Manual de Vuelo Schweizer 333

PUBLICATION NO.
CSP-D-8
PILOT’S FLIGHT MANUAL
CONTAINING THE
FAA APPROVED
ROTORCRAFT FLIGHT MANUAL
FOR
SCHWEIZER 333 HELICOPTER

MODEL 269D CONFIGURATION “A”
Warning:
This document, or an embodiment of it in any media, discloses information which is proprietary, is the
property of Schweizer Aircraft Corp., is an unpublished work protected under appli cable copyright laws,
and is deliv ered on the ex press condition that it is not to be used, dis closed, reproduced, in whole or in part
(including reproduction as a derivative work), or used for manufacture for anyone other than Schweizer
Aircraft Corp. without its writ ten consent, and that no right is granted to disclose or so use any information
contained herein. All rights reserved. Any act in violation of applicable law may result in civil and crimi-
nal penalties.
Export Warning:
These commodities, technical data or software are subject to the export control of either the International
Traffic in Arms Regulations (ITAR) or the Export Admin istration Regulations (EAR) and cannot be ex -
ported without the authorization of either the Department of State or the Department of Commerce prior to
ex port. Ex port includes disclosure and or access to Commodities, technical data or software by foreign na-
tion als whether located in the United States or Abroad. This requirement applies equally to foreign na-
tional employees of U.S. Companies and their foreign subsidiaries.
SCHWEIZER AIRCRAFT CORP.

Horseheads, New York 14845
Issued: 28 Sep 2000 Fi

Revised: 03 Apr 2009
Pilot's Flight Manual Model 269D Config. "A" Helicopter (333)
This page is intentionally left blank.
Fii Issued: 28 Sep 2000

269D Configuration A
Rotorcraft Flight Manual
CSP-D-8
TEMPORARY REVISION NO. 269P-D-3

FILING INSTRUCTIONS: Insert facing Page vi, dated Sep 28/00.
SUBJECT: Warning.
This Temporary Revision incorporates a new Warning related to the

use of components from aircraft with crash damage.
MANUAL CHANGES:
Insert the following Warning onto blank page vi:
GENERAL WARNING
Operating the aircraft in configurations not authorized by

Sikorsky Aircraft, or failure to comply with the limitations
and procedures in this Flight Manual, may result in
damage to equipment, personal injury or loss of life.
WARNING:
THIS DOCUMENT, OR AN EMBODIMENT OF IT IN ANY MEDIA, DISCLOSES INFORMATION WHICH IS PROPRIETARY, IS THE
PROPERTY OF SIKORSKY AIRCRAFT CORPORATION AND/OR ITS SUBSIDIARIES, IS AN UNPUBLISHED WORK PROTECTED
UNDER APPLICABLE COPYRIGHT LAWS, AND IS DELIVERED ON THE EXPRESS CONDITION THAT IT IS NOT TO BE USED,
DISCLOSED, REPRODUCED, IN WHOLE OR IN PART (INCLUDING REPRODUCTION AS A DERIVATIVE WORK), OR USED FOR
MANUFACTURE FOR ANYONE OTHER THAN SIKORSKY AIRCRAFT CORPORATION AND/OR ITS SUBSIDIARIES WITHOUT ITS
WRITTEN CONSENT, AND THAT NO RIGHT IS GRANTED TO DISCLOSE OR SO USE ANY INFORMATION CONTAINED HEREIN.
ALL RIGHTS RESERVED. ANY ACT IN VIOLATION OF APPLICABLE LAW MAY RESULT IN CIVIL AND CRIMINAL PENALTIES.

EXPORT WARNING:
THESE COMMODITIES, TECHNICAL DATA OR SOFTWARE ARE SUBJECT TO THE EXPORT CONTROL OF EITHER THE
INTERNATIONAL TRAFFIC IN ARMS REGULATIONS (ITAR) OR THE EXPORT ADMINISTRATION REGULATIONS (EAR) AND
CANNOT BE EXPORTED WITHOUT THE PRIOR WRITTEN AUTHORIZATION OF EITHER THE DEPARTMENT OF STATE OR THE
DEPARTMENT OF COMMERCE. THE TERM “EXPORT” INCLUDES ANY DISCLOSURE AND/OR PROVISION OF ACCESS TO
COMMODITIES, TECHNICAL DATA OR SOFTWARE TO OR BY FOREIGN NATIONALS (WHETHER LOCATED IN THE UNITED
STATES OR ABROAD). THIS REQUIREMENT ALSO APPLIES TO FOREIGN NATIONAL EMPLOYEES OF U.S. COMPANIES AND
THEIR FOREIGN SUBSIDIARIES.
ViA
Page 1 of 1
Sep 16/11

269D Configuration A
Rotorcraft Flight Manual, CSP-D-8
LIST OF ACTIVE TEMPORARY REVISIONS
TEMP
REV
DATE SUBJECT COMMENTS
NO.
269P-D- Sep Incorporates a General

3* 16/11 Warning in the front matter
related to the
configuration, limitations
and procedures as defined
in the Rotorcraft Flight
Manual
INSTRUCTIONS: 1. FILE THIS LIST ADJACENT TO THE

RECORD OF TEMPORARY REVISIONS
IN THE FRONT OF THE MANUAL.
2. ONLY ACTIVE TEMPORARY REVISIONS
APPEAR IN THIS LIST. ALL OTHER
TEMPORARY REVISIONS SHOULD BE
REMOVED FROM THE MANUAL.
3. THIS LIST WILL BE REVISED EACH
TIME THAT TEMPORARY REVISIONS
ARE ISSUED, REVISED, OR
INCORPORATED BY A NORMAL
REVISION. AN ASTERISK (*) WILL
IDENTIFY TEMPORARY REVISION
PAGES PROVIDED WITH THIS LIST;
DESTROY SUPERSEDED,
INCORPORATED, OR CANCELLED
TEMPORARY REVISION PAGES.
FxA
ACTIVE TEMPORARY REVISIONS Sep 16/11

Model 269D Config. "A" Helicopter (333) Pilot's Flight Manual
TABLE OF CONTENTS
Section Title Page
I GENERAL
Introduction . . . . . . . . . . . . . . . . . . . 1-1
Scope . . . . . . . . . . . . . . . . . . . . . . 1-1
Organization . . . . . . . . . . . . . . . . . . 1-1
Method of Presentation . . . . . . . . . . . . 1-4
Helicopter Description . . . . . . . . . . . . . 1-5
Helicopter Certification . . . . . . . . . . . . 1-5
Design and Construction . . . . . . . . . . . 1-5
General Dimensional Data . . . . . . . . . . . 1-9
Control Rigging. . . . . . . . . . . . . . . . . 1-12
II LIMITATIONS
2-1. Rotorcraft Certification . . . . . . . . . 2-1
2-2. Flight Limitations . . . . . . . . . . . . 2-1
2-3. Flight Restrictions . . . . . . . . . . . . 2-2
2-4. Multipurpose Utility Operations . . . . 2-4
2-5. Airspeed Limits . . . . . . . . . . . . . 2-4
2-6. Rotor Speed Limits . . . . . . . . . . . 2-4
2-7. Weight Limitations . . . . . . . . . . . 2-4
2-8. Center of Gravity (CG Envelope) . . . 2-6
2-9. Power Plant Limits -
Rolls Royce Model 250-C20W . . . 2-9
2-10. Fuels . . . . . . . . . . . . . . . . . . . 2-11
2-11. Instrument Markings . . . . . . . . . . 2-12
2-12. Instrument Markings - 250-C20W . . . 2-14
2-13. Limitations Placards, VNE (250-C20W) 2-15
2-14. Limitations Placards . . . . . . . . . . 2-17
III EMERGENCY AND MALFUNCTION

PROCEDURES
3-1. Engine Failure . . . . . . . . . . . . . . 3-1

3-2. Engine Failure - Cruising at Altitudes 450
Feet and Above . . . . . . . . . . . . 3-2
3-3. Engine Failure - Altitude Above 7 Feet and
Below 450 Feet . . . . . . . . . . . . 3-3
Issued: 28 Sep 2000 Fiii

Section Title Page

3-4. Engine Failure - Altitude Below 7 Feet 3-3
3-5. Ditching - Power Off . . . . . . . . . . 3-4
3-6. Ditching - Power On . . . . . . . . . . 3-5
3-7. Fuel Control or Power Turbine Governor
Failure . . . . . . . . . . . . . . . . . 3-6
3-8. Tail Rotor Failure . . . . . . . . . . . . 3-7
3-9. Cyclic Trim Failure . . . . . . . . . . . 3-8
3-10. Air Restart - Engine . . . . . . . . . . 3-9
Malfunctions . . . . . . . . . . . . . . . 3-10
3-11. Caution and Warning Lights . . . . . . 3-10
IV NORMAL PROCEDURES
4-1. Preflight Requirements . . . . . . . . . 4-1
4-2. Pilot’s Preflight Inspection . . . . . . . 4-2
4-3. Engine Pre-Start Cockpit Check . . . . 4-11
4-4. Engine Start . . . . . . . . . . . . . . . 4-17
4-5. Engine Run-up . . . . . . . . . . . . . . 4-20
4-6. Before Takeoff. . . . . . . . . . . . . . 4-22
4-7. Takeoff . . . . . . . . . . . . . . . . . . 4-23
4-8. Cruise. . . . . . . . . . . . . . . . . . . 4-24
4-9. Low Speed Maneuvering . . . . . . . . 4-24
4-10. Practice Autorotations. . . . . . . . . . 4-25
4-11. Landing Approach . . . . . . . . . . . . 4-27
4-12. Running Landing . . . . . . . . . . . . 4-27
4-13. Engine/Aircraft Shutdown . . . . . . . 4-28
4-14. Post Flight . . . . . . . . . . . . . . . . 4-30
4-15. Deceleration Check . . . . . . . . . . . 4-30
4-16. Normal Engine Restart . . . . . . . . . 4-31
4-17. Noise Impact Reduction Procedures . . 4-32
V PERFORMANCE DATA
5-1. Performance Data . . . . . . . . . . . . 5-1
5-2. Power Check Chart - Rolls Royce
250-C20W Engine. . . . . . . . . . 5-8
5-3. Noise . . . . . . . . . . . . . . . . . . . 5-12
Fiv Issued: 28 Sep 2000

Revised: 14 Aug 2007
Section Title Page
VI WEIGHT AND BALANCE DATA

6-1. Weight and Balance Characteristics . . 6-1
6-2. Weight Limits and Balance Criteria . . 6-7
6-3. Equipment Removal or Installation . . 6-7
6-4. Longitudinal Weight and Balance
Determination . . . . . . . . . . . 6-13
6-5. Lateral Weight and Balance
Determination . . . . . . . . . . . 6-16
VII AIRCRAFT HANDLING, SERVICING AND
MAINTENANCE
7-1. Maintenance and Operational Check
Requirements and Precautions . . . . . 7-1
7-2. Related Publications. . . . . . . . . . . 7-15
7-3. Maintenance Information Requests . . 7-15
7-4. Inspection Practices and Technical
Definitions . . . . . . . . . . . . . . 7-16
7-5. Malfunction/Information Report . . . . 7-16
7-6. Helicopter Fundamentals . . . . . . . . 7-16
7-7. Helicopter Ground Handling . . . . . . 7-20
7-8. Use of External Power . . . . . . . . . 7-20
7-9. Hoisting . . . . . . . . . . . . . . . . . 7-21
7-10. Jacking . . . . . . . . . . . . . . . . . . 7-21
7-11. Leveling . . . . . . . . . . . . . . . . . 7-23
7-12. Removal/Installation Controls . . . . . 7-24
7-13. Moving and Towing Helicopter . . . . 7-26
7-14. Parking . . . . . . . . . . . . . . . . . . 7-28
7-15. Mooring . . . . . . . . . . . . . . . . . 7-29
7-16. Servicing . . . . . . . . . . . . . . . . . 7-30
7-17. Filling - Fuel System . . . . . . . . . . 7-35
7-18. Draining - Fuel System . . . . . . . . . 7-36
7-19. Draining - Engine Oil System . . . . . 7-36
7-20. Filling - Engine Oil System . . . . . . . 7-37
7-21. Draining - Main Transmission . . . . . 7-37
7-22. Filling - Main Transmission . . . . . . 7-37
7-23. Draining - Tail Rotor Transmission . . 7-38
7-24. Filling - Tail Rotor Transmission . . . 7-38
7-25. Replacing Engine Fuel Filter and
Airframe Fuel Filter . . . . . . . . . 7-39
Issued: 28 Sep 2000 Fv
Section Title Page
VII AIRCRAFT HANDLING, SERVICING AND

MAINTENANCE
7-26. Battery Servicing and Maintenance (Lead
Acid and Optional Ni-Cad Batteries) . 7-39
7-27. Access and Inspection Provisions . . . 7-39
7-28. Cleaning . . . . . . . . . . . . . . . . . 7-42
7-29. Cleaning Fuselage, Interior Trim and
Upholstery . . . . . . . . . . . . . . . . 7-42
7-30. Cleaning Airframe Exterior and Rotor
Blades . . . . . . . . . . . . . . . . . . 7-43
7-31. Cleaning Transparent Plastic . . . . . . 7-43
7-32. Cleaning Engine Oil Filters . . . . . . . 7-44
7-33. Cleaning Engine Compressor . . . . . . 7-44
7-34A. Cleaning Plenum Chamber Screen . . . 7-44
7-34B. Cleaning Engine Air Particle Separator 7-44
7-35. Fluid Leak Analysis . . . . . . . . . . . 7-45
7-36. Engine Oil Leaks . . . . . . . . . . . . 7-45
7-37. Landing Gear Damper - Hydraulic Fluid
Leak . . . . . . . . . . . . . . . . . . . 7-45
7-38. Overrunning Clutch - Oil Leakage . . . 7-46
7-39. Preservation and Storage . . . . . . . . 7-46
7-40. Flyable Storage (No Time Limit) . . . 7-46
7-41. Torque Data . . . . . . . . . . . . . . . 7-47
7-42. Hourmeter Installations . . . . . . . . . 7-44
7-43 Cabin Doors Removal and Installation. 7-49
VIII ADDITIONAL OPERATIONS AND
PERFORMANCE DATA
Additional Operations and Performance
Data . . . . . . . . . . . . . . . . . . . . . . 8-1
IX OPTIONAL EQUIPMENT SUPPLEMENTS
9-1. General Information . . . . . . . . . . . 9-1
9-2. Listing - Optional Equipment. . . . . . 9-1
9-3. Compatibility - Combined Optional
Equipment . . . . . . . . . . . . . . . 9-1
9-4. Listing - Optional Equipment
Flight Manuals . . . . . . . . . . . . 9-1
9-5. Abbreviations . . . . . . . . . . . . . . 9-3
Fvi Issued: 28 Sep 2000
PAGE NUMBER AND DATE SUMMARY
FOR NON FAA APPROVED DATA
Section Page Number/Title Date

Fi Title Page . . . . . . . . . . . . . . . 03 Apr 2009
Fii Blank Page. . . . . . . . . . . . . . . 28 Sep 2000
Fiii Table of Contents . . . . . . . . . . . 28 Sep 2000
Fiv Table of Contents (con’t) . . . . . . . 14 Aug 2007
Fv Table of Contents (con’t) . . . . . . . 03 Apr 2009
Fvi Table of Contents (con’t) . . . . . . . 03 Apr 2009
Fvii Page Number and Date
Summary . . . . . . . . . . . . . . . 03 Apr 2009
Fviii Page Number and Date
Summary (con’t) . . . . . . . . . . . 03 Apr 2009
Fix Page Number and Date
Summary (con’t) . . . . . . . . . . . 03 Apr 2009
Fx Page Number and Date
Summary (con’t) . . . . . . . . . . . 03 Apr 2009
I 1-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

1-ii . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
GENERAL
1-1 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-2 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-3 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-4 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-5 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-6 . . . . . . . . . . . . . . . . . . . . . 20 Jun 2001
1-7 . . . . . . . . . . . . . . . . . . . . . 04 Nov 2003
1-8 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-9 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
1-10 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-11 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-12 . . . . . . . . . . . . . . . . . . . . . 04 Nov 2003
1-13 . . . . . . . . . . . . . . . . . . . . . 04 Nov 2003
1-14 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-15 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-16 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
Issued: 28 Sep 2000 Fvii

FOR NON FAA APPROVED DATA (con’t.)
I 1-17 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

1-18 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
GENERAL
1-19 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-20 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-21 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
1-22 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
VI 6-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

6-ii . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
WEIGHT
6-1 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
AND
6-2 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
BALANCE
6-3 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
DATA
6-4 . . . . . . . . . . . . . . . . . . . . . 20 Jun 2001
6-5 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-6 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-7 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-8 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-9 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-10 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-11 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-12 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-13 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-14 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-15 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-16 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-17 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
6-18 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
VII 7-i . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009

AIRCRAFT 7-ii . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
HANDLING 7-iii . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
SERVICING 7-iv . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
AND 7-1 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
MAINT. 7-2 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-3 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-4 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
Fviii Issued: 28 Sep 2000


VII 7-5 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000

7-6 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
AIRCRAFT
7-7 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
HANDLING
7-8 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
SERVICING
7-9 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
AND
7-10 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
MAINT.
7-11 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
7-12 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
7-13 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
7-14 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
7-15 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
7-16 . . . . . . . . . . . . . . . . . . . . . 13 Dec 2007
7-17 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-18 . . . . . . . . . . . . . . . . . . . . . 04 Nov 2003
7-19 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-20 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-21 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-22 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-23 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-24 . . . . . . . . . . . . . . . . . . . . . 26 Sep 2008
7-25 . . . . . . . . . . . . . . . . . . . . . 26 Sep 2008
7-26 . . . . . . . . . . . . . . . . . . . . . 26 Sep 2008
7-27 . . . . . . . . . . . . . . . . . . . . . 26 Sep 2008
7-28 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-29 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-30 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-31 . . . . . . . . . . . . . . . . . . . . . 05 Sep 2003
7-32 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-33 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000
7-34 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-35 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-36 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-37 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-38 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-39 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-40 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
Issued: 28 Sep 2000 Fix

VII 7-41 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009

AIRCRAFT 7-42 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
HANDLING 7-43 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
SERVICING 7-44 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
AND 7-45 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
MAINT. 7-46 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-47 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-48 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-49 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
7-50 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009
VIII 8-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

ADDIT’L. 8-ii . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
OPERA- 8-1 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
TIONS 8-2 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
AND 8-3 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
PERFOR- 8-4 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
MANCE
DATA
IX 9-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

OPTIONAL 9-ii . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
EQUIP- 9-1 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
MENT 9-2 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
SUPPLE- 9-3 . . . . . . . . . . . . . . . . . . . . . 01 Feb 2007
MENTS 9-4 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000
Fx Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. General
Table of Contents
SECTION 1
Paragraph Title Page
Introduction . . . . . . . . . . . . . . . . . 1-1
Scope . . . . . . . . . . . . . . . . . . . . 1-1
Organization . . . . . . . . . . . . . . . . 1-1
Method of Presentation . . . . . . . . . . . 1-4
Helicopter Description. . . . . . . . . . . . 1-5
Helicopter Certification . . . . . . . . . . . 1-5
Design and Construction . . . . . . . . . . 1-5
General Dimensional Data . . . . . . . . . 1-9
Control Rigging . . . . . . . . . . . . . . . 1-12
List of Figures
Figure Title Page
1-1. Prin ciple Dimensions . . . . . . . . . . . . 1-13

1-2. Pressure and Rate . . . . . . . . . . . . . 1-21
List of Tables
Table Title Page
1-1. Velocity . . . . . . . . . . . . . . . . . . . 1-15

1-2. Temperature - F/C . . . . . . . . . . . . . 1-16
1-3. Liquid Measure - Gal/L . . . . . . . . . . . 1-19
1-4. Linear Measure - In./CM . . . . . . . . . . 1-19
1-5. Linear Measure - Ft/M . . . . . . . . . . . 1-20
1-6. Weight - Lb/Kg . . . . . . . . . . . . . . . 1-20
Issued: 28 Sep 2000 1-i

General SCHWEIZER AIRCRAFT CORP.
This page is left blank intentionally.
1-ii Issued: 28 Sep 2000

Sec tion I
GEN ERAL
INTRODUCTION
z This Pilots Operating Handbook containing the Pilots Flight Manual

is intended to provide the pilot with information necessary to
accomplish the intended mission with maximum safety and economy
possible.
SCOPE
z The manual meets all FAA requirements for APPROVED DATA and
that data is so designated.
z Schweizer has included additional supplemental data which is

intended to provide information that expands, enhances and eases the
pilot’s task.
ORGANIZATION
z The contents of this manual are organized in the following manner:
z z SECTION I GENERAL
Information of general interest to the pilot, owner or operator of the

aircraft.
z z SECTION II LIMITATIONS (FAA APPROVED)
Specifically defines the limiting factors, procedures and regime

within which the aircraft may be operated. FAA regulations
require that limitations not be exceeded.
Issued: 28 Sep 2000 1-1

Pilot's Flight Manual Model 269D Config. "A" Helicopter(333)
z z SECTION III EMERGENCY AND MALFUNCTION
PROCEDURES (FAA APPROVED)
Each type of problem normally encountered in flight is defined and

the procedures necessary to cope with or alleviate the situation are
given. The data is recommended by the manufacturer and the FAA
as appropriate.
z z SECTION IV NORMAL PROCEDURES (FAA APPROVED)
Normal operation from engine start onward. As with emergency

pro cedure s, the data given is tha t recommended by the
manufacturer and the FAA as appropriate.
z z SECTION V PERFORMANCE DATA (FAA APPROVED)
Aircraft performance is defined within certain conditions; some of

these are airspeed, weight, altitude, temperature, humidity and
wind velocity. The data is given in tabular or graph form and allows
the pilot to determine the aircraft’s capabilities relative to the
intended mission and the conditions which are current.
z z SECTION VI WEIGHT AND BALANCE DATA
Aircraft weight and balance are major operational factors. Data is

provided by chart, graph and examples which allow the pilot to
accurately determine the aircraft’s gross weight and if the load is
distributed within the fore and aft, and lateral center of gravity.
The original weight and balance report, and equipment list

(required and optional equipment installed on the aircraft at the
time of licensing) are also contained in this section.
z z SECTION VII AIRCRAFT HANDLING, SERVICING AND

MAINTENANCE
Information contained in this section is extracted from the

Handbook of Maintenance Instructions and is highly selective. The
subjects chosen are those with which the pilot will have direct
involvement, either while at his normal base of operation or in the
field.
1-2 Issued: 28 Sep 2000

z z SECTION VIII ADDITIONAL OPERATIONS AND PER-
FORMANCE DATA
Section V provides all basic data required and approved by the

FAA. The information in Section VIII is given by the manufacturer
to further inform the pilot of the aircraft’s capabilities and allow
him, by the use of graphs and tables, to utilize his aircraft to the
maximum degree.
z z SECTION IX OPTIONAL EQUIPMENT SUPPLEMENTS
A number of pieces of optional equipment are available for the

performance of specific tasks. In many cases the equipment is
readily removable and may be used in combination(s) with other
optional items. Whenever the installation of an option affects FAA
Approved Limitations, Procedures or Performance (Sections II
through V), an FAA approved supplement is required.
The supplements are filed in publication number sequence in the

section. In addition, there is tabular listing of all options and
modification kits that require an FAA approved flight manual
supplement.
z Each section is provided with an INDEX, listing the data by

paragraph number, title, and the page number.
z A page number and date summary lists the numbers and date of the
most recent change. The summary for non-FAA approved data is in
the front matter (preceding this section); a similar summary is
provided for FAA approved data in Section II, for all information in
Sections II through V.
z FAA Approved Option Supplements have their own indexes and

summaries.
Issued: 28 Sep 2000 1-3

METHOD OF PRESENTATION
z The initial paragraph of each topic or subject is identified by a single

bullet ( z)
z z Subparagraph (s) of the same topic or subject (when required) are

identified by double bullets (zz)
z z z Paragraph(s) that are subsequent to a subparagraph (when re-

quired) are identified by triple bullets (zzz)
z General information in the various sections is presented in narrative

form. Other information is given in step by step procedures, graphs,
charts or tabular form.
z z The information in the step by step procedure is presented in the im-

perative mode; each statement describes a particular operation to be
accomplished. Expansion of the steps is accomplished as follows:
NOTE: Notes are used to expand and explain the pre ceding/fol-
lowing step and provide fuller understanding of the reason for the
particular opera tion.
CAUTION
Cautions are used to alert the individual that dam age to equip -
ment may result if the procedural step is not followed to the let-
ter.
WARNING
WARN INGS ARE USED TO BRING TO THE PILOT’S IMME-

DIATE ATTEN TION THAT NOT ONLY DAM AGE TO THE
EQUIPMENT BUT PERSONAL IN JURY AND/OR LOSS OF
LIFE MAY OC CUR IF THE IN STRUC TION IS DIS RE -
GARDED.
1-4 Issued: 28 Sep 2000

z New or changed information is designated by a heavy black change
bar in the margin ( ).
HELICOPTER DESCRIPTION
z The Schweizer 333 is a lightweight turbine powered multipurpose

helicopter.
z Advanced and proven technology has been used in the design and
construction of the aircraft resulting in high payload to empty weight
ratio, passenger and crew safety, handling and superior performance
capabilities when operating during adverse density altitude
conditions. Low maintenance requirements are another bonus
feature.
HELICOPTER CERTIFICATION
z The helicopter is Federal Aviation Administration certified under

FAA Type Certificate Number 4H12.
z The FAA model designation is Model 269D Config. “A”.
z The flight plan designation is S330.
z The Schweizer commercial designation is 333.
z Certification for the airframe has been accomplished in accordance

with all applicable United States Department of Transportation,
Federal Aviation Administration Regulations in the normal
helicopter category.
DESIGN AND CONSTRUCTION
z The Schweizer 333 Helicopter is a turbine powered rotary wing

aircraft constructed primarily of aluminum alloy. The main rotor is a
fully articulated three blade system while the tail rotor is a two
bladed semi-rigid type. Power from the turboshaft engine is
transmitted through a banded-V drive belt and two drive shafts to the
main rotor and tail rotor transmissions. An overrunning (one-way)
clutch placed between the engine and main rotor transmission
permits free wheeling of the rotor system during autorotation.
Issued: 28 Sep 2000 1-5

DESIGN AND CONSTRUCTION (cont)
z The fuselage (with a central framework consisting of a mast support

structure, one bulkhead and a lateral roll beam) is a semi-monocoque
structure that is divided into three main sections. The forward section
comprises a pilot and passenger compartment and directly aft,
separated by a bulkhead is a faired housing enclosing the fuel cell,
mast, engine air inlet, accessories and drive system. Aft of this
structure is the aft fuselage combining both semi-monocoque and
monocoque construction. The pilot compartment may be equipped
with two or three passenger seats plus the pilot. A canopy of
transparent acrylic panels provides excellent visibility.
z The standard 333 requires a minimum crew of one pilot-in-command

seated left side. Dual controls are standard equipment. Right side
pilot-in-command is available as an option. The passengers sit
abreast of the pilot with the center seat slightly aft. A bench type
center seat is available to accommodate two passengers (for a total of
three). This option is available only with the left side
pilot-in-command configuration. Seat belts are provided for all
positions. The special trainer version is equipped with three seats and
three sets of controls, with a right seat pilot-in-command.
z The instrument panel is located forward of the seats at the aircraft

centerline. The panel incorporates standard flight and engine
instruments in addition to warning and caution lights. The panel also
contains adequate space provisions for various arrangements of
communications and navigation equipment.
z Stowage area is provided behind the outboard seats and in front of

the bulkhead.
z Access to the engine compartment located beneath and to the rear of

the cockpit is provided by removable panels on each side of the
aircraft and also hinged access doors on each side contoured to the
fuselage shape.
1-6 Issued: 28 Sep 2000

Revised: 20 Jun 2001
z The cockpit floor contains keel beams and also houses the
anti-torque (tail rotor pedal) controls. The engine and main rotor
transmission are supported by a tubular structure that is mounted on
the front and rear lateral cross beams. The cross beams are in turn
supported by the landing gear.
z The power plant is the Rolls Royce Model 250-C20W gas turbine
engine.
z Normal engine output speed is 90% N 2 = 5414 RPM.
z Use of less than maximum available power provides a higher engine

critical altitude. The power turbine governor provides automatic
constant speed control of N2 /rotor RPM.
z The main rotor static mast is non-rotating and is rigidly attached to

the basic airframe structure. The rotor hub is supported by the rotor
mast.
z Torque is transmitted independently to the rotor through the main

rotor drive shaft, thus lifting loads are prevented from being imposed
onto the main transmission with resultant thrust loading of
transmission parts.
z The aft fuselage is a semi-monocoque and monocoque structure of

aluminum alloy frames and skin. The aft fuselage is the supporting
attachment structure for the stabilizers, tail rotor transmission and
tail rotor.
z The overrunning clutch transmits power from the engine to the drive
shafts. The clutch needs no external controls and disengages
automatically during autorotation and engine shutdown. A short
drive shaft connects the engine to the lower drive pulley. A flexible
banded-V belt connects the lower pulley to the larger upper pulley
which houses the overrunning clutch.
Issued: 28 Sep 2000 1-7

Revised: 04 Nov 2003
z The oil cooler blower is driven by the short engine drive shaft and
draws air in from the engine compartment. Air is then ducted and
forced through the engine/transmission oil cooler and exhausted
overboard.
z The main transmission has an integral lubrication and oil

supply/cooling system.
z Two doors are installed on the helicopter, one on each side for entry
and egress of personnel. Transparent windows with rotational air
vents are contained in the doors. Additional air vents are located on
each side of the instrument panel and overhead in front of the cockpit
bulkhead.
z The tail rotor transmission is mounted on the aft end of the aft
fuselage and has a self-contained lubricant system. The tail rotor is
mounted on the output shaft of the tail rotor transmission and
consists of two variable pitch blades.
z The main rotor group consists of three main rotor blades, a fully
articulated main rotor hub assembly, and a swashplate and associated
mixer control mechanisms. The helicopter is equipped with (3)
269D1120-1 cambered main rotor blades.
z The pilot’s cyclic control stick and adjustable tail rotor control
pedals are directly in front of the pilot’s seat. The collective pitch
control stick is located on the left of the pilot’s seat. The entire
control system is a mechanically linked type. The copilot’s controls
are similar for the dual control installation.
z The non-retractable high stance landing gear is a skid type gear,

attached to the front and rear cross beams. Nitrogen charged landing
gear dampers, between the landing gear and cross beams, act as
shock absorbers to cushion landings and provide ground stability.
Provisions for ground handling wheels are incorporated on the skid
tubes.
z A 150 amp starter generator is supplied as standard equipment.

There are no limitations on use of generator output.
1-8 Issued: 28 Sep 2000

z The standard 269D Config. “A” comes equipped with an internal
screened air inlet located behind the engine intake plenum. An
optional Particle Separator is available which draws air through a
Centrisep air filter located on the left side of the aircraft. This filter
incorporates an alternate air door located behind the engine intake
plenum which activates when 50% of the Centrisep air inlet becomes
clogged.
GENERAL DIMENSIONAL DATA
z This summary covers pertinent information on areas, dimensions and

airfoil data.
Rotor Charac teristics* Main Tail

Number of Blades 3 2
Rotor Di ameter, Feet 27.51 4.25
Rotor Disc Area, square feet 594.4 14.19
Blade Cord (constant), inches 6.80 inboard 4.81
Blade Cord (constant), inches 7.50 outb’d
Equiva lent Cord, inches 7.389
Blade Cord Tabbed, inches .38
Blade Twist, degrees -8°59c** -8°00c
Blade Twist, degrees -8°44c ***
Blade Area (to tal blades x C 24.48 1.69
x R), square feet (tabs not in -
cluded)
Solidity (thrust weighted) 0.0427 .116
Airfoil Section, NACA 0015 inboard 0014
(modified)
Airfoil Section, NACA 23014 modified
out board
G3, degrees 0 30°
*Rotor dimensions do not take into account blade tab area.
**Tip-root aerodynamic twist
***Tip-root mechani cal spar twist
Issued: 28 Sep 2000 1-9

Revised: 11 Dec 2000
ROTOR SPEED
MAIN TAIL
Tip Tip
Engine Speed Speed
N2% RPM ft/sec RPM ft/sec
Max imum Redline - NA 500 720 3288 732
Power Off
Min imum Redline - NA 410 591 2696 600
Power Off
Max imum - 90 471 679 3097 689
Power On 5414rpm
Min imum - 89 466 671 3064 682
Power On 5354rpm
HORIZONTAL STABILIZER
Span 80.0 in.
Chord (con stant) 19.5 in.
Area 128.0 in. 2
Air foil INVERTED NACA 642 A015
(Modified sec tion)
Inci dence (relative to hub plane) +13.5°
Trailing edge inci dence (relative to -15°
lead ing edge incidence)
1-10 Issued: 28 Sep 2000

UPPER VERTICAL STABILIZER -

PORTION ABOVE BOOM CENTERLINE:
Span 49.0 in.

Sweep 21°
Root Chord 18.0 truncated to 13.0 in.
Area 624.79 in.2 (Flat area)
Air foil Root NACA 643 A018
Inci dence 2° (L. E. Left)
LOWER VERTICAL STABILIZER -

PORTION BELOW BOOM CENTERLINE
Span 27.0 in.

Sweep 25°
Root Chord 18.0 truncated to 13.0 in.
Area 256.11 in. 2 (Flat area)
Air foil Root NACA 64 3A018
Inci dence 2° (L. E. Left)
Issued: 28 Sep 2000 1-11

Con trol Rigging
MAIN ROTOR
Col lective Pitch, Full Travel, Mini - 12°± 1° (up to down)

mum
Col lective Pitch at Down Stop 0.75R 2.5°± 1.5° (ground ad just -
able)
Range of Cyclic Pitch Blade An gle Forward 8.5°to 9.5°
from Neutral Rigging Po sition, Min- Aft 9.5° to 10.0°
imum Left 6.5° to 7.5°
Right 6.0° to 7.0°
TAIL ROTOR
Range of Blade Pitch An gles (3/4 Right Pedal 11° to 13° (thrust to
radius), Mini mum left)
Left Pedal 27° to 29° (thrust to
right)
ENGINE
Rolls Royce 250-C20W Gas Turbine - Max Rated Power = 420 SHP
INSTALLED LIMITS:
Max. Continuous Power = 232.4 SHP (62.16 PSI Torque)
Max. Take-off Power (5 min. limit) = 252.5 SHP (67.57 PSI Torque)
Max. Take-off Power (S/N 0043-A,
0045-A & Subs. & other aircraft
retrofitted with SA-269DK-027 Kit)
(5 min. limit) = 280.0 SHP (74.93 PSI Torque)
Max. Gas Genera tor = 53,519RPM (105% N 1)
Max. Power Turbine = 29,961 RPM (90% N 2)
Max. Power Output Shaft = 5,414 RPM (90% N2)
1-12 Issued: 28 Sep 2000

5.06 FT.
.84 FT. W.L. 0.00

2.46 FT. FULLY EX TENDED
1.96 FT. FULLY COMPRESSED
6.29 FT. FULLY EX TENDED

6.99 FT. FULLY COMPRESSED
Dimensions: (Not Shown):

Main Rotor Diameter 27.51 ft.
Overall Length (with main rotor blade
forward and tail rotor blade aft.) 31 ft. 3 in.
Weights:
Design Gross Weight 2,550 lbs.
Empty Weight (approximate) 1,265 lbs.
Useful Load (approx imate) 1,285 lbs.
Powerplant:
Make Rolls-Royce
Type Gas Turbine
Desig nation 250-C20W
Power Rat ing:
Max. Contin uous 232.4 SHP*
T/O Power (5 Min Limit) 252.5 SHP*
280.0 SHP*†
Fuel Capac ity (Ext. Range Fuel System) 74.1 U.S. Gal.
Use able Fuel Capacity (Ext. Range Fuel Sys tem) 73.0 U.S. Gal.
Fuel Capac ity (Op tional Fuel System) 60.8 U.S. Gal.
Use able Fuel Capacity (Optional Fuel Sys tem) 60.0 U.S. Gal.
Gen erator Capacity 150 Amps
*=Air frame Limited

† (S/N 0043-A, 0045-A & Subs. & other aircraft retrofitted with
SA-269DK-027 Kit)
Figure 1-1. Principle Dimensions (Sheet 1 of 2)

Issued: 28 Sep 2000 1-13
13.76 FT.
5.65 FT. 6.70 FT.

1.42 FT.
22.38 FT.
8.06 FT.
2.10 FT. 4.06 FT.

10°
1.42 FT.
4.83 FT. 3.58 FT.

1-14 Issued: 28 Sep 2000
CONVER SION TABLES - MPH/K/KmH
Table 1-1 - Velocity:
The speeds are straight mathematical conver sions of U.S. miles per hour
(MPH) to International knots (K) to kilo meters per hour (Km/H) cal culated to
0.00 accuracy. For prac tical ap plication the number may be rounded as de-
sired.
Table 1-1. Velocity
MPH K KmH MPH K KmH

1 0.87 1.61 70 60.83 112.65
2 1.74 3.22 80 69.52 128.75
3 2.61 4.82 90 78.21 144.84
4 3.48 6.44 100 86.90 160.93
5 4.34 8.05 110 95.59 177.03
6 5.21 9.66 120 104.28 193.12
7 6.08 11.28 130 112.97 209.21
8 6.95 12.87 140 121.66 225.31
9 7.82 14.48 150 130.35 241.40
10 8.69 16.09 160 139.04 257.50
20 17.38 32.19 170 147.73 273.59
30 26.07 48.28 180 156.42 289.68
40 34.76 64.37 190 165.10 305.78
50 43.45 80.47 200 173.80 321.87
60 52.14 96.56
Issued: 28 Sep 2000 1-15

Table 1-2. Tem pera ture - F/C
F = 9/5 C + 32 = 1.8 (C + 17.8)

C = 5/9 (F - 32)
°C °F °C °F °C °F °C °F
-62.2 -80 -112.0 10.0 50 122.0
-56.7 -70 -94.0 12.8 55 131.0
-51.1 -60 -76.0 15.6 60 140.0
-45.6 -50 -58.0 18.3 65 149.9
-40.0 -40 -40.0 21.1 70 158.0
-34.4 -30 -22.0 23.9 75 167.0
-31.7 -25 -13.0 26.7 80 176.0
-28.9 -20 -4.0 29.4 85 185.0
-26.1 -15 5.0 32.2 90 194.0
-23.3 -10 14.0 35.0 95 203.0
-20.6 -5 23.0 37.8 100** 212.0**
-17.8 0* 32.0* 40.6 105 221.0
-15.0 5 41.0 43.3 110 230.0
-12.2 10 50.0 46.1 115 239.0
-9.4 15 59.0 48.9 120 248.0
-6.7 20 68.0 51.7 125 257.0
-3.9 25 77.0 54.4 130 266.0
-1.1 30 86.0 57.2 135 275.0
1.1 35 95.0 60.0 140 284.0
4.4 40 104.0 62.8 145 293.0
7.2 45 113.0 65.6 150 302.0
NOTE: The center column is used to convert °C to °F OR °F to °C
EXAMPLE: 15°C = 59.0°F OR 15°F = -9.4°C
*Water Freezes
**Water Boils
1-16 Issued: 28 Sep 2000

Table 1-2. Tempera ture - F/C (con’t.)
°C °F °C °F °C °F °C °F
68.3 155 311.0 137.8 280 536.0
71.1 160 320.0 143.3 290 554.0
73.9 165 329.0 148.9 300 572.0
76.7 170 338.0 154.4 310 590.0
79.4 175 347.0 160.0 320 608.0
82.2 180 356.0 165.6 330 626.0
85.0 185 365.0 171.1 340 644.0
87.8 190 374.0 176.7 350 662.0
90.6 195 383.0 182.2 360 680.0
93.3 200 392.0 187.8 370 698.0
96.1 205 401.0 193.3 380 716.0
98.9 210 410.0 198.9 390 734.0
101.7 215 419.0 204.4 400 752.0
104.4 220 428.0 210.0 410 770.0
107.2 225 437.0 215.6 420 788.0
110.0 230 446.0 221.1 430 806.0
112.8 235 455.0 226.7 440 824.0
115.6 240 464.0 232.2 450 842.0
118.3 245 473.0 237.8 460 860.0
121.1 250 482.0 243.3 470 878.0
126.7 260 500.0 248.9 480 896.0
132.2 270 518.0 254.4 490 914.0
Issued: 28 Sep 2000 1-17

Table 1-2. Tem pera ture - F/C (con’t.)
°C °F °C °F °C °F °C °F
260.0 500 932.0 426.7 800 1472.0
265.6 510 950.0 437.8 820 1508.0
271.1 520 968.0 474.4 850 1562.0
276.7 530 986.0 482.2 900 1652.0
282.2 540 1004.0 510.0 950 1742.0
287.8 550 1022.0 537.7 1000 1832.0
293.3 560 1040.0 565.5 1050 1922.0
298.9 570 1058.0 593.3 1100 2012.0
204.4 580 1076.0 621.1 1150 2102.0
310.0 590 1094.0 648.8 1200 2192.0
315.6 600 1112.0 676.6 1250 2282.0
326.7 620 1148.0 704.4 1300 2372.0
337.8 640 1184.0 732.2 1350 2462.0
348.9 660 1220.0 760.0 1400 2552.0
360.0 680 1256.0 787.7 1450 2642.0
371.1 700 1292.0 815.5 1500 2732.0
382.2 720 1328.0 843.3 1550 2822.0
393.3 740 1364.0 871.1 1600 2912.0
404.4 760 1400.0 898.8 1650 3002.0
415.6 780 1436.0 926.6 1700 3092.0
1-18 Issued: 28 Sep 2000

Table 1-3. Liq uid Measure - Gal/L
U.S. Gallons into Li ters
Gals. 0 1 2 3 4 5 6 7 8 9
Liters Liters Liters Liters Liters Liters Liters Liters Liters Liters
0 - 3.785 7.571 11.356 15.142 18.927 22.713 26.498 30.283 34.069

10 37.854 41.640 45.425 49.211 52.996 56.781 60.567 64.352 68.138 71.923
20 75.709 79.494 83.280 87.065 90.850 94.636 98.421 102.21 105.99 109.78
30 113.56 117.35 121.13 124.92 128.70 132.49 136.28 140.06 143.85 147.63
40 151.42 155.20 158.99 162.77 166.56 170.34 174.13 177.92 181.70 185.49
50 189.27 193.06 196.84 200.63 204.41 208.20 211.98 215.77 219.56 223.34
60 227.13 230.91 234.70 238.48 242.27 246.05 249.84 253.62 257.41 261.19
70 264.98 268.77 272.55 276.34 280.12 283.91 287.69 291.48 295.26 299.05
80 302.83 306.62 310.41 314.19 317.98 321.76 325.55 329.33 333.12 336.90
90 340.69 344.47 348.26 352.05 355.83 359.62 363.40 367.19 370.97 374.76
100 378.54 382.33 386.11 389.90 393.69 397.47 401.26 405.04 408.83 412.61
NOTE: The hor izontal “Gals.” col umn represents 1 through 9 Gal lons; the vertical “Gals.” col-
umn represents 10 through 100 Gallons.
EXAMPLE: 45 Gal lons = 170.34 Li ters (Fol low 40 Gals. col umn to right to intersect with 5 Gals.
column.)
Table 1-4. Lin ear Measure - In./CM
Inches into Cen timeters
Inches 0 1 2 3 4 5 6 7 8 9
Cm. Cm. Cm. Cm. Cm. Cm. Cm. Cm. Cm. Cm.
0 - 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86

10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
30 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
70 177.80 180.34 182.86 185.42 187.96 190.50 193.04 195.58 198.12 200.66
80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86
NOTE: The horizontal “Inches” col umn represents 1 through 9 Inches; the ver tical “Inches” col-
umn represents 10 through 100 Inches.
EXAMPLE: 45 Inches = 114.30 Centi meters (Fol low 40 Inches col umn to right to intersect with
5 Inches column.)
Issued: 28 Sep 2000 1-19

Table 1-5. Lin ear Measure - Ft/M
Feet into Meters
Feet 0 1 2 3 4 5 6 7 8 9
Meters Meters Meters Meters Meters Meters Meters Meters Meters Meters
0 - 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743

10 3.048 3.353 3.658 3.962 4.267 4.572 4.877 5.182 5.466 5.791
20 6.096 6.401 6.706 7.010 7.315 7.620 7.925 8.229 8.534 8.839
30 9.144 9.449 9.753 10.058 10.363 10.668 10.972 11.277 11.582 11.887
40 12.192 12.496 12.801 13.106 13.411 13.716 14.020 14.325 14.630 14.935
50 15.239 15.544 15.849 16.154 16.459 16.763 17.068 17.373 17.678 17.983
60 18.287 18.592 18.897 19.202 19.507 19.811 20.116 20.421 20.726 21.031
70 21.335 21.640 21.945 22.250 22.555 22.859 23.164 23.469 23.774 24.070
80 24.383 24.688 24.993 25.298 25.602 25.907 26.212 26.517 26.822 27.126
90 27.431 27.736 28.041 28.346 28.651 28.955 29.260 29.565 29.870 30.174
100 30.479 30.784 31.089 31.394 31.698 32.003 32.308 32.613 32.918 33.222
NOTE: The hori zontal “Feet” col umn represents 1 through 9 Feet; the verti cal “Feet” col umn
represents 10 through 100 Feet.
EXAMPLE: 45 Feet = 13.716 Meters (Follow 40 Feet col umn to right to inter sect with 5 Feet col-
umn.)
Ta ble 1-6. Weight - Lb/Kg
Pounds into Kilograms
Lbs. 0 1 2 3 4 5 6 7 8 9
Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo-
grams grams grams grams grams grams grams grams grams grams
0 - 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082

10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.772 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.308 26.762
60 27.216 27.699 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31.298
70 31.751 32.305 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.730 42.184 42.638 43.091 43.545 43.998 44.453 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442
NOTE: The hori zontal “Lbs.” col umn represents 1 through 9 Pounds; the vertical “Lbs.” col umn
represents 10 through 100 Pounds.
EXAMPLE: 45 Pounds = 20.412 Kilograms (Fol low 40 Lbs. column to right to intersect with 5
Lbs. col umn.)
1-20 Issued: 28 Sep 2000

Figure 1-2. Pressure and Rate
Issued: 28 Sep 2000 1-21

1-22 Issued: 28 Sep 2000

333 HELICOPTER
FAA APPROVED ROTORCRAFT

FLIGHT MANUAL
FOR
SCHWEIZER MODEL 269D
CONFIGURATION “A” HELICOPTER
i
ii Issued: 28 Sep 2000

PILOTS AND OP ERATORS OF SCHWEIZER HELICOPTERS -
HAVE YOU BRIEFED YOUR PAS SENGERS?
BE ALERT ... DON’T FORGET THE BASIC

RULES OF SAFETY!
REMIND YOUR PAS SEN GERS OF THE FOL LOWING, ES PECIALLY

IF THEY ARE NOT FAMILIAR WITH HELICOPTERS.
z Always ap proach the aircraft from the front, where the pilot can see
you. Beware of slopes. The main rotor is closer to you as you walk
down a hill toward the heli copter.
z Keep loose belong ings (purses, coats, briefcases) clear of all the
con trol sticks and pedals.
z Keep seat belts and harnesses tight and securely fastened.
z If you are in the center seat, keep clear of items on the instrument
panel.
z No smoking on the ground within 50 feet of the helicopter. No

smoking in flight unless an ashtray is provided and permis sion is
granted by pilot.
z Depart the helicop ter to the front and beware of turning rotors.
Keep hands and arms low.
z Stay clear of exhaust vent on right side of helicopter.
z Stay clear of tail rotor.
Issued: 28 Sep 2000 iii

iv Issued: 28 Sep 2000

IMPORTANT
THE FAA APPROVED ROTOR CRAFT FLIGHT

MANUAL CONTAINED IN SEC TIONS II - LIMI-
TATIONS, III - EMERGENCY AND MAL FUNC-
TION PROCEDURES, IV - NORMAL
PRO CEDURES, AND V -PER FORMANCE DATA
MUST BE KEPT IN THE HE LICOP TER AT ALL
TIMES.
THE HELICOPTER MUST BE OP ER ATED IN

COM PLIANCE WITH THE OP ERATING LIM ITA-
TIONS AS SET FORTH IN SECTION II OF THIS
DATA. SECTIONS III, IV AND V ARE RECOM-
MENDED DATA.
Issued: 28 Sep 2000 v

vi Issued: 28 Sep 2000

SUMMARY OF REVISIONS
To FAA Approved
For Model 269D Config. “A" Helicopter
l The Model 269D Config. “A” helicopter is certificated in compli-

ance with all applicable Department of Transportation - Federal
Aviation Administration rules and regulations in the normal cate-
gory. The basic helicopter was type certificated by amendment to
Type Certificate, 4H12.
l The initial issue of the FAA Approved Rotorcraft Flight Manual for
Model 269D Config. “A” was approved and dated 28 Sep 2000.
l Subsequent revisions are listed below by date with appropriate re-

marks.
Revision
Date Remarks
Revision #1- Revised to incorporate M/R chip detector warning and

11 Dec 2000 misc. changes
Revision #2- Revised to incorporate large instrument panels (S/N

20 Jun 2001 0009 & subs.), and misc. other changes.
Revision #3- Added additional information on fuel filler cap

21 Aug 2002 assembly and misc. other changes.
Revision #4- Revised to incorporate proper emergency procedures

27 Aug 2002 for fire.
Revision #5- Revised for misc. changes.

05 Sep 2003
Revision #6- Revised to include new torque gage and increased

04 Nov 2003 T.O.P.
Revision #7- Revised GPU assisted engine start procedure.

12 Jan 2007
Issued: 28 Sep 2000 vii

Revised: 12 Jan 2007
SUMMARY OF REVISIONS
To FAA Approved
For Model 269D Config. “A” (con’t.)
Revision
Date Remarks
Revision #8- Inspection of aft fuselage for paint film cracks to
14 Aug 2007 detect cracks in the support structure.
Revision #9- Added inspection of aft fuselage to Handling,

13 Dec 2007 Servicing & Maintenance section.
viii Issued: 28 Sep 2000

LOG OF PAGES
To FAA Approved
For Model 269D Config. “A”
l The Log of Pages lists individual pages by section, page number or

title, and date; and carries an FAA Approval signature.
l New, changed or deleted information is designated by a change bar

( ) in the margin of individual pages.
Section Page Number / Title Date
i Title Page 13 Dec 2007

ii Blank 28 Sep 2000
iii Passenger Safety 28 Sep 2000
iv Blank 28 Sep 2000
v Important 28 Sep 2000
vi Blank 28 Sep 2000
vii Summary of Revisions 12 Jan 2007
viii Summary of Revisions (con’t) 13 Dec 2007
ix Log of Pages 13 Dec 2007
x Log of Pages (con’t) 13 Dec 2007
xi Log of Pages (con’t) 14 Aug 2007
xii Log of Pages (con’t) 04 Nov 2003
II 2-i 28 Sep 2000

Limitations 2-ii 28 Sep 2000
2-1 28 Sep 2000
2-2 28 Sep 2000
2-3 28 Sep 2000
2-4 28 Sep 2000
2-5 28 Sep 2000
2-6 28 Sep 2000
2-7 28 Sep 2000
2-8 28 Sep 2000
2-9 04 Nov 2003
2-10 04 Nov 2003
Issued: 28 Sep 2000 ix


II 2-11 28 Sep 2000
Limitations 2-12 28 Sep 2000
(con’t.) 2-13 28 Sep 2000
2-14 04 Nov 2003
2-15 28 Sep 2000
2-16 28 Sep 2000
2-17 28 Sep 2000
2-18 28 Sep 2000
III 3-i 28 Sep 2000

Emergency 3-ii 28 Sep 2000
and 3-1 28 Sep 2000
Malfunction 3-2 05 Sep 2003
Procedures 3-3 28 Sep 2000
3-4 28 Sep 2000
3-5 28 Sep 2000
3-6 28 Sep 2000
3-7 05 Sep 2003
3-8 28 Sep 2000
3-9 05 Sep 2003
3-10 28 Sep 2000
3-11 05 Sep 2003
3-12 05 Sep 2003
3-13 05 Sep 2003
3-14 11 Dec 2000
3-15 11 Dec 2000
3-16 28 Sep 2000
IV 4-i 14 Aug 2007

Normal 4-ii 28 Sep 2000
Procedures 4-1 28 Sep 2000
4-2 28 Sep 2000
4-3 28 Sep 2000
4-4 28 Sep 2000
4-5 14 Aug 2007
4-6 13 Dec 2007
4-7 14 Aug 2007
4-8 14 Aug 2007
4-9 14 Aug 2007
x Issued: 28 Sep 2000


IV 4-10 14 Aug 2007
Normal 4-11 14 Aug 2007
Procedures 4-12 14 Aug 2007
(cont) 4-13 14 Aug 2007
4-13.1 14 Aug 2007
4-13.2 14 Aug 2007
4-13.3 14 Aug 2007
4-13.4 14 Aug 2007
4-14 28 Sep 2000
4-15 14 Aug 2007
4-16 14 Aug 2007
4-17 14 Aug 2007
4-18 05 Sep 2003
4-19 12 Jan 2007
4-20 12 Jan 2007
4-21 28 Sep 2000
4-22 28 Sep 2000
4-23 04 Nov 2003
4-24 28 Sep 2000
4-25 28 Sep 2000
4-26 28 Sep 2000
4-27 05 Sep 2003
4-28 28 Sep 2000
4-29 05 Sep 2003
4-30 28 Sep 2000
4-31 28 Sep 2000
4-32 28 Sep 2000
V
5-i 28 Sep 2000
Performance 5-ii 28 Sep 2000
Data 5-1 28 Sep 2000
5-2 28 Sep 2000
5-3 04 Nov 2003
5-4 28 Sep 2000
5-5 04 Nov 2003
5-6 28 Sep 2000
5-7 28 Sep 2000
5-8 28 Sep 2000
Issued: 28 Sep 2000 xi


V 5-9 04 Nov 2003
Performance 5-10 04 Nov 2003
Data 5-11 04 Nov 2003
(cont) 5-12 04 Nov 2003
xii Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Limitations
Table of Contents
SECTION II
2-1. Rotorcraft Certification . . . . . . . . . . . 2-1

2-2. Flight Limitations . . . . . . . . . . . . . . 2-1
2-3. Flight Restrictions . . . . . . . . . . . . . . 2-2
2-4. Multipurpose Utility Operations . . . . . . . 2-4
2-5. Airspeed Limits . . . . . . . . . . . . . . . 2-4
2-6. Rotor Speed Limits . . . . . . . . . . . . . 2-4
2-7. Weight Limitations . . . . . . . . . . . . . 2-4
2-8. Center of Gravity (CG Envelope) . . . . . . 2-6
2-9. Power Plant Limits -
Rolls-Royce Model 250-C20W . . . . . . 2-9
2-10. Fuels . . . . . . . . . . . . . . . . . . . . 2-11
2-11. Instrument Markings . . . . . . . . . . . . 2-12
2-12. Instrument Markings - 250-C20W . . . . . 2-14
2-13. Limitations Placards, VNE (250-C20W) . . . 2-15
2-14. Limitations Placards . . . . . . . . . . . . 2-16
List of Figures
Figure Title Page
2-1. VNE Limitations . . . . . . . . . . . . . . . 2-5

2-2. Center of Gravity Envelope. . . . . . . . . 2-7
2-3 Instrument Markings . . . . . . . . . . . . 2-12
2-4 Instrument Markings - 250-C20W. . . . . . 2-14

Limitations SCHWEIZER AIRCRAFT CORP.

Sec tion II
LIMITATIONS
2-1. ROTORCRAFT CERTIFICATION
z Certification is based on an Engine Failure Warning System (including both

visual and audio indications), Low Rotor Warning System, Outside Air
Temperature Gauge, and Fuel Low Caution Light being installed and
operable.
2-2. FLIGHT LIMITATIONS
z The following are PROHIBITED:
z z Operation under Instrument Flight Rules (IFR).
z z Flight into known icing conditions.
z z Flight exceeding maximum operating pressure altitude of 13,000

feet.
z z Solo flight from other than the PIC position. (Refer to Section 4 for
identification of PIC position.)
NOTE: When three sets of controls are installed in the air craft, one
of the oc cupants must hold a he li copter CFI rat ing. In non-training
operations, it is recommended that the center set of controls be re -
moved. (Control set includes: cyclic stick, col lec tive stick, and tail
ro tor ped als.) Controls may be re moved by pi lot. Refer to para -
graph 7-12 for col lec tive stick installation and removal.
z Flight following a battery over temperature of 160°F or above until

the battery has been inspected. (Optional Ni-Cad).
z Flight with doors removed limited to 110 KIAS or as limited by

other VNE limitations.
Issued: 28 Sep 2000 2-1

CAU TION
Damage to the main rotor blade and aft fu selage can result due
to the re duction in clearance between the two with the tracking
re flectors in stalled. The con dition is am pli fied by the flexing of
the blades that occur during an autorotation touchdown.
z z Intentional full touchdown autorotations with blade tracking reflec-

tors installed on blade tips.
NOTE: Main rotor blade tracking re flec tors are installed for main-
te nance flights only as dictated in the Hand book of Mainte nance
In structions.
2-3. FLIGHT RE STRICTIONS
z Engine anti-ice must be ON for all operations in visible moisture and

temperatures at or below 5°C.
z Minimum Operating Temperature.
z The operation of the Model 269D has been demonstrated after prolonged
exposure to -17.8°C (0°F) ground ambient temperature, which was the
minimum temperature achieved in cold weather testing.
z Whenever the helicopter has been parked outside or has been ex-
posed to blowing or falling snow, determine that the engine inlet
area and all helicopter exterior surfaces are completely free of accu-
mulation of ice and snow.
z Flight operation is permitted at night only when landing, navigation,

instrument and anti-collision lights are installed and operable.
CAU TION
Turn off flashing anti-collision lights dur ing pro longed hover
or ground oper ation over concrete or wa ter to avoid possi ble
pilot dis orienta tion. At pi lot’s dis cretion, turn off anti-colli -
sion and landing light when en tering fog, or haze to preclude
optical illusions or spatial disorien tation.
2-2 Issued: 28 Sep 2000

z Flight operation at night is limited to VFR conditions.
z z Orientation shall be maintained by utilizing visual reference to sur-

face objects illuminated by ground lights or prevailing celestial illu-
mination.
z Further flight is prohibited until fuel system is purged (refer to HMI) after
any of the following conditions have occurred:
z z Engine flameout caused by fuel exhaustion.
z z Engine shutdown using emergency fuel shutoff valve.
z z Motoring the helicopter engine without fuel in the fuel cell.
CAU TION
Ground re starts are pro hib ited fol low ing il lumi na tion of
FUEL FILTER caution light.
z Upon completion of flight in progress, further flight is prohibited until fuel

filter has been serviced following illumination of FUEL FILTER caution
light.
z Door(s) off operation:
WARNING
ANY OB JECT NOT PROPERLY SECURED COULD EXIT

AIRCRAFT DURING FLIGHT. ITEMS SECURED WITH
V E L C R O TA P E O N LY, A R E N O T C O N S I D E R E D
PROPERLY SECURED.
z z All loose items properly secured or stowed.
z z Unoccupied seat cushions and seat backs properly secured or

stowed.
Issued: 28 Sep 2000 2-3

2-4. MUL TI PUR POSE UTIL ITY OP ERATIONS
z The installation and use of certain optional equipment is approved by the

FAA and requires supplemental flight data when limitations, performance or
procedures are affected. Refer to Section IX for Options Supplemental
Flight Data.
2-5. AIRSPEED LIMITS
z Limit VNE to 120 KIAS (Refer to Para 2-13 or 2-14 in conjunction with Fig.
2-1 for additional reductions).
z Limit VNE to 94 KIAS during autorotation (Refer to Para 2-13 or 2-14 in

conjunction with Fig. 2-1 for additional reductions).
z Limit VNE to 94 KIAS with less than 5 gallons (19 liters or 34 lbs.) of fuel
(Refer to Para 2-13 or 2-14 in conjunction with Fig. 2-1 for additional
reductions).
z Limit VNE to 110 KIAS for doors off operation (Refer to Para 2-13 or 2-14
in conjunction with Fig. 2-1 for additional reductions).
2-6. ROTOR SPEED LIMITS
z Normal Operating Range: 466 RPM to 471 RPM (89 - 90% N2)
z Maximum RPM: Power on - 471 RPM (90% N2)
z Minimum RPM: Power on - 466 RPM (89% N2)
z Maximum RPM: Power off - 500 RPM
z Minimum RPM: Power off - 410 RPM
2-7. WEIGHT LIMI TA TIONS
z Maximum gross weight 2550 pounds.
z Minimum flight weight 1425 pounds.
z Take-off and landing above 4,000 ft density altitude 2500 pounds or less.
2-4 Issued: 28 Sep 2000

13000
NO GROSS WEIGHT-
12000 INTERPO LATION 2300LBS. OR LESS
PER MITTED
11000
10000
9000
8000
GROSS WEIGHT-
2301-2550LBS.
7000 & DOORS-OFF
ALL WEIGHT
6000
5000
4000
3000
*AUTOROTATION VNE 94
2000 KIAS
1000
0
0 20 40 60 80 100 120 140
INDICATED AIR SPEED - KNOTS
*Autoro ta tion Vne Limited To 94 Kias Or Power-on Limit, Whichever Is Less
Figure 2-1. VNE Limitations

Issued: 28 Sep 2000 2-5
NOTE: Bal last may be carried in the stow age area be hind the seats.
Ballast may con sist of lead shot, sand bags or similar ma terial ade -
quately contained and secured.
z Maximum weight in the stowage area behind each outboard seat is 50

pounds each side.
z This helicopter is limited to operation in accordance with this section and the
approved loading information given in Section VI, Weight and Balance
Data.
2-8. CENTER OF GRAVITY (CG ENVELOPE)
z The datum line is 100.0 inches forward of the main rotor hub centerline.
z Forward CG limit is 94.0 inches at 2550 pounds varying linearly to 92.0

inches at 2000 pounds and below. Aft CG limit is 96.0 inches at 2550
pounds varying linearly to 101.0 inches at 2000 pounds & below (Fig. 2-2,
Sheet 1).
z Lateral “+” CG is right of the aircraft centerline; lateral “-” CG is left of the
aircraft centerline when looking forward (Fig. 2-2, Sheet 2).
z The right lateral CG limit varies linearly from a gross weight of 2550 lbs at
buttline 2.0 inches to 2000 pounds & below at buttline 4.0 inches.
z The left lateral CG limit varies linearly from a gross weight of 2550 lbs at
buttline -1.0 inches to 2000 lbs & below at buttline -3.0 inches.
2-6 Issued: 28 Sep 2000

ROTOR
CL
2800
2600
2550
2400
2200
2000
1800
1600
1400
91 92 93 94 95 96 97 98 99 100 101 102 103 104
FUSE LAGE STATION -INCHES
FWD LONGI TU DI NAL C.G. EN VELOPE

AFT
Figure 2-2. Cen ter of Gravity Enve lope. (Sheet 1 of 2)
Issued: 28 Sep 2000 2-7
A/C
CL
2800
2600
2550
2400
2200
2000
1800
1600
1400
-4 -3 -2 -1 0 1 2 3 4 5
FUSELAGE B.L. -INCHES
LEFT RIGHT
LATERAL C.G. EN VELOPE
Figure 2-2. Center of Gravity Enve lope. (Sheet 2 of 2)
2-8 Issued: 28 Sep 2000
2-9. POWER PLANT LIMITS - ROLLS-ROYCE MODEL 250-C20W
z Transient Overtorque (15 seconds) 70.3 psi (77.6 psi torque for S/N 0043-A,
0045-A & Subs. and any other aircraft retrofitted by the SA-269DK-027
Kit), 810°C maximum TOT.
z Takeoff power (5-minute limit): 67.6 psi torque or (74.9 psi torque for S/N
0043-A, 0045-A & Subs. and any other aircraft retrofitted by the
SA-269DK-027 Kit), 810°C maximum TOT.
z Maximum continuous operation: 62.2 psi torque, 738°C maximum TOT.
z Maximum continuous N1 RPM: 105%.
z Maximum N1 RPM during transient: 106% for 15 seconds.
z N1 idle speed: 59 to 65%
z Maximum N2 RPM: 94% transient overspeed 3 seconds. (Top of beep range

for ground check only.)
z Maximum continuous N2 RPM: 90%
z TOT limits:
z z During start and shutdown: 810°C to 927°C for ten seconds.
z z During start and shutdown: 927°C for a max. of one second.
z Consecutive starter cranking time limits are:
60 Seconds - ON 60 seconds - OFF
30 Seconds - ON 60 Seconds - OFF
30 Seconds - ON 30 Minutes - OFF
z z The above sequence (60 seconds ON through 30 minutes OFF) may

be attempted two (2) times. (Corrective action is required prior to
any additional start attempts.)
Issued: 28 Sep 2000 2-9

z Engine oil temperature limits:
z z Continuous operation must be accomplished between 0°C and

107°C.
NOTE: Oper ation between 0°C and 107°C is accept able provid ing
engine oil pres sure is within speci fied limits.
z Engine oil pressure limits: 50 - 130 psi with the following minimums:
z z 90 psi at or above 79% N1
z z 50 psi below 79% N1
z Generator limit: 150 amps maximum continuous
z From sea level to 6000 feet pressure altitude, the maximum engine air inlet
ambient temperature is 54°C (130°F); from 6000 feet to 13,000 feet pressure
altitude, the maximum temperature varies linearly from 54°C to 40°C
(130°F to 105°F) respectively. It is to be assumed that the air inlet
temperature is the same as ambient (free air) temperature.
2-10 Issued: 28 Sep 2000

2-10. FUELS
z For additional information on fuels, refer to Rolls-Royce Operation and

Maintenance Manual Publication No. 10W2.
z Primary:
z z Jet A, A-1, or B
z z JP-4, JP-5, JP-8
NOTE: Fuels must meet anti-icing capability of JP-4 when operating at

4°C (40°F) or less.
z Alternate:
z z Refer to Rolls-Royce Operation and Maintenance Manual Publica-

tion No. 10W2 for detailed AVGAS mix, cold weather fuel, and
blending instructions. Blending instructions pertain to turbine fuels
and AVGAS, and include field service anti-icing additive blending
procedures.
Issued: 28 Sep 2000 2-11

2-11. INSTRU MENT MARKINGS (Fig. 2-4)
VOLTS/AMPS (S/N 0001-0030) ENGINE OIL TEMP/PRESS
ENGINE OIL TEMP:

RED LINE AT 107°C
GREEN ARC - 0 TO 107°C
ENGINE OIL PRESS:

RED LINE AT 50 AND 130 PSI
YELLOW ARC - 50 TO 90 PSI
GREEN ARC - 90 TO 130 PSI
VOLTS/AMPS (S/N 0031 & SUBS) AIR SPEED IN DICA TOR
AIRSPEED:
RED LINE AT 120 KNOTS (138 MPH) AND
RED & WHITE (BARBER POLE) AT 94
KNOTS (108 MPH)
Figure 2-3. In strument Markings (Sheet 1 of 2).
2-12 Issued: 28 Sep 2000

ENGINE/ROTOR TACHOME TER N1 TACHOMETER
ROTOR NR : N1% RPM:
RED LINE AT 410 AND 500 RPM RED LINE AT 59% AND 105%
GREEN ARC - 410 TO 500 RPM GREEN ARC - 59% TO 105%
RED DOT AT 106%
ENGINE N2 RPM:
RED DOT AT 94% (TRANSIENT OVERSPEED 3 SEC, TOP OF BEEP RANGE FOR
GROUND CHECK ONLY)
RED LINE AT 89% AND 90%
GREEN ARC AT 89% TO 90%
Figure 2-3. In strument Markings (Sheet 2 of 2).
Issued: 28 Sep 2000 2-13

2-12. INSTRUMENT MARKINGS - 250-C20W (Fig. 2-5)
TORQUEMETER TURBINE OUT LET TEMP
TORQUE: TOT:
RED LINE AT 67.6 PSI RED LINE AT 810°C
YELLOW ARC - 62.2 TO 67.6 PSI (5 MIN RED DIA MOND AT 927°C (START
LIMIT) MAX)
GREEN ARC - 0 TO 62.2 PSI YEL LOW ARC - 738°C TO 810°C
GREEN ARC - 360°C TO 738°C
TORQUE: ( S/N 0043-A, 0045-A & Subs. and any other air craft retrofitted by the
SA-269DK-027 Kit)
RED LINE AT 74.9 PSI
YELLOW ARC - 62.2 TO 74.9 PSI (5 MIN LIMIT)
GREEN ARC - 0 TO 62.2 PSI
Fig ure 2-4. Instrument Markings - 250-C20W
2-14 Issued: 28 Sep 2000

2-13. LIM ITATIONS PLACARDS, VNE (250-C20W)
z The “NO FLIGHT” portion of the VNE placards have been imposed to
comply with Rolls Royce Model 250-C20W operating and starting limit
temperatures and/or with Figure 2-1 VNE density altitude limits.
V NE IAS KNOTS
2300 lbs. or less G.W.
OAT PRESS ALT. x 1000 FT.

qC ° F 0 2 4 6 8 10 12 13
-23 -10 113 97 82 74
-18 0 109 93 77 69
-7 20 120 115 100 84 69
4 40 107 91 76
16 60 114 99 83 68
27 80 107 91 76
NO FLIGHT
38 100 114 99 84 69
43 110 111 96 80 65
V NE IAS KNOTS
2301 lbs. to 2550 lbs. G.W. & Doors Off all wt.
OAT PRESS ALT. x 1000 FT.
qC ° F 0 2 4 6 8 10 12 13
-23 -10 96 80 65 57
-18 0 108 92 76 60 52
-7 20 110 99 83 67 52
4 40 106 90 75 59
16 60 97 82 67 51
27 80 105 90 74 59
NO FLIGHT
38 100 97 82 67 52
43 110 109 94 79 64 48
Issued: 28 Sep 2000 2-15

2-14. LIM ITATIONS PLACARDS
FLIGHT INTO KNOWN ICING

CONDITIONS IS PRO HIBITED.
NOTE: Above placard located on instrument panel in clear view of

pilot.
Min i mum N1 Speed

Starting Recommen da tions
OAT,° C -18 AND BELOW -18 TO 7 7 AND ABOVE
N1 % 12 13 15
THIS HE LICOPTER MUST BE OPER ATED IN COM PLIANCE WITH

THE OP ERATING LIM ITATIONS SPECIFIED IN THE APPROVED RO -
TORCRAFT FLIGHT MANUAL.
NOTE: Above plac ards lo cated on instru ment panel.
50 POUNDS MAXIMUM LOAD UNIFORMLY DISTRIBUTED
NOTE: Above plac ard located behind each outboard seat, above
stowage area.
2-16 Issued: 28 Sep 2000

z Helicopters with 60.8 Gallon Fuel System

FUEL
JET A/A-1
US ABLE CAPAC ITY: 60 U.S. GAL LONS
SEE PFM FOR OTHER FUELS
NOTE: Above placard located at fuel filler.
FUEL
JET A/A-1
USABLE CAPAC ITY: 60 U.S. GALLONS
227.1 LITERS
NOTE: Al ternate to above placard, lo cated at fuel filler (re quired for all Cana-
dian aircraft).
z Helicopters with 74.1 Gallon Fuel System

FUEL
JET A/A-1
US ABLE CA PAC ITY: 73 U.S. GALLONS
NOTE: Above placard located at fuel filler.
FUEL
JET A/A-1
US ABLE CA PAC ITY: 73 U.S. GALLONS
276.3 LITERS
NOTE: Al ternate to above placard, lo cated at fuel filler (re quired for all Cana-
dian aircraft).
Issued: 28 Sep 2000 2-17

LIMIT VNE TO
94 KIAS WITH
LESS THAN
5 GALLONS
(19 LITERS
OR 34 LBS.)
OF FUEL
NOTE: Above placard lo cated on instrument panel in clear view of pilot.
BAGGAGE CAPACITY
60 LBS MAX IMUM
FLOOR LOADING
1 LB/SQ. IN. MAXI MUM
CARGO MUST BE SECURED

IN AC CORDANCE WITH FLIGHT MANUAL
INSTRUCTIONS
NOTE: If equipped with optional baggage com partment, the above placards
must be located on the in side forward panel of baggage com partment.
2-18 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Emergency Procedures
Table of Contents
SECTION III
3-1. Engine Failure. . . . . . . . . . . . . . . . 3-2

3-2. Engine Failure - Cruising at Altitudes 450
Feet and Above. . . . . . . . . . . . . . 3-3
3-3. Engine Failure - Altitude Above 7 Feet and
Below 450 Feet . . . . . . . . . . . . . . 3-4
3-4. Engine Failure - Altitude Below 7 Feet . . . 3-4
3-5. Engine/Fuselage/Electrical Fire On The
Ground . . . . . . . . . . . . . . . . . . 3-4
3-6. Engine/Fuselage Fire, Or Fire Of
Undetermined Origin, In Flight -
Low/Cruise Altitude . . . . . . . . . . . 3-5
3-7. Electrical fire - In Flight . . . . . . . . . . . 3-6
3-8. Ditching - Power Off. . . . . . . . . . . . . 3-7
3-9. Ditching - Power On . . . . . . . . . . . . 3-7
3-10. Fuel Control Or Power Turbine Governor
Failure . . . . . . . . . . . . . . . . . . 3-8
3-11. Tail Rotor Failure . . . . . . . . . . . . . . 3-9
3-12. Cyclic Trim Failure . . . . . . . . . . . . . 3-10
3-13. Air Restart - Engine . . . . . . . . . . . . . 3-11
3-14. Caution And Warning Lights . . . . . . . . 3-12
Red Warning Lights . . . . . . . . . . . . . 3-12
Amber Caution Lights . . . . . . . . . . . . 3-15
3-15. Smoke And Fume Elimination - In Flight . . 3-17
List of Figures
Figure Title Page
3-1. Caution and Warning Lights. . . . . . . . . 3-11

//////////////////////////////////////////////////////
Emergency Procedures SCHWEIZER AIRCRAFT CORP.

Section III
EMERGENCY AND MALFUNCTION PROCEDURES
EMERGENCIES
This section contains fault conditions considered to constitute an emergency

or malfunction condition. Red warning lights and amber caution lights are lo-
cated on the instrument panel and provide the pilot with a visual indication of a
condition, fault, or system malfunction by means of an indication that a prob-
lem has occurred which, unless treated properly, could affect flight safety. In
addition, certain emergency conditions are made known by audio signals. Re-
medial action as described below should be taken with the urgency each situa-
tion warrants.
All corrective action procedures listed herein assume the pilot gives first prior-
ity to helicopter control and a safe flight path.
The helicopter should not be operated following any emergency landing or

shutdown until the cause of the malfunction has been determined and correc-
tive maintenance action taken.
DEFINITION
The following terms indicated the degree of urgency in landing the

helicopter.
Land as soon as possible - Land without delay at nearest suitable area (i.e.
open field) at which a safe approach and landing is reasonably assured.
Land as soon as practicable - The landing site and duration of the flight
are at the discretion of the pilot. Extended flight beyond the nearest
approved landing site is not recommended.
Issued: 28 Sep 2000 3-1

//////////////////////////////////////////////////////
3-1. ENGINE FAILURE
NOTE: The indication of an engine malfunction, either a partial or

complete power loss are:
— A change in engine noise
— Left yaw
— Drop in engine RPM
— Drop in rotor RPM
— Low RPM audio alarm
— Illumination of the ENG OUT warning light
l The failure indicators are actuated when N1 falls below 55%.

Operation of the system may be checked when the engine is
inoperative with the battery and generator switch ON.
l A proper air start may be attempted at the pilot’s discretion. (Refer

to Para 3-13.)
l Reduce airspeed to 94 KIAS or lower after entering autorotation (see

Vne placard). Maintain rotor speed between 410 and 500 RPM by
use of collective control.
l Proceed with autorotational descent and landing (Para 3-2, 3-3, 3-4
and 4-10).
3-2 Issued: 28 Sep 2000

Revised: 05 Sep 2003
3-2. ENGINE FAILURE - CRUISING AT ALTITUDES 450 FEET AND
ABOVE
l Enter normal autorotation by lowering collective pitch.
NOTE: At airspeeds above maximum autorotational V NE (94

knots), use aft cyclic to maintain aircraft’s attitude and to slow to
desired airspeed as collective pitch is lowered. Increase collective
as necessary after entering autorotation to prevent rotor overspeed.
Operate at minimum rotor RPM to reduce rate of descent or to ex-
tend glide distance. Restore rotor RPM by lowering collective
prior to flare.
l Select landing spot and maneuver as required.
l l Maximum gliding distance is obtained at 70 knots/410 rotor RPM.
l l Minimum rate of descent is obtained at 46 knots/410 rotor RPM.
NOTE: Glide distances attained during an actual engine out auto-

rotation may be less than the glide distances achieved during prac-
tice autorotations when operating at reduced RPM (N2/NR needles
joined).
l A restart may be attempted at the discretion of the pilot.
l If unable to restart, turn off unnecessary switches and shut off fuel.
l Flare as required for the terrain; level aircraft before ground contact.
l Touch down in a level attitude.
l Avoid the use of aft cyclic stick or rapid lowering of the collective
pitch during initial ground contact or during ground slide.
l l In the event of an engine failure at night, do not turn on the landing

light at more than 1000 feet above terrain; this conserves battery
power.
Issued: 28 Sep 2000 3-3

//////////////////////////////////////////////////////
3-3. ENGINE FAILURE - ALTITUDE ABOVE 7 FEET AND BELOW
450 FEET
l Takeoff operation should be conducted in accordance with the

Height Velocity Diagram (Fig. 5-4).
l In the event of power failure during takeoff, the collective pitch

should be initially lowered in order to maintain rotor speed. The
amount and duration of collective reduction depends upon the height
above the ground at which the engine failure occurs.
l As the ground is approached, aft cyclic and collective controls

should be used as needed to decrease forward and vertical velocity.
l Ground contact should be established in a level attitude.
3-4. ENGINE FAILURE - ALTITUDE BELOW 7 FEET
l l A power failure is indicated by a yawing of the ship to the left and a

loss of rotor RPM.
l l Do not reduce collective pitch.
l l Apply right pedal to prevent yawing.
l l Apply collective pitch as necessary, in order to cushion landing.
3-5. ENGINE/FUSELAGE/ELECTRICAL FIRE ON THE GROUND.
l Set fuel shutoff valve in CLOSED position.
l Set battery switch in OFF position.
l Set generator switch in OFF position.
3-4 Issued: 28 Sep 2000

WARNING
REMAIN CLEAR OF ROTOR BLADES DURING AND

AFTER EVACUATION.
l Exit aircraft with fire extinguisher.
3-6. ENGINE/FUSELAGE FIRE, OR FIRE OF UNDETERMINED ORI-

GIN, IN FLIGHT - LOW/CRUISE ALTITUDE.
Note: If a fire is observed during flight, prevailing conditions such

as day/night, altitude, and available landing areas must be consid-
ered in order to determine whether to execute a power-on or
power-off landing.
l Power-on landing:
l l Maintain airspeed and rotor RPM; be prepared to perform a full

autorotation at any point in the approach.
l l Immediately perform power-on landing to suitable area.
l l If time permits:
l l l Set battery switch in OFF position.
l l l Set generator switch in OFF position.
l l Upon landing:
l l l Close Throttle.
l l l Set fuel shutoff valve in CLOSED position.
l l l Exit aircraft with fire extinguisher.
Issued: 28 Sep 2000 3-5

//////////////////////////////////////////////////////
3-6. ENGINE/FUSELAGE FIRE, OR FIRE OF UNDETERMINED ORI-
GIN, IN FLIGHT - LOW/CRUISE ALTITUDE (cont)
l Power-off landing:
l l l Close throttle
l l l Immediately enter autorotation.
l l l If time permits:
l l l Set fuel shutoff valve in CLOSED position.
l l l Set battery switch in OFF position.
l l l Set generator switch in OFF position.
l l Upon landing, exit aircraft with fire extinguisher.
3-7. ELECTRICAL FIRE - IN FLIGHT.
l Set battery switch in OFF position.
l Set generator switch in OFF position.
l Immediately perform power-on landing to suitable area.
l Upon landing:
l l Close throttle.
l l Set fuel shutoff valve in CLOSED position.
l l Exit aircraft with fire extinguisher.
3-6 Issued: 28 Sep 2000

3-8. DITCHING - POWER OFF
l Turn battery switch OFF.
l Make autorotational approach and landing.
l Level helicopter and apply full collective pitch as contact is made

with water.
l When aircraft begins to roll, reduce collective to full down.
l l This minimizes blades skipping off the water.
l Release seat belt and shoulder harness.
l When rotor blades have stopped turning, clear aircraft as quickly as

possible.
3-9. DITCHING - POWER ON
l Descend to hovering altitude over water.
l Unlatch door.
l Passengers and copilot exit aircraft.
l Fly a safe distance away from all personnel in the water to avoid
injury.
l Close twistgrip to CUTOFF position.
l Turn battery and generator switches OFF.
l Allow aircraft to settle in a level attitude, apply full collective.
Issued: 28 Sep 2000 3-7

//////////////////////////////////////////////////////
3-9. DITCHING - POWER ON (cont)
l When aircraft begins to roll, reduce collective to full down.
l l This minimizes blades skipping off the water.
l Release seat belt and shoulder harness.
l When rotor blades have stopped turning, clear aircraft as quickly as

possible.
3-10. FUEL CONTROL OR POWER TURBINE GOVERNOR FAIL-

URE
l Failure is indicated by an instrument needle fluctuation.
A rise or drop of:
l l N1
l l N2
l l TOT
l l Torque
l Failure producing an overspeed:
l l Attempt to control RPM by use of the twistgrip.
l Uncontrollable overspeed:
CAUTION
Immediate pilot action is necessary because engine torque,

TOT, N2 and rotor RPM may suddenly increase beyond ap-
proved limits. When shutting down the engine, do not reduce
collective pitch until the rotor RPM has decreased to within the
normal operating range.
3-8 Issued: 28 Sep 2000

l l Shut down the engine (normal engine shutdown).
l l Make an autorotational landing.
l Failure producing an underspeed:
l l Check twist grip full open; beep to max.
l l Level flight is possible if sufficient power is available.
l l When power is insufficient for level flight, make an autorotational

landing.
l Power turbine governor surge:
NOTE: The following action takes the governor out of the system
and should eliminate the surge.
l l Beep N2 to full high and reduce twistgrip to 90% N2.
3-11. TAIL ROTOR FAILURE
l Different types of failure may require slightly different techniques

for optimum success in recovery.
l General Corrective Action:
l l Complete loss of tail rotor thrust:
l l l Failure is normally indicated by an uncontrollable (by pedal)

yawing to the right
l l l Reduce power by lowering collective.
l l l Adjust airspeed to 50 to 60 knots.
l l l Use left lateral cyclic in combination with collective pitch to

limit left sideslip to a reasonable angle.
l l l If conditions permit, place the twistgrip in the GROUND IDLE

position once a landing area is selected, and perform a normal
autorotation. Plan to touch down with little or no forward speed.
Issued: 28 Sep 2000 3-9
//////////////////////////////////////////////////////
3-11. TAIL ROTOR FAILURE (cont)
WARNING
WHEN HOVERING AT ALTITUDES WITHIN OR ABOVE

THE CROSS-HATCHED AREAS DEPICTED ON THE
HEIGHT VELOCITY DIAGRAM (FIG. 5-4), IT IS NECES-
SARY TO REDUCE ALTITUDE TO 7 FEET OR LESS PRIOR
TO PLACING THE TWISTGRIP IN THE GROUND IDLE PO-
SITION AND PERFORMING A HOVERING AUTOROTA-
TION.
l l While at a hover: Place the twistgrip in the GROUND IDLE posi-

tion and perform a hovering autorotation.
l l Tail rotor control failure - Fixed pitch setting:
l l l Adjust power to maintain 50 to 60 knots airspeed.
l l l Perform a shallow approach and running landing to a suitable

area, touching down into wind at a speed between effective
translational lift and 30 knots. Directional control may be ac-
complished by small adjustments in throttle and/or collective
control.
3-12. CYCLIC TRIM FAILURE
l Failure is indicated by an inability to reduce cyclic forces with cyclic

trim switch. Failure may be either a frozen or uncontrollable
runaway of the trim actuator in either the longitudinal or lateral
direction. Runaway to full travel can produce stick forces of
approximately 10 pounds in the direction of the runaway.
l l Avoid rapid and/or abrupt maneuvers.
l l Establish flight conditions that produce the least cyclic control

force.
l l Land as soon as practicable.
3-10 Issued: 28 Sep 2000

3-13. AIR RESTART - ENGINE
CAUTION
Do not attempt restart if malfunction is suspected.
l At low altitude or where time is critical:
l l Twistgrip in CUTOFF position.
l l Immediately actuate starter.
NOTE: Depressing the starter button actuates the igniter. If N1 is

18% or above, open twistgrip immediately to GROUND IDLE. N1
speeds of 25 to 40% are preferred for coolest and fastest relights.
Maintain safe autorotational airspeed.
l When altitude and time permit:
l l Proceed with normal engine start, if N1 has decayed below 18%.

Refer to Section IV, Engine Starting.
l l Recommended airspeed is approximately 60 KIAS.
l l Recommended pressure altitude is 10,000 feet or below.
l l Set generator switch and all engine bleeds (heater, filter bleed and
anti-ice) OFF.
l l Twistgrip in CUTOFF position.
l l Actuate starter.
l l After N1 reaches steady level (18 to 22%) and TOT is 150°C or

below, advance twistgrip to GROUND IDLE.
l l Open throttle to 90% N2
Issued: 28 Sep 2000 3-11

//////////////////////////////////////////////////////
MALFUNCTIONS
3-14. CAUTION AND WARNING LIGHTS
l The light panel is located at the top of the instrument panel (Fig.
3-1).
l The lights will illuminate when a condition other than normal exists.
l The lights will also illuminate when the PUSH TO TEST switch
button is depressed, to test the individual bulbs.
l l The fire detection system is automatically tested when the PUSH

TO TEST switch button is depressed.
RED WARNING LIGHTS
l ENG OUT/LO ROTOR:
l l Refer to Para 3-1 and Fig. 3-1.
l l Blinking Red light.
l l Pulsating sound from warning horn and in headset, if installed.
l ENG FIRE (Engine Fire):
l l Refer to Fig. 3-1.
l l Red light.
l l Land as soon as possible.
l Transmission Oil Pressure/Temperature:
l l Red light/lights.
3-12 Issued: 28 Sep 2000

OPTIONAL
**MAY CONTAIN
FUEL T/R ENG ENG OUT ENG FIRE ** M/R CHIP,
LOW CHIPS CHIPS LO ROTOR BATT HOT, OR
FUEL EXT ALT AIR* GEN OUT M/R OIL ** PITOT HEAT
FILTER POWER PR/TEMP DEPENDING
*IF EQUIPPED WITH OPTIONAL ON INSTALLED
CENTRISEP PARTICLE SEPARATOR EQUIP.
Figure 3-1. Caution and Warning Lights
Issued: 28 Sep 2000 3-13

//////////////////////////////////////////////////////
RED WARNING LIGHTS (cont)
l Transmission Oil Pressure/Temperature (cont)
l l l Temperature has exceeded the maximum limit.
l l l Pressure has dropped below minimum limit.
l Battery Overtemperature, 160°F and above: (Optional Ni-Cad

Battery)
l l Red light illuminated.
l l Turn battery switch OFF.
NOTE: Inspect battery in accordance with the manufacturer’s in-

structions upon landing. No further flights are authorized until bat-
tery is inspected, and necessary corrective action has been
accomplished.
WARNING
AN OVERHEATED BATTERY CAN CAUSE BURNS TO

PERSONNEL UNLESS PROTECTIVE CLOTHING AND
ADEQUATE TOOLS ARE UTILIZED. IN SOME INSTANCES
THE BATTERY MAY CAUSE A SECONDARY FIRE, OR
MAY RUPTURE ADDING TO FURTHER DANGER OF
E L E C T R O LY T E B U R N S . E X E R C I S E C A U T I O N I N
DEALING WITH AN OVERHEATED BATTERY. MAINTAIN
FIRE EXTINGUISHER READY FOR USE. THE USE OF THE
FIRE EXTINGUISHER TO COOL THE BATTERY IS NOT
RECOMMENDED.
l l If proper equipment exists, disconnect and remove battery from air-

craft.
3-14 Issued: 28 Sep 2000

AMBER CAUTION LIGHTS
l Generator:
l Refer to Fig. 3-1.
l l Amber GEN OUT indicator will light.
l l Ammeter indicating zero.
l l Turn generator switch to OFF, then set to ON to reset.
l l If GEN OUT indicator stays on or comes back on, pull out generator
circuit breaker. Keep generator (GEN) switch ON.
NOTE: With generator (GEN) switch ON, the low rotor and engine
power-out warning system remains operational.
l Reduce electrical load to a minimum.
l Chip Detectors:
l l Amber ENG CHIPS, M/R CHIPS or T/R CHIPS indicators will illu-
minate.
l l l Lighted indicators indicate possible internal deterioration of en-

gine, main or tail rotor transmission.
Issued: 28 Sep 2000 3-15

//////////////////////////////////////////////////////
AMBER CAUTION LIGHTS (cont)
l Fuel low:
CAUTION
Never use the FUEL LOW light as a working indication of fuel

quantity.
l l Amber FUEL LOW indicator illuminates when approximately 6 to

7 gallons (40.4 to 47.1 pounds) useable fuel remain in fuel cell in
level flight, (7 to 8 gallons including unuseable).
l Fuel filter:
CAUTION
If any unusual engine indications or conditions occur, land as

soon as possible.
l l l Amber FUEL FILTER indicator illuminated indicates clogged

filter.
l l l The lighted indicator indicates that a predetermined pressure

differential across the filter has been reached and an impending
bypass condition exists.
l l l Land as soon as practicable.
3-16 Issued: 28 Sep 2000

WARNING
AFTER THE FUEL FILTER INDICATOR HAS LIGHTED,

AND FOLLOWING THE COMPLETION OF THE FLIGHT IN
PROGRESS, ADDITIONAL FLIGHT IS PROHIBITED UN-
TIL THE FUEL FILTER HAS BEEN SERVICED.
l l l Service the airframe & ENG fuel filters prior to the next flight.
(Refer to HMI and the Rolls Royce Model 250-C20W Opera-
tion and Maintenance Manual, Publication No. 10W2.)
l Alternate Air (if particle separator equipped)
l l Amber “ALT AIR” Indicator illuminates, indicating air bypass door

is activated.
l l l Monitor engine instruments.
l l l Land as soon as practicable.
l l l Service Particle Separator before next flight (HMI Appx. A)
3-15. SMOKE AND FUME ELIMINATION - IN FLIGHT
l Smoke and/or toxic fumes entering the cockpit can be exhausted as

follows:
l l Open vents.
l l Adjust cabin heat and defog handle, as required.
Issued: 28 Sep 2000 3-17

//////////////////////////////////////////////////////
3-18 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Normal Procedures
Table of Contents
Section IV
4-1. Preflight Requirements . . . . . . . . . . . 4-1

4-2. Pilot’s Preflight Inspection. . . . . . . . . . 4-2
4-3. Engine Pre-Start Cockpit Check . . . . . . 4-11
4-4. Engine Start . . . . . . . . . . . . . . . . . 4-17
4-5. Engine Run-up . . . . . . . . . . . . . . . 4-20
4-6. Before Takeoff. . . . . . . . . . . . . . . . 4-22
4-7. Takeoff . . . . . . . . . . . . . . . . . . . 4-23
4-8. Cruise . . . . . . . . . . . . . . . . . . . . 4-24
4-9. Low Speed Maneuvering . . . . . . . . . . 4-24
4-10. Practice Autorotations . . . . . . . . . . . . 4-25
4-11. Landing Approach . . . . . . . . . . . . . . 4-27
4-12. Running Landing . . . . . . . . . . . . . . 4-27
4-13. Engine/Aircraft Shutdown . . . . . . . . . 4-28
4-14. Post Flight . . . . . . . . . . . . . . . . . . 4-30
4-15. Deceleration Check . . . . . . . . . . . . . 4-30
4-16. Normal Engine Restart . . . . . . . . . . . 4-31
4-17. Noise Impact Reduction Procedures . . . . 4-32
List of Figures
Figure Title Page
4-1. Pilot’s Preflight Guide . . . . . . . . . . . . 4-3

4-2. Instrument Panel . . . . . . . . . . . . . . 4-12
4-3. Cyclic Stick Grip . . . . . . . . . . . . . . . 4-14

Normal Procedures SCHWEIZER AIRCRAFT CORP.
This page is left blank in tentionally.

Section IV
NORMAL PROCE DURES
4-1. PREFLIGHT REQUIRE MENTS
z Have a thorough understanding of operating limitations. Refer to

Section II.
z Service helicopter as required. Refer to Handbook of Maintenance

Instructions (HMI).
z Determine that helicopter loading is within limits. Refer to Section

II and VI.
z Check helicopter performance data. Refer to Sections V and VI.
z Determine that the Daily Inspection (in accordance with the HMI or
Section VII of this manual) has been accomplished within 24 hours
prior to the first flight of each day.
z Perform pilot’s preflight inspection prior to each flight.
NOTE: Re fer to the ap pli ca ble Rolls-Royce Op er a tion and

Mainte nance Manual listed in Related Publica tions and Directives
ta ble, Section II, Basic HMI for detailed requirements on daily in-
spection of the engine.
It is the preroga tive and respon sibility of the helicop ter operator or
owner to increase the extent and/or frequency of inspection to pro-
mote safe opera tion when unusual lo cal con ditions (envi ronment,
utilization, etc.) dictate.
z Brief passengers and non-flight crew members on precautions and

procedures necessary to avoid undue hazard when approaching or
departing the helicopter.
Issued: 28 Sep 2000 4-1

4-2. PILOT’S PREFLIGHT INSPEC TION
z Visually check the following items for obvious damage. Damage is

defined as any condition that is not normal or not within limits.
Examples of conditions to look for are: inoperable equipment,
excessive leakage, discoloration caused by heat, loose attachments,
dents, cracks, punctures, abrasion, chaffing, galling, nicks, scratches
and evidence of corrosion. These are the most common types of
damage; however, inspection should not be limited to the above
conditions.
z z Perform further inspection prior to the next flight if discrepancies

are noted, to determine if the aircraft is airworthy.
z z Flight is prohibited when unrepaired damage exists which makes the

aircraft unairworthy.
z z Preflight inspections are grouped and numbered by location (Fig.

4-1) so they can be performed on an area-by-area basis. Inspection
of the entire helicopter may be accomplished by starting at the front
and working in clockwise progression to completion.
4-2 Issued: 28 Sep 2000

Figure 4-1. Pilot’s Preflight Guide
Issued: 28 Sep 2000 4-3

PRELIM I NARY CHECKS
z Fuel drain valves, take samples CHECK FOR

CONTAMINANTS
EXTERIOR
FUSELAGE - FORWARD END c
z Aircraft tiedowns and covers REMOVED
z Aircraft attitude for weak or damaged dampers CHECK
z Canopy for condition and cleanliness CHECK
z OAT thermometer NO OBSTRUCTIONS
z Fresh air vents NO OBSTRUCTIONS
z Pitot tube NO OBSTRUCTIONS
z Tail rotor pedals for condition and security of CHECK

quick-release pins
z Landing light CHECK
z All inspection panels SECURED
FUSE LAGE - RIGHT SIDE d
z Cabin door, condition and latching CHECK
z Fuselage skin CHECK
z Overhead canopy CHECK
z Static port CHECK, NO

OBSTRUCTIONS
z Oil filter bypass indicator CHECK
z Tail rotor trim spring assy CHECK
4-4 Issued: 28 Sep 2000

l Transmission oil level CHECK
l Tail rotor shaft, set alignment marks CHECK
l Exhaust duct CHECK
l All inspection panels/doors SECURED
l Skid, strut fairings CHECK
l Ground handling wheels (if installed) in up CHECK

position with quick-release pin installed.
Remove dual wheel installation prior to
flight.
l Landing gear attach points, dampers (leaks CHECK

and inflation)
AFT FUSELAGE/TAIL ROTOR
l Aft fuselage skin, right side CHECK, NO DAMAGE

ALLOWED
l If equipped, internal plenum inlet screen CHECK

for obstructions (use inspection light in
tailcone)
l Battery/Battery vent (optional location) CHECK
l All inspection panels/doors SECURED
l Antenna (if installed) CHECK
l Position and anticollision lights right side CHECK
Issued: 28 Sep 2000 4-5

AFT FUSELAGE/TAIL ROTOR (cont)
CAUTION
The following special check applies to 269D3300-1 Aft Fuse-

lage Assemblies only. S/N 63 & subsequent are factory
equipped with the 269D3300-35 aft fusealage assembly, and do
not require that the following check be conducted. Cracks in
the paint film alone may indicate internal structure damage
and this requires further maintenance action before further
flight.
l Fuselage area above horizontal stabilizer CHECK

for cracks in paint film. Pay particular
attention to flange bend radius and vertical
face of aft bulkhead and entire adjacent aft
fuselage skin. Any signs of cracks requires
further inspection before next flight.
l Stabilizers right hand side (vertical, CHECK, NO DAMAGE

horizontal and end plates) ALLOWED
l Tail skid CHECK
l Tail rotor alignment marks CHECK
l Tail rotor gearbox to aft fuselage CHECK

attachment for security and condition
l Chip detector and wiring CHECK
l Control push-pull rod and bellcrank CHECK
l Tail rotor transmission oil level CHECK
l Output shaft dust cover, retainer nut, tang CHECK

washer, and rubber bumper
l Tail rotor blades and pitch links CHECK
l Tail rotor abrasion strip CHECK
4-6 Issued: 28 Sep 2000

AFT FUSE LAGE/TAIL ROTOR (cont) e

CAU TION
If poor abra sion strip bond is sus pected, but not confirmed, in -
spect blade in accordance with HMI Ap pendix C, prior to
further op eration.
z z Visually check each tail rotor blade abrasion strip for any evidence
of paint cracking or chipping along the abrasion strip/airfoil bond
line.
z z If paint cracking or chipping is observed, use a 10X magnifying

glass to examine the abrasion strip/airfoil bond line and tip for any
bond separation between epoxy adhesive and abrasion strip.
CAU TION
If tail rotor blade attachment bushing hole cracking is sus-

pected, perform dye penetrant inspection in accor dance with
Ba sic HMI Section 9.
z Tail rotor blade attachment bushing hole CHECK

for evidence of cracks
z Rock tail rotor with teetering motion to CHECK

determine condition of bearings
z Main rotor blades for condition and CHECK

abrasion strip for condition and bonding
(Do not handle trim tabs.)
z Overrunning clutch (Turn main rotor blade CHECK

forward then reverse.)
z Stabilizers left hand side (vertical, CHECK, NO DAMAGE

horizontal and end plates) ALLOWED
z Position and anticollision lights left side CHECK
z Antenna (if installed) CHECK
Issued: 28 Sep 2000 4-7

AFT FUSE LAGE/TAIL ROTOR (cont) e
z Static Port CHECK, NO

OBSTRUCTIONS
z Aft fuselage skin, left side CHECK, NO DAMAGE

ALLOWED
INTERME DIATE FUSELAGE /MAIN ROTOR f

z Engine mounts, mounting pads, and firewalls CHECK
z Engine oil and fuel lines CHECK
z Engine electrical connections CHECK
z Fuel control, N2 governor, and associated CHECK

linkage
z Engine oil level CHECK
z Drive belt CHECK
4-8 Issued: 28 Sep 2000

INTERME DIATE FUSELAGE /MAIN ROTOR (cont) f
z Mixer controls and pushrods CHECK
z Fuel cell CHECK
z Supporting structure and bulk heads CHECK
z Cooling fan and ducting CHECK
z Oil coolers CHECK
z Battery/Battery vent CHECK
z Main rotor transmission and mast CHECK
z Baggage compartment secure CHECK
z Baggage compartment cargo secure CHECK
z Access door for condition and security CHECK
z Blades and rotor head CHECK
z Main rotor dampers CHECK
z Main rotor swashplate, pitch links, upper CHECK

and lower bearings
z Main rotor control rod bellcranks CHECK
z Main rotor control rods CHECK
z Fuel cell vent NO OBSTRUCTIONS
z Fuel level CHECK
z Fuel filler cap SECURED
z Oil cap security CHECK
Issued: 28 Sep 2000 4-9

z All inspection panels/doors SECURED
z Rear crossbeam CHECK
FU SE LAGE - LH SIDE g
z Skid, strut fairings CHECK
z Ground handling wheel (if installed) in up CHECK

position with quick-release pin installed. Dual
wheel installation must be removed prior to
flight.
z Landing gear attach points, dampers (leaks and CHECK

inflation)
z Engine compartment inlet screen CHECK
z Cabin door, condition and latching CHECK
z Overhead canopy CHECK
FU SE LAGE - UN DER SIDE h

z Antennas CHECK
IN TERIOR
PI LOT/PAS SEN GER COM PARTMENT
z Fire extinguisher and first aid kit CHECK
z Loose equipment or cargo STOWED
z Seats, seat belts, and shoulder harness CHECK
z z Stow or secure unused belts CHECK
z Interior and exterior lights (All switches CHECK

OFF after check.)
4-10 Issued: 28 Sep 2000

4-3. ENGINE PRE-START COCKPIT CHECK (Fig. 4-2 & 4-3)
z Pilot-in-command (PIC) position is determined by the configuration

of the instrument panel, and can be easily identified by the
orientation of the basic flight and engine instruments in the
instrument panel. For right PIC position see Figure 4-2, Sheet 1 &
4; for left PIC see Figure 4-2, Sheet 2 & 5.
NOTE: When three sets of con trols are in stalled in the aircraft, one
of the oc cupants must hold a heli copter CFI rating. In non-train ing
op erations, it is recommended that the cen ter set of con trols be re -
moved. (Con trol set in cludes: cyclic stick, collective stick, and tail
rotor pedals.) Con trols may be removed by pilot. Re fer to Para -
graph 7-12 for col lective stick in stallation and removal.
ELEC TRICAL POWER - OFF (Battery only)
z Both cabin doors CLOSED, LATCHED CHECK
z Tail rotor pedals CHECK/ADJUST
z Tail rotor pedal lock pins SECURED
z Seat belt and shoulder harness for proper fit FASTEN

and engagement of buckle
z Operation of shoulder harness inertia lock CHECK
z Cyclic, collective (friction off) and pedals FULL TRAVEL
z Cyclic stick NEUTRAL FRICTION

ON
z Tail rotor pedals CENTERED
z Collective stick FULL DOWN

FRICTION ON
z All electrical switches OFF
z ELT Armed CHECK
z Radio switches OFF
ELEC TRICAL POWER - OFF (con tinued on pg 4-15)
Issued: 28 Sep 2000 4-11

RIGHT SEAT PILOT-IN-COMMAND
OPTIONAL
FUEL T/R ENG ENG OUT ENG ** **MAY CONTAIN

LOW CHIPS CHIPS LO ROTOR FIRE M/R CHIP,
FUEL EXT ALT GEN M/R OIL ** BATT HOT, OR
FILTER PWR AIR* OUT PR/TEMP PITOT HEAT
*IF EQUIPPED WITH OP TIONAL DE PENDING
CENTRISEP PARTI CLE SEP ARA TOR ON INSTALLED
EQUIP.
SEE BELOW FOR

CIRCUIT BREAKER
PANEL DE TAILS
NOTES:
1. See Sheet 3 of 6 for Legend.
2. The Al ternate Air Door Control Switch And The Anti-ice Control Are Lo-
cated To The Left Of The Right Pi lot’s Seat, Below The Collec tive Stick.
Figure 4-2. Instru ment Panel, Sht 1 of 6 (S/N 0001- 0008, 0012)
4-12 Issued: 28 Sep 2000

LEFT SEAT PILOT-IN-COMMAND

OPTIONAL
**MAY CONTAIN
FUEL T/R ENG ENG OUT ENG ** M/R CHIP,
LOW CHIPS CHIPS LO ROTOR FIRE BATT HOT, OR
FUEL EXT ALT GEN M/R OIL ** PITOT HEAT
FILTER PWR AIR* OUT PR/TEMP DE PENDING
*IF EQUIPPED WITH OP TIONAL ON INSTALLED
CENTRISEP PARTI CLE SEP ARA TOR EQUIP.
SEE BELOW FOR

CIRCUIT BREAKER
PANEL DE TAILS
Issued: 28 Sep 2000 4-13

CENTER SEAT
R/H PIC
66
LOWER
67
FRONT
68
FACE
69
70
1. ANNUNCI ATOR 36. POSITION LIGHTS

2. PUSH TO TEST SWITCH 37. EMER. AVNS\PITOT HEAT
3. O.A.T. 38. EMERGENCY BATTERY (OPT)
4. TRIM SWITCH 39. AUDIO AMP 1 (OPT)
5. AIRSPEED IND. 40. AUDIO AMP 2 (OPT)
6. ALTIME TER 41. AUDIO AMP 3 (OPT)
7. DUAL TACH. N2 /NR 42. ALT. AIR
8. TORQUE GAUGE 43. AG KIT (OPT)
9. T.O.T. 44. CARGO HOOK (OPT)
10. OIL PRESS./TEMP. 45. DI REC TIONAL GYRO (OPT)
11. CLOCK 46. BLANK
12. N1 47. TURN & BANK (OPT)
13. VOLT/AM ME TER 48. FUEL FLOW (OPT)
14. FUEL QUAN. 49. BLANK
15. AVI ONICS SWITCH 50. RA DIO FAN (OPT)
16. IGNITOR SWITCH 51. CO-PI LOT COMM (OPT)
17. GENERA TOR SWITCH 52. CO-PI LOT RMI (OPT)
18. BATTERY SWITCH 53. PILOT RMI (OPT)
19. KEYED START SWITCH 54. ALT. ENC. (OPT)
20. FUEL SHUTOFF CONTROL 55. D.M.E. (OPT)
21. DIMMER SWITCH 56. LORAN (OPT)
22. DIMMER SWITCH 57. MKR BCN (MARKER BEACON) (OPT)
23. PANEL LIGHTS 58. ADF (OPT)
24. START CONTROL 59. COM/NAV 2 (OPT)
25. TRIM 60. BLANK
26. FUEL QUAN. 61. CO-PI LOT AT TITUDE GYRO (OPT)
27. PILOT ATTITUDE GYRO (OPT) 62. XPON (OPT)
28. IGNITOR 63. BLANK
29. LANDING LIGHTS 64. PILOT COMP. (OPT)
30. WARNING LIGHTS 65. COM/NAV 1 (OPT)
31. N2 GOVERNOR 66. GENERA TOR
32. ENGINE OUT 67. NON-ESSENTIAL BUS
33. OIL TEMP 68. AVI ONICS
34. GEN CONTROL 69. ESSEN TIAL
35. ANTI COLLI SION LIGHTS 70. BATTERY
4-13.1 Issued: 28 Sep 2000

RIGHT SEAT PI LOT-IN-COM MAND
3* 2 1
5 6
8 9 10
25 24
11
18 13
12
17
21
23 19 16 15 14
20
22
SEE BELOW FOR CIRCUIT BREAKER PANEL DETAILS

26
27
28
Note: See sheet 6 of 6 for legend, *See sheet 6 of 6 for detail of annunci ator panel
Figure 4-2. Instrument Panel, Sht 4 of 6 (S/N 0009, 0010, 0013 & Subs.)
Issued: 28 Sep 2000 4-13.2

LEFT SEAT PILOT-IN-COMMAND

1 2
3* 4
6
8 9 10 7
13 24 25
11
14 12 18
21
15 23
16
17 20
19
22
SEE BELOW FOR CIRCUIT BREAKER PANEL DETAILS

26 AVIONICS BUS
COMM/ COMM/
NAV1 NAV2 GPS ADF DME
27
NON ESSENTIAL BUS
ALT TURN& DIR FUEL ALT MKR COMP
AIR BANK GYRO FLOW XPDR ENC BCN SYS RMI
28
PITOT ACCESS RADIO
HEAT PLUG FAN
ESSENTIAL BUS
GEN ENG N2 START LAND WARN OIL FUEL ATT AUDIO
CONTROL IGNITOR OUT GOV CONTROL TRIM LTS LTS TEMP QTY GYRO AMP1 AMP2
Note: See sheet 6 of 6 for legend, *See sheet 6 of 6 for detail of annunci ator panel
4-13.3 Issued: 28 Sep 2000

OPTIONAL
FUEL T/R ENG ENG OUT ENG

LOW CHIPS CHIPS LO ROTOR FIRE **
FUEL EXT ALT* GEN M/R OIL
FILTER PWR AIR OUT PR/TEMP **
* IF EQUIPPED WITH OPTIONAL CENTRISEP PARTICLE SEP ARATOR
** MAY CONTAIN M/R CHIP, BATT HOT, OR PITOT HEAT DEPENDING
ON INSTALLED EQUIP.
1. TRIM SWITCH
2. PUSH TO TEST SWITCH
3. ANNUNCI ATOR
4. O.A.T.
5. AIRSPEED IND.
6. ALTIME TER
7. DUAL TACH. N2 /NR
8. T.O.T.
9. TORQUE GAUGE
10. CLOCK
11. VOLT/AM ME TER
12. N1
13. OIL PRESS./TEMP.
14. KEYED START SWITCH
15. PANEL LIGHTS ON/OFF
16. POSITION LIGHTS
17. ANTI COLLI SION LIGHTS
18. FUEL QUANTITY GAUGE
19. FUEL SHUTOFF CONTROL
20. IGNITOR SWITCH
21. AVI ONICS SWITCH
22. BATTERY SWITCH
23. GENERA TOR SWITCH
24. PANEL DIMMER SWITCH
25. RA DIO DIMMER SWITCH
26. AVI ONICS BUS
27. NON ES SENTIAL BUS
28. ESSEN TIAL BUS
Issued: 28 Sep 2000 4-13.4

CYCLIC TRIM SWITCH
PUSH TO TALK (ICS)

1ST DETENT
RA DIO TRANS MIT 2ND

DETENT
LANDING LIGHT SWITCH
Figure 4-3. Cyclic Stick Grip
4-14 Issued: 28 Sep 2000

4-3. ENGINE PRE-START COCKPIT CHECK (cont)
ELEC TRICAL POWER - OFF (cont)
z Circuit breakers IN
z Fuel shutoff valve open IN
z Static position of all instruments CHECK
z Altimeter SET
CAU TION
With the op tional Davtron in dicator installed, note that pres -

sure al titude is not related to lo cal baro met ric pres sure and
therefore pressure alti tude should not be used for in-flight alti -
tude guid ance. Only the aircraft altimeter that has been ad -
justed for lo cal baro metric pressure should be used for in-flight
altitude guid ance.
z Magnetic compass heading CHECK
z VNE card SELECT
z Cabin heat and anti-ice OFF
ELEC TRICAL POWER - ON
NOTE: If external power is used, connect and operate Ground

Power Unit (GPU) in accordance with GPU man ufactures instruc -
tions.
z Amber EXT PWR light illuminated (Refer CHECK

to Fig. 4-2) when GPU is connected to
external power receptacle.
Issued: 28 Sep 2000 4-15

4-3. ENGINE PRE-START COCKPIT CHECK (cont)
ELEC TRICAL POWER - ON (cont)
z BATTERY switch ON
NOTE: Min imum battery power required 20V dc with 500 amp
load. Maximum power al lowed 28.5V dc with 500 amp load.
NOTE: Battery switch will remain in ON po sition dur ing GPU

start.
z Lights AS REQUIRED
z Ignition key ON
NOTE: A properly oper ating engine-out warning system is in di-

cated by flashing in dica tor lights in caution and warning light
panel, a beeping warn ing horn in cock pit and an audio signal in
head set. Horn and au dio signal will be disabled if generator
(GEN) switch is set to OFF.
z ENGINE OUT warning system check GEN SWITCH ON

THEN OFF
z Fuel gauge CHECK READING
z All other instruments CHECK
z Transmission and engine out warning lights ON
z Press-to-test caution and warning lights CHECK
z Twistgrip to FULL OPEN, return to CHECK

GROUND IDLE STOP, push engine idle
release, close twistgrip to CUTOFF
position
4-16 Issued: 28 Sep 2000

4-4. ENGINE START
CAU TION
Do not attempt en gine start with cyclic stick in po si tions other

than neu tral. Damage to ro tor head and con trols may result.
NOTE
Do not use trim con trols to move cyclic stick into position; this
practice in duces strain on the trim control system and may burn out
the trim mo tors.
z Manually center cyclic stick; use RECHECK

longitudinal and lateral trim as necessary to
stabilize stick in center position, then lock
friction
z Fuel shutoff valve open RECHECK
z Collective stick - full down; friction on RECHECK
z Twistgrip - CUTOFF position RECHECK
z Rotors CLEARED
NOTE: Consecutive starter cranking time limits are:
30 Seconds - ON 30 Min utes - OFF
The above sequence (60 seconds ON through 30 minutes OFF) may

be attempted two (2) times. (Corrective action is required prior to
any ad di tional start at tempts.)
z Start/ignition button PRESS AND HOLD
Issued: 28 Sep 2000 4-17

4-4. ENGINE START (cont)
z Rotate twistgrip to GROUND IDLE for ignition when N1 indicates

12 to 15% with Turbine Outlet Temperature (TOT) at or below
150°C. (See Section II, Minimum N1 Speed Starting
Recommendations Placard.)
NOTE: Do not wait for N1 to peak out. Introduce fuel immedi ately
upon reaching minimum recommended N 1 speed. Delay in mov ing
the throttle to the idle detent may di min ish battery capacity early in
the start cycle.
NOTE: A start should not be attempted at N 1 speeds below 12%.

GPU starts are recommended when normal crank ing speed cannot
be ob tained by using the battery.
z Observe TOT indicator for immediate temperature rise. If no TOT

rise is noted, abort engine start.
CAU TION
During starts, overtemperatures between 810°C and 927°C are

permitted for up to ten seconds with a mo men tary peak at
927°C for not more than one second. Consult Rolls-Royce En -
gine Op eration and Main tenance Man ual if these lim its are ex-
ceeded.
CAU TION
If main ro tor is not ro tating by 25% N1 , abort start. (Refer to

Rolls Royce Op eration Maintenance Manual.)
z If an engine fire (may be indicated by flames emanating from

exhaust duct) occurs, pull out fuel valve and abort start.
z z If start is aborted proceed as follows:
z z z Engine idle release - Push
z z z Close twistgrip to the CUTOFF position.
4-18 Issued: 28 Sep 2000

z z Use starter to continue motoring engine for at least ten seconds or
until TOT is no more than 150°C. (N1 may exceed normal ignite
speed of 12 to 15%.)
z Start/ignition button - release at 58 to 60% RELEASE

N1
z Engine oil pressure - 50 to 130 psi CHECK
z All caution and warning indicators out CHECK
NOTE: Transmission oil pressure warning (XMSN OIL PRESS)

in dicator will go out within 30 seconds from en gine light-off. GEN
OUT in dicator will remain on un til the gen erator switch is moved
to the GEN po sition.
z Engine idle speed - 59 to 65% N 1 CHECK
z All other instruments: CHECK
CAU TION
Malfunctions are indicated if ro tor and en gine RPM in dica tor

needles are not su perim posed. Shut down en gine if this con di -
tion ex ists.
z N2 engine and rotor RPM indicators for CHECK

coincidental reading
NOTE: In or der to allow for manufac turing tol erances, “superim-

posed” means within 1/2 a needle width. The rela tive po si tions of
the su perimposed needles should remain constant during pow ered
flight.
z Disconnect GPU; Amber EXT PWR light CHECK

out
NOTE: Discon nect GPU as soon as possi ble after engine start se -
quence is completed. With battery on, GPU power use is limited to
a max imum of fifteen minutes.
Issued: 28 Sep 2000 4-19

NOTE: Mon itor N 1 when turn ing generator switch ON. If N 1 de-
cays below 59%, turn generator OFF and in crease N 1 speed with
throttle to 70%, then reset gen erator to ON.
z Set generator (GEN) to ON (GEN OUT OPERATE AND CHECK

caution light out; ammeter will show
charge)
4-5. ENGINE RUN-UP
z Avionics (as required) ON AND CHECK
CAU TION
Avoid rapid acceleration when parked on slip pery surface.
z Twistgrip FULL OPEN
NOTE: If the engine has been shut down for more than 15 minutes,
stabilize at idle for 1 minute before in creasing power.
z Engine controls:
NOTE: If malfunction is noted, shut down en gine.
z z N2 high beep range - 94% (3 sec. limit) CHECK
z z N2 low beep range - 86% or less CHECK
z z Low rotor warning -on at 86 ± 1% CHECK

(For Cold weather operations; in event above procedure does not
yield a low rotor warning indication, continue engine run-up and re-
peat check in 3 minutes)
4-20 Issued: 28 Sep 2000

z Throttle rigging check:
z z N2 89% SET
z z Pilot’s twistgrip SNAP TO IDLE
CAUTION
If engine flames out, do not try to re cover by opening twistgrip.

Close twistgrip to CUTOFF and monitor TOT.
NOTE: If engine flames out, refer to the Handbook of Maintenance

In struction (HMI) for proper throt tle control rigging.
z z If multiple controls are installed, repeat RECHECK

procedure using copilot’s twistgrip.
z z Twistgrip FULL OPEN
z N2 89% CHECK
z Engine oil pressure - above 90 psi RECHECK
z Ammeter CHECK READING
NOTE: Am meter reading will fluctuate slightly when anticollision

lights are on.
z All caution and warning lights out. RECHECK
Issued: 28 Sep 2000 4-21

4-6. BEFORE TAKEOFF
z Flight control friction RELEASE AND SET AS

DESIRED
z Cyclic trim controls TRIM TO NEUTRAL
z With collective pitch full down, gently CHECK

move cyclic stick and observe rotor tip for
correct movement and track.
z All instruments CHECK
z Position and anticollision lights AS REQUIRED
z Pitot Heat (if installed) AS REQUIRED
z Use engine anti-ice for all operations in AS REQUIRED

visible moisture and temperatures at or
below 5°C. Operation of anti-ice will
result in a TOT increase.
z Both cabin doors closed RECHECK
4-22 Issued: 28 Sep 2000

4-7. TAKEOFF
NOTE: For takeoff in noise sensitive ar eas, refer to Para 4-17 for
noise im pact reduction procedures.
z Determine that hover area and takeoff path are clear.
z Follow normal helicopter takeoff procedure with engine speed at

89% to 90% N2.
z Governed N 2 RPM should increase 1/2 to 1% on takeoff - adjust as

necessary to maintain N2 at 90%.
WARNING
IF SUDDEN, UN USUAL OR EX CES SIVE VI BRATIONS

SHOULD OCCUR DURING FLIGHT, A PRECAUTION ARY
LANDING SHOULD BE MADE. NO FURTHER FLIGHT
SHOULD BE ATTEMPTED UNTIL THE CAUSE OF THE VI-
BRATION HAS BEEN IDEN TIFIED AND COR RECTED.
z Gradually increase collective pitch to hover at 3 ft skid height.

Check instruments, no warning lights.
z Follow recommended take-off profile shown in Height Velocity

Diagram (Fig. 5-4). Increase airspeed with HIGE power or higher to
maintain ground clearance until at climb-out speed (61 knots).
z Above 250 ft select climb speed (Vy) Figure 5-1.
z Use cyclic trim as desired.
NOTE: Indicated airspeed reading may have mo mentary erratic

fluctuations at high rates of climb be low 50 KIAS.
NOTE: Proper lon gitudinal trim is estab lished when small fore and
aft cyclic move ments require the same force.
Issued: 28 Sep 2000 4-23

4-8. CRUISE
z Trim - use proper trimming procedures described for climbout.
z Use engine anti-ice for all operations in visible moisture and

temperatures at or below 5°C. Operations of anti-ice will result in a
TOT increase.
4-9. LOW SPEED MANEUVERING
z Avoid maneuvers that exceed thrust capabilities of the tail rotor.
NOTE: Condi tions where thrust limits may be approached are:

High density altitude, high gross weight, rapid pedal turns, and
plac ing the heli copter in a down wind condition. These condi tions
may exceed the thrust ca pabil ities of the tail ro tor.
z Avoid any maneuvers that require full pedal.
z Avoid extreme aircraft attitudes and maneuvers at low speed.
z When hovering in a left crosswind of 10 knots or more, expect

random yaw oscillations; with a right crosswind, expect random
pitch and roll oscillations.
z Observe altitude recommendations of Height Velocity Diagram (Fig.

5-4).
4-24 Issued: 28 Sep 2000

4-10. PRACTICE AUTOROTATIONS
CAUTION
Perform throt tle rigging check prior to attempting practice

autorotations (Para 4-5).
z Do not practice autorotations if LOW FUEL warning indicator light

is illuminated. If, while in practice autorotation, LOW FUEL
warning indicator lights, return to powered flight.
NOTE: Increase collective pitch after es tablish ing autorotation to

prevent rotor overspeed if flight is being conducted at high gross
weight or high density al titude. To re duce rate of de scent or to ex-
tend glid ing dis tance, operate at mini mum ro tor RPM. Restore ro-
tor RPM by low ering col lective prior to flareout.
z Make practice autorotation landings as follows:
WARNING
IM PROPER RIGGING OF THE THROTTLE CONTROL MAY

RE SULT IN IN ADVERTENT FLAMEOUT DURING RAPID
CLOSING OF THE TWISTGRIP TO THE GROUND IDLE
POSITION.
CAUTION
With the twistgrip in GROUND IDLE po sition, the low rotor

warning sys tem is in op erative and rotor rpm must be moni -
tored us ing the NR gauge during prac tice autorotations.
z For autorotation descent, the twistgrip should be in the FULL OPEN

or GROUND IDLE position. However, if a practice autorotation
landing (minimum engine power) is desired, rotate the twistgrip to
the GROUND IDLE position.
z If a power recovery is desired, rotate the twistgrip to the FULL

OPEN position to make full engine power available upon demand.
Issued: 28 Sep 2000 4-25

4-10. PRACTICE AUTOROTATIONS (cont)
z Conduct practice autorotation at 94 KIAS or below (see VNE

placards). Maintain rotor between 410 and 500 by use of the
collective control.
z Maximum gliding distance is obtained at 70 KIAS and 410 rotor

RPM.
z Minimum rate of descent is obtained at 46 KIAS and 410 rotor RPM.
NOTE: Glide distances attained during an actual engine-out auto-

rota tion may be less than the glide distances achieved during prac-
tice autorotations when operating at re duced RPM (N 2/N R needles
joined).
z At a height of approximately 65 FT above the ground flare to a

nose-up attitude.
z At approximately 10 feet, coordinate collective pitch with forward

movement of cyclic stick to level A/C and cushion landing make
ground contact with ship level.
WARNING
D U R I N G P O W E R R E C O V E RY F R O M P R A C T I C E
AUTOROTATIONS, AVOID AIR SPEED AND ALTI TUDE
COMBINATIONS THAT ARE INSIDE THE HEIGHT VELOC-
ITY CURVE. HIGH RATES OF DESCENT MAY DEVELOP
THAT ARE NOT CONTROLLABLE.
z Touchdown in a level attitude.
z Avoid use of aft cyclic control or rapid lowering of collective pitch

during initial ground contact or during ground slide.
4-26 Issued: 28 Sep 2000

NOTE: Normal ro tor RPM (collective fully down) is 485 ± 5 RPM
at 2000 pounds gross weight at sea level, 60 knots. Rotor speed
will decrease ap proximately 10 RPM for each 100 pound re duction
in gross weight and increase ap proxi mately 7.5 RPM for each 1000
foot increase in density alti tude. For gross weight greater than
2000 pounds, in crease col lective control as required to maintain
approximately 485 RPM.
4-11. LANDING APPROACH
CAUTION
Fire can result from a landing in tall dry grass due to exhaust
heat; ex ercise care in selecting land ing site. In case of a grass
fire move aircraft to a clear area.
z Set N2 at 90%.
4-12. RUNNING LANDING
CAUTION
Any run ning landing with new skid shoes will re sult in a more
notice able nose down tendency dur ing ground slide.
z Maximum recommended ground contact speed is 30 knots for

smooth hard surface.
z Avoid rapid lowering of the collective control after ground contact.
z Avoid the use of aft cyclic after ground contact.
Issued: 28 Sep 2000 4-27

4-13. ENGINE/AIR CRAFT SHUTDOWN
CAUTION
Care should be taken when rotating twistgrip to GROUND

IDLE and from IDLE to CUTOFF po sition if the helicopter is
parked on an icy or slippery surface (helicop ter may spin in di-
rection of main rotor blade rotation).
NOTE: Shut down the engine before exiting the he licopter unless
safety or consider ations dic tate otherwise.
z Pilot’s twistgrip PERFORM

DECELERATION
CHECK
NOTE: To en sure proper en gine performance, perform the decel-

eration check during shut down after the last flight of the day (Para
4-15).
z Twistgrip to GROUND IDLE detent - hold SET

for 2 minutes.
z Collective stick FULL DOWN FRICTION

ON
z Cyclic stick (neutral position) TRIM TO NEUTRAL

APPLY FRICTION
z All unnecessary bleed air and electrical OFF

equipment
z Pedals (maintain until rotor has stopped) ALLOW TO MOVE TO

NATURAL POSITION
z Twistgrip from GROUND IDLE to CUTOFF

CUTOFF position
4-28 Issued: 28 Sep 2000

CAUTION
An after-fire (recognized by a rapid increase in TOT) can occur

during shutdown if fuel cutoff is not complete. If an after-fire
occurs, immediately en gage starter and motor the en gine to
minimize the tem pera ture en coun tered. To extin guish the fire,
continue motoring the engine with the twistgrip in CUTOFF
position and pull out the fuel shutoff valve. Observe TOT lim -
its. After as suring fire is extinguished, within 15 minutes
re-open fuel shutoff valve (to relieve fuel pressure build-up in
fuel system).
NOTE: Immediately after closing twistgrip to CUTOFF posi tion, a

dual tachometer needle split should occur with N R lagging behind
N 2. If no needle split occurs, check overrunning clutch for proper
opera tion in accordance with HMI. To ensure throt tle cut off, hold
twistgrip in CUTOFF position until N 1 de celerates to zero and TOT
is sta bi lized. Check for TOT decrease.
z Engine out warning at 55% N1 CHECK
CAUTION
Do not use collective pitch to slow rotor.
z Generator switch OFF
z Fuel shutoff valve OPEN
NOTE: Fuel shutoff valve is for emergency use, storage, and main-
te nance procedures, see HMI. Under normal con di tions, avoid
closing valve af ter engine shut down until engine compartment has
cooled to near ambi ent temperature.
z NAV/COM switches OFF
z All other switches OFF
z BATT SWITCH OFF
Issued: 28 Sep 2000 4-29

4-14. POST FLIGHT
z Aircraft - investigate any suspected damage CHECK
z Fuel and oil leaks CHECK
z Logbook entries COMPLETE
z Flight manual and equipment STOWED
z Aircraft tiedowns, covers SECURED
4-15. DECELER A TION CHECK
z Generator (GEN) switch OFF
z Pilot’s twistgrip FULL OPEN
z Pilot’s collective control FULL DOWN,

FRICTION ON
z Stabilize N 2 at exactly 90% (BEEP as SET

required)
z Pilot’s twistgrip SNAP TO IDLE
z z Begin time check with stopwatch. Stop time as N1 passes through

65%. Observe elapsed time. Minimum allowable lapsed time is 2
seconds.
NOTE: Practice or re takes may be required before proficiency can

be obtained in deceleration timing.
z z If deceleration time is less than 2 seconds, make 2 more checks to

confirm time. If confirmed time is less than the allowable minimum,
refer to rigging check in Rolls-Royce Operation and Maintenance
Manual, Publication No. 10W2.
4-30 Issued: 28 Sep 2000

CAUTION
If engine flames out, do not try to re cover by opening twistgrip.

Close twistgrip to the CUTOFF position and monitor TOT.
z z If engine flames out or if N 1 speed drops below 59%, do not repeat

deceleration check. Refer to Rolls-Royce Operation and Mainte-
nance Manual, Publication No. 10W2 for engine rigging check and
refer to HMI for airframe rigging check.
z z If multiple controls are installed, repeat procedure using copilot’s

twistgrip.
z z Generator switch ON
4-16. NOR MAL ENGINE RE START
z Do not exceed 150°C residual TOT when ignition is attempted.
z z Reduce TOT by motoring engine with starter. Speed in excess of

15% N1 may be experienced.
Issued: 28 Sep 2000 4-31

4-17. NOISE IM PACT REDUCTION PRO CEDURES
z Certain flight procedures are recommended to minimize noise impact

on surrounding areas. It is imperative that every pilot subject the
public to the least possible noise while operating the helicopter.
z Takeoff:
z z Takeoff using maximum takeoff power at the speed for best rate of
climb (Fig. 5-1).
z z Proceed away from noise sensitive areas.
z z z If takeoff must be made over noise sensitive area, distance (alti-

tude) is the best form of noise suppression.
z Cruise:
z z Maintain 1000 feet minimum altitude (AGL) where possible.
z z Maintain speed of no more than 80 knots over populated areas.
z z Keep noise sensitive areas to left side of helicopter.
z z Coordinated turns at around the speed for best rate of climb cause no
appreciable change in noise.
z z z Sharper turns reduce area exposed to noise.
z Approach:
z z Use steepest glideslope to minimize blade slap, consistent with pas-

senger comfort and safety.
z z Keep noise sensitive areas to left side of helicopter.
4-32 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Performance
Table of Contents
SECTION V
5-1. Performance Data. . . . . . . . . . . . . . 5-1

5-2. Power Check Chart - Rolls-Royce
250-C20W Engine . . . . . . . . . . . . . 5-8
5-3. Noise . . . . . . . . . . . . . . . . . . . . 5-12
List of Figures
Figure Title Page
5-1. Best Rate of Climb Speed vs Altitude. . . . 5-2

5-2. Hover Ceiling In Ground Effect - Two Foot
Skid Height, Takeoff Power 91% N2 . . . 5-3
5-3. Airspeed Calibration Curve . . . . . . . . . 5-4
5-4. Height Velocity Diagram at Sea Level . . . 5-5
5-5. Gross Weight Limitations for Height
Velocity Diagram . . . . . . . . . . . . . 5-6
5-6. Density Altitude Chart . . . . . . . . . . . . 5-7
5-7. Power Check Chart - Rolls-Royce
250-C20W Engine . . . . . . . . . . . . . 5-9

Performance SCHWEIZER AIRCRAFT CORP.
Pilot’s Flight Manual Model 269D Config. "A" Helicopter (333)

Sec tion V
PER FOR MANCE DATA
5-1. PER FORMANCE DATA
z This section contains helicopter performance information as defined

within certain conditions such as airspeed, weight, altitude,
temperature, wind velocity, and engine power available.
z See Fig. 5-1 for speed for best rate of climb.
z See Fig. 5-2 for hover ceiling in ground effect.
z Hover and hover taxi controllability in all directions has been

substantiated to be adequate in winds up to 17 knots at maximum
takeoff and landing gross weight up to 7000 ft density altitude.
z Indicated airspeed (IAS) corrected for position and instrument error

equals calibrated airspeed (CAS). (See Fig. 5-3, Airspeed Calibration
Curve.)
z See Fig. 5-4 for height velocity diagram at sea level.
z See Fig. 5-5 for gross weight limitations for height velocity diagram.
z See Fig. 5-6 for density altitude chart.
z Performance data defined in this section is valid for Model 333

Helicopter equipped with 269D1120-1 main rotor blades.
Issued: 28 Sep 2000 5-1

13000
12000
11000
10000
9000
8000
7000
6000
5000
4000
3000
2000
1000
0
0 10 20 30 40 50 60 70 80 90 100
INDICATED AIRSPEED - KNOTS
Figure 5-1. Best Rate of Climb Speed vs. Altitude
5-2 Issued: 28 Sep 2000

Conditions:
Max. Take-off Power - 252 SHP*
Heat-Defrost and Anti-Ice Off
* On eligible aircraft, using a take-off power of 280 SHP

would result in ceilings higher than indicated below.
Hover control wind has been substantiated at max. gross weight up to

17 kts (20 mph) from all directions from sea level to 7000 ft. density altitude.
Fig ure 5-2. Hover Ceiling In Ground Effect - Three Foot Skid Height, at
Take-off Power and 90% N2
Issued: 28 Sep 2000 5-3
AIRSPEED CALIBRATION
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130
(NO INSTRUMENT ERROR)
Fig ure 5-3. Airspeed Calibration Curve
5-4 Issued: 28 Sep 2000


(See Figure 5-5 for weight conditions.)
Figure 5-4. Height Velocity Diagram at Sea Level
Issued: 28 Sep 2000 5-5

7000
6000
5000
4000
3000
2000
1000
0
1600 1700 1800 1900 2000 2100 2200 2300 2400 2500 2600
GROSS WEIGHT - LB.
NOTE:
To maintain conditions shown in Figure 5-4 at altitude.
Recommended gross weights are shown.
Figure 5-5. Gross Weight Limitations for Height Veloc ity Di agram
5-6 Issued: 28 Sep 2000

EXAMPLE:
CONDITIONS: 6,000 FT PRESSURE ALTITUDE, -15°C OAT, 100 IAS

– FIND DENSITY ALTITUDE –
FOLLOW -15°C LINE TO 6,000 FT PRESSURE ALTITUDE
LINE: READ DENSITY ALTITUDE (3780 FT)
– FIND 1/ V (SIGMA) FACTOR –
READ DIRECTLY ACROSS FROM DENSITY ALTITUDE, (3780) = 1.058 = 1/ V (SIGMA)
100 IAS = 99 CAS

99 CAS X 1.058 = 104.7; ROUND TO 105.0 TRUE AIRSPEED
Figure 5-6. Density Altitude Chart
Issued: 28 Sep 2000 5-7

5-2. POWER CHECK CHART - ROLLS ROYCE 250-C20W ENGINE
z The power check charts (Fig. 5-7 & 5-8) show the relationship
between engine torque and turbine outlet temperature, at various
conditions of pressure altitude and OAT for an Rolls Royce
250-C20W engine producing specification power as installed in the
333 helicopter. The primary purpose of this chart is for use as an
engine performance trending tool to aid in determining if the engine
is producing specification power, or if engine power deterioration
has occurred.
NOTE: Power check data taken at regular intervals should be plot-

ted to moni tor trends in engine condi tion. See Rolls Royce Opera -
tion and Mainte nance Manual for addi tional information on trend
analysis.
z The power check chart is based on the following conditions:
z z 90% N2
z z Cabin heat, defrost and engine anti-ice OFF.
z z Aircraft in level cruise flight
z z 10 amperes electrical load
z Use of chart:
z z The primary use of the chart is illustrated by the EXAMPLE (page

5-11) and by the sample arrows shown on the power check chart.
To determine power check values, it is necessary to read and re-
cord engine TORQUE PRESSURE, TURBINE OUTLET TEM-
PERATURE, PRESSURE ALTITUDE, and OAT while the
helicopter is flown in level flight at 90% N2.
z z Figure 5-7, Power Check Chart valid for internal plenum inlet
screen only.
z z For aircraft configured with "Centrisep" particle separator see Fig.

5-8.
5-8 Issued: 28 Sep 2000

Model 269D Config. “A” Helicopter (333) Pilot’s Fight Manual
Internal Plenum Inlet Screen

Cruise N2 = 90%
Cabin Heat & Anti-Ice Off
10 Amps
Ambient Temp. (Degrees Celsius) Pressure Altitude (X 1000 FT.)
-30 -20 -10 0 10 20 30 40 10 8 6

4
SEA
LEVEL
450 500 550 600 650 700 750 800 850 20 30 40 50 60 70 80
MAX. MAX. TAKEOFF

MAX. TAKEOFF CONTINUOUS (S/N 0043-A, 0045-A
Turbine Outlet Temperature MAX. CONT. Torque (PSI)
T.O.T. 810°C & Subs. and other
T.O.T. 738°C
(Degrees Celsius) aircraft retrofitted
MAX. TAKEOFF
with SA-269DK-027 Kit)
Figure 5-7. Power Check Chart - Rolls Royce Model 250-C20W Engine
Issued: 28 Sep 2000 5-9

Pilot’s Fight Manual Model 269D Config. “A” Helicopter (333)
Centrisep Particle Separator

Cruise N2 = 90%
Cabin Heat & Anti-Ice Off
10 Amps
Ambient Temp. (Degrees Celsius) Pressure Altitude (X 1000 FT.)
-30 -20 -10 0 10 20 30 40 10 8 6 4
2
SEA
LEVEL
450 500 550 600 650 700 750 800 850 20 30 40 50 60 70 80
MAX. TAKEOFF MAX. MAX. TAKEOFF

MAX. CONT. T.O.T. 810°C CONTINUOUS (S/N 0043-A, 0045-A
Turbine Outlet Temperature T.O.T. 738°C & Subs. and other
Torque (PSI)
(Degrees Celsius) MAX. TAKEOFF aircraft retrofitted
with SA-269DK-027
Kit)
Figure 5-8. Power Check Chart - Rolls Royce Model 250-C20W Engine
5-10 Issued: 28 Sep 2000

WARNING
DO NOT EXCEED ENGINE/AIRCRAFT LIMITS.
z Accessories required for safe flight should be operated during each

check.
WARNING
MAINTAIN SEPARATION FROM OB JECTS IN AIR OR ON

THE GROUND.
z Reset altimeter if required after obtaining pressure altitude (or read

pressure from Davtron Indicator).
NOTE: Best power check data is obtained close to max i mum con-
tinuous power. Allow engine to stabi lize at least one minute at the
test power setting before recording data.
z EXAMPLE:
WANTED - Check engine performance;
DATA OBTAINED DURING FLIGHT:
Configuration: Plenum Inlet Screen
Torque = 68 psig
TOT = 695°C
PA = 2000 feet
OAT = 20°C
Issued: 28 Sep 2000 5-11

METHOD:
1. Enter bot tom right of chart (Fig. 5-7) at 68 psi torque. Move up along
68 psi torque line to 2000 foot pressure alti tude curve, move left to
20°C OAT curve, then move down and read speci fi cation TOT of
707°C.
2. Com pare the spec i fication TOT of 707°C with TOT observed during
flight (695°C for this example). The TOT that was ob served is lower
than the specifi cation TOT. If the TOT observed had been higher than
the specification TOT read from the chart, some power deteri oration
will have occurred and the performance given in this manual may not
be obtained.
3. When trend check procedures indicate engine power de teriora tion, re -

fer to the Rolls Royce Op eration and Maintenance Man ual for correc -
tive action.
5-3. NOISE
z At maximum gross weight, the helicopter produces 81.5 dBA SEL.
5-12 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Weight and Balance
Table of Contents
SECTION VI
6-1. Weight and Balance Characteristics . . . . 6-1

6-2. Weight Limits and Balance Criteria . . . . . 6-7
6-3. Equipment Removal or Installation . . . . . 6-7
6-4. Longitudinal Weight and Balance
Determination . . . . . . . . . . . . . 6-13
6-5. Lateral Weight and Balance Determination . 6-16
List of Figure
Figure Title Page
6-1. Sta tion/Balance Diagram . . . . . . . . . . 6-3

6-2. Balance Diagram . . . . . . . . . . . . . . 6-4
6-3. Longitudinal Center of Gravity Limits . . . . 6-5
6-4. Lateral Center of Gravity Limits . . . . . . . 6-6
6-5. Sample Weight and Balance Report . . . . 6-8
6-6. Basic Weight and Balance Record . . . . . 6-10
6-7. 60 Gallon Fuel Lateral CG . . . . . . . . . 6-11
6-8 Special Weight of Fuels and Lubricants . . 6-18
List of Tables
Table Title Page
6-1. Center of Gravity Limits . . . . . . . . . . . 6-2

6-2. Weights and Longitudinal Moments -
Pilot, Passenger, Baggage . . . . . . . . 6-15

Weight and Balance SCHWEIZER AIRCRAFT CORP.
This page is inten tionally left blank.

Section VI
WEIGHT AND BAL ANCE DATA
6-1. WEIGHT AND BALANCE CHARACTERIS TICS
z The weight and balance characteristics of the Schweizer 333

Helicopter are as follows:
z z Maximum Certified Gross Weight 2550 pounds
z z Longitudinal Reference Datum 100 inches forward of

rotor centerline (Rotor
hub center line is located
at Station 100 (Fig. 6-1
and 6-2).
z Center of Gravity Limits:
z z Lateral “+” is right of centerline; lateral “-” is left of centerline,

when seated in the crew compartment looking forward.
z z See Fig. 6-3 for longitudinal center of gravity limits.
z z See Fig. 6-4 for lateral center of gravity limits.
z z Stowage Area Behind Seats Limited to 50 pounds

each side (Fig. 6-1)
z Center of Gravity Locations (Fig. 6-1 and 6-2):
Longitudinal Lateral
(Sta. - in.) (B.L. - in.)
Fuel (73 gal. system) *104.20 *0.00
Fuel (60 gal. system) *104.20 (See Fig. 6-7)
LH Seat 68.60 –21.50
Center Seat 78.60 + 1.25
Right Seat 68.60 +23.75
Baggage Com partment** 125.00 –13.23
* For any fuel quantity.
**CG for centered load. See Fig. 6-1 for any non-centered load.
Issued: 28 Sep 2000 6-1
NOTE
OPTIONAL BAGGAGE COM PART MENT LOADING. The bag-

gage com partment is accessible through the main access door on
the left side of the aircraft. It contains approx imately 4.2 cu bic feet
of space. The baggage compartment has a load limit of 60 pounds
(one (1) pound per square inch), which is a structural lim itation
only, and does not imply that C.G. will remain within approved lim-
its. The load shall be secured to tiedown fittings, shifting of the
load in flight could result in structural damage to the baggage com-
partment or in gross weight center of gravity lim its be ing ex-
ceeded. The C.G. shall be computed with the load in the most
adverse position.
Ta ble 6-1. Center of Gravity Limits
Gross Weight Longitudinal C.G. Limit Lateral C.G. Limit

(lb) (Sta.-in.) (Sta.-in.)
Forward Aft (+) Right, (-) Left
2550 94.0 96.0 +2.0 -1.0
2000 & below 92.0 101.0 + 4.0 -3.0
NOTE: Forward C.G. limit is 94.0 in. at 2550 lbs varying linearly to
92.0 in. at 2000 lbs and be low. Aft C.G. limit is 96.0 in. at 2550 lbs
varying linearly to 101.0 in. at 2000 lbs & below. (Fig. 2-2, Sheet 1)
NOTE: The right lateral C.G. limit varies linearly from a gross weight
of 2550 lbs at buttline 2.0 in. to 2000 lbs & below at buttline 4.0 in.
NOTE: The left lat eral C.G. limit varies lin early from a gross weight of
2550 lbs at buttline -1.0 in. to 2000 lbs & below at buttline -3.0 in.
6-2 Issued: 28 Sep 2000

Fig ure 6-1. Station/Balance Dia gram
Issued: 28 Sep 2000 6-3

Figure 6-2. Balance Diagram
6-4 Issued: 28 Sep 2000
ROTOR
CL
2800
2600
2550
2400
2200
2000
1800
1600
1400
91 92 93 94 95 96 97 98 99 100 101 102 103 104
FWD FUSE LAGE STATION -INCHES AFT
Figure 6-3. Longitudi nal Cen ter of Gravity Limits

Issued: 28 Sep 2000 6-5
A/C
CL
2800
2600
2550
2400
2200
2000
1800
1600
1400
-4 -3 -2 -1 0 1 2 3 4 5
FUSE LAGE B.L. -INCHES
LEFT RIGHT
Figure 6-4. Lat eral Center of Gravity Limits

6-6 Issued: 28 Sep 2000
6-2. WEIGHT LIMITS AND BALANCE CRI TERIA
z The Schweizer 333 (Model 269D) Helicopter has the weight limits
and balance conditions noted in Table 6-1.
z Do not exceed these limitations at any time during flight.
z Use the delivered weight as recorded in the Basic Weight and

Balance Record inserted in this section to perform all weight and
balance computations (Fig. 6-5 and 6-6). Delivered weight includes
oil and unusable fuel.
6-3. EQUIPMENT REMOVAL OR INSTALLATION
z Removal or addition of equipment must be entered on the Repair

and Alteration Report Form, FAA 337, in accordance with Federal
Aviation Regulations; which shall then become part of the
Helicopter Records file.
z Record the weight and balance effects of these changes in the Basic
Weight and Balance Record inserted in this section. (Fig. 6-6)
z Use the Balance and Station Diagrams shown in Fig. 6-1 and 6-2 as
an aid for weight and balance changes.
Issued: 28 Sep 2000 6-7

EXAMPLE WEIGHT AND BAL ANCE REPORT

MODEL 269D
WEIGHED BY: J. DOE DATE: 9-20-00

REGIS TRA TION NO: N333T SERIAL NO.: MODEL: 269D
TARE OR
SCALE CALIBRATION NET LONG. LONG. LAT. LAT.
WEIGHING READING CORRECTION WEIGHT ARM MOMENT ARM MOMENT
POINTS (LBS) (LBS) (LBS) (IN.) (IN.-LB.) (IN.) (IN.-LB.)
LEFT MAIN 196 0 196 74.64 14629 -27.47 -5384
(Fwd. X-Beam)
RIGHT MAIN 179 0 179 74.64 13361 27.47 4917
(Fwd. X-Beam)
AFT 923 0 923 116.0 107068 0.00 0
(Rear X-Beam)
TOTAL UNADJUSTED NET WEIGHT 1298 104.1 135058 -.36 -467
LON GI TU DINAL MO MENT ARM OF MAIN RE AC TION 74.64
LON GI TU DINAL MO MENT ARM OF AFT REACTION 116.0
LAT ERAL MO MENT ARM OF MAIN RE AC TION ± 27.47 IN.
LAT ERAL MO MENT ARM OF AFT REAC TION 0.0 IN.
FUEL/OIL ABOARD AT TIME OF WEIGHING EMPTY FULL
FUEL X
ENGINE OIL X
MAIN GEAR BOX X
TAIL GEAR BOX X
RE QUIRED EQUIP MENT MISSING AT TIME OF WEIGHING
LONG. LAT.
WEIGHT LONG. MOMENT LAT. ARM MOMENT
ITEM (LBS) ARM (IN.) (IN.-LB.) (IN.) (IN.-LB.)
ELT 3.0 84.0 +252 +25 +75
UN US ABLE FUEL 7.4 104.2 +771 0.0 0.0
TO TAL 10.4 98.4 +1023 +7.2 +75
SURPLUS EQUIP MENT AT TIME OF WEIGHING

LONG. LAT.
ITEM (LBS) ARM (IN.) (IN.-LB.) (IN.) (IN.-LB.)
BY-PASS OIL FIL TER 3 113.5 341 18 54
TOTAL 3 113.5 341 18 54
Figure 6-5. Sample Weight and Balance Report (Sheet 1 of 2)

6-8 Issued: 28 Sep 2000
WEIGHT AND C.G. CAL CU LATIONS
LONG. LAT.
(LBS) ARM (IN.) (IN.-LB.) (IN.) (IN.-LB.)
Total Unadjusted Net Weight 1298 104.1 135058 -.36 -467
Total Weight Of Missing Equipment 10.4 98.4 +1023 +7.2 + 75
Total Weight of Surplus Equipment 3 113.7 341 +18 + 54
Total Delivered Weight 1305 104.0 135740 - .34 -446
EXAMPLE OF LOADING TOWARDS FORWARD C.G.
LONG. LAT.
Total Delivery Weight 1305 104.0 135740 -.34 -446
Right Seat 170 68.6 11662 + 23.75 + 4038
Center Seat 170 78.6 13362 + 1.25 + 213
Left Seat 170 68.6 11662 - 21.50 - 3655
Fuel Quantity (15 gal.) 100 104.2 10420 + 0.0 +0.0
Gross Weight 1915 95.5 182846 +0.08 +150
EXAMPLE OF LOADING TOWARDS AFT C.G.
LONG. LAT.
Total Delivery Weight 1305 104.0 135740 -.34 -446
Right Seat 140 68.6 9604 + 23.75 + 3325
Center Seat NONE - - - -
Left Seat 120 68.6 8232 - 21.50 - 2580
Fuel Quantity (73 gal.) 489 104.2 50954 + 0.0 + 0.0
Gross Weight 2054 99.6 204530 + .15 +299
Figure 6-5. Sample Weight and Balance Report (Sheet 2 of 2)

Issued: 28 Sep 2000 6-9
Figure 6-6. Ba sic Weight and Balance Record
6-10 Issued: 28 Sep 2000
Figure 6-7. 60 Gal lon Fuel Lateral CG (Sheet 1 of 2)
Issued: 28 Sep 2000 6-11
Figure 6-7. 60 Gal lon Fuel Lateral CG (Sheet 2 of 2)
6-12 Issued: 28 Sep 2000
6-4. LONGITUDI NAL WEIGHT AND BAL ANCE DETERMINA TION
z To determine that the gross weight and longitudinal center of gravity

(fore and aft) for a given flight are within limits, proceed as follows:
z z Obtain aircraft delivered weight and moment from the Weight and
Balance Record inserted in this section.
z z Determine weights and moments of useful load items (see para-

graph 6-1, table 6-2, & figure 6-7).
EXAMPLE I
Items Weight Long. Long. Moment
(lb) Arm (in) (in.-lb.)
De livered Weight 1305 104.0 135740
Pi lot 170 68.6 11662
Passenger - Outboard 170 68.6 11662
Passenger - Cen ter 170 78.6 13362
Stowage Area (Station 84.0) 50 84.0 4200
1. Zero Fuel Weight 1865 94.7 176626
Add: Fuel (73 gal.) 489 104.2 50954
2. Gross Weight 2354 96.7 227580
z z Calculation of Longitudinal CG
z z z CG (Zero Fuel Weight):
Moment at Zero Fuel Weight 176626

= = 94.7 in.
Zero Fuel Weight 1865
z z z CG (Gross Weight):
Moment at Gross Weight 227580

= = 96.7 in.
Gross Weight 2354
Issued: 28 Sep 2000 6-13

NOTE
The CG’s fall within the limits specified in Para 6-1; therefore, the
loading meets the longi tudinal CG re quirements.
z z Determine corresponding center of gravity for gross weight by di-

viding total moment by gross weight. This computation must be
done with zero fuel gross weight and with mission fuel gross
weight (see Example I).
NOTE
Lateral C.G. must be controlled. Refer to Para 6-5.
CAUTION
Do not exceed 2550 pounds gross weight.
NOTE
Ballast may be carried in the stowage area behind seats or stowed

and secured by seat belt and shoulder harness in oppo site front seat.
Ballast may consist of shot, sandbags, or similar material, ade -
6-14 Issued: 28 Sep 2000

Table 6-2. Weights and Longitu dinal Moments - Pilot, Passenger, Baggage
Pilot and Passenger Weights and Longitudinal Moments

Pilot/Passenger Moment (in.-lbs.) Moment (in.-lbs.) Moment (in.-lbs.)
Weight (lb.) R H Seat Center Seat LH Seat
Station 68.6 Station 78.6 Station 68.6
90 6174 7074 6174
100 6860 7860 6860
110 7546 8646 7546
120 8232 9432 8232
140 9604 11004 9604
160 10976 12576 10976
170 11662 13362 11662
180 12348 14148 12348
190 13034 14934 13034
200 13720 15720 13720
220 15092 17292 15092
240 16464 18864 16464
Baggage Weights and Longitudinal Moments
Baggage Moment (in.-lbs.)

Weight (lb)
Behind Seat
Station 84.0
10 840
20 1680
30 2520
40 3360
*50 4200
60 5040
70 5880
80 6720
90 7560
100 8400
*Maximum Capacity Each Lo cation
Note: For all quantities of fuel, longitu dinal CG is 104.2".
Issued: 28 Sep 2000 6-15

6-5. LATERAL WEIGHT AND BAL ANCE DETERMINATION
z The safe operation of this helicopter requires that it be flown within

the established lateral as well as longitudinal center of gravity
limits.
z It is therefore imperative that lateral center of gravity control be

exercised.
z All combinations of passenger loadings are permissible if gross

weight, -longitudinal, and lateral center of gravity considerations
permit.
z For passenger lateral center of gravity, refer to Fig. 6-2.

EXAMPLE II
Items Weight (lb) Lateral Arm Lateral
(in.) Moment
(in.-lb.)
Delivered Weight 1305 -.34 -446
Pi lot 170 +23.75 +4038
Passenger - Out board 170 -21.50 -3655
Passenger - Cen ter 170 +1.25 +213
Stow age Area 50 -21.50 -1075
1. Zero Fuel Weight 1865 -.50 -925
Add: Fuel (73 gal.) 489 0 0
2. Gross Weight 2354 -.39 -925
z z Calculation of Lateral CG
z z z CG (Zero Fuel Weight):
Moment at Zero Fuel Weight -925

= = -.50 in.
Zero Fuel Weight 1865
z z z CG (Gross Weight):
Moment at Gross Weight -925

= = -.39 in.
Gross Weight 2354
6-16 Issued: 28 Sep 2000

NOTE
If the de termined lat eral CGs fall within the lat eral limits specified
in paragraph 6-1 the loading meets the lat eral CG loading require -
ments.
z z Determine corresponding center of gravity for gross weight by di-

viding total moment by gross weight. This computation must be
done with zero fuel gross weight and with mission fuel gross
weight (see Example II).
CAUTION
Gross weight must not exceed 2550 lbs.
NOTE
Ballast may be carried in the stowage area behind seats or stowed

and secured by seat belt and shoulder harness in oppo site front seat.
Ballast may consist of shot, sandbags, or similar material, ade -
Issued: 28 Sep 2000 6-17

Figure 6-8. Specific Weight of Fuels and Lubricants
6-18 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Handling, Servicing & Maint.
Table of Contents
Section VII
7-1. Maintenance and Operational Check

Requirements and Precautions. . . . . . 7-1
7-2. Related Publications . . . . . . . . . . . . 7-15
7-3. Maintenance Information Requests . . . . . 7-15
7-4. Inspection Practices and Technical
Definitions. . . . . . . . . . . . . . . . . 7-16
7-5. Malfunction/Information Report . . . . . . . 7-16
7-6. Helicopter Fundamentals . . . . . . . . . . 7-16
7-7. Helicopter Ground Handling. . . . . . . . . 7-20
7-8. Use of External Power . . . . . . . . . . . 7-20
7-9. Hoisting . . . . . . . . . . . . . . . . . . . 7-21
7-10. Jacking . . . . . . . . . . . . . . . . . . . 7-21
7-11. Leveling . . . . . . . . . . . . . . . . . . . 7-23
7-12. Removal and Installation of Quick
Disconnect Controls . . . . . . . . . . . 7-24
7-13. Moving and Towing Helicopter . . . . . . . 7-26
7-14. Parking . . . . . . . . . . . . . . . . . . . 7-28
7-15. Mooring . . . . . . . . . . . . . . . . . . . 7-29
7-16. Servicing . . . . . . . . . . . . . . . . . . 7-30
7-17. Filling - Fuel System. . . . . . . . . . . . . 7-35
7-18. Defueling - Fuel System. . . . . . . . . . . 7-36
7-19. Draining - Engine Oil System . . . . . . . . 7-36
7-20. Filling - Engine Oil System . . . . . . . . . 7-37
7-21. Draining - Main Transmission . . . . . . . . 7-37
7-22. Filling - Main Transmission . . . . . . . . . 7-37
7-23. Draining - Tail Rotor Transmission . . . . . 7-38
7-24. Filling - Tail Rotor Transmission . . . . . . 7-38
7-25. Replacing Engine Fuel Filter
and Airframe Fuel Filter . . . . . . . . 7-39

Handling, Servicing & Maint. SCHWEIZER AIRCRAFT CORP.
Table of Contents
Section VII
7-26. Battery Servicing and Maintenance

(Lead Acid and Optional Ni-Cad Batteries) . 7-39
7-27. Access and Inspection Provisions . . . . . 7-39
7-28. Cleaning . . . . . . . . . . . . . . . . . . . 7-42
7-29. Cleaning Fuselage, Interior Trim and
Upholstery . . . . . . . . . . . . . . . 7-42
7-30. Cleaning Airframe Exterior and Rotor
Blades . . . . . . . . . . . . . . . . . 7-43
7-31. Cleaning Transparent Plastic . . . . . . . . 7-43
7-32. Cleaning Engine Oil Filters . . . . . . . . . 7-44
7-33. Cleaning Engine Compressor . . . . . . . . 7-44
7-34A. Cleaning Plenum Chamber Screen . . . . . 7-44
7-34B. Cleaning Engine Air Particle Separator . . . 7-44
7-35. Fluid Leak Analysis . . . . . . . . . . . . . 7-45
7-36. Engine Oil Leaks . . . . . . . . . . . . . . 7-45
7-37. Landing Gear Damper - Hydraulic Fluid
Leak . . . . . . . . . . . . . . . . . . 7-45
7-38. Overrunning Clutch - Oil Leakage . . . . . 7-46
7-39. Preservation and Storage . . . . . . . . . . 7-46
7-40. Flyable Storage (No Time Limit) . . . . . . 7-46
7-41. Torque Data . . . . . . . . . . . . . . . . . 7-47
7-42. Hourmeter Installations . . . . . . . . . . . 7-47
7-43. Cabin Doors Removal and Installation . . . 7-49

Table of Contents
Section VII
Figure Title Page
7-1. Major Components . . . . . . . . . . . . . 7-17

7-2. Principle Dimensions . . . . . . . . . . . . 7-18
7-3. Jacking and Leveling . . . . . . . . . . . . 7-22
7-4. Parking and Mooring . . . . . . . . . . . . 7-28
7-5. Servicing Points . . . . . . . . . . . . . . 7-32
7-6. Access and Inspection Provisions &
Locations . . . . . . . . . . . . . . . . . 7-41
Issued: 28 Sep 2000 7-iii

This page is inten tionally left blank.
7-iv Issued: 28 Sep 2000

Section VII
AIRCRAFT HANDLING, SERVICING AND MAIN TENANCE
7-1. MAIN TE NANCE AND OP ER A TIONAL CHECK RE QUIRE -

MENTS AND PRECAU TIONS
z z All maintenance on the helicopter is to be accomplished in compliance

with the following requirements and precautions:
z z Instructions in Schweizer 333 HMI.
z z z All maintenance and operational checks that require operation of

the helicopter must be performed in accordance with requirements
and limitations specified in the Pilot’s Flight Manual and any ap-
plicable Optional Equipment Supplements.
z z Operational checks.
z z z After performance of maintenance or modification, the affected

parts are to be inspected for discrepancies and an operational
check is to be performed.
z z CAUTIONS and WARNINGS.
z z z Caution and warning statements throughout the HMI and this

manual are provided to promote safe maintenance of the helicop-
ter.
z z General Information -Inspections.
z z z All inspections include visual inspection of the specified system

equipment or component for cracks, corrosion, distortion, secu-
rity, or any other obvious defects or damage.
z z z Inspections for fuel and oil systems, equipment, or components

containing or using fuel or oil include checks for leakage, distor-
tion, and clogging; including hoses, lines, tubing, and fittings, as
applicable.
Issued: 28 Sep 2000 7-1

z Before the first flight of the day - or more frequently if service
conditions are severe - the inspections described below should be
performed by a qualified pilot or mechanic. In addition, daily
inspection of the engine should be performed in accordance with the
Rolls-Royce Operation and Maintenance Manual.
z z z Refer to Rolls-Royce Operation and Maintenance Manual for de-

tailed requirements on daily inspection of the engine.
z z z When unusual local conditions (environment, utilization, etc.)

dictate, it is the responsibility of the helicopter operator or owner
to increase the extent and/or frequency of inspections to promote
safe operation.
z z z Inspections are grouped by location so that they can be performed

on an area-by-area basis. Thus, inspection of the entire helicopter
may be accomplished by starting at the front and working in clock-
wise progression to completion.
z z z The following inspections may be performed by a helicopter qual-

ified pilot or mechanic.
WHAT TO INSPECT (POWER OFF):
FRONT - CANOPY AND PILOT’S COMPARTMENT
z Canopy and front exterior for obvious damage; windshield for

cleanliness.
z Canopy attachment areas for condition and security.
z Interior and exterior lights for security and obvious damage.
z Pitot tube cover removed, and pitot tube for obstruction. Drain hole
clear.
z Outside air temperature probe for security and obvious damage. Cabin
air inlets clear. Landing light for security and obvious damage.
z Lower forward fuselage for general condition of skin, structure and

installed optional equipment.
7-2 Issued: 28 Sep 2000

z Area forward of instrument panel clean and free from obvious damage.
z All visible wires for condition and security.
z Antenna secure and free from damage.
z Seat base structure for evidence of deformation.
z Fire extinguisher for charge pressure and security of attachment.
z Seat belts, shoulder harnesses and inertia reels for general condition and
security; proper operation of buckles and inertia reels; all belts securely
fastened or stored when not in use.
z Instrument covers and trim panels for secure closure.
z Cyclic, collective and tail rotor controls; visible push rods for excessive
bearing looseness and free movement. Check tail rotor pedal
quick-release locking pins for condition and security. Check for
minimum cyclic friction adjustment (resistance to turning of spring
with fingers).
NOTE: With main rotor blades stationary, some drag is felt in the cy-
clic. The collective also has some drag, plus resistance of the collective
bungee spring. When moving the collective, be prepared for sudden
forced movement by the compensation spring.
z Collective stick(s) and cyclic stick(s) for condition, secure attachment

and free movement throughout travel limits. Refer to Paragraph 7-12 for
correct collective stick installation and rigging alignment.
z First aid kit; contents for security of attachment.
z Battery and battery vent secure and clean (If battery is located under
floor).
z All loose equipment for proper stowage.
Issued: 28 Sep 2000 7-3

RIGHT SIDE - FUSELAGE AND LANDING GEAR
z Cabin doors for general condition, and proper operation of vent and
door latching and locking mechanism.
z Door hinge pins properly installed and secured.
z Exterior of fuselage skin, rivets, fasteners and structure for damage and
security. No evidence of buckling noted.
z Front crossbeam for damage, security and excessive bending.
z Forward skid strut for security and obvious damage.
z Landing gear for condition and security of skid tube and steps.
z Single wheel ground handling wheels and handle secured in stowed

position. Quick release pin installed. Dual wheels must be removed
prior to flight.
z Landing gear stabilizer for security and obvious damage.
z Drag strut for condition and security.
z Aft cross beam for damage, security, and excessive bending.
z Rear skid strut for security and obvious damage.
CAU TION
Ground resonance can result if the helicopter is operated when the

landing gear damper extension, oil type and/or oil to air propor-
tions are incorrect.
NOTE: Helicopter stance is determined by observing the relationship

between the landing gear stabilizer (viewed from the side) and the
ground surface.
z Forward and rear landing gear dampers for condition, by observing

stance of helicopter. Visually check dampers for leakage. Replace
damper if leakage is obvious. If stance of helicopter or extension of
damper appears unusual, perform a damper extension inspection (Basic
HMI Section 12).
7-4 Issued: 28 Sep 2000
l Tower clean and free from damage.
l Engine exhaust duct secure, free from cracks or distortion.
l Right hand static port free of obstruction.
l Access, inspection and compartment panels/doors for secure closure.
l Transmission/Engine Compartment air inlet compartment screen

secure and clear of obstructions.
RIGHT SIDE - ENGINE COMPARTMENT
l Rear cross beams for yielding (evidence of hard landing).
l Fuel cell for leakage and security.
l Check engine oil level; replenish if low.
l Tail rotor spring assembly for security and condition.
l Battery and battery vent secure and clean (If located in Engine
compartment).
l Entire engine for; loose bolts, loose or broken connections, accessories

for secure and broken or missing lockwire, accessible areas for obvious
damage, evidence of fuel and oil leaks.
l Fuel and oil lines for chafing, kinking and evidence of leakage; Oil
cooler and cooler fan for security and obvious damage.
l Engine mounts for distortion. Check mount attachment and load plugs
for loose or missing lockwire. Check that (adjustable) engine mount
tube jam nuts are secure and slippage marks are not disturbed.
l Lower pulley; check for obvious damage and corrosion, evidence of

grease loss from lower pulley bearings and security of bearings in
retainer caps.
l Drive belt; check for blisters, cuts and fraying.
Issued: 28 Sep 2000 7-5

l Idler pulley; check for evidence of corrosion and grease loss from caps.
Inspect pulley grooves for evidence of belt contact. Once the anodized
coating on the pulley has been penetrated, accelerated wear of the pulley
will occur.
l N1 control linkage for free operation, full travel, security and obvious
damage.
l Pilot’s and copilot’s throttle rigging checks at FULL OPEN, GROUND

IDLE and CUTOFF positions.
l Upper pulley assembly general condition and security.
l Engine wiring harness leads for: burning, chafing, cracking; connectors

for looseness and broken or missing lockwire.
l Main rotor transmission for security, cleanliness, and correct oil level;
replenish if low.
l Access doors and panels for secure closure.
RIGHT SIDE - AFT FUSELAGE
CAUTION
The following special check applies to 269D3300-1 Aft Fuselage

Assemblies only. S/N 63 & subsequent are factory equipped with
the 269D3300-35 aft fusealage assembly, and do not require that
the following check be conducted. Cracks in the paint film alone
may indicate internal structure damage and this requires further
maintenance action before further flight.
l Fuselage area above horizontal stabilizer for cracks in paint film. Pay
particular attention to flange bend radius and vertical face of aft
bulkhead and entire adjacent aft fuselage skin. Any signs of cracks
requires further inspection before next flight.
7-6 Issued: 28 Sep 2000

l Exterior skin for obvious damage and loose rivets. Check for no gap
between intermediate and aft fuselage attach points. Check skin around
horizontal stabilizer fittings for cracks. Check stabilizer attach bolts for
security.
l Open aft access door (battery connector); if equipped, check battery for
security and condition and connector for proper attachment to battery.
Check T/R driveshaft damper for security and obvious damage.
l Press light switch and check engine plenum inlet screen for blockage.
STABILIZERS, TAIL ROTOR TRANSMISSION AND TAIL ROTOR
l Horizontal stabilizer, access panel, tip plates and position lights for
obvious damage and secure attachment.
l Aft fuselage to tailboom junction for loose or missing rivets and

obvious damage.
l Tailboom tube for evidence of damage. Check vertical stabilizer

attachment adapters for secure attachment.
l Vertical stabilizer and tail skid for obvious damage and secure
attachment.
l T/R gearbox adapter for damage and secure attachment to tailboom

tube.
l Position and anti-collision light for security and obvious damage.
l T/R gearbox oil level. Replenish if low. Locate and correct the source of
any leaks noted.
l Chip detector and wiring for security and condition.
NOTE: Misalignment of the marks indicates torsional windup damage

to the tail rotor drive shaft. If misalignment is evident, remove drive
shaft and perform additional inspections in accordance with Basic
HMI, Section 10.
l Tail rotor drive shaft for alignment; grease fittings or paint index mark
visible in center of inspection hole on gearbox adapter and alignment
Issued: 28 Sep 2000 7-7
mark even with top of station 146 control rod support bracket (on top of
plenum chamber). Check drive shaft coupling nut lockwire for security.
l T/R control rod at gearbox and pitch control links on tail rotor assembly
for excessive bearing play, free movement and security. Check tail rotor
control bellcrank pivot pin and pitch control housing spherical bearing
for wear.
l T/R output shaft protective boots for deterioration and condition.
l T/R gearbox for security of mounting.
l Visually inspect each tail rotor blade abrasion strip for paint cracking or
chipping along the abrasion strip to airfoil bond line. If cracking or
chipping is observed, inspect for bond separation with 10X magnifying
glass. Perform abrasion strip tap test. If bonding defects are suspected
but not confirmed, inspect blades in accordance with HMI, Appendix C,
Part IV.
NOTE: Disregard a snapping noise that may be heard in tail rotor strap
pack when pitch is changed without centrifugal load being applied.
l T/R blades, hub and pitch control linkage for free movement, obvious
damage, wear and security. Rubber stop for condition and wear.
l T/R fork assembly retaining nut and lock washer secure. No broken
locking tangs; nut has not rotated.
l T/R elastomeric bearings for deterioration or separation of elastomer.

Check for separation of bearing from fork.
l Overrunning clutch for proper operation; turn tail rotor in direction of

rotation by hand - engine must decouple; turn rotor in reverse direction -
engine must rotate (listen for engine noise during reverse rotation).
LEFT SIDE - AFT FUSELAGE
CAUTION
The following special check applies to 269D3300-1 Aft Fuselage

Assemblies only. S/N 63 & subsequent are factory equipped with
the 269D3300-35 aft fusealage assembly, and do not require that
7-8 Issued: 28 Sep 2000
the following check be conducted. Cracks in the paint film alone
may indicate internal structure damage and this requires further
maintenance action before further flight.
l Fuselage area above horizontal stabilizer for cracks in paint film. Pay
particular attention to flange bend radius and vertical face of aft
bulkhead and entire adjacent aft fuselage skin. Any signs of cracks
requires further inspection before next flight.
l Exterior skin for obvious damage and loose or missing rivets. Check for
no gap between intermediate and aft fuselage attach points. Check skins
around horizontal stabilizer fittings for cracks. Check stabilizer attach
bolts for security.
l Left static port, free of obstruction.
LEFT SIDE - ENGINE COMPARTMENT
l Rear cross beams for yielding (evidence of hard landing).
l Fuel cell for leakage and security.
l Drain fuel sample from fuel filter drain valve into suitable container.
Check for water and/or contaminants in fuel sample. If fuel is
contaminated, refer to Rolls-Royce Operation and Maintenance Manual
for corrective action, prior to flight.
l Check fuel filter for evidence of leakage. Fuel line drain valve for
leakage.
l Oil cooler impeller and ducts for general condition, cleanliness and
security of attachment.
l Engine air inlet plenum and screen secure and free from obstructions.
l Maintenance fuel shutoff valve: Ensure lockwire is not broken and

valve is open.
l Lower pulley coupling K-Flex shaft; check general condition.
Issued: 28 Sep 2000 7-9

l H-frame for obvious damage.
l Upper and lower pulley H-frame bearings for movement on shaft or in

bearing caps. If bearing shows excessive loss of lubricant, check
bearing for adequate grease.
l Visible portions of flight control linkage for looseness and obvious

damage.
l N2 control linkage for free operation, full travel, security and obvious
damage.
l Scavenge oil filter for extended bypass indicator. If button is extended

refer to manufacturer’s operating instructions (HMI Section 2).
l Battery and battery vent secure and clean (If located in engine
compartment).
l Entire engine for; loose bolts, loose or broken connections, accessories

for secure and broken or missing lockwire, accessible areas for obvious
damage, evidence of fuel and oil leaks.
l Fuel and oil lines for chafing, kinking and evidence of leakage; Oil
cooler and cooler fan for security and obvious damage.
l Engine mounts for distortion. Check mount attachment and load plugs
for loose or missing lockwire. Check that (adjustable) engine mount
tube jam nuts are secure and slippage marks are not disturbed.
l Lower pulley; check for obvious damage and corrosion, evidence of

grease loss from lower pulley bearings and security of bearings in
retainer caps.
l Drive belt; check for blisters, cuts and fraying.
l Upper pulley assembly for general condition and security.
l Fuel control and compressor exterior for condition and security.
l Engine wiring harness leads for: burning, chafing, cracking; connectors

for looseness and broken or missing lockwire.
7-10 Issued: 28 Sep 2000

l Main rotor transmission for security and cleanliness.
l Access doors and panels for secure closure.
l Compressor exterior for condition and security.
LEFT SIDE - FUSELAGE, MAIN ROTOR AND LANDING GEAR
l Cabin door for general condition and proper operation of vent and door
latching and locking mechanism.
l Door hinge pins properly installed and secured.
l Exterior of fuselage skin, rivets, fasteners and structure for damage and
security. No evidence of buckling allowed.
l Front crossbeam for damage, security and excessive bending.
l Forward skid strut for security and obvious damage.
l Landing gear stabilizer for security and obvious damage.
l Drag strut for condition and security.
l Landing skid for obvious damage and security.
l Aft crossbeam for damage, security, and excessive bending.
l Rear skid strut for security and obvious damage.
CAUTION
Ground resonance can result if the helicopter is operated when the

landing gear damper extension, oil type and/or oil to air propor-
tions are incorrect.
NOTE: Helicopter stance is determined by observing the relationship

between the landing gear stabilizer (viewed from the side) and the
ground surface.
l Forward and aft landing gear dampers for condition by observing stance
of helicopter. Visually check dampers for leakage; replace damper if
Issued: 28 Sep 2000 7-11
leakage is obvious. If stance of helicopter or extension of damper
appears unusual, perform a damper extension inspection (Basic HMI,
Section 12).
l Single wheel ground handling wheels and handle secured in stowed

position. Quick release pin installed. Dual wheels must be removed
prior to flight.
l Landing gear steps for security.
l Tower assembly for damage.
l Main rotor hub retention nut and hoist eye nut for security and double
safeties intact. Attachment bolts and nuts of hub to pitch case assembly
and pitch case assembly to main rotor blades for damage and proper
safety. Service flapping hinge bearings if helicopter has been exposed
to water.
l Main rotor pitch cases for obvious damage and corrosion. Service pitch
case bearings if helicopter has been exposed to water.
l Visually inspect three main rotor blades for cleanliness, leading edges,
trailing edges and tip caps for damage. Inspect upper and lower surfaces
of blade skin for dents, scratches, corrosion and vent holes for
obstruction.
l Inspect main rotor blade bond lines of upper and lower root fittings and
doublers, bond lines of droop nose leading edges (see note A), bond
lines of transition fairing to droop nose leading edge (see note B) and tip
caps for cracks and evidence of bond separation. Visually inspect
leading edge abrasion strip for evidence of corrosion, bond separation
or lifting of the abrasion strip. Perform tap test of any bond lines if
separation is suspected.
NOTE A: Small pinholes may be found in filler along the transition

line between droop nose and basic blade. These small pinholes which
occur during the curing process are normal and do not denote a struc-
tural problem.
NOTE B: Due to climatic changes over time (expansion and contrac-

tion) paint separation lines may form in paint and filler/sealer between
droop nose and aerodynamic fairing on inboard end of droop nose
7-12 Issued: 28 Sep 2000
leading edge. This transition area of the M/R blade is not structural and
therefore separation lines in paint in this area do not necessarily denote
a structural problem.
l Main rotor blade dampers for obvious damage and security to pitch
housing and main rotor blade. Check adjustable rod jam nuts for
security and verify they are properly safetied.
l Inspect droop stop retainer ring for cracks and obvious damage. Droop
stop retainer ring nut for looseness and verify it is properly safetied.
NOTE: Production tolerances allow side movement between

swashplate and extension of thrust bearing nut. Tolerances are also
present in the swashplate drive link. These are necessary for proper
control operation. Wear is considered excessive when main rotor vi-
brations are caused by wear in these assemblies.
l Swashplate for obvious damage and corrosion. Inspect swashplate

bearing for binding and vertical play between rotating and stationary
swashplates (no play allowed). Swashplate drive link for security and
excessive wear of bearings. Service drive link spherical bearing if
helicopter has been exposed to water.
l Blade pitch links for security of attachment and rod end bearings for
excessive wear. Link adjustment jam nuts tight and rod end bearings
properly secured with safety wire.
l Upper and lower swashplate boots free from damage and deterioration.
l Main rotor drive shaft thrust bearing retention nut for security and
properly safetied. Check tang washer for freedom of movement. If tang
washer is not free, this is an indication the thrust bearing retention nut
has become loose.
l Visible portions of main rotor mast for corrosion or other damage.
l Stationary longitudinal and lateral control rods for obvious damage and
security of attachment to swashplate. Rod end bearings for excessive
wear. Stationary scissors link for excessive wear in bearings. Service
link spherical bearing if helicopter has been exposed to water.
Issued: 28 Sep 2000 7-13

l Access, inspection and compartment panels and doors for secure
closure.
WHAT TO INSPECT (POWER ON): PILOT’S COMPARTMENT
NOTE: When possible, use auxiliary power source during POWER

ON inspection, not battery.
l Plug in auxiliary power source or turn battery switch to ON position and

check the following:
l Push PRESS TO TEST switch: All caution and warning lights ON;
adjust instrument light rheostat knob; verify CAUTION lights dim.
l Check ENGINE OUT audio by manually positioning GEN switch to

ON.
l Check instruments for normal indication with engine off.
CAUTION
Exercise extreme care when trimming the cyclic stick. Operators

should avoid continued trimming against a mechanical stop.
Proper trimming practices will prevent unnecessary damage to
the trim control assembly.
l Operate pilot’s and copilot’s cyclic trim switch briefly in all four
directions. Check for trim motor operation/noise.
l Rotate throttle grip to full open stop, idle stop and closed position.
Verify operation of throttle detent switch, return throttle to cutoff.
l Operate pilot’s and copilot’s N2 beep switch up and down. Listen for
motor operation. Return N2 beep to minimum.
l Interior lighting (compass, panel, map/utility lights, etc.) for proper

operation; all switches OFF after check.
7-14 Issued: 28 Sep 2000

CAUTION
Do not leave landing light ON for more than one minute during
next check; lamp will overheat and lamp life will be shortened.
l Exterior lighting (landing, position and anticollision lights) for proper

operation; all switches OFF after check.
WARNING
DO NOT LEAVE PITOT HEAT ON DURING NEXT CHECK

FOR MORE THAN ONE MINUTE; SEVERE BURNS MAY RE-
SULT IF PITOT TUBE IS TOUCHED.
l PITOT HTR switch ON for a few seconds. Heated pitot tube will feel
warm to the touch; turn switch OFF after check.
l Communication, navigation and intercom equipment for proper

operation; turn switches OFF after check.
l All installed auxiliary or optional systems and equipment for proper

function.
l Disconnect auxiliary power source or turn battery switch to OFF

position.
l Fuel shut-off valve OPEN (Control Knob FULL IN).
7-2. RELATED PUBLICATIONS
l Refer to Basic HMI Section 2 & Appendix E for a listing of related

publications and directives.
7-3. MAINTENANCE INFORMATION REQUESTS
l Questions that may arise during maintenance of the helicopter or it’s

components should, when possible, be referred to the Authorized Field
Service Representative or Schweizer Customer Service Department.
Issued: 28 Sep 2000 7-15

7-4. INSPECTION PRACTICES AND TECHNICAL DEFINITIONS
l Inspection procedures and serviceability (wear) tolerances for

maintenance of the helicopter are provided either as part of the
instructions for reassembly and installation of components or in
inspection and repair paragraphs of the HMI.
l Any damage or wear of a part that exceeds given tolerances or that

affects function and/or integrity of a part requires replacement with a
new or serviceable part.
l Throughout the HMI, where detailed inspection procedures are not

specifically furnished, visual inspection for integrity, damage and
serviceability applies for these items, components and equipment.
7-5. MALFUNCTION/INFORMATION REPORT
l This form may be used to report to Schweizer Aircraft in detail any

service difficulties encountered with any Schweizer helicopter. Use of
this form is encouraged and recommended to enable Schweizer Aircraft
to provide owners and operators with improved service, support and
product improvement.
l This form also serves as a convenient detailed record for owners and
operators.
l This form may be procured from Schweizer Customer Service

Department.
7-6. HELICOPTER FUNDAMENTALS
l The major components of the helicopter are shown in Fig. 7-1.
l Principle dimensions are shown in Fig. 7-2.
l Reference is occasionally made to “station” and “waterline” throughout

this manual. To assist in locating the components being discussed, refer
to the station diagram in Section VI.
7-16 Issued: 28 Sep 2000

Figure 7-1. Major Components
Issued: 28 Sep 2000 7-17
Di men sions: (Not shown)

Main Ro tor Di ame ter 27.51 ft.
Overall Length (with main ro tor blade 31 ft. 3 in.
forward and tail rotor blade aft.)
Weights:
De sign Gross Weight 2,550 lbs.
Empty Weight (approx i mate) 1,265 lbs.
Use ful Load (approxi mate) 1,285 lbs.
Powerplant:
Make Rolls-Royce
Type Gas Tur bine
Desig na tion Model 250-C20W
Power Rating:
Max. Con tinu ous 232.4 SHP*
T/O Power (5 Min. Limit) 252.5 SHP*
280.0 SHP*†
Fuel Ca pac ity 74.1 U.S Gal.
(Ex tended Range Fuel System)
Use able Fuel Ca pac ity 73.0 U.S Gal.
(Ex tended Range Fuel System)
Fuel Ca pac ity (Optional Fuel Sys tem) 60.8 U.S Gal.
Use able Fuel Ca pac ity 60.0 U.S Gal.
(Op tional Fuel Sys tem)
Gener a tor Capac ity 150 Amps
*=Airframe Limited
† (S/N 0043-A, 0045-A & Subs. & other air craft
retrofit ted with SA-269DK-027 Kit)

7-18 Issued: 28 Sep 2000

Issued: 28 Sep 2000 7-19
z The maximum weights for large components that may require hoisting
are listed in Table 7-1.
Table 7-1. Approximate Max imum Hoisting Weights of Components
ITEM WEIGHT (LBS)
Aft fuselage 22
Main rotor hub 53
Main trans mission (wet) 65
Engine (dry) 162
Main rotor hub, swashplate, scis sors, and 138

rotor blades
Helicopter, 60 gal. fuel Sys tem (com- 1,700

plete; with 404 lbs. of fuel)
Helicopter, 73 gal. Fuel System (com- 1,800

plete; with 492 lbs. of fuel)
7-7. HELI COPTER GROUND HAN DLING
z Ground handling of helicopter includes hoisting, jacking, leveling,

parking and mooring. The following paragraphs present instructions
and precautions for all ground handling functions.
7-8. USE OF EX TERNAL POWER
z The external receptacle is located on the lower left side (L/H PIC) of the
helicopter. Any source of external 28-volt, direct-current power with
sufficient amperage rating may be used. (Engine starting requirements
are approximately 375 amperes.)
z Before connecting external power, be sure that helicopter BATTERY

switch is OFF.
7-20 Issued: 28 Sep 2000

7-9. HOISTING
l Hoist helicopter in accordance with Basic HMI Section 2.
7-10. JACKING
l Provisions for jacking helicopter (Fig. 7-3) are provided by two forward
and one aft jacking pads.
CAUTION
During jacking operations, ensure that jacks are perpendicular at

all times.
When helicopter is jacked from one end only, use blocking under
skids as necessary to maintain stability.
NOTE: A recessed pad is required to mate with the jacking pads.
l Place suitable jacks under forward and aft jacking pads.
l Raise helicopter to desired height.
Issued: 28 Sep 2000 7-21

FWD JACKING POINT

LEFT HAND SHOWN,
RIGHT HAND OPPOSITE
AFT JACKING POINT
Figure 7-3. Jacking and Leveling

7-22 Issued: 28 Sep 2000
7-11. LEVELING
z Leveling is accomplished by jacking the helicopter to level the main

rotor hub both laterally and longitudinally, using either of the methods
described below.
z Spirit Level Method
z z Place spirit (bubble) level on top of main rotor hub (Fig. 7-3) so that
bubble glass is parallel to helicopter centerline.
z z Using jacks, raise or lower aft fuselage as required to level helicopter

along longitudinal axis.
z z Reposition bubble level so that bubble glass is in lateral plane (perpen-

dicular to helicopter centerline). Adjust jacks as required to level heli-
copter on lateral axis.
z z Check level in both planes and readjust jacks as necessary.
z Plumb Bob Method
z z Flip up center seat cushion as required to expose target on center seat

pan. From inside surface, insert plumb bob cord thru hole provided in
R.H. canopy frame. Adjust cord length to position plumb bob approxi-
mately 1/8 inch above target.
z z Using jacks, adjust height of helicopter along the longitudinal and/or

lateral axis until the plumb bob is aligned with the center of target.
Issued: 28 Sep 2000 7-23

7-12. REMOVAL AND INSTALLATION OF QUICK DISCONNECT
CONTROLS (LH & RH DUAL CONTROLS ONLY)
NOTE: Co-pilot controls (2nd set) may be removed and installed by

the pilot.
NOTE: Refer to paragraph 2-2 for limitations on three sets of controls.

Installation of (3rd) controls should be accomplished by a qualified
maintenance technician.
1. Removal of co-pilot controls.
l Collective Stick- (RH PIC only - Remove exterior panel to gain access
to collective wire harness connector. This panel is located at lower aft
corner of cabin door.) (LH PIC - Disconnect collective wire harness,
wire connector behind the collective.) In cabin press release button and
remove quick disconnect pin from lower end of friction guide. Locate
and press release button of quick-disconnect pin and remove pin from
collective control. Rotate collective stick to clear attachment lug from
retention slot and remove stick (with friction guide) from socket.
l Cyclic Control: Rotate lock on wire bundle electrical connector and

disconnect connector. Locate and press release button of
quick-disconnect pin and remove pin from cyclic control; OR remove
safety pin from inboard end of knob assembly; unscrew and remove
knob assembly. Remove cyclic stick from socket.
l Tail Rotor Control Pedal: At base of pedal arms locate and press release
buttons of quick-disconnect pins in left and right pedal sockets and
remove pins. Remove left and right pedal from respective sockets.
l Calculate weight and balance in accordance with Section 6.
2. Installation of co-pilot controls.
WARNING
IMPROPER INSTALLATION WILL RESULT IN EITHER NOT

BEING ABLE TO ACHIEVE FULL POWER OR EXPLO-
SIVE/HOT STARTS AND DAMAGE TO INTERNAL ENGINE
COMPONENTS.
7-24 Issued: 28 Sep 2000

l Dual control collective stick (lever) installation
Set pilot throttle twist grip to idle position (white lines aligned on twist grip
and tube)
Align yellow mark on co-pilot throttle twist grip with white line on (lever)
tube. Insert tube into housing, turn grip slightly to engage splines. Rotate
tube and secure with quick disconnect pin.
CAUTION
Marks on co-pilot twist grip must be in same relative position as

pilot twist grip.
Secure lower end of friction link with pin.
Roll co-pilot throttle full open. Verify paint marks on pilot and copilot
twist grips are in same relative locations. Verify copilot twist grip DOES
NOT make solid contact at full travel. (slight cushion is required to verify
linkage reaches the full open stop at engine fuel control)
Roll throttle twist grip to idle stop. Verify locations of paint marks are the
same for pilot and copilot. (white line aligned).
Activate the idle detent release and roll twist grip to cut off. Verify twist
grip marks are at same position. Verify twist grip DOES NOT make solid
contact at travel limit. (slight cushion is required to verify linkage reaches
the cutoff stop at engine fuel control)
If conditions cannot be verified have a qualified technician check the travel

at the fuel control in accordance with the HMI.
Connect wiring harness plug.
For RH PIC configurations remove and install access panel on left side of
aircraft.
l Cyclic Control: Insert cyclic control stick into cyclic control socket.
Align holes in cyclic stick with holes in socket and install
quick-disconnect pin; OR install knob assembly and safety pin. Route
cyclic control wire bundle in a manner that will not interfere with cyclic
Issued: 28 Sep 2000 7-25

movement and attach wire connector. Rotate lock on connector to
secure connection.
l Tail Rotor Control Pedals: Replace left and right pedal in respective
sockets. Place quick-disconnect pins in left and right pedal sockets.
l Calculate weight and balance in accordance with Section 6.
7-13. MOVING AND TOWING HELICOPTER
l Two configurations of ground handling wheels are available for the

helicopter; single wheel (stowed above landing gear skid tubes) and
dual wheel (removed before flight).
Single Ground Handling Wheels (Stowed above landing gear skid

tubes)
These wheel assemblies are configured with mount brackets permanently

attached to the skid tubes and provisions for stowage of the operating han-
dle inside the transmission compartment on the left side of the helicopter.
The handle is secured in the stowage mount with a quick release pin. The
single wheel assembly can remain attached to the skid tube mounts during
flight or can be removed before flight. For ground handling, release the
lynch pin retainer clip and remove the lynch pin from mount; rotate wheel
aft to the ground. Remove the operating handle from the stowage mount
and insert handle into hole in axle assembly. Rotate handle aft until lynch
pin holes are aligned and insert lynch pin; secure pin with retainer clip. Be-
fore Flight, in reverse order of lowering the wheels, rotate wheel assem-
blies to the up position and secure in place with lynch pins. Do Not
Operate the helicopter with the ground handling wheels rotated down into
the ground handling position. Stow handle in mount and secure with quick
release pin.
Remove the ground handling wheel assemblies from the helicopter by re-
moving lynch pins from mounts and safety pins from inboard end of rotat-
ing axle. When removing the axle assemblies from the mounts, note
number and location of washers that are placed on the axle. Install the axle
assembly in the mount in reverse order of removal. During installation, two
or more spacing washers are placed on the axle between the wheel and the
mount and one washer is placed on the inboard end of the axle between the
mount and retaining pin.
7-26 Issued: 28 Sep 2000

Dual Wheel Ground Handling Wheels (Remove for flight)
l The dual wheel ground handling wheels attach to bolts mounted on the
skid tube. Wheel assembly are labeled LH and RH for the left and the
right side respectively. Insert each wheel assembly by placing bracket
which is connected to the wheels over skid tube with the slots in the
bracket forward of their respective bolts on the skid tube. Slide the
slotted, mounting bracket aft until the slots on the mounting bracket are
in full contact with the mounting bolts on skid tube. Release lynch pin
retainer clip and remove lynch pin from mount assembly. Insert handle
into wheel assembly and rotate wheel over center. Align hole in bracket
with the hole in the axle and install lynch pin; secure pin with retaining
clip. Remove handle. Dual ground handling wheels must be removed
before flight. Remove wheel assemblies from skids in reverse order of
installation.
CAUTION
When balancing/moving the helicopter by hand, do not push on

stabilizers or any other component or surface that may sustain
damage from ground handling or pushing. If helicopter is moved
in aft direction (rearward) do not drag skid heels on the ground.
Damage to landing gear components may occur if skid heels catch
on a rough surface.
l Move helicopter on ground by manually balancing on ground handling

wheels and pushing on tail rotor transmission housing and on any
structural member(s) of the helicopter. (i.e. cabin door may be opened
and assistant may push on adjacent door frame.)
CAUTION
Except under extreme emergency conditions, do not tow helicop-

ter at speeds over five MPH. Do not allow front end of skid tubes to
drag on ground. Avoid sudden stops and starts, and short turns
which could cause helicopter to turn over. Allow inside wheel to
turn (not pivot) while helicopter is being turned. Safe minimum
turning radius is approximately 20 feet.
Issued: 28 Sep 2000 7-27

7-14. PARKING (Fig. 7-4)
z To park helicopter for short intervals, perform following steps:
CAU TION
To prevent rotor damage from blade flapping (droop stop pound-

ing) as a result of air turbulence from other aircraft landing, taking
off or taxiing, or sudden wind gusts, rotor blades should be secured
whenever helicopter is parked.
z z Locate helicopter in a position where there is adequate blade clearance

from nearby objects, on most level ground available.
Fig ure 7-4. Parking and Mooring

7-28 Issued: 28 Sep 2000
z z Apply friction to lock cyclic and collective sticks so that friction con-
trol knobs are positioned as follows; neutral for cyclic stick and full
down for collective stick.
z z Secure main rotor blades as follows:
z z z Turn blades until one blade is directly above aft fuselage (Fig.
7-4).
z z z Insert tiedown sleeve on each blade.
CAU TION
When securing tiedown sleeve cords, take up slack but do not ap-
ply bending loads on blades.
z z z Secure aft tiedown sleeve cord to aft fuselage. Secure other

tiedown sleeve cords to landing gear step.
z For longer duration parking, also perform the following steps:
z z Install cover on plenum chamber screen, exhaust vent, exhaust/starter

cooling plug, mast plug, step plug & pitot tube.
7-15. MOORING
z Whenever severe storm conditions or wind velocities higher than 50

knots are forecast, helicopter should be housed in hanger or evacuated
to a safer area.
z If these precautions are not possible, moor helicopter as follows:
z z Park helicopter and tie down or remove main rotor blades.
z z Install plenum chamber screen cover and exhaust vent cover.
z z Install pitot tube cover.
Issued: 28 Sep 2000 7-29

z z Fill fuel cell (if possible).
z Apply friction to lock cyclic and collective sticks.
z z Secure helicopter to ground by attaching restraining lines (cable or

rope), in accordance with the following:
z z z Attach aft lines at respective ends of aft cross beam, near the
damper attach point. Tie lines to stakes/mooring anchors as
shown on Fig. 7-4.
z z z Attach lines to the forward ends of the respective left and right sta-
bilizer bars, at the interface of the forward cross beam. Extend
lines forward and outward at an angle that will keep lines clear of
panel skins; attach lines to forward stakes/mooring anchors.
7-16. SER VICING
z Servicing of helicopter includes replenishment of fuel, changing or

replenishment of oil and other such maintenance functions.
z Fuels, oils, and other servicing materials are listed in Table 7-2.
CAU TION
Use extreme care when applying any type of lubrication (grease,

oil, dry-film, etc.) in vicinity of teflon bearings. Most lubricants al-
low a dirt-retaining film to form, or have other detrimental effects
that can cause rapid deterioration of bearing surfaces.
z Locations of some of the servicing points are shown in Fig. 7-5.
7-30 Issued: 28 Sep 2000

Table 7-2. Servicing Mate rials (Operating Supplies)
Item
No. Material Spec i fi cation
1. Turbine Fuel (Foot note 2)

2. Engine Oil MIL-L-7808 (Foot note 4)
MIL-L-23699 (Foot note 4)
3. 80W90 MIL-L-2105
80
90
4. Dis tilled Water MS3600 or 0-B-41
Footnotes:
1. Initial lubricant listed for each item is the preferred lubri cant. Permis sible
al ter nates for the preferred lubri cants must conform to the speci fication
indi cated.
2. At 4.4°C (40°F)and be low, fuel must con tain anti-ic ing ad di tive
MIL-I-27686. For blend ing information and authorized fu els, refer to
Rolls-Royce Oper ation and Maintenance Man uals.
3. In Main and Tail rotor transmissions:
80W90: From -12°C (-10°F) to 49°C (120°F)

80: From -28.9°C (-20°F) to 4.4°C (40°F)
90: From -17.8°C (0°F) to 43.3°C (110°F)
4. For Model 250 Se ries en gine oil data, re fer to Rolls-Royce Model
250-C20W Maintenance Manual, Publi ca tion 10W2.
Issued: 28 Sep 2000 7-31

DETAIL A
DETAIL C
DETAIL B
DETAIL A
FILLER PORT
CAP
SIGHT INDI -
CA TOR
ENGINE OIL
TANK
SUMP DRAIN
VALVE
SUMP DRAIN TUBE
Figure 7-5. Servicing Points (Sheet 1 of 2)

7-32 Issued: 28 Sep 2000
DETAIL B
ENGINE/TRANS MISSION
OIL COOLER
DRAIN
VALVE
DETAIL C
FUEL CELL
SHUT-OFF
VALVE
SUMP
DRAIN
VALVE
FUEL
SHUT-OFF
VALVE
OVER BOARD
DRAIN TUBE
Figure 7-5. Servicing Points (Sheet 2 of 2)

Issued: 28 Sep 2000 7-33
l Comply with the following precautions when servicing the fuel system:
WARNING
HOT REFUELING IS EXPRESSLY PROHIBITED. PRIOR TO

REFUELING, ENSURE ENGINE IS OFF, ROTOR SYSTEM IS
STATIC AND ALL ELECTRICAL POWER IS REMOVED
FROM HELICOPTER. DISCONNECT EXTERNAL POWER
FROM HELICOPTER AND MOVE POWER UNIT AT LEAST 20
FEET FROM HELICOPTER.
DO NOT FUEL OR DEFUEL HELICOPTER INSIDE ANY HAN-

GAR OR BUILDING. STATIC DISCHARGE CAN IGNITE
FUEL VAPORS RESULTING IN EXPLOSION AND FIRE.
l Fire extinguisher shall be readily available for all fueling and defueling
operations.
l Refueling vehicle should be parked a minimum of 20 feet from

helicopter rotor system during fueling operation.
l Before starting fueling or defueling operation, the following sequence

should be observed.
l l Connect a grounding cable from the fueling vehicle to a satisfactory

ground.
l l Connect a ground cable from ground to the aircraft. Do not attach

ground cables to the radio antenna.
l l Connect a grounding cable from the fueling vehicle to the helicopter.

The fueling vehicle may be equipped with a “T” or “Y” cable permit-
ting ground attachment first and grounding of the helicopter to the
other end.
l l Connect grounding cable from the fuel nozzle to a bare metal location
on the helicopter before removing the fuel tank cap. This bond is es-
sential and needs to be maintained throughout the fueling operation
until the fuel tank cap is replaced.
7-34 Issued: 28 Sep 2000

CAUTION
Conductive-type fuel hose does not provide a satisfactory

method of bonding.
l l Fuel dispensing equipment grounding cables should be removed in the

reverse order of installation sequence.
l No smoking or open flame within 100 feet of the helicopter and fuel
truck.
l Fueling operations should be suspended when thunderstorms or

lighting are within 10 nm.
7-17. FILLING - FUEL SYSTEM
l Fueling personnel should first check with flight crew, or the placard
located near the fuel tank filler port, to determine the type and grade of
fuel required.
l Fuel tanks shall be checked daily, or prior to the first refueling of the
day, for water and contamination.
l Refuel helicopter in level attitude to achieve accurate quantities.

Maintain constant visual check to prevent overfilling and spillage.
l Hold fuel filler nozzle firmly while inserted in fuel tank filler neck.
Never block the nozzle lever in the open position. Be sure fuel filler cap
is replaced and securely latched when fueling is completed.
l Energizing of radio and electrical equipment in the helicopter while

dispensing fuel, except those switches that may be required for the fuel
quantity gauge, is prohibited.
l Fueling personnel should not carry objects in the breast pockets of their
clothing when servicing the helicopter or filling fuel tank.
l Step ladders or padded upright ladders may be used to provide access to

fuel filler cap.
Issued: 28 Sep 2000 7-35

WARNING
AIRCRAFT OPERATION WITH UNSECURED FUEL FILLER

CAP MAY PRODUCE FUEL VAPORS/SPILLS WHICH CAN
CAUSE FIRE OR EXPLOSION.
l Check filler cap for security after fueling. (Lift tab folded down and
flush with cap.)
l An optional internal fuel quantity indicator is available for the 73 gal.

fuel system to aid aircraft refueling to levels below full capacity. The
indicator is inside the fuel cell opening and extends downward from the
filler base. Fuel levels of 55, 60 and 65 U.S. gallons usable fuel are
achieved by filling the cell to the white line below the respective gallon
number on the indicator. Bottom edge of indicator represents 55 U.S.
gallons.
Note: Use care not to damage or scrape indicator during fueling opera-
tions.
7-18. DEFUELING - FUEL SYSTEM
l Defueling operation should be accomplished with helicopter as level as

possible, and grounded to all equipment in contact with fuel.
l Fuel system may be defueled in two ways:
l l Defuel through filler port, using a pump.
l l Defuel by holding the sump drain valve open with the panel mounted
main fuel selector open.
l After draining fuel system, ensure that all valves are in normal
operating position and secure.
7-19. DRAINING - ENGINE OIL SYSTEM
l Open engine oil tank drain valve and engine oil cooler drain valve.
l After draining oil, ensure that both drain valves are closed and secure.
7-36 Issued: 28 Sep 2000

l Refer to Rolls-Royce Operation and Maintenance Manual, Publication
No. 10W2, for instructions to drain oil from engine.
7-20. FILLING - ENGINE OIL SYSTEM
l Check oil level using sight gauge on engine oil tank.
l Remove filler port cap and replenish with correct oil type until oil level
is at FULL on sight gauge.
l Ensure that filler port cap is securely tightened immediately after

servicing.
7-21. DRAINING - MAIN TRANSMISSION
l Cut lockwire and remove magnetic drain/chip detector and self-closing

valve. Allow sufficient time for oil to drain from sump.
l l If damaged, replace O-rings used with magnetic drain/chip detector

and valve.
l l Reinstall magnetic drain/chip detector and self-closing valve in oil

sump; lockwire in place.
7-22. FILLING - MAIN TRANSMISSION
(Access is thru R.H. main access door.)
l Transmission (gearbox) oil should be replenished when low.
l l If helicopter is outfitted with sight indicator observe transmission oil

level through sight glass located on the right hand side of transmission
housing.
l l If helicopter is outfitted with dipstick depress button and withdraw dip-

stick from transmission.
l l Visually check oil level on dipstick. Maintain oil level between LOW
and FULL graduations on dipstick.
l l Open filler port cap and add required quantity of oil.
Issued: 28 Sep 2000 7-37

l l Wipe dipstick clean and recheck oil level.
l l Install dipstick in transmission and check for security.
l l Install filler port cap and lockwire.
7-23. DRAINING - TAIL ROTOR TRANSMISSION
l Disconnect wire lead, cut lockwire and remove chip detector and
self-closing valve. Allow sufficient time for oil to drain.
l If damaged, replace chip detector and self-closing valve O-rings.
l Install self-closing valve (50-60 in.-lb. torque) and chip detector (40-50
in.-lb. torque). Lockwire valve to gearbox and detector to valve.
7-24. FILLING - TAIL ROTOR TRANSMISSION
l Transmission (gearbox) oil should be replenished when low.
l l Visually check oil level in sight indicator. Oil level should be above
ADD mark.
Note: Two tail rotor transmission configurations can be found on the

269D series helicopter. One has a small sight glass located in an exten-
sion on the rear of the gearbox and one has a large sight glass that is an
integral part of the gearbox. When adding oil to either transmission
configuration, the vent/filler plug located on top of the gearbox can be
removed or on those equipped with a sight glass extension, the plug lo-
cated in the top of the extension can be removed.
l l Cut lockwire and remove filler plug in top of gear box housing or sight
gauge extension.
l l With aircraft at a level attitude, add oil through access hole at top of
gearbox housing or sight gauge extension until oil level reaches the
shoulder in the access hole of the sight gauge extension or the full line
of sight glass.
l l Reinstall, and tighten filler plug. Lockwire to housing or extension.
7-38 Issued: 28 Sep 2000

7-25. REPLACING ENGINE FUEL FILTER AND AIRFRAME FUEL
FILTER
l Refer to HMI.
l Refer to Rolls-Royce Model 250-C20W Maintenance Manual,

Publication 10W2.
l To be performed by qualified maintenance personnel only.
7-26. BATTERY SERVICING AND MAINTENANCE (LEAD ACID

AND OPTIONAL NI-CAD BATTERIES)
l Verify that BATTERY switch is OFF before servicing battery.
l Perform battery servicing and maintenance according to

manufacturer’s instructions, in conjunction with removal/installation,
inspection and cleaning procedures in HMI.
l To be performed by qualified maintenance personnel for Ni-Cad

Battery.
7-27. ACCESS AND INSPECTION PROVISIONS
CAUTION
Anytime maintenance work is to be performed near engine air and

engine cooling air inlets, use care to prevent entry of foreign ob-
jects that might later be sucked into compressor or cooling air
blower. Tape covers of cardboard or other suitable material in
place over engine inlet screens. Covers should not be removed until
work is complete and debris is thoroughly cleaned out of the area.
l Removable/hinged access doors and panels are provided in the

helicopter for servicing, inspection, removal, installation and
adjustment of components.
l Locations of access and inspection provisions are shown in Fig. 7-6.

Areas, components and items accessible through the locations shown in
Fig. 7-6 are listed in Table 7-3.
Issued: 28 Sep 2000 7-39

l Screws are used to secure access panels in stress areas.
l Methods for removal and installation are obvious for doors and panels.
Table 7-3. Access and Inspection Provisions Information
NOTE: Refer to Fig. 7-6 for location of listed doors and panels.
Door/Panel Description Provides Access To
Instrument console side panel Instrument console components and wir-

- LH/RH ing
Collective stick panel - LH Collective stick gear housing - left side
Engine access panel - Lower Engine - lower
Engine access panel - LH Engine - left side, N 2 controls
Engine access panel - RH Engine - right side, starter/generator, N1

controls.
Tower assembly panel - LH Flight controls, swashplate
Tower assembly panel - RH Flight controls, swashplate, ELT if in-

stalled.
Main access door - LH Electrical components/wiring, belt drive

transmission, main transmission, battery,
fuel lines, oil lines, engine oil tank/sight
gauge
Main access door - RH Belt drive transmission, main transmis-

sion/dipstick, fuel lines, oil lines, flight
controls, generator control unit, oil filter
Aft access door Wiring, battery cable/battery relay (op-

tional location), internal plenum inlet
screen
Aft access panel Tail rotor drive shaft/damper, strobe

power supply, battery (optional location)
7-40 Issued: 28 Sep 2000

TOWER ASSEMBLY PANEL-LH

INST. CONSOLE
FWD SIDE PANEL-LH
ACCESS PLENUM CHAMBER SCREEN
PANEL
STABILIZER ACCESS PANEL
MAIN ACCESS DOOR-LH

PITOT
TUBE
ENGINE ACCESS PANEL-LH
EXTERNAL POWER
RECEPTACLE ENGINE ACCESS PANEL LOWER
COLLECTIVE STICK ACCESS PANEL-LH
TOWER ASSEMBLY PANEL-LH

INST. CONSOLE
SIDE PANEL-RH
MAIN ACCESS DOOR-RH
AFT ACCESS DOOR

AFT ACCESS PANEL
LOWER ENGINE
ACCESS PANEL
ENGINE ACCESS PANEL -RH
Figure 7-6. Access and Inspection Provisions and Locations

Issued: 28 Sep 2000 7-41
Table 7-3. Access and Inspection Provisions Information (cont)
Door/Panel Description Provides Access To
Stabilizer access panel NAV-anticollision light wiring, attach-

ment hardware.
Forward access panel Electrical components and wiring
7-28. CLEANING
l General cleaning of oil and dirt deposits from the helicopter and it’s
components is accomplished by using drycleaning solvents, standard
commercial grade kerosene, or a solution of detergent soap and water.
l Exceptions that must be observed are specified in the following

cleaning paragraphs.
CAUTION
Some commercial cleaning agents, such as readily available house-

hold cleaners, contain chemicals that can cause corrosive action
and/or leave residue that can result in corrosion. Never use clean-
ers with a pH over 11.0 to clean aluminum.
7-29. CLEANING FUSELAGE, INTERIOR TRIM AND UPHOLSTERY
l Clean dirt or dust accumulations from floor, and other metal surfaces,
with vacuum cleaner or small hand brush.
l Sponge soiled upholstery and trim panels with a mild soap and warm
water solution. Avoid complete soaking of upholstery and trim panels.
Wipe solution residue from upholstery with cloth dampened with clean
water.
l Remove imbedded grease or dirt from upholstery and carpeting by

sponging or wiping with an upholstery cleaning solvent recommended
for the fabric being cleaned (nylon, vinyl, etc. as applicable).
NOTE: If necessary, seat upholstery may be thoroughly drycleaned

with solvent. When complete drycleaning is performed, upholstery
must be re-flameproofed in compliance with Federal Aviation Regula-
tion Part 27.
7-42 Issued: 28 Sep 2000
7-30. CLEANING AIRFRAME EXTERIOR AND ROTOR BLADES
CAUTION
Use care to prevent scratching of aluminum skin when cleaning

main rotor blades. Never use volatile solvents or abrasive materi-
als. Never apply bending loads to blades or blade tabs during
cleaning.
NOTE: Avoid directing soapy or clean water concentrations toward

engine air intake areas and instrument static source ports.
l Wash helicopter exterior, including fiberglass components and rotor

blades, when necessary, using solution of clean water and mild soap.
l Clean surfaces stained with fuel or oil by wiping with soft cloth
dampened with solvent, followed by washing with clean water and mild
soap.
l Rinse washed areas with water and dry with soft cloth.
7-31. CLEANING TRANSPARENT PLASTIC
CAUTION
Never attempt to dry plastic panels with cloth. To do so causes any

abrasive particles lying on plastic to scratch or dull surface.
Wiping with dry cloth also builds up an electrostatic charge that
attracts dust particles from air.
l Clean outside surfaces of plastic panels by rinsing with clean water and
rubbing lightly with palm of hand.
l Use mild soap and water solution or aircraft type plastic cleaner to
remove oil spots and similar residue.
l After dirt is removed from surface of plastic, rinse with clean water and
let air dry or dry with soft, damp chamois.
l Clean inside surfaces of plastic panels by using aircraft type plastic

cleaner and tissue quality paper wipers.
Issued: 28 Sep 2000 7-43

7-32. CLEANING ENGINE OIL FILTERS
l Refer to Rolls-Royce Operation and Maintenance Manual.
7-33. CLEANING ENGINE COMPRESSOR
l Water rinse cleaning of engine compressor is accomplished by a water

wash method.
l Clean engine compressor according to Rolls-Royce Operation and

Maintenance Manual.
l To be performed by qualified maintenance personnel.
7-34A. CLEANING PLENUM CHAMBER SCREEN (Standard Internal

Inlet)
l Remove plenum chamber screen.
l Clean screen with soft brush to remove dirt accumulations.
l Immerse screen in solution of detergent and allow to soak

approximately 15 minutes. Flush out with clean water. Allow screen to
drain and air dry thoroughly.
l Install plenum chamber screen.
7-34B. CLEANING ENGINE AIR PARTICLE SEPARATOR (Optional

Inlet Configuration)
l Vacuum any debris from tubes and ejector passageway. Use

compressed air to blow out any contaminates.
l Wash filter assembly using a pressurized solution of soap and water,

then rinse thoroughly to remove any cleaning solution from filter
assembly and plenum chamber.
l Use compressed air to dry and remove excess moisture from filter
assembly. Remove any standing puddles of water inside the plenum
chamber.
7-44 Issued: 28 Sep 2000

7-35. FLUID LEAK ANALYSIS
l Main or Tail Rotor Transmission - Oil Leak:
l l Oil leakage, seepage or capillary wetting at oil seals or assembly joint

lines of main or tail rotor transmission is permissible if leakage rate
does not exceed two cc per hour (one drop per minute).
l l An acceptable alternate rate of leakage from either transmission is if oil

level does not exceed a loss from FULL to ADD mark on sight
gauge/dip stick within 25 flight hours. (Repair leaks according to HMI
instructions.)
NOTE: On transmission input pinion gear oil seals with less than two
hours of operation, some seepage or wetting of adjacent surfaces is
normal until seal is wetted and worn in (seated). If seepage continues at
a rate of one drop per minute or less, seal may continue in service.
Check transmission oil level and observe seepage rate after every two
hours of operation. Shorter inspection periods may be required if seal
leakage appears to be increasing.
7-36. ENGINE OIL LEAKS
l Refer to Rolls-Royce Operation and Maintenance Manual for definition

of permissible engine oil leakage.
7-37. LANDING GEAR DAMPER - HYDRAULIC FLUID LEAK
NOTE: It is normal for a thin hydraulic oil film to remain on damper

piston as a result of wiping contact with piston seal. Newly installed
dampers may also have slight oil seepage from oil trapped in end cap
threads during assembly. Neither of these should be considered
damper leakage or cause for damper replacement.
l Hydraulic fluid leakage from any landing gear damper is not

permissible. If leakage is present, damper assembly should be removed
and serviceable unit installed. If leaking landing gear damper is not
replaced when leakage is noticed, continuation of damper in service can
cause internal damage that may otherwise not occur. Also, improper
operation of damper(s) may cause conditions conducive to ground
resonance.
Issued: 28 Sep 2000 7-45

7-38. OVERRUNNING CLUTCH - OIL LEAKAGE
l If oil leakage is noticed at overrunning clutch (sprag clutch), corrective

maintenance (HMI) should be performed before further flight.
Continuation in service with oil leakage may result in failure of
overrunning clutch and/or oil on banded-Vdrive belt.
7-39. PRESERVATION AND STORAGE
l A helicopter placed in storage or nonoperational status must have

adequate inspection, maintenance and preservation to avoid
unnecessary deterioration of airframe and components or equipment.
7-40. FLYABLE STORAGE (NO TIME LIMIT)
l Inspection before storage:
l Perform Daily Inspection.
l Ensure that fuel cell is full (topped off), and that oil in engine oil tank
and main and tail rotor transmissions is at full level.
l Ensure that fuel shutoff valve is closed.
Note: Avoid closing valve after engine shutdown until engine com-
partment has cooled to near ambient temperature.
l Storage: To maintain flyable storage condition, perform daily

inspection; ground runup must be performed at least once every five
days.
l l Remove covers and equipment used to park and moor helicopter.
l l Perform Daily Inspection.
l l Start engine (Section IV). After idle stabilizes, accelerate engine to

90% N2. Operate until oil temperature shows an increase and ammeter
reads zero.
l l Replenish fuel as necessary.
7-46 Issued: 28 Sep 2000

l l Open moveable air vents in each cockpit door; positioning air vents
openings downward.
l l Install covers and equipment used to park and moor helicopter.
l l Install static ground.
l Return to service:
l l Remove covers and equipment used to park and moor helicopter.
l l Perform Daily Inspection.
7-41. TORQUE DATA
l Torque wrenches:
l l Torque wrenches should be of good quality and calibration must be

verified every 90 days to ensure accuracy.
l Application of torque wrench loads:
l l Recommended tightening torque values and minimum drag torque val-

ues for fine and coarse thread nuts, and minimum breakaway torque for
used self-locking bolts or screws are specified in Basic HMI Section 2.
7-42. HOURMETER INSTALLATIONS
l One standard and two optional hourmeter installations are offered on

the Model 269D Helicopter.
l l In the standard hourmeter installations, the hourmeter is actuated by

main transmission oil pressure. The hourmeter will run and record
time whenever the main rotor transmission oil pressure is above the
minimum value (main rotor turning, warning light out). When this in-
stallation is utilized, no multiplying factor is required when the re-
corded time is used to determine periodic inspection requirements
overhaul intervals, and the service life of life-limited component.
Issued: 28 Sep 2000 7-47

l l In the optional landing gear actuated hourmeter installation, the
hourmeter is actuated by a “squat” switch attached to the landing gear.
The hourmeter will run and record time whenever the aircraft is in
flight (no weight on the landing gear). This installation records “flight
time”, or “time in service” as defined in FAR Part 1.1, and NO multi-
plying factor is required when this recorded time is used to determine
periodic inspection requirements, overhaul intervals, and the service
life of life-limited components.
l l In the optional collective actuated hourmeter installation, the

hourmeter is actuated by a switch that senses the position of the collec-
tive control stick. The hourmeter will run and record time whenever
the main rotor transmission oil pressure is above the minimum valve
and the collective control is off the (down) stop. Calculated service
lives are based on the percent occurrence of maneuvers provided in the
FAA Approved flight spectrum. In this spectrum there is a percentage
of flight time allocated for full down collective maneuvers
(autorotations). In order to compensate for this unrecorded flight time
when the collective actuated hourmeter is utilized, the time recorded
on the hourmeter must be multiplied by 1.12 when used to determine
periodic inspection requirements, overhaul intervals, and the service
life of life-limited components (Model 269D HMI Config. “A”, Ap-
pendix B).
The hourmeter(s) (standard and/or optional) should not be used as the sole
means for determining the number of flight hours used. Flight hours
recorded by the pilot should be used to confirm the accuracy of the
hourmeter(s) reading.
7-48 Issued: 28 Sep 2000

7-43. CABIN DOORS REMOVAL AND INSTALLATION
NOTE
Refer to Paragraph 2-2 for limitations on flight with doors off.
l Cabin doors may be removed or installed by pilot.
CAU TION
In windy conditions, canopy glass or door assembly may be dam-

aged after the doorstop is disengaged if door is not held securely.
1. Removal of Cabin Doors:
l Open door and remove wire clip from inboard end of pneumatic door
opener. Using a soft mallet, disengage pneumatic door opener from
socket ball.
l Hold door open far enough to gain access to top and bottom hinge
assemblies. Locate spring loaded hinge pin tabs in hinge assemblies.
Squeeze tabs together and rotate them out to engage slots in hinge. After
pins have disengaged door hinge half, remove door.
l Calculate weight and balance for “doors off” operation in accordance

with Section 6 and the aircraft equipment list.
2. In stal la tion of Cabin Doors:
l Locate spring loaded hinge pin tabs in hinge assemblies attached to

doorframe. Squeeze tabs together and rotate them out to engage slots in
hinge. Hold door in open position and engage and align hinge
assemblies. Rotate tabs out of slots to allow springs to seat pins in door
hinge. Some movement of door may be required to correct alignment of
hinges.
l Using a soft mallet, engage inboard end of pneumatic door opener with
socket ball; install wire clip.
l Calculate weight and balance for “doors off” operation in accordance

with Section 6 and the aircraft equipment list.
Issued: 28 Sep 2000 7-49

This page is in ten tion ally left blank.
7-50 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Operations & Performance
Ta ble of Contents
SECTION VIII
Para graph Ti tle Page
Addi tional Op era tions and Perfor- 8-1

mance Data
List of Figures
Fig ure Ti tle Page
8-1 Cruise Charts at Standard Sea Level

Con ditions, 91% N 2 . . . . . . . . . . 8-2
8-2 Cruise Charts at 3000 ft., Stan dard

Day Conditions, 91% N 2 . . . . . . . 8-3
8-2 Cruise Charts at 6000 ft., Stan dard

Day Conditions, 91% N 2 . . . . . . . 8-4

Operations & Performance SCHWEIZER AIRCRAFT CORP.
This page is left blank in tentionally.

Section VIII
ADDI TIONAL OP ERA TIONS AND PERFORMANCE DATA
Information given in this section is provided by the manufacturer to further in-

form the pi lot of the helicopter’s ca pabil ities. By use of the data in this section
the pilot may obtain max imum uti lization of the helicopter.
Per formance data defined in this section is valid for Model 269D Config.
“A”(333) Helicop ter equipped with 269D1120-1 main ro tor blades.
Issued: 28 Sep 2000 8-1

TBD
Fig ure 8-1. Cruise Charts at Standard Sea Level Conditions, 91% N 2
8-2 Issued: 28 Sep 2000

TBD
Figure 8-2. Cruise Charts at 3000 Ft., Standard Day Conditions, 91% N 2
Issued: 28 Sep 2000 8-3

TBD
Figure 8-3. Cruise Charts at 6000 Ft., Standard Day Conditions, 91% N 2
8-4 Issued: 28 Sep 2000

SCHWEIZER AIRCRAFT CORP. Optional Equipment
Table of Contents
SECTION IX
9-1. General Information . . . . . . . . . . . . . 9-1

9-2. Listing - Optional Equipment . . . . . . . . 9-1
9-3. Compatibility - Combined Optional
Equipment . . . . . . . . . . . . . . . . 9-1
9-4. Listing - Optional Equipment
Flight Manuals . . . . . . . . . . . . . . 9-2
9-5. Abbreviations . . . . . . . . . . . . . . . . 9-4
List of Tables
Table Title Page
9-1. Owner’s Manual Supplements . . . . . . . 9-3

Optional Equipment SCHWEIZER AIRCRAFT CORP.

SEC TION IX
Optional Equipment Sup plements
9-1. GEN ERAL INFOR MATION
z This section provides general information on optional equipment for

the Schweizer Model 269D Config. “A” Helicopter. The information
includes a listing of usable optional equipment, compatibility of
combined equipment on the helicopter, and a listing of all major
optional equipment part numbers, publication titles, and publication
numbers.
z Also included is general information on content and usage of

Optional Equipment Flight Manual Supplements.
9-2. LISTING - OPTIONAL EQUIP MENT
z Table 9-1 lists optional equipment kits and their associated flight
manual supplements affecting FAA approved data that appears in
Sections II through V of the basic Rotorcraft Flight Manual. These
kits and other optional equipment not affecting Section V of the
basic Rotorcraft Flight Manual are approved and usable on the 333
Helicopter.
9-3. COM PATI BILITY - COM BINED OPTIONAL EQUIPMENT
z TBD
Issued: 28 Sep 2000 9-1

9-4. LISTING - OPTIONAL EQUIP MENT FLIGHT MANUALS
CAU TION
Be sure to check appropriate Optional Equipment Flight Manual

Supplement as part of pre-flight planning.
z A separate Optional Equipment Flight Manual Supplement is

prepared and issued, whenever the installation of that equipment
affects the FAA Approved Data for limitations (Section II),
Emergency and Malfunction Procedures (Section III), Normal
Procedures (Section IV) and Performance Data (Section V).
z The Flight Manual Supplement Data is to be used in conjunction

with the basic Rotorcraft Flight Manual data and takes precedence
over that data, when the equipment is installed.
z Flight operation of the aircraft with optional equipment installed is

prohibited if the applicable Flight Manual Supplement is not on
board the aircraft and readily available to the pilot.
9-2 Issued: 28 Sep 2000

Table 9-1. Owner’s Man ual Supplement - 269D Config. “A” Helicopter
Pub li ca tion Title Is sue/Re vi sion

No. Date
CSP-D-1B Op tional Instrument/Avion ics In stal lations 11 Jun 2001

CSP-D-1D Op tional Instrument Panel Installation 22 Dec 1993
CSP-D-1E Two Passenger Center Bench Seat Op era- 22 Dec 1993
tion
CSP-D-1H Alternate Static Source Op er ating Pro ce- 22 Dec 1993
dures
CSP-D-1I Auxiliary Land ing Light Op erating Pro ce- 22 Dec 1993
dures
CSP-D-1J Garmin GPS 150 Nav iga tion Sys tem Op -
OBSOLETE 13 Apr 1994
er ating Procedures
CSP-D-1L Op tional Instrument Trainer Op er ation 15 Nov 1994
CSP-D-1M 269D9230 Search Light In stallation 09 Jul 2002
(SpectroLab SX-5 Search Light)
CSP-D-1R Flir Sys tems Ultra 3000 (269D9240-1) 06 Oct 2000
and Ul tra 6000 (269D9265-1)
CSP-D-1S Flir Sys tems Ultra 7000 (269D9271-1) 09 Jul 2002
"Cen ter Belly Mount" & (269D9236-1)
"R/H Dual Mount"
CSP-D-1T Cargo Hook Installation (269D9216-2 & 01 May 2003
-3)
CSP-D-1U 269D9222 Load Weighing System 06 May 2003
CSP-D-1V Video Imaging Sys tem (Wescam 01 Apr 2004
12DS200) (269D9272-1)
CSP-D-1W 269D9230-11 "Belly Mount" Search light 28 Jan 2005
In stal lation (Spectrolab SX-5 Search light)
CSP-D-1X Fab ric En gine In take Filter 01 Feb 2007
(P/N 40B3135-005)
Issued: 28 Sep 2000 9-3

Revised: 01 Feb 2007
9-5. AB BRE VI A TIONS
Ab brevi ation Def inition
Adf Au to matic di rec tion finder
comm Com mu ni ca tion
ICS In ter com mu nica tion sys tem
ind In dica tor
Nav Navi ga tion
rcvr Receiver
std Standard
VHF Very high frequency
xcvr Transceiver
9-4 Issued: 28 Sep 2000

CSP-D-1B
Supplement to the Approved

For
Schweizer 330 Model 269D Helicopters &

Schweizer 333 Model 269D Config. “A” Helicopters
OPTIONAL INSTRUMENT/AVIONICS
INSTALLATIONS
Date of Original Approval: 7/28/93
Date of Rev. #4 Approval:
Approved By:
Vito A. Pulero,
Manager, NYACO, ANE-170
1
SCHWEIZER MODEL 269D HELICOPTER
CSP-D-1B
LOG OF PAGES
PAGE DATE PAGE DATE
1 11 Jun 2001 17.4 11 Dec 2000

2 11 Jun 2001 18 20 Jul 1999
3 11 Jun 2001 18.1 20 Jul 1999
4 28 Jul 1993 18.2 20 Jul 1999
5 11 Jun 2001 18.3 22 Sep 2000
6 11 Jun 2001 18.4 11 Dec 2000
7 20 Jul 1999 18.5 11 Dec 2000
8 16 Sep 1998 18.6 11 Dec 2000
9 15 Nov 1994 18.7 11 Jun 2001
10 16 Sep 1998 18.8 11 Jun 2001
10.1 11 Jun 2001 18.9 11 Jun 2001
10.2 11 Jun 2001 18.10 11 Jun 2001
10.3 11 Jun 2001 18.11 11 Jun 2001
10.4 11 Jun 2001 18.12 11 Jun 2001
11 15 Nov 1994 19 15 Nov 1994
12 15 Nov 1994 20 15 Nov 1994
13 15 Nov 1994 21 15 Nov 1994
14 15 Nov 1994 22 15 Nov 1994
15 15 Nov 1994 23 15 Nov 1994
16 11 Jun 2001 24 15 Nov 1994
16.1 11 Jun 2001 25 16 Sep 1998
16.2 11 Jun 2001 26 16 Sep 1998
17 15 Nov 1994 27 11 Jun 2001
17.1 11 Dec 2000 28 16 Sep 1998
17.2 11 Dec 2000
17.3 11 Dec 2000
NOTES
The change bar ( ) defines the latest FAA Approved changes. The (
indicates not officially approved.
*)
2 Issued: 28 Jul 1993

CSP-D-1B
REVISION TABLE
Number Date Description
Rev. # 1 15 Nov 1994 Updated to delete KI 202 and weight

and balance table and to add KI 203,
KCS 55A, GPS 150, KI 229, KN 62A
KR 87, KR 21 and Nav Switching
Options.
Rev. #2 30 Mar 1995 Updated to add KLX 135 GPS/COMM
Rev. #3 16 Sep 1998 Updated to add KLX 135A

GPS/COMM, and miscellaneous other
changes.
Rev #4 20 Jul 1999 Updated to add GPS 150/150XL Navi-

gation System
Rev. #5 22 Sep 2000 Updated to add GNC 250XL

COMM/GPS
Rev. #6 11 Dec 2000 Updated to add KT76C Transponder,

GNS 430 COMM/NAV/GPS and AA
97-424 Audio Control Panel.
Rev. #7 11 Jun 2001 Updated to add AA 85-001 InterVOX

II Intercom, GTX 320/320A
Transponder, GTX 327 Transponder,
and GNS 530 COMM/NAV/GPS
Issued: 28 Jul 1993 3

CSP-D-1B
This page is intentionally left blank

CSP-D-1B
Table Of Contents
Section/
Para Number Title Page No.
Section I Introduction and General 7

Section II Limitations 7
Section III Emergency and Malfunction Procedures 7
Section IV Normal Procedures 8
4.1 Audio Control Panel 8
KMA 24H 8
4.1A AA 85-001 InterVOX II Intercom 10.1
4.1B AA 97-424 10.2
4.2 NAV/COMM 11
KX 155/165 11
4.3 Navigational Indicators 12
KI 203 12
KI 204 & 206 12
KI 208 & 209 13
KCS 55A 14
4.4 Nav Switching Options 16
4.4A GTX320/320A Transponder Oper. Instr. 16
4.4B GTX 327 Transponder Oper. Instructions 16.1
4.5 COMM 17
KY 196A
4.6 Transponder 17
KT 76A
4.6A KT76C Transponder Operating Instructions 17.2
4.7 Garmin GPS 18
100 AVD, 150 & 150XL
4.7A GNC 250XL COMM/GPS 18.3
4.7B GNS430 COMM/NAV/GPS 18.4
4.7C GNS 530 COMM/NAV/GPS 18.7
4.8 RMI Operation Instructions 19
KI 229
4.9 DME Operation Instructions 21
KN 62A
4.10 ADF Indicator 22
KR 87
4.11 Marker Beacon Operation Instructions 24
KR 21

CSP-D-1B
Table Of Contents
Section/
Para Number Title Page No.

4.12 GPS/COMM 25
KLX 135/135A
Section V Performance Data 26
Section VI Weight & Balance 27
6.1 GNC 250XL, GPS 150, GPS 150XL, 27
GNS 430, GNS 530
Section VII Aircraft Handling, Service & Maintenance 27
Section VIII Additional Operations & Performance Data 27

CSP-D-1B
SECTION I
Introduction and General
This supplement contains basic operation instructions for optional avionics and
instrumentation which may be installed on the aircraft. As installed optional
equipment varies with each aircraft, it is the pilot’s responsibility to become
familiar with the operation and function of all installed equipment.
This supplement must be carried in the applicable basic FAA approved 330 Model
269D Rotorcraft Flight Manual when the rotorcraft is equipped with any of the
optional instruments or avionics whose operation is contained herein.
Except as modified by this flight manual supplement, operation in compliance with

the basic approved Rotorcraft Flight Manual is mandatory.
SECTION II
Limitations
The installation of optional equipment listed in this supplement is for VFR aircraft,
only, and does not make the aircraft eligible for flight into IFR or IMC conditions.
If this aircraft has an installed GPS Navigation System, a placard (GARMIN P/N
161-00024-00, S.A.C. P/N 269A4646-265, or equivalent) stating “GPS limited to
VFR use only” must remain installed on the instrument panel, in plain view of the
pilot.
If this aircraft has an installed GPS Navigation System, the GPS manufacturer’s
operation manual must be immediately available to the flight crew.
SECTION III
Emergency and Malfunction Procedures
3.1 In case of electrical system failure, all unnecessary electrical equipment

should be turned “OFF” to conserve battery power.
Specific emergency procedures for optional avionics are provided in the

individual operational instructions where applicable.

Revised: 20 Jul 1999
CSP-D-1B
SECTION IV
Normal Procedures
4.1 KMA 24H AUDIO CONTROL PANEL
The PA position on the KMA 24H permits the flight crew to address cabin
occupants over the cabin speaker (if installed). To do this, select “PA” with
the microphone switch. When the mike is keyed, the receiver audio is
muted and you may talk normally into the microphone to broadcast over the
speaker.
The KMA 24H has “AUTO COMM” capability and always provides
automatic headphone audio selection to match the transceiver in use. The
selection of speaker audio can be made manually with the row of speaker
audio select push buttons.
The KMA 24H has an “EMG” position on the microphone selector. This
feature bypasses the KMA 24H’s audio amplifier and directly connects
COMM 1 to the pilot’s microphone and headphones. This provides a
fail-safe method of communication should the unit fail.
The KMA 24H also has an “EXT” position on the microphone selector
switch which connects the microphone to an external ramp hailer speaker,
if installed.
KMA 24H INTERCOM

The KMA 24H has a built-in five-station intercom with two dedicated
amplifiers. Intercom operation may be “hot mike,” in which the intercom is
active all the time; voice activated (VOX), in which the intercom becomes
active automatically when a crew member begins to speak; or keyed
activation, in which a separate microphone switch must be keyed to activate
the intercom. Selection of the desired method of microphone activation is
accomplished with the intercom VOX sensitivity control (outer concentric
knob on left side of unit).
8 FAA Approved: 28 Jul 1993

CSP-D-1B
Turn it to the fully clockwise detent position for hot mike operation. Turn
the knob all the way counter-clockwise past the detent for keyed
microphone operation. (Note: a separate intercom key switch must be
included in the installation in order to use keyed intercom operation.) In
the middle range, the switch selects VOX, and the rotation of this knob also
adjusts the sensitivity of the voice activated switch.
In order to set the proper VOX sensitivity, first turn the VOX sensitivity
control clockwise until a hissing sound is heard in the headphones. Next
turn the control counter-clockwise until the hissing sound stops. The VOX
is now properly set for the present noise environment. It is normal to have
to reset the VOX sensitivity level whenever the noise in the cockpit/cabin
changes, such as when making large power setting changes.
The inner concentric knob is the intercom volume control. This adjusts the
intercom volume without affecting the volume of the selected receiver
audio inputs.
When either the pilot or copilot keys the microphone to transmit, all other
intercom microphone inputs are muted, which ensures that the keyed
microphone is the single source of transmitted audio. All receiver inputs
are also muted during transmissions.
RECEIVER SELECTION
The top row of push buttons on the console controls the audio selection for
the speaker, and the bottom row selects audio for headphones. The
selections are independent, and any audio input can be selected for speaker
or headphones or both. These push buttons allow audio selection
independent of the AUTO feature described earlier.
The KMA 24H can control as many as six receivers. The KMA 24H has
two unswitched inputs for uses such as the radar altimeter audio alert or the
ring signal from a radiotelephone. To listen to a specific receiver, simply
press the corresponding headphone or speaker button “in.” To disconnect
that receiver, press the button again. It will return to the “out” position.
For the KMA 24H, volume of audio input from transceivers and receivers is
set with the volume controls of each individual radio.

CSP-D-1B
TRANSMITTER SELECTION
The rotary switch on the right side of the KMA 24H console selects the
desired transmitter for the cockpit microphones. The COMM 1 thru 5
positions are for transmitting on the frequencies set up on those respective
communication transceivers.
The “PA”, “EXT, and “EMG” positions are discussed above.
OPTIONAL INTERCOM MODES

The optional installation of a remote, two or three position switch for
intercom operations with the KMA 24H provides three modes: Isolate,
Norman (NORM) and Private. In Isolate, the pilot takes himself out of the
intercom loop while the other four intercom positions are tied together. In
Normal all five intercom positions are tied together. In Private, the pilot
and copilot positions are linked together for two-station hot mike operation.
At the same time, the other three intercom positions have independent
three-station intercom operation.
Amplified operating instructions are provided in Bendix/King Publication

No. 006-08316-007.
5 COMMs And One ADF

Intercom Speaker
Speaker Audio Select Buttons
Volume AUTO
Control Switch
BENDIX/KING
Headphone Audio Select Buttons
Intercom VOX Microphone

Sensitivity Selector Switch
Control (including emergency
and PA positions)

CSP-D-1B
4.1A AA 85-001 InterVOX II Intercom
ICS
This box operates like two voice activated intercom systems: a primary one
for the PILOT and a second one for the PASSENGERS. The center
mounted toggle switch controls who is connected to which intercom.
Switch down to “ALL” connects everybody to the PILOT’s intercom.
Switch in the center position to “PLT ISO” isolates the pilot to radios,
only (without music), and connects everybody else to the PASSENGER’s
intercom. Switch position up to “CREW” connects the copilot to the
PILOT’s intercom and leaves the passengers connected to their own
PASSENGER’s intercom.
The light below the toggle switch lights up amber, when the intercom is
keyed, and green, when the transmitter is keyed.
The left hand “ICS” intercom volume control knob adjusts all intercom
volume. If the optional music input jack is connected to an external music
source, the right hand MUSIC volume control knob adjusts the volume of
all added music.
The left hand “CREW VOX” intercom noise squelch control ring adjusts
the trigger level at which pilot or copilot voice will automatically key the
PILOT’s intercom. Turning this ring fully counterclockwise to “LIVE”
keeps this intercom always keyed. Turning this ring fully clockwise keeps
this intercom quiet (except for music) until it is manually keyed.
Issued: 28 Jul 1993 10.1

CSP-D-1B
The aircraft’s radios are connected to the PILOT’s intercom, so the

passengers only hear them in “ALL” mode. Any optionally supplied music
is muted by intercom voice or a received radio signal, and keying a
transmitter will mute intercom audio.
The right hand “PAX VOX” intercom noise squelch control ring adjusts
the trigger level at which passenger voice will automatically key the
intercom. Turning this ring fully counterclockwise to “LIVE” keeps their
intercom always keyed. Turning this ring fully clockwise keeps their
microphones quiet (except for music) until manually keyed.
When the pilot keys, he takes transmitter authority away from the copilot.
If the pilot’s mic key fails, he can switch to “PLT ISO” and then key his
mic (and not the copilot mic) by having someone press the copilot mic key.
If an AA85 internal amplifier fails but does not trip the “AUDIO AMP”
circuit breaker, the pilot may pull this circuit breaker, to get automatic
EMERGENCY switching of the pilot’s headset to direct radio connection.
4.1B AA 97-424 Audio Control Panel
10.2 Issued: 28 Jul 1993

CSP-D-1B
The transmit selector control is a six position rotary switch that selects a
transmitter and it’s corresponding receiver audio. The fully clockwise
“EXPANSION PANEL” switch position allows transfer of
transmitter/receiver control to an auxiliary panel, such as an AA 30-016
with two or three more tactical radios. When a transmitter is keyed, audio
selected by the controller that is transmitting is muted, except for the
sidetone of the transceiver in use. Receive audio is automatically selected
as a function of the rotary selector switch. No additional switching is
needed, to establish external communication. During transmit, the
appropriate TX annunciator (green) will light on the panel. When not
transmitting, any of the row of five audio switches may be lifted, to add
their audio to the audio of the selected transmitter. The rotary knobs above
those five switches control their respective audio volume. There is also a
(blue, center OFF) toggle switch that may be lifted, to add audio from NAV
1, or lowered for Marker Beacon receiver audio.
Intercom system (ICS) audio is controlled by a group of two knobs and a

switch. It may be operated in three modes; LIVE (on constantly), VOX
(voice activated), or KEYED (active only when keyed by the ICS switch).
The center toggle switch is lifted, for VOX or LIVE, and lowered, for mic
button keyed operation. The Mode Control Switch is a locking toggle
switch (pull to switch) that is lifted for ISO/EMER OPER, and lowered for
NORM. It is identified with a red cap. When switched to the ISO/EMER
OPER position, the panel’s audio is removed from the ICS bus and
connected directly to the switch selected transmitter. This mode should be
selected in the event of a audio selector panel fault or power failure. The
Emergency function should be tested prior to flight, to assure proper
operation and allow the radio levels to be set adequately for emergency
operation. If an audio panel or airframe fault prevents the TX annunciator
from lighting during transmit (indicating a failure in the mic keying
circuit), then a different mic may have to be used. A power fault of any
kind will prevent the TX annunciator from lighting, giving an immediate
indication of failure. If ICS audio is still available, then the power to the
control panel has not failed, and loss of the TX light indicates TX switch
failure. Level will be lower than NORM operation because the signals are
obtained directly from the radios, bypassing the electronics in the control
panel. This is provided for failure situations which make operation
impossible in the NORM mode (i.e., loss of power or amplifier failure, etc.)
Issued: 28 Jul 1993 10.3

CSP-D-1B
When the mode switch selects ISO/EMER OPER function, this prevents the
pilot from receiving ICS audio. This is useful when passengers are
interfering with critical flight operations (landing, etc.).
10.4 Issued: 28 Jul 1993

CSP-D-1B
4.2 KX155/KX165 NAV/COMM
The KX155/KX165 is turned on by rotating the ON-OFF VOLUME control

knob, on the left side of the unit, clockwise and adjusting COMM audio
volume. The NAV audio volume is located on the right (NAV) side of the
unit. The left side of the unit is dedicated to COMM frequency
management and the right side of the unit is dedicated to NAV frequency
management. Rotating the frequency control knobs will increment or
decrement the frequency in the STAND-BY window (left frequency knobs
control COMM frequencies; right frequency knobs control NAV
frequencies. Depressing the white transfer button will exchange the USE
and STAND-BY frequencies. When the transmit keyline is activated, a T
will appear between the USE and STAND-BY windows, on the COMM
side, to indicate transmission.
Navigational bearing information from the KX155/KX165 may be

displayed on a Course Deviation Indicator (CDI), Pictorial Navigation
Indicator (PNI) or on the green VOR needle of Radio Magnetic Indicator
(RMI).
Amplified operation instructions are provided in Bendix-King Publication
OFF
BENDIX/KING
No. 006-8329-03.
KX 165 NAV/COMM Transceiver (TSO’d)

CSP-D-1B
4.3 NAVIGATION INDICATORS

NAV Indicators for use with KX 155:
KI 203 VOR/LOC Indicator.
KI 204 and KI 206 VOR/LOC/Glideslope Indicators. The KI 204

indicator interfaces with the KX 155 with glideslope or other NAV/GS
systems which do not contain their own VOR/LOC converters. The KI 204
provides rectilinear display of VOR/LOC and glideslope deviation, internal
blue-white lighting, and an anti-reflective coated glass lens.
KI 204/206 VOR/LOC/Glideslope Indicator
NOTE: The KI 206 indicator is identical in appearance with the KI 204 and is used
in place of the KI 204 when a VOR converter is provided elsewhere, such as with
the KNS 80, KNS 81 and KX 165.

CSP-D-1B
KI 208 VOR/LOC Indicator. Left/right course deviation is displayed.

OFF flag disappears when valid NAV signal is received and TO/FROM is
displayed. Internal blue-white lighting.
KI 209 VOR/LOC Glideslope Indicator. Has built-in VOR/LOC

converter for used with the KX 155 with glideslope receiver. OFF flag
disappears when valid NAV signal is received, and TO/FROM is displayed.
Independent GS flag. Internal blue-white lighting.
KI 209 VOR/LOC/Glideslope Indicator

CSP-D-1B
KCS 55A PNI SYSTEM OPERATION INSTRUCTIONS

When power is applied to the KCS 55A System the HDG flag will remain
in view until the following conditions are satisfied: The gyro spin motor is
at least 50% of normal speed, the fast slave mode has been executed and
normal system power is present. Slave rate is 180 degree/minute. The slow
slave rate is 3 degree/minute. The slaving meter indicates relative
deviation from this alignment.
CAUTION
MOVEMENT OF THE AIRCRAFT WHEN THE
GYRO’S ARE NOT UP TO FULL SPEED OR
WHEN POWER TO THE GYRO’S HAS BEEN
SHUT OFF AND GYROS HAVE NOT FULLY
SPUN DOWN MAY CAUSE GYRO DAMAGE.
ALLOW SUFFICIENT SPIN DOWN TIME PRIOR
TO ANY AIRCRAFT MOVEMENT.
Set the navigation receiver to the desired VOR/LOC station and rotate the
course select knob to adjust the selected course pointer to the desired
course radial. When a usable navigation signal is received by the KI 525A
the NAV warning flag will disappear from view.
The KI 525A lateral deviation bar represents the selected VOR/LOC course.
The relationship of the deviation bar to the symbol aircraft presents the
relationship of the selected course to the aircraft.
For ILS approach, tune the navigation receiver to the desired frequency.
For LOC and ILS front course operation the selected course pointer should
be set to the inbound localizer course. The glideslope pointer will deflect
into view after a 2 to 12 second delay if a usable glideslope signal is
received. The glideslope pointer indicates the relative position of the
glideslope path with respect to the aircraft. The heading bug (shown in the
lower right hand corner) provides no function on this aircraft.

CSP-D-1B
The position of the deviation bar with respect to the symbolic aircraft
indicates the relative position of the selected course. For backcourse
operation set the course pointer to the inbound localizer course. The
deviation bar position relative to the symbolic aircraft then represents the
position of the backcourse with respect to the aircraft.
If the KI 525A HDG flag appears in view after the system has been
operating or will not go out of view after initial power up, the compass
information will not be reliable.
A continuous large deflection of the slaving meter or large discrepancies

between the magnetic compass and the compass card may indicate a failure
in the slaving system and may not necessarily be annunciated by the HDG
flag. If a slaving failure should occur the SLAVE IN button/switch on the
KA51/51A/51B should be returned to its outer position. The system will
now be in the free gyro mode. By depressing the clockwise or
counter-clockwise button on the KA51/51A (toggle switch on the KA 51B)
the compass dial can be repositioned to the correct heading. The compass
system will continue to function normally except there will be no magnetic
correction.
If the KI 525A NAV flag appears the navigation equipment is off,

improperly tuned, or malfunctioning. The compass card will continue to
display the aircraft heading.
If the glideslope pointer remains out of view during ILS operation the
glideslope transmitter or the aircraft glideslope receiver is malfunctioning.
The localizer and heading displays will continue to function normally.
KA 51B Slaving Accessory

and Compensator Unit

CSP-D-1B
4.4 NAV SWITCHING OPTIONS
When two or more navigational receivers share the same display (CDI, HSI
or RMI), lighted indicator switches (with a push to switch feature) are
installed to “Annunciate” which NAV receiver is the source of the
displayed navigational information. The following NAV switching lighted
indicator switch options may be installed:
HSI RMI
NAV GPS NAV GPS
CDI HSI RMI

NAV GPS N1 N2 N1 N2
The HSI select switch function is for the green single bar pointer only. The
yellow double bar pointer is dedicated to the ADF.
The upper legend (CDI, HIS, RMI) is visible at all times and is backlighted
whenever the instrument panel lights are turned on. Only one of the two
lower legends (NAV, GPS, N1, N2) will be lighted at a given time. If
“NAV” or “GPS” is illuminated, the display information will be from the
source annunciated (“NAV” or “GPS”).
The CDI, HSI or RMI will not display GPS information until the GPS has
been activated to fly to waypoint.
4.4A GTX 320/320A TRANSPONDER OPERATING INSTRUCTIONS
Detailed operating instructions can be found in the (GARMIN P/N

190-00133-09) GTX 320/320A Pilot’s Guide. Some highlights of that
pilot’s guide are printed here.
Operation of this transponder will be very familiar to most pilots. Many

pilots will only need to know that the reply light is the little caret beside
the IDENT button, and that the TST function only tests the reply light.
Pressing the IDENT button causes the special identification pulse to be
added to any normal Mode A or Mode C replies, and it lights the reply
light, for 20 seconds. ON provides only Mode A replies. ALT provides
16 FAA Approved: 8/12/88

CSP-D-1B
both Mode A and Mode C (altitude) replies, and is the normal operating
mode.
When changing codes in ON or ALT, do not pass through codes 0000

(government), 7500, (hijack), 7600-7677 (COMMunication failure), or
7700-7777 (EMERGENCY), or it may trigger an automatic alarm, at Air
Traffic Control.
4.4B GTX 327 TRANSPONDER OPERATING INSTRUCTIONS

190-00187-00) GTX 327 Pilot’s Guide. Some highlights of that Pilot’s
Guide (and the Installation Manual) are printed here.
Many pilots will only need to know that the (Mode A) reply code is usually
displayed, and that pressing a number button starts over writing in a new
reply code (left to right). During new code entry, theCLR button works as
a backspace, and the CRSR button cancels a partial (less than four number
button presses) entry. As expected, SBY switches the radio ON but allows
no replies, ON starts only Mode A replies, ALT starts both Mode A and C
replies, and OFF switches the transponder OFF (if held in for at least two
seconds). If the helicopter has an optional Avionics Master Switch, the
GTX 327 will remember which mode was selected before the Avionics
Master was switched OFF. There is no TEST mode to test the reply light
because there is no separate reply light; there is, instead, a circled “R” that
shows up on the lower left corner of the display, for a reply indicator. The
IDENT button activates 18 seconds of IDENT and adds the word “IDENT”
to the upper left corner of the display. The VFR button toggles to and from
a VFR code (usually 1200) from the entered Mode A reply code that is
remembered (even during shut down) until a new code is four button
entered. (The VFR code may be pilot selected, in the Configuration mode.)
Pressing the FUNC button advances the PRESSURE ALT part of the dis-
play through three different six digit stopwatch type timers: a FLIGHT
TIME duration timer, a similar COUNT UP timer, and a reverse operating
COUNT DOWN timer (that may all be operated simultaneously), and then
back to (encoder) altitude. Use the CRSR button and six presses of the
ten number buttons, to select the starting time for the count down timer.
The START/STOP button starts or stops (and the CLR button resets)
whichever timer is presently in view. When the COUNT DOWN timer
Issued: 28 Jul 1993 16.1

CSP-D-1B
passes zero, it flashes and continues as a count up timer, and “COUNT

DOWN" is replaced by “EXPIRED.” When the PRESSURE ALT (altitude
encoder output) function is displayed, an up or down arrow will appear, to
the right side of “PRESSURE ALT,” when the helicopter rate of climb ex-
ceeds the number of feet per minute selected in the Configuration mode.
This altitude display can be pilot configured to read flight level, feet or me-
ters.
When changing codes in ON or ALT, do not pass through codes 0000

(government), 7500, (hijack), 7600-7677 (COMMunication failure), or
7700-7777 (EMERGENCY), or it may trigger an automatic alarm, at Air
Traffic Control.
16.2 FAA Approved: 8/12/88

CSP-D-1B
4.5 KY196A COMM

The KY196A COMM is turned on by rotating the ON-OFF-VOLUME
control knob clockwise and adjusting the volume to a comfortable level.
Two frequencies will be displayed, one in the USE window and one in the
STAND-BY window. Rotating the frequency control knobs will increment
or decrement the frequency in the STAND-BY window. Depressing the
white push button will exchange the frequencies in the USE and
STAND-BY windows. When the transmit keyline is activated, a T will
appear between the USE and STAND-BY windows to indicate transmission.
Amplified operating instructions are provided in Bendix-King Publication

No. 006-8438-00 (KY196A).
4.6 KT76A TRANSPONDER

Turn on the KT76A transponder by rotating the function selector knob to
standby (SBY) for approximately 45 seconds, then to ON or ALT. Rotating
the function selector to test (TST) position will cause the reply light to
illuminate if test is successful. The transponder code is entered by rotating
the code control knobs. During some operations, ATC may request the
pilot to IDENT which will require a momentary depressing of the IDENT
push button on the KT76A transponder. If aircraft is equipped with an
altitude encoder, the transponder function selector knob must be turned to
the ALT position in order to provide altitude reporting to ATC.
Amplified operating instructions are provided in Bendix-King Publication

No. 006-8244-08.

CSP-D-1B

CSP-D-1B
4.6A KT76C TRANSPONDER OPERATING INSTRUCTIONS
MODE SELECT KNOB POSITIONS:

OFF - The unit is not energized.
Standby - The unit is energized, but is inhibited from replying to any

interrogation. “SBY” is annunciated on the display, in this mode. The
altitude display is blank.
TEST - The unit will illuminate all segments and characters, in “TST." No
transponder replies are transmitted in “TST,” but display lighting level may
be adjusted.
On - The unit replies Mode A, only. The altitude display is blank. “ON” is
annunciated on the display. This mode is usually used to salvage position
reporting, when an altitude reporting malfunction or condition threatens to
preclude acceptable transponder use.
Altitude - This is the normal use mode. The unit sends a Mode A four digit
(one of 4096) “squawk” ID (identification) code and a Mode C encoded
altitude, in response to valid interrogations. The altitude information will be
shown as a FL, on the left half of the display. The four digit “squawk”
code will be displayed on the right half of the display. "ALT" and "FL"
are annunciated on the display, in this mode.
PUSH BUTTONS:
IDENT - Depressing the “IDT” push button causes the special position
identification pulse (SPI) to be appended to Mode A replies, for a period of
18 ± 2 seconds. During this period the KT 76C will annunciate the "R".
Buttons 0 through 7 are used to write (left to right) the four digit Mode A
“squawk” code, displayed in the right hand ident window of the display.
The CLR clear key works like a typewriter backspace key and erases
displayed identification code digits, from right to left. The Mode A code
may be selected in the Standby, On, and Altitude modes.
Issued: 28 Jul 1993 17.2

CSP-D-1B
4.6A KT76C TRANSPONDER OPERATING INSTRUCTIONS

(cont)
Three to four seconds after this code has been entered, or immediately after
the “IDT” pushbutton has been pressed, the new code is transmitted. This
code is written into non-volatile memory, so the code will be saved, when
the power is switched “OFF.”
VFR - Momentarily depressing the “VFR” pushbutton causes the

preprogrammed VFR “squawk” code (usually 1200) to replace whatever
code was previously entered. The new “squawk” code will be immediately
displayed, and transmitted 4 to 6 seconds later. This “squawk” code will be
stored as the last active code, just as if it were entered from the front panel
pushbuttons.
The VFR code is programmed by the following sequence:

(1) Place the unit in Standby
(2) Enter in the desired VFR code, with the code pushbuttons.
(3) Depress the “VFR” pushbutton while holding the “IDT”
pushbutton in its depressed position. This will both use and
store this code.
NOTE
Pressing and holding the “VFR” Pushbutton for two
seconds will switch back to the last non-VFR “squawk”
code. Therefore, the VFR button can be used to switch back
and forth between two “squawk” codes, and they are both
remembered, even when the equipment is switched “OFF.”
DISPLAY:
REPLY - The display indicator “R”, is illuminated for 750 msec ± 100
msec when the transponder is replying to a valid interrogation, and during
the 18 ± 2 seconds SPI transmission, following pressing the IDT ident
button.
ALTITUDE DISPLAY:
The KT 76C displays the Flight Level altitude on the left side of the
display. The display is in hundreds of feet. “FL” is annunciated to
indicate Flight Level altitude. Flight Level is a term to indicate that
the altitude is not true altitude, but barometric altitude, which is

CSP-D-1B
not corrected for local pressure. For Example, “Fl - 040" corresponds to an
altitude of 4000 feet, if mean sea level pressure is 29.92 inches of mercury.
The Flight Level altitude is only displayed when the altitude reporting is
enabled, i.e. in Altitude mode. If an invalid code from the encoder is
detected, dashes will appear in the altitude window. Altitude reporting is
disabled, if the altitude window is blank or has dashes.
DISPLAY BRIGHTNESS ADJUSTMENT:

The upper left corner of the display has a photo sensor that continuously
adjusts the display brightness according to the present cockpit light level.
There is also a general lighting level adjustment, to compensate the
brightness for pilot preference or aging of the display. This general
brightness level is adjusted in the test (TST) mode. To adjust the display
general brightness, perform the following steps:
a. Turn the mode select knob to “TST”.

b. Press the “0" pushbutton to decrease brightness by 10%
c. Press the “7" pushbutton to increase brightness by 10%.
d. Press the “4" pushbutton to set brightness to the 50% default
setting.
e. Remove the mode select knob from the “TST” mode, to set dis-
play general brightness programming.
NOTE
In the test mode, four carets will show up below the four
Mode A code digits. The next activation of a 0, 4, or 7
button will switch these carets to showing the display’s
programmed general lighting level.
One caret = 10, 20, or 30%.
Two carets = 40, 50, or 60%.
Three carets = 70, 80, or 90%.
Four carets = 100% (maximum) general lighting level.
Issued: 28 Jul 1993 17.4

CSP-D-1B
4.7 GPS
GARMIN GPS 100 AVD GPS NAVIGATION SYSTEM
For detailed operating instructions refer to the Garmin GPS 100 AVD
Owner’s Manual Part No. 190-00012-00 Rev. B or subsequent.
CAUTION
The aircraft must be placarded as follows:
“GPS APPROVED FOR VFR USE ONLY”
GPS MESSAGE ANNUNCIATION

The manufacturer has installed a supplemental “GPS MESSAGE”
annunciator light. This light incorporates a press-to-test lamp function.
Whenever the GPS unit signals a “message”, the “GPS message”
annunciator will illuminate and an audio tone will be heard in the aircraft
headsets.
GPS NAVIGATIONAL INFORMATION DISPLAY

GPS navigational information may be displayed on the aircraft HSI, RMI or
CDI. If an optional HSI, RMI or CDI has been installed, the display will
give left/right deviation, to/from flag and NAV flag indications similar to a
normal VOR/LOC display. If GPS and another navigational source can be
displayed in an HSI, RMI or CDI, a separate lighted switch, with a
push-to-switch function, will “Toggle” the navigational information from
the GPS or the other navigational source, into the HSI, RMI or CDI. The
lighted switch will illuminate the legend “GPS” whenever the HSI, RMI or
CDI is displaying navigational information from the GPS.

CSP-D-1B
GARMIN GPS 150 NAVIGATION SYSTEM
Notice the placard stating “GPS limited to VFR use only”.

190-00048-00) GPS 150 Pilot’s Guide that must be immediately available
to the flight crew. Some highlights of that pilot’s guide are printed here.
After equipment turn on and its self test, it is necessary to press the ENTer
key to answer “yes, I approve that,” any time the GPS 150 display includes
the flashing question “OK?” … the operator may wish to first use the
CRSR (cursor) key and twist the concentric knob and ring, to change
something. The GPS 150 receiver has a message annunciator that lights up
beside the STATus key, that controls it. Waypoint arrival, change of
receiver status, and other important GPS messages light this light. There is
also mounted on the instrument panel a remote “GPS MESSAGE”
indicator, with push to test (its own lamp) function. If there is a flashing
light beside the STAT key, repeated by the instrument panel mounted “GPS
Message” light, press the GPS 150 STAT (status message) key once, to
read the message, and again to return to the previous display. Press the D
arrow “direct to” key and use the right side knob (and ring) to spell out a
chosen waypoint (remember that ICAO says to start USA all letter airport
identifiers with “K”); then, press ENT twice, to navigate directly there.
Use WPT (waypoint), CRSR (to select a displayed word), and concentric
ring and knob to make choices or enter location of user defined destination
waypoints. Or, press NRST (nearest) key and twist ring and knob to get
quick waypoints. D arrow and ENT will take you to a CRSR highlighted
waypoint.
A 3/32" Allen wrench and power supply have been provided for pilot
removal of the GPS 150 receiver, for user waypoint programming or
operator familiarization. This GPS receiver weights 2.1 pounds at 43" aft
(for a small instrument panel, or 47.2" for a large instrument panel).
Issued: 28 Jul 1993 18.1

CSP-D-1B
GARMIN GPS 150XL NAVIGATION SYSTEM
Notice the placard stating “GPS limited to VFR use only”.

190-00067-80) GPS 150XL Pilot’s Guide and Reference that must be
immediately available to the flight crew. Some highlights of that pilot’s
guide are printed here.
After equipment turn on and its self test, it is necessary to press the ENTer
key to answer “yes, I approve that,” any time the GPS 150XL display
includes the flashing question “OK?”…the operator may wish to first use
the CRSR (cursor) key and twist the concentric knob and ring, to change
something. The GPS 150XL receiver has a message annunciator that lights
up beside the MSG (message) key that controls it. Waypoint arrival change
of receiver status, and other important GPS messages light this light. There
is also mounted on the instrument panel a remote “GPS MESSAGE”
indicator, with push to test (its own lamp) function. If there is a flashing
light beside the MSG key, repeated by the instrument panel mounted “GPS
MESSAGE” light, press the GPS 150XL MSG key once, to read the
message, and again, to return to the previous display. Press the D arrow
“direct to” key and use the right side knob (and ring) to spell out a chosen
waypoint (remember that ICAO says to start USA all letter airport
Use WPT (waypoint), CRSR (to select a displayed word), and concentric
ring and knob to make choices or enter location of user defined destination
waypoints. Or, press NRST (nearest) key and twist ring and knob to get
quick waypoints. D arrow and ENT will take you to a CRSR highlighted
waypoint. Up and down arrow keys beside “OFF” knob change the map
scale, when NAV key is pressed to moving map.
removal of the GPS 150XL receiver, for user waypoint programming or
operator familiarization. This GPS receiver weighs 1.7 pounds at 43" aft
(for a small instrument panel, or 47.2" for a large instrument panel).
18.2 Issued: 28 Jul 1993
CSP-D-1B
4.7A GNC 250XL COMM/GPS
Detailed operation is described in the GARMIN GNC-250XL Pilot’s Guide

(Garmin P/N 190-00067-60, Rev. A or later), which must be immediately
available to the flight crew. The GNC 250XL display top line is the ACTV
(active) and STBY (standby) COMM frequencies, and the lower three lines
are the GPS display, except in NAV MAP mode. This GPS is for VFR use
only.
This COMM works as soon as the OFF/ON/Volume control knob is turned

ON; right beside this knob is the SQuelch control key…you can press it for
MAXIMUM receiver sensitivity. The double ended arrow key
(above the CRSR cursor key) is used to trade the ACTV (active) and STBY
(standby) frequencies. Only the STBY frequency may be changed, by the
knobs beside the CRSR key, and only when the CRSR key has been
pressed the correct number of times to highlight the STBY frequency.
Pressing the double arrow key for more than two seconds will always
tune the active frequency to 121.50 MHz (emergency). A "TX" will show
up to the right of the active frequency, during transmit. The GNC 250XL
will not transmit continuously for longer than 35 seconds, even with a stuck
mic key.
If there is flashing light beside the MSG key, and/or the instrument panel
mounted “GPS MESSAGE” light is on, press the GNC 250XL MSG
(message) key once, to read the message, and again, to return to the
previous display. ENTer = “yes” to “OK?” Press the D arrow “direct to”
key and use the right side knob (and ring) to spell out a chosen way point
(remember that ICAO says to start USA all letter airport identifiers with
“K”); then, press ENT twice, to navigate directly there. Use CRSR and
ring knob to highlight what you want to change. ENT will transfer a
highlighted frequency to STBY. Press NRST (nearest airport, etc.) key
and twist knobs to get quick selections. D arrow and ENT takes you there.
See GNC 250XL Pilot’s Guide for more instructions.
removal of the GNC 250XL receiver, for user waypoint programming or
operator familiarization. See Section VI for weight and balance
information.
Issued: 28 Jul 1993 18.3
CSP-D-1B
4.7B GNS 430 COMM//NAV/GPS
Detailed operation is described in the GARMIN GNS 430 Pilot’s Guide

and Reference (Garmin P/N 190-00140-00, Rev. A or later), which must be
immediately available to the flight crew. A 16 page abbreviated GNS 430
Quick Reference reminder (Garmin P/N 190-00140-01, Rev. B or later) is
also available. The following cursory instructions are for VFR USE,
ONLY.
The COMM works as soon as the C(omm) PWR/VOL volume control knob
is turned ON. After turn ON, the pilot will only be able to see and adjust
which frequencies are presently selected, by pressing the GPS ENTer
key(twice), to approve the GPS Aviation Database effectivity page,
displayed after the turn ON self test display page. The “C” knob is also the
squelch control key...you can press it for unsquelched MAXIMUM receiver
sensitivity. The first 2.3" of the left hand side of this radio functions as a
conventional VHF “NAV/COMM,” and the rest of the radio (center and
right hand side) functions only as a GPS navigation receiver, with moving
map display. The double ended arrow « key marked “C” is used to trade
the COMM active and standby frequencies. Pressing this key for more
than two seconds will always automatically tune the COMM transceiver
ACTIVE frequency to the 121.500 emergency frequency. Only the
standby frequencies may be changed by the COM/VLOC knob and ring.
An “RX” will show up beside the letters “COM” above the active
frequency, while receiving a transmission. A “TX” will show up above the
active frequency, during transmit. The GNS 430 will not transmit
continuously for longer than 35 seconds, even with a stuck mic key.
18.4 Issued: 28 Jul 1993

CSP-D-1B
Please call the large knob at the lower left corner of the GNS 430 the
“COM ring,” and please call the small knob in its center (PUSH C/V) the
“COM knob.”
Also, please call the large knob at the lower right corner of the GNS 430
the “GPS ring,” and please call the small knob in its center (PUSH CRSR)
the “GPS knob.” The COM knob and ring tune the highlighted COMM
standby frequency, on the second line down, below the letters “COM.”
Pushing in on the COM knob shifts the frequency highlight below “VLOC”
(VOR/LOC/ILS), and the knob and ring then tune the VLOC standby
frequency. Pushing the COM knob (PUSH C/V) toggles the tuning control
(and cursor highlight) between COM and VLOC frequencies. However,
this control always defaults back to COM, after the COM knob or ring has
not been turned for the past 30 seconds.
The double ended arrow n key marked “V” is used to trade the VOR or
ILS active and standby frequencies. The little knob marked “V” is for
VOR or Localizer or ATIS volume; push this knob to hear the VOR or LOC
Morse code identifiers and see “ID,” by the “VLOC” frequencies.
There are only two functional connections between the COMM/NAV

and the GPS sides of the GNS 430. One function is through the CDI
button, at the lower left edge of the GNS 430. The GNS 430 is normally
connected to an HSI or other remote navigation Course Deviation Indicator,
and the “CDI” button selects whether this indicator will be supplied with
“VLOC” (VOR or LOC) deviation from the left side of the GNS 430, or
“GPS” deviation from the right side of the GNS 430. This choice is
indicated, just above the CDI button.
The other connection is that if a COMM or NAV frequency on a GPS page

is cursor highlighted (push the GPS “PUSH CRSR” knob), and the ENT
button is pressed, this frequency is then transferred to the standby register
of the COM or VLOC frequency display. VOR/LOC left/right is never
displayed on the GNS 430.
IF there is a yellow flashing “MSG,” above the MSG key, press the
MSG (message) key once, to read the message, and again, to return
to the previous display. After first turn “ON” and ENT approval of
the Aviation Database effectivity pages, the next GPS page to
appear will be the satellite STATUS page, while the receiver is
looking for satellites (NAV page number 5). As soon as the GPS is
ready to navigate, the display switches to the moving map (NAV page
Issued: 28 Jul 1993 18.5

CSP-D-1B
number 2). NAV is the first of four groups of pages that may be displayed
after turning the GPS ring fully counter clockwise (NAVIGATION,
WAYPOINT, AUXILLARY or NEAREST). Which group of pages is
displayed just above the FPL button, and the little boxes to the right fill in
to show which page of that group is being displayed. The GPS knob
selects which page in that group will be displayed.
Turn the GPS ring to select which type of pages. Then, turn the GPS knob,
to select your desired page. Then, push PUSH CRSR (the GPS knob), to
use the ring for scrolling up or down that page. To get emergency
NEAREST AIRPORT, turn the GPS ring fully clockwise (three or more
detent clicks) and then turn the GPS knob (many detent clicks) fully
counterclockwise, if necessary, to see the nearest airports (NRST page
number one). Then, push the GPS (PUSH CRSR) knob, to get a cursor.
Use the GPS ring to scroll the cursor through the nearest airports and their
tower (or common traffic advisory) frequencies. First use the ENT key to
transfer your chosen twr (or uni or mul) frequency to the COMM. Then,
use the ring to scroll to the airport identifier and use the D arrow key and
ENT key (twice) to navigate directly there.
At any time, press the D arrow “direct to” key and use the GPS knob and
ring to spell out a chosen way point (remember that ICAO says to start
USA all letter airport identifiers with “K”); then, press ENT twice, to
navigate directly there. Pressing the OBS button allows the pilot to
navigate along any chosen bearing to (or radial from) the waypoint, like
using the omni bearing selector for a VOR. Press the CLR button for more
than two seconds to default to NAV page one. NAV page one has (only) a
GPS course deviation indicator that can be repeated on a remote CDI or
HSI, by pressing the CDI button. The NAV 2 page is a moving map. The
left and right ends of the top GPS (RNG) button select the moving map’s
range, between 500’ and 2000 miles. The CLR button removes up to three
levels of additional map details. Use the MENU button (and ENT key) to
choose to display a larger map, or a small map with waypoint bearing and
distance and ground speed data along one side.
18.6 Issued: 28 Jul 1993

CSP-D-1B
4.7C GNS 530 COMM//NAV/GPS
Detailed operation is described in the GARMIN GNS 530 Pilot’s Guide and
Reference (Garmin P/N 190-00181-00, Rev. A or later), which must be
immediately available to the flight crew. A 16 page abbreviated GNS 530
Quick Reference reminder (Garmin P/N 190-00181-01, Rev. B or later) is
also available. The following cursory instructions are for VFR USE,
ONLY.
The COMM works as soon as the C(omm) PWR/VOL volume control

knob is turned ON. After turn ON, the pilot will only be able to see and
adjust which frequencies are presently selected, by pressing the GPS
ENTer key (twice), to approve the GPS Aviation Database effectivity
page, displayed between the turn ON self test display pages. The “C”
knob is also the squelch control key...you can press it for unsquelched
MAXIMUM receiver sensitivity. The first 2" of the left hand side of this
radio functions as a conventional VHF “NAV/COMM,” and the rest of
the radio (center and right hand side) functions only as a GPS navigation
receiver, with moving map display. The double ended arrow n key
marked “C” is used to trade the COMM active and standby frequencies.
Pressing this key for more than two seconds will always automatically
tune the COMM transceiver ACTIVE frequency to the 121.500
emergency frequency. Only the standby frequencies may be changed by the
Issued: 28 Jul 1993 18.7

CSP-D-1B
COM/VLOC knob and ring. An “RX” will show up beside the letters
“COM” above the active frequency, while receiving a transmission. A
“TX” will show up above the active frequency, during transmit. The GNS
530 will not transmit continuously for longer than 35 seconds, even with a
stuck mic key.
Please call the large knob at the lower left corner of the GNS 530 the
“COM ring,” and please call the small knob in its center (PUSH C/V) the
“COM knob.” Also, please call the large knob at the lower right corner of
the GNS 530 the “GPS ring,” and please call the small knob in its center
(PUSH CRSR) the “GPS knob.” The COM knob and ring tune the
highlighted COMM standby frequency, on the second line down, below the
letters “COM.” Pushing in on the COM knob shifts the frequency highlight
to below “VLOC” (VOR/LOC/ILS), and the knob and ring then tune the
VLOC standby frequency. Pushing the COM knob (PUSH C/V) toggles the
tuning control (and cursor highlight) between COM and VLOC frequencies.
However, this control always defaults back to COM, after the COM knob
or ring have not been turned for the past 30 seconds.
The double ended arrow n key marked “V” is used to trade the VOR or
ILS active and standby frequencies. The little knob marked “V” is for
VOR or Localizer or ATIS volume; push this knob to hear the VOR or LOC
Morse code identifiers and see “ID,” by the “VLOC” frequencies.
There are only two functional connections between the COMM/NAV

and the GPS sides of the GNS 530. One function is through the CDI
button, at the lower left edge of the GNS 530. The GNS 530 is normally
connected to an HSI or other remote navigation Course Deviation Indicator,
and the “CDI” button selects whether this indicator will be supplied with
“VLOC” (VOR or LOC) deviation from the left side of the GNS 530, or
“GPS” deviation from the right side of the GNS 530. This choice is
indicated, just above the CDI button.
The other connection is that if a COMM or NAV frequency on a

GPS page is cursor highlighted (push the GPS “PUSH CRSR”
knob), and the ENT button is pressed, this frequency is then
transferred to the standby register of the COM or VLOC frequency
display . VOR/LOC left/right is never display ed on the GNS 530.
18.8 Issued: 28 Jul 1993

CSP-D-1B
IF there is a yellow flashing “MSG,” above the MSG key, press the MSG
(message) key once, to read the message, and again, to return to the
previous display. After first turn “ON” and ENT approval of the Aviation
Database effectivity and indicator self test pages, the next GPS page to
appear will be the satellite STATUS page, while the receiver is looking for
satellites (last NAV page). As soon as the GPS is ready to navigate, the
display switches to the moving map (NAV page number 2). NAV is the
first of four groups of pages that may be displayed after turning the GPS
ring fully counter-clockwise (NAVIGATION, WAYPOINT, AUXILIARY
or NEAREST). Which group of pages is displayed just above the FPL
button, and the little boxes to the right fill in to show which page of that
group is being displayed. The GPS knob selects which page in that group
will be displayed. Holding in the CLR key for longer than two seconds
switches from any page to NAV page one, which looks similar to an HSI,
laid over a moving GPS map.
Turn the GPS ring to select which type of pages. Then, turn the GPS knob,
to select your desired page. Then, push PUSH CRSR (the GPS knob), to
use the ring for scrolling up or down that page. To get emergency
NEAREST AIRPORT, turn the GPS ring fully clockwise (four or more
detent clicks) and then turn the GPS knob (many detent clicks) fully
counterclockwise, if necessary, to see the nearest airports (NRST page
number one). Then, push the GPS (PUSH CRSR) knob, to get a cursor.
Use the GPS ring to scroll the cursor through the nearest airports and their
tower (or common traffic advisory) frequencies. First use the ENT key to
transfer your chosen twr (or uni or mul) frequency to the COMM. Then,
use the ring to scroll to the airport identifier and use the Dg key and ENT
key (twice) to navigate directly there.
At any time, press the Dg “direct to” key, to get to the “SELECT Dg
WAYPOINT” page. Then, use the GPS knob and ring to spell out a chosen
way point (remember that ICAO says to start USA all letter airport
Or, turn the GPS ring to scroll the cursor down to the “SELECT Dg
WAYPOINT” page third line; you can then use the GPS knob and ring to
spell out the name of a city and get its airport, without knowing its
identifier.
From the NAV two (moving map, north always up) page, press
PUSH/CRSR and then use the knob and ring to move the arrow to
your chosen waypoint. (Keep the RNG range select switch set at
Issued: 28 Jul 1993 18.9

CSP-D-1B
50 miles or less, to make airports show up.) Then, press the Dg “direct to”
key and press ENT twice, to navigate directly there.
Pressing the OBS button allows the pilot to (press on, or press off) navigate
along any chosen bearing to (or radial from) the waypoint, like using the
omni bearing selector for a VOR, instead of navigating DIRECT TO the
waypoint. (Using the OBS mode will inhibit automatic redirecting to the
next waypoint of a selected FLIGHT PLAN route.)
The FPL button allows programming a pre selected FLIGHT PLAN route,
like flying long distances by navigating from VOR to VOR to VOR, except
that now any kind of waypoints may be used.
At any time, press the CLR button for more than two seconds to default to
NAV page one. NAV page one looks similar to an HSI, but it shows
aircraft ground track, moving up (not which way the nose is pointing). And
it has (only) a GPS course deviation indicator that can be repeated on a
remote CDI or HSI, by pressing the CDI button. The NAV two page is
only a moving map, with NORTH up. The top and bottom ends of the GPS
(RNG) rocker button select the moving map’s range, between 500’ and
2000 miles. The CLR button removes up to three levels of additional map
details (or gives them back). Use the MENU button (and ENT key) to
choose to display a larger map, or a small map with five fields of data (like
waypoint and bearing), along the right side of that map.
The VERTICAL NAVIGATION setup page is quickly accessed by pressing

the VNAV key. When navigating to a waypoint, press the VNAV key, to
get the “VERTICAL NAVIGTION” page. Use PUSH/CRSR and knob and
ring to select a target arrival altitude and distance from that waypoint, and
the GPS will then fill in every vertical speed required (VSR) window
instructing how to get there. Then, press the VNAV key again, to switch
back to your previous page. When it is time to start down, at your chosen
rate of descent, the GPS will flash a message light advising that it is time.
If you do not see a VSR field on your NAV one or NAV two page, use the
MENU key and knob and ring to ENT choose a convenient VSR field.
There is also very flexible ¾ inch square window under the VLOC
frequency window. The factory VOR/LOC Data “Defaults” provide THE
DECODED IDENTIFIER, on the top line and also VOR radial and distance
or LOCALIZER location, below the decoded identifier.
18.10 Issued: 28 Jul 1993

CSP-D-1B
Or, the operator can use AUX page three, PUSH/CRSR, turn KNOB or
RING, press ENT, turn KNOB twice, to get “Configurable Data Fields,”
turn RING to move the cursor to the window top line, and then use the
KNOB to select one of all the possible GPS field choices and press ENT.
To change back to the factory default DECODED IDENTIFIER choice, use
the same AUX page three Data Field Configuration route and then the
MENU button to get the choice “Restore Defaults?” and press ENT.
Directly below this ¾ inch square window is a window that says “ENR,”
when proceeding to a waypoint 30 or more miles away and switches to
“TERM,” when less that 30 miles away. During an instrument approach,
this window would switch from “TERM” to “APR,” at 2 miles range.
The next (bottom) window down says “INTEG,” any time Receiver
Autonomous Integrity Monitoring (RAIM) is not of satisfactory accuracy
for a GPS instrument approach.
Issued: 28 Jul 1993 18.11

CSP-D-1B
18.12 Issued: 28 Jul 1993

CSP-D-1B
4.8 KI 229 RMI OPERATION INSTRUCTIONS
The KI 229 Radio Magnetic Indicator (RMI) display is discussed below.
A. Compass Card/Lubber Line

This rotating card repeats gyro stabilized magnetic compass in-
formation. Aircraft heading is read from the compass card un-
der the orange lubber line.
B. ADF Pointer
The arrow of the double yellow pointer indicates magnetic
heading to the ADF station.
C. VOR Pointer
The arrow of the single green pointer indicates the magnetic
heading to a VOR station or Area Navigation Waypoint. This
pointer can also be made to read magnetic heading to another
ADF station by an external switch.
The KI 229 RMI repeats magnetic heading information from the KI 525A
Navigation Indicator or other slaved directional gyro system. Aircraft
heading is read under the lubber line of the KI 229. (Refer to KCS 55A
PNI system operation for KI 525A operation).
When the ADF receiver is tuned to a station, the yellow ADF pointer
indicates the magnetic heading to the station. Thus, if the pilot desires to
fly toward the station, he merely turns his aircraft to the magnetic heading
indicated by the ADF pointer.
When the VOR receiver is tuned to a VOR station, the green VOR pointer
indicates the magnetic heading to the station. If the KI 229 is used in an
Area Navigation System, the VOR pointer indicates the magnetic heading
to the waypoint. The green pointer can also be made to give magnetic
heading for a second ADF receiver by the addition of an external switch
and installation of a second ADF receiver.
Should a localizer frequency be selected, or the VOR receiver indicates a

flagged condition, the VOR (green) pointer is parked 90° to the right of the
lubber line.

CSP-D-1B
RMI OPERATION
The KI 229 Radio Magnetic Indicator provides bearing information to both
ADF and VOR stations by means of two pointers, each of which is read
against the compass card. The compass card displays heading information.
The double pointer is dedicated solely to ADF and is marked “ADF”. The
single pointer is assigned to VOR information. (Note: the single pointer
can be switched between VOR and ADF by means of an external switch as
explained in the installation manual of the KI229).
KI 525A Horizontal Situation Indicator (TSO’d)
KI 229 RMI Indicator (TSO’d)

CSP-D-1B
4.9 KN 62A DME OPERATION INSTRUCTIONS
The KN 62A front panel controls consist of an ON-OFF switch, a function

switch, and frequency selection knobs. The function switch determines
both the information displayed and the channeling source for the DME. In
Remote (RMT) mode, the DME is channeled from an external control head,
and the display shows range, speed, and time-to-station. In Frequency
(FREQ) mode, the DME is channeled from its own frequency selection
knobs, and the display shows range and frequency. In Ground
Speed/Time-to-Station (GS/T) mode the DME holds the last internally
selected frequency and displays range, speed, and time-to-station.
The frequency hold feature in GS/T mode is necessary to prevent accidental

rechanneling of the DME when frequency is not being displayed. To
prevent the unit from displaying false information, the DME will display
dashes and stay in “search” whenever power is turned on or momentarily
interrupted in GS/T mode. Normal operation is re-established by switching
to FREQ or RMT mode.
When the DME is in search mode, dashes are displayed instead of range,
speed, and time-to-station. An automatic dimming circuit adjusts the
brightness of the display to compensate for changes in ambient light level.
KN 62A Complete panel-mounted digital DME (TSO’d)
The audio output is used to identify the DME ground station being
received.
The effective range of the DME depends on many factors, most important
being the altitude of the aircraft. When the aircraft is on the ground, the
KN 62A usually will not receive DME stations due to line-of-sight signal
limitations. The distance measured by the DME is slant-range distance
(measured on a slant from aircraft to ground station) and should not be
confused with actual ground distance. The difference between ground
distance and slat-range distance is smallest at low altitude and long range.
In order to obtain accurate ground speed and time-to-station, the aircraft
must be tracking directly to or from the station.

CSP-D-1B
If more than one VOR/DME is installed in the aircraft, a DME source

selector switch is installed to allow channeling from either NAV #1 or NAV
#2. This switch is labeled DME selector, NAV #1, NAV #2 and is installed
adjacent to the DME.
4.10 KR 87 ADF
Rotate on-off-volume control knob to ON and adjust for proper volume.

Depress FRQ button. Two (2) frequencies are displayed, one is in the USE
or active window, the other is in the STAND-BY window. Rotating the
frequency control knobs will change the frequency in the STAND-BY
window. When the desired frequency is tuned in the STAND-BY window,
depressing the FRQ button will exchange the USE and STAND-BY
frequencies.
KI 227-00 ADF Indicator, for use with the

KR 87 ADF (TSO’d)
ADF bearing information is displayed on the ADF indicator or the RMI.

The RMI is gyro stabilized to the aircraft slaved compass system. The ADF
indicator needle will point to the magnetic heading of the ADF station when
the aircraft heading is located under the lubber line on the indicator.

CSP-D-1B
When the ADF is not in use of if a weak ADF signal is received the ADF
(yellow) pointer will park at 90° to the right of the lubber line.
The antenna mode (ADF button not depressed) is normally used for the
station identifying. Depressing the ADF button IN will cause the pointer of
the ADF indicator to point in the direction of the station tuned in the USE
window (if sufficient signal strength is present). Pushing the BFO (Beat
Frequency Oscillator) button will cause a 1000 Hz tone to be heard
whenever there is a radio carrier signal present at the selected frequency.
The BFO light will also be illuminated on the display. BFO operation is
primarily used in various parts of the world where L/MF stations use an
interrupted carrier for identification purposes.
Depressing the FLT/ET button will display the elapsed time (ET) or flight
time (FLT) in the stand-by window (the stand-by frequency will be stored
in memory). Depressing the FLT/ET will cycle the display between FLT
timer and ET timer. The flight timer automatically resets to 0:00 when the
unit is first turned on. The only way to reset the flight timer is to turn the
unit OFF then ON.
The elapsed timer will either count up or count down. When power is first
applied, it is automatically in the count up mode. The ET timer can be reset
to 0:00 by depressing the SET/RST (set/reset) button. The ET can be put in
countdown mode by depressing and holding the RST Button in, for
approximately 2 seconds, unit ET message begins to flash. With ET
flashing, the frequency control knobs can be rotated to enter any time
desired up to 59 minutes, 59 seconds. The ET timer will not start counting
down until RST button is depressed (Depressing the RST button will cause
the ET to start counting down regardless of current display in
STAND-BY/TIMER window). When timer reaches 0 it reverts back to
count up mode.
When either FLT/ET timer modes are displayed in the STAND-BY/TIMER

window, rotating the frequency control knobs will directly tune the USE
frequency (instead of the stand-by frequency in memory).

CSP-D-1B
4.11 MARKER BEACON
KR 21 Marker Beacon Operating Instructions
Marker beacon receivers are used to provide accurate fixes by informing

the pilot of his passage over beacon stations located on airways and ILS
approach courses. Three types of beacons are used. They are inner marker,
the outer marker and the middle marker. (See paragraph 4.1 of this
supplement on how to select Marker Beacon Audio).
KR 21 Marker Beacon Receiver and lights
When passing the outer marker the blue light will flash “on/off” at a two
per second rate and the pilot will hear a series of low tone dashes.
When the aircraft passes the middle marker the pilot hears a medium
pitched tone in a series of dots and dashes and the amber light flashes
synchronously with the tones.
The inner marker is located close to the end of the runway. When the
aircraft passes the inner marker the pilot will hear a 3000 Hz tone in
headphone or speaker and the white lamp will be illuminated while over the
station. The inner marker is used to indicate a point approximately 1500 ft.
from the runway and if on proper glide path the altitude above the runway
should be approximately 100 feet.
The HiLo Switch provides sensitivity switching control. An aircraft flying

at high altitude or slightly off course may fail to receive the signal when in
the low sensitivity position. It is suggested that the marker sensitivity
switch first be placed in high sensitivity position until aural and/or lamp
indication is received. The control switch may be turned to low sensitivity
to reduce the duration of the indication and to obtain a more accurate
reading passage since the signal appears to build and fade faster on low
sensitivity.

CSP-D-1B
The high sensitivity position may be used to effectively give the pilot an
advance indication that he is approaching the outer marker. In order to
expedite the ILS approach the pilot may wish to retain higher speed until he
is nearby the outer marker inbound. With the KR21 marker in high
sensitivity position the aural tone will begin about one mile from the outer
marker. At this time, the pilot may switch the marker to low sensitivity and
slow to final approach speed.
4.12 KLX135/135A COMM/GPS
Detailed operation is described in the BENDIX/KING KLX 135 Pilot’s

Guide (AlliedSignal P/N 006-08751-0000) or KLX 135A Pilot’s Guide
(AlliedSignal P/N 006-08789-0000), which must be immediately available
to the flight crew. Upon KLX 135/135A turn ON, at the top of the third
screen, look for a word like ORS 01. Make sure this Operational Revision
Status number is the same as the one on the front cover of the
KLX135/135A Pilot’s Guide you are using. Update the internal data base
through the headphone type GPS “DATABASE” connector located under
the instrument panel.
Note that you will have to press the ENTer button three more times after
KLX 135/135A turn ON, to see COMM active and standby frequencies
(two lines in upper left corner). If the display fails, see BLIND TUNING
FEATURE, in the KLX 135/135A Pilot’s Guide. The knobs and transfer
button on the left end of the KLX 135/135A control the VHF COMM. The
knobs tune the standby (lower) frequency; then press the transfer button to
move it to the (top) active frequency display. A “T” over the active
frequency decimal point means you are transmitting, and an “R” over that
point means you are receiving a transmission. Pull out the OFF/On knob
for maximum COMM receiver gain/squelch over ride and turn it to get a
comfortable COMM audio volume.
GPS
KLX 135/135A GPS/COMM
FAA Approved: 28 Jul 1993 25

CSP-D-1B
All other knobs and buttons, control the GPS. When there is a flashing
“M” under the COMM frequency display and/or the instrument panel
mounted “GPS MESSAGE” light is on, press the KLX 135/135A MSG
(message) button once to read the message and again to return to the
previous display. Press the D arrow “direct to” button and use the two right
side knobs to spell out a chosen waypoint (ICAO) identifier (remember that
USA all letter airport identifiers start with “K”). Then press ENTer twice,
to navigate directly there. See the KLX135/135A Pilot’s Guide for further
instructions.
SECTION V
Performance Data
Not affected

CSP-D-1B
SECTION VI
Weight and Balance

At the time of delivery, Schweizer Aircraft Corporation provides each
rotorcraft with an original weight and balance report and the equipment list,
(equipment both required and optional) installed on the helicopter at the
time of licensing. The removal or addition of any equipment can affect the
basic empty weight and center of gravity. Any change to the permanently
installed equipment or modification which affects weight or moment must
be entered in the weight and balance record.
6.1 GNC 250XL, GPS 150, GPS 150XL, GNS 430, GNS 530
The removable panel unit for GNC 250XL weighs 2.6 lbs. and is located at
longitudinal arm 43.15" in the standard instrument panel.
The removable panel unit for GPS 150 receiver weighs 2.1 lbs. and is
located at longitudinal arm 41.8" in the standard instrument panel.
The removable panel unit for GPS 150XL receiver weighs 1.7 lbs. and is
located at longitudinal arm 43" in the standard instrument panel.
The removable panel unit for GNS 430 transceiver weighs 5.1 lbs. and is
The removable panel unit for GNS 530 transceiver weighs 6.8 lbs. and is
SECTION VII
Aircraft Handling, Servicing and Maintenance

Not Affected
SECTION VIII
Additional Operations and Performance Data

Not Affected

CSP-D-1B
This page is intentionally blank.

CSP-D-1D

For
Schweizer 330 Model 269D Helicopters
OPTIONAL INSTRUMENT PANEL INSTALLATION
Date of Approval :
Approved By:
Irwin N. Brumer
1
CSP-D-1D
LOG OF PAGES
PAGE DATE
1 22 Dec 1993
2 22 Dec 1993
3 22 Dec 1993
4 22 Dec 1993
5 22 Dec 1993
6 22 Dec 1993
7 22 Dec 1993
8 22 Dec 1993
REVISION TABLE
Number
Date Description
Change
2 Issued: 22 Dec 1993

CSP-D-1D
INDEX
Paragraph Title Page No.
Number
Section I General 5
Section III Emergency and Malfunction 5
Procedures
4.1 Optional Instrument Panels
Section VI Weight & Balance Data 8
Section VII Aircraft Handling, Servicing & 8
Maintenance
Section VIII Additional Operations & 8
Performance Data
Issued: 22 Dec 1993 3

CSP-D-1D

CSP-D-1D
SECTION I
General
This supplement must be carried in the applicable basic FAA approved 330
Model 269D Rotorcraft Flight Manual when the rotorcraft is equipped with
an optional instrument panel. Except as modified by this flight manual
supplement, operation in compliance with the basic approved Rotorcraft
Flight Manual is mandatory.
SECTION II
Limitations
Not Affected
SECTION III
Not Affected
SECTION IV
Normal Procedures
4.1 OPTIONAL INSTRUMENT PANELS (Figure 4-1 and 4-2).

CSP-D-1D
RIGHT SEAT PILOT IN COMMAND
Figure 4-1. Right Seat Pilot in Command Instrument Panel

CSP-D-1D
LEFT SEAT PILOT IN COMMAND
Figure 4-2. Left Seat Pilot in Command Instrument Panel

CSP-D-1D
SECTION V
Performance Data
Not Affected
SECTION VI
Weight and Balance Data
At the time of delivery, Schweizer Aircraft Corporation provides each ro-

torcraft with an original weight and balance report and a list of equipment
Section VII
Not Affected
Section VIII
Not Affected

CSP-D-1E

For
TWO PASSENGER CENTER BENCH SEAT OPERATION
Date of Approval :
Approved By:
Irwin N. Brumer
1
CSP-D-1E
LOG OF PAGES
PAGE DATE
1 22 Dec 1993
2 22 Dec 1993
3 22 Dec 1993
4 22 Dec 1993
5 22 Dec 1993
6 22 Dec 1993
7 22 Dec 1993
8 22 Dec 1993
REVISION TABLE
Number
Date Description
Change

CSP-D-1E
INDEX
Number
Section I General 5
2.1 Flight Restrictions 5
Procedures
4.1 Seating Arrangements and Seat 5
Belt Use
Maintenance
Performance Data

CSP-D-1E

CSP-D-1E
SECTION I
General
the two passenger center bench seat. Except as modified by this flight
manual supplement, operation in compliance with the basic approved Ro-
torcraft Flight Manual is mandatory.
SECTION II
Limitations
2.1 FLIGHT RESTRICTIONS
l When aircraft is equipped with dual controls, only one passenger

may occupy the center seat. The right hand set of controls must be
removed if aircraft is to be operated with two passengers in the cen-
ter seat.
SECTION III
Not Affected
SECTION IV
Normal Procedures
4.1 SEATING ARRANGEMENTS AND SEAT BELT USE.
Refer to Figure 4-1 for seat belt use when two-passenger utiliza-
tion of the center bench seat is desired. Refer to Figure 4-2 for
seating arrangement and seat belt/shoulder harness stowage when
one-passenger utilization of the center bench seat is desired.
Reposition pilot’s map light before start if operation is to occur at

night and two-passenger utilization of the center bench seat is de-
sired.
The center bench seat utilizes rotary buckles that require a dial to
be rotated for release. (Seat belts for the left and right seats are
pull-to-release type.) Be sure to brief passengers accordingly.

CSP-D-1E
Figure 4-1. Seating Arrangement, Two-Passenger Operation

CSP-D-1E
1. Use outboard seat belt and rotary with inboard shoulder harnesses for
one-passenger operation. Stow unused harnesses in pockets above seat
back. Stow unused seat belt and right hand rotary through slot in center
of seat cushion.
Figure 4-2. Seating Arrangement, One-Passenger Operation

CSP-D-1E
SECTION V
Performance Data
Not Affected
SECTION VI

Center of Gravity Locations:
Center Seat Longitudinal Lasteral

(position) (Sta. - in.) (B.L. - in.)
Left Side Passenger 78.6 -5.57

Right Side Passenger 78.6 +9.63
Single Passenger 78.6 +2.03
Section VII
Not Affected
Section VIII
Not Affected

CSP-D-1H

For
ALTERNATE STATIC SOURCE

OPERATING PROCEDURES
Date of Approval :
Approved By:
Irwin N. Brumer
1
CSP-D-1H
LOG OF PAGES
PAGE DATE
1 22 Dec 1993
2 22 Dec 1993
3 22 Dec 1993
4 22 Dec 1993
5 22 Dec 1993
6 22 Dec 1993
7 22 Dec 1993
8 22 Dec 1993
REVISION TABLE
Number
Date Description
Change

CSP-D-1H
INDEX
Number
Section I General 5
Procedures
4.1 Operating Procedures 5
Maintenance
Performance Data

CSP-D-1H

CSP-D-1H
SECTION I
General
the optional Alternate Static Source. Except as modified by this flight
SECTION II
Limitations
Not Affected
SECTION III
Not Affected
SECTION IV
Normal Procedures
4.1 OPERATING PROCEDURES
The Alternate Static Source valve is located on the front of the in-
strument panel and is clearly placarded. Use the Alternate Static
Source whenever atmospheric conditions may cause blockage of
the primary static source or instrument readings are in question.

CSP-D-1H
SECTION V
Performance Data
When the Alternate Static Source is in use, indicated altitude will

be up to 45 feet higher than indicated altitude with the standard
static source selected. Indicated airspeed increases from standard
static configuration. See Calibration Curve below.

CSP-D-1H
SECTION VI

Section VII
Not Affected
Section VIII
Not Affected

CSP-D-1H

CSP-D-1I

For
AUXILIARY LANDING LIGHT

OPERATING PROCEDURES
Date of Approval :
Approved By:
Irwin N. Brumer
1
CSP-D-1I
LOG OF PAGES
PAGE DATE
1 22 Dec 1993
2 22 Dec 1993
3 22 Dec 1993
4 22 Dec 1993
5 22 Dec 1993
6 22 Dec 1993
7 22 Dec 1993
8 22 Dec 1993
REVISION TABLE
Number
Date Description
Change

CSP-D-1I
INDEX
Number
Section I General 5
Procedures
4.1 Operating Procedures 6
Maintenance
Performance Data

CSP-D-1I

CSP-D-1I
SECTION I
General
the optional Auxiliary Landing Light. Except as modified by this flight
SECTION II
Limitations
Not Affected
SECTION III
Not Affected

CSP-D-1I
SECTION IV
Normal Procedures
4.1 OPERATING PROCEDURES
The switch-type circuit breaker for the auxiliary landing light is lo-
cated on the right side of the circuit breaker panel (Figure 4 -1).
The auxiliary fixed landing light is mounted on the landing gear

forward crossbeam and is intended for use in addition to or as a
back-up landing light in the event of failure of the primary landing
light. The auxiliary landing light is not intended to be used as
the primary landing light. Each light is wired to a separate
switch to allow for independent or simultaneous operation.
Figure 4-1. Auxiliary Landing Light Switch-Type Circuit Breaker

CSP-D-1I
SECTION V
Performance Data
Not Affected
SECTION VI

Section VII
Not Affected
Section VIII
Not Affected

CSP-D-1I

CSP-D-1K

For
ENGINE AIR PARTICLE SEPARATOR FILTER
Date of Approval :
Approved By:
Irwin N. Brumer
1
CSP-D-1K
LOG OF PAGES
PAGE DATE
1 28 Nov 1994
2 28 Nov 1994
3 28 Nov 1994
4 28 Nov 1994
5 28 Nov 1994
6 28 Nov 1994
7 28 Nov 1994
8 28 Nov 1994
REVISION TABLE
Number
Date Description
Change
2 Issued: 28 Nov 1994

CSP-D-1K
INDEX
Number
Section I General 5
Section III Emergency and Malfunction
Procedures 6
Section IV Normal Procedures
4.1 Preflight Inspection 6
Section V Performance Data
Section VII Aircraft Handling, Servicing &
Maintenance 7
7.1 Cleaning and Inspection
Performance Data
Issued: 28 Nov 1994 3

CSP-D-1K

CSP-D-1K
SECTION I
General
the Optional Engine Air Particle Separator Filter. Except as modified by
this flight manual supplement, operation in compliance with the basic
approved Rotorcraft Flight Manual is mandatory.
The Engine Air Particle Separator provides filtration of engine air. The
installation incorporates a particle separator filter, a bleed air operated
ejector system, and a gas spring operated bypass door. The particle
separator unit filters engine intake air by imparting centrifugal force to
separate heavy dirt particles from the mainstream of air entering the engine.
The ejector system, powered by engine compression air, boosts the
scavenge velocity increasing the efficiency of particle removal, and ejects
the dirt out of the aircraft. Should differential pressure exceed set limits,
the gas spring allows the bypass door to open, providing an alternate air
path to the engine plenum chamber. An indicator light on the instrument
panel illuminates when the bypass door is activated.
SECTION II
Limitations
Not Affected

CSP-D-1K
SECTION III
Emergency
l Alternate air:
l l Amber ALT AIR Indicator Illuminates Indicating air bypass

door is activated
l l l Monitor engine instruments
l l l Land as soon as practicable
l l l Service Particle Separator before next flight (HMI Appx A)
SECTION IV
Normal Procedures
4-1. PILOTS PREFLIGHT INSPECTION
INTERMEDIATE FUSELAGE LEFT SIDE
Engine air filter for obstructions and damage CHECK
Engine air filter ejector tube for obstructions and damage CHECK

CSP-D-1K
SECTION V
Performance
5-1. When making a power check use the internal screen inlet power
check chart (Model 269D Pilot’s Flight Manual, Fig. 5-8) in the
normal manner except, reduce recorded T.O.T. by 11°C at the test
torque.
SECTION VI
Weight and Balance
6-1. At the time of delivery, Schweizer Aircraft Corporation provides

each rotorcraft with an original weight and balance report and a
list of equipment (equipment both required and optional) installed
on the helicopter at the time of licensing. The removal or addition
of any equipment can affect the basic empty weight and center of
gravity. Any change to the permanently installed equipment or
modification which affects weight or moment must be entered in
the weight and balance record.
SECTION VII
Handling, Servicing & Maintenance
7-1. CLEANING AND INSPECTION
a. Open lower access door to plenum chamber.
b. Cover engine air inlet port
c. Visually check for obstruction or debris in filter. Vacuum any

debris from tubes and ejector passageway. Use compressed air
to blow out any contaminates.
d. Wash the filter assembly using a pressurized solution of soap

and water then rinse thoroughly to remove any cleaning solu-
tion from filter assembly and plenum chamber.
e. Use compressed air to dry and remove excess moisture from

the filter assembly. Remove any standing puddles of water in-
side the plenum chamber.
CSP-D-1K
SECTION VIII
8-1. l Decrease calculated specific range by 3%.

l Increase calculated fuel flow by 3%.

CSP-D-1L

For
OPTIONAL INSTRUMENT TRAINER OPERATION
Date of Approval :
Approved By:
Irwin N. Brumer
1
CSP-D-1L
LOG OF PAGES
Page Date
1 15 Nov 1994
2 15 Nov 1994
3 15 Nov 1994
4 15 Nov 1994
5 15 Nov 1994
6 15 Nov 1994
7 15 Nov 1994
8 15 Nov 1994
Number
Date Description
Change

CSP-D-1L
INDEX
Paragraph
Number Title Page No.
Section I General 5
Procedures
Optional Instrument Panels
Section VII Aircraft Handling, Servicing 7
& Maintenance
Performance Data

CSP-D-1L

CSP-D-1L
SECTION I
General
an optional instrument panel. Except as modified by this flight manual
supplement, operation in compliance with the basic approved Rotorcraft
Flight Manual is mandatory.
SECTION II
Limitations
2.1 Not approved for IFR flight.
2.2 All IFR training must be conducted in VFR conditions, with multi-
ple controls installed and an appropriately rated safety pilot in the
other control seat.
2.3 Additional Placard:
Located above instruments on center panel.
NOT APPROVED FOR IFR FLIGHT
SECTION III
3.1 If required, safety pilot take control; follow procedures in basic

manual.

CSP-D-1L
SECTION IV
Normal Procedures
4.1 See OPTIONAL INSTRUMENT/AVIONICS INSTALLATIONS

supplement (CSP-D-1B) for operation of navigation instruments
and avionics.
Figure 4-1. Model 269D Instrument Panel
4.2 Light dimming controls (one dedicated for each side panel) are
located in the center panel.
NOTE
The panel for the instrument trainer may be configured

with dual side panels as illustrated in Figure 4-1. It may
also be configured with one side panel (left or right), or
with no side panels.
SECTION V
Performance Data
Not Affected
CSP-D-1L
SECTION VI

SECTION VII
Not Affected
SECTION VIII
Not Affected

CSP-D-1L

CSP-D-1M

Rotorcraft Manual
For
Schweizer Model 269D Helicopters
SpectroLab SX-5 Search Light Install
269D9230 (R/H, Single Mount Install.)
or
269D9236-1 (R/H Dual Mount Install.;

in Conjunction with ULTRA 7000 FLIR)
Date of Approval :
Date of Revision #2 Approval :
Approved By:
Vito A. Pulera,
1
CSP-D-1M
LOG OF PAGES
Page Date
1 09 Jul 2002
2 09 Jul 2002
3 09 Jul 2002
4 15 Mar 1996
5 09 Jul 2002
6 09 Jul 2002
7 09 Jul 2002
8 09 Jul 2002
9 09 Jul 2002
10 09 Jul 2002
REVISION TABLE
Number
Date Description
Change
1 06 Oct 2000 Revised to add new VNE for 269D
Config. "A"
2 09 Jul 2002 Add optional dual mount information.
2 FAA Approved: 15 Mar 1996

CSP-D-1M

Number
Section I General 5

Procedures 6


& Maintenance

Performance Data
Issued: 15 Mar 1996 3

CSP-D-1M

CSP-D-1M
Section I
General
This supplement contains basic operation instructions for optional

269D9230 or 269D9236-1 SX-5 Searchlight Installations. See Spectrolab
SX-5 Starburst Operation and Maintenance Manual No. 031718 for further
details.
This supplement must be carried in the applicable basic FAA approved
the optional searchlight installation contained herein. Except as modified
by this flight manual supplement, operation in compliance with the basic
approved Rotorcraft Flight Manual is mandatory.
The 269D9230 Installation is a single mount installation. The 269D9236-1
is a dual mount installation, which has provision for both the SX-5 Search-
light and U7000 FLIR. See RFM Supplement CSP-D-1S for FLIR. Note:
The dual mount configuration allows the U7000 FLIR and SX-5 Search-
light to be located in either mounting pad singularly or in unison.

CSP-D-1M
Section II
Limitations
The following placard is required (2 places) and should be displayed on
the instrument panel in view of the pilot and on the side of the hand-held
control unit.
l DO NOT OPERATE SEARCHLIGHT BELOW 50 FEET

l DO NOT OPERATE SEARCHLIGHT IN DENSE FOG,
CLOUD, SMOKE OR SNOW.
AIRSPEED LIMITS
l (269D9236-1) Limit installation to Model 269D Config. “A” only.
l Limit VNE to 108 KIAS.
Section III
3.1 In the event of an emergency malfunction of the searchlight:

l Turn power switch on control box to the OFF position
l Pull circuit breaker(s) on searchlight junction box (located behind R/H
seat)
Section IV
Normal Procedures
4.1 Preflight
a. Verify the searchlight, gimbal and mounting frame are me-
chanically sound by visual inspection and shake test by hand.
Verify all attachment hardware and safety wires are properly
attached. Verify light-gimbal clutch movement with friction.
6 Issued: 15 Mar 1996

CSP-D-1M
b. Verify that all associated cables are tightly connected and

show no evidence of cracking or fraying, or interference
throughout motion range. Maintain clearance of cables from
exhaust pipes for aft mounting in dual installation.
c. Verify front window, reflector and fan intake are clear and not
obstructed.
d. Verify both circuit breakers in junction box are pushed in.
Turn on the searchlight master and listen to cooling fan in op-
eration. It should sound smooth and even. Verify operation of
vertical and horizontal directional movement and elevation
controls.
CAUTION
Light beam intensity can cause eye damage or

ignite flammable materials.
e. If system has not been used recently, verify that the lamp starts
with full operating voltage applied to searchlight.
4.2 Start-up
a. With engine at take-off rpm, check that the aircraft amp meter
reads less than 115 amps. Normal light operation requires up
to 35 amps during start and will decrease to 27 amps or less
during continuous operation.
b. To start the light, on the control box locate the
OFF-ON-START switch. Move the switch from the OFF posi-
tion to the START position. Hold the switch in the start posi-
tion until the lamp starts (3-5 seconds). Once the lamp starts,
release the switch. The switch will automatically move back
to the ON position for continued running. During start ob-
serve ammeter to ensure maximum aircraft amperage loading
limitation is not exceeded.
FAA Approved: 15 Mar 1996 7

CSP-D-1M
4.3 Operation
CAUTION
Inadvertent operation of light below 10 feet AGL

can ignite flammable material or dry vegetation.
a. Focus and tilt the light as required using the corresponding

control box switches. See Operation and Maintenance Manual
for further operation details and lamp performance. Monitor
ammeter periodically during continuous operation.
4.4 Shutdown
CAUTION
Prior to landing, set searchlight in the horizontal

elevation position to prevent damage to the light
face.
a. To extinguish the searchlight, turn the OFF-ON-START
switch to OFF. Note: in addition to turning the light off,
power to the lamp fan and gimbal motors will be turned off
also.
Section V
Performance
Not affected

CSP-D-1M
Section VI
Weight and Balance
At the time of delivery, Schweizer Aircraft Corp. provides each rotorcraft
with an original weight and balance report and a list of equipment (equip-
ment both required and optional) installed on the helicopter at the time of
licensing. The removal or addition of any equipment can affect the basic
empty weight and center of gravity. Any change to the permanently in-
stalled equipment or modification, which affects weight or moment, must
The weight and balance information for the removable external mounted
light unit is shown below. This weight does not include external mount,
control box, junction box and internal wiring.
LIGHT LIGHT LONG. LONG. LAT. LAT.

INSTALL WEIG ARM MOMENT AR MOMENT
CONFIG. HT IN IN-LBS. M IN.-LBS.
LBS. IN.
269D9230
Single Mount 18.5 STA. 1406.0 RBL. 848.8
or 76.00 45.88
269D9236-1
Dual Mount
@ FWD
Mount Pad
269D9236-1
Dual Mount 18.5 STA. 1709.0 RBL. 903.7
Install. @ Aft 92.38 48.85
Mount Pad
Section VII
Reference SpectroLab SX-5 Searchlight Operations and Maintenance In-
structions for servicing and handling of searchlight assembly itself. Refer
to SpectroLab Installation Manual No. 87987.
Section VIII
Searchlight installation effects on cruise performance have not been deter-
mined.

CSP-D-1M

CSP-D-1N

For
EXTENDED HEIGHT LANDING GEAR
Date of Approval :
Approved By:
Michele J. Maurer,
Manager, Systems and Flight Test
Branch, NYACO, ANE-172
1
CSP-D-1N
LOG OF PAGES
Page Date Page Date

1 16 Dec 1996 7 16 Dec 1996
2 26 Sep 2008 8 16 Dec 1996
3 16 Dec 1996 9 16 Dec 1996
4 16 Dec 1996 10 03 Feb 1997
5 16 Dec 1996 11 26 Sep 2008
6 16 Dec 1996 12 26 Sep 2008
REVISION TABLE
Number
Date Description
Change
#1 03 Feb 1997 Typographical error on Station
Diagram. Changed fwd jacking
point station from 76.64 to 74.64.
#2 26 Sep 2008 Addition of Ground Handling

Wheel information in Section VII
NOTE
The change bar ( ) defines the latest approved changes.

CSP-D-1N
INDEX
Section Title Page
I General . . . . . . . . . . . . . . . . . . . . . . . . . . 5
II Limitations . . . . . . . . . . . . . . . . . . . . . . . . 7
III Emergency and Malfunction Procedures . . . . . . . . 7
IV Normal Procedures . . . . . . . . . . . . . . . . . . . . 7
V Performance Data . . . . . . . . . . . . . . . . . . . . 8
VI Weight & Balance Data . . . . . . . . . . . . . . . . . 9
VII Aircraft Handling, Servicing & Maintenance . . . . 11
VIII Additional Operations & Performance Data . . . . . 11
FAA Approved: 16 Dec 1996 3

CSP-D-1N

CSP-D-1N
SECTION I
General
the optional 269D7100 Extended Height Landing Gear. Except as modi-
fied by this flight manual supplement, operation in compliance with the ba-
sic approved Rotorcraft Flight Manual is mandatory.
The Schweizer Extended Height Landing Gear provides additional ground

clearance for the helicopter.

CSP-D-1N
8.56 FT
2.61 M
5.06 FT
1.54 M
WL 0.00
0.88 FT
0.27 M 2.44 FT (0.73M)*
1.93 FT (0.59M)**
6.29 FT (1.92M)*
7.00 FT (2.13M)** *EXTENDED GEAR
**COMPRESSED GEAR
13.42 FT
4.09 M
1.42 FT 6.70 FT
0.43 M 2.44 M
5.65 FT
1.72 M
22.38 FT
6.82 M
4.25 FT
1.30 M DIA.
8.06 FT
2.46 M
4.06 FT
2.10 FT 1.24 M
0.64 M 10°
1.42 FT
0.43 M
4.83 FT 3.58 FT
1.47 M 1.09 M
Figure 1-1. Principal Dimensions

6 FAA Approved: 16 Dec 1996
CSP-D-1N
SECTION II
Limitations
Not Affected
SECTION III
Not Affected
SECTION IV
Normal Procedures
4.1 PRACTICE AUTOROTATION
CAUTION
Any running landing with new skid shoes will re-

sult in a more noticeable nose down tendency dur-
ing ground slide.

CSP-D-1N
SECTION V
Performance Data
Figure 5-1. Hover Ceiling In Ground Effect - Three-Foot Skid Height, at

Max Gross Weight (2230 lbs) or below.

CSP-D-1N
SECTION VI
6-1. The 269D7100 Extended Height Landing Gear uses different jack-
ing points than the standard height landing gear to perform aircraft
weight and balance. See Figure 6-1 for new jacking point loca-
tions.

CSP-D-1N
Figure 6-1. Station Diagram
Revised: 03 Feb 1997
CSP-D-1N
SECTION VII
7-1. GROUND HANDLING WHEELS
· Two configurations of ground handling wheels are available for the he-
licopter; single wheel (stowed above landing gear skid tubes) and dual
wheels (removed before flight).
Single Wheel Ground Handling Wheels (Stowed above landing gear

skid tubes during flight)
These wheel assemblies are configured with mount brackets permanently

attached to the skid tubes and provisions for stowage of the operating han-
dle on the inboard side of the left hand landing gear stabilizer (step). The
handle is secured in the stowage mount with a quick release pin. The single
wheel assembly can remain attached to the skid tube mounts during flight or
can be removed before flight. For ground handling, release the lynch pin re-
tainer clip and remove the lynch pin from mount; rotate wheel aft to the
ground. Remove the operating handle from the stowage mount and insert
handle into hole in axle assembly. Rotate handle aft until lynch pin holes
are aligned and insert lynch pin; secure pin with retainer clip. Before
Flight, in reverse order of lowering the wheels, rotate wheel assemblies to
the up position and secure in place with lynch pins. Do Not Operate the he-
licopter with the ground handling wheels rotated down into the ground han-
dling position. Stow handle in mount and secure with quick release pin.
Remove the ground handling wheel assemblies from the helicopter by re-
moving lynch pins from mounts and removing safety pins from inboard end
of rotating axle. When removing the axle assemblies from the mounts, note
the number and location of washers that are placed on the axle. Install the
axle assembly in the mount in reverse order of removal. During installa-
tion, two or more spacing washers are placed on the axle between the wheel
and the mount and one washer is placed on the inboard end of the axle be-
tween the mount and retaining pin.
Dual Wheel Ground Handling Wheels (Remove before flight)
· The dual wheel ground handling wheels attach to bolts mounted on the
skid tube. Wheel assemblies are labeled LH and RH for the left and
right sides respectively. Install each wheel assembly by placing mount
bracket, which is connected to the wheels, over the skid tube with the
slots in the bracket forward of the respective bolts on the skid tube.
Slide the mount bracket aft until slots in bracket are fully engaged on
CSP-D-1N
the mount bolts. Release lynch pin retainer clip and remove lynch pin
from mount assembly. Insert handle into wheel assembly and rotate
wheel over center. Align lynch pin hole in bracket with hole in axle and
install lynch pin; secure pin with retaining clip. Remove handle. Dual
ground handling wheels must be removed before flight. Remove
wheel assemblies from skid in reverse order of installation.
CAUTION
When balancing/moving helicopter by hand,

do not push on stabilizers or any other compo-
nent or surface that may sustain damage from
ground handling or pushing. If helicopter is
moved in aft direction (rearward) do not drag
skid heels on ground. Damage to landing gear
components may occur if skid heels catch on a
rough surface.
· Move helicopter on ground by manually balancing on ground handling

wheels and pushing on tail rotor transmission housing or any structural
member(s) of helicopter (i.e. cabin door may be opened and assistant
may push on adjacent door frame).
CAUTION
Do not tow helicopter at speeds over 5 MPH.

Do not allow front end of skid tubes to drag on
ground. Avoid sudden stops and starts and
short turns which could cause the helicopter
to turn over. Allow inside wheel to turn (not
pivot) while helicopter is being turned. Safe
minimum turning radius is approximately 20
feet.
SECTION VIII
Not Affected

CSP-D-1P

For
INCREASED DIAMETER MAIN ROTOR SYSTEM

Part Number 269A1002-11
Date of Approval :
Approved By:
Michele J. Maurer,
1
CSP-D-1P
LOG OF PAGES
PAGE DATE PAGE DATE
1 14 Mar 1997
2 14 Mar 1997
3 14 Mar 1997
4 14 Mar 1997
5 14 Mar 1997
6 14 Mar 1997
7 14 Mar 1997
8 14 Mar 1997
9 14 Mar 1997
10 14 Mar 1997
REVISION TABLE
NUMBER
DATE DESCRIPTION
CHANGE

CSP-D-1P
INDEX

Number
Section I General 5
Section III Emergency Procedures 7
Section V Performance 7
& Maintenance
Performance Data

CSP-D-1P

CSP-D-1P
SECTION I
General
the 269A1002-11 Increased Diameter Main Rotor System.
Except as modified by this flight manual supplement operation in compli-

ance with the basic approved Rotorcraft Flight manual is mandatory.
1-1. DESIGN AND CONSTRUCTION
l The 269A1185-5 main rotor blades are the only blades used with the
269A1002-11 Increased Diameter Main Rotor System.
1-2. GENERAL DIMENSIONAL DATA
Main Rotor Characteristics
l Rotor Diameter 27.26 feet
l Rotor Disc Area 583.6 square feet
l Blade Area (tabs not included) 23.00
ROTOR SPEED
MAIN TAIL
ENGINE Tip Speed Tip Speed
N 2% RPM ft/sec RPM ft/sec
Maximum Redline -
NA 504 719 3314 737.37
Power OFF
Minimum Redline -
NA 410 585 2696 599.86
Power OFF
Maximum -
91 471 672 3097 689.08
Power ON
Minimum -
90 466 665 3066 682.18
Power-ON
1-3. PRINCIPAL DIMENSIONAL DATA
l Overall Length 31 feet 1.5 inches

CSP-D-1P
8.56 FT
2.61 M
5.06 FT
1.54 M
W.L. 0.00
1.64 FT
0.50 M
1.08 FT
(0.33M)
5.81 FT (1.77M)
6.19 FT
1.89 M
13.63 FT
4.15 M
5.65 FT1.42 FT 6.70 FT

1.72 M 0.43 M 2.44 M
22.38 FT
6.82 M
4.25 FTDIA
1.30 M
8.06 FT
2.46 M
4.06 FT
1.24 M
1.42 FT
10° 0.43 M
W.L. 0.00
4.83 FT 3.58 FT
1.47 M 1.09 M
Figure 1-1 Principal Rotorcraft Dimensions

ORIGINAL As Received By ATP
CSP-D-1P
SECTION II
Limitations
Not Affected
SECTION III
Emergency Procedures
Not Affected
SECTION IV
Normal Procedures
Not Affected
SECTION V
Performance
5-1. NOISE
l The Model 269D Helicopter meets FAR Part 36 Appendix J. At maxi-

mum gross weight, the helicopter produces 80.6 dBA SEL.

CSP-D-1P
SECTION VI
Weight And Balance
Not affected
SECTION VII
The 269A1185-5 main rotor blades are the only blades used with the
7-3. PRINCIPAL DIMENSIONAL DATA

CSP-D-1P
8.56 FT
2.61 M
5.06 FT
1.54 M
W.L. 0.00
1.64 FT
0.50 M
1.08 FT
(0.33M)
5.81 FT (1.77M)
6.19 FT
1.89 M
13.63 FT
4.15 M
5.65 FT1.42 FT 6.70 FT

1.72 M 0.43 M 2.44 M
22.38 FT
6.82 M
4.25 FTDIA
1.30 M
8.06 FT
2.46 M
4.06 FT
1.24 M
1.42 FT
10° 0.43 M
W.L. 0.00
4.83 FT 3.58 FT
1.47 M 1.09 M

CSP-D-1P
SECTION VIII
8-1. Performance data defined in Section 8 of the approved rotorcraft

flight manual is not applicable with this helicopter configuration
supplement.

CSP-D-1Q

For
INCREASED DIAMETER MAIN ROTOR SYSTEM

IN CONJUNCTION WITH EXTENDED HEIGHT LANDING GEAR
Part Numbers 269A1002-11 & 269D7100
Date of Approval : 14 Mar 1997
Date of Rev#2 Approval:
Approved By:
Michele J. Maurer,
1
CSP-D-1Q
LOG OF PAGES
PAGE DATE PAGE DATE

1 25 Nov 1998 12 25 Nov 1998
2 25 Nov 1998 13 25 Nov 1998
3 14 Mar 1997 14 14 Mar 1997
4 14 Mar 1997 15 14 Mar 1997
5 14 Mar 1997 16 25 Nov 1998
6 14 Mar 1997 17 25 Nov 1998
7 25 Nov 1998 18 25 Nov 1998
8 25 Nov 1998 19 25 Nov 1998
9 14 Mar 1997 20 25 Nov 1998
10 14 Mar 1997 21 25 Nov 1998
11 25 Nov 1998 22 25 Nov 1998
REVISION TABLE
Number
Date Description
Change
1 20 Jul 1998 Addition of Hover Out-Of-
Ground Effect Chart.
2 25 Nov 1998 Additional Maximum Operating

Pressure Altitude

CSP-D-1Q
INDEX
Paragraph
Number Title Page No.
Section I General 5
& Maintenance
Performance Data

CSP-D-1Q

CSP-D-1Q
SECTION I
General
the 269A1002-11 Increased Diameter Main Rotor System in conjunction
with the 269D7100 Extended Height Landing Gear.
Except as modified by this flight manual supplement, operation in compli-


ROTOR SPEED
MAIN TAIL
ENGINE Tip Speed Tip Speed
N2% RPM ft/sec RPM ft/sec
Maximum Redline -
NA 504 719 3314 737.37
Power OFF
Minimum Redline -
NA 410 585 2696 599.86
Power OFF
Maximum -
91 471 672 3097 689.08
Power ON
Minimum -
90 466 665 3066 682.18
Power-ON
1-3. PRINCIPLE DIMENSIONS
1-4. WEIGHTS
l Design Gross Weight 2260 lbs.

CSP-D-1Q
8.56 FT
2.61 M
5.06 FT
1.54 M
W.L. 0.00
0.88 FT
0.27 M 2.44 FT (0.73M) EXTENDED
1.93 FT (0.59 M) COMPRESSED
6.29 FT (1.92M)†
7.00 FT (2.13M)‡
6.19 FT † EXTENDED GEAR
1.89 M ‡ COMPRESSED GEAR
13.63 FT
4.15 M
1.42 FT
6.70 FT
5.65 FT 0.43 M 2.44 M
1.72 M
22.38 FT
6.82 M
4.25 FTDIA
1.30 M
8.06 FT
2.46 M
4.06
2.10 FT FT
0.64 M 10°
W.L. 0.00
1.42 FT
0.43 M
4.83 FT 3.58 FT
1.47 M 1.09 M

269A1002-11 Increased Diameter Main Rotor System installed with 269D7100 Extended
Height Landing Gear

CSP-D-1Q
SECTION II
Limitations
2-1. WEIGHT LIMITATIONS
l Maximum gross weight 2260 lbs
2-2. FLIGHT LIMITATION
l The following is PROHIBITED:
l l Flight exceeding maximum operating pressure altitude of

12,800 ft.
2-3. AIRSPEED LIMITATIONS (Fig. 2-1)
l Limit VNE to 108 KIAS (Refer to Fig. 2-1 and Paragraph 2-5 for VNE
reduction with increasing altitude).
l Limit VNE to 94 KIAS during autorotation (Refer to Fig. 2-1 for VNE
reduction with increasing altitude.).
2-4. CENTER OF GRAVITY (CG ENVELOPE) (Fig. 2-2 and 2-3)
l The datum line is 100.0 inches forward of the main rotor hub center-
line.
l Forward CG limit is 94.2 inches at 2260 pounds varying linearly to

92.0 inches at 1800 pounds and below. Aft CG limit is 96.0 inches at
2260 pounds varying linearly to 101.0 inches at 1800 pounds & be-
low (Fig. 2-2).
l Lateral “+” CG is right of the aircraft centerline; lateral “-” CG is left

of the aircraft centerline when looking forward (Fig. 2-3).
l l The right lateral CG limit varies linearly from a gross weight of

2260 lbs at buttline 2.4 inches to 1800 pounds & below at buttline
4.5 inches.
l l The left lateral CG limit varies linearly from a gross weight of

2260 lbs at buttline -.9 inches to 1800 lbs & below at buttline -3.0
inches.
CSP-D-1Q
13000
12000 GW = 1800 lbs or less
11000
No Interpolation
10000
9000
DENSITY ALTITUDE - FT
8000
GW = Greater than 1800 lbs
7000
6000
5000
4000
3000
2000 * Autorotation VNE
1000
0
20 30 40 50 60 70 80 90 100 110 120
*AUTOROTATION V NE LIMITED TO 94 KNOTS OR POWER-ON LIMIT, WHICHEVER IS LESS
Figure 2-1. VNE Limitations

CSP-D-1Q
FWD FUSELAGE STATION (INCHES) AFT
Figure 2-2. Longitudinal Center of Gravity Envelope

CSP-D-1Q
LEFT FUSELAGE B.L. (INCHES) RIGHT
Figure 2-3. Lateral Center of Gravity Envelope

CSP-D-1Q
2-5 LIMITATIONS PLACARDS, VNE (250-C20W)
The “NO FLIGHT” portion of the VNE placards have been im-
posed to comply with Allison Model 250-C20W operating and
starting limit temperatures and or with Figure 2-1 V NE density
altitude limits.
V NE IAS KNOTS
(1800 LBS & BELOW, TOGW)
OAT 1000 FT PRESS ALT
°C °F 0 2 4 6 8 10 12 12.8
-23 -10 108 108 108 108 108 108 90 82
-18 0 108 108 108 108 108 104 84 77
-7 20 108 108 108 108 108 93 74
4 40 108 108 108 108 102 83
16 60 108 108 108 108 92 74
27 80 108 108 108 101 83 NO
38 100 108 108 108 93 74 FLIGHT
43 110 108 108 107 89 70
V NE IAS KNOTS
(1801 LBS & ABOVE, TOGW)
OAT 1000 FT PRESS ALT
°C °F 0 2 4 6 8 10 12 12.8
-23 -10 108 108 108 108 90 71 52 45
-18 0 108 108 108 104 85 66 47 39
-7 20 108 108 108 93 74 55 37
4 40 108 108 101 83 64 46
16 60 108 108 92 73 55 36
27 80 108 101 82 64 46
NO
38 100 108 91 73 55 37
FLIGHT
43 110 105 87 69 51 33
2-6. POWERPLANT LIMITS - ALLISON MODEL 250-C20W
l From sea level to 6000 ft pressure altitude, the maximum engine air
inlet ambient temperature is 54°C (130°F); from 6000 feet to 12,800
feet pressure altitude, the maximum temperature varies linearly
from 54°C to 40°C (130°F to 105°F) respectively. It is to be as-
sumed that the air inlet temperature is the same as ambient (free air)
temperature.
CSP-D-1Q
SECTION III
Not affected
SECTION IV
Normal Procedures
Not affected
SECTION V
Performance
5-1. NOISE
l The Model 269D Helicopter meets FAR Part 36 Appendix J.

At maximum gross weight, the helicopter produces 80.6 dBA SEL.
5-2. HOVER
l See Figure 5-1 for hover ceiling in-ground-effect (3-foot skid

height).
l Controllability during hovering flight has been substantiated to be

adequate in left, right and rearward winds up to seventeen knots at
maximum gross weight up to a density altitude of 9,000 feet.
l See Figure 5-2 for altitude and gross weight restrictions due to
height velocity considerations.
5-3. BEST RATE OF CLIMB
l See Figure 5-4 for best rate of climb speed - Vy.

CSP-D-1Q
(operating ceiling limit)
12800
ISA
12000
0°F (-18°C)
50°F (10°C)
11000
ISA + 41°F (23°C)

10000
PRESSURE ALTITUDE (FT)
9000
8000 100°F (38°C)
7000
6000
5000
4000
3000
2000
1800 1900 2000 2100 2200 2300 2400
2260 lbs
GROSS WEIGHT (LBS)
Figure 5-1. Hover Ceiling In-Ground-Effect - Three Foot Skid Height at

Take-off Power and 91% N2

CSP-D-1Q
5
DENSITY ALTITUDE - FEET
4
(Thousands)
0
1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400
GROSS WEIGHT - LBS

2260 lbs
NOTE :
Recommended gross weights are shown to maintain conditions at altitude in
Figure 5-3.
Figure 5-2. Gross Weight Limitations for Height Velocity Diagram

CSP-D-1Q

(See Figure 5-2 for weight conditions)
Figure 5-3. Height Velocity Diagram at Sea Level

CSP-D-1Q
13000
12000
11000
10000
9000
DENSITY ALTITUDE (FT)
8000
7000
6000
5000
4000
3000
2000
1000
0
20 30 40 50 60

(CORRECTED FOR INSTRUMENT ERROR)
Figure 5-4. Speed For Best Rate of Climb - Vy

CSP-D-1Q
SECTION VI
Weight And Balance
Center of Gravity Limits
Longitudinal C.G. Limit Lateral C.G. Limit

Gross Weight (Sta.-in.) (Sta.-in.)
(lb) Forward Aft (+) Right, (-) Left
2260 94.2 96.0 +2.4 - .9
1950 92.7 99.4 + 3.8 - 2.3
1800 & below 92.0 101.0 + 4.5 - 3.0
NOTE: Forward C.G. limit is 94.2 in. at 2260 lbs varying linearly to
92.0 in. at 1800 lbs and below. Aft C.G. limit is 96.0 in. at 2260 lbs
varying linearly to 101.0 in. at 1800 lbs & below. (Fig. 2-2)
NOTE: The right lateral C.G. limit varies linearly from a gross weight of
2260 lbs at buttline 2.4 in. to 1800 lbs & below at buttline 4.5 in.
NOTE: The left lateral C.G. limit varies linearly from a gross weight of
2260 lbs at buttline -.9 in. to 1800 lbs & below at buttline -3.0 in.

CSP-D-1Q
FWD FUSELAGE STATION (INCHES) AFT

Figure 6-1. Longitudinal Center of Gravity Limits

CSP-D-1Q
LEFT FUSELAGE B.L. (INCHES) RIGHT
Figure 6-2. Lateral Center of Gravity Limits

CSP-D-1Q
SECTION VII

7-3. PRINCIPLE DIMENSIONS
7-4. WEIGHTS
l Design Gross Weight 2260 lbs

CSP-D-1Q
8.56 FT
2.61 M
5.06 FT
1.54 M
W.L. 0.00
0.88 FT
0.27 M 2.44 FT (0.73M) EXTENDED
1.93 FT (0.59 M) COMPRESSED
6.29 FT (1.92M)†
7.00 FT (2.13M)‡
6.19 FT † EXTENDED GEAR
1.89 M ‡ COMPRESSED GEAR
13.63 FT
4.15 M
1.42 FT
6.70 FT
5.65 FT 0.43 M 2.44 M
1.72 M
22.38 FT
6.82 M
4.25 FTDIA
1.30 M
8.06 FT
2.46 M
4.06
2.10 FT FT
0.64 M 10°
W.L. 0.00
1.42 FT
0.43 M
4.83 FT 3.58 FT
1.47 M 1.09 M
269A1002-11 Increased Diameter Main Rotor System installed with 269D7100 Extended
Height Landing Gear
Revised: 25 Nov 1998 ORIGINAL As Received By ATP
CSP-D-1Q
SECTION VIII
8-1 Performance data defined in Section 8 of the approved rotorcraft

flight manual is not applicable with this helicopter configuration
supplement.
11000
0°F (-18°C)
10000 ISA
9000
50°F (10°C)
8000
ISA + 41°F (23°C)

7000
6000
100°F (38°C)
5000
4000
3000
2000
1000
1800 1900 2000 2100 2200 2300 2400
2260 lbs
GROSS WEIGHT (LBS)
Figure 8-1. Out-of-Ground Effect Hover Ceiling Vs. Gross Weight

54 Foot skid Height, Take-off Power, 91% N2
CSP-D-1S

For
Model 269D Helicopters
THERMAL IMAGING SYSTEM

FLIR Systems, Ultra 7000
Part Number 269D9271-1
“Centerline Belly Mount”
and
“R/H Dual Mount”
Date of Approval: 11 Dec 2000
Date of Rev. # 1 Approval:
Approved By:
Vito A. Pulera
1
CSP-D-1S
LOG OF PAGES
PAGE DATE
1 09 Jul 2002
2 09 Jul 2002
3 11 Dec 2000
4 11 Dec 2000
5 09 Jul 2002
6 09 Jul2002
7 11 Dec 2000
8 11 Dec 2000
9 09 Jul 2002
10 09 Jul 2002
REVISION TABLE
NUMBER CHANGE DATE DESCRIPTION

#1 09 Jul 2002 Add optional dual mount
information

CSP-D-1S
INDEX
Section I General 5
Section VI Weight and Balance 9
Maintenance 10
Section VIII Additional Operations &
Performance 10

CSP-D-1S

CSP-D-1S
SECTION I
General

269D9271-1or 269D9236-1 Thermal Imaging Systems (FLIR Systems
Model ULTRA 7000). Also the Ultra 7000 Operator’s Manual 3301460 re-
vision A or later approved revision must be available to the system opera-
tor during system operation.
The 269D9271-1 installation is a centerline belly mount system. The

269D9236-1 is a dual mount installation which has provisions for both the
SX-5 Searchlight and Ultra 7000 FLIR. See RFM Supplement CSP-D-1M
for Searchlight operation and limitations.
NOTE: The dual mount configuration allows the Ultra

7000 FLIR and the SX-5 Searchlight to be located at ei-
ther mounting pad singularly or in unison.


CSP-D-1S
SECTION II
Limitations
2-1. LIMITATIONS
· (269D9236-1) Limit installation to Model 269D Config. “A” only

· (269D9236-1) Limit VNE to 108 KIAS
· FLIR system installation is limited to aircraft configured with Ex-
tended Height Landing Gear (P/N 269D7100).
· FLIR systems operator other than the pilot-in-command required
during operation.
· FLIR Systems Ultra 7000 Operator’s Manual 3301460 revision A
or later approved revision must be available to the system operator
during system operation.
SECTION III
In the event of emergency malfunction of Thermal Imaging System:
· Turn power switch on hand controller to the OFF position.

· Pull FLIR, DISPLAY/COMP and VCR circuit breakers located on
instrument panel Non-Essential Bus.

CSP-D-1S
SECTION IV
Normal Procedures
WARNING
VERIFY FLIR CONTROLLER AND ASSOCI-

ATED CABLES ARE FREE FROM FLIGHT CON-
TROL INTERFERENCE.
4.1 PREFLIGHT
a. Verify the FLIR gimbal and mounting frame are secure and
verify all associated hardware is properly attached and safety
wired.
b. Verify that all associated cables are tightly connected (exter-

nally at Imager, internally at hand controller), show no evi-
dence of cracking or fraying and are properly routed and
secured to remain clear of flight controls.
c. Verify Monitor/Keyboard tray movement, as limited by lan-

yard, does not interfere with any controls throughout full ad-
just range.
d. Position Monitor at desired viewing orientation. Verify Moni-

tor Gimbal adjustments are tight.
e. Verify that the FLIR, DISPLAY/COMP and VCR circuit

breakers (located in the Non-Essential Bus on instrument
panel) are pushed in.

CSP-D-1S
4.2 ENGINE START-UP
CAUTION
Starting the aircraft engine while the system is

turned ON can damage the system power input fil-
ters. Always turn system OFF prior to starting air-
craft engine.
a. Before powering up, the system must have all cables con-
nected and the operator must be familiar with the system con-
trols. The system can then be powered up using start-up
procedures in the appropriate FLIR Systems Operator’s Man-
ual.
b. Normal system operation requires up to 3 amps during start,

and 3 amps during continuous operation. Check ammeter for
appropriate margins prior to start.
4.3 OPERATION
a. See operations manual.
CAUTION
Prior to landing or shutdown the Turret-Sensor

Unit should be returned to stow mode. This protects
the entrance windows during landing and while the
system is not operating.
b. Position and adjust brightness of main and VCR monitors to

minimize cabin glare effects.
4.4 SHUTDOWN
a. See operations manual.
SECTION V
Performance
Not Affected

CSP-D-1S
SECTION VI
Weight And Balance
At time of delivery, Schweizer Aircraft Corporation provides each rotor-

craft with an original weight and balance report and a list of equipment
installed equipment or modification which effects weight or moment must
The weight and balance information for the removable turret is given to
support mission flexibility. This weight does not include external mount,
support structure, wiring and internal components.
Ultra 7000
Imager Installation Imager Long. Arm Long. Lateral Lateral
Weight (lbs.) Moment Arm (lbs.) Moment
(lbs.) (In.-lbs.) (In.-lbs.)
269D9271-1 Lower 30.3 64.7 1,960 0.0 0.0
Fuselage Mount
269D9236-1 Fwd Pad 30.3 STA. 2303 RBL 45.9 1,390
Side Mount 76.0
Aft Pad STA. 2799 RBL 48.9 1,480
92.4
NOTE: Aircraft equipped with the FLIR System In-

stallation (Lower Fuselage or Fwd Pad Mount) will
have a more forward empty weight C.G. than most
Model 269D helicopters. The pilot must carefully con-
sider his loaded weight and C.G. to insure that he stays
within weight and C.G. limitations in flight. Compo-
nents of the installation such as the controller, turret,
monitor, pedestal stand and VCR may be removed by
authorized personnel in order to maintain operation
within C.G. envelope as required.

CSP-D-1S
SECTION VII
7.1 Reference FLIR Systems Ultra 7000 Operator’s Manual for servic-
ing and handling of assembly itself. Refer to FLIR Systems Man-
ual 3301460.
SECTION VIII
8.1 Thermal Imaging System effects on cruise performance have not

been determined.

CSP-D-1U
Supplement to the FAA Approved

For
Schweizer 333 Helicopter

Model 269D Config. "A"
with a
269D9222 Load Weighing System
Date of Original Approval:
Approved By:
Vito A. Pulera
1
SCHWEIZER MODEL 269D CONFIG. "A" HELICOPTER
CSP-D-1U
ROTORCRAFT FLIGHT MANUAL SUPPLEMENT

FOR
333 MODEL 269D CONFIG. "A" HELICOPTERS
WITH A
269D9222 Load Weighing System
LOG OF PAGES
PAGE DATE PAGE DATE

1 06 May 2003 6 06 May 2003
2 06 May 2003 7 06 May 2003
3 06 May 2003 8 06 May 2003
4 06 May 2003 9 06 May 2003
5 06 May 2003 10 06 May 2003
REVISION TABLE
Revision Date Description

Number
NOTES
The change bar ( ) defines the latest FAA Approved changes.
2 FAA Approved: 06 May 2003

CSP-D-1U
Table of Contents
Section/ Title Page

Para No. No.
Section I Introduction and General 5
Section III Emergency and Malfunction Proce- 7

dures
Section VII Aircraft Handling, Servicing, & Main- 9

tenance
Section VIII Additional Operations & Performance 9

Data
FAA Approved: 06 May 2003 3

CSP-D-1U
4 Issued: 06 May 2003

CSP-D-1U
SECTION I
Introduction and General
This supplement must be attached to the FAA Approved Flight Manual and
be kept aboard the aircraft at all times when the aircraft is equipped with
the 269D9222 Load Weighing System in conjunction with the 269D9216
Cargo Hook Installation and Onboard Systems P/N 528-023-00 Cargo
Hook.
The 269A9222 installation incorporates a load cell between the cargo hook
and the suspended cargo hook attachment point. This load cell is wired
into the aircraft system and to the C-39 digital cockpit gage that indicates
the weight attached to the cargo hook in flight.
This supplement contains the limitations and normal operating procedures

for the 269D9222 Load Weighing System in conjunction with the Onboard
Systems C-39 Operators manual. When operating in accordance with this
supplement, these limitations and operating procedures are in addition to,
or in place of, those contained in the basic FAA Approved Flight Manual
and those contained in the Rotorcraft Flight Manual Supplement
CSP-D-1T, 269D9216 Cargo Hook Installation.
Except as modified by this Rotorcraft Flight Manual Supplement, operation

in compliance with Section II of the basic FAA Approved Rotorcraft Flight
Manual is mandatory. Other sections of the RFM or Supplement are rec-
ommended procedures.
Issued: 06 May 2003 5

CSP-D-1U
SECTION II
Limitations
2-1. Load Weighing System:

l Turn the weighing system OFF when navigational equipment is
in use.
l No aircraft operations should be predicated on the reading of the
onboard weighing system.
l This installation is only approved for use with 269D9216–2 or
–3 Cargo Hook Installations using the Onboard Systems
528-023-00 Talon Keeperless Cargo Hook.
l Placards shall be located as described below:
Turn the weighing system off 269D9222-17

when navigation equipment Located immediately in front of
in use. No aircraft operation or adjacent to C-39 gauge panel
should be predicated on the or instrument panel.
reading of the onboard
weighing system.
LOAD ON 269D9222-13
CELL LOAD Located adjacent to weighing
or + system power switch.
+ CELL
OFF OFF
LOAD 269D9222-15
CELL Located adjacent to circuit
breaker for weighing system
6 FAA Approved: 06 May 2003

CSP-D-1U
SECTION III
Not Affected
SECTION IV
Normal Procedures
4-1. Preflight Check
l With battery power ON, check that Load Cell circuit breaker is
in and turn Load Cell switch ON.
l Check operation of load weighing system by suspending a
weight on cargo hook and checking for proper function.
l “Zero” load cell as appropriate for type operation in accordance
with the C-39 Onboard Systems operating manual.
4-2. Weighing System Operation
Refer to Onboard Systems C-39 operator’s manual. If the load read-

ing oscillates too rapidly, refer to the C-39 operators manual to ad-
just the sensitivity to an acceptable level.
SECTION V
Performance Data
Not Affected
FAA Approved: 06 May 2003 7

CSP-D-1U
SECTION VI
Weight and Balance
At the time of delivery, Schweizer Aircraft Corp. provides each rotorcraft

with an original weight and balance report and a list of equipment (equip-
ment both required and optional) installed on the helicopter at the time of
licensing. The removal or addition of any equipment can affect the basic
empty weight and center of gravity. Any change to the permanently in-
stalled equipment or modification, which affects weight or moment must be
entered in the weight and balance record.
ITEM WEIGHT LONG ARM LATERAL

(LBS) ARM
Weighing 2.40 86.0 Negligible

System
Load Cell - 0.64 99.0 Negligible

removal only
Gage Panel -0.90 44.20 Negligible

removal only

CSP-D-1U
SECTION VII
This installation may be subject to removal and installation on multiple air-

craft. It is recommended to retain the electrical harness as installed in the
aircraft if at all possible, using a duplicate harness in multiple aircraft.
Consult the Basic HMI, Appendix A for procedures for removing/installing

the load cell.
On reinstallation, verify proper operation of the load weighing system prior

to operation.
SECTION VIII
Not Affected
Issued: 06 May 2003 9

CSP-D-1U

CSP-D-1V

For
Model 269D Config. "A" Helicopters
VIDEO IMAGING SYSTEM

Wescam 12DS200
Date of Approval:
Approved By:
Vito A. Pulera
1
CSP-D-1V
LOG OF PAGES
PAGE DATE
1 01 Apr 2004
2 01 Apr 2004
3 01 Apr 2004
4 01 Apr 2004
5 01 Apr 2004
6 01 Apr 2004
7 01 Apr 2004
8 01 Apr 2004
9 01 Apr 2004
10 01 Apr 2004
REVISION TABLE
NUMBER CHANGE DATE DESCRIPTION
2 FAA Approved: 01 Apr 2004

CSP-D-1V
INDEX
Section I General 5
Section VI Weight and Balance 9
Maintenance 10
Performance 10
Issued: 01 Apr 2004 3

CSP-D-1V
4 Issued: 01 Apr 2004

CSP-D-1V
SECTION I
General

269D9272-1 Video Imaging System. Also the DS200 Video Imaging
System Operator’s Manual P/N 21523 rev. B or later approved revision
must be available to the system operator during system operation.
The system consists of an external belly mounted Wescam 12DS200 dual

sensor (FLIR Thermal Imaging, color camera) Gimbal/Turret and internal
cabin mounted Smartlink Interface Unit, Handcontroller, CDS-728F Video
Recorder and AVM4090N Monitor.


CSP-D-1V
SECTION II
Limitations
2-1. LIMITATIONS
l Limit installation to Model 269D Config. “A” only.

l Pilot at controls prohibited to operate FLIR system during flight
operations. System operator other than the pilot at controls re-
quired during operation.
l Wescam DS200 Video Imaging System Operator's Manual Docu-
ment P/N: 21523 rev. B or later approved revision must be avail-
able to the system operator during system operation.
SECTION III
In the event of emergency malfunction of Thermal Imaging System:
l Turn power switch on hand controller to the OFF position.

l Pull FLIR Turret, FLIR Display, VCR and FLIR SIU circuit break-
ers located on instrument panel Avionics Bus.

CSP-D-1V
SECTION IV
Normal Procedures
WARNING
VERIFY HAND CONTROLLER AND ASSOCI-
ATED CABLES ARE FREE FROM FLIGHT CON-
TROL INTERFERENCE.
4.1 PREFLIGHT
a. Verify the gimbal and mounting frame are secure and verify
all associated hardware is properly attached and safety wired.
b. Verify that all associated cables are tightly connected (exter-

nally at Imager, internally at hand controller and monitor),
show no evidence of cracking or fraying and are properly
routed and secured to remain clear of flight controls.
c. Verify Monitor movement, as limited by lanyard, does not in-

terfere with any controls throughout full adjust range.
d. Position Monitor at desired viewing orientation. Verify Moni-

tor Gimbal adjustments are tight.
e. Verify that the FLIR Turret, FLIR Display, VCR and FLIR
SIU circuit breakers (located in the Avionics Bus on instru-
ment panel) are pushed in.
f. Follow system preflight instructions in Section 6 of the Opera-

tor's Manual (Document P/N: 21523 rev. B or later).
WARNING
THE MOTORS THAT DRIVE THE STABILIZED
GIMBAL CAN DEVELOP FORCES THAT CAN
INJURE PERSONNEL. TO AVOID POSSIBLE
BODILY INJURY, USE CAUTION WHEN NEAR
THE STABILIZED GIMBAL; KEEP BODY
PARTS AND LOOSE CLOTHING AWAY FROM
MOVING AND STATIONARY GIMBAL PARTS,
MOUNTING BRACKETS AND THE GIMBAL
PLATFORM.
FAA Approved: 01 Apr 2004 7

CSP-D-1V
4.2 ENGINE START-UP
CAUTION
Starting the aircraft engine while the system is
turned ON can damage the system power input fil-
ters. Always turn system OFF prior to starting air-
craft engine.
4.3 SYSTEM START-UP
a. Before powering up, the system must have all cables con-
nected and the operator must be familiar with the system con-
trols. The system can then be powered up using start-up
procedures in Section 6 of the Operator’s Manual.
b. Normal system operation requires up to 20 amps during start,

and 18 amps during continuous operation. Check ammeter for
appropriate margins prior to start.
4.4 SYSTEM OPERATION
a. See Section 8 of the Operator's Manual (Document P/N: 21523

rev. B or later).
CAUTION
Prior to landing or shutdown the Turret-Sensor
Unit should be returned to stow mode. This protects
the entrance windows during landing and while the
system is not operating.
b. Position and adjust brightness of monitor to minimize cabin

glare effects.
4.5 SYSTEM SHUTDOWN
a. See Section 7 of the Operator's Manual (Document P/N: 21523

rev. B or later).
SECTION V
Performance
Not Affected
CSP-D-1V
SECTION VI
Weight And Balance

The weight and balance information for the removable turret Imager is
given to support mission flexibility. This weight does not include the sys-
tems external mount, support structure, wiring and internal components.
Imager Weight Long. Arm Long. Moment Lateral Arm Lateral Moment
(lbs.) (lbs.) (In.-lbs.) (lbs.) (In.-lbs.)
46 64.7 2,976 0.0 0.0
NOTE: The pilot must carefully consider his loaded

weight and C.G. to insure that he stays within weight
and C.G. limitations in flight. Removal of the Imager
moves the empty weight C.G. aft and solo flights may
require fwd ballast or limited fuel quantity to remain
within aft C.G. limits.
Components of the installation such as the controller,

turret, monitor, pedestal stand and VCR may be re-
moved or added by authorized personnel in order to
maintain operation within C.G. envelope as required.

CSP-D-1V
SECTION VII
7.1 Reference DS200 Video Imaging System Operator's Manual Docu-

ment P/N: 21523 rev. B.
7.2 See Section 5.1 of Operator's Manual for gimbal installation and
removal.
SECTION VIII
8.1 Thermal Imaging System effects on cruise performance have not

been determined.
10 Issued: 01 Apr 2004

CSP-D-1W

Rotorcraft Manual
For
Schweizer 333 Model 269D Config. “A” Helicopters
269D9230-11 “Belly Mount” Searchlight Installation

(Spectrolab SX-5 Searchlight)
Date of Approval:
Approved By:
Vito A. Pulera,
1
SCHWEIZER MODEL 269D Config. “A” HELICOPTER
CSP-D-1W
LOG OF PAGES
Page Date
1 28 Jan 2005
2 28 Jan 2005
3 28 Jan 2005
4 28 Jan 2005
5 28 Jan 2005
6 28 Jan 2005
7 28 Jan 2005
8 28 Jan 2005
9 28 Jan 2005
10 28 Jan 2005
REVISION TABLE
Number
Date Description
Change
2 FAA Approved: 28 Jan 2005

CSP-D-1W

Number
Section I General 5

Procedures 6


& Maintenance

Performance Data
Issued: 28 Jan 2005 3

CSP-D-1W
4 Issued: 28 Jan 2005

CSP-D-1W
Section I
General
This supplement contains basic operation instructions for optional

269D9230-11 SX-5 Searchlight Installation. See Spectrolab SX-5
Starburst Operation and Maintenance Manual No. 031718 rev. A or later
for further details.
Model 269D Config. “A” Rotorcraft Flight Manual when the rotorcraft is
equipped with the optional searchlight installation contained herein.
Except as modified by this flight manual supplement, operation in
compliance with the basic approved Rotorcraft Flight Manual is mandatory.

CSP-D-1W
Section II
Limitations
The following placard is required (2 places) and should be displayed on
the instrument panel in view of the pilot and on the side of the hand-held
control unit.
l DO NOT OPERATE SEARCHLIGHT BELOW 50 FEET

l DO NOT OPERATE SEARCHLIGHT IN DENSE FOG,
CLOUD, SMOKE OR SNOW.
l Pilot at controls prohibited from operating searchlight system during

flight operations. System operator other than the pilot at controls re-
quired during operation.
Section III
3.1 In the event of an emergency malfunction of the searchlight:

l Turn power switch on control box to the OFF position
l If electrical fire is suspected, proceed to the electrical fire emergency
paragraph 3-7 of the basic Rotorcraft Flight Manual.

CSP-D-1W
Section IV
Normal Procedures
4.1 Preflight
a. Verify the searchlight, gimbal and mounting frame are me-
chanically sound by visual inspection and shake test by hand.
Verify all attachment hardware and safety wires are properly
attached. Verify light-gimbal clutch movement with friction.
b. Verify that all associated cables are tightly connected and
show no evidence of cracking or fraying, or interference
throughout motion range.
c. Verify front window, reflector and fan intake are clear and not
obstructed.
d. Verify both circuit breakers in junction box are pushed in.
Turn on the searchlight master and listen to cooling fan in op-
eration. It should sound smooth and even. Verify operation of
vertical and horizontal directional movement and elevation
controls.
CAUTION
Light beam intensity can cause eye damage or

ignite flammable materials.
e. If system has not been used recently, verify that the lamp starts
with full operating voltage applied to searchlight, then turn
lamp off.
4.2 Start-up
a. With engine at take-off rpm, check that the aircraft amp meter
reads less than 115 amps. Normal light operation requires up
to 35 amps during start and will decrease to 27 amps or less
during continuous operation.
b. To start the light, on the control box locate the
OFF-ON-START switch. Move the switch from the OFF posi-
tion to the START position. Hold the switch in the start posi-
tion until the lamp starts (3-5 seconds). Once the lamp starts,
release the switch. The switch will automatically move back
to the ON position for continued running. During start ob-
serve ammeter to ensure maximum aircraft amperage loading
limitation is not exceeded.
FAA Approved: 28 Jan 2005 7

CSP-D-1W
4.3 Operation
CAUTION
Inadvertent operation of light below 10 feet AGL

can ignite flammable material or dry vegetation.
a. Focus and tilt the light as required using the corresponding

control box switches. See Operation and Maintenance Manual
for further operation details and lamp performance. Monitor
ammeter periodically during continuous operation.
4.4 Shutdown
CAUTION
Prior to landing, set searchlight in the horizontal

elevation position to prevent damage to the light
face.
a. To extinguish the searchlight, turn the OFF-ON-START
switch to OFF. Note: In addition to turning the light off,
power to the lamp fan and gimbal motors will be turned off
also.
Section V
Performance
Not affected

CSP-D-1W
SECTION VI
Weight And Balance

The weight and balance information for the removable Searchlight Gimbal
Assembly (Includes Lower Dovetail) is given to support mission flexibility.
This weight does not include the systems external mount, support structure,
wiring and internal components.
Searchlight & Long. Long. Lateral Lateral

Gimbal Assy Arm Moment Arm Moment
Weight (lbs.) (in.) (In.-lbs.) (in.) (In.-lbs.)
21.63 64.52 1396 1.2 25
NOTE: The pilot must carefully consider his loaded

weight and C.G. to insure that he stays within weight
and C.G. limitations in flight. Removal of the
Searchlight Gimbal Assembly moves the empty
weight C.G. aft and solo flights may require forward
ballast or limited fuel quantity to remain within aft
C.G. limits.
Components of the installation may be removed or

added by authorized personnel in order to maintain
operation within C.G. envelope as required.

CSP-D-1W
Section VII
Reference Spectrolab SX-5 Searchlight Operations and Maintenance In-
structions for servicing and handling of searchlight assembly itself. Refer
to Spectrolab Installation Manual No. 87987 rev. A or later.
Section VIII
Searchlight installation effects on climb and cruise performance have not
been determined.
10 Issued: 28 Jan 2005

CSP-D-1X

For
Schweizer 333 Model 269D Configuration “A”.
FABRIC ENGINE INTAKE FILTER

Part Number 40B3135-005
Date of Original Approval :
Approved By:
Anthony Socias
1
CSP-D-1X
LOG OF PAGES
PAGE DATE
1 01 Feb 2007
2 01 Feb 2007
3 01 Feb 2007
4 01 Feb 2007
5 01 Feb 2007
6 01 Feb 2007
7 01 Feb 2007
8 01 Feb 2007
NOTES
The change bar ( ) defines the latest FAA Approved changes.

The ( * ) indicates not officially approved.
2 FAA Approved: 01 Feb 2007

CSP-D-1X
REVISION TABLE
Number
Date Description
Change
FAA Approved: 01 Feb 2007 3

CSP-D-1X
TABLE OF CONTENTS
Number
Section I General 5
4.1 Pilot’s Preflight Inspection 7
Section VII Handling, Servicing &
Maintenance 8
7.1 Cleaning and Inspection 8
Performance Data 8
4 Issued: 01 Feb 2007

CSP-D-1X
SECTION I
General
Model 269D Configuration “A” Rotorcraft Flight Manual when the
rotorcraft is equipped with the Optional Fabric Engine Intake Filter, P/N
40B3135-005. Except as modified by this flight manual supplement,
operation in compliance with the basic approved Rotorcraft Flight Manual
(CSP-D-8) is mandatory.
The Fabric Engine Intake Filter provides filtration of engine air. The
installation incorporates a polyester fabric filter, and a gas spring operated
bypass door. The filter captures particles in the air as the mainstream of air
enters the engine. Should differential pressure exceed set limits, the gas
spring allows the bypass door to open, providing an alternate air path to the
engine plenum chamber. An indicator light on the instrument panel
illuminates when the bypass door is activated.
Issued: 01 Feb 2007 5

CSP-D-1X
SECTION II
Limitations
Not Affected
SECTION III
l Alternate air:
l l Amber ALT AIR Indicator Illuminates, indicating air bypass

door is activated
l l l Monitor engine instruments
l l l Land as soon as practicable
l l l Service Fabric Filter before next flight (HMI Appx A)
6 FAA Approved: 01 Feb 2007

CSP-D-1X
SECTION IV
Normal Procedures
4-1. PILOTS PREFLIGHT INSPECTION
INTERMEDIATE FUSELAGE LEFT SIDE
Engine air filter for obstructions and damage. CHECK
Engine air filter for excessive particle build-up CHECK

or contamination from oils fuel, or other fluids.
SECTION V
Performance Data
5-1. When making a power check use the Centricep Particle Separator
power check chart (Model 269D Pilot’s Flight Manual, 333
CSP-D-8, Fig. 5-8) in the normal manner except, reduce the
specification T.O.T. by 10°C at the test torque. When trend check
procedures indicate engine power deterioration, refer to the HMI
for maintenance procedures for filter. If a power check after filter
maintenance still indicates engine power deterioration, refer to the
Rolls Royce Operation and Maintenance Manual for correction.
Note: Prior to utilizing the hover performance chart, a power

check should be performed to confirm that the filter is not ob-
structed and yielding higher T.O.T. Than specified.
Issued: 01 Feb 2007 7

CSP-D-1X
SECTION VI
6-1. At the time of delivery, Schweizer Aircraft Corporation provides

each rotorcraft with an original weight and balance report and a
list of equipment (equipment both required and optional) installed
on the helicopter at the time of licensing. The removal or addition
of any equipment can affect the basic empty weight and center of
gravity. Any change to the permanently installed equipment or
modification which affects weight or moment must be entered in
the weight and balance record.
SECTION VII
Handling, Servicing & Maintenance
7-1. CLEANING AND INSPECTION
a. Visually check for obstruction or debris in filter. Vacuum any

debris from filter media.
b. For a excessively contaminated filter, clean filter in accor-

dance with instructions found in HMI Appendix A.
c. Filter is inspected and replaced in accordance with HMI

Appendix B.
SECTION VIII
8-1. Affect on Additional Operations and Performance Data in Section

VIII is not available.
8 Issued: 01 Feb 2007

Manual de Vuelo Schweizer 333

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Manual de Vuelo Schweizer 333

Uploaded by

Copyright:

Available Formats

PUBLICATION NO.

PILOT’S FLIGHT MANUAL

SCHWEIZER 333 HELICOPTER

SCHWEIZER AIRCRAFT CORP.

Issued: 28 Sep 2000 Fi

This page is intentionally left blank.

Fii Issued: 28 Sep 2000

TEMPORARY REVISION NO. 269P-D-3

This Temporary Revision incorporates a new Warning related to the

Insert the following Warning onto blank page vi:

Operating the aircraft in configurations not authorized by

LIST OF ACTIVE TEMPORARY REVISIONS

269P-D- Sep Incorporates a General

INSTRUCTIONS: 1. FILE THIS LIST ADJACENT TO THE

Section Title Page

III EMERGENCY AND MALFUNCTION

3-1. Engine Failure . . . . . . . . . . . . . . 3-1

Issued: 28 Sep 2000 Fiii

Section Title Page

Fiv Issued: 28 Sep 2000

Section Title Page

VI WEIGHT AND BALANCE DATA

Section Title Page

VII AIRCRAFT HANDLING, SERVICING AND

Section Page Number/Title Date

I 1-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

Issued: 28 Sep 2000 Fvii

Section Page Number/Title Date

I 1-17 . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

VI 6-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

VII 7-i . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009

Fviii Issued: 28 Sep 2000

PAGE NUMBER AND DATE SUMMARY

Section Page Number/Title Date

VII 7-5 . . . . . . . . . . . . . . . . . . . . . 11 Dec 2000

Issued: 28 Sep 2000 Fix

Section Page Number/Title Date

VII 7-41 . . . . . . . . . . . . . . . . . . . . . 03 Apr 2009

VIII 8-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

IX 9-i . . . . . . . . . . . . . . . . . . . . . 28 Sep 2000

Fx Issued: 28 Sep 2000

Paragraph Title Page

Figure Title Page

1-1. Prin ciple Dimensions . . . . . . . . . . . . 1-13

Table Title Page

1-1. Velocity . . . . . . . . . . . . . . . . . . . 1-15

Issued: 28 Sep 2000 1-i

This page is left blank intentionally.

1-ii Issued: 28 Sep 2000

z This Pilots Operating Handbook containing the Pilots Flight Manual

z Schweizer has included additional supplemental data which is

z The contents of this manual are organized in the following manner:

Information of general interest to the pilot, owner or operator of the

z z SECTION II LIMITATIONS (FAA APPROVED)

Specifically defines the limiting factors, procedures and regime

Issued: 28 Sep 2000 1-1

Each type of problem normally encountered in flight is defined and

z z SECTION IV NORMAL PROCEDURES (FAA APPROVED)

Normal operation from engine start onward. As with emergency

z z SECTION V PERFORMANCE DATA (FAA APPROVED)

Aircraft performance is defined within certain conditions; some of

z z SECTION VI WEIGHT AND BALANCE DATA

Aircraft weight and balance are major operational factors. Data is