belt and Shoulder Harness interior and also provide mounting surfaces for
Replacement convenience items.
Trim panels furnished with early configuration
(1). Early configuration seat belts and executive trim are flocked. Trim installed on
shoulder harnesses are removed by early configuration helicopters are attached
unfastening the snap-type end fittings with Hedlok semi-rigid interlocking nylon
from structure attachments. fasteners and attaching screws.
(2). Remove later configuration seat belts Trim installed in later configuration helicop
by unfastening the snap-type fitting ters are attached with upholstery screws that
from special fittings. fasten to mating rivnuts and isolator nut
mounts on the fuselage structure.
(3). Remove nut, bolt and washer securing
inertia reel and fitting to bulkhead. If Later configuration trim have access doors at
required, remove access door on right hinge pin locations and in lower right and left
side outboard trim panel to unsnap seat panels for access to fuselage structure seat belt
belt fitting. fittings.
(4). Install seat belts and shoulder har The map case trim cover panel located on the
nesses in reverse order of removal. central control tunnel contains a map case
Page 4−5
Revision 14
CSP-H-2
pocket and provisions for an optional untility (3). Connect electrical wires for utility light
light. when installing map case trim cover on
canted Sta. 78.50.
On later configuration helicopters, crew
compartment doors use trim only on the lower C. Passenger Compartment Interior Trim
area. Removal
(1). Identify trim panels, applicable attach
On helicopters equipped with standard trim,
ing devices and locations.
the upper convenience panel trim cover
contains panel provisions for optional heating (2). Remove all screws used to secure trim
and lighting items. The forward bulkhead panel.
standard trim panel contains two literature
pockets and an ashtray and cigarette lighter. (3). On helicopters where trim panels use
Hedlok fasteners, remove all visible
On helicopters furnished with executive trim, attachment screws and gently lift off
the upper convenience panel cover contains a trim panel to disengage fasteners.
blank panel with provisions for an optional NOTE: The upper convenience panel cover
utility light. The forward bulkhead executive must be removed before the transmission
trim panel assembly contains two folding cover panel can be lowered. Release fasten
tables, literature pockets and convenience ers and push panel slightly upwards; then
panel. pivot lower end to clear the bulkhead. Re
On later configuration helicopters, passenger move the transmission cover trim panel by
compartment doors use trim only on the lower rotating forward end downward.
area. A later transmission cover panel contains (4). Disconnect electrical wires from
two cover plugs for access to the main trans ashtray and cigarette lighter when
mission drain and chip detector plugs. removing forward bulkhead trim panel.
A. Crew Compartment Interior Trim Removal (5). Disconnect electrical wires from
optional utility light when removing
(1). Identify trim panels, applicable attach upper convenience panel trim cover
ing devices, and attaching devices, and panel.
attaching screws.
(6). Remove passenger compartment seats
(2). Remove all attaching screws securing when removing lower bulkhead trim
trim panel. On early configuration panel.
helicopters where Hedlok fasteners are D. Passenger Compartment Interior Trim
used, remove all visible attaching Installation
screws; then gently pry and lift off the
selected trim panel. (1). Identify all trim panels, applicable
attaching devices and locations. Refer
(3). Disconnect electrical wires from untility to Passenger Compartment Interior
light when removing map case trim Trim Removal and install in reverse
cover from canted Sta. 78.50. order.
B. Crew Compartment Interior Trim (2). Position trim panels with Hedlok
Installation fasteners in place.
(1). Identify trim panels, applicable attach (3). Press on panel to engage all Hedlok
ing devices, and the number and fasteners. Install applicable screws.
approximate location of attaching (4). Connect electrical wires to ashtray and
screws. cigarette lighter assembly when
installing forward bulkhead trim panel.
(2). Position trim panels using Hedlok
fasteners in place and engage all (5). Connect electrical wires to optional
Hedlok fasteners. Install applicable utility light when installing upper
screws. convenience panel trim cover panel.
Page 4−6
Revision 14
CSP-H-2
ACCESS DOOR
(NOTE 1)
LOWER AFT PANEL, RH
SCREW WITH MATING ACCESS DOOR

RIVNUTS (3 PLCS) (NOTE 1)
ACCESS DOOR
(NOTE 1)
SCREW WITH MATING

NUT MOUNTS (3 PLCS)
SHOULDER BEAM
PANEL
LOWER AFT PANEL, LH
ACCESS DOOR
(NOTE 1)
DNZ HEDLOK ON MOUNT
PAD (2 PLCS)
BLANK COVER FOR
OPTIONAL DUAL CONTROLS
SCREW (4 PLCS) ROTATED

HEADSET COVER
DUST COVER
GROMMET
HINGE
SCREW (2 PLCS)
CYCLIC STICK CONTROL COVER
NOTES:
1. CURRENT CONFIGURATION ONLY.
2. CONTAINS MAGNETIC COMPASS CARD
AND CHECK LIST. 41-013-1B
Figure 4−3. Crew Compartment Interior Trim and Covers (Sheet 1 of 3)
Page 4−7
Revision 14
CSP-H-2
CONTROLS TUNNEL
TRIM COVER VELCRO FASTENER
SCREW (2 PLCS)
REMOVEABLE PLUG (FOR

OPTIONAL UTILITY LIGHT)
MAP CASE TRIM COVER
DNZ HEDLOK ON MAP POCKET

MTG PAD (NOTE 2)
DNZ HEDLOK ON MOUNTING PAD (2 PLCS)

(EARLY CONFIGURATION) SCREW
(2 PLCS)
DNZ HEDLOK ON
STANDOFF (4 PLCS)
SCREW (2 PLCS) HEDLOK - FASTENER
GROMMET MOUNTED
DNZ HEDLOK ON STANDOFF

(4 PLCS) AND ATTACHING
SCREW (4 PLCS)
ONE PIECE
UPPER SIDE PANEL

(LEFT SHOWN)
CREW COMPARTMENT
ROTATED FORWARD PANEL
SCREW WITH MATING

NUT MOUNT (3 PLCS)
SCREW MOUNTED
ASSIST STRAP
ASSIST
HANDLE
ROTATED
SCREW WITH
MATING NUT MOUNT
TWO PIECE
(NOTE 1)
SCREW WITH SCREW WITH MATING
MATING RIVNUT RIVNUT (1 PLC)
SCREW WITH MATING

NUT MOUNT (8 PLCS)
41-013-2B
Page 4−8
Revision 14
CSP-H-2
COLLECTIVE STICK COVER
CREW COMPARTMENT BULKHEAD

TRIM COVER (LEFT SHOWN)
DNZ HEDLOK ON
STANDOFF
VELCRO FASTENER
REMOVABLE PLUG
(LEFT COVER ONLY)
LOWER INSTRUMENT
PANEL TRIM COVER (TYP)
CHANNEL TRIM
DOOR TRIM PANEL
ACCORDION RIVET
(3 PLCS) WINDOW
GEON PLASTIC TAPE
DOOR
DOOR TRIM PANEL
MANUAL LATCH DOOR

DNZ HEDLOK ON STANDOFF
(3 PLCS)
DOOR STRUCTURE
AUTO-LATCH DOOR
ROTATED
RIVNUT
SCREW (7
PLCS)
CNS HEDLOK SCREW (2 PLCS)
(2 PLCS)
DOOR TRIM PANEL
41-013-3B
Page 4−9
Revision 14
CSP-H-2
E. Interior Trim Inspection of the controls cover group, is located on the

left of the cyclic controls cover. The base of the
(1). Inspect trim panels for teats, cuts, case is hinge-mounted to the fuselage struc
breaks or other evidence of an unser ture and allows the case to swing open.
viceable condition. Inspect underside of
trim panels for the condition and A. Control Covers Removal
security of insulation.
(1). Separate the Velcro fastened-attached
(2). Inspect underside of trim panels for fabric dust cover from cyclic cover and
broken, damaged, or missing Hedlok locate the four interior attaching screws
fasteners, as applicable. at the base.
(3). Inspect fuselage structure for loose, (2). Remove interior attaching screws.
damaged, or missing mating Hedlok
fasteners or isolator nut mounts, as (3). To remove cyclic control cover, remove
applicable. crew compartment seats and four
screws atop the seat structure.
(4). Inspect Velcro fasteners used to secure
trim panels for serviceable condition. B. Control Covers Installation
F. Interior Trim Repair (1). Identify all control covers, applicable

attaching devices, and the number and
(1). Remove and replace broken or missing approximate location of attaching
Hedlok fastener of trim panels or on screws.
fuselage structure.
(2). Install cyclic control cover over cyclic
(2). Remove and replace broken or missing controls linkage and install the four
isolator nut mounts, as applicable. inside interior attaching screws.
(3). Remove and replace unserviceable seat (3). Install attaching screws atop the
fitting cover installed on aft section fuselage seat structure.
lower bulkhead trim panel.
(4). Attach Velcro-fastened cloth dust cover
(4). Rebond loose insulation material on to cyclic control cover.
underside of trim panel or on fuselage
structure with cement (91, Table 2-4). (5). Install crew compartment seating.
(5). Remove and replace unserviceable C. Control Covers Inspection

Velcro fastener hook and pile strips. (1). Inspect control covers for tears, cuts,
Install new Velcro pile and hook strip to breaks or other evidence of an unser
mate; bond with cement. viceable condition.
NOTE: Loosened Velcro fasteners can be reacti (2). Inspect condition of dust cover, grom
vated for adhesion by wiping the original met and Velcro fasteners on cyclic stick
film with MEK (22). control cover.
5. Control Covers D. Control Covers Repair
(Ref. Figure 4-3) The crew compartment (1). Remove and replace unserviceable
control cover consist of a cyclic stick control Velcro fastener hook and pile strips
cover, headset cover and a collective stick installed on cyclic stick control cover
cover. The cyclic control cover is mounted to and dust cover. Install new Velcro hook
the forward portion of the seat structure and and pile to mate; bond with (91,
covers the control linkage and friction controls. Table 2-4).
A cutout with a flexible cloth dust cover is
provided in the cover at the cyclic base. The (2). Remove and replace worn or torn
control cover has cutout provisions for optional Velcro-fastened cloth dust cover on
dual controls. The headset case, a component cyclic controls cover.
Page 4−10
Revision 14
CSP-H-2
TRANSMISSON COVER PANEL

INSTALLATION
PLUG BUTTON
MAIN TRANSMISSION DRAIN COVER
PLUG (CURRENT STANDARD TYPE)
CHIP DETECTOR
SCREW (8 PLCS) COVER PLUG
PLUG BUTTON
ISOLATOR NUT MOUNT (BOTH SIDES)
SCREW MOUNTED
MAIN
TRANSMISSION
PASSENGER COMPARTMENT COVER PANEL
SIDE PANEL (RH)
DNZ HEDLOK FASTENER ON

STAND-OFF (3 PLCS) AND
PLUG BUTTON
ATTACHING SCREWS (3 PLCS)
OR ATTACHING SCREWS WITH
MATING RIVNUTS (6 PLCS)
DNZ HEDLOK ON
MOUNTING PAD (4 PLCS)
MAIN TRANSMISSION
ISOLATOR NUT MOUNT
DRAIN COVER PLUG
INSTALLATION (TYP)
(CURRENT EXECUTIVE
TYPE)
DNZ HEDLOK ON HEDLOK FASTENER

STAND-OFF (4 PLCS) MOUNTED
DNZ HEDLOK FASTENER ON STRUCTURE

PASSENGER COMPARTMENT STAND-OFF (3 PLCS) AND
SIDE PANEL (LH) ATTACHING SCREWS (3 PLCS)
OR ATTACHING SCREWS WITH
MATING RIVNUTS (6 PLCS)
ISOLATOR NUT MOUNT

INSTALLATION (TYP)
41-015-1C
Figure 4−4. Passenger Compartment Interior Trim and Covers (Sheet 1 of 3)
Page 4−11
Revision 14
CSP-H-2
DNZ HEDLOK ON
STAND-OFF (3 PLCS)
PASSENGER COMPARTMENT
DOOR TRIM PANEL
SCREW (5 PLCS)
DNZ HEDLOK ON
MOUNT PAD
VELCRO PILE
DOOR STRUCTURE
BLANK COVER
RIVNUT VELCRO HOOK
DOOR TRIM PANEL

DNZ HEDLOK ON SCREW (5 PLACES)
(AUTO-LATCH DOOR)
MOUNT PAD OR
SCREW (2 PLCS)
CONVENIENCE
PANEL COVER
DNZ HEDLOK ON
STAND-OFF
UPPER BULKHEAD
HEDLOK
PANEL (RH) INSTALLATION UPPER BULKHEAD PANEL (RH)
(EARLY SCREW MOUNTED
CONFIGURATION) (CURRENT
CONFIGURATION)
UPPER BULKHEAD
PANEL (LH) UPPER BULKHEAD PANEL (LH)
ISOLATOR NUT MOUNT
LOWER BULKHEAD PANEL

SCREW (5 PLCS)
SEAT FITTING COVER
DNZ HEDLOK
ON STAND-OFF SEAT FITTING COVER
LOWER BULKHEAD PANEL (5 PLCS)
DNZ HEDLOK ON SCREW (5 PLCS)

STAND-OFF (5 PLCS)
41-015-2A
Page 4−12
Revision 14
CSP-H-2
SCREW (4 PLCS)
ASHTRAY
CIGARETTE LIGHTER TRIM PANEL
ASHTRAY AND CIGARETTE

LIGHTER
ASHTRAY EXECUTIVE TRIM PANEL
LITERATURE
POCKET
BLANK PLATE OR
OPTIONAL HEAT
DNZ HEDLOK ON CONTROL
MOUNTING PAD SELECTOR KNOB
(6 PLCS)
CIGARETTE
HEADSET CONNECTOR LIGHTER
FORWARD BULKHEAD TRIM
DNZ HEDLOK ON PANEL (STANDARD TRIM)
STAND-OFF (2 PLCS) HEAT DIFFUSERS
CONVENIENCE PANEL
FOLDING
TABLE
ARM
LITERATURE
POCKET
FOLDING TABLE
PASSENGER COMPARTMENT SPRING PLUNGER

FORWARD BULKHEAD TRIM
BRACKET AND SCREW PANEL (EXECUTIVE TRIM)
OR DNZ HEDLOK ON
STAND-OFF (2 PLCS)
41-015-3B
Page 4−13
Revision 14
CSP-H-2
6. Boltaron Trim Panel Repair (3). Deburr stop drill(s) and clean any
jagged area of crack.
(Ref. Figure 4-5)
(4). Select a piece of boltaron material,
A. Fiberglass Patch Method same contour of area to be patched.
Plating surfaces must provide a snug
(1). Remove damaged panel. fit. Patch material to overlap damaged
area a minimum of 1 inch (25.4 mm) in
(2). Stop drill end(s) of crack. all directions.
(3). Deburr stop drill(s) and clean any
(5). Clean mating surfaces with aliphatic
jagged area of crack.
naphtha (59, Table 2-4). Ensure
(4). Cut patch from fiberglass cloth to surfaces are free from oil, grease or
overlap damaged area or crack, mini other contaminates.
mum 1 inch in all directions.
(6). Assemble patch, when possible, with
(5). Cut second patch to overlap first, mating surface of patch in contact with
minimum 0.50 inch (12.7 mm) in all panel but without application of
directions. If required, cut third patch pressure.
to overlap second, minimum 0.50 inch
Bonding solvent, tetrahy
(12.7 mm) in all directions. WARNING drofuran, is a flammable liq
(6). Abrade surface of panel, in area to be uid; care must be exercised in handl
patched, with emery cloth (49, ing.
Table 2-4).
Solvent shall be applied careful
CAUTION ly so no excess material will run
(7). Clean surface by wiping with cloth,
dampened not saturated, with solvent over other surfaces and mar the finish.
(10).
(7). Inject tetrahydrofuran (46) between
(8). Place panel in horizontal position. Tape mating surfaces by means of syringe or
around area to be repaired with eye dropper.
masking tape, to catch residual resin.
(8). On larger parts, solvent shall be
(9). Apply glass cloth (159) to panel, one ply applied evenly to mating surfaces with
at a time. brush.
(10). Apply resin (160) to material with a (9). Assemble mating surfaces as quickly as
brush or squeegee. possible by firmly pressing together.
(11). Continue adding material and resin (10). Apply clamps to assembly, immediately
until desired thickness has been after solvent application, with sufficient
achieved. pressure to force out air bubbles.
(12). Allow repair to cure, minimum 45 (11). After forcing out bubbles, adjust clamps
minutes at 265° ±10°F (129° ±5°C). As to minimum pressure required to hold
alternate, heat lamp may be used, parts together.
minimum 2 hours.
(12). If solvent has evaporated at or near
NOTE: Heat lamp should be placed a minimum edge of patch, apply more solvent in
of 12 inches from fiberglass repair area. accordance with step (7).
B. Solvent Bonding Patch Method (13). Leave clamps in place for a minimum of
20 minutes.
(1). Remove damaged panel.
(14). Allow the panel to cure for 24 hours
(2). Stop drill end(s) of crack. prior to reinstallation.
Page 4−14
Revision 14
CSP-H-2
FIBERGLASS PATCH METHOD A

0.50 IN.
1.0 IN.
(12.7 MM)
(25.4 MM)
STOP DRILL
SOLVENT BONDING AND EPOXY
ADHESIVE PATCH METHOD B & C
1.0 IN.
(25.4 MM)
1.0 IN.
(25.4 MM)
STOP DRILL
BOND AND RIVET PATCH METHOD D
4-6 X O.D.
PATCH
PATCH
RIVETS
BOND AND RIVET PATCH METHOD D

STOP DRILL 2 X O.D. +0.030 IN.
(0.762 MM)
2 X O.D. +0.030 IN.
(0.762 MM)
WASHER
(NOTE)
NOTE:
USE AN960 WASHER, OF PROPER SIZE TO FIT RIVET DIAMETER, TO 4-6 X O.D.
PRECLUDE RIVET TAIL FROM PULLING THROUGH BOLTARON PANEL.
54-400
Figure 4−5. Boltaron Panel Repair
Page 4−15
Revision 14
CSP-H-2
C. Epoxy Adhesive Patch Method MS20426A4 Countersunk Rivets

(1). Remove damaged panel. MS20470A4 Universal Rivets
(1). Cut patch to proper size.

(2). Stop drill end(s) of crack.
(2). Determine rivet spacing.
(3). Deburr stop drill(s) and clean any
jagged area of cracks. (a). Rivet spacing to be 4-6 times rivet
diameter.
(4). Select a piece of boltaron material, (b). Minimum edge distance to be 2X
same contour of area to be patched. rivet dia. +0.030 inch (0.762 mm).
Mating surfaces must provide a snug Example: For #4 rivet, min. edge
fit. Patch to overlap damaged area a distance is 0.028 inch (0.711 mm).
minimum of one inch (25.4 mm) in all Rivet diameter 0.125 in. (3.175 mm)
directions. X 2 +0.030 in. (0.762 mm) =0.280 in.
(7.112 mm)
(5). Lightly abrade mating surfaces with
emery cloth (49, Table 2-4) and clean (3). Lay out rivet pattern on patch and drill
with solvent (10). holes. Position patch on panel and drill
holes.
(6). Air dry for 30 minutes at ambient (4). Deburr all holes on both sides of patch
temperature. Apply adhesive (19) and panel.
within 2 hours of drying.
(5). Countersink holes on patch if
(7). Thoroughly mix equal parts, by weight, MS20426A4 rivets are to be used.
of adhesive. Color should be uniform (6). Comply with the following procedures if
green. Use unwaxed disposable contain using solvent bonding method (tetrahy
er and wooden tongue depressor or drofuran).
metal spatula for mixing. Pot life of
mixed adhesive is 45 minutes at (a). Perform step (5). of Fiberglass Patch
ambient temperature. Method.
(8). Spread thin uniform layer, 0.002-0.010 (b). Set patch in place, using a minimum
inch (0.051-0.254 mm), of adhesive amount of clecos required to hold
lightly on mating surfaces and clamp patch in contact with panel without
lightly together. applying too much pressure (Ref: step
(6).).
(9). Wipe excess adhesive from bond line. (c). Perform steps (7). thru (9).
(10). The clamps are to remain in place for 8 (d). Install clamps per steps (10). and
hours minimum at ambient tempera (11). Keep all clamps in place for a
ture or 2 hours at 160° ±10°F (71° minimum of 20 minutes. Perform
±5°C). step (12). if necessary.
NOTE: If gap exists between patch and panel,
(11). Allow panel to cure for 24 hours prior to perform step (7). in immediate area of each
installation. rivet hole with a gap prior to installing riv
ets
D. Bond and Rivet Patch Method
(e). Rivet patch to panel.
The following procedure may be used in (f). Allow panel to cure for a minimum of
conjunction with one of the above bonding 24 hours prior to installation.
procedures. If cracks are excessive and/or a
piece of boltaron isn't available that fits (7). Comply with the following procedures if
contour in area to be repaired, rivets may be using the epoxy adhesive method
used to help secure patch to panel. (scotchweld EA 1838A4-8).
Page 4−16
Revision 14
CSP-H-2
(a). Perform steps (5). thru (7). of Fiber 8. Passenger Compartment Floor Trim
glass Patch Method.
(Ref. Figure 4-7) The passenger compartment
(b). Spread a thin uniform layer, floor is furnished with standard or executive
0.002-0.010 inch (0.051-0.254 mm), trim. The floor trim consists basically of a
of adhesive on mating surfaces. Try form-fitted plastic two-section floor trim panel
to keep adhesive out of the rivet with floor covering. Floor covering for execu
holes. tive trim is carpeting. Floor covering for
standard trim is a plastic vinyl material. The
(c). Install the patch on the panel with area below the forward bulkhead trim panel
clecos. and the control access door is also trimmed.
Foot support fairings are only trimmed on
(d). Rivet the patch to the panel. executive models. A trim flap (lower left)
encloses the electrical receptacle recess and is
(e). Wipe excess adhesive from bond line
secured in placed with Velcro fasteners.
and from around the rivets.
A. Passenger Compartment Floor Trim
(f). Allow the panel to cure for 24 hours Removal
prior to installation.
(1). Remove passenger compartment seats.
E. Main Transmission/Engine Drive Shaft
Access Door Assembly (2). Remove cargo tiedown fittings (when
installed).
(Ref. Figure 4-6) The Access Door Assembly is
made of 0.093 inch (2.362 mm) thick boltaron (3). Pry and lift trim panel from floor
plastic, on some models pre-impregnated structure.
layers of fiberglass cloth form the access door. (4). Remove foot support fairings and
The door provides access to the air cooler controls access door (Ref. Sec. 2).
blower fan assembly and engine to transmis
sion drive shaft. B. Passenger Compartment Floor Trim
Installation
F. Main Transmission/Engine Drive Shaft
Access Door Assembly Seal (1). Clear floor of seat belts and check that
Replacement floor structure is clean and free of
debris.
MEK is highly flammable
WARNING and toxic. Use only in well (2). Place trim panel over floor structure
ventilated area and away from heat and press in place.
and flame. (3). Install passenger compartment seats.
(1). Remove seal from access door; remove (4). Install foot support fairings, if required,
seal residue from access door using a and controls access door (Ref. Sec. 2).
cloth dampened with MEK (22,
Table 2-4). C. Floor Trim Inspection
(2). Install new seal. (1). Inspect floor trim panel for cuts,
breaks, or other evidence of an unser
7. Crew Compartment Floor Trim viceable condition.
(Ref. Figure 4-7) The crew compartment floor D. Floor Trim Repair
is furnished with either standard or executive (1). Repair loose or torn plastic vinyl floor
trim. The standard trim uses a fire resistant covering material or carpeting by using
vinyl floor covering material. The executive new application of double-backed-faced
trim consist of fire resistant carpeting. The tape (90, Table 2-4).
plastic vinyl material and carpeting are
secured to the floor area with double-backed- (2). Repair loose or torn floor covering or
faced tape and bonded to the two floor access carpeting on access doors by rebonding
doors. with cement (91).
Page 4−17
Revision 14
CSP-H-2
NOTES 2 AND 3 NOTE 1

NOTES 2 AND 3
NOTE 1
NOTE 1
NOTE 1
NOTE 1
NOTES:
1. NE-71A ADHESIVE-BACKED NITRILE BUTALINE TAPE.
2. MIL-R-6130 & MIL-R-6130D TYPE II, GRADE A COND.
SOFT (ARMSTRONG TYPE DE-41 OR EQUIVALENT).
3. NS 210-2400 ELASTIC EXTRUSION (SILICONE RUBBER SPONGE) 31-340
Figure 4−6. Main Transmission/Engine Drive Shaft Access Door Assembly

(3). Replace unserviceable Velcro fasteners B. Stowage Compartment Box Replacement
on the electrical receptacle recess trim
flap. (1). Raise pilot's compartment floor right
access door. Remove tape covering
9. Miscellaneous Furnishings screwheads and 10 screws and washers
A. Stowage Compartment Box to release stowage box.
(Ref. Figure 4-8) The stowage compartment (2). Install replacement stowage box and
box is a bonded, stitched and riveted thermo secure with screws and washers. Cover
plastic box with a uniformly distributed load screwheads with tape (42, Table 2-4).
capacity of 50 pounds (23 kg) maximum. It is Close and latch access door.
located under the pilot's compartment floor on
the right side. C. Stowage Compartment Box Repair
NOTE: Helicopters equipped with certain op
tional communications and avionics instal Perform fiberglass repair of stowage compart
lations will not have a stowage compart ment box according to applicable instructions
ment box installed. in CSP-H-6, HMI Appendix D.
Page 4−18
Revision 14
CSP-H-2
ROTATED
EXECUTIVE FOOT SUPPORT CONTROLS ACCESS FLOOR AREA

FAIRING TRIM ASSEMBLY DOOR TRIM
CREW COMPARTMENT ACCESS DOOR
FLOOR INTERIOR TRIM INTERIOR TRIM
RIGHT TRIM
ACCESS
FLAP TRIM
FLOOR
CARPETING
ROTATED
LEFT TRIM
CENTER
TRIM
FLOOR STRUCTURE
COVERING
(2 SECTIONS) CUTOUT FOR LEG OF
SEAT STRUCTURE
FLOOR PAN
PASSENGER COMPARTMENT FLOOR

INTERIOR TRIM (EXECUTIVE TRIM)
FLOOR PAN
CUTOUT FOR LEG OF

PASSENGER COMPARTMENT FLOOR SEAT STRUCTURE
INTERIOR TRIM (STANDARD TRIM)
41-014B
Figure 4−7. Crew and Passenger Compartment Floor Trim
Page 4−19
Revision 14
CSP-H-2
D. Cargo Tiedown Fittings place or riveted to the center canopy frame on

the early configuration.
(Ref. Figure 4-8) The cargo tiedown fittings
are formed of 0.250 inch (6.35 mm) diameter, I. Magnetic Compass Card
U-shaped steel rods, with ends flattened. The
flats are drilled to accept a quick-release pin The magnetic compass card contains calibra
for attaching the fitting to the cargo floor. The tion information for the specific compass
pin is secured to the fitting with a 4 inch installed in the helicopter.
(10.16 cm) lanyard. Cargo tiedown fittings can J. Operation Record Holder
be fastened to the cargo floor at any of 12
locations for various cargo loads. (Ref. Figure 4-9) The operation record holder
with a transparent window is attached to the
E. Cargo Tiedown Fitting Inspection outboard side of the right instrument panel
fairing on later configuration helicopters. On
(1). Check for cracks or deformation. early configuration helicopters, the holder is
attached to the lower right front of the pilot's
(2). Check that quick-release pin functions seat structure.
properly and that lanyard is secure.
K. Heat Duct and VNE Card Cover
F. Pilot’s Compartment Canopy Frame Trim
and VNE Card Cover (Ref. Figure 4-9) The heat duct and VNE card
cover assembly provides interior trim for the
(Ref. Figure 4-9) On all later configuration canopy frame and a mounting surface for the
helicopters, trim is provided for the canopy VNE card. A wire pin on the VNE card is used
center frame in the pilot's compartment. The to mount the card to the cover. The pin
trim is screw-mounted to the canopy frame installation enables the VNE card to be flipped
and consists of an upper and lower section, for a view of either side. Velcro fasteners
and a VNE card cover that provides the trim secure the VNE card in the desired viewing
joint. On certain configuration helicopters, the position. Several configuration of the heat duct
magnetic compass is mounted to the trim just and VNE card cover are installed. On a
above the instrument panel. When electroni helicopter equipped with an electrically
cally activated engine anti-icing and cabin controlled engine anti-icing system (Ref. Sec.
heat control systems are installed, the VNE 11) and cabin heating system (Ref. CSP-H-3),
card cover also provides the mounting surface an engine de-ice switch and a cabin heat
for the ENGINE DE-ICE and CABIN HEAT switch are mounted to the heat duct and VNE
switches. The trim sections also function as card cover assembly. The cover may be secured
heat ducts when the optional heating system is to the canopy frame with Hedlok fasteners or
installed. When the heating system is not attaching screws.
installed, removable end-caps enclose the
upper and lower ends of the trim. L. Heat Duct and VNE Card Cover
Replacement
G. Helicopter Checklist
(Ref. Figure 4-9)
The helicopter checklist contains instructions
for an interior check, engine starting, engine M. Heat Duct and VNE Card Cover Removal
runup and stopping the engine. The checklist (1). Remove screws securing heat duct and
is stored with the magnetic compass card in VNE card cover assembly to canopy
the map case trim cover on the upper forward frame.
side of the central controls tunnel in the crew
compartment. (2). On early configuration helicopters
where Hedlok fasteners are used on the
H. VNE Card and Holder (Bracket Mounted) cover, gently pry and lift cover off
canopy frame.
(Ref. Figure 4-8 and Figure 4-9) The VNE
(Velocity to Never Exceed) card is held by a (3). On covers that have side-mounted
holder directly above the hood of the instru switches, disconnect wiring for engine
ment console. The holder may be bonded in de-ice switch (Ref. Sec. 11). Refer to
Page 4−20
Revision 14
CSP-H-2
CSP-H-3 for wiring of the optional Q. Ashtrays

cabin heat switch.
(Ref. Figure 4-4 and Figure 4-8) The crew
N. Heat Duct and VNE Card Cover compartment is equipped with an ashtray and
Installation cigarette lighter located in the lower portion of
the instrument panel.
(1). On cover assemblies that have side-
mounted switches, connect electric On helicopters with standard trim, an ashtray
wires for engine de-ice switch (Ref. Sec. and cigarette lighter is installed on the
11). Refer to CSP-H-3 for wiring of the forward bulkhead trim panel. On helicopters
optional cabin heat switch. furnished with executive trim, the ashtray and
cigarette lighter assembly is mounted on the
(2). Where Hedlok fasteners are used on the forward bulkhead trim panel as part of the
cover, position in place and engage lower convenience panel.
fasteners.
On early configuration helicopters without
interior trim, an ashtray and cigarette lighter
(3). On screw-mounted cover assemblies, assembly is installed on the forward bulkhead.
reinstall mounting screws.
R. Passenger Compartment Upper
O. Heat Duct and VNE Card Cover Inspection Convenience Panel (Without Trim)
(Ref. Figure 4-9) (Ref. Figure 4-4) On early configuration

helicopters without interior trim, a plastic
(1). Inspect cover for tears, cracks, breaks convenience panel is located above the
or other evidence of unserviceable compartment forward bulkhead. The conve
condition and legibility. nience panel provides mounting facilities for
utility light switch, heated air outlet diffuser
(2). Check that the VNE card mounting is valve and two head set connectors (all optional
secure. Check that Velcro fasteners are equipment). Six screws attach the panel to the
not defective. fuselage structure. Plugs and covers are
supplied with the panel when optional
(3). On covers using the Hedlok fasteners equipment is not installed.
installation, check that fasteners on
cover and mating fasteners on canopy S. Passenger Compartment Upper
frame are not defective. Convenience Panel (Standard Trim)
P. Heat Duct and VNE Card Cover Repair (Ref. Figure 4-4) On helicopters with standard
trim, the upper convenience panel is contained
in the convenience panel panel trim cover. The
(Ref. Figure 4-9) convenience panel provides mounting facilities
for a utility light switch, heated air outlet
(1). Replace defective or illegible VNE cards. diffuser valve and two headset connectors. Six
Replace unserviceable Velcro fastener screws attach the panel to the convenience
strips on card or at card cover location. panel trim cover. Plugs and covers are supplied
Install new Velcro fastener strips to with the panel when the optional equipment is
mate. Bond in place with cement (91, not installed.
Table 2-4).
T. Folding Table Assembly (Executive Trim)
(2). Remove and replace broken or missing
Hedlok fasteners. (Ref. Figure 4-4) On helicopters with executive
trim, two folding tables are provided in the
(3). Repair or replace loose or illegible passenger/cargo compartment for passenger
switch bezels. Bond bezel to cover with use. The folding tables are installed on the
adhesive (19). compartment forward bulkhead trim panel.
Page 4−21
Revision 14
CSP-H-2
TRIM DUCT END CAP
CANOPY CENTER
FRAME TRIM - UPPER
(NOTE)
CANOPY CENTER
FRAME TRIM - LOWER
(NOTE)
VNE CARD COVER

TRIM DUCT END CAP
CARGO TIE-DOWN
FITTING (TYP)
FLOOR STRUCTURE
ASHTRAY AND LIGHTER
PANEL
HOLDER
LIGHTER
ROTATED ASHTRAY
STOWAGE COMPARTMENT
BOX
NOTE:
TRIM SECTIONS USED FOR HEAT DISTRIBUTION
WHEN HEATING SYSTEM INSTALLED. 30-122D
Figure 4−8. Basic Helicopter Furnishings
Page 4−22
Revision 14
CSP-H-2
U. Passenger Compartment Lower (3). Position replacement foot rest on floor

Convenience Panel (Executive Trim) support bulkhead and install four bolts,
sixteen washers and four nuts. When
(Ref. Figure 4-4) On helicopters with executive necessary, use thin aluminum washers
trim, the passenger/cargo compartment is to shim between footrest and bulkhead
equipped with a lower convenience panel. The attach points to obtain fourpoint
panel is mounted in the compartment forward contact before tighten bolts.
bulkhead trim panel. The convenience panel
contains an ashtray and cigarette lighter (4). Reinstall stowage compartment box.
assembly, heat diffusers and provisions for an
optional heat control selector knob and two Y. Pilot’s Compartment Footrest Inspection
headset connectors.
Inspect the foot rest for security and service
V. Passenger Compartment Upper able condition.
Convenience Panel (Executive Trim)
Z. Pilot’s Compartment Footrest Repair
(Ref. Figure 4-3) On helicopters with executive
trim, the convenience panel trim cover Perform weld repair of the foot rest tubing
contains provisions for an optional utility light according to FAA AC 43.13-1A, Aircraft
(Ref. CSP-H-3). When the optional utility Inspection and Repair.
light is not installed in the trim cover, a
removeable plug is used. AA. Passenger Step
W. Pilot’s Compartment Footrest (Ref. Figure 4-9) The executive trim helicopter
is furnished with a removable passenger step,
(Ref. Figure 4-9) The pilot's compartment foot that readily attaches to the helicopter side
rest consist of welded aluminum alloy tubes jacking points, to make entering or leaving the
attached to the floor support bulkhead (Sta. cargo/passenger compartment more conve
44.65) at the right side of the compartment. nient. The step assembly consists of a step
plate attached to a tubing arm with a step
X. Pilot’s Compartment Footrest support pin and is rated for 340 pounds (154
Replacement kg). A locking pin on the step support pin
(1). Remove stowage compartment box. ensures security of the step in the jacking
point when the step is installed. The step may
(2). Remove four bolt and nuts, and sixteen be stowed in the cargo/passenger compartment
washers to release foot rest. when not in use.
Page 4−23
Revision 14
CSP-H-2
HEDLOK MOUNTED
HEDLOK FASTENER
HEAT DUCT AND

VNE CARD COVER
VNE CARD
OPERATION SCREW MOUNTED

RECORD HOLDER
VNE CARD
VNE CARD HOLDER
CURRENT
CONFIGURATION
EARLY CONFIGURATION
HEAT DUCT
AND VNE CARD
COVER
VNE CARD VNE CARD

HOLDER
VELCRO FASTENER
LOCKING PIN
BULKHEAD
JACKING
FITTING
EXECUTIVE STEP
SUPPORT SHAFT
BULKHEAD COVER (NOT USED WHEN

PASSENGER STROBE LIGHTS POWER SUPPLY
FOOTREST INSTALLED)
41-008C
Figure 4−9. Miscellaneous Furnishings
Page 4−24
Revision 14
CSP-H-2
Section
5
Tailboom and Tail
Surfaces
CSP-H-2
TABLE OF CONTENTS
Section 5 Tailboom And Tail Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

1. Tailboom Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
2. Troubleshooting Tailboom and Tail Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
3. Tailboom Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
A. Tailboom Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
B. Tailboom Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Table 5-1. Troubleshooting Tailboom and Tail Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
4. Tailboom Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5. Tailboom Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
6. Tail Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Figure 5-1. Empennage and Boom Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Figure 5-2. Tailboom Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
7. Stabilizer Sheet Metal Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
8. Upper Vertical Stabilizer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
A. Upper Vertical Stabilizer Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
B. Upper Vertical Stabilizer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
9. Upper Vertical Stabilizer Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
10. Upper Vertical Stabilizer Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
11. Horizontal Stabilizer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
A. Horizontal Stabilizer Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
B. Horizontal Stabilizer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Figure 5-3. Empennage Removal and Installation (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . 5-6
12. Horizontal Stabilizer Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
13. Horizontal Stabilizer Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
14. Lower Vertical Stabilizer Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
A. Lower Vertical Stabilizer Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
B. Lower Vertical Stabilizer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
15. Lower Vertical Stabilizer Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
16. Lower Vertical Stabilizer Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
17. Stabilizer Strut Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
A. Stabilizer Strut Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
B. Stabilizer Fixed Strut Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
C. Stabilizer Damped Strut Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
D. Damped Stabilizer Strut Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
E. Damped Stabilizer Strut Re-Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
18. Stabilizer Strut Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Page 5-i
Revision 14
CSP-H-2

19. Stabilizer Strut Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Figure 5-4. Strut Damper Disassembly and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
Page 5-ii
Revision 14
CSP-H-2
SECTION 5
TAILBOOM AND TAIL SURFACES
1. Tailboom Assembly (5). Disconnect connector of chip detector
wiring, and optional night lighting
(Ref. Figure 5-1) The boom assembly, a system wiring if installed. Disconnect
monocoque structure of aluminum skin over knife splice by hand or use appropriate
forged aluminum frames, houses the tail rotor connector insertion/extraction tool (42
drive shaft and tail rotor control rod, and or 43, Table 2-2) for wire mate type
supports the horizontal and vertical stabilizer connector (Ref. Section 19).
tail surfaces. The horizontal stabilizer is
mounted at an upward angle of 25 degrees. (6). Remove the nuts, washers and bolts
The tail surfaces stabilize the helicopter and that attach boom to fuselage and
maintain it in a relatively level attitude during remove boom.
high speed forward flight. (CSP-H-3 contains
information on optional exterior lights.) B. Tailboom Assembly Installation
2. Troubleshooting Tailboom and Tail (1). Support tailboom so that mating
Surfaces bulkheads are flush.
(Ref. Table 5-1) NOTE: Prior to tailboom installation, coat
threads of external wrenching bolts and at
3. Tailboom Assembly Replacement taching nuts with lubricant (25, Table 2-4).
(Ref. Figure 5-2)
(2). Slide countersunk washers on external
A. Tailboom Assembly Removal wrenching bolts with countersunk side
facing bolt heads.
(1). Remove the tail rotor transmission and
drive shaft (Ref. Section 9). If washers are installed back
CAUTION wards, structural failure may
(2). Remove the tail rotor control rod (Ref. result due to insufficient surface in bearing
Section 8). that can cause spreading or cracking of
washers and result in loss of clamp‐up
(3). Position suitable cradles under the
torque.
tailboom at the canted Sta. 209.78
frame fitting and the forward stabilizer (3). Install bolts through aft section
boom mounting frame. fuselage frame into boom frame and
To avoid damage, ensure that place flat washer(s) on each bolt as
CAUTION the boom is properly supported required for correct bolt grip. Use no
before removing the boom attach bolts more than three flat washers under
each nut. Install nuts and torque only
(4). Open the boom bolts access doors and the nuts to 200 - 240 inch-pounds
remove the bond jumper from the boom. (22.60 - 27.12 Nm).
Table 5−1. Troubleshooting Tailboom and Tail Surfaces

Symptom Probable Trouble Corrective Action
High−frequency vibration Loose lower vertical stabilizer On stabilizer attached with adjustable bolt,
retorque to 25−40 inch−pounds (2.82−4.52 Nm).
On stabilizers attached with two bolts, retorque to
90−110 inch−pounds (10.17−12.43 Nm)
NOTE: High frequency vibrations on the helicopter can also be caused by components in other systems. (Ref.
Sections 8, 9, and 10.)
Page 5−1
Revision 14
CSP-H-2
NOTE: Bolts may be reversed for access to (2). Replacement ‐ Defective Tail Rotor
torque nuts. Torque wrench adapter (25, Control Rod Grommets:
Table 2-2) is used for torquing.
Replacement of control rod grommets
(4). Install bond jumper to boom and may require removal of tailboom
connect chip detector wiring. Connect frames. Refer to CSP-H-5 for available
night lighting wiring if used. information on replacement grommets
with increased service life and for
(5). Install the tail rotor transmission and grommet replacement.
drive shaft.
(6). Install the tail rotor and control rod. 6. Tail Surfaces
(7). Check rigging of tail rotor control. (Ref. Figure 5-3) Helicopter tail surfaces
consist of a vertical and horizontal stabilizer
(8). Install boom bolts access doors. attached to the aft end of the tailboom. A fixed
or a damped strut interconnects the horizontal
4. Tailboom Assembly Inspection stabilizer and the upper vertical at their
approximate midpoints.
(Ref. Figure 5-2)
(1). Inspect the boom interior skin and The stabilizers are constructed of beaded
frames for corrosion and cracks. aluminum alloy sheet metal skin over formed
sheet metal ribs. Each stabilizer is supported
(2). Check the attaching nuts and bolts in by a forged aluminum attached fitting.
the boom canted Sta. 197.78 frame
fitting for security. The upper stabilizer incorporates a 5‐degree
twist which improves the tail rotor (anti‐
(3). Inspect the tail rotor control rod torque) pedal neutral position during cruise
grommets in the boom frames for flight.
evidence of deterioration.
The upper end of the skid attaches to the lower
(4). Inspect the bond jumper for security stabilizer and gearbox mounting frame. The
and corrosion. tail skid is formed from an aluminum tube
which tapers from its attach point in the root
(5). Inspect the boom exterior for loose or to a curved end just below the bottom rib of the
missing rivets. lower stabilizer.
(6). Inspect the boom stabilizer and gearbox
Ensure the countersunk wash
mounting frames for cracks, security of CAUTION ers used with the internal
attachment and elongated holes.
wrenching bolts that attach the tail surfaces
are installed with the beveled edge facing
5. Tailboom Assembly Repair
the bolt head. If washers are installed back
Refer to CSP-H-5 for sheet metal repair. wards, structure failure may result due to
insufficient surface in bearing that can
NOTE: The most highly stressed skins on the cause spreading or cracking of the washers
helicopter are the two panels that form the and result in loss of clamp‐up torque.
monocoque boom assembly (Ref.
Figure 5-1). NOTE: MDHI Service Information Notice
HN‐42 provides instructions for optional re
(1). Negligible Damage: work of an existing fixed strut to the
damped strut configuration which is de
There is no damage that can be consid signed to decrease vibration effects on the
ered negligible. All drainage must be stabilizer resulting from a tail rotor out‐of‐
repaired upon detection. balance condition.
Page 5−2
Revision 14
CSP-H-2
UPPER VERTICAL
STABILIZER
VERTICAL-TO-HORIZONTAL
STABILIZER STRUT
BOOM STABILIZERS AND

FWD STABILIZER BOOM
GEARBOX MOUNTING
MOUNTING FRAME
FRAME AND BRACKET
RIGHT SKIN WIRING

PANEL CONDUIT
STA. 209.78
GROMMET
CANTED FRAME
STA. 264.32
CANTED FRAME
STA. 242.14
CANTED FRAME
GROMMET LOWER VERTICAL
STABILIZER
LEFT SKIN PANEL
STA. 219.96
CANTED FRAME
GROMMET
STA. 197.78 CANTED
FRAME FITTING
30-060C
Figure 5−1. Empennage and Boom Assembly
Page 5−3
Revision 14
CSP-H-2
FWD STABILIZER BOOM

MOUNTING FRAME
CANTED
STA. 209.78
SELF-LOCKING NUT
FLAT WASHER (CRES) NUT 200-240 IN. LB
(NOTE 3) (22.60-27.12 NM)
PLAIN HEX NUT (NOTE 4)
FLAT WASHER (AL-ALY
UNTREATED)
SPRING LOCKWASHER
BOND JUMPER FLAT WASHER(S) (NOTE 2)
SPRING LOCKWASHER NOTE 1
FLAT WASHERS
(AL-ALY UNTREATED)
FLAT WASHER
(NOTE 2) ACCESS HOLE
COUNTERSUNK WASHER
CHIP DETECTOR WIRING
TAIL LIGHT WIRING

EXTERNAL WRENCHING BOLT
BOOM FITTING (REF OPTIONAL)
(NOTE 4)
ACCESS HOLE
BRACKET
NOTES:
FLAT WASHER 1. ENSURE GROUND CONTACT SURFACE IS CLEAN
BEFORE BOND JUMPER INSTALLATION. AFTER
SPRING LOCKWASHER INSTALLATION, COAT EXPOSED BARE METAL GROUNDED
FLAT WASHER (CRES) (NOTE 3) AREA WITH LAQUER (47, TABLE 2-4).
NOTE 1 BOND JUMPER 2. THREE FLAT WASHERS MAX UNDER NUT. ADD CSK
FLAT WASHER WASHERS UNDER BOLT HEAD AS REQUIRED.
(AL-ALY UNTREATED) 3. CRES-STAINLESS STEEL.
4. COAT THREADS WITH LUBRCANT (25, TABLE 2-4) PRIOR
TO INSTALLATION.
30-062E
Figure 5−2. Tailboom Removal and Installation
Page 5−4
Revision 14
CSP-H-2
7. Stabilizer Sheet Metal Repair (7). Position access plates at each end of
fixed strut and attach with screws and
(1). Negligible Damage: washers.
Shallow scratches, nicks, light corrosion 9. Upper Vertical Stabilizer Inspection
deposits, and smooth contour dents that
blend into surrounding surfaces are (Ref. Figure 5-3)
considered negligible damage and
require only normal corrosion control (1). Inspect metal skin for holes, cracks,
and paint finish maintenance. loose rivets or corrosion.
(2). Repairable Damage: (2). Inspect attach fitting for cracks, loose
rivets or corrosion.
Repair stabilizer sheet metal according
(3). Inspect attach bolts and mating holes
to applicable instructions in CSP-H-5.
for evidence of wear caused by loose
8. Upper Vertical Stabilizer Replacement ness in service. Inspect questionable
bolts or attach fittings by the dye‐
(Ref. Figure 5-3) penetrant or magnetic particle method,
as applicable.
A. Upper Vertical Stabilizer Removal
(4). Inspect bonding jumper for security,
(1). Remove stabilizer strut. corrosion and fraying.
(2). Remove forward attach bolts and 10. Upper Vertical Stabilizer Repair
countersunk washers and nuts that
secure stabilizer to tailboom structure; Perform repair of the upper vertical stabilizer
remove bonding jumper and upper according to applicable instructions in CSP-
vertical stabilizer. H-5.
B. Upper Vertical Stabilizer Installation 11. Horizontal Stabilizer Replacement

(1). Place upper vertical stabilizer in (Ref. Figure 5-3)
position on tailboom. Install bonding
A. Horizontal Stabilizer Removal
jumper, forward attach bolt, counter
sunk washer and bushing. Countersunk (1). Remove tail rotor transmission and
side of washer must face bolthead; do drive shaft (Section 9).
not tighten.
(2). Remove stabilizer strut.
(2). Insert external wrenching bolts with
counter-sunk washers through mount (3). Remove three bolts, washers, nuts and
ing holes; countersunk side of washer bushing; remove bonding jumper and
must face bolthead. Install two new horizontal stabilizer.
nuts and washers; do not tighten. B. Horizontal Stabilizer Installation
(3). Install strut; do not tighten strut bolts. (1). Place horizontal stabilizer in position
on tailboom. Install a countersunk
(4). Torque forward attach bolt to 50 - 70
washer and bushing on external
inch-pounds (5.65 - 7.91 Nm).
wrenching bolt; countersunk side of
NOTE: Torque values for the nuts may be ap washer must face bolthead. Insert bolt
plied to the corresponding bolthead at the in forward mounting hole; do not
high limit of the tolerance in cases where tighten. Install bonding jumper.
the nut is not accessible. (2). Install a countersunk washer on each of
(5). Torque the two nuts to 170 - 200 the other external wrenching bolts;
inch-pounds (19.21 - 22.60 Nm). countersunk side of washer must face
the bolthead. Insert bolts through aft
(6). Torque the strut bolts to 50 - 70 mounting holes and install a nut and
inch-pounds (5.65 - 7.91 Nm). washer on each bolt; do not tighten.
Page 5−5
Revision 14
CSP-H-2
50-70 IN. LB
(5.65-7.91 NM)
50-70 IN. LB FLANGED *
(5.65-7.91 NM) BUSHING
*
* FLANGED BUSHING
*
BONDING JUMPER
BONDING
JUMPER
380-410 IN. LB
(42.93-46.32 NM)
170-200 IN. LB
STRUT (19.21-22.60 NM)
STABILIZER AND
GEARBOX MOUNTING ADJUSTABLE BOLT
FRAME 25-40 IN. LB
(2.82-4.52 NM)
UPPER VERTICAL (NOTES 1, 2)
STABILIZER
BONDING
JUMPER
BOLT
(NOTE 1)
SPACER 90-110 IN. LB
90-110 IN. LB (NOTE 3) (10.17-12.43 NM)
(10.17-12.43 NM)
SPACER
(NOTE 3) BONDING JUMPER
LOWEER VERTICAL
STABILIZER DUAL BOLT INSTALLATION
BOLT
TAIL SKID NOTES:

1. DIRECTION OF BOLT HEAD OPTIONAL.
2. AFTER TORQUING, 0.030 IN. (0.762 MM) MIN. GAP TO
EXIST UNDER BOLT HEAD, UNDER NUT, OR IN TOTAL.
3. CURVED SIDE OF SPACER MUST FACE STABILIZER.
4. ASTERISK ( * ) INDICATES COUNTERSUNK WASHER.
30-061-1B
Figure 5−3. Empennage Removal and Installation (Sheet 1 of 2)
Page 5−6
Revision 14
CSP-H-2
SILICONE RUBBER SEAL
ACCESS PLATE
ACCESS PLATE
*
HORIZONTAL
STABILIZER
FIXED STRUT
*
50-70 IN. LB
(5.65-7.91 NM)
(TYP BOTH ENDS)
UPPER VERTICAL
STABILIZER
TAB WASHER
DAMPED STRUT
HORIZONTAL
CHECK NUT
STABILIZER
FITTING
*
50-70 IN. LB
(5.65-7.91 NM)
(TYP BOTH ENDS)
30-061-2B
Figure 5−3. Empennage Removal and Installation (Sheet 2 of 2)
Page 5−7
Revision 14
CSP-H-2
(3). Install strut between horizontal and (3). Reapply the 75 pound (34 kg) down
upper vertical stabilizer. Use ward load to stabilizer tip. Inspect spar
MS21250‐04004 bolts and MS20002C4 web and upper flange through access
washers; do not tighten bolts at this holes for cracks, using flashlight. Pay
time. particular attention to area around first
rivet at each side of bead.
(4). Torque forward mounting bolt to 50 -
70 inch‐pounds (5.65 - 7.91 Nm). NOTE: If spar cracking is noted, horizontal sta
bilizer must be replaced.
NOTE: Torque values for the nuts may be ap
plied to the corresponding bolthead at the (4). Smooth the inspection hole edges to
high limit of the tolerance in cases where eliminate surface irregularities. Cover
the nut is not accessible. holes with masking tape, or equivalent,
in place of patching.
(5). Torque the two remaining nuts to 380 - NOTE: Smooth the access hole edges to remove
410 inch‐pounds (42.93 - 46.32 Nm). possible stress risers. At each subsequent
(6). Tighten strut rut attachment bolts. 300‐Hour Inspection, remove tape and in
spect skin area around holes for possible
(7). Install access plates at each end of fixed cracks; repair as required (HMI Appx D).
strut with screws and washers. Re-tape holes
(8). Reinstall tail rotor transmission and (5). Replace all loose (working) rivets with
drive shaft. correct length CR2249NS‐4 or OCKLP‐
B4 rivets.
12. Horizontal Stabilizer Inspection (6). Check tail rotor balance.
(Ref. Figure 5-3) NOTE: A tail rotor badly out of balance imposes
excessive stabilizer fatigue loads.
(1). Apply an approximate 75 pound (34 kg)
downward load to horizontal stabilizer (7). Inspect metal skin for cracks, holes or
tip and visually check for the following: corrosion.
(a). Abnormal deflections. (8). Inspect attach fitting for cracks, loose
rivets or corrosion.
(b). Any motion between skin and rivets (9). Inspect attach bolts and mating holes
on upper surface across first three for evidence of wear caused by loose
skin beads out-board of strut attach ness in service. Replace questionable
fitting. bolts and dye‐penetrant inspect
If either one of the above condi questionable attach fittings as applica
CAUTION tions is noted, perform steps (2). ble.
thru (6). below; otherwise, no further action (10). Inspect bonding jumper for security,
is required. corrosion and fraying.
(2). Cut three 1 inch (25.4 mm) diameter 13. Horizontal Stabilizer Repair
holes through bottom of skin surface
with the center line of the holes 2.0 Perform repair of the horizontal stabilizer
inches (50.8 mm) aft of the spar rivet according to applicable instructions in CSP-
line at following locations. H-5.
14. Lower Vertical Stabilizer Replacement
(a). First hole midway between chordwise
row of rivets and first bead outboard (Ref. Figure 5-3)
of strut attach fitting. A. Lower Vertical Stabilizer Removal
(b). Second hole midway between first (1). Remove bonding jumper.
and second bead.
(2). On helicopters with adjustable bolt
(c). Third hole between second and third installation, loosen the adjustable bolt
bead. until it is free but do not remove.
Page 5−8
Revision 14
CSP-H-2
(3). Firmly push bolt inward to free the Torque nuts to 90 - 110 inch‐pounds
bushing stack; then turn the bolt (10.17 - 12.43 Nm).
approximately 1/4 turn clockwise to
engage the threaded end bushing. (6). Install bonding jumper.
(4). Remove the bolt and bushing stack as 15. Lower Vertical Stabilizer Inspection
an assembly.
(Ref. Figure 5-3)
(5). On helicopter with dual mounting bolt
installation, remove nuts, washers, (1). Inspect the metal skin for holes, cracks,
spacers and bolts. loose rivets or corrosion. Any crack
must be stop‐drilled or patched (CSP-
(6). Slide stabilizer from gearbox mounting H-5).
frame.
(2). Inspect attach fittings for cracks, loose
B. Lower Vertical Stabilizer Installation rivets or corrosion. Check that the
drain holes in stabilizer bottom rib are
(1). Apply a coat of zinc chromate paste (72, open. If there appears to be excessive
Table 2-4), or lubricant (21), on the clearance between the stabilizer tube
gearbox mounting frame post. and attach fitting, a temporary repair
should be made using aluminum
(2). Position stabilizer on mounting frame laminated shim stock to reduce this
post and align holes in stabilizer and clearance installation fit.
mounting post.
(3). Check adjustable bolt or the two
(3). On helicopters using the adjustable mounting bolts for condition. Oversized
bolt, install the bolt and engage threads or elongated bolt holes in both the
in nut. (Direction of bolthead is option stabilizer and the stabilizer and
al; nut facing aft makes torquing gearbox mounting frame must be
easier.) repaired.
Tighten bolt by turning bol (4). Inspect visible portion of tail skid tube
CAUTION thead; do not turn the nut. After for cracks, deformation and condition of
torquing, check for proper installation by plastic sleeve between tube and bottom
measuring the gap between the bolthead rib.
and fitting and the nut and fitting. A mini
mum gap of 0.030 inch (0.762 mm) must ex (5). Inspect bonding jumper for security,
ist at either end or in combined total for the corrosion and fraying.
bolt to be correctly installed. If at least one
full thread is not visible through the nut, 16. Lower Vertical Stabilizer Repair
the wrong bolt is installed, or bolt is in
stalled incorrectly. Do not try to eliminate (1). Repair lower vertical stabilizer sheet
gap by over-torquing. metal or mounting tube according to
applicable instructions in CSP-H-5.
(4). Torque the adjustable bolt to 25 - 40
inch-pounds (2.82 - 4.52 Nm). If no (2). Repair oversized holes in stabilizer and
torque wrench is available, tighten bolt gearbox mounting frame having single
until bolt just binds in hole; then bolt attachment as follows.
tighten nut one more complete turn.
NOTE: An ABC 4677 bolt is originally used in
(5). On helicopters using dual mounting unbushed holes. Maximum serviceable di
bolts, install bolts, spacers (curved side ameter for worn unbushed holes is 0.257
against stabilizer), washers and nuts. inch (6.5278 mm). Bolt hole wear in excess
Direction of bolthead is optional; upper of the maximum should be repaired by the
nut facing aft makes torquing easier. bushing method given in CSP-H-5.
Page 5−9
Revision 14
CSP-H-2
(a). If the mounting hole is oversized or B. Stabilizer Fixed Strut Installation

elongated, but within maximum
permissible diameter in either or NOTE: The use of AN bolts for strut attach
both the gearbox mounting frame ment is not recommended because this bolt
and stabilizer fitting, rework and type lacks uniformity in tensile strength.
bush the damaged hole(s) according (1). Position strut between horizontal and
to CSP-H-5 and continue to use an upper vertical stabilizers. Attach strut
ABC 4677 bolt. to stabilizers with washers and bolts
(countersunk side of washers to face
(b). If mounting hole(s) are already bolthead). Do not tighten.
bushed but bushing ID is not within
the permissible wear limit, re-bush (2). Torque upper vertical stabilizer root
the hole(s) according to CSP-H-5 mounting bolts.
and continue to use an ABC 4677
bolt. (3). Torque the attachment bolts to 50 - 70
inch‐pounds (5.65 - 7.91 Nm).
NOTE: The oversize bolt repair given in step
(4). Position access plates at each end of
(c). below should be used only as an expedi
strut and attach with screws and
ent repair. Use of the oversize bolt will affect
washers.
interchangeability of other stabilizers on
the gearbox mounting frame. Also, if the C. Stabilizer Damped Strut Installation
oversize bolt repair is made and any subse
quent wear causes hole diameter to exceed NOTE: The use of AN bolts is not recommended
0.3125 inch (7.9375 mm), the bushing repair for strut attachment due to the lack of uni
is not permissible. formity in tensile strength of AN type bolts.
(c). For expedient repair, oversized or (1). Torque upper vertical stabilizer root
elongated mounting bolt holes in both mounting bolts if these were loosened
stabilizer and mounting frame may for fixed type strut removal.
be drilled and reamed to 0.312 inch (2). Position the damped strut assembly
(7.9248 mm) diameter and an over and temporarily install the upper strut
size adjustable ABC 4678 bolt attachment bolt.
installed. The ABC 4678 bolt is
similar to the ABC 4677 bolt except (3). Re-adjust the lower end fitting of the
the bolt bushing OD is 0.312 inch damper assembly so that a bolt will
(7.9248 mm) instead of 0.250 inch slide into the lower vertical stabilizer
(6.35 mm) and it has a hex head attachment hole.
instead of a recessed head.
(4). Disengage fitting and turn the fitting
inward one full turn to shorten the
17. Stabilizer Strut Replacement strut length and establish damper
(Ref. Figure 5-3) preload.
(5). Install both fitting attachment bolts
A. Stabilizer Strut Removal and countersunk washers (countersunk
(1). Remove access plates at each end of side toward bolthead) and torque to 50
fixed strut. - 70 inch‐pounds (5.65 - 7.91 Nm).
(6). Tighten check nut on damper fitting.
(2). Remove attachment bolts and washers
that attach strut to stabilizers. (a). If installed, bend one tab of tab
washer over a hex flat on the check
(3). At root of upper vertical stabilizer, nut and another tab over a hex flat
loosen bolts and nuts far enough to on the damper fitting.
allow the fixed strut to clear the
stabilizer attach fittings. (b). If check nut and fitting with lockwire
provisions are used, lockwire check
(4). Remove the strut. nut to fitting.
Page 5−10
Revision 14
CSP-H-2
D. Damped Stabilizer Strut Disassembly pound (11 - 36 kg) pushing or pulling

load applied to the plunger should
(Ref. Figure 5-4) Disassemble the damped produce 0.010 inch (0.254 mm) move
stabilizer strut by removing retaining ring and ment.
pulling plunger out of damper housing.
Further disassembly, as illustrated, may be (4). Adjust the nominal length of the
performed if required. Do not remove inboard damper assembly to the dimension
snubbers unless outboard snubbers are found shown. If installed, do not bend tab
unserviceable upon inspection. Discard used washer at this time.
tab washer.
18. Stabilizer Strut Inspection
E. Damped Stabilizer Strut Re−Assembly
(Ref. Figure 5-4)
(Ref. Figure 5-4) (1). Inspect the strut for holes, cracks and
Refer to Hughes Notice HN‐102.3 for inspec corrosion.
tion and/or modification of strut assemblies. (2). Inspect cushion seals at each end of
fixed strut for deterioration and
(1). Assemble damper as shown. Be sure to security of bonding.
place the thin snubbers next to the
collar on damper plunger. If a slotted (3). Inspect outboard snubbers of damped
plunger is used, install a new tab strut for serviceability as shown. If
washer. outboard snubbers are not serviceable,
replace all four snubbers.
(2). Push assembled plunger firmly into
damper housing and install retaining 19. Stabilizer Strut Repair
ring. Additional compression of snub
bers, by pushing on cap assembly, may No structural repair is currently authorized for
be required in order to completely seat the stabilizer strut. Replace deteriorated
the retainer in the housing. cushion seals on fixed strut, using adhesive
(69, Table 2-4) according to container instruc
(3). Check that plunger will move smoothly tions. Replace unserviceable snubbers and
with no binding in bearings. A 25 - 80 other parts of the damper on damped struts.
Page 5−11
Revision 14
CSP-H-2
2.83 IN.
INBOARD SNUBBERS (71.882 MM)
(NOTE 2)
STRUT DAMPER CAP ASSEMBLY

STRUT HOUSING
PLUNGER (WITH
TAB SLOT)
OUTBOARD
SNUBBERS
RETAINING
RING
CHECK NUT
TAB WASHER
(NOTE 1)
FITTING
PLUNGER (WITHOUT FITTING

TAB SLOT)
DAMPER ASSEMBLY
CHECK NUT
LOCKWIRE TO
CHECK NUT
(NOTE 1)
NOTES:
1. DO NOT BEND TABS OR LOCKWIRE UNTIL
SERVICEABLE SNUBBER
INSTALLED PRELOAD IS ESTABLISHED.
2. NOMINAL ASSEMBLED DIMENSION.
TACKY OR DETERIORATED
WORN
UNSERVICEABLE SNUBBERS
DAMPER INSPECTION
REMOVE RETAINING RING. PULL PLUNGER AND FITTING DO NOT REMOVE INBOARD SNUBBER DISCS UNLESS
(WITH TWO OUTBOARD DAMPER SNUBBERS ATTACHED) OUTBOARD SNUBBERS ARE INSPECTED AND FOUND
OUT OF DAMPER HOUSING. INSPECT FOR CONDITION UNSERVICIBLE.
AND SERVICEABILITY. IF OUTBOARD SNUBBERS ARE
SERVICIBLE, REINSTALL PLUNGER ASSEMBLY.
30-172C
Figure 5−4. Strut Damper Disassembly and Inspection
Page 5−12
Revision 14
CSP-H-2
Section
6
Landing Gear
CSP-H-2
TABLE OF CONTENTS
Section 6 Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

1. Landing Gear Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
2. Landing Gear Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
A. Landing Gear Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Figure 6-1. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
B. Landing Gear Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
3. Landing Gear Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Figure 6-2. Repair and Replacement of Landing Gear (Sheet 1 of 2) . . . . . . . . . . . . . . 6-4
4. Landing Gear Strut Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Figure 6-3. Landing Gear Strut Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
5. Landing Gear Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6. Landing Gear Strut Drag Brace Hole Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
A. Landing Gear Strut with Bushing Installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
B. Landing Gear Strut with No Bushing Installed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
7. Landing Gear Skid Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
8. Landing Gear Skid Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
A. Landing Gear Skid Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
B. Landing Gear Skid Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Table 6-1. Maximum Damage Limits for Landing Gear Components . . . . . . . . . . . . . 6-10
9. Heavy-Duty Abrasion Strip Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
10. Landing Gear Skid Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
11. Landing Gear Skid Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
A. Repair of Scratches, Nicks, Dents and Punctures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
B. Skid Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
C. Abrasion Strip Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
D. Skid Cap Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
E. Ground Handling Fitting Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
F. Safety Walk Tape Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
G. Skid Tube Nutplate Fitting Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
12. Landing Gear Damper Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
13. Landing Gear Damper Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
A. Landing Gear Damper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
B. Landing Gear Damper Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Table 6-2. Damper Assembly Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
14. Landing Gear Damper Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Figure 6-4. Landing Gear Damper Assembly Extension Check . . . . . . . . . . . . . . . . . . . 6-15
Table 6-3. Minimum Damper Extension (Dimension A) . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Page 6-i
Revision 18
CSP-H-2

15. Landing Gear Damper Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
16. Landing Gear Fairing Assembly Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
17. Landing Gear Fairing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
A. Landing Gear Fairing Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
B. Landing Gear Fairing Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Figure 6-5. Repair and Replacement of Fairing (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . 6-18
18. Landing Gear Fairing Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
19. Landing Gear Fairing Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
20. Cabin Entry Step Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
21. Cabin Entry Step Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
22. Cabin Entry Step Inspection and Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-21
Page 6-ii
Revision 18
CSP-H-2
SECTION 6
LANDING GEAR
1. Landing Gear Description and Operation (1). Jack up the helicopter until the landing
gear dampers are fully extended (Ref.
(Ref. Figure 6-1) The landing gear consists of Section 2). Place support beneath the
two strut‐mounted, shock‐dampened skids skid tubes at the strut locations.
aligned longitudinally along the helicopter
fuselage. Both right and left skids pivot as the
damper assemblies extend and retract. Five (2). Gain access to the forward brace, strut,
replacement abrasion pads are installed on
and damper at fuselage attachment
each skid to retard skid wear on hard surfaces.
Fairings on each strut reduce aerodynamic points by opening the compartment
drag during flight. Forged aluminum alloy access doors and foot support fairings,
landing gear braces are attached between the respectively.
landing gear strut and fuselage center beam.
The braces prevent shearing of the struts, and
keep the strut in alignment with the landing (3). Gain access to aft landing gear attach
gear. The landing gear struts, made of ment points by opening the engine
aluminum alloy forgings, attach to the access doors.
fuselage center beam. At the lower ends of the
struts, feet attach the landing gear skids to the
struts. A cabin entry step is mounted on the (4). Disconnect lower end of landing gear
forward struts of all current configuration dampers. Remove clamp that attaches
helicopters. The step has provisions for the bonding jumper to strut.
optional side position lights (part of optional
night lighting system). On early configuration
helicopters, the cabin entry step was provided (5). Pull fairing fillet downward against
as an optional item and may not be installed spring tension and secure with tape (14,
on all helicopters. Helicopters not having cabin Table 2-4).
entry steps are equipped with a forward
fairing cover.
NOTE: A skid vibration damper kit may be in (6). If optional night lighting system is
stalled on standard or extended landing installed, disconnect wiring by using
gear skids equipped with heavy duty or co appropriate connector insertion/extrac
balt insert type abrasion strips. The option tion tool (42 or 43, Table 2-2).
al kit, described in CSP-H-3, will reduce
any excessive skid vibration by addition of
weight to the aft end of each skid tube. (7). Remove cotter pins, nuts, washers and
bolts that attach braces to struts and
2. Landing Gear Replacement support fittings, and struts to support
fittings, on left side of fuselage. Remove
(Ref. Figure 6-2) braces.
A. Landing Gear Removal
NOTE: The following procedure removes the (8). Remove supports from beneath left skid
entire landing gear, except the landing gear and carefully remove left struts, skid
damper, as an assembled unit. For removal and fairings as an assembled unit.
of an individual component, refer to the ap
plicable paragraph following this procedure.
Two personal are required to accomplish re (9). Repeat the sequence to remove the
moval. right landing gear.
Page 6−1
Revision 15
CSP-H-2
BRACE
DAMPER
ASSY
FILLET
FAIRING
STRUT
DAMPER
ASSY
STRUT
GROUND HANDLING
BRACE FITTINGS
OLEO SUPPORT FILLET
FITTING SAFETY WALK TAPE
CABIN ENTRY STEP
FAIRING
COTTER PIN
ABRASION STRIP
NOTE 3 (5 PLCS)
BUSHING
(NOTE 2) LANDING GEAR OLEO SUPPORT
SKID FITTING
0.030 IN. (0.762 MM)
MAX. DEFECT
DEPTH
CURRENT
CONFIGURATION BUSHING
BUSHING (NOTE 2)
BUSHING
(NOTE 5)
DAMPER CAP 0.015 IN.

(0.381 MM) MAX. DEFECT
EARLY DEPTH
CONFIGURATION
BUSHING
(NOTE 2)
NOTES:
1. ALL COMPONENTS SHOWN ARE TYPICAL FOR RIGHT GEAR.
2. EDGE OF BUSHING MUST PROTRUDE A MINIMUM OF 0.010 IN. (0.254 MM) TO A
MAXIMUM OF 0.060 IN. (1.524 MM) ABOVE THE OUTSIDE SURFACE OF PART AFTER
NUT IS TIGHTENED.
3. LEFT FWD DAMPER ATTACHING BOLT HEAD AFT FOR REMOVAL CLEARANCE.
4. NOT INSTALLED ON EARLY CONFIGURATION HELICOPTERS.
5. INSTALL FLUSH WITH INSIDE SURFACE.
30-068C
Figure 6−1. Landing Gear
Page 6−2
Revision 15
CSP-H-2
B. Landing Gear Installation Do not overtighten brace to

CAUTION strut hardware. Maximum per
(1). Gain access to landing gear attachment missible torque of nut is 5 inch-pounds
points by opening or removing fuselage (0.56 Nm).
access doors, engine access doors and
foot support fairings. (8). Align outboard end of each brace with
mating hole in strut and install bolt,
(2). With helicopter supported by jacks, install two washers and nut.
position left landing gear to align the (9). Torque nut to 2 - 5 inch-pounds
struts with their openings in the (0.226 - 0.56 Nm) and install cotter
fuselage structure. pin.
NOTE: Check that the fairing fillet guide pins (10). If optional night lighting system is
are engaged with the fairing guide holes be installed, connect wiring by using
fore positioning the struts for attachment to appropriate connector/insertion/extrac
the structure (Ref. Figure 6-5). tion tool (42 or 43, Table 2-2).
(3). Lift and carefully position the left (11). Repeat steps (1). thru (8). to install the
landing gear; then place supports right landing gear.
beneath the landing gear to hold it in
place. (12). Remove skid supports, lower helicopter,
and remove jacks.
NOTE: The left forward damper upper bolt (13). Close engine and underfloor compart
must be installed with bolt head aft (Ref. ment access doors; install foot fairings.
Figure 6-2). Bolt direction on right side is
optional. 3. Landing Gear Inspection
(4). Check that slotted bushing is in place. NOTE: Inspection should be performed with
Align lower bearing of dampers with helicopter skids clear of the ground.
mating holes in strut and install bolt,
(1). Inspect skids, skid abrasion strips,
two washers, nut and new cotter pin to
struts, feet, braces and fairings for
secure each damper.
dents, cracks, loose components or
(5). Align struts with mating bearings in rivets, missing cotter pins and loose
fuselage support fittings and install nuts.
bolt, two washers, nut and new cotter (2). Inspect the skid‐to‐foot and foot‐to‐strut
pin. attachments for loose bolts and relative
motion between connecting parts. If the
(6). Align inboard end of each brace with bolts are loose, replace with original
mating bearing in fuselage support size (if holes are not elongated) or next
fitting and install bolt, two washers, larger size bolts.
nut and new cotter pin.
NOTE: On other than lock bolt type installa
(7). Install bonding jumper with clamp and tions, use of next larger size lock bolt re
attaching hardware. quires replacement of nutplate.
Page 6−3
Revision 15
CSP-H-2
(12 PLCS)
BONDING JUMPER CENTER BEAM
NUTPLATE FITTING
(NOTE 2)
CLAMP
MLS100M4-4 RIVET
2.00 IN.
(5.08 CM)
FAIRING BRACKET
(8 PLCS)
DAMPER
(NOTES 9, 10) SKID PLUG
SLOTTED BUSHING (NOTE 5)
1.00 IN. (NOTE 1)
(2.54 CM)
MLSP-M4-4 RIVET
CABIN ENTRY STEP

(NOTE 6)
MS20470AD4 RIVET
STRUT BP-T5-4 LOCKBOLT
(4 PLCS)
BRACE NON-SKID TAPE
ABRASION NOTE 7
STRIP CAP
5 IN.-LB.
FOOT GROUND HANDLING FITTING
(0.56 NM) MAX.
(NOTE 5)
ABC5244 BOLT 95-115 IN.-LB. SAFETY WALK TAPE
(10.73-12.99 NM) (4 PLCS) (NOTE 3)
NAS624-6 BOLT
1030-428-8M SCREW MS20002C4 WASHER
(8 PLCS) (NOTES 3, 4) 80-100 IN.-LB. (9.04-11.30 NM) CURRENT TYPE
SKID CAP (8 PLCS) (NOTE 3)
25-35 IN.-LB.
(2.82-3.95 NM)
SKID TUBE
HEAVY DUTY ABRASION STRIP
(EXTRUDED)
(3 PLCS) (NOTE 8)
(NOTE 6)
NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A MINIMUM OF 0.010 IN. (0.254 MM) TO A MAXIMUM OF 0.060 IN. (1.524 MM)
ABOVE OUTSIDE SURFACE OF PARTS AFTER NUT IS TIGHTENED.
2. SEAL PARTING EDGE WITH A FILLET OF SEALING COMPOUND (3, TABLE 2-4).
3. INSTALL ALL RIVETS, AND OTHER HARDWARE WHERE NOTED, WITH WET PRIMER (4, TABLE 2-4).
4. INSTALL SCREWS ON OUTBOARD SIDE OF INTERCHANGEABLE SKID TUBES.
5. SEAL MATING SURFACES WITH ZINC CHROMATE PUTTY (71, TABLE 2-4).
6. NOT INSTALLED ON EARLY TYPE.
7. LONGER BRACKET WITH THREE MOUNTING HOLES USED ON EARLY TYPE.
8. MAXIMUM 0.050 IN. (1.27 MM) GAP PERMISSIBLE FORE-AND-AFT CENTERLINE OF ABRASION STRIP AND SKID TUBE.
9. USE OF PLASTIC COVER IS OPTIONAL ON POPPET TYPE DAMPERS.
10. AT INSTALLATION, POSITION SO THAT TORQUE STRIPES ON CAPS ARE VISIBLE. 30-069-1C
Figure 6−2. Repair and Replacement of Landing Gear (Sheet 1 of 2)
Page 6−4
Revision 15
CSP-H-2
SKID TUBE
STRUT
NAS517-3-4 SCREW
BP-T5-3 LOCKBOLT OR
(4 PLCS) (NOTE 3) MLSP-M4-2 RIVET
ABRASION STRIP NAS1496-5 LOCKBOLT

(NOTES 2, 12) NAS1080R6 COLLAR
(8 PLCS) (NOTE 3)
BP-T6-3 LOCKBOLT
(8 PLCS) (NOTES 3, 11)
NAS517-3-4 SCREW
OR
MLSP-M4-2 RIVET NAS1291-3 NUT
MLSP-M4-3 RIVET
(2 PLCS)
AN960PD10L WASHER
(2 PLCS)
ABRASION STRIP
(NOTES 2, 12)
SKID ABRASION STRIP
SKID PLUG
(NOTE 5)
NAS517-3-5 SCREW
OR
MLSP-M4-4 RIVET
(2 PLCS)
GAP TOLERANCE NAS517-3-5 SCREW
(NOTES 2, 12) OR
MLSP-M4-2 RIVET
EARLY CONFIGURATION CHANGES
NOTES: (CONT.)
11. BT-T6-4 LOCKBOLTS MAY BE USED AS ALTERNATE, IF REQUIRED, AS BY TOLERANCE BUILDUP.
Figure 6−2. Repair and Replacement of Landing Gear (Sheet 2 of 2)
Page 6−5
Revision 15
CSP-H-2
4. Landing Gear Strut Inspection (d). If no cracks are found around drag
brace attach hole in strut and hole is
(Ref. Table 6-1 and Figure 6-3) not elongated, install new bushing in
(1). Check landing gear dampers for correct hole with wet primer (4, Table 2-4).
servicing by observing stance of
(e). If either hole is oversized or cracking
helicopter. Check rear dampers for
is noted, rework strut (Landing Gear
correct extension and signs of leakage.
Strut Drag Brace Hole Repair).
(2). Remove foot support fairings in passen
ger/cargo compartment and open engine (8). If no bushing is installed in drag brace
access doors. attach hole in strut, proceed as follows:
(3). Visually inspect strut attachment (a). Using 10X glass and bright light,
points and pivot bearing for signs of inspect strut around drag brace
fretting, wear and damage. Fretting attach holes (top and bottom sur
will be evident by gray or black materi faces) for cracks. If any cracks longer
al around bearing, rivets or seams. than 0.030 inch (0.762 mm) in length
are noted, strut must be scrapped
(4). Jack helicopter until landing gear and serviceable strut installed.
dampers are fully extended.
(b). Check drag brace attach holes in
(5). Shake landing gear assemblies and
strut for elongation.
note any play or looseness at pivot
bearings, inboard strut assembly (c). If any cracks, 0.030 inch (0.762 mm)
fittings and drag brace holes. in length or less, are noted or hole is
(6). If any play or looseness is noted, elongated, rework strut (Landing
remove landing gear (Ref. Landing Gear Strut Drag Brace Hole Repair).
Gear Removal) and inspect drag brace
(9). Reinstall landing gear (Ref. Landing
and strut.
Gear Installation).
(7). If bushing is installed in drag brace
attach hole in strut, proceed as follows: (10). Inspect strut for cracks or dents.
(a). Check bushing for looseness. If (a). If strut is cracked, scrap strut and
bushing is loose, remove it. replace with serviceable strut.
(b). Using 10X glass and bright light, (b). If dents in strut exceed 0.060 inch
inspect strut around drag brace (1.524 mm) depth; or, if scratches and
attach holes (top and bottom sur repair area depth would exceed 0.010
faces) for cracks. inch (0.254 mm) when measured to
surrounding unrepaired surface strut
(c). Check drag brace attach holes in
must be scrapped and serviceable
strut for elongation.
strut installed.
1). Diameter of top hole (DIM. A)
should be 0.5313 inch (13.495 mm) (11). Remove plug button from underside of
maximum in any direction. fairing assembly. Using a bright light
and 10X magnifying glass, inspect rivet
2). Diameter of bottom hole (DIM. B) hole in underside of strut for cracks. If
should be 0.50 inch (12.70 mm) crack is found, strut must be scrapped
maximum in any direction. and serviceable strut installed.
Page 6−6
Revision 15
CSP-H-2
DIM. A
(TOP HOLE) DAMPER
( REF )
DIM. B
(BOTTOM HOLE)
SECT B-B
BOLT
WASHER
STRUT
DRAG BRACE
WASHER COTTER PIN
NUT
STRUT AND BRACE ATTACHMENT
88-779
Figure 6−3. Landing Gear Strut Inspection
Page 6−7
Revision 15
CSP-H-2
5. Landing Gear Repair (2). Perform fluorescent penetrant inspec

tion of reworked areas for cracks. If any
(Ref. Figure 6-2) cracks are noted, replace strut assem
(1). Repair scratches and nicks by smooth bly with serviceable strut assembly.
ing sharp edges. (3). Perform fluorescent penetrant inspec
tion of reworked areas for cracks.
(2). Repair elongated, enlarged or worn bolt
holes in strut fittings, either inboard or (a). If any cracks are noted, rework strut
outboard (Ref. CSP-H-6). per step (4).
(3). Repair bolt holes at large end of brace (b). If no cracks are noted, install new
that attaches to strut (Ref. CSP-H-6). 369H6023-1 bushing in hole with
wet primer (4, Table 2-4).
(4). Replace a strut that is cracked or for
the following damage. (4). Ream out top hole (DIM. A) to
0.5908-0.5913 inch (15.006-15.019
(a). Dents with depth in excess of 0.060 mm) and ream out bottom hole (DIM.
inch (1.524 mm). B) to 0.5595-0.560 inch (14.211-14.224
mm).
(b). Scratches if repaired area depth
exceeds 0.010 inch (0.254 mm) when (5). Perform fluorescent penetrant inspec
measured to surrounding unrepaired tion of reworked areas for cracks.
surface. (a). If crack is found, strut must be
(5). Replace defective or badly damaged scrapped and serviceable strut
fairing. installed.
(6). Repair fairing fiberglass damage, such (b). If no cracks are noted, install new
as small tears or punctures that do not 369H6023-3 bushing in hole with
impair the telescoping action of the wet primer.
fairing (Ref. CSP-H-6). B. Landing Gear Strut with No Bushing
Installed
(7). Replace cracked, dented or distorted
braces. (1). Ream out top hole (DIM. A) to
0.5308-0.5313 inch (13.482-13.495
(8). Repair or replace damaged skid tube. mm) and ream out bottom hole (DIM.
(9). Replace center beam‐to‐landing gear B) to 0.4995-0.50 inch (12.687-12.70
attachment bearings that exceed 0.040 mm).
inch (1.016 mm) axial play. Refer to (2). Perform fluorescent penetrant inspec
CSP-H-6 for replacement procedure. tion of reworked areas for cracks.
6. Landing Gear Strut Drag Brace Hole (a). If any cracks are noted, rework strut
Repair per step (3).
(Ref. Figure 6-3) The following procedure is for (b). If no cracks are noted, install new
repair of the bolt hole in the landing gear strut 369H6002-11 bushing in hole with
where the drag brace attaches. This rework is wet primer (4, Table 2-4).
for either elongated or cracks in the bolt hole (3). Ream out top hole (DIM. A) to
area (Ref. Landing Gear Strut Inspection). 0.5608-0.5613 inch (12.244-14.257
A. Landing Gear Strut with Bushing mm) and ream out bottom hole (DIM.
Installed B) to 0.5295-0.530 inch (13.449-13.462
mm).
(1). Ream out top hole (DIM. A) to (4). Perform fluorescent penetrant inspec
0.5608-0.5613 inch (12.244-14.257 tion of reworked areas for cracks.
mm) and ream out bottom hole (DIM.
B) to 0.5295-0.530 inch (13.449-13.462 (a). If any cracks are noted, proceed with
mm). step (5).
Page 6−8
Revision 15
CSP-H-2
(b). If no cracks are found around drag B. Landing Gear Skid Installation
brace attach hole in strut and hole is
not elongated, install new NOTE: Left and right side machine bolt at
369H6023-1 bushing in hole with tached skids are interchangeable. As re
wet primer. quired, eight 1032‐428‐8M screws are re
moved from inboard side of skid tube an
(5). Ream out top hole (DIM. A) to installed on outboard side with primer (4,
0.5908-0.5913 inch (15.006-15.019 Table 2-4). If machine bolt‐attached skids
mm) and ream out bottom hole (DIM. are to be used with the lockbolt struts, per
B) to 0.5595-0.560 inch (14.211-14.224 form steps (4). thru (11). below to enlarge
mm). strut holes. When machine bolt style strut is
to be used with lockbolt style skid, use Huck
(6). Perform fluorescent penetrant inspec or Olympic 0.250 inch (6.35 mm) lock‐bolts
tion of reworked areas for cracks. with a washer to protect counterbore sur
face on strut foot.
(7). If crack is found, strut must be
scrapped and serviceable strut (1). Apply a thin coating of primer (4,
installed. Table 2-4) to strut and skid tube
mating surfaces.
(8). If no cracks are noted, install new
369H6023-3 bushing in hole with wet (2). Align mating parts and install lockbolts
primer. with primer, or secure with machine
bolts and washers.
7. Landing Gear Skid Description (3). Seal edges of landing strut foot with
(Ref. Figure 6-2) The landing gear skids 0.060 inch (1.524 mm) fillet of sealing
consist of contoured aluminum alloy tubes, compound (3). Seal the two unused
bonded skid caps and riveted end plugs, holes on the top of each strut foot (if
ground handling wheel fittings and abrasion present) with silicone rubber (17).
strips having cobalt‐barium inserts. Skid tubes (4). To enlarge strut foot mounting holes for
(excepting the early configuration) are machine bolt‐attached skids, place the
extruded and have a 0.095 inch (2.413 mm) left (‐1 detail) landing gear foot drill jig
wall thickness along underside and around (40, Table 2-2) on the left strut forward
entire perimeter of tube at both strut foot foot. Use the small diameter alignment
attachment locations. Table 6-1 lists maxi pin to locate the existing lockbolt hole.
mum damage limits.
(5). Clamp the tool to strut with C‐clamps
8. Landing Gear Skid Replacement in three places.
(Ref. Figure 6-2) (6). Insert the drill bushing in the jig and
drill a 0.250 inch (6.35 mm) hole in the
A. Landing Gear Skid Removal strut by a flat end (bottom) drill (size
F). Install the large diameter alignment
(1). Jack up the helicopter until the landing pin in the drilled hole. Use the bushing
gear dampers are fully extended. Place and drill the remaining holes.
supports beneath the skid tubes at the
strut locations. (7). Remove special tool from strut. Deburr
drilled holes.
(2). Remove the lower fairing from the
two‐piece fairing assembly. (8). Enlarge counterbore of mounting holes
on face of strut to 0.687 inch (17.4498
(3). As applicable, remove the machine mm) diameter, flush with, or 0.020 inch
bolts or lockbolts that attach the skid (0.508 mm) above original depth (0.090
tube assembly to feet on forward and inch (2.286 mm) minimum thickness
aft struts. remaining). Maintain the 0.030-0.060
inch (0.762-1.524 mm) lower corner
(4). Remove skid from landing gear. radius.
Page 6−9
Revision 15
CSP-H-2
(9). Apply chemical film protection (8, (11). Perform steps (4). thru (10). above,
Table 2-4) on exposed aluminum using the right (‐2 detail) drill jig (41,
surfaces. Table 2-2) for the right struts as
necessary.
(10). Repeat steps (4). thru (9). above for left (12). Install lower fairing of two‐piece fairing
aft strut foot. assembly.
Table 6−1. Maximum Damage Limits for Landing Gear Components

Dents Nicks Scratches Cracks Holes
Component in. / mm in. / mm in. / mm in. / mm in. / mm
Skid tube (1) 0.200 / 5.08 0.010 / 0.254 from aft side of aft Same as (2) No cracks 0.250 / 6.35
(2) strut to 10 / 254 forward of the for nicks allowed (2)(3)
strut, with cleanup not
exceeding 0.015 / 0.381 if
forward of that point to start of
curved section, with cleanup not
exceeding 0.020 / 0.508 (1)
Foot 0.060 / 1.524 0.060 / 1.524 0.010 / 0.254 No cracks No holes
allowed allowed
Strut 0.060 / 1.524 (2) (2) No cracks No Holes
allowed allowed
Brace 0.040 / 1.016 0.010 / 0.254 0.005 / 0.127 No cracks No holes
allowed allowed
Damper 0.060 / 1.524 0.010 / 0.254 0.010 / 0.254 No cracks No holes
Assembly allowed allowed
Fitting 0.010 / 0.254 0.010 / 0.254 0.010 / 0.254 No cracks No holes
allowed allowed
Plug 0.200 / 5.08 0.250 / 6.35 0.010 / 0.254 0.250 / 6.35 0.250 / 6.35
NOTES:
(1) Repair of minor skid tube damage aft of the rear strut and on the forward (curved) section is not required
but surface finish must be restored.
(2) Refer to CSP−H−6 for other repair data.
(3) Hole must be plugged with correct size blind rivet.
Page 6−10
Revision 15
CSP-H-2
9. Heavy−Duty Abrasion Strip Replacement (6.35 mm) and a depth of 0.020 inch
(0.508 mm) when repaired.
(Ref. Figure 6-2)
(8). Inspect ground handling fittings for
(1). Remove bolts and washers attaching cracks, loose rivets and corrosion.
heavy-duty abrasion strips to landing
gear skid tube. (9). Install the lower fairing.
(2). Completely remove any residual zinc 11. Landing Gear Skid Repair
chromate putty or sealing compound
(Ref. Figure 6-2)
from attachment and mating areas of
the skid tube. A. Repair of Scratches, Nicks, Dents and
Punctures
(3). Attach and secure replacement heavy‐
duty abrasion strip to nutplate fittings (1). Repair scratches and nicks by smooth
on skid tube with four bolts and ing sharp edges (Ref. Table 6-1).
washers. Comply with the following.
(2). Drill (0.250 inch (6.35 mm) maximum)
(a). Use washer under each bolt head. out dents, nicks and scratches to the
nearest blind rivet size when such
(b). Apply a 0.060 inch (1.524 mm) bead damage exceeds the depth limits
of sealing compound (3, Table 2-4) to specified in Landing Gear Skid Inspec
all mating part edges. tion. Clean out puncture holes in the
(c). Install with minimum gap between same manner.
abrasion strip and skid tube. Gap (3). Apply zinc chromate putty (72,
limit is 0.030 inch (0.762 mm) Table 2-4) to edges of drilled repair
maximum along fore‐and‐aft center holes and install the appropriate size
line of abrasion strip. rivet to close the hole.
(d). Torque bolts to 25 - 35 inch‐pounds (4). Repair the skid tube assembly when
(2.82 - 3.95 Nm). puncture hole, or drilled out dents,
nicks or scratches will exceed 0.250
10. Landing Gear Skid Inspection inch (6.35 mm) diameter, or when
fluorescent penetrant inspection reveals
(1). Jack the helicopter until the landing
damage adjacent to punctures. Perform
gear dampers are fully extended.
repair of the skid tube according to
(2). Remove the lower fairing from a CSP-H-6.
two‐piece fairing assembly. B. Skid Plug Replacement
(3). Inspect for dents and depressions in (1). Drill out rivets or remove screws
excess of 0.20 inch (0.508 mm) in depth. attaching skid plug. Remove unservice
(4). Inspect for punctures. able plug by drilling a hole in the center
of the plug and using a suitable puller.
(5). Perform fluorescent penetrant inspec
tion of areas adjacent to punctures. (2). Apply a thin layer of zinc chromate
putty (72, Table 2-4) to the mating
(6). Inspect from the aft end of the tube to a surfaces of the new plug and skid tube
point 10 inches (25.4 cm) forward of the to ensure a watertight fit.
aft strut for scratches and nicks which
(3). Rivet new skid plug through aft
will exceed a length of 0.250 inch (6.35
abrasion strip to tube.
mm) and a depth of 0.015 inch (0.381
mm) when repaired. C. Abrasion Strip Replacement
(7). Inspect from the forward end of the (1). Remove screws or drill out rivets, as
tube to 10 inches (25.4 cm) forward of applicable. Drill out rivets attaching
the aft strut for scratches and nicks abrasion strip and remove unservice
which will exceed a length of 0.250 inch able strip.
Page 6−11
Revision 15
CSP-H-2
(2). Completely remove any residue zinc G. Skid Tube Nutplate Fitting Replacement
chromate putty. Apply primer (4) to any
bare metal. (1). Drill out rivets attaching nutplate
fitting to skid tube and remove fitting.
(3). Secure new skid plug to tube with
(2). Completely remove any residual zinc
screws, or rivets, as applicable, through
chromate putty or sealing compound
the aft abrasion strip.
from nutplate mounting area on skid
(4). Coat new screws or rivets with primer. tube.
As applicable screw or rivet the replace (3). When installing replacement nutplate
ment abrasion strip to tube while fitting on skid tube, use sealing com
primer is still wet. pound (3). Rivet nutplate fitting in
place. Apply a 0.060 inch (1.524 mm)
NOTE: To allow use of common abrasion strips bead of sealing compound around
on the curved portion of the skid, a maxi mating part edges.
mum gap of 0.10 inch (2.54 mm) between
center underside of skid and aft end of the 12. Landing Gear Damper Description and
abrasion strip is permissible. Permissible Operation
gap at forward end is 0.030 inch (0.762 mm).
Each landing gear assembly is equipped with a
(5). After installation, seal all of the parting front and rear damper assembly.
edge of the abrasion strip next to the
skid tube. Apply an approximate 0.060 The landing gear dampers absorb vertical
inch (1.524 mm) bead (fillet) of sealing shock to the landing gear struts during
compound (3) to ensure a watertight helicopter landings. The front damper assem
assembly. blies are attached to the oleo attachment
fittings located on the outboard side of the
D. Skid Cap Replacement pilot's compartment seat structure. The aft
damper assemblies are attached to oleo
(1). Remove skid cap. support fittings in the engine compartment.
The damper assemblies are 12.21 inches
(2). Using isopropyl alcohol (71, Table 2-4) (31.0134 cm) long when extended and 8.96
clean bonding area. inches (22.7584 cm) long when compressed.
There are two basic types of landing gear
(3). Bond new cap to skid tube with sealing dampers which can be installed on the
compound (3). helicopter:
E. Ground Handling Fitting Replacement (1) A bladder‐type damper assembly consisting
of a barrel, upper and lower mounting cap, and
(1). Replace an unserviceable ground internal rubber bladder, and a piston.
handing fitting using the same proce
dures as Abrasion Strip Replacement (2) A poppet‐type damper assembly consisting
except gaps are not allowable and seal of a barrel, upper and lower mounting cap,
mating surfaces with zinc chromate main poppet, rebound poppet and a piston.
putty (72, Table 2-4) instead of primer.
The poppet‐type damper is one‐way inter
F. Safety Walk Tape Replacement changeable (in sets of four only) with the
bladder‐type damper. Use of poppet‐type
(1). Carefully pull or scrape away damaged dampers requires larger bushings and 5/16
tape. Remove all residual adhesive from inch diameter hardware for both upper and
skid tube by wiping with a clean cloth lower attachment. A damper must be replaced
wetted by naphtha (59, Table 2-4). if damaged, or if loss of pneumatic pressure
(nitrogen gas) or hydraulic oil occurs. Replace
(2). Carefully align new tape (73) with ment of a single damper must be with the
mounting surface and press firmly into same type and configuration as the one
place. Expel air bubbles while pressing removed. Refer to Table 6-2 for damper
down the tape. application.
Page 6−12
Revision 15
CSP-H-2
13. Landing Gear Damper Replacement Protective glasses and

WARNING heavy gloves must be worn
(Ref. Figure 6-1 and Figure 6-2) when drilling the pressure relief hole
in the damaged damper. The spray of
A. Landing Gear Damper Removal hydraulic oil under pressure can result
in injury to personnel.
Be sure the helicopter is jacked
CAUTION up evenly and in a level area;
otherwise, jacks might slip and damage the (c). Drill a 0.0625 inch(1.5875 mm) hole
helicopter structure. in lower end of the damper body.
Keep the drill bit in the hole until the
(1). Jack up the helicopter until the landing hydraulic fluid stops flowing.
gear skids just clear the ground.
NOTE: Note damper part number and color
(2). For forward damper removal, remove code to be sure that correct dampers are re
foot support fairings located in the installed.
passenger compartment.
(4). Remove hardware, except bushings,
WARNING attaching the damper assemblies to the
fuselage fitting and to landing gear
Check that all electrical power is struts; remove damper assemblies.
OFF. This precaution will prevent
personal injury or helicopter dam
B. Landing Gear Damper Installation
age which could result from body or
tool contact with electrical termi
nals. NOTE: Ensure the replacement damper is cor
rect for the helicopter (Ref. CSP-H-7 and
Use extreme care during damper re Table 6-2). Also check that the cap torque
moval if a green or white bladder‐ stripes will be visible for inspection after in
type damper is extended beyond stallation.
11.38 inches (28.9052 cm) as mea
sured between flat surface of both
end caps. This condition indicates an (1). Install replacement damper in upper
internal failure of the damper that and lower mounting position with
will result in a sudden release of in attaching hardware. Ensure bushings
ternal pressure and explosion of the are in place.
bladder if the damper is released
from the fuselage fittings before ac NOTE: Left forward damper upper bolt must be
complishing step (3). below. installed with bolt head aft. Bolt direction
on right side is optional.
(3). Bladder-type dampers that show
evidence of, or are suspected of, inter
nal failure must have the pressure (2). For aircraft 0001 thru 0100, torque
relieved, steps (a). thru (c). below, nuts to 25 - 30 inch-pounds (2.82 -
before performing removal. 3.39 Nm) and install cotter pin.
(a). Removal any avionics equipment in (3). For aircraft 0101 & subs, torque nuts to
the immediate area of the damaged 48 - 55 inch-pounds (5.42 - 6.21 Nm)
damper. Cover all electrical connec and cotter pin.
tors with plastic material.
(b). Wrap the damaged damper with 1 (4). Check installation for proper alignment
inch (2.54 cm) thick polyfoam (or of torque stripes.
material equivalent absorption
property) to minimize spraying of (5). Install foot support fairings and close
hydraulic oil. engine access doors.
Page 6−13
Revision 15
CSP-H-2
Table 6−2. Damper Assembly Identification

Factory Charge Landing Gear
Part No. Configuration Color Type psi / kPa Application
369A6300 Basic Light Green Bladder 560 ±10 / 3861 ±69 Early standard (4)
369A6300 −501 Light Green Bladder 560 ±10 / 3861 ±69 Early standard (4)
369A6300 −503 Light Green Bladder 560 ±10 / 3861 ±69 Current standard (4)
369A6300 −601 White Bladder 560 ±10 / 3861 ±69 Early standard (4)
369H6340 Basic Blue Poppet 520 ±2 / 3585 ±14 Current standard (4)
*** Extended option (2 fwd)
369H92131 Basic Orange Poppet 850 ±3 / 5861 ±21 Extended option (2 aft)
***
369H92800 * Basic Medium Green Poppet 705 ±2 / 4861 ±14 Winterized standard
option (4)
Winterized extended
option (2 fwd)
369H92801 * * Basic Yellow Poppet 1075 ±3 / 7412 ±21 Winterized extended
option (2 aft)
NOTES:
* Not available for replacement purposes; replaced by winterized version of 369H6340. May be modified to
369H6340 at overhaul; refer to CSP-H-5.
* * Not available for replacement purposes; replaced by winterized version of 369H92131. May be modified
to 369H92131 at overhaul; refer to CSP-H-5.
* * * Requires a higher charge and adjustment of oil level for winterized service; refer to CSP-H-5 for
charging data.
14. Landing Gear Damper Inspection Plastic cover is no longer required or

installed in production; it may be
NOTE: It is normal for a thin hydraulic oil film discarded, or replaced if spare is
to remain on damper as a result of wiping available.
contact with piston seal. Newly installed
dampers may also have slight oil seepage
from oil trapped in end cap threads during (3). Inspect landing gear dampers for
damper assembly. Neither of these should condition by observing stance of
be considered damper leakage or cause for helicopter (normal stance is slightly
damper replacement. nose up). If stance indicates excessive
nose up/nose down attitude, perform
(1). With helicopter on jacks, inspect damper extension check.
damper assemblies for evidence of
bearing looseness in upper and lower
caps, worn bearings (excessive radial (a). Inspect landing gear damper assem
play) loose or cracked caps and oil blies for proper extension, with
leakage. Any misalignment of torque helicopter in empty weight configura
stripes on caps, piston and barrel tion (no passengers or cargo) but with
indicates loosening of caps. Replace full fuel tanks. This configuration
immediately and repair damper should weight between 1675-1825
according to CSP-H-5. pounds (760-583 kg) exclusive of skid
mounted float gear. Place helicopter
(2). Inspect damper for security of attaching on smooth concrete or equivalent
hardware and condition of plastic cover. surface (not asphalt).
Page 6−14
Revision 15
CSP-H-2
(b). Check dampers which have been (g). Measure and record dimension from
modified (winterized) for cold weath upper end cap to upper end of barrel
er operation are to be checked at not on all four damper assemblies (See
more than 30°F (-1°C) above the dimension A, Figure 6-4).
coldest temperature at which the
helicopter is operated. (h). Repeat steps (f). and (g). two more
times.
(i). Determine average extension from all
six readings for each damper assem
END CAP
bly. Remove and overhaul any damper
(FLAT) assembly not meeting dimensions shown
in Table 6-3.
NOTE: If two damper assemblies fail to meet
the minimum extension shown in Table 6-3,
replace the damper having the greater
DIMENSION A amount of deflection with a known service
able damper and repeat steps (c). thru (i). If
the original damper again fails to meet
PISTON
minimum extension requirements, replace
it with serviceable damper, reinstall the
first damper, and repeat steps (c). thru (i).
This will determine whether one or both
dampers require overhaul. Dampers which
have been modified (winterized) for cold
BARREL weather operation are to be soaked at -3° to
+3°F (-19 to -16°C) for 24 hours minimum
prior to conducting the bench check.
(4). Inspect for damper internal failure by
checking for clearance between the
30-226 bottom of the landing gear strut and
measuring the length of the damper. If
Figure 6−4. Landing Gear Damper Assembly the gear strut is touching the fuselage
Extension Check or the length of the damper measured
between the end cap flat surfaces is
(c). Raise and lower tailboom above and 11.38 inches (28.9052 cm) or more, it
below the normal at-rest position must be replaced.
three times. On the last cycle, allow
the tailboom to slowly settle to the Table 6−3. Minimum Damper Extension
at-rest position. (Dimension A)
Standard Landing Gear Extended Landing Gear
(d). Measure and record dimension from
upper end cap to upper end of barrel in. / cm in. / cm
on all four damper assemblies (Ref.
Dimension A, Figure 6-4). Aft 2.55 / 6.477 Aft 2.60 / 6.604
Fwd 3.00 / 7.62 Fwd 2.90 / 7.366
(e). Repeat steps (c). and (d). two more
times.
15. Landing Gear Damper Repair
(f). Lower and raise tailboom below and Exterior damage limits for the landing gear
above the normal at-rest position damper are provided in Table 6-1. Refer to
three times. On the last cycle, allow CSP-H-5 for available repair and overhaul
the tailboom to slowly rise to the information. Remove scratches and nicks in
at-rest position. damper fittings as follows:
Page 6−15
Revision 15
CSP-H-2
(1). Use grade 400 (or finer) wet or dry tubes. The fairing telescopes inside the fillet to
abrasive paper (9, Table 2-4) to remove allow movement of the strut as the landing
any raised or sharp edges and to blend gear dampers compress or extend. A seal on
the defect smoothly with the surround the bottom edge of the fairing forms a fillet
ing surfaces. between the fairing and the skid tube. The
forward fairing may have a fairing cover
(2). Use crocus cloth (23) to remove any installed. When a cabin entry step is installed,
surface scratches left by the coarser the fairing assembly has an opening with a
abrasive and to polish the repaired area rubber seal.
to match the surrounding surfaces.
17. Landing Gear Fairing Replacement
(3). Apply corrosion protection treatment
(Ref. Section 2). (Ref. Figure 6-5)
A. Landing Gear Fairing Assembly Removal
NOTE: If dust cover is not installed, there is no
requirement for the felt spacer, rubber re The following removal instructions are typical
taining sleeve and the tie strap (or plastic for all four fairing assemblies.
tape) for securing cover. When replacing or
discarding a plastic cover, only the upper (1). Remove 6 screws, 12 washers and 6
end of the damper must be detached. nuts that secure trailing edge of
lower fairing and 6 screws and
(4). To replace a damper assembly plastic washers that secure lower fairing to
cover (installed only at aft locations on the two strut brackets.
early damper configurations), remove
plastic tape or rubber sleeve and tie (a). Carefully spread trailing edge of
strap used to compress cover tangs and lower fairing and remove in a for
carefully but firmly pull cover toward ward direction.
top end to disengage tangs from bearing
NOTE: Be sure that doublers between lamina
cap groove. Install replacement by
tions at trailing edge are retained for reuse.
reversing the procedure. Secure the
cover tangs in place with rubber sleeve (2). Remove the fillet from the upper part of
and tie strap or by wrapping several the fairing assembly as follows.
turns of tape (74) around tanged end of
cover (a). Remove the four rivets from the
trailing edge of the fillet.
16. Landing Gear Fairing Assembly
(b). Drill out one of the six rivets securing
Description
the fillet to the upper guide. Replace
the rivet with a sheet metal hole
The landing gear fairing consists of a stream fastener (Cleco, or equivalent).
lined fiberglass fairing surrounding each Repeat this step on the other five
landing gear strut, extending from the rivets.
fuselage to the landing gear skid. Each fairing
assembly is constructed of either two or three (c). Open underfloor compartment or
main parts; a fillet and an upper and lower engine compartment doors to gain
(two-piece) fairing are used on all but early access to the strut cutout in the
configurations which have a one-piece fairing. fuselage skin. Have an assistant
The fillet is spring-loaded to remain in firm push down on the upper guide with a
contact with a fiberglass rubbing plate that is suitable tool (wood dowel or equiva
bonded and riveted to the fuselage. The upper lent) to relieve the spring tension.
part of the two-piece fairing is bonded and
riveted to a strut bracket that is riveted to the (d). With spring tension off the guide,
strut. The lower part of the two-piece fairing take out the six fasteners. Slowly
is attached to the upper fairing and strut relax the dowel pressure on the guide
brackets with screws for ease of removal until the springs reach maximum
and/or replacement of the strut feet and skid travel.
Page 6−16
Revision 15
CSP-H-2
(e). Carefully spread fillet at trailing (c). Install blind hole transfer punches
edge and remove in a forward (two or four places, as applicable) or
direction. fabricate suitable tools as shown in
Figure 6-5. Install tool(s) between
(3). Remove the upper part of the fairing, or opposing holes in strut bracket(s).
the one-piece fairing as follows.
(d). Carefully spread trailing edge of
fairing and position the fairing on the
(a). As applicable, remove one or two (or strut bracket(s) and the lower guide.
eight or nine) rivets that secure Have an assistant hold the fairing in
trailing edge of fairing. this position.
(b). Remove two (or eight) rivets that NOTE: On the one‐piece fairing, there should
secure fairing to strut bracket(s). be 0.020-0.080 inch (0.508-2.032 mm) com
pression of the fairing seal against the skid
(c). Use a putty knife or similar thin- tube when the fairing is correctly posi
bladed tool to carefully pry apart the tioned.
bonding and separate the upper 5
(e). Back up the fairing with a fiber block
inches (12.7 cm) of the trailing edge;
at the transfer punch location. Using
then separate the fairing from the
a plastic hammer, hit the opposite
flange of the lower guide.
side of the fairing hard enough to
transfer the hole centers.
(d). Carefully spread trailing edge of
fairing and remove in a forward (f). Remove fairing and check that all the
direction. transfer marks appear within the
outline of the small laminated
B. Landing Gear Fairing Assembly doublers. Drill out the located holes.
Installation
(g). Carefully bond the fairing to the
lower guide. Use adhesive (19)
The following installation instructions are according to container instructions.
typical for all four fairing assemblies. Where
riveting is required, use rivets of the type (h). As applicable, install two (or eight)
shown. rivets to secure the fairing to the
strut bracket(s).
(1). Install the upper part of the fairing, or
the one‐piece fairing as follows. (i). As applicable, install one or two (or
eight or nine) rivets to secure the
(a). Assemble upper guide, pin assembly, trailing edge of the fairing.
inner guide half, outer guide half, (j). Using a soft lead pencil, draw a
springs and lower guide on the continuous line along the horizontal
landing gear strut. Install two rivets center of the upper guide flange.
with wet primer (4, Table 2-4) to
secure lower guide to strut. (2). Install the fillet as follows.
(a). Drill a 0.0980 inch(2.4892 mm) hole
(b). Push guide pins into the matching in the center of each 0.375 inch
holes of the lower guide. Wedge a (9.525 mm) square doubler in the
temporary holding device between fillet. (There are six doublers.)
the upper guide and the strut to keep
the pins engaged. (b). Carefully spread trailing edge of fillet
and position about upper guide.
NOTE: Use two small wood blocks or any simi Clamp the lower end of the fillet
lar suitable means to keep the springs in trailing edge to the upper end of the
compression. The device used must be small fairing trailing edge. Clamping will
enough to be removed through the strut cut prevent fillet movement when the
out in the skin after the fillet is assembled. fillet rivets are installed.
Page 6−17
Revision 15
CSP-H-2
(c). Have an assistant remove the (d). Remove one fastener at a time,
temporary holding device and push enlarge the hole to rivet diameter
down on the upper guide with a and install a blind rivet.
suitable tool (wood dowel, etc). Have
the guide pushed down to a point
where the pencil line drawn on the
guide flange is visible through one of
the 0.0980 inch(2.4892 mm) holes in
the fillet. Match‐drill the guide and
secure the fillet and guide with a hole
fastener (Cleco, or equivalent).
Repeat the procedure for all six rivet
locations. Remove the pushing tool
from the strut opening.
Page 6−18
Original
CSP-H-2
UPPER CHAFING PAD

FAIRING TEFLON STRIP
0.35 IN. (8.89 MM)
FILLET (NOTE 3)
0.80 IN. (20.32 MM)
MS20470A RIVETS
LOWER MS20600AD OR CKL-P RIVETS
0.35 IN. (8.89 MM) FAIRING
0.375 IN. (9.525 MM) DOUBLER
NOTE 5
NOTE 4
RETAINING BLOCKS AND CLAMPS
TEFLON PAD (INSIDE GUIDES) 5 IN. (12.7 CM) (NOTE 1)

FAIRING-TO-LOWER GUIDE (NOTE 1)
UPPER GUIDE PIN ASSY,
INNER GUIDE HALF AND SPRING UPPER FAIRING (NOTE 3)
OUTSIDE GUIDE HALF MS20470A RIVET
(FWD FAIRING - 1 RIVET)
MS20600AD OR CKL-P RIVETS (NOTE 2) (AFT FAIRING - 2 RIVETS)
1.4375 IN. (3.65125 CM) DOUBLER
LOWER GUIDE (NOTE 1) LOWER FAIRING (NOTE 3)
MS20470A RIVET (2 PLCS)

SCREW, WASHER (2 PLCS)
SCREW, WASHERS, NUT (6 PLCS)
SEAL
(NOTE 7)
NAS1398D4-4 RIVETS 0.750 IN. (19.05 MM) DOUBLER
(UPPER BRACKET) CABIN ENTRY STEP
S3L10-DT4-3 HUCKBOLTS (NOTE 7) SCREW, WASHER (4 PLCS)
(LOWER BRACKET (NOTES 2, 8) NOTE 7
CKL-P RIVETS 0.50 X 0.750 IN. (12.7 X 19.05 MM)
(NOTES 2, 9) DOUBLER
SEAL
SKID
STRUT
NOTES:
1. BONDED AREA: USE EPOXY ADHESIVE (19, TABLE 2-4).
2. INSTALL NEW RIVETS WITH WET PRIMER (4, TABLE 2-4)
3. REFER TO CSP-H-6 FOR FIBERGLASS REPAIR.
FAIRING 4. CLAMP FILLET AND FAIRING TRAILING EDGES DURING INSTALLATION OF
BRACKET FILLET RIVETS.
5. PENCIL CENTERLINE ALONG FLANGE.
6. 3/16 IN. (4.7625 MM) WELDING ROD OR OTHER SUITABLE DEVICE (4 PLCS).
7. FWD FAIRING ONLY.
8. HUCKBOLT HEAD COUNTERSUNK INSIDE STRUT; NO PORTION OF HEAD TO
PROTRUDE INSIDE STRUT.
9. AFT FAIRING BRACKETS AND LWR FWD FAIRING BRACKET ON ONE-PIECE
FAIRING ONLY.
30-070-1C
Figure 6−5. Repair and Replacement of Fairing (Sheet 1 of 2)
Page 6−19
Revision 15
CSP-H-2
UPPER FWD
FAIRING COVER
0.40 IN. (10.16 MM)

UPPER FWD FAIRING
BRACKET
0.64 IN. (16.256 MM)
NOTE 6 DOUBLER
STRUT FWD
0.32 IN. FAIRING
(8.128 MM)
CKL-P RIVETS
(4 PLCS) (NOTE 2) FAIRING
(NOTE 3)
SCREW (10 PLCS)

UPPER FWD FAIRING MS20470A RIVETS
BRACKET (FWD FAIRING - 9 RIVETS)
(AFT FAIRING - 8 RIVETS)
TO FWD FAIRING
UPPER EDGE LOWER GUIDE DOUBLER
(NOTE 1) MS20600AD OR CKL-P
RIVETS (NOTE 2) OR
7.87 IN. (19.9898 CM) SCREW AND WASHER
(NOTES 11, 12)
0.50 X 0.750 IN.
(12.7 X 19.05 MM)
FWD FAIRING DOUBLER
COVER
12.13 IN. (30.8102 CM) (NOTE 7) SEAL
(NOTE 11)
NOTE 10
12.96 IN. (32.918 CM)
(NOTES 11, 12)
SKID
DOUBLER
4.32 IN. (10.973 CM)
(NOTE 2)
0.020 IN.
(0.508 MM)
SKID CL
CL
OF LWR FAIRING NOTES: (CONT.)
FAIRING 10. UPPER AFT FAIRING BRACKET ON ONE-PIECE FAIRING
SHOWN IN DETAIL B.
11. DIMENSIONS FOR BRACKET AND GUIDE LOCATIONS ON
NEW STRUTS.
12. MEASURED TO LWR EDGE OF UPPER FAIRING BRACKET
SHOWN IN DETAIL B ON TWO-PIECE FAIRING.
30-070-2B
Figure 6−5. Repair and Replacement of Fairing (Sheet 2 of 2)
Page 6−20
Revision 15
CSP-H-2
(e). Install four rivets to secure the fillet (2). Inspect fairing support brackets for
trailing edge together. security of attachment to strut, cracks
and deformation.
(f). Check for smooth telescoping action
of fairing into fillet by manually (3). Inspect fairing‐to‐skid seal for deterio
sliding the fillet up and down several ration.
times.
(4). Inspect the fuselage rubbing plate for
(g). Close access doors. security of bond and excessive wear.
(3). Install the lower part of the two‐piece
(5). Inspect fairing cover for damage.
fairing as follows.
(a). Carefully spread the trailing edge of (6). Inspect fairing step seal for deteriora
fairing and position the fairing on the tion.
upper fairing and lower strut brack
et; at the correct position there 19. Landing Gear Fairing Assembly Repair
should be 0.020-0.080 inch
(0.508-2.032 mm) compression of the (Ref. Figure 6-5) If the two‐piece upper fairing
fairing seal against the skid tube. or one‐piece fairing fiberglass is damaged
Have an assistant hold the fairing in beyond repair limits (Ref. CSP-H-6), the fillet
this position. as well as the fairing must be removed.
(b). Back up the fairing with a fiber block (1). Replace an excessively damaged lower
at the transfer punch location. Using fairing or step fairing cover.
a plastic hammer, hit the opposite
side of the fairing hard enough to (2). Replace a damaged fairing bracket or
transfer the hole centers. lower guide. Remove the rivets, locate
the new part, and install blind rivets.
(c). Remove fairing and check that all Use next larger size rivets if mating
transfer marks appear within the holes in strut are enlarged.
outline of the small laminated
doublers. Drill out the located holes. (3). Replace a damaged guide/pin assembly
or guide half if guide is cracked, pins
(d). Reinstall the fairing in mounting are bent or badly worn, or Teflon pad is
position and secure to upper strut loose or badly worn.
bracket with two screws and washers
and lower strut bracket with four (4). Replace springs that are badly worn,
screws and washers. rusty, or if free length is less than 8.72
inches (22.1488 cm).
(e). Secure fairing trailing edge with 6
screws, 12 washers and 6 nuts. (5). Replace fillet if the Teflon strip is loose
or badly worn.
NOTE: Ensure doublers are installed between
laminations at trailing edge. (6). Replace a damaged strut bracket.
Remove the rivets, locate the new part,
18. Landing Gear Fairing Assembly
and install blind rivets. Use next larger
Inspection
size rivets if mating holes in strut are
(Ref. Figure 6-5) enlarged.
(1). Refer to Landing Gear Inspection for (7). Replace unserviceable rubber seals. Use
inspection of installed fairing assem adhesive (69, Table 2-4) according to
blies. container instructions.
Page 6−21
Revision 15
CSP-H-2
20. Cabin Entry Step Description are elongated use next size larger
lockbolts.
(Ref. Figure 6-2) The landing gear step is
formed of aluminum alloy tubing, covered with (5). If applicable, install and connect the
non‐skid tape and attached to the forward optional side position light in the step.
landing gear strut with lockbolts. The step also
has mounting provisions for a position light (6). Install the lower fairing on the strut.
when this type of optional night lighting 22. Cabin Entry Step Inspection and Repair
system is installed.
(Ref. Figure 6-2)
21. Cabin Entry Step Replacement
(1). Remove landing gear fairing assembly.
(Ref. Figure 6-2)
(2). Inspect step to strut attachment for
(1). Remove the landing gear fairing. loose lockbolts by checking for relative
motion between mating parts. Replace
(2). If installed, disconnect and remove the loose lockbolts with lockbolts same size
optional side position light. as original if holes are not elongated;
(3). Remove four lockbolts and step from otherwise, use next size larger lock
front of forward landing gear strut. bolts.
(4). Install replacement step on forward (3). Inspect safety walk tape for condition
landing gear strut, using four lockbolts and security. Replace unserviceable
(BP-T5-4) with wet primer (4, tape.
Table 2-4). The four holes in the step (4). Inspect fairing step cover and seal for
collar must be drilled out to condition.
0.164-0.167 inch (4.1656-4.2418 mm)
for installation of the lockbolts. If holes (5). Install landing gear fairing assembly.
Page 6−22
Revision 15
CSP-H-2
Section
7
Main Rotor and
Control System
CSP-H-2
TABLE OF CONTENTS
Section 7 Main Rotor and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

1. Main Rotor and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
2. Main Rotor and Control System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Figure 7-1. Main Rotor Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Table 7-1. Troubleshooting Main Rotor Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Table 7-2. Troubleshooting Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Table 7-3. Isolating Control System Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
3. Cyclic, Collective and Main Rotor Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
A. Collective Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
B. Cyclic Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Figure 7-2. Rigging Main Rotor Control System (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . 7-8
4. Main Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
5. Main Rotor Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
6. Main Rotor Tracking Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Figure 7-3. Main Rotor Blade Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Figure 7-4. Installation of Main Rotor Blade Tracking Strobe . . . . . . . . . . . . . . . . . . . . 7-13
Table 7-4. Summary Procedure for Blade Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
7. Main Rotor Blade Track Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
A. Pitch Control Rod Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
B. Blade Tab Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Figure 7-5. Main Rotor Blade Tab Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Figure 7-6. Typical Tracking Conditions and Adjustments . . . . . . . . . . . . . . . . . . . . . . . 7-17
C. Main Rotor Blade Ground Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-17
D. Hover Track Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
E. Forward Flight Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
F. Autorotation RPM Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
G. Autorotation Rpm Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Table 7-5. Autorotation RPM Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
8. Main Rotor Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
A. Balancing Equipment and Balance Spare Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
B. Procedural Instruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
C. Balance Equipment Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Figure 7-7. Main Rotor Hub - Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
D. Balancing Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Table 7-6. Main Rotor Balancing Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
9. Main Rotor Blade Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
A. Main Rotor Blade Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Page 7-i
Revision 17
CSP-H-2

B. Main Rotor Blade Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
10. Main Rotor Blade Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Figure 7-8. Main Rotor Blade Damage and Repair Limits for Nicks,
Scratches, Gouges and Cracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Figure 7-9. Main Rotor Blade Damage and Repair Limits for Dents
and Depressions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
11. Main Rotor Blade Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
A. Nicks, Scratches and Wear Spots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
B. Dents, Depressions and Erosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
C. Forward Tip Cap Insert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
D. Loose Balance Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
E. Loose or Missing Rivets or Aft Tip Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
F. Vibration Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
12. Leading Edge Erosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
13. Bearing Replacement ‐ Damper Attach, Blade Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-29
Figure 7-10. Bearing Replacement - Main Rotor Blade Attach Fitting
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
14. Repair of Trim Tab and Trailing Edge (369A1100 Series) . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Figure 7-11. Repair and Removal of Trim Tab, Main Rotor Blade . . . . . . . . . . . . . . . . . 7-31
15. Main Rotor Blade and Damper Attach Pin Inspection and Corrosion Protection . . . . 7-31
16. Main Rotor Blade and Damper Attach Pin Disassembly and Special Inspection . . . . 7-32
Figure 7-12. Main Rotor Blade and Damper Attach Pin . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
17. Main Rotor Blade and Damper Attach Pin Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
18. Main Rotor Blade Forward Tip Cap Inspection and Corrosion Prevention . . . . . . . . . 7-33
19. Main Rotor Blade Upper and Lower Root Fitting Attach Lug and Lead-Lag Link
Inspection (25 Hour) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
20. Main Rotor Blade Upper and Lower Root Fitting, Attach Lug and Lead-Lag Link
Inspection (100 Hour) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
21. Main Rotor Blade Leading Edge Abrasion Strip Check . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
22. Main Rotor Blade Torque Event Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
23. Vibration Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
A. Vibration Absorber Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
B. Vibration Absorber Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
Figure 7-13. Main Rotor Blade Root Fitting Attach Lugs and Lead-Lag Link
Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36A
Figure 7-14. Application of Slippage Mark to Main Rotor Blade Bushings and
Root Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-37
C. Vibration Absorber Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
D. Vibration Absorber Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
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E. Vibration Absorber Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
Figure 7-15. Vibration Absorber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
F. Vibration Absorber Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
G. Vibration Absorber Weighing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
24. Main Rotor Hub Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
25. Main Rotor Hub Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
A. Main Rotor Hub Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
B. Main Rotor Hub Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Figure 7-16. Main Rotor Hub Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Figure 7-17. Main Rotor Mast Locknut Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Figure 7-18. Pulling Hub Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
26. Main Rotor Hub Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-44
Figure 7-19. Repair of Main Rotor Hub Components (Sheet 1 of 3) . . . . . . . . . . . . . . . 7-45
27. Main Rotor Strap Pack Lamination Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Table 7-7. Strap Pack Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Figure 7-20. Strap Pack Lamination Inspection (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . 7-51
28. Main Rotor Strap Pack Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
29. Pitch Housing Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-53
30. Pitch Housing Parts Repair or Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-54
A. Pitch Control Bearing Housing Assembly, Spacer or Striker Strip
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-54
B. Replacing Pitch Control Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
C. Lead-Lag Link Blade Stop Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-55
D. Corrosion Control - Lead-Lag Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
E. Taping Broken Strap Ends of Strap Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
31. Pitch Control Bearing Pivot Pin Repair or Replacement . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
32. Droop Stop Restrainer and Roller Repair or Replacement . . . . . . . . . . . . . . . . . . . . . . . . 7-57
33. Droop Stop Ring Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
34. Droop Stop Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Figure 7-21. Main Rotor Hub Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
35. Droop Stop Plunger Inspection and Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
36. Main Rotor Hub Tapered Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Figure 7-22. Main Rotor Hub Tapered Bearing Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
37. Main Rotor Hub Assembly Droop Angle Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
38. Main Rotor Hub Assembly Droop Angle Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
39. Main Rotor Damper (Friction Type, P/N 369A1400) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-63
A. Main Rotor Damper Removal (Friction Type, P/N 369A1400) . . . . . . . . . . . . . . . . . . . 7-64
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B. Main Rotor Damper Installation (Friction Type, P/N 369A1400) . . . . . . . . . . . . . . . . 7-64
C. Main Rotor Damper Inspection (Friction Type, P/N 369A1400) . . . . . . . . . . . . . . . . . 7-64
D. Main Rotor Damper Torque Check (Friction Type, P/N 369A1400) . . . . . . . . . . . . . . 7-65
Table 7-8. Temperature vs Damper Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
E. Installed Main Rotor Damper Phasing Check (Friction Dampers Only,
P/N 369A1400) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
40. Main Rotor Damper (Elastomeric Type, P/N 369D21400-503) . . . . . . . . . . . . . . . . . . . . 7-66
A. Main Rotor Damper Removal (Elastomeric Type, P/N 369D21400-503) . . . . . . . . . 7-67
B. Main Rotor Damper Installation (Elastomeric Type, P/N 369D21400-503) . . . . . . 7-67
C. Main Rotor Damper and Attachments Inspection (Elastomeric Type, P/N
369D21400-503) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
D. Main Rotor Damper Weight Loading and Extension Check (Elastomeric
Dampers Only, P/N 369D21400-503) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
E. Blade Phasing Procedure (Elastomeric Type, P/N 369D21400-503) . . . . . . . . . . . . . 7-68
Figure 7-23. Periodic Check of Main Rotor Elastomeric Damper Assembly . . . . . . . . 7-69
41. Main Rotor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70
42. Pitch Control Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70
A. Pitch Control Rod Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70
B. Pitch Control Rod Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-70
43. Scissors Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
A. Scissors Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
B. Scissors Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
C. Scissors Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-71
Figure 7-24. Pitch Control Rods and Swashplate Scissors Assembly
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-72
D. Scissors Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
E. Scissors Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
44. Main Rotor Swashplate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
A. Swashplate Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-73
Figure 7-25. Main Rotor Swashplate Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
B. Swashplate Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-74
C. Swashplate Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
D. Swashplate Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
E. Swashplate Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-75
45. Mixer Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
A. Mixer Controls Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
B. Mixer Controls Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-76
Figure 7-26. Mixer Controls Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-77
Page 7-iv
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C. Mixer Controls Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
D. Mixer Control Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-78
46. Tunnel-Routed Control Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
A. Tunnel-Routed Control Tube Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
B. Tunnel-Routed Control Tube Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
C. Tunnel-Routed Control Tube Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-79
D. Tunnel-Routed Control Tube Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-80
Figure 7-27. Tunnel-Routed Control Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-81
47. Tunnel-Routed Control Tube Inspection and Sleeve Installation . . . . . . . . . . . . . . . . . . 7-82
A. Control Tube Tapered Area Sleeve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-82
Figure 7-28. Sleeve Fabrication and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-83
Table 7-9. Control Tube Re-Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
B. Control Tube Straight Area Sleeve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
Table 7-10. Control Tube Straight Area Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-84
Figure 7-29. Control Tube Boot Rework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
48. Controls Support Bracket and Bellcranks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
A. Controls Support Bracket and Bellcrank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-85
Figure 7-30. Installation of Controls Support Bracket, Idler Bellcranks and
Cyclic Trim Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-86
B. Controls Support Bracket and Bellcrank Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
C. Controls Support Bracket and Bellcrank Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
D. Control Support Bracket and Bellcrank Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
E. Controls Support Bracket and Bellcrank Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
F. Controls Support Bracket and Bellcrank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . 7-87
49. Collective Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
50. Pilot's Collective Pitch Control Stick (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
A. Pilot's Collective Pitch Stick Removal (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . 7-88
Figure 7-31. Pilot's Compartment Collective Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-89
B. Pilot's Collective Pitch Stick Installation (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . 7-90
Figure 7-32. Assembly of Pilot's Collective Pitch Stick (L/H Command) . . . . . . . . . . . 7-91
Figure 7-33. Copilot's Collective Pitch Stick (R/H Command) . . . . . . . . . . . . . . . . . . . . . 7-92
C. Pilot's Collective Pitch Stick Disassembly (Left Position) . . . . . . . . . . . . . . . . . . . . . . . 7-93
D. Pilot's Collective Pitch Stick Inspection (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
E. Pilot's Collective Pitch Stick Repair (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-93
F. Pilot's Collective Pitch Stick Reassembly (Left Position) . . . . . . . . . . . . . . . . . . . . . . . 7-94
51. Gas Producer Linkage Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-95
Figure 7-34. Gas Producer Drive Mounting Distance and Backlash Adjustment
(Pilot's Collective Pitch Stick) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-96
Page 7-v
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52. Gas Producer Interconnect Torque Tube Shimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97
53. Pipe Plug Adjustment for Zero Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-97
Figure 7-35. Collective Pitch Stick Friction Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 7-98
Figure 7-36. Shimming of Gas Producer Interconnecting Torque Tube
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-99
54. Collective Pitch Stick Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-100
A. Collective Stick Friction Mechanism Operational Check . . . . . . . . . . . . . . . . . . . . . . . 7-100
B. Collective Stick Friction Mechanism Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-101
Figure 7-37. Collective Torque Tube, Gas Producer Torque Tube, Collective
Bungee (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-102
55. Collective Control Interconnect Torque Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-104
A. Collective Control Interconnect Torque Tube Inspection . . . . . . . . . . . . . . . . . . . . . . . . 7-104
B. Collective Control Interconnect Torque Tube Removal . . . . . . . . . . . . . . . . . . . . . . . . . 7-104
C. Collective Control Interconnect Torque Tube Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-104
D. Collective Control Interconnect Torque Tube Installation . . . . . . . . . . . . . . . . . . . . . . 7-104
56. Collective Bungee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-105
A. Collective Bungee Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-105
B. Collective Bungee Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106
C. Collective Bungee Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106
D. Collective Bungee Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106
E. Collective Bungee Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-106
F. Collective Bungee Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-107
57. Inboard Collective Stick Socket Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-108
A. Inboard Collective Stick Socket Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-108
B. Inboard Collective Stick Socket Assembly - Disassembly . . . . . . . . . . . . . . . . . . . . . . 7-108
C. Inboard Collective Stick Socket Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . 7-108
Figure 7-38. Inboard Collective Stick Socket Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 7-109
D. Inboard Collective Stick Socket Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-110
E. Inboard Collective Stick Socket Assembly - Reassembly . . . . . . . . . . . . . . . . . . . . . . . 7-110
F. Inboard Collective Stick Socket Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . 7-110
58. Cyclic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-111
Figure 7-39. Adjustment of Gas Producer Drive Backlash (Inboard Collective
Stick Socket Assembly) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-112
59. Pilot's Cyclic Control Stick (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113
A. Pilot's Cyclic Control Stick Removal (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113
B. Pilot's Cyclic Control Stick Installation (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . 7-113
C. Pilot's Cyclic Control Stick Grip Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113
D. Pilot's Cyclic Control Stick Grip Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-113
Page 7-vi
Revision 17
CSP-H-2

Figure 7-40. Pilot's Cyclic Stick, Control Linkage and Friction Controls . . . . . . . . . . . 7-114
E. Pilot's Cyclic control Stick Inspection (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
F. Pilot's Cyclic Control Stick Repair (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
G. Pilot's Friction Mechanism Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
60. Cyclic Stick Guard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
A. Cyclic Stick Guard Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-115
61. Pilot's Compartment Lateral and Longitudinal Cyclic Control Linkage . . . . . . . . . . . . 7-115
A. Lateral Control Rods and Station 67 Bellcrank Removal . . . . . . . . . . . . . . . . . . . . . . . 7-115
Figure 7-41. Pilot's Compartment Cyclic Control and Guard Installation . . . . . . . . . . 7-116
B. Lateral Control Rods and Station 67 Bellcrank Installation . . . . . . . . . . . . . . . . . . . . 7-116
C. Lateral Control Rods and Station 67 Bellcrank Repair . . . . . . . . . . . . . . . . . . . . . . . . . 7-117
D. Cyclic Pitch Interconnect Torque Tube Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-117
E. Cyclic Pitch Interconnect Torque Tube Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-117
F. Cyclic Pitch Interconnect Torque Tube Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-118
62. One-Way Lock Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-118
A. One-Way Lock Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-119
B. One-Way Lock Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-119
C. One-Way Lock Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-119
Figure 7-42. Cyclic Torque Tube and One-Way Lock Control System . . . . . . . . . . . . . 7-120
D. One-Way Lock Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-121
63. Installation of Fuselage Access Panels for Cyclic Trim Actuator Assemblies . . . . . . . 7-121
Figure 7-43. Removal of Stiffeners and Doublers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-122
Figure 7-44. Installation of Trim Actuator Assembly Access Panels . . . . . . . . . . . . . . . 7-123
64. Cyclic Trim Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-125
A. Cyclic Trim Actuator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-125
B. Cyclic Trim Actuator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-125
C. Cyclic Trim Actuator Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-126
D. Cyclic Trim Actuator Bench Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-126
Figure 7-45. Cyclic Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-127
65. Cyclic Trim Actuator Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-128
A. Cyclic Trim Actuator Drive Gear Retention Nut Field Repair . . . . . . . . . . . . . . . . . . . 7-128
B. Cyclic Trim Actuator Spring Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-129
C. Cyclic Trim Actuator Housing or Trim Tube Replacement . . . . . . . . . . . . . . . . . . . . . . 7-129
D. Cyclic Trim Actuator (Motor/ Gear Drive Mechanism) Replacement . . . . . . . . . . . . . 7-129
Page 7-vii/(7-viii blank)

Revision 17
CSP-H-2
SECTION 7
MAIN ROTOR AND CONTROL SYSTEM
1. Main Rotor and Control System (1). Troubleshooting information is divided
into:
(Ref. Figure 7-1) The main rotor is located at
the approximate center of the CG range and
provides lateral control, longitudinal control, (a). Investigation of operational vibration
and the lifting force of the helicopter. problems originating with the main
rotor assembly (Ref. Table 7-1).
The main rotor is fully articulated with offset
flapping hinges and consists primarily of four
removable rotor blades attached to rotor hub (b). Investigation of symptoms that can
pitch housings and a central hub with cross- be recognized (Ref. Table 7-2).
connected retention straps, and associated
pitch change mechanism.
(c). Isolation of an unusual controls
The main rotor is controlled by the collective malfunction (Ref. Table 7-3).
pitch control system that governs the rate of
ascent or decent and the cyclic pitch control
system that controls horizontal movement. (2). First determine which of the four major
installations is defective.
The four major installations are the main rotor
installation, the upper (exterior) main rotor
controls, the pilot's compartment cyclic (3). Isolate each linkage installation from
controls, and the pilot's compartment collective the others until the area in which the
controls. malfunction is occurring has been
located.
2. Main Rotor and Control System
Troubleshooting
(4). Then investigate and locate the mal
Sudden onset, excessive function and repair or replace the
WARNING and/or unusual main rotor defective component.
vibrations should be investigated as to
cause, prior to continued flight. Under
no circumstance should main rotor NOTE: Since the first indication of trouble will
tracking be attempted to correct the appear at the cyclic control stick or the col
problem until a thorough inspection of lective pitch stick, the isolation procedures
the main rotor blades, hub assembly in Table 7-2 and Table 7-3 begin with
and strap assembly has been per symptoms detected during operation of
formed. these controls.
Page 7−1
Revision 16
CSP-H-2
2
3
4
5
13
12
6
11 9 8 7
10
26
25
14
24 16
23 17
22
18 15
21
20 19 30-030A
1. MAIN ROTOR DRIVE SHAFT (REF. SEC. 9) 14. COLLECTIVE CONTROL TORQUE TUBE
2. DAMPER 15. PILOT’S COLLECTIVE PITCH STICK
3. DAMPER ARM (LINK) 16. DROOP CONTROL OVERRIDE LINK (REF. SEC. 1)
4. BLADE ATTACH PIN (TYP) 17. PILOT’S CYCLIC STICK
5. MAIN ROTOR BLADE 18. LATERAL CYCLIC FRICTION KNOB
6. DAMPER LINK ATTACH PIN
19. CYCLIC LATERAL CONTROL ROD
7. MAIN ROTOR MAST BASE
20. LATERAL CYCLIC TRIM ACTUATOR
8. ROTATING SWASHPLATE
21. LONGITUDINAL CYCLIC TRIM ACTUATOR
9. MAIN ROTOR CONTROLS (MIXER, IDLER
BELLCRANKS AND LINKS) 22. LONGITUDINAL CYCLIC FRICTION KNOB
10. LATERAL MIXER CONTROL ROD (CYCLIC) 23. ONE−WAY LOCK (LONGITUDINAL CYCLIC CONTROL)
11. LONGITUDINAL MIXER CONTROL ROD (CYCLIC) 24. CYCLIC CONTROL TORQUE TUBE
12. COLLECTIVE MIXER CONTROL ROD 25. GAS PRODUCER CONTROL ROD (REF SEC 1)
13. STATIONARY SWASHPLATE 26. COLLECTIVE BUNGEE
Figure 7−1. Main Rotor Control System
Page 7−2
Revision 16
CSP-H-2
Table 7−1. Troubleshooting Main Rotor Vibrations

Unusual and/or excessive Damage to main rotor blades. Inspect blades.

vibration: Vertical or lateral.
Damage to main rotor hub Inspect main rotor hub and strap
components. pack assemblies(Ref. Figure 7−20).
One per revolution lateral beat first Damper torque is not at required Check damper torque. Replace
encountered at high power value. damper if torque not within limits.
settings, in autorotation, and in
turns. This beat may also occur on
the ground during warmup or
shutdown.
Lateral beat occurs at low (idle) Damper torque is not at require Check damper torque. Replace
rotor rpm. When operating at value. damper if torque not within limits.
normal (flight) rotor rpm, lateral
beat becomes a vertical beat.
Four per revolution or medium Main rotor dampers sticking, or low Check damper torque. Replace
frequency beat. range torque is not at required damper if torque not within limits.
value.
Vibration absorber defective. Replace vibration absorber.
Worn feathering bearings. Replace feathering bearings.
One per revolution vertical beat. Main rotor blades not tracked Track main rotor blades.
Beat may appear throughout entire correctly.
flight regime, becoming more
pronounced at higher airspeeds.
Lateral feedback (beat) in cyclic Rotor blades out of track. Track main rotor blades.
control stick (no longitudinal
feedback detected).
One per revolution lateral beat, Main rotor blade tip weights not Check tip weights for security, repair
continuous. secure. as necessary.
Torque setting on main rotor blade Set torque of all four dampers to the
damper(s) too high for proper allowable minimum torque value.
operation at low ambient
temperature.
High frequency vibrations. Loose or defective component in Ref. Sec. 5, 8, 9 and 10.
another system.
Page 7−3
Revision 16
CSP-H-2
Table 7−2. Troubleshooting Controls

Cyclic control stick pressures Improperly set cyclic trim. Re−trim cyclic control stick.
cannot be reduced by operating
trim switch.
Trim change is too slow. Trim actuator inoperative. Troubleshoot cyclic trim electrical
circuit; replace defective component.
Cyclic control sticks have tendency Low fluid in one−way lock fluid Add fluid to one−way lock reservoir
to move to aft position. reservoir. as required (Ref. Sec. 2).
Inadequate cyclic control during Helicopter loaded out of center of Check and correct weight and
flight. gravity range. balance.
Excessive pressure required for Lateral friction device improperly Loosen lateral friction device.
lateral or longitudinal movement of adjusted.
cyclic control sticks on the ground
and during flight. Some droop stop Swashplate spherical bearing Replace swashplate bearing
friction will always be felt when surface damaged. assembly if torque required to rotate
there is no rotor rpm. bearing exceeds 120 inch−pounds
(13.56 Nm).
Scissors crank bearings or hub Replace defective bearings.

lower shoe bearings binding or
frozen.
Lateral interconnecting rod end Realign rod end bearing.

bearing binding due to incorrect
alignment.
Droop stop plunger sticking. Clean plungers and mating brushes

with isopropyl alcohol (71,
Table 2−4).
Droop stop striker plate(s) or cam Replace striker plate and/or cam
roller(s) damaged. roller.
Longitudinal friction devise Loosen longitudinal friction devise.

improperly adjusted.
Binding rod end bearings in Realign rod end bearings.

longitudinal push rods.
One−way lock check valve or push Replace one−way lock assembly.

rod shaft that unseats the valve
galled or seized.
Swashplate spherical bearing Replace swashplate bearing

surface damaged. assembly if torque required to rotate
bearing exceeds 120 inch−pounds
(13.56 Nm).
Page 7−4
Revision 16
CSP-H-2
Table 7−3. Isolating Control System Troubles

Symptom Isolating Step Corrective Action
Binding, locking-up and erratic Disconnect one-way lock. If symptom gone, replace one-way
action of cyclic control stick. lock.
Symptom remains Disconnect upper ends of If symptom gone and rod ends are
longitudinal and lateral control good, disassemble and inspect main
rods (10 and 11, Figure 7-1). rotor mixer controls until defective
part is located.
Symptom remains. Reconnect upper ends of If symptom gone and rod ends are
longitudinal and lateral control good, disassemble and inspect pilot
rods, and disconnect lower ends. compartment controls until
defective part is located.
Trouble corrected
(Reconnect all control linkage)
WARNING: Do not disconnect any hardware from the pilot's collective stick unless collective bungee
installation tool 369A9936 is installed. Strong bungee spring pressure can cause linkage reaction and
severe personal injury, or parts damage.
Binding, locking-up, and erratic Disconnect upper ends of If symptom gone and rod ends are
action of collective control stick. collective pitch control rod (12, good, disassemble and inspect main
Figure 7-1) and operate stick. rotor mixer controls until defective
part is located.
Symptom remains Leave upper end of collective Trouble is in pilot's compartment
pitch control rod disconnected. collective control linkage.
Symptom remains Disconnect gas producer control If symptom gone, trouble is in
rod (25, Figure 7-1) from engine controls (Ref. Sec. 11).
collective stick. Disconnect droop
control override link (16) from
collective control torque tube.
Symptom remains Leave gas producer control rod Disassemble and inspect pilot's
and droop control override link compartment collective control
disconnected. linkage until defective part is
located.
Trouble corrected
(Reconnect all control linkage)
Page 7−5
Revision 16
CSP-H-2
3. Cyclic, Collective and Main Rotor Control (Detail C), to the surface of mixer
Rigging rigging plate; it should be the same as
the dimension recorded in step (6).
(Ref. Figure 7-2) Rigging of the main rotor above.
control system must be accomplished immedi
ately after replacement of linkage that can not (a). If not, loosen checknut, disconnect
be accurately measured (by trammeling) before upper end of collective control rod,
it is installed in the main rotor control system, and adjust rod end of collective
or if helicopter operation reveals a rigging control rod, and adjust rod end until
deficiency. dimensions are the same.
NOTE: The cyclic and collective controls must (8). Reconnect the control rod, remove the
be rigged, in sequence, starting with the col collective stick rigging fixture and
lective. Control rod end bearing adjust check mixer travel.
ments are to be made to the nearest half (9). With stick at the down stop, the
turn that will produce correct rigging. When centerline of the collective pitch mixer
tightening the jam nut at the adjustable end bellcrank bolt (Detail C) should move
of control rods, always hold the rod end with down so that the dimensions recorded
a wrench to prevent jamming of the bearing. in step (6). above is decreased by not
A. Collective Control Rigging less than 0.074 inches (1.8796 mm).
(10). With stick at the up stop, the centerline
(1). Remove main rotor blades, or manually of the collective pitch mixer bellcrank
raise the blades off their droop stops by bolt should move up so that the dimen
simultaneously lifting the blade tips. sion recorded in step (6). above is
NOTE: All four blades must be off the stops increased by not less than 0.74 inch
during rigging. Padded supports should be (1.8796 mm).
used, if available. (11). Adjust rod end of collective pitch control
rod if necessary to meet the limits
(2). Release the friction and raise pilot's
specified in steps (8). and (10). above.
collective stick.
When adjustment is complete, tighten
(3). Position collective rigging fixture (9, checknut and make certain that length
Table 2-2) in outboard lower end of slot of control rod is not changed.
in collective friction guide link (Ref. When tightening rod end check
Detail A). CAUTION nuts, ensure that rod end bear
(4). Lower collective stick on rigging fixture ings at both ends of rod are aligned between
and tighten friction grip (drive gear). the bellcrank ears.
(12). Reconnect collective pitch control rod
(5). Position mixer rigging plate (11) on and secure with a new cotter pin.
mast support fitting and secure firmly
by use of the two toggle clamps. (13). Reinstall collective rigging fixture. All
mixer rigging is done with collective in
(6). Measure the distance from horizontal mid-position.
centerline of the mast support bracket
hingeline bolt (attaching the longitudi B. Cyclic Control Rigging
nal idler bellcrank and collective pitch
When timing the longitudinal
mixer bellcrank to the mast support CAUTION trim motor for full travel in the
bracket) to the surface of mixer rigging
following step, do not continue to hold the
plate and record actual distance (Detail
trim switch after the actuator has reached
B).
the travel limit.
(7). Measure the distance from the horizon (1). Loosen longitudinal friction knob.
tal centerline the bolt that attaches the
collective pitch mixer bellcrank to the (2). Actuate longitudinal cyclic trim for no
longitudinal pitch mixer bellcrank load by accurately timing trim motor
Page 7−6
Revision 16
CSP-H-2
from full aft to full forward trim. NOTE: Make adjustment carefully as there is
Return trim to full aft; then trim only 1/2 turn tolerance. When adjustment is
forward for one‐third the travel time. complete, tighten checknut and make cer
tain that length of control rod does not
(3). Position cyclic stick so that longitudinal change.
rigging fixture (12, Table 2-2) will fit in
outboard side of slot in longitudinal (11). Reconnect control rod to longitudinal
friction guide link. pitch idler and secure with a new cotter
pin.
(a). Bushing end of fixture butts against
forward end of the slot, and friction
knob stud fits in fixture detent (12). Reinstall longitudinal rigging fixture,
(Detail D). reposition and secure mixer rigging
plate, and continue with lateral rigging.
(4). Secure fixture hook in aft end of slot,
tighten knurled thumbnut to seat (13). Loosen friction knob and actuate lateral
bushing at forward end, and tighten cyclic trim for no load.
friction knob.
(14). Position cyclic stick so that lateral
(5). Measure the distance from the horizon rigging fixture (14) will fit in forward
tal centerline of bolt at aft end of side of slot in lateral friction guide link.
longitudinal pitch mixer bellcrank
(Detail E) to the surface of mixer (a). Bushing end of fixture butts against
rigging plate; outboard end of slot, and friction
knob stud fits in fixture detent
(a). It should be the same as the dimen (Detail F).
sion recorded in step A.(6).
(b). If not, loosen checknut, disconnect (15). Secure fixture hook in inboard end of
longitudinal pitch control rod, and slot, tighten knurled thumbnut to seat
adjust rod end until dimensions are bushing at outboard end, and tighten
the same. friction knob.
(6). Reconnect the control rod, remove the (16). Measure the distance from the horizon
longitudinal stick rigging fixture and tal centerline of bolt connecting lateral
check mixer travel. bellcrank to stationary swashplate
mixer link (Detail G) to the surface of
(7). With stick at the forward stop, the mixer rigging plate;
centerline of the longitudinal pitch
mixer bellcrank bolt (Detail E) should (a). It should be the same as the dimen
move up so that the dimension recorded sion recorded in step A.(6).
in step A.(6). is increased by not less
than 1.12 inches (28.448 mm). (b). If not, loosen checknut, disconnect
lateral pitch control rod, and adjust
(8). Reposition the mixer rigging plate to rod end until dimensions are the
clear the longitudinal pitch mixer same.
bellcrank.
(9). With the stick at the aft stop, the (17). Reconnect the control rod, remove the
centerline of the longitudinal pitch lateral stick rigging fixture and check
mixer bellcrank bolt (Detail E) should mixer travel.
move down so that the dimension
recorded in step A.(6). is decreased by (a). With stick at the left stop, the
not less than 0.60 inch (15.24 mm). centerline of the lateral bellcrank
bolt (Detail G) should move down so
(10). Adjust rod end of longitudinal pitch that the dimension recorded in step
control rod if necessary to meet the A.(6). is decreased by not less than
limits specified in steps A.(6). and A.(7). 0.50 inch 12.7 mm).
Page 7−7
Revision 16
CSP-H-2
LONGITUDINAL
PITCH IDLER
BELLCRANK
MAST SUPPORT
BRACKET
NOTE 1
BOLT (HEAD LEFT),

WASHERS, NUT,
COTTER PIN
MIXER RIGGING PLATE
COLLECTIVE PITCH
LONGITUDINAL PITCH CONTROL ROD
MIXER BELLCRANK
COLLECTIVE PITCH
MIXER BELLCRANK MIXER RIGGING
PLATE (369A9930)
NOTE 2
COLLECTIVE
RIGGING FIXTURE
(369A9925)
CONTROL FRICTION GRIP

(DRIVE GEAR)
COLLECTIVE FRICTION
NOTES: GUIDE LINK
1. MEASURE AND RECORD
ACTUAL DISTANCE. PILOT'S COLLECTIVE
2. SAME AS ACTUAL DISTANCE PITCH STICK
MEASURED (DETAIL B). 30-031-1B
Figure 7−2. Rigging Main Rotor Control System (Sheet 1 of 2)
Page 7−8
Revision 16
CSP-H-2
LONGITUDINAL
NOTE 2 PITCH IDLER
LONGITUDINAL PITCH
MIXER BELLCRANK BOLT (HEAD LEFT),
WASHERS, NUT,
COTTER PIN
LONGITUDINAL PITCH
CONTROL ROD
TYPICAL
LATERAL PITCH
CONTROL ROD
PITCH
CONTROL
ROD
SLOTTED STATIONARY
O-RING
BUSHING SWASHPLATE
MIXER LINK
LATERAL BELLCRANK
LONGITUDINAL
FRICTION
GUIDE LINK
CYCLIC STICK LONGITUDINAL

FRICTION KNOB
RIGGING FIXTURE (369A9929-9)
FRICTION
LATERAL FRICTION KNOB
GUIDE LINK
CYCLIC STICK LATERAL

RIGGING FIXTURE (369A9928-9)
30-031-2A
Figure 7−2. Rigging Main Rotor Control System (Sheet 2 of 2)
Page 7−9
Revision 16
CSP-H-2
(18). With stick at the right stop, the center A vibration absorber is installed on the lower
line of the lateral bellcrank bolt should inboard end, and two balance weights are
move up so that the dimension recorded installed in the tip end of each blade.
in step A.(6). is increased by not less
A removable forward tip cap, attached to the
than 0.43 inch (10.922 mm).
outboard end of the blade, is replaced with a
(19). Adjust rod end of lateral pitch control tracking cap when tracking procedures are
rod, if necessary, to meet the limits performed.
specified in steps (17). and (18). above. The blade trailing edge tab may be bent up or
down to compensate for the differences in
(20). When adjustment is complete, tighten diving or climbing characteristics between
checknut, and make certain that length individual blades during forward flight.
of control rod is not changed.
5. Main Rotor Blade Tracking
(21). Reconnect control rod to lateral bell
crank and secure with a new cotter pin. (Ref. Figure 7-4 thru Figure 7-5) Track of the
main rotor blades is observed by means of
(22). Loosen friction control, friction knobs, tracking tip caps temporarily attached to the
knurled thumbnuts and hooks of tip of each blade, and a high‐intensity strobe
rigging fixture and remove all three light that flashes in synchronization with the
fixtures. rotating blades.
NOTE: The following step establishes initial The strobe light operates from electrical power
adjustment of the main rotor pitch control obtained from the helicopter electrical system.
rods. By observing the image pattern formed by the
four reflectors attached to the blade tips, it is
(23). Set each pitch control rod (Detail H) possible to view the track of the rotating
(centerline to centerline of rod bearings) blades.
to the applicable strap pack pitch link
length specified on the tower tracking Sudden onset, excessive
data decal of the mating blade. WARNING and/or unusual main rotor
vibrations should be investigated as to
(a). Set pitch control rods to 6.60 inches cause, prior to continued flight. Under
(16.764 cm) (between rod end bearing no circumstances should main rotor
centerlines) for the two blades tracking be attempted to correct the
attached to the hub upper strap pack problem until a thorough inspection of
the main rotor blades, hub assembly
(b). Set pitch control rods to 6.35 inches and the strap pack assembly has been
(16.129 cm) (between rod end bearing performed.
centerlines) for the two blades
attached to the lower strap pack. NOTE: Before attempting to track the rotor
blades, it is important to read and thorough
(c). Install the pitch control rod. ly understand the tracking sequence and in
terrelationship of the various adjustments.
(24). Install main rotor blades or remove A review of the following should prove help
supports and simultaneously lower all ful.
four blades to normal position.
(1). Install the tracking strobe light, blade
(25). Track main rotor blades and adjust tip cap reflectors and related equipment
autorotation rpm. (Ref. Main Rotor Tracking Equipment
Installation).
4. Main Rotor Blades (2). Refer to Table 7-4 for a condensed
summary of the proper sequence for
(Ref. Figure 7-3) Each of the four main rotor
blade tracking.
blades is a balanced airfoil that consists of a
wrap-around, aluminum alloy skin bonded to (3). Ground tracking basically involves
an extruded aluminum alloy spar, and upper track‐observation and adjustment at
and lower root fitting. idle rpm and at flight rpm.
Page 7−10
Revision 16
CSP-H-2
(a). Track at idle rpm is adjusted by the manual apply (instead of any conflicting
pitch control rods connecting the instructions in the manual).
rotating swashplate and the blades.
Install equipment as follows:
(b). Ground track at flat pitch and flight
rpm is corrected by blade tab adjust NOTE: The helicopter is originally equipped
ment. with four tracking interrupters
(369A9946‐23, ‐25, ‐27 and ‐29) installed on
NOTE: No track adjustments are made on the the rotating swashplate, and a support
basis of track observations during hovering. bracket (369A9943) for the magnetic pickup
installed on the stationary swashplate.
(4). Hover track verification is essentially (Spare swashplate assemblies are also pro
an observation to check for track vided with these tracking devices.) The du
variation that might occur between plicate set of interrupters and pickup brack
high rpm (flat pitch) ground track check et included in the strobe light installation
and hovering. However, track varia kit will not have to be used unless existing
tions should be noted and recorded for parts are unserviceable. See Figure 7‐4
reference use during the check of track when replacement is necessary.
in forward flight.
(1). Install strobe light (369A9925) contain
(5). Forward flight tracking requires track er on cargo floor, using four adjustable
observation during the following straps for tiedown.
airspeeds and maneuvers.
(a). Straps should extend diagonally
(6). Flight track is corrected by making outward from container to tiedown
blade tab adjustments ONLY. fittings attached to cargo floor.
* Flight at 0-100 knots.
* Forty‐five degree banked turns at (2). Remove strobe light from container and
80-100 knots. pass light through opening in forward
* Flight at 100-130 knots. bulkhead to observer's seat location.
(3). Route all three electrical cables from
(7). Obtaining correct autorotation rpm
container through cutout opening in
consists of checking the main rotor rpm
container and close cover.
during stabilized autorotation flight
and adjusting rpm to specified limits as (4). Attach 24 Vdc power cord connector to
necessary. utility power receptacle at lower left
corner of forward canted bulkhead.
(8). The autorotation rpm check must be
accomplished to ensure that track When maintenance work is be
adjustments have not altered the rotor CAUTION ing performed near the engine
performance necessary for safe power‐ air inlet, use care to prevent entry of foreign
off landings. objects. Tape covers of cardboard or other
suitable material in place over the engine
6. Main Rotor Tracking Equipment inlet screen and oil cooler air inlets. Do not
Installation remove covers until work is completed and
debris is thoroughly cleaned out of the area.
(Ref. Figure 7-4) Prepare for main rotor blade After removing covers, verify that area
tracking by installing strobe light components around base of mast, inlet-to-plenum, and
furnished either with the strobe light installa entire plenum chamber is clean.
tion kit (16, Table 2-2) or tracking analyzer
instrument kit (59). (5). Route triggering cable through either
vent in right‐side cargo door, continuing
If the tracking analyzer instrument kit is used, up around engine air inlet.
instructions for equipment installation are
part of the Balancer and Strobex Blade (a). Use strips of pressure-sensitive tape
Tracker Manual supplied with the kit. Any of (32, Table 2-4) to attach cable to
the following instructions that differ with the fuselage and air intake.
Page 7−11
Revision 16
CSP-H-2
BOLT (NAS1305-14D)
WASHER
WASHER
BOLT ATTACHED COTTER PIN
LINK NUT 30-60 IN. LB
(3.39-6.78 NM)
BLADE ATTACHING PINS
DAMPER UPPER ROOT FITTING

ARM LINK
LOWER ROOT
FITTING VIBRATION ABSORBER
SPAR AND WEIGHT

ASSY RIVETS
AFT TIP CAP

FWD BALANCE WEIGHT
BLADE TIP THREAD INSERT
DAMPER ARM
ATTACHING PIN 0.130-0.160 IN.
SCREW
DRAIN HOLES (3.302-4.060 MM)
15-20 IN. LB
PIN ATTACHED LINK (NOTE 2)
(1.69-2.26 NM)
2.62 IN.
MS20604AD3C2 (66.548 MM)
BUSHING TIP CAP RIVET
(TYP) (NOTE 1) FWD TIP CAP
AFT BALANCE WEIGHT
VIBRATION ABSORBER
RADIUS BLOCK
INSTALLATION
NUT 50-60 IN. LB NOTES:

(5.65-6.78 NM) 1. BLIND RIVET TO BE INSTALLED THRU
RUBBER PAD EACH SIDE, ALL BLADES, IF ONE TIP
DAMPER ARM
BEARING CAP REPLACED OR REPAIRED.
ASSEMBLY BALANCE NOT AFFECTED.
FITTING 2. BLADE MAY HAVE EITHER TWO OR
THREE DRAIN HOLES.
SHIM WASHER(S) RADIUS BLOCK

(AN960PD10
AND/OR 10L
NUT 50-60 IN. LB
BRACKET (5.65-6.78 NM)
5-PER-REV 3-PER-REV
PENDULUM PENDULUM
30-032D
Figure 7−3. Main Rotor Blade Assembly
Page 7−12
Revision 16
CSP-H-2
TRACKING TIP CAP

TAPE INSTALLATION
(16, TABLE 2-4)
TIP CAP
369A9942-( * )
(NOTES 1, 2)
SCREW 15-20 IN. LB
(1.69-2.26 NM)
NOTE 7
0.020-0.030 IN.
(0.508-0.762 MM)
NOTE 7
INTERRUPTER-TO-
PICKUP GAP TAPE
(16, TABLE 2-4)
ROTATION
NOTES: OF HUB
1. MUST ALWAYS BE REMOVED AFT BOLT NAS464P4-41
TRACKING. (NOTES 5, 6)
2. INSTALL IN NUMERICAL SEQUENCE
BOLT NAS464P3A7
IN DIRECTION OF HUB ROTATION. NUT 15-20 IN. LB
(2 PLCS) (TYP)
( * INDICATES -7, -9, -11 AND -13 (1.69-2.26 NM)
OR -17, -19, -21 AND -23.) INTERRUPTER (2 PLCS) (TYP)
3. AS REQUIRED BETWEEN BRACKET 369A9946-27
AND SWASHPLATE TO FILL GAP. INTERRUPTER
4. COLOR CODE TO MATCH BLADES ROTATING
369A9946-23 OR-25
AND MAINTAIN SEQUENCE. SWASHPLATE
(NOTE 4)
NUT 30-60 IN. LB
(3.39-6.78 NM) SCISSORS LINK
ADJUSTMENT NUT
15-20 IN. LB
(1.69-2.26 NM) LONGITUDINAL
LINK
30-60 IN. LB
(3.39-6.78 NM)
INTERRUPTER BOLT NAS464P4-26

369A9946-25 OR-23 (NOTE 5)
INTERRUPTER
BRACKET (NOTE 4)
369A9946-29
369A9943 STATIONARY
SWASHPLATE NUT 30-60 IN. LB
BOLT NAS464P4-20 (3.39-6.78 NM)
NUT SHIM WASHERS
(NOTE 3) (NOTE 5)
MAGNETIC PICKUP
369A9944 (NOTE 1) NOTES: (CONT)
STROBE LIGHT CABLE 5. REPLACES BOLT ON HUB WITHOUT PERMANENTLY
(NOTE 1) PICKUP INSTALLED INTERRUPTERS.
INSTALLATION 6. COAT WITH GREASE (26, TABLE 2-4).
7. ADJUST AS NECESSARY FOR GAP INDICATED; THEN
TORQUE UPPER NUT (DETAIL C). 30-033D
Figure 7−4. Installation of Main Rotor Blade Tracking Strobe
Page 7−13
Revision 16
CSP-H-2
Table 7−4. Summary Procedure for Blade Tracking

NOTE: The 0.50 inch (12.7 mm) diameter tracking tip cap reflector size should be used as a guide for estimating
track accuracy. For example: a reflector image displaced a half diameter upward or downward indicates that
the corresponding blade tip is approximately 0.250 inch (6.35 mm) out of track; one full reflector diameter
indicates 0.50 inch (12.7 mm) out of track.
Observed ground track
Adjust pitch control rods and/or blade tabs as required
Satisfactory Unsatisfactory
and repeat track observation.
Perform hover verification
Record track verification and proceed with forward flight
Satisfactory Unsatisfactory
tracking.
Perform forward flight tracking
Satisfactory Unsatisfactory Adjust blade tabs and repeat forward flight tracking.
Perform autorotational rpm check
Satisfactory Unsatisfactory Adjust autorotation rpm and repeat rpm check.
Remove tracking equipment and return helicopter to service.
(6). Install magnetic pickup (369A9944) in 369A9926‐5). Torque attaching screws

bracket on stationary swashplate. to 15 - 20 inch‐pounds (1.69 - 2.26
Nm). Do not to over-tighten screws.
NOTE: Do not tighten top nut securing pickup
at this time. (10). To operate strobe, turn ON the UTIL
ITY switch/circuit breaker. Refer to
(7). Plug triggering cable into pickup and strobe manufacturer's instructions for
secure cable so that it will not interfere strobe operation and other additional
with extreme control movements. information on the strobe equipment.
Rotor must be turning to trigger the
lamp.
(8). Adjust gap between interrupters and
pickup to 0.020-0.030 inch (0.508-0.762
mm) and torque top nut securing NOTE: Strobe light operation can be checked
pickup to 15 - 20 inch‐pounds (1.69 - with no signal input (rotor not turning) by
2.26 Nm). actuating the lamp trigger several times.
This action will flash the light. Do not de
press lamp trigger for prolonged periods
Gap must not be less than 0.020
CAUTION inch (0.508 mm). Swashplate
when rotor is not turning; to do so may dam
age lamp circuitry. The tracking strobe light
must be rotated to check the clearance be unit is a Model 135M (or 135M‐( )) Point
tween each interrupter and the pickup. Do Source Strobex Rotor Blade Tracker man
not use over 20 inch‐pounds (2.26 Nm) ufactured by Chadwick-Helmuth Co., Inc.
torque in tightening nut on pickup.
(9). Remove existing forward tip caps from 7. Main Rotor Blade Track Adjustment
tips of rotor blades and install reflector‐
equipped tip caps starting with cap (Ref. Figure 7-6 and Figure 7-5) Although
369A9942‐17, followed by caps ‐19, ‐21 adjustment of pitch control rods will affect
and ‐23 in dash number order and in blade track at all rotor speeds, they should be
direction of hub rotation. (Early type adjusted only when necessary to establish
caps 369A9942‐7, ‐9, ‐11 and ‐13, acceptable track at ground idle speed; the
without retainers over reflectors, are blade tabs are used for all other track correc
furnished with tracking equipment tions.
Page 7−14
Revision 16
CSP-H-2
NOTE: (2). Different zones of the tabs are used to

If pitch control rods are badly out of ad adjust blade track at different air
justment, or if the rod end bearings have speeds.
been replaced, set the length of the af
fected pitch control rod(s) (as measured (a). Tab Zone A is used for high‐rpm, flat
between the rod end bearing centerline) pitch ground tracking (103% N2).
to the applicable strap pack pitch link (b). Zones C, D, and E are used for
length specified on the tower tracking tracking at the higher airspeeds.
data decal of the mating blade. Observe
the ground track before adjusting control (c). Zone B is used to supplement Zone A
rods. track correction when maximum tab
Blade tab and/or track can make the col (5 degrees) has been applied to Zone
lective heavy or light. A; Zone B may also be used, if
A. Pitch Control Rod Adjustment necessary, for correction in the 0 to
100 knot airspeed range.
Repeat this adjustment procedure as necessary
to establish ground idle track. Restrict bending to very small
CAUTION increments so that the bonded
(1). Remove lockwire from both ends of
trailing edge joint between the upper and
pitch control rod and loosen the rod end
lower skins will not be damaged. All tabs
jam nuts.
must never be displaced more than 5 de
NOTE: The upper jam nut and rod end have grees above or below the normal position
left‐hand threads. (parallel to the chordline).
(a). To lower a blade tip, shorten the NOTE: Tab zones on same blade can require
pitch control rod assembly by turning bending in opposite directions. For example,
the rod in a counterclockwise direc after bending tab zone C downward to get
tion as viewed from below. good tracking at 60 to 90 knots, it might be
come necessary to bend tab zone E upward
(b). To raise a blade tip, lengthen the to correct track at redline airspeed. In any
pitch control rod assembly by turning case, do not use larger tab corrections than
in a clockwise direction. are actually necessary.
(c). One‐sixth of a turn of the rod (one (3). To lower the blade tip that tends to
flat) will raise or lower the blade tip climb during ground tracking at high
approximately 0.250 inch (6.35 mm). rpm or during forward flight, bend the
appropriate tab section slightly down
After adjusting pitch control ward.
CAUTION rods, check that the rod end
threads are engaged far enough to block the (4). To raise the tip of a blade that tends to
rod body inspection (witness) hole. Center descend, bend the tab slightly upward.
each rod end or fitting wear will result.
Make sure there is no binding in the full up (5). If only slight track correction is neces
travel position. sary, limit tab bending to the width of
the bending tool.
(2). After adjusting the pitch control rod
length, center each rod end in its fitting (6). If more correction is necessary, bend a
and hold while tightening the jam nuts. slightly wider section of the tab.
Safety with lockwire. NOTE: Avoid excessive re-bending of tabs by
B. Blade Tab Adjustment using small adjustments until the necessary
(Ref. Figure 7-5) result is obtained.
(1). Once ground idle track is obtained, all (7). Each time blade tabs are adjusted,
remaining tracking correction is recheck ground idle track and readjust
accomplished by VERY SLIGHT if necessary.
bending of the various blade tab zones
with tab bending tool (17 or 18, (8). After completion of forward flight
Table 2-2). tracking, and check autorotation rpm.
Page 7−15
Revision 19
CSP-H-2
MAIN ROTOR BLADE (TOP VIEW)
BLADE STATIONS: 93 99 105 117 124 136 158
65 IN.
(165 MC) 59 IN.
(150 CM) 53 IN.
(135 CM) 41 IN.
(104 CM) 34 IN.
(86 CM) 22 IN.
(55 CM)
TAB ZONES: E D C B A
* NOT USED
MEDIUM SPEED
* NOT USED
* UNUSED TAB ZONES MUST BE FLIGHT TRACKING
MAINTAINED STRAIGHT, NEUTRAL (0-100 KNOTS, HIGH RPM
AND PARALLEL. HIGH SPEED 103% N2) GROUND
FLIGHT TRACKING TRACKING
(100-120 KNOTS, (103% N2 )
103% N2)
BENDING BLOCK PROTRACTOR
TAB BENDING TOOL

(369A9958)
EACH MARKING
= 2° 30'
SHOCK CORD
(OR EQUIV)
EACH MARK 1°
TAB BENDING
TOOL (369H9928)
POINTER
TAB BENDING ASSY

30-035C
Figure 7−5. Main Rotor Blade Tab Adjustment
Page 7−16
Revision 16
CSP-H-2
TIP PATH PLANE (1). Before tracking blades that are NOT
new, check that normally straight (not
to be used) tab areas (Ref. Figure 7-5)
are in neutral position (centered on
IMAGE A: ALL BLADES IN TRACK chordline) and straight.
NOTE: On NEW (untracked) blades, check that
all tab areas are straight and in neutral po
sition (centered on chordline 0° ±5°).
IMAGE B: ONE BLADE APPROX. 0.50 IN. (12.7 MM) HIGH
(2). Load helicopter to a gross weight of
approximately 1900-2250 pounds
(862-1021 kg).
(3). With collective pitch stick full down,
IMAGE C: ONE BLADE APPROX. 0.50 IN. (12.7 MM) HIGH;
operate engine for a brief period at
ONE BLADE APPROX. 1 IN. (25.4 MM) LOW 103% N2 and then reduce rpm to the
CORRECTIVE ACTION
ground-idle (approximately 62% N1);
HIGH RPM AND this will ensure that the blade dampers
CONDITION GROUND IDLE RPM FWD FLIGHT are correctly positioned.
IMAGE A NONE REQUIRED NONE REQUIRED
(4). Observe tracking tip cap reflector image
IMAGE B SHORTEN PITCH CONTROL MOVE TAB DOWNWARD by directing strobe light beam toward
ROD (2ND BLADE) (2ND BLADE)
blade tip path and sweeping beam
IMAGE C SHORTEN PITCH CONTROL MOVE TAB DOWNWARD slowly back and forth until reflector
ROD (2ND BLADE); (2ND BLADE); MOVE
LENGTH CONTROL TAB UPWARD (3RD images are clearly seen.
ROD (3RD BLADE) BLADE)
(a). The tracking image should appear
30-034A
directly in front of helicopter or
slightly off helicopter centerline.
Figure 7−6. Typical Tracking Conditions and (5). If blades are in track, tip cap reflector
Adjustments image pattern should resemble image
A, (Ref. Figure 7-6) (none of the blade
C. Main Rotor Blade Ground Tracking
tip more than 1/4 of one tracking
(Ref. Figure 7-6 and Figure 7-5) For best reflector diameter, 0.125 inch(3.175
results, tracking should be performed under mm) above or below adjacent reflec
calm air conditions. Wind velocity should not tors).
exceed 6 knots during preliminary adjust (a). If blades are in track, proceed with
ments or 3 knots for final adjustment. step (6). below.
Accurate adjustment of initial ground track is (b). If blades are out of track, adjust pitch
very important. In most instances, forward control rods and repeat step (3).
flight tracking problems can be avoided or above.
greatly reduced by setting initial track as
(6). With collective pitch stick full down,
nearly perfect as possible.
increase engine speed to 103% N2 and
Tolerances specified in following instructions observe tip cap reflector image to see if
should be considered maximum permissible blade track is changed from ground idle
deviation rather than desired goal. track.
(a). When all four blades are in track
NOTE: If a replacement main rotor hub has
within 1/4 of one reflector diameter,
been installed, or if a replacement pitch con
0.125 inch(3.175 mm), ground track
trol rod assembly or rod end bearing has
is good; proceed with hover verifica
been installed, set the length of each pitch
tion.
control rod assembly to the applicable strap
pack pitch link length specified on the tower (b). When a blade is out of track, adjust
tracking data decal of the mating blade be blade tab zone A until high rpm
fore proceeding with ground tracking ground track is within tolerance.
Page 7−17
Revision 16
CSP-H-2
D. Hover Track Verification (3). Check autorotation rpm; rpm must not
be less than 450.
(Ref. Figure 7-6 and Figure 7-5) Hover track
verification must be performed after ground Do not attempt to adjust chord
CAUTION wise balance of a blade found to
tracking and before forward flight tracking.
Verification is only a CHECK of hover track. be faulty when performing banked turns
((4). below). Chordwise balance corrections
DO NOT adjust pitch control rods or blade must be accomplished by manufacturer
tabs because of track images observed during (MDHI).
hovering.
(4). Perform a series of 45 degree banked
Tab adjustments often cause variation between turns 80-100 knots and observe track
ground track and hovering track. change from level flight. If any blade
climbs or dives more than one inch out
A large track variation may indicate that one of track with others, chordwise balance
or more blades is beyond its chordwise balance (center of gravity) of that blade is
tolerance, but this can only be determined beyond its tolerance and blade must be
during forward flight tracking. replaced. (Hover track variations of this
type that do not repeat during banked-
NOTE: Collective pitch stick may be ``heavy” af turn maneuver may be disregarded.)
ter tracking reflectors are mounted on blade
tips. This condition is not unusual and may (5). Perform flight tracking at 100-130
be disregarded. knots at 103% N2. If necessary, adjust
tab zone D (five degrees maximum) to
(1). Verify helicopter gross weight, limit track variation to 0.50 inch (12.7
1900-2200 pounds (862-998 kg). mm) or less and to minimize excessive
vertical (one-per revolution) vibration.
(2). With collective pitch stick full down, If variation is excessive, bend tab zone
increase N2 to 103 percent. E (five degrees maximum).
(3). Observe tracking reflector images to NOTE: When determining whether blade track
verify that ground track is within is acceptable, overall vibration level of heli
limits. copter should be determining factor. Some
combinations of rotor blades might produce
(4). With helicopter in a stable hover, higher four-per-revolution vibration as
observe reflector images. blade tips are brought into close track; in
such cases, lowest vibration level is pre
(a). If one or more blades are out of track,
ferred, even though observed blade track
record condition(s) for reference
may be beyond specified tolerances.
during forward flight tracking.
(6). After flight tracking is completed,
(5). Proceed with forward flight tracking. perform a autorotation rpm check.
E. Forward Flight Tracking F. Autorotation RPM Check
(Ref. Figure 7-6 and Figure 7-5) Forward (Ref. Table 7-5) An autorotation rpm check is
flight tracking should be performed whenever required after each blade tracking operation
vertical flight vibrations indicate that blades and whenever rpm is outside limits. Check
may be out of track. rotor rpm and make adjustments as follows:
Main rotor blade (targets-cap/
(1). Verify helicopter gross weight, CAUTION plates) reduce blade to tailboom
1900-2200 pounds (862-998 kg).
clearance. Performing autorotations to-
(2). Perform flight tracking from hover up the-ground could result in tailboom strikes.
to 100 knots at 103% N2. If flight track (1). Load helicopter to a gross weight of
varies from hover track more than 0.50 1900-2200 pounds (862-998 kg).
inch (12.7 mm), bend tab zone C (five
degrees maximum) to limit variation to (2). Perform a practice autorotative descent
tab zone B (five degrees maximum). according to the Owner's Manual,
Page 7−18
Revision 16
CSP-H-2
taking care not to allow rpm to exceed control interference as described in

the rotor speed limitations. steps (4). and (5). below.
(3). During autorotative descent, take

careful note of the stabilized autorota (4). Check for interference between the
tive rpm at one of the gross weight/ lateral bellcrank and longitudinal pitch
density altitude combinations given. idler (Ref. Figure 7-2, Details B and G)
of the mixer control by positioning the
(4). After landing, compare observed rpm collective stick full up and the cyclic
with the values given in Table 7-5. stick at the aft stop.
(a). If observed rpm is within the limits

given in the table, rpm setting is (a). If interference exists, lengthen the
correct. collective pitch mixer control rod
enough to eliminate the interference;
(b). If limits were exceeded, make correc then lengthen the four blade pitch
tions adjustments until rpm falls link control rods (Detail H) equally
within limits. the same amount.
NOTE: When the rotor track autorotation rpm

adjustment have been satisfactorily accom (5). Check for interference between the
plished, remove tracking equipment before rotating swashplate and longitudinal
returning helicopter to service. Take care to pitch idler of the mixer controls by
properly tighten and safety all bolts after positioning the collective stick on the
they have reinstalled. downstop and the cyclic stick full
forward and full left.
G. Autorotation Rpm Adjustment
(a). If less than 0.150 inch (3.81 mm)
(Ref. Table 7-5) clearance exists, shorten the collec
tive pitch mixer control rod enough to
NOTE: RPM adjustments in excess of 25 RPM establish clearance, 0.250 inch (6.35
should be accomplished by adjusting the mm) preferred; then shorten the four
four pitch control links. blade pitch link control rods equally
by the same amount.
(1). Hold the lower end of the collective
mixer control rod with a wrench to
restrain it against rotation and loosen (6). After accomplishing checks and
the upper rod end jam nut. adjustments in steps (4). and (5). above,
install nut, washer and new cotter pin.
(2). Remove bolt that attaches upper control Tighten the rod assembly jam nut while
rod end to bellcrank and shorten rod by holding rod end centered in the bell
turning rod end clockwise (as viewed crank fitting.
from above) to decrease rotor rpm or
counter clockwise to increase rotor rpm.
Each 1/2 turn of rod end will change (7). If more adjustment is needed, change
rotor speed by approximately 6 rpm. the length of all four pitch link control
rods as necessary to obtain additional
After adjusting collective pitch autorotation rpm.
CAUTION control rod, check to make sure
that all threads of the rod are engaged far
enough to block the rod body inspection (wit NOTE: Lengthen or shorten all four rods exact
ness) hole. ly the same or blade track will be changed.
One flat (1/6 turn) of the control rod body
(3). After adjusting collective mixer control will cause approximately 8 rpm change in
rod length, install bolt and check for autorotation rpm.
Page 7−19
Revision 16
CSP-H-2
Table 7−5. Autorotation RPM Chart

Stabilized Autorotation RPM at Density Chart
Gross Wt 1000 Ft 2000 Ft 3000 Ft 4000 Ft 5000 Ft
lb / kg Sea Level (305 M) (610 M) (915 M) (1220 M) (1525 M)
1900 / 862 447−457 454−464 461−471 468−478 475−486 482−492

2000 / 907 459−469 466−476 473−483 480−490 487−497 494−504
2100 / 953 471−481 478−488 485−495 492−502 499−509 −−−
2200 / 998 483−493 490−500 497−507 504−514 −−− −−−
NOTE:
(1) Chart values based upon 15°C (59°F) OAT. At sea level, 8°C (14°F) temperature change is equal to
1000 ft.. (305 M) of change in density altitude.
(2) Perform autorotation rpm checks at gross weight/density altitude combinations for which rpm values are
given. Blank spaces indicate that application of collective pitch may be necessary to avoid rotor
overspeed.
8. Main Rotor Balancing The maximum allowable bal

CAUTION ance weight per pitch case hous
ing on the main rotor hub assembly is 150
(Ref. Figure 7-7) Analysis of main rotor
grams.
balance is accomplished using instrumentation
that measures and localizes vibrations due to
main rotor imbalance. B. Procedural Instruction
The Tracking and Balancing Manual for

Data provided by the instrumentation is Helicopter Main Rotor and Tail Rotor Track
plotted on a chart designed to indicate how and Balance is a part of the balancing equip
much weight shall be added to or subtracted ment (59, Table 2-2) and shall be used for
from thin bolts installed through the hollow equipment installation and balancing proce
lead-lag bolts. dure, except that any following instructions
that differ apply (instead of any conflicting
No other means of balancing is to be used. instruction in the Tracking and Balancing
Manual).
Do not attempt the balancing procedure C. Balance Equipment Installation
without first tracking the blades.
Complying with instructions in the Chadwick-
Never add weight to, sub Helmuth Balancer and Strobex Blade Tracker
WARNING tract weight from, nor redis Manual to install that portion of the balancing
tribute weight on the main rotor kit (59, Table 2-2) needed to balance the main
blades. rotor.
When working near engine air

A. Balancing Equipment and Balance Spare CAUTION inlet, comply with precautions
Kit
to prevent entry of foreign material. During
main rotor balancing the helicopter is air
The balancing equipment (59, Table 2-2) borne. Carefully observe precautions in the
contains all equipment needed to analyze main Tracking and Balancing Manual relating to
rotor balance. The balance spare kit (60) the placement and security of equipment
contains quantities of the balancing hardware (especially cables) fastened to the exterior of
listed in Table 7-6. the helicopter.
Page 7−20
Revision 16
LEAD-LAG PIVOT PITCH CONTROL BEARING SEAL RETAINER
BOLT HOUSING ASSEMBLY
UPPER BEARING
SEAL CONE
PIVOT PIN HUB
(NOTE 5)
UPPER BEARING CUP
NOTE 1 STRIKER STRIP
RECESSED WASHER
LEAD-LAG (NOTE 4)
PITCH HOUSING SEAL (NOTE 5)
LINK
NOTE 6
NOTE 2
LOWER
BEARING
CONE
SPACER NOTE 1
LAMINATE STRAP
ASSEMBLY PITCH BEARING DROOP STOP RING
(NOTE 1) NOTE 6 LOWER BEARING CUP
NOTE 1 NOTE 1 SCISSORS CRANK ATTACH
LUG (LOWER SHOE)
STRIKER PLATE LOWER SHOE HUB OUTER SLEEVE SEAL
LINER BUSHING
DROOP RESTRAINER (NOTE 5)
AND ROLLER
NOTE 3
MS21042-3 NUT
30-60 IN. LB
(3.39-6.78 NM) WASHERS FOR BALANCE
NOTES: (AN960C-10, AN960C-10L,
AN970-3) AS REQUIRED
Figure 7−7. Main Rotor Hub − Cross Section

1. HEAVY LINES INDICATE REINFORCED TEFLON BEARING LININGS. (TYP). HS1555 WASHER
2. RELATIVE POSITIONS OF PITCH LINE AND DROOP STOP DETAILS STAGGERED
BY 0.250 IN. (6.35 MM) TO MATCH OFFSET BUILDUP OF LAMINATE STRAP ASSEMBLIES.
3. APPLY SEALANT (3, TABLE 2-4) TO SEAL PARTING SURFACES AT LOCATIONS SHOWN. LEAD-LAG
4. RECESSED WASHER SPECIALLY GROUND TO ESTABLISH CORRECT ROTATIONAL DRAG PIVOT BOLT
ON TAPERED BEARINGS. HS1554 WASHER
5. SEAL LIP TO BE UPWARD.
6. FILL BEARINGS AND CAVITIES WITH GREASE (21, TABLE 2-4). NAS603-56 SCREW
NAS603-64 (ALT)
BALANCE WASHER INSTALLATION
Revision 16
Page 7−21
30-039A
CSP-H-2
CSP-H-2
D. Balancing Procedure etc). Detach damper arm link from

blade by removing cotter pin, nut, two
Balance the main rotor according to instruc washers and bolt. Or, if damper link
tions in the Tracking and Balancing Manual. attaching pin is used, unlock and
remove pin. Remove the two blade
Since vibration reduction by weight adjust
fitting attaching pins.
ment depends on mechanical condition and
functioning of the main rotor and the main (3). Using masking tape and/or grease
rotor drive system, the troubleshooting pencil, mark each blade and its respec
information (Ref. Main Rotor and Control tive pitch housing links so that blades
System Troubleshooting and Troubleshooting can be reinstalled in same relative
the Power Train System) should be used in positions.
conjunction with balancing kit instructions.
B. Main Rotor Blade Installation
Acceptance criteria for balance and vibration (1). Position main rotor blade in its
are contained in the balancing kit (59, (marked) pitch housing links. Install
Table 2-2) and on each balancing chart. The blade attaching pins.
charts are components of the balancing
equipment. NOTE:
If new blade is to be installed, or if blades
Figure 7-7 shows how balancing hardware is
are not reinstalled in same positions from
installed and sealed at the lead‐lag bolts.
which removed or are installed on new ro
Table 7-6 lists approved balancing hardware tor hub, blade attach pins must be ad
and gives the weight of each item. justed. It is also necessary to track blades.
Check that cutout (scalloped) area on in
The balancing charts indicate an option of board end of damper arm link is installed
adding or subtracting weight. Keep overall towards the damper (Ref. Figure 7-16). If
weight at a minimum always removing when incorrectly installed interference between
possible. the arm and damper can occur.
Table 7−6. Main Rotor Balancing Hardware (2). Align damper arm link with fitting on
main rotor blade; install damper attach
Hardware Unit Weight (Grams) pin or bolt to attach link to blade.
NAS603−56 Screw 11.10
NOTE: Standard hardware may be used to re
NAS603−64 Screw 12.25 place damper attach pins. If used, install at
MS21042−3 Nut 1.90 all four locations, torque nuts to 30 - 60
inch-pounds (3.39 - 6.78 Nm) and safety
AN960C10 Washer 0.63 with cotter pin.
AN960C10L Washer 0.32
(3). Lock all attaching pins.
AN970-3 Washer 4.33
(4). Remove blade-to-pitch housing link
HS1554 Washer 1.00 match-markings.
HS1555 Washer 2.80
10. Main Rotor Blade Inspection
9. Main Rotor Blade Replacement (Ref. Figure 7-8 and Figure 7-9)
(Ref. Figure 7-3) NOTE: MDHI Notice HN‐8 requires additional

inspections of a limited number of main ro
A. Main Rotor Blade Removal tor blades with specific serial numbers.
These blades must be inspected for the pos
(1). Relieve load on blade attachment points sibility of unsatisfactory bonding of root fit
by supporting main rotor blade from ting doublers which can impose a reduction
below. in service life.
(2). Identify blade attaching hardware and (1). Inspect skin for evidence of cracks and
pins for location (grease pencil, tape, holes.
Page 7−22
Revision 16
CSP-H-2
(a). Cracks or holes in blade skin surface, mm) removal of skin surface are
regardless of location, are cause for permissible.
rejection of the blade. Scratches,
dents, nicks and other surface defects AREA 4: Scratches to 0.003 inch (0.076
in the blade skin are limited accord mm) deep if oriented 0 to 30 degrees
ing to steps (2). and (3). below. and to 0.003 inch (0.076 mm) deep if
oriented between 30 and 90 degrees
(b). Use a suitable dial indicator to check from span-line must be removed. No
depth of blade dents and scratches. sharp nicks or gouges requiring more
than 0.003 inch (0.076 mm) removal of
The repairable limit dimensions skin surface are permissible.
CAUTION presented in the following pro
cedure apply to surfaces that have not been AREA 5: Scratches exceeding a depth of
repaired before. Be sure that material has 0.001 inch (0.025 mm) are cause for
not been removed from damaged areas be rejection. Remove scratches to a depth
fore determining that the damage depth has of 0.001 inch (0.025 mm). The area
not been exceeded. Refer all questionable inside of the outboard two root fitting
surface damage, not covered by the follow bolt holes (includes both upper and
ing information, to MDHI as outlined in Sec lower surfaces) and including the skin
tion 2. surface adjacent to these bolt holes
within a radius of l.00 inch (25.4 mm)
(2). Limitations for surface scratches, nicks, from each hole must be free of
gouges and erosion in seven areas of scratches, nicks, or gouges as would be
the blade skin are described below. detected under 5X magnification
Scratches that do not penetrate the clad (minimum).
surface are acceptable without rework
in all areas except areas 5 and 8. AREA 6: Scratches to 0.005 inch deep
and oriented 0 to 15 degrees from
AREA l: Minor scratches, nicks and spanline are acceptable without repair.
gouges without skin penetrations are Scratches to 0.005 inch (0.127 mm)
acceptable without repair. Skin defor deep and oriented from 15 to 30 degrees
mation with holes is cause for replace from spanline must be removed.
ment. Blade leading edge erosion may Scratches 0.003 inch (0.076 mm) deep
be repaired (Ref. Main Rotor Blade and oriented from 15 to 30 degrees from
Repair) if the skin is not eroded spanwise are acceptable without repair.
through. If the leading edge skin is Scratches to 0.003 inch (0.076 mm)
eroded through, no matter how slightly, deep and oriented from 30 to 90 degrees
the blade must be immediately re from spanline must be repaired. Nicks
placed. and gouges not exceeding 0.005 inch
(0.127 mm) depth must be repaired. All
AREA 2: Scratches to 0.005 inch (0.127 gouges, nicks, scratches and cracks on
mm) deep if oriented 0 to 30 degrees trailing edge not exceeding 0.030 inch
from spanline and to 0.003 inch (0.076 (7.62 mm) depth must be smoothed and
mm) deep if oriented between 30 and 90 radiused out over 0.120 inch (3.048
degrees from spanline are acceptable mm) area on each side of damage.
without repair. Nicks and gouges not Defects beyond 0.030 inch (7.62 mm)
exceeding 0.003 inch (0.076 mm) in depth are cause for rejection.
depth are acceptable without repair and
to 0.005 inch (0.127 mm) with repair. AREA 7: Scratches, nicks, or gouges up
to 0.005 inch (0.127 mm) deep and
AREA 3: Scratches to 0.005 inch (0.127 detectable with 5X magnification are
mm) deep if oriented 0 to 30 degrees not acceptable without repair. Defects
from spanline and to 0.003 inch (0.076 beyond 0.005 inch (0.127 mm) depth are
mm) deep if oriented between 30 and 40 cause for rejection. Gouges, nicks,
degrees from spanline must be re scratches and cracks not exceeding
moved. No sharp nicks or gouges 0.250 inch (6.35 mm) depth on trailing
requiring more than 0.005 inch (0.127 edge, except for AREA 8, must be
Page 7−23
Revision 16
CSP-H-2
smoothed and radiused out to 0.250 AREA G: No repairs permitted.

inch (6.35 mm) area on each side of
damage center. Defects beyond 0.250 AREA H: Dents and depressions
inch (6.35 mm) depth are cause for exceeding 0.010 inch (0.254 mm)
rejection. without sharp change in section to
maximum of 0.040 inch (1.016 mm)
AREA 8: Check for gouges, nicks, must be repaired.
scratches and cracks detected by using
a bright light and 5X magnification at AREA J: Dents and depressions
trailing edge corners where blade and exceeding 0.010 inch (0.254 mm)
tabs join. View area from different without sharp changes in section to a
angles during inspection. Damage at maximum of 0.040 inch (1.016 mm)
this point not exceeding 0.030 inch must be repaired. Dents and depres
(7.62 mm) depth must be smoothed and sions exceeding these limitations
radiused out over a 0.120 inch (3.048 require blade replacement.
mm) area on each side of damage.
NOTE: MDHI Notice HN-211 contains infor
Defects beyond 0.030 inch (7.62 mm)
mation relative to inspection of main rotor
depth are cause for rejection.
fittings and lead-lag link assemblies.
(3). Depth limitations for surface dents or (4). Inspect surface areas of upper- and
depressions in eight areas of blade skin lower-root fittings (other than Area 5)
are described below. A dent or depres for evidence of nicks, scratches, and
sion is defined as a smooth depression wear spots.
or discontinuity with no sharp changes
in section. (a). Nicks, scratches, and wear spots
deeper than 0.010 inch (0.254 mm) in
AREA A: Dents and depressions attachment lug area, and bolt hole
exceeding 0.015 inch (0.381 mm) area are not repairable.
without sharp changes in section to a
maximum of 0.062 inch (1.5748 mm) (b). Damage 0.010 inch (0.254 mm) deep
must be repaired. or less must be repaired.
AREA B: Dents and depressions to a (5). Inspect four attachment lug bushings
maximum of 0.010 inch (0.254 mm) are in root fittings for security, and evi
acceptable without repair. No repairs dence of cracks or severe scoring.
are permitted in this area.
(6). Inspect trailing edge bearing for
AREA C: No repairs permitted. binding, evidence of galling or scoring
in bore and wear.
AREA D: Dents and depressions
exceeding 0.005 inch (0.127 mm) (a). No radial play is permissible.
without sharp change in section to a (b). Maximum axial play is 0.015 inch
maximum of 0.030 inch (0.762 mm) (0.381 mm).
must be repaired.
(7). Inspect all bonded areas for evidence of
AREA E: Dents and depressions separation.
exceeding 0.010 inch (0.254 mm)
without sharp change in section to a (a). If there appears to be separation of
maximum of 0.040 inch (1.016 mm) trailing edge bond, lightly probe joint
must be repaired. with a 0.001-0.002 inch (0.025-0.051
mm) plastic inspection tool.
AREA F: Dents and depressions
exceeding 0.010 inch (0.254 mm) (b). If plastic inspection tool can be
without sharp change in section to inserted to a depth of 0.50 inch (12.7
maximum of 0.040 inch (1.016 mm) mm) or more, either above or below V
must be repaired. insert, separation is evident.
Page 7−24
Revision 16
CSP-H-2
DAMAGE 0.010 IN. (0.254 MM) IN DEPTH OR LESS

IS REPAIRABLE IN THESE AREAS (NOTE 1)
1.00 IN. (25.4 MM) RADIUS AROUND LAST CHORD LINE
1
2 BOLT HOLES 0.001 IN. (0.025 MM) SPAN LINE
5 MAXIMUM DEPTH
0.38 IN. (9.652 MM)
90°
3.00 IN. 120°
1.25 IN. 4 (76.2 MM) 2
(31.75 MM)
30° 30°
120°
120°
3
30° 30° 120° 30° 30°

DAMAGE LESS THAN 15°
0.030 IN. (0.762 MM) 6
DEPTH REPAIRABLE IN
THIS AREA (NOTE 1)
30° 15° 1.00 IN.
8 7 8 (25.4 MM)
23.00 IN.
(58.42 CM)
GOUGES, NICKS AND CRACKS

SCRATCHES GOUGES AND NICKS
TRAILING EDGE ONLY
ORIENTATION MAX. DEPTH MAX. DEPTH MAX. DEPTH MAX. DEPTH MAX. DEPTH MAX. DEPTH
AREA
FROM SPANLINE WITHOUT REPAIR WITH REPAIR WITHOUT REPAIR WITH REPAIR WITHOUT REPAIR WITH REPAIR
MINOR WITHOUT MINOR WITHOUT MINOR WITHOUT MINOR WITHOUT

1 0°-90°
SKIN PENETRATION SKIN PENETRATION SKIN PENETRATION SKIN PENETRATION
0.005 IN. (0.127 MM) 0.005 IN. (0.127 MM) 0.003 IN. (0.076 MM) 0.005 IN. (0.127 MM)
0°-30°
ÉÉÉ
2 0.003 IN. (0.076 MM) 0.003 IN. (0.076 MM) 0.003 IN. (0.076 MM) 0.005 IN. (0.127 MM)
30°-90°
3
ÉÉÉ 0°-30°
30°-90°
NONE
NONE
0.005 IN. (0.127 MM)
0.003 IN. (0.076 MM)
NONE
NONE
0.005 IN. (0.127 MM)
0.005 IN. (0.127 MM)
N/A N/A
0.003 IN. (0.076 MM) NONE

4 0°-30° NONE 0.003 IN. (0.076 MM)
0.002 IN. (0.051 MM) NONE
30°-90° NONE 0.003 IN. (0.076 MM)
0.001 IN. (0.025 MM) 0.001 IN. (0.025 MM)

5 0°-90° NONE
(NOTE 3)
NONE
(NOTE 3)
NOTE 2
0°-15° 0.005 IN. (0.127 MM) 0.005 IN. (0.127 MM) NONE 0.005 IN. (0.127 MM)
6 15°-30° 0.003 IN. (0.076 MM) 0.003 IN. (0.076 MM) NONE 0.005 IN. (0.127 MM) NONE 0.030 IN. (0.762 MM)
30°-90° NONE NONE NONE 0.005 IN. (0.127 MM) (NOTES 3, 5)
0°-90° 0.005 0.005 IN. (0.127 MM) 0.250 IN. (6.35 MM)
7 NONE
(NOTE 3)
NONE NONE
(NOTES 3, 4, 6)
(NOTES 3, 6)
0.030 IN. (0.762 MM)

8 NOT APPLICABLE NONE
(NOTES 3, 5, 6)
TAB END
NOTES: 3. AREAS NOTED: 0.25 SMOTHERED AND RADIUSED

1. DAMAGE LIMITS APPLY TO BOTH UPPER AND LOWER ROOT CLEANOUT ALLOWED.
FITTING SURFACES. 4. SMOOTHED AND RADIUSED CLEANOUT OVER 0.12 IN. (3.048 MM)
2. INSPECTION UNDER 5X MAGNIFICATION (MIN.) REQUIRED. AREA ON EACH SIDE OF DAMAGE.
5. REFER TO TRIM TAB DAMAGE REPAIR.
G62-1001A
Figure 7−8. Main Rotor Blade Damage and Repair Limits for Nicks,
Scratches, Gouges and Cracks
Page 7−25
Revision 16
CSP-H-2
2.12 IN. 0.38 IN.

(5.3848 CM) (9.652 MM)
1.58 IN.
(4.0132 CM)
2.00 IN.
(5.08 CM) 0.58 IN.
(14.732 MM) 2.17 IN.
0.96 IN. (5.5118 CM) 23.00 IN.
(24.384 MM) (58.42 CM)
DENTS AND DEPRESSIONS (NOTE)
MAXIMUM MAXIMUM MAXIMUM MAXIMUM MINIMUM DISTANCE

AREA DEPTH DEPTH ALLOWED NUMBER BETWEEN DEFECT
WITHOUT REPAIR WITH REPAIR AREA OF DEFECTS CENTERS
0.015 IN. 0.062 IN. 1.5 X 1.5 IN.

1 N/A
(0.381 MM) (1.5748 MM) (3.81 X 3.81 CM)
0.010 IN. 0.25 X 0.25 IN. 18 IN.

0.000 2
(0.254 MM) (6.35 X 6.35 MM) (45.72 CM)
0.000 NONE N/A

0.000 0.000
ALLOWED
0.005 IN. 0.030 IN. 1.5 X 1.5 IN. 18 IN.

2 (45.72 CM)
(0.127 MM) (0.762 MM) (3.81 X 3.81 CM)
0.010 IN. 0.040 IN. 1.5 X 1.5 IN. 18 IN.

(0.254 MM) (1.016 MM) (3.81 X 3.81 CM) 2
(45.72 CM)
0.010 IN. 0.040 IN. 1.5 X 1.5 IN. 18 IN.

3
(0.254 MM) (1.016 MM) (3.81 X 3.81 CM) (45.72 CM)
NONE
0.000 0.000 0.000 N/A
ALLOWED
0.010 IN. 0.040 IN. 1.5 X 1.5 IN. 1 N/A

(0.254 MM) (1.016 MM) (3.81 X 3.81 CM)
0.010 IN. 0.35 IN.

1.5 X 1.5 IN. N/A N/A
(0.254 MM) (8.89 MM)
(3.81 X 3.81 CM)
(NOTE 3)
NOTES:
1. N/A - NOT APPLICABLE.
2. REFER TO TRIM TAB DAMAGE REPAIR. H07-0001A
Figure 7−9. Main Rotor Blade Damage and Repair Limits for Dents
and Depressions
Page 7−26
Revision 16
CSP-H-2
NOTE: Trailing edge structural bond line to V (c). If a torque wrench is not available,
insert starts 0.250 inch (6.35 mm) in (chord check weight security by fitting a
wise) from trailing edge joint: therefore the small coin in the slots and applying
above tolerance allows 0.250 inch (6.35 mm) the maximum force that can be
separation. Be sure measurement is taken exerted by ONLY the index finger
from the trailing edge joint, not the tab trail and thumb.
ing edge. Maximum trailing edge joint gap
allowed during fabrication is 0.080 inch (13). Inspect vibration absorber pad on
(2.032 mm). underside of blade for security.
(8). Inspect doubler shown in area G for (14). Inspect vibration absorber for security
bonding voids between doubler and of installation on blade.
blade skin top and bottom.
(15). Ensure both pendulums swing freely
and no more than 0.015 inch (0.381
(a). Use a heavy coin and lightly tap mm) radial play exists between the
doubler surface. pendulums and the hinge pins.
(b). A void will appear as a distinct (a). Maximum allowable axial play
change in sound. between pendulums and bracket is
0.085 inch (2.159 mm).
NOTE: Tapping sound will differ slightly due to
blade structure in leading and trailing edge, (16). Inspect all parts of the vibration
internal channel and doubler areas. absorber for cracks and breaks.
(9). Ensure that vent holes are open. (17). Inspect pad on bracket below pivot end
of largest pendulum for security.
NOTE: Two or three vent holes are located in (18). Inspect thrust washers bonded to the
the lower blade skin 5.50 inches (13.97 cm) bracket, to the 5-per-revolution
aft of the leading edge with the first hole pendulum, and to the 3-per-revolution
7.50 inches (19.05 cm) inboard from the tip. pendulum for evidence of damaged
Teflon surfaces, wear and failure of
(10). Inspect the fasteners that secure upper bond.
and lower root fittings, and the six
rivets that secure skin to spar near tip, 11. Main Rotor Blade Repair
for security.
A. Nicks, Scratches and Wear Spots
(11). Inspect forward tip cap screw insert for
security and thread damage. (Ref. Figure 7-8)
(12). When continuous one-per-revolution (1). Using abrasive paper (9, Table 2-4), no
lateral vibration occurs, inspect forward coarser than grade 320, remove nicks,
and aft balance weights for security scratches and wear spots from upper
(Ref. Figure 7-3). and lower root fittings, and from blade
skin.
(a). Weights are normally recessed 0.050 (2). Use finer grade of paper, as necessary
inch (1.270 mm) below the end to restore surface roughness to original
surface of the weight assembly tip. finish.
(b). Security of the weights may be (3). Remove material in such a manner that
checked by using a torque wrench no abrupt changes occur in surface
with a screwdriver socket in the slot contours.
of the weight to detect if the weight
can be rotated by less than 20 (4). Apply chemical film surface treatment
inch-pounds (2.26 Nm). to repaired surface (Ref. Sec. 2).
Page 7−27
Revision 16
CSP-H-2
B. Dents, Depressions and Erosion (1). Unscrew loose weight until it projects
approximately one-half inch and
(Ref. Figure 7-9) remove old accumulation of powdered
compound.
Repair only those damaged
CAUTION areas that are within repairable (2). Apply grade A locking compound (29)
limits. and screw the weight back into the
blade until slotted end of the weight is
(1). Use paint remover (11, Table 2-4) to recessed 0.050 inch (1.27 mm) below
remove paint from surface area to be the surface of the weight assembly tip.
repaired. Wipe off excess compound.
(2). Wipe away all residue with clean cloth Allow to cure for a minimum of
dampened by solvent (1). Allow to dry CAUTION 12 hours. If faster cure is de
for minimum of 15 minutes. sired, complete cure can be obtained by al
lowing part to set for 30 minutes at room
(3). Mask edges of repair areas with one temperature and then heating for 30 min
layer of tape (93). utes at approximately 212°F (100°C).
Do not cut tape after it is (3). If locking compound is not available,
CAUTION applied to blade. screw weight into normal position and
centerpunch the end of the weight into
(4). Mix filler (94), three parts `À'' and two the mating threads at three evenly
parts ``B'' by weight. Mix thoroughly spaced points to prevent rotation.
until mixture is dark red in color. An
alternate filler (95) may be used if E. Loose or Missing Rivets or Aft Tip Cap
equal parts `À'' and ``B'' by weight are
mixed. Replace all loose or missing rivets. Reinstall or
replace loose or missing aft tip cap as follows:
(5). Allow filler to cure for minimum of 24
hours at room temperature.
NOTE: Spare tip caps are supplied with the
bonding surface pretreated (coated) with a
(6). Smooth filler area with grade 400 nylon primer to facilitate installation.
abrasive paper (9). Limit smoothing to (1). Lightly abrade primed surfaces of the
masked area. tip cap with grade 180 abrasive paper
(7). Remove the tape and inspect alclad (9, Table 2-4).
coating of area around repair. Penetra (2). Wipe away residue with cloth damp
tion of coating is cause for blade ened in solvent (1) and allow tip cap to
replacement. dry at room temperature for 30 min
utes.
(8). Clean repaired area with a cloth
dampened by solvent (58). (3). Mix two-part bonding adhesive (19) in
equal proportions by weight.
(9). Apply chemical film treatment to
repaired surface. (4). Apply bonding adhesive previously
prepared tip cap and mating surfaces at
C. Forward Tip Cap Insert rotor blade tip. To extent possible, be
sure that there are no adhesive voids.
Replace a loose or stripped insert. Use
self-locking insert NAS1394 of correct size for (5). Install tip cap in blade tip, apply
replacement and install with wet primer (4, uniform clamping pressure to the joint,
Table 2-4) (Comply with replacement require and wipe away excess adhesive. Allow
ments of applicable NAS standard). adhesive to cure for 8 hours at room
temperature or 2 hours at 150°F (66°C).
D. Loose Balance Weights
(6). Install two MS20604AD3C2 blind
Reinstall loose forward and aft balance rivets, one through each side of the
weights as follows: blade tip and tip cap (Ref. Figure 7-3).
Page 7−28
Revision 16
CSP-H-2
(7). Check other blades of rotor for tip cap 13. Bearing Replacement - Damper Attach,
security. Rebond if necessary and add Blade Fitting
rivets to the other tip caps in the same
manner. (Ref. Figure 7-10)
NOTE: Main rotor balance will not be affected. (1). Use fly or circle cutter with 5/16 inch
F. Vibration Absorber (0.3125 mm) pilot to remove staked lip
from one side of bearing without
(Ref. Vibration Absorber Repair) removing any material from fitting.
12. Leading Edge Erosion Protection If fitting is damaged by cutter,
CAUTION blade must be replaced.
Blades subjected to operation in a highly
abrasive environment should have the outer (2). Use an arbor press to press bearing
12-36 inches (30-91 cm) of each blade leading from fitting.
edge covered equally by protective tape so that
blade life will not be reduced by excessive (3). Clean primer residue from fitting bore
erosion. with MEK (22, Table 2-4). Remove
NOTE: Cement and tape must be applied to a locking compound residue (if any) with
thoroughly clean surface with no rough locking compound remover (33).
paint edges. Work out trapped air bubbles
during application and allow 2 hours for (4). Using 10 power magnifying glass,
tape to set. inspect fitting bore for cracks. No
cracks are permitted.
(1). Thoroughly wash the blade leading
edge with clean cloths dampened with (5). Measure fitting bore diameter. Accept
MEK (22, Table 2-4). Allow to air dry at able limits are 0.7488-0.7493 inch
least 15 minutes. (19.0195-19.0322 mm).
(2). Mask around the outside of the area to (6). Apply thin coat of primer (4) to fitting
be taped leaving a 0.250 inch (6.35 mm) bore.
gap.
(7). Press bearing into fitting with arbor
(3). Apply a uniform brush coat of cement
press and fixture (61, Table 2-2). Wipe
(120). Allow to air dry for 5 to 10
away excess primer.
minutes.
(4). Remove backing from 3 inch (7.62 cm) (8). Stake bearing at both sides of fitting
width by 0.014 inch (0.3556 mm) thick with staking tool (62) in hydraulic press
tape (42), and apply along the leading with 6000 - 8000 pounds (26689 -
edge so that tape overlap over bottom 35586 N) of force.
and top of leading edge is equal.
(a). When staked, outer race of bearing
(5). Roll out any air trapped under the tape shall be flush to not more than 0.010
with a cylindrical object. inch (0.254 mm) above fitting surface
(both sides).
(6). Remove masking tape; then carefully
remove cement residue using MEK. (b). Gap between staked lip of bearing
(7). Replace the tape when it becomes race and chamfered surface of fitting
abraded. Operation in rain reduces tape bore shall not exceed 0.005 inch
life and more frequent replacement will (0.127 mm) as checked with feeler
be necessary. gage.
NOTE: The use of abrasion tape will not affect (c). Staking operation shall produce no
flight characteristics or vibration levels; cracks in fitting or bearing.
however, with 36 inches (91 cm) of tape
applied there is a 3 to 4 hp loss in rotor pow (9). Fill staking gap (if any) with primer (4,
er. Table 2-4).
Page 7−29
Revision 16
CSP-H-2
0.005 IN. (0.127 MM)

MAX.
EDGE OF STAKING TOOL
FLUSH TO
+0.010 IN.
ARM (+0.254 MM)
BEARING WITH STAKING

GROOVE IN OUTER RACE
PRESSING BEARING STAKING BEARING

IN ARM IN ARM
30-215A
Figure 7−10. Bearing Replacement − Main Rotor Blade Attach Fitting Repair
14. Repair of Trim Tab and Trailing Edge (3). Wipe away dirt on and around trim tab
(369A1100 Series) area with clean cloth dampened with
dry cleaning solvent.
(Ref. Figure 7-11) The following procedures
provide broad cleanup of a damaged trim area, (4). Mask edges of blade area around trim
which distributes stresses over a larger area to tab area with tape; DO NOT cut tape
preclude cracking and permit continued use of after it has been applied to blade.
the rotor blade.
(5). Remove damaged area of trimtab by
No minimum length of trim tab is required. making V-type cut with 45° sides
The entire trim tab or portion of the trim tab joined by a 0.250 inch (6.35 mm) radius
may be removed. at the bottom of the V. Blend into
trailing edge of the blade with a 0.250
Main rotor blades with and without trim tabs inch (6.35 mm) radius as shown.
are 100% interchangeable, individually and in
NOTE: Maximum V cut depth is 0.350 inch
ship sets.
(8.89 mm); do NOT cut past trim tab area
into portion of blade.
(1). Inspect trim tab area of main rotor
blade and repair tab area, as required. (6). If damage occurs within 1 inch (25.4
mm) of either or both ends of trim tab,
NOTE: If damage to trim tab area exceeds limi remove tab end(s) and restore contour
tations (Ref. Figure 7-9), perform the fol as shown.
lowing:
(7). If excessive damage requires full or
(2). As applicable, remove main rotor blade. partial removal of trim tab from blade,
perform the following (no minimum
Provide protective surface and/ length of trim tab is required):
CAUTION or covering to prevent scratch
ing, nicking or other damage to blade during (a). Position blade on workbench so that
rework. Position blade on work bench or a firm straight edge is provided for
equivalent. cutting or filing off trim tab.
Page 7−30
Revision 16
CSP-H-2
0.25 IN. (6.35 MM) R 0.25 IN. (6.35 MM) R
6.80 IN.
(17.272 CM)
0.25 IN. (6.35 MM) R

(NOTES 2, 3)
TOP
SURFACE
NOTE 1
0.35 IN. (8.89 MM) A
(NOTE 3)
0.38 IN. (9.652 MM)
0.38 IN. NOTE 4
(9.652 MM) A 1.00 IN.
0.00-0.10 IN. 1.00 IN. (25.4 MM)
(0.00-0.254 MM) (25.4 MM)
VIEW A-A
NOTES:
1. REMOVE DAMAGED END(S) IF THEY OCCUR WITHIN 1.00 IN. (25.4 MM) OF TAB ENDS.
2. 0.25 IN. (6.35 MM) RADIUS CLEANUP. FINISH PER BASIC HMI.
3. MAXIMUM DEPTH OF REPAIR 0.35 IN. (8.89 MM).
4. NO MINIMUM LENGTH OF TAB REQUIRED. IF DAMAGE OCCURS AT BOTH ENDS.
IT IS PERMISSIBLE TO REMOVE BOTH ENDS.
5. ENTIRE TAB MAY BE REMOVED IF REQUIRED. 30-217A
Figure 7−11. Repair and Removal of Trim Tab, Main Rotor Blade
Cutting, grinding or filing to re 15. Main Rotor Blade and Damper Attach Pin
CAUTION move trim tab, and deburring of Inspection and Corrosion Protection
reworked blade trailing edge, are to be per
formed in a spanwise direction only. DO (Ref. Figure 7-12)
NOT use shears or clippers to remove trim (1). Inspect pin cam handle lobe for cracks
tab. and excessive wear. Remove pin from
service if cracking or excessive wear is
(b). Use metal cutting saw or equivalent noted.
to remove the 0.380 inch (9.652 mm) NOTE: If hard anodizing surface of cam lobes is
wide trim tab, view A - A Deburr worn, cam lobes can be re-anodized or
edges in a spanwise direction only. treated with corrosion preventive oil (104,
Table 2-4).
(8). Peel and remove tape from blade and (2). Inspect attach pin for evidence of
inspect area around repair; clean corrosion or wear and straightness.
repaired area with cloth dampened in
solvent (aliphatic naphtha). (a). Pay particular attention to area
along edges of barrel nut and bore in
cam handle.
(9). Apply chemical film treatment (Iridite)
to reworked area of blade trailing edge (b). Remove pin from service if corrosion
or trim tab; apply a thin film of primer or wear is noted or pin is bent.
and paint lightly. Standard hardware (Ref. Figure 7-3)
may be used to replace faulty damper
attach pins.
(10). As applicable, reinstall main rotor
blade. (c). If used, install at all four locations.
Page 7−31
Revision 16
CSP-H-2
NOTE: Corrosion protection treatment is to be OIL

applied at each periodic inspection to ensure BARREL NUT
continued serviceability of attach pin; and
at each pin removal, if subject to salt laden
OIL
atmosphere. CAM HANDLE
THRUST
WASHER
(3). With attach pin removed, lubricate
mating surfaces of barrel nut and cam BUSHING
handle, using corrosion preventive oil. SEGMENTS
Rotate cam handle back and forth on
barrel nut several times to ensure that
oil penetrates all sections of pin
operating mechanism. Wipe excess oil
from pin surfaces.
SPACER
(4). Adjust pin at installation.
16. Main Rotor Blade and Damper Attach Pin

Disassembly and Special Inspection
(Ref. Figure 7-12) This inspection is to be
performed in event of a main rotor blade
strike.
Do not intermix bushings, SAFETY LATCH
CAUTION spacers and thrust washers be
tween bolts. Components parts make up a G62-1008
single bolt assembly.
Figure 7−12. Main Rotor Blade and Damper
(1). Remove adjusting nut and remove Attach Pin
adjustable bushings, spacer and thrust
washers from pin. 17. Main Rotor Blade and Damper Attach Pin
Adjustment
(2). Using brush and clean cloth, clean
parts with isopropyl alcohol (71, (Ref. Figure 7-3)
Table 2-4). Dry with clean cloth. NOTE: Whenever a new attach pin is installed,
a main rotor blade is replaced, or the rotor
(3). Inspect pins as follows: hub assembly is replaced, adjustment is re
(a). Fluorescent inspect pin per MIL- quired to ensure that the pin(s) properly
STD-6866. seize in the mating holes.
(1). Check the main rotor blade and damper
(b). Magnetic particle inspection; thrust
arm attach pins for cracks, wear and
washers, bushings and spacers per
corrosion.
MIL-STD-1949.
(2). Support the blade tip to establish
(4). Reassemble pin in sequence as follows; alignment of the holes in the blade root
install thrust washer, three (3) adjust fittings and lead-lag links; Install pin.
able bushings, spacer, three (3) adjust
able bushings, spacer, three (3) adjust NOTE: After final adjustment of main rotor
able bushings, thrust washer and blade and damper attach pins, thread pro
secure with adjusting nut. trusion from adjuster nut of 1/2 to 1 thread
is acceptable if attach pin safety latch is se
(5). Lubricate mating surfaces of barrel nut curely latched over the adjuster nut.
and cam handle with corrosion preven
tive oil (104). (3). Adjust the pin for correct seizure by
turning the small hex nut at end of pin
(6). Reinstall and adjust pin. until 25 - 35 pounds (111 - 156 N)
Page 7−32
Revision 16
CSP-H-2
hand pressure is required to snap the (1). Visually inspect exposed portion of all
safety latch into place over the nut. installed main rotor blade upper and
lower root fitting attach lugs, and main
NOTE: After adjustment, the installed length rotor hub lead-lag link attach lugs for
of the pins, measured from the face of the broken or cracked lugs, corrosion or
thrust washer to the outer edge of last bush other damage to the lug areas.
ing, should be 0.99-1.04 inch
(25.146-26.416 mm) for damper pins and NOTE: If movement is suspected but cannot be
2.84-2.89 inches (72.136-73.406 mm) for verified with the blades installed, remove
main rotor blade pins. those blades and inspect bushings for move
ment.
(4). For final installation, the locking levers (2). Using a bright light, inspect slippage
of the two blade root fitting pins should marks on the root fitting bushings to
be located inboard of (behind) the stop ensure there has been no movement of
springs of the pitch housing lead-lag the bushings.
links.
(a). If bushings have moved, replace
18. Main Rotor Blade Forward Tip Cap main rotor blade before next flight.
Inspection and Corrosion Prevention (b). Return those main rotor blades
where bushing movement has
(1). Inspect tip caps for evidence of corro occurred to MDHI for possible
sion, pay particular attention to mating rework.
area of blade skin to tip weight inter
face, verify integrity of sealant coating.
CAUTION
(2). If damage is evident, remove tip caps If broken or cracked lugs are noted in
and apply penetrating oil to blade tip main rotor blade upper or lower root fit
weight area. The oil will arrests any tings, replace main rotor blade before fur
corrosion between blade skin and ther flight.
weight assembly.
If broken or cracked lugs are noted in
(3). Using brush and clean cloth, clean area main rotor lead-lag links, replace main
with isopropyl alcohol (71, Table 2-4). rotor hub.
Dry with clean cloth. If cracking is suspected in either the rotor
blade or hub lead-lag link attach lugs,
(4). Spray area with light film of rust perform dye penetrant (178, Table 2-4)
inhibitor (101); then apply thin film of inspection of lugs per MIL-I-25135. If
primer and paint lightly as required. cracking is noted, replace main rotor
blade, or, replace or repair main rotor hub
19. Main Rotor Blade Upper and Lower Root assembly, before further flight.
Fitting Attach Lug and Lead−Lag Link
Inspection (25 Hour) NOTE: Lead-Lag link assemblies may only be
replaced by MDHI authorized personnel or
(Ref. Figure 7-13 and Figure 7-14) The under MDHI supervision. Contact your local
following procedure pertains to helicopters MDHI Field Service Representative for fur
equipped with 369A1100-501 thru -505 main ther information.
rotor blades and/or 369A1234, 369H1203-BSC 20. Main Rotor Blade Upper and Lower Root
thru -31 lead-lag link assemblies. Fitting, Attach Lug and Lead−Lag Link
Inspection (100 Hour)
NOTE: Main rotor blades and hub assemblies
installed on helicopters operating in a salt (Ref. Figure 7-13 and Figure 7-14) The
water or corrosive environment should be following procedure pertains to helicopters
cleaned and washed on a daily basis as a equipped with 369A1100-501 thru -511 and
preventative measure to arrest corrosion 369D21123-501 main rotor blades and/or
(Ref. Sec. 2, Main Rotor Hub Corrosion Pre 369A1234, 369H1203-BSC thru -31 lead-lag
vention (Tri-Flow Wash Procedures)). link assemblies.
Page 7−33
Revision 17
CSP-H-2
(1). Remove affected main rotor blades. (b). Insert a 0.004 inch (0.102 mm) thick
piece of mylar/viewfoil between the
CAUTION fitting and the doubler.
If broken or cracked lugs are noted in (c). If the mylar can be inserted, contact
main rotor blade upper or lower root fit Field Service Representative for
tings, replace main rotor blade before fur disposition of blade.
ther flight. (d). If the insertion is 0.10 inch (2.540
If broken or cracked lugs are noted in mm) or greater, remove blade from
main rotor lead-lag links, replace main service.
rotor hub.
NOTE: Measurement of the insertion is from
If cracking is suspected in either the rotor the edge of the root fitting.
blade or hub lead-lag link attach lugs,
perform dye penetrant (178, Table 2-4) (e). Retorque root fitting outboard bolt to
inspection of lugs per MIL-I-25135. If 60 - 65 inch-pounds (6.78 - 7.34
cracking is noted, replace main rotor Nm) plus drag torque.
blade, or, replace or repair main rotor hub
assembly, before further flight. NOTE: Lead-Lag link assemblies may only be
replaced by MDHI authorized personnel or
NOTE: Do not remove bushings or corrosion in under MDHI supervision. Contact your local
hibiting sealer. Field Service Representative for further in
formation.
(2). Using a bright light and 5X magnifying
glass, visually inspect the attach lugs of (4). Inspect lead-lag link blade attach pin
all main rotor blade upper and lower hole bushings for any indication of
root fitting and main rotor lead-lag movement of the bushings in the links.
links for broken or cracked lugs, If any of the bushings have movement,
corrosion or other damage to the lug replace the link.
areas.
If required, apply a light but
(a). Pay particular attention to area CAUTION thorough coat of sealer or zinc-
around attach pin hole bushings in chromate primer around bushings. Note
the lugs. that excessive amounts of sealant or zinc-
chromate primer around the bushings are
(b). Pay particular attention to the not desirable and can unbalance the main
cross-hatched areas. rotor system.
(c). If slippage marks have already been (5). If sealing compound (171) is not already
applied, inspect the root fitting for installed or becomes loose, clean and
any indication of movement of the seal all junctions between all the steel
bushings; no movement is allowed. bushings and the main rotor blade root
(d). Return main rotor blades that have fitting attach lugs with a film of sealing
root fitting bushing movement to compound or primer (4) without
MDHI for possible rework. removing the bushings.
(e). If slippage mark is degraded, reapply (6). For the main rotor blade root fitting
per steps (6). and (8). attach lugs, carefully remove sufficient
amount of sealant and paint from only
(3). Inspect main rotor blade root fitting for the bushing in the area where the
missing (no squeeze-out) or cracked slippage mark is to be applied (if not
adhesive/paint around the periphery of already done).
the root fitting. If this condition exists,
proceed as follows: (7). Using isopropyl alcohol (71), clean the
area where the slippage mark is going
(a). Loosen, but do not remove the to be applied to allow adequate adher
extreme outboard bolt. ence of epoxy paint.
Page 7−34
Revision 17
CSP-H-2
NOTE: 22. Main Rotor Blade Torque Event Inspection

Locate slippage mark in a position that (Ref. Figure 7-13)
can be viewed at subsequent inspections
with main rotor blade installed in the
NOTE: This inspection requires the use of a
bright light.
hub. Slippage marks should not be ap
plied to cross-hatched areas to preclude (1). Lifting from the outboard end of the
masking possible cracks. blade, lift blade off the droop stop.
Insure that slippage mark is applied to (2). Inspect the bottom-side of the blade as
bushing at upper and lower root fitting in follows:
side surfaces.
(a). Inspect the area around the root
Do not use torque seal. fitting, doubler and skin for cracks.
(8). Apply epoxy paint slippage marks to (b). Inspect the attach lugs at the bush
four locations as shown. ings for cracks.
(c). Inspect the entire length of the blade
(9). Install main rotor blades. for cracks.
21. Main Rotor Blade Leading Edge Abrasion (d). Lower blade back onto droop stop.
Strip Check (3). With blade resting on the droop stop,
inspect the top-side of the blade as
The leading edge abrasion strip should be follows:
checked prior to each flight or on every daily
check. The following is a comprehensive (a). Inspect the area around the root
checklist: fitting, doubler and skin for cracks.
(b). Inspect the attach lugs at the bush
(1). Check for any blistering, bubbling or
ings for cracks.
lifting of the abrasion strip; this
indicates a void. (c). Inspect the entire length of the blade
for cracks.
(a). Voids cannot be closer than 0.50 inch
(12.7 mm) to any outside edge of (4). If any of the above defects are found,
abrasion strip. the main rotor blade is to be rejected
and scrapped.
(b). Voids exceeding 1.5 square inch 23. Vibration Absorber
(9.6774 square cm) are unacceptable.
(Ref. Figure 7-15) One vibration absorber is
(c). Voids cannot be closer than one inch installed on the lower inboard end of each
(25.4 mm) to any other void. main rotor blade. Each vibration absorber
consists of two pendulums that pivot about a
(2). Number of acceptable voids depends common axis. These pendulums are tuned to
upon length of abrasion strip. cancel out the first and second harmonic beats
of the natural vibration frequency of each
(a). There cannot be more than three individual blade. The largest pendulum
voids on either the top or bottom of counteracts any 3-per-revolution vibrations;
the 36 inch long (91 cm) abrasion the smallest pendulum counteracts any
strip surface. 5-per-revolution vibrations.
(b). There cannot be more than two voids A. Vibration Absorber Removal
on either the top or bottom of the 18 (1). Remove bolt and washer at trailing
inch (46 cm) long abrasion strip edge of blade; remove shim washer(s) if
surface. installed.
(3). Record all voids in regards to size and NOTE: Shim washers are installed between vi
location in the helicopter log book and bration absorber and main rotor blade as re
check each void prior to each flight for quired to compensate for minor variations
growth and acceptable criteria. in blade contour.
Page 7−35
Revision 17
CSP-H-2
(2). Remove two nuts, radius blocks, that the shorter of the bolts is in the
washers and bolts that attach absorber outboard hole. Torque bolts to 50 - 60
to blade. inch-pounds (5.65 - 6.78 Nm).
(3). Remove vibration absorber. (3). If a gap exists between the trailing edge
of vibration absorber and main rotor
B. Vibration Absorber Installation
blade, shim with washers. If no gap
(1). Apply primer (4, Table 2-4) on the two exists, install trailing edge bolt and
long bolts. washer without shim washers. Apply
chromate primer to bolt and install bolt
(2). Align vibration absorber with holes in and washer while primer is still wet.
main rotor blade. Install two long bolts
and washers while primer is still wet; (4). Torque bolt to 15 - 20 inch-pounds
then install radius block nuts. Check (1.69 - 2.26 Nm).
Page 7−36
Revision 17
CSP-H-2
NOTES 2, 3 AND 4
DOUBLER
ROOT FITTING
NOTE 5
NOTES 1, 2 AND 3
USE BRIGHT LIGHT TO INSPECT
FOR CRACKS IN THIS AREA. PAY
PARTICULAR ATTENTION TO
BOTTOM SIDE OF BLADE.
VIEW LOOKING UP
NOTE 5
ROTATED
LOOSEN BUT DO NOT REMOVE BOLT.
RETORQUE BOLT TO 60 - 65 IN-LB
(6.78-7.34 NM) PLUS DRAG TORQUE.
UPPER ROOT FITTING ATTACH LUG

(TYP 2 PLCS) (NOTE 1)
NOTE 5
LEAD-LAG LINK ATTACH LUG
MAIN ROTOR BLADE (TYP 8 PLCS) (NOTE 1)
LOWER ROOT FITTING

ATTACH LUG
(TYP 2 PLCS) (NOTE 1)
NOTES:
1. VISUALLY INSPECT AREAS OF ALL ROOT FITTINGS AND LEAD-LAG ATTACH LUGS FOR CRACKS OR
BREAKS. INSPECT BLADE ATTACH BUSHINGS FOR LOOSENESS. IF LOOSE, REPLACE LEAD-LAG LINKS.
2. PAY PARTICULAR ATTENTION TO AREA AROUND ATTACH PIN HOLES IN LUGS.
3. SEAL ALL JUNCTIONS BETWEEN BUSHINGS AND ATTACH LUGS WITH SEALER OR PRIMER (4, TABLE 2-4).
4. LEAD-LAG LINK ASSEMBLIES ARE SUB-ASSEMBLIES OF THE MAIN ROTOR HUB ASSEMBLY.
5. INSPECT MAIN ROTOR BLADE UPPER AND LOWER ROOT FITTING FOR MISSING OR CRACKED ADHESIVE.
6. USING BRIGHT LIGHT, INSPECT MAIN ROTOR BLADE DOUBLER FOR CRACKS. PAY PARTICULAR ATTENTION
TO BOTTOM SIDE OF BLADE, JUST BEYOND ROOT FITTING AND IN LINE WITH ROOT FITTING ATTACH BOLTS. 88-347F
Figure 7−13. Main Rotor Blade Root Fitting Attach Lugs and Lead−Lag Link
Assembly Inspection
Page 7−36A/(7−36B blank)

Revision 17
CSP-H-2
* ONLY REMOVE 1/2 DEPTH OF

CORROSION INHIBITING SEALER
AT LOCATION WHERE SLIPPAGE
MARK IS TO BE APPLIED.
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
UPPER ROOT FITTING
SLIPPAGE MARK LOCATIONS
Î SLIPPAGE MARK LOCATIONS
Î (INSIDE SURFACES)
ÎÎÎÎÎ
ÎÎ ÎÎ
ÎÎÎÎ
ÎÎ
DO NOT APPLY SLIPPAGE MARK
TO CROSS-HATCH AREAS LOWER ROOT FITTING
ÎÎÎ
ÎÎÎÎÎ
ÎÎ
ÎÎ
VIEW LOOKING UP
SLIPPAGE MARK LOCATIONS

(LAG SIDE SHOWN)
(LEAD SIDE OPPOSITE)
UPPER AND LOWER
88-675
Figure 7−14. Application of Slippage Mark to Main Rotor Blade Bushings and Root Fittings
Page 7−37
Revision 16
CSP-H-2
C. Vibration Absorber Inspection

BRACKET DRAIN HOLE
(1). Inspect bracket for presence of ballast
weights. Evidence of lost ballast will
require weighing of complete vibration
absorber (Ref. Vibration Absorber THRUST WASHERS
PADS
Weighing).
RIVET
(2). Refer to Main Rotor Blade Inspection
SHAFT BEARING
for installed absorber inspection
requirements. BEARING
5-PER REVOLUTION
PENDULUM
D. Vibration Absorber Disassembly
(1). Remove rivet that secures pivot shaft to BEARING

BEARING
bracket. 3-PER REVOLUTION
PENDULUM
(2). Remove pivot shaft by inserting a pin
through the hole in the forward end of THRUST WASHER
the bracket and pushing shaft out of
bracket. Figure 7−15. Vibration Absorber
(3). Remove 5-per-revolution pendulum (2). Using adhesive (19, Table 2-4), install
and 3-per-revolution pendulum. new or rebond loosened thrust washers
to bracket or pendulums. Follow
(4). Do not remove shaft bearings or thrust container instructions for adhesive
washers unless replacement is neces application.
sary.
(3). Using sealing compound (3), install new
(5). Use dry, low pressure compressed air to or rebond loosened 3-per-revolution
blow out bearing bores and drain hole and 5-per-resolution pads to bracket.
in bracket. Follow container instructions for
compound application. After bonding,
(6). Inspect bores of bearings for evidence of seal the edges of the pad with sealing
galling, scoring and wear. Maximum compound. Ensure that center hole in
allowable bore dimension is 0.268 inch pad at 5-per-resolution location does
(6.8072 mm). not block the drain hole through the
bracket.
(7). Inspect shaft for distortion and wear.
F. Vibration Absorber Reassembly
E. Vibration Absorber Repair
NOTE: During reassembly, do not allow chro
Repair of the vibration absorber is limited to mate primer to get on to the shaft bearings.
disassembly and replacement of pivot shaft (1). Using primer (4, Table 2-4), coat cavity
bearings, thrust washers and rubber pads on in bracket where undrilled end of shaft
the bracket. The pendulum weights may be will seat.
inter-changed subject to total weight restric
tions (Ref. Vibration Absorber Weighing). The (2). Align bores of pendulums with bracket.
weight shims must not be altered because the
weights and the assembly have been tuned. (3). Install shaft so that rivet hole in shaft
The absorber bracket may be either an aligns with matching hole in bracket
aluminum or magnesium casting. Refer to while primer is still wet.
Section 2 for corrosion control and identifica (4). Install new rivet and flush the shop
tion of magnesium and aluminum alloys. formed end.
(1). Use press to remove and install new (5). Coat open hole in bracket with primer.
pivot bearing into pendulums. Check that the pendulums rotate freely
Page 7−38
Revision 16
CSP-H-2
on shaft, without binding, and that the 25. Main Rotor Hub Assembly Replacement
shaft is free of primer.
(Ref. Figure 7-16)
G. Vibration Absorber Weighing A. Main Rotor Hub Assembly Removal
Vibration absorbers may have either an (1). Remove four main rotor blades.
aluminum or magnesium bracket as part of
the assembly. The total weight of an assembled (2). Remove main rotor drive shaft; then
magnesium absorber is 1360 grams ±0.1 gram reinstall hoisting eyebolts, washers and
when installed in sets of four. The total weight nuts in rotor hub.
of an assembled aluminum vibration absorber (3). Remove lockwire and disconnect
is 1405-1425 grams maximum. Absorbers may flexible boot from lower end of hub
be mixed in a ship set if additional weight is liner.
added to magnesium absorber(s) to obtain the
equivalent aluminum damper total weight (4). Disconnect scissors crank from main
(1405-1425 gram). Paint an identifying yellow rotor hub or scissors link (Ref.
band on a magnesium bracket lug if so Figure 7-24).
modified.
(5). Disconnect each pitch change rod from
(1). Add lead weights (lead shot or equiva pitch housing.
lent) as required to establish total
NOTE: Color code each pitch change rod to
weight of 1360 grams ±0.1 gram
match the pitch housing and blade to which
(magnesium absorber) or 1405-1425
it is attached, so that the main rotor can be
grams (aluminum absorber).
reinstalled in the same position from which
(2). Bond lead weight into recess cut area of removed.
bracket with adhesive (24, Table 2-4). (6). Cut lockwire and removed two screws
securing retainer to main rotor hub nut
24. Main Rotor Hub Assembly (Ref. Figure 7-17).
(Ref. Figure 7-16) The main rotor hub (7). Remove nut retainer.
assembly consist of a hub and four identical
pitch housing assemblies that are 90° apart (8). Using main rotor mast nut wrench (19,
and slightly offset. Lead-lag links, a blade Table 2-2), remove nut from mast.
damper and damper arm, a droop stop striker NOTE: On mast having nut without safety
strip and spacer, and a pitch control bearing wired dual screw installation, main rotor
assembly are combined with each pitch mast nut wrench (20), may be used.
housing to produce the pivoting axis, blade
flapping stop contact surfaces and lead-lag (9). Using hub puller (22), break loose main
hinge for the rotor blades. Two laminated rotor hub. (Ref. Figure 7-18). Remove
retention strap assemblies that are both hub puller. Then remove main rotor
vertically and torsionally flexible extend hub, using suitable hoisting adapter
through the pitch housings and connect to the attached to eyebolts in hub.
lead-lag links. A lower shoe assembly attached
to the central hub contains, a droop stop ring B. Main Rotor Hub Assembly Installation
and droop restrainers that support the blades NOTE:
at rest and distribute droop loads at low blade Removal of the recessed spacer, upper
rpm. bearing cone, upper seal and seal retainer
NOTE: MDHI HN-11 defines mast modifica is not mandatory for installation of the
tion and replacement requirements for non- main rotor hub. If these items are in
lockwired main rotor hub nut and retainer stalled, perform steps (1). thru (4). and
with safetywired dual screw retainer and steps (11). thru (18). Caution should be
nut. Note also that prebalanced hub assem used when installing the hub to prevent
blies may have balancing hardware in damage to these parts.
stalled in the hollow cores of the lead-lad If recessed spacer, upper bearing cone,
bolts. upper seal and seal retainer have been re
Page 7−39
Revision 19
CSP-H-2
moved, these parts should not be as (7). Install recessed washer, upper bearing
sembled in hub before installation of hub cone, upper seal, and seal retainer in
on helicopter. These items are reas hub and lubricate components as
sembled in hub after seating hub on mast. follows:
Prior to installing the main rotor hub, in
sure that all bearings are adequately (a). Hand‐pack hub cavity, between
serviced with grease (21, Table 2-4). sleeve bushing and hub, with grease
(21, Table 2-4).
(1). Inspect for interference between (b). Place recessed washer, recess down,
damper housings and pitch housings. If on top of sleeve bushing.
less than 0.002 inch (0.051 mm) gap
exists between the housings, rework (c). Hand‐pack upper bearing cup and
area as required in step (2). below prior cone with grease; then install cone in
to hub installation. cup and use hub driver tool to fully
seat cone.
(2). Remove main rotor damper. Rework
pitch housing by smooth blending into (d). Fill remaining cavity up to level of
the surrounding area with grade 320 upper seal with grease.
abrasive cloth (20). Finish polish to (e). Position upper seal, with lip up, and
restore original finish with crocus cloth press in hub counterbore.
(23). Maximum rework depth is limited
to 0.010 inch (0.254 mm). Clean (f). Using light mallet, carefully tap seal
reworked area with MEK (22), prime to seat in counterbore. Wipe away
with primer (4) and repaint (Ref. Sec. any excess grease.
2).
(g). Install seal retainer, recess up, and
NOTE: The main rotor hub is a highly stressed seat it against the top surface of the
component. Use extreme care to prevent if upper bearing cone.
from striking any object. Any impact dam
(h). Apply grease (21) to exposed threads
age may require replacement of the hub.
on mast.
(3). Attach hoisting adapter to eyebolts in Refer to CSP-H-5 for a re
main rotor hub and connect a suitable WARNING quired modification of the
hoist. mast and replacement of the mast nut
and lockwasher with a lockwired dual
NOTE: If the hub assembly (with sleeve bush screw retainer and nut.
ing, spacer, upper bearing and seal retainer
installed) does not seat properly onto the NOTE:
mast, do not attempt to force it into position. Ensure seal is properly positioned against
Remove hub assembly from mast and deter seal retainer and that seal retainer does
mine cause of hub not seating, correct the not pinch seal. Check by inserting a loop
problem and follow the procedures for in of approximately 0.040 inch (1.016 mm)
stallation. lockwire, round feeler gage or other suit
(4). Check; that rotor mast is clean. Hoist able tool without sharp edges between
main rotor hub and position over the seal lip and retainer.
mast then lower hub onto mast. To insure that hub is seated onto the mast
properly before torquing, 2-4 threads
NOTE: To inhibit mast corrosion when operat should be showing above the mast nut
ing in salt water environment, lightly coat with nut installed finger tight.
bearing journals of mast with grease (21).
(8). Install mast nut using wrench (19,
(5). Remove adapter, hoist and eyebolts. Table 2-2); torque nut to 200 foot-
pounds (271 Nm). Apply a coat of
(6). Use main rotor hub driver tool (24, corrosion preventive compound (70,
Table 2-2) to ensure that main rotor Table 2-4) to the screw holes in the
hub is fully seated on mast. mast nut.
Page 7−40
Revision 16
CSP-H-2
MAIN ROTOR
DAMPER
30-60 IN. LB (3.39-6.78 NM)

50-70 IN. LB
(5.65-7.91 NM) INSTALL WITH
TORQUE CUTOUT AREA ROTATED
WRENCH INBOARD
ADAPTER 0.690 IN. (17.526 MM)
DAMPER
(369A9949) DAMPER R (NOTE 2)
ARM LINK
ARM
0.030 IN.
NOTE 3 (0.762 MM) 369A9949
ADAPTER
MAIN ROTOR
HUB
ELASTOMERIC
DAMPER
PITCH
HOUSING
ASSY
LOWER SHOE
MODIFIED CONFIGURATION SHIMS/SHIM

WASHERS
(NOTE 5)
MAIN ROTOR
MAST
CURRENT CONFIGURATION
PITCH CONTROL ROD
FLEXIBLE BOOT SCISSORS

30-60 IN. LB CRANK
(3.39-6.78 NM)
NOTE 1
NOTES:
1. EDGE OF BUSHING MUST
PROTRUDE A MIN. OF 0.010 IN.
(0.254 MM) TO A MAX. OF 0.060 IN.
(1.524 MM) ABOVE OUTSIDE
ROTATING
SURFACE OF PART AFTER NUT
SWASHPLATE
NOTE 4 IS TIGHTENED.
2. RECESS NOT PRESENT ON ALL
ADAPTERS.
3. ADD WASHERS UNDER HEAD
AS REQUIRED FOR CLEARANCE
BETWEEN BOLT END AND
DAMPER HOUSING.
4. ADD WASHER(S) AS REQD FOR
BOLT END-TO-SWASHPLATE
BOOT CLEARANCE.
5. USE SHIMS/SHIM WASHERS TO
FILL GAP.
30-038B
Figure 7−16. Main Rotor Hub Installation
Page 7−41
Revision 16
CSP-H-2
CURRENT
CONFIGURATION RETAINER
RETAINER
SCREW
LOCKNUT
(NOTE 3)
LOCKWIRE
MAST
DRIVE SHAFT
MAIN ROTOR MAST
SCREW
0.050 IN. (1.27 MM) MAX SCREW

LOCKWASHER HEAD HEIGHT ABOVE HUB
RETAINER
EARLY
CONFIGURATION MAST
(NOTE 1) SEAL
SEAL RETAINER
MAST NUT
MAIN ROTOR HUB
LOCKWASHER
SEAL RETAINER
MAIN ROTOR
MAST
MAST
NOTE 2
MAST NUT
200-250 FT LB
(271-339 NM)
NOTES:
1. MANDATORY MOD TO THIS CONFIGURATION: REFER TO TEXT.
2. RELIEVED EDGE OF NUT MUST BE DOWN.
3. IF LOCKNUT AND RETAINER SCREW HOLES WILL NOT MATCH WITHIN
THE 200-250 FT LB (271-339 NM) RANGE, INVERT LOCKNUT.
30 156B
Figure 7−17. Main Rotor Mast Locknut Installation
Page 7−42
Revision 16
CSP-H-2
SLEEVE BUSHING
ROTOR HUB OUTER LINER
SEAL
FRAME JAW CONTACT
POINT (EACH SIDE)
THRUST PAD
MAIN ROTOR PULLER

PULLER NUT 369A9932
ROTOR MAST
FRAME
ROTOR HUB
ROTOR MAST
30-040A
Figure 7−18. Pulling Hub Assembly

NOTE: If wrench (19, Table 2-2) is not avail NOTE: Be sure that no washers are used under
able, wrench (20) may be modified for use on screwheads and that screwheads are free of
nut by hand‐filing and increasing slot burrs.
widths symmetrically to 0.343 ±0.007 inch
(8.7122 ±0.178) mm). (12). Verify that screwheads do not project
more than 0.050 inch (1.270 mm) above
hub upper surface for adequate clear
(9). Place retainer on nut and check
ance between screwheads and drive
retainer to nut screw hole alignment.
shaft flange underside.
(10). Increase nut torque to not more than (a). Place straight edge across hub upper
250 foot-pounds (339 Nm) to align surface and extend straightedge to
holes in retainer and nut. screw to make the check.
NOTE: If holes cannot be aligned in the 200 - (13). Install four pitch change rods to pitch
250 foot-pound (271 - 339 Nm) torque housing.
range, remove and invert the nut and repeat NOTE: Be sure pitch change rods are rein
procedures in Steps (8). thru (10). to align stalled in the same position from which re
holes. moved.
(11). Secure retainer to nut with two screws (14). Connect scissors crank to main rotor
and lockwire the screws. hub lower shoe and/or to scissors link.
Page 7−43
Revision 19
CSP-H-2
(15). Connect flexible boot to lower end of found, repair or replacement droop stop
rotor hub liner and secure with lock ring.
wire (2, Table 2-4).
NOTE: To inhibit corrosion, spray droop stop
(16). Install main rotor driveshaft (Ref. Sec. ring, rollers and pitch bearings with rust in
19). hibitor (101, Table 2-4).
(17). Install four main rotor blades. (4). Inspect droop stop roller for flat spots,
pit marks and looseness on roller shaft.
(18). Perform main rotor blade droop angle (5). Inspect striker plate for dents (brinel
check if rotor hub is new or a replace ling) and pit marks that exceed 0.030
ment. inch (0.762 mm) depth. Damage
exceeding this limit requires replace
26. Main Rotor Hub Assembly Inspection
ment of striker plate.
(Ref. Figure 7-19) (6). Press each pitch housing downward
(1). Inspect pitch housing for scratches, several times and check for evidence of
nicks and cracks. a binding pitch bearing or droop
restrainer follower.
(a). No cracks are permissible. (7). Inspect visible portion of droop re
(b). Scratches and nicks must be cleaned strainer for cracks and the follower
up before measuring the depth of the spring for breaks.
damage to determine housing ser NOTE: Do not remove tetrafluoroethylene
viceability. (TFE) debris which works out of pitch bear
ing edge. The debris is normal and helps lu
(c). Accomplish repairs or replacement bricate bearing. Removal of debris will in
according to Pitch Housing Assembly crease bearing wear rate.
Repair.
(8). Inspect each of the four main rotor hub
(2). Inspect sleeve bushing for snug fit in lead-lag link assemblies after removing
pitch housing arm clevis lug; the lug the bolt or pin attaching damper arm to
must not show evidence of wear caused main rotor blade and blade attach pins.
by bushing movement. Rotate blade about lead blade attach
pin and visually inspect for signs of
(a). Maximum allowable diameter for the
cracking around the blade pin hole in
bushed lug is 0.5004 inch (12.71016
the lug of the lag portion.
mm); for unbushed lug, not more
than 0.1320 inch (3.3528 mm). (9). Use a bright light and 5X magnifying
glass to inspect all main rotor hub
(b). Inspect inner surfaces of all pitch assembly lead-lag links for discolor
housing arm clevis lugs for chafing ation, pitting, intergranular cracks or
caused by misaligned pitch control stress corrosion cracks.
rod end bearings.
(a). Any discoloration or pitting is
(c). Chafing will be in the form of cres evidence of more than superficial
cent‐shaped grooves. corrosion and the main rotor hub
must be removed for replacement of
(d). If chafing wear is found, accomplish lead-lag links.
repair or replacement (Ref. Pitch
Housing Assembly Repair). (b). Otherwise reinstall lag blade attach
pin and damper attach pin or bolt. As
(e). The chafed area must be cleaned up applicable, torque nut to 30 - 60
before measuring the depth of the inch-pounds (3.39 - 6.78 Nm);
damage to determine housing ser install cotter pin.
viceability.
NOTE: Normal or premature overhaul requires
(3). Inspect the droop stop ring for corro visual inspection plus dye‐penetrant inspec
sion, dents and scratches. If defects are tion of the links for the same conditions.
Page 7−44
Revision 19
CSP-H-2
HUB
MS20427M5 RIVET
(NOTE 1)
HOUSING
PITCH BEARING
MS20615-5M RIVET
(NOTE 2)
STRIKER PLATE
LEAD-LAG LINK
MS20427M5 RIVET
(NOTE 3)
LEAD-LAG
LEAD-LAG BOLT LINKS
NOTE 5 50-70 IN. LB
NOTE 7 (5.65-7.91 NM)
DROOP SHIM WASHERS
NOTE 8 (NOTE 4)
LEAD-LAG STOP
SLEEVE BUSHING
SPACER PITCH
HOUSING
PIVOT PIN
MAIN ROTOR
PITCH CONTROL
STRAP PACK
BEARING HOUSING ONE-PIECE
ASSEMBLY STRIKER STRIP
MAIN ROTOR
STRAP PACK TWO-PIECE
STRIKER STRIP
NOTES:
1. COUNTERSUNK RIVET HEAD MUST BE FLUSH WITH HOUSING. IF STRIKER PLATE IS
COUNTERSUNK, COUNTERSUNK HEAD MUST BE FLUSH WITH PLATE.
2. SHOP-FORMED HEAD MUST BE FLUSH WITH PLATE.
3. COUNTERSUNK RIVET HEAD MUST BE FLUSH WITH PLATE IN ALTERNATE RIVET INSTALLATION.
4. CAUTION: WASHERS ARE INSTALLED BETWEEN SPACER AND STRIKER STRIP TO ESTABLISH 2.50 IN.
CORRECT STATIC DROOP ANGLE BETWEEN HOUSING AND HUB. ENSURE THAT THE EXACT (6.35 MM)
NUMBER REMOVED ARE REINSTALLED. THE THREE PITCH BEARING HOUSING BOLTS MUST
EACH HAVE THE SAME NUMBER (THICKNESS) OF WASHERS WHEN SHIMMING IS NECESSARY. 0.25-0.50 IN.
5. SHOWN EXPLODED ONLY FOR CLARITY. (6.35-12.7 MM)
6. CUT OUT 0.25-0.50 IN. (6.35-12.7 MM) PIECE OF THE STRIKER STRIP BETWEEN LOWER (NOTE 6)
BOLT HOLES. DEBURR AND RADIUS CUT EDGES.
ONE-PIECE STRIKER STRIP
CAUTION: DO NOT SCRATCH STRAP PACK WHEN INSTALLING THROUGH STRAP ASSEMBLY.
INSTALLATION MODIFICATION
7. FOR STOP REMOVAL, PLACE WOOD DOWEL HERE, STRIKE SHARPLY WITH HAMMER TO
BREAK STOP BOND.
8. BOND ALL STOP-TO-LINK SHADED CONTACT SURFACES WITH ADHESIVE (90, TABLE 2-4). 30-041-1D
Figure 7−19. Repair of Main Rotor Hub Components (Sheet 1 of 3)
Page 7−45
Revision 16
CSP-H-2
0.360 IN. (9.144 MM) MIN. WALL

THICKNESS AROUND LUG
(NOTE 15)
OUTBOARD LUG
0.250 IN. (6.35 MM) MIN. WALL OUTBOARD LUG

THICKNESS AROUND LUG
(NOTE 15)
INBOARD LUG
0.220 IN. (5.588 MM) MIN.

WALL THICKNESS
AROUND LUG
(NOTE 15)
INBOARD LUG
0.200 IN. (5.08 MM) MIN. 0.146 IN. (3.7084 MM) MIN.
LUG THICKNESS LUG THICKNESS
MAIN ROTOR HUB PITCH
(NOTE 15) (NOTE 15)
HOUSING ASSEMBLY
0.125 IN. (3.175 MM) MAX.

0.4328 IN. (10.99312 MM) MIN.
PITCH PIVOT PIN
200-220 IN. LB 90% CIRCUMFERENCE OF 0.4328 IN.
(22.60-24.86 NM) (10.99312 MM) MIN. DIAMETER MUST
(NOTES 9, 11) BE UNDAMAGED
HUB
NOTE 14
NON-CAPTIVE NUT
SPECIAL WASHER
(NOTE 10)
HUB NOTE 13
CAPTIVE NUT
NUT RETAINING BRACKET
(NOTE 12)
NOTES: (CONT)
9. LIGHTLY LUBRICATE THE THREADED SHANK WITH GREASE 12. THE NUT RETAINING BRACKET IS BONDED TO CURRENT
(18, TABLE 2-4) BEFORE INSTALLATION. TYPE HUB AND IS REPLACEABLE AT OVERHAUL FACILITY.
10. APPLY WET PRIMER (4 TABLE 2-4) ON WASHER AND MATING 13. CURRENT TYPE PIVOT PIN HAS LETTER ``M'' ETCHED ON
SURFACES BEFORE INSTALLATION. OUTER FACE OF FLANGE.
11. TORQUE WITH PITCH BEARING STUD WRENCH 369A9825. 14. DISCARD AT REPLACEMENT OF EARLY TYPE PIVOT PIN.
HOLD NON-CAPTIVE NUT WITH PITCH BEARING STUD WRENCH SPECIAL WASHER REQUIRED UNDER CURRENT TYPE PIN
369A9826. BEFORE APPLYING THE LAST 20-30 IN. LB (2.26-3.39 NM) FLANGE FOR INSTALLATION AND TORQUING.
OF REQUIRED TORQUE, USE A 0.002 IN. (0.051 MM) FEELER GAGE 15. MAINTAIN MINIMUM WALL THICKNESS AROUND LUG AND
AND CHECK FOR GAP BETWEEN THE PIN FLANGE AND MOUNTING MINIMUM LUG THICKNESS FOR FIELD REPAIR OF CLEVIS
LUG SURFACE. NO GAP IS ALLOWED. LUG.
30-041-2D
Page 7−46
Revision 16
CSP-H-2
BUSHING: 0.44 IN. (11.176 MM) O.D. X 0.25 IN. (6.35 MM) I.D. X 0.31 IN. (7.874 MM) LONG
BUSHING: 0.75 IN. (19.05 MM) O.D. X 0.56 IN. (14.224 MM) I.D. X 0.31 IN. (7.874 MM) LONG
BOLT: 0.250 IN. (6.35 MM) DIA X 1.38 (35.052 MM) LONG
WASHER: 0.250 IN. (6.35 MM) I.D. X 0.75 IN. (19.05 MM) O.D. X 0.060 IN. (1.524 MM) THICK (2)
1 REMOVAL OF OLD BUSHING
DRILL BUSHING
0.4990-0.4995 IN. 0.3775-0.3780 IN. 1.13 IN.
O.D. X I.D. X LONG
(12.6746-12.6873 MM) (9.5885-9.6012 MM) (2.8702 CM)
0.3760-0.3770 IN. DIA
REAMER
(9.5504-9.5758 MM)
DRILL NO. U: 0.3680 IN.
(9.3472 MM) DIA
DRILL BUSHING DRILL THEN
0.5625 IN. REAM
(14.2875 MM) DRILL BUSHING
0.375 X 0.250 X 0.31 IN. LONG
(9.525 X 6.35 X 7.874 MM) 2 DRILL AND REAM OUTBOARD LUG
BACK SPOT FACE TREAT SPOTFACE SURFACE & REAMED

0.5625 DIA X 0.250 DIA HOLE WITH IRIDITE-CHEM. FILM
SHAFT TREATMENT PER MIL-C-5541 CLASS 2
0.015-0.020 IN. (0.381-0.508 MM) 0.010-0.030 IN.

FILLET RADIUS
(0.254-0.762 MM)
0.146 IN. (3.7084 MM)
0.20 IN. (5.08 MM) MIN
3 BACK SPOTFACE OUTBOARD LUG
AFTER INSTALLATION OF BUSHING,

SEAL EDGE WITH PRIMER GRIND OFF BUSHING TO
0.00-0.015 IN. (0.00-0.381 MM)
BELOW 0.750 IN. (19.05 MM) DIA.
SPOTFACE SURFACE; INSTALL
WITH LOCTITE
0.360 IN.
MIN
(9.144 MM)
INSTALL BUSHING WITH GREASE 0.015-0.025 IN. X 45° CHAMFER (TYP)
0.00-0.015 IN.
(0.00-0.381 MM) (0.381-0.635 MM)
4 INSTALLATION OF SPLIT BUSHINGS
30-041-3A
Page 7−47
Revision 16
CSP-H-2
(10). Inspect lead‐lag link stop for broken lag legs of the straps at these loca
spring, cracks, breaks, or visible bond tions.
line cracks.
NOTE: Do not pry at the strap pack with a
(11). Inspect ID of lead‐lag bolts for presence sharp or hard-edged tool. If edges become
of corrosion. Bolts having evidence of nicked, the strap pack assembly must be re
corrosion should be treated for corro placed.
sion.
(d). If no obvious strap failure is noted,
NOTE: There are prebalanced rotor hub assem use a blunt-nosed wooden or pheno
blies in service. The lead‐lag bolts in preba lic pin, pencil size with 0.0625 inch
lanced hub assemblies may contain balanc (1.5875 mm) radius point, to probe at
ing hardware. If such is the case, remove the the upper and lower strap lamina
balancing hardware to perform inspection. tions at the outboard end of the blade
Each set of removed hardware should be pitch housings. A failed strap, either
tagged or color‐coded to ensure correct rein in the lead or lag of the pack, will
stallation. move away from the other straps. If
the upper and lower strap lamina
(12). Inspect each striker strip for cracks, tions remain in tension under this
deformation and badly worn contact probing operation, no failure has
surfaces. occurred.
(13). Inspect all parts of main rotor hub for
(e). If a single strap failure is noted
cracks, breaks, scratches, and nicks.
during inspection, rotor operation
(Refer all questionable damage to
can still be continued. The pack must
MDHI for deposition.)
be inspected again in 300 hours.
When three straps to any one blade
(14). Visually inspect the main rotor reten
are broken (at one side of the rotor
tion straps for gaps between the pack
hub) the strap pack assembly must
laminations (Ref. Figure 7-20).
be replaced.
(a). A single straight lamination gap not
in excess of 0.030 inch (0.762 mm) is NOTE: Ends of permissible broken straps must
permissible within the pack or next be taped to prevent scratching adjacent
to either the upper or lower outer straps.
shoe.
(15). Whenever a new or replacement main
NOTE: On some strap packs the teflon may ap rotor hub has been installed, determine
pear wrinkled or extend past the end of the that the droop angle of the main rotor
laminates obstructing the view. When this blades does not exceed the maximum
condition exists, visual inspection should be allowable angle of 6 degrees.
made from the leading and trailing edges of
the strap packs. 27. Main Rotor Strap Pack Lamination
Inspection
(b). Retention strap packs showing a
fanning or bowing of the laminations (Ref. Table 7-7 and Figure 7-20)
indicate an improper condition and
the hub must be repaired. (Available NOTE:
repair/overhaul information is
provided in CSP-H-5.) If a hub assembly or strap assembly (oth
er than new parts in storage) are sub
(c). Check for cracks or breaks in the jected to extended periods of non‐use,
strap pack laminations at the in whether installed on the helicopter or not,
board and outboard ends of the pitch the strap assembly should be inspected
housing where the straps are accessi critically for corrosion and pitting due to
ble to view. Check both the lead and corrosion before being returned to service.
Page 7−48
Revision 16
CSP-H-2
If corrosion is found on the strap pack as A laminate has failed:

semblies, contact MDHI for disposition. CAUTION
Figure 7-20 depicts the main rotor hub If a crack is found in tongue area of the
and strap pack assembly disassembled for laminate.
clarity of location and area to be inspected If a crack is found in both legs (lead and
for cracks. Under no circumstances lag) of the same laminate.
should the strap pack or main rotor hub A strap pack is to be rejected
assembly ever be disassembled in the CAUTION (return hub for overhaul):
field. MDHI and MDHI Approved Licens
ees are the only approved repair stations If three or more laminates in a single
for main rotor hub assembly overhaul. strap pack have failed, as defined above.
If three or more laminates in a single
It is acceptable to operate a helicopter strap pack are cracked in the same leg
with a hub assembly having a strap pack (lead or lag).
with up to two failed laminates in any one
leg of the strap assembly. When a lami If one laminate is cracked at the outboard
nate in the strap assembly fails, the re end (area between outboard shoes).
maining laminates pick up and carry the Two or more gaps in the same strap pack
load. This increased load causes slightly requires main rotor hub replacement. A
more elongation in the remaining lami single gap in any one strap pack assembly
nates of that leg thus shifting the mass of is allowed.
the rotor system. Any time a vibration de NOTE:
velops or there is an increase in vibration
level over a short period of time, the main Do not pry at strap pack assemblies with
rotor strap pack assembly should be in sharp or hard edged tools. If edges become
spected for cracked or failed laminates. nicked or laminates get scratched, addi
tional cracking can occur thus causing
Conduct inspection indoors, if possible, or hub replacement.
in a shaded area to eliminate glare of sun Where accessible, ends of acceptable
or bright outdoor light. To facilitate in cracked or broken laminates should be
spection, field fabricate and use plastic in taped to prevent scratching and damag
spection tool. ing of adjacent laminates.
(1). Remove main rotor blades. (6). Visually inspect strap pack assemblies
for evidence of corrosion. If corrosion is
found on strap pack laminates contact
(2). Trim teflon from edges of laminates.
MDHI service department for disposi
tion.
(3). Field fabricate plastic tool per
Figure 7-20. Run plastic inspection tool (7). Using a blunt-nosed wooden or pheno
in both directions along each laminate, lic pin, pencil size, with 0.0625 inch
feeling for a ``catch'' from a crack on a (1.5875 mm) radius point, probe at the
single laminate. upper and lower strap laminations at
the outboard ends of the blade pitch
(4). Using a light and mirror, visually housings for evidence of laminate
inspect each of the main rotor strap failure.
pack assemblies for evidence of cracks (a). A failed laminate, either at the lead
or breaks in strap pack laminates in the or lag end of the strap pack, will
areas of the outboard shoes and pitch move away from the other laminates.
housing assemblies.
(b). If the adjacent upper and lower
laminates remain in tension under
(5). Using a 10X magnifying glass, visually
the probing operation, no laminate
inspect the edge of strap pack lami
failures have occurred.
nates on both sides at outboard end of
blade pitch housing (area between NOTE: Laminate failures are defined in step
outboard shoes). (5). (Ref. CAUTION:).
Page 7−49
Revision 16
CSP-H-2
Table 7−7. Strap Pack Inspection

Replace or Return
Inspect Procedure (1) For Acceptable Hub for Overhaul if:
Outboard end Visually. Use blunt nosed Failed laminates Two or less per pack Three or more
wooden or phenolic pin (3) laminate failures in
(Ref. Figure 7−20). one pack.
Probe at upper and lower
end of pack. Failed
laminate in lead or lag
leg will move away from
other laminates
Visually. Gaps between Single straight gap More than one gap
laminates not exceeding 0.030 found; gap exceeds
inch (0.762 mm) acceptable limit.
within pack or next to
either upper or lower
outer shoe
Visually using light and Cracks or breaks None Cracks or breaks are
mirror (2) noted.
In area of and Visually with light and Cracks or breaks Two or less laminate Three or more
within pitch mirror (2) failures per strap laminate failures (2)
housing assem- pack (2) in a pack; three or
blies more laminates in
pack with crack in
same leg (lead or
lag).
Shims at attach Visually with light and Cracks or breaks Inspect top laminate Top laminate is
points mirror around shim (4) cracked in area of
cracked or broken
shim.
NOTE:
(1) Conduct visual inspections indoors or in shaded area to eliminate glare of sun or bright outdoor light.
(2) Removal of teflon covering is required for visual inspection of laminate edges. Use aluminum chisel
fabricated from stock 0.025 x 6.00 x 0.10 inch (0.635 x 152.4 x 2.54 mm) to carefully scrape excess
interlaminate teflon sheets from both sides of strap pack between top and bottom shoes at outboard
attachment bolt of all five strap packs. Remove excess teflon from a point 0.50 inch (12.7 mm) outboard
of bolt centerline to 1.50 inches (38.1 mm) inboard of bolt centerline. Field fabricate and use plastic tool
(Ref. Figure 7−20). Run plastic tool in both directions along each laminate feeling for cracked laminate.
Use of plastic tool will ensure that shreds of teflon still hanging free does not obscure small cracks.
(3) Laminate has failed if crack is found in tongue area or if crack is found in both legs (lead and lag).
(4) Pay particular attention to shim installed at upper side of lead leg of each strap pack assembly. Maximum
of two shims may have been installed on top side of lead leg of strap pack to accommodate tolerance
buildup during strap pack assembly. If more than one top shim is installed, pay particular attention to
lower shim when checking for cracks or breaks.
Page 7−50
Revision 16
CSP-H-2
ALL LAMINATES STRAIGHT.

NO GAPS
DETAIL 1 ACCEPTABLE
ALL LAMINATES STRAIGHT. SINGLE GAP

EXISTING ADJACENT TO EITHER SHOE.
DETAIL 2 ACCEPTABLE
NOTE:
WHITE TEFLON MAY APPEAR WRINKLED AND EXTEND PAST END OF LAMINATES
PREVENTING CLEAR VIEW OF LAMINATE. WHEN THIS OCCURS, LOOK ALONG
EITHER SIDE IN AREA A-A OR B-B (DETAIL 3).
A A
ALL LAMINATES STRAIGHT. SINGLE GAP

EXISTING ANYPLACE WITHIN LAMINATES
DETAIL 3
ACCEPTABLE B B
REMOVE EXCESS TEFLON THIS AREA.
44-060-1
Figure 7−20. Strap Pack Lamination Inspection (Sheet 1 of 2)
Page 7−51
Revision 16
CSP-H-2
1 0.125 IN.
LAG LEG (3.175 MM)
LAMINATE HAS FAILED IF CRACKS OCCUR
ON BOTH LEAD AND LAG LEGS OF SAME
LAMINATE.
0.250 IN.
LEAD LEG
(6.35 MM)
PROBE
LAMINATE HAS FAILED IF CRACK OCCURS PLASTIC

TOOL 6.00 IN.
TONGUE IN TONGUE OF LAMINATE (SHADED AREA
(15.24 CM)
SHOWN BEYOND JOINT OF STRAP PACK
LEGS). 4.00 IN.
(10.16 CM)
1 1/2 INCH (REF)
3
TWO LAMINATE FAILURES AS DEFINED IN 1
AND/OR 2 ARE ALLOWED IN EACH STRAP
PACK ASSEMBLY. (TOTAL OF EIGHT LAMINATE
FAILURES PER HUB ASSEMBLY.) 1.00 IN. 0.050-0.125 IN.
(25.4 MM) (1.27-3.175 MM)
FIELD FABRICATED INSPECTION TOOL
4 STRAP PACK IS REJECTED IF THREE OR MORE

LAMINATES IN SAME PACK HAVE FAILED AS 5
DEFINED IN 1 AND/OR 2 ABOVE.
STRAP PACK IS REJECTED IF THREE OR MORE

LAMINATES IN THE SAME PACK ARE CRACKED IN
THE LEG (LEAD OR LAG).
CAUTION:
DO NOT DISASSEMBLE STRAP PACK FAILED LAMINATE IF CRACK
ASSEMBLY - LAMINATIONS ARE IS FOUND ON EITHER EDGE
SHOWN SEPARATED ONLY TO DEPICT OF LAMINATE.
POSSIBLE CRACK LOCATIONS. IF ONE LAMINATE IS FAILED,
REMOVE HUB.
6
NOTE:
ANY CRACK IN LAMINATE IS CONSIDERED A BREAK.
THE LAMINATE HAS NOT FAILED HOWEVER, UNLESS
BOTH LEAD AND LAG LEGS ARE CRACKED, CRACK IS 1 1/2''
LOCATED IN TONGUE AREA OF LAMINATE, OR IS
UNDER SHOES (SEE DETAIL 6).
44-060-2E
Figure 7−20. Strap Pack Lamination Inspection (Sheet 2 of 2)
Page 7−52
Revision 16
CSP-H-2
(8). Inspect upper, lower and center lami exceed 0.010 inch (0.254 mm) in any
nates for cracks and breaks. area of the housing except the inner
surfaces of arm clevis lugs.
NOTE: Cracks, breaks or other noticeable dam
age to the laminate/shims require main ro (3). A maximum (repaired) depth of 0.050
tor hub overhaul/replacement. inch (1.270 mm) is acceptable in the
clevis lug with the sleeve bushing.
(9). Install main rotor blades.
(a). On the opposite clevis lug, a maxi
(10). Perform tracking of main rotor blades. mum (repaired) depth of 0.010 inch
(0.254 mm) is permissible in the area
(11). Record location of all cracked/broken of the spot faces and maximum of
laminates in helicopter Log Book 0.050 inch (1.270 mm) in the area
including strap serial number, blade outside the spot faces.
color, leg (lead or lag) and laminate
position, if possible numbering from the (4). Repair elongated hole in unbushed side
top down. of clevis lug (View E). Maximum hole
diameter is 0.3135 inch (7.9629 mm).
28. Main Rotor Strap Pack Repair
(a). Disconnect pitch control rod from
(Ref. Figure 7-20) Where accessible, ends of clevis lugs on pitch control housing.
permissible cracks or broken laminates should
be taped to prevent scratching and damaging (b). Remove existing bushing from
adjacent laminates. inboard lug.
NOTE: Do not bend broken ends excessively (c). Use drill bushing as guide and drill
and scratch adjacent straps. elongated hole in outboard lug to
0.368 inch (9.3472 mm) diameter;
(1). Carefully wipe ends of broken strap line ream hole to 0.375-0.376 inch
with a clean soft cloth moistened with (9.525-9.5504 mm) diameter.
solvent (1, Table 2-4).
NOTE: Prior to back spot-facing, check out
(2). Use mild blast of filtered air to dislodge board lug two places for minimum wall
any foreign particles between broken thickness of 0.146 and 0.20 inch (3.7084 and
strap ends and adjacent strap. 5.08 mm).
(3). Carefully tape broken ends of strap (d). Use drill bushing as guide for spot
with plastic electrical tape (74). face pilot, and back spotface inside
surface of outboard lug to 0.5625 inch
29. Pitch Housing Assembly Repair (14.2875 mm) diameter and
0.015-0.020 inch (0.381-0.508 mm)
(Ref. Figure 7-19) depth. Add chamfer to clear bushing
in two places, as shown.
NOTE: During repair, use adequate covering
over engine air inlet fairing opening to pre (e). Use attach bolt or assembly pin as
vent entry of foreign objects into air intake. guide to ensure proper alignment,
When reconnecting a pitch control rod, be and install 369D21309 flanged
sure that the rod ends are centered in the bushing and seal edges with Loctite
swashplate and housing arm clevis lugs. Re sealing compound.
align, if necessary, and hold rod to prevent
turning while tightening locknuts. (f). Install slotted bushing with grease
(58) in inboard lug.
(1). Use grade 320 abrasive cloth (20,
Table 2-4) to smooth scratches, nicks NOTE: Check outboard and inboard lugs of
and chafing wear in pitch housing. pitch control horn for evidence of interfer
ence with upper jam nut on pitch control
(2). After smoothing (removal of all sharp or rod. If evidence of interference is noted, per
raised edges) repair depth must not form step (5).
Page 7−53
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CSP-H-2
(g). Reconnect pitch control rod assembly (3). Slide bearing assembly off pivot pin.
if check of pitch control rod lugs Inspect pivot pin for grooving or
discloses no evidence of interference excessive wear.
with rod upper jam nut.
NOTE: Do not remove TFE debris which works
(5). Remove pitch control horn lug interfer out of pitch bearing edge. The debris is nor
ence with pitch control rod upper jam mal and helps lubricate bearing. Removal of
nut clearance (View E). debris will increase bearing wear.
(a). Using file or portable grinder, (4). Remove and discard pitch bearing if
carefully trim off interfering corner of defective. Total radial looseness of
pitch housing lugs so there is suffi assembled ball and pivot pin must not
cient pitch control rod clearance. It is exceed 0.010 inch (0.254 mm).
not necessary to trim to minimum (5). Replace striker strip if it is cracked or
wall thickness, and do not exceed the flapping stop contact areas are
rework limitations shown. worn through hard anodized surface.
(b). Reconnect pitch control rod assembly. NOTE: Hub assemblies may have either one-
Check for proper clearance between or two-piece striker strips.
outboard lug and upper jam nut on
pitch control rod. (6). Prepare one-piece striker strip for
installation as follows:
(6). Touch up repaired areas with chemical
film (8) followed by primer (4); paint (a). Remove sealant between pitch
with matching color. housing and striker strip, use care
not to scratch pitch housing
(7). Remove main rotor hub assembly for
(b). Remove striker strip from pitch
pitch housing or hub replacement.
housing.
30. Pitch Housing Parts Repair or (c). Cut old striker strip to facilitate
Replacement removal from retention strap assem
bly. Do not scratch strap assembly.
(Ref. Figure 7-19)
(d). Clean old sealant from pitch housing
NOTE: Use care during removal of parts from using 1,1,1 trichloroethane (61,
around the strap pack. Any nicks or Table 2-4).
scratches on the straps requires scrapping
of the strap pack. (e). Cut out area of new striker strip
(View B), deburr, smooth and radius
A. Pitch Control Bearing Housing Assembly, cut edges.
Spacer or Striker Strip Replacement
(f). Apply sealant (3) to faying surfaces of
(1). Support blade and pitch housing from the striker strip and pitch housing.
beneath. Remove three nuts, six (7). Position pitch control bearing housing
washers and three bolts that secure on pivot pin.
bearing housing.
NOTE: If droop shim washers were removed
NOTE: Check if washers are installed between from between spacer and striker strip, the
the spacer and the striker strip. These exact thickness removed must be rein
washers must be reinstalled to establish stalled. There must be an equal number of
correct static droop angle between the pitch washers on each of all three bolts. These
housing and hub. washers establish correct static droop be
tween pitch housing and the hub.
(2). Carefully remove spacer by sliding it
downward past striker strip. Retain (8). Slide spacer into position between
exact number of droop shim washers, if bearing housing assembly and striker
installed. strip on pitch housing. Install exact
Page 7−54
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CSP-H-2
thickness of droop shim washers (b). The shop-formed head of the

removed at time of disassembly. Align MS20615-5M rivet must be flush
holes for the three bolts. with the plate.
(9). Install three bolts, six washers and (c). An MS20427M5 rivet may be used as
three nuts. Torque nuts to 50 - 70 an alternate for the MS20615-5M
inch-pounds (5.65 - 7.91 Nm). rivet.
(d). When the alternate is used, install
(10). Seal all the parting lines (joints) of the the rivet from the plate side of the
assembly with a bead of sealing assembly.
compound.
(e). The heads of all countersunk rivets
B. Replacing Pitch Control Bearing must be completely flush.
(1). Drill out rivets to remove striker plate. C. Lead−Lag Link Blade Stop Replacement
Discard striker plate if brinelling or Replace a blade stop if it is broken or cracked,
pitting exceeds 0.030 inch (0.762 mm) has a broken spring, or if there are visible
depth. bond line cracks.
(2). Press bearing from housing bore. Clean NOTE: The lead-lag link assembly must not be
any residual primer from housing bore removed from pitch control housing for this
with MEK solvent (22, Table 2-4). repair, the retention bolt cannot be retor
qued without a special adapter.
(3). Rework minor surface abrasion in
housing bore by polishing with crocus (1). Remove lead-lag link stop as follows;
cloth (23). Restore chemical film (8),
(a). Provide a backup support for the link
where removed.
assembly.
(4). Apply one thin coat of primer (4) to the (b). Use a 0.50 inch (12.7 mm) wood
bearing OD and the housing bore. dowel and a hammer to drive stop
from link.
(5). Press bearing into bore while primer is
still wet. (c). Strike the dowel sharply to break the
adhesive bond.
(6). Wipe away any excess primer using
care to keep it out of bearing races. (2). Using a sharp‐edged metal scraper,
carefully scrape any adhesive residue
from the link.
(7). Check Teflon linings of bearing after
installation to determine that no (a). If scraper penetrates through the
damage has occurred from the pressing paint and chemical surface film, the
operation. surface must be refinished.
NOTE: Outside edge of bearing outer race must (b). The depth of gouges or nicks is
be at least flush with the face of the bearing limited to 0.010 inch (0.254 mm)
housing. However, the bearing can be re maximum after rework.
cessed up to 0.015 inch (0.381 mm).
(c). Rework by smooth blending into the
(8). Install striker plate with one surrounding area with grade 320
MS20427M5 rivet (upper hole) and one abrasive cloth (20).
MS20615-5M rivet (lower hole). (d). Final polish with crocus cloth.
Restore chemical film protection.
(a). If upper hole of striker plate is
countersunk, rivet must installed (3). Clean the bond area of all contact
with shop-formed head flush with surfaces by wiping with surface cleaner
the plate. (10).
Page 7−55
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CSP-H-2
(a). Flush‐wipe the cleaned surface four (3). Swab cleaned surface with methyl ethyl
times with a mixture of equal parts of ketone (22) and apply unthinned primer
distilled water and isopropyl alcohol (4).
(71) to remove all traces of the
phosphoric acid. (4). Reinstall balance hardware that was
removed.
(b). Rinse the cleaned surface with tap
water, followed by a rinse of distilled E. Taping Broken Strap Ends of Strap Pack
water until the surface is ``water NOTE: Be careful not to bend broken ends ex
break” free. cessively and scratch adjacent straps.
(c). Dry for 30 minutes minimum at (1). Carefully wipe ends of broken strap
150°F (66°C). with a clean, soft cloth moistened with
solvent (1, Table 2-4).
(4). Check the fit of the stop in the link.
(2). Use a mild blast of filtered air to
(a). The flange and radius contact dislodge any foreign particles between
surfaces of the stop must mate with broken strap ends and adjacent strap
the link within 0.010 inch (0.254
mm). (3). Carefully tape broken ends of strap
with plastic electrical tape (74).
(b). Maximum clearance between the
stop and inside surfaces of the link 31. Pitch Control Bearing Pivot Pin Repair or
ears is limited to 0.020 inch (0.508 Replacement
mm).
(Ref. Figure 7-19) Minimum allowable pin
NOTE: This tolerance applies to either side of diameter is 0.4328 inch (10.99312 mm). Pivot
the stop. pin grooving or excessive side wear may be
polished to original finish as long as minimum
(5). Prepare a mixture of epoxy adhesive allowable pin diameter remains after rework.
(91). Replace any pin requiring more rework, as
follows:
(a). Apply a uniform coating of the mixed
adhesive to all contact surfaces. NOTE: Due to tolerance build‐ups in forging
and casting of individual main rotor hubs,
(b). Hand press the stop into place insertion of the stud nut holding wrench (50,
between link ears until all mating Table 2-2) may not be possible with some
surfaces are in firm contact. hubs. If the holding wrench cannot be in
serted properly to engage the stud attach
(c). Apply a suitable clamping device so nuts, the hub assembly must be sent to an
that contact is maintained. overhaul facility for stud replacement.
(d). Cure for a minimum of 8 hours at (1). Hold nut with stud nut wrench (50) and
room temperature, or 2 hours at remove pivot pin with pitch bearing
150°F (66°C). stud wrench (49). The stud nut wrench
is not required when nut retaining
D. Corrosion Control − Lead−Lag Bolt brackets are installed on the hub.
NOTE: Do not disturb the torque on the lead‐ (2). Lightly lubricate the threaded shank of
lag bolts. A special adapter is needed to re the replacement pivot pin with grease
torque the lead‐lag bolts. (18, Table 2-4).
(1). Remove and tag or color‐code each set NOTE: Before applying the last 20 - 30 inch
of balance hardware that is installed. pounds (2.26 - 3.39 Nm) of the torque spe
cified in steps (3). and (5). below, use a 0.002
(2). Remove corrosion with grade 180 inch (0.0508 mm) feeler gage and check for
abrasive cloth (20, Table 2-4) and finish gap between the pin flange and mounting
with grade 400 abrasive cloth. lug surface. No gap is allowed.
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CSP-H-2
(3). If nut retaining brackets are not side of the hub from the roller to be
installed; installed. Install roller, shaft, and new
cotter pin.
(4). Install pivot pin in mounting lug and
secure with a washer coated with wet (5). Install pitch control bearing housing
primer (4) and a nut. assembly.
(a). Hold nut with stud nut wrench. 33. Droop Stop Ring Repair
(b). Using pitch bearing stud wrench, (Ref. Figure 7-21)
torque pivot pin to 200 - 220 inch-
pounds (22.60 - 24.86 Nm). (1). The repair depth limit for corrosion,
nicks or scratches in the droop stop ring
(5). If nut retaining brackets are installed; is 0.007 inch (0.1778 mm) for all
surfaces except the edges of the ring
(a). Install pivot pin in mounting lug OD.
with washer.
The depth limit for the ring OD edges is
(b). Using pitch bearing stud wrench, 0.030 inch (0.762 mm) (Detail C).
torque pivot pin to 200 - 220 inch-
pounds (22.60 - 24.86 Nm). All reworked areas must be blended
smoothly with a 15:1 ratio into the
32. Droop Stop Restrainer and Roller Repair surrounding area.
or Replacement
(2). Touch up repaired areas of cadmium‐
(Ref. Figure 7-21) Replace a defective droop plated rings, except the channel, with
stop roller if clearance between roller bearing chemical film (8, Table 2-4) followed by
liner and shaft is more than 0.015 inch (0.381 primer (4).
mm), replace the worn part.
(3). Repairs in the channel of cadmium‐
Roller shaft OD must not be less than 0.437 plated rings and in all areas of stainless
inch (11.0998 mm). steel rings should be sprayed with dry
film lubricant (25) only.
A defective follower or spring is replaceable
after removal of the droop stop ring (Ref. (4). Replace the droop stop ring if repair
Droop Stop Ring Replacement). limits have been exceeded.
(1). Remove pitch control bearing housing 34. Droop Stop Ring Replacement
assembly that contacts the lower shoe
roller to be removed. (Ref. Figure 7-21)
NOTE: Only one roller of each opposing pair of (1). Turn the hub upside down. Support the
droop stop rollers can be removed at one hub so that the pitch housings will
time. One droop stop restrainer must be unload the cam followers and provide
pressed against the droop stop ring to force maximum clearance between the
the opposite restrainer out and expose the striker plates and droop stop rollers.
roller shaft for removal. The same condition
pertains during installation. (2). Release the retaining (snap) ring of
each droop stop restrainer from its
(2). Press down on pitch housing that is groove.
opposite to the roller to be removed.
Remove cotter pin and shaft. (3). Move the retaining ring flush against
the T‐head to provide additional
(3). Remove droop stop roller. clearance and reduce the spring
tension.
(4). To install replacement roller, press
down on pitch housing at the opposite (4). Remove the four droop stop rollers.
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CSP-H-2
HUB
LOWER SHOE
PINS
COTTER PIN DROOP STOP

FOLLOWER
(T-HEAD)
DROOP STOP
ROLLER
SNAP RING
DROOP STOP RING DROOP
SHAFT STOP SPRING
PLUNGER
0.007 IN. (0.1778 MM) MAX DEPTH

15 TO 1 RADIUS (15 TO 1 RADIUS) AFTER REWORK
0.030 IN. (0.762 MM) MAX 0.007 IN. (0.1778 MM) MAX DEPTH
AFTER REWORK (15 TO 1 RADIUS) AFTER REWORK
DROOP STOP RING
DROOP STOP FOLLOWER ASSEMBLY

(4 PLCS)
SCISSORS CRANK ATTACH LUG
(LOWER SHOE)
INVERTED
30-164B
Figure 7−21. Main Rotor Hub Assembly Repair
Page 7−58
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CSP-H-2
(5). Starting from either scissors crank (16). Orient the number 2 follower for correct
attach lug, number the four droop (lower) position.
restrainers in a clockwise direction for
identification during the replacement (17). Pull the number 1 and 2 followers
procedure. outboard and engage the number 1 and
2 T‐heads in the new droop stop ring
(a). This number code should be replaced channel.
on the outboard (roller) upper end of
(18). Rotate the number 3 follower in the
the follower.
direction that has the greatest amount
(b). Guard against the accidental removal of clearance between the T‐head and
of the codes during the remaining ring. Continue the rotation of the
steps. number 3 follower until the T‐head is in
the incorrect (lower) position and
NOTE: Designation of upper and lower droop engages the ring channel.
restrainer followers is in relation to the hub
as it sits, not as it is installed on the helicop (19). Rotate the number 4 follower 180°
ter. Notice that the odd numbered (1 and 3) which will position the T‐head in the
followers are in the upper position and the correct (lower) position and engage the
even numbered (2 and 4) followers are in the ring channel.
lower position. (20). Pull the number 3 follower outboard to
(6). Push the droop stop ring toward the disengage the T‐head from the ring
number 1 and 2 followers. channel.
(21). Rotate the number 3 follower 90° until
(7). Pull the number 3 and 4 follower
the T‐head is perpendicular (vertical) to
T‐heads from the droop stop ring
the ring channel.
channel.
(22). Push down on the ring. Rotate the
(8). When the T‐heads are free of the ring number 3 follower 90° until the T‐head
channel they should be turned perpen is in the correct (upper) position and
dicular (vertical) to the channel. engages the ring channel.
NOTE: The followers can be easily rotated by (23). Check the number 1 and 3 followers for
the use of a non‐metallic drift in the hole for correct (upper) orientation.
the droop stop roller shaft.
(24). Check the number 2 and 4 followers for
(9). Tilt the ring up on the number 3 and 4 correct (lower) orientation.
followers as far as possible.
(25). Check the droop stop ring for correct
(10). While pulling upward on the ring, turn (level) installation.
the number 4 follower to rotate the
T‐head under the ring. (26). Compress the droop restrainer spring
and install the retaining (snap) ring in
(11). Continue pulling upward on the ring its groove on each follower.
and turn the number 3 follower to
rotate the T‐head under the ring. (27). Reinstall the droop stop rollers.
(12). Withdraw the number 1 and 2 T‐heads 35. Droop Stop Plunger Inspection and
from the ring channel. Replacement
(13). Remove the ring from the hub assem (Ref. Figure 7-21)
bly. (1). Remove droop stop ring.
(14). Prepare for installation of replacement (2). Remove pitch control bearing housing
droop stop ring by orienting the number assembly that contacts the lower shoe
4 follower for incorrect (upper) position. roller.
(15). Orient the number 1 and 3 followers for (3). Remove cotter pin and shaft from droop
correct (upper) position. stop follower assembly.
Page 7−59
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CSP-H-2
(4). Remove droop stop roller. (3). Clean the hub bore, sleeve bushing,
seal retainer and reusable bearings,
(5). Push droop stop plunger out of lower using filtered solvent (1) spray.
shoe.
(4). Check bearing cup hub bore for scoring.
(6). Check droop stop plunger for wear as
follows: (a). Smooth out any roughness with
grade 400 to 600 abrasive cloth (20).
(a). The minimum acceptable diameter
after wearing in service, should be (b). Restore chemical film protection (Ref.
0.996 inch (25.2984 mm). Sec. 2), where removed.
(c). Maximum diameter of the hub bore
(b). The acceptable amount of wear
for upper bearing cup is 4.4335
through the anodized coating shall
inches (11.26109 cm), measured in
not exceed 40% or 2.1 square inches
any direction.
(13.55 square cm) of the total sliding
surface area of the cylinder. (d). Maximum diameter of the hub bore
for lower bearing cup is 4.3095 inches
(c). The maximum wear condition may (10.94613 cm), measured in any
exist in one spot or in several spots direction.
totaling 2.1 square inches (13.55
square cm). (5). Check upper seal retainer. No cracks,
sharp nicks or burrs are allowed. Minor
(7). Wet down and clean plunger and corrosion or other surface defects may
mating shoe bushing with isopropyl be polished out using crocus cloth (23).
alcohol (71, Table 2-4). Grooving on seal contact surfaces must
not exceed 0.004 inch (0.1016 mm)
(8). Install droop stop plunger into lower
depth after polishing.
shoe.
The bearing cups are in
(9). Install roller, shaft and new cotter pin. WARNING stalled in the hub by the dif
(10). Complete droop stop ring installation. ferential temperature (shrink‐fit)
method. Take appropriate precautions
36. Main Rotor Hub Tapered Bearing to prevent burns when handling parts
Replacement that have been cooled down to sub-
zero temperatures.
(Ref. Figure 7-7) Replace tapered roller
(6). Place bearing cups in a closed container
bearing cup or cone if it has any flat spots,
of dry ice and cool down for not less
scoring, pitting, grooving, discoloration (blue)
than 20 minutes to ‐40°F (-40°C).
or if it feels rough when rotated. If a cone is
unserviceable, the mating cup must be (7). Coat bore of hub with grease (21). Use
replaced, and vice versa. care to maintain cup to hub bore
alignment and press cup into bore,
NOTE: The roller bearing cones and cups using tools D and E until cup is seated.
should always be replaced as a set.
(8). Apply a film of grease to sleeve bush
(1). Use pressing tools equivalent to items ing. Use d pressing tool equivalent to
A and B (Ref. Figure 7-22) to press tool C and press bearing cone onto
upper and lower bearing cups from hub sleeve bushing.
assembly, press ram of 1 to 2 tons is
sufficient for removal. (9). Install center seal in hub by hand
pressing it into place. Check that seal
(2). Press lower bearing cone from sleeve lip is upward.
bushing.
(10). Apply a film of grease on mast. Install
NOTE: In next step, do not spin reusable bear preassembled sleeve bearing and
ings while cleaning. Coat bearings lightly bearing cone on mast. Do not apply any
with oil (35, Table 2-4) after cleaning. additional lubricant to roller bearing
Page 7−60
Revision 16
CSP-H-2
set. Wipe any excess preservative oil (19). Discard lead spacer after recessed
from bearing cone and cup. washer is ground.
(11). Place assembled hub over mast and NOTE:
seat on lower roller bearing cone.
If the hub assembly (with sleeve bushing,
(12). Install a lead spacer 369A1224‐5 spacer, upper bearing and seal retainer
(thickness gage substitute for upper installed) does not seat properly onto the
seal retainer) over dummy mast. Rest mast, do not attempt to force it into posi
spacer on top of sleeve bushing. tion. Remove hub assembly from mast
and determine cause of hub not seating,
NOTE: If a lead spacer 369A1224-5 is not correct the problem and follow the proce
available, fabricate its equivalent from lead dures for installation.
sheet. Spacer dimensions are: 2.96 inches
(7.5184 cm) OD; 2.68 inches (6.8072 cm) ID; To insure that hub is seated onto the mast
0.075-0.085 inch (1.905-2.159 mm) thick. properly before torquing, 2 to 4 threads
should be showing above the mast nut
(13). Install upper bearing cone into hub and with nut installed finger tight.
on top of lead spacer.
(20). Install recessed washer, recess down,
NOTE: This step is not required. However, the on the top of sleeve bushing.
use of a substitute washer for the retainer
will prevent unnecessary scoring of the re (21). Reinstall upper bearing cone, the ring
tainer. Several tightening and loosening ac washer (or seal retainer) and mast nut.
tions might be required to get the correct ro
tational drag on the hub bearings. (22). Tighten nut to 200 - 250 foot-pounds
(271 - 339 Nm) and check for rotation
(14). Install a steel ring washer, equivalent al drag of 10 - 20 inch-pounds (1.13 -
to tool F, as a substitute for packing 2.26 Nm). This will be 1.50 - 3.0
retainer. pounds (6.67 - 13.34 N) on the spring
scale used as in step (15). above.
(15). Install mast nut on mast.
(a). Tighten using mast nut wrench (19 (23). Remove hub and sleeve bushing with
or 20, Table 2-2) until bearings are lower bearing cone from mast.
preloaded to 10 - 12 inch‐pounds
(1.13 - 1.36 Nm) of rotational drag. (24). Position hub upside-down on a suitable
work bench. Hand‐pack the lower hub
(b). Measure rotational drag using a 0 - cavity and the bearing cone on sleeve
10 pound (0 - 44 N) spring scale, bushing with grease (21, Table 2-4).
hooked over one of the hub fairing
bosses, 6.5 inches (16.5 cm) from hub (25). Install sleeve bushing with bearing
centerline. cone in the hub.
(c). Read a 1.50 - 1.75 pound (6.67 - (26). Hand‐pack the cavity between bearing
7.78 N) pull with hub in motion. and the hub liner with grease; then
press in the lower seal with seal lip
(16). Remove mast nut, ring washer F or seal toward top of hub. Wipe off excess
retainer, and upper bearing cone. grease.
(17). Remove lead spacer and measure
compressed thickness. (27). With the aid of an assistant, turn hub
assembly right side up on the bench.
(18). Obtain a serviceable recessed washer of
the same thickness if one is available. (28). Complete reassembly of hub by install
ing recessed washer, upper bearing
(a). If not, grind a new recessed washer cone, upper seal, and seal retainer in
to the required dimension. hub at installation of hub on the mast.
Page 7−61
Revision 16
CSP-H-2
A A
2.875 INCH (7.3025 CM)

OUTSIDE DIAMETER
CUT OUT 0.50 INCH
AFTER BEVELING 12.7 MM)
3.50 INCH (8.89 CM)

OUTSIDE DIAMETER
3.875 INCH 11.0 INCH

(9.8425 CM) (27.94 CM)
53°
5.75 INCH
(14.605 CM)
0.375 INCH 3.375 INCH
(9.525 MM) (8.5725 CM)
0.1875 INCH (4.7625 MM) 0.203125 INCH (5.159375 MM)

4130 STEEL PLATE WALL STEEL PIPE WALL STEEL PIPE
A B C
4.40 INCH 4.30 INCH

(11.176 CM) (10.922 CM)
2.58 INCH 0.30 INCH
(6.5532 CM) (7.62 MM)
3.50 INCH
(8.89 CM)
2.0 INCH 2.0 INCH
(5.08 CM) (5.08 CM)
ALUMINUM ALLOY ALUMINUM ALLOY STEEL RING WASHER

D E F
TOOL USE:
A & B - PRESS BEARING CUPS OUT OF HUB
C - PRESS LOWER BEARING CONE ON SLEEVE BUSHING
D - PRESS UPPER BEARING CUP INTO HUB
E - PRESS LOWER BEARING CUP ONTO HUB
F - IN PLACE OF UPPER SEAL RETAINER WHILE ADJUSTING ROTATIONAL DRAG
G - HUB BEARING REMOVAL - FABRICATION
G62-2010-1
Figure 7−22. Main Rotor Hub Tapered Bearing Tools
Page 7−62
Revision 16
CSP-H-2
37. Main Rotor Hub Assembly Droop Angle installation procedures for main rotor
Check drive shaft in Section 9.
When a new or replacement main rotor hub is 38. Main Rotor Hub Assembly Droop Angle
installed or whenever excessive droop angle is Adjustment
suspected, measure the static droop angle of
(Ref. Figure 7-19) If static droop angle exceeds
all four rotor blades. Droop angle must be
6 degrees, adjust as follows.
between 5 and 6 degrees.
(1). Remove main rotor blades.
(1). Install cyclic lateral rigging fixture (14,
Table 2-2), cyclic longitudinal rigging (2). Use `ÀN960 ” (C416, C416L,
fixture (12) and collective rigging KD416 or KD416L) flat washers to
fixture (9). adjust the spacing between spacer and
striker strip.
(2). Position main rotor with one blade over
the tailboom.
NOTE: Any one type, or combination, of the
washers specified may be used; however, an
(3). Raise and support the forward blade identical washer selection (thickness) must
until the droop stop roller of the be installed on each of the three bolts that
forward blade is no longer in contact secure the pitch control bearing assembly to
with the striker plate. the pitch housing.
(3). Remove nuts and washers and separate
(4). Place an accurate prop protractor (63) spacer from striker strip.
beside head of main rotor driveshaft
and seat protractor on flat machined NOTE: The use of one thick 0.016 inch (0.4064
surface of main rotor hub. Adjust mm) washer will raise the static droop angle
protractor to zero setting. approximately one‐half a degree.
NOTE: If sufficient flat surface area is not (4). Add sufficient washers to adjust droop
available on hub to properly support pro angle to within the range of 5 to 6
tractor, four bolts, nuts and associated degrees. Reinstall nuts and washers.
washers securing driveshaft maybe re (5). If more than 0.063 inch (1.6002 mm)
moved and a metal plate with four equal spacing (above factory spacing) is
length spacers can be temporarily attached required, inspect striker plate, droop
at the four holes to provide a flat level sur stop roller, follower and ring for
face for the protractor. excessive wear; Replace as required.
(5). Place the protractor on the machined NOTE: The average factory spacing on new and
surface of the outboard end of the aft rebuilt hubs is 0.032 inch (0.8128 mm).
blade pitch housing, alongside the
lead‐lag bolthead (Ref. Figure 7-18). (6). Reinstall blades. Repeat the measure
Measure and record the static droop ment of static droop angle to recheck
angle. the droop angle.
(7). Check track of main rotor blades
(6). Repeat steps (2). thru (5). for the following reinstallation or replacement
remaining blades. of parts.
(7). The maximum allowable static droop 39. Main Rotor Damper (Friction Type, P/N
angle is 6 degrees. If the measured 369A1400)
droop angle exceeds 6 degrees, inspect
the striker plate and roller for excessive (Ref. Figure 7-16) A main rotor damper is
wear and adjust the droop angle. attached to each pitch housing of the rotor hub
assembly. The damper is connected to the
(8). If metal plate and spacers were used to inboard trailing edge of the associated main
provide surface for protractor, remove rotor blade by a damper arm link to prevent
plate, spacers and reinstall removed lateral vibrations from occurring in the main
bolts, washers and nuts as specified in rotor blades.
Page 7−63
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CSP-H-2
The damper contains spring-loaded friction NOTE: Slight looseness of damper attaching
plates and associated parts in an oil filled studs is allowable. The maximum displace
housing. The damper functions as a rotary ment of the threaded end (tip) of the stud is
friction damper with either three or four limited to 0.015 inch (0.381 mm). The large
consecutive separate torque stages through an portion of the stud must be below the
overall torque range of 300 - 1950 inch‐ mounting surface on the pitch housing.
pounds (2.12 - 13.77 Nm). A damper torque Damper attaching studs not meeting these
adjustment bolt retains the components inside requirements require replacement. Refer to
the housing and provides the means for torque CSP-H-5 for available repair and overhaul
adjustment. information.
(2). Install three washers and nuts. Torque
The main rotor damper is designed to operate the nuts to 50 - 70 inch-pound (5.65 -
as a sealed unit and does not require the 7.91 Nm).
addition of hydraulic oil at regular intervals.
Refer to CSP-H-5 for maintenance informa (3). Inspect for a minimum of 0.002 inch
tion such as torque adjustment, internal (0.0508 mm) gap between damper and
phasing, weight adjustment (if applicable), pitch housing. If gap is insufficient,
detail parts inspection, repair and overhaul. rework pitch housing.
(4). Align damper arm link with damper;
NOTE: The main rotor damper may be a basic install bolt with head down, washer
four‐stage, uniform four‐stage or uniform and nut.
three‐stage damper. The basic four-stage
damper is not weight controlled. Both the (a). Install washers under bolthead as
uniform four‐stage and uniform three-stage required to provide additional
dampers are weight controlled to maintain a clearance between bolt end and
completely balanced main rotor hub config damper housing.
uration. (b). Torque nut to 30 - 60 inch-pounds
(3.39 - 6.78 Nm). Install new cotter
A. Main Rotor Damper Removal (Friction pin.
Type, P/N 369A1400)
NOTE: Cutout (scalloped) area on damper arm
link must be installed towards damper. If in
NOTE: If more than one damper is being re correctly installed, interference between
moved, the main rotor blades should be re arm and damper can occur.
moved.
(5). Attach damper arm link to fitting on
blade with bolt, two washer and nut.
(1). If in use, unlock damper arm link
attach pin, but do not remove. (a). Torque nut to 30 - 60 inch-pound
(3.39 - 6.78 Nm) and install new
cotter pin.
(2). Remove cotter pin, nut, washer and bolt
that attach damper arm link to damper. (b). If damper arm attach pin is in use,
install pin and lock into place.
(3). Swing damper arm link aside. NOTE: Ensure damper arm (blade) attach pins
are adjusted correctly.
(4). Remove three nuts and washers that
mount damper and remove damper. (6). If removed, reinstall main rotor
blade(s).
B. Main Rotor Damper Installation (Friction C. Main Rotor Damper Inspection (Friction
Type, P/N 369A1400) Type, P/N 369A1400)
(1). Inspect bearing in arm of damper for
(1). Position main rotor damper on studs of looseness, binding and galling or
pitch housing. scoring in bore.
Page 7−64
Revision 16
CSP-H-2
(a). Bearing radial play is limited to (6). Move arm slowly toward lag stop from
0.010 inch (0.254 mm) maximum; phased position through first stage
axial play is limited to 0.020 inch travel (approximately 5 to 10 degrees).
(0.508 mm) maximum.
(a). Minimum allowable torque required
(b). Bearing roughness is not permissible. to move arm can vary according to
temperature as indicated in
(c). If these limits are exceeded, or the Table 7-8.
bearing outer race is loose in the arm (b). Maximum torque required to move
bore, the damper must be replaced. arm must not exceed 240 inch-
pounds (27.12 Nm) on current
(2). Inspect housing and cap for cracks and dampers, or 385 inch-pounds
breaks, for evidence of oil leakage and (43.50 Nm) on early dampers,
lockwire for security. Replace a leaking regardless of temperature.
damper.
(c). If torque is outside these range
NOTE: Damper repair must only be performed limits, torque must be adjusted or the
according to CSP-H-5. damper replaced, or repaired.
D. Main Rotor Damper Torque Check NOTE:

(Friction Type, P/N 369A1400) Reducing damper torque to the minimum
allowable setting for low temperature op
When trouble has been experienced with rotor eration may smooth out damper perfor
vibration, refer to Table 7-8. Check damper mance and eliminate one‐to‐one lateral
phasing and first stage torque as follows. vibrations (Ref. Table 7-1).
It is important that the correct minimum
(1). If in use, unlock damper arm link
torque value be used. This especially so
attach pin but do not remove.
when adjusting damper torque at ex
(2). If recessed torque wrench adapter (23, treme low temperatures.
Table 2-2) is used, disconnect damper For optimum results, damper should be
arm link at blade and rotate link to (set) to the ambient (indoor or outdoor)
align with arm of damper. temperature. For temperature of +40°F
(+4°C), minimum damper torque setting
(3). If non-recessed adapter is to be used, would be 289 inch-pounds (32.65 Nm);
disconnect link from arm of damper. or at -20°F (-29°C), it is 265 inch‐
pounds (29.94 Nm), etc. (Intermediate
NOTE: Do not use vibration dampers for turn settings within each temperature range
ing main rotor or handholds. Such use can listed would be proportional; for instance,
damage damper bracket. between 0° and +40°F (-17° and +4°C),
the correction would be 1 inch‐pound
(4). Move rotor blade out of the way, as (0.113 Nm) per each 3.5°F (1.5°C)
necessary and attach torque wrench change.)
adapter to damper arm; then attach a
suitable tool and cycle the damper (7). Remove torque wrench and adapter and
through the first stage approximately reposition damper arm link.
50 times. (8). If non-recessed adapter was used,
reinstall bolt, head down, washer and
NOTE: Repeated cycling of the damper prior to nut. Torque nut to 30 - 60 inch-pound
torque check will provide an in‐service (3.39 - 6.78 Nm), and install new
condition for a true check of damper torque cotter pin. If recessed adapter was used,
setting. reinstall attach pin or standard hard
ware in blade.
(5). Remove tool and attach dial indicating
torque wrench so torque wrench can be (9). If in use, lock the attach pin and check
used to move arm. tightness.
Page 7−65
Revision 16
CSP-H-2
Table 7−8. Temperature vs Damper Torque (4). Carefully push same main rotor blade
in a lag direction and again release
Ambient Temperature Minimum Damper Torque
pressure when a positive increase in
F (C) in. −lb (Nm)
friction is felt.
+70 (+21) 300 (33.90)
(5). Repeat step (3).
+40 (+4) 289 (32.65)
(a). Obtain or fabricate a main rotor
0 (−18) 278 (31.41) damper check tool for installed
−20 (−29) 265 (29.94) dampers (a template is provided in
−40 (−40) 243 (27.46)
CSP-H-5) and chock for correct
damper arm tang position by mea
surement.
E. Installed Main Rotor Damper Phasing
Check (Friction Dampers Only, P/N (b). One inch (2.54 cm) between lag edge
369A1400) of tang and lag stop of housing is
approximate dimension required.
Phasing of the main rotor dampers may be
necessary if there is ground rocking or if a NOTE: If phasing is correct, an aid to any fu
one‐to‐one lateral (main rotor) vibration occurs ture check of phasing would be to apply ver
during certain flight maneuvers. A check of tical paint marks on the damper housing to
damper internal phasing can be made as indicate the lead and lag positions of the
outlined below. The phasing should be damper arm (link attach bolt) centerline for
accomplished by two persons. correct first stage travel.
(6). Release drive system, rotate main rotor
NOTE: blades and repeat the above procedure
Do not use vibration dampers for turning for the remaining three dampers.
main rotor or handholds. Such use can
damage vibration damper bracket. 40. Main Rotor Damper (Elastomeric Type,
P/N 369D21400−503)
To move the damper arm back and forth
through the first (low torque) stage, only (Ref. Figure 7-16) A main rotor damper is
10 - 15 pounds (44.48 - 66.72 N) of fin attached to each pitch housing of the rotor
gertip pressure is required at the tip of hub. The damper is connected to the inboard
the main rotor blade. trailing edge of the associated main rotor blade
by an adjustable clevis to prevent lateral
If pressure in excess of approximately 19
vibrations from occurring in main rotor blades.
pounds (84.52 N) is applied to blade tip
Neither damper travel nor stiffness is adjust
in a lag direction, the internal friction
able on the helicopter. Phasing of rotor blades
plates can be shifted out of phase with
is affected by turnbuckle adjustment. Any
each other and only rephasing by the
phasing problem caused by a defective damper
bench method outlined in CSP-H-5 will
should be corrected by replacing damper.
restore the damper for proper operation.
If light pressure at the blade tip will not NOTE:
move the blade, check damper for proper Excessive lead-lag load applied to the
torque. main rotor blades during ground handl
ing can result in damage to the elastomer
(1). Rotate and position one main rotor
ic damper buns and failure of the damper
blade over the tailboom.
assembly. Operators and maintenance
(2). Engage rotor brake (if installed) or hold personnel should use extra caution to
tail rotor blades to prevent rotation of avoid lead-lag loads in excess of 35
main rotor blades. pounds (156 N) at the tip of the main ro
tor blades.
(3). Carefully push the main rotor blade at If one or more main rotor blades strike an
right side of helicopter in a lead object while rotating or the drive system
direction and when a positive increase has been subjected to sudden stop, inspect
in friction is detected, release pressure. damper.
Page 7−66
Revision 16
CSP-H-2
A. Main Rotor Damper Removal (5). Install main rotor blade.

(Elastomeric Type, P/N 369D21400−503)
(6). Connect damper to blade.
(1). Note and record location from which
damper is to be removed from main (7). Remove blade support.
rotor hub. C. Main Rotor Damper and Attachments
Inspection (Elastomeric Type, P/N
NOTE: At reinstallation, if damper is not rein 369D21400−503)
stalled at same location, main rotor balanc
ing is required. NOTE: Excessive lead-lag load applied to the
main rotor blades during ground handling
(2). Remove main rotor blade. can result in damage to the elastomeric
(3). Remove damper. damper buns and failure of the damper as
sembly. Operators and maintenance person
NOTE: nel should use extra caution to avoid lead-
lag loads in excess of 35 pounds (156 N) at
If damper is to be reinstalled at same lo the tip of the main rotor blades.
cation, do not disturb damper clevis, jam
nuts or turnbuckle setting. (1). Inspect bearing in rotor blade and
If damper is not to be reinstalled, remove bearing in the pitch housing for
bushing from damper ear and retain with looseness around outer race. No degree
hub. of radial or axial play is permitted.
B. Main Rotor Damper Installation (2). Inspect pitch housing and blade
(Elastomeric Type, P/N 369D21400−503) bearings for binding, galling, or scoring
in bore and for wear.
(1). Check, and if necessary, preset main (a). No radial play is permitted.
rotor damper length (center-to-center
dimension between mounting holes in (b). Maximum allowable axial play is
damper ears and clevis) to approxi 0.015 inch (0.381 mm).
mately 8.229 inches (209.0166 mm).
Leave jamnuts fingertight. (3). Inspect clevis bushings for wear and
looseness.
NOTE: Ensure that bushing is installed in
large hole of damper ears. (4). Inspect damper flange bushing for wear
and play.
(2). With damper rotational direction decal
facing outboard so it can be read, attach (5). Inspect lower bolt hole in damper
damper ears to pitch housing lug with flange for wear.
bolt (head up), washers, and nut. (6). Inspect damper housing (including
Torque nut to 30 - 60 inch-pounds flanges) for damage.
(3.39 - 6.78 Nm) and install cotter pin.
(7). Inspect damper turnbuckle, jamnuts
(3). Adjust main rotor blade phasing for and safetywire for security. No end play
associated main rotor blade. is permitted when manually tested.
(4). After final phasing adjustments, torque NOTE: When performing lead-lag of main ro
jamnuts to 95 - 110 inch-pounds tor blades, apply rotor brake (if installed) or
(10.73 - 12.43 Nm). Safety jamnuts to have assistant hold main rotor hub from
turnbuckle with new lockwire. Lock moving. A second assistant is recommended
wire must be located out-board, away to measure approximate damper extension
from pitch housing. and compression.
NOTE: Threaded end of damper turnbuckle (8). Lead-lag each main rotor blade in turn
shaft must protrude through clevis base a to provide approximately 0.10 inch
minimum of two full threads and must clear (2.54 mm) extension and compression of
blade damper attach fitting. the damper elastomer.
Page 7−67
Revision 16
CSP-H-2
(9). Visually check each damper in turn for (5). If extension exceeds 0.063 inch (1.6002
cracks in elastomer or in elastomer-to- mm), replace the damper assembly.
metal bond at end face of damper:
(6). Reinstall existing damper; or as
(a). If bonding or elastomer cracks are required; install replacement damper.
noted, measure depths of cracks,
using depth gage fabricated of shim NOTE: If replacement damper is installed, re
stock or equivalent having a 0.20 cord part number, serial number, and other
inch (0.508 mm) indication. pertinent information in Components Re
cord of helicopters Log Book.
(b). If depth of crack exceeds 0.20 inch
(0.508 mm), remove and check E. Blade Phasing Procedure (Elastomeric
damper. Type, P/N 369D21400−503)
D. Main Rotor Damper Weight Loading and (1). Remove all four main rotor blade
Extension Check (Elastomeric Dampers dampers from helicopter.
Only, P/N 369D21400−503)
(2). Store all four dampers together in
(Ref. Figure 7-23) horizontal position for minimum of six
hours. Preferred ambient temperature
(1). Remove damper assembly.
during storage is 55° - 85°F (13° -
(2). Attach dial indicator or equivalent to 29°C).
outer case of damper; position indicator
arm on center aluminum disc as shown. (3). Set damper length, centerline-to-cent
erline of bolt attach holes, to 8.229
NOTE: Fabricate holding bar or fixture capable ±0.015 inch (209.0166 ±0.381 mm) for
of sustaining 100 pound (45.36 kg) static initial installation.
load.
(4). Install dampers on helicopter.
(3). Attach damper end cap to holding bar
or fixture. NOTE: If ground rock or stick shake is noted,
complete step (5).
NOTE: Perform weight loading and extension
check at ambient temperature of 70° ±l0°F (5). Length of damper may be adjusted
(21° ±5°C). Apply total 100 pound (45.36 kg) after initial setting by checking main
weight load to damper at one time, not in rotor system balance (Ref. Main Rotor
weight increments. Balancing). Check of main rotor system
balance should be accomplished only
(4). Using hydraulic jack or equivalent, after main rotor blades have been
raise and attach 100 pound (45.36 kg) tracked.
weight load at damper clevis end.
Slowly lower jack to avoid shock NOTE: If more than four flats turn of turn
loading. After period of two minutes buckle adjustment is necessary to correct
under load, measure damper extension balance, return to step (1). and repeat proce
on dial indicator. dure.
Page 7−68
Revision 16
CSP-H-2
ELASTOMER
(NOTE) MAIN ROTOR
DAMPER
ALUMINUM DISC ELASTOMER-TO-METAL BOND

(NOTE)
END FACE - MAIN ROTOR DAMPER
HOLDING BAR OR
FIXTURE
END CAP
DAMPER
CLAMP
INDICATOR
INDICATOR ARM
THREADED SHAFT
CLEVIS
100 LBS (45 KG) WEIGHT
NOTE:
CHECK ELASTOMER AND ELASTOMER-TO-METAL DIAL INDICATOR SETUP
BOND FOR CRACKS. G62-2008A
Figure 7−23. Periodic Check of Main Rotor Elastomeric Damper Assembly
Page 7−69
Revision 16
CSP-H-2
41. Main Rotor Controls NOTE: Rods are color coded to prevent rein
stallation in the wrong locations. Observe
(Ref. Figure 7-24) The main rotor controls coding and location at time of removal. If
consist of a scissors assembly, rotating coding is no longer visible, reapply appropri
swashplate, stationary swashplate, mixer ate color identity.
controls (lateral bellcrank, longitudinal idler,
(3). Measure rod length before replacing.
collective pitch mixer bellcrank, longitudinal
bellcrank, longitudinal control‐mixer link, B. Pitch Control Rod Installation
longitudinal link, and two mixer links) and
four pitch control rods. (1). If pitch control rods are badly out of
adjustment, or if the rod end bearing
Movement of collective pitch stick and cyclic have been replaced, set length of the
control sticks is transferred to mixer controls affected pitch control rod(s).
through control rods routed up through the
(a). For blades with a lower-tracking
controls tunnel at the center of Sta. 78.50
data decal, set pitch control rods,
bulkhead. The mixer controls transfer the
between rod end bearing centerlines,
required combination of collective, longitudinal
to the applicable strap pack pitch
and lateral travel to the main rotor blades
link length specified on the decal of
through the main rotor swashplate assembly.
the mating blade.
(b). For blades without a decal, set pitch
CAUTION control rods to 6.60 inches (16.764
cm) between rod end bearing center
Ensure main rotor controls do not strike lines for the two blade attached to
or get struck by any object. Many of the the hub upper strap pack, and 6.35
components are highly stressed and must inches (16.1544 cm) for the two
not be returned to service if surface dam blades attached to the lower strap
age occurs. pack.
When maintenance work is being per
(2). Observe the ground track before
formed near the engine air inlet use care
making addition adjustments.
to prevent entry of foreign objects. Tape
covers of cardboard or other suitable ma (3). Install O‐ring and pitch control rod.
terial in place over the engine inlet screen
and oil cooler air inlets. Do not remove NOTE:
covers until work is completed and debris Check pitch control rods for location color
is thoroughly cleaned out of the area. Af code.
ter removing covers, verify that area
around base of mast, inlet to plenum, and Blades must be tracked if rod length is
entire plenum chamber is free of foreign changed. Be sure that rod end threads are
material. engaged beyond witness hole in rod body
(hole blocked).
After proper bearing alignment (center
42. Pitch Control Rods
ing) in swashplate lugs and pitch housing
lugs, tighten locknuts and install lock
(Ref. Figure 7-24) Four pitch control rods wire.
transfer pitch control from the rotating
swashplate to main rotor blades. Rod ends must be centered; if not cen
tered, fitting wear will result.
A. Pitch Control Rod Removal Be sure that pitch rod bolts are installed
with the bolthead in the direction of rota
tion (counter‐clockwise as viewed from
(1). Remove cotter pin, nut washer and bolt
above).
from each end of pitch control rod.
(4). Install bolt, washer and nut in upper
(2). Remove pitch control rod and O‐ring. end of rod. Torque nut to 100 - 140
Page 7−70
Revision 16
CSP-H-2
inch-pound (11.30 - 15.82 Nm) and inch-pounds (1.69 - 2.26 Nm). Install
install new cotter pin. new cotter pin.
NOTE: If castellation alignment is not possible CAUTION
Scissors crank must be posi
with the torque specified in step (5). below, tioned with hole in crank web
add another washer. Do not exceed the max down and decal, if present, up.
imum torque value.
NOTE: Ensure crank-to-hub lower shoe lugs
(5). Install bolt, washer, and nut in lower are not preloaded.
end of rod. Torque nut 30 - 60 inch- (3). Position scissors crank and required
pound (3.39 - 6.78 Nm) and install shim washers on hub lower shoe lugs.
new cotter pin.
(a). Install bolts with bolt heads facing
43. Scissors Assembly outward and a washer under the
head of the bolt.
(Ref. Figure 7-24) The scissors assembly is a
pivoting link that provides a movable connec (b). Torque nut to 30 - 60 inch-pounds
tion between the rotating swashplate and the (3.39 - 6.78 Nm). Install new cotter
main rotor hub. pin.
A. Scissors Assembly Removal NOTE: Shim washers may be required on

shouldered bushing side of clevis.
Removal of all pitch control rods
CAUTION is recommended prior to scissors (4). Position O‐ring and lower end of pitch
removal. Failure to observe this precaution control rod in swashplate lug and
could result in damage to pitch control rods, install attaching hardware.
swashplate and/or hub. (a). Nut is to be adjacent to bushing in
swashplate.
(1). Disconnect lower end of pitch control
rod that is in line with scissors link in (b). Torque nut to 30 - 60 inch-pounds
rotating swashplate. (3.39 - 6.78 Nm). Install new cotter
pin.
(2). Remove cotter pin, nut, washer, and
bolt from each leg of scissors crank. C. Scissors Disassembly
Disconnect crank from hub lower shoe,
use care to prevent loss of shim wash (1). Remove cotter pin, nut, washer, and
ers. bolt that join link and crank.
(2). Remove two bushings from link only if
(3). Remove cotter pin, nut, washer, and replacement is necessary.
bolt connecting scissors link to swash
plate; remove scissors assembly. (3). Do not remove bearing from link.
Replace complete link if bearing is
B. Scissors Assembly Installation defective.
(1). Place scissors assembly link in mount (4). Remove two lotted bushings and two
ing position, chamfered edge of link bearings from crank, only if replace
must face outboard. ment is necessary,
(2). Check that slotted bushing is in NOTE: During cleaning, do not allow solvent to
swashplate web and install attaching enter the races of scissors assembly bear
hardware. Torque nut to 15 - 20 ings.
Page 7−71
Revision 16
CSP-H-2
ROTOR HUB SHIMS/SHIM INITIAL ROD LENGTH AND BEARING ANGULARITY

LOWER SHOE WASHERS
(NOTE 5) CONTROL DIM ANGLE ASSY PART
SLOTTED BUSHING ROD ASSY L - IN. (CM) A NUMBER
(NOTE 1)
369A1020-3 OR MAIN ROTOR PITCH 6.35 IN LINE 369A1008-3
NAS464P4-17 (LOWER STRAP PACK) (16.1544)
MAIN ROTOR PITCH 6.60
IN LINE 369A1008-3
(UPPER STRAP PACK) (16.764)
SHIM WASHER
(NOTE 3)
30-60 IN. LB (3.39-6.78 NM) PART NO. 369A1011 ROD

DECAL END HAS LH THREAD A
(NOTE 4) SCISSORS
CRANK
MAX ALLOWABLE LOOSENESS

30-40 IN. LB 0.040 IN. (1.016 MM)
(3.39-4.52NM)
BUSHING BEARING
BUSHING
BEARING
SCISSORS LINK
BEARING
SLOTTED BUSHING
(NOTE 1) 60-140 IN. LB
(6.78-15.82 NM)
PITCH CONTROL ROD

(NOTE 2)
ROTATING SWASHPLATE O-RING
SLOTTED BUSHING
(NOTE 1)
TRACKING INTERRUPTER
(369A9946-29)
30-60 IN. LB
(3.39-6.78 NM)
COLLECTIVE PITCH
CONTROL ROD
30-60 IN. LB
(3.39-6.78 NM)
LONGITUDINAL PITCH
CONTROL ROD NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A MIN. OF 0.010 IN.
(0.254 MM) TO A MAX. OF 0.060 IN. (1.524 MM) ABOVE
LATERAL PITCH OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
CONTROL ROD 2. COLOR-CODED TO MATCH BLADE.
SLOTTED BUSHING 3. ADD WASHERS UNDER HEAD AS REQUIRED FOR
(NOTE 1) CLEARANCE BETWEEN BOLT END AND SWASHPLATE BOOT.
4. ON CURRENT CONFIGURATION ONLY.
5. USE SHIMS/SHIM WASHERS TO FILL GAP. 30-023F
Figure 7−24. Pitch Control Rods and Swashplate Scissors Assembly Installation
Page 7−72
Revision 16
CSP-H-2
D. Scissors Inspection Do not allow sealant to enter

CAUTION bearing race.
Any evidence of failure,
WARNING damage, or deformation of (e). Apply a small fillet of sealant to the
faying edges of the bearing housing.
crank or link is justification for re
placement of either crank, link, or the (f). Use cellophane or masking tape to
complete scissors assembly. Failure of exclude air and allow sealant to cure
any of these component in flight can re for 24 hours at ambient temperature
sult in failure of movable flight con or force cure by heating to
trols, loss of helicopter, and possible in 140°-160°F (60°-71°C) for 1 hour
jury or loss of life. prior to use of assembly.
(1). Inspect crank and link for evidence of (3). If bushings were removed from link
impact damage and deformation. If during disassembly, install new
condition is questionable, perform a bushings. Dimension between outside
fluorescent dye penetrant inspection. faces of bushings is 1.616-1.628 inches
(4.1046-4.1351 mm).
(2). Inspect bearings for binding, looseness (4). Align bore of link with bore of crank;
in mating bore and wear. Maximum install bolt, washer and nut. Torque nut
wear limits are 0.010 inch (0.254 mm) to 30 - 40 inch-pounds (3.39 - 4.52
radial and 0.020 inch (0.508 mm) axial. Nm). Install new cotter pin.
(3). Inspect bushings for condition. 44. Main Rotor Swashplate
(Ref. Figure 7-25) The main rotor swashplate

E. Scissors Reassembly
consists primarily of a rotating swashplate,
stationary swashplate, a bearing assembly and
(1). If bushings were removed from the retainer, and a counterweight.
crank during disassembly, install new
bushings. Use lubricant (25, Table 2-4); A. Swashplate Assembly Removal
do not use primer. Seat bushings until
ends are flush with inside surface of (1). Tag or color‐identify the four pitch
crank inboard ears. control rods to facilitate their replace
ment in the same location.
(2). If bearings were removed from crank Failure to reinstall the four
during disassembly, reinstall using the CAUTION pitch control rods in the correct
following procedure: location will most likely result in the main
rotor blades being badly out of track.
(a). Clean bearing outerace, counterbore,
and faying surfaces with trichloroe (2). Disconnect pitch control rods from the
thane (61). rotating swashplate.
(3). Remove scissors assembly.

(b). Coat the faying surfaces with Locquic
Activator (28) as per manufacturer's (4). Remove main rotor hub.
instructions.
(5). Disconnect longitudinal link from
(c). Apply Loctite Sealant A (29) to faying stationary swashplate.
surfaces and press bearing until
(6). Disconnect right and left side mixer
outer face is seated firmly against
links from stationary swashplate.
shoulder of counterbore.
(7). Remove protective boot from groove in
(d). Remove excess sealant. lower side of stationary swashplate.
Page 7−73
Revision 16
CSP-H-2
TRACKING INTERRUPTER TRACKING INTERRUPTER

(369A9946-27; NOTE 1) (369A9946-25 OR -23; NOTE 1)
STATIONARY
SWASHPLATE
NOTE 2 COUNTERWEIGHT
GROOVE
BOOT INSTALLED
NOTE 3
30-60 IN. LB
(3.39-6.78 NM)
BOOT
ROTATING
NYLON STRAP SWASHPLATE
15-20 IN. LB
(1.69-2.26 NM)
MAST 15-20 IN. LB
(1.69-2.26 NM)
DRAIN HOLES
(HIDDEN; NOTE 4) STATIONARY
TRACKING INTERRUPTER SWASHPLATE
(369A9946-25 OR -23; NOTE 1)
NOTES: INDEX
1. COLOR CODE TO MATCH BLADES AND MAINTAIN SEQUENCE
2. COAT BOLT WITH GREASE (21, TABLE 2-4). DRAIN HOLES
3. EXTRA WASHERS FOUND IN THIS LOCATION ARE PART OF (2 PLCS)
COUNTERWEIGHT.
4. DRAINAGE PROVISIONS FOR WATER ENTRAPMENT AREA IN
STATIONARY SWASHPLATE LOWER FORWARD FLANGE.
(REF. MDHS SERVICE INFORMATION NOTICE HN-39.) 30-024C
Figure 7−25. Main Rotor Swashplate Assembly

Do not strike rotating swash NOTE: To inhibit mast corrosion when operat
CAUTION plate or bearing assembly with ing in salt water environment, fresh water
tools or in any way deface these compo rinse and thoroughly dry the sliding swash
nents. The rotating swashplate is a stressed plate area of mast and lightly coat area with
part that has had all surfaces shot peened. grease film (18, Table 2-4).
Use particular care to protect Teflon liner in
bearing bore. A damaged swashplate bear (3). Engage upper end of boot in groove at
ing must not be retained in service. (Refer to lower side of stationary swashplate.
HN-112 if stiff main rotor controls traceable Secure boot with self‐clinching nylon
to excessive preload torque on main rotor strap.
swashplate bearing occurs.)
(4). Align longitudinal link with stationary
(8). Lift swashplate assembly carefully up swashplate (Ref. Figure 7-26).
and off of mast.
(5). Install flanged bushing (if removed),
bolt, two washers, nuts and new cotter
(9). To remove boot from mast, remove
pin to secure upper end of longitudinal
self-clinching nylon strap.
link.
B. Swashplate Assembly Installation (6). Align upper ends of mixer links with
stationary swashplate. Install slotted
(1). If swashplate lower boot was removed, bushing (if removed), bolt, two washers
install boot on mast. nut and new cotter pin to secure each
link to swashplate.
(2). Position swashplate over main rotor
mast and carefully lower into place. (7). Install scissors assembly.
Page 7−74
Revision 16
CSP-H-2
(8). Using color code, reinstall pitch control NOTE: The swashplate bearing assembly will
rods at same locations from which normally show some signs of grease leakage
removed. for the first 10-15 hours of operation after a
new installation.
(9). Check track of main rotor blades (3). Inspect swashplate spherical ball and
following installation of any removed or double row ball bearing for condition.
replaced parts.
(a). Maximum radial play between
C. Swashplate Disassembly sliding surface liner and the station
ary mast is 0.020 inch (0.508 mm).
Disassembly other than as illustrated is (b). Maximum axial play between spheri
considered a part of swashplate overhaul. cal ball and Teflon liner is 0.010 inch
Refer to CSP-H-5 for this type of information. (0.254 mm).
If tracking interrupters are removed, mark (c). If play is suspected in double row ball
them to match the blade color code so that they bearing, turn rotating swashplate
may be returned to the original positions. Also until arms line up with those of
note the number and type of washers used stationary swashplate and check
under the nut at the counterweight location. motion between the arms at the
These are a part of the counterweight required control bolt in the stationary swash
for rotating swashplate balance. plate. A maximum total vertical
movement of 0.015 inch (0.381 mm)
D. Swashplate Assembly Inspection is allowable.
(d). Nicks and dents that do not deform
When cleaning swashplate as
CAUTION sembly for inspection, use care
ID chamfered edge of the hard
anodized ball and that do not extend
to prevent solvent from entering the race
more than 0.040 inch (1.016 mm)
area of either the spherical ball bearing or
along spherical ball surface from
the double row ball bearing. Use a cloth,
edge are allowed.
moistened in alcohol (71, Table 2-4) to wipe
clean the spherical ball, ball bore liner and (4). Check the existing preload on the
exterior of double row ball bearing. spherical bearing.
(a). Hold the ball to prevent rotation;
NOTE: then hook a spring scale over one of
The swashplate may be constructed of ei the bolts securing the stationary
ther magnesium or aluminum alloy. Ref. swashplate to the bearing flange.
Sec. 2 for corrosion control and identifica (b). With the stationary swashplate in
tion of magnesium and aluminum alloys. motion, drag should be no more than
30 pounds (13.61 kg). (Use the
In the following inspection, the rotating
average of two readings taken 90
and stationary swashplates must be dis
degrees apart.)
connected (Ref. Swashplate Assembly Re
moval/Installation). (5). Perform a careful visual inspection of
the stationary and rotating swashplate
(1). Inspect swashplate bearing assembly for cracks, wear in bolt and bushing
for evidence of binding in either radial bores and fork inner surfaces, and for
or axial movement. corrosion, nicks and dents. Perform dye
penetrant check on questionable areas.
(2). Inspect Teflon liners for good condition. (6). Check that counterweight is securely
Ensure that all flexible rubber seals bonded in rotating swashplate.
enclosing ball bearing races are in
place; inspect for deterioration and E. Swashplate Reassembly
indication of grease leakage. Refer to Reinstall tracking interrupters in original
CSP-H-5 for re-greasing and seal color coded positions and torque nuts to the
replacement. values shown.
Page 7−75
Revision 18
CSP-H-2
NOTE: When installing tracking interrupter at Do not allow solvent to enter

the counterweight position, apply grease CAUTION bearing races when cleaning
(21, Table 2-4) to the bolt and to the 0.250 mixer control components to prevent wash
inch (6.35 mm) diameter bore areas. Also be ing of dirt into bearing surfaces or grease
sure to reinstall all washers that were origi out of the bearings.
nally installed under the nut. These area
B. Mixer Controls Installation
part of the counterweight required for rotat
ing swashplate balance. (1). Position support bracket over forward
lug on mast base.
45. Mixer Controls
(2). Install the two aft bolts and washers in
(Ref. Figure 7-26) The mixer controls consist the support bracket and mast base.
of various links, bellcranks, idlers, a support Install two thin washers and nuts;
bracket and associated fasteners that secure torque nuts to 80 - 100 inch-pounds
these components in place and to the control (9.04 - 11.30 Nm) plus drag torque.
tubes and main rotor swashplate. (3). Using a ball hole gage and standard
micrometer, check that misalignment
A. Mixer Controls Removal between the forward bolt hole bore in
the support bracket and the bore in the
(1). Remove air intake forward fairing for mast base lug is 0.015 inch (0.381 mm)
access (Ref. Sec. 2). or less.
(2). Disconnect upper end of the collective NOTE: If necessary, loosen the aft two bracket‐
mixer, lateral mixer and longitudinal to‐fitting nuts, position support bracket to
mixer control tubes. minimize misalignment and retighten nuts.
NOTE: The control tubes are attached by (4). Install mixer support attaching bushing
slightly different length bolts. Reinstall in bracket and mast base lug.
each bolt in its bellcrank following control (5). Check that the sleeve bushing is in
tube removal to facilitate reinstallation of place; then install bolt, two washers
the correct size. and nut. Torque nut to 80 - 100
(3). Remove mixer links. (Mixer link
bearings are not replaceable.) (6). Position longitudinal pitch idler and
collective pitch mixer bellcrank on
(4). Disconnect longitudinal link. support bracket.
(5). Disconnect each end of longitudinal (a). Position washer between right side of
control‐mixer link and remove link. longitudinal pitch idler bearing and
center bearing of mixer support
(6). Disconnect lateral bellcrank and lift bracket.
from collective pitch mixer bellcrank. (b). Install left‐hand bearing, bolt, two
washers, nut and new cotter pin.
(7). Disconnect longitudinal pitch mixer
bellcrank and carefully remove bell (7). Position lateral bellcrank between
crank. collective pitch mixer bellcrank bear
ings and install bolt, two washers, nut
(8). Remove hardware from hingeline of and new cotter pin.
support bracket, longitudinal pitch idler
and collective pitch mixer bellcrank. (8). Position longitudinal bellcrank with
Separate the three parts. collective pitch mixer bellcrank.
(a). Insert the two flanged bushings into
(9). Disconnect support bracket from mast place.
base and remove.
(b). Install two bolts, six washers (two
(10). Remove the mixer support attaching under each nut), two nuts and new
bushing. cotter pins.
Page 7−76
Revision 16
NOTES:
1. DIRECTION OF BOLT OPTIONAL. 3. LONGITUDINAL LINK DETAILS ROTATION
2. EDGE OF BUSHING MUST PROTRUDE FOR CLARITY.
A MIN. OF 0.010 IN. (0.254 MM) TO A MAX. 4. NOT PART OF SUPPORT BRACKET.
* LONGITUDINAL 5. MUST BE PULLED OUT FIRST TO REMOVE
PITCH MIXER OF 0.060 IN. (1.524 MM) ABOVE OUTSIDE
SLOTTED LONGITUDINAL CONTROL SURFACE OF PART AFTER NUT IS BELLCRANK.
BUSHING MIXER LINK TIGHTENED. 6. SPHERICAL BEARING WITH TEFLON OR
(NOTE 2) EQUIVALENT LINING. WEAR LIMIT
0.008 IN. (0.203 MM) RADIAL OR 0.040 IN.
(1.016 MM) AXIAL.
7. ASTERISK ( * ) INDICATES PARTS MAY BE
NOTE 6 MIXER LINK SLOTTED BUSHING EITHER MAGNESIUM OR ALUMINUM ALLOY.
NOTE 6 (NOTE 2) REF. SEC. 2 FOR ALLOY IDENTIFICATION
* LATERAL MIXER
BELLCRANK AND CORROSION CONTROL.
STATIONARY
SWASHPLATE
BEARING SLOTTED BUSHING

(NOTE 2)
NOTE 6
MIXER LINK FLANGED

BUSHING
BEARING
STATIONARY (NOTE 6)
SWASHPLATE
BEARING
NOTE 6
80-100 IN. LB
(9.04-11.30 NM) MIXER SUPPORT
BRACKET SLOTTED BUSHING LONGITUDINAL LINK NOTE 1
FLANGED BUSHING (NOTE 3)
(NOTE 2) NOTE 1
(NOTE 5)
MIXER
SUPPORT BEARING
ATTACHING
BUSHING
* COLLECTIVE PITCH
Figure 7−26. Mixer Controls Assembly

BEARING MIXER BELLCRANK
BEARING
SLEEVE BEARING
BUSHING (NOTE 4) FLANGED
BUSHING
(NOTE 5) * LONGITUDINAL
PITCH MIXER
NOTE 1 BELLCRANK
MAST BASE 80-100 IN. LB

(9.04-11.30 NM)
30-029B
Revision 16
Page 7−77
CSP-H-2
CSP-H-2
(9). Position longitudinal control‐mixer link (a). Wear limit is 0.008 inch radially and
between longitudinal pitch idler and 0.040 inch (1.016 mm) axially.
longitudinal pitch mixer bellcrank.
(b). Replace complete mixer link if
(a). Check that two slotted bushings are bearings are faulty.
in place.
(c). Inspect bearings in other linkage for
(b). Install bolt, three washers (two binding and looseness in mating
under each nut), nut and new cotter bores.
pin at each end of link. D. Mixer Control Repair
(10). Position longitudinal link between Repair minor surface defects such as
longitudinal, pitch mixer bellcrank scratches, nicks and corrosion using abrasive
bearings. Install bolt, two washers, nut, cloth (20, Table 2-4), grade 400-600 to smooth
and new cotter pin. out and blend in such defects. The following
depth limits represent total limits, including
(11). Position mixer links in stationary the effects of all previous repair to any given
swashplate and lateral bellcrank; check area.
that slotted bushings are in place.
Install bolt, two washers, nut, and new (1). Cast and forged surfaces may be
cotter pin at each end of link. reworked to a depth of 0.020 inch (0.508
mm).
(12). Place the collective mixer, lateral mixer,
and longitudinal mixer control tubes in (2). Flat machined surfaces, except clevis
position. inner ears, may be reworked to a depth
of 0.015 inch (0.381 mm). Clevis inner
(a). Check that slotted bushings are in ear surfaces may be reworked to a
place. depth of 0.020 inch (0.508 mm).
(b). Install bolt, two washers, nut, and (3). Machined holes, may have 0.003 inch
new cotter pin to secure each rod end. (0.0762 mm) removed from the bore
wall in an area no greater than 15
(13). Install air intake forward fairing. percent of the circumference and 50
percent of the depth.
(14). Check rigging of collective and cyclic
controls following installation of any (4). All edges may have 0.030 inch (0.076
removed or replaced parts. mm) removed except round machined
holes which are limited to 0.010 inch
C. Mixer Controls Inspection (0.254 mm) chamfer.
(1). Inspect all bushings for security of fit. (5). All rework must be smoothly blended
into the adjacent surfaces and the
(2). Inspect longitudinal link, support finish must be restored on magnesium
bracket, longitudinal control‐mixer parts and aluminum parts (Ref. Sec. 2).
link, mixer links, longitudinal pitch (6). Replace defective bearings and bush
idler, longitudinal pitch mixer bell ings, except swaged spherical bearings
crank, lateral bellcrank and collective in mixer links which require link
pitch mixer bellcrank for scratches, replacement.
cracks, corrosion and similar surface
defects. Perform a fluorescent dye (a). Remove bearings or bushings by
penetrant inspection on components pressing out the old part.
that are questionable.
(b). Install a new bearing of the correct
(3). Inspect spherical, Teflon (or equivalent) type with surface primer and grade A
lined bearings for binding/looseness in locking compound (28 and 29)
link bore and wear. according to container instructions.
Page 7−78
Revision 16
CSP-H-2
NOTE: The left‐hand bearing in the support Use care during removal of con
bracket is not supplied as a part of the CAUTION trol tubes. Any surface damage
bracket. This bearing is installed at the time caused by hasty removal may result in un
the support bracket and longitudinal pitch serviceable control tubes.
idler are assembled. Install a new bearing
(7). Grasp upper end of control tube and
by seating flush with inner face of support
carefully withdraw tube until lower end
bracket flange.
clears the cover.
(7). Mixer links at the lateral mixer B. Tunnel−Routed Control Tube Installation
bellcrank are either smooth contoured (1). Hand turn main rotor blades to obtain
or octagonal shaped with check nuts. clear space for tube installation.
Do not disassemble or intermix types.
Use care during installation of a
CAUTION control tube to avoid striking
46. Tunnel−Routed Control Tubes other installed control tubes.
(2). With the riveted rod end at the lower
(Ref. Figure 7-27) Each tunnel‐routed control position, carefully lower tube through
tube consists of two rod end bearings and an cover opening into tunnel.
anodized aluminum alloy tube. The control (3). Install control tunnel cover boot and
tubes mechanically transfer displacement of secure with self‐clinching nylon strap.
the flight controls to the associated bellcranks
and idler at the front of the main rotor mast Do not tighten loosened jam
CAUTION nuts on rod end bearings with
base. All the tunnel‐routed control tubes are
removed, inspected, repaired and installed in out holding the rod end with a wrench.
the same manner. (4). Align lower rod end with mating
bellcrank. Install bolt, two washers,
A. Tunnel−Routed Control Tube Removal nut, and new cotter pin.
(5). Align upper rod end of control tube with
Before disconnecting collective mating idler or bellcrank. Install bolt,
CAUTION pitch control tube, install collec two washers, nut, and new cotter pin.
tive bungee installation tool to prevent
(6). Remove bungee installation tool used
spring reaction due to droop stop load on
for removal of collective control tube.
control tube.
(7). Perform controls rigging check follow
(1). Install collective bungee installation ing installation of removed or replaced
tool (26, Table 2-2). parts.
C. Tunnel−Routed Control Tube Inspection
(2). Gain access to lower tube ends by (1). Inspect rod end bearings for binding
removing controls access door at base of and excessive wear, 0.040 inch (1.016
canted bulkhead in cargo compartment. mm) maximum axial play.
(2). Inspect control tube for surface damage
(3). Disconnect lower tube end from and evidence of bending.
bellcrank or fitting.
(3). Inspect for loose rivets at fixed rod end
(lower end).
(4). Hand turn main rotor blades to obtain
clear space for tube removal. (4). Inspect longitudinal mixer control tube.
Control tube is an `Òn Condition” item.
(5). Remove cotter pin, two washers, and When tightening loosened jam
CAUTION nut on rod ends as in step (5).
bolt securing upper end of control.
Disconnect upper end of control tube. below, always hold rod end with wrench.
(5). Determine if excessive rod end loose
(6). Remove boot from control tunnel cover. ness exists in tunnel‐routed control
Page 7−79
Revision 16
CSP-H-2
tube assemblies by checking the upper (h). Disconnect rod end from control
end as follows. system.
Do not disconnect rod ends from (i). Screw rod end completely out of
CAUTION mixer assembly to perform this control tube.
inspection except as instructed.
(j). Use 0.339 inch (8.6106 mm) diameter
(a). Loosen jam nut a minimum of two drill to check tube threads.
threads.
(k). If drill can be inserted, tube assembly
is unserviceable and must be re
(b). Apply light finger pressure to the top placed.
of the rod end to preload it against
one side of attaching clevis. This will (l). If drill cannot be inserted, tube is
eliminate play other than where serviceable.
inspection is desired.
(m). Reinstall rod end, reconnect tube to
(c). Use a dial indicator or position a 6 control system and tighten jam nut.
inch (15 cm) rule horizontally at the
upper end of the tube (where the tube (n). Check rigging of reconnected control
end enters). Lightly deflect tube system.
laterally from one extreme to other.
D. Tunnel−Routed Control Tube Repair
NOTE: Maintain the preload of the rod end
bearing to eliminate the effect of bearing (1). Perform straightness check on control
looseness. tube that appears bent or bowed.
(d). Measure the total movement of the (a). Total length of any tunnel‐routed
top of the tube where the tube end tube (excluding rod ends) must be
centers. straight within 0.050 inch (1.270
mm), with straightness variation
(e). If total lateral movement from one limited to maximum of 0.010 inch
extreme to the other is in excess of (0.254 mm) in each foot of length.
0.0625 inch (1.5875 mm), the entire
tube assembly must be replaced with Dye‐check for cracking must
WARNING always be performed after
serviceable parts.
cold-straightening. Replace cracked
tube, or cracked or bent rod end.
NOTE: Because of normal tolerance build some
play or looseness is expected. Play or loose (2). Cold-straighten bent tube that is not
ness less than 0.0469 inch (1.1906 mm) is no within tolerance (step (1). above)
cause for concern. provided there are no nicks or sharp
dents in bent length. Do not use rod
(f). If the total lateral movement is less ends to support tube during straighten
than 0.0469 inch (1.1906 mm), the ing.
tube assembly is serviceable; tighten
the jam nut. Movement of less than Use care when drilling to re
0.0469 inch (1.1906 mm) is consid CAUTION move or install riveted rod end;
ered negligible. the rod end is steel and the tube is alumi
num.
(g). If the lateral movement is
0.0469-0.0625 inch (1.1906-1.5875 (3). Replace a control rod end if bearing
mm), the rod end should be further axial play is more than 0.040 inch
inspected for serviceable steps (h). (1.016 mm). Set initial control tube
thru (n). below. length and bearing angularity.
Page 7−80
Revision 16
CSP-H-2
LONGITUDINAL PITCH IDLER
COLLECTIVE PITCH
MIXER BELLCRANK LATERAL BELLCRANK
LONGITUDINAL MIXER
CONTROL ROD
COLLECTIVE MIXER
CONTROL ROD
TAIL ROTOR CONTROL ROD
LATERAL MIXER CONTROL ROD
INITIAL ROD ASSY LENGTH AND BEARING ANGULARITY (BEFORE RIG)

CONTROL DIM L ANGLE ASSY PART
ROD ASSY IN.(CM) A NUMBER
COLLECTIVE 56.51-56.67
PITCH FITTING LONGITUDINAL MIXER (143.535-143.942) IN LINE 369A7011
55.67
LATERAL MIXER IN LINE 369A7012
(141.402)
53.14
COLLECTIVE MIXER IN LINE 369A7009
(134.976)
2.0 IN. (5.08 CM)
RIVET (NOTE) A
SERIAL NO.
PLATE
MAX ALLOWABLE LOOSENESS

0.040 IN. (1.016 MM)
CONTROLS
SUPPORT
BRACKET
LONGITUDINAL IDLER
BELLCRANK
LATERAL IDLER
BELLCRANK
NOTE:
INSPECT FOR WEAR. REPLACE RODS WITH
WEAR DEPTH EXCEEDING 0.020 IN. (5.06 CM) OR
HAVING O.D. LESS THAN ALLOWABLE MINIMUM.
30-045C
Figure 7−27. Tunnel−Routed Control Tubes
Page 7−81
Revision 16
CSP-H-2
47. Tunnel−Routed Control Tube Inspection (c). Measure outside diameter of control
and Sleeve Installation tube end and select proper sleeve.
(Ref. Figure 7-28) The following procedures (d). Temporarily install sleeve onto
are for inspection and installation of reinforc control tubes.
ing sleeves to the tunnel-routed control tubes.
(e). Align sleeve and control tube witness
A. Control Tube Tapered Area Sleeve hole.
Installation
(f). If sleeve protrudes past end of control
(1). Remove all four control tubes (Ref. tube, trim end of sleeve flush, 0.0
Tunnel-Routed Control Tube Replace inch (0.0 mm), or back 0.080 inch
ment). (2.032 mm) from end of tube.
(2). Using paint remover (11, Table 2-4) NOTE: Bond integrity is dependent on clean
remove paint approximately six inches surfaces.
(15 cm) back from end of each tube,
tape and cover-rap remaining area of (g). Thoroughly clean end of control tube
tube. and interior surface of sleeve with
lint free cloth and MEK (22) or
NOTE: Control tubes that are cracked must be equivalent.
removed from service.
(h). Mix epoxy adhesive (121) per
(3). Dye penetrant inspect external surface manufacturer's instructions.
of stripped area for cracks.
(i). Remove excessive adhesive with lint
(a). Cracks are indicated by heavy bleed free cloth moistened with MEK or
out. equivalent. Do not saturate the
cleaning cloth. Remove adhesive from
NOTE: It may be necessary to wipe off and witness holes.
reapply the developer to distinguish be
tween surface defects caused during swag (j). Plug end of control tube to prevent
ing operation. adhesive from entering threads. Bond
sleeve to control tube. Apply adhesive
(b). Light penetrant indications are not to both surfaces and install sleeve.
cause for rejection. Align witness/rivet hole in sleeve and
(4). If no cracks are found; inspected control tube.
tube can be reworked for sleeve instal Do not use heat gun. Use of heat
lation. All four control tubes are to be CAUTION lamp is acceptable.
reworked as follows:
(k). Allow to cure for 24 hours at mini
(a). Measure and record length of control mum ambient temperature of 68°F
tubes for reinstalling rod ends and to (20°C); alternate cure 4 hours at
prevent rerigging after tube rein 115°-140°F (46°-60°C).
stallation.
(l). Repeat procedure for ends of each
Drilled out rivets may damage control tube.
CAUTION threads upon removal. Visually
inspect control tube threads for damage (m). Using primer (4), touch-up repaired
from rivet and rod end removal. Replace area(s) of control tube.
damaged control tubes. Drilled rod ends are
matched drilled to each control tube and (n). Install rod ends into ends in which it
must be reinstalled into control tube end was removed. On fixed rod end, align
from which removed. witness/rivet hole in sleeve and tube
with rivet hole in rod end. Drill (#40)
(b). Remove rod ends, MS20470AD3 thru opposite end of sleeve. Rivet
rivets must be removed from fixed fixed end with MS20470AD3-15
end. rivet.
Page 7−82
Revision 16
CSP-H-2
0.097-0.102 IN. 0.340 IN.

CONTROL (2.4638-2.5908 MM) (8.636 MM) *
TUBE SLEEVE
A
0.750 IN.
DIA
(19.05 MM)
*
7° 0.00-0.080 IN.
± 0.5° (0.00-2.032 MM)
0.720 IN.
(18.288 MM)
*
0.910 IN.
(23.114 MM) *
54-412A
Dimensional Table
Sleeve No. Dim A Tube O.D.
Tube No.
369D27013 inch (mm) inch (mm)
−1 0.540−0.545 (13.716−13.843) 0.501−0.530 (12.7254−13.462)

369A7007
369A7009
−2 0.510−0.515 (12.954−13.081) 0.470−0.500 (11.938−12.7)
−3 0.590−0.595 (14.986−15.113) 0.551−0.580 (13.9954−14.732)

369A7011
−4 0.560−0.565 (14.224−14.351) 0.520−0.550 (13.208−13.97)
369A7012 −5 0.570−0.575 (14.478−14.605) 0.530−0.560 (13.462−14.224)
NOTE:
(1) Material; 2024−T351 or T4 (QQA 225/6) bar or round stock.
(2) Break sharp edges 0.005−0.015 inch (0.127−0.381 mm).
(3) Surface finish 125 RMS.
(4) Chemical film per MIL−C−5541.
(5) * − Tolerance ±0.010 inch (0.254 mm).
Figure 7−28. Sleeve Fabrication and Installation
Page 7−83
Revision 16
CSP-H-2
(o). Adjust each control tube to its B. Control Tube Straight Area Sleeve
previously measured length and Installation
paint the control tube ends with
primer. Paint adjustable ends of This repair is permissible on the straight area
control tube flat black. of the tube only and increases the outside
diameter.
(p). Re-identify, with permanent ink, the
control tubes that have been re
worked (Ref. Table 7-9). NOTE: Ensure adequate clearance exists prior
to performing the repair. Determine and re
(q). Rework control tube boot (Ref. pair condition that caused damage. Maxi
Figure 7-29). mum length of repair sleeve is 6 inches. Two
sleeve repairs permitted per control tube.
If control tube is not accurately
CAUTION measured, flight controls will (1). Remove damaged control tube(s) (Ref.
require re-rigging. Tunnel-Routed Control Tube Replace
(r). Reinstall control tubes. Reinstall ment).
trimmed boot with vertical seam
facing aft. Check flight controls for (2). Tape around area to be repaired.
interference or binding.
(3). Using paint remover (11, Table 2-4),
Table 7−9. Control Tube Re−Identification strip paint 1.0 inch (2.54 cm) beyond
Old Part Number New Reworked Part Number area of repair.
369A7007 369A7007−5
(4). Polish out burrs and sharp edges.
369A7009 369A7009−5 Ensure defects do not exceed allowable
369A7011 369A7011−5 limits (Ref. Table 7-10). Dye penetrant
inspect area per MIL-I-25135; no
369A7012 369A7012−5 cracks allowed.
Table 7−10. Control Tube Straight Area Repair Limits
Nicks and Gouges (2) Dents and Depressions (2) Repair Sleeve (3)
Control Max. Depth Max. Depth Max. Depth Max. Depth
Wall
Tube W/O Repair With Repair W/O Repair With Repair O.D.
Thickness
(4) (1) (4) (1)
0.006 inch 0.015 inch 0.010 inch 0.025 inch 1.375 inch 0.049 inch
369A7007
(0.152 mm) (0.381 mm) (0.254 mm) (0.635 mm) (3.4925 cm) (1.2446 mm)
0.008 inch 0.020 inch 0.010 inch 0.025 inch 1.50 inch 0.049 inch
369A7009
(0.203 mm) (0.508 mm) (0.254 mm) (0.635 mm) (3.810 cm) (1.2446 mm)
369A7011 0.010 inch 0.025 inch 0.010 inch 0.025 inch 1.625 inch 0.049 inch
369A7012 (0.254 mm) (0.635 mm) (0.254 mm) (0.635 mm) (4.1275 cm) (1.2446 mm)
NOTE:
(1) Sleeve repair not permitted in tapered area. Two sleeve repairs per control tube. Maximum defect area
0.375 in2 (2.41935 cm2 ) per sleeve.
(2) Must be free of burrs and sharp areas.
(3) Aluminum tube 6061−T6 WW−T−700/6 or 2024−T3 WW−T−700/3. Alternate: field fabricate from
2024−T351 or 2024−T4 (QQ−A−225/6 or QQ−A−200/3). Inside diameter to be 0.010−0.025 inch
(0.254−0.635 mm) larger than outside diameter of tube to be repaired. Outside diameter as listed in table,
±0.010 inch (0.254 mm) and concentric to inside diameter 0.005 inch (0.127 mm). Maximum length of
repair sleeve 6 inches (15.24 cm). Break sharp edges 0.005−0.015 inch (0.127−0.381 mm).
(4) Maximum defect area without repair 0.10 in2 (0.64516 cm2) total. For threaded area, last 2 inches (5.08
cm) of both ends, maximum depth of defect 0.020 inch (0.508 mm).
Page 7−84
Revision 16
CSP-H-2
SEWN SEAMS SEWN SEAMS
2 PLCS
0.40-0.50 IN.
(10.16-12.7 MM)
(NOTE 1)
DOUBLE BOOT SINGLE BOOT
NOTES:
1. TRIM BOOTS BELOW HORIZONTAL SEAM.
CAUTION: DO NOT USE SOLVENTS OR PETROLEUM BASED
CLEANING
FLUIDS ON VINYL BOOTS.
2. CLEAN INSIDE AND OUTSIDE OF VERTICAL SEAM AND TOP OF
BOOT WITH CLEAN CLOTH DAMPENED WITH ISOPROPYL ALCOHOL.
3. COAT BOTH SIDES OF VERTICAL SEAM WITH CONTACT CEMENT.
4. APPLY THIN COAT OF CONTACT CEMENT ALONG TRIMMED EDGE
AND 0.125-0.250 IN. (3.175-6.35 MM) DOWN INSIDE AND OUTSIDE
SURFACES OF BOOTS TO PREVENT FRAYING. G67-1036A
Figure 7−29. Control Tube Boot Rework

NOTE: Bond integrity is dependent on clean mounts below the pilot's seat cover, between
surfaces. the right and left inboard sides of the seat
structure. The bracket provides the hingeline
(a). Thoroughly clean repair area of for the longitudinal and lateral idler bell
control tube and interior surface of cranks, the tail rotor bellcrank, and the engine
sleeve with lint free cloth and MEK droop control bellcrank, which are also made of
(22) or equivalent. magnesium. It also provides the inboard
(b). Mix epoxy adhesive per manufactur support for the collective torque tube.
er's instructions.
A. Controls Support Bracket and Bellcrank
(c). Apply adhesive (121) to both surfaces Removal
and install sleeve.
(1). Remove foot fairings and controls
(d). Remove excessive adhesive with lint access door (Sta. 78.50), and remove
free cloth moistened with MEK or pilot's seat cover.
equivalent. Do not saturate the
cleaning cloth. (2). Remove collective bungee.
Do not use heat gun. Use of heat (3). Disconnect tunnel‐routed control tubes.
CAUTION lamp is acceptable.
(4). Remove cotter pin, nut, two washers
(e). Allow to cure for 24 hours at mini
and bolt; disconnect upper end of each
mum ambient temperature of 68°F
cyclic trim actuator.
(20°C); alternate cure 4 hours at
115°-140°F (46°-60°C). (5). Disconnect floor‐routed tail rotor
(f). Using primer (4), touch-up repaired control tube from tail rotor bellcrank.
area(s) of control tube.
(6). Disconnect Sta. 70 lateral control tube
48. Controls Support Bracket and Bellcranks from lateral idler bellcrank.
(Ref. Figure 7-30) The controls support (7). Disconnect one‐way lock from longitudi
bracket is a cast magnesium bracket that nal idler bellcrank.
Page 7−85
Revision 16
CSP-H-2
COLLECTIVE TORQUE
BUNGEE SUPPORT BRACKET TUBE
WASHER
(SPECIAL)
* *
* * CONTROLS SUPPORT
BRACKET
DROOP CONTROL
OVERRIDE LINK
*
COUNTERSUNK
BEARING * * TAIL ROTOR BELLCRANK
BUSHING
BEARING
NOTE 2 (NOTE 3)
LAT IDLER
* BELLCRANK
0.1875 IN. FLOOR-ROUTED
BEARING & * (4.7625 MM) TAIL ROTOR
SPACER DIA CONTROL ROD
BUSHING *
(NOTE 3)
0.250 IN. *
(6.35 MM) BEARING
DIA STA 70 LAT
CONTROL ROD
* MAX. TORQUE
COUNTERSUNK 50 IN. LB (5.65 NM)
NOTE 4
BEARING ELECTRICAL
SPACER FLAT
WASHER
* * LONGITUDINAL (NOTE 5)
IDLER BELLCRANK
LATERAL CYCLIC
ONE-WAY TRIM ACTUATOR
LOCK
STA 72 DROOP
CONTROL
BELLCRANK
LONGITUDINAL CYCLIC *
TRIM ACTUATOR *
NOTE 4
BOLT INSTL
HOLE
2. SHIM WASHERS USED AS REQUIRED TO OBTAIN NO SIDELOAD ON

ONE-WAY LOCK.
* 3. MUST ROTATE FREELY IN ACTUATOR BEFORE INSTALLATION; MUST
NOT ROTATE AFTER INSTALLATION.
4. BOND JUMPER ATTACHMENT AT ACTUATOR MAY BE EITHER
NOTES: CONFIGURATION SHOWN.
1. ASTERISK ( * ) IDENTIFIES SLOTTED BUSHINGS. EDGE OF BUSHING 5. ON CURRENT CONFIGURATION ONLY. INSTALL AT FIRST OPPORTUNITY.
MUST PROTRUDE A MIN. OF 0.010 IN. (0.254 MM) TO A MAX. OF 0.080 IN. 6. DOUBLE ASTERISK ( * * ) INDICATES PARTS THAT MAY BE EITHER
(2.032 MM) ABOVE OUTSIDE SURFACE OF PART AFTER NUT IS MAGNESIUM OR ALUMINUM ALLOY. REF. SEC. 2 FOR ALLOY
TIGHTENED. IDENTIFICATION AND CORROSION CONTROL. 30-046D
Figure 7−30. Installation of Controls Support Bracket, Idler Bellcranks and

Cyclic Trim Actuators
Page 7−86
Revision 16
CSP-H-2
(8). Remove pilot's collective pitch stick. NOTE: Parts identified with a double asterisk
(∗∗) may be either magnesium or aluminum
(9). Provide support for collective torque alloy. Ref. Sec. 2 for corrosion control and
tube. Remove two bolts, four washers, identification of magnesium and aluminum
and two nuts securing bungee support alloys.
bracket and collective torque tube to
controls support bracket. D. Control Support Bracket and Bellcrank
Repair
(10). Remove cotter pin, nut, three washers,
and bolt (Detail A); disconnect aft end (1). Replace unserviceable bearings. Install
of droop control override link from a new bearing of the correct type with
collective torque tube bracket. surface primer and grade A locking
compound (28 and 29, Table 2-4),
(11). Remove cotter pin, nut, two washers, according to container instructions.
bolt, and Sta. 72 droop control bellcrank
from support bracket (Detail B). NOTE: Ensure that the idler bellcrank spacers
are reinstalled between bearings whenever
(12). Remove six screws, six washers, and six idler bellcrank bearings are replaced.
nuts securing support bracket to seat
structure. (2). Replace bellcranks or the controls
support bracket for distortion, cracks,
(13). Remove support bracket; use care to or enlongated holes.
avoid striking any of the bellcranks and E. Controls Support Bracket and Bellcrank
push tubes. Reassembly
B. Controls Support Bracket and Bellcrank (1). Install longitudinal idler bellcrank with
Disassembly bolt, two washers, nut, and new cotter
pin. Check that the slotted bushing is
(1). Remove cotter pin, nut, two washers, in place in the support bracket lug, and
bolt, and lateral idler bellcrank. Do not reinstall the shim washers used
remove slotted bushing unless replace between the bellcrank and bracket for
ment is necessary. no sideload of the one-way lock.
(2). Remove cotter pin, nut, two washers, (2). Install lateral idler bellcrank, bolt, two
bolt, and tail rotor bellcrank. Do not washers, nut, and new cotter pin.
remove slotted bushing unless replace Check that the slotted bushing is in
ment is necessary. place in the support bracket lug.
(3). Remove cotter pin, nut, two washers, (3). Install tail rotor bellcrank, countersunk
bolt, and longitudinal idler bellcrank. head bolt two washers (one counter
Do not remove slotted bushing unless sunk), nut, and new cotter pin. Check
replacement is necessary. that the slotted bushing is in place n
the support bracket lug.
NOTE: The shim washers between the longitu
dinal idler bellcrank and support bracket F. Controls Support Bracket and Bellcrank
are used to align the one‐way lock for no Installation
sideload. Keep the washer selection with the
bracket for use during reassembly. (1). Carefully position assembled support
bracket and bellcranks between the
C. Controls Support Bracket and Bellcrank seat structure bulkheads and secure
Inspection with six screws, six washers, and six
nuts.
(1). Inspect bearings in bellcranks for
binding. (2). Position Sta. 72 droop control bellcrank
in support bracket and install with bolt,
(2). Perform a fluorescent dye penetrant two washers, nut, and new cotter pin
inspection on any suspected part. (Detail B).
Page 7−87
Revision 16
CSP-H-2
NOTE: The cap is matched to the cradle of each collective pitch stick, the collective bungee
control support bracket. Check that the installation, and the interconnecting shafts
numbers on each part are the same before and linkage. All components, except the stick
accomplishing step (a). below. and tunnel‐routed collective mixer control
tube, are located within the pilot's seat
(3). Position collective torque tube and structure.
bungee bracket on support bracket
cradle and install cradle bolts, four Dual control provisions are incorporated into
washers, and two nuts. the pilot's compartment collective controls
installation. Refer to CSP-HMI-3, HMI
(a). Check that two slotted bushings are Supplement M, as applicable for information
in place in the bungee support on dual collective controls.
bracket.
(b). Check that index groove in edge of 50. Pilot’s Collective Pitch Control Stick (Left
cap that clamps torque tube to Position)
support bracket cradle mates with
matching index at bracket cradle (Ref. Figure 7-32) The pilot's collective pitch
parting surface. stick consists primary of a switch housing,
throttle grip and friction mechanism, collective
(4). Install pilot's collective pitch stick. stick tube and friction mechanism, and gas
producer control shafts having right angle
(5). Connect aft end of droop control (pinion and bevel gear) drive. Collective pitch
override link to collective torque tube stick controls include: the N1 throttle and idle
droop control bracket. stop release ring, an N2 governor trim switch,
a landing light switch, a stick friction adjust
(6). Connect one‐way lock to longitudinal
ment grip, a throttle friction nut, and a
idler bellcrank.
starter-ignition switch.
(7). Connect Sta. 70 lateral control tube to
lateral idler bellcrank. Check that A. Pilot’s Collective Pitch Stick Removal
slotted bushing is in place in the (Left Position)
bellcrank ear.
Install bungee installation
(8). Connect floor‐routed tail rotor control WARNING tool (26, Table 2-2) before
tube to tail rotor bellcrank. Check that disconnecting any pilot's collective
slotted bushing is in place in bellcrank stick hardware. There is strong bun
ear. gee spring pressure present in the
stick linkage; if suddenly released,
(9). Connect upper end of each cyclic trim spring reaction in the linkage can
actuator with bolt, two washers, cause personal injury or parts dam
bushing, nut, and new cotter pin. age.
(a). Check that slotted bushing is in place (1). Remove outboard collective stick cover
in bellcrank ear. (Ref. Sec. 2).
NOTE: Lateral actuator upper hingeline has (2). Disconnect pilot's collective pitch stick
0.1875 inch (4.7625 mm) ID; longitudinal electrical plug.
has 0.25 inch (6.35 mm) ID.
(10). Connect lower ends of tunnel‐routed (3). Install bungee installation tool (26,
control tubes. Table 2-2) on collective bungee (Ref.
Collective Bungee Installation).
(11). Install collective bungee.
(4). Remove attaching hardware that
49. Collective Controls secures the guide to the seat structure
bracket.
(Ref. Figure 7-31) The pilot's compartment
collective controls consist of the left position (5). Remove collective bungee.
Page 7−88
Revision 16
CSP-H-2
COLLECTIVE MIXER TUNNEL-ROUTED

INBOARD COLLECTIVE CONTROL ROD
STICK SOCKET ASSY
NOTE 3
GAS PRODUCER
CONTROL ROD
BUNGEE OVER-CENTER ADJUSTMENT BOLT
(NOTE 1)
COLLECTIVE CONTROL INTERCONNECTING

TORQUE TUBE
GAS PRODUCER INTERCONNECTING

TORQUE TUBE
BUNGEE
INSTL
N2 DROOP
BUNGEE SPRING CONTROL
ADJUSTMENT RETAINER OVERRIDE LINK
(NOTE 2)
COLLECTIVE STICK FRICTION

MECHANISM AND GUARD
THROTTLE
THROTTLE FRICTION
PILOT'S COLLECTIVE NOTE 4
PITCH STICK ASSY NOTE 5 FUSELAGE
SKIN
GUIDE
SLEEVE BUSHING
NOTE 5
NOTES:
1. TURN CW TO INCR, CCW TO DECR OVERALL COLLECTIVE DOWNLOADS.
2. TURN CW TO INCR, CCW TO DECR BUNGEE PRELOAD.
CAUTION: DO NOT ADJUST BUNGEE SPRING TENSION WHILE BUNGEE INSTL
TOOL (369A9936) IS INSTALLED. USE OVERCENTER ACTION OF STICK TO
COMPRESS SPRING TO REMOVE TOOL.
3. BUSHINGS MUST PROTRUDE A MIN. OF 0.010 IN. (0.254 MM) AFTER BOLT IS TIGHTENED.
4. TORQUE PER TABLE 2-5; APPLY EQUALLY AND BY SMALL INCREMENTS.
5. ARRANGE WASHERS TO LINE UP GUIDE WITH STICK; SPACE LOOSELY WITH
THREE WASHERS. 30-048B
Figure 7−31. Pilot’s Compartment Collective Controls
Page 7−89
Revision 16
CSP-H-2
(6). Remove inboard collective socket At mid‐travel, two pilot's throttle grip at
assembly; taching bolts should be approximately
straight down.
(a). Disconnect droop control override The inboard pinion and outboard grip
link. should be set to and held at these posi
tions while socket and stick gearing is in
(b). Slide bungee bracket to side. terconnected by gas producer intercon
nect torque tube.
(c). Remove cradle cap and slide collec If mid‐travel positions are not synchro
tive torque tube inboard (Ref. Collec nized, further adjustment of installation
tive Control Interconnecting torque is required.
Tube Removal).
(3). Complete insertion of collective torque
(7). Remove nuts, washers, and bolts that tube, install cradle cap, position bungee
connect stick housing to torque tube. bracket in mounting position, connect
droop control override link, install
(8). Remove stick by sliding it outboard and collective socket assembly and install
off torque tube. collective bungee.
B. Pilot’s Collective Pitch Stick Installation (4). Position friction guide in the seat
(Left Position) structure bracket.
(a). Arrange three washers and bushings,

(1). Lubricate stick housing socket with
loosely spaced between bracket ears,
grease (26, Table 2-4).
so that guide is in line (parallel) with
the stick.
(2). Install stick by sliding housing on
collective control interconnecting torque (b). Install bolt, two washers, nut and
tube. new cotter pin.
(a). Align matching holes and install (5). Connect the electrical plug.
bolts, washers and nuts.
(6). Install outboard collective stick cover.
(b). Tighten nuts equally and by small Check that wiring will not foul when
increments until correct torque is stick is raised and lowered.
applied (Ref. Table 2-5).
(7). Remove snap plug from exterior skin.
NOTE:
(a). Rotate throttle and visually check for
On completing attachment of pilot's col zero backlash between gas producer
lective pitch stick and inboard collective interconnect torque tube and the
socket assembly on collective control in hexagonal ID of the drive gearshaft
terconnect torque tube, ensure both pi in the stick housing.
lot's throttle grip and inboard socket N1
pinion gear are at mid‐travel position. (b). Eliminate any backlash by tightening
At mid‐travel, wide tooth‐space of inboard pipe plug in end of torque tube; zero
socket pinion gear will be at approximate backlash is required at both ends of
ly one o'clock as viewed looking aft into tube.
open end of socket.
(8). Check that inboard stick socket gears
Gas producer control rod‐to‐inboard stick are at mid-travel when pilot's stick
assembly idler bolt holes should be in line throttle grip is set to mid-travel. If not,
with centerline of stick assembly housing adjust collective pitch stick(s) gas
cap. producer control linkage.
Page 7−90
Revision 16
FRICTION WASHER
(WOOL FELT)
BACKUP DISC
(AL ALY)
SWITCH THROTTLE GRIP THROTTLE FRICTION COVER
HOUSING (NOTE 1) NUT MTG DISTANCE SHIM
(CUT)
SPRING FRICTION DISC
(NYLON)
BACKUP DISC BEARING
(AL ALY) (NOTE 3)
GAS PRODUCER
GRIP ATTACH CONTROL TUBE
BOLTS PINION
IDLE STOP
RELEASE RING HOUSING SOCKET FITTING
NYLON STRAP
SETSCREW (NOTE 1) (NOTE 1)
SHIM WASHER
(NOTE 5)
SETSCREW IDLER GEAR BACKLASH SHIM
STICK FITTING
GEARSHAFT
NYLON
GUARD STRAP
BACKLASH SHIM
BEARING
(NOTE 3)
NYLON STRAP
GEAR ASSY CAP
(NOTE 1) PHENOLIC BEARING

CAM
WASHERS (NOTE 3)
(NOTE 1) (NOTE 2)
FITTING THREADS FRICTION
(NOTE 1) ADJUSTMENT
STICK TUBE TEFLON WASHER
AL ALY
WIRE GUIDE WASHER
SPACER
NOTE 1
FRICTION (NOTE 1)
DRIVE GEAR RETAINER
(NOTE 1) GUIDE ASSY NOTES:
1. LUBRICATE SURFACES THAT ARE IN CONTACT DURING
ROTATION, OR OTHERWISE NOTED. USE GREASE
Figure 7−32. Assembly of Pilot’s Collective Pitch Stick (L/H Command)

SETSCREW
(26, TABLE 2-4).
2. ABRADE NEW PHENOLIC WASHERS TO REMOVE GLAZE.
3. INSTALL BEARING WITH GRADE A LOCKING COMPOUND
(29, TABLE 2-4).
4. DRIVE GEAR END PLAY, 0.002-0.010 IN. (0.0508-0.254 MM).
5. INSTALL AFTER CARGO RELEASE MECHANISM HAS
Revision 16
Page 7−91
30-049D
BEEN REMOVED.
CSP-H-2
CSP-H-2
MOUNTING DISTANCE SHIM

(CUT)
BEARING
(NOTE 2)
GAS PRODUCER
CONTROL TUBE COVER
PINION
HOUSING SOCKET
(NOTE 1) BEARING
(NOTE 2)
BACKLASH SHIM
GEARSHAFT
NYLON STRAP BACKLASH SHIM
ELECTRICAL
WIRING
STICK TUBE BEARING

(NOTE 2)
(NOTE 1) CONNECTOR
CAP
PIN
SETSCREW
WIRE GUIDE
SETSCREW ADJUSTMENT NUT
THROTTLE GRIP
GRIP ATTACH BOLT NOTES:

1. SURFACES IN CONTACT DURING ROTATION
TO BE LUBRICATED OR OTHERWISE NOTED,
SETSCREW WITH GREASE (26, TABLE 2-5).
2. INSTALL BEARINGS WITH GRADE A LOCKING
COMPOUND (29, TABLE 2-5) AFTER SHIMMING
SWITCH HOUSING FOR MOUNTING DISTANCE AND BACKLASH.
44-162A
Figure 7−33. Copilot’s Collective Pitch Stick (R/H Command)
Page 7−92
Revision 16
CSP-H-2
C. Pilot’s Collective Pitch Stick Disassembly (b). Remove pinion and bearing from
(Left Position) control tube only if replacement is
necessary.
(1). Cut the two nylon straps, and remove
stick friction mechanism guard. D. Pilot’s Collective Pitch Stick Inspection
(Left Position)
(2). Remove setscrews that secure switch
housing. (1). Inspect bearings for binding or loose
ness.
NOTE: Removal of an additional setscrew is
also required on helicopters equipped with a (2). Inspect all gears for cracks and chipped
cargo release mechanism. or broken teeth.
(3). Inspect stick tube and gas producer
(3). Cut nylon strap or twine that secures control tube for corrosion, deformation,
electrical wiring to stick tube. and loose rivets.
(4). Push wire slack into stick, carefully NOTE: The pitch stick housing and cap may be
pull housing and wiring from end of either a magnesium or aluminum alloy cast
stick tube and disconnect wiring from ing. (Ref. Sec. 2 for corrosion control and
switches (Ref. Sec. 19). identification of magnesium or aluminum
alloys.)
(5). Remove setscrew and wire guide from
forward end of stick. Tie a ``fish'', string E. Pilot’s Collective Pitch Stick Repair (Left
on each wire bundle to aid reassembly Position)
and remove wiring.
(1). Replace bearings if corroded, excessive
(6). Remove spring and idle stop release ly worn, or if the outer or inner races of
ring. bearings rotate on mating surfaces and
locking compound is inadequate to
(7). Remove grip attach bolts and slide prevent rotation.
throttle grip, friction washer and discs,
and friction nut from stick tube. (2). Replace loose rivets in the gas producer
control tube.
(8). Remove friction mechanism and guide
from stick fitting. (3). Replace a friction drive gear or idler
gear having cracked, chipped or broken
(9). Remove idler gear from stick fitting. teeth.
NOTE: Do not remove bearing from cap unless (4). Replace friction drive gear if it does not
replacement is necessary. rotate freely on stick tube, or if the
rotating stop is damaged (Ref.
(10). Remove cap from stick housing. Figure 7-35, Detail B). Drill out rivets
that attach throttle friction nut fitting
NOTE: Keep backlash shims with gear shaft to the stick to remove gear.
and do not remove bearing from stick hous
ing unless replacement is necessary. NOTE: Before replacing a drive gear for bind
ing, clean and then relubricate the ID with
(11). Remove gear shaft assembly. grease (26, Table 2-4). Reinstall gear on
stick tube and recheck for free rotation. If
(12). Remove cover from back of stick gear still binds it must be replaced.
housing.
(5). Replace the phenolic friction washers
(13). Remove gas producer control tube that slide against the guide if worn to
through access hole at back of stick less than 0.03125 inch (0.79375 mm)
housing. thickness.
(a). Remove mounting distance shim only (6). Replace the friction gear assembly if
if necessary to adjust pinion gear the driven gear has cracked, chipped or
mounting distance. broken teeth, or if the cam pin is bent.
Page 7−93
Revision 16
CSP-H-2
(7). Replace a damaged idle stop release (7). Reinstall mounting distance shims
ring. The ring must slide freely on the forward side of pinion bearing if
tube and in the throttle grip. removed during disassembly.
F. Pilot’s Collective Pitch Stick Reassembly NOTE: One edge of shim must be cut for instal
(Left Position) lation.
(8). Establish gas producer control tube
(1). Check gear shaft bearings in housing
pinion mounting distance (Ref.
cap and housing for security of outer
Figure 7-34).
races.
(9). After mounting distance shimming is
(a). Use grade A locking compound (29, correct.
Table 2-4) to install replacement
bearings. (a). Remove gas producer control tube
and apply grade A locking compound
(b). Use care to prevent compound from to outside diameter pinion bearing
entering bearings, and make sure outer race and stick housing bore.
that each bearing is seated against
its bore shoulder. (b). Reinstall control tube, and check that
compound does not enter bearing and
(2). Using grease (26), lubricate the stick that bearing outer race and shims
tube interior where the gas producer are firmly seated against housing
control tube fitting makes contact. bore.
(10). Install throttle friction nut, friction
(3). Attach ``fish'' strings routed through the discs and washers.
stick tube during disassembly, and
thread the electrical wire bundles from (11). Using grease, lubricate interior of
the plug through the exit hole, throttle throttle grip and install grip on stick
friction nut, friction washers and discs, tube.
throttle grip, idle stop release ring, and
the spring. (a). Align grip and gas producer control
tube fitting and install grip attach
(4). Pull wiring out through front end of bolts.
stick tube.
(b). When tightened, bolts must be flush
(5). Install wire guide so that it divides the or not more than 0.010 inch (0.254
switch wiring, three wires in one cutout mm) below outer surface of grip.
and four in the other. (12). Establish gas producer control tube
pinion and shaft assembly bevel gear
(a). Align guide with matching hole in backlash (Ref. Figure 7-34).
stick tube and install set‐screw.
(13). After backlash shimming is correct,
(b). When tightened, setscrew must be at remove housing cap and gear shaft.
least flush and not recessed more
than 0.010 inch (0.254 mm) below (14). Lubricate teeth of pinion gear and shaft
outer surface of tube. assembly bevel gear with grease.
NOTE: Ensure gas producer control tube is (15). Apply grade A locking compound to
installed into stick tube housing with elon gear shaft and to ID of bearings.
gated area of fitting facing down. NOTE: With throttle grip at mid‐travel the two
grip attach bolts will be positioned approxi
(6). Install gas producer control tube mately straight down.
through access hole in back of stick
housing, and through stick tube until (16). Install housing cap on shaft assembly
control tube fitting engages wire guide and seat with hand pressure while
bore. slowly rotating the grip back and forth.
Page 7−94
Revision 16
CSP-H-2
Secure cap to side of housing and cover NOTE: If gears are correctly aligned and
to back of housing. mated, do not perform steps (4). thru (6).
and continue with step (7). If gears are mis
(17). Using solder (48), connect wiring to aligned, continue with step (4).
stick switches.
(4). Disconnect link from idler and remove
(18). Pull electrical wiring slack out through link and bellcrank as an assembly from
exit holes in stick tube, position release gearshaft of inboard collective pitch
ring and. spring and install switch stick socket by removing bolt, two
housing with setscrews. washers and nut (Ref. Figure 7-38).
NOTE: During gear shaft rotation to establish
(19). Using nylon strap, or twine (30), secure correct mid‐position for gearshaft and pin
electrical wiring to stick tube approxi ion in the next step, the gearshaft cutout
mately one inch (25.4 mm) aft of exit can be seen through the hole in back of the
holes. socket assembly housing.
(20). Install friction cam and driven gear (5). Rotate end of the gas producer intercon
assembly on stick fitting. Temporarily nect torque tube in the pilot's stick
mesh idler gear and driven gear, and socket housing until the gearshaft‐
rotate friction drive gear counter-clock to‐N1 pinion gearmesh is at mid‐travel
wise to maximum stop (Ref. and N1 pinion gear wide toothspace is
Figure 7-35, Detail B). positioned at approximately one o'clock.
View pinion by looking aft into open
(21). Hold drive gear at stop and re-mesh end of collective stick socket.
idler gear and driven gear so that gear
assembly pin is at high point of cam NOTE: The inboard collective N1 pinion gear
(Detail C). must be held in correct position while steps
(7). thru (9). below are performed. If avail
(22). Use shim washers sufficient to limit able, the optional co-pilot's collective pitch
gear end play to maximum of 0.010 inch stick can be used to hold the gear in position
(0.254 mm) (Detail A), and secure idler by setting the copilot's throttle grip attach
gear with cotter pin. bolts at approximately seven o'clock (look
ing aft) before engaging the stick and socket.
(23). Assemble remainder of friction mecha (6). Reattach inboard collective pitch stick
nism. socket bellcrank to the gearshaft and
link to the idler. Bellcrank attachment
(24). Adjust collective friction mechanism.
bolt must be installed with head
slightly down and forward.
51. Gas Producer Linkage Adjustment
(7). With inboard collective pitch stick
(Ref. Figure 7-34) The following procedure is socket N1 pinion gear held at position
for adjustment of gas producer linkage in described in step (5)., rotate pilot's
installed collective pitch stick(s) and/or collective pitch stick throttle grip to
inboard socket assembly. mid-travel position (grip attaching
bolts approximately straight down).
(1). Remove cap and outboard bearing from
pilot's collective pitch stick housing. (8). Install backlash shims and gear shaft
in pilot's collective stick socket housing
(2). Remove backlash shims and gear shaft (Ref. Figure 7-32). Be sure that
assembly from socket housing. gearshaft and pinion are aligned and
mated when pilot's throttle grip is at
NOTE: Note locations and mark removed shim mid‐travel.
thicknesses to ensure proper reassembly. NOTE: Be sure that shims are installed in orig
inal locations.
(3). Ensure inboard collective pitch stick
socket internal gears are aligned and (9). Reinstall outboard bearing and cap on
mated. pilot's stick housing.
Page 7−95
Revision 16
CSP-H-2
GAS PRODUCER
TORQUE TUBE
STEP 1
STEP 2
STEP 3
STEP 4 TOP VIEW
IDLE STOP
6°
GRIP MID-TRAVEL
GENERAL NOTE:
SELECT SHIMS AS REQUIRED. CRES SHIMS N1 CLOSED
PROVIDED IN 0.001, 0.002, 0.005, 0.012 AND
0.032 IN. (0.0254, 0.0508, 0.127, 0.3048 AND
0.8128 MM) THICKNESS.
N1 OPEN
15°
70° 40' BELLCRANK ON INBD COLLECTIVE
STICK SOCKET ASSY
73° 30'
15°
STEP 5
LEFT SIDE VIEW
STEP 1
INSTALL MTG DISTANCE SHIMS TO GET 0.699-0.709 IN. STEP 4
(17.7546-18.0086 MM) AFTER SHIMMING IS CORRECT, INSTALL INSTALL BACKLASH SHIMS TO OBTAIN 0.003 IN. (0.0762 MM)
BEARING IN HOUSING WITH GRADE A LOCKING COMPOUND MAX. BACKLASH.
(29, TABLE 2-4). CAUTION: HSG AND CAP BEARINGS MUST BE SEATED
NOTE: SHIMS ARE CUT THRU ONE EDGE FOR INSTALLATION. AGAINST BORE SHOULDER, GEARS MUST NOT BIND AND
PINION MTG DISTANCE MUST BE CORRECT.
STEP 2
APPLY10 LB (45 N) MIN. LOAD TO END OF PINION DURING STEP 5
CHECK OF MTG DISTANCE DIMENSION. AFTER SHIMMING IS CORRECT, INSTALL SHAFT ASSY SO
NOTE: TIGHTENING THE THROTTLE FRICTION NUT WILL THAT CL OF GEAR TOOTH CUTOUT MATCHES CL OF STICK.
APPLY ENOUGH LOAD. USE GRADE A LOCKING COMPOUND (29, TABLE 2-4) TO
BOND SHAFT TO I.D. OF BEARINGS.
STEP 3 NOTE:
POSITION THROTTLE GRIP AT MID-TRAVEL. CL OF SHAFT ASSY GEAR CENTER TOOTH IS 2° -50' OFF
NOTE: ONE PINION GEAR TOOTH EQUALS 5° 38'. THE CUTOUT CL .
30-051B
Figure 7−34. Gas Producer Drive Mounting Distance and Backlash Adjustment
(Pilot’s Collective Pitch Stick)
Page 7−96
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CSP-H-2
(10). Check that both the pilot's throttle grip hex end of gas producer interconnect
and the inboard collective pitch stick torque tube.
socket N1 pinion gear wide toothspace
are correct at mid‐travel. (8). Measure distance between inboard end
of pilot's collective stick assembly
(11). Remove snap plug from skin, rotate housing and inboard face of gas produc
pilot's throttle grip and visually check er gearshaft in pilot's collective stick
for evidence of backlash between gas assembly.
producer interconnect torque tube and
hexagonal ID of the gear shaft. (9). Subtract measurement taken in step
(8). from measurement taken in step
(a). Zero backlash is preferred and 10 (7). Remainder is engagement of gas
degree is maximum allowed. producer interconnect torque tube with
gearshaft in pilot's collective stick
(b). If necessary, remove cover and gear assembly.
shaft from torque tube and eliminate
any excessive backlash by tightening (10). Subtract engagement (remainder) from
pipe plug in end of torque tube. 0.750 inch (19.05 mm).
(c). Zero backlash is preferred at both (a). In addition to thickness of external

ends of the tube. snap ring, add AN960-C816 washers
to end of gas producer interconnect
(12). Reinstall snap plug. torque tube to a total thickness equal
to the remainder from 0.750 inch
52. Gas Producer Interconnect Torque Tube (19.05 mm) less engagement.
Shimming
(b). Equivalent washers varying in
(Ref. Figure 7-36) thickness may be made from corro
sion resistant steel sheet and used in
(1). Remove pilot's seat cover and controls combination with AN960C816
access door. washers.
(2). Make an index mark on end of collec (11). Reinstall pilot's collective stick assem
tive torque tube fitting flush with bly.
inboard end of pilot's collective stick
assembly housing. NOTE: If the normally installed plug does not
expand tube, a 1/8-27 internal‐wrenching
(3). Remove bolts securing pilot's collective pipe plug 0.380 inch (9.652 mm) long may be
stick assembly to end of collective substituted. Whichever plug is used, it must
torque tube fitting not protrude more than 0.030 inch (7.62
mm) when tightened.
(4). Loosen pipe plug in end of gas producer
interconnecting torque tube which (12). Tighten pipe plug of gas producer
secures it to the gas producer gearshaft interconnect torque tube to obtain zero
in pilot's collective stick assembly. backlash between torque tube and
gearshaft in pilot's collective stick
(5). Remove pilot's collective stick assembly. assembly.
(6). Using rubber mallet or equivalent soft (13). Reinstall pilot's seat cover and controls
tool, tap gas producer interconnecting access door.
torque tube assembly toward copilot's
collective socket assembly. Avoid 53. Pipe Plug Adjustment for Zero Backlash
damage to gas producer interconnect (Ref. Figure 7-37)
torque tube hex end or pipe plug
threads. (1). Remove pilot seat cover for access to
under seat controls (Ref. Sec. 2).
(7). Measure distance between index mark
on end collective torque tube fitting and (2). Remove snap plug from exterior skin.
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CSP-H-2
GUARD
WASHER(S)
(NOTE 1) STICK FITTING
COTTER
PIN
PHENOLIC WASHERS
TEFLON
WASHER RETAINER
HOUSING CCW MAX FRICTION
IDLER GEAR COTTER PIN FRICTION
DRIVE GEAR
NUT (ROTATING
STOP)
CW MIN
FRICTION
WASHER
DRIVEN GEAR SPRING STICK FITTING
STOP (FIXED STOP)
GEAR ASSY GUIDE
(NOTE 2) AL ALY WASHER
CAM
SPACER
cc GUARD ATTACHMENT
NYLON STRAP
NOTES:
1. SHIM AS REQD FOR 0.010 IN. (0.254 MM) MIN. END
PLAY. GEAR TRAIN MUST ROTATE FREELY.
2. GEAR ASSY MUST SLIDE AND ROTATE FREELY IN
GEAR ASSY PIN FITTING. APPLY GREASE (26, TABLE 2-4) TO SHAFT.
(NOTE 4) 3. ACCEPTABLE MINIMUM FRICTION POSITION.
4. DESIRED MINIMUM FRICTION POSITION
NOTE 5 (CAM LOW POINT).
NOTE 3
5. CORRECT MAXIMUM FRICTION POSITION
(CAM HIGH POINT).
6. UNACCEPTABLE MAXIMUM FRICTION POSITION.
NOTE 6
30-050C
Figure 7−35. Collective Pitch Stick Friction Adjustment
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CSP-H-2
369H7352 PILOT'S COLLECTIVE CON

TROL STICK ASSEMBLY
INDEX MARK OR LINE ON GAS
PRODUCER INTERCONNECT
TORQUE TUBE END FITTING
FLUSH WITH THE INBOARD END
OF THE PILOT'S COLLECTIVE
STICK ASSEMBLY
MEASURE BETWEEN INDEX MARK

AND HEX END OF GAS PRODUCER
INTERCONNECT TORQUE TUBE
GAS PRODUCER INTERCONNECT

TORQUE TUBE FITTING INDEX MARKING
HEX END
INDEX MARK
369H7355 GAS PRODUCER INTERCONNECT
TORQUE TUBE END FITTING
GAS PRODUCER INTERCONNECT TORQUE TUBE MEASUREMENT
MEASUREMENT BETWEEN INBOARD

END OF PILOT'S COLLECTIVE STICK
HOUSING AND END OF GEAR SHAFT IN
PILOT'S COLLECTIVE STICK ASSEMBLY
PILOT'S COLLECTIVE STICK

HOUSING ASSEMBLY
GEAR SHAFT IN PILOT'S COL
LECTIVE STICK ASSEMBLY
GEAR SHAFT RECESSION MEASUREMENT
TOTAL THICKNESS OF AN960C816 WASHERS AND SNAP

RING. EQUAL TO 0.750 MINUS ENGAGEMENT LENGTH OF
GAS PRODUCER INTERCONNECT TORQUE TUBE INTO GEAR
SHAFT IN PILOT'S COLLECTIVE STICK ASSEMBLY ADDED TO
END OF GAS PRODUCER INTERCONNECT TORQUE TUBE
ENGAGEMENT LENGTH OF GAS PRODUCER

INTERCONNECT TORQUE TUBE INTO GEAR
SHAFT OF PILOT'S COLLECTIVE STICK AS
SEMBLY
0.750 NOMINAL LENGTH OF HEX END ON

THE GAS PRODUCER INTERCONNECT
TORQUE TUBE
TORQUE TUBE SHIMMING 88-484
Figure 7−36. Shimming of Gas Producer Interconnecting Torque Tube Assembly
Page 7−99
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CSP-H-2
(3). Remove bolt securing bellcrank to without changing the friction adjustment in
inboard gearshaft. the event of a power failure.
(4). Position throttle midway between idle There is no suitable check that the pilot can
stop and full open. make, with helicopter on the ground, to
determine if maintenance adjustment of
(5). With assistant, tighten pipe plugs at collective friction is correct. This is due to the
each and of torque tube simultaneously; large force application necessary to overcome
maintain throttle as set in step (4). the collective bungee and the blades resting on
Initial torque required to turn pipe the droop stops.
plugs may be high because of dried
primer used at installation. If stick friction is inadequate during flight, a
maintenance check should be performed.
NOTE: If the normally installed plug does not Once friction adjustment is determined to be
expand tube, a 1/8-27 internal‐wrenching
correct at the low friction point, any further
pipe plug 0.380 inch (9.652 mm) long may be
mechanical adjustment to alter (increase)
substituted. Whichever plug is used, it must
friction at the low point can cause the mecha
not protrude more than 0.030 inch (7.62
nism gear to be stripped when the grip is fully
mm) when tightened.
rotated for maximum friction.
(6). Reinstall bolt to secure bellcrank to A. Collective Stick Friction Mechanism
inboard gearshaft. Operational Check
(7). Reinstall snap plug in exterior skin. (1). Remove the two nylon straps that
secure guard to pitch stick and remove
(8). Reinstall pilot seat cover. guard.
NOTE: If optional dual controls are installed, (2). Check that teeth of friction drive gear,
perform following rigging and deceleration idler gear, and driven gear are not
check using co-pilot's throttle. stripped or otherwise damaged.
(9). Check engine gas producer control (3). Rotate the friction drive gear grip
rigging. counter-clockwise to the maximum
friction stop; the gear train must rotate
(10). Perform deceleration check per Pilot's freely.
Flight Manual.
(4). Check the position of the shaft assem
54. Collective Pitch Stick Friction bly pin. The pin should be at the
highest point of cam (Detail C).
(Ref. Figure 7-35) The pilot's collective pitch
stick friction allows the pilot to vary the (5). If the pin is not at the approximate
amount of effort required to raise and lower peak of the cam or has overridden the
the collective pitch stick as well as increasing peak (Detail C), the friction mechanism
stick resistance to position change resulting must be readjusted.
from sudden changes in main rotor collective (6). If the pin is in correct position, continue
forces. The grip is marked with arrows with step (7). below.
indicating the direction of rotation for increas
ing or decreasing the friction. Friction can be (7). Rotate the drive gear grip clockwise to
applied or released with one hand by rotating the minimum friction position and
the friction adjustment grip. release the grip; the gear train must
rotate freely. The pin should be at the
The collective stick friction mechanism is approximate low point of the cam.
designed so that positive locking of the pitch (Detail C) for the range of desired and
stick cannot be obtained at the maximum acceptable minimum friction position
friction point. positions for the pin.
Safety of flight considerations require that (8). With the pin in the low point of the
pilot be able to instantly overcome the cam, hand‐rotate the spring retainer
established collective pitch stick position, housing.
Page 7−100
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CSP-H-2
(a). If there is drag on the retainer, there (6). If the gear assembly does not correctly
is friction on the guide and collective position the pin, reposition the idler
friction must be readjusted. gear on the drive gear.
(b). If the retainer rotates freely, without NOTE: The gear ratio of idler gear‐to‐gear as
obvious looseness, the low point sembly is 3:1 which permits fine adjust
friction setting is correct. ments. When repositioning the idler gear, be
sure to reinstall the same number of wash
B. Collective Stick Friction Mechanism ers that were removed from between the cot
Adjustment ter pin and idler. These washers limit gear
end play to a maximum of 0.010 inch (0.254
For the collective friction mechanism to be mm). When reassembled, the gear train
correctly adjusted for maximum friction, three must rotate freely.
actions must occur at the same time:
(7). Reinstall phenolic washer, teflon
washer, retainer assembly and nut.
The drive gear must contact stick fitting
fixed stop (Detail B); (8). With the drive gear still at the maxi
mum friction position, tighten the
The spring retainer housing washer must retainer nut until it just bottoms on
contact the retainer internal stop (Detail A); retainer stop.
The gear assembly pin must be at the (9). Rotate the friction drive gear clockwise
approximate peak of the cam (Detail C). to the minimum friction stop position
and release the grip. Check the follow
Do not overtighten the retainer ing:
CAUTION nut so that the retainer washer
contacts the retainer stop before the friction (a). If the pin has overridden the low
drive gear reaches the stick fitting stop. Ad point of the cam (Detail C) (desired
justment that does not produce approxi minimum friction position), and
mately simultaneous contact will allow ex grip‐to‐stick friction prevents spring
cessive additional rotation of the drive gear back of the pin to the cam low point,
grip and cause the composition nylon gear to manually turn the grip and move pin
be stripped. to low point.
(1). Remove the friction mechanism guard. NOTE: A drive gear that does not rotate freely
(binds) on the collective stick tube should be
replaced.
(2). Rotate the friction drive gear counter-
clockwise to the maximum friction (b). With pin in cam low point, manually
position. rotate the retainer assembly; it
should turn freely on the shaft of the
(3). Remove cotter pin, nut, retainer gear assembly with only light finger
assembly, teflon washer, and one pressure. Adjust retainer nut to the
phenolic washer. nearest castellation that produces
zero friction (no drag on the retainer
(4). Slide the gear assembly out far enough assembly during rotation). Install
to disengage it from the idler gear. Use new cotter pin.
care to keep other washer and spacer
from dropping. NOTE: If undesirable collective forces (i.e.
light, heavy or creeping collective) are re
(5). Remesh the gear assembly with the ported to exist in the collective stick during
idler gear to position the pin on highest flight, do not attempt to compensate by an
part of the cam gear (Detail C). Check increase in collective friction. The reported
that the drive gear is still at the condition should be corrected elsewhere in
maximum friction stop position. the control system.
Page 7−101
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CSP-H-2
COLLECTIVE CONTROL PIPE PLUG

INTERCONNECTING (NOTE 3)
TORQUE TUBE SNAP PLUG
FUSELAGE
DROOP CONTROL SKIN
OVERRIDE LINK
BRACKET
BUSHING
(NOTE 1)
NR DISABLE CLIP (3 PLCS)

SWITCH AND (NOTE 5)
BRACKET GAS PRODUCER
(NOTE 5) INTERCONNECT
PIPE PLUG 0.20 IN. (5.08 MM) TORQUE TUBE TORQUE TUBE
(NOTE 3) (NOTE 4) SUPPORT BEARING
CONTROLS BRACKET
CRADLE INDEX GROOVE
BUNGEE SUPPORT BRACKET
ACTUATING
CAM 2.70 IN. (6.858 CM)
CONTROLS SUPPORT (NOTE 4)
BRACKET
BUNGEE OVER-CENTER
THREADED INSERT ADJUSTMENT BOLT
TORQUE TUBE
GAS PRODUCER SUPPORT BEARING
CONTROL ROD
BUNGEE OVER-CENTER FITTING
INBOARD COLLECTIVE STICK

SOCKET ASSEMBLY FITTING
MALE BEARING
RETAINER
SPRING
NOTES:
SLOTTED
1. EDGE OF BUSHING MUST PROTRUDE A MIN. OF
BUSHING
0.010 IN. (0.254 MM) TO A MAX. OF 0.080 IN.
NOTE 2 (NOTE 1)
(2.032 MM) ABOVE OUTSIDE SURFACE OF PART 30-40 IN. LB
AFTER NUT IS TIGHTENED. (3.39-4.52 NM)
2. LUBRICATE RETAINER CUPS AT EACH END OF
SPRING, FEMALE BEARING THREADS AND MALE
BEARING SHAFT WITH GREASE (26, TABLE 2-4).
3. INSTALL WITH WET PRIMER (4, TABLE 2-4). BUNGEE INSTALLATION
TIGHTEN FOR ZERO BACKLASH BETWEEN TOOL (369A9936)
TORQUE TUBE AND CONTROL GEARSHAFT AT
EACH END OF TUBE. PLUG MUST NOT PROTRUDE
MORE THAN 0.030 IN. (0.762 MM) INTERNAL FEMALE BEARING
NOTE 2
WRENCHING PRESSURE PIPE PLUG 1/8-27 X 0.38 IN. ASSEMBLY
(9.652 MM) LONG MAY BE USED AS ALTERNATE IF
AN932-2 PLUG DOES NOT EXPAND TUBE ENOUGH.
4. PRELIMINARY ADJUSTMENT ONLY.
5. USED ON HELICOPTERS WITH N1/NR ENGINE
POWER-OUT WARNING SYSTEM. REF. SEC. 17 FOR
RIGGING ADJUSTMENT. COMPRESSION TOOL ROD
6. REINSTALL EXISTING WASHERS UNDER BOLT HEAD AND CHANNEL (369A9985)
AND BETWEEN SPACER AND NUT. 30-052-1D
Figure 7−37. Collective Torque Tube, Gas Producer Torque Tube, Collective
Bungee (Sheet 1 of 2)
Page 7−102
Revision 16
CSP-H-2
BUNGEE SUPPORT
BRACKET
INBOARD COLLECTIVE
STICK SOCKET ASSY
C
BUNGEE OVER-CENTER
ADJUSTMENT BOLT
COLLECTIVE STICK SUPPORT BRACKET

REINFORCEMENT STRAP INSTALLATION
NAS1304-28 BOLT
MS21042-4 NUT
NOTE 6
BUNGEE SUPPORT
NOTE 1
BRACKET
SHIM WITH
NAS1197-416L WASHER
NAS1197-416 WASHER
AS REQD FOR SHIMMING
369ASK806-9 SPACER
(2 REQD)
NOTE 6
CONTROLS SUPPORT
BRACKET (REF)
369ASK806-3 STRAP ASSY

(1 REQD) (REINFORCEMENT)
VIEW C-C
REINFORCEMENT STRAP INSTALLATION

(CROSS-SECTION VIEW)
30-052-2
Figure 7−37. Collective Torque Tube, Gas Producer Torque Tube, Collective
Bungee (Sheet 2 of 2)
Page 7−103
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CSP-H-2
55. Collective Control Interconnect Torque (7). Remove nuts, washers and bolts that
Tube connect stick housing to torque tube.
(Ref. Figure 7-37) The collective interconnect (8). Remove stick by sliding it outboard and
torque tube consist of the tube, a bungee off torque tube.
bracket, bungee fitting, and a tube support (9). Remove torque tube by sliding it a total
bearing. The torque tube interconnects the of approximately 3 inches (7.62 cm)
pilot's collective pitch stick and the inboard toward the right side of the seat
collective stick socket assembly. The torque is structure to disengage left end from
supported at the left end by a bearing installed support bearing inside left torque tube
in the seat structure, and at the right end by support. Provide support at seat
the controls support bracket. structure lightening hole and carefully
A. Collective Control Interconnect Torque withdraw torque tube from structure.
Tube Inspection (10). Remove gas producer interconnect
(1). Remove pilot's seat cover, control access torque tube by carefully sliding it out of
door, and left side foot support fairing collective torque tube.
(Ref. Sec. 2). C. Collective Control Interconnect Torque
(2). Inspect collective interconnect torque Tube Repair
tube for cracks, and bends or similar (1). Replace loose or binding torque tube
distortions. support bearing.
(3). Inspect bungee bracket, and bungee (a). Drill out rivets securing retainer and
fitting for security and condition. doubler to seat structure to replace
left support bearing.
(4). Inspect all accessible rivets for loose
ness and support bearings for security, (b). Drill out three rivets securing right
and evidence of binding. end fitting to torque tube to replace
right support bearing.
(5). Reinstall pilot's seat cover, control
access door and foot fairing. (c). Pick up existing hole patterns and
install new bearings.
B. Collective Control Interconnect Torque
Tube Removal (2). Replace torque tube if it is cracked or
has elongated holes.
(1). Remove collective bungee.
NOTE: The torque tube droop control bracket
(2). Remove inboard collective socket may be either an aluminum or magnesium
assembly. casting. Ref. Sec. 2 for corrosion control and
identification of magnesium alloy parts.
(3). Disconnect aft end of droop control
override link from torque droop control (3). Replace a bent or stripped bungee
bracket (Ref. Figure 7-30, Detail A). adjustment bolt. Torque nut to 30 - 40
inch-pounds (3.39 - 4.52 Nm) and
(4). Remove hardware securing reinforce install new cotter pin.
ment strap, bungee support bracket
and torque tube to controls support (4). Replace scratched, nicked or damaged
bracket. reinforcement strap.
(5). Slide bungee bracket to side and D. Collective Control Interconnect Torque
remove controls bracket cradle cap and Tube Installation
reinforcement strap. (1). Install gas producer interconnect
torque tube by sliding it carefully into
(6). Slide the collective control torque tube place in collective control interconnect
sufficiently towards the right side of the torque tube.
seat structure to remove the pilot's
collective pitch stick housing from end (2). Insert torque tube into lightening hole
of tube. in seat structure. Use care when
Page 7−104
Revision 16
CSP-H-2
inserting tube into place to prevent This unit attaches between the bungee
scraping on edge of hole; insert tube over‐center fitting and bungee bracket of the
only to a position that provides suffi collective interconnecting torque tube.
cient space between tube end and
fuselage skid for installation of pilot's The collective bungee is provided to help
stick housing on end of tube. maintain selected collective pitch stick position
in flight by counter-acting forces that are fed
(3). Lubricate pilot's stick housing with back to the collective pitch sticks: blade
grease (26, Table 2-4). pitching moments; rotor head strap pack
torsion when collective pitch stick is raised or
NOTE: Stick housing must be placed on torque lowered from mid‐position (strap pack neutral
tube before installing torque tube attaching position); combined imbalance of forces in the
hardware. control system.
(4). Slide Pilot's Stick housing on collective The flight characteristics of the helicopter are
control interconnect torque tube. such that collective forces are relatively low
during most of stick travel from low pitch
(5). Complete insertion of tube and position toward high pitch. At a point near full pitch
left end of tube in fixed bearing bore. the stick forces reverse and become heavy. The
Rotate torque tube slowly back and purpose of the adjustable bungee and the
forth until right end bearing rests overcenter bracket attachment is to counteract
cradle of controls support bracket. these forces so that collective stick loads are
relatively constant throughout the full range of
(a). Check that two slotted bushings are
travel.
in place in upper lugs of bungee
bracket. position torque tube, control There are two adjustments available to
bracket cradle cap, reinforcement establish or correct collective flight loads.
strap, and bungee bracket on control Adjustment of the collective bungee spring will
support bracket. correct a variation in collective load from low
pitch (level flight) to high pitch (climb). Setting
(b). Check that cap‐to‐cradle index of overcenter bolt to raise or lower bungee
grooves are matched. Install attach fitting will cause an overall reduction or
ing hardware and ensure that increase of collective forces in both low pitch
reinforcement strap is tight with (level flight) and high pitch (climb).
bolts torqued, shim with washers as
required. A. Collective Bungee Removal
(c). Apply a thin layer of grease to sliding (1). Remove pilot's seat cover from seat
surface of bungee overcenter fitting. structure (Ref. Sec. 2).
(6). Install droop control override link to (2). Raise the collective stick and use the
torque tube droop control bracket (Ref. torque tube over‐center action to
Figure 7-30, Detail B). compress the bungee spring until
bungee installation tool (26, Table 2-2)
(7). Install inboard collective socket will fit over the spring retainers. Secure
assembly. tool halves in place with clamp.
(8). Complete installation of pilot's collec (3). With stick in over‐center position,
tive pitch stick. remove cotter pin, nut, washer, and bolt
that secure male bearing to bungee
(9). Install collective bungee. over‐center fitting.
56. Collective Bungee (4). Remove cotter pin, nut, two washers,
and bolt that attach female bearing end
(Ref. Figure 7-37) The collective bungee of bungee to the bungee bracket.
installation consists of a male bearing assem
bly, female bearing assembly, spring, and (5). Remove collective bungee and installa
retainer. tion tool as a unit.
Page 7−105
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CSP-H-2
Remove installation tool only as (5). Compress spring by closing vise until
CAUTION directed (Ref. Collective Bungee the bungee clamp may be removed from
Disassembly). bungee.
B. Collective Bungee Installation (6). Slowly open vise until bungee spring is
fully extended.
(1). Position the collective bungee in
installation tool (26, Table 2-2) so that (7). Remove retainer, spring and female
the female bearing assembly is forward bearing assembly.
and aligns with mating hole in the
NOTE: Do not disassemble female bearing as
bungee bracket (Detail A).
sembly. Replace as a unit if defective.
(2). Check that slotted bushing for bracket D. Collective Bungee Inspection
lug is in place, install bolt, two washers,
nut and new cotter pin. NOTE:
(3). Position male bearing to align with The bungee support bracket may be ei
mating hole in bungee over‐center ther an aluminum or magnesium casting.
fitting. Ref. Sec. 2 for corrosion control and iden
tification of magnesium and aluminum
(4). Install bolt, washer, nut and new cotter alloys.
pin. Replace any bungee parts having ques
tionable condition.
Do not turn the female bearing
CAUTION assembly spring retainer while (1). Inspect spherical bearings in male
the bungee installation tool is under spring bearing and female bearing assembly
load. for evidence of binding, corrosion and
galling.
(5). Raise the collective stick and use the
torque tube over‐center action to (2). Inspect female bearing assembly
compress spring until bungee installa threads for damage.
tion tool can be removed.
(3). Inspect spring for evidence of deforma
(6). With collective stick at full down tion. Free length of spring must be 4.50
position, make preliminary adjustment ±0.060 inches (11.43 ±0.1524 cm).
of the bungee installation.
(4). Inspect male bearing rod for cracks,
(7). Adjust bungee after flight evaluation, evidence of binding, corrosion and
as required. deformation.
C. Collective Bungee Disassembly E. Collective Bungee Reassembly
(1). Remove male bearing from bungee (1). Use a bench vise having jaws that are
clamped in compression by the installa lined with a nonskid material.
tion tool. (2). Lubricate cups of spring retainers and
threads and bore of female bearing
(2). Install bungee compression tool rod and
assembly with grease (26, Table 2-4).
channel (27) on compressed bungee.
Insert a 0.250 inch (6.35 mm) bolt (3). Assemble retainer, spring, and female
through channel and female bearing bearing assembly. Install compression
rod end (Detail A). tool rod and channel (27, Table 2-2) in
position. Insert a 0.250 inch (6.35 mm)
(3). Line the jaws of a bench vise with bolt through channel and female
masking tape or similar nonskid bearing rod end (Detail A).
material.
(4). Position assembly in jaws of bench vise.
(4). Place compression tool and bungee in
the vise so that the vise jaws make (5). Close the jaws to compress bungee
contact with tool rod and channel. spring until bungee installation tool
Page 7−106
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CSP-H-2
(26) will fit over the retainers. Secure (a). This adjustment must also provide
tool halves in place with clamp. absence of an excessive download or
upload while in hover and at 120
(6). Open bench vise jaws slowly, and knots level cruise.
remove the bungee compression tool rod
and channel. (b). Helicopter must be landed after each
flight check, before making corrective
(7). Install male bearing into place in adjustment.
compressed bungee.
Use all necessary precau
F. Collective Bungee Adjustment WARNING tions to prevent possible
entry of any foreign objects into con
(Ref. Figure 7-31) Adjustment of the bungee trols linkage exposed by removal of pi
system is only permissible when the helicopter lot's seat cover to make adjustment of
is on the ground. bungee system.
(1). Collective load forces are affected by After each bungee adjustment is
any adjustment made in the main rotor CAUTION made, collective stick must be
system. Observe the following: slowly moved through its full travel range to
assure that there is no binding or restriction
(a). Bungee adjustment should only be
of stick motion, and that spring does not bot
made when the main rotor blades are
tom at overcenter position.
in track and autorotation rpm is
established. NOTE: Do not turn female bearing assembly
(b). Ensure that collective stick friction is retainer while bungee installation tool is
correctly adjusted. spring loaded.
(c). Perform flight evaluation of collective (c). If an upload exists on ground at flat
forces with helicopter takeoff weight pitch and normal rpm but a down
at 2200 pounds (998 kg), N2 at 103% load prevails during hover and at 120
and ZERO COLLECTIVE STICK knots level cruise, turn bungee
FRICTION. adjustment retainer nut clockwise to
increase preload in bungee system.
(2). Prior to test flight, establish the
half-way point of the collective friction (d). To correct a download on ground
adjustment grip (drive gear) as follows. during flat pitch at normal rpm and
an upload condition during hover and
(a). Using a soft, colored pencil, index the 120 knots level cruise, turn bungee
collective friction adjustment grip at adjustment retainer nut counter
zero friction. clockwise to decrease preload in
bungee system.
(b). Roll on maximum friction (approxi
mately 275 degrees rotation). Note (e). When a relatively constant upload
travel and reset friction grip half- condition prevails during flat pitch at
way. Hold in this position. normal rpm on the ground, at hover,
and at 120 knot level cruise, decrease
(c). Using a dot of white paint or similar upload by turning bungee over‐center
method, temporarily mark the top of adjustment bolt clockwise.
the friction grip and the adjacent
exposed area of the collective stick. (f). When a relatively constant download
The friction half‐way index mark condition prevails during flat pitch
should be visible to the pilot. normal rpm on the ground, at hover,
and at 120 knot level cruise, decrease
(3). While helicopter is on ground, adjust download by turning bungee over‐
bungee to extent necessary to avoid any center adjustment bolt counterclock
upload in flat pitch at normal rpm. wise.
Page 7−107
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CSP-H-2
NOTE: Rotation of the adjustment bolt head is NOTE: If disassembly is not intended, install
the only mechanical operation required to four spacers and reinstall the washers and
adjust the over‐center position of the bungee nuts on the protruding bolts to keep the as
fitting. sembly intact.
(g). After minimum and balanced collec B. Inboard Collective Stick Socket Assembly
tive forces have been obtained, not − Disassembly
more than one-half the available (1). Disconnect the link from the idler.
collective stick friction (friction grip
at half-way index) must cancel (2). Remove the idler from the socket
collective forces during flight test at housing. Do not remove idler bearing
120 knots level flight. unless replacement is necessary.
(h). If friction applied in step (g). above is (3). Remove the four bolts and washers that
insufficient to cancel collective forces, attach housing cap to socket housing.
repeat adjustment procedure just
concluded. (4). Rotate the shaft assembly until gear
tooth cutout clears pinion (bellcrank
ears at approximately 195 degrees);
57. Inboard Collective Stick Socket Assembly
then separate the bellcrank, housing
(Ref. Figure 7-38) The inboard collective stick cap and shaft assembly from the
socket assembly is a cast magnesium housing housing.
that contains gas producer linkage and (5). Remove the bellcrank from shaft
provisions for attachment of dual collective assembly to separate housing cap from
controls. shaft.
The internal gas producer drive gear linkage is NOTE: Do not press bearings from cap or hous
essentially the same as that in the pilot's ing unless replacement is necessary. Keep
collective stick housing with the addition of a backlash shims with shaft assembly.
splined N1 pinion gear for simplified installa
tion or removal of a pilot's collective stick. (6). Remove link from bellcrank.
The lower end of the collective mixer tunnel‐ (7). Remove snap ring that retains the N1
routed control rod is attached to the socket pinion gear aft bearing in the housing.
housing, and the exterior bellcrank, idler and (8). Press the pinion gear and aft bearing,
link transfer movement of the pilot's collective as an assembly, out through the access
stick throttle to the gas producer controls hole at the back of the housing.
routed through the fuselage to the engine.
NOTE: Disassemble pinion bearings from pin
A. Inboard Collective Stick Socket Assembly ion and housing only if replacement is nec
Removal essary.
(1). Remove the pilot's seat cover and the C. Inboard Collective Stick Socket Assembly
controls access door (Ref. Sec. 2). Inspection
(2). Disconnect collective mixer tunnel‐ (1). Inspect all bearings for binding or
routed control rod. looseness.
(2). Inspect gears for cracks, and chipped or
(3). Disconnect gas producer control rod broken teeth.
from idler (Ref. Figure 7-37).
(3). Inspect all components for cracks,
(4). Remove NR disable switch if installed. corrosion and deformation.
(5). Remove the four nuts and washers that NOTE: The bellcrank and idler may be either
attach the socket assembly to the an aluminum or magnesium casting. Ref.
collective torque tube and remove the Sec. 2 for corrosion control an identification
assembly. of magnesium and aluminum alloy parts.
Page 7−108
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CSP-H-2
SNAP RING
GAS PRODUCER INTERCONNECT
N1 PINION GEAR
TORQUE TUBE
AFT BEARING
(NOTE 4)
SNAP RING PIPE PLUG
SLOTTED
BUSHING
CLIP (3 PLCS)
(NOTE 5)
SOCKET HOUSING
SPACER
(NOTE 1)
BEARING
(NOTE 4)
BACKLASH SHIM
FORWARD BEARING
(NOTES 2, 4)
SHAFT ASSEMBLY
BACKLASH SHIM
BEARING
LINK (NOTE 4)
NR DISABLE SWITCH AND BRACKET
(NOTE 3) (NOTE 5)
ACTUATING CAM
(NOTE 5)
HOUSING CAP
IDLER
BELLCRANK
IDLER BEARING
(NOTE 4)
NOTES:
1. FOUR SPACERS USED ONLY ON REMOVED SOCKET ASSEMBLY TO KEEP ASSEMBLY INTACT.
2. N1 PINION FORWARD BEARING IS LIGHT PRESS FIT IN HOUSING BORE.
3. LINK MUST BE BOLTED TO BELLCRANK BEFORE BELLCRANK AND SHAFT ASSEMBLY ARE INSTALLED.
4. INSTALL BEARINGS WITH GRADE A LOCKING COMPOUND (29, TABLE 2-4). BOND THE TWO SHAFT ASSEMBLY
BEARINGS ONLY AFTER SHIMMING FOR BACKLASH.
5. USED ON HELICOPTERS WITH N1/NR ENGINE POWER-OUT WARNING SYSTEM. REF. SEC. 17 FOR RIGGING
AND ADJUSTMENT. 30-053
Figure 7−38. Inboard Collective Stick Socket Assembly
Page 7−109
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CSP-H-2
D. Inboard Collective Stick Socket Assembly (6). Establish N1 pinion and shaft assembly
Repair bevel gear backlash (Ref. Figure 7-39).
(1). Replace bearings if corroded, excessive (7). After backlash shimming is correct,
ly worn, or if the outer or inner races of remove housing cap and gear shaft.
bearings rotate on mating surfaces and
locking compound is inadequate to (8). Install bellcrank on shaft assembly, and
prevent rotation. link to bellcrank.
(a). Install new bearings with grade A

NOTE: Bellcrank attachment bolt must be
installed with head slightly down and for
locking compound (29, Table 2-4).
ward.
(b). Check that replacement bearing is (9). Lubricate teeth of pinion gear and shaft
properly seated in its bore. assembly bevel gear with grease (26).
(2). Replace any part that is cracked. (10). Apply grade A locking compound to
gear shaft and ID of bearings.
(3). Replace entire link if bearings are
defective; link bearings are not replace (11). With the centerline (wide) toothspace of
able. the N1 pinion gear up (on top), install
shaft assembly gear at midtravel
(4). Replace a pinion gear or shaft assembly position.
bevel gear when correct backlash
cannot be maintained because of tooth NOTE: N1 pinion gear side toothspace should
irregularities caused by wear or be position up at approximately one o'clock
deformation. position, as viewed looking aft into open end
of socket.
E. Inboard Collective Stick Socket Assembly
− Reassembly (12). Install four bolts, eight washer, four
spacers and nuts to secure cap to
(1). Check gear shaft bearings in housing housing.
cap and housing for security of outer
races. (13). Install idler to housing, and link to
idler.
(a). Use grade A locking compound (29,
Table 2-4) to install replacement
NOTE: As installed, idler to gas producer con
trol rod bolt holes should be in line with
bearings.
centerline of stick assembly housing cap
(b). Use care to prevent compound from when gear shaft and pinion gears are posi
entering bearings, and make sure tioned as outlined in step (11). above.
that each bearing is seated against F. Inboard Collective Stick Socket Assembly
its bore shoulder. Installation
(2). Apply grade A locking compound (29) to (1). Remove four nuts washers and spacers
pinion gear aft bearing OD, and from socket assembly mounting bolts.
matching bore in socket housing.
(2). With throttle grip on pilot's collective
(3). Install the assembled N1 pinion gear stick at midtravel (Ref. Figure 7-34),
and aft bearing; seat bearing firmly rotate bellcrank back and forth slightly
against bore shoulder. to engage socket assembly to gearshaft
on hexagonal end of gas producer
(4). Install snap ring that retains aft interconnect torque tube.
bearing in housing bore.
(a). Bellcrank centerline, N1 pinion gear
(5). Apply locking compound to bond pinion centerline toothspace and pilot's
shaft and forward bearing ID. throttle must be as shown.
Page 7−110
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CSP-H-2
NOTE: With pilot's throttle grip at midtravel, (9). Reinstall pilot's seat cover and the
two grip attach bolts should be approxi controls access door.
mately straight down. Simultaneously,
idler-to-gas producer control rod bolt holes (10). Check that inboard collective pitch stick
should be in line with centerline of inboard socket gears are at midtravel when
stick assembly housing cap. At midtravel, pilot's collective pitch stick throttle grip
inboard N1 pinion gear spline wide tooth is set to midtravel. If not, adjust
space should be at approximately 1 o'clock collective pitch stick(s) gas producer
as viewed looking aft into open end of sock control linkage.
et.
(11). Adjust NR disable switch if installed.
(3). Install NR disable switch if required,
and secure socket assembly housing to
collective torque tube. 58. Cyclic Controls
(4). Rotate pilot's throttle and check for zero The cyclic pitch control system is a fully
backlash between gas producer inter mechanical control system. Any combination of
connect torque tube and the hexagonal lateral and longitudinal cyclic pitch stick
(ID) interior of drive gearshaft in socket movement is mixed by cyclic lateral and
assembly housing. longitudinal control mixers and transferred to
the main rotor swashplate, which applies the
(5). Eliminate backlash by removing combined motion through pitch control rods to
housing cap and gearshaft, and then the main rotor blades.
removing pipe plug in end of torque
tube (Ref. Figure 7-37). Forward and rearward movement of the cyclic
pitch stick causes helicopter motion in a
(a). Coat pipe plug with wet primer (4, longitudinal direction, while side-to-side
Table 2-4), reinstall and tighten it so movement provides motion in a lateral
that there is no backlash between direction. This action varies the lift developed
torque tube and control gearshaft at by main rotor blades and thus serves as
each end of the tube. primary control of horizontal flight.
NOTE: If the normally installed plug does not The pilot's compartment cyclic controls include
sufficiently expand tube, a 8-27 internal‐ the control stick, a lateral interconnecting rod,
wrenching pipe plug 0.380 inch (9.652 mm) lateral cyclic bellcrank, longitudinal cyclic
long may be substituted. control interconnecting torque tube and lateral
and longitudinal friction mechanisms.
(b). Whichever plug is used, it must not
protrude more than 0.030 inch (0.762 The one‐way lock assembly, longitudinal cyclic
mm) when tightened. trim actuator, lateral cyclic trim actuator,
longitudinal idler bellcrank and lateral idler
(c). Zero degree backlash is required at bellcrank are located beneath the pilot's seat
both ends of tube. structure.
(d). After plug is tightened, reinstall Tunnel‐routed longitudinal and lateral control
gearshaft and housing cap. rods connect the underseat idler bellcranks to
the main rotor lateral pitch mixer bellcrank
(6). Connect gas producer control rod to and longitudinal pitch idler.
idler.
Dual control provisions are incorporated into
(7). Connect collective mixer tunnel‐routed the pilot's compartment cyclic controls
control rod. installation. Dual control information for the
helicopter is provided in CSP-018, CSP-H-3,
(8). Remove bungee installation tool. or HMI Supplement M, as applicable.
Page 7−111
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CSP-H-2
STEP 2
TOOTHSPACE ON SPLINE
STEP 1
LINK
BELLCRANK
GENERAL NOTE:
SELECT SHIMS AS REQUIRED. CRES SHIMS
PROVIDED IN 0.001, 0.002, 0.005, 0.012 AND TOP VIEW
0.032 IN. (0.0254, 0.0508, 0.127, 0.3048 AND
0.8128 MM) THICKNESS. GRIP / N1 PINION GEAR
MID-TRAVEL
N1 CLOSED
N1 OPEN
IDLE STOP
6°
15° 73° 30'
15°
70° 40'
2° 50'
CL OF N1 PINION AND
CL OF SHAFT ASSY
GEAR CUTOUT
STEP 3
RIGHT SIDE VIEW
STEP 1
POSITION C STEP 3
L (WIDE) TOOTHSPACE OF N1 PINION GEAR SPLINE UP AT AFTER SHIMMING IS CORRECT, INSTALL SHAFT ASSY BEARINGS WITH
APPROX 1 O'CLOCK VIEWED FROM SOCKET END.
NOTE: ONE STANDARD PINION GEAR TOOTH EQUALS 5° 38'. GRADE A LOCKING COMPOUND (29, TABLE 2-4).
INSTALL SHAFT ASSY (WITH LINK ATTACHED TO BELLCRANK) SO THAT
STEP 2 POSITION OF BELLCRANK, CL OF SHAFT ASSY GEAR CUTOUT AND CL
INSTALL BACKLASH SHIMS TO OBTAIN 0.003 IN. MAXIMUM BACKLASH. (WIDE) TOOTHSPACE OF PINION SPLINE ARE AS SHOWN.
CAUTION: BEARINGS MUST BE SEATED AGAINST BORE SHOULDER NOTE: CL OF SHAFT ASSY GEAR CENTER TOOTH IS 2° 50' OFF THE
AND GEARS MUST NOT BIND. CUTOUT CL .
30-054B
Figure 7−39. Adjustment of Gas Producer Drive Backlash (Inboard Collective

Stick Socket Assembly)
Page 7−112
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CSP-H-2
59. Pilot’s Cyclic Control Stick (Left Position) (7). Connect electrical plug.
(Ref. Figure 7-40) The left position pilot's C. Pilot’s Cyclic Control Stick Grip Removal
cyclic control stick consists of a grip, and a
anodized aluminum alloy tube riveted in a (1). Disconnect removable contacts from
magnesium or aluminum socket. The cyclic electrical plug (Ref. Sec. 19).
grip contains a toggle-type switch for the
cyclic trim controls and a trigger-type switch (2). Remove the nylon strap that secures
for radio/interphone communication. A blank wiring to stick socket.
switch socket is provided to the left of the trim NOTE: Remove strap mounting plate only if
switch for optional equipment switch installa unserviceable.
tion. Coiled and deadened wiring is provided in
the grip for connection to the optional switch. (3). Remove screw from grip and separate
grip from tube.
A. Pilot’s Cyclic Control Stick Removal (Left
Position) (4). Tie a ``fish'' string to each wire bundle
to aid reassembly.
(1). Disconnect control stick electrical plug.
(5). Push wire slack into wiring exit holes
(2). Remove the cotter pin, nut, washers in stick socket while pulling grip wiring
and bolt that secure the pilot's lateral from stick tube.
control rod to the stick socket.
(6). Remove grip and wiring; leave strings
(3). Remove the cotter pin, nut, washers in tube.
and bolt that attach the lateral friction
mechanism link to the cyclic torque D. Pilot’s Cyclic Control Stick Grip
tube. Installation
(4). Remove the cotter pin, nut, washers (1). Separate grip wiring into approximate
and bolt that attach the stick socket to ly equal color‐coded bundles, according
the end of the cyclic torque tube. to the wiring diagram in Section 20.
Remove stick with lateral friction
mechanism attached. (2). Install an 8 inch (20.32 cm) length of
AWG Size No. 3 electrical insulation
B. Pilot’s Cyclic Control Stick Installation sleeving (31, Table 2-4) on each bundle
(Left Position) and push sleeving into grip.
(1). Position pilot's cyclic control stick to (3). Route wiring through stick tube and
align with mating holes in torque tube out wiring exit holes with the aid of
(Ref. Figure 7-33). ``fish'' strings.
(4). Push wires at grip end while pulling

(2). Install bolt, two washers, nut, and new slack out of socket.
cotter pin.
(5). Install an additional 8 inch (20.32 cm)
(3). Check that slotted bushing is in place; length of insulation sleeving to protect
then align plot's lateral control rod with each wire bundle where routed through
stick socket. exit holes in socket.
(4). Install bolt, two washers, nut and new (6). Position grip on stick tube and install
cotter pin. screw.
(5). Position guide link to align with mating (7). Push as much wire slack as possible
hole in torque tube. back into the stick.
(6). Install bolt, sleeve bushing, three (8). Secure wiring to socket with a new
washers, nut and new cotter pin. nylon strap, or equivalent.
Page 7−113
Revision 16
CSP-H-2
NOTES:
NOTE 2
SLEEVE 1. ASTERISK IDENTIFIES SLOTTED BUSHING. EDGE OF
BUSHING BUSHING MUST PROTRUDE A MIN. OF 0.010 IN.
NOTE 2 OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
TORQUE TUBE LINK 2. ARRANGE WASHERS TO LINE UP LINK WITH TORQUE
STUD TUBE. SPACE LOOSELY WITH THREE WASHERS.
3. ADJUST CAP NUT TO STOP THE KNOB WITH SPRING
AT FREE LENGTH ±0.03125 INCH (0.79375 MM).
4. FRICTION MECHANISM ASSEMBLY IS THE SAME AT
KNOB THE LATERAL POSITION.
(NOTE 4) 5. INSTALL WITH GRADE A LOCKING COMPOUND
(29, TABLE 2-4).
6. IF NUT CAN BE TURNED WITH FINGER PRESSURE,
THE NUT MUST BE REPLACED.
CAP NUT
(NOTES 3, 6)
DISC SPRING
RETAINER
SCREW
NYLON STRAP AND

MOUNTING PLATE
PILOT'S LATERAL
CONTROL ROD
LATERAL IDLER
BELLCRANK
* CSK

BEARING
(NOTE 5) CONTROL DIM L ANGLE ASSY PART
ROD ASSY IN. (CM) A NUMBER
*
* PILOT'S LATERAL 12.63 (32.0802) 42° 369A7102
STA 70 LATERAL 6.65 (16.891) 90° 369A7005
* MS20470AD RIVET MAX ALLOWABLE AXIAL
STA 70 LATERAL (INBD END) PLAY 0.040 IN. (1.016 MM)
A
CONTROL ROD
PILOT'S LATERAL STA 67 LATERAL

CONTROL ROD CYCLIC BELLCRANK L
30-056C
Figure 7−40. Pilot’s Cyclic Stick, Control Linkage and Friction Controls
Page 7−114
Revision 16
CSP-H-2
E. Pilot’s Cyclic control Stick Inspection (3). Assemble friction mechanism to stick
(Left Position) socket or torque tube (Detail A).
(1). Inspect stick tube attachment to socket (4). Adjust friction knob cap nut to stop the
for evidence of loose rivets, distortion knob when the spring reaches free
and corrosion. length, no compression ±0.03125 inch
(±0.79375 mm).
NOTE: The socket may be either an aluminum
or magnesium casting. Ref. Sec. 2 for corro 60. Cyclic Stick Guard
sion control and identification of magne (Ref. Figure 7-41) The cyclic stick guard
sium and aluminum alloys. installation protects passengers in the pilot's
compartment from movement of the cyclic
(2). Inspect parts of friction mechanism for linkage forward of the seat structure and also
physical damage. Free length of friction blocks the entry of any large foreign objects
spring should be approximately 0.580 that might jam or foul the control linkage.
inch (14.732 mm).
The guard installation consists of three
(3). To check installation: polycarbonate plastic guards and one alumi
num alloy guard, attached to the floor and face
(a). Loosen lateral and longitudinal of the seat structure. The small aluminum
friction knobs, move cyclic control guard (second from left) forms the stationary
stick and check for binding or unusu half of its rotating counterpart that is riveted
al noises. to the cyclic torque tube.
(b). Check that the rod end bearings of A. Cyclic Stick Guard Replacement
the pilot's lateral control do not jam Remove and reinstall cyclic stick guards by
when the stick is full forward and full removing the attaching screws and washers.
aft. The right guard has two slip‐fit locating pins
F. Pilot’s Cyclic Control Stick Repair (Left (rivets) that engage the large central guard to
Position) keep the two guards aligned.
NOTE: Riveted nutplates are provided at all
Disassemble cyclic control stick only as screw locations except for the top left and
necessary to replace damaged or faulty parts. two top center screws of the large (central)
NOTE: The stick tube should not be removed guard; regular washers and nuts are
from the stick socket; the assembly should installed at these three places.
only be replaced as a unit. 61. Pilot’s Compartment Lateral and
Longitudinal Cyclic Control Linkage
(1). Cut wiring to correct length and
reinstall replaceable contacts and (Ref. Figure 7-40) The pilot's compartment
electrical plug according to Sec. 19 and lateral and longitudinal cyclic control linkage
wiring diagram in Sec. 20. consists of the two control rods and bellcrank
that interconnect lateral control movement,
G. Pilot’s Friction Mechanism Replacement and the cyclic torque tube and one‐way lock
control system that interconnect longitudinal
(1). Remove cap nut from friction stud and control movement of the pilot's cyclic stick to
disassemble friction mechanism from the tunnel-routed mixer control rods.
stick socket or torque tube (Detail A).
A. Lateral Control Rods and Station 67
(2). Replace a bent or stripped friction stud. Bellcrank Removal
(a). Drill out rivet and press stud from (Ref. Figure 7-41)
socket; install new stud and rivet in (1). Remove the large (central) cyclic stick
place. guard.
(b). Press a replacement spring pin into (2). Remove the pilot's seat cover, and
friction stud until one end of pin is controls access door from Sta. 78.50
flush with surface of stud. canted bulkhead (Ref. Sec. 2).
Page 7−115
Revision 16
CSP-H-2
CYCLIC PITCH INTERCONNECTING

PILOT'S CYCLIC
TORQUE TUBE
ONE-WAY STICK ASSY
LOCK ASSY
LONGITUDINAL CONTROL
FRICTION MECHANISM
WASHER
LINK
SLOTTED
BUSHING
(NOTE 1)
STA 67
LATERAL
CYCLIC
BELLCRANK
CYCLIC STICK GUARD

INSTALLATION
LATERAL CONTROL
FRICTION MECHANISM
PILOT'S LATERAL
CONTROL ROD
(NOTE 2)
CYCLIC STICK GUARD
INSTALLATION
SLEEVE BUSHING
LOCATING PIN
(2 PLCS)
NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A MIN. OF 0.010 IN. (0.254 MM)
TO A MAX. OF 0.080 IN. (2.032 MM) ABOVE OUTSIDE SURFACE OF
PART AFTER NUT IS TIGHTENED.
2. CONTROL ROD END BEARINGS MUST NOT JAM THROUGHOUT FULL
RANGE OF LONGITUDINAL TRAVEL (34°).
30-055A
Figure 7−41. Pilot’s Compartment Cyclic Control and Guard Installation

(3). Remove the cotter pin, nut, two wash between rod end bearing centers for
ers and bolt from each end of the pilot's future reference; use the trammel
lateral control rod, or Sta. 70 lateral method, or equivalent.
control rod, as applicable; remove rod
assembly. B. Lateral Control Rods and Station 67
Bellcrank Installation
(4). Remove the cotter pin, two washers and (1). Check that slotted bushing is in upper
bolt that secure Sta. 67 lateral cyclic web of seat structure fitting. Align Sta.
bellcrank to seat structure fitting; 67 lateral bellcrank and install bolt,
remove bellcrank. two washers, nut and new cotter pin.
(5). If rod or rod ends require replacement, (2). Check that slotted bushings are in
accurately measure and record distance place and install Sta. 70 lateral control
Page 7−116
Revision 16
CSP-H-2
rod and pilot's lateral control rod at (c). A dye-check for cracking shall
each end with bolt, two washers, nut always be performed after cold‐
and new cotter pin. straightening; replace a cracked rod,
or cracked or bent rod end.
(3). Move cyclic stick full forward, then full
Use care when drilling to re
aft and set pilot's lateral control rod end CAUTION move or install riveted rod end;
bearing angularity so that the bearings
do not jam at the full throw positions; the rod end is steel and the rod is aluminum.
hold rod end and tighten jam nut. Do not tighten adjustable rod end jam nut
on pilot's lateral control rod until rod is in
(4). If a new control rod or rod ends were stalled and cyclic stick longitudinal travel is
replaced, perform a cyclic control checked.
rigging check. (6). Replace a control rod end if bearing
axial play is more than 0.040 inch
(5). Install the large (central) cyclic stick
(1.016 mm). Set initial control rod
guard, pilot's seat cover and controls
length and bearing angularity.
access door.
D. Cyclic Pitch Interconnect Torque Tube
C. Lateral Control Rods and Station 67 Removal
Bellcrank Repair
(Ref. Figure 7-40)
(1). Replace the Sta. 67 lateral bellcrank if (1). Remove pilot's seat cover (Ref. Sec. 2).
it has elongated holes or is cracked.
(2). Position pilot's cyclic stick to align holes
(2). Replace the pivot bearing if it binds or in one-way lock support links with the
is excessively worn; install with grade A bolt that attaches forward end of
locking compound (29, Table 2-4). one-way lock to torque tube; tighten
longitudinal friction.
(3). Check free play of a bellcrank having a
newly installed pivot bearing by (3). Disconnect rod end from torque tube
applying light up and down pressure at arm.
forward end of bellcrank with bearing (4). Remove the pilot's cyclic stick.
secured. (5). Remove all of the cyclic stick guard
(4). Bellcrank total play measured at installation except the small guard next
centerline of bolt that attaches pilot's to the pilot's cyclic stick.
lateral control rod end must not be (6). Remove the longitudinal control friction
more than ±0.024 inch (±0.6096 mm) for mechanism (Detail A).
the bearing to be acceptable.
(7). Remove pilot's lateral control rod from
NOTE: The Sta. 67 lateral bellcrank may be ei Sta. 67 lateral bellcrank.
ther an aluminum or magnesium machined (8). Cut lockwire and remove the support
forging. Ref. Sec. 2 for corrosion and identifi nuts, support bolts and the two wide
cation of magnesium and aluminum alloys. (left‐hand) support spacers from the
seat structure fitting lugs and torque
(5). Perform a straightness check on a tube.
control rod that appears bent or bowed.
NOTE: Use care to prevent the torque tube
(a). The total length of the rod (excluding from dropping as the bolts are removed.
rod ends) must be straight within
(9). Remove the torque tube and two
0.010 inch (0.254 mm).
narrow (right-hand) support spacers.
(b). Cold‐straightening of the rod is E. Cyclic Pitch Interconnect Torque Tube
permissible provided there are no Repair
nicks or sharp dents in the bend
length, and the rod ends are NOT (Ref. Figure 7-42)
used to support the rod during the (1). The cyclic torque tube may be either a
straightening process. machined magnesium or aluminum
Page 7−117
Revision 16
CSP-H-2
casting. Ref. Sec. 2 for corrosion control lock rod ends until there is no sideload
and identification of magnesium and on the one-way lock control system.
aluminum alloys.
(5). Check that no structural interference
(2). Replace the torque tube if it is cracked, results from the spacer interchange.
has elongated holes or deformed
bearing supports. (6). When there is no sideload on one-way
lock, install and tighten the support
(3). Replace the main support bearings or nuts.
cyclic stick pivot bearings if they bind
(7). Using 0.032 inch (0.8128 mm) lockwire
or are excessively worn.
(2, Table 2-4), safetywire each nut to
(a). Drill out the four rivets and remove the hole in the threaded end of the
bearing retainer to replace right mating bolt.
support bearing. NOTE: Use care when installing lockwire as
(b). Install cyclic stick pivot bearing and both the nut and bolt are aluminum.
the right support bearing with grade (8). Install pilot's lateral control rod (riveted
A locking compound (29, Table 2-4). rod end) to Sta. 67 lateral bellcrank.
NOTE: The left support bearing is a slip-fit in (9). Install the longitudinal control friction
the torque tube lug; coat OD of replacement mechanism (Ref. Detail A).
bearing with grease (26).
(10). Install cyclic stick guards.
(4). Replace a bent or stripped friction stud.
Drill out rivet; install new stud, pick up (11). Install the pilot's cyclic stick.
predrilled hole in stud and rivet in (12). Position pilot's cyclic stick to align bolt
place. holes in torque tube arm with holes in
F. Cyclic Pitch Interconnect Torque Tube one-way lock support links.
Installation (13). Install bolt, two washers, nut and new
(Ref. Figure 7-40) cotter pin.
(14). Install pilot seat cover.
(1). Align cyclic torque tube support
bearings with holes in structure fitting 62. One−Way Lock Control System
lugs.
(Ref. Figure 7-42) The cyclic control system
(2). Place a narrow support spacer on the one-way lock (Uni-loc) is located in the
right side of each support bearing, and longitudinal control linkage within the pilot's
install the two wide support spacers seat structure.
and support bolts.
The one-way lock control system is essentially
NOTE: The support bolts may be installed from a self‐contained closed‐loop hydraulic unit
either direction, and the two narrowest consisting of a check valve, relief valve and
(right‐hand) support spacers may be inter pushrod mechanism.
changed to get best alignment of the torque
tube with the one‐way lock. The check valve is seated when longitudinal
control force (feed-back) originated by the
(3). Check that slotted bushing is in torque main rotor tends to move the one-way lock
tube arm, and fit one-way lock rod end (and cyclic stick) in an aft direction. Seating
against unbushed lug of arm. the check valve prevents unwanted aft
movement of the cyclic stick and shunts the
(4). If tightening of the attachment bolt will feed-back force into the helicopter structure.
apply sideload on the rod end, inter-
change the two narrowest (right‐hand) Normally, only very slight aft movement of the
support spacers, and/or adjust the cyclic stick is required to unseat the check
lateral position shimming of the valve. Should the check valve or pushrod shaft
longitudinal idler bellcrank or one-way that unseats the valve gall and freeze in the
Page 7−118
Revision 16
CSP-H-2
valve‐closed position, a force of approximately Do not remove cotter pin from

30 pounds is necessary to open the relief valve CAUTION output shaft end bearing or
and bypass the check valve. This force will make any adjustment on serrated end. Mal
then be required for each subsequent move function of one-way lock will result. Over
ment of the cyclic stick, either forward or aft. haul replacement instructions are provided
in CSP-H-5.
Conversely, should the check valve spring fail,
the one‐way lock will not function to shunt (3). Replace one-way lock if output shaft
longitudinal feed-back forces into the struc end bearing is binding.
ture. (4). Replace protective boot if it is cracked,
torn or deteriorated.
The unit is mounted in two pivoting supports
attached to the seat structure, and has an (5). Replace the one-way lock if the exposed
unbreakable, transparent, vented reservoir portion of the piston has nicks,
with a capacity of approximately 0.670 fluid scratches or wear penetrating the
ounce (20 cc). The one‐way lock control system chrome plating.
is serviced through the filler as necessary with (6). Replace the one-way lock if the OD of
hydraulic oil (11, Table 2-3). the external mounting bushing is less
than 0.4979 inch (12.64666 mm).
A. One−Way Lock Removal
(7). One-way lock must be replaced if nicks,
(1). Remove pilot's seat cover, and controls dents and scratches to the body exceed
access door from Sta. 78.50 canted 0.040 inch (1.016 mm) after repair.
bulkhead (Ref. Sec. 2).
(8). One-way lock must be replaced if end
(2). Remove the large (central) cyclic stick play between rod ends exceeds 0.010
guard. inch (0.254 mm) measured at the input
end.
(3). Position pilot's cyclic stick to align holes (9). One-way lock must be replaced if it is
in one-way lock support links with the leaking, except as noted for the reser
bolt that attaches forward end of voir in step (1). above.
one-way lock to cyclic torque tube;
tighten longitudinal friction. Disconnect C. One−Way Lock Repair
rod end from torque tube arm. Refer to CSP-H-5 for overhaul information.
(4). Disconnect one‐way lock lower rod end (1). Remove dents, nicks and scratches by
from longitudinal idler bellcrank. using grade 400 abrasive paper (9,
Table 2-4) to remove rough edges.
(5). Disconnect upper end of each support Finish by polishing with crocus cloth
link from the seat structure and remove (23). Maintain a smooth transition into
one-way lock with links attached. the surrounding area. After repair treat
the area with chemical film (8).
(6). Remove the two cotter pins, washers
(2). When replacing input shaft rod end
and links. Do not remove the pivot
bearing be sure that with the piston in
bushings from the links unless replace
mid stroke the bearing center‐to‐center
ment is necessary.
distance is 8.58 ±0.030 inches (21.7932
±0.0762 cm). Adjust as required. After
B. One−Way Lock Inspection correct length has been obtained,
tighten and lockwire the lock nut.
(1). Replace reservoir if it is cracked,
leaking or has a loose or damaged filler (3). Support links may be either forged
cap. aluminum or magnesium castings. Ref.
Sec. 2 for corrosion control and identifi
(2). Replace input end rod end bearing if cation of magnesium and aluminum
bearing is binding. parts.
Page 7−119
Revision 16
CSP-H-2
NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A MIN. OF 0.010 IN.
(0.254 MM) TO A MAX. OF 0.080 IN. (2.032 MM) ABOVE CONTROLS SUPPORT
OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED. BRACKET
2. MAY BE INSTALLED IN EITHER DIRECTION.
3. MAY BE INTERCHANGED TO ALIGN ONE-WAY LOCK.
4. INSTALL WITH GREASE (26, TABLE 2-4) ON OD.
5. INSTALL WITH GRADE A LOCKING COMPOUND (29, TABLE 2-4).
6. CAUTION: DO NOT BUCK RETAINER RIVETS; SQUEEZE ONLY.
7. SHIM WASHERS, AS REQUIRED, TO ALIGN ONE-WAY LOCK
(REMOVE SIDELOAD).
LONGITUDINAL IDLER
BELLCRANK
CYCLIC
STICK SHIM WASHER
PIVOT ONE-WAY (NOTE 7)
BEARING LOCK ASSY
SLOTTED BUSHING
(NOTE 1)
SHIM WASHER
(NOTE 7)
SLOTTED BUSHING
CYCLIC PITCH (NOTE 1) PIVOT BUSHING
INTERCONNECTING
TORQUE TUBE SUPPORT LINK
SUPPORT BEARING
(NOTE 5)
RETAINER
SUPPORT BOLT FLANGE
(NOTE 2) BUSHING
SLEEVE BUSHING
SUPPORT SPACER CYCLIC STICK
0.20 IN. (5.08 MM) PIVOT BEARING
WIDE (NOTE 3) SUPPORT BEARING
SUPPORT SPACER 0.430 IN. (NOTE 4)
(10.922 MM) WIDE
SUPPORT NUT RIVET (MS20470B3)
SUPPORT BOLT
RIVET (MS20427M5C) (NOTE 2)
(NOTE 6) SUPPORT SPACER
0.260 IN. (6.604 MM) FRICTION STUD
SUPPORT NUT WIDE (NOTE 3) SUPPORT SPACER
0.520 IN. (13.208 MM) SPRING PIN
WIDE
30-057A
Figure 7−42. Cyclic Torque Tube and One−Way Lock Control System
Page 7−120
Revision 16
CSP-H-2
D. One−Way Lock Installation 63. Installation of Fuselage Access Panels for

Cyclic Trim Actuator Assemblies
(1). Check that rod end bearing center‐to‐
center distance. (Ref. Figure 7-43 and Figure 7-44)
(2). Install new pivot bushings in support (1). Gain access to pilot's underfloor
links if replacement is necessary compartment.
(3). Attach lower ends of links to one-way
(2). Jack up helicopter to provide access to
lock; use new cotter pins.
work area at underside of fuselage
(4). Align upper ends of links with mating structure (Ref. Sec. 2).
holes in seat structure fitting and
attach each link with bolt, sleeve NOTE: If ADF or transponder antenna is in
bushing, washer, nut and new cotter stalled, remove antenna (Ref. CSP-H-3).
pin. (3). Drill out rivets securing 369A2500‐163
(5). Check that slotted bushing is in place stiffener and 369A2500-169 doubler.
in longitudinal idler bellcrank; then fit
lower rod end bearing against un (4). Drill out rivets securing 369A2500-164
bushed lug of bellcrank to check if stiffener and 369A2500‐169 doubler.
sideloading will occur when attachment (5). Drill out rivets securing 369A2500-165
bolt is tightened. doubler.
NOTE: There must be no sideloading applied to
the one-way lock mechanism. (6). Remove doublers and stiffeners; remove
any sealing compound residue.
(6). Arrange shim washers, as necessary, to
position longitudinal idler bellcrank (7). Drill out rivets securing 369A2500-9
and/or lower rod end for no sideload stiffener, 369A2500-10 stiffener, and
alignment. 369A2524 center beam assembly to
fuselage skin between Sta. 60.73 and
(7). Position pilot's cyclic stick to align holes Sta. 74.287.
in support links with hingeline for
upper end of one‐way lock and cyclic (8). Remove any sealing compound residue.
torque tube arm; tighten longitudinal
friction. NOTE: Read step (26). below before drilling or
riveting per steps (9). thru (25). Number and
(8). Repeat the check for no sideload on the placement of rivets may have to be altered
one-way lock, step (4). above, and accordingly.
arrange shim washers, as necessary, to
position upper rod end for no-sideload (9). Insert 369D22501-43 doubler (RH) in
alignment. position between -10 stiffener and
369H2524 center beam assembly, and
NOTE: The two narrowest (right-hand) cyclic fuselage skin.
torque tube support spacers may also be in
terchanged to align the one-way lock. (10). Mark rivet hole centers on doubler;
remove doubler and drill rivet holes.
(9). When there is no sideload on one-way
lock, secure each rod end bearing with (11). Insert 369D22501-41 doubler (LH) in
bolt, two washers, nut and new cotter position between -9 stiffener and
pin. 369H2524 center beam assembly, and
fuselage skin.
(10). Check the oil cup fluid level (Ref. Sec.
2) (12). Mark rivet hole centers on doubler; also
(11). Install large (central) cyclic stick guard. mark hole centers on doubler for two
existing 0.311-0.318 inch
(12). Install pilot's seat cover, and controls (7.8994-8.0772 mm) diameter holes in
access door. fuselage skin.
Page 7−121
Revision 16
30-219
369H2524 CENTER BEAM
KR80 LOOP ANTENNA
Figure 7−43. Removal of Stiffeners and Doublers

BL 0.00 STA
67.00
MS20470AD3 RIVET MS20470AD3 RIVET
(REMOVE 4 PLCS TYP) (REMOVE 24 PLCS)
369A2500-164
STIFFENER
369A2500-163
STIFFENER
BL 2.75
(LH SIDE)
369A2500-169
369A2500-169 DOUBLER
DOUBLER
369H2508 FRAME
CANT STA 78.50
MS20470AD3 RIVET
369A2500-165 DOUBLER
(REMOVE 7 PLCS TYP)
CANT
STA STA
60.73 64.365 STA
74.287
Revision 16
Page 7−122
CSP-H-2
369A2500-10 STIFFENER
NAS697C08M NUTPLATE (8)

TOOLING HOLE MS20470AD3 RIVET (16) 0.169-0.175 IN.
(4.2926-4.445 MM)
STA 369D2501-21 DIA. (TYP 8 PLCS) 0.096 IN.
65.00 DOOR (RH)
FUSELAGE SKIN 369H2500-43 NOTE 1 (2.4384 MM)
DOUBLER (RH) (TYP 16 PLCS)
RBL 3.55
369H2507 NOTE 2
0.096 IN. (2.4384 MM)
BULKHEAD CUTOUT IN SKIN (TYP 14 PLCS)
369H2524
CENTER BEAM MS20470AD3 RIVETS (TYP)
NOTE 1
BL 0.00
TOOLING HOLE
0.096 IN.
(2.4384 MM)
MS21076L4 0.750 IN.
(TYP 16 PLCS)
VIEW LOOKING DOWN NUTPLATE (2) (19.05 MM)
MS20470AD3
CUTOUT IN SKIN
RIVET (4)
NOTE 2
369A2515 (REF)
LBL 4.02
369H2500-41
DOUBLER (LH) MS20470AD3
0.311-0.318 IN. (7.8994-8.0772 MM) RIVETS (TYP)
NAS604-6P SCREW (2)
NOTE 1 369D22501-11 AN960C416L WASHER (2)
DOOR (LH) (NOTE 3)
Figure 7−44. Installation of Trim Actuator Assembly Access Panels

369D2500-9 STA
STIFFENER 64.73
NOTES:
1. APPLY 0.060 IN. (1.524 MM) BEAD OF SEALANT ON INSIDE SKIN SURFACE AT
STIFFENERS AND CENTER BEAM ASSY.
STA 2. APPLY 0.030 IN. (0.762 MM) BEAD OF SEALANT AT DOUBLER ATTACHMENTS. STA
74.287
30-220A
60.73 3. INSTALL SCREWS/WASHERS IF ADF ANTENNA NOT INSTALLED.
Revision 16
Page 7−123
CSP-H-2
CSP-H-2
(13). Remove -41 doubler; drill rivet holes (25). Insert -41 doubler in place between -9
and two 0.311−0.318 inch stiffener and center beam assembly,
(7.8994-8.0772 mm) diameter holes in and fuselage skin; secure with rivets 39
doubler. places as shown; install additional
rivets 16 places around circumference
(14). Position 369D22501-21 door on -43 of cutout.
doubler; mark and drill four
0.169-0.175 inch (4.2926-4.445 mm) (26). Replace rivets removed in step (7). as
diameter holes and eight 0.096 inch required to secure stiffeners and center
(2.4384 mm) diameter rivet holes in beam assembly to fuselage skin
doubler for nutplates. between Sta. 60.73 and Sta. 74.287.
(15). Install four NAS697C08M nutplates on (27). Install rivets (through both skin and
upper side of doubler as shown. doubler) to plug any open rivet holes
that exist in skin due to step (3). thru
(16). Drill fourteen 0.096 inch (2.4384 mm) (5). above, meeting the following
diameter rivet holes in doubler around criteria:
circumference of cutout as shown.
(a). Rivets reinstalled in existing holes
(17). Position 369D22501-11 door on -41 must NOT be closer than 1.5 x
doubler; mark and drill four diameter (edge distance) minimum
0.169-0.175 inch (4.2926-4.445 mm) from edge of applicable parts in
diameter, and 0.096 inch (2.4384 mm) volved. If this criterion cannot be
diameter rivet holes for six nutplates. met, leave rivet hole in skin blank
and fill in with ProSeal 890 sealant.
(18). Install four NAS697C08M nutplates
and two MS21076L4 nutplates on (b). Rivets reinstalled in existing holes
upper side of doubler as shown. must NOT be closer than 3.0 x
diameter (rivet spacing) minimum
(19). Drill sixteen 0.096 inch (2.4384 mm) from location of any new rivet added
diameter rivet holes in doubler around per this installation. If this criterion
circumference of cutout as shown. cannot be met, install ONLY the rivet
through the existing hole in the
(20). Using doublers as templates, mark and
structure and eliminate the new rivet
make cutouts in fuselage skin to match
intended for this location.
doublers as shown.
(28). Apply a 0.060 inch (1.524 mm) bead of
(21). Drill four 0.169-0.175 inch PR1221 sealant on inside skin surface
(4.2926-4.445 mm) diameter holes in at stiffeners and center beam assembly;
skin to match nutplate holes in dou apply a 0.030 inch (0.762 mm) bead of
blers, as applicable. sealant at doubler attachments.
(22). Cut or drill 0.750 inch (19.05 mm) NOTE: Perform step (29). below if ADF anten
diameter hole through skin to match na is not to be installed.
-41 doubler if transponder antenna is
to be installed. (29). Install two NAS604-6P screws and
AN960C416L washers as plugs in
(23). Drill 0.096 inch (2.4384 mm) diameter MS21076L4 nutplates on LH side
rivet holes in skin to match rivet holes installation as shown.
around circumference of each cutout as
shown. (30). Install access door(s) using NAS602-7P
screws and AN960C8 washers. Elimi
(24). Insert -43 doubler in place between -10 nate 369D22501-11 door (LH) and its
stiffener and center beam assembly, attaching hardware if antenna is to be
and fuselage skin; secure with rivets 34 installed.
places as shown; install additional
rivets 14 places around circumference (31). Check installation of doublers and
of cutout. access door for discrepancies.
Page 7−124
Revision 16
CSP-H-2
(32). As applicable, install ADF or trans NOTE: Lateral actuator upper hingeline has a
ponder antenna per CSP-H-3. 0.1875 inch (4.7625 mm) bolt hole; longitu
dinal has a 0.250 inch (6.35 mm) bolt hole.
64. Cyclic Trim Actuators
(5). Disconnect lower end of trim actuator.
Each of the two cyclic trim actuators consists Access to the attaching nut is through a
of an actuator, housing support, trim tube, and hole in the underfloor compartment aft
spring assembly. bulkhead, near the centerline beam.
(6). Remove trim actuator. Reinstall the
The actuator is a motor‐driven shaft that
lower end attaching hardware to go
compresses a spring assembly, counteracting
with actuator if the actuator is being
feedback forces from the main rotor and
replaced; a new actuator includes this
compensating for imbalance conditions such as
hardware.
those imposed by crosswinds or unevenly
distributed cargo. B. Cyclic Trim Actuator Installation
Cyclic trim is controlled by the cyclic trim (Ref. Figure 7-30)
switch located on top of cyclic stick grip. The
(1). Check the trim actuator spring assem
cyclic trim switch has five positions: normally
bly for free play between the spring and
OFF in the center, and momentary FOR
spring adapters. Tighten spring adapter
WARD, AFT, LEFT, and RIGHT. When the
screw until no play can be felt while
trim switch is moved off center to any of the
pushing and pulling on spring assem
four trim directions, the electrical system
bly.
energizes one of the trim motors to apply trim
spring force in the desired direction. By (2). Remove the hardware supplied in
momentarily moving the switch, very small housing end of a new trim actuator.
trim increments may be obtained.
(3). Check that slotted bushings are in
Trim forces cannot be applied in two directions place in actuator housing.
simultaneously; when both lateral and
longitudinal trim corrections are required, it is (4). Place one AN960-716L washer around
necessary to apply first one, then the other. each side of the pivot bearing in the
center beam support lug and align the
The cyclic trim mechanism does not limit actuator housing with the bearing.
travel of the cyclic pitch control stick trim (5). Install the bolt, two washers, nut and
spring tension can be overridden at any time. new cotter pin (all new if actuator is a
replacement).
A. Cyclic Trim Actuator Removal
(6). Align actuator with idler bellcrank.
(Ref. Figure 7-30)
(7). Check that slotted bushing is in
(1). Jack up the helicopter until the landing bellcrank lug; install actuator pivot
gear is fully extended and clears the bushing if actuator is a replacement.
ground (Ref. Sec. 2).
NOTE: The pivot bushing must rotate freely in
(2). Remove foot fairing, controls access the actuator.
door from Sta. 78.50 canted bulkhead, (8). Install bolt, two washers, nut and new
and open or remove pilot's compartment cotter pin. After the bolt is tightened
floor access door, as applicable. the pivot bushing must not rotate in the
(3). Disconnect bonding jumper and idler bellcrank.
electrical connector from actuator NOTE: Lateral actuator upper hingeline has a
housing. 0.1875 inch (4.7625 mm) bolt hole; longitu
dinal has a 0.250 inch (6.35 mm) bolt hole.
(4). Disconnect upper end of trim actuator.
Keep pivot bushing with actuator (9). Connect bonding jumper. Jumper
unless actuator is being replaced. connected over actuator electrical
Page 7−125
Revision 16
CSP-H-2
receptacle should have an electrical flat centers, set up test dial indicator and
washer installed under jumper termi measure the ram end play.
nal to keep nut from bottoming on
threads. Retaining nut torque must not (a). The end play must not exceed 0.0075
exceed 50 inch‐pounds (5.65 Nm). inch (0.1905 mm).
(10). Connect electrical plug to actuator. (b). Remove any spring free play in the
spring assembly by tightening the
(11). With main rotor blades lifted off the spring adapter screw until no play
droop stops, perform a power‐on can be felt.
operational check of the cyclic trim
actuator. The actuator must not bind (c). While tightening the screw, check
throughout the travel range in either that there is thread‐locking friction
direction, and must maintain at least from the self‐locking threaded insert.
0.015 inch (0.381 mm) minimum
clearance with the center beam struc (d). Replace actuator assembly if end
ture. play is excessive.
(12). Lower the helicopter and remove the (5). Position test switch to RETRACT and
jacks. allow the actuator ram to fully retract.
C. Cyclic Trim Actuator Inspection (a). Using the end of the trim tube as a
reference point, measure the portion
(Ref. Figure 7-45) of the ram that remains out of the
tube to the nearest 0.015625 inch
(1). Inspect electrical connector for evidence (0.396785 mm).
of damage, and broken or missing
contacts. (b). Record this measurement for use in
step (7). below.
(2). Inspect exterior of trim actuator for
evidence of damage and deformation. (6). Set the stopwatch to zero second.
(3). When actuator speed (response time) is (a). Start the actuator and stopwatch at
questionable, perform the bench test the same time.
(Ref. Cyclic Trim Actuator Bench
Testing). (b). Observe the time it takes the actua
tor ram to travel from fully retracted
D. Cyclic Trim Actuator Bench Testing to fully extended.
(1). Connect cyclic trim actuator to test (c). Check time interval for actuator
harness and equipment. motor tested.
(2). Mount the actuator in a suitable fixture

Actuator Motor Time Interval
that will allow vertical extension and
Part Number (Seconds)
retraction.
369A7001 58.4
(3). Turn on direct‐current power and
369A7014 (High Speed) 38.0
adjust output to 25.75-26.25 Vdc.
369A27001 (Super Fast) 15.5
During the following tests, do
CAUTION not retract the spring assembly
(7). Measure the length of the extended
(ram) so that actuator length is less than ram.
13.50 inches between attach bolt centers.
(a). Subtract the measured result of step
(4). With actuator spring assembly (ram) (5). above from this value.
approximately halfway between travel
limits, actuator length at 14.46 inches (b). The result must be 1.92 inches
(36.7284 cm) between attach bolt (4.8768 cm) minimum.
Page 7−126
Revision 20
CSP-H-2
SPRING
ADAPTER
SPRING GUIDE
SPRING ADAPTER
SCREW
GROUND STUD
OR CLIP ADAPTER TEST LOAD
CONNECTION
ACTUATOR MOTOR TRIM TUBE
(NOTE 1)
TRIM DECAL
SELF-LOCKING
THREAD INSERT
SPRING
NOTE 2 WASHER
ACTUATOR
MOTOR
TRIM
ACTUATOR TUBE
NAS1398B4-3 RIVET
(4 PLCS)
SPRING
PIN
ACTUATOR
HOUSING
NOTES:
1. 369A7001 AND 369A7014 ACTUATOR CAN BE USED
FOR LATERAL OR LONGITUDINAL TRIM. 369D2701 ADAPTER
ACTUATOR CAN BE USED FOR LONGITUDINAL ACTUATOR ACTUATOR
TRIM ONLY. 1.00 IN.
HOUSING TUBE (25.4 MM) INSTALLATION
2. REPLACEMENT PARTS HAVE NUTPLATE RIVETED IN
HOLE
PLACE; WASHER, NUT AND COTTER PIN NOT REQUIRED.
ITEM
EQUIPMENT DESCRIPTION
NO.
SPDT SWITCH
1 STOPWATCH, CALIBRATED IN 1/10 SECOND INCREMENTS
(MINERVA OR EQUIVALENT).
M1 EXTEND
2 6 IN. (15 CM) SCALE. A
3 DC VOLTMETER, CALIBRATED 0-50 VOLTS (WESTON + MA OFF
MODEL 931 OR EQUIVALENT). B
4 DC MILLIAMETER, CALIBRATED 0-5 AMPERES 26 VDC V M2 RETRACT
(WESTON MODEL 931 OR EQUIVALENT). POWER
5 VARIABLE DC POWER SUPPLY, 10-36 VOLTS (N. J. E. - C
MODEL SY 36-10 OR EQUIVALENT).
6 DIAL INDICATOR GAGE (BROWN AND SHARP
MODEL 740 OR EQUIVALENT).
7 SWITCH, SPDT, CENTER OFF.
TEST HOOKUP
30-059C
Figure 7−45. Cyclic Trim Actuator
Page 7−127
Revision 16
CSP-H-2
In the following test, do not run 65. Cyclic Trim Actuator Repairs
CAUTION actuator against extend limit
stop with the 163 pound (73.94 kg) weight (Ref. Figure 7-45)
aiding actuation. The actuation thrust bear
A. Cyclic Trim Actuator Drive Gear
ing may be damaged.
Retention Nut Field Repair
(8). Connect a 163 pound (73.94 kg) load to Loosening of drive gear retention nut of the
the actuator. cyclic trim actuator may occur. Whether the
actuator is inoperative because of a stalled
(a). Set test switch to RETRACT. Check rather than an electrical failure can be
the time it takes the ram to travel determined from this procedure to remove and
1.72-1.78 inches (4.3688-4.5212 cm) reinstall the retention nut with a Loctite
to the retract stop. sealant.
NOTE:
(b). Check retraction time for actuator
motor tested. Rework of operative trim actuators is rec
ommended at major inspection period.
Rework is NOT applicable to actuators
Actuator Motor Time Interval having letter ``R” following vendor part
Part Number (Seconds) number on actuator housing.
369A7001 30−50 (1). Remove cyclic trim actuator from
369A7014 (High Speed) 15−25 helicopter.
369A27001 (Super Fast) 7−12 NOTE: If actuator is inoperative, bench test
unit. A reading of 0.00-0.10 ampere indi
(9). The operating current under load cates electrical failure; replace actuator. Mo
conditions must not exceed 1.2 amperes tor runs but output shaft does not move to
running and 2.0 amperes stalled. indicate mechanical failure; replace actua
tor. An 0.070 ampere (approximately) read
ing of actuator extends partway and stalls
NOTE: It is not necessary to extend or retract
indicates mechanical failure; rework actua
the actuator ram more than 0.250 inch (6.35
tor per steps (2). thru (7). below.
mm) for the test in the next two steps.
(2). Remove lockwire and six screws
(10). Reduce the voltage input to 21 volts. securing actuator cover to housing.
The actuator ram must retract and
extend. Overtravel is limited to 0.020 When removing housing, note
CAUTION location and number of shims on
inch (0.508 mm) with an overriding
(aiding) load; otherwise there must be each gear for reassembly in proper location.
no overtravel.
NOTE: Step (3). does not apply if actuator is op
erative. Perform steps (4). thru (7). below.
(11). Increase the input voltage to 28 Vdc.
The actuator arm must retract and (3). Using fingers only, check gear drive
extend. Overtravel is limited to 0.020 retention (hex) nut for looseness. If nut
inch (0.508 mm) maximum with an is loose, rework per instructions below.
overriding (aiding) load; otherwise If nut is NOT loose, replace actuator
there must be no overtravel. assembly.
(4). Remove nut and clean threads. Rein
(12). Remove 163 pound (73.94 kg) load and
stall nut using Loctite No. 290 on
repeat step (4). above.
threads. Torque nut to 30 - 40
(13). Run actuator until the arm is extended
1.750 inches (4.445 cm). Turn power off (5). Reinstall actuator cover with existing
and disconnect the cyclic trim actuator. screws; lockwire screws.
Page 7−128
Revision 16
CSP-H-2
(6). Add letter ``R” at end of vendor part (4). Use the dimensions to assemble the
number on actuator housing. replacement actuator housing and trim
tube. Pick up and drill, 0.098 inch
(7). As applicable, reinstall trim actuator. (2.4892 mm), the four attaching rivet
B. Cyclic Trim Actuator Spring Assembly holes, if required.
Replacement
(5). Coat the mating surfaces of the trim
(1). Insert a screwdriver into the open end tube and actuator housing with primer
of the spring guide and remove the (4, Table 2-4). Assemble while primer is
screw that connects the two spring still wet.
adapters.
(6). Install the four mechanically expanding
NOTE: Identify the screw for lateral or longitu rivets (NAS1398B4-3).
dinal trim because the screws are no inter
changeable. The lateral actuator screw is (7). Reinstall the actuator.
2.875 inches (7.3025 cm) long; the longitudi
nal screw 2.625 inches (6.6675 cm) long. (8). Reinstall the actuator spring assembly.
(2). Slide spring assembly out of the trim (9). Perform a bench test.
tube.
(3). Clean the inside of the trim tube with D. Cyclic Trim Actuator (Motor/ Gear Drive
solvent (1, Table 2-4). Mechanism) Replacement
(4). Coat the outside of the replacement (1). Remove actuator spring assembly.
spring assembly tube lightly with
grease (26). (2). Remove the trim tube.
(5). Slide replacement spring assembly into (3). Support the actuator tube and press out
the trim tube. the spring pin.
(6). Install spring adapter screw in the open (4). Unscrew the adapter from the actuator
end of spring assembly and tighten and remove the actuator from the
screw until no free play can be felt housing.
while pushing and pulling on spring
assembly. While tightening the screw, (5). Screw the adapter into the replacement
check that there is thread‐locking actuator shaft until it bottoms. If the
friction from the self-locking threaded spring pin hole drilled in the adapter
insert. intersects the guide hole in the actua
tor, the adapter must be replaced;
(7). Wipe off all excess grease. otherwise, the adapter may be reused.
(8). Perform a bench test to check actuator
operation. (6). Use a 0.0625 inch (1.5875 mm) drill to
drill the spring pin hole through the
C. Cyclic Trim Actuator Housing or Trim adapter and actuator. Deburr the hole.
Tube Replacement
(7). Reassemble the actuator housing and
(1). Remove the actuator spring assembly. trim tube.
(2). Carefully drill out the four trim tube
attaching rivets. Remove trim tube. (8). Install the actuator in the housing.
Screw the adapter onto the actuator.
(3). Remove actuator from actuator hous
ing. Check housing for condition and (9). Support the actuator shaft. Press in the
evidence of corrosion. spring pin. Be sure that the pin is flush
with the shaft.
NOTE: The housing may be either an alumi
num or magnesium casting. Ref. Sec. 2 for (10). Install the actuator spring assembly.
corrosion control and identification of mag
nesium and aluminum alloys. (11). Bench test the actuator assembly.
Page 7−129/(7−130 blank)

Revision 16
CSP-H-2
Section
8
Tail Rotor and Control
System
CSP-H-2
TABLE OF CONTENTS
Section 8 Tail Rotor and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

1. Tail Rotor and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
2. Tail Rotor and Control System TroubleShooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Figure 8-1. Tail Rotor and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Table 8-1. Troubleshooting Tail Rotor/Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Figure 8-2. Isolating Control System Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
3. Tail Rotor Controls Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Figure 8-3. Tail Rotor Control System Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
4. Tail Rotor and Pitch Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
5. Tail Rotor and Pitch Control Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
A. Tail Rotor and Pitch Control Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
B. Tail Rotor and Pitch Control Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Figure 8-4. Replacement of Tail Rotor and Pitch Control Assemblies
(Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
6. Tail Rotor and Pitch Control Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
A. Pitch Control Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
B. Metal Blade Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
C. Fiberglass Blade Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
D. Tail Rotor Bearing Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
E. Remaining Components Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
7. Elastomeric Bearing Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Figure 8-5. Tail Rotor and Pitch Control Assemblies - Inspection of,
and Handling Limits (Sheet 1 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Figure 8-6. Blade Flapping Resistance Measurement (Elastomeric
Bearings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
8. Elastomeric Bearing Care and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
9. Tail Rotor and Pitch Control Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
10. Pitch Control Link Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
11. Leading Edge Tape Replacement (Fiberglass Blade) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
12. Tail Rotor Assembly Bungee Initial Installation (Fiberglass-to-Metal Tail Rotor
Blade Conversion) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
Figure 8-7. Tail Rotor Assembly Bungee Installation (Metal Blade) . . . . . . . . . . . . . . . 8-21
13. Tail Rotor Balance Adjustment (Without Balance Kit) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
14. Tail Rotor Balance Adjustment (With Balancing Kit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
A. Tail Rotor Balance Preliminary Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Figure 8-8. Tail Rotor Vibration Analysis Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
B. Tail Rotor Vibration Analysis Kit Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
C. Preparation for Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Page 8-i
Revision 17
CSP-H-2

Figure 8-9. Tail Rotor Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25
D. Vibration analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
E. Balance at Fiberglass Blade Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-26
F. Balance at Metal Blade Tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Table 8-2. Rotor Balance Weight Location Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-28
Table 8-3. Tail Rotor Balance Weight Value Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
15. Tail Rotor Blade Track Verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
16. Tail Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
A. Fiberglass Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
B. Metal Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
C. Fiberglass Tail Rotor Blade Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
D. Metal Tail Rotor Blade Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31
17. Tail Rotor Blade Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-31
18. Pitch Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
19. Pitch Control Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
20. Pitch Control Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
Figure 8-10. Assembled Tail Rotor Hub and Blades - Cross Section View . . . . . . . . . 8-35
Figure 8-11. Assembled Tail Rotor and Blades - Cross Section View
(Elastomeric Bearings) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
21. Tail Rotor Swashplate Regreasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
22. Tail Rotor Hub and Fork Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
23. Hub and Fork Assembly Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
A. Inspection of Hub and Fork Assembly - Blades Removed . . . . . . . . . . . . . . . . . . . . . . 8-38
B. Strap Pack Assembly Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
C. Parts Replacement Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
24. Tail Rotor Pedal Installation (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
25. Tail rotor Pedal Installation Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
A. Tail rotor Pedal Installation Removal (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Figure 8-12. Tail Rotor Swashplate Bearing Regreasing . . . . . . . . . . . . . . . . . . . . . . . . . 8-39
Figure 8-13. Tail Rotor Swashplate Bearing Regreasing Tool . . . . . . . . . . . . . . . . . . . . 8-39
B. Installation of Tail Rotor Pedal Installation (Left Position) . . . . . . . . . . . . . . . . . . . . . 8-40
26. Disassembly of Tail Rotor Pedal Installation (Left Position) . . . . . . . . . . . . . . . . . . . . . . 8-40
A. Reassembly of Tail Rotor Pedal Installation (Left Position) . . . . . . . . . . . . . . . . . . . . . 8-40
27. Tail Rotor Pedal Installation Inspection (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
A. Tail Rotor Pedal Installation Repair (Left Position) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Figure 8-14. Pilot's Compartment and Intermediate Tail Rotor Controls . . . . . . . . . . 8-42
28. Floor-and-tunnel-Routed Control Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Page 8-ii
Revision 17
CSP-H-2

29. Floor-Routed Tail Rotor Control Rod Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
30. Sta. 78.50 Tail Rotor (Tunnel-Routed) Control Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
31. Tail Rotor Idler Bellcrank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
32. Upper Fuselage and Boom Tail Rotor Control Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
33. Sta. 100 Control Rod Sta. 142 Bellcrank Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
A. Sta. 100 Control Rod Sta. 142 Bellcrank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
B. Sta. 100 Control Rod or Sta. 142 Bellcrank Installation . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Figure 8-15. Upper Fuselage and Boom Tail Rotor Control Linkage . . . . . . . . . . . . . . 8-45
34. Sta. 282.00 Bellcrank Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
A. Sta. 282.00 Bellcrank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
B. Sta. 282.00 Bellcrank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
35. Tailboom Control Rod Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
A. Tailboom Control Rod Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
B. Tailboom Control Rod Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
36. Sta. 95 Bellcrank and Support Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
A. Sta. 95 Bellcrank and Support Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
B. Sta. 95 Bellcrank and Support Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
37. Upper Fuselage and Boom Tail Rotor Control Linkage Inspection . . . . . . . . . . . . . . . . 8-47
38. Upper Fuselage and Boom Tail Rotor Control Linkage Repair . . . . . . . . . . . . . . . . . . . . 8-47
Figure 8-16. Rework of Sta. 142 Bellcrank Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49

Revision 17
CSP-H-2
SECTION 8
TAIL ROTOR AND CONTROL SYSTEM
1. Tail Rotor and Control System The control linkage on the helicopter with the
cambered metal-bladed tail rotor includes a
(Ref. Figure 8-1) The tail rotor, mounted on bungee spring designed to relieve left forces in
the tail rotor transmission at the end of the flight.
tail boom, counteracts main rotor torque and
controls the heading of the helicopter. The When the helicopter is on the ground, the
rotor consists of two variable-pitch blades pedal to seat distance is adjustable by remov
mounted on a teetering delta-type hub. ing quick-release pins on the pedal arms and
repositioning the pedals.
The tail rotor control system produces direc Dual control provisions are included with the
tional control by varying the pitch of the tail pilot's compartment tail rotor control installa
rotor blades. Depressing the antitorque pedals tion.
moves a system of bellcranks and push-rods
routed through the fuselage and tailboom to 2. Tail Rotor and Control System
the tail rotor. TroubleShooting
Blade angle is controlled by a pitch control, Troubleshooting information is divided into:

assembly consisting of links connecting pitch (1). Investigation of operational vibration
controls arms to a swashplate that slides problems originating with the tail rotor
axially on the tail rotor transmission output assembly, or symptoms that can be
shaft. During flight, the pedal position and recognized (Ref. Table 8-1).
pressure required to maintain a desire heading
will vary depending on main rotor torque (2). Isolation of an unusual controls
variations, altitude and airspeed conditions. malfunction (Ref. Figure 8-2).
Page 8−1
Revision 17
TAIL ROTOR
TRANSMISSION
PITCH
CONTROL
ASSY
Figure 8−1. Tail Rotor and Control System

STA 282
BELLCRANK
TAIL ROTOR
CONTROL ROD ASSY
GROMMET (6 PLCS)
TAIL BOOM
STA 95 BELLCRANK CONTROL ROD
STA 142 BELLCRANK
TAIL ROTOR
CONTROLS SUPPORT
BOOT
STA 100
CONTROL ROD
STA 78.50
(TUNNEL-ROUTED)
FLOOR-ROUTED CONTROL ROD
CONTROL ROD
RIGHT POSITION
FOOT REST
IDLER BELLCRANK
Revision 17
TORQUE TUBE PEDAL
Page 8−2
CSP-H-2
MOUNTING BRACKET
TORQUE LEFT POSITION PEDAL
TUBE MOUNTING BRACKET
30-063C
CSP-H-2
Table 8−1. Troubleshooting Tail Rotor/Vibrations

Heavy medium−frequency vibration Tail rotor out of balance. Rebalance tail rotor assembly.
in tail rotor assembly vibration Runout of tail rotor transmission Replace gearbox if runout (TIR) of
sometimes felt in pedal as a output shaft excessive. shaft exceeds 0.003 in. (0.0762 mm)
buzzing sensation. maximum.
High frequency vibration, primarily Tail rotor blades slightly out of Replace pitch control link bearings if
in pedals as a buzzing sensation. balance. they have a staking groove
(CSP−H−5). Replace link if bearing is
pressed−lip assembly.
NOTE: High frequency vibration in Excessive wear of swashplate or Replace double−row bearing or
the helicopter can also be double−row bearing in housing of swashplate (CSP−H−5) or pitch
caused by components of other pitch control assembly. control assembly.
systems (Ref. Sec. 5, 9 and 10). Excessive looseness in tail rotor Adjust bearing preload by
folk bearings. reshimming hub or replace bearings
(CSP−H−5); or replace tail rotor
assembly.
Tail rotor hub−to−fork play. Adjust bearing preload by resembling
hub or replace bearings CSP−H−5,
(HMI Appx C); or replace tail rotor
assembly.
Separation of leading edge Replace blade(s) or tail rotor
abrasion strip (fiberglass blades assembly (Ref. CSP−H−5 for dent
only) or excessive dents in leading limits).
edge of metal blades.
Insufficient torque on stabilizer strut Retorque bolts (Ref. Sec. 5) or
bolts or tail rotor assembly retaining nuts.
retaining nut.
Leading edge abrasion tape worn Replace leading edge abrasion tape.
away or lost from blade. (fiberglass
blades only)
Worn or deteriorated damped type Replace damper snubber discs.
stabilizer strut snubber discs.
Excessive play in pitch control link Worn pitch control link bearings. Replace excessively worn bearings if
assemblies. they have a staking groove
(CSP−H−5). Replace link if bearing is
pressed−lip staked.
High left pedal forces required in Bungee spring (Sta. 63.00) Reconnect or replace bungee spring
flight (metal blade tail rotor only). disconnected, broken or stretched. as required.
Page 8−3
Revision 17
CSP-H-2
Table 8−1. Troubleshooting Tail Rotor/Vibrations (Cont.)

Pedals binding. Excessive drag of pitch control Clean swashplate bore and output
swashplate on gearbox shaft splines; reduplicate splines if
outputshaft. swashplate liner is oilite bronze.
Nylon liner loose in swashplate. Replace swashplate (CSP−H−5).
Snapping noise heard in No trouble − noise is normal action None required − noise indicates pack
nonoperating tail rotor when pitch of strap pack and caused by straps are intact.
angle changed from one extreme tension−torsion pack straps
to the other. twisting and bending when blade is
feathered without centrifugal load
present.
Figure 8−2. Isolating Control System Troubles

Symptom Isolating Step Corrective Action
Binding, locking−up and erratic Disconnect pitch control links from If symptom gone, replace tail rotor
action of foot pedals (1). pitch control assembly. assembly.
Symptom remains Disconnect Sta. 282 aft boom If symptom gone, clean swashplate
bellcrank from pitch control bore and output shaft splines.
assembly (Ref. Figure 8−4). Lubricate splines if swashplate liner
is oilite bronze. Replace swashplate
if necessary. Check for elongation
of bolt hole in support arm portion of
main housing assembly of tail rotor
gearbox, caused by looseness of
bellcrank fulcrum bolt and nut. (2).
Symptom remains Disconnect floor−routed tail rotor If symptom gone, inspect tail rotor
control rod from foot pedal torque control rods and bellcranks until
tube fitting (Ref. Figure 8−15). defective part is located.
Symptom remains Loosen foot pedal torque tube If symptom gone, pedal torque tube
bracket mounted on front of floor misaligned; shim for correct
structure. alignment. If symptom remains,
disassemble and inspect tail rotor
foot pedal installation until defective
part is located (Ref. Figure 8−15).
Trouble corrected
NOTES:
(1) Never force controls.
(2) Binding of swashplate with nylon liners may be caused by extreme low temperatures. Check by running
helicopter until control system is warmed.
Page 8−4
Revision 17
CSP-H-2
3. Tail Rotor Controls Rigging (3). Remove hardware attaching tailboom

control rod to inboard end of Sta. 282.00
Rigging of the tail rotor control system must be bellcrank on tail rotor transmission
accomplished immediately after replacement (Ref. Figure 8-4).
of linkage that can not be accurately measured
(by trammeling, etc.) before it is installed in (4). Tie back the tail rotor rotating boot.
the tail rotor control system or if helicopter Place the midtravel portion of tail rotor
operation reveal a rigging deficiency. swashplate rigging tool (28 or 29,
Table 2-2) between the swashplate and
Remove pilot's pedals to prevent
CAUTION possible contact with the lower
the tail rotor fork split retaining ring
(Detail B, Figure 8-3).
windshield during rigging sequence.
NOTE: Control rod end bearing adjustment is NOTE: Check that the rigging tool is in contact
to be made to the nearest half turn that will with the split ring and not on the fork.
produce correct rigging. When tightening
the jam nut at the adjustable end of a con (5). Turn tailboom control rod at aft end.
trol rod, always hold the rod end with a Adjust rod length to the nearest half
wrench to prevent jamming of the bearing. turn of the rod end that will allow the
tool to just slide between the split ring
(1). Using two pieces of wood and a C- and swashplate.
clamp or a rope, secure pilot's foot pedal
arms so they are aligned (Detail A,
(6). Recheck that centerline of tailboom
Figure 8-3). With the pilot's foot pedals
control rod forward attach bolt is still
clamped in the neutral position and the
4.75-5.09 inches (12.065-12.9286 cm)
control rod lengths adjusted as shown
from aft face of Sta. 137.50 bulkhead.
in Figure 8-15 and Figure 8-16, the
Also check check forward rod end for
control system bellcrank positions may
not less than one and one-half exposed
be checked as follows:
threads with checknut snug against
rod. If either condition does not exist,
NOTE: On helicopters with cambered metal tail
disconnect forward end of Sta. 100
rotor blades, disconnect bungee spring at
control rod and readjust both control
connection to the aft end of the floor-routed
rods until Sta. 142 bellcrank position
control rod.
and exposed threads of both control
(a). Tail rotor idler bellcrank: Centerline rods are within tolerance.
of aft arm should be at 90 ±2 degrees
to Sta. 78.50 bulkhead. (7). Ensure that slotted bushing is in place
in bottom ear of Sta. 282 bellcrank and
(b). Sta. 95 bellcrank: Centerline of inboard ear of Sta. 95 bellcrank.
tunnel-routed control rod attach bolt Connect control rods using hardware
should be 4.30 ±0.090 inches (10.922 removed and cotter pin.
±0.2286 cm) above the mast base
structure. (8). Check witness holes for proper thread
engagement. Align rod ends to get
(c). Sta. 142 bellcrank: Centerline of approximately equal angular throw in
tailboom control rod attach bolt bellcrank, and tighten checknuts.
should be 4.75-5.09 inches
(12.065-12.9286 cm) from the aft face
of the Sta. 137.50 bulkhead. Gain (9). Remove clamping device from foot pedal
access to bellcrank by removing the arms.
tail rotor control bellcrank access
door. (10). If installed, loosen stop nuts on pedal
stop bolts (Detail A). Screw in the pedal
(2). Loosen rod end checknut at forward stop bolts approximately 0.50 inch (12.7
end of tailboom control rod. mm).
Page 8−5
Revision 17
CSP-H-2
NOTES:
0.250 IN. (6.35 MM) MAX. 1. ROTATING BOOT NOT SHOWN FOR CLARITY;
MISALIGNMENT NORMALLY TIED BACK TO LOCATE RIGGING TOOL.
BETWEEN PEDALS 2. TAILBOOM CONTROL ROD AND STA. 100 CONTROL
ROD ADJUSTED AS REQUIRED TO GET MIDTRAVEL
POSITION (REFER TO TEXT).
3. USE TOOL (28, TABLE 2-2) TO RIG FIBERGLASS BLADED
CLAMPING BLOCKS TAIL ROTOR ONLY. BOTH TOOLS ARE DIMENSIONALLY
STOP NUT IDENTICAL FOR RIGGING PURPOSES (-3 IS IMPROVED
(NOTE 5) VERSION).
4. USE TOOL (29, TABLE 2-2) (COLORED YELLOW) TO RIG
METAL BLADED TAIL ROTOR ONLY. RIGHT PEDAL AND
RIGHT STOP BOLT LEFT PEDAL DIMENSIONS ARE DIFFERENT THAN THOSE
LEFT STOP BOLT OF ITEM 19 TOOLS.
5. ON CURRENT TYPE TAIL ROTOR PEDAL INSTALLATION.
PEDAL ARM ALIGNMENT AND STOP

BOLT ADJUSTMENT
NON-ROTATING
BOOT
NOTES 3, 4
TAIL BOOM
CONTROL ROD TAIL ROTOR
(NOTE 2) FORK
TAIL ROTOR CONTROL
BELLCRANK ACCESS DOOR
STA. 100 MIDTRAVEL RIGGING

CONTROL ROD (NOTES 1, 2)
(NOTE 2)
LEFT 369A9931 RIGHT

MID RIG
PEDAL PEDAL
LEFT PEDAL RIGGING RIGHT PEDAL RIGGING

30-064E
Figure 8−3. Tail Rotor Control System Rigging
Page 8−6
Revision 17
CSP-H-2
Use care when actuating pedals (16). Reinstall Sta. 142 bellcrank access door.
CAUTION to avoid the possibility of dam
aging the tool or the windshield. 4. Tail Rotor and Pitch Control Assembly
(11). Adjust right pedal stop bolt (Detail A) The tail rotor and pitch control assembly
so that when pedal arm is held against consists of a hub, drive fork and two blades
the stop the right pedal portion of assembled to a pitch control assembly.
rigging tool will just slide between the The two blades are telescoped over the hub
split ring and swashplate (Detail C). and interconnected by a tension-torsion strap
The fit should be tight enough to assembly inside the hub.
support the tool weight. Without
changing adjustment of bolt or tool fit, The hub is bolted in the drive fork and two
tighten stop nut (if installed) on bolt. pitch control links are attached between the
blade arms and the pitch control assembly.
(12). Adjust left pedal stop bolt (Detail A) so
that when pedal arm is held against the The metal-blade tail rotor assembly is
stop with 20 - 25 pounds (89 - 111 N) standard on current production helicopters
pressure (or pull on right pedal) the and optional for earlier helicopters originally
left pedal portion of rigging tool will equipped with the fiberglass blade tail rotor
just slide between the split ring and assembly. The metal-blade tail rotor assembly
swashplate (detail D). The fit should be is required on a helicopter with an Allison
tight enough to support the tool weight. 250-C20 Engine.
Without changing adjustment of bolt or All following information applies to both
tool fit, tighten stop nut (if installed) on metal- and fiberglass-blade tail rotor assem
bolt. Remove rigging tool and restore blies, unless specifically indicated otherwise.
rotating boot to normal position. Maintain both the metal- and fiberglass-blade
tail rotor assemblies as specified as follows.
(13). Reinstall pedals. Slowly press the
outboard pedal to its full travel position 5. Tail Rotor and Pitch Control Assembly
against the stop bolt. With not more Replacement
than 20 pounds (89 N) of pressure
applied, the upper and lower edges of (Ref. Figure 8-4)
the pedal must clear the canopy glass A. Tail Rotor and Pitch Control Assembly
by not less than 0.20 inch (5.08 mm). Removal
(14). Operate through full range of travel.
While the controls are being moved: CAUTION
Whenever the blades and hub are re
(a). Check that there is never less than
moved as an assembly, or whenever the
0.060 inch (1.524 mm) clearance
pitch control links are disconnected, do
around the Sta. 100 control rod
not allow blade pitch to exceed 30 degrees
where it passes through the structure
from the neutral pitch position (Ref.
at Sta. 137.50.
Figure 8-6). This is equal to blade pitch
(b). Check that there is never less than control arm movement of approximately 1
0.010 inch (0.254 mm) clearance inch (25.4 mm) in either direction. Unre
around the tailboom control rod stricted rotation of blades on the hub can
where it exits between the boom and excessively bend or stretch the internal
tail rotor transmission. tension-torsion strap assembly and cause
undetected damage to the strap assembly
(15). On helicopters with a cambered and an out-of-balance condition for the
metal-blade tail rotor, connect bungee tail rotor when reassembled.
spring between aft end of floor-routed To prevent balance problems at reassemb
control rod and Sta. 63.00 bracket. Note ly of parts and hardware, note and mark
that pilot's left pedal moves to its the exact locations and positions of all
normal forward position. items before removal to ensure reinstalla
Page 8−7
Revision 17
CSP-H-2
tion at the same locations and positions NOTE:

during reassembly. It is advisable to sepa Placing a grease pencil mark on the drive
rate, tags and index all items as disas fork, to key it to the transmission output
sembled, for subsequent ease of reas shaft will enable subsequent installation
sembly in proper position. of tail rotor assembly at same position.
Do not remove the hub-to-drive fork Also, application of a small painted
hinge bolt to remove the tail rotor assem matchmark next to the centerline splined
bly. This bolt should be removed accord groove on both the pitch control assembly
ing to overhaul instructions (CSP-H-5). and tail rotor drive fork aids reassembly
It is possible to damage the strap pack if at same position on the transmission
any other procedure is used. shaft.
One spline groove of the fork is located di
(1). Perform one of the following, as rectly on the centerline passing through
applicable. the centers of the two fork bearings while,
at the opposite side of the spline bore, the
same centerline passes through a spline
(a). If only the tail rotor is to be removed: tooth. A similar condition exists with re
spect to the swashplate splines, except
1). Color code the pitch control arms, that the reference centerline originates
links and attaching hardware (Ref. between the swashplate arms. (Ref.
Figure 8-10). CSP-H-5 for illustrations showing
matchmarks and additional information.)
2). Disconnect pitch control links from (5). Slide tail rotor assembly (including
blade pitch control arms (Ref. pitch control assembly if being re
Figure 8-4) and retain attaching moved) off shaft: catch or remove split
hardware. rings from shaft.
NOTE: Two types of split ring consisting of two
(b). If the complete tail rotor assembly half sections, are in service. Half sections of
including the pitch control assembly different types must not be inter-mixed and
is to be removed: should be retained as a matched set when
removed from the helicopter. (Ref.
1). Remove Sta. 282 bellcrank from Figure 8-4 for correct applicability.)
transmission at pivot points so
that bellcrank pivot pin is disen B. Tail Rotor and Pitch Control Assembly
gaged from self-aligning bearing Installation
in pitch control housing (fig. 8-3). (1). Pull beaded end of rotating boot from
groove of drive fork and position tail
(2). Cut lockwire and pull beaded end of rotor assembly in line with transmis
non-rotating boot out of inboard groove sion output shaft.
of pitch control housing.
NOTE: Installing tail rotor blades at 90 degrees
to the high and low extremes of shaft run
(3). Straighten tang of tang washer. Using out, using reference marks placed on the
torque wrench adapter (30, Table 2-2), shaft at time of inspection, reduces chances
loosen retaining nut and slide tail rotor of high frequency vibrations and lessens
outward on shaft to remove blade stop possibility of requirement for tail rotor bal
and spacer (or stop support), then ancing.
remove nut.
(2). If pitch control assembly is installed,
position complete tail rotor and pitch
Tail rotor tang washer must not
CAUTION be reused.
control assembly in line with transmis
sion output shaft and rotate tail rotor
back and forth slightly until splined
(4). Remove and discard tang washer. swashplate engages splines of shaft.
Page 8−8
Revision 19
CSP-H-2
TAIL ROTOR
TRANSMISSION
SPRING TENSION
WASHER
TAIL ROTOR EXTENDED BALANCE
CONTROL ROD BOLT 369A1606 SPECIAL WASHER
(NOTE 4) (REDUCED OD)
PITCH CONTROL LINK
PITCH CONTROL ASSEMBLY
STA. 282 (HOUSING, BEARINGS,
BELLCRANK SWASHPLATE) (NOTE 7) NOTE 3
50-80 IN. LB
PIN (5.65-9.04 NM)
(NOTE 7) NOTE 1
HINGE
BOLT
50-80 IN. LB
DRIVE FORK (5.65-9.04 NM)
TRANSMISSION OUTPUT SHAFT
SPLIT RING (NOTE 2)

ROTATING BOOT NOTE 3
BLADE STOP
(NOTE 2)
FORK BEARING
TANG WASHER
(NOTE 5)
FIBERGLASS TAIL RETAINING NUT SPACER OR

RETAINING NUT ROTOR BLADE 400-450 IN. LB STOP SUPPORT
(NOTE 6) (45.19-50.84 NM) (NOTE 2)
FINAL TORQUE
SPECIAL WRENCH OR TORQUE (NOTE 6)
WRENCH ADAPTER
NOTES:
1. CENTERLINE TOOTHSPACE MATCHMARK MUST MATE TO 5. AT REPLACEMENT, USE HS1551S290 STRAIGHT TANG WASHER OR
CENTERLINE TOOTHSPACE MARK ON DRIVE FORK WHEN HS1551-290 CONED TANG WASHER. DIMENSION ACROSS INSIDE
ASSEMBLED ON OUTPUT SHAFT. (BORE) DIAMETER FROM EDGE OF KEY TO OPPOSITE EDGE (ON
2. SEE BOXED DETAILS FOR INSTALLATION INFORMATION. CENTERLINE) SHOULD BE 0.695-0.715 IN.(17.653-18.161 MM).
3. COAT WITH PRIMER (4, TABLE 2-4) AT INSTALLATION. 6. TORQUE NUT TO 550-600 IN. LB (62.14-67.79 NM) USING WRENCH
4. BALANCING WASHERS NOT SHOWN. IF ALTERNATE STANDARD ADAPTER (30, TABLE 2-4), BACK OFF TO 50-250 IN. LB (5.65-28.25 NM),
BOLT NAS464P-( ) IS USED. REFER TO TEXT FOR INFORMATION THEN RETORQUE TO 400-450 IN. LB (45.19-50.84 NM).
ON INSTALLATION AND ASSOCIATED HARDWARE USED. 7. LUBRICATE WITH GREASE (18, TABLE 2-4).
30-065-1B
Figure 8−4. Replacement of Tail Rotor and Pitch Control Assemblies (Sheet 1 of 2)
Page 8−9
Revision 17
CSP-H-2
NUT 400-450 IN. LB

(45.19-50.84 NM) DOUBLE-ROW BEARING
PITCH CONTROL ASSEMBLY

(CURRENT TYPE DISASSEMBLY,
REFER TO HMI FOR ALL OTHERS)
TANG WASHER
SWASHPLATE
HOUSING
SELF-ALIGNING
PIVOT BEARING
(NOTE 7)
30°
SPLIT RING APPLICABILITY
369A1722-3 SUPERSEDES AND IS
ONE-WAY INTERCHANGEABLE
0.120-0.123 IN. WITH TWO 369A1720 SPLIT RING
(3.048-3.1242 MM) HALF SECTIONS.
SPLIT RING 369A1720

0.120-0.123 IN.
(3.048-3.1242 MM) 0.040-0.060 IN.
(1.016-1.524 MM)
0.063 IN. (1.6002 MM)
(2 HOLES)
30°
* SPLIT RING 369A1722-3

* MATCHED SET OF TWO HALF SECTIONS
EARLY CONFIGURATION 0.15 IN. (3.81 MM) 0.75 IN. (19.05 MM)
* SPACER AVAILABLE IN 0.52 IN.
0.78 IN. (19.812 MM) 0.28 IN. (7.112 MM)
0.15 IN. (3.81 MM) (369A1812-5) AND (13.208 MM)
0.19 IN. (4.826 MM) (369A1812-3) THICKNESS.
USE THICKNESS UNDER STOP THAT 1.50 IN.
1.56 IN. (39.624 MM)
PROVIDES MINIMUM BLADE-TO-BOOM (38.1 MM)
CLEARANCE REQUIRED (REFER TO TEXT).
*
0.50 IN.
* INSTALL WITH RECESSED SIDE INBOARD SPACER 369A1812-( ) (PHENOLIC) (12.7 MM) STOP 369A1809 (RUBBER)
CURRENT CONFIGURATION 0.312 IN.

0.310 IN.
(7.9248 MM)
(7.874 MM)
2.00 IN.
(50.8 MM) 1.83 IN. (46.482 MM)
STOP SUPPORT 369H5306 (ALUMINUM) STOP 369H5307 (RUBBER)
30-065-2B
Figure 8−4. Replacement of Tail Rotor and Pitch Control Assemblies (Sheet 2 of 2)
Page 8−10
Revision 17
CSP-H-2
In next step do not force blade

CAUTION CAUTION stop into position with a screw
driver; this can crack the stop.
In next step, be sure that two spline bore
matchmarks (one on swashplate and one (5). Refer to Figure 8-4, Sheet 2 and
on drive fork) are in direct alignment with determine whether rubber stop and
each other. This assures that swashplate phenolic spacer or aluminum stop
and drive fork will both be located on the support is used for tail rotor installa
same spline bore centerline and prevents tion. Either combination is acceptable.
the possibility of an approximate 180 de Slide tail rotor assembly outboard
gree misalignment of the splines. Spline against nut. Install phenolic spacer
misalignment will damage the pitch con (recessed side facing inboard) or
trol links when the tail rotor assembly is aluminum stop and rubber stop.
installed.
NOTE: The phenolic spacer comes in two thick
Arrangement of the hardware and bolt nesses. Use only one spacer with the thick
heads in direction of rotation must be as ness, 0.10 or 0.15 inch (2.54 or 3.81 mm)
shown in Figure 8-4. An out-of-balance that provides minimum blade-to-boom
tail rotor assembly will result if bolt, nut clearance of 2 inches (5.08 cm) when control
and washer combinations is not main pedals are in neutral and 2 pounds (8.90 N)
tained. plus the break-loose value of pressure is
applied at blade tip.
(3). Slide tail rotor assembly onto shaft,
keeping the drive fork-to-hub pivot (6). Fold back rotating boot to expose groove
bolt aligned with lugs of swashplate. in shaft. Groove must be clean and free
Position tail rotor assembly on shaft so of paint and foreign material. Insert
that approximately two threads at end split ring in groove of shaft with
of shaft are exposed outboard of drive beveled edges of split rings facing
fork. beveled seat in drive fork.
NOTE: Two types of split rings are in service.
It is possible for pitch control Half sections of the different types should
CAUTION swashplate to be misaligned by
not be intermixed because they are fabri
one-half spline in relation to drive fork. cated as matched sets. Installing split ring
Make sure drive fork, pitch links and swash with gaps centered on blade span line re
plate are in exact alignment with transmis duces chances of high frequency vibrations,
sion shaft centerline. If incorrectly as and lessens possibility of requirement for
sembled, swashplate will be misaligned tail rotor balancing.
approximately 10 degrees from drive fork.
To correct this condition, remove and rotate (7). While holding split ring in place, slide
the tail rotor 180 degrees, and reinstall. tail rotor assembly inboard. Be sure
that beveled ring faces remain com
NOTE: Preassembly of tang washer, nut, phe pletely nested in beveled seat of drive
nolic spacer and rubber stop as a unit aids in fork, and that the fork contacts both
their installation when performing steps (4). split rings. Replace the split ring if a
and (5). below. Marking the outer tang that gap of more than 0.002 inch (0.0508
is next to the inner key on tang washer, be mm) exists between the fork and one
fore assembly of the parts, simplifies align split ring half with the other ring half
ment with keyway on shaft. Teeter blades to in contact.
start tang washer on the shaft.
(8). Visually align a tang on tang washer
with any convenient reference point.
(4). Slip new tang washer (Note 5,
Figure 8-4) over exposed threads of (9). Using torque wrench adapter (30,
shaft; key tang must face inboard Table 2-2), torque nut to 550 - 600
towards gearbox. Install nut approxi inch-pounds (62.14 - 67.79 Nm),
mately two full turns on shaft threads back off to 50 - 200 inch-pounds (5.65
to verify threads engaged. - 22.60 Nm), and then retorque to 400
Page 8−11
Revision 19
CSP-H-2
- 450 inch-pounds (45.19 - 50.84 (18). If conical bearing tail rotor hub has
Nm). Check blade-to-boom clearance been disassembled, recheck fork bolt
at the maximum teetering position; torque (CSP-H-5) after 50 hours of
refer to NOTE in (5). above. operation.
(10). Check that tang has not moved more 6. Tail Rotor and Pitch Control Assembly
than one tang width in relation to Inspection
reference point noted in step (8). (Ref. Figure 8-6) Inspect an assembled tail
rotor and pitch control assembly as follows:
NOTE: Tang washer movement of more than
one tang width is an indication that the tang A. Pitch Control Assembly Inspection
washer inner key has sheared. This condi
tion requires replacement of the washer and (1). Excessive drag on gearbox output shaft
reassembly of parts according to the initial if there is binding in the control system.
installation procedure. (2). Surface defects.
(11). Bend tang on tang washer to lock the (3). Wear on inner surfaces of swashplate
nut. When bending the tang, do not clevis ears.
force-form tang to match nut contour;
maintain the natural bend radius that (4). Evidence of contact between swashplate
develops at the tang root. and housing.
(5). Evidence of slippage between double-
(12). Insert beaded end of non-rotating boot row bearing inner race and swashplate
(drain/vent holes down) into groove of (early type swaged assembly).
pitch control housing and beaded end of
rotating boot into groove of drive fork. (6). Wobble on the gearbox output shaft.
Secure with lockwire (2, Table 2-4).
B. Tail Rotor Blade Assembly Pitch Control
(13). Make sure that pivot pin on Sta. 282.00 Arm Inspection
bellcrank and self-aligning bearing in Failure to comply with the
underside of pitch control housing are WARNING following inspection can res
lubricated with grease (18, Table 2-4). ult in the pitch control arm separating
from the tail rotor blade. This will lead
(14). If removed, position Sta. 282.00 to an unbalanced condition, vibration,
bellcrank so that pivot pin slips into partial loss of tail rotor pitch control
bearing of pitch control assembly. and possible loss of directional control
Rotate bellcrank back and forth as of the helicopter.
required to align bellcrank bearing with
gearbox arm and install bolt, two (1). For the following tail rotor assemblies
washers, nut and cotter pin. only (Ref Figure 8-5):
MDHI P/N 369D21640-501 and -503
(15). If disconnected, position pitch control HTC P/N 500P3100-101
links and install hardware. to include “M”, “MT”, “I” and “IT”
MDHI P/N 369D21641-501 and -503
(16). Position tail rotor pedals in neutral and HTC P/N 500P3100-301
recheck that drive fork, the pitch links to include “M”, “MT”, “I” and “IT”
and the swashplate are in exact MDHI P/N 369D21642-501 and -503
alignment with gearbox output shaft HTC P/N 500P3500-701
centerline. to include “M”, “MT”, “I” and “IT”
MDHI P/N 369D21643-501 and -503
(17). If fiberglass-blade tail rotor assembly HTC P/N 500P3300-501.
was replaced with metal-blade tail
rotor assembly, rig tail rotor controls. Inspect pitch control arm for corrosion
Check rigging of tail rotor controls or evidence of suspect corrosion due to
following installation of any removed or paint blistering at times specified (Ref.
replaced parts. CSP-H-4, Sec. 05-20-15).
Page 8−12
TR12-001
CSP-H-2
blending or material removal that

affected the shot peened surface,
(a). Remove tail rotor blade assembly replace blade assembly before next
(Ref. Para 5.A.). flight. (Ref. Para 5.B.). In addition,
Use care when handling pitch check rotorcraft maintenance records
CAUTION bearings. Teflon reinforced lin to make sure no rework was done in
ings are easily damaged if mis this area. Mark the defective tail
handled or exposed to contami rotor blade assembly as scrap and
nants. If lining is damaged or destroy.
contaminated, bearing service (f). If no corrosion, corrosion pitting or
life will be shortened or bearing cracks exist and the inspection area
replacement may be required. has an acceptable shot peen surface
(b). (Ref. Figure 8-5, Note 2) Carefully texture, refinish stripped pitch
tape around bearing, bushing and control arm as follows:
blade areas to prevent contamination 1). Apply chemical coating (alodine)
from debris and paint remover. Use (8) per instructions contained in
aluminum tape (62, Table 2-4) that is Sec. 2).
resistant to paint remover.
2). Apply primer and paint to match
Extreme care shall be taken to
CAUTION prevent debris or paint remover
original as required (Ref. Sec. 2).
contamination in bearing and (g). Install tail rotor blade assembly (Ref
bushing areas and tail rotor Para 5.B.).
blade bond surfaces and cavit
ies. C. Metal Blade Inspection
(c). Remove paint from tail rotor blade No damage or defects are al
pitch control arm (all four sides and WARNING lowed on certain tail rotor
the pocket) as shown in Figure 8-5 blade assembly pitch control arms.
with paint remover (Turco 5351) (11). Refer to Tail Rotor Blade Assembly
(Ref. Sec. 2). Pitch Control Arm Inspection.
The pitch control arm area is (1). Surface for cracks, scratches, nicks,
CAUTION shot peened and has a protective gouges, dents, pits or corrosion
chemical coating. No abrasive
cleaning, sanding or blending is (2). Leading edges for erosion or dents.
allowed. (3). Root fitting for cracks, scratches, nicks,
(d). (Ref. Figure 8-5 hatched area). Use a and gouges. No cracks are allowable.
bright light and 10X magnifying Scratches that do not exceed 0.020 inch
glass to inspect the tail rotor blade (0.508 mm) depth are permissible with
pitch control arm (all four sides and rework.
the pocket) for corrosion, corrosion
(4). Presence and security of tip weights
pitting or cracks. No corrosion,
and attachment hardware.
corrosion pitting or cracks are
allowed. If corrosion, corrosion (5). Clogged drain openings.
pitting or cracks are present, replace
blade assembly before next flight. (6). All exposed edges for possible adhesive
(Ref. Para 5.B.). Mark the defective separation.
tail rotor blade assembly as scrap
and destroy. NOTE: If any of these conditions are found, per
form appropriate detailed inspections and
(e). Make sure the inspection area has a allowable repairs according to limits and
“dimpled” shot peen surface texture. procedures in CSP-H-5. Additionally, pre
If the inspection area surface is not form a balance check at the interval speci
shot peened or there is evidence of fied in CSP-H-4.
Page 8−13
TR12-001
CSP-H-2
PITCH CONTROL ARM
A
NOTE 2
NOTE 1
NOTE 1
NOTE 2
A
SECTION A-A
ROTATED
NOTES:
1. REMOVE PAINT FROM ALL FOUR (4) SIDES OF PITCH CONTROL ARM.
2. PROTECT AREAS FROM PAINT REMOVER, ALODINE AND PAINT. G64-004
Figure 8−5. Tail Rotor Pitch Control Arm Inspection
Page 8−14
TR12-001
CSP-H-2
D. Fiberglass Blade Inspection blade spars (fiberglass blade) or root fittings

(metal blades) for excessive looseness or play
(1). Presence of either a green or white dot from wear, as follows:
located just outboard of the blade data
plate.
(1). Maximum axial looseness for bearing in
(2). Evidence of collapsed airfoil. pitch control link is 0.020 inch (0.508
If either or both of the blades show mm).
signs of a collapsed airfoil, the blades or
the assembly should be replaced. Minor NOTE: If bearings secured in link by staking of
contour variation is allowed. the bearing (pressed-lip staked) the bearing
NOTE: Minor contour variations on tail rotor is not replaceable. However, since bearing
blades are not considered a safety of flight wear will usually occur only at the blade
condition. Affected tail rotor assemblies pitch control arm because of greater dis
may be continued in service until a replace placement during operation, the link can be
ment is available or pedal position for cruise continued in service until either or both
flight changes 1 inch (25.4 mm) or more. bearings exceed the wear tolerance.
(3). Leading edge damage or separation.

(2). Inspect area of link around staked
(4). Fiberglass skin damage. bearings for cracks. Scrap link assem
bly if any cracks are found.
(5). Trailing edge separation and clogged
vent/drain holes.
(3). Inspect for excessive wear at both ends
If trailing edge is separated the blade of pitch links. Check that wear is
must be replaced. No trailing edge smooth and does not extend into inner
separation is allowable. race of bearing. Touch up wear area
with primer (4, Table 2-4) and match
(6). Loose or damaged tip caps.
ing paint (6).
(7). Spar for cracks, scratches, nicks and
gouges. No cracks allowed. (4). Inspect staked groove in outer race of
Scratches and nicks between attach bearings for cracks. No cracks are
ment bolt hole and pitch control arm allowed.
that do not exceed 0.050 inch (1.27 mm)
depth are permissible with rework. (5). Maximum allowable play for spherical
NOTE: If any of the above conditions are found, drive fork bearings is 0.024 inch (0.6096
perform appropriate detailed inspection and mm) axial, or 0.008 inch (0.2032 mm)
allowable repair according to limits and pro radial, if vibration is not excessive. No
cedures in CSP-H-5. axial or radial play is allowed for the
conical drive fork bearings. Refer to
(8). Stainless steel leading edge abrasion Figure 8-11 for configuration identifica
strip damage or starting to separate tion.
from blade.
(9). Loose, unserviceable or missing leading NOTE: A physical check for pitch bearing wear
edge abrasion tape. If any such condi (step (6). below), that causes spar looseness
tion exists, replace tape. on the hub, can be made by holding one
blade firmly and measuring the flapping
(10). Perform a balance check at the internal play at the tip of the opposite blade. The
specified in CSP-H-4. measured play will indicate the combined
E. Tail Rotor Bearing Inspection wear of the pitch bearings. For fiberglass
blades, excessive tail rotor vibration will
Inspect pitch control link bearings, drive fork usually result when play is approximately
bearings and pitch (feathering) bearings in 0.250 inch (6.35 mm) or more.
Page 8−15
TR12-001
CSP-H-2
(6). Maximum allowable wear for the pitch surfaces, using grade 400 abrasive
(feathering) bearing in the spars is paper or crocus cloth (9 or 23,
limited only by the effect of the wear on Table 2-4).
tail rotor vibration.
NOTE: For any questionable and all other
NOTE: If any of these conditions are found, re items, refer to the complete and detailed in
place the defective bearing or preload shim spection, damage wear and repair limits
fork bearings as applicable (CSP-H-5). and requirements for the tail rotor assembly
provided in CSP-H-5.
(7). Check for indications of rust and
corrosion on hub fork bolt. If surface is 7. Elastomeric Bearing Inspection
not protected, clean and coat with
primer (4). Visually inspect elastomeric bearings installed
in fork assembly, at intervals specified in
F. Remaining Components Inspection CSP-H-4, for damage and debonding from
(1). Inspect for evidence of rotational fork as follows:
binding by hand-turning the tail rotor Elastomeric material can be
assembly a few turns while listening for CAUTION damaged by solvents, grease or
unusual sounds. If condition is ques oil. If cleaning is necessary, refer to Care
tionable, perform Inspection of Pitch and Cleaning of Elastomeric Bearings.
Control Assembly.
(1). Apply teetering force by hand to rotor
NOTE: Change of blade pitch angle when the blades (stop-to-stop). Check for
tail rotor is static can produce an audible fork-to-bearing failure. Failure is
snapping noise. The blade strap pack causes indicated by any motion between outer
the noise as the laminations are twisted and bearing cage and fork (bearing turns in
bent without a centrifugal load imposed. fork). If failure is noted, remove bearing
Such a noise is not harmful and of no con and rebind in fork according to instruc
cern. tions in CSP-H-5.
(2). Teeter the blades back-and-forth and (2). Teeter blades stop-to-stop as in step
check for evidence of abnormal binding. (1). Observe four radial molded ridges
(Some stiffness is normal, especially on each bearing as teetering takes
when the blade stop is newer.) place. If ridges assume continue curved
(3). Check that hub-to-blade pitch arm shape, bearing are intact. Discontinuity
clearance is within typical dimensions in molded ridges indicates bearing
of 0.001-0.130 inch (0.0254-3.302 mm). failure and bearing must be replaced
(4). Inspect fork and hub for scratches,
nicks, dents, cracks, corrosion and (3). Check bearing for general condition.
similar surface defects. No cracks are Replace bearing if damaged. Evidence
allowable. Scratches and nicks that do of light swelling, pock marks and
not exceed 0.005 inch (0.127 mm) depth crumbs are surface conditions and are
are permissible with rework. not indications of bearing failure.
(5). Inspect all bolts and nuts for security. (4). Elastomeric bearings are suspected of
being unserviceable, if visual inspection
(6). Inspect blade stop and boots for reveals rubber deterioration, separation
deterioration. Be sure to check for or a vibration is reported. Perform
cracking or splitting in the stem area of following steps to check blade flapping
the stop. resistance measurement to determine if
suspect elastomeric bearing has failed.
(7). Check both halves of the split ring for
damage and width conformity. (Ref. (5). To perform the measurement, remove
Figure 8-4). Smooth out any roughness, rubber blade stop between tail rotor
burrs or irregularities on the bevel hub and fork on two bladed tail rotor.
Page 8−16
TR12-001
CSP-H-2
PITCH ARM 30° 30°

TIP CAP NUT PITCH CONTROL MAX.
BOLT MAX.
LINK
DRAIN HOLE
(TYP) BLADE
PITCH ARM
VENT HOLES
(TYP)
BALANCE
WASHER(S)
ABRASION BLADE SPAR
FIBERGLASS
STRIP SPRING
SKIN
WASHER
SPECIAL (REDUCED OD)

WASHER
TAIL ROTOR BLADE

(NOTE 5) HUB
OVERLAP ABRASION
STRIP BY 0.250 IN. 0.001-0.130 IN.
(6.35 MM) (0.0254-3.302 MM)
(TYP)
1.18 IN.
(2.9972 CM) HUB-TO-BLADE PITCH
ARM CLEARANCE BLADE TRAVEL LIMITS WITH
ABRASION STRIP
(NOTE 1) PITCH LINKS DISCONNECTED
NON-ROTATING BOOT
(NOTE 4)
3.30 IN. (8.382 CM) (NOTE 3)
SPAR
PITCH CONTROL
BLADE SPAR
ASSEMBLY
BLADE PITCH ARM

FORK
ROTATING BOOT
HUB
X
X
SPAR 0.020 IN. (0.508 MM)

ABRASION TAPE MAX.
(NOTE 1)
FORK BEARING
CENTER
1 IN. 1 IN.
LINK BEARING SWASHPLATE (2.54 CM) (2.54 CM)
WHITE MAX. MAX.
(NOTE 2) ABRASION LINK BEARING LOOSENESS
STRIP CL OF
PITCH CONTROL
ARM BUSHING
NOTE 6 NOTES:
3 IN. (7.62 CM)
RED 1. 2 IN. (5.08 CM) WIDE TAPE (32, TABLE 2-4) MAY BE APPLIED AS SHOWN TO
PREVENT LEADING EDGE EROSION.
2. EARLY TYPE BLADES ARE PAINTED WITH A 6 IN. (15.24 CM) BLACK BAND
3 IN. (7.62 CM) INBOARD OF RED.
WHITE 3. TWO DRAIN VENT HOLES IN FOLDS AT BOTTOM.
4. CAUTION: DO NOT ALLOW BLADE PITCH TRAVEL TO EXCEED LIMITS
SHOWN. ROTATING THE BLADES TO EXCESSIVE PITCH ANGLES MAY
3 IN. (7.62 CM)
RESULT IN UNDETECTED DAMAGE TO TENSION-TORSION STRAP ASSY.
RED
5. FIBERGLASS BLADE SHOWN. (FOR METAL BLADES, SEE SHEET 2.)
6. FOR PAINT SPECIFICATIONS, SEE APPLICABLE 500 S/E OR M SUPPLEMENT.
30-134-1B
Figure 8−6. Tail Rotor and Pitch Control Assemblies − Inspection of,
and Handling Limits (Sheet 1 of 4)
Page 8−17
TR12-001
CSP-H-2
DRAIN OPENINGS
SCREW TIP WEIGHT

(NAS602-13P) (369A1622-3 OR -5)
(NOTE 10)
TAIL ROTOR BLADE
(NOTE 7)
TIP CAP
ROOT FITTING
DRAIN OPENINGS
HUB
X
X
RED
SPAR
WHITE
NOTE 6
0.50 IN. (12.7 MM)
3 IN. (7.62 CM) RED 0.50 IN. (12.7 MM)

RADIUS (TYP)
NOTES: (CONT)
3 IN. (7.62 CM) WHITE
7. CAMBERED METAL BLADES SHOWN. (FOR
12.8 IN. (32.512 CM) FIBERGLASS BLADES, SEE SHEET 1)
3 IN. (7.62 CM) RED
0.50 IN. (12.7 MM) UNPAINTED - FAR SIDE

1.25 IN. (3.175 CM) UNPAINTED - NEAR SIDE
30-134-2C
Page 8−18
TR12-001
CSP-H-2
DIRECTION OF PITCH CONTROL

ASSY WOBBLE ON OUTPUT SHAFT
0.020 IN. (0.508 MM) MAX.
FOR SERVICE
BOLT HOLE
CENTERLINE PITCH CONTROL ASSY
0-10 LB. (0-50 N)
SPRING SCALE
(NOTE 8)
TWINE
WASHER
PIVOT PIN (NOTE 9)
PITCH CONTROL LINK

NOTES: (CONT)
8. FORCE REQUIRED TO SLIDE PITCH CONTROL ASSY STA. 282 BELLCRANK
INWARD OF OUTWARD ON OUTPUT SHAFT MUST NOT
EXCEED 3 POUNDS WITH PITCH LINKS, BELLCRANK AND
RUBBER BOOTS DETACHED FROM PITCH CONTROL ASSY.
WOBBLE CHECK
9. ADD ONE OR TWO WASHERS AS REQUIRED FOR CLEARANCE
VIEW X-X
OF BELLCRANK THRU PEDAL TRAVEL.
10. TORQUE SCREWS TO 21 - 24 INCH-POUNDS (2.37 - 2.71 NM). 30-134-3C
WEAR AREA SMOOTH AND DOES NOT

EXTEND INTO BEARING OUTER RACE
BEARING O.D.
PITCH LINK (NO CRACKS ALLOWED
AROUND STAKED BEARING)
OUTER BEARING RACE STAKED GROVE

(NO CRACKS ALLOWED)
0.070 IN. (1.778 MM) MAX. WEAR
(2 PLCS EACH END)
0.231-0.269 IN.
(5.8674-6.8326 MM)
30-214A
Page 8−19
TR12-001
CSP-H-2
TAIL ROTOR BLADE
SPRING SCALE
STRING
1.00 IN.
(2.54 CM)
3.00 IN. 3.00 IN.

(7.62 CM) (7.62 CM)
ZERO LOAD POSITION

VIEW LOOKING AFT
47-1115-1A
Figure 8−7. Blade Flapping Resistance Measurement (Elastomeric Bearings)
Page 8−20
TR12-001
CSP-H-2
Do not remove hub-to-drive using grade 320 abrasive paper (20,

CAUTION forkhinge bolt to remove tail ro Table 2-4) to round out and blend
tor assembly. This bolt should only be re defect.
moved according to instructions in
CSP-H-5. Damage to strap pack may occur (2). Apply exterior surface touchup treat
if any other procedure is used. ment and paint touchup (Ref. Sec. 2)
(6). Measure flapping resistance of blade (Repairable damage limits are defined
using spring scale attached within 1.00 in CSP-H-5).
inch (25.4 mm) inboard of blade tip
(Ref. Figure 8-7). (3). Repair both halves of split ring by
(a). Block or hold tail rotor pedal in rounding out or blending any rough
neutral position, record spring scale ness, burrs or irregularities on the
value when blade tip is 3.00 inches beveled surfaces, using grade 400
(7.62 cm) inboard and outboard from emery paper or crocus cloth (23).
no load position.
(b). Scale must indicate 1.5-5.0 pounds 10. Pitch Control Link Replacement
(6.67-22.24 N). If load is not within
specified limit, replace bearing Ref.
CSP-H-5). CAUTION
(7). Reinstall rubber blade stop. Prior to removal of pitch control links, col
or code pitch control arm, bolt and all
NOTE: When reinstalling tail rotor fork assem
washers used at each arm (Ref.
bly a new tang washer must be used.
Figure 8-11). The bolt, or an identical
8. Elastomeric Bearing Care and Cleaning one, and same combination of washers
must be reassembled at locations from
Elastomeric bearings are not inherently which removed or tail rotor balance can
resistant to greases, oils, or solvents if be seriously affected.
immersed. They are however, somewhat
resistant to occasional splash or spillage of Do not allow blade pitch angles to exceed
these materials if exposed on an occasional 30 degrees, approximately one inch (25.4
basis. If elastomeric material do come in mm) in each direction (Ref. Figure 8-6).
contact with these fluids, the elastomeric Undetected damage to the internal ten
surface should be immediately cleaned. If sion torsion strap pack may occur.
cleaning is accomplished properly, the effect of
greases, oils, or solvents on the performance of (1). Disconnect ends of pitch control link
the elastomeric material will be minimal. from clevis ear of swashplate and from
blade pitch control arm (Ref.
(1). If greases, oils or solvents come in
Figure 8-4).
contact with the elastomeric damper
material, wipe immediately with a
clean dry rag. (2). Insert either end of repaired or replace
ment pitch control link between clevis
(2). If wiping is not sufficient (oil or grease ears of swashplate.
is too thick) clean the affected area of
the elastomer with a soft bristle brush
and a solution of pure soap and water. (3). Install bolt, two washers and nut,
torque nut to 50 - 60 inch-pounds
(3). Rinse with tap water. (5.65 - 6.78 Nm); install cotter pin.
9. Tail Rotor and Pitch Control Assembly
Repair (4). Pull pitch control assembly inboard or
outboard as required to align pitch
(1). Repair of allowable surface defects on control link bearing with pitch control
fork and hub that may be reworked by arm bushing.
Page 8−21
TR12-001
CSP-H-2
(5). Check or apply color code for correct (a). Spar inboard length is 3.30 inches
match. Place special (reduced outside (8.382 cm).
diameter) washer and large diameter
spring tension washer on extended (b). Spar outboard length is 1.18 inches
balance bolt so that concave (dished) (2.9972 cm).
surface of spring washer is against bolt
(c). Tape length at blade root is to
head. With washers in place on bolt,
overlap metal abrasion strip by 0.250
insert bolt through bearing of pitch
inch (6.35 mm).
control link and bushing in pitch
control arm. (3). Apply tape on leading edge centerline of
blade and spar; press down firmly to
NOTE: If alternate (standard NAS 464P - ) eliminate all air pockets.
bolts are used instead of extended balance
bolts, first install balance washers(s) of 12. Tail Rotor Assembly Bungee Initial
same color code as pitch control arm and Installation (Fiberglass−to−Metal Tail
bolt, then install an AN 960-416 washer un Rotor Blade Conversion)
der bolt head before installing bolt. Insert
bolt shank through spring washer, reduced (Ref. Figure 8-8) Installation of new metal tail
OD washer, bearing of link and bushing of rotor assembly is preceded by removal of the
blade pitch arm. The AN 960-416 washer existing fiberglass-bladed tail rotor assembly
prevents balance washer contact with and inspection of split rings. Existing tail rotor
spring washer. pitch control sub-assembly is to be used. Tail
rotor controls must be rerigged using a
(6). Install washer(s) of same color code as different rigging tool (29, Table 2-2).
pitch control arm and bolt, install nut,
Section 8, torque nut to 50 - 60 inch- (1). Remove access cover between pilot's
pounds (5.65 - 6.78 Nm) and install seat and left passenger's footwell on aft
cotter pin with wet primer (4, side of canted bulkhead.
Table 2-4) (Ref. Figure 8-4). NOTE: If the riveted bearing is installed at aft
end of floor-routed control rod, the control
(7). If removed from extended balance bolt, rod must be removed from helicopter.
install balance washer(s) of same color
code as pitch control arm on extended (2). Removal the nonriveted bearing
balance bolt and secure with nut. installed at one end of control rod;
discard bearing. Do not remove riveted
11. Leading Edge Tape Replacement bearing.
(Fiberglass Blade)
(3). Place locknut and fitting on new
(Ref. Figure 8-6) bearing and install on end of rod
assembly. Adjust rod assembly to 30.06
Do not allow solvent to soak into inches (76.3524 cm) as shown.
CAUTION blade crevices as it may cause (4). Drill 0.190-0.194 inch (4.826-4.9276
damage to bonding adhesive. mm) hole through bracket and touchup
with primer (4, Table 2-4).
(1). Remove old adhesive tape from three
locations on leading edge of blade and (5). Install eyebolt on bracket.
spar; clean areas from which removed
with solvent (1, Table 2-4). (6). Install eyebolt on fitting at new
bearing.
Do not cut tape after it has been
CAUTION installed on blade.
(7). Install floor-routed control rod, with
new bearing and fitting at aft end.
(2). Measure and cut 2 inch (5.08 cm) wide (8). Install bungee spring as shown.
tape (32) to lengths indicated for
locations as follow: (9). Reinstall footwell.
Page 8−22
TR12-001
CSP-H-2
369A2541 BRACKET CL HELICOPTER
3.25 IN. (8.255 CM)
0.190-0.194 IN. (4.826-4.9276 MM)

HOLE THRU BRACKET AN42B-C3A EYE BOLT
AN960-10L WASHER
MS21042-3 NUT
STA 63.00 STA 74.875
AN42B-C3A EYE BOLT

369A7521
AN960-10L WASHER (2 REQD)
SPRING
MS21-42-3 NUT
369A7006-3
ROD ASSEMBLY
WL 16.92
1.75 IN. (4.445 CM)
369A2541 BRACKET 369A7305 BELLCRANK
369A7522 FITTING
369A7961-51 BEARING
30.06 IN. AN315-6R NUT

(76.3524 CM)
30-227A
Figure 8−8. Tail Rotor Assembly Bungee Installation (Metal Blade)

13. Tail Rotor Balance Adjustment (Without NOTE: Blurry appearance of lower vertical or
Balance Kit) horizontal stabilizer, at 100-103% N2 with
tail rotor pedals in neutral position, is a typ
The following procedure ical vibrations.
WARNING should only be used if a
slight out-of-balance condition is (a). With tail rotor operating at normal
noted on a operating tail rotor and a rpm, feel the control pedals for the
tail rotor balance kit is not available. presence of high frequency vibration
Tail balance should normally be accom (buzz).
plished using the balancing kit equip
ment described in paragraph 8-15. (b). If vibration is noticeable, observe the
Damage can occur with an excessively outboard tip of the horizontal stabi
out-of-balance tail rotor. lizer. Determine if stabilizer buzz is
in excess of 0.0625 inch (1.5875 mm).
NOTE: High frequency vibrations in the heli (c). If stabilizer buzz appears excessive
copter can also be produced by other compo (cannot be damped easily by holding
nents besides the tail rotor (Ref. Sec. 5, 9 tip with one hand) or pedal buzz feels
and 10). Be sure that any excessive high fre excessive, tail rotor balance should be
quency vibrations are tail rotor induced. be improved by performing the actions
fore readjusting tail rotor balance. outlined in steps (2). thru (5). below.
(1). Evaluate tail rotor high frequency (2). Attempt imbalance correction by
vibration repositioning tail rotor on driveshaft:
Page 8−23
TR12-001
CSP-H-2
(a). Remove tail rotor and pitch control 14. Tail Rotor Balance Adjustment (With
assembly, rotate 45 degrees from Balancing Kit)
original index position and reinstall.
(Ref. Figure 8-9) Tail rotor balancing may be
(b). With rotor operating at normal rpm, accomplished by strobe light observation of the
determine if the vibration is im tail rotor during ground run.
proved to an acceptable level. A vibration pick-up (accelerometer), mounted
on the tail rotor gearbox, causes the strobe
(c). If vibration level is increased, light to flash in each vibration cycle. The
reposition tail rotor 45 degrees in the flashing light stops the rotating blade image,
opposite direction from the original as viewed by the operator.
index position.
The vibrations, measured in mils on an
(d). If vibration level is still unacceptable, analyzer dial, and the tail rotor angle, mea
return tail rotor to the original index sured with a protractor mounted on the strobe
position and proceed with step (3). light, are recorded by the operator. This data is
below. applied to tables showing location and weight
required to restore tail rotor balance.
(3). Attempt rebalancing of the tail rotor by Complete instructions for tail rotor balancing
addition of tape as follows: are contained in the Chadwick-Helmuth
Strobex Blade Tracker Manual. This handbook
(a). Select either blade. Assuming that it is a component of balancing kit (59, Table 2-2).
is the light blade, wrap two layers of
2 inch (5.08 cm) width pressure-sen A. Tail Rotor Balance Preliminary
sitive abrasion tape (32, Table 2-4) Adjustment
around the shank of the blade.
To prevent damage from an excessively
(b). Operate the tail rotor at normal out-of-balance tail rotor, the following check
flight rpm and evaluate the vibration should be accomplished prior to use of the
level. above kit, at each 100 hour tail rotor balance
inspection, and whenever new or rebuilt tail
rotor assembly is installed. Use the equipment
(c). If vibration level has decreased,
cited for the above-noted manuals.
continue to add tape until the
vibration level is acceptable. (1). Install tail rotor vibration analyzer kit.
(d). If vibration level has increased, (2). Ground run engine with main rotor
remove the tape and evaluate the blades at flat pitch, tail rotor pedals in
opposite blade in the same manner. neutral, and engine at ground idle
speed.
(4). If an acceptable vibration level can be (3). With utility switch on, adjust analyzer
produced according to above, continue and strobe per Chadwick-Helmuth
tail rotor in service with tape installed. handbook of instructions.
(5). If vibration level is unacceptable after (4). Set RPM tune dial to 229 (2289 tail
attempt correction (steps (2). or (3). rotor rpm with engine at ground idle).
above):
(5). Set rpm range dial to X10.
(a). Obtain the special tail rotor balance (6). Direct strobe light at tail rotor and
analyzer kit (31, Table 2-2) that is observe Clock Angle of grip target.
used to balance installed tail rotors.
(7). Press Verify Tune Button and adjust
(b). Alternately, remove the complete tail RPM Tune Dial while button is pushed,
rotor assembly and send to overhaul to return target to angle observed
for balancing. before button was pushed.
Page 8−24
TR12-001
CSP-H-2
ZERO ANGLE LINE
ANGLE VIEWED ON
PROTRACTOR
UTILITY
RECEPTACLE
(FOR 24 VDC
ELECTRICAL VIBRATION ANALYZER
POWER)
BLUE BLADE
SCALE #2 BUTTON
FILTER
POWER SWITCH
POWER OUT **
CONNECT TO HELICOPTER
UTILITY RECEPTACLE
PROTRACTOR VIBRATION ANALYZER

STABILIZER 369A9801 (NOTE 2)
PROTRACTOR ASSY
369A9979 (NOTE 1)
SIGNAL
OUT *
CONNECT TO TAIL
ROTOR GEARBOX
ATTACH PICKUP
MOUNTING
SPRING AROUND CONNECT TO
STROBE LIGHT ANALYZER
FACE LUGS CASE UNIT SIGNAL OUT *
(NOTE 1)
PROTRACTOR ON
STROBE LIGHT GAIN
(NOTE 1) CONTROL
STROBE LIGHT
CABLE
NOTES:
1. STROBE LIGHT AND CASE UNIT
FORM STROBE LIGHT 369A9925 CONNECT TO
(CHADWICK-HELMUTH MODEL 135M-( ) ANALYZER
STROBEX). (PART OF BLADE TRACKING POWER OUT **
KIT 369A9926-5 OR -7, (16, TABLE 2-2).)
2. CHADWICK-HELMUTH MODEL 170.
(PART OF TAIL ROTOR BALANCE ANALYZER
KIT 369A9999, (31, TABLE 2-2).) 30-145B
Figure 8−9. Tail Rotor Vibration Analysis Equipment
Page 8−25
TR12-001
CSP-H-2
(8). Release button, observe angle, press (2). On tail rotor gearbox having a breath
and adjust again to match new `ùn- er-filler with a threaded hole, install
pushed'' angle. pickup on breather (finger-tight).
(9). Repeat until there is no change wheth (3). Connect vibration pickup cable to
er button is pushed or released. pickup. Route cable forward along right
side of tailboom. Secure with tape (32,
NOTE: Adjust RPM Tune Dial only when but Table 2-4).
ton is pushed.
Place weights on cable on
(10). Read Clock Angle with button released, CAUTION ground to prevent possible foul
and IPS without strobe flashing. ing of tail rotor.
If IPS meter reading is 0.5 or
CAUTION greater, do not increase rpm.
(4). Connect components of the vibration
analyzer kit (369A9999) (31, Table 2-2)
(11). If IPS meter reading is 0.5 or greater, and blade tracking kit (369A9926-5 or
proceed with preliminary adjustment as -7) (16) as shown in Figure 8-9.
follows:
(5). Attach protractor assembly 369A9979
(a). Plot the low rpm IPS and Clock to strobe light.
Angle on chart.
(6). If not already marked, identify blue
(b). Use four times the indicated weight blade with paint provided in analyzer
and re-run the helicopter at ground kit.
idle.
(7). Set strobe light ON-OFF switch to ON.
(c). Correct Clock Angle, if necessary,
using Chart Corrector. (8). Adjust analyzer indicator needle to
zero, if necessary.
(d). Repeat until IPS meter reading less
than 0.5 (preferably 0.2). Always perform first run in a
CAUTION cautious manner so that vibra
(12). Accomplish final balancing with engine tions from an out-of-balance tail rotor will
speed 103% N2 and RPM Tune Dial set not cause damage.
at 310 (X10 3100 tail rotor rpm at 103%
N2). Reduce IPS to 0.2 or less. C. Preparation for Balancing
B. Tail Rotor Vibration Analysis Kit
Installation (Ref. Figure 8-9) Ground run engine with
main rotor blades in flat pitch and tail rotor
NOTE: Equipment required: Main rotor blade pedal in neutral. Slowly increase engine speed
tracking kit 369A9926-5 or -7 (16, to 103% N2. With Utility switch ON, adjust
Table 2-2); tail rotor balancing kit analyzer and strobe as follows:
369A9999 (31). (Ref. Figure 8-9) The de
tailed balancing instructions outlined in ad (1). Adjust analyzer kit filter TUNE until
justment steps (1). thru (6). below supercede the needle reads maximum.
those instructions contained in both the
analyzer and the tracking kit. (2). In blade blade tracking kit, adjust
GAIN control counterclockwise until
(1). On tail rotor gearbox without breather- strobe light flashes; then rotate 1/8 turn
filler threaded for vibration pickup, more.
install pickup mounting bracket
assembly 369A9920 as shown in Detail NOTE: Do not operate the strobe light with the
C, Figure 8-10; then install vibration Gain too high as this may cause the light to
pickup on mounting bracket. flash erratically and indicate false angles.
Page 8−26
TR12-001
CSP-H-2
SCREW
(NOTES 2, 5)
BLADE TIP BALANCE
WASHER NAS620-10L
(NOTE 5)
FIBERGLASS TYPE NAS464P4-( ) BOLT

BLADES SHOWN (NOTE 2)
AN960-416 BLADE PITCH ARM
PICKUP WASHER BALANCE WASHER
CABLE (NOTE 3) (NOTE 4)
TAPE
SPRING SPECIAL WASHER
WASHER (REDUCED OD)
ALTERNATE ASSEMBLY
WITH NAS BOLT
VIBRATION PICKUP
(ACCELEROMETER)
PITCH
CONTROL
LINK
BREATHER PITCH ARM
50-60 IN. LB (5.65-6.78 NM)
RETAINING NUT BALANCE WASHER
(NOTE 4)
BLUE BLADE
WHITE MARK
STANDARD ASSEMBLY WITH

369A1606 BOLT
EXTENDED BALANCE BOLT
PITCH 369A1606
SPRING WASHER
CONTROL
LINK
PITCH ARM
50-60 IN. LB VIBRATION PICKUP

(5.65-6.78 NM) (NOTES 1, 7)
PICKUP ON TAIL ROTOR

TRANSMISSION
NOTES:
1. INSTALL FINGER-TIGHT.
2. REFER TO TABLE 8-4 FOR LENGTH, WEIGHT VALUES
AND GRAM WEIGHTS.
3. ONE -416 WASHER MUST BE INSTALLED AT THIS POINT
TO PREVENT WASHER CONTACT WITH SPRING WASHER. MOUNTING
4. MAXIMUM WASHER WEIGHT ALLOWED AT EITHER PITCH BRACKET
ARM IS 32 GRAMS (OR 27 HS306-227L WASHERS). 369A9920
5. MAXIMUM COMBINED WEIGHT ALLOWABLE AT TIP: (NOTE 6)
SCREW/WASHERS ON FIBERGLASS BLADE - 8 GRAMS;
SCREW/WEIGHTS ON METAL BLADE - 24 GRAMS.
6. PART OF TAIL ROTOR BALANCE ANALYZER KIT 369A9999
(3, TABLE 2-2).
7. PART OF VIBRATION ANALYZER 369A9801 (PART OF
BALANCE ANALYZER KIT 369A9999). 30-146A
Figure 8−10. Tail Rotor Balancing
Page 8−27
TR12-001
CSP-H-2
D. Vibration analysis NOTE: Tail rotor fork bearings that are im
properly seated or that have excessive loose
(Ref. Figure 8-9) ness between races can cause tail rotor
vibration. Such bearings must be replaced
(Ref. Tail Rotor and Pitch Control Assembly
(1). Stand approximately 10 feet (3 m) away Replacement). If bearings are serviceable,
from the tail rotor and 90 degrees to the continue with the following inspections.
axis of rotation.
(a). Remove tail rotor assembly and
(2). Direct the strobe light toward the inspect split ring (Ref. Figure 8-4).
rotating tail rotor and align the leading Replace damaged or mismatched.
edge of the protractor stabilizer with
the leading edge of the upper vertical (b). With tail rotor removed, check tir in
stabilizer: read the angle on the split ring groove of gearbox output
protractor between the blue blade shaft. Run-out is limited to 0.003
leading edge and zero degree centerline. inch (0.0762 mm) tir.
Record reading.
(c). Check that there is no axial play in
output shaft; none is allowed.
NOTE: Erratic strobe light flashing is expected
at a meter reading of 1.50 mils or lower and (d). Replace tail rotor gearbox if output
is an indication of a good balance. shaft condition is beyond limits. (Ref.
Sec. 9 for gearbox replacement.)
(3). Read the value on analyzer upper dial.
(e). After any required replacement,
If analyzer meter needle reads above
reinstall tail rotor and pitch control
10, depress SCALE #2 button and read
assembly.
the lower dial.
(f). Repeat vibration analysis. If meter
(4). If meter reading is 2 or less (strobe reading is still more than 20, replace
light flashing erratic), balance is tail rotor blade(s) or assembly.
acceptable.
E. Balance at Fiberglass Blade Tip
(5). If meter reading is more than 2, record (Ref. Figure 8-10) A weight increase at a light
reading, shut down engine and proceed blade tip may be obtained by removal of
with steps (6). or (7). below, as appropri equipment washer weight from the opposite
ate. blade tip. Always remove washers from
opposite tip, if installed, and subtract from the
(6). When meter reading is more than 2, weight added before adding more weight.
but less than 20:
(1). Remove blade tip screw and any
existing balance washers.
(a). Use Table 8-2 and Table 8-3 to
determine number and location of (2). Select the new washer and screw
balance washers required. combination by using Table 8-2 and
Table 8-3 and by observing the follow
(b). Install or remove washers or weight ing.
on the specified blade tip and/or pitch
arm bolt. (a). Screw used at tip must be
NAS1351-3-( )P. A selection of these
NAS screws is provided in the
(c). Repeat vibration analysis until
vibration analyzer kit.
balance is acceptable.
(b). Thread length for engagement must
(7). When meter reading is more than 20, not exceed 0.750 inch (19.05 mm) nor
inspect tail rotor installation on the be less than 0.3125 inch (7.9375 mm),
gearbox as follows: with or without washers installed.
Page 8−28
TR12-001
CSP-H-2
NOTE: (7.9375 mm) minimum thread engage

Each blade tip must have a screw ment. Do not use longer than the
installed; however, no minimum number original 0.8125 inch (20.6375 mm)
of washers is required. screws.
Screw head protrusion beyond blade tip (4). Balance at Blade Pitch Arm
after installation is not desirable but is al (Ref. Figure 8-10). A weight increase at a light
lowable provided the weight limit for the pitch arm may be obtained by removal of
tip is not exceeded. equivalent washer weight from the opposite
(c). Screw length may be changed to pitch arm. Always remove washers from
increase or decrease tip weight opposite pitch arm, if installed and subtract
and/or maintain minimum screw from the weight to be added before adding
engagement. A longer or shorter more weight. Adjust pitch are weight as
screw also can replace washers. follows:
(5). On a standard tail rotor assembly with
Combined weight of screw/
CAUTION washer selection must not ex extended balance bolts, remove balance
washer retaining nut (Detail B) and
ceed 8 grams at either tip. install or remove washers as deter
(3). Install selected screw and washer mined by use of Table 8-2 and
combination. Table 8-3. Maximum washer weight
allowed at either pitch arm bolt is 32
F. Balance at Metal Blade Tip grams (27 ``standard size'' washers).
When balancing indicates that a weight (6). On a tail rotor assembly with alternate
increase at a light tip is required, it is always NAS bolts, remove cotter pin, nut,
best to remove equivalent weight from the washers and bolt (Detail A) and install
opposite tip if possible. The blade weight can or remove washers next to bolt head as
thus be kept as near the manufactured determined by use of Table 8-2 and
(prebalanced) weight as possible. Adjust tip Table 8-3.
weight as follows: NOTE: The alternate bolt used at pitch arm
must be NAS465P-( ). A selection of these
NOTE: The two tip screws may be used without NAS bolts is provided in the vibration ana
tip weights if required. lyzer kit. NAS bolt length may be changed to
(1). Remove the blade tip screws and increase or decrease blade pitch arm weight
weights. Select proper weights to add or and/or provide for washers. A longer or
remove as determined using Table 8-2 shorter bolt also can replace washers.
and Table 8-3. (7). Assemble washers and bolt as shown in
Details A & B, as appropriate. Be sure
NOTE: The screws (NAS602-13P installed the that washer weight distribution is
tips during manufacture and original bal within limits.
ance are long enough to accommodate the
maximum thickness of tip weights that may (8). Torque nut to 50 - 80 inch-pounds
be used while maintaining thread engage (5.65 - 9.04 Nm) for either type of bolt.
ment of 0.3125 inch (7.9375 mm) minimum. NOTE: There is a possibility of slight weight
(2). Install the combination of weights variation between pitch control links after
required, using the two screws. The forging and machining.
maximum weight is 24 grams (approxi (9). If a tail rotor has the maximum balance
mately 11 thick weights (washers) washer weight allowed on one pitch
369A1622-5 and two NAS602-13P arm, compare the two links.
screws). Torque screws to 21 - 24
inch-pounds (2.37 - 2.71 Nm). (10). If the pitch link opposite the weight
requirement appears larger, exchange
(3). If shorter than normal tip screws have one link for the other and repeat
been used, check for 0.3125 inch vibration analysis.
Page 8−29
TR12-001
CSP-H-2
Table 8−2. Rotor Balance Weight Location Chart
ANGLE METER READING

(DEGREES) (MILS)
FIBE
R-GL MET 2 4 6 8 10 12 14 16 18
ASS AL
1 1 1 1 1 1 1 1 1
0 340 2 4 7 10 13 15 16 22 23
BLUE TIP
1 1 2 2 3 3 3 4 5
15 355 2 4 7 9 12 14 17 20 21
GREEN PITCH ARM 1 3 3 3 4 5 6 7 7
30 10 2 4 7 8 9 11 12 14 17
45 25 1 2 3 4 5 6 7 7 8
60 40 1 2 3 4 5 6 7 8 9
75 55 1 2 3 4 5 6 7 8 9
BLUE TIP 90 70 1 2 3 4 5 6 6 7 8
ONLY 105 85 1 2 3 3 4 4 5 7 7
120 100 1 1 2 3 3 3 4 5 6
135 115 1 1 2 2 2 2 3 3 3
0 1 1 1 1 1 1 1 1
150 130
BLUE TIP 2 4 6 10 12 14 17 20 23
BLUE PITCH 0 0 0 0 0 0 0 0 0
ARM 165 145
2 4 7 10 13 15 18 20 23
1 1 1 1 1 1 1 1 2
180 160
GREEN TIP 2 4 7 10 13 15 18 22 23
BLUE PITCH 1 1 2 2 3 3 3 4 5
195 175
ARM 2 4 7 9 12 14 17 20 21
210 190 1 2 3 3 4 5 6 7 7
225 205 1 2 3 4 5 6 7 7 8
240 220 1 2 3 4 5 6 7 8 9
GREEN TIP 255 235 1 2 3 4 5 6 7 8 9
ONLY 270 250 1 2 3 4 5 6 6 7 8
285 265 1 2 3 3 4 4 5 7 7
300 280 1 1 2 3 3 3 4 5 6
315 295 1 1 2 2 2 2 3 3 3
0 1 1 1 1 1 1 1 1
330 310
GREEN TIP 2 4 6 10 12 14 17 20 23
0 0 0 0 0 0 0 0 0
GREEN PITCH
345 325
ARM 2 4 7 10 13 15 18 20 23
USE OF DIAGONAL LINE NUMBERS:

THE NUMBERS IN THE METER READING (MILS) COLUMNS INDICATE THE NUMBER OF ``STANDARD SIZE'' WASHERS AND WEIGHTS WITH
A WEIGHT VALUE OF ``1'' (TABLE 8-4) TO BE ADDED AT THE BLADE TIP OR PITCH ARM. THE NUMBER ABOVE THE DIAGONAL LINE IS FOR
THE TIP AND THE NUMBER BELOW IS FOR THE PITCH ARM.
EXAMPLE OF CHART APPLICATION:

ANGLE VIEWED ON PROTRACTOR - 195° (FIBERGLASS BLADES) - 175° (METAL BLADES)
ANALYZER METER READING - 4
READ DOWN THE ANGLE (DEGREES) COLUMN TO 195 OR 175, AS APPLICABLE; THEN READ TO THE RIGHT TO METER READING (MILS)
COLUMN 4. AT THIS POINT, THE NUMBERS 1/4 ARE TO BE FOUND INDICATING THE NEED FOR ONE TIP WASHER OR WEIGHT, AS
APPROPRIATE, HAVING A WEIGHT VALUE OF ``1'' AND FOUR PITCH ARM WASHERS EACH OF WHICH HAS A WEIGHT VALUE OF ``1''. IF AN
EQUIVALENT NUMBER OF ``STANDARD SIZE'' WASHERS OR WEIGHTS ALREADY EXIST ON THE OPPOSITE BLADE, REMOVE THEM
RATHER THAN INSTALLING THE ADDITIONAL WEIGHT. ALSO CHECK WHETHER APPROPRIATE BOLT OR SCREW SUBSTITUTION ON ONE
BLADE MIGHT NOT ELIMINATE THE NEED FOR ADDING WEIGHT TO THE OTHER. IF WASHER SIZES USED AT PITCH ARM ARE NOT THE
``STANDARD SIZES'' LISTED IN TABLE 8-4, THE NUMBERS ON LOCATION CHART 8-3 WILL BE INVALID UNLESS THERE IS GRAM WEIGHT
EQUIVALENCE.
30-147
Page 8−30
TR12-001
CSP-H-2
Table 8−3. Tail Rotor Balance Weight Value Chart

At Fiberglass Blade Tip (7)
Screws (2)(8) Length inch (mm) Weight (Grams) Weight Value (4)
NAS1351−3−6P (1) 0.375 (9.525) 2.17 minus 4−1/2
NAS1351−3−12P 0.750 (19.05) 2.17 0
NAS1351−3−14P 0.875 (22.225) 3.86 1−1/2
NAS1351−3−16P 1.00 (25.4) 4.26 3
Standard Size Washer − Steel Thickness inch (mm) Weight (Grams) Weight Value
NAS620−10L 0.032 (0.8128) 0.272 1
At Metal Blade Tip
Screws Length inch (mm) Weight (Grams) Weight Valve
NAS602−13P 0.8125 (2.06375) 2.44 0
Weights Thickness inch (mm) Weight (Grams) Weight Valve
369A1622−3 0.016 (0.4064) 0.29 1
369A1622−5 0.036 (0.9144) 1.76 6
At Any Blade Pitch Arm (10)
Bolts (5) Length inch (cm) Weight (Grams) Weight Value (4)
NAS464P4−18 1.46875 (3.730625) 12.17 0
NAS464P4−19 1.0 (2.54) 12.56 1/2
NAS464P4−20 1.59375 (4.048125) 12.94 1
NAS464P4−21 1.65625 (4.206875) 13.34 1
NAS464P4−22 1.71875 (4.365625) 13.73 1−1/2
NAS464P4−23 1.78125 (4.524375) 14.12 2
Standard Size Washers (Steel) (6)(9)
OD inch (mm) Weight (Grams) Weight Value
Thickness in. (mm)
AN960−416 (3) 0.063 (1.6002) 0.50 (12.7) 1.45 1
HS306−227L 0.016 (0.4064) 0.80 (20.32) 1.17 1
NOTES:
(1) If necessary, a −6P screw may be used without washer.
(2) Screw threads for engagement in blade insert (with or without washers): 0.3125 in. (7.9375 mm) minimum,
0.750 in. (19.05 mm) maximum.
(3) One −416 washer required next to spring washer on alternate NAS bolt. Not required on extended bolt.
(4) Weight Value − Example: A change from NAS 464P4−18 to a −23 bolt has a weight value of ‘‘2”; that is the
change in length is equal to two ‘‘standard size” washers in Table 8−3. Measure installed screw or bolt
length and compare with this chart to determine weight value.
(5) Extended balance bolt 369A1606 used on standard assembly. NAS bolts used on alternate assembly. NAS
bolt values not applicable to extended bolt.
(6) Used on either extended bolt or alternate NAS bolt.
(7) Maximum combined screw and washer weight limited to 8 grams a tip.
(8) Protrusion of screw head beyond tip cap is undesirable but allowed.
(9) Maximum of 27 washers with 0.432 in. (10.9728 mm) total thickness on extended balance bolt.
(10) Minimum of two threads must extend past locknut securing balance washers on extended balance bolt.
Page 8−31
TR12-001
CSP-H-2
(11). If maximum allowable weight at one Helmuth Blade Tracker Manual. This hand
pitch arm will not correct the assembly book is a component of balancing kit.
balance, the tail rotor hub may be
shifted in the fork and hub-to-fork 16. Tail Rotor Blades
shimming adjusted, if maximum
allowable play in the fork bearings is Either metal or fiberglass tail rotor may be
not exceeded. installed. The basic differences between metal
and fiberglass blades are as follows:
(a). This is done by transferring fork-to-
hub spacing shims from the balance A. Fiberglass Blades
weighted side to the opposite side of (1). Fiberglass blades are used for normal
the hub, according to hub and fork performance requirements.
reassembly procedures in CSP-H-5.
(2). Each consists of a tapered-wall, steel
NOTE: Span wise balance will probably be af alloy spar with a fiberglass skin bonded
fected by any chordwise shift of the fork. to form the airfoil.
(12). The cordwise weight shift resulting (3). The outer fiberglass ply is painted as
from each 0.001 inch (0.0254 mm) of shown in Figure 8-6.
spacing shim thickness transferred will
reduce the requirement at the weighted (4). Corrosion-resistant steel abrasion
pitch arm by one ``standard size” strips form the leading edges of the
(HS307-227L) balance washer. blades.
Example: Transferring one (5). Fiberglass blades are either painted, or

369A1717-53 spacing shim, 0.010 inch on early type paper-covered blades,
(0.254 mm), would allow initial removal have a layer of colored paper directly
of 10 thin washers from the pitch arm. bonded to the outer ply of the fiberglass
skin.
NOTE: A tail rotor out-of-balance condition (6). The position and width of the stripes for
that cannot be corrected by standard bal
either blade is shown in Figure 8-6.
ancing procedures may be an indication of
excessive play in tail rotor hub components. NOTE: The stripes on paper-covered blades
are overlaid and bonded on a red base layer
(13). If maximum allowable play in the fork of paper that covers the outboard 15 inches
bearings is exceeded, the bearings must (38 cm) of skin.
be replaced.
B. Metal Blades
(14). Replacement or adjustment of parts
requires balancing of the tail rotor (1). Metal blades are cambered for high
following reassembly. thrust to provide increased directional
control at high altitude.
15. Tail Rotor Blade Track Verification
(2). Each consists of an aluminum honey
Blade track cannot be adjusted, but it can be comb spar, aluminum skin, riveted
verified by use of the tracking equipment aluminum blade fittings and a alumi
contained in balance kit (59, Table 2-2). If this num tip cap, all structurally bonded
kit is available, it is recommended that track together.
verification be accomplished before attempting (3). The blades are painted as shown in
to balance tail rotor, to avoid performing Figure 8-6.
balancing procedures that are ineffective due
to an out-of-track condition that can only be C. Fiberglass Tail Rotor Blade Replacement
remedied by blade replacement.
Ensure that replacement fiberglass blades are
Completed instructions for the blade track serviceable and blade static balancing mo
verification are contained in the Chadwick- ments are within required limitations.
Page 8−32
TR12-001
CSP-H-2
A balancing check and/or ad brought within plus or minus 40

CAUTION justment is required after blade gram-inches of each other in either of
removal, at subsequent replacement or rein the two categories by use of a special
stallation of blade. balancing fixture and prebalancing
with tip weights.
(1). One or both blades may be replaced;
however, fiberglass blades must be (3). Erosion or allowable repairs may cause
matched. minor balance moment changes for
metal blades. Such changes are consid
(2). Static balancing moments of fiberglass ered negligible enough to allow direct
blades must be within 80 grams-inches replacement of any used blade with a
of each other. new one and interchangeable use of
blades with remaining service life.
(3). When both are being replaced with
fiberglass blades, a matched set of (4). In any case of blade selection or use,
blades should be ordered. the inspection, repair and serviceability
requirements specified in CSP-H-5
(4). When replacing a single fiberglass
must be complied with for metal blades.
blade, it is necessary to find the static
balancing moment of the used blade
(5). The retirement schedule and remaining
being retained in serviced, as well as
service life of a used blade should
that of the replacement blade.
always be considered when making the
NOTE: For additional information on and de decision to replace a single blade.
termination of the static balancing moment
for fiberglass blades, refer to CSP-H-5. 17. Tail Rotor Blade Replacement
(5). The retirement schedule and remaining Before blade replacement, refer to Fiberglass
service life of a used blade should be Tail Rotor Blade Replacement and Metal Tail
considered when making the decision to Rotor Blade Replacement for fiberglass or
replace a single blade. metal tail rotor blade replacement matching
criteria.
NOTE: If fiberglass blades are replaced with
metal blades, installation of a bungee spring NOTE: Always record the number and location
and rerigging of tail rotor controls is re of balance washers when installing a new
quired. blade. This record will assist dynamic bal
ance troubleshooting.
D. Metal Tail Rotor Blade Replacement
(1). Remove cotter pin, nut, washer and
(1). For replacement, metal blades are
pitch arm bolt from outboard end of
divided into two categories. These are
pitch control link (Ref. Figure 8-4).
category `À'' and category ``B''.
Bushings and crush washers in
(a). Category `À'' blades, identified by the CAUTION stalled on current model blades
letter `À'' following the serial num
ber, must be installed in a set with can be reused, but must be installed on the
another `À'' blade. same blade and strap assembly in the exact
location from which they were removed.
(b). Category ``B'' blades, so identified,
must be installed in a set with a ``B'' NOTE: If same blade is to be reinstalled, retain
blade. intact for reuse (or note and record number
and type of) balance washers and attach
NOTE: The blade categories are not inter ment hardware used on bolt at blade pitch
changeable within a set. arm.
(2). As manufactured, the static balancing (2). For fiberglass blades or early configura
moments of all metal blades are tion metal blades:
Page 8−33
TR12-001
CSP-H-2
(a). Remove nut, bolt, and countersunk If either the blade or strap pack assembly
washer, special (flat aluminum) from which they were removed is re
washer for a metal blade and sleeve placed, replace crush washers and bush
bushing attaching blade to the ing.
tension-torsion strap (Ref. Bushings must be free of nicks and burrs.
Figure 8-11).
Comply with special inspection and in
stallation requirements described in
(3). For current configuration metal blades:
CSP-H-5.
(a). Remove nut, bolt, shoulder bushing (8). Install O-ring on hub trunnion.
and crush washer attaching blade to
the tension-torsion strap. (9). Slide blade on hub with blade leading
edge facing in a counterclockwise
direction. Use care to keep blade
(4). Withdraw blade from hub trunnion.
properly aligned so that hub trunnion
slides into blade pitch (feathering)
CAUTION bearings. Do not use force.
(10). Align bolt holes in blade with hole
Do not disassemble outboard shoes from through bushing in outboard shoes of
end of tension-torsion strap assembly tension-torsion strap assembly.
protruding from trunnion. Strap assem
bly parts are not individually replaceable (11). Coat bolt with primer (4, Table 2-4).
and must remain assembled.
(12). For fiberglass blades or early configura
Avoid damaging strap assembly. tion metal blades:
Scratches or nicks on strap laminates
may make strap assembly unserviceable. (a). Install special countersunk washer
on bolt with chamfered edge of
(5). If strap assembly is to remain exposed washer next to bolt head.
for any length of time, wrap exposed (b). Install special (flat aluminum)
end of strap assembly with wax paper washer on the bolt against the
or other similar non-abrasive material countersunk washer for a metal
to protect from damage. blade.
(6). If blade being removed is to be rein (13). For current configuration metal blades:
stalled, do not remove blade tip screw, (a). Install shoulder bushing on bolt with
any balance washers or weight from crush washer.
blade.
(14). Insert attaching bolt through leading
(7). Remove any protective covering from edge of blade, shoe of strap assembly
tension-torsion strap assembly extend and trailing edge of blade (both threads
ing from hub trunnion. at trailing edge).
(15). For fiberglass blades or early configura
NOTE: Remove old primer from mating sur tion metal blades:
faces and attaching hardware prior to reas
sembly. (a). Slide sleeve bushing over end of bolt
and into blade until bushing end
contacts outboard shoe on strap
CAUTION assembly.
Bolt, nut, washers and bushings may be (16). For current configuration metal blades:
reinstalled if serviceable.
(a). Slide shoulder bushing, with crush
If bushing and crush washers are to be re washer, over end of bolt and into
used, they must be installed in the exact blade until bushing end contacts
location from which they were removed. outboard shoe on strap assembly.
Page 8−34
TR12-001
CSP-H-2
NOTE: It is recommended that the MS 21250 Perform first run-up in a cau

bolt be replaced with any of the alternate CAUTION tious manner so that vibrations
bolts called out with the higher torque at the from an unbalanced tail rotor will not cause
operators earliest convenience. damage.
(23). Balance the tail rotor using vibration
(17). If an MS 21250 bolt is installed, install analyzer and strobe light.
nut and torque to 600 - 650 inch-
pounds (67.79 - 73.44 Nm) while 18. Pitch Control Assembly
primer is wet. If an HS 5482-6, HS
805-6, HS 3532-6 or a HS 84208-6 bolt (Ref. Figure 8-4) The pitch control assembly
is installed, torque nut to 750 - 775 consists of a swashplate assembly that rotates
inch-pounds (84.74 - 87.56 Nm) in a double-row bearing inside a housing.
while primer is wet.
A self-aligning bearing at the underside of the
housing provides the pivot for transferring
After blade is secured to strap motion of Sta. 282.00 bellcrank to the housing.
CAUTION assembly, do not allow blade Two clevis ears on each end of the swashplate
pitch travel from neutral to exceed 30 de provide for connection of pitch control links.
grees in either direction (Ref. Figure 8-6).
Rotating the blade to excessive pitch angles Movement of the Sta. 282.00 bellcrank shifts
may result in undetected damage to the the housing axially on the output shaft of the
strap assembly. tail rotor transmission and moves pitch control
links inward and outward to change pitch of
the tail rotor blades.
(18). Attach outboard end of pitch control
link to pitch control arm of blade with Two types of pitch control assemblies are in
spring washer, special (reduced OD) service. The swashplate on the current pitch
washer, pitch arm (extended balance or control assembly has oilite bronze liners. The
NAS) bolt, washer at outer side of pitch early type swashplate has a nylon composition
control arm and nut. liner.
The replaceable swashplate on the current
(19). Torque nut to 50 - 80 inch-pounds
pitch control assembly is retained in the
(5.65 - 9.04 Nm) and safety with cotter
housing by a washer and locknut. Parts of an
pin coated with primer.
early type pitch control assembly without a
locknut are not individually replaceable.
NOTE: Standard NAS bolts may be used as al
ternates at the pitch arms if extended bal The self-aligning bearing is swaged in place in
ance bolts are not available. the pitch control housing.
19. Pitch Control Assembly Replacement

(20). If the same blade that was removed is
being reinstalled with the original (1). Remove complete tail rotor assembly
remaining blade, reinstall the same including the pitch control assembly.
hardware and number of balance
washers on the pitch arm bolt that were (2). Disconnect ends of pitch control links
present at initial removal of the blade. from clevis ears of swashplate and
remove pitch control assembly.
(21). For a replacement blade, install balance NOTE: Ensure matchmarks are aligned when
washers required for static cordwise performing step (3). below.
balance of the assembled tail rotor
which have been determined by using (3). Connect ends of pitch control links to
an appropriate balance fixture. clevis ears on swashplate pitch control
assembly.
(22). If fiberglass blades were replaced with (4). Install tail rotor and pitch control
metal blades, rig tail rotor controls. assembly.
Page 8−35
TR12-001
CSP-H-2
20. Pitch Control Assembly Inspection (b). If greater amount of wobble is

present replace the swashplate or
(1). If tail rotor control system drag or pitch control housing double-row
friction is suspected, use a spring scale bearing or the complete assembly, as
(Ref. Figure 8-6) to measure drag applicable.
(sliding friction) of the pitch control
assembly on the output shaft of the tail NOTE: Wobble may be accurately measured by
rotor transmission. attaching a dial indicator support to the tail
rotor drive fork, with the indicator probe in
NOTE: Pitch control links, Sta. 282.00 bell contact with the swashplate clevis ear loca
crank and rubber boots must be detached tion shown in Figure 8-6. Use care not to al
from the assembly during the drag check. low the pitch control assembly to slide on
the output shaft while measuring wobble.
(2). If drag exceeds 3 pounds (13.34 N),
remove the pitch control assembly and (8). Perform following inspections for pitch
clean the swashplate and output shaft control bearings at the time specified in
splines. Use solvent (1, Table 2-4) and CSP-H-4 and when bearing condition
grade 400 emery paper or crocus cloth is questionable.
(23).
NOTE: An early type pitch control assembly
NOTE: If tail rotor swashplate with a bronze without swashplate nut should not be disas
liner is installed, coat the output shaft sembled. If it has defective bearings, the
splines with a light film of grease (18). complete pitch control assembly should be
replaced.
(3). If surface defects such as nicks,
scratches, dents or corrosion are found, (a). Remove cotter pin, nut, washers and
make detailed inspections and perform bolt securing Sta. 282.00 bellcrank to
allowable repairs according to limits transmission.
and procedures in CSP-H-5. (b). Separate pivot pin on bellcrank from
pitch control assembly (Ref.
(4). If brinnelling wear of the inner surfaces Figure 8-4).
of the swashplate clevis ears is de
tected, 0.003 inch (0.0762 mm) depth is (c). Rotate pitch control housing by hand:
allowable without rework or repair. For
wear of greater depth refer to CSP-H-5 1). Check for rough binding or hard
for limits and allowable repairs. turning.
(5). If there is evidence of swashplate 2). Inspect for grease leakage.

contact with housing, check that 3). If any of these conditions are
minimum clearance of 0.015 inch (0.381 noted, remove pitch control assem
mm) exists through 360 degrees of bly and inspect bearing for further
rotation with axial loading applied. If evidence of damage.
contact is apparent, replace swashplate;
or double-row bearings if axial play can (d). To inspect double-row bearing,
be measured. remove grease seal at gearbox end of
bearing housing by first removing
(6). (Early type only) If there is evidence of seal lockring with thin sharp blade.
slippage between double-row bearing
inner race and swashplate, replace the NOTE: Pitch control double-row bearing may
pitch control assembly. be repacked or replaced, as appropriate.
(7). Check pitch control wobble on output (e). Check that self-aligning bearing on
shaft (Ref. Figure 8-6). underside of pitch control housing is
adequately lubricated (packed
(a). Up to 0.020 inch (0.508 mm) pitch approximately 40% full) with grease
control wobbles on the transmission (18, Table 2-4), is movable and is
output shaft is allowable. serviceable.
Page 8−36
TR12-001
CSP-H-2
FORK BOLT
FORK
SPRING WASHER SPECIAL WASHER
(REDUCED OD)
SPHERICAL BALANCE WASHER(S)
BEARING PITCH ARM
PITCH ARM BOLT
(NOTE 3)
HUB WASHER
WASHER, NUT & COTTER PIN

50-80 IN-LB (5.65-9.04 NM)
EARLY CONFIGURATION EARLY CONFIGURATION

SPHERICAL BEARINGS BALANCE BOLT
NUT SHOULD BUSHING

(NOTE 7)
CRUSH WASHER SPECIAL WASHER BLADE LEADING EDGE

(NOTE 7) (REDUCED OD)
SPRING WASHER PITCH CONTROL LINK TENSION-TORSION

STRAP ASSEMBLY
PITCH ARM (NOTE 1)
BALANCE WASHER(S)
GREEN DOT
OUTBOARD NUT (NOTE 2)
STRAP SHOE O-RING
(NOTE 1) FORK
PITCH ARM BOLT
BLADE BOLT
CONICAL BEARING BLADE PITCH
(FEATHERING)
HUB BEARINGS
INBOARD STRAP SHOE
BLADE SPAR (FIBERGLASS BLADE) (NOTE 1)
OR ROOT FITTING (METAL BLADE) DUST COVER
NUT 50-54 FT-LB (68-73 NM)

HUB TRUNNION
SLEEVE NOTES:
BUSHING 1. CAUTION: DO NOT REMOVE SHOES FROM STRAP
(NOTE 6) ASSEMBLY. AVOID DAMAGING STRAP ASSEMBLY.
SCRATCHES OR NICKS ON STRAP LAMINATES MAY
MAKE STRAP ASSEMBLY UNSERVICEABLE.
FORK BOLT
2. USE COLORED LACQUER (6, TABLE 2-4).
(NOTE 4)
3. MAY BE MODIFIED TO CURRENT CONFIGURATION
OUTBOARD USING EXTENDED BALANCE BOLT. SEE TAIL ROTOR
STRAP SHOE BLUE DOT BALANCING FIGURE.
(NOTE 1) (NOTE 2) 4. COAT FORK BOLT HEAD AND NUT AREA WITH
SPECIAL WASHER WASHER, NUT & COTTER PIN PRIMER (4, TABLE 2-4) TO PREVENT CORROSION.
(COUNTERSUNK) 50-80 IN-LB. (5.65-9.04 NM) 5. USED ONLY WITH EARLY CONFIGURATION METAL
(NOTE 5) BLADES.
SPECIAL BOLT 6. USED WITH FIBERGLASS AND EARLY CONFIGURATION
WASHER METAL BLADES.
(FLAT) 7. USED ON CURRENT CONFIGURATION METAL BLADES.
30-201-1B
Figure 8−11. Assembled Tail Rotor Hub and Blades − Cross Section View
Page 8−37
TR12-001
CSP-H-2
BUSHING
CRUSH WASHER
WASHER UNDER
BOLT HEAD
NUT
O-RING
THREADED BUSHING
ELASTOMERIC BEARING
DIRECTION
OF ROTATION
30-201-2A
Figure 8−12. Assembled Tail Rotor and Blades − Cross Section View (Elastomeric Bearings)
Page 8−38
TR12-001
CSP-H-2
(f). Make sure that pivot pin on Sta. (b). Rotate bearings while greasing.
282.00 bellcrank is lubricated with
grease. Position bellcrank to engage (8). Remove plastic wedge (or equivalent
pivot pin with pitch control assembly. plug) and regreasing tool.
Secure bellcrank to gearbox with (9). Hand rotate bearing to remove excess
bolt, washers, nut and cotter pin. grease.
NOTE: For any questionable and all other NOTE: Ensure seal is serviceable. If new seal is
items, refer to the complete and detailed in required, seals and bearings must come
spection, damage, wear and repair limits from the same vendor.
and requirements for the pitch control as
sembly provided in CSP-H-5. (10). Install serviceable seal, new tang
washer and nut.
21. Tail Rotor Swashplate Regreasing
(11). Install nut with a new tang washer.
(Ref. Figure 8-13) Using wrench and holding block, torque
nut to 400 - 450 inch-pounds (45.19 -
(1). Remove tail rotor and swashplate from 50.84 Nm).
helicopter (Ref. Tail Rotor and Pitch
Control Assembly Removal). (12). Bend one tang of washer into any
aligned slot on nut.
(2). Remove pitch control links from
swashplate assembly.
NOTE: Avoid getting alcohol in bearings.
(13). Clean surface of locknut and swash
Tail rotor swashplate bearings
CAUTION cannot be removed from hous
plate with a lint-free cloth dampened
with alcohol (71).
ing without damage to the bearings. If bear
ings are removed from housing, install new NOTE: Avoid getting torque seal in swashplate
bearings. splines.
(3). Using wrench (44, Table 2-2) and (14). Apply a 0.125 inch (3.175 mm) wide
holding block (45), Remove nut and torque strip, using torque seal or
tang washer from threaded end of equivalent, to surface of swashplate
swashplate. Discard tang washer. assembly and locknut in two places.
(4). Carefully remove bearing grease seal at 22. Tail Rotor Hub and Fork Assembly
gearbox end of housing (seal will be
reused at reassembly). (Ref. Figure 8-11) The hub, with internal
tension-torsion strap assembly, is held inside a
(5). Inspect seal for damage; no damage is drive fork assembly by a fork bolt, shims,
allowed. washer, nut and cotter pin to form a hub and
fork assembly.
(6). Install regreasing tool (Ref.
Figure 8-14) and plug tang washer Types of bearings in service include the early
groove with locally fabricated plastic type spherical and conical bearings and
wedge (or equivalent plug). current type elastomeric bearings. Conical
spherical and elastomeric teeter bearing differ
NOTE: The following procedure provides 100% in size and configuration. The existing tail
grease fill. Normal grease fill is 20 to 40%. rotor drive fork may be replaced with a new
Excess grease will extrude past seals for drive fork assembly equipped with elastomeric
several hours of operation until the proper bearings. Refer to CSP-H-5 for modification
level is met. instructions.
(7). Purge bearings with grease (21, The tension-torsion strap assembly consists of
Table 2-4). a strap pack to which inboard shoes are
riveted with shims, collars and rivets and
(a). Purge bearings slowly to prevent outboard shoes containing bushings. The strap
damage to outer seal. pack consists of 20 (or 19, as required for
Page 8−39
TR12-001
CSP-H-2
correct thickness) corrosion-resistant (cold C. Parts Replacement Information

rolled and tempered) steel straps, each
approximately 0.009 inch (0.2286 mm) thick, (1). Replace bearing in and reinstall an
that form a pack. A bushing threaded into the original serviceable fork assembly on an
hub against the inboard shoe holds the center original hub as specified in CSP-H-5.
of the strap pack assembly in place inside the (2). Removal of the strap pack assembly
hub. from the hub is accomplished according
to CSP-H-5.
23. Hub and Fork Assembly Maintenance
(3). Disassembly of the strap pack assembly
A. Inspection of Hub and Fork Assembly − is not recommended; parts should not
Blades Removed be removed from the strap pack
assembly.
After removal of blades and before installation 24. Tail Rotor Pedal Installation (Left Position)
of replacement blades, inspect components of
fork and hub assembly as follows: (Ref. Figure 8-15) The tail rotor pedal installa
tion consist of a pair of adjustable pedals,
(1). Two types of hubs are in service: one is pedal arms with interconnecting linkage, a
a 4340 steel hub with chrome plated pedal mounting bracket for the left control
trunnions and the current type is position, a torque tube with control rod fitting
marriaging steel. and torque tube mounting bracket.
Forward pressure on the right pedal rotates
(2). For hub with chrome plated trunnions,
the torque tube rearward, moving control
check surface area on trunnion that
system linkage to increase tail rotor blade
mate with blade pitch (feathering)
pitch. Pressure on the left pedal decreases tail
bearing for wear. Wear through chrome
rotor blade pitch.
platting is not allowed and requires hub
replacement (CSP-H-5). A bungee spring is installed on the aft end of
the floor-routed control rod in the underseat
(3). Check visible areas of tension-torsion tail rotor control linkage of helicopters with
strap assembly for nicks or scratches on the cambered metal-blade tail rotor. This
strap laminates, cracked laminates and spring relieves left pedal forces during flight
kinks, sharp bends or permanent twist and causes the left pedal to remain in the
in laminates. forward position when the helicopter is on the
ground and not operating.
(a). Any one of these defects, except
minor outer surface defects that can NOTE: Parts identified in Figure 8-15 with an
be removed by abrasive polishing (*) may be either magnesium or aluminum
requires replacement of the strap alloy. Refer to Section 2 for corrosion control
pack assembly. and identification of magnesium and alumi
num alloys.
NOTE: For information on allowable repairs, 25. Tail rotor Pedal Installation Replacement
serviceability requirements and replace
ment, refer to CSP-H-5. (Ref. Figure 8-15)
B. Strap Pack Assembly Precautions A. Tail rotor Pedal Installation Removal (Left
Position)
(1). When blades are removed from the hub (1). Pull the two hinge pins from pilot's
and fork assembly, the exposed ends of compartment floor access door hinges
the strap pack assembly should be and remove door. Remove the access
protected with a covering and the hub panel from each side of the instrument
and fork assembly should be handled panel lower support structure.
carefully to avoid damage to the strap
pack assembly. (2). Remove battery.
Page 8−40
TR12-001
CSP-H-2
TAIL ROTOR SWASHPLATE

BEARNG ASSEMBLY
REGREASE TOOL
GH08-002
Figure 8−13. Tail Rotor Swashplate Bearing Regreasing

0.75 IN.
(19.05 MM) A
0.35 IN.
(8.89 MM)
1.173-18 UNJS-3B THREADS
PER MIL-S-8879
3.0 IN. 2.25 IN.

(7.62 MM) (5.715 MM)
SEAL MATERIAL
0.50 IN. MS15002-1 GREASE FITTING 1/4-28 TAPER

(12.7 MM) SECTION A-A A THREADS 0.093 IN. (2.3622 MM) THRU HOLE
MATERIAL:
1. MATERIAL 6061-T651 ALUM PER QQ-A-250/11, OR EQUIVALENT.
2. SURFACE FINISH 125 RMS.
3. BREAK SHARP EDGES 0.002-0.015 IN. (0.0508-0.381 MM).
4. CHEMICAL FILM TREAT PER MIL-C-5541.
5. DIMENSIONAL TOLERANCE ±0.030 IN. (±0.762 MM); DIAMETERS TO BE
CONCENTRIC TO CENTERLINE WITHIN 0.002 IN. (0.0503 MM).
GH08-001A
Figure 8−14. Tail Rotor Swashplate Bearing Regreasing Tool
Page 8−41
TR12-001
CSP-H-2
(3). Remove pins securing pedals to pedal (4). Add skim washers as required at
arms and remove pedals. bracket attachment points to maintain
the bearing alignment established in
(4). On a helicopter with a metal-blade tail step (1). above.
rotor, perform steps (a). thru (d). below.
(5). Install two bolts, four washers and two
(a). Gain access to the bungee by remov nuts.
ing the access cover between the
pilot's seat and/or by removing the (6). On a helicopter with a metal-blade tail
left passenger's footwell on the aft rotor, perform steps (a). and (b). below.
side of the canted bulkhead. (a). Install forward eyebolt on replace
(b). Block the left tail rotor control pedal ment bungee and then hook aft end
in the full forward position to relieve of bungee into eyebolt on floor-routed
tension on bungee. control rod fitting.
(c). Remove eyebolt at Sta. 63.00 with (b). Stretch bungee into position at Sta.
bungee attached. 63.00 bracket, install washer and nut
on eyebolt and tighten.
(d). Disconnect bungee from eyebolt on (7). Check that slotted bushing is in place;
fitting at the aft end of the floor- then install floor-routed control rod in
routed control rod and remove torque tube fitting and install bolt, two
bungee. washers, nut and cotter pin.
(5). Remove cotter pin, two washers and (8). Check rigging of tail rotor control and
bolt that connect floor-routed control pedal-to-canopy clearance following
rod to torque tube fitting. installation of any removed or replaced
(6). Remove two nuts, four washers, any parts.
shim washers and two bolts that secure 26. Disassembly of Tail Rotor Pedal
torque tube bracket to bulkhead. (Keep Installation (Left Position)
shim washer selection with bracket to
facilitate torque tube alignment during (Ref. Figure 8-15)
reinstallation.)
(1). Disconnect links from pedal arms and
(7). Remove four nuts, eight washers, any bellcrank; remove links.
shim washers and four bolts that secure
(2). Remove bellcrank from pedal bracket.
pedal bracket to bulkhead. Remove the
control pedal installation. (Keep shim (3). Remove nut washer of the two bushing
washer selection with bracket.) assemblies that secure the left pedal
arm and control rod fitting to torque
B. Installation of Tail Rotor Pedal Installation tube. Carefully remove ABC bushing
(Left Position) bolt and reinstall washer and nut on
(1). Install pedal bracket with four bolts, bolt.
eight washers and four nuts. (4). Side pedal bracket and pedal arms off
(2). Add shim washers as required at pedal end of torque tube.
bracket attachment points to keep (5). Do not remove the two teflon-lined
centerline alignment of pedal bracket bushings from the right pedal arm
bearings within 0.010 inch (0.254 mm). unless replacement is required.
NOTE: Correct alignment is indicated by free (6). Do not remove the two stop bolts, stop
rotational movement of torque tube after nuts (if installed) on stop bolts or
the nuts are tightened. bearings from the pedal bracket unless
replacement is required.
(3). Position torque tube bracket over
mating holes in bulkhead and check (7). Slide torque tube bracket and control
alignment with bulkhead. rod fitting off torque tube.
Page 8−42
TR12-001
CSP-H-2
A. Reassembly of Tail Rotor Pedal inforced bushing liners for deteriora

Installation (Left Position) tion.
(Ref. Figure 8-15) (2). Inspect pedal-to-arm quick-release

locking pin for condition and positive
(1). If previously removed, thread a stop spring action.
nut on each of the two stopbolts and
install the two stopbolts into thread (3). Inspect links and bellcrank for cracks
inserts of pedal bracket. and bends, and bearings for excessive
looseness.
(2). Slide torque bracket and control rod
fitting onto torque tube. (4). Inspect control rod fitting, torque tube
mounting bracket, and pedal mounting
(3). Locate pedal bracket and pedal arms bracket for cracks and corrosion.
for correct position on torque tube; slide
bracket and arms onto torque tube. (a). Using an 8X-power magnifying
glass, a mirror and a flashlight,
(4). Fasten left pedal arm and control rod inspect the pedal link bellcrank
fitting to torque tube with adjustable fitting of the pedal bracket in the
bushing assemblies; install the bushing center forward area where the fitting
bolt so that the shank at the bolt head (fork piece) joins the tubular section.
end protrudes at least 0.002 inch
(0.0508 mm). Torque nut to 50 - 80 (b). If any cracks are detected, replace
inch-pounds (5.65 - 9.04 Nm) plus the bracket assembly.
drag torque. Do Not allow the bolt to
turn. (c). Inspect bracket bearing for excessive
looseness.
(5). Check that each end of the bushing
assembly shank protrudes at least (5). Inspect torque tube for cracks,
0.002 inch (0.0508 mm). If not, loosen scratches, nicks, dents and similar
and repeat step (4). above. surface defects.
(6). Check that slotted bushing is in place; A. Tail Rotor Pedal Installation Repair (Left
then attach bellcrank to pedal bracket Position)
with bolt, two washers, nut and cotter
(1). Replace parts that are cracked, or have
pin.
elongated attachment holes.
(7). Check that slotted bushings are in Do not attempt to straighten a
place; then fasten each link to bellcrank CAUTION bent torque tube or pedal link.
with bolt, two washers nut and cotter
pin. (2). Replace unserviceable pedal covers.
Apply cement (3, Table 2-4) to approxi
(8). Check that slotted bushings are in mately 30 percent of the upper and
place; then fasten each link in pedal lower edge surfaces that contact the
arm lugs with bolt, two washers, nut metal; cure according to container
and cotter pin. instructions.
27. Tail Rotor Pedal Installation Inspection (3). Replace complete pedal link if it is
(Left Position) cracked or contains unserviceable
bearings; bearings are not replaceable.
(Ref. Figure 8-15)
(4). Replace unserviceable bearings in the
(1). Inspect pedals and pedal arms for mounting brackets or pedal link
cracks, elongated pedal attach holes, bellcrank. Install replacement with
and open drain holes. Inspect teflon-re grade A locking compound (29).
Page 8−43
TR12-001
CSP-H-2
INITIAL ROD ASSY LENGTH AND BEARING ANGULARITY (BEFORE RIG) STA 95 BELLCRANK
CONTROL DIM L ANGLE ASSY PART
STA. 78.50 57.95 (147.193) IN LINE 369A7007
FLOOR 30.06 (76.3524) IN LINE 369A7006-3
MS 20470 RIVET A
CONTROLS SUPPORT
STA 78.50
BRACKET
(TUNNEL-ROUTED)
L CONTROL ROD
MAX. ALLOWABLE NOTE 6

LOOSENESS
0.040 IN. (1.016 MM)
STA 63.00 AFT EYEBOLT
BUNGEE
FORWARD EYEBOLT TAIL ROTOR
SPRING
IDLER BELLCRANK
NOTE 2
SPRING FITTING
FLOOR-ROUTED CONTROL ROD
NOTE 2
BUSHING ASSY
TORQUE TUBE (NOTE 4)
NOTE 3
* TORQUE TUBE BRACKET NOTE 1 NOTE 3

(NOTE 5)
FITTING
WASHER
(NOTE 7) NOTE 1
PIN NOTE 4 BEARING
* LEFT PEDAL
STOP BOLT
STOP NUT (NOTE 7)
* RIGHT PEDAL
NOTE 2
PEDAL NOTE 3
COVER
NOTE 1
* PEDAL BRACKET
NOTE 1
BUSHING NOTES:
* PEDAL ARM 1. SHIM BETWEEN BRACKET AND BULKHEAD WITH
(TEFLON-LINED)
AN960PD416 AND/OR -416L WASHERS AS REQUIRED
FOR ALIGNMENT WITHIN 0.010 IN. (0.254 MM)
NOTE 2 2. EDGE OF BUSHING MUST PROTRUDE A MIN. OF 0.010 IN.
NOTE 4
OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
3. DIRECTION OF BOLT IS OPTIONAL.
BUSHING ASSY 4. ADJUSTABLE BUSHING MUST HAVE A MIN. PROTRUSION
(NOTE 4) OF 0.002 IN. (0.0508 MM) AT EACH END.
5. INSTALL WITH BEARING RECESS FACING FITTING.
LINK 6. ON HELICOPTERS WITH METAL-BLADED TAIL ROTOR ASSY.
7. NOT ON ALL HELICOPTERS; AS REQUIRED.
BEARING NOTE 2 8. ASTERISK ( * ) INDICATES PARTS THAT MAY EITHER
MAGNESIUM OR ALUMINUM ALLOY. REFER TO SECTION 2
BELLCRANK
FOR ALLOY IDENTIFICATION AND CORROSION CONTROL.
30-066F
Figure 8−15. Pilot’s Compartment and Intermediate Tail Rotor Controls
Page 8−44
TR12-001
CSP-H-2
The right pedal arm bushings (4). Disconnect control rod from pedal
CAUTION are glass-filled phenolic. En torque tube fitting or from tail rotor
sure bushing does not cock during replace idler bellcrank (Ref. Figure 8-15).
ment, and that it is fully seated in arm bore. Remove metal tail rotor control bungee
Keep tools from contact with bushing liners spring if installed.
to avoid fraying.
NOTE: Check rigging of tail rotor controls fol
(5). Replace bearings in right pedal arm lowing installation of any removed or re
when teflon-reinforced liner is galled or placed parts.
frayed. Pull bushing to remove; press to (5). Accurately measure and record distance
install. between un-chamfered edge of rod end
jamnut and center of rod end bearing
28. Floor−and−tunnel−Routed Control Rods hole. Record measurement.
(Ref. Figure 8-15) The floor-and-tunnel- Use care when drilling to re
CAUTION move or install riveted rod end;
routed control rods interconnect the tail rotor
pedal installation with the upper fuselage and the rod end is steel and the rod is aluminum.
tailboom control linkage (Ref. Figure 8-16). (6). Drill out rivet(s) (as applicable), loosen
The control rods, each an anodized, aluminum jam nut and unscrew rod end.
alloy tube with two rod end bearings, are (7). Screw replacement rod end into rod,
linked by a cast magnesium tail rotor bell and adjust jam nut to obtain same
crank mounted on the under-seat control measurement made in step (5). above.
support bracket. An aluminum alloy tail rotor
bellcrank may be installed to replace the (8). Align control rod ends so that the
magnesium bellcrank. (Refer to Control bearings have equal space for angular
Support Bracket and Bellcranks, Section 7.) throw; hold rod end and tighten jam
nut.
29. Floor−Routed Tail Rotor Control Rod (9). As applicable, install rivet(s) to secure
Repair rod end.
(1). Replace rod end if bearing axial play is (10). Check that slotted bushing is in place;
more than 0.040 inch (1.016 mm). then secure control rod in torque tube
fitting or idler bellcrank with bolt, two
NOTE: washers, nut and cotter pin.
The riveted rod end bearing is replaceable (11). Reinstall metal tail rotor control
without removal if located at forward end bungee spring as required.
of rod. If riveted rod end is aft, rod remov
al is required to replace the rod end bear (12). Reinstall access doors.
ing. 30. Sta. 78.50 Tail Rotor (Tunnel−Routed)
The floor-routed control rod will normally Control Rod
not require replacement unless the heli (Ref. Section 7, Tunnel-Routed Control Rods)
copter has received extensive impact or All the tunnel-routed control rods are re
crash damage. moved, inspected, repaired and installed in
same manner. Ref. Figure 8-15 for initial
(2). On current configuration helicopters,
length and rod end angularity.
remove the control rod forward through
the landing light wiring grommet hole 31. Tail Rotor Idler Bellcrank
after the landing light is removed.
(Ref. Section 7, Control Support Bracket and
(3). Early configuration helicopters may be Bellcranks)
modified for this purpose by relocating
32. Upper Fuselage and Boom Tail Rotor
the landing light wire hole and opening
Control Linkage
up the hole to 1.25 inch (3.175 cm); then
install a 369H4011 grommet after the (Ref. Figure 8-16) Upper fuselage tail rotor
control rod is reinstalled. controls consist of the Sta. 95 bellcrank and
Page 8−45
TR12-001
CSP-H-2
support at the front of the main rotor mast of engine air inlet screen (Sta. 119.50) if
base, the Sta. 100 control rod and the Sta. 142 installed.
bellcrank inside the boom fairing.
(8). Disconnect control rod from upper end
The boom linkage consist of the tailboom of bellcrank.
control rod, supported by six nylon bushings or
B. Sta. 100 Control Rod or Sta. 142
teflon grommets, and the Sta. 282 bellcrank
Bellcrank Installation
that is mounted on the tail rotor transmission.
The Sta. 142 bellcrank and Sta. 100 control
The Sta. 95 bellcrank support and the Sta. 100 rod must be installed as an assembled unit by
and 142 bellcranks are either cast magnesium, routing assembled end of bellcrank and control
or forged or cast aluminum; the control rods rod through boot support tube at air inlet
are aluminum alloy. Aluminum alloy parts screen (when installed) and through boot
may be installed to replace magnesium parts. support tube at plenum chamber Sta. 137.50.
33. Sta. 100 Control Rod Sta. 142 Bellcrank (1). Gain access to bellcrank support
Replacement bracket through access door in boom
fairing.
(Ref. Figure 8-16)
(2). Check that slotted bushings are in
A. Sta. 100 Control Rod Sta. 142 Bellcrank place at each end of bellcrank.
Removal
(3). Position riveted rod end in bellcrank
The Sta. 142 bellcrank and Sta. 100 control and install bolt, two washers, nut and
rod must be removed as an assembled unit. cotter pin.
(1). Remove tail rotor control bellcrank NOTE: Check to be sure that the hump of the
access door from left side of boom bellcrank will face forward.
fairing. (4). Carefully feed assembled control rod
(2). Disconnect tailboom control rod from and bellcrank through forward air
lower end of Sta. 142 bellcrank. intake at left side of control mixer
installation while an assistant guides
(3). Remove hardware that secures Sta. 142 the assembly through boot support
bellcrank to boom fairing brackets. tubes to the bellcrank support bracket.
(4). Remove plenum chamber access door (5). Position rubber boot or fabric boot and
(early type) or open hinge-mounted grommet in place at Sta. 137.50, and
access door (current type) on engine also at front air inlet screen if installed.
inlet aft fairing. (6). Position Sta. 142 bellcrank in support
bracket and install bolt, two washers,
(5). Remove clamp on boot support tube at nut and cotter pin.
front of engine air inlet screen (Sta.
119.50) if screen is installed. Check Sta. 142.00 bellcrank for
CAUTION clearance with support struc
(6). Disconnect forward end of Sta. 100 ture. Pay particular attention to area above
control rod from Sta. 95 bellcrank. 369A7951-23 bearing when top of bellcrank
is in forward position. If contact is noted,
NOTE: The Sta. 95 bellcrank must also be de machine surface of bellcrank (machine sur
tached from its support to get clearance
face with interference only) (Ref.
from the air inlet fairing for rod end bolt re
Figure 8-17).
moval.
(7). Check that slotted bushing is in place
(7). Carefully pull at forward end of control in Sta. 95 bellcrank.
rod and withdraw assembled and
bellcrank out through boot support tube (8). Install forward rod end in bellcrank
at plenum chamber Sta. 137.50 and with bolt (head to left), two washers,
also through boot support tube at front nut and cotter pin.
Page 8−46
TR12-001
CSP-H-2
BELLOWS-TYPE BOOT NOTE 2

(ONE OR TWO PLACES)
(RUBBER-TYPE STA. 137.50
PREFERRED)
DRAIN SLOT
(NOTE 6)
STA. 119.50
* STA. 142 STA. 282
BELLCRANK BELLCRANK
NYLON STRAP
NOTE 2 BEARING
(TWO PER BOOT)
NOTE 2
STA. 100
* STA. 95
CONTROL ROD NOTE 4
BELLCRANK TAIL BOOM
(NOTE 1)
DRAINAGE HOLES CONTROL ROD
(NOTE 3) HS308-616L
(HIDDEN; NOTE 6) WASHER
* SUPPORT (NOTE 5)
MAX. ALLOWABLE
LOOSENESS
0.040 IN. (1.016 MM)
MS20470AD BEARING
MS20470AD
RIVET ADAPTER
RIVET
A
NOTES: L
1. MIN. OF 0.060 IN. (1.524 MM) CLEARANCE FOR FULL RANGE OF
TRAVEL THRU STA. 137.50 BULKHEAD.
2. EDGE OF BUSHING MUST PROTRUDE A MIN. OF 0.010 IN. (0.254 MM)
TO A MAX. OF 0.060 IN. (1.524 MM) ABOVE OUTSIDE SURFACE OF INITIAL ROD ASSY LENGTH AND
PART AFTER NUT IS TIGHTENED. BEARING ANGULARITY (BEFORE RIG)
3. MIN. OF 0.010 IN. (0.254 MM) CLEARANCE FOR FULL RANGE OF
CONTROL DIM ANGLE ASSY PART
TRAVEL BETWEEN BOOM AND TAIL ROTOR TRANSMISSION.
ROD ASSY L A NUMBER
4. MUST BE CHROME PLATED OR NITRIDED.
5. USE TO PREVENT DISSIMILAR METAL CONTACT; INSTALL AT STA. 100 45.88 IN. IN LINE 369A7006-5
EARLIEST OPPORTUNITY. (116.5352 CM)
6. DRAINAGE PROVISIONS FOR WATER ENTRAPMENT AREAS 141.70 IN.
(REFER TO MDHI HN-39). TAILBOOM (359.918 CM) 63° 369A7518
7. ASTERISK ( * ) INDICATES PARTS THAT MAY BE EITHER ALUMINUM
OR MAGNESIUM ALLOY. REFER TO SECTION 2 FOR ALLOY
IDENTIFICATION CONTROL.
30-067G
Figure 8−16. Upper Fuselage and Boom Tail Rotor Control Linkage
Page 8−47
TR12-001
CSP-H-2
(9). Reinstall Sta. 95 bellcrank in its 35. Tailboom Control Rod Replacement
support with bolt, two washers, nut and
cotter pin. (Ref. Figure 8-16)
A. Tailboom Control Rod Removal
(10). Secure grommet to fabric boot with
nylon strap and boot to support tube (1). Disconnect control rod from Sta. 282.00
with nylon strap. bellcrank.
(11). If rubber boot is used: (2). Accurately measure and record distance
between un-chamfered edge of forward
(a). Secure end at support tube with rod end bearing jam nut and center of
nylon strap. bearing attach bolt hole.
(3). Hold forward rod end, loosen jam nut
(b). Clamp tail rotor pedals in neutral.
and un-thread control rod from rod end
(c). Set free length of bellows portion of by turning aft end of rod.
boot at approximately 5.50 inches (4). Slowly pull at aft end of control rod and
(13.97 cm) and secure end to control withdraw rod out through opening in
rod with nylon strap. tail rotor transmission mounting frame.
(12). Check rigging of tail rotor controls after B. Tailboom Control Rod Installation
installation of any removed or replaced
parts.
NOTE: Tailboom control rod is routed through
the boom with the forward rod end removed.
Use of special grommet installation tool (57,
34. Sta. 282.00 Bellcrank Replacement Table 2-2) simplifies installation of tail ro
tor control rod grommets. For replacement
(Ref. Figure 8-16)
of grommets, refer to CSP-H-6.
A. Sta. 282.00 Bellcrank Removal (1). Guide control rod through boom aft
frame opening and carefully route
(1). Disconnect bellcrank from tailboom through the six control rod grommets.
control rod. Rotate the rod slightly to start it
through each grommet.
(2). Disconnect bellcrank from tail rotor
transmission arm. Disengage bellcrank (2). Check that slotted bushing is in place
pitch control pin from tail rotor assem in lower lug of Sta. 282 bellcrank; then
bly and remove bellcrank. attach aft rod end to bellcrank with
bolt, two washers, nut and cotter pin.
B. Sta. 282.00 Bellcrank Installation
(3). Using measurement recorded at time of
(1). Position tail rotor pitch control assem rod removal, install forward rod end
bly to align with pitch control pin in bearing. Align rod ends so that the
bellcrank and engage pin. bearings have equal space for angular
throw; hold rod end and tighten jam
(2). Position bellcrank to align with mating nut.
hole in tail rotor transmission arm and
install bolt, two washers, nut and cotter (4). Check that slotted bushing is in place
pin. in lower end of Sta. 142 bellcrank; then
attach forward rod end to bellcrank
(3). Check that slotted bushing is in place with bolt, two washers, nut and cotter
in lower lug of bellcrank; then attach pin.
tailboom control rod to bellcrank with (5). Check rigging of tail rotor controls
bolt, two washers, nut and cotter pin. following installation of any removed or
replaced parts.
(4). Check rigging of tail rotor controls after
installation of any removed or replaced (6). Reinstall or close plenum chamber
parts. access door as applicable (Ref. Sec. 2).
Page 8−48
TR12-001
CSP-H-2
36. Sta. 95 Bellcrank and Support (4). Inspect the rubber boot, or fabric boot
Replacement with grommet, at Sta. 137.50 bulkhead
and, when applicable, at front of engine
(Ref. Figure 8-16) air inlet screen for good condition.
A. Sta. 95 Bellcrank and Support Removal (5). Clean any accumulation of dirt from the
grommet in the fabric boot to minimize
(1). Disconnect tunnel-routed control rod abrasive wear on the control rod.
from bellcrank.
(6). Inspect Sta. 100 control rod for chafing
(2). Disconnect bellcrank from support. of the surface that feeds through the
fabric boot grommet; serviceable wear
(3). Disconnect bellcrank from Sta. 100 is limited to 0.004 inch (0.1016 mm)
control rod and remove bellcrank. measured from adjacent undamaged
area.
(4). Remove hardware that secures support
to mast structure; remove support.
NOTE: A fabric boot with grommet may be re
placed with a rubber bellows type boot
369A8415 to eliminate grommet chafing of
B. Sta. 95 Bellcrank and Support Installation
rod.
(1). Install bellcrank support to mast (7). Inspect for wear of the tailboom control
structure with three bolts, seven rod surfaces that pass through the
washers and three nuts. (The forward control rod grommets.
bolt requires an extra washer
(AN960PD416) under the bolthead). (a). Serviceable wear is limited to the
thickness of the hard anodic coating.
NOTE: Two thin washers are used at all three
locations. (b). Check that all grommets are secure.
(2). Torque nuts to 80 - 100 inch-pounds (8). Inspect bellcranks for scratches,
(9.04 - 11.30 Nm). corrosion and similar surface defects.
(3). Check that slotted bushings are in (9). Inspect bellcrank bearing for looseness
place in bellcrank; then attach Sta. 100 and binding.
control rod to bellcrank with bolt (head
to left), two washers, nut and cotter pin. (10). Check that Sta. 282 (tail rotor gearbox)
bellcrank drain slot, if provided, is free
(4). Install bellcrank in support with bolt, of obstruction.
two washers, nut and cotter pin.
(11). Replace Sta. 282.00 bellcrank pivot pin
if worn or corroded. Install washer
(5). Attach tunnel-routed control rod to
HS308-616L between pin and bell
bellcrank with bolt, two washers, nut
crank.
and cotter pin.
38. Upper Fuselage and Boom Tail Rotor
37. Upper Fuselage and Boom Tail Rotor Control Linkage Repair
Control Linkage Inspection
(1). Perform a straightness check on a
(1). Inspect rod end bearing for binding and control rod that appears bent or bowed.
excessive wear, 0.040 inch (1.016 mm)
maximum axial looseness. (a). The total length of Sta. 100 control
rod, excluding rod ends, must be
(2). Inspect for loose rivet at fixed rod end. straight within 0.040 inch (1.016
mm), with straightness variation
(3). Inspect control rod for surface damage limited to a maximum of 0.010 inch
and evidence of bending. (0.254 mm) in each foot of length.
Page 8−49
TR12-001
CSP-H-2
(b). The total length of the tailboom (a). Install replacement bearing with
control rod, excluding rod ends, must grade A locking compound (29,
be straight within 0.120 inch (3.048 Table 2-4). Check that bearing seats
mm), with straightness variation against bore shoulder.
limited to a maximum of 0.010 inch
(0.254 mm) in each foot (30.48 cm) of NOTE: The installation direction of Sta. 142
length. bellcrank bearing may be from either side,
depending on location of bearing shoulder.
A dye-check for cracking There must not be less than 0.010 inch
WARNING must always be performed (0.254 mm) protrusion of bearing inner race
after cold-straightening. Replace a beyond the sides of the bellcrank after the
cracked rod, or a cracked or bent rod bearing is installed.
end.
(6). Repair minor surface defects such as
(2). Cold-straighten a bent rod that is not scratches, nicks and corrosion on
within tolerance provided there are no bellcranks and support bracket.
nicks or sharp dents in the bend length. (a). Use abrasive cloth grade 400-600
DO NOT use the rod ends to support (20) to smooth out and blend in such
the rod during straightening process. defects.
Use care when drilling to re
CAUTION move or install riveted rod end;
(7). The following rework limits represent
total limits, including the effects of all
the rod is steel and the rod and bearing previous repairs to any given area.
adapter are aluminum.
NOTE: Parts identified in Figure 8-16 with an
(3). Replace a control rod end if bearing asterisk (*) may be either magnesium or
axial play is more than 0.040 inch aluminum alloy. Refer to Section 2 for corro
(1.016 mm). Set initial control rod sion control and identification of magne
length and bearing angularity as shown sium and aluminum alloys.
in Figure 8-16.
(a). Cast surfaces may be reworked to
(4). Replace unserviceable control rod depth of 0.020 inch (0.508 mm).
bearing adapter.
(b). Flat machined surfaces, except clevis
NOTE: Use the trammel method, or equivalent, inner ears, may be reworked to depth
to establish rod length when replacing an of 0.015 inch (0.381 mm).
adapter.
(c). Clevis inner ear surfaces may be
(a). Measure length and record position reworked to depth of 0.020 inch
of rod end in adapter; then remove (0.508 mm).
affected rod end.
(d). Machined holes may have 0.003 inch
(b). Observe the CAUTION above and (0.0762 mm) removed from the bore
drill out rivets securing adapter to wall in an area no greater than 15
rod and aft rod end. percent of the circumference and 50
percent of the depth.
(c). Install rod end in replacement
adapter and position at recorded (e). All edges may have 0.030 inch (0.762
measurement. mm) removed except around ma
chined holes, which are limited to
(d). Fit adapter into rod and position to 0.010 inch (0.254 mm) chamfer.
fit recorded trammel position.
(f). All rework must be smoothly blended
(e). Drill through existing rivet holes in into the adjacent surfaces and the
rod and install rivets to secure finish must be restored. Refer to
adapter to rod. preceding NOTE.
(5). Replace unserviceable bellcrank and (8). Repair surface abrasion on Sta. 100
support pivot bearings. control rod by smoothing the area with
Page 8−50
TR12-001
CSP-H-2
grade 400 abrasive cloth (20) and (10). Replace split or torn boot or a cracked
restoring protective finish with primer grommet:
(4). Replace rod if wear or depth of (a). Remove Sta. 100 control rod.
repair exceeds 0.004 inch (0.1016 mm).
NOTE: A fabric boot with grommet may be re
placed with a rubber bellows type boot
(9). Replace tailboom control rod if hard 369A8415.
anodic coating is worn through and (b). Replace boot, as required, and
aluminum base metal is visible. reinstall Sta. 100 control rod.
BELLCRANK AND SUPPORT

(2 PLS) (NOTE 1)
(NOTES
0.002 IN. A S 2 & 3)
(0.0508 MM)
0.750 IN.
(19.05 MM)
(NOTES MIN.
2 & 3)
0.090 IN. (2.286 MM) R
(TYP) 369A7951-23
BEARING
NOTES:
1. 0.010 IN. (0.254 MM) MIN. CLEARANCE REQUIRED IN THIS AREA.
2. TREAT MACHINED AREA (5, TABLE 2-4).
3. TOUCH-UP (COLOR 34151 GREEN). 44-475A
Figure 8−17. Rework of Sta. 142 Bellcrank Assembly
Page 8−51
TR12-001
CSP-H-2
Page 8−52
TR12-001
CSP-H-2
Section
9
Transmissions and
Drives System
CSP-H-2
TABLE OF CONTENTS
Section 9 Transmissions and Drives System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1

1. Power Train System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
2. Power Train System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Table 9-1. Troubleshooting the Power Train System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
Figure 9-1. Power Train System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
3. Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
A. Main Transmission Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Figure 9-2. Main Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
B. Main Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
C. Main Transmission Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
D. Main Transmission Stripping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
E. Main Transmission Buildup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
F. Main Transmission Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8
Figure 9-3. Main Transmission Cross-Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-9
4. Lubrication Pump and Oil System Accessories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
A. Lubrication Pump Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
B. Lubrication Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
C. Lubrication Pump and Oil System Accessories Inspection . . . . . . . . . . . . . . . . . . . . . . 9-10
D. Transmission Filter Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
E. Chip Detector Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-10
F. Tachometer Generator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
G. Oil Pressure Sender and Temperature Switch Replacement . . . . . . . . . . . . . . . . . . . . 9-11
H. Liquid Level (Sight) Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
I. Application of Markings on Liquid Level Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-11
J. Repair and Replacement of Transmission Drains and Tubing . . . . . . . . . . . . . . . . . . . 9-11
Figure 9-4. Main Transmission Drain Tubing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-12
5. Main Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
A. Main Rotor Drive Shaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-13
B. Main Rotor Drive Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
C. Main Rotor Drive Shaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-14
Figure 9-5. Main Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-15
D. Main Rotor Drive Shaft Exterior Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
6. Main Transmission Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
A. Main Transmission Drive Shaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
B. Main Transmission Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-16
C. Main Transmission Drive Shaft Inspection (Bendix) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
D. Main Transmission Drive Shaft Inspection (Kamatic) . . . . . . . . . . . . . . . . . . . . . . . . . . 9-18
Page 9-i
Revision 17
CSP-H-2

E. Main Transmission Drive Shaft Couplings Corrosion Removal . . . . . . . . . . . . . . . . . . 9-18
F. Main Transmission Drive Shaft Repair (Bendix) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
G. Main Transmission Drive Shaft Repair (Kamatic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
7. Oil Cooler Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
A. Oil Cooler Blower Removal (Early-Type, Belt-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . 9-19
Figure 9-6. Main Transmission Driveshaft and Early Type Belt-Driven
Oil Cooler Blower (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-20
B. Oil cooler Blower Installation (Early-Type, Belt-Driven) . . . . . . . . . . . . . . . . . . . . . . 9-22
C. Oil Cooler Blower Removal (Current-Type, Belt-Driven) . . . . . . . . . . . . . . . . . . . . . . 9-24
D. Oil Cooler Blower Installation (Current-Type, Belt-Driven) . . . . . . . . . . . . . . . . . . . 9-24
Figure 9-7. Main Transmission Driveshaft and Current Type Belt-Driven
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-25
E. Oil Cooler Blower Inspection (Belt-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-27
Figure 9-8. Belt-Driven Oil Cooler Blower (Screw-Assembled), Exploded
View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-28
Figure 9-9. Early Type Belt-Driven Oil Cooler Belt Tension and Pulley
Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-29
F. Oil Cooler Blower Removal (Shaft-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
G. Oil Cooler Blower Installation (Shaft-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-30
H. Oil Cooler Blower Inspection (Shaft-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
I. Oil Cooler Blower Disassembly (Belt-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-31
J. Oil Cooler Blower Reassembly (Belt-Driven) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-32
Figure 9-10. Main Transmission Driveshaft and Shaft-Driven Oil Cooler
Blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-33
K. Oil Cooler Blower Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-34
Figure 9-11. Cutaway View of Belt-Driven Oil Cooler Blower . . . . . . . . . . . . . . . . . . . . 9-35
8. Overrunning Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
A. Overrunning Clutch Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
B. Overrunning Clutch Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-36
Figure 9-12. Overrunning Clutch Repair or Replacement . . . . . . . . . . . . . . . . . . . . . . . . 9-37
C. Overrunning Clutch Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
D. Overrunning Clutch Sub-Assembly and Ball Bearing Inspection . . . . . . . . . . . . . . . 9-38
E. Overrunning Clutch Sub-assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
F. Overrunning Clutch Repair/Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
9. Tail Rotor Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
A. Tail Rotor Transmission Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-38
Figure 9-13. Tail Rotor Transmission and Drive Shaft Installation with
Kamatic Couplings Installed (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-39
Figure 9-14. Tail Rotor Transmission and Drive Shaft Installation with
Bendix Couplings Installed (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-41
Page 9-ii
Revision 17
CSP-H-2

B. Tail Rotor Transmission Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43
C. Tail Rotor Transmission Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43
D. Tail Rotor Transmission Stripping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43
E. Tail Rotor Transmission Buildup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-43
Figure 9-15. Replacement of Tail Rotor Transmission Liquid Level Plug and
Breather-Filler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44
F. Protective Sleeve (Speedi-Sleeve) Installation, Output Gearshaft . . . . . . . . . . . . . . 9-45
Figure 9-16. Protective Sleeve Installation/Replacement, Output Gearshaft . . . . . . . 9-46
G. Protective Sleeve (Speedi-Sleeve) Replacement, Output Gearshaft . . . . . . . . . . . . . 9-47
10. Tail Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-47
A. Tail Rotor Drive Shaft Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-47
B. Tail Rotor Drive Shaft Installation with Kamatics Couplings . . . . . . . . . . . . . . . . . . . 9-47
C. Tail Rotor Drive Shaft Installation with Bendix Couplings . . . . . . . . . . . . . . . . . . . . . 9-49
D. Tail Rotor Drive Shaft Twist Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-51
E. Tail Rotor Drive Shaft Index Stripe Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-52
F. Tail Rotor Drive Shaft Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-52
Figure 9-17. Drive Shaft Twist Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-53
G. Tail Rotor Drive Shaft Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-54
11. Tail Rotor Drive Shaft Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-54
A. Tail Rotor Drive Shaft Damper Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-54
B. Tail Rotor Drive Shaft Damper Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-54
Figure 9-18. Tail Rotor Drive Shaft Damper Friction - Checking . . . . . . . . . . . . . . . . . 9-55
C. Tail Rotor Drive Shaft Damper Friction Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
12. Tail RotorDrive Shaft Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
A. Tail Rotor Drive Shaft Coupling Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
B. Tail Rotor Drive Shaft Coupling Inspection (Bendix) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
C. Tail Rotor Drive Shaft Coupling Inspection (Kamatic) . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
D. Tail Rotor Drive Shaft Coupling Repair (Bendix) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-56
E. Tail Rotor Drive Shaft Coupling Repair (Kamatic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-57
F. Tail Rotor Drive Shaft Coupling Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-57
Page 9-iii
Revision 18
CSP-H-2

Page 9-iv
Revision 18
CSP-H-2
SECTION 9
TRANSMISSIONS AND DRIVES SYSTEM
1. Power Train System Main transmission output through the tail
rotor drive shaft to the tail rotor transmission
(Ref. Figure 9-1) The power train system is 2045 rpm in a clockwise direction: tail rotor
starting at the engine power take-off pad, transmission output to the tail rotor is 3018
consists of the overrunning clutch, drive shafts rpm, also clockwise.
and transmissions.
Engine input through the clutch to the main 2. Power Train System Troubleshooting
transmission is 6000 rpm in a clockwise
direction: main transmission output to the
main rotor is 470 rpm, also clockwise. (Ref. Table 9-1)
Table 9−1. Troubleshooting the Power Train System

Symptom Probable Cause Corrective Action
Main drive shaft vibrates Loose attaching bolts on main drive Retorque bolts to 50 − 70
shaft inch−pounds (5.65 − 7.91 Nm).
Shaft dented or bent Check drive shaft limits for
serviceability.
Excessive noise or vibration in oil Defective impeller or damaged scroll Replace impeller or scroll.
cooler blower assembly
Overrunning clutch will not Defective overrunning clutch Replace overrunning clutch.
operate
Main transmission requires Leakage at main transmission input If leakage is found at input pinion,
frequent addition of oil or output seals replace the face seal according to
applicable instructions in CSP−H−5,
HMI Appx C. If leakage is past either
output seal, replace the defective
seal.
Oil leak around accessory drive Tighten cover or replace
cover transmission.
Oil temperature warning light Defective oil temperature switch Replace oil temperature switch.
comes on when oil temperature is
normal
Oil temperature warning light Blockage of cooling air Check airflow paths for blockage.
comes on when oil temperature is Low oil level or oil above full level in Establish correct oil level (Ref. Sec.
excessive main transmission 2).
Defective lube pump Replace lube pump.
Defective bearings or gears Replace transmission.
NOTE: Noise that signals a defective transmission should not be confused with normal gear backlash noise at
rundown or low rpm and power conditions.
Excessive noise in main Inadequate oil supply Service main transmission (Ref. Sec.
transmission 2).
Defective bearings or gears in main Replace transmission.
transmission
Page 9−1
Revision 17
CSP-H-2
Table 9−1. Troubleshooting the Power Train System (Cont.)

Oil pressure warning light on (oil Low oil level in main transmission Service main transmission (Ref. Sec.
pressure low). Light should go out 2).
at approximately 55% N2
Defective oil pressure sender Replace oil pressure sender.
Defective main lube pump Replace lube pump.
Filter clogged Clean filter (Ref. Sec. 2).
NOTE: Rapid or abrupt maneuvers that involve extreme changes in aircraft attitude and/or produce negative
G−forces, can result in transmission oil pressure caution warning light illuminating briefly.
Tail rotor drive shaft damper Damper out of adjustment Adjust damper friction.
vibrates Damper defective Replace damper.
Tail rotor drive shaft bent or dented Check tail rotor drive shaft condition.
Replace shaft if straightness or tir is
beyond limits.
Tail rotor out of balance Adjust tail rotor balance (Ref. Sec.
8).
Tail rotor transmission output Worn or damaged bearings or gears Replace tail rotor transmission.
shaft vibrates in tail rotor transmission
Bent shaft or excessive shaft run−out Replace tail rotor transmission.
Excessive noise in tail rotor Inadequate oil supply Service tail rotor transmission (Ref.
transmission Sec. 2).
Defective bearings or gears in tail Replace tail rotor transmission.
rotor transmission
Chip detector caution light on Metallic chips in either main or tail Inspect and clean chip detector
rotor transmissions magnetic plugs. If there are heavy
chip deposits (chips larger than
0.125 inch (3.175 mm) in any
direction), replace the transmission.
If chips are smaller, drain and refill
transmission with new oil. Reinstall
chip detector and check after 4 hours
of flight. If more chips are found,
replace the transmission.
Defective chip detector Replace chip detector.
Page 9−2
Revision 17
CSP-H-2
Table 9−1. Troubleshooting the Power Train System (Cont.)

NOTE: High frequency vibrations in the helicopter can also be caused by components in other systems (Ref. Sec.
5, 8, and 10).
High frequency vibration Loose tail rotor drive shaft couplings Retorque couplings bolt to 250 − 300
inch−pounds (28.25 − 33.90 Nm),
plus allowable drag torque.
Tail rotor drive shaft couplings Check shimming: correct as
shimmed improperly required.
Loose, mismatched or bottomed Tighten or install proper hardware
hardware retaining tail rotor drive and be sure hard ware is installed
shaft couplings to main transmission correctly.
Oil cooler blower impeller has Replace impeller.
cracks, loose rivets, defective blades
or other damage
Tail rotor drive shaft damper out of Adjust damper friction.
adjustment
Defective overrunning clutch Replace overrunning clutch.
Tail rotor drive shaft bent, dented or Check tail rotor drive shaft condition.
otherwise damaged. Replace shaft if straightness or tir is
beyond limits
NOTE: Drag is excessive when force required to rotate the transmission input shaft exceeds 25 inch−pounds
(2.82 Nm) with all shafting disconnected and transmission temperature between 50°F (10°C) and 100°F
(38°C).
Abnormal drag in the drive Excessive rotational drag in main Replace transmission if drag torque
system transmission exceeds 25 inch−pounds (2.82 Nm).
Page 9−3
Revision 17
CSP-H-2
TAIL ROTOR TRANSMISSION
TAIL ROTOR DRIVE

SHAFT DAMPER
OIL COOLER
BLOWER
MAIN
TRANSMISSION
MAIN ROTOR
DRIVE SHAFT
TAIL ROTOR DRIVE SHAFT
MAIN TRANSMISSION
DRIVE SHAFT
OVERRUNNING CLUTCH
TRANSMISSION DRAIN
INSTALLATION
SHAFT-DRIVEN OIL COOLER

BLOWER
BLOWER
OVERRUNNING
MAIN TRANSMISSION CLUTCH
30-071A
Figure 9−1. Power Train System
Page 9−4
Revision 17
CSP-H-2
3. Main Transmission (4). Remove tail rotor driveshaft (Ref. Tail

Rotor Drive Shaft Removal).
(Ref. Figure 9-2) The main transmission is
mounted on the main rotor mast support NOTE: Removal of the main rotor driveshaft,
structure. The transmission is a two-stage, step (5)., is optional. If help is not available
speed reduction unit, utilizing the first to rotate the rotor hub for spline alignment,
reduction stage for the tail rotor drive system shaft removal could facilitate reinstallation
and accessory drive trains, and the second of the transmission.
stage to further reduce rpm for the main rotor.
(5). Remove main rotor driveshaft (Ref.
All of the gears are spiral-bevel type, except Main Rotor Drive Shaft Removal).
for the accessory drive gears which are spur
type. (6). Disconnect wiring from tachometer
generator, two chip detector, and oil
The transmission housing is magnesium alloy. pressure and temperature senders.
The input pinion drives the input bevel gear
which is concentrically mounted on the tail (7). Drain oil from transmission.
rotor output pinion. (8). Obtain assistance to support the
The output pinion simultaneously drives the transmission, then remove four nuts
output bevel gear, main rotor drive shaft, tail and washers.
rotor drive shaft and accessory drive train.
Lower the transmission with ex
CAUTION treme care to prevent contact
The accessory gear train drives, at 4200 rpm,
both the rotor tachometer generator and the between the tail rotor drive coupling and the
transmission oil pump which are mounted on surrounding structure. Any dents, nicks or
drive pads at the back of the transmission. scratches on the coupling diaphragm re
quires that the coupling be scrapped. Use
Transmission cooling is accomplished by the care to protect temperature sender and chip
lubrication oil and by air drawn over the detector terminal studs from damage during
housing by the oil cooler blower and ram air handling or when placing transmission on
routed to the gearbox by the two side ducts in any surface.
the forward end of the air inlet fairing.
(9). With help from assistant, carefully
A. Main Transmission Removal lower transmission from mounting
(1). Remove the sound insulation and studs; Blower impeller is left attached
transmission access covers. on helicopter with shaft -driven oil
cooler blower.
(2). Remove main transmission driveshaft
(Ref. Main Transmission Drive Shaft (10). Keep output seal with transmission by
Removal). tapping or tying in place to prevent loss
during handling, shipping or storage.
(3). Remove belt-driven oil cooler blower
(Ref. Oil Cooler Blower Removal, NOTE: Apply covering over the top opening of
Current Type, Belt-Driven) or scroll the transmission to prevent entry of dirt or
from shaft-driven oil cooler blower (Ref. water. The residual operating lubricant is
Oil Cooler Blower Removal, Shaft-Driv an approved preservative for transmission
en). shipment or storage.
Page 9−5
Revision 17
CSP-H-2
90° 3°
C OUTPUT SHAFT
L
0.650 IN. 0.050 IN. 0.060 IN. (15.24 MM)
DECAL (16.51 MM) (12.7 MM)
MAIN ROTOR NEW FULL

DRIVE SHAFT MARKINGS
ORIGINAL
DECAL MARKINGS MARKINGS PAINTED MARKINGS
MAST BASE
SHAFT-DRIVEN BLOWER
BLOWER SCROLL
COUPLING BOLT 250-300 IN. LB
(28.25-33.90 NM) PLUS DRAG TORQUE TAIL ROTOR
(NOTES 2, 4) DRIVE SHAFT
50-70 IN. LB
(5.65-7.91 NM)
WASHER (REDUCED OD) SHIMS
OUTPUT (NOTE 1)
SEAL LUBE PUMP & FILTER
O-RINGS
DEBRIS SEAL TAIL ROTOR DRIVE
SHAFT COUPLING
(NOTE 3)
FILLER ROTOR TACHOMETER
SCREEN GENERATOR
O−RING OIL
LIQUID LEVEL PLUG

80-90 IN. LB
(9.04-10.17 NM)
O-RING BOND
JUMPER
60-80 IN. LB
(6.80-9.04 NM)
NOTES: BELT−DRIVEN BLOWER

1. ALUMINUM ALLOY; 0.002-IN. LAMINATIONS.
2. DRAG TORQUE FOR BOLT (SELF LOCKING) IS 25 IN LBS. (2.82 NM) MIN.,
200 IN LBS. (22.60 NM) MAX.
3. COAT COUPLING SPLINES WITH CORROSION PREVENTIVE COMPOUND
(70, TABLE 2-4) BEFORE ASSEMBLY.
4. COAT COUPLING BOLT THREADS WITH ANTISEIZE COMPOUND (36) BEFORE
ASSEMBLY.
30-072G
Figure 9−2. Main Transmission Installation
Page 9−6
Revision 17
CSP-H-2
B. Main Transmission Installation When reinstalling main rotor

CAUTION drive shaft, check that there is
Install only a 369A5100-705, no gap between shaft mounting flange and
CAUTION -705M, -707, -707M, or -709 rotor hub before tightening installation
main transmission on helicopters equipped bolts. Gap indicates that shaft splines are
with a 250-C20 engine. In addition, a not correctly meshed in transmission.
369A5186-11 temperature switch is also re (8). If main rotor drive shaft has been
quired with either of these transmissions if removed, apply coating of oil (35,
the transmission is not already identified Table 2-4) on shaft before reinstalla
with a 0.50 inch (12.7 mm) white dot located tion. Install drive shaft.
next to the identification plate. Refer to
CSP-H-5 for addition main transmission (9). Install blower on helicopter equipped
qualifying information. with belt-driven oil cooler blower, or
blower scroll for shaft-driven oil cooler
(1). If transmission is a replacement, blower. Install drain assembly, drain
perform buildup. lines, and aft cover on transmission.
(10). Install main transmission drive shaft.
CAUTION (11). Ground run helicopter according to the
Pilot's Flight Manual and check drive
If transmission is new, remove output system for excessive vibration and
seal from shipping container and install unusual noise. Check transmission for
on transmission. correct warning light operation and oil
leakage (Ref. Sec. 2, Fluid Leak
Damage to main rotor drive shaft or main Analysis). Replace unserviceable output
transmission splines can occur during in seals.
stallation. Care should be taken while
meshing driveshaft splines into transmis (12). Install access covers and sound insula
sion output splines to prevent damage. tion.
NOTE: If a 250-C20 engine is installed, a
(2). Apply petrolatum (34, Table 2-4) to transmission cover with airflow baffles
outer edge of output seal. Press firmly must be used to assure adequate cooling.
into recess in top of transmission
housing. C. Main Transmission Inspection
(1). Remove the sound insulation and
(3). With help from an assistance, carefully transmission access covers.
lift and position transmission in place
(2). Inspect transmission for oil leaks,
on mounting studs.
cracks, corrosion, secure electrical
connections, and proper oil level.
(4). Install four washers and nuts; torque to Evaluate oil leakage according to Fluid
60 - 80 inch-pounds (6.78 - 9.04 Leak Analysis.
Nm).
(3). Inspect the four mounting flanges on
main transmission housing for corro
(5). If transmission is new, drain any sion and cracks. Check that transmis
residual preservative oil. Service sion mounting studs and nuts are
transmission with lubricating oil (2, secure. This should be accomplished
Table 2-3). from the fuselage interior as well as the
exterior at the main rotor mast base.
(6). Connect wiring to tachometer genera
tor, two chip detectors and oil pressure (4). Check that all safety wiring is intact
and temperature sender switch. and secure.
(5). Reinstall transmission access covers
(7). Install tail rotor drive shaft. and sound insulation.
Page 9−7
Revision 17
CSP-H-2
(6). Inspect internal ring gear bolts in the shaft coupling and tighten against shim
main transmission as follows. with internal wrenching bolt.
(a). Drain the main transmission. (3). On helicopter equipped with shaft-driv
en oil cooler blower, install oil cooler
(b). Remove liquid level (sight) plug. blower impeller; install input gearshaft
coupling.
(c). Using an adequate light source,
rotate main rotor 360 degrees while (4). Install tachometer generator.
visually checking that all sixteen (16)
ring gear bolts and lockwire are (5). Install transmission input gearshaft
intact. Also check visible areas of the seal drain tube if not already in place.
ring gear and carrier for cracks and
other discrepancies.
F. Main Transmission Repair
NOTE: If damage (bolt heads sheared, lockwire
broken, crack or other discrepancies) is vis (Ref. Figure 9-2 and Figure 9-3) Replace
ible, replace transmission or overhaul (Ref. electrical components, the breather-filler
CSP-HMI-5). and/or screen, the output seal, externally
accessible O-rings, the lubrication pump
(d). Reinstall liquid level plug. and/or filler, and the output pinion gearshaft
oil seal when they become defective. Repair
(e). Fill main transmission. housing outer surface damage within the
limits outlined below. Replace or repair other
D. Main Transmission Stripping components of the main transmission accord
ing to applicable instructions in CSP-H-5.
(1). If the depth of a depression does not
(1). Remove tachometer generator. exceed 0.030 inch (0.762 mm) and the
area is no greater than 0.60 square inch
(2). Remove shaft-driven oil cooler impeller (3.87096 square cm), repair according to
from transmission. steps (3)., (4). and (6)..
(3). Remove internal wrenching bolt, tail (2). If the depth of a depression exceeds
rotor drive coupling and shims. Keep 0.030 inch (0.762 mm) but does not
shims with coupling for reuse. exceed 0.10 inch (2.54 mm) and the
area is no greater than 0.60 square inch
(4). Install suitable covers and plugs to (3.87096 square cm), repair according to
protect seal ports, stud threads and the steps (3). thru (6).
tachometer generator pad.
NOTE: Any evidence of lubricating oil leakage
NOTE: Further disassembly is not required. in a repaired area requires replacement of
the transmission.
E. Main Transmission Buildup
(Ref. Figure 9-2 and Figure 9-3) (3). Clean area with solvent (1, Table 2-4)
and remove sharp edges with grade 320
(1). Install one preliminary 0.010 inch abrasive paper (9).
(0.254 mm) shim on transmission
output (tail rotor drive) gearshaft to (4). Apply a coat of primer (4) on the
prevent internal wrenching bolt from repaired surface.
bottoming against end of gearshaft.
(5). Fill depression with epoxy adhesive (19)
(2). Coat coupling splines with corrosion and blend to surrounding surfaces.
preventive compound (70, Table 2-4)
before assembly. Install tail rotor drive (6). Touch up the reworked area with paint
Page 9−8
Revision 17
CSP-H-2
TAIL ROTOR DRIVE HOUSING COVER

ACCESSORY DRIVE PINION
TACHOMETER GENERATOR
DRIVE SHAFT
ACCESSORY DRIVE GEAR
TAIL ROTOR DRIVE OUTPUT PIN

ION GEARSHAFT
ACCESSORY DRIVE PINION
INPUT BEVEL GEAR 50-70 IN. LB

(5.65-7.91 NM)
LUBE PUMP DRIVE SHAFT

LUBE PUMP & FILTER
OUTPUT SHAFT
FILLER CAP & BREATHER 65-75 IN. LB SPLINES OIL JET FOR COUPLING
50-60 IN. LB INPUT BEVEL GEAR
(7.34-8.47 NM)
(5.65-6.78 NM)
OUTPUT SEAL TAIL ROTOR DRIVE HOUS
(NOTE 1) ING COVER NUTS: 50-70 IN.
SHIM & O-RING
LB (5.65-7.91 NM)
OUTPUT COVER
NUTS: 50-70 IN. LB OIL SEAL
(5.65-7.91 NM)
OUTPUT PINION
SCAVENGE OIL
GEARSHAFT
RETURN TUBE
(DISCHARGE)
SEAL RETAINER
OUTPUT BEVEL GEAR DRAIN TUBE
OIL PRESSURE SENDER
30-40 IN. LB (3.39-4.52 NM)
OIL TEMPERATURE SWITCH
12-25 IN. LB (1.36-2.82 NM)
SELF-CLOSING DRAIN SCAVENGE PUMP
VALVES (NOTE 2)
CHIP DETECTORS 65−75 IN. LB (7.34−8.47 NM)
FACE SEAL BLOWER SPACER

SHROUD MOUNT
INPUT SEAL DRAIN INPUT PINION GEARSHAFT
BLOWER SPACER (MATCHED TO TRANSMISSION

FOR IMPELLER-TO-SHOUD MOUNT CLEARANCE)
BLOWER BRACKET MOUNT
INPUT SEAL DRAIN

NOTE:
SHROUD MOUNT FOR SHAFT-DRIVEN BLOWER 1. INSTALLED AT INSTALLATION.
2. TORQUE TO 50-60 IN. LB (5.65-6.78 NM). 30-073E
Figure 9−3. Main Transmission Cross−Section
Page 9−9
Revision 17
CSP-H-2
4. Lubrication Pump and Oil System B. Lubrication Pump Installation

Accessories
(Ref. Figure 9-2)
(Ref. Figure 9-3) The main transmission has a (1). Remove plugs from pressure ports in
self-contained oil system. pump and transmission.
A lubrication pump draws oil from the main (2). Install new O-rings in ports and
sump of the transmission housing and O-ring groove of pump sleeve. Apply a
provides oil flow to the oil pressure sender, light coating of petrolatum (34,
bearings, gears and the output spline for the Table 2-4) to both the O-ring and
main rotor drive shaft. mating bore in transmission to prevent
damage to O-ring.
The pump is a positive-displacement, vane-
type with a non-adjustable discharge pressure (3). Align square drive of pump with drive
of 25-50 psi (172-345 kPa). It is driven at shaft in transmission and carefully
4200 rpm by the accessory drive gear splined press pump into place on mating
to the tail rotor output gearshaft. surface.
A relief valve that cracks open above 60 psi (4). Install three washers and nuts; torque
(414 kPa), with full flow bypass at 100 psi (690 50 - 70 inch-pounds (5.65 - 7.91
kPa) maximum, and a filter are integral parts Nm).
of the lubrication pump housing. (5). Ground run the helicopter according to
the Owner's Manual and check pump
A vane-type scavenge pump, with a discharge parting surfaces for leaks, and pressure
pressure of 10-20 psi (69-138 kPa) is mounted warning light for proper operation.
on the upper end of the input pinion. Refer to Fluid Leaks Analysis (Ref. Sec.
2). Replace defective O-rings. Contin
The scavenge pump draws oil from the input ued excessive leakage requires pump
gearshaft sump and pumps the oil to a replacement.
discharge tube mounted inside the top of the
transmission housing. (6). Reinstall access covers and sound
insulation.
The tube is perforated to direct oil against the
interior sides of the transmission housing to C. Lubrication Pump and Oil System
produce cooling as the oil drains down to the Accessories Inspection
main sump.
(1). Inspect for external leaks around
Externally mounted oil system accessories mounting pad and ports, and for cracks
include a combined filler/breather, a liquid or corrosion.
level plug, two chip detectors, an oil pressure (2). Check that all safetywire is intact.
sender and temperature warning switch.
(3). Check sender, switch, tachometer, and
A. Lubrication Pump Removal electrical connections for security.
(Ref. Figure 9-2) D. Transmission Filter Replacement

Refer to Transmission Lubrication Pump Oil
(1). Remove sound insulation and transmis
Filter Cleaning (Ref. Sec. 2) for removal,
sion access covers.
cleaning, inspection and installation of the
(2). Remove three nuts and washers that filter.
secure pump housing to mounting pad. E. Chip Detector Replacement
(3). Remove pump and discard the three Refer to Main Transmission Draining (Ref. Sec
O-rings. To exclude foreign matter, 2) for removal and installation instructions.
plug inlet and discharge ports in pump Refer to Section 17 for functional test of
housing, and the drive bore. detector circuit.
Page 9−10
Revision 17
CSP-H-2
F. Tachometer Generator Replacement (3). Remove sight plug by unscrewing

counterclockwise.
(Ref. Section 17)
(4). Remove and inspect O-ring. Install new
G. Oil Pressure Sender and Temperature O-ring, if required on sight plug.
Switch Replacement
NOTE: When a new sight plug is to be
(Ref. Figure 9-3) installed, use the S-51HL bullseye type that
may be torqued to any position.
NOTE: When oil temperature switch is to be re (5). Install sight plug by screwing clock
placed, drain oil from transmission.
wise. Torque sight plug to 80 - 90
(1). Cut safetywire from temperature inch-pounds (9.04 - 10.17 Nm);
switch. install safetywire.
I. Application of Markings on Liquid Level
(2). Remove electrical wire from terminal Plug
post.
(Ref. Figure 9-2) If decal type oil level mark
(3). Unscrew switch or sender in a counter ings are not available, paint markings can be
clockwise direction. Catch any residual applied to the sight gage after it is torqued into
oil from the transmission port in an the transmission. Use the dimensions shown
absorbent cloth. in detail A, and proceed as follows.
(4). Apply a light coat of antiseize com (1). Using a machinists level and scale,
pound or tightly wrap two to three scribe an ADD line horizontally on both
turns of teflon tape (36 or 79, outer faces of the sight plug, Do NOT
Table 2-4) on the replacement sender mark the window.
or switch.
(2). Scribe the FULL line horizontally on
(5). Install oil pressure sender; torque to 30 both outer edges of the sight plug. DO
- 40 inch-pounds (3.39 - 4.52 Nm). NOT mark the window.
Application of any paint not ex
(6). Install oil temperature switch; torque to CAUTION pressly made for polycarbonate
12 - 25 inch-pounds (1.36 - 1.69
plastic or any cleaning material other than
Nm).
soap and water to the sight plug window
(7). Safetywire the temperature switch hex may cause it to craze.
to adjacent lug on transmission hous (3). Using white paint (6, Table 2-4), paint
ing. four 0.050 inch (1.27 mm) wide lines
with the edges touching the scribe
(8). Connect electrical wire to terminal post. marks as shown in detail A. DO NOT
NOTE: If the oil pressure sender is the dual paint the surface of the window.
contact type used in conjunction with a run J. Repair and Replacement of Transmission
ning time meter, refer to wiring diagram in Drains and Tubing
CSP-H-3 to be sure wire connections are
properly made. (Ref. Figure 9-4)
(1). Removal
(9). Service transmission (Ref. Sec. 2).
(a). Disconnect transmission drains tubes
H. Liquid Level (Sight) Plug Replacement from transmission components and at
the firewall drain fitting.
(Ref. Figure 9-2)
(b). Release supporting nylon straps and
(1). Drain oil from transmission until oil remove drain tubes.
level is well below edge of sight plug
and port. (c). Remove attaching clamp on engine
compartment lower firewall drain
(2). Remove safetywire from sight plug. tube and remove drain tube.
Page 9−11
Revision 17
CSP-H-2
FAN AND BEARING MOUNT

MAIN TRANSMISSION DRAIN TUBE
ASSY DRAIN TUBE
(TAIL ROTOR DRIVE OUTPUT SEAL)
MAIN TRANSMISSION
BULKHEAD CHANNEL
FAN DRAIN TUBE
PLENUM CHAMBER DRAIN
FIREWALL DRAIN FITTING

STA. 124.00 CANTED FRAME
MAIN TRANSMISSION DRAIN TUBES

(WITH BELT-DRIVEN BLOWER)
DRAIN TUBE
MAIN DRIVE SHAFT

INPUT PINION SEAL NYLON GROMMET
DRAIN TUBE NOTE 1
0.250 IN.
(6.35 MM)
NOTE 2
1.00 IN (25.4 MM)
0.375 IN. FWD
1.62 IN. (9.525 MM)
(41.148 MM) STRAP
0.62 IN.
(1.5748 MM)
0.062 IN. 0.065 IN. CHANNEL CLIP

45°
(1.5748 MM) (16.51 MM)
BULKHEAD
CHANNEL
NYLON STRAP
SAFETY WIRE
(TYPI)
RUBBER CHAFE STRIP
BLOWER SCROLL DRAIN TUBE
SAFETY WIRE
(TYPICAL)
DRAIN ASSY SHROUD
DRAIN TUBE
FIREWALL DRAIN
MAIN TRANSMISSION DRAIN TUBE FITTING
(TAIL ROTOR DRIVE OUTPUT PINION
SEAL DRAIN)
MAIN TRANSMISSION DRAIN TUBES

NOTES: (WITH SHAFT-DRIVEN BLOWER)
1. TYGON TUBING (TYPE R3603).
2. 2024-T3 ALUMINUM ALLOY TUBE
(FEDERAL SPEC WW-T-700/4).
30-074E
Figure 9−4. Main Transmission Drain Tubing
Page 9−12
Revision 17
CSP-H-2
NOTE: Remove main transmission input pin (d). Position transmission drain assembly
ion drain and bushing (detail C) whenever and install bolts. Check that trans
the transmission is replaced. The flex-tube mission flex-tube will drain directly
and bushing are not normally part of a spare into mating assembly port.
transmission assembly.
(e). Attach upper ends of drain tubing to
(d). Grasp the flex-tube and pull out to transmission drain assembly; secure
release the bond. Insert a 5/16 or 3/8 with double wraps of 0.032 inch
inch tap or easy-out into tube ID and lockwire.
rotate to pull out bushing.
(f). Route drain tubing and secure with
(2). Inspection nylon straps as shown in detail B.
Position tubing so that drainage
Inspect drains and tubing for service traps are formed.
ability and repair as necessary.
(g). Secure lower ends of drain tubing to
(3). Repair firewall drain fitting with double
wraps of 0.032 inch lockwire.
(a). Repair a damaged polycarbonate
plastic drain assembly according to (h). Position engine compartment firewall
the criteria and methods specified for drain tube; wrap tube with one layer
for acrylic plastic in FAA AC of 1 inch (2.54 cm) width pressure-
43.13-1A, Aircraft Inspection and sensitive polyurethane tape (42) at
Repair. Use dichloromethane (38, clamp-attach point, and install
Table 2-4) or ethylene dichloride (39) clamp.
as the bonding agent.
(b). Repair deteriorated or otherwise 5. Main Rotor Drive Shaft

damaged mounting gasket segments
on the plastic drain assembly by (Ref. Figure 9-5) The main rotor drive shaft is
replacing with new gasket material a shot-peened, nitrated steel alloy forging
(40). having a spline coupling at one end that mates
with the main transmission output shaft, and
(c). Repair damaged flexible drain tubing an octagon shaped head that attaches to the
with tape (41). main rotor hub with four bolts and four
hoisting eyebolts.
(4). Installation
The main rotor drive shaft is a
CAUTION highly stressed part. Do not al
(a). On newly installed main transmis
sion clean mating surfaces of flex- low tools to strike the shaft, or the shaft to
tube, bushing and transmission drain strike any object. Any impact damage may
outlet with solvent (1). require replacement of the drive shaft.
NOTE: A replacement flex-tube and bushing A. Main Rotor Drive Shaft Removal
may be fabricated using materials and di
mensions shown in detail C. (1). Remove the nuts, washers, bolts, and
hoisting eyebolts.
(b). Bond flex-tube to bushing and
bushing to transmission with sealing Whenever the drive shaft is re
compound (3), according to container
CAUTION moved, cover the opening in the
instructions. top of the main rotor hub to prevent possible
entry of foreign matter into the hub, mast,
(c). Remove excess sealing compound and and the transmission.
scarf the flex-tube 45 degrees (detail
C). (2). Lift drive shaft clear of main rotor hub.
Page 9−13
Revision 17
CSP-H-2
B. Main Rotor Drive Shaft Installation according to Specification ASTM E1444.

No surface or sub-surface defects are
Damage to main rotor drive permissible.
CAUTION shaft or main transmission
splines can occur during installation. Care (3). Inspect all external surfaces of drive
should be taken while meshing driveshaft shaft for corrosion. Remove corrosion as
splines into transmission output splines to follows.
prevent damage.
(a). Degrease corroded area of drive shaft
(1). Position drive shaft over main rotor hub with clean cloth saturated in trichlo
with gear coupling down. roethane.
(2). Slowly and carefully lower drive shaft Surface cleaner irritates hands
CAUTION on repeated exposure. Rubber
through main rotor hub and mast until
rotor shaft splines and transmission gloves should be worn.
shaft splines engage.
(b). Swab shaft exterior with diluted
(3). Rotate drive shaft head to align holes in solution of surface cleaner (10,
flange with holes in hub. Table 2-4) (Mix one part surface
cleaner with four parts water). Keep
(4). Install in every other hole, four hoisting wet with solution for 10 minutes or
eyebolts, each with a countersunk until corrosion appears to be re
washer (beveled next to head).Then moved. Wipe clean and inspect.
install the nuts, each with two standard Repeat as necessary until there is no
thin flat washers; do not tighten nuts. further evidence of corrosion.
(c). Rinse with water and dry thoroughly

(5). Install the four remaining bolts, with
with compressed air.
washers and nuts in the same manner.
Exercise care when removing
(6). Align hoisting eyebolt so that a center CAUTION pits to ensure that shot peening
line through the eyebolt flats intersects is not completely penetrated. Also, remove
the drive shaft axis. Using torque only minimum material necessary to re
wrench adapter (32, Table 2-2), torque move pits.
all nuts to 120 - 140 inch-pounds
(13.56 - 15.82 Nm). (d). Light abrade corroded surface with
crocus cloth to remove pits. If pit
C. Main Rotor Drive Shaft Inspection removal exceeds depth of 0.0012 inch
(0.03048 mm) in area 2, shaft is
(1). Inspect all surfaces of drive shaft for unserviceable and must be replaced.
dents, nicks scratches, and evidence of
deformation. Inspect splines on end of (e). Repeat steps (a). thru (c). above.
drive shaft for excessive wear. No
damage of any kind is permissible in (f). Spray two coats of primer (4,
the area within 2 inches (5.08 cm) of Table 2-4) on shaft exterior. DO NOT
the spur gear. Dents less than 0.050 primer spline teeth of mounting
inch (1.27 mm) deep and 0.050 inch surface.
(1.27 mm) diameter are permissible in
other areas. A dent is defined as a (4). Apply preservative oil to spline teeth
smooth depression on the surface with and mounting surface.
no sharp edges or abrupt changes in
contour. No nicks or scratches are (5). Immediately reinstall main drive shaft.
permitted.
(6). Apply 0.060 inch (1.524 mm) bead of
(2). If shaft condition is questionable, sealing compound around interface of
perform a magnetic particle inspection hub and drive shaft.
Page 9−14
Revision 17
CSP-H-2
HOISTING EYEBOLT
8 IN. (20.32 CM)
NOTE 2 NOTE 1 NOTE 2
5.4 IN. (13.716 CM)
CORK
(NOTE 3)
AREA 4
AREA 1: MAXIMUM PIT DEPTH 0.0012 IN. (0.03048 MM).

AREA 2: MAXIMUM PIT DEPTH 0.0008 IN. (0.02032 MM)
AREA 3: MAXIMUM PIT DEPTH 0.0020 IN. (0.0508 MM)
AREA 4: CHECK SPLINES BY MEASURING ACROSS

TWO 0.108 IN. (2.7432 MM) DIA. PINS PLACED
IN OPPOSITE SPLINE GROOVES. MEASURED
DIMENSION SHOULD BE 2.2643 IN.
(5.751322 CM) MIN.
120-140 IN. LB
(13.56-15.82 NM)
120-140 IN. LB TORQUE WRENCH ADAPTER

(13.56-15.82 NM) (369A9957)
TOOTH CONTACT
0.010 IN. (0.254 MM) 0.050 IN. (1.27 MM) AREA
MAX DEPTH MAX
0.050 IN. (1.27 MM)

MAX
NOTES:
1. FLAT OF EYEBOLT HEADS TO INTERSECT DRIVE SHAFT AXIS. INSPECTION DATA
2. INSTALL WITH COUNTERSINK NEXT TO EACH BOLTHEAD.
OTHER WASHERS ARE STANDARD FLAT.
3. INSTALL WITH SEALING COMPOUND (3, TABLE 2-4). 30-075E
Figure 9−5. Main Rotor Drive Shaft
Page 9−15
Revision 17
CSP-H-2
D. Main Rotor Drive Shaft Exterior Repair (a). Using 320 to 400 grit abrasive stone,
carefully grind, blend and polish out
No repair of drive shaft is permitted except for nicks and chips which are outside the
removal of light surface corrosion and polish critical (active) spline tooth contact
ing of minor nicks and chips in noncritical areas (see Area 4 profile and end
spline areas indicated below. views for permissible repair areas).
(b). If the repair (grind and polish)

(1). Remove corrosion as follows: operation extends beyond limits
shown, or if any tooth damage exists
(a). Degrease corroded area of drive shaft within the critical tooth contact area,
with clean cloth saturated with shaft is unserviceable and must be
trichloreothane (61, Table 2-4). replaced.
(c). Perform magnetic particle inspection

Surface cleaner used in 2 be according to Specification
WARNING low irritates hands on re
MIL-I-6868. No surface or sub-sur
peated exposure. Rubber gloves should face defects are permissible.
be worn.
6. Main Transmission Drive Shaft
(b). Swab shaft exterior with diluted
solution of surface cleaner (10) (Mix (Ref. Figure 9-6, Figure 9-10 and Figure 9-7)
one part surface cleaner with four The main transmission drive shaft is a
parts water). Keep wet with solution dynamically pre-balance steel shaft equipped
for 10 minutes or until corrosion with a flexible diaphragm-type joint and
appears to be removed. Wipe clean mounting flange (coupling) at each end. The
and inspect. Repeat as necessary shaft interconnects the overrunning clutch and
until there is no further evidence of the transmission input shaft.
corrosion.
A. Main Transmission Drive Shaft Removal
(c). Rinse with water and dry with (1). Remove sound insulation and main
compressed air. transmission access cover over main
transmission drive shaft in cargo
Exercise care when removing compartment.
CAUTION pits to ensure that shot peening
is not completely penetrated. (2). Remove eight bolts and washers that
secure shaft to couplings.
(d). Lightly abrade corroded surface with (3). Remove drive shaft; use care to keep it
crocus cloth (23) to remove pits. If pit from striking any object.
removal exceeds depth of 0.0012 inch
(0.03048 mm) in Area 1 or 0.0008 NOTE: The clutch oil level should be checked
inch (0.02032 mm) in Area 2, shaft is any time engine or main drive shaft is re
unserviceable and must be replaced. moved (Ref. Sec. 2).
(e). Repeat steps (a). thru (c). B. Main Transmission Drive Shaft
(1). Check overrunning clutch for proper oil

(f). Spray two coats of epoxy primer and level, indications of oil seepage, drive
catalyst reducer (128 and 129), mixed shaft couplings for corrosion and that
per manufacturer's instructions, on the bolt securing the clutch coupling
shaft exterior. Do not prime spline seated properly. With anti-seize
teeth or mounting surface. compound (36, Table 2-4) on threads,
torque bolt to 250 - 300 inch-pounds
(2). Polish out minor nicks and chips on (28.25 - 33.90 Nm) plus drag torque.
shaft spline teeth as follows: Check coupling bolt for drag torque
Page 9−16
Revision 17
CSP-H-2
serviceability of 25 inch-pounds (2.82 DO NOT USE clutch coupling

Nm) minimum, 200 inch-pounds CAUTION shims under transmission input
(22.60 Nm) maximum. coupling. The ID of clutch coupling shims
are 1.260-1.270 inches (32.004-32.258
Compression of the drive shaft mm), that's approximately 0.070 inch (1.778
CAUTION diaphragms (static state) is lim mm) larger than the ID of shims used at the
ited to 0.020 inch (0.508 mm). Do not stress transmission coupling, while the OD is the
the diaphragms by forcing the drive shaft same. The difference in ID can cause an im
into position for installation in step (2). be properly seated shim, misalignment and
low. cocking of the coupling.
NOTE: If original shaft and couplings are being (4). Attach driveshaft to clutch coupling
reinstalled, a check of shimming as de with four bolts and washers. Torque
scribed below is not necessary. Install drive bolts to 50 - 70 inch-pounds (5.65 -
shaft to clutch and transmission couplings 7.91 Nm).
as described in steps (1). and (4).
(5). Manually align the driveshaft and
(2). Position drive shaft alongside the transmission input coupling flange.
transmission input and clutch cou Using a feeler gage, measure the gap
plings. If compression will be required between the flanges (detail A). If gap is
to fit driveshaft between the couplings, 0.010 inch (0.254 mm) or less, attach
continue with step (3). If there is a gap upper end of driveshaft to transmission
between the drive shaft flanges and the input coupling according to step (4). If
coupling flanges continue with step (4). gap exceeds 0.010 inch (0.254 mm),
NOTE: Removal or addition of shims should be repeat step (3)., except install a thick
accomplished at transmission input cou ness of shims equal to the measured
pling only. Shims at overrunning clutch cou gap, plus 0.010 inch (0.254 mm)
pling are predetermined thickness to pro additional thickness. A nominal 0.010
vide 0.035-0.055 inch (0.889-1.397 mm) gap inch (0.254 mm) compression of the
to prevent O-ring packing damage and oil shaft diaphragm is the preferred static
leakage. state condition.
(3). Remove coupling bolt that secures (6). Install access door and sound insulation
transmission input coupling and over main transmission driveshaft.
remove coupling. Remove sufficient C. Main Transmission Drive Shaft Inspection
shims so there is no compression of (Bendix)
shaft flexible coupling. A minimum of
0.010 inch (0.254 mm) shim is required (1). Inspect drive shaft diaphragms for
between end of drive input shaft and dents, cracks, scratches, nicks, rust
coupling; to prevent coupling bolt from spots and evidence of joint separation
bottoming out on bolt seating surface from shaft or outside edges. Evidence of
and end of shaft input. Lubricate input any such defects on either diaphragm
shaft splines with grease (21) Coat bolt requires removal of shaft from service.
threads with anti-seize compound (36).
Reinstall coupling and bolt. Check (2). Inspect drive shaft tube between
coupling bolt for drag torque service diaphragms for dents, scratches, cracks
ability of 25 inch-pounds (2.82 Nm) or corrosion pits.
minimum, 200 inch-pounds (22.60
Nm) maximum. Torque bolt to 250 - (a). Measure depth and diameter of
300 inch-pounds (28.25 - 33.90 Nm) dents. Dents that blend smoothly into
plus drag torque. surrounding surface area with no
sharp change in contour and do not
NOTE: Transmission input coupling shims are exceed 0.015 inch (0.381 mm) depth
laminated stock. Each lamination is 0.002 are acceptable. Dents not within
inch (0.0508 mm) thick. Peel away as re these limits require removal of shaft
quired. from service.
Page 9−17
Revision 17
CSP-H-2
(b). Measure depth of cracks, nicks, (a). Measure depth and diameter of
corrosion pits, or scratches; length dents. Dents that blend smoothly into
and direction are not limited. Maxi surrounding surface area with no
mum depth allowed before rework is sharp change in contour and do not
0.003 inch. exceed 0.010 inch (0.254 mm) in
depth are acceptable. Dents not
(c). Check suspected cracks using dye within these limits require removal
penetrant. If crack indication ap of shaft from service.
pears, remove black (phenolic com
pound) coating from area (Ref. Main (b). Measure depth of cracks, nicks,
Transmission Drive Shaft Repair corrosion pits or scratches; length
(Bendix). and direction are not limited. Maxi
mum depth allowed before rework is
0.005 inch (0.127 mm).
NOTE: Drive shaft is coated with special phe
nolic thermosetting compound. It is a brittle (c). Check suspected cracks using dye
coating that may indicate a crack that does penetrant. If crack indication ap
not penetrate tube. pears, remove coating from surface.
(d). Reinspect suspected area using (d). Re-inspect suspected area using
magnetic-particle or dye-penetrant magnetic particle or dye penetrant
methods. If crack does not reappear, methods. If crack does not reappear,
touch up cleaned area with primer touch up cleaned area with primer
coating (4, Table 2-4) and return part coating (4, Table 2-4) and return part
to service. to service. If shaft is found to be
cracked, remove shaft from service.
NOTE: Perform inspections in steps (3). and Kamatic parts cannot be inter
(4). only if shaft damage is suspected. CAUTION changed between drive shafts.
(3). Inspect shaft tube for out-of-round (3). Inspect all attaching hardware for
condition. Ovality shall not exceed serviceable condition. Discard and
0.060 inch (1.524 mm) tir. replace defective hardware.
(4). Inspect shaft for straightness. Shaft NOTE: Perform the following inspections if
shall be within 0.030 inch (0.762 mm) shaft damage is suspected.
tir at all locations relative to the (4). Inspect shaft tube for out-of-round
centerline of the two flange mounting condition not to exceed 0.060 inch
bolt pattern. (1.524 mm).
(5). Inspect all attaching hardware for (5). Inspect shaft for straightness. Shaft
serviceable condition. Check nut plates shall be straight within 0.030 inch
for drag torque. Discard defective (0.762 mm) at all locations relative to
hardware. centerlines of two flange mounting bolt
patterns.
D. Main Transmission Drive Shaft Inspection
(Kamatic) E. Main Transmission Drive Shaft Couplings
Corrosion Removal
(1). Inspect drive shaft for dents, cracks, (1). Prior to installing original drive shaft
scratches, nicks, rust spots and evi coupling (369A5512 or 369H5560 only),
dence of joint separation from shaft or inspect flange face of coupling for
outside edges. fretting corrosion. Evidence of fretting
may be removed by hand lapping the
(2). Inspect drive shaft tube between effected parts using a sheet of # 440 (or
couplings for dents, scratches, cracks or finer) emery cloth (49, Table 2-4) or wet
corrosion pits. or dry abrasive paper (9) placed on a
Page 9−18
Revision 17
CSP-H-2
surface table with a figure eight motion, (c). After rework, check shaft tube wall
using care not to let the part rock. thickness in repair area.
NOTE: Coupling may be reused if flange thick (d). Apply primer coating (4) for corrosion
ness is not less than 0.10 inch (0.254 mm) protection.
after cleanup; Recheck shimming.
7. Oil Cooler Blower
F. Main Transmission Drive Shaft Repair The belt-driven blower is mounted to a
(Bendix) bracket on the back underside of the main
(1). Repair of drive shaft diaphragms is not transmission and coupled to the transmission
permissible. input shaft through a pulley drive.
(2). Repair all damage that is no deeper The blower consists of a riveted and brazed
than 0.003 inch (0.0762 mm). impeller assembly of a casting and aluminum
blades within a polycarbonate plastic scroll
(a). Completely remove defect. Maintain enclosure.
smooth transition into surrounding The fiberglass scroll enclosure is used on the
surface. current configuration helicopter and those
(b). Use grade 400 wet or dry abrasive with the optional 250-C20 Series engine.
paper (9, Table 2-4) for preliminary The belt driven impeller is dynamically
finishing, and then polish with crocus balanced for operation at approximately
cloth (23). Restore surface until it 12,000 rpm.
equals original finish of shaft.
On the shaft-driven blower, the impeller is
(c). After rework, check shaft tube wall mounted directly on the transmission input
thickness in repair area. Wall thick pinion gearshaft and is enclosed in a scroll
ness shall not be less than 0.025 inch that is attached to the transmission housing.
(0.635 mm).
The shaft-driven impeller is dynamically
(d). Apply primer coating (4) for corrosion balanced and rotates at approximately 6000
protection. rpm.
G. Main Transmission Drive Shaft Repair The blower draws cooling air over the main
(Kamatic) transmission in addition to supplying forced
ambient air to the engine oil cooler, compart
(1). Repairs of Kamatic drive shaft flexible ment heating system and the engine area.
couplings are limited. Repairs to spring
area are not allowed. No cracks are Sections 10 and 13 provide information on the
allowed. engine cooling and oil cooler ducting
(2). Repair drive shaft tube area damage A. Oil Cooler Blower Removal (Early−Type,
that is no deeper than 0.005 inch (0.127 Belt−Driven)
mm). Maximum depth after repair is (Ref. Figure 9-6)
0.010 inch (0.254 mm). The maximum
thickness of material removed shall not (1). Remove main transmission driveshaft.
be more than 10 percent of the original (2). Remove belt-driven blower and
material thickness. attached idler drive unit as follows.
(a). Completely remove defect. Maintain (a). Remove four screws and nylon
smooth transition into surrounding washers that attach blower belt drive
surface. shroud to sides of transmission fan
mount assembly and mounting
(b). Use grade 400 wet or dry abrasive bracket on idler drive unit. Remove
paper (9, Table 2-4) for preliminary blower belt drive shroud.
finishing, then polish with crocus
cloth (23). Restore surface until it (b). Disconnect drain tube and loosen
equals original finish of shaft. scroll clamps.
Page 9−19
Revision 17
CSP-H-2
0.010 IN. (0.254 MM) MAX.

GAP; 0.020 IN. (0.508 MM)
MAX. COMPRESSION
BLOWER DRIVE (NOTE 3)
SHROUD
NYLON DRIVE SHROUD
WASHER MOUNTING
(NOTE 6) BRACKET
NYLON WASHER BLOWER
SCROLL CLAMP
SCROLL CLAMP
IDLER DRIVE UNIT
GASKET
NYLON WASHER
(NOTE 5)
FAN MOUNT
ASSEMBLY
DRAIN
INPUT SHAFT
DRIVE PULLEY DRAIN
TUBE
COUPLING SHIMS
65-75 IN. LB (NOTE 1)
(7.34-8.47 NM)
TRANSMISSION IN
BELT (2)
PUT COUPLING
(NOTE 4) COUPLING BOLT, 250-300 IN. LB
LOCKWIRE (28.25-33.90 NM) PLUS DRAG TORQUE
(NOTES 2, 7)
MAIN TRANSMISSION DRIVE SHAFT
50-70 IN. LB
50-70 IN. LB (5.65-7.91 NM)
(5.65-7.91 NM)
NOTES:
1. CORROSION RESISTANT STEEL SHIM, 0.002 IN.
(0.0508 MM) LAMINATIONS.
CAUTION: ID MUST NOT BE MORE THAN 1.20 IN. (30.48 MM).
2. DRAG TORQUE FOR BOLT (SELF-LOCKING) SERVICEABILITY
IS 25 IN. LB (2.82 NM) MIN., 200 IN. LB (22.60 NM) MAX. CLUTCH COUPLING
3. CHECK WITH LOWER END OF SHAFT ATTACHED.
4. REPLACE ONLY AS A MATCHED SET.
5. BOND TO SHROUD WITH ADHESIVE (91, TABLE 2-4).
6. USE AS REQUIRED TO CLOSE SHROUD TO BRACKET GAP.
7. COAT COUPLING BOLT THREADS WITH ANTI-SEIZE COMPOUND
(36) BEFORE REASSEMBLY.
30-076-1F
Figure 9−6. Main Transmission Driveshaft and Early Type Belt−Driven

Oil Cooler Blower (Sheet 1 of 2)
Page 9−20
Revision 17
CSP-H-2
IDLER FAN SPRING SHIMMING WASHER

(NOTE 9)
IDLER SHAFT
IDLER FORK
65-75 IN. LB
(7.34-8.47 NM)
IDLER PULLEY
BEARING
RETAINING
DRIVE SHROUD MOUNT RING
ING BRACKET 65-75 IN. LB
(7.34-8.47 NM)
IDLER FORK ASSEMBLY
LOCKWIRE
65-75 IN. LB
65-75 IN. LB (7.34-8.47 NM) IDLER DRIVE UNIT AS
(7.34-8.47 NM) SEMBLY
(160−190 IN. LB)

CRES WASHER LOCKWIRE
(NOTE 8)
(NOTE 8)
DRIVEN PULLEY
FAN MOUNTING BRACKET
IDLER MOUNTING 65-75 IN. LB
BRACKET (7.34-8.47 NM)
BLOWER
IDLER FORK HOLD
ING BRACKET SPLIT
WASHER
(NOTE 7)
LOCKWIRE SPACER
BUMPER (NOTE 7)
IDLER FORK
IDLER FORK AD ASSY
JUSTMENT
SCREW
(NOTE 10) BELTS
LOCKWIRE
NOTES: (CONT)
8. APPLY PRIMER (4, TABLE 2-4).
9. USE AS REQUIRED TO ALIGN IDLER PULLEY GROOVES WITH
DRIVE PULLEY GROOVES. (SEE BELT TENSION
AND PULLEY ALIGNMENT FIGURE.)
10. USE TO ADJUST IDLER FORK HOLD POSITION. (SEE BELT
TENSION AND PULLEY ALIGNMENT FIGURE.)
30-076-2F
Figure 9−6. Main Transmission Driveshaft and Early Type Belt−Driven

Oil Cooler Blower (Sheet 2 of 2)
Page 9−21
Revision 17
CSP-H-2
(c). Cut lockwire from idler fork adjust (f). Remove cotter pin, nut, washer and
ment adjustment screw sufficiently any shimming washers that attach
so that idler fork can be positioned to idler fork to idler shaft.
release belt tension.
(g). Remove idler yoke with attached
(d). Move idler fork to release belt idler pulley, washer and any shim
tension and disengage both belts ming washers from idler shaft.
from main transmission input shaft
drive pulley. NOTE: The shaft bushing is factory installed
by temperature-difference or press fit meth
(e). Remove the lockwire, bolts and od and is to remain in idler yoke.
washers that attach idler drive unit
(h). Remove idler fan spring from shaft
to the transmission fan mount
remaining on idler mounting bracket.
assembly.
(i). Remove nut, washer and bolt attach
(f). Remove the assembled fan and idler ing idler pulley to idler yoke.
drive unit.
NOTE: Retain shim washers with idler yoke.
(g). As required, remove coupling bolt,
transmission input coupling shim(s) (j). Remove retaining ring to remove
and drive pulley from transmission bearing from idler pulley.
input shaft. Keep shim(s) with
couping for reuse. (k). Remove cotter pin, nut and CRES
washer securing idler shaft in
(3). Remove components from the idler mounting bracket; remove idler shaft
drive unit only to the extent required and split washer from idler mounting
for maintenance, as follows. bracket.
(a). Remove nylon bumper from idler fork (l). Remove idler fork holding bracket.
adjustment screw and adjustment
B. Oil cooler Blower Installation (Early−Type,
screw from fork holding bracket on
Belt−Driven)
idler mounting bracket.
(1). Install belt-driven blower and idler
(b). Remove lockwire, bolts, and washers drive unit as follows:
that attach fan mounting bracket to
idler mounting bracket (a). Reassemble components on the idler
mounting bracket, to the extent
(c). Remove spacer, belts fan and at disassembled for maintenance, by
tached fan mounting bracket from reversing the order of disassembly
idler mounting bracket. Keep spacer and complying with the following
with fan mounting bracket for reuse. instructions. See Figure 9-9 for stack
of parts.
The impeller must be hand-
CAUTION held for pulley attachment nut (b). Assemble idler pulley parts but do
removal. Do not hold impeller blades with not torque nut at this time.
tools or other devices to remove nut. Such
action can physical damage. (c). Reinstall shim washers on sides of
idler fork attachment end as required
(d). Remove cotter pin, pulley attachment so that dimensions ``B'' and ``C” (Ref.
nut and driven pulley for access to Figure 9-9) are equal and provide
fan mounting bolts. Nut is removed 0.001-0.020 inch (0.0254-0.508 mm)
by reaching through blower scroll coaxial clearance.
primary air outlet and carefully
hand-holding the impeller. (d). Install idler spring on idler shaft so
that spring hook will be approximate
(e). Remove lockwire, bolts and washers ly 3 O'clock on the shaft centerline
attaching fan to fan mounting looking aft (at idler fork free posi
bracket; remove fan. tion).
Page 9−22
Revision 17
CSP-H-2
(e). Apply primer (4, Table 2-4) to inside (k). Install shroud mounting bracket on
of square hole in idler mounting idler mounting bracket, using
bracket and split washer when washers and bolts. Torque bolts to 65
installing idler spring shaft and idler - 70 inch-pounds (7.34 - 7.91 Nm).
fork. Torque nuts attaching idler fork
to idler spring shaft to 65 - 75 (l). Install hard-anodized driver pulley
inch-pounds (7.34 - 8.47 Nm). on splined transmission input shaft.
Ensure free movement of idler spring Reinstall existing shims and output
is not hampered. coupling. Coat coupling threads with
anti-seize compound (36) and install
(f). Torque bolts that attach fan to fan bolt. Check that bolt self-locking
mounting bracket to 65 - 75 inch- torque is not less than 25 inch-
pounds (7.34 - 8.47 Nm). pounds (2.82 Nm) or more than 200
inch-pounds (22.60 Nm). Torque
Impeller must be hand-held bolt to 250 - 300 inch-pounds
CAUTION when torquing pulley nut. DO (28.25 - 33.90 Nm) plus drag
NOT use tools or other devices to hold im torque.
peller while torquing pulley attachment (m). Position drive belt on driver, driven
nut. and idler pulleys.
(g). Reach through scroll primary air (2). Check for proper alignment of all three
outlet and hand-hold impeller. pulleys as follows
Torque nut attaching driven pulley to
(a). Clamp alignment tool 369H9008 to
impeller shaft to 160 - 190 inch-
left side upper surface of the driver
pounds (18.08 - 21.47 Nm).
pulley.
(h). Position drive belt on driven pulley NOTE: Alignment tool is designed so that if
and attach fan mounting bracket idler pulley and driven pulley are in perfect
(with blower assembly) to idler alignment with the driver pulley, 0.030 inch
mounting bracket. Install spacer with (0.762 mm) feeler gage will just fit under off
primer and torque fan mounting sets in tool at both idler and driven pulley
bracket bolts to 65 - 75 inch- surfaces. This tool is required to ensure
pounds (7.34 - 8.47 Nm). alignment each time belt drive components
are removed and replaced.
(i). Rotate the idler arm to extreme
position away from holding bracket. (b). If misalignment of driver pulley to
Position strap so that side of slot driven pulley exceeds 0.020 inch
closest to spring touches the slot bolt. (0.508 mm), perform one or both of
Torque the idler pulley bolt to 65 - 75 the following.
inch-pounds (7.34 - 8.47 Nm). 1). Loosen four bolts attaching idler
Check movement of idler strap by mounting bracket to transmission
pivoting idler arm. If necessary, mounting pad and slide bracket in
adjust strap position to assure full direction desired. Re-secure and
travel within limits of slot. torque bolts to 65 - 75 inch-
pounds (7.34 - 8.47 Nm).
NOTE: Prior to installation, inspect all ducting
inlets and outlets and entire blower fan and 2). If adjustment in step 1). is not
scroll area for blockage or foreign objects. sufficient and driven pulley still
needs to be raised, remove the
(j). Position and install assembled drive driver pulley from the transmis
belt unit (with blower) on transmis sion input shaft and transfer
sion mounting pad, using existing 369A5625 coupling shims, as
washers and bolts. Do Not torque required, to upper side of driver
bolts at this time. Reconnect scroll pulley. Reinstall driver pulley and
ducting and rubber connectors. coupling bolt.
Page 9−23
Revision 17
CSP-H-2
(c). Align idler pulley to driven pulley, as (12). Install main transmission access covers
required, by transferring shims and trim cover panel.
between dimensions ``B” and ``C” (Ref.
C. Oil Cooler Blower Removal
Figure 9-9); hold to 0.020 inch (0.508
(Current−Type, Belt−Driven)
mm) maximum misalignment.
Ensure that idler arm is not ham (Ref. Figure 9-7)
pered.
(1). Remove main transmission driveshaft.
(d). Remove and clamp alignment tool on
right (opposite) side of driver pulley (2). Remove transmission input coupling
and recheck alignment to driven bolt, input coupling, coupling shims and
pulley on that side. Alignment should input shaft drive pulley. Retain shim for
agree within 0.015 inch (0.381 mm) reinstallation.
to measurement obtained in step (b). (3). Cut lockwire and remove four bolts
attaching mounting bracket to trans
(3). Adjust idler fork for proper belt tension.
mission fan mount assembly. Retain
(4). Check for proper belt tracking. laminated shims for reinstallation.
(a). Rotate the lower drive pulley clock (4). Cut lockwire and remove four bolts
wise (as you look at the main rotor attaching mounting bracket to fan
transmission input). Make sure the mounting bracket.
belt tracks axially away from the (5). Disconnect blower scroll drain tube.
blower on the upper driven pulley. If Loosen scroll duct clamp and roll back
the oil cooler belt does not track rubber connectors; disconnect scroll
correctly, replace with a serviceable ducts.
belt.
NOTE: The capstrip on the right channel, adja
(5). Reconnect blower scroll drain tube. cent to blower, may be removed if required
Reinstall channel assemblies, as for access.
applicable, using eight screws, washers
and nuts. Do not use rivets. (6). Remove fan mounting bracket (with
blower scroll, pulley and belt) from
(6). Install guard, using existing shroud
helicopter.
hardware. Install transmission input
shaft seal drain tube on right side of The impeller must be hand-
guard, using clamp shown in CAUTION held for removal of driven pulley
Figure 9-6, view C. Pull drain tube attachment nut. Do not hold impeller blades
downward and secure to helicopter with tools or other devices to remove nut.
structure with tie-strap. Such action can affect impeller balance as
(7). Connect blower scroll drain tube and well as cause physical damage.
check for excess slack and close proxim (7). Remove nut and washer securing
ity to driveshaft. Reposition and secure driven pulley on impeller shaft.
drain tube with tie-strap to helicopter (8). If required, cut lockwire and remove
structure, as required, to eliminate bolts attaching fan mounting bracket to
slack or possible interference with blower assembly.
driveshaft. Check drain tube for kinks.
D. Oil Cooler Blower Installation
(8). Install main transmission driveshaft.
(Current−Type, Belt−Driven)
(9). Rotate driveshaft by hand and check
pulley operation. (1). Install fan mounting bracket on blower
assembly.
(10). Lockwire in pairs: the four bolts
securing the idler mounting bracket to NOTE: Before tightening bolts, remove bolt
the transmission mounting pad; and hole slack in the belt tension direction by
the four bolts securing idler mounting moving blower toward, and bracket away
bracket to fan mounting bracket. from, the transmission driveshaft side.
(11). Perform operational check of belt-driv (2). Torque bolts to 65 - 75 inch-pounds
en oil cooler blower system. (7.34 - 8.47 Nm).
Page 9−24
Revision 21
CSP-H-2
65-75 IN. LB 0.010 IN. (0.254 MM) MAX. GAP

(7.34-8.47 NM) 0.020 IN. (0.508 MM) MAX. COM
160-190 IN. LB PRESSION
(18.08-21.47 NM) (NOTE 3)
THIN WASHER (5710-84-16)
(NOTE 5) DRIVE PULLEY
DRIVEN PULLEY COUPLING-TO-DRIVE
SHAFT ATTACHMENT
THICK WASHER (AN960-916)
(NOTE 5)
SCROLL CLAMP
(65 − 75 IN. LB)
MOUNTING BRACKET
LAMINATED
SHIM (2) BLOWER
FAN MOUNT ASSY
SPACER
FAN MOUNTING
BRACKET
INPUT SHAFT
DRIVE PULLEY
COUPLING SHIMS
(65 - 75 IN. LB) (NOTE 1) DRAIN
BELT (TIMING- TRANSMISSION IN
TYPE) BLOWER SCROLL
PUT COUPLING DRAIN TUBE
SCROLL CLAMP
COUPLING BOLT, 250-300 IN. LB
(28.25-33.90 NM) PLUS DRAG TORQUE
(NOTES 2, 4)
MAIN TRANSMISSION
DRIVE SHAFT (BENDIX)
50-70 IN. LB
50-70 IN. LB
(5.65-7.91 NM)
(5.65-7.91 NM)
(NOTE 4)
CLAMP, INPUT SEAL

DRAIN TUBE
CLUTCH
COUPLING
SECURING DRAIN
TUBE
MAIN TRANSMISSION
DRIVE SHAFT (KAMATIC)
NOTES:
1. CORROSION RESISTANT STEEL SHIM, 0.002 IN. (0.0508 MM) LAMINATIONS
CAUTION: ID MUST NOT BE MORE THAN 1.20 IN. (30.48 MM).
2. DRAG TORQUE FOR BOLT (SELF-LOCKING) SERVICEABILITY IS 25 IN. LB
(2.82 NM) MIN., 200 IN. LB (22.60 NM) MAX.
4. COAT COUPLING BOLT THREADS WITH ANTISEIZE COMPOUND (36, TABLE 2-4)
BEFORE ASSEMBLY.
5. REPLACE ANY EXISTING ALUMINUM WASHER WITH STEEL WASHER INDICATED.
30-162F
Figure 9−7. Main Transmission Driveshaft and Current Type Belt−Driven Oil Cooler
Page 9−25
Revision 17
CSP-H-2
Impeller must be hand-held Do not use levers or tools on belt

CAUTION when torquing pulley nut. Do CAUTION or in any way force belt onto
not use tools or other devices to hold impel driver pulley.
ler while torquing pulley attachment nut.
(8). Install four mounting bolts, washers
and two laminated shims. Reconnect
NOTE: When performing step (3). below, re scroll ducting and rubber connectors.
place any original aluminum washers with
thick and thin steel washers. (9). Adjust belt tension as follows:
(3). Install pulley on impeller shaft with a (a). Check that laminated shims are in
thick washer under pulley and a thin position between mounting bracket
washer under shaft nut. Reach through and transmission fan mount assem
scroll primary air outlet and hand-hold bly. Tighten the four mounting bolts.
impeller. Torque nut attaching driven Rotate pulley by hand a few turns to
pulley to impeller shaft to 160 - 190 even out belt tension.
inch-pounds (18.08 - 21.47 Nm). (b). Measure belt deflection at approxi
mate center of one of the spans. The
(4). Position timing-type belt on driven force required to deflect the belt
pulley and attach fan mounting bracket 0.170-0.200 inch (4.318-5.08 mm)
(with blower assembly to mounting must be 1.00-1.75 pounds
bracket. Install spacer with primer (4, (4.448-7.784 N). This load is to be
Table 2-4). applied at a right angle to the outside
face of the belt.
NOTE: Before tightening bolts, remove all bolt (c). If the tension is too high, greater
hold slack in the belt tension direction by than 1.75 pounds (7.784 N): Tension
moving mount bracket away from the trans can be reduced by peeling off a layer
mission driveshaft side. of the laminated shim, one at a time
alternately from shim to shim, until
(5). Torque bolts to 65 - 75 inch-pounds tension falls into proper range.
(7.34 - 8.47 Nm) and then safetywire.
(d). If the tension is to low: Add layers
from a spare shim in the same
NOTE: Prior to installation of blower assembly,
manner as removed in step (c). above,
inspect all ducting inlets and entire blower
until tension falls into proper range.
fan and scroll area or foreign objects.
(e). Make a final check of bolt torque, 60
(6). Install timing-belt type driver pulley - 75 inch-pounds (6.78 - 8.47 Nm)
on splined transmission input shaft; do and then safetywire.
not hammer or strike on pulley if force (10). Check for proper belt tracking.
fit. Reinstall existing shims and output
coupling. Coat coupling threads with (a). Rotate the lower drive pulley clock
anti-seize compound (36) and install wise (as you look at the main rotor
bolt. Check that bolt self-locking torque transmission input). Make sure the
is not less than 25 inch-pounds (2.82 belt tracks axially away from the
Nm) or more than 200 inch-pounds blower on the upper driven pulley. If
(22.60 Nm). Torque bolt to 250 - 300 the oil cooler belt does not track
inch-pounds (28.25 - 33.90 Nm) plus correctly, replace with a serviceable
drag torque. belt.
(11). Install transmission input shaft seal
(7). Position assembled drive belt unit and drain tube on right side of transmission
blower assembly on transmission fan mount, using clamp shown in
mounting pad, without shims, washers Figure 9-7. Pull drain tube downward
and bolts. Position belt on driver pulley and secure to helicopter structure with
and check position on driver pulley. tie-strap.
Page 9−26
Revision 21
CSP-H-2
(12). Connect blower scroll drain tube and (c). On installation with a slotted idler
check for excess slack and proximity to strap, check that idler fork is free to
driveshaft. Reposition and secure drain move under spring tension. If the
tube with tie-strap to helicopter slotted strap binds to prevent move
structure, as required, to eliminate ment of fork, loosen the idler pulley
slack or possible interference with the bolt and strap bolt and reposition
driveshaft.Check the drain tube for strap for free movement. Tighten
kinks. idler pulley bolt. The strap bolt
should be loose enough to allow strap
movement.
(14). Rotate driveshaft by hand and check
pulley operation. (d). Check idler spring tension using a
(15). Perform operational check of belt-dri spring scale attached to the idler
ven oil cooler system. pulley bolt. Spring tension should be
4 - 5.5 pounds (17.8 - 24.5 N) just
E. Oil Cooler Blower Inspection as idler pulley contacts belt. Spring
(Belt−Driven) tension is adjusted by rotating the
square idler shaft bolt in the idler
(Ref. Figure 9-8 and Figure 9-9) For recom
mounting bracket (Ref. Figure 9-6,
mended replacement intervals of bearings and
detail C).
belt, refer to CSP-H-4.
(1). Early Type Installed Blower-Belt (e). Rotate drive pulley by hand a few
Condition: turns so that belt tension is evened
out under the spring tension.
(a). Remove plug buttons (or tape) from
inspection ports on main transmis (f). Adjust stop by turning in the stop
sion trim cover panel screw until the stop bumper just
contacts the idler fork arm. If screw
(b). Visually inspect drive belt for proper head bottoms on bracket, additional
seating in pulley grooves and for extension is available by turning the
condition of belt. stop.
NOTE: Belt should be fully seated in pulley (g). After contact is made, lock the nut
grooves. Cracking or separation of the belt against the stop. Check for over-ex
between pulley grooves is acceptable. Visu tension of stop by inserting wire
ally monitor propagation. Belt should be re through safety hole to determine that
placed if any one separation exceeds 3.00 in stop screw is not retracted beyond
ches (7.62 cm) in length or if total separation the safety hole.
exceeds 50% of the peripheral length of the
belt. (h). Install the main transmission access
cover and trim panel.
(c). Install plug buttons (or tape) at
inspection ports of trim cover panel. (3). Installed Blower General Inspection:
(2). Early Type Installed Blower-Belt (a). Check oil cooler blower and drive
Tension: components for smoothness and
correct operation while hand-turning
(a). Remove main transmission access main rotor through several complete
cover and trim panel. revolutions, first clockwise and then
NOTE: Whenever belt drive components are re counter-clockwise. Listen and feel for
moved and/or replaced at specified inter evidence of rubbing or chafing
vals, belt should be adjusted per steps (b). between impeller and blower scroll.
thru (g). below. No rubbing or noise is permissible.
Belts should remain seated and be a
(b). Loosen bumper stop jam nut and snug fit in pulley grooves while
back off stop screw for free movement rotating. Also check for parallel
of idler fork. alignment of belts between pulleys.
Page 9−27
Revision 21
CSP-H-2
12-14 IN. LB
(1.36-1.58 NM)
PRIMARY AIR OUTLET

SPLINE
(NOTE)
SHIM (REFER
TO TEXT)
SHAFT HUB
SHAFT KEYWAY
AIR INLET ASSEMBLY

SPACER
KEY
DRAIN
IMPELLER
SCROLL
IMPELLER HUB
SECONDARY AIR OUTLET

WASHER
KEYWAY FIBER LOCKNUT,

250-300 IN. LB
(28.25-33.90 NM)
(NOTE)
12-14 IN. LB
(1.36-1.58 NM)
SCROLL COVER
NOTE:
HOLD ONLY THE SHAFT HUB SPLINE WHEN LOOSENING OR TIGHTENING
THE FIBER NUT.
CAUTION:
DO NOT HOLD IMPELLER WITH TOOLS OR OTHER DEVICES. TOOLS WILL DAMAGE THE PRECISION
BALANCE OF THE IMPELLER. ALL ROTATING COMPONENTS ARE MATCHED AND BALANCED AND
MUST BE REASSEMBLED TOGETHER TO MAINTAIN DYNAMIC BALANCE.
30-157B
Figure 9−8. Belt−Driven Oil Cooler Blower (Screw−Assembled), Exploded View
Page 9−28
Revision 17
CSP-H-2
A IDLER STRAP
GUARD BELT
IDLER SPRING
BUMPER STOP ASSY

FAN MOUNTING BRACKET
INPUT SHAFT SEAL STRAP BOLT (LARGE
DRAIN TUBE O.D. WASHERS EACH IDLER MOUNTING
CLAMP SIDE OF STRAP) BRACKET
WASHER
STRAP
NUT
IDLER PULLEY ASSY
WASHER
WASHER
C DRIVEN PULLEY
WASHER
IDLER PULLEY BOLT
IDLER FORK ASSY

B
WASHER
NUT
SECTION A-A
30-151A
Figure 9−9. Early Type Belt−Driven Oil Cooler Belt Tension and Pulley Alignment
Page 9−29
Revision 17
CSP-H-2
(b). Check ducting and shrouds for (b). Visually inspect (minimum 10X
cracks. Also check boots, if installed, magnification) all blower rotating
for condition. Ducting is to be re components for wear, cracks,
paired as required. Replace boots if scratches and any other damage.
wear, damage or deterioration is
Handle rotating components
noted. CAUTION carefully, especially impeller, to
(c). Check blower scroll for condition prevent damage and imbalance. Any impel
(Ref. Oil Cooler Blower Inspection ler damage requires blower replacement.
(Shaft-Driven)) and security of
(c). Visually inspect vanes for deforma
attaching hardware. Check drain tion,separation and cracks.
tube for freedom from obstruction.
Check drain tube for kinks, collapsed (d). Dye-penetrant inspect impeller root
walls and proper position. area for cracks, scratches and
notches.
(d). Visually inspect impeller for cracks
and separated or deform vanes. (e). Inspect for foreign material attached
Direct a light through duct openings to impeller; foreign material attach
in scroll. An impeller having any ment is not is not allowable.
damage, including scratches, cracks,
notches and deformation, requires (f). Check for free end play between
replacement of the blower. blower shaft and internal bearings in
hub; no play is permitted.
(4). Removed Blower Inspection When (g). Inspect for surface damage; use an
Assembled: electroprobe or a gage of equivalent
NOTE: The following inspection procedures are accuracy to measure depth of
to be performed whenever the blower is re scratches and nicks. Any metal
moved. surface damage is not allowable.
F. Oil Cooler Blower Removal
(a). Inspect normally inaccessible areas (Shaft−Driven)
for damage (Ref. Oil Cooler Blower
Inspection (Shaft-Drive)). (Ref. Figure 9-10)
(b). Visually inspect (minimum 10X (1). Remove main transmission driveshaft.
magnification) or dye-penetrant
(2). Loosen scroll clamp.
inspect impeller root areas for cracks,
scratches and notches. Impeller (3). Remove the bolts and washers that
scratches and notches in excess of attach scroll to main transmission.
0.006 inch (0.1524 mm) depth,
deformation, and any other impeller (4). Remove scroll, lower end of drain tube,
damage is not allowable. aft cover, and main transmission drain
assembly.
Any impeller damage requires
CAUTION blower replacement. (5). Remove coupling bolt, transmission
input coupling, shim(s) and impeller.
(5). Removed Blower Inspection When Keep shim(s) with coupling for reuse.
Disassembled: G. Oil Cooler Blower Installation
(Shaft−Driven)
NOTE: The following applies only to the screw-
assembled blower, not a riveted blower as (1). Position impeller on transmission input
sembly. shaft.
(a). Inspect scroll areas inaccessible on (2). Install coupling shim(s) and transmis
an assembled blower for damage sion input coupling. Coat coupling bolt
(Ref. Oil Cooler Blower Inspection threads with anti-seize compound (36,
(Shaft-Driven)). Table 2-4) and install bolt. Check that
Page 9−30
Revision 17
CSP-H-2
bolt self-locking drag torque is not less NOTE: There may be small irregular-shaped
than 25 inch-pounds (2.82 Nm) or voids in the cement between the cemented
more than 200 inch-pounds (22.60 pieces. Such voids should not be considered
Nm). Torque bolt to 250 - 300 inch- as delamination (separation).
pounds (28.25 - 33.90 Nm) plus drag
torque. (d). Check for scroll wear caused by
impeller rubbing.
(3). Position scroll to engage oil cooler and
heater system ducting. Position aft (e). Check rectangular gasket for deterio
cover and yoke-type drain assembly. ration.
Install bolts and washers to secure
scroll to transmission. Torque the bolts; (f). Inspect teflon seal ring that is
torque should not exceed 5 - 10 inch- bonded to the transmission shroud
pounds (0.56 - 1.13 Nm). and bearing-retainer mount. Seal
ring must be completely bonded
(4). Tighten scroll clamp and connect output around the mount perimeter.
seal drain tube. Secure drain tube.
(2). Impeller:
Secure drain tube with a double wrap of
lockwire.
(a). Inspect for cracks and separated or
deformed vanes. A cracked impeller
(5). Turn impeller and check for clearance or one having damaged vanes shall
with scroll. be considered unserviceable and be
replaced.
(b). Inspect for surface damage; use an
(7). Install capstrip on right channel, if electroprobe or gage of equivalent
removed, main transmission access accuracy to measure depth of
cover and trim cover panel. scratches and nicks. Scratches and
nicks not exceeding 0.006 inch
H. Oil Cooler Blower Inspection (0.1524 mm) depth are repairable if
(Shaft−Driven) impeller imbalance does not result.
(Ref. Figure 9-10) I. Oil Cooler Blower Disassembly

(Belt−Driven)
(1). Scroll:
(Ref. Figure 9-8) The following information
provides disassembly procedures that apply
(a). Inspect for surface damage; use an only to the screw-assembled belt-driven
electroprobe or a gage of equivalent blower and is intended for use to the extent
accuracy to measure depth of required for inspection of specific components.
scratches and nicks. Scratches and The riveted belt-driven blower should not be
nicks that do not exceed 0.012 inch disassembled.
(0.3048 mm) depth are repairable.
The blower assembly is a bal
(b). Inspect for and measure length of CAUTION anced unit and must be handled
cracks. Cracks that do not exceed 3 carefully to prevent damage that could re
inches (7.62 cm) in length, do not sult in assembly imbalance. The blower con
extend to the hardware mounting tains match-balanced rotating components
holes and will not impair the function and assemblies that must be reused togeth
of the scroll are repairable. er. Retain all rotating parts for subsequent
reassembly. Disassembly only to the extent
(c). Inspect ribs and seams for separa specified in the procedures.
tion, and thread nutplates or inserts
for stripped threads or looseness in (1). Remove scroll cover from scroll by
flange. removing screws and washers.
Page 9−31
Revision 17
CSP-H-2
In the following steps, do not assembly with screws, washers and

CAUTION use tools or other devices to hold nuts (spacer and nut ring on fiberglass
impeller. Tool damage can affect the preci assemblies). Torque screws to 12 - 14
sion balance of the impeller. Do not use any inch-pounds (1.36 - 1.58 Nm).
type of holding device that will place a
strain on the blower scroll. The holding de
vice must be capable of holding the shaft (2). Install spacer and impeller on shaft.
with 250 - 300 inch-pounds (28.25 - 33.90
Nm) torque applied to the fiber nut. (3). Install washer and locknut on end of
(2). Secure pulley (splined) end of impeller shaft. Using a holding device on splined
shaft with a holding device that will end of shaft, tighten locknut sufficiently
prevent shaft and impeller rotation to remove all end clearance from the
while removing fiber nut that secures stack-up of parts.
impeller hub to shaft.
(3). While holding the pulley (splined) end (4). Check for minimum clearance between
of the impeller, loosen and remove fiber impeller and shroud lip, using a feeler
nut and washer securing impeller hub gage through the larger air outlet port.
on shaft.
Be careful to prevent impeller (5). Remove impeller and spacer and grind
CAUTION damage. Slight impeller de or file spacer to remove the minimum
formation or damage can cause imbalance. clearance measured in step (4). Coat
Protect shaft threads and use non-metallic reworked end of spacer with primer (4,
mallet when performing step (4). below. Table 2-4).
(4). Manually support impeller with the
fingers and separate impeller from (6). Reinstall spacer, impeller, washer and
blower shaft by carefully tapping locknut. Tighten to remove all end
impeller hub end of shaft. clearance and then rotate impeller and
check for rubbing. If impeller rubs
(5). Remove impeller from inside scroll. As shroud, disassemble and install shim(s)
impeller slides off shaft end, remove 369H5654, 0.002 inch (0.0508 mm)
and retain shaft key, spacer and shims thick, between bearing inner race and
(if any) for reuse. spacer to eliminate rubbing.
(6). Detach shaft hub from blower air inlet
assembly by removing screws, washers NOTE: This procedure (steps (4). thru (6).
and nuts (spacer and nut ring on above) ensures that impeller is at minimum
fiberglass assemblies). clearance without rubbing shroud lip.
NOTE: If spacer is removed from splined end of
shaft retain spacer and shims (if any) for re (7). When clearance is properly adjusted,
use. remove impeller, and install shaft key,
J. Oil Cooler Blower Reassembly impeller, washer and locknut. Torque
(Belt−Driven) locknut 250 - 300 inch-pounds (28.25
- 33.90 Nm). Use care to avoid placing
(Ref. Figure 9-11) stress on the impeller or scroll. Hold the
Review the Cautions in Oil splined end of the shaft in a suitable
CAUTION Cooler Blower Disassembly device.
(Belt-Driven) regarding holding, handling
and reuse of belt-driven blower blower
(8). For fiberglass scrolls, install scroll
matched-balanced rotating component.
cover with a bead of sealant (3) between
These components must be handled careful
mating surfaces. Secure cover to scroll
ly to avoid damage.
with screws and washers. Torque
(1). Insert impeller shaft into blower scroll screws to 12 - 14 inch-pounds (1.36 -
and install shaft blower air inlet 1.58 Nm).
Page 9−32
Revision 17
CSP-H-2
SCROLL
0.010 IN. (0.254 MM) MAX. GAP

0.020 IN. (0.508 MM) MAX. COMPRESSION
(NOTE 3)
5-10 IN. LB
(0.56-1.13 NM)
COUPLING TO DRIVE
SHAFT ATTACHMENT STUD
SCROLL STUD
5-10 IN. LB
(0.56-1.13 NM)
AFT COVER
0.010 IN. (0.254 MM)
OUTPUT PINION SHROUD MOUNT SEAL RING (BETWEEN END OF
SEAL DRAIN (TEFLON) SHAFT AND BOLT SEAT
TUBE ING SURFACE ON COU
PLING)
GASKET IMPELLER
SCROLL CLAMP

(NOTES, 2, 4)
MAIN TRANSMIS
SION DRAIN ASSY 50-70 IN. LB
LOCKWIRE
(5.65-7.91 NM)
50-70 IN. LB
COUPLING SHIMS
(5.65-7.91 NM)
(NOTE 1)
TRANSMISSION IN
PUT COUPLING
SCROLL
NOTES:
1. CORROSION RESISTANT STEEL SHIM, 0.002 IN. (0.0508 MM) SCROLL DRAIN GASKET
LAMINATIONS. TUBE
CAUTION: ID MUST NOT EXCEED 1.20 IN. (30.48 MM) MAIN TRANSMISSION
2. DRAG TORQUE FOR BOLT (SELF-LOCKING) SERVICEABILITY IS DRIVE SHAFT
50-70 IN. LB
25 IN. LB (2.82 NM) MIN., 200 IN. LB (22.60 NM) MAX. (5.65-7.91 NM)
4. COAT COUPLING BOLT THREADS WITH ANTI-SEIZE COMPOUND
(36, TABLE 2-4) BEFORE ASSEMBLY.
30-152E
Figure 9−10. Main Transmission Driveshaft and Shaft−Driven Oil Cooler Blower
Page 9−33
Revision 17
CSP-H-2
K. Oil Cooler Blower Repair (d). Repair small areas of rib or seam
separation by injecting ethylene
dichloride into the void area and
clamping together under light
pressure. On shaft-driven blower,
(1). Scroll: repair deteriorated or otherwise
damaged gasket by replacing with
0.50 inch (12.7 mm) thickness of
The early type scroll is made of acrylic
gasket material (40).
plastic while the later type is of lami
nated fiberglass. For fiberglass repair (e). On a shaft-driven blower, repair a
refer to CSP-H-6 and use only the teflon seal ring that is not completely
applicable portions of the following secure around outside edge of trans
procedure. mission shroud and bearing-retainer
mount. Bond the loose area with a
mixture of 100 parts of resin to 74
NOTE: All permissible patching repairs must
parts of activator (43). Cure at 150°F
be made on exterior surfaces so that inter
(66°C) for 1 hour or for 8 hours at
nal airflow is not restricted. Any repair
room temperature.
made must not restrict airflow. Patching or
repair that prevents proper duct mating and (2). Impeller:
sealing, or that results in interference at
(a). Replace impeller that is cracked or
installation, is not allowable. On the belt-
that has damaged vanes or loose
driven blower, patching is not permissible
rivets securing adapter to impeller or
on the upper flat and depressed attachment
balance weights to impeller.
areas of the inlet assembly. Patching is per
missible on shroud flat and circular surface (b). Repair scratches and nicks not
areas. exceeding 0.006 inch (0.1524 mm)
depth by sanding. Use grade 320
abrasive paper to blend defect into
(a). Repairs cracks that do not exceed 3
surrounding surface area.
inches (7.62 cm) in length, do not
extend to the hardware mounting (3). Bearing Replacement (Belt-Driven
holes and will not impair the function Blower):
of the scroll. Such scroll damage is
(a). Disassemble belt-driven oil cooler
repairable by bonding a patch
blower assembly.
according to the criteria and methods
specified for acrylic in FAA AC (b). Remove snap ring, washer and wave
43.13-1A, Aircraft Inspection and washer from impeller end of shaft.
Repair. Use dichloromethane (38,
(c). Install existing nut on splined end of
Table 2-4) or ethylene dichloride (39)
shaft.
as the bonding agent.
(d). Using fiber/rubber mallet or equiva
lent, tap gently on nut to remove
(b). Repair scratches and nicks not
shaft and bearings from hub; remove
exceeding 0.012 inch (0.3048 mm)
nut.
depth by sanding the affected area to
blend smoothly with surrounding (e). Using a arbor press or equivalent
surface area. Use grade 320 abrasive tool, press bearing from shaft. When
paper (9). removing bearing from splined end of
shaft, retain the shim (if installed)
and spacer for reinstallation. Check
(c). On a shaft-driven blower, replace
spacer for 0.5630-0.5645 inch
inserts that are stripped or loose. Use
(14.3002-14.3383 mm) ID. Ream if
self-locking inserts NAS1394-3L for
necessary and coat reworked surface
replacement. (Drill and tap the scroll
lightly with primer (4).
according to the NAS insert specifica
tion.) (f). Discard old bearings.
Page 9−34
Revision 17
CSP-H-2
SHAFT BEARING 369H5655-5

(NOTE 2)
SCREW
SPACER
SPACER
CAVITY FILLED WITH GREASE
(26, TABLE 2-4)
NUT RING
BEARING 369H5655-3
(NOTE 2) HUB
BLOWER SCROLL WASHER
(FIBERGLASS TYPE SHOWN)
RETAINING RING
CLEARANCE IMPELLER SPACER

(NOTE 1)
KEY
IMPELLER
WAVE
WASHER
SHIMS 369H5654; AS REQUIRED WASHER

SEALANT
(NOTE 1) COVER (3, TABLE 2-4)
LOCKNUT 250-300 IN. LB
(28.25-33.90 NM)
NOTES:
1. ADJUST CLEARANCE TO MINIMUM (WITHOUT RUBBING).
2. BEARING GREASE SEALS TO FACE OUTWARD. 30-175B
Figure 9−11. Cutaway View of Belt−Driven Oil Cooler Blower

(g). Clean the shaft and interior of hub (k). Fill hub cavity with grease up to
with solvent (1). about half the width of the lower
bearing land in hub.
(h). Lightly coat bearing journal or
splined end of shaft and ID of bearing (l). Position bearing 369H5655-3 on
369H5655-5 with grease (26) Posi shaft with rubber grease seal out
tion bearing on shaft with rubber ward (toward impeller). Press against
grease seal outward. Press against bearing inner and outer races
bearing inner race until bearing is simultaneously to seat bearing in
seated on shaft shoulder. hub and on shaft journal.
(i). Install shims (if applicable) on
splined end of shaft; then press on (m). Wipe away excess grease that is
the upper spacer with larger OD end forced from bearing seals at both
toward bearing inner race. ends of shaft.
(j). Lightly coat interior of hub with (n). Install a nut temporarily on splined
grease; then install the shaft and end of shaft. Using a fiber/rubber
upper bearing assembly. Press mallet, tap on nut to extend lower
against bearing outer race if neces bearing out of hub enough for access
sary. to hub interior.
Page 9−35
Revision 20
CSP-H-2
(o). Remove approximately 1/4 teaspoon 369A5528 and packing MS29561-017

of grease from hub interior an then or suitable plug in the output shaft
reinstall shaft and bearings in hub; (clutch inner race bore) to prevent
secure with wave washer, washer contamination during clutch handling,
and snap ring. shipping or storage.
NOTE: Ensure that wave washer is installed NOTE: The operating lubricant is an approved
next to bearing on impeller end. Also check preservative for shipping or storage.
that OD of the washer is completely seated
against the outer race of bearing. (6). Wrap clutch in barrier material (44,
Table 2-4) to protect splined areas of
(p). Rotate shaft by hand to check race shaft.
smoothness of operational. Reas
semble blower. B. Overrunning Clutch Installation
8. Overrunning Clutch NOTE: Trapped oil can be removed by inverting

the clutch a minimum of three times.
(Ref. Figure 9-12) The overrunning clutch
transmits power from the engine to the main (1). If clutch is new, remove tag, drain
transmission driveshaft in a clockwise residual (trapped) preservative oil and
direction. The purpose of the clutch is to add lubricating oil (9, Table 2-3).
disengage the engine from the remainder of
the drive system (allow free-wheeling) in case NOTE: The -11, -21 and -31 clutch assembly
of engine failure and during auto-rotations. capacity is 1.52 U.S. Oz (45cc).
The clutch contains a sprag unit that disen The -41 and -51 clutch assembly capac
gages automatically when N2 rpm is less than ity is 1.01 U.S. Oz (30cc).
the corresponding main rotor rpm.
(2). Check fluid level of clutch assembly
A. Overrunning Clutch Removal before installing clutch coupling.
NOTE: Refer to Overrunning Clutch Assembly (3). Temporarily install coupling bolt and
Replacement for removal of only the inter packing.
nal clutch subassembly as an alternative to
complete clutch removal. (4). Coat clutch splines with grease (21,
Table 2-4). Insert overrunning clutch
(1). Remove engine (Ref. Sec. 10). outer-race spline into engine and
(2). Remove the bolts, washers, nuts and install six washers and nuts.
engine shaft firewall seal from the
(5). Remove coupling bolt and shim cou
clutch.
pling so that there is 0.035-0.055 inch
NOTE: Removal of the clutch coupling from the (0.889-1.397 mm) gap from end of
clutch in step (3). is unnecessary unless the clutch shaft to edge of coupling recess
clutch is being replaced. (surface that bolt head contacts).
Measure gap with feeler gage. Install
(3). Remove coupling bolt, packing, clutch new O-ring. Check that bolt self-lock
coupling and coupling shim(s). Keep ing torque is not less than 25 inch-
shim(s) with coupling for reuse. pounds (2.82 Nm) or not more than
Reinstall bolt and packing to prevent 200 inch-pounds (22.60 Nm) drag
spillage of lubricating oil from clutch torque. Torque bolt to 250 - 300
housing during final steps of removal. inch-pounds (28.25 - 33.90 Nm) plus
drag torque.
(4). Remove nuts and washers that secure
the overrunning clutch; remove clutch. (6). Install engine shaft firewall seal, bolts,
washers and nuts.
(5). If the clutch is being replaced, install a
spare coupling bolt 369A5513 or (7). Reinstall engine.
Page 9−36
Revision 17
CSP-H-2
CLUTCH
SHIM AS REQUIRED
COUPLING-TO-CLUTCH
SHIMMING
0.035-0.055 IN.
MAIN TRANSMISSION (0.889-1.397 MM) GAP
DRIVE SHAFT (NOTE 3)
(NOTES 1, 4) COUPLING
O-RING
CLUTCH COUPLING OVERRUNNING
(NOTE 5) CLUTCH SHAFT
COUPLING SHIMS
(NOTE 2)
ENGINE SHAFT FIREWALL SEAL
OVERRUNNING CLUTCH
50-70 IN. LB
(5.65-7.91 NM)
REPLACEMENT OF COMPLETE CLUTCH
CLUTCH SUBASSEMBLY
369A5350-11
(NOTE 6)
ENGINE POWER AND AC

CESSORY GEARBOX
RETAINING RING
(BEVEL SIDE OUTWARD)
ENGINE SHAFT FIRE

WALL SEAL
NOTES: CLUTCH HOUSING

1. DRAG TORQUE FOR BOLT (SELF-LOCKING) SERVICEABILITY (NOTE 6)
IS 25 IN. LB (2.82 NM) MIN., 200 IN. LB (22.60 NM) MAX.
2. CORROSION RESISTANT STEEL SHIM; 0.002 IN. (0.0508 MM) LAMINATIONS.
3. USE FEELER GAGE TO CHECK GAP DIMENSION. REPAIR BY REPLACEMENT OF
4. COAT COUPLING BOLT THREADS WITH ANTI-SEIZE COMPOUND CLUTCH SUBASSEMBLY
(36, TABLE 2-4) BEFORE ASSEMBLY. (NOTE 6)
5. COAT COUPLING-TO-CLUTCH SPLINES WITH GREASE (57).
6. THE CLUTCH SUBASSEMBLY SERIAL NUMBER IDENTIFIES THE COMPLETE
REPAIRED CLUTCH.
30-077J
Figure 9−12. Overrunning Clutch Repair or Replacement
Page 9−37
Revision 17
CSP-H-2
C. Overrunning Clutch Inspection NOTE: The -11, -21 and -31 clutch assembly
capacity is 1.52 U.S. Oz (45cc).
Perform the following inspections anytime the The -41 and -51 clutch assembly capac
helicopter engine or overrunning clutch ity is 1.01 U.S. Oz (30cc).
assembly is removed from the helicopter.
(6). Using care to avoid oil spillage, insert
NOTE: Overrunning clutch subassembly can clutch sub-assembly into clutch
be replaced with engine installed. housing and install retaining ring with
beveled side outward.
(1). Check clutch oil level (Ref. Sec. 2).
NOTE: On the identification plate on the clutch
(2). Remove grease and visually check housing, obliterate the serial number and
clutch input shaft splines for wear. If lubrication specification. Change part num
wear is noted, refer to Part II, COM. ber to read 369A5350-603. The serial num
ber on the clutch sub-assembly identifica
NOTE: Relubricate splines on clutch input tion plate will now identify the complete
shaft and splines inside engine power and clutch.
accessory gearbox with grease (21,
Table 2-4) prior to reinstalling overrunning (7). Install clutch.
clutch.
(8). Install main transmission drive shaft.
(3). Inspect overrunning clutch sub-assem
bly and ball bearing. F. Overrunning Clutch Repair/Overhaul
D. Overrunning Clutch Sub−Assembly and Accomplish repair/overhaul of the overrunning

Ball Bearing Inspection clutch according to applicable instructions in
CSP-H-5.
Accomplish inspection of overrunning clutch,
clutch sub-assembly and ball bearing accord 9. Tail Rotor Transmission
ing to applicable instructions in CSP-H-5.
The tail rotor transmission is a right-angle,
E. Overrunning Clutch Sub−assembly speed-increasing transmission (2045-3018
Replacement rpm at 100% N2) having a magnesium alloy
housing. The transmission drive consists of a
The overrunning clutch sub-assembly can be pair of spiral-bevel gears that are splash
replaced while the engine installed as followed: lubricated. An oil level sight plug and magnet
ic chip detector are located on the aft end of
(1). Remove main transmission drive shaft. the transmission and a breather-filler is
located on top. The breather-filler, on all
(2). Remove coupling bolt, clutch coupling except early gearboxes, is threaded for
and shims. attachment of a strobe light pickup of a tail
rotor balancing kit (31, Table 2-2) when tail
(3). Remove retaining ring from clutch rotor balancing is required. Section 2 provides
housing. Then pull complete clutch servicing information.
sub-assembly out of housing.
A. Tail Rotor Transmission Removal
(4). Remove shipping plug and O-ring from
end of shaft in replacement clutch (Ref. Figure 9-13 and Figure 9-14)
sub-assembly.
(1). Remove tail rotor drive shaft and
(5). Drain preservative oil from clutch transmission as a unit.
sub-assembly by inverting it several
times. Then add lubricating oil (5, Table (2). Remove tail rotor from tail rotor
2-3). transmission (Ref. Sec. 8).
Page 9−38
Revision 17
CSP-H-2
COUPLING SHIMS
(NOTE 4)
TRANSMISSION
OUTPUT GEARSHAFT
COUPLING
(NOTE 7)
TAIL ROTOR DRIVE

SHAFT DAMPER

TAIL ROTOR NOTE 6 (NOTES 1, 9)
DRIVE SHAFT
80-100 IN. LB
(9.04-11.30 NM)
80-100 IN. LB COUPLING BOLT, 250-300 IN. LB

(9.04-11.30 NM) (28.25-33.90 NM) PLUS DRAG TORQUE
SHAFT DAMPER (NOTES 1, 9)
NOTE 6 SLEEVE
TAIL ROTOR
DRIVE SHAFT INSTALLATION BREATHER/FILLER, GEARBOX COUPLING
45-55 IN. LB (5.08-6.21 NM) (NOTE 7)
(NOTE 5) 75-95 IN. LB
NOTE 2 (8.47-10.73 NM)
OUTPUT BEVEL (NOTE 8)
PINION GEARSHAFT
LIQUID LEVEL PLUG,

50-60 IN. LB (5.65-6.78 NM)
COUPLING SHIMS
(NOTE 4)
INPUT BEVEL PINION
GEARSHAFT (NOTE 3)
SELF-CLOSING VALVE,
50-60 IN. LB (5.65-6.78 NM)
NOTES: CHIP DETECTOR,
1. DRAG TORQUE FOR SELF-LOCKING BOLT SERVICEABILITY IS 40-50 IN. LB (4.52-5.65 NM)
25 IN. LB (2.82 NM) MIN., 200 IN. LB (22.60 NM) MAX. LOCKWASHER
2. RUNOUT (TIR) NOT MORE THAN 0.003 IN. (0.0762 MM) AT SPLIT 12-15 IN. LB (1.36-1.58 NM)
RING GROOVE.
3. AXIAL PLAY NOT MORE THAN 0.005 IN. (0.127 MM) WHEN INPUT STA. 282.00 BELLCRANK
SHAFT IS MOVED IN AND OUT.
4. ALUMINUM ALLOY; 0.002 IN. (0.0508 MM) LAMINATIONS.
5. THREADED INSERT TYPE BREATHER/FILLER FOR TAIL ROTOR
VIBRATION ANALYSIS. TRANSMISSION INSTALLATION
6. REASSEMBLY USING CORROSION RESISTANT STEEL WASHER
IN PLACE OF AL ALY.
7. COAT COUPLING SPLINES WITH CORROSION PREVENTIVE
COMPOUND (70, TABLE 2-4).
8. USE ONLY NAS1304-24H OR -26H BOLTS. CHECK BOLT
HOLE DEPTH FOR PROPER BOLT INSTALLATION.
9. COAT COUPLING BOLT THREADS WITH ANTI-SEIZE
COMPOUND (36) BEFORE ASSEMBLY. 44-463C
Figure 9−13. Tail Rotor Transmission and Drive Shaft Installation with
Kamatic Couplings Installed (Sheet 1 of 2)
Page 9−39
Revision 20
CSP-H-2
MEASURED GAP
ALIGNMENT
1.370 IN. (34.798 MM) OD BOLT OR PIN
(NOTE 11)
NOTE 10
SHIMS COUPLING
BOLT
THIN WASHER
(3 PLCS)
AFT TAIL ROTOR

TAIL ROTOR
COUPLING GEARSHAFT
DRIVE SHAFT
INPUT SHAFT
MAIN
TRANSMISSION
OUTPUT PINION
FORWARD COUPLING
COUPLING
0.010 IN. (0.254 MM BOLT
MINIMUM STEP
(NOTE 12) SHIMS
AFT COUPLING
NOTES: (CONT)
10. ADD 0.005 IN. (0.127 MM) TO MEASURED GAP FOR MINIMUM SHIM THICKNESS.
11. HOLD COUPLING AT 1.370 IN. (34.798 MM) OD ONLY, TO BOTTOM COUPLING.
12. MINIMUM 0.010 IN. (0.254 MM) STEP BETWEEN AFT END OF OUTPUT SHAFT AND
SHOULDER OF FORWARD COUPLING.
44-460-3A
Kamatic Couplings Installed (Sheet 2 of 2)
Page 9−40
Revision 17
CSP-H-2
COUPLING SHIMS
(NOTE 4)
FAILSAFE COUPLING BOLT,
250-300 IN. LB (28.25-33.90 NM)
PLUS DRAG TORQUE
(NOTES 1, 9, 10)
DRIVE SHAFT INSTALLATION

TRANSMISSION OUTPUT
TAIL ROTOR DRIVE GEARSHAFT COUPLING
SHAFT DAMPER (NOTE 7)
FAILSAFE SOCKET
NOTE 6 (NOTE 10)
80-100 IN. LB
(9.04-11.30 NM)
TAIL ROTOR
DRIVE SHAFT
SHAFT DAMPER TAIL ROTOR

SLEEVE DRIVE SHAFT
TAIL ROTOR
80-100 IN. LB GEARBOX COUPLING
NOTE 6
(9.04-11.30 NM) (NOTE 7)
BREATHER/FILLER,
45-55 IN. LB INPUT BEVEL
OUTPUT BEVEL (5.08-6.21 NM) PINION GEARSHAFT
PINION GEARSHAFT (NOTE 5) (NOTE 3)
75-95 IN. LB
(8.47-10.73 NM)
(NOTE 8)
NOTE 2
LIQUID LEVEL PLUG,

FAILSAFE
50-60 IN. LB (5.65-6.78 NM)
SOCKET
FAILSAFE
COUPLING BOLT
COUPLING SHIMS
(NOTE 4)
NOTES:
1. DRAG TORQUE FOR SELF-LOCKING BOLT
SERVICEABILITY IS 25 IN. LB (2.82 NM) MIN., SELF-CLOSING VALVE,
200 IN. LB (22.60 NM) MAX. 50-60 IN. LB (5.65-6.78 NM)
2. RUNOUT (TIR) NOT MORE THAN 0.003 IN.
(0.0762 MM) AT SPLIT RING GROOVE.
3. AXIAL PLAY NOT MORE THAN 0.005 IN. (0.127 MM) LOCKWASHER CHIP DETECTOR,
WHEN INPUT SHAFT IS MOVED IN AND OUT. 40-50 IN. LB (4.52-5.65 NM)
4. ALUMINUM ALLOY; 0.002 IN. (0.0508 MM) 12-15 IN. LB (1.36-1.58 NM)
LAMINATIONS.
5. THREADED INSERT TYPE BREATHER/FILLER FOR STA. 282.00 BELLCRANK
TAIL ROTOR VIBRATION ANALYSIS. TRANSMISSION INSTALLATION
6. REASSEMBLY USING CORROSION RESISTANT
STEEL WASHER IN PLACE OF AL ALY.
7. COAT COUPLING SPLINES WITH CORROSION
PREVENTIVE COMPOUND (70, TABLE 2-4).
8. USE ONLY NAS1304-24H OR -26H BOLTS. CHECK BOLT
HOLE DEPTH FOR PROPER BOLT INSTALLATION.
9. COAT COUPLING BOLT THREADS WITH ANTI-SEIZE
COMPOUND (36) BEFORE ASSEMBLY.
10. FAILSAFE COUPLING AND FAILSAFE BOLT REQUIRED 30-078L
ON BENDIX COUPLING INSTALLATION.
Bendix Couplings Installed (Sheet 1 of 2)
Page 9−41
Revision 18
CSP-H-2
MEASURED GAP
THIN
ALIGNMENT
BOLT OR PIN
D WASHER TAIL ROTOR
MAIN WASHER (3 PLCS) GEARBOX INPUT
TRANSMISSION (3 PLCS) D SHAFT
OUTPUT PINION
FAILSAFE
BOLT
TAIL ROTOR AFT
DRIVE SHAFT COUPLING
NOTE 11
1.370 IN. FAILSAFE

(34.798 MM) OD SOCKET
(NOTE 12) SHIMS
SHIMS
FAILSAFE D
BOLT D
FORWARD COUPLING AFT COUPLING
COUPLING
0.010 IN. (0.254 MM)

MINIMUM STEP
(NOTE 13) FAILSAFE SOCKET
FAILSAFE
BOLT
VIEW D-D
NOTES: (CONT)
11. ADD 0.005 IN. (0.127 MM) TO MEASURED GAP FOR MINIMUM SHIM THICKNESS.
12. HOLD COUPLING AT 1.370 IN. (34.798 MM) OD ONLY, TO BOTTOM COUPLING.
13. MINIMUM 0.010 IN. (0.254 MM) STEP BETWEEN AFT END OF OUTPUT SHAFT AND
SHOULDER OF FORWARD COUPLING.
44-462-1A
Bendix Couplings Installed (Sheet 2 of 2)
Page 9−42
Revision 17
CSP-H-2
B. Tail Rotor Transmission Installation NOTE: Although not required, placing marks
on the end of the output shaft provides
Do not carry or otherwise sup guides for subsequent installation of the tail
CAUTION port the gearbox by the cou rotor assembly in a manner that reduces
pling, as the coupling diagram will buckle if chances of high frequency tail rotor vibra
excessively deflected. During performance tions and lessens possibility of requirement
of all maintenance on the gearbox, use extra for tail rotor balancing.
care to keep contaminants such as paint,
dirt, etc. from the areas around the input (5). Inspect all scoring or scratching of the
and output shaft seals. output shaft to determine if the marks
penetrate through the cadmium plating
(1). If gearbox is a replacement, perform and into the steel shaft. Penetration of
buildup. the steel shaft is allowable to a maxi
mum depth of 0.010 inch (0.254 mm).
(2). Install tail rotor on tail rotor transmis D. Tail Rotor Transmission Stripping
sion (Ref. Sec. 8).
(3). Install tail rotor drive shaft and
transmission as a unit (Ref. Tail Rotor (1). Remove coupling bolt, coupling, and
Drive Shaft Installation with Kamatic coupling shims from input gearshaft.
Couplings or Tail Rotor Drive Shaft Keep shims with coupling for reuse.
Installation with Bendix Coupling). NOTE: Further stripping is not required, as a
replacement transmission is equipped with
(4). Drain any residual preservative oil and
all other accessories.
service transmission with lubricating
oil (1, Table 2-3). (2). Drain oil from gearbox. The residual
operating lubricant is approved internal
C. Tail Rotor Transmission Inspection preservative for shipping or storage.
(Ref. Figure 9-13 and Figure 9-14) If the (3). Wrap gearbox in barrier material (44,
following inspections reveal damage, perform Table 2-4) to protect shaft splines and
repair according to applicable instructions in chip detector stud during handling,
CSP-H-5. shipping or storage.
(1). Check the transmission for leaks, E. Tail Rotor Transmission Buildup
cracks or corrosion. (Refer to Fluid (Ref. Figure 9-13, Figure 9-14 and
Leak Analysis, Section 2, to evaluate oil Figure 9-15) Replace the liquid level plug, chip
leakage.) detector and breather-filler according to the
following information. Repair other compo
(2). Check the input bevel gearshaft for nents or replace tail rotor transmission oil
axial play by moving the input shaft in seals according to applicable instructions in
and out. The gearbox must be cold. CSP-H-5.
Axial play is limited to 0.005 inch
(0.127 mm) maximum. (1). Replacement of Chip Detector, Liquid
Level Plug and Breather-Filler:
(3). Check tir in the split ring groove of the
output bevel pinion gearshaft. Runout Use the following torque values for
is limited to 0.003 inch (0.0762 mm) tir. accessories; lubricate with petrolatum
Check the gearshaft for axial play; no (34, Table 2-4) to prevent damage to
play is permissible. O-rings.
(a). Chip detector:
(4). Check for high and low runout at the
split ring groove on the output shaft; Valve body - 50 - 60 inch-pounds
mark the high and low extremes on the (5.65 - 6.78 Nm);
outer end of the shaft with grease Detector - 40 - 50 inch-pounds
pencil. (4.52 - 5.65 Nm).
Page 9−43
Revision 17
CSP-H-2
BREATHER-FILLER
NOTE 50-60 IN. LB

(5.65-6.78 NM)
O-RING
0.046 IN. (11.684 MM)

MARKINGS ON REPLACE
MENT PLUG
ORIGINAL MARKINGS 0.485-0.500 IN.
(12.319-12.70 MM)
FULL
0.406 IN. 10.3124 MM) ADD 15° ±2°
AXIS OF INPUT BEVEL PIN

0.060 IN. ION GEARSHAFT 0.0625 IN. (1.5875 MM)
(1.524 MM) DRAIN HOLE
BREATHER HOLE
INPUT SHAFT
FWD
85°
85°
BREATHER HOLE ORIENTATION (TOP VIEW)
NOTE:
THREADED INSERT-TYPE BREATHER-FILLER
FOR TAIL ROTOR VIBRATION ANALYSIS;
NOT PART OF EARLY GEARBOX. 30-079E
Figure 9−15. Replacement of Tail Rotor Transmission Liquid Level Plug and Breather−Filler
Page 9−44
Revision 17
CSP-H-2
(b). Liquid Level Plug: cover to housing; remove cover and

shim. Retain all hardware except safety
50 - 60 inch-pounds (5.65 - 6.78 wire for use at reassembly.
Nm).
(4). Using heat gun or blow dryer, heat
(c). Breather-Filler: output housing bore to 275° ±25°F
(135° ±l2°C); remove gearshaft and
45 - 55 inch-pounds (5.08 - 6.21 contact pattern shim(s). Retain shim(s)
Nm). Locate the breather hole on for use at reassembly.
threaded insert breather-filler. The
breather hole must be directed (5). Install Speedi-Sleeve as follows:
rearward at final torque relative to
gearbox installation on helicopter Do not allow any contaminants
(Ref. Figure 9-15). Locating the vent CAUTION to enter shaft bearings. Dust
at any angle aft of the output shaft and other contaminants can damage or
centerline (viewed from above) shorten the service life of the bearings.
adequately directs vent rearward.
One or two AN960PD1016L washers (a). Set gearshaft on end, bearings down,
may be added between the O-ring on hard, clean, level surface. Wipe
and breather flange, one washer away dust and foreign particles from
changes orientation by approximately gearshaft using a clean, lint free
100°. cloth, dampened by solvent (1,
Table 2-4).
(2). Install shim selection retained for reuse
at disassembly, 0.010 inch (0.254 mm) NOTE: If shaft has been grooved from rubbing
minimum, on input gearshaft.Coat against lip of output gearshaft cover seal,
coupling splines with corrosion preven and depth of groove exceeds 0.005 inch
tive compound (70) and coupling bolt (0.127 mm), shaft must be replaced (Ref.
threads with anti-seize compound (36) CSP-H-5). If groove does not exceed 0.005
before assembly. Install coupling and inch (0.127 mm) depth, it may be repaired
bolt. Check that bolt self-locking drag with plastic steel (135).
torque is not less than 25 inch-
pounds (2.82 Nm) or more than 200 (b). Apply light coat of plastic steel (135)
inch-pounds (22.60 Nm). Torque to shaft area to be covered by sleeve.
coupling bolt to 250 - 300 inch-
pounds (28.25 - 33.90 Nm) plus drag (c). While plastic steel is wet, put sleeve
torque. on shaft, flange down, and press or
tap in place using 1.250 inch (3.175
(3). Install tail rotor drive shaft. cm) tube or pipe bottomed on flange
of sleeve. Unflanged end of sleeve
F. Protective Sleeve (Speedi−Sleeve) must be even with outboard end of
Installation, Output Gearshaft 1.088-1.090 inch (2.76352-2.7686
cm) diameter portion of shaft. Tap
(Ref. Figure 9-16) Repair oil leaks at output end of pipe with hammer or mallet as
gearshaft cover by installing a protective necessary to correctly position sleeve
sleeve (Speedi-Sleeve PN 084957) on the on shaft. Wipe any excess plastic
gearshaft area contacted by the oil seal lip. steel from shaft using a clean, lint
Install the protective sleeve as follows; free cloth.
(1). Remove tail rotor and pitch control (d). Clip flange of sleeve to notch line and
assembly (Ref. Sec. 8). peel from shaft.
(2). Drain lubricant from tail rotor trans (6). Reassemble tail rotor transmission.
mission (Ref. Sec. 2).
(a). Apply heavy coating of petroleum
(3). Remove safety wire, three bolts and jelly (34) to bearings on gearshaft
washers attaching output gearshaft end.
Page 9−45
Revision 17
CSP-H-2
1.088-1.090 IN.
SLEEVE (2.76352-2.7686 CM) DIA
OUTBOARD END
FLANGE
NOTES:
REPAIRABLE
DAMAGED SHAFT
1. FILL GROOVED AREA AND BOND UNDAMAGED SHAFT SLEEVE REPLACEMENT
SLEEVE TO SHAFT WITH DEVCON A. 1. BOND SLEEVE TO SHAFT WITH 1. CUT EDGE OF DAMAGED SLEEVE WITH FILE
2. CLIP FLANGE AND PEEL FLANGE OFF DEVCON A. AND PEEL BACK.
SHAFT AT NOTCH LINE. 2. CLIP FLANGE AND PEEL FLANGE 2. PEEL SLEEVE FROM SHAFT.
OFF SHAFT AT NOTCH LINE. 3. CLEAN WITH KEROSENE; DRY WITH CLEAN,
LINT-FREE CLOTH.
4. BOND SLEEVE TO SHAFT WITH DEVCON A.
5. CLIP FLANGE AND PEEL FLANGE OFF SHAFT
AT NOTCH LINE.
44-230A
Figure 9−16. Protective Sleeve Installation/Replacement, Output Gearshaft
Page 9−46
Revision 17
CSP-H-2
(b). Install contact pattern shim(s) on the transmission. A damper located near
removed at disassembly, and gear the center of the shaft maintains a minimum
shaft in housing. Heat output hous vibrations level in the tail rotor drive system.
ing bore using heat gun or blow dryer
until gearshaft bearing retainer A. Tail Rotor Drive Shaft Removal
assembly fits easily into housing.
(c). Install clamp-up shim removed at
disassembly and output gearshaft (1). Remove (or open) tail rotor drive shaft
cover assembly ( Ref. CSP-H-5). access doors.
(7). Install tail rotor and pitch control (2). Remove three bolts and washers that
assembly (Ref. Sec. 8). secure shaft to output gearshaft
coupling on main transmission.
(8). Fill tail rotor transmission with
approved lubricant (Ref. Sec. 2). (3). Disconnect chip detector wiring from
tail rotor transmission.
G. Protective Sleeve (Speedi−Sleeve)
Replacement, Output Gearshaft (4). Detach Sta. 282 bellcrank from tail
rotor transmission.
(Ref. Figure 9-16) Replace a worn protective
sleeve (Speedi-Sleeve PN 084957) on the (5). Remove lockwire, bolts and washers
output gearshaft as follows: that attach tail rotor transmission to
tailboom.
Use care not to cut into or dam
CAUTION age gearshaft when removing To prevent damage to the gear
damaged sleeve. Do not allow filings or oth CAUTION box coupling during and after
er contaminants to enter shaft bearings. removal, provide good level support for both
the transmission and tail rotor, as the
(1). Remove output gearshaft from tail rotor weight of these items might buckle the cou
transmission. pling.
(2). Use file or other suitable instrument to
(6). With help from an assistant in guiding
cut through edge of sleeve; carefully pry
the shaft through the damper, remove
cut edge away from shaft.
tail rotor driveshaft as an assembly.
(3). Grasp raised edge with pliers and peel Slowly and carefully slide the assembly
damaged sleeve off shaft. aft until drive shaft clears the tailboom.
(4). Remove any plastic steel residue from (7). Support assembly along its entire
shaft using dry cleaning solvent (1, length, remove the three gearbox
Table 2-4); dry shaft with clean, lint coupling bolts and washers, and remove
free cloth. drive shaft from gearbox.
(5). Install replacement sleeve on shaft Do not carry or otherwise sup
(Ref. Protective Sleeve (Speedi-Sleeve) CAUTION port the gearbox by use of the
Installation, Output Gearshaft. coupling. Use care with removal tools to pre
vent scratching coupling.
10. Tail Rotor Drive Shaft
B. Tail Rotor Drive Shaft Installation with
(Ref. Figure 9-13 and Figure 9-14) The tail Kamatics Couplings
rotor drive shaft interconnects the main
transmission and the tail rotor transmission. (Ref. Figure 9-13) Whenever main transmis
The shaft is a dynamically balanced and sion, tail rotor transmission, transmission
positively dampened aluminum alloy tube, couplings, coupling shims, tail rotor drive shaft
approximately 13 feet (4 M) long, that rotates or tailboom assembly have been replaced, start
at 2,045 rpm. Identical mounting flanges, installation with step (1). If none of these
riveted to each tapered end of the tube, components has been replaced, and only
connect the shaft to the flexible joint couplings installation is involved, start with step (5).
Page 9−47
Revision 17
CSP-H-2
NOTE: inch-pounds (8.47 - 10.73 Nm) plus

Kamatic coupling to not require failsafe drag torque.
bolts and sockets. (7). Align forward end of drive shaft with
When installing 369D25501-9 Kamatic coupling on main transmission output
coupling, install SKCP2554-15 or gearshaft. Partially install two bolts as
369D25503-1 coupling bolt supplied with an alignment aid but do not tighten.
the Kamatic coupling. Align drive shaft inspection markings.
If tail rotor drive shaft is replaced for tor If any of four white stripes is indistinct
sional buckling, replace and discard main or does not exist, paint replacement
transmission output gearshaft coupling, stripes.
tail rotor gearbox coupling and both cou (8). Obtain 0.010-0.020 inch (0.254-0.508
pling bolts. mm) gap between forward flange of tail
(1). Coat coupling splines with grease (21, rotor drive shaft and flange of forward
Table 2-4) and coupling bolt threads coupling using using the following
with anti-seize compound (36) before procedure:
assembly. Install coupling onto tail (a). Ensure alignment bolts in previous
rotor gearbox and torque coupling bolt step are backed off between
to 250 - 300 inch-pounds (28.25 - 0.050-0.100 inch (1.27-2.54 mm).
33.90 Nm) plus drag torque. Check
coupling bolt for drag torque service (b). Remove end play in tail rotor trans
ability of 25 inch-pounds (2.82 Nm) mission by applying force to tail rotor
minimum, 200 inch-pounds (22.60 blades in opposite direction of
Nm) maximum. operation rotation while holding
forward coupling of tail rotor drive
(2). Coat forward coupling splines with shaft on main transmission to
grease (21) and coupling bolt threads prevent rotation. Do not push tail
with anti-seize compound (36) before rotor drive shaft fore or aft.
assembly. Install coupling onto tail
rotor gearbox and torque coupling bolt (c). Using feeler gage, measure gap
to 250 - 300 inch-pounds (28.25 - between forward coupling flange and
33.90 Nm) plus drag torque. Check flange of tail rotor drive shaft. Record
coupling bolt for drag torque service the gap.
ability of 25 inch-pounds (2.82 Nm)
minimum, 200 inch-pounds (22.60 (d). With assistance, remove tail rotor
Nm) maximum. transmission and driveshaft in line
for minimum deflection of coupling.
(3). Support entire length of tail rotor drive
(e). Using measured gap from step (c).
shaft and position end stamped AFT to
above, add or remove required
align with tail rotor transmission
number of shims at main transmis
coupling.
sion between output pinion shaft and
(4). Install three bolts and washers to forward coupling to obtain specified
connect tail rotor gearbox coupling to gap of 0.010-0.020 inch (0.254-0.508
shaft; torque bolts to 80 - 100 inch- mm).
pounds (9.04 - 11.30 Nm) plus drag
(9). Coat forward coupling splines with
torque.
grease (21) and coupling bolt threads
(5). With assistance, support transmission with antiseize compound (36) before
and shaft in line, for minimum deflec assembly. Install coupling and torque
tion of coupling, and guide drive shaft coupling bolt to 250 - 300 inch-
carefully through tailboom and damper pounds (28.25 - 33.90 Nm) plus drag
into position. torque. Check coupling bolt for drag
torque serviceability of 25 inch-
(6). Install four tail rotor mounting bolts pounds (2.82 Nm) minimum, 200
with washers and torque to 75 - 95 inch-pounds (22.60 Nm) maximum.
Page 9−48
Revision 17
CSP-H-2
(10). With assistance, support transmission (16). Check transmission oil level and service
and shaft in line for minimum deflec as required (Ref. Sec. 2).
tion of coupling and guide drive shaft
carefully through tailboom and damper (17). Slowly rotate drive shaft and check for
into position. not less than 0.250 inch (6.35 mm)
clearance between shaft and fairing
NOTE: If in use, four AN174H-17A bolts are to tube at Sta. 137.50. In addition, check
be replaced with either NAS1304-24H or for minimum clearance of 0.190 inch
-26H bolts to provide increased tail rotor (4.826 mm) between shaft and cooling
transmission to tailboom mounting frame blower scroll.
attachment strength (check bolt hole depth
for proper bolt installation). The gearbox (18). Install all access doors and covers.
mounting bolt washers are 5052 aluminum
alloy (NAS1197-416) and are used specifi C. Tail Rotor Drive Shaft Installation with
cally for corrosion protection. When new, the Bendix Couplings
outside edge is painted orange for identifica
tion. (Ref. Figure 9-14) Whenever main transmis
sion, tail rotor transmission, transmission
(11). Measure bolt holes for proper bolt couplings, coupling shims, tail rotor drive shaft
installation as follows: or tailboom assembly have been replaced, start
installation with step (1). If none of these
(a). Fabricate a tool for measuring bolt components has been replaced, and only
hole depth. installation is involved, start with step (7).
(b). Install three gearbox mounting bolts
NOTE: If tail rotor drive shaft is replaced for
and lightly tighten bolts.
torsional buckling, replace and discard
main transmission output gear shaft cou
(c). Measure depth of remaining bolt hole
pling and tail rotor gearbox coupling.
to determine proper bolt length.
(d). Remove bolts and proceed with (1). Remove existing shims and install one
following steps. 0.010 inch (0.254 mm) shim on tail
rotor transmission input shaft. Coat
(12). Apply primer (4) to the four gearbox coupling splines with grease (21,
mounting bolts. Install bolts and Table 2-4) and coupling failsafe bolt
aluminum washers while primer is still threads with anti-seize compound (36)
wet: torque evenly to 75 - 95 inch- before assembly. Install coupling and
pounds (8.47 - 10.73 Nm) plus drag torque failsafe coupling bolt to 250 -
torque. 300 inch-pounds (28.25 - 33.90 Nm)
plus drag torque. Check coupling bolt
(13). Install three bolts and washers at for drag torque serviceability of 25
forward coupling; torque bolts to 80 - inch-pounds (2.82 Nm) minimum,
100 inch-pounds (9.04 - 11.30 Nm) 200 inch-pounds (22.60 Nm) maxi
plus drag torque. mum.
(14). Connect electrical wire to tail rotor (2). Determine shim thickness required at
transmission chip detector. Torque nut forward flexible coupling:
to 12 - 15 inch-pounds (1.36 - 1.69
Nm). Bottom the flexible coupling by
CAUTION holding at the 1.370 inch
(15). Coat pin of Sta. 284.00 bellcrank with (3.4798 cm) OD of coupling. Do not bottom
grease (18) and insert it into bearing in coupling by pushing on drive shaft attach
tail rotor pitch control. Pivot bellcrank flange; doing so may damage coupling.
to align with mating hole in tail rotor
transmission and install bolt, washers (a). Bottom forward coupling on main
and nut and cotter pin (Ref. Sec. 8). transmission output shaft.
Page 9−49
Revision 18
CSP-H-2
(b). Measure gap between end of flexible tion of coupling, and guide drive shaft
coupling and shoulder of output carefully through tailboom and damper
shaft. Add 0.005 inch (0.127 mm) to into position.
gap measured. This is the minimum
shim thickness required at the (8). Install four tail rotor gearbox mounting
forward coupling, to prevent coupling bolts with washers and; torque to 75 -
from bottoming on output shaft. 95 inch-pounds (8.47 - 10.73 Nm)
plus drag torque.
(c). Install minimum shim thickness on
main transmission output shaft. (9). Align forward end of drive shaft with
coupling on main transmission output
(d). Measure step between aft end of gearshaft. Partially install two bolts as
output shaft and shoulder of cou an alignment aid but do not tighten.
pling, by bottoming coupling against Align drive shaft inspection markings.
shims. (Ref. CAUTION above) If any of four white stripes is indistinct
or does not exist, paint replacement
NOTE: Maintain minimum 0.010 inch (0.254 stripes.
mm) step between aft end of output shaft
and coupling shoulder to prevent coupling (10). Obtain 0.010-0.020 inch (0.254-0.508
bolt from bottoming on output shaft. mm) gap between forward flange of tail
rotor drive shaft and aft end of failsafe
(e). Install additional shims to maintain socket using the following procedure:
0.010 inch (0.254 mm) minimum step
as required. (a). Ensure alignment bolts in previous
step are backed off between
(3). Position failsafe socket on aft face of 0.050-0.100 inch (1.27-2.54 mm).
forward coupling so that three of the
nine holes are indexed to the three (b). Remove end play in tail rotor trans
nutplates of the coupling in such a way mission by applying force to tail rotor
that maximum clearance is obtained blades in opposite direction of
between the bolt key and socket. operational rotation (while holding
Visually verify proper clearance before forward coupling of tail rotor drive
in stalling tail rotor drive shaft. shaft on main transmission output
shaft to prevent rotation). Do not
(4). Repeat previous step to install failsafe push tail rotor drive shaft fore or aft.
socket on input coupling of tail rotor
transmission. (c). Using feeler gage, measure gap
between socket flange and flange of
(5). Support entire length of tail rotor drive tail rotor drive shaft. Socket flange
shaft and position end stamped AFT to must be in full contact with flange of
align with tail rotor transmission forward flexible coupling. Record the
coupling. gap.
(6). Install three bolts and washers to (d). With assistance, remove tail rotor
connect tail rotor transmission coupling transmission and driveshaft, sup
to shaft; torque bolts to 80 - 100 porting transmission and driveshaft
inch-pounds (9.04 - 11.30 Nm) plus in line for minimum deflection of
drag torque. coupling.
When reinstalling tail rotor (e). Using measured gap from step (c).
CAUTION transmission and drive shaft, do above, add or remove required
not compress the forward or aft couplings as number of shims at main transmis
damage to the couplings could result. sion between output shaft and
forward coupling to obtain specified
(7). With assistance, support transmission gap of 0.010-0.020 inch (0.254-0.508
and shaft in line, for minimum deflec mm).
Page 9−50
Revision 18
CSP-H-2
NOTE: (b). Install three gearbox mounting bolts

Maintain minimum 0.010 inch (0.254 and lightly tighten bolts.
mm) step between coupling shoulder and (c). Measure depth of remaining bolt hole
output shaft (step (2).). to determine proper bolt length.
Shim, 0.010 inch (0.254 mm), installed in (d). Remove bolts and proceed with
step (1). may be removed from aft cou following steps.
pling if necessary. If less than specified
gap, 0.010-0.020 inch (0.254-0.508 mm), (14). Apply primer (4) to the four gearbox
exists under minimum shim require mounting bolts. Install bolts and
ments, install a maximum of one aluminum washers while primer is still
NAS1197-416 washer between gearbox wet; torque evenly to 75 - 95 inch-
housing and boom fitting. Apply zinc pounds (8.47 - 10.73 Nm) plus drag
chromate primer (4) to both sides of wash torque.
er at installation. After washer installa (15). Install three bolts and washers at
tion, repeat steps (10). (a). thru (e). forward end of tail rotor drive shaft to
If adding a washer between gearbox and connect to forward coupling; torque
boom fitting, it may be necessary to bolts to 80 - 100 inch-pounds (9.04 -
install a longer bolt. Ensure proper bolt 11.30 Nm) plus drag torque.
thread engagement while ensuring that
bolt does not shank out. (16). Connect electrical wire to tail rotor
transmission chip detector. Torque nut
(11). Coat forward coupling splines with to 12 - 15 inch-pounds (1.36 - 1.69
grease (21) and coupling bolt threads Nm).
with anti-seize compound (36) before (17). Coat pin of Sta. 284.00 bellcrank with
assembly. Install coupling and torque grease (18) and insert it into bearing in
failsafe coupling bolt to 250 - 300 tail rotor pitch control. Pivot bellcrank
inch-pounds (28.25 - 33.90 Nm) plus to align with mating hole in tail rotor
drag torque. Check coupling bolt for transmission and install bolt, washers,
drag torque serviceability of 25 inch- nut and cotter pin (Ref. Sec. 8).
pounds (2.82 Nm) minimum, 200
inch-pounds (22.60 Nm) maximum. (18). Check transmission oil level and service
as required (Ref. Sec. 2).
(12). With assistance, support tail rotor
transmission and shaft in line for (19). Slowly rotate drive shaft and visually
minimum deflection of coupling and check to ensure shaft is not bent and for
guide drive shaft carefully through not less than 0.250 inch (6.35 mm)
tailboom and damper into position. clearance between shaft and fairing
tube at Sta. 137.50. In addition, check
NOTE: If in use, four AN174H-17A bolts are to for minimum clearance of 0.190 inch
be replaced with either NAS1304-24H or (4.826 MM) between shaft and cooling
-26H bolts to provide increased tail rotor blower scroll.
transmission to tailboom mounting frame (20). Install all access doors and covers.
attachment strength (check bolt hole depth
for proper bolt installation). The gearbox D. Tail Rotor Drive Shaft Twist Inspection
mounting bolt washers are 5052 aluminum
alloy (NAS1197-416) and are used specifi (Ref. Figure 9-17) The following inspection
cally for corrosion protection. When new, the determines if the drive shaft has been torsion
outside edge is painted orange for identifica ally strained to the extent that permanent
tion. twist exists.
(1). Remove left side aft fairing access door;
(13). Measure bolt holes for proper bolt then hand turn main rotor until two
installation as follows: white stripes (View A) are aligned.
(a). Fabricate a tool for measuring bolt (2). At tail rotor transmission, look inboard
hole depth. from tail rotor side of helicopter and
Page 9−51
Revision 18
CSP-H-2
locate two white stripes (View B). Stripe (9). Apply white index stripe 0.120 inch
on input shaft bearing retainer flange (3.048 mm) wide and 0.50 inch (12.7
of tail rotor transmission is located at mm) long on boom fairing bulkhead
approximately 2 O'clock, looking aft. doubler (Sta. 137.50) at approximately
Stripe on coupling should be approxi 6-8 O'clock position looking forward.
mately 10 O'clock, looking forward.
Both stripes should be aligned. (10). Apply a corresponding joining index
stripe on the tail rotor drive shaft at
NOTE: Any time the associated tail rotor drive Sta. 137.50. approximately 0.120 inch
shaft units are removed or replaced, an in (3.048 mm) wide and 0.50 inch (12.7
dexing check and reapplication of index mm) long.
marks is required.
NOTE: Any time the associated tail rotor drive
E. Tail Rotor Drive Shaft Index Stripe shaft units are removed or replaced, an in
Application dexing check and re-application of index
(Ref. Figure 9-17) If any of four white stripes marks is required.
used for inspection of tail rotor drive shaft
twist are indistinct or do not exist, paint (11). Install all access doors and covers.
replacement aligning index stripes (128, F. Tail Rotor Drive Shaft Inspection
Table 2-4) as follows:
(1). Inspect a removed shaft by the follow
(1). Remove tail rotor drive shaft, tail rotor
ing indications:
transmission as an assembly.
To prevent damage to the gear (a). Scratches in the shaft section that
CAUTION box coupling during and after passes through the plenum chamber
shaft removal, provide good level support for fairing tube. Such scratches indicate
both the tail rotor transmission and shaft, possible contact with the tube edges
as the weight of these items might buckle at the bulkhead openings.
the coupling.
(b). Evidence of torsional buckling or
(2). Inspect tail rotor drive shaft for shaft bending as a result of blade
evidence of torsional twist or buckling. strike or hard ground contact by the
lower stabilizer (tail low, hard
(3). Remove any old index stripes. landing).
(4). Apply white index stripe 0.120 inch
(c). Corrosion.
(3.048 mm) wide and approximately
0.250 inch (6.35 mm) long on the tail (d). Evidence of shaft damper sleeve bond
rotor transmission input shaft bearing failure (sleeve shifting) from exces
retainer flange at approximately 10 sive heat or loads.
O'clock position looking forward, so it
will be seen when standing on the left (2). Take the following action with shafts
of tail rotor. having the above indications:
(5). Apply white index stripe 0.120 inch (a). Replace shafts for bending, or for
(3.048 mm) wide and any length on the scratches that exceed limits.
coupling inline with the index stripe on
tail rotor gearbox retainer. (b). Repair corrosion.
(6). Install tail rotor drive shaft. (3). If there is abnormal shaft vibration,
(7). Align index stripes on tail rotor gearbox check damper friction and shaft
bearing retainer and aft coupling. straightness or runout. When rotated
between centers, or with ends plugged
(8). Remove tail rotor bellcrank access door and rolled over rollers, the runout of
fairing and observe the area where tail the large diameter must not exceed
rotor drive shaft passes through the 0.060 inch (1.524 mm) tir (permissible
fairing forward bulkhead. dents exclude).
Page 9−52
Revision 18
CSP-H-2
DOUBLER
TAIL ROTOR
DRIVE SHAFT
WHITE STRIPES
STA. 137.50 RING
STA. 137.50 (LOOKING FORWARD)
STA. 137.50
NEW CONFIGURATION
COUPLING WHITE STRIPES
EARLY CONFIGURATION
30-080B
Figure 9−17. Drive Shaft Twist Check
Page 9−53
Revision 18
CSP-H-2
G. Tail Rotor Drive Shaft Repair spring-loaded against a structural support

bracket mounted on the aft section tailboom
(1). Nicks and scratches no deeper than fairing. Maximum possible shaft deflection in
0.0015 inch (0.0381 mm) are allowable one direction is limited to less than 1.50 inch
without rework but require finish (3.81 cm) at the extreme throw positions of the
protection with chemical film (8, damper.
Table 2-4).
A. Tail Rotor Drive Shaft Damper Inspection
(2). Other surface damage shall be eva
luated and repaired according to the (Ref. Figure 9-18) If there is excessive drive
limits specified below. Use grade 400 shaft vibration as shaft passes through the
abrasive paper (9) to smooth out and first critical rpm range, the probable cause is a
blend the repair area into the surround defective or loose damper.
ing material until the damage is
completely removed; then polish with (1). Inspect the damper for correct drag
crocus cloth (23) to equal the original friction adjustment (Ref. Tail Rotor
finish. Apply finish protection with Drive Shaft Damper Friction Adjust
chemical film (8) and two coats of ment).
primer (4). (2). Inspect the damper for shaft clearance
Any section of the shaft that ap as follows:
CAUTION pears to be scratched, nicked or (a). Remove boom-bolts access doors.
corroded in a previously reworked area
must not be repaired a second time. Remove (b). Inspect the tail rotor drive shaft
such a shaft from further service. Replace damper and support structure for
any shaft that has damage in excess of the broken, cracked or bent parts.
specified limits.
(c). Displace the damper so that it
(a). Scratches 0.007 inch (0.1778 mm) touches the tail rotor drive shaft.
deep to a maximum length of 1.00
inch (2.54 cm), at any random angle. (d). Use a wire gage to measure the
damper to shaft clearance 180° from
(b). Scratches 0.007 inch (0.1778 mm) the contact point. Minimum accept
deep to a maximum length of 0.250 able clearance is 0.020 inch (0.508
inch (6.35 mm), at any random angle. mm).
(c). Circumferential scratches 0.004 inch (e). Repeat steps (c). and (d). above at 90°
(0.1016 mm) deep. intervals from the initial check point
until clearance on each side (360°) of
(3). Smoothly contoured dents are allowable damper has been checked.
when the ratio of dent diameter to dent
depth is at least 15:1; for example, (f). Dampers not meeting the minimum
when the depth is 0.040 inch (1.016 clearance of 0.020 inch (0.508 mm) on
mm), the minimum acceptable diameter each side are to be replaced.
would be 0.60 inch (1.524 mm). The
maximum acceptable depth of a dent is (3). Inspect the inside diameter of the
0.040 inch (1.016 mm). Dents that raise damper for excessive wear. If the
material require that the shaft be diameter is more than 3.035 inches
replaced. (7.7089 cm), damper must be replaced.
B. Tail Rotor Drive Shaft Damper
11. Tail Rotor Drive Shaft Damper
Replacement
(Ref. Figure 9-18) Tail rotor drive shaft
(Ref. Figure 9-18)
damper is a graphite-filled teflon plate that
controls and limits deflection of the tail rotor (1). Remove boom-bolts access doors.
drive shaft about its approximate mid-point at
all drive system speeds. The damper is (2). Remove tail rotor drive shaft.
Page 9−54
Revision 18
CSP-H-2
STA. 197.78
THIN WASHERS
(AS REQUIRED)
TEFLON GRAPHITE
WASHER DAMPER
BOLT
SPACER
1.13 IN.
(2.8702 CM)
SPRING
5.00 IN. (12.7 CM) METAL PLATE
BRACKET
1.75 IN.
(4.445 CM)
2.88 IN. 2.00 IN. (5.08 CM)
(7.3152 CM)
FRICTION CHECKING TOOL

(NOTE)
SPRING SCALE
0-10 LB (0-5 KG)
NOTES: MANUFACTURED LOCALLY FROM 0.125 IN. (3.175 MM)

CORROSION-RESISTANT SPRING WIRE. 44-120A
Figure 9−18. Tail Rotor Drive Shaft Damper Friction − Checking
Page 9−55
Revision 17
CSP-H-2
(3). Remove the two bolts, washers, springs, B. Tail Rotor Drive Shaft Coupling
shim washers, plate and spacers, and Inspection (Bendix)
damper.
(Ref. Figure 9-14)
(4). Position new damper over mounting
holes in support bracket. Install plate (1). Inspect coupling diaphragms for dents,
and spacers with bolts, washers, cracks, nicks, rust spots and joint
springs and spacer washers. separation at the weld junction. If any
such defect is evident, the coupling
Make certain that the two bolts must be replaced.
CAUTION and washers under the bol (2). Inspect coupling ends for scratches,
theads are seated against the spacers when nicks, dents, cracks and corrosion pits.
tightened. The bolts will wear rapidly if the No cracks are allowed. Maximum depth
clamp-up is not solid. of other defects allowed before rework is
C. Tail Rotor Drive Shaft Damper Friction 0.005 inch (0.127 mm).
Adjustment (3). Measure the overall length of the
couplings at three different points. If
(Ref. Figure 9-18) average of the readings exceeds 2.541
(1). Remove tail rotor drive shaft. inches (6.45414 cm), the coupling must
be replaced.
(2). Using a 0-10 lb. (0-5 kg) spring scale,
C. Tail Rotor Drive Shaft Coupling
measure the force required to move the
Inspection (Kamatic)
damper radially on bulkhead. Pressure
friction must be adjusted so that a pull (Ref. Figure 9-13)
of 2 ±0.25 lb. (0.91 ±0.11 kg) is required
to slide the damper between the plate (1). Inspect coupling springs for dents,
and support bracket. cracks, nicks and rust spots.
(3). To increase friction, add spacer washers (2). Inspect coupling splined section and
between the springs and the plate. To flange for scratches, nicks, dents,
decrease friction, remove washers. (Add cracks and corrosion pits. No cracks are
or remove the same number of washers allowed. Maximum depth of other
at each pressure point.) defects allowed before rework is 0.005
inch (0.127 mm).
NOTE: A minimum of one washer must always
remain between each spring and the plate. (3). Measure overall length of coupling at
three different points. If average of
(4). Install tail rotor drive shaft. readings exceed 2.630 inches (6.6802
cm), coupling must be replaced.
12. Tail Rotor Drive Shaft Couplings (4). Inspect drive shaft flange for signs of
A. Tail Rotor Drive Shaft Coupling Removal contact. If signs of contact are noted,
remove and reinstall coupling bolt.
(Ref. Figure 9-13 and Figure 9-14) D. Tail Rotor Drive Shaft Coupling Repair
(1). Remove tail rotor drive shaft. (Bendix)
(Ref. Figure 9-14)
(2). Remove rear coupling from tail rotor
transmission by removing attaching (1). Repairs to flexible web areas of dia
coupling. Retain shims with coupling phragms are not allowed.
for reinstallation.
(2). Repair damage to splined section and
(3). Remove front coupling from main rotor flange of coupling that is no deeper
transmission by removing attaching than 0.005 inch (0.127 mm). Use
bolt. Retain shims with coupling for abrasive paper grade 400 - 600 (9,
reinstallation. Table 2-4) and crocus cloth (23) to
Page 9−56
Revision 18
CSP-H-2
completely remove and polish out abrasive paper grade 320 grit or finer
defect. Maximum depth after rework is (9, Table 2-4) and crocus cloth (23) to
0.010 inch (0.254 mm). Apply primer (4) completely remove and polish out
to repaired area. defect. Maximum depth after rework is
0.007 inch (0.1778 mm). Apply primer
(3). Repair damage to outer welded portion (4) to repaired area.
of diaphragm halves as in step (2).
above, except that maximum thickness NOTE: Flange may be hand lapped using a
of material removed shall be not more sheet of #440 emery cloth (49), placed on a
than 10 percent of original material surface table. A figure ``8'' motion should be
thickness. used while lapping the coupling, using care
not to let part ``rock''.
E. Tail Rotor Drive Shaft Coupling Repair
(Kamatic) (3). Minimum flange thickness after
cleanup is 0.10 inch (0.254 mm).
(Ref. Figure 9-13)
F. Tail Rotor Drive Shaft Coupling
(1). Repairs to coupling spring areas are not Installation
allowed.
(Ref. Figure 9-13 and Figure 9-14, Tail Rotor
(2). Repair damage to splined section and Drive Shaft Installation with Kamatics
flange of coupling that is no deeper Couplings or Tail Rotor Drive Shaft Installa
than 0.005 inch (0.127 mm). Use tion with Bendix Couplings).
Page 9−57
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CSP-H-2
Page 9−58
Revision 18
CSP-H-2
Section
10
Engine Installation
and Cooling System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 10 Engine Installation and Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1

1. Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
2. Engine Installation Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Table 10-1. Engine Installation Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
3. Engine Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
A. Engine Disconnecting for Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
B. Removal of Disconnected Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
4. Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
A. Engine Installation in Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
B. Connecting an Installed Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
Figure 10-1. 250-C18 Engine Removal and Installation (Sheet 1 of 2) . . . . . . . . . . . . 10-4
Figure 10-2. 250-C20 Engine Removal and Installation (Sheet 1 of 2) . . . . . . . . . . . . 10-6
5. Engine Stripping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
6. Engine Build-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-9
Figure 10-3. 250-C18 Engine Stripping and Buildup (Sheet 1 of 2) . . . . . . . . . . . . . . . 10-10
Figure 10-4. 250-C20 Engine Stripping and Buildup (Sheet 1 of 2) . . . . . . . . . . . . . . . 10-12
7. Installation of 369H8144-3 Engine Fuel Pump Pressure Switch Assembly . . . . . . . . 10-15
8. Engine Mounts and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-15
9. Lower Engine Mount Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
A. Lower Engine Mount Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
B. Lower Engine Mount Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
10. Upper Engine Mount Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
A. Upper Engine Mount Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Figure 10-5. Engine Mounts and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
B. Upper Engine Mount Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
C. Engine Mounts and Fittings Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
D. Engine Mounts and Fittings Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
E. Engine-to-Transmission Alignment Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Figure 10-6. Adjustable Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
11. Engine Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
A. Engine Cooling System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
B. Cooling System Repair or Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
12. Engine Shaft Firewall Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
A. Engine Shaft Firewall Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
B. Engine Shaft Firewall Seal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
C. Engine Shaft Firewall Seal Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Figure 10-7. Engine Cooling (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
Page 10-i
Revision 18
CSP-H-2

Page 10-ii
Revision 18
CSP-H-2
SECTION 10
ENGINE INSTALLATION AND COOLING SYSTEM
1. Engine temperatures (TOT) and consequently higher
output power, particularly at higher altitudes.
The helicopter may be equipped with either
the Allison 250-C18A, 250-C18C or 250-C20 Refer to the applicable engine operation and
engine. maintenance manual for detailed maintenance
information and theory of engine operation.
The free turbine, turboshaft engine is mounted Starter limitations for engine compressor
in the helicopter on centerline at a 43-degree cleaning are given in Section 2. A daily water
angle from horizontal. It consists of a multi rinse that is accomplished without disconnect
stage axial-centrifugal compressor, a single ing the compressor discharge pressure (Pc)
combustion chamber, a two-stage gas producer sensing tube is recommended for helicopters
turbine and a two-stage power turbine which operating in a corrosive environment to
provides the output power of the engine. remove any contaminants and corrosive air
particles. A periodic (200 to 300 hours)
The engines are basically identical in external compressor waterwash using cleaning solvents
appearance except for variations in fuel control to remove dirt buildup is recommended for
system components on the 250-C20 engine. In helicopters that operate in smoggy areas. The
addition, a start (cycle) counter is included as Pc tube must be disconnected and the opening
part of the 250-C20 engine electrical system. capped to prevent introduction of chemical
agents into the controls system Pc connection
When engine automatic reignition is installed, during the wash operation.
the counter is modified to prevent counter
operation when automatic reignition occurs. NOTE: Engine conversion information that mo
Section 14 of this manual provides basic difies the helicopter for 250-C20 engine
ignition troubleshooting information. installation is provided in CSP-H-3.
2. Engine Installation Troubleshooting
Internal differences in the 250-C20 engine
allow for operation at higher turbine outlet (Ref. Table 10-1)
Table 10−1. Engine Installation Troubleshooting
Symptom Probable trouble Corrective action
NOTE: Refer to the engine operation and maintenance manual for troubleshooting information on the engine
assembly. Verify that the associated helicopter system is functioning correctly (i.e. chip detectors, instruments, fuel
supply system, etc.) before troubleshooting the engine.
High frequency vibration Loose engine mount bolts Retorque engine mount bolts to 100
−140 in.−lb. (11.30 − 15.82 Nm)
NOTE: High frequency vibrations may also be caused by components in other systems. (Ref. Sec. 5, 8 and 9.)
Page 10−1
Revision 18
CSP-H-2
3. Engine Removal (12). Disconnect N2 control rod from idler

bellcrank. Tie or tape control rod out of
(Ref. Figure 10-1 and Figure 10-2) the way against the firewall.
NOTE: Removal of the engine does not require (13). If cable-actuated anti-icing control
removal of the engine mounts. valve lever is installed, disconnect by
removing cotter pin, loosening nut on
A. Engine Disconnecting for Removal adapter and detaching control cable. If
anti-icing valve electrical actuator is
(1). Turn all switches OFF and disconnect installed, remove two clamps at forward
external power. firewall.
(2). Remove main transmission drive shaft (14). Disconnect N1 control rod from gas
(Ref. Sec. 9). producer lever. Tape or tie control rod
out of the way against the firewall.
(3). Remove engine tailpipes (Ref. Sec. 15).
(15). Disconnect accessory drive overboard
Cap all disconnected lines and
CAUTION fittings. Do not use tape to cover vent.
fuel and oil openings. Tape adhesive is solu (16). Disconnect oil line from engine oil
ble in fuel or oil and can cause contamina pressure reducer fitting.
tion.
(17). On 250-C20 engine, disconnect drain
NOTE: As an aid to reassembly, attach identify line from fuel control.
ing tags to all electrical wires and fuel and
oil hoses prior to disconnection. Remove the oil inlet and outlet
CAUTION lines only at the engine. Remov
(4). Remove lockwire and engine electrical al at the oil cooler end will damage the cool
harness plug from the receptacle er frame if the frame oil port boss is not sup
mounted on the right side oleo structur ported with a wrench. For the same reason,
al fitting. do not apply extreme bending loads on the
oil cooler lines after they are disconnected
(5). Disconnect thermocouple leads from from the engine.
terminal studs and leads from termi
nals E, C and B of starter-generator. (18). Disconnect engine oil inlet line.
Disconnect bond jumper at center
firewall stud. (19). Disconnect engine oil outlet line.
(6). Remove clamp on right engine mount to (20). Disconnect engine oil vent line.
release engine harness.
B. Removal of Disconnected Engine
(7). Remove combustion chamber drain line
from burner drain valve. (1). Install engine hoist (39, Table 2-2)
between hoisting eye fitting (located on
(8). Disconnect fuel inlet line at pump and intercostal above engine) and the hoist
seal drain line. fitting provided on engine.
(9). Disconnect cabin air outlet tube at (2). Station an assistant on engine hoist
firewall fitting. and apply tension on hoist line.
(10). Loosen compressor cooling air duct (3). Remove bolt and washer from bottom
clamp at firewall coupling, disconnect engine mount. Maintain slight down
support bracket at hoisting eye and ward pressure at rear of engine during
remove duct from engine compartment. removal of engine mount bolts.
(11). Disconnect oil line from torquemeter (4). Remove two bolts and washers from the
fitting. left and right engine mounts.
Page 10−2
Revision 18
CSP-H-2
Do not use fuel or oil lines to handle. Shift engine toward side of
CAUTION handle engine during removal. stand with disconnected shaft to
Take care not to contact adjoining structure disengage the fixed shaft. Roll stand
or compartments while lowering engine. away from engine.
Use particular care to prevent damage to Do not grasp fuel or oil lines
the N1 bearing oil return line on the under CAUTION during engine installation. Use
side of the compressor, and to avoid cracking particular care not to contact adjoining
or breaking the engine air inlet bell on the structure or components and to avoid crack
compressor. ing or breaking engine air inlet bell on com
(5). Remove detent pin and unscrew the pressor.
adjustable support shaft in engine (3). Have assistant slowly raise the engine
stand (38) for clearance. while necessary pressure is applied
downward at rear of engine.
(6). Align the engine stand under the
engine so that the adjustable support (4). Align left and right engine mounts with
shaft will engage the left engine mount mount fittings and install bolts and
fitting. washers. Torque bolts to 100 - 140
inch-pounds (11.30 - 15.82 Nm).
(7). Slowly lower engine from the helicopter. Align hole in lower engine mount with
Align engine side mount fittings mount fitting and install bolt and
between the fixed and the adjustable washer. Torque bolt to 100 - 140
support shaft. inch-pounds (11.30 - 15.82 Nm).
Safety bolts with lockwire (2,
(8). Screw the adjustable support shaft Table 2-4).
inward until engine mount bosses are
securely engaged with the support shaft (5). Check to ensure that the engine air
sockets. inlet firewall seal ring contacts the
firewall seal all the way around.
(9). Insert detent pin through the adjust
(6). Remove engine hoist from helicopter.
able support shaft.
B. Connecting an Installed Engine
(10). If engine is to be stored or transported,
engage the engine stand transport and (1). Connect engine oil vent line; torque the
storage bar in the engine lifting eye line nut to 120 - 140 inch-pounds
fitting. (13.56 - 15.82 Nm).
Do not overtorque engine oil in
4. Engine Installation CAUTION let or outlet couplings; damage
to the coupling orself-closing valve, if
(Ref. Figure 10-1 and Figure 10-2) installed, may result. Do not apply extreme
A. Engine Installation in Mounts bending loads on the oil outlet line. Such
loads will be transferred to the oil cooler in
(1). Position engine stand as close as let port boss and can cause the cooler frame
possible to helicopter with engine to fracture.
access doors open. Remove detent pin (2). Connect engine oil outlet and inlet
from the adjustable support shaft on lines. Hand-tighten until snug; then
engine stand. Detach transport and wrench-tighten approximately 1/4 turn
storage bar from engine lifting eye or until definite resistance is felt.
fitting.
(3). Connect engine oil pressure line.
(2). Install engine hoist (39, Table 2-2)
between engine hoist fitting on struc (4). Position accessories drive overboard
ture above engine and on engine hoist vent elbow and torque to 150 - 250
fitting on engine. Have assistant apply inch-pounds (16.95 - 28.25 Nm).
and hold tension on the hoist. With (5). Connect accessories drive overboard
engine supported manually, unscrew vent. Torque tube nut to 20 - 30
the adjustable support shaft with inch-pounds (2.26 - 3.39 Nm).
Page 10−3
Revision 18
CSP-H-2
ANTI-ICING VALVE CONTROL CABLE

(NOTE 1)
OR ELECTRICAL ACTUATOR HARNESS
(NOTE 2)
COMPRESSOR COOLING AIR
DUCT AND SUPPORT BKT
TAIL PIPES
CABIN AIR OUTLET TUBE LH ENGINE MOUNT BOLT

350 IN. LB (39.54 NM) 100-140 IN. LB (11.30-15.82 NM)
MAIN TRANSMISSION
DRIVE SHAFT
N2 CONTROL ROD
TORQUEMETER
OIL LINE
HARNESS CLAMP
FUEL INLET LINE

120-140 IN. LB
BOND JUMPER (13.56-15.82 NM)
FUEL PUMP SEAL DRAIN LINE

20-30 IN. LB (2.26-3.39 NM)
COMBUSTION CHAMBER
GENERATOR LEADS DRAIN LINE
(E, C, B ONLY) AND
BOND JUMPER
ENGINE HARNESS PLUG
NOTES:
1. USED ON HELICOPTERS WITH MANUALLY
OPERATED ANTI-ICING VALVE INSTALLATION.
2. ON ELECTRICALLY OPERATED ANTI-ICING
VALVE INSTALLATION, REMOVE TWO WIRE
HARNESS CLAMPS ON FIREWALL. 30-081-1D
Figure 10−1. 250−C18 Engine Removal and Installation (Sheet 1 of 2)
Page 10−4
Revision 18
CSP-H-2
THERMOCOUPLE LEADS
FWD ENGINE HOIST
TERMINAL BLOCK OIL PRESSURE SENDER LINE
ENGINE OIL INLET LINE
ENGINE OIL OUTLET LINE
ENGINE RH MOUNT BOLT

100-140 IN. LB
(11.30-15.82 NM)
N1 CONTROL ROD
ENGINE OIL VENT LINE
120-140 IN. LB
(13.56-15.82 NM)
LOWER ENGINE MOUNT BOLT

100-140 IN. LB (11.30-15.82 NM)
THERMOCOUPLE
WIRE
30-081-2D
Page 10−5
Revision 18
CSP-H-2
CABLE AND CLEVIS
ANTI-ICING VALVE LEVER
ENGINE HOIST
TAIL PIPES
CABIN AIR OUTLET TUBE THERMOCOUPLE WIRE

350 IN. LB (39.54 NM)
LH ENGINE MOUNT BOLT

100-140 IN. LB (11.30-15.82 NM)
MAIN TRANSMISSION
DRIVE SHAFT
TORQUEMETER OIL LINE
N2 CONTROL ROD
40-50 IN. LB
COMBUSTION CHAMBER
(4.52-5.08 NM)
BOND JUMPER DRAIN LINE
FUEL PUMP SEAL
DRAIN LINE
20-30 IN. LB FUEL CONTROL DRAIN LINE
(2.26-3.39 NM)
FUEL INLET LINE
120-140 IN. LB
(13.56-15.82 NM)
COMPRESSOR COOLING AIR DUCT

AND SUPPORT BRACKET
30-206-1B
Page 10−6
Revision 18
CSP-H-2
THERMOCOUPLE LEADS
ENGINE DOOR FRAME
ENGINE OIL VENT LINE
ENGINE OIL OUTLET LINE
RH ENGINE MOUNT BOLT

100-140 IN. LB (11.30-15.82 NM)
THERMOCOUPLE
WIRE
ENGINE OIL
VENT LINE
120-140 IN. LB
(13.56-15.82 NM)
ENGINE
HARNESS
PLUG
LOWER ENGINE MOUNT BOLT
ACCESSORIES DRIVE 100-140 IN. LB (11.30-15.82 NM)
OVERBOARD VENT ELBOW
150-250 IN. LB (16.95-28.25 NM) GENERATOR FUEL CONTROL DRAIN
VENT TUBE LEADS (E, C, 20-30 IN. LB (2.26-3.39 NM)
20-30 IN. LB (2.26-3.39 NM) B ONLY)
N1 CONTROL ROD
40-50 IN. LB
(4.52-5.65 NM)
30-206-2B
Page 10−7
Revision 18
CSP-H-2
(6). On 250-C20 engine, connect drain line NOTE: Check that the burner drain valve and
to fuel control. Torque nut to 20 - 30 plug are correctly installed in the combus
inch-pounds (2.26 - 3.39 Nm). tion chamber. Each part must be installed
with a packing. The drain valve is installed
(7). Connect N1 control rod to lever with in the aft (lowest) position.
bolt, two washers, nut and new cotter
pin. Install the bolt with head outboard, (16). Secure engine harness to engine mount
one washer (standard OD) under the with cushioned loop clamp. Connect oil
nut and one large OD, 0.80 inch (20.32 pressure sender lead if the electrical
mm) washer under the head. Torque indicating system is used.
nut to 40 - 45 inch-pounds (4.52 - (17). Install E, C, B generator leads on
5.08 Nm) and install new cotter pin. starter/generator and secure with
washers and nuts.
(8). If anti-icing valve is manually con
trolled, install control cable in lever (18). Connect thermocouple leads to terminal
adapter. If valve is electrically con block studs and secure with chromel
trolled, install wire harness clamps at and alumel nuts provided. Install clamp
firewall. Make an operational check of on door frame.
either installation (Ref. Sec. 11).
(19). Connect engine harness plug to recep
tacle and safety with 0.032 inch (0.8128
(9). Connect short N2 control rod to gover mm) lockwire (2, Table 2-4). Install
nor lever with bolt (head up), one bond jumper terminal to lower engine
washer (standard OD) under head, one attach fitting. Torque bolt to 140 - 160
large OD, 0.80 inch (20.32 mm) washer inch-pounds (15.82 - 18.08 Nm).
under the nut and a new cotter pin. Safety bolt with 0.032 inch (0.8128 mm)
Connect long N2 control rod with lockwire.
bolt-head forward), two washers, nuts
and new cotter pin. (20). Install engine exhaust tailpipes (Ref.
Sec. 15).
(10). Connect oil line to torquemeter fitting
below N2 tach generator. (21). Install main transmission drive shaft
(Ref. Sec. 9).
(11). Install compressor cooling air duct (22). Remove all identifying tags from
support bracket on hoisting eye above electrical wires and fuel and oil lines.
engine. Connect and tighten flexible
duct on firewall coupling. (23). Check rigging of gas producer (Nl) and
power turbine (N2) engine power
(12). Connect cabin air outlet tube (or hose) controls (Ref. Sec. 17).
to firewall fitting. Make sure no (24). Check overall condition of engine
interference exists between compressor installation and connections.
bleed air tube and 3/8 inch diameter
engine bleed air tube. Tighten both tube 5. Engine Stripping
nuts to 350 inch-pounds (39.54 Nm).
(13). Connect engine fuel pump seal drain
line. Torque tube nut to 20 - 30 inch- (1). Disconnect A and D leads from starter-
pounds (2.26 - 3.39 Nm). generator. Loosen mounting clamp that
secures starter-generator to mounting
flange and remove starter-generator.
(14). Connect fuel inlet line to fuel pump. Remove four nuts and washers; then
Torque line nut to 120 - 140 inch- remove mounting flange and gasket.
pounds (13.56 - 15.82 Nm). Install pad cover on engine.
(15). Install combustion chamber drain line (2). Disconnect electrical connectors from
on drain valve. both chip detectors.
Page 10−8
Revision 18
CSP-H-2
(3). Disconnect both tachometer generator (19). Remove governor control idler support,
connectors, anti-icing valve actuator bellcrank and short N2 control rod as
connector (if installed), ignition exciter an assembly. Install vacuum/hydraulic
lead, fuel filter pressure switch and pump pad cover.
start counter leads (if installed).
(20). Remove torque pressure snubber,
(4). Remove bracket or clamp at overrun reducer and two O-rings.
ning clutch and lower engine mount
fitting; then remove entire wire har (21). Remove three bolts, washers and nuts
ness. attaching firewall seal to overrunning
clutch and remove seal.
(5). Remove fuel inlet reducer and O-ring.
(22). Remove the overrunning clutch (Ref.
(6). Remove oil inlet and outlet couplings Sec. 9), install pad cover.
with O-rings.
(23). On 250-C20 engine, remove fuel control
(7). Remove accessory drive overboard vent vent elbow fitting, nut and O-ring.
elbow, nut and O-ring. (24). On engines with a Bendix fuel system
(8). Loosen both ends of the compressor installed, remove the three cubic inch
bleed air tube and detach from engine. accumulator from fuel line in accor
dance with the engine manufacturer's
(9). Remove elbow, nut and gasket from the applicable installation bulletin.
compressor scroll.
(25). With engine supported manually,
(10). Remove tee, nut and gasket from unscrew the adjustable support shaft
compressor scroll. with handle.
(11). Remove oil pressure reducer, snubber (26). Switch engine toward side of stand with
and two O-rings. disconnected shaft to disengage the
fixed shaft.
(12). Remove both tachometer generators by
(27). Keep engine in vertical position and
removing four nuts and washers and
remove carefully from stand.
lifting directly off mounting pad; then
remove gasket. (28). Position engine on a stable surface.
Remove bolts, washers, bond jumper
(13). Remove tube or hose assembly, reducer, and three mount fittings from engine.
fuel filter pressure switch and two
O-rings from fuel pump assembly. 6. Engine Build−Up
(14). Remove engine air inlet bell and (Ref. Figure 10-3 and Figure 10-4)
engine-to-firewall seal (Ref. Sec. 16).
(1). Support replacement engine in position
(15). On helicopter equipped with electrically for access to engine mount fitting
actuated anti-icing valve, remove locations.
actuator and controls (Ref. Sec. 11).
(2). Install the three engine mount fittings,
(16). On helicopter equipped with manually using washers and bolts. Torque to 140
actuated anti-icing valve, remove - 160 inch-pounds (15.82 - 18.08
anti-icing valve lever assembly from Nm) and safety with lockwire. Do not
poppet guide. safety lower engine mount fitting at
this time.
(17). Remove three bolts, washers and
engine hoist fitting, and actuator (3). Install engine in engine stand (38,
bracket, if installed. Table 2-2).
(18). Remove elbow, nut and O-ring from the (4). Install O-ring, nut and special tee in
fuel pump seal drain port. compressor scroll. Do not tighten.
Page 10−9
Revision 18
CSP-H-2
ELBOW
O-RING
(NOTE 1) O-RING
NUT
NUT FUEL INLET
GASKET COUPLING
OVERBOARD VENT ELBOW

(NOTE 1)
OIL PRESSURE N2 TACH / GEN

REDUCER CONNECTION
COMPRESSOR BLEED
O-RING AIR TUBE (OR HOSE)
150-200 IN. LB
(16.95-28.25 NM)
OIL PRESSURE N1 TACH / GEN
SNUBBER CONNECTION
IGNITION
O-RING EXCITER LEAD
OIL TANK VENT
UNION AND O-RING
CHIP DETECTOR
CONNECTORS
FUEL FILTER
SWITCH KNIFE
ENGINE STAND SPLICE
369A9948 (NOTE 2)
“D” LEAD
“A” LEAD
OIL PRESSURE
SENDER LEAD
(ELECTRICAL START / GEN CLAMP
GAUGE ONLY)
ENGINE HARNESS
OIL INLET OIL OUTLET

COUPLING COUPLING
O-RING O-RING
NOTES:
1. OBSERVE POSITION OF FITTING BEFORE
REMOVING TO AID REASSEMBLY AT
CORRECT ANGLE.
2. INSULATE WITH FIBERGLASS SLEEVING
(87, TABLE 2-4.). 30-082-1G
Figure 10−3. 250−C18 Engine Stripping and Buildup (Sheet 1 of 2)
Page 10−10
Revision 18
CSP-H-2
HOSE ASSY
ELECTRICAL CONNECTION
(NOTE 3)
(NOTE 2)
FUEL PRESSURE 3/8 IN. DIA. BOLT

REDUCER ANTI-ICING ACTUATOR BRACKET 160-190 IN. LB
SWITCH 40-50 IN. LB (NOTE 4)
(4.52-5.65 NM) O-RING ENGINE AIR (18.08-21.47 NM)
O-RING AFTER FILTER INLET BELL
PORT
BEFORE FILTER ENGINE-TO-FIREWALL
PORT SEAL
LIFT
ENGINE SHAFT FITTING
FIREWALL SEAL
5/16 IN. DIA. BOLT (TYP)
140-160 IN. LB (15.82-18.08 NM)
BLEED AIR TUBE OR HOSE

OVERRUNNING 150-250 IN. LB (16.95-28.25 NM)
ENGINE MOUNT CLUTCH
FITTING CABIN AIR OUTLET TUBE
350 IN. LB (39.54 NM)
ANGLE
DETENT PIN AND LANYARD
BOND JUMPER SUPPORT SHAFT

ADJUSTMENT HANDLE
STORAGE AND
TRANSPORT BAR
140-160 IN. LB
(15.82-18.08 NM) RPM GOVERNOR
CONTROL IDLER
SUPPORT BELLCRANK,
N2 CONTROL ROD
TEE
(NOTE 1)
NUT
GASKET REDUCER PUMP SEAL DRAIN ELBOW

(NOTE 1)
NUT
O-RING O-RING
TORQUEMETER
OIL PRESSURE
SNUBBER
O-RING
NOTES: (CONT)
3. HOSE ASSEMBLY IS ONE-WAY
INTERCHANGEABLE WITH TUBE ASSEMBLY.
4. INSTALLED ON ENGINES EQUIPPED
WITH ELECTRICALLY OPERATED
ANTI-ICING VALVE. 30-082-2G
Page 10−11
Revision 18
CSP-H-2
O-RING
ENGINE MOUNT
FITTING NUT
ANGLE OVERBOARD VENT

(NOTE 1) ELBOW
BOND JUMPER
(NOTE 1)
140-160 IN. LB ACCESSORIES DRIVE VENT
(15.82-18.08 NM) ELBOW INSTALLATION
ENGINE MOUNT FITTING
INSTALLATION (TYP)
N2 TACHOMETER GENERATOR
N1 TACHOMETER
GENERATOR
OIL PRESSURE
REDUCER FITTING IGNITION EXCITER LEAD
OIL INLET COUPLING (NOTE 2)
WITH O-RING START COUNTER
OIL OUTLET COUPLING KNIFE SPLICE
WITH O-RING (NOTE 2)
CHIP DETECTOR
CONNECTOR
ENGINE ELECTRICAL CHIP DETECTOR

HARNESS CONNECTOR
FUEL INLET REDUCER

WITH O-RING
FUEL INLET SWITCH

KNIFE SPLICE
(NOTE 2)
“D” WIRE LEAD
STARTER/GENERATOR “A” WIRE LEAD
ENGINE STAND
NOTES:
1. APPLIES ONLY TO LOWER MOUNT.
2. INSULATE WITH FIBERGLASS SLEEVING
(87, TABLE 2-4).
3. CHECK THAT LEVER ARM IS INSTALLED
PARALLEL WITH TOP OF ENGINE.
30-207-1C
Page 10−12
Revision 18
CSP-H-2
AFTER FILTER
COMPRESSOR BLEED AIR HOSE PORT (AF)
FUEL PUMP SEAL ELBOW,
NUT AND O-RING
SPECIAL TEE FITTING BEFORE FILTER PORT (BF)
O-RING
NUT
O-RING ELBOW 20-25 IN. LB (2.26-2.82 NM)

REDUCER 40-50 IN. LB (4.52-5.65 NM)
O-RING
ENGINE AIR O-RING FITTING 40-50 IN. LB
CABIN AIR FITTING
INSTALLATION ENGINE-TO-FIREWALL INLET BELL (4.52-5.65 NM)
O-RING
SEAL RING
FUEL PRESSURE SWITCH
40-50 IN. LB (4.52-5.65 NM)
BUSHING 40-50 IN. LB (4.52-5.65 NM)
HOSE ASSEMBLY 20-25 IN. LB 2.26-2.82 NM)
ANTI-ICE VALVE
FUEL PRESSURE SWITCH
LEVER INSTALLATION
(NOTE 3)
OVERRUNNING CLUTCH-
TO-FIREWALL SEAL
OVERRUNNING
CLUTCH
TORQUEMETER REDUCER 3/8 IN. DIA. BOLT

COMPRESSOR 160-190 IN. LB
FITTING WITH O-RING BLEED AIR HOSE (18.08-21.47 NM)
DETENT PIN
LIFT FITTING
5/16 IN. DIA. BOLT (2 PLCS)

140-160 IN. LB (15.82-18.08 NM)
ADJUSTABLE ENGINE LIFT FITTING
SUPPORT INSTALLATION
SHAFT
GOVERNOR CONTROL IDLER

SUPPORT, BELLCRANK AND
N2 CONTROL ROD ASSEMBLY
ACCUMULATOR
30-207D
Page 10−13
Revision 18
CSP-H-2
(5). Connect compressor bleed air hose (14). Install anti-icing valve lever with
between special tee and compressor attaching hardware on poppet guide
elbow. Tighten special tee nut; then (Ref. Sec. 11). If required, reposition
torque hose nut to 150 - 250 inch- poppet guide so that lever is parallel
pounds (16.95 - 28.25 Nm). with top of engine.
(6). Install overrunning clutch (Ref. Sec. 9). (15). On helicopters equipped with electrical
ly actuated anti-icing valve, install
(7). Install engine firewall seal on overrun actuator and controls (Ref. Sec. 11).
ning clutch and secure with three bolts, (16). Install engine-to-firewall seal and
six washers and three nuts. engine inlet bell (Ref. Sec. 16).
(8). Install torquemeter oil pressure reducer (17). On 250-C18, install O-ring and fuel
and snubber with O-rings. filter pressure switch in the before-filt
er port of the pump. Torque switch to 40
The engine spark igniter lead on - 50 inch-pounds (4.52 - 5.65 Nm).
CAUTION a new or overhauled engine is Install O-ring and reducer in the
routed above the N2 governor causing inter after-filter port. Install tube assembly.
ference with and possible obstruction of the
governor arm. During installation of the (18). On 250-C20, install fuel pressure
governor idler support, check that the en switch fitting with O-ring in after (AF)
gine spark igniter lead is routed as shown in port of the fuel pump; then install fuel
Figure 10-3 and Figure 10-4. Also, check filter pressure switch an O-ring and
that only cushioned clamps are used to at torque to 40 - 50 inch-pounds (4.52 -
tach the igniter lead and replace if required. 5.65 Nm). Install bushing in switch.
If not as shown, re-route the lead below the Install reducer fitting with O-ring in
governor as shown using existing hardware before filter (BF) port; then install hose
and additional cushioned clamps as neces between (AF) and (BF) fittings.
sary. (19). Install tachometer generators (Ref. Sec.
17).
(9). Install governor control idler support,
bellcrank and short N2 control rod as (20). Install O-ring, nut and elbow for
an assembly. accessories drive overboard vent. DO
NOT tighten until final installation in
NOTE: Only high temperature all metal nuts helicopter.
(not the fiber insert type) are to be used for
anchoring governor control idler support (21). Install oil inlet and outlet couplings
bracket to engine accessory pad. with O-rings.
(10). Install oil pressure reducer fitting, (22). Install starter-generator (Ref. Sec. 19).
snubber and O-rings. (23). Install engine harness. Connect ignition
exciter lead, starter-generator A and D
(11). Install fuel inlet reducer coupling and leads, fuel pressure switch splice and
O-ring. start counter splice. Install fiber glass
sleeving (87, Table 2-4) over knife
(12). Install O-ring, nut and elbow fitting in splice and secure with high tempera
fuel pump seal drain port. ture lacing cord (37). Install electrical
connectors to tach generators and chip
(13). Position anti-icing valve actuator detectors. Safety the connectors with
bracket, if so equipped, and install lockwire.
engine hoist fitting using three washers
and bolts. Torque the 3/8 inch-diameter (24). On engines with Bendix fuel system
bolt to 160 - 190 inch-pounds (18.08 installed, install the three cubic inch
- 21.47 Nm). Torque the two 5/16 accumulator in fuel line according to
inch-diameter bolts to 140 - 160 the engine manufacturer's applicable
inch-pounds (15.82 - 18.08 Nm). installation instructions.
Page 10−14
Revision 18
CSP-H-2
7. Installation of 369H8144−3 Engine Fuel (c). Have assistant hold switch clear;
Pump Pressure Switch Assembly connect battery and electrical power
and actuate start pump. Filter
This procedure is for replacement of the by-pass warning light should actu
existing 369H8144 engine fuel pump fuel ate, indicating proper operation of
pressure switch assembly with new filter by-pass switch.
369H8144-3 switch assembly to be accom (d). Shut off electrical power, start pump,
plished in conjunction with installation of 5 battery switch; disconnect battery
micron filter replacement kit (Allison PN and jumper wire.
6895028). The -3 switch assembly accommo
dates the 5 micron filter element to preclude (e). Disconnect bushing at by-pass hose;
premature actuation of the fuel filter warning cap hose assembly.
light on the instrument console. (9). Remove plug from after filter port;
install 369H8020 adapter fitting with
(1). Check that all electrical power is OFF; new MS29512-03 packing at the after
disconnect battery. filter port.
(2). Gain access to engine accessory section; (10). Remove cap from by-pass hose; recon
locate fuel filter pressure (by-pass) nect bushing at by-pass hose.
switch on front of engine driven fuel (11). Check fuel filter pressure switch
pump (Ref. Figure 10-4). installation for discrepancies.
(3). Remove protective sleeving and (12). Run up engine and perform operational
disconnect knife splice on by-pass check of engine and fuel system; check
switch wiring. for leaks and non-actuation of fuel
filter by-pass light when start pump is
actuated.
(4). Disconnect and cap by-pass hose
assembly at AN894-3-2 bushing. 8. Engine Mounts and Fittings
(5). Remove 369H8020 adapter fitting (with (Ref. Figure 10-5) The engine mount installa
switch and bushing intact) from after tion consists of one lower and two upper
filter port. Plug after filter port. engine mounts, six structural attach fittings,
three engine mount fittings and associated
attaching hardware.
(6). Remove bushing and adapter from
switch, discard switch and packing. Each of the three engine mounts is a tubular
steel, V-shaped, welded assembly.
(7). Install bushing with new MS29512-03 The lower engine mount is bolted to the two
packing on new 369H8144-3 switch; bulkhead splice fittings and an engine mount
install switch with new MS29512-02 fitting located on the underside mounting pad
packing on adapter; torque switch and of the power and accessories gearbox.
bushing 40 - 50 inch pounds (4.52 -
5.65 Nm). The two upper engine mounts are symmetri
cally opposite assemblies; the longer end is
(8). Perform function test of new bolted to an upper engine attach fitting on the
369H8144-3 switch as follows: firewall; the shorter end to the oleo support
fitting and the aft end to an engine attach
(a). Remove cap from by-pass hose and fitting on the side mounting pad of the power
reconnect bushing (with switch and and accessory gearbox.
adapter fitting intact) in hose fitting. On current configuration helicopters, the left
and right upper engine mounts may be
(b). Connect knife splice on switch adjustable for engine-to-transmission
wiring; connect jumper wire to alignment. Adjustment is accomplished by
ground by-pass switch to airframe turning a left and right threaded fitting that is
ground (E-12). part of each upper engine mount leg.
Page 10−15
Revision 18
CSP-H-2
The three engine mount fittings, bolted to the (4). Disconnect the left and right forward
power and accessory gearbox are machined ends of the lower engine mount; discard
aluminum alloy forgings, each having a the two nuts.
self-locking, steel-thread insert.
(5). Disconnect lower engine attach fitting.
The engine lift fitting (hoisting eye) is an
anodized machined aluminum alloy forging, B. Lower Engine Mount Installation
mounted on top of the power and accessory
gearbox just aft of the air inlet scroll. CAUTION
Do not tighten bolts until the engine at
CAUTION tach bolt is tightened.
If engine mount adjustment fittings are Retorque the engine attach bolt after 3 to
disturbed or if new or replacement upper 5 hours of flight if the engine mount will
engine mounts (either fixed or adjustable) be attached to a previously unused mount
are installed, realignment of the engine is fitting.
required.
NOTE: All engine mount fitting bolts, washers
To avoid disturbing security of the engine and nuts are corrosion resistant steel.
installation or alignment of the engine, do
not loosen and/or remove more than one (1). Place ends of lower engine mount
engine mount at any one time. against bulkhead fittings. Install two
bolts, four washers and two new nuts at
Do not readjust adjustable engine mount bulkhead attach points. Torque nuts to
fittings unless an engine-to-transmis 30 - 40 inch-pounds (3.39 - 4.52 Nm)
sion alignment check is performed. plus drag torque.
Do not use open end wrenches when re
moving engine attach fittings and attach (2). Install engine attach bolt and washer
ing hardware. Use box end and socket securing mount to fitting on engine.
wrenches to avoid tool damage to hard Torque bolt to 100 - 140 inch-pounds
ware and engine mount fittings. (11.30 - 15.82 Nm); safety with 0.032
inch (0.8128 mm) lockwire.
9. Lower Engine Mount Replacement (3). Tighten bulkhead fitting bolts and nuts.
A. Lower Engine Mount Removal
10. Upper Engine Mount Replacement
(1). Remove the bolt and nut attaching the
A. Upper Engine Mount Removal
compressor air duct support bracket to
the overhead engine hoist fitting. (1). Remove engine oil pressure sender
clamps, if installed, and engine harness
(2). Install engine hoist (39, Table 2-2). clamp from right side engine mount.
Apply enough tension with hoist to
remove weight from lower mount. (2). Disconnect forward attach points of
Engine load will be neutral when the upper engine mount at upper mount
attaching bolts turn freely with nuts fitting and oleo support; discard the
backed off one-half turn. nuts.
(3). Release cargo compartment upholstery (3). Remove aft end of mount from mount
enough to gain access to the bulkhead fitting on pad of power and accessory
fitting boltheads. gearbox.
Page 10−16
Revision 18
CSP-H-2
OVERHEAD ENGINE * LOWER ENGINE ATTACH

HOIST FITTING FITTING
BULKHEAD
*
SPLICE FITTING
* LOWER ENGINE
STA. 124 FIREWALL
MOUNT
BULKHEAD
*
100-140 IN. LB * ANGLE
(11.30-15.82 NM)
140-160 IN. LB BONDING
(15.82-18.08 NM) JUMPER
160-190 IN. LB
(18.08-21.47 NM)
ENGINE LEFT
FITTING
140-160 IN. LB
(15.82-18.08 NM)
ADJUSTABLE UPPER
SIDE ENGINE MOUNT
(NOTE 4)
ENGINE SIDE AT

0.3122-0.3132 IN. TACH FITTING
(7.92988-7.95528 MM)
(NOTE 2) NON-ADJUSTABLE UP
PER SIDE ENGINE
MOUNT
UPPER ENGINE
MOUNT FITTING *
100-140 IN. LB 140-160 IN. LB

(11.30-15.82 NM) (15.82-18.08 NM)
*
BONDING JUMPER
(NOTE 3)
NOTES: *
1. ALL BOLTS, NUTS AND WASHERS MUST BE
CRES. USE THIN WASHERS IN ALL
APPLICATIONS EXCEPT THOSE MARKED OLEO SUPPORT
WITH AN ASTERISK ( * ). FITTING
2. ON UPPER ENGINE MOUNT-TO-FITTING BOLT
HOLES ONLY. HOLES WITH THREAD DAMAGE
MAY BE ENLARGED TO 0.3170 IN. DIAMETER
PROVIDED ENGINE ALIGNMENT IS NOT AFFECTED.
3. NOT USED ON ALL HELICOPTER MOUNTS.
4. REFER TO TEXT FOR ADJUSTMENT AND
ENGINE ALIGNMENT CHECK.
30-084E
Figure 10−5. Engine Mounts and Fittings
Page 10−17
Revision 18
CSP-H-2
B. Upper Engine Mount Installation corrosion. Magnetic-particle inspect

suspected engine mount assemblies. If
cracks are evident, the mount is
CAUTION
unserviceable.
Do not tighten bolts until the engine at
tach bolt is tightened. (5). Inspect flanges and bosses of engine
mount fittings and lifting eye for
Retorque the engine attach bolt after 3 to flatness, cracks and corrosion. Replace
5 hours of flight if the engine mount will defective fittings.
be attached to a previously unused mount
fitting. (6). Inspect threaded steel insert for
damaged threads, corrosion and for full
NOTE: All engine mount fitting bolts, washers bottoming to seat of insert hole.
and nuts are corrosion resistant steel.
(1). Place short end of upper engine mount D. Engine Mounts and Fittings Repair
against oleo support fitting and long
end against firewall attach fitting. No straightening or weld repair of the engine
Install bolt, two washers and new nut mounts is authorized. Thread damage to either
to fasten mount to structure. upper engine mount, at the engine attach
point, can be repaired by re-drilling the hole
(2). Install bolt and washer that attach up to a maximum diameter of 0.3170 inch
mount to fitting on engine. Torque bolt (8.0518 mm), provided that re-drilling does
to 100 - 140 inch-pounds (11.30 - not permit engine-to-main transmission drive
15.82 Nm). shaft misalignment and resulting clutch or
main transmission to drive shaft coupling gaps
(3). Torque upper mount fitting and oleo in excess of that specified in Section 9.
support nuts to 30 - 40 inch-pounds Otherwise, replace defective mounts and
(3.39 - 4.52 Nm) plus drag torque. fittings.
(4). Remove engine hoist and reinstall the NOTE: Re-drilling (opening) the hole on one
compressor air duct support bracket in mount usually will not cause misalignment
the overhead hoist fitting. beyond permitted tolerance. However, if
both mounts are reworked, engine to drive
(5). Reinstall engine oil pressure sender shaft alignment must be checked.
clamps (if used) and engine harness
clamp on right engine mount. E. Engine−to−Transmission Alignment
Check
C. Engine Mounts and Fittings Inspection
(1). Inspect all engine mount assemblies for (Ref. Figure 10-6) Adjustable upper left and
good condition of painted surface. right engine mounts should normally not be
disassembled except for spares replacement or
(2). Inspect all engine mount tubes for magniflux inspection. In this event, a realign
straightness. Hold a steel straight-edge ment check of the engine is required. Realign
against the surface of tubes to reveal ment of the engine is also required if adjust
any warps or bends in the tubes. able mounts are interchanged between
helicopters.
(3). Check that jam nuts and lockwire on
mounts with adjustable fittings are (1). If only one adjustable upper mount is
secure and have not been disturbed. If replaced or readjusted, check and
not secure or adjustment has been readjust engine-to-transmission
disturbed, a check of engine-to-trans alignment using engine-to-transmis
mission alignment is required. sion aligning tool 369A50000-40101
(4). Visually inspect all the tubes and Following adjustment, proceed with
welded joints for cracks and evidence of steps (3). and (4).
Page 10−18
Revision 18
CSP-H-2
0.032 IN. (8.128 MM) CRES

LOCKWIRE (BOTH LEGS)
UPPER ENGINE MOUNT

SLIPPAGE MARK (RIGHT-HAND THREAD)
(BOTH LEGS)
JAM NUT
SCREW FITTING
JAM NUT
CAUTION:
UPPER END FITTING (LEFT- DO NOT RE-ADJUST OR DISASSEMBLE UPPER ENGINE
HAND THREAD) MOUNTS UNLESS AN ENGINE-TO-TRANSMISSION
ALIGNMENT CHECK IS PERFORMED FOLLOWING ANY
ADJUSTMENT.
30-213A
Figure 10−6. Adjustable Engine Mounts
(2). If both adjustable upper engine mounts The oil cooler blower is belt-driven on the
are replaced or readjusted, install current configuration helicopter and shaft-
engine and tailboom check fixture driven on the early configuration.
369A9900-80906 (Ref. CSP-H-6) and
adjust mounts as required. Following
Air enters the ram air scoops, flows into the
adjustment proceed with steps (3). and
transmission cover around the transmission
(4).
and through ducts to the oil cooler blower. The
transmission cover is equipped with special
(3). Adjust mount(s) to bring engine into baffles on helicopters with a 250-C20 engine.
alignment with transmission; then
tighten jam nuts and recheck align
ment. Air from the oil cooler blower is directed to and
through the engine oil cooler by the oil cooler
(4). Secure jam nuts with 0.032 inch duct and into the engine compartment. The oil
(0.8128 mm) lockwire; then paint a cooler blower also supplies a constant air flow
slippage mark across both jam nuts at through the engine gearcase and compressor
each mount leg. cooling ducts into the lower and upper areas of
the engine compartment.
11. Engine Cooling System
Two duct outlets direct the air upon the engine
(Ref. Figure 10-7) The engine cooling system gearcase and the compressor section. Engine
consists of two ram air scoops integral with the differences require variations in air flow
air inlet fairing, an oil cooler blower driven by direction. All cooling air then exhausts from
the main transmission input gear shaft, an oil the engine compartment through a gap
cooler duct and engine gearcase and compres provided around and between the exhaust
sor cooling ducts. pipes and the engine access doors.
Page 10−19
Revision 18
CSP-H-2
A. Engine Cooling System Inspection A. Engine Shaft Firewall Seal Replacement
Visually inspect for general condition, security (1). Remove engine.

of clamps and for fraying or tears in the (2). Remove three bolts, six washers and
flexible tubing. three nuts that attach engine shaft
firewall seal to overrunning clutch.
B. Cooling System Repair or Replacement
(3). Position replacement engine shaft
Repair damaged hose with tape (32, firewall seal assembly on flange of
Table 2-4). Remove attaching clamps to clutch and secure with attaching
remove hose. Install clamps on each end of hardware.
replacement hose; position hose and tighten B. Engine Shaft Firewall Seal Inspection
clamps.
Inspect the firewall seal and backing for
12. Engine Shaft Firewall Seal cracks, breaks, corrosion or other damage that
would prevent complete sealing of the firewall
(Ref. Figure 10-1 or Figure 10-2) The engine opening.
shaft firewall seal assembly consists of a C. Engine Shaft Firewall Seal Repair
stamped steel backing and a seal that is
bonded to the cupped diameter of the backing. Replace engine shaft firewall seal by bonding
A slightly larger seal is used on helicopters new seal to backing with adhesive (19,
equipped with the 250-C20 engine. Table 2-4).
Page 10−20
Revision 18
CSP-H-2
TRANSMISSION COVER
COOLING INSTALLATION BAFFLE

WITH BELT-DRIVEN BLOW
ER
O-RING
(NOTE 2)
ENGINE OIL COOLER BLOWER
DUCT CONNECTOR
(NOTE 1)
O-RING
BLOWER PRIMARY OUTLET (NOTE 2)
DUCT
COOL AIR MANIFOLD DUCT

CAP
ENGINE COOLING AIR DUCT CLAMP
ENGINE COMPRESSOR
COOLING AIR DUCT
OIL COOLER DUCT
DUCT COUPLING
COOL AIR MAN STA. 121.50

IFOLD DUCT
OIL COOLER
BLOWER SCROLL
CLAMP
ENGINE COOLING
AIR DUCT CLAMP
CAP
COOLING INSTALLATION
WITH SHAFT-DRIVEN
BLOWER
OIL COOLER
DUCT
NOTES:
1. NOT INSTALLED ON ALL DUCTS.
2. MAY BE REPLACED WITH NYLON TWINE
(30, TABLE 2-4).
30-083-1B
Figure 10−7. Engine Cooling (Sheet 1 of 2)
Page 10−21
Revision 18
CSP-H-2
SCREW, WASHERS AND NUT

(5 OR 6 PLCS)
DUCT COUPLING CLAMP
RESTRICTOR
(NOTE 1)
STA. 124.00 CANTED
FIREWALL
CLAMP
CLAMP CLAMP
STA. 124.00 CANTED
FIREWALL
DUCT COUPLING
CLAMP
ENGINE HOISTING EYE

BOLT
FWD
STA. 124.00
CLAMP
CLIP SUPPORT BRACKET
DUCT SUPPORT RING (IN

CHANNEL ASSY SIDE DUCT) CLAMP
GASKET
(NOTE 3)
SCREW, WASHER AND NUT
COOL AIR MAN (5 PLCS)
IFOLD DUCT
BLOWER SECONDARY OUT
LET
NOTE 4 FIREWALL BULKHEAD
* STA. 124.00
DUCT SUPPORT RING (INSIDE

DUCT), BOLT, CLAMP,
CLAMP OR O-RING 0.250 IN. (6.35 MM) SPACER ( * ),
0.28125 IN. (7.14375 MM) SPACER,
WASHER AND NUT
DUCT CONNECTOR
NOTES: (CONT)
3. BOND TO STRUCTURE WITH ADHESIVE
(19, TABLE 2-4) ACCORDING TO
CONTAINER INSTRUCTIONS.
4. ADJUST AT 45 DEGREES FOR 250-C18 ENGINE
AND 30 DEGREES FOR 250-C20 ENGINE.
30-083-2E
Figure 10−7. Engine Cooling (Sheet 2 of 2)
Page 10−22
Revision 18
CSP-H-2
Section
11
Engine Control
Systems
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 11 Engine Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1

1. Power Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
2. Power Controls Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Table 11-1. Power Controls Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1
Figure 11-1. Engine Power Controls System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
3. Power Control System Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
A. Bendix Gas Producer Controls Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Figure 11-2. Bendix Gas Producer Controls Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
Figure 11-3. Bendix Gas Procedure Fuel Control Adjustments . . . . . . . . . . . . . . . . . . . 11-5
B. CECO Gas Producer Fuel Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
Figure 11-4. CECO Gas Producer Control Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-7
Figure 11-5. Gas Producer Fuel Control Adjustment CECO . . . . . . . . . . . . . . . . . . . . . . 11-8
C. Power Turbine Governor Controls Rigging (Bendix or CECO) . . . . . . . . . . . . . . . . . . 11-9
Figure 11-6. Bendix Power Turbine Governor Controls Rigging (Sheet 1 of 2) . . . . . . 11-10
Figure 11-7. CECO Power Turbine Governor Controls Rigging . . . . . . . . . . . . . . . . . . . 11-12
4. Gas Producer Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
A. Gas Producer Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-15
B. Gas Producer Control Linkage Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-16
Figure 11-8. Gas Producer Control Linkage Disassembly . . . . . . . . . . . . . . . . . . . . . . . . 11-17
C. Gas Producer Control Linkage Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
D. Gas Producer Throttle Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
5. Power Turbine Governor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
A. Power Turbine Governor Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-18
Figure 11-9. Governor Control Linkage Disassembly (Forward of Engine
Compartment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-19
Figure 11-10. Governor Control Linkage Disassembly (Engine Compartment) . . . . . 11-20
B. Governor Control Linkage Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
C. Governor Control Rods and Bellcranks Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-21
D. Relocation of Locknut and Installation of Spacer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
E. Droop Control Override Link Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-22
Figure 11-11. Relocation of Locknut - Sta. 68.00 Bellcrank Assembly . . . . . . . . . . . . . 11-23
6. RPM Governor (N2) Trim Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
A. N2 Trim Actuator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
B. N2 Trim Actuator Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
C. N2 Trim Actuator Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
Figure 11-12. N2 Trim Actuator Test hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-24
7. Anti-Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Page 11-i
Revision 18
CSP-H-2

8. Anti-Icing System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
Table 11-2. Anti-Icing System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-25
9. Anti-Icing Controls (Electrically Operated System) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
A. Anti-Icing Controls Operational Check (Electrically Operated0 . . . . . . . . . . . . . . . . 11-26
B. Electrically Operated Anti-Icing Valve Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
C. Anti-Icing Valve Actuator and Linkage Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 11-26
Figure 11-13. Engine Anti-Icing Valve Electrically Actuated Equipment . . . . . . . . . . 11-27
10. Anti-Icing Valve Control Cable (Manually Operated) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-28
A. Anti-Icing Valve Control Operational Check (Manually Operated) . . . . . . . . . . . . . . 11-29
B. Anti-Icing Valve Control Cable Inspection (Manually Operated) . . . . . . . . . . . . . . . . 11-29
C. Anti-Icing Valve Control Cable Replacement (Manually Operated) . . . . . . . . . . . . . 11-29
Figure 11-14. Engine Anti-Icing Valve Manual Control Installation . . . . . . . . . . . . . . 11-30
D. Anti-Icing Control Cable Repair (Manually Operated) . . . . . . . . . . . . . . . . . . . . . . . . . 11-31
Page 11-ii
Revision 18
CSP-H-2
SECTION 11
ENGINE CONTROL SYSTEM
1. Power Control System engine operation and maintenance manual for

fuel system theory of operation and other
detailed information.
(Ref. Figure 11-1) The power controls system
consists of the gas producer (N1) controls and NOTE: The Bendix system may be used on
the power turbine (N2) governor controls. The 250-C18 Series engines converted to
mechanically operated gas producer controls 250-C20 configuration provided that Alli
actuate the gas producer control lever that son Commercial Engine Bulletin 250
schedules the quantity of fuel metered to the CEB-126 and 250-C20 Installation Bulle
engine. The electrically operated trim actuator tin 1005 are complied with, and provided
and the mechanically operated droop compen that only the special ignition exciter Allison
sator change the position of the power turbine PN 6870885 (GLA PN 43754) is used if auto
governor control lever that regulates the matic reignition equipment is installed. Re
operating rpm of the engine. Bendix fuel fer to CSP-H-3 for information on auto-re
control system components are standard on ignition equipment and the Model 250-C18
Allison 250-C18 engines and may also be to 250-C20 engine conversion.
installed on the 250-C20 engine. Current
configuration helicopters equipped with the 2. Power Controls Troubleshooting
250-C20 engine use Chandler Evans (CECO)
fuel control system components. Refer to the (Ref. Table 11-1)
Table 11−1. Power Controls Troubleshooting

Movement of control results in Lost motion in linkage; gas Tighten pipe plugs in torque tube for
springy feeling; response lags producer interconnect torque tube zero backlash (Ref. Sec. 7).
behind control movement loose in collective stick gearshafts
Worn rod ends; worn bellcrank Replace worn parts.
bearings
Control action stiff Rod ends binding in fitting Realign rod end bearings to
eliminate jamming.
Low power; improper idling speed; Incorrectly adjusted gas producer Adjust gas producer or power turbine
improper acceleration; variable or power turbine governor controls governor controls for correct
power output at constant setting operation.
Defective gas producer control Replace faulty unit (Ref. Engine
assembly or power turbine Operation and Maintenance Manual).
governor
Stagnated or hot engine starts Fuel control derichment Adjust derichment valve (BENDIX).
misadjusted (BENDIX)
Fuel control light off and start Adjust variable start and derichment
derichment controls misadjusted control (CECO).
(CECO)
Excessive TOT readings during Incorrectly adjusted engine power Adjust engine power controls for
engine shutdown controls correct operation.
Page 11−1
Revision 18
CSP-H-2
GOVERNOR LEVER
CONTROL ROD
N2 CONTROL
IDLER BELLCRANK
RPM GOVERNOR CONTROL N2 IDLER BELLCRANK GAS PRODUCER INTERCONNECT
IDLER SUPPORT CONTROL ROD TORQUE TUBE
STA 124 CONTROL SUPPORT THROTTLE AND GAS

PRODUCER TUBE
STA 124 BELLCRANK FUSELAGE-ROUTED CONTROL ROD
(POWER TURBINE GOVERNOR)
N2 TRIM
GAS PRODUCER LEVER INBD COLLECTIVE STICK SWITCH
CONTROL ROD SOCKET ASSY
STA 129 BELLCRANK

GAS PRODUCER CON
TROL SUPPORT
FIRE SCREEN
(2 PLCS)
DROOP CONTROL
OVERRIDE LINK
FUSELAGE-ROUTED CON
TROL ROD
(GAS PRODUCER)
STA 73 GAS PRODUCER

CONTROL ROD
SPACER (TYP 10 PLCS)

STA 70 BELLCRANK STA 68 BELLCRANK
STA 72 BELLCRANK N2 TRIM ACTUATOR
30-085
Figure 11−1. Engine Power Controls System
Page 11−2
Revision 18
CSP-H-2
3. Power Control System Rigging When repositioning the gas pro

CAUTION ducer lever in d below, do not ex
Rigging of the engine power controls system ceed the lever nut torque limit of 40 - 50
must be accomplished: inch-pounds (4.52 - 5.65 Nm). Overtorqu
ing will cause binding of the lever.
(1). Immediately after replacement of (4). With the engine compartment gas
linkage that cannot be accurately producer control rod length set to 16.56
measured (by trammeling, etc.) before it inches (420.624 mm), re-establish the
is installed in either the gas producer gas producer lever mid-position so that
control system or the power governor lever centerline is half way between the
control system; or ``closed” and ``maximum” travel stops;
lever serrations have 15 degree spacing.
(2). If engine operation reveals a rigging (The ``closed” stop position is parallel to
deficiency. the engine compartment door frame
within ±5 degrees.)
When tightening a jam nut to If any interference exists at the
CAUTION secure a control end, always CAUTION gas producer lever, check that
hold the rod end with a wrench to prevent the correct lever is installed.
jamming of the bearing against the fitting.
Check that all misalignment is divided (5). Lower collective stick to full down.
equally between bearings of each control rod
assembly. (6). Rotate pilot's throttle counterclockwise
to maximum rpm, then clockwise to
idle.
A. Bendix Gas Producer Controls Rigging
(7). With pilot's throttle held at idle, adjust
(Ref. Figure 11-2) The following rigging upper rod end of gas producer lever rod
instructions apply to all 250-C18 engines and until gas producer pointer is positioned
250-C20 engines with a Bendix fuel control at 30-31 degrees on quadrant (detail
system. A). Mark pointer position on quadrant
with grease pencil.
NOTE: Adjustment steps (1). thru (4). of this Do not alter gas producer lever
procedure are necessary only when the pi CAUTION position or control linkage to ad
lot's compartment linkage or the fuselage- just idle speed. Idle speed will be checked
routed control rod have been removed and during flight test and, if necessary, adjusted
reinstalled or replaced, or if there is insuffi by the fuel control idle screw, not by the
cient clearance between the lower firewall linkage. Check extreme travel position of
bellcrank and its support. Otherwise, per the linkage to ensure that gas producer le
form adjustment of gas producer controls ver hits the fuel control stops before the
starting with step (5). throttle grip stops make contact. There
must be no interference or binding in the
(1). Position the collective stick and throttle linkage. Ensure linkage clears engine tub
at mid-travel. ing.
(8). Rotate pilot's throttle counterclockwise
(2). Adjust the length of the Sta. 73 control to maximum rpm.
rod so that the long arm of Sta. 70
bellcrank is vertical. (9). Observe gas producer lever to ensure it
strikes the maximum travel stop.
(3). Adjust the length of the fuselage- (10). Raise collective stick to full up.
routed gas producer control rod so that
the bolt center in the lower arm of Sta. (11). If gas producer lever does not strike
129 bellcrank is 5.00 ±0.03 inch (127 maximum travel stop, check gas
±0.762 mm) from the firewall. producer controls for binding.
Page 11−3
Revision 18
CSP-H-2
40-50 IN. LB
(4.52-5.65 NM) MAX. INITIAL ROD ASSY LENGTH AND BEARING ANGULARITY (BEFORE RIG)
GAS PRODUCER CONTROL DIMENSION L ANGLE ASSY PART

LEVER ROD ASSY IN. (CM) A NUMBER
FWD FUSELAGE-ROUTED 58.67 (149.0218) IN LINE 369A7008-5
STA. 73 7.11 (18.0594) IN LINE 369A7334
CL OF CON GAS PRODUCER LEVER 16.56 (42.0624) IN LINE 369A7705-5
TROL ROD LEVER CONTROL
ROD
0.040 IN. (1.016 MM) MAX. AL

LOWABLE AXIAL PLAY
MS20470AD RIVET
A
NOTE 2 LEVER POSITION

QUADRANT
L
GAS PRODUCER LEVER CENTERLINE

SHOULD BE HALF-WAY BETWEEN
CLOSED AND MAXIMUM TRAVEL STOPS
(NOTE 1)
GAS PRODUCER CON GAS PRODUCER

TROL SUPPORT LEVER CONTROL ROD
STA 74.87
(CL OF COLLECTIVE STA 129 BELL
PITCH TORQUE TUBE) CRANK
VERTICAL CENTERLINES
SHOULD COINCIDE
(NOTE 1)
STA 73 CONTROL ROD

5 IN. (12.7 CM)
STA 124
STA 70 BELL
CRANK
FUSELAGE-ROUTED
CONTROL ROD NOTES:
1. WITH COLLECTIVE STICK AND THROTTLE AT MID-TRAVEL.
2. NORMAL SETTING IS 30-31 DEGREES.
CENTERLINE SHOULD IF THROTTLE TUBE IN COLLECTIVE STICK NOT MODIFIED,
BE VERTICAL SETTING IS 30-35 DEGREES.
(NOTE 1)
30-086F
Figure 11−2. Bendix Gas Producer Controls Rigging
Page 11−4
Revision 18
CSP-H-2
(12). Rotate pilot's throttle fully clockwise to speed stabilizes at 62-67 percent.
fuel off. Observe gas producer lever to Adjust N1 speed with the fuel control
ensure it strikes minimum travel stop idle speed adjustment screw (Ref.
(closed position). Figure 11-3).
(13). Lower collective stick to full down. (17). If idle rpm does not stabilize within
Observe gas producer lever to ensure it limits in step (16)., proceed with engine
does not move from the minimum travel troubleshooting in engine operation and
stop. maintenance manual.
(14). At the full closed and full open posi NOTE: Bendix gas producer fuel controls
tions of the throttle, check all the equipped with a variable derichment valve
movable linkage for clearance with may be adjusted to eliminate stagnated or
supporting or adjacent parts. Check hot starts (Ref. Allison Operation and Main
that control rod bearings are not tenance Manual).
jammed when the linkage is in the
extreme control positions. The following check must be
WARNING made to ensure that engine
NOTE: Before operating an engine in 250-C20
configuration with a Bendix gas producer shutdown will not occur due to throttle
fuel control, check that the maximum fuel chop. Refer to NOTE: after step (17).
flow adjusting screw is fixed in position (18). Rotate pilot's throttle control counter
shown in Figure 11-3. clockwise to normal engine operating
(15). Start and operate engine at idle with rpm; then clockwise to idle in a manner
main rotor blades in flat pitch according simulating a pilot training throttle
to the Owner's Manual. chop. Repeat this check using the
copilot's throttle if optional dual
(16). With pilot's throttle at idle, observe N1 controls are installed. If shutdown
tachometer indicator to ensure N1 occurs, perform steps (19). and (20).
IDLE SPEED ADJUSTING SCREW

LOCKNUT (NOTE 1)
MINIMUM SPEED
START DERICHMENT STOP
ADJUSTING SCREW LOCKNUT
DIAL
(NOTE 2)
CLAMP MAXIMUM FLOW
ADJUSTING SCREW
POINTER SCRIBE LINE (TYP)

(NOTE 2)
MAXIMUM SPEED
REFERENCE DOTS AT STOP SCREW
FWD
10 DEGREE INTERVALS
REAR VIEW SIDE VIEW
(AS INSTALLED) (AS INSTALLED)
NOTES:
1. TURN CLOCKWISE TO INCREASE, COUNTERCLOCKWISE TO DECREASE
N1 SPEED. ENGINE SPEED CHANGES APPROXIMATELY 5% PER 1/8 TURN
(USE ALLISON TOOL P/N 6798292.)
2. USED ONLY WITH 250-C20 ENGINE WITH BENDIX FUEL CONTROL. INDEX
LINE ON FACE OF DIAL TO ALIGN WITH SCRIBE MARK ON SIDE OF DRIVE BODY.
30-155B
Figure 11−3. Bendix Gas Procedure Fuel Control Adjustments
Page 11−5
Revision 18
CSP-H-2
(19). Adjust upper rod end of gas producer 129 bellcrank is 5.00 ±0.03 inch (127
lever rod to increase rod length by one ±0.762 mm) from the firewall.
or two rod turns to obtain slightly
higher setting (31 degrees maximum) (4). Set gas producer lever control rod
on lever position quadrant. Be sure length to 16.56 inches (420.624 mm).
maximum control rod length is not
exceeded by checking at the control rod When reinstalling control lever
CAUTION on fuel control shaft in next
witness hole.
step, do not exceed nut torque of 40 - 50
(20). Repeat procedures in (5). thru (19). inch-pounds (4.52 - 5.65 Nm). Overtorqu
until engine shutdown does not occur ing will cause binding of the lever.
from a throttle chop.
(5). Remove control lever from gas producer
fuel control, rotate quadrant pointer to
NOTE: After rigging and testing of Bendix or 0° and then reinstall control lever so
CECO gas producer controls, perform a de that it is approximately parallel to
celeration check in accordance with proce engine compartment door frame.
dures found in the pilot's flight manual, If
confirmed deceleration time is less than the NOTE: Control lever serrations have a 15°
allowable minimum, refer to the applicable spacing.
Allison Operation and Maintenance Manu
al. (6). Rotate pilot's throttle to cutoff position
and connect gas producer rod to control
B. CECO Gas Producer Fuel Control Rigging lever.
(Ref. Figure 11-4) The following rigging If any interference exists at the
CAUTION gas producer lever, check that
instructions apply to 250-C20 engines with a
CECO fuel control system. the correctlever is installed.
NOTE: For all new fuel control unit installa (7). Rotate pilot's throttle to fully open
tions, check that the maximum fuel flow position and check that fuel control
stop adjustment screw (Figure 11-5) is set quadrant pointer is on 90° and that
at the minus (-) mark, 235 PPH (107 kgPH). maximum stop on fuel control is
Use a 3/32 inch Allen wrench to reset the contacted before throttle grip stop is
screw if required. contacted.
(8). Rotate pilot's throttle to idle position

NOTE: Adjustment steps (1). thru (4). of this and check that fuel control pointer is at
procedure are necessary only when the pi
the 30° mark and that rigging pin holes
lot's compartment linkage or the fuselage-
are aligned. Make small adjustments in
routed control rod have been removed and
length of gas producer control rod, at
reinstalled or replaced, or if there is insuffi
the control lever end, if required.
cient clearance between the lower firewall
bellcrank and its support. Otherwise, per NOTE: The maximum allowable rigging error
form adjustment of gas producer controls at idle position (pointer position not at 30°)
starting with step (5). is 0.078 inch (1.984 mm) below the 30°
mark. However, the higher setting (30°) is
(1). Position the collective stick and throttle required to prevent inadvertent over-con
at midtravel. trol and shutdown when dual controls are
installed.
(2). Adjust the length of the Sta. 73 control
rod (Figure 11-4) so that the long arm (9). Rotate pilot's throttle to cutoff position
of Sta. 70 bellcrank is vertical. and check that quadrant pointer is at 0°
to minus 2° and that stop is in contact.
(3). Adjust the length of the fuselage- The minimum stop on the fuel control
routed gas producer control rod so that should be in contact before the throttle
the bolt center in the lower arm of Sta. grip stop is contacted.
Page 11−6
Revision 18
CSP-H-2

CONTROL DIMENSION L ANGLE ASSY PART
FUSELAGE-ROUTED 58.67 (149.0218) IN LINE 369A7008-5
STA. 73 7.11 (18.0594) IN LINE 369A7334
GAS PRODUCER LEVER 16.56 (42.0624) IN LINE 369A7705-5
0.040 IN. (1.016 MM) MAX.

ALLOWABLE AXIAL PLAY
MS20470AD RIVET
A
CONTROL LEVER
(NOTES 2, 3)
CECO FUEL CONTROL
NOTES:
1. WITH COLLECTIVE STICK AND THROTTLE AT MID-TRAVEL. GAS PRODUCER
2. LVER SRRATIONS HAVE 15 DEGREE SPACING. GAS PRODUCER
CONTROL SUPPORT
3. INSTALL LEVER ON FUEL CONTROL SHAFT WITH POINTER LEVER CONTROL ROD
AT 0° MARK ON QUADRANT AND WITH LEVER PARRALLEL
TO ENGINE COMPARTMENT DOOR FRAME.
STA 129
BELLCRANK
STA 74.87
(CL OF COLLECTIVE
PITCH TORQUE TUBE)
VERTICAL CENTERLINES
SHOULD COINCIDE
(NOTE 1)
5 IN. (12.7 CM)
STA 73 CONTROL ROD

STA 124
IDLE
POSITION
CECO FUEL CONTROL 0.078125 IN. (1.984375 MM)
STA 70 QUADRANT MAX. ALLOWABLE POSITION
BELLCRANK ERROR FROM ALL CAUSES
FUSELAGE-ROUTED TORQUE NUT TO

CONTROL ROD 40-50 IN. LB POINTER
(4.52-5.65 NM) (NOTE 3)
RIGGING PIN
PROVISIONS
CENTERLINE SHOULD
BE VERTICAL
(NOTE 1)
30-211A
Figure 11−4. CECO Gas Producer Control Rigging
Page 11−7
Revision 18
CSP-H-2
MAX FLOW STOP

ADJUSTMENT SCREW
270 PPH SETTING

(NOT USED)
235 PPH SETTING
BOTTOM VIEW
IDLE SCREW ADJUSTMENT

MIN THROTTLE STOP (C.O.)
QUADRANT (CONTROL
MAX THROTTLE STOP LEVER REMOVED)
START DERICHMENT
ADJUSTMENT LIGHTOFF ADJUSTMENT
PAD END RIGHT SIDE VIEW

(CONTROL LEVER REMOVED) (AS INSTALLED)
30-210
Figure 11−5. Gas Producer Fuel Control Adjustment CECO
Page 11−8
Revision 18
CSP-H-2
The minus 2° pointer position is The following check must be

CAUTION desired for positive fuel cut-off. WARNING made to ensure that engine
One-half turn on the minimum stop screw shutdown will not occur due to throttle
equals 2° of pointer travel. chop.
(10). Rotate pilot's throttle to fully open
position and check that fuel control (19). Rotate pilot's throttle control counter
pointer is at 90° and in contact with the clockwise to normal engine operating
maximum stop. rpm; then clockwise to idle in a manner
simulating a pilot's training throttle
(11). Raise collective stick to full up position chop. If optional dual controls are
and check that fuel control pointer installed, repeat this check using the
remains in contact with the maximum copilot's throttle. If shutdown occurs
stop. perform steps (20). and (21).
(12). Rotate pilot's throttle to cutoff position
and check that fuel control pointer (20). Recheck rigging and adjust rod length
contacts the minimum stop. at upper rod end of gas producer lever
rod, as required, until neither the pilot's
(13). Lower the collective stick to full down or copilot's throttle will move quadrant
position and check that fuel control pointer below 30° at idle. Be sure
pointer remains on the minimum stop. maximum control rod length is not
(14). Recheck idle position rigging by exceeded by checking at the control rod
rotating pilot's throttle from cutoff witness hole.
position to idle and from full open
position to idle. The fuel control pointer (21). Recheck engine operation to determine
should indicate 30° with rigging pin that shutdown does not occur at
holes aligned in both cases. throttle chop, using both the pilot's and
copilot's throttles.
(15). While operating the throttle through its
complete range, check all movable
C. Power Turbine Governor Controls
linkage for clearance from supporting
Rigging (Bendix or CECO)
and adjacent parts and check that
control rod bearings are not jammed at
extremes of travel. Before rigging the power turbine governor
controls, determine the type governor installed
(16). Start and operate engine at idle with (either BENDIX or CECO).
main rotor blades in flat pitch according
to the Owner's Manual. (Ref. Figure 11-6 for the BENDIX installation.
(17). With pilot's throttle at idle, observe N1
tachometer indicator to ensure Nl speed (Ref. Figure 11-7 for the CECO installation.
stabilizes at 61-65 percent. Adjust N1
speed with the fuel control idle speed (1). Bendix Rigging Adjustments:
adjustment screw (Figure 11-5) using
5/16 inch Allen wrench. A 1/8 turn NOTE: Adjustment steps (a). thru (d). of this
equals approximately 1% N1. Turn the procedure are necessary only when: the un
screw clockwise to increase N1 idle derseat linkage or the fuselage-routed con
speed. trol rod has been removed and reinstalled or
replaced; or with Bendix governors prior to
(18). If idle rpm does not stabilize within Allison PN 6873450 installed, if there is less
limits in step (17)., proceed with engine than 0.030 inch (0.762 mm) clearance be
troubleshooting in engine operation and tween the lower firewall bellcrank and its
maintenance manual. support when the governor lever is at the
NOTE: The CECO fuel control is equipped with maximum stop. (If governor nameplate does
lightoff and start derichment controls which not have an Allison part number, the gover
may be adjusted to eliminate stagnated or nor is prior to PN 6873450.) Otherwise, per
hot starts. (Ref. Allison Operation and form adjustment of power turbine governor
Maintenance Manual) controls starting with step (e).
Page 11−9
Revision 18
CSP-H-2

CONTROL DIMENSION L ANGLE ASSY PART
NOTES:
1. INITIAL DIMENSION: SHORTEN TO INCR
FUSELAGE-ROUTED 56.13 (142.5702) IN LINE 369A7008-3 COMPENSATION. LENGTHEN TO DECREASE.
N2 IDLER BELLCRANK 14.38 (36.5252) 90° 369A7705 2. DROOP CONTROL OVERRIDE LINK SPRING
GOVERNOR LEVER 3.94 (10.0076) 90° 369A7706 STARTS TO COMPRESS, GOV LEVER AT
APPROX. 78° AND STA 124.00 BELLCRANK
BOTTOMED.
0.040 IN. (1.016 MM) MAX. AL

MS20470AD3 LOWABLE AXIAL PLAY
RIVET
A
GOVERNOR LEVER
CONTROL ROD
CONTROL IDLER
SUPPORT
COLLECTIVE TORQUE TUBE

IDLER BELLCRANK
IDLER BELLCRANK
CONTROL ROD
DROOP COMPENSATION
ADJUSTMENT FORK
DROOP CONTROL
OVERRIDE LINK
STRUCTURE RIB
STA 124.00
(REF)
(REF)
N2 TRIM
ACTUATOR
1.60 IN. (4.064 CM)
STA 68.00 BELLCRANK (NOTE 1) 3.63 IN. STA 124.00 BELLCRANK
(NOTE 2) (NOTE 2)
STA 124.00 CONTROL

SUPPORT
FUSELAGE-ROUTED
STA 72.00 CONTROL ROD
BELLCRANK 30-087-1B
Figure 11−6. Bendix Power Turbine Governor Controls Rigging (Sheet 1 of 2)
Page 11−10
Revision 18
CSP-H-2
RIGGING BENDIX GOVERNOR (PRIOR TO ALLISON PN 6873450)
FWD
TRIM ACTUATOR RETRACTED
TO MINIMUM N2, COLLECTIVE
PARALLEL TO NOTE 8 STICK DOWN
ENGINE CL
MINIMUM N2 STOP
(UNUSED) GOVERNOR LEVER CONTROL ROD
ADJUSTED TO POSITION LEVER 80°
(UNUSED TRAVEL) FROM MINIMUM STOP (NOTE 3)
MAXIMUM N2 STOP
40-50 IN. LB (NOTE 7)
(4.52-5.65 NM) MAX.
GOVERNOR LEVER
GOVERNOR POINTER (NOTE 5)
(NOTE 4)
RIGGING BENDIX GOVERNOR (ALLISON PN 6873450 OR LATER)
NOTE 8
TRIM ACTUATOR RETRACTED GOVERNOR LEVER CONTROL ROD ADJUSTED
TO MINIMUM N2, COLLECTIVE TO POSITION LEVER 68° FROM MINIMUM STOP
STICK DOWN (NOTE 3)
MINIMUM N2 STOP
(UNUSED)
(UNUSED TRAVEL) MAXIMUM N2 STOP RANGE

(NOTE 7)
GOVERNOR LEVER
GOVERNOR POINTER (NOTE 5)
(NOTE 6)
40-50 IN. LB
(4.52-5.65 NM) MAX.
MAXIMUM SPEED
POSITION
ONE SERRATION 15°
NOTES: (CONT)
3. WITH TRIM ACTUATOR EXTENDED TO MAXIMUM N2, COLLECTIVE STICK DOWN.
4. POINTER SHOULD ALIGN WITH GOVERNOR LEVER CENTERLINE.
5. LEVER SERRATIONS HAVE 15° SPACING.
6. WITH POINTER ONE SERRATION CLOCKWISE (AWAY FROM ENGINE) FROM LEVER
CENTERLINE, TIP SHOULD ALIGN BETWEEN LETTERS P & E OF WORD SPEED.
7. DROOP CONTROL OVERRIDE LINK SPRING STARTS TO COMPRESS, ARM IS NOT
REQUIRED TO HIT MAXIMUM STOP WITH FULL COLLECTIVE AND ACTUATOR EXTENDED.
8. TRAVEL LIMIT OF TRIM ACTUATOR IS 32°.
30-087-2D
Figure 11−6. Bendix Power Turbine Governor Controls Rigging (Sheet 2 of 2)
Page 11−11
Revision 18
CSP-H-2

CONTROL DIMENSION L ANGLE ASSY PART NOTES:
ROD ASSY IN. (CM) A NUMBER 1. INITIAL DIMENSION: SHORTEN TO INCREASE
COMPENSATION, LENGTHEN TO DECREASE.
FUSELAGE-ROUTED 56.13 (142.5702) IN LINE 369A7008-3 2. WITH PILOT'S COLLECTIVE STICK AT FULL DOWN
N2 IDLER BELLCRANK 14.28 (36.2712) 90° 369A7705 AND N2 TRIM ACTUATOR AT FULL INCREASE.
GOVERNOR LEVER 4.15 (10.541) 90° 369A7706
0.040 IN. (1.016 MM) MAX. AL

MS20470AD3 LOWABLE AXIAL PLAY
RIVET
A
GOVERNOR LEVER
CONTROL ROD
CONTROL LEVER
CONTROL IDLER
SUPPORT
MAX MIN
STOP STOP
CECO GOVERNOR
QUADRANT
POINTER
IDLER BELLCRANK
PARTING LINE OF IDLER BELLCRANK
GOVERNOR OUTER CONTROL ROD
COVER PARALLEL
TO LEVER CL COLLECTIVE
TORQUE TUBE
DROOP COMPENSATION
ADJUSTMENT FORK
369A7717-3 DROOP CONTROL
OVERRIDE LINK
STRUCTURE
RIB STA 124.00
N2 TRIM
ACTUATOR
2.30 IN. (5.842 CM)
(NOTE 1) 3.60 IN. STA 124.00 BELLCRANK
STA 68.00 BELLCRANK (NOTE 2)
STA 124.00 CONTROL

SUPPORT
FUSELAGE-ROUTED
STA 72.00 CONTROL ROD
BELLCRANK
30-212B
Figure 11−7. CECO Power Turbine Governor Controls Rigging
Page 11−12
Revision 18
CSP-H-2
(a). Check that droop control override NOTE: Do not exceed the lever nut torque limit
link total end play does not exceed of 40 - 50 inch-pounds (4.52 - 5.65 Nm) or
0.015 inch (0.381 mm). the lever will bind.
(b). Check that the correct droop com NOTE: The pointer-to-lever positions specified
pensation adjustment fork is above are standard production settings. Oc
installed. Fork must measure casionally, slight variation in pointer-to-le
2.50-2.75 inches (63.50-69.85 mm) ver position may be required to obtain prop
from center of link hole to end of er travel and satisfactory engine operation.
threaded shaft. Adjusted so that the Such variation is acceptable provided all
installed dimension between the other rigging and engine performance re
centerlines of the Sta. 68 bellcrank quirements are met. Governor lever travel
pivot bolt and the fork bolt is 1.60 produced by trim actuator operation, from
±0.03 inches (40.64 ±0.762 mm). forward travel point (trim actuator re
tracted, collective stick down) to the aft
(c). Connect and turn on external power. travel point (trim actuator extended - col
Check that the N2 trim actuator is lective stick down), is 32°. Approximately
adjusted so that the dimension 48° degrees of governor lever travel from the
between attach bolt centers is 5.47 minimum N2 stop is unused on governors
±0.03 inches (138.938 ±0.762 mm) prior to Allison PN 6873450; 36 degrees is
with actuator at maximum extension. unused on governors with Allison PN
6873450 or later.
(d). With the pilot's collective stick full
(g). Adjust governor lever control rod
down and the N2 trim actuator at
length until the governor pointer is
maximum extension, adjust the
at the center of the letter D in the
length of the fuselage-routed gover
word SPEED embossed on the power
nor control rod so that the bolt center
turbine governor (detail A) or be
in the lower arm of Sta. 124 bell
tween the letters P and E in the word
crank is 3.63 ±0.03 inches (92.202
SPEED (detail B), as applicable.
±0.762 mm) from the firewall.
(h). Raise the pilot's collective stick
(e). Check that the engine compartment approximately one-third to one-half
N2 idler bellcrank control rod length of full up travel and note the follow
is set to 14.38 ±0.03 inches (365.252 ing with the N2 trim actuator fully
±0.762 mm). extended:
(f). Check position of governor lever and 1). With governor shown in detail A
pointer. installed, the governor lever may
shift to the maximum travel stop.
1). On Bendix governors prior to
Allison PN 6873450, the lever NOTE: As the stick is raised above this position
pointer should align with the lever and until it reaches full up travel the droop
centerline (detail A). control override spring compression contin
ues to increase.
2). On Bendix governors with Allison 2). With governor shown in detail B
PN 6873450 or later, the lever installed, check that the governor
pointer should be positioned one lever shifts to between the E and D
serration clockwise (away from in the word SPEED before the
engine) from lever centerline linkage (lower arm of Sta. 124
(detail B). bellcrank) bottoms out.
3). Reposition lever and pointer, if (i). Lower collective stick to full down
necessary, starting with both the and decrease N2 trim to minimum.
lever and governor shaft at the Check that the governor lever shifts
minimum stop; lever serrations back to approximately over the N of
have 15 degree spacing. N2 embossed on the governor.
Page 11−13
Revision 18
CSP-H-2
If any interference exists at the (h). Install governor lever control rod and
CAUTION governor lever, check that the check rigging as indicated by gover
correct lever is installed. nor quadrant and pointer.
(2). CECO Rigging Adjustments: 1). With pilot's collective stick full
down and with full increase trim,
(a). Check that droop control override read 75° ±2°. Operate N2 trim to
Link total end play does not exceed full decrease and read 45° ±2°.
0.015 inch (0.381 mm).
2). With pilot's collective stick full up
(b). Check that correct droop compensa and with full decrease trim read
tion adjustment fork is installed. 64° ±2°. Operate N2 trim to full
Fork must measure 3.00 inches (76.2 increase and read 90° (quadrant
mm) from center of the link hole to contacting maximum stop screw).
end of threaded shaft. Adjusted so
that the installed dimension between NOTE: Use a mirror to view quadrant and
the centerlines of the Sta. 68 bell pointer squarely when taking readings.
crank pivot bolt and the fork bolts is
2.30 ±0.02 inches (58.42 ±0.508 mm). (i). Adjust length of governor lever
control rod as required to achieve
(c). Connect and turn on external power. travel within the limits of steps (h).
Check that the N2 trim actuator is 1). and 2).
adjusted so that the dimension
between attach bolt centers is 5.47 If any interference exists at the
±0.02 inches (138.938 ±0.508 mm) CAUTION governor lever, check that the
with actuator at maximum extension. correct lever is installed.
(d). With the pilot's collective stick full (3). Final Check and Adjustment (Bendix or
down and the N2 trim actuator at CECO):
maximum extension, adjust the
length of the fuselage-routed gover (a). At the full up and full down positions
nor control rod so that the bolt center of the collective stick, check all
in the lower arm of Sta. 124 bell movable linkage for clearance with
crank is 3.60 ±0.02 inches (91.44 supporting or adjacent parts. Check
±0.508 mm) from the firewall. that the control rod, N2 actuator and
override link bearings are not
(e). Check that the engine compartment jammed when the linkage is in the
N2 idler bellcrank control rod length extreme control positions.
is set to 14.28 ±0.03 inches (362.712
±0.762 mm). (b). Start and operate engine at idle with
main rotor blades in flat pitch
(f). Adjust governor lever control rod according to Pilot's Flight Manual.
length to 4.15 inches (105.41 mm)
between attaching bolt centers. (c). Rotate pilot's throttle counterclock
wise to maximum rpm.
(g). Remove control lever from turbine
governor. Rotate control quadrant (d). Decrease N2 trim to minimum.
until 60° mark aligns with pointer on
housing and then reinstall control (e). Observe N2 tachometer pointer for 98
lever so that it is approximately percent or less (250-C18); 100
parallel to the governor outer cover percent or less (250-C20) when rotor
parting line. rpm pointer is superimposed on N2
pointer and Nl tachometer pointer is
NOTE: Lever and quadrant serrations have 15° stabilized.
spacing. Do not exceed 40 - 50 inch-
pounds (4.52 - 5.65 Nm) torque when (f). With collective stick down, increase
tightening the lever nut. N2 trim to maximum.
Page 11−14
Revision 18
CSP-H-2
(g). Observe N2 tachometer pointer for a). Shorten droop compensation

103 percent minimum (250-C18), adjustment fork to increase
104 percent minimum (250-C20); compensation.
104 percent maximum (250-C18),
105 percent maximum (250-C20) b). Lengthen fork extension to
when rotor rpm pointer is superim decrease compensation.
posed on N2 pointer and N1 tachome c). Align fork with override link rod
ter pointer is stabilized. end before tightening fork jam
nut.
Make all engine compartment
CAUTION control rod adjustments with d). Three to five turns of droop
engine shut down. compensation fork may be
necessary to change droop
(h). Stop the engine. Adjust the length of compensation approximately 0.5
the governor lever control rod until percent.
N2 trim is within limits given in
steps (e). and (g). Adjust one rod end (m). If high operating range for N1 and
not more than one turn at a time. TOT cannot be reached when full
power is demanded in flight, the gas
(i). Restart the engine, actuate N2 trim producer fuel control maximum
for 102 percent with main rotor throttle stop may require adjustment.
blades in flat pitch, lift off and hover. (Refer to Allison Operation and
Maintenance Manual.)
(j). Observe N2 tachometer pointer when NOTE: After rigging and test of Bendix or
pointer of Nl tachometer is stabilized. CECO power turbine governor controls, per
N2 pointer indication (droop compen form deceleration check in accordance with
sation) should be 1 to 2 percent procedure found in the pilot's flight manual.
(250-C18) 0.50 to 1 percent If confirmed deceleration time is less than
(250-C20) above N2 setting in step the allowable minimum, refer to the appli
(i). cable Allison Operation and Maintenance
Manual.
(k). Land and shut down engine.
4. Gas Producer Controls
(l). If droop compensation does not occur
as required in step (k)., perform the (Ref. Figure 11-1) The gas producer controls
following: include the throttle and its associated linkage
in the collective controls system (Ref. Sec. 7), a
1). Recheck entire power turbine fuselage-routed control rod and engine
governor (N2 rpm) control linkage compartment linkage. The control rod assem
rigging. blies consist of aluminum alloy tubes or solid
rods with spherical bearing rod ends. Bell
2). Check gas producer (Nl fuel con cranks and supports are either cast aluminum
trol) linkage adjustment. or magnesium, each bellcrank containing a
roller bearing. Refer to Section 2 for corrosion
Any change to initial droop com control and identification of magnesium and
CAUTION pensation fork length may re aluminum alloy parts.
sult in interference between N2 trim actua
tor case and fork threaded end. Move A. Gas Producer Linkage Replacement
collective through full travel after adjust (Ref. Figure 11-8) Disassemble linkage only to
ment and check for clearance between mov extent necessary to replace worn or damaged
able linkage and adjacent parts. parts, or to perform repairs.
3). If Nl and N2 linkage are correctly (1). Remove cotter pins, nuts, washers and
adjusted, an additional adjustment bolts as necessary to disconnect the
may be made at droop compensa appropriate control rod, bellcrank or
tion adjustment fork. support.
Page 11−15
Revision 18
CSP-H-2
(2). Remove the control support from the the collar swaging is questionable, use
firewall by removing the three standard a Cherry or Huck inspection (strip)
bolts, washers and nuts from the gage (#HG85-10) or an equivalent
vertical stiffener; then remove the inspection gage per NAS1563 to check
pull-type lockbolt from the firewall as for proper installation. Replace an
follows: incorrectly installed lockbolt.
(a). Locate the lockbolt installation at the (6). Tighten the three nuts that attach the
floorline of the cargo compartment. control support to the firewall.
Split the collar axially with a sharp
cold chisel. Use a backup bar on the NOTE: Before installing any control rod, mea
collar opposite to the side being split, sure the rod assembly for correct length
to prevent deformation or breakout of (Ref. Figure 11-2 or Figure 11-4).
the hole.
When tightening a jam nut to
CAUTION secure a control rod end, always
(b). Drive the lockbolt pin out with a hold the rod end with a wrench to prevent
drift. jamming of the bearing against the fitting.
Check that all misalignment is divided
NOTE: If lockbolt is carefully removed, another equally between the bearings of each control
lockbolt of same diameter may be used as re rod assembly.
placement. If hole is enlarged to more than
0.1870 inch (4.7498 mm), an oversized lock (7). Install replacement control rod or
bolt must be installed. bellcrank with bolt, washers, nut, and
new cotter pin (Ref. Figure 11-8).
(3). Fit replacement control support on the
firewall. Align the three standard bolt (8). Rig the gas producer control system.
holes and the lockbolt hole with the
matching holes. Install, but do not B. Gas Producer Control Linkage Inspection
tighten the three standard bolts,
washers, and nuts. (1). Inspect rod end bearings for binding
and excessive wear, 0.040 inch (1.016
mm) maximum axial play.
NOTE: If locknut hole diameter in the firewall
does not exceed 0.1870 inch (4.7498 mm), a
(2). Inspect control rod for surface damage
standard diameter pin can be used. If the
and evidence of bending.
hole is oversize and can be cleaned up with a
#7 drill, 0.2015 inch (5.1181 mm) maximum,
use an oversize 3/16 inch nominal diameter (3). Inspect for loose rivet at fixed rod end
pin (Cherry or Huck part #R3007-T, or (lower end).
equivalent).
(4). Inspect bearings in bellcranks for
binding.
(4). Install the replacement lockbolt pin and
collar; best fit results when the com (5). Perform a fluorescent dye penetrant
pressed air line pressure to the pulling inspection on any suspected part.
gun is 90-125 psi (621-862 kPa). Use
up to three AN960PD10 washers under
NOTE: After replacement and inspection of gas
the pin head, if necessary, to obtain
producer controls linkage, perform decelera
correct lockbolt grip.
tion check in accordance with the proce
dures found in the pilot's flight manual. If
(5). Visually inspect the lockbolt installa confirmed deceleration time is less than the
tion. No measurable gap is permissible allowable minimum, refer to the applicable
under either the pin head or collar. If Allison Operation and Maintenance Manu
the pin grip length or completeness of al.
Page 11−16
Revision 18
CSP-H-2
GAS PRODUCER IDLER

(NOTE 2) GAS PRODUCER
LEVER
NOTE 3
GAS PRODUCER LEVER

CONTROL ROD, JAM NUTS
COUNTERSUNK AND ROD ENDS
COUNTERSUNK
MS20470AD3 RIVET
STA. 73 CONTROL
ROD, JAM NUTS
AND ROD ENDS
* GAS PRODUCER * STA. 129

CONTROL SUPPORT BELLCRANK
BEARING
(NOTE 4)
NOTE 1
STA. 70
STA. 129
THIN SPACER
WASHERS
STA. 124
PULL-TYPE LOCKBOLT
PIN AND COLLAR
BEARING
(NOTE 4)
* STA. 70 NOTES:
BELLCRANK 1. AN960PD10 WASHER(S) USED UNDER HEAD ONLY
IF REQUIRED TO OBTAIN CORRECT GRIP.
2. PART OF INBD COLLECTIVE STICK SOCKET ASSY.
3. SPECIAL AL ALY WASHER, 0.25 IN. (6.35 MM) ID X
0.80 IN. (20.32 MM) OD.
4. INSTALL BEARING WITH GRADE A LOCKING
FUSELAGE-ROUTED COMPOUND (29, TABLE 2-4).
CONTROL ROD, JAM 5. ASTERISK ( * ) INDICATES PARTS MAY BE EITHER
NUTS AND ROD ENDS MAGNESIUM OR ALUMINUM ALLOY. REFER TO
SECTION 2 FOR ALLOY IDENTIFICATION AND
CORROSION CONTROL.
30-088D
Figure 11−8. Gas Producer Control Linkage Disassembly
Page 11−17
Revision 18
CSP-H-2
C. Gas Producer Control Linkage Repair control tube, interconnect torque tube and
associated linkage.
(1). Perform a straightness check on a
control rod that appears bent or bowed.
The total length of gas producer 5. Power Turbine Governor Controls
controls rods (excluding rod ends) must
be straight within the following (Ref. Figure 11-1) The power turbine governor
tolerances, with straightness variation controls include the N2 trim actuator and/con
limited to a maximum of 0.010 inch trol (beeper) switch on the collective stick, the
(0.254 mm) in each 12 inches (304.8 governor trim, droop control and override
mm) of length. linkage within the pilot's seat structure, a
fuselage routed control rod, and the engine
(a). Fuselage-routed control rod: 0.050 compartment linkage. The control rod assem
inch (1.27 mm). blies consist of aluminum alloy tubes or solid
rods with spherical bearing rod ends. The
(b). Sta. 73 control rod: 0.010 inch (0.254 bellcranks and supports may be either
mm). aluminum or magnesium castings, each
(c). Gas producer lever control rod: 0.020 bellcrank containing a roller bearing. The N2
inch (0.508 mm). trim actuator consists of a reversible continu
ous duty 26 Vdc motor that drives a gear train
A dye-check for cracking having non-jamming mechanical stops. Refer
WARNING shall always be performed to Section 2 for corrosion control and identifi
after cold-straightening. Replace a cation of magnesium and aluminum alloy
cracked rod, or a cracked or bent rod parts.
end.
(2). Cold-straighten a bent rod that is not A. Power Turbine Governor Linkage
within tolerance (Ref. step (1).) pro Replacement
vided there are no nicks or sharp dents
in the bend length. DO NOT use the rod Replace control rods, bellcranks or supports
ends to support the rod during the according to Gas Producer Linkage Replace
straightening process. ment, and Figure 11-9 and Figure 11-10, with
the following exceptions: the trim actuator and
Use care when drilling to re Sta. 72 bellcrank which must be removed as a
CAUTION move or install a riveted rod unit, and the droop control override link
end; the rod end is steel and the rod is alu assembly.
minum. Tighten the jam nut before drilling
and riveting. NOTE: Only high temperature all metal nuts
(not fiber insert type) are to be used for an
(3). Replace a control rod end if bearing choring control idler support (Figure 11-10)
axial play is more than 0.040 inch to engine gear case accessory pad.
length and bearing agularity as shown (1). Remove the droop control override link
in Figure 11-2 or Figure 11-4. by disconnecting the link housing end
(4). Replace unserviceable bellcrank fitting from the collective torque tube,
bearings. Install a new bearing of the and the rod end from the droop com
correct type with surface primer and pensation fork.
grade A locking compound (28 and 29,
Table 2-4), according to container (2). Remove the N2 trim actuator and Sta.
instructions. 72 bellcrank as a unit:
(5). Replace bellcranks or control supports (a). Disconnect the bonding jumper and
for distortion, cracks or elongated holes. electrical connector from the actua
D. Gas Producer Throttle Linkage tor.
Refer to Collective Controls in Section 7 for (b). Disconnect the actuator from Sta. 68
information on the throttle gas producer bellcrank.
Page 11−18
Revision 18
CSP-H-2
NOTES: NOTES: (CONT)

1. BUSHINGS MUST ROTATE FREELY AFTER 6. TAB ON CURRENT TYPE; STRAP ON
COLLECTIVE
ASSEMBLY. EARLY TYPE.
TORQUE TUBE
2. INSTALL BEARINGS WITH GRADE A LOCKING 7. ASTERISK ( * ) INDICATES CORROSION
COMPOUND (29, TABLE 2-4). RESISTANT STEEL.
3. LUBRICATE SPRING, RETAINERS, PLUNGER 8. DOUBLE ASTERISK ( * * ) INDICATES THAT
AND INSIDE OF HOUSING WITH GREASE (26) PARTS MAY BE EITHER MAGNESIUM OR
BEFORE INSTALLATION OF RIVETS. SPECIAL ALUMINUM ALLOY. REFER TO SECTION 2
4. PLUNGER HEX FLATS ALIGN AT 90 DEGREES WASHER FOR ALLOY IDENTIFICATION AND
WITH ROD END VERTICAL. PLUNGER HEAD CORROSION CONTROL.
MUST HAVE FREE TRAVEL TO END OF OBLONG
SLOT IN HOUSING END FITTING.
5. JAM NUT TIGHTENED FOR MINIMUM FREE
PLAY IN SPRING.
BONDING JUMPER
STRUCTURE RIB *
DROOP
COMPENSATION
FORK
* * STA. 68 BELLCRANK
N2 TRIM ACTUATOR
BEARING
(NOTE 2)
NOTE 6
LOCKED
SLEEVE BUSHING THREAD
(NOTE 1) INSERT CONTROLS SUPPORT
BRACKET
* STRUCTURE
RIB
FLANGE
BUSHING
SLEEVE BUSHING
(NOTE 1)
STA. 64 SEAT
STRUCTURE STA. 124
BRACKET BEARING BELLCRANK
(NOTE 2)
FUSELAGE-ROUTED
CONTROL ROD, JAM
NUTS AND ROD ENDS
* * STA. 72 BELLCRANK
MS20604AD4K1 SPECIAL
(OR AD4W1) RIVET WASHER
MS20470A2 RIVET PLUNGER (NOTE 4)
(NOTE 3)
RETAINER
ROD END BEARING

(NOTE 4) RETAINER SPRING (NOTE 2)
DROOP CONTROL LINK HOUSING
JAM NUT (NOTE 3)
OVERRIDE LINK
(NOTE 5)
30-089D
Figure 11−9. Governor Control Linkage Disassembly (Forward of Engine Compartment)
Page 11−19
Revision 18
CSP-H-2
ENGINE ACCESSORY NOTE 3

GEARCASE PAD
* CONTROL IDLER GOVERNOR LEVER
SUPPORT
GOVERNOR LEVER CONTROL ROD,

JAM NUTS AND ROD ENDS
AN4045-1 GASKET
NOTE 4 * IDLER BELLCRANK
BEARING
(NOTE 2)
MS20470AD3 RIVET
IDLER BELLCRANK CONTROL ROD,
JAM NUTS AND ROD ENDS
* STA. 124 CONTROL SUPPORT

* STA. 124 BELLCRANK
NOTE 1
PULL-TYPE
LOCK BOLT PIN
AND COLLAR
BEARING
(NOTE 2)
FUSELAGE-ROUTED CONTROL ROD
NOTES:
1. AN960PD10 WASHERS USED UNDER HEAD ONLY IF REQD TO OBTAIN CORRECT GRIP.
2. INSTALL BEARING WITH GRADE A LOCKING COMPOUND (29, TABLE 2-4).
3. SPECIAL ALUMINUM ALLOY WASHER; 0.25 IN. (6.35 MM) ID X 0.80 IN. (20.32 MM) OD.
4. USE HIGH TEMPERATURE ALL-METAL NUTS ONLY.
5. ASTERISK ( * ) INDICATES THAT PARTS MAY BE EITHER MAGNESIUM OR ALUMINUM ALLOY.
REFER TO SECTION 2 FOR ALLOY IDENTIFICATION AND CORROSION CONTROL.
30-090F
Figure 11−10. Governor Control Linkage Disassembly (Engine Compartment)
Page 11−20
Revision 18
CSP-H-2
(c). Disconnect Sta. 72 bellcrank from the B. Governor Control Linkage Inspection
fuselage-routed control rod end.
(1). Inspect rod end bearings for binding
and excessive wear, 0.040 inch (1.016
(d). Remove the pivot bolt that attaches mm) maximum axial play.
Sta. 72 bellcrank to structure rib and
controls support bracket; remove (2). Inspect control rod for surface damage
actuator and bellcrank. and evidence of bending.
(3). Inspect for loose rivet at fixed rod end
(3). Disconnect the trim actuator from Sta. (lower end).
72 bellcrank. Use care to keep sleeve
bushings with bellcrank. (4). Inspect bearings in bellcranks for
binding.
(4). Check a replacement trim actuator for (5). Perform a fluorescent dye penetrant
correct maximum extended length of inspection on any suspected part.
5.47 ±0.03 inches (138.938 ±0.762 mm)
between attach bolt centers. If dimen NOTE: After replacement and inspection of the
sion is not correct, test actuator for power turbine governor controls linkage,
proper operation. perform deceleration check in accordance
with procedures found in the pilot's flight
(5). Assemble original or replacement trim manual. If confirmed deceleration time is
actuator to original or replacement Sta. less than the allowable minimum, refer to
72 bellcrank with a bolt, two washers, the applicable Allison Operation and Main
nut and new cotter pin. Check that both tenance Manual.
sleeve bushings are in place in Sta. 68 C. Governor Control Rods and Bellcranks
bellcrank arm before connecting the Repair
actuator; then install assembled unit in
controls support bracket and connect (1). Perform a straightness check on a
linkage as shown in Figure 11-9. The control rod that appears bent or bowed.
sleeve bushings in Sta. 68 bellcrank The total length of governor control
arm must rotate freely, without any rods (excluding rod ends) must be
binding, after the actuator is attached straight within the following tolerances,
and the connecting hardware is tight with straightness variation limited to a
ened. maximum of 0.010 inch (0.254 mm) in
each 12 inches (304.8 mm) of length.
(6). Connect replacement droop control (a). Fuselage-routed control rod: 0.050
override link to collective torque tube. inch (1.27 mm).
Push on rod end and check that the link
assembly plunger head is free to slide (b). Governor lever control rod: 0.010
back and forth in the link housing end inch (0.254 mm).
fitting. Connect rod end to droop
compensation fork; the rod end should (c). N2 idler bellcrank control rod: 0.020
align with the fork. inch (0.508 mm).
A dye-check for cracking
(7). Connect the bonding jumper and WARNING shall always be performed
electrical connector to the actuator. after cold-straightening. Replace a
cracked rod, or a cracked or bent rod
NOTE: Replacement trim actuator may have a end.
tab or use a bonding strap/clamp for connec
tion of the bonding jumper. (2). Cold-straighten a bent rod that is not
within tolerance (step (1).) provided
there are no nicks or sharp dents in the
(8). Rig the control system. bend length. DO NOT use the rod ends
Page 11−21
Revision 18
CSP-H-2
to support the rod during the straight Apply primer (4, Table 2-4) to reworked
ening process. area.
Use care when drilling to re (5). Install existing locknut and new
CAUTION move or install a riveted rod NAS42DD1010 spacer on -3 extension;
end; the rod end is steel and the rod is alu reinstall extension (Ref. Figure 11-11).
minum. Tighten the jam nut before drilling
(6). Perform rigging of power turbine
and riveting.
governor controls.
(3). Replace a control rod end if bearing (7). Reinstall control covers and floor access
axial play is more than 0.040 inch panels.
length and bearing angularity as shown E. Droop Control Override Link Assembly
in Figure 11-6 or Figure 11-7. Repair
(4). Replace unserviceable bellcrank (Ref. Figure 11-9)
bearings. Install a new bearing of the
correct type with surface primer and (1). Replace an unserviceable link housing
grade A locking compound (28 and 29, end fitting bearing (detail A). Install a
Table 2-4), according to container new bearing of the correct type with
instructions. surface primer and grade A locking
compound (28 and 29, Table 2-4),
(5). Replace bellcranks or control supports according to container instructions.
for distortion, cracks or elongated holes.
(2). Replace an unserviceable rod end or
D. Relocation of Locknut and Installation of broken spring:
Spacer (a). Remove the four rivets from rod end
The following procedure to relocate the of housing.
existing droop compensation adjustment (b). Drill out rod end rivet and disas
locknut on the PN 369A7717-3 extension to a semble spring assembly. Discard rod
new location above the arm assembly is to end and plunger.
preclude loosening and/or loss of the locknut
during helicopter operation. This procedure (c). Assemble new plunger, retainers,
affects PN 369H7825 droop control bellcrank spring and jam nut. Screw down the
assembly (Sta. 68.00); it does NOT affect PN jam nut on plunger threads until
369H7825-11 droop control bellcrank assem there is minimum free play of the
blies. spring.
(1). Remove pilot's floor access panels and (d). Install replacement rod end to point
control covers to gain access to under of contact with jam nut. Check
seat linkage for power turbine governor alignment of the flats on the plunger
controls. head and the rod end; with rod end
vertical, two of the flats must be
(2). Remove PN 369A7717-3 extension from perpendicular at 90 degrees (detail
droop control override link and Sta. A). Tighten jam nut against rod end.
68.00 bellcrank.
NOTE: When the override link assembly is
NOTE: Spotface through radius of arm only. installed between the droop compensation
DO NOT spotface below flat surface of arm fork and the collective torque tube, the
around circumference of insert in arm. plunger must be free to travel to the end of
the oblong slot in the link housing end fit
(3). Spotface PN 369A7716 or 369N2606 ting without binding.
arm assembly, as shown in
Figure 11-11. (e). Using a #50 drill, drill through rod
end and plunger at the witness hole
(4). Touch up reworked surface of arm with of the rod end. Install an MS20470A2
Dow 7 or Dow 17 chemical treatment. rivet of correct length.
Page 11−22
Revision 18
CSP-H-2
0.687 IN.
(17.4498 MM) DIA.
SPOTFACE
(NOTE)
369A7717-3 EXTENSION
369A7716-BSC ARM ASSEMBLY
NOTE
AN316-5R NUT
INSERT
2.30 IN. (5.842 CM) R
NAS42DD10-10 SPACER
REWORK - ARM ASSEMBLY

369A7716-BSC ARM ASSEMBLY
NEW NUT LOCATION

NOTE: DO NOT SPOTFACE BELOW FLAT SURFACE
OF ARM AROUND CIRCUMFERENCE OF INSERT.
30-221A
Figure 11−11. Relocation of Locknut − Sta. 68.00 Bellcrank Assembly
Page 11−23
Revision 18
CSP-H-2
(f). Lubricate the interior of the housing, MS3106-10SL-3S

the spring retainers and plunger M1 SPDT
EXTEND
CONNECTOR
with grease (26). Install the spring SWITCH A
+ MA RETRACT B
assembly in the housing so that C
26 VDC
plunger hex enters end fitting slot POWER V M2
and rod end aligns vertically with
- 30-091
housing bearing (detail A).
(g). Complete the link assembly by ITEM
installing the four retention rivets NO.
(MS20604AD4K1 or W1) in the 1 6 in. (152.4 mm) scale.
housing (detail A).
2 Dc voltmeter, calibrated 0−50 volts (Weston
6. RPM Governor (N2) Trim Actuator Model 931 or equivalent).
The N2 trim actuator (a linear electro-me 3 Dc miliiammeter, calibrated 0−5 amperes

chanical actuator that is operated by a (Weston Model 931 or equivalent).
``beeper” switch on the collective pitch stick) 4 Variable dc power supply, 10−36 volts
allows N2 speed to be varied over a range of (N.J.E. Model SY36−10 or equivalent).
approximately 94-105 percent. Any change in
actuator length or in collective pitch actuates 5 Dial indicator gauge (Brown and Sharp
the governor linkage and establishes a new Model 740 or equivalent).
power output demand on the engine. For all
practical purposes, the main rotor speed is 6 Switch, SPDT, center off.
held constant. Operating stroke of the actuator
ram is approximately 1.00 inch (25.4 mm), and Figure 11−12. N2 Trim Actuator Test hookup
linear speed is 0.15 inch (3.81 mm) per second; (3). With actuator ram approximately
full travel from full retraction to full extension halfway between stops, set up dial test
is approximately 7 seconds. The actuator is indicator and measure the ram end
lubricated by the manufacturer and no further play. The end play must not exceed
lubrication is required for the life of the 0.005 inch (0.127 mm) tir when mea
actuator. sured under a 10 lb. (4.5 kg) reversing
load.
A. N2 Trim Actuator Replacement
(4). Position test switch to RETRACT and
Refer to Power Turbine Governor Linkage allow the actuator ram to fully retract.
Replacement. Using the end of the ram sleeve as a
reference point, measure the portion of
B. N2 Trim Actuator Repair ram that remains out of the sleeve to
the nearest 0.015625 inch (0.396785
Repair of the N2 trim actuator, other than that mm). Record this measurement for use
performed by an authorized overhaul agency in step (5).
or the manufacturer, is limited to replacement
of an unserviceable rod end in the actuator (5). Position test switch to EXTEND and
ram. With the ram at full extension, set the run ram to the extend stop. Measure
distance between attach bolt centers to 5.47 the length of the extended ram, Sub
inches (138.938 mm) before reinstalling the tract the measured result of step (4).
actuator. from this value. The result should be
0.97-1.03 inches (24.638-26.162 mm).
C. N2 Trim Actuator Testing (6). The operating current under no-load
conditions, at 26.0 Vdc input should be
(1). Connect the N2 trim actuator to test between 0.60-1.25 amperes when
harness and equipment shown in running and 2.0 amperes maximum
Figure 11-12. when stalled.
(2). Turn on dc power and adjust output to (7). Operate the actuator motor in both
25.75-26.25 volts. extend and retract direction. Overtravel
Page 11−24
Revision 18
CSP-H-2
must not exceed 0.020 inch (0.508 mm) (10). Run the actuator to the fully extended
maximum when power is turned off. position. The overall length of the
extended actuator should be 5.47 inches
(8). Reduce the voltage input to 21 volts. (138.938 mm) between attach bolt
The actuator ram must retract and centers. Turn power off and disconnect
extend to the stops without binding on the actuator.
the stops or between the stops.
7. Anti−Icing System
(9). Increase the input voltage to 28 volts.
The actuator ram must retract and 8. Anti−Icing System Troubleshooting
extend to the stops without binding on
the stops or between stops. (Ref. Table 11-2)
Table 11−2. Anti−Icing System Troubleshooting
NOTE: Refer to Section 19 for interconnection wiring and circuit information for the electrically operated anti−icing
system.
Actuation of anti−ice system does Inoperative or defective actuator. Replace actuator.
not restore normal engine Defective N2 GOV circuit breaker Ref. Sec. 19.
operation when compressor icing or electrical circuits.
occurs.
Actuator not rigged properly. Check rigging.
Lack of anti−icing air. Check engine air lines for leaks.
Defective or stuck anti air valve. Replace anti−icing valve.
*Cable wire loose in anti−icing air *Tighten or replace adapter with
valve lever adapter or adapter stud cable and valve in correct position.
sheared or stripped.
De−actuation of anti−ice system Same as troubles above. Same as actions above.
does not return anti−icing valve
lever to forward position. (Inflight *Cable to control lever piston Replace damaged parts.
symptom is continuation of retaining pin sheared (inside lever
approximately 10% reduction in housing).
available power or torque.)
*Adapter nut over−tightened. *Loosen adapter nut and retorque to
not more than 10 inch−pounds
(1.13 Nm).
Movement of anti−icing valve **Control cable sleeve kinked or **Check cable operation with cable
control lever very difficult. one or more routing bend radii less wire detached from shutoff valve
than a 3 inch (76.2 mm) minimum. lever adapter (early system) or cable
clevis detached from shutoff valve
lever (current system). Replace
kinked cable or remove sharp bends
in cable routing.
NOTE:
* Indicates early manually operated anti−icing system only.
* * Indicates early and current manually operated anti−icing systems.
Page 11−25
Revision 18
CSP-H-2
9. Anti−Icing Controls (Electrically Operated (4). If anti-icing valve lever has insufficient
System) travel or linkage binds, re-rig (Ref.
Electrically Operated Anti-Icing Valve
(Ref. Figure 11-13) Anti-icing valve electrical Rigging).
control equipment consists of an anti-icing
valve control switch, an electrical actuator and B. Electrically Operated Anti−Icing Valve
associated electrical wiring and miscellaneous Rigging
hardware. (1). Disconnect the aft end of the engine
ant-ice rod (if connected).
The actuator is attached to a bracket mounted
under the engine hoist fitting behind the (2). Manually position the engine anti-ice
anti-icing valve. lever to the full OFF (forward) position.
Rigging adjustment is made by
An adjustable rod connects the anti-icing lever CAUTION changing anti-ice rod length.
to the actuator crank arm.
Do not reposition the actuator arm on the
A three-position anti-icing control valve shaft. Also, do not force the actuator arm in
switch located overhead in the pilot's compart either direction. Use the DE-ICE switch to
ment controls actuator operation in either a position the actuator arm.
clockwise or counterclockwise direction. (3). Turn power ON. Set DE-ICE switch to
OFF (aft) position.
Actuator circuits are protected by the N2 GOV
circuit breaker on the instrument panel (Ref. (4). For the spring-loaded anti-ice rod,
Section 19). When the switch is moved to the loosen jam nut on engine anti-ice rod.
full aft (OFF) position the actuator shaft Adjust the rod end until the forward
rotates counterclockwise (viewed from the terminal slide pin is centered in the slot
shaft end) closing the anti-icing valve. with aft terminal attached to the
Stop-to-stop actuator shaft rotation normally actuator arm.
requires a minimum of 20 seconds.
(5). For the non-spring-loaded double end
A. Anti−Icing Controls Operational Check adjustable engine anti-ice rod, loosen
(Electrically Operated0 jamnut and adjust disconnected aft rod
end until rod length is proper for
NOTE: The N 2 GOV circuit breaker on the connection of rod to actuator crank arm;
instrument panel must be set (pushed in) then tighten jamnut.
for the anti-icing actuator to operate.
(6). Secure the aft rod end to the actuator
(1). Set the DE-ICE switch to the OFF (aft) arm with a clevis pin, washer and
position. cotter pin.
(7). Perform an operational check of the
(2). Observe that the anti-icing valve lever installed electrical actuator.
moves to the forward (OFF) position.
C. Anti−Icing Valve Actuator and Linkage
NOTE: If the installation is equipped with a Replacement
spring-loaded anti-icing rod, carefully ob
serve the pin position in the forward termi (Ref. Figure 11-13)
nal slot. The pin must be in the center of the (1). Check that all electrical power is OFF.
slot (Figure 11-13). If the pin is not centered
in the slot, re-rig the anti-icing rod. NOTE: Although not mandatory, removal of the
tailpipe assembly provides best access to
(3). Alternately set the DE-ICE switch to components.
the ON and OFF positions. Make sure (2). Disconnect the electrical connector from
the actuator operates the anti-icing the actuator.
valve from the OFF (forward) to ON
(aft) position. Allow a minimum of 20 (3). Remove cotter pins, washer and pins to
seconds for the crank arm to travel disconnect anti-icing rod from actuat
between full throw positions. ing levers.
Page 11−26
Revision 18
CSP-H-2
HEAT DUCT AND

VNE CARD COVER
ENGINE DE-ICE
SWITCH
(NOTE 2)
ENGINE LIFT
FITTING ELECTRICAL
ACTUATOR
ACTUATOR
BRACKET
GASKET
SPRING-LOADED SHIELD
ANTI-ICING ROD
ACTUATOR
CRANK ARM
SLIDE TERMINAL
ANTI-ICING VALVE LEVER
FIXED ANTI-ICING ROD

SLIDE PIN
(NOTE 1)
NOTES:
1. SLIDE PIN MUST BE CENTERED IN SLOT WHEN ANTI-ICING VALVE
LEVER IS IN FORWARD (OFF) POSITION.
2. SIDE-MOUNTED SWITCH (EARLY CONFIGURATION) OR FACE-MOUNTED
SWITCH (CURRENT CONFIGURATION) MAY BE LOCATED EITHER LEFT
OR RIGHT SIDE FOR PILOT SEAT CONVENIENCE. 30-158A
Figure 11−13. Engine Anti−Icing Valve Electrically Actuated Equipment
Page 11−27
Revision 18
CSP-H-2
(4). Disassemble rod only to the extent 10. Anti−Icing Valve Control Cable (Manually
necessary to replace worn or damaged Operated)
parts.
(Ref. Figure 11-14) There are two types of
manually operated anti-icing valve control
(5). Release setscrew tension on actuator
cable installations.
crank arm and remove crank from
actuator. The early type anti-icing valve control consists
of a flexible, enclosed wire-type cable assem
(6). Remove the actuator, gasket and shield bly bonded to a control housing.
by removing the lockwire, four attach
ing screws and washers from the The control housing with cable actuating knob,
support bracket. is attached to the left side of the overhead
canopy frame in the pilot's compartment.
NOTE: Refer to Section 10 for actuator bracket Movement of the control lever rearward to the
assembly replacement. latch notch opens the anti-icing valve com
pletely. Releasing the control lever from the
(7). Install replacement actuator with latch notch results in spring-loaded return of
gasket and shield on bracket assembly the lever to the forward (OFF) position.
with four screws and washers. Safety
screwheads with lockwire. Control lever piston travel in the housing is
approximately 1.50 inches (38.1 mm), from the
(8). Connect the electrical connector to open to closed positions.
actuator. The current type anti-icing valve control has a
control handle and the push-pull wire and
(9). Turn power ON and set DE-ICE switch conduit assembly incorporated at the right side
to OFF (aft) position. of a heat duct attached to the overhead canopy
structure.
(10). Install actuator crank arm on serrated
actuator shaft at 23 degree angle aft of Movement of the cable actuating control
shaft vertical centerline. (Vertical handle forward opens the anti-icing valve
centerline is parallel to forward edge of completely. A spring-type detent holds the
anti-ice actuator.) Alignment of missing handle in the forward (on) position. The
tooth in arm and shaft (with arm control handle must be manually returned to
positioned down and aft) indicates the rearward (off) position.
correct arm-to-shaft alignment. Be
Minimum travel for the control handle is 1.44
sure that shaft clears actuator scre
inches (36.576 mm), from the open to the
wheads. Tighten the setscrew.
closed positions.
NOTE: If the engine anti-ice rod has a spring- Cable routing for the early type installation is
loaded slide terminal and an adjustable ter on the left side of the main rotor mast support
minal jamnut, the slide terminal end must structure alongside the torquemeter oil
be installed on the engine anti-ice lever. pressure line as far as the plenum chamber; at
this point the anti-ice cable is routed down
(11). Connect the slide (forward) terminal ward through the firewall into the engine
end of engine anti-ice rod to the engine compartment.
anti-ice lever with clevis pin, washer
Cable routing for the current type installation
and cotter pin.
is similar but along the right side of the mast
support structure and back to the plenum
(12). Refer to Electrically Operated Anti-Ic chamber.
ing Valve Rigging for instructions on
connection of the adjustable end of the No electrical switching is used in the manually
anti-ice rod and proper rigging. controlled anti-icing valve control systems.
Page 11−28
Revision 18
CSP-H-2
NOTE: Hughes Notice HN-151 provides and checking for binding during full
instructions for replacing existing cabinet movement of control lever knob or lever
heat duct assemblies with new fiberglass- from ON to OFF positions. Manually
type duct assemblies. The new configuration actuate the anti-icing valve lever to
for the optional cabin heating system is de check freedom of movement. Early
signed to provide greater resistance against system: Reinstall cable wire and torque
heat, deformation, and wear. A procedure adapter nut to 10 inch-pounds (1.13
for rework of the control cable assemblies to Nm) maximum. Secure nut with new
make them compatible with the new fiber cotter pin. Current system: Reinstall
glass duct installation also is provided by clevis to valve lever with clevis pin,
HN-151. washer and cotter pin.
A. Anti−Icing Valve Control Operational B. Anti−Icing Valve Control Cable Inspection

Check (Manually Operated) (Manually Operated)
(1). Move control lever knob to full aft (1). Inspect cable for kinks, crushed sleeve
position (early system) or control and corrosion.
handle to full forward position (current
(2). Early system: Inspect piston for wear or
system) to open anti-icing air valve.
elongation of knob shaft or lock pin
Control knob or handle should not creep
holes; inspect control spring for kinks
away from anti-icing valve full open
or breaks.
position.
(3). Inspect valve lever or valve lever
(2). In engine compartment, check that adapter for excessive wear.
anti-icing air valve lever is positioned
at aft travel limit and that cable wire C. Anti−Icing Valve Control Cable
does not appear to be distorted by Replacement (Manually Operated)
overtravel.
(Ref. Figure 11-14)
(3). Early system: Release control lever
knob from housing notch; lever piston (1). Unlatch or remove plenum chamber
return spring should return lever knob access door, and left or right half of
to housing forward stop without engine air inlet forward fairing, as
manual assistance. If valve does not appropriate, for access to cable.
return, the valve lever adapter nut may
be over-tightened; refer to step (6). (2). Remove two screws, washers, and nuts
Current system: Manually return and spacers that attach cable housing
control handle to full aft (of position. to structure (early system); or remove
seven screws attaching heat duct outer
(4). Recheck position of anti-icing valve box to heat duct and canopy frame
lever; lever should be positioned at (current system)
forward travel limit. (3). Remove clamps and straps that attach
cable to structure along its full length.
(5). If anti-icing valve lever does not have
sufficient travel or the cable appears to (4). Loosen the nut of adapter at the
distort when actuated, adjust cable wire anti-icing valve on the engine (early
(early system) or cable clevis (current system); or remove clevis pin, washer
system) for correct lever stroke, and cotter pin attaching clevis to valve
lever (current system).
NOTE: On current system, check that pop
petguide and arm are positioned as shown (5). Remove control cable.
in engine build-up illustration.
(6). Route the replacement cable assembly
(6). When control cable operation is stiff, into position. Check that grommets
isolate the trouble by removing the (two on early type, one on current type
cable wire or clevis from the valve lever cable) are in place on the cable.
Page 11−29
Revision 18
CSP-H-2
PISTON HOUSING FLEXIBLE CASING

TEFLON PISTON
HOUSING SPACER CABLE SPLICE
MOUNTING SPACER CLAMP
0.34375 IN. (8.73125 MM)
LONG
CONTROL KNOB
NYLON STRAPS
(TYP EITHER SIDE)
RETURN SPRING
GROMMET (TYP)
LOCK PIN
EARLY SYSTEM
(LEFT SIDE)
MOUNTING SPACER
0.453125 IN. (11.509375 MM)
LONG
NOTES:
CABLE ASSY 1. SEAL HOLE, ON ENGINE SIDE OF PAN,
WITH ADHESIVE (102, TABLE 2-4).
2. FORWARD BLOCK AND CLAMP MATING
SURFACES FACED WITH TAPE (112).
GROMMET HANDLE SHAFT SLIDES AGAINST THESE RIGID TUBING
SURFACES.
ADAPTER 2 PLCS
PLENUM CHAMBER
AIR INLET PAN
1 PLC
SETSCREW
LEVER
ANTI-ICING VALVE
(EARLY SYSTEM) POPPET GUIDE CONTROL HANDLE
ANTI-ICING SYSTEM
(CURRENT SYSTEM) CANOPY
FRAME
HANDLE DETENT
SPRING
FLEXIBLE CASING
CABLE SPLICE CABLE SUPPORT BLOCK
(3 PLCS) (NOTE 2)
RIGID TUBING
PLENUM CHAMBER CURRENT SYSTEM OUTER BOX
AIR INLET PAN
HEAT DUCT
6 PLCS MOUNTING
SCREW
OPEN
NOTE 1
CLEVIS ATTACH POINT
CABLE CLOSED ANTI-ICING VALVE
CLEVIS INLET AIR
SCREEN
LEVER ASSY 30°

FIREWALL
SEAL
VERTICAL CENTERLINE
POPPET GUIDE OF ENGINE
(LOOKING AFT) 30−092B
Figure 11−14. Engine Anti−Icing Valve Manual Control Installation
Page 11−30
Revision 18
CSP-H-2
(7). Early system only: Attach control D. Anti−Icing Control Cable Repair
housing to canopy structure bracket (Manually Operated)
with two screws, the housing spacer,
mounting spacers (0.34375 inch (Ref. Figure 11-14) Early system only: The
(8.73125 mm) length inboard), washers control assembly is normally replaced as a
and nuts. unit. However, disassembly to the extent
shown in Figure 11-14 can be accomplished for
(8). Install clamps and straps that attach inspection purposes No repairs are recom
cable to structure. Seal hole at engine mended except for replacement of lever
side of plenum pan where current type mechanism parts.
cable passes through, using adhesive (1). Move control knob to full extent of
(102, Table 2-4). forward travel.
NOTE: The clamp nearest to the valveshould (2). Pull control knob shaft out of piston.
not be aligned until after travel is checked.
(3). Pull piston out of housing.
(9). Current system only: Attach heat duct (4). Remove lock pin from piston to free
outer box to heat duct and canopy cable and piston.
frame with seven screws.
(5). Inspect and replace worn lever mecha
(10). Adjust cable wire in valve lever adapter nism parts as required.
(early system) or cable clevis at valve
(6). Extend cable rod through housing so
lever (current system).
parts can be assembled.
(11). When assured that control will operate (7). Apply a thin film of grease (26,
the valve through full range of travel, Table 2-4) on a serviceable spring.
tighten the clamp nearest the valve.
(8). Fit serviceable piston on cable rod and
(12). Latch or reinstall plenum chamber secure with lockpin.
access door and removed half of engine (9). Push piston into housing until large
air inlet forward fairing. hole in piston is aligned with large hole
in end of housing slot.
(13). Current system only: After installation,
adjust handle to be parallel with (10). Insert control knob through housing
windshield glass. slot and into piston.
Page 11−31
Revision 18
CSP-H-2
Page 11−32
Revision 18
CSP-H-2
Section
12
Engine Fuel System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 12 Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1

1. Engine Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
2. Troubleshooting the Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
3. Fuel System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
Table 12-1. Troubleshooting the Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-1
4. Fuel Cells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
5. Fuel Cell Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
A. Left Fuel Cell Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
B. Right Fuel Cell Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
C. Fuel Cell Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
6. Fuel Cell Cover Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
A. Left Fuel Cell Cover Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
B. Right Fuel Cell Cover Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
C. Left Fuel Cell Cover Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Figure 12-1. Fuel Cell Installation (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-4
D. Right Fuel Cell Cover Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
7. Fuel Cell Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
A. Preparing Fuel Cell for Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
B. Fuel Cell Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
C. Repair of Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
8. Fuel Cell Pressure Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
9. Fuel Filler Shield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
A. Fuel Filler Shield Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
B. Fuel Filler Shield Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
C. Fuel Filler Shield Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
10. Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
11. Fuel Filler Cap Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
12. Fuel Filler Cap Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
13. Fuel Filler Cap Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
14. Fuel Cell Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
15. Fuel Cell Vent System Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
A. Forward Fuel Cell Vent System Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-9
B. Aft Fuel Cell Vent System Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
C. Forward Fuel Cell Vent System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
D. Aft Fuel Cell Vent System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
16. Fuel Cell Vent System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-10
Page 12-i
Revision 18
CSP-H-2

Figure 12-2. Forward Vent - Fuel Cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-11
17. Fuel Shutoff Valve Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
18. Fuel Shutoff Valve Control Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
A. Fuel Shutoff Valve Control Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
B. Fuel Shutoff Valve Control Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
19. Fuel Shutoff Valve Control Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
20. Fuel Shutoff Valve Control Assembly Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
21. Fuel Shutoff Valve Control Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
Figure 12-3. Fuel Shutoff Valve (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-14
22. Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
23. Fuel Shutoff Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
A. Fuel Shutoff Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
B. Fuel Shutoff Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
24. Fuel Shutoff Valve Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
25. Fuel Supply Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
26. Fuel Supply Drain Valve Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
A. Fuel Supply Drain Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-16
B. Fuel Supply Drain Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
27. Fuel Supply Drain Valve Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
28. Engine Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
29. Engine Fuel Supply System Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
A. Engine Fuel Supply System Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
B. Engine Fuel Supply System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
30. Engine Fuel Supply System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
31. Start Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
32. Start Pump Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
A. Start Pump Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-18
B. Start Pump Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-19
33. Fuel System Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-19
Figure 12-4. Fuel Start Pump Installation (Sheet 1 0f 4) . . . . . . . . . . . . . . . . . . . . . . . . 12-20
Page 12-ii
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CSP-H-2
SECTION 12
ENGINE FUEL SYSTEM
1. Engine Fuel System 2. Troubleshooting the Fuel System
The fuel system is a suction type (non-gravity (Ref. Table 12-1 and Sec. 17)
feed) system that consists of two flexible
interconnected fuel cells,located in separate 3. Fuel System Inspection
compartments beneath the cargo/passenger (1). Inspect the fuselage skin beneath the
compartment. fuel cells for indications of fuel leakage.
Both fuel cells are vented to the atmosphere (2). Inspect the fuel cell drain valve for
through a venting system to the lower side of leaks and lockwire for security.
the fuselage.
(3). Inspect fuel lines, fittings, fuel cell
Additional components of the fuel system covers and tank unit for leakage,
include forward and aft vents, two drainvalves, damage and security.
starting fuel pump, shutoff valve, tank unit,
filler neck (with an extended range tank (4). Inspect electrical wiring for damage
fuelline connection) various interconnecting and security.
fuel lines and associated electrical wiring. (5). Inspect fuel shutoff valve for operation,
leaks, damage and security.
The fuel cells are serviced through a filler neck
on the rightside of the fuselage. (6). Inspect fuel inlet line, engine pump
drain valve and fuel line connections at
Once the engine is started, fuel is drawn from pump and bulkhead fittings for leaks,
the cells through the shut-off valve by the damage and security. Inspect fire sleeve
engine-driven fuel pump. for cuts, tears and punctures.
The engine operation and maintenance (7). Check that vent fairing opening (and
manual provides detailed information and alternate opening, if installed) is free of
theory of operation for the engine fuel system. obstructions such as ice, mud or other
foreign matter that may have come in
Refer to Section 17 for fuel filter switch and contact with underside of helicopter.
fuel quantity tank unit information. Inspect for damage and security.
Table 12−1. Troubleshooting the Fuel Supply System
Engine fails to start (starting pump Starting fuel pump defective. Replace starting fuel pump.
in operation).
No fuel flow or insufficient fuel flow Disconnected, ruptured or broken Check all fuel lines for security;
to engine−driven fuel pump fuel line. replace damaged fuel line.
(starting pump operating properly).
Defective fuel shutoff valve or fuel Replace fuel shutoff valve; repair
shutoff control disconnected or control installation as necessary.
loose at valve.
Clogged fuel line. Clean or replace defective fuel line.
Twisted fuel inlet hose. Remove and correctly install inletline.
FUEL FILTER warning light ON. Clogged fuel filters. Remove and clean engine−driven
fuel pump and gas producer fuel
control filters. (Refer to engine
operation and maintenance manual.
Page 12−1
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CSP-H-2
4. Fuel Cells (detail A). Remove baffle support rod

from nipple and tabs in baffle.
The two fuel cells are interconnected, bladder
type cells enclosed within the lower fuselage (9). Remove the two aluminum washers
section, directly under the cargo compartment that are installed between crossover
floor. fitting flange and the cell.
Fuel is delivered to the engine from the left (10). Fold the fuel cell lengthwise and
fuel cell, which contains the fuel quantity tank remove through floor access opening.
unit, engine starting fuel pump, an access B. Right Fuel Cell Removal
cover and a forward and aft vent crossover
connection. (1). Remove fuel filler shield (Ref. Sec. 2).
Remove clamp and disconnect filler
The mechanically actuated fuel shutoff valve is from fuel cell neck.
located adjacent to the fuel quantity tank unit
on the access cover of the left fuel cell. (2). Remove nylon lacing.
(3). Remove two bolts and washers from
The right fuel cell contains an access cover, a
forward fuel vent crossover fitting:
filler neck, and a forward and aft vent cross
remove the two aluminum washers
over connection.
between the fitting and cell.
The fuel cells are supported by a fiberglass (4). Remove nut and seal washer from aft
liner on the fuselage frames and secured by vent fitting.
nylon lacing strung through non-metallic
hangers on the cells and supporting eyelets on (5). Release two baffle support hooks by
the structure. lifting tank upward at each end of
baffle support rod (detail A).
5. Fuel Cell Replacement
(6). Remove baffle support rod from nipple
(Ref. Figure 12-1) and tabs of baffle.
A. Left Fuel Cell Removal (7). Fold the fuel cell lengthwise and
remove through floor access opening.
(1). Remove fuel cell covers. C. Fuel Cell Installation
(2). Using a spanner wrench to hold the (1). Check that all electrical power is OFF
crossover fitting in the right cell, and disconnect battery and external
remove nut and O-ring from fitting in power. Check that helicopter is electri
left cell. cally grounded and left and right fuel
cell compartments are clean and free of
(3). Remove lacing from left cell.
obstructions.
(4). Remove starting pump. (2). Fold fuel cells lengthwise and insert the
fuel cells into their respective compart
(5). Remove four bolts and washers that
ment. Align openings in the fuel cells
secure mounting pad to structure.
with associated openings in the struc
(6). Remove the fuel vent cover (Ref. Sec. 2). ture.
Remove two bolts and washers from (3). Install starting pump.
forward vent crossover fitting.
(4). Install the baffle support rods through
(7). Remove nut and seal washer from rear the tank baffle tabs and insert ends of
vent tube fitting. Disconnect clamp and rod into the mating nipples inside the
remove powerplant supply tube from fuel cells. Connect the four baffle
the union in Sta. 124.00 bulkhead. support hooks to the structure (detail
A).
(8). Release two baffle support hooks from
structure by lifting tank upward at (5). Coat O-ring with petrolatum (34,
each end of the baffle support rod Table 2-4) and install O-ring and cell
Page 12−2
Revision 18
CSP-H-2
interconnect fitting nut. Hold the fitting leaks. Repair cause of any leakage as
in the right cell with a spanner wrench necessary. Check fuel quantity indicator
and tighten nut. After nut has been for correct indication.
tightened, end face of cell fitting must (17). Install left and right access plates in
not be located more than 0.005 inch cargo compartment floor.
(0.127 mm) inside exposed face of nut;
protrusion through nut is acceptable 6. Fuel Cell Cover Replacement
(detail B). (Ref. Figure 12-1)
(6). Install right fuel cell cover with twelve A. Left Fuel Cell Cover Removal
washers and bolts; torque bolts to 50 -
(1). Check that all electrical power is OFF
70 inch-pounds (5.65 - 7.91 Nm).
and disconnect battery and external
(7). Connect forward fuel vent crossover power.
fitting with four steel washers, four (2). Check that helicopter is electrically
aluminum washers between crossover grounded.
fitting and fuel cell, and bolts. Torque
bolts to 20 - 25 inch-pounds (2.26 - (3). Drain all fuel from the fuel cells.
2.82 Nm). (4). Purge the fuel cells with dry filtered
compressed air.
(8). Install nylon lacing (details C, D, and
E). Draw lacing taut and tie each end (5). Remove lockwire and disconnect
with a bowline (detail D). electrical connections from tank unit
and from fuel pump receptacle.
(9). Place clamp on filler and connect filler
(6). Loosen nut and disconnect control cable
to fuel cell neck; tighten clamp. Install
wire from swivel in lever of fuel shutoff
fuel filler shield.
valve. Disconnect powerplant supply
(10). Install new seal washers and aft vent tube at fuel shutoff valve.
tube nuts. Torque nuts to 40 - 60 (7). Remove tank unit (fuel quantity
inch-pounds. transmitter) (Ref. Sec. 17).
(11). Install four washers and bolts to secure (8). Remove bolts and washers from left fuel
fuel inlet mounting pad; torque bolts to cell cover. (A headless setscrew is
20 - 25 inch-pounds. Install fuel cell installed in place of the most inboard
drain valve in fuel inlet mounting pad bolt and washer.)
and safety with 0.032 inch (0.8128 mm) (9). Remove the six attaching screws that
lockwire (2). secure the three left fuel cell cover
(12). Install lacing (details C and E). Draw support brackets. Remove the brackets
lacing taut and tie each end with a and the three washers that are
bowline (detail D). installed between the brackets and the
cover.
(13). Install left fuel cell cover. (10). Move left fuel cell cover sufficiently to
(14). Install tank unit (Ref. Sec. 17) gain access to the starting pump supply
hose and electrical connector. Discon
(15). Connect powerplant supply tube at fuel nect hose and connector from cover:
shutoff valve and torque tube nut to then remove cover.
150 - 250 inch-pounds (16.95 - 28.25 B. Right Fuel Cell Cover Removal
Nm). Connect control cable wire to
shutoff valve lever and rig the control. Perform steps (1). thru (4). for removal of Left
Connect electrical plug to tank unit and Fuel Cell Cover Removal. Remove right fuel
starting fuel pump plug to receptacle. cell cover attaching hardware; remove cover.
(16). Fill the fuel cells. Connect the battery C. Left Fuel Cell Cover Installation
and external power. Operate fuel pump (1). Check that all electrical power is OFF
and make fuel leak check. Inspect fuel and disconnect battery and external
cells and associated plumbing for fuel power.
Page 12−3
Revision 18
CSP-H-2
CL
ACFT
NOTE 3
O-RING
CELLS
50-70 IN. LB
(5.65-7.91 NM) FUEL FILLER SHIELD
RIGHT FUEL CELL COVER GROMMET

SUPPORT BRACKET
BAFFLE SUPPORT ROD
SUPPORT
BRACKET
TANK UNIT
CAP
FILLER
CLAMP 50-70 IN. LB
(5.65-7.91 NM)
AFT VENT
NOTE 1
CLAMP POWER PLANT
SUPPLY TUBE
FWD VENT TORQUE TUBE
SYSTEM NUTS 150-250 IN.
TANK BAFFLE LB (16.95-28.25 NM)
SHUT-OFF SEAL WASHER

VALVE STA. 124.00
FUEL INLET 40-60 IN. LB
HOSE (4.52-6.78 NM)
TANK
START PUMP COVER BAFFLE
ANTI-CHAFING TAPE
(NOTE 4)
RIGHT FUEL BAFFLE SUPPORT ROD

CELL
BAFFLE SUPPORT HOOK
(NOTE 2) BAFFLE
SUPPORT HOOK
O-RING
(NOTE 2)
CELL INTERCONNECT NUT MOUNTING
(NOTE 3) PAD
LEFT FUEL CELL
NOTES:
1. LOCATION FOR HEADLESS SET SCREW.
2. OUTBOARD CLIP TYPICAL OF INBOARD CLIP.
3. AFTER NUT HAS BEEN TIGHTENED, END FACE OF CELL FITTING MUST NOT
BE LOCATED MORE THAN 0.005 IN. (0.127 MM) INSIDE OF EXPOSED FACE OF
NUT; FITTING PROTRUSION THROUGH NUT IS ACCEPTABLE.
4. USE TAPE (42 OR 56, TABLE 2-4).
30-119-1F
Figure 12−1. Fuel Cell Installation (Sheet 1 of 2)
Page 12−4
Revision 18
CSP-H-2
BOWLINE KNOT
TOP OF TANK
START LACING WITH
BOWLINE KNOT
(FOLLOW ARROWS)
END LACING WITH

BOWLINE KNOT NYLON LACE
NYLON LACE
LOOP
START LACING WITH

BOWLINE KNOT
(FOLLOW ARROWS)
END LACING WITH

BOWLINE KNOT
30-119-2C
Figure 12−1. Fuel Cell Installation (Sheet 2 of 2)

(2). Check that helicopter is electrically (8). Install washers and bolts to attach
grounded. support brackets to left cell cover, and
cover to cell. (Substitute a headless
(3). Install fuel pump electrical receptacle setscrew for the most inboard bolt and
in fuel cell cover with nut; secure with washer if the hex-head bolt contacts
lockwire. the cargo floor structure.) Torque bolts
(4). Check condition of anti-chafing tape on to 50 - 70 inch-pounds (5.65 - 7.91
powerplant supply tube. If worn, Nm).
replace with new tape (42 or 56, (9). Install tank unit (fuel quantity trans
Table 2-4). mitter) (Ref. Sec. 17).
(5). Position cover over cell opening. (10). Connect powerplant supply tube at fuel
shutoff valve and torque tube nut to
(6). Place clamp on powerplant supply tube 150 - 250 inch-pounds (16.95 - 28.25
and connect tube to union at Sta. Nm). Connect control cable wire to
124.00 bulkhead; torque to 150 - 250 shutoff valve control. Connect electrical
inch-pounds (16.95 - 28.25 Nm). plug to tank unit and starting fuel
Secure clamp to cargo floor with screw, pump plug to receptacle.
washer and nut.
D. Right Fuel Cell Cover Installation
(7). Install the three left fuel cell cover
support brackets and secure with six Perform steps (1). and (2). for installation of
screws. Install one washer between Left Fuel Cell Cover Installation. Install right
each of the bracket legs and the cover. fuel cell cover with twelve washers and bolts;
Page 12−5
Revision 18
CSP-H-2
torque bolts to 50 - 70 inch-pounds (5.65 - Do not use soaps or strong de

7.91 Nm). CAUTION tergents when cleaning fuel
cells. Certain powerful detergents can react
with fuel to form a compound that may block
7. Fuel Cell Repair fuel filters.
NOTE: The fuel cells are susceptible to fungus
The time and effort required for making growth after contact with contaminated
temporary repairs to fuel cells is as great as fuel. Fungus in a fuel cell is usually caused
that necessary for permanent repairs and the by improper servicing and storage of jet
results are not satisfactory: therefore, the fuels. Suitable filters and water traps
repair procedures provided are for permanent should always be used in fuel storage tanks
cold type repairs. and servicing equipment. If evidence of fun
gus is present in the fuel cells, contamina
tion is usually present in the helicopter fuel
The repairs are made with a cold type repair filters which should be cleaned or replaced.
kit (84, Table 2-4) which contains consumable
materials listed in Table 2-4. (1). Use hot water not exceeding 160°F
(71°C) and clean fuel cells by hand or
with a soft brush.
Either side of the fuel cell can be patched:
however, repair of a hole or tear larger than 2 (2). Use a solution of acetic acid (10% max.)
inches should not be attempted using the cold for fuel cell cleaning. Vinegar may also
repair procedure. In such a case. contact the be used as vinegar contains a 4-5
fuel cell manufacturer for information on percent acetic acid concentration that
factory type repairs. will clean and inhibit airborne fungus
growth.
A. Preparing Fuel Cell for Repairs (3). Use jet fuels for fuel cell cleaning. The
oil content in the jet fuel will assist in
protecting the fuel cell during storage.
(1). Accomplish repair work on fuel cells in
a warm, dry place, 60° to 80°F (16° to (4). Do NOT use MEK or similar solvents,
27°C) with a 50 percent humidity. High alcohol, or soap for fuel cell cleaning.
humidity, especially in combination
with low temperature, will cause NOTE: To prevent formation of bacteria, an
condensation to form on cemented FAA approved fuel additive is recommended
surfaces and make adhesion of repair for routine addition to the helicopter fuel
patches difficult. cells while refueling. This is the same as the
anti-icing additive recommended in the fuel
servicing section of the Owner's Manual.
(2). Drain cell and dry thoroughly as soon Usually one treatment will kill the bacteria
as possible after damage. Drying may and prevent re-growth in the fuel cells for
be speeded up by keeping cell in a some time. Use Owner's Manual instruc
warm place, 80°F (27°C) and by using tions for blending additive with fuel during
an air hose on the inside. Do not keep servicing.
cells warm for long periods at a time.
C. Repair of Fuel Cell
(3). Thoroughly clean the cell. (1). Remove the fuel cell.
(2). Collapse the cell and expose the
B. Fuel Cell Cleaning damaged area on a flat working
surface.
Any one of three methods outlined in steps (1). (3). Wipe the damaged area and surround
thru (3). is recommended for cleaning the fuel ing surface with a piece of cheesecloth
cells. (53, Table 2-4) dampened with solvent
Page 12−6
Revision 18
CSP-H-2
(55) to remove any foreign material. across at a time, so that air is not
The surface must be absolutely clean trapped between the patch and the fuel
and dry to apply the patch. cell material.
(4). Select and prepare a patch of synthetic NOTE: Buffing and cementing of patch and cell
rubber-coated repair fabric: is normally down at the same time. A clamp
inside material (50) or ing device consisting of two pieces of board
outside material (51) as follows: or metal, one on each side of the seal, should
be placed over the patch and held in place by
(a). Select a patch 2 inches (5.08 cm) two C-clamps under pressure for 8 hours. If
larger in all directions than the such equipment is not available, a 25 pound
damaged area. (12 kg) shot bag may be used. Oiled paper or
(b). Hand buff the material lightly and polyethylene should be placed between the
thoroughly with fine emery cloth equipment and the patch to prevent stick
(49). ing.
(c). Remove buffing dust by wiping patch (8). Allow repair to remain undisturbed for
with slightly dampened cheesecloth at least 8 hours; fuel cell is not to be
dipped in cement solvent. returned to service for a minimum of 24
hours.
(d). Apply two thin, even coats of fuel cell
cement (54) to buffed side of patch, NOTE: Twenty-four hours at temperatures of
allowing first coat to dry 15 minutes 60° to 80°F (16° to 27°C) is the minimum
before application of second coat; time required forthe cement to fully cure for
allow second coat to dry 15 minutes. the cold patch.
NOTE: Cement is to be used sparingly. Two (9). Make additional minor repairs as
thin, even coats provide better adhesion follows:
than thick uneven coats.
(a). Loose reinforcement edges, hangers
(5). Prepare damaged area of cell as follows: or lap splices are to be lifted, buffed,
(a). Hand-buff damaged area of cell cemented thoroughly and looseness
lightly and thoroughly with fine remedied, using procedures in steps
emery cloth: buffed area is to be (6). thru (8).
slightly larger in size than the patch. (b). Scuffed areas where fabric is exposed
(b). Remove buffing dust and apply two are to be buffed and cemented, and
thin coats of fuel cell cement to the allowed to air-dry for 8 hours as
buffed area as described in steps instructed in preceding steps. No
(4).(c). and (d). patch is required unless the fabric is
torn
(6). Wipe the cemented area of the patch
and the fuel cell with cheesecloth (10). Repairing Blisters:
moistened with solvent to make the
surface of the cement tacky. An inner blister is caused by trapped
air between the liner and sealant.
NOTE: Application of the solvent to the cement Blisters under 1 inch (2.54 cm) in
freshens the surface of the cement after it diameter are not injurious and need not
has become dry to the touch. be repaired.
(7). While still tacky, center and apply To repair a blister:
patch to cemented area on the fuel cell
over the damaged area. Using a steel (a). Buff surface of blister and an area
roller, or the smooth, round handle of a extending 2 inches (5.08 cm) in all
screwdriver, roll the patch down on the directions from its edge. Slit blister
cemented area. Roll the patch down with a knife and buff underside of
from one edge, a half-inch to an inch loose edges.
Page 12−7
Revision 18
CSP-H-2
(b). Thoroughly clean buffed area and (g). Loose patches may also be repaired
apply two coats of cement to inside by buffing, washing and cementing
surfaces, allowing proper time separation unless it is obviously
between coats. better to replace patch with a new
one.
(c). Roll down blister to remove all
trapped air. 8. Fuel Cell Pressure Test
(d). After blister has dried completely, (1). Plug the forward vent system.
apply a patch of repair material (50) (2). Install a manometer and air pressure
extending 1.50 inches (3.81 cm) in all equipment.
directions from edge of blister, and
complete the repair in same manner (3). Apply and hold 2 psi (14 kPa) of air
as for inside repair. pressure for 10 minutes as a precondi
tioning measure. This will force trapped
(11). Repairing Loose Seams and Patches: air out from between the fuel cells and
helicopter structure. Repeat if neces
Loose lap seams must be repaired as sary until the cells are adjusted to the
soon as possible. contour of the cell bay.
To repair loose seams and patches: (4). Apply 2 psi (14 kPa) air pressure and
hold for 15 minutes with no visible, less
(a). Buff both surfaces inside separation. than 0.250 inch (6.35 mm), drop on
Buff an area on top of loose seam manometer. If a pressure drop occurs,
extending 2 inches (5.08 cm) in all check all fittings and retest the cells.
directions from edges of separation, After careful testing, repair or replace
continuing measurement on next cell parts as necessary to eliminate the
wall if necessary pressure drop.
(b). Clean area inside separation with a (5). Remove plug(s) from forward vent
rag moistened with solvent (1). Allow system, the manometer, and air
area to dry. Apply two coats of pressure equipment after completion of
cement (54). Allow proper drying pressure test and or repairs.
time between coats. 9. Fuel Filler Shield
(c). Roll separation down firmly to A. Fuel Filler Shield Replacement
remove trapped air and allow to dry
before proceeding. (Ref. Sec. 2, Fuel Filler Shield)
B. Fuel Filler Shield Inspection
(d). Cut a patch of repair material (50)
extending 1.50 inches (3.81 cm) in all Inspect shield for cracks, crazing, and radius of
directions from edge of separation. flanges for chipping and cracking. Inspect the
Round corners slightly and slice one fuel inlet shield seals and grommet on side (if
edge of patch at an angle by tilting installed) for security and deterioration.
shears instead of cutting square. Buff
patch on flat side. C. Fuel Filler Shield Repair
(1). Repair polycarbonate fuel inlet shield
(e). Clean buffed surface of patch and body cracks by bonding a patch accord
apply patch and complete the repair ing to the criteria and methods speci
in the same manner as for inside fied for acrylic plastic in FAA AC 43.
repair. 13-1, Aircraft Inspection and Repair.
Use dichloromethane (38, Table 2-4) or
(f). Loose lap seams on outside of cell ethylene dichloride (39) as the bonding
are repaired in the same manner as agent.
inside repair except that material
comparable to outside material of cell (2). Repair small areas of seam separation
is used. by injecting ethylene dichloride into the
Page 12−8
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CSP-H-2
void area and clamping together under The vent tube is routed downward through the
light pressure. control rod tunnel to a vent fairing mounted on
the bottom of the fuselage.
(3). Replace damaged or deteriorate
grommet (if installed). An alternate venting source is provided on
current helicopters. Hughes Notice HN-8l
10. Fuel Filler Cap provides instructions for modifying early
helicopters for the second vent provision.
(Ref. Figure 12-1) The fuel filler cap is located
A fuel cell vent line emergency shutoff valve, if
flush with the fuselage skin aft of the right
installed, connects the forward and aft vent
cargo door. The filler cap is attached to the
line hoses. The valve remains open as long as
filler neck by a safety chain.
the helicopter is within 45 degrees of normal
attitude in any direction. If this limit is
11. Fuel Filler Cap Replacement exceeded, the vent valve closes to prevent fuel
spillage.
(1). Removal. Remove the filler cap from
filler neck by raising the spring-loaded 15. Fuel Cell Vent System Replacement
lever and rotating it counterclockwise
to OPEN. Remove the filler cap and (Ref. Figure 12-1 and Figure 12-2)
disconnect the wire clip.
A. Forward Fuel Cell Vent System Removal
(2). Installation. Verify that the safety
chain is securely attached to filler neck (1). Check that all electrical power is OFF.
in fuselage and connect the safety chain Disconnect external power and battery.
to the replacement filler cap with a wire (2). Drain all fuel from the fuel cells into
clip. Insert cap in filler neck and rotate suitable containers.
clockwise to CLOSE. Check that filler
cap is tight and firmly seated in filler (3). Remove right foot support fairing,
neck. controls access door, and fuel vent cover
(Ref. Sec. 2), Remove lockwire from
12. Fuel Filler Cap Inspection connector hoses; remove hoses as
required.
Inspect the filler cap gasket for deterioration.
Inspect the cap body for damage and the (4). Remove forward fuel vent line attach
condition of the spring that keeps the lever ing hardware; remove fuel vent line. On
flush. helicopters equipped with a vent line
emergency shutoff valve, remove the
13. Fuel Filler Cap Repair right pilot's seat for access to the third
attachment bolt.
Replace an unserviceable filler cap gasket or (5). On helicopters with an alternate
cap. Smooth scratches and nicks by filing. venting air source, remove lockwire and
disconnect necessary tubing and
14. Fuel Cell Vents connector at lower tee to release lower
vent tube.
(Ref. Figure 12-1) Fuel cell vents are located
in the forward and aft end of each fuel cell. NOTE: After disconnecting the vent system
tubing and attaching hardware, removal is
The aft vent is a short, U-shaped tube that best accomplished with the collective pitch
interconnects the top aft end of each fuel cell; stick in the full down position. Then rotate
the vent line is routed forward and connected the vent valve assembly inboard and slide
to the forward vent tube. down over landing gear structure. This posi
tions the assembly for removal through the
The forward end of each fuel cell is intercon controls access door opening.
nected by a vent crossover fitting (Ref.
Figure 12-2) that is routed into the control rod (6). Carefully pull vent tube inboard, to
tunnel in the canted bulkhead. release from clip, and upward to
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CSP-H-2
withdraw from flared tubing riser of (7). Secure controls access cover, right foot
plastic vent fairing; remove vent tube. support fairing, fuel vent cover and
right pilot's seat, if removed.
(7). Remove crossover fitting attaching
hardware; remove crossover fitting with D. Aft Fuel Cell Vent System Installation
two clamps and two seals attached.
(1). Position aft vent over center beam at
aft end of the fuel cell compartments
(8). Provide suitable covers or plugs for fuel and install new seal washers.
vent holes in fuel cells and aft vent line
tube to prevent contamination. (2). Secure aft vent to each fuel cell with
nuts: torque nuts to 40 - 60 inch-
B. Aft Fuel Cell Vent System Removal pounds (4.52 - 6.78 Nm).
(1). Remove fuel cell covers. (3). Connect hose from forward vent line
and install clamp.
(2). Remove two nuts to disconnect aft vent
from left and right fuel cells. (4). Install fuel cell covers.
16. Fuel Cell Vent System Inspection

(3). Remove the hose that connects the aft
vent to the forward vent; remove aft (Ref. Figure 12-1 and Figure 12-2)
vent and discard two seal washers.
(1). Check fuel cell vent fairing(s) for
C. Forward Fuel Cell Vent System freedom of obstruction and undamaged
Installation condition.
(1). Remove protective covers or plugs from (2). Inspect vent tube for dents, cracks,
fuel vent holes in fuel cells and aft vent deformation or corrosion. Minor (or
line tube. smooth) dents are permissible except at
the lower end which must fit flush with
(2). Install two clamps and seals on cross inner diameter of lower plastic vent
over fitting and position fitting in fuel fairing flared riser.
cell vent openings. Install attaching (3). Inspect hoses, tubes, and connectors for
hardware (steel washers on top of cracks, deterioration or obstructions.
fitting flange).
(4). Inspect crossover fitting for cracks,
(3). Assemble lower vent tube as shown in dents, or corrosion. Minor (or smooth)
Figure 12-2 and place lower end into dents are permissible. Check that the
vent fairing tube and press outboard to two anti-syphon vent holes are open
snap upper end of vent tube into clip. and that the hole diameter, 0.025-0.030
inch (0.635-0.762 mm) is not decreased
(4). Install upper vent tube with two by residue.
washers, bolt, nut and clamp.
(5). Inspect the vent line emergency shutoff
(5). Install fuel vent hoses (if removed) and valve (detail A, Figure 12-2) as follows.
alternate vent tube (if installed);
(a). Inspect for condition outlined in steps
protect vent tube against chaffing by
(1). and (2).
wrapping with tape (42, Table 2-4) as it
passes through landing gear brace. (b). Valve should remain open when
Secure all hoses with a double wrap of tilted in any direction up to 45
0. 032 inch (0.8128 mm) lockwire (2) degrees off vertical.
that ends in at least five full twists.
(c). Gently blow in valve and check that
(6). Check that complete installation does valve is closed at any angle in excess
not interfere with free movement of of 45 degrees from vertical in any
flight controls. direction.
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CSP-H-2
EMERGENCY SHUTOFF VALVE

(CROSS-SECTION VIEW)
VALVE CLOSED WHEN PAN

TILT EXCEEDS 45°
FROM VERTICAL FORWARD DRAIN TUBE
OVERBOARD (NOTE 4)
LOCKWIRE
CLIP (2 PLCS)
FUEL VENT OUT
LACING CORD (TYP)
FUEL VENT
IN
CLAMP
UPPER VENT TUBE

FORWARD-TO-AFT
LOCKWIRE (TYP) VENT HOSE
SIDE VENT
FAIRING
(NOTE 5) CONNECTOR HOSE
(NOTE 3) STEEL WASHER
TUBE CLIP
(NOTE 1)
CLAMPS
LOWER VENT
TUBE ANTI-SYPHON FUEL VENT COVER
LOCKWIRE VENT HOLES
TUBING SEAL CROSSOVER FITTING

(NOTE 2) ALUMINUM WASHER
LOCKWIRE
SEAL
LOWER VENT FAIRING

(NOTE 3)
NOTES:
1. BONDED TO FAIRING WITH ADHESIVE (121, TABLE 2-4).
2. ROUTED THRU LANDING GEAR BRACE.
3. NOT TO BE PAINTED.
4. FOR ADDITIONAL INFORMATION, REFER TO SECTION 9.
5. DO NOT PAINT FAIRINGS MADE FROM LEXON (TRANSPARENT).
O.K. TO PAINT FAIRINGS MADE FROM FIBERGALSS (NON-TRANSPARENT). 44-028C
Figure 12−2. Forward Vent − Fuel Cell
Page 12−11
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CSP-H-2
17. Fuel Shutoff Valve Control Assembly helicopter, and that hole in lever arm
aligns with holes in cam and stem.
(Ref. Figure 12-3) The fuel shutoff valve
control assembly consists of a flexible sheathed (6). Secure valve lever arm and cam to
control wire actuated by a red PULL TO valve stem with cotter pin.
CLOSE knob mounted on the instrument
panel. (7). Check operation of fuel shutoff valve
assembly; full throw of valve lever arm
Pulling the control knob will close the fuel is 90 degrees, stop-to-stop.
shutoff valve attached through a swivel to the
control wire. 18. Fuel Shutoff Valve Control Assembly
Replacement
On early configuration helicopters, the control
wire is routed aft near the helicopter center (Ref. Figure 12-3)
line to the shutoff valve located under the A. Fuel Shutoff Valve Control Assembly
cargo compartment floor. On current configu Removal
ration helicopters, the control wire is routed
aft through the outboard left side of the (1). Remove left fuel cell access door.
helicopter floor structure. (2). Remove cotter pin, nut, washer and
Due to control wire routing, the respective swivel at valve.
valves close in opposite directions when (3). Remove control wire end clamp or
actuated. strap.
Optional modification of early helicopters to (4). Remove clamps or straps from flexible
the current fuel shutoff control configuration, sheath.
i.e., PN 369A8104-3 to 369A8104-5, may be
accomplished as follows: (5). Remove instrument panel left fairing
and lower cover panels.
(1). Check that existing 369A8104-3 fuel
shutoff control valve is in CLOSED (6). Loosen control assembly nut at instru
position, with valve lever arm pointing ment panel and run nut off threaded
towards C/L of helicopter. portion of plunger housing.
NOTE: (7). Pull fuel shutoff control through

instrument panel mounting hole. Catch
Use care in removing valve lever arm and the lockwasher and nut when control
cam, to prevent loss of two detentballs wire end passes through mounting hole.
seated in detent cavities in valve boss.
Note existing position of cam valve stem (8). Remove any unserviceable hardware.
to facilitate repositioning (Ref. view F). B. Fuel Shutoff Valve Control Assembly
(2). Remove cotter pin securing valve lever Installation
arm and cam to valve stem; remove (1). Determine fuel shutoff control configu
valve lever arm. ration.
(3). Remove cam and detent balls; reposi (2). Install bracket (if used) and new
tion cam on valve stem 90 degrees grommets if required.
clockwise from original position, with
holes in cam and valve stem aligned. (3). Place control wire end of fuel shutoff
control assembly through mounting
(4). Insert detent balls in holes in top of hole in instrument panel and place
cam; check that ball bearings are lockwasher and nut over end of control
seated properly in detent cavities in wire.
valve boss.
(4). Thread fuel shutoff control assembly
(5). Install valve lever on cam and valve through mounting hole in panel,
stem; check that lever arm bends through grommets back to fuel shutoff
downward and points away from C/L of valve.
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CSP-H-2
(5). Tighten nut to secure forward end of NOTE: Shutoff valves on early configuration
control. helicopters move clockwise to OPEN as
viewed from above. Current configuration
(6). Install clamps and/or straps as shown shutoff valves and shutoff systems so modi
in Figure 12-3. fied move counterclockwise to OPEN. If in
doubt, blow gently through valve to deter
mine open and closed positions or verify cor
(7). Install valve arm swivel and washer. rect part number.
Insert control wire through hole in
swivel and draw taut. Install and (2). Watch fuel shutoff valve lever to check
tighten nut. Install cotter pin. that lever has moved to closed position.
(3). Remove cotter pin and loosen nut on
(8). Adjust control assembly. valve lever. Press lever arm against
open stop. Position control knob to
19. Fuel Shutoff Valve Control Assembly provide a 0.090-0.150 inch (2.286-3.81
Inspection mm) gap between the bottom of the
operating knob and the surface of the
fixed housing. Tighten nut on swivel to
(Ref. Figure 12-3)
secure.
(1). Remove left fuel cell access door. (4). Operate control to close fuel shutoff
valve.
(2). Inspect the fuel shutoff control assem (5). Check that fuel shutoff valve lever arm
bly, nylon grommets and attachments is in the closed position against stop.
for security.
NOTE: Full throw of valve lever is 90 degrees,
(3). Inspect control bracket, if installed, for stop to stop. If both stops are not contacted,
deformation and security. check valve for angular installation of 90 de
grees to fuel tank cover.
(4). Inspect valve lever for corrosion, (6). Operate control to open the fuel shutoff
damage, and freedom of movement. valve. Recheck for proper gap under
Operate control and check for binding. control knob when control lever is
Minimum bend radius of cable at any against the open stop.
point must not be less than 2.75 inches
(6.985 cm). Push knob in and check for 21. Fuel Shutoff Valve Control Assembly
0.090-0.150 inch (2.286-3.81 mm) gap Repair
between the bottom of the operating
(Ref. Figure 12-3) If the fuel shutoff valve
hand knob and the surface of the fixed
control assembly is pulled out more than 2
housing.
inches (5.08 cm) and the ball bearing moves
out of place, accomplish the following.
20. Fuel Shutoff Valve Control Assembly
Adjustment (1). Loosen the swivel that secures control
wire to the valve arm and establish free
movement of the wire.
(Ref. Figure 12-3)
(2). Pull plunger of control assembly
NOTE: If the wire end of the control cable is outward until small hole in side of
disconnected or loose in the swivel, avoid plunger is slightly beyond the plunger
pulling the control plunger more than 2 in housing. Insert release rod into mating
ches (5.08 cm) from the open position to pre opening of the plunger. Use care to
vent the ball bearing from moving out of align the notch in the release rod with
place. the hole in the plunger.
(3). Apply grease (18, Table 2-4) between
(1). Pull control to close fuel shutoff valve. the plunger and plunger housing.
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CSP-H-2
STEEL BALL
CLOSED RELEASE ROD
VALVE LEVER ARM
PLUNGER
90°
SPRING
ACFT C/L
PLUNGER
CAM OPEN LOCKWASHER HOUSING
FUEL SHUTOFF VALVE (369A8104-3) INSTRUMENT PANEL
HEXNUT
NYLON
GROMMET
INSTRUMENT PANEL
CARGO FLOOR
CLAMP
(NOTE)
PITOT PRESSURE STA. 84.79
TUBE
PILOT'S CLAMP
FLOOR STA. 78.50
(NOTE)
FUEL SHUTOFF
CONTROL CABLE
NYLON
CLAMP GROMMET
(NOTE)
NYLON
GROMMET NYLON POWER PLANT SUPPLY TUBE
GROMMET VALVE LEVER AND 150-250 IN. LB (16.95-28.25NM)
STUD
SWIVEL
STRAPS, SCREWS, CUP
WASHERS, NUTS
FLEXIBLE SHEATH
STAINLESS STEEL LEFT FUEL

CONTROL WIRE CELL COVER
BRACKET
FUEL
SHUTOFF
VALVE
SEAL
SEAL
FUEL INLET
HOSE
150-250 IN. LB
(16.95-28.25NM)
270-325 IN. LB
(30.51-36.72 NM)
EARLY CONFIGURATION
NOTE: SCREW, WASHER AND NUT INSTALLATION
TYPICAL HARDWARE 30-118-1A
Figure 12−3. Fuel Shutoff Valve (Sheet 1 of 2)
Page 12−14
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CSP-H-2
STUD POWER PLANT

SUPPLY TUBE
150-250 IN. LB
(16.95-28.25 NM)
VALVE LEVER
LEFT FUEL AND SWIVEL
STAINLESS STEEL
CELL COVER CONTROL WIRE
FUEL SHUTOFF FLEXIBLE SHEATH
VALVE
WASHER
SEAL
FUEL INLET
VALVE LEVER ARM OPEN HOSE
150-250 IN. LB
90° (16.95-28.25 NM)
270-325 IN. LB
ACFT C/L
(30.51-36.72 NM) CLAMP
CAM CLOSED
FUEL SHUTOFF VALVE (369A8104-5)
INSTRUMENT PANEL
STRAP
(NOTE) STA. 78.50
PILOT'S
FLOOR NYLON GROMMET
STA. 64.36
STRAP SCREW
BRACKET
STRAP STA. 50.50

(NOTE)
INSTALLATION
30-118-2A
Figure 12−3. Fuel Shutoff Valve (Sheet 2 of 2)
Page 12−15
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CSP-H-2
(4). Install ball bearing into hole of plunger (6). Fill the fuel tanks. Connect the battery
and push both release rod and plunger and external power. Operate fuel pump
inward to full open position. and make fuel leak check. Inspect fuel
cells and associated plumbing for fuel
Use care to hold ball bearing in leaks. Repair cause of any leakage as
CAUTION thehole until it goes into the necessary. Check fuel quantity indicator
plunger housing. for correct indication.
(5). Adjust control assembly. (7). Install left access door in cargo
compartment floor.
22. Fuel Shutoff Valve
24. Fuel Shutoff Valve Inspection
The fuel shutoff valve is located on the left fuel (Ref. Figure 12-3)
cell cover. A lever arm, mounted on top of the
fuel shutoff valve, is actuated through an arc (1). Inspect the fuel shutoff valve for
of 90 degrees by push-pull control action from obvious damage
the FUEL VALVE control on the instrument (2). Check that the control lever arm
panel. The lever arm is detented in the open operates through a 90 degree arc of
and closed positions. One of two part number rotation with a pull of 2.5 ±1.0 lb. (1.13
valves are used. The respective valves close in ±0.454 kg) and seats firmly in detent at
opposite directions when actuated. Refer to the full open and closed positions.
Figure 12-3 for valve identification. Replace a defective shutoff valve.
23. Fuel Shutoff Valve Replacement 25. Fuel Supply Drain Valves
(Ref. Figure 12-3) (Ref. Figure 12-4) Two drain valves are
provided in the fuel supply system.
A. Fuel Shutoff Valve Removal The main drain valve is installed in the start
pump mounting pad and is accessible from the
(1). Disconnect the powerplant supply tube
underside of the helicopter. The engine fuel
assembly and swivel assembly; remove
drain valve is installed in the engine compart
the left fuel cell cover.
ment as part of the engine fuel supply system.
(2). Remove nut and seal to disconnect fuel The main drain valve and early configuration
shutoff valve from fuel cell cover. engine compartment valves are identical.
These valves consist of a spring loaded plunger
B. Fuel Shutoff Valve Installation which is depressed and rotated clockwise or
(1). Install fuel shutoff valve with washer counterclockwise to the open-stop position
(if installed) and seal on left fuel cell with a screwdriver.
cover. Depress the plunger to release it from the
open-stop position, turn and allow valve
(2). Install nut; torque nut to 150 - 250 spring tension to return it to the closed
inch-pounds (16.95 - 28.25 Nm). position. Current configuration engine
compartment drain valves are attached to the
(3). Install fuel cell cover). engine compartment firewall fuel fitting and
(4). Install tank unit (Ref. Sec. 17). drain overboard through a flexible tube. The
valve is actuated by depressing the plunger at
(5). Connect powerplant supply tube at fuel the tube attachment.
shutoff valve and torque tube nut to
26. Fuel Supply Drain Valve Replacement
150 - 250 inch-pounds (16.95 - 28.25
Nm). Connect control cable wire to (Ref. Figure 12-4)
shutoff valve lever. Refer to Fuel
A. Fuel Supply Drain Valve Removal
Shutoff Valve Control Assembly
Adjustment for rigging instructions. (1). Check that all electrical power is OFF
Connect electrical plug to tank unit and and disconnect battery and external
starting fuel pump lug to receptacle. power.
Page 12−16
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CSP-H-2
(2). Drain all fuel from the fuel cells if compartment. The fuel hose-to-engine pump
removing the fuel cell sump drain connection is a self closing coupling. The Sta.
valve. Drain only the supply line and 124.00-to-Sta. 137.50 supply tube is only used
engine-driven pump if removing the on early fuel systems. Hughes Notice HN-49
supply tube drain valve. provides instructions for optional modification
and relocation of engine fuel hose and supply
NOTE: Current supply tube drain valve is tube to the current routing, to preclude chafing
theneedle and seat type and is recom and damage to the fuel line in event of a hard
mended re-placement for early type valve. landing or a collapsed landing gear damper.
(3). Remove lockwire, disconnect drain tube 29. Engine Fuel Supply System Replacement
on firewall mounted valve; then
unscrew drain valve and remove (Ref. Figure 12-4)
O-ring. Discard O-ring if it is unser
viceable. A. Engine Fuel Supply System Removal
B. Fuel Supply Drain Valve Installation (1). Check that all electrical power is OFF
and disconnect battery and external
(1). Install O-ring (new, if necessary) on power.
drain valve. Install and tighten drain
valve in mounting pad or firewall (2). Close the fuel shutoff valve by pulling
fitting as applicable. outward on the fuel control knob.
(2). Safety fuel cell drain valve to adjacent (3). Drain fuel from engine supply system.
bolthead and/or fuel line drain valve to
(4). Remove current configuration engine
body of firewall fitting (supply tube)
fuel supply system as follows:
with lockwire (2, Table 2-4).
(a). Loosen hose nuts and remove engine
(3). On firewall mounted drain valve,
fuel hose.
connect drain line and secure with
lockwire. Check that drain tube is (b). Remove lockwire and overboard
routed through grommet in underside drain line from firewall drain valve.
of fuselage.
(c). Release nuts and remove firewall
(4). Check that drain valves are closed. fitting drain valve and elbow with
Refill fuel tanks and check drain valves O-ring as required.
for leakage. Open fuel shutoff valve and
operate pump to pressurize the system (5). Remove early configuration engine
during the leak check. pump fuel hose and supply tube as
follows:
27. Fuel Supply Drain Valve Inspection
(a). Loosen or remove clamps; then slide
(Ref. Figure 12-4) fire sleeve down away from the
engine pump and unscrew the
(1). Inspect drain valve for obvious damage. coupling halves.
Check for positive shutoff in the closed
position. (b). Slide fire sleeve upward and discon
nect the hose coupling assembly at
(2). On firewall mounted drain valves, the structural ring tee fitting; cap
check that drain tube is secure and is open fittings.
routed through the grommet in under
side of the fuselage. Check that slack is (c). Loosen tube nut on supply tube at
provided in the drain tube to allow for Sta. 137.50 structural ring and at
depression of the drain valve. Sta. 124.00 bulkhead.
28. Engine Fuel Supply System (d). Spring structural ring slight aft until
flare on supply tube clears lip on tee
(Ref. Figure 12-4) The engine pump fuel hose fitting. Remove supply tube; cap ends
is located at the lower left side of the engine of tube.
Page 12−17
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CSP-H-2
B. Engine Fuel Supply System Installation A twisted line will result in a

CAUTION partial blockage in the line,
(1). Install current configuration engine causing flame-out at high power settings.
fuel supply system as follows:
(d). Slide fire sleeve over coupling
assembly at pump and tee fitting and
(a). Assemble Sta. 124.00 firewall fitting, secure with clamps.
elbow and drain valve with O-ring as
shown in Figure 12-4. Position the (e). Secure split end of fire sleeve with a
fitting so that the drain valve tilts double wrap of lockwire (2,
down from the horizontal plane Table 2-4) at a point just above the
12-16 degrees. fitting drain valve.
(b). Install the engine fuel hose between 30. Engine Fuel Supply System Inspection
the fitting elbow and the engine fuel (Ref. Figure 12-4)
pump.
(1). Inspect self-closing coupling halves and
(c). On the 250-C18 series engine, torque bulkhead fitting for obvious damage.
both hose ends to 120 - 140 inch- (2). Inspect fire sleeve for serviceable
pounds (13.56 - 15.82 Nm). condition (no cuts, tears, ect.).
(d). On the 250-C20 engine, torque the (3). Inspect hose for damage and signs of
fuel hose-to-pump connection to 120 leakage.
- 140 inch-pounds (13.56 - 15.82 (4). If installed, inspect Sta. 124.00-to-Sta.
Nm) and the firewall connection to 137.50 supply tube for obvious damage.
150 - 250 inch-pounds (16.95 -
28.25 Nm). 31. Start Pump
(2). Install early configuration engine pump (Ref. Figure 12-4) The start pump is a
fuel hose and supply tube as follows: submerged type installed in the left fuel cell.
The pump operates on 24 Vdc power and is
controlled by a 7.5 ampere circuit breaker type
NOTE: A washer should be installed under Sta.
switch on the instrument panel.
124.00 bulkhead union jamnut. When not
present, install AN960PD1216 washers if Do not operate start pump if
union loosens or when left fuel cell is re CAUTION fuel is not present. Without fuel,
moved. Jamnut torque is 400 - 420 inch- pump rpm is to high resulting in failure of
pounds (45.19 - 47.45 Nm). the pump motor.
(a). Spring structural ring slightly aft so 32. Start Pump Replacement
that supply tubes flares will fit over After each opening, removal
lip of fittings at Sta. 124.00 and Sta. WARNING or replacement of any part
137.50. of the engine and/or aircraft fuel sys
tem between the aircraft fuel tank and
(b). torque supply tube nuts to 250 - 300 the engine fuel nozzle, the fuel system
inch-pounds (28.25 - 33.90 Nm). must be bled to remove trapped air.
Failure to comply with this procedure
(c). Position engine fuel hose and cou can result in engine flameout or power
pling assembly between fuel supply loss.
line fitting in structural ring and the
engine fuel pump. Torque fuel pump A. Start Pump Removal
coupling nut to 120 - 140 inch- (1). Remove left fuel cell cover.
pounds (13.56 - 15.82 Nm). Torque
the nuts at the fuel drain valve ends (2). Remove the three bolts and washers
to 150 - 250 inch-pounds (16.95 - that attach the electrical pump to the
28.25 Nm). mounting pad; remove pump.
Page 12−18
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CSP-H-2
(3). Remove fuel inlet hose and fitting from (6). Connect inlet hose to shut off valve
pump and retain for re-use on replace fitting. With fuel cell cover correctly
ment pump. oriented, torque hose nut to 270 - 325
inch-pounds (30.51 - 36.72 Nm).
B. Start Pump Installation
(7). Install fuel cell cover.
and disconnect battery and external 33. Fuel System Bleeding
power. Check that helicopter is electri Fuel/air vapor discharged
cally grounded. WARNING during bleeding procedure
is highly flammable. Ensure helicopter
(2). Check that fuel cell is clean and free of is electrically grounded and is not en
foreign material. closed in a space (i.e.. hanger) where
fuel fumes can accumulate. Do not al
(3). Install O-ring and fitting in pump low fuel/air mixture to get into eyes as
outlet port. irritation or injury may result.
Proper tightening of engine (1). Ground helicopter per general mainte
WARNING tubing connections is criti nance instructions.
cal to flight safety. Correct torque val
ues must be used at all times. Excessive (2). Set helicopter master switch to battery
torque on fuel or pneumatic sensing and start pump switch to on (up)
system connections can result in crack position.
ing of the flare causing an air leak
(3). Place an empty container under
which can cause flameout, power loss,
overboard drain line on underside of
or overspeed.
fuselage at Sta. 124.00.
CAUTION
Ensure start pump wire lead is NOTE: On helicopter with optional drain kit in
wrapped around or tie-wrapped stalled, drain valve will be located on fire
(using only MS3367 Ty-Raps) to fuel supply wall fitting.
hose so that there is no possibility of its in
terfering with fuel quantity transmitter (4). Open drain valve and allow fuel to flow
float mechanism. Ensure electrical connec until a steady stream flow uninter
tions will not be strained by G-induced hose rupted without air bubbles. Close drain
movements. valve.
(4). Install fuel inlet hose of fuel pump (5). Purge air from engine fuel system
fitting and torque to 270 - 325 inch- (Refer to applicable Allison engine
pounds (30.51 - 36.72 Nm). operation and maintenance manuals.
(6). Set start pump and master switches to
(5). Install pump assembly on mounting OFF position.
pad with three bolts and washers.
Torque bolts to 20 - 25 inch-pounds (7). Replace any safety wire removed during
(2.26 - 2.82 Nm). this procedure.
Page 12−19
Revision 18
CSP-H-2
FIRE SLEEVE
(NOTE 1)
COUPLING HALVES
120-140 IN. LB (13.56-15.82 NM) CLAMP
ENGINE FUEL
TO ENGINE-DRIVE HOSE
FUEL PUMP 150-250 IN. LB
(16.95-28.25 NM)
STA. 137.50
STRUCTURAL RING
SUPPLY TUBE
400-420 IN. LB
(45.19-47.45 NM) CLAMP
START PUMP O-RING
HOSE NUT, TORQUE TO
230-260 IN LB
BOLT TORQUE TO 250-300 IN. LB
(25.99-29.38 NM)
36-46 IN LB (4.07-5.20 NM) (28.25-33.90 NM)
UNION, TORQUE TO FUEL LINE
280-305 IN LB WASHER DRAIN VALVE
STA. 124.00
(31.64-34.46 NM)
O-RING
EARLY CONFIGURATION
SUMP PLATE 150-250 IN. LB
(16.95-28.25 NM)
TO ENGINE
DRIVEN
FUEL PUMP
ENGINE FUEL HOSE

O-RING WITH FIRE SLEEVE
WASHER
BOLT, TORQUE TO
36-46 IN LB (4.07-5.20 NM) TANK SUMP DRAIN VALVE 150-250 IN. LB
(TORQUE 95-105 IN LB) (16.95-28.25 NM)
START PUMP INSTALLATION ELBOW
STA. 124.00
150-250 IN. LB
(16.95-28.25 NM)
NOTES:
1. NOT IN ALL HELICOPTERS. INSTALL AT FIRST OPPORTUNITY.
2. LOCKWIRE TO DRAIN VALVE. ALLOW SLACK IN LINE FOR
ACTUATION OF DRAIN VALVE.
3. ENSURE ELECTRICAL HARNESS IS WRAPPED AROUND FUEL
INLET HOSE TO PREVENT ANY INTERFERENCE WITH THE
FUEL TANK FLOAT.
30-120J
Figure 12−4. Fuel Start Pump Installation (Sheet 1 0f 4)
Page 12−20
Revision 18
CSP-H-2
TOP VIEW
FUEL HOSE BATHTUB FITTING
START PUMP WIRE

FLOAT ASSEMBLY
START PUMP
SIDE VIEW
NOTE: WRAP WIRE AROUND FUEL INLET HOSE TO

PREVENT INTERFERENCE WITH FLOAT.
G28-0004-2
Page 12−21
Revision 18
CSP-H-2
TOP VIEW
FUEL HOSE
BATHTUB FITTING
START PUMP WIRE FLOAT ASSEMBLY
START PUMP
SIDE VIEW

PREVENT INTERFERENCE WITH FLOAT. G28-0004-3
Page 12−22
Revision 18
CSP-H-2
TOP VIEW
FUEL HOSE BATHTUB FITTING
START PUMP WIRE

FLOAT ASSEMBLY
START PUMP
SIDE VIEW

PREVENT INTERFERENCE WITH FLOAT. G28-0004-4
Page 12−23
Revision 18
CSP-H-2
Page 12−24
Revision 18
CSP-H-2
Section
13
Engine Oil System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 13 Engine Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1

1. Engine Oil Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
2. Troubleshooting the Oil Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
Table 13-1. Troubleshooting the Oil Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
Figure 13-1. Engine Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
3. Engine Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
4. Engine Oil Tank Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
A. Engine Oil Tank Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
B. Engine Oil Tank Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
5. Engine Oil Tank Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
6. Engine Oil Tank Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-4
Figure 13-2. Engine Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-5
7. Liquid Level (Sight) Plug Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
8. Engine Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
9. Engine Oil Cooler Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
A. Engine Oil Cooler Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
B. Engine Oil Cooler Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-6
Figure 13-3. Engine Oil Cooler and Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-7
10. Oil Cooler Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
11. Oil Cooler Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
Figure 13-4. Oil Cooler Cleaning Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
12. Engine Oil Cooler Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
13. Upper Flanges, Oil Cooler Duct and Engine Oil Cooler Assembly Attachment . . . . . 13-9
Figure 13-5. Nutplate Installation - Oil Cooler Duct Attachment . . . . . . . . . . . . . . . . 13-9
14. Oil Cooler Duct Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
15. Oil Cooler Duct Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
A. Oil Cooler Duct Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
B. Oil Cooler Duct Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
16. Oil Cooler Duct Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-9
17. Oil Cooler Duct Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
18. Engine Oil Supply System Drain Valve and Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
19. Oil Supply System Drain Valve and Check Valve Replacement . . . . . . . . . . . . . . . . . . . 13-10
A. Oil Supply System Drain Valve and Check Valve Removal . . . . . . . . . . . . . . . . . . . . . 13-10
B. Oil Supply System Drain Valve and Check Valve Installation . . . . . . . . . . . . . . . . . . 13-10
20. Oil Supply System Drain Valve and Check Valve Inspection . . . . . . . . . . . . . . . . . . . . . . 13-10
21. Oil Supply System Hoses, Fittings and Tubing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-11
22. Oil Supply System Hoses, Fittings and Tubing Replacement . . . . . . . . . . . . . . . . . . . . . 13-11
Page 13-i
Revision 18
CSP-H-2

A. Oil Supply System Hoses, Fittings and Tubing Removal . . . . . . . . . . . . . . . . . . . . . . . 13-11
B. Oil Supply System Hoses, Fittings and Tubing Installation . . . . . . . . . . . . . . . . . . . . 13-11
23. Oil Supply System Hoses, Fittings and Tubing Inspection . . . . . . . . . . . . . . . . . . . . . . . . 13-11
Page 13-ii
Revision 18
CSP-H-2
SECTION 13
ENGINE OIL SYSTEM
1. Engine Oil Supply System a pressure relief by-pass valve. Oil then flows
from the cooler into the spherical oil tank from
(Ref. Figure 13-1) The engine oil system is a which the oil is pumped backed to the engine
circulating dry sump-type system that internal lubrication system.
includes the engine internal lubrication
system, oil tank and cooler, oil cooler duct, oil Section 17 provides information on the engine
temperature and pressure senders, drain and oil temperature and oil pressure indicating
check valves and associated interconnecting systems.
pressure and drain hoses and tubes.
The Engine Operation and Maintenance
Manual provides detailed information and
Oil flows from the engine through a check
theory of operation for the engine.
valve at the inlet port of the oil cooler. The
circulating oil is cooled to approximately 185°F Refer to CSP-H-3 for information on optional
(85°C) by air blown through the cooler by the armor installation engine oil system and an
cooler blower that is driven by the main optional engine oil tank and oil cooler drain
transmission drive shaft. kit.
The oil cooler contains a thermostat for 2. Troubleshooting the Oil Supply System
bypassing oil around the cooler until the
engine oil reaches operating temperature and (Ref. Table 13-1)
Table 13−1. Troubleshooting the Oil Supply System

No oil pressure or low oil Restriction in oil lines Inspect, clean, or replace as
pressure necessary.
Oil filter element restricted Inspect and clean as necessary.
(Refer to engine operation and
maintenance manual.)
Defective sender or indicator Inspect and replace as necessary
(Ref. Sec. 17).
Oil pressure regulator valve Adjust as necessary (Ref. Engine
improperly adjusted Operational and Maintenance
Manual).
Oil supply low Check oil supply and refill as
necessary.
Contaminated oil Drain oil system and refill.
Oil pressure drops off severely Oil supply low Check oil supply and refill as
necessary.
Defective sender or indicator Inspect and replace as necessary
(Ref. Sec. 17).
Oil pressure regulator valve Adjust as necessary. Replace valve if
sticking or broken spring spring is broken (Ref. Engine
Operation and Maintenance Manual).
Defective oil pump Test oil pump (Ref. Engine Operation
and Maintenance Manual).
Page 13−1
Revision 18
CSP-H-2
Table 13−1. Troubleshooting the Oil Supply System (Cont.)

Excessive oil pressure fluctuation Defective indicator Inspect and replace as necessary
(Ref. Sec. 17).
Oil leaks Inspect oil system hoses and tubes.
Replace as necessary.
Restriction in oil filter or pressure Clean oil filter; adjust pressure
regulator valve regulator valve. Replace valve if
pressure cannot be regulated (Ref.
Engine Operation and Maintenance
Manual).
Defective oil pump Replace oil pump (Ref. Engine
Overhaul Manual).
High oil pressure Defective indicator Inspect and replace as necessary
(Ref. Sec. 17).
Pressure regulator valve Adjust as necessary (Ref. Engine
improperly adjusted Operation and Maintenance Manual).
Abnormal oil temperature Defective temperature sender or Inspect and replace as necessary
indication. indicator (Ref. Sec. 17).
Oil consumption exceeds 6.50 oz Leakage at loose fittings or Inspect and tighten fittings and
(28.35 g) per hour connections connections as necessary.
Restricted vent lines Inspect and clean as necessary.
Defective internal engine oil seals Replace seals or engine.
Chip detector waring light comes System lubricant contaminated Inspect engine chip detector (Ref.
on Engine Operation and Maintenance
Manual).
Page 13−2
Revision 18
OIL TANK VENT
OIL TEMP SENDER
OIL TANK OIL FILTER
OIL FILTER BYPASS VALVE CHECK
VALVE
PRESSURE REGULATING VALVE
SCREEN
MAGNETIC DRAIN PLUG
OIL COOLER CHECK
CHECK VALVE VALVE
DRAIN VALVE OIL PRESSURE SENSE
OVERBOARD
PRESSURE REDUCER
SCREEN
SCREEN
TORQUEMETER PRESSURE
EXTERNAL SUMP
Figure 13−1. Engine Oil System Schematic

OVERBOARD OIL BREATHER
AIR OIL SEPARATOR
SCREEN
MAGNETIC DRAIN PLUG
OIL
SUPPLY SYSTEM
SUPPLY OIL PRESSURE OIL SCAVENGE OIL TORQUE MODULATED PRESSURE VENT TO ATMOSPHERE
Revision 18
Page 13−3
30-096
CSP-H-2
CSP-H-2
3. Engine Oil Tank B. Engine Oil Tank Installation
(Ref. Figure 13-2) The engine oil tank is (1). Install new packings and drain tube
constructed of two hemispherical aluminum union.
alloy halves welded together to form a sphere.
Welded fittings for the vent tube, inlet line, (2). Install replacement sight plug.
outlet line, sight plug and mounting support
(3). Position oil tank and align nutplate
complete the assembly. The replaceable sight
holes with holes in mounting bracket
plug allows visual reading of the oil level
secure with four bolts and washers.
within the tank without use of a dip stick.
(4). Install oil tank filler seal and retaining
4. Engine Oil Tank Replacement plate. Check that oil tank filler seal
neck is properly mated over oil tank
A. Engine Oil Tank Removal filler neck and secure with four screws,
washers, and nuts. Install oil tank filler
(1). Drain oil system. seal clamp.
(2). Remove oil cooler duct for access to oil (5). Connect drain tube (tank) to oil tank
tank. fitting and tighten.
(3). Disconnect oil tank vent hose at oil (6). Connect oil cooler tank return hose to
tank support by loosening clamp oil tank fitting and tighten.
securing the fire sleeve and sliding the
clamp and fire sleeve back to clear the NOTE: After installing engine oil-in hose cou
fitting; cap open end of hose. pling and engine oil tank vent hose, steps
(7). and (8)., pull fire sleeves into position
(4). Disconnect oil-in hose coupling at oil and tighten clamps.
tank outlet fitting by loosening clamp
securing the fire sleeve and sliding the (7). Install new O-ring, connect oil-in hose
clamp and fire sleeve back to clear coupling to oil tank fitting and tighten.
fitting; allow hose to drain; then cap
(8). Install new O-ring, connect engine oil
open end of hose.
tank vent hose to fitting on oil tank
(5). Disconnect oil cooler tank return hose support and tighten.
at oil tank fitting; allow tube to drain; (9). Install oil cooler duct.
then cap open end of fitting.
5. Engine Oil Tank Inspection
(6). Disconnect tank drain tube at oil tank
fitting; allow tube to drain; then cap Inspect engine oil tank assembly for cracks,
open end of fitting. corrosion distortion, obvious damage, leaks
and security. Inspect all associated hoses, lines
(7). Remove oil tank filler seal clamp. and fittings for oil leaks and security.
Remove four nuts, washers and screws;
then cap retaining plate and the filler 6. Engine Oil Tank Repair
seal.
(1). Weld all cracks, loose fittings, open
(8). Remove four bolts and washers that seams, and tubes with acetylene (76,
mount tank and remove the tank. Table 2-4), oxygen (77), and welding
rod (85). Replace a damaged tank when
(9). Remove sight plug and O-ring when repair is impractical or excessive.
tank repair is necessary or the plug
becomes defective. (2). Remove or smooth scratches and nicks
by sanding and touch up the surface
(10). Remove engine oil temperature sender with chemical film (8).
when tank repair is necessary or if the
sender becomes defective (Ref. Sec. 17). (3). Replace a damaged sight plug.
Page 13−4
Revision 18
CSP-H-2
BELT-DRIVEN BLOWER
UPPER OIL TANK OIL TANK

MOUNT NUTPLATE SIGHT PLUG
DECAL
WL LOCATOR
MARKS
SHAFT-DRIVEN
BLOWER
WL 48.63
ENGINE OIL TANK

SIGHT PLUG
80-90 IN. LB
(9.04-10.17 NM)
ENGINE OIL TANK
VENT HOSE O-RING
OIL COOLER TANK ENGINE OIL TANK

RETURN HOSE ENGINE OIL IN HOSE
AND COUPLING ASSY
(NOTE)
STA. 124.00
FIREWALL
CHECK VALVE
ENGINE OIL OUT HOSE
BUSHING AND COUPLING ASSY TANK DRAIN TUBE
(NOTE)
WASHER OR GASKET
ENGINE OIL TEMP SENDER
OVERBOARD DRAIN TUBE
WASHER OR GASKET
O-RING
O-RING
OIL TANK FILLER SEAL
UNION
OIL TANK CAP
RETAINING PLATE
FILLER SEAL
DRAIN TUBE (TANK) CLAMP
ENGINE OIL IN HOSE

ENGINE OIL TANK AND COUPLING
VENT HOSE (NOTE)
NOTE: SELF-CLOSING COUPLING NOT

INSTALLED ON ALL HELICOPTERS. 30-097D
Figure 13−2. Engine Oil Tank
Page 13−5
Revision 18
CSP-H-2
7. Liquid Level (Sight) Plug Replacement (3). Remove oil cooler duct assembly.
(1). Remove lockwire from sight plug. (4). Remove cooler drain tube. union, and
O-ring. Cap the cooler port.
(2). Remove sight plug by unscrewing
counterclockwise. Have an assistant hold pressure
CAUTION with a wrench across flats of the
(3). Remove and inspect O-ring. Install new oil cooler inlet fitting during removal of the
O-ring if required, on sight plug. engine oil-out hose and/or check valve,
steps (5). and (6)., to prevent deformation of
NOTE: When a new sight plug is being the fitting or cooler frame.
installed the liquid level decal is applied af
ter the plug is installed and torqued. (5). Disconnect engine oil-out hose from
check valve.
(4). Coat threads of replacement sight plug
with lubricating oil (3, Table 2-3) and (6). Remove check valve and O-ring. Install
place new O-ring on sight plug. Torque protective caps on oil line and in oil
sight plug to 80 - 90 inch-pounds cooler boss.
(9.04 - 10.17 Nm). Secure with 0.032
inch (0.8128 mm) lockwire (2). (7). Remove screws and washers attaching
deflector to mounting flange: remove
(5). Project a line from the oil tank upper deflector.
mounting nutplate center across the
center of the sight plug and pencil mark (8). Remove six bolts, washers, and nuts
as shown in Figure 13-2, detail A. attaching oil cooler to structure; remove
Position decal WL locator marks to cooler.
match pencil marks and install decal.
(9). Cut lockwire and remove shields from
oil cooler, if installed.
8. Engine Oil Cooler
B. Engine Oil Cooler Installation
(Ref. Figure 13-3) The engine oil cooler is a
radiator-type heat exchanger that is (1). Position shields on sides of oil cooler so
constructed of aluminum alloy tubes welded to that missing tab on outboard shield is
an aluminum frame. adjacent to oil in fitting. Tie shields in
place with lockwire completely around
Engine outlet oil enters the cooler through an front and rear sides of cooler.
inlet fitting at the lower right corner, circu
lates through the tubes, and exits through an (2). Position oil cooler on the firewall.
outlet fitting at the upper left corner of the Install union with a new O-ring and
cooler. install cooler drain tube.
The pressure relief bypass valve opens at (3). Install six bolts, washers and nuts to
25-30 psi (172-207 kPa); the thermostat valve attach cooler to firewall.
closes at +140°-180°F (60°-82°C).
(4). Coat threads of check valve with
9. Engine Oil Cooler Replacement lubricating oil (3, Table 2-3).
A. Engine Oil Cooler Removal Have an assistant hold pressure

CAUTION on a wrench across flats of the
NOTE: Oil cooler removal requires two people. oil cooler inlet fitting during tightening of
the check valve and/or engine oil-out hose,
(1). Drain oil system. steps (5). and (6)., to prevent deformation of
the fitting or cooler frame.
(2). Disconnect oil cooler tank return hose
from cooler fitting and allow to drain (5). Install check valve with a new O-ring.
into a suitable container. Cap open end
of the oil cooler tank return hose and (6). Install engine oil-out line with a new
the cooler port. O-ring.
Page 13−6
Revision 18
CSP-H-2
AIR DUCT CONNECTION
CLAMP
CLAMP
ENGINE OIL
COOLER DUCT
BELT-DRIVEN OIL
COOLER BLOWER OIL COOLER
BLOWER SCROLL
OIL COOLER-TO-TANK
OIL RETURN HOSE
THERMOSTATIC VALVE SPACER

GASKET
ENGINE OIL COOLER
SHIELD SHAFT-DRIVEN OIL

COOLER BLOWER
SHIELD
DEFLECTOR
GASKET
POWER PLANT
TUBE (TANK)
BRACKET
DRAIN VALVE
O-RING
ENGINE OIL OUT LINE CHECK VALVE
O-RING
DRAIN HOSE GROMMET
30-095C
Figure 13−3. Engine Oil Cooler and Duct
Page 13−7
Revision 18
CSP-H-2
(7). Install plastic deflector using screws Use only recommended cleaning
and washers. CAUTION solutions or one that is satisfac
tory for use on aluminum. Many solutions
(8). Install tank return hose. satisfactory for cleaning copper or copper
nickel are highly corrosive to aluminum
(9). Install oil cooler duct (para 13-23).
and. if used, will result in the destruction of
(10). Fill oil tank with lubricating oil. the oil cooler assembly. If equipment has
been previously used with any other clean
(11). Start and operate engine according to ing solutions, it should be thoroughly
the Owner's Manual. Inspect oil cooler washed out and flushed with the recom
and related parts for oil leaks. mended solution.
10. Oil Cooler Inspection (3). Establish flushing setup as shown in

Figure 13-4. Use solvent (1, Table 2-4)
Inspect engine oil cooler for cracks, corrosion, to clean oil cooler interior.
damaged or bulged plates, broken welds,
foreign matter clogging, oil leaks, and security. (4). Connect hose from discharge side of
Inspect all associated hoses and fittings for oil pump to oil cooler outlet to provide a
leaks and security. cleaning solution flow opposite to
direction of normal flow.
11. Oil Cooler Flushing
(5). Connect hose from storage tank to inlet
(Ref. Figure 13-4)
port of oil cooler.
(1). Remove thermostatic valve and plug all
openings in engine oil cooler. (6). Start centrifugal pump and allow to
flush for 30 minutes or until the
(2). Clean exterior of engine oil cooler with cleaning solution appears clean after
steam. flowing through oil cooler.
HYDRAULIC PRESSURE
GUAGE
100 MESH SCREEN

INLET
HYDRAULIC PRESSURE
GUAGE
COOLER
PRESSURE RELIEF VALVE
SET FOR 75 PSI (517 KPA)
TANK
100 MESH SCREEN
CENTRIFUGAL PUMP
OUTLET 28-56 GPM (26.5 LPM);
75 PSI (517 KPA)
FULL-FLOW FILTER DISCHARGE PRESSURE
IN OUT
30-094A
Figure 13−4. Oil Cooler Cleaning Setup
Page 13−8
Revision 18
CSP-H-2
NOTE: After each flushing operation, (7). thru S-403-I FRONT FERRULE
(11)., examine the 100 mesh screens for met (SWAGELOK)
OIL COOLER GASKET
al or other foreign particles. If metal par A4972-6-02
ticles are found, clean screens with solvent NUTPLATE AN960PD10L WASHER
and dry with clean, filtered compressed air.
(7). Drain oil cooler.
(8). Flush oil cooler with compound (75) in
reverse direction for 30 minutes. NAS1303-6 BOLT
(9). Reverse hoses and flush engine oil

cooler for 10 to 15 minutes in normal oil
flow direction.
(10). To rinse, flush engine oil cooler with
solvent for 10 minutes. 369A8302 ENGINE OIL
COOLER ASSY 369H8301 OR 369A8304
(11). Check filter screens for metal particles. ENGINE OIL COOLER
Discard oil cooler if metal particles still DUCT ASSY
appear in filter screens. 30-222
12. Engine Oil Cooler Repair Figure 13−5. Nutplate Installation − Oil
Cooler Duct Attachment
(1). Replace a defective thermostatic valve.
14. Oil Cooler Duct Assembly
(2). Straighten bent cooling fins with a pair
of duckbill pliers ground to fit between (Ref. Figure 13-3) The engine oil cooler duct is
cooling tubes. a plastic assembly that directs cooling air from
the oil cooler blower to the engine oil cooler.
(3). Weld all small holes, cracked seams, or
loose fittings with welding rod (85, 15. Oil Cooler Duct Assembly Replacement
Table 2-4).
A. Oil Cooler Duct Assembly Removal
(4). Smooth scratches and nicks by sanding, (1). Remove two clamps and air duct
and touch up the surface with chemical connector.
film (8).
(2). Remove four bolts, spacers, washers,
13. Upper Flanges, Oil Cooler Duct and and nuts; remove engine oil cooler duct
Engine Oil Cooler Assembly Attachment assembly. Use care to retain spacers for
reinstallation of duct.
A nutplate installation to facilitate field
maintenance is accomplished as follows: B. Oil Cooler Duct Assembly Installation
(1). Disconnect oil cooler duct from engine (1). Position oil cooler duct. Install spacer at
oil cooler assembly. Discard existing each attaching bolt location.
two nuts and 369A8304-13 spacers
Overtightening bolts can crack
used at upper flanges of duct and oil CAUTION the duct flange. Tighten nuts
cooler.
only to the point of firm contact.
Overtorquing bolts can crack
CAUTION duct flange; tighten bolts only to (2). Install four bolts, washers, and nuts.
point of firm contact and security. (3). Install air duct connector and clamps.
(2). Reconnect duct to engine oil cooler with 16. Oil Cooler Duct Assembly Inspection
existing hardware, except install front
ferrules and clip-type nutplates to Inspect oil cooler duct assembly for cracks,
secure top two bolts as shown in foreign matter clogging, security and other
Figure 13-5. signs of damage.
Page 13−9
Revision 18
CSP-H-2
17. Oil Cooler Duct Assembly Repair (4). Plug opening at inlet fitting of oil cooler
and cap open end of engine oil-out hose
(1). Repair polycarbonate duct assembly coupling.
body cracks by bonding a patch accord
ing to the criteria and methods speci (5). Disconnect tube assemblies at drain
fied for acrylic plastic in FAA AC valve, and cap open ends of tubes.
43.13-1, Aircraft Inspection and Repair. (6). Remove two bolts, and the valve
Use dichloromethane (38, Table 2-4) or mounting bracket.
ethylene dichloride (39) as the bonding
agent. (7). Cut lockwire and remove the two
screws that attach drain valve to
(2). Repair small areas of seam separation bracket.
by injecting ethylene dichloride into the
void area and clamping together under B. Oil Supply System Drain Valve and Check
light pressure. Valve Installation
(1). Install new O-ring in oil cooler inlet
18. Engine Oil Supply System Drain Valve and fitting.
Check Valve
Have an assistant hold pressure
CAUTION on a wrench across the flats of
(Ref. Figure 13-3) The oil supply system drain
valve is a three port plug-type valve mounted the oil cooler inlet fitting during installation
on a bracket beneath the oil cooler. of the engine oil-out hose and/or check valve
to prevent deformation of the fitting or cool
Three oil tubes are connected to the drain er frame.
valve; one from the oil tank, one from the oil
cooler, and the third providers an overboard (2). Coat threads of check valve with
drain. The drain valve is spring-loaded in the lubricating oil (3, Table 2-3), install
close position. When the valve is opened, all check valve and tighten to secure.
ports are closed. (3). Install new O-ring in inlet port of check
valve.
The oil system check valve is a one-way, ball
type valve mounted at the inlet fitting of the (4). Connect engine oil-out hose coupling to
oil cooler. The check valve functions to prevent inlet port of check valve and tighten to
hot oil from flowing back into the engine when secure.
the engine is not operating.
(5). Install the drain valve on mounting
bracket and safety with lockwire (2,
19. Oil Supply System Drain Valve and Check Table 2-4).
Valve Replacement
(6). Install bracket on oil cooler flange.
A. Oil Supply System Drain Valve and Check
Valve Removal (7). Install bracket on oil cooler flange.
Connect tube assemblies to drain valve,
(1). Drain oil system. and tighten to secure.
(8). Start and operate engine according to
Have an assistant hold pressure
CAUTION on a wrench across the flats of the Owner's Manual. Check oil supply
system check valve, drain valve, and
the oil cooler inlet fitting during removal of associated plumbing for oil leaks.
the engine oil-out hose and/or check valve to
prevent deformation of the fitting or cooler 20. Oil Supply System Drain Valve and Check
frame. Valve Inspection
(2). Disconnect engine oil-out hose coupling Inspect the oil system drain valve and check
and allow to drain. valve for cracks, corrosion, security, and leaks.
Check connected hoses and tubing for leakage
(3). Remove check valve and O-ring. at connections.
Page 13−10
Revision 18
CSP-H-2
21. Oil Supply System Hoses, Fittings and (3). Install upper end of oil line.
Tubing
NOTE: During tightening, rotate coupling nut
(Ref. Figure 13-2 and Figure 13-3) The hoses of hose or tubing with one wrench while
and tubing used in the oil supply system are holding the fitting to which it is being at
lightweight assemblies incorporating perma tached securely with another wrench. This
nent fittings. The hoses located near the procedure will prevent twisting and possible
engine are provided with fire shields. deformation of the hose or tubing.
22. Oil Supply System Hoses, Fittings and (4). Torque nuts of 1/4 inch tubes to 80 -
Tubing Replacement 100 inch-pounds (9.04 - 11.30 Nm)
and nuts on 5/16 inch tubes to 150 -
A. Oil Supply System Hoses, Fittings and 200 inch-pounds (16.95 - 22.60 Nm).
Tubing Removal
23. Oil Supply System Hoses, Fittings and
When removing an oil supply system hose or Tubing Inspection
tube that is connected to lower end of oil cooler
or oil tank, drain the oil from the cooler or (1). Inspect oil lines for kinks, uniformity of
tank before disconnecting the hose or tube. diameter, breaks, and freedom from
Tagging or otherwise identifying fittings, interference with adjoining structure or
tubing and hardware will facilitate reassemb other components.
ly.
(2). Replace defective oil lines. Inspect and
(1). Disconnect lower end of oil line. Drain reject oil tubes for the following:
residual oil from line into suitable
container. (a). Kinks or dents which could obstruct
oil flow. Dents are allowable up to
(2). Disconnect upper end of oil line and 0.015 inch (0.381 mm) deep.
remove line.
(b). Cracked or broken tubes or coupling
(3). Cap oil lines and all open lines to nuts.
prevent entry of foreign matter.
(c). Cross-threaded, crushed, or other
B. Oil Supply System Hoses, Fittings and wise damaged coupling nuts.
Tubing Installation
(d). Chafing within clamp areas in excess
(1). Remove caps or plugs from fittings, oil of 0.010 inch (0.254 mm). No chafing
hoses and tubes. Apply lubricating oil is allowed at or near the flared
(3, Table 2-3) to all fittings. tubing end.
(2). Install lower end of oil line but do not (e). Nicks are allowable up to 0.010 inch
tighten. (0.254 mm) deep.
Page 13−11
Revision 18
CSP-H-2
Page 13−12
Revision 18
CSP-H-2
Section
14
Engine Ignition
System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 14 Engine Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1

1. Engine Ignition Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
2. Troubleshooting the Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Table 14-1. Troubleshooting Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
Page 14-i
Revision 18
CSP-H-2

Page 14-ii
Revision 18
CSP-H-2
SECTION 14
ENGINE IGNITION SYSTEM
1. Engine Ignition Control System Current configuration helicopters are equipped
with start circuitry protection. A dedicated
The engine starter-ignition switch is a START circuit breaker (optional equipment)
push-button switch located on the pilot's can be installed on earlier model helicopters.
collective stick. The switch is marked START Refer to Section 20 for information on engine
and is spring-load to the OFF position. ignition control system wiring.
Once the keyswitch is turned on, depressing Electrical power to the key switch is controlled
the start switch energizes both the start relay by the main power switch (master switch).
and ignition exciter, and causes the generator
field circuit in the voltage regulator to open so The engine operation and maintenance
that the starter will operate as a series motor. manual provides detailed information for
maintenance of the ignition system.
Electrical power to the keyswitch, starter and Refer to CSP-H-3 for information on optional
ignition system is controlled by the main engine automatic reignition equipment.
power selector switch on the instrument panel.
2. Troubleshooting the Ignition System
Refer to Section 19 when keyswitch or start
switch replacement is necessary. (Ref. Table 14-1)
Table 14−1. Troubleshooting Ignition System
WARNING: Before removing or installing components of the electrical system, check that all electrical
power is OFF. If units are not immediately replaced, ensure that all electrical connector are suitably
capped and stowed and all loose cable ends are properly insulated and stowed to prevent the
possibility of shorting. Serious injury or death could result from voltages present in the electrical
system.
Engine fails to ignite (Starter Preservative oil fouling spark Try a second start.
operation normal) igniter
Faulty circuit to ignition unit Listen for ignition operation. Check for
fuel from vapor exhaust.
Check input power to ignition unit.

Isolate and replace defective part.
Faulty igniter exciter Listen for ignition operation. Check for

fuel vapor from exhaust. Replace with
serviceable unit (Ref. Engine
Page 14−1
Revision 18
CSP-H-2
Table 14−1. Troubleshooting Ignition System (Cont.)

Faulty spark igniter Listen for igniter operation. Check for
fuel vapor from exhaust. Replace with
serviceable unit (Ref. Engine
Spark igniter firing intermittently Check input voltage to exciter. Check

ignition exciter by temporarily
replacing with serviceable unit (Ref.
Engine Operation and Maintenance
Manual).
Starter−generator fails to function Key switch, start switch or Replace defective switch or repair
with START switch pressed interconnecting wiring defective defective wiring (Ref. Sec. 19).
Battery voltage low Start with APU or charge battery (Ref.

Sec. 2).
Start relay defective Replace relay.
Voltage regulator defective Replace regulator.
Circuit breaker out Replace circuit breaker (If installed).
Page 14−2
Revision 18
CSP-H-2
Section
15
Engine Exhaust
System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 15 Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1

1. Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
2. Tailpipe Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
A. Tailpipe Assembly Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
B. Tailpipe Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
3. Tailpipe Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
4. Tailpipe Assembly Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
Figure 15-1. Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Page 15-i
Revision 18
CSP-H-2

Page 15-ii
Revision 18
CSP-H-2
SECTION 15
ENGINE EXHAUST SYSTEM
1. Exhaust System During steps (2). thru (5)., an
CAUTION assistant must support the aft
ends of the exhaust tailpipes while the tail
(Ref. Figure 15-1) The exhaust system consists
pipes are being secured in place. Do not al
of two engine tailpipes attached to the engine
low the aft ends of the tailpipes to become
exhaust collector outlets by two engine-to
displaced from their proper mounting loca
tailpipe clamps and supported at the airframe
tions; to do so may damage the forward
exhaust outlet by a cushioned hanger assem
mounting flanges or result in a poorly mated
bly. The hanger assembly is suspended from an
clamp joint. When assembling the tailpipe
attach fitting located above the tailpipes. The
and hanger assemblies, take care not to tear
upper and lower hangers are spring-loaded
or otherwise damage the inconel pads that
together. The inconel wire mesh cushions and
serve as cushions between the hangers and
the adjoining spring provide a flexible coupling
tailpipes.
between the aft ends of the tailpipes and the
supporting structure. (2). Position the forward end of each
tailpipe over its respective engine
exhaust outlet opening and install the
2. Tailpipe Assembly Replacement two clamps. Position the clamp joints at
the upper surfaces of the tailpipes and
(Ref. Figure 15-1) partially tighten the clamp; final
tightening will be accomplished later.
A. Tailpipe Assembly Removal (3). Taking care not to displace the ends of
the tail pipes, install the two hanger
assemblies as shown in Figure 15-1.
(1). Remove right side thermocouple Make certain that the hanger assembly
hardware if installed; then remove saddles are properly positioned between
tailpipe clamp nuts and clamps. the locating flanges at the aft ends of
the tailpipes.
(2). Remove cotter pin, nut, washers and (4). Secure the tailpipes and hanger
bolt attaching tailpipe hanger to assemblies together by installing the
structure fitting, spring over the rivets connecting each
pair of hanger clips. Attach the upper
Whenever tailpipes are re spring hook so that the four captive
CAUTION moved, cover the engine ex washers on the rivet are divided equally
haust ports with barrier material (44, on either side of the spring hook (two
Table 2-4) or other suitable material into washers separating the hook from each
the engine power turbine section. hanger clip), Attach the lower spring
hook between the left side of the lower
hanger support link and the adjacent
(3). Remove the two tailpipes as an assem clip,
bly.
(5). Attach the vertical link of the lower
hanger assembly to the support fitting
(4). Remove spring and hangers; then on the structure with a bolt, two
separate the tailpipes. washers and nut (all CRES hardware).
Tighten the nut only finger-tight at
B. Tailpipe Assembly Installation this time.
(6). Torque the two engine-to-tailpipe
(1). Remove the protective covers from the clamp nuts to 15 - 18 inch-pounds
engine exhaust ports. (1.69 - 2.03 Nm). On helicopters with a
Page 15−1
Revision 18
CSP-H-2
250-C20 engine installed, install (b). If a welded pad has been installed,
thermocouple wire support on right use a hand file and carefully grind
tailpipe clamp and secure with nut and spot welds and residue of pad from
washer as shown in Figure 15-1. hanger.
(7). Using a plastic or rawhide mallet, tap (c). Install replacement cushion assembly
lightly around the outer circumference by positioning on the hanger and
of both clamps to ensure that they are then bending the five tabs as shown
properly seated; then re-torque the in Figure 15-1.
clamp nuts.
(8). Torque the support fitting bolt and nut (d). Install the replacement wire pad by
to 12 - 15 inch-pounds (1.36 - 1.69 resistance welding (poke weld) the
Nm) and safety with a cotter pin. edges of the pad (inconel wire,
Tadpole-type, Johns-Manville PN
3. Tailpipe Assembly Inspection 2069 Rev. 2) to the hanger. The weld
spots should be approximately 0.250
(1). Inspect for cracks and broken weld inch (6.35 mm) apart.
seams.
(2). Inspect for dents and bends. (3). Repair cracks and breaks in the
tailpipes (CRES material No. 21-6-9)
(3). Inspect inconel wire pads or cushion as follows:
assemblies on hanger assemblies for
wear, tears and for spotweld security. (a). Using a stainless steel brush, thor
oughly clean at least 1 inch (2.54 cm)
4. Tailpipe Assembly Repair on all sides of the cracked area. The
(1). Repair dents and bends using a form cleaning should remove all carbon
block and suitable mallet. from both inner and outer surfaces
and from the crack itself.
NOTE: Either inconel wire pads welded to the
hanger assembly or replaceable wire cush (b). Weld, using the inert arc method,
ion assemblies may be installed on the ex with rod (78, Table 2-4). Shield the
haust system. If so desired, the welded wire back side of the weld with inert gas
pads may be replaced with PN 369H8202 or a suitable stainless steel flux.
cushion assemblies after the welded pad is
removed and the hanger is cleaned up. (c). Repair single cracks less than 2
(2). Replace hanger assembly inconel wire inches (5.08 cm) in length by stop-
pads or cushions as follows: drilling a 0.040 inch (1.016 mm)
diameter hole at the termination of
(a). Remove damaged pad by tearing off the crack. This method of repair does
inconel wire pad or by bending five not apply to intersecting racks that
tabs to release each cushion assem form an acute angle leaving an
bly. unsupported section.
Page 15−2
Revision 18
CSP-H-2
UPPER HANGER
CRES
RIGHT TAIL PIPE CRES; 12-15 IN. LB
TAIL PIPE INCONEL WIRE
(1.36-1.69 NM)
THERMOCOUPLE CLAMP MESH PAD
WIRE SUPPORT
(NOTE 2) CRES
SPRING
HANGER
15-18 IN. LB
(1.69-2.03 NM)
INCONEL WIRE
MESH PAD
LOWER HANGER
LEFT TAIL PIPE
SUPPORT LINK
REPLACEMENT CUSHION
ASSY (TYP)
NOTES:
1. UPPER HANGER REPLACEABLE CUSHION ASSEMBLY
INSTALLATION IS THE SAME SHOWN.
2. THERMOCOUPLE WIRE SUPPORT USED ON 250-C20
ENGINE INSTALLATION.
LOWER HANGER
(NOTE 1)
30-098C
Figure 15−1. Exhaust System
Page 15−3
Revision 18
CSP-H-2
Page 15−4
Revision 18
CSP-H-2
Section
16
Engine Air Induction
System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 16 Engine Air Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1

1. Engine Air Induction System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
2. Engine Air Induction System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
3. Engine Air Inlet Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
4. Engine Air Inlet Screen Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
A. Engine Air Inlet Screen Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
Figure 16-1. Air Induction System (Without Air Inlet Screen) . . . . . . . . . . . . . . . . . . . . 16-2
Figure 16-2. Air Inlet Screen Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-3
B. Engine Air Inlet Screen Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
5. Engine Air Inlet Screen Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
6. Engine Air Shield Screen Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
7. Engine Air Shield Screen Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
8. Engine Air Shield Screen Assembly Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
9. Engine Air Inlet Bell, Engine-to-Firewall Seal Ring and Engine Air
Inlet-to-Firewall Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-4
10. Engine Air Inlet Bell and Engine-to- Firewall Seal Ring Replacement . . . . . . . . . . . . 16-5
A. Engine Air Inlet Bell and Engine-to- Firewall Seal Ring Repair . . . . . . . . . . . . . . . 16-5
B. Engine Air Inlet-to-Firewall Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
11. Air Induction System Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
12. Air Induction System Drain Tubing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-5
Figure 16-3. Air Induction System Drain Installations . . . . . . . . . . . . . . . . . . . . . . . . . . 16-6
Page 16-i
Revision 19
CSP-H-2

Page 16-ii
Revision 19
CSP-H-2
SECTION 16
ENGINE AIR INDUCTION SYSTEM
1. Engine Air Induction System (3). Inspect engine inlet bell for cracks
breaks or other damage.
(Ref. Figure 16-1) The basic air induction
system consists of an engine air inlet installa (4). Inspect engine-to-firewall seal ring for
tion (plenum chamber), engine air shield weak springs, cracks, corrosion or
screen, engine air inlet bell, engine-to-firewall damage that prevents complete sealing
seal ring, and engine air inlet-to-firewall seal. of the firewall. Repair or replace a
damaged ring.
(Ref. Figure 16-2) The current type engine air
induction system includes an air inlet screen (5). Inspect engine air inlet-to=firewall seal
vertically mounted in the forward position of for conditions that prevent complete
the aft fairing. contact of the seal ring, Replace a
damaged seal.
The screen provides filtration of air flowing
into the engine air intake and protects against (6). On current type system with plenum
foreign object entry. The upper portion of the chamber drain tubing, check that
air inlet screen ends approximately 1-1/2 tubing is not deformed, corroded or
inches from the top of the aft fairing to provide clogged.
a bypass air area.
3. Engine Air Inlet Screen
Air enters the engine air inlet fairings which
are part of the airframe. Air flows from the The engine air inlet screen assembly is shaped
inlet fairings to the plenum chamber above the to fit the inlet area of the aft fairing. The
engine air inlet bell, through the engine air screen assembly is constructed of a polycarbo
shield screen (when used) above the inlet bell nate material bonded to an aluminum alloy
and to the compressor inlet. frame. The filter screen is arranged in a
saw-tooth pattern to provide maximum
Air loss from the inlet chamber is prevented by filtering capacity.
the engine-to-firewall seal ring that is
spring-loaded against the engine side of the 4. Engine Air Inlet Screen Replacement
firewall.
(Ref. Figure 16-2)
Refer to Section 10 for engine drive shaft
firewall seal information. A. Engine Air Inlet Screen Removal
Refer to CSP-H-3 for maintenance instruc (1). Remove engine air inlet forward
tions. fairings.
(2). Open hinge-mounted plenum chamber
2. Engine Air Induction System Inspection access door on aft fairing (Section 2).
(Ref. Figure 16-1 or Figure 16-2) (3). Install a temporary cover of cardboard
(1). On helicopters equipped with the air or suitable material over the engine air
inlet vertical screen, inspect for security intake.
of attachment, deformation, and screen Use care to avoid dropping
damage. Check that screen area is not CAUTION screws, washers or any foreign
clogged. Inspect boot(s) on station 100 material into the engine air intake. The en
tail rotor control rod for condition and gine can be badly damaged by the entry of
security of attachment. such objects.
(2). On helicopter equipped with plenum (4). Remove clamps securing tail rotor
chamber engine air shield screen, control rod boot to inlet screen.
inspect unit for security of attachment,
cracks, breaks and screen damage. (5). Remove Sta. 100 tail rotor control rod.
Page 16−1
Revision 19
CSP-H-2
ENGINE AIR INLET FAIRING
AFT FUSELAGE
STRUCTURE
NOTE 1
SCREW (NOTE 2)
ENGINE AIR SHIELD SCREEN (NOTE 3)
ENGINE AIR INLET BELL
ENGINE AIR INLET-TO-FIREWALL SEAL
ENGINE SHAFT FIREWALL SEAL
ENGINE AIR INLET-TO-FIREWALL SEAL
ROTATED
ENGINE-TO-FIREWALL
SEAL RING
ENGINE AIR
INLET BELL
ENGINE SHAFT
NOTES: FIREWALL SEAL
1. SHADED AREA REPRESENTS PLENUM CHAMBER.
2. RIVE ATTACHING SCREWS USED ON EARLY CONFIGURATION SCREEN;
TWO SCREWS USED WITH TWO SCREEN-MOUNTED CLIPS ON CURRENT
CONFIGURATION.
3. USED ON HELICOPTERS NOT EQUIPPED WITH AIR INLET SCREEN. 30-149
Figure 16−1. Air Induction System (Without Air Inlet Screen)
Page 16−2
Revision 19
CSP-H-2
PLENUM CHAMBER ACCESS DOOR
ENGINE AIR INLET SCREEN
SCREW (6 PLCS)
SCREW (9 PLCS)
LATCH
COTTER PIN (TYP)

EARLY SYSTEM (NOTE)
TAIL ROTOR CONTROL ROD
BOOT SUPPORT
PLENUM CHAMBER TURNLOCK

ACCESS DOOR FASTENER
(TYP)
EXTERIOR HANDLE
ACCESS COVER
BOLT (2 PLCS)
ENGINE AIR INLET FAIRING
ACCESS COVER
NOTE: ROLL ENDS OF ALL COTTER PINS.
DO NOT BEND FLAT.
MAST SUPPORT STRUCTURE
30-150
Figure 16−2. Air Inlet Screen Installation
Page 16−3
Revision 19
CSP-H-2
(6). Remove two bolts securing screen to aft Use care to avoid dropping
fairing. Remove six screws securing aft CAUTION screws, washers, or any foreign
base of screen to air inlet panel. material into the engine air intake. The en
Remove nine screws securing forward gine can be badly damaged by the entry of
base of screen to mast support struc such objects.
ture.
7. Engine Air Shield Screen Assembly
B. Engine Air Inlet Screen Installation Replacement
(Ref. Figure 16-1)
(1). Position inlet screen in place and install
attaching hardware. (1). Open plenum chamber access door.
(2). Remove two screws and washers and
(2). Install Sta. 100 tail rotor control rod. un-clip engine air screen from engine
air inlet pan, or remove five screws and
(3). Install tail rotor control rod boot on washers and lift screen from support
inlet screen and secure with clamps. clips (early configuration).
(3). Tape a temporary cover of card board or
Before removing the temporary
CAUTION cover for reinstallation of the suitable material over the engine air
intake.
screen , check the entire plenum area for
any foreign material that could fall into the Before removing the temporary
engine as the is removed. The engine can be CAUTION cover for reinstallation of the
badly damaged by the entry of such objects. screen, check the entire plenum area for any
foreign material that could fall into the en
(4). Remove temporary cover from engine gine as the cover is removed. The engine can
air intake. be badly damaged by the entry of such ob
jects.
(5). Close hinge-mounted plenum chamber (4). Remove temporary cover from engine
access door on aft fairing and be sure air intake.
door is locked closed.
(5). Install replacement engine air shield
(6). Install engine air inlet forward fairings. with two screws and washers, or five
screws and washers (early configura
5. Engine Air Inlet Screen Inspection tion).
(6). Inspect air inlet, base of mast, and
(1). Inspect filter for cleanliness, clogged entire plenum chamber; remove any
areas, and foreign particle accumula foreign material (dirt, cotter pins, chips,
tion. Refer to Section 2 for cleaning of etc.).
air inlet screen.
(2). Inspect unit for cracks, breaks and Inspection
distortion. Check fiberglass filtering Inspect the engine air shield screen for holes,
screen for cuts, breaks and other breaks, tears, corrosion, or other damage.
damage. Replace a damaged screen.
9. Engine Air Inlet Bell, Engine−to−Firewall
Seal Ring and Engine Air Inlet−to−Firewall
Seal
(Ref. Figure 16-1) The engine air shield screen
assembly is used on early helicopter configura (Ref. Figure 16-1) The engine air inlet bell is a
tion not equipped with an air inlet screen. The molded nylon assembly with the bell and
engine air shield screen consists of four mounting flange formed as a unit. The engine
aluminum alloy frames and a six-mesh, air inlet bell provides a method of collecting
aluminum screen which are assembled and dip and directing air from the plenum chamber to
brazed. the engine compressor.
Page 16−4
Revision 19
CSP-H-2
The engine-to-firewall seal ring is a stamped (1). Remove engine.

steel assembly incorporating three flat springs
for mounting on the inlet bell mounting flange. (2). Pull engine air inlet to firewall seal
The engine inlet-to-firewall seal is a high from firewall.
temperature, all synthetic seal. The seal
provides a pliable surface for the rim of steel to (3). Carefully scrape firewall as necessary
press against when the engine is installed. to remove seal particles. Remove
residue from firewall with methyl-
10. Engine Air Inlet Bell and Engine−to− ethyl-ketone (MEK) (22, Table 2-4).
Firewall Seal Ring Replacement
(4). Using adhesive (19), bond replacement
(Ref. Figure 16-1) engine air inlet-to-firewall seal so that
(1). Remove engine. it is centered on firewall opening.
(2). Remove five screws, washers and nuts; (5). Reinstall engine.
remove engine air inlet bell.
11. Air Induction System Drains
(3). Pull engine to firewall seal ring from
bell. Air induction system drains are provided for
(4). Attach replacement engine-to-firewall the plenum chamber, the transmission cooling
seal ring to engine air inlet bell by shroud, and the oil cooler blower shroud. The
lifting the leaf springs on the ring and drains are located at the low points
repositioning them over bell flange.
of these components to prevent accumulations
(5). Position engine air inlet bell and of moisture that may have been entrained with
firewall seal ring on compressor inlet the inducted air. The drain tubes are generally
mounting flange; secure with five of clear plastic material which is attached to
screws, washers and nuts. metal drain fittings with lockwire.
(6). Reinstall engine.
12. Air Induction System Drain Tubing
A. Engine Air Inlet Bell and Engine−to− Replacement
Firewall Seal Ring Repair
Replace the drain tubing using standard shop
(1). To repair engine-to-firewall seal ring, procedures. See Figure 16-3 for routing and
replace any damaged or broken springs. installation details for tubing located on the
aft side of the firewall. See a similar figure in
(2). There is no authorized repair for the Section 9 for tubing located on the forward
inlet bell. side of the firewall.
B. Engine Air Inlet−to−Firewall Seal
Replacement NOTE: When replacing drain tubing, the rout
ing should be as direct as possible. Avoid
(Ref. Figure 16-1) creating loops that can become liquid traps.
Page 16−5
Revision 19
CSP-H-2
PLENUM CHAMBER FIREWALL

FITTING PLENUM CHAMBER
DRAIN TUBE
LOCKWIRE
OIL COOLER DRAIN
FWD FIREWALL
NYLON TWINE
RIGID PLASTIC TUBE
(30, TABLE 2-4)
TRANSMISSION AND BLOWER

SHROUD DRAIN
GROMMETS FLEXIBLE PLASTIC

TUBES
STIFFENER
30-159A
Figure 16−3. Air Induction System Drain Installations
Page 16−6
Revision 19
CSP-H-2
Section
17
Instrument Panel and
Indicating System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 17 Instrument Panel and Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1

1. Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
A. Instrument Panel Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
B. Instrument Panel Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-1
Figure 17-1. Arrangement of Instruments and Indicators (Instrument
Panel Type A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-2
Figure 17-2. Arrangement of Instruments and Indicators (Instrument
Panel Type B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-3
C. Instrument Panel Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-4
Figure 17-3. Component Locations (Instrument Panel Type A) . . . . . . . . . . . . . . . . . . . 17-5
Figure 17-4. Component Location (Instrument Panel Type B)
(Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-6
2. Instrument Panel Type B Hood . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
3. Instrument Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-7
A. Instrument Indicating System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-8
Table 17-1. Troubleshooting the Instrument Indicating System . . . . . . . . . . . . . . . . . . 17-8
B. Indicating System Instrument Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-10
C. Indicating System Instrument Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11
D. Indicating System Instrument Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11
4. Pitot-Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-11
A. Pitot-Static System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-12
B. Pitot Tube Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-12
C. Static Pressure Tubing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-12
Figure 17-5. Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-13
D. Static Pressure Tube Aft End Protective Screen Installation . . . . . . . . . . . . . . . . . . . 17-14
Figure 17-6. Installation of Static Pressure Tube Bug Screen . . . . . . . . . . . . . . . . . . . . 17-14
5. Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
A. Altimeter Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
6. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
A. Airspeed Indicator Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-14
7. N1, N2 and Rotor Tachometer Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-15
A. N1, N2 and NR Tachometer Indicator Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-15
B. Tachometer Generator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-15
C. Tachometer Generator Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-15
8. Turbine Outlet Temperature (TOT) Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
A. TOT Indicator Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
B. Thermocouple Harness Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
C. TOT Indicating System Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-16
Page 17-i
Revision 19
CSP-H-2

Figure 17-7. Indicating System Electrical Senders (Sheet 1 of 3) . . . . . . . . . . . . . . . . . 17-17
Figure 17-8. Test Hookup For Tachometer Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
9. Engine Torque Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
A. Torque Gage Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
B. Torque Gage Pressure Line Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-20
C. Torque Gage Pressure Lines Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-21
Figure 17-9. Torque Gage and Direct Reading Engine Oil Pressure Gage
(Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-22
10. Direct Reading Oil Pressure Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-23
A. Engine Oil Pressure Gage Tubing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-24
B. Torque or Direct Reading Engine Oil Pressure Line Bleeding and
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-24
11. Instrument Cluster Three-Pack or Four-Pack Indicating System . . . . . . . . . . . . . . . . 17-24
A. Instrument Cluster Three-Pack or Four-Pack Maintenance . . . . . . . . . . . . . . . . . . . 17-25
B. Instrument Cluster Three-Pack or Four-Pack Calibration Check . . . . . . . . . . . . . . 17-25
Figure 17-10. Instrument Cluster Three-Pack with Wiring Harness
(Instrument Panel Type B) (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-26
Figure 17-11. Instrument Cluster Four-Pack with Wiring Harness . . . . . . . . . . . . . . . 17-28
12. Engine Oil Temperature Sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-29
A. Engine Oil Temperature Sender Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-29
13. Engine Electrical Oil Pressure System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30
A. Engine Electrical Oil Pressure Sender Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30
B. Electrical Oil Pressure Gage Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-30
14. Fuel Quantity System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-31
A. Fuel Quantity Transmitter (Tank Unit) Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . 17-31
B. Fuel Quantity Transmitter and Indicator Operational Check . . . . . . . . . . . . . . . . . . . 17-32
C. Fuel Tank Sending Unit and Fuel Low Warning Light Indicating System
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-33
Figure 17-12. Bench Test and Potting of Fuel Tank Sending Unit . . . . . . . . . . . . . . . . 17-34
D. Tank Unit Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-35
15. Outside Air Temperature Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-35
A. Outside Air Temperature Indicator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-35
16. Magnetic Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-36
A. Magnetic Compass Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-36
17. Caution and Warning Lights Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-36
Figure 17-13. Testing of Tank Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-37
Figure 17-14. Outside Air Temperature Indicator and Magnetic Compass . . . . . . . . . 17-38
A. Caution and Warning Lights Indicating System Troubleshooting . . . . . . . . . . . . . . . 17-39
Page 17-ii
Revision 19
CSP-H-2

Table 17-2. Caution and Warning Lights Troubleshooting Data . . . . . . . . . . . . . . . . . . 17-40
Table 17-3. Troubleshooting the Caution and Warning Lights Indicating
System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-41
18. Instrument Panel Type A Caution and Warning Indicator Lights . . . . . . . . . . . . . . . . . 17-45
A. Instrument Panel Type A Indicator Lights Replacement . . . . . . . . . . . . . . . . . . . . . . . 17-46
19. Instrument Panel Type B Caution and Warning Indicator Lights . . . . . . . . . . . . . . . . . 17-46
A. Panel Type B Indicator Lights Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-47
20. Engine Out Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-47
A. N1 Sensing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-47
B. N1/NR Sensing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-48
C. Engine Out Warning System Functioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-48
21. Vapair 26530332M Engine Power Out (EPO) Warning Control Unit . . . . . . . . . . . . . . 17-49
A. Engine Power Out Warning Unit Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-49
B. Engine Out Frequency Sensor and Light Flasher Circuits . . . . . . . . . . . . . . . . . . . . . 17-49
C. Dc Voltage Regulator Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-49
D. Audio Tone Signal Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-49
Figure 17-15. N1/NR Engine Power Out Warning System Combined Simplified
Block and Schematic Diagram (Panel Type B) (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . 17-50
E. Transmission Oil and Temperature Light Flasher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-52
F. Vapair 26530332M EPO Warning Unit Frequency Sensing Adjustment . . . . . . . . . 17-52
Figure 17-16. Vapair 26530332M Engine Power Out Warning Control Unit
Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-53
Figure 17-17. Vapair 26530332M Warning Audio and Light Flashing Control
Circuit (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-54
G. Vapair 26530332M EPO Warning Unit Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-56
H. Vapair 26530332M EPO Warning Control Unit Replacement . . . . . . . . . . . . . . . . . . . 17-56
22. Autronics 2146-5 Engine Power Out (EPO) Warning Control Unit . . . . . . . . . . . . . . . . 17-56
A. Engine Power Out Warning Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-56
B. Engine Out Frequency Sensing Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-56
C. Engine Out and Transmission Lights Flasher Circuits . . . . . . . . . . . . . . . . . . . . . . . . . 17-57
D. Audio Tone Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-57
E. Audio Tone Output Level Adjustment - Autronics 2146-5 EPO Warning
Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-57
Figure 17-18. Autronics 2146-5 Engine Power Out Warning Control Unit
Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-58
F. Autronics 2146-5 EPO Warning Control Unit Repair . . . . . . . . . . . . . . . . . . . . . . . . . . 17-59
G. Autronics 2146-5 EPO Warning Control Unit Replacement . . . . . . . . . . . . . . . . . . . . 17-59
Figure 17-19. Autronics 2146-5 Warning Audio and Lights Flashing Control
Circuit (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-60
Page 17-iii
Revision 19
CSP-H-2

23. Autronics 2200-3 EPO Warning Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-61
A. Autronics 2200-3 EPO Warning Control Unit Maintenance . . . . . . . . . . . . . . . . . . . . 17-61
24. Grimes 70-0054-1 Indicator Lights Dimmer Assembly (Panel Type A) . . . . . . . . . . . . 17-62
A. Indicator Lights Dimming Assembly Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-62
B. Negative (Ground) Input Fault Dimming Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-62
C. Positive (+28 Vdc) Input Fault and Function Dimming Circuits . . . . . . . . . . . . . . . . 17-62
Table 17-4. Input/Output Signals - Autronics 2200-3 EPO Unit . . . . . . . . . . . . . . . . . 17-63
Figure 17-20. Grimes 70-0054-1 Indicator Dimming Assembly Schematic
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-64
Figure 17-21. Caution and Warning Indicating Light System Dimming Circuits
(Instrument Panel Type A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-65
D. Panel Lights Dimming Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-66
E. Grimes 70-0054-1 Indicator Lights Dimmer Assembly Repair . . . . . . . . . . . . . . . . . 17-66
F. Grimes 70-0054-1 Indicator Lights Dimmer Assembly Replacement . . . . . . . . . . . 17-66
25. Autronics 2245-1 Indicator Lights Dimmer Assembly (Panel Type B) . . . . . . . . . . . . . 17-66
A. Dimmer Assembly Associated Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-66
B. Negative (Ground) Input Fault Caution Light Indicator Circuits . . . . . . . . . . . . . . . 17-66
C. Negative (Ground) Input Fault Warning Light Indicator Circuits . . . . . . . . . . . . . . . 17-66
D. Positive (+28 Vdc) Input Start Pump Warning Light Circuit . . . . . . . . . . . . . . . . . . . . 17-67
E. Engine Out warning Light and Horn Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-67
F. Panel and Instrument Lights Dimming Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-67
G. Caution and Warning Lights Press-To-Test Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . 17-67
H. Autronics 2245-1 Dimmer Assembly Test and Repair . . . . . . . . . . . . . . . . . . . . . . . . . 17-67
I. Autronics 2245-1 Dimmer Assembly Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-67
26. Engine Power Out (EPO) Audio Amplifier (Used with Vapair EPO Warning
Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-68
A. EPO Audio Amplifier Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-68
Figure 17-22. Autronics 2245-1 Dimmer Schematic Diagram (Instrument
Panel Type B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-69
Figure 17-23. Caution and Warning Indicating Lights System Circuits
(Instrument Panel Type B) (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-70
Figure 17-24. Audio Amplifier (Dual and Single Channel) Schematic
Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-72
27. Engine Power Out (EPO) Audible Warning Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-73
A. Edwards Audible Warning Horn Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-73
28. NR Disable Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-73
A. NR Disable Switch Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-73
Figure 17-25. NR Disable Switch Installation (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . 17-74
B. NR Disable Switch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-76
Page 17-iv
Revision 19
CSP-H-2

29. Chip Detector Circuits Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-76
30. Fuel Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-76
A. Fuel Pressure Switch Operational Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-76
Figure 17-26. Fuel Pressure Switch Test Set-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-77
B. Fuel Pressure Switch Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-78
31. Running Time Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17-78
Page 17-v
Revision 19
CSP-H-2

Page 17-vi
Revision 19
CSP-H-2
SECTION 17
INSTRUMENT PANEL AND INDICATING SYSTEM
1. Instrument Panel warning lights indicating system to provide
visual and audible signals for the pilot during
The instrument panel is an assembly of certain conditions. The caution and warning
aluminum alloy angles and a 0.040 inch (1.016 lights indicating system and engine out
mm) thick aluminum alloy panel. The panel warning equipment are described in this
assembly is riveted to an aluminum alloy section.
structural framework called the upper
instrument panel support assembly. Provisions are incorporated in the panel face
for installation of night-lighting, vhf/uhf
This instrument panel and upper support communication equipment, navigational aid
assembly is fabricated so that it is removable equipment and miscellaneous instrumenta
from the lower structural framework, called tion.
the lower instrument panel support assembly,
that is attached to the pilot's compartment Information on instruments, controls and
floor. equipment other than those shown in
Figure 17-1 and Figure 17-2 is provided in
Contour-molded thermoplastic fairings and a CSP-H-3.
hood enclose the instrument panel structure,
shield the instruments and equipment from A. Instrument Panel Maintenance
direct sunlight and prevent instrument glare.
Perform maintenance on the instrument panel
All standard flight, navigation and engine and supporting structure according to the
instrument, except the canopy-located outside Cleaning, Corrosion Control and Paint Finish
air temperature gage, are mounted in the in Section 2, the Fuselage Sheet Metal Repair
instrument panel. in CSP-H-6 and Maintenance of Electric
Bonding Connections in Section 19.
Two different types of instrument face panels
are provided; panel type A (Figure 17-1) and B. Instrument Panel Removal
type B (Figure 17-2). The major differences
are that panel type B provides integral The instrument panel and upper support
provisions for the addition of optional equip assembly, along with installed instruments
ment and panel type B instruments are and most of the electrical wiring, is remove
recessed in a thermoplastic hood covering the able as an assembled unit. Follow the basic
face of the panel. See Figure 17-3 and requirements outlined below to accomplish
Figure 17-4 for structure details and location removal.
of indicating system components.
The main electrical power
The switches, circuit breakers and other WARNING supply wiring is discon
manually operated controls on the panel face nected for removal of the panel assem
that are parts of the fuel supply system bly. External power and the battery
(Section 12), heating and ventilating system must remain disconnected at all times
(Section 18) and electrical system (Section 19) during this procedure.
are discussed as part of the system in which
they function. (1). Remove the instrument panel side
fairings.
Caution and warning lights indicators are
mounted in a row horizontally across the top of (2). Disconnect the torque gage, engine oil
the panel face. pressure gage (panel type B), and the
pitot and static pressure lines to the
Engine out warning equipment functions with altimeter and airspeed indicator. Cap
an audible warning horn and the caution and the lines and fittings.
Page 17−1
Revision 19
CSP-H-2
ENGINE OUT AUDIBLE WARNING HORN MAGNETIC COMPASS

(NOTE 1)
ANTIVIBRATION BRACKET
CAUTION AND WARNING LIGHTS
AIRSPEED INDICATOR
N2 AND NR (ROTOR)
TACHOMETER INDICATOR
ALTIMETER
BLANK PLATES
(5 PLCS)
TORQUE GAUGE
TURBINE OUTLET TEMPERATURE

FAIRING AND
(TOT) INDICATOR
HOOD
(NOTE 2)
START PUMP LIGHT
INSTRUMENT
N1 TACHOMETER CLUSTER (4-PACK)
INDICATOR
NOTES:
1. ORIGINAL CONFIGURATION SHOWN; EITHER
RIGHT OR LEFT SIDE (MODEL DIFFERENCE).
MODIFICATION OF ORIGINAL CONFIGURATION
IS REQUIRED FOR INCORPORATION OF BATTERY
TEMPERATURE SENSING EQUIPMENT (REF.
SEC 19). MODIFIED CONFIGURATION IS
IDENTICAL TO THAT SHOWN IN FIGURE FOR
ARRANGEMENT OF INSTRUMENTS AND
INDICATORS (FRONT PANEL OF INSTRUMENT
PANEL TYPE B).
2. RESISTOR BOARD ASSY TB9 AND THERMOCOUPLE
LEAD RESISTOR R4 MOUNTED ON INDICATOR
TERMINALS.
30-115A
Figure 17−1. Arrangement of Instruments and Indicators (Instrument Panel Type A)
Page 17−2
Revision 19
CSP-H-2
BATTERY TEMPERATURE SENSING

CAUTION AND WARNING LIGHTS
(NOTE 6)
HOUSING
(NOTES 1, 6) CLOCK
(NOTE 5)
ENGINE OUT AUDIBLE

WARNING HORN
CAUTION AND
WARNING LIGHTS
AIRSPEED INDICATOR
FAIRING AND HOOD
ALTIMETER
BLANK PLATES (4 OR 5 PLCS)

N2 AND NR (ROTOR) (NOTE 3)
TACHOMETER INDICATORS
TORQUE GAUGE
(8 PLCS)
TURBINE OUTLET
TEMPERATURE
(TOT) INDICATOR BOLT LIGHT (14 PLCS)
(NOTE 2)
N1 TACHOMETER
INDICATOR
INSTRUMENT CLUSTER (3-PACK)
ENGINE OIL PRESSURE

INDICATOR
NOTES:
1. EITHER RIGHT OR LEFT SIDE (MODEL
DIFFERENCE).
2. RESISTOR BOARD ASSY TB9 AND
THERMOCOUPLE LEAD RESISTOR R4
MOUNTED ON INDICATOR TERMINALS.
3. VARIES WITH EQUIPMENT INSTALLED.
4. ASTERISK ( * ) INDICATES SCREW
SECURING FRONT OF HOOD TO
INSTRUMENT PANEL FACE. (SEE FIGURE
SHOWING INSTRUMENT PANEL TYPE B
COMPONENT LOCATIONS FOR
LOCATIONS OF SCREWS SECURING
SIDE OF HOOD TO INSTRUMENT
CONSOLE.)
5. MAGNETIC COMPASS ON EARLY PANEL.
6. ADDITION REQUIRED ON EARLY PANEL.
30-1183C
Figure 17−2. Arrangement of Instruments and Indicators (Instrument Panel Type B)
Page 17−3
Revision 19
CSP-H-2
(3). Disconnect thermocouple leads from (1). Mount the instrument panel and
terminal board TB9 on the TOT support assembly on the supporting
indicator. structure and secure the base in place
with screws and washers (Figure 17-3).
(4). Remove the fuel shutoff valve control
cable. Disconnect the wire end of the NOTE: If upper support does not align with
ventilating valve control cable. (Remov canopy structure, use special shim washers,
ing the fuel shutoff cable will also 0.120 inch (3.048 mm) thickness, under both
release a clamp holding the pitot forward or both aft console-to-support at
pressure line; leave the line detached.) tachment points. Use one-half the shim
thickness at both middle attachment screws
(5). Disconnect the electrical plugs from the and vary screw length accordingly.
connector support bracket under the
upper support assembly. (2). Attach the Z-brace to the upper
structure.
(6). Disconnect coaxial antenna cables if
radio equipment is installed. (3). Route all lines and wiring into position
for connection. Check that there is
(7). Disconnect the wiring (three wire sufficient slack for proper connection
bundles) from the power selector switch without straining the lines or wiring.
and insulate the wiring terminals.
Remove clamps that secure the three (4). Connect power supply wiring (three-
wire bundles to the panel structure. wire bundles) to the power selector
switch and reinstall wiring support
(8). Check the entire instrument panel and clamps and straps where previously
upper support assembly for clamps or removed.
nylon straps that would restrict
separation from the lower support (5). Connect coaxial antenna cables if radio
assembly. Disconnect any such items. equipment is installed.
(9). Remove the two screws, washers and (6). Connect the electrical plugs under the
nuts that attach the upper support (Z upper support assembly.
brace) to the panel structure.
(7). Connect the ventilating valve control
(10). Remove the screws and washers that cable and perform an operational check.
attach the base of the panel assembly to
the lower support (Figure 17-3 or (8). Install the fuel shutoff valve control
Figure 17-4). cable and perform an operational check.
Reattach the pitot pressure line clamp
NOTE: Make notes of the routing of all lines, with the hardware used to attach the
cables and wiring before removing the panel cable under the upper support assem
assembly to aid reinstallation. bly.
(11). Obtain assistance and carefully lift out (9). Connect the thermocouple leads to
the panel and support assembly. terminal board TB9 on the TOT
indicator. Check for correct thermocou
C. Instrument Panel Installation ple circuit resistance.
Before and during placement of the instru (10). Connect the torque gage, engine oil
ment panel and upper support assembly into pressure gage (panel type B), and the
position on the supporting structure, check all pitot and static pressure lines to the
cables, wiring and lines are routed properly. altimeter and airspeed indicator
Incorrect routing can result in lines or wiring (Figure 17-5).
not being long enough to reach the connection
point, or in lines or wiring being subjected to (11). Check that all lines and wiring are
unnecessary strain and possible damage from connected and secure; then reconnect
chafing. the battery.
Page 17−4
Revision 19
CSP-H-2
ENGINE OUT AUDIBLE WARNING HORN

(NOTE 1)
HORN RING
ELECTRICAL WIRING
SUPPORT BRACKET
GASKET
INSTRUMENT PANEL
AUDIBLE WARNING CENTER FAIRING
INSTRUMENT PANEL
HORN INSTALLATION
(NOTE 4)
UPPER SUPPORT
TERMINAL
BLOCK TB501
R303, OIL PRESSURE GAUGE
ADJUSTMENT RESISTOR ASSY
(NOTE 2)
AUDIO AMPLIFIER
(NOTE 3)
ENGINE POWER OUT

SADDLE CLAMP (EPO) WARNING UNIT
TERMINAL
BLOCK TB6
INDICATOR LIGHTS
DIMMING ASSEMBLY
LOWER SUPPORT
ASSEMBLY
LIGHTS INDICATOR
(TYP)
LEGEND CAP
NOTES:
1. EITHER RIGHT OR LEFT SIDE INSTALLATION (MODEL DIFFERENCE).
SUPPORT BRACKET IS PART OF KIT M50436.
2. PART OF OIL PRESSURE GAGE CIRCUIT (KIT M50438).
3. USED WITH VAPAIR EPO UNIT ONLY.
4. MODIFICATIONS OF ORIGINAL CONFIGURATION SHOWN IS REQUIRED. 30-117E
Figure 17−3. Component Locations (Instrument Panel Type A)
Page 17−5
Revision 19
CSP-H-2
PANEL LIGHTS WIRE SPLICE
ALTERNATE LOCATION FOR

LIGHT / SWITCH AND
ENGINE POWER OUT
HORN HOUSING
WARNING HORN
HOOD
(NOTE 1)
2 PLCS
UPPER SUPPORT
ENGINE POWER OUT

WARNING UNIT RESISTOR-DIODE 9 PLCS
BOARD TB106
2 PLCS SWITCH AND CIRCUIT

BREAKER PANEL
8 PLCS
ALTERNATE LOCATION PANEL LIGHTS

FOR PANEL LIGHTS DIMMER
DIMMER
5 PLCS
ELECTRICAL
CONNECTORS
SPECIAL SHIM
WASHER
ACCESS PANEL
NOTES:
5 PLCS 1. FOR REMOVAL OF HOOD, REMOVAL OF
9 SCREWS AND WASHERS AT SIDES AND
LOWER SUPPORT 8 SCREWS AT FRONT OF HOOD IS REQUIRED.
STRUCTURE (SEE SEPARATE VIEW SHOWING ARRANGEMENT
OF INSTRUMENTS AND INDICATORS.)
2. ROUTE WITH EXISTING WIRINGS.
30-185-1
Figure 17−4. Component Location (Instrument Panel Type B) (Sheet 1 of 2)
Page 17−6
Revision 19
CSP-H-2
RED 160°F WARING AMBER 140°F CAUTION

LIGHT / SWITCH LIGHT / SWITCH
CAUTION AND WARNING
LIGHT ASSEMBLY
(TYP)
MOUNTING SLEEVE
ENGINE OUT AUDIBLE
WIRING HARNESS WANING HORN
SWITCH HOUSING (NOTE 2)
LAMP
(4 PLCS)
LIGHT / SWITCH AND
HORN HOUSING
LOCKING
CAM
LOCKING CAM
SCREW (2)
FWD INSTRUMENT PANEL
PANEL CENTER FAIRING
LIGHT / SWITCH AND HORN HOUSING
MOUNTED ON HOOD
SWITCH ACTUATOR
LEGEND FACE
INDICATOR MODULE 30-185-2
Figure 17−4. Component Location (Instrument Panel Type B) (Sheet 2 of 2)

(12). Connect an external power supply, if To remove the hood, remove nine attaching
available, and perform a power-on screws and washers at sides of hood
check of all systems. If there is a (Figure 17-4), eight screws at front of hood
malfunction, correct the trouble as (Figure 17-2) and pull hood away from panel
necessary. far enough to disconnect two panel light wiring
splices.
(13). Perform a ground run-up of the
Use tetrahydrofuran (46, Table 2-4), or
helicopter according to the Owner's
equivalent, to bond and repair cracks and
Manual to check operation of all
tears in the hood.
systems. Bleed the torque gage and
engine oil pressure gage (panel type B) 3. Instrument Indicating System
pressure lines as necessary.
Three basic types of instrument indicating
(14). Shut down helicopter and reinstall the system are installed in the helicopter.
instrument panel side fairings. The first group includes indicators that are
actuated by other than electrical power input
2. Instrument Panel Type B Hood these are the airspeed indicator, altimeter,
outside air temperature indicator, torque gage,
The panel type B hood, formed of 0.063 inch engine oil pressure gage (panel type B) and the
(1.6002 mm) thick thermoplastic, covers the magnetic compass.
upper portion of the instrument panel face and
The second group of indicators are intercon
is secured to the instrument console with nine
nected with electrical sending units that
screw and washers at side and top edges of the
self-generate the power source necessary for
hood.
indicator operation once they are mechanically
or thermally actuated; indicators in this are N1
Built-in panel bolt lights on the hood provide and N2 rotor tachometer indicators and the
illumination for all standard instruments and TOT indicator.
indicators, except the magnetic compass and
optional clock. The panel lights are part of the The third group includes those indicators and
night lighting system that is standard equip sending units that rely on power from the
ment on the helicopter with panel type B. helicopter electrical system for functional
Page 17−7
Revision 19
CSP-H-2
capability; such indicators include the caution ic helicopter instrument limit markings.
and warning lights and the instrument cluster Instrument markings used with the Model
3-pack or 4-pack. 250-C20 Engine Conversion Kit M50031
are also described in CSP-H-3.
NOTE: Instrument limit markings shown in A. Instrument Indicating System
this section may differ depending on heli Troubleshooting
copter configuration and engine installa
tion. Refer to the Owner's Manual for specif (Ref. Table 17-1)
Table 17−1. Troubleshooting the Instrument Indicating System

NOTE: Ref. Table 17−3 for Troubleshooting the Caution and Warning Lights Indicating System.
Pitot−Static System
No reading on airspeed indicator Ice or water in pitot lines or static Thaw out; clean and dry lines and
pressure tube tube.
Erratic readings on airspeed Leak in pressure lines Tighten line connections.
indicator or altimeter Ice or water in pitot lines and static Thaw out; clean and dry lines.
pressure tube
Defective interconnecting lines Check pitot static system using test
set. Repair leaks by tightening
connections and replacing lines as
required.
Pointer of altimeter or airspeed Obstruction in pressure source Clear static and pitot lines.
indicator does not move Defective altimeter or airspeed Replace defective indicator.
indicator
Disconnected line Check for disconnected line and
make necessary connections.
Altimeter or airspeed indicator Loose static connections Tighten static source line
pointer oscillates connections.
Moisture in lines Clear line.
Defective indicator Replace defective indicator.
Altimeter pointer will not adjust to Moisture in static pressure lines Clear static source and
airport altitude within 70 feet (21 M) interconnecting lines.
on ground with proper barometric
Altimeter instrument case leaking Replace altimeter.
scale setting
Barometric scale out of adjustment Replace altimeter or remove for
adjustment by an authorized
instrument repair agency.
High reading Improper venting Clear lines.
Altimeter adjustment knob binds Defective altimeter Replace altimeter.
Airspeed indicator pointer does not Defective indicator Replace indicator.
align with 0 ±1/16 inch (0 ±1.6 mm)
on ground Moisture in lines Clear lines.
N1, N2 and Rotor Tachometer Indicators

Excessive scale error (low reading) Weak magnet in tachometer Replace indicator.
indicator
Page 17−8
Revision 19
CSP-H-2
Table 17−1. Troubleshooting the Instrument Indicating System (Cont.)

Excessive scale error (high reading Weak restraining spring in Replace indicator.
tachometer indicator
Pointer off zero position with Pointer shifted Replace indicator.
engine inoperative
No reading or intermittent reading Loose wiring, disconnected Check continuity through wiring and
connector or bad ground terminal connectors. Repair as necessary.
connection
Defective tachometer indicator or Replace defective indicator or
generator generator.
Poor ground connection on Check for good bond between
tachometer generator tachometer generator mounting
flange and engine pad stud.
Turbine Outlet Temperature Indicator
No reading on indicator Loose connection Check and tighten all connections.
Defective airframe thermocouple Replace or repair thermocouple
harness harness.
Defective engine thermocouple Replace engine thermocouple
harness harness. (Refer to engine operational
and maintenance manual.)
Defective indicator Replace indicator.
Open adjustable resistor R4 Replace resistor.
Erratic reading on indicator Defective indicator Replace indicator.
Defective connections or resistor Repair connections or replace
R4 on TB9 at back of instrument resistor.
Torque Gage and Direct Reading Engine Oil Pressure Gage
Pointer fails to respond Pressure line kinked or bent Check entire length of line; replace if
necessary.
Pointer indications sluggish Torquemeter oil pressure snubber Remove torquemeter oil pressure
inoperative due to cold weather snubber. (Reinstall snubber when
weather conditions improve.)
Obstruction in line Clear the line.
Defective gage Replace gage.
Pointer indicates incorrectly Line or line connectors leaking Check for damaged ring gasket
under fitting hex and tighten
connections; if leak persists, replace
line.
Air trapped in line Check for air bubbles and bleed if
necessary.
Page 17−9
Revision 19
CSP-H-2
Table 17−1. Troubleshooting the Instrument Indicating System (Cont.)

Instrument Cluster 3−Pack and 4−Pack
Engine oil temperature pointer or Open or short circuit in indicator Replace instrument cluster.
oil pressure pointer (4−pack) off Open or short circuit in wiring Replace sender.
either end of scale or does not harness
respond
Defective sender Replace sender.
No reading or erratic ammeter Malfunctioning voltage regulator Replace voltage regulator.
rereading Shunt leads open or intermittent or Check security of shunt leads;
defective resistor R3 tighten if loose. Replace defective
resistor R3.
Open or short circuit in ammeter Replace instrument cluster.
Dirty or worn mechanism in Replace instrument cluster.
ammeter
Fuel quantity indicator inaccurate, Wire loose, shorted or open Check tank unit electrical
erratic or inoperative connections; repair as necessary.
NOTE: The top of a later type tank Check electrical wires between tank
unit is potted with sealant (3, unit and instrument cluster. Repair as
Table 2−4) to prevent shorting necessary.
due to moisture accumulation
Fuel indicator or tank unit defective Perform operational check. Replace
instrument cluster or tank unit.
Calibrate fuel system.
Magnetic Compass
Excessive error External magnetic interference Locate and eliminate magnetic
interference.
Defective bearings Replace magnetic compass.
Improper compensation Compensate compass as required.
(Refer to FAA AC 43.13−1A.)
Excessive oscillation Insufficient liquid in bowl Replace compass.
Rotating element not level Leaking float chamber Replace compass.
Magnets detached from rotating Replace compass.
element
Sluggish operation Dirty jewels or pivots Replace compass.
Weak cards magnets Replace compass.
Liquid leakage or bubbles visible Defective gasket or float chamber Replace compass.
under normal flight conditions
Page 17−10
Revision 19
CSP-H-2
B. Indicating System Instrument (7). Reinstall panel fairings. Install hood on

Replacement instrument panel type B.
The following instructions are typical and (8). Perform engine run-up and flight test
apply to all instruments installed in the to check instrument operation.
instrument panel. C. Indicating System Instrument Inspection
(1). Check that all electrical power is OFF (1). Inspect instrument case for dents and
to avoid the possibility of electrical cover glass for slippage and cracks.
shorts while working in the area of the
instrument panel. (2). Inspect fitting or electrical receptacle at
back of instrument for damaged
(2). Remove instrument panel fairings. For threads that might prevent proper
instrument panel type B, remove hood connection of the tube nut or electrical
attaching screws and move hood aft far plug.
enough for access to instrument (3). Inspect index markings and numerals
mounting screws. on dial face for discoloration and
legibility. Inspect pointers for cracked
(3). Disconnect electrical plug, wiring or or peeling fluorescent paint.
tubing, as applicable, from back of the
instrument. Install suitable covers over (4). Inspect for presence of all required
tube fittings, instrument fittings and range markings and white slippage
loose wire terminals. mark at bottom of glass.
(4). At the face of the panel, remove the D. Indicating System Instrument Repair
screws (usually two or four) that attach Refer to FAA AC 43.13-lA, Aircraft Inspection
instrument to panel and remove and Repair, when repair or overhaul of
instrument from back side of panel. instruments becomes necessary.
NOTE: The N1 tachometer and TOT indicators 4. Pitot−Static System
are mounted to the panel with clamps that
only have to be loosened to remove the CAUTION
instrument. Always loosen the cinching
screws in the upper left corner of the clamp Do not blow air through the pitot-static
first to release the clamp adjusting mecha system lines without disconnecting the al
nism; then loosen the lower right, or holding timeter and airspeed indicator. Instanta
screw and slide the instrument outward, neous air pressure may result in distor
away from the panel face and out of the tion or rupture of the instrument
clamp. diaphragm.
Before performing maintenance near the
(5). Position replacement instrument into engine air inlet, covers of cardboard or
panel cutout from back side of panel other suitable material should be taped in
and secure with mounting screws. place over the engine inlet screen and oil
cooler air inlets to prevent entry of foreign
NOTE: When installing either the N1 tachome objects into the engine compressor. Cov
ter or TOT indicator, slide the instrument ers should not be removed until work is
into the face side of the panel and through completed and debris is thoroughly
the supporting clamp. Align the instrument, cleaned out of the area. After removing
tighten the lower right (holding) screw and covers, verify that area around base of
then tighten the upper left (cinching) screw mast, inlet to plenum and entire plenum
to tighten the clamp and secure the case. chamber is free of foreign material.
(6). Connect tubing, electrical plug or (Ref. Figure 17-5) The pitot-static system
wiring to the back of the instrument. consists of a pitot tube assembly, a static
Use care to avoid reversing connections pressure port installation and interconnecting
for the pitot and static lines. tubing and fittings.
Page 17−11
Revision 19
CSP-H-2
The pitot tube, in the lower center of the panel grommet and connect pitot line to
canopy panel, is connected to the airspeed elbow at back of airspeed indicator.
indicator by a nylon pitot line.
(5). Secure tube to structure with the
The static pressure port may be either a single removed hardware.
or dual type. (6). Check that pitot tube head is aligned
The dual type has interconnected ports in each parallel to the longitudinal centerline of
side of the engine air intake fairing while the the helicopter.
single type has one port in the aft end of the (7). Check pitot pressure system for leaks;
fairing. The port(s) are connected to a pressure repair leaks as necessary.
line routed between the port(s) and the
altimeter. (8). Reinstall instrument panel fairings and
cover panel.
On current configuration helicopters, spring
loaded drain valves are provided at the static C. Static Pressure Tubing Replacement
line low points aft of Sta. 127.00 and forward (Ref. Figure 17-4)
of the instrument panel.
(1). Remove the instrument panel fairings,
A static source crossover line interconnects the forward right side fairing of engine air
altimeter and airspeed indicator. intake and plenum chamber access
door.
A. Pitot−Static System Inspection
(2). Remove tube(s) from single or dual
(1). Inspect system lines for damage that pressure ports in engine air intake
could prevent an airtight connection. fairing by breaking the bondline or
(2). Inspect pitot tube opening, drain hole disconnecting coupling nuts at the tee
and line for foreign matter. Clear and fitting.
clean the pressure line, as necessary. (3). Remove nylon straps attaching the
main tube (detail B) and drain valve, if
(3). Inspect static pressure tube port(s) for installed, to the canopy structure.
foreign matter. Clear and clean the
port(s) and pressure lines, as necessary. (4). Remove nylon straps attaching the
main tube to air intake fairing longer
(4). Inspect pitot tube for lateral misalign on, aft section strut and structure
ment. The pitot tube should be parallel (detail A and C).
to the longitudinal centerline of the
helicopter. (5). Disconnect aft end of tube from tee
fitting.
B. Pitot Tube Assembly Replacement
(6). Disconnect the main tube from altime
(Ref. Figure 17-5) ter and cover instrument opening.
(1). Remove the instrument panel fairings (7). Withdraw the main tube through
and the cover panel from the left side of canted bulkhead grommet.
the lower instrument panel support (8). Remove crossover tube from altimeter
assembly. and airspeed indicator.
(2). Remove the clamps, screws, washers (9). Route replacement static pressure tube
and nuts that attach pitot tube assem through the grommet in canted bulk
bly to structure. head and locate aft end of the tube at
(3). Disconnect pitot tube from back of pressure port tee fitting.
airspeed indicator, slide aluminum (10). Secure the main tube to the canopy
head end of tube from canopy panel structure with nylon straps (detail B).
grommet and remove the assembly.
(11). Attach the main tube to the air intake
(4). Insert the replacement pitot tube fairing longeron, aft section strut and
assembly head into place in canopy structure (details A and C).
Page 17−12
Revision 19
CSP-H-2
SINGLE STATIC
LEFT STATIC PRESSURE PORT
PRESSURE PORT (NOTE 2)
(NOTE 2)
STATIC PRESSURE TUBE
RIGHT STATIC
PRESSURE PORT
GROMMET
(NOTE 2)
DRAIN VALVE
(NOTE 3)
STA. 127.00 DRAIN VALVE

(NOTE 3)
AIRSPEED
ALTIMETER INDICATOR
COVER PANEL
STATIC PRESSURE CANOPY FRAME

NYLON CROSSOVER TUBE
(NOTE 1) TUBE
DRAIN VALVE
(NOTE 3)
TORQUE GAUGE
PRESSURE LINE
PITOT PRESSURE NYLON STRAP
NYLON TUBE
TYPICAL
INSTRUMENT PANEL LOWER

SUPPORT STRUCTURE
NOTES:
GROMMET 1. MAINTAIN MINIMUM BEND RADIUS OF
1.00 IN. (2.54 CM) FOR ALL TUBES.
2. BOND TUBES TO FAIRING WITH ADHESIVE
(19, TABLE 2-4). TUBE ENDS MUST BE
DRAIN HOLE FLUSH WITH OUTSIDE SURFACE.
3. NOT INSTALLED ON ALL HELICOPTERS.
PITOT TUBE ASSEMBLY AFT DRAIN VALVE ATTACHED WITH NYLON
STRAPS AND FORWARD VALVE WITH
LACING CORD (37). 30-123E
Figure 17−5. Pitot Static System
Page 17−13
Revision 19
CSP-H-2
(12). Secure static pressure tube and drain AFT ENGINE AIR INLET FAIRING
valve, if installed, to canopy structure;
then connect tube to tee on altimeter.
B
(13). Using adhesive (19, Table 2-4), bond STATIC PRESSURE TUBE
tube to static pressure port(s) in engine
air intake fairing. The outer end of the VIEW A
STATIC PRESSURE PORT
tube must be flush with the fairing
surface. Connect lines of dual type to
BUG SCREEN
tee fitting.
(14). Connect crossover tube to altimeter and

airspeed indicator.
DETAIL B 30-224
Figure 17−6. Installation of Static Pressure

(15). Check that system tubing and fittings Tube Bug Screen
are secure and air tight.
5. Altimeter
(Ref. Figure 17-1 and Figure 17-2) The
(16). Reinstall instrument panel fairings, air altimeter presents helicopter altitude in feet
intake fairing and plenum chamber above sea level under standard conditions of
access door. atmospheric pressure and temperature.
The range of the internal mechanism is
0-50,000 feet. Three pointers, concentrically
D. Static Pressure Tube Aft End Protective arranged, indicate altitude in increments of
Screen Installation 100, 1000 and 10,000 feet.
A small scale, located between the 2 and 3
(Ref. Figure 17-6) Protective screen D3738 or index marking on the instrument face is
D4272 may be installed at the aft end of the calibrated in inches of mercury. The scale is
rotated by a knob at the lower left of the
static pressure tube to preclude entry of
instrument for adjustment to the ambient
foreign material or objects and improve the barometric pressure. After this adjustment is
maintainability of the pitot-static system. accomplished, the reading of the altimeter will
indicate the actual height of the helicopter in
feet above sea level.
(1). Check static pressure tube aft port for
foreign matter; clear and clean port, as A. Altimeter Maintenance
necessary. Use the information in Instrument Indicating
System Troubleshooting thru Indicating
System Instrument Repair for troubleshooting,
(2). Clean faying surface of protective inspection, replacement and repair of the
screen and coat with adhesive. altimeter.
6. Airspeed Indicator
(3). Insert and seat protective screen in (Ref. Figure 17-1 and Figure 17-2) The
static pressure tube. airspeed indicator is a pressure-sensitive unit
actuated by the differential between impact
and static air pressures.
(4). Check installation of protective screen The impact (pitot) pressure is connected from
for discrepancies. the pitot tube to the inside of a pressure-sensi
Page 17−14
Revision 19
CSP-H-2
tive diaphragm in the indicator case. Static air B. Tachometer Generator Replacement
pressure, derived from the static port(s) in the
engine air intake fairing, is connected to the (Ref. Figure 17-7) The following instructions
interior of the indicator case. are typical and apply to all three tachometer
generators.
The pitot tube and airspeed indicator function (1). Gain access to the generators by
in forward flight only; the speed of rearward or opening the engine access doors or the
sideward movement is not indicated. air inlet and tail rotor drive shaft
access door, as applicable.
A. Airspeed Indicator Maintenance
(2). Remove electrical connector from
Use the information in Instrument Indicating tachometer generator and install
System Troubleshooting thru Indicating protective cover on the generator
System Instrument Repair for troubleshooting, receptacle.
inspection, replacement and repair of the
airspeed indicator. (3). Remove four nuts and washers, remove
bonding jumper and lift tachometer
generator straight off mounting pad.
7. N1, N2 and Rotor Tachometer Indicating Discard gasket if unserviceable.
System
(4). Check the grounding surface on nut
(Ref. Figure 17-1 and Figure 17-2) The N1 side of replacement generator case
tachometer indicator indicates the speed of the flange to be sure it will provide a good
gas producer turbine in percent of rpm. electrical bond.
(5). Position gasket and generator on
(Ref. Figure 17-1 and Figure 17-2) The N2 mounting studs with shaft aligned so
and rotor tachometer indicator provides two that it will mate with driving gear. If
indications: the actual rpm of the main rotor is generator with side mounted electrical
indicated on the inner scale with the small (R) connector is used at the transmission,
pointer; the engine power turbine speed is install with connector outboard. Rotate
indicated in percent of rpm on the outer scale driven shaft as necessary to obtain
with the long pointer. flush mounting.
Three 3-phase, 2-pole, synchronous tachome (6). Secure generator with four washers and
ter generators produce the voltages that nuts, with bonding jumper attached at
energize the power turbine rpm (N2), gas appropriate stud.
producer turbine rpm (N1) and main rotor rpm
(NR) indicators. (7). Remove protective cover and connect
electrical plug to generator receptacle.
The N2 and N1 tachometer generators are C. Tachometer Generator Testing
located on the front of the engine accessories
gear case and the NR tachometer generator is (1). Connect the tachometer generator to
located by the tail rotor drive output shaft on test harness and equipment shown in
the main transmission accessory section. The Figure 17-8.
tachometer generators are connected through
individual wiring circuits to the indicators. (2). Mount tachometer generator on test
stand. Check that the case grounding
A. N1, N2 and NR Tachometer Indicator surface has good contact.
Maintenance (3). Start tachometer test stand. Set speed
control to zero rpm. Turn strobe light
Use the information in Instrument Indicating switch to ON.
System Troubleshooting thru Indicating
System Instrument Repair for troubleshooting, (4). Connect the tachometer generator to
inspection, replacement and repair of the N1, test setup for 20 ohm load test (test No.
N2 and NR tachometer indicators. 1).
Page 17−15
Revision 19
CSP-H-2
(5). Increase tachometer generator speed to nals, is adjusted to establish and maintain an
1000 rpm. Check phase to phase accurate circuit resistance of 8 ohms.
voltage; TP1 to TP2, TP1 to TP3 and
TP2 to TP3. Voltage should be 3.0-4.0 A. TOT Indicator Maintenance
Vac for each measurement.
Use the information in Instrument Indicating
(6). Reduce tachometer generator speed to System Troubleshooting thru Indicating
zero, disconnect 20 ohm test setup and System Instrument Repair for troubleshooting,
connect 40 ohm load test setup. inspection, replacement and repair of the TOT
indicator.
(7). Increase tachometer generator speed to
3600 rpm. Check phase to phase B. Thermocouple Harness Maintenance
voltage; TP1 to TP2, TP1 to TP3 and
TP2 to TP3. Voltage should be The thermocouple harness that interconnects
17.5-18.5 Vac for each measurement. the engine thermocouple harness from the
engine terminal block to the TOT indicator is a
(8). Increase tachometer generator speed to one-piece harness.
4200 rpm. Check phase to phase
voltage; TP1 to TP2, TP1 to TP3 and (1). Replace the helicopter thermocouple
TP2 to TP3. Voltage should be leads according to harness replacement
20.0-22.0 Vac for each measurement. instructions in Section 19.
(9). Reduce tachometer generator speed to (2). Replace damaged harness lead termi
zero, disconnect 40 ohm test setup and nal; install new terminal with silver
prepare for open circuit test. solder.
(10). Increase tachometer generator speed to
(3). Adjust TOT circuit resistance after
3600 rpm. Check phase voltage; pin A
completion of any repair.
to ground, pin B to ground and pin A to
pin B. Voltage should be 25.0-31.0 Vac (4). Maintain the engine thermocouple
for each measurement. harness according to instructions in the
(11). Replace generator if its output does not engine operation and maintenance
meet test requirements. manual.
C. TOT Indicating System Calibration

8. Turbine Outlet Temperature (TOT)
Indicating System The following procedure is to be performed
(Ref. Figure 17-1 and Figure 17-2) The TOT periodically as specified in CSP-H-4 and when
indicator indicates the temperature of the required due to system malfunction or
gases moving from the gas producer turbine to suspected error in indications.
the power turbine.
(1). Remove the left instrument panel
The indicator is calibrated in major units from fairing.
0-12; reading is in degrees centigrade times
one hundred (0-1200 degrees centigrade). (2). Check that the engine thermocouple
lead connections are tight and that
The indicator is energized by electrical signals there are no signs of corrosion on the
received from the 8 ohm thermocouple harness terminals.
mounted on the engine.
Do not connect test equipment
CAUTION to the TOT indicating system
The thermocouple harness is chromel and
alumel and is self-generating; there is no until the indicator is disconnected.
connection to the helicopter electrical system.
(3). Disconnect resistor board TB 9 from the
A variable resistor, mounted on a resistor indicator terminal lugs and remove
board that is attached to the indicator termi indicator from instrument panel
Page 17−16
Revision 19
CSP-H-2
BEFORE FILTER
ENGINE FUEL PORT (BF)
PUMP FILTER
AFTER FILTER
REDUCER PORT (AF)
40-50 IN. LB
(4.52-5.65 NM)
MAIN TRANSMISSION OIL
PRESSURE SENDER
30-40 IN. LB (3.39-4.52 NM)
HOSE ASSEMBLY
20-25 IN. LB
(2.26-2.82 NM)
FITTING
40-50 IN. LB (4.52-5.65 NM)
FUEL FILTER PRESSURE SWITCH

40-50 IN. LB (4.52-5.65 NM)
BUSHING (NOTE 2)
40-50 IN. LB (4.52-5.65 NM)
ELBOW (NOTE 1)
20-25 IN. LB
(2.26-2.82 NM)
HOSE OR
TUBE SINGLE ELEMENT PUMP
OIL TEMPERATURE SWITCH

12-25 IN. LB (1.36-2.82 NM)
FUEL FILTER ENGINE FUEL

PRESSURE SWITCH PUMP FILTER
40-50 IN. LB
(4.52-5.65 NM) NOTES:
1. INSTALL PRESSURE SWITCH BEFORE INSTALLATION
OF BUSHING.
2. ENSURE THAT TWO HALVES OF THE SWITCH BODY ARE
NOT TWISTED RELATIVE TO EACH OTHER DURING
TORQUING, AS DIAPHRAGM DAMAGE CAN OCCUR.
DUAL ELEMENT PUMP 30-124-1G
Figure 17−7. Indicating System Electrical Senders (Sheet 1 of 3)
Page 17−17
Revision 19
CSP-H-2
NOTES:
3. USED WITH 250-C18 ENGINES. FOR ELECTRICAL TYPE
OIL PRESSURE INDICATING SYSTEMS. SENDER, AC6460013,
IS USED IN PLACE OF 369A4534 AFTER CIRCUIT MODIFICATION
RIGHT SIDE BY KIT M50438.
ENGINE MOUNT 4. NOTE USED ON ALL HELICOPTERS.
(250-C18 ENGINE)
ENGINE OIL BONDING JUMPER ENGINE OIL

PRESSURE SENDER (NOTE 4) TEMP SENDER
(NOTE 3) 100-150 IN. LB
(11.30-16.96 NM)
12-15 IN. LB
(1.36-1.69 NM)
TYPICAL
BONDING JUMPER
(NOTE 4) WASHER OR GASKET
OIL TANK
N1, N2 AND NR
TACHOMETER
GENERATOR
50-70 IN. LB
(5.65-7.91 NM)
FUEL QUANTITY
TRANSMITTER
(TANK UNIT)
TYPICAL
ENGINE CHIP DETECTOR

60-80 IN. LB (6.78-9.04 NM)
30-124-2G
Page 17−18
Revision 19
CSP-H-2
TYPICAL CHIP
DETECTOR INSTL. EARLY
CONFIGURATION
MAIN TRANSMISSION
MAIN OR TAIL ROTOR TRANSMISSION
12-15 IN. LB CHIP DETECTOR
1.36-1.69 NM) VALVE: 50-60 IN. LB (5.65-6.78 NM)
DETECTOR: 40-50 IN. LB (4.52-5.65 NM)
TRANSMISSION CHIP
DETECTOR INSTL.
KNURLED CHIP DETECTOR

PROBE KNOB
TRANSMISSION CHIP TRANSMISSION CHIP

DETECTOR VALVE DETECTOR VALVE
50-60 IN. LB (5.65-6.78 NM) 50-60 IN. LB (5.65-6.78 NM)
SEAL FLANGE
12-15 IN. LB
1.36-1.69 NM)
30-124-3B
Page 17−19
Revision 19
CSP-H-2
GENERATOR CONNECTOR 369A4599 GENERATOR
A TP1 A
TP2 ALL RESISTORS

B 20 OHM 5W B
TP3
G G CASE GND
CASE GND
TEST NO. 1 - 20 OHM LOAD TEST TEST NO. 3 - OPEN CIRCUIT TEST
GENERATOR ITEM
NO.
A TP1 1. TACHOMETER TEST STAND (IDEAL AEROSMITH , MODEL
17-23-3 O, OR EQUIVALENT).
TP2 2. VTVM (RCA MODEL WV-77C, OR EQUIVALENT) CALIBRATED
B ALL RESISTORS
40 OHM 5W TO 25 VAC ±2%.
3. 20 OHM, 5 WATT RESISTORS (THREE REQUIRED).
TP3 4. 40 OHM, 5 WATT RESISTORS (THREE REQUIRED).
G 5. 369A4599 OR MS316E8-3P CONNECTORS AND WIRING
CASE GND AS REQUIRED.
TEST NO. 2 - 40 OHM LOAD TEST
30-125A
Figure 17−8. Test Hookup For Tachometer Generator

(4). Using tester (52, Table 2-2) or an (8). Reconnect TB 9 to indicator terminal
equivalent precision ohmmeter, check lugs and reinstall instrument panel
total circuit resistance through resistor fairings.
R 4 and complete thermocouple system.
Resistance must be 8 +0.05, -0.0 ohms. 9. Engine Torque Indicating System
If adjustment is required, loosen screw (Ref. Figure 17-1 and Figure 17-2) The torque
and retighten finger-tight in sliding gage indicates engine torque supplied to the
contact on older type resistor R4 or by engine output shaft.
turning rotating contact on resistor
currently being used, adjust contact The torque gage is a reading instrument that
position to obtain specified resistance. indicates a pound-per-square inch reading
Fully tighten screw on older type equivalent to the amount of pressure (torque)
resistor. Recheck resistance and repeat exerted on the accessory gear train by the
adjustment, if necessary. turbine output shaft.
Oil pressure is routed from the torquemeter
(5). Connect tester or an equivalent tester pressure port of the engine through metal
to the indicator terminal lugs. Select tubing and nylon tubing to the gage.
750°C (250-C18) or 790° (250-C20) on
the tester dial. The indicator must A. Torque Gage Maintenance
indicate the selected temperature Federal Aviation Adminis
±5°C,. Adjust slotted adjustment screw WARNING tration rules CAR 6.606(b) &
on back of indicator if required. 6.613 require the installation of a re
striction device at the pressure source
(6). Select 1000°C on tester dial; the of engine oil and torque sensing system
indicator must indicate 1000° ±20°C. If to restrict oil flow in the event of sys
this requirement is not met, recheck tem failure. (Refer to HN-221).
adjustment of repeating step (5).
Use the information in Instrument Indicating
(7). Seal the adjustment screw on the back System Troubleshooting thru Indicating
of the indicator with a small amount of System Instrument Repair for troubleshooting,
sealant (24, Table 2-4) and reinstall inspection, replacement and repair of the
indicator in the instrument panel. torque gauge.
Page 17−20
Revision 19
CSP-H-2
B. Torque Gage Pressure Line Removal C. Torque Gage Pressure Lines Installation
(Ref. Figure 17-9) NOTE: At replacement, use only a 3/16 inch di
ameter nylon forward tube section line. The
(1). Forward Tube Section (Nylon): 3/16 inch diameter replacement line is long
er and replaces both the 1/8 inch diameter
(a). Check that all electrical power is forward tube section and 1/8 inch aluminum
OFF and remove left instrument (or corrosion-resistant steel) center tube
panel fairing. section on an early installation. After re
placement of any section of the pressure line
(b). Disconnect pressure line from fitting installation, pressure and leak test the as
on torque gage (detail B). sembled lines between the engine and the
gage at 200 psi (1379 kPa).
(c). Cap the openings in torque gage and (1). Forward Tube Section (Nylon):
pressure line.
(a). Remove covers from pressure line
(d). Remove nylon pressure line by and torque gage fitting.
releasing or cutting the three nylon
straps along center canopy frame (b). Connect pressure line to torque gage.
(detail C). If center tube section Connect bleed valve at torquemeter
(aluminum alloy or corrosion-resis on helicopters so equipped.
tant steel) is installed, disconnect the (c). Route line along center canopy
pressure line nut at upper frame of frame, and connect line to bulkhead
canted Sta. 78.50 (detail F). Cap end at upper frame of canted Sta. 78.50.
of line
(d). If a fitting is installed at bulkhead
(e). Remove left forward air inlet fairing and a 1/8 inch diameter nylon line is
and left aft bulkhead access cover in being reinstalled, connect the line to
cargo compartment. the fitting. Or if a 3/16 inch diameter
line is being installed, remove any
(f). Remove screws, clamps, nuts and fitting at the bulkhead and route line
washers that secure line along left aft through hole in bulkhead to
side of mast support structure and at plenum chamber pan fitting. Use
left side of air inlet (plenum) cham grommet to secure line in bulkhead
ber (detail D). hole.
(g). If center tube section (aluminum 1). Wrap duct tape around tube,
alloy or corrosion-resistant steel) is approximately one inch in front of
installed, disconnect pressure line bulkhead fittings.
nuts at bulkhead fittings. Cap ends of 2). Tie a small loop in one end of a 2-3
line. foot (0.6-0.9 m) length of cord. Tie
opposite end of cord to tube using a
(2). Aft Tube Section (Corrosion-Resistant rolling hitch; slide rolling hitch
Steel): down tube until it rests on duct
tape; tighten hitch.
(a). Open left engine compartment access
door. 3). Using a short body length spring
scale, capacity, 0 - 25 pounds(0 -
(b). Remove screw, clamp, nut and 12 kg), attach hook on scale to loop
washer (detail D). in free end of cord. Apply 15 - 20
Lbs. (6.80 - 11.34 kg) straight
(c). Disconnect pressure line nuts at pull, using cord. on oil pressure
plenum chamber pan fitting and at tube for approximately 15 seconds.
engine torquemeter fitting (details E If tube pulls partially or completely
and A). out of fitting, replace fitting.
Page 17−21
Revision 19
CSP-H-2
CLAMPING
(TYP)
AT ENGINE
REDUCER (TYP)
TORQUEMETER
OIL PRESSURE
SNUBBER
O-RING SNUBBER
O-RING
FITTING (NOTE 1)
CHAFING TAPE OR PLASTIC
EDGING GROMMET ENGINE BOSS
TYPICAL TORQUE OR
OIL PRESSURE GAUGE
O-RING
PLENUM CHAMBER
PAN
NYLON TUBE
OIL (NOTE 4)
PRESSURE
TORQUE
PRESSURE
TORQUE PRESSURE GAUGE

WITH BLEED PROVISION
TEE
TORQUE GAUGE LINE NYLON TUBE
(NOTE 3) (NOTE 4)
ADAPTER
NYLON TUBE
(NOTE 4) BLEED VALVE
ALUMINUM ALLOY OR CORROSION
(NOTE 5)
RESISTANT STEEL TUBE
(NOTE 4)
UNION AND NUT ATTACH 1/4 IN.
BLEED HOSE
OIL PRESSURE LINE

(NOTE 2) GROMMET
ENGINE OIL
PRESSURE LINE
(NOTE 2)
TORQUE GAUGE
CANOPY FRAME PRESSURE LINE
NOTES: TYING
1. USE ONLY AT 250 SERIES TORQUEMETER CONNECTION. (TYP)
2. ENGINE OIL PRESSURE LINE USED WHEN DIRECT READING
TYPE GAUGE IS INSTALLED. STATIC PRESSURE
3. LINE WITH FITTINGS APPLIES ONLY TO HELICOPTER WITH NYLON TUBE
INSTRUMENT PANEL A. SINGLE CONTINUOUS NYLON LINE NYLON STRAP
FOR PANEL TYPE B WITH GROMMET AS SHOWN FOR OIL
PRESSURE LINE (REF. NOTE 4).
4. AT REPLACEMENT, USE SINGLE CONTINUOUS 3/16 IN. O.D.
LINE. ORIGINAL LINES ARE 3/16 IN. O.D. FOR PANEL TYPE B
AND 1/8 IN. O.D. FOR PANEL TYPE B.
5. AT INSTALLATION, WRAP VALVE THREADS WITH TEFLON
TAPE (79, TABLE 2-4).
30-126-1B
Figure 17−9. Torque Gage and Direct Reading Engine Oil Pressure Gage (Sheet 1 of 2)
Page 17−22
Revision 19
CSP-H-2
ALUMINUM ALLOY, CORROSION

RESISTANT STEEL OR NYLON TUBE
(NOTE 4)
DUCT TAPE
(NOTE 6)
NYLON TUBING
ROLLING HITCH (NOTES 6, 7)
FIREWALL FITTING,
FORWARD SIDE
NOTE 7 UNION AND NUT
FIREWALL FITTING,
AFT SIDE
CORROSION RESISTANT
STEEL TUBE
NOTES: (CONT.) FIREWALL

6. WRAP TUBE AT LEAST ONCE WITH 2 IN. (5.08 CM) (TYP)
WIDE DUCT TAPE APPROX. 1 IN. (2.54 CM) FROM FITTING.
7. SLIDE HITCH DOWN TUBE UNTIL IT RESTS ON DUCT TAPE. 30-126-2
Figure 17−9. Torque Gage and Direct Reading Engine Oil Pressure Gage (Sheet 2 of 2)
4). Remove cord, scale and duct tape NOTE: Following procedure is for reinstalla
from tube assembly. tion of 1/8 inch OD center tube section. For
replacement, a single longer 3/16 inch OD
(e). Secure line in place along side static nylon forward tube section replaces both the
pressure line, using the canopy frame 1/8 inch OD nylon forward tube section and
slots and nylon straps, or tying twine 1/8 inch OD center tube section.
(30, Table 2-4) if straps arc is not
available. (a). Locate pressure line in position,
(f). After pressure and leak test, reinstall connect to bulkhead fittings, and
instrument panel fairing. tighten.
(2). Aft Tube Section (Corrosion-Resistant (b). Wrap length of aluminum tubing
Steel): where it is routed past aft corner of
mast support structure and into
(a). Locate pressure line in position, plenum chamber, using tape and
connect to plenum chamber pan activator (56, Table 2-4), to prevent
fitting and engine torquemeter chafing between the tube and struc
fitting, and tighten. ture. Steel tubing has a plastic
edging grommet instead of tape.
(b). Secure pressure line to left side of
mast support structure and plenum (c). Secure line along left side of mast
chamber with screws, clamps, support structure and at left side of
washers and nuts or stand-off (detail plenum chamber with screws,
D). clamps, nuts and washers (detail D).
(c). After pressure and leak test, secure
engine compartment access door. (d). After pressure and leak test, install
left forward air intake fairing and
(3). Center Tube Section (Aluminum Alloy left aft bulkhead access cover in
or Corrosion-Resistant Steel): cargo compartment.
Page 17−23
Revision 19
CSP-H-2
10. Direct Reading Oil Pressure Indicating (5). Disconnect pressure line from fitting at
System gage.
The direct reading engine oil pressure indicat NOTE: During filling of line, do not introduce
ing system utilizes a pressure gage of 0-150 any air bubbles into the system. Use a suit
psi (0-1035 kPa) capacity which is mounted able pump with sufficient volume to fill the
near other engine instruments in instrument entire length of the pressure line.
panel type B (Figure 17-2). The gage is (6). At gage end, pump the pressure line
connected to an oil pressure port on the front full with new engine oil. Force oil
face of the engine accessory section by 1/8 inch through the line until clean oil flows at
diameter corrosion resistant steel and nylon the engine end.
tubing. The tubing is in two sections, with
corrosion resistant steel being used aft of the (7). Tighten tube fitting at the engine and
engine firewall and nylon tubing forward of continue to pump a small amount of oil
the firewall. The tubing is routed adjacent to back into the engine.
the torque gage tubing from the firewall to the (8). Install and tighten gage line fitting at
instrument panel and some tie straps and back of instrument. Keep the line as
clamping arrangements are common to both full as possible during connection.
(Figure 17-9).
(9). Start and operate engine at idle
A. Engine Oil Pressure Gage Tubing according to the Owner's Manual and
Replacement check for visible air bubbles in the
forward nylon line.
Replace engine oil pressure gage tubing using, (10). If air bubbles are present (introduced
in general, the instructions provided for during connection at instrument),
replacement of torque gage tubing. After momentarily loosen fitting at back of
replacement, service and bleed the system. instrument and bleed system with
engine running.
B. Torque or Direct Reading Engine Oil
Pressure Line Bleeding and Servicing NOTE: A higher power setting may be required
to obtain adequate pressure.
NOTE: On helicopters equipped with a plunger
actuated bleed valve at the torquemeter fit 11. Instrument Cluster Three−Pack or
ting, gain access to the rear of the torqueme Four−Pack Indicating System
ter and attach a 1/4 inch diameter drain (Ref. Figure 17-10 and Figure 17-11) The
hose at the bleed valve. For best access, re instrument cluster is an instrument assembly
move an adjacent instrument or avionics built as a single unit with three or four
unit not necessary to ground operation of indicators. The instrument clusters are
the helicopter. Proceed with bleeding and identical except that the 3-pack does not
servicing described below; or service and include an engine oil pressure indicator and is
bleed system with engine operating by de not internally illuminated.
pressing valve plunger until clear engine oil
flows through the drain hose into a contain Indicators register generator output in
er. amperes, engine oil pressure in pounds-per-
square inch (4-pack), engine oil temperature
(1). Remove left instrument panel fairing. in degrees centigrade and operating fuel
weight in pounds.
(2). Open engine compartment left access The helicopter electrical system voltage of 28
door. Vdc is reduced to a nominal 14.5 Vdc by
voltage dropping resistor R1, located on
(3). Wrap cloth around gage line under terminal board TB8 mounted on the structure
fitting at engine and at the back of the beneath the left side pilot's compartment floor,
instrument. for instrument circuit power.
(4). Loosen, but do not remove, pressure The senders for the engine oil pressure
tube fitting at engine. (4-pack), engine temperature and fuel
Page 17−24
Revision 19
CSP-H-2
quantity indicators each function as the NOTE: The individual indicators of the instru
variable resistance leg of the associated ment cluster are not replaceable. If there is
instrument bridge circuit. an indicator malfunction, the complete unit
should be replaced. Remove the wiring har
As pressure, temperature or float arm position ness for reinstallation of a replacement
change, the sender resistance changes and instrument cluster (Figure 17-11 for 4-pack
causes an imbalance in current flow through or Figure 17-10 for a 3-pack); resistor R112
the indicator windings to produce pointer is supplied as part of a new 4-pack cluster
movement. assembly.
B. Instrument Cluster Three−Pack or
Except for the ammeter, external, fixed value Four−Pack Calibration Check
shunt resistors are mounted across the input
terminals of each of these instruments and This calibration check is to be performed at a
furnished as part of the cluster (Figure 17-11). qualified instrument calibration facility. The
following calibration information is supplied
An exception is the (4-pack) oil pressure for reference only, for convenience of the
circuit which has a separate adjustable calibration facility. All calibration checks are
potentiometer for indicator calibration. This to be made with precision equipment, carefully
potentiometer is used in conjunction with PN observing polarities and with face on instru
6460013 pressure sender and is located on ment cluster positioned approximately
panel structure forward of and below the vertically.
4-pack cluster. NOTE: Supply voltage is to be 14.5 ±0.3 Vdc for
all following checks. To measure and adjust
Ammeter pointer deflection is a result of resistance of variable resistor in the checks,
current flow through resistor R3 which is supply voltage source and variable resistor
located next to the reverse current relay in the must be disconnected from circuits. For in
engine compartment. The resistor, installed in formation on the specific terminal studs
the low voltage output (ammeter) circuit of the used for individual gages in the cluster, see
starter-generator, acts as a calibrating Figure 17-10 for a 3-pack or Figure 17-11
resistance to cause ammeter pointer move for a 4-pack. Gages of the instrument clus
ment that is proportional to the main power ter should provide indications within the
output of the generator. tolerances specified in following checks re
gardless of cluster position. Vertical position
A plus scale reading on the ammeter indicates is specified only to approximate the installa
the current demand of the helicopter electrical tion position in the helicopter. For a 3-pack,
system during normal generator operation. scale error determined at any major gradua
Minus amperage is indicated only during tion that is checked should not exceed 5 per
engine starting and shows the current demand cent of the full scale value.
of the starter.
(1). Fuel Quantity Gage:
Resistor R112, mounted at terminal point 8 on (a). Obtain a variable resistor that is
the back of a 4-pack cluster, is an input continuously variable over a mini
voltage dropping resistor for the instrument mum range of 0-90 ohms, and adjust
lights circuit and functions only when night it to provide 59 ohms resistance.
lighting is installed.
(b). Connect the 59 ohm resistance across
A. Instrument Cluster Three−Pack or the terminal studs for the fuel
Four−Pack Maintenance quantity gage and power input
ground.
Use the information in Instrument Indicating (c). Apply supply voltage to instrument
System Troubleshooting thru Indicating cluster. Note that the gage indicates
System Instrument Repair for troubleshooting, approximately 200 pounds (2 mark)
inspection, replacement and repair of the and keep supply voltage applied
instrument cluster. approximately 5 minutes.
Page 17−25
Revision 19
CSP-H-2
WASHER
WIRE LEAD AND
LOCKWASHER
TERMINAL LUG
NUT
PRINTED CIRCUIT BOARD

(NOTE 1)
THREADED TERMINAL STUD

(NOTE 1)
NUT
NOTE 1 LOCKWASHER
WASHER VIEW A-A
(TYP)
STOWED WIRES
(NOTE 7)
INSTRUMENT CLUSTER
WIRING HARNESS E507A22 L534C22 FIXED SHUNT
J4 (NOTE 4) WIRE E540D22 RESISTOR (TYP)
(NOTES 1, 3)
A 3 6 1
5 4
10
A
DC
AMP. FUEL
OIL
8 T
11 12
FIXED SHUNT
RESISTOR (TYP)
(NOTES 1, 3) INTERIOR LAMPS INSTRUMENT CLUSTER
(NOTE 2) 3-PACK
WIRE L542E20N
REAR VIEW
NOTES:
1. PART OF AND FURNISHED WITH INSTRUMENT CLUSTER. 5. THREADED STUDS:
2. NOT USED. NO. ITEM
3. FOR ASSOCIATED INDICATOR INSIDE CLUSTER. 1 FUEL QUANTITY GAUGE
4. FOR INFORMATION ON HARNESS CONNECTION WIRING 3 OIL TEMPERATURE GAUGE
BETWEEN CONNECTOR J4 AND THREADED TERMINAL 4 AMMETER - (GND)
STUDS, SEE APPLICABLE ELECTRICAL SYSTEM WIRING 5 AMMETER +
DIAGRAM (REF. SEC. 20). 6 +14.5 VDC POWER INPUT
8 -POWER INPUT, COMMON GND (NOTE 6)
6. ALSO GND FOR FUEL QUANTITY AND TEMPERATURE GAUGES.
7. WIRE END INSULATED AND SECURED AT STOWED POSITION.
30-193-1
Figure 17−10. Instrument Cluster Three−Pack with Wiring Harness

(Instrument Panel Type B) (Sheet 1 of 2)
Page 17−26
Revision 19
CSP-H-2
M4 J4
1 E505A22 A
3 E506A22 B
(NOTE 7) E507A22 C
(AMM BATT) 5 D501A20 D
(AMM GEN) 4 D505A20 E
10 E540D22 - (GEN) 6 E540C22 F
8
12 L542E20N 11 L535A20 H
ILLUMINATION 9 (NOTE 7) L534C22 J
BLANK 2 K
KEY 7 L
CLUSTER WIRING CONNECTIONS INSTRUMENT CLUSTER

WIRING HARNESS
(NOTE 4) 30-193-2
Figure 17−10. Instrument Cluster Three−pack with Wiring Harness

(d). Remove supply voltage and adjust (b). Connect the 139 ohm resistance
resistance to 88 ohms. Reapply across the terminal studs for the
supply voltage and check that pointer engine oil temperature gage and
ascends and indicates full (F). power input ground.
Centerline of pointer should align
with ±4° of centerline of F mark. (c). Apply supply voltage to instrument
cluster. Note that the gage indicates
approximately midrange (mid-range
NOTE: Checks, steps (e). and (f)., are to be per mark) and keep supply voltage
formed with descending pointer.
applied approximately 5 minutes.
(e). Remove supply voltage and adjust NOTE: Checks, steps (d). thru (f)., are to be per
resistance to 59 ohms. Reapply formed with ascending pointer.
supply voltage and check that gage
indicates 200 pounds (2 mark). (d). Remove supply voltage and adjust
Centerline of pointer should align resistance to 734 ohms. Reapply
with ±3° of centerline of 2 mark. supply voltage and check that pointer
ascends and indicates 15°C. Center
line of pointer should align with ±2°
(f). Remove supply voltage and adjust
of centerline of 15 mark.
resistance to 1 ohm. Reapply supply
voltage and check that gage indicates (e). Remove supply voltage and adjust
empty (E). Centerline of pointer resistance to 139 ohms. Reapply
should align with -2° of centerline of supply voltage and check that pointer
E mark. indicates mid-range. Centerline of
pointer should align with ±3° of
(g). Disconnect supply voltage source and centerline of mid-range mark.
variable resistor from terminals of
the cluster. (f). Remove supply voltage and adjust
resistance to 46.3 ohms. Reapply
supply voltage and check that gage
(2). Engine Oil Temperature Gage:
indicates 125°C. Centerline of pointer
should align within ±2° of centerline
(a). Obtain a variable resistor that is of 125 mark.
continuously variable over a mini
mum range of 0-750 ohms, and (g). Disconnect supply voltage source and
adjust it to provide 139 ohms resis variable resistor from terminal studs
tance. of the cluster.
Page 17−27
Revision 19
CSP-H-2
1 E505A22 A FUEL SENDER

2 E506A22 B ENG TEMP SENDER SP50
3A E507A22 E507B22
3 C OIL PRESS SENDER
D501A20 E507D22
4 D AMMETER (BATTERY)
D506A20
5 E AMMETER (GEN) R305
E540C22
6 F POWER INPUT (R1)
L535A20 R304
7 H GROUND OIL PRESS. GAUGE
E532A22 E532B22 2
K R303 CALIBRATION
L542A22 2 R112 1 L534C22 POTENTIOMETER
8 J PANEL LIGHTS (NOTE 1)
8W20Ω 1
CLUSTER WIRING CONNECTIONS
INSTRUMENT LIGHT FUEL QUANTITY
INSTRUMENT CLUSTER 4-PACK ENGINE OIL TEMPERATURE
INSTRUMENT SHUNT ENGINE OIL PRESSURE

RESISTOR (TYP)
INPUT VOLTAGE DROPPING

RESISTOR R112 (LIGHTS)
FIBER WASHER (2 PLCS)
NOTE 2
AMMETER
CLUSTER WIRING HARNESS
NOTES:
1. OIL PRESSURE GAUGE CALIBRATION POTENTIOMETER AND
DASHED LINE CIRCUIT USED ON CURRENT CONFIGURATION.
2. FIXED RESISTOR (OIL PRESS. GAUGE SHUNT) USED IN THIS
LOCATION ONLY ON EARLY CONFIGURATION WITH 369A4534
OIL PRESSURE SENDER.
30-127A
Figure 17−11. Instrument Cluster Four−Pack with Wiring Harness
Page 17−28
Revision 19
CSP-H-2
(3). Ammeter Gage: (4). Engine Oil Pressure Gage (4-Pack):

Comply with applicable (a). Obtain a variable resistor that is
WARNING electrical safety precautions continuously variable over a mini
when checking the ammeter gage. mum range of 0-90 ohms, and adjust
it to provide a resistance of 1 ohm.
(a). Connect a variable resistance load, a
test ammeter and the ammeter gage (b). Connect the 1 ohm resistance across
to be tested in a series circuit to a the terminal studs for the engine oil
14.5 ±0.3 Vdc supply source that is pressure gage and power input
capable of supplying 1.38 amperes ground.
through the circuit. NOTE: Checks steps (c). thru (f). are to be per
NOTE: Variable resistance load must be adjust formed with ascending pointer.
able to provide either a total current of 0.75 (c). Apply supply voltage to instrument
or 1.38 amperes through the combined resis cluster. Note that gage indicates
tance of the variable load, test ammeter and approximately 0 pounds per square
ammeter gage being tested. Make resis inch (psi). Centerline of pointer
tance measurements and/or calculate re should align within ±2° of 0 psi mark.
quired values of load resistance for use with
the test ammeter in the series circuit as nec (d). Remove supply voltage and adjust
essary. A current flow of 0.75 ampere resistance to 59 ohms. Reapply
through the ammeter gage being tested supply voltage and check that pointer
should result in a 75 ampere indication on ascends and indicates 90 psi. Center
the gage. line of pointer should align within
±3° of 90 psi mark.
(b). Set variable load to correct resistance
and apply supply voltage with the (e). Remove supply voltage and adjust
required polarity to provide a +0.75 resistance to 88 ohms. Reapply
ampere current reading on the test supply voltage and check that pointer
ammeter and a +75 ampere indica ascends and indicates 125 psi.
tion on the ammeter gage being Centerline of pointer should align
tested. Centerline of pointer should within ±2° of 125 psi mark.
align within ±4° of centerline of +75
mark. (f). Disconnect supply voltage source and
variable resistor from terminals of
(c). Remove supply voltage from cluster. the cluster.
(d). Set variable load to correct resistance (5). All Gages:

and apply supply voltage with the Without supply voltage applied to cluster,
correct polarity to provide a -1.38 check that each pointer in the cluster returns
amperes current reading on the test to a position at or below the lowest calibration
ammeter and a negative current mark of its gage.
indication on the ammeter gage being
tested. Pointer on ammeter gage 12. Engine Oil Temperature Sender
being tested should indicate between
-75 and -150. (Ref. Figure 17-7)
(e). Remove supply voltage from cluster A. Engine Oil Temperature Sender
and check that ammeter gage being Replacement
tested indicates 0 (zero). Centerline (1). Check that all electrical power is OFF.
of pointer should return to and align
with ±3° of centerline of 0 mark. (2). Drain the engine oil tank.
(f). Disconnect variable load resistor and (3). Disconnect electrical wire from oil
test ammeter from ammeter gage temperature sender, cut safetywire and
being tested. remove sender from bushing in oil tank
Page 17−29
Revision 19
CSP-H-2
fitting; keep sender washer for rein (5). Tightly wrap two to three turns of
stallation if it is serviceable. (Plug tank white teflon tape (79, Table 2-4) on
fitting and insulate wire terminals sender pipe threads. Connect pressure
when replacement sender is not line and check both ends of tube for
immediately available. security.
NOTE: 369A4533-BSC sensor is compatible (6). Tighten clamp bolts and connect
with the 369D296305-21, -23 and -31 electrical wire.
instrument clusters only. 369A4533-3 sen (7). Start the engine according to Owner's
sor is compatible with the 369D296305-33, Manual and check for oil leakage and
-35 and -37 instrument clusters only. proper operation of the pressure system
indicator.
(4). Install replacement sender with
serviceable or new washer or gasket B. Electrical Oil Pressure Gage Calibration
and tighten to 100 - 150 inch-pounds
(11.30 - 16.95 Nm). Lockwire the Calibrate oil pressure gage systems having
sender to oil tank bushing. Connect adjustment potentiometer R303 and PN
electrical wire. 640013 pressure sender, using one of the
following methods.
(5). Fill the engine oil tank. (1). Method I:
(6). Start the engine according to Owner's The following equipment is required: A
Manual and check for oil leakage and 0-150 psi (0-1035 kPa) pressure gage
proper operation of the temperature with 1 percent accuracy, high pressure
system indicator. hose and tee fitting to connect into the
engine oil pressure sender inlet line.
(7). Reinstall aft bulkhead access cover.
(a). Disconnect engine oil pressure inlet
13. Engine Electrical Oil Pressure System line from sender (Figure 17-7) and
reconnect with the tee fitting in the
A. Engine Electrical Oil Pressure Sender line.
Replacement
(b). Connect master gage to high pres
(1). Check that all electrical power is OFF. sure hose, fill the hose and gage with
engine lubricating oil (Table 2-3);
(2). Disconnect electrical wire and pressure then connect to the tee fitting.
line from oil pressure sender mounted (c). Locate potentiometer R303 on
on right engine mount; use suitable instrument panel structure. Loosen
means to catch residual oil from line. adjustment locknut and set poten
(Cap pressure line and sender, and tiometer at approximate mid-range.
insulate wire terminal when replace
ment sender is not immediately (d). Start and operate the engine at idle
available). in accordance with the Owner's
Manual. Observe oil pressure indica
(3). Observe locations of mounting clamps; tion on the master gage. If indication
then remove clamps, bonding jumper is erratic, bleed out air by loosening
and sender from mount. hose fitting at the gage.
(4). Using the two removed support clamps, (e). Increase engine N1 to 80 percent. The
install replacement sender on engine stabilized oil pressure at this point
mount but do not tighten clamps. should be in the 90-130 psi (621-896
kPa) range on the master gage. If oil
NOTE: The small clamp and bonding jumper pressure is not in this range, the
provides the bonding path between the engine oil pressure regulator will
sender and firewall. Be sure that sender require adjustment according to
bonding is as specified in Maintenance of engine operation and maintenance
Electrical Bonding Connections, Section 19. manual.
Page 17−30
Revision 19
CSP-H-2
(f). While maintaining 80 percent N1, (f). Connect engine oil pressure line to
adjust potentiometer R303 until sender inlet. Start and operate
four-pack gage indicates the same engine at idle in accordance with the
pressure as the master gage. Tighten Owner's Manual. Bleed engine oil
potentiometer locknut. pressure line at the sender for a
stable indication on the four-pack
(g). Shut down engine and remove test gage.
equipment. Reconnect oil pressure (g). Perform a flight check to ensure that
line to sender. Check engine oil level oil pressure regulation at high power
in tank and service if required. settings is in the 120 ±10 psi (827 ±69
kPa) range.
(h). Perform a flight check to ensure that
oil pressure regulation at high power 14. Fuel Quantity System
settings is in the 120 ±10 psi (827 ±69 (Ref. Figure 17-7)
kPa) range.
A. Fuel Quantity Transmitter (Tank Unit)
Replacement
(2). Method II:
The following equipment is required: A and that the helicopter is grounded.
0-150 psi (0-1035 kPa) gage of 1 Use all necessary precautions
percent accuracy, a source of regulated CAUTION consistent with safe practice
pressure (air, inert gas or hydraulic oil), when working in or around the fuel cells. If
fittings, and necessary lines and hoses a replacement tank unit is not available for
to connect gage and pressure source to immediate installation,do not remove the
the oil pressure sender inlet. installed unit.
(2). Remove left fuel cell access door.
(a). Remove oil pressure line at pressure
sender (Figure 17-6) and connect (3). Disconnect tank unit harness electrical
pressure source with master gage in plug from mating connector at fuel
the line. shutoff cable support bracket.
(4). Cut the lockwire, remove the five bolts
(b). Locate potentiometer R303 on and washers from tank unit and lift
instrument panel structure. Loosen unit from fuel cell cover plate. Discard
adjustment locknut and set poten the gasket.
tiometer at approximate mid-range.
Connect 28 Vdc electrical power. (5). Check the replacement tank unit for
the following:
(c). Slowly pressurize the sender until (a). Housing and pivot mechanism for
master gage indicates 130 psi (896 deformation or corrosion.
kPa). Adjust potentiometer until
four-pack gage also indicates 130 psi (b). Float and arm for freedom of move
(896 kPa). ment between stops.
(c). Float arm for sufficient offset so that
(d). Release pressure and then recheck. the float will clear the edge of the cell
With pressure increased to 130 psi sump and allow full travel of the
(896 kPa), the four-pack gage arm.
tolerance is one needle width at the (d). If shaft end play seems excessive,
tip. install a washer and clip to limit play
to 0.015-0.025 inch (0.381-0.635
(e). Tighten locknut on potentiometer, mm) clearance between float arm and
release all pressure and remove test bushing according to instructions in
equipment. Hughes Notice HN-89.
Page 17−31
Revision 19
CSP-H-2
(6). Install gasket, tank unit with float (a). For the single unit type gage, cut the
inboard, washers and bolts. Torque template circular to fit flat on the
bolts to 50 - 70 inch-pounds (5.65 - instrument glass, inside the bezel.
7.91 Nm), and using lockwire (2, Scribe two lines, pointer pivot shaft
Table 2-4), safety boltheads (three and as the center.
two) together.
(b). For the 3-pack or 4-pack type gage,
(7). Reconnect electrical plug to mating cut the template rectangular to fit
connector. flat on the instrument glass, inside
the bezel and covering the fuel
(8). Check fuel quantity indicator reading quantity gage area. Tape the tem
against a known quantity of fuel in the plate in position and scribe lines on
cells. the template from center of pointer
pivot shaft through the center of
(9). Fill cells to capacity and check for fuel graduation marks at E, 2 and F.
leakage; none is permissible. Scribe maximum tolerance, step
(1).(b)., lines on each side of the
(10). Reinstall fuel cell access cover. center lines.
NOTE: During defueling, the helicopter should
B. Fuel Quantity Transmitter and Indicator be as near level as possible and battery or
Operational Check external power voltage should be 24-28.5
Vdc. Inaccurate readings may result if these
Perform the following checks to determine that conditions are not met.
fuel quantity indicator readings are within
tolerance. Checks are made at empty, 200 (3). Defuel the helicopter. Refer to Section 2
pounds and full fuel loads. for procedure and observe the following.
(1). Use the following tolerances when (a). Stop defueling when the FUEL LOW
checking fuel quantity indications. caution light goes on (Indicator
should be passing through the 35
(a). For the single unit type gage: pound position).
E = +0 degrees from centerline of
marker (not above zero) (b). Following caution light illumination,
2 = +6 degrees from centerline of drain remaining fuel into a container.
marker There should be approximately 5.4
F = +6 degrees from centerline of gallons (20.5 L) of drained fuel.
marker
(c). If conditions in steps (a). and (b).
(b). For the 3-pack or 4-pack type gage: above are not met, check caution
E = +0, -2 degrees from centerline light circuitry and/or readjust tank
marker unit as required.
2 = ±3 degrees from centerline of (4). Turn electrical power ON. Check
marker indicator reading. Pointer must be at E
F = +4, -0 degrees from centerline of or below. Refer to tolerances, step
marker (1).(a). and (b).
(c). Tank unit circuit resistance (gage NOTE: If indications are not within tolerances,
disconnected) is as follows: determine whether gage or tank unit is at
E = 1 ohm fault by removing electrical power, discon
2 = 59 ohms necting gage wiring, and checking tank unit
F = 88 ohms circuit resistance, step (1).(c).
(2). In order to check degrees of error, (5). Start refueling slowly. Note that the
construct a template of thin clear FUEL LOW caution light goes out
plastic as follows. shortly after the indicator passes the
Page 17−32
Revision 19
CSP-H-2
35-pound position, approximately 5.4 NOTE: Sending units installed on early Model
gallons(20.5 L) of fuel in cells. 369H and 369HS helicopters may not have
potting compound applied on sending unit
(6). Continue to fill the cells to 200 pounds, mounting plate around terminals. If potting
approximately 30.75 gal (116.5 L) of compound has not been applied, pot the
fuel. tank sending unit as shown in
Figure 17-12, detail A or detail C.
NOTE: Density of JP-4 fuel is 6.5 lb/gal (0.78 (3). Using flashlight and pointed probe
kg/L) on standard day 59°F (15°C), 29.92 in. (wood or plastic), inspect interface of
Hg, dry air. Fuel density will vary under potting compound and sending unit
other ambient conditions and should always mounting plate for voids. Pay particular
be taken into account when indicator accu attention to area around terminal
racy is questionable. screws (detail A, Figure 17-12). If any
voids are noted, perform steps (7). thru
(7). Check that indicator reading at 200 (14).
pounds is within scribed tolerance
marks on template. For the single unit
NOTE: Troubleshooting is accomplished with
electrical power ON, circuit breaker in (re
type gage, rotate the template as
set) and caution and warning lights set at
required to check that pointer is within
BRT.
6 degrees of the center of the marker.
(4). If FUEL LOW warning light is on or
(8). Continue to refuel until the tanks are glows when fuel level is above the low
full. Check that indication is within level mark, perform steps (7). thru (14).;
tolerance in the same manner as in step otherwise end inspection after step (6).
(7).
(5). Apply fault (ground) input to terminal
No. 2 on sending unit (Figure 17-12).
(9). Remove electrical power and secure the Check that lamp illuminates properly
refueling operations. If fuel quantity when fault input is applied. If lamp
indications were not within tolerances, does not come on or does not illuminate
test the tank unit. properly, check wiring between termi
nal No. 2 and CB104-2 circuit breaker
C. Fuel Tank Sending Unit and Fuel Low and make corrections.
Warning Light Indicating System
Inspection (6). Reinstall fuel cell access door if steps
(7). thru (14). are not to be performed.
This inspection, checks for security and When performing mainte
condition of the fuel tank sending unit, and for WARNING nance of fuel system compo
proper operation of the fuel low warning light nents, comply with all applicable safe
indicating system. Bench testing as well as ty precautions to avoid possibility of
rework of the fuel tank sending unit may be fuel vapor ignition and fire. Prior to
necessary if inspection reveals voids between maintenance always turn off all electri
potting compound and unit mounting plate or cal power; make sure helicopter is
dimness/erroneous actuation of the fuel low grounded; disconnect external pow
level warning light. ersource and disconnect battery.
(1). Remove left side fuel cell access door. (7). Remove fuel tank sending unit; refer to
safety precautions noted above.
(2). Check fuel tank sending unit, electrical (8). Dry top of sending unit with heat gun
terminals and wiring for security and or oven for one hour at 100°F (38°C).
condition; check wiring harness
between tank unit and instrument (9). Bench test sending unit (Ref. Tank Unit
cluster. Testing); replace unit as required.
Page 17−33
Revision 19
CSP-H-2
FULL POSITION
B B
A A
NOTE 1 369A4245-3 BRACKET
NOTE 2
0.75 IN. (19.05 MM)

APPROX.
SPRING CONTACT POSITION A-A
MODEL 369H AND 369HS ONLY
(SEE DETAIL C FOR MODEL 369HM)
EMPTY POSITION
0.04 IN. (1.016 MM) TOPSIDE OF NUT

GS 6-5 EYELET MS20364-632 NUT MIN.
TRANSISTOR POTTING COMPOUND

BOARD (RTV-732 SEALANT)
B-B
(TYP) (2 PLCS)
TERMINAL NO. 1
NAS671-6 NUT
AN960-6L WASHER
COVER MS35206-244 SCREW
AN960-8L WASHER
NAS549-6 WASHER #46 TERMINAL LUG
NEOPRENE WASHER NAS1598-C8Y STAT-O-SEAL
AN515-GR10 SCREW -3 BRACKET
TERMINAL NO. 2
(NOTE 4)
MODEL 369H/369HS ONLY
1.75 IN. (4.445 CM)

MAX. DIA. SEALING ENVELOPE
NOTE 3
POTTING COMPOUND (PR1221)
369A4520 TANK UNIT 0.75 IN. (19.05 MM) MAX.

SEALING ENVELOPE
NOTES:
1. ORIENT ELECTRICAL HARNESS AS SHOWN.
2. APPLY POTTING COMPOUND AROUND TERMINALS
AS SHOWN; DO NOT EXTEND ABOVE NUT OR MODEL 369HM ONLY
APPLY POTTING COMPOUNDS ON TOP SIDE OF NUT.
3. MINIMUM ENVELOPE OF POTTING COMPOUND
(0.60 IN. (15.24 MM) MIN. COVER OVER ELECTRICAL
COMPONENTS AND WIRING.
4. APPLY FAULT (GROUND) INPUT TO TERMINAL NO. 2.
30-225A
Figure 17−12. Bench Test and Potting of Fuel Tank Sending Unit
Page 17−34
Revision 19
CSP-H-2
(10). For 369H and 369HS commercial (22.835-23.140 cm). Bend the float full
helicopters only, perform the following stop as required to obtain 88-95 ohms
(Figure 17-12, detail D and detail E): (88 ohms desired) within these float
travel limits.
(a). Tighten NAS671-6 nut to hold
369A4245-3 bracket firmly in (6). Disconnect the ohmmeter. Obtain a 24
position. Vdc power supply or battery, a No. 328
lamp and the necessary wiring to make
(b). Disconnect and lift No. 46 ground connections shown in Figure 17-13.
terminal lug away from mounting
plate flange; hold float arm at full (7). Apply 24 Vdc power and check that
position. lamp illuminates when centerline of
arm-to-float attachment is 1.25 inches
(c). Resistance measured from -3 bracket (3.175 cm) above its empty position.
to flange shall be greater than 2
megohms. (8). Bend the spring attached to tank unit
bracket if required and recheck that
(11). Apply potting compound to seal voids, lamp is illuminated from the empty
as applicable. (rest) position to the 1.25 inch (3.175
cm) raised position.
(12). Reinstall fuel tank sending unit; torque
screws to 12 - 15 inch-pounds (1.36 - (9). Disconnect 24 Vdc power and all test
1.69 Nm). Do not overtighten screws as equipment.
this may warp mounting plate flange. (10). Seal all connections at top of tank unit
(13). Recheck electrical circuitry per steps with sealant (3, Table 2-4).
(4). and (5). 15. Outside Air Temperature Indicator
(14). Reinstall fuel cell access door. (Ref. Figure 17-14) The outside air tempera
ture indicator consists of a bimetal element
D. Tank Unit Testing (enclosed in a stainless steel thermometer
(Ref. Figure 17-13) stem) attached through the stem to a dial-type
temperature indicator.
(1). Set up tank unit on a level platform
approximately 9 inches (22.86 cm) The thermometer is installed through the right
above a second level surface, such as a or left side canopy (as applicable) just forward
table top. of the instrument panel, and is secured by a
sunshield.
(2). Obtain a sensitive ohmmeter and set on 0The temperature dial indicates outside air
low range resistance scale. temperature in both Fahrenheit and centi
(3). Allow float arm to rest on the float grade.
empty stop. If wiring harness is NOTE: Left or right side installation de
attached, measure resistance across pendson model and configuration.
pins B to H of tank unit connector.
Resistance must be 0-3 ohms (1 ohm A. Outside Air Temperature Indicator
desired). Adjust (bend) the float empty Replacement
stop until this resistance is obtained. (1). Hold indicator dial firmly and remove
(4). Raise the float until arm is in contact sun shield from thermometer stem.
with the full stop and observe that Remove applicable hardware shown in
resistance increases to approximately Figure 17-14 from stem; then remove
88 ohms. indicator from canopy.
(2). Remove hardware from replacement
(5). Measure from the centerline of arm
indicator and install indicator in canopy
attachment to float when in full
as shown.
position, to the same point when in
empty position! This measurement (3). Rotate indicator dial for correct reading
should be 8.99-9.11 inches position, install seal and spacer (if
Page 17−35
Revision 19
CSP-H-2
used), outer rubber washer, dished power out warning unit or the indicator lights
washer and sun shield, and securely dimming assembly or disable switch Sl99, if
hand-tighten the sun shield. installed.
16. Magnetic Compass 17. Caution and Warning Lights Indicating

System
The magnetic compass is either installed in
the instrument console of type A panels or The caution and warning light indicating
attached to the center canopy frame on system includes the following components.
helicopters with a type B panel.
(1). For instrument panel type A
Hughes Notice HN-77 provides optional (Figure 17-1), six indicator lights
relocation instructions for canopy frame mounted across the top of the panel.
mounting of a compass mounted in an A type For instrument panel type B
panel. (Figure 17-2), nine indicator lights
mounted in the same location. Early
The magnetic compass continuously indicates type indicator lights on panel type B
the heading of the helicopter relative to the are switched from bright to dim when
earth's magnetic field. the legend face of the indicator is
depressed and remain dim until
The compass consists of a liquid-filled case in indicator is depressed a second time for
which a float assembly, incorporating a bright illumination.
compass card and magnets, pivots on a jewel
post. (2). Senders, detectors and switches
associated with the indicators
The compass card is graduated in 5 degree
(Figure 17-7).
increments. The card is read against a fixed
vertical white line (lubber's line) on the face of
(3). An indicator light dimming assembly
the instrument.
for panel type A that automatically
A compass correction card is located in the dims the indicator lights when the
logbook holder. instrument panel lights are on and
furnishes light test circuits. The panel
The compass face is tilted at a downward angle type B dimmer assembly provides light
so that the compass is level during normal test circuits and a switching regulator
flight. for panel and instrument light dim
ming.
A wedge is used for this purpose in the type A
panel installation. (4). An engine power out (EPO) warning
control unit. EPO units manufactured
The compass is internally illuminated, using by Autronics include an integral audio
dc electrical power, from the night lighting amplifier (Figure 17-4) while an
system. external audio amplifier is used with
Vapair EPO units (Figure 17-3).
A. Magnetic Compass Maintenance
(5). Legend-type signal indicator lights
Use the information in Instrument Indicating that are interconnected with the
System Troubleshooting thru Indicating PRESS-TO-TEST light test pushbut
System Instrument Repair for troubleshooting, ton switch and EPO solidstate dimmer
inspection, replacement of the magnetic assembly that isolates the light test
compass. circuit from the operational circuits.
Operational Check. An operational check of (6). With power on, and the engine not
the caution and warning lights indicating running, the red engine power out light
system must be performed after maintenance and the red transmission oil pressure
on the caution and warning lights, engine warning light flash alternately. None of
Page 17−36
Revision 19
CSP-H-2
the amber caution lights flash when the indicator lights dimming assembly, are
they are on. listed in Table 17-2.
NOTE: (1). Operational Check. An operational

The early type indicator lights used in check of the caution and warning lights
instrument panel type B may be individu indicating system must be performed
ally switched to dim illumination by after maintenance on the caution and
pressing the face of the indicator. The warning lights, engine power out
light remains dim until the legend face of warning unit or the indicator lights
the indicator is depressed a second time. dimming assembly or disable switch
Sl99, if installed.
The caution and warning lights indicat
ing system on a current helicopter with NOTE: Although the procedure outlined below
instrument panel type B functions with reveals the functional state of only three of
Nl/NR engine power out warning equip the fault input circuits, it will also show
ment. whether or not the components common to
Helicopters with an early instrument all circuits function correctly. A check of the
panel type B or panel type A use Nl engine other fault input circuits can be made in the
power out sensing equipment only. Nl/NR same way, when necessary, by bridging the
sensing equipment senses both low en applicable switching device or sender.
gine Nl and main rotor (NR) speeds. Nl
sensing equipment functions only with (a). Turn on electrical power. Check that
low engine Nl speed. WARNING AND PANEL lights and
ENG out circuit breakers are in
A helicopter with early panel type B or (reset) and that the panel lights
type A may be modified to incorporate dimming control is set at OFF (fully
N1/NR sensing equipment. For difference counterclockwise) if installed.
information on a caution and warning
light system in which the Nl/NR sensing
(b). Check that red warning lights
equipment was installed in this manner.
indicating engine out and low main
transmission oil pressure flash.
A. Caution and Warning Lights Indicating
System Troubleshooting
NOTE: These faults are supplied whenever the
When troubleshooting, perform an operational engine is not operating.
check, step (1)., as necessary. Troubleshoot the
caution and warning lights indicating system, (c). Using a jumper lead, ground the
using the data in Table 17-2 and Table 17-3. terminal stud of the tail rotor trans
mission chip detector to produce a
Refer to Table 17-2 to determine the function fault input.
al unit associated with each light indicator, the
input fault signal that activates each indicator, (d). Check that the applicable CHIPS
and the connector pins used in each circuit. lamps light.
Use Table 17-3 to assist in isolating trouble to (e). If a panel lights dimming control is
a defective unit and component. installed, check that the control can
control the panel instrument and
Apply the correct input signal to the connector lamp illumination and select bright
pin(s) to provide a specific light indication, or or dim indicator lamp illumination
check for presence of the correct fault input (for panel type A).
signal for a light indication obtained.
(f). Check that early panel type B light
Light indications that are provided by the indicators can be switched from
caution and warning lights, controlled by the bright to dim illumination by de
engine power out warning control unit and/or pressing the indicator legend face.
Page 17−37
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CSP-H-2
CONNECTOR FUEL QUANTITY

369A4599 TRANSMITTER
NO. 328 A R
LAMP B BLU
+ D RED
Q
24 VDC
POWER B
SUPPLY E BLK G
- H BLK
TEST CONNECTIONS
FULL POSITION
FUEL QUANTITY
TRANSMITTER
FLOAT STOP (FULL)
SPRING
BRACKET
10.08 IN. (25.6032 CM)
FLOAT STOP RADIUS
(EMPTY) 8.99-9.11 IN.
(22.8346-23.1394 CM)
FLOAT
SPRING CONTACT
POSITION
NOTE 3
1.25 IN.
GROUND TERMINAL (3.175 CM)
EMPTY POSITION
TRANSISTOR SWITCH
(ON UNDERSIDE) FLOAT POSITIONS
NOTES:
1. TRANSMITTER RESISTANCE (POINT A TO GROUND):
FLOAT POSITION RESISTANCE
EMPTY 0-3 (1 NOMINAL OHMS
FULL 88-95 (88 NOMINAL) OHMS
2. REFER TO TEXT FOR INFORMATION ON CHECKING UNIT IN SYSTEM.
3. CONNECTIONS AT TOP TRANSMITTER ARE POTTED WITH
SEALANT (3, TABLE 2-4) ON LATER CONFIGURATION. 30-128C
Figure 17−13. Testing of Tank Unit
Page 17−38
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CSP-H-2
INDICATOR
SPACER
SEAL
SPACER
DISHED WASHER INNER MOUNTING

RUBBER WASHER
SUNSHIELD
OUTER MOUNTING
RUBBER WASHER
CURRENT OAT INDICATOR
HEATING DUCT
TRIM
MAGNETIC COMPASS
INSTALLATION
MAGNETIC COMPASS
ROTATED
INDICATOR
(NOTE)
OUTER MOUNTING
EARLY OAT INDICATOR RUBBER WASHER INNER MOUNTING
RUBBER WASHER
DISHED WASHER
SUNSHIELD
NOTE: LOCATION FOR RIGHT SIDE CANOPY

INSTALLATION. TYPICAL FOR LEFT SIDE. 30-129C
Figure 17−14. Outside Air Temperature Indicator and Magnetic Compass
Page 17−39
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CSP-H-2
Table 17−2. Caution and Warning Lights Troubleshooting Data

Indicator Lights Engine Power Out
Light Indicator Fault Input Signal Dimmer Assembly Warning Unit
Connector Number and Pin Letter
Instrument Panel Type A P8 P7
Caution Lights
Chips Ground Z −
Start Pump On (located near switch) 28 Vdc N −
Fuel Low Ground AA −
Fuel Filter Ground BB −
Generator Out Ground CC −
Warning Lights
Engine Out (Nl) 38.2 ±0.7 Hz − A
(at 13.0 ±2 Vac)
or less
Xmsn Oil Temp & Press Ground Y −
Miscellaneous
* Dim ** Ground U
Press−to−test ** 28 Vdc A
Press−to−test ** Ground B
Instrument Panel Type B P12 Pl9 P3 (4)
Caution Lights
Engine Chips Ground Z − −
M/R Xmsn Chips Ground l − −
T/R Xmsn Chips Ground R − −
Fuel Low Ground a − −
Gen Out Ground c − −
Fuel Filter Ground b − −
Start Pump On (located near switch) 28 Vdc N − −
Bat Temp Amber (140°F) 28 Vdc P529 − −
Warning Lights
Engine Out (Nl) Frequency less than − A A
36.75 ±1.75 Hz
Engine Out (NR) Frequency less than − L −
68.6 ±0.7Hz
BAT TEMP Red (160°F) 28 Vdc P529C − −
Xmsn Oil Temp Ground Y − −
Xmsn Oil Press Ground j − −
Miscellaneous
* N1 disable (disables audible tone and ** Ground − J H
horn for Nl only)
Page 17−40
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CSP-H-2
Table 17−2. Caution and Warning Lights Troubleshooting Data (Cont.)

Indicator Lights Engine Power Out
Light Indicator Fault Input Signal Dimmer Assembly Warning Unit
Connector Number and Pin Letter
Instrument Panel Type B P12 Pl9 P3 (4)
* NR disable (disables NR sensing and ** Ground − G −
audible tone for NR only)
* Dim to bright ** 0 to +28 Vdc X − −

respectively
Press−to−test ** 28 Vdc A − −
Press−to−test ** Ground B − −
NOTE:
(1) Listed fault input signal causes the associated light indicator to illuminate when input is applied to listed
connector number and pin letter.
(2) For a helicopter with early instrument panel type B or A equipped with optional N1/NR sensing equipment,
for any necessary difference troubleshooting data refer to CSP−H−3.
(3) Wiring harness connectors listed are those that mate with connectors of units listed.
(4) Note that connector number and pin letters on mating connector for EPO warning unit differ according to
unit used (Pl9 for N1/NR EPO warning unit and P3 for N1 EPO warning unit).
* Function (not an indicator) for instrument and panel lights.
* * Function input signal (not a fault input signal) for all lights.
Light indicator flashes with listed input applied; all other light indicators continuously illuminated with listed
inputs.
Function (not an indicator) for caution and warning light indicators.
Table 17−3. Troubleshooting the Caution and Warning Lights Indicating System
CAUTION: Continuous flashing operation of the EPO warning unit is limited to 10 minutes. Excessive,
uninterrupted operation can result in damage to internal flasher circuits.
NOTE: Unless specified otherwise, troubleshooting is accomplished with the engine power out (EPO) warning
unit and indicator lights dimmer assembly installed, electrical power on, the WARNING AND PANEL LAMPS
and ENG OUT circuit breakers in (reset) and the panel lights dimming control set at BRT.
Caution and Warning Light Indicators
Indicator light erratic or inoperative Circuit wiring loose, shorted, open, Inspect electrical connections; repair
when checked by PRESS−TO− or improperly connected as necessary.
TEST switch
Indicator defective Replace defective lamp or indicator
socket.
One or more light indicators, but Indicator lamp filaments open Replace lamps.
not all, do not light when Open diode in dimmer unit Replace diode associated with
PRESS−TO−TEST switch is unlighted indicator or replace dimmer
depressed unit.
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CSP-H-2
Table 17−3. Troubleshooting the Caution and Warning Lights Indicating System (Cont.)
Light indicator on panel type B Indicator lamp filaments open Replace lamps.
extinguishes or does not dim or
brighten when legend face is
depressed, with PRESS−TO−TEST Defective switch in indicator Replace indicator.
switch held depressed
NOTE: Indicator should alternately dim or brighten each time legend face is depressed for panel type B equipped
with N1 sensing equipment. Light indicators do not dim on panel type B equipped with N1/NR sensing
equipment.
Indicator light on; associated Short−circuit in light circuit Check light circuit wiring; repair as
system functioning normally necessary.
Sensor/sender unit defective Replace sensor/sender.
Abnormal light indication(s) Refer to corrective action column Refer to caution light indicators
peculiar only to caution light information below.
indicator(s)
Abnormal light indication(s) Refer to corrective action column Refer to warning light indicators
common to both caution and information below.
warning light indicator(s)
Abnormal light indication(s) Refer to corrective action column Refer to warning light indicators
peculiar only to warning light information below.
indicator(s) and/or audible warning
horn
Caution Light Indicators
NOTE: Panel lights dimming control affects dimming of light indicators only on panel type A. Dimming affects
dimming of light indicators on panel type B with N1 sensing equipment is controlled by depressing legend face
of indicator.
One or more light indicators, but One indicator lamp has open Replace lamp.
not all, light dimly when panel type filament
A light dimming control is set at
BRT and PRESS−TO−TEST switch Defective diode in Grimes dimmer Replace associated diode or dimmer
is held depressed unit unit.
All light indicators light brightly with Open relay diode, relay winding or Repair or replace dimmers unit.
panel type A panel lights dimming shorted Zener diode in Grimes
control at DIM when PRESS−TO− dimmer unit dimming circuit
TEST switch is held depressed
All light indicators do not light with Open Zener diode in Grimes Replace Zener diode or dimmer unit.
panel type A panel lights dimming dimmer unit
control at DIM while PRESS−TO−
TEST switch is held depressed
Light indicator does not light with Indicator lamp filaments open Replace lamps.
fault input signal applied or when Defective component in dimmer Replace associated component in
PRESS−TO−TEST switch is unit dimmer unit or dimmer unit.
depressed
Defective switch in indicator on Replace indicator.
panel type B
Lighted indicator without a fault Defective component in dimmer Replace associated component in
signal applied. unit dimmer unit or dimmer unit.
Page 17−42
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CSP-H-2
Warning Light Indicators
No ENG OUT indication from either Disconnected or defective wiring to Reconnect or repair electrical wiring.
warning light indicator or audible engine power out warning unit
warning horn with engine out fault
Misadjusted frequency sensing For Vapair unit, adjust sensing
input signal applied (or low main
control in Vapair EPO warning control. Replace defective EPO
rotor speed fault input signal
control unit, or defective sensing warning unit.
applied with N1/NR sensing
circuit in any EPO unit
equipment)
Defective ENG OUT frequency Repair or replace EPO warning unit.
sensor or flasher circuit in EPO
warning unit
No ENG OUT warning light Indicator lamp filaments open Replace lamps.
indication with engine out fault
input signal applied; sound from Defective diode in dimmer unit Repair or replace dimmer unit.
audible warning horn present (or
low main rotor speed fault input Defective ENG OUT flasher in EPO Repair or replace EPO warning unit.
signal applied with N1/NR sensing unit
equipment)
Flashing ENG OUT light indicator Defective audio amplifier or Repair or replace EPO warning unit.
with fault input signal applied with misadjusted tone level control in
sound from audible warning horn; Autronics EPO warning unit
no audible warning tone in Defective pilot’s audio tone Repair or replace EPO warning unit,
headset(s) generator in EPO warning unit
Defective audio amplifier (used Replace audio amplifier.
with Vapair EPO warning unit)
No flashing XMSN OIL TEMP & Defective xmsn oil and temp light Repair or replace EPO warning unit.
OIL PRESS light indication with flasher in EPO warning unit if
fault input applied; ENG OUT light indicator lights when PRESS−TO−
indicator functions normally TEST switch is depressed
Defective diode in dimmer unit if Repair or replace dimmer unit.
indicator does not light when
PRESS−TO−TEST switch is
depressed
No flashing warning light indication Defective voltage regulator in Repair or replace EPO warning unit.
when any warning fault input signal Vapair EPO warning unit
is applied; all indicators light when
PRESS−TO−TEST switch is
depressed
No flashing light indication or Improperly adjusted or defective Adjust position of or replace
audible warning with low main rotor disable switch defective switch.
speed fault input signal, for N1/NR
sensing equipment Defective EPO warning unit Replace EPO warning unit.
XMSN warning lights flash with Defective voltage regulator in Repair or replace EPO warning unit.
fault inputs; no audio tone in Autronics EPO warning unit
headset, ENG OUT light does not
flash and audible warning horn
does not ‘‘beep” with engine off.
Page 17−43
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CSP-H-2
Lighted or flashing light indicator Defective component in EPO Replace component in indicator
without fault input signal applied warning unit associated circuit in EPO warning
unit or replace EPO warning unit.
Defective component in dimmer Replace component in indicator
unit associated circuit in dimmer unit or
replace dimmer unit.
Light indicator on panel type A Defective component in Grimes Replace component associated with
does not dim when panel lights dimmer unit indicator dimming circuit in dimmer
dimming control is set from BRT to unit or replace dimmer unit. (Refer to
DIM while PRESS−TO−TEST information on caution light indicators
switch is held depressed above.)
Audio Equipment
No warning tone in pilot’s headset; Defective tone generator in EPO Repair or replace EPO warning unit.
‘‘beeping” audible from audible warning unit
warning horn and engine out light
Misadjusted or defective audio tone For Nl sensing type EPO unit, adjust
indicator flashes
circuit in Autronics EPO warning audio tone level control. Replace
unit Nl/NR sensing type EPO unit.
Defective audio amplifier in Repair or replace Autronics EPO
Autronics EPO warning unit warning unit.
Defective EPO audio amplifier Replace EPO audio amplifier.
(used with Vapair EPO warning
unit)
No ‘‘beeping” from EPO audible Defective EPO audible warning Replace audible warning horn.
warning horn with engine off; horn
engine out light indicator flashes
and warning tone is present in
pilot’s headset
No warning tone in pilot’s headset, Defective engine out frequency Repair or replace EPO warning unit.
flashing of engine out light indicator sensor circuit in EPO warning unit
of ‘‘beeping” from audible warning
horn
Panel and Instrument Lights Dimming
One or more, but not all, panel or Lamp filament(s) open Replace lamp(s).
instrument lamps will not illuminate
All panel and instrument lamps will Defective component in dimmer Repair or replace dimmer unit.
not illuminate unit
All panel and instrument lights Defective component in dimmer Repair or replace dimmer unit.
illuminate; panel lights dimming unit
control does not vary brightness of
Defective or disconnected dimming Replace or reconnect dimming
lights
control control.
Page 17−44
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CSP-H-2
18. Instrument Panel Type A Caution and In case of a reduction or loss of trans
Warning Indicator Lights mission oil pressure, below approxi
mately 15 psi, a pressure-sensing
(Ref. Figure 17-1) The caution and warning sender (Figure 17-5) energizes the oil
indicator lights consist of two warning and temperatures and pressure warning
four caution indicator lights across the top of light flashing circuit of the EPO
the instrument panel and a start pump on warning unit. If the transmission oil
light at the left of the instrument cluster. supply reaches an abnormally high
temperature, a temperature-sensing
Each of the upper six indicators are separate switch energizes the oil temperature
removable dual lamp light assemblies. The and pressure warning light flashing
start pump on light assembly contains a single circuit of the EPO warning unit. Early
lamp. The two upper left light indicators are type senders actuate at 115°C while the
red warning lights. The four indicators at the current type actuates at 121°C.
right of the warning lights are amber caution
lights. (3). Chip Detector Caution Light
The chip detector light will go on
Ground inputs, from caution fault sensors,
whenever loose ferrous metallic matter
applied directly to negative fault dimming
has been magnetically accumulated by
indicator circuits in the indicator lights
any one of five chip detectors; two are
dimmer assembly, control caution light
located in the engine oil system, two in
indicators illumination and dimming.
the main transmission, and one in the
tail rotor transmission.
Warning sensors supply inputs to and cause
the EPO warning unit to provide pulsating (4). Fuel Low Caution Light
positive output voltages. The pulsating
positive voltages are applied to positive fault When the fuel supply has diminished to
input dimming circuits in the dimmer assem 35 pounds, a spring wire contact is
bly to control flashing of warning light made by the tank unit float arm at the
indicators. warning level to complete a ground
circuit and energize the caution light.
The caution and warning lights function as
(5). Fuel Filter Caution Light
follows:
When the engine fuel pump filter
NOTE: Hughes Notice HN-158 gives a proce becomes clogged, the caution light is
dure for rewiring the utility light circuit and illuminated by a case-grounded
the transmission oil pressure and tempera differential pressure switch. The switch
ture warning light circuit. This wiring modi is installed across the fuel pump
fication is to eliminate deactuation of the pressure drop ports to measure pres
utility light and transmission warning light sure differential increase across the
circuits should the engine power out (EPO) filter.
circuit breaker be tripped, thus deactuating
the EPO unit. (6). Generator Out Caution Light
(1). Engine Out Warning Light If generator output voltage should fall
below the battery voltage because of
The engine out warning light flashes engine shutdown, generator failure, or
when engine speed decreases to other cause, the reverse current relay
approximately 55% N1 rpm or less. disconnects the generator from the 28
With N1/NR sensing equipment (option Vdc bus and causes the generator out
al on panel type A) the light also caution light to illuminate.
flashes when NR speed decreases to (7). Start Pump On Caution Light
approximately 98% N1 rpm or less.
When the start pump circuit breaker is
(2). Main Transmission Oil Temperature set to ON, the start pump is turned on
and Oil Pressure Warning Light and +28 Vdc is applied to the start
Page 17−45
Revision 19
CSP-H-2
pump light circuit and the light illumi dimming unit and through an Autronics
nates. engine power out (EPO) warning unit which
provides a pulsating source of 28 Vdc for light
A. Instrument Panel Type A Indicator Lights flashing. The dimming unit used with this
Replacement system provides the indicator lamps test
circuits and a dimming regulator for instru
(Ref. Figure 17-3)
ment panel and instrument lighting.
(1). Check that all electrical power is OFF. Separate battery temperature caution and
(2). Remove instrument panel fairings, and warning light indicators are mounted in a
instruments as necessary, to gain access light-switch and horn housing on the side of
to defective indicator light. the raised top center of the instrument panel
center fairing. The amber caution BAT TEMP
(3). Remove legend cap by using direct pull, 140°F light illuminates at a battery tempera
and then remove the screw and saddle ture of 140°F and the red BAT TEMP light at
clamp from light socket. Loosen light 160°F. Each light indicator incorporates a
wiring harness ties to release socket; press-to-test switch for testing of internal
then unsolder wiring and tag for lamps. (For circuit and other information on
identification. the light indicators and battery temperature
sensing equipment, refer to Section 19.)
(4). Using solder (48, Table 2-4), connect
wiring to replacement indicator light The start pump is provided with an indicator
and remove tags. light near the startpump switch on the lower
left side of the instrument panel. This light
(5). Install indicator light in panel with does not have a dimming feature and remains
saddle clamp and restore harness ties on bright whenever the start pump is operat
where removed. ing.
(6). Transfer old lamps to new indicator For other than battery temperature light
light or install new lamps. Turn on indicators, caution and warning light functions
power and check light circuit by the are as described in Instrument Panel Type A
press-to-test switch. Caution and Warning Indicator Lights, steps
18.(1). thru 18.(7)., except that separate chip
(7). Reinstall removed instruments and detector indicators are provided as well as
reinstall panel fairings. separate main transmission oil pressure and
oil temperature warning indicators.
(8). Reinstall legend cap.
Indicators provided are:
NOTE: Each light socket and legend cap is a
matched assembly. Legend caps cannot be Engine Out Warning Light.
interchanged.
Main Transmission Oil Temperature
19. Instrument Panel Type B Caution and Warning Light.
Warning Indicator Lights Main Transmission Oil Pressure
(Ref. Figure 17-2) The caution and warning Warning Light.
lights consist of nine modular units mounted Battery Temperature Caution Light.
across the top of the instrument panel. The left
three indicators are red warning lights and the Engine Chip Detector Caution Light.
remainder are yellow caution lights. The
indicator assemblies contain places for four Main Transmission Chip Detector
midget, flange base lamps (Figure 17-4). Caution Light.
Tail Rotor Transmission Chip Detector
The caution light circuits are completed to Caution Light.
ground through their respective fault sensors.
Fuel Low Caution Light.
The warning light circuits are completed
through their fault sensors, an Autronics Fuel Filter Caution Light.
Page 17−46
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CSP-H-2
Generator Out Caution Light. (c). Inside housing, locate two mounting
cam locking screws. Loosen the
Start Pump On Caution Light. screws until cams are disengaged
from mounting sleeve.
Battery Temperature Warning Light.
(d). Gain access to forward side of
NOTE: instrument panel and slide mounting
sleeve from switch housing.
For a helicopter equipped with N1 sensing
equipment, each of the nine light indica (e). Move switch housing assembly aft
tors across the top of the instrument pan from face of panel until wiring at
el contains a latching type switch. When lamp terminals is accessible.
the legend face of the indicator is de
pressed, the switch is actuated to dim the (f). Note wire and terminal numbers for
light. The indicator remains dim until the reinstallation and then unsolder
legend face is depressed a second time wires at the terminals. Remove
and then brightens. This feature is not in switch housing assembly.
corporated for light indicators used with (g). Install replacement indicator assem
N1/NR sensing equipment. bly by essentially reversing the
Any helicopter not originally equipped removal procedure above.
with battery temperature sensing equip
ment requires addition of the equipment, (h). Connect electrical power and check
including the battery temperature light indicator operation with PRESS-TO-
indicators. TEST switch. When N1 sensing
equipment is used, check that
A. Panel Type B Indicator Lights indicator dims when legend face is
Replacement depressed and returns to bright when
depressed again.
(Ref. Figure 17-4)
20. Engine Out Warning System
(1). Lamp Replacement The engine out warning system consists of an
engine power out (EPO) warning control unit,
(a). Grasp edges of legend face and pull an audible warning horn, interconnecting
lamp module out of housing. electrical wiring and functions with the engine
(b). Allow lamp module to hinge down out and transmission warning lights of the
ward for access to base of midget caution and warning lights system.
lamps. One of two types of sensing equipment is used,
an early type that senses only engine N1 low
(c). Replace faulty lamp and reinstall speed and the current type that senses both N1
lamp module in housing. and main rotor (NR) low speeds.
(d). Check lamp operation by depressing Both provide a visual and audible indication of
PRESS-TO-TEST switch. low speed(s) as follows:
NOTE: If any light does not illuminate and N1 A. N1 Sensing Equipment

sensing equipment is used, try pressing the The EPO warning control unit monitors engine
indicator legend face to actuate the internal N1 speed, main transmission (low) oil pressure
switch. and (high) oil temperature.
(2). Indicator Light Assembly Replacement Engine low N1 speed is sensed by the EPO
warning control unit monitoring the frequency
(a). Check that electrical power is OFF. of the output ac voltage from the N1 tachome
ter generator.
(b). Grasp edges of legend face, pull lamp
module from switch housing and When engine speed decreases to approximately
allow it to hinge downward. 55% N1 rpm or less, the EPO warning control
Page 17−47
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CSP-H-2
unit produces an output to flash the engine out Low NR rpm is sensed by the EPO warning
warning light and activates the EPO audible control unit monitoring the frequency of the
warning horn which produces an audible output ac voltage from the main rotor (NR)
``beeping” in the pilot's compartment. Simulta tachometer generator; NR sensing occurs at
neously, the EPO warning control unit main rotor speed of approximately 98% NR
provides separate audio tone warning signals rpm, or less.
for headsets.
When the inboard collective pitch stick is full
The tone warning signals occur and the down and the throttle is at idle or cutoff
audible warning horn ``beeps” only when the position, the NR disable switch activates to
generator (GEN) switch is ON and Nl speed is disable NR sensing to prevent flashing the
55% rpm or less; however, the engine-out engine out light and activation of both the
warning light flashes regardless of GEN warning horn and audible tone during engine
switch position. idle and cutoff.
A built-in time delay function keeps NR
NOTE: sensing disabled after NR disable switch is
On early N1 sensing equipment using the deactivated for sufficient time to permit NR to
Vapair 26530332M EPO warning unit, a be attained.
separate audio amplifier is also used.
When installed, the separate audio ampli N1 sensing circuits remain operational (are not
fier amplifies the audio tone warning sig disabled) while NR sensing is disabled.
nal before application to earphones of The EPO warning control unit produces the
headsets. output for flashing the engine out warning
The Autronics 2146-5 EPO warning con light, ”beeping” the warning horn and gener
trol unit on the later N1 sensing equip ates the audible warning tone if low N1 rpm
ment contains an integral audio amplifier occurs while NR sensing is disabled.
used for the same purpose and the exter C. Engine Out Warning System Functioning
nal audio amplifier is not used. A helicop
ter originally equipped with the N1 sens Figure 17-15 is a combined simplified block
ing equipment may be modified with the diagram and schematic diagram of the N1/NR
optional N1/NR engine sensing equipment engine out warning system and shows signal
described below by installation of the paths and flow for the system.
N1/NR Engine Out Warning System Kit
The EPO warning control unit senses low
M50033.
frequency ac output voltages from the N1 and
B. N1/NR Sensing Equipment NR tachometer generators to actuate and
control warning light and audible indications.
The N1/NR sensing equipment uses an When the GEN-OFF switch is ON, a ground is
Autronics 2200-3 EPO warning control unit, supplied to a tone interrupt circuit in the EPO
NR disable switch S199 located on the base of warning control unit to enable audio warning
the inboard collective pitch stick and resistor tone circuits and to the audible warning horn
and diode board TB106. for `beeping,' when low N1 rpm is sensed.
N1/NR sensing equipment has identical When low Nl rpm is sensed, Nl speed sensing
capabilities and functions the same as the N1 circuits and flasher and tone control circuits
sensing equipment described above, except as actuate engine out flashing light and audio
follows: The N1/NR sensing equipment has the tone No. 1, 2 and 3 generation circuits. NR
additional capabilities of sensing main rotor sensing circuits, with the flasher and tone
(NR) low speed, producing the output for control circuits, actuate and control the
flashing of the engine out warning lights and flashing light and audio tone generation
actuation of the audible warning horn, circuits for operation at low NR rpm. Audio
generating a separate additional audible warning tone No. 1 is routed through the ICS
warning tone for headsets and providing system to headsets. The higher amplitude
engine restart voltage when low NR rpm is audio warning tone No. 3 is applied directly to
sensed. headsets so that audible warning is present in
Page 17−48
Revision 19
CSP-H-2
headsets in event of failure of ICS system transmission oil and temperature light flasher,
equipment. and dc voltage regulator circuits.
When either N1 or NR sensing occurs, the auto Figure 17-17 is a breakdown of the EPO
reignition +28 Vdc control circuit supplies warning unit overall schematic diagram and
steady state +28 Vdc for optional automatic shows the circuits separately by functions. See
reignition equipment. NR disable switch S199 the electrical system wiring diagram in Section
furnishes a ground to the EPO warning control 20 for interconnecting wiring information on
unit to disable NR sensing and prevent engine the lights indicating system.
out light flashing and audible warnings at
engine idle and cutoff positions. B. Engine Out Frequency Sensor and Light
Flasher Circuits
Diodes in the indicator lights dimmer assem
bly provide directional paths for flashing light (Ref. Figure 17-17) The engine out frequency
currents, and for test voltages and grounds sensor circuit functions when an N1 tachome
during press-to-test check of lights. ter output ac voltage with a frequency of 28.2
±0.7 Hz (at approximately 13.0 ±2 Vac) or less
Resistor and diode board TB106 furnishes is applied to the EPO warning unit. Poten
isolation and correct termination impedance tiometer R26 adjusts the frequency at which
for audio warning tone No. 3. the sensing circuit operates.
NOTE: This information applies to the N1/NR The circuit controls conduction of transistors
engine out warning system. For an N1 en Q7 and Q6 which alternately open and close
gine out warning system disregard informa the engine out lamp circuit current path
tion on NR sensing functions, since these through transistor Q5 and the indicator lights
functions are not applicable. dimmer assembly and apply a pulsating dc
voltage 150 ±30 times a minute to the engine
out lamps and the audible warning horn. The
21. Vapair 26530332M Engine Power Out sensing circuit also provides a tone generator
(EPO) Warning Control Unit control signal to the audio tone signal genera
tors.
The Vapair 26530332M engine power out
(EPO) warning unit is a solid state device that C. Dc Voltage Regulator Circuit
controls warning light indicators flashing and
provides drive for the audible warning horn (Ref. Figure 17-17) A zener diode CR1
and tone signals for headsets in event of develops a stable reference voltage for transis
engine failure. tor Q1. Transistor Q1 conducts with load
changes and voltage fluctuations as necessary
The EPO unit is installed at the lower right to maintain a constant regulated positive dc
interior of the instrument panel console. supply voltage across capacitor C8 for applica
tion to and use of all other EPO warning unit
A removable cover permits access to interior circuits.
components of the EPO unit for adjustment,
maintenance and repair. D. Audio Tone Signal Generators
The unit provides pulsating dc voltage through (Ref. Figure 17-17) Dual identical pilot's and
indicator lights dimmer assembly warning copilot's tone signal generators are incorpo
lights circuits to flash the warning lights. rated into the EPO warning unit. Each tone
Figure 17-16 is a schematic diagram of the generator utilizes a unijunction transistor.
EPO warning unit. The following information Only the pilot's tone generator is used.
describes EPO unit operation.
When the generator switch is set to on, the
A. Engine Power Out Warning Unit Circuit tone generator control signal is present from
the engine out frequency sensor circuit at
(Ref. Figure 17-17) The EPO warning unit engine rpm of less than approximately 55%
contains an engine out frequency sensor and N1, and the base of Q9 is biased to initiate
flasher circuit, two audio tone generators, a conduction of Q9.
Page 17−49
Revision 19
30-208-1
Figure 17−15. N1/NR Engine Power Out Warning System Combined Simplified Block
TO NR TACH
P19 J21 J21 P19
and Schematic Diagram (Panel Type B) (Sheet 1 of 2)

G200 P202 INDICATOR
*AUDIO *EPO AUDIO TONE NO. 3
NR NR TACH GEN VAC *L *NR SPEED
M A
TACH A T SENSING TONE NO.3
GEN B GENERATION
NR SENSING &
NC AUDIO NO. 3 * FLASHER *AUTO TO AUTO.
t G & TONE REIGNITION *AUTO REIGNITION +28 VDC REIGNITION
NO SP70 DISABLE GROUND U
CONTROL +28 VDC TB502-13D EQUIPMENT
NR DISABLE *NR SPEED CONTROL (NOTE 3)
SENSING
SWITCH S199 TONE
+28 VDC B TIME DELAY PULSATING +DC V

INTERRUPT XMSN OIL (XMSN OIL AND TEMP LTS)

+28 VDC TO & TEMP
INTERNAL CIRCUITS K B
FLASHER
G301 P305 (NO. 1)
N1 N1 SPEED
TACH A H W A PULSATING +DC V
SENSING
GEN B J ENG OUT (ENGINE OUT LT)
FLASHER F C
(NO. 1)
S4 DIODE CR1
1 D EPO AUDIO TONE NO. 2 1N2070
2 AUDIO NO. 1 & NO. 2 * AUDIO TONE (NOT USED)
3 J NO. 1 & NO. 2 TO
ENABLE GROUND GENERATION *EPO AUDIO TONE NO. 1 HEADSETS
H (NOTE 4) C
4 THRU ICS
5 6 E TB502-12D SYSTEM
EPO WARNING CONTROL UNIT DS10 (NOTE 3)
+
GEN-OFF (NOTE 1)
SWITCH AUDIBLE
WARNING
HORN
AUDIBLE WARNING HORN ENABLE GROUND DS105 -
Revision 19
Page 17−50
CSP-H-2
*RESISTOR &
DIODE BOARD
DIODE CR10
1N2070 P509
TO
A U HEADSETS
R30 TB7-3E OF ICS
1K SYSTEM
(NOTE 3)
TB106
(NOTE 5)
P12 P12
INDICATOR LIGHTS MAIN XMSN
DIMMER ASSY DS11 LOW OIL P9J
P12 P12 PRESS GND OIL PRESS
INDICATOR LIGHTS XMSN OIL SW S203
PRESS LT DS13 J i
DIMMER ASSY DS11
PULSATING +VDC MAIN XMSN
G 3 2 h HI OIL OIL TEMP
CR6 CR10 TEMP GND SW S202
Y Y
XMSN OIL
PRESS LT DS12 NC
TEST
CR5 PULSATING +VDC GROUND C
B T E 3 2 F B
CR9
NC
CR1 C
TEST +28 VDC
A +28 VDC
PANEL LT
CR3 ENG OUT CB104
PRESS LT DS14
WARN & CAUTION LT

PRESS-TO-TEST
SW DS21
C S C 3 2
CR7
NOTES:
and Schematic Diagram (Panel Type B) (Sheet 2 of 2)

1. THIS IS A SIMPLIFIED BLOCK DIAGRAM AND APPLIES TO UNITS WITH BOTH N1
AND NR SENSING CAPABILITIES.
2. ASTERISK ( * ) INDICATES FUNCTION OR ITEM NOT APPLICABLE TO SYSTEM
OR UNIT WITH ONLY N1 SENSING CAPABILITIES.
3. OPTIONAL EQUIPMENT (REF. CSP-H-3).
4. PIN H APPLIES FOR UNIT WITH ONLY N1 SENSING CAPABILITIES.
5. OPTIONAL ON EARLY N1 / NR SYSTEM.
6. THIS DIAGRAM IS TYPICAL; VARIATIONS MAY EXIST FROM THAT SHOWN,
DEPENDING ON HELICOPTER MODEL AND SERIAL NUMBER.
Figure 17−15. N1/NR Engine Power Out Warning System Combined Simplified Block
7. ARROWHEADS ( ) INDICATE DIRECTION OF FLOW OR APPLICATION OF SIGNALS
AND / OR CONTROL VOLTAGES OR GROUNDS.
Revision 19
Page 17−51
30-208-2
CSP-H-2
CSP-H-2
Resistance capacitance (RC) charging and connect the output to pins A and B of
discharging circuit components then alternate connector P2.
ly shut off and turn on Q9 to produce negative
output pulses at an audio frequency of 680 to NOTE: A driven tachometer generator, the
1700 Hz for application to the external audio equivalent of the Nl tachometer generator
amplifier. and whose speed is variable and can be cor
rectly regulated, may be used for the input
The generation of the output pulses is initiated voltage source. Measuring equipment must
and interrupted at a rate of 150 ±30 times a be sufficiently accurate.
minute by the tone generator control signal.
(6). Turn ON the helicopter electrical
Setting the generator switch to off, or an system.
increase of engine rpm above 55% Nl, deactu
ates the tone control signal and tone generator. (7). Set the ENG OUT circuit breaker to
ON.
E. Transmission Oil and Temperature Light
Flasher Flasher circuits in the EPO
CAUTION warning unit should not be al
(Ref. Figure 17-17) Transistors Q4, Q3, Q2 lowed to remain energized for more than 10
and associated components form the transmis minutes of uninterrupted operation to pre
sion oil and temperature light flasher circuit. vent possible internal EPO warning unit
damage.
Resistance-capacitance (RC) charging and
discharging circuit components cause Q2 and NOTE: The engine out warning light should
Q3 to alternately turn on and turn off Q4. This flash and the engine out audible warning
applies a pulsating dc voltage through the horn should ``beep”.
dimmer unit to the lamps to make them flash
150 ±30 times a minute, when the external (8). Turn on the ac test voltage source and
lamp circuit is closed to ground through the make sure that the test frequency of the
indicator lights dimmer assembly, lamps and ac voltage is set to the correct value (e
fault sensor switch. above).
The flasher circuit continues to flash the lamps NOTE: The engine out indications, noted in
until the input fault ground is removed. step (7)., should cease when the correct test
frequency is applied. Any decrease of the in
F. Vapair 26530332M EPO Warning Unit put frequency should activate the indica
Frequency Sensing Adjustment tions. The indications should not be actu
ated at any frequency above the input test
Use the following procedures to adjust sensing frequency.
for the engine out warning light and EPO
audible warning horn ``beeping”. (9). If necessary, adjust the variable
potentiometer in the EPO warning unit
(1). Turn OFF all electrical power. to the position that the engine out
indicator light just goes out with the
(2). Remove the instrument panel right side correct input test frequency, step (5).,
fairing for access to the EPO warning applied.
unit.
(10). Turn OFF the ac test voltage source.
(3). Remove the cover from the installed
EPO warning unit (Figure 17-3). (11). Set the ENG OUT circuit breaker to
OFF.
(4). Disconnect electrical wiring connector
P2 from the Nl tachometer generator. (12). Turn off the helicopter electrical
system.
(5). With an ac voltage source, capable of
being set to provide an ac output (13). Disconnect the ac test voltage source
voltage at a test frequency of 38.2 ±0.7 electrical leads from connector P2 and
Hz (at approximately 13.0 ±2 Vac), reconnect P2 to the EPO warning unit.
Page 17−52
Revision 19
R2
CR6
R21 R21A CR3
R5 R7 R9 R10 R14 470 Ω
R1 1.5K Ω
R29
R3
R28
R13 R20
P7 G R
Q1 Q2 Q3 R17
N1 TACH GEN V IN A
Q7
C2 R11
+28 VDC IN B Q6 R24 C5
R15 R16
R4
PILOT'S HEADSET AUDIO C N NOTE 3
OUT C4
R12
COPILOT'S HEADSET D R6 R8
AUDIO OUT (NOT USED) R19 C3 CR2
GROUND E
ENGINE OUT LAMP OUT F B
R35 R33 R32 R31

H Y
Schematic Diagram
GEN SWITCH GND IN
R38
Q9 Q8
XMSN LOW OIL PRESS. J CR5 CR4
OUT
XMSN HI OIL TEMP OUT K C7 C8
R37 R36 R30

R34
NOTES:
Figure 17−16. Vapair 26530332M Engine Power Out Warning Control Unit
1. REFERENCE DESIGNATORS ARE FOR REFERENCE ONLY AND
MAY NOT BE ON COMPONENTS.
2. RESISTOR R21A (470 OHMS) MAY BE ADDED TO PN 26530332;
IS ALREADY INSTALLED IN 26530332M.
3. INTERNAL ADJUSTMENT CONTROL (ACCESSIBLE ONLY AT
REMOVAL OF COVER).
Revision 19
Page 17−53
30-165B
CSP-H-2
CSP-H-2
P/O P7
+28 VDC
(FROM EPO
AUDIO AMP) B DC VOLTAGE REGULATOR
R1 P/O P7
R3 CR1
R4
E NOTE 10
R2 Q1
R5
REGULATED C1 P/O P7
+DC VOLTAGE
(SHEET 2) N1 TACH GEN V IN
R28 R29 CR3 (NOTES 2, 10)
A
CR6 ENGINE OUT
(NOTE 1) FREQUENCY SENSOR
R21 N1 TACH
1.5K Ω GEN
R27
Q5
R20
R22
R17
R24 C4
Q6 Q7
FREQ
SENSE
ENGINE OUT R26
FLASHER R19 C3 (NOTE 9)
CR2 C5
PULSATING +DC
F OUTPUT V TO
DIMMER UNIT (FOR
ENGINE OUT LIGHT
TONE GEN X AND AUDIBLE
CONTROL SIGNAL (SHEET 2) WARNING HORN)
(SHEET 2) (NOTES 3, 10)
DC VOLTAGE REGULATOR AND ENGINE OUT FREQUENCY SENSOR
NOTES:
1. CR6 IS COMMON TO EMITTER CIRCUITS OF BOTH Q4 AND Q5. 6. DASHED LINES WITH ARROWHEAD ( - - - ) INDICATES INDICATOR
2. INPUT FREQUENCY OF 38.2 ±0.8 HZ (AT APPRO 13.0 ±2 VAC) LAMPS CURRENT PATH.
OR LESS ACTIVATES CIRCUIT. THIS FREQUENCY REPRESENTS 7. ALL COMPONENTS WITH REFERENCE DESIGNATORS ARE PART
ENGINE SPEED OF 54.5 ±0.5% N1. OF EPO UNIT UNLESS OTHERWISE INDICATED.
3. PULSATION RATE: 150 ±30/MINUTE. 8. REFERENCE DESIGNATORS ARE FOR REFERENCE ONLY AND MAY
4. NEGATIVE PULSES, 0.6V PEAK-TO-PEAK ACROSS 15-OHM NOT BE ON COMPONENTS.
RESISTIVE LOAD OR 0.7 PEAK-TO-PEAK ACROSS 300-OHM 9. INTERNAL ADJUSTMENT. ADJUST SO THAT ENGINE OUT INDICATOR
LOAD (FREQUENCY OF 680 - 1700 HZ, INTERRUPTED 150 ±30 LIGHT JUST GOES OUT WITH INPUT SPECIFIED IN NOTE 2.
TIMES/MINUTE). 10. PATH COMPLETED BY STRAIGHT-THRU CIRCUITS IN EPO AUDIO
5. REFER TO ELECTRICAL SYSTEM WIRING DIAGRAMS (SECTION 20) AMPLIFIER.
FOR FAULT INPUT SOURCES AND INTERCONNECTING WIRING
INFORMATION.
30-166-1
Figure 17−17. Vapair 26530332M Warning Audio and Light Flashing Control
Circuit (Sheet 1 of 2)
Page 17−54
Revision 19
CSP-H-2
NOTES: (CONT)
11. ABBREVIATIONS:
REGULATED AMP - AMPLIFIER
+DC VOLTAGE FREQ - FREQUENCY
(SHEET 1) R10 R14 CR6 GEN - GENERATOR
(NOTE 1) P/O - PART OF
XMSN - TRANSMISSION
R7 R9
Q4
R13
R15
X (SHEET 1)
R16
Q3
Q2
C2 R11
PULSATING +DC VOLTAGE TO

DIMMER UNIT
R6 R8 R12 K (FOR XMSN OIL AND TEMP LIGHT)
(NOTES 3, 10)
J NOT USED
XMSN OIL AND TEMP LIGHT FLASHER P/O

P7
TONE GEN
CONTROL SIGNAL
(SHEET 1)
REGULATED
+DC VOLTAGE
(SHEET 1)
R35 R33 R34 R31
R38
CR5 CR4 COPILOT'S AUDIO

TONE GEN
PILOT'S AUDIO
TONE GEN Q8
Q9 C7 C6
P/O P/O GEN

P7 R34 R37 R36 R30 P/O SWITCH
P7
OFF
E
GND IN
H (NOTE 10) ON
NOTE 10
COPILOT'S AUDIO TONE

D SIGNAL OUT (NOT USED)
C PILOT'S AUDIO TONE SIGNAL OUT TO

EPO AUDIO AMP AND HEADSET(S)
(NOTE 4)
AUDIO TONE SIGNAL GENERATORS
30-166-2B
Figure 17−17. Vapair 26530332M Warning Audio and Light Flashing Control
Page 17−55
Revision 19
CSP-H-2
(14). Reinstall the cover on the EPO warning Internal circuits are located on two circuit
unit. boards inside a case under a removable cover.
(15). Install the instrument panel right side The unit provides pulsating output dc voltage
fairing. for the engine out (ENG OUT) warning light
indicator and audible warning horn, at engine
G. Vapair 26530332M EPO Warning Unit speed of approximately 55% Nl rpm (with an
Repair ac input frequency less than 36.75 ±1.75 Hz
from the Nl tachometer generator).
Replace defective circuit components as
necessary in the EPO warning unit. Refer to The unit does not contain a frequency sensing
the functional information and troubleshooting adjustment control.
data for the EPO warning unit to locate and The pulsating output dc voltage for flashing
isolate defective internal components. the ENG OUT warning lamps and sounding
the warning horn is rated at 0.20 ampere, 28
H. Vapair 26530332M EPO Warning Control volts, 120-180 pulses per minute with an on
Unit Replacement time of 50 ±15% of the period.
(1). Check that all electrical power is OFF The unit also furnishes separate pulsating
and remove right instrument panel output dc voltages, identical to that for the
fairing. ENG OUT warning lamps, to flash the main
transmission oil pressure and temperature
(2). Disconnect electrical plug to control (XMSN OIL PRESS and TEMP) warning
unit from audio amplifier and remove lights when associated sensing switches are
amplifier from control unit case; then actuated.
remove the four mounting screws and
washers, and lift out the control unit. Audio tone generation and amplification
circuits provide an audio tone output level
(3). Position replacement control unit and sufficient for earphones of headsets without
install attaching hardware. Mount the use of an external audio amplifier.
audio amplifier support clip with the
upper aft screw of the control unit case. Internal adjustment controls permit setting
the level of the audio tone outputs.
(4). Connect electrical plug to control unit, Figure 17-18 is a schematic diagram of the
turn on power and check that the red Autronics EPO warning unit.
warning lights flash. Turn on generator
switch and listen in headset for warn The following information describes differ
ing signal beeping. When flashing and ences in EPO operation from the Vapair unit.
audio signals are present, turn off
switches and power. When control unit A. Engine Power Out Warning Circuits
does not function properly, check The EPO warning unit contains engine out
warning circuits for continuity and frequency sensing, warning lights flasher,
proper connection according to audio tone generation and dc voltage regulator
Figure 17-16 and to the wiring dia circuits.
grams, Section 20.
Figure 17-19 is a breakdown of the Autronics
(5). Reinstall instrument panel fairing. EPO warning unit overall schematic diagram
and shows circuits separately by functions.
22. Autronics 2146−5 Engine Power Out
See the electrical system wiring diagram in
(EPO) Warning Control Unit
Section 20 for interconnection wiring informa
The Autronics 2146-5 engine power out (EPO) tion on the warning lights indicating system.
warning control unit is a solid state device B. Engine Out Frequency Sensing Circuits
similar in function to the
(Ref. Figure 17-19) Engine out frequency
Vapair EPO warning control unit's internal sensing circuits consist of input gate and
circuit differences are as follows: engine speed sensing circuits.
Page 17−56
Revision 19
CSP-H-2
In the input gate circuits, diode CR3 rectifies When present, drive current from the under
the positive portion of the input ac voltage speed switch Q10 causes unijunction tone
from the N1 tachometer generator for amplifi oscillator Q12 to provide a tone signal for
cation by series connected sense amplifiers Q7 amplification by tone oscillator amplifier Q13,
and Q8. if a ground is applied to diode CR6 from the
external generator switch.
When the time interval of the rectified and
amplified input is longer than one-half the Q10 drive current also causes tone interrupter
period of one cycle of the unijunction speed Q14 to alternately enable and interrupt
sensing oscillator Q9, a pulsating output is application of the amplified tone signal from
produced by Q9, is amplified by sensing Q13 to audio #1 and #2 amplifiers Q15 and
oscillator amplifier Q11 and is applied to Q16. Q15 and Q16 amplify the interrupted
underspeed switch Q10 of the engine speed audio tone to a sufficient level for headsets
sensing circuits. without additional external amplification.
Q10 drives the engine out and transmission

lights flasher circuits and supplies dc power to An internal audio tone level control in both the
the audio tone circuits. #1 and #2 audio amplifier circuits permits
adjustment of output tone audio level.
Sense oscillator and amplifier circuits are
supplied dc power from the dc voltage regula The amplified interrupted audio tone from Q15
tor circuit. is applied to earphones of headsets.
C. Engine Out and Transmission Lights Turning the generator switch off disables the
Flasher Circuits audio tone circuits.
(Ref. Figure 17-19) Unijunction flasher Output from Q16 is not used in the standard
oscillator Q1 operates continuously supplying electrical system configuration.
a pulsating signal for amplification by flasher
oscillator amplifier Q3 to drive both engine out
and transmission lights flasher circuits. E. Audio Tone Output Level Adjustment −
Autronics 2146−5 EPO Warning Control
Transmission light flasher driver Q2 applies Unit
the pulsating signal to flasher amplifier Q4
that amplifies the pulsating signal to flash When necessary, or after replacement of the
parallel connected main transmission oil EPO warning control unit, adjust audio tone
pressure and temperature warning lights output level for earphones of headsets as
indicators through associated sensing follows.
switches.
(1). Be sure that a headset is connected to a
Engine out flasher driver Q5 and amplifier Q6 radio/intercom station and that any
function in the same manner to flash the installed interphone equipment is
engine out warning lamps and drive the functioning normally.
audible engine out warning horn, except Q5
drives Q6 to amplify the pulsating signal only
when drive is present from underspeed switch (2). Check that all electrical power is OFF.
Q10.
(3). With right instrument panel fairing
D. Audio Tone Circuits removed from instrument console,
remove cover from EPO warning
(Ref. Figure 17-19) Audio tone circuits consist control unit and be sure that electrical
of audio generation, interrupter and amplifica wiring harness is connected to the
tion circuits. warning control unit.
Page 17−57
Revision 19
30-194
Figure 17−18. Autronics 2146−5 Engine Power Out Warning Control Unit Schematic Diagram
NOTES:
1. INTERNAL ADJUSTMENT CONTROL. (ACCESSIBLE
ONLY AT REMOVAL OF COVER.)
P/O 2. AT MANUFACTURE, RESISTANCE VALUE OF R16 IS
J3 SELECTED (APPROXIMATELY 14K) THAT CAUSES
XMSN
LOW OIL ENGINE OUT FLASHING LAMP OUTPUT TO OCCUR
J PRESS AT FREQUENCY LESS THAN 36.75 ±1.75 HZ.
OUT 3. AT MANUFACTURE, RESISTANCE VALUES OF R2 AND
Q4 R3 ARE SELECTED (APPROXIMATELY 13K AND 27K,
XMSN RESPECTIVELY) FOR APPROXIMATELY EQUAL (50%
2N5294 HI OIL
K ±15%) ON AND OFF TIMES OF XMSN HI OIL TEMP
TEMP
R1 R2 R3 R4 R5 R7 OUT FLASHING LAMP OUTPUT.
470K 13K 27K 1K 10K 1K 4. AT MANUFACTURE, RESISTANCE VALUES OF R25 IS
(NOTE 3) (NOTE 3) Q6 SELECTED FOR APPROXIMATELY EQUAL (50% ±15%)
2N5294 ON AND OFF TIMES OF AUDIO TONE OUTPUT.
F ENGINE
Q2 OUT 5. UNLESS OTHERWISE INDICATED, CAPITANCE VALUES

R11 IN MICROFARADS AND RESISTANCE VALUES IN OHMS.
2N2907 C8 1K
C1 0.1 R8 6. ABBREVIATIONS:
10 10K ENG - ENGINE TACH - TACHOMETER
R6
5.6K GEN - GENERATOR TEMP - TEMPERATURE
CR2
R9 HI - HIGH XMSN - TRANSMISSION
Q1 1N457 Q5 R10
1K P/O - PART OF
2N2646 2N2907 10K
Q3
P/O 2N3302 P/O
J3 Q10 R32 R31 J3
C9 CR1 500K 390K
0.1 1N457 2N2307
+28 VDC #1 TONE 1/2W #1
IN B LEVEL C AUDIO
R21 R24 R26 R29 R30 (NOTE 1) OUT
R15 R25 R27 C6
5.6K 390K 16K 10K 20K
680K (NOTE 4) 680K 0.47
R16 C5 Q15
R23 2N3302
14K R17 Q14 0.033
(NOTE 2) 680K R19 5.6K
R28 2N2646
R13 R14 VR1 820K R34
120K
470K 100K Z4XL18 Q9 C4 390K
2N2646 CR7 R35 1/2W
22 500K #2
R12 CR5 R20 1N457 #2 TONE
1N457 30K D AUDIO
N1 TACH 10K Q8 Q13 LEVEL OUT
C7
GEN IN A 2N3302 C2
Revision 19
2N3302 (NOTE 1)
Page 17−58
CR3 1.0 R18 C3 R22 Q11 Q12 0.47
Q7
1N457 2N3302 120K 2.2 100K 2N3302 2N2646 CR6
CSP-H-2
GND E 1N457
GEN Q16
SWITCH H 2N3302
GND IN
CSP-H-2
(4). Turn electrical power ON. Check that G. Autronics 2146−5 EPO Warning Control
WARNING AND PANEL lights and Unit Replacement
ENG OUT circuit breakers are reset
(in) and that generator switch is set to (1). Check that all electrical power is OFF.
GEN. (2). Remove right instrument panel fairing
from instrument console.
(5). Check that red warning light indicators
for ENG OUT and low XMSN OIL (3). Disconnect electrical wiring harness
PRESS are flashing, that audible connector from EPO warning unit that
warning horn is ``beeping” and that is mounted on inboard side of instru
audible warning tone is present in ment console.
headset. This should occur when engine (4). Remove attaching hardware and EPO
is not operating. warning unit from instrument console.
(6). Set generator switch OFF to disable the (5). Install replacement EPO warning unit
audible warning horn while completing on right panel of instrument console in
the adjustment. reverse order of removal.
(7). While listening with a headset, adjust (6). Turn on electrical power and check that
#1 audio tone level control R32 inside the red ENG OUT and OIL PRESS
the EPO warning unit for adequate and warning lights flash. Set generator
desired warning tone audio level in switch to GEN and listen to audible
earphone. Be sure that the tone audio warning horn for audible ``beeping” and
level is present and adequate with headset for audible tone signal. When
controls on any installed interphone flashing and audio warning signals are
audio equipment at normal operating present, turn OFF switches and power.
settings. NOTE: If control unit does not function proper
ly, check interconnection wiring for continu
(8). Set generator switch to GEN to enable ity and proper connection according to wir
the audible warning horn. ing diagram in Section 20 and check
internal circuits according to Figure 17-18.
(9). Set the generator switch OFF and
verify that audible warning horn stops (7). If necessary, adjust #1 audio tone
``beeping”, audible warning tone is no output level from EPO warning unit for
longer present in the headset and that headsets.
ENG OUT and XMSN OIL PRESS (8). Reinstall the right instrument panel
warning indicator lights continue to fairing.
flash.
Application of a disable ground to the unit
(10). Turn all electrical power OFF. cause the disable circuits to deactivate NR
sensing which prevents the warning indica
(11). Reinstall cover on EPO warning control tions while the disable ground is applied.
unit, connect electrical connector to
The time delay keeps NR sensing disabled for
warning control unit and install right
3.5 ±0.5 seconds after removal of the disable
instrument panel fairing on instrument
ground.
console.
Engine low N1 speed sensing, and engine out
F. Autronics 2146−5 EPO Warning Control flashing light and audible warning horn
Unit Repair activation, control and generation circuits
function similarly for low N1 rpm sensing
Replace defective circuit components as similarly to those of the Autronics 2146-5;
necessary in the EPO warning unit. Refer to except low N1 speed sensing occurs at 55% N1
the functional information and troubleshooting rpm (equivalent to tachometer generator ac
data for the EPO warning unit to isolate output voltage with a frequency of 36.75 ±1.75
defective internal components. Hz) or less.
Page 17−59
Revision 19
30-195-1
P/O
J3
PULSATING DC VOLTAGE
TO DIMMER UNIT (FOR
J XMSN OIL PRESS. LIGHT)
(NOTE 2)
Figure 17−19. Autronics 2146−5 Warning Audio and Lights Flashing Control
Q4
XMSN LIGHT
FLASHER AMPLIFIER PULSATING DC VOLTAGE
K TO DIMMER UNIT (FOR
XMSN OIL TEMP. LIGHT)
R1 R2 R3 R4 R5 R7 (NOTE 2)
Q6
C1 ENG OUT LIGHT
FLASHER
+28 VDC AMPLIFIER
Q1 PULSATING DC VOLTAGE
Q2 F TO DIMMER UNIT (FOR
FLASHER XMSN LIGHT
OSCILLATOR ENG OUT LIGHT AND
FLASHER AUDIBLE WARNING HORN)
AMPLIFIER R11
R6 C8 (NOTE 2)
DRIVER
CR2 R8
Q5 ENG OUT LIGHT
FLASHER
Q3 AMPLIFIER DRIVER
FLASHER R10
CR1 OSCILLATOR R9
P/O IN457 AMPLIFIER
J3
C9
ENGINE OUT AND TRANSMISSION LIGHT
FLASHER CIRCUITS +28 VDC X (SHEET 2)
Q10
B +28 VDC R21 UNDERSPEED
R15 SWITCH
NOTES:
REGULATED 1. INPUT FREQUENCY OF 36.75 ±1.75 HZ
+DC VOLTAGE ACTIVATES SPEED SENSING
OSCILLATOR. THIS FREQUENCY
VR1 R23 REPRESENTS ENGINE SPEED OF
VOLTAGE APPROXIMATELY 55% N1.
REGULATOR R17
R16 R19 2. FLASHING OUTPUT RATED AT 0.200
R14 Q8 AMPERE AT 28 VOLTS. FLASH AND
R13 TONE RATE: 120-180 FLASHES PER
SENSE AMPLIFIER Q9
SPEED SENSING MINUTE WITH ON TIME EQUAL TO
OSCILLATOR 50 ±15% OF THE PERIOD.
Q11 3. SOLID ARROWHEAD ( ) INDICATES
R20 DIRECTION OF SIGNAL FLOW.
SENSING
R12 CR3 Q7 C2 CR5 OSCILLATOR
NOTE 1 A AMPLIFIER
INPUT
N1 SENSE R18 C3 R22
TACH AMPLIFIER
Revision 19
Page 17−60
GEN
ENGINE SPEED SENSING CIRCUITS
CSP-H-2
E
GND INPUT GATE CIRCUITS
CSP-H-2
+28 VDC P/O
J3
R31
R32 C # 1 AUDIO TONE

(TO HEADSETS)
(SHEET 1) X C6 (NOTE 5)
# 1 TONE
R27 R28 R30 LEVEL
R24 R25 R26

Q14
C5 Q15
TONE # 1 AUDIO
INTERRUPTER AMPLIFIER
R28
R34
C4
22
CR7 R35 D # 2 AUDIO TONE
P/O Q13 (NOT USED)
GEN P/O Q12 # 2 TONE C7
TONE (NOTE 5)
SWITCH J3 TONE OSCILLATOR LEVEL
OSCILLATOR CR6 AMPLIFIER
OFF
H Q16
ON # 2 AUDIO
(NOTE 4) AMPLIFIER
AUDIO TONE CIRCUITS
NOTES: (CONT)
4. REMOVAL OF GROUNDS IN FROM GENERATOR SWITCH DISABLES 7. ABBREVIATIONS:
AUDIO TONE CIRCUITS. AMP - AMPLIFIER
5. AUDIO TONE OF 680-1700 HZ INTERRUPTED AT A RATE OF 150 HZ. ENG - ENGINE
MAXIMUM OF 3.0-3.5 VOLTS WITH OUTPUT TERMINATED INTO GEN - GENERATOR
100 OHM LOAD. (VOLTAGE MEASURED WITH RMS AC VOLTMETER.) OSC - OSCILLATOR
6. REFER TO ELECTRICAL SYSTEM WIRING DIAGRAM (APPLICABLE PART P/O - PART OFF
OF HMI) FOR INTERCONNECTION WIRING INFORMATION. PRESS - PRESSURE
RMS - ROOT MEAN SQUARE
TEMP - TEMPERATURE
XMSN - TRANSMISSION 30-195-2
Figure 17−19, Autronics 2146−5 Warning Audio and Lights Flashing Control
When activated, either N1 or NR sensing EPO warning control unit; except as follows:
circuits activate and control the engine out The unit contains additional circuits for
flashing light, audible warning tones and the sensing low main rotor (NR) speed to control
audible warning horn. engine out flashing light and audible warning
horn indications, and generation of an
Audible warning tones No. 1 & 3 are activated additional separate audible warning tone No.3
and controlled by either N1 or NR sensing. when low NR speed is sensed. (For a simplified
internal block diagram of the unit, see
The Autronics 2200-3 is a sealed unit without Figure 17-5.)
adjustments; an internal defect requires
replacement of the unit. The unit senses low NR speed at approximate
ly 98% NR rpm (equivalent to tachometer
NOTE: Input, control and output circuits, sig generator output ac voltage with a frequency
nals and voltages differ from those of the of 68.6 ±0.7 Hz), or less. Low NR speed sensing
2146-5 unit as described above. Internal functions incorporate disable and time delay
schematic diagrams of the unit are not pro circuits.
vided; internal maintenance is not practical. A. Autronics 2200−3 EPO Warning Control
Unit Maintenance
23. Autronics 2200−3 EPO Warning Control
Unit An internal malfunction requires removal and
replacement of the unit. Remove and replace
The autronics 2200-3 EPO warning control the unit as described for the Autronics 2146-5,
unit is a sealed, solid state device that except disregard information on adjustment of
functions similarly to the Autronics 2146-5 internal controls. (autronics 2200-3 unit does
Page 17−61
Revision 19
CSP-H-2
not have accessible internal adjustments.) For B. Negative (Ground) Input Fault Dimming
information on checking operation of the unit, Circuits
refer to the following data.
(Ref. Figure 17-21) Negative input fault
dimming circuits function when a ground is
(1). For information on troubleshooting the applied from external sensing switches to the
unit installed in the helicopter, refer to dimmer unit.
Table 17-2 and Table 17-3.
When the ground fault is applied, a current
(2). For additional maintenance informa path is completed from the external ground
tion on the unit, refer to Table 17-4. through the associated external caution lamps,
diode CR9, and normally closed contacts of
dimming relay K1 to +28 Vdc for bright lamp
24. Grimes 70−0054−1 Indicator Lights indication.
Dimmer Assembly (Panel Type A)
For a dim lamp indication, the dim-bright
The Grimes 70-0054-1 indicator lights switch completes a current path from ground
dimmer assembly is a solid state device that is through the winding of dimming relay K1 and
used with the EPO warning unit for caution diode CR1 to +28 Vdc. This selects a current
and warning lights dimming and dims path or the fault indicator lamps through
instrument panel lights when the option night zener diode VR1 to +28 Vdc.
lighting system is installed. When selected, zener diode VR1 introduces a
constant voltage drop to reduce lamp voltage
The indicator lights dimmer assembly is for simultaneous dim lighting of all caution
installed at the lower left interior of the light indicators that are illuminated.
instrument panel console.
The dim-bright circuit is common to and
A removable cover permits access to two functions identically for all negative input
circuit boards and components of the indicator fault dimming circuits. is common to and
lights dimmer assembly for maintenance and functions identically for all negative input
repair. fault dimming circuits.
C. Positive (+28 Vdc) Input Fault and
The indicator lights dimmer assembly contains Function Dimming Circuits
the following internal circuits. (Ref. Figure 17-21) Each of the two positive
(+28 Vdc) input fault dimming circuits, and
A. Indicator Lights Dimming Assembly the one +28 Vdc input function dimming
Circuits circuit, control illumination of separate
external warning light indicators on the
The indicator lights dimming assembly instrument panel.
contains components for use in for use in four
negative input signal fault dimming indicator When a +28 Vdc input is applied to diode
circuits for the four caution light indicators, CR15, a current path is completed from
three positive input fault and function ground, through transistor Q3, the external
indicator circuits for three warning light START PUMP lamp and diode CR15 to the
indicators and a panel light dimming circuit (d +28 Vdc applied for a bright lamp indication.
below) for panel lamps. In addition, test The + 28 Vdc applied through dimming relay
circuits are included for all the circuits. K1 contacts to resistor R4 at the base of
transistor Q3 forward biases Q3, so that the
Figure 17-20 is a schematic diagram of the lamp current path is through Q3, bypassing
dimming assembly. parallel resistor R3. For a dim lamp indication,
the dim-bright switch energizes K1 removing
Figure 17-21 is a partial breakdown of the the positive voltage applied to the base of Q3;
indicator lights dimming assembly overall Q3 ceases conduction and lamp current must
schematic diagram with associated circuits flow through resistor R3. The resulting voltage
and shows typical circuits separately by drop across R3 reduces lamp voltage and dims
functions. the lamp.
Page 17−62
Revision 19
CSP-H-2
The circuit for the XMSN OIL TEMP & (4). Connect electrical plug to dimmer
PRESS lamps functions identically, except a assembly. Turn on power, push-to-test
pulsating positive dc voltage input is provided switch for the indicator lights and check
by the transmission oil and temperature light for proper functioning of the lights.
flasher circuit of the EPO warning unit, to
flash the associated lamps. (5). Reinstall instrument panel fairing.
The circuit for the ENG OUT warning light 25. Autronics 2245−1 Indicator Lights Dimmer
functions in the same manner as the XMSN Assembly (Panel Type B)
OIL TEMP & PRESS dimming circuits, except
resistor R1 is directly switched in the lamp The Autronics 2245-1 dimmer assembly is a
current path for lamp dimming by dimming solid state device associated with the caution
relay K1. and warning indicator lights of the type used
D. Panel Lights Dimming Circuit in instrument panel type B. The unit contains
28 Vdc and ground test circuits, with isolation
(Ref. Figure 17-21) When the night lighting diodes, which are part of the PRESS-TO-
system is installed, a variable positive voltage TEST circuit for the lights. The unit also
from the panel and instruments light dimming contains a switching regulator to regulate
potentiometer R113 is applied to the base of voltage for instrument panel and instrument
transistor Q1. The variable voltage varies light dimming. Caution and warning indicator
external panel lamps current flowing through lights may be dimmed by pressing the face of
transistor Q2 to control panel and instrument each indicator. See Figure 17-22 for a sche
lamp illumination. matic diagram of the dimmer assembly. The
unit contains components used in the following
E. Grimes 70−0054−1 Indicator Lights circuits.
Dimmer Assembly Repair
Replace circuit component as necessary in the A. Dimmer Assembly Associated Circuits
indicator lights dimmer assembly. Refer to the
The unit contains 16 diodes and other circuit
functional information and troubleshooting
components used in: six negative fault input
data for the indicator lights dimmer assembly
indicator circuits for six caution light indica
to locate and isolate defective internal compo
tors; two negative fault input signal indicator
nents.
circuits for main transmission (XMSN) oil
F. Grimes 70−0054−1 Indicator Lights temperature (TEMP) and pressure (PRESS)
Dimmer Assembly Replacement warning light indicator; a positive input signal
indicator for the START PUMP light indicator;
(Ref. Figure 17-3) a circuit for an engine (ENG) OUT warning
light indicator; and a panel and instrument
lights dimming circuit.
and remove left instrument panel
fairing. In addition, internal components permit
(2). Disconnect the electrical plug from the simultaneous press-to-test checking of all the
dimmer assembly, remove the mounting circuits and light indicators.
screws and washers, and lift out the
dimmer assembly. Figure 17-22 is a partial breakdown of the
dimmer assembly overall schematic diagram
(3). Position replacement dimmer assembly with associated light circuits and shows typical
and install attaching hardware. circuits separately by functions.
Page 17−63
Revision 19
CSP-H-2
Table 17−4. Input/Output Signals − Autronics 2200−3 EPO Unit

Input Output
Connector Connector
Name Signal or Control Name Signal
J21 Pin J22 Pin
A N1 tach gen Ac voltage, 36.75 F Eng out light flasher Pulsating 28 Vdc with
±1.75 Hz, or less and audible warning 3−5 Hz flash rate, 0.2A
horn max., 28 Vdc present
for min. 25% − max.
75% of flash rate
period.
K Xmsn oil & temp Same as for J21, Pin F
flasher
C Audio warning tone Interrupted 680 to 1700
No. 1 Hz, 0.9 ±1 Vac into 16K
ohm load; interrupted
120 ±40 times/minute,
ac voltage present for
min. 25% −max. 75% of
interrupt rate period.
D Audio warning (not Same as J21, pin C.
used)
M Audio warning tone Same as J21, pin C;
No. 3 except 18.5 ±2 Vac into
100 ohm load.
J Audio tone Airframe ground Presence of this input is required for outputs
enable ground at J21, pins C and D.
B Supply input +28 Vdc
voltage Presence of these inputs required for all EPO unit outputs.
E Ground Airframe ground
L NR tach gen Ac voltage, 68.6 F Same as above Same as above
±0.7 Hz, or less K Same as above Same as above
M Audio warning tone Same as J21, pin C;
No. 3 except 18.5 ±2 Vac into
100 ohm load.
C Same as above Same as above
D Same as above Same as above
G NR sensing Airframe ground Presence of this input is required to prevent
and audio outputs at J21, pins F, K and M with input at
tone No. 3 pin L. (3)
disable
NOTE:
(1) All ac voltage levels are peak−to−peak on calibrated oscilloscope.
(2) N1 and NR sensing inputs produce all associated outputs listed, when other required indicated inputs are
present.
(3) At removal and reapplication of input at pin G, output at G, outputs occur 3.5 seconds after reapplication
due to internal time−delay circuits.
Page 17−64
Revision 19
CSP-H-2
PRESS-TO-TEST SWITCH
+28 VDC IN GND IN

A B
CR14 L
START PUMP
W ON LAMP
GROUND R1 CR15
N START PUMP IN
V CR3 CR4 (+28 VDC)
+28 VDC IN
CR1 C
BRIGHT-
CR2 ENG OUT
DIM RELAY
LAMPS DIM GND U K-1
D LAMPS
CONTROL IN
Q2
Q1 R3 R4 J
START PUMP
LAMPS VARIABLE X ON LAMP
DIM CONTROL IN E
Q3
R2 CR6 CR7
CR5
ENGINE OUT
PULSATING S XMSN OIL TEMP
+DC V IN AND PRESS
LAMPS
XMSN OIL TEMP T
AND PRESS CR8
PULSATING
+DC V IN
Y R5 F
*XMSN OIL TEMP
AND PRESS IN
Q4
VR1
R6 CR10 CR11 CR12 CR13

CR9
*ENG CHIP Z H
DETECTOR IN CHIP DET LAMP
AA K
*FUEL LOW HI FUEL LOW LAMP
BB M
*FUEL FILTER IN FUEL FILTER LAMP
CC P
*GEN OUT IN GEN OUT LAMP
PANEL LAMPS DD R LAMPS

(CHIP DET,
V OUT FUEL LOW,
FUEL FILTER
NOTES: AND GEN OUT)
1. REFERENCE DESIGNATORS ASSIGNED FOR REFERENCE COMMON
ONLY AND ARE NOT ON COMPONENTS.
2. ASTERISK ( * ) INDICATES NEGATIVE (GROUND) FAULT INPUT.
3. ALL CONNECTOR PINS ARE PART OF SINGLE CONNECTOR
ON UNIT.
30-196
Figure 17−20. Grimes 70−0054−1 Indicator Dimming Assembly Schematic Diagram
Page 17−65
Revision 19
CSP-H-2
P/O P/O P/O

FAULT P8 P8 CR9
P8 BRT P/O
INPUT
Z H R P8
CHIP DET
DS3 (NOTE 7) VR1 DIM V +28 VDC
PRESS-TO-TEST CR1
CR10
B
NEG TEST P/O CR2
K1
NOTE 1 BRT
U
DIM NEGATIVE (GRD) FAULT INPUT CAUTION INDICATOR LIGHTS
(TYPICAL FOR CHIP DETECTOR, FUEL LOW, FUEL FILTER AND GENERATOR OUT)
P/O P/O P/O (DIM)
+28 VDC FROM P8 P8 P8 R3
FUEL PUMP CB N L J
CR15 START PUMP
ON DS7 (BRT)
PRESS-TO-TEST
(NOTE 7)
+28 VDC A Q3
POS CR14
TEST BRT
R4 V +28 VDC
DIM CR1
P/O CR2
NOTE 1 BRT K1
U
DIM POSITIVE (+28 VDC) INPUT WARNING LIGHTS
(TYPICAL FOR START PUMP ON AND XMSN OIL TEMP AND PRESS)
P/O
P/O
P8 R1
PULSATING +VDC P8
INPUT FROM EPO UNIT S C D BRT P/O
CR6 ENG OUT DS1 P8
PRESS-TO-TEST P/O
(NOTE 7) W
P8 DIM
+28 VDC A
POS CR3
TEST
V +28 VDC
CR1
BRT K1 CR2
NOTE 1
U
DIM POSITIVE (+28 VDC) INPUT WARNING ENG OUT LIGHT
P/O
+28 VDC Q2 P8
P/O Q1 V +28 VDC
BRT P8
R113 CR16
(NOTE 7) X
CR5
OFF DD
NOTE 1
R2
EXTERNAL
PANEL LAMPS
(NOTE 1)
PANEL LIGHTS DIMMING
NOTES:
1. DIM-BRT SWITCH AND R113 ARE MECHANICALLY LINKED. PANEL LAMPS, 4. EACH CIRCUIT SHOWS ONLY COMPONENTS USED FOR
DIM-BRT SWITCH AND R113 ARE PART OF OPTIONAL NIGHT LIGHTING FUNCTION INDICATED.
SYSTEM. 5. ALL COMPONENTS WITH REFERENCE DESIGNATORS ARE PART
2. REFER TO ELEC SYSTEM SCHEMATIC AND WIRING DIAGRAMS (REF. SEC 20) OF DIMMER ASSY UNLESS OTHERWISE INDICATED.
FOR FAULT AND FUNCTION INPUT SOURCES, INTERCONNECTING WIRING 6. REFERENCE DESIGNATORS ARE FOR REFERENCE ONLY AND
INFORMATION AND DIMMER ASSY SCHEMATIC DIAGRAM. ARE NOT ON COMPONENTS.
3. DASHED LINE WITH ARROWHEAD ( - - - ) INDICATES CURRENT PATH 7. NOT PART OF DIMMER ASSY.
(OPPOSITE OF VOLTAGE) THROUGH INDICATOR LAMPS. 30-167A
Figure 17−21. Caution and Warning Indicating Light System Dimming Circuits
(Instrument Panel Type A)
Page 17−66
Revision 19
CSP-H-2
B. Negative (Ground) Input Fault Caution E. Engine Out warning Light and Horn
Light Indicator Circuits Circuit
(Ref. Figure 17-23) Negative input fault (Ref. Figure 17-23) The ENG OUT warning
caution light indicator circuits function when a light and audible horn functions when the
ground is applied from external sensing switch engine out frequency sensor circuit in the
to the dimmer assembly. engine power out waning control unit is
actuated by a decrease of engine speed to a
When the ground is applied, a current path is specific value of N1 rpm.
completed from the external ground through When this occurs, a pulsating dc voltage input
the associated external caution lamps and from the sensor circuit is applied through
PANEL LT circuit breaker CB104 to the +28 diode CR 7 to and flashes the ENG OUT
Vdc source. lamps. Simultaneously, the pulsating dc
voltage is applied to and activates the audible
A diode (CR11 or other diode, as applicable) is warning horn DS105 by means of the circuit
provided for each individual negative input through part of the closed generator (GEN)
fault circuit for use in the press-to-test switch S4.
circuits.
When open, GEN switch, GEN switch S4
C. Negative (Ground) Input Fault Warning disables the audio warning horn. Diode CR3 is
Light Indicator Circuits provided for use in the press-to-test circuits.
(Ref. Figure 17-23) Negative input fault F. Panel and Instrument Lights Dimming
warning light indicator circuits for the XMSN Circuit
high OIL TEMP and/or low OIL PRESS lamps
function when a ground is applied from the (Ref. Figure 17-23) When the night lighting
associated sensor switch to the dimmer system is installed, a variable positive dc
assembly. voltage (0 to +28 Vdc) from the external
FLIGHT instrument light potentiometer R110
When the ground is applied, a current path is is applied to the input of the switching
completed through the external warning regulator in the dimming assembly.
indicator lamps and a diode CR5 (or CR6) to The variable input voltage causes the switch
the transmission oil and temperature light ing regulator to vary the positive dc output
flasher circuit of the engine power out warning voltage applied to and current panel and
control unit. A pulsating dc voltage is applied instrument cluster lamps.
to and flashes the warning indicator lamps. A
diode CR9 (or CR10) is provided for each of the The control panel and instrument internal
two negative input fault circuits for use in the illumination.
press-to-test circuits.
Minimum regulator output voltage is +2.5 Vdc
D. Positive (+28 Vdc) Input Start Pump with an input o 0 Vdc and +26 Vdc with an
Warning Light Circuit input of +28 Vdc.
(Ref. Figure 17-23) The START PUMP G. Caution and Warning Lights
warning light circuit functions when an Press−To−Test Circuits
external +28 Vdc input is applied through (Ref. Figure 17-23) Diodes are incorporated in
diode CR8 to the external START PUMP the dimmer assembly for all of the caution and
warning lamp. warning light circuits to provide either a
required ground or +28 Vdc input for the
The input is applied when the start pump is associated circuit when the external PRESS-
energized by the START PUMP circuit breaker TO-Test switch is depressed.
CB 118 on the instrument panel.
Lamp illumination is constant during press-
Diode CR4 is provided for use in the press-to- to-test operation; none of the lamps flash
test circuits. during the check.
Page 17−67
Revision 19
CSP-H-2
H. Autronics 2245−1 Dimmer Assembly Test 26. Engine Power Out (EPO) Audio Amplifier
and Repair (Used with Vapair EPO Warning Control
Unit)
(Ref. Figure 17-22)
The EPO audio amplifier is a solid state
(1). Test diodes, using an ohmmeter at amplifier that amplifies the audio signal from
electrical connector pins. Check for low the EPO warning unit for application to radio
forward resistance with positive lead headset(s).
applied to the anode and negative lead
The amplifier is a sealed in a cylindrical
applied to the cathode. Read very back
container, with a wiring harness and attached
resistance when leads are reversed.
connector secured to each end.
(2). Test switching regulator by applying The early type amplifier is an Autronics
+28 Vdc at electrical connector pin V 2037-1 two-transistor, dual channel amplifier;
and ground at pin W. Check output at however, only one channel is used. The power
pin d for 2.5 Vdc minimum. Apply +28 gain ratio of the dual channel amplifier is 3 to
Vdc at pin d for 26 Vdc minimum. 1 greater, when used with the EPO warning
unit.
(3). Replace faulty internal components.
For the current type, two-transistor, single
I. Autronics 2245−1 Dimmer Assembly channel amplifier, a 2 milliwatt input input
Replacement produces a 100 milliwatt minimum output.
(Ref. Figure 17-22) Refer to the electrical system wiring diagram

(Ref. Sec. 20) for inter-connecting wiring
(1). Check that electrical power is OFF. information.
A schematic diagram for both early and

(2). Locate dimmer assembly mounted current type units is provided in Figure 17-24.
forward of the ash tray in the lower Both the single and dual channel amplifier
switch/circuit breaker panel box. interconnect with the electrical system
identically.
(3). Disconnect plug at the front of the
dimmer assembly. The amplifier also contains straight through
circuits, not interconnected to the internal
(4). Remove four screws attaching dimmer amplifier circuit, that transfer all inputs and
to lower surface of panel box and outputs to and from the EPO warning unit.
remove dimmer.
The EPO audio amplifier is installed with the
(5). Install replacement dimmer by essen EPO warning unit at the lower right interior of
tially reversing the above procedure. the instrument panel console.
A. EPO Audio Amplifier Replacement

(6). Connect electrical power and check
caution and warning light PRESS-TO- (Ref. Figure 17-3) Accomplish replacement of
TEST operation. the audio amplifier according to the instruc
tions in Replacement of Vapair 26530332M
NOTE: If any single caution or warning light EPO Warning Control Unit except disconnect
does not illuminate and N1 sensing equip both electrical plugs of the amplifier and
ment is used, try pressing the legend face of remove only the upper aft screw from the
the indicator to be sure that the internal engine power out control unit case to release
switch and lamps are not defective. the amplifier.
(7). Check instrument panel lights for NOTE: The single channel amplifier is used for
proper dim and bright operation. Turn replacement and is one-way interchange
off electrical power. able with the dual channel amplifier.
Page 17−68
Revision 19
CSP-H-2
J12
+28 VDC A
CR1 CR2 CR3 CR4
CR5
CR6
PRESS. AND TEMP WARN. SIGNAL T
XMSN OIL TEMP LT/SW HI E
XMSN OIL PRESS. LT/SW HI G
CR7
ENGINE OUT WARN. SIGNAL S
ENGINE OUT LT/SW HI C
CR8
START PUMP HI N
START PUMP LIGHT HI L
XMSN OIL TEMP SWITCH Y CR9
XMSN OIL TEMP LT/SW LO F
XMSN OIL PRESS. SWITCH j CR10
XMSN OIL PRESS. LT/SW LO h
ENGINE CHIPS LT/SW LO H CR11
ENGINE CHIP DETECTORS Z
GEN OUT LT/SW P CR12
GEN OUT ALARM c
FUEL LOW LT/SW LO K CR13
FUEL LOW SWITCH a
FUEL FILTER LT/SW LO M CR14
FUEL FILTER SWITCH b
M/R XMSN CHIPS LT/SW LO g CR15
M/R XMSN CHIP DETECTOR l
T/R XMSN CHIP LT/SW LO f CR16
T/R XMSN CHIP DETECTOR R
DC GROUND TEST B
DC GROUND W
28 VDC V SWITCHING
DIMMER POT ARM X REGULATOR
PANEL LIGHTING, VARIABLE DC d

D
J
U
NOTES:
1. TERMINALS NOT DESIGNATED WITH LIGHT SWITCH (LT/SW) ARE INPUTS
FROM SENSOR/SENDER UNITS, UNLESS OTHERWISE INDICATED.
2. TERMINALS DESIGNATED WITH LIGHT SWITCH (LT/SW) ARE OUTPUTS
TO CAUTION AND WARNING LIGHTS.
3. TERMINALS DESIGNATED DC GROUND TEST AND +28 VDC ARE INPUTS
FROM PRESS-TO-TEST SWITCH.
4. TERMINAL DESIGNATED DIMMER POT ARM IS INPUT FROM PANEL
LIGHTS DIMMING CONTROL.
5. TERMINAL DESIGNATED PANEL LIGHTING, VARIABLE DC IS OUTPUT
TO PANEL AND INSTRUMENT LIGHTS.
6. DIODES CR5 THRU CR8 USED IN WARNING LIGHTS FLASHING CIRCUITS.
ALL OTHER DIODES USED ONLY IN PRESS-TO-TEST CIRCUITS FOR LIGHT INDICATORS. 30-187A
Figure 17−22. Autronics 2245−1 Dimmer Schematic Diagram (Instrument Panel Type B)
Page 17−69
Revision 19
CSP-H-2
NC
ROTOR OIL NO
TEMP SWITCH P/O 2 4 1 5
P/O P/O
FAULT S202 P9J P12 P12
INPUT UR LL UL LR PULSATING +VDC IN
Y Y Y F 3 C E T FROM EPO UNIT
XMSN OIL TEMP
P/O ENG OUT PRESS-TO-TEST LT/SW DS12
LT/SW DS14 SWITCH (NOTE 2)
CR9
3 B
S2
P/O 5
TB6 A
S1
NEGATIVE (GND) FAULT INPUT WARNING INDICATOR LIGHTS

1 2 P/O GEN OUT
+28 VDC C (TYPICAL FOR MAIN XMSN OIL TEMP AND OIL PRESS)
PANEL LT LT/SW DC18
CB104
T/R XMSN P/O P/O PANEL LT

CHIP DET P402J P9J J12 CB104
T/R XMSN 2 1
q q R F 3 CHIPS C +28 VDC
LT/SW DS20 C C C
P/O M/R P/O ENG P/O GEN

XMSN CHIPS OUT
P/O ENG CR11 CHIPS LT/SW LT/SW
OUT LT/SW 3 B LT/SW DS15 DS18
DS14 S2 DS19
P/O P/O
5 PRESS-TO-TEST NEGATIVE (GND) FAULT INPUT CAUTION INDICATOR LIGHTS
TB6 (TYPICAL FOR ENG CHIPS, GEN OUT, FUEL LOW, FUEL FILTER,
SWITCH
M/R XMSN CHIPS AND T/R XMSN CHIPS)
START START
PUMP PUMP P/O
P/O P/O
CB118 J24P LT DS7 P23J TB6
P12 P12
+28 VDC N L 6
2 1
CR8
TO START
PUMP
1 2
+28 VDC C A
PANEL LT S1 CR4
CB104 P/O GEN P/O
OUT LT/SW PRESS-TO-TEST
DS18 SWITCH POSITIVE (+28 VDC) INPUT WARNING LIGHT (START PUMP)
NOTES:
1. CIRCUITS SHOWN ARE TYPICAL. VARIATIONS MAY EXIST 4. COMPONENTS CONNECTED BETWEEN CONNECTOR P12 PINS
FROM THAT SHOWN ACCORDING TO HELICOPTER MODEL ARE PART OF DIMMER ASSEMBLY.
AND SERIAL NO. (REF. NOTE 5). 5. FOR FAULT AND FUNCTION INPUT SOURCES NOT SHOWN AND
2. FOR INTERNAL CIRCUITS OF ALL LIGHT/SWITCHES, SEE INTERCONNECTING WIRING INFORMATION, SEE APPLICABLE
CIRCUIT FOR XMSN OIL TEMP LT/SW DS12. IT IS TYPICAL ELECTRICAL SYSTEM SIRING DIAGRAM (REF. SEC. 20).
FOR ALL LIGHT/SWITCHES. LIGHTS WITHOUT SWITCHES 6. FOR COMPLETE CIRCUIT INFORMATION ON DIMMER ASSEMBLY,
DIFFER (REF NOTE 5). SEE SCHEMATIC DIAGRAM FOR DIMMER ASSEMBLY IN THIS
3. EACH CIRCUIT SHOWS ONLY COMPONENTS USED FOR SECTION.
FUNCTION INDICATED.
30-197-1A
Figure 17−23. Caution and Warning Indicating Lights System Circuits

Page 17−70
Revision 19
CSP-H-2
P/O GEN P/O

SW S4 + P12
PULSATING DC V IN
2 1 F
FROM EPO UNIT
-
AUDIBLE WARNING
HORN DS105 P/O
P/O
P12 TB6
CR7
S C C 3 5
PANEL LT P/O GEN OUT
LT/SW DS18 ENG OUT
CB104 CR3 LT/SW DS14
1 2
+28 VDC C A
P/O
PRESS-TO-TEST
SW S1
ENGINE OUT WARNING LIGHT AND HORN
P/O P/O PANEL LTS

P12 P12 TB502-6 TB502-7
+28 VDC V d
PANEL LT
CB104 SWITCHING
1 2 REGULATOR
+28 VDC 1 (NOTE 9)
X W
2 INSTRUMENT
5K P/O CLUSTER LTS
3 2W 5 TB6
P/O
TB6 4
PANEL AND INSTRUMENTS LIGHT DIMMING
NOTES: (CONT)
7. ABBREVIATIONS:
BRT - BRIGHTNESS
LL - LOWER LEFT
LR - LOWER RIGHT
LT - LIGHT
M/R - MAIN ROTOR
P/O - PART OF
SW - SWITCH
T/R - TAIL ROTOR
UL - UPPER LEFT
UR - UPPER RIGHT
XMSN - TRANSMISSION
8. DASHED LINES WITH ARROWHEAD ( - - ) INDICATES CURRENT
PATH (OPPOSITE OF VOLTAGE) THROUGH CIRCUITS.
9. INPUT (P12-X): 0 - +28 VDC.
OUTPUT (P12-d): +2.5 VDC MINIMUM WITH 0 VDC INPUT.
+26 VDC MINIMUM WITH +28 VDC INPUT.
30-197-2A
Figure 17−23. Caution and Warning Indicating Lights System Circuits

Page 17−71
Revision 19
CSP-H-2
P13
(P7) AR500 AUDIO AMP
XMSN HI OIL TEMP K WHT
GEN SW GND H BLK
ENG OUT LAMP F YEL
*C1
0.1 *
Q2
*HEADSET AUDIO D *BLU 2N697
#2 IN * (2N3053)
R1 (R3)
1.5 K
GROUND E ORN
R3 (R1)
C3 (C1) 1.5 K
0.1 Q1
HEADSET AUDIO C GRN 2N697
#1 IN
R4 1K (530)
+28 VDC OUT B RED
R2 1K
N1 TACH GEN V A VIO C4 (C3)
*C2 (C2) (0.1)
0.47 0.47 (6.8)
VIO RED *GRN ORN BLU YEL BLK WHT

(GRN)
A B C E D (C) F H K
N1 +28 VDC *HEADSET GROUND HEADSET ENG GEN XMSN

TACH IN AUDIO #1 AUDIO #2 OUT SW HI OIL
GEN V OUT OUT LAMP GND TEMP
(HEADSET
AUDIO #1
OUT)
NOTES:
1. ASTERISK ( * ) INDICATES ITEM APPLIES ONLY TO DUAL CHANNEL AMPLIFIER.
2. UNLESS OTHERWISE NOTED, SOLID LINES APPLY TO BOTH DUAL AND
SINGLE CHANNEL AMPLIFIERS.
3. DASHED CIRCUIT LINES ( - - - ) AND ITEMS IN PARENTHESIS ( ) APPLY ONLY
TO SINGLE CHANNEL AMPLIFIER.
4. RESISTANCE VALUES IN OHMS AND CAPACITANCE VALUES IN MICROFARADS.
30-169A
Figure 17−24. Audio Amplifier (Dual and Single Channel) Schematic Diagram
Page 17−72
Revision 19
CSP-H-2
27. Engine Power Out (EPO) Audible Warning (7). Install replacement horn, housing and
Horn fairing in reverse order of removal. For
electrical wiring interconnect informa
The EPO audible warning horn is an electro tion, refer to Section 19.
mechanical warning unit that produces an
audible ``beeping” sound in the pilot's compart (8). Perform an operational check of the
ment when engine Nl speed decreases below audible warning horn.
approximately 55% Nl rpm, or NR speed
decreases to 98% rpm or less for N1/NR sensing 28. NR Disable Switch
equipment.
The audible warning horn is installed at either (Ref. Figure 17-25) NR disable switch S199 is
the upper left or right side of the instrument mounted on the inboard collective stick socket
panel (model difference only). on those helicopters with the N1/NR engine
power out warning system.
On instrument panel type A and early type B,
mounting of the original audible warning horn The switch disables NR (main rotor) speed
(Figure 17-1) is changed to that of the current sensing and prevents engine out warning
instrument panel type B shown in indications when the pilot's collective pitch
Figure 17-2, due to required installation of stick is in the full down position and the
battery temperature sensing equipment. throttle is at idle.
The audible warning horn is mounted in a These control positions are normal during
lights/switch and horn housing on the side of engine starting, idling, autorotation flight and
the raised top of the center instrument panel engine shutdown when an engine out warning
fairing, with two battery temperature caution is not desired.
and warning light/switch indicators.
NOTE: On helicopters originally equipped with
An early type audible warning horn installa N1 sensing equipment that has been modi
tion uses a modified Edwards 319 horn; fied to N1/NR sensing equipment, NR disable
current type incorporates a modified Mallory switch installation may differ slightly from
SC628 ``Sonalert'' unit. that shown. (Refer to CSP-3 for differences
and for instructions for modification of such
A. Edwards Audible Warning Horn an installation to the current type NR dis
Replacement able switch installation.)
(1). Check that all electrical power is off. A. NR Disable Switch Replacement
(2). Remove instrument panel side fairings (1). Remove center seat cover and controls
as necessary for access to internal access door.
wiring.
(3). Loosen and remove attachment hard (2). Check that electrical power is off.
ware securing instrument panel center Disconnect wire E105B20N at ground
fairing to free it sufficiently for partial terminal and wire E105A20 at splice.
access. Cut all tie straps attaching wires to
inboard collective stick socket
(4). As necessary, remove attaching hard (Figure 17-25).
ware and disconnect electrical wiring to
permit removal of the lights/switch and (3). Remove the switch by removing the two
horn housing (Figure 17-24). screws and the threaded attach plate.
(5). Remove lights/switch and horn housing (4). Remove the switch attaching bracket by
from center fairing. loosening the two upper bolts in the
inboard collective stick socket housing
(6). Disassemble horn housing; remove horn cap and slipping out the slotted attach
from housing as shown in Figure 17-1. ing bracket.
Page 17−73
Revision 19
CSP-H-2
0.030 IN. (0.762 MM)

OVERTRAVEL
(NOTE)
TIE STRAP
(3 PLCS) CLIP
(3 PLCS)
TIE STRAP
10°-20°
S199
VIEW LOOKING DOWN
NR DISABLE
SWITCH S199
SWITCH ATTACH
BRACKET
ATTACH PLATE
ACTUATING ARM
INBOARD COLLECTIVE
GAS PRODUCER SOCKET ASSEMBLY
LINK
GAS PRODUCER
IDLER
(LOOSEN THESE BOLTS)
GAS PRODUCER CONTROLS SUPPORT

GAS PRODUCER BELLCRANK BRACKET
CONTROL ROD
EARLY CONFIGURATION
NOTE: FOR ADJUSTMENT OF NR DISABLE SWITCH, REFER

TO TEXT. AFTER SWITCH ADJUSTMENT, PERFORM CHECK
OF SWITCH OPERATION.
30-209-1A
Figure 17−25. NR Disable Switch Installation (Sheet 1 of 2)
Page 17−74
Revision 19
CSP-H-2
ACTUATING ARM NR DISABLE SWITCH

AND BRACKET
(NOTE 1)
HOUSING CAP
IDLER
LINK
BELLCRANK
IDLER
BEARING
30-209-2
Figure 17−25. NR Disable Switch Installation (Sheet 2 of 2)
Page 17−75
Revision 19
CSP-H-2
(5). Remove the switch actuating arm by (4). If CHIPS indicator light does go on,
loosening the bolt in the gas producer check that jumper is properly grounded.
bellcrank and slipping out the slotted If so, check circuit components for
actuating arm. Remove the actuating continuity and replace defective parts.
cam used in current installation by
removing the bolts in each end of the 30. Fuel Pressure Switch
gas producer bellcrank.
A. Fuel Pressure Switch Operational Check
(6). Install replacement components in
essentially reverse order of removal; (1). Check that all electrical power is OFF;
adjust NR disable switch. disconnect battery.
B. NR Disable Switch Adjustment (2). Gain access to engine accessory section;
locate fuel filter (bypass) pressure
(1). Check that pilot's collective pitch stick
switch on front of engine driven fuel
is in full down position and throttle grip
pump.
rotated to idle position.
(2). Position switch so that it activates (3). Remove protective sleeving and
(clicks) when the switch roller contacts disconnect knife splice on bypass switch
the actuator cam. wiring.
(3). Note switch position at point of actua (4). Disconnect and cap bypass hose
tion and move switch toward actuator assembly at bushing.
cam an additional 0.030 inch (0.762
mm). Tighten switch mounting screws (5). Remove switch (with bushing fitting
to secure switch in position and intact) from the after filter port (AF)
safetywire. engine driven fuel pump.
(4). Check that pilot's throttle grip will (6). Perform function test of bypass switch
rotate to cutoff position. Check pilot's as follows:
collective pitch stick operation through
full range to determine that switch (a). Remove bushing and O-ring from
wiring does not interfere with move bypass switch.
ment.
(b). Fabricate test set up (Figure 17-26).
(5). Perform operational check of NR disable
switch and audible warning horn with NOTE: Switch actuation (closing) pressure
collective pitch stick full down and should be 24.5-35.0 inches (62.23-88.9 cm)
throttle at idle position. of fuel.
NOTE: Audible warning horn should not be ac (c). Pressurize inlet port of switch by
tivated when throttle is at idle. adding fuel to the tub; watch ohmme
ter or continuity tester for indication
29. Chip Detector Circuits Operational Check of switch actuation.
(1). Turn on electrical power; use an (d). Check switch diaphragm for leakage.
external power supply when possible. Replace switch if leakage is noted.
(2). Disconnect electrical wiring and (e). Reinstall bushing with new O-ring
temporarily connect a jumper wire from on bypass switch.
detector connector plug pin or wire
terminal to an unpainted (grounding) (7). Perform operation check of switch as
surface of the airframe or engine. follows:
(3). Observe CHIPS indicator light. If light (a). Remove cap from bypass hose and
is on, circuit tests properly; remove reconnect bushing (with switch) in
jumper wire and reinstall wiring. hose fitting.
Page 17−76
Revision 19
CSP-H-2
PRESSURE METHOD:
APPLY 8-9 PSIG (16.3-18.3 IN. HG.) TO CLOSE SWITCH. BLEED
OFF TO 4 PSIG (8.1 IN. HG.) TO OPEN SWITCH.
PORT A
36 IN. (91.5 CM)

SCALE
NOTE 2
OHMMETER 36 IN.
PORT B OR 3/8” TYGON TUBING (91.5 CM)
CONTINUITY TESTER (OR EQUIV.)
VACUUM METHOD:
APPLY 8-9 PSIG (16.3-18.3 IN. HG.) TO CLOSE SWITCH. BLEED
OFF TO 4 PSIG (8.1 IN. HG.) TO OPEN SWITCH. PORT A
369D28144 FUEL FILTER

PRESSURE SWITCH NOTE 1
FUEL FILTER
PRESSURE SWITCH
OHMMETER
PORT B OR
CONTINUITY TESTER
NOTES:
369H8144 FUEL FILTER
1. CONNECT GROUND TEST LEAD TO ONE OF PRESSURE SWITCH
THREE SCREW HEADS ON THE HOUSING BODY.
2. CONNECT GROUND TEST LEAD TO ONE OF
SIX SCREW HEADS ON THE HOUSING BODY.
G28-0010A
Figure 17−26. Fuel Pressure Switch Test Set−Up
Page 17−77
Revision 19
CSP-H-2
(b). Plug adapter fitting with AN 814-2 filter bypass caution light when start
in after filter (AF) port. Connect pump is activated.
jumper wire to ground bypass switch
to aircraft ground (E12). B. Fuel Pressure Switch Replacement
(c). Have assistant hold switch clear; (Ref. Figure 17-7)

connect battery or electrical power (1). Disconnect Knife splice in electrical
supply and activate start pump. wire at switch.
(d). Check caution indicator light (fuel (2). Remove interconnect tube, fuel pres
bypass) for illumination. sure switch and O-ring from engine
NOTE: If fuel filter bypass caution indicator fuel pump filter.
does not light, perform electrical trouble (3). Install replacement switch and service
shooting of caution and warning lights. able O-ring in the after filter port of
(e). Check switch diaphragm through the pump filter. Torque the switch to 40
open port for leakage. Replace switch - 50 inch-pounds (4.52 - 5.65 Nm),
if leakage is noted. reinstall interconnect tube and connect
knife splice.
(f). Shut off electrical power, start pump,
battery switch; disconnect battery or (4). Operate engine starting pump and
power supply and jumper wire. check for fuel leakage.
NOTE: If fuel filter bypass caution indicator 31. Running Time Meter
did not light and electrical system is not
faulty, install new fuel filter pressure switch The running time meter is basically an electric
(with new O-ring) at bushing, and repeat clock that provides an accurate record of
operational check of switch. engine and/or transmission operating time in
hours and tenths of hours.
(8). Remove plug from adapter fitting fuel
filter port (AF); install bypass switch The meter operates whenever an oil pressure
with new O-ring on adapter fitting. switch in the main transmission is closed by
Torque switch to 40 - 50 inch-pounds transmission operating oil pressure.
(4.52 - 5.65 Nm). The meter receives 28 Vdc power from the
(9). Remove plug from bypass hose; recon instrument 5 ampere circuit breaker. The
nect bushing at bypass hose. Torque circuit is completed to ground through the
bushing to 40 - 50 inch-pounds (4.52 normally open contacts of the transmission
- 5.65 Nm). pressure switch (S203).
(10). Reconnect knife splice on switch and A second set of normally closed contacts in the
reinstall protective sleeving. switch operates the XMSN oil pressure
warning light when below normal operating
(11). Bleed fuel filter housing (Ref. Sec. 12 pressure exists.
for fuel system bleeding instructions).
The running time is installed in a cover panel
(12). Run up engine and perform operational on the left side of the instrument panel
check of engine and fuel system; check structure just below floor level and is visible
for leaks and non-activation of fuel from outside the helicopter.
Page 17−78
Revision 19
CSP-H-2
Section
18
Heating and
Ventilation System
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 18 Heating and Ventilating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1

1. Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1
2. Ventilating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1
3. Ventilating Valve Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1
A. Ventilating Valve Control Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-1
4. Cabin Ventilating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
A. Ventilating Valve Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
B. Ventilating Valve Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
C. Ventilating Valve Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
D. Ventilating Valve Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
E. Ventilating Valve Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-2
F. Ventilating Valve Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3
5. Door Window Ventilators (Snapvents) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3
A. Window Snapvent Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-3
Figure 18-1. Ventilating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18-4
Page 18-i
Revision 19
CSP-H-2

Page 18-ii
Revision 19
CSP-H-2
SECTION 18
HEATING AND VENTILATING SYSTEM
1. Heating System Before high speed flight is per
CAUTION formed, ensure that all door
ventilator cutouts are positioned up, aft, or
The heating system is not installed as stan down (in the aft 120 degree arc). Door dam
dard equipment. Refer to CSP-H-3 for age and vibrations could occur if vent cut
information on the Cabin Heating Installation. outs face airstream.
3. Ventilating Valve Control
2. Ventilating System
(Ref. Figure 18-1) The ventilating valve cable
is a flexible, coaxial-wire type that incorpo
(Ref. Figure 18-1) The main fresh air source rates a push-button locking device in the
for the cabin interior is a cable-actuated vent control housing. This feature allows locking of
control valve located on the fuselage center the ventilating valve in the open, closed, or
line, recessed in the canopy panel forward of any intermediate position.
the instrument panel.
The control assembly is not repairable. Failure
of the internal locking device is cause for
The vent control valve has a circular 4 inch replacement.
(10.16 cm) inlet that supports the valve shaft
and control matching valve vane assembly. A. Ventilating Valve Control Replacement
(1). Ensure that electrical power is OFF.
The valve vane assembly is actuated by a
(2). Disconnect cable wire from valve arm
push-pull control cable mounted in the right
swivel.
center of the instrument panel. The control
cable knob marked PULL FOR AIR is a (3). Remove screws, nuts washers and clip
friction catch type that locks the cable in any securing cable to support bracket.
selected position throughout the full stroke
when the knob plunger is released. (4). Remove instrument panel right side
fairing.
The vent control valve housing is formed of (5). Loosen and remove hex nut and
polycarbonate plastic. lockwire securing cable knob to instru
ment panel and with drawn cable from
panel.
A single cylindrical duct on the rear of the vent
control valve directs air outward from both (6). Route new cable through instrument
sides of the valve. panel and secure knob in place with
lock washer and nut.
On the early configuration, two polycarbonate (7). Fasten cable sleeve to support bracket
plastic ducts, attached to the rear of the valve, on valve and secure with clip, screws,
direct inlet air through holes in sides of washers and nuts.
console fairings for circulation through-out the (8). Actuate control knob to align cable wire
cabin interior. with hole in valve arm swivel; push
knob to cable panel fitting stop.
Each pilot's and cargo/passenger compartment (9). Position valve to full closed and tighten
door window contains adjustable ventilators swivel on cable wire. Install cotter pin.
that can be opened, closed, and positioned by
rotation of the vent cutout, to supplement (10). Check swivel for free rotation by
fresh air intake or provide an air circulation actuating control knob through full
exhaust outlet as desired. stroke.
Page 18−1
Revision 19
CSP-H-2
(11). Inspect valve assembly for complete with 90 degree spacing to attach valve
closure of inlet opening when control to duct. On the early configuration, if
knob is pushed forward against cable rivet holes are elongated or over-size,
panel fitting stop. install next larger size rivets (5/32 inch
diameter).
(12). Check valve door for looseness on shaft
and deformation; valve door must be (3). Fasten cable sleeve to valve bracket
flat, and a firm, snug fit in the inlet. with clip.
(4). Install swivel assembly loosely in arm
(13). Reinstall right side fairing on instru of shaft.
ment panel.
(5). Insert control wire into swivel assem
4. Cabin Ventilating Valve bly.
(Ref. Figure 18-1) The cabin ventilating valve (6). Position shaft arm so that valve door is
is made of polycarbonate plastic and incorpo fully closed.
rates a valve vane assembly to control ventilat (7). Push control knob all the way in then
ing air flow. tighten swivel assembly on wire. Install
cotter pin.
The vane assembly consists of a seal bonded
around a circular aluminum vane. (8). Operate valve through several open-
close cycles to assure ease of operation
The valve assembly is attached by four screws, and to determine that valve locks in
washers, and nuts to a duct molded into the any position when control knob is
fiberglass canopy panel. released.
On the early configuration, the valve is (9). On early configuration, install ducts on
attached with four rivets. rear of vent control valve.
(10). Install instrument panel left and right
A. Ventilating Valve Removal side fairings
(1). Remove instrument panel left and right C. Ventilating Valve Inspection
side fairings.
(1). Inspect plastic walls for cracks, secure
(2). On the early configuration, remove attachment to the canopy panel and
ducts from rear of vent control valve. separation of bonded joints. (Very small,
widely separated spots or voids in the
(3). Remove cable clip. plastic joints are not separation but air
pockets produced during the solvent
(4). Pull cable control to open valve door. bonding process.)
(5). Loosen swivel assembly and disconnect (2). Inspect for bent shaft or valve vane
control cable. assembly and excessive shaft wear in
the pivot areas.
(6). Remove four screws, washers and nuts
that attach valve to canopy panel duct. (3). Inspect seal on vane assembly for wear.
On the early configuration, drill out the D. Ventilating Valve Disassembly
four rivets.
(1). Remove two screws from shaft and vane
(7). Remove valve assembly. assembly. Slide vane assembly from
shaft.
B. Ventilating Valve Installation
(2). Remove cotter pin and washer and slide
(1). Position valve on canopy panel duct and shaft from valve body.
align screws or rivet holes, as applica E. Ventilating Valve Reassembly
ble
(1). Install cotter pin in hole at control arm
(2). Install four screws, washers and nuts end of shaft. Install washer on shaft to
(or MS20470A rivets, as applicable) bear on cotter pin.
Page 18−2
Revision 19
CSP-H-2
(2). Insert shaft in body of valve. 5. Door Window Ventilators (Snapvents)

(3). Insert valve vane assembly into slot in (Ref. Figure 18-1) Plastic snapvents are
shaft. installed in each of the four door windows.
(4). Install two screws through vane and These units may be rotated in their reinforced
shaft using loctite (29, Table 2-4). window holes for intake or exhaust of ventilat
ing air or may be pulled in ward for completed
(5). Install washer on end of shaft and closure. Damaged snapvents should be
insert cotter pin. replaced; repair is not practical.
(6). Operate valve several times to assure A. Window Snapvent Replacement
freedom and positive closing.
(1). Push snap vent outward in window
F. Ventilating Valve Repair (open position).
(1). Repair polycarbonate valve body cracks
by binding a patch according to the (2). Grasp the open side of the snapvent
criteria and methods specified for and gently squeeze it into an elliptical
acrylic plastic in FAA AC 43.13-1, shape.
Aircraft Inspection and Repair. Use
(3). Slip snapvent out of window hole at
dichloromethane (38, Table 2-4) or
about a 30 degree angle to surface of
ethylene dichloride as the bonding
window.
agent.
(2). Repair small areas of rib or seam (4). Hold the open end of the replacement
separation by injecting ethylene snapvent and gently squeeze it into an
dichloride (39) into the void area and elliptical shape.
clamping together under light pressure.
(5). Slip snapvent flange into window hole
(3). Replace unserviceable seal, using at an angle of about 30 degrees to the
adhesive (69) according to container surface of the window. Be sure the ends
instructions. of wire stiffener are inside window hole.
Page 18−3
Revision 19
CSP-H-2
DOOR WINDOW
VENTILATORS
(SNAPVENTS)
(TYP)
SWIVEL ASSY
DUCT
CLIP
SHAFT
CANOPY CONTROL
PANEL KNOB
JAMNUT AND SPRING
CURRENT CONFIGU LOCKWASHER
RATION
RIVET
(MS20470A4)
CABIN VENT VALVE
SEAL VANE
VANE AS
EARLY CONFIGU CLIP
SEMBLY
RATION CONTROL
CABLE
SWIVEL ASSY
SHAFT
OUTSIDE (RAM) AIR
INSIDE (EXHAUST AIR
CANOPY PANEL
CABIN VENT
VALVE
SEAL VANE
VANE ASSY
30-093D
Figure 18−1. Ventilating System
Page 18−4
Revision 19
CSP-H-2
Section
19
Electrical System
CSP-H-2
TABLE OF CONTENTS
Section 19 Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1

1. Power Supply and Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
2. Power Supply and Distribution System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
3. Electrical System Load Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
Figure 19-1. Arrangement of Electrical System Switches and
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-2
Table 19-1. Basic Equipment Electrical Load Analysis Chart . . . . . . . . . . . . . . . . . . . . 19-3
Table 19-2. Optional Equipment Electrical Load Analysis Chart . . . . . . . . . . . . . . . . . 19-6
Figure 19-2. Electrical System Load Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-9
Table 19-3. Troubleshooting Dc Power Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-11
4. Wiring Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
A. Wire Harness Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
5. Electrical Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
A. Plug/Socket Connector Repair or Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-13
Figure 19-3. Repair or Replacement of Rectangular Electrical Connectors . . . . . . . . . 19-14
B. Disconnection/Connection of Wire Mate Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-15
C. Minilok and Modulok Terminal Block Contact Tip Replacement . . . . . . . . . . . . . . . . 19-15
Figure 19-4. Identification and Replacement of Burndy Terminal Block
Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-16
D. Minilok and Modulok Terminal Block Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
E. Electrical Bonding Connector Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-17
Figure 19-5. Typical Requirement for Electrical Bonding Connections . . . . . . . . . . . . 19-18
F. External Power Receptacle Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-19
6. Electrical Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-19
7. Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-19
A. Voltage Regulator Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-19
Figure 19-6. Electrical Equipment (Cabin Locations) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-20
B. Installed Voltage Regulator Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-21
Figure 19-7. Voltage Regulator Test Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-21
Table 19-4. Recommended Voltage Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-21
C. Voltage Regulator Bench Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
8. Overvoltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
A. Overvoltage Relay Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-22
Figure 19-8. Test Hookup for Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-23
Figure 19-9. Electrical Equipment Locations (Instrument Panel Type A) . . . . . . . . . . 19-24
Figure 19-10. Electrical Equipment Locations (Instrument Panel Type B) . . . . . . . . . 19-25
9. Circuit Breaker Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-26
A. Circuit Breaker Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-26
Page 19-i
Revision 15
CSP-H-2

10. Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-26
A. Control Switch Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-26
Table 19-5. Resistor Reference Designator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-27
11. Voltage Reduction and Calibration Resistors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-27
A. Voltage Reduction and Calibration Resistor Replacement . . . . . . . . . . . . . . . . . . . . . . 19-27
12. Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-27
A. Start Relay Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-27
Figure 19-11. Replacement of Engine Compartment Relays . . . . . . . . . . . . . . . . . . . . . . 19-28
13. Reverse Current Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
A. Reverse Current Relay Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
14. Battery Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
A. Battery Relay Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
B. Battery Relay Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
15. APU Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
A. APU Relay Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-29
B. APU Relay Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-30
16. Collective Pitch Stick Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-30
A. Collective Pitch Stick Switch Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-30
Figure 19-12. Replace of Collective Pitch Stick Switches . . . . . . . . . . . . . . . . . . . . . . . . . 19-31
17. Battery Temperature Sensing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-32
A. Battery Temperature Sensing Equipment Maintenance . . . . . . . . . . . . . . . . . . . . . . . . 19-32
B. Battery Temperature Sensing Equipment Operational Check . . . . . . . . . . . . . . . . . . 19-32
Figure 19-13. Battery Temperature Sensing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 19-33
18. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-34
A. Battery Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-34
B. Battery Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-34
Figure 19-14. Replacement of Battery Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-35
C. Battery Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-36
D. Testing of Battery Temperature Sensing Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-36
E. Repair of Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-36
19. Starter/Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-38
A. Starter/Generator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-39
B. Starter/Generator Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-39
Figure 19-15. Starter/Generator Replacement and Repair . . . . . . . . . . . . . . . . . . . . . . . 19-40
Figure 19-16. Starter/Generator Bushing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . 19-41
C. Starter/Generator Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-41
Figure 19-17. Test Hookup for Starter/Generator and Brush Run-in . . . . . . . . . . . . . 19-43
Page 19-ii
Revision 15
CSP-H-2

D. Starter/Generator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-44
20. Night Lighting System - Instrument Panel Type B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-44

Revision 15
CSP-H-2
SECTION 19
ELECTRICAL SYSTEM
1. Power Supply and Distribution equipment enclosure to the structure. Current
path return and static charge bonding jumpers
The electrical system consists of all electrical are also installed at appropriate locations.
power supply, distribution and control equip
ment, wiring and miscellaneous associated NOTE: On all current models of the 500 Series
equipment supplied as standard on the helicopters, electrical systems are standard
helicopter. and essentially identical, except in instru
ment/electrical controls console area for dif
The electrical system is supplied by a 28-volt ferent models. (Electrical components, com
direct current, 150-ampere, engine-driven ponent locations, installation, wiring, etc.
generator in conjunction with a 24-volt throughout the helicopters are basically
nickel-cadmium battery and incorporates an identical, except for those areas specified.)
external power receptacle. The system is a Any differences that exist in these areas
nominal 28 Vdc, single-wire type installation from the electrical system outlined in this
with helicopter structure used as the ground section are described in the applicable HMI
return. Supplement for that specific model helicop
Control of the electrical system, exclusive of ter.
optional intercom controls, is provided by the
switches and circuit breakers on the instru 2. Power Supply and Distribution System
ment panel (Ref. Figure 19-1). All circuits of Troubleshooting
the electrical system are protected by push-to- (Ref. Table 19-3)
reset or switch-type circuit breakers. All
electrical or electronic units or components 3. Electrical System Load Chart
that produce electromagnetic energy (rf
potential) are bonded to the adjacent structure Refer to Table 19-1, Table 19-2 and
to ensure a continuous, negligible radio Figure 19-2 for electrical system load analysis
frequency (rf) impedance path from the data.
Page 19−1
Revision 15
CSP-H-2
CIRCUIT BREAKER
PANEL
SWITCH PANEL
PANEL TYPE A
(LOWER HALF)
SWITCH PANEL
CIRCUIT BREAKER
PANEL
LOWER SWITCH AND CIRCUIT

BREAKER PANEL
PANEL TYPE B
(LOWER HALF)
30-099A
Figure 19−1. Arrangement of Electrical System Switches and Circuit Breakers
Page 19−2
Revision 15
CSP-H-2
Table 19−1. Basic Equipment Electrical Load Analysis Chart

PRE-START START TURBINE TAKEOFF & CLIMB
NO AMPS DAY NIGHT
EQUIPMENT PART OF PER OPER AVG. AMPS. AVG. AMPS. AVG. AMPS. AVG. AMPS.
BASIC SHIP DESIGNATION UNITS UNIT TIME
OR OR IN 5 2 5 2 5 2 5 2
SYS SYS MIN. SEC. MIN. SEC. MIN. SEC. MIN. SEC. MIN.
FLIGHT CONTROLS
ACT-CYCLIC TRIM (LONG. / LAT.) 369A7001 2 1.0 (6)
INSTRUMENTS
(OTHER THAN ENG. / FLT.)
HOUR METER 369H90027 1 0.1 15 0.1 0.1 0.1 0.1 0.1 0.1
INSTRUMENTS ENGINE (3 PACK)
FUEL QUANT.
OIL TEMP. (2) 369H6417 SYS 0.5 15 0.5 0.5 0.5 0.5 0.5 0.5
AMMETER
ENGINE-OUT WARNING SYSTEM 369H4540-BSC/-3 1 0.5 15 0.5 0.5 0.5 0.5 0.5 0.5
ENGINE-OUT WARNING LTS.
ENG. OUT 1041HS7-3 4 0.04 ( 6/10 )
XMSN OIL PRESS. ( 14 ) 1041HS7-4 0.04 ( 6/10 )
XMSN OIL TEMP. ( 14 ) 1041HS7-5 0.04 ( 6/10 )
CHIP DET. ENG. ( 15 ) 1041HS7-6 0.04 ( 6/10 )
CHIP DET. T/R ( 15 ) 1041HS7-7 0.04 ( 6/10 )
CHIP DET. M/R ( 15 ) 1041HS7-8 0.04 ( 6/10 )
FUEL FILTER 1041HS7-11 0.04 ( 6/10 )
GEN. OUT 1041HS7-10 0.04 ( 6/10 )
FUEL LOW 1041HS7-9 4 0.04 ( 6/10 )
INSTRUMENTS - FLIGHT SEE OPTIONS
HEATING & VENTILATION SEE OPTIONS
EXCITER (ALLISON) 6870058 1 1.0 2(6) 1.0
ENGINE CONTROLS
ACTUATOR - N2 GOV. 369A7002 1 1.2 2 1.2 1.2
STARTER (GENERATOR) 369H4550 SYS - ( 12 ) (12) (12)
LIGHTING
ANTI-COL (STROBE) LTS. 369H90062-519 SYS 2.8 15 2.8 2.8 2.8 2.8 2.8 2.8
POS. LTS. (L, R & TAIL) 369H90062 SYS 3.0 15 3.0 3.0
INSTR. & PNL LTS. (327) 369H90062 SYS ( 17 )
LANDING LT. (MS25241-4581) 369H90062 SYS 16.0 2 16.0 16.0
MAP LT (HE/HS),
UTILITY LT (HM) ( 1309 ) 369H90062 1 0.3 2 0.3 0.3 0.3 0.3
CONVENIENCE LT. (REAR) ( 1309 ) 369H90062 1 0.3 2 0.3 0.3
DIMMER (AUTRONICS) 369H6425 SYS 2.5 15 2.5 2.5 2.5 2.5 2.5 2.5
CIGAR LIGHTER (C75Z1505A2 FORD) 369H6508 2 7.7 (6)
POWER 369H4115
BATTERY CHARGING ( 18 ) 369A4540 1 (4) (4) 40.0 30.0 40.0 30.0
OVER VOLTAGE RELAY 369A4557 1 0.2 (5)
REVERSE CURRENT RELAY A700xA HARTMAN 1 0.5 15 0.5 0.5 0.5 0.5 0.5 0.5
VOLTAGE REGULATOR 369A4552 1 - (5)
GENERATOR (STARTER) 369A4550 1 - (1)
START PUMP 369A8143 SYS 3.5 2 3.5 3.5
BASIC SHIP AMPERES 2.8 2.8 9.3 8.3 44.4 34.4 66.5 56.5
Page 19−3
Revision 15
CSP-H-2
Table 19−1. Basic Equipment Electrical Load Analysis Chart (Cont)

HOVER CRUISE
DAY NIGHT DAY NIGHT
EQUIPMENT PART
AVG. AMPS. AVG. AMPS. AVG. AMPS. AVG. AMPS.
BASIC SHIP DESIGNATION
5 2 15 5 2 15 5 2 15 5 2 15
SEC. MIN. MIN. SEC. MIN. MIN. SEC. MIN. MIN. SEC. MIN. MIN.
FLIGHT CONTROLS
ACT-CYCLIC TRIM (LONG. / LAT.) 369A7001
INSTRUMENTS
HOUR METER 369H90027 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
FUEL QUANT.
OIL TEMP. (2) 369H6417 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
AMMETER
ENGINE-OUT WARNING SYSTEM 369H4540-BSC/-3 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
ENG. OUT 1041HS7-3
XMSN OIL PRESS. ( 14 ) 1041HS7-4
XMSN OIL TEMP. ( 14 ) 1041HS7-5
CHIP DET. ENG. ( 15 ) 1041HS7-6
CHIP DET. T/R ( 15 ) 1041HS7-7
CHIP DET. M/R ( 15 ) 1041HS7-8
FUEL FILTER 1041HS7-11
GEN. OUT 1041HS7-10
FUEL LOW 1041HS7-9
EXCITER (ALLISON) 6870058
ENGINE CONTROLS
ACTUATOR - N2 GOV. 369A7002
STARTER (GENERATOR) 369H4550
LIGHTING
ANTI-COL (STROBE) LTS. 369H90062-519 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8
POS. LTS. (L, R & TAIL) 369H90062 3.0 3.0 3.0 3.0 3.0 3.0 3.0
INSTR. & PNL LTS. (327) 369H90062
LANDING LT. (MS25241-4581) 369H90062 16.0 16.0
MAP LT (HE/HS),
UTILITY LT (HM) ( 1309 ) 369H90062 0.3 0.3 0.3 0.3 0.3 0.3
CONVENIENCE LT. (REAR) ( 1309 ) 369H90062 0.3 0.3 0.3 0.3 0.3 0.3
DIMMER (AUTRONICS) 369H6425 2.5 2.5 2.5 2.5 2.5 2.5
CIGAR LIGHTER (C75Z1505A2 FORD) 369H6508
POWER 369H4115
BATTERY CHARGING ( 18 ) 369A4540 30.0 23.4 17.0 30.0 23.4 17.0 30.0 23.4 17.0 30.0 23.4 17.0
OVER VOLTAGE RELAY 369A4557
REVERSE CURRENT RELAY A700xA HARTMAN 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
VOLTAGE REGULATOR 369A4552
GENERATOR (STARTER) 369A4550
START PUMP 369A8143
BASIC SHIP AMPERES 34.4 27.8 21.4 56.5 49.9 27.5 34.4 27.8 21.4 40.5 33.9 27.5
Page 19−4
Revision 15
CSP-H-2
Table 19−1. Basic Equipment Electrical Load Analysis Chart (Cont)

LANDING EMERGENCY - GENERATOR OUT
DAY NIGHT DAY NIGHT
EQUIPMENT PART
BASIC SHIP DESIGNATION
5 2 5 2 5 2 15 5 2 15
SEC. MIN. SEC. MIN. SEC. MIN. MIN. SEC. MIN. MIN.
FLIGHT CONTROLS
ACT-CYCLIC TRIM (LONG. / LAT.) 369A7001
INSTRUMENTS
HOUR METER 369H90027 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
FUEL QUANT.
OIL TEMP. (2) 369H6417 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
AMMETER
ENGINE-OUT WARNING SYSTEM 369H4540-BSC/-3 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
ENG. OUT 1041HS7-3
XMSN OIL PRESS. ( 14 ) 1041HS7-4
XMSN OIL TEMP. ( 14 ) 1041HS7-5
CHIP DET. ENG. ( 15 ) 1041HS7-6
CHIP DET. T/R ( 15 ) 1041HS7-7
CHIP DET. M/R ( 15 ) 1041HS7-8
FUEL FILTER 1041HS7-11
GEN. OUT 1041HS7-10 0.2 0.2 0.2 0.2 0.2 0.2
FUEL LOW 1041HS7-9
EXCITER (ALLISON) 6870058
ENGINE CONTROLS
ACTUATOR - N2 GOV. 369A7002
STARTER (GENERATOR) 369H4550
LIGHTING
ANTI-COL (STROBE) LTS. 369H90062-519 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8 2.8
POS. LTS. (L, R & TAIL) 369H90062 3.0 3.0 3.0 3.0 3.0
INSTR. & PNL LTS. (327) 369H90062
LANDING LT. (MS25241-4581) 369H90062 16.0 16.0 16.0 16.0
MAP LT (HE/HS),
UTILITY LT (HM) ( 1309 ) 369H90062 0.3 0.3 0.3 0.3 0.3
CONVENIENCE LT. (REAR) ( 1309 ) 369H90062 0.3 0.3 0.3 0.3 0.3
DIMMER (AUTRONICS) 369H6425 2.5 2.5 2.5 2.5 2.5
CIGAR LIGHTER (C75Z1505A2 FORD) 369H6508
POWER 369H4115
BATTERY CHARGING ( 18 ) 369A4540
OVER VOLTAGE RELAY 369A4557
REVERSE CURRENT RELAY A700xA HARTMAN 0.5 0.5 0.5 0.5
VOLTAGE REGULATOR 369A4552
GENERATOR (STARTER) 369A4550
START PUMP 369A8143
BASIC SHIP AMPERES 4.4 4.4 26.5 26.5 4.1 4.1 4.1 26.2 26.2 10.2
Page 19−5
Revision 15
CSP-H-2
Table 19−2. Optional Equipment Electrical Load Analysis Chart

PRE-START START TURBINE TAKEOFF & CLIMB
NO. AMPS DAY NIGHT
EQUIPMENT PART OF PER OPER AVG. AMPS. AVG. AMPS. AVG. AMPS. AVG. AMPS.
OPTIONS DESIGNATION UNITS UNIT TIME
OR OR IN 5 2 5 2 5 2 5 2
SYS SYS MIN SEC. MIN. SEC. MIN. SEC. MIN. SEC. MIN.
ARMAMENT SYS.
GYRO
ATTITUDE 369H90041-501 0.7 15 0.7 0.7 0.7 0.7
DIRECTIONAL 369H90042-BSC 0.7 15 0.7 0.7 0.7 0.7
DIRECTIONAL 369H90042-501 1.8 15 1.8 1.8 1.8 1.8
ANTI-COL-LTS
(QTZ IODINE 2 LTS) 369H90062 1.5 15 1.5 1.5
BOOM (QTZ 1 LT) 369H90062-515 1.5 15 1.5 1.5
POS-LTS BOOM 369H90062-513 1.8 15 1.8 1.8
CARGO HOOK 369H90065 14.0 (6)
HOIST ( 13 ) 369H90070 35.0 (6)
RE-IGNITION-ENGINE 369H90118-501/-505 (6)
EMERGENCY FLOATS 369H92557 2.2 15 ( 7 )
HEATED PITOT TUBE 369H90034 1.3 15 1.3 1.3 1.3 1.3
HEATING - CABIN 369H90020 1.1 (6)
HEATING - ANTI-ICE 369H90020 0.3 (6)
VHF COMM (TRANS) RT-221AE-28 369H90064-3 3.9 (8)
VHF COMM (REC) RT-221BE-28 369H90064-5 1.1 15 1.1 1.1 1.1 1.1
VOR-VHF (NAV) RN-222AE-28 369H90064-7 0.3 15 0.3 0.3 0.3 0.3
DME NARCO 001-4 369H90064-11 3.5 15 3.5 3.5 3.5 3.5
TRANSPONDER TR611B-28ATC 369H90064-81/-151 0.5 15 0.5 0.5 0.5 0.5 0.5 0.5
NAV RCVR RCA-AVN-211 REC 369H90066-503 0.2 15 0.2 0.2 0.2 0.2 0.2 0.2
TRANSCEIVER RCA-AVC-110 TRAN
369H90066-BSC 4.5 ( 8)
S
NAV/COM KING KX170A REC 369H90071 1.0 15 1.0 1.0 1.0 1.0 1.0 1.0
TRANS 5.0 (8)
ADF KING
KR80 369H90064-9 0.4 15 0.4 0.4 0.4 0.4
KR85 369H90067 1.0 15 1.0 1.0 1.0 1.0
SSB SUNAIR ASB/125/60 REC 369H90144 2.5 15 2.5 2.5 2.5 2.5
TRANS 7.5 (8)
P.A. UNIVERSITY SOUND IDLE 369H90146 0.1 15 0.1 0.1 0.1 0.1
PEAK 8.0 (8)
ICS INTERCOM
369H6426 ADP 369H90068 0.2 15 0.2 0.2 0.2 0.2
369H94008 ADP 369H90064 SYS. 0.2 15 0.2 0.2 0.2 0.2
INSTALLED OPTIONS AMPS
BASIC SHIP AMPS 2.8 2.8 9.3 8.3 44.4 34.4 66.5 56.5
TOTAL SHIP AMPERES
Page 19−6
Revision 15
CSP-H-2
Table 19−2. Optional Equipment Electrical Load Analysis Chart (Cont)

HOVER CRUISE
DAY NIGHT DAY NIGHT
EQUIPMENT PART
OPTIONS DESIGNATION
5 2 15 5 2 15 5 2 15 5 2 15
SEC. MIN. MIN. SEC. MIN. MIN. SEC. MIN. MIN. SEC. MIN. MIN.
ARMAMENT
GYRO
ATTITUDE 369H90041-501 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
DIRECTIONAL 369H90042-BSC 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
DIRECTIONAL 369H90042-501 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8
ANTI-COL-LTS
(QTZ IODINE 2 LTS) 369H90062 1.5 1.5 1.5 1.5 1.5 1.5
BOOM (QTZ 1 LT) 369H90062-515 1.5 1.5 1.5 1.5 1.5 1.5
POS-LTS BOOM 369H90062-513 1.8 1.8 1.8 1.8 1.8 1.8
CARGO HOOK 369H90065
HOIST ( 13 ) 369H90070
RE-IGNITION-ENGINE 369H90118-501/-505
EMERGENCY FLOATS 369H92557 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2
HEATED PITOT TUBE 369H90034 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3
HEATING - CABIN 369H90020
HEATING - ANTI-ICE 369H90020
VHF COMM (TRANS) RT-221AE-28 369H90064-3
VHF COMM (REC) RT-221BE-28 369H90064-5 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1
VOR-VHF (NAV) RN-222AE-28 369H90064-7 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
DME NARCO 001-4 369H90064-11 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
TRANSPONDER TR611B-28ATC 369H90064-81/-151 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
NAV RCVR RCA-AVN-211 REC 369H90066-503 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
TRANSCEIVER RCA-AVC-110 TRANS 369H90066-BSC
NAV/COM KING KX170A REC 369H90071 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
TRANS
ADF KING
KR80 369H90064-9 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
KR85 369H90067 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
SSB SUNAIR ASB/125/60 REC 369H90144 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5
TRANS
P.A. UNIVERSITY SOUND IDLE 369H90146 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
PEAK
ICS INTERCOM
369H6426 ADP 369H90068 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
369H94008 ADP 369H90064 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
BASIC SHIP AMPS 34.4 27.8 21.4 56.5 49.9 27.5 34.4 27.8 21.4 40.5 33.9 27.5
TOTAL SHIP AMPERES
Page 19−7
Revision 15
CSP-H-2
Table 19−2. Optional Equipment Electrical Load Analysis Chart (Cont)

LANDING EMERGENCY - GENERATOR OUT
DAY NIGHT DAY NIGHT
EQUIPMENT PART
OPTIONS DESIGNATION
5 2 5 2 15 5 2 15 5 2 15
SEC. MIN. SEC. MIN. MIN. SEC. MIN. MIN. SEC. MIN. MIN.
ARMAMENT
GYRO
ATTITUDE 369H90041-501 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
DIRECTIONAL 369H90042-BSC 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7
DIRECTIONAL 369H90042-501 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8
ANTI-COL-LTS
(QTZ IODINE 2 LTS) 369H90062 1.5 1.5 1.5 1.5 1.5 1.5
BOOM (QTZ 1 LT) 369H90062-515 1.5 1.5 1.5 1.5 1.5 1.5
POS-LTS BOOM 369H90062-513 1.8 1.8 1.8 1.8 1.8 1.8
CARGO HOOK 369H90065
HOIST ( 13 ) 369H90070
RE-IGNITION-ENGINE 369H90118-501/-505
EMERGENCY FLOATS 369H92557 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2 2.2
HEATED PITOT TUBE 369H90034 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3 1.3
HEATING - CABIN 369H90020
HEATING - ANTI-ICE 369H90020
VHF COMM (TRANS) RT-221AE-28 369H90064-3
VHF COMM (REC) RT-221BE-28 369H90064-5 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1 1.1
VOR-VHF (NAV) RN-222AE-28 369H90064-7 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
DME NARCO 001-4 369H90064-11 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
TRANSPONDER TR611B-28ATC 369H90064-81/-151 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
NAV RCVR RCA-AVN-211 REC 369H90066-503 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
TRANSCEIVER RCA-AVC-110 TRAN
369H90066-BSC
S
NAV/COM KING KX170A REC 369H90071 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
TRANS
ADF KING
KR80 369H90064-9 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4 0.4
KR85 369H90067 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
SSB SUNAIR ASB/125/60 REC 369H90144 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5 2.5
TRANS
P.A. UNIVERSITY SOUND IDLE 369H90146 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1
PEAK
ICS INTERCOM
369H6426 ADP 369H90068 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
369H94008 ADP 369H90064 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2
BASIC SHIP AMPS 4.4 4.4 26.5 26.5 --- 4.1 4.1 4.1 26.2 26.2 10.2
TOTAL SHIP AMPERES
Page 19−8
Revision 15
CSP-H-2
BATTERY CHARGING GRAPH

FACTOR VS. TIME
3.0 ENGINE STARTING REQUIREMENTS DATA
2.5
CHARGING FACTOR
2.0
STARTER VOLTS
30
1.5
20
1.0
10
0.5 0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
0 TIME (SECONDS)
0 0.1 0.2 0.5 1.0 2.0 5.0 15 20 50 100
ELAPSED TIME IN MINUTES POSSIBLE SYSTEM PEAK, 369 AMPS
PROBABLE SYSTEM PEAK, 360 AMPS
TYPICAL CHARGING CURVE LIGHT OFF

FOR BATTERY 350
300
150
250
200
AT 75°F (24°C) 150
100 100
50
75
SEVERELY DISCHARGED BATTERY 0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
50
MODERATELY DISCHARGED BATTERY TIME (SECONDS)
STARTING TRANSIENT CURVE
25
0
0 10 20 30 40 50 60
TIME IN MINUTES
TO CIRCUIT BREAKERS AND LOADS

VOLTAGE
REGULATOR
1 2 3 4 5 6 7
STARTER
GENERATOR
2 REVERSE
CURRENT
RELAY
EXT. PWR. S4 BATTERY
- + 3 1
BATTERY EXT. PWR. 28 V

SWITCH
30-188-1
Figure 19−2. Electrical System Load Analysis
Page 19−9
Revision 15
CSP-H-2
NOTE:
(1) The power source consists of:
A. Generator (369A4550) regulated at 26−28.5 Vdc (Ref. Generator Output table).
B. Battery (369A4530) (NI−CAD) 13 AH (19 CELL) Hi−Rate.
Generator Output
Operating
Speed Amp Output Volts Altitude Ambient Temp. Max.
Period
7500 85 26.0 Sea Level Cont. 250°F (121°C)
8100 150 28.5 Sea Level 10 Min. 250°F (121°C)
8100 100 28.5 Sea Level Cont. 160°F (71°C)
8300 − 12000 150 30.0 Sea Level Cont. 104°F (40°C)
14000 0 Over-Speed 5 Min. −−−−
(2) Ships with 369H4560 type console use a 4−Pack which includes an electrical engine oil pressure meter (6).
(3) Manual controls replace electrical controls effective with production ships 0391HS, 0216HE and 0222HM.
(4) Battery charging formula:
Avg. AMPS − (I) = AH X C;
I = Battery charging current;
AH = Ampere−hour capacity of battery, based on the 2−hour discharge rate;
C = Charging factor from the graph above.
(5) This load is considered negligible.
(6) This load is intermittent and is considered negligible.
(7) Valves remain electrically energized after inflation of floats.
(8) Duty cycle is 10% of maximum time interval.
(9) Idle current 1 ampere maximum. average current 5−8 amperes, peak current 18 amperes.
(10) Warning lights are operative during alarm conditions only.
(11) Solenoid valves remain energized during time floats are inflated.
(12) See starting load chart.
(13) The maximum duty cycle for the hoist is 3 complete cycles (approximately 15 minutes total) and then rest
40 minutes before repeating cycle.
(14) Ships with 369H4260 type console have one light only for engine oil pressure and temperature.
(15) Ships with 369H4260 type console have one light only for engine oil, main rotor and tail rotor chip
detectors.
(16) Time interval of 15 minutes or over is considered as continuous.
(17) Instrument and panel lights are included with dimmer system.
(18) For longer duration, see typical charging curve. Accumulate time for different operating conditions.
Page 19−10
Revision 15
CSP-H-2
Table 19−3. Troubleshooting Dc Power Distribution

WARNING: Before removing or installing components of the electrical systems, check that all electrical
power is OFF. If units are not immediately replaced, ensure that all electrical connectors are suitably
capped and stowed and all loose cable ends are properly insulated and stowed to prevent the
possibility of shorting. Serious injury or death could result from voltages present in the electrical
system.
Battery fails to energize electrical Defective power selector switch Replace switch.
circuits
Defective battery relay Replace battery relay.
Battery discharged Install serviceable battery.
Discharged battery Charging rate incorrectly set Adjust voltage regulator.
Battery idle too long Install serviceable battery.
Excessive corrosion on battery Exposure to water or corrosive fluids Clean terminals, coat with
terminal non−corrosive grease.
Battery overheats and/or Charging rate too high Adjust voltage regulator.
discharges smoke
Loose battery terminal links, straps Repair battery as necessary.
or screws
Damaged or defective battery Repair or replace battery.
Starter/generator fails to function Circuit breaker out Reset circuit breaker.

when START switch pressed
Start relay defective Replace start relay.
Battery relay defective Replace battery relay.
APU relay defective Replace APU relay.
Discharged battery Install serviceable battery.
APU, reverse polarity diode open Replace diode.
Start/generator defective Replace starter/generator.
START switch or wiring defective Replace switch or repair defective

wiring.
Page 19−11
Revision 15
CSP-H-2
Table 19−3. Troubleshooting Dc Power Distribution (Cont.)

Starter/generator fails to supply Circuit breaker out Reset circuit breaker.
charging current with engine
operating Reverse current relay defective Replace reverse current relay.
Starter/generator defective (Check Replace sheared drive shaft.

for sheared armature drive shaft
through air inlet screen)
Voltage regulator defective Replace voltage regulator.
Voltage regulator incorrectly adjusted Adjust voltage regulator.
Overvoltage relay defective Replace overvoltage relay.
GEN−OFF switch defective Replace switch.
Defective wiring Repair or replace defective wiring.
Ammeter indication off−scale below Defective reverse current relay Replace reverse current relay.
zero; engine not operating and
GEN−OFF switch is on
GEN OUT indicator light on; Weak generator field Replace starter/generator.
voltage lower than normal when
engine operating Defective voltage regulator Replace voltage regulator.
Defective starter/generator Replace or repair starter/generator.
Incorrectly adjusted voltage regulator Adjust voltage regulator.
Fluctuating current indication on Unstable voltage regulator Replace voltage regulator.

ammeter
Brushes excessively worn Replace starter/generator brushes.
Defective starter/generator Replace or repair starter/generator.
Loose ammeter circuit wiring or Check ammeter circuit connections

defective resistor R3 and resister R3. Repair as
necessary.
Excessively high or low current Incorrectly adjusted voltage regulator Adjust voltage regulator.
indication on ammeter, engine
operating; GEN OUT indicator light Defective voltage regulator Replace voltage regulator.
not on Defective starter/generator Replace or repair starter/generator.
Defective ammeter Replace instrument cluster (three

pack).
Incorrect connection of ammeter Check shunt wire connection and

shunt wire, or defective resistor R3 resistor R3. Repair as necessary.
Adjustment of voltage regulator has Defective voltage regulator Replace voltage regulator.
no effect on voltage indication
Page 19−12
Revision 15
CSP-H-2
4. Wiring Harnesses NOTE: Observe method of wiring harness rout

ing, clamping and tying prior to removal to
Components of the electrical system are facilitate reinstallation.
connected by wiring harnesses, with wire
identification as shown in the applicable (7). Cut tying twine and cut or loosen nylon
wiring diagrams. straps as necessary to permit removal
of harness.
Wires in a harness are terminated with
terminal lugs, electrical connectors (plugs and (8). Route replacement harness into
receptacles), Wire Mate locking type pin position.
connectors, knife splices or snap-in contacts. (9). Install harness connectors (receptacle,
plug or inserts).
Wiring harnesses are held in place by nylon
self-clinching loop straps and nylon tying (10). Connect any harness single-terminal
twine. Nylon caterpillar-type grommets leads.
provide insulation where harnesses pass
(11). Replace tying twine (30, Table 2-4) and
through structural openings.
reinstall nylon straps, if available.
Each electrical wire of a harness is identified (Substitute tying twine if nylon straps
by a letter-number code (with the exception of unavailable.)
a few color-coded lengths that are integral to a (12). Install component(s) removed to gain
specific component or assembly). The letter- access.
number code identifies the function of the
circuit of which the wire is a part, the wire (13). Close panels and reinstall fasteners.
number, segment and wire size (gage), (14). Install access door, where removed.
respectively. A description of the wire code is
included in Section 20. (15). Connect battery and external power
source.
NOTE: Electrical wiring that interconnects the
optional integrated interphone control unit (16). Check operation of all circuits affected
and terminal blocks for the optional inter by harness replacement. (Refer to
phone control system is installed in all heli applicable wiring diagrams.)
copters on which the electrical system is
5. Electrical Connectors
standard.
Plugs, receptacles, terminal block snap-in type
A. Wire Harness Replacement contacts, locking type pin connectors, knife
splices and terminal lugs provide the means by
(1). Check that all electrical power is OFF.
which wiring and electrical harness assemblies
Accomplish the following steps as
are connected to individual panels and
applicable.
electrical components.
(2). Remove access doors. Each plug-receptacle combination is secured
with lockwire or otherwise mechanically
(3). Open panel by removing the fasteners
locked, to prevent opening of the connection
that secure panel to structural support.
due to vibration.
(4). Remove component(s) blocking access. Terminal block snap-in type contacts physical
(Refer to component coverage in ly and electrically connect individual harness
appropriate section of HMI.) leads (wires) to terminal block modules.
(5). Disconnect and tag-identify wire A. Plug/Socket Connector Repair or
terminal(s) at applicable panel. Replacement
(6). Disconnect wiring harness connectors (Ref. Figure 19-3)
(plugs or receptacles), Wire Mate (1). Check that all electrical power is OFF.
connections and/or knife splices and
tag-identify any single terminal (2). Remove any connector bonding or
connections lockwire.
Page 19−13
Revision 15
CSP-H-2
MOUNTING PLATE
(BULKHEAD INSTL) LEVER
PIVOT
LOCK TAB
FEMALE INSERT
NOTE 2
FIXED JACKSCREW
(NOTE 1)
NOTE 2
HOOD
FIXED JACKSCREW
EXPLODED VIEW (NOTE 1)
OF RECEPTACLE
SELF-LOCKING
MALE INSERT PIN
NOTE 2
JACKSCREW AND
JACKSCREW KNOBS
MALE INSERT
NOTE 2
FACE GASKET
ASSEMBLED VIEW OF MATING (TYP) (NOTE 4)
CONNECTOR HALF WITH SELF-LOCKING
HOOD AND TURNABLE LONG PIN
JACKSCREWS WITH KNOBS
HOOD
EXPLODED VIEW OF PLUG
NOTE 3 REMOVABLE CONTACT

REMOVAL TOOL
ASSEMBLIES (107R1001)
NOTES:
1. PLUG OR RECEPTACLE INSERTS WITH 26 OR FEWER CONTACTS
ARE ASSEMBLED WITH, AND HELD IN HOOD, OR IN MOUNTING PLATE CROSS-SECTION VIEW
BY ONLY THE TURNABLE OR FIXED JACKSCREW AND JACKSOCKET. OF CONNECTOR
2. MACHINE SCREWS (4-40 OR 6-32 UNC THREAD SERIES) ARE USED TO
ASSEMBLE PLUG OR RECEPTACLE INSERTS HAVING 34 OR MORE
CONTACTS.
3. REMOVABLE CONTACTS INSTALLED ON WIRES WITH HAND-OPERATED
CRIMPING TOOL.
4. NOT INSTALLED ON ALL CONNECTORS. 30-101B
Figure 19−3. Repair or Replacement of Rectangular Electrical Connectors
Page 19−14
Revision 15
CSP-H-2
(3). Disconnect electrical connector from B. Disconnection/Connection of Wire Mate

mating plug or receptacle by using the Connectors
applicable following steps:
Wire Mate locking type pin con
CAUTION nectors will be damaged if
(a). Loosen strain-relief clamp on
connector hood or adapter. pulled apart and disconnected without use
of appropriateconnector insertion/extrac
tion tool.
(b). On circular type connectors, loosen
hood and disengage plug lock spring (1). Disconnect Wire Mate pin connectors as
from receptacle lock ring by rotating follows:
lock spring in either direction.
(a). Slide white end of insertion/extrac
(c). Disassemble shell or hood from tion tool (42 or 43, Table 2-2) on wire
electrical connector to expose termi with tip end toward male contact
nals. terminal.
(b). While holding connector female half,
(d). Disconnect crimp-type removable slide tool along wire and fully insert
contacts by using the appropriate tool around male contact terminal
contact removal tool (33 or 36, into female half. This disengages
Table 2-2). retaining clip tines from male contact
terminal shoulder.
(4). Slide insulation sleeves back over wires
and unsolder wires from contact (c). Pull wire and male contact from
inserts, or cut off crimp-type contacts female half while holding tool in
as necessary. place.
(2). Connect Wire Mate pin connectors as
(5). Solder or crimp electrical wires to insert follows:
contacts and remove identifying tags, if
used. Use a tin-alloy solder (48, (a). Slide colored end of insertion/extrac
Table 2-4) for all soldering operations, tion tool (42 or 43) on wire with tip
and the appropriate crimping tool (34 or end behind male contact terminal
35, Table 2-2) for replacement of shoulder.
removable crimp-type contacts.
(b). Insert and push male contact termi
(6). Install crimp-type contacts by using nal straight into connector female
the appropriate contact insertion tool half, using tool end. A click will occur
(33 or 36). when contact terminal seats and
retaining clip tines snap in place
behind terminal shoulder.
(7). Check for short circuits. Ensure that
resistance between pins is infinite (c). Remove insertion-extraction tool and
except where pins are interconnected. gently pull on connected wires to
(Refer to applicable wiring diagrams.) ensure firm seating.
(8). Join connector halves and secure. C. Minilok and Modulok Terminal Block
Contact Tip Replacement
(a). On circular type connectors, rotate (Ref. Figure 19-4)
plug lock spring to engage receptacle
lock ring. (1). Check that all electrical power is OFF.
(2). Use a Burndy insertion/extraction tool
(b). Tighten hood or adapter strain-relief (33, Table 2-2) to pull a HYTIP contact
clamp on connector and tighten from a MINILOK module.
clamp screws.
(3). Strip either 0.17 or 0.20 inch (4.37 or
(c). Use lockwire and attach connector 5.16 mm) of insulation from end of wire,
bonding, as applicable. as applicable.
Page 19−15
Revision 15
CSP-H-2
SIDE FEED MODULE TYPE AMM 20-1 TRACK TYPE AMM 3600T-1 (POLYVINYL CHLORIDE) TOP FEED MODULE TYPE AMM 20T-1
NOTE
BURNDY
MINILOK MINILOK
SIDE FEED
MODULE
BUSSING
(TYP) BUSSING
(TYP)
TOP FEED
MODULE
SCREW A6SMM20T-1
(ALL RECEPTACLES BUSSED)
UPPER HALF
A4SMM20-1 A22DMM20-1 A23DMM20T-1
(ALL TIERS (TWO TOP TIERS BUSSED)
BUSSED) (TWO BOTTOM TIERS BUSSED) (TWO SETS OF THREE
MINILOK BASE RECEPTACLES BUSSED)
A32DMM20T-1
(THREE SETS OF TWO
A4DMM20-1 11/64 IN. RECEPTACLES BUSSED)
(ALL TIERS (4.3656 MM)
INDIVIDUAL) INSPECTION
HOLE
PCM 22M-HIF3 (AWG 24-22) USE HYTOOL M8ND WITH DIE SET N22PCT-1
MINILOK PCM 22M-HIF3 (AWG 20) USE HYTOOL M8ND WITH DIE SET N22PCT-2
HYTIP
TYPICAL INSTALLATION OF MINILOK TERMINAL BLOCK MODULES

(REF. TB1, TB5, TB7 AND TB502)
13/64 IN.
TRACK, AM0750T-1 (NOTE) (CADMIUM-PLATE STEEL) (5.1594 MM)
TRACK
HEADLESS 2 TIER MODULE MODULOK CONTACT TIP

SETSCREW AYH 14-H (AWG 20-14)
4 TIER MODULE USE HYTOOL M8ND
WITH DIE SET N14HCT
AMC-1 CLAMP
NOTE: THE FOUR MIDDLE NUMERICAL

DIGITS IDENTIFY LENGTH IN INCHES.
AMM TRACK COMES IN 36 IN. (914.4 MM)
BUSSING LENGTHS AND IS CUT TO SIZE: AM
(TYP) TRACK CAN BE ORDERED IN ANY
A2SM14-1 PRECUT LENGTH UP TO 32 IN. (812.8
MM) (EG. 0750 = 7.50 IN. (190.5 MM).
A2DM14-1 A22DM14-1 A4DM14-1 A4SM14-1
TYPICAL INSTALLATION OF MODULOK TERMINAL BLOCK MODULES

(REF. TB3)
30-102A
Figure 19−4. Identification and Replacement of Burndy Terminal Block Modules
Page 19−16
Revision 15
CSP-H-2
(4). MODULOK modules have either NOTE: To facilitate reassembly, tag and identi
two-tier or four-tier spring-loaded fy all wires that are to be disconnectedfrom
connectors. Using a standard screw terminal block module to be replaced.
driver for recessed head screws, twist
the locking screw counterclockwise to (2). Remove contact tips (Ref. Minilok and
the quick-disconnect position of the Modulok Terminal Block Contact Tip
Screw and spring mechanism to release Replacement).
the contact tips. Pull tips from spring-
loaded socket connectors. (3). Loosen the screw that secures the end
clamp holding the modules on the
(5). Insert stripped end of wire into snap-in track. Slide the end clamp away from
contact. On HYTIP (MINILOK) the modules and separate the module to
contacts, check that stripped end of be replaced by unsnapping it from
wire extends past the inspection hole. adjoining modules.
Make sure the stripped end of the wire
is inserted as far as possible into the (4). With modules separated for clearance
contact tip and that the wire insulation from one another, remove the module
extends approximately one-sixteenth of by turning it 90 degrees and unsnap
an inch into the contact shoulder ping it from the track.
(MINILOK) or to end of the contact
shoulder notch (MODULOK). (5). Insert the replacement module into
mounting position between or next to
(6). Using the Burndy manual crimping tool the correct adjoining modules, rotate it
and correct die-set (34, Table 2-2), 90 degrees and snap into place. Press
crimp contact on the wire. modules together.
(7). Visually inspect contact tip on the wire; (6). Slide the end clamp into place against
check that it is firmly attached to the the outside module. While pressing and
wire and that the stripped end of the holding the clamp against the outside
wire blocks inspection hole in HYTIP module, tighten the end clamp screw.
contacts.
(7). Install contact tips.
(8). Use a Burndy insertion/extraction tool
(33) to push HYTIP snap-in contact
into the proper terminal block module (8). Remove identifying tags from wires.
of the terminal block assembly. (Refer
to applicable wiring diagrams.) E. Electrical Bonding Connector
Maintenance
(9). Plug MODULOK contact tips into
spring-loaded socket connectors and (Ref. Figure 19-5)
twist locking screw clockwise to the
locked position (spring fully com (1). When replacing a bonding jumper, use
pressed). solvent (1, Table 2-4) to remove all
traces of grease, oil or other nonconduc
NOTE: MODULOK modules may be set in ei tive film from the mating surfaces.
ther the quick-disconnect position or the Nonsoluble films should be removed by
locked position; the spring-loaded socket sanding and polishing with grade 400
connectors exert uniform pressure in either abrasive paper (20), using care to
position. The quick-disconnect position remove only a minimum of the base
should only be used to facilitate circuit ring- metal. The polished area should be
out. brushed clean.
D. Minilok and Modulok Terminal Block (2). After polishing aluminum alloys, apply
Replacement a brush coating of Iridite No. 14-2,
Class 3, chemical film protection (8) to
(1). Check that all electrical power is OFF. the mating surfaces.
Page 19−17
Revision 15
CSP-H-2
CADMIUM-PLATED OR
CRES SCREW OR BOLT
ALUMINUM OR MAGNESIUM STEEL SPRING
STRUCTURE LOCKWASHER
CADMIUM-PLATED
OR CRES WASHER
JUMPER (LIGHT SERIES)
AL ALY WASHER ( # )
AL ALY WASHER
(LIGHT SERIES)
SCREW/BOLT CONNECTION (TYP)
STANDARD OR LOW HEIGHT

STEEL LOCKNUT
STEP 3 AL ALY OR MAGNESIUM STRUCTURE

STEPS 1 AND 2
CADMIUM-PLATED OR CADMIUM-PLATED OR CRES PLAIN HEX NUT
CRES SCREW OR BOLT
CLEANING, CORROSION
PROTECTION AND FINISHING AL ALY WASHER (LIGHT SERIES)
STANDARD OR LOW HEIGHT

STEEL LOCKNUT
STUD CONNECTION (TYP)

AL ALY WASHER
(LIGHT SERIES)
JUMPER
STEPS 1 AND 2
STEEL SPRING
STEP 3 LOCKWASHER
BONDING JUMPER TO STRUCTURE ( * )
CADMIUM-PLATED OR CRES SHORT

THREAD SCREW OR BOLT
CLAMP ( * * )
CADMIUM-PLATED OR
CRES WASHERS
STANDARD OR THIN LOCKNUT

BONDING JUMPER TO TUBE ( * )
STEP 1. CLEAN TO BASE METAL: AREA 1-1/2 DIA. OF (#) NOT USED ON PLATED OR CRES STRUCTURE.
WASHER; AREA 1-1/2 CLAMP WIDTH AND INSIDE (*) USE CADMIUM-PLATED PARTS BELOW 300°F (149°C)
SURFACE OF CLAMP. (CLEAN CLAMP USE CRES PARTS ABOVE 300°F (149°C); USE
EAR-TO-TERMINAL MATING SURFACE.) WASHERS AGAINST STRUCTURE AS APPLICABLE TO
STEP 2. BRUSH COAT THE CLEANED AREA OF ALUMINUM THE STRUCTURE MATERIAL.
WITH CHEMICAL FILM (8, TABLE 2-4). (**) ALCLAD CLAMP FOR PLATED STEEL, AL ALY FOR MAG
STEP 3. APPLY CLEAR LACQUER (47) TO 1-1/2 DIA. OF ALY STRUCTURE. CADMIUM-PLATED STEEL CLAMP
CLEANED AREA. FOR NON-PLATED STEEL STRUCTURE (CRES CLAMPS
FOR CRES TUBE).
30-103A
Figure 19−5. Typical Requirement for Electrical Bonding Connections
Page 19−18
Revision 15
CSP-H-2
(3). When removed bonding jumpers are A voltage regulator, overvoltage relay and
reconnected, check that the clear reverse current relay function with the
lacquer finish, originally applied to the starter/generator to monitor, regulate and
cleaned mating surfaces, will not act as control generator dc output voltage, the
an insulator between the mating nominal 28 Vdc voltage for the electrical
surfaces. Restore mating surfaces to the system, charging of the battery and protect
cleaned condition, as necessary, from overvoltage. The starter/generator both
according to steps (1). and (2). above. starts the engine and generates dc electrical
power.
(4). After connecting a bonding jumper,
apply clear lacquer (47) to the exposed Battery temperature sensing equipment
area of the cleaned surface. monitors and provides a visual indication of
excessive battery temperature.
(5). Ensure that bonding jumpers do not
impede the operation of movable Voltage reduction and calibration resistors are
components. used for certain instruments and associated
equipment.
F. External Power Receptacle Replacement
Miscellaneous switches provide for application
(Ref. Figure 19-6) of dc power and control of related equipment.
(1). Check that all electrical power is OFF. The night lighting system is part of the
electrical system on a helicopter with instru
(2). Remove the two attaching screws and ment panel type B. Information is provided in
pull receptacle outward. Section 17 on electrically actuated instru
ments, caution and warning indicator lights,
NOTE: It may be necessary to disconnect the engine power out warning equipment, the
ground cable to gain sufficient slack for re associated sending units, and the other
ceptacle removal. If so, open right access components installed directly in the instru
door of pilot's compartment floor for access ment panel, excluding the control switches and
to cabling. circuit breakers.
(3). Disconnect cables and remove recep Refer to system coverage for information on
tacle. the engine starting pump (Ref. Sec. 12), the N2
trim actuator (Ref. Sec. 11), and cyclic trim
(4). Attach cables to terminals of replace
actuators (Ref. Sec. 7). Maintenance data for
ment receptacle and secure with
optional electrical equipment items such as
terminal nuts.
night lighting kit on a helicopter with instru
NOTE: The aft terminal is the negative (-) or ment panel type A, heated pitot tube, inter
ground terminal, the center terminal is the communication systems, etc., can be found in
positive (+) terminal, and the forward(small CSP-H-3, HMI Appendix A.
polarity pin) terminal is not used.
7. Voltage Regulator
(5). Install receptacle with two screws. (Ref. Figure 19-6) The static voltage regulator
(6). Reconnect any cabling disconnected to maintains a constant generator output voltage
obtain slack for receptacle removal. under varying speed and load conditions. The
regulator has a voltage adjustment range of
6. Electrical Equipment 26-30 volts and contains an overvoltage
circuit.
Electrical equipment consists of the basic
power supply, distribution and control compo A. Voltage Regulator Replacement
nents, and other electrical items installed as (1). Check that all electrical power is OFF.
standard equipment, in all configurations of
the 500 Series helicopter. (2). Open pilot's compartment floor left
access door, disconnect electrical
Such equipment includes the battery, starter/ connector, remove four mounting
generator, control switches, circuit breakers screws and washers, and lift out voltage
and power supply and control relays. regulator.
Page 19−19
Revision 15
CSP-H-2
MINILOK MODULE
TERMINAL BLOCK PILOT'S COMPARTMENT FLOOR
(TB7)
VOLTAGE
REGULATOR
RESISTOR BOARD
UTILITY RECEPTACLE (J103) (TB8) (R1, R2)
RESISTOR BOARD (R9)
(NOTE 2)
R10
ARMAMENT RECEPTACLE (J200)
R11
R12
BATTERY
EXTERNAL RECEPTACLE (J100)

( - ) NEGATIVE
TERMINAL PIN MODULOK
(TYP) (2 PLCS) TERMINAL
BLOCK (TB3)
POLARITY PIN
(NOT USED) MINILOK MODULE
TERMINAL BLOCK
(TB1)
( + ) POSITIVE
FWD TERMINAL PIN MINILOK MODULE
TERMINAL BLOCK
(TB5)
HEAT DUCT AND

VNE CARD COVER
CABIN HEAT SWITCH
(OPTIONAL)
SIDE-MOUNTED
SWITCH
FACE-MOUNTED
SWITCH
SPACER
ENG. DE-ICE ENG. DE-ICE
SWITCH SWITCH
(NOTE 1) (NOTE 1)
HEAT DUCT AND
BEZEL VNE CARD COVER
NOTES:
1. SWITCH INSTALLED AT RIGHT SIDE OF COVER WHEN PILOT
SEAT AT RIGHT POSITION.
2. FWD AND AFT CIGAR LIGHTER RESISTOR INSTALLATION
SHOWN, USED WITH INSTRUMENT PANEL TYPE A. 30-104E
Figure 19−6. Electrical Equipment (Cabin Locations)
Page 19−20
Revision 15
CSP-H-2
(3). Install replacement voltage regulator Table 19−4. Recommended Voltage Setting
with four screws and washers, and
Battery Ambient Temperature in
attach electrical connector. Voltage
Degrees
Setting
F (C)
(4). Perform an operational check of the
new regulator and make adjustment, as Up to 80 (26.9) 28. 5
necessary. 81 − 100 (27.4 − 38.1) 28.O
101 − 130 (38.6 − 54.9) 27. 5
B. Installed Voltage Regulator Adjustment
131 − 140 (55.5 − 60.5) 27.0
(Ref. Table 19-4) The voltage regulator is to be NOTE: Figures in Voltage Setting column
adjusted for a specific generator output voltage represent recommended constant potential
according to prevailing ambient temperature. charging voltages to which voltage regulator
is to be adjusted for listed temperatures.
(1). Connect a precision voltmeter to the
voltage regulator test jacks (Ref. (4). Increase Nl rpm to 68-70% and check
Figure 19-7). voltmeter reading. If reading is not as
shown in Table 19-4, open the adjust
NOTE: The voltmeter must be capable of mea ment screw cover, and on the connector
suring voltage within 0.25% full scale accu end of the voltage regulator, insert a
racy in the 0-50 Vdc range. A Weston Model small screwdriver, and turn adjustment
931, or equivalent, is recommended. Com screw slowly for incremental voltage
monly available multimeters have a much increase or decrease as necessary.
broader accuracy tolerance and are there Increments of 0.5 volt are possible.
fore unsatisfactory for use in setting the
(5). While maintaining full down collective
voltage regulator.
pitch, increase Nl rpm to approximately
77-80 percent.
(2). Start engine, keep collective pitch full
down and allow Nl idle speed to (6). Check voltmeter to see if voltage
stabilize. remains within the applicable tolerance
range. If necessary, readjust voltage to
(3). Turn off all unnecessary electrical remain within limits at engine speeds
loads. specified in steps (4). and (5). above.
(7). Rapidly increase electrical loads by
turning on all radio and electrical
equipment possible. Except for momen
tary fluctuations, the regulator must
maintain generator output at voltage
listed in Table 19-4 as indicated on
meter. If the electrical loads cause
voltage to vary outside this range,
replace voltage regulator and repeat
VOLTAGE
TEST JACKS steps (1).thru (6).
CONNECTOR
(8). Turn off electrical loads, reduce Nl rpm
to 68-70 percent, and repeat step (7).
Replace regulator if voltage setting
ADJUSTMENT
varies from that specified for an
SCREW COVER increase in electrical load.
VOLTAGE ADJUSTMENT
SCREW
30-105
(9). Shut down engine.
(10). Disconnect and remove voltmeter, close
Figure 19−7. Voltage Regulator Test Points voltage regulator adjustment screw
Page 19−21
Revision 15
CSP-H-2
cover, and tighten cover retaining This should occur at 32.0 ±1.0 volts
screw. indicated on meter M1. Return poten
tiometer to full CCW position.
C. Voltage Regulator Bench Testing
(11). Reset the overvoltage relay by switch
(Ref. Figure 19-8 for test equipment and ing Sl OFF and then ON.
wiring hookup)
(12). Turn switches OFF in the following
(1). Mount generator on vari-drive. order: S1, S3, S5, and S4, Disconnect
the voltage regulator.
(2). Connect voltage regulator into test
circuit. 8. Overvoltage Relay
(3). Adjust potentiometer R2 fully CCW (Ref. Figure 19-9) The overvoltage relay
while the load bank is off (switch S5 protects the 28 Vdc system from an overvol
OFF). Set switch Sl OFF and S3 and S4 tage condition. With the GEN OFF switch on,
ON. the normally closed contacts of the overvoltage
relay apply generator output to the SW
(4). Hold momentary contact switch S2 ON, (switch) circuit of the reverse current relay.
start vari-drive and adjust to bring When an overvoltage occurs in the range of
generator speed to 7200 rpm or above. 32.0 ±1.0 volts, the overvoltage relay ener
Voltage shown on meter M1 must not gizes, removing power from the switch circuit
exceed 10.75 volts; this indicates that of the reverse current relay to remove genera
the voltage regulator is in the simu tor output from the electrical system.
lated start mode.
No attempt should be made to
CAUTION adjust the overvoltage circuit in
(5). Release switch S2. Regulator must
regulate voltage to between 26.0-30.0 the helicopter. Adjustment is performed
Vdc as indicated on meter M1. only during bench test of the voltage regula
tor.
(6). Check that full range of voltage
adjustment potentiometer on voltage A. Overvoltage Relay Replacement
regulator is 26.0-30.0 Vdc as indicated
on meter M1. (1). Check that all electrical power is OFF.
(2). Gain access to overvoltage relay on

(7). Adjust generator speed to 10,750 rpm.
instrument panel structure by remov
Switch Sl ON and adjust the potentiom
ing fairing from left side of instrument
eter on the voltage regulator to 28.5
panel.
±0.3 Vdc as indicated on meter M1.
(3). Remove two screws, washers, and nuts
(8). Switch S5 ON and adjust the load bank that attach relay.
to a 100-ampere load as indicated on
meter M2; then switch S1 ON and then (4). Unsolder electrical wiring from relay
OFF. The voltage regulator shall terminal lugs.
regulate voltage under load surge
conditions. (5). Be sure insulation sleeving is used over
wires and solder wires to terminal lugs
(9). Decrease generator speed to 7200 rpm of replacement relay. Slide insulation
and apply a 100-ampere load; then sleeving over relay solder terminals.
switch Sl ON and OFF. The voltage Remove identifying tags if used.
regulator shall regulate voltage under
load surge conditions. (6). Locate overvoltage relay on mounting
panel and secure with screws, washers
(10). Adjust load bank to 10-20 ampere load. and nuts.
Switch S4 OFF. Adjust potentiometer
R2 CW until overvoltage relay operates. (7). Reinstall instrument panel fairing.
Page 19−22
Revision 15
CSP-H-2
0-50 VDC
VOLTMETER RHEOSTAT R2 CONNECTOR
M1 25 OHMS, 1000 W MS3106E14S-6S
V A VOLTAGE
E-
C REGULATOR
A+ B+ (UNDER TEST)
GEN B E D F
FUSE M2 0-200 A
6A
50 MV. A AMMETER
200A
SHUNT
SWITCH
S3 SPST
R1, 1W, 5%
120 OHMS
RESISTOR
BATTERY
SWITCH GENERATOR BATTERY 24 VDC
S1 SPST S4 SPST
TERMINAL TERMINAL
SWITCH + -
SWITCH
1 NC TERMINAL SWITCH
LOAD
3 BANK
5 F K1 S5
NO
TERMINAL
8 NC
6
4 NO
7 S2 SPST
MOMENTARY SWITCH
2 REVERSE CURRENT RELAY
OVERVOLTAGE RELAY
ITEM
NO. EQUIPMENT DESCRIPTION
1 VARI-DRIVE, 3,000-12,000 RPM (U.S. TYPE VEU-GSTD OR

EQUIVALENT).
2. DC GENERATOR, 28 VOLT (369A4550 OR EQUIVALENT).
3 NI-CAD BATTERY, 24 VOLT (369A4530 OR EQUIVALENT).
4 0-200A DC AMMETER (M2), 50 MV FULL SCALE (WESTON MODEL
931 WITH 50 MV, 200 AMPERE SHUNT, OR EQUIVALENT).
5 0-50 VDC VOLTMETER (M1), CALIBRATED WITHIN 0.25%, AT
0-50 VOLTS (WESTON MODEL 931 OR EQUIVALENT).
6 LOAD BANK, 0-150 AMPERES (SUN ELECTRIC COMPANY MODEL
GBL OR EQUIVALENT).
7 OVERVOLTAGE RELAY (369A4557 OR EQUIVALENT).
8 REVERSE CURRENT RELAY (HARTMANN A700XA OR EQUIVALENT).
9 SWITCHES AND WIRING AS REQUIRED.
30-106C
Figure 19−8. Test Hookup for Voltage Regulator
Page 19−23
Revision 15
CSP-H-2
UPPER INSTRUMENT PANEL

SUPPORT ASSEMBLY
R303 OIL PRESSURE

GAUGE ADJUSTMENT
(NOTE 3)
MINILOK MODULE
ASSY (TB502)
TERMINAL BLOCK (TB501)
RUBBER INSULATOR
COVER
KEY SWITCH
(NOTE 1)
OVERVOLTAGE RELAY (K103)

ENGINE POWER OUT WARNING UNIT (NOTE 2)
AUDIO AMPLIFIER
INDICATOR LIGHTS DIMMER ASSY
TERMINAL BLOCK (TB6)
LOWER INSTRUMENT PANEL

SUPPORT ASSY
NOTES:
1. WHEN REPLACING KEY SWITCH, USE AN3066-6 NUT
AND SHAKEPROOF WASHER IN PLACE OF NUT SUPPLIED
WITH KEY SWITCH.
2. COVER RELAY SOLDER TERMINALS WITH ELECTRICAL
INSULATION SLEEVING (31, TABLE 2-4).
3. PART OF CURRENT CONFIGURATION OIL PRESSURE
GAUGE CIRCUIT. 30-107C
Figure 19−9. Electrical Equipment Locations (Instrument Panel Type A)
Page 19−24
Revision 15
CSP-H-2
POST LIGHT
WIRE SPLICES
LIGHT AND
HORN HOUSING
(NOTE 1)
TB104
POST LIGHT
INSTRUMENT PANEL TB105 CAUTION AND (TYP) (NOTE 2)
STRUCTURE WARNING LIGHT
(TYP) (NOTE 1)
HOOD
INDICATING LIGHTS
DIMMER DS11
(NOTE 1)
TB106
(NOTE 4)
EPO WARNING
UNIT DS10 TB501
(NOTE 1) TB502
LOWER SWITCH AND
CIRCUIT BREAKER
PANEL
OVERVOLTAGE
RELAY K103 OVERVOLTAGE
RELAY K103
(NOTE 3)
TB101
J11 TB6
J9
J10 R9 CIGAR
R10 LIGHTER
R11 RESISTORS
R12
ACCESS PANEL
RELAY MOUNTING
PROVISIONS (TYP)
PEDISTAL
STRUCTURE
NOTES:
1. REFER TO SECTION 17.
2. REFER TO CSP-H-3.
3. EARLY CONFIGURATION ONLY.
4. NOT ON CURRENT CONFIGURATION. 30-186B
Figure 19−10. Electrical Equipment Locations (Instrument Panel Type B)
Page 19−25
Revision 15
CSP-H-2
9. Circuit Breaker Panel corner of the instrument panel in the basic

configuration. Mounting holes for four optional
(Ref. Figure 19-1) The circuit breaker panel, equipment control switches are also provided
located on the lower right side of the instru at this panel location. The basic control
ment panel, is a removable assembly with switches are one key type, two circuit breaker
provisions for mounting 14 pushbutton-type type, one pushbutton type, and two toggle
circuit breakers; 7 breakers are used in the type.
basic configuration.
Control functions are apparent from adjacent
The circuit breakers are normally depressed legends; the UTILITY and START PUMP
(button in) when the associated circuits are switches are the circuit breaker type that will
energized. snap to the off position if the circuit is over
When a circuit is overloaded, the circuit loaded. The switch marked UTILITY controls
breaker button pops out and de-energizes the power to the two-wire receptacle at the lower
circuit. left corner of the forward canted bulkhead
(Ref. Figure 19-6).
A. Circuit Breaker Replacement
A. Control Switch Replacement
(1). Check that all electrical power is OFF.
If the main power selector
(2). Remove the three screws that attach CAUTION switch is to be replaced, be sure
circuit breaker panel to instrument to disconnect the battery and external pow
panel. Pull panel out to expose wiring er.
to circuit breakers.
NOTE: When key switch (Ref. Figure 19-9) is
NOTE: Check the orientation of installed cir replaced, an AN3066-6 nut and a shake
cuit breakers. Observe that each column of proof washer are to be used in place of nut
breakers has a staggered installation; one supplied with replacement switch.
horizontal, then one vertical. This orienta
tion is required for installation clearance be (1). Check that all electrical power is OFF.
tween breakers and should be maintained. (2). Remove the two rectangular blank
(3). Disconnect wiring from circuit breaker panels and left side fairing from the
to be replaced; then remove hex nut and instrument panel to gain access to the
breaker. switch to be replaced (Ref. Sec. 17).
(4). Remove and discard the key washer (3). Remove hex nut or screws and washers
supplied with a new circuit breaker. as applicable; then remove switch far
enough to permit the wiring to be
(5). Position the replacement breaker for disconnected from the switch.
correct orientation and secure with hex
nut. Reconnect wiring and reinstall the (4). Position replacement switch and
circuit breaker panel. reconnect wiring; install attaching
hardware.
(6). Check operation of the new circuit
breaker. (5). Check operation of the new control
switch.
10. Control Switches
(6). Reinstall the left side fairing and blank
(Ref. Figure 19-1) Six individually removable panels on the instrument panel (Ref.
control switches are installed in the lower left Sec. 17).
Page 19−26
Revision 15
CSP-H-2
Table 19−5. Resistor Reference Designator

Circuit Purpose Location
Instrument cluster power R1 (reduce voltage) Part of TB8 terminal board mounted
supply on structure beneath pilot’s
compartment floor, left side
(Figure 19−6).
Voltage regulator/overvoltage R2 (calibrate sensing circuit sensitivity Same as R1 (mounted on TB 8,
relay sensing circuit for correct tripping of overvoltage relay (Figure 19−6).
when overvoltage condition occurs)
Ammeter R3 (calibrate low voltage output for Engine compartment right side oleo
indicator deflection proportional to support fitting (Figure 19−11).
main output)
TOT indicator R4 (calibration) Part of the resistor board TB9 on aft
end of TOT indicator in instrument
console.
Cigarette lighter R9, R10, R11, R12 (reduce voltage) Approximately the same as R1 and R2
(near TB8, Figure 19−6), or in the left
side of panel type B mounting
structure (Figure 19−10)
Instrument cluster lighting R112 (reduce voltage) Mounted on back of instrument cluster
(current 3−pack only) in instrument panel.
Oil pressure gage circuit R303, R304, R305 (calibration) Forward of instrument cluster on panel
(current 4−pack only) structure.
11. Voltage Reduction and Calibration (4). Restore wiring security where nylon
Resistors straps have been cut; use nylon twine
(30) if straps are not available.
(Ref. Table 19-5) Resistors are installed in
various circuits of the electrical system to (5). Check repaired circuit for correct
reduce the nominal supply voltage from 24 operation.
volts to 12 volts (dropping resistor), and to
adjust circuit voltage for proper circuit 12. Start Relay
performance (calibration resistor). These (Ref. Figure 19-11) The start relay, mounted
resistors may be identified and located by the aft of the reverse current relay on the oleo
following: support fitting at the right side of the engine
compartment, is a single-pole, single-throw,
A. Voltage Reduction and Calibration
normally open relay with enclosed contacts.
Resistor Replacement
The relay connects battery or external power
(1). Check that all electrical power is OFF. to the starter when the START switch on the
pilot's collective pitch stick is pressed. Refer to
(2). Gain access to resistor location. Cut CSP-H-3, HMI Appendix A for information
nylon straps if necessary to get wire optional engine automatic reignition compo
slack, disconnect wiring and remove nent used with the start relay.
defective resistor. A. Start Relay Replacement
NOTE: Terminal board TB8 should be removed (1). Check that all electrical power is OFF.
from the structure when replacementof ei
ther resistor R1 or R2 is necessary. (2). Slide back insulating boots and discon
nect cable terminal attaching hardware
(3). Use a pencil type soldering iron and tin and wiring from relay. Separately
alloy solder (48, Table 2-4) when insulate and tie back cable terminals to
installing replacement resistor. prevent an inadvertent short circuit.
Page 19−27
Revision 15
CSP-H-2
OLEO SUPPORT
FITTING
REVERSE CURRENT RELAY ENGINE HARNESS

RECEPTACLE
STA.
124
RESISTOR (R3)
NOTES: GROUNDING
1. SHADED SPOTS ARE CURRENT RETURN STUD
PATHS (BONDING-TO-GROUND).
2. COAT ALL EXPOSED ELECTRICAL STUDS,
TERMINALS AND ASSOCIATED CONNECTING
HARDWARE WITH LACQUER (47, TABLE 2-4)
AFTER ASSEMBLY (*REF. EXAMPLES). NOTE 1
START RELAY
30-108A
Figure 19−11. Replacement of Engine Compartment Relays
Page 19−28
Revision 15
CSP-H-2
(3). Remove relay mounting hardware and 14. Battery Relay

remove start relay.
The battery relay, mounted aft of the battery
(4). Check bonding surfaces for good at Sta. 64.37, is a single-pole, single-throw,
condition. Position replacement relay normally open relay with enclosed contacts.
on mounting surface and secure with The relay connects the battery to the main
attaching hardware. power bus when power selector switch is in
battery position.
(5). Connect wiring to terminals with
washers and nuts. Slide insulating A. Battery Relay Replacement
boots over studs. (1). Ensure all electrical power is OFF.
(6). Apply a coating of lacquer (47, (2). If installed, disconnect and remove
Table 2-4) to all exposed electrical battery.
studs, terminals, and associated
connecting hardware. (3). Disconnect wires and mark wires for
reinstallation.
13. Reverse Current Relay
(4). Remove hardware (two screws, two
(Ref. Figure 19-11) The reverse current relay, nuts and two washers) from relay
mounted on the oleo support fitting at the mount.
right side of the engine compartment, serves to (5). Replace relay.
isolate the battery and the 28 Vdc bus from the
generator. The relay will isolate the generator (6). Reinstall hardware and reconnect
from the 28 Vdc bus (and battery) when the wires.
generator switch is off, an overvoltage condi
tion exists, or when the battery voltage is (7). Reinstall battery, if required.
greater than the generator voltage and current B. Battery Relay Troubleshooting
flows in the reverse direction.
(1). Connect battery. Insure instrument
A. Reverse Current Relay Replacement panel circuit breaker is in.
(1). Check that all electrical power is OFF. (2). Turn power selector switch to BATT
position.
(2). Remove terminal nuts and washers,
and disconnect electrical wiring from (3). Check instrument panel for lights.
reverse current relay. Reinstall termi
nal nuts and washers. 15. APU Relay
(3). Insulate cable terminals to prevent The APU relay, mounted under the right fwd
inadvertent short circuit. seat on the right hand bulkhead, is a single-
pole, single-throw, normally open relay with
(4). Remove mounting hardware and enclosed contacts.
reverse current relay.
A. APU Relay Replacement
(5). Check that case bond surfaces are clean (1). Ensure all electrical power is OFF.
on replacement reverse current relay
and on mounting surface. Secure relay (2). Remove right hand passenger footwell.
with screws, washers and nuts.
(3). Disconnect wires and mark for reinstal
(6). Connect electrical wiring to terminal lation.
studs of reverse current relay. Secure
(4). Remove hardware (2 bolts, 2 nuts and 4
with washers and nuts.
washers) from relay mount.
(7). Apply a coating of lacquer (47, (5). Replace relay.
Table 2-4) to all exposed electrical
studs, terminals and associated (6). Reinstall hardware and reconnect
connecting hardware. wires.
Page 19−29
Revision 15
CSP-H-2
(7). Reinstall passenger footwell. (c). Solder wires to replacement switch

and remove tags.
B. APU Relay Troubleshooting
(d). Clean solder terminals and wiring
(1). Connect auxiliary power source. Ensure adjacent to terminals with MEK (22,
instrument panel circuit breaker is in. Table 2-4).
(2). Turn power selector switch to APU (e). Brush or spray switch terminals and
position. adjacent wiring with adhesive (122)
to provide bond for potting com
(3). Check instrument panel for lights. pound.
16. Collective Pitch Stick Switches (f). Form potting mold with electrical
tape (123); Position mold around
(Ref. Figure 19-12) The collective stick switch terminals and attach wires as
contains the START, N2 GOV and LDG LT shown; then fill mold with potting
switches. Wires from the switches are routed compound (124). Allow potting
through the center of the collective pitch stick compound to cure for eight hours
and out through two exit holes just aft of the minimum.
stick friction gear train. The wires from the
collective pitch stick switches are connected to (g). Place check washer on replacement
an electrical connector to facilitate removal of switch and attach switch to switch
the complete stick assembly. plate with lockwasher and panel nut.
Install knob on switch and secure in
A. Collective Pitch Stick Switch place by tightening setscrew.
Replacement
(h). Attach switch plate to stick housing
(1). Check that all electrical power is OFF. with four washers and screws.
(2). Cut twine or nylon strap securing (6). To replace START switch:
wiring to collective pitch stick, and
disconnect grounding terminals. (a). Loosen self-tapping screw in front
half of switch, unthread front half of
(3). Loosen two setscrews that secure grip switch from switch body, and remove
switch housing to stick. Feed wire slack switch from stick housing.
into stick while sliding switch housing
from end of stick. (b). Unsolder electrical wires attached to
switch terminals and tag-identify to
(4). Remove four screws and washers to facilitate reconnection.
detach switchplate.
(c). Solder wires to replacement switch
(5). To replace either N2 governor switch or and remove tags.
landing light switch:
(d). Position switch body in stick housing
(a). Use a small knife to cut and remove and secure to housing by threading
potting compound from wires and front half of switch onto switch body.
terminals at the base of the switch. Tighten self-tapping screw to pre
Avoid cutting wires and terminals. vent loosening of front half of switch.
Unsolder wires and tag-identify to
facilitate reconnection. (7). Assemble grip switch housing, stop
release spring and ring on collective
(b). Loosen knob setscrew and remove pitch stick. Carefully draw slack wire
knob, panel nut, lockwasher, check from stick, then tighten two housing
nut and switch. setscrews.
Page 19−30
Revision 15
CSP-H-2
SETSCREW KNOB
PANEL NUT
LOCKWASHER
KNOB
SWITCH IDENTIFICATION
PANEL NUT
PLATE
LOCKWASHER
CHECK NUT
N2 GOV SWITCH
(TYP)
CHECK NUT
LANDING LIGHT
SWITCH
IDLE STOP
RELEASE SPRING SETSCREW
START SWITCH
(HALF) RETAINING RING
(NOTE)
PILOT'S STICK GRIP

SWITCH HOUSING
THROTTLE START SWITCH

(HALF)
SETSCREW
SELF-TAPPING SCREW
(SUPPLIED WITH SWITCH)
IDLE STOP
RELEASE RING
NOTE: NOT USED ON ALL

COLLECTIVE PITCH STICKS.
30-109A
Figure 19−12. Replace of Collective Pitch Stick Switches
Page 19−31
Revision 15
CSP-H-2
(8). If nylon strap is not available, secure The light/switches are mounted in a light/
wiring to collective pitch stick at a point switch and horn housing installed on the hood
approximately one inch from holes with of the instrument panel.
twine (30).
NOTE: At intervals specified in CSP-H-4, an
(9). Connect electrical connector and attach operational check of the battery tempera
grounding terminal. ture sensing equipment is to be performed.
(10). Check replacement switch for proper A. Battery Temperature Sensing Equipment
operation by performing the engine Maintenance
starting procedure in the Owner's
Manual. NOTE: For view of light/switches and wiring
inside light/switch and horn housing, refer
17. Battery Temperature Sensing Equipment to Section 17.
(Ref. Figure 19-13) Battery temperature (1). As required, perform an operational
sensing equipment provides a monitoring check of battery temperature sensing
system with visual caution and warning light equipment.
indicators that illuminate at battery over-tem
peratures. (2). For information on low and high
temperature switch limits, Ref. Testing
The battery temperature sensing equipment of Battery Temperature Sensing
consists of two temperature indicator light/ Switches
switches and horn housing, interconnecting
wiring and associated attaching and mounting (3). Troubleshoot battery temperature
hardware. The equipment provides an amber sensing equipment according to
caution light indication when battery tempera information on troubleshooting caution
ture reaches 140°F, and a red warning light and warning light indicators.
indication at 160°F. Both indicator light/
switches contain a built-in press-to-test B. Battery Temperature Sensing Equipment
switch for testing internal lamps. Operational Check
The indicator light/switches are electrically NOTE: This operational check is required at in
interconnected to low and high temperature tervals specified in CSP-H-4.
sensing switches installed on a buss bar of the (1). Remove battery from helicopter.
ni-cad battery (Ref. Figure 19-14). The
switches are part of and are furnished with the (2). Check low and high temperatures
battery. sensing switches on battery bus bar for
correct operation at specified tempera
A rise in battery temperature to 140°F causes
tures.
the low temperature switch to close and apply
+dc voltage from the battery to illuminate the (3). Install battery in helicopter.
amber caution light. An increase of battery
temperature to 160°F causes the red warning (4). Inspect electrical wiring for security,
light to illuminate in the same manner. physical damage and continuity.
When depressed, the press-to-test switch on (5). With electrical power ON and PNL LT
each indicator applies +28 Vdc from the panel circuit breaker CB104 ON, alternately
lights circuit breaker CB104 to the associated depress and check that both 140°F and
light indicator for testing internal lamp 160°F light indicators illuminate.
illumination. Replace any defective lamps.
Page 19−32
Revision 15
CSP-H-2
RED 160° WARNING

AMBER 140° CAUTION LIGHT SWITCH
LIGHT SWITCH LIGHTS/SWITCH AND
HORN HOUSING
HOUSING
PLATE INSTRUMENT PANEL
CENTER FAIRING
ENGINE OUT
WARNING HORN
LIGHT INDICATORS IN HOUSING
BATTERY CONNECTOR
(NOTES 5, 7)
LOW TEMPERATURE (140°F) XDS24
SWITCH (NOTE 3) J529 P529
A A E559AA22 2 140° CAUTION
140°F YELLOW
(NOTE 1) 3 1 LIGHT-SWITCH
160°F RED C C E559AC22 AMBER
BUS BAR
(NOTES 5, 6) (NOTE 1) 2
D D 160° WARNING
3 1 LIGHT-SWITCH
HIGH TEMPERATURE B B RED
(160°F) SWITCH (NOTE 4)
XDS25
BATTERY
E559AB22
E559A22
+28 VDC FROM E508A22 (NOTE 2)
PANEL LIGHTS
CIRCUIT BREAKER E559AD22N
E510A22
WIRING DIAGRAM (NOTE 4)
NOTES:
1. PART OF WIRING HARNESS: ROUTE WITH EXISTING WIRING.
2. APPLIES ONLY TO 500S WITH TYPE A INSTRUMENT PANEL
(REF. SEC. 17) AND INCREASED GROSS WEIGHT CAPABILITY.
3. HIGH TEMPERATURE SWITCH IDENTIFIED BY RED MARK ON BUS BAR;
LOW TEMPERATURE SWITCH BY YELLOW MARK.
4. THIS WIRING DIAGRAM SHOULD BE USED WITH APPLICABLE ELECTRICAL
SYSTEM WIRING DIAGRAM IN SECTION 20 FOR COMPLETE CIRCUIT
IDENTIFICATION.
5. PART OF BATTERY.
6. WHEN SWITCH CLOSES, +VDC IS APPLIED FROM BUS BAR FOR LIGHT.
7. ON LATER BATTERIES, YELLOW CONNECTS TO J108-D AND RED
CONNECTS TO J108-B.
30−204A
Figure 19−13. Battery Temperature Sensing Equipment
Page 19−33
Revision 15
CSP-H-2
18. Battery A. Battery Maintenance
(Ref. Figure 19-14) The battery is a recharge Handling, servicing precautions, servicing,
able, nominal 24-volt, 13-ampere-hour, charging and cleaning instructions for the
l9-cell, nickel cadmium battery capable of battery are provided in Section 2.
starting the engine in temperatures from
-25° F (-32°C) to +130° F (+54°C). B. Battery Replacement
Early batteries are connected to the electrical (1). Check that all electrical power is OFF.
system by a two-pin keyed female connector
receptacle located at the inboard end of the (2). Raise pilot's floor left access door. For
battery case; the connector is provided with a better access, hand-press access door
smaller key pin to prevent polarity reversal pivot pins from hinge points and
between the mating halves of the connector. remove door.
Later batteries have a five-socket receptacle
connecting the battery to the electrical system If corrosion is present be
and temperature sensors to the battery WARNING tween the plug and recep
temperature warning lights. The arrangement tacle, the plug will be difficult to re
of pins in this receptacle prevents improper move. If excessive force is used to turn
connection of the connector halves. the plug on the hex nut-secured recep
tacle (Figure 19-14), it may rotate and
The 19 identical and individually replaceable cause the internal leads to short. When
battery cells are contained in separate molded normally required hand-pressure will
nylon cases and interconnected by bus bars. not release the plug, apply hydraulic
oil or equivalent, to the threaded con
nection. Allow enough time for the cor
The cells are equipped with removable filler
rosion deposits to soften so that plug
cap vent plugs that allow gasses from the cell
can be removed.
to escape through the vent when the battery is
in, or near, the up-right position. The filler cap
vent plugs also prevent electrolyte spillage (3). Disconnect battery plug and tempera
when the battery is tipped or inverted. ture sensing connector, or single plug if
single connector is used.
A mixture of potassium hydroxide and water is
(4). Remove four screws and washers that
used as the electrolyte; however, only pure
secure battery to mounting flanges.
distilled water is used for replenishment
purposes.
Avoid tilting the connector end
CAUTION of the battery downward during
The battery case, cover and end plates are the removal and handling after removal.
constructed from epoxy-impregnated fiber Any water or electrolyte in the battery case
glass. will collect at the connector leads and short
ing may occur.
The battery is secured to brackets on the
pilot's compartment floor structure by four (5). Lift battery and cover from the under
screws and washers installed through the floor compartment. Using suitable
cover and battery case. hardware, secure the cover to the
battery case, Place battery in a pro
Gases generated within the battery are vented tected area away from any lead-acid
from the cells to the inside of the cover and out type battery.
through the ventilation gap between each
upper side edge of the case and cover. Refer to (6). Install serviced battery and secure
CSP-H-3, HMI Appx A for installation battery and cover to mounting brackets
instructions of a battery compartment ventila with four mounting screws and wash
tion scoop. ers.
Page 19−34
Revision 15
CSP-H-2
HI-LIMIT SWITCH COVER NOTE 1

FIBERGLASS CELL HOLD-
SLEEVING DOWN BAR
FILLER CAP
VENT PLUG
LOW-LIMIT TERMINAL SCREW
SWITCH (NOTE 2)
BAFFLE
TERMINAL WASHER
BUS BAR
HIGH TEMPERATURE SWITCH
(RED PAINT MARK)
FILLER
TERMINAL VENT
RECEPTACLE CELL
BUSS WIRE (NOTE 3)
NOTE 4
VENTILATION CAP
(BOTH SIDES)
BENDIX 10-87324-9S
RECEPTACLE (NOTE 6)
NOTE 1
SEALANT NYLON
(NOTE 6) SEPARATOR
COVER WITH CASE

SEALANT
(NOTE 7) RECEPTACLE BUS STRIP
(NOTE 5) GUSSET
(OPT)
CONNECTOR SEPARATOR
(VINYL PLASTIC-COVERED
CORROSION RESISTANT
STEEL SHEET)
NOTES:
1. SCREW, WASHER AND NUT SHOULD NOT BE USED FOR
BENDIX 10-87324-9S SHIPMENT, HANDLING AND STORAGE.
RECEPTACLE (NOTE 5) 2. SCREW TORQUE:
MARATHON (SONOTONE); 15-18 IN.-LBS. (1.69-2.03 NM).
GULTON; 26-30 IN.-LBS. (2.94-3.39 NM).
3. CAUTION: COMPLETE SET OF EITHER GULTON CELLS
OR MARATHON (SONOTONE) CELLS MUST BE USED. mIXING
PLASTIC OF GULTON AND MARATHON (SONOTONE) CELLS IS NOT
WASHER ALLOWED. REFER TO THE APPLICABLE MANUFACTURER'S
PUBLICATION.
RECEPTACLE 4. CELLS ARE SHOWN NUMBERED FOR REFERENCE ONLY.
NUT 5. CONNECTOR BUS STRIPS AND BACK OF CONNECTOR
COVERED TO WITHIN 0.62 IN. (15.748 MM) OF CELL
NOTE 7 TERMINALS WITH 0.060 IN. (1.524 MM) THICK COATING OF
SEALANT (3, TABLE 2-4).
LOCKWIRE HOLES 6. CONNECTOR BACK FILLED AND CONNECTOR BUS WIRES
COVERED 0.25 IN. (6.35 MM) BEYOND ENDS OF RECEPTACLE
TERMINALS WITH SEALANT (3). INSULATION SLEEVING
REMOVED FROM CONNECTOR BUS LEADS UNDER SEALANT.
7. COVER WITH SEALANT (3).
30-110E
Figure 19−14. Replacement of Battery Components
Page 19−35
Revision 15
CSP-H-2
(7). Apply a generous coating of dielectric (2). Remove the bus bar equipped with
compound (185, Table 2-4) to the male sensors (sensors and connecting wires
and female connector pins and sockets attached).
and also the connector plug and
(3). Using a container, oil or water, ther
receptacle threads. All surfaces should
mometer and heat source, submerge
be coated, Connect battery plug and
sensor bus bar and check at battery
temperature sensing connector or single
sensor connector plug, or single connec
plug if used; then wipe away excess
tor receptacle pins A and C, for proper
compound.
heat range.
(8). Reinstall floor access door. (a). Low temperature switch -
Closes on temperature rise at
C. Battery Inspection
140° ±8°F.
(1). Check that all electrical power is OFF. Opens on temperature decrease at
100° ±8°F.
(2). Remove screws and washers that
secure battery to mounting brackets (b). High temperature switch -
and remove cover. Closes on temperature rise at
160° ±8°F.
Review the general battery Opens on temperature decrease at -
WARNING handling and servicing pre 130° ±8°F.
cautions outlined in Section 2 before (4). Clean the bus bar with MEK (22,
performing the following operations. Table 2-4) and reinstall.
(3). Inspect tops of cells for dust, dirt, white NOTE: The sensors may be removed from the
powder (potassium carbonate) or bus bar for testing or replacement by remov
spewed electrolyte. Refer to Section 2 ing the sealant and un-soldering wire con
for cleaning instructions. nections.
(4). Inspect receptacle bus strips, bus bars (5). Reinstall battery in helicopter.
and screws for security and evidence of (6). Inspect electrical wiring for security,
damage. physical damage and continuity.
(5). Inspect cells for cracks, evidence of (7). Perform a power ON operational check
overheating or other physical damage. of battery temperature sensing equip
Inspect cell bus bars for greenish color ment.
indicating acid contamination. Replace
battery if any such damage is detected. E. Repair of Battery
NOTE: Complete disassembly and reassembly
Electrolyte level inspection
CAUTION should be accomplished only
of battery is covered in the following proce
dures. Follow the procedures, in sequence,
when the battery has been fully charged and until the part or parts requiring repair or re
then allowed to rest for a period of 1 to 2 placement have been removed and rein
hours after charging. If the helicopter has stalled. Refer to battery manufacturer's
operated for a minimum of one hour or more maintenance instructions (Ref. Table 2-15)
of continuous flight, the battery may be con for repairs not covered in the procedures
sidered charged.
Discharge the battery before
(6). Reinstall cover and secure with four WARNING attempting disassembly. If
screws and washers. the battery bas not been discharged,
serious personal burns may result and
D. Testing of Battery Temperature Sensing damage to the battery may occur. Refer
Switches to Deep Cycling of Battery, Section 2.
NOTE: This test is required at intervals speci (1). Removing Bus Bars.
fied in CSP-H-4, HMI Appendix B.
(a). Remove the terminal screw and
(1). Remove the battery from helicopter. washer from each end of the bus bar.
Page 19−36
Revision 15
CSP-H-2
NOTE: Refer to Figure 19-14 and note the loca (e). For batteries with a dual connector,
tion of the bus bar with temperature sensing cut and remove the lockwire from the
switches. If required, remove sealant, un receptacle nut. Remove the receptacle
solder wire connections and remove with attached receptacle bus wires or
switches, according to step (7). strips from the case.
(b). Lift the bus bar from the cell. (f). For batteries with a single connector,
remove the four nuts, washers, and
(c). Clean bus bar with methyl-ethyl-ke screws that secure the receptacle to
tone (22, Table 2-4). the battery case and pull the recep
tacle forward to gain access to
(2). Removing Cells. attached wires.
NOTE: Each cell is removed from the battery (g). Remove sealant, if used, and unsold
case with a cell puller. Two battery bus bars er wires attached to the receptacle
and a piece of cord may be used to fabricate terminals.
a puller. Attach the cord to the hole at one
end of each bus bar. Initial removal of either (4). Replacing Battery Case
cell No. 5 or No. 6 will aid in the removal of (a). Disassemble the battery, steps (1).
other cells. thru (3).
(a). Remove screws and washers that (b). Using a stiff nylon brush and a
secure hold-down bars to battery 3-percent boric acid solution, wash
case. the replacement battery case; then
flush with clean water (cold if
(b). Remove the battery bus bars and/or
possible) to ensure that the case is
bus wires or strips from the cells.
clean. Dry the case with a clean
(c). Remove nylon separator when cloth, and then air-dry in a warm
required to permit removal of cells. area for at least 1 hour.
(d). Attach the cell puller to the cell (c). Reassemble battery components into
terminals; use the terminal screws the new case, steps (5). and (6).
and washers to secure the puller to (d). Deep cycle the battery (Ref. Sec. 2).
the cell.
(5). Installing Receptacle
(e). Lift the cell from the battery case. If
Observe correct polarity when
necessary, slightly rock the cell from CAUTION connecting the receptacle bus
side to side to work it loose.
wires or strips to the receptacle. Reversed
NOTE: Observe the polarity of the removed cell connections can damage the battery when it
to prevent reinserting the cell in reverse po is connected to the helicopter electrical sys
larity. tem.
(3). Removing Receptacle (a). Using a tin-alloy solder (48), solder
the two receptacle bus wires or strips
(a). Loosen and remove the two terminal and the two temperature sensor
screws and washers that secure the wires (single connector) to the
two receptacle bus wires or strips to terminals at the back of the recep
adjacent cells. tacle.
(b). Remove the bus bar that connects (b). For dual connector batteries, insert
cells No. 1 and No. 2. the receptacle into the battery case
and securely tighten the receptacle
(c). Remove the cell hold-down bar from nut. Using lockwire (2), safety the
the same side of the battery as the nut to the holes in the case.
connector separator.
(c). For single connector batteries, secure
(d). Remove the nylon separator and cell the receptacle to the battery case
No. 1. with four screws, washers and nuts.
Page 19−37
Revision 15
CSP-H-2
(d). For dual connector batteries, fill (e). Spray a thin film of WD-40 (101)
receptacle back and cover bus wires over entire top surface of battery and
or strips with sealant (3). For recep inside connector receptacle or coat all
tacle with bus wires, the receptacle exposed metal parts with petrolatum
back and wires are covered 0.250 (34).
inch (6.35 mm) beyond rear of
receptacle terminals. Insulation (f). Deep cycle the battery (Ref. Sec. 2),
sleeving must be removed from wires before returning the battery to
under sealant. For receptacle with service.
bus strips, receptacle back and strips (7). Replacement of Temperature Sensing
are covered to within 0.62 inch Switches
(15.748 mm) of cell terminals with
0.060 inch (15.24 mm) thick sealant (a). Remove sealant covering switches
coating. and unsolder wire connections,
remove switch.
(e). Position the connector separator (b). Install correct replacement switch in
inside the battery case so that open location shown in Figure 19-14 and
end butts against end of case, enclos torque to 5 - 15 inch-pounds (0.56
ing the two receptacle bus wires or - 1.69 Nm).
strips and the receptacle.
(c). Install fiberglass sleeving and solder
(f). Install the nylon separator and wire connections; red wire to high
removed cells, step (6). temperature switch and yellow to low
temperature switch.
(6). Installing Cells (d). Cover the switch connections with
sealant (3).
Do not intermix Gulton and
CAUTION Marathon (Sonotone) cells. Re (e). Check that high temperature switch
fer to the applicable manufacturer 's publi is identified by a red paint mark on
cation. the bus bar and renew, if required.
19. Starter/Generator
(a). Obtain a new or serviceable cell to
replace a defective cell. (Ref. Figure 19-15) A combined starter and
generator is used to start the engine and to
(b). Check that the cell is clean and provide primary 28-volt, direct-current power
position it in the battery case for for operation of the electrical system.
correct polarity orientation.
The starter/generator, a self-cooled unit, is
clamp-attached to a quick-disconnect mount
NOTE: When replacing a complete set of cells, ing flange on the engine power and accessory
install cells in order, No. 1 thru No. 9, the gearbox.
nylon separator, No. 19. and then No. 10
thru No. 18. A shear point is incorporated in the generator
drive shaft to protect the engine drive from
(c). Connect the bus bars and/or bus excessive torque loads.
wires or strips with terminal screws
The starter system consists of the starter/gen
and washers; the cup side of the
erator, start relay, voltage regulator and a
washer must be down. Torque screws
START switch located in the pilot's collective
to 15 - 18 inch-pounds (1.69 - 2.03
pitch stick.
Nm) for Marathon/ Sonotone or 26 -
30 inch-pounds (2.94 - 3.39 Nm) When pressed, the START switch energizes
for Gulton. the solenoid of the start relay and supplies
power from the power selector switch bus
(d). Install the hold-down bars on the through the BAT terminal of the reverse
case. current relay and start relay to the start
Page 19−38
Revision 15
CSP-H-2
winding (terminal board stud C) of the When performing as a generator, the starter/
starter/generator. During the time the START generator has a maximum continuous duty
switch is depressed, the voltage regulator rating of 30 volts, 150 amperes, over a range of
generator field circuit is open, so the starter 7200-13,000 rpm.
operates as a series motor.
NOTE: A similar and alternate starter/genera
The generator system consists of the starter/ tor (Bendix 30B69-15-A) may be installed
generator, reverse current relay, voltage to replace the standard starter/generator
regulator, an overvoltage relay, GENERATOR (Lear Siegler (LSI) 23032-020). Following
OUT light and the ammeter. paragraphs provide maintenance informa
tion for the standard starter/generator.
Generator operation is controlled by the Starter limitations for engine compressor
GEN-OFF switch. cleaning are given in Section 2.
At flight idle rpm and above, the voltage A. Starter/Generator Removal
regulator automatically maintains the correct
generator output voltage by varying the (1). Check that all electrical power is OFF.
generator field current.
(2). Disconnect electrical wiring from
The generator field circuit is protected by a 15 starter/generator terminal block;
ampere circuit breaker on the instrument insulate wiring terminals. Reinstall
panel. nuts and washers on studs.
When an overvoltage condition occurs, an (3). Loosen mounting clamp that secures
overvoltage relay is energized by the voltage starter/generator to mounting flange
regulator. The overvoltage relay opens the and remove starter/generator.
switch circuit of the reverse current relay to
remove generator output from the bus. (4). Remove four nuts and washers; then
remove mounting flange with gasket.
The reverse current relay prevents the battery
from discharging through the generator when (5). Install a suitable protective closure over
the output voltage falls below battery voltage. opening in mounting flange.
Electrical systems operate from the battery B. Starter/Generator Inspection

when the generator is OFF and the power (1). Preliminary Procedure
selector switch is at BATTERY.
(a). Remove lubricant from splines of
A terminal block on the starter/generator drive shaft. Clean vibration dampen
provides for connection of electrical wiring and er.
houses a radio frequency-interference filter.
(b). Remove brush cover and fan cover.
Access to the brushes in the starter/generator
is provided by a brush cover that is rotatable (c). Use clean, dry, compressed air to
in increments of 90 degrees. blow out brush dust.
Page 19−39
Revision 15
CSP-H-2
REVERSE CURRENT
ENGINE ACCESSORY RELAY
GEARCASE
GASKET ENGINE HARNESS

MOUNTING FLANGE DISCONNECT
(NOTE 5) OLEO SUPPORT
FITTING
MOUNTING CLAMP
TERMINAL BLOCK
GEN. OUTPUT
(AMMETER) START RELAY
GROUND CONNECTION CALIBRATION
RESISTOR (R3)
FIREWALL
STA 124
FAN COVER DAMPER AND DRIVE SHAFT

BRUSH ACCESS COVER
START/GEN. G300 END BELL
(NOTE 4)
O-RING
DRY SPLINED
DRIVE SHAFT
(NOTE 2)
DAMPER DAMPER
TERMINAL BLOCK WIRE CLUTCH BACK PLATE
LOOKING FORWARD P107B10
(ROTATED) WET SPLINED
VIBRATION
DRIVE SHAFT
DAMPENER
(NOTE 6)
(NOTES 1, 3)
ARMATURE
COMPANSATING
SERIES INTERPOLE
SHUNT
NOTES:
1. DAMPENER CLUTCH MUST EXERT SPRING PRESSURE RADIO NOISE
AGAINST BACK PLATE WITHOUT GAP BETWEEN CLUTCH (RFI) FILTER
AND PLATE. MINIMUN CLUTCH SPRING THICKNESS
0.015 IN. (0.381 MM); MINIMUM BRONZE FRICTION
FACING THICKNESS IS 0.010 IN. (0.254 MM) ON PLATE. C+ B+ A+ D E-
2. AT INSTALLATION, LUBRICATE SPLINES WITH GREASE
21, TABLE 2-4).
3. LSI MODEL 23032-20 ONLY.
4. LSI MODEL 23032-20 IS SHOWN ON THIS ILLUSTRATION;
BENDIX 30869-15-A IS SIMILAR.
5. PROPER MOUNTING FLANGE MUST BE UTILIZED TO
INSURE PROPER SPLINE DEPTH.
6. WET SPLINE STARTER GENERATOR. FOR CONVERSION
FROM DRY SPLINE TO WET SPLINE STARTER-GENERATOR,
REFER TO MDHI LETTER HL-72.
30-111F
Figure 19−15. Starter/Generator Replacement and Repair
Page 19−40
Revision 15
CSP-H-2
(2). Exterior Inspection SPRING
Replacement of a dampener
CAUTION clutch or back plate is required
SLOT IN BRUSHES
if it does not meet following requirements. (MAX WEAR POINT)
(a). Check that dampener clutch exerts

pressure against dampener back
END BELL VIEW
plate. Weak spring on clutch or gap
between these parts is not allowed.
30-112
(b). Inspect dampener clutch for cracks,
warpage, loose rivets and excessive Figure 19−16. Starter/Generator Bushing
wear on spring surface that mates Wear Limits
with dampener back plate. Minimum
spring thickness is 0.015 inch (0.381 C. Starter/Generator Repair
mm).
NOTE: Complete overhaul instructions with
(c). Inspect dampener back plate for parts breakdown for the starter/generator is
cracks and bronze friction facing for available from the Power Equipment Divi
wear. Minimum facing thickness is sion of Lear Siegler, Inc. (Ref. Table 2-15).
0.010 inch (0.254 mm). Instructions for maintenance of generator
brushes and for testing of a removed starter/
(d). Check splines on drive shaft for wear. generator are the only repair information
provided in this paragraph.
(e). Check fan for looseness on hub and
for cracked or bent condition.
(1). Removing Brushes
(f). Inspect terminal block for cracks,
breaks, loose or damaged terminal (a). Remove the four screws that secure
studs, and loose electrical connec the fan cover and brush access cover
tions. to the generator end bell; remove fan
cover.
(g). Inspect starter/generator housing for
any signs of damage, and inlet and (b). Remove the screw from the lead
outlet blower screens for clogging. terminal of each brush set and lift
out the brush sets.
(h). Inspect mounting clamp and mount
ing flange for condition, and mount (2). Checking Brush Spring Tension
ing flange attaching hardware for
security. (a). Remove brushes from starter/genera
tor.
(3). Interior Inspection
(a). Inspect commutator for pitting, (b). Cut a groove down the center of both
scoring or burned areas. edges and across the bottom of a new
brush. When prepared in this man
(b). Check brushes for cracks, chips, ner, the brush will have a continuous
frayed leads and loose shunt connec groove around three sides.
tions. Replace brushes if remaining
allowable wear (Ref. Figure 19-16) (c). Place a fine wire around the brush in
might be exceeded before next the groove; then insert the brush in
scheduled inspection. one of the brush holders. Tie the two
ends of the wire together to form a
(c). Check brush holder and end bell for loop and attach a fish-type spring
cracks and warpage. scale that is graduated in ounces.
Page 19−41
Revision 15
CSP-H-2
(d). Raise the brush by the scale until the (4). Running-in Brushes and Testing
lower end of the brush is even with starter/generator
the bottom edge of the brush holder.
When in this position, the brush
spring tension should be between 32 (a). Connect starter/generator and test
and 48 ounces. Take an average of equipment as shown in Figure 19-17.
several readings. If the spring Mount starter/generator securely in
tension is out of this range, replace suitable vee blocks.
the spring.
Be sure switch Sl is OFF. Do not
(e). Raise the brush by the scale until the CAUTION exceed 14-16 volts direct-cur
lower end of the brush is even with rent input; starter/generator may be dam
the bottom edge of the brush holder. aged.
(3). Replacing Brushes and Preliminary

(b). Start variable direct-current genera
Seating
tor and adjust output to 14-16 volts.
NOTE: New brushes must be properly seated
on the commutator surface. Although the (c). Connect 24 Vdc power supply.
brushes are of the instant-filming type,
they should be sanded and run-in for proper
seating before full load is applied to the (d). Adjust the 25-ohm potentiometer to
starter/generator. Failure to properly seat 3 ohms using the multimeter; then
the brushes can result in excessive sparking connect potentiometer into test
that will cause burning and pitting of the circuit.
commutator.
(e). Turn switch S1 momentarily ON,
(a). Place a strip of grade 5/0 or finer and then OFF. Observe direction of
sandpaper (9, Table 2-4), slightly the starter/generator shaft rotation.
wider than the combined width of the Rotation should be CCW when
two brush halves, around the commu viewing drive end of generator.
tator with the sand side out. Cut the
sandpaper strip to 0.125 inch (3.175
mm) less than the commutator (f). Turn switch S1 ON. Note that drive
circumference. Secure one end of the shaft rotates freely and that genera
sandpaper strip to the commutator tor output is indicated on meter M1.
surface with masking tape so that Adjust 25-ohm potentiometer until
the taped end will lead in the direc meter M1 indicates approximately 1
tion of rotation, and the other end ampere. Meter M2 should indicate
will remain loose. 25-35 amperes at this time. Continue
operation of starter/generator while
observing the sparking (commuta
(b). Install the brushes in place against
tion) at the brushes. As brushes wear
the sandpaper and set the brush
in, the sparking should decrease to
springs in position. Carefully rotate
pinpoints.
the armature by hand in the normal
direction of rotation (Ref.
Figure 19-16) until a full seat is (g). Turn off all electrical power and
obtained on each brush. Do not sand inspect the brushes for proper
excessively. seating. Brush faces should show
evidence of seating of 90 percent in
(c). Lift the brushes, and remove the axial direction and 100 percent of the
sandpaper. Remove all carbon dust axial contact should show evidence of
with dry, compressed air, connect the contact in the direction of rotation.
brush wire terminals, and proceed Blow out all brush dust with clean
with the brush run-in operation. dry compressed air.
Page 19−42
Revision 15
CSP-H-2
0-200A
AMMETER
A M2
STARTER-GENERATOR TERMINAL
TERMINAL BLOCK BOARD
C+
B+ 50 MV, 200A
M1 3-OHM SHUNT
FUSE RHEOSTAT
A+ A 25-OHM, 100W
5A 5A 22-OHM
E-
D NOTE
+
24 VDC POWER SUPPLY
-
A2 A1 + -
SWITCH X1
POWER VARIABLE V
S1 DC GENERATOR
X2 RELAY
100% 100% 100%

ITEM EQUIPMENT DESCRIPTION
NO.
1 VARIABLE VOLTAGE DC GENERATOR, 15AMPERE CAPACITY.
100% 90% 90%
2 0-5A DC, AMMETER (M1) (WESTON MODEL 931 OR EQUIVALENT).
SATISFACTORILY SEATED BRUSHES
3 50 MV, 200-AMPERE SHUNT (WESTON OR EQUIVALENT).
4 0-200A DC AMMETER (M2), 50-MV FULL SCALE (GENERAL ELECTRIC
TYPE DB13 OR EQUIVALENT).
UNSATISFACTORILY SEATED BRUSHES 5 POWER RELAY, 28 VDC, 200-AMPERE CONTACTS, SINGLE-POLE,

SINGLE-THROW (AN3371-2 OR EQUIVALENT).
NONSEATED AREAS 6 SWITCH (S1), SPST, 10 AMPERES AT 28 VDC.
SEATED AREAS
7 RHEOSTAT, 25-OHM, 1000-WATT (OHMITE MODEL U OR EQUIVALENT).
8 POWER SUPPLY, 10-36 VDC (N.J.E. MODEL 36-20 OR EQUIVALENT).
9 MULTIMETER (SIMPSON MODEL 260 OR EQUIVALENT).
NOTE: HELICOPTER AMMETER INDICATOR

CIRCUIT TERMINAL.
30-113A
Figure 19−17. Test Hookup for Starter/Generator and Brush Run−in
Page 19−43
Revision 15
CSP-H-2
(h). Reconnect electrical power and (b). Insert shaft end of starter/generator
repeat step (f). If additional brush into opening in mounting flange and
run-in is required, continue opera hold starter/generator tightly against
tion at 1 ampere indication on meter flange.
M1; if not, proceed to step (i).
(c). Install starter/generator V-clamp.
(i). Adjust the 25-ohm potentiometer Torque clamp nut to 50 inch-
until meter M1 indicates 4 amperes. pounds (5.65 Nm).
Meter M2 should indicate 25-35
(d). Tap around clamp with a rawhide
amperes.
mallet to seat clamp on flange.
(j). Turn all power OFF and disconnect Retorque clamp nut to 50 inch-
starter/generator. Remove from vee pounds (5.65 Nm).
blocks and reinstall brush cover. (e). Continue tapping around clamp and
retorquing clamp nut until nut no
D. Starter/Generator Installation longer turns when specified torque is
(1). Ensure that all electrical power is OFF. applied.
(7). Install electrical leads, washers and
(2). Remove protective cover from opening nuts. Tighten nuts and remove identify
in engine. ing tags.
(3). Install mounting flange with four nuts 20. Night Lighting System − Instrument Panel
and washers. Torque nuts to 100 - 140 Type B
inch-pounds (11.30 - 15.82 Nm).
On helicopters with instrument panel type B,
(4). Using a bottle brush and solvent (1, the night lighting system is standard equip
Table 2-4), clean the starter shaft and ment as part of the electrical system. The
mating engine splines. night lighting system is as described in
CSP-H-3, except as follows. Upper and lower
Before installation, check condi
CAUTION tion of seal in accessory drive
anti-collision lights are strobe type and
instrument panel lights for instruments and
gearbox. For wet-splined starter/genera indicators are bolt type lights built into the
tors, also ensure integrity of packing on hood. Wiring provision are incorporated for
starter/generator drive shaft. installation of optional incandescent anti-colli
(5). Lubricate splines on drive shaft of sion lights in place of strobe lights, if desired.
starter/generator with grease (21). Interconnection wiring for the night lighting
system, except for instrument panel lights, is
(6). Install starter/generator. shown in the applicable electrical wiring
diagram in Section 20. Wiring and other
Always support the weight of information for the panel lights for instrument
CAUTION the starter/generator during re and indicators on the hood is contained in
moval/installation. Damage can occur if CSP-H-3. Dimming circuit information for
weight is supported by the shear shaft. panel and instrument lights is provided in
Section 17. Otherwise, refer to CSP-H-3 for
(a). Align starter/generator with terminal all other information on the night lighting
block down. system.
Page 19−44
Revision 15
CSP-H-2
Section
20
Wiring and
Schematic Diagrams
CSP-H-2

CSP-H-2
TABLE OF CONTENTS
Section 20 Wiring and Schematic Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1

1. Wiring and Schematic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
A. Wire Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
B. Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-1
Figure 20-1. Electrical Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-2
C. Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
D. Reference Designator List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
Table 20-1. Reference Designator List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-3
Figure 20-2. Fuselage Wiring Diagram (369HS; 0001 - 0100) (369HM; 001 - 100)
(Sheet 1 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-16
Figure 20-3. Console Wiring Diagram, Instrument Panel Type A (369HS; 0001 - 0100)
(369HM; 001 - 100) (Sheet 1 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-22
Figure 20-4. Fuselage Wiring Diagram (369HS; 0101 - 0200) (369HM; 101 - 200)
(Sheet 1 of 7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-26
(369HM; 101 - 200) (Sheet 1 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-33
Figure 20-6. Fuselage Wiring Diagram (369HS; 0201 - 0410) (369HE; 101 - 215)
(369HM; 201 - 247) (Sheet 1 of 7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-37
(369HE; 101 - 215) (369HM; 201 - 247) (Sheet 1 of 4) . . . . . . . . . . . . . . . . . . . . . . . . 20-44
Figure 20-8. Fuselage Wiring Diagram (369HS; 0411 - 0625) (Sheet 1 of 7) . . . . . . . 20-48
Figure 20-9. Console Wiring Diagram, Instrument Panel Type B (369HS; 0411 - 0625)
(Sheet 1 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-55
Figure 20-10. Fuselage Wiring Diagram (369HS; 0626 & Subs) (Sheet 1 of 6) . . . . . 20-61
Figure 20-11. Console Wiring Diagram, Instrument Panel Type B (369HS; 0626 & Subs)
(Sheet 1 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-67
Figure 20-12. Fuselage Wiring Diagram (369HM; 248 & Subs) (Sheet 1 of 6) . . . . . . 20-73
Figure 20-13. Console Wiring Diagram, Instrument Panel Type T, with Center Console
(369HM; 248 & Subs) (Sheet 1 of 7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-79
Figure 20-14. Typical Electrical System Schematic, Instrument Panel Type A
(Sheet 1 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-86
Figure 20-15. Typical Electrical System Schematic, Instrument Panel Type B
(Sheet 1 of 5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-92
Figure 20-16. Typical Electrical System Schematic, Instrument Panel Type T
(Sheet 1 of 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20-97
Page 20-i
Revision 20
CSP-H-2

Page 20-ii
Revision 20
CSP-H-2
SECTION 20
WIRING AND SCHEMATIC DIAGRAMS
1. Wiring and Schematic Diagram (4). The following letter indicates segment
of wire in a wire number where the
Wiring and schematic diagrams for the wire passes through or branches at a
electrical system of the helicopter are provided connector or terminal block.
in this section. Wire identification and symbol
information for the diagrams are also included. (5). The number (or numbers) following the
segment designation is the standard
A. Wire Identification AWG wire size.
Wiring in the helicopter is identified by code of
numbers and letters at intervals throughout (6). If the wire is a ground portion of a
the wire length. The wiring indemnification circuit, the suffix N is added to indicate
code is as follows: a ground return.
(1). The initial number (is used) designates (7). Where a wire code is duplicated, the
unit number. unit number 1 or 2 is prefixed to
differentiate between the two circuits.
(2). The initial letter (or letters) designates
the circuit. B. Symbols
(3). The next number (or numbers) is the The graphic electrical symbols in the schemat
wire number that separates one section ic, and in the wiring diagrams where symbols
or leg of the circuit from all others. are used for clarity, are shown in Figure 20-1.
EXAMPLE: WIRE NUMBER 2P511A20N
2 P 511 A 20 N
Unit Number (if used) GROUND

Circuit Designation WIRE SIZE
Wire Number WIRE SEGMENT
Circuit Designation Circuit Function
A Armament Control
C Flight Control
D Ammeter and Miscellaneous
E Engine Instruments
F Flight Instruments
H Heating and Associated
J Engine Reignition
K Starting
L Lighting
M Utility
P Dc Power Distribution
Q Fuel and Oil
RV *Vhf Radio and Intercom
X Ac Power Distribution
NOTE: Function indicated with an asterisk ( * ) pertains to avionics equipment. Other miscellaneous circuit
designators are used for specific circuits of special equipment configurations and optional avionics and
navigation equipment.
Page 20−1
Revision 20
CSP-H-2
CONTACT, ELECTRICAL: RESISTOR:

ADJUSTABILITY GENERAL
* FIXED OR OR OR OR
*
WITH
ADJUSTABLE OR OR ADJUSTABLE OR
AMPLIFIER CONTACT
SLIDING
SWITCH:
ANTENNA FUSE
GENERAL
( + COLOR *
BATTERY,
LAMP + INDICATED
MULTICELL * BY LETTER)
PUSHBUTTON
CAPACITOR MACHINE, ( ABBREVIATED

OR NONLOCKING
ROTATING NAME)
OR OR
CIRCUIT ( ABBREVIATED
METER SAFETY
BREAKER NAME)
INTERLOCK
CLOSING
CIRCUIT PATH TRANSMISSION;
RETURN E OR WIRING; CABLES;
(GROUND) * WIRES CROSSING
AND NOT CONNECTED PRESSURE
*
COIL, RELAY OR
JUNCTION OR
CONNECTION * TEMPERATURE
CONNECTION, *
MECHANICAL
* SPLICE
SPLICE (SIZE USED
CONNECTOR; * TERMINAL, CIRCUIT
DISCONNECTING DEVICE AS REQUIRED)
JACK OR
OR
RECEPTACLE SHIELDED CABLE THERMISTOR
T
PLUG OR POLARITY THERMOCOUPLE

POSITIVE * *
+ NEGATIVE *
-
FEMALE CONTACT ANODE
* RECTIFIER TRANSISTOR OR
DIODE OR
MALE CONTACT *
* CATHODE PNP NPN
ZENER
JACK (AVALANCHE)
COAXIAL * DIODE
UNIJUNCTION
CONNECTOR TRANSISTOR
PLUG
BREAKDOWN
* DIODE
SILICON
COAXIAL CONTROLLED
CONNECTORS RECTIFIER
WITH OUTSIDE (SCR) G
RELAY OR
CONDUCTOR
WINDING, MACHINE
OR TRANSFORMER
NOTE: ASTERISK ( * ) INDICATES SYMBOL RECOMMENDED BY INTERNATIONAL ELECTROTECHNICAL COMMISSION.
30-130
Figure 20−1. Electrical Symbols
Page 20−2
Revision 20
CSP-H-2
C. Diagrams version 500M helicopter with instrument

panel type T.
The electrical system wiring diagrams,
Figure 20-2 thru Figure 20-11, provide wiring Electrical system diagrams for special versions
information for the basic electrical system. of the 500M are provided in Section 20 of the
appropriate part of the 500M HMI Supple
Wiring diagram application versus helicopter
ment.
model serial number is shown in the title of
each diagram and is listed below.
Electrical diagrams for optional equipment are
The wiring diagram show complete point-to- furnished in the applicable equipment group of
point wiring interconnections between all basic HMI Appendix A.
electrical system components.
D. Reference Designator List
The electrical system schematic diagrams,
Figure 20-14 thru Figure 20-16, schematically Table 20-1 contains a list of electrical equip
show typical electrical system for helicopters ment items used in the helicopter and shown
with instrument panel types A, B and normal in the wiring diagrams.
Table 20−1. Reference Designator List
Identification Reference End Use
AR500 369H4525 Audio Amplifier
B101 369A7171−9 Long. Trim Motor
B102 368A7170−7 Lat. Trim Motor
B103 368A7002 N2 Governor Motor
B250 369A8143 Start Pump Motor
B300 369H4533 Deicer Actuator Motor
B600 369H2488 Heater Actuator Motor
BT101 369A4530 Battery
368H4540 Battery
CB101 2TC12−5 Instrument
CB102 2TC12−5 Cyclic Trim
CB103 2TC12−5 N2 Governor
CB104 2TC12−5 Warning and Panel Light
CB105 2TC12−15 Gyros
CB106 2TC12−5 Engine Out
CB107 MS26574−2 ADF
CB108 2TC12−7−1/2 NAV/COM
CB109 2TC12−15 Cigar Lighter
CB110 2TC12−15 Landing / Hover Light
CB112 2TC12−15 Generator Field
CB115 MS24509−15 Anti−collision Light
CB117 MS24509−7 Utility Power
CB118 MS24509−7 Start Pump
CB119 MS24509−7 Position Light
CB120 MS24509−7 Pitot Heat
Page 20−3
Revision 20
CSP-H-2
Table 20−1. Reference Designator List (Cont.)

CB121 2TC12−5 Emergency Floats
CB122 2TC12−15 Single Sideband
CB124 MS24509−7−1/2 Engine Re−Ignition
CB126 MS26574−1 Transponder
CB127 MS25244−35 Searchlight
CB128 2TC12−5 Searchlight
CB600 MS25244−50 Hoist
CB601 2TC12−7−1/2 Hoist
CB603 2TC12−15 Cargo Hook
DS10 369A4540/369A4540−3/369A4514−3 Engine Power Out Warning Unit
DS11 2245−1 (Autronics) /369H6425 Dimmer Control
DS100 MS25241−4581 Landing Light Lamp
DS105 SC628 (Mallory) Engine Power Out warning Horn
DS200 30−0777−5 Strobe Light−Lower
DS201 30−0777−7 Strobe Light−Upper
DS201 1309 GE Map Light−Pilot’s
DS202 1495 GE Map Light
DS250 369A4589−3 / A7512−4 Left Position Light Lamp
DS251 369A4589−5 / A7512−24 Right Position Light Lamp
DS400 1683 (G.E.) 369A4588 Rear Position Light
DS401 4580 (G.E.) Searchlight Left
DS402 4580 (G.E.) Searchlight Right
E1 Under Floor, Center Web Ground Stud
E2 Console, Left Side Ground Stud
E3 Console, Left Side Ground Stud
E4 Under Floor, Right Side Ground Stud
E5 Under Seat, Left Side Ground Stud
E6 Under Seat, Left Side Ground Stud
E7 Under Seat, Right Side Ground Stud
E8 Under Floor, Right Side Ground Stud
E9 Canted Bulkhead, Left Side Ground Stud
E10 Engine Compartment
E12 Engine Compartment, Right Side
E13 Engine Compartment, Left Side
E14 Canted Bulkhead, Right Side Aft Cigar Lighter
E15 Canted Bulkhead, Right Side
E19 Pilot’s Map Light, Right Side
Page 20−4
Revision 20
CSP-H-2

E20 Under Seat, Left Side
E24 Under Pilot’s Floor Heated pitot Tube
E502 Ant. Disconnect, Upper Air Intake Fairing
E503 Ant. Transponder
G200 369A4517 Rotor Tach Generator
G300 369A4550 Starter / Generator
G301 369A4517 N1 Tach Generator
G302 369A4517 N2 Tach Generator
HR1 C7SZ15052A (Ford Motor Co.) Cigar Lighter, Front
HR2 369H6409 Heater−pitot Tube
HR3 C7SZ15052A (Ford Motor Co.) Cigar Lighter, Rear
J3 MPS−LRH−19C Audio Amplifier Connector
J4 M9PLSH19C (Winchester) Instr. Cluster Connector
J9 MS3120F22−41S Console Connector
J10 MS3120F14−19S Console Connector
J11 MS3120F−18−11S Console Connector
J12 SEE DS11 Dimmer Control
J13 32445 (AMP) Compass LT. Splice
J14 32445 (AMP) Compass LT. Splice
J15 32445 (AMP) Right Upper Panel LT.
J16 32445 (AMP) Left Upper Panel LT.
J20 32447 (AMP) Aft Cigar Ltr.
J21 32447 (AMP) Aft Cigar Ltr. Splice
J22 32447 (AMP) Aft Cigar Ltr. Splice
J23 32445 (AMP) Start Pump Light
J24 32445 (AMP) Start Pump Light
J31 32445 (AMP) Lower Panel Lt.
J100 AN2552A3A Ext. Power Receptacle
J103 JR2/4CP27−CC (Viking) Utility Power Connector
J109 XAC20SF0016 (Winchester) Right Cyclic Stick Connector
J112 XAC9SF0016 (Winchester) Right Collective Stick Connector
J113 XAC9SF0016 (Winchester) Left Collective Stick Connector
J114 32445 (AMP) Left Pos. Light Splice
J116 32445 (AMP) Right Pos. Light Splice
J130 XAC20SF0016 (Winchester) Left Cyclic Stick Connector
J133 32445 (AMP) Right Pos. Light Splice
J134 32445 (AMP) Left Pos. Light Splice
Page 20−5
Revision 20
CSP-H-2

J136 32445 (AMP) Landing Light Relay Splice
J138 32445 (AMP) Emergency Float Splice
J200 SG3102E28−66S (Bendix) Armament Connector
J250 MS3116E8−3S Start Pump Connector
J251 369A4599−3 Fuel Qty. Level Connector
J302 CA3100E10SL−3SF80 Auto−Reign. Kit Connector
J303 CA3100E22−19PF80 Engine Equipment Connector
J400 32445 (AMP) Rear Position Light Splice
J401 32445 (AMP) Rear Position Light Splice
J402 32445 (AMP) T/R Chip Detector Splice
J605 MS3124E12−3S Cargo Hook Connector
K3 369A4658 Landing Light Relay
K103 BE26−S28 (Babcock) Overvoltage Relay
K300 A700−XA (Hartman) Reverse Current Relay
K301 AN3371−2 Start Relay
K302 MS24166D Searchlight Relay
K303 MS24166D Searchlight Relay
M1 369H4518 Engine (N2) and Rotor Tach. Indicator
M2 369A4516 N1 Tach Indicator
M3 369A4521 Turbine Outlet Temp. Indicator
M4 369H4234−21 Instrument Cluster, 4−Pack
M4 369H6417 Instrument Cluster, 3−Pack
M5 M5600−2 (Hobbs) Hour Meter
M21 369H4526 Torque Indicator
M27 369H4505 Altimeter
M28 369H90041 Attitude Gyro
M29 (Supplied with Engine Start Counter
M502 369H90042 Directional Gyro
MP102 369H90042 Directional Gyro
MP501 369H90041 Attitude Gyro
P1 369A4593 Dual Tach Indicator Plug
P2 369A4593 N1 Tach Plug
P3 369A4595 Audio Amplifier Plug
P4 M9S952RH19C Instrument Cluster Connector
Page 20−6
Revision 20
CSP-H-2

P6 MS3196R16S−6S (C) Voltage Regulator Connector
P7 369A4595 Audio Amplifier Plug
P8 MRAC26SJT6 Dimmer Control Connector
P9 KPTM06F22A−41P Console Connector
P10 MS3126−F14−19P Console Connector
P11 MS3126−F18−11P Console Connector
P12 MS3126−F18−32S Dimmer Control Connector
P13 32445 (AMP) Compass Light Splice
P14 32445 (AMP) Compass Light Splice
P19 KPT06F14−18S Engine Power Out Warning (2200−3)
P130 MRAC20PJTC6H9 Left Cyclic Stick Connector
P20 32445 (AMP) Splices
P105 MS3106R10SL−3S (C) Longitudinal Trim Motor Connector
P106 MS3106R10SL−3S (C) Lateral Trim Motor Connector
P107 MS3108R10SL−3S (C) N2 Governor Connector
P108 SC06P24−9P (Bendix) Battery Plug
P109 369A4599 Rotor Tachometer Generator
P112 XAC9PC0306X Right Collective Stick Connector
P113 XAC9PC0306X Left Collective Stick Connector
P200 CS3106A28−66P Hoist
P202 369A4599 Rotor Tach Generator Connector
P250 MS3116E8−3S Start Pump Connector
P251 369A4593 Fuel Transmitter Connector
P300 369H8144 Upper Engine Chip Detector Connect
P301 369H8144 Lower Engine Chip Detector Connect
P302 CA3106E10SL−3PF80 Auto Re−Ignition Kit Connector
P303 CA3106E22−19SF80 Engine Harness Disconnect Connector
P305 369A4599 N1 Tach Generator Connector
P306 369A4599 N2 Tach Generator Connector
P400 32445 (AMP) Tail Light Splice
P402 32445 (AMP) Tail Rotor Chip Detector Splice
P605 MS3216F12−3P Cargo Hook Connector
P609 KPT06F8−4S Heater Actuator Connector
Page 20−7
Revision 20
CSP-H-2

P612 KPT06F8−4S Deicer Actuator Connector
R1 0200−C (Ohmite) 25Ω25 Watt Instrument Cluster Resistor
R2 120Ω1 Watt Over Voltage Relay Resistor
R3 3730 (Ohmite) 1Ω12 Watt Instrument Cluster Resistor
R4 1006 (Ohmite) TOT Calibration Resistor (TB9)
R6 50Ω5 Watt W / Wound Map Light Dimming Resistor
R9
R10
3−1/2 TE57FSI (Ohmite) Cigar Lighter Resistors
R11 1Ω55 Watt W / Wound
R12
R110 5KΩ2 Watt POT Instrument Panel Dimming Resistor
R112 1−D−40A−F−20 (Ohmite) Instrument Cluster Resistor
R251 369H4245−501 Fuel Qty. Level Resistor (Tank Unit)
R302 369A4534 Engine Oil Pressure Resistor (Sender)
R303 RV4LASA−101A (Allen−Bradley) Eng. Oil Press Ind. Adj. Trim POT
R304 1511 (Ohmite) 30Ω 8 Watt Eng. Oil Press Ind. Adj. Resistor
R305 1513 (Ohmite) 40Ω 8 Watt Eng. Oil Press Ind. Adj. Resistor
R501 (Bendix Radio) Intercom Side Tune POT
RT301 369A4533 Engine Oil Temperature Sender
S1 369A4548 Warn. Light Press−to−Test Switch
S2 MS25106−21 Battery / External Switch
S3 9577 Key Switch
S4 MS35059−22 Generator Switch
S10 369H92040 Auto Re−Ignition Pressure Switch
S11 MS35059−22 Auto Re−Ignition Arm Switch
S13 MS90311−231 Com 1 / Com 2 Switch
S104 369A4580 N2 Governor Switch
S105 369A4581 Landing Light Switch
S106 369A4582 Start Switch
S107 369A7313 Cyclic Trim
S107 RS36 Rear Map Light Switch
S199 MS27994−1 NR Disable Switch
S200 B−3707 (Tedeco) Main Gearbox Chip Det. Switch (Fwd)
S201 B−3148A (Tedeco) Main Gearbox Chip Det. Switch (Aft)
S202 369A5186 (Tedeco) Main Gearbox Oil Temp. Switch
S203 M−4013−15 (Hobbs) Main Gearbox Oil Pressure Switch
Page 20−8
Revision 20
CSP-H-2

S300 Furnished with engine Engine Upper Chip Detector Switch
S301 Furnished with engine Engine Lower Chip Detector Switch
S303 Furnished with engine Fuel Filter Switch
S400 369A5160 T/R Gearbox Chip Detector Switch
S601 SS−39 (Stackpole) Heater Switch
S602 SS−33 (Stackpole) Deicer Switch
SP1 32445 (AMP) Float System 369H92557
SP12 MS25181−2 Float System 369H92557
SP16 32445 (AMP) Engine Re−Ignition 369H90118
SP27 MS25181−2 Chip Detector, Gearbox, 369H4121
SP28 MS25181−2 Caution Warning Unit
SP29 MS25181−2 Gyro
SP30 MS25181−2 Map Light
SP31 MS25181−2 Engine Out
SP32 MS25181−2 Warning Horn−Engine Out
Page 20−9
Revision 20
CSP-H-2

SP33 MS25181−2 Position Lights
SP38 32445 (AMP) Anti−Collision Light Flashers
SP39 32445 (AMP) Map Light Light Rear
SP40 32445 (AMP) Map Light Light Rear
SP42 MS25181−2 Hoist
SP43 MS25181−2 Hoist
SP44 D121 Hoist
SP45 D121 Hoist
SP50 MS25181−1 Night Light Kit, 369H6420
SP51 32445 (AMP) Night Light Kit, 369H90062
SP66 32445 (AMP) Searchlight Kit, 369H90142
SP67 32445 (AMP) Searchlight Kit, 369H90142
SP69 32445 (AMP) Engine Out Warning, M50033
SP73 MS25181−2 Harness, 369H4126
SP74 MS25181 Console, 369H6416
Page 20−10
Revision 20
CSP-H-2

SP78 RBB22 Engine Out Warning, M50033
SP79 32445 Engine Start Counter C−20
SP80 32445 Engine Start Counter C−20
SP81 32445 (AMP) Audio Warning (DS 105)
SP82 32445 (AMP) Audio Warning (DS 105)
SP83 32445 (AMP) Battery Temperature Warning
SP91 32445 (AMP) Cigar Lighter Splice
SP114 32445 (AMP) Left Skid Light Splice
SP116 32445 (AMP) Right Skid Light Splice
SP119 32445 (AMP) Strobe Light Splice
SP136 32445 (AMP) Landing Light Splice
SP140 32445 (AMP) Pitot Heater Splice
SP205 32445 (AMP) Utility Light Splice
SP400 32445 (AMP) Tail Light Splice
SP401 32445 (AMP) Tail Light Splice
SP402 32445 (AMP) Tail Rotor Chips Light Splice
TB1−1 A22DNN20−1 Module
Page 20−11
Revision 20
CSP-H-2

Page 20−12
Revision 20
CSP-H-2

TB6 MS27212−1−6 Ground Buss
TB7−1 A6SNN20T−1 Module
TB7−6 A32DNN20T−1 Module
TB8 Board Resistor Board
TB10 MS27212−2−4 Junction
TB101 MS27212−2−2−7 Main 28V Buss
TB104 MS25036−101 Junction
TB105 MS25036−101 Junction
TB106 Ref. 369H6416 Audio Isolator
TB501 MS27212−1−4 28V Buss
Page 20−13
Revision 20
CSP-H-2

TC300 Supplied with Engine Thermocouple
VR1 369H4550 Voltage regulator
W1 369H4232 Buss on S−2
W2 369H6460 Ground Buss (TB6)
W3 (Ref.) Main Power Buss
XDS1 369A4572−7 Engine Out Warning Light
XDS2 369A4572−27 Eng. Oil Press. & Temp. Light
XDS3 369A4572−13 Chip Detector Light
XDS4 369A4572−15 Fuel Low Light
XDS5 369A4572−25 Fuel Filter Light
XDS6 369A4572−23 Generator Out Light
XDS7 369H4236 Start Pump On Light
XDS12 10410HS7−15 Trans. Oil Temperature Light
XDS13 10410HS7−14 Trans. Oil Pressure Light
XDS14 10410HS7−13 Engine Out Light
XDS15 10410HS7−16 Engine Chips Light
XDS16 10410HS7−19 Fuel Low Light
XDS17 10410HS7−21 Fuel Filter Light
XDS18 10410HS7−20 Generator Out
Page 20−14
Revision 20
CSP-H-2

XDS19 10410HS7−17 M/R Transmission Chip Light
XDS20 10410HS7−18 T/R Transmission Chip Light
XDS21 10410HS7−12 Press−To−Test
XDS24 MS25041−4 Battery Temperature (Amber)
XDS25 MS25041−2 Battery Temperature (Red)
Page 20−15
Revision 20
CSP-H-2
J303P
(TB1-11A) E513L20 E513M20 A
C
TB8 D
E513N20 E
R1 F
(25 Ω 25W) G
2 1 H
J
R2 D510B20 K
(120 Ω 1W) R3 (K301-X2) K502D20 M
P514A20 (TB1-8A) (1 Ω 12W)
2 1
1 2
S200
+ XMSN CHIP
(TB1-11B) E513C20 DET. FWD
S201
+ XMSN CHIP
E513E20
DET. AFT
E513F20
J9P
S400
A E555C22 (K300-ALARM) RT301 J402P
T/R XMSN
B K510E20 (TB1-6A) ENG OIL E513G20 CHIP DET
C E506C20 +
TEMP SNDR
D E507C20 P202
E D505C20
F E540A22 A G200 ROTOR
G M501B20 (J103-A) B TACH GEN
H P17B20 RT302
J E517C20
K E523C20 ENG OIL
+
L E505C20 PRESS SNDR
M P508G20 (TB3-1A)
N E513B22 (TB1-11A) E10 S202
P C506B22 (TB1-2A)
R L520L20 (TB1-2D) ROTOR OIL
S L531B20 (J205) TEMP SW
T E524A20
U E525A20
V E526B20 D503A20
W E522B20
X D508B22
Y D509C20 HR2
Z P515B16 SP140 (HEATED PITOT TUBE)
a F504B16 A B RED
b Q501B20 E24 BLK -
c L511B16 (P119-B) D506A22 M5
d E501B22 HOUR
e METER
f E527B20 +
g S203
h K504D22 (TB1-4C)
i
j E531C20
k P512A16 (K300-SW) E1 L515B20N D507A22
m
n P509B16 (P6-C) (J204) L515C20 ROTOR OIL
p P516B16 PRESS SW
q
r J251P R251
s L504B16 (K101-A1) B BLU
t P517A16 FUEL
D RED
QUANT.
E5 E502A20N E BLK
SENDER
H BLK
R9
(1 Ω 55W) J22P J20P HR3 P250J B250
P517E16 P517C16 P517D16 AFT LIGHTER
1 2 A START
J21P + E6 Q502A20N B PUMP
E15 H510A16N H510B16 -
30-131-1
Figure 20−2. Fuselage Wiring Diagram (369HS; 0001 − 0100) (369HM; 001 − 100)
(Sheet 1 of 6)
Page 20−16
Revision 20
CSP-H-2
TC300 VR1
P6 VOLTAGE REG.
(M3-) (TB9-2) RED E10A16
(M3+) (TB9-1) YEL E10A16 THERMOCOUPLE (TB3-1B) P508D20 A BATT SENSE
(TB3-1A) P508F16 B FIELD CONT
(P9-n) P509B16 C FIELD
E1 P22A20N D GND
BATT P108 (TB1-8A) P514B20 E OVER VOLT. RLY
BT101 A P502A(3-10) (S2-1) (TB1-6C) K502F20 F GEN. DISABLE
B P501A(3-10)N
J100
EXT PWR + P503A(3-10) (S2-3)
RECPT 28VDC - P504A(3-10)N E4
S108A
DS201
1 1 3 R6
PILOT L541A20
MAP LT BRT DIM 50 Ω±10% 5W
L542B20N
J103 UTIL RECP 2 2
A M501B20 (P9-G) DS202 E
B M502A20N E9 2
REAR L542C20N
MAP LT L550A20 S107
1
L531D20 L531E20
2 1
P205J
B103 P107 L531C20 L531B20 (P9-S)
A K505D20 (TB1-4A)
N2
B K506D20 (TB1-5A)
GOV REVERSE
C K507A20N CURRENT RELAY
K301 K300
B102 P106 START RELAY
A C504B22 (TB1-3A) (S2-2) P505A(3-10) BATT
LAT A2 A1 P505B(3-10)
B C507B22 (TB1-3C) P507A(3-10)
TRIM (TB3-1B) P508B16 GEN
C C503A22N E6 X2
K502D20 P508A(3-10)
(TB1-6D) K502C20 (P9-A) E555C22 ALARM
X1 (P9-k) P512A16 SWITCH
B101 P105 K503A20N P511A20N F
A C508B22 (TB1-1A)
LONG B C505B22 (TB1-1C) E13
TRIM C C502A22N E7 STARTER/
GENERATOR
A
D
B G300
C
E
E12 P510(3-10)N
P107B10
J303P P300/S300
ENG. CHIP
A E126J18
DET. UPPER
B
C E135F18 P301/S301
D P109A16 ENG. CHIP
E E126G18 DET. LOWER
F E103A18
G E104A18 S303
H E106A18 SP123 FUEL FILTER
J E107A18 WHT SWITCH SQ300
K D101A18
M P112F18 IGNITION
EXCITER IGN. GAP
P306 G302
N2
A TACH
B G301
GEN P305
N1
A TACH
B GEN
30-131-2
(Sheet 2 of 6)
Page 20−17
Revision 20
CSP-H-2
K101
LDG LT RELAY
XDS400
J400P J401 A1 A2
(TB1-2D) L520D20 L520E20 L520K20 TAIL (P9-s) L501B16
L544A20N
LT
L501C20
X1
J136P X2
(TB1-5C) L504A20 L504C20
J116P J117P
DS251 DS100
(TB1-2C) L520B20 L520C20 L520J20
RIGHT LDG
J133P J131P G E1 L503A16N L502A16
SKID LT
E7 L521C20N L521B20 L521A20
J114P J115P
(TB1-2C) L520F20 L520G20 L520H20 DS250
J134P J132P R LEFT
E6 L538C20N L538B20 L538A20 SKID
UPPER DS102
ANTI-COLL LT
P203J J118P J119P
L515A20 R L514B20 L514A20 YEL ANTI-COLL RED L511B16 (P9-c)
J120P FLASHER
YEL BLK E5
J204P LOWER
L515C20 L515B20N E1 ANTI-COLL LT
L512A20 R L512A20N
SP55 SP59
L555A20 A B L555B20 A B L555C20
P556 (RED)
SP52 SP56 SP60
1 GREY OR RED A B GREY OR RED A B GREY OR RED A B
SP53 SP57 SP61
2 WHT A B WHT A B WHT A B
SP54 SP58 SP62
3 BLK A B BLK A B BLK A B
STROBE
WHT (STOWED) J119P
PWR
SUPPLY RED L511B16 (P9-c)
AND BLK E8
FLASHER P557 (WHT) L556A20 DS201
SP65 DS200 UPPER BLK
1 GREY OR RED +400 VDC A B RED STROBE WHT
SP64 OR SP66 LWR RED
2 LT
WHT TRIGGER, +200 VDC A B WHT STROBE
SP63 OR SP67 LT
3 BLK GND A B BLK
30-131-3
(Sheet 3 of 6)
Page 20−18
Revision 20
CSP-H-2
RIGHT CYC. STICK RECP. LEFT CYC. STICK RECP. RIGHT COLL. STICK RECP. LEFT COLL. STICK RECP.
J109 J130 J112 J113
(TB1-7C) A510C20 H (P10-C) RV505B22 P (TB1-6D) K502B20 A (TB1-6C) K502G20 A
(TB1-9B) A508C20 J (TB5-2A) RV501A22 W (TB1-6A) K510B20 B (TB1-6B) K510D20 B
(TB1-9C) A509C20 K E5 RV502A22N T (TB1-5D) L504B20 C (TB1-5C) L504D20 C
(TB1-10B) A507C20 M (TB1-9D) A509A20 K E7 L505B20N D E9 L543A20N D
(TB1-10C) A506C20 N (TB1-10A) A507A20 M (TB1-4B) K505B20 E J
(TB5-2C) RV516C22 P (TB1-10D) A506B20 N (TB1-4D) K504B20 F (TB1-4B) K505C20 E
(TB1-3C) C507A22 R (TB1-7D) A510A20 H (TB1-5B) K506B20 H (TB1-4D) K504C20 F
(TB1-2B) C506D22 S (TB1-9A) A508B20 J J (TB1-5B) K506C20 H
(TB1-1B) C508A22 U (TB1-2B) C506C22 S K K
(TB1-3B) C504A22 V (TB1-3B) C504C22 V
(TB5-1A) RV508D22 W (TB1-3D) C507C22 R
(TB1-1D) C505A22 X (TB1-1B) C508C22 U
E7 RV524A22N T (TB1-1D) C505C22 X
LEFT CYCLIC STICK (369S) LEFT CYCLIC STICK (369M) RIGHT CYCLIC STICK (369M)
P130 P130 P109
P POS 2 XMIT SPARE SPARE

3 S112
W POS 1 ICS A GRAY SW A GRAY SW
1
B BLU B BLU
T 2 XMIT XMIT
S4 P BRN P BRN
SPARE T ORN S112 T ORN S111
A 10
B 9 SW RADIO RADIO
W VIO ICS W VIO ICS
S 6
R YEL L R YEL L
V 7 S107
R S WHT S107 S WHT S103
4 CYCLIC DN UP DN UP
DN U BLK CYCLIC U BLK CYCLIC
TRIM TRIM TRIM
V RED R V RED R
U 5 L R
UP X GRN X GRN
X 8 2ND POS 2ND POS
L WHT/BRN L WHT/BRN
S101
M WHT/BLU 1ST POS M WHT/BLU 1ST POS TRIGGER
N WHT/GRN COM N WHT/GRN COM
D WHT/VIO S109 SPARE D WHT/VIO
SPARE
TRIGGER SW SW
E WHT/GRAY E WHT/GRAY
H WHT/YEL UP S110 H WHT/YEL UP S102
J WHT/RED POD J WHT/RED POD
K WHT/ORN DN ELEV K WHT/ORN DN ELEV
LEFT COLL. STICK (369S/E) RIGHT COLL. STICK (369S/E) RIGHT COLL. STICK (369M) LEFT COLL. STICK (369M)
P113 P112 P112 P113
E C110F20 E C110A20 S108 E C110F20 S104 E C110F20 S108
S104
F C108G20 F C108E20 N2 GOV F C108G20 N2 GOV F C108G20 N2 GOV
N2 GOV
H C109F20 H C109A20 H C109F20 H C109F20
L123A20 L123A20
D L123B16 S105 D L123B16 S105
C L104C20 LDG LT C L104C20 LDG LT
S106 S106
B P111D20 B P111D20 START
START
A P112A20 A P112A20
J J
K K
30-131-4
(Sheet 4 of 6)
Page 20−19
Revision 20
CSP-H-2
J10P ARMT RECP.

V RV515B22 (TB7-6B) J11P J200
P RV512B22 (TB1-7A) A517B20 N
RV514C22 (TB7-4B) K
R L (TB1-10A) A507B20 K
S A
T RV508B22 (TB5-1A) A524A16 L
RV501C22 (TB5-2B) B (TB1-8C) A515C20 D
U C
N RV516B22 (TB5-2C) (TB1-8D) A514C20 E
RV506B22 (TB7-10A) D A519A16 F
A E
B RV507B22 (TB7-8B) A518A16 T
RV505B22 (J130-P) F
C G A520A16 H
D RV510F22 (TB5-1C) A521A16 C
RV525B22 (TB7-10B) H
E J A505A16 M
F RV526B22 (TB7-8D) J
RV527B22 (TB7-9B) A523A16
J
K RV528B22 (TB7-10C) A525A16 S
L (CAP & STOW) A526A8 A
M (TB1-9C) A509B20 P
H (TB1-7C) A510B20 R
G E5 A527A8N B
TB1-1 TB1- TB1-7

(P105-A) C508B22 A A A A A517B20 (J200-N)
(P130-U) C508C22 B B C508D22 (J109-U) B B
(P105-B) C505B22 C C (J109-H) A510C20 C C A510B20 (J200-R)
(J130-X) C505C22 D D C505A22 (J109-X) (J130-H) A510A20 D D
TB1-2 TB1-8
(P9-P) C506B22 A A (TB8-R1) P514A20 A A P514B20 (P6-E)
(J130-S) C506C22 B B C506A22 (J109-S) B B
(J116) L520B20 C C L520F20 (J114) C A515C20 (J200-D)
C
(P9-R) L520L20 D D L520D20 (J400) A514C20 (J200-E)
D D
TB1-3 TB1-9
(P106-A) C504B22 A A (J130-J) A508B20 A A
(J130-V) C504C22 B B C504A22 (J109-V) (J109-J) A508C20 B B
(P106-B) C507B22 C C C507A22 (J109-R) (J109-K) A509C20 C C A509B20 (J200-P)
(J130-R) C507C22 D D (J130-K) A509A20 D D
TB1-4 TB1-10
(P107-A) K505D20 A A (J130-M) A507A20 A A A507B20 (J200-K)
(J113-E) K505C20 B B K505B20 (J112-E) B B A507C20 (J109-M)
(P9-h) K504D22 C C (J109-N) A506C20 C C
(J113-F) K504C20 D D K504B20 (J112-F) (J130-N) A506B20 D D
TB1-5 TB1-11
(P107-B) K506D20 A A (P9-N) E513B22 A A E513L20 (J303-E)
(J113-H) K506C20 B B K506B20 (J112-H) B B E513C20 (SPLICE)
(J136) L504A20 C C L504D20 (J113-C) C C
D D L504B20 (J112-C) D D
TB1-6
(P9-B) K510E20 A A K510B20 (J112-B)
B B K510D20 (J113-B)
(P6-F) K502F20 C C K502G20 (J113-A)
(K301-X2) K502C20 D D K502B20 (J112-A)
30-131-5
(Sheet 5 of 6)
Page 20−20
Revision 20
CSP-H-2
TB3- TB5-
TB3-1 TB5-1
(P9-M) P508G20 A A P508F16 (P6-B) (P10-T) RV508B22 A A RV508D22 (J109-W)
(K300-GEN) P508B16 B B P508D20 (P6-A) B B RV508C22 (TB7-7B)
C C (P10-D) RV510F22 C C RV510C22 (TB7-2B)
D D D D
TB5-2
TB7-
(TB7-7D) RV501D22 A A RV501A22 (J130-W)
TB7-1
B B RV501C22 (P10-U)
A A CO-PILOT (RT) STA
(P10-N) RV516B22 C C RV516C22 (J109-P)
B B PILOT (LT) STA
D D RV516D22 (TB7-10D)
RV510P22 C C FRONT CNTR STA
RV510G22 D D RIGHT REAR STA
TB7-2 TB7-7
A A LEFT REAR STA A A MIC AUDIO LO CO-PILOT
B B (TB5-1B) RV508C22 B B ICS KEY (GND) LEFT STA
(TB5-1C) RV510C22
C C C C
PILOT STA MIC AUDIO LO
D D (TB5-2A) RV501D22 D D
TB7-3 TB7-8
A A CO-PILOT (RT) STA A A MIC AUDIO LO FRONT
B B (P10-B) RV507B22 B B ICS KEY (GND) CNTR STA
PILOT (LT) STA
C C FRONT CNTR STA C C
MIC AUDIO LO LEFT REAR
RV514D22 D D RIGHT REAR STA (P10-F) RV526B22 D D ICS KEY (GND) STA
TB7-4 TB7-9
A A LEFT REAR STA A A MIC AUDIO LO LEFT REAR
B B (P10-J) RV527B22 B B ICS KEY (GND) STA
(P10-R) RV514C22
C C C C
D D D D
TB7-5 TB7-10
A A PILOT (LT) STA (P10-A) RV506B22 A A FRONT CNTR STA
B B CO-PILOT (RT) STA (P10-E) RV525B22 B B RIGHT REAR STA XMIT
KEY
C C FRONT CNTR STA (P10-K) RV528B22 C C LEFT REAR STA (GND)
RV515C22 D D RIGHT REAR STA (TB5-2D) RV516D22 D D CO-PILOT (RT) STA
TB7-6
A A LEFT REAR STA
(P10-V) RV515B22 B B
C C
D D
30-131-6
(Sheet 6 of 6)
Page 20−21
Revision 20
CSP-H-2
P9J
GEN OUT ALARM A E555D22 (P8-CC)
KEY SW B K510A20 (S3-2)
ENG OIL TEMP C E506B22 (P4-B)
ENG OIL PRESS D E507B22 (P4-C)
AMMETER (GEN) E D505B20 (P4-E)
28 VDC IN F E540B22 (P4-F)
UTIL PWR G M501A20 (CB117-2)
OVER VOLT RELAY H P17A20 (K103-2)
FUEL LOW SW J E517D22 (P8-AA)
N1 TACH K E523B22 (P2-B)
FUEL QTY L D505B22 (P4-A)
GEN SW M P508C20 (S4-3)
ENG CHIP DETECTORS N E513D22 (P8-Z)
TRIM ACT P C506A22 (CB102-2)
POS LTS R L520A20 (CB119-2)
ENG OUT S L531A22 (CB106-2)
DUAL TACH T E524B22 (P1-D)
DUAL TACH U E525B22 (P1-E)
DUAL TACH V E526C22 (P1-A)
N1 TACH W E522C20 (P2-D)
HOUR METER X D508A22 (CB101-2)
XMSN OIL TEMP SW LO Y D509B22 (P8-Y)
GEN Z P515A16 (CB112-2)
PITOT HTR a F504A16 (CB120-2)
START PUMP b Q501A20 (CB118-2)
ANTI-COLL LTS c L511A16 (CB115-2)
INSTR CLUSTER 3-PACK d E501A22 (CB101-2)
e
DUAL TACH f E527C22 (P1-B)
g
N2 GOV h K504A22 (CB103-2)
i
N2 TACH GOV j E531D22 (P8-BB)
OVER VOLT RELAY k P512B16 (K103-8)
m
VOLTAGE REGULATOR n P509A16 (CB112-1)
CIG LTR p P516A16 (CB109-2)
q
r
LDG LT s L501A16 (CB110-2)
CIG LTR t P517B16 (HR1+)
P10J
MIC AUDIO HI V RV515A22 (TB502-4B)
P RV512A22
PHONE AUDIO HI R RV514B22 (TB502-3D)
S
R/R STA XMIT KEY GND T RV508A22 (TB502-8B)
PILOT (LT) STA ICS KEY GND U RV501B22 (TB502-8C)
COPILOT (RT) STA XMIT KEY GND N RV516A22 (TB502-9D)
FRONT CNTR STA XMIT KEY GND A RV506A22 (TB502-10A)
FRONT CNTR STA ICS KEY GND B RV507A22 (TB502-10C)
PILOT (LT) STA XMIT KEY GND C RV505A22 (TB502-9A)
GND D RV510D22 (TB6-1)
R/R STA XMIT KEY GND E RV525A22 (TB502-10B)
R/R STA ICS KEY GND F RV526A22 (TB502-8A)
L/R STA ICS KEY GND J RV527A22 (TB502-8D)
L/R STA XMIT KEY GND K RV528A22 (TB502-10D)
L
M
H
G
30-131-7
Figure 20−3. Console Wiring Diagram, Instrument Panel Type A (369HS; 0001 − 0100)
(369HM; 001 − 100) (Sheet 1 of 4)
Page 20−22
Revision 20
CSP-H-2
SWITCH/BREAKER PANEL CIRCUIT BREAKER PANEL
XDS7
2 1 P23J
A E560B22 E560A22 (P8-J) CB102 (TRIM ACT) CB101 (INST)
START PUMP 2 1 1 2
P24J (J9-P) C506A22 P506F16 E501A22 (J9-d)
“ON” LT 5A 5A
E561B22 E561A22 (P8-L) P506E16 D508A22 (J9-X)
P506G16
S1 (WARN LT) CB104 (WARN & PNL LTS) CB103 (N2 GOV)
(PRESS-TO-TEST) 2 1 1 2
(P8-V) E508A22 K504A22 (P9-h)
1 2 (S1-1) E508B22 5A 5A
(CB104-2) E508B22 E509A22 (P8-A)
P506V16
(P8-B) E511B22 3 4 E510A22 (TB6-5) CB106 (ENG OUT) CB105 (GYRO)
2 1 1 2
(P3-B) E567A22 P506D16 F501A22 (SP501)
(J9-S) E531A22 5A P506A16 (S2-2) 5A
CB117 (UTIL PWR)
1 2 CB108 (NAV/COM)
P506H10 M501A20 (J9-G) CB107 (DME)
7.5A 2 1 1 2
(TB501-2) RV520A16 P506T16 RV522A16 (TB501-1)
7.5A 2A
CB118 (START PUMP) P506P16
1 2
P506B10 Q501C20 (P8-N) CB110 (LANDING LT) CB109 (CIG LTR)
7.5A Q501A20 (J9-b) 2 1 1 2
(J9-s) L501A16 P516A16 (J9-p)
15A 15A
P506N10
S2 (MSTR SELECT SW) CB112 (GEN) P506C10 (S2-2)
P506A16 (CB106-1) 2 1
P506C10 (CB109-1) (J9-Z) P515A16
15A
P505A(3-10) (K300-BAT)
W1 2 (J9-n) P509A16
3 1
(J100+) P503A(3-10) P502A(3-10) (P108-A)
EXT OFF BAT
J15 P17J
PNL L533K22 L533J22 (SPLICE) L533H22 (TB502-6D)
S3 (KEY SW) LTS
1 2
K501A20 K510A20 (J9-B)
S4 (GEN SW)
1 2
(TB6-6) E521A22 E520A22 (P3-H) HR1 (FWD LIGHTER)
(J9-M) P508C20 3
+
4 (J9-t) P517B16 DS7
P513A20 (K103-6) -
(TB6-5) H501A16
CB120 (PITOT HEAT)
1 2
P506U16 F504A16 (J9-a)
10A
CB115 (ANTI-COLL LTS)

1 2
P506L10 L511A16 (J9-c)
15A
P506M16
CB119 (POS LTS)
1 2
L520A20 (J9-R)
7.5A
J16
PNL L533L22 (SPLICE) L533H22 (TB502-6D)
LTS
30-131-8
(369HM; 001 − 100) (Sheet 2 of 4)
Page 20−23
Revision 20
CSP-H-2
P8
XDS1 (ENG OUT WARN) U
1 X
R F530B22 C
F512A22 D
R E503B22 E DS11 (DIMMER
2 D502A22 F CONTROL UNIT)
E531A22 H
XDS2 (XMSN OIL TEMP & PRESS) K
E517A22
1 E513A22 M
R E555A22 P
(S1-2) E509A22 A
R (S1-3) E511B22 B
2
(CB118-2) Q501C20 N
XDS6 (GEN OUT) E559A22 R
(P3-F) E519A22 S
1 (P3-K) E518A22 T
A
J23 (DS7) E560A22 J
A E559B22 (CB104-2) E508A22 V
2 (TB6-5) E563A22 W
J24 (DS7) E561A22 L
XDS3 (CHIP DET) (J9-Y) D509B22 Y
1 (J9-N) E513D22 Z
A (J9-J) E517D22 AA
(J9-j) E531D22 BB
A E559C22 (J9-A) E555D22 CC
2 DD
(TB502-6A) L534A22
XDS4 (FUEL LOW)
1 INST CLUSTER 4-PACK
A P4J
A E559D22 (J9-L) E505B22 A E505A22 1 FUEL SENDER

2
(J9-C) E506B22 B E506A22 2 OIL TEMP
XDS5 (FUEL FLTR) (J9-D) E507B22 C E507A22 3 OIL PRESS
1 (TB6-6) D501B20 D D501A20 4 AMM (BAT)
A
(J9-E) D505B20 E D505A20 5 AMM (GEN)
A E559E22
2 (J9-F) E540B22 F E540C22 6 28 VDC IN
P1 (N2/NR TACH IND) (TB6-6) L535B20 H L535A20 7 GND
A E526C22 (J9-V) (TB502-6B) L534B22 J L534C22 8 LTS
B E527C22 (J9-f)
M1 H R112
E528A22 (TB6-4) L542A22
D E524B22 (J9-T) 20Ω8W
E E525B22 (J9-U)
M4
K103
P2 (N1 TACH IND)
(OVER VOLTAGE RELAY)
A A E529A22 (TB6-4) P512C22
M2 B M2 B E523B22 (J9-K)
D C E522D22 E522E22 (P3-A) 1 5
E522C20 (J9-W) P513A20 (S4-4)
369H4516-BSC 369H4516-3, -5, -7
2 6 P513B22
TOT IND
1 3 7
M3 R4 10 Ω 12W E10A16 YEL (TC300)
E10A16 RED (TC300)
TB9 2 4 8
P512B16 (J9-k)
P513C22
P506 (ATT GYRO IND) P17A20 (J9-H)
A
B SP501
C F501C22 F501A22 (CB105-2) P3J P7
D F502A22 RED (TB6-3) YEL
(P8-S) E519A22 F YEL F
WHT AUDIO
(P8-T) E518A22 K WHT K DS10
P507 (DIR GYRO IND) AMPLIFIER
(TB502-3C) RV514A22 C GRN GRN C (ENG PWR
A F503A22 RED (TB6-3) BLK H OUT WARN
B (S4-2) E520A22 H BLK
AR500 UNIT)
C F501B22 BLU (CB106-2) E567A22 B RED RED B
(AUTRONICS
D (P2-D) SPLICE E522E22 A VIO 2037-1) VIO A
(TB6-3) E510D20 E ORN ORN E
30-131-9
(369HM; 001 − 100) (Sheet 3 of 4)
Page 20−24
Revision 20
CSP-H-2
TB6
TB501
(E3) RV510E20N 1 RV510D22 (J10-D) +28 VDC FOR ADF/DME 1 RV522A16 (CB107-2)
+28 VDC FOR COMM RADIO 2 RV520A16 (CB108-2)
GND 2
BUS 3
E510D20 (P3-E)
3 F502A22 (P506-D) 4
F503A22 (P507-A)
E528A22 (P1-H)
(E2) E510B16N 4 E529A22 (P2-A)
E510A22 (S1-4)
5 E563A22 (P8-W)
H501A16 (HR1)
E521A22 (S4-1)
6 D501B22 (P4-D)
L535B20 (P4-H)
TB502-
TB502-1 TB502-2 TB502-3

COMBINED AUDIO A VHF XMIT MIC AUDIO A A
B VHF XMIT MIC AUDIO B B
C SHIELD C EPO WARNING AUDIO C RV514A22 (P3-C)
D D PHONE AUDIO HI D RV514B22 (J10-R)
TB502-4 TB502-5 TB502-6

A ICS (PAGE) MIC AUDIO A VHF COMM A L534A22 (P8-DD)
MIC AUDIO HI B RV515A22 (J10-V) VHF COMM RCVR SIDETONE B PNL VHF NAV B L534B22 (P4-J)
MIC AUDIO HI SHIELD C VHF XMIT KEY (GND) C LTS ADF C
D MIC AUDIO HI D DME D
RV511A22
TB502-7 TB502-8
VHF COMM RCVR SIDETONE A RIGHT ICS KEY (GND) A RV526A22 (J10-F)
ICS MIC OR COMBINED AUDIO B REAR STA XMIT KEY (GND) B RV508A22 (J10-T)
C PILOT (LEFT) STA ICS KEY (GND) C RV501B22 (J10-U)
D LEFT REAR STA ICS KEY (GND) D RV527A22 (J10-J)
TB502-9 TB502-10
PILOT (LEFT) STA XMIT KEY (GND) A RV505A22 (J10-C) XMIT KEY FRONT CENTER STA A RV506A22 (J10-A)
B (GND) RIGHT REAR STA B RV525A22 (J10-E)
C FRONT CENTER STA ICS KEY (GND) C RV507A22 (J10-B)
COPILOT (RIGHT) STA XMIT KEY (GND) D RV516A22 (J10-N) LEFT REAR STA XMIT KEY (GND) D RV528A22 (J10-K)
TB502-11
NAV AUDIO A
ADF AUDIO B
C
COMM RCVR AUDIO D
30-131-10
(369HM; 001 − 100) (Sheet 4 of 4)
Page 20−25
Revision 20
CSP-H-2
J303P
(TB1-11A) E513L20 E513M20 A
C
D
TB8 E513N20 E
F
R1 G
(25 Ω 25W) H
J
2 1 D510B20 K
R3 (TB1-14A) H503B22 L
R2
(1 Ω 12W)
(120 Ω 1W) (K301-X2) K502D20 M
P514A20 (TB1-8A) 1 2 (TB1-14B) H505B22 N
2 1 (TB1-14C) H504B22 P
S200
+ XMSN CHIP
(TB1-11B) E513C20 DET. FWD
S201
+ XMSN CHIP
E513E20
DET. AFT
J9P E513F20
A E555C22 (K300-ALARM) RT301 S400
J402P
B K510E20 (TB1-6A) T/R XMSN
ENG OIL E513G20
C E506C20 + CHIP DET
TEMP SNDR
D E507C20 P202
E D505C20
H P17B20 RT302
J E517C20
K E523C20 ENG OIL
+
L E505C20 PRESS SNDR
M P508G20 (TB3-1A)
N E513B22 (TB1-11A) E10 S202
P C506B22 (TB1-2A)
S L531B20 (J205) TEMP SW
T E524A20
U E525A20
V E526B20 D503A20
W E522B20
X D508B22
Y D509C20 HR2
a F504B16 A B RED
b Q501B20 E24 BLK -
c L511B16 (P119-B) D506A22 M5
d E501B22 HOUR
e H502B22 (S602-1) METER
f E527B20 +
g H506B20 (S601-1) S203
h K504D22 (TB1-4C)
i
j E531C20
k P512A16 (K300-SW) E1 L515B20N D507A20
m
n P509B16 (P6-C) (J204) L515C20 ROTOR OIL
p P516B16 PRESS SW
q
r J251P R251
s L504B16 (K101-A1) B BLU
t P517A16 FUEL
D RED
QUANT.
E5 E502A20N E BLK
SENDER
H BLK
R9
(1 Ω 55W) J22P J20P HR3 P250J B250
1 2 A START
E15 H510A16N H510B16 -
30-189-1
(Sheet 1 of 7)
Page 20−26
Revision 20
CSP-H-2
TC300 S602 (DEICER SW)

J103 UTIL RECP
(M3-) (TB9-2) RED E10A16 H502C22
THERMOCOUPLE A M501B20 (P9-G)
(M3+) (TB9-1) YEL E10A16 M502A20N
B E9 2 3
(P9-e) H502B20 H505C22 (TB1-14B)
1
J100 H503A22 (TB1-14A)
EXT PWR + 4 5 6
P503A(3-10) (S2-3) H505E22N
RECPT 28VDC - P504A(3-10)N E4 H504A22 (TB1-14C)
S108A H502D22
DS201 S601 (HEATER SW)
1 1 3 R6 E15
PILOT L541A20 H506C22
L542B20N 1 2 3 4
2 2 (P9-g) H506B20 H509B22 (TB1-13B)
DS202 E H507C22
2 H507A22 (TB1-13A)
REAR L542C20N H508C22 5 6 7 8
MAP LT L550A20 S107 H509D22N H508A22 (TB1-13C)
1
L531D20 L531E20 VR1
2 1 H509C22
P6 VOLTAGE REG.
P205J A BATT SENSE
(TB3-1B) P508D20
L531C20 L531B20 (P9-S) (TB3-1A) P508F16 B FIELD CONT
P609 E1 P22A20N D GND
BATT P108
(TB1-8A) P514B20 E OVER VOLT. RLY
B600 A H507B22 (TB1-13A) BT101 A P502A(3-10) (S2-1) (TB1-6C) K502F20 F GEN. DISABLE
HEATER B H509A22 (TB1-13B)
ACT C H508B22 (TB1-13C) B P501A(3-10)N REVERSE
CURRENT RELAY
B103 P107 K301 K300
A START RELAY
K505D20 (TB1-4A) (S2-2) P505A(3-10) BATT
N2 A2 A1
B K506D20 (TB1-5A) P507A(3-10) P505B(3-10)
GOV
C K507A20N (TB3-1B) P508B16 GEN
K502D20 X2 P508A(3-10)
(TB1-6D) K502C20 (P9-A) E555C22 ALARM
B102 P106 (P9-k) P512A16 SWITCH
A X1
LAT C504B22 (TB1-3A) K503A20N P511A20N F
B C507B22 (TB1-3C)
TRIM
C C503A22N E6 E13
STARTER/
GENERATOR
B101 P105 A
A C508B22 (TB1-1A) D
LONG B C505B22 (TB1-1C)
TRIM C B G300
C502A22N E7
C
E
E12 P510(3-10)N
P107B10
J303P P300/S300
ENG. CHIP
A E126J18
DET. UPPER
B
C E135F18 P301/S301
D P109A16 ENG. CHIP
F E103A18
G E104A18 S303
K D101A18
M P112F18 IGNITION
L EXCITER IGN. GAP
H503C20 G302
N H505A20 P612 P306
P H504C20 N2
A B300 A TACH
B DEICER B GEN G301
C ACTUATOR P305
D N1
A TACH
B GEN
30-189-2
(Sheet 2 of 7)
Page 20−27
Revision 20
CSP-H-2
K101
J605 LDG LT RELAY
CARGO
(TB1-17D) M522D20 A A1 A2
HOOK
M523B20N B (P9-s) L501B16
RECPT
L501C20
X1
J136P X2
(TB1-5C) L504A20 L504C20
DS100
E1 L503A16N LDG
XDS400 L502A16
J400P J401 LT
(TB1-2D) L520D20 L520E20 L520K20 TAIL L544A20N
LT
J116P J117P
(TB1-2C) L520B20 L520C20 (RED) L520J20 (RED) DS251
RIGHT
J133P J131P G
SKID
E7 L521C20N L521B20 (BLK) L521A20 (BLK)
J114P J115P
(TB1-2C) L520F20 L520G20 (RED) L520H20 (RED) DS250
J134P J132P R LEFT
E6 L538C20N L538B20 (BLK) L538A20 (BLK) SKID
UPPER DS102
ANTI-COLL LT
P203J J118P J119P
J120P FLASHER
YEL BLK E5
J204P LOWER
L512A20 R L512A20N
SP55 SP59
L555A20 A B L555B20 A B L555C20
P556 (RED)
SP52 SP56 SP60
SP53 SP57 SP61
SP54 SP58 SP62
STROBE
WHT (STOWED) J119P
PWR
AND BLK E8
2 LT
SP63 OR SP67 LT
3 BLK GND A B BLK
30-189-3
(Sheet 3 of 7)
Page 20−28
Revision 20
CSP-H-2
J109 J130 J112 J113
(TB1-1B) C508A22 U (TB1-2B) C506C22 S K K
(TB1-3B) C504A22 V (TB1-3B) C504C22 V
(TB5-1A) RV508D22 W (TB1-3D) C507C22 R
(TB1-1D) C505A22 X (TB1-1B) C508C22 U
E7 RV524A22N T (TB1-1D) C505C22 X
(TB1-19D) M522C20 A A
(TB1-19C) M521G20 B B
(TB1-19B) M521F20 D D
(TB1-19A) M520F20 E E
(TB1-16B) M503H20 F (TB1-16A) M503F20 F
(TB1-16D) M504J20 C (TB1-16C) M504H20 C
LEFT CYCLIC STICK (369S/E) LEFT CYCLIC STICK (369M) RIGHT CYCLIC STICK (369M)
P130 P130 P109

3 S112
1
B BLU B BLU
T 2 XMIT XMIT
S4 P BRN P BRN
A 10
B 9 SW RADIO RADIO
W VIO ICS W VIO ICS
S 6
R YEL L R YEL L
V 7 S107
TRIM TRIM TRIM
V RED R V RED R
U 5 L R
UP X GRN X GRN
X 8 2ND POS 2ND POS
L WHT/BRN L WHT/BRN
S101
SPARE
TRIGGER SW SW
P113 P112 P112 P113
E C110F20 E C110F20 S108 E C110F20 S104 E C110F20 S108
S104
F C108G20 F C108G20 N2 GOV F C108G20 N2 GOV F C108G20 N2 GOV
N2 GOV
H C109F20 H C109F20 H C109F20 H C109F20
L123A20 L123A20
D L123B16 S105 D L123B16 S105
S106 S106
START
A P112A20 A P112A20
J J
K K
30-189-4
(Sheet 4 of 7)
Page 20−29
Revision 20
CSP-H-2
J10P ARMT RECP.

J11P J200
V RV515B22 (TB7-6B)
P RV512B22 K (TB1-7A) A517B20 N
R RV514C22 (TB7-4B) L (TB1-10A) A507B20 K
S A A524A16 L
T RV508B22 (TB5-1A) B (TB1-8C) A515C20 D
U RV501C22 (TB5-2B) C (TB1-8D) A514C20 E
N RV516B22 (TB5-2C) D A519A16 F
A RV506B22 (TB7-10A) E
F A518A16 T
B RV507B22 (TB7-8B)
RV505B22 (J130-P) G A520A16 H
C
D RV510F22 (TB5-1C) H A521A16 C
E RV525B22 (TB7-10B) J A505A16 M
F RV526B22 (TB7-8D) A523A16 J
J RV527B22 (TB7-9B) A525A16 S
K RV528B22 (TB7-10C) (CAP & STOW) A526A8 A
L (TB1-9C) A509B20 P
M (TB1-7C) A510B20 R
H E5 A527A8N B
G
TB1-1 TB1- TB1-7

(P105-A) C508B22 A A A A A517B20 (J200-N)
(P130-U) C508C22 B B C508A22 (J109-U) B B
TB1-2 TB1-8
(J130-S) C506C22 B B C506D22 (J109-S) B B
(J116) L520B20 C C L520F20 (J114) C A515C20 (J200-D)
C
(P9-R) L520L20 D D L520D20 (J400) A514C20 (J200-E)
D D
TB1-3 TB1-9
(P106-A) C504B22 A A (J130-J) A508B20 A A
(J130-R) C507C22 D D (J130-K) A509A20 D D
TB1-4 TB1-10
(P9-h) K504D22 C C (J109-N) A506C20 C C
TB1-5 TB1-11
(J136) L504A20 C C L504D20 (J113-C) C C
D D L504B20 (J112-C) D D
TB1-6 TB1-12
(P9-B) K510E20 A A K510B20 (J112-B) A A
B B K510D20 (J113-B) B B
(P6-F) K502F20 C C K502G20 (J113-A) C C
(K301-X2) K502C20 D D K502B20 (J112-A) D D
30-189-5
(Sheet 5 of 7)
Page 20−30
Revision 20
CSP-H-2
TB1- (CONT) TB3-

TB1-13 TB3-1
(S601-2) H507A22 A A H507B22 (P609-A) (P9-M) P508G20 A A P508F16 (P6-B)
(S601-3) H509B22 B B H509A22 (P609-B) (K300-GEN) P508B16 B B P508D20 (P6-A)
(S601-7) H508A22 C C H508B22 (P609-C) C C
D D D D
TB1-14
(S602-2) H503A22 A A H503B22 (J303-L) TB5-
(S602-3) H505C22 B B H505B22 (J303-N) TB5-1
(S602-5) H504A22 C C H504B22 (J303-P) (P10-T) RV508B22 A A RV508D22 (J109-W)
D D B B RV508C22 (TB7-7B)
(P10-D) RV510F22 C C RV510C22 (TB7-2B)
TB1-15 D D
A A
B B TB5-2
C C (TB7-7D) RV501D22 A A RV501A22 (J130-W)
D D B B RV501C22 (P10-U)
(P10-N) RV516B22 C C RV516C22 (J109-P)
TB1-16 D D RV516D22 (TB7-10D)

(P11-G) M503J20 A A M503F20 (J130-F)
B B M503H20 (J109-F)
C C M504H20 (J130-C)
D D M504J20 (J109-C)
TB1-17
A A
B B
C C
D D
TB1-18
A A
B B
C C
D D
TB1-19
A A M520F20 (J109-E)
B B M521F20 (J109-D)
C C M521G20 (J109-B)
D D M522C20 (J109-A)
30-189-6
(Sheet 6 of 7)
Page 20−31
Revision 20
CSP-H-2
TB7-
TB7-1 TB7-7
A A CO-PILOT (RT) STA A A MIC AUDIO LO CO-PILOT
B B PILOT (LT) STA (TB5-1B) RV508C22 B B ICS KEY (GND) LEFT STA
RV510P22 C C FRONT CNTR STA RV507D22 C C

RV510G22 D D RIGHT REAR STA (TB5-2A) RV501D22 D D
TB7-2 TB7-8
A A LEFT REAR STA A A MIC AUDIO LO FRONT
(TB5-1C) RV510C22
C C RV525D22 C C
D D (P10-F) RV526B22 D D ICS KEY (GND) STA
TB7-3 TB7-9
A A CO-PILOT (RT) STA RV528D22 A A MIC AUDIO LO LEFT REAR
PILOT (LT) STA
RV514D22 D D RIGHT REAR STA D D
TB7-4 TB7-10
A A LEFT REAR STA (P10-A) RV506B22 A A FRONT CNTR STA
(P10-R) RV514C22 B B (P10-E) RV525B22 B B RIGHT REAR STA XMIT
KEY
C C (P10-K) RV528B22 C C LEFT REAR STA (GND)
D D (TB5-2D) RV516D22 D D CO-PILOT (RT) STA
TB7-5 TB7-11
A A PILOT (LT) STA A A
B B CO-PILOT (RT) STA B B

RV515C22 D D RIGHT REAR STA D D
TB7-6
A A LEFT REAR STA
(P10-V) RV515B22 B B
C C
D D
30-189-7
(Sheet 7 of 7)
Page 20−32
Revision 20
CSP-H-2
P9J
KEY SW B K510A20 (S3-2)
28 VDC IN F E540B22 (P4-F)
GEN SW M P508C20 (S4-3)
GEN Z P515A16 (CB112-2)
DEICER SW e H502A20 (CB103-2)
HEATER ACT g H506A20 (CB102-2)
N2 GOV h K504A22 (CB103-2)
i
m
q
r
LDG LT s L501A16 (CB110-2)
P10J
P RV512A22
S
L
M
H
G
30-189-8
(369HM; 101 − 200) (Sheet 1 of 4)
Page 20−33
Revision 20
CSP-H-2

XDS7
2 1 P23J
A E560B22 E560A22 (P8-J) CB102 (TRIM ACT) CB101 (INST)
START PUMP 2 1 1 2
“ON” LT P24J (J9-P) C506A22 P506F16 E501A22 (J9-d)
E561A22 (P8-L) (J9-g) H506A20 5A 5A
E561B22 P506E16 D508A22 (J9-X)
P506G16
S1 (WARN LT) CB104 (WARN & PNL LTS)
(PRESS-TO-TEST) CB103 (N2 GOV)
2 1 1 2
(P8-V) E508A22 K504A22 (P9-h)
1 2 (S1-1) E508B22 5A 5A
(CB104-2) E508B22 E509A22 (P8-A) H502A20 (J9-e)
P506V16
(P8-B) E511B22 3 4 E510A22 (TB6-5)
CB106 (ENG OUT) CB105 (GYRO)
2 1 1 2
CB117 (UTIL PWR) (P3-B) E567A22 P506D16 F501A22 (SP501)
(J9-S) E531A22 5A P506A16 (S2-2) 5A
1 2
P506H10 M501A20 (J9-G)
7.5A CB108 (NAV/COM) CB107 (DME)
2 1 1 2
CB118 (START PUMP) (TB501-2) RV520A16 P506T16 RV522A16 (TB501-1)
7.5A 2A
1 2 P506P16
P506B10 Q501C20 (P8-N)
7.5A Q501A20 (J9-b) CB110 (LANDING LT) CB109 (CIG LTR)
2 1 1 2
(J9-s) L501A16 P516A16 (J9-p)
15A 15A
S2 (MSTR SELECT SW) P506N10
CB112 (GEN) P506C10 (S2-2)
P506A16 (CB106-1)
P506C10 (CB109-1) 2 1
P505A(3-10) (K300-BAT) (J9-Z) P515A16
W1 2 15A
3 1 (J9-n) P509A16
(J100+) P503A(3-10) P502A(3-10) (P108-A)
EXT OFF BAT
S3 (KEY SW) J15 P17J

1 2 LTS
K501A20 K510A20 (J9-B)
S4 (GEN SW)
1 2
(TB6-6) E521A22 E520A22 (P3-H)
E520B22 (DS105-2) HR1 (FWD LIGHTER)
(J9-M) P508C20 3 4
P513A20 (K103-6) +
(J9-t) P517B16 - DS7
(TB6-5) H501A16
CB120 (PITOT HEAT)
1 2
P506U16 F504A16 (J9-a)
10A

1 2
P506L10 L511A16 (J9-c)
15A
P506M16
CB119 (POS LTS)
1 2
L520A20 (J9-R)
7.5A
J16
LTS
30-189-9
(369HM; 101 − 200) (Sheet 2 of 4)
Page 20−34
Revision 20
CSP-H-2
P8
1 X
R F530B22 C
2 F512A22 D
D502A22 F CONTROL UNIT)
XDS2 (XMSN OIL TEMP & PRESS) H
1 E513A22
R E517A22 K
2 E531A22 M
R E555A22 P
(S1-2) E509A22 A
XDS6 (GEN OUT) (S1-3) E511B22 B
1 (CB118-2) Q501C20 N
A
2 E559A22 R
A E559B22 (P3-F) E519A22 S
(P3-K) E518A22 T
XDS3 (CHIP DET) (J23) E560A22 J
1 (CB104-2) E508A22 V
A (TB6-5) E563A22 W
2 (J24) E561A22 L
A E559C22
(J9-Y) D509B22 Y
XDS4 (FUEL LOW) (J9-N) E513D22 Z
(J9-J) E517D22 AA
1 (J9-j) E531D22 BB
A
2 (J9-A) E555D22 CC
A E559D22 (TB502-6A) L534A22 DD
XDS5 (FUEL FLTR)
INST CLUSTER 4-PACK
1 P4J
A
2 (J9-L) E505B22 A E505A22 1 FUEL SENDER
A E559E22
P1 (N2/NR TACH IND) (J9-D) E507B22 C E507A22 3 OIL PRESS
A E526C22 (J9-V) (E2) D501B20N D D501A20N 4 AMM (BAT)
B E527C22 (J9-f)
M1 H E528A22 (TB6-4) (J9-E) D505B20 E D505A20 5 AMM (GEN)
D E524B22 (J9-T) (J9-F) E540B22 F E540C22 6 28 VDC IN
E E525B22 (J9-U)
(TB6-6) L535B20 H L535A20 7 GND
(TB502-6B) L534B22 J L534C22 8 LTS
P2 (N1 TACH IND) R112
A A E529A22 (TB6-4) L542A22
20Ω8W
M2 B M2 B E523B22 (J9-K)
D C E522D22 E522E22 (P3-A) K103 M4
E522C20 (J9-W) (OVER VOLTAGE RELAY)
369H4516-BSC 369H4516-3, -5, -7
P512C22
1 5
TOT IND P513A20 (S4-4)
1 2 6 P513B22
M3 R4 10 Ω 12W E10A16 YEL (TC300)
E10A16 RED (TC300)
TB9 2 3 7
4 8
P506 (ATT GYRO IND)
P512B16 (J9-k)
A P513C22
B SP501 P17A20 (J9-H)
C F501C22 F501A22 (CB105-2)
D F502A22 RED (TB6-3)
P3J P7
P507 (DIR GYRO IND) (P8-S) E519A22
(DS105-1) E519C20 E519B22 F YEL YEL F
A F503A22 RED (TB6-3) AUDIO
B (P8-T) E518A22 K WHT WHT K DS10
AMPLIFIER
C F501B22 BLU (TB502-3C) RV514A22 C GRN GRN C (ENG PWR
D (S4-2) E520A22 H BLK BLK H OUT WARN
AR500 UNIT)
(CB106-2) E567A22 B RED RED B
(P2-D) SPLICE E522E22 A VIO VIO A
(TB6-3) E510D20 E ORN ORN E
30-189-10
(369HM; 101 − 200) (Sheet 3 of 4)
Page 20−35
Revision 20
CSP-H-2
E3 TB501
+28 VDC FOR ADF/DME 1 RV522A16 (CB107-2)
E2 D501B20N (P4-D) +28 VDC FOR COMM RADIO 2 RV520A16 (CB108-2)
TB6 3
1 RV510D22 (J10-D)
4
2
GND
BUS E510D20 (P3-E)
3 F502A22 (P506-D)
F503A22 (P507-A)
E528A22 (P1-H)
4 E529A22 (P2-A)
E510A22 (S1-4)
5 E563A22 (P8-W)
H501A16 (HR1)
E521A22 (S4-1)
6 L535B20 (P4-H)
TB502-
TB502-1 TB502-2 TB502-3

TB502-4 TB502-5 TB502-6

A ICS (PAGE) MIC AUDIO A VHF COMM A L534A22 (P8-DD)
RV511A22
TB502-7 TB502-8
VHF COMM RCVR SIDETONE A RIGHT ICS KEY (GND) A RV526A22 (J10-F)
ICS MIC OR COMBINED AUDIO B REAR STA XMIT KEY (GND) B RV508A22 (J10-T)
C PILOT (LEFT) STA ICS KEY (GND) C RV501B22 (J10-U)
D LEFT REAR STA ICS KEY (GND) D RV527A22 (J10-J)
TB502-9 TB502-10
TB502-11 TB502-12
NAV AUDIO A A
ADF AUDIO B B
C C
COMM RCVR AUDIO D D
30-189-11
(369HM; 101 − 200) (Sheet 4 of 4)
Page 20−36
Revision 20
CSP-H-2
J303P
(TB1-11A) E513L20 E513M20 A
TB8 C
D
R1 E513N20 E
(25 Ω 25W) F
G
2 1 H
R2 J
(120 Ω 1W) R3
D510B20 K
P514A20 (TB1-8A) (TB1-14A) H503B22 L
2 1 (1 Ω 12W) (K301-X2) K502D20 M
1 2 (TB1-14B) H505B22 N
(TB1-14C) H504B22 P
S200
+ XMSN CHIP
E513E20 DET. FWD
SP27
(TB1-11B) E513C20 A B S201
+ XMSN CHIP
J9P E513H20
DET. AFT
A E555C22 (K300-ALARM) RT301 E513F20 E513F20
B K510E20 (TB1-6A) ENG OIL S400
C E506C20 + J402P
TEMP SNDR T/R XMSN
D E507C20 E513G20
E D505C20 CHIP DET
F E540A22 P202
G M501B20 (J103-A) A G200 ROTOR
H P17B20 B TACH GEN
J E517C20
K E523C20 RT302
L E505C20
M P508G20 (TB3-1A) ENG OIL
N E513B22 (TB1-11A) +
PRESS SNDR
P C506B22 (TB1-2A)
R L520L20 (TB1-2D) E10
S L531B20 (J205) S202
T E524A20 ROTOR OIL
U E525A20
E526B20 TEMP SW
V
W E522B20
X D508B22
Y D509C20 HR2 D503A20
a F504B16 A B RED -
Q501B20 D506A22 M5
b E24 BLK
c L511B16 (P119-B) HOUR
d E501B22 METER
e H502B22 (S602-1) +
f E527B20 S203
g H506B20 (S601-1)
h K504D22 (TB1-4C) SP30
i
j E531C20 (J204) L515C20 B A D507A20 ROTOR OIL
k P512A16 (K300-SW) PRESS SW
m E1 L515B20N
n P509B16 (P6-C)
p P516B16 J251P R251
q B BLU
r FUEL
D RED
s L504B16 (K101-A1) QUANT.
P517A16 E5 E502A20N E BLK
t SENDER
H BLK
R9 R11 P250J B250

(1 Ω 55W) (1 Ω 55W) A START
P519A16 E6 Q502A20N B PUMP
1 2 1 2
R12
(1 Ω 55W) J22P J20P HR3
P516C16 P520A16 P517C16 P517D16 AFT LIGHTER
R10 1 2 P517E16
(1 Ω 55W) J21P +
E15 H510A16N H510B16 -
1 2
30-190-1
Figure 20−6. Fuselage Wiring Diagram (369HS; 0201 − 0410) (369HE; 101 − 215)
(369HM; 201 − 247) (Sheet 1 of 7)
Page 20−37
Revision 20
CSP-H-2
TC300 J103 UTIL RECP S602 (DEICER SW)

(M3-) (TB9-2) RED E10A16 A M501B20 (P9-G) H502C22
(M3+) (TB9-1) YEL E10A16 THERMOCOUPLE
B M502A20N E9 2 3
(P9-e) H502B20 H505C22 (TB1-14B)
J100 1
H503A22 (TB1-14A)
EXT PWR + P503A(3-10) (S2-3) 4 5 6
RECPT 28VDC - H505E22N
P504A(3-10)N E4 H504A22 (TB1-14C)
H502D22
S108A
DS201
1 1 3 R6 S601 (HEATER SW)
PILOT L541A20 E15 H506C22
L542B20N 1 2 3 4
2 2 (P9-g) H506B20 H509B22 (TB1-13B)
DS202 E H507C22
2 H507A22 (TB1-13A)
REAR L542C20N H508C22 5 6 7 8
MAP LT L550A20 S107 H509D22N
1 H508A22 (TB1-13C)
L531D20 L531E20
2 1 H509C22 VR1
P205J P6 VOLTAGE REG.
L531C20 L531B20 (P9-S) (TB3-1B) P508D20 A BATT SENSE
P609 (P9-n) P509B16 C FIELD
E1 P22A20N D GND
H507B22 (TB1-13A) BATT P108
B600 A (TB1-8A) P514B20 E OVER VOLT. RLY
HEATER B H509A22 (TB1-13B) BT101 A P502A(3-10) (S2-1) (TB1-6C) K502F20 F GEN. DISABLE
ACT C H508B22 (TB1-13C)
B P501A(3-10)N REVERSE
CURRENT RELAY
B103 P107 K301 K300
A K505D20 (TB1-4A) START RELAY
N2 (S2-2) P505A(3-10) BATT
B K506D20 (TB1-5A) A2 A1
GOV P507A(3-10) P505B(3-10)
C K507A20N
(TB3-1B) P508B16 GEN
K502D20 X2 P508A(3-10)
B102 P106 (TB1-6D) K502C20 (P9-A) E555C22 ALARM
A C504B22 (TB1-3A) X1 (P9-k) P512A16 SWITCH
LAT K503A20N P511A20N F
B C507B22 (TB1-3C)
TRIM
C C503A22N E6 E13
STARTER/
GENERATOR
B101 P105
A C508B22 (TB1-1A) A
LONG B D
C505B22 (TB1-1C)
TRIM C C502A22N E7 B G300
C
E
E12 P510(3-10)N
P107B10
J303P P300/S300
ENG. CHIP
A E126J18
DET. UPPER
B
C E135F18 P301/S301
D P109A16 ENG. CHIP
F E103A18
G E104A18 S303
K D101A18
M P112F18 IGNITION
L EXCITER IGN. GAP
H503C20 G302
N H505A20 P612 P306
P H504C20 N2
A B300 A TACH G301
B DEICER B GEN P305
C ACTUATOR N1
D A TACH
B GEN
30-190-2
(369HM; 201 − 247) (Sheet 2 of 7)
Page 20−38
Revision 20
CSP-H-2
K101
J605 LDG LT RELAY
CARGO
(TB1-17D) M522D20 A A1 A2
HOOK
M523B20N B (P9-s) L501B16
RECPT
L501C20
X1
J136P X2
(TB1-5C) L504A20 L504C20
DS100
E1 L503A16N LDG
XDS400 L502A16
J400P J401 LT
LT
J116P J117P
(TB1-2C) L520B20 L520C20 (RED) L520J20 (RED) DS251
RIGHT
J133P J131P G
SKID
E7 L521C20N L521B20 (BLK) L521A20 (BLK)
J114P J115P
(TB1-2C) L520F20 L520G20 (RED) L520H20 (RED) DS250
J134P J132P R LEFT
E6 L538C20N L538B20 (BLK) L538A20 (BLK) SKID
UPPER DS102
ANTI-COLL LT
P203J J118P J119P
J120P FLASHER
YEL BLK E5
J204P LOWER
L512A20 R L512A20N
SP55 SP59
L555A20 A B L555B20 A B L555C20
P556 (RED)
SP52 SP56 SP60
SP53 SP57 SP61
SP54 SP58 SP62
STROBE
WHT (STOWED) J119P
PWR
AND BLK E8
2 LT
SP63 OR SP67 LT
3 BLK GND A B BLK
30-190-3
(369HM; 201 − 247) (Sheet 3 of 7)
Page 20−39
Revision 20
CSP-H-2
J109 J130 J112 J113
(TB1-1B) C508A22 U (TB1-2B) C506C22 S K K
(TB1-3B) C504A22 V (TB1-3B) C504C22 V
(TB5-1A) RV508D22 W (TB1-3D) C507C22 R
(TB1-1D) C505A22 X (TB1-1B) C508C22 U
E7 RV524A22N T (TB1-1D) C505C22 X
(TB1-19D) M522C20 A (TB1-18D) M522A20 A
(TB1-19C) M521G20 B (TB1-18C) M521E20 B
(TB1-19B) M521F20 D (TB1-18B) M521C20 D
(TB1-19A) M520F20 E (TB1-18A) M520C20 E
(TB1-16B) M503H20 F (TB1-16A) M503F20 F
(TB1-16D) M504J20 C (TB1-16C) M504H20 C
LEFT CYCLIC STICK (369S/E) LEFT CYCLIC STICK (369M) RIGHT CYCLIC STICK (369M)
P130 P130 P109

3 S112
1
B BLU B BLU
T 2 XMIT XMIT
S4 P BRN P BRN
A 10
B 9 SW RADIO RADIO
W VIO ICS W VIO ICS
S 6
R YEL L R YEL L
V 7 S107
TRIM TRIM TRIM
V RED R V RED R
U 5 L R
UP X GRN X GRN
X 8 2ND POS 2ND POS
L WHT/BRN L WHT/BRN
S101
SPARE
TRIGGER SW SW
P113 P112 P112 P113
E C110F20 E C110F20 S108 E C110F20 S104 E C110F20 S108
S104
F C108G20 F C108G20 N2 GOV F C108G20 N2 GOV F C108G20 N2 GOV
N2 GOV
H C109F20 H C109F20 H C109F20 H C109F20
L123A20 L123A20
D L123B16 S105 D L123B16 S105
S106 S106
START
A P112A20 A P112A20
J J
K K
30-190-4
(369HM; 201 − 247) (Sheet 4 of 7)
Page 20−40
Revision 20
CSP-H-2
J10P ARMT RECP.

J200
V RV515B22 (TB7-6B)
P RV512B22 (TB1-7A) A517B20 N
RV514C22 (TB7-4B) J11P (TB1-10A) A507B20 K
R
S K A524A16 L
T RV508B22 (TB5-1A) L (TB1-8C) A515C20 D
U RV501C22 (TB5-2B) A (TB1-8D) A514C20 E
N RV516B22 (TB5-2C) B A519A16 F
A RV506B22 (TB7-10A) C A518A16 T
B RV507B22 (TB7-8B) D
RV505B22 (J130-P) A520A16 H
C E
D RV510F22 (TB5-1C) A521A16 C
F
E RV525B22 (TB7-10B) G M503J20 (TB1-16A) A505A16 M
F RV526B22 (TB7-8D) H A523A16 J
J RV527B22 (TB7-9B) J M520B20 (TB1-18A) A525A16 S
K RV528B22 (TB7-10C) (CAP & STOW) A526A8 A
L (TB1-9C) A509B20 P
M (TB1-7C) A510B20 R
H E5 A527A8N B
G
TB1-1 TB1- TB1-7

(P105-A) C508B22 A A A A A517B20 (J200-N)
(P130-U) C508C22 B B C508A22 (J109-U) B B
TB1-2 TB1-8
(J130-S) C506C22 B B C506D22 (J109-S) B B
(J116) L520B20 C C L520F20 (J114) C A515C20 (J200-D)
C
(P9-R) L520L20 D D L520D20 (J400) A514C20 (J200-E)
D D
TB1-3 TB1-9
(P106-A) C504B22 A A (J130-J) A508B20 A A
(J130-R) C507C22 D D (J130-K) A509A20 D D
TB1-4 TB1-10
(P9-h) K504D22 C C (J109-N) A506C20 C C
TB1-5 TB1-11
(J136) L504A20 C C L504D20 (J113-C) C C
D D L504B20 (J112-C) D D
TB1-6 TB1-12
(P9-B) K510E20 A A K510B20 (J112-B) A A
B B K510D20 (J113-B) B B
(P6-F) K502F20 C C K502G20 (J113-A) C C
(K301-X2) K502C20 D D K502B20 (J112-A) D D
30-190-5
(369HM; 201 − 247) (Sheet 5 of 7)
Page 20−41
Revision 20
CSP-H-2
TB1- (CONT) TB3-

TB1-13 TB3-1
(S601-2) H507A22 A A H507B22 (P609-A) (P9-M) P508G20 A A P508F16 (P6-B)
(S601-3) H509B22 B B H509A22 (P609-B) (K300-GEN) P508B16 B B P508D20 (P6-A)
(S601-7) H508A22 C C H508B22 (P609-C) C C
D D D D
TB1-14
(S602-2) H503A22 A A H503B22 (J303-L) TB5-
(S602-3) H505C22 B B H505B22 (J303-N) TB5-1
(S602-5) H504A22 C C H504B22 (J303-P) (P10-T) RV508B22 A A RV508D22 (J109-W)
D D B B RV508C22 (TB7-7B)
(P10-D) RV510F22 C C RV510C22 (TB7-2B)
TB1-15 D D
A A M506C20 (J138)
B B M506E20 (J139) TB5-2
C C (TB7-7D) RV501D22 A A RV501A22 (J130-W)
D D B B RV501C22 (P10-U)
(P10-N) RV516B22 C C RV516C22 (J109-P)
TB1-16 D D RV516D22 (TB7-10D)

(P11-G) M503J20 A A M503F20 (J130-F)
B B M503H20 (J109-F)
C C M504H20 (J130-C)
D D M504J20 (J109-C)
TB1-17
A A
B B
C C
M522B20 D D M522D20 (J605-A)
TB1-18
(P11-J) M520B20 A A M520C20 (J130-E)
M521D20 B B M521C20 (J130-D)
C C M521E20 (J130-B)
D D M522A20 (J130-A)
TB1-19
A A M520F20 (J109-E)
B B M521F20 (J109-D)
C C M521G20 (J109-B)
D D M522C20 (J109-A)
30-190-6
(369HM; 201 − 247) (Sheet 6 of 7)
Page 20−42
Revision 20
CSP-H-2
TB7-
TB7-1 TB7-7
A A CO-PILOT (RT) STA A A MIC AUDIO LO CO-PILOT
B B PILOT (LT) STA (TB5-1B) RV508C22 B B ICS KEY (GND) LEFT STA
RV510P22 C C FRONT CNTR STA RV507D22 C C

RV510G22 D D RIGHT REAR STA (TB5-2A) RV501D22 D D
TB7-2 TB7-8
A A LEFT REAR STA A A MIC AUDIO LO FRONT
(TB5-1C) RV510C22
C C RV525D22 C C
TB7-3 TB7-9
A A CO-PILOT (RT) STA RV528D22 A A MIC AUDIO LO LEFT REAR
PILOT (LT) STA
RV514D22 D D RIGHT REAR STA D D
TB7-4 TB7-10
A A LEFT REAR STA (P10-A) RV506B22 A A FRONT CNTR STA
(P10-R) RV514C22 B B (P10-E) RV525B22 B B RIGHT REAR STA XMIT
KEY
C C (P10-K) RV528B22 C C LEFT REAR STA (GND)
D D (TB5-2D) RV516D22 D D CO-PILOT (RT) STA
TB7-5 TB7-11
A A PILOT (LT) STA A A
B B CO-PILOT (RT) STA B B

RV515C22 D D RIGHT REAR STA D D
TB7-6
A A LEFT REAR STA
(P10-V) RV515B22 B B
C C
D D
30-190-7
(369HM; 201 − 247) (Sheet 7 of 7)
Page 20−43
Revision 20
CSP-H-2
P9J
KEY SW B K510A20 (S3-2)
28 VDC IN F E540B22 (P4-F)
GEN SW M P508C20 (S4-3)
GEN Z P515A16 (CB112-2)
DEICER SW e H502A20 (CB103-2)
HEATER ACT g H506A20 (CB102-2)
N2 GOV h K504A22 (CB103-2)
i
m
q
r
LDG LT s L501A16 (CB110-2)
P10J
P RV512A22
S
L
M
H
G
30-190-8
(369HE; 101 − 215) (369HM; 201 − 247) (Sheet 1 of 4)
Page 20−44
Revision 20
CSP-H-2

XDS7
2 1 P23J
A E560B22 E560A22N (P8-J) CB102 (TRIM ACT) CB101 (INST)
START PUMP 2 1 1 2
“ON” LT P24J (J9-P) C506A22 P506F16 E501A22 (J9-d)
E561A22 (P8-L) 5A 5A
E561B22 (J9-g) H506A20 P506E16 D508A22 (J9-X)
P506G16
S1 (WARN LT) CB104 (WARN & PNL LTS) CB103 (N2 GOV)
(PRESS-TO-TEST) 2 1 1 2
(P8-V) E508A22 K504A22 (P9-h)
1 2 (S1-1) E508B22 5A 5A H502A20 (J9-e)
(CB104-2) E508B22 E509A22 (P8-A)
P506V16
(P8-B) E511B22 3 4 E510A22 (TB6-5)
CB106 (ENG OUT) CB105 (GYRO)
2 1 1 2
(P3-B) E567A22 P506D16 F501A22 (SP29A)
(J9-S) E531A22 5A P506A16 (S2-2) 5A
CB117 (UTIL PWR)
1 2 CB108 (NAV/COM) CB107 (DME)
P506H10 M501A20 (J9-G)
7.5A 2 1 1 2
(TB501-2) RV520A16 P506T16 RV522A16 (TB501-1)
7.5A 2A
P506P16
CB118 (START PUMP)
1 2 CB110 (LANDING LT) CB109 (CIG LTR)
P506B10 Q501C20 (P8-N)
7.5A Q501A20 (J9-b) 2 1 1 2
(J9-s) L501A16 P516A16 (J9-p)
15A 15A
P506N10
S2 (MSTR SELECT SW) CB112 (GEN) P506C8 (S2-2)
W1 2 1
P506A16 (CB106-1) (J9-Z) P515A16
15A
P506C8 (CB109-1) P506V16
P506B8 (CB600-1) (J9-n) P509A16
2 P505A(3-10) (K300-BAT) CB603 (HOOK)
3 1 1 2
(J100+) P503A(3-10) P502A(3-10) (P108-A) M520A20
EXT OFF BAT 15A
S3 (KEY SW) CB600 (HOIST PWR)

1 2 1 2
(S2-1) P506B8 A526A8 (J200-A)
K501A20 K510A20 (J9-B) 50A
S4 (GEN SW) P506T16

CB601 (HOIST CTR)
1 2 1 2
(TB6-6) E521A22 E520A22 (P3-H) M503A20
E520B22 (DS105-2) 7.5A M503B20
(J9-M) P508C20 3 4
P513A20 (K103-6)
J15 P17J
CB120 (PITOT HEAT) LTS
1 2
P506U16 F504A16 (J9-a)
10A
J11
1 2 K
P506L10 L511A16 (J9-c) L
15A A
HR1 (FWD LIGHTER) B
P506M16 CB119 (POS LTS) C
(J9-t) P517B16
+
DS7 D
1 2 (TB6-5) H501A16
- E
L520A20 (J9-R) F
7.5A
G
H
J
J16
LTS
30-190-9
(369HE; 101 − 215) (369HM; 201 − 247) (Sheet 2 of 4)
Page 20−45
Revision 20
CSP-H-2
P8
1 X
R F530B22 C
2 F512A22 D
D502A22 F CONTROL UNIT)
XDS2 (XMSN OIL TEMP & PRESS) H
1 E513A22
R E517A22 K
2 E531A22 M
R E555A22 P
(S1-2) E509A22 A
XDS6 (GEN OUT) (S1-3) E511B22 B
1 N
A (CB118-2) Q501C20
2 E559A22 R
A E559B22 (P3-F) E519A22 S
(P3-K) E518A22 T
XDS3 (CHIP DET) (J23) E560A22 J
1 (CB104-2) E508A22 V
A (TB6-5) E563A22 W
2 (J24) E561A22 L
A E559C22 E559F22 (TB502-12A)
(J9-Y) D509B22 Y
XDS4 (FUEL LOW) A (J9-N) E513D22 Z
B SP28 (J9-J) E517D22 AA
1 (J9-j) E531D22 BB
A
2 (J9-A) E555D22 CC
A E559D22 (TB502-6A) L534A22 DD
XDS5 (FUEL FLTR)
INST CLUSTER 4-PACK
1 P4J
A
2 (J9-L) E505B22 A E505A22 1 FUEL SENDER
A E559E22
P1 (N2/NR TACH IND)
(J9-D) E507B22 C E507A22 3 OIL PRESS
A E526C22 (J9-V) D
B (E2) D501B20N D501A20N 4 AMM (BAT)
E527C22 (J9-f)
M1 H E528A22 (TB6-4) (J9-E) D505B20 E D505A20 5 AMM (GEN)
D E524B22 (J9-T) F
E (J9-F) E540B22 E540C22 6 28 VDC IN
E525B22 (J9-U)
(TB6-6) L535B20 H L535A20 7 GND
P2 (N1 TACH IND) (TB502-6B) L534B22 J L534C22 8 LTS
A A E529A22 (TB6-4) R112
M2 B M2 B E523B22 (J9-K) SP31 E522E22 (P3-A) L542A22
D C E522D22 B A E522C20 (J9-W) 20Ω8W
M4
369H4516-BSC 369H4516-3, -5, -7 K103
(OVER VOLTAGE RELAY)
TOT IND
1 P512C22
M3 R4 10 Ω 12W E10A16 YEL (TC300) 1 5
E10A16 RED (TC300) P513A20 (S4-4)
TB9 2
2 6 P513B22
P506 (ATT GYRO IND)
3 7
A
B SP29
C F501C22 B A F501A22 (CB105-2) 4 8
D F502A22 (TB6-3) P512B16 (J9-k)
P513C22
P17A20 (J9-H)
P507 (DIR GYRO IND)
A F503A22 (TB6-3)
B P3J P7
SP32
C F501B22 (P8-S) E519A22 A B E519B22 F YEL YEL F
D E519C20 (P8-T) E518A22 WHT AUDIO
K WHT K DS10
AMPLIFIER
(TB502-3C) RV514A22 C GRN GRN C (ENG PWR
DS105 (AUDIBLE WARNING HORN) (S4-2) E520A22 H BLK BLK H OUT WARN
AR500 UNIT)
+ 1 (CB106-2) E567A22 B RED RED B
(P2-D) SPLICE E522E22 A VIO VIO A
- 2 E520B20 (S4-2) (TB6-3) E510D20 E ORN ORN E
30-190-10
(369HE; 101 − 215) (369HM; 201 − 247) (Sheet 3 of 4)
Page 20−46
Revision 20
CSP-H-2
E3 TB501
+28 VDC FOR ADF/DME 1 RV522A16 (CB107-2)
E2 D501B20N (P4-D) +28 VDC FOR COMM RADIO 2 RV520A16 (CB108-2)
TB6 3
1 RV510D22 (J10-D)
4
2
GND
BUS E510D20 (P3-E)
3 F502A22 (P506-D)
F503A22 (P507-A)
E528A22 (P1-H)
4 E529A22 (P2-A)
E510A22 (S1-4)
5 E563A22 (P8-W)
H501A16 (HR1)
E521A22 (S4-1)
6 L535B20 (P4-H)
TB502-
TB502-1 TB502-2 TB502-3

TB502-4 TB502-5 TB502-6

A ICS (PAGE) MIC AUDIO A VHF COMM/ATC XPDR A L534A22 (P8-DD)
RV511A22
TB502-7 TB502-8
A RIGHT ICS KEY (GND) A RV526A22 (J10-F)
B REAR STA XMIT KEY (GND) B RV508A22 (J10-T)
VHF COMM RCVR SIDETONE C PILOT (LEFT) STA ICS KEY (GND) C RV501B22 (J10-U)
ICS MIC OR COMBINED AUDIO D LEFT REAR STA ICS KEY (GND) D RV527A22 (J10-J)
TB502-9 TB502-10
TB502-11 TB502-12
NAV AUDIO A CAUT & WRN LTS, A E559F22 (SP28-A)
ADF AUDIO B BRT-DIM +28VDC B
C C
COMM RCVR AUDIO D D
30-190-11
(369HE; 101 − 215) (369HM; 201 − 247) (Sheet 4 of 4)
Page 20−47
Revision 20
CSP-H-2
J303P
SP73
A B E513M20 A
B
C
TB8 D
E513E20 E
R1 F
(25 Ω 25W) G
2 1 H
J
R2 D501B20 K
(120Ω 1W) R3 L
P514A20 (TB1-8A) (1 Ω 12W) N
2 1 (K301-X2) K502D20 M
1 2
P
S400 R
SP402
T/R XMSN S
A B E513G20 CHIP DET
S201
SP27 + XMSN CHIP
A B E513H20 DET. AFT
J9P
S200
A E555C22 (K300-ALARM) RT301
+ XMSN CHIP
B K510E20 (TB1-6A) ENG OIL E513E20
E506C20 + DET. FWD
C TEMP SNDR
D P202
E D505C20
H P17B20
J E517C20
K E523C20
L E505C20
M P508G20 (TB3-1A)
N E513L20 S202
P C506B22 (TB1-2A)
+
S L531B20 (SP205-A) TEMP SW
T E524A20
U E525A20
V E526B20
W E522B20
X D508B22
Y D509C20 HR2
a F504B16 A B RED
b Q501B20 E24 BLK -
c L511B16 (SP119-A) D506A22 M5
d E501B22 HOUR
e METER
f E527B20 +
g S203
h K504D22 (TB1-4C)
i D503A20 1 NO
j E531C20 2
3 D507A20N E15
k P512A16 (K300-SW) C
m E513C20 NC
n P509B16 (P6-C) ROTOR OIL
p P516B16 PRESS SW
q E513F20
r J251P R251
s L501B16 (K101-A1) B BLU
t FUEL
R10 D RED
QUANT.
(1 Ω 55W) E5 E502A20N E BLK
SENDER
P516C16 H BLK
2 1
R12
(1 Ω 55W) J22P J20P HR3 P250J B250
1 2 A START
E15 H510A16N H510B16 -
30-191-1
Figure 20−8. Fuselage Wiring Diagram (369HS; 0411 − 0625) (Sheet 1 of 7)
Page 20−48
Revision 20
CSP-H-2
TC300 J605 CARGO HOOK RECP J103 UTIL RECP

(M3-) (TB9-2) RED E10A16 A M522D20 (TB1-7D) A M501B20 (P9-G)
B M523B20N E1 B M502A20N E9
J100
EXT PWR + P503A(3-10) (S2-3) VR1
RECPT 28VDC - P504A(3-10)N E4 P6 VOLTAGE REG.
(TB3-1B) P508D20 A BATT SENSE
E1 P22A20N D GND
BATT P108
BT101 A P502A(3-10) (S2-1) (TB1-6C) K502F20 F GEN. DISABLE
B103 P107
A K505D20 (TB1-4A) B P501A(3-10)N
N2
B K506D20 (TB1-5A)
GOV
C K507A20N
P505B(3-10) E13 REVERSE

CURRENT RELAY
B102 P106
A C504B22 (TB1-3A) K301 K300
LAT START RELAY
B C507B22 (TB1-3C)
TRIM (TB101) P505A(3-10) BATT
C C503A22N E6 A2 A1
P507A(3-10)
K502J18 (TB3-1B) P508B16 GEN
(TB1-6D) K502C20 X2 P508A(3-10)
CR33 (P9-A) E555C22 ALARM
X1
(P9-k) P512A16 SWITCH
B101 P105 P511A20N F
A K503A20N
C508B22 (TB1-1A)
LONG B C505B22 (TB1-1C) E13
TRIM C C502A22N E7 STARTER/
GENERATOR
A
D
B G300
C
E
E12 P510(3-10)N
P107B10
J303P P300/S300
ENG. CHIP
A E126J18
DET. UPPER
B
C E135F18 P301/S301
D P109A16 ENG. CHIP
F E103A20
G E104A20 S303
SP123
H E106A20 FUEL FILTER
J E107A20 A B WHT SWITCH
K D101A18
L SQ300
N
M IGNITION
P112F18 EXCITER
P IGN. GAP
R
S G302
P306
N2
A TACH
B GEN
G301
P305
N1
A TACH
B GEN
30-191-2
Page 20−49
Revision 20
CSP-H-2
XDS400
J400P J401
LT
J116P SP1171
(TB1-2C) L520B20 L520J20 (RED) A B L568A20 (RED) DS251
RIGHT
J133P SP1311 G
SKID
E7 L521C20N L521A20 (BLK) A B L568B20N (BLK)
J114P SP1151
(TB1-2C) L520F20 L520H20 (RED) A B L568C20 (RED) DS250
J134P SP1321 R LEFT
E6 L538C20N L538A20 (BLK) A B L568D20N (BLK) SKID
SP55 SP59
A B A B
P556
SP52 SP56 SP60
1 L555A20 GREY OR RED A B L555B20 GREY OR RED A B L555D20 GREY OR RED A B
SP53 SP57 SP61
2 L555A20 WHT A B L555B20 WHT A B L555D20 WHT A B
SP54 SP58 SP62
3 L555A20 BLK A B L555B20 BLK A B L555D20 BLK A B
STROBE
WHT (STOWED) SP119
PWR
SUPPLY RED B A L511B16 (P9-c)
AND BLK E8
FLASHER P557 XDS201
SP65 XDS200 UPPER BLK
1 L556A20 GREY OR RED A B RED STROBE WHT
SP64 LWR RED
2 LT
L556A20 WHT A B WHT STROBE
SP63 LT
3 L556A20 BLK A B BLK
S108A
K101 XDS201
1 1 3 R6
LDG LT RELAY PILOT L541A20
A1 A2 MAP LT L542A20 J211P BRT DIM 50 Ω±10%
(P9-s) L501B16 2 2 5W
A B L542B20N
L501C20 L531F20
X1 XDS202 E19
J136P 2
X2
(TB1-5C) L504A20 B A L504C20 REAR L542C20N
MAP LT L550A20 S107 J210P
DS100 1
L531D20 L531E20 B A
LDG 2 1
E1 L503A16N L502A16
LT SP205
(P9-S) L531B20 A B L531C20
30-191-3
Page 20−50
Revision 20
CSP-H-2
J130P LEFT CYCLIC STICK PROVISIONS FOR

XMIT RIGHT CYCLIC STICK J109
(P10-C) RV505B22 P 3 S112
(TB5-2A) RV501A22 1 ICS (TB1-19D) M552C20 A
W
E5 RV502A22N T 2 (TB1-19C) M521G20 B
(TB1-16D) M504J20 C
S4 (TB1-19B) A521F20 D
(TB1-18D) M522A20 A 10 CARGO (TB1-19A) M520F20 E
(TB1-18C) M521E20 B 9 HOOK (TB1-16B) M503H20 F
(TB1-9D) A509A20 K (TB1-7C) A510C20 H
(TB1-9B) A508C20 J
(TB1-16C) M504H20 C (TB1-9C) A509C20 K
(TB1-16A) M503F20 F (TB1-10B) A507C20 M
(TB1-18A) M520C20 E (TB1-10C) A506C20 N
(TB1-10A) A507A20 M (TB5-2C) RV516C22 P
(TB1-10D) A506B20 N (TB1-3C) C507A22 R
(TB1-7D) A510A20 H (TB1-2B) C506D22 S
(TB1-18B) A521C20 D (TB1-1B) C508A22 U
(TB1-9A) A508B20 J (TB1-3B) C504A22 V
(TB1-2B) C506C22 S 6 (TB5-1A) RV508D22 W
(TB1-3B) C504C22 V 7 S107 (TB1-1D) C505A22 X
(TB1-3D) C507C22 R 4 CYCLIC E7 RV524A22N T
DN
TRIM
(TB1-1B) C508C22 5 L R
U
(TB1-1D) C505C22 X 8 UP
J113P LEFT COLLECTIVE STICK J112P RIGHT COLLECTIVE STICK

(TB1-6D) K502B20 A
(TB1-6C) K502G20 A P112A20 S106 (TB1-6A) K510B20 B
(TB1-6B) K510D20 B P111D20 START (TB1-5D) L504B20 C
K E7 L505B20N D
INCR
(TB1-4B) K505B20 E C110A20
S105 S108
(TB1-5C) L504D20 C L104C20 (TB1-4D) K504B20 F C108E20
E9 LDG LT N2 GOV
L543A20N D L123B16 (TB1-5B) K506B20 H C109A20
J DECR
J L123A20N K
INCR
(TB1-4B) K505C20 E C110F20 S104
(TB1-4D) K504C20 F C108G20 N2 GOV
(TB1-5B) K506C20 H C109F20 CONTR
DECR
J10P ARMT RECP.

J200
V RV515B22 (TB7-10D)
P RV512B22 (TB1-7A) A517B20 N
RV514C22 (TB7-3B) J11P (TB1-10A) A507B20 K
R
S RV528D22 (TB7-11A) K A524A16 L
T RV508B22 (TB5-1A) L (TB1-8C) A515C20 D
U RV501C22 (TB5-2B) A (TB1-8D) A514C20 E
N RV516B22 (TB5-2C) B A519A16 F
A RV506B22 (TB7-10A) C A518A16 T
B RV507B22 (TB7-8B) D
RV505B22 (J130-P) A520A16 H
C E
D RV510F22 (TB5-1C) A521A16 C
F
E RV525B22 (TB7-10B) G M503J20 (TB1-16A) A505A16 M
F RV526B22 (TB7-8D) H A523A16 J
J RV527B22 (TB7-9B) J M520B20 (TB1-18A) A525A16 S
K RV528B22 (TB7-10C) (CB600-2) A526A8 A
L (TB1-9C) A509B20 P
M (TB1-7C) A510B20 R
H A527A8N B
G E5
30-191-4
Page 20−51
Revision 20
CSP-H-2
TB1-
TB1-1 TB1-8
(P105-A) C508B22 A A (TB8-R2-1) P514A20 A A P514B20 (P6-E)
(P130-U) C508C22 B B C508A22 (J109-U) B B
(P105-B) C505B22 C C C C A515C20 (J200-D)
(J130-X) C505C22 D D C505A22 (J109-X) D D A514C20 (J200-E)
TB1-2 TB1-9
(P9-P) C506B20 A A (J130-J) A508B20 A A
(J130-S) C506C22 B B C506D22 (J109-S) (J109-J) A508C20 B B
(J116-A) L520B20 C C L520F20 (J114-A) (J109-K) A509C20 C C A509B20 (J200-P)
(P9-R) L520L20 D D L520D20 (J400-A) (J130-K) A509A20 D D
TB1-3 TB1-10
(P106-A) C504B22 A A (J130-M) A507A20 A A A507B20 (J200-K)
(J130-V) C504C22 B B C504A22 (J109-V) (J109-M) A507C20 B B
(P106-B) C507B22 C C C507A22 (J109-R) (J109-N) A506C20 C C
(J130-R) C507C22 D D (J130-N) A506B20 D D
TB1-4 TB1-11
(P107-A) K505D20 A A A A
(J113-E) K505C20 B B K505B20 (J112-E) B B
(P9-h) K504D22 C C C C
(J113-F) K504C20 D D K504B20 (J112-F) D D
TB1-5 TB1-12
(P107-B) K505D20 A A A A
(J113-H) K506C20 B B K506B20 (J112-H) B B

(J136-B) L504A20 C C L504D20 (J113-C) C C
D D L504B20 (J112-C) D D
TB1-6 TB1-13
(P9-B) K510E20 A A K510B20 (J112-B) A A
(P110-S) K508AB20 B B K510D20 (J113-B) B B
C C K502G20 (J113-A) C C
(K301-X2) K502C20 D D K502B20 (J112-A) D D
TB1-7 TB1-14
A A A517B20 (J200-N) A A
B B B B
(J109-H) A510C20 C C A510B20 (J200R) C C

(J130-H) A510A20 D D D D
30-191-5
Page 20−52
Revision 20
CSP-H-2
TB1- (CONT.) TB3-

TB1-15 TB3-1
A A M506C20 YEL (J138) (P9-M) P508G20 A A P508F16 (P6-B)
B B EMERGENCY FLOATS (K300-GEN) P508B16 B B P508D20 (P6-A)
C C M506E20 YEL (J139) C C
D D D D
TB1-16 TB5-
(P11-G) M503J20 A A M503F20 (J130-F) TB5-1
B B M503H20 (J109-F) (P10-T) RV508B22 A A RV508D22 (J109-W)
C C M504H20 (J130-C) B B RV508C22 (TB7-7B)
D D M504J20 (J109-C) (P10-D) RV510F22 C C
D D RV510C22 (TB7-1D)
TB1-17
A A
TB5-2
B B (TB7-7D) RV501D22 A A RV501A22 (J130-W)
C C B B RV501C22 (P10-U)
M522B20 D D M522D20 (J605-A) (P10-N) RV516B22 C C RV516C22 (J109-P)
D D
TB1-18
(P11-J) M520B20 A A M520C20 (J130-E)
B B M521C20 (J130-D) TB7-
C C M521E20 (J130-B)
TB7-1
CO-PILOT STA AND
D D M522A20 (J130-A) A A LEFT REAR STA
B PHONE
B PILOT (LT) STA AUDIO
TB1-19 (TB7-10A) RV510P22 C C LO
FRONT CNTR STA
A A M520F20 (J109-E) (TB5-1D) RV510C22 D D RIGHT REAR STA
B B M521F20 (J109-D)
C C M521G20 (J109-B) TB7-2
D D M522C20 (J109-A) A A
B B
C C
D D
TB7-3 CO-PILOT STA AND

A A LEFT REAR STA
PHONE
B B PILOT (LT) STA AUDIO
C C FRONT CNTR STA HI
(P10-R) RV514D22 D D RIGHT REAR STA
30-191-6
Page 20−53
Revision 20
CSP-H-2
TB7- (CONT)
TB7-4 TB7-8
A A A A MIC AUDIO LO FRONT
C C C C
MIC AUDIO LO RIGHT REAR
TB7-5 TB7-9
A A A A PHONE AUDIO LO LEFT REAR
B B B B ICS KEY (GND) STA
(P10-J) RV527B22
C C C C
D D D D
TB7-6 (TB7-1C) RV510P22 TB7-10

A A (P10-A) RV506B22 A A PILOT LEFT STA
B B (P10-E) RV525B22 B B COPILOT RIGHT STA MIC
AUDIO
C C (P10-K) RV528B22 C C CNTR FRONT STA HI
D D (P10-V) RV516D22 D D RIGHT REAR STA
TB7-7 TB7-11
A A CO-PILOT LEFT REAR STA A A RV528D22 (P10-S)
RT STA
(TB5-1B) RV508C22 B B MIC B B
AUDIO
C C PILOT LEFT LO C C
(TB5-2A) RV501D22 D D PILOT LEFT STA D D
30-191-7
Page 20−54
Revision 20
CSP-H-2
P9J
GEN OUT ALARM A E555D22 (P12-c)
KEY SW B K510A20 (S3-2)
D
28 VDC IN F E540B22 (P4-F)
FUEL LOW SW J E517D22 (P12-a)
GEN SW M P508C20 (S4-3)
N1 TACH W E522C20 (SP31)
GEN Z P515A16 (CB112-2)
e
g
N2 GOV h K504A22 (CB103-2)
XMSN OIL PRESS SW i E559N22 (P12-j)
FUEL FLTR SW j E531D22 (P12-b)
M/R XMSN CHIP DET m E559J22 (P12-e)
T/R XMSN CHIP DET q E559H22 (P12-R)
r
LDG LT s L501A16 (CB110-2)
t
P10J
R/R STA MIC AUDIO HI V RV515A22 (TB502-9B)
P RV512A22
L/R STA MIC AUDIO HI S RV513A22 (TB502-9C)
COPILOT (RT) STA ICS KEY GND T RV508A22 (TB502-8B)
PILOT (LT) STA MIC AUDIO HI A RV506A22 (TB502-10A)
F/C STA ICS KEY GND B RV507A22 (TB502-10C)
PHONE AUDIO LO D RV510D22 (TB502-4A)
COPILOT (RT) STA MIC AUDIO HI E RV525A22 (TB502-10B)
F/C STA MIC AUDIO HI K RV528A22 (TB502-10D)
L
M
H
G
30-191-8
Figure 20−9. Console Wiring Diagram, Instrument Panel Type B (369HS; 0411 − 0625)
(Sheet 1 of 6)
Page 20−55
Revision 20
CSP-H-2
CB115 (ANTI-COLL LTS) CB106 (ENG OUT)

2 2
L511A16 (J9-c) E567A22 (P3-B)
1 15A 1 5A L531A22 (J9-S)
CB119 (POS LTS)
CB102 (TRIM ACT)
2 L520A20 (J9-R) 2
1 7A 5A C506A22 (J9-P)
1
CB120 (PITOT HEAT)
2 CB104 (WARN PNL LTS)
(TB101-3) P506AX10 F504A16 (J9-a)
1 10A 2 E508A22 (P12-V)
1 5A E559A22 (XDS18-C)
P516V16 L532A22 (R110-3)
CB117 (UTIL PWR)
2 AWG #10
AWG #10 M501A20 (J9-G) CB105 (GYRO)
1 7.5A 2
F501B22 (P507-C)
CB118 (START PUMP) 1 5A
F501A22 (P506-C)
2
(TB101-3) P506X10 Q501C20 (P12-N) CB110 (LANDING LT)
1 7.5A 2
Q501A20 (J9-b) L501A16 (J9-s)
1 15A
R110 (PNL LT DIM POT)
CB101 (INST)
R110 3 2
L532A22 (CB104-2)
2
(5KΩ2W) L551A22 (P12-X)
1 5A E501A22 (J9-d)
1 L504B22N (TB6-4) D508A22 (J9-X)
S3 (KEY SW) CB103 (N2 GOV)

K510A20 (J9-B) 2
1 2 (TB101-2) P506W10 K504A20 (J9-h)
K510F16 (CB128-1) 1 5A
J501A20 (CB124-1)
K501A20 (TB101-1) CB112 (GEN)
2
(J9-n) P509A16 P515A16 (J9-Z)
S4 (GEN SW) 1 15A
1 2
(TB6-6) E521A22 E520A22 (P3-H) CB108 (NAV/COM)
E520B20 (DS105-2) 2
(J9-M) P508C20 3 4
P513A20 (K103-6) (TB101-2) P506AM16 RV520A16 (TB501-2)
1 7.5A
XDS7 CB107 (ADF)

2 1 P23J 2
E560A22N (TB6-6) (TB101-2) P506AN16 RV522A16 (TB501-1)
E560B22 B A 1 15A
START PUMP
“ON” LT P24J CB126 (XPDR)
E561B22 B A E561A22 (P12-L) 2
(TB101-2) TR611-1A20
1 1A
J16
PNL
L533C22 (TB502-7A) J15
LTS
PNL L533A22 (TB502-6D)
LTS
30-191-9
Figure 20−9. Console Wiring Diagram, Instrument Panel Type B369HS; 0411 − 0625)
(Sheet 2 of 6)
Page 20−56
Revision 20
CSP-H-2
LOWER PANEL
CB124 (ENG. AUTO RE-IGN)

(S3-2) J501A20 J502A20 (SP16-A) XDS9 (AUTO RE-IGN
1 15A 2
(CAP & STOW) PRESS-TO-RESET)
CB128 (SEARCHLIGHT)
(S3-2) K510F16 (SP18-B) J503C20 S1
1 5A 2 S2
CB127 (SEARCHLIGHT)
(TB101-3) P506AE10
1 35A 2
CB109 (CIG LTR) S13 (INTERCOM)

P516A16 (J9-p) (TB502-1B) RV545A22
(TB101-5) P506AF10 P517A16
1 15A 2 COMM 1 1
(TB502-1C) RV544A22 2
CB132 (SPARE) COMM 2 3
(TB502-1D) RV543A22
(TB101-6)
1 15A 2
4
(TB502-2A) RV542A22 5
CB129 (PA)
(TB101-6) P506U8 6
1 25A 2 (TB502-2B) RV541A22
RADIO
CB122 (SSB) (TB502-2C) RV540A22
(TB101-6) P506X14 P522A14
1 15A 2
CB601 (HOIST CUTTER) S2 (MSTR SELECT SW) 22 AWG JMPR
JMPR M503A20 BATT 1

(P108-A) P502A(3-10)N
1 7.5A 2 M503B20 OFF 2
EXT 3
CB600 (HOIST PWR) (J100 +) P503A(3-10)N
(S2-2) P506AH8 M526A8 (J200-A) (TB101-1) P506AJ10
1 50A 2 (TB101-4) P506AK10
(TB101-7) P506AL10
(CB600-1) P506AH8
CB121 (FLOATS) (E3) P521A20N
(TB101-3) P506M20
1 5A 2
1 R9 2
CB603 (HOOK) 1 Ω 55W

(TB101-5) P506AG16 1 15A 2 M520A20 J11P 2 R11 1
P517B16
K 1 Ω 55W
L
A HR1 (FWD LIGHTER)
B +
C P517C16 DS7
D (TB6-5) H501A16
-
E
F
G
H
J31 J
PNL L533D22 (TB502-7B)
LTS
30-191-10
(Sheet 3 of 6)
Page 20−57
Revision 20
CSP-H-2
XDS14 (ENG OUT WARN)

E510A22 (TB6-5) DS11 (DIMMER
3 P12 CONTROL UNIT)
C E530B22 C ENG OUT LT HI
f T/R XMSN CHIP LT LO
E XMSN OIL TEMP LT HI
XDS13 (XMSN OIL PRESS) F XMSN OIL TEMP LT LO
G XMSN OIL PRESS LT HI
3 E559M22 H ENG CHIP LT LO
C E559P22 g M/R XMSN CHIP LT LO
K FUEL LOW LT LO
h XMSN OIL PRESS LT LO
XDS12 (XMSN OIL TEMP) M FUEL FILTER LT LO
P GEN OUT LT LO
3 D502A22 (J9-i) E559N22 j XMSN OIL PRESS SW
(J9-m) E559J22 e M/R XMSN CHIP DET
C E503B22 Y XMSN OIL TEMP SW
(J9-Y) D509B22
(J9-N) E513D22 Z ENG CHIP DET
XDS18 (GEN OUT) (J9-J) E517D22 a FUEL LOW SW
(J9-j) E531D22 b AIR FRAME FLTR SW
E555A22 (J9-A) E555D22 c GEN OUT ALARM
3 E559A22 (CB104-2) (J9-q) E559H22 R T/R XMSN CHIP DET
C E559B22 A +28VDC TEST
B DC GND TEST
XDS15 (ENG CHIPS) D
(CB118-2) Q501C20 N START PUMP
E513A22 E519A22 S ENG OUT WARN SIGNAL
3 (P3-K) E518A22 T PRESS/TEMP WARN SIGNAL
C E559C22 (TB502-6A) L534A22 d PNL LIGHTING, VARIABLE DC
(CB104-2) E508A22 V +28VDC
J
XDS19 (M/R XMSN CHIPS) (R110-2) J551A22 X DIMMER POT ARM
E559L22 (J24) E561A22 L START PUMP ON LT
3 (TB6-5) E563A22 W DC GND
C U
E559D22
XDS20 (T/R XMSN CHIPS) DS105

E559K22 SPLICE +
3 E519C20 1 AUDIBLE
C 1N2070 WARNING
E559E22
(S4-2) E520B20 2 HORN
SPLICE -
XDS16 (FUEL LOW)
E517A22 P3
3
SPLICE (P2-D) E522E22 A
C E559F22
(CB106-2) E567A22 B
(TB502-4C) RV514A22 C
XDS17 (FUEL FLTR)
SP32 (TB6-3) E510D20 E DS10 (ENGINE
E531A22 POWER OUT
3 E519B20 F WARNING UNIT)
(S4-2) E520A22 H
C E559G22 J
(TB104-1) E520A22
(P12-D) E518A22 K
XDS21 (WARN PRESS-TO-TEST)
NC S1
C
NO E509A22 +28 VDC
NC S2
E512A22
C
NO E511B22
30-191-11
(Sheet 4 of 6)
Page 20−58
Revision 20
CSP-H-2
P1 (N2/NR TACH IND) J14P P506 (ATT GYRO IND)

(TB502-7D) L533F22
A E526C22 (J9-V) COMPASS A
B E527C22 (J9-f) J13P LIGHT B
M1 H E528A22 (TB6-3) (E2) L552A22N C F501A22 (CB105-2)
D E524B22 (J9-T) D F502A22 (TB6-4)
E E525B22 (J9-U)
P507 (DIR GYRO IND)
A F503A22 (TB6-4)
P2 (N1 TACH IND) B
A A E529A22 (TB6-4) C F501B22 (CB105-2)
M2 B M2 B E523B22 (J9-K) SP31 E522E22 (P3-A) D
D C E522D22 B A E522C20 (J9-W)
INST CLUSTER 3-PACK
369H4516-BSC 369H4516-3, -5, -7
2 BLANK
7 KEY
TOT IND P4J 8 GRD
1
(J9-L) E505B22 A E505A22 1 FUEL SENDER
M3 R4 10 Ω 12W E10A16 YEL (TC300)
E10A16 RED (TC300) (J9-C) E506B22 B E506A22 3 OIL TEMP
TB9 2
(TB6-6) L535B20 H L535A20 11
L542E20N 12
(J9-E) D505B20 E D505A20 4 AMM (GEN)
K103
(OVER VOLTAGE RELAY) (E-2) D501B20N D D501A20 5 AMM (BAT)
P512C22
1 5 (J9-F) E540B22 F E540C22 6 28 VDC IN
P513A20 (S4-4)
E540D22 10
2 6 P513B22 (TB502-6B) L534B22 J L534C22 9 LTS
M4
C E507A22
3 7 OPT EQUIP. OR
CAP AND STOW
4 8
P512B16 (J9-k) PNL LTS
P513C22 SP79
P17A20 (J9-H) (TB502-7C) L533E22 A B
SP78
(E3) L540A20N A B
E3 P521A20N (S2-2) TB501

(W2) TB101
L540A20N (SP78-A) +28 VDC FOR 1 RV522A16 (CB107-2) K501A20 (S3-1)
#10 1 P506AJ10 (S2-2)
E2 D501B20N (P4-D) ADF/DME, 2 RV520A16 (CB108-2) 20 AWG JMPR (CB125-1)
L552A22N (J13) COMM RADIO, (W3) TR611-1A20 (CB126-1)
3 P506AN16 (CB107-1)
TB6
1 NAV RADIO 4 2 P506AM16 (CB108-1)
P506W10 (CB103-1)
P506X10 (CB118-1)
2 3 P506AE10 (CB127-1)
P506M20 (CB121-1)
E510D20 (P3-E) #10 4 P506AK10 (S2-2)
GRD 3 E528A22 (P1-H) P506AG16 (CB603-1)
BUS F502A22 (P506-D) 5 P506AF10 (CB109-1)
F503A22 (P507-A) (CB132-1)
4 L504B22N (R110-1) 6 P506U8 (CB129-1)
E529A22 (P2-A) P506X14 (CB122-1)
#10 7 P506AH8 (CB600-1)
E510A22 (XDS14-3) P506AL10 (S2-2)
5 E563A22 (P12-W)
H501A16 (HR1-(-))
P505A(3-10) (K300-BAT)
E521A22 (S4-1)
6 L535B20 (P4-H)
E560A22N (J23)
30-191-12
(Sheet 5 of 6)
Page 20−59
Revision 20
CSP-H-2
TB502-
TB502-1 TB502-8
A (J10-F) RV526A22 A RIGHT REAR STA ICS
COMM XMIT KEY (GND) B (J10-T) RV508A22 B COPILOT (RIGHT) STA
COMM 1 XMIT KEY (GND) C C PILOT (LEFT) STA KEY
(J10-U) RV501B22
COMM 2 XMIT KEY (GND) D (J10-J) RV527A22 D LEFT REAR STA (GND)
TO COMM 1-2
TB502-2 SWITCH S13 TB502-9
COMM 1 XMIT MIC AUDIO A (J10-C) RV505A22 A PILOT (LEFT) STA XMIT KEY (GND)
COMM 2 XMIT MIC AUDIO B (J10-V) RV515A22 B RIGHT REAR STA
COMM XMIT MIC AUDIO C MIC AUDIO HI
(J10-S) RV513A22 C LEFT REAR STA
D (J10-N) RV516A22 D COPILOT (RIGHT) STA XMIT KEY (GND)
TB502-3 TB502-10
ICS CONTROL UNIT A (J10-A) RV506A22 A PILOT (LEFT) STA
MIC AUDIO COMM RCVR B MIC AUDIO HI
COMMON (J10-E) RV525A22 B COPILOT (RIGHT) STA
COMM XMTR C RV511A22 (J10-B) RV501A22 C ICS KEY (GND) CENTER
LO NAV D D MIC AUDIO HI
(J10-K) RV528A22 FRONT STA
TB502-4 TB502-11
PHONE AUDIO LO A RV510D22 (J10-D) A NAV
B B ADF
PHONE ICS CONTROL UNIT C C COMM 2 RCVR AUDIO
RV514A22 (P3-C)
AUDIO LO OUT D RV514B22 (J10-R) D COMM 1 RCVR
TB502-5 TB502-12
COMM 2 SIDETONE A A AUX AUDIO
COMM 1 SIDETONE B B
C C
D D
TB502-6
ATC XPDR A L534A22 (P12-d)
PNL LTS NAV B L534B22 (P4-J)
COMM 1 C ADF PNL LTS
L533B22 D L533A22 (J15)
TB502-7
A L533C22 (J16)
B L533D22 (J31)
PNL LTS C L533E22 (SP79-A)
COMM 2 D L533F22 (J14)
30-191-13
(Sheet 6 of 6)
Page 20−60
Revision 20
CSP-H-2
J303P
SP73
E513M20 A
(K301-X2) K502J18 B
C
TB8 D
E513N20 E
R1 F
(25 Ω 25W) G
2 1 H
J
R2 R3 D501B20 K
(120 Ω 1W) (1 Ω 12W) L
P514A20 (TB1-8A) N
2 1 2 1 (K301-X2) K502D20 M
P
S400 R
SP402
T/R XMSN S
S201
SP27 + XMSN CHIP
A B E513H20 DET. AFT
J9P
S200
A E555C22 (K300-ALARM) RT301
+ XMSN CHIP
E506C20 + DET. FWD
C TEMP SNDR
D P202
E D505C20
H P17B20
J E517C20
K E523C20 BOND JMPR
L E505C20
M P508G20 (TB3-1A) 22 AWG JMPR E18
N E513L20 S202
P C506B20 (TB1-2A)
+
S L531B20 (SP205-A) - TEMP SW
T E524A20
U E525A20
V E526B20 E15 D507A20N
W E522B20
X D508B22
Y D509C20 HR2
a F504B16 A B RED
b Q501B20 E24 BLK -
c L511B16 (SP119-A) D506A22 M5
d E501B22 HOUR
e E562B20 (P108-B) METER
f E527B20 +
g E564B20 (P108-D) S203
h K504D22 (TB1-4C)
i D503A20 NO
j E531C20
k P512A16 (K300-SW) C
m E513C20 NC
p P516B16 PRESS SW
q E513F20
r J251P R251
s L501B16 (K101-A1) B BLU
t E105D20 (SP70-A) FUEL
R10 D RED
QUANT.
(1 Ω 55W) E5 E502A20N E BLK
SENDER
P516C16 H BLK
2 1
R12
HR3
(1 Ω 55W) SP22 SP20
AFT LIGHTER
P250J B250
P517E16 A B PS17C16 A B P517D16 A START
1 2
SP21 + E6 Q502A20N B PUMP
E15 H510A16N A B H510B16 -
30-203-1
Figure 20−10. Fuselage Wiring Diagram (369HS; 0626 & Subs) (Sheet 1 of 6)
Page 20−61
Revision 20
CSP-H-2
TC300
(M3-) (TB9-2) RED E10A16 TB10
1
J100
EXT PWR + P503A(3-10) 2 P503B(3-10) (S2-3)
RECPT 28VDC - P504A(3-10)N E4 3 P502B(3-10) (S2-1)
(K300 BAT) P505A(3-10) 4 P505C(3-10) (TB101-1, -4, -7)
BATT P108
BT101 A P502A(3-10)
B P501A(3-10)N
VR1
P6 VOLTAGE REG.
P529
140° (AMB) A E564B20 (P9-g) (TB3-1A) P508F16 B FIELD CONT
B (P9-n) P509B16 C FIELD
160° (RED) C E562B20 (P9-e) E1 P22A20N D GND
D (TB1-8A) P514B20 E OVER VOLT. RLY
(TB1-6C) K502F20 F GEN. DISABLE
REVERSE
CURRENT RELAY
K301 K300
START RELAY
(TB10-4) P505A(3-10) BATT
P507A(3-10) A2 A1 P505B(3-10)
K502J18 (TB3-1B) P508B16 GEN
K502D20 X2 P508A(3-10)
(TB1-6D) K502C20 CR33 (P9-A) E555C22 ALARM
X1
K503A20N K503A20 F
E13
STARTER/
GENERATOR
A
D
B G300
C
E
E12 P510(3-10)N
P107B10
M29
SP80
A B START
COUNTER
J303P P300/S300
ENG. CHIP
A E126J18
K502H18 DET. UPPER
B
C E513F18 P301/S301
D P109A16 ENG. CHIP
F E103A20
G E104A20 S303
SP123
K D101A18
L SQ300
N
M IGNITION
P112F18 EXCITER
P IGN. GAP
R
S G302
P306
N2
A TACH
B GEN
G301
P305
N1
A TACH
B GEN
30-203-2
Page 20−62
Revision 20
CSP-H-2
XDS400
SP400 SP401
(TB1-2D) L520D20 A B L520E20 A B L520K20 TAIL L544A20N
LT
SP55 SP59
A B A B
P556
SP52 SP56 SP60
SP53 SP57 SP61
SP54 SP58 SP62
STROBE
WHT (STOWED) SP119
PWR
AND BLK E8
FLASHER P557 XDS201
SP64 LWR RED
2 LT
SP63 LT
SP116 SP117 SP1171

(TB1-2C) L520B20 A B L520C20 RED A B L520J20 RED A B L568C20 OR RED XDS251
RIGHT
SP133 SP131 SP1311 G
SKID
E7 L521C20N A B L521B20 BLK A B L521A20 BLK A B L568D20N OR BLK
SP114 SP115 SP1151
(TB1-2C) L520F20 A B L520G20 RED A B L520H20 RED A B L568A20 OR RED XDS250
SP134 SP132 SP1321 R LEFT
E6 L538C20N A B L538B20 BLK A B L538A20 BLK A B L568B20N OR BLK SKID K101
LDG LT RELAY
A1 A2
(P9-s) L501B16
J605
(TB1-17D) M522D20 A L501C20
S199 M523B20N B X1
SP136
SP70 X2
NO CARGO (TB1-5C) L504A20 B A L504C20
C B A E105D20 (P9-t) E20 HOOK
CAP AND STOW DS100
NC
SP71 J103 UTIL RECP LDG
B A E105C20N E1 L503A16N L502A16
E25 A M501B20 (P9-G) LT
NR DISABLE SWITCH B M502A20N E9
(SHOWN IN ACTUATED POSITION)
S108A
XDS205
B103 P107 1 1 3 R6
A K505D20 (TB1-4A) PILOT L541A20
N2
B K506D20 (TB1-5A) MAP LT L542A20 J211P BRT DIM 50 Ω±10%
GOV 2 5W
C K507A20N 2 A B L542B20N
L531F20
XDS202 E19
B102 P106 2
A C504B22 (TB1-3A) REAR L542C20N
LAT
B C507B22 (TB1-3C) MAP LT L550A20 J210P
TRIM S107
C C503A22N E6 1
L531D20 L531E20 B A
2 1
B101 P105 UTILITY LIGHT SP205
A C508B22 (TB1-1A) L531C20 B A L531B20 (P9-S)
LONG B SHLD RTN
C505B22 (TB1-1C)
TRIM C C502A22N E7 DS202
L531C20
30-203-3
Page 20−63
Revision 20
CSP-H-2
J130P LEFT CYCLIC STICK PROVISIONS FOR

XMIT RIGHT CYCLIC STICK J109
(TB5-4B) RV505B22 P 3 S112
(TB5-2A) RV501A22 W 1 ICS (TB1-19D) M552C20 A
E5 RV502A22N T 2 (TB1-19C) M521G20 B
(TB1-16D) M504J20 C
S4 (TB1-19B) A521F20 D
(TB1-18D) M522A20 A 10 CARGO (TB1-19A) M520F20 E
(TB1-18C) M521E20 B 9 HOOK (TB1-16B) M503H20 F
(TB1-9D) A509A20 K (TB1-7C) A510C20 H
(TB1-7B) A517C20 L (TB1-9B) A508C20 J
(TB1-16C) M504H20 C (TB1-9C) A509C20 K
(TB1-16A) M503F20 F (TB1-7A) A517A20 L
(TB1-18A) M520C20 E (TB1-10B) A507C20 M
(TB1-10A) A507A20 M (TB1-10C) A506C20 N
(TB1-10D) A506B20 N (TB5-2C) RV516C22 P
(TB1-7D) A510A20 H (TB1-3C) C507A22 R
(TB1-18B) M521C20 D (TB1-2B) C506D22 S
(TB1-9A) A508B20 J (TB1-1B) C508A22 U
(TB1-2B) C506A22 S 6 (TB1-3B) C504A22 V
(TB1-3B) C504C22 V 7 S107 (TB5-1A) RV508D22 W
(TB1-3D) C507C22 R 4 UP CYCLIC (TB1-1D) C505A22 X
TRIM E7 RV524A22N T
(TB1-1B) C508C22 U 5 L R
(TB1-1D) C505C22 X 8 DN
J113P LEFT COLLECTIVE STICK J112P RIGHT COLLECTIVE STICK

(TB1-6D) K502B20 A
(TB1-6C) K502G20 A P112A20 S106 (TB1-6A) K510B20 B
(TB1-6B) K510D20 B P111D20 START (TB1-5D) L504B20 C
K E7 L505B20N D
INCR
(TB1-4B) K505B20 E C110A20
S105 S108
(TB1-5C) L504D20 C L104C20 (TB1-4D) K504B20 F C108E20
E9 LDG LT N2 GOV
L543A20N D L123B16 (TB1-5B) K506B20 H C109A20
J DECR
J L123A20N K
INCR
(TB1-4B) K505C20 E C110F20 S104
(TB1-4D) K504C20 F C108G20 N2 GOV
(TB1-5B) K506C20 H C109F20 CONTR
DECR
30-203-4
Page 20−64
Revision 20
CSP-H-2
TB1-
TB1-1 TB1-8
(P105-A) C508B22 A A (TB8-R2-1) P514A20 A A P514B20 (P6-E)
(P130-U) C508C22 B B C508A22 (J109-U) B B
(P105-B) C505B22 C C C C
(J130-X) C505C22 D D C505A22 (J109-X) D D
TB1-2 TB1-9
(P9-P) C506B20 A A (J130-J) A508B20 A A
(J130-S) C506C22 B B C506D22 (J109-S) (J109-J) A508C20 B B
(SP116-A) L520B20 C C L520F20 (SP114-A) (J109-K) A509C20 C C
(P9-R) L520L20 D D L520D20 (SP400) (J130-K) A509A20 D D
TB1-3 TB1-10
(P106-A) C504B22 A A (J130-M) A507A20 A A
(J130-V) C504C22 B B C504A22 (J109-V) (J109-M) A507C20 B B
(P106-B) C507B22 C C C507A22 (J109-R) (J109-N) A506C20 C C
(J130-R) C507C22 D D (J130-N) A506B20 D D
TB1-4 TB1-16
(P107-A) K505D20 A A A A M503F20 (J130-F)
(J113-E) K505C20 B B K505B20 (J112-E) B B M503H20 (J109-F)
(P9-h) K504D22 C C C C M504H20 (J130-C)
(J113-F) K504C20 D D K504B20 (J112-F) D D M504J20 (J109-C)
TB1-5 TB1-17
(P107-B) K505D20 A A A A
(J113-H) K506C20 B B K506B20 (J112-H) B B

(SP136-B) L504A20 C C L504D20 (J113-C) C C FLOATS
D D L504B20 (J112-C) D D M522D20 (J605-A)
TB1-6 TB1-18
(P9-B) K510E20 A A K510B20 (J112-B) A A M520C20 (J130-E)
B B K510D20 (J113-B) FLOAT B B M521C20 (J130-D)
(P6-F) K502F20 C C K502G20 (J113-A) FLOAT C C M521E20 (J130-B)
(K301-X2) K502C20 D D K502B20 (J112-A) D D M522A20 (J130-A)
TB1-7 TB1-19
(J109-L) A517A20 A A A A M520F20 (J109-E)
(J130-L) A517C20 B B B B M521F20 (J109-D)
(J109-H) A510C20 C C C C M521G20 (J109-B)
(J130-H) A510A20 D D D D M522C20 (J109-A)
NOTE: TB1-11 THRU TB1-14, TB1-20 THRU

TB1-34 BLANK (NOT SHOWN). 30-203-5
Page 20−65
Revision 20
CSP-H-2
TB3-
TB3-1
(P9-M) P508G20 A A P508F16 (P6-B)
(K300-GEN) P508B16 B B P508D20 (P6-A)
C C
D D
NOTE: TB3-1, TB3-2, TB3-4, TB3-5 AND

TB3-6 BLANK (NOT SHOWN).
TB5- TB7-
TB5-1 TB7-1 TB7-7 TB7-8

(P509-Z) CNS21A22 A RV508D22 (J109-W) A A A
B RV508C22 B B B
(TB502-4D) RV514F22 C C C C
D RV510C22 CNS25A22 (P509-aa)
D D D
TB5-2 E E E
RV501D22 A RV501A22 (J130-W) F F F CNS31A22 (P509-cc)
B CNS20A22 (P509-Y)
(P509-X) CNS19A22 C RV516C22 (J109-P) TB7-9
RV510V22
D A
B
TB5-4 TB7-2 C CNS29A22 (P509-bb)
A D
(P509-W) CNS23A22 B RV505B22 (J130-P) A
C B E
D C F
D
E
NOTE: TB5-3, TB5-5 AND TB5-6 BLANK F
(NOT SHOWN).
TB7-10
A
TB7-3 B
(P509-C) CNS24A22
A RV510T22 C
B (P509-E) CNS32A22 D
C RV510S22 E
D (P509-F) CNS30A22 F
E RV514B22 (TB502-5E)
F RV510P22
RV510W22
TB7-4 RV510R22 TB7-11
A A
B (P509-H) CNS15B22 B
C RV510Q22 C
D (P509-J) CNS55A22 D
E E
F F
NOTE: TB7-5 AND TB7-6 BLANK

(NOT SHOWN).
30-203-6
Page 20−66
Revision 20
CSP-H-2
P9J
GEN OUT ALARM A E555D22 (P12-c)
KEY SW B K510A20 (S3-2)
AUTO REIGN D J503E20 (TB502-13B)
28 VDC IN F E540B22 (P4-F)
FUEL LOW SW J E517D22 (P12-a)
GEN SW M P508C20 (S4-5)
EPO BOX T E524B22 (TB502-14C)
N1 TACH W E522C20 (TB502-14F)
GEN Z P515A16 (CB112-2)
BAT 160°F e E562A20 (TB104-3)
BAT 140°F g E564A20 (TB104-4)
N2 GOV h K504A20 (CB103-2)
XMSN OIL PRESS SW i E559N22 (P12-i)
FUEL FILTER SW j E531D22 (P12-b)
M/R XMSN CHIP DET m E559J22 (P12-e)
T/R XMSN CHIP DET q E559H22 (P12-R)
r E522J22 (E24)
LDG LT s L501A16 (CB110-2)
NR DISABLE t E105A20 (P19-G)
30-203-7
Figure 20−11. Console Wiring Diagram, Instrument Panel Type B (369HS; 0626 & Subs)
(Sheet 1 of 6)
Page 20−67
Revision 20
CSP-H-2

CB115 (ANTI-COLL LTS) CB112 (GEN)
1 7.5A 2 L511A16 (J9-c) (J9-n) P506A16 P515A16 (J9-Z)
1 15A 2
CB117 (UTIL PWR) CB110 (LANDING LT)

1
M501A20 (J9-G) 1 L501A16 (J9-s)
7.5A 2 15A 2
CB118 (START PUMP) CB101 (INST)

1 2
(TB101-3) P506AX10 Q501C20 (P12-N) E501A22 (J9-d)
7.5A Q501A20 (J9-b) D508A22 (J9-X)
1 5A 2
CB119 (POS LTS)

1 CB102 (TRIM ACT)
L520A20 (J9-R)
7.5A 2
1 5A 2 C506A22 (J9-P)
1 CB120 (PITOT HEAT)

P516V16 F504A16 (J9-a) CB103 (N2 GOV)
10A 2
(TB101-2) P506W10 K504A20 (J9-h)
1 5A 2
CB104 (PNL LTS)

R110 (PNL LT DIM POT) E508A22 (P12-V)
1 5A 2 E559A22 (XDS18-3)
R110 3 2
L532A22 (CB104-2)
L532A22 (R110-3)
(5KΩ2W) L551A22 (P12-X)
1 L504B22N (TB6-4) CB106 (ENG OUT)
E567A22 (P19-B)
J501A20 (S11-1)
1 5A 2 L531A22 (J9-S)
S3 (KEY SW)
K510A20 (J9-B) CB105 (GYRO)
1
J501A20 (CB124-1)
2 K510F16 (CB128-1) 1 5A 2
K501A20 (CB125-2)
CB107 (ADF)
(TB101-2) P506AN16
1 2A 2 RV522A16 (TB501-1)
S4 (GEN SW)
CB108 (NAV/COM)
6 P513A20 (K103-6) (TB101-2) P506AM16 RV520A16 (TB501-2)
5 1 7.5A 2
P508C20 (J9-M)
4
3 E520B20 (TB104-1) CB126 (XPDR)
2 (TB101-2) TR611-1A20
E521A20 (TB6-6) 1 1A 2
1
XDS7
2 1 SP23 J15
E560B22 B A E560A22N (TB6-6) PNL L533A22 (TB502-7E)
LTS
START PUMP
“ON” LT SP24
E561B22 B A E561A22 (P12-L)
J16
PNL L533C22 (TB502-7D)
LTS
30-203-8
(Sheet 2 of 6)
Page 20−68
Revision 20
CSP-H-2
LOWER PANEL
XDS9 (AUTO RE-IGN

CB124 (ENG AUTO-REIGN) (CAP & STOW) PRESS-TO-RESET)
(S3-2) J501A20 S1
1 7.5A 2 (SP18-B) J503E20
S2
CB125 (START)
(TB101-1) 20 AWG JMPR K501A20 (S3-1)
1 1A 2
CB128 (SEARCHLIGHT)
(S3-2) K510F16 S13 (INTERCOM)
1 5A 2
(TB502-1B) RV545A22
CB127 (SEARCHLIGHT) COMM 1 1
(TB101-3) P506AE10 (TB502-1C) RV544A22 2
1 35A 2
COMM 2 3
(TB502-1E) RV543A22
CB109 (CIG LTR)
P516A16 (J9-p) 4
(TB502-2A) RV542A22 5
(TB101-5) P506AF10 P517A16
1 15A 2 6
(TB502-2C) RV541A22
CB132 (SPARE) RADIO
(TB101-6) (TB502-2E) RV540A22
1 2
CB129 (PA)
(TB101-6) P506U8 S2 (MSTR SELECT SW) 22 AWG JMPR
1 25A 2
BATT 1
(TB10-3) P502B(3-10)
CB122 (SSB) OFF 2
(TB101-6) P506X14 P522A14 EXT 3
1 15A 2
(TB10-2) P503B(3-10)
(TB101-1) P506AJ10
(TB101-4) P506AK10
CB601 (HOIST CUTTER) (TB101-7) P506AL10
JMPR
1 7.5A 2 (E3) P521A20N
CB600 (HOIST PWR)

(TB101-7) P506AH8 1 R9 2
1 50A 2
1 Ω 55W
2 R11 1
CB121 (FLOATS) P517B16
(TB101-3) P506M20
1 5A 2
1 Ω 55W
HR1 (FWD LIGHTER)
CB603 (HOOK) P517C16
+
DS7
(TB101-5) P506AG16 (TB6-5) H501A16
-
1 15A 2
J131
PNL L533D22 (TB502-7C)
LTS
30-203-9
(Sheet 3 of 6)
Page 20−69
Revision 20
CSP-H-2

2
E510A22 (TB6-5) DS11 (DIMMER
1 CONTROL UNIT)
c P12
3
4
E530B22 C ENG OUT LT HI
2
1 E559M22 G XMSN OIL PRESS LT HI
c H ENG CHIP LT LO
3 g M/R XMSN CHIP LT LO
4 E559P22
K FUEL LOW LT LO
2 P GEN OUT LT LO
1 D502A22
c (J9-i) E559N22 j XMSN OIL PRESS SW
3 (J9-m) E559J22 e M/R XMSN CHIP DET
4 E503B22 (J9-Y) D509B22 Y XMSN OIL TEMP SW
(J9-N) E513D22 Z ENG CHIP DET
XDS18 (GEN OUT) (J9-J) E517D22 a FUEL LOW SW
2 (J9-j) E531D22 b AIR FRAME FLTR SW
1 E555A22 (J9-A) E555D22 c GEN OUT ALARM
c E559A22 (CB104-2) (J9-q) E559H22 R T/R XMSN CHIP DET
3
4 E559B22 A +28VDC TEST
B DC GND TEST
XDS15 (ENG CHIPS) D
2 (CB118-2) Q501C20 N START PUMP
1 E513A22 S ENG OUT WARN SIGNAL
c (P19-K) E518A22 T PRESS/TEMP WARN SIGNAL
3 d PNL LIGHTING, VARIABLE DC
4 E559C22 (TB502-7A) L534A22
(CB104-2) E508A22 V +28VDC
J
XDS19 (M/R XMSN CHIPS) (R110-2) L551A22 X DIMMER POT ARM
2 L START PUMP ON LT
1 E559L22 (SP24-A) E561A22
c (TB6-5) E563A22 W DC GND
3 U
4 E559D22
XDS20 (T/R XMSN CHIPS) XDS24 (PRESS-TO-TEST)

2 TB104
E559K22 2
1 (J9-g) E564A20 4 E559AA22
c
3 A 1
3
4 E559E22 DS24
2
(J9-e) E562A20 3 E559AC22
XDS16 (FUEL LOW)
2 3 R 1
1 E517A22 DS25
c E559Q22 2 E559AB22
3
4 E559F22
E520C22
XDS17 (FUEL FLTR) (S4-3) E520B20 PNL LTS
2
1 E531A22 (P19-J) E520A22 1
c L540C22
3 TB105 L533F22
4 E559G22 +
(TB502-8B) L533E20 4 SP15 DS112 XDS119
L528B20 A B BLK CLOCK LT.
XDS21 (WARN PRESS-TO-TEST) SP14
L528C20 A B BLK
NC S1 COM LT.
(E3) L540A20N 3 L540B22
E559AD22
C DS105
NO E509A22 +28 VDC 2 E519C22 +
NC S2 CR1 WARN
E512A22 DIODE HORN
C (P19-F) E519B20 IN2070
NO E511B22 E519A22 1
30-203-10
(Sheet 4 of 6)
Page 20−70
Revision 20
CSP-H-2
P1 (N2/NR TACH IND) INST CLUSTER 3-PACK

A E526C22 (J9-V) 2 BLANK
B E527C22 (J9-f)
M1 H E528A22 (TB6-3) 7 KEY
D E524C22 (TB503-14B) P4J 8 GRD
E E525B22 (P9-U)
(J9-L) E505B22 A E505A22 1 FUEL SENDER
P2 (N1 TACH IND)
(TB6-6) L535B20 H L535A20 11
A A E529A22 (TB6-4)
M2 B M2 B E523B22 (J9-K) L542E20N 12
D C E522D22 (TB502-14E) (J9-E) D505B20 E 4 AMM (GEN)
D505A20
369A4516-BSC 369A4516-3, -5, -7 (E-2) D501B20N D D501A20 5 AMM (BAT)
TOT IND
1 (J9-F) E540B22 F E540C22 6 28 VDC IN
M3 R4 10 Ω 10W E10A16 YEL (TC300) 10
E10A16 RED (TC300) E540D22
TB9 2 (TB502-7B) L534B22 J L534C22 9 LTS
M4
P512C22 C E507A22
OPT EQUIP. OR CAP AND STOW
K103 (OVER VOLTAGE RELAY)
P19
1 5 (TB502-14D) E522E22 A
P513A20 (S4-6) (CB106-2) E567A22 B
2 6 P513B22 (TB502-12D) E533A22 C
(TB6-3) E510D20 E
3 7 (TB105-1) E519B20 F DS10 (ENGINE
(J9-t) E105A20 G POWER OUT
4 8 (TB104-1) E520A22 J WARNING UNIT)
P512B16 (J9-k) (P12-T) E518A22 K
(TB502-14A) E108A20 L
P513C22
(TB502-12F) RV514A22 M
P17A20 (J9-H) (TB502-13D) J507A20 U
P509 TB101 E3 P521A20N (S2-CASE)

dd CNS12B22 (TB502-1A) #10 1 P506AJ10 (S2-2) L540A20N (TB105-3)
D CNS14B22 (TB502-2F) 20 AWG JMPR (CB125-1)
T CNS13B22 (TB502-4A) TR611-1A20 (CB126-1)
INTERCOM V CNS56A22 (TB502-4E) P506AN16 (CB107-1) E2 D501B20N (P4-D)
SYSTEM U CNS22A22 (TB502-5F) 2 P506AM16 (CB108-1)
S CNS10B22 (TB502-6A) P506W10 (CB103-1) TB6
R CNS18A22 (TB502-6C) P506AX10 (CB118-1) 1 CNS9B22 (P509-B)
M CNS6A22 (TB502-10A) 3 P506AE10 (CB127-1) CNS57F22 (TB502-2F)
N CNS33A22 (TB502-10D) P506M20 (CB121-1) (SHLD)
L CNS34A22 (TB502-10F) #10 4 P506AK10 (S2-2) 2
K CNS11B22 (TB502-11A) P506AG16 (CB603-1)
P CNS16B22 (TB502-11E) 5 P506AF10 (CB109-1) E510D20 (P19-E)
RV511A22 (TB502-4C) (CB132-1) GRD 3 E528A22 (P1-H)
J CNS55A22 (TB7-11D) 6 P506U8 (CB129-1) BUS
H CNS15B22 (TB7-11B) P506X14 (CB122-1) L504B22N (R110-1)
cc CNS31A22 (TB7-8F) #10 7 P506AH8 (CB600-1) 4 E529A22 (P2-A)
bb CNS29A22 (TB7-9C) P506AL10 (S2-2)
C CNS24A22 (TB7-10B)
E CNS32A22 (TB7-10D) E510A22 (XDS14-2)
aa CNS25A22 (TB7-8C) P505C(3-10) (TB10-4) 5 E563A22 (P12-W)
F CNS30A22 (TB7-10F) H501A16 (HR1-(-))
Z CNS21A22 (TB5-1A)
Y CNS20A22 (TB5-2B) E521A20 (S4-2)
W CNS23A22 (TB5-4B) 6 L535B20 (P4-H)
X CNS19A22 (TB5-2C) E560A22N (SP23-A)
B CNS9B22 (TB6-1) TB106
TB501
A CNS17C22 2 RV514S22 (TB502-12A)
1 RV522A16 (CB107-2)
CR10
2 RV520A16 (CB108-2)
3 1 RV514Q22 (TB502-12E)
R30
4 3 RV514T22 (TB502-5C)
30-203-11
(Sheet 5 of 6)
Page 20−71
Revision 20
CSP-H-2
TB502-
TB502-1 TB502-2 TB502-3 TB502-4 TB502-5

A CNS12B22 (P509-dd) A RV542A22 (S13-4) A A CNS13B22 (P509-T) A
B RV545A22 (S13-2) B B RV514R22 B B
C RV544A22 (S13-1) C RV541A22 (S13-6) C C RV511A22 (P509-J) (SHLD) (TB106-3) RV514T22 C
D D D D RV514F22 (TB5-1C) D
E RV543A22 (S13-3) E RV540A22 (S13-5) E E CNS56A22 (P509-V) (TB7-3E) RV514B22 E
F F CNS14B22 (P509-D) F F L533G22 (P509-U) CNS22A22 F
CNS57F22 (TB6-1)
TB502-6 TB502-7 TB502-8 TB502-9 TB502-10

(P509-S) CNS10B22 A (P12-d) L534A22 A A A A CNS6A22 (P509-M)
B (P4-J) L534B22 B B L533E20 (TB105-4) B B
(P509-R) CNS18A22 C (J31) L533D22 C C C C
D (J16) L533C22 D D D D CNS33A22 (P509-N)
E (J15) L533A22 E E E E
F F L533B22 F L533H22 F F CNS34A22 (P509-L)
TB502-11 TB502-12 TB502-13 TB502-14 TB502-15

A CNS11B22 (P509-K) A RV514S22 (TB106-2) A A E108A20 (P19-L) A
B B RV514P22 B J503E20 (J9-D) B E524C22 (P1-D) B
C C C C E524B22 (J9-T) C
D D E533A22 (P19-C) D J507A20 (P19-U) D E522E22 (P19-A) D
E CNS16B22 (P509-P) E RV514Q22 (TB106-1) E E E522D22 (P2-D) E
F F RV514A22 (P19-M) F F E522C20 (J9-W) F
30-203-12
(Sheet 6 of 6)
Page 20−72
Revision 20
CSP-H-2
J303P
SP73
E513M20 A
(K301-X2) K502J18 B
C
INST CLUSTER TB8 D
V DROP R1 E513N20 E
F
RESISTOR (25 Ω 25W) G
1 2 H
R2 J
OVER VOLTAGE D501B20 K
SENSING CKT (120Ω 1W) R3
(1 Ω 12W) L
RESISTOR 1 2 N
2 1 (K301-X2) K502D20 M
P
R
P514A20 (TB1-8A) S
S201
SP27 + XMSN CHIP
A B E513H20
DET. AFT
J9P
S200
A E555C22 (K300-ALARM) RT301
+ XMSN CHIP
E506C20 + DET. FWD
C TEMP SNDR
D P202
E D505C20
H P17B20
J E517C20
K E523C20 BOND JMPR
L E505C20
M P508G20 (TB3-1A) 22 AWG JMPR E18
S400
N E513L20 SP402
P C506B22 (TB1-2A) T/R XMSN
R L520L20 (TB1-2D) S202
S L531B20 (SP205-A)
E524A20 ROTOR OIL
T +
U E525A20 TEMP SW
V E526B20
W E522B20
X D508B22 E15 D507A20N
Y D509C20 HR2
a F504B16 A B RED -
b Q501B20 D506A22 M5
E24 BLK
c L511B16 (SP119-A) (P618-m) D506BB22 HOUR
d E501B22 (P618-k) D508E22 METER
e E562B20 (P108-B) +
f E527B20
g E564B20 (P108-D) S203
h K504D22 (TB1-4C)
i D503A20 NO
j E531C20
k P512A16 (K300-SW) C
m E513C20 NC
p P516B16 (CAP AND STOW) PRESS SW
q E513F20
r J251P R251
s L501B16 (K101-A1) B BLU
t E105D20 (SP70-A) FUEL
D RED
QUANT.
E5 E502A20N E BLK
SENDER
H BLK
P250J B250
A START
E6 Q502A20N B PUMP
30-203-13
Figure 20−12. Fuselage Wiring Diagram (369HM; 248 & Subs) (Sheet 1 of 6)
Page 20−73
Revision 20
CSP-H-2
TC300
(M3-) (TB9-2) RED E10A16 TB10
(J200-A) A526A8 1 M535A8 (CB600)
J100
EXT PWR + P503A(3-10) 2 P503B(3-10) (S2-3)
RECPT 28VDC - P504A(3-10)N E4 3 P502B(3-10) (S2-2)
(K300 BAT) P505A(3-10) 4 P505C(3-10) (S2-2)
P505D8 (CB101-1)
VR1
P6 VOLTAGE REG.
BATT P108 B FIELD CONT
(TB3-1A) P506F16
BT101 A P502A(3-10) (P9-n) P509B16 C FIELD
B P501A(3-10)N E1 P22A20N D GND
(TB1-6C) K502F20 F GEN. DISABLE
P529
140° (AMB) A E564B20 (P9-g)
B
160° (RED) C E562B20 (P9-e) REVERSE
D CURRENT RELAY
K301 K300
START RELAY
(TB10-4) P505A(3-10) BATT
P507A(3-10) A2 A1
P505B(3-10)
K502J18 (TB3-1B) P506B16 GEN
K502D20 X2 P508A(3-10)
(TB1-6D) K502C20 CR33 (P9-A) E555C22 ALARM
X1
K503A20N P511A20N F
E13
STARTER/
GENERATOR
A
D
B G300
C
E
E12 P510(3-10)N
P107B10
M29
SP80
A B START
COUNTER
J303P P300/S300
ENG. CHIP
A E126J18
K502H18 DET. UPPER
B
C E513F18 P301/S301
D P109A16 ENG. CHIP
F E103A20
G E104A20 S303
SP123
K D101A18
L SQ300
N
M IGNITION
P112F18 EXCITER
P IGN. GAP
R
S G302
P306
N2
A TACH
B GEN
G301
P305
N1
A TACH
B GEN
30-203-14
Page 20−74
Revision 20
CSP-H-2
XDS400
SP400 SP401
(TB1-2D) L520D20 A B L520E20 A B L520K20 TAIL L544A20N
LT
SP55 SP59
A B A B
P556
SP52 SP56 SP60
SP53 SP57 SP61
SP54 SP58 SP62
STROBE
WHT (STOWED) SP119
PWR
AND BLK E8
FLASHER P557 XDS201
SP64 LWR RED
2 LT
SP63 LT
SP116 SP117 SP1171

(TB1-2C) L520B20 A B L520C20 RED A B L520J20 RED A B L568C20 OR RED XDS251
RIGHT
SP133 SP131 SP1311 G
SKID
E7 L521C20N A B L521B20 BLK A B L521A20 BLK A B L568D20N OR BLK
SP114 SP115 SP1151
(TB1-2C) L520F20 A B L520G20 RED A B L520H20 RED A B L568A20 OR RED XDS250
SP134 SP132 SP1321 R LEFT
E6 L538C20N A B L538B20 BLK A B L538A20 BLK A B L568B20N OR BLK SKID
S199
SP70
NO
C B A E105D20 (P9-t) J103 (UTIL RECP) DS100
CAP AND STOW A M501B20 (P9-G) (TB3-4D) L501B16 LDG
NC B M502A20N E9
SP71 E1 L503A16N LT
B A E105C20N E25
NR DISABLE SWITCH
(SHOWN IN ACTUATED POSITION)
B103 P107 UTILITY LIGHT

A K505D20 (TB1-4A)
N2 DS202
B K506D20 (TB1-5A)
GOV 2 1
C K507A20N SHLD RETURN
SP205
B102 P106 L531C20 B A L531B20 (P9-S)
A C504B22 (TB1-3A)
LAT
B C507B22 (TB1-3C)
TRIM
C C503A22N E6
B101 P105
A C508B22 (TB1-1A)
LONG B C505B22 (TB1-1C)
TRIM C C502A22N E7
30-203-15
Page 20−75
Revision 20
CSP-H-2
J130P LEFT CYCLIC STICK J113P LEFT COLLECTIVE STICK

(TB5-4B) RV505B22 P BRN XMIT (TB1-6D) K502G20 A
(E5) RV502A22N T ORN S112 (TB1-6B) K510D20 B
(TB1-16C) M504H20 C RADIO (TB1-5C) L504D20 C
(TB5-2A) RV501A22 W VIO ICS (E9) L543A20N D
INCR
(TB1-16A) M503F20 F (TB1-4B) K505C20 E C110F20
SPARE F S108
(TB1-18D) M522A20 A GRAY (TB1-4D) K504C20 C108G20
SW H N2 GOV
(TB1-18C) M521E20 B BLU (TB1-5B) K506C20 C109F20
J DECR
(TB1-18B) D521C20 D WHT/VIO SPARE K
(TB1-18A) M520C20 E WHT/GRAY SW
1ST POS
(TB1-10A) A507A20 M WHT/BLU COM S109
(TB1-10D) A506B20 N WHT/GRN
(TB1-7B) A517C20 L WHT/BRN 2ND POS TRIGGER
(TB1-7D) A510A20 H WHT/YEL UP

S110
(TB1-9A) A508B20 J WHT/RED POD
(TB1-9D) A509A20 K WHT/ORN ELEV
DN
(TB1-2B) C506C22 S WHT
(TB1-3B) C504C22 V RED S107 J112P RIGHT COLLECTIVE STICK
(TB1-3D) C507C22 R YEL UP CYCLIC
TRIM (TB1-6D) K502B20 A P112A20 S106
(TB1-6A) K510B20 B P111D20 START
(TB1-1B) C508C22 U BLK L R K
(TB1-1D) C505C22 X GRN DN
S105
(TB1-5D) L504B20 C L104C20
LDG LT
(E7) L505B20N D L123B16
J L123A20N
INCR
J109P RIGHT CYCLIC STICK (TB1-4B) K505B20 E C110F20 S104
(TB1-4D) K504B20 F C108F20 N2 GOV
(TB5-2C) RV516C22 P BRN XMIT (TB1-5B) K506B20 H C109F20 CONTR
(E7) RV524A22N T ORN S111 DECR
(TB1-16D) M504J20 C RADIO
(TB5-1A) RV508D22 W VIO ICS
(TB1-16B) M503H20 F
SPARE
(TB1-19D) M522C20 A GRAY
SW
(TB1-19C) M521G20 B BLU
(TB1-19B) M521F20 D WHT/VIO
SPARE
(TB1-19A) M520F20 E WHT/GRAY SW
J200
1ST POS (TB3-2B) A519A16 F
(TB1-10B) A507C20 M WHT/BLU COM S101 (TB3-2C) A518A16 T
(TB1-10C) A506C20 N WHT/GRN TRIGGER (TB3-2D) A520A16 H
(TB1-7A) A517A20 L WHT/BRN 2ND POS
(TB3-3A) A521A16 C
(TB1-7C) A510C20 H WHT/YEL UP (TB3-3B) A505A16 M
S102 (TB3-3C) A523A16 J
(TB1-9B) A508C20 J WHT/RED POD
(TB1-9C) A509C20 K WHT/ORN (TB3-3D) A525A16 S ARMT
DN (TB10-1) A526A8 A RECP
(TB1-2B) C506D22 S WHT (TB1-9C) A509B20 P
(TB1-3B) C504A22 V RED (TB1-7C) A510B20 R
S103 (TB1-7A) A517B20 N
(TB1-3C) C507A22 R YEL UP CYCLIC (TB1-10A) A507B20 K
TRIM (TB3-2A) A524A16 L
(TB1-1B) C508A22 U BLK L R (TB1-8D) A514C20 E
(TB1-1D) C505A22 X GRN DN (TB1-8C) A515C20 D
(E9) A527A8N B
30-203-16
Page 20−76
Revision 20
CSP-H-2
TB1-1 TB1- TB1-9

(P105-A) C508B22 A (J130-J) A508B20 A
(P130-U) C508C22 B C508A22 (J109-U) (J109-J) A508C20 B
(P105-B) C505B22 C (J109-K) A509C20 C A509B20 (J200-P)
(J130-X) C505C22 D C505A22 (J109-X) (J130-K) A509A20 D
TB1-2 TB1-10
(P9-P) C506B20 A (J130-M) A507A20 A A507B20 (J200-K)
(J130-S) C506C22 B C506D22 (J109-S) (J109-M) A507C20 B
(SP116-A) L520B20 C L520F20 (SP114-A) (J109-N) A506C20 C
(P9-R) L520L20 D L520D20 (SP400-A) (J130-N) A506B20 D
TB1-3 TB1-16
(P106-A) C504B22 A (J616-F) M503AA20 A M503F20 (J130-F)
(J130-V) C504C22 B C504A22 (J109-V) B M503H20 (J109-F)
(P106-B) C507B22 C C507A22 (J109-R) C M504H20 (J130-C)
(J130-R) C507C22 D D M504J20 (J109-C)
TB1-4 TB1-18
(P107-A) K505D20 A A M520C20 (J130-E)
(J113-E) K505C20 B K505B20 (J112-E) B M521C20 (J130-D)
(P9-h) K504D22 C C M521E20 (J130-B)
(J113-F) K504C20 D K504B20 (J112-F) D M522A20 (J130-A)
TB1-5 TB1-19
(P107-B) K506D20 A (TB3-1D) M520B20 A M520F20 (J109-E)
(J113-H) K506C20 B K506B20 (J112-H) B M521F20 (J109-D)
C L504D20 (J113-C) C M521G20 (J109-B)
(J616-R) L504AA20 D L504B20 (J112-C) D M522C20 (J109-A)
TB1-6 TB1-24
(P9-B) K510E20 A K510B20 (J112-B) (J616-D) M506AA20 A
(J616-A) K508AA20 B K510D20 (J113-B) (J616-S) M502AA20 B
(P6-F) K502F20 C K502G20 (J113-A) C
(K301-X2) K502C20 D K502B20 (J112-A) D
TB1-7 TB1-28
(J109-L) A517A20 A A517B20 (J200-N) (J615-X) F530BB22 A
(J130-L) A517C20 B B
(J109-H) A510C20 C A510B20 (J200-R) C
(J130-H) A510A20 D D
TB1-8 TB1-30
(TB8-R2-1) P514A20 A P514B20 (P6-E) (J615-P) F529BB20 A
B B
NOTE: TB1-11 THRU 1-15, 1-17,
C A515C20 (J200-D) C
1-20 THRU 1-23, 1-25 THRU 1-27,
1-29, 1-31 THRU TB1-34 BLANK D A514C20 (J200-E) D
(NOT SHOWN). 30-203-17
Page 20−77
Revision 20
CSP-H-2
TB3-
TB3-1 TB3-3
(P9-M) P508G20 A P508F16 (P6-B) A A521A16 (J200-C)
(K300-GEN) Q506B16 B P506D20 (P6-A) B A505A16 (J200-M)
(J616-q) M520AA16 C C A523A16 (J200-J)
(TB1-19A) M520B20 D D J525A16 (J200-S)
TB3-2 TB3-4
A A524A16 (J200-L) A
B A519A16 (J200-F) B
C A518A16 (J200-T) C
D J520A16 (J200-H) (J616-m) L502B16 D L501B16 (DS100)
NOTE: TB3-5 AND 3-6 BLANK
(NOT SHOWN).
TB5-
TB5-1 TB5-2
(P509-Z) CNS21A22 A RV508D22 (J109-W) RV501D22 A RV501A22 (J130-W)
B RV506C22 B CNS20A22 (P509-Y)
(TB502-4D) RV514F22 C (P509-X) CNS19A22 C RV516C22 (J109-P)
D RV510C22 D
TB5-4
A
(P509-W) CNS23A22 B RV505B22 (J130-P)
C
NOTE: TB5-3, 5-5 AND 5-6 BLANK D
(NOT SHOWN).
TB7-
TB7-1 TB7-4 TB7-7 TB7-10

A A A A
B B B (P509-C) CNS24A22 B
C C C RV510T22 C
D D D (P509-E) CNS32A22 D
E E E RV510S22 E
F F F (P509-F) CNS30A22 F
RV510V22 RV510P22
TB7-2 TB7-3 TB7-8
A RV510R22 TB7-11
A A
B B B A
C C C CNS25A22 (P509-aa) (P509-H) CNS15B22 B
D D RV510W22 D RV510Q22 C
E E RV514B22 (TB502-5E) E (P509-J) CNS55A22 D
F F F CNS31A22 (P509-cc) E
F
TB7-9
A
B
C CNS29A22 (P509-bb)
D
E
F
(NOT SHOWN). 30-203-18
Page 20−78
Revision 20
CSP-H-2
J615
W
F
(J618-s) E520BB20 H
(J618-q) E521AA22 K
L
F529AA20 M
(TB1-30A) F529BB20 P
J
(J618-d) L527DD22 C
N
(TB1-28A) F530BB22 X
F530AA22 Y
P505GG16 Z
(J618-A) Q501CC20 S
T
U
V
P9J D
GEN OUT ALARM A E555D22 (J618-J) A
B
ENG OIL TEMP C E506B22 (J618-V)
AUTO REIGN D J501AA20 (J618-j)
AMMETER (GEN) E D505B20 (J618-W)
28 VDC IN F E540B22 (J618-X) J616
UTIL PWR G M501AA20
OVER VOLT RELAY H P17A20 f
FUEL LOW SW J E517D22 (J618-G) (J618-k) D508AA22 d
N1 TACH K E523B22 (J618-e) (J618-t) E567AA22 b
FUEL QTY L D505B22 (J618-U) (TB1-6B) K508AA20 A
GEN SW M P508CC20 B
ENG CHIP DET LO N E513D22 (J618-F) C
TRIM ACT P C506AA22 (TB1-24A) H506AA20 D
POS LTS R L520AA20 (TB1-24B) H502AA20 S
INSTR S L531AA22 (J618-r) SX1AA20 E
EPO BOX T E524BA22 (J618-R) (J618-a) RV522AA16 t
DUAL TACH U E525BB22 (J618-f) (J618-c) RV520AA16 s
DUAL TACH V E526CC22 (J618-h) H601E16 r
N1 TACH W E522C22 (J618-S) (TB3-1C) M520AA16 q
HOUR METER X D506B22 (J618-m) (TB1-16A) M503AA20 F
XMSN OIL TEMP SW LO Y D509B22 (J618-E) (J618-b) L527CC22 h
GEN Z P515AA16 H
PITOT HTR a F504AA20 (J618-C) E508AA22 G
START PUMP b Q501AA20 (J618-M) E559A22 J
ANTI-COLL LTS c L511AA16 K
INSTR CLUSTER 3-PACK d E501AA22 L
BATT 160°F e E563A20 (J618-N)
DUAL TACH f E527CC22 (J618-g) (J618-i) J501AB20 M
BATT 140°F g E564A20 (J618-P) N
N2 GOV h K504AA22 P
XMSN OIL PRESS SW LO i E559N22 (J618-L) p
FUEL FILTER SW j E531D22 (J618-H) n
OVER VOLT RELAY k P512BB20 (TB3-4D) L502B16 m
M/R XMSN CHIP DET LO m E559J22 (J618-K) (TB1-5D) L504AA20 R
VOLTAGE REGULATOR n P509AA16 (J618-n) L539AA20N j
p E522J224 (E24)
T/R XMSN CHIP DET LO q E559H22 (J618-B)
r
s
NR DISABLE t E105A20 (J618-T) J617
A
B
L533AA20 C
D
L529AA22 E
(J618-D) K551AA22 F
(J618-p) L532DD22 G
2 R11 1 2 R9 1 SP91 (J618-Y) L527BB22 H
H601B16 H601F16 A B J
1 Ω 55W 1 Ω 55W (J618-Z) L524A22 K
L
HR1 (FWD LIGHTER) M
+
H601C16 - DS7
(TB6-5) H501A16 30-203-19
Figure 20−13. Console Wiring Diagram, Instrument Panel Type T, with Center Console
(369HM; 248 & Subs) (Sheet 1 of 7)
Page 20−79
Revision 20
CSP-H-2
P615
2 CB118 (START PUMP)
W P508C16 (S4-4) P505L16
F E520A22 (S4-2) 7.5A 1
H E520B20 (S4-2) 2 CB120 (PITOT HTR)
K E521A22 (S4-1)
L 7.5A 1
M F529A20 (S503-1) (OPT) 2 CB117 (UTIL PWR)
P F529B20 (S503-2) (OPT) 1
J 7.5A
C L527D22 2 CB101 (INSTR)
N P505D8 (TB10-4)
X F530B22 (S502-2) (OPT) 5A 1
Y F530A22 (S502-1) (OPT) CB106 (ENG OUT)
Z 2
P505G16 P505K10
S Q501C20 5A 1
T Q501A20 2 CB125 (ENG START)
U F504A20 P505J10
V M501A16 5A 1
D P512B20 (TB11-2C) CB102 (CYCLIC TRIM)
A P514A20 (K103-2) 2
P505H10
B F529E20 (SW PNL) 5A 1
R F529F20 (SW PNL) CB103 (N2 GOV TRIM)
2
5A 1
2 (SPARE)
P616 1
f E501A22 2 CB130 (XPDR)
d E508A22
b E567A22 5A 1
A K508A20 2 CB113 (ADF)
B C506A22
C K504A22 2A 1
D H506A20 (CB PNL) 2 CB108 (NAV COM)
S H502A20 (CB PNL)
E SX1A20 7.5A 1
t RV522A16 2 CB109 (CIG LTR)
s RV520A16
r H601A16 15A 1
q M520A16 2 CB603 (CARGO HOOK)
F M503A20
h L527C22 15A 1
H E529A22 2 CB600 (HOIST PWR)
J L536A20 M535A8
G E508A22 (TB10-1) 50A 1
a 2 CB601 (HOIST CUTR)
K F529A20
L F530A22 7.5A 1
M J501A20 2 CB114 (ANN PNL LTS)
N L531A22
P L533A20 5A 1
p P509A16 2 CB104 (INSTR LTS)
n P515A16
m L502A16 5A 1
R L504A20 2 CB110 (LDG LT)
j L539A20N L501A16
15A 1
c
2 CB111 (DIR GYRO)
K3 5A 1
J28 J29 LDG LT RELAY 2 CB105 (ATT GYRO)
A2 A1 5A 1
E3A L501B20
X1 2 CB124 (AUTO RE-IGN)
X2 7.5A 1
S2 (MSTR 2 CB116 (CKPT UT LT)
SELECT SW) 5A 1
1 BAT 2 CB119 (POS LTS)

(TB10-3) P502B(3-10) 2 7.5A 1
P505C(3-10) (TB10-4)
(TB10-2) P503B(3-10) CB112 (GEN FIELD)
3 EXT 2
P27C20N E14 15A 1
E14A
20-203-20
(369HM; 248 & Subs) (Sheet 2 of 7)
Page 20−80
Revision 20
CSP-H-2

2
E510A22 (TB700-7C) DS11 (DIMMER
1 CONTROL UNIT)
c P12
3
4
E530B22 C ENG OUT LT HI
2
1 E559M22 G XMSN OIL PRESS LT HI
c H ENG CHIP LT LO
3 g M/R XMSN CHIP LT LO
4 E559P22
K FUEL LOW LT LO
2 P GEN OUT LT LO
1 D502A22
c (P618-L) E559NN22 j XMSN OIL PRESS SW LO
3 (P618-K) E559JJ22 e M/R XMSN CHIP DET LO
4 E503B22 (P618-E) D509BB22 Y XMSN OIL TEMP SW LO
(P618-F) E513DD22 Z ENG CHIP DET LO
XDS18 (GEN OUT) (P618-G) E517DD22 a FUEL LOW SW LO
2 (P618-H) E531DD22 b AIR FRAME FLTR SW LO
1 E555A22 (P618-J) E555DD22 c GEN OUT ALARM LO
c E559AA22 (P618-M) (P618-B) E559HH22 R T/R XMSN CHIP DET LO
3
4 E559B22 A +28VDC TEST
B DC GND TEST
XDS15 (ENG CHIPS) (TB502-20A) E559AB22 D WARN LTS BRT/DIM
2 (P618-A) Q501E20 N START PUMP
1 E513A22 (TB12-4A) E519A22 S ENG OUT WARN SIGNAL
c (P19-K) E518A22 T PRESS/TEMP WARN SIGNAL
3 d PNL LIGHTING, VARIABLE DC
4 E559C22 (TB502-7A) L534A22
(P618-C) E508E22 V +28VDC
(P618-Z) L524B22 J BRT/DIM SW
XDS19 (M/R XMSN CHIPS) (P618-D) L551A22 X DIMMER POT ARM
2 L START PUMP ON LT
1 E559L22
c (TB6-5) E563A22 W DC GND
3 U
4 E559D22
XDS20 (T/R XMSN CHIPS) XDS7 (START PUMP LTS)

2
1 E559K22 E561A22
c 3
3 (TB700-7D) E560A22
4 E559E22
E501H22
2 5 4 1
XDS16 (FUEL LOW)
2
E517A22 XDS23 (BAT TEMP)
1
c 1
(P618-P) E564AA20
3 2
4 E559F22
4
XDS17 (FUEL FLTR) (P618-N) E563AA20
2 5
1 E531A22
c 3
3
4 E559G22
XDS21 (WARN PRESS-TO-TEST)

NC S1
(1) E559H22
C
NO E509A22
NC
(2) E512A22
C
NO E511B22
NC
(3) E559J22
C
NO E563C22
NC
(4)
C
NO E564C22
30-203-21
(369HM; 248 & Subs) (Sheet 3 of 7)
Page 20−81
Revision 20
CSP-H-2
INST CLUSTER 3-PACK

J618P
2 BLANK
(J615-S) Q501CC20 A Q501E20 (P12-N)
(J9-q) E559H22 E559HH22 (P12-R) 7 KEY
B P4J
(J616-G) E508AA22 C E508E22 (P12-V) 8 GRD
L551AA22 D L551A22 (P12-X) A
(J9-Y) D509B22 D509BB22 (P12-Y) E505A22 1 FUEL SENDER
E
(J9-N) E513D22 F E513DD22 (P12-Z) B E506A22 3 OIL TEMP
(J9-J) E517D22 G E517DD22 (P12-a) H
(J9-j) E531D22 E531DD22 (P12-b) L535B20 L535A20 11
H
(J9-A) E555D22 J E555D22 (P12-c) (TB700-6D) L542E20N 12
(J9-m) E559J22 K E559JJ22 (P12-e) E
(J9-i) E559N22 D505A20 4 AMM (GEN)
L E559NN22 (P12-j)
(J616-J) D501C20 M D501AA20 (XDS18-3) D501B20 D D501A20 5 AMM (BAT)
(J9-e) E563A20 N E563AA20 (XDS23-5) (TB700-6C)
(J9-g) E564A20 P E564AA20 (XDS23-1)
(J9-T) E524BA22 R E524BB22 (TB502-14C) F E540C22 6 28 VDC IN
(J9-W) E522C22 S E522CC22 (TB502-14F)
(J9-K) E523B22 E540D22 10
e E523BB22
(J9-U) E525BB22 f E525B22 L534C22 9 R112
E522K22 (E24) R2 R1
(J9-t) E105A20 T E105AA20 (P19-G) 20 Ω8W
(J9-L) E505B22 U E505BB22 L534B22 J L534C22 M4
(J9-C) E506B22 V E506BB22 (TB502-7B) C
(J9-E) D505B20 W D505BB20 E507A22
OPT EQUIP. OR
(J9-F) E540B22 X E540BB22 CAP AND STOW
L527BB22 Y L527E22 (TB700-4C)
L524A22 Z L524B22 (P12-J)
(J616-h) L527CC22 b L527F22 (TB700-4D) P1 (N2/NR TACH IND)
(J615-C) L527DD22 d L527G22 (TB700-4E)
(J616-t) RV522AA16 a RV522E16 (TB501-1) A
(J616-s) RV520AA16 c RV520E16 (TB501-2) B
(J616-E) SX1AA20 r SX1C20 (TB501-4) (TB700-7B) E528A22 H M1
(J9-f) E527CC22 g E527C22 (TB502-14B) E524B22 D
(J9-V) E526CC22 h E526C22 E
(J616-M) J501AB20 i J501AC20 (INSTR PNL)
(J9-D) J501AA20 j J501AD20 (TB502-13B)
(J616-d) D508AA22 k D508E22 (M5+) P2 (N1 TACH IND)
(J9-X) D506B22 m D506BB22 (M5-)
(J616-j) L539AA20N n L539E20N (E3) (TB700-6E) E529A22 A A
L532DD22 p L532F22N (TB6-4) B M2 B M2
(J615-K) E521AA22 q E521E22 (TB6-6) (TB502-14E) E522D22 C D
(J615-H) E520BB20 s E520F20 (TB12-4C)
(J616-b) E567AA22 t E567G22 (TB12-2D) TOT IND
1
M3 R4 10 Ω 10W E10A16 YEL (TC300)
E10A16 RED (TC300)
TB9 2
WARNING HORN SP82 SP14
+ COMP LT
E519C20 B A E519D20 (TB12-4B) L528C20 A B BLK -
DS105 SP81
SP15 XDS112
- E520B20 B A E520D20 (TB12-4D) +
L528B20 A B BLK
LT SW PNL
(STOW)
J617P S7
(STOW) 1 2 POS LT
(J9-R) L520AA20 A L520A20
B L524A22 (STOW) R110
(J616-P) L533AA20 C L533A20
D L525A22 (STOW) 2 3
(J616-H) L529AA22 E L529A22 (PNL LT DIM POT)
F L523A22 R110 (5K2W)
1
G L532D22N
H L527B22 J27
J L522A22 (STOW) LT SW L532E22
K L530A22 (STOW) PNL LTS
(J9-c) L511AA16 L L511A16
(J615-Z) P505GG16 M P505G16
CB115
1 7.5A 2 (ANTI-COL LTS)
30-203-22
(369HM; 248 & Subs) (Sheet 4 of 7)
Page 20−82
Revision 20
CSP-H-2
TB501
1 RV522E16 (P618-a)
2 CNS17C22 (P509-A)
RV520E16 (P618-c)
3
4 SX1C20 (P618-r)
K103
(OVERVOLTAGE RELAY) TB11-1 TB11-2
1 P15A20 A A
2 P514A20 (P615-A) B B
3 P24B20 C (P615-D) P512B20 C
4 D P24A20 D
5 E E
6 P24C20 F F
S4 (GEN)
7 P15C20
P508C16 (P615-W)
8 P15B20 3 4 E520A22 (P615-F)
E520B20 (P615-H)
1 2
NOTE: TB11-3 BLANK
E521A20 (P615-K)
(NOT SHOWN).
TB12-2
A
B
C
D E567G22 (P618-t)
TB12-4
A E519A22 (P12-S)
B E519D20 (SP82-A)
2MFDS
C E520F20 (P618-s)
D E520D20 (SP81-A)
P19
(TB502-14D) E522E22 A DS10 (ENGINE
POWER OUT
E567B22 B WARNING UNIT)
(TB502-12D) E533A22 C
(TB6-3) E510D20 E
E519B22 F
(P618-T) E105AA20 G
E520A22 J
(P12-T) E518A22 K
(TB502-14A) E108A20 L
(TB502-12F) RV514A22 M
(TB502-13D) J507A20 U

(NOT SHOWN).
30-203-23
(369HM; 248 & Subs) (Sheet 5 of 7)
Page 20−83
Revision 20
CSP-H-2
TB700-1
A
B
PNL LTS C
D L528G20
(TB502-7C) L535C22 E
F L533M22
AIRSPEED
TB700-2
(TB502-7D) L533D22 A
B L528H20
PNL LTS C ALTIMETER
D L528K20
E L528L20
F L534G20 IVSI
TB700-3
(TB502-7E) L533E22 A
B L534H20 CLOCK
PNL LTS C L534D20
D L534F20
E L534E20 N2/NR TACH
F
XDS117
TB700-4
(TB502-8B) L533F22 A OIL PRESS
B
XDS115
(P618-Y) L527E22 C PNL LTS
(P618-b) L527F22 D
TORQUE
(P618-d) L527G22 E
XDS138
(SP15-A) L528B20 F
TB700-5 N1 TACH
A XDS136
B
C PNL LTS TOT
D
XDS137
E
E3 L539E20N (P618-n) F
TB6 RV510E16N TB700-6

1 CNS9B22 (P509-B) A D501D20N (TB6-6)
CNS57F22 (TB502-2F) B L528C20 (SP14-A)
COMMON
2 C D501B20 (P4-D)
GND
D L535B20 (P4-H)
GRD 3 E501F20N E E529A22 (P2-A)
BUS E510D20 (P19-E) F D501G20
4 L532F22N (P18-p) TB700-7 TB700-8
D501E20N A A
5 E563A22 (P12-W) B E528A22 (P1-H) B
H501A16 (HR1-(-)) COMMON C E510A22 (XDS14-2) C COMMON
E521E22 (P618-q) GND GND
6 D501D20N D E560A22 (XDS7-2) D
RV510B16N (E2) E D501H20 E
7
F D501E20N (TB6-4) F
8
30-203-24
(369HM; 248 & Subs) (Sheet 6 of 7)
Page 20−84
Revision 20
CSP-H-2
P509 TB502-1
dd CNS12B22 A
D CNS14B22 B
T CNS13B22 C
INTERCOM V CNS56A22 D
SYSTEM U CNS22A22 E
S CNS10B22 F
R CNS18A22
M CNS6A22 TB502-2
N CNS33A22 A
L CNS34A22 B
K CNS11B22 C
P CNS16B22 D
RV511A22 E
J CNS55A22 (TB7-11D) F
H CNS15B22 (TB7-11B) (TB6-1) CNS57F22
cc CNS31A22 (TB7-8F) TB502-3
bb CNS29A22 (TB7-9C) A
C CNS24A22 (TB7-10B) B AUDIO
E CNS32A22 (TB7-10D) C COMMON
aa CNS25A22 (TB7-8C) D
F CNS30A22 (TB7-10F) E
Z CNS21A22 (TB5-1A) F RV514R22
Y CNS20A22 (TB5-2B)
W CNS23A22 (TB5-4B) TB502-4
X CNS19A22 (TB5-2C) A
B CNS9B22 (TB6-1) B
A CNS17C22 (TB501-2) C AUDIO
(TB5-1C) RV514F22 D COMMON
TB502-10 E
A F L533G22
B
C TB502-5
D A
E B
F RV514T22 C AUDIO
D COMMON
TB502-11 (TB7-3E) RV514B22 E
F
A
B TB502-6
C A
D B
E C
F D
E
TB502-12 F
A RV514S22
B RV514P22 TB502-7 TB502-8 TB502-9
C (P12-d) L534A22 A A A
D E533A22 (P19-C) (P4-J) L534B22 B B L533F20 (TB700-4A) B
E RV514Q22 (TB700-1E) L533C22 C PNL C PNL C PNL
F RV514A22 (P19-M) (TB700-2A) L533D22 D LTS D LTS D LTS
(TB700-3A) L533E22 E E E
F L533B22 F L533H22 F
TB502-13
A
B J501AD20 (P618-j)
C
D J507A20 (P19-U)
E TB106
F
2
TB502-14
A E108A20 (P19-L) CR10
B E524B22 (P1-D)
C E524BB20 (P618-R) 1
D E522E22 (P19-A) R30
E E522D22 (P2-C)
F E522CC22 (P618-S) 3
NOTE: TB502-15 THRU 205-20 BLANK

(NOT SHOWN). 30-203-25
(369HM; 248 & Subs) (Sheet 7 of 7)
Page 20−85
Revision 20
CSP-H-2
EXT PWR
EXT PWR SW S2 1
RECEPT J100 EXT 3
OFF N2 AND ROTOR P202
2 F
BAT 1 DUAL TACH IND G200 ROTOR
P1 J9P E TACH GEN
P108 D T
A J303P P306
BT101 BAT E U
M1 B F A N2 TACH
28 VDC F G302
G B GEN
A V
B P108 H
+ R4
TOT ENG
M3
INDICATOR _ THERMOCOUPLE
ENG OIL TC300
ENG OIL TEMP SENDER
PRESS SENDER 2
RT301
R302 T
3
INSTR
CB101 J9P
1 2 R1
D 4
5A 25 W 25W
+ _
X M5 5
* HOUR METER P/O CYC TRIM SWITCH S107
TRIM J130P P/O CYC STICK
CB102 J9P X
1 2 UP
P P105 S
5A RIGHT
A R
J9 LONG TRIM B101 B LEFT
U DWN
Q MOTOR C V
P9 (LEFT 500S/E, RIGHT 500M)
* HEATER * HEATER
SWITCH 1 2 3 4 ACTUATOR
B P/O CYC TRIM SW S103
S601
A B600 J109P P/O CYC STICK
C
X UP
5 6 7 8 P609 S RIGHT
R
P106 LEFT
A U
DWN
LAT TRIM B102 B V
MOTOR C (RIGHT 500S/E, LEFT 500M)
N2 GOV N2 TRIM SWITCH S108

CB103 P/O COLL STICK
J9P J112P
1 2
H DEICER SWITCH C
5A INCR
J9 S602 DEICER A
E ON OFF
(FWD) ACTUATOR B
P9 (AFT) J103P DECR
N B (RIGHT 500S/E, LEFT 500M)
1 2 3
L A
D B300 N2 TRIM SWITCH S104
4 5 6 P C P/O COLL STICK
J113P
P107 C INCR
A A
N2 GOV B103 B B
MOTOR C DECR
(LEFT 500S/E, RIGHT 500M)
30-135-1
Figure 20−14. Typical Electrical System Schematic, Instrument Panel Type A

(Sheet 1 of 6)
Page 20−86
Revision 20
CSP-H-2
1 1
INSTRUMENT CLUSTER
A B C 369A4516
M4 4 PACK 8 LTS
PWR INPUT
P2
OIL PRESS
AMMETER
AMMETER
FUEL QTY
OIL TEMP
20Ω 8W
N1 TACH N1
GND
R112
INDICATOR TACH GEN
1 2 3 4 5 6 7 M2 G301
A B D A B
J4
A B C D E F H J
P4 P2 P305
P303
H J J303
J9 P9
L C D E F W K J9
P9
2
3
2
3
4
4
5 5
WARN & PNL LTS
CB104
1 2
6
5A P506
* GYROS D
CB105 MP * ATT
1 2 501 GYRO
C
5A
P507
A MP * DIR
C 502 GYRO
ENG OUT
CB106
1 2
5A J9P J205P
S 7
(500H/S)
2 1
8
REAR LIGHT 1 2
REAR LIGHT
PILOT'S DS202 SW S107
(500S/E) MAP LIGHT
ON DIM P210J
P211J DS201 R6 9
50W 5W OFF (500E)
(500E)
PILOT'S MAP LIGHT SW
S400 S108
T/R G/B P402J
P FUEL LEVEL
CHIP DET M
S200 S201 R251
S300
P300 P303J PM PM
ENG UPPER P A
CHIP DET M P251
D H E B
G/B CHIP G/B CHIP J251
S301
ENG LOWER P301 P303J DET FWD DET AFT
CHIP DET P E 10
M 11
12
30-135-2

(Sheet 2 of 6)
Page 20−87
Revision 20
CSP-H-2
1 1
P7
K WHT AR500 AUDIO AMPLIFIER
H BLK 2
DS10
ENG PWR OUT F YEL
WARNING UNIT
E ORN
C GRN
B RED
RED ORN BLK
A VIOL GRN YEL WHT
J3
A B C E F H K
P3
2 3
4
3 AUDIO CIRCUITS OF
* AVIONICS EQUIP 5
4
5
6 6
7
8
REAR SEAT LIGHT ASSY

(500E)
S107 DS202
10
1 2 1 2
S109 DS206
1 2 1 2
7
11
8
PILOT'S UTILITY LIGHT ASSY
(500M)
DS203
9
ROTOR OIL PRESS SW

FUEL FILTER SW 1
2
3
S303 S203
ROTOR OIL TEMP SW

2 1
S202
10
11
12
30-135-3

(Sheet 3 of 6)
Page 20−88
Revision 20
CSP-H-2
1
1
2
PRESS TO TEST
SWITCH SW1
1 2
2
4 3
P8 A B
P8 P8
INDICATOR LIGHTS START PUMP
CR14 J23P
DIMMER ASSY L ON LT
W R1 CR15
CR3 CR4 N
V DS1
CR1 1
C 2 ENG OUT
R113 D LTS
CR2 K1
U
DIMMER CW Q1 Q2 R3 J24P DS2
CONTROL DIM J
X E 2 1 ROTOR OIL
CR16 PRESS AND
Q3
TEMP LTS
R2 CR5 CR6 CR7
3 S
4 T
P9J CR8
5 Y Y F CHIP DET
R3 VR1 LT DS3 FUEL LOW
Q4 R4 LT DS4 FUEL FLTR
CR10
CR11
CR13
CR12
LT DS5 GEN OUT
R5 CR9 1 2 LT DS6
6 N Z H
1 2
7 P303J J AA K
1 2
8 C J BB M
1 2
A CC P
9 DD R
TO * AVIONICS EQUIP
PNL LTS
3
10 4
5
6
1 R3 2
11 7
GEN 1W 10W
P6 P9J CB112 J9P
VOLTAGE REGULATOR VR1
C N Z 8
+ 15A
D
9
F 10
P/O COLL.
A J113 A J112
P113 STICK P112
START SW START SW
S106 S106
(500 S/E) (500M)
LH P112 RH
P113
+ B
J113 J112 B KEY SW
+ S3
P9J 2 1
A B 11
B
E 12
30-135-4

(Sheet 4 of 6)
Page 20−89
Revision 20
CSP-H-2
1
UTILITY CB117 J9P
2 1 2 G 1
R10 R12 J22P J20P HR3 J21P 7.5A
START PUMP
CIG LTR 1W 55W 1W 55W PILOT'S CB118
COMPT J9P
CB109 1 2 B 2
P9J R9 R11 P9J HR1
1 2 7.5A
P t * POS LIGHTS
15A 1W 55W 1W 55W CIG LTR
CB119 J9P
1 2
R 3
7.5A
* LDG LT * PITOT TUBE HEATER
CB110 J9P CB120 J9P
1 2 1 2 HR2
S A
15A * LDG LT 15A * PITOT
A1 LDG LT
DS100 TUBE
A2 RELAY * CARGO HOOK P/O J11 HEATER
K101 LDG LT SW CB603
J112P S105 P112J
1 2 J * CARGO
D C (500M ONLY) HOOK
(RIGHT SIDE, 500M) * HOIST
CB601 D
LDG LT SW
J113P S105 G * HOIST
P113J 1 2
D C
(LEFT SIDE, 500 S/E) * EMERG FLOAT FLOAT SW
CB121 S5 J138P J140
* EMERG
1 2 1 2 FLOAT
* ANTI-COL LTS P118 J203P * UPPER

CB115 J9P P119 ANTI-COLL LT
1 2 * DS102 A B DS200
C FLASHER P120 * LOWER
7.5A B A ANTI-COLL LT
A B DS201
+ AUDIBLE
3 1
DS105 WARNING
4 2
HORN
5
6
STARTER-GENERATOR G300
J303P
D INTERPOLE COMP
7 K 1 S4 2
4
ARM
A SHUNT SERIES 3 4
8 D
B C E GEN SW
5
J9
M
P9
9
6
10 GEN
K301 OVERVOLTAGE
INDIC
SPARK START RELAY RELAY K103
J303 ALARM
M GAP A1 A2 8
P303 6
X2 5 7
X1 1
F 7
SQ 300 4 3
BAT P9J
IGNITION 2
K
EXCITER APP SW 8
11
R2 P9J REV CURRENT RELAY K300
12 H
120W 1W 30-135-5

(Sheet 5 of 6)
Page 20−90
Revision 20
CSP-H-2
J103
1 A
UTILITY OUTLET
B
P250J
2 A
B250 START PUMP
B
3
Î J400P
J116P
J401P
J117P
DS400
* TAIL LT
DS251
* RIGHT POS
J133P J137P OR SKID LT
J114P J115P DS250

* LEFT POS
J134P J132P OR SKID LT
INSTRUMENT CLUSTER
M4 4 PACK (NOTE 2) 8 LTS
PWR INPUT
OIL PRESS
AMMETER
AMMETER
FUEL QTY
OIL TEMP
OIL TEMP
20Ω 8W
GND
R112
1 2 3 4 5 6 7 3A
J4
A B C D E F H J K
P4
R303 2
3 1
R305 R304
SP50
N1 TACH LT TORQUE LT TOT LT VOR LT CLOCK LT N2 TACH LT DIR GYRO LT

DS115 DS116 DS117 DS118 DS119 DS120 DS121
4
RATE OF
DIR GYRO LT CLIMB LT AIR SPEED LT ATT GYRO LT ATT GYRO LT ALT LT
DS122 DS123 DS124 DS126 DS127 DS128
5
COMPASS LT NOTES:
P14J DS112 P13J 1. THIS DIAGRAM IS PRESENTED AS A TYPICAL BASIC ELECTRICAL
6
SYSTEM FOR A HELICOPTER WITH INSTRUMENT PANEL TYPE A.
CB PNL EDGE LT VARIATIONS MAY EXIST FROM THAT SHOWN DEPENDING ON
HELICOPTER MODEL. (REFERENCE DESIGNATORS, COMPONENT
J17P J15 VALUES, CONNECTOR PINS, TERMINAL NUMBERS, ETC. MAY VARY.)
7 2. FOR IDENTIFICATION OF CIRCUIT INTERCONNECTION THROUGH
MAJOR COMPONENTS, USE THIS DIAGRAM WITH THE APPROPRIATE
COMPONENT INTERNAL SCHEMATICS AND WIRING DIAGRAMS THAT
SW PNL EDGE LT ARE PRESENTED IN OTHER SECTIONS OF THIS MANUAL.
J16 3. NOT ALL OPTIONAL EQUIPMENT IS SHOWN. ASTERISK ( * ) INDICATES
8 OPTIONAL EQUIPMENT FOR MOST MODELS. FOR ELECTRICAL WIRING
DIAGRAMS OF OPTIONAL EQUIPMENT, REFER TO CSP-H-3, APPENDIX A.
4. INSTRUMENT CLUSTER 4 PACK CIRCUIT, SHOWN SEPARATELY, IS USED
ON HELICOPTERS WITH P/N 6460013 OIL PRESSURE SENDER.
30-135-6

(Sheet 6 of 6)
Page 20−91
Revision 20
CSP-H-2
EXT PWR 1
RECEPT J100 EXT 3 2
3
OFF 4
N2 AND ROTOR P202
BAT 1
140°F DUAL TACH ROTOR (NR)
A
SW INDICATOR G200
A P108 P1 J9P B TACH GEN
D T
BT101 BAT P529 P306
E U
28 VDC A F A
M1 B F G302 N1 TACH
C G B GEN
A V
H J903P
B P108 160°F + R4
TOT YEL ENGINE
SW INDICATOR M3 RED THERMOCOUPLE
- TC300
ENG OIL TEMP

SENDER
INSTR RT301
5
CB101 J9P P/O TB8
T 2 R1 1
D 6
5A 25W 25W
+ -
X M5 7
TRIM J130P
HOUR METER CYC TRIM SW S107
CB102 J9P X (LEFT SIDE)
UP
P S RIGHT
5A B P105
R
LONG TRIM A U LEFT
MOTOR B101 DWN
C V
J109P *CYC TRIM SW S103
X (RIGHT SIDE)
UP
S RIGHT
B P106
R
LAT TRIM A U LEFT
MOTOR B102 C DWN
N2 GOV V
CB103 J9P *N2 TRIM SW S108
J112P (RIGHT SIDE)
H F
5A B P107 INCR
E
N 2 GOV. A H
MOTOR B103
C DECR
J113P *N2 TRIM SW S104
F (LEFT SIDE)
VR1 VOLTAGE REGULATOR INCR
P6 E
+ C H
DECR
D
8
9
F 10
J113
A
P113
P/O COLL STICK
S106 (LEFT SIDE)
+
J113
+ B P113
11
A P/O TB8
B
1 R2 2
E 12
120W 1W
30-192-1
Figure 20−15. Typical Electrical System Schematic, Instrument Panel Type B

(Sheet 1 of 5)
Page 20−92
Revision 20
CSP-H-2
1 1
2 2
3 3
4
INSTRUMENT CLUSTER M4 369A4516 DS10
A B C
3 PACK (NOTE 7) ENG PWR OUT
12 10 P2
AMMETER
AMMETER
FUEL QTY
OIL TEMP
WARNING UNIT
+28 VDC
P19
N1 TACH N1 TACH (NOTE 5)
GND
(NOTE 9) L
KEY
LTS
INDICATOR GEN
K 4
11 1 3 8 4 6 5 9 M2 G301 (NOTE 8) J 5
2 7
F J9P 6
A B D A B T
J4 (NOTE 9) G 7
TB502-13D
H A B E F D J C P2 P305 (NOTE 9) U
P4 P303
(NOTE 9) M TB106 8
H J (NOTE 6)
J303
J9 E
L C E F P9 TB502-12D
5 P9 W K C
J9 B
A
WARN & PNL LTS 1 CB104
2
6 5A 9
GYROS 1 2 CB105
7 5A 10
CB106
ENG OUT 1 2
5A J9P SP205
ENG AUTO 1 *CB124 PILOT'S MAP LIGHT S
REIGN DS205 2 BRT P210J
5A P211J R6 1 11
S300 50W 5W DIM PILOT'S MAP
S400 P300 SP402 LT SW S108A
T/R G/B P
12
CHIP DET M SP27
S200 S201
S300
P300 P303J PM PM
ENG UPPER P
CHIP DET A
M
FWD AFT
M/R G/B
S301 CHIP DET
P301 P303J
ENG LOWER P
E 13
CHIP DET M SP73 14
15
16
STARTER - GENERATOR G300
J303P
1 R3 2 D INTERPOLE COMP
K
1W 10W
P9J CB112 ARM
2 J9P A SHUNT SERIES
1 JMPR
8 D Z D B C E
15A
9 GEN
17
10
J303 SPARK GAP A1 A2
B M
P303
X2
SP80
X1
EVENTS
S3 COUNTER SQ 300 K301
KEY SW M29 START RELAY
P9J (NOTE 4)
2 1
11 B 18
P9J
12 H 19
30-192-2

(Sheet 2 of 5)
Page 20−93
Revision 20
CSP-H-2
P9 G J9
1 1
2 E 2
3 3
4 4
5
CR1 DIODE
6
SP70 NC 1N 2070
7
* AUTO REIGN +28 VDC NO - +
C
CR10 1N 2070 P509
* EPO SP71 DS105
8
R30 AUDIO
1K AUDIBLE
NO. 3 NR WARNING
1/2 W
DISABLE HORN
SWITCH 5
S199
9 6
10
GEN-OFF SW S4
REAR SEAT LT ASSY
REAR DS202 OFF 1
LT SW 2
1 2 3
11 GEN
4
5
6
12 7
FUEL LEVEL ROTOR OIL J9
PRESS SW X
S203 1 P9
R251 2
3
8
RED BLK BLK BLU P251 S202 1

P251 D H E B 2 9
J251 J251 ROTOR OIL
TEMP
13 10
14 11
15 12
16 13
S303 FUEL FLTR SW
SP23
14
J9
M
P9
17 15
OVERVOLTAGE
REV CURRENT RELAY K300 RELAY K103
GEN 8
INDIC 6
ALARM 5
1
7
4
3
F
BAT
18 2
P9J
APP SW K
19
30-192-3

(Sheet 3 of 5)
Page 20−94
Revision 20
CSP-H-2
1 1
2 2
3 3
J9P R10 R12 SP22 SP20 HR3 SP21
CIG LTR P
1W 55W 1W 55W AFT CIG LTR
CB109
R9 R11 HR1
15A 1W 55W 1W 55W FWD CIG LTR
LDG LT
4 LDG LT RELAY
CB110 J9P W
A1 A2
S
15A LDG LT
X1
X2 DS100
P/O COLL STICK
K101
SP136 S105 P113J
J113P
C D
LDG LT SW (LEFT SIDE) UPPER STROBE LT
STROBE PWR P556 DS 201
1 SP52 SP56 SP60
SUPPLY AND SP53 SP57 SP61 R
5 FLASHER 2 SP54 SP58 SP62
PS510 3 LOWER STROBE LT
6 ANTI-COL LT P557 DS 200
CB115 SP63
J9P 1
SP119 2
SP64 R
C SP65
7.5A 3
4
WARNING & CAUTION LTS
PRESS-TO-TEST SW DS21
S1 C NC START PUMP ON
7 NO DS57
S2 C NC 1 2
SP23
NO
P12
8 PNL LTS P12
B A
DIMMER SP24
P12 L 5
CONTROL W N
9 6
R110 V C
5K 2W
3 1 INDICATOR LIGHTS G 7
CW DIMMER ASSEMBLY H 8
10 2 BRT
11 X DS11 E 9
12 S F
13 10
T P
P9J 11
I J
P303J H 12
14 Y Y
C
G R
G 13
N Z
M E
A F 14
15 J
J B
A C K 15
D
M 16
N2 & NR ENG OIL
N1 TACH TORQUE TOT TACH PRESS
DS120 DS116 DS106 DS117 DS115 17
RATE OF ATT ATT
DIR GYRO CLIMB GYRO LT GYRO LT ADF LT
DS122 DS134 DS126 DS127 DS119 * COMPASS
SP15 DS 112 SP14
CLOCK
DS119 18
30-192-4

(Sheet 4 of 5)
Page 20−95
Revision 20
CSP-H-2
1
2 J509
D
3
D
COMM 1 XMIT KEY 1
TB502-1C 2
COMM 1 XMIT KEY RADIO
TB502-1E 3
COMM 1 - COMM 2
* *
COMM 1 XMIT KEY 4 SWITCH S13
TB502-2A 5
COMM 1 XMIT KEY 6 (NOTE 6)
TB502-2C
UTILITY
J9P J103
CB117
G A UTILITY
7.5A
B OUTLET
START PUMP
J9P P250J
CB118
B A START
7.5A B250 PUMP
B
POSITION LIGHTS DS 400
J9P SP400 SP401 W
CB119 TAIL LT
R
7.5A
PITOT TUBE HEATER DS 251
J9P SP140 G
* CB120 SP116 SP117 RIGHT SKID LT
G A
15A SP133 SP131
4 R DS 250
SP114 SP115 LEFT SKID LT
SP134 SP132
XDS 24 140° F
2
1 A
3 NOTES:
1. THIS DIAGRAM IS PRESENTED AS A TYPICAL BASIC ELECTRICAL
XDS 25 160° F SYSTEM FOR A HELICOPTER WITH INSTRUMENT PANEL TYPE B.
2 VARIATIONS MAY EXIST FROM THAT SHOWN DEPENDING ON
1 HELICOPTER MODEL AND SERIAL NO. (REFERENCE DESIGNATORS,
3 R WARN LTS COMPONENT VALUES, CONNECTOR PINS, TERMINAL NUMBERS,
5 (NOTE 10) ETC. MAY VARY.)
3 ENG OUT 2 2. FOR IDENTIFICATION OF CIRCUIT INTERCONNECTION THROUGH
6 MAJOR COMPONENTS, USE THIS DIAGRAM WITH THE APPROPRIATE
DS 14
XMSN OIL COMPONENT INTERNAL SCHEMATICS AND WIRING DIAGRAMS THAT
7 3 2 ARE PRESENTED IN OTHER SECTIONS OF THIS MANUAL.
PRESS DS 13
3. OPTIONAL EQUIPMENT AND ALL PROVISIONS FOR OPTIONAL
8 EQUIPMENT ARE NOT SHOWN. ASTERISK ( * ) INDICATES OPTIONAL
3 XMSN OIL 2
9 TEMP DS 12 EQUIPMENT FOR MOST MODELS. FOR ELECTRICAL WIRING
10 DIAGRAMS OF OPTIONAL EQUIPMENT, REFER TO CSP-H-3,
2 GEN OUT 3 APPENDIX A.
11 DS 18 4. USED ON HELICOPTER WITH 250-C20 ENGINE;
NOT USED WITH 250-C18 ENGINE.
2 ENG CHIPS 3 5. UNIT AND INTERCONNECTION WIRING DIFFERS ON HELICOPTER
12 DS 15 WITH 250-C18 ENGINE AND WITHOUT NR SENSING EQUIPMENT
2 M/R XMSN 3 (INCLUDING NR DISABLE SWITCH S199).
13 CHIPS DS 19 6. OPTIONAL ON EARLY HELICOPTERS.
CAUT LTS
7. FOR 4-PACK INSTRUMENT CLUSTER DIFFERENCES, REFER TO
2 T/R XMSN 3 (NOTE 10) SEC. 17.
14 CHIPS DS 20 8. PIN H FOR UNIT WITHOUT NR SENSING (REF. SEC. 19).
2 FUEL LOW 3 9. NOT USED FOR UNIT WITHOUT NR SENSING (REF. SEC. 17).
15 DS 16 10. TERMINALS SHOWN ARE FOR NON-DIMMING LIGHT INDICATORS.
2 FUEL FILTER 3 FOR DIMMING LIGHT INDICATORS, TERMINAL C APPLIES WHERE 3 IS
16 DS 17 SHOWN, AND TERMINAL 3 APPLIES WHERE 2 IS SHOWN.
AIRSPEED ALTIMETER
DS124 DS128 DS107 DS108 DS109
17
CB PNL CB PNL SW PNL

INSTR CLUSTER (3 PACK) EDGE LTS EDGE LTS EDGE LTS
J15 J16 J31

18
30-192-5

(Sheet 5 of 5)
Page 20−96
Revision 20
CSP-H-2
EXT PWR
RECEPT J100 1
EXT 2
3 3
S2 4
OFF 1 N2 AND ROTOR
DUAL TACH P202
BAT A ROTOR (NR)
140°F SW INDICATOR J9P B G200 TACH GEN
A P108 P1 J618P
P529 D R T
BT101 BAT E F U P306
28 VDC A B H F F A N2 TACH
M1
C A G V G B G302 GEN
H J903P
160°F SW + R4 YEL ENGINE

TOT
INDICATOR M3 10W 10W RED THERMOCOUPLE
_
TC300
ENG OIL TEMP
SENDER
INSTR 5
CB101 P/O TB8
P616J P618J T
1 2 2 R1 1
F D 6
5A 25W 25W
+ -
D K M5 7
TRIM
HOUR METER J130P CYC TRIM SW S107
CB102 P616J J9P (LEFT SIDE)
1 2 X UP
B P S
5A P105
B R RIGHT
LONG TRIM A U LEFT
MOTOR B101 V
DWN
C
J109P CYC TRIM SW S103
X (RIGHT SIDE)
UP
P106 S
B R RIGHT
LAT TRIM U LEFT
A
MOTOR B102 DWN
N2 TRIM C V
CB103 P616J * N2 TRIM SW S108
J9P J112P
1 2 (LEFT SIDE)
C H F
5A P107 INCR
B E
N2 GOV.
MOTOR B103 A H
DECR
C
J113P N2 TRIM SW S104
(RIGHT SIDE)
F INCR
VR1 VOLTAGE REGULATOR P6 E
+ C H
DECR
D J616P CB112
J9P 2 1
N F 8
15A
GEN
9
F
10
A J112
P112
P/O COLL STICK
S106 (RIGHT SIDE)
+
P112
+ B P616J
J112
A 11
A P/O TB8
B 1 R2 2 P9J
E H 12
120W 1W 30-116-1
Figure 20−16. Typical Electrical System Schematic, Instrument Panel Type T

(Sheet 1 of 6)
Page 20−97
Revision 20
CSP-H-2
P9J
1 G 1
2 E 2
3 3
4
INSTRUMENT CLUSTER M4 A B C 369A4516
10 DS10
3-PACK P2
12 R112 ENG PWR OUT P19
+28 VDC IN
AMMETER
AMMETER
FUEL QTY
OIL TEMP
WARNING UNIT L
N1 TACH N1 TACH
K 4
GND
KEY
INDICATOR GEN
LTS
11 2 1 3 7 8 4 6 5 9 M2 G301 J 5
F 6
A B D A B P618J J9P
J4 G T T 7
H A B E F D J C P2 P305 U 8
P4 P303
H J J303 M 9
P618 P9 E
U V W X E
J618 W K C 10
J9
J9 J618 B
5 L C E F P618 S A P618
P9 T
ANN PNL LTS 1 2 CB114 J618
6 11
5A
INSTR LTS 1 2 CB104
5A 12
7
ENG OUT 1 2 CB106 J616P
B 13
ENG AUTO REIGN 5A 1 2 PILOT'S UTILITY
* CB124
7.5A LIGHT ASSY
* CB116
P616J J9P SP205 DS 202
CKPT LT 1 2 1 2
5A N S
S400
T/R G/B P SP402
M 14
CHIP DET
SP27 FUEL LEVEL SENDER
* VARIABLE
S300 S200 S201 R251
PNL LT
P300 P303J
VOLTAGE ENG UPPER P PM PM
CHIP DET M A
TO
AVIONICS RED BLK BLK BLU P251
EQUIPT FWD AFT P251
D H E B
M/R G/B J251 J251
S301 CHIP DET
ENG LOWER P301
P
CHIP DET E 15
M SP73 16
17
18
STARTER - GENERATOR G300
1 R3 2 J303P INTERPOLE
D COMP
K
1W 10W
J616P J9P SHUNT ARM
A SERIES JUMPER
8 N Z D B C E
9 19
10
J303 SPARK GAP A1 A2
B M
P303
X2
X1
EVENTS
K301
COUNTER SQ 300
ENG START START RELAY
M29
CB125
2 1
11 20
5A
J615P
12 A 21
30-116-2

(Sheet 2 of 6)
Page 20−98
Revision 20
CSP-H-2
P9J
1 G 1
2 E 2
3 3
4 4
SP81
5
SP82
6 J9P SP70 NC
7 T C 1 2
TB502-13D * AUTO REIGN +28 VDC NO
8 + -
P509 AUDIBLE
TB106 1N 2070 CR10 SP71
DS105
WARNING
9 U * EPO
(NOTE 6) R30 AUDIO HORN
P618
TB502-12D 1K TB7-3E NO. 3
10 NR DISABLE S
1/2 W J618P SWITCH J618
* EPO AUDIO NO. 1 M S199
TO AUDIO CIRCUITS J617P 5
P616J
11 OF AVIONICS EQPT J E 6
H J618P 7
12 G C 8
13 J618
M
P618J J615P P618
G 1 2 H
K
3 4
W
J9
GEN-OFF SW J9
X M
S4 P9
P9
14 9
ROTOR OIL PRESS SW
1
2
S203 3
10
ROTOR OIL TEMP
1
2 11
S202
15 12
16 13
17 14
18 15
S303
FUEL FILTER SW SP23
16
19 17
REV CURRENT RELAY OVERVOLTAGE RELAY
K300 K103
GEN 8
INDIC 6
ALARM 5
1
7
4
3
F
BAT
20 P9J J615P 2
APP SW K D
21
30-116-3

(Sheet 3 of 6)
Page 20−99
Revision 20
CSP-H-2
1 1
2 2
3 3
CIG LTR
P616J SP91 R9 R11 HR1
CB109
R
15A LDG LT 1W, 55W 1W, 55W FWD CIG
LDG LT RELAY W LTR
CB110 A1 A2 P616J
M
4 15A X1 LDG LT
X2 DS100
K101 P/O COLL STICK
P616J J113P S105 P113J
R C D
LDG LT SW (RIGHT SIDE) UPPER STROBE LT
ANTI-COL LT P556 DS 201
SP52 SP56 SP60
P615J J617P CB115 P617J J9P SP119 1 SP53 SP57 SP61
STROBE PWR 2 R
Z M L C SP54 SP58 SP62
7.5A SUPPLY AND 3 LOWER STROBE LT
FLASHER P557 DS 200
5 PS510 SP63
1
SP64 R
6 2 SP65
7 3
8 4
WARN & CAUT LTS
5
PRESS-TO-TEST SW S1
S4 C NC
6
NO
S3 C NC
NO
S2 C NC
9 NO P12
B P12
S1 C NC 7
INDICATOR LIGHTS N
NO C 8
A DIMMER ASSEMBLY
10
W DS11 9
P618 G
P617J F J618 H 10
3 R110 1
11 G 11
5K, 2W CW J618P E
F D X F 12
2 P617J
V P 13
12 S
13
14 T H 14
P9J J618P
15 I L J
G 15
Y E Y
G B R
F 16
16 N F Z
M K E
P303J J G A K 17
C J H B
17 A J C M 18
D L 19
N2 & NR ENG OIL
N1 TACH TORQUE TOT TACH PRESS ALTIMETER AIRSPEED
DS136 DS138 DS137 DS117 DS115 * OPTIONAL
INSTRUMENT LIGHTS
SP15 DS 112 SP14
P618J COMPASS J616P
B H 20
J615P
D C 21
J617P
Y H 22
30-116-4

(Sheet 4 of 6)
Page 20−100
Revision 20
CSP-H-2
1
2
3
J618
N P
P618
UTILITY P615J J9P

V G 1
7.5A
START PUMP P615J J9P
CB118 2
T B
7.5A
POS LT SW
POSITION LIGHTS S
P616J J617P S7
CB119 1 2
P C 3
7.5A
PITOT TUBE HEATER
P615J J9P SP140
*CB117 A
U A
15A
4 CAUTION LIGHT
5 BAT TEMP
6 DS 23
1 A J618
140° F P618
5 160° F 3
7 3 ENG OUT 2
8 WARNING
DS 14
3 XMSN OIL 2 LIGHTS
9
PRESS DS 13
10
3 XMSN OIL 2
11
TEMP DS 12
12
2 GEN OUT 3
13
DS 18
2 ENG CHIPS 3
14
DS 15
2 M/R XMSN 3
15
CHIPS DS 19
2 T/R XMSN 3 CAUTION
16
CHIPS DS 20 LIGHTS
2 FUEL LOW 3
17
DS 16
2 FUEL FILTER 3
18
DS 17
3 START PUMP 2
19
DS 7
J28 CB PNL
20 EDGE LTS
J29 SW PNL
21 LTS PNL
EDGE LTS J27
22 EDGE LTS
30-116-5

(Sheet 5 of 6)
Page 20−101
Revision 20
CSP-H-2
J103
1 A
UTILITY OUTLET
B
P250J
2 A
B250 START PUMP
B
P617J J9P W DS 400

SP400 SP401 TAIL LT
3 A R
G DS 251
SP116 SP117 RIGHT SKID LT
SP133 SP131
R DS 250
SP114 SP115 LEFT SKID LT
SP134 SP132
NOTES:
1. THIS DIAGRAM IS PRESENTED AS A TYPICAL BASIC ELECTRICAL
SYSTEM FOR A NORMAL VERSION 500M HELICOPTER WITH
INSTRUMENT PANEL TYPE T. VARIATIONS MAY EXIST FROM
THAT SHOWN DEPENDING ON HELICOPTER MODEL AND
SERIAL NO. (REFERENCE DESIGNATORS, COMPONENT VALUES,
CONNECTOR PINS, TERMINAL NUMBERS, ETC. MAY VARY.)
2. FOR IDENTIFICATION OF CIRCUIT INTERCONNECTION THROUGH
MAJOR COMPONENTS, USE THIS DIAGRAM WITH THE APPROPRIATE
COMPONENT INTERNAL SCHEMATICS AND WIRING DIAGRAMS THAT
ARE PRESENTED IN THIS MANUAL.
3. OPTIONAL EQUIPMENT AND ALL PROVISIONS FOR OPTIONAL
EQUIPMENT ARE NOT SHOWN. ASTERISK ( * ) INDICATES OPTIONAL
EQUIPMENT FOR MOST MODELS. FOR ELECTRICAL WIRING
DIAGRAMS OF OPTIONAL EQUIPMENT, REFER TO CSP-H-2, APPENDIX A.
30-116-6

(Sheet 6 of 6)
Page 20−102
Revision 20

CSP H 2 - I0r21tr12 001p

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MD Helicopters, Inc.

MDHI 369H HELICOPTERS

This manual has been reprinted and now contains

PRINT DATE: 9 March 2012

MDHI MODEL HELICOPTERS

Copyright E 1999-2012 by MD Helicopters, Inc. Issued: 15 September 1981

RECORD OF TEMPORARY REVISIONS

MANUAL TITLE: CSP-H-2, Basic Handbook of Maintenance Instructions

REV. DATE REMOVED BY REV. DATE REMOVED BY

LIST OF EFFECTIVE PAGES

INSERT LATEST CHANGE PAGES, DESTROY SUPERSEDED PAGES

Cover/Title 2−16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Revision 16

Section 7 9−56 thru 9−58 . . . . . . . . . . . . . . . . . . . Revision 18

This Page Intentionally Left Blank

Section 1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1. Proprietary Rights constructed primarily of aluminum alloy. The

CARGO DOOR ASSY

LOWER SECTION INSTL

Figure 1−1. Helicopter − Major Components

The main rotor group consists of four rotor Removal

Page 1−5/(1−6 blank)

Section 2 Servicing and General Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

TABLE OF CONTENTS (Cont.)

TABLE OF CONTENTS (Cont.)

TABLE OF CONTENTS (Cont.)

30.30 FT. (9.235 M)

8.20 FT. 7.20 FT.

Figure 2−1. Principal Dimensions

2. Helicopter Fundamentals receptacle. Any source of external 28 volt,

FWD JACKING POINT

AFT JACKING PAD

Figure 2−2. Hoisting, Jacking and Leveling

C. Jacking (7). After leveling helicopter, remove plumb

(5). Install second ground handling wheel

TOW BAR FITTING

GROUND HANDLING WHEELS

Figure 2−3. Ground Handling Wheels

Table 2−2. Ground Support Equipment and Special Tools

Table 2−2. Ground Support Equipment and Special Tools (Cont.)

Table 2−2. Ground Support Equipment and Special Tools (Cont.)

Table 2−2. Ground Support Equipment and Special Tools (Cont.)

OIL COOLER BLOWER/TRANSMISSION

PITOT TUBE COVER

EXTENSION SPRING ACCESS

Figure 2−4. Parking and Mooring

4. Servicing B. Fuel System Draining

Figure 2−5. Servicing Points

transmission cover panel. Otherwise, to gearbox and detector to valve.

(4). Operate aircraft for five minutes, shut NOTE:

Table 2−3. Component Servicing and Materials

5. Battery Handling and Servicing do not use potassium hydroxide

Review the battery handling

Table 2−4. Maintenance Materials

3 Sealing compound MIL−S−8802 890 Coast Pro Seal

PR1422 Product Research

RTV 730 Dow Corning

4 Primer MIL−P−85582 (3)

7 Primer, catalyzed acrylic (Refer to item No. 6

8 Chemical film and MIL−C−5541B Iridite 14−2 Richardson Co.

9 Abrasive paper, silicon P−P−101 (3)

10 Surface cleaner TT−C−490 or WO #1 Turco Products, Inc.

Table 2−4. Maintenance Materials (Cont.)

Paint remover MIL−R−25134 (3)