CSP H 6 - I1r2p

IVIDHC 500
MODEL 369)´•1 SERIES HELICOPTER
APPENDIX D
STRUC~URAL REPAIR MAN UAL

HANDBOOK OF MAINTENANCE INSTRUCTIONS
McDonnell Dougks Helicopter Company

5000 East McDowe~ Road
Mesa, Arilona 85205-9797
Revision No. 2, 30 September 1992

MCDONNELL DOUGLAS
~HELICOPTER COMTPANY
RECORD OF TEMPORARTY REVISIONS
MANUAL TITLE CSP-H-6 STRUCTURAL REPAIR MANUAL
REV DATE BY DATE BY RE~ DATE BY DATE BY

NO. INSERTED REMOVED NO. INSERTED REMOVED
TR
CSP-H-6 500 Series HMI Appx D
INSERT LAS~EST CHANGED PAGES, DESTROY SUPERSEDED PAGES

LIST OF EFFECTIVE PAGES The astrick indicates pages changed, added, or deleted by the change.
Date of issue for original and chnge pages are:
Original........l October 1973

Revision 1......1October1973
Revision 2 30 September 1992
Paee Issue Issue
Cover 30 Sept 92 2-1 thru 2-5 1 Oct 73
Title 30 Sept 92 2-6 Original

TR 30 Sept 92 2-7 thru 2-11/2-12 1 Oct 73
A~B blank) 30 Sept 92 2-13/2-14 Original

C~D blank) 30 Sept 92 2-15/2-16 1 Oct 73
1 Oct 73 2-17/2-18 1 Oct 73

i/(ii blank)
30 Sept 92 2-19 thru 2-40 1 Oct 73
iii/(iv blank)
vthru vii/viii(blank) 1 Oct 73 2-41 thru 2-51/2-52(Added) 1 Oct 73
1-1 thru 1-4 1 Oct 73 3-1 and 3-7 1 Oct 73
1-5/1-6 Original 3-8 Original

1-7 Original 3-9 30 Sept 92
1-8 1Oct73 3-10 Original
1-9/1-10 Original 4-1 thru 4-4 30 Sept 92
Revised 30 September 1992 A/(B blank)

500 Series HMIAppx D CSP-H-6
MCDONNEL DOUGLAS HELICOPTER CO1MPANY

TECHNICAL IMANUAL RECORIMENDED CHANGE REPORT
This manual has been prepared and distributed by the Technical Publications Department and is intended
for by personnel responsible
use for the maintenance of MDHC Helicopters. Periodic revision of this manual
will be made to incorporate the latest information. If, in the opinion of the reader, any information has been
omitted or requires clarification, please direct your comments to this office via this form (or a duplicate). An
endeavor will be made to include such information in future revisions.
McDonnell Douglas Helicopter Company

5000 E. McDowell Road
Mesa, AZ 85205
Attention: Technical Publications, Light Helicopters

Bldg. 530 1 MS B111
DATA FAX No. (602) 891-6782
Originator
Address
Helicopter Model Section Number(s)
Book Identification Page Number(s)

Paragraph Number(s)
Volume Title
Step(s)
Issue Date
Table Number(s)
Revision No. Date
Figure Number(s)
Remarks/ Recommendations:
Revised 30 September 1992 C/(D blank)

500 Series HMI Appx D
SERVICE INFORMATION SUMMARY
INFORMATION FROM THE FOLLOWING SERVICE DOCUMENTS

HAS BEEN INCORPORATED INTO THLS APPENDM
Number Date
HL-26. 1 22 Jun 73
HL-30 12 Jul 73
NOTE: An asterisk indicates that all data from the document are incorporated into the text.
Otherwise, only maintenance requirements of a continuing nature are incorporated or, when
inappropriate for incorporation, only a reference to the document is made in the text.
Added 1 October 1973 i/ii

CSP-H-6 500 Series HMI Appx D Table of Contents
TABLE OF CONTENTS
Section Page Section Page
INTRODUCTION V 2-20 Replacement of Forward
Landing Gear Center Beam Fitting 2-5
Purpose of This Appendix v
2-21 Replacement of Aft
Scope ...........´•v Landing Gear Center Beam Fitting 2-7
Organization of Appendixes 2-22 Replacement of Aft Oleo

Contents ...........................v
SupportFitting ...2-7
Abbreviations on Figures v 2-23 Replacement of Canted
Station 197.78 Frame Fitting 2-8
Structure Repair Criteria v
vii 2-24 Laminated Fiberglass Components 2-9

Parts Ordering Instructions
1 GENERALINFORMATION 1-1
2-26 Inspection and Repair of
Fiberglass Components 2-9
1-1 TypeofConstruction 1-1 2-27 Repair of Holes or Cracks in Fiberglass

1-3 Support of Structure During Repair 1-1 (Patch or Insertion Method) 2-9
1-5 Access for Repair 1-1 2-28 Repair of Fiberglass Delaminations 2-10
1-7 Repair Information 1-1 2-29 Repair of Small Nicks,Scratches or

Pores inFiberglass 2-10
1-9 Investigation of Damage 1-1
1-1
2-30 Temporary Repair of Fiberglass 2-10
1-11 Required Parts Replacement
2-31 Replacement of Fuel Cell Support Skin 2-10
1-13 Repair Material Material and Tools 1-2
1-15 Rivet Selection 1-2
2-32 Canopy and Aft Window Installation 2-10
1-17 Corrosion Control 1-3

Canopy Windows 2-10
1-19 Airframe StationLocations 1-4
2-35 Illustrated Repair Information 2-11
1-21 Publication Index for Fasteners
(Rivets, Pins, Lockbolts and Collars) 1-4 3 TAILBOOM AND TAIL
SURFACES .......3-1
2 FUSELAGE 2-1
3-1 Tailboom and Tail Surfaces 3-1
2-1 Fuselage Assembly 2-1
of Fuselage
2-3 Inspection and Repair Tailboom Sheet Metal 3-1
Sheet Metal 2-1
2-5 Alignment Inspection of Boom Fairing 2-1
Stabilizer Sheet Metal 3-1
2-6 Alignment Check 3-5 of Horizontal Stabilizer 3-1
of Engine-To-Transmission 2-1 Repair
2-7 Primary Structural Members 2-1
3-6 Repair of Lower Vertical Stabilizer 3-1
2-8 Secondary Structure Members 2-3

3-7 Repair of Lower Vertical Stabilizer Tube 3-1
2-9 Stressed Sheet Metal Panels 2-3 3-8 Repair of Upper Vertical Stabilizer 3-2
2-10 Non-Stressed Sheet Metal Panels 2-3 3-9 Repair of Stabilizer Strut 3-2
2-11 Repair of Aft Section Strut 2-3 3-10 Inspection and Repair of
Tailboom and Stabilizer Fittings 3-2
2-12 Repair of Fuselage Skin Oil Canning
3-11 Illustrated Repair Information 3-2
(Wrinkles) 2-3
2-13 Inspection and Repair of Cargo 4 LANDING GEAR 4-1
Compartment Center Beam Structure 2-4
2-14 Repair of Pilot’s Compartment 4-1 LandingGear 4-1
Door Frame 2-4 4-3 Inspection and Repair of Landing Gear 4-1
2-15 Drain Hole Provision for Cargo 4-4 Repair of Landing Gear Strut
Compartment Floor 2-4
Fitting Bolt Holes 4-1
2-16 Replacement of Boom
Fairing 2-4 4_5 Repair of Landing Gear Brace
2-17 Fuselage Fittings 2-5 Bolt Holes 4-1
2-19 Inspection and Repair of 4-6 Repair Over-Sized Holes In

Fuselage Fittings 2-5 369D29113 Foot Assemblies 4-1
30 September 1992 iii/(iv blank)

INTRODUCTION
PURPOSE OF THIS APPENDIX. BL buttline

Cant. canted
This‘appendix contains structural repair instruc- Cent continued
tions applicable to the Hughes 500 (Model 369H) CRES corrosion resistant
Helicopter Series, manufactured by Hughes Heli- steel
copters division of Summa Corporation, Culver q~ centerline
City, California. The requirements, data and Dia. diameter
instructions contained in this appendix pertain to Fig, figure
all three model configurations and configuration Fwd forward
versions of the 500 Series Model 369HM (Mili- In. inch(es)
tary), Model 369HS (Standard)j and Model Instl installation
369HE (Executive). The instructions include Lb pound(s)
specific as well as typical methods of repair for LH lefthand
the various parts of the helicopter airframe, Mag magnesium
landing gear, and fuselage attach fittings. Unless Max maximum
otherwise specified, the instructions are intended Min minimum
for useconjunction with Federal Aviation
in R radius
I Agency AC 43. 13-1A, Aircraft Inspection and Ref reference
Repair (Sheet Metal). RH right hand
Sh sheet
SCOPE. Sta station
Typ typical
This Appendixcontains only that information per- W. L. waterline
taining to the repair and inspection of helicopter
structure. Reference to maintenance procedures STRUCTURAL REPAIR CRITERIA.
such as cleaning, painting, and removal and in-
stallation are not within the scope of this appendix. This appendix presents general and detailed
Always refer to the Basic HMI and/or HMISupple- information on the structure repairs and com-
ment instructions for access to helicopter struc- ponent replacements found to be possible/
ture and removal and/or installation of associated practicable and/or reasonably economical. It
components. includes information on specific tools and other
supportingdata required. The information is
ORGANIZATION OF APPENDIX CONTENTS. based on data obtained from actual performance
of crash damage repair, visual examination of
Unlike the Basic HMI. and the HMI Supplements crash damaged helicopters, and a review of jigs
whish contain configuration and systems iniorma- and fixtures used by Hughes Helicopters for
tion by sections, this appendix generally groPps major repairs. The data does not include details
helicopter structure by location Into four seo- for peculiar repairs not identified and on which
tions. The Helicopter Area Locator illustration special stress data are required prior to accom-
and the Table of Contents may be used to identify plishment. Requests for such data and/or the
the instructions for a specific repair. permissibility of such repairs should always be
referred to a Hughes Field Service Representative.
ABBREVIATIONS ON FIGURES. Before deciding to perform major structural re-
pair, a review of the following may be helpful.
Throughout this appendix, abbreviations are used a. Repair Limits General. Limits to which
on figures as follows. theairframe can economically and feasibly be re-
paired are determined primarily by the extent of
Al aluminum _
damage. Crash or other damage resulting in dls-
Aly alloy tortion of the main fuselage structure (including
Approx approximately i the tailboom) will usually limit repairs and
Assy assembly rebuild.
Revised 1 October 1973 v

(1) Main Fuselage. The main fuselage is c. Non-Reparable Items.

considered to be non-reparable or non-rebuildable (1) The mast base structure installation,
if distortion exists between any one or more of station 78.50 canted frame structure, station 124
the major A-frame structural members (station frame and center beam structure are considered
78. 50 canted bulkhead structure, mast base struc- non-reparable if:
ture installation, station 124 frame and the center (a) Replacement
of any of these fuselage
beam structure). Such distortion usually results components required;
is
in one or both of the following: (b) Fuselage distortion exists as de-
(a) Engine mount fittings-to-mast base scribed in a (1) above; or
misalignment. Damage is such that it cannot be
(b) Station 197.78 frame fitting-to-mast permissibly patched as described in this appendix.
base misalignment. From damaged helicopters (2) Tailboom is considered non-reparable or
examined it has been determined that repair or non-rebuildable if:
rebuild is usually impractical due to the warpage (a) Distortion exists;
of the A-frame members and the excessive damage (b) Damage exceeds permissible skin
to other structure that usually results.
Major and frame member patches as described in this
repairs or rebuild usually only be accomplished
can appendix; or
with large special airframe jigs or fixtures making (c) More than minor surface defect re-
the repairs economically questionable or pairs are required on the forward or tail rotor
impractical. gear box mounting frames.
(2) Boom Fairi.ng. Due to stress and d. Difficult and Major Repairs. Repair and/or
canted station 197.78 alignment requirements, replacement of the following components is con-
major repair of the boom fairing should only be sidered to be major and difficult as such action
accomplished according to paragraph 1-8 and willrequire: extensive opening of structure for
procedures in this appendix using an engine and access; working in hard to reach areas; repairing
tailboom alignment check fixture. Most common or rebuilding within close tolerances to ensure
damage to the boom fairing is a cracked or dam- proper fits; use of extreme caution during per-
aged lower longeron 369A3013 and wrinkled or formance, etc.
otherwise damaged skin. (1) Floor longeron
(3) Tailboom. Due to tailboom stress and (2) Station 78.50 frame installation
alignment requirements, major repair or rebuild (3) Center beam
of the tailboom can only be accomplished by using (4) Station 124.00 lower frame installation
a special tailboom alignment fixture. (5) Forward landing gear fitting
(4) Stabilizers. Extensive repair or rebuild (6) Aft landing gear fitting
of the stabilizers can only be accomplished with (7) Oleo support fitting
special jigs and fixtures. (8) Pilot’s seat installation (fitting of controls)
b. Crash Damage General. Airframe crashes (9) Upper longeron installation
usually result in the following damage, with accom- (10) Boom fairing station 197.78 frame fitting I
panying sheet metaldamage, in the approximate (11) Boom fairing aft channel
sequence presented. (12) Cyclic controls support bracket assembly
(1) Hard Landing. (13) Boomfairing
Outboard left andright distortion of e. Criteria for Determination of Reparability.
pilot’s seat (canted station 78.50 frame may not Determination of reparability requires perfor-
be damaged). mance of close inspection to identify damage.
(b) Breakage of floor longeron. (1) Visual and Initial Checks for Reparability
(c) Breakage of forward landing gear Reparability should be determinable by visual and
fitting lugs. limited inspections and checks. For example, it
(d) Breakage of rear landing gear fitting. might be that no visible exterior skin wrinkling at
(e) Station 78.50 canted frame controls stations 137.50 and 197. 78, with no skin stretch
tunnel warpage, marks, no other fuselage distortion and a success-
(f) Damage to center beam, ful completion of the HMI Appx B hard landing in-
(g) Canopy and sheet metal damage. spection indicates that no mast base-to-station
(2) Roll Over (After Hard 197. 78 frame fitting misalignment exists and that
Side structure and sheet metal a mast base-to-station 197.78 frame fitting align-
damage. ment check is generally not required. However,

(b) Canopy damage. if wrinkles and stretch marks exist, and damage
(c) Fuselage and tailboom twist or beyond that permissible by the hard landing in-
misalignment. spection is evident, frame fitting 197.78-to-mast
(3) TailboomChop. base misalignment is probable and an alignment
~a) Tailboom damage. check along with more extensive inspections
(b) Boom fairing damage. should be made. The existence of only one skin I
vi Revised 1 October 1973

misalignment probably Parts Catalog (369 IPC). When ordering parts,

I wrinkle
indicates that
include as much of the following information as
(2) Alignment and More Extensive Checks possible:
to Determine Reparability. Visualand initial dam- a. Complete part number, if known or available.
agechecks that reveal aggravated damage intro- b. Complete description. applicable illus-
Use
duce the requirement for more extensive checks tration from this structural repair appendix and
and inspections. A mast base-to-station 197.78 trace or reproduce the illustration to identify the
frame fitting as well as a mast base-to-engine desired part. Use sufficient reference markings
mount fittings alignment check are needed if skin (pointing arrows, etc) to aid identification of the
wrinkles, stretch marks and other damage exist structural item required.
in excess of that discussed in (1) above. In addi- c. Furnish helicopter model and serialnumber.
tion, specific inspections and checks such
other d. Your complete address.
as a check of hard point locations and dimensions e. Consignee’s address.
between exterior hard points may be necessary, f. Desired mode of transportation.
since warpage distortion of structural mem- Written confirmation of all cabled or tele-
or g.
bers other than A-frame members may affect phoned orders is required.
subsequent attachment of optional equipment such
as hoist, litter kit, etc. Cracks or tears in cer- NOTE: To avoid misunderstanding, you are
tain areasmay not be reparable with an overlay requested to confirm all cabled orders by letter.
patch due to limited space, flush fitting compo- Only authorized Service Centers, Distributors
nents, etc, and insertion patching may not be and Sales Companies should order parts directly
permissible due to stress requirements. from Hughes Helicopters. Orders received at
Hughes from other sources, in most instances
PARTS ORDERING INSTRUCTIONS.
and at the discretion of Hughes, will be referred
Structural repair may require procurement of to the Service Center, Distributor, or Sales
parts not listed in the Model 369 Series Illustrated Company closest to therequester.
Revised 1 October 1973 vii/viii

500 Series HMI Appx D Section 1
SECTION 1
GENERAL INFORMATION
i-I. TYPE OF CONSTRUCTION. prevent entry of foreign objects. If the engine

and/or oil cooler and blower are installed, tape
1-2. helicopter fuselage, tailboom and tail
The covers of cardboard or other suitable material
surfaces, and landing gear primary and secondary over inlets. Do not remove covers until work
structural construction(fig. 1-1) consists of all is complete and debris is thoroughly cleaned
metal, metal and fiberglass, and transparent out of the area. After removing covers, verify
plastic components, that the areaaround the base of the mast, inlet
a. Metal. The helicopter fuselage, tailboom plenum, and entire plenum chamber is free of
an~i tailsurfaces sections are conventional, all foreign material. Lf the engine is not installed,
metal, riveted structures incorporating formed thoroughly clean the area before engine
aluminum alloy, stainless steel and titanium installation.
bulkheads, frames, channels, longerons and
stiffeners. All stressed skins are either smooth 1-7. REPAIR INFORMATION.
or beaded. The landing gear and lower vertical
stabilizer skid tube are constructed of tubular 1-8. Refer to FAA AC 43. 13-1A Aircraft Inspec-l
aluminum. tion and Repair for standard sheet metal repair
b. Metal and Fiberglass. The engine inlet procedures. Repair procedures outlined in~this
fuel cellsupport skins are sheet alumi- appendix provide information that does not appear
num and glass cloth. The canopy ventilating panel in general structural publications. Included are
is laminated glass cloth. those special procedures required to maintain the
c. TransparentPlastic. The transparentpor- structural integrity of this particular helicopter
tions of the upper, Tower, and center canopy design.
windshields and the aft section windows are made
of acrylic plastic. 1-9. INVESTIGATION OF DAMAGE.
1-3. SUPPORT OF STRUCTURE DURING REPAIR. 1-10. The damaged area should be thoroughly
cleaned and investigated to determine the primary
1-4. Support helicopter structure with padded cause and full extent of damage. Examine all
cradles positioned directly under the structural damage thoroughly regardless of how trivial it
bulkheads, on jacks installed at the three jacking may seem. Investigate for cracks, severe
points, or support helicopter as shown in figure 1-2. scratches on stressed parts, distorted or dented
Removal of parts for repair
or replacement may metal and elongated bolt holes, especially after
result in other structure being overloaded and impact damage. Examine all parts of the struc-
result in possible damage; therefore, adequate ture as well as the locally affected section for
support must be provided at all times. possible damage. Perform a dye-penetrant in-
spec#on of any part suspected of having crack
CAUTION: Placing supports at locations other damage. Figure 1-3 shows the fuselage divided
than directly under a structural bulkhead will into for investigation of damage and lists
I
areas
result in damage to the helicopter skin panels. section and figure numbers in this appendix that
contafn repair information for the areas.
1-5. ACCESS FOR REPAIR.
1-6. Instructions for gaining access to helicopter 1-11. REQUIRED PARTS REPLACEMENT.
structure and for removal of associated compo-
nents are not discussed in this appendix. Before
repair or replacement of any helicopter structure, 1-12. Any extensive damage that cannot be satis-
refer to the Basic HMI removal and installation factorily repaired by either patching or insertion,
instructions pertaining to hardware and compo- or where such repair is not economical, requires
nents located in the damaged area. replacement of the damaged part with a new or
serviceable unit. Refer to the introduction in this
CAUTION: Any time work is being performed appendix for parts identification and ordering
in or near the engine inlet area, use care to instructions.
Revised 1 October 1973 1-1

Section 1 500 Series HMI Appx D
1-13. REPAIR MATERIALS AND TOOLS. 1-15. RIVET SELECTION.
1-14. Repair materials listed in table 1-1, and 1-16. Solid shank rivets are generally preferred
tools listed in table
1-2, include only those items for attachment of the helicopter external skin
required for the repair of structure discussed in structure. However, blind (mechanically
this appendix. For all other materials and tools, expanded) rivets may be used where access to
refer to the maintenance materials and special both sides of the riveted structure is impossible
tool tables in the Basic HMI. or where limited space will not permit the use of
Table 1-1. Repair materials
Item Spe cifi cation Commercial Product(a)

No. Material No.(l) Name/No. Mfr
1 Abrasive paper, silicon carbide P-P-101 (3)

CGrade as noted)
2 Methyl-ethyl-ketone (MEK) TT-M-261 (3)
3 Cloth, glass, finished (#181) MZL-C-9084 Material U. S. Polymeric Chemical,
Type VIII Description: Inc.; Ferro Corp., Cordo
HMS 16-1091 Division; Coast Mfg and
Supply Co.
I" pressure retsyloPgniam resin with catalyst, low

Grade B,MIL-R-7575
Class O
5 Acetone 0-A-51 (3)

6 Surface primer, locking compound MIL-S-22473 Locquic Loctite Corp., 705 N.
(Grade and Mountain Road, Newlngton
form optional) Connecticut 06111
1 7 Sealing, locking and retaining MIL-S-22473 Loctite Loctite Corp.

compounds; single component
(Grade as noted)
Retaining compound MIL-R-46082 #35 Loctite Corp.
8 Primer, zinc chromate MIL-P-8585 (3)
9 Adhesive, bonding, vulcanized MIL-A-1154 EC 1300L 3M Co., St. Paul, Minn.
10 Sealing compound (color as noted) MIL-S-7502 PR1221 Product Research and
(Classand PR380-A2 Chemical Corp., Los
dash No. Angeles, Calif.
optional) EP711 Coast Proseal
11 Zinc chromate putty, general MIL-P-8116 Compound W. P. Fuller Co.,

purpose 3998 Los Angeles, Calif.
12 Tape, pressure-sensitive, water- PPP-T-60, 3M Co., St. Paul, Minn.

proof for packaging and sealing Class I
Permacel
(width and thickness as noted)
Antimony (fire (3)
I’" for polyester resin)
trioxide retardant
NOTES: (1) Numbers U. S. A.

Specifications and Standards. The prefix symbols are defined as
are
follows: AMS
American Material Standard; MS Military Standard; MIL Military
Specification; Single, double or triple alpha prefix of the same letter Federal Specifica-
tion; AN Air Force-Navy Aeronautical Standard; NAS National Aerospace Standard.
(2) Primary selection. Any equivalent material may be used as an alternate selection.
(3) Use the best comparable grade material when the conformity of available materials of
the same type with the listed Specification No. cannot be determined.
1-2 Revised 1 October 1973

Table 1-2. Structural repair special tools
Item
No. Part No. Nomenclature Application or Use
1 WSI-HT- 12AS Installation tool, WSI-B-1BAS (bushing) Installing grommets for

grommet (mfd by Western Sky Industries, tail rotor control rod.
21300 Cloud Way, Hayward, Calif. 94545)
2 369A9900-80906 Check fixture, engine and tailboom Checking boom Sitting

alignment mast support fitting
engine mounts boom
fairing alignment;
replacing boom fairing.
3 369A5000-40101 Engfne-to-transmisslon aligning tool Checking alignment of

engine and main
transmission.
4 118M-5-L5-5/32 Lockbolt installation set, for 5/32-in.-dia. pin Installing swage locking
and collar (mfd by Huck Mfg Co., 12624 Daphne, collar on pull-type locking
Hawthorne, Ca. pin
5 118D-5-L5-5/32 Lockbolt installation set, 1 in. head offset 45", Installing swage locking
for 5/32-in.-dia. pin and collar (mfd by Huck collar on pull-type locking
Mfg Co. (may be made by modification of pin
item 4)
6 118M-5-L6-3/16 Lockbolt installation set, for 3/16-in.-dia. Installing swage locking

pin and collar (mfd by Huck Mfg Co. collar on pull-type locking
pin
7 Modified item 6 Lockbolt installation set, 1 in. head offset 45", Installing swage locking
for 3/16-in.-dia. pin and collar (may be made collar on pull-type locking
by modification of item 6) pin
a bucking bar. Blind rivets may be installed in 1-17. CORROSION CONTROL.

all patch repairs whenever required (solid shank
rivets are preferred), except where indicated 1-18. Carefully read the corrosion control and
otherwise. The blind rivet shank should never be paint finish paragraphs in Section 2 of the Basic
less than 1/8-inch diameter and patch attachment HMI before attempting any repair. Install rivets
should usually consist of rivets of the same type and fasteners in the lower fuselage with wet zinc
and size. If a panel or section of skin is to be chromate primer (item 8, table 1-1). In addi-
replaced with limited access for replacement of tion, apply a O. 06-inch bead of sealant (item 10)
all solid shank rivets resulting in a mixture of at mating surfaces of allstringers, stiffeners,
types, the following method is preferred. longerons, gussets, frames and skin overlaps in
a. Gain access to the rear of the structure to the lower fuselage internal structure. All skin
beriveted by cutting the smallest possible access overlaps, butt joints and doublers on the entire
hole in an area clear of internal support helicopter exterior should also be sealed with a
structure. 0. 03-inch bead of sealant. Seal any possible
b. Complete the repair or replacement of the condensate or water trap to prevent the possibility
skin panel using solid shank or special rivets as of corrosion. Use extreme care in sealing the
required. (Always install the original or equiva- left side battery compartment against battery
lent type fastener, using oversizes when overflow or spillage. In general, the upper lip of
necessary. all horizontal members and both sides of vertical

c. At work completion, patch repair the access members are sealed. IF IN ~OUBT, APPLY
hole using blind rivet fasteners. SEALANT.

1-19. AIRFRAME STATION LOCATIONS. 1-21. PUBLICATION INDEX FOR FASTENERS

(RIVETS, PINS, LOCKBOLTS AND
1-20. Stations and waterlines associated with COLLARS).
obvious structure members are shown in figure
1-4. Alldimensions, shownininches, aretaken 1-22. National Aerospace Standard (NAS523) con-
from two reference points designated as station tains a complete code for the fasteners specified
and waterline 0. 00. Station 0. 00 is 28. 00 inches in this appendix. The listing contains fastener
forward of the fuselage nose. Waterline 0. 00 is basic code, basic part number, shank material,
tangential to the bottom of the fuselage at sta- and description. Manufacturers are also identi-
tion 90. 61. Canted stations (CANT STA) start at fled for fasteners that are not prefixed by MS or
waterline 0. 00 unless otherwise specified. The NAS. This rivet code publication may be obtained
canted station is not the same distance from sta- through:
tion 0. 00 over its length and should be referred to
in association with a waterline reference. Mea-
surements from a station represented by a rib,
frame or bulkhead that is not accessible may be Aerospace Industries Association
taken by noting the bend direction of the flange of America, Inc.
(fig. 4-1) and compensating on the correct side of 1725 De Sales Street, N. W.
the visible external skin attachment rivet line. Washington, 6, D. C.

500 Series Appx D
Sectionl
THIS ILLUSTRATION IS A COMPOSITE OF

U: CURRENT CONFIGURATION STRUCTURE USED IN THE
MODEL 369H SERIES HELICOPTER
1-5/1-6
500 Series HMI Appx D Section Z
NOTES;
1. HELICOPTER SHOWN WITH LANDING
GEAR, ENGINE, MAST, DRIVE
SYSTEM AND FUEL REMOVED.
’j
2. HELICOPTER FUSELAGE MAY BE
SUPPORTED ON PADDED CRADLES JACK PAD
DIRECTLY 1~NDER STATION
BULKHEADS.POSITIONED
STA 78. 50 AND 12d 00 197. 710
CUT HOLES OVER FUEL

CELL ACCESS DOORS.
LOGIN. PLYWOOD ITYP)
BOLTS
.MUROHGT SHIM AS
DRUM AND PLYWOOD.
2X41N. WOOD
NAILED TO PLYWOOD
55 GALLON DRUM
OR EQUIVALENI
JACK FITTING
STATION
96 BP
CAM I I ~HARDWARE
STA I
26432 1~
rh\Y~ SHOWN 1S
TYPICAL
TIE-DOWN
FI~ING
~j:‘‘´•´•´•. ATTACHMENT
HOLE
CANT /4 PLACES)
STA
209. 78
IRIT)J
55-001
Figure 1-2. Support of disassembled helicopter
1-7
STRUCTURE SECT \ad F\G. NO.
~ORWARD 2 2-1
LANDING GEAR 4 4-1
FIREWALL, PLENUM CHAMBER

2 2-3
AND MAST SUPPORT STRUCTURE
FUSELAGE BOOM FAIRING 2 2-4
UPPER AFT SECTION

2 2-4
FUSELAGE STRUCTURE
TAlLBOOM AND STABILIZERS 3 3-1
LOWER CENTER FUSELAGE 2 2-2 55-015A
Figure 1-3. Helicopter area locator

STA STA STA

CANT STA
146. 62 164. 87 185.89 CANT
78.50
CANT STA STA STA STA STA
E 124. 00 137: 50 155. 75 174. 00 197. 78
MAST
STA
28. 00 71
WL
rm rt\ II II 11 49. 37-
WL 45. 36
~BEAM
WL 38.64
CORNER WL 32.00--11----
PILOT’S IACKING
SEAT POIM
WLZ2.75
WL21.50 STA96.89
WL 11.98
WL 14. 19
WL 0. 00´•
STA STA STA STA STA STA STA

44. 65 56. 85 84. 79 96.42 108.04 119.67 137. 50
STA
0.00 SiA STA CANiSTA SiA SiA SiA STA STA
50. 50 64. 37 78. 50 90. 61 102.23 113.85124.00 300. 00
WL 104. 22
WL 55. 34
CANT STA
209. 78 STA 274.
AFT FACE
CANT STA CANT STA CANT STA OF LUG
197.78 219.96 242.14
CANT STA
264.32
STA 279. 20
NOTE:
e UPPER VERT
IN MEASURING EXTERNALLY FROM RIVET LINES, NOTE THE SIDE STABILIZER
AT BULKHEAD OR FRAME INDICATED AS THE STATION AND COM- ATIACHMENT
PENSATE FOR RIVET POSITION IN THE ATTACHMENT FLANGE. HOLES ss-o4o
Figure 1-4. Station diagram
1-9/1-10
SECTION 2
FUSELAGE
2-1. FUSELAGE ASSEMBLY. b. Check station 197. 78 frame fitting-to-mast

support structure fitting alignment with engine
2-2. GENERAL. and tailboom alignment check fixture (item 2,
a. Forward Fuselage. (See fig. 2-1.) The table 1-2) as shown in figure 2-7.
forward fuselage section includes the windshield
assembly, door frames, seat support structure, NOTE: Slight misalignment of the boom
pilot’s compartment floor forward landing gear fairing with the mating upper aft section
fittings, forward center beam and associated fuselage structure is not critically impor-
support bulkheads and structure, tant, if canted station 197. 78 frame
b. Lower Center Fuselage. (See fig. 2-2.) fitting-to-mast support structure fitting
The fuselage lower center section includes the misalignment does not exist. Station
cargo compartment floor, center beam, and fuel 197. 78 frame fitting-to-mast support
tank support structure. fitting alignment ensures that an installed
c. Firewall, Plenum Chamber, and Mast tailboom will not be incorrectly canted,
Support Structure. (See fig. 2-3.) The firewall the tail rotor will be positioned in the
plenum chamber and mast support structure sec- correct fore-and-aft vertical plane and
tion includes the main rotor mast support struc- that the tail rotor driveshaft will be cor-
ture, cargo door frames, engine compartment, rectly aligned with the shafts of the main
engine air inlet (plenum chamber) installation and transmission and tail rotor transmission.
firewall installation. Usually, when the boom fairing is damaged
d. Boom Fairing and Upper Aft Section. (See and misaligned with mating fuselage struc-
fig, 2-4,) The fuselage boom fairing and upper ture from a tailboom chop, hard landing or
aft section includes tailboom supporting structure, rollover after hard landing, station 197. 78
tail rotor control brackets and upper engine com- frame fitting-to-mast support fitting mis-
partment structure. alignment exists.
2-3. INSPECTION AND REPAIR OF FUSELAGE c. C heck engine -to -trans miss ion alignment
SHEET METAL. (para 2-6).
d. If the damage requires replacement of the
2-4. GENERAL. Refer to FAA AC 43. 13-1A
Aircraft Inspection and Repair for sheet metal
boom
e.
fairing, replace boom fairing (para 2-15).
If the damage to the boom fairing has not
I
repair procedures not covered in the following disturbed the alignment, repair damaged struc-
paragraphs. Refer to paragraph 2-9 for classifi- ture as required.
cation and definition of the types of permissible
repair, and to figure 2-5 for fuselage skin panel- 2-6. ALIGNMENT CHECK OF ENGINE-TO-
ing diagram. Table 2-1 lists materials which may TRANSMISSION. Engine -to-trans mission align-
be substituted for patch repair. ment (fig. 2-8) should be checked if there has been
structural damage to the station 124.00 canted
2-5. ALIGNMENT INSPECTIONOF BOOM frame, engine mount fittings, or mast base.
I shaft can occur as a result of damage to the boom
a. With the engine and main transmission in-
stalled, attach aligning tool shaft (369A5000-
fairing sustained in a hard landing. A slight oil 40101) to the main transmission input shaft and
canning, wrinkles, stretch marks or other visible install the cone on the overrunning clutch coupling
distortion of boom fairing skin between boom as shown in figure 2-8.
I fairing station 137. 50 ring and station 197. 78

frame fitting may be evidence of boom fairing
b. Preload the dial indicator to 0. 100 inch.
Rotate tool shaft with indicator. Maximum runout
damage and tail rotor driveshaft misalignment. is 0. 050 inch.
Verification of alignment should be accomplished c. Reverse the tool and cone and rotate tool
as follows. 360 degrees. Maximum runout is 0. 050 inch.
a. Check surface flatness of the station 197. 78
frame fitting as shown in figure 2-16. Repair 2-7. PRIMARY STRUCTURAL MEMBERS. Identi-
surface according to paragraph 2-19. fication of damage to primary structure resulting
Revfsed´•l October 1973 2-1

Table 2-1. Standard gages and material substitutes
STANDARD MATERIAL GAGES
0.010 0.040 0.100
0.012 0.051 0.125
0.016 0.063 0.160
0.020 0.071 0.180
0.025 0.080 0.200
0.032 0.090 0.224
MATERIAL SUBSTITUTES
Material Alloy and Temper Substitute Alloy and Temper
Aluminum 2024-T3 tall gages) 2024-T81 same gage
2024-T42 tall gages) 2024-T3 same gage
2024-T4 tall gages) 2024-T81 same gage
7075-T6 tall gages) 2024-T3 two gages thicker
2024-T6 one gage thicker
2024-T81 one gage thicker
7178-T6 same gage
7075-T6
(0. 012 to 0. 051) 2024-T42 two gages thicker
(0. 051 to 0. 090) 2024-T42 three gages thicker
Corrosion- PH 15-7 1/2 hard 301 CRES one gage thicker

Resistant Condition 1050
Steel 0. 014
PH 15-7 1/2 hard 301 CRES two gages thicker

Condition 1050
0.016 to 0.025
NOTE: The materials listed are substitute materials for repair use only. The following factors must be
considered during material selection.
a. Whenever possible use the same material for repair.
b. Forming limitations differ in material and sheet metalgages. Refer to selection of material for
I sheetmetalparts, FAA AC 43. 13-~A, before repair.
c. Bend radii for heat-treated material must be larger than for the same condition O material. Use
of condition O material followed by heattreat may be required.

in twisting distortion and displacement of the The patch shall be applied to the convex surface
member may be determined by using alignment of the stressed panel. Patch with a single row of
tools as shown in figures 2-7 and 2-8. An inspec- rivets, using 6 to 8 diameter spacing.
tion check of alignment must be performed when
NOTE: Any insertion skin patches on the boom
damage extends beyond a localized area or if the
of the damage cannot be determined. fairing are to be overlapped with double rows
cause The
of staggered, solid shank rivets with minimum
primary structural members are:
of 3/32-inch diameter. Blind rivets should not
Canted Frame Station 78.50.
a. (See fig. 2-1. be used.
Damage to the canted station 78.50 frame result-
ing in twisting, distortion or displacement is not c. Replacement. Damagethat exceedsthe
reparable without Hughes assistance. limits for repair by patching requires replacement
b. Centeream. (See fig. 2-2. Major dam- of the panel.
age to the center beam is reparable as long as the
NOTE: Except for tailboom skin (Section 3),
damage has not resulted in twisting, distortion or
of canted frames and mast
excessive damage to the fuselage skin support-
displacement support.
ing structure (frames, longerons, stringers,
c. Canted Frame Station 124.00. (See fig. 2-3.
etc) must occur before replacement of a com-
Damage to the canted station 124.00 frame result-
plete panel becomes necessary; however,
skin
ing in twisting, distortion or displacement is not
any portion of the skin can be replaced.
reparable Hughes assistance.
without
d. Support Structure. (See fig. 2-3.
Mast 2-10. NON-STRESSED SHEET METAL PANELS.
Damage to the mast support structure resulting Non-stressed sheet metal members consist pri-
in twisting, displacement or distortion is not marily of hinged covers and doors (except the fuel
reparable without Hughes assistance. cell access doors and controls access door which
are stressed). Guidelines defining repair of dam-
NOTE: Refer to the Basic HMI requirement for
age are as follows.
300-hour inspection of mast support structure
a. Negligible Damage. Small dents, scratches,
and canted frame stations 78.50 and 124.00.
nicks, and light corrosion deposits are considered
2-8. SECONDARY STRUCTURAL MEMBERS. negligible damage. Cracks t‘hat do not exceed 0.25
Damage to secondary structure such as the firewall inch in length, are less than one-fourth the width
and plenum chamber (fig. 2-9) and the pilot’s com- of the damaged component, and are removed at
partment seat structure(fig. 2-10)may be repaired least 1 inch from the end of the damaged component
without the use of alignment tools provided that or at an attachment point, may also be considered
damage to the major structure has not resulted in negligible damage.

twisting distortion or displacement (para 2-7). b. Patch Repair. Repair or replacement of non-
stressed panels shall be at the discretion of the owner.
2-9. STRESSED SHEET METALPANELS.
Str ily of 2-11. REPAIROF AFT SECTIONSTRUT. Re-
the helicopter fuselage (frame)
skins and bulkhead pair of thestrut is limited to
smoothing out minor
webs. The most highly stressed skin sections are dents, scratches, or nicks. Replace the strut if
those that form the cylindrically tapered tailboom it is badly damaged. See figure 2-11 for strut
assembly (Section 3). Classification of damage, replacement.

guidelines defining the extent of damage requiring 2-12. REPAIR OF FUSELAGE SKIN OIL CANNMG
complete replacement, and basic repair methods (WRINKLES). An "oil can" as applied to the fuse-
applicable to stressed sheet metal panels of the lage skin ONLY is a visual observation of a bulge
main fuselage are outlined as follows.
or wrinkle out of contour between structural mem-
NOTE: A skin panel is defined as skin area bers in essentially the unloaded state. When de-
bounded by three orstructural members
more termining if an "oil can" condition exists, use vis-
(stiffeners, stringers, longerons, etc). Refer ual observation only. No external pressure should
to Section 3 for information on inspection and be applied to the skin. Any oil canning in the aft
I repair of tailboom sheet metal.
described in paragraph 2-5 is an indication of
Negligible Damage.
a. reparable
None. All structuraldamage. No oil canning repair of the
tailboom or tail surfaces is allowed. Refer to
damage shall be repaired upon detection. Cracks,
tears, or punctures in stressed sheet metal panels figure 2-12 for a typical oil canning repair of the
that do not exceed 0.25-inch diameter and can be fuselage skin using a stiffener positioned between
removed by drilling out with a 1/4-inch or smaller two structural members. Shims may also be
diameter drill do not require structural doublers. added between the lower fuselage frame or ribs
b. Cracks, tear, orpunctures
PatchRepair. during installation of replacement external skin
in stressed sheet metal panels exceeding 0.25- panels or patch repairs. Make shims from 2024-T3
inch diameter are to be patched provided the dam- aluminum alloy sheet stock O. 040-inch maximum
age area does not exceed a total of 25 percent of thickness by 0.50 inch wide. Taper the shim and
the panel area (previously repaired areas included), pick up a minimum of three rivets.

2-13. INSPECTION AND REPAIR OF CARGO sufficient retainer material for trimming and
fitting as required (fig. 2-20).
(See fig. 2-2 and 2-13.) Cargo compartment floor Temporarily attach any optional equipment
damage can be caused by excessive localized load- at hard points to verify location.
ing. This buckling of the center beam
can cause f. Pick up rivet holes, Cleco door in place,
structure. damage to the center beam is sus-
If and continue with installation.
pected, remove the right fuel cell access door and
necessary fuel cell attaching hardware to pull the 2-15. DRAIN HOLE PROVISION FOR CARGO
fuel cell from the center beam and check the COMPARTMENT FLOOR. Drain holes may be
following. drilled at cargo compartment floor level on both
a. Inspect the centerbeam upper "T" cap area sides of helicopter to provide drainage through
forindications of web or stiffener buckling between exterior skin as follows.
stations 95 and 115. Minor buckling of the beam a. on cargo compartment side of
Locate holes
is acceptable provided no "T" cap rivets are pulled the exterior skin, 2. 00 inches forward of station
out andno cracks or tears exist in the web or 124. 00 lower section just above compartment
stiffeners, floor. Refer to figure 2-3 to determine location.
If any top "T" cap rivets have pulled out and/
b. Be sure that drilling will not damage floor and
or cracks are evident in the web or stiffeners the that holes are no more than 0. 040 inch above
helicopter cargo compartment loading must be re- floor.
stricted to 400 pounds maximum until the repairs b. Drill a 1/4-inch (0. 250) hole and deburr.
shown in figure 2-13 can be performed.
c. Damage to the upper "T" cap other than 2-16. REPLACEMENT OF BOOM FAIRING.
m~or buckling must be repaired before further Prior to attempting replacement of boom fairing,
flight. determine that replacement is necessary, practi-
cal and that replacement will meet all damage
repair requirements. Inspect damage to the
2-14.REPAIR OF PILOT’S COMPARTMENT boom fairing, perform an alignment inspection of
DOOR FRAME. -~See fig. 2-14.) The entire pilot’s the boom fairing (para 2-5) and refer to structural
compartment door frame or any damaged section repair criteria in the introduction, paragraph 2-7
of the frame may be repaired or replaced. Special and other related information in this section to
jigs or holding fixtures are not required for repair make the determination. The engine and tailboom
or replacement of the pilot’s compartment door alignment check fixture (item 2, table 1-2) is
frames. If a frame section is to be replaced, use required to correctly position the replacement
standard insertion and doubler repair methods, boom fairing on the upper aft section fuselage
The following general procedures should be followed structure and align the station 197. 78 frame
to ensure door frame fit. fitting (fig. 2-4) with the mast support structure
During removal of damaged door frame struc-
a. fitting (fig. 2-3) to assure correct tail rotor
ture, drill out rivets attaching hard points, aft driveshaft alignment. The alignment check fix-
door hinges and frame gussets so that these mem- ture is also required to recheck alignment at
bers remain attached to the station 78. 50 canted completion of boom fairing replacement. Replace
bulkhead. the boom fairing using standard sheet metal
b. Position the replacement frame or section replacement and repair procedures and practices
sohat edge distance is maintained at all rivets as follows.
equivalent to the edge distance observed on the Helicopter With Shaft-Driven Blower. For
a.
damaged frame. Clamp frame into position, do a boomfairingthat is to be replaced on a heli-

not drill. copter with a shaft-driven blower (Basic HMI),
modify and lengthen upper longerons (fig. 2-3)
NOTE: Replacement door frames are manu- according to figure 2-6 for attachment at mast
factured to fit and do not require trimming, support structure (fig. 2-3).
Do not bend, bow, or force frame into position b. Removal of Components. Remove compo-
as this may cause improper fit of the hinged nents from helicopter as follows: tailboom,
pilot’ s compartment door. engine, main transmission, aft section upper
firewall and forward engine air inlet fairing
c. Position the attaching canopy frames. The (Basic HMI). Also remove aft engine air inlet
lower canopy frame attaches to the door frame fairing as boom fairing is removed.
with the top surface at waterline 38. 96 (22. 89 c. Alignment and Installation of Boom Fairing.
inches above the forward upper edge of the pilot’s (1) Prior to placing replacement boom
compartment floor). Clamp in position, do not fairing in mounting position on upper aft section
drill. fuselage structure, install mast support fixture
Verify that existing canopy window panel
d. and engine mounts fixture of engine and tailboom
plastic edge retainers provide adequate rivet edge alignment check fixture (item 2, table 1-2).
distance. Check that; replacement panels have (See fig. 2-7.

(2) With boom fairing adequately held in should be performed only when replacement
place at approximate mounting position, install components are not immediately available.
station 197. 78 fixture of engine and tailboom a. NegligibleDamage. Longitudinal scratches,

alignment check fixture on station 197. 78 frame nicks, or dents shall not exceed O. 010-inch depth
fitting of replacement boom fairing (fig. 2-7). or 15 percent of the length of the fitting. Trans-
(3) Carefully reposition boom fairing on verse scratches, nicks, or dents shall not exceed
upper aft section to correct position for installa- 0. 010 inch depth or 10 percent of the thickness of
tion, while using alignment check fixture to per- the fitting. The preceding damage limits apply
form a boom fairing-to-structure alignment after polishing or repair is accomplished. Per-
check as instructed in figure 2-7. form a flatness check of the canted station 197. 78
frame fitting (fig. 2-16) following scratch
NOTE: The alignment check provides visual removal.
illdications and himensions to determine b. ZnsertionRepair. Replacement of bushings,
correct mounting position for boom fairing. bearings, or inserts of a dissimilar metal that
Water line OrJ.L. 34. 00 pads on engine form a part of the fitting are considered insertion
mounts fixture provide means to measure repairs. Insertion repair procedures are
and determine that upper aft section fuse- described in FAA AC 43. 13-1A
lage structure is not excessively displaced c. Replacement. Damage to a fitting beyond
radially. Excessive radial displacement negligible damage and insertion repair requires
may prevent installation of boom fairing replacement of the entire fitting.
at correct position.
CAUTION: Special jigs or locating fixtures
(4) fairing is at correct instal-
After boom are required to establish and hold critical
lation position, temporarily rigidly secure it in fuselage dimensions during replacement of
place, certain structuralfittings. Contact a Hughes
(5) When securing horizontal portion of Field Service Representative before
upper longeron forward end to outboard under- attempting replacement of bulkhead splice
sides of mast support structure fitting, use fittings (upper fittings used for attachment
fasteners as indicated in table 2-2. For simpli- of upper engine mounts).
fication and ease of installation, alternate fasten-
ers listed may be used. 2-20. REPLACEMENT OF FORWARD LANDING
(6) While riveting and securing boom fair- GEAR
ing to fuselage structure and reinstalling aft The following general procedure is based on mini-
engine air inlet fairing with boom fairing, peri- mum access for replacement of the forward center
odically repeat the boom fairing-to -structure beam fitting. Damage to the fitting is usually the
alignment check as necessary while installation result of a hard landing. In this event, other dam-
progresses to ensure correct alignment. age may occur that will require additional cutting
(7) At completing installation of boom away of damaged material.
fairing, repeat alignment check to verify align- a. Remove any externally attached hardware and
ment and installation at correct position. internal bracketry in the area shown in figure 2-17.
(8) Remove station 197. 78, engine mounts b. Remove all rivets attaching the exterior skin
and mast support fixtures (fig. 2-7). tofhe lower "T" cap (horizontal legs) between
d. Reinstallation of Components. Reinstall aft stations 44.65 and 90. 61 along butt line 0. 00.
section upper firewall, main transmission, engine c. Cut away exterior skin between statibns
and tailboom (Basic HMI). 44;165 and 90. 61 to a width of 8 inches on both sides
of the "T" cap starting at butt line 0. 00.
2-17. FUSELAGE FITTINGS.
NOTE: Terminate each cut at a rib or stiffener
2-18. GENERAL. The mast support structure where possible to avoid a double row of rivets
fittings and the canted station 197. 78 frame in exterior skin patch after completion of repair.
fitting are critical fatigue-loaded parts. Any
damage in excess of negligible limits specified in d. Remove all rivets from the vertical leg of
paragraph 2-19 requires replacement of the the "T" cap between stations 44.65 and 90. 61.
damaged part. Any cracks, regardless of length, Gain access to the forward section through the
requires replacement of the part. Refer to the pilot’s floor access door openings.
fuselage section illustration showing fitting loca- e. Drill out rivets and remove the extruded
tions and figure 2-15 for fitting replacement angle positioned across the bottom of the canted
information, station 78. 50 bulkhead at bud line 0. 00.
I. Cut through the "T" cap at approximately
2-19. INSPECTION AND REPAIR OF FUSELAGE station 86. 50 leaving edge distance at rivet holes
on each leg at both sides of the cut (6 places).

Table 2-2. Fasteners upper longeron to mast support fitting
Original Lockbolts
Pilot Hole Mounting Hole

Pull-type Swage Installation
Limits
Swage Lack- Locking Tools
Drill Diameter Drill Diameter tin.
ing Pin Collar Required
Size tin. Size tin.
NAS1465-( 26 0. 1470 20 0. 1610 0.1605-0.1635 NAS1080( )-5 Lockbolt installa-

tion set (item 4,
table 1-2)
Lockbolt installa-
tionset, offset
head, (item 5,
table 1-2)
**NAs1466-( is 0. 1695 13 0. 1850 0. 1850-0. 1880 1 NAS1080( )-B Lockboltinstalla-

tion set (item 6,
table 1-2)
Lockbolt installa-
tion set, off-set
head (item 7,
table 1-2)
Alternate Fasteners
Pilot Hole Mounting Hole

Hi-Lok Limits Hi-Lok
Alternate to
Bolt Drill Diameter Drill Diameter tin. Collar
Size tin. Size tin.
HL20PB-6 18 0. 1695 13 0. 1850 0. 1850-0. 1885 HL86-6 NAS1465-( )pin

withNAS1080( )-5
collar
t HL64PB-6 13 0. 1850 7 0. 2010 0. 1996-0. 2026 HL87 NAS1466-( )pin

with NAS1080( )-6
collar
5/32 in. nominal diameter

t
Notes:
1. Fasteners secure horizontal portion of upper longeron forward end to outboard

underside of fitting.
2. Minimum edge distance is 1. 5 x pin or bolt diameter.
3. Interference fit exists at pin or bolt installation.
2-6
The "T" cap will be spliced at this point after h.During reinstallation of landing gear, make
reinstallation. sure alignment and no bind-
that there is correct
ing at attach points.
NOTE: When cutting the"T" cap at station
86. 50, slide a sheet of thin CRES material 2-22. REPLACEMENT OF AFT OLEO SUPPORT
between the center beam web and the "T" FITTING.
cap vertical leg to avoid damage to the web.
CAUTION: If there has been structural
been re-
g. Make certain that all rivets have damage to station 124. 00 canted frame,
the entire length of the forward "T"
moved from engine mount fittings, mast base or engine-
section. Apply a downward pressure at the to-transmission misalignment is suspected
cap
aft (cut) end until the "T" cap section is loose; for any reason, an engine-to-transmission
then slide out the section by pulling aft and down. alignment check should be performed
h. Remove all rivets attaching the forward according to paragraph 2-6 and figure 2-8
ce;iter fitting
beam and helicopter.
remove from the prior to attempting fitting replacement.
i. required, rebuild the replacement fitting
As This check will eliminate the possibility
asshown in figure 2-15, detail R. of locating and drilling the mating hole for
3´• Fit drill and rivet the new fitting in place,

t
the associated upper side engine mount in
k. EEeinstall the two extruded angles and the "T" the replacement fitting at an incorrect
cap section. Use oversize rivets as required. location. Remove and reinstall only one
i. Splice repair the "T" cap section at station fitting at a time to ensure correct align-
86, 50 as shown in figure 2-13. ment. Replacement fitting is supplied
m. Patch repair exterior skin. Install double undrilled. Complete the entire procedure
rowof rivets where replacement skin does not for replacement of one fitting before
overlap at a rib or stiffener. removing opposite fitting, if it is to be
n. During reinstallation of landing gear and trim replaced.
acfuators be sure that there is correct alignment
and no binding at attachment points. At least 0. 015- a. engine and upper side engine tnount
Remove
inch (minimum) clearance between actuator and onside to be repaired (Basic HMI).
center beam structure must be maintained. b. Jack helicopter until skid tubes of landing
gear just clear the ground (Basic HMI).
2-21. REPLACEMENT OF AFT LANDING GEAR c. Disconnect upper end of landing gear dampe
C from aft oleo support fitting to be replaced and
The following general procedure is based on mini- remove any electrical equipment installed on the
mum access replacement of the aft center beam
for fitting (Basic HMI).
fitting. Damage to the fitting is usually the result d. Using a pencil, trace around sheet metal
of a hard landing. In this event, other damage may and edges of fitting at bulkheads to assist in
occur that will require additional cutting away of positioning replacement fitting (fig. 2-15).
damaged material.
a. Remove fuel cells and cut away the aft wall NOTE: During fitting removal, drill out rivets
of~he fiberglass tank liner to expose fitting-to- so that sheet metal stiffeners remain attached
center beam attachment rivets forward of the to the fuselage wherever possible. Mark
station 124. 00 lower frame, and retain any shims for reinstallation.
NOTE: Do not remove the tank liner aluminum e. Remove damaged fitting by drilling out
attachment angle. Cut fiberglass up to the angle attachment rivets.
and repair after completion according to para- f. Using pencil outline traced on bulkheads and
graph´• 2-27. sheetmetal, place the undrilled replacement
fitting in mounting position. Mark rivet hole
Remove all rivets attaching the aft center
b. locations and check for rivet hole edge distances
beam fitting and remove from the helicopter. equivalent to that for damaged fitting.
c. As required, rebuild the replacement fitting g. With fitting in place pick up attachment
ashown in figure 2-15, detail S. holes and install monel rivets.
d. Splice repair the ’’T" cap,’if damaged, h. Reinstall landing gear damper; lower heli-
according to center beam repairs shown in fig- copter and remove jacks.
ure 2-13. i. Locate and drill a mating hole in boss of
e. Fit, drill and rivet the new fitting in place. replacement fitting for lower end of upper engine
Install double
Patch repair errterior skin. mount as follows.
row of rivets where replacement skin does not
overlap at a rib or stiffener. NOTE: Locating and drilling the hole without
Patch repair the fiberglass tank liner using special hole locating fixture is accom-
g.
(para 2-31). plished according to procedures in figure 2-15

Following steps (1) thru (8) provide procedures (7) Remove engine mounts fixture and mast
for locating and drilling the hole using engine support fixture (fig. 2-7).
and tailboom alignment check fixture (item 2, (8)
Reinstall main transmission, tailboom
table 1-2). and tail rotor driveshaft (Basic HML).
J, Reinstall engine and perform an engine-to-
(1) Remove tailboom and main transmission transmission alignment check according to para-
(Basic HMI). graph 2-6 and figure 2-8.
(2) Attach mast support fixture to underside k. If the aft oleo support fitting on opposite
of the mast support structure pan and engine side of helicopter is to be replaced, repeat entire
mounts fixture to mast support fixture and the procedure.
installed upper side and lower engine mounts as
shown in figure 2-7. Both these fixtures are part 2-23. REPLACEMENT OF CANTED STATION
of the engine and tailboom alignment check fix- 197. 78 FRAME FITTING.
ture (item 2, table 1-2). a. Remove tailboom, engine and main trans-
mission (Basic HMI).
CAUTION: Comply with all precautions indi-
cated in the figures to make sure that fixtures NOTE: Checking that installed frame fitting-
are correctly installed. If drill bushing is to-mast support fitting alignment is correct
not used when performing following step (3), verifies that a replacement frame fitting can
enlargement of hole in the mount will occur. be installed at correct position in boom fair-
ing for proper alignment. If boom fairing is
(3) With all engine mounts installed and damaged in such a manner that it cannot be
rigidly secured at allpoints, except at the one repaired to allow correct installation of frame
replacement fitting, and drill bushing (O. 250-inch fitting, the entire boom fairing should be
OD/O. 1935-inch ID) in hole at lower end of mount, replaced. All necessary repairs to boom
use #10 drill to drill through drill bushing and fairing, if any, should be accomplished before
boss of replacement CRES fitting, or concurrently with frame fitting replace-
ment as necessary to assure correct fitting

NOTE: Lower end of the upper side engine installation.
mount associated with the fitting remains
unattached since boss of replacement fitting b. suspected or visible signs (damage
If it is
is undrilled. toboom fairing or frame fitting) indicate that
existing station 197. 78 frame fitting may be
(4) Disconnect aft end of upper engine mount incorrectly canted or otherwise displaced from
from mating boss on engine mounts fixture and its correct position in boom fairing, an alignment
move upper engine mount clear of the pilot hole check should be performed before replacement of
drilled in fitting, frame fitting is attempted. In such a case, use
(5) Use a size D (0. 246-inch-diameter) engine and tailboom alignment check fixture
drill to enlarge hole in the boss through fitting. (item 2, table 1-2) to check canted station 197. 78
Ream the hole to 0. 2495 to O. 2505-inch-diameter, frame fitting-to-mast support fitting alignment as
(6) First secure lower end of upper engine shown infigure 2-7. Frame fitting replacement
side mount to the fitting at the newly drilled hole should only be accomplished after determination
(Basic HMI); then attach aft end of upper engine that replacement frame fitting san be installed in
side mount to the mating boss on the engine alignment at correct position in boom fairing.
mounts fixture (fig. 2-7). c. Remove all rivets in frame fitting, in skin
splices and those that attach skin to longerons to
NOTE: Role in aft end of mount should cor- a point approximately 5 inches forward of the
rectly align with hole in boss on fixture to frame fitting (fig. 2-22).
allow installation of attaching hardware with- d. Carefully spread longerons and skin suffi-
out application of force or pressure to engine ciently to provide clearance; then remove frame
mounts fixture. Misalignmentaild/or inability fitting from boo:m fairing.
to install attachment bolt without forcing fix- e. If damper support bracket is to be reused,
ture indicates mis´•lignment of hole in fitting- drill out rivets that attach damper support bracket
to-mast support structure fitting. In s~ch a to frame fitting. If installed, retain bonding
case, the fitting must be repositioned slightly jumper for reuse,

by shimming so that aft hole in engine mount will I. Place replacement frame fitting at approxi-
correctly align with hole in boss of-the fixture, mate mounting location in boom fairing and mate
if this is possible while maintaining correct with longerons using care to avoid excessive
fitting installation. Otherwise, fitting with a spreading of longerons or skin. Rigidly secure
misaligned hole must be removed, replaced the frame fitting in place temporarily in a manner
and new hole must be drilled;by repeating that allows station 197. 78 fitting fixture (fig. 2-7)
procedures above. to be installed.

Attach station 197. 78 fitting fixture to aft aligned in fitting according to dimensions shown
surface of frame fitting and mast support fixture in figure 2-22. Shim bracket to fitting as
to underside of mast support structure pan (fig. required.

2-7). Both these fixtures are part of engine and r. Drill attachment holes and attach damper
tailboom alignment check fixture. support bracket to fitting with rivets.
s. Recheck frame fitting-to-mast support
CAUTION: Comply with all precautions indi- fitting alignment and check surface flatness of
cated in the figure to make sure that alignment frame fitting according to figure 2-16.
check indications are correct, t. Remove mast support fixture from under-
side of mast support structure pan and station
h. As necessary, carefully reposition frame 197. 78 fitting fixture from frame fitting.
fitting in boom fairing using alignment check fix- u. Reinstall main transmission, engine and
ture as shown in figure 2-7, so that frame fitting tailboom (Basic HMI).
is correctly aligned with mast support fixture.
2-24. LAMINATED FIBERGLASS COMPONENTS.
NOTE: fitting
Frame must be
correctly
aligned at installation so that tailboom will 2-25. GENERAL.
Fiberglass components such
not be incorrectly canted when installed on as fuel cell
support skins, canopy ventilating
panel, engine inlet fairings, heating and cooling
boom fairing. This is necessary to ensure
ducts and blower scroll may be repaired. I
mission alignment for tail rotor driveshaft,
and to correctly position the tail rotor 2-26. INSPECTION AND REPAIR OF FIBER-
vertically. GLASS COMPONENTS.
a. Negligible Damage. Minor nicks and
i. Rigidly secure fitting in the boom fairing scratches that do not penetrate the fiberglass
temporarily at correct mounting position and laminations and do not intersect rivet or screw
recheck that correct frame fitting-to-mast support holes.
fitting alignment still exists, b. Patch Repair. Cracks and punctures that
Temporarily secure fuselage skin in position penetrate fiberglass laminations are to be patched
around replacement fitting using tape or other provided damage does not exceed 20 percent of
suitable material. component area, when structural members bonded
k. Drill holes in replacement fitting using skin within thefiberglass are cracked or badly distorted,
as guide (fig. 2-22). As drilling progresses, or when large sections of sharp compound-curved
use temporary fasteners to hold skin to fitting. areas are severely damaged.
i. Install exterior rivets that secure skin

splices, longerons and replacement fitting, except 2-27. REPAIR OF HOLES OR CRACKS IN FIBER-
those rivets in the lower skin splice and lower GLASS (PATCH OR INSERTION METHOD).
longeron.
m. Recheck and verify that replacement fitting NOTE: The humidity/te mperatu re limits be low
remains in alignment. After verification, remove are recommended for best results.
station 197. 78 fitting fixture from frame fitting.
n. Using suitable clamps, place and hold Table 2-3. Humidity/temperature limits
tapered shims to the inner surfaces of frame for fiberglass repair
fitting lugs at correct positions. Using a right
angle adapter, #19 drill and holes in longerons as Humidity Ambient Temperature
guides, drill holes through frame fitting and (Percent) (Degrees Fl (Degrees C)
shims. Countersink holes in the tapered shims
(100" x 0. a0-inch diameter) to mate with tapered 75 70 21.1
inner shoulders heads of Hi-Lok fasteners.
on 71 75 23.9
o. Install fasteners with tapered shoulders 68 80 26.7
mated in countersunk holes of shims. Tighten 65 85 29.4
fasteners until hex breaks off. 61 90 32.2
58 95 35.0
NOTE: It is necessary to spread the lower
skin splice to install fasteners through lower
longeron and boom fitting. WARNING: Sanding on glass cloth reinforced
laminates produces fine dust that may cause
p. Install all remaining exterior rivets through skin irritations. Breathing of this dust may be
lower skin splice, longeron and jack pad. harmful. Observe necessary protective
Clamp damper support bracket with attached measures.
damper and control rod grommet in mounting

position in frame fitting. Be sure bracket is

NOTE: When accomplishing a patch or insertion impregnating the cloth. Scrape away any excess
restn. Repeat procedure until repair area is
repair in an area secured by rivets or screws
always laminate or bond a metal or fiberglass completely filled. Smooth the surface, blending
doubler washer at each attachment point for patch into surrounding area, and remove any air
reinforcement. bubbles by applying slight pressure when
necessary.
a. Cut away damaged area to form a square, Cure at room temperature for 24 hours or
re~tangular, circular opening (fig. 2-18).
or
allow to stand at room temperature for 1 hour,
b. Trim 30- to 45-degree chamfers at edges followed by heating at 160"F (71. 1"C) for 1 hour.
on both sides of repair area.

2-28. REPAIR OF FIBERGLASS DELAMINA-
c.Using abrasive paper (item 1, table 1-1),
saiid damaged area (both sides, when possible) to TIONS. Work prepared resin between plies,
form beveled surfaces). apply pressure to force plies together, and cure
of repair as described in paragraph 2-27j.

d. Thoroughly clean surface area
with a clean lint-free cloth moistened with MEK

2-29. REPAIR OF SMALL NICKS, SCRATCHES
(item 2, table 1-1) until resin or cloth is
OR PORES IN FIBERGLASS. Small nicks,
exposed.
e. Dry repair area with a clean dry lint-free scratches, or pores may be repaired by working
cloth. prepared resin into the void and curing as
described in paragraph 2-27~
f. Cut layers of fiberglass cloth (item 3,
table 1-1) to uniformly fill repair area. After
final layer of 2-30. TEMPORARY REPALROF FIBERGLASS.
completely filling repair area, cut a
cloth to completely overlap entire repair area. If patch or insertion repairs are not feasible,
Remove all cloth patches, maintaining relative
temporary repairs may be made by applying pre-
pared resin (para 2-27g) to an aluminum patch
placement order of each cloth.
0. 025 inch thick and installing temporary patch
over damaged area. Permanent types of repair
NOTE: Each layer of fiberglass cloth (item 3,
or replacement of fiberglass should be accom-
table 1-1) is approximately 0. 010 inch thick
Use sufficient number of
plished as soon as possible.
after curing. layers
equal the original thickness of the
to at least
2-31. REPLACEMENT OF FUEL CELL SUPPORT
material being patched. Warming the cloth pro-
SKIN. (See fig. 2-19,) Fuel cell support fiber-
vides greater flexibility. Do not use a hot iron
glass skin may be cut away to gain access for
for warming the cloth.
inspection and repair of exterior skin, supporting
ribs, or fittings. Replace cutaway skin sections
WARNING: Use protective clothing during the Reinforce fiberglass
as shown in figure 2-19.
preparation and use of resin mixture. Adequate
ventilation must be provided.
edges as described in paragraph 2-27.
NOTE: If possible, do not remove the

g. Prepare resin 1-1) according
(item 4, table
aTSminum edge attaching angles.
to manufacturer’s instructions. Stir thoroughly
to ensure a uniform mixture. Avoid anywhipping
2-32. CANOPY AND AFT WINDOW INSTALLATION.
or beating that may produce air bubbles in the
mixture. If resin is being used to repair air ducts
1 or blower scroll, mix in 6 to 8 percent, by weight,
of fire retardant (item 13).

2-33.
windows
tions;
GENERAL.
(fig. 2-20)
The canopywindshieldand
consist of replaceable sec-
lower windshield, a center windshield and
a
an upper windshield. Each section consists of

NOTE: The resin and catalyst should not be
mixed until required because the mixture has replaceable left and right panels. The aft section
windows are also replaceable. All windshields
alimitedpotlife. Warmingthe mixture reduces
and windows are riveted to the helicopter
viscosity and may facilitate handling, but
structure.
shortens pot life of mixture. In all cases, re-
fer to resin manufacturer’s instructions on use
2-34. INSPECTION AND REPAIR OF CANOPY
of resin. Processing and repair work should
WINDOWS. For acceptable methods of windshield
be performed in an area sheltered from adverse
and window repair refer to FAA AC 43. 13-1A,
weather conditions and free from dust.
Aircraft Inspection and Repair.
a. Minor defects or imper-
Negligible Damage.
h. Place wax backup block against surface of
side of working (patch)
fections that do not impair pilot’s critical visibility,
repair area on opposite
or that obviously are not signs of impending struc-
surface.
tural failure shall be considered as negligible,
i. Install first layer of cloth and brush pre-
pared resin over repair are a and cloth, thoroughly

Negligible damage includes: (5) polarization faults in small

Minor
(1) Nicks not more than 0. 010 inch deep and areas of windshield
near edges.
occupying an area not larger than 0. 25 by 0. 50 b. Replacement. Replace windshield section

inch; one only per square foot allowed. or window as shown in figure 2-20 if damage is
(2) Scratches not more than 0. 010 inch deep other than negligible.
and 5. 00 inches long.
2-35. ILLUSTRATED REPAIR INFORMATION.
(3) Any surface defect such as minute
spots
or stains that can be removed by light polishing. 2-36. GENERAL. Additional information for
(4) Crazing around delaminated areas less repair and replacement of fuselage details is
than 0. 010 inch deep. illustrated in figures 2-1 through 2-28.
Revised 1 October 1973 2-11/2-12

NOTES: 500 Series HMI Appx D
CAM STA 78. 50
1. REFER TO FAA AC 43. U-1A A IRCRAFT INS PECTION Se~Etion 2
AND REPAIR FOR STANDARD SHEET METAL REPAIR
CHANNa ca 032 IN.7075-T6 AL ALY)
PROCEDURES UNLESS OTHERWISE SPECIFIED.
2. MATERIALS INDICATED ARE TO BE USED AS A
PATCH REPAIR GU IDE ONLY. REFER TO TABLE 2-1
FOR SUBSTITUTE MATERIALS.
3. REFER TO THE SKIN PANELING DIAGRAM FOR
SHOULDER STRAP FITTING
EXTER IOR SKIN THICKNESS AND MATERIAL.
4 MS20470AD RIVETS USED IN MOST FLOOR STRUCTURE.
FIG. 2-150
BEAM V\L ALY)
CANOPY FRAME (0. 032 IN. 2024-T42 AL AL
(rJvo 0.016 IN. 2024-742 AL ALYI

[AFT 0.025 IN. 2024-T42 AL ALY]
DOOR FRAME ASSY,

CHANNELS (0. 024 IN. 7075-76 AL ALY)
i
:HARD WIM EXTRUSION (7075-76 AL ALYI
(0. 016 IN. 2024-73 AL ALY)
PILOT’S SEAT STRUCTURE

REPAIR FIG. 2-10 STIFFENER (0. 020 IN. 2024-72 AL -ALY~
j~3/
CANT STA 78. 50 LOWER FRAME (0. 040 IN. 2024-T3 AL ALY) STIFFENER (0.025 IN. 7075-T6 AL ALY)
CANOPY FRAME (O. 1)32 IN. 7075-T6 AL ALY) II

i: I STIFFENER (0. 040 IN. 7075-76 AL ALY)
!I
LONGERON (EXTRUSION AL ALY) O Ii:i/ PILOT’S SEAT BELT FITTING. INBOARD
CANT STA 64.365 BULKHEAD (0. 025 IN. 2024’T42 AL ALY)

i u
I
ii
i/i
FIG. 2-15~
LAND ING GEAR CENTER BEAM ASSY. FWD FIG. 2-15 O

0 I REPLACEMENT FIG. 2-17
BEARING REPLACEMENT FIG. 2-23
:j SEAT BELT FITTING. OUTBOARD
2-150
:ji
FIG.
STA 44.65 FRAME (0, 025 IN. 2024-742 AL ALY)
i DOOR FRAME REPAIR FIG. 2-14

CANOPY
REPLACEMENI FIG. 2-20--L! WEB (0. 040 IN. 2024-T3 AL ALY)
CANOPY PANEL ASSY(4 PLY FIBERGLASS)

3
~I
I L. 13.10
EXTRUSION (AL ALYI
STIFFENERS (0. 025 IN. 7075-T6 AL ALY)
WEB (0. 016 IN. 2024-742 AL ALY) ACCESS CHANNELS (0.025 IN. 2024-73 AL ALY)
ANGLES (0. 020 IN. 2024-73 AL ALY)
RUDDER
FIG.
PE_DAL SUPPORT.
2-150
U
II:IG\ LANDING GEAR RUB PLATE
REPLACEMEM FIG. 2-24
INTERCOSTALS (0. 025 IN. 2024-73 AL ALY)
FLOOR SKIN (0. 020 IN. 2024-73 AL ALY)
RUDDER PEDAL SUPPORT. LOWER 55-020B
FIG. 2-15~ W.L. 15. 75~ FLOOR LONCERON REPAIR FIG. 2-25
Figure Z-L. Forward fuselage
2-U/2-14
CENTER BEAM REPAIR

FIG. 2-13
STIFFENER (0. 020 IN. 7075-T6 AL ALY)

FLOOR WEB (0. 016 IN. 2024-T3 AL ALYI
(TYPICAL 8 PLACESI
(NOTE 4)
WEB !a 016 IN. 7075-T6 AL ALY)
STIFFENERS (0. 032 IN. 7075-T6 AL ALY)
(TYPICAL 7 PLACES)(NOTE 4) (1 I POUBLER (0. 032 IN. 7075-T6 AL ALY)
STA 119. 67 RIB

10. 025 IN. 7075-T6 AL ALY)
I-i rg
’9
’9
O t STA 113.85 RIB

10. 025 IN. 7075-T6 AL ALY)
t STA 108. 04 RIB

(0. 025 IN. 7075-T6 AL ALYI
STA 102. 23 RIB (0. 025 IN. 7075-T6 AL ALY)
JACK FITTING (PART OF STA 96.42 RIB)
STIFFENERS
(0. 020 IN. 2024-T3 AL ALY)
WEB 10. 016 IN. M24-T3 AL ALY)
DOUBLER (0. 025 IN. 2024-73 AL ALY)
DOUBLER (0. 050 IN. 7075-T6 AL ALY)
17 FIG.
STA 96. 42 RIB ASSY (0. 050 IN. 7075-T6 AL ALY)
ARMAMENT SUPPORT FITTING, OUTBOARD
2-150
STA 90. 61 RIB (0. 040 IN. 7075-T6 AL ALY)
1
STA 84. 79 RIB (0. 032 IN. 7075-T6 AL ALY)
ARMAMENT SUPPORT FITTING, INBOARD
CARGO HOOK FITTING
FIG. 2-150 FIG. 2-15 O
DOUBLER (0. 050 IN. 7075-76 AL ALYj CANT STA 78. 50 LOWER FRAME (0. 040 IN. 2024-T3 AL ALY)
NOTES:
i. REFER TO FAA AC 43. 13-1A A IRCRAFT INS PECTION 4. THE FLOOR STRUCTURE IS SHOWN
AND REPAIR FOR STANDARD SHEEI METAL REPAIR CUT AWAY AT THE CENTER BEAM.
PROCEDU RES UNLES S OTHERW ISE S PEC I F I ED. 5. REFER TO TEXT FOR O I L CANN I NG
2. MATERIALS INDIGATED ARE TO BE USED AS A REPAIR AND SKIN FIT SHIMMING.
PATCH REPAIR GUIDE ONLY. REFER TO TABLE 2-1
EXTERIOR SKIN THICKNESS AN~ MATERIAL. 55-0218
Figure 2-2. Lower center fuselage
Revised 1 October 1973 2-15/2-16.

500 Series HMI Appendix D
Section 2
PANEL (0, 050 IN. 2024-742 AL ALY)
AFT FAIRING (FIBERGLASS)

MS20Q70AD ATTACHMENT RIVETS
j
AFT SECTION STRUT
MAST SUPPORT FITTING (AL ALY)
P REPIACEMENTIFIG. 2-11
CHANNEL (0. 025 IN. 2024-T42 AL ALY)

-‘UPPER LONGERON (a060 IN.
WINDOW REPLACFllnENT FIG. 2-20
7075-76 AL ALY EXTRUSION)
TAIL ROTOR SHAFT FAIRING

REPLACEMENT FIG. 2-21
~--------LONGERON (0´•040 IN´• 7075-T6 AL ALY)
CHANNEL (0.071 IN. 7075-76 AL ALY)

i ATTACHING DOUBLERS (O. 040 IN. 7075-T6 AL ALY)
U STA 124 CANT FRAME 10. 040 IN. 7075-76 AL ALY)
PAN (0. 100 7075-T6 AL ALY)
:I::~
PLENUM CHAMBER AND FIREWALL INSTL
REPAIR FIG. 2-9
SHOULDER SRA P SU PPORT
DOOR FRAME ANGLES (0. 025 IN. 7075-T6 AL ALY)

FIG. 2-15 O
~-DOUBLER (0.016 IN. 15-7 CRES)
SEAT SUPPORT.
FIG. 2-150 W.L. 34. 96 RIB (0. 016 IN. 15-7 CRES)
BENCH SEAT SUPPORT ANGLE -STA 137.50 RING (0.020 IN. 15-7 CRES)
(0. 063 IN. 7075-76 AL ALY)
111’111 EXTRUDED ANGLE (AL ALY)
CARGO FLOOR SEAT BELT FITTING. UPPER t E MOUNT. LH

FIG. 2-150 I FIG. 2-i~%fl
NOTES:
111 OLEOSUPPORTFI~INC
FIG. 2-150
W.L. 32. 00
L REFER TO FAA AC 43. 13-1A AIRCRAFT INSPECTION
AND REPA IR FOR STANDARD SHEET METAL REPAIR
LOWER STA 124 SKIN (NOTE 4) DOUBLER ca 050 IN. 2024-73 AL ALY)
PROCEDURES UNLESS OTHERWISE SPECIFIED.
2. MATERIALS INDICATED ARE TO BE USED AS A
SEAT SUPPORT INBOARD
PATCH REPA I R GUIDE ONLY. REFER TO TABLE 2-1
FIG. 2-150 CHANNEL (0. 032 IN. 7075-76 AL ALY)
EMERIOR SKIN THICKNESS AND MATFRIAL. CARGO FLOOR SEAT BELT FITTING. INBOAR
4 THE AFT CARGO COMPARTMENT ANO FI:EL CELL
AREA SKIN AT STA 124 OOTO W.L. 32. 00 IS 0. 016 IN.
FIG. 2-150 DING GEAR RUB PLATE
COMMERCIALLY PURE TITANIUM SHEET.
5. MS20615M (MONEL) RIVETS ARE USED 1N
ENGINE COMPARTMENT; MS20Q70AD RIVETS
ARE USED AT MOST OTHER SHEET METAL
ATTACHMENT LOCATIONS. LANDING GEAR CENTER BEAM ASSY. AFT
STA 124 LOWER FRAME ca 020 IN. u-~ CRES)
BEARING REPLACEMENT FIG. 2-23 jiz/ 55-022B
Figure 2-3. Firewall, plenum chamber and mast support structure
Revised 1 October 1973 2-17/2-18

a
CANT STA 197.78
FRAME FITTING (AL ALY)
NOTES:
INSPECT FIG. 2-16 ---~i Li-"C-,\‘‘
REPLACEFIG. 2-22 DAMPER
I´• RLRRTO WIA IC ILU-UIAIRCR~T
SUPPORT
O INSACTION\/ --7", ,j; BRACKET
PROCEDURES UNLESS OTHERWISE SPECIFIED. STA 185.99 RING (0.020 IN. 2024-13 AL ALYI
FIG. 2-22
ij
~if STA 174 00 RING (0. 020 IN. 7075-T6 AL ALY) i,k!
TOP CENTER LONGERON (0. 060 IN. 7178-76 AL ALY EXTRUSION)
r
co
STA 164.87 RING (0. 016 IN. 2024-T42 AL ALY)
2: x
sra 1Y1.75 RING (a EeO IN. m24-T42 AL ALYI. ~i4 5TA IIi.lS
i JACK PAD FITTING
1 FIG. 2-150
STA 146. 62 RING (0. 016 IN. 2024-T42 AL ALY)
BELLCRANK SUPPORT INSTL ~J LONGERON (0. 016 IN. 7075-T6 AL ALY)

032 IN. 2024-T3 AL ALY)
STA
U7.50RING(0. _I II_ CHANNEL 10. 050 IN. 7075-T6 AL ALY) c~
10.0201N. "P~ \~X 8

ii LONGERON (0. 032 IN. 7075-76 AL ALYI
a
UPPER LONGERON (~060 IN. W
RIBS (0. 025 IN. 7075-T6 AL ALY) rn
7075-T6 AL ALY EXTRUSION) ~-t
ENG INE EXHAUST P IPE SU PPORT FITT I NG

FIG. 2-15 O
a~
k
B,
\LONGERON (0.040 IN. 7075-T6AL ALY) t~
\q
STA 164. 87 ANGLE 10. 020 IN. 7075-76 AL ALY)
ENGINE HOIST FITTING

FIG. 2-15 O DOUBLER
‘B MS20470AD3 ATTACHMENT RIVEIS (8 PLACES)
2. BOOM FAIRING ATTACHES TO MAST i

SUPPORT\t STA 155. 75 RING (0. 025 IN. 2024-T42 AL ALYI
STRUCTURE BIG. 2-3) WITH UPPER AND
LONGERONS: AND TO UPPER AFT SECTION WITH
LOWER LONGERONS AND AT OVERLAPS OF STA- LOWER~----
TION RINGS. ENG INE COMPT RIB (O. 016 IN. 15-7 CRES)
MS20615M ATTACHMENT RIVETS AT ALL RINGS AND RIBS
3. U SE MS20615M R IVETS AT ENG INE COM PARTMENT
RIB ATTACHMENTS. MS20470AD RIVETS ARE USED
FOR MOST OTHER ATTACHING
STRUCTURE.ci/3i~-
4 MATER IALS IND ICATED ARE TO BE USED AS A STA 146. 62 RING (0. 025 IN. 2024-T42 AL ALY)
PATCH REPAIR GUIDE ONLY. REAR TO TABLE 2-1
5. REAR TO THE SKIN PANELING DIAGRAM FOR STA 137. 50 RING (0. 016 IN. 15-7 CRES) O~
EXTERIOR SKIN THICKNESS AND MATERIAL. -41J MS20615M SKIN ATTACHMENT RIVETS 55-0318
w
Figure 2-4. Boom fairing and upper aft section I ~o

BI C
767
3
3\
i 12
AI 5 4 e:::- \7
CAUTION
00 NOT INSTALL CONDITION O MATERIAL.
HEAT-TREAT PARTS TO ’7" CONDITION
INDIGATED AFTER FORMING.
COMMERCIAL
INDEX NO. GAGE (INCH) DESIGNATION
1. 0.016 AL ALY 2024-742

2. 0. 032 (INNER SKINI AL ALY 2024-142
0. 020 (OUTER SKINI
3. 0. 016 AL ALY 2024-73
4. 0. 012 TITANIUM UNALLOYED
5. 0. 025 (INNER CHANNEL) AL ALY 7075-76
0. 020 (OUTER SKIN)
6. 0. 032 AL ALY 2024-T3
7. 0. 012 AL ALY 2024-142
FIBERGLASS
A 6LAYERS
B 4 LAYERS
C 4 LAYERS
55-002A
Figure 2-5. Skin paneling diagram
2-20 Revised.l October 1973

5’ NOTES:
~a I TRIM AND MODIFY #PA3011LONGERO#S INTO SECTIONS SHOWN
r r, 2 USE FOR COR~ECT FIT AT MAST SUPPORT STRUCTUB
O 3. (lN TOP OF LONGERONS ALONG SHIM L~NCM.
O I/ a INCI~EASE IN NUNIBER ALONG SIDES LONGERONS IS NOT ~EQUIRED.
g 5. AU DI~YNSIOFIS IN INCHES DIMENSIONALTOLERANCE f (1(BO IN.

n, 6. LONGERONS ARE a060 IN. 7075-T6 AL ALY EXTRUSIOK
r
co
BULB THIS AREA

369H30170NLY
a 06 RADIUS REQU IRED ON
SECTION Of 3691\3011
TO NEST IN 369H3017
369H3017 LONGERON MS2W7MD4 369AM11 369HM17

r REMOVE BULB FROM SECTION RIVETS (TYPICAU LONCERON LONCERON
369A3011 LONGERON USED FOR SHIM
cn
it 8
i
$-tt $_ t m
aM 5
65~ m
INCREASE RIVET
O
SPACING RIOTE 31
I 025
i ta2s
~t_t
c
USE SECTION I~L -ei~,

369A3011 LONGERON
FOR SHIM (NOTE 2)
W. LM1. 00
CANTED 5TA STA
12400 CANT UbOD
55-01~
s
Figure 2-6. Modification of upper longeron on helicopter with shaft- i;’
C~ driven blower at boom fairing replacement
N
AFT ENGINE AIR

ROD INLETFAIRINC
TARGET
r STA 197.78
BOOM FITTING
FAIRING FIXTURE
MEASVRING
CABLE
CY"
ENGINE COMPARTMENT RIB CA~TED

STA 197.78
MASTSUPPORT
FIXTURE
W.L. #.IO
W.L. 34.00
I W.L. 34.00
PAD
ENGINE RIB-TO-PAD SPACES DN BOTH
LOWER ENGINE
MOUNTSFIXTURE SIDES TO BE EPUAL (SEE VIEW E.)
MOUNT
UPPER
ENIGDS MOUNT
CAUTION: HANDLE FIXTURES CAREFULLY. DO NOT PRELOAD BOOM

FAIRING OR OTHER STRUCTURE. DURING ALIGNMENT CHECKS. ITIE
DOWNS, SU PPORTS, WE IGHTS OR PRES SURE ON FA I R ING, OR
OTHER SIMILAR ITEMS THAT MAY PRELOAD STRUCTURE SHOULD
NOT BE USED.) CHECK SHOULD BE PERFORMED WITH FUEL CELLS
AND STRESSED CONTROLS ACCESS PANELS INSTALLED.
STA STA
124. 00 137. 50
NOTES:
i. ENGINE AND TAllBOOM ALIGNMENT CHECK. FIXTURE IITEM 2,

TABLE 1-2) IS USED TO C~-1ECK ALIGNMENT OF CANTED STATION
197. 78 F RAME F I TTI NG -TO-MAST SU PPORT F I TTING, ENG I NE
MOUNTS-TO-MAST SUPPORT F ITTINC, AND BOOM FAI RING-
TO-FUSELAGE STRUCTURE. IT ALSO IS USED TO REPLACE
BOOM FAIRING ON UPPER AFT SECTION FUSELAGE STRUCTURE,
CANTED STATION 197. 78 FRAME F ITTING ON AFT END OF BOOM
FAIRING AND FOR LOCATING AND DRILLING MATING HOLES
FOR ENG INE MOUNTS IN REPLACEMENT AFT OLEO FITTINGS.
2. ENG INE AND TAILBOr)M ALIGNMENT CHECK FIXTURE CONS ISTS

OF MAST SU PPORT FIXTURE, STATION 197. 78 F ITTINC F IXIURE
AND ENGINE MOUNTS.
3. TO INSTALL ENGINE AND TAlLBOOM ALIGNMENT CHECK FIXTURE,

REMOVAL OF TAllBOOM, ENGINE AND MAIN TRANSMISSION IS
REQUIRED.
55-023-1
Figure 2-7. Alignment checks station 197. 78 frame fitting mast support fitting
engine mounts boom fairing (sheet 1 of 6)

500 Series HMI Section 2
Appx D
STATION 197. 78 FRAME FITTING-TO-MAST SUPPORT FITTING ALIGNMENT CHECK
O REMOVE TAILBOOM, ENGINE AND MAIN TRANSMISSION. (REFER TO BASIC HMI.
O INSTALL MAST SUPPORT FIXTURE (VIEW A) AND STA 197. 78 FITTING FIXTURE (VIEW D).
Q USE MEASU~G CABLE OF STA 197. 78 FITTING FIXTURE TO CHECK FO~ CORRECT
FORE-ANDIAFT DISTANCE TO STA 197. 78 FRAME FITTING (VIEWS B AND E). PERFORM
FORE-AND-AFT LINEAR DISTANCE CHECK BY MAKING SURE THAT FORWARD END OF
CABLE CAP CONTACTS AFT END (INDEX SURFACE) OF WHITE IIISC (~0. 030 IN. WITH
MEASURING CABLE FULLY EXTENDED (TAUT WITHOUT SLACK). WHEN MAKING CHECK,
MAKE BUREINO TARGET ROD (VIEdr C) IS INSTALLED THRU WHITE DISC.
NOTE: SUCCESSFUL CHECK INDICATES BOOM FAIRING 19 CORRECTLY POSITIONED

FORE-AND-AFT RELATIVE TO FUSELAGE STRUCTURE.
USE SHORT AND LONG ROD TARGETS INSTALLED THRU WHITE DISC ON MAST SUPPORT
FIXTURE (MEW C) AND STA 197. 78 FITTING FIXTURE (VIEW D) TO CHECK VERTICAL,
LATERAL AND FORE-AND-AFT BOOM FAIRING-TO-FUSELAGE STRUCTURE ALIGNMENT
(ANGULAR DISPLACEMENT) ACCORDING TO VIEW F.
NOTE: SUCCESSFUL ANGULAR DISPLACEMENT CHECKS VERIFY THAT STA 197. 78 FRAME
FITTING-TO-MAST SUPPORT FITTING ALIGNMENT IS CORRECT.
ENGINE MOUNTS-TO-MAST SUPPORT FITTING ALIGNMENT CHECK
O REMOVE TAILBOOM, ENGINE AND MAIN TRANSMISSION. (REFER TO BASIC HMI.
O INSTALL MAST SUPPORT FIXTURE (VIEW A) AND ENGINE MOUNTS FIXTURE (VIEW E).
WHILE INSTALLING ENGINE MOUNTS FIXTURE, CHECK THE FOLLOWING:
A. THREE MATING HOLES IN BOSSES ON THE FIXTURE SHOULD CORRECTLY ALIGN

WITH HOLES IN AFT ENDS OF UPPER SIDE AND LOWER ENGINE MOUNTS THAT ARE
SECURED TO FUSELAGE STRUCTURE. IT SHOULD BE POSSIBLE TO INSTALL
ATTACHMENT HARDWARE AND SECURE MOUNTS TO FIXTURE BOSSES WITHOUT
APPLICATION OF PRESSURE OR FORCING FIXTURE.
B. INABILITY TO INSTALL ANY ATTACHMENT BOLT WITHOUT FORCING FIXTURE

INDICATES THAT ENGINE MOUNTS-TO-MAST SUPPORT FITTING MISALIGNMENT
EXISTS, WHICH CAUSES ENGINE-TO-MAIN TRANSMISSION MISALIGNMENT AT
INSTALLATION OF ENGINE.
C. CORRECT ALIGNMENT OF HOLES IN MOUNTS AND FIXTURE BOSSES AND ABILITY

TO INSTALL ALL ATTACHMENT BOLTS WITHOUT FORCING FIXTURE INDICATES
THAT CORRECT ENGINE MOUNTS-TO-MAST SUPPORT FITTING ALIGNMENT EXISTS,
WHICH RESULTS IN ENGINE-TO-MAIN TRANSMISSION ALIGNMENT AT INSTALLATION
OF ENGINE.
ANY MZSALIGNMENT MUST BE CORRECTED BEFORE ENGINE IS

REINSTALLED FOR USE. (IF MISALIGNMENT IS A RESULT OF DAMAGE FOR WHICH
REPAIR INFORMATION IS PROVIDED IN THIS APPENDIX, ALLOWABLE REPAIRS
MAY BE MADE TO CORRECT THE MISALIGNMENT. REFER TO STRUCTURAL REPAIR
CRITERIA IN THE INTRODUCTION AND THIS SECTION.
55-023-2

BOOM FAIRING-TO-FUSELAGE STRUCTURE ALIGNMENT CHECK
Q REMOVE TAILBOOM, ENGINE AND MAIN TRANSMISSION. (REFER TO BASIC HMI.
O INSTALL MAST SUPPORT FIXTURE (VIEW A), ENGINE MOUNTS FIXTURE (VIEW E)
AND STA 197. 78 FITTING FIXTURE (VIEW D).
O CHECK THAT SPACES ARE EQUAL (~0. 115 IN. BETWEEN W. L. 34. 00 PADS OF ENGINE
MOUNTS FIXTURE AND ENGINE COMPARTMENT RIBS AT LEFT AND RIGHT UNDERSIDES
OF UPPER AFT SECTION FUSELAGE STRUCTURE. IF SPACES ARE NOT WITHIN THESE
LIMITS, UPPER AFT SECTION IS EXCESSIVELY DISPLACED RADIALLY.
PERFORM THE FORE-AND-AFT DISTANCE CHECK USING THE MEASURING CABLE OF

STA 197. 78 FITTING FIXTURE (VIEW D), AND ANGULAR DISPLACEMENT CHECKS USING
THE SCOPE OF THE SAMEFIXTURE, ACCORDING TO INSTRUCTIONS IN STATION 197. 78
FRAME FITTING-TO-MAST SUPPORT FITTING ALIGNMENT CHECK.
NOTE: SUCCESSFUL ANGULAR DISPLACEMENT CHECKS VERIFY CORRECT STA 197. 78

FRAME FITTING-TO-MAST SUPPORT FITTINGALIGNMENT, WHICH ASSURES CORRECT
BOOM FAIRING-TO-FUSELAGE ALIGNMENT AFTER SUCCESSFUL COMPLETION OF
CHECK O
CAUTION: CORRECTION OF BOOM-FAIRING-TO FUSELAGE STRUCTURE MISALIGNMENT
IS REQUIRED TO THE EXTENT, IF ANY, THAT IT CAUSES STA 197. 78 FRAME FITTING-TO-
MAST SUPPORT FITTING MISALIGNMENT. SLIGHT BOOM FAIRING-TO-FUSELAGE
STRUCTURE MISALIGNMENT THAT DOES NOT CAUSE STA 197. 78 FRAME FITTING-TO-MAST
SUPPORT FIXTURE MISALIGNMENT TS ALLOWED, IF REQUIREMENTS OF STEP O ABOVE
ARE MET.
55-023-3
I engine mounts boom fairing (sheet 3 of 6)

I´•´•.
jj
I~ INSTALLATION
MAST SUPPORT F IXTURE
Of
O UNOIREIOE YIEW
,Q
c
;li MAST
BASE
~I
i’
~’i
MAST SUPPORT
~I ´•II
fITTING
i--0 --Q
8
*i;
MAIN TRANSMISSION
i MOUNTING STUD MAST SUPPORT
STRUCTURE PAN
jl 1 (60-80
LUBRICANTAPPLIEDTO IN.LB)
MOUNTING STUDS EASES INSTALLATION
OF FIXTURE ON STUDS.
ii i I \I _
MAST SUPPORT
INSTALL MAST SUPPORT F IXTURE ON UNDERSIM OF MAST SUPPORT STRUCTURE ’8, FIXTURE
PAN (BELOW MAST SUPPORT FITTING AND MAST BASE) AS SHOWN, US INC MA
i TRANSMISSION MOUNTING STUDS AND A~ACHINC HARDWARE FOR MAIN TRAN
MISSION.
i~
TARGET RODS MAST

SUPPORT FIXTURE
CAUTION: HANDLE RODS CAREFULLY
TO PREVENT DEFORMATION THAT CAN
O FOR FORE-AND-AFT DISTANCE CHECK, MAKE SURE
CAUSE INCORRECT ALIGNMENT ROD TARGET IS NOT INSTALLED FOR CLEAR INDEX
INDICATIONS. SURFACE ON WHITE DISC. i .WHITE
~Dlso
/DISC ,BLACK ~U/
BLACK
SHORT ROD TARGET
(ROD)
WHITE
(DISC)
WHITE ~-I1 4
INDEX
SURFACE
BLACK
LONG ROD TARGET
(ROD)
ROD AND DISC
MAST SUPPORT
END VIEW
a Is~ FIXTURE
O AT INSTALLATION OF ROD TARGET THRU CENTER HOLE
IN WHITE DISC, PUSH ROD FULLY FORWARD BEFORE
H R SECURING IN FIXTURE WITH THUMBSCREW.
O USE SHORT ROD TARGET FOR INITIAL ALIGNMENT

CHECK FIRST, THEN USE LONG ROD TARGET FOR
AFT END SIDE VIEW FINAL ANGULARITY CHECK (VIEW E), 55-023-(

STA 197.78 (60 IN. LB)
FIXTUREFITTING
a’
d (4 PLACES)
TELESCOPE
CANTED
STA 197.78
FRAME
FITTING
MEASURING
AFT ENGINE CABLE
AIR INLET
o~ ~G?’ CLAMP
r~ RING
lie
ii
ir
~if
j; i:
PENLIGHT
b
BOOM BOLTS
ACCESS
i’
CAP\ I OPENING
il~ZBOOM 1~ INSTALLATION OF STA 197. 78 BOOM

FITTINGFIXTURE
FAIRING
1$
1’ ‘‘~JUPPERAFT
SECTION
LOCKPIN bl) NOTE: AVIOD DAMAGING SURFACES (ENDS) OF FOUR
BOSSES ON FIXTURE, AT INSTALLATION, ENDS MUST
UP~ER SIDE EIT FLUSH AGA IN5T FRAML F I~INC. OTHERWISE.
MAST SUPPORT ENGINE MOUNT CHECK FOR SURFACE FLATNESS AND TRUENESS OF
FIXTURE (2 PLACES)
i. FIXTURE BOSS ENDS.
c; 1100-140
IN. LBI
Wi L. 34.00
O ATTACH STA 197.78 F ITTING F IXTURE TO CANTED
i:
STA 197.78 FRAME FITTING AS SHOWN. AFTER
P S
F IXTURE ATTACHMENT, MAKE SURE THAT NO GAP
EXISTS BETWEEN FIXTURE BOSSES AND FRAME
LOWER ENGINE
,;I FITTING AT BOLT HOLES WITH NUTS TOR9UED TO
MOUNT
:i 60 IN. LB,
100-140
Jj IN.LB)’=-’/!\
O ROUTE CbP END OF MERSURING CABLE FORW~RO
THROUGH BOOM FAIRING TO WHITE DISC ON AFT
ENGINE MOUNTS END OF MAST SUPPORT FIXTURE (VIEW D), (A
FIXTURE WOOD DOWEL (OR SIMILAR ROD)AIDS IN ROUTING
CAPENDFORWARD.)
ENGINE MOUNT
O INSERT PENLIGHT THROUGH BOOM BOLTS ACCESS
O INSTALLATION OF ENGINE BOSS (INTER-
NALLY THREADED)
OPEN ING IN BOOM FA IRINC AND INSTALL IN CLAMP
ON FIXTURE SO THAT LIGHT BEAM WILL BE DIRECTED
(3 PLACES)
FORWARD TOWARD WHITE DISC.
O INSERT TUBE OF ENGINE MOUNTS F IXTURE AND SECURE IB1 TUBE OF MAST SU PPORT F I X-
TURE WITH 4 LOCKPINS.
O SECURE LOWER AND BOTH UPPER SIDE ENGINE MOUNTS TO MATING BOSSES ON FIXTURE
WITH ATTACHMENT HARDWARE AS SHOWN.
NOTE: HOLES IN MOUNTS AND BOSSES SHOULD CORRECTLY ALIGN TO ALLOW INSTALLA-
TION OF ALL ATTACHMENT BOLTS. WITHOUT APPLICATION OF PRESSURE OR FORCING
FIXTURE.
CHECK THAT W, L, 34. 00 PADS OF FIXTURE ARE POSITIONED AS SHOWN ON SHEET 1 AND
ACCORDING TO STEP 3 OF BOOM FAIRING-TO-FUSELAGE STRUCTURE ALIGNMENT
CHECK,
55-013-5
Figure 2-’7. Alignment checks station 197. 78 frame fitting mast support fitting

NOGG
O TARGET IMAGES VIEWED
THRU SCOPE
GO
O AFTER SUCCESSFUL FORE-AND-AFT DISTANCE-CHECK, INSTALL SHORT ROD TARGET
FULLY FORWARD THRU HOLE IN WHITE DISC ON AFT END OF MAST SUPPORT
FIXTURE (VIEW C).
O USING, PENLIGHT AND ADDITIONAL LIGHT AS NECESSARY, VIEW SHORT ROD

TARGET THRU SCOPE AND CHECK THAT SCOPE CROSSHAIRS APPEAR WITHIN OR
TANGENT TO BLACK CIRCLE AREA ON SHORT TARGET ROD (INITIAL CHECK GO
INDICATION). IF CROSSHAIRS APPEAR OUTSIDE OF BLACK AREA, FORE-AND-AFT
CENTERLINE OF HOLE ON CANTED STA 197. 78 FRAME FITTING FOR TAIL ROTOR
DRIVESHAFT IS NOT ALIGNED WITH CENTER OF WHITE DISC.
INITIAL CHECK WITH SHORT NOTE: CENTER OF WHITE DISC REPRESENTS A POINT ON CENTERLINE
ROD TARGET BETWEEN SHAFTS OF MAIN AND TAIL ROTOR TRANSMISSIONS (FORE-AND-AFT
CENTERLINE OF TAIL ROTOR DRIVESHAFT). AN INITIAL CHECK GO INDICATION
VERIFIES ONLY THAT FORE-AND-AFT CENTERLINE OF HOLE IS ALIGNED WITH
CENTER OF WHITE DISC. IT DOES NOT INDICATE THAT HOLE CENTERLINE IS
GO NOGG
ALIGNED WITH DRIVESHAFT CENTERLINE OR THAT FRAME FITlING IS IN
CORRECT LATERAL OR VERTICAL POSITION.
OREMOVE SHORT ROD TARGET AND REPLACE WITH LONG ROD TARGET ON MAST
SUPPORT FIXTURE (VIEW C
~AFTER INITIAL CHECK CO INDICATION, USE PENLIGHT AND ADDITIONAL LIGHT AS

NECESSARY TO VIEW LONG ROD TARGET THRU SCOPE RETICLE. CHECK THAT BLACK
CIRCLE AREA (OF TARGETI APPEARS COMPLETELY WITHIN WHITE CIRCLE AREA
(INDEX SURFACE OF WHITE DISC)FOR AN ALIGNMENT CHECK Gq INDICATION.
IF BLACK AREA IS NOT WITHIN WHITE AREA (ALIGNMENT CHECK NO-GO INDICATIONI,
ANGULAR DISPLACEMENT CHECK
EXCESS IVE CANTED STA 197. 78 F RAME F ITTING TO MAST SU PPORT F I TTI NG
WITH LONG ROD TARGET
MISALIGNMENT EXISTS.
CAUTION: DO NOT TURN OR DISTURB KNURLED NOTE: EP INDICATION VERIFIES THAT FRAME FITTING IS CORRECTLY
CALIBRATION ADJUSTMENT RING OR KNOBS. THESE POSITIONED FOR PROPER MOUNTING OF TAllBOOM AND THAT CORRECT
ARE SET AND MARKED WITH COLORED STRI PES TAIL ROTOR DRIVESHAFT ALIGNMENT WILL RESULT AT INSTALLATION OF
DURING CALIBRATION OF FIXTURE. FOR CALIBRATION, TAILBOOM. EXCESSIVE MISALICNMENT IS INDICATED BY ANGULAR
FIXTURE SHOULD BE RETURNED TO HUGHES DISPLACEMENT OF LONG TARGET ROD FROM INDICATION POSITION.
HELICOPTERS. DO NOT LEAN ON OR APPLY PRESSURE CO OF FRAME FITTING AND
DIRECTION AND ANGLE OF ANY DIS PLACEMENT
ON BOOM FA I R i NC WHEN V IEW ING TARGETS. AFT END OF BOOM FAIRING FROM CORRECT POSITION 1S 1817 OPPOSITE
TO ANY DISPLACEMENT OF LONG TARGET ROD VIEWED THRU SCOPE.
TYPICAL EXAMPLES OF MISALIGNMENT
TARGET IMAGE VIEW PROBABLE TROUBLE AND CAUSE CORRECTIVE ACTION
BOTH NO-GO INDICATIONS CANTED STA 197. 78 FRAME FI~FIING DI SPLACED IF REPARABLE, REPAIR BOOM FAIRING
SHOWN INVIEWO UP AND OUTBOARD TO LEFT; MAJOR FORE-AND- AND OR REPLACE FRAME FITTING. OTHER-
AFT LENGTH OF BOOM FAIRING DISPLACED SIM- WISE, REPLACE BOOM FA IR ING.
ILARLY WITH A CENTERLINE APPROXIMATELY
PARALLEL TO CENTERLINE OF T/R DRIVESHAFT.
NOTE: FOR THESE EXAMPLES, REFER TO STRUCTURAL REPAIR CRITERIA

PARAGRAPH IN INTRODUCTION FOR DATA ON MOST COMMONLY DAMAGED
COMPONENTS OF BOOM FAI RING.
CANTED STA 197. 78 FRAME FITTING Di SPLACED IF REPARABLE, REMOVE FRAME FITTING.
FORWARD AT LOWER UNDERSIDE AND/OR AFT REPAIR BOOM FAIRING AND REINSTALL
END OF BOOM FA IRINC DISPLACED DOWN. SERV ICEABLE FRAME F ITlINC. OTHER-
WISE, REPLACE BOOM FAIRING.
CANTED STA 197. 78 FRAME FITTING DISPLACED IF REPARABLE, REMOVE FRAME FITTING,
FORWARD AT LOWER LEFT UNDERSIDE AND/OR REPA IR BOOM FA IRING AND REINSTALL
AND AFT END OF BOOM FAIRING AND FRAME FITTING SERVICEABLE FRAME FITTING. OTHER-
TWISTED COUNTERCLOCKWISE AND DISPLACED WISE, REPLACE BOOM FAIRING.
DOWN AND OUTBOARD TO LEFT.
SHORT TARGET ROD LONG TARGET ROD 55-023-8
Figure 2-7, Alignment checks station 197. 78 frame fitting mast support fitting
engine mounts boom fairing (sheet 6 of 6) I
TRANSMISSION INPUT ,PRELOAD DIAL INDICATOR To 0. 100 INCH.

SHAFT COUPLING ROTATE TOOL 360". MAXIMUMTOTAL RUNOUT
j IS 0.050 INCH. REVERSE TOOL AND CONE.
AOTATE TOOL 960: TOTAL RUNOUT IS
TO a 050 INCH.
BOLT (TYPICAL)
(50-70 IN. LB) Ji’ ENG INE-TO-TRANSM ISSION ALIGNING TOOL
13691\5000-40101)
WASHER
WASHER// NUT
Z
COUPLING
J ,OVERRUNN ING CLUTCH

SCREW
IF ENGINE-TO-TRANSMISS ION ALIGNING TOOL IS NOT AVAILABLE.

MAIN TRANSMISSION DRIVE SHAFT MAY BE USED. IN SUCH A CASE. WASHER
TOTAL INDICATOR RUNOUT MUST NOT EXCEED 0.090 INCH.
55-007B
Figure 2-8. Engine-to-transmission alignment check

TAIL ROTOR SHAFT FAIRING (AL ALY)
PANEL 10.016 IN.

2024-742 AL ALYI
PANELS ILl 016 IN. PANEL La 016 IN.

ALYL I 2024-712 AL ALYI
/i,
011 COOLER SUPPORTS \J

La 020 IN. 2024-73 AL ALY)
\I
DRAIN TUBING
CHANNEL 10. 020 IN. i

PH15-7CRES)
a i., ri?
DOUBLER (0. 012 IN.
PHU-ICRES)
PAN (0.012 IN. AiSI 301 1/4 A CRES SH)
DRAIN TUBING LCRES)

j
PLENUM CHAMBER (NOTE 1)
a
PAN (0. 012 IN. AISI 301 1/4 A CRES SH)
BULKHEAD S PL I CE/
FITTING (CRES)
DOU BLER Xj ~FIRMIAUWEBS

Y
Ld 012 IN. PH15-7CRES)/ (0.012 IN. PH15-7 CRES)
NOTES:
1. NO HOLES ALLOWED. TAPE PLENUM CHAMBER HOLES
OR PLUG WITH RIVETS.
2. MS20615M LMONELI ATTACHMENT RIVETS ARE USED
FORTHEFIREWALL(CRES~
MS20470AO RIVETS ARE USED AT MOST OTHER LOCATIONS.
as-o3?A
Figure 2-9. Firewall and plenum chamber installation

M
N INDEX CAGE MATERIAL

RH LANDING GEAR OLEO ATTACHMENT 6:
c: 1 016 2024-73 ALALY
o FIG. 2-15 05
210.MO 2024-73 ALALY
2024-T’3 hi
310.1325
2 2 4 0.032 ALALY
BL+2a 75 ALA~11
6 0.020 2024-T42 ALALY
7 17 (11~5 2024-742 ALALY
2 h 12 1 s~ 0.032( 202_4-T42_rA~
2 ~d 12 91aILY112024-T42 ALALY
1
ACACY
77 7075-76 ALALY
BL+6.00 7075-76 ALALY
7 12 0.071
n
5
LEFT COLILCTIM
E TORQUETUBESUPPORT
FIG. 2-~0
STA 65.040 ~e
7 CANTED
Q 5 STA 78.50 cn
I i I 11 oO
12
i i
3´•
Q (p
BL-20. 75
1
9
h3i I
Q ´•?tp
4
j ji9i .A\
i
I W.L2L50
tj
j 1
i ~-C
i i B
CYCLIC COMROLINO IEAI SUPPORT BRACI(ET T!
I
Flc´• 2-150 ~j
4
BL-6. [i~
NDTES:
i
3
i. MS2W70AD RIVETS ARE USED IN SHEET METAL SEAT
4 LH LANDING GEAR
STRUCTURE EXCEPT AT FITTING ATTACH POINTS. OLEO ATTACHMENT
t~ FOR FITTING ATTACHMENT RIVETS. REFER TO HELICOPTER 3
FIG. 2-lfi0
FITTING ILLUSTRATION. 9
r 2. MATERIALS INDICATED ARE TO BE USED AS A PATCH 10 6
O REPAIR GUIDE ONLY. REFER TO TABLE 2-1 FOR 9
o
SUBSTITUTE MATERIALS. r COLLECTIVE STICK FITTING
8
7 FIG. 2-150
~pQ
55-0138
r
s~ Figure 2-10. Pilot’s seat structure

w
0’ 155
DRI.LL
~/o 0.152 STA
t
INSTALL NAS1425-4 PIN 131. 50
3 NAS1080C5
3(RALLOC
PUCES)
au
j-
0.31(TYP)
LUI
SHIM AS RE9UIRED
0 155
DRILL
0 152
INSTALL-NAS 1425-4 PIN
NASIOBOC5 COLLAR
(3 PLACES)
a31 RYP)
CAUTNWS
INSTALL A SUPPORT JACK AT THE
BOOM FAIRING JACK PAD BEFORE
0.94 DAMAGED STRUT IS REMOVED.
STRUCTURAL DAMAGE MAY RESULT
IF STRUT IS REMOVED WITHOUT
SUPPORT OF AFT STRUCTUREWITH
MAST BASE (REF)
8O0M INSTALLED.
55-011
Figure 2-11. Aft strut replacement
FUSEU\GE RIB
OR FRAME
a II~ a
WRINKLE 8
\j IEMERIOR SKIN) 8/
RIB OR FRAME
PICK UP EXISTING
RIVETS MINIMUM
3 PIACES)
!I ,I
STIFFENER i. 00 X i. 00 IN. MAX.

ONE GAGE THICKER THAN SKIN
MATERIAL,OR SAME MATERIAL SHIMMIKEFRO~
AND CROSS-SECTION AS LONGEST I o. os0 IN. MAX
ADJACENT STIFFENER. FORM TO THICK 2024-T3
FIT CONTOUR. RIVETS AND SPACING (I AL ALY, 0. 50 IN.
SAME AS NEAREST STIFFENER. II ~v WIDE
55-041
Figure 2-12. Repair of fuselage skin wrinkles or oil cans

CAUTION: TO AVOID
FUEL CELL DAMAGE, BREAK
ANY SHARP EDGES THAT
RESULT FROM CENTER 1!(
BEAM REPAIRS.
wL 13. 101 1
I ORIGINAL STRUCTURE
REPIIIR PARTS INCROSS TECIION
RtPAIR P~RTE
DYE-CHECK TEE UNDER HAT SECTION IN

DAMAGED AREA. IF DYE-CHECK IS
POS IT IVE OR TEE REMAINS DEFORMED
MS20470AD4 RIVETS
BEE WILL NOT SPRING BACK TO ORIGINAL
1.00 IN. STRAP (0. 050 OR 0.063 IN. SHAPE AFIER DAMAGE PORTION OF
7075-76 AL ALYI WEB HAS BEEN REMOVEDI,CUT OUT CRACKED
OR DEFORMED AREA AND SPLICE AS
WL 13. 10
SHOWN.
CARGO COMPARTMENT
FLOOR (REF) STRAP
PICK UP EXISTING 0.03
ANGLE (0. 032 IN. IN.GAP (2 PLACES)
RIVET
HOLES\ TB
7075-76ALALY) 0.06
(BOTH SIDESI
CENTER BEAM WEB WL 13. 10-
EXTRUDED TEE (0.050 X 0.62 X

1. 00 IN. 7075-76 AL ALY)
SECrlON 00 MS20470AD4
MS20470904 RIVETS O RIVETS INSTALLED
AT STIFFENERS
NOTES: CUT OUT DAMAGED AREA OF TEE. CUT HALFWAY BETWEEN

i. I+) INDICATES EXISTING RIVET LOCATION. HAT SECTIONS AND BETWEEN TOP AND SIDE RIVETS.
2. (0) INDICATES NEW RIVET LOCATION. REPLACE DAMAGED PORTION OF TEE WITH EXTRUDED
3. OBSERVE THE FOLLOWING SHEET METAL PRACTICE: TEE SECTION (LENGTH AS REOD). ADD ANGLES OVERLAPPING
RIVET EDGE DISTANCE 2 X DIA.;LOCATE RIVET RIVETS EITHER SIDE OF JOINT. ADD STRAP OVER TOP
MINIMUM OF 0. 25 INCH FROM ADJACENT STRUCTURE OF JOINT. IF EXTRUSION NOT AVAILABLE SEE ALTERNATE
AND OR JOGGLE BEND. TEE REPAIR MEIHOD (SHEET 2 OF 21.
REPAIR OF CRACKED OR DEFORMED TEE

VIEW LOOKING INBOARD LEFT SIDE 55-039-1
Figure 2-13. Typical center beam repair (sheet 1 of 2)

STRAP (REF)
FILLER (O. on
sr-57ol.NI
AL ALY)
IlifftNIR
IR:rl
Il
kNGLt (Rt~l
dlRh I Lg
ANGLE (REFI
JOG STIFFENERS OR
USE TAPERED SHIMS
AS REQUIRED REPLACE DAMAGED PORTION OF TEE WITH TWO ANGLES
(0. 025 IN. 7075-76 AL ALY). INSTALL BACK TO BACK
WITH o.oa IN. FILLER ON TOP. ADD TWO ANGLES
(0. 032 IN. 7075-76 AL ALY) TO BE CONTINOUS UNDER
STIFFENER WHERE TEE HAS BEEN REMOVED
SICrlON 00
TEE REPAIR ALTERNATE YLTHOD
CARGO COMPARTMENT FLOOR MS20470AD3 RIVETS ~JOCUP O. OH) IN. OR USE TAPERED
(5 PLACES) SHIM QVEAR SIDE ONLYI
WL
13. 1o ~:r ~r,--
D. 50 IN. R
WL I!II 1 IIII.I -REMOVE DAMAGED

10.00 II!I I PORTION Of WEB
AND ADD DOUBLER
(0.016 IN. 7075-76
AL ALY)
+I II II+ I
MS2W70A03 RIVETB C
US REPUIRED)
Q g
0.451N.
IF STIFFENERS ARE BUCKLED REMOVE
DAMAGED PORTION AND AOD ANGLE
STIFFENER (0.032 IN. 7075-76 AL ALY). OVERLAP
ANGLE MINIMUM Of 1 RIVETS ON
I STIFFENER
050 IN.
00 0.09 IN. R
REPAIR OF BlfCKLLD WEB AND STIFFENERS

VIEW LOOKING INBOARD LEFT SIDE 55-039-2
Figure 2-13. Typical center beam repair (sheet 2 of 2)

CR2249NS-4 OUTBOARD
OR OCKL-B4
RIVETS h\l AMS20470AD4 RIVETS
MS20426AD4
RIVET
CR2249NS-4
DOUBLER (0. 025 IN.
c OR OCKL-B$
2024-73 AL ALYI
RIVETS
(00 CANTED
MS20426A3 RIVETS
RIVETS STA 78.50
M52047a9D3
RIVET
SHIM IF REQUIRED
BEIWEEN FUSELAGE
MS20470AD4
RIVETS
CANOPYFRAME
MS20426A3
ATTACHMENT RIVETS
(NOTES 1AND 2)
Q
AND FRAME FOR
ANGLE (0.032 IN. (4 PLACES)
SMOOTH CONTOUR
2024-73 AL ALY)
(NOTES
1AND 21
CANOPY FRAME
MS20426d3
ATTACHMENT
RIVETS
NOTES:
W.L.
i. BRACKETRY NOT SHOWN. REFER TO TEXT FOR DAMAGED
38. 64
FRAME REMOVAL AND INSTALLATION.
2. IN
GENERAL, REINSTALL MS20470AD3 RIVETS IN MOST
PLACES. USE MS20470AD4 RIVETS AT OVERLAPS,
CR2249NS-4 OR OCKL-B4 RIVETS IN BLIND AREAS AND
COUNTERSUNK MS20426A3 RIVETS AT DOOR CLOSURE
AND WINDOW ATTACH POINTS.
MS20470AD3 RIVETS
THIS EDGE EXCEPT USE
MS2047(14D4 RIVETS AT
GUSSEI AND STIFFENER
MS20426A3 RIVET I OVERIAPS
MS20470AD3
RIVETS
SEAT STRUCTURE
CR2249NS-4 OR OCKL-B4
RIVETS MAY BE SUBSTI-
O TUTED FOR SPOT WELDS
CR2249NS-4
OOoooo
OR OCKL-B4 ooo,,~
P4 RIVETS RIVE´•TS CR2249NS-4

W.L.15.75 ,1
1-
a, OCKL-B4 RIVETS
ATTACH ING
BRACKET
ORo/R2249NS-4
OR OCKL-B4
RIVETS
CR2249NS-4
FLOOR LONGERON. SEE Fic. I
2-25 FOR S PLICE REPA I R RIVETS 55-045A
Figure 2-14. Repair of pilot’s compartment door frame

F ,E
NAS1424-3 PIN e
NAS1080C4COLLAR
WASHER (CRESI
0.194
o.
;I
MS20470AD4 RIVETS
190~ BOLT
O
ENGINE EXHAUST PIPE SUPPORT
NAS1424-3 PIN
(CRESI
NAS1080C4COLLAR
b\n\
)/sj MS2W7M04RIV~S
TANK LINER STA 44. 65, 0. 254

MS2D470AD5 RIVETS
0.250
CENTER BEAM 0.254 MS20470AD4

DRILL HOLES TO MATCH
0. 250 RIVETS
~f
CARGO HOOK MOUNTING BASE.
INSTALL LOCKING NUTS (22610-048)
STA 99. 325 WITH FLUSH RIVETS.
Q
W.L. 0.00
O RUDDER PEDAL SUPPORT, LOWER
CARGO HOOK (AL ALY)
(CRES-CURRENT PIPE, AL ALY- EARLY TYPE)
STA 44. 65
MS20470AD4 RIVETS
0. 254
0.250
CANT
STA124.00
J,
O
RUDDER PEDAL SUPPORT, UPPER
(AL ALY)
FLAT
PIN NAS1466-6PIN
NAS1080-6 COLLAR
0.318 (2 PLACES)
o. 312 YY~\ II ~UIKS:
1. CURRENT PIPE SHOWN; MINOR SHAPE
DIFFERENCES FOR EARLY TYPE.
NASIOBO-6COLUR 2, ALL DIMENSIONS IN INCHES, UNLESS
(2 PLACES) OTHERWISE INDICATED.
WL 13. 10
O
CARGO FLOOR SEAT BELT, INBOARD
LAL ALY) (NOTE 1) 55-012-LA
Figure 2-15. Fitting replacement (sheet 1 of 6)

LOCATE 4. 10 IN.
MS2D470AD4 RIVETS. AFT OF STA 137. 50
Q #S9~3354-0505
B/ Rlvas az5m0.2495
0. 680
0. 506
0. 499
BL 20. 00
8
NAS1465-5 PIN
STA 124 NAS1080-5COLLAR’ II I V
ENGINE HOIST
NAS1465-3 PIN
a h (AL ALY)
NASI~O-5COLLAR CANT
NAS1465-3 PIN STA 124.00 O
NAS1080-5COLLAR
ENGINE MOUNT. UPPER LH
(6 PLACES)
(CRES) (TOOLING REQUIRED
FOR INSTALLATION)
O NAS 1465-4 PIN

8L 20.00 0.69
NAS 1080-5 COLLAR 0. 61
SHOULDER STRAP SUPPORT
(AL ALY) NAS1465-3 PIN
NAS1080-5 COLLAR
(OUTBOARD)
MLSP-M5-5 RIVETS
(2 PLACES)
STA124
WL 13. 10
MS2047085 RIVETS (7 PLACES), ‘MLSP-M5-4 RIVETS
O loursaeol
O CARGO FLOOR SEAT BELT, OUTBOARD

O (AL ALY)
0.3132
0.3122 O O
0. 4380
0.4370 ~hm i
MS2047085 RIVET
a
BL 20.75
a
NAS 1466-6 PIN

MSZOQIDAD5 RIVETS NASlaBOC6 COLLAR
e (2 PLACES)
(12 PLACES)
e
8
STA 76.415
O
SEAT STRUCTURE OLEO ATTACHMENT
(AL ALY)
55-011-2

NAS1465-2 PIN
NAS1OSO-5COLLAR
(3 PLACES)
0. 5000
0. 4995 S3LPDT4-6 PIN
BUSHING (NAS75-6-024). 6DC-C4COLIAR
v
on- i Ir S3LPDT4-5 PIN
II 6DC-C4 COLLAR
0.146
(3 PLACES)
o
0.190
O O (6 PLACES)
’1
i
o
MS20470AD3 RIVETS
/7
16 PLACES)
SHIM WITH 0.050 IN. 2024-73

AL ALY BETWEEN FITTING AND
MS20615M3 RIV~S
FLOOR STRUCTURE
MS20470AD4 RIVETS
17 PLACES) MS20615M4 RIVETS
S3LPDT4-6 PIN
6DC-C4COLLAR E
NOTE:
SPOT FACE INSIDE CAVITY OF FITTING AT PIN HOLES

AS REQUIRED (0. 25 IN. DIA. CORNER RADIUS).
CsTA 197.187
SEAT
O
SUPPORT,
(AL ALY)
INBOARD
O
ARMAMENTSUPPORT, INBOARD
(AL ALY)
MS90354-0504 RIVETS
O
JACK PAD, STA 197.78
(CRES)
MS90354-0504 LOCKBOLTS
NAS1524-6 PIN
(3 PLACES)
NAS1080D5COLLAR
NAS1465-2 PIN
CR2249NS-5 NAS1OSO-5COLLAR
BUSHING (NAS75-6-024)
OR OCKL-BS (3 PLACES)
RIVETS
MS20470A05 RIVE~S
MS20615M3 RIVETS
MS90354-0503
NAS1524-6 PIN o /\\O
LOCKBOLT
NAS1080D5 COLLAR o ´•O,;:
’D
o
u
o 0.190
O c ’D
0 0.5000 0. 196
o
o c~ 0.4995 /6 PLACES)
o
100V4 RIVET
u:~
o i i
c~ Ic
CR2249NS-5 OR OCKL-B5 RIVETS
O EXCEPT AS SHOWN (15 PLACES)
C,
o
MS20470A04R11/~5
MS20615M4 RIVETS
MS90354-0504 LOCKBOLTS
(3 PLACES) O
NAS1738M RIVEIS O SEAT SUPPORT,
LALDRAOBTUO
ALY)
110 PLACES) ARMAMENT SUPPORT, OUTBOARD
(AL ALY)
55-012-3A

NAS1466-3 PIN
NAS1D80-6COLLAR O
(4 PLACES) LANDING GEAR CENTER
NAS1466-6 PIN
BEAM ASSY, AFT
NASIMIO-6COLLAR
Q~ LAL ALY)
NAS1425-4PIN
NAS1OBC5COLLAR
13 PLACES)
a
cl 1 I NAS1425-4 PIN
a
a NAS1080C5COLLAR
a a
NAS1465-3 PIN a O
NAS1OBO-SCOLUIR 0
(4 PLACES) a
O!
O
a
jiOl
alm a
a
00
MS20470AD4 RIVETS m
a 0O MS20470AD4/5 RIVETS
(18 PLACES) a a
AV 04 (AS REPUIRED)
NAS1426-5 PIN
NAS 1080Cb COLLA R
(3 PLACES)
MS20615M4RIVETS (28
PLACES EXCEPT AS II o ,II STIFFENER (0. 050 IN. 7015-T6 AL ALY)
SHOWN) a
a
WEB (O. 0j2 IN. 7075-76 AL ALY)
NAS1425-5 PIN a Vi
a m
NAS1425-4 PIN c NAS1080C5 COLLAR BrS
NAS1080C5 COLLAR (3 PLACES)
(4 PLACESI,
v
NAS1465-3 PIN NAS1426-4 PIN

NAS1D80-5COLLAR ´•li a NA S 1080Cb COLLA R
(4 PLACES)
e
m
STA 124.00 NAS1425-4 PIN a" a
oli o
V~
NAS 10800 S COLLA R fi~o II a
(4 PLACES)
o,Oo, a
a IENAS1424-3/4 PIN
nio a
o ~R
STIFFENER (0. 025 IN. 7075-T6 AL ALY) lo (CHECK FOR
o
a,
a CORRECTLENGTHI
Oi a (50 PLACES)
R
WEB (0. 020 IN. 7075-T6 AL ALY)

ol a
a
!I: o
MS20470AD4/5 RIVETS
IAS REQUIRED)
MS20470AD3 RIVETS m o,
119 PLACES) m
O MS20470AD4 RIVEIS m/
j o MS20470AD4/5
81(STEVIR
PLACES)
(60 PLACES)
LANOING CE*R cENTrR
BEAM ASSY, FWD
NAS1426-4 PIN
IAL ALY) MS20470AD4 RIVEIS
(12 PLACES)
,i
‘jC)~
NAS1425-5 PIN
PLACES)I~
NAS1080C5 COLLAR
a
MSZ0470AD4/5 RIVETS
(22 PLACES)
(3
G NAS1426-5PIN
~m NAS 1080Cb COLLAR
NAS1425-3
5C081SANIP COLLAR I,
WEB (0. 012 IN. 7075-T6 AL ALY)
~i
STIFFENER (O. 050 IN. 7075-T6 AL ALY)
F ‘EXIRUDED "T" CAP
STA 64. 365 (AL ALY 55-012-412

0.2505 ,0.3140
0.3130
MS20470B ATTACHMENT RIVETS
0. 2505
0.2495
0.3755
1.3130 0.3745
1,3
0.3755
I~ D´• 3745
1.4380
1 0.2505
1. 4370
0.2495
1.31301.3120
0.3755
1. 4380 j.
0.3745
i. 4370
FWD VIEW
O AFT VIEW
CYCLIC CONTROL ANO 0.2505
SEAT SUPPORT BRACKET 0. 2495
(MAG ALY STANDARD AL
ALY OPTIONALI(NOTEI
0.812
0.
25050.2495
NAS1424-2PIN
NA S 1080C4 COLLA R
WASHER BETWEEN FITTING

AND STRUCTURE (TYPICAL)
O O
COLLECTIVE STICK, SEAT STRUCTURE
SHOULDER STRAP
(AL ALY CURRENT TYPE, MAC ALY EARLY TYPE)
(AL ALY)
NAS1424-2PIN
0.75
N~SIOBCCOCOLUR d
0
m
,Q
8
m
d/ a NAS 1424-2 PIN
NAS1080C4COLLAR a
o
a
g a
0.88
0.80 d
PILOT’S SEAT BELT, INBOARD

O
PILOT’S SEAT BELT, OUTBOARD
(CRES)
FOR INFORMATION ON OPTIONAL MAGNESIUM TO ALUMINUM (CRESI
CONVERS ION K IT M30251, REFER TO HMI A PPX A. 55-0L2-58
Figure 2-15, Fitting replacement (sheet 5 of 6)

Revised 1 Octoker 1973
2-39
CAUTION: ONLY ONE FITTING I’S TO BE ,0.2495 DRILL HOLE FOR

REPLACED AT A TIME, TO MAINTAIN 0.2505 ENGINE MOUNT AT
CORRECT ALIGNMENT. AT FITTING INSTALLATION
REMOVAL, DRILL OUT RIVETS SO
THAT STIFFENERS REMAIN
MS20615M5 RIVETS
SPACER (3 PLACES)
ATTACHED TO FUSELAGE
~I
O
WHERE POSSIBLE. MARK AND co, 048 CRES)

RETAIN ANY SHIMS FOR
REINSTALLATION.
o" MSZ0615M5 RIVETS
16 PLACES)
~i-iu
"il ‘MS20615M3 RIVETS
a
o
O
0.0200 (24 PLACES)
o c
NAS1465-3 PIN LI o I~ o
NAS 1080-5 COLLAR ’MS20615M4 RIVETS

0.3132 0´• 4380 (3 PLACES)
0.3122 0. 4370 AFT OLEO SUPPORT
LEFTSIDE(CRES)
LOCATING AND DRIILINC HOLE FOR ENGINE MOUNT (USING ENGINE MOUNTS AND ENGINE-
TO-TRANSMISS I ON ALIGNMENT TOOL) (ITEM 3, TABLE 1-2))
O-WITH REPLACEMENT FITTING INSTALLED, ENGINE INSTALLED

O W ITH ASSOC IATED U PPER ENG INE MOUNT INSTALLED AND SECU RED
IALL ENGINE MOUNTS INSTALLED AND SECURED, EXCEPT UPPER
AT ALL POINTS EXCEPT AT REPLACEMENT FITTING, AND DRILL
ENGINE MOUNT ASSOCIATED WITH FITTING SECURED AT ALL POINTS
BUSHING (D. 250 OD/O. 1935 ID) IN HOLE AT LOWER END OF MOUNT,
EXCEPT AT FITTING)AND ENGINE HOISTED OR JACKED TO CORRECT
USE #10 DRILL TO DRILL THRU DRILL BUSHING AND BOSS OF
INSTALLATION POSITION, LOCATE AND DRILLMATING HOLE IN
FITTING.
BOSS OF FITTING (FOR LOWER END OF UPPER ENGINE MOUNT) AS
FOLLOWS. O-WITH MOUNT CLEAR OF FITTING, USE SIZE O GRILL TO ENLARGE
HOLE IN BOSS; THEN REAM HOLE IN BOSS TO 0. 2495 D. 2505 OD.
O-TO BE SURE ENGINE IS AT CORRECT POSITION, CHECK ENCINE-TO-
TRANSMISSION ALIGNMENT. (SEE TEXT AND SEPARATE FIG. IN O-RECHECK INSTALLED ENGINE-TO-TRANSMI55 ION ALIGNMENT.
THIS APPX. I AS NECESSARY, REPOSITION AND TEMPORARILY NOTES:

RIGIDLY SECURE ENGINE, i. REFER TO TEXT FOR AFT OLEO SUPPORT FITTING REPLACEMENT
PROCEDURES.
CAUTION: IF DRILL BUSHING IS NOT USED, ENLARGEMENT 2. FOR PROCEDURES TO LOCATE AND DRILL HOLE FOR ENGINE MOUNT
OF HOLE IN MOUNT WILL OCCUR. USING ENGINE AND TAILBOOM ALIGNMENT CHECK TOOL (ITEM 2,
TABLE 1-2), REFER TO TEXT.
i. 855
0.19R
(NOTCH- 15"
NOTE) 0.06R
NUTPLATE T TYPICAL
STRUCTURE
20"
O
OUTED
+0.001
2.000
-0.000
LOOKING
RIVET LOOKING FWD
(SHOP FORMED OUTBOARD
HEAD) DETAIL A-A
MS2047085 RIVETS
(10 PLACESI
FWD
COLLECTIVE TORQUE TUBE

NOTE: NOTCH ON CURRENT TYPE; MAY NOT
LEFT SUPPORT IAL ALY
BE ON EARLY TYPE. AS NECESSARY, ADD
CURRENT TYPE, MAG
NOTCH PRIOR TO INSTALLATION AS SHOWN.
EARLY TYPE)
AFTER NOTCHING, CHEMICAL TREAT AND
TOUCH-UP PAINT (BASIC HMII.
55-O12-6A

0.012 IN. MAX HIGH OR

SURFACE A, 0.75 IN.
A
RADIUS ISHADED)
SURFACE B
PLANE C
I -CCt-ff I
O
PLANES C ARE THOSE PLANES
ESTABLISHED BY ANY THREE
SURFACES A
FRAME FI~INC
0.004 IN. MAX SLOPE PER 0.002 IN. MAX HIGH

--1~-- SURFACE B FROM MIO
-I INCH-ANY SURFACE A
FROM PLANE C ADJACENT SURFACES A
PLANE C
0.014 IN. MAX ~OW-

SURFACES B FROM TWO
ADJACENT SURFACES A
USE A SURFACE PLATE AND A FEELER CAGE
TO DETERMINE THAT FRAME FITTING IS WITHIN
TOLERANCES SHOWN. REPLACEMENT OF THE
FITTING IS REQU IRED IF NOT WITHIN TOLERANCE.
55-01)tl
Figure 2-18. Station 197.78 fairing frame fitting surface flatness check
Added 1 October 1973 2-41

I:i
i !P
a
r 1
i i
*3~-:
/4~
i;
i´•l
:Y’
li%
X
A9061
CANT
STA78.50
i~la
STA 86.50
BUTT LINE
0.00 "~5 \STA 6d36
STA 44.65
SEE FIG. 2-15 O

FOR WEB BUILD-UPAND
FITTING ATTACHMENT RIVETS Oi
1 111 RIEMOVE ALL "T1I’ICXP RIICIETS TO STA 9(161

CUT AT APPROX STA 86. 50 SPLICE
:16%L~:,
I REPAIR AS SHOWN IN FIG. 2-13
g)
h,...,.
(BOTH SIDES)
63
DOUBLERS
REMOVE ALL "T" CAP RIVETS

TO STA 44. 65 8.00 IN.
AS
REQUIREDREMOVE
AND STIFFENERS
APPROX
(BOTH SIDES) ’REMOVE SKIN (BOTH SIDES) BETWEEN
STA 6d 36 AND 90.61 IIERMINATE EACH
CUT AT RIB OR STIFFENER)
81-014
Figure 2-17. Replacement of forward landing gear center beam fitting

2-42 Added 1 October 1973
NOTE 3
NOTE 2. 4
FIBERGLASS PANEL
NOTES:
L REMOM DAMAGED ARZA BY TRIMMING.
CHAMFER EDGE OF CUT-OUT AREA
90 TO 45 DEGREES.
v
2. CUT FIRST FIBERGLASS PATCH WITH
~NOTEI ONE-INCH MINIMUM O\IERUP OF
CUT~UT AREA.
WAXED BACK
3. CUT SUCCESSIVE FIBERGLASS PATCHES
BLOCK
PROGRESSIVELY LARGER TO PROVIDE
SCARFED OR FEATHERED EDGE.
A USE PHENOLIC MATERIAL OR

ALUMINUM IN BRACKET-OR fLANGE-
ATTACHED AREA.
55-010
Figure 2-18. Typical laminated fiberglass repair

Section 2 500 Series HMJ: Appx D
TYPICAL CUT LINES. DO NOT

DISTURB SKIN ATTACHMENT
ANGLES DURING SKIN REMOVAL
FOR REPAIR OR INSPECTION
UNLESS DAMAGED (NOTE 4)
NAS1738W RIVETS (ENGINE

COMPARTMENT SIDE)
CENTER BEAM STRUCTURE WITH

CARGO FLOOR NOT SHOWN OI I
"I i ~P
~o
RIVEl IIYP)
Oo~,oO
DOUBLER TTYP) 111 111 Il~i/
~:´•O
DAMAGED AREA CUT OUT

FOR INSPECTION OR REPAIR
NOTES:
1. CARGO COMPARTMENT FLOOR IS NOT SHOWN.

REMOVE FUEL CELL ACCESS DOORS ANDFUEL
FILLER SHIELD FOR ACCESS.
PATCH WITH FIBERGLASS 2. USE A ROTARY SANDER FOR RIVEI REMOVAL.
SHEEI (NOTE 4) 3. USE MS20470AD3 RIVETS EXCEPT AS NOTED.
4. IF ATTACHING EDGE ANGLES OR DOUBLERS ARE
FIBERGLASS REINFORCING CLOTH NOT DISTURBED, DAMAGED AREAS UP TO 10Ob
7~AY BE REPLACED WITH 2 PLY LAMINATED
FIBERGLASS SHEET STOCK. BOND TO EDGES WITH
FIBERGLASS CLOTH, USING FIBERGLASS
REPAIR PROCEDURES.
5. INSTALL DOUBLERS ON EITHER S IDE OF CENTER
RIVET AREA ATTACH POINTS.
6. COVER RIVET HERDS AND SHARP EDGES W \TH
10MIL BY 1 INCH TAPE (ITEM 12, TABLE 1-1).
55-0256
Figure 2-19, Fuel cell support skins

RH UPPER CANOPY WINDSHIELD

UPPER CANOPY FRAME
LH AFT COMPARTMENT WINDOW

RH CENTER CANOPY WINDSHIELD
cC
a
RH LOWER CANOPY
WINDSHIELD
LOWER CANOPY FRAME
LOWER SECTION FLOOR SUPPORT BULKHEAD
CAUTION ,FILL CAPS AND SEAL

AINER EDGE WITH
THE PLASTIC CANOPY AND WINDOW PANELS BECOME BRITT~E WHEN COLD AND
SEALANT (NOTE 31
COULD CRACK DURING HANDLING. PANEL REPLACEMENT SHOULD BE PERFORMED UNDER
WARM ROOM TEMPERATURE CONDITIONS 170 F OR HIGHER).
AFI COMPARTMENT
WINDOW RETAINER I
HELICOPTER (NOTE 1)
c-
E
TRIM EXCESS RETAINER
FILL GAPS AND
TO MAINTAIN
SEAL RETAINER
STRUCTURE OVERLAP MS20470A3 RIVET.
EDGE WITH SEALANT
AND CLEAR RADIUS INSTALL WASHER
(NOTES 3, 4)
(AN9~0PD3L)
ol UNDER SHOP
FORMED HEAD.
oi
RIVET SPACING
1.00 IN. (TYP).
oio
?la
NOTES:
1, ON EARLY CONFIGURATION HELICOPTERS, AFI COMPARTMENT WINDOWS

AND DOUBLERS MAY BE REPLACED BY WINDOWS WITH EDGE RETAINERS.
2. MS20470A/AD RIVETS ARE USED IN MOST PLACES.
CABIN VENTILATING PANEL 3. APPLY A BEAD OF SEALING COMPOUND (ITEM 10, TABLE 1-1) BETWEEN
RETAINER AND STRUCTURE BEFORE FINAL INSTALLATION. AFTER
INSTALLATION FILL GAPS WITH COMPOUND AND REMOVE EXCESS.
4. HELICOPTERS W ITH FA I R ING TAPE INSTALLED DO NOT REQUI RE TA PE
REINSTALLAT ION.
55-026A
Figure 2-20, Canopy and window replacement
Added Z October 1973 2-45

Section 2 Ii00 Series HMI Appx D
FLANGE DOUBLER
STA 137.50
BOOM FAIRING
RING
8CR2249NS-4OR
OCKL-BI
YLAUQEST~VIRSPACED
FAIRING
ASSY
RUBBER SEAL
DOUBLER FLANGE
ASSY
STA 121. 50 SHAFT-DRIVEN BLOWER INSTALLED

AIR INLET
g~ PANEL
DOUBLER
STA 121.50 STA 137.50

BOOM FAIRING
RING
PANEL (0. 020 IN.

2024-T3 AL ALY)~
RUBBER SEAL INOTE 31

SIDE PANEL
INOTE 4)
NOTES:
i. USE MS2D470AD3 RIVETS EXCEPT AS NOTED. jI

II RUBBER SEAL
2. TAIL ROTOR SHAFT FAIRING PARTS ARE
n
II_ INOTE 3)
6061-T6 AL ALY.
PANEL (0.020 IN.
3. BOND WITH ADHESIVE IITEM 9, TABLE 1-1)
BELT-DRIVEN BLOWER INSTALLED 2024-T3 AL ALY)
ACCORDING TO CONTAINER INSTRUCTIONS.
4. CHECK THAT RUBBER SEAL IS COMPRESSED AFTER
INSTALLATION.
55-0290
Figure 2-21. Tail rotor shaft fairing replacement

1.50
1’ 15’ 37"
a.
SHIM
4
FRAME SHIM, AL ALY
FITlING 2024-73 MS20470AD4 RIVET
(10 PLACES) INOTE 3)
MS 20426AD3 RIVETS
(FLUSH HEADS ON iH
DAMPER SIDE)
TAIL ROTOR j
3.93
BOOM
0.330 IN. OD
DAMPER
MAX (4 PLACES)
3.43
T
NUTPV\TEQ PLACESI
DAMPER SUPPORT
FRAME FlTIING
FITTING
DAMPER SUPPORT
SHIP BRACKET. REPAIR
SHIM
~4 WITH 0. 025 IN. AL ALY
2024-T42.
SECTION A -A
0.81
C2m
HI -LOCK FASTENER HL1870W-5-2 (24 REQD) DRILL 0. 164 0. 168 DIA HOLES TO
VIEWLOOKINGFWD 81177
MATCH LONCERON. COUNTERSINK
SHIM(8 REPUIRED) LINE
0.00 OUTER SURFACE 100" X 0. 20 DIA.
LONGERON
T
0.55
0.318
I
FRAME FITTING (NOTE 4)
O TYP ICAL ATTACHMENT

5DA07402SMSNOREGNOLTA 0.077~L I
(4
PLAC~S) ~U _
MS20470AD4-7_0.020
(NOTE 3)
JACK DETAIL OF SHIM

PAD
GROMMET INOTE 5)
l\11S90354-0504
DoUBLER a. 020 NOTET;

0. 968
i, AMS5520 CRES
1. T+H DENOTES TOOLING HOLE.
2. ALL DIMENSIONS ARE IN INCHES.

3. CRn49NS-4 OR OCKL-B4 RIVETS
o
MS20470AD3 MAY BE SUBSTITUTED IN 811ND
MS20470AD5
MS20426AD5
(PREFORMED HEAD I
g RIVET(3 PLACES)~ I AREAS INDICATED.
4. MAKE TAPERED SH IM OF 2024-73,
NEA RSIDE) o. os2 AL ALY, OF-A-250/5 STOCK.
MS20470AD4 ROD GROMMET
(NOTE 3) O HOLE REPAIRCONTAOL 5. FOR REPLACEMENT, REFER TO
SECTION3. 55-0091)
Figure 2-22. Canted station 197. 78 frame fitting and damper support replacement

RETAINING R
RING
RING
SELF-
ALIGNING
BEARING
RETAINER
INER SELF-ALIGN I
BEARING
SELF-ALIGNING
RING, I I II~ ~--BEARING RETAINING RING
BEARING
SELF-ALIGNING RETAINING RETAINER

BEARING RING
RETAINING RING
RING
FORWARD FITTING AFT FITTING
FITTING (RER
EXTRACTOR
FITTING (RER
INSTALLER CUP. WASHER
BUSHING
BOLT
:´•--~.......j
i"::´•:l´•´•´•´•´•´•´•´•C"-’
NUT
TOOL B
TOOL A
NSTALLATION
REMOVAL
BEARING INSTALLATION AND REMOVAL TOOL (TVP)
NOTES:
i. REMOVE BEARING RETAINER AND RING, IF INSTALLED.
2. REMOVE BEARING WITH EPU IVALENT OF TOOL SHOWN.
3. CLEAN BEARING BORE AND REPLACEMENT BEARING WITH ACEIONE
(ITEM 5, TABLE 1-1).
4. INSTALL BEARING WITH RETAINING RING. COAT CONTACT SURFACES
WITH ZINC CHROMATE (ITEM 8).
5. INSTALL BEARING WITHOUT RETAINING RING. PREPARE CONTACT
SURFACES WITH LOCKING COMPOUND (ITEMS 6AND 7). APPLY FILLET
OF COMPOUND AT BEARING AND HOUSING. ALLOW COMPOUND 24 HOURS
TO HARDEN BEFORE INSTALLATION OF LANDING GEAR.
55-011
Figure 2-23. Center beam bearing replacement

0. 80 TRACE STA
ii" 78.50
EXISTING RIVET
0. 50 EDGE DISTANCE
CENTER LINE
CTYPICAL)
0.65
IIA :3
0.45 EXISTING RIVET MS2047(1AD4 OR

CENTER LINE CKLP4B RIVETS
O I
STRUT r (22 REQD)
CUTOUT
MS20Q26AD3-4
RIVETS 18 REQD)
1.’60 YII\ /~L J~"::I

EXISTING RIVET
CENTER LINE
~1 1+-0.60 0. 50
0.60 0)0 0 0.75
CUTLINE (IF REOUIRED)’ 0.25

0.25
TRACE STA FWD RUB PLATE

124.00
0.25E.D.m~ EXISTING RIVEI CENTER LINE CAUTHIW

FUEL
TANK
AREA
I’ MS20470AD4 OR
CKLP4B RIVETS
DO NOT ALLOW DRILL PENETRATION
IN FUEL TANK AREA BEYOND ~4 INCH.
(15REQUIRED)
0.45
EXISTING RIVET CENTER
1
STRUT
:SETONENIL
i. EXISTING RIVETS SHOWN d ARE
CUTOUT
TO BE DRILLED OUT FOR ATTACHMENT
0.50 TYP ICAL OF FAIRING RUB PLATE.
tl EDGEDIISTANCE 2. R IVETS SHOWN OARE IN CRITICAL
EXCEPT AS SHOWN
O LOCATIONS: OBSERVE DIMENSIONS.
db 3´• LOCATION OF OUTER EDGE RIVETS
SHOWN IS NOT CRITICAL: USE
EQUAL SPACING BETWEEN DIMENSIONED
POINTS.
do REQD)
O.M)) A BEFORE RIVET INSTALLATION, CLEAN
RUB PLATE WITH MEK (ITEM 2,TABLE
i-ii. MIX SEALANT COMPOUND (ITEM 10)
AND APPLY A THIN EVEN COAT TO
CONTACT SIDE.
~l-azs CUTLINE (IF REQUI RED) 5. AFTER INSTALLATION, FORM A 1/8-INCH-
WIDE FILLET OF SEALANT AROUND RUB
PLATE EDGES.
EXISTING RIVET CENTER LINE
AFT RUB PLATE 56-021
Figure 2-24. Landing gear rub plate replacement

FOR DOOR FRAME

ATTACHMENT DETAILS MS20470AD4 RIVETS THROUGH
SEE FIC. 2-14
DOUBLER SEAL AND END ANGLES
/j ALL OTHER ATTACHMENT RIVETS

MS20470AD3
ii
REPLACEMENT SECTION
B
OF 369A2530 LONGERON
.1.. uu
;-t´•
DOOR SEAL
REMOVE MINIMUM
POSSIBLE MATERIAL
\i‘
t- j b.
(EMRUDED
AL ALY)
FROM EXTERIOR SKIN.
PATCH REPAIR AS
Y
SHOWN I l_i ..~IJ_ ~U 0.. ~7/u U C ´IZU," C~C L
MS2047~D3 ATTACHMENT RIVETS

0. 03-0. 06 IN. CUT PICK UP MINIMUM OF
SKIN PATCH MATERIAL
HALF WAY BETWEEN 4 RIVETS EACH SIDE
(0. 016 IN. 2024-742 AL ALY)
RIVETS TO MAINTAIN i OFCUT
2 X DIA EDGE: DISTANCE
DOUBLER ANGLE
DOUBLER MUST EXTEND
COMPLETELY BETWEEN
RIBS AND/OR BULKHEAD
MS20470AD RIVETS
FLOOR SKIN
.DOORSEAL
L I ORIGINAL STRUCTURE
RE PLACEMENT
BLER ANGLE
UODMUMINIM
LUSE SECTION OF 369A2530
LONGERON (0. 063 IN.
REPAIR PARTS
THICKNESS) BREAKING EDGE TO FIT REPAIR PARTS IN

RADIUS; OR BEND 0. 063 THI( AL ALY MS20470AD4
CROSS-SECTION
n075d~ONDI’IION). HEATTREATITO RIVETS
1075-T6AFTER FQRMING.I
SKIN PATCH REPAIR
EXTERIOR SKIN
NOTES:
1. THIS. REPAIR MAY BE ADAPTED TO ANY
AREA ON THE FLOOR SUPPORT LONGERON.
CUTS FOR SPLICING ARE BEST MADE AT FWD
OR AFI DOOR OPENINGS.
2. SECTIONS MAY ALSO BE SPLICED-IN.
MAINTAIN GAP AT BOTH ENDS OF SPLICE AND
4 RIVETS MINIMUM ON EACH SIDE OF
BOTH CUTS~
55-043A
Figure 2-25. Floor longeron repair

I 1 ORIGINAL STRUCTURE t~ MS2047a4D4

ATTACHMENT RIVETS
REPAIR PARTS
II REP~IR PARTS IN CROSS SECTION R~ss
CR2249-3 ATTACHMENT RIVETS 1

r\
i",
C-\ ,i
FUEL SUPPORT SKIN Ims~\ \MS204iWOP

ATTACHMENT RIVETS
PATCHTOEXTEND
AT LEAST 3 RIVETS
STOP DRILL CRACKS WITH
ON EACH S I DE OF TRIM DAMAGE TO
DAMAGE~ Na’ 40 DRILL
~R SMOOTH CONTOUR
USE FILLER FLUSH IN CUT OUT

EMERIOR SKIN
DAMAGED AREA WHEN NEEDED
NOTE:
CROSS SECTION IF REQUIRED, CLIT HOLE IN TANK LINER
FOR ACCESS AND THEN PATCH WITH
FIBERGLASS. 55-038
Figure 2-26. Typical fuselage lower rib repair
Added 1 October 1973 2-51/2-52

SE%TION 3
TAILBOOM AND TAIL SURFACES
3-1. TAILBOOM AND TAIL SURFACES. 0. 25 inch must be removed and the skin patched.
Skin is patch reparable up to 100 percent.
3-2. GENERAL. Thetailboom andtail surfaces (1) Do not install rivets through skin beads.
(fig. of atailboom, upper and lower (2) Patch between bead damage with single
vertical stabilizers, horiziontal stabilizer and row of rivets.
stabilizer strut. (3) Patch beads with
a staggered double row
of rivets on each side of

damage.
3-3. IPJSPECTION AND REPAIR OF TAILBOOM c. Separated Trailing Edges. For separated
SHEET METAL. See figure 3-2 and refer to FAA trailing edges on a stabilizer with originally
AC 43. 13-1A Aircraft Inspection and Repair for bonded skin trailing edges, repair with rivets
sheet metal repair procedures not covered in this according to figure 3-3, 3-4 or 3-5, as
paragraph. applicable.
NOTE: The mosthighly stressed skins on the NOTE: Skin on stabilizer is riveted, and may
helicopter are panels (fig. 3-2) that
the two also be bonded to specific interior components.
form the monocoque boom assembly. Rebonding repairs at internal bonded locations
is considered impractical.
a. NegligibleDamage. None. Allreparable
upon detection. Small d. NutplateReplacement. Removenutplate
cracks or punctures in sheet metal that do not and shim by drilling out rivets. Rivet replace-
exceed 0. 160-inch length can be removed by ment nutplate and shim inside forward attach
drilling out with a #20 or smaller diameter fitting. Shim as required to align nutplate threads
drill and installing a rivet of appropriate size to with mounting hole.
fill the hole.
b. Patch Repair. Damage to sheet metal that 3-5. REPAIR OF HORIZONTAL STABILIZER.
exceeds 0. 180-inch length is to be patched pro- (See fig. 3-3.) Repair damaged horizontal
vided the damage area does not exceed a total of stabilizer sheet metal to paragraph 3-4.
according
25 percent of panel area (previously repaired
the Refer to theinspection of horizontal stabilizer in
areas included). The patch material shall be the Basic HMI for special inspection requirements.
2024-’13, 0. 040 inch minimum, applied to the
outer surface of the boom. 3-6. REPAIR OF LOWER VERTICAL STABILI-
c.Repair of Transverse Crack. Patch with a ZER. (See fig. 3-4~) Repair the lower vertical
staggered triple row of rivets, using 8 to 10 diam- stabilizer according to paragraph 3-4. See figure
eter spacing for the inner and outer rows, and 3-4 for repair of oversized bolt holes. Refer to
6 to 8 diameter spacing for the center row, paragraph 3-7 for repair of a worn or damaged
d. Repair of Longitudinal Crack. Patch with stabilizer tube fiberglass lining that prevents
a diameter correct fit of stabilizer to tail rotor gearbox
spacing, mounting frame.
3-4. INSPECTION AND REPAIR OF STABILIZER 3-7. REPAIR OF LOWER VERTICAL STABILIZER
(SHEET METAL. Refer to FAA AC 43.13-1A Air- TUBE.
craft Inspection and Repair for sheet metal repair a. Using abrasive paper (item 1, table 1-1),
procedures not covered in the following paragraphs. sand damaged area.
a. Negligible Damage. Scratches, nicks, light b. Thoroughly clean surface of repair area with
corrosion deposits, and smooth contour dents that a clean lint-free cloth moistened with methyl ethyl
blend smoothly into surrounding surfaces are con- ketone (item 2, table 1-1) until resin or cloth is
sidered negligible damage. exposed. Allow to dry completely.
b. Patch Repair. Cracks in stabilizer skin do
not require a patch if they can be drilled out to a WARNING: Use protective clothing during the
0. 25-inch hole. Check for extension of cracks preparation and use of resin mixture. Adequate
from stop-drilled holes. Any damage longer than ventilation must be provided.

c. Prepare resin (item 4, table l-l)’according 3-10. INSPECTION AND REPAIR OF TAILBOOM
to manufacturer’s instructions. Stir.thoroughly AND STABILIZER FITTINGS. The tdlboom and
to ensure a uniform mixture. Avoid any whipping stabilizer fittings of cast or forged aluminum alloy
or beating that may produce air bubbles in the are critical fatigue-loaded parts. Whenever dam-
mixture. aged, ffttings must be repaired or fitting compo-
d. Rebuild worn or damaged area with resin. nents replaced according to the following.
e. Cure at room’ temperature for 24 hours or a. Negligible Damage and Insertion
allow to stand at room temperature for 1 hour, Refer to paragraph 2-17 for inspection informa-
followed by heating at 160"F (71. i"C) for’ 1 hour, tion and repair limits.
f. Using abrasive paper (item 1, table 1-1), b, Replacement. Replace the fitting or attach
the repaired area to providea slip fit frame components (tailboom or stabilizer) when-
between the stabilizer and gearbox mountingframe ever negligible and insertion repair limits are
attach surfaces. Finished ID of stabilizer tube exceeded. Replacement of fittings and boom
should be 1. 5610 to 1. 5600 inches. attach frames isusually uneconomical. Contact
a Hughes Field Service Representative for fitting
3-8. REPAIR OF UPPER VERTICAL STABILIZER. replacement evaluation.
(See fig. 3-5. Repair damage to the upper verti-
cal stabilizer according to paragraph -4. 3-11. ILLUSTRATED REPAIR INFORMATION.
3-9. REPAIROF STABILIZERSTRUT. (See 3-12. GENERAL. Additional information for re-
fig. 3-1,) No structural repair is currently pair of tailboom and stabilizer

authorized for the stabilizer strut. details is illustrated in figures 3-6 through 3-8.

UPPER VERTICAL STABILIZER

G FIG. 3-5
G i
Iii
G STABILIZER STRUT
(ATlACHMENT HOLES
0. 2505
0. 2495
//Ii
(NOTE 2)
i
HORIZONTAL STABILIZER
FIG. 3-3
--i~i
TAILBOOM
FIG. 3-2~
i
LOWER VERTICAL STABILIZER
FIC. 3-4
NOTES:
i. REFER TO FAA AC 43. 13-1A AIRCRAFT INSPECTION

PROCEDURES UNLESS OTHERW ISE SPEC IFIED.
2. PATCH REPAIR OF THE STABILIZER STRUT IS NOT
RECOMMENDED. 55-003 A
Figure 3-1. Tailboom and tail surfaces

Cu
I s
5:~
w
8379
O.~M 0.375
0.250
14 PLACES)
0.3771
0. 3’161
0.254 (2PLACES)
0250
REPAIR FIG. 3-8
MS20470AD4
R\VETS (TYP\CW
CR2249NS-4 OR OCKL-B4
ATTACHMENT RIVETS
13 PLACES
L55841
1.5580
,3
3:
CANT STA 209. 78 FRAME (0. (132 IN. 2024-T42 AL ALY)
MS20470AD4 ATTACHMENT RIVETS w
FRAME AND GUSSEI REPAIR

a~
a330 MAXIMUM FIG. 3-7 ’5:
(4 PtACES) ,V tl
FRAME AND GUSSET REPAIR

~O FIG, 3-7
g LONGERON (0. 040 IN. 7075-T6 AL ALY)

c~ MS20470AD4 SKIN ATTACHMENT RIVETS
oO
STA 197. 78 FRAME FITTING (AL ALY)
ci 55dOIB
INSPECT FIG. 3-6
Figure 3-2. Tailboom

PLATE (CRES)
MLS P-M4 ATTACHMENT RIVETS
19 PLAC1:S)
R IB (0. 020 IN. 2024-742 AL ALY)
CR2249NS-4 OR OCKLP-B4
ATTACHMENTRIVETS
TRAILING EDGE CHANNn

Jy520470B3 ATTRCHMENT RIVRS
INOTE 41
LO. 025 IN. 2024-742 AL ALY)

~RIB
CR22451US-4 OR OCKLP-B4
n ATTACHMENT RIVETS
0.254
0.250
C
CENTER BOOM SPAR AND
R I 8(0. 025 IN. 2024-T42 AL ALY) ATTACH FI~INGS U\L ALY)
CR2249NS-4 OR OCKLP-B4 INOTE 2)
ATTACHMENT RIVETS
MS2047083
ATTACHMENT
BONDED INTERNAL DOUBLER
RIVEIS
(0. 020 IN. 2024-T3 AL ALY)
RIB (0. 025 IN. 2024-742 AL ALY)

G
ATTACHMENT RIVETS
RIB (0.025 IN. 2024-742 AL ALYI

M S 20470A 04 ATTACHMENT R I VETS
RIB (0. 625 IN. 2024-742 AL ALY)~

ATTACHMENT RIVETS
NOTES: 0.379
0.375
1. INSTALL ALL RIVETS SO THAT D. 001 IN. FEELER GAGE CANNOT TOUCH RIVET 0. 2515
SHAN K AT MANUFACTU RED HEA D. 0. 2500
2. CR2249NS-4 OR OCKLP-B4 RIVETS MAY BE SUBSTITUTED FOR MS20470AD3
RIVETS ATTACHING SKIN TO SPAR. NAS1425-4 PIN
0.3771
3. ALCLAD AL ALY MATERIAL IS FEDERAL SPECIFICATION qQ-A-250/5. NAS 1080C5 COLLAR
0.3761
4. RIVETS SPACED ON APPROXIMATELY I-IN. CENTERS. EXCEPT APPROXIMATELY
0. 5-IN. CENTERS AT RIBS AND POSITION LIGHT 8RACKET. TRAILING EDGE \FITTING
TO BE FLAT WITHIN O. MO IN. IN 12.00 IN. LENGTH: 0,015 IN. MAXIMUM (AL ALY)
BOW OVER FULL LENGTH. 55-01BA
Figure 3-3. Horizontal stabilizer

SLEEVE (FIBERGLASS)
1.5610
ID
1. 5600
BUSHING REPAIR
0.257
FIG. 3-8
0.250
ATTACH POINT (NOT PROVIDED ON ALL
782.0ISREZILIBATS
CR2249NS-4 OR 0. 280
OCKLP-B4 RIVETS
TRAILING EDGE
MS20470A2 ATTACHMENT RIVETS (NOTE 2)
RIB (0. 025 IN. 2024-T42 AL ALY)
MS20470AD3 ATTACHMENT RIVETS EXCEPT AS SHOWN
SPAR (0. 020 IN. 2024-742 AL ALY)

MS20470AD2 ATTACHMENT RIVETS
SPAR (0. 020 IN. 2024-742 AL ALY)

ATTACHMENT RIVETS
SKID TUBE ASSEMBLY (AL ALY)
MS20470AD3 RIVETS
(2 PLACES)
RIB (MAG CASTING) CR2249NS-4 OR OCKLP-B4 SLEEVE (PLASTIC)
ATTACHMENT RIVETS EXCEPTAS SHOWN
NOTES:
i. ALCLAD AL ALY MATERIAL IS FEDERAL
SPECIFICATION QQ-A-250/5.
2. TRAILING EDGE TO BE FLAT WITHIN 0.060
IN. IN 12. 00 LENGTH: 0. 13 IN. MAXIMUM
BOW OVER FULL LENGTH.
55-01sA
Figure 3-4. Lower vertical stabilizer
s-s
Revised 1 October t973
500 Series HML Appx D Section 3
E T1P
RIB (0. 020 IN. 2024-T42 AL ALY)

E BOOM ATTACH FITTINGS
4
ATTACHMENT RIVETS
SPACER
RIB (0.020 IN. 2024-742 AL ALY)

0. 254 ATTACHMENT RIVETS
0.250
TRAILING EDGE
MS20470AD2 ATTACHMENT RIVETS (NOTE 3~
BONDED INTERNAL DOUBLER

’i
1D. 020 IN. 2024-T42 AL ALY)
MS20470AD2 RIVETS
CENTER BOOM SPAR AND ATTACH FITTINGS (AL ALYI

MS20470AD3 ATTACHMENT RIVETS (NOTE 1)
RIB (0. 020 IN. 2024-T42 AL ALY)
CR2249NS-4OR OCKLP-B$
ATTACHMENT RIVETS
RIB (0. 025 IN. 2024-T42 AL ALY)

MS20470AD4 ATTACHMENT RIVETS
NOTES:
0. 2515 1. CR2249NS-4 OR OCKLP-B4 RIVETS MAY BE SVBSTITUTED
o´• FOR MS24070AD3 RIVETS ATTACHING SKIN TO SPAR.

25M),
2. ALCLAD AL ALY MATERIAL IS FEDERAL SPECIFICATION
0.317 QQ-A-250/5.
0.313 3. TRAILING EDGE TO BE FLAT WITHIN 0. 060 IN. IN 12.00 IN.
(2 PLACES) LENGTH: 0. 15 IN. MAXIMUM BOW OVER FULL LENGTH.
0.3771
NAS1424-4 PIN
0. 3761 \FITTING NAS1080C4 COLLAR
(ALALY) (2PLACESI 55-0168
Figure 3-5. Upper vertical stabilizer

Revised 1 October ;t973
3-7
0. 008 IN. MAX HIGH

OR LOW-ANY SURFACE A SURFACE A, 0. 75 IN.
FROM PLANE C RADIUS (SHADED)
SURFACE B
PLANEC (UNSHADED)
PLANES C ARE THOSE PLANES

ESTABLISHED BY ANY THREE
SURFACES A
BOOM FORWARD
FRAME FITTING
0. 002 IN. MAX SLOPE PER 0. 002 IN. MAX HEIGHT-

INCH- ANY SURFACE A SURFACE B FROM TWO
FROM PLANE C ADJACENT SURFACES A
PLANE C
0. 014 IN. MAX LOW-

USE A SURFACE PLATE AND SURFACE B FR~
TWO ADIACElJT
FEELER CAGE TO DETERMINE SURFACES A
THAT FRAME FITTING IS
W ITH IN THE TOLERANCES
SHOWN. REPLACEMENT OF
THE TAIL BOOM IS REQUIRED
IF NOT WITHIN TOLERANCE.
55-006
Figure 3-6. Station 197. 78 tailboom frame

fitting surface flatness check
3-8
CSP-H-6 500 Series Appx D Sectian 3
MS2W7aqD3 RIVETS
CANTED S’IA 21rL32

FRAME AND GUSSEI
CONDUIT
~CANTED STA 242 14 FRAME UT016 IN. M24-742 OR n AL ALYI

MS2047MD3 OR NAS 739803 ATTACHMNT RI VETS
GUSSLT (0,016 IN. 2024-13 AL ALY)

MSZ047MD3 OR NAS 1398 D3 ATTACHMENT R I VETS
GROMMET
,CONDUIT
GROMMET
TAILBOOM .933
.948
FRAMIANDGUSSETr
CANTED STA 21P.P6
r.li ~,,,,I AMSHM RELBUODSRC n0D(1
LNOTE 2)
GUSSET
DOUBLER II[KO
21470AP3 CITTACHME~NT .933
AMS55M CRES
WSI-8-12AS BUSHING RIVETS 13 PLACESI 0 .948
IGR
CRDMMET O HOLE REPAIR FWD STATIONS

INSTALLATION
TOOL O
M520615-3M3 ~Z
RIVET 13 PLACES)
ROD
G ROMMn
BACKUP PLATE
O CONTROL ROD GROMMET
HOLE REPAIR -~fl STATION
BOLT
FRAME REPLACEMENT
CONTROL ROD GROMMET
REPLACEMENT FLATTEN FLARE ON END OF CONDUIT.
REMOVE RIVETS FROM DAMAGED FRAME AND CUSSET.
IF NECESSARY, REMOVE FRAME. SLIDE OUT CONDUIT UNTIL FRAME 15 FREE.
MAKE SURE DOUBLER IS ON FRAME. USE A LONG ROD WITH END FITTED INTO CONDUIT
IF NOT, INSTALL DOUBLER TO FRAME. GROMMET AS A GUIDE TO POSITION REPLACEMENT
GRO~MET 15 DESIGNED TO CR IP FRAME. LOCATE AND DRILL UPPER AND LOWER HOLLS
THICKNESS a 0.025 TO 0. 080. AND INSTALL CLECOS. 1F REPUIRED, CUT ACCESS HOLE.
WARM WS I-B-1US NYLON CROMMET USF. M11800M CONTROL ROO TO CHECK AL LCNIMNT.
I N HDi WATER, MAINTAI N INC EDGE DISTANCE, LOCATE AND INSTALL
INSERT SHANK OF WARM GROMMET fHRU HOLE IN REMAINING RIVETS.
DOUBLER AND FRAME. ~D- REPOSITION CONDUIT AND FLARE CONDUIT ENO.
~-INSTALL GRDMMET INSTALLATION TOOL llTEM 1,
TABLE 1-21 OVER GROMMET ON FRAME WITH
NOTES:
BACKUP PLATE. BOLT ANO NUI.
WHILE BUSHING IS STILL WARM, QUleKLY TIGHTEN L
A~L DIMENSIONS IN INCHES.
NUT TO INSTALL BUSHING IN FRAME. 2. NOTUSEDON EARLYTYFE

O- REMOVE TOOL AND ASSOCIATED HARDWARE, FRAME INSTALLATION.
i~- [F REMOVED, REINSTALL FRAME.
55-030(=
Figure 3-7. Tailboom Frame Replacement and Repair
1992 3-9
30 September
Section 3 500 Series -Appx D CSP-H-6
THIS FACE MAY PROTRUDE INTO

CENTER OF FlnlNG AS SHOWN
0.030hllN
ADIA ah I (NOTE 2)
I
eo~A aao
t ADIA a25401A
o. 250DlA
0. 254 0. 010 M IN RAD
~NOTE 1)
TAILBOOM STABI1IZER LOWER YERTICAL STABILIZER
MOUNTING ~RAME ATTACHMENT TUBE
A B A
HOLE BUSHING HOLE BUSHING HOLE BUSHING
+0.0005 +0.0005 +0.0005 +0. 0000 +0. 0005 +D. 0000

-0. 0000 -o.ooa, -o´• 0000 -o. 0003 -o.aooo -o.ooos
0.3120 0.3138 0.3750 ’0. 3768 a3120 i 0.3138
BUSHING MATERIALS
NOTES:
2014-76 QQ-A-200/2 AL ALY
i. OUTER FACE OF BUSHING MUST BE
2024-74 Qa-A-2M~3 AL ALY
FLUSH WITH FITTING.
2. BUSHING MUST BE FLUSH WITH FITlING. 7075-T6 QQ-A-200/11AL ALY
55-035A
Figure 3-8. Bushing Repair
3-10
CSP-H-6 500 Series HMI Appx D Section 4
SECTION 4
LANDING GEAR
4-1. LANDING GEAR er (item 8 table 1-1). Bushing must not protrude
4-2. GENERAL The landing gear with beyond material.
fuselage supporting structure and attachment 4. Inspect the reworked hole and bushing, using
points is shown in figure 4-1. Investigation bf the dye-penetrant method.
landing gear damage must also include inspection b. Current type strut with bushed holes for blad-
of structure and components associated with der type damper attached by 1/4 inch bolt.
landing gear attachments. i. Remove the worn bushing (0.2505 maximum)
4-3. INSPECTION AND REPAIR OF and install an equivalent replacement.
LANDING GEAR 2. If the strut hole (bushing removed) is worn
See figure 4-1 and refer to FAA AC 43.13-1A beyond 0.3761 inch, repair according to a above.
Aircraft Inspection and Repair for insertion re- c. Current type strut with unbushed holes for
pairs not covered in the following paragraphs. poppet type dampers attached by 5/16 inch bolt
a. Nedi~ible Damage. Scratches and nicks may cannot be bushed. Maximum hole diameter is 0.313
be repaired by smoothing sharp edges, inch.
b. Insertion Repair. Repair worn, enlarged or d. Strut-to-center beam bolt holes may be re-
paired as outlined in a above.

enlongated holes when wear exceeds the limits
shown in figure 4-1 and hole cleanup does not ex- 4-5. REPAIR OF LANDING GEAR BRACE
ceed the tolerances described in paragraphs 4-4 BOLT HOLES
and 4-5. (See figure 4-1.) Repair bolt holes at the small
c. Replacement of Strut. Replace a strut that is end of the brace that attaches to the landing gear
cracked or for the following damage. fitting according to paragraph 4-4. Repair bolt
holes at the larger end of the brace as follows.
1. Dents with depth in excess of 0.060 inch.
2. Scratches or nicks that exceed the limits
a. Enlarge the bolt holes to diameter of 0.5625
inch, using a 9/16 inch diameter drill.
shown in figure 4-1 when measured to surround-
b. Ream the drilled hole to a diameter of0.5631
ing unrepaired surface.
to 0.5638 inch. Chamfer both ends of hole to 0.015
d. Replacement ofBrace. Replace a cracked,
inch by 45 degrees.
dented or distorted brace. Replace a brace for the
c. Check that edge margin distance is not less
following damage. than 0.375 inch.
i. Dents with depth in excess of 0.040 inch,
d. Insert an NAS 75-7 press-to-fit bushing of
2. Scratchesifrepaired areadepth exceeds correct length coated with zinc chromate primer
0.010 inch when measured to surrounding unrep- (item 8, table 1-1).
aired surface. e. Inspect reworked holes after bushing are
e. Replacement of Skid Tube. Replace a skid tube installed, using dye-penetrant method.
when damage cannot be repaired as shown in fig- 4-6. REPAIR OVER-SIZED HOLES IN
ure 4-2. Refer to the Basic HMI, CSP-H-8 and
369‘1)29113 FOOT ASSEMBLIES
CSP-H-4 for landing gear skid inspection and re-
(See figure 4-3.) Repair oversized 0.258 i 0.254
pairs, diameter holes in 369D29113-1 -2 foot assem-
4-4. REPAIR OF LANDING GEAR STRUT blies and match holes in skid tube as follows.
FITTING BOLT HOLES a. Remove nutplate spacer from inside diameter
(See figure 4-1.) Bolt holes without slotted bush- of skid tube.
ings may be repaired as follows. b. Installblindrivetsin openhoiesthatheld
a. Early configuration strutswithunbushed nutplate spacer in place. Install with wet chromate
holes for bladder type dampers attached by 1/4 primer (item 8, table 1-1)
inch bolt, c. Ream oversized holes to 0.315 0.312 diameter
1. Enlarge the unbushed hole to a diameter of Holes to match in skid tube and foot assembly.
0.3726 inch, using U drill. d. Measure required grip length for NAS 1669
2. Reamthedrilledholeto adiameterof0.2756 blind fasteners.
to 0.3761 inch. Chamfer both ends of the hole to e. Install NAS 1669-5L-( blind fasteners (grip
0.015 inch by 45 degrees. length range 0.220 i 0.281) or with grip length
measured above. Install fasteners with wet chro-
NOTE Distance from the center of the en-
mate primer (item 8, table 1-1). Use care to insure
larged hole to the closestedge of the attach-
no primer will get on threads portion of fastener.
ment ear must not be less than 0.375 inch,
f. Seal all edges of mating parts (including blind
3. Insert an NAS 75-4 press-fit bushing (0.150 fasteners) with approximate .06 bead of PR1221
to 0.160 inch long) coated with zinc chromate prim- sealant or equivalent (item 10, table 1-1).
30 September 1992 4-1

IP
P\3
NOTES: i;’
1. BEFORE REMOVAL. INDEX PARTS BEING REPLACED.
0.313
MEASURE FROM STRUT-TO-HELICOPTER ATTACH
0.312 0.440MAX
HOLES AND RELOCATE FITTING WITH FLAT SIDES i
IN LINE
IN SAME POSITION.
2. SECTI(W~ SHOWN 15 TVPICAL FOR ENT IRE STRUT
3755
LENGTH.
3745 3. REFER TO SECTION 2 FOR LANDING GEAR
ASSOCIATED STRUCTURE. P
0.440MkX
O. j INLINE 0.2505
a 437 0.2495
BRACE (AL ALY)
r -´•a
9~
~t ´•´•-I--
\PJ~-
r I I´•’ ~7 _
rn
r
X
ct
g
ta
tj
ATTACH FITTING O
(AL ALY) (NOTE 1)
0.4380 RTICLE OC STRUT

0.4370
OLEO ATTACH
LUGS (REF)
0. 045
(P /B
(TYP)
SCRATCH INICK
(NOTE 2)
w LIMITS FOR STRUTS
o 0.3130 a
o
m 0.3120
ii
r~p IN´• MAX
d
s BP-TS-3
LOCKBOLTS IN. LUX
1/ 1~110. Q
(12 PLACES)
Cd
STRUT (REFI
o
X
CSP-H-6 500 Series HMI Appx D Section 4
;1
20. 47
1 5.06
:48.
5.06
1-""
DAMAGE
4.00 IN. MAX
DAMAGED AREA
ATTACHMENT RIVETS MINIMUM

4 ROWS SPACED 0.72 IN. APART MSLP 84 RIVETS TOP
EACH SIDE OF DAMAGE INOTE 1)\ (2 UPPER ROWS)
O O
O
o
IO O SPLICE PLATE (NOTE 2)
u
0~
t
o o 1 O8 0.100
AL ALY 202413 038 IN.
o a 0.090
o O
O a
o a
~o a ATTACHMENT RIVElS MINIMUM
I ROW EACH SIM EQUALLY SPACED
AT d X RIVET DIA MAX (NOTE 1) /I~QUALLY SROWS
SPACED
MLS100-4COUNTERSUNK
BO"OM RIVETS
RO’TATED RIVnS U BO~OM ROWSI
001N. b
8 SPLICE SLEEVE (NOTE 2)
Q
o. too
a AL ALY 2024 73 TOP
a 0.090
Q; a, O.UIIN
Q P\
11 O0
8.00 IN. 8 SEALING COMPOUND (NOTE 2)
MSLP B1 RIVBS
so O;h (IROWS)
0.381N.
a, a
a a
8, REPLACEMENT SECTION IUSE SECTION
a
FROM SPARE DAMAGED SKID TUBE) (NOTE 21 BROWS
~o
a
EPUALLY SPACED
Z
ATTACHMENT RIVETS MINIMUM MLS100-4 COIINTERSUNK RLVnS
e
5 ROWS EQUALLY SPACED EACH (2 BOTTOM ROWSI
TOP
510E OF JOINT (NOTE II
NOTES:
RLMIR PERMl~tD I. COAT RIVETS WITH WET ZINC CHROMATE

PRIMER (ITEM 8.IABLE 1-1I PRIOR TO
INSTALLATION.
NO REPAIR NECESSARY
2. COAT ALL MATING SURCACtS ~ITH A THIN
LAYER Of ZINC CHROhlATE PUTlY II~Ehl 11)
L INOREPARPERMTIED AT INSTALLATION. APPLY A O. 060-INCH
FILLET OF SEALING COMPOUND IITEh\ 10)
REPAIR REQUIRED IF FLOTATION TO SEAL EXTERIOR MATING SURFACES.

EQUIPMENT IS INSTALLED
55-005
Figure 4-2. Skid Tube Structural Repair
30 September 1992 4-3

Section 4 500 Series HMIAppx D CSP-H-6
r"
93
3 d
am~;
IA,
O CR-BB-OIJ
Figure 4-3. Repair Oversized Holes 369D29113-1 -1 Foot Assemblies
4-4 30 September 1992

CSP H 6 - I1r2p

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IVIDHC 500

MODEL 369)´•1 SERIES HELICOPTER

STRUC~URAL REPAIR MAN UAL

McDonnell Dougks Helicopter Company

Revision No. 2, 30 September 1992

RECORD OF TEMPORARTY REVISIONS

MANUAL TITLE CSP-H-6 STRUCTURAL REPAIR MANUAL

REV DATE BY DATE BY RE~ DATE BY DATE BY

INSERT LAS~EST CHANGED PAGES, DESTROY SUPERSEDED PAGES

Date of issue for original and chnge pages are:

Original........l October 1973

Paee Issue Issue

Cover 30 Sept 92 2-1 thru 2-5 1 Oct 73

Title 30 Sept 92 2-6 Original

A~B blank) 30 Sept 92 2-13/2-14 Original

1 Oct 73 2-17/2-18 1 Oct 73

1-1 thru 1-4 1 Oct 73 3-1 and 3-7 1 Oct 73

1-5/1-6 Original 3-8 Original

Revised 30 September 1992 A/(B blank)

MCDONNEL DOUGLAS HELICOPTER CO1MPANY

McDonnell Douglas Helicopter Company

Attention: Technical Publications, Light Helicopters

Helicopter Model Section Number(s)

Book Identification Page Number(s)

Revised 30 September 1992 C/(D blank)

SERVICE INFORMATION SUMMARY

INFORMATION FROM THE FOLLOWING SERVICE DOCUMENTS

Added 1 October 1973 i/ii

Organization of Appendixes 2-22 Replacement of Aft Oleo

vii 2-24 Laminated Fiberglass Components 2-9

1-1 TypeofConstruction 1-1 2-27 Repair of Holes or Cracks in Fiberglass

1-7 Repair Information 1-1 2-29 Repair of Small Nicks,Scratches or

1-17 Corrosion Control 1-3

2-8 Secondary Structure Members 2-3

2-19 Inspection and Repair of 4-6 Repair Over-Sized Holes In

30 September 1992 iii/(iv blank)

PURPOSE OF THIS APPENDIX. BL buttline

Revised 1 October 1973 v

(1) Main Fuselage. The main fuselage is c. Non-Reparable Items.

damage. ment check is generally not required. However,

vi Revised 1 October 1973

misalignment probably Parts Catalog (369 IPC). When ordering parts,

Revised 1 October 1973 vii/viii

i-I. TYPE OF CONSTRUCTION. prevent entry of foreign objects. If the engine

Revised 1 October 1973 1-1

1-13. REPAIR MATERIALS AND TOOLS. 1-15. RIVET SELECTION.

Table 1-1. Repair materials

Item Spe cifi cation Commercial Product(a)

1 Abrasive paper, silicon carbide P-P-101 (3)

I" pressure retsyloPgniam resin with catalyst, low

5 Acetone 0-A-51 (3)

1 7 Sealing, locking and retaining MIL-S-22473 Loctite Loctite Corp.

11 Zinc chromate putty, general MIL-P-8116 Compound W. P. Fuller Co.,

12 Tape, pressure-sensitive, water- PPP-T-60, 3M Co., St. Paul, Minn.

NOTES: (1) Numbers U. S. A.

1-2 Revised 1 October 1973

Table 1-2. Structural repair special tools

1 WSI-HT- 12AS Installation tool, WSI-B-1BAS (bushing) Installing grommets for

2 369A9900-80906 Check fixture, engine and tailboom Checking boom Sitting

3 369A5000-40101 Engfne-to-transmisslon aligning tool Checking alignment of

Hawthorne, Ca. pin

6 118M-5-L6-3/16 Lockbolt installation set, for 3/16-in.-dia. Installing swage locking