BHT-205A1-MM-1

MAINTENANCE MANUAL
VOLUME 1
GENERAL INFORMATION
NOTICE
The instructions set forth in this manual, as supplemented or modified by Alert Service Bulletins (ASB)
and other directions issued by Bell Helicopter Textron, Inc. and Airworthiness Directives (AD) issued
by the Federal Aviation Administration, shall be strictly followed.

POST OFFICE BOX 482 • FORT WORTH, TEXAS 76101

 BHT-205A1-MM-1

MAINTENANCE MANUAL
VOLUME 1
GENERAL INFORMATION
NOTICE

The instructions set forth in this manual, as supplemented or modified by Alert Service Bulletins (ASB) or
other directions issued by Bell Helicopter Textron Inc. and Airworthiness Directives (AD) issued by the
applicable regulatory agencies, shall be strictly followed.

COPYRIGHT NOTICE
COPYRIGHT 2006
BELL ® HELICOPTER TEXTRON INC.
AND BELL HELICOPTER TEXTRON
CANADA LTD.
ALL RIGHTS RESERVED

07 AUGUST 1990
REVISION 5 — 05 JANUARY 2006
BHT-205A1-MM-1

PROPRIETARY RIGHTS NOTICE

These data are proprietary to Bell Helicopter Textron Inc. Disclosure,

reproduction, or use of these data for any purpose other than helicopter
operation or maintenance is forbidden without prior written authorization from
Bell Helicopter Textron Inc.

Additional copies of this publication may be obtained by contacting:

Commercial Publication Distribution Center
Bell Helicopter Textron Inc.
P. O. Box 482
Fort Worth, Texas 76101-0482

PN Rev. 5 05 JAN 2006

 WARNING
THIS MANUAL APPLIES ONLY TO HELICOPTERS AND COMPONENTS
MAINTAINED IN ACCORDANCE WITH BELL HELICOPTER TEXTRON
(BELL) APPROVED PROCEDURES USING BELL APPROVED PARTS.

ALL INSPECTION, REPAIR AND OVERHAUL PROCEDURES PUBLISHED

BY BELL, INCLUDING PART RETIREMENT LIFE, ARE BASED SOLELY ON
THE USE OF BELL PARTS THAT HAVE BEEN MAINTAINED USING BELL
APPROVED DATA. THE DATA PUBLISHED HEREIN OR OTHERWISE
SUPPLIED BY BELL IS NOT APPLICABLE TO NON-BELL PARTS OR
PARTS THAT HAVE BEEN REPAIRED USING DATA AND/OR PROCESSES
NOT APPROVED BY BELL.

BELL IS NOT RESPONSIBLE FOR ANY PART OTHER THAN THOSE THAT
IT HAS APPROVED.

BEFORE PERFORMING ANY PROCEDURE CONTAINED IN THIS MANUAL

YOU MUST INSPECT THE AFFECTED PARTS AND RECORDS FOR
EVIDENCE OF ANY MANUFACTURE, REPAIR, REWORK OR USE OF A
PROCESS NOT APPROVED BY BELL.

IF YOU IDENTIFY OR SUSPECT THE USE OF PARTS NOT AUTHORIZED

BY BELL, EITHER REMOVE THE AFFECTED ITEM FROM THE AIRCRAFT
OR OBTAIN INSTRUCTIONS FOR CONTINUED AIRWORTHINESS FROM
THE MANUFACTURER OR THE ORGANIZATION THAT APPROVED THE
REPAIR.
 BHT-205A1-MM-1

LOG OF REVISIONS

Insert latest revision pages and dispose of superseded ones.

On a revised page, the text and/or illustration affected by the latest revision is shown by a vertical line. A revised
page with only a vertical line next to the page number indicates that text has shifted or that non-technical
correction(s) were made on that page.

Original . . . . 0 . . . . . . 01 FEB 78 Revision . . . 9 . . . . . .18 DEC 81 Revision . . . 18 . . . . 07 NOV 84

Revision. . . . 1 . . . . . . 08 NOV 78 Revision . . . 10 . . . . . 01 FEB 82 Revision . . . 19 . . . . . 31 JAN 85
Revision. . . . 2 . . . . . . 28 MAY 79 Revision . . . 11 . . . . . 23 JUN 82 Revision . . . 20 . . . . .18 FEB 87
Revision. . . . 3 . . . . . . 15 SEP 80 Revision . . . 12 . . . . . 01 APR 83 Reissue . . . . 0 . . . . . 07 AUG 90
Revision. . . . 4 . . . . . . 21 OCT 80 Revision . . . 13 . . . . . 15 APR 83 Revision . . . 1 . . . . . . 10 JAN 92
Revision. . . . 5 . . . . . . 01 AUG 81 Revision . . . 14 . . . . .14 OCT 83 Revision . . . 2 . . . . . .03 FEB 95
Revision. . . . 6 . . . . . . 07 OCT 81 Revision . . . 15 . . . . . 30 JUN 84 Revision . . . 3 . . . . . 01 MAY 96
Revision. . . . 7 . . . . . . 30 OCT 81 Revision . . . 16 . . . . . 28 SEP 84 Revision . . . 4 . . . . . . 15 JAN 04
Revision. . . . 8 . . . . . . 11 NOV 81 Revision . . . 17 . . . . .05 NOV 84 Revision . . . 5 . . . . . . 05 JAN 06

LOG OF PAGES

Page No. Rev No.
Cover . . . . . . . . . . . . . . . . . . . . .5
Title . . . . . . . . . . . . . . . . . . . . . .5
PN . . . . . . . . . . . . . . . . . . . . . . .5
Warning . . . . . . . . . . . . . . . . . . .5
A – B . . . . . . . . . . . . . . . . . . . . .5
Help . . . . . . . . . . . . . . . . . . . . . .5
Customer Feedback. . . . . . . . . .5
Helicopter Sale Notice . . . . . . . .5
Warranty. . . . . . . . . . . . . . . . . . .5
BR-1/2 . . . . . . . . . . . . . . . . . . . .3
List of Chapters . . . . . . . . . . . . .5
Chapter 1
1-1/1-2 . . . . . . . . . . . . . . . . . . . .3
1-3/1-4 . . . . . . . . . . . . . . . . . . . .0
1-5 – 1-8. . . . . . . . . . . . . . . . . . .3
Chapter 4
4-1 – 4-8. . . . . . . . . . . . . . . . . . .3
4-9/4-10 . . . . . . . . . . . . . . . . . . .3
Chapter 5
5-1 – 5-34. . . . . . . . . . . . . . . . . .3
5-35 – 5-38. . . . . . . . . . . . . . . . .5
5-38A – 5-38B . . . . . . . . . . . . . .5
5-39 – 5-54. . . . . . . . . . . . . . . . .3
5-55/5-56 . . . . . . . . . . . . . . . . . .3
Chapter 6
6-1 – 6-4. . . . . . . . . . . . . . . . . . .0
6-5/6-6 . . . . . . . . . . . . . . . . . . . .0
Page No. Rev No.
Chapter 7
7-1 – 7-2 . . . . . . . . . . . . . . . . . . 0
7-3/7-4 . . . . . . . . . . . . . . . . . . . 0
Chapter 8
8-1 – 8-2 . . . . . . . . . . . . . . . . . .
8-3 . . . . . . . . . . . . . . . . . . . . . .
8-4 – 8-11 . . . . . . . . . . . . . . . . .
8-12 . . . . . . . . . . . . . . . . . . . . .
8-13/8-14 . . . . . . . . . . . . . . . . .
Chapter 9
9-1 – 9-2 . . . . . . . . . . . . . . . . . . 0
9-3/9-4 . . . . . . . . . . . . . . . . . . . 0
Chapter 10
10-1 – 10-12 . . . . . . . . . . . . . . . 0
Chapter 11
11-1 – 11-2 . . . . . . . . . . . . . . . .
11-3. . . . . . . . . . . . . . . . . . . . . .
11-4 – 11-5 . . . . . . . . . . . . . . . .
11-6. . . . . . . . . . . . . . . . . . . . . .
11-7 – 11-8 . . . . . . . . . . . . . . . .
11-9/11-10. . . . . . . . . . . . . . . . .
Chapter 12
12-1 – 12-2 . . . . . . . . . . . . . . . .
12-2A/12-2B . . . . . . . . . . . . . . .
12-3 . . . . . . . . . . . . . . . . . . . . .
12-4 . . . . . . . . . . . . . . . . . . . . .
Page No. Rev No.
12-5. . . . . . . . . . . . . . . . . . . . . . 3
12-6. . . . . . . . . . . . . . . . . . . . . . 0
12-6A/12-6B . . . . . . . . . . . . . . . 0
12-7. . . . . . . . . . . . . . . . . . . . . . 0
12-8. . . . . . . . . . . . . . . . . . . . . . 3
0 12-8A/12-8B . . . . . . . . . . . . . . . 0
3 12-9. . . . . . . . . . . . . . . . . . . . . . 0
0 12-10 – 12-12 . . . . . . . . . . . . . . 3
3 12-13/12-14. . . . . . . . . . . . . . . . 3
0
Chapter 20
20-1/20-2. . . . . . . . . . . . . . . . . . 0
Chapter 21
21-1 – 21-6 . . . . . . . . . . . . . . . . 0
21-7/21-8. . . . . . . . . . . . . . . . . . 0
Chapter 25
25-1 – 25-18 . . . . . . . . . . . . . . . 0
0 25-19/25-20. . . . . . . . . . . . . . . . 0
3
0 Chapter 26
3 26-1 – 26-4 . . . . . . . . . . . . . . . . 0
0
0 Chapter 27
27-1. . . . . . . . . . . . . . . . . . . . . . 3
27-2 – 27-31 . . . . . . . . . . . . . . . 0
3 27-32 – 27-36 . . . . . . . . . . . . . . 3
3
3 Chapter 28
0 28-1 – 28-2 . . . . . . . . . . . . . . . . 3

05 JAN 2006 Rev. 5 A

BHT-205A1-MM-1
Page No. Rev No.
28-3 – 28-8 . . . . . . . . . . . . . . . .
28-9 . . . . . . . . . . . . . . . . . . . . .
28-10 – 28-20 . . . . . . . . . . . . .
28-20A – 28-20D . . . . . . . . . . .
28-20E/28-20F . . . . . . . . . . . . .
28-21 . . . . . . . . . . . . . . . . . . . .
28-22 – 28-24 . . . . . . . . . . . . . .
28-25/28-26 . . . . . . . . . . . . . . .
Chapter 29
29-1 – 29-2 . . . . . . . . . . . . . . . .
29-3 – 29-10 . . . . . . . . . . . . . . .
29-11. . . . . . . . . . . . . . . . . . . . .
29-12 — 29-42 . . . . . . . . . . . . .
29-43 . . . . . . . . . . . . . . . . . . . .
29-44 – 29-45 . . . . . . . . . . . . . .
29-46 . . . . . . . . . . . . . . . . . . . .
29-46A – 29-46B . . . . . . . . . . .
29-47 – 29-51 . . . . . . . . . . . . . .
29-52 . . . . . . . . . . . . . . . . . . . .
29-53 – 29-54 . . . . . . . . . . . . . .
29-55 . . . . . . . . . . . . . . . . . . . .
29-56 . . . . . . . . . . . . . . . . . . . .
29-57/29-58 . . . . . . . . . . . . . . .
29-59 – 29-62 . . . . . . . . . . . . . .
Chapter 30
30-1 – 30-4 . . . . . . . . . . . . . . . . 0
30-5/30-6 . . . . . . . . . . . . . . . . . 0
Chapter 32
32-1 – 32-4 . . . . . . . . . . . . . . . .
32-4A – 32-4D . . . . . . . . . . . . .
32-5 – 32-8 . . . . . . . . . . . . . . . .
32-9 – 32-18 . . . . . . . . . . . . . . .
32-19/32-20 . . . . . . . . . . . . . . .
Chapter 52
52-1 – 52-6 . . . . . . . . . . . . . . . .
52-6A – 52-6B . . . . . . . . . . . . .
52-7 – 52-10 . . . . . . . . . . . . . . .
52-10A – 52-10B . . . . . . . . . . .
52-11 – 52-12 . . . . . . . . . . . . . .
52-12A – 52-12B . . . . . . . . . . .
52-13 – 52-16 . . . . . . . . . . . . . .
52-16A/52-16B . . . . . . . . . . . . .
52-17 – 52-20 . . . . . . . . . . . . . .
52-21/52-22 . . . . . . . . . . . . . . .
B Rev. 5 05 JAN 2006
LOG OF PAGES (CONT)
Page No. Rev No.
0 Chapter 53
3 53-1 – 53-8 . . . . . . . . . . . . . . . . 0
0 66-25 . . . . . . . . . . . . . . . . . . . . . 3
3 Chapter 56
3 56-1 – 56-12 . . . . . . . . . . . . . . . 0
3 66-31 – 66-32 . . . . . . . . . . . . . . 0
0 Chapter 65
0 65-1 . . . . . . . . . . . . . . . . . . . . . . 0
65-2 . . . . . . . . . . . . . . . . . . . . . . 4
65-3 – 65-7 . . . . . . . . . . . . . . . . 0
3 65-8 . . . . . . . . . . . . . . . . . . . . . . 3
0 65-9 – 65-13 . . . . . . . . . . . . . . . 0
3 65-14 . . . . . . . . . . . . . . . . . . . . . 3
0 65-14A – 65-14B . . . . . . . . . . . . 0
3 65-15 . . . . . . . . . . . . . . . . . . . . . 0
0 65-16 . . . . . . . . . . . . . . . . . . . . . 3
3 65-17 – 65-29 . . . . . . . . . . . . . . 0
3 65-30 . . . . . . . . . . . . . . . . . . . . . 3
0 65-30A – 65-30B . . . . . . . . . . . . 3
3 65-31 – 65-32 . . . . . . . . . . . . . . 3
0 65-33 . . . . . . . . . . . . . . . . . . . . . 0
3 65-34 – 65-35 . . . . . . . . . . . . . . 3
0 65-36 – 65-38 . . . . . . . . . . . . . . 0
0 65-39 – 65-40 . . . . . . . . . . . . . . 3
3 65-41 . . . . . . . . . . . . . . . . . . . . . 0
65-42 . . . . . . . . . . . . . . . . . . . . . 3
65-43 . . . . . . . . . . . . . . . . . . . . . 0
65-44 – 65-47 . . . . . . . . . . . . . . 3
65-48 . . . . . . . . . . . . . . . . . . . . . 0
65-49 . . . . . . . . . . . . . . . . . . . . . 3
65-50 . . . . . . . . . . . . . . . . . . . . . 0
3 65-51 – 65-53 . . . . . . . . . . . . . . 3
3 65-54 . . . . . . . . . . . . . . . . . . . . . 0
0 65-55 – 65-62 . . . . . . . . . . . . . . 4
3 65-63/65-64. . . . . . . . . . . . . . . . 4
3
Chapter 66
66-1 – 66-2 . . . . . . . . . . . . . . . . 3
0 66-3/66-4 Deleted . . . . . . . . . . . 3
0 66-5 – 66-12 . . . . . . . . . . . . . . . 0
0 66-13 – 66-14 . . . . . . . . . . . . . . 3
0 66-14A – 66-14B . . . . . . . . . . . . 3
0 66-15 – 66-16 . . . . . . . . . . . . . . 3
0 66-16A – 66-16B . . . . . . . . . . . . 3
0 66-16C/66-16D . . . . . . . . . . . . . 3
0 66-17 – 66-20 . . . . . . . . . . . . . . 0
0 66-20A – 66-20B . . . . . . . . . . . . 0
0 66-21 – 66-22 . . . . . . . . . . . . . . 0
66-22A/ 66-22B . . . . . . . . . . . . . 0
Page No. Rev No.
66-23 – 66-24 . . . . . . . . . . . . . . 0
66-24A/66-24B . . . . . . . . . . . . . 3
66-26 – 66-30 . . . . . . . . . . . . . . 0
66-30A – 66-30B . . . . . . . . . . . . 0
66-32A – 66-32D . . . . . . . . . . . . 3
66-32E/66-32F. . . . . . . . . . . . . . 3
66-33 . . . . . . . . . . . . . . . . . . . . . 3
66-34 – 66-37 . . . . . . . . . . . . . . 0
66-38 – 66-40 . . . . . . . . . . . . . . 3
66-40A – 66-40B . . . . . . . . . . . . 3
66-41 – 66-46 . . . . . . . . . . . . . . 0
66-46A/66-46B . . . . . . . . . . . . . 3
66-47 . . . . . . . . . . . . . . . . . . . . . 0
66-48 . . . . . . . . . . . . . . . . . . . . . 3
66-49/66-50 . . . . . . . . . . . . . . . . 0
66-51 . . . . . . . . . . . . . . . . . . . . . 0
66-52 . . . . . . . . . . . . . . . . . . . . . 3
66-53 – 66-54 . . . . . . . . . . . . . . 0
66-55 – 66-56 . . . . . . . . . . . . . . 3
66-56A/66-56B . . . . . . . . . . . . . 3
66-57 – 66-62 . . . . . . . . . . . . . . 3
66-63/66-64 . . . . . . . . . . . . . . . . 3
66-65 – 66-66 . . . . . . . . . . . . . . 3
66-66A/66-66B . . . . . . . . . . . . . 0
66-67 . . . . . . . . . . . . . . . . . . . . . 0
66-68 . . . . . . . . . . . . . . . . . . . . . 3
66-69 . . . . . . . . . . . . . . . . . . . . . 0
66-70 – 66-71 . . . . . . . . . . . . . . 3
66-72 . . . . . . . . . . . . . . . . . . . . . 0
66-73/66-74 . . . . . . . . . . . . . . . . 3
Chapter 71
71-1 – 71-16 . . . . . . . . . . . . . . . 0
Chapter 76
76-1 – 76-6 . . . . . . . . . . . . . . . . 0
76-7 . . . . . . . . . . . . . . . . . . . . . . 3
76-8 – 76-16 . . . . . . . . . . . . . . . 0
76-17/76-18 . . . . . . . . . . . . . . . . 0
Chapter 79
79-1 – 79-8 . . . . . . . . . . . . . . . . 0
C-1/C-2 . . . . . . . . . . . . . . . . . . . 0
Index 1 – Index 4 . . . . . . . . . . . . 0
 H ELP

E VALUATE

L OGISTICS

P UBLICATIONS

Have you found something wrong with this manual — an

error, an inconsistency, unclear instructions, etc.? Although
we strive for accuracy and clarity, we may make errors on
occasion. If we do and you discover it, we would appreciate
your telling us about it so that we can change whatever is
incorrect or unclear. Please be as specific as possible.

Your complaint or suggestion will be acknowledged and we

will tell you what we intend to do.

You may use the enclosed Customer Feedback form, as

applicable, to inform us where we have erred.

Your assistance is sincerely appreciated.

 CUSTOMER FEEDBACK

RETURN VIA FAX TO PRODUCT SUPPORT ENGINEERING (450) 433-0272

Manual Title: ___________________________________________________________

Manual Number (If assigned): _____________________________________________
Date of Issue: ___________________________________________________________
Date of Last Revision: ___________________________________________________
Section, Chapter, Paragraph Affected: ______________________________________
What is the Complaint? __________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
Now Reads: ____________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
_______________________________________________________________________
Should Read: ___________________________________________________________
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Your Name: _____________________________________________________________
Address: _______________________________________________________________
_______________________________________________________________________
Position: ___________________________ Telephone No. _______________________
Company: ________________________________ Fax No. _______________________
Reference No. (Your Initials and Date): _____________________________________

(If you choose to mail this form, fold in thirds, with address exposed, tape and mail.)
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NECESSARY

Product Support Engineering

12,800 rue de l’Avenir
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 IMPORTANT
HELICOPTER SALE NOTICE

Please complete this Form and return by Mail or FAX (817-280-3224, Attention: CPDC)
to Bell Helicopter Textron. This will ensure that the New Owners receive updates to
their Bell Helicopter Technical Manuals and Bulletins.

Model of Helicopter Sold or Purchased____________________________________________

__________________________________________________________________________

Bell Serial Number ___________________________________________________________

__________________________________________________________________________

Registration Number __________________________________________________________

__________________________________________________________________________

Company or Individual who purchased Helicopter ___________________________________

__________________________________________________________________________

Address ____________________________________________________________________

City _______________________________________________________________________

State ______________________________________________________________________

Zip Code ___________________________________________________________________

Country ____________________________________________________________________

FAX No. ____________________________ Telephone No. ___________________________

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IF MAILED
IN THE
UNITED STATES

BUSINESS REPLY MAIL

FIRST CLASS PERMIT NO. 1744 FORT WORTH, TEXAS

A Subsidiary of Textron Inc.

COMMERCIAL PUBLICATION DISTRIBUTION CENTER

P.O. BOX 482
FORT WORTH, TEXAS 76101-0482

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 BHT-427-CR&O

WARRANTY
Spare Parts
WARRANTY AND REMEDY: Seller warrants each new helicopter part or helicopter part reconditioned by
seller to be free from defect in material and workmanship under normal use and service. Seller's sole obligation
under this warranty is limited to replacement or repair of parts which are determined to Seller's reasonable
satisfaction to have been defective within 1,000 hours of operation or one (1) year after installation, whichever
occurs first and reimbursement of reasonable freight charges. After 200 hours of use, there will be a prorated
charge to the Purchaser for replacement parts (prorating the hours of total use against the then applicable part life
or 2,000 hours, whichever is the lesser). Defective parts must be reported in writing to the Seller's Warranty
Administration within 90 days of being found defective. Warranty adjustment is contingent upon the Purchaser
complying with the Seller's Warranty Administration disposition instructions for defective parts. Failure to comply
with all of the terms of this paragraph may, at Seller's sole option, void this warranty.

THIS WARRANTY IS GIVEN AND ACCEPTED IN PLACE OF (i) ALL OTHER WARRANTIES OR
CONDITIONS, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO THE IMPLIED WARRANTIES OR
CONDITIONS OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE AND (ii) ANY
OBLIGATION, LIABILITY, RIGHT, CLAIM OR REMEDY IN CONTRACT OR IN TORT (DELICT), INCLUDING
PRODUCT LIABILITIES BASED UPON STRICT LIABILITY, NEGLIGENCE, OR IMPLIED WARRANTY IN LAW.

This warranty is the only warranty made by Seller. The Purchaser's sole remedy for a breach of this warranty
or any defect in a part is the repair or replacement of helicopter parts and reimbursement of reasonable freight
charges as provided herein. Seller excludes liability, whether as a result of a breach of contract or warranty,
negligence or strict product liability, for incidental or consequential damages, including without limitation, damage
to the helicopter or other property, costs and expenses resulting from required changes or modifications to
helicopter components and assemblies, changes in retirement lives and overhaul periods, local customs fees and
taxes, and costs or expenses for commercial losses or lost profits due to loss of use or grounding of helicopters or
otherwise.

Seller makes no warranty and disclaims all liability in contract or in tort (delict), including, without limitation,
negligence and strict tort (delictual) liability, with respect to work performed by third parties at Purchaser's request
and with respect to engines, engine accessories, batteries, radios, and avionics, except Seller assigns each
manufacturer's warranty to Purchaser to the extent such manufacturer's warranty exists and is assignable.

This warranty shall not apply to any helicopter part which has been repaired or altered outside Seller's factory
in any way so as, in Seller's judgment, to affect its stability, safety or reliability, or which has been subject to misuse,
negligence or accident, or which has been installed in any aircraft which has been destroyed unless that helicopter
has been rebuilt by Bell. A list of destroyed aircraft is obtainable from Bell Product Support. Repairs and alterations
which use or incorporate parts and components other than genuine Bell parts or parts approved by Bell for direct
acquisition from sources other than Bell itself are not warranted by Bell, and this warranty shall be void to the
extent that such repairs and alterations, in Seller's sole judgment, affect the stability, safety or reliability of the
helicopter or any part thereof, or damage genuine Bell or Bell-approved parts. No person, corporation, or
organization, including Bell Customer Service Facilities, is authorized by Seller to assume for it any other liability in
connection with the sale of its helicopters and parts.

January 1, 1996

A Subsidiary of Textron Inc.

 BHT-205A1-MM-1

BULLETIN RECORD

All previously issued Alert Service Bulletins and Technical Bulletins have been incorporated into this manual
as applicable.

The following bulletins were incorporated at this reissue. Subsequent bulletins will be incorporated in future
reissues.

ALERT SERVICE BULLETINS

ASB Date
Number Subject Reissue
205-94-60 Main Rotor Yoke P/N 212-011-102- November 28, 1994
105 Inspection of:

Main Rotor Hub Pitch Change Bearing

P/N 212-011-111-103, and P/N 212-011-
112-103: Removal of inner races from
service

Introduction of New Inner Races P/N

212-311-009-101 and P/N 212-311-
010-101 into service
205-95-62 Powertrain Modification on Model July 3, 1995
205A/205A-1

TECHNICAL BULLETINS

TB Date
Number Subject Reissue

205-94-98 Rotor Brake Assembly, Introduction November 29, 1994

of stainless steel piston

Rev. 3 BR-1/2
 BHT-205A1-MM-1

LIST OF CHAPTERS

Title Chapter

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Airworthiness Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Dimensions and Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Lifting and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Leveling and Weight and Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Placards and Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Standard Practices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Equipment/Furnishings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Fire Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Fuel System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Hydraulic System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Landing Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Rotor System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Power Plant System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

05 JAN 2006 Rev. 5 i/ii

 BHT-205A1-MM-1

INTRODUCTION

TABLE OF CONTENTS

Paragraph Page
Number Title Number

1-1 G eneral ...................................... .......... 1-3

1-3................
1-2 Helicopter description ........................................................ 1-5
1-3 Use of the manual ........................................................... 1-7
1-4 Bulletins .................................................................... 1-7
1-5 Consumable materials ....................................................... 1-7
1-6 Special tools ................................................................ 1-7
1-7 Torques ..................................................................... 1-7
1-8 Terminology................................................................. 1-7
1-11 Wear limits ................................................................ 1-8
1-12 Standard practices ........................................................... 1-8
1-13 Replacement parts and assemblies ........................................... 1-8

LIST OF FIGURES
Figure Page
Number Title Number
1-1 Model 205A-1 helicopter (typical) ........................................... 6

Rev. 3 1-1/1-2
 BHT-205A1-MM-1

INTRODUCTION

1-1. GENERAL. Model 205A-1 helicopters. Generally,

This chapter provides a general description of
the Model 205A-1 helicopter and procedures for
use of this maintenance manual.
This maintenance manual contains the
necessary field maintenance procedures for
maintenance procedures for components or
assemblies which have been removed from the
helicopter are contained in BHT-205A-1
-CR&O-1 Component Repair and Overhaul
Manual, Volume 1.

Rev. 3 1-3/1-4
 BHT-205A1-MM-1

THE HELICOPTER

1-2. HELICOPTER DESCRIPTION. in hub grips at a preconing angle and secured by

The Model 205A-1 helicopter (figure 1-1)
consists of two major assemblies: The forward
fuselage and the tailboom. The forward fuselage
is of semimonocoque and reinforced shell
construction with transverse bulkheads and
metal and fiberglass covering. Two longitudinal
main beams provide the primary structural
support.
A hinged door on either side of the forward area
permits direct access to the crew area and a
large sliding door permits access to the
cargo/passenger area. Additionally, a hinged
cargo door is located immediately ahead of the
sliding door. This door increases the width of
to the
to cargo/passenger area.
the cargo/passenger
access access Seating is
area. Seating is
provided for the the pilot and
pilot and forward
forward
passenger/copilot in the crew area (cockpit) and
up to 13 passengers in the cargo/passenger
(cabin) area.
The engine deck, located above and aft of the
passenger/cargo area, is designed to
accommodate the engine, firewalls, and air
management system.
The main rotor hub and blade assembly consists
of two blades and a main rotor hub. The main
rotor blades are all metal bonded assemblies, set
a single retaining bolt and drag brace. Each
blade has four major sections: main spar,
honeycomb core, trailing edge extrusion, and
nose block extrusion, all bonded to skin by
adhesive applied under heat and pressure.
Reinforcing doublers, grip plates, and drag
plates are bonded to butt end of blades. Leading
edges of blades are covered with abrasive
resistant material. A trim tab is providedon the
trailing edge for tracking adjustments.
The power plant is a Lycoming T53-13 gas
turbine engine. The engine is a shaft turbine
design with a two-stage, free-type power turbine
and a two-stage gas producer turbine that
drives a combination axial centrifugal
compressor. Five major sections of the engine
are air inlet, compressor, diffuser, combustor,
and exhaust. The maintenance and overhaul
instructions for the basic engine are found in the
applicable Lycoming publications.
The tailboom is a semimonocoque structure
with a vertical fin which supports the tail rotor.
Tail rotor driveshafts and gearboxes are
mounted under covers along the top of the
tailboom and front of the vertical fin. A movable
synchronized elevator is also mounted on the
tailboom. A tail skid is provided to protect the aft
end of the tailboom and to warn the pilot in the
event of a tail-low landing.

Rev. 3 1-5
BHT-205A1-MM-1

1. Forward Fuselage
2. Tailboom
3. Tail Rotor
4. Elevators
5. Engine and Transmission Cowling

205A1-M-1-1

Figure 1-1. Model 205A-1 helicopter (typical)

1-6 Rev. 3

THE MANUAL
1-3. USE OF THE MANUAL.
This manual is divided into Volumes, subdivided by
chapters. To find a desired subject, refer to the
Alphabetical Index located within this chapter to
obtain the chapter containing the desired
information. Refer to the desired volume and using
the tabbed pages provided which separate each
chapter, refer to the Table of Contents at the
beginning of the desired chapter to locate the specific
subject.
1-4. BULLETINS.
As necessary, Technical Bulletins (T.B.) and Alert
Service Bulletins (A.S.B.) will be issued. These
documents provide
provide information
documents information to
to modify
modify
components or systems on the helicopter. Refer to
Bulletin Record, page BR-1/2 preceding this chapter
for bulletins which have been incorporated in this
manual. Additional space is provided for listing T.B.s
and A.S.B.s which are incorporated by the
owner/operator.
COMPLIANCE WITH ALL ALERT SERVICE
BULLETINS IS MANDATORY.
1-5. CONSUMABLE MATERIALS.
WARNING: HANDLING AND STORAGE OF
CONSUMABLE MATERIALS SHALL BE IN
ACCORDANCE WITH MANUFACTURERS
INSTRUCTIONS UNLESS OTHERWISE NOTED
IN APPLICABLE MAINTENANCE TASKS.
Consumable materials required while performing
maintenance are listed in the text by name and an
item number such as 'solvent (C-304)'. The number
refers to item 304 in Chapter 13 of BHT-ALL-SPM,
Standard Practices Manual. In addition, a list of all
consumable materials (by item number and full
nomenclature) required for each individual chapter is
BHT-205A1-MM-1
provided following the Table of Contents for that
chapter.
Occasionally, materials used in maintenance change
properties, suppliers, or are discontinued. Also, new
and more advanced materials become available. In
the event of conflict between this manual and the
Standard Practices manual, the manual with the
latest date of issue lists the preferred material.
However, either material may be used for the
accomplishment of the prescribed task unless
specifically stated otherwise.
1-6. SPECIAL TOOLS.
maintenance procedures require the use of
required are listed at the
beginning of the applicable maintenance paragraph.
A complete description and illustration of these tools
is provided in BHT-TOOL-IPC.
1-7. TORQUES.
Torques are specified as either standard or special
within this manual. Standard torque values for
various type fasteners will be found in
BHT-ALL-SPM. Where applicable, special torques
are specified within the test (or on illustrations)
within this manual.
1-9. WARNINGS, CAUTIONS, AND NOTES.
Warnings, cautions, and notes are used throughout
this manual to emphasize important and critical
instructions as follows:
WARNING: AN OPERATING PROCEDURE,
PRACTICE, ETC., WHICH, IF NOT CORRECTLY
FOLLOWED, COULD RESULT IN PERSONAL
INJURY OR LOSS OF LIFE.
Rev. 3 1-7
BHT-205A1-MM-1

CAUTION: AN OPERATING PROCEDURE, DIMENSION, ONLY THE U.S. STANDARD

PRACTICE, ETC., WHICH, IF NOT STRICTLY
OBSERVED, COULD RESULT IN DAMAGETO, OR
DESTRUCTION OF, EQUIPMENT.
NOTE: An operating procedure, condition, etc.,
which is essential to highlight.
1-10. USE OF PROCEDURAL WORDS.
The concept of procedural word usage and intended
meaning which is used throughout this manual is as
follows:
Shall is used only when application of a procedure is0.010
mandatory.
Should is used only when application of a procedure
is recommended.
VALUES SHALL BE USED.
Throughout this manual, wear limits are provided to
show the required fit between mating parts. It is not
intended that all dimensions be checked as a
prescribed maintenance procedure; however, parts
that show evidence of wear or physical damage must
be checked dimensionally.
Wear limits, fit, and tolerances are integrated into the
inspection, repair, and assembly procedures. Unless
otherwise specified, dimensions shall carry the
following tolerances on decimals.
DECIMAL TOLERANCE
inch
.XX ± 0.03 inch
X ± 0.1 inch

May and need not are used only when application of
a procedure is optional.
Will is used only to indicate futurity, never to indicate
a mandatory procedure.
1-12. STANDARD PRACTICES.
Standard maintenance practices and procedures not
specifically described within this manual are
contained in BHT-ALL-SPM.

1-11. WEAR LIMITS. 1-13. REPLACEMENT PARTS AND

CAUTION: METRIC EQUIVALENTS TO U.S.
STANDARD WEIGHTS AND MEASURES ARE
PROVIDED THROUGHOUT THIS MANUAL.
WHILE PERFORMING MEASUREMENTS TO
DETERMINE THE SERVICEABILITY OF A
COMPONENT OR TO ESTABLISH A SPECIFIED
ASSEMBLIES.
Replacement parts and assemblies required for
proper maintenance are listed in a companion
Illustrated Parts Catalog. This catalog provides
complete nomenclatures, part numbers, and ordering
information.

1-8 Rev. 3
 BHT-205A1-MM-1

AIRWORTHINESS LIMITATIONS

TABLE OF CONTENTS

Paragraph Page
Number Title Number

4-1 Airworthiness Limitations Schedule ........................................... 4-3

Rev. 3 4-1
BHT-205A1-MM-1

FAA Approved

REVISION
NO. DATE OF SIGNATURE F.A.A. APPROVED SIGNATURE

Revision 3 1 May 1996

4-2 Rev. 3
 BHT-205A1-MM-1

AIRWORTHINESS LIMITATIONS

4-1. AIRWORTHINESS LIMITATIONS WARNING: SOME PARTS ARE INSTALLED AS

SCHEDULE.
This schedule lists the maximum airworthiness life
that various components may remain in service. A
component shall be removed from service before the
airworthiness life is exceeded.
Refer to appropriate Lycoming engine manual for
power plant components airworthiness limitation
schedule.
CAUTION: AIRWORTHINESS LIFE OF SOME
KIT COMPONENTS IS NOT COVERED IN THIS
SCHEDULE. REFER TO APPLICABLE SERVICE
INSTRUCTIONS FOR KIT COMPONENTS
SCHEDULE.
Airworthiness lives assigned to components are
based upon experience, testing, and engineering
judgment. Lives are subject to change at the sole
discretion of Bell Helicopter Textron or an
appropriate government agency.
ORIGINAL EQUIPMENT ON BOTH MILITARY
AND COMMERCIAL HELICOPTERS AND MAY
HAVE A LOWER AIRWORTHINESS LIFE AND/OR
OVERHAUL SCHEDULE WHEN USED ON A
MILITARYHELICOPTER THAN WHEN USED ON
A COMMERCIAL HELICOPTER. IN ADDITION,
CIRCUMSTANCES SURROUNDING THEIR USE
MAY CALL FOR OPERATION OF THE MILITARY
HELICOPTER OUTSIDE OF THE APPROVED
COMMERCIAL FLIGHT ENVELOPE. CONSE-
QUENTLY, PARTS THAT HAVE BEEN USED ON
MILITARY HELICOPTERS SHOULD NOT BE
USED ON COMMERCIAL HELICOPTERS.
Neither the assignment of an airworthiness life to a
component nor failure to assign an airworthiness life
constitutes a warranty of any kind. The only
warranty applicable to the helicopter and any
component is that warranty included in the Purchase
Agreement for the helicopter or the component.

MANDATORY AIRWORTHINESS LIMITATIONS SCHEDULE

COMPONENT PART NUMBER 1 AIRWORTHINESS LIFE

MAIN ROTOR COMPONENTS

Blade 204-011-250-001 2500 hours

Blade 204-011-250-005 2500 hours

Blade 204-011-250-009 2500 hours

Blade 204-011-250-113 2500 hours

Grip 204-011-121-005 9000 hours

Grip 204-011-121-117 9000 hours

Drag Brace 204-011-140-001 2400 hours

Main Rotor Yoke 204-011-102 (All) 3600 hours

Main Rotor Yoke 212-011-102-105 10,000 hours 15

Tension - Torsion Strap 204-012-112-005 1200 hours
Inboard Strap Fitting 204-012-102-005 1200 hours

Rev. 3 4-3
BHT-205A1-MM-1
MANDATORY AIRWORTHINESS
COMPONENT
MAIN ROTOR COMPONENTS (Cont)
Inboard Strap Fitting
Outboard Strap Fitting
Strap Pin
Main Rotor Trunnion
Tension - Torsion Strap
Tension - Torsion Strap
Pillow Block
Pillow Block Bushing
Pillow Block Bushing
Pitch Horn
Scissors
Swashplate Drive Link
Swashplate Support
Swashplate Support
Swashplate Support
Swashplate Support
Swashplate Support
Collective Lever
Collective Lever Pin
4-4 Rev. 3
LIMITATIONS SCHEDULE (Cont)
PART NUMBER AIRWORTHINESS LIFE
204-012-102-009 2400 hours
204-012-103-001 3000 hours
204-012-104-005 2400 hours
204-011-105-001 15,000 hours
or RIN = 300,000
204-012-122-001 & -005 1200 hours or 2 years,
after initial ground run;
whichever occurs first
204-310-101-101 1200 hours or 2 years,
after initial ground run;
whichever occurs first
204-011-108-113 Conditional
204-011-135-105 3600 hours
204-011-135-003 2400 hours
MAIN ROTOR CONTROLS
204-011-120-005 3000 hours
204-011-406-009 1000 hours
204-011-407-001 9000 hours
204-011-404-005 1000 hours
204-011-404-009 1000 hours
204-011-404-017 1000 hours
204-011-404-121 1000 hours
204-011-404-125 1000 hours
204-011-438-003 1000 hours
204-011-446-003 1000 hours
 BHT-205A1-MM-1

MANDATORY AIRWORTHINESS LIMITATIONS SCHEDULE (Cont)

COMPONENT PART NUMBER AIRWORTHINESS LIFE

MAIN ROTOR CONTROLS (Cont)

Stabilizer Bar Centerframe 204-011-307-001 10,000 hours

Stabilizer Bar Tube
Stabilizer Bar Tube
Mixing Lever
204-011-328-001 2400 hours or 3 years, A
after initial ground run;
whichever occurs first
204-011-328-011 5000 hours or 5 years, A
after initial ground run;
whichever occurs first
204-011-301-001 9000 hours

Mixing Lever 212-010-302-001 9000 hours

Mixing Lever 212-010-302-105 9000 hours

Collective Sleeve 204-011-408-003 9000 hours

Gimbal Ring 204-010-404-001 9000 hours

Swashplate Outer Ring 204-011-403-001 9000 hours

Scissors Hub 204-011-405-009 9000 hours

Scissors Hub 204-011-405-013 9000 hours

Scissors Tube 204-011-442-001 9000 hours

Scissors Tube 212-010-404-005 9000 hours

Pitch Link 204-011-127-001 9000 hours

ELEVATORCONTROL SYSTEM
Elevator Assembly 205-030-856-035 & -037 4000 hours
TAIL ROTOR AND CONTROLS

Blade 204-011-702-015 1000 hours

Blade 204-011-702-019 1000 hours

Grip 204-011-728-013 300 hours

Grip 204-011-728-019 300 hours

Grip 205-011-711-101 2500 hours

Yoke 204-011-722-005 1000 hours

Rev. 3 4-5
BHT-205A1-MM-1

MANDATORY AIRWORTHINESS LIMITATIONS SCHEDULE (Cont)

COMPONENT PART NUMBER AIRWORTHINESS LIFE

TAIL ROTOR AND CONTROLS (Cont)

Blade 212-010-750-009 5000 hours

Blade 212-010-750-011 5000 hours

Blade 212-010-750-105 5000 hours

Yoke (Forging) 212-010-744-001 5000 hours

Yoke (Forging) 212-010-744-005 5000 hours

Yoke (Hog-Out) 212-010-704-001 5000 hours

Yoke (Hog-Out) 212-010-704-005 5000 hours

Yoke (Hog-Out) 212-010-704-107 5000 hours

Yoke 212-011-702-001 5000 hours

POWER TRAIN DRIVE SYSTEM COMPONENTS

Main Rotor Mast 204-011-450-007 & -105 15,000 hours

or RIN = 300,000

Main Input Driveshaft 204-040-433-101 5000 hours

Spider 204-040-785-003 Conditional

Spider 412-040-785-101 2500 hours

4-6 Rev. 3
 BHT-205A1-MM-1

MANDATORY AIRWORTHINESS LIMITATIONS SCHEDULE (Cont)

COMPONENT PARTNUMBER AIRWORTHINESS LIFE

CONTROLS SYSTEM BOLTS

Pitch Horn to Pitch Link (2) 1000 Hours
Pitch Link to Universal (2) 1000 Hours
Universal to Mixing Lever (2) 1000 Hours
Mixing Lever to Scissors Tube (2) 1000 Hours
Scissors Tube to Scissors (2) 1000 Hours
Scissors Pivot Bolt (2) 1000 Hours
Scissors to Drive Link (2) 1000 Hours
Drive Link to Rotating Swashplate (2 each) 1000 Hours
Fixed Swashplate to R/H Cyclic Boost Tube (1 each) 1000 Hours
Fixed Swashplate to L/H Cyclic Boost Tube (1 each) 1000 Hours

Collective Lever to Collective Boost Tube (1 each) 1000 Hours

Hydraulic Cylinder Tube to Swashplate Universal (2 each) 1000 Hours
Universal to Boost Tube (2 each) 1000 Hours
Universal to Hydraulic Cylinder (2 each) 1000 Hours
Hydraulic Cylinder to Lower Support (2 each) 1000 Hours
Gimbal to Inner Ring (2 each) 1000 Hours
Gimbal to Swashplate Support (2 each) 1000 Hours
Stabilizer Bar Pivot Bolts (2 each) 1000 Hours
Mixing Lever Pivot Bolts (4 each) 1000 Hours
Damper Tube to Damper Lever (2) 1000 Hours
Damper Tube to Stabilizer Bar (2) 1000 Hours
Collective Lever to Swashplate Support (2) 1000 Hours

Rev. 3 4-7
 BHT-205A1-MM-1

MANDATORY AIRWORTHINESS LIMITATIONS SCHEDULE (Cont)

COMPONENT PART NUMBER AIRWORTHINESS LIFE

STRUCTURES
Longeron Assembly (Left Upper) 205-032-806-001 (only) 3000 hours

LANDING GEAR

Float crosstube 205-050-114-001, -003, -005, -007, 500 hours

and -009
Float crosstube 205-050-114-011 and -013 1000 hours

Float crosstube 205-706-050-013 1000 hours

Float crosstube 205-050-114-023 and -025 Unlimited

HYDRAULIC

* Piston Rod 41000547 1000 hours

* Piston Rod 41004497 3000 hours 3

NOTES

1 Airworthiness lift for part number listed applies to all successive dash numbers for that component unless
otherwise specified.

2 At the next scheduled overhaul, replace 41000547 piston rod (205-076-035-005 servo actuator) with new
serialized 41004497 piston rod.

3 If required, limit strip and chrome plate of 41004497 piston rod (205-076-035-005 servo actuator) to a
maximum of two times within 3000 hours.

4 Life reduced to 1200 hours and removed from service by 1 January 1979, per ASB 205-78-2.

5 Life reduced to 1200 hours and removed from service by 1 September 1978, per ASB 205-78-3.

6 An on-condition retirement is assigned to the 204-011-108-113 pillow blocks subject to passing a

Fluorescent or Dye penetrant inspection every 2400 hours. Refer to Chapter 5.

Inboard strap fitting 204-012-102-009 replaces inboard strap fitting 204-012-102-005 per ASB 205-78-3.

8 Life reduced to 2400 hours per ASB 205-78-6.

4-8 Rev. 3
 BHT-205A1-MM-1

MANDATORY AIRWORTHINESS LIMITATIONS SCHEDULE (Cont)

Life reduced from 2400 to 1200 hours/2 years per ASB 205-80-12. AD 80-17-09 was issued by the FAA to
support this ASB.

Life reduced to 2400 or 3 years service per ASB 205-76-4. Life of -11 is 5000 hours/5 years based on
improved corrosion protection.

Life reduced to 4000 hours per service bulletin 205-76-5.

Life reduced to 500 hours per service bulletin 205-05-73-4. FAAreduced life to 300 hours per AD 88-25-5.

An on-condition retirement is assigned to the 204-040-785-003 spider subject to passing a magnetic

particle inspection every 3100 hours.

Spider 412-040-785-101 is superseded by spider 412-040-785-103. Spider 412-040-785-103 has an

unlimited fatigue life.

Perform magnetic particle inspection of 212-011-102-105 yoke when 1200 hours or 2 year retention straps
are changed, per ASB 205-94-60.

Retirement Index Number (RIN) is the retirement life based on fatigue damage from normal helicopter
lifts and takeoffs. New components will begin with an accumulated RIN of zero that will be increased as
lifts and takeoffs are performed. Operators must record the number of lifts and takeoffs and increase the
accumulated RIN accordingly. When the maximum RIN or retirement flight hours is reached, whichever
occurs first, the component will be removed from service.

Retire when the part has 15,000 flight hours or when the accumulated RIN = 300,000 (RIN LIFE). For
manual tracking, increase the RIN count by 2 for each takeoff/lift recorded. If logging, increase the RIN
count by 4 for each takeoff/lift recorded.

Rev. 3 4-9/(4-10 blank)

 BHT-205A1-MM-1

INSPECTIONS

TABLE OF CONTENTS

Paragraph Page
Number Title Number

5-1 Inspections ............................................................... 5-2

5-1A Definitions ................................................................ 5-2
5-1B Inspection ................................................................ 5-3
5-2 Daily inspection .......................................................... 5-4
5-3 100 hour inspection ........................................................ 5-11
5-4 1000 hour inspection ....................................................... 5-16
5-5 Component overhaul schedule .............................................. 5-18

SPECIAL INSPECTIONS

5-5A Daily or each 10 hours whichever occurs first until 250 hours .................. 5-20
5-6 Between 5 and 10 hours after each installation ............................... 5-20
5-7 Each 25 hours of component operation ....................................... 5-20
5-7A Main rotor hub grip 204-011-121 ............................................ 5-22
5-8 Each 25 hours of component operation or 15 days,
or each 5 days for blades operating in salt laden atmosphere .................. 5-22
5-9 DELETED
5-10 100 hours after each installation ............................................ 5-22
5-11 Each 300 hours of component operation ..................................... 5-22
5-12 Each 300 hours or 3 months of component operation; whichever occurs first .... 5-24
5-13 Each 500 hours of component operation ..................................... 5-24
5-14 Each 600 hours or 6 months of component operation; whichever occurs first .... 5-25
5-15 Each 6 months ............................................................ 5-25
5-16 Each 1200 hours of component operation .................................... 5-25
5-17 Each 1200 hours or 24 months; whichever occurs first ........................ 5-26
5-17A Main rotor hub grip 204-011-121 ............................................ 5-26
5-18 Each 24 months ................... ....................................... 5-28
5-19 Each 3000 hours of component operation .................................... 5-30
5-19A Each 3100 hours of component operation .................................... 5-30

CONDITIONAL INSPECTIONS

5-20 Hard landing.............................................................. 5-32

5-21 Sudden stoppage/acceleration - main rotor .................................. 5-35
5-21A Sudden stoppage/acceleration - tail rotor .................................... 5-39
5-22 Overspeed ................................................................ 5-41
5-23 Overtorque ............................................................... 5-44
5-24 Compressor stall or surge ............................... ................... 5-47
5-25 Lightning strikes .......................................................... 5-50
5-26 Magnetic compass malfunction ............................................. 5-55

LIST OF FIGURES

Figure Page
Number Title Number

5-1 Inspection of main rotor hub grip tangs (25 hours) ............................ 5-23
5-2 Inspection of main rotor hub grip tangs (1200 hours) ......................... 5-27

Rev. 3 5-1
BHT-205A1-MM-1
INSPECTIONS AND COMPONENT OVERHAUL SCHEDULE
5-1. INSPECTIONS.
This chapter contains time limit intervals and
requirements for Scheduled, Special, and
requirements for Scheduled, Special, and
Conditional Inspections and a Component Overhaul
Schedule.
The inspection intervals designated herein are the
maximum allowable and should not be exceeded.
When unusual local conditions, such as
environmental conditions, utilization, etc., dictate, it
is the responsibility of the operator to increase the
scope and frequency of inspections as necessary to
ensure safe operation. Relief from the requirements
in this chapter can be requested through the local
aviation authority.
NOTE: Neither the assignment of a time period for
overhaul of a component nor failure to assign a time
period for overhaul of a component constitutes a
warranty of any kind. The only warranty applicable
to the helicopter and any component is the warranty
included in the Purchase Agreement for the
helicopter or the component.
Time between overhauls and inspection periods is
based upon experience, testing, and engineering
judgement, and is subject to change at the sole
discretion of Bell Helicopter Textron or an
appropriate government agency.
Calendar and hourly inspectionsshall be a visual and
thorough searching inspection to determine the
airworthiness of the helicopter and components. The
inspection shall be conducted by qualified personnel
and in accordance with quality standard aircraft
practices and appropriate maintenance manuals.
Compliance with all applicable Alert Service
Bulletins and Airworthiness Directives (A.D.) is
mandatory.
NOTE: Component operating time records are
required for components that have scheduled
maintenance actions that differfrom the airframe. It
is the operators responsibility to maintain component
records and perform the required maintenance
actions.
5-2 Rev. 3
Prior to inspection, remove or open necessary
cowling, fairing, inspection doors and panels.
Inspection requirement does not include specific
inspections
inspections (example:
(example: Compass
Compass calibration,
calibration, Pitot
Pitot
static test, etc...) required by the FAA or other
government regulatory authorities. Refer to
applicable FARs or other government regulatory
authorities inspection requirement for specific
inspections.
Crash damage: In view of the many possible
combinations resulting from crash damage, it is not
possible to include specific repair schemes in this
category. Crash damage must be evaluated for
individual situations and repairs carried out in
accordance with the degree of damage to the specific
part and the appropriate repair instructions in the
manual. It is recommended that Bell Helicopter
Textron Product Support Engineering be contacted
for assistance with crash damage evaluation.
NOTE: Time limits and maintenance check data for
kits will be found in the applicable Service
Instruction (S.I.).
5-1A. DEFINITIONS.
NOTE: The words CHECK and INSPECT are used
synonymously in this chapter.
1. Inspect--Determine condition relative to an
established standard.
2. Condition-The state of being of an item as
related to serviceable or unserviceable standards.
3. Standard -An established rule or measure to
determine condition.
4. Damage- Physical deterioration whereby the
standard renders the condition of an item acceptable
or not acceptable for continuous use.
5. Preventive Maintenance -Simple or minor
preservation and the replacement of small standard
parts not involving complex assembly operations.
 BHT-205A1-MM-1

6. Maintenance - Inspection, overhaul, repair, c. Conditional inspections are non-recurring

preservation, and the replacement of parts, but actions based on known or suspected unusual events,
excludes Preventive Maintenance. known or suspected malfunctions or defects.

d. Component overhaul schedule is the elapsed

7. Operating Time - Time required to be recorded
in historical record sheets or helicopter logs.
Operating time to be recorded may be identified
as:
a. Time in service - Time from the moment a
helicopter leaves the surface of the earth until it
touches it at the next point of landing. Time during
which the engine and the rotor are turning with the
helicopter on the ground, is not taken into account.
time at which a component must be removed,
disassembled, inspected for condition, and
overhauled.
e. Airworthiness Limitations, replace
components in accordance with Airworthiness
Limitations Schedule (Chapter 4).
NOTE: For engine, special or conditional
inspections, and component overhaul schedule; refer
to applicable Lycoming Maintenance and Overhaul
Manual.

b. Calendar time -Elapse time starting the day
the inspection is accomplished, the component is
installed, or the rotor turned for the first time; until
the day the time limit is expired. Calendar shall be
recorded without interruption. Removal of the
component or storage of the helicopter etc... does not
stop calendar time.
2. Lubrication and service requirements are in
addition to those stated herein. Refer to lubrication
chart and servicing diagram in Chapter 12.
3. Detailed inspection requirements for auxiliary
kits installed are included in the appropriate Service
Instruction.

8. Planned Event -Occurrence of interval in 4. A schedule of maintenance inspections follows:

which a specific action is to be taken as in the case of
preventive maintenance, scheduled overhaul, or
replacement in accordance with maximum a. Daily-Accomplish daily before flight
airworthiness life guidelines. operation.

b. 100 Hour -Accomplish each 100 hours of

flight operation.
5-1 B. INSPECTION.
c. 1000 Hour - Accomplish each 1000 hours of
flight operation.
1. Maintenance requirements include scheduled
inspections, special inspections, conditional
inspection, and component overhaul schedule. d. Component Overhaul Schedule-Overhaul
components in accordance with overhaul schedule
(paragraph 5-5).
a. Scheduled inspections are recurring actions at
designated operating hours or calendar intervals e. Special Inspections- Required for certain
designed to ensure continuing airworthiness of the systems or components at other than normal time
helicopter. intervals.

f. Conditional Inspections - Required for

b. Special inspections are actions of a temporary certain systems, and/or components after unusual
nature or of a special interval not consistent with events, such as hard landings or sudden stoppage of
scheduled major inspection. rotor, etc.

Rev. 3 5-3
BHT-205A1-MM-1

DAILY INSPECTION

REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

Date, Signature

1.
2.
3.
4.
5.

5-2. DAILY INSPECTION. 1 2 3 4 5

GENERAL
All areas checked shall include a visual inspection for evidence of corrosion,
particularly when helicopter is flown near or over salt water or in areas of high
industrial emissions.
FORWARD FUSELAGE AREA

1. Battery for security. External connections for arcing and corrosion. Vent
lines for obstructions, kinking, and security.

2. Battery case and cover for damage and distortion. Mount bolts for security.

3. Instrument tubing and wiring behind instrument panel for security and
damage.

4. Pitot tube for damage, security and obstruction of ports.

5. RPM warning box for damage. Wiring for fraying and loose connections.
Cover plate for security.

5A. Rotor brake master cylinder for proper oil level.

5B. Rotor brake master cylinder for evidence of leaks.

6. Windshield wiper motor for security. Wiring for chafing and fraying.
7. External power receptacle for arcing and condition.

8. External power caution light switch for security and operation.

9. Navigation lights for damage and security.

10. Landing light for damage.

11. Search light for damage.

12. Landing gear for excessive wear of skids and shoes, security for mountings
of skids and crosstubes. Cracks and distortion, and excessive yielding of skid
tubes and crosstubes.

5-4 Rev. 3
 BHT-205A1-MM-1

DAILY INSPECTION

REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

5-2. DAILY INSPECTION. (Cont)1 2 3 4 5

13. Crosstube supports for slipping or moving.

14. Landing gear steps for peeling, missing, or worn nonslip coat (walkway
coating compound).

15. Fuselage exterior structure for cracks, dents, corrosion, defective and
missing rivets or screws.

PYLON AND POWER PLANT AREA

1. Stabilizer bar assembly for visible damage in the form of scratches, nicks,
dents, cracks, corrosion, and excessively worn bearings.

2. Stabilizer tubes, 204-011-328-001, -011, for cracks, paying particular

attention to an area covering 360 degrees and 1-1/2 inch outboard from vertical
bolt, 174-23A.

3. Main rotor drag braces for evidence of corrosion and security of attachment.
Make a close visual examination of inboard end (grip end) of drag brace assembly
for corrosion and/or cracks.

4. Main rotor blades for visible foreign object damage and security. Refer to
Chapter 65.

5. Upper and lower main rotor blade surfaces for damage, evidence of corrosion
and cracks. Particular attention shall be given to the doubler area and all bond
lines. Hairline cracks in the paint finish should be inspected closely for possible
voids.

a. Press test button on electronic detector unit (if installed). If cracked,

indicator light will show a steady light. Flashing light indicates no cracks.

b. Leading edge scarf joints for filler erosion, if splice cover is not installed.

6. Main rotor reservoirs for proper oil level, evidence of leakage, and obvious
contamination.

7. Main rotor grips for evidence of corrosion and visible damage. Shield area
for trapped contamination. Grip barrels for hairline cracks in both the leading and
trailing sides of grip barrel (applicable to 204-011-121-005 grip only). Refer to
figure 5-1 for location.
8. Main rotor hub static stops for obvious deformation and/or cracks.

9. Main rotor yoke for general condition and security of pillow block assembly
attachment, paying particular attention to the area surrounding the pillowblock
bushing bores. Visually inspect for sealant integrity around yoke to pillow block
mating surface and around head and nut of yoke to pillow block attachment bolt.

Rev. 3 5-5
BHT-205A1-MM-1

DAILY INSPECTION

REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

5-2. DAILY INSPECTION. (Cont) 1 2 3 4 5

10. Main rotor pitch change links, damper tubes and connecting links for
scratches, nicks, dents, security of attachment and obviously worn bearings.

11. Pillow block bushing flange and outside area of bushing holes for evidence
of cracks/corrosion.

12. Obvious damage, particularly in the area of main rotor hub static stop
contact area.

13. Security of mast nut and mast.

14. Mast seal for evidence of leakage.

15. Stabilizer bar dampers for full fluid level and security of attachment.

16. Scissors and sleeve assembly for worn bearings and foreign object damage.
1 6 A. Scissor
links to swashplate bolts for security of attachment. Ensure bolts
are not bottomed out.

17. Swashplate assembly for worn bearings and foreign object damage.

18. Control lugs (3 ea) on swashplate inner ring and (2 ea) on swashplate outer
ring for cracks.

19. Collective levers for security of attachment and foreign object damage.

20. Fuselage pylon structure for cracks, distortion, missing rivets.

Transmission support for cracks, distortion, defective/missing rivets. Lift beam
assembly for cracks.

21. Antenna for security and corrosion.

22. Antenna coupler for security and damage.

23. Transmission for obvious damage, loose accessories and fittings.

24. Transmission for oil leaks and proper oil level. Check oil sight gage for
discoloration or contamination. Service transmission if required.

25. Transmission external oil filter for bypass indication.

26. Main driveshaft boots or seals and surrounding area for evidence of grease
leakage, and temperature indicator TEMP-PLATES on coupling for discoloration
and overheat condition. A change in color of temperature indicator TEMP-
PLATES (from white or light gray to black) indicates possible overheating and/or
component degradation. Cause shall be determined and corrected prior to flight.
(Refer to chapter 66.)

5-6 Rev. 3
 BHT-205A1-MM-1

DAILY INSPECTION
REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

5-2. DAILY INSPECTION. (Cont)1 2 3 4 5

27. Web above input quill in main transmission case for cracks if web area has
previously been reworked.

27A. Inspect rotor brake quill for interference between quill sleeve flange and
rotor brake assembly. If contact exists, rework sleeve as outlined in
BHT-205A1-CR&O-1, Chapter 66.

27B. Rotor brake quill for condition, damage, and leaking.

27C. Rotor brake for condition, damage, and security.

27D. Rotor brake disc for warpage. (Refer to S.I. 205-9.)

28. Transmission tail rotor drive quill coupling seals and surrounding area for
evidence of grease leakage, and temperature indicator TEMP-PLATES for
discoloration and overheat condition. A change in color of temperature indicator
TEMP-PLATES from white or light gray to black indicates a possible overheat
and/or component degradation. Cause of discoloration shall be determined and
corrected prior to flight. (Refer to Chapter 66.)

29. Refer to engine manufacturer's manual for power plant inspection

requirements.
30. Starter generator for security of mounting, burned or arced connections,
and cooling air ducts for obstructions, kinking, and security.

31. Engine mounts for security and tubes for scratches, dents, cracks, and
worn bearings.

32. Cowling for security. Loose or missing fasteners, cracks, and proper
operation of cowl latches.

33. Electrical installation for worn or frayed cable bundles, loose or broken
clamps or fasteners.

34. Fire extinguisher system for state of charge and security.

35. Hydraulic reservoirs for proper oil level.

36. Hydraulic servos for evidence of leaks.

37. Hydraulic lines for leaks and chafing.

Rev. 3 5-7
BHT-205A1-MM-1

DAILY INSPECTION

REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

5-2. DAILY INSPECTION. (Cont) 1 2 3 4 5

AFT FUSELAGE/TAILBOOM AREA

NOTE: In the following steps 1, 2, and 3, a visual check is required of the tail
rotor drive couplings temperature indicator TEMP-PLATES for discoloration and
overheat condition. A change in color of temperature indicator TEMP-PLATES
from white or light gray to black indicates a possible overheat condition and/or
component degradation. Cause of discoloration shall be determined and corrected
prior to flight.

1. Tail rotor driveshaft and tail rotor driveshaft hanger assemblies for security
and obvious damage. Driveshaft hangers and surrounding area for evidence of
grease leakage. Driveshaft hangers for discoloration and overheat condition. A
multicolored appearance of hanger which darkens adjacent to the bearing
indicates a possible overheat condition. The cause shall be determined and
corrected prior to continued operation.

2. Intermediate gearbox for security and obvious damage and oil leakage.
Input and output quill couplings and surrounding area for grease leakage. Oil for
proper level. Inspect coupling indicator TEMP-PLATES for overheat condition. A
change from white or light gray to black will indicate a possible overheat condition
and/or component degradation. Cause ofdiscoloration should be determined prior
to continued operation. Refer to Chapter 66 for tail rotor drive system TEMP-
PLATE conditions and corrective action.

3. Tail rotor gearbox for security and obvious damage and oil leakage. Input
quill coupling and surrounding area for grease leakage. Oil for proper level.

3A. Inspect coupling temperature indicator TEMP-PLATES for overheat

condition. A change from white or light gray to black will indicate a possible
overheat condition and/or component degradation. Cause of discoloration should
be determined prior to continued operation. Refer to Chapter 66 for tail rotor drive
system TEMP-PLATE conditions and corrective action.

4. Tail rotor hub assembly for worn bearings, visible damage, and security of
attachment.
5. Tail rotor hub bearing wear indicator for indication of trunnion bearing
wear.

6. Tail rotor blades for physical condition, foreign object damage, and security
of attachment.

7. Tail rotor hub and blade assembly installation hardware for security of
attachment.
8. Forward spar of the vertical fin for cracks, loose or working rivets.

9. Covers for worn hinges, loose or working rivets.

5-8 Rev. 3
 BHT-205A1-MM-1

DAILY INSPECTION

REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

5-2. DAILY INSPECTION. (Cont) 1 2 3 4 5

10. Tail rotor driveshaft for damage.

11. Anticollision light for damage and security.

12. Fire detector amplifier for damage and security. Exposed wiring for fraying
and chafing.
13. Elevators for general condition, cracks, corrosion, and excessive play.

CABIN EXTERIOR AND INTERIOR

1. Cabin for evidence of damage, cracks, corrosion, loose fasteners, and general
condition.

2. Cabin doors for corrosion, damage, distortion, security, and freedom of

operation.

3. Cabin doorpost and forward crew door for cracks and cabin door seals for
security and condition.

4. Emergency escape panel mechanism locking pin for proper engagement and
security.

5. Emergency escape windows (passenger/cargo push out) for security and

decals for legibility.

6. Helicopter documents for proper entries and location in helicopter.

7. Safety belts for condition, operation of release mechanism, and security.

8. Windows and windshield for cracks, scratches, crazing, cleanliness, and

optical distortion. Sliding windows for free operation, positive locking, and
security.
9. Fire extinguisher for security, condition, and state of charge.

10. Interior lights for damage and security.

11. Spare light bulbs available.

12. Instruments for security. Range markings for accuracy and legibility. Cover
glass for cracks, cleanliness, and alignment of slippage marks.

13. Standby compass for leakage. Correction card for legibility. Mount for
security.

Rev. 3 5-9
BHT-205A1-MM-1

DAILY INSPECTION

REGISTRATION NO.

INITIAL EACH ITEM FOR AIRWORTHINESS

5-2. DAILY INSPECTION. (Cont) 1 2 3 4 5

14. Altimeter for damage and security. Exposed wiring for chafing. Altimeter
setting control for freedom of movement.

15. Radio transmitter and receiver for cleanliness, security, and broken or
loose knobs. Controls for freedom of movement.

16. All other accessible wiring and components for chafing, loose connections,
and damage.

17. Caution panel for damage to light segments. Switches for binding. Panel
for security.

18. Cyclic, collective, and anti-torque controls for visible damage, security, and
for proper feel and response.

19. Check for indications of "pop-up" red buttons on the integrated valve and
filter assembly. (Indicator forward of pilots left foot.)

ANNOTATE COMPLETION OF AIRWORTHINESS CHECK IN LOGBOOK

BEFORE FLIGHT.

5-10 Rev. 3
 BHT-205A1-MM-1

100 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

This inspection to be accomplished each 100 hours INITIAL

5-3. 100 HOUR INSPECTION.

Accomplish complete Daily Inspection in conjunction with the following:
MAIN ROTOR

1. Main rotor blades for evidence of bond failure and leading edges for erosion.

2. Main rotor pitch links for excessive radial or axial play in bearing.
PYLON

1. Stabilizer bar damper clamps for evidence of corrosion.

2. Swashplate assembly for corrosion and gimbal ring for evidence of axial play.
3. Collective levers for evidence of corrosion.
TAIL ROTOR

1. Tail rotor hub assembly for worn bearings.

2. 212-010-762-1 tail rotor pitch change shaft bearing for excessive wear.

3. Clean tail rotor blades to maintain improved visibility.

TRANSMISSION

1. Visually inspect main case for cracks in web above input quill.

NOTE: When three-micron filter element (204-040-760-105) is installed, oil need not be
drained and element need not be replaced until one half of the transmission Time Between
Overhaul period or twelve months is reached.

2. Drain transmission oil. Inspect and clean sump screen, internal filter, and chip detector.
If metallic chips or particles are found, investigate to determine cause. (Refer to transmission
debris monitor if installed.)
3. Replace ten-micron external filter element (204-040-760-103).
4. Inspect for general condition, security and evidence of oil leaks.

5. Inspect oil lines and hoses for pin holes or cracks due to chafing. Inspect wire bundles and
controls for chafing.

Rev. 3 5-11
BHT-205A1-MM-1

100 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

5-3. 100 HOUR INSPECTION. (Cont) INITIAL

6. Service transmission to proper oil level.

TRANSMISSION DEBRIS MONITOR

1. Remove full flow monitor from transmission sump case.

2. Remove cup and screen tube from monitor. Visually inspect screen tube for contamination
and nonmagnetic debris. Inspect external surface of monitor and chip detectors for magnetic
chips and particles. If contaminants, chips or particles are found, investigate to determine cause
and correction.

3. Thoroughly clean screen tube and monitor with solvent (C-304). Clean exterior surfaces
of magnets with a clean cloth. Install screen tube with new packing, and torque. (Refer to
Chapter 66.)
4. Connect electrical harness to monitor and short across magnets (2 places). Verify XMAS
caution light illuminates for each magnet.

5. Install monitor in sump case with new packing.

MAST ASSEMBLY

1. Inspect mast assembly for security, nicks, dents, and scratches. Pay particular attention
to the area contacted by main rotor hub static stops.

2. Inspect for evidence of oil leaks at mast bearing caps.

TAIL ROTOR DRIVE SECTION

1. Retorque intermediate gearbox attachment bolts.

2. Retorque tail rotor gearbox retaining nuts.

NOTE: Intermediate gearbox 212-040-003-023 and tail rotor gearbox 212-040-004-009 have
a 300 hour/twelve month oil change interval.

3. Drain oil from intermediate and tail rotor gearboxes.

4. Remove, clean and reinstall chip detectors.

5. Service intermediate and tail rotor gearboxes to proper oil level.

6. Check condition of clamps for tail rotor shaft coupling to gearbox couplings. Inspect clamps
for evidence of cracks in or near the bolt hole lugs.

7. Externally examine shaft hanger bearings and shaft couplings for evidence of grease
leakage.

5-12 Rev. 3
 BHT-205A1-MM-1

100 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

5-3. 100 HOUR INSPECTION. (Cont) INITIAL

TAILBOOM

1. Internal and external structure of tailboom and fin for cracks, distortion, corrosion and
security.

2. Check tailboom attachment points for cracks and security.

3. Remove plugs and check barrel nut bores for cracks. Check attachment bolt and barrel nut
for no less than one and no more than two threads showing.

4. Visually inspect all tailboom attach point fittings as follows:

a. Remove the two dome lights in the baggage compartment and inspect upper tailboom
attach fittings and longerons. Using a bright light and mirror, inspect visible portions of attach
fittings for cracks. Give special attention to upper left attach fitting, particularly in area of most
forward rivets. Inspect longerons, left and right sides, from attach fittings to aft bulkhead of
baggage compartment for any evidence of corrosion.
b. Remove three access doors on lower skin of tailboom baggage compartment to expose
lower attach fittings. Using a bright light and mirror, inspect visible portions of attachment
fittings for any indications of cracking, particularly in area of most forward rivets. Inspect
longeron left and right sides, from attach fittings to aft bulkhead of baggage compartment for
any evidence of corrosion.
c. Visually inspect tailboom attach point fittings, at bores of barrel nuts, for cracks. Be sure
that no less than one, nor more than two threads protrude through the barrel nut.
d. Open access door on right side of fuselage and inspect the four tailboom attachment
fittings on fuselage aft bulkhead for cracks giving special attention to the area around tailboom
attach bolt and most aft fasteners. Give particular attention to inspection of lower left fitting.

e. Any crack, corrosion, or bond separation is cause for immediate grounding of aircraft
until problem is eliminated.

5. Check tail rotor and synchronized elevator push-pull tubes for chafing.

6. Check elevator and horn assembly for security, condition, and corrosion.

PILOT AND PASSENGER COMPARTMENTS

1. Check all safety equipment for inspection due dates and operation.

2. Check all heating and cooling ducts and controls for cracks, security, and operation.

3. Check cabin structure for cracks, loose rivets, and other damage.

Rev. 3 5-13
BHT-205A1-MM-1

100 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

5-3. 100 HOUR INSPECTION. (Cont) INITIAL

FUSELAGE (PYLON AREA)

1. Inspect friction dampers. Perform operational check. Move pylon fore and aft, using mast
as lever. Check friction dampers for freedom of movement and smooth operation.

2. Repair or replace dampers found binding.

3. Inspect mounts, mounting brackets and structure for cracked or broken parts.

4. Inspect lift link and fitting for security and cracks.

ELECTRICAL

1. Check inverters for security of mounting and connections.

2. Check voltage regulator for damage and security of mounting and terminals.

3. Drain pitot static system. Check for leaks.

4. Relays and main bus area for security of mounting and connections.

5. Bus insulation for damage and condition.

6. Operational check of cabin heater system, bleed air shutoff and line check valve. Refer to
BHT-205A1-MM-2for engine operational check of bleed air pressure valve.

7. Perform an operational check of transmission chip detector system. (Refer to

BHT-205A1-MM-2.)

8. Remove battery and perform Reconditioning Cycle in accordance with battery Instruction
Manual. Install serviceable battery.

FLIGHT CONTROLS

1. Inspect all control rods for clearances, security, and general condition.

2. Inspect tail rotor and synchronized elevator control tubes for wear. (Refer to Chapter 27.)

2A. Check horn toelevator

elevator spar attaching bolts and surroundingjoint for cracks and
security of attachment.

3. Check all controls for freedom of motion.

4. Collective stick for proper minimum friction. Check shoes and liners for excessive wear.

5. Inspect all antitorque control tubes in tailboom for chafing and wear.

5-14 Rev. 3
 BHT-205A1-MM-1

100 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

5-3. 100 HOUR INSPECTION. (Cont) INITIAL

HYDRAULIC SYSTEM

1. Inspect all lines, fittings, and hoses for security, kinks, general condition, and pitting. Pay
particular attention to the condition of the hoses.

2. Check hydraulic actuators for leakage and security. Clean exposed area of cylinder piston
with hydraulic fluid and lint-free cloth.

3. Inspect pump for damage to finish and leakage.

4. Check actuator attachment brackets for security, cracks, and corrosion in immediate area.

5. Check cyclichydraulic cylinders piston rods for evidence of excessive wear or scoring. Wear
of the piston rod indicates cylinder assembly is incorrectly aligned to lower supports and should
be readjusted. Remove lower attach bolt and check to assure no side loads have been induced
into cylinder. (Refer to Chapter 29 installation, alignment, and nut torque.)
POWER PLANT

NOTE: Refer to engine manufacturer's manual for engine inspection requirements.

INSTRUMENTS

Drain and leak check pitot-static system. (Refer to BHT-205A1-MM-2.)

ENGINE FIRE EXTINGUISHER

1. Check for secure mounting of container, manifold, and wiring.

2. Check for correct charge at container indicator.

3. Check manifold, below engine, for cleanliness with special attention to discharge holes,
and evidence of corrosion.
LUBRICATION REQUIREMENTS

Refer to Chapter 12 for 100 hour lubrication requirements.

Rev. 3 5-15
BHT-205A1-MM-1

1000 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
This inspection to be accomplished each 1000 hours TIME INITIAL

5-4. 1000 HOUR INSPECTION.

1. Accomplish complete Daily and 100 Hour Inspections in conjunction with the
following:

2. Remove and replace components as scheduled in component overhaul section.

3. Remove, inspect and clean or replace the hydraulic filters.

4. Calibrate fuel quantity system.

5. Remove hydraulic accumulator; disassemble, clean, and inspect for corrosion.

Assemble and install. (Refer to Chapter 29.)

6. Remove, clean, and reinstall ejector pumps in forward cells. (Refer to Chapter
28.)

7. Check baggage smoke detection system.

a. Check voltage reading to ground from pin D of plug P281 in the fire detector
amplifier. This voltage should not be more than four volts and should be read with
a 20,000 ohm/volt voltmeter. Check actual operation of system by reducing light
transmission around beacon light by 30 to 35 percent.

b. Replace beacon light bulb in smoke detector unit.

8. Inspect main rotor blades. (Refer to Chapter 65 and BHT-205A1-CR&O-1.)

5-16 Rev. 3
 BHT-205A1-MM-1

1000 HOUR INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-4. 1000 HOUR INSPECTION. (Cont) TIME INITIAL

9. Inspect all flight control rods, bellcranks, levers, and support assemblies for
clearance, security, corrosion, and general condition. Repair any components found
damaged in accordance with Chapter 27.

10. Inspect swashplate and support assembly, 204-011-400-17 and subsequent

and scissors and sleeve assembly, 204-011-401-019subsequent. Disconnect bottom
of each drive link from swashplate trunnion and each mixing lever control tube
from scissors. Check swashplate duplex bearing and collective sleeve hub bearing
set for roughness and ease of rotation. Purge lubricate bearings. Reconnect drive
links and tubes. (Refer to Chapter 65 for maintenance instructions.)

11. Inspect cyclic and collective flight control cylinder installations as follows:

a. Inspect universal bearings for looseness.

b. Inspect input lever bushings and bolts for wear and looseness.

c. Retighten nuts attaching cylinders to upper supports.

d. Inspect fasteners attaching cyclic cylinder lower supports to structure for

looseness.

e. Inspect cyclic cylinder lower bearings for looseness.

f. Remove bolts attaching cyclic cylinders to lower supports. Check alignment

of cylinders to lower supports. No side loads should exist on rod end bearings.

g. Inspect cylinder extension tubes and dust boots for condition and security.

h. Inspect linkage for wear and security.

Rev. 3 5-17
BHT-205A1-MM-1

COMPONENT OVERHAUL SCHEDULE

5-5. COMPONENT OVERHAUL SCHEDULE. period for overhaul of a component constitutes a

warranty of any kind. The only warranty applicable
This component overhaul schedule summarizes, in to the helicopter and any component is that warranty
tabular form, the overhaul interval of the helicopter included in the Purchase Agreement for the
components. helicopter or the component.

Refer to engine manufacturer's manuals for power

plant and component overhaul intervals.
CAUTION: COMPONENT OVERHAUL
SCHEDULEFOR KIT COMPONENTAND/ORPARTS
ARE NOT COVERED IN THIS COMPONENT
OVERHAUL SCHEDULE. REFER TO APPLICABLE
SERVICE INSTRUCTIONS FOR COMPONENT
OVERHAULSCHEDULE.
NOTE: Neither the assignment of a time period for
overhaul of a component nor failure to assign a time
NOTE: The operating time specified for overhaul of
any given part number contained in this component
overhaul schedule applies to all successive dash
numbers for that item unless otherwise specified.
Time between overhauls and inspection periods is
based upon experience, testing and engineering
judgment, and is subject to change at the sole
discretion of Bell Helicopter Textron or an
appropriate government agency.

INTERVAL OVERHAUL
PART NUMBER NOMENCLATURE (HOURS/YEARS)

ROTORS

204-011-326-007 Stabilizer Bar Assembly 1000/Conditional

204-011-400-013 Swashplate and Support Conditional
204-011-400-017 Swashplate and Support Conditional
204-011-401-009, -011 Scissors and Sleeve 1000
204-011-401-019,-021 Scissors and Sleeve Conditional
204-012-101-005 Main Rotor Hub 2400
212-010-300-001 Stabilizer Bar Assembly Conditional
212-010-701-009 Tail Rotor Hub 1000
212-011-701 Tail Rotor Hub Assembly 2500

POWER TRAIN

204-040-003-037 Intermediate Gearbox 2000

204-040-366-013, -015 Mast 1000
204-040-366-015 Mast (With 212-040-136-001 2500
Bearing)
204-040-366-017 Mast 2500
204-040-366-021 Mast 5000
204-040-600-009 Tail Rotor Driveshaft Hangers 1000
205-040-001-023,-027 Transmission 1000
205-040-001-033, 037, -045, -049 Transmission 2000
212-040-001-135 Transmission 6000

5-18 Rev. 3
 BHT-205A1-MM-1

COMPONENT OVERHAUL SCHEDULE (Cont)

INTERVAL OVERHAUL
PART NUMBER NOMENCLATURE (HOURS/YEARS)

POWER TRAIN (Cont)

205-040-300 Rotor Brake Quill 2400

209-040-400-001, -007 Tail Rotor Gearbox 1000
212-040-003-007 Intermediate Gearbox 3000
212-040-003-023 Intermediate Gearbox 5000
212-040-004-005 Tail Rotor Gearbox 3000
212-040-004-009 Tail Rotor Gearbox 5000
212-040-600 Tail Rotor Driveshaft Hangers 3000
HYDRAULIC

205-076-029-005, -009 Collective Servoactuator 2400

205-076-031-001, -003 Antitorque Servoactuator Conditional
205-076-036-007, -009, -011, Cyclic Servoactuator 1000
-013,-101,-103,-105,-107
205-076-041-001 Hydraulic Accumulator 1000
212-076-004-003, -005 Antitorque Servoactuator 1000 Conditional
212-076-005-007 Cyclic Servoactuator 1000 2400
212-076-005-009, -011 Cyclic Servoactuator 2400
MISCELLANEOUS

204-062-540-001 Oil Cooler Fan 1000

NOTES:

Overhaul schedule of transmission quills is the same as the transmission in which they are installed
except for the rotor brake quill.
If servoactuators have Greene Tweed type seals installed, then overhaul interval is conditional.
Servoactuators with assembly date of April 30, 1974 or later were fitted with Greene Tweed type
seals at time of manufacture. However, servoactuators without Greene Tweed type seals installed
shall be overhauled at 1000 hours.
Overhaul schedule for the rotor brake quill is 2400 hours; however, the 204-040-424 bearing when
used in the rotor brake quill, shall be replaced each 600 hours. (Refer to S.I. 205-9 for maintenance
instructions.)
If 212-010-311-101 or 540-011-319-001 tube assemblies are installed on 204-011-326 stabilizer bar
assemblies, then the overhaul interval is conditional.
If servoactuators have Greene Tweed type seals installed, then the overhaul interval is 2400 hours.
Servoactuators with assembly date April 30, 1974 or later were fitted with Greene Tweed type seals
at time of manufacture. However, servoactuators without Greene Tweed type seals installed shall
be overhauled at 1000 hours.
The operating time specified for overhaul of any part number contained in this component overhaul
schedule applies to all successive dash numbers for that item unless otherwise specified.
Special inspection required at 3000 hours. (Refer to paragraph 5-19.)
If 204-040-366-021 mast assembly is installed in transmission prior to 212-040-001-135,then mast
assembly overhaul interval is 2500 hours.
Fluorescent or Dye penetrant inspect pillow blocks, 204-011-108-113 each 2400 hours or at hub
overhaul. (Refer to BHT-205A1-CR&O-1.)

Rev. 3 5-19
BHT-205A1-MM-1

SPECIAL INSPECTIONS
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
TIME INITIAL

5-5A. DAILY OR EACH 10 HOURS WHICHEVER OCCURS FIRST UNTIL

250 HOURS.

SPIRAL BEVEL GEAR (204-040-701-103)

Remove and inspect the transmission internal sump filter for metal
contamination. (Refer to Chapter 66.) If metal contamination is evident, notify
BHT Product Support Engineering.

5-6. BETWEEN 5 AND 10 HOURS OF FLIGHT AFTER EACH

INSTALLATION.

1. Retorquetail rotor retaining nut.

2. Retorque intermediate gearbox attachment bolts.
3. Retorque tail rotor gearbox retaining nuts.
4. Retorque main rotor mast nut.

5-7. EACH 25 HOURS OF COMPONENT OPERATION.

TAIL ROTOR 212-010-723-001 OR

212-010-768-001 TRUNNION BEARINGS

Using a 3X magnifying glass, inspect trunnion bearing exposed outer races for
cracking. Any crack is cause for immediate replacement of both bearings.

SWASHPLATE GIMBAL RING BOLTS

NOTE: Do not attempt to turn bolts. Bolt movement will fail loctite bond and
cause bolt wear.
1. Grasp swashplate rotating ring (204-011-403) and attempt to move it in a
horizontal plane on an axis in line with gimbal ring attach points to support
assembly (204-011-404). Maximum allowable axial looseness across the gimbal
ring bearings and attaching bolts is 0.010 inch.

2. Repeat step 1. on an axis 90° to check in step 1., attempting to detect looseness
in line with gimbal ring attach points to inner ring 204-011-402. Maximum
allowable axial looseness across the gimbal ring bearings and attaching bolts is
0.010 inch.

5-20 Rev. 3
 BHT-205A1-MM-1

SPECIAL INSPECTIONS
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-7. EACH 25 HOURS OF COMPONENT OPERATION. (Cont) TIME INITIAL

204-011-451 TRUNNIONS INSTALLED IN

204-011-403 SWASHPLATE ROTATING RING

Check trunnions for excessive axial play. (Refer to Chapter 65.)

TRANSMISSION MAINCASE (204-040-353)

Inspect web above input quill for cracks using dye penetrant method if web has
previously been reworked. Any indications of a crack is cause for removal of case.
SYNCHRONIZED ELEVATOR (205-030-856-035 AND -037)

1. Remove plug button from top of synchronized elevator. Place 25 pound weight
on outboard tip of elevator and visually inspect top surface of spar, through
inspection hole, for evidence of cracks.
2. Inspect elevator if cracks are found.
3. If no cracks are evident, remove weight and install plug button.

NOTE: 205-030-856-091 and -093 elevators do not require this inspection.

Rev. 3 5-21
BHT-205A1-MM-1

SPECIAL INSPECTIONS
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
TIME INITIAL
5-7A. MAIN ROTOR HUB GRIP, 204-011-121.

DETAILED VISUAL INSPECTION

1. Prepare both main rotor grip tangs for inspection by cleaning exposed
surfaces with alcohol (C-326) and wipe dry.
2. Inspect grip surfaces for hairline cracks on upper and lower surfaces. Pay
particular attention to the lower tang lower surface from blade bolt bushing flange
to the trailing and leading edge of the tang (Figure 5-1).
3. For 204-011-121-005 M/R grips, inspect grip barrels both leading and trailing
sides for hairline cracks (Figure 5-1).

5-8. EACH 25 HOURS OF COMPONENT OPERATION OR 15 DAYS, OR

EACH 5 DAYS FOR BLADES OPERATING IN SALT LADEN
ATMOSPHERE; WHICHEVER OCCUR FIRST.

MAIN ROTOR BLADES

Refer to preventive maintenance for main rotor blades (Chapter 65).

5-9. DELETED.

5-10. 100 HOURS AFTER EACH INSTALLATION.

Check torque of tailboom attachment bolts.

5-11. EACH 300 HOURS OF COMPONENT OPERATION.

STARTER-GENERATOR

Check starter-generator for allowable brush wear.

TAILBOOM UPPER LONGERON SPLICE

1. Remove plug buttons from inspection holes in skin.

2. Using a boroscope or other suitable means, inspect inside of longeron, paying
particular attention to the splice area. Check for cracks and/or corrosion. Report
any cracks found to BHT Product Support Engineering.
3. Repair or replace any discrepant longeron, refer to BHT-MED-SMR-1
Structural Repair Manual.
4. Install plug buttons and seal with sealant (C-308).

5-22 Rev. 3
 BHT-205A1-MM-1

GRIP
204-011-121

AREATO BE INSPECTED
UPPERAND LOWERTANGS
ALL EXPOSEDSURFACES

AREA TO BE INSPECTED
GRIP BARREL
LEADING AND TRAILING
SIDESEXPOSED SURFACE

Inspect every 25 hours for all grips. (-005 GRIPONLY)

Inspect daily for 204-011-121-005 grip.

205A1-M-5-1

Figure 5-1. Inspection of main rotor hub grip tangs and barrel

Rev. 3 5-23
BHT-205A1-MM-1

SPECIAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-12. EACH 300 HOURS OR 3 MONTHS OF COMPONENT OPERATION:

WHICHEVER OCCURS FIRST.

MAIN DRIVESHAFT 205-040-004-017

1. Remove, inspect, and lubricate main driveshaft. (Refer to Chapter 66 and

BHT-205A1-CR&O-1.)

1A. Remove, inspect, lubricate, and install engine driveshaft adapter. (Refer to
Chapter 66.)

2. Wipe all grease from exterior surfaces of couplings and from clamp sets.

3. Install main driveshaft.

4. Wipe all grease from surrounding structure.

5. Start engine and operate for five minutes at 100% N2 (BHT-205A1-FM).

6. Carefully inspect coupling and surrounding structure for evidence of grease

being slung out of coupling. If there is evidence of grease slinging, remove coupling
and replace defective parts. Repeat leak test run.

5-13. EACH 500 HOURS OF COMPONENT OPERATION.

FIRE DETECTOR SYSTEM

Test fire detector system with Pyrotector 30-502 tester or equivalent. (Refer to
BHT-205A1-MM-2.)

HYDRAULIC SHUTOFF VALVE

Perform functional check of 204-076-191 shutoff valve, single hydraulic systems

only. (Refer to Chapter 29.)

BATTERY TEMPERATURE SENSOR

Perform operational check of battery temperature sensor CAUTION light system.

(Refer to BHT-205A1-MM-2.)

5-24 Rev. 3
 BHT-205A1-MM-1

SPECIAL INSPECTIONS
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-14. EACH 600 HOURS OR 12 MONTHS OF COMPONENT OPERATION;

WHICHEVER OCCURS FIRST.

MAIN DRIVESHAFT (205-040-004-003, 011, AND -103)

1. Remove, inspect, and lubricate main driveshaft. (Refer to Chapter 66 and

BHT-205A1-CR&O-1.)

1A. Remove, inspect, lubricate, and install engine driveshaft adapter. (Refer to
Chapter 66.)
2. Wipe all grease from exterior surfaces of couplings and from clamp sets.
3. Install main driveshaft.

4. Wipe all grease from surrounding structure.

5. Start engine and operate for five minutes at 100% N2 (BHT-205A1-FM).
6. Carefully inspect coupling and surrounding structure for evidence of grease
being slung out of coupling. If there is evidence of grease slinging, remove coupling
and replace defective parts. Repeat leak test run.

MAIN DRIVESHAFT (204-040-433-101)

1. Remove driveshaft and inspect internal fail-safe diameters for evidence of

contact. If contact is noticed, driveshaft must be replaced.

2. Visually inspect driveshaft for obvious mechanical damage, flexplate

looseness, corrosion, and/or fretting at flex plate bolted joints.
3. Reinstall driveshaft.

5-15. EACH 6 MONTHS.

1. Perform operational check of crew doors emergency ejection system. (Refer to

Chapter 52.)
2. Perform operational check of passenger/cargo door escape panels. (Refer to
Chapter 52.)

5-16. EACH 1200 HOURS OF COMPONENT OPERATION.

MAIN ROTOR HUB

NOTE: The following inspection is not required of 204-012-102-9 (shot peened)

inboard fittings are installed.
Inspect 204-012-104-005 pins by magnetic particle method.

Rev. 3 5-25
BHT-205A1-MM-1

SPECIAL INSPECTIONS
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-17. EACH 1200 HOURS OR 24 MONTHS: WHICHEVER OCCURS

FIRST.

MAIN ROTOR YOKE (212-011-102)

1. Remove bearing races, spacers, and radius rings from yoke spindles
(BHT-205A1-CR&O-1).

2. Inspect yoke spindle for cracks and corrosion pits, paying particular attention
to the inboard radius of the spindle.
3. Inspect yoke spindle bearing journals for wear.

4. Any crack or wear beyond limits is cause for rejection of the yoke. Clean up
any corrosion.

5. Assemble yoke (BHT-205A1-CR&O-1).

5-17A. MAIN ROTOR HUB GRIP, 204-011-121.

DETAILED VISUAL INSPECTION

1. Prepare both main rotor grip tangs for inspection by cleaning exposed
surfaces with alcohol (C-326) and wipe dry.

2. Inspect grip surfaces for hairline cracks on upper and lower surfaces. Pay
particular attention to the lower tangs lower surface from the blade bolt bushing
flange to the trailing and leading edge of the tang. Crack indications require the
grip to be removed from service for further evaluation (figure 5-2).

3. For 204-011-121-005 M/R grip, inspect grip barrels both leading and trailing
sides for hairline cracks.

4. Check for gap (360 degrees) between flange ofblade bolt bushing and surface
of grip tang. Maximum gap of 0.0025 inches (0.0635 mm) permitted. Noted gaps
greater than the maximum permitted, requires bushing to be replaced.

5. Fit a blade bolt through both bushings simultaneously, bolt should be able to
be turned with fingers. If this cannot be accomplished refer to BHT-205A1-CR&O-1
for further inspection requirements.

6. Inspect buffer pads on tang inner surfaces for delamination. Any

delamination will require buffer pad replacement (figure 5-2).

5-26 Rev. 3
 BHT-205A1-MM-1

GRIP
204-011-121

INSPECTBUFFER PAD
FOR DELAMINATION
(IFINSTALLED)

AREA TO BE INSPECTED
UPPERAND LOWERTANGS
ALL EXPOSEDSURFACES

AREA TO BE INSPECTED
GRIP BARREL
LEADING AND TRAILING
SIDESEXPOSED SURFACE
(-005 GRIPONLY)

205A1-M-5-2

Figure 5-2. Inspection of main rotor hub grip tangs and barrel (1200hours)

Rev. 3 5-27
BHT-205A1-MM-1

SPECIAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-18. EACH 24 MONTHS.

MAIN ROTOR FLIGHT CONTROLS SYSTEM BOLTS

1. Remove following flight control bolts: (Refer to Chapter 27 and 65.)

Bolt Part Number Location

20-057-5-24D Fixed swashplate to left and right cyclic boost
tubes (2)
20-057-5-24D Collective lever to collective boost tube (1)

20-057-5-24D Boost tube to universal (212 type servo) (2)

20-057-5-24D Universal to hydraulic cylinder (212 type
servo) (2)

20-057-5-27D Mixing lever to scissors tube (2)

20-057-5-27D Scissors tube to scissors (2)

20-057-6-27D Pitch link to universal (2)

20-057-5-30D Drive link to rotating swashplate (2)

5-28 Rev. 3
 BHT-205A1-MM-1

SPECIAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-18. EACH 24 MONTHS. (Cont) TIME INITIAL

20-057-6-31D Pitch horn to pitch link (2)

20-057-6-34D Universal to mixing lever (2)

20-057-6S20D Mixing lever (P/N 204-011-301) pivot bolts (4)

20-057-6S23D or Mixing lever (P/N 212-010-302)

20-057-6S24D pivot bolts (4)

20-057-8S69D Scissors to drive link (2)

20-057-8S90D Scissors (P/N 204-011-406) pivot bolt (2)

20-057-10S27D or Stabilizer bar pivot bolts (2)

20-057-10S29D

212-001-304-003 or Hydraulic cylinder to lower support

212-001-323-001 (212 type servo) (2)

212-010-411-005 or Scissors (P/N 212-010-407) pivot

212-010-411-001 bolt (2)

AN174-15(*) Stabilizer bar damper tube to damper wing

shaft (2)

AN174-20(*) Stabilizer bar damper tube to stabilizer bar

(2)

AN178-22A(*) Collective lever to swashplate support (2)

(*) Bolts are on-condition.

2. Clean bolts with cloth dampened with MEK (C-309) or equivalent.

3. Inspect any bolt for thread damage, shank wear and corrosion. Replace any
bolt that has damaged threads, detectable shank wear or exhibits corrosion pitting.

4. Apply soft film corrosion preventive compound (C-104)to the bolt shanks only
and install. (Refer to Chapters 27 and 65.)

5. After bolts have been installed, nuts torqued and safetied, coat the bolt heads
and nuts with hard film corrosion preventive compound (C-101)

Rev. 3 5-29
BHT-205A1-MM-1

SPECIAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-18. EACH 24 MONTHS. (Cont) TIME INITIAL

NOTE: Operations in extreme environmental conditions (which erodes the hard

film corrosion preventive compound) may warrant periodic touch-up of control
bolts external surfaces. Prior to touch-up, visually check exposed surfaces of
hardware for evidence of corrosion and fretting. Remove, clean, and inspect bolts
as conditions warrant.

5-19. EACH 3000 HOURS OF COMPONENT OPERATION.

MAIN ROTOR MAST

Inspect inside and outside diameters ofmast for corrosion and mechanical damage.
(Refer to BHT-205A1-CR&O-1.)

5-19A. EACH 3100 HOURS OF COMPONENT OPERATION.

TRANSMISSION (212-040-001-135)

1. Remove main input driven gear quill (refer to Chapter 66).

2. Remove gear support case and debris collector to gain access to spiral bevel
gear retaining bolts. (Refer to Chapter 66.)

a. Using torque wrench, check each of the 32 bevel gear retaining bolts for
minimum torque of 300 inch-pounds.

NOTE: Torque check is accomplished with increasing torque, not break away or
loosening torque.

b. If torque value of any one retaining bolt is less than 300 inch-pounds,
remove bevel gear and inspect mating surfaces of gear and shaft for fretting
damage. The maximum acceptable depth of pitting is 0.0005 inch. Pitting of
measurable depth is acceptable only in the area on the gear or shaft surface outside
of the diameter of the bolt holes, and is not acceptable within 0.100 inch of the edge
of a bolt hole. Damage in excess of these limits is cause for rejection of part. (Refer
to BHT-205A1-CR&O-1manual.)

3. Inspect upper flange surface and pilot diameter of ring gear and mating
surfaces of top case for fretting and wear. (Refer to BHT-205A1-CR&O-1.)
4. Inspect lower flange surface and pilot diameter of ring gear, and mating
surfaces of bevel gear support case for fretting and wear. (Refer to
BHT-205A1-CR&O-1.)

5-30 Rev. 3
 BHT-205A1-MM-1

SPECIAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-19A. EACH 3100 HOURS OF COMPONENT OPERATION. (Cont) TIME INITIAL

5. Visually check the vibro-etched index marks on input pinion and inner race
of the bearing set for alignment. Inspection may be accomplished with input quill
installed by viewing pinion shaft and bearing inner race between pinion teeth and
main case.

a. If index marks indicate rotational movement between the pinion and inner
race of the bearing set, remove quill and bearing set and inspect pinion bearing
journal for signs of fretting and bearing inner race(s) pinning. Visually inspect oil
holes in input quill sleeve to insure that they are free of any foreign material.
Inspect detail parts to determine cause for bearing inner race rotation and replace
parts are required.

5A. Disassemble input quill sufficiently to remove the freewheeling clutch.

a. Perform complete inspection of clutch 205-040-350-101/-103

(FORMSPRAG). (Refer to BHT-205A1-CR&O-1,Chapter 66.)

5B. Visually inspect bevel gear teeth and main input pinion teeth for general
condition and wear pattern. (Refer to BHT-205A-1-CR&O.)
6. Inspect planetary ring gear, sun gears, and planetary pinions for general
condition and wear pattern. Inspect all parts of upper and lower planetary visually
for wear and damage. Parts that show evidence of wear or physical damage must
be checked dimensionally. (Refer to BHT-205A1-CR&O-1 Chapter 66.)

6A. Magnetic particle inspect the lower planetary spider gear.

a. Disassemble lower planetary. (Refer to BHT-205A1-CR&O,Chapter 66.)

b. Perform a magnetic particle inspection on spider gear in accordance with

BHT-ALL-SPM.

6B. Remove tail rotor drive quill to gain access to accessory drive and sump
gears. Visually inspect accessory case input quill gear and tail rotor drive quill gear
for general condition and wear pattern. (Refer to BHT-205A1-CR&O-1,Chapter
66.)

CAUTION: DURING ASSEMBLY OF SPIRAL BEVEL GEAR TO SHAFT,

ENSURE MATING SURFACES ARE DRY. ANY FORM OF LUBRICANT ON
SHAFT WILL RESULT IN TORQUE LOSS OF ATTACHMENT BOLTS AND
SUBSEQUENT FRETTING DAMAGE.
7. Assemble transmission. (Refer to BHT-205A1-CR&O-1.)

Rev. 3 5-31
BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-20. HARD LANDING.

Hard landing is defined as any accident or incident in which ground impact of the
helicopter causes severe pitching of main rotor, allowing hard contact of hub with
mast, or results in yielding or cracking the mounting lugs of the transmission
support case or noticeable yielding or cracking of fuselage pylon support structure
or landing gear. This definition is confined only to those accidents not involving
sudden stoppage of main rotor or tail rotor.

NOTE: Components removed from a helicopter, following a hard landing, shall be

evaluated as an interrelated group. Annotate all Component History Cards that
reason for removal was Hard Landing.

1. If a hard landing is suspected, the following steps a. through g. shall be

complied with.

a. Inspect main and tail rotor blades for evidence of strike damage. If such
evidence is found on either rotor, perform Sudden Stoppage - Power On or Off.

b. Visually inspect underside of fuselage and tailboom for evidence of ground

contact.

c. Perform landing gear deflection check. (Refer to Chapter 32.)

(1) Ifcrosstubes have yielded, remove landing gear and inspect support and
structure to which they are attached for signs of yielding or other damage.

(2) If supports and attaching structure are not damaged, replace damaged
landing gear components.

d. Inspect mast for deformation due to rotor hub contact.

e. Inspect area around lower supports of pylon dampers for loose rivets or
other damage.
f. If no damage other than yielded landing gear crosstubes has been found at
this point it can reasonably be decided that a true hard landing did not occur.
Complete a daily inspection and return helicopter to flight status provided no
further evidence of damage is found.

g. If damage is more extensive than landing gear crosstube yielding, a hard

landing has occurred; comply with requirements of steps 2., 3., and 4.

5-32 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-20. HARD LANDING. (Cont) TIME INITIAL

2. If a hard landing has occurred, the following steps shall be accomplished:

a. Remove and perform an overhaul evaluation inspection of following

components.
(1) Mast assembly.
NOTE: If there is any deformation in area contacted by main rotor hub, or any
other obvious damage, the mast is nonairworthy and nonreparable.
(2) Transmission.

(3) Main input driveshaft.

b. Perform a thorough visual inspection of following components, which may

be kept in service if no discrepancy or obvious damage is found. Replace any
damaged component.
(1) Main Rotor Blades.
(2) Main Rotor Hub.
(3) Tail Rotor Blades.
(4) Tail Rotor Hub.
(5) Anti-torque Controls.

(6) Intermediate Gearbox.

(7) Tail Rotor Gearbox.

(8) Tail Rotor Driveshafts.

(9) Tail Rotor Driveshaft Hangers.

(10) Swashplate and Support Assembly.

(11) Scissors and Sleeve Assembly.

(12) Stabilizer Bar Assembly.
(13) Main Rotor Controls.

c. Check all cowling and doors for proper fit and alignment. Remove cowling
and inspect all attachment fittings.
NOTE: If significant damage has been found in any area of the airframe,
inspection shall be expanded in those areas until it extends beyond the zone of
damage.

Rev. 3 5-33
BHT-205A1-MM-1

CONDITIONAL INSPECTIONS
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-20. HARD LANDING. (Cont) TIME INITIAL

d. Using a ten-power magnifying glass make a complete inspection, of pylon

support structure for loose or shreaded rivets, cracked brackets, buckled or cracked
support angles and webs. Pay particular attention to pylon mounts attaching
points and damper support attaching points.

e. Remove lift link and make a complete inspection of lift link, lift link
attachment fittings and lift beam for cracks and other evidence of damage. If lift
link is damaged it is nonairworthy and nonreparable.

f. Remove both pylon dampers, disassemble and check for internal yielding.
Reassemble and reinstall if no evidence of damage. If pylon dampers have yielded
they are nonairworthy and nonreparable.

g. Install serviceable mast, transmission assembly and main driveshaft

assembly. Reinstall removed pylon control components.

h. Check all engine mount fittings and bolts for damage and looseness.

i. Inspect engine firewalls for evidence ofwarping, crushing, or other damage.

j. Make a complete inspection of area where tailboom is attached to forward

fuselage section. This includes both sets of attachment fittings and the longerons,
beam caps, skins, webs, bulkhead flanges and other structural members. Check
torque on attachment bolts to determine if yielding has occurred.

k. Completely inspect flight control system from pilots controls to rotor head
for bent or damaged tubes, bellcranks, bellcrank supports and for damage control
system bearings. Particular attention shall be given to pylon controls, lower
cylinder attachment support fitting and adjacent airframe structure.
1. Pressurize hydraulic system and check for leaks, interference, binding and
for satisfactory operation.

m. Inspect fuel, oil and pneumatic system for damage. Make engine ground
run and visually check fuel, oil and pneumatic lines for leaks.
3. Inspect power plant in accordance with engine manufacturer's engine
inspection guide.

4. If no significant damage has been found, no further inspection is necessary.

5-34 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

5-21. SUDDEN STOPPAGE/ACCELERATION — MAIN ROTOR

INITIAL
DATA REFERENCE INSPECTION TASK DESCRIPTION
MECH OTHER

DATE: __________________W.O. _____________________

FACILITY: _________________
_________________________

HELICOPTER S/N: __________

_________________________

REGISTRY NO.: ____________

_________________________

TOTAL TIME:_______________________________________

SIGNATURE:_______________
_________________________

Sudden stoppage/acceleration is defined as any rapid

deceleration or acceleration of the drive system whether caused
by seizure within the drive system, sudden freewheeling clutch
engagement, compressor stall, impact of the main rotor with the
ground or with a foreign object of sufficient inertia to cause rapid
deceleration.

NOTE
Components removed from helicopter for evaluation
following a sudden stoppage/acceleration shall be
evaluated as an interrelated group. Annotate
Historical Service Records that reason for removal
was Sudden Stoppage.

1. After sudden stoppage inspect main rotor blade as follows:

a. Remove tip cover plate from both main rotor blades.

b. Check tip weights. If any movement of tip weights has

occurred, blade shall be scrapped.

2. If no evidence of damage is found on either blade, both

blades may be retained in service.

3. If main rotor blades were not damaged sufficiently to

require blade replacement, the main rotor hub may be retained
in service.

5-00-00
05 JAN 2006 Rev. 5 Page 5-35
BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

5-21. SUDDEN STOPPAGE/ACCELERATION — MAIN ROTOR (CONT)

INITIAL
DATA REFERENCE INSPECTION TASK DESCRIPTION
MECH OTHER

4. If main rotor blades were damaged sufficiently to require

blade replacement, perform an overhaul evaluation inspection
on main rotor hub assembly.

5. If any main rotor blade is damaged beyond repair, scrap

main rotor mast assembly 204-011-450-ALL, scrap grip
204-011-121 and perform an overhaul evaluation inspection on
main rotor hub. Make an entry in component record to show
reason for removal was Sudden Stoppage.

6. After sudden stoppage of the main rotor, remove both main

rotor blades. Send blades to a Bell Helicopter approved blade
repair facility for evaluation.

7. Remove the following components and visually inspect for

evidence of torsional yielding, deformation, cracks, or other
obvious damage that would render them nonrepairable.
Conduct an overhaul and special accident/incident inspection of
these components.

NOTE
If main rotor mast was severed during main rotor
sudden stoppage/acceleration, the main rotor hub
assembly must be considered unserviceable and
scrapped.

a. Main rotor hub assembly

NOTE
If main rotor mast was severed during a main rotor
sudden stoppage/acceleration with the engine
operating, the main rotor mast has sustained
torsional yielding.

b. Concurrently with mast assembly overhaul, accomplish

the following inspections:

5-00-00
Page 5-36 Rev. 5 05 JAN 2006
 BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

5-21. SUDDEN STOPPAGE/ACCELERATION — MAIN ROTOR (CONT)

INITIAL
DATA REFERENCE INSPECTION TASK DESCRIPTION
MECH OTHER

NOTE
Cadmium plating on outside (O.D.) of the mast is
0.0003 to 0.0004 inch (0.0076 to 0.0101 mm). When
measuring the mast O.D. at six places for
out-of-round, ensure that 0.0003 to 0.0004 inch
(0.0076 to 0.0101 mm) differential is considered
when measuring plated surfaces or when plating
may have been removed.

(1) Using a suitable micrometer, measure the mast

outside diameter (O.D.) at a minimum of six places for
out-of-round condition: two opposing measurements under the
collar set and above the swashplate, two opposing
measurements midway between the collar set and the static
stop contact area, two opposing measurements approximately
2 inches (50.8 mm) below the static stop contact area on the
mast. If any set of opposing measurements vary in excess of
0.002 inch (0.051 mm), the mast is suspected and a total
indicated runout (TIR) check must be performed. If TIR is out of
limits, the mast shall be considered having sustained torsional
yielding.

NOTE
If main rotor mast exhibits evidence of torsional
yielding (defined as excessive runout, bending,
deformation, or spline misalignment), the mast
assembly, and freewheeling assembly (outer race,
inner race, and clutch) shall be considered
unserviceable and scrapped. Torsional yielding
requires replacement of transmission lower planetary
spider and top case. If transmission top case has to
be scrapped, pylon mounts and mast bearings shall
also be scrapped.

(2) Torsional yielding may be detected by measuring

the offset between the mast splines above and below the main
rotor trunnion split cone groove by sliding a straight edge across
the upper and lower unworn face of the spline (coast side of the
spline).

c. Transmission assembly

d. Swashplate assembly

5-00-00
05 JAN 2006 Rev. 5 Page 5-37
BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

5-21. SUDDEN STOPPAGE/ACCELERATION — MAIN ROTOR (CONT)

INITIAL
DATA REFERENCE INSPECTION TASK DESCRIPTION
MECH OTHER

e. Stabilizer bar assembly

NOTE
Replace all control bolts from hydraulic servoactuator
to main rotor hub.

f. Control tubes

g. Pitch link assemblies

h. Freewheeling assembly

i. Main driveshaft assembly

j. Inspect transmission isolation mounts, transmission

support case mounting legs, and fuselage attachment points for
cracks.

k. Inspect engine mounts as fuselage attachment points

for cracks.

NOTE
If a tail rotor driveshaft failed as a result of torsional
overload, ‘ALL' hangers, driveshafts, adapters, and
couplings shall be considered unserviceable and
scrapped. Inspect hanger attachment points for
cracks and distortion. Overhaul tail rotor and
intermediate gearbox to ensure airworthiness.

5-00-00
Page 5-38 Rev. 5 05 JAN 2006
 BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

5-21. SUDDEN STOPPAGE/ACCELERATION — MAIN ROTOR (CONT)

INITIAL
DATA REFERENCE INSPECTION TASK DESCRIPTION
MECH OTHER

NOTE
If a tail rotor driveshaft has been damaged by main
rotor strike or other circumstances, the hangers to
which the damaged shaft was attached shall be
considered unserviceable and scrapped. If a tail rotor
driveshaft fails as a result of torsional load then all
hangers and shafts shall be considered
unserviceable and scrapped. Make a complete
inspection of area where tailboom is attached to
forward fuselage section. This includes both sets of
attachment fittings and the longerons, beam caps,
skins, webs, bulkhead flanges and other structural
members. Check torque on attachment bolts to
determine if yielding has occurred.

NOTE
If inspection reveals no condition as listed in Note
above, and there is no obvious damage which would
render hanger assemblies unserviceable, then
hanger assemblies shall have an overhaul evaluation
performed. (Refer to BHT-205A1-CR&O-1.) Make an
entry in component record to show that reason for
inspection is Sudden Stoppage.

l. Inspect tail rotor driveshafts for following conditions. If

one or more conditions listed in step 1 through step 5 are noted,
all driveshafts and bearing hangers shall be considered
unserviceable and scrapped. Make a complete inspection of
area where tailboom is attached to forward fuselage section.
This includes both sets of attachment fittings and the longerons,
beam caps, skins, webs, bulkhead flanges and other structural
members. Check torque on attachment bolts to determine if
yielding has occurred.

(1) Curvic faces distorted

(2) Evidence of overload

(3) Cracks

(4) Loose or sheared rivets

5-00-00
05 JAN 2006 Rev. 5 Page 5-38A
BHT-205A1-MM-1

CONDITIONAL INSPECTIONS

5-21. SUDDEN STOPPAGE/ACCELERATION — MAIN ROTOR (CONT)

INITIAL
DATA REFERENCE INSPECTION TASK DESCRIPTION
MECH OTHER

(5) Scratches in excess of limits in Chapter 65

m. If inspection reveals no condition as listed in step 1

through step 5 exists, then perform an inspection in accordance
with Chapter 65. Make an entry in component record to show
that reason for inspection is Sudden Stoppage.

8. Refer to LYCOMING T5313A or B Series Operation and

Maintenance Manual for sudden stoppage inspection
requirements.

5-00-00
Page 5-38B Rev. 5 05 JAN 2006
 BHT-205A1-MM-1

MODEL 205A-1 CONDITIONAL INSPECTIONS

NO.
REGISTRATION

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-21A. SUDDEN STOPPAGE/ACCELERATION- TAIL ROTOR.

Sudden stoppage is defined as any rapid deceleration or acceleration of the drive

system whether caused by seizure within the helicopter drive system, sudden
freewheeling clutch engagement, compressor stall or by contact of the tail rotor
blade(s) with the ground, water, or with a foreign object of sufficient inertia to cause
rapid deceleration.

CAUTION: DAMAGE TO TAIL ROTOR BLADE ASSEMBLY COULD BE

PRESENT ALTHOUGH IT MAYNOT BE READILYDETECTED BY STANDARD
VISUAL, DIMENSIONAL, AND MAGNETIC PARTICLE OR FLUORESCENT
PENETRANT INSPECTION METHODS.

NOTE: Components removed from helicopter for evaluation following a sudden

stoppage/acceleration shall be evaluated as an interrelated group. Annotate His-
torical Service Records that reason for removal was Sudden Stoppage.

1. Remove and scrap tail rotor hub and blade assembly.

2. Overhaul the following components:

a. Tail rotor gearbox assembly.
b. Freewheeling assembly.

c. Main driveshaft assembly.

d. Tail rotor pitch change mechanism.

e. Intermediate gearbox assembly.

3. Inspect all tail rotor driveshafts and couplings and hangers using magnetic
particle or fluorescent penetrant methods.
4. Visually inspect shafts for evidence of twisting. Check for out of round and
total indicated runout (TIR) exceeding specified limits.
5. Inspect tail rotor hanger support structure at tailboom and fuselage
attachment points for cracks.

6. Inspect tail rotor hanger supports for cracks and distortion.

a. If damage was found on bearing hangers, tail rotor driveshaft,

intermediate gearbox or tail rotor gearbox, then remove tail rotor drive output quill
from transmission sump case assembly.

b. Inspect output quill pinion for unusual load patterns on both sides of teeth.
If no damage is found; reinstall quill, and transmission can be retained in service.

Rev. 3 5-39
BHT-205A1-MM-1

MODEL 205A-1 CONDITIONAL INSPECTIONS

REGISTRATION
NO.
INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-21A. SUDDEN STOPPAGE/ACCELERATION - TAIL ROTOR. (Cont) TIME INITIAL

c. If tail rotor drive quill reveals discrepancies, remove transmission and

perform an overhaul evaluation. (Refer to BHT-205A1-CR&O-1.)Make an entry
in component record to show reason for removal was Sudden Stoppage.

NOTE: If tail rotor driveshaft failed as a result of torsional overload, 'ALL'

hangers, driveshafts, shall be considered unserviceable and scrapped. Inspect
hanger attachment points for cracks and distortion. Ensure airworthiness of
couplings, tail rotor, and intermediate gearboxes by conducting a major overhaul.

If a tail rotor driveshaft has been damaged by main rotor strike or damage other
than torsional overload, 'ALL' tail rotor driveshafts, plus the hanger assemblies,
fore-and-aft of the damaged area shall be considered unserviceable and scrapped.
Inspect couplings using magnetic particle inspection for cracks, damage, and
distortion.

7. In addition, 'ALL' tail rotor driveshafts shall be considered unserviceable

and scrapped, if during a sudden stoppage inspection any of the following
conditions which are attributable to the sudden stoppage are noted:

a. Any impact damage to a tail rotor blade leading edge or skin, or any tail
rotor blade skin buckling or tears.

b. Any deformation, distortion or structural failure of any coupling.

c. Structural failure or distortion exceeding the specified limits of the tail

rotor driveshaft.

8. Inspect tailboom area of tail rotor gearboxes mounting studs for cracks.
9. Inspect the four tailboom attachment points for cracks, distortion damage,
and security. Check torque on nuts of tailboom attachment bolts.

10. Inspect tailboom internally for cracks, distortion, and loose or missing
rivets. Check external skin of tailboom for cracks and waviness paying particular
attention to area of horizontal stabilizer and vertical fin.
11. Inspect synchronized elevator for security, cracks, and corrosion.

11A. Inspect inboard ribs and horn assembly for cracks.

12. Inspect fin for security and overall condition. Check tail skid for condition
and security. Check mounting of navigation lights for security and condition.
13. Refer to LYCOMING T5513A or B Series Operation and Maintenance
Manual, for sudden stoppage inspection requirements.

5-40 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
TIME INITIAL

5-22. OVERSPEED.

Overspeed is defined as any incident in which 110 percent main rotor rpm is
exceeded and/or engine overspeed limits in engine manufacturer's manual are
exceeded.

NOTE: Components removed from helicopter, following an overspeed, shall be

evaluated as an interrelated group. Annotate Historical Service Records that
reason for removal was Overspeed.
1. Perform overspeed inspection as follows:

a. Refer to engine manufacturer's inspection guide for engine overspeed and

inspection requirements.
b. Main rotor hub assembly.

(1) Remove main rotor hub. Remove main rotor blades.

(2) Perform an overhaul conditional evaluation inspection. (Refer to

BHT-205A1-CR&O-1.)Make an entry in component record to show that reason for
removal was Overspeed.
(3) Inspect main rotor blades retention bolts and drag brace bolts. (Refer to
BHT-205A1-CR&O-1.)

c. Main rotor blades.

(1) Inspect main rotor skin for wrinkles and deformation.

(2) Remove each rotor blade tip cap and inspect inertia weight for looseness.
Reinstall tip cap.

(3) If no discrepancies are found in inspections outlined in steps (1) and (2)
above, the main rotor can be retained in service.
(4) If discrepancies are found in step (1) and (2) above, return both blades
to an authorized blade repair station. Make an entry in component record to show
that reason for removal was Overspeed. Indicate percent and duration if
known.

Rev. 3 5-41
BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-22. OVERSPEED. (Cont) TIME INITIAL

d. Tail rotor hub and blades.

(1) Remove tail rotor hub and blade assembly.

(2) Remove tail rotor blades.

(3) Replace tail rotor blade retention bolts.

e. Tail rotor blades.

(1) Check for bond separations anywhere on the blade. If any separation
exists, scrap the blade.

(2) If any movement of the tip or root end balance weights has occurred,
scrap the blade.

(3) Check the retention bushings for evidence of looseness. If any bushing
is loose scrap the blade.

(4) If blades pass the above inspection requirement and no other

discrepancies exist, then retain the blade in service.

f. Remove and condemn only the 204-040-620-3 or -7 long tail rotor

driveshaft.
g. Perform a close inspection of the following components. If no visual damage
is found, the components may be retained in service.

(1) Main Transmission.

(2) Intermediate Gearbox.

(3) Tail Rotor Gearbox.

(4) Main Rotor Mast.

(5) Main Input Driveshaft.

(6) Tail Rotor Driveshaft Hangers.

(7) Stabilizer Bar.

(8) Swashplate.

(9) Scissors and Sleeve.

5-42 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-22. OVERSPEED. (Cont) TIME INITIAL

(10) Tail Rotor Hub.

(11) Tail Rotor Driveshaft (204-040-620-11).

h. Install a serviceable main rotor hub and blade assembly. Install serviceable
tail rotor blades. Balance and install tail rotor hub and blade assembly.

Rev. 3 5-43
BHT-205A1-MM-1

CONDITIONAL INSPECTION
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
TIME INITIAL

5-23. OVERTORQUE.

Overtorque is defined as any incident in which torsional loads are introduced into
the helicopter dynamic system in excess of established limits.

NOTE: Components removed from helicopter, following an overtorque, shall be

evaluated as an interrelated group. Annotate Historical Service Records that
reason for removal was Overtorque.

1. Refer to engine manufacturer's inspection guide for engine overtorque

inspection limits.

2. When overtorque has not exceeded 56 PSI perform thorough visual inspection
of the following components. If inspection does not reveal any discrepancies or
obvious damage to components, they may be retained in service.

b. Main Rotor Blades.

b. Tail Rotor Blades.

c. Main Rotor Hub.

d. Tail Rotor Hub.

e. Intermediate Gearbox.
f. Tail Rotor Gearbox.
g. Tail Rotor Driveshafts.

h. Tail Rotor Driveshaft Hangers.

i. Stabilizer Bar Assembly.

j. Swashplate.

k. Scissors and Sleeve Assembly.

1. Main Driveshaft.

5-44 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-23. OVERTORQUE. (Cont) TIME INITIAL

m. Mast.

n. Transmission.

3. When overtorque exceeds 56 PSI but does not exceed 61 PSI:

a. Perform thorough visual inspection of components listed in Step 2.

above.

b. Inspect main transmission chip detector.

c. Inspect main transmission internal filter and pump inlet screen.

d. If metal particles indicating internal failure are found, remove the

transmission for overhaul evaluation. Make entry in component record that reason
for removal was overtorque. Remove all transmission system oil lines and oil cooler.
Replace external oil filter element. Flush and reinstall lines. Install new oil cooler.
Tag old cooler, metal particle contaminated, and forward to overhaul
facility.
e. If chip detector, internal filter and pump inlet screen appear normal, and
there is no evidence of internal failure, operate the transmission for five hours,
then check chip detector, internal filter and pump inlet screen. If chip detector,
filter and screen inspection does not reveal particles, the transmission is
satisfactory for service. If metal particles are found or if there is an evidence of
internal failure, remove the transmission for overhaul evaluation. Clean oil lines,
replace oil cooler, replace external oil filter element and make record entries as
prescribed in preceding step d.

f. Replace main rotor hub pillow block bolts 204-011-171-1 (only), if

installed.

g. Remove fifth mount bolts, remove fifth mount. Perform a thorough

inspection of bolts and fifth mount support. Check for bent bolts and bent fifth
mount support. Check for proper bolt hole alignment between transmission and
fifth mount support. Install fifth mount.

4. When overtorque has exceeded 61 PSI:

a. Remove and condemn 204-040-600-3 or -7 long tail rotor driveshaft.

b. Return following components to an overhaul facility for overhaul

evaluation.

Rev. 3 5-45
BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-23. OVERTORQUE. (Cont) TIME INITIAL

(1) Transmission.

(2) Main Driveshaft.

(3) Main Rotor Hub.

(4) Mast.

(5) Perform thorough visual inspection of other components outlined in step

2., above.

c. Remove fifth mount bolts, remove fifth mount. Perform a thorough

inspection of bolts and fifth mount support. Check for bent bolts and bent fifth
mount support. Check for proper bolt hole alignment between transmission and
fifth mount support. Install fifth mount.

d. Install serviceable components.

NOTE: Component removal record of dynamic components shall reflect

overtorque as reason for removal.

5-46 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
TIME INITIAL

5-24. COMPRESSOR STALL OR SURGE.

Engine compressor stall or surge is characterized by a sharp rumble or a series of
load sharp reports, severe engine vibration and a rapid rise in exhaust gas
temperature (EGT), depending on severity of surge. When a surge has been
reported, progressively perform steps 1., 2., and 3., as indicated by discrepant
conditions.
NOTE: Components removed from a helicopter, following a compressor stall or
surge, shall be evaluated as an interrelated group. Annotate Historical Service
Records that reason for removal was Compressor Stall.
Discuss circumstances ofreported compressor stall with pilot. Determine N1 speed
at which reported stall occurred. Check helicopter and engine log for any pertinent
history.
1. Power plant.
a. Examine inlet screen for blockage.
b. Inspect the engine in accordance with engine manufacturer's inspection
guide.
c. If compressor is dirty, wash per approved engine manufacturer's method.
2. Power train.
a. If compressor stall occurs below 85 percent N1 speed, comply with the
following steps (1) and (2).
(1) Remove magnetic chip detectors from transmission, intermediate
gearbox and tail rotor gearbox, and inspect for metal particles.
(2) If no evidence of damage is found on tailboom vertical fin and no
indication of metal particles are found on chip detectors; clean chip detectors and
reinstall. Return helicopter to flight status and repeat chip detector inspection in
5 to 10 hours. If positive indication of damage is found on tailboom pylon or metal
chips are found on chip detectors, on initial or 5 to 10 hour inspection, comply with
steps b. (1) through (4).

Rev. 3 5-47
BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-24. COMPRESSOR STALL OR SURGE. (Cont) TIME INITIAL
b. If compressor stall occurs at 85 percent N1 or above, comply with the
following steps (1) through (4) and 3.

(1) Remove and condemn 204-040-620-3 and -7 long tail rotor driveshaft.

(2) Remove tail rotor gearbox from helicopter and remove input quill.
Inspect gear teeth on pinion and gear for damage with a 10 power glass. If no
evidence of scoring or scuffing is found and there is no other damage that would
render the gearbox unserviceable, it may be reassembled and reinstalled for
continued use. If gear teeth are scored or scuffed or there is other damage that
would render gearbox unserviceable, replace gearbox.

(3) Remove input and output drive quill from intermediate gearbox and
inspect gear teeth on pinion and gear for damage with a 10 power glass. If no
evidence of scoring or scuffing is found and there is no mechanical damage that
would render gearbox unserviceable, reassemble and return to service. If gear
teeth are scuffed or scored or gearbox has sustained other damage, replace
gearbox.

(4) Remove the tail rotor drive quill from the transmission and inspect the
gear teeth for damage with a 10 power glass. If there is no indication of scoring or
scuffing and there is no other damage that would render the transmission
unserviceable, it is suitable for continued use. If gear teeth are scored or scuffed
there is other damage that would render the transmission unserviceable,replace
transmission and comply with step (5).

(5) If transmission is replaced, the tail rotor bearing hanger and tail rotor
hub and blade must also be replaced and procedures outlined in steps (a) through
(e) performed.

NOTE: Perform an overhaul evaluation on tail rotor hub and blade in accordance
with BHT-205A1-CR&O-1.Make an entry in component record to show that reason
for removal was compressor stall.

(a) Remove inboard and outboard drag brace bolts. Check bolts for
deformation, and perform a magnetic particle inspection. If satisfactory, return to
service.

5-48 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-24. COMPRESSOR STALL OR SURGE. (Cont) TIME INITIAL

(b) Visually inspect stabilizer bar outer tubes for bending. (Allowable
deflection is 0.150 inch in each tube.)

(c) Remove main rotor pillow blocks from main rotor yoke and check for
deformation of bushings and bushing holes in pillow blocks and yoke.

(d) Perform close visual inspection of all other main rotor components.

(e) If any discrepancies are noted as a result of inspection in steps (a)

through (d), remove and replace main rotor hub and blade assembly, stabilizer bar
assembly, and mast assembly. Removed assemblies shall have an overhaul
evaluation performed. (Refer to BHT-205A1-CR&O-1.) Make an entry in
component records to show that reason for removal was Compressor Stall.
3. Airframe.

a. Check tailboom vertical fin for evidence of damaged skin panels and/or
structure and rivets for looseness and/or sheared heads. If inspection indications
of damage return helicopter to service. If positive evidence of damage is found
comply with steps b. through e.
b. Remove skin from tailboom vertical fin adjacent to tail rotor gearbox
mounting.Inspectall support structures in this area and repair as required. Install
new skin.

c. Make close visual inspection of complete tailboom structure for distortion,

buckles, skin cracks and sheared or loose rivets, paying particular attention to
tailboom attachment points at fuselage station 195 and adjacent fuselage to
tailboomstructure and intermediate gearbox support structure.
d. Make close visual inspection of main pylon support and engine mount
attachment structure for distortion buckles, cracks, sheared or loose rivets, etc.

e. If discrepancies found during inspection in steps b., c., and d. cannot be

repaired by FAA Advisory Circular 43.13-1 standard procedures, replace
discrepant assembly.

Rev. 3 5-49
BHT-205A1-MM-1

CONDITIONAL INSPECTION
REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

Date Signature HELICOPTER HOURS

COMPONENT
TIME INITIAL

5-25. LIGHTNING STRIKES.

NOTE: In all instances below, if significant damage has been found in any area,
inspection shall be expanded in those areas until it extends beyond zone of damage.
Any damage found anywhere on helicopter shall be recorded in detail and copies
of these records shall be provided along with any component returned for overhaul
to assist overhauling facility in evaluating component.
When helicopter is suspected of receiving a lightning strike, the following
precautions shall be as follows:
1. Visually inspect all external surfaces with particular attention to main rotor
blades, stabilizer bar, swashplate, scissor and sleeve, transmission, mast assembly,
tail rotor hub and blades, tail rotor gearboxes, vertical fin, and elevator. Check
electrical instruments and systems. Verify magnetic compass accuracy. (Refer to
paragraph 5-26.)
2. If visual indications of damage are present, proceed as follows:
a. Remove main rotor blades and visually inspect. If blades show any of the
following indications, scrap blades.
(1) Inspect blades for signs of burns. Burn marks can be very minute.
(2) Inspect blades for debond in all bonded areas.
b. Remove main rotor hub and forward to an overhaul facility for overhaul.
Tag hub stating State Lighting Strike as reason for removal. Inspect main rotor
hub and rotating controls for indication of arcing or burning.
c. Remove main driveshaft for inspection. If the main driveshaft has crowned-
tooth couplings, accomplish following steps (1), and (2). If the main driveshaft has
flex-frame couplings, proceed to step (3).
(1) Disassemble couplings to the extent required to lubricate. Clean
couplings with solvent (C-304).
(2) Visually inspect couplings for any evidence of arc burning or pitting. Pay
special attention to tips, roots, and profiles of male and female coupling teeth. Any
evidence of arc burning or pitting is cause for rejection.

5-50 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-25. LIGHTNING STRIKES. (Cont) TIME INITIAL

(3) Remove flex-frame coupling driveshaft and return it to Bell Helicopter

Textron, Fort Worth, Texas for evaluation. Do not disassemble the couplings.

d. Remove the tail rotor output coupling from the main transmission
assembly and all other crown-tooth couplings from the tail rotor drive system for
inspection.

(1) Disassemble to same extent required for coupling repack and clean
couplings.

(2) Visually inspect couplings for any evidence of arc burning or pitting. Pay
special attention to the tips, roots, and profiles of male and female coupling teeth.
Any evidence of arc burning or pitting is cause for rejection.

e. If main rotor hub and blades, main driveshafts, or tail rotor output coupling
exhibit evidence of damage which can be attributed to a lightning strike, remove
transmission and mast assembly for overhaul. Tag components stating Lightning
Strike as reason for removal. (Refer to BHT-205A1-CR&O-1.) If no evidence of
damage is noted on above mentioned components, partially remove and inspect
main transmission as follows:

(1) Remove and inspect all transmission chip detectors and debris monitor.
(Refer to Chapter 66.)

(2) If any evidence of arc burning or pitting is noted, or excessive debris is

found, remove transmission and mast assembly for overhaul. Tag components
stating Lightning Strike as reason for removal.

(3) If no evidence of arc burning or pittingis noted, ground run light on skids
for one hour. Inspect chip detectors and remove and inspect oil filter or debris
monitor. Repeat these inspections after accumulating 5 flight hours but prior to 10
flight hours.

f. Inspect tail rotor hub and blades. Scrap blades if indications of burns or
debonding are present. Remove tail rotor hub for overhaul. Tag hub stating
Lightning Strike as reason for removal. (Refer to BHT-205A1-CR&O-1.)

g. Remove and inspect tail rotor and intermediate gearbox chip detectors.

h. If the tail rotor hub and blades, or tail rotor couplings exhibit evidence of
damage which can be attributed to a lightning strike, or excessive debris is found
on chip detectors, remove tail rotor and intermediate gearboxes and tail rotor
driveshaft hangers for overhaul. Tag components stating Lightning Strike as
reason for removal. Additionally, the tail rotor driveshafts and attaching hardware
shall be visually inspected for evidence of arc burns or pitting. Any evidence of arc
burning or pitting is cause for rejection.

Rev. 3 5-51
BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-25. LIGHTNING STRIKES. (Cont) TIME INITIAL

i. If no evidence of arc burning or pitting is noted, operate helicopter light on

skids for one hour. Inspect chip detectors. Repeat this inspection after
accumulating 5 flight hours but prior to 10 flight hours.
3. If no visual indications of damage are present, proceed as follows:

a. Remove and inspect all transmission chip detectors.

(1) If excessive debris is found on chip detectors, remove transmission and

mast assembly for overhaul.

(2) If little or no debris is found, operate helicopter light on skids for one
hour. Inspect chip detectors and remove and inspect oil filter or debris monitor.
Repeat these inspections after accumulating 5 flight hours but prior to 10 flight
hours.
b. Remove main rotor hub assembly and remove grips. (Refer to
BHT-205A1-CR&O-1.)

(1) Visually inspect bearings for signs of electrical arcing, burning, or

delamination.

(2) Visually inspect pitch change links at drive assembly connections for
arcing burns.

(3) If indications of arcing or burning are present, overhaul main rotor hub,
stabilizer bar, and drive assembly. Replace affected pitch change links and
attaching hardware.
(4) If no indications are found, assemble main rotor hub.

4. Prior to first flight after a suspected or confirmed lightning strike, verify

proper function of all drive system component chip detectors as follows:

a. Remove electrical connector from chip detector.

b. Remove chip detector and reinstall connector.

5-52 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-25. LIGHTNING STRIKES. (Cont) TIME INITIAL

c. With helicopter electrical power on, bridge chip detector gap with a clean
conductive object (screwdriver).

d. Verify proper indication on the CHIP indicator panel and caution panel.
Verify illumination of MASTER CAUTION light.

e. Using a single strand of steel wool to bridge gap of one chip detector, verify
proper function of chip burn off system.

f. Make repairs as required.

5. When established lightning has struck helicopter, inspections of electrical

and instrument systems which follow are mandatory to ensure safety of flight:

a. Inspect all electrical wiring, bundles, and connectors for burning or

electrical arcing. Unplug all connectors and inspect pins and housing for electrical
arcing or burning. Inspect interior of all circuit breaker panels for burning or
electrical arcing. Replace any wires, connectors, or circuit breakers found to be
damaged.
b. Inspect main rotor blade and control links, transmission system,
driveshafts, gearboxes, and tailboom structure for magnetization. Using a
magnetometer with a range no larger than 5 gauss, place arrow or red dot
(depending on magnetometer model) within 0.5 in. of item being checked and point
it directly at item. If any items or components have a reading greater than one
gauss, those items shall be degaussed.

NOTE: Do not test chip detectors for magnetization. If transmission or gearbox

magnetic readings are greater than one gauss near chip detector, remove chip
detector from housing and repeat test.

c. Remove and bench test voltage regulator(s). Operationally check DC

generator, starter-generator, and inverter(s) for proper operation. Visually inspect
generator, starter-generator, and inverter(s) for burns or electrical arcing. If
damaged, remove for internal inspection and bench test.

d. Perform operational check of bussing system.

e. Inspect transmission and tail rotor and intermediate gearbox chip
detectors for proper operation. Remove chip detectors found inoperative.
f. Perform operational check of interior and exterior lighting system. Replace
lamps, bulbs, and lighting assemblies as required.

Rev. 3 5-53
BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
5-25. LIGHTNING STRIKES. (Cont) TIME INITIAL

g. Perform operational check on all instruments. Remove and repair/replace

instruments and sensor found to be defective.

h. Perform operational check on all caution messages for proper operation.

6. When it has been established that lightning has struck the helicopter,the
inspections of structure which follow are mandatory to ensure safety of flight:

NOTE: Arcing damage on metal components of airframe structure, when cleaned

out to twice its visible depth, shall be treated as mechanical damage and damage
limits establishes repairability and/or scrap of component. Any other structural
damage - tears, voids, rupture, etc., directly or indirectly related to lightning
strike shall be treated as mechanical damage, also.

a. Check sandwich panels in suspect areas for voids or debond. If damage is

apparent, proceed with normal repair procedures.

b. Check fixed controls and support system components for possible

arcing damage. Bearings in rod ends, bellcranks, and supports should be most
susceptible to arcing damage. Check bearings for smooth rotation. Visibly inspect
attaching hardware of support for signs of lightning damage, damaged finish
and/or burns. If damage is evident, remove supports and inspect mounting holes
and mating surfaces for arcing damage. Arcing damages shall be blended out to
twice its visible depth, and repaired damages shall not exceed mechanical damage
limits.

c. When apparent lightning has grounded through skid landing gear, remove
entire landing gear assembly and inspect crosstubes and airframe support fittings
for possible arcing damage; specifically, inspect attaching holes and mating
surfaces of the crosstubes directly beneath landing gear bearing/retaining
supports. Clean out arcing damage to twice its visible depth. The damage, after
cleanup, shall not exceed allowable mechanical damage limits.

d. Any airframe metal parts not specifically identified above, but are suspect,
shall be noted in maintenance log and shall be reinspected prior to next 100 hours
of flight.

7. Inspect avionics systems:

a. Perform standard proflight test on all avionics systems. If system does not
function properly, make necessary repairs.

b. Inspect antennas for damage. If damaged, repair and make VSWR

measurements as necessary or replace.

5-54 Rev. 3
 BHT-205A1-MM-1

CONDITIONAL INSPECTION

REGISTRATION NO.

INITIAL ITEMS FOR AIRWORTHINESS

COMPONENT
TIME INITIAL

5-26. MAGNETIC COMPASS MALFUNCTION.

1. Check magnetic compass for accuracy. If excessive error is indicated, the

compass must be calibrated using standard compensating methods.
2. After compensating, and while still on the compass rose, swing for residual
deviations on 12 symmetrical headings (each 30-degrees). Record compass
readings on a compass correction card and install in compass card holder.

Rev. 3 5-55/5-56
 BHT-205A1-MM-1

DIMENSIONS AND CHARTS

TABLE OF CONTENTS

Paragraph Page
Number Title Number
6-1 Principal dimensions 6-2
6-2 Stations, waterlines, and buttock lines 6-2

LIST OF FIGURES

Figure Page
Number Title Number
6-1 Principal Dimensions................................................... 6-3
6-2 Station Diagram ................................. ............ 6-4

6-1
BHT-205A1-MM-1

DIMENSIONS AND CHARTS

6-1. PRINCIPAL DIMENSIONS. 6-2. STATIONS, WATERLINES, AND

BUTTOCK LINES.

1. Stations (STA) are vertical planes

Refer to figure 6-1for principal dimensions of the perpendicular to, and measured along, the
helicopter. All height dimensions must be longitudinal axis of the helicopter.
considered approximate, due to variations in
loading and alighting gear deflection. With Several stations are marked under the cargo door
ground handling wheels installed and fully opening. Figure 6-2shows station designations for
extended, height will be increased by five inches. various recognizable features of the airframe, from
which locations can be measured. An additional
set of boom stations (BS) is shown for the tailboom,
measured along its centerline (HORIZCL BOOM),
Height (WL 0.00 to top of cabin) 6 ft. 8.13 in. because this component is mounted at an angle to
Height (ground line to top of cabin a waterline (horizontal plane). Stations on the
(approximate dependent on gross main rotor and tail rotor are not shown, but can be
weight) 7 ft. 6.35 in. measured from the center of the rotor hub outward
Width (of skid gear at design along each blade.
gross weight) 9 ft. 0.2 in.
Length (forward side of cabin 2. Waterlines (WL) are horizontal planes
to aft end of tail rotor) 44 ft. 10.0 in. perpendicular to, and measured along, the vertical
Main rotor disc diameter 48 ft. 0.0 in. axis of the helicopter. Waterline (O) is a plane
Tail rotor disc diameter 8 ft. 6.0 in. usually below the lowest point on the fuselage of
Elevator span 9 ft. 4.3 in. the helicopter.
Height (ground line to tip of tail
rotor blade in extreme vertical 3. Buttock (BL) lines are vertical planes
position) 14 ft. 8.20 in. perpendicular to, and measured to the left and
Stabilizer bar disc diameter 9 ft. 0.5 in. right, along the lateral axis of the helicopter.
Length (forward side of cabin to tip 41 ft. 6.32 in. Buttock line (0) is the plane at the vertical
of tail skid) centerline of the helicopter.

6-2
 BHT-205A1-MM-1

57 ft. 0.67 in.

205470-17C

Figure 6-1. Principal dimensions

6-3
BHT-205A1-MM-1

133.048

TRANS 166.06

481.838

205900-1065-2

Figure 6-2. Station diagram (Sheet 1 of 2)

6-4
 BHT-205A1-MM-1

BI 10.50

205900-1065-1

Figure 6-2. Station diagram (Sheet 2 of 2)

6-5/6-6
 BHT-205A1-MM-1

LIFTING AND JACKING

TABLE OF CONTENTS

Paragraph Page
Number Title Number

7-1 Lifting and jacking ..................................................... 7-2

7-2 Lifting the complete helicopter ........................................... 7-2
7-3 Lifting the tailboom only ................................................ 7-2
7-4 Jacking .............................................................. 7-2

LIST OF FIGURES

Figure Page
Number Title Number

7-1 Jacking ............................................................ 7-3

7-1
BHT-205A1-MM-1
LIFTING AND JACKING
7-1. LIFTING AND JACKING.
7-2. LIFTINGTHE COMPLETEHELICOPTER.
TOOLS REQUIRED
204-011-178 Hoisting Clevis
1. Attach a 204-011-178hoisting clevis, or
equivalent, to the eyeprovided on the retaining nut
at the top of the main rotor mast. Connect a
suitable hoist and take up the slack.
2. Station a man at the tail skid to steady the
helicopter while hoisting. If lifting beyond reach
from the ground, use a rope to steady helicopter.
3. Hoist slowly with a constant lifting force.
4. If transmission has been removed, attach
hoist at pylon liftlink and apply same procedure to
lift helicopter.
7-3. LIFTINGTHE TAILBOOMONLY.
Hoist the tailboom as a separate component with a
sling positioned at the boom CG. Use a sling
manufactured from belting material. Position a
man at each end of the tailboom to steady boom in
the sling.
7-4. JACKING.
TOOLS REQUIRED
Hydraulic Jacks (4)
CAUTION:A HOIST MUST BE USEDTO RAISE
HELICOPTER CLEAR OF LANDING GEAR
WHEN REMOVING LANDING GEAR.
7-2
PERSONNEL SHALL NOT CRAWL INTO OR
ONTO THE HELICOPTER WHILE IT IS BEING
RAISED OR WHILE SUPPORTED ON JACKS.
AREA SHALL BE ROPED OFF AND WARNING
SIGNS DISPLAYED, "THIS HELICOPTER IS
ON JACKS".
1. Raising The Helicopter.
NOTE:When conditions require thatthe helicopter
be placed on jacks when in an unsheltered area,
the followingprecautions shall be observed.(Refer
to figure 7-1.)
CAUTION:DO NOT PLACE HELICOPTER ON
JACKS IF WIND VELOCITY EXCEEDS 20
KNOTS. HEAD HELICOPTER INTO THE
PREVAILING WIND.
PROVIDE SUITABLE SURFACE FOR THE
JACKS TO REST ON (LEVEL HARDSURFACE
OR EQUIVALENT).
a. Tie down main rotor blade.
b. Place four hydraulic jacks in their
respective positions under jack point fittings.
c. Operate jack handles slowly, four
positions, being careful to keep helicopter level, as
it is raised to the desired height.
2. Lowering The Helicopter.
a. Slowly and carefully lower the four jacks
simultaneously.
b. Remove jacks and other equipment from
area.
c. Check and secure any equipment that was
moved due to the jacking operation.
 BHT-205A 1-MM-1

N
1. Forward Jack Fitting (2)
2. Aft Jack Fitting (2)

205030-79A

Figure 7-1. Jacking

7-3/7-4
 BHT-205A1-MM-1

LEVELING AND WEIGHT AND BALANCE

TABLE OF CONTENTS

Paragraph Page
Number Title Number

8-1 Leveling.............................................................. 8-2

8-2 Weight and balance .................................................... 8-3
8-3 Weighing ............................................................. 8-3
8-4 Determining center of gravity location ..................................... 8-3
8-5 Determining amount of ballast required .................................... 8-4
8-6 Weight empty center of gravity
charts
- kits.................................... .................... . 8-4
8-7 Nose ballast installation and removal ...................................... 8-8
8-8 Tail skid ballast installation and removal ................................... 8-10
8-9 Weight and balance sample problem ....................................... 8-10

LIST OF FIGURES

Figure Page
Number Title Number

8-1 Leveling..... .... .... ......................................... 8-2

8-2 Weight and balance .................................................... 8-4
8-3 Weight empty center of gravity chart ...................................... 8-5
8-4 Weight empty center of gravity chart
with 205-706-044 fuel tank .............................................. 8-6
8-5 Weight empty center of gravity chart
with 205-706-045 fuel tank .............................................. 8-7
8-6 Weight empty center of gravity chart
with 204-706-053float ................................................. 8-8
8-7 Nose ballast .......................................................... 8-9
8-8 Tail skid ballast ....................................................... 8-11
8-9 Actual weight record sample ............................................. 8-12

8-1
BHT-205A1-MM-1

LEVELING
8-1. LEVELING.
NOTE:A leveling plate (3, figure 8-1) graduated in
increments of one quarter of a degree is located on
the cabin floor just inside the left passenger cargo
door. A slotted hole in the door frame is provided
for suspension of a plumb bob (2).
1. Hang the plumb bob (2) from the plumb box
attach point (1), slotted hole in the doorframe in
such a manner that the point of the plumb bob is
just above the leveling plate (3)on the cabin floor.
2. Level the helicopter fore and aft, and
laterally, by adjusting the four jacks to bring the
point of the plumb bob exactly over the point where
the two lines intersect at zero degrees on the
leveling plate.

1. Plumb Bob Attach Point

2. Plumb Bob
3. Leveling Plate

205030-1049

Figure 8-1. Leveling

8-2

WEIGHT AND BALANCE
8-2. WEIGHT AND BALANCE.
The center of gravity (CG) is considered to be the
balancing point of a body for weight and balance
purposes. The helicopter can be compared to a
pendulum, the point of suspension being where the
main rotor hub intersects the mast and the pendulum
weight being the helicopter. If the pendulum weight
is allowed to stop, it will come to rest directly below
the suspension point. For example: If the CG of a
helicopter is aft of the hub-mast intersection, the
helicopter will be tail-down in flight. The pilot can
correct this condition by moving the cyclic control
stick forward. If the required movement of the stick
is great enough, the pilot will have used all available
control, thus limiting maneuverability and forward
speed. Since such loss of maneuverability is unsafe,
care must always be taken to keep the helicopter
center of gravity within operational limits. Moving the
CG is accomplished by adding or removing ballast.
CAUTION: THE EMPTY CENTER OF GRAVITY
CHARTS ARE PRESENTED AS A GUIDE TO
PROPERLY BALLAST THE HELICOPTER. IF
HELICOPTER CANNOT BE BALANCED WITHIN
THESE RESTRICTIONS, THE GROSS WEIGHT
VERSUS CENTER OF GRAVITY LIMITS
PRESENTED IN THE FLIGHT MANUAL SHALL
NOT BE EXCEEDED.
NOTE: For additional weight and balance
information, operators in territorial United States
shall refer to FAR 29. Operators outside territorial
United States shall refer to information issued by the
licensing authority.
NOTE: Weight empty charts are to be used with
standard seating only.
If no weight empty chart is available for the
configuration required or if the center of gravity is
forward of the desired range shown, compute most
forward and most aft center of gravity making sure
both are within the flight limits. Adjust ballast to
ensure this situation exists.
8-3. WEIGHING.
The helicopter should be weighed in a configuration
as near Weight Empty as possible.
BHT-205A1-MM-1
NOTE: Weight Empty condition is the basic
helicopter together with seats, ballast, special
equipment, transmission oil and hydraulic fluid,
unusable fuel, and undrainable oil. Refer to FAR 29.
5. All kits, transmission oil and hydraulic fluid
can remain aboard.
6. Ensure that baggage compartment is empty.
7. Scale accuracy should be plus or minus one
pound.
8. Position the scales in an approximately level
area, and check them for proper adjustment to the
zero position.
NOTE: Weighing should not be attempted
out-of-doors or in an open building because of the
adverse effect of wind, flapping rotors and body sway.
9. Position a scale and jack assembly under each
jack pad or under each forward jack pad and one aft
jack pad and raise helicopter clear of the floor.
10. Level helicopter.
11. Balance each scale and record its reading.
12. Lower helicopter to surface, and weight jacks,
blocks, and any other equipment used between scales
and helicopter. Deduct this weight (tare) from actual
(first) scale readings to obtain net scale weights.
13. Total As Weighed weight is the sum of the
individual net scale weights.
8-4. DETERMINING CENTER OF GRAVITY
LOCATION.
1. The distance from fuselage station 0 to a line
through the centers of forward jack pads is called the
forward arm, and the distance from fuselage station
0 to a line through the center of the aft jack pads is
called the aft arm. The forward arm is 61.69 inches
and the aft arm is 211.58 inches. (Refer to figure 8-2.)
2. Multiply the total net weight of the forward
scales by the forward arm. The products is called the
forward moment and is expressed in inch-pounds.
Rev. 3 8-3
BHT-205A1 -MM-1

23 74 166 241 479.4

FUSSTA61.69
205900-1045

Figure 8-2. Weight and balance

3. Multiply the total net weight of the aft scales a. 205-706-044AuxiliaryFuel.

by the aft arm. This is the aft moment in inch-
pounds. b. 205-706-045 Auxiliary Fuel.

4. Add the forward and aft moments and divide c. 205-706-050 Floats.
by the total As Weighed weight. The quotient is the
helicopter As Weighed CG in inches aft of fuselage
station 0. NOTE: Refer to paragraph 8-6 for weight empty
center of gravity charts that are applicable when
NOTE:The above procedure may be stated in above listed kits are installed.
equation form as follows:
8-6. WEIGHT EMPTY CENTER OF
(Net Wt. Fwd Scales) (61.69) + GRAVITY CHARTS - KITS.
(Net Wt. Aft Scales) (211.58)
1.
When any of the following kits are installed,
Total Net (As Weighed) Weight the applicable referenced center of gravity chart
shall be used.
8-5. DETERMINING AMOUNT OF NOTE: Actual Weight Empty Center of Gravity
BALLASTREQUIRED. can fall anywhere between aft and forward limit.

1. Weight empty center of gravity chart, figure a. 205-706-044Auxiliary Fuel, figure 8-4.
8-3,is to be used for all configurations except when
following kits are installed. b. 205-706-045Auxiliary Fuel, figure 8-5.

8-4
 BHT-205A1-MM-1

SKID GEAR OR 205-706-050 FLOATS

5900

5800-
AFT LIMIT

FORWARD LIMIT

5600

5500

5400

5000
5200
141 142 143 144 145

CENTER OF GRAVITY, FUSELAGE STATION

205900-239A
NOTE: DO NOT USE WHEN 204-706-053 FLOATS ARE INSTALLED.

Figure 8-3. Weight empty center of gravity chart

8-5
BHT-205A1-MM-1

SKID GEAR OR 205-706-050 FLOATS

5900

5800
AFT LIMIT

5700
FORWARD LIMIT

5100

5000
141 142 143 144 145

CENTER OF GRAVITY, FUSELAGE STATION

205900-1064A

NOTE: DO NOT USE WHEN 204-706-053 FLOATS ARE INSTALLED.

Figure 8-4. Weight empty center of gravity chart with 205-706-044 fuel tank

8-6
 BHT-205A1-MM-1

SKID GEAR OR 205-706-050 FLOATS

5800

AFT LIMIT

5700
FORWARD LIMIT

5600

5500

5400

5300

5200

5100

5000
141 142 143 144

CENTER OF GRAVITY, FUSELAGE STATION

NOTE: DO NOT USE WHEN 204-706-053 FLOATS ARE INSTALLED

205900-1067A

Figure8-5. Weight empty center of gravity chart with 205-706-045 fuel tank

8-7
BHT-205A1-MM-1

c. 204-706-053Floats, figure 8-6. 2. If ballast weight must be added, refer to

figure 8-7to determine allowable number of ballast
2. Use applicable Service Instructions for plates in each location. Inspect nose compartment
ballast instructions. to determine where additional ballast plates may
be added.
8-7. NOSE BALLAST INSTALLATION AND
REMOVAL.
3. If ballast weight must be removed, inspect
1. Determine amount of ballast to be added or nose compartment to determine locations where
removed and the moment arm. ballast weight plates may be removed.

204-706-053 FLOATS

5900

5800
AFT LIMIT

5700
FORWARD LIMIT

5600

5500

5300
5200

5100

5000
141 142 143 144 145

CENTER OF GRAVITY FUSELAGE STATION

205900-1068A

Figure 8-6. Weight empty center of gravity with 204-706-053 float

8-8
 BHT-205A1-MM-1

STA STA RBL RBL

8.55 20.05 10.50 2.00

BRIGHTSIDE
LBL MAX)

LOWER SHELF
The following list provides the ballast plate part number, the unit weight of the
plate, the longitudinal arm and lateral arm of the plate, and the maximum
number of plates allowed at each location.

Part Number Wt. Longitudinal Lateral Arm Max.

Arm (-) L
(+) R
205-032-183-1 12.2 3.4 - 4.2 3
205-032-183-5 4.1 0.3 + 1.7 3
205-032-183-7 3.9 6.2 + 1.7 3
205-032-183-11 9.4 4.6 + 6.2 2
205-032-183-13 fwd 10.0 6.1 + 6.2 2
205-032-183-13 aft 10.0 15.8 - 4.2 4
205-032-183-19 11.7 5.9 -6.6 5
205-032-183-21 7.1 5.9 - 0.4 5
205-032-183-23 6.9 6.1 + 8.1 5
205-032-183-15 7.9 16.8 - 4.2 5
205-032-183-17 4.9 17.1 + 6.3 5

UPPER SHELF AFT PLATE

CENTER
SHELF FWD PLATE

LOWER SHELF

NOSE BALLAST LOCATION

NOTE: VIEW LOOKING AFT
The ballast locations shown are locations that ballast may be installed. Some
locations shown may have equipment installed and therefore ballast cannot be
installed in all locations shown. 205032-7E
205-032-183

Figure 8-7. Nose ballast

8-9
BHT-205A1 -MM-1

CAUTION:MAXIMUMBALLASTWEIGHT ON desired amount required by the weight and

NOSE SHELVES NOT TO EXCEED 175 POUNDS. balance check.
HOWEVER, THE FOLLOWING EQUIPMENT, OR
BALLAST IN LIEU OF THE RADIO, MAY BE NOTE: Ballast weights (2 and 3) must be installed
CARRIED IN ADDITION TO THE 175 POUNDS. in combination with washers (1) and clamps (4) on
UHF TRANSCEIVER (ARC-51) 31.0 LBS. the tail skid (5). (Refer to figure 8-8.)
OMNI RECEIVER (ARN-82) 10.8 LBS.
ADF RECEIVER (KDF-805) 5.0 LBS. 4. Ballast, when required, should be installed
ATC TRANSPONDER(KXP-755) 5.2 LBS. on that portion of the tail skid located inside the
VOR/LOC RECEIVER (KNR-632) 5.7 LBS. tailboom, as depicted in figure 8-8 or inside tail
skid.
4. Remove electrical equipment, as required.
Remove or add required number of ballast plates. NOTE: When ballast is installed inside tail skid,
Use screws of correct length to properly secure tail skid must be filled completely full,
ballast plates. Reinstall electrical equipment. approximately 15 pounds.

NOTE:The part number and the weight value is
impression stamped on each ballast plate.
8-8. TAIL SKID BALLAST INSTALLATION
AND REMOVAL.
1. Installation of equipment at forward
stations and nose of the helicopter may require the
addition of ballast (2 and 3, figure 8-8) and/or
inside tail skid (5).
2. On installation of equipment, a weight and
balance check must be accomplished. Ballast
required to correctly locate the center of gravity
should be installed on or in the tail skid (5).
3. Ballast may be added to a maximum of 50
pounds on and in the tail skid (5).Ballast weights
should be installed in a combination to provide the
5. Install ballast inside tail skid as follows:
a. Remove, weigh and record tail skid weight.
b. Remove phenolic plug from forward end of
tail skid.
c. Completely fill tail skid with lead shot.
d. Install phenolic plug in forward end of tail
skid and reweigh tail skid. Determine amount of
ballast added (subtract tail skid empty weight from
filled tail skid weight). Stencil forward end of tail
skid, and inboard side of each tail skid access panel
with actual pounds of ballast added.
e. Install tail skid.
f. Add additional ballast, as required, not to
exceed 50 pounds total ballast.

8-9. WEIGHT AND BALANCE SAMPLE PROBLEM.

The sample Actual Weight Record,figure 8-9,can be used as a guide to followa helicopter from weighing to
weight and balance check with intermediate steps to change Weight Empty configuration.
The As Weighed condition described in paragraph 8-3 is shown in the block at the top of the Actual Weight
Record. The Net weight is the Scale Weight less Tare.

Center of gravity determination, paragraph 8-4,is shown directly below the As Weighed block.
This helicopter is assumed to be dry so that all Weight Empty fluids must be added in determining Derived
Weight. These fluids include hydraulic fluid and all transmission and gearbox oils together with unusable
fuel and undrainable engine oil. This helicopter was weighed without seats so they too are added. These
items added to the As Weighed comprise the Derived Weight and CG to be used in determining ballast

8-10
 BHT-205A1-MM-1

1. 204-071-566-5 Washer (4)

2. 204-071-566-3 Ballast (2)
3. 204-071-566-1Ballast (3) Nominal Weight Each 6.3 Pounds
4. 204-040-811-1 Clamp (6)
5. Tail Skid
6. Tail Boom 204050-30
7. Center of Ballast Location, Approximately F.S. 441.0
8. Center of Gravity for Lead Shot, Approximately F.S. 457.0

Figure 8-8. Tail skid ballast

required. The Derived Weight 5546.9 pounds and the CG is F.S.145.67. Using the formula in paragraph 8-4,
step 4 we find.

5546.9 (Required CG - 145.67)

Ballast =
Ballast Arm -Required CG
The required CG is located by using figure 8-3. A reasonable Ballast Arm is 5.9 Thus:

5546.9 (144.35 - 145.67) 5546.9 (-1.32)

Ballast = = 53 lbs.
5.9 - 144.35 -138.45

The amount of ballast used must not be less than the amount necessary to assure satisfactory CG location. A
check of the ballast shows that four 205-032-183-19 plates and one 205-032-183-23 plate weigh 53.7 pounds
and will be satisfactory. The Derived Weight and Moment plus Ballast Weight and Moment is Weight Empty
Weight and Moment. The Weight Empty Moment divided by Weight Empty Weight is Weight Empty CG. This
addition then indicates as shown that the helicopter weighs 5600.6 with a 144.33 CG. A recheck on figure 8-3
indicates a satisfactory operating condition.

8-11
BHT-205A1-MM-1

BELL HELICOPTER TEXTRON

ACTUAL WEIGHT RECORD
MODEL 205A-1
DATE WEIGHED SAMPLE SERIAL NUMBER 30---
SCALE READINGS SKID CONFIGURATION SCALE TARE NET

FORWARD JACKPOINT, F.S. 61.69 B.L. - 30.0 1861 25 1836

FORWARD JACKPOINT, F.S. 61.69 B.L.+30.0 440 25 415 IN LATERAL
CALCULATIONS
AFT JACKPOINT, F.S. 211.58 B.L. ±14.53 3075 50 3025 - IS LEFT
+ IS RIGHT
TOTAL 5376 100 5276
LONGITUDINAL C.G., AS WEIGHED
C.G. = 61.96(
2251 )+ 211.58 ( 3025 ) 779501 147.74
IN.
TOTAL WEIGHT 5276
LATERAL C.G., AS WEIGHED*
-30.0( 1836 ) +30.0 ( 415 ) +14.53 ( 3025 ) +1323
++0.25
C.G.
TOTAL WEIGHT 5276 0.25 IN.
IN.

LONGITUDINAL LATERAL*
WEIGHT EMPTY DERIVATION WEIGHT ARM MOMENT ARM MOMENT
AS WEIGHED 5276.0 147.74 779501 +0.25 +1323

ADD: UNUSABLE FUEL + 28.3 142.8 + 4041 0 0

UNDRAINABLE OIL + 6.6 191.0 + 1262 0 0
HYDRAULIC FLUID + 15.6 129.4 + 2018 -1.9 -30
TRANSMISSION & GEARBOX OIL + 26.6 169.4 + 4507 0 0
CREW SEATS + 73.6 56.0 + 4123 0 0
PASSENGER SEATS + 120.2 104.6 + 12578 0 0

BALLAST (SEE EQUIPMENT LIST) + 53.7 + 318 -253

WEIGHT EMPTY, SKID CONFIG. 5600.6 144.33 808348 +0.19 +1040
MOST FORWARD C.G.
+ PILOT AND COPILOT 340.0 47.0 15980 0 0
+ PASSENGERS(4), CTR. SEAT, 680.0 87.0 59160 0 0
FACING AFT
+ PASSENGERS (5), BACK SEAT. 850.0 117.0 99450 0 0
FACING FWD
+ OIL, ENGINE 25.1 175.2 4398 +26 +653
+ FUEL, MOST FORWARD 472.0 127.6 60227 0 0
7967.7 131.5 1047563 +0.2 +1693
MOST AFT C.G.
+ PILOT 170.0 47.0 7990 + 22 + 3740
+ OIL, ENGINE 25.1 175.2 4398 + 26 + 653
+ FUEL 1409.2 153.3 216066 0 0

7204.9 143.9 1036802 +0.8 + 5433

205A1-M-8-9

Figure 8-9. Actual weight record sample

8-12 Rev. 3
 BHT-205A1-MM-1

Further calculations on the Actual Weight Record will confirm that operation is within the flight limits.
Sample flight calculations demonstrating fuel burn, off-loading passengers, etc., are presented in Model
205A-1Flight Manual, Section VI. A different Weight Empty and CG was used but the principle is the
same.
The configuration of the helicopter will probably change several times due to addition of kits, engine change,
etc. These changes must be documented and a current Weight Empty and CG must be available at all times.
The following demonstrates steps necessary when changes are made.

We will now add dual controls, copilot instruments, and rotor brake.

Weight Longitudinal Lateral

Previous Weight Empty 5600.6 144.33 808348 +0.19 +1040
Add: Dual Controls +15.5 28.6 +443 -29.5 -458
Copilot Instruments +19.5 32.1 +625 -7.2 -140
Rotor Brake +28.7 113.5 +3253 -2.4 -67
Derived Weight 5664.3 143.47 812669 +0.07 +375
A check on figure 8-3 shows the CG to be satisfactory but indicates a possible ballast removal. The ballast
computation formula may be used or trial and error is acceptable. In this case, the removal of 36 pounds is
allowable or three 205-032-183-19 plates.

Ballast -35.1 5.9 -207 -6.6 +232

Weight Empty 5629.2 144.32 812462 +0.11 +607

A recheck on figure 8-3 verifies this CG at the indicated weight to be acceptable.

The above sample data has not covered lateral CG. The method of calculating lateral CG is shown on the
Actual Weight Record. Maximum asymmetric limits are shown in Flight Manual, Section I, and will not be
approached unless extreme lateral payload position is encountered.

If it is necessary to load in this manner, a lateral check should be made.

8-13/8-14
 BHT-205A1-MM-1

TOWING

TABLE OF CONTENTS

Paragraph Page
Number Title Number
9-1 Towing ..................................................... . 9-2

LIST OF FIGURES

Figure Page
Number Title Number
9-1 Tow ing ......... ...................................................... 9-2

9-1
BHT-205A1 -MM-1

TOWING
9-1. TOWING.
The helicopter can be equipped for towing by
attaching two ground handling gear assemblies (3
or 4, figure 9-1) to the landing gear skid tubes. A
standard tow bar (1) may be attached to the tow
rings (2) provided on the forward end of each
landing gear skid tube.
2. Attach tow bar to skid gear tow rings and to
tractor pintle hook. Install safety pin through
pintle hook. If helicopter is moved by hand do not
push on any part of airframe that could result in
damage to helicopter, i.e., loop antenna, elevator,
etc.
3. Install ground handling wheels as follows:

CAUTION: TOWING THE HELICOPTER ON

GROUND OR UNPREPARED SURFACES; OR
ACROSS HANGAR DOOR TRACKS, ETC., AT
GROSS WEIGHTS IN EXCESS OF 8,000
POUNDS FOR 205-050-400-9 SKID GEAR AND
9500 POUNDS FOR 205-050-400-27
SKID GEAR
WILL CAUSE PERMANENT SET IN AFT
CROSS TUBE.
1. Tie down main rotor blades.
a. Position ground handling wheels over
landing gear skid tube and align with eyebolts.
NOTE: The ground handling wheels can be
installed with both fixed pins forward or both pins
aft or one fixed pin forward and one fixed pin aft.
Cabin loading will dictate direction, so that
ground handling wheels, when lowered are on or
near CG of helicopter.

1. Tow Bar
2. Tow Ring
3. Ground Handling Gear Assembly (204)
4. Ground Handling Gear Assembly (212 - Heavy Gross Weight)

205900-1046

Figure 9-1. Towing

9-2

b. Station a man at tail skid to maintain
helicopter in level position during jacking and
towing operations.
c. If installed, insert pin of lanyard in hole in
release pin and spring-loaded pin.
d. Extend wheels individually, to raise skid
gear clear of ground.
4. Disconnect ground wire.
CAUTION: DO NOT LEAVE HELICOPER
UNATTENDED WITH GROUND HANDLING
WHEELS IN EXTENDED POSITION.
5. Clear departure area of auxiliary support
equipment, such as; work stands, power units, etc.
BHT-205A1-MM-1
6. Tow or push slowly, balancing helicopter
with tail skid.
7. Remove ground handling wheels as follows:
a. Retract wheels individually to lower
helicopter to skid by turning T-handle of pump
valve.
b. If installed, remove pin of lanyard from
release pin.
c. Push release pin to disengage spring-
loaded pin from eyebolt.
d. Pull fixed pin from eyebolt, remove ground
handling wheels from skid gear.
8. Install ground wire to receptacle.
9-3/9-4
 BHT-205A1-MM-1

PARKING AND MOORING

TABLE OF CONTENTS

Paragraph Page
Number Title Number

10-1 Parking - normal conditions ............................................. 10-2

10-2 Parking - turbulent conditions........................................... 10-2
10-3 M ooring .............................................................. 10-2
10-4 Helicopter storage ..................................................... 10-5

LIST OF FIGURES

Figure Page
Number Title Number

10-1 Parking and mooring .................. ...... ......................... 10-3

10-1
BHT-205A1-MM-1
PARKING AND MOORING
10-1. PARKING - NORMAL
CONDITIONS.
NOTE: This procedure to be used when wind does
not exceed 20 knots. (Refer to figure 10-1.)
1. Park helicopter on a level surface, whenever
possible, so that load will be balanced.
2. Retract or remove ground handling wheels
to allow helicopter to rest on skid-type landing
gear.
3. Align main rotor blades fore and aft, and tail
rotor blades parallel to vertical fin.
4. Engage the hook of the main rotor tie-down
strap (1)in the hole of the fitting on the end of the
rotor blade above the tailboom. (If necessary, the
weighted end of the tie-down strap can be tossed
over the blade to bring it down to reach.) Secure
rotor by firmly cross-tieing strap of tie-down
around the tailboom.
5. Attach tail rotor tiedown strap (2) to the
tail rotor and secure to tiedown cleat (8) provided
on the side of the vertical fin.
6. Tighten friction locks on flight controls.
Check that all switches are in the OFF position
and external power is disconnected. Close all
doors, windows, and access plates.
10-2. PARKING - TURBULENT
CONDITIONS.
NOTE:This procedure to be used when winds are
20 to 45 knots.
1. Park helicopter on a level surface, whenever
possible, so that load will be balanced. Head
helicopter into the wind.
2. Retract the ground handling wheels, and
allow the helicopter to rest on the skid-type
landing gear.
3. Secure main rotor with tiedown straps (1,
figure 10-1).
10-2
4. Secure tail rotor to vertical fin with
tiedown straps (2).
5. Install intake cover (4) and exhaust
cover (3).
10-3. MOORING.
NOTE:The helicopter shall be moored if wind is
expected to exceed 45 knots. If possible, the
helicopter should be evacuated to a safe area when
wind condition above 75 knots is expected.
If the helicopter must be parked in the open during
a period when high wind has been forecast, moor
the helicopter in the following manner.
1. If a paved ramp with suitably spaced
tiedown rings is available, park the helicopter on
skid landing gear headed in the direction from
which highest forecast winds are expected. Secure
helicopter to ramp tiedowns. Use cable, rope, or
manufactured tiedowns at helicopter mooring
fittings. A clevis used at each of the four mooring
fittings (5 and 6, figure 10-1) will permit use of a
larger diameter rope.
2. If suitably spaced ramp tie-downs are not
available, park the helicopter on an unpaved
parking area headed in the direction from which
the highest forecast winds are expected and retract
ground handling wheels. Use mooring anchor or
make dead man anchors. Moor helicopter as
described in step 1.
3. Secure main and tail rotor with tiedown
straps (1 and 2). If storage space and time is
available, remove main rotor blades and store.
Secure main rotor hub to the mast to prevent
movement on the flapping axis.
4. Install pitot tube cover (7), exhaust
cover (3), and intake cover (4).
5. Tighten friction on cyclic and collective
controls.
6. Close all windows, doors, and access panels.
 BHT-205A1-MM-1

2. Tail Rotor Tie-Down Strap 6. Forward Mooring Fitting (2)

3. Exhaust Cover 7. Pitot Tube Cover
4. Intake Cover 8. Tie-Down Cleat

Figure 10-1. Parking and mooring 10-3

10-3
BHT-205A1-MM-1

7. Fill fuel tank to capacity with the prescribed NOTE:After winds subside, inspect the helicopter
fuel. carefully for damage which may have been
8. Secure all ground handling equipment and inflicted by flying objects.
other objects which might be blown by high winds.

10-4

10-4. HELICOPTERSTORAGE.
This section provides preparation procedures to
place helicopter in storage for a period of six
months or less and depreservation procedures to
activate the helicopter after storage. This
procedure is divided into three categories of
storage: flyable storage, short term storage, and
intermediate storage.
Storage of helicopter includes corrosion control
which consists primarily of preventing moisture
from contacting exposed metal surfaces by the use
of preservatives.
10-5. ENVIRONMENTAL
CONDITIONS.
The existing environment conditions and
available facilities must be taken into account
when helicopter is to be placed in storage. A choice
of storage procedures is permissible for short
periods of storage. For example, a choice must be
made between flyable storage and short term
storage for any period of time up to 45 days. The
decision will be based on such on-siteconditions as
availability of men and materials, equipment
necessary to perform ground run-ups, or motoring
of engines, defueling and purging of fuel cells and
other similar elements. Wet weather conditions
promotes corrosion, rot, mildew, and mold. To
prevent these deteriorating effects, perform
inspections regularly and take proper preventive
maintenance action. The following practices
should be used as a guide during exceptionally wet
weather conditions:
1. Prevent rot, mildew, and mold from forming
on nonmetallic materials by keeping them clean
and as dry as possible. Keepfabricmaterialinthe
helicopter clean.
2. Treat for visible corrosion in accordance with
CorrosionControlGuide CSSD-PSE-87-001.
3. Keep fuel cells full to reduce condensation in
the cells.
4. Store helicopter in a hangar or shed if space
permits.
10-6. FLYABLE STORAGE.
Flyable storage (no time limit) is the prescribed
procedure to maintain a stored helicopter in an
operable condition. If daily use is impossible or
BHT-205A1-MM-1
impractical, this procedurewill keepthe helicopter
in the best possible condition. It requires periodic
attention. Date and type of storage must be
recorded in helicopter records.
1. General preparation.
a. Preservation should be accomplished in
an uninterrupted series of operations. When
periods of interruption are necessary, temporary
protection shall be providedfor partially processed
items, as required, to avoid contamination.
b. The prevention of corrosion depends on
the control of moisture. One method is ventilation.
On days when the relative humidity is 55 percent
or below, windows and other openings can be
temporarily opened to allow circulation of air
through the helicopter. Use fans or blowers when
available.
c. Ensure water drain holes are free from
obstruction and are kept open for the duration of
the storage period.
d. Lubricate the helicopter prior to placing it
in storagein accordancewith Lubrication Chartin
Chapter 12
2. Preparation.
a. Power train.
(1) Check and service power train system
in accordance with Chapter 12.
b. Engine.
(1) Exercise every precaution to keep the
engine and accessories clean. Keep the air intake
duct, plenum chamber, and compressor inlet
screens clean and free of foreign materials. Clean
and preserve engine, as required.
(2) Start engine. (Refer to Flight Manual.)
(3) Operate the engine for approximately
10 minutes at flight idle speed. Check all
instruments for normal operation and ensure that
the engine temperature has stabilized. (Refer to
Flight Manual.)
10-5
BHT-205A1-MM-1
NOTE: This warmup may be omitted if the
helicopter was recently operated and is known to
be dry.
(4) Allow engine to cool and spray accessible
engine surfaces with corrosionpreventivecompound
(C-123). Clean and preserve engine. (Refer to engine
manufacturers maintenance manual.)
(5) Install engine inlet and exhaust
protective covers. If engine covers are not
available, seal the air inlet and exhaust openings
with barrier material (C-427)and secure with tape
(C-410).
(6) Cover additional engine cowling
openings in a similar manner as outlined in
preceding step (5).
(7) Record the date engine was placed in
flyable storage in helicopter records.
c. Hydraulic system.
(1) Check the hydraulic reservoirs and
service as necessary with hydraulic fluid (C-002).
(Refer to Chapter 12 for hydraulic reservoir
servicing procedure.).
d. Fuel system.
(1) Drain water from the fuel cells.
(2) Service fuel cells to normal capacity
after each engine preservation run.
NOTE: Fuel cells filled to normal capacity will
reduce fuel contamination by condensation.
e. Airframe.
(1) Installpitottubecover, orifthecoveris
not available, wrap the pitot tube with barrier
material (C-427)and secure with tape (C-410).
(2) Install helicopter all weather covers, if
available.
(3) out)
Openall
(pull
circuit breakersground
(4) Close doors.
(5) Install static ground wire.
3. Maintenance during flyable storage.
10-6
a. Helicopters in flyable storage will be
inspected in accordance with Daily Inspection,
Chapter 5, and the followinginstructions.
b. Perform a preventive maintenance daily
inspection at least once every seven days in
accordance with Chapter 5.
CAUTION: ENSURE THAT IGNITION
CIRCUIT BREAKERS ARE OPEN (PULLED
OUT) AND FUEL SHUTOFF VALVE IS
CLOSED.
4. To establish an inspection program for stored
helicopters, Daily Inspection, Chapter 5, may be used
as a guide for areas to be covered and frequency of
inspection.The inspectionprogramshall include the
following:
a. When the helicopter protective covers are
not available, the areas concerned will be
protected with barrier material (C-427) secured
with tape (C-410). Barrier material should be
installed to prevent the accumulation of water on
the surface. Provide drains if necessary. Replace
barrier materials or protective covers that are
damaged or deteriorated.
b. Determine maximum helicopter interior
temperatures during hot weather conditions. This
temperature information can be obtained from
standard thermometers temporarily installed in
the helicopter. Record interior temperatures at
regular intervals during the hottest part of the day.
Ventilate the helicopter if interior temperature
exceeds 135°F (57°C). Provide forced air
ventilation if normal ventilation procedures are
not adequate to prevent condensation, mildew,
and corrosion.
c. Inspect and treat helicopter for corrosion.
(Refer to Corrosion Control Guide
CSSD-PSE-87-001.)
d. Inspect static ground wires, rotor tiedown
straps, and mooring devices(ropes,cables, rods, or
eyes) at regular intervals. Inspect tiedown devices
immediately after the helicopter has been
subjected to winds exceeding 35 knots. Replace
wires, mooring devices, or tiedown straps
which are deformed or deteriorated.
e. If possible, the helicopter should be stored
in a hangar or under a shed roof. Otherwise, it
should be parked and moored in accordance with
this chapter.

f. Enter the type of storage and the date
helicopter was placed in storage in helicopter
records.
5. Depreservation and activation.
a. Remove protective covers and stow in
designated location.
b. Remove all barrier material and tape;
remove tape residue with solvent (C-304).
c. Clean helicopter as necessary.
d. Open all doors and ventilate helicopter.
e. Remove main rotor and tail rotor
tiedowns, if applicable.
f. Perform daily inspection in accordance
with Chapter 5.
g. Record the date the helicopter was
prepared for service in helicopter records.
h. Remove static ground wire that was
installed for storage.
10-7. SHORT TERM STORAGE.
Short term storage (1 to 45 days) is used to store a
helicopter up to 45 days with very little attention
during the storage period.
1. General preparation.
a. Ensure all removed components are
preserved and stowed within the helicopter in
suitable containers.
b. Ensure a record of all removed or
disconnected parts is provided in helicopter
records.
c. Check fuel, oil, and hydraulic lines and
loses for leakage or damage.
d. Lubricate the helicopter in accordance
with Lubrication Chart, Chapter 12.
e. Ensure bolts, washers, and nuts, which are
removed during disassembly, are coated with a
light coat of corrosion preventive compound (C-
101) and reinstalled, as removed from the
component, unless otherwise specified.
BHT-205A1-MM-1
f. Record the date and type of storage in
helicopter records.
2. Preservation.
a. Engine and power train system.
NOTE: If engine is operable, complete
preservation per steps (1) and (7). If engine is
inoperable, proceed to steps (8) through (10).
(1) Prior to engine runup, add corrosion
preventive concentrate (C-124) to transmission
and tail rotor gearbox oil systems at a rate of one-
half ounce for each quart of oil capacity.
NOTE: Preventive concentrate (C-124) need not
be flushed from transmission and gearboxes for
depreservation and activation.
The corrosion preventive concentrate is effective
only if it is completely mixed with the oil so as to
coat all surfaces. Run up the engine to provide
power to the transmission, intermediate, and tail
rotor gearboxes until the normal operating
temperature is reached. Run at this temperature
for 5 minutes minimum.
(2) Preserve engine in accordance with engine
manufacturers maintenance manual, Section 2,
Preparation For Storage and Service.
CAUTION: DO NOT ALLOW SOLVENT TO
COME IN CONTACT WITH DRIVESHAFT
BOOTS. CONTAMINATION OF BOOTS WITH
SOLVENT WILL REQUIRE BOOT
REPLACEMENT.
(3) Clean the exposed metal surfaces of the
power train system with a clean cloth dampened
with solvent (C-304).
(4) Check the power train lubrication
system including the sight gages. Service in
accordance with Chapter 12.
(5) Coat all exposed metal surfaces with
corrosion preventive compound (C-101).
10-7
BHT-205A1-MM-1
(6) Remove oil filler cap in intermediate and
tail rotor gearbox and install a T102103 dehydrator.
Remove transmission breather mounted in top case
and install T102118-101 dehydrator.
(7) Install engine inlet and exhaust protective
covers, or seal openings with barrier material (C-427)
and tape (C-410).
(8) If engine cannot be motored, preserve
power train as follows:
(a) Preserve engine fuel system in
accordancewith engine manufacturers maintenance
manual.
NOTE: The removal of the mast and spraying of the
inside of transmission with lubricating oil (C-011)is
not required if transmission has been operating with
MIL-L-23699oil.
(b) Remove main rotor. (Refer to Chapter 65.)
(c) Remove mast assembly. (Refer to Chapter
66.)
(d) Spray inside of transmission, through top
opening, with approximately one gallon of
lubricating oil (C-011).While spraying, manually
rotate internal gears and bearings with input drive
quill.
(e) Install mast assembly. (Refer to Chapter
66.) Apply fingerprint remover (C-105), to all
unpainted surfaces of mast assembly. Wipe mast dry
with clean, lint-free cloth. Apply corrosion
preventive compound (C-101) to all unpainted
surfaces.
(f) Install main rotor. (Refer to Chapter 65.)
(g) Be sure intermediate and tail rotor
gearboxes have been filled with lubricating oil (C-
011) to the proper level. Transmission may have
become overfilled during step (8) (d). If so, drain to
proper level.
(9) Cover cowling openings and breather
holes in transmission and gearboxes with barrier
material (C-427)and secure with tape (C-410).
(10) Install engine inlet and exhaust
protective covers, or seal openings with barrier
material (C-427)and tape (C-410).
10-8
b. Fuel System.
(1) Drain any water from the fuel cells.
Maintain fuel cells at the full level for the duration
of the storage period. Full cells help reduce fuel
contamination by condensation.
c. Hydraulic system.
(1) Lubricate rotor and control systems in
accordance with Lubrication Chart, Chapter 12.
(2) Wipe exposed portions of hydraulic
actuator piston rods with lint-free cloth moistened
with hydraulic fluid (C-002).
d. Rotor and controls.
(1) Lubricate rotor system in accordance
with Lubrication Chart, Chapter 12.
(2) Apply fingerprint remover (C-105)to all
unpainted metal surfaces. Remove any residue of
fingerprint remover with solvent (C-304).
(3) Wipe all parts dry with clean, lint-free
cloth, and apply corrosion preventive compound
(C-101) on all unpainted metal surfaces not in
contact with bearings.
(4) Clean main rotor blades.
(5) Apply a light, even coat of WD-40 to
entire painted area of rotor blades.
e. Batteries.
(1) Disconnect battery and allow to remain
in helicopter.
(2) Wrap battery quick-disconnect with
barrier material (C-427),and secure with tape (C-
410).
f. Instruments.
(1) Install cover on each pitot tube. Add
protective tape (C-426) over static ports, as
applicable.
g. Avionics equipment.
(1) Remove headset-microphones and
store in secure inside storage area.

(2) Clean cross tubes and skid tube, and treat
for corrosion in accordance with Corrosion Control
Guide, CSSD-PSE-87-001.
h. Landing gear.
(1) Place blocks or shoring under skid
tubes to provide free air passage.
(2) Clean cross tubes and skid tube, and treat
for corrosion in accordance with Corrosion Control
Guide, CSSD-PSE-87-001.
(3) Repaint any exposed metal surfaces. If
the paint system cannot be touched up, coat the
bare metal surfaces with corrosion preventive
compound (C-101).
i. Airframe.
(1) Park and moor helicopter with main
and tail rotor tiedowns installed.
(2) Close compartment doors.
(3) Close and secure all cowling, inspection
panels, and covers.
(4) Close all openings, not already covered
with barrier material (C-427)and secure with tape
(C-410).
(5) Open (pull out) all circuit breakers.
(6) Install static ground wire.
3. Maintenance during short term storage.
a. Helicopters in short term storage will be
inspected in accordance with Chapter 5 and
requirements in paragraph 10-6, except that the
daily inspection need only to be accomplished every
30 days. Refer to engine manufacturers maintenance
manual for short term storage maintenance
requirements. The applicable portions of the daily
inspections are those inspecting for corrosion and
leakage with general assessment for externally
causeddamage during storage.
b. If conditions change so a helicopter
prepared for short term storage must remain in
storage for a longer period of time, represerve the
helicopter in accordance with paragraph 10-8.Do
not renew short term storage.
BHT-205A1-MM-1
4. Depreservation and activation.
a. Airframe.
(1) Remove protective covers and stow in
designated location.
(2) Remove all barrier material and tape;
remove tape residue with solvent (C-304).
(3) Open compartment doors and ventilate
the helicopter.
(4) Remove main and tail rotor tiedowns.
b. Landing gear.
(1) Remove blocks from under skid gear.
c. Avionics.
(1) Secure headset-microphones from
storage area and install in helicopter.
d. Battery.
(1) Remove barrier material and tape from
quick-disconnect plug.
(2) Service and connect battery.
e. Instrument.
(1) Remove pitot covers and store with
other protective covers.
(2) Remove barrier material and tape from
static vents in airspeed system; remove tape residue
with solvent (C-304).
f. Rotor and controls.
(1) Clean main and tail rotor assemblies with
solvent (C-304). Wipe dry with clean, lint-free cloth.
(2) Lubricate in accordance with
Lubrication Chart in Chapter 12.
g. Power train assembly.
(1) Remove T102118-101 dehydrator from
transmission and install breather. RemoveT102103
dehydrators from intermediate and tail rotor
gearboxes and replace filler caps.
10-9
BHT-205A1-MM-1
(2) Fill transmission, intermediate, and
tail rotor gearbox, as necessary, with lubricating
oil (C-011)in accordance with Chapter 12.
(3) Check and clean transmission oil
filters.
CAUTION: DO NOT ALLOW SOLVENT TO
COME IN CONTACT WITH DRIVESHAFT
BOOTS. CONTAMINATION OF BOOTS WITH
SOLVENT WILL REQUIRE BOOT
REPLACEMENT.
(4) Clean driveshafts as necessary with
solvent (C-304).
h. Fuel system.
(1) Check fuel cells for the presence of
water and drain water as necessary.
(2) Fill fuel cells, as necessary, with
approved fuel in accordance with Chapter 12.
i. Hydraulic system.
(1) Clean exposed portion of hydraulic
actuator piston rods with a clean cloth dampened
with hydraulic fluid (C-002)and service reservoirs
to full level.
(2) Coat hydraulic actuator piston rods
with a light coat of hydraulic fluid (C-002).
j. Engine.
(1) Refer to Engine Manufacturers
Maintenance Manual.
k. Miscellaneous.
(1) Clean helicopter as necessary.
(2) Ensure all removed components have
been reinstalled on the helicopter. Check
helicopter records for components that have been
removed or disconnected. Check for subsequent
installation or connection.
(3) Ensure systems have been properly
depreserved and serviced before any system or
component operational check is performed.
10-10
(4) Perform necessary inspection required
in accordance with Chapter 5.
(5) Remove static ground wire that was
installed for storage.
(6) Record the date the helicopter was
prepared for service in helicopter records.
INTERMEDIATESTORAGE
Intermediate storage (46 to 180 days) is the type
storage to be used for helicopters that will be
inactive for more than 45 days but not exceeding
180 days.
1. General preparation.
NOTE: The corrosion preventive concentrate is
effectiveonly if it is completely mixed with the oil
so as to coat all surfaces. Run up the engine to
provide power to the transmission, intermediate,
and tail rotor gearboxes until the normal
operating temperature is reached. Run at this
temperature for 5 minutes minimum.
a. Prior to engine runup add corrosion
preventive concentrate (C-124) to transmission
and gearbox oil systems at the rate of one-half
ounceof corrosion preventive concentrate for each
quart of oil capacity. Flushing of transmission and
gearbox oil systems is not required during
depreservation and activation of helicopter.
2. General inspection.
a Inspect the helicopter in accordance with
Daily Inspection, Chapter 5, and as follows:
(1) Ensure all removed components are
preserved and either stowed in the helicopter or at
a designated location as prescribed in the
respective paragraph.
(2) Main rotor blades will be removed and
placed in a metal shipping and storage container
and stored under cover.
(3) Ensure a record of all removed or
disconnected components is entered in helicopter
records.
(4) Check fuel, oil, and hydraulic lines and
hoses for leakage.

(5) Lubricate the helicopter in accordance
with Lubrication Chart, Chapter 12.
(6) Ensure bolts, washers, and nuts, which
are removed during disassembly, are coated with a
light coat of corrosion preventive compound (C-
101) and reinstalled, as removed from the
component, unless otherwise specified.
b. Record the type and date of storage in
helicopter records.
3. Preservation.
a. Preserve the engine and power train
system in accordance with paragraph 10-7.
b. Preserve the engine in accordance with
Engine manufacturers maintenance manual.
c. Fuel system.
(1) Drain and purge fuel cells. (Refer to
Chapter 12.)
d. Hydraulic system.
(1) Process the hydraulic system for
storage in accordance with paragraph 10-7.
e. Rotor and controls.
(1) Rotor and controls will be preserved in
accordance with paragraph 10-7. Main rotor
blades will be removed, preserved in accordance
with paragraph 10-7,step 2. d., placed in a metal
shipping and storage container, and stored under
cover.
f. Battery.
(1) Remove battery and store in
appropriate storage area.
(2) Clean battery compartment and
accessories in accordance with battery
manufacturers manual.
(3) Wrap battery quick-disconnect plug
with barrier material (C-427)and secure with tape
(C-410).
g. Instruments.
(1) Process instruments in accordance
with paragraph 10-7.
BHT-205A 1-MM-1
h. Avionics equipment.
(1) Process avionic equipment in
accordance with paragraph 10-7.
i. Utility equipment.
(1) Remove, apply tag, and store first aid
kits and other equipment subject to mildew or
deterioration in a secure storage area.
j. Landing gear.
(1) Process landing gear in accordance
with paragraph 10-7.
k. Airframe.
(1) Park and moor helicopter in accordance
with paragraphs 10-1, 10-2 or 10-3, as applicable.
(2) Close and secure all cowling, inspection
panels, and covers.
(3) Close all openings in the fuselage, not
already covered with barrier material (C-427),and
secure with tape (C-410).
(4) Open (pull out) all circuit breakers.
(5) Install static ground wire.
4. Maintenance during intermediate storage.
a. Helicopters in intermediatestorage willbe
inspected in accordance with Chapter 5 and the
following:
(1) Applicableportion of adailyinspection
will be performed at least once every 30 days in
accordance with Chapter 5. The applicable
portions are those inspecting for corrosion and
leakage with a general assessment for any
externally caused damage during storage.
(2) If conditions change so a helicopter
prepared for intermediate storage must remain in
storage for a longer period of time, represerve the
helicopter.
b. Engine.
(1) Refer to Engine Maintenance Manual.
10-11
BHT-205A1-MM-1
5. Depreservation and activation.
a. Airframe.
(1) Remove protective covers and stow in
designated location.
(2) Remove all barrier material and tape;
remove tape residue with solvent (C-304).
(3) Open all doors and ventilate helicopter.
b. Landing gear.
(1) Remove blocks from under skid gear.
c. Avionics.
(1) Remove headset-microphones from
storage and install in helicopter.
d. Instruments.
(1) Remove pitot covers and store with
other protectivecovers.
(2) Remove barrier material and tape from
static vents in airspeed system; remove tape
residue with solvent (C-304).
e. Battery.
(1) Remove battery from storage and
install in helicopter.
(2) Remove barrier material and tape from.
quick-disconnect plug.
(3) Connect battery.
f. Rotor and controls.
(1) Clean main and tail rotor assemblies
with solvent (C-304). Wipe dry with lint-free cloth.
(2) Install main rotor blades.
(3) Lubricate in accordance with
Lubrication Chart, Chapter 12.
g. Utility equipment.
(1) Remove first aid kit/s and other
equipment from storage and install in helicopter.
h. Hydraulic system.
(1) Clean exposed portion of hydraulic
actuator piston rods with clean cloth dampened
with hydraulic fluid (C-002).
10-12
(2) Coat hydraulic actuator piston rods
with a light coat of hydraulic fluid (C-002).
(3) Service hydraulic reservoirs. (Refer to
Chapter 12.)
i. Fuel system.
(1) Fill fuel cells with approved fuel in
accordance with Chapter 12.
j. Power train assembly.
(1) Fill transmission, intermediate
gearbox, and tail rotor gearbox with approved oil
in accordance with Chapter 12.
(2) Check and clean transmission oil
filters.
CAUTION: DO NO ALLOW SOLVENT TO
COME IN CONTACT WITH DRIVESHAFT
BOOTS. CONTAMINATION OF BOOTS WITH
SOLVENT WILL REQUIRE BOOT
REPLACEMENT.
(3) Clean driveshafts as necessary with
solvent (C-304).
k. Engine.
(1) Refer to Engine Maintenance Manual.
l. Miscellaneous.
(1) Clean helicopter as necessary.
(2) Ensure all removed components have
been reinstalled. Check helicopter records for a
record of components that have been removed or
disconnected. Checkfor subsequent installation or
connection.
(3) Ensure systems have been properly
depreserved and serviced before any system or
component operational check is performed.
(4) Perform any necessary inspections
required in accordance with Chapter 5.
(5) Remove static ground wire that was
installed for storage.
(6) Record the date the helicopter was
prepared for service in helicopter records.
 BHT-205A1 -MM-1

PLACARDS AND MARKINGS

TABLE OF CONTENTS

Paragraph Page
Number Title Number

11-1 Placards and markings ......... ......................................... 11-2

LIST OF FIGURES

Figure Page
Number Title Number

11-1 Placards and markings ......................................... ......... 11-3

11-2 Instrument panel marking ................... ......................... 11-7
11-3 Tail rotor warning decals ................................................ 11-9

11-1
BHT-205A1 -MM-1
PLACARDS AND MARKINGS
11-1. PLACARDS AND MARKINGS.
Placards, stencils, and markings required by
government regulations are shown in figure 11-1,
11-2, and 11-3. In figure 11-1, Sheet 1, locate each
item on the helicopter by index number. Sheet 2 and
11-2
subsequent shows the detail appearance as well as
name, basic part number, and special instructions for
each marking, when applicable. Figure 11-2 shows
marking and locationof instrument panel markings.
Figure 11-3 shows tail rotor warning decals. Refer to
BHT-205A1-IPC for complete part number and
quantity required.
 BHT-205A1-MM-1

NOTE:

Refer to View A for inside door markings and View B for outside door
markings.
205A1-M-11-1-1

Figure 11-1. Placards and markings (Sheet 1 of 4)

Rev. 3 11-3
BHT-205A1-MM-1

STRUCTURAL PANEL
REQUIRED GROUND
RUN AND FLIGHT
THIS PANEL MUST BE INSTALLED FOR ALL FLIGHTS 31-0443 CJP 14 REQUIRED

31-044-3 (SAME AS ITEM 1) LOCKED

31-044-3 (SAME AS ITEM 1)
31-042-13 DHF DECAL 2 REQUIRED

EMERGENCY RELEASE
PULL COVER EMERGENCY
TURN TO OPEN
AND PUSH EXIT ONLY
31-045-7 DGL DECAL 4 REQUIRED
212-070-696-1 DECAL OR 31-043-43 CKF
8 REQUIRED

FOR RESCUE
PULL EMERGENCYCOVER
EMERGENCY RELEASE 31-042-10 DGL 4 REQUIRED TURNHANDLEAND PULLTO OPEN

OPEN 212-070-695-1 DECAL OR 31-044-160 KF

31-042-7 TKP OPEN DECAL

31-042-7 BHFOPEN DECAL
8 REQUIRED
2 REQUIRED EMERGENCY EXIT

ARROW 31-040-4D 4 REQUIRED 31-042-12 CFK DECAL 4 REQUIRED

LOCATE INSIDE BOTH SIDES
DOOR HANDLES AND 4 INCHES
FORWARD OF DOOR EDGE

PAINT EMERGENCY RELEASE HANDLE RED

PULL
31-042-3 DFP DECAL 2 REQUIRED
EMERGENCY RELEASE PROCEDURE LOCATE ON EMERGENCY RELEASE HANDLE
31-044-5 DGL 4 REQUIRED
205070-1030-2A

Figure 11-1. Placards and markings (Sheet 2 of 4)

11-4
 BHT-205A1-MM-1

MAXIMUM BALLAST NOT TO EXCEED

175 POUNDS ON THE NOSE SHELVES
SEE 205A-1 MAINTENANCE MANUAL
FOR MAXIMUM DETAIL PLATE
INSTALLATION AND LOCATION

205-070-629-3 DECAL 1 REQUIRED

L-L-23699 OIL OR MIL-L-7808 OIL

FUEL SYSTEM CAPACITY DO NOT MIX
BASIC AIRCRAFT 220 U.S. GAL SEE FLIGHT MANUAL
WITH 044 AUX KIT 260 U.S. GAL
WITH 045 AUX KIT 400 U.S. GAL
USE ASTM TYPE A, A-1 AND B

205-070-896-5 1 REQUIRED 31-056-7DFHPDECAL 2REQUIRED

SIX CHARACTER IDENTIFICATION NUMBER STENCIL 16.0 HIGH, 10.7 WIDE EXCEPT THE
NUMBER "1" IS TO BE 2.7 WIDE, AND THE LETTERS "M" OR "W" ARE TO BE 16.0 WIDE,
2.6 SPACING, LETTER THICKNESS TO BE 2,7, FIVE OR LESS CHARACTER STENCILS TO
BE 20.0 HIGH, 13.3 WIDE EXCEPT THE NUMBER "1" TO BE 3.3 WIDE AND THE LETTERS
"M" OR "W" ARE TO BE 20.0 WIDE, 3.3 SPACING, CHARACTER THICKNESS TO BE 3.3,
LOCATE WITH TOP OF LETTERS NEAR LEFT SIDE CENTER BETWEEN LANDING GEAR
CROSSTUBES.

PAINT INTERIOR OF THE HELL HOLE

WHITE COLOR.

IDENTIFICATION NUMBER STENCIL4.0 INCH

HIGH 2.6 INCH WIDE 0.6 INCH WIDTH, 0.6 INCH
SPACING LOCATED ON BOTH SIDES. 2 REQUIRED
EMERGENCY
FOROPERATING TEMPERATURES BELOW PUSH HERE
40°F OAT, FUEL USED MUST CONTAIN
PFA-55MB ADDITIVE. CONCENTRATION
TO BE .06%-. 15% BY VOLUME 212-072-635-101 (16 REQUIRED)
31-045-3 EHP DECAL 1 REQUIRED 205070-1030-3B

Figure 11-1. Placards and markings (Sheet 3 of 4)

11-5
BHT-205A1-MM-1

212-072435-101 31-042-13DHF

31-042-12CFK
EMERGENCY EXIT

VIEW A

EMERGENCY
212-0724-635-101

EMERGENCY EXIT EMERGENCY EXIT

TOTAL SYSTEM CAP.10 U.S.PTS=4.7 LITERS CAUTION

RESERVOIR CAP.5.3 U.S.PTS=2.5 LITERS USE ONLY FREON
REFILL LEVEL CAP.2.5 U.S.PTS=1.2 LITERS BASED CLEANERS
USE MIL-H-5606 HYDRAULIC FLUID FOR CLEANING
SERVICE INSTRUCTIONS
WHEN FLUID LEVEL IS VISIBLE
FILL TO OVERFLOW
HYD. SYSTEM RESERVOIR
CLEANING

HYD. SYSTEM SERVICING

205A1-M-11-1-4

Figure 11-1. Placards and markings (Sheet 4 of 4)

11-6 Rev. 3
 BHT-205A1-MM-1

ENGINE
OVERSPEED
TEST
205-070-131 DECAL 205-070-031 DECAL

COMPASS CARGO
RELEASE ARMED
205-070-029 DECAL 204-070-699 DECAL

GAS PRODUCER TORQUE

204-070-147 DECAL 204-070-148 DECAL

EXHAUST BATTERY TEMP

204-070-149 DECAL 31-026-70E12 DECAL

CAUTION HOT
31-026-71E12 DECAL 31-026-7E12 DECAL
205070-1031-1

Figure 11-2. Instrument panel markings (Sheet 1 of 2)

11-7
BHT-205A1-MM-1

MAXIMUM GAS PRODUCERSPEED

TAKE-OFF POWER = 96.2% TYPICAL
MAX. CONT POWER = 94.1%

204-072-672 DECAL
205-070-162 DECAL

205-070-281 DECAL

TRANS OIL GENERATOR

204-070-1522 REQD DECAL 205-070-870 DECAL

Gas producer speedlimits decalcomes in multi decal sheets,decal

usedmust agreewith enginedata plate. 205070-1031-2

Figure 11-2. Instrument panel markings (Sheet 2 of 2)

11-8
 BHT-205A1-MM-1

DETAILA 31-075-1 DECALUH SHOWN(SEEDETAILA)

31-075-2 DECALR/HOPPOSITE
LOCATE ON CENTER LINEOF TAILBOOM

DANGER
TAIL ROTOR

(f ~~~~
~ ~~
^S^
a^-^> ~CENTER
31-072-1 DECAL2 REQD
INSPACE
(SEEDETAIL B)

CENTERLINE WINDOW REF

-3.0
-/ \CE-
DETAILB

16.0 -

0 0

VIEW OFRIGHTHAND DOORLOOKINGOUTBOARD

LEFTHAND DOOR OPPOSITE

205070-2003

Figure 11-3. Tailrotor warning decals

11-9/11-10
 BHT-205A1-MM-1

SERVICING

TABLE OF CONTENTS

Paragraph Page
Number Title Number

12-1 Servicing ................................................................... 12-2

12-2 Main fuel system ............................................................ 12-2
12-3 Fuel requirements ................................................... 12-2
12-6A Purging fuel system ......................................................... 12-6A
12-7 Oil system servicing ......................................................... 12-7
12-9 Engine oil system ............................................... ............. 12-7
12-10 Transmission oil system ...................................................... 12-8
12-11 Tail rotor gearboxes .......................................................... 12-8
12-12 Main rotor hub (oil lubricated) ................................................ 12-8
12-12A Main rotor hub (grease lubricated) ............................................ 12-8
12-13 Stabilizer bar dampers ...................................................... 12-8
12-14 Single hydraulic system ...................................................... 12-8
12-14A Dual hydraulic system ...................................................... 12-8
12-15 Battery ..................................................................... 12-8
12-16 Engine fire extinguisher bottles ............................................... 12-8
12-17 Portable fire extinguishers ................................................... 12-8
12-18
12-18 Lubrication.12-8A
Lubrication ................................................................ 12-8A
12-20 204-040-755-005 lubrication restrictions ....................................... 12-8A
12-21 Flex coupling lubrication log ................................................. 12-8A

LIST OF TABLES

Table Page
Number Title Number

12-1 Servicing capacities and materials ............................................ 12-4

12-2 Flex coupling lubrication log .................................................. 12-9

LIST OF FIGURES

Figure Page
Number Title Number

12-1 Servicing points ............................................................ 12-3

12-2 Lubrication chart ............................................................ 12-10

Rev. 3 12-1
BHT-205A1-MM-1
SERVICING
12-1. SERVICING.
Instructions and information for complete servicing
of the helicopter are provided in the following
paragraphs. Figure 12-1 shows the location of
servicing points, as well as other pertinent data.
Table 12-1 contains, in tabular form, all materials
and quantities required.
12-2. MAIN FUEL SYSTEM.
All five interconnected cells of the main fuel system
are serviced through a single filler located on the
right side of the helicopter. A grounding jack is
provided near the filler. Sump drains are located in
the bottom of the right and left fuel cells beneath the
cabin floor. A system defuel valve is accessible
through the left side of the bottom
skin just behind
the aft cabin bulkhead.
12-3. FUEL REQUIREMENTS.
Standard fuels, alternate fuels and emergency fuels
are listed in the Operator's Flight Manual.
12-4. FUELING/DEFUELING
PREPARATION.
WARNING: USE EXTREME CAUTION DURING
FUELING/DEFUELING PROCEDURES. FUEL IS
EXTREMELY FLAMMABLE AND MAY BE
IGNITED BY STATICOR FRICTION SPARKS, HOT
EXHAUST PIPES, LIGHTED CIGARETTES,
ELECTRICAL DEVICES OR SIMILAR IGNITION
SOURCES.
PERSONNEL SHOULD NOT BE ABOARD
HELICOPTER DURING FUELING/DEFUELING
PROCEDURES.
WHEN HELICOPTER FUEL COMES IN CONTACT
WITH SKIN, A SOLVENT ACTION OCCURS
WHICH REMOVES NATURAL FATS AND OIL
THAT MAY EXPOSE THE SKIN TO INFECTIOUS
DERMATOSIS. EXTENSIVE VAPORINHALATION
MAY CAUSE SERIOUS ILLNESS. ACCIDENTAL
SWALLOWING OF FUELS WILL RESULT IN
INTERNAL INJURY AND POSSIBLY DEATH.
PERSONNEL WHO ARE SUBJECTED TO
SPLASHED OR SPRAYED FUEL SHOULD
REMOVE CONTAMINATEDCLOTHING AS SOON
AS POSSIBLE AND WASH DOWN/SHOWER WITH
12-2 Rev. 3
LARGE AMOUNTS OF WATER. DO NOT REMOVE
CONTAMINATEDCLOTHING NEAR POTENTIAL
IGNITION SOURCES.
1. Only qualified personnel actually engaged in
the fueling operation should be allowed in the area,
and they shall not carry matches, lighters, or other
sparking or flame-producing devices on their persons.
2. When high winds are considered hazardous or
when electrical storms are within a three mile radius
offueling or defueling operations, fueling or defueling
should be suspended.
producing clothing such as nylon, rayon or wool.
Before starting actual fuel operations, all persons
working at the helicopter should dissipate static
potential by grippingthe static ground line with bare
hand. Shoeswith taps or protruding nails should not
be worn.
4. The helicopter should not be serviced near
drainage ditches or low places where combustible
vapors could accumulate.
5. Under no circumstances should a helicopter be
fueled or defueled in hangar. During fueling or
defueling, the helicopter shall be positioned at least
50 feet away from any building or smoking area.
6. The helicopter shall be positioned at least 500
feet from any radar system.
7. No other aircraft shall be allowed to operate
under its own power within 100 feet of the refueling
area.
8. The service unit should be positioned as far
away from the helicopter as the hose will permit, and
in a position so that it may be driven or towed away
from the area in the event of an emergency.
9. Clear paths shall be maintained around the
helicopter being serviced, at all times, to permit rapid
evacuation of vehicles and personnel.
10. One fully-charged, 50-pound CO2 fire
extinguisher, equipped with an extension assembly,
shall be in the immediate area. Access to fire
extinguishers on vehicles shall not be obstructed.
11. A minimum of 20 feet shall be maintained
from other aircraft by servicing units during fueling
or defueling. All venting doors on servicing unit shall
be open.
 BHT-205A1-MM-1

WARNING: ACCOMPLISH THE GROUNDING a. Ground fueling vehicle to an approved static

PROCEDURES IN THE FOLLOWING STEP IN ground rod with a grounding cable.
ORDER LISTED OR STATIC ELECTRICITY MAY
CAUSE FUEL TO IGNITE. b. Ground helicopter to an approved static
12. Ground fueling/defueling vehicle and ground rod with a groundingcable.
helicopter as follows prior to removing fuel hose filler
dust cap and/or helicopter fuel cell filler cap or prior c. Ground fuel hose nozzle to one of the
to using defueling valve. helicopter grounding jacks.

Rev. 3 12-2A/12-2B
 BHT-205A1-MM-1

1. Transmission filler and sight gage 11. Tail rotor gearbox

2. Ground receptacle
3. Fuel tank filler
4. Transmission oil cooler drain
- 5. Engine oil cooler drain
6. Engine oil tank drain
7. Engine oil tank
8. Pillow block reservoir
9. Grip Reservoir
10. Stabilizer bar damper
12. Intermediate gearbox
13. External power receptacle
14. Fuel filter drain
15. Transmission sump drain
16. Hydraulic reservoir (gravity)
17. Defuel valve
18. Forward fuel cell drain valves
19. Ground handling wheel pump

SEE DETAIL A

NOTE

On main rotor pillow block reservoirs

and grip reservoirs, oil lubricating,
MIL-L-46152, Grade 10W30 may be
used. If grips and pillow blocks are
converted to grease lubrication per
TB 205-81-43, refer to lubrication
chart.
CHK
SEE DETAIL B

FREQUENCY SYMBOL SPEC. SYMBOL

Daily Check OTS Oil Turbine Synthetic ASTO 555 or

MIL-L-23699 or MIL-L-7808 CHK

PF Preflight Check OHA Oil Hydraulic Aircraft

DETAIL B

205A1-M-12-1

Figure 12-1. Servicing points

Rev. 3 12-3
BHT-205A 1-MM-1

Table 12-1. Servicing capacities and materials

MATERIAL
TANK OR SYSTEM CAPACITY NOMENCLATURE SPECIFICATION

Main Tanks (5) 220 Gallons Turbine Fuel Refer to Flight

Manual
Engine Assembly 3.25 Gallons Lubricating Oil Refer to Flight
(Synthetic Base) Manual
Transmission, Filter 2.25 Gallons Lubricating Oil Refer to Flight
and Cooler (Synthetic Base) Manual
Tail Rotor 0.375Pints Lubricating Oil Refer to Flight
(Intermediate) (Synthetic Base) Manual
Gearbox

Tail Rotor 0.50 Pints Lubricating Oil Refer to Flight

Gearbox (Synthetic Base) Manual
Pillow Blocks 0.12 Quart per Block Lubricating Oil Any Multiviscosity
(Synthetic Base) motor oil
Main Rotor 1.0 Quart Lubricating Oil Any Multiviscosity
Grips (each) (Synthetic Base) motor oil
Hydraulic System 4.82 Quarts Hydraulic Fluid MIL-H-5606
#1 (Petroleum Base)
Hydraulic System 4.80 Quarts Hydraulic Fluid MIL-H-5606
#2 (Petroleum Base)
Reservoir (Each) 2.64 Quarts per Hydraulic Fluid MIL-H-5606
Reservoir (Petroleum Base)

CAUTIONS:

1. Before removing filler cap to service engine
and engine gearbox, ensure cap area is clean.
Keep contaminants out of oil system.
2. Stained or discolored sight gage glass may
give false indication of oil quantity. When
checking oil level, shake helicopter and
observe sight gage for oil movement. If gage is
determined to be stained or discolored,
removal and cleaning or replacement will be
required.
3. ASTO555 or MIL-L-23699are the preferred oils.
MIL-L-7808oil may be used as an alternate only when
the preferred oil is unavailable. Do not mix these oils.
MIL-L-7808will be used when starting temperatures
are below -25°F. The minimum start temperature for
MIL-L-7808
is-65°F.
4. When engine fuel types are changed, refer to
Engine Manual.

12-4
 BHT-205A1-MM-1

13. All helicopter electrical power shall be OFF. 7. Check fuel in servicing unit to ensure it is the
right type.
NOTE: If power is required, turn battery and
required system switches ON prior to start of 8. Position fire extinguishers.
refueling operation. No further switching shall be 9. Ground the servicing unit to approved
done until fueling is complete except as required by ground-rod
an emergency condition.
10. Ground the helicopter to approved
12-5. FUELING. ground-rod.
11. Attach transfer hose nozzle grounding wire to
1. Comply with requirements of paragraph 12-3. aircraft.

WARNING: OVERFILLING FUEL CELLS CAN 12. Remove filler cap.

CAUSE INJURY TO PERSONNEL THROUGH
FUEL COMING IN CONTACTWITH THE SKIN OR 13. Service fuel tanks slowly.
VAPORS ENTERING THE RESPIRATORY
SYSTEM. FURTHER, FUEL SPILLAGE CAUTION: DO NOT LEAVE THE NOZZLE
PRESENTS AN EXTREME FIRE HAZARD. UNATTENDED AT ANY TIME DURING THE
REFUELING OPERATION.
2. Check interior of helicopter.
14. Replace filler cap and nozzle dust cap.
WARNING: NO ONE SHOULD BE ABOARD THE 15. Battery and required system switches OFF, if
HELICOPTER DURING REFUELING. required.

3. Check all helicopter electrical power, OFF. 16. Remove transfer nozzle ground wire.

NOTE: If power is required, turn battery and
required switches ON prior to refueling operation. No
further switching shall be done until fueling is
complete except as required by an emergency
condition.
4. Check vent lines for obstructions.
17. Remove helicopter ground.
18 Remove service unit ground.
19. In the event of a fire emergency, the following
should be accomplished expeditiously as possible:
a. Stop fuel flow.

5. Move servicing unit into position. b. Separate helicopter and service unit.

6. Park servicing unit and set brake. c. Sound alarm.

Rev. 3 12-5
BHT-205A1 -MM-1
d. Attempt rescue and contain fire.
12-6. DEFUELING.
CAUTION:IF THE HELICOPTER IS BEING
DEFUELED BECAUSE IT HAS CRASHED,
MADE A FORCED LANDING, OR THE
QUALITY OF ITS FUEL IS QUESTIONABLE,
THE FUEL DRAINED FROM IT SHOULD BE
STORED, SAMPLED, AND TESTED BEFORE
IT IS USED, DOWNGRADED,OR DISPOSED
OF AS THE TESTS INDICATEAPPROPRIATE.
1. Comply with requirements of paragraph
12-4.
WARNING: FUEL SPILLS/SPLASHES CAN
CAUSE INJURY TO PERSONNEL THROUGH
FUEL COMINGIN CONTACTWITHTHE SKIN
OR VAPORS ENTERING THE RESPIRATORY
SYSTEM. FURTHER, FUEL SPILLAGE
PRESENTS AN EXTREME FIRE HAZARD.
CAUTION: DEFUELING IS MORE
DANGEROUS THAN FUELING BECAUSE
THE PROCEDURE IS MORE DIFFICULT AND
THE DRAINING PROVISIONS ARE
SOMETIMES LESS CONVENIENT. ALL
SAFETY PRECAUTIONS SHALL BE
OBSERVED.
2. Notify fire department of defueling
operation location, anticipated start time, and
estimated time of completion.
3. Check interior of helicopter.
WARNING: NO ONE SHOULD BE ABOARD
THE HELICOPTER DURING DEFUELING.
4. Check that all helicopter electrical power is
OFF.
WARNING: IF POWER IS REQUIRED, TURN
BATTERY AND REQUIRED SWITCHES
ON PRIOR TO DEFUELING OPERATION.
NO FURTHER SWITCHING SHALL BE
DONE UNTIL DEFUELING IS COMPLETE
EXCEPT AS REQUIRED BY AN EMERGENCY
CONDITION.
5. Check vent lines for obstructions.
6. Move servicing unit into position.
12-6
7. Park servicing unit and set brake.
8. Position fire extinguishers.
9. Ground servicing unit to approved ground-
rod.
10. Ground the helicopter to approved ground-
rod.
11. Attach defueling tube/hose ground wire to
the helicopter.
12. Remove filler cap.
13. Insert defueling tube/hose into helicopter
tank.
14. Start pumping fuel from helicopter.
15. As the fuel flow stops, shutdown pump.
16. Remove defueling tube/hose from
helicopter.
17. Replace filler cap.
18. Place suitable container under forward
fuel cell drain valves. (Refer to Chapter 28.)
Open drain valves and drain remaining fuel
from fuel cells. Close drain valves.
wire and reel tube/hose ground
20. Remove helicopter ground.
21. Remove service unit ground.
CAUTION:DO NOT RETURN THE DRAINED
FUEL TO A STORAGE AREA UNLESS IT IS
PASSED THROUGH A FILTER SEPARATOR
AS IT IS DRAINED FROM THE HELICOPTER.
22. In the event of a fire, the following shall
be accomplished as expeditiously as possible.
a. Stop fuelflow.
b. Separate helicopter and service unit.
c. Sound alarm.
d. Attempt rescue and contain fire.
23. Purge fuel system. (Refer to paragraph
12-6A.)
 BHT-205A1-MM-1

12-6A. PURGING FUEL SYSTEM.
1. Prepare helicopter for defueling
accordance with paragraph 12-4.
2. Defuel helicopter in accordance
paragraph 12-6.
CAUTION: USE FILTERED COMPRESSED
AIR ONLY OR AS OUTLINED IN STEP 4.
3. Air purge fuel cell as follows:
a. Open all sump drains and drain lines.
b. Insert air hose in cell filler inlet under
cap and seal with masking tape (C-426).
c. Blow filtered air through cell at 60 to
100 psi for a period of eight hours.
a. Open all sump drains and drain lines.
in b. Insert inert nitrogen gas hose in cell
filler inlet under cap and seal with masking
tape (C-426).
with
c. Blow inert nitrogen (gas) (C-315)
through cells for a period of eight hours.
d. Remove air line from cell inlet.
Wait one hour.
WARNING: EXPLOSIMETER READING
MUST BE LESS THAN 20 PERCENT.
IF READING IS MORE THAN 20 PERCENT,
REPEAT STEPS b. THROUGH d. UNTIL
READING IS LESS THAN 20 PERCENT.

d. Remove air line from cell inlet.

Wait one hour.
WARNING: EXPLOSIMETER READING
MUST BE LESS THAN 20 PERCENT. IF
READING IS MORE THAN 20 PERCENT,
REPEAT STEPS a. THROUGH c. UNTIL
READING IS LESS THAN 20 PERCENT.
e. Check interior with explosimeter
(combustible gas indicator calibrated for fuel
vapors) for level of vapors.

4. Purge cells using CO2 or inert gas as

follows:
WARNING: REMOVE THE FIBER HORN
WHEN USING A FIRE EXTINGUISHER
BOTTLE AS A SOURCE OF CO2 FOR
PURGING FUEL CELLS. GAS MOVING
THROUGH THE HORN CAN GENERATE
STATIC ELECTRICAL CHARGES.
GROUND THE NOZZLE TO THE AIRCRAFT.
GROUND THE CO2 BOTTLE TO THE
AIRCRAFT. DISCHARGE THE CO2 INTO
THE FUEL CELL SLOWLY AT A RATE
OF ONE POUND PER MINUTE. RAPID
PASSAGE OF GAS THROUGH A HOSE CAN
GENERATE STATIC ELECTRICAL
CHARGES. RAPID DISCHARGE OF THE
GAS ALLOWS RAPID EXPANSION OF THE
GAS, LOWERING THE TEMPERATURE
WITH POSSIBLE DAMAGE TO THE CELL
AS A RESULT. NITROGEN (GAS) (C-315) OR
OTHER INERT GAS MAY BE USED WITH
THE SAME PRECAUTIONARY MEASURES
OUTLINED ABOVE.

12-6A/12-6B

e. Check interior with explosimeter
(combustible gas indicator calibrated for fuel
vapors) for level of fuel vapors.
5. Fog interior of fuel cell with oil (C-009).
Close drains and replace filler caps. Do not
close vents.
12-7. OIL SYSTEM SERVICING.
(Refer to Flight Manual for list of approved oils.)
CAUTION: STAINED OR DISCOLORED
SIGHT GAGE GLASSES MAY GIVE FALSE
INDICATION OF OIL/FLUID QUANTITY. IF
FALSE INDICATION IS SUSPECTED, SHAKE
HELICOPTR BY MEANS OF THE TAIL SKID
AND OBSERVE SIGHT GAGE FOR OIL/FLUID
MOVEMENT. REPLACE SIGHT GLASS IF
CONDITION WARRANTS.
It is recommended that anytime any of
NOTE:
he systems are serviced,either for an oil change
or routine quantity servicing, the oil container
be agitated prior to opening. If oil pressure
fluctuation is accompanied by foaming, drain and
reservice with agitated oil. When using
quart cans, open the end which has been on the
bottom during storage.
12-8. CHANGINGOIL BRANDS OR TYPE.
NOTE:An appropriate entry must be made in the
aircraft and engine logbooks.The entry must show
the type and brand name of the oil, to prevent
inadvertent mixing of lubricating oils. Refer to
Engine Manufacturers Manual for additional
information, and oil change intervals for the
engine. (Referto Flight Manual for list of approved
oils and temperature limitations.)
1. Prior to changing types of oil, new decals and/or
servicinginstructions must be installed at the proper
locations on the helicopter.
2. If oil brand change is made after extended
time on one oil, it is recommended that the system
be flushed and a filter inspection be accomplished
after 5 and 15 hours of operation on new oil for
accumulation of deposits on filter.
BHT-205A1-MM-1
NOTE: Lubricating oils should not be mixed. If this
should occur, drain the system and refill system in
accordance with step 3.
3. To change oil type perform the following
steps:
a. Drain lubricating oil from system. Inspect
and clean filter and strainers as required.
b. Fill oil system with specification of
lubricating oil to be used.
c. Operate system for a period of 30 minutes
to one hour to heat oil to operating temperature.
d. Inspect and clean system oil filters and
strainers. If heavy contamination of filters and
If little or no contamination of filters and strainers
release helicopter for service and proceed
is noted, release helicopter for service and proceed
with steps g. and h.
e. Drain lubricating oil from oil system and
discard oil.
f. Refill oil system with specification of
lubricating oil to be used and release helicopter for
service.
g. Inspection and cleaning of oil system
filters and strainers is required after five and
fifteen hours of composite operating time.
h. After fifteen hours, inspect oil system
filters and strainers, revert to normal inspection
interval.
12-9. ENGINE OIL SYSTEM.
The supply tank for the engine oil system is located
on the right side and forward of the forward engine
firewall. The oil level in the tank can be checked by
viewing the sight gage indicators on the tank. The
sight gage indicators are accessible through
inspection door. For access to the filler cap and
filler cap dipstick, the lower engine cowl must be
removed. Service the tank with an authorized type
MIL-L-7808 or type MIL-L-23699 oil. (Refer to
Flight Manual for approved list.)
12-7
BHT-205A1-MM-1
NOTE: Numbers 1 through 4 appearing on dipstick
indicate level of oil in engine oil tank.
12-10. TRANSMISSION OIL SYSTEM.
The transmission sump case serves as the reservoir
for this system. The filler is located on the upper right
side of the transmission and is accessible when the
forward pylon fairing is opened. Oil level sight gages
may be viewed through the right side of the pylon
support structure in the cabin with the aid of a light
controlled by a push-button switch. A sump drain
valve is located directly beneath the sump. An
external filter, in the return line from the oil cooler, is
located inside the pylon structure at the right side
and has a red indicator which will be visible when the
filter is in impending bypass condition. Drain valves
in the oil cooler lines are accessible through the
bottom fuselage skin below oil cooler. Transmission
oil system maintenance practices are contained in
Chapter 66.
12-11.
ROTOR GEARBOXES.
TAIL
Oil level in the intermediate and tail rotor gearboxes
may be checked on the sight gages and replenished,
as required. Intermediate (42° ) gearbox and tail rotor
(90 ° ) gearbox maintenance practices are contained in
Chapter 66.
12-12. MAIN ROTOR HUB. (OIL LUBRICATED)
Transparent plastic sight gages are on the grip and
pillow block reservoirs for checking oil level. Oil level
shall be maintained at the one-half indication. Main
rotor grips and pillow block reservoirs may be
serviced with oil (C-010, C-011 or C-013).
12-12A. MAIN ROTOR HUB. (GREASE
LUBRICATED)
Main rotor hubs converted to grease lubricated per
TB 205-81-43 are equipped with covers in lieu of oil
reservoir. Service hub each 50 hours with grease
(C-001).
12-13. STABILIZER BAR DAMPERS.
Refer to Chapter 65. Check timing and service only as
necessary.
12-8 Rev. 3
12-14. SINGLE HYDRAULIC SYSTEM.
Access to the hydraulic reservoir is gained by opening
the forward pylon fairing, the reservoir is on the right
side. The filter assembly, solenoid valve, relief valve,
pressure switch, and accumulator are all located in
the pylon area between the servo actuators. The filter
may be checked from the access door on the forward
side of the pylon structure; the filter is equipped with
a red indicator button which will extend when the
filter has an impending bypass condition.
12-14A. DUAL HYDRAULICSYSTEM.
Access to the hydraulic reservoirs is gained by
opening the forward pylon fairing. System No. 1
reservoir is on the left side and System No. 2 reservoir
is on the right side. Pressure and return filters, with
red indicators which will be visible when the filter
requires change, are located in modules in the pylon.
System No. 1 module is on the aft side of the lift beam,
with System No. 2 module located at lower front
center of the lift beam. The filters may be checked
from inside the cabin through an access door on the
forward side of the pylon structure. A supplemental
indicator is located to right of helicopter centerline,
and is visible through the lower, right nose window.
With engine running and hydraulic circuit breakers
closed, a green indication verifies that the systems
are operating without clogging. Under the same
circumstances, a red indication warns that there is an
impending bypass condition.
12-15. BATTERY.
The nickel cadmium battery is located in the
helicopter nose compartment. Refer to Volume 2,
Chapter 96 for servicing and maintenance of the
battery.
12-16. ENGINE FIRE EXTINGUISHER
BOTTLES.
Check gages of engine compartment fire extinguisher
bottles through inspection doors in sides of engine
cowling. If gage is below the acceptable limit replace
with a serviceable unit.
12-17. PORTABLE FIRE EXTINGUISHERS.
Check gages of portable fire extinguishers in cabin.

LUBRICATION
12-18. LUBRICATION.
1. After each day of operation in rain showers
or snow or after washing helicopter, all exposed
control bearings shall be purge lubricated to
remove trapped moisture and ensure that a
lubrication film is applied to susceptible surfaces.
2. Parking helicopters outside in a heavy dew
environment requires that all exposed control
bearings be purge lubricated every seven days to
ensure that no voids exist that could trap moisture.
3. If helicopter is stored for periods in
excess of 45 days without operation or service,
purge lubricate all bearings.
12-19. LUBRICATION SYMBOLS.
The lubrication chart uses symbols 'and
abbreviations to indicate the required lubricant,
method of application, and time interval for
lubrication of each part listed. A key on the
chart indicates the meanings of symbols and
abbreviations.
BHT-205A1-MM-1
12-20. 204-040-755-005 LUBRICATION
RESTRICTIONS.
NOTE: Do not exceed lubrication intervals
specified on lubrication chart.
1. The 204-040-755-005 grease has 4 year shelf
life from packing date on container.
2. The calendar life ( months) thatis listed for
a lubricated component shall be adhered to
whether the component is installed on a helicopter
or is placed on a shelf as a spare. The calendar time
or hours of operating time, whichever comes first,
shall not be exceeded.
12-21. FLEX COUPLING LUBRICATION
LOG.
The flex coupling lubrication log, table 12-2 shall
be filled out any time a component that uses 204-
040-755-005 grease (C-015) is installed on the
helicopter. This log shall be filled out listing the
date the 204-040-755-005 grease was applied in the
component. This grease carries an operational
hour and a calendar requirements in this chapter.
Grease shall be replaced at the requirement that
occurs first (hours/months).
12-8A/12-8B
 BHT-205A1-MM-1

Table 12-2. Flex couplings lubrication log

Date Airframe Date Airframe

Part Number Nomenclature Lubricated Hours Lubricated Hours
Main Driveshaft
Transmission Tail Rotor Drive
Output Coupling
Tail Rotor Driveshaft Hangers (8)
Intermediate Gearbox Input Quill
Intermediate Gearbox Output Quill
Tail Rotor Gearbox Input Quill

12-9
BHT-205A1-MM-1

NOTES
Lubricate more frequently if conditions warrant. Use hand type grease gun only. Purge SEE
lubricate, at lubrication fitting, unless otherwise noted. DETAIL C
MIL-G-81322 grease is recommended for use in all applications which previously used SEE DETAIL
MIL-G-25537 grease. Intermixing of greases is prohibited. When changing from one grease
to the other, purge, until previous grease is depleted. Exercise same care when switching
brands of grease as when switching types of grease

Lubricate if grease fittings are present. Rod ends that have teflon bearings do not have
grease fittings.
Lubricate hanger bearing by slowly pumping grease into fitting until grease may be seen
around bearing seal. Use caution because excessive pump pressure may push seal from
bearing.
MAIN DRIVESHAFT
Lubricate tail rotor hanger bearing with REFER TO COMPONENT REPAIR
Mobil 28 conforming to MIL-G-81322 AND OVERHAUL MANUAL FOR
grease. DETAIL INSPECTIONAND
LUBRICATION INSTRUCTIONS

SEE DETAIL 205-040-004.17

EP

205-040-004-3. -9 -11 and -103

SEE DETAIL HANGERS WITH

50 HOURS

3 PLACES

600 HOURS OR 12
MONTHS; WHICHEVER
OCCURS FIRST
SEE DETAIL E

1. Flight control tube Symbol Specification SIX MONTHS

2. Flight control support GAP MIL-G-25537 HAND
3.
A Flex couplings EP 204-040-755-5
4. Rod end bearing GWT MIL-G-81322
5. Driveshaft hanger bearings GWT M-G-81322GREASE GUN

205A1-M-12-2-1

Figure 12-2. Lubrication chart (Sheet 1 of 4)

12-10 Rev. 3
 BHT-205A1-MM-1

2 PLACES

DETAIL A

6. Stabilizer frame bearings

7. Mixing lever
8. Pitch change link universal
8A. Pillow blocks
8B. Grips
9. Control plate trunnions
10. Scissors pivot cover plate
11. Collective hub assembly
12. Scissor bearings
13. Swashplate bearings
14. Collective lever trunnion 3 PLACES
15. Outer control plate trunnions 2 PLACES
16. Scissors bearings (212-010-407only)
205A1-M-12-2-2

Figure 12-2. Lubrication chart (Sheet 2 of 4)

Rev. 3 12-11
BHT-205A1-MM-1

NOTES

Use hand type grease gun only.

If conditions warrant, purge lubricate tail rotor hub and blade

grip bearings every 25 hours as follows:

1. Disconnect pitch link at one blade grip and purge bearing

with grease. Rotate grip several times in both directions.
Repeat purging procedure. Wipe off excess grease and
reconnect pitch link.

2. Disconnect pitch link on opposite blade grip and purge

bearing in accordance with step 1 procedure. Reconnect
pitch link.

Grease 204-040-755-5 has a shelf life of 4 years whether

stored in original container or in a component. If a component
is not put in service prior to expiration of the 4 year shelf life
of the grease, the component shall be purged and lubricated
prior to installation on helicopter. After initial operation refer
to this chart for lubrication intervals.
Lubricate each 300 hours or 3 months; whichever occurs
first.

17. Trunnion bearing

18. Grip bearings
19. Crosshead bearing
20. Axle pivot point
21. Actuating cylinder trunnions
22. Wheel bearings
23. Pin assembly
24. Securing pin
25. Crosshead bearing
212-011-701 HUB AND BLADE

NOTE
Lubricate until grease passes inboard seal.

212-010-701 HUB
AND BLADE

2 SHOTS ONLY
DETAIL C

205A1-M-12-2-3

Figure 12-2. Lubrication chart (Sheet 3 of 4)

12-12 Rev. 3
 BHT-205A1-MM-1

(FAR SIDE) 2 PLACES

DETAIL E 2 PLACES
205A1-M-12-2-4

Figure 12-2. Lubrication chart (Sheet 4 of 4)

Rev. 3 12-13/12-14
 BHT-205A 1-MM-1

CHAPTER 20

STANDARD PRACTICES

NOTE: Chapter 20 has been deleted in its entirety. For

standard practices applicable to all Bell helicopters, refer to
BHT-ALL-SPMmanual.

20-1/20-2
 BHT-205A1-MM-1

AIR CONDITIONING

TABLE OF CONTENTS

Paragraph Page
Number Title Number
21-1 Heating and ventilation system .................................... 21-2
21-2 Bleed air heating system troubleshooting ........................... .21-2
21-3 Bleedair heating system ................................................ 21-5
21-12 Ducts, nozzles, tube assemblies, elbows and
valve assemblies ...................................................... 21-7

LIST OF TABLES

Table Page
Number Title Number
21-1 Bleed air heating system troubleshooting ............ ...................... . 21-2

LIST OF FIGURES

Figure Page
Number Title Number
21-1 Air distribution system ........................... ...................... 21-6

21-1
BHT-205A1-MM-1

AIR CONDITIONING

21-1. HEATING AND VENTILATION located on the top area of the nose section and the
SYSTEM. outlets are located on the instrument panel and at
the base of the windshields. The cabin ventilation
The heating and ventilation system consists of a system provides ambient air for the
bleed air heater system and a ram air ventilation passenger/cargo compartment.
system with an electrical driven blower motor
assist. The bleed air system provides heated air for
the cabin area and for defrosting the windshield 21-2. BLEED AIR HEATING SYSTEM
and lower forward transparent area. The forward TROUBLESHOOTING.
ventilation system provides ambient air for
defogging the windshields and cooling air for pilot Refer to Table 21-1 for bleed air heating system
and copilot. The forward air system inlets are troubleshooting.

Table 21-1. Bleed Air Heating System Troubleshooting

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

No bleed air flow to Restricted or no Clear lines - check

variable mixture valve flow for ice in lines.

No bleed air flow through
variable mixture valve
No voltage to Check for voltage (28 Vdc) at
variable mixture P127,pin A,if no voltage
valve exists check wiring and
repair as necessary. (Refer
to wiring diagrams in
Chapter 98.)

Inadequate actuator Check for leakage in

pressure link from variable
mixture to
temperature sensor and
repair as necessary.
Pressure at sensor should
be 5.5 to 7.0 psi.

Inoperative variable If bleed air and

mixture valve voltage exists and
valve is inoperative
replace valve.
Temperature cannot Faulty temperature Loosefitting -tighten
be changed control shaft nuts to assure proper
engagement of shaft.
Check operation ofshaft
and replace if necessary.
Faulty temperature Check operation of
sensor sensor and replace
if faulty.

21-2
 BHT-205A1-MM-1

Table 21-1. Bleed Air Heating System Troubleshooting (Cont)

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

All hot air Clogged line from Clear line - check for
variable mixture ice in line.
valve to temperature
sensor
Faulty temperature Check operation of
sensor sensor and replace
if faulty.
All cool air Flex shaft loose Secure nuts and check
or faulty for proper engagement
of shaft or replace
shaft if necessary.

Faulty temperature Check operation of

sensor temperature sensor and
replace as necessary.

Loose or leaking Check for leaking or

line from variable disconnected link from
mixing valve to mixing valve to sensor
temperature sensor and repair as necessary.

No air out of No voltage to doorpost Check for 28 Vdc at

doorpost outlets outlet valve P138, pin C, D or E
or depending on position
Inability to cut off of AFT OUTLET switch
air through S85.Check that ground
doorpost outlets exists atP138, pin A.
If no voltage exists,
check wiring and
repair as necessary.
(Refer to figures 98-40,
98-41 or 98-42.)Check
circuit breaker and replace
if required.

Inoperative aft Check and replace

outlets limit switch as necessary.
switch, S87, on
side of console

Bleed air heater fails Overheat switch, S73, Check continuity and
to operate fails in closed operation of overheat
position switch and replace if
faulty.

21-3
BHT-205A1-MM-1

Table 21-1. Bleed Air Heating System Troubleshooting (Cont)

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Bleed air heater Defective overheat Check and replace

fails to operate (cont) relay, K46 as necessary.

Defective wiring Check and repair

as necessary.

No airflow through Fire wall solenoid Check for activation of

outlets valve, L22, closed fire wall valve with heater
(tripped) switch, S83,in EMER OFF
position. Check for 28Vdc at
pin J of J68, if no voltage
exists replace switch. If voltage
exists at pin J of J68, replace
fire wall solenoid valve, L22.

NOTE:The following procedures apply to helicopers 30053 and subsequent only.

DUCT PRESS WARNING HEATER TEST Check switch for proper

light fails to illuminate when switch defective operation (continuity) and
HEATER TEST switch S155 replace if defective.
is actuated.

Faulty duct pressure With HEATER TEST switch,

sensor, S84 S155,positioned to PRESS,
TEST, place a jumper
wire between pins B
and C of P170. If DUCT
PRESS WARNINGlight
illuminates replace duct
pressure sensor. If light
fails to illuminate, refer to
Volume 2, Chapter 98.
Check wiring and repair
as necessary.

21-4

21-3. BLEEDAIR HEATINGSYSTEM.
NOTE: For severe weather operations, a muff
heater may be installed which utilizes heat from
the engine tail pipe.
The basic helicopter heating system (Figure 21-1)
utilizes bleed air from the engine compressor
section. Bleed air is routed from the engine to a
variable control mixing valve located below the
engine on the right side of the helicopter. Outside
air, which enters through a screened opening in
the helicopter skin adjacent to the mixing valve, is
mixed with engine bleed air at the variable control
mixing valve to maintain the selected
temperature. Heater air is ducted forward through
a noise suppressor and then below the cabin deck
on the right side of the helicopter. Heater air flowis
divided at the air distribution outlet control valve
below the right door post. Two ducts carry air to
the air valves on each door post for passenger
compartment heat, and one duct carries air
forward to the pilots compartment, where it exits
at four air valves in the base of the pedestal and at
each lower window defog outlet. By pushing the
defogging control knob, located on right side of
pedestal, forward to DEFROST position, the air
valves in the base of the pedestal are closed and all
of the air is diverted to the windshield defogging
nozzles.
21-4. HEATERSYSTEMCOMPONENTS.
The heater switch, located in the overhead console,
is a three-position switch. The ON position applies
28 Vdc power to the variable control mixing valve
to open the valve for bleed air flow. The OFF
position turns the heater off. The EMER OFF
position is used when the muff heater kit is
installed. In the EMER OFF position it will also
operate firewall shut-off valve.
21-5. SWITCH.
AFTOUTLET
The aft outlet switch is located on the overhead
console, and positions the air distribution outlet
control valve. There is no valve in the center duct
which conducts heated air forward to the pilots
compartment. The two outer ducts which route
heated air to the passenger compartment have
flapper valves operated by the heating AFT
OUTLET switch. The OFF position closes the
outlet control valves. Settings 1, 2, and 3, position
BHT-205A1-MM-1
the outboard duct valves to the 1/3 open, 2/3 open,
and full open positions. This control may be
bypassed by the defrost controls. (Refer to
paragraph 21-10.)
21-6. CIRCUITBREAKERS.
Three heater system circuit breakers are located in
the overhead console. The heater AIR VALVE
circuit breaker and the heater OUTLET VALVE
cirucit breaker are utilized in the basic bleed air
heater system. The heater SHUT-OFF VALVE
circuit breaker is used only when the muff heater
kit is installed.
21-7. TEMPERATURESELECTINGDIAL.
The temperature selecting dial, located on the
right door post, affords a means to control the
remote sensor (thermostat) mounted on the air
distribution control valve beneath the cabin deck.
The selecting dial has nine settings and operates
through 270 degrees of rotation. It is connected to
the remote sensor by means of a flexiblecable. The
heater air temperature may be adjusted to a
maximum of 200 degrees F. The bimetal type
remote sensor senses the temperature of the air in
the heater duct and controls the variable control
mixing valve. The remote sensor accomplishes
control of the mixing valve by operation of a bleed
air port activated by the bimetal element. The
bleed air port is connected to the variable control
mixing valve by a small diameterhose and tubing.
21-8. VARIABLE MIXINGVALVE.
CONTROL
The variable control mixing valve is located in the
rear of the fuselage. It controls the bleed air and
ambient air flow as directed by the remote sensor
(thermostat). The bleed air nozzle inside the
mixing valve acts as a jet pump through a venturi
to draw in ambient air and control the mixed air
flow. When heater air is not at the selected
temperature, the remote sensor causes the variable
control mixing valve to increase or decrease
engine bleed air flow and to regulate ambient air
flow as required to correct the temperature
variation.
21-9. TEMPERATURECONTROLSWITCH.
The temperature control switch (overheat switch),
located in the plenum immediately forward of the
noise suppressor serves to protect the system from
21-5
 6. Air valve assembly
7. Noise suppressor
8. Variable control mixing
9. Tube to bleed air valve
10. Outlet assembly
11. Drain hose
12. Tube

205072-29A
 BHT-205A1-MM-1

damage due to overheating in the event of failure NOTE: Refer to Volume 2, Chapter 95, for
of the temperature regulating mechanism. If the information regarding BLEED AIR OFF lights.
temperature in the plenum exceeds 265°F, the
temperature control switch will activate a solenoid 21-12. DUCTS, NOZZLES, TUBE
to closed position on the variable control mixing ASSEMBLIES, ELBOWS, AND VALVE
valve shutting off bleed air flow. The cycling will ASSEMBLIES.
continue until the heater is turned off or the
discrepancy in the temperature regulating The distribution portion of the bleed air heating
mechanismis corrected. system carries and directs the selected
temperature air to those areas within the
21-10. DEFROSTLEVER. helicopter cabin as directed by the crewmen. The
distribution system is composed of ducting,
The defrost lever, located at the front of the nozzles, tube assemblies, elbows, and valve
pedestal on the right side, serves to shut off heater assemblies. These are secured in the helicopter
air to the passenger compartment and to the four airframe by clamps, brackets, and couplings.
air valves at the base of the pedestal. This makes
the entire flow available for windshield defrosting. 21-13. REMOVAL
- DUCTS,NOZZLES,
TUBE
When the defrost lever is moved forward to the ON ASSEMBLIES, ELBOWS, AND VALVE
position, valves in the ducts are operated as ASSEMBLIES.
follows: A valve in the duct in the bottom of the
pedestal is closed by a mechanical linkage to shut 1. Remove applicable deck plates and access
off heater air to the four air valves in the base of the doors to provide access to component to be
pedestal; a microswitch, mounted in the defrost removed.
lever linkage at the base of the pedestal, is
activated. The micro switch causes two valves, 2. Removenecessaryclamps, couplingsand/or
mounted on a single shaft in the air distribution tape wrapping securing component to airframe
outlet control valve, to close and shut off heated air and connecting parts.
to the passenger compartment heater air valves.
When the defrost lever is moved aft to the OFF 3. Remove component through access opening.
position the reverse takes place. The two valves
will return to the position selected by the AFT 21-14. INSTALLATION
- DUCTS, NOZZLES,
OUTLET switch in the overhead console and the TUBE ASSEMBLIES, ELBOWS AND VALVE
valve controlling the heater air flow to the four air ASSEMBLIES.
valves in the base of the pedestal will be opened.
1. Position component in place within the
21-11. BLEED AIR SWITCH. system.

The bleed air switch is located adjacent to the
copilots collective lever jackshaft. It serves to stop
bleed air flow from the engine to the heater system
when maximum engine power may be required for
flight. The switch is activated when the collective
is raised approximately 12.5 to 13.5 degrees from
the full down position. When the switch is
activated, an overheat condition is simulated
electrically and bleed air is shut off at the variable
control mixing valve. When the collective pitch
lever is lowered, normal bleed air heating is
resumed. (Refer to Chapter 27, Collective Rigging,
for bleed air switch rigging procedures.)
2. Install applicable clamps and couplings.
3. At connecting ends of ducts apply
adhesive (C-307) to soft ends and apply three
complete wraps of tape (C-403) two inches wide.
Do not stretch last wrap.
4. Wrap insulation on duct with two turns of
tape (C-439).Tape edges together and tape ends to
duct.
5. Lockwire bleed air tubes as shown in detail A,
figure 21-1.

21-7/21-8
 BHT-205A1-MM-1

EQUIPMENT/FURNISHINGS

TABLE OF CONTENTS

Paragraph Page
Number Title Number
25-1 Equipment/furnishings ................................................. 25-2
25-2 Flight compartment .................................................... 25-3
25-3 Pilot and copilot seats ................................................... 25-3
25-7 Inertia reel and shoulder harness .............................. 25-4
25-8 Inertia reel ........................................................... 25-4
25-12 Operational check - inertia reel .......................................... 25-5
25-13 Pilot console partition .................................................. 25-5
25-17 Passenger step ........................................................ 25-7
25-20 Passenger step actuator ................................................. 25-7
25-23 Passenger step, skid mounted ............................................ 25-10
25-28 Cargo hook ........................................................... 25-14
25-33 Soundproofing blankets ................................................. 25-16
25-38 Maintenance hoist ..................................................... 25-17

LIST OF FIGURES

Figure Page
Number Title Number
25-1 Pilot and copilot seats ................................................... 25-3
25-2 Inertia reel ........................................................... 25-4
25-3 Cabin equipment/furnishings ............................................ 25-6
25-4 Passenger step - fuselage mounted ....................................... 25-8
25-5 Step actuator ........................................ .................. 25-9
25-6 Passenger step - skid mounted ........................................... 25-11
25-7 Cargo hook ........................................................... 25-15
25-8 Maintenance hoist ..................................................... 25-18
25-9 Maintenance hoist attachment ........................................... 25-19

25-1
BHT-205A1-MM-1

EQUIPMENT/FURNISHINGS

25-1. EQUIPMENT/FURNISHINGS. and pilots console partitions, which are located in

the flight compartment. Passenger compartment
The equipment/furnishings consist of pilot and furnishings vary according to individual
copilot seats, shoulder harnesses and inertia reels, preference and are coveredby service instructions.

25-2
 BHT-205A1-MM-1

FLIGHT COMPARTMENT
25-2. FLIGHT COMPARTMENT.

25-3. PILOT AND COPILOT SEATS.

Pilot and copilot seats are adjustable types, mounted

on tracks fixed to the cabin floor. A lever on the right
side is for vertical seat adjustment. The lower lever
on the left side is for fore and aft seat adjustment and
the upper lever on the left side is for control of the
inertia reel. DETAILA

25-4. REMOVAL - PILOT AND COPILOT SEATS.

NOTE: Removal of either seat is the same.

1. Remove screw (2, figure 25-1), nut, washer, and

clip (1) from aft end of outboard seat track. Remove
screw from aft end of inboard seat track.

2. Move fore and aft seat adjustment handle (7) up

and pull seat (4) aft until free from seat tracks. SEEDETAILB

25-5. INSPECTION AND REPAIR - PILOT AND

COPILOT SEATS.

1. Inspect shoulder harness (3, figure 25-1),

inertia reel strap and safety belt (5)for fraying, wear
and loose stitching.

2. Inspect seat (4) for damage and

unserviceability.

3. Inspect seat netting for tears, cuts and security.

4. Inspect seat structure for obvious damage.

5. Check set screw (9),bolts, nuts, and washers (10

and 11) for security.
DETAILB
6. Check vertical (8) and fore and aft seat
adjustment handle for ease of operation. 1. Clip
2. Screw
7. Replace unserviceable items. 3. Shoulder harness
4. Seat
25-6. INSTALLATION - PILOT AND COPILOT . Safety
6.
belt
Inertia reel control handle
SEATS. 7. Fore and aft seat adjustment handle
8. Vertical seat adjustment handle
NOTE: Installation of either seat is the same. 9. Setscrewandbushing
10. Bolt, washers, and nut
11. Bolt, washers, and nut 214070-132
1. Position seat (4, figure 25-1) on aft side of seat
tracks. Move fore and aft seat adjustment handle (7)
up and push seat (4) all the way forward. Figure25-1. Pilotand copilot seats

25-3
BHT-205A1 -MM-1

2. Position clip (1), with fastener, on outboard

side of outboard seat track and secure with screw
(2), washer and nut.
3. Install screw in end of inboard seat track
and secure with washer and nut.

NOTE: Refer to Service Instruction 205-19 for

installation and maintenance of passenger seats.

25-7. INERTIA REEL AND SHOULDER

HARNESS.

Inertia reels with manually operated control

handles are located on the back of the pilots and
copilots seats. The inertia reel is a mechanical 1. Reel Assembly
restraining device that is designed to prevent seat 2. ShoulderHarness
occupant from pitching forward during abrupt 3. Bolt
helicopter attitude changes. Each inertia reel has 4 Strap
an automatic locking mechanism that prevents 5. ControlCable
the inertia reel from unreeling, even with the 7. Strap RetainingInsert
control handle in unlocked position, in case of
sudden stoppage. 214070-12

Figure 25-2. Inertia reel

25-8. INERTIA REEL.

25-9. REMOVAL - INERTIA REEL. 25-11. INSTALLATION - INERTIA REEL.

1. Remove bolt (3, figure 25-2)from shoulder
harness (2) and strap (4).
2. Remove inertia reel control handle (6, figure
25-1) from seat (4).
3. Remove nuts, washers, and bolts (6, figure
25-2) and remove inertia reel.
25-10. INSPECTION AND REPAIR- INERTIA
REEL.
1. Inspect inertia reel strap (4, figure 25-2)for
fraying, wear, and security.
2. Inspect control cable (5) and inertia reel
control handle (6, figure 25-1) for freedom of
movement and security of mounting.
3. Replace any parts that are unserviceable.
1. Position inertia reel on seat suport bracket
with control head on left side. Secure inertia reel to
seat with bolts (6, figure 25-2),washers, and nuts.
2. Position shoulder harness (2) between metal
plates of strap (4) and securewith bolt (3),washer,
and nut.
3. If inertia reel control head is not positioned
correctly, remove screw in end of control head and
remove control head. The control head can be
indexed at 45 degree intervals. Align the control
head to the nearest correct mark and, with the
alignment pins of the control head engaged with
corresponding holes of the base, install screw.
4. Secure inertia reel control handle (6, figure
25-1) to seat (4).
5. Perform operational check of inertia reel.
(Refer to paragraph 25-12.)

25-4
 BHT-205A1-MM-1

25-12. OPERATIONALCHECK- INERTIA The overhead console partition is approximately

REEL. 27 inches long and is secured to the overhead
console with screws. The lower console partition
1. Place inertia reel control handle (6, figure protects the left side and aft end of the lower
25-1) to UNLOCKED position. Disconnect console.A plexiglass window is installed in the left
shoulder harness (2, figure 25-2) from strap (4). side of lower console partition.
Attach a spring scale to end of strap (4)and, while
watching scale, slowly pull length of strap out of 25-14. REMOVAL - PILOTS CONSOLE
inertia reel. The tension indicated shall not be less PARTITION.
than two pounds initially nor more than six
pounds when the final increment is pulled out of 1. Remove screws (1, figure 25-3)and washers
the reel. from lower console partition (2) and remove
partition.
2. Cycle inertia reel control handle from
UNLOCKED to the LOCKED position several 2. Remove screws (4) and washers from upper
times as the strap is being reeled in and out. The console partition (3) and remove partition.
reel shall positively LOCK and hold each time the
inertia reel handle is moved to the LOCKED 25-15. INSPECTION AND REPAIR - PILOTS
position. CONSOLE PARTITION.

3. If reel does not meet the required tension,
move inertia reel control handle to the unlocked
position and pull out slowly on strap (4)until strap
retaining insert (7)is visible through lower slot in
reel assembly (1). Then move inertia reel control
handle to the LOCKEDposition. Insert a 3/32 inch
hex wrench through hole in end of reel, and hold
securely. Remove strap retaining insert (7) and
withdraw strap (4) from reel. Turn reel with hex
wrench, toward the unwind direction for one
complete revolution. Reinstall strap, and recheck
tension. If proper tension cannot be attained,
remove and replace reel.
25-13. PILOTSCONSOLE PARTITION.
1. Inspect partitions for cracks, dents and
tears.
2. Inspect plexiglass window for cracks.
3. Repair in accordance with instructions in
FAA Publication AC 43.13-1,Aircraft Inspection
and Repair.
- PILOTSCONSOLE
25-16. INSTALLATION
PARTITION.
1. Position lower console partition (2, figure
25-3)over top of console and secure with screws (1)
and washers.

The pilots lower console and overhead console are 2. Position overhead console partition (3) on
provided with a partition to obstruct cabin left side of overhead console and secure with
occupants from the helicopters electrical switches. screws (4) and washers.

25-5
BHT-205A 1-MM-1

1. Screw
2. Lower Console Partition
3. Upper Console Partition
4. Screw
5. Copilots Seat
6. Pilots Seat

205070-1029.

Figure 25-3. Cabin equipment/furnishing

25-6

PASSENGER STEP
25-17. PASSENGER STEP.
There are two types of passenger steps used on
205A-1 helicopters. 205-032-143 passenger step is
mounted on the hard points below the passenger
door. The step extends and retracts by a switch on
the overhead panel. 212-706-105passenger step is
mounted on skid tubes. The skid mounted
passenger step is raised and lowered by a switch
on the instrument panel. Circuitry is protected
by a circuit breaker mounted on the overhead
console.
NOTE: If 205-032-143passenger step is installed
refer to paragraphs 25-18and 25-19.If 212-706-105
passenger step is installed refer to paragraph
25-23.
25-18. REMOVAL - PASSENGER STEP.
1. Remove passenger step as follows:
a. Extend passenger step, remove retainer
rings (6, figure 25-4)and washers (5), and pins (4)
from arms (8).
b. Support passenger step (7), remove
nuts (2) and bolts (1)from forward and aft bearing
plates (3). Remove step.
2. Remove torque tube (10, figure 25-5) as
follows:
NOTE: Securebearing plate shims (13)to bearing
plate for reinstallation of plate.
a. Remove screws (14) from bearing plates
(1).
b. Remove cotter pins, nuts, washers,
and bolts (11) from guides (3).
c. Disconnect electrical connector from
actuator (6). Pull lockpin (8) from pin (5).
d. Support torque tube (10), remove bolts
from bearing (2), remove torque tube.
- PASSENGERSTEP.
25-19. INSTALLATION
1. Install torque tube (10, figure 25-5) as
follows:
BHT-205A1-MM-1
a. Position torque tube (10) with shims (13)
into airframe. Install screws (14) in bearing plate
(1).
b. Secure bearing (2) to airframe with bolts
and washers.
c. Install pin (5) in actuator (6) and support
(9). Install washer (7) and lockpin (8) on pin (5).
d. Position guides (3) in fittings on torque
tube (10). Install bolts, washers, and nuts (11).
Tighten nuts fingertight and back off 1/4 turn.
Install cotter pins.
e. Connect electrical connector to actuator
(6).
2. Install passenger step (7, figure 25-4) as
follows:
a. Lubricate upper end of support (9) with
grease (C-014).
b. Position support (9)between forward and
aft bearing plates (3), install bolts (1) and nuts (2).
c. Attach arms (8) to arm on torque tube (10,
figure 25-5) with pins (4, figure 25-4), washers (5)
and retainer ring (6).
3. Check riggings. (Refer to paragraph 25-22.)
25-20. PASSENGER STEP ACTUATOR.
25-21. REPLACEMENT - PASSENGER STEP
ACTUATOR.
1. Remove actuator (6, figure 25-5) as follows:
a. Remove lockpin (8) from pin (5), remove
pin (5) and washer (7) from actuator (6).
b. Disconnect electrical connection from
actuator (6).
c. Remove cotter pins, nuts, washers,
and bolts (11) from torque tube (10). Remove
actuator (6).
25-7
BHT-205A1-MM-1

HELICOPTERS 30103 AND SUBSEQUENT

HAVE ARMS (8) WITH ECCENTRIC
BUSHING FOR ADJUSTMENT OF STEP
TO FIT CONTOUR OF FAIRING.

2. Nut
3. Bearing Plate
4. Pin
5. Washers
6. Retaining Ring
7. Passenger Step
8. Arm
9. Support 205032-12C

Figure 25-4. Passenger step - fuselage mounted

25-8
 BHT-205A1-MM-1

1. Bearing Plate

4.Support
102. TorqueTube
Bearing
4.
5. Support
Pin

205032-12D
2. a.Install actuator
Position (6) as(6)follows:
actuator in fitting on torque 25-22. RIGGING
. Adjust torque tube as follows: STEP.
PASSENGER
(10), install bolt, washer, nut, and cotter
tube Lockpin
(11). a. Disconnect actuator (6, figure 25-5) and
both guides (3) from torque tube (10).
1. Bolt
electrical connector to actuatorBolt
b. Connect
(6)3 b. Loosen 14.boltScrew
(12) in bearing (2). Check
205032-12D

Figure
25-5. Storque tube (10) for freedom of operation.

Align outboard
a.. Position of fitting on(6)torque
in actuator
actuatorend(6)follows: withas 25-22. RIGGING
1. Adjust torque tube as follows: STEP.
PASSENGER

support boltpin (5),washer (7), and

(), install c. If (10)exhibits
torque tubeactuator binding and/or
(11).
b. Connect electrical connector to actuator
Disconnect
both a.guides (3) from torque tube (10). 25-5) and
(6, figure
(6). b. tube
torque (10) bolt
Loosen (12) in ofbearing
for freedom (2). Check
operation.
c. Align outboard end of actuator (6) with
support (9), install pin (5), washer (7), and c. If torque tube (10)exhibits binding and/or
lockpin (8). restricted travel, check torque tube bearing plate

25-9
BHT-205A1-MM-1
(1) for proper operation and shimming. There
should be 0.020 inch clearance between the
bearing inner race and the torque tube (10)
measured with the torque tube bottomed at the
forward bearing and 0.020 inch measured at the
aft bearing.
d. If shim adjustment is required, remove
or replace shims (13) equally at each bearing
plate (1) to attain the 0.020 inch clearance.
After shim adjustment, again check torque
tube assembly for freedom of movement.
e. Install both guides (3) with springs and
guides and secure in place with bolts (11),washers,
nuts, and cotter pins.
f. Install nuts finger tight, then back off 1/4
turn and install cotter pin. Retorquebolt(12). After
this installation recheck system for freedom of
movement.
2. Adjust actuator (6) as follows:
a. With actuator (6) fully retracted, adjust
length from centerline of attaching hole on
housing to centerline of hole on adjustable rod end
to 5.0 inches.
b. Install actuator (6) on torque tube (10)
using bolt (11),washer, nut, and cotter pin.
c. Torque nut fingertight, back off 1/4
turn and install cotter pin.
d. Attach opposite end of actuator (6) to
support (9) and secure with pin (5), washer (7),
and lock pin (8). Recheck step for freedom of
movement.
3. Adjust step assembly as follows:
a. At the inboard end of arm (8, figure 254)
are installed two eccentric bushings. The closed
position of the step can be adjusted by rotating
these bushings.
b. This rotational adjustment must be
accomplished with extreme care, making sure that
the two bushings are aligned.
c. After adjustment, cycle the step to ensure
freedom of operation.
25-10
25-23. PASSENGER STEP. SKID
MOUNTED.
An electrically powered passenger step is mounted
on each skid of helicopters 30167and subsequent.
Movement of the step is accomplished by an
actuator attached between the forward arm of the
step and a bracket mounted on the landing gear
skid. The step actuators are controlled by a switch
mounted on the instrument panel. Circuitry is
protected by a circuit breaker mounted on the
overhead console.
25-24. - PASSENGERSTEP.
REMOVAL
1. Remove step assembly (1, figure 25-6)and
mounting arms as follows:
a. Remove nuts, washers, and bolts
attaching step assembly (1) to forward and aft
arms (2 and 3). Remove step assembly (1).
b. Remove nut, washer, and bolt (6) which
attach forward arm (2) to actuator (10).
Remove bolts (5) which attach forward and aft
arms (2 and 3) to skids. Remove arms.
2. Remove actuator (10) as follows:
NOTE:Actuator can be removed without removing
step provided step is raised for access.
a. Removegrommet where electrical cable (4)
enters skid. Pull enough wire from skid to gain
access to wire splices. Disconnect splices.
CAUTION: SUPPORT STEP PRIOR TO
REMOVING ACTUATOR ATTACHING
HARDWARE.
b. Remove nut, washer, and bolt (6) from
forward end of actuator (10). Remove cotter
pin, washer, and pin (7) from aft end of
actuator (10). Remove actuator.
c. Remove four mounting screws to remove
actuator bracket (8).
25-25. INSPECTION- PASSENGERSTEP.
1. Check actuator (10, figure 25-6) for proper
operation.
 BHT-205A1-MM-1

6. Bolt
7. Pin
8. ActuatorBracke t
9. Skid Tube
10. Actuator
11. Pad, Aft
12. Pad, Forward

212706-30-2A

Figure 25-6. Passenger step - skid mounted

25-11
BHT-205A1-MM-1
2. Inspect step assembly (1), forward and aft
arms (2 and 3), actuator (10),and actuator bracket
(8) for cracks or other visible damage.
3. Inspect bushings in step and arms for
excessive wear which could cause binding.
4. Inspect top of step assembly (1)for condition
of walkway compound. Inspect pads on end of step
for condition.
25-26. REPAIR/REPLACE - PASSENGER
STEP.
1. Replace actuator (10, figure 25-6) if
inoperative.
2. Replace step assembly (1), forward or aft
arms (2 or 3) or actuator bracket (8) if cracked or
damaged.
3. Repaint top of step as necessary with
walkway compound (C-223).
NOTE:The following procedures are for replacing
bushings in the 212-030-307step. If step 212-030-
470,which is made of plastic, is installed, bushings
are molded in place and cannot be removed.
4. Replace bushing in step as follows:
a. Press old bushings out.
b. Coat new bushings with primer (C-201).
Press bushings into step (1) while primer is still
wet.
c. Line ream holes in four inline bushings of
step (1) 0.250 to 0.252 inch.
5. Replace bushings in forward or aft arm (2 or
3) as follows:
a. Press old bushings out.
b. Coat new bushings with primer (C-201).
Press bushings into arm while primer is still wet.
c. Line ream bushing in top (short tangs) of
arm 0.250 to 0.252 inch.
d. Line ream bushings in bottom (long tangs)
of arm 0.312 to 0.313 inch.
25-12
6. Replace forward and aft pads (11 and 12)
on step (1), as required. Trim pads to fit
contour of step.
25-27. INSTALLATION- PASSENGER STEP.
1. Install actuator (10, figure 25-6) as follows:
NOTE: If installing actuator with step installed,
raise and support step.
a. Position actuator bracket (8) on skid. Coat
four mounting screws with sealant (C-320).Install
screws and torque 20 to 25 inch-pounds.
b. With actuator (10) retracted to its shortest
position, adjust rod end to obtain 11.30 inches
between mounting holes.
c. Attach rod end bearing of actuator (10) to
lug on forward arm (2) with bolt (6), washer and
nut. Torque nut 20 to 25 inch-pounds.
d. Attach actuator (10) to actuator
bracket (8) with pin (7),washer, and cotter pin.
e. Place grommet on electrical cable (4)
and splice wires to electrical cable extending from
skid. (Refer to Volume 2, Chapter 98 for wire
identification.)
f. Place spliced area of cable inside skid and
install grommet. Seal opening with sealant
(C-308).
2. Install step assembly (1) as follows:
a. Position forward and aft arms (2 and 3)
over skid.
b. Coat attaching bolts (5) with sealant
(C-320). Install bolts (5) and torque 20 to 25 inch-
pounds.
c. Attach rod end bearing of actuator (10)
to lug on forward arm (2) using bolt (6), washer,
and nut. Torque nut 20 to 25 inch-pounds.
d. Position step assembly (1) on forward
and aft arms (2 and 3) and install attaching bolts,
washers, and nuts. Torque nuts 20 to 25
inch-pounds.
 BHT-205A1-MM-1

3. Check and adjust step as follows: that step assembly (1) seats on skid without
excessive pressure.
a. Operate step full up and full down. When b. Adjust rod end on actuator (10) as
actuator (10) reaches its full down limits, ensure necessary to change step travel.

25-13
BHT-205A1-MM-1
CARGO HOOK
25-28. CARGO HOOK.
The cargo hook provides the helicopter with a
means of external capability for pickup, transport,
and release of cargo. The cargo hook hangs
approximately at the center of gravity, attached to
a lateral beam of pylon structure, and extends
through an opening in the bottom of lower
fuselage. The cargo hook unit is a horizontal
loading type with an automatic pick-uplatch. Both
electrical and manual controlled release
provisions are provided.
25-29. REMOVAL - CARGO HOOK.
1. Remove access door from front of pylon
island in cabin.
2. Ensure electrical power is OFF then
disconnect electrical cable (1, figure 25-7).
3. Detach upper control cable (7) from clamp
(8). Remove cotter pin and detach ball terminal of
cable connector (6), inboard of pulley bracket (4). b.
4. Remove cotter pin, nut, washers, and bolt
securing upper end of cargo hook to bracket (9),
and remove cargo hook.
25-30. INSPECTION- CARGO HOOK.
1. Inspect electrical cable (1, figure 25-7)
security and general condition.
2. Inspect actuating cable (2)and upper control
cable (7) for frayed or broken strands.
3. Inspect wiring and cable assemblies for
sufficient slack to allow full swing of cargo hook.
4. Visually inspect cargo hook for nicks,
scratches, corrosion, and general condition
25-31. INSTALLATION - CARGO HOOK.
1. Place cargo hook in position (beneath
structural lift beam), with free end of cargo
hook aligned with hole in bracket (9, figure 25-7)
and install bolt, washers, nut, and cotter pin.
25-14
2. Engage ball terminal of upper control cable
(7) in connector (6) and secure with cotter pin.
.3. Attach conduit of upper control cable (7),
with clamp (8) and secure with screw to bracket of
beam. Adjust so that ball terminal on lower end of
cable, on hook assembly, has 0.10 inch clearance
between bottom side of lever (14), with no other
25-32. RIGGING AND OPERATIONAL
CHECK - CARGO HOOK.
1. Perform rigging check as follows:
a. With pedal (17, figure 25-7) full aft, and
with cable of cargo hook loose in clamp (8),
adjust actuating cable (2) at turnbuckle to
provide 20 to 24 pounds tension. Secure
turnbuckle with lockwire (C-405)
Check cargo hook (15)for correct position
of parts with load beam of hook (15) latched.
Stopbolt (13) of lever (14) should be in contact
with top of cargo hook case, with lever positioned
parallel to plane of yoke attachment bolts. Lower
cable ball terminal shall extend 0.12 to 0.18 inch
beyond (below)seat of latch lever to provide proper
slack.
c. Adjust slack of upper control cable (7)
conduit (cable housing) between upper guide
clamps (12) and yoke with proper dimension
of 0.03 to 0.08 inch. (Refer to figure 25-7, view A.)
Place cable terminal in connector (6) and slide
conduit until gap of 0.10 inch is maintained at
lever (14), then clamp cable in place with
clamp (8).
cables have enough slack to allow full swing of
cargo hook.
2. Perform operational check as follows:
a. With at least a 20 pound load on cargo
hook, push pedal forward. Cargo hook should
 BHT-205A1-MM-1

1. Electrical Cable
2. Actuating Cable
3. Cargo Release Relay
4. Pulley Bracket
5. Spacer
6. Connector
7. Upper Control Cable
8. Clamp
9. Bracket
10. Brush Assemblies
11. Lock and Screw - Upper Housing
12. Upper Guide Clamp
13. Stopbolt
14. Lever
15. Hook
16. PedalStop
17. Pedal
18. Lower Cable
19. Release Arm

Figure 25-7. Cargo hook

25-15
BHT-205A1-MM-1

release, but cable spring in upper pulley bracket (4) 25-34. REMOVAL - SOUNDPROOFING
should not bottom out. Adjust pedal if necessary. BLANKETS.

b. With pedal forward, lever (14) at top of 1. Release snap fastener attachment holding
cargo hook should be full up, but not bottomed blankets to structure.
against end of cable conduit or clamp.
2. Remove blankets.

c. When pedal is released, cable should 25-35. INSPECTION - SOUNDPROOFING

return to locking position. BLANKETS.
d. Direct assistant to observe cargo hook and 1. Visually inspect blankets for cuts and tears.
reset to closed position, as required. 2. Inspect for missing and damaged buttons and
sockets.
e. Check that cargo release circuit breaker is
in, turn battery ON. 25-36. REPAIR/REPLACEMENT
SOUNDPROOFING BLANKETS.

1. Cut a patch from vinyl coated cloth large

f. Check that cargo release armed light
illuminates when light is pressed and
extinguishes, when released.
g. Position cargo release switch to ARM.The
cargo release armed light should illuminate.
Depress cargo release button on cyclic stick and
hold for two or three seconds. The cargo hook
should release.
h. Position cargo release switch to OFF. The
cargo release armed light should be extinguished.
Depress cargo release button on cyclic stick and
hold for two or three seconds. The cargo hook
should NOT release.
enough to overlap all sides of the tear or cut.
2. Apply a thin, even coating of adhesive to back
of patch and allow to dry until tacky.
3. Center patch over tear or cut with adhesive
side against blanket.
4. Apply firm, even pressure to patch in such a
manner that it will adhere securely to blanket
without wrinkles or irregularities.
5. Replace buttons or sockets as follows:
a. Cut a patch from vinyl coated cloth large
enough to overlap all sides of the damaged area
around button or socket.

i. Turn battery OFF. b. Center patch over damaged area and sew
securely in place with thread.

c. Install new button or socket, using press

25-33. SOUNDPROOFING BLANKETS. and dies.

Cabin interior is covered with blankets of - SOUNDPROOFING

25-37. INSTALLATION
soundproofing material to reduce noise level for BLANKETS.
crew and passengers during operation. Blankets are
attached to structure by snap-type fasteners, and 1. Position blankets in helicopter and attach to
can be detached for maintenance access. structure with snap fasteners.

25-16

25-38. MAINTENANCE HOIST.
The T101581 maintenance hoist (figure 25-8) is
provided to remove or install main rotor mast,
transmission and engine.
25-39. INSTALLATION
- HOIST.
1. Attach hookup adapter (4, figure 25-8) to skid
on left side of helicopter using lock pins.
2. The adjustable arm attaches to hard-point on
the side of the helicopter. Remove paint from hole in
hard-point as required to install lock pin.
3. Place threaded end of brace assembly (6) in the
hole in roof of helicopter. Retain by threading on
brace nut (7).
4. Lay lower tower assembly (3)on ground at right
angles to the helicopter with foot facing toward front
of helicopter. Attach lower tower to hook-up adapter
(4) using lock pins.
5. Remove lift tube assembly (2) from its storage
position inside of lower tower assembly.
6. Clean pivot tube and teflon bushings on lower
tower assembly. Place upper tower assembly (1) over
pivot tube of lower tower assembly.
7. Slip steel handle through short tubes at top of
lower tower assembly and bottom of upper tower
assembly. Retain with the lock pin. This is to prevent
tower assembly from rotating about lower tower
assembly while towers are being erected.
8. Remove support tube assembly from its storage
position on top of boom. Attach top end of support
tube assembly to bracket on underside of boom with
lock pin.
BHT-205A1-MM-1
9. Attach lift tube assembly (2) to lower side of
upper tower (1) with lock pin. The free end of lift tube
should face away from helicopter.
10. Two persons can now erect maintenance hoist
by starting at top and walking it up like a ladder.
When top is several feet off of the ground one person
should push on lift tube assembly (2)while the other
pushes on tower.
11. After maintenance hoist is vertical attach
brace assembly (6) to lower tower, using lock pin.
Before installing lock pin adjust threaded portion of
brace assembly so that maintenance hoist will be
vertical.
12. Clamp the bracket that is on end of cable
assembly (5) to front of skid tube. The tang on bracket
fits inside of eye bolt on skid tube. Adjust turnbuckle
until cable assembly (5) is tight.
13. Remove steel handle that is holding upper
tower assembly (1) from rotating and place it in
horizontal tube on upper tower. Retain steel handle
with lock pin.
14. Remove lift tube assembly (2) from upper
tower assembly.
15. Rotate upper tower assembly approximately
80 degrees towards the rear of helicopter.
16. Thread lift tube assembly (2) to adapter on
boom.
17. Using lift tube assembly raise boom until it is
horizontal. Secure boom in position by attaching
lower end of support tube assembly to the upper
tower assembly (1)with lock pin.
25-17
 BHT-205A1-MM-1

assembly
tower
Upper
1.
Lift
2.
assembly
tube
3. Lower tower assembly
4. Hook-Lip adapter
5. Cable assembly
6. Brace assembly
7. Brace nut

Figure 25-8. Maintenance hoist

25-18
 BHT-205A 1-MM-1

25-40. OPERATIONAL CHECK - HOIST.

HELICOPTER
1. The T101581 maintenance hoist is mounted on LOCKING P HARDPOINT FITTING
aft area of landing gear, the cable attaches to forward
end of skid tube, and brace is secured to helicopter for
field use.

2. Maximum operating load of hoist is 905

pounds. Hoist consists of a support boom with a
hand-operated winch, cable and hook.

CAUTION: HOIST MUST BE CENTERED OVER

COMPONENT BEING HOISTED.

THE HOOKUP ADAPTER ADJUSTABLE ARM (1,

FIGURE 25-9) MUST BE READJUSTED AFTER
REMOVAL OF EACH MAJOR COMPONENT OR PRESS DOWN
BEFORE THE REMOVAL OF THE NEXT MAJOR HEREWITHFOOT
COMPONENT SO THAT THE HOOKUP
ADAPTER (2) IS CENTERED AND FLUSH WITH
SKID TUBE (3). THIS WILL PREVENT POPPING
OF RIVETS ON SADDLE ASSEMBLY AND
GROUND HANDLING WHEEL EYE BOLTS.

A MINIMUM WEIGHT OF 5 POUNDS WILL BE

HUNG OR APPLIED ON HOOK AT ALL TIMES TO
PREVENT CABLE FROM OVERLAPPING ON
DRUM.

3. Upper tower will swivel freely with load applied

and provides for in and out movement of hoist 1. AdjustableArm
assembly. 2. Hookup Adapter
3. Skid Tube
4. Hoist assembly is self-locking so that the load 205900-260
will stay in position.

5. When rotating upper tower, position load is

close to tower as possible.

CAUTION: IF TRANSMISSION IS OUT, AND

ENGINE IS TO BE REMOVED OR INSTALLED,
THE FRONT OF THE HELICOPTER WILL TEND
TO LIFT. ADD BALLAST AS REQUIRED.

6. When securing adjustable arm make sure it is

as long as possible. Press down on inboard portion of
the aluminum weldment with your foot when doing
this.

Figure 25-9. Maintenance hoist attachment.

25-19/25-20
 BHT-205A1-MM-1

FIRE PROTECTION

TABLE OF CONTENTS

Paragraph Page
Number Title Number
26-1 Fire protection ......... ... .................................... 26-2
26-2 Fire detection ........................................... 26-2
26-3 Fire extinguisher ...................................................... 26-3
26-4 Engine fire extinguisher ............................... ...... . ....... 26-3

LIST OF FIGURES

Figure Page
Number Title Number
26-1 Engine fire extinguisher .................. ..... . 26-4

26-1
BHT-205A1-MM-1

FIRE PROTECTION

26-1. FIRE PROTECTION.

Fire protection consists of fire detection systems

which give warning of fire in either engine, hand
fire extinguishers in the cabin, and an engine fire
extinguishing system.
FIRE DETECTION

26-2. FIRE DETECTION.

Refer to Volume 2, Chapter 96 for complete

coverage of the engine fire detection systems and
for coverage of the baggage compartment
detection system.

26-2
 BHT-205A1-MM-1

FIRE EXTINGUISHING
26-3. FIRE EXTINGUISHER. 26-5. REMOVAL - ENGINE FIRE
EXTINGUISHER.
Two hand type, manually operated, fire
extinguishers are furnished with the helicopter. 1. Disconnect the two electrical wires.
One is located to the right of the pilots seat on the
floor. The other is mounted on the left side of the 2. Disconnect the tube assembly (2, figure 26-1)
cabin. Mounting brackets are of the quick opening from the extinguisher output connector.
type for rapid removal of the extinguishers.
3. Disconnect tube assembly (4) from the
26-4. ENGINE FIRE EXTINGUISHER. extinguisher fill-relief connector.

The engine fire extinguisher, located on the service
deck, is used to extinguish fires in the engine
compartment. A 1500 psi pressure gage on the side
of the sphere indicates internal pressure. A fitting
and integral thermal relief and fill valve on the
opposite side of the sphere provides the means for
charging the unit. This valve contains a fusible
alloy which acts as a thermal relief valve when the
internal temperature of the charged unit exceeds
the maximum limits. An electrically actuated
squib screwed into the housing assembly provides
the means for controlling the release of the
extinguishing agent. When the squib is actuated,
an explosive charge breaks the valve plug, thus
releasing the agent into the system. The FIRE
EXT circuit breaker and the ENGINE FIRE
EXTINGUISHER switch, both located on the
overhead console, control the 28 Vdc power to
actuate the squib.
4. Remove the four mounting bolts and remove
fire extinguisher.
26-6. INSTALLATION - ENGINE FIRE
EXTINGUISHER
1. Place the fire extinguisher on mounting
bracket. Use AN960-416Lwashers between lugs of
fire extinguisher and bracket for alignment,
maximum of three washers at each lug. Install bolt
with AN970-4washer under head. Install washer
and nut.
NOTE: On helicopters 30140 and subsequent
tube assembly (4, figure 26-1) is replaced with
a flexible hose. Hose is secured to bracket (5)
with a clamp.
2. Connect tube assembly (4) to the
extinguisher fill-relief valve.

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

No voltage at fire Defective FIRE Replace circuit breaker

extinguisher EXTINGUISHER
cartridge connector circuit breaker
Defective ENGINE Replace switch
FIRE EXTINGUISHER
switch
Defective wiring Repair or replace wiring

NOTE:The manifold (1, figure 26-1)must be free of dents and other mechanical damage. It must be kept
clear of dirt and debris internally and the discharge holes must be open.

26-3
BHT-205A1 -MM-1

1. Manifold Assembly
2. Tube Assembly
3. Container Weld Assembly
4. Tube Assembly
5. Bracket
6. Indicator

204060-413C

Figure 26-1. Engine fire extinguisher

3. Connect tube assembly (2) to the 26-7. RECHARGING - ENGINE FIRE

extinguisher output connector. EXTINGUISHER.
NOTE:Obtain recharge kit and overhaul manual,
26-20-200 from:
4. Remove the bare electrical wire between the HTL Advanced Technology,
two electrical terminals and connect the electrical 1900Walker Avenue,
wiring. (Refer to Volume 2, Chapter 98.) Monrovia, California, 91016.

26-4
 BHT-205A1-MM-1

FLIGHT CONTROLS

TABLE OF CONTENTS

Paragraph Page
Number Title Number

27-1 Flight controls .............................................................. 27-3

27-2 Troubleshooting - flight controls ............................................. 27-3
27-3 Collective pitch control system .............................................. 27-3
27-4 Rigging collective pitch control system ......................................... 27-3
27-5 Collective control stick and jackshaft .......................................... 27-5
27-10 Minimum collective friction adjustment ....................................... 27-10
27-11 Collective pitch control linkage ............................................... 27-10
27-15 Cyclic control system ........................................................ 27-11
27-16 Rigging - cyclic control system ............................................... 27-11
27-17 Cyclic control stick ......... ........................................... .. 27-13
27-20 Cyclic system force trim ...................................................... 27-15
27-21 Force gradient - cyclic ...................................................... 27-15
27-24 Magnetic brake - cyclic ..................................................... 27-16
27-27 Cyclic control linkage ........................................................ 27-16
27-32 Cyclicjackshaft ............................................................. 27-18
27-34 Anti-torque control system ................................................... 27-20
27-35 Anti-torque control linkage ................................................... 27-20
27-39 Anti-torque control pedals and adjusters ...................................... 27-20
27-43 Rigging - anti-torque controls (212-010-701 Hub and Blade) ................... 27-24
27-44 Rigging - anti-torque controls (212-011-701 Hub and Blade) .................... 27-26
27-45 Anti-torque - control force trim .............................................. 27-26
27-46 Force gradient - anti-torque ................................................. 27-27
27-49 Magnetic brake - anti-torque ................................................ 27-27
27-52 Anti-torque pitch change mechanism .......................................... 27-28
27-56 Synchronized elevator controls ................................................ 27-30
27-57 Rigging - synchronized elevator controls ...................................... 27-30
27-58 Synchronized elevator ....................................................... 27-32
27-62 Synchronized elevator linkage ................................................ 27-35

Rev. 3 27-1
BHT-205A1-MM-1

LIST OF FIGURES

Figure Page
Number Title Number
27-1 Collective pitch control system .................................... 27-4
27-2 Bleed air heater shut-off switch ......... .................. 27-5
27-3 Bleed air torque pressure chart ........................... 27-6
27-4 Collectivejackshaft installation ........................... 27-7
27-5 Collectivejackshaft repair ................................... .... 27-9
27-6 Cyclic control system ................................................... 27-12
27-7 Swashplate rigging dimensions .......................................... 27-14
27-8 Cyclic control stick ..................................................... 27-15
27-9 Magnetic brakes cyclic control ............ ............................ 27-17
27-10 Cyclic control mixing lever assembly ...................................... 27-18
27-11 Cyclic jackshaft ........................................................ 27-19
27-12 Anti-torque control system ......... . ........................... 27-21
27-13 Tail rotor yoke to blade clearance ....................................... 27-25
27-14 Anti-torque magnetic brake .............................................. 27-27
27-15 Anti-torque control pitch mechanism ..................................... 27-29
27-16 Synchronized elevator controls ........................................... 27-31
27-17 Synchronized elevator installation ........................................ 27-33

27-2
 BHT-205A1-MM-1

FLIGHT CONTROLS

27-1. FLIGHTCONTROLS. 1. Adjust collective friction. (Refer to paragraph

This chapter contains information and instructions
for maintenance of the flight control systems.
Mechanical linkage systems, actuated by
conventional helicopter controls, are used to control
flight attitude and direction. Systems include a cyclic
control stick for fore, aft and lateral control, a
collective pitch control stick for vertical control, and
anti-torque pedals for directional control. a
synchronized stabilizer is linked into the fore-aft
control system. Electrically operated force trims,
connected to cyclic and anti-torque controls, induce
artificial control feel, and stabilize the control stick
and pedals.
27-10).
2. Rig collective controls with all fixed length
control tubes and bell cranks installed. Disconnect
adjustable control tube (14, figure 27-1) at lower end
of servo valve (17). Disconnect adjustable cylinder
extension tube (18) at collective sleeve lever (19).
3. Place the collective control stick full up against
stop and tighten friction adjustment to hold in
position.
4. Bottom servo actuator in UP direction and
position the servo valve lever (21) up.

27-2. TROUBLESHOOTING - FLIGHT 5. Adjust control tube (14) to correct length to

CONTROLS. attach to servo valve lever, then shorten two to five
turns at the end fitting and attach to servo valve
Refer to Chapter 29 for troubleshooting of hydraulic lever Install balance spring (20).
portion of flight controls.
CAUTION: COLLECTIVE CONTROL LINKAGE
27-3. COLLECTIVE PITCH CONTROL BELOW SERVO ACTUATOR MUST NOT MOVE
SYSTEM. WHILE PERFORMING STEP 6.

The collective pitch control system consists of a NTE: Main rotor blade lower pitch angle is eight
jackshaft assembly with pilot control stick, push-pull degrees. (Refer to Chapter 65.)
tubes and bellcranks, and a hydraulic power cylinder 6. Place collective control stick full down against
connected to a control lever below the swashplate.
Movement of collective control stick is transmitted stop. Position collective sleeve lever (19) at 2.39 to
through linkage
through linkage and cylinder to
power cylinder
and power to main
main rotor
rotor transmission cap plate from
2.45 inches dimension surface
center of camin roller
as shown view A.
to
pitch control mechanism, causing the helicopter to transmission cap pate surface as sow in
view A.
ascend or descend or to remain at constant altitude. Exert sufficient downward pressure on cylinder
The hydraulic power cylinder incorporates aucheck extension tube (18) to hold servo valve lever (21) at
valve system to provide irreversibility thereby, top
(18)of
totravel. Adjust sleeve
fit collective clevis on cylinder
lever extension
(19) then shortentube
one
reducing feedback forces to the controls in the event full turn at clevis and connect. Install one washer
of hydraulic
failure. power under nut on connecting bolt and install cotter pin.
27-4. RIGGING COLLECTIVE PITCH Tighten and lockwire jamnut on clevis at upper end
SYSTEM
CONTROL of cylinder extension tube (18). Apply sealant (C-308)
tojamnut and threaded area of clevis. Spread sealant
evenly in area to be covered and smooth with
dampened finger.
CAUTION: TAKE PRECAUTIONS TO PREVENT
DAMAGE TO HELICOPTER STRUCTURE
AND/OR CONTROLS WHEN CONTROL 7. Inspect collective pitch control system for
LINKAGE IS DISCONNECTED. secure installation and unobstructed full travel.

NOTE: Rig controls with hydraulic system in OFF 8. Rig bleed air heater shut-off switch (2, figure
position. 27-2) as follows:

Tolerance for rigging dimensions is ± 0.06 inch a. Loosen bolts on cam (1, figure 27-2), rotate
except as noted. cam on jackshaft (3) to index arrow on cam with

27-3
BHT-205A1-MM-1

1. Pilot Collective Stick

2. Boots
3. Control Assembly
4. Power Control Interconnect Tube
5. Jackshaft Tube
6. Control Arm
7. Bearing and Housing
8. Jackshaft Tube
9. Control Assembly
10. Control Tube
11. Lever
12. Control Tube
13. Bellcrank
14. Control Tube
15. Support
16. Servo Actuator
17. Servo Valve
18. Cylinder Extension Tube
19. Collective Sleeve Lever
20. Spring
21. Servo Valve Lever

23. Clamp
24. Heater Shut-Off Cam
25. Boot

205001-24B-1

Figure 27-1. Collective pitch control system

27-4

center of roller actuator on switch (2). Adjust switch
(2) to obtain 0.010 to 0.025 inch clearance between
cam and switch roller actuator. (Refer to figure 27-2).
b. Set collective stick at midpoint of travel,
rotate cam (1) to activate heater valve switch (2).
Holding cam in this position, tighten bolts on cam.
NOTE: The collective pitch control system must be
fully rigged prior to rigging bleed air shut-off switch.
c. Enter chart (figure27-3),as applicable,at the
average operating ambient temperature (°F),
proceed vertically to intersect appropriate altitude
line. From this point, move horizontally to the left
and read chart torque pressure (PSI). Record chart
torque reading.
d. With engine operating check actuation point
of heater valve switch (2) against pressure value from
figure 27-3, as determined in step c.
e. Perform flight test with bleed air heater
operating. Increase collective and note actual torque
required to deactivate bleed air heater. Compare
chart torque obtained in step c. with actual torque.
f. Rotate cam (1, figure 27-2), as required, until
deactivation of bleed air heater agrees within ± 1 PSI
of chart torque determined in step c.
0.010 INCH
0.025INCH
2. 1.Cam
Switch
3. Jackshaft
20 54 60-1001A
Figure 27-2. Bleed air heater shut-off switch
BHT-205A1-MM-1
27-5. COLLECTIVE CONTROL STICK AND
JACKSHAFT.
Pilot collective pitch control stick extends up and
forward through a flexible boot in floor at left side of
seat, and is connected to a jackshaft mounted
laterally under floor. When stick is up, main rotor
blades are in high pitch; when stick is down, blades
are in low pitch. A knurled collar on the stick allows
adjustment of friction drag on stick operation. A
spring-loaded down lock is provided on floor below
the stick. Twist-grip type power controls, with
friction adjustments, are incorporated in the control
stick assembly. A switch box on top of collective stick
contains control switches for engine starters, engine
governor rpm, idle stop releases, landing light and
searchlight.
27-6. REMOVAL- COLLECTIVE
STICKAND
JACKSHAFT
1. Remove access plates from floor and left side of
cabin. Remove boot (31, figure 27-4) from pilot
collective control stick.
2. Disconnect electrical cable connector (30).
3. Disconnect power control system tube (29) from
gear lever on lower end of pilot collective stick.
Disconnect power control interconnect tube (27) from
both sticks and remove through access opening in
side of cabin.
4. Disconnect pitch control tube (17) from arm (13)
on jackshaft.
5. Remove four bolts attaching support assembly
(21) to intercostal structural member.
6. Remove two bolts and tapered bushings
attaching jackshaft tubes (10 and 20). Identify bolts
and bushings for reinstallation in same location.
Remove jackshaft tube (20) from left side of
helicopter.
7. Remove two bolts and tapered bushings
attaching jackshaft tube (10) to housing assembly (7).
Identify bolts and bushings for reinstallation in same
location. Remove jackshaft tube (10).
27-5
BHT-205A1-MM-1

TORQUE PRESSURE PQ
SEA LEVEL PRESS.ALT.
500 FT.
2500 FT.
5000 FT.
7500 FT.
50
48
46

42

40

36
34
32
-40 -20 0 20 40 60 80 100 120
AMBIENT TEMPERATURE F

VARIATION OF ENGINE TORQUE PRESSURE

WITH AMBIENT TEMPERATURE FOR CONSTANT
COLLECTIVE POSITION

Figure 27-3. Bleed air torque pressure chart

8. Remove two screws and two bolts attaching 27-8. REPAIR - COLLECTIVE STICK AND
pilots control housing assembly (7) to structural JACKSHAFT.
intercostal. Remove collective stick and housing
assembly (7). 1. Polish out scratches, not in excess of 0.010 inch
in depth, in accordance with following step 2.
9. Remove support assembly (14).
2. Remove all scratches that are within
limitations with wet or dry sandpaper (C-423)400 or
AND
27-7.
STICKINSPECTION
- COLLECTIVE finer, to obtain a smooth scratch-free surface. Apply
JACKSHAFT.
two coats of primer (C-204)to repaired area.

1. Inspect control tubes for nicks and scratches.
(Refer to BHT-205A1-CR&O-1.)
2. Inspect all components of the collective control
lever assembly for nicks, scratches, dents, broken or
bent tubing, and frayed, worn or broken cabling.
NOTE: No limitations apply to length or direction of
scratches. Scratches should be blended out to extend
over a minimum two inch area.
3. Replace jackshaft assembly details as required.

3. Inspect friction mechanism on pilot collective
for general condition. Inspect friction liners in
housing for condition and secure bonding to housing.
4. Inspect collective jackshaft for wear and
damage. (Refer to BHT-205A1-CR&O-1 for
limitations.)
NOTE: Replacement details must be aligned and
holes drilled and reamed.
a. Assemble details as shown in figure 27-5.
b. Clamp in a suitable fixture, holding
dimensions shown.

27-6
 BHT-205A1-MM-1
Figure 27-4. Collective jackshaft installation (Sheet 1 of 2)
27-7
BHT-205A1-MM-1

1. Cover 17. Control Tube

2. Switch Box 18. Bolt
3. Throttle Friction Nut 19. Tapered Bushing
4. Collective Friction Nut 20. Tube
5. Tube Assembly 21. Support
6. Bolt 22. Clamp
7. Housing Assembly 23. Bolt
8. Bolt 24. Elbow
9. Tapered Bushing 25. Lever
10. Tube 26. Bolt
11. Bolt 27. Tube
12. Bolt 28. Collective Downlock
13. Arm 29. Tube
14. Support Assembly 30. Electrical Connector
15. Heater Shut-Off Cam 31. Boot
16. Heater Shut-Off Switch

205001-28-2

Figure 27-4. Collective jackshaft installation (Sheet 2 of 2)

c. Drill through tube and detail being replaced
using a letter F (0.257 inch) drill.
d. Insert T-27872-2 reamer so that end of pilot
projects through parts to be reamed.
e. Ream one side (smooth finish).
f. Install tapered bushing in reamed hole.
g. Ream opposite hole using the tapered
bushing to support reamer pilot.
h. Install tapered bushing and secure with bolt,
washer, and nut.
i. Repeat steps c. through h. for the remaining
holes.
2. Apply a coat of zinc chromate putty (C-200) to
mounting faces of housing assembly (7), support (14),
and support (21).
3. Install support (14). Position bearing on left
side of structure. Install four bolts with steel washers
under bolt heads. Install four nuts with aluminum
washers against bearing support.
4. Position pilot collective stick in helicopter and
attach to structure with two bolts and two screws.
Install aluminum washers on bolts next to collective
stick housing. Install steel washers under nuts on
two bolts and two screws.
5. Install tube (10) to housing assembly (7). Secure
with tapered bushings of correct size with nuts,
washers, and bolts (8).

j. Disassemble and remove burrs and metal

particles. 6. Install tube (20) from left side. Install tapered
bushings of correct size and bolt (18) to secure tube
(20) to tube (10). Install four bolts (23) to secure
support assembly (21) and left end of tube (20) to
structure. Install bolts with heads outboard with an
aluminum washer under heads and next to support
27-9. STICKAND
- COLLECTIVE
INSTALLATION assembly. Install steel washers under nuts on bolts.
JACKSHAFT.
7. Align levers (25) on axis of each control stick.
1. Remove bolts (8 and 18, figure 27-4). Separate Install power control interconnect tube (27). Install
collective lever and tubes (10 and 20). Identify bolts bolt on left end with head down. Install bolt on right
and tapered bushings for reinstallation in same side with head up. Place one washer under bolt heads
location. and one washer under nuts. Install cotter pins.

27-8
 BHT-205A1-MM-1

Drill 4 No. F (0.25 inch) Holes in Line. Drill 8 No. F (0.25 inch) Holes in Line
Taper Ream (T-27872-2) Holes, 125 Finish Taper Beam (T-27872-2) Holes 125 Finish
Install Install
Tapered Bushing (79B1-4-7 or 20-037-4-7) 4 Reqd Tapered Bushing (79B1-4-5 or 20-037-4-5) 8 Reqd
Bolt 2 Reqd Bolt 4 Reqd
Washer 4 Reqd Washer 8 Reqd
Nut 2 Reqd Nut 4 Reqd
Note CENTERLINE OF
STICK ASSEMBLY
Remove burrs and metal particles
apply zinc chromate primer to raw 0.060MAX
metal. 0.030MIN

CENTERLINE OF
STICK ASSEMBLY

STA

LOOKING AFT
Pilot Collective Control Assembly VIEW6.
1. Tube
2. Bolt
Nut 7. Bolt
Nut
3.
4. Arm Assembly
Tube
5. Copilot Collective Control Assembly Washer
Tapered Bushing Washer
Tapered Bushing

Figure 27-5. Collectivejackshaft repair

27-9
BHT-205A1-MM-1
8. Connect power control linkage tube (29).
9. Connect electrical connector (30) at base of
pilot's collective stick and secure boot (31).
10. Adjust collective friction. (Refer to paragraph
27-10).
11. Attach control tube (17)to arm (13).Install one
washer under bolt (12) head and one washer under
nut. Install cotter pin.
12. Check collective rigging in accordance with
paragraph 27-4.
13. Functionally check all controls on pilot
collective stick.
14. Make following checks prior to releasing
helicopter for flight:
a. Check power control rigging. (Refer to
Chapter 76.)
b. Check bleed air switch setting (Refer to
paragraph 27-4, step 8).
27-10. MINIMUM COLLECTIVE FRICTION
ADJUSTMENT.
NOTE: Friction adjustment may be accomplished
either with hydraulic system OFF or ON.
1. Hydraulic system OFF.
a. Disconnect control tube (17, figure 27-4) from
control arm (13).
b. Back offfriction adjustment nut on collective
control lever to remove all friction.
c. Position collective lever full down.
d. Attach a spring scale to the center (plus or
minus 1/2 inch) of the twist grip control.
e. Pull spring scale perpendicular to twist grip
and measure force in pounds required to move
collective lever up from low position.
f. Adjust bolt (26) to obtain friction value of 14 to
16 pounds at spring scale.
27-10
g. Connect control tube (17) to control arm (13)
with bolt, two washers, nut, and cotter pin.
2. Hydraulic system ON:
a. Utilize a hydraulic test stand.
b. Hydraulic power On.
c. Back off friction adjustment nut on collective
control lever to remove all friction.
d. Position collective lever full down.
e. Attach a spring scale to the center (plus or
minus 1/2 inch) of the twist grip control.
f. Pull spring scale perpendicular to twist grip
and measure force, in pounds, required to move
collective lever up from lower position.
g. Adjust bolt (26, figure 27-4), if necessary, to
obtain a friction value of 8 to 10 pounds.
27-11. COLLECTIVE PITCH CONTROL
LINKAGE.
Linkage between collective pitch control jackshaft
and collective lever consists of push-pull tubes,
bellcranks, and hydraulic servo actuator.
27-12. REMOVAL - COLLECTIVE PITCH
CONTROLLINKAGE.
1. Remove access panels and doors, as required.
2. Remove control tubes (10 and 12, figure 27-1)
and lever (11) under cabin floor, or bellcrank (13) and
control tube (14), in compartment below
transmission pylon, only when necessary to inspect
and lubricate or replace parts.
27-13. INSPECTION AND REPAIR- COLLECTIVE
PITCH CONTROL LINKAGE.
1. Inspect linkage parts for wear, elongated bolt
holes, cracks, nicks or damage. Inspect bearings for
wear or roughness. (Refer to BHT-205A1-CR&O-1for
damage and wear limits.)
2. Inspect the bellcrank (13, figure 27-1) to control
tube (14) assembly bearing for 0.005 inch radial and
0.030 inch axial maximum allowable wear.

NOTE: Certain tube assemblies may be equipped
with alternate rod end bearings, 47-140-252-3. Tube
assemblies so equipped have 0.012 inch radial and
0.012 inch axial maximum allowable wear limits.
Any wear in excess of these limits is cause for
replacement.
Maximum allowable elongation to a bushing or
clevis hole in the control system is 0.003 inch.
3. Inspect control tubes for damage limits. (Refer
to BHT-205A1-CR&O-1.)
4. Remove all mechanical and corrosion damage
that is within limits with wet or dry sandpaper
(C-423), 400 or finer, to obtain a smooth scratch free
surface. Apply two coats of primer (C-204)to repaired
area.
5. Inspect all bellcranks, levers, and supports for
wear and damage limits. (Refer to
BHT-205A1-CR&O-1.)
6. Any wear in excess of limits is cause for
replacement.
7. Check rigging and proper operation of system
after removal and installation of any parts.
27-14. INSTALLATION - COLLECTIVE PITCH
27-14. INSTALLATION- COLLECTIVEPITCH
CONTROL
LINKAGE.
1. Install lever (11, figure 27-1) in bracket at
inboard side of left main structural beam with long
enddown. Attach control tube (10) to lever (11) and to
jackshaft control arm (6).
2. Install control tube (12) with boot located at
station 123. Attach control tube (12) to lever (11).
3. Install bellcrank (13) in support located at
lower left in pylon island compartment. Attach
control tubes (12 and 14). Connect control tube of
engine droop compensator linkage to bellcrank (13).
4. Adjust boot at station 123 to 7.9 inch dimension
from clamp on control tube (12) to bulkhead, with
collective stick (1)in down position.
5. Complete linkage connection while rigging the
collective control system. (Refer to paragraph 27-4.)
BHT-205A 1-MM-1
27-15. CYCLICCONTROLSYSTEM.
The cyclic control system consists of a pilot cyclic
control stick, push-pull tubes, bellcranks, mixing
levers, two dual hydraulic power cylinders, and
electrically operated force trim units. Movement of
the cyclic control stick is transmitted through
linkages and hydraulic cylinders to the swashplate.
The fore and aft control linkage is separated from the
lateral control linkage by the control stick and the
mixing levers. From this point to the swashplate
horns, the linkage cannot be considered separately
as to effect. Two dual hydraulic power cylinders are
incorporated to reduce effort required to control and
reduce feedback forces from the main rotor. Two force
gradient units, with magnetic brakes, are
incorporated for artificial feel control and for
stabilization of controls. The cyclic control stick is
mounted through the floor in front of the pilot seat.
The cyclic stick has adjustable friction and is
equipped with a trigger type intercom and
communication switch, a cargo hook release switch,
a rescue hoist control switch and a force trim switch.
27-16. RIGGING - CYCLIC CONTROL
SYSTEM.
CAUTION: TAKE PRECAUTIONS TO PREVENT
DAMAGE TO HELICOPTER STRUCTURE
AND/OR CONTROLS WHEN CONTROL
LINKAGE IS DISCONNECTED.
NOTE: Rig control with hydraulic system OFF.
Tolerance for rigging dimensions is ± 0.06 inch
except as noted.
1. Rig cyclic controls with all fixed length control
tubes and bellcranks installed. Disconnect control
tubes (9 and 13, figure 27-6),fromservo valve levers (7
and 8). Disconnect control tubes (2 and 4) from
swashplate
2. Inspect magnetic brakes (18 and 22) for proper
installation of arms on magnetic brakes.
installation. The top hook, at swashplate, should face
aft.
4. Hold pilot cyclic stick in extreme aft left corner
position so that upper arm of bellcrank (12) is in its
uppermost position. Bottom out piston at top of right
side actuator (3) and position servo valve lever (8)arm
to top of its travel as shown in Detail A.
27-11
BHT-205A 1-MM-1

1. Spring 10. Servo Valve 19. Force Gradient 28. Control Tube
2. Control Tube 11. Irreversible Cylinder 20. Control Tube 29. Tube and Lever Assembly
3. Servo Actuator 12. Bellcrank 21. Control Tube 30. Control Tube
4. Control Tube 13. Control Tube 22. Magnetic Brake 31. Copilot Cyclic Stick
5. Servo Actuator 14. Irreversible Cylinder 23. Force Gradient 32. Control Tube
6. Support 15. Bellcrank 24. Support 33. Mixing Lever Assembly
7. Servo Valve Lever 16. Boot 25. Bellcrank 34. Control Tube
8. Servo Valve Lever 17. Control Tube 26. Control Tube 35. Boot
9. Control Tube 18. Magnetic Brake 27. Pilot, Cyclic Stick

Figure 27-6. Cyclic control system

27-12

5. Adjust control tube (9) to correct length to
attach to servo valve lever (8). Shorten control tube
(9) by three turns of rod end and connect to servo
valve lever.
6. Hold pilot cyclic stick in extreme aft right
corner so that upper arm of bellcrank (15) is in its
uppermost position. Bottom out piston at top of left
side actuator (5)and position servo valve lever (7)arm
to top of its travel as shown in Detail A.
7. Adjust control tube (13) to correct length to
attach to servo actuator valve lever (7). Shorten
control tube (13) by three turns of rod end fitting and
connect to servo valve lever (7). Install one washer
under bolt head and one washer under nut. Install
cotter pin.
8. Position pilot cyclic stick vertical to deck with
1/2 degree and secure with friction adjustment nut.
9. Set swashplate as shown in figure 27-7.
NOTE: Rig swashplate lateral pretilt between two
and two and one-half degrees as required for
satisfactory flight.
10. With swashplate positioned, set servo valve
levers (7 and 8, figure 27-6) in UP position as shown
in Detail A. Adjust control tubes (2 and 4) to fit
swashplate then shorten each tube by one turn of rod
end fitting and connect to swashplate. Install one
washer under nut of connecting bolts and install
cotter pin.
11. Inspect cyclic control system for secure
installation and unobstructed full travel.
12. Check swashplate for range of travel:
Fore and aft; 12 ° each direction from neutral.
Lateral; 10° each direction from neutral.
13. If not previously accomplished, secure jamnut
at upper end of each servo actuator (3 and 5) to
NAS559-4 rod end locks with lockwire (C-405).
Secure jamnut with lockwire (C-405) and apply
sealant (C-308)around jamnut and threads on clevis
in this area. Apply sealant evenly and smooth with
dampened finger.
14. Torque jamnuts on clevis at top of control
tubes (2 and 4) 480 to 600 inch-pounds and secure
with lockwire (C-405). Apply sealant (C-308) around
BHT-205A1-MM-1
jamnut and threads of clevis in this area. Apply
sealant evenly and smooth with dampened finger.
15. Move cyclic controls through full range of
travel and check for binding and interference.
27-17. CYCLICCONTROL STICK.
The cyclic control stick is mounted through the floor
in front of the pilot seat. The stick grip is equipped
with a trigger type communications switch, force
trim switch, cargo hook release switch, rescue hoist
switch, and friction control nut.
27-18. REMOVAL- CYCLICCONTROLSTICK.
1. Remove screws (2, figure 27-8) to detach boot (3)
from floor. Remove boot.
2. Remove access plate on lower side of fuselage
below stick. Disconnect cable plug (10) from
receptacle on structure.
3. Disconnect tube assembly (5 and 7) at base of
controlstick.
4. Remove four bolts (9) from support. Remove
cyclic stick (1) and support.
27-19. INSTALLATION- CYCLIC CONTROL
STICK.
Use this procedure to install cyclic stick (1, figure
27-8)complete with support and lever:
1. Position cyclic stick (1) in place. Secure support
to structure with four bolts (9) and washers.
2. Secure boot (3) to floor with attaching screws
(2).
3. Attach fore and aft and lateral control tube
assemblies (5 and 7) to control stick lever with bolts (6
and 8), washers, nuts, and cotter pins.
4. Connect and secure control stick cable plug (10)
to receptacle on structure below floor with lockwire
(C-405). Check that cable support clamp (4) allows
enough slack in cable for full stick travel.
5. Install access plate on lower side of fuselage.
6. Check rigging of cyclic controls. (Refer to
paragraph 27-16.)
27-13
BHT-205A 1-MM-1

SWASHPLATESETTING DIMENSION DIMENSION

HORN
RIGHT
WITH RESPECT TO MAST
A
A S LEFT
B
HORN
FORE ANDAFT LATERAL RIGHTHORN LEFT HORN

14.30 13.86
°
NORMAL 2 DOWN LEFT 14.24 13.80

14.36 13.80
°
NORMAL 2½ DOWNLEFT 14.30 13.74

NOTE

Dimensions for A and B are measured from centerline of outboard bolt head.
205401-3B

Figure 27-7. Swashplate rigging dimensions

27-14
 BHT-205A1-MM-1

airframe structure, and has an arm on its rotary

shaft. The arm can be braked and held at any point in
its travel by use of a switch on the cyclic stick. Brake
and force gradient are alike in appearance for lateral
and fore and aft systems, but are different in position
of installation. Lateral force gradient is located
behind bulkhead at station 23 just inboard of left
main beam. Fore and aft force gradient attaches to
left end of cyclic control jackshaft at station 49.5 and
extends aft to connect to a magnetic brake.

27-21. FORCE GRADIENT - CYCLIC.

The force gradient is a link equipped with an internal

spring and connects the arm of a magnetic brake to a
lever in the fore and aft system, and a bellcrank in
the lateral system.
27-22. REMOVAL - CYCLIC FORCE GRADIENT.

1. Remove access panels from cabin floor and from

lower fuselage skin as necessary.

2. Disconnect link from bellcrank (25, figure 27-6)

in lateral system by removing nut, washers, and bolt.

3. Disconnect clevis from lever on tube and lever

assembly (29) in fore and aft system by removing bolt.

4. Remove nut to detach brake from force gradient

(19 or 23).

5. If force gradient is to be replaced, remove link or

1. CyclicStick clevis for use on replacement.
2. Screw
3. Boot
4. Clamp 27-23. INSTALLATION - CYCLIC FORCE
5. Tube Assembly (Fore and Aft) GRADIENT.
6. Bolt
7. Tube Assembly (Lateral)
8. Bolt NOTE: All force gradients are similar in
9. Bolt appearance but each requires a different part
10. Cable Plug number because of a different spring assembly.
212001-91
1. Install fore and aft force gradient (19, figure
27-6) as follows:
Figure 27-8. Cyclic control stick
a. Position fore and aft gradient (19) on
magnetic brake (18) arm stud. Install washer, nut,
and cotter pin.
27-20. CYCLIC SYSTEM FORCE TRIM.
b. Place pilot cyclic control stick (27) against
A magnetic brake and force gradient is used in each forward stop and output arm of magnetic brake (18)
of the two cyclic control systems for stick centering against its aft stop, adjust force gradient (19) to fit
and force trim functions. The brake is secured to and install bolt, washer, and nut. Install cotter pin.

27-15
BHT-205A1-MM-1
2. Install lateral force gradient (23) as follows:
a. Position lateral force gradient (23) on
magnetic brake (22), arm stud. Install washer, nut,
and cotter pin.
b. Place pilots cyclic control stick (27) and pedals
in neutral positions and output arm of magnetic
brake (22) at center travel, adjust force gradient to fit
and install bolt, washer, and nut. Install cotter pin.
c. Check clearance between airframe structure
at extreme positions of brake arm. Reindex arm
relative to shaft by one serration if required for
clearance.
3. Install access panels on cabin floor and lower
fuselageskin.
27-24. MAGNETIC BRAKE - CYCLIC.
Two magnetic brakes are used in the cyclic control
system in conjunction with force gradient
assemblies. The magnetic brakes and force gradient
assemblies give artificial feel to the flight controls
and enable the pilot to trim the helicopter.
27-25. REMOVAL- CYCLICMAGNETICBRAKE.
1. Disconnect electrical plug from brake body.
2. Remove attachment bolt through force gradient
and brake arm.
3. Remove four bolts attaching brake body to
structure.
27-26. INSTALLATION-CYCLIC MAGNETIC
BRAKE.
1. Place arm (1, figure 27-9)on magnetic brake (2)
in appropriate position. Position arm on magnetic
brake shaft to position letter F or L, as applicable,
adjacent to punched index mark on shaft. Tighten
arm attaching bolt.
2. Position magnetic brake in helicopter and
install mounting bolts. Use aluminum washers on
attaching bolts.
3. Attach force gradient assembly to magnetic
brake arm with nut and cotter pin.
27-16
4. Attach electrical connector to magnetic brake.
5. Check controls for unobstructed full travel.
27-27. CYCLICCONTROLLINKAGE.
Linkages between cyclic control stick and swashplate
control horns includes push-pull tubes, bellcranks, a
jackshaft, a mixing lever, two force gradients with
magnetic brakes, support, and two dual hydraulic
power cylinder assemblies.
27-28. REMOVAL
- CYCLIC
CONTROL
LINKAGE.
NOTE: Parts of the control system can be removed
separately as the need occurs, or completely in
practical sequence. Take precautions against
damage which may be caused by accidental
movement of linkage while disconnected.
1. Remove access covers on cabin floor forward of
pylon island, and from lower skin of fuselage.
2. Disconnect control tubes from cyclic control
sticks (27 and 31, figure 27-6), bellcrank (25) and tube
and lever assembly (29).
3. Disconnect and remove lateral force gradient
(23) from bellcrank and magnetic brake arm. Remove
magnetic brake by disconnecting electrical wiring
connector and removing four bolts to detach from
bulkhead.
4. Disconnect fore and aft gradient (19) from
jackshaft and from arm of magnetic brake. Remove
brake by disconnecting electrical wiring connector
and removing four bolts to detach from bulkhead.
5. When removal of the tube and lever assembly
(29) is required, remove bolts and tapered bushings to
separate jackshaft tubes from each side of control
lever. Remove each section of tube assembly by
removing four bolts attaching the bearing housing to
beam. Remove the assembly through the access
opening in the side of cabin lower skin.
6. Disconnect control tubes from mixing lever
assembly (33) and bellcranks (12 and 15).
7. Remove bellcranks from or with supports as
required.
8. Remove servo actuator assemblies.
 BHT-205A1-MM-1

1. Arm
2. Magnetic Brake
SHAFTS SHOWNIN CENTERS OF
TRAVEL

ARMD

ARM D

ALIGN MARK F ON ARM D

WITH SHAFT MARK AS SHOWN
FOR FORE AND AFT SYSTEM

ALIGN MARKL ONARM D

WITH SHAFT MARK AS SHOWN
FOR LATERAL SYSTEM

CYCLICCONTROLSLATERAL CYCLIC CONTROLS

MAGNETIC BRAKE FORE AND AFT MAGNETIC BRAKE

205401-2A

Figure 27-9. Magnetic brakes cyclic control

27-29. INSPECTION - CYCLIC CONTROL

LINKAGE. 4. Inspect control tubes for wear and damage.
(Refer to BHT-205A1-CR&O-1for limitations.)
1. Inspect linkage parts for wear and damage.
(Referto BHT-205A1-CR&O-1
for limitations.) 5. Inspect all arms, levers, supports, and
2. Inspect bearings for wear or roughness.
bellcranks for wear and damage. (Refer to
BHT-205A1-CR&O-1for limitations.)
3. Inspect bearings in universal between control 6. Inspect hydraulic cylinder universal for wear
tubes (2 and 4, figure 27-6)and servo actuators (3 and and damage. (Refer to BHT-205A1-CR&O-1 for
5) for excessive play. Maximum allowable play is limitations.)
0.005 inch radial and 0.015 inch axial.

NOTE: If universal, 205-076-175 is installed,

universal must be replaced if bearings have excessive 27-30. REPAIR- CYCLIC
CONTROLLINKAGE.
play. If universal 205-076-381 is installed, bearings
may be replaced, or universal 205-076-381 may be 1. Repair cyclic control linkage in accordance
replaced with universal 412-076-620. with BHT-205A1-CR&O-1.

27-17
BHT-205A1-MM-1

27-31. INSTALLATION- CYCLIC CONTROL
LINKAGE.
1. Assemble and install mixing lever assembly.
(Refer to figure 27-10.) Install aluminum washers
next to mixing lever casting at four fuselage
attaching points, if previously removed. Install cotter
pins.
tapered bushings to assemble two halves of tube and
lever assembly (29). Install four bolts to secure each
support bearing. Install bolts with heads inboard and
with steel washers under heads. Install aluminum
washers under nuts next to bearing housing.
3. Install bellcranks (12 and 15) at base of servo
actuators. Install cotter pins.

4. Install magnetic brakes (18 and 22).

5. Install bracket and bellcrank (25). Use

aluminum washers next to bracket. Install cotter pin
in bellcrank pivot bolt.

6. Install control tubes (34 and 17). Position boots

(16) to dimensions illustrated with cyclic control stick
centered. Install clamps at forward end of boots.
Install cotter pins on all control tube bolts.

7. Install force gradient assemblies (19 and 23).

Refer to paragraph 27-23.

8. Install cyclic control servo actuators (3 and 5).

9. Check rigging of cyclic control (refer to

paragraph 27-16).

27-32. CYCLIC JACKSHAFT.

27-33. REPLACEMENT - CYCLIC JACKSHAFT.

TOOLS REQUIRED

T-27872-2 Reamer

1. Remove access covers on cabin floor and lower

skin of fuselage, as required.
205001-6A
2. Disconnect control tubes (1, 2, and 3, figure
1. Support 4. Bellcrank 27-11) from jackshaft. Disconnect force gradient (4)
2. Matched Links 5. Bellcrank from cyclic jackshaft.
3. Matched Links
3. Remove bolts and tapered bushings to separate
Figure27-10. Cyclic control mixing lever jackshaft tubes from each side of control lever.
assembly Remove each jackshaft by removing four bolts
attaching bearing housing to beam, withdraw
2. Install two halves of tube in helicopter and assembly through access opening of cabin lower skin.
mate to center control arm. Orient control arms at
ends of tube and lever assembly (29, figure 27-6) 4. Assemble arm assembly (9), arm assembly (8),
down, and center control arm up. Install bolts and and tube assembly (10).

27-18
 BHT-205A1-MM-1

AFT

1. Control Tube - Fore and Aft

2. Control Tube - Fore and Aft
3. Control Tube
4. Force Gradient - Fore and Aft
5. Housing Assembly
6. Housing Assembly
7. Bolt
Nut
Washer
Tapered Bushing
8. Arm Assembly
9. Arm Assembly
10. Tube Assembly
11. Arm Assembly

MAXIMUMCHUCKIN JACKSHAFT
NOT TO EXCEED 0.200
VIEW LOOKINGAFT

Figure 27-11. Cyclic jackshaft

5. Clamp jackshaft in a suitable holding fixture 10. Install tapered bushing. Ream opposite hole
with arms of arm assemblies (9 and 11) down 90 using the tapered bushing to support the reamer
degrees and arm assembly (8)up and aft 6 degrees. pilot.

6. Hold dimensions as shown in figure 27-11.

7. Drill through tube assembly and arm assembly
with a letter F (0.257 inch) drill.
8. Insert T-27872-2 reamers so that the end of the
pilot projects through the parts to be reamed.
9. Ream one side. (Smooth finish.)
11. Install tapered bushing and secure with bolt,
washer, and nut (7).
12. Repeat steps 7. through 11. for the remaining
holes.
13. Disassemble and remove burrs and metal
particles.

27-19
BHT-205A1-MM-1
14. Apply primer (C-204)to all bare metal.
15. Insert right and left tube assemblies, with
bearings and supports in place, through access
openings at sides of cabin lower skin. Slip ends of
tubes on stub shafts of control arm. Align bolt holes
with center arm pointing up and end arms down, and
install bolts and tapered bushings. Secure right and
left housing assemblies (5 and 6) to each beam with
four bolts, washers, and nuts. Check for free
operation.
16. Connect control tubes (1,2, and 3) tojackshaft.
17. Connect force gradient (4) to jackshaft. Check
rigging. (Refer to paragraph 27-16.)
27-34. ANTI-TORQUECONTROLSYSTEM.
The anti-torque control system includes control
pedals, pedal adjusters, a force gradient with an
electrically operated magnetic brake, a hydraulic
power cylinder and connecting linkages. For
maintenance of the following components; control
pedals and adjusters, servo actuator, magnetic brake,
and force gradient, refer to appropriate component
paragraph.
27-35. ANTI-TORQUE CONTROL LINKAGE.
Linkage consists of control tubes, bellcranks, and
levers which connect the pedals to the power cylinder,
and the power cylinder to the pitch change
mechanism mounted on the tail rotor gearbox.
27-36. REMOVAL- ANTI-TORQUECONTROL
LINKAGE.
NOTE: Components may be removed separately as
required for repair or replacement. Take precautions
against damage by accidental movement of linkage
while disconnected.
1. Remove access panels on cabin floor and lower
skin of fuselage and tailboom as necessary.
NOTE: Prior to removing control tube (8, figure
27-12) remove tail rotor gearbox. (Refer to Chapter
66.)
2. Remove control tubes (8, 10, 12, 14, 17, 20, 22,
and 25), bellcranks (7,9, 13, and 16), levers (5, 18, and
27-20
21), and walking beam (11) by removing attaching
hardware.
27-37. INSPECTION AND REPAIR
SYSTEMLINKAGE.
ANTI-TORQUE
1. Inspect linkage parts for wear, elongated bolt
holes, cracks, nicks and damage. Inspect bearings for
wear and roughness. Refer to BHT-205A1-CR&O-1
for damage limits and repair procedures.
27-38. INSTALLATION - ANTI-TORQUE SYSTEM
LINKAGE.
1. Install control tubes, bellcranks, levers and
walking beam by installing attaching hardware.
2. When installing hydraulic power cylinder and
support assembly (15, figure 27-12) install bolts with
heads forward.
3. Install boot on control tube (18) with aft edge of
clamp positioned 4.5 inches aft of station 123.0
bulkhead with pedals in neutral.
4. Install tail rotor gearbox if removed.
5. Rig anti-torque controls. (Refer to paragraph
27-43.)
27-39. ANTI-TORQUE CONTROL PEDALS
AND ADJUSTERS.
The pilots anti-torque control pedals are supported
on a bulkhead and are connected to an adjuster
assembly. The adjuster assembly may be operated by
turning an adjustment knob to position anti-torque
pedals. A force gradient and magnetic brake are
incorporated into the control linkage.
27-40. REMOVAL- ANTI-TORQUECONTROL
PEDALSANDADJUSTERS.
1. Disconnect control tubes (28, figure 27-12) from
pedal levers by removing bolts, washers, and nuts.
2. Remove lower skin plate access to inner side of
bulkhead, and remove four bolts to detach pedal
support (29) from bulkhead. Lift out pedal and
support assembly.
3. Remove two bolts and washers to detach and
remove adjuster knob (27).
 BHT-205A 1-MM-1

MAXIMUM EXPOSED STA

THREAD LENGTH
DETAILA

Figure 27-12. Anti-torque controls (Sheet 1 of 3)

27-21
BHT-205A1-MM-1

Figure 27-12. Anti-torque controls (Sheet 2 of 3)

27-22
 BHT-205A1-MM-1

1. TailRotor Blade 16. Bellcrank

2. Crosshead 17. Control Tube
3. Pitch Change Link 18. Lever
4. Pitch Control Tube 19. Boot
5. Lever 20. Control Tube
6. Link 21. Lever
7. Bellcrank 22. Control Tube
8. Control Tube 23. Magnetic Brake
9. Bellcrank 24. Force Gradient
10. Control Tube 25. Control Tube
11. Walking Beam 26. Pedal Adjuster
12. Control Tube 27. Adjuster Knob
13. Bellcrank 28. Control Tubes
14. Control Tube 29. Pedal Support
15. Cylinder and Support Assembly 30. Pilot Pedals

Figure 27-12. Anti-torque controls (Sheet 3 of 3)

Rev. 21 27-23
BHT-205A1-MM-1
4. Removeaccessplate from floorunder seat.
5. Disconnect control tubes (28) from pedals (30)
and also interconnect control tube (25) from adjuster
(26). For removal of right adjuster, also disconnect
force gradient (24).
6. Detach support of pedal adjuster (26) from
bulkhead by removing nuts and washers from four
bolts. Lift adjuster out through floor access opening.
27-41. INSPECTION/REPAIR - ANTI-TORQUE
CONTROL PEDALSAND ADJUSTERS.
1. Inspect bearings for wear and roughness.
2. Inspect parts for wear, elongated bolt holes,
cracks, nicks, and surface damage.
3. Inspect pedal adjuster assembly (26, figure
27-12), support, and lever for corrosion and
mechanical damage. (Refer to BHT-205A1-CR&O-1
for damage limits.)
4. Replace bearings and parts that fail to meet
inspection requirements. (Refer to BHT-ALL-SPM
manual.)
27-42. INSTALLATION - ANTI-TORQUE
CONTROL PEDALS AND ADJUSTERS.
1. Apply a coat of zinc chromate putty (C-200) to
the mounting face of the pedal support (29, figure
27-12). Observe TOP marking to position support on
bulkhead. Secure support on four bolts installed from
inner side of bulkhead, with steel washers under the
bolt heads and aluminum washers under nuts next to
support.
2. In similar manner, install pedal adjuster
assembly (26) with support secured on aft side of
station 37 bulkhead.
3. Connect control tubes (28) to adjuster
bellcranks and to pedal levers with bolts, washers,
nuts, and cotter pins. Install bolts at pedal levers
with heads outboard.
4. Install adjuster knob (27) to floor with two bolts
and aluminum washers. Before fully tightening
bolts, check that the knob is aligned to engage and
release from the adjuster shaft without binding.
27-24
5. Install the opposite pedal and adjuster
assemblies in the same manner.
6. Install the interconnect control tube (25) to the
aft bellcrank arm of each adjuster with a bolt,
washers, nut and cotter pin.
7. On the pilots adjuster, connect the control tube
on the outer end of bellcrank arm extending to the
right side, and the force gradient (24) tube at inboard
hole on same arm, with bolts, washers, nuts, and
cotter pins.
8. Move controls through full throw and check for
binding and interference.
9. Check control rigging, as required.
27-43. RIGGING - ANTI-TORQUE CONTROLS.
(212-010-701 HUBAND BLADE).
NOTE: Tolerance on rigging dimensions is plus or
minus 0.06 inch unless otherwise noted. Accomplish
rigging without hydraulic power, except as noted.
1. Check that linkage is complete, except the
following are to be disconnected:
a. Pitch change links (3, figure 27-12) from tail
rotor blades (1).
b. Link (6)from lever (5) on left side of 90 degree
gearbox.
c. Control tube (12) from bellcrank (13).
d. Force gradient (24) from pedal adjuster (26).
2. Adjust both pitch change links (3) to initial
length of 6.115 (±0.010) inches between centers ofrod
end bearings. Connect each link to blade pitch horn
with bolt and floating bushings. Torque bolt to 135
inch-pounds and secure with lockwire (C-405).
CAUTION: DO NOT MEASURE BETWEEN
CROSSHEAD AND WEAR INDICATOR.
MEASUREMENT MUST BE TAKEN BETWEEN
CROSSHEAD AND TRUNNION.
3. Position tail rotor blades to obtain dimension of
4.090 (±0.010) inches between inboard face of
crosshead and outboard face of hub trunnion. (Refer
to detail C).

4. Holding specified position of rotor, adjust link
(6) to obtain 0.40 inch clearance (detail D) with
bellcrank (7)and connect link (6) to lever (5)with bolt,
washers, and nut. Torque nut 60 to 110 inch-pounds
and install cotter pin.
5. Check clevis on hydraulic cylinder and support
assembly (15) for 1.22 inch dimension from end of
piston rod to center of clevis bolt hole.
6. Hold left pedal full forward. Push down on
hydraulic cylinder rod to bottom actuator valve.
Maintaining specified rotor position, adjust control
tube (12) to fit on bellcrank (13), then shorten tube
one-half turn and connect.
NOTE: Maximum exposed thread length on control
rod clevis is 1.00 inch (refer to detail A).
7. Rig and connect force trim as follows:
a. Hold pedals in neutral position.
b. Position arm of magnetic brake (23, figure
27-12) at center of travel (refer to detail B).
c. Adjust tube of force gradient (24) and connect
bellcrank of pedal adjuster (26).
d. Check for clearance of force gradient and
structure at extreme positions of brake arm. If
required to obtain clearance, arm can be reindexed
on brake shaft by one serration.
TAIL ROTOR BLADE
GRIP PLATE
0.020" MIN. CLEARANCE
Figure 27-13. Tail rotor yoke to blade clearance
BHT-205A1-MM-1
8. Operate system through full travel several
times with hydraulic boost operating and check the
following:
a. Check for any binding or interference. Hold
left pedal full forward and recheck that 4.090 inch
dimension given in step 3 is maintained. If necessary,
disconnect control tube (12). Reposition crosshead
and bellcrank (7) as in step 3 and 4; then adjust
control tube (12) to fit and install.
b. Flap tail rotor assembly to one extreme and
check for clearance between trailing side of blade
grip and tail rotor yoke using a 0.020 inch feeler gage
(figure 27-13). Perform clearance check on same
blade with tail rotor flapped to opposite extreme.
Accomplish clearance check on opposite blade in
same manner.
c. If clearance is less than 0.020 inch, verify that
rigging procedures have been performed correctly.
9. Check track of tail rotor in operation. (Refer to
Chapter 65.) If required for track, adjust pitch change
links by half-turn increments alternately in opposite
directions.
10. Check complete system for security and
lockwiring of parts. Check control system for
clearance and freedom of operation.
TAIL ROTOR BLADE
LEADING EDGE 205012-1002
27-25
BHT-205A1-MM-1
27-44. RIGGING- ANTI-TORQUECONTROLS
(212-011-701 HUBAND BLADE).
NOTE: Tolerance on rigging dimensions is plus or
minus 0.06 inch unless otherwise noted. Accomplish
rigging without hydraulic power.
1. Check that linkage is complete, except the
following are to be disconnected:
a. Pitch change links (3, figure 27-12)from tail
rotor blades.
b. Link (6) from lever (5) on left side of tail rotor
gearbox.
c. Control tube (12) from bellcrank (13).
d. Force gradient (24) from pedal adjuster (26).
2. Adjust both pitch change links (3) to initial
length of 6.180 (±0.010) inches between centers of rod
end bearings. Connect each link to blade pitch horn
with bolts and floating bushings. Torque bolt to 135
inch-pounds and secure with lockwire (C-405).
3. Position tail rotor blades to obtain dimension of
4.440 (±0.010) inches between inboard face of
crosshead and outboard face of hub trunnion. (Refer
to detail E.)
4. Holding specified position of rotor, adjust link
(6) to obtain 0.58 inch clearance (detail F) with
bellcrank (7) and connect link to lever (5) with bolt,
washers, and nut. Torque nut 60 to 110 inch-pounds
and install cotter pin.
5. Check clevis on hydraulic cylinder and support
assembly (15) for 1.22 inch dimension from end of
piston rod to center of clevis bolt hole.
6. Hold left pedal full forward. Push down on
hydraulic cylinder rod to bottom actuator valve.
Maintaining specified rotor position, adjust control
tube (12) to fit on bellcrank (13), then shorten tube
one-half turn and connect.
NOTE: Maximum exposed thread length on control
rod clevis is 1.00 inch. (Refer to detail A.)
7. Rig and connect force trim as follows:
a. Hold pedals in neutral position.
27-26
b. Position arm of magnetic brake (23, figure
27-12)at center of travel. (Refer to detail B.)
c. Adjust tube of force gradient (24) and connect
to bellcrank of pedal adjuster (26).
d. Check for clearance of force gradient and
structure at extreme positions of brake arm. If
required to obtain clearance, arm can be reindexed
on brake shaft by one serration.
8. With hydraulic boost cart, operate system
through full travel several times and check for the
following:
a. Check for binding or interference. Hold left
pedal full forward and recheck the 4.440 inch
dimension given in step 3. If dimension is incorrect,
repeat steps 2. through 6.
b. Flap tail rotor assembly to one extreme and
check for clearance between trailing side of blade
grip and tail rotor yoke using a 0.020 inch feeler gage
(figure 27-13). Perform clearance check on same
blade with tail rotor flapped to opposite extreme.
Accomplish clearance check on opposite blade in
same manner.
c. If clearance is less than 0.020 inch, verify that
rigging procedures have been performed correctly.
9. Check track of tail rotor in operation. (Refer to
Chapter 65.) If required for track, adjust pitch change
links by half-turn increments alternately in opposite
directions.
10. Check complete system for security and
lockwiring of parts. Check control system for
clearance and freedom of operation.
27-45. ANTI-TORQUE CONTROL - FORCE
TRIM.
A magnetic brake and force gradient installation is
used for control centering and force trim. The
magnetic brake is secured to airframe structure, and
has on arm on its rotary shaft. The arm can be braked
and held at any point in its travel by use of a switch
on the cyclic stick. The force gradient is a link
equipped with an internal spring, and connects the
magnetic brake arm to center hole in aft bellcrank on
pilots pedal adjuster. The magnetic brake is mounted
on forward side of Station 63.33 bulkhead at
approximately right buttock line 20 and force
gradient extends forward.
 BHT-205A 1-MM-1

27-46. FORCE GRADIENT - ANTI-TORQUE. 27-49. MAGNETIC BRAKE - ANTI-TORQUE.

27-47. - FORCEGRADIENT.
REMOVAL
1. Remove pilots seat. (Refer to Chapter 25.)
2. Remove cotter pin and nut to release force
gradient from magnetic brake arm (1, figure 27-14).
A magnetic brake is used in the anti-torque control
system in conjunction with a force gradient assembly.
The magnetic brake and force gradient assembly
provides artificial feel to the flight controls and
enables the pilot to trim the helicopter.

3. Remove attaching hardware to release opposite

end offorce gradient assembly.
27-50. REMOVAL - MAGNETIC BRAKE.
4. Remove force gradient assembly from
helicopter.
1. Remove pilots seat. (Refer to Chapter 25.)
27-48. INSTALLATION - FORCE GRADIENT.
2. Remove access panels from cabin floor, as
CAUTION: ALL FORCE GRADIENT necessary.
ASSEMBLIES ARE SIMILAR IN APPEARANCE,
BUT EACH INSTALLATION REQUIRES A 3. Remove aft end of force gradient from arm of
DIFFERENT PART NUMBER. magnetic brake.

1. Position anti-torque pedals to neutral. 4. Disconnect electrical plug from magnetic

brake.
2. Hold arm (1, figure 27-14) on directional
magnetic brake (2) at center of travel. 5. Remove four bolts with washers and lift
assembly from helicopter.
3. Adjust directional force gradient assembly to fit
and install. 6. Remove arm from magnetic brake.

ALI GNMARKD ON ARM D

WITH SHAFT MARK AS SHOWN
FOR DIRECTION

FWD

SHAFT SHOWNIN CENTER OF TRAVEL

1. Arm
ANTI-TORQUE CONTROLS 2 Magnetic Brake
ARM D DIRECTIONAL MAGNETIC BRAKE

204001-94

Figure 27-14. Anti-torque magnetic brake

27-27
BHT-205A1-MM-1
27-51. BRAKE.
- MAGNETIC
INSTALLATION
1. Position arm (1, figure 27-14) on magnetic
brake (2) in appropriate position. (Refer to figures
27-9 and 27-12.) Position arm on magnetic brake
shaft to position letter D adjacent to punched index
mark on shaft. Tighten arm attaching bolt.
2. Position magnetic brake in helicopter and
install mounting bolts. Use aluminum washers on
attaching bolts.
3. Attach force gradient assembly to magnetic
brake arm with nut and cotter pin.
4. Attach electrical connector to magnetic brake.
5. Check controls for unobstructed full travel.
6. Check for clearance of force gradient and
structure at extreme positions of brake arm. If
required to obtain clearance, arm can be repositioned
on brake shaft one serration.
27-52. ANTI-TORQUE PITCH CHANGE
MECHANISM.
The pitch change mechanism consists of a link, lever,
and idler mounted on left side of tail rotor gearbox,
attached to a control tube which extends through
output shaft of gearbox and connects to pitch control
crosshead, which is linked to tail rotor. Movement of
pedals in transmitted through linkages to a lever
which moves control tube back and forth in output
shaft to change pitch of blades.
27-53. REMOVAL - ANTI-TORQUE PITCH
CHANGE MECHANISM.
1. Prior to removing pitch change mechanism,
perform the inspection outlined in steps 1. and 2. of
paragraph 27-54.
2. Remove nut, washer, and bolt (10, figure 27-15)
from lever (9) and nut, washer, and bolt (12) from
bellcrank (11), remove link (13).
3. Remove nuts, washers, and bolt (14) from idler
(15) and nut, washer, and bolt (17) from pitch change
tube (7), remove lever (9).
4. Remove nut, washer, and bolt (16) and remove
idler (15).
27-28
NOTE: The tail rotor crosshead must be removed
before removing pitch change tube (7). (Refer to
Chapter 65.)
5. Pull pitch change tube (7) from housing (2).
6. Remove three nuts and washers attaching
housing (2) to gearbox housing. Use suitable
jackscrews in holes provided in housing (2) and
remove housing (2).
7. Disassemble housing (2) as necessary.
NOTE: Excluder (4) and seal ring (18) are
components of S30395-5G1 excluder assembly.
a. Remove retainer (6), excluder housing (5), seal
ring (18), and excluder (4).
b. Push bearing(3) from housing(2).
c. Remove and discard packing (1).
27-54. INSPECTION AND REPAIR
ANTI-TORQUE PITCH CHANGE MECHANISM.
NOTE: Perform the inspection covered in following
steps 1. and 2., with pitch change mechanism
installed.
1. Inspect lower bearing in lever (9, figure 27-15)
for binding or excessive tightness. Grasp link (13)
with slight hand pressure and check for rotational
movement of the lower bearing. Excessive pressure
will result in damage to seal retainer.
2. When tightness in the lower bearing is found,
perform the following inspection:
a. Rotate link (13) to extreme limit of travel so
that lower bearing of lever (9) is not down. Attach a
spring scale to nut of bolt (10). Pull slowly and evenly
down on scale. The force required to rotate the
bearing should not exceed 10 pounds.
b. If aforcegreaterthan 10 poundsisrequiredto
rotate bearing, replace lever (9).
3. Inspect and repair lever (9), idler (15), and pitch
change tube (7) in accordance with
BHT-205A1-CR&O-1.
4. Replace parts when damage exceeds limits.
5. Apply chemical film (C-100)to repaired areas.
 BHT-205A 1-MM-1

1.Packing
2. Housing
3. Bearing
4. Excluder
5. Excluder housing
6. Retainer
7. Pitch change tube
8. Bearing race
9. Lever
10. Bolt
11. Bellcrank
12. Bolt
13. Link
14. Bolt
15. Idler
16. Bolt IN-LB
17. Bolt
18. Seal ring

Figure 27-15. Anti-torquecontrol system

27-29
BHT-205A1-MM-1
- ANTI-TORQUEPITCH
27-55. INSTALLATION
CHANGEMECHANISM.
1. Assemble housing (2, figure 27-15) as follows:
a. Push bearing (3)in until seated.
b. Place excluder (4), seal (18), and housing (5)
into housing (2)with flange outboard next to ratainer
(6). Press firmly against bearing (3).
c. Install retainer (6) in groove of housing (2).
d. Position a new packing (1)onto outer flange of
housing (2).
2. Apply wet unreduced zinc chromate primer
(C-201) to mating flange oh housing (2) and install
into gearbox. Install three washers and nuts on case
studs. Torque 60 inch-pounds.
3. Apply a bead of sealant (C-328)around mating
joint of housing (2)and gearbox case.
NOTE: If pitch change tube (7) binds inside bearing
(3), clean pitch change tube and inside diameter of
bearing using fine grade of abrasive pad (C-407).
Wipe pitch change tube and wipe inside of bearing (3)
using MEK(C-309).
4. Lubricate pitch change tube (7)in area where
tube will contact bearing (3) with grease (C-001).
Insert threaded end of pitch change tube (7) through
housing (2) and gearbox shaft.
5. Coat outboard faces of mounting boss on
gearbox, which will be contacted by washers on bolt
(17), with sealant (C-328).
6. Position idler (15) on mounting boss of gearbox.
Install bolt (16) with washers under bolt head and
nut. Torque nut 110 to 165 inch-pounds and install
cotter pin.
7. Clean bearing in upper end of lever (9) with
solvent (C-304). Allow to air-dry. Hand-pack bearing
with grease (C-001).Insert bearing race (8) into lever
(9).
8. Attach lever (9) to pitch change tube (7) with
bolt (17) with washers under bolt head and nut.
Torque nut 110 to 165 inch-pounds and install cotter
pin.
27-30
9. Align holes in idler (15) with center hole in
lever (9). Install bolt (14)with washer under bolt head
and nut. Torque nut 110 to 165 inch-pounds and
install cotter pin.
10. Attach link (13) to lower end of lever (9) with
bolt (10) using washer under bolt head and nut.
Torque nut 60 to 110 inch-pounds and install cotter
pin.
11. Attach remaining end of link (13) to bellcrank
(11) of tail rotor controls with bolt (12) using washer
under bolt head and nut. Torque nut 60 to 110
inch-pounds and install cotter pin.
12. Install tail rotor crosshead. (Refer to Chapter
65.)
paragraph 27-43.)
27-56. SYNCHRONIZED ELEVATOR
CONTROLS.
The synchronized elevator system consists of two
elevator assemblies, a horn assembly and a control
linkage of push-pull tubes and bellcranks. Movement
of the cyclic control stick in the fore and aft direction
actuates the swashplate. The movement is
transmitted through a series of push-pull tubes and
bell cranks to the horn assembly, to which the
elevator assemblies are attached. As a result, the
elevator assemblies move around a lateral axis to
assist in longitudinal control.
27-57. RIGGING ELEVATOR
- SYNCHRONIZED
CONTROLS.
NOTE: The following shall be accomplished after
the installation of all bellcranks and nonadjustable
control tubes (7, 10, 13, and 20, figure 27-16) and with
swashplate in position shown on figure 27-7.
CAUTION: TAKE PRECAUTIONS TO PREVENT
DAMAGE TO HELICOPTER STRUCTURE
AND/OR CONTROLS WHEN CONTROL
LINKAGE IS DISCONNECTED.
NOTE: Rig control with hydraulic system OFF,
except for step 8.
Tolerance for rigging dimensions is 0.06 inch except
as noted.
 BHT-205A 1-MM-1

MAX ELEV NOSE DOWN RIVET P.

FULL AFT CYCLIC STICK RIVET S.

FULL FWD CYCLIC STICK RIVET R.

VIEW A

SIX INCH SCALE

BOTH BOLT HEADS

2.20 inches, measurement taken between center of bolt and idler, hydraulic boost off.

2.30 to 2.40 inches, measurement taken between center of bolt and idler, hydraulic boost
on.
1. Elevators 11. Bellcrank
2. Elevator Horn 12. Bulkhead Fitting
3. Bolt-Washer-Nut-Cotter Pin 13. Control Tube
4. Control Tube 14. Bellcrank
5. Bellcrank 15. Bulkhead Support
6. Bulkhead Support 16. Control Tube
Figure 27-16. Synchronized 17.
7. Control Tube elevator
Idler controls 212001-3G
8. on.
Walking Beam Assembly 18. Bulkhead Support
9. Bulkhead Support 19. Control Tube
10. Control Tube 20. Control Tube
BHT-205A1-MM-1
1. Rig synchronized elevator controls with all
fixed length control tubes and bellcranks installed.
2. Position pilot cyclic stick vertical to helicopter
floor, within 1/2 degree. Check that swashplate is in
position shown in figure 27-7 and place both servo
valve levers in up position.
NOTE: Cyclic control below servo valve must not
move while setting servo valve levers to up position.
3. Adjust length of control tube (19, figure 27-16)
to position idler (17) as shown in view B. Connect
control tube (19) to idler (17). Install one washer
under bolt head and one washer under nut. Install
cotter pin. Maximum exposed threads on clevis at
upper end of control tube (19) is one inch.
4. Disconnect control tube (4), at bellcrank (5).
Position upper surface of elevator to pass through
rivet "P". (Refer to view A.) Adjust control tube (4) to
minimum length that will reach bellcrank (5). (Refer
to view C.) The center line of control tube will pass
through the output connection and pivot point of
bellcrank. Connect control tube (4) to bellcrank (5);
install one washer under bolt head and one washer
under nut. Install cotter pin. Maximum exposed
threads on clevis of control tube (4) adjacent to
elevator horn (2) is one inch.
5. Place pilot cyclic stick in extreme forward
position. Set upper surface of elevator 0.50 to 0.75
inch below rivet "R". (Refer to view A.) The aft arm of
bellcrank (5), shown in view C, must be above
horizontal. Place both servo valve levers in up
position as described in step 2. Adjust and install
control tube (16) to idler (17). Install one washer
under bolt head and one washer under nut. Install
cotter pin. Maximum exposed thread ofclevis at lower
end of control tube (16) is one inch.
6. Place pilot cyclic stick in extreme aft position
and check that elevator upper surface passes through
rivet "S" ±0.40 inch. (Refer to view A.)
7. Check for secure installation and for
unobstructed travel of synchronized elevator controls
through full range.
8. The final rigging ofthe elevator is accomplished
with hydraulic system ON. After elevator has been
rigged with hydraulic system OFF (steps 1. through
7.), connect an auxiliary hydraulic power source and
turn battery and hydraulic system ON. Place pilot
cyclic stick in extreme forward position. If necessary,
27-32 Rev. 3
adjust control tube (16) to align upper surface of
elevator on rivet "R". (Refer to view A.) Repeat step 7.
to ensure secure installation and satisfactory
operation.
9. Disconnect ground hydraulic power unit.
Ensure that return line is reconnected at external
hydraulic power quick-disconnect.
27-58. SYNCHRONIZED ELEVATOR.
The synchronized elevator installation consists oftwo
elevator assemblies, a horn assembly, and two
support sets. The horn assembly is mounted
horizontally through the sides of the tailboom. The
horn is secured to the structure by supports which
serve as bearings for the horns rotational movement.
A control arm on the horn provides attachment for
linkage from fore and aft cyclic control system at
swashplate. Each elevator is a horizontal airfoil
section built up on a spar tube, which is inserted into
a projecting end of the horn assembly and secured by
two bolts.
27-59. REMOVAL- SYNCHRONIZEDELEVATOR.
1. Remove access door from tailboom below
elevator installation.
2. Remove cotter pin (17, figure 27-17), and (16),
washers (15) and bolt (14).
3. Remove bolt (3) with washer to detach elevator
fitting from mating lug (7) on horn assembly (8).
4. Withdraw elevator assembly (2) straight
outward until spar tube (13) is pulled free.
NOTE:Horn assembly (8) can be left in place, except
when replacement of parts is necessary.
5. Disconnect control tube from control arm (9) on
horn assembly (8).
6. At each end of horn assembly (8) inside
tailboom, remove two bolts (6) and shims (11) between
upper and lower support retainer sets (5). Keep parts
in sets for each location
7. Remove bolts (10), washers, and support
retainer set (5) with shim sets (4), from tailboom
brackets (12) in tailboom. Keep parts in sets.
 BHT-205A1-MM-1

1. Cap
2. Elevator Assembly
3. Bolt
4. Shim Set
5. Support Retainer Set
6. Bolt
7. Mating Lug
8. Horn Assembly
9. Control Arm
10. Bolt
11. Shims
12. Tailboom Bracket
13. Spar Tube
14. Bolt
15. Washers
16. Nut
17. Cotter Pin 205A1-M-27-17

Figure 27-17. Synchronized elevator installation

Rev. 3 27-33
BHT-205A1-MM-1
CAUTION: HANDLE SUPPORT RETAINERS
WITH CARE TO AVOID DAMAGING INNER
SURFACES OF THE BUSHINGS. THE INNER
SURFACE OF THE BUSHINGS CONSISTS OF DRY
BEARING MATERIAL BONDED IN PLACE.
8. Remove horn assembly (8) through access
opening.
9. If, after removal of elevators, it is found that
zinc chromate has been applied heavily to the horn or
spars, it is recommended that the chromate be
removed with MEK (C-309) and a soft cloth. Do not
saturate the spar assemblywith the MEKduring the
cleaning process as it may remove the electrofilm
coating.
27-60. INSPECTION AND REPAIR - (2) Check drag on support assembly. (Refer to
SYNCHRONIZED ELEVATOR.
1. Inspect synchronized elevator for damage,
cracks, dents, and corrosion.
2. Small crack in rib frame may be stop drilled if
crack does not extend into the radius of the rib flange.
3. Repair inboard rib if any crack exists. The
inboard rib must be replaced if any crack extends into
the rib flange.
4. Replace loose or missing tip cap(1, figure27-17)
as follows:
a. Clean elevator tip area with solvent (C-305).
b. Inspect new cap (1) to ensure that it is free of oil,
grease, dirt, etc. Cap (1) may be cleaned with toluene
(C-306).
c. Brush a thin coat of adhesive (C-300)
(approximately 0.010 inch thick) on the elevator tip
(cleaned area) and the inside of the cap (1).
d. Allow approximately one hour dryingtime until
adhesive attains an aggressive tack. Install the cap
(1) on the elevator tip.
e. Hold cap (1) in place for a minimum of 15
seconds.
27-34 Rev. 3
f. Allow a minimum of 24hours drying time before
releasing helicopter for flight.
5. Check synchronized elevator radial movement
as follows:
a. With elevator installed, mount dial indicator on
tailboom with stylus in contact with upper surface of
elevator at intersection of inboard rib web and
centerline of spar.
b. Move elevator up and down and observe total
differences in reading on dial indicator. A maximum
differences reading on dial indicator. A maximum
c. If reading is not within tolerance complete
following:
(1) Check elevator for proper installation. (Refer
to paragraph 27-61.)
paragraph 27-61.)
6. Inspect elevator for loose rivets, damage, dents,
cracks, and worn apart tube.
7. Inspect support retainer set (5) bushing for
wear and damage limits. (Refer to
BHT-205A1-CR&O-1.)
8. Inspect horn assembly (8) wear and damage
limits. (Refer to BHT-205A1-CR&O-1.)
9. Repair elevator in accordance with FAA
Aircraft Inspection and Repair Manual, AC 43,
13-1A. (Refer to BHT-205A1-CR&O-1 for structual
components.)
27-61. INSTALLATION - SYNCHRONIZED
ELEVATOR.
1. Prior to installing a new elevator assembly or
reinstalling a removed elevator assembly, coat ID of
horn assembly (8, figure 27-17) with corrosion
preventive compound (C-104). No lubrication is
required on the elevator spars prior to installation.
Spars are coated with organic finish (C-202).
2. Insert horn assembly (8) into tailboom through
access door. Place assembly with ends through
tailboom brackets (12) at each side, and with control
arm (9) at right of center pointing down.

NOTE: If horn assembly was not removed proceed
to step 7.
3. Attach lower and upper support retainer sets
(5) and shim sets (4) with bolts (10) and washers to
matching holes and plate nuts of tailboom brackets
(12) in tailboom. Peel shims, as required, for 0.005 to
0.030 inch lateral chuck of horn.
CAUTION: HANDLE SUPPORT RETAINERS
WITH CARE TO AVOID DAMAGE TO BEARING
SURFACES OF BUSHINGS.
4. At each support, secure upper and lower
support retainer sets (5) together with two bolts (6)
with aluminum alloy washers next to both bolt heads
and nuts with shims (11) between retainers.
5. Adjust preload on bearings as follows:
NOTE: Preload will be measured by using a
standard spring scale applied to the control arm (9) of
the horn assembly (8). Spring scale tension must be
applied 90 degrees to the control arm to obtain a
correct reading.
a. With one support retainer set (5) loosely
installed, peel or add to shims (11) on opposite set to
obtain 13 to 16 pounds of drag on the horn assembly
control arm (9).
b. Adjust opposite support retainer set in the
same manner until an overall reading of 26 to 32
pounds of drag is measured on the horn assembly
control arm (9).
6. Connect elevator control tube to control arm (9)
of horn assembly (8).
NOTE: The only authorized organic finish for
elevator spar tubes (13) is primer (C-202).
7. Prior to installation, clean both elevator spar
tubes (13) and horn (8) as follows:
a. If either spar tube (13) has been painted or
primed with any material other than primer (C-202),
remove all traces of existing paint or primer with
clean cloth moistened with MEK (C-309). Also clean
the portion of the horn (8) that is contacted by either
spar tube (13). If bare metal is exposed, touch up with
BHT-205A1-MM-1
primer (C-202). Allow primer to throughly and
completely dry before installing elevator into horn.
b. If spar tubes (13) are coated only with super
koropon epoxy primer, clean spar tubes (13) and the
portion of horn (8) that is contacted by either spar
tube (13) with solvent (C-304).
8. Apply thin coat of corrosion preventive
compound (C-104) to spar tube (13) on elevators and
to internal surfaces of horn (8).
9. Install elevator as follows:
a. Install spar tube (13) into horn (8)
b. Install bolt (3) and washer. Torque bolt (3) 100
to 140 inch-pounds.
NOTE: Safety bolt holes in spar tubes (13) are
oversize (0.375 in. dia) for installation of bolts (14).
c. Install bolt (14), washers (15), and nut (16).
Torque nut (16) a maximum of 10 inch-pounds. Install
cotter pin (17).
10. Install opposite elevator in same manner as
described in steps 7, 8, and 9 above.
11 Check rigging ofelevator.
12. Install access door on underside of tailboom.
27-62. SYNCHRONIZEDELEVATORLINKAGE.
Linkage from trunnion on rear control arm of
swashplate inner ring to control arm on elevator horn
assembly consists of control tubes, bellcranks and an
idler.
27-63. REMOVAL - SYNCHRONIZED ELEVATOR
CONTROLLINKAGE.
1. Remove access doors on bottom of fuselage and
tailboom and sides of pylon island as necessary for
access to controls.
2. Parts of control system can be removed
separately as the need arises, or completely in
practical sequence. Take precautions against damage
which may be caused by accidental movement of
linkage while disconnected. (Refer to figure 27-16).
Rev. 3 27-35
BHT-205A1-MM-1

27-64. INSPECTION - SYNCHRONIZED 3. Repair of corrosion damage shall be twice the

ELEVATOR LINKAGE.
1. Inspect linkage for wear, elongated bolt holes,
cracks, nicks or damage. Inspect bearings for wear or
roughness. Refer to BHT-205A1-CR&O-1for damage
limits to components and BHT-ALL-SPM for
bearings.
2. Inspect control tubes for damage limits. (Refer
to BHT-205A1-CR&O-1.)
3. Inspect solid film lubricant on synchronized
elevator flight control tube for guide wear.
27-65. REPAIR OR REPLACEMENT
SYNCHRONIZED ELEVATOR LINKAGE.
1. Repair of nicks and dents on the threads must
not exceed one third of the thread depth. Length of
repair should not exceed 0.25 inch. The threads may
have two repair areas.
2. Repair of mechanical damage shall not exceed
the original damage depth, and width of repair areas
at any section shall not exceed one third of the tube
circumference.
depth of the corrosion damage but shall not exceed
the mechanical damage limits for depth or width.
4. Remove all mechanical and corrosion damage
that is within limits with wet or dry sandpaper
(C-423) 400 grit or finer, to obtain a smooth, scratch
free surface. Apply two coats of primer (C-204) to
repaired area.
NOTE:
NOTE: Maximum allowable elongation to a bushing
or clevis hole in the control system is 0.003 inch.
5. Touch up guide wear damage with solid film
lubricant (C-006 or C-021). Finish remainder of
outside of tube with one coat of primer (C-204).
27-66. INSTALLATION - SYNCHRONIZED
ELEVATOR CONTROL LINKAGE.
1. Install components of the elevator control
linkage as illustrated in figure 27-16. Take
precautions against damage which may be caused by
accidental movement of linkage while disconnected.
2. Check rigging of controls after repalcement of
any linkage.
3. Install access doors and panels.

27-36 Rev. 3
 BHT-205A1-MM-1

FUEL SYSTEM

TABLE OF CONTENTS

Paragraph Page
Number Title Number

28-1 Fuel system ....................................... ... .................... .28-2

28-2 Troubleshooting - fuel system ................................................ 28-5
28-3 Operational check - fuel system .............................................. 28-6
28-4 Pressure test - fuel system ................... ................................ 28-6
28-5 Forward fuel cells ........................................................... 28-7
28-9 Aft fuel cells ................................................................ 28-10
28-10 Aft outboard fuel cells ....................................................... . 28-10
28-14 Aft center fuel cells ......................... ................................. 28-14
28-18 Fuel distribution system ..................................................... 28-17
28-19 Forward fuel cell distribution components ..................................... 28-17
28-20 Fuel sump ........................................................ ........ 28-17
28-24 Fuel switches ............................................................... 28-20
28-27 Fuel boost pumps ............................. .......................... ..... 28-20
28-29A Right canister type fuel boost pump ........................................... 28-20A
28-30 Sump drain valve ............................................................ 28-21
28-33 Fuel low level limit switch ................... ................................. 28-21
28-36 Fuel shutoff valve and fuel valve manifold ................... .................. 28-22
28-39 Main fuel filter .............................................................. 28-24

LIST OF FIGURES

Figure Page
Number Title Number

28-1 Fuel system schematic ................... .................................... 28-3

28-2 Fuel supply system .......................................................... 28-4
28-3 Forward fuel cells ........................................................... 28-8
28-4 Aft outboard fuel cells ................... ..................................... 28-11
28-5 Aft center fuel cell ........................................................... 28-15
28-6 Left fuel cell sump ........................................................... 28-18
28-7 Right fuel cell sump ........................................ ................. 28-19
28-7A Right canister type fuel boost pump installation ................................ 28-20B
28-7B Right canister type fuel boost pump schematic ................................. 28-20C
28-7C Right canister type fuel boost pump cartridge replacement ...................... 28-20D
28-8 Fuel shutoff valve and fuel valve manifold ................... .................. 28-23
28-9 Main fuel filter .............................................................. 28-25

Rev. 3 28-1
BHT-205A1-MM-1
FUEL SYSTEM
28-1. FUEL SYSTEM.
The basic helicopter fuel system has five
interconnected cells. Three bladder-type cells are
located aft of the cargo compartment and two
self-sealing cells are located below the cargo
compartment floor. All five cells are filled through a
single filler located on the right side of the helicopter.
Capacity of the basic helicopter fuel system is 220
gallons of usable fuel. Auxiliary fuel cell kits may be
installed in the cargo compartment. A fuel system
schematic and supply system are shown in figures
28-1 and 28-2.
Fuel flows from the boost pumps (7, figure 28-2) to a
manifold valve (1). The manifold valve has internal
check valves which prevent back flow in the event
that one boost pump should fail. The manifold has
thermal relief provisions, which consist of very small
orifices, to allow a small amount of fuel to return to
the fuel cells to prevent thermal pressure buildup
Fuel flows from the manifold valve (1) to the fuel
shutoff valve (2). The shutoff valve is electrically
operated and is controlled by the pilot. It incorporates
a red-painted, manual override handle to serve as a
visual indication of the shutoff valve position. It also
permits manual operation during maintenance
procedures, when electrical power is not available.
A thermal relief valve is an integral part of the main
shutoff valve. The thermal relief valve serves to
relieve possible pressure buildup in the upper portion
of the fuel system when the main fuel shutoff valve is
off. The thermal relief valve will open between 90 and
120 psi.
Fuel flows from the fuel shutoff valve (2) to the main
fuel filter (5) in the engine compartment. The filter
incorporates an impending bypass warning switch.
In the event the pressure drop across the filter
indicates that the filter is becoming clogged, the
worded segment FUEL FILTER on the caution panel
will light up to indicate the impending bypass
condition. If the filter is cloggedto the extent that
28-2 Rev. 3
insufficient fuel will pass, a bypass valve will open
and permit fuel to bypass the filter. A pressure
transmitter (3) is mounted adjacent to the filter. The
pressure transmitter causes the fuel pressure gage on
the instrument panel to indicate the boost pump
pressure.
Fuel flows from the main fuel filter (5) to the
helicopter engine. A warning system to indicate
failure of either fuel pump, on engine fuel control, is
provided. If either fuel pump should fail, the pressure
switch associated with that pump will cause the
worded segment ENG FUEL PUMP on the caution
panel to light.
Two drain valves (8) are provided in each forward fuel
the fuell These valves in the front compartments are
manually operated. Valves in the rear compartments
are electric solenoid-operated from push-type
switches mounted in either side of the fuselage below
the cargo compartment doors. A gravity defueling
valve (6) is located in the crossover assembly at the
rear of the left forward fuel cell.
A low fuel level limit switch (11) is located adjacent to
the left boost pump (7). The worded segment FUEL
LOW on the caution panel will light up when only
enough fuel remains for approximately 10 minutes of
flight time
The capacitance-type fuel quantity indicating system
consists of a fuel quantity gage in the instrument
panel, two fuel quantity probes (10) mounted in the
right forward fuel cell and one fuel quantity probe (4)
mounted in the center aft fuel cell. A press-to-test
switch is provided for the pilot to test the fuel quantity
indicating system for proper operation. The basic
helicopter fuel quantity indicating system includes
two capacitance simulators. The simulators are
mounted in the cabin roof on either side of the island.
When the auxiliary fuel cell kits are not installed, the
simulators are connectedin the wiring circuit.When
the auxiliary fuel cell kits are installed, the
capacitance simulators are disconnected and the
leads are attached to the fuel cell probes in the
auxiliary cells.
 BHT-205A1-MM-1

1. Overboard Vent
2. Fuel Cell Interconnect Vent
3. Syphon Breaker Valve 16. Flapper Valve 28. RH Forward Fuel Cell
4. LH Fuel Cell 17. LH Forward Fuel Cell 29. Flapper Valve
5. Center Fuel Cell 18. Baffle 30. Check Valve
6. RH Fuel Cell 19. Sump Drain Valve, Manual 31. Electric Motor-Driven Boost Pump
7. Fuel Filler 20. Forward Crossover Tube 32. Pressure Switches
8. Aft Fuel Cell Interconnect Assembly 33. Engine-Driven Fuel Pumps
9. Aft Crossover Tube Assembly 21. Ejector Pump Inlet Hose 34. Engine
10. Manifold 22. Ejector Pump 35. Filter Drain
11. Thermal Relief Valve 23. Ejector Pump Outlet Hose 36. Fuel Pressure Transmitter
12. Check Valve 24. Sump Manual Drain Valve 37. Fuel Filter
13. Defuel Valve 25. Baffle 38. Fuel Shut-Off Valve
14. Boost Pump, Bleed Air 26. Flow Switch 39. Thermal Relief Valve
15. Check Valve 27. Sump Electric Drain Valve 40. Auxiliary Fuel Cell Connection
205061-14A

Figure 28-1. Fuel system schematic

28-3
BHT-205A1 -MM-1

LOCKWIRE AS SHOWN
IN DETAIL A

1. Manifold valve 7. Boost pump

2. Fuel shutoff valve 8. Drain valve
3. Pressure transmitter 9. Forward cross tube assembly
4. Fuel quantity probe 10. Fuel quantity probes
5. Main fuel filter 11. Low level limit switch
6. Defueling valve 12. Aft cross tube assembly
205061-16A

Figure 28-2. Fuel supply system

28-4

28-2. TROUBLESHOOTING
SYSTEM.
INDICATION OF TROUBLE
Right boost pump warning
light illuminated, no pressure
indicated on fuel pressure gage
Right boost pump
warning light illuminated,
pressure indicated on fuel
pressure gage.
Left boost pump
warning light illuminated,
fuel pressure low or zero
Left boost pump
warning light illuminated,
pressure normal on fuel
pressure gage
Engine fuel pump warning
light illuminated
Fuel filter warning light
illuminated
- FUEL
PROBABLE CAUSE
Electrical boost pump
inoperative
Ejector pump malfunction
Check valve malfunction
Flow switch malfunction
Cross fitting screen clogged
with foreign material
Bleed air fuel boost pump
is inoperative
Ejector pump malfunction
Check valve malfunction
Flow switch malfunction
Cross fitting screen clogged
with foreign material
One of the two pressure
switches mounted on the
engine adjacent to the fuel
pump is faulty
One of the two engine-driven
fuel pumps is faulty
Fuel filter is dirty
BHT-205A1-MM-1
CORRECTIVE ACTION
Replace fuel pump
Clear foreign material from
ejector pump and/or hoses
Replace check valve
Replace flow switch
Replace cross fitting
Replace fuel pump
Clean foreign material from
ejector pump and/or hoses
Replace check valve
Replace flow switch
Clean or replace cross fitting
Check switches and replace
faulty switch
Replace engine-driven fuel pump
Replace filter. If frequent filter
changes are required, investigate
fuel source.
28-5
BHT-205A1-MM-1
28-3. OPERATIONAL CHECK - FUEL
SYSTEM.
1. Check fuel shutoff valve operation as
follows:
a. Open all circuit breakers.
b. Turn BATTERY-OFF switch to
BATTERY position. Close FUEL VALVE circuit
breaker.
c. Place FUEL switch in ON position, and
check that fuel shutoff valve opens.
d. Place FUEL switch in the OFF position,
and note that fuel shutoff valve closes.
e. Turn BATTERY-OFF switch to OFF
position.
2. Check sump drain valve circuit as follows:
NOTE:There are two sump drain valves, one left
and one right. The sump drain valve switches are
located about station 150.0right and left side and
either switch will actuate both valves.
a. Open all circuit breakers.
b. Turn BATTERY-OFF switch to
BATTERY position. Close FUEL VALVE circuit
breaker. Turn FUEL switch to OFF position.
c. Depress right SUMP DRAIN VALVE
switch and note that both sump drain valves open,
release and note that both valves close.
d. Depress left SUMP DRAIN VALVE
switch and note that both sump drain valves open,
release and note that both valves close.
e. Turn FUEL switch to ON position. Repeat
steps c., and d., and note that the sump drain
valves do not open when the SUMP DRAIN
VALVE switches are depressed.
f. Turn BATTERY-OFF switch to OFF
position.
3. Check fuel boost pumps as follows:
a. Check right (electrically operated) fuel
boost pump as follows:
28-6
(1) Turn electrical power ON.
(2) Turn main fuel switch ON.
(3) Activate fuel boost circuit breaker.
(4) If right fuel boost light is on, check fuel
pressure gage for correct pressure.
(a) If pressure is not indicated the
electrical boost pump is inoperative.
(b) If pressure is indicated, check for
malfunction of ejector pump, or check valve flow
switch.
b. Check left (bleed air operated) fuel boost
pump as follows:
(1) Ground run helicopter.
(2) Turn right electrical fuel boost pump
circuit breaker to OFF position.
(3) If left fuel boost light is illuminated,
check fuel pressure gage for correct pressure.
(a) If pressure is low or zero,the bleed air
fuel boost pump is inoperative.
(b) If pressure is normal, the ejector
pump is malfunctioning, the check valve or flow
switch is inoperative.
28-4. PRESSURE TEST - FUEL SYSTEM.
1. Cap main fuel line and vent connections.
2. Use regulated, low-pressure, filtered,
compressed air source with a manometer or
accurate pressure gage and shutoff valve.
3. Apply pressure until gage indicates 2.5 psig
in cells and crossover tubes. Shut off air source.
Cells should hold this pressure for 15 minutes.
CAUTION: DO NOT APPLY EXCESSIVE
PRESSURE, AS SEVERE DAMAGE TO CELL
AND STRUCTURE MAY RESULT.
4. Locate and correct any leakage indicated by
loss of pressure, and repeat tests until results are
satisfactory.
5. Remove all caps and plugs used to close off
system.

FUEL STORAGE
28-5. FORWARD FUEL CELLS.
The forward fuel cells, under the cargo
compartment floor, are divided into two
compartments by a lateral baffle. The baffle is
fitted with a flapper valve which permits fuel flow
from front to rear. A boost pump is located in the
rear compartment of each forward cell. The boost
pump in the left cell is driven by bleed air from the
engine. The boost pump in the right cell is driven
by dc electrical power. A portion of the flow from
each boost pump is directed through a flow switch
to an ejector pump located at the front of the cell.
The ejctor pump delivers fuel from the front
compartment to the rear compartment to prevent
fuel starvation at the boost pumps when the
helicopter is in a nose down attitude. In the event
of boost pump failure, the flow switch will cause
the worded segment LEFT FUEL BOOST or
RIGHT FUEL BOOST on the caution panel to
light. The boost pumps also deliver fuel to the
engine-driven fuel pump. The bleed airdriven
pump delivers fuel at approximately 20 psi
pressure. The electric motor-driven pump delivers
fuel at approximately 12 psi pressure. Either boost
pump will furnish adequate fuel to the engine for
normal flight.
28-6. REMOVAL- FORWARD FUEL CELLS.
CAUTION:PRIOR TO OPENING OF ACCESS
PANELS OR DISCONNECTING THE FUEL
CELLS ARE DEFUELED.
ONLY APPROVED, EXPLOSION PROOF TYPE
LIGHTS ARE TO BE USED INSIDE FUEL
CELLS.
DO NOT HANDLE FUEL CELL WHEN TOO
COLD TO BE FLEXIBLE.
NOTE: Removal of either forward fuel cell is the
same unless otherwise noted
1. Defuel helicopter fuel cells. (Refer to Chapter
12.)
2. Remove center access cover, located on rear
of cabin deck, just forward of pylon island
structure.
BHT-205A1-MM-1
3. Remove left cabin floor walkway panel,
covering left fuel cell.
4. Disconnect clamp from upper auxiliary tank
fitting on aft crossover assembly (2, figure 28-3).
5. Remove four bolts and washers at aft
connection of crossover assembly.
6. Disconnect hose assemblies (1 and 4) from
crossover assembly (2).
7. At the rear of fuel cell, remove bolts and
washers of crossover assembly.
8. Remove two bolts and washers that secure
vent hose (23) and fitting (22) to top of fuel cell.
9. Remove bolts and washers from top fuel cell
access opening (21), located on top of foward cell.
10. Remove clamp (14) and slide hose covering
(16) back to expose forward crossover tube
assembly (15). Disconnect tube from fitting (10).
11. Remove nut (13),washer (12),and packing
(11) from cell fitting (10).
12. Remove bolts, washers, plate, and drain
valve (18) from left fuel cell.
13. Remove sump bonding jumper wire, on
right fuel cell, from airframe attachment point.
14. Remove access cover from lower side of
15. Remove sump assembly (5). (Refer to
paragraph 28-21).
16. Through top access of cell, disconnect and
remove hose assembly (6) from baffle check valve
(17). Disconnect and remove hose assembly (20)
from forward side of baffle check valve and inlet
port of ejector pump (9).
17. Disconnect outlet hose (19) from ejector
pump (9). Remove nut, bolt, and washer from
forward attaching clamp securing outlet hose (19)
to bulkhead. Remove hose and clamp from cell.
28-7
 1. Hose Assembly
2. Aft Crossover Assembly
3. Outlet Hose Assembly
4. Hose Assembly
5. Sump Assembly

7. Bolt

10.Fitting
11. Packing
12. Washer
13. Nut
14. Clamp

20.
15. Hose Assembly
Forward Crossover Tube Assembly
16. Covering
17. Baffle Check Valve
18. Drain Valve
19. Outlet Hose
20. Hose Assembly
21. Cell Access Opening
22. Fitting
23. Vent Hose
205061-20

18. Remove bolt, clamp, and washer, from aft
bulkhead attaching point.
19. Remove bolts (7), washers (8), and ejector
pump (9).
20. Remove cell support lacing from outer
perimeter and remove cell from cavity.
- FORWARDFUELCELLS.
28-7. INSPECTION
1. Inspect forward fuel cells for cracks, scuffing,
and security.
2. Inspect for serviceability of threaded inserts.
3. Check drain valves for evidence of leaks.
4. Check electrical connections for conditions.
28-8. INSTALLATION
- FORWARDFUELCELLS.
CAUTION: ONLY APPROVED EXPLOSION
PROOF TYPE LIGHTS ARE TO BE USED INSIDE
FUEL CELLS.
DO NOT HANDLE FUEL CELLS WHEN TOO
COLD TO BE FLEXIBLE.
NOTE: The installation of either forward fuel cell is
the same.
Work aids to align fuel cell fittings during installation
may be fabricated by cutting off heads of two AN4
bolts approximately 6 inches long. Grind cut-off ends
to bullet shape, removing any burrs. Install work aids
in two nut plates of fuel cell port being attached, and
use work aids to hold alignment with mating parts
while starting prescribed attaching bolts into
remainingnut plates. Ensure that attaching bolts are
correct thread size and length. Bolts too short will not
have enough thread engagement; bolts too long will
bottom out and cause incorrect torque, possible
damage to nut plate, and fuel leakage.
1. Prior to installing left forward fuel cell, the
internal components must be installed into the cell as
follows:
a. Install fitting (10, figure 28-3) into lower
forward outlet of cell with packing (11), nut (13), and
washer (12).
BHT-205A1-MM-1
b. Position ejector pump (9) on outlet fitting with
outlet port outboard and install mounting bolts (7)
with washers (8), and tighten bolts.
c. Position plates on both sides of fabric baffle at
provision for baffle check valve (17). Position baffle
check valve (17) to plate on rear side of baffle with
rubber side adjacent to plate.
d. Align holes in plates and install bolts and
washers between valve and plate as required to
provide an even sealing surface. Install nut and
washer. Torque nut 10 to 20 inch-pounds.
e. Install union through plates with nut. Torque
nut 10 to 20 inch-pounds.
f. Install hose assembly (20) and connect from
union fitting at baffle wall to inlet port of ejector
pump (9).
g. Install hose assembly (6) and secure to aft side
of union.
2. Install packings, into grooves of cell outlets,
with adhesive (C-311).
3. Install fitting (22) with bolts, nuts, and
washers. Install outlet hose (19) with clamp on rear
bolt. Torque bolts 40 to 50 inch-pounds.
4. Apply talcum powder (C-408) to fuel cell cavity.
Insert work aids into bolt holes of aft outlet fitting and
carefully lower cell into compartment. Install aft
crossover assembly (2), with bolts, and washers.
Ensure packing is installed in groove properly. Torque
bolts 40 to 50 inch-pounds.
5. Install hose assemblies (1 and 4) on aft
crossover assembly
6. Connect fuel outlet hose assembly (3) to aft
crossover assembly (2) at rear of cell.
7. Install bolt and washer with clamp through
forward inboard side of cell. Attach clamp to outlet
hose (19). Install bolt and washer. Torque bolt 40 to 50
inch-pounds.
8. Connect hose to outlet port of ejector pump (9).
9. Position forward vent fitting into provisions at
cavity forward bulkhead.
Rev. 3 28-9
BHT-205A1-MM-1
10. Connect forward crossover tube
assembly (15) to fitting. Slide hose covering (16)
over fitting (10) and install clamp (14).
11. Connect vent hose (23) to fitting.
12. Close top cell access opening, install bolts
with washers.
13. Install fuel sump assembly (5).
(Refer to paragraph 28-23.)
14. Install drain valve (18),packing and plate,
with bolt andwashers. Torquebolts 40to50 inch-
pounds.
15. Install sump access cover with attaching
screws on lower side of fuselage.
16. Install nylon support lacing around fuel
cell using one length of cord.
17. Install center access cover and left cabin
floor walkway.
18. Perform pressure test of fuel cell. (Refer to
paragraph 28-4.)
28-9. AFT FUEL CELLS.
Three aft fuel cells are located in fuselage cavities
aft of the pylon support between the engine deck
and the cabin floor levels. Cells are bladder type, of
laminated fabric and synthetic rubber with
inserted metal flange-type fittings at openings and
integral hangers around upper ends of nylon cord
suspension in cavities. Side cells have
interconnecting ports on bottom and lower
inboard sides, and a vent port on the top. The right
cell has a filler port. The center cell has
interconnection ports on the bottom and lower
outboard sides, and a large access door opening at
the aft end. The access door provides mounting
and electrical connections for the fuel quantity
gage probe, and has inlet fittings and check valves
for the engine governor bleed lines.
28-10
28-10. AFT OUTBOARD FUEL CELLS.
28-11. REMOVAL - AFT OUTBOARD FUEL
CELLS.
CAUTION: ENSURE THAT FUEL CELLS ARE
DEFUELED AND BATTERY DISCONNECTED
BEFORE OPENING FUEL CELLS OR
DISCONNECTING FUEL LINES.
DO NOT HANDLE FUEL CELLS WHEN TOO
COLD TO BE FLEXIBLE.
ONLY APPROVED EXPLOSION PROOF TYPE
LIGHTS ARE TO BE USED INSIDE FUEL
CELLS.
NOTE: When a cell which has contained fuel is to
remain empty for more than three days, the inner
surface of the cell should be fogged with light
lubricating oil (C-016) to prevent deterioration
caused by drying out. Do not leave the cell
collapsed. If it is not to be replaced in the helicopter
immediately, the cell should be installed in a stand
or container, such as is normally used for
shipping. Restore cell to normal shape.
1. Defuel helicopter fuel cells. (Refer to Chapter
12.)
2. Remove left aft outboard cell as follows:
a. Remove service deck panel above left aft
fuel cell.
b. Remove and index electrical wires from
fuel quantity connectors (21, figure 28-4), located
on aft side of access door (15).
c. Cut lockwire and remove packing nut (16).
d. Remove nut and insert from wires.
e. Remove attaching bolts (18),washers (17),
and remove access door (15) from center cell.
f. Work from inside the center fuel cell.
Remove the four attaching bolts (8) and washers
(9), at lower left interconnect (10).
 BHT-205A1-MM-1

1. Bolt
2. Washer
3. Adapter
4. Packing
5. Vent tube
6. Vent elbow
7. Bracket
8. Bolt
9. Washer
10. Interconnect
11. Crossover
12. Washer
13. Bolt
14. Packing
15. Access door
16. Packing nut
17. Washer
18. Bolt
19. TB4 terminal board
20. Tube
21. Fuel quantity connectors
22. Bracket
23. Plate
24. Elbow
25. Packing
26. Bolt

205061-18C

Figure 28-4. Aft outboard fuel cells

28-11
BHT-205A 1-MM-1
g. Remove access cover from lower side of
fusealge, aft of forward fuel cell.
h. Remove four bolts (13) and washers (12),
from left cross over tube assembly (11).
i. Remove vent tube assembly (5).
j. Remove vent tube mounting bracket
screws and bracket (7).
k. Removecell support lacing from perimeter
of fuel cell.
1. Remove fuel cell from cavity.
3. Remove right aft outboard cell as follows:
a. Remove fuel filler cap.
b. Remove bolts (1) and washers (2),
retaining adapter (3) to fuel cell.
c. Remove service deck panel above right aft
fuel cell.
d. Remove and index electrical wires from
TB4 (19), located on aft side of access door (15).
e. Cut lockwire and remove packing nut (16).
f. Remove nut and insert from wires.
g. Remove attaching bolts (18),washers (17)
and remove access door (15) from center cell.
h. Work from inside the center fuel cell.
Remove the four attaching bolts (8)with washers
(9) at lower left interconnect (10).
i. Remove access cover from lower side of
fuselage, aft of forward fuel cell.
j. Remove four bolts (13), with washers (12),
from left crossover tube assembly (11).
k. Remove vent tube assembly (5) from top
outboard of cell.
1. Remove vent tube mounting bracket
screws and bracket (7) from aft bulkhead.
28-12
m. Remove cell support lacing from
perimeter of fuel cell.
n. Remove fuel cell from cavity.
28-12. INSPECTION - AFT OUTBOARD FUEL
CELLS.
1. Inspect fuel cell for cracks and scuffing.
Replace cells if unserviceable.
2. Inspect all fittings and ensure serviceability
of threaded inserts. Replace if unserviceable.
28-13. INSTALLATION - AFT OUTBOARD
FUEL CELLS.
CAUTION: DO NOT HANDLE CELLS WHEN
TOO COLD TO BE FLEXIBLE.
ONLY APPROVED EXPLOSION PROOF TYPE
LIGHTS ARE TO BE USED INSIDE FUEL
CELLS.
LEAVE FUEL CELL IN ORIGINAL SHIPPING
CONTAINER UNTIL READY TO INSTALL IN
HELICOPTER.
NOTE:Work aids to align fuel cell fittings during
installation may be fabricated by cutting off heads
of two AN4 bolts approximately 6 inches long.
Grind cut-off ends to bullet shape, removing any
burrs. Install work aids in two nut plates of fuel cell
port being attached, and use work aids to hold
alignment with mating parts while starting
prescribed attaching bolts into remaining nut
plates. Ensure that attaching bolts are correct
thread size and length. Bolts too short will not
have enough thread engagement; bolts too long
will bottom out and cause incorrect torque,
possible damage to nut plate, and fuel leakage.
1. Inspect fuel cell cavities for cleanliness and
smooth condition of all interior surfaces. Apply
talc (C-408) to fuel cell cavities.
2. Install left aft outboard cell as follows:
a. Place packings, into grooves of
interconnect fittings (10,figure 28-4)and crossover
assembly fitting (11).Apply adhesive (C-311)over
packings.

b. Install work aids into two opposite bolt
holes of lower crossover fitting on fuel cell.
c. Lower cell into compartment and install
two bolts (13) with washers (12), through lower
crossover. Remove work aids and install
remaining bolts and washers. Torque 40 to 50inch-
pounds.
d. Align and install bolts (8)and washers (9)
into interconnect fitting working through rear
access of center cell. Torque 40 to 50 inch-pounds.
e. Secure packing, plate and bracket (7), to
upper vent opening with bolts and washers.
NOTE: Align bracket with mounting provision
holes toward aft side of cell compartment.
f. Mount bracket to aft bulkhead with screws
and washers.
g. Install and connect vent tube assembly (5)
between manifold and vent elbow fitting (6).
h. Install nylon cell support lacing between
each loop provision of cell and compartment using
one length of cord.
i. Install service deck panel over cell with
bolts and washers.
j. Install packing nut (16) and secure with
lockwire (C-405).
k. Install center fuel cell rear access
door (15) with packing (14), bolts (18), and
washers (17). Torque bolts 40 to50inch-pounds.
1. Connect
tube assembly (20) to fitting
on rear of door.
m. Connect electrical wires to connectors
(21).
n. Replace access covers on bottom
fuselage.
o. Perform pressure test of fuel cell.
(Refer to paragraph 28-4.)
3. Install right aft fuel cell as follows:
BHT-205A 1-MM-1
a. Place packings, into grooves of
interconnect (10) and crossover assembly (11).
Apply adhesive (C-311) over packings.
b. Install work aids into two opposite bolt
two holes of lower crossover fitting on fuel cell.
c. Lower cell into compartment and install
two bolts (13) with washers (12), through lower
crossover. Remove work aids and install two
remaining bolts and washers. Torque 40 to 50inch-
pounds
d. Align and install bolts (8) and washers (9)
into interconnect (10)working through rear access
of center cell. Torque 40 to 50 inch-pounds.
e. Secure packing, plate, and bracket (7), to
upper vent opening with bolts and washers.
NOTE:Align bracket (7)with mounting provision
holes toward aft side of cell compartment.
f. Mount bracket (7) to aft bulkhead with
screws and washers.
g. Install packing (4), adapter (3), bolts (1),
with washers (2). Work aids may be used to align
h. Install and connect vent tube assembly (5)
between manifold and vent elbow fitting (6).
i. Install nylon cell support lacing between
each loop provision of cell and compartment using
one length of cord.
j. Install service deck panel over cell with
bolts and washers.
k. Install packing nut (16) and secure with
lockwire (C-405).
1. Install center fuel cell, rear access
door (15) with packing (14), bolts (18), and
washers (17). Torque bolts 40 to 50inch-pounds.
m. Connect tube assembly (20) to fitting
on rear of door.
of
n. Connect electrical wires to connectors (21).
o. Replace access covers on bottom of
fuselage.
p. Perform pressure test of fuel cell.
(Refer to paragraph 28-4.)
28-13
BHT-205A1-MM-1
28-14. AFT CENTER FUEL CELL.
28-15. REMOVAL - AFT CENTER FUEL CELL.
CAUTION: ENSURE THAT FUEL CELLS ARE
DEFUELED AND BATTERY DISCONNECTED
BEFORE OPENING FUEL CELLS OR
DISCONNECTING FUEL LINES.
DO NOT HANDLE FUEL CELLS WHEN TOO
COLD TO BE FLEXIBLE.
ONLY APPROVED EXPLOSION PROOF TYPE
LIGHTS ARE TO BE USED INSIDE FUEL
CELLS.
NOTE:When a cell which has contained fuel is to
remain empty for more than three days, the inner
surface of the cell should be fogged with light
lubricating oil (C-016) to prevent deterioration
caused by drying out. Do not leave the cell
collapsed. If it is not to be replaced in the helicopter
immediately, the cell should be installed in a stand
or a container such as is normally used for
shipping. Restore cell to normal shape.
1. Defuel helicopter fuel cells. (Refer to Chapter
12.)
3. Remove access door (15, figure 28-4) from
rear of fuel cell.
4. Remove and index electrical wires from fuel
quantity connectors (21), located on aft side of
access door (15).
5. Cut lockwire and remove packing nut (16).
6. Remove nut and insert from wires.
7. Remove attaching bolts (18), washers (17),
and remove access door (15).
8. Through upper panel opening on service
deck, disconnect vent tube assembly (6, figure
28-5).
9. Remove four screws (3) and washers (2),
from vent mounting bracket (1).
10. Remove left and right tank interconnect
bolt (7) and washers (8), from inside fuel cell.
28-14
11. From beneath fuel cell, remove lower left
and right crossover mounting bolts (12) and
washers (11).
12. Remove cell support lacing from cell and
remove cell through rear access opening.
28-16. INSPECTION - AFT CENTER FUEL
CELL.
1. Inspect fuel cell for cracks and scuffing.
Replace cell if unserviceable.
2. Inspect all fittings and ensure serviceability
of threaded inserts. Replace if unserviceable.
28-17. INSTALLATION
- AFT CENTERFUEL
CELL.
CAUTION:DO NOT HANDLE CELLS WHEN
TOO COLD TO BE FLEXIBLE.
ONLY APPROVED EXPLOSION PROOF TYPE
LIGHTS ARE TO BE USED INSIDE FUEL
CELLS.
LEAVE FUEL CELL IN ORIGINAL SHIPPING
CONTAINER UNTIL READY TO INSTALL IN
HELICOPTER.
NOTE:Work aids to align fuel cell fittings during
installation may be fabricated by cutting off heads
of two AN4 bolts approximately 6 inches long.
Grind cut-off ends to bullet shape, removing any
burrs. Install workaids in two nut plates of fuelcell
port being attached, and use work aids to hold
alignment with mating parts while starting
prescribed attaching bolts into remaining nut
plates. Ensure that attaching bolts are correct
thread size and length. Bolts too short will not
have enough thread engagement; bolts too long
will bottom out and cause incorrect torque,
possible damage to nut plate, and fuel leakage.
1. Inspect fuel cell compartment thoroughly to
ensure there are no sharp edges or projections
which may chafe the fuel cell.
2. Apply talc (C-408) to fuel cell cavity.
 BHT-205A1-MM-1

1. Bracket 9. Crossover fitting

2. Washer 10. Interconnect fitting
3. Screw 11. Washer
4. Plate 12. Bolt
4A. Elbow 13. Bolt
5. Packing 14. Washer
6. Vent tube 15. Probe
7. Bolt 16. Access door
8. Washer

205061-19A
205061-630AD
Figure28-5. Aft center fuel cell

28-15
BHT-205A1-MM-1

3. Place packings (5, figure 28-5)into all outlet
fittings of cell. Apply adhesive (C-311) over
packings.
4. Install work aids into the lower crossover
fittings (9).
9. Connect vent tube assembly (6)between cell
fitting and manifold.
10. Install nylon cell support lacing between
each loop provision of cell and compartment using
one length of cord.

5. Place fuel cell in position in compartment
and align lower crossover tube onto work aids.
Insert two mounting bolts (12)with washers (11),
through crossover and into cell. Tighten finger
tight only.
11. Install service deck panel over cell with
bolts and washers.
12. If removed, install probe (15) to mounting
bracket with clips, screws, and nuts.

6. Remove work aids and install remaining two 13. Install packing nut (16, figure 28-4). Secure
bolts with washers. Torque all bolts 40 to 50 inch- nut with lockwire(C-405).
pounds.
14. Install center fuel cell rear access
7. Install four bolts (7) with washers (8) into door (15) with packing (14), bolts (18), and
right and left interconnects. Torque bolts 40 to 50 washers (17). Torque bolts 40 to 50 inch-pounds.
inch-pounds.
15. Connect tube assembly (20) to fitting on
NOTE: Care must be exercised when installing rear of door.
interconnects to ensure that the packings are
installed in grooves properly before tightening 16. Connect electrical wires toconnectors(21).
bolts, to preclude the possibility of leaks.
17. Replace access covers on bottom of
8. Install vent mounting bracket (1) to fuselage.
provisions under top of fuel compartment.
Insert four screws (3) with washers (2), and 18. to
(Refer Perform
paragraphpressure
28-4.) test of fuel cell.
tighten screws.

28-16
 BHT-205A1-MM-1

FUEL DISTRIBUTION
28-18. FUEL DISTRIBUTION SYSTEM. 2. Remove right fuel cell sump assembly as
follows:
Fuel distribution consists of all the forward and aft
fuel cell mounted components which either move a. Disconnect battery and any external
or monitor the fuel within the fuel system. power source. Defuel system.

28-19. FORWARD FUEL CELL b. Remove sump access panel from the
DISTRIBUTIONCOMPONENTS. underside of cabin. Mark access panel so it can be
installed in same position.
Forward fuel cell distribution components include
a fuel sump which has a flow switch mounted on it, c. Activate sump drain valve (28, figure 28-7)
sump drain valve, boost pump, fuel-low float to drain trapped fuel.
switch, and a check valve. Each forward fuel cell
has an ejector pump, a flapper valve, and two fuel d. Index mark sump plate (14) for
quantity probes. installation in same position.
28-20. FUEL SUMP. e. Remove bolts (16) and washers (15).

Fuel cell sumps are mounted in openings on the
underside of each forward fuel cell. Removal of a
sump from a cell permits access for maintenance
and replacement of the boost pump, flow switch,
check valve, cross fitting, and sump drain valve.
f. Lower sump assembly and remove fuel
outlet hose (8) from fitting (9).
g. Tilt sump rearward and disconnect fuel
hose assembly (1) from flow switch union (2).

28-21. REMOVAL- FUELSUMP. h. Lower sump assembly from fuel cell.

1. Remove left fuel cell sump as follows:

28-22. INSPECTION - FUEL SUMP
a. Disconnect battery and any external ASSEMBLY.
power source. Defuel system.
1. Inspect area where sump mates with cell for
b. Remove sump access panel from damage and cleanliness. Inspect packing groove.
underside of cabin. Mark access panel so it can be
installed in same position. 2. Inspect components for security of
mounting.
c. Activate sump drain valve (32, figure 28-6)
to drain trapped fuel. 3. Inspect hoses, unions, and fittings for
contamination.
d. Disconnect bleed air tube (26).
4. Inspect electrical leads and connectors for
e. Index mark sump plate (13). condition.
f. Remove bolts (17) and washers (16). 28-23. INSTALLATION - FUEL SUMP
ASSEMBLY.
g. Lower sump assembly down and remove
fuel outlet hose (8). 1. Install left fuel cell sump assembly as
follows:
h. Tilt sump rearward and disconnect fuel
hose assembly (1). a. Place packing (12, figure 28-6) around
sump port of cell using rudder cement (C-383)to
i. Lower sump assembly from fuel cell. hold packing in place during installation.

28-17
BHT-205A1-MM-1

1. Hose Assembly
2. Union
3. Packing
4. Flow Switch
5. Packing
6. Check Valve
7. Hose Assembly
8. Outlet Hose
9. Fitting
10. Flange
11. Gasket
12. Packing
13. Sump Plate
14. Washer
15. Nut
16. Washer
17. Bolt
18. Plate
19. Screw
20. Fuel Boost Pump
21. Washer
22. Bolt
23. Packing
24. Washer
25. Bolt
26. Bleed Air Tube
27. Union
28. Packing
29. Nut
30. Washer
31. Packing
32. Drain Valve
33. Packing
34. Nut
35. Terminal Board
36. Gasket
37. Nut Plate
38. Lock-O-Seals
39. Screw
40. Low Level Switch

205061-21

Figure 28-6. Left fuel cell sump

28-18
 BHT-205A1-MM-1

1. Hose Assembly
2. Union
3. Packing
4. Flow Switch
5. Packing
6. Check Valve
7. Hose Assembly
8. Outlet Hose
9. Fitting
10. Flange
11. Gasket
12. Packing
13. Electrical (Dage) Connectors
14. Sump Plate
15. Washer

17. Plate
18. Screw

20. Washer
21. Bolt
22. Bolt

25. Nut
26. Washer
27. Packing
28. Drain Valve
29. Packing
30. Nut
31. Washer
32. Terminal Board
33. Lock-O-Seal
34. Nut Plate
35. Screw

205061-22

Figure 28-7. Right fuel cell sump

28-19
BHT-205A1-MM-1
b. Position sump assembly into fuel cell.
c. Tilt sump rearward and install fuel outlet
hose (8) on fitting (9).
d. Position sump forward, align and connect
hose assembly (1) to union (2).
e. Ensure that packing (12) is in groove
properly and position sump onto fuel cell.
f. Install bolts (17) with washers (16), and
torque 40 to 50 inch-pounds.
g. Connect bleed air tube assembly (26) to
fuel boost pump (20).
2. Install right fuel cell sump assembly as
follows:
a. Install packing (12, figure 28-7) into
groove of fuel cell fitting. Apply adhesive (C-311)
over packings.
b. Position sump assembly into fuel cell.
c. Tilt sump rearward and install fuel outlet
hose (8) on fitting (9).
d. Position sump forward, align and connect
hose assembly (1) to union (2).
e. Ensure that packing (12) is in groove
properly and position sump onto fuel cell.
f. Install bolts (16) with washers (15), and
torque 40 to 50 inch-pounds.
g. Connect electrical leads to terminal board
(32).
28-24. FLOW SWITCHES.
Both the left and right fuel sumps utilize an
electrical switch to sense reduced fuel flow from its
respective boost pump. A clogged or defective
boost pump will cause this switch to actuate,
illuminating the caution light panel.
28-25. REMOVAL - FUEL FLOW SWITCH.
NOTE:The procedure for removing left and right
fuel flow switches is identical.
28-20
1. Remove respective sump of defective fuel
flow switch. (Refer to paragraph 28-21.)
2. Disconnect inlet hose assembly (7, figure
28-7) from check valve (6).
3. Remove attaching nut (25),washer (26),and
packing (27) from flow switch (4).
4. Remove electrical wire from terminal board
(32).
5. Remove flow switch (4) and separate check
valve (6) from switch.
28-26. INSTALLATION- FLOWSWITCH.
1. Position flow switch (4, figure 28-7) on sump
plate (14),with inlet port outboard.
2. Install packing (27), nut (25), and washer
(26). Torque nut (25) 40 to 50 inch-pounds.
3. Install check valve (6) and packing (5),into
inlet port of switch with arrow toward switch.
4. Connect hose assembly (7)to check valve (6).
5. Install fuel cell sump into cell. (Refer to
paragraph 28-23.)
28-27. FUEL BOOST PUMPS.
The left and right fuel sumps each incorporate a
boost pump to provide fuel to an engine driven fuel
pump under a constant pressure. The left boost
pump is driven by engine bleed air. The right boost
pump is driven by 28 Vdc electrical power.
28-28. REMOVAL - FUEL BOOST PUMPS.
1. Remove the left fuel boost pump as follows:
a. Remove left fuel cell sump from left cell.
(Refer to paragraph 28-21.)
b. Remove lockwire and hose fitting
attaching bolt (25, figure 28-6),and washer (24).
c. Remove bolts (22) and washers (21).
d. Remove fuel boost pump (20) with gasket
(11), from sump plate (13).

2. Remove the right fuel boost pump as follows:
a. Remove and index electrical leads from
terminal board (32, figure 28-7).
b. Remove right fuel cell sump from right fuel
cell. (Refer to paragraph 28-21).
c. Remove bolt (22) and washer (23) from lower
side of pump (19).
d. Remove bolts (21) and washers (20), around
perimeter of pump.
e. Removefuelboostpump (19)withgasket(11),
from sump plate (14).
28-29. INSTALLATION - FUEL BOOST PUMPS.
1. Install left fuel boost pump as follows:
a. Position gasket (11, figure 28-6) onmounting
flange (10).
b. Align hose fitting (9) to pump and install
mounting bolts (22) with washers (21), through fuel
boost pump (20), plates (18), and sump plate (13).
c. Install hose fitting attachment bolt (25) with
washer (24) and packing (23) into fitting. Tighten bolt
and lockwire.
d. Torque pump mounting bolts (22) 20 to 25
inch-pounds.
e. Install fuel cell sump into fuel cell. (Refer to
paragraph 28-23.)
2. Install right fuel boost pump as follows:
a. Position gasket (11, figure 28-7) on mounting
flange (10).
b. Align hose fitting (9) to fuel boost pump (19)
and install mounting bolts (21) with washers (20)
through boost pump (19), plates (17), and sump plate
(14).
c. Install hose fitting attachment bolt (22) with
washer (23) and packing (24) into fitting. Tighten bolt
and lockwire.
BHT-205A1-MM-1
d. Torque pump mounting bolts (21) 20 to 25
inch-pounds.
e. Install fuel cell sump into fuel cell. (Refer to
paragraph 28-23.)
f. Connect electrical leads to terminal board
(32).
28-29A. RIGHT CANISTER TYPE FUEL BOOST
PUMP.
The right canister type fuel boost pump incorporates
an integral cartridge pumping element. Replacement
of element reduces damage to fuel cell components
and eliminates need to break cell-to-pump seal
during routine maintenance.
28-29B. INSTALLATION - RIGHT CANISTER
TYPE FUEL BOOST PUMP.
1. Disconnect battery and any external power
supply. Defuel helicopter.
2. Remove right fuel boost pump. (Refer to
paragraph 28-28).
3. Install right canister type fuel boost pump (fuel
boost pump) to sump plate as follows:
NOTE: Lubricate all packing with petrolatum
(C-008) or equivalent.
a. Place new packing(15, figure 28-7A) on drain
valve (14) and install in base of fuel boost pump (17).
b. Place new packing (15) on plug (13) and
install in base of fuel boost pump (17) at seal drain
port.
c. Coat new gasket (5) with rubber cement
(C-383). Install gasket (5) on fuel boost pump (17).
d. Position pump in sump plate (19) and check
to ensure the opening in the fuel boost pump
discharge port (16) will align with the installed outlet
fitting (2) in the fuel cell.
e. Secure fuel boost pump (17) to sump plate
(19) with 12 bolts (7) and washers (6). Attach
grounding jumper to aft-center bolt. Torque bolts (7)
20 to 25 inch-pounds.
Rev. 3 28-20A
BHT-205A1-MM-1

TORQUE
20-25 IN-LBS

1. Hose assembly 11. Washer

2. Outlet fitting 12. Bolt
3. Outlet hose 13. Plug
4. Packing 14. Drain valve
5. Gasket 15. Packing
6. Washer 16. Discharge port
7. Bolt 17. Fuel boost pump
8. Packing 18. Terminal block
9. Plug 19. Sump plate
10. Packing 205A1-M-28-7A

Figure 28-7A. Right canister type fuel boost pump installation

28-20B Rev. 3
 BHT-205A1-MM-1

205A1-M-28-7B

Figure 28-7B. Right canister type fuel boost pump schematic

f. Place new packing (4) on sump plate (19).
Hold sump plate (19) slightly below cell port and
accomplish the following:
(1) Place new packings (8) and (10) on plug
(9).
(2) Place washer (11) on bolt (12). Insert bolt
(12) through plug (9) and into discharge port (16) of
fuel boost pump (17) and outlet fitting (2). Tighten
bolt (12) and ensure fitting is seated in the fuel boost
pump discharge port (16).
(3) Complete the installation of the sump
assembly. (Refer to paragraph 28-23).
g. Safety drain valve (14), plug (13), and bolt
(12) with lockwire.
h. Trim fuel boost pump electrical leads to
provide a loose length to terminal block (figure
28-7B). Install new terminal.
terminal 3 on terminal block. Secure loose leads with
a tie wrap.
j. Perform fuel system pressure test. (Refer to
paragraph 28-4).
CAUTION: CARTRIDGE PUMPS ARE COOLED
AND LUBRICATED BY FUEL WHICH EXITS
THROUGH THE TOP UMBRELLA CHECK VALVE
ON PUMP/CARTRIDGE HOUSING. DO NOT RUN
k. Service fuel system. (Refer to paragraph
12-3).
1. Perform an operational check of fuel boost
pump. (Refer to paragraph 28-3).
28-29C. REMOVAL - RIGHT CANISTER TYPE
FUEL BOOST PUMP CARTRIDGE.
1. Disconnect and remove all electrical power
from helicopter.

i. Connect black (+) electrical lead to terminal 1 2. Remove allen screw (2, figure 28-7C) from valve
on terminal block and white (-) ground lead to locking bar (1). Rotate bar clear of cartridge (3).

Rev. 3 28-20C
 BHT-205A1-MM-1

1. Valve locking bar

2. Allen screw
3. Cartridge
4. Negative lead
5. Retaining ring
6. Drain valve
7. Positive lead
8. Cartridge removal tool
9. Packing
10. Packing

NOTE

Cartridge removal tool may be ARROWS

MUST
obtained from: ALIGN FOR CARTRIDGE
Airborne Aviation Products Group INSTALLATION
711 Taylor Street
Elyria, Ohio 44035

205A1-M-28-7C

Figure 28-7C. Right canister type fuel boost pump cartridge replacement

28-20D Rev. 3
 BHT-205A1-MM-1

NOTE: Removalofallenscrewwilldisconnectwhite 28-29D. CLEANING - CANISTER TYPE BOOST

electrical negative (-) lead (4) and will allow valve PUMPCARTRIDGE.
locking bar to extend, closing off fuel supply to
cartridge. Clean all foreign matter from cartridge bore and
retaining ring groove in pump housing and from
3. Disconnect black electrical positive (+) lead (7) retaining ring.
from cartridge terminal and move wiring clear of
cartridge area. 28-29E. REPAIR - RIGHT CANISTER TYPE FUEL
BOOST PUMP CARTRIDGE.
4. Remove drain valve (6) from cartridge center
drain port. Allow trapped fuel to drain. For cartridge repair, return cartridge to:
Airborne Aviation Products Group
5. Remove retainingring (5) securingcartridge (3) 711 Taylor St
in pump housing. Elyria, Ohio 44035

6. Install special cartridge removal tool (8), or 28-29F. INSTALLATION-RIGHTCANISTERTYPE

equivalent, in cartridge drain port and secure with CARTRIDGE.
check nut. Using weight, impact cartridge from pump
housing. Remove tool from cartridge. 1. Lubricate packings (9 and 10, figure 28-7C)
(furnished with new cartridge) with petrolatum
7. Remove and discard packings (9 and 10). (C-008).

Rev. 3 28-20E/20F

2. Using hand pressure, install cartridge in pump
housing with arrows aligned on flanges (within ± 3°).
NOTE: Special cartridge removal tool, E2-10-1, may
be used as a work aid during installation. Do not
impact cartridge for damage to parts may result.
3. Secure cartridge in pump housing with
retaining ring (5).
4. Install drain valve (6) in cartridge boss with
retaining ring (5).
5. Rotate valve locking bar (1) over cartridge and
in line
with negative (-) terminal.
6. Insert white negative (-) lead terminal under
bar and secure both with allen screw (2).
7. Connect black positive (+) lead terminal to
positive (+) terminal on cartridge; do not overtorque.
8. Secure drain valve (6) to allen screw (2) with
lockwire.
9. Connect battery.
CAUTION: CARTRIDGE PUMPS ARE COOLED
AND LUBRICATED BY FUEL WHICH EXITS
THROUGH THE TOP UMBRELLA CHECK VALVE
ON PUMP/CARTRIDGE HOUSING. DO NOT RUN
DRY.
10. Perform fuel boost pump operational check as
follows:
a. Ensure boost pumps are covered with fuel.
Refuel helicopter as required.
b. Connect battery and/or external power
supply.
c. Check exterior of fuel boost pump for evidence
of leakage.
d. Install sump access cover.
11. Prepare helicopter for flight operations.
BHT-205A1-MM-1
a. Check fuel boost pump for leaks.
b. Install sump access cover.
28-30. SUMP DRAIN VALVE.
Both left and right sumps incorporate an electrically
operated drain valve for the removal of accumulated
contaminates in the fuel cell.
28-31. REMOVAL - SUMP DRAIN VALVE.
1. Disconnect electrical wires from terminal board
(35, figure 28-6) on lower sump plate (13).
2. Lower fuel cell sump from fuel cell. (Refer to
paragraph 28-21.)
3. Remove valve attaching screws (39), nut (34),
nut plate (37), and lock-o-seals (38).
4. Remove drain valve (32) from lower side of
sump plate (13).
28-32. INSTALLATION - SUMP DRAIN VALVE.
1. Install lock-o-seals (38, figure 28-6), next to
sump plate (13), and position nut retainer (37) on
sump plate.
2. Install screws (39), through backside of sump
plate.
3. Install nuts (34) with washers and tighten
screws (39).
4. Install drain valve (32), tighten and lockwire.
5. Install fuel cell sump into fuel cell. (Refer to
paragraph 28-23.)
28-33. FUEL LOW LEVEL LIMIT SWITCH.
The left sump assembly contains a switch which
monitors the fuel level of the forward fuel cells.
Rev. 3 28-21
BHT-205A1-MM-1
When the fuel level has depleted to approximately
10 minutes flight time remaining, this switch will
energize a warning light on the caution light
panel.
28-34. REMOVAL - FUEL LOW LEVEL LIMIT
SWITCH.
1. Remove left fuel sump assembly from left
fuel cell. (Refer to paragraph 28-21.)
2. Remove electrical wires from terminal board
(35, figure 28-6).
3. Remove nut (15)and washer (14)from lower
side of sump plate attaching low level switch
support (40) to sump.
4. Remove low level switch (40) with gasket
(36), from sump plate (13).
28-35. INSTALLATION- FUEL LOW LEVEL
LIMIT SWITCH.
1. Position low level switch (40, figure 28-6)
with gasket (36) on sump plate (13).
2. Install nut (15)with washer (14).Torque nut
25 inch-pounds.
3. Connect electrical wires to terminal board
(35).
4. Install sump assembly into fuel cell. (Referto
paragraph 28-23.)
28-36. FUEL SHUTOFF VALVE AND FUEL
VALVE MANIFOLD.
A motor operated gate valve, located in the main
fuel line is mounted on front of the power plant
forward firewall and is accessible through an
access panel on left side of pylon island. The fuel
shutoff valve is controlled by the MAIN FUEL
switch and has a manual override handle which
also serves as a visual position indicator. A
thermal relief valve allows internal bypass of
trapped fuel on outlet side of shutoff valve, being
set to open at 90 to 120 psi and to reseat at 80 psi
minimum. A check valve manifold is connected to
the inlet port of the fuel shutoff valve. The
manifold contains two separate valve elements at
the inlet ports. Each consists of a check valve
28-22
which prevents reverse flow except through the
thermal relief bypass of trapped fuel.
28-37. REMOVAL - FUEL SHUTOFF VALVE
28-37. REMOVAL - FUEL SHUTOFF VALVE
AND FUEL VALVE MANIFOLD.
NOTE:Remove shutoff valve and manifold as an
assembly and disassemble, as required, after
removal.
1. Open left cowling of engine and remove left
lower access panel from pylon island.
2. Provide suitable container to catch fuel.
Loosen clamp and move shroud away from
firewall, disconnect fuel line from union (16, figure
28-8).Remove nut (14) and washer (15)from union.
3. Disconnect electrical connector from fuel
shutoff valve (10).
4. Disconnect fuel inlet lines from bottom of
fuel valve manifold (28).
5. Remove bolts (19), nuts (25), and washers
(22) securing fuel shutoff valve (10) to bracket (21).
6. Remove nuts (29), washers from bolts (5).
7. Remove fuel shutoffvalve (10) and fuel valve
manifold (28) from helicopter. Reinstall washers
and nuts (29) temporarily to retain aluminum
washers (3), spacers (4), and bolts (5) in place.
8. Disassemble fuel shutoff valve (10) and fuel
valve manifold (28) as follows:
a. Remove bolts (13), washers, and nuts (6)
and separate fuel shutoff valve and fuel valve
manifold.
b. Remove elbow (18) from fitting (12) and
remove flange (23) from fitting. Do not remove
union (16)from elbow (18)unless required for parts
replacement.
c. Remove fitting (8) and flange (7) from fuel
valve manifold (28).
d. Discard packings (9, 11, and 20).
 1. Plug 17. Packing
2. Packing 18. Elbow
3. Aluminum Washer 19. Bolt
4. Spacer 20. Packing
5. Bolt 21. Bracket
6. Nut 22. Washers
7. Flange 23. Flange
8. Fitting 24. Packing
9. Packing 25. Nut
10. Valve, Fuel Shutoff 26. Plug
11. Packing 27. Packing
12. Fitting 28. Manifold, Fuel Valve
13. Bolt 29. Nut
14. Nut 30. Packing
15. Washer 31. Plug
16. Union

FIREWALL

20506l-51
BHT-205A 1-MM-1
e. If fuel valve manifold (28) is to be
replaced, remove plugs (1, 26, and 31) and
packings (2, 27, and 30). Discard packings.
28-38. INSTALLATION- FUEL SHUTOFF
VALVEAND FUELVALVEMANIFOLD.
1. If removed, place packings (2, 27, and 30,
figure 28-8) on plugs (1, 26, and 31) and install
plugs in fuel valve manifold (28). Secure plugs
with lockwire (C-405).
2. Assemble fuel shutoff valve (10) and fuel
valve manifold (28) as follows:
a. Position flange (7) and packing (24) on
fitting (8) and install fitting in port of fuel valve
b. Assemble fitting (12),flange (23),packing
(20),and elbow (18).Install packing (17)and union
(16) in elbow, if removed.
c. Using packings (9 and 11), position
fittings (8and 12)on fuelshutoffvalve (10).Install
two bolts (13),washers and nuts (6).Donot tighten
nuts (6) at this time.
3. Removenuts (29)and washers from bolts (5).
Hold bolts (5) in place through firewall with
spacers (4) and aluminum washers (3) installed.
Position fuel shutoff valve (10) and fuel valve
manifold (28) assembly to firewall with bolts (5)
through mounting holes of fuel valve manifold
(28), and union (16) through hole in firewall.
4. Position three washers (22) between
mounting holes of bracket (21) and each lower
mounting hole of flange (23). Install bolts (19),
washers (22),and nuts (25).Tighten nuts (6and 25)
evenly.
5. Install washers and nuts (29) on bolts (5).
6. Install washer (15) and nut (14) on union
(16).
7. Connect fuel inlet lines to fittings on bottom
of fuel valve manifold (28).
8. Connect electrical connector to fuel shutoff
valve (10) and secure with lockwire (C-405).
28-24
9. Connect fuel line to union (16). Position
shroud over fuel line fitting and secure with clamp.
10. Turn battery switch ON, move MAIN
FUEL switch to ON. Check all disturbed points for
fuel leaks. Observe that manual override handle
on fuel shutoff valve (10) moves to open position.
Move MAIN FUEL switch to OFF, observe that
manual override handle moves to closed position.
Turn battery switch OFF.
11. Close engine cowling and install access
panel on pylon island.
28-39. MAIN FUEL FILTER.
The main fuel filter has a micronic type element
and electrical means of indicating any impending
bypass condition which may occur. The filter is a
cylindrical unit, horizontally mounted on forward
firewall in left side of engine compartment. Piping
connections to the filter head are; an inlet line from
shutoff valve of supply system, a drain line with
manual valve, and an outlet coupling for engine
fuel control hoseIf a clogging condition should
deveop thefiler eement, a normally-open
switch would be closed by differential pressure
across the filter, lighting the FUEL FILTER
segment on the caution pane asa warning that
further clogging may cause fuel to flow through
bypass valve without filtration.
28-40. REMOVAL- MAIN FUELFILTER.
1. Open engine cowling on the left side.
2. Disconnect fuel hose from outlet fitting (1,
figure 28-9)on filter head (4). Drain fuel from filter
by opening drain valve (6)located under filter head
(4).
3. Remove filter element (10) as follows:
NOTE: Change fuel filter element when fuel filter
caution light illuminates.
a. Open V-band clamp (8).
b. Remove filter body (11) and element (10),
from filter head (4).
c. Separate element (10) and packings (9)
from filter body (11)
d. The filter head (4) will normally remain
in place but can be removed when necessary by
disconnecting electrical cable plug (3), fuel
 BHT-205A1-MM-1

1. Outlet fitting 9. Packings

2. Fuel line 10. Element
3. Electrical plug 11. Filter body
4. Filter head 12. Pressure transmitter
5. Drain line 13. Pressure transmitter line
6. Drain valve 14. Shroud
7. Bolt 15. Clamp 205061-23A
8. Clamp 205-061-630

Figure 28-9. Main fuel filter

line (2), drain line (5), pressure transmitter
line (13), and removing four bolts (7).
28-41. INSTALLATION - MAIN FUEL FILTER.
1. If removed, reinstall filter head (4,
figure 28-9), secure to firewall with bolts (7) and
washers. Secure bolt (7) heads with lockwire
(C-405). Connect fuel line tube (2), filter outlet
fitting (1), and drain line (5) to drain valve (6) at
bottom of filter head (4). Connect and secure
electrical cable plug (3) with lockwire (C-405).
Connect fuel pressure transmitter line (13)to filter
head (4) and to pressure transmitter (12).
2. Install filter element (10) and filter
body (11).
a. Place packing (9) on boss in bottom of
filter body (11).
b. Place clean filter element (10) in body,
seated firmly on boss.
c. Install packing (9) around upper lip of
filter body (11), next to flange.
d. Place packing (9) around center boss in
filter head (4).
e. Install body assembly into filter
head (4), pressing firmly to seat.
f. Install V-band clamp (8) around mating
flanges of filter head (4) and filter body (11).
Torque nut on clamp (8) 50 inch-pounds.
3. Connect hose from engine fuel control inlet
to outlet fitting on filter.
4. During next ground run-up, check fuel filter
and connections for leaks. Also check that FUEL
FILTER light on caution panel does not comeon.

28-25/28-26
 BHT-205A1-MM-1

HYDRAULIC SYSTEM
TABLE OF CONTENTS
Paragraph Page
Number Title Number

29-1 Hydraulic system ............................................... ......... 29-3

29-2 Leakage limits - hydraulic system ......................................... 29-4
29-3 Troubleshooring chart - hydraulic system ................................... 29-7
29-4 Flushing - hydraulic system ............................................... 29-11
29-5 Operational check - hydraulic system ...................................... 29-11
29-6 Emergency operation of collective servo actuator ............................. 29-12
29-7 Hydraulic reservoir ......... ............. .................................. 29-14
29-11 Hydraulic
filter......... ........... .. ........... . .. ... 29-14
29-14 Hydraulic filter element ......... ........................................... 29-15
29-16 Hydraulic manifold and accumulator ........................................ 29-15
29-19 Hydraulic
pump ......... ........... .. ........... .. .... 29-16
29-22 Collective servo actuator and mount ......... ........................... 29-19
29-27 Cyclic servo actuators ............................ ..................... 29-23
29-35 Bearing replacement - servo actuator rod ends .............................. 29-31
29-36 Functional check - hydraulic shut-off valve ................................. 29-31
29-37 Anti-torque servo actuator ................................................. 29-31
29-43 Dual hydraulic system ..................................................... 29-36
29-44 Leakage limits - dual hydraulic system ..................................... 29-36
29-45 Troubleshooting - dual hydraulic system ................................... 29-36
29-46 Hydraulic test unit connections - dual hydraulic system ..................... 29-43
29-47 Flushing - dual hydraulic system .......................................... 29-43
29-48 Operational check - dual hydraulic system (test unit) ........................ 29-43
29-48A Operational check - dual hydraulic system (helicopter power) ................ 29-45
29-49 Pressure test - dual hydraulic system ...................................... 29-45
29-50 Hydraulic reservoirs ....................................................... 29-46
29-51 Removal - hydraulic reservoir ............................................. 29-46
29-52 Inspection - hydraulic reservoir .................... ................. 29-46
29-52A Repair - hydraulic reservoir .................................... 29-46
29-53 Installation - hydraulic reservoir ......................................... 29-46A
29-54 Temperature indicator - hydraulic reservoir ................................ 29-46A
29-55 Integrated valve and filter assemblies ......... ......................... 29-47
29-58 Dual hydraulic filter element ......... .. .......................... 29-50
29-60 Dual hydraulic system accumulators ........................................ 29-50
29-63 Hydraulic pumps .......................................................... 29-51
29-68 Collective servo actuator ................................................... 29-52
29-71 Seal replacement - servo actuators ......................................... 29-52
29-72 Bearing replacement - servo actuator rod ends .............................. 29-52
29-73 Cyclic dual servo actuator .................................................. 29-52
29-76 Anti-torque servo actuator ................................................. 29-55
29-78 Emergency operation of anti-torque servo actuator (loss of
hydraulic pressure) ...................................................... 29-55
29-79 Emergency operation of anti-torque servo actuator (mechanical
failure of servo valve) ................... ................................. 29-56
29-80 Installation method - hydraulic fittings .................................... 29-57
29-81 Rotor brake system ........................ ......................... .. 29-59
29-82 Troubleshooting - rotor brake system .................................. . 29-59
29-83 Servicing - rotor brake system ......................................... 29-60
29-84 Bleeding - rotor brake system . ........................................ 29-60
29-85 Master cylinder .......................................................... 29-60

Rev. 3 29-1
BHT-205A1-MM-1 Bell Helicopter

LIST OF TABLES

Table Page
Number Title Number

29-1 Allowable leakage for in-service hydraulic components ........................ 29-7

29-2 Servo actuator leakage criteria ............................................. 29-34
29-3 Troubleshooting rotor brake system ......................................... 29-59

FIGURES

Figure Page
Number Title Number

29-1 Hydraulic system schematic ................................................ 29-4

29-2 Hydraulic system .......................................................... 29-5
29-3 Collective servo actuator schematic ........................................ 29-13
29-4 Hydraulic filter ............................................................ 29-15
29-5 Hydraulic manifold line connection diagram ................................. 29-17
29-6 Hydraulic pump ......... ................................................. 29-18
29-7 Collective servo actuator ................................................... 29-20
29-8 Collective servo actuator dimensions ........................................ 29-21
29-9 Collective pitch system ..................................................... 29-22
29-10 Cyclic servo actuator schematic ............................................. 29-24
29-11 Cyclic hydraulic system .................................................... 29-26
29-12 Cyclic servo actuator mounting ............................................. 29-28
29-13 Torquingretaining nut ..................................................... 29-30
29-14 Checking hydraulic shut-offvalv e ......................................... 29-32
29-15 Anti-torque servo actuator ................................................. 29-33
29-16 Dual hydraulic system ..................................................... 29-40
29-17 Dual hydraulic system shcematic ........................................... 29-42
29-17A Hydraulic pump and reservoir hose and fittings .............................. 29-46A
29-18 Valve and filter - system No. 1 ............... .......................... 29-48
29-19 Valve and filter - system No. 2 ............................................. 29-49
29-20 Deleted
29-21 Servo actuator boot ........................................................ 29-53
29-22 Hydraulic support fitting ................................................... 29-53
29-23 Cyclic dual servo actuators ................................................ 29-54
29-24 Anti-torque servo actuator schematic ........................................ 29-56
29-25 Installation method - hydraulic fittings .................................... 29-57
29-26 Rotor brake system ........................................................ 29-61

29-2 Rev. 3

SINGLE HYDRAULIC SYSTEM
29-1. HYDRAULIC SYSTEM.
The hydraulic system provides power to operate
flight control servo actuators. (Figures 29-1 and
29-2.) The system includes a variable delivery
axial-piston pump, reservoir, filter, relief valve,
solenoid valve, directional flow check valves,
servo valves, servo actuators, shut-off valve,
pressure switch, low pressure caution light, self-
sealing quick-disconnect couplings for connection
to a ground test stand, and connecting lines.
Hydraulic fluid is supplied to the hydraulic system
pump from a hydraulic reservoir located on the
cabin roof forward and to the right of the
transmission. The system pump is a variable
volume axial pressure compensating type. High
pressure fluid delivered by the pump passes
through a check valve. The purpose of this valve is
to prevent overfilling of the reservoir due to pump
leakage into the case drain when the hydraulic
system is operated from an external power source.
Also, when the hydraulic system is operated from
an external power source, the check valve will
prevent the pump rotor from turning due to reverse
flow, causing the pump to act like a motor. Flow
then passes from the check valve through a filter.
The filter is a 15 micron absolute, no-bypass type
with a pressure differential indicator. As the flow
continues into the main manifold circuit, it passes
a tap-off point to which the main system relief is
connected. Flow normally does not pass through
the relief valve. If, for any reason, system pressure
exceeds 1175 psi, the relief valve will open and
discharge a sufficient quantity of flow into the
return circuit to prevent damage to the system or
its components. This valve acts as a safety device
that monitors system pressure and must not be
used to adjust system pressure. The solenoid shut-
off valve is a three port, two position solenoid
operated valve, which is controlled by a switch on
the instrument pedestal. With the control switch in
the ON position, electrical current to the solenoid
is interrupted, and the valve permits flow to the
actuator circuit with the valve return port blocked.
When the switch is placed in the OFF position, the
electrical circuit through the solenoid is complete
and the valve is now positioned to block high
pressure. The actuator pressure line is also vented.
Should there be any electrical failure that would
BHT-205A1-MM-1
cause loss of current to the solenoid shut-off valve,
the failure would place the hydraulic system in the
operating mode. Flow passes from the solenoid
valve into the main pressure line to which the
servo actuators are connected.The pressure switch
is tapped into the pressure port of the manifold.
The switch completes an electrical circuit and
lights the worded segment HYDRAULIC
PRESSURE when the hydraulic pressure falls
below 500 plus or minus 100 psi. When hydraulic
pressure is above 800 plus or minus 100 psi, the
switch interrupts the electrical circuit and the
warning light is extinguished. The pressure lines
to each of four servo actuators are connected to the
main pressure line. Two actuators serve the main
rotor cyclic control, one for main rotor collective
pitch control, and one for anti-torque rotor pitch
control. Fluid flows from each of the individual
actuators through return lines to the reservoir.
Self-sealing quick-disconnects are provided for
ground test. The quick-disconnect coupling in the
return line is an integral part of the basic system
and must be reconnected when an external test
stand is removed or the hydraulic system will be
inoperative.
The cyclic,collective,and directional actuators are
manually controlled, closed center servo operated,
power control servo actuators. In addtion to a
servo valve, each actuator contains a by-pass
valve. The servo valve and by-pass valve together
comprise a redundant control system for the servo
actuator in the event that either valve should jam.
The cyclic and collective actuators contain an
irreversible feature, which prevents rotor load
from moving the actuator with hydraulic power
OFF while the pilot is holding the controls fixed.
Because the loads in the anti-torque system are
relatively low, the directional actuator does not
have an irreversible valve. Two check valves are
located in the directional actuator hydraulic lines
to prevent cavitation of the actuator, when it is
operated with no hydraulic pressure. The cyclic
actuators also incorporate an irreversible actuator
subassembly in addition to the irreversible valve,
to provide a second irreversible feature. The
irreversible actuator (lowerportion) will maintain
irreversibility in the event that an excessive
amount of hydraulic fluid is lost from the servo
actuator (upper portion).
29-3
BHT-205A1-MM-1

RESERVOIR SERVO
ACTUATOR

HYD PUMP

205475-4A
components, which are intended to control quality,

DE-ENERGIZED ENERGIZED
SOLENOIDVALVE
CHECK
VALVE

205475-4A

Figure 29-1. Hydraulic system schematic

29-2. LEAKAGE LIMITS - HYDRAULIC
SYSTEM.
contained
The following provides guide lines for allowable
external leakage of in-service hydraulic system
components, and some methods ofmeasuring such
leakage. These limits apply to components in both
single and dual systems.
1. These limits are only for components in
service in helicopter hydraulic systems. Intent is to
minimize replacement of hydraulic components
which are still serviceable.
a. These limits may differ from those
in various specifications for
components, which are intended to control quality,
assembly and proper functioning of the
components for procurement. Components in
service sometimes develop leakage rates in excess
of specification limits, without necessarily
becoming detrimental to the system or failing to
provide reliable operation.
b. These limits are not to be used as a basis
for acceptance or rejection of components for any
functional bench test or systems on new
helicopters.

29-4
1. Reservoir

2. Hydraulic Pump

10. Cyclic Servo

11. Collective Servo
12. Anti-Torque Servo
13. Disconnects (Test Stand)

205076-27
BHT-205A1-MM-1
c. These limits are not applicable to self-
contained closed-compartment hydraulic units
such as viscous dampers, liquid springs, or oleo
struts.
2. Some seepage is normally present, since
static or dynamic seals are not functionally
perfect, due to the following causes:
a. A film of hydraulic fluid being retained by
metal surfaces, such as piston rods, and thus
carried past seals. This film is necessary for seal
lubrication.
b. Pressure and tempeature variations
affecting seals.
c. Seals tending to take a permanent set after
a period of time.
3. External leakages of hydraulic fluid can be
broadly classified as excessive or allowable.
a. Excessive leakage: Fluid leakage such
that hydraulic reservoir level may be dangerously
lowered or depleted during normal operation, or a
fire hazard may be created, or airworthiness of
helicopter may be otherwise compromised.
b. Allowable leakage: Fluid leakage such
that quantity lost is insignificant, will have no
detrimental effect on helicopter operation, and
correction does not warrant maintenance time
involved.
NOTE:Leakage usually shows as a seepage, stain,
or wet area. It is possible for allowable leakage or
seepage to collect in a cavity or depression in
adjacent structure over a period of time and falsely
indicate excessive leakage. Accumulation on a flat
area or a white-painted surface often appears to be
29-6
excessive, though actually being allowable.
However, it is also possible to have enough
components with allowable leakages that their
combined leakage should be classified as
excessive.
4. Measurement of leakage rates, for
classification, according to table 29-1, can be
performed as follows:
a. When hydraulic systems have remained
in static unpressurized condition for an
appreciable period of time, leakage checks should
not be performed immediately after starting
operation. Activate systems and operate
components several times, then wipe off any
leaked hydraulic fluid before making leakage
checks.
b. Where location of a component does not
permit direct observation, it is possible to measure
leakage on a flat surface (either part of structure
below or a panel temporarily positioned for that
purpose). Wipe surface clean and place a drop of
fluid on area, allow to stabilize, then outline area
with soft lead pencil before wiping off fluid.
Pressurize and cycle the component to observe
leakage rate, comparing wetted surface to marked
one-drop area.
c. Where fluid dripping from a component
can be directly observed, pressurize and cycle the
component until a drop falls free. Continue
operating, observing time until next drop to
determine leakage rate.
d. For tests requiring long periods of time
and where fluid can drop, wipe surface clean and
dry without using a solvent. Use a clean blotter or
white cloth after system has operated or has been
idle the required period of time.
 BHT-205A1-MM-1

Table 29-1. Allowable leakage for in-service hydraulic components

COMPONENT FUNCTION LEAK TYPE LEAKAGE RATE (Max)

FLIGHT Rod Seal D 1 drop/20 full stroke cycles

CONTROL S-D 1 drop/15 min.
ACTUATORS End Cap S 2 drops/day
Valve Input D 1 drop/5 cycles
S-D 1 drop/5 min.
Pressure Switch S-D 1 drop/5 min.
Valve Body (Weep Holes) S-D 1 drop/5 min.

PUMPS Output Shaft D 8 drops/min.

S-D 1 drop/min.
Housing (Mating Surfaces) S 2 drops/day

VALVES Body (Weep Hole) S 2 drops/day

Manual Stem D 1 drop/5 cycles
S-D 1 drop/15 min.
Dump Valve S 2 drops/day
By-pass check valve D 2 drops/25 cycles
S None at static pressure
of 5 to 1000 psi.

FITTINGS Flared or Flareless S None

Compression Seals S 1 drop/30 min.
(less if readily accessible)

Notes: 1. Leak Types: D = Dynamic

S = Static
S-D = Static leakage through dynamic seal
2. Approximately 20 drops = 1 cubic centimeter.
3. Components in static condition, as in parked aircraft, are allowed maximum leakage of
two drops per seal or packing per day.

29-3. TROUBLESHOOTING CHART - Potential troubles which may occur in the

HYDRAULICSYSTEM. hydraulic system are listed in the following table
with the probable causes indicated and corrective
action recommended:
INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Servo actuator chatters Air in system. Bleed system.

when moving controls.
Servo actuator mounting Adjust bearings.
bearing loose.

NOTE

Some chatter is normal in tail rotor control servo when rotor is not
rotating.

29-7
BHT-205A1-MM-1

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Collective control stick Spring on base of collective Replace spring.

wil not stay in position. servo actuator missing.
Spring on base of collective
servo actuator not properly
adjusted.
Reservoir overflows Check valve in pressure
and/or rotor tends to line of pump not seating,
turn when operating or check valve installed
with ground test backward.
hydraulic stand.
Excessive feedback to Air in system.
controls.
Rotor not properly adjusted.
Adjust spring tension by bending
spring tab up or down as required.
Replace check valve or remove
and replace with correct flow
direction.
Bleed system.
Track and adjust rotor. (Refer to
Chapter 65.)

Internal leakage in servo Replace servo actuator.

actuator across piston
head or in valve head.
Controls do not Servo valve or by-pass Replace servo actuator.
operate smoothly. valve sticking.
Binding in linkage of Replace servo actuator.
servo actuator.
Binding in flight control Replace faulty bearings or next
linkage. higher assembly to eliminate
binding.
Servo valve on collective Replace servo actuator.
or anti-torque actuator
requires more than 16
ounces of force to operate.

Servo valve on cyclic Replace servo actuator.

requires more than 32
ounces of force to operate.

Cyclic, collective or Relief valve in hydraulic Replace relief valve.

anti-torque control system adjusted too low.
is rate limited.
(Hydraulic boost is Servo valve out of adjustment. Replace servo actuator.
only partially
effective.) Hydraulic pump pressure low. Check pump pressure.

29-8
 BHT-205A1-MM-1

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Cyclic, collective or Servo valve out of adjustment. Replace servo actuator.

anti-torque control is
rate limited in one
direction only.

No hydraulic boost in Return line not connected Connect return line at ground test
flight controls, but at ground test connection. connection.
caution panel does
not indicate loss of
pressure.

Increase in force necessary By-pass valve jammed Replace defective actuator.

to operate one of the in neutral.
actuators, accompanied by
a springy feel in stick
or pedals, when moving
stick or pedals.

No power in one of the Servo valve jammed in Replace defective actuator.

flight control servo actuators, neutral.
accompanied by force
increase and springy
feel in stick or pedals,
when using the effected
actuator.
Cyclic stick travels to Cyclic servo valve or Replace defective actuator.
one corner when released, by-pass valve jammed
accompanied by loss of hardover.
boost in opposite direction.
Stick has a springy feel
when operated.

Collective stick either Collective servo valve or Replace defective actuator.

raises or lowers when by-pass valve jammed
released, accompanied hardover.
by loss of power in
opposite direction. Stick
has no irreversibility
and has springy feel
when operated.
Pedals bottom one way Directional servo valve Replace defective actuator.
when released, or by-pass valve
accompanied by loss of jammed, hardover.
power in opposite direction.
Pedals have springy
feel when operated.

29-9
 BHT-205A1 -MM-1
INDICATION OF TROUBLE PROBABLE CAUSE
Hydraulic system too hot. Pump delivers excessive
pressure.
Relief valve setting is low.
HYD CONTROL Defective hydraulic
switch ineffective. ON-OFF switch.
Faulty connections.
Defective wiring.
Defective solenoid valve.
No hydraulic pressure.
Defective pressure switch.
HYD PRESSURE System control valve
caution panel lighted. fails to operate.
Leakage.
Defective system pressure
relief valve.
Defective pump.
Check if valve in pump
pressure line is installed
backward.
Defective pressure switch
or wiring.
Cyclic, collective or Binding in linkage of
tail rotor controls servo actuator.
creeping.
Binding in flight control
linkage.
29-10
CORRECTIVE ACTION
Replace pump.
Replace relief valve.
Replace switch.
Repair connections.
Replace wiring.
Replace solenoid valve.
Refer to lighted HYD
PRESSURE caution panel,
for indication of trouble.
Replace switch.
Check switch, circuit breaker,
solenoid valve, and wiring.
Repair or replace parts.
Repair leaking connections and
repair defective parts. Refill
reservoir and bleed system.
Replace relief valve.
Replace pump.
Install check valve for proper
direction of flow.
Replace pressure switch or repair
wiring.
Replace servo actuator.
Replace faulty bearing or
next higher assembly to
eliminate binding.
 BHT-205A1-MM-1

INDICATION OF PROBABLE CAUSE CORRECTIVE ACTION

TROUBLE

Excessive rate limiting Misalignment of servo actuator in Align servo actuator.

in boost-off flight. support mounts, lower rod end. (Refer to paragraph 29-34.)

CAUTION: ALWAYS SERVICE THE HYDRAULIC

RESERVOIR WITH CLEAN HYDRAULIC FLUID. WHEN
HYDRAULIC LINES ARE DISCONNECTED FOR ANY REASON,
CAP OR PLUG OPENING TO PREVENT CONTAMINATION.

NOTE: Contamination of the hydraulic fluid may cause any of the

components in the system to malfunction. Most of the troubles listed
in the troubleshooting chart may be caused by contamination. If
contamination is the cause, flush the system with a hydraulic test
stand.

29-4. FLUSHING - HYDRAULICSYSTEM.
1. Use a hydraulic test stand equipped with a
clean, functioning 10-micron filter and capable of
delivering a minimum flow of six gallons per minute.
2. Disconnect pressure and return hydraulic
lines at each of the four servo actuators. Cap or plug
openings in actuators and connect pressure and
return lines together.
NOTE: The hydraulic system may be tested with
transmission driven pump. When a ground test stand
is not available, the transmission-driven hydraulic
pump can be used to perform operational checks and
to bleed the hydraulic system. Engine operation
should be performed in accordance with instructions
contained in the Flight Manual.
1. Make sure that the hydraulic system has been
filled and bled.

3. Clean hydraulic filter element. (Refer to 2. Start and ground-run the helicopter. (Refer to
paragraph 29-15.) 205A-1 Flight Manual.)

4. Connect hydraulic test stand to helicopter.
Operate test stand at 6.0 GPM for 10 minutes
minimum at minimum pressure setting to maintain
that flow.Disconnecttest stand.
5. Replace hydraulic lines on each of the four
servo actuators.
6. Bleed hydraulic system.
29-5. OPERATIONAL CHECK - HYDRAULIC
SYSTEM.
WARNING: UNLESS OTHERWISE SPECIFIED,
CLEANING OF HYDRAULIC COMPONENTS
SHALL BE ACCOMPLISHED WITH SOLVENT
(C-304) ONLY.DO NOT USE ALCOHOL.
3. Increase engine rpm until flight-idle speed is
reached. Maintain flight idle speed for at least 15
minutes.
4. While speed is maintained, place HYD
CONTROL switch in the ON position and perform the
checks as follows:
a. Observe all hydraulic fittings and
components for evidence of external leakage.
b. Repair or replace components and fittings,
as necessary, to correct leakage.
c. Slowly cycle all controls to limits of stroke
and observe movement of hydraulic servo actuators.
No fouling should occur.

Rev. 3 29-11
BHT-205A 1-MM-1
d. Check flexible hoses and connections to
ensure that pinching of hoses does not occur.
e. Place HYD CONTROL switch to OFF
position. Solenoid valve should energize and close.
Caution panel HYD PRESSURE light should
illuminate, and more manual force should be
required to operate the controls.
29-6. EMERGENCY OPERATION OF
COLLECTIVE SERVO ACTUATOR.
(Mechanical failure of collective control valve
spool.)
1. In the event either the servo valve spool or
the by-pass valve spool should hang in any
position, the pilot input to the servo actuator will
continue to operate the unjammed valve spool.
Operation of the actuator will vary, depending
upon which spool is jammed and in what position
the jam occurs. In any case, an additional force of
3 to 16 pounds at the pilots collective stick will be
required. The additional force comes from
compressing the spring link assembly (17, figure
29-12
29-3)in the input mechanism of the actuator. The
pilot will have the feel of compressing a spring
when moving the collective lever.
2. In the event the servo valve spool (8)hangs
in the neutral position, the actuator will be
unpowered in both directions and an additional
force of 3 to 7 pounds will be required at the pilots
collective lever when operating the actuator.
3. If the by-pass valve spool (7) should become
jammed in the neutral position, the sevo actuator
will remain powered in both directions. An
additional force of 3 to 7 pounds will be required to
operate the collective lever.
4. If the servo valve spool or the by-pass valve
spool hangs in an extreme position, the pilots
collectivelever will try to moveto either a full up or
a full down position. It will require approximately
3 to 16 pounds to hold the lever off of an extreme
position. The actuator will be powered as it moves
to the position the valve is jammed in and
unpowered as it moves away from this position.
 BHT-205A1-MM-1

1. Packing and Channel Seal

2. Servo Actuator
3. Piston
4. Seal Ring and Seal Cap
5. Packing and Channel Seal
6. Bearing Housing
7. Bypass Valve
8. Servo Valve
9. Spring
10. Poppet
11. Seat, Floating
12. Spring
13. Piston
14. Check Valve
15. Check Valve
16. Accumulator
17. Spring Link
18. Check Valves

RETURN

PRESSURE

PILOT INPUT

205076-18C

Figure 29-3. Collective servo actuator schematic

29-13
BHT-205A1-MM-1
SINGLE HYDRAULIC SYSTEM
29-7. HYDRAULICRESERVOIR.
The hydraulic reservoir is mounted on the cabin
roof, under the right side of the transmission
fairing. The reservoir is equipped with a partial
turn type filler cap, a filler neck filter screen, a fluid
level sight gage, a vent port, an internal baffle, and
connection ports for a drain plug, pump suction,
and system return line.
29-8. REMOVAL RESERVOIR.
- HYDRAULIC
1. Open transmission fairing for access.
2. Remove lockwire and drain plug. Drain
reservoir, using a suitable container.
3. Disconnect suction, return, case drain, and
scupper drain lines. Cap or cover open lines and
fittings.
4. Remove four bolts and remove reservoir
from cabin roof.
29-9. INSPECTION AND REPAIR -
HYDRAULIC RESERVOIR.
1. Inspect reservoir body, filler cap, filler
screen, sight gage plug, vent screen, and all
fittings for damage.
2. Replaceanydamagedorunserviceableparts
and fittings.
29-10. INSTALLATION - HYDRAULIC
RESERVOIR.
1. Position reservoirs with filler cap and
drain plug facing aft, over four mounting holes
on cabin roof just forward and to right of main
transmission. Loosely install bolts and washers
through the two forward lugs and into nut plates in
roof. Secure two aft lugs to holes in edge of roof
with bolts, washers, and nuts. Tighten all four
bolts.
2. Connect lines to suction, case drain return,
and scupperdrain fittings of reservoir.
3. Check that drain plug is properly
installed. Secure plug to aft outboard reservoir
mounting bolt head with lockwire (C-405).
29-14
4. Fill reservoir with hydraulic fluid (C-002).
5. Bleed hydraulic system.
29-11 HYDRAULIC FILTER.
The hydraulic system line filter is located behind
the access panel at the front of the pylon island.
(Refer to figure 29-2for view of installed filter.) The
filter is equipped with an indicator which senses
differential pressure across the filter element. As
contaminates are retained by the element, the free
flow area is progressively reduced, resulting in
a corresponding increase in pressure differential.
After the flow area has been reduced so that a
pressure difference of 70 plus or minus 10psi exists
across the element, the red indicator button will
rise to indicate that the filter should be serviced. It
is emphasized that the filter has no provision for
by-pass if the element becomes excessively
clogged. The filter indicator button employs a
retaining device that holds it in the extended
position. It may be manually reset by pushing it
down after proper service has been applied.
NOTE: The filter element is a cleanable,
conditional item and should be handled with care
during cleaning process.
29-12. REMOVAL - HYDRAULIC FILTER.
1. Turn battery switch to OFF position and
disconnect external power.
2. Disconnect hydraulic lines from filter (5,
figure 29-2)and cap openings.
3. Remove nuts, washers, and bolts holding
filter to mounting bracket, and lift filter from
helicopter.
29-13. INSTALLATION-HYDRAULICFILTER.
1. Position filter (5, figure 29-2) on mounting
bracket and install mounting bolts, washers,
and nuts.
2. Connect hydraulic lines to filter. Bleed
hydraulic system.
 BHT-205A1-MM-1

29-14. HYDRAULIC FILTER ELEMENT. b. Unscrew filter bowl (6).

29-15. REPLACEMENT
- HYDRAULIC
FILTER c. Removeand discard packings (2,3, and4),
ELEMENT. remove filter element (5).

1. Remove hydraulic filter element as follows: 2. Clean filter element using one of the
following items:
a. Remove lockwire, from filter bowl (6,
figure 29-4). a. Filtered gasoline.

b. Trichlorethane (C-334).

c. Solvent (C-304).

d. JP-4 fuel.

e. Hydraulic fluid (C-002).

f. 1/2 percent liquid detergent (C-318).
NOTE:Back flush filter element during cleaning.
(Inside to outside.)
3. Install filter element as follows:

a. Position filter element (5, figure 29-4) in

filter bowl (6) with new packings (2, 3, and 4) in
place.

b. Screw filter bowl (6) in filter housing (1)

hand tight and lockwire(C-405).

c. Fill and bleed hydraulic system, check for

leaks.
29-16. HYDRAULIC MANIFOLD AND
ACCUMULATOR.

The hydraulic manifold is mounted in the pylon

island area below the transmission. It is a drilled
block-typemanifold used as a common connecting
point for the hydraulic system tubing lines,
pressure switch, and accumulator.

29-17. REMOVAL - HYDRAULIC MANIFOLD.

1. FilterHousing 4. Packing 1. Remove access panels at forward side of

2. Packing 5. Filter Element pylon island.
3. Packing 6. Filter Bowl
2. Remove electrical connector from pressure
205076-1024 switch.

Figure29-4. Hydraulicfilter 3. Remove pressure switch from manifold.

29-15
BHT-205A1-MM-1
NOTE: Prior to removing flex lines and tube
assemblies from manifold, tag or otherwise
identify each line with respect to the
corresponding port on manifold. Cap or coveropen
ports and flex lines to prevent entry of foreign
matter.
4. Remove all lines and tube assemblies from
manifold. (Refer to figure 29-5.)
5. Remove four bolts and aluminum washers
attaching manifold to structural bracket, and
remove manifold.
6. Remove all fittings, unions, seals, and
gaskets from manifold.
7. Remove accumulator from manifold.
29-18. INSTALLATION - HYDRAULIC
MANIFOLD.
NOTE: Prior to installing the manifold onto
structural bracket, index the manifold port
arrangement to accept fittings, unions, and
gaskets, as required.
1. Install unions, fittings, and gaskets into
manifold, as required, for connecting to flex
lines and tube assemblies.
2. Install accumulator on manifold and secure
with lockwire (C-405).
3. Position manifold on lower side of
mounting bracket and install four bolts with
aluminum washers. Secure bolts with lockwire
(C-405).
4. Connect all lines and tube assemblies to
manifold ports. (Refer to figure 29-5.)
CAUTION: ENSURE THAT ALL HYDRAULIC
HOSES AND PRESSURE SWITCH ARE
INSTALLED AT CORRECT PORTS.
5. Perform functional test to ensure that there
are no leaks and that the manifold is properly
installed. Bleed system.
6. Install access panels.
29-19. HYDRAULIC PUMP.
The hydraulic system pump is a variable volume,
axial piston, pressure compensating type.
29-16
The pressure compensator is set so the pressure at
the discharge port of the pump is nominally 1000
psi when no flow is required by the system.
Anytime a servo actuator is operated, a flow
demand with a consequent pressure drop is
created. The pressure compensator will sense the
pressure drop and change the pump yoke angle to
increase output flow to meet the demand. At
maximum flow demand, outlet pressure of the
pump is 950 psi nominal. In addition to its inlet
and outlet ports, the pump has a case drain port
and seal drain port. The case drain port is the fluid
access to the pump case. The case houses the shaft
bearings, connecting rods of the pistons, yoke,
piston rod shoes, and shoe bearing plates. The case
is the lowpressure cavity ofthe pump and contains
hydraulic fluid for the lubrication of the items it
houses. It is mandatory that the case be completely
full of fluid before operation of the pump. The case
drain port is connected to the system return line.
The seal drain port allows fluid to drain off in the
cavity between the transmission pad and the
mating pump mount flange, should either the seal
at the transmission or the shaft seal of the pump
begin to leak.
29-20. REMOVAL - HYDRAULIC PUMP.
1. Open access panels at right side and front of
pylon island. Provide suitable container to catch
hydraulic fluid.
2. Drain reservoir.
3. Disconnect four hoses from pump (1, figure
29-6). Cap or cover ends of hoses and pump
fittings.
4. Remove four nuts which secure pump
mounting flange on drive pad studs. Working
through access door on right side of pylon, pull
pump free of drive pad and remove from helicopter.
29-21. PUMP.
- HYDRAULIC
INSTALLATION
1. Remove case drain plug from pump, and
drain shipping fluid.
2. Install case drain plug. Refill pump with
clean hydraulic fluid (C-002).
3. Lubricate hydraulic pump spline shaft with
grease (C-007).
4. Position gasket and pump (1, figure 29-6)on
studs of drive pad on right side of transmission
 BHT-205A1-MM-1

TOP VIEW
FORWARD NOTE

The dotted lines represent passages to

connect diametrically opposite ports only.
LEFTCYCLIC The passages shown by dotted lines are on
ACTUATOR
PRESSURE different levers and do not interconnect at
the center.

LEFT CYCLIC NOTE

ACTUATOR
RETURN Numerals 1, 2, 3, 4, 5 and 6 identify same
ports in top and bottom views.

CYCLIC
IRREVERSIBLE
ACTUATOR
PRESSURE

RIGHTCYCLIC

BOTTOM VIEW

DIAGRAM
HYDRAULICMANIFOLDLINE CONNECTION
205076-25A

Figure 29-5. Hydraulic manifold line connection diagram

29-17
BHT-205A1-MM-1
sump case, engaging pump shaft in splined
gearshaft. Check that pressure outlet is at top of
pump (1). Install four nuts with washers on
mounting studs.
5. Connect pressure line to outlet fitting at top
of pump (1), suction line to inlet fitting at lower
front of pump, pump lubrication line to outboard
fitting, and seal drain line to inboard fitting at
underside of pump.
6. Refill hydraulic reservoir to normal level.
NOTE:
Packing and union are not used
when pump has a male inlet, as
found on alternate pumps.
Figure 29-6.
29-18
7. Locate and remove case drain plug from top
of pump piston chamber. Trapped air will be
expelled from piston chamber when hydraulic
fluid drains from plug port. At this point, replace
plug. Torque and lockwire plug. Refill hydraulic
reservoir to normal level.
CAUTION:IT IS MANDATORY THAT THE
HYDRAULIC PUMP CASE BE COMPLETELY
FULL OF HYDRAULIC FLUID BEFORE
OPERATION OF THE PUMP.
8. Test and bleed system.
1. Pump (204-076-065-3 & -5)
205076-38A
Hydraulic pump
 BHT-205A1-MM-1

29-22. COLLECTIVE SERVO ACTUATOR 29-24. COLLECTIVE SERVO ACTUATOR.

AND MOUNT.
29-25. REMOVAL - COLLECTIVE SERVO
The collective servo actuator is used to assist ACTUATOR.
collective pitch control of the main rotor and to
reduce feedback from the main rotor. The servo 1. Open transmission and engine cowling.
Removeaccess panels on the forward and left sides
actuator support mount is a friction type uniball
bearing. of the pylon island.

- SERVO ACTUATOR
29-23. ADJUSTMENT 2. Remove bolt, washers, nut, and cotter pin (2,
UNIBALLFRICTION. figure 29-7) from servo actuator extension tube (3)
and collective lever (1).
1. Lubricate the mount with grease (C-007). 3. Remove droop compensator control system
2. Disconnect servo actuator and servo jackshaft, to attain additional space, where servo
actuator bearing housing (6) mounts to support
actuator extension tube (3, figure 29-7)from the actuator bearig housig () mounts to support
collective levers (1). (14). Remove two bolts which attach jackshaft to
fitting and bellcrank at forward end. Disconnect
3. Disconnect control tube (11)from the bottom
bottomaft control rod from end of jackshaft and remove
of servo actuator. screws attaching support bracket to service deck.
The support bracket is mounted immediately
4. Bottom the servo in the full up position. inboard of fuel filter. Remove support bracket and
jackshaft.
5. Move the actuator laterally, until it bottoms
out. 4. Disconnect transmission oil hose from left
side of sump at 45 degree elbow. Cap or plug open
6. Attach a pound reading scale to the clevis (1, hose and elbow.
figure 29-8) at top of the control tube.
5. Enter access hole in bottom of fuselage
7. A force of 1.0 to 2.5 pounds should be below pylon island. Remove spring (8) and eyebolt
required to move bearing through its full travel (9) to disconnect control tube (11).
with servo fully extended.
6. Disconnect hydraulic pressure and return
8. If the force required to move bearing is above hoses from servo actuator. Remove elbows at
or below the requirements stated above, the pressure and inlet ports on servo actuator control
followingretorquing procedure should be followed: head. Cap or plug hoses. Install flush type plugs in
servo actuator ports.
a. Remove lockwire and check torque on
retaining nut (16, figure 29-7). Torque 200 to 225 7. Remove bolts, washers, nut, and cotter pin
inch-pounds. (2)and 1/4 inch and 5/16 inch nuts and washers (7
and 15). Remove servo actuator.
b. Remove lockwire and torque adjustment
nut (17) 400 to 450 inch-pounds and rotate the 29-26. INSTALLATION-COLLECTIVE SERVO
assembly through its full travel several times to ACTUATOR.
ensure proper seating of the bearing surfaces. 1. Record serial number of servo actuator for
entry in records.
c. Loosen adjustment nut (17) and tighten
until a force of 1.0to 2.5 pounds, is measured at the 2. Check the type plug or cap that is installed
clevis. in the servo actuator pressure and return ports.
It may be necessary to use flush type plugs to gain
d. Secure all nuts, as required, with lockwire sufficient clearance for installation. Ensure that
(C-405). control tube is properly installed on upper end of
servo actuator and that jamnuts are torqued and
9. Reinstall all control tubes previously secured with lockwire (C-405). (Refer to figure
removed. Lockwire or cotter key all required items. 29-8.)

29-19
BHT-205A1-MM-1

1. Collective Lever
2. Bolt, Washers, Nut,
and Cotter Pin
3. Servo Actuator
Extension Tube
4. Servo Actuator
5 Boot
(upper portion of boot
removedfor clarity)
6. Bearing Housing
7. 1/4 Inch Nuts
and Washers
8. Spring
9. Eyebolt
10. Clip
11. Control Tube
12. Bolt, Washers, Nut.
and Cotter Pin
13. Bellcrank
14. Support
15. 5/16 Inch Nut
and Washer
16. Retaining Nut
17. Adjustment Nut

200 TO 225 IN-LB

TORQUE

205001-26C

Figure 29-7. Collective servo actuator

29-20
 BHT-205A1-MM-1

SET THIS DIMENSION AND

ADJUST AT OTHER END OF 2.87
TUBE FOR OVERALL LENGTH

TORQUE NUT
TO 800-1000
INCH - POUNDS

51.38 FOR 205-076-029-5

1. Clevis
2. Control Tube

1604-129Y PLUG REF

VIEWA-A

servo Collective
Figuredimensions
actuator 29-8.
29-21
BHT-205A 1-MM-1
16.1INCHES
INSURETHAT THIS AREA
OF BOOT IS ABOVE CAP
ASSEMBLY
205076-1025
Figure29-9. Collective pitch system
3. Install collective servo actuator from top and
position on support (14, figure 29-7). It will be
necessary to orient bearing housing (6) with one
large hole on large stud in support. Install 1/4 inch
and 5/16 inch nuts and washers (7 and 15).
4. Check boot for proper installation. (Refer to
figure 29-9).Adjust lubrication fitting in bearing
29-22
housing (6,figure 29-7)for greasing through access
panel on left side of pylon island.
5. Enter access hole in bottom of fuselage
below pylon island. Bottom collective servo
actuator by pulling down on control head lever.
Install elbow, packing, ring, and nut in servo
actuator pressure and return ports. Use clean
hydraulic fluid on elbow threads and packings.
Install both elbows with open ends pointing down.
6. Install hose on pressure port elbow of servo
actuator.
7. Install control tube (11) with eyebolt (9)
facing aft and below clip (10).Install one washer
under eyebolt head and one washer under nut.
Install cotter pin. Install spring(8). Close loops on
spring to ensure secure installation.
8. Install hose on return port elbow of servo
actuator.
9. Install pressure and return hydraulic hoses
installed in steps 6. and 8. to hydraulic lines.
10. Install servo actuator extension tube (3) to
collective lever (1). Ensure that collective servo
actuator is oriented as illustrated in figure 29-8,
view A-A. Install bolt, washers, nuts, and cotter
pin (2, figure 29-7).
11. Install jackshaft and oil hose previously
removed.
12. Lubricate servo actuator support bearings
at fitting on bearing housing (6).(Referto Chapter
12).
13. Apply hydraulic pressure and operate
actuator through full travel. Check for hydraulic
leaks and ensure that there is no interference or
binding in linkage or hydraulic hoses.
14. Check rigging of collective controls. (Refer
to Chapter 27.)
15. Inspect jamnut on clevis, at top of servo
actuator extension tube (3), to ensure nut is
properly installed. Secure nut with lockwire
(C-405).Apply sealant (C-308)aroundjamnut and
threads as evenly as possible.
16. Install access panels.

29-27. CYCLIC SERVO ACTUATORS.
The cyclic servo actuators are located in the well
area below the transmission. The actuators serve
to power the cyclic pitch controls and to prevent
feedback from the main rotor to the pilots control
lever in the event hydraulic pressure is lost.
29-28. NORMAL OPERATION OF CYCLIC
SERVOACTUATOR.
When the helicopter is started and the hydraulic
pump begins delivering hydraulic fluid under
pressure, the control valve piston (13,figure 29-10)
moves to compress springs (9 and 12). When the
pressure reaches 780psi maximum, poppet (10) is
unseated and a path for return flow is opened.
When the cyclic stick is held by the pilot in a fixed
position the servo valve spool (8)and by-pass valve
spool (7)are neutral relative to the respective valve
sleeves.In this position there is no flow other than
insignificant valve leakage and consequently no
actuator motion. When the pilot moves the stick to
any other position, the initial motion serves to
open the valves to allow flow and cause movement
of the actuator in the direction commanded by the
pilot. This initial motion ofthe valves is referred to
as the error signal. When the pilot completes the
control motion and establishes a new control
position, the actuator in its follow-up motion
serves to reduce the error signal to zero and the
valves are again at neutral. The irreversible
actuator is nonpowered and merely follows the
motion of the servo actuator. The action of the by-
pass valves allow fluid to be interchanged from
one side of the piston to the other and consequently
no flow is received from the system. When the
helicopter is not operating, the control valve piston
(13) serves as a thermal relief valve. Poppet (10)
normally will be seated. If thermal hydraulic
pressure rises to 1000 psi minimum, spring (12) will
be compressed causing floating seat (11) to move
away from poppet. This will permit relief of the
thermal pressure. When the pressure drops to 900
psi minimum, the seat will move back against the
poppet and shut off the flow.
29-29. EMERGENCY OPERATION OF CYCLIC
SERVO ACTUATOR (LOSS OF HYDRAULIC
PRESSURE).
In the event that hydraulic pressure to the servo
actuator is lost, the control valve will close at 475
psi minimum and shut off return flow. The check
valve (14, figure 29-10)in the pressure line, will
BHT-205A1-MM-1
prevent fluid from leaving the actuator via the
pressure line. The accumulator (16)will keep the
actuator pressurized to prevent entry of air and to
replenish fluid lost due to leakage. Check valve (15)
and control valve piston (13) will prevent loss of
accumulator pressure. The pilot then can move the
actuator by engaging the mechanical stops on the
actuator and moving the servo actuator through
direct mechanical coupling. When the pilot is
moving the actuator with no hydraulic power,
fluid will move from the servo actuator barrel
through either check valve (18) depending upon
the direction of movement, into the pressure line.
The fluid then moves through the by-pass valve or
the servo valve. Since the pilot has opened the
servo valve and by-pass valve, the flow path is
through the appropriate check valve (18).The fluid
then completes its by-pass by flowing into the
other side of the servo-actuator barrel. If the servo
valve is held in neutral, the actuator is free to move
except for friction.
The irreversible servo actuator (19)(lower portion)
demands no flow from the system and will operate
the same, power OFF, as it does power ON. The
check valve (installed in the pressure inlet port of
the irreversible servo actuator (19) will prevent
loss of fluid from the actuator, and the
accumulator mounted on the manifold will keep
the actuator pressurized to prevent entry of air and
to replenish fluid lost due to leakage.
29-30. EMERGENCY OPERATION
(MECHANICAL FAILURE OF CYCLIC SERVO
ACTUATOR).
In the event either the servo valve (8, figure 29-10)
spool or the by-pass valve (7) spool should hang in
any position,the pilot input to the servoactuator
will continue to operatethe operative valve spools.
Operation of the actuator will vary depending
upon which spool is jammed and in what position
the jam occurs. In any case, an additional force
will be required at the stick due to the compressing
of the springs in the input mechanism of the
actuator. The pilot will have the feel of
compressing a spring when moving the stick.
The irreversibility will be maintained through the
action of the irreversible servo actuator. If either of
the by-pass spools in the irreversible servo
actuator should jam in an extreme position, the
servo actuator will remain completelypoweredand
irreversible. The cyclic stick will try to move to one
corner due to the action of the springs in the input
29-23
BHT-205A 1-MM-1

1. Packing and channel seal

2. Servo actuator cylinder
3. Upper piston rod
4. Seal ring and seal cap
5. Packing and channel seal
6. Bearing housing
7. Bypass valve
8. Servo valve
RETURN 9. Spring
10. Poppet
11. Seat, floating
PRESSURE 12. Spring
13. Control valve piston
14. Check valve
15. Check valve
16. Accumulator
17. Spring link
18. Check valves
19. Irreversible
20. Lower piston rod
PILOT INPUT 21. Bypass valves
22. Spring link

Figure 29-10. Cyclic servo actuator schematic

29-24

mechanism of the irreversible servo actuator and
an additional force will be required to hold the
actuator. If either by-pass spool in the irreversible
servo actuator should become jammed in the
neutral position, the servo actuator will remain
completely powered and irreversible. Due to the
action of the springs in the input mechanism of the
irreversible servo actuator, an additional forcewill
be required to operate the stick in both directions.
29-31. EMERGENCY OPERATION CYCLIC
SERVO ACTUATOR (MECHANICAL FAILURE OF
SERVO ACTUATOR BARREL).
The irreversible circuit must have a column of
incompressible fluid to operate; therfore, a failure
of the servo actuator which causes loss of fluid out
of the barrel would also cause loss of
irreversibility. In the event the servo actuator
should fail in such a manner that fluid was lost
from the barrel, the servo actuator would become
unpowered and irreversibility would be lost from
the servo actuator portion of the assembly.
Manual operation of the servo actuator will then
be performed by pilot manipulation of the by-
pass valves in the irreversible servo actuator.
29-32. REMOVAL - CYCLIC SERVO
ACTUATOR.
NOTE: Removal procedure for right and left cyclic
servo actuators is essentially the same.
1. Open transmission and engine cowling.
Remove access panels on front and side of pylon
island.
2. Remove bolt (1, figure 29-11) and separate
control tube (5) from swashplate.
3. Disconnect hydraulic pressure hose (36)
from cyclic irreversible servo actuator (34).
Disconnect hydraulic pressure hose (38) and
return hose (37)from control head. Cap or plug all
open lines and ports.
4. Remove bolt (15) and separate control tube
(16) from lever (14).
5. Remove bolt (20) at base of servo actuator.
6. Remove lubrication fitting from bearing
support housing (11). Remove four nuts to separate
bearing support housing (11) from support (12).
Lift servo actuator up to clear studs on support
BHT-205A1-MM-1
(12), rotate 90 degrees and lower servo actuator
until it can be removed through access panel in
forward side of pylon island. Install lubrication
fitting in bearing support housing (11).
29-33. INSPECTION - CYCLIC SERVO
ACTUATOR.
1. Inspect all parts of servo actuator for
damage, corrosion or pitting, and distorted
threads.
2. Inspect piston rods of servo actuators for
nicks, scratches,
operation and actuators.
with servo scoring. Check for smooth
NOTE: Step 3 is applicable to 205-076-036-001
hydraulic actuators only.
3. Inspect bearing support area of each
servo actuator for looseness. There must be no
signs of bearing bind, but bearing must be snug in
housing so that 1.0 to 2.5 pounds force is required
to move bearing through its travel. (Refer to
paragraph 29-23 for applicable adjustment
procedures.)
4. Inspect linkage parts for wear, elongated
bolt holes, cracks, nicks, and surface damage.
Inspect bearings for wear or roughness.
5. Inspect servo valve and three by-pass valves
for serviceability.
6. Check security of retaining nut. (Refer to
figure 29-13.)
29-34. INSTALLATION - CYCLIC SERVO
ACTUATOR.
NOTE: Installation procedure for right and left
cyclic servo actuators is similar. Differences will
be noted in individual steps when required.
1. Identify servo actuator as right or left with
grease pencil or tag. Record servo actuator serial
number for entry in records.
2. Install clevis (8, figure 29-11) in end of servo
actuator with jamnut (9)and lock. Adjust clevis to
dimension shown on illustration. Torque jamnut
(9) 660 to 780 inch-pounds. Apply sealant (C-308)to
jamnut and threaded area. Check boot for proper
installation. (Refer to figure 29-9.)
29-25
BHT-205A1 -MM-1

NOTES

Dimension is measured from center of bolt hole in clevis to

top of servo actuator cylinder shaft. If 205-076-174-1
clevis is installed dimension is 1.62 inches. If 212-076-
147-1 clevis is installed dimension is 1.75 inches. See
Detail A to identify clevis.

Boot installation not shown for clarity.

1. Bolt

3. Jamnut
TORQUE BOTH 4. Spring
NUTS 900 TO 5. Control Tube
INSTALL 1100 IN-LB 6. Bolt
-5, -9 AND -13 7. Universal
RIGHT SIDE INSTALL 8. Clevis
9. Jamnut
LEFT SIDE
10. Servo Actuator Cylinder
11. Bearing Support Housing
12. Support
13. Control Head
14. Lever
15. Bolt
16. Control Tube

18.
18. Support
Suupport
19. Bellcrank
20. Bolt
21. Rod End Bearing
22. Jamnut
23. Servo Actuator
24. Bearing Nut
25. Jamnut

VIEWLOOKINGAFT 205001-22-1E

Figure 29-11. Cyclic hydraulic system (Sheet 1 of 2)

29-26
 BHT-205A1-MM-1

24. Solenoid Valve 35. Control Tube

25. Pressure Line 36. Pressure Hose
26. Relief Valve 37. Return Hose
27. Return Line 36. Pressure Hose
26. Tee Fittings 39. Manifold Support Bracket
29. Servo Actuator Control Head (Manifold Mounts on Lower Side)
30. Pressure Line 40. Pressure Switch
31. Return Line 41. Accumulator
32. Recirculating Valve 42. Filter
33. Bleed Plug 43. Lever
34. Servo Actuator 44. Check Valve
205001-34A

Figure 29-l 1. Cyclic hydraulic system (Sheet 2 of 2)

29-27
BHT-205A1-MM-1

3. Remove lockwire between upper bearing
retaining nut and bearing housing. Straighten tab
of lockwasher. (Refer to figure 29-12.) Loosen
locknut and upper bearing retaining nut
sufficiently to allow freedom of movement of
cylinder assembly.
4. Install two tee fittings with bolts and four
packings in servo actuator control head (29,figure
29-11).Orient tee openings with longitudinal axis
of actuator.
5. Install recirculating valve (32) and packing
in servo actuator (34).Install pressure line (30)and
return line (31) connecting valve and tees. Install
check valve (44) with packing in bottom of servo
actuator (34)in pressure port with flowdirection to
cylinder.
6. Remove lubrication fitting from bearing
support housing (11) and install flush plug. Cut
lockwire and loosen jamnut (22).

UPPER BEARING
RETAINING NUT
TORQUE 500 TO 550
INCH-POUNDS

LOCK NUT - TORQUE 500 TO 550

INCH-POUNDS
LOCK WASHER

SUPPORT
CASTING

ROTATE SERVO ACTUATOR TO

ALIGN LOWER ROD END BEARING
IN SUPPORT MOUNT

LOWERSUPPORTMOUNT

205076-66A

Figure 29-12. Cyclic servo actuator mounting (Sheet 1 of 2)

29-28
 BHT-205A1-MM-1

7. Install servo actuator downward through

access hole in forward side of pylon island. Move
servo actuator upward through hole in support
(12). When bearing housing has passed through
hole, rotate 90 degrees and lower to engage studs
on support. One of the studs is larger than the
21.7INCHES other three; align the large hole in the support with
the large stud. Install aluminum washer and nut
on each stud.

CAUTION:, TRUE ALIGNMENT OF SERVO

ACTUATOR IS ESSENTIAL FOR PROPER
OPERATION. NO FORCE SHOULD BE
APPLIED TO LOWER PISTON ROD TO ALIGN
ROD END BEARING WITH LOWER SUPPORT
MOUNT.

8. Hold valve lever arm in full up position and

pull lower piston fully down.
9. Grasp servo actuator below mount and
rotate until piston rod end bearing aligns with
holes in lower support mount. Adjust rod end
bearing (21), if necessary, to obtain vertical
INSURE THAT THIS AREA alignment. Install bolt (20) through mount
OF BOOTISABOVECAP and rod end. Do not install nut at this time.
ASSEMBLY
10. Torque jamnut (22) 200 to 250 inch-pounds
and secure with lockwire (C-405). Torque upper
bearing retaining nut (figure 29-12) 500 to 550
inch-pounds.
11. Remove attaching bolt (20) from lower
cylinder rod end (21)and check that no side loads
have been induced into lower piston rod as a result
of torque applied to bearing nuts (24 and 25).

12. Torque lock nut (figure 29-12) 500 to 550

inch-pounds. Repeat checks in step 11.to ensure
that no binding exists.

DETAIL A 13. Secure upper bearing retaining nut to

205001-18B-2
Figure 29-12. Cyclic servo actuator
mounting (Sheet 2 of 2)
bearing housing with lockwire (C-405). Bend up
one tab of lockwasher to secure locknut.
14. Install washers and nut on bolt (20,
figure 29-11). Install cotter pin.
15. Connect control tube (16) to lever (14) with
bolt (15). (Refer to Chapter 27 for adjustment of
control tube (16).)Install one steel washer under
bolt head and one steel washer under nut. Install
cotter pin. Check bolt (17) for correct installation
and cotter pin.

29-29
BHT-205A1-MM-1

SERVO VALVE
HOUSING

SERVO VALVE
& BYPASSVALVE
TORQUE NUT 200 TO 250
INCH-POUNDS.
205-076-036-3, -5, -7, -9, -11 AND -13
TORQUE NUT 500 TO 550
INCH-POUNDS.

SERVO ACTUATOR INTERCONNECT

SERVO ACTUATOR
CONTROL TUBE ASSY.
P/N 205-001-053-5
205076-32C

Figure 29-13. Torquing retaining nut

16. Install universal (7)in clevis (8)and install
control tube (5) on universal. Use one aluminum
washer under bolt head and one under nut. Install
cotter pin.
17. Connect control tube (5) to swashplate
trunnion. Refer to Chapter 27 for adjustment of
control tube (5). Install bolt (1) with one steel
washer under nut. Install cotter pin. Install spring
(4), if not previously accomplished.
18. Torque jamnut (3) 480 to 600 inch-pounds
and secure with lockwire (C-405). Apply sealant
(C-308) to jamnut (3) and clevis threads.
19. Install lubrication fitting in bearing
support housing (11).Position for easy access with
grease gun thorugh pylon island side access
openings. Lubricate support bearings. (Refer to
Chapter 12.)
20. Install hydraulic hoses (36, 37, and 38)to
servo actuator and to manifold mounted on
manifold support bracket (39).
21. Apply hydraulic pressure and bleed lower
actuator. Operate cyclic control through full travel
and check for hydraulic leaks. Ensure that there is
no interference or binding in linkage or hydraulic
hoses.

29-30

22. Perform rigging check. (Refer to Chapter
27.)
29-35. BEARING REPLACEMENT -
SERVO ACTUATOR ROD ENDS.
1. Removecotter pin, nut, washer and bolt from
rod end bearing (21, figure 29-11).
2. Remove lockwire, loosen jamnut (22)
sufficiently to allow rod end bearing (21) to turn.
Count number of turns to remove rod end bearing
(21).
3. Install new rod end bearing (21)with same
number of turns.
4. With valve body pushed full up and lower
piston pulled full down, adjust lower rod end
bearing (21) to align in support (18).
5. Install bolt temporarily through support and
rod end bearing (21).Torque jamnut (22) on rod end
bearing 200 to 250 inch-pounds and lockwire
(C-405).
6. Remove bolt attaching lower rod end (21) to
support (18)and check that no side loads have been
induced into lower piston rod. If necessary, loosen
and retighten bearing nut (24)and jamnut (25)for
proper alignment.
29-36. FUNCTIONAL
CHECK- HYDRAULIC
SHUT-OFFVALVE.
1. Disconnect tube assembly (2, figure 29-14)at
tee fitting (1). Loosen lower end of tube assembly
(2) and reposition to allow a 500cc beaker to fit
under upper end of tube. Retighten lower end of
tube.
NOTE: Use step 2. when using hydraulic test
stand. Use step 3. when using helicopter hydraulic
power.
2. Test shut-off valve using test stand as
follows:
a. Connect test stand and raise pressure to
1000 psi. Measure flow from end of tube assembly
(2). Flow should be 225cc to 400cc per minute.
BHT-205A1-MM-1
b. Reduce test stand pressure to zero. Allow
approximately one minute prior to measuring
leakage rate. Leakage from tube assembly (2)
should not exceed 10 drops per minute.
c. Reposition tube assembly (2) and secure.
3. Test shut-off valve using helicopter
hydraulic power as follows:
a. Remove plug from bleed port (6). Attach a
1000psi gage (5)to bleed port. Start helicopter and
check gage for 1000 psi. Measure flow from end of
tube assembly (2). Flow should be 225cc to 400cc
per minute.
b. Shut off helicopter hydraulic system.
Gage (5) should indicate a steady 600 to 650 psi
when cyclic stick is moved slightly.
c. After hydraulic system has been shut off
for approximately one minute check leakage rate.
Leakage from tube assembly (2) should not exceed
10 drops per minute.
d. Reposition tube assembly (2) and secure.
Remove gage (5)from bleed port and reinstall plug.
29-37. ANTI-TORQUE SERVO
ACTUATOR.
The hydraulic servo actuator in the anti-torque
control linkage is mounted in the fuselage
immediately forward of the tailboom. The actuator
reduces the effort required for control and to reduce
feedback forces from the tail rotor.
NOTE: Spares replacement for the 205-076-031
servo actuator is the 205-704-054servo actuator
assembly. Included in this is a 212-076-004servo
actuator, two 205-001-732trunnion plates, and a
212-001-734spacer. These trunnion plates and
spacer must be used when installing the 212-076-
004 servo actuator.
29-38. REMOVAL- ANTI-TORQUE
CONTROL
SERVO ACTUATOR.
1. Disconnect hydraulic pressure and return
hoses from anti-torque servo actuator (11, figure
29-15). Cap or plug open hoses and ports.
29-31
BHT-205A1-MM-1

1. Tee Fitting
2. Tube Assembly
3. Shut-Off Valve
4. Cyclic Actuator
5. Gage
6. Bleed Port
7. Input Control Tube

205076-86

Figure 29-14. Checking hydraulic shut-off valve

29-32
 BHT-205A1 -MM-1

BS 17.39

1. Control Tube
2. Strut Assembly
3. Bolt, Washers, Nut, Cotter Pin
4. Eye Bolt
5. Bolt
6. Washer
7. Washer
8. Nut, Cotter Pin
9. Eye Bolt
10. Bolt
11. Anti-Torque Servo Actuator
12. Support
13. Spacer
14. Servo Valve Lever
15. Bolt
16. Washer
17. Washer
18. Nut, Cotter Pin
19. Bellcrank

205001-25A

Figure 29-15. Anti-torque servo actuator

29-33
BHT-205A1-MM-1

2. Disconnect control tube (1) at upper end of heads and one under nuts. Align head of eye bolt
servo actuator. (9) for installation of strut assembly (2).

3. Disconnect strut assembly (2) at lower end.
4. Remove bolt (15), bolt (10) and eye bolt (9).
Remove servo actuator.
29-39. INSPECTION- ANTI-TORQUESERVO
ACTUATOR AND SUPPORT.
1. Inspect bearings for wear or roughness.
2. Inspect parts for wear, elongated bolt holes,
cracks, nicks and surface damage.
3. Inspect servo actuator for damage, evidence
of leaks, and freedom of operation of the control
valve.
4. If leakage from anti-torque servo actuator is
noted, clean the area with a lint-free cloth.
Functionally check system by running helicopter
or pressurizing the system with a ground power
unit. Allowable leakages are given in table 29-2.
INSTALLATION -
29-40. ANTI-TORQUE
CONTROL SERVO ACTUATOR.
1. Position anti-torque servo actuator (11,
figure 29-15)and two trunnion plates on support
(12). Install eye bolt (9) and bolt (10) from left side.
Install one aluminum alloy washer under bolt
2. Loosen nut on eye bolt (4). Install strut
assembly (2) on eyebolt (9) and eye bolt (4). Check
gap between eye bolt (4) and panel. If rquired,
adjust length of strut assembly (2)to obtain 0.020
inch maximum gap. Tighten nuts on eye bolts (4
and 9). Tighten nuts on bolts (3, 5, and 10).
3. Attach bellcrank (19) to servo actuator.
Install spacer (13), aluminum alloy washers (16
and 17),and bolt (15). Install cotter pin.
4. Check clevis installation in upper end of
servo actuator. Dimension from center of clevis
holes to end of servo actuator is 1.22 inches.
Tighten clevis jamnut.
5. Attach control tube (1) to servo actuator
clevis with bolt, two steel washers, and nut. Install
cotter pin.
6. Install hydraulic pressure and return hoses.
7. Check anti-torque controls for free
movement through full range of travel and for
interference or binding of hydraulic hoses. Apply
hydraulic pressure and check for leaks. Check
anti-torque control rigging.
29-41. RESERVED
29-42. RESERVED

Table 29-2. Servo actuator leakage criteria

COMPONENT CODE LEAKAGE

Tandem Piston D 2 drops/5 cycles

(Intersystem Vent) S-D 4 drops/15 minutes

Rod Seal D 1 drop/flight hour or 1 drop/20 full stroke cycles

Rod Seal S-D 1 drop/15 minutes

End Cap S 1 drop/5 cycles or 2 drops/day

Valve Input D 1 drop/5 cycles

Valve Input S-D 1 drop/5 minutes

29-34
 BHT-205A1-MM-1

Table 29-2. Servo actuator leakage criteria (Cont)

COMPONENT CODE LEAKAGE

Servo Ram (Transducer) D 1 drop/5 cycles

Pressure Switch S-D 1 drop/5 minutes

Valve Body (Weep Holes) S-D 1 drop/5 minutes

Note: Components in a static condition, as in a parked aircraft, are allowed a maximum leakage of
two drops per seal or packing per day.

D - Dynamic
S - Static
S-D - Static leakage through dynamic seal
* 20 Drops = 1 cc.

29-35
BHT-205A1-MM-1

DUAL HYDRAULIC SYSTEM

29-43. DUAL HYDRAULICSYSTEM.
Helicopters 30128and subsequent and helicopters
with S.I. 205-37 installed have dual hydraulic
systems to operate flight controls. (Refer to figure
29-16.)System 1 and System 2 are alike as to their
reservoirs and integrated valve and filter modules
which contain system filters, solenoid valves and
relief valves. Both systems operate dual servo
actuators used in the cyclic control system. The
collective pitch hydraulic servo actuator is
operated from System 2 and the anti-torque control
actuator is operated from System 1. Each system
operates separately and there is no connection
between systems because the system uses separate
passages and piston chambers in the cyclicsystem
dual servo actuators. If one system is disabled the
other system still operates normally. In normal
operation of each system, hydraulic fluid is
supplied from its nonpressurized reservoir by
gravity feed and suction to a transmission driven
pump. Schematic diagram of system is shown in
figure 29-17.The pump is a variable delivery type
with internal pressure compensation, preset to
provide 1050(plus or minus 25)psi output pressure
and 6.0 gallons per minute flow rate at operating
rpm, according to system demands. Fluid
bypassed in pump, to regulate pressure and flow,is
released through a line to the return side of the
system module. Pump line output is delivered to
the module and passes through the pressure filter.
A relief valve in the module guards the system
against excessive pressure, being set to open at
1100psi. The system solenoidvalve is normally de-
energized and open to the SYS PRESS oulet of the
module but can be electrically energized to OFF
position by means of the HYDRSYS switch. Each
module has two red indicator buttons for its two
filters, and is also electrically connected to a
remote warning indicator located in the cabin nose
forward of the pilots station. If any of the four
filters becomes partially clogged, differential
pressure will cause the adjacent red button to pop
out and the remote indicator to change from green
to red remaining so until the clogging filter
element is cleaned and both indicators are reset.
29-44. LEAKAGE LIMITS - HYDRAULIC
SYSTEM.
Refer to paragraph 29-2for leakage limits.
29-45. TROUBLESHOOTING - DUAL
HYDRAULICSYSTEM.
The following list of probable causes, isolation
procedures, and corrective action is intended to aid
in hydraulic system troubleshooting. The guide
should be used with other sources of information
such as: Hydraulic Schematic illustration;
Electrical Diagrams; Operational Check and other
detailed procedures in this chapter.

PROBABLE CAUSE ISOLATION PROCEDURE CORRECTIVE ACTION

ONE SYSTEM LACKS POWER AND PRESSURE IS LOW.

Leaks in system. Visually check for leaks due to Repair connections; replace faulty
loose connections, line rupture, lines, hoses, seals or components.
component rupture, or failed Service system and perform
seals. operational check.
Pump malfunction. Check that system can be Replace pump.
powered by hydraulic test unit.
System check valve If operation on hydraulic test Replace check valve.
stuck closed in unit is normal, but opeation
pump pressure line. with a known serviceable pump
remains faulty, check valve
may be defective.

29-36
 BHT-205A1-MM-1

PROBABLE CAUSE ISOLATION PROCEDURE CORRECTIVE ACTION

Reservoir vent If system pressure is Clear reservoir vent screen or

obstructed. intermittently low when replace reservoir. Operationally
operating on pump, through check for possible pump damage.
normal with test unit, check
reservoir for obstructed vent
causing pump cavitation.
System solenoid Electrically check that solenoid Repair electrical circuit, or
valve remaining is not energized. If not circuit replace valve and filter assembly.
in OFF position. fault, valve may be mechanically
stuck.
ONE SYSTEM LACKS POWER BUT PRESSURE IS NORMAL.

Pressure operated If system normal on test unit Replace valve.

212-076-008shut-off but controls not powered by
valve in pump operation, valve may
reservoir return be defective.
line locked in
energized (test
coupling) position.

Reservoir return Visually check reservoir Clean screen or replace reservoir.

port screen clogged. return screen.
Pressure operated Disconnect reservoir return Replace integrated valve and
shut-off valve or line. With system on, move filter module.
internal check controls and check for steady
valve in 212-076-006 flow. If not, valve is faulty.
integrated valve
and filter module
malfunctioning.
PRESSURE FLUCTUATION WITH CONTROLS MOTIONLESS.

Airlock in line Operating on ground test unit,
between pressure briefly loosen line connection
transmitter and on elbow at P port of pressure
restrictor. transmitter. Tighten connector
after bleeding, and recheck
pressure indication.
Reservoir return Check for foaming in reservoir
screen ruptured, after rapid control movements,
or vent screen as indication of return screen
partially obstructed. damage. Inspect reservoir
screens.
If pressure is steady after bleeding
line, no further action is required.
If fluctuation continues, check
transmitter and gage, replacing
faulty unit.
Clear obstructed vent, or replace
reservoir.

29-37
BHT-205A1-MM-1

PROBABLE CAUSE ISOLATION PROCEDURE CORRECTIVE ACTION

FILTER INDICATORS TRIPPED.

Filters clogged. If indicator in cabin nose is Clean filter elements as required.
red, check both system filter Reset module indicators and
assemblies for tripped remote indicator.
indicators. Manually reset
indicators and operate system.
Move controls rapidly. If
indicators again trip, filters are
clogged.

Indicators Indicators trip with known Replace defective remote indicator,

defective. serviceable filter elements. or filter module.
EITHER HYDRAULIC SYSTEM OVERHEATS.

Pump defective, Use a test gage to check system Replace pump.

allows increasing pressure, 1050 psi maximum.
pressure.
System relief Check for loss of control Replace valve and filter module.
valve held response, and for flow through
open. relief valve.

CONTROLS DO NOT OPERATE SMOOTHLY.

Servo or by-pass Disconnect control tube from
valves sticking. servo input lever of dual
actuator. Manually check force
required to operate lever, not
to exceed 32 ounces.
Check lever pivot bolt for binding.
Clean or replace bolt.
Flush system thoroughly.
Recheck operation.

Replace seals on servo or by-pass

valves, or replace actuator.
Binding in flight Check linkage components for Replace defective parts.
control linkage. freedom of motion.

INADEQUATE CONTROL RESPONSE.

Internal leakage Check that actuator is only Replace servo actuator.

past piston in partially powered.
actuator.

Check valve stuck Substitute valve with one known Replace check valve.
closed in pressure to be serviceable. Operationally
port of actuator or check system.
in return port of
integrated valve
and filter assembly.

29-38
 BHT-205A1-MM-1

PROBABLE CAUSE ISOLATION PROCEDURE CORRECTIVE ACTION

Check valve stuck Check that actuator is powered Replace check valve.
open in pressure in one direction only.
port of actuator.

RESERVOIR OVERFLOWSWHEN USING GROUND TEST UNIT.

Test unit Check test unit setting. Increase test unit pressure above
presure too low. 550 psi.

Pressure operated Check for increased overflow Replace valve.

212-076-008shut-off when flight controls are moved.
valve malfunction.

Check valve in Check for overflow with no Replace valve.

pump, case drain control motion.
line closed.

System check Check for overflow with no Replace valve.

valve in pump, control motion.
pressure line
open.

HIGH FREQUENCY VIBRATIONS DUE TO TAIL ROTOR CONTROLS.

Stiffness or Servo actuator input lever Polish spacer O.D. until free in
binding in action binding on spacer at lever bearing.
of tail rotor bellcrank. (Move lever
control hydraulic laterally to check.)
servo actuator.
Servo actuator trunnions Polish trunnion plate bushings
binding in mounting I.D. for free fit.
plates. (Move servo
actuator laterally 0.003
to 0.050 inch.)

Servo actuator input Repair servo actuator

lever binding at assembly per overhaul
pivot. instructions.
MOTORING SERVO ACTUATOR IN TAIL ROTOR CONTROLS.

Hoses restraining Inspect hoses for position Position hoses for least restraint.
or causing action through full operating range.
of actuator valve
on tail rotor
hydraulic servo
actuator.

29-39
BHT-205A1-MM-1

1. System 1 hydraulic reservoir

2. System 2 hydraulic pump
3. System 2 hydraulic reservoir
4. System 1 hydraulic pump
5. System 1 accumulator
6. System 2 accumulator
7. System 2 integrated valve
and filter assembly
8. Collective servo actuator
9. Cyclic servo actuator
10. Cyclic servo actuator
11. System 1 integrated valve
SEE DETAIL A and filter assembly
12. System 1 three-way pressure valve
13. System 2 three-way pressure valve
14. Temperature indicator

TEMP-PLATE
TEMPERATURE INDICATOR

BLACK WHEN EXPOSED

205070-67-1C

Figure 29-16. Dual hydraulic system (Sheet 1 of 2)

29-40
 BHT-205A1-MM-1

15. Test Connections

16. Tail Rotor Servo Actuator
17. Tail Rotor Servo Acutator Mount

205076-67-2A

Figure 29-16. Dual hydraulic system (Sheet 2 of 2)

29-41
BHT-205A1-MM-1

Figure 29-17. Dual hydraulic system schematic

29-42

29-46. HYDRAULIC TEST UNIT
CONNECTIONS - DUAL HYDRAULIC
1. Ground test connections are provided for
connection of test unit into System 1 or System 2 of
hydraulic flight controls.
2. Test unit shall be serviced with hydraulic fluid
(C-002).
3. Test unit shall be equipped with a ten micron
absolute metal filter element on pressure line and ten
micron absolute filter on return line.
4. Testunitshall be capable ofproducing2300psi
pressure and have a minimum flow rate of 6 gpm.
5. Test unit shall have a calibrated pressure gage
with a minimum pressure indication of 2500 psi.
6. Test unit shall have provision for connecting to
both systems for simultaneous operation.
29-47. FLUSHING - DUAL HYDRAULIC
SYSTEM.
NOTE: Flushing of system is required only if
system is rebuilt due to major damage or if fluid
becomes contaminated.
CAUTION: STEPS 1. THROUGH 2. MUST BE
ACCOMPLISHED PRIOR TO CONNECTING
HYDRAULIC TEST UNIT.
1. Disconnect hoses from the cyclic, collective,
and anti-torque servo actuators.
2. Immediately after disconnecting hoses, cap
open ports of hydraulic actuators to prevent
3. Using MS21919D6-4 reducers, connect hose
ends together. Ensure that pressure lines of System
1 are connected to System 1 return lines and System
2 pressure lines are connected to System 2 return
lines.
NOTE: Use extreme care in handling elements to
prevent contamination.
BHT-205A1-MM-1
4. Remove filter elements from valve and filter
assemblies and place in clean unused plastic bag.
5. Connect test unit to System 1 through ground
test connections located on right side of helicopter.
6. Visuallyinspectsystemtoensurethatalllines
and components are securely attached.
7. Set test unit pressure relief valve for a
cracking pressure of 2100 psi, pump flow rate to 6.0
gpm and pump pressure high enough to maintain
8. Flush System 1 for approximately 5 minutes.
NOTE: During flushing of system observe lines and
components for leaking and correct as necessary.
9. Disconnect test unit from System 1 test
connections and connect to System 2.
10. Flush System 2 for approximately 5 minutes.
11. Reduce test unit to zero pressure and
disconnect from helicopter.
12. Reinstall filter elements in valve and filter
assembly. Torque filter bowls 100 to 140 inch-pounds
and lockwire.
13. Provide a suitable container to catch spilled
fluid and separate pressure and return hoses at
hydraulic actuators. Reconnect hoses to hydraulic
actuators.
29-48. OPERATIONAL CHECK - DUAL
HYDRAULIC SYSTEM (TEST UNIT).
WARNING: UNLESS OTHERWISE SPECIFIED,
CLEANING OR HYDRAULIC COMPONENTS
SHALL BE ACCOMPLISHED WITH SOLVENT
(C-304) ONLY. DO NOT USE ALCOHOL.
1. Connect test unit to both hydraulic systems.
2. Visually inspect system to ensure all lines and
components are securely attached.
3. Set test unit pressure relief valve for a
cracking pressure of 2100 psi and a pump flow rate of
6.0 gpm.
Rev. 3 29-43
BHT-205A1-MM-1
4. Apply1000 psipressuretoboth systemsfora
minimum of 15 minutes and conduct the following
inspections and tests:
a. Visually inspect components, lines and
fittings for leakage. Take appropriate action to
correct any leakage.
b. Check clearance of controls by slowly
cycling all controls through full movement. All
moving parts must have sufficient clearance so
that fouling of adjacent parts will not occur.
Particular attention should be given to hoses to
ensure that twisting, pinching, or chafing on
adjacent parts does not occur.
c. Check that hydraulic fluid returns to test
unit and that overflowing of reservoir does not
occur.
5. Move all controls through a minimum often
full cycles to bleed air from system.
6. Reduce pressure to both systems to zero.
7. Energize helicopter electrical system by
turning BATT switch to ON.
8. Close MASTER CAUTION and
HYDRAULIC CONTROL circuit breakers.
9. Slowly increase pressure of test unit.
Observe that HYD PRESS NO. 1 and HYD PRESS
NO. 2 caution lights extinguish before 750 psi
pressure is obtained.
10. Slowly decrease pressure of test unit.
Observe that HYDPRESS NO. 1 and HYDPRESS
NO. 2 caution lights illuminate before pressure
falls below 650 psi.
11. Check single system operation as follows:
a. Set test unit for 1000 psi pressure to both
systems.
b. Deactivate System 1 by placing HYDR
SYS NO. 1 switch, located on console, to OFF.
Check that HYD PRESS NO. 1 caution light
illuminates.
c. Operate cyclic, collective, and tail rotor
controls. Cyclic and collective should be smooth,
29-44
positive and fully powered. Tail rotor controls
should require more force than normal operation.
System 2 does not provide boost powerfor tail rotor
controls.
d. Return HYDR SYS NO. 1 switch to ON.
Deactivate System 2 by placing HYDR SYS NO. 2
switch to OFF. Observe that HYD PRESS NO. 1
caution light extinguishes and HYDPRESS NO. 2
caution light illuminates.
e. Operate cyclic, collective, and tail rotor
controls. Cyclic and tail rotor should be smooth,
positive, and fully powered. Collective control
should require more force than normal operation.
System 1 does not provide boost power for
collective controls.
12. Reduce test unit pressure to zero.
13. Disconnect test unit from System 2, leave
connected to System 1. Check components of
System 1 using following steps.
14. Check pressure actuated shut-off valve
opening by slowly increasing hydraulic pressure,
tail rotor controls should become fully powered
without restrictions at a maximum pressure of 900
psi.
15. Check system relief valve as follows:
a. Do not move any flight controls. Slowly
increase pressure, relief valve should open
between 1100 and 1300psi, this will be indicated by
a start of fluid flow.
b. Continue to increase pressure, do not move
flight controls, relief valve should be fully open
between 1100 and 1400 psi. Flow rate should be
approximately 6 gpm when valve is fully open but
may vary with fluid temperature and test unit size.
NOTE:Do not increase pressure above 1400 psi.
c. Slowly decrease system pressure. Relief
valve should close at a minimum pressure of 1065
psi. This will be indicated by a halt of fluid flow.
16. Check pressure actuated shut-off valve
closing by slowly decreasing hydraulic pressure
until the cyclic and tail rotor controls are no longer

powered. Hydraulic pressure should be between 600
and 750 psi.
17. Reduce system pressure to zero. Disconnect
test unit from System 1 and connect to System 2.
Check components of System 2 using following steps.
a. Check pressure actuated shut-off valve
opening by slowly increasing hydraulic pressure,
cyclic and collective should become fully powered
without restrictions at a maximum pressure of 900
psi.
b. Check system relief valve by repeating steps
15.a. through 15.c.
c. Check pressure actuated shut-off valve
closing by slowly decreasing hydraulic pressure until
cyclic and collective are no longer powered.
Hydraulic pressure should be between 600 and 750
psi.
d. Reduce pressure to zero. Disconnect test unit
from helicopter.
e. Install hydraulic filter elements.
f. Replenish reservoirs with hydraulic fluid
(C-002).
18. Place BATT switch to OFF. Open circuit
breakers used in test.
29-48A. OPERATIONAL CHECK - DUAL
HYDRAULIC SYSTEM. (HELICOPTER
POWER).
CAUTION: ENGINE START AND RUN-UP
SHALL BE ACCOMPLISHED BY AUTHORIZED
PERSONNEL ONLY.
1. Start engine in accordance with
BHT-205A1-FM, allow engine to stabilize at idle.
BHT-205A1-MM-1
2. Slowly move pilots cyclic, collective and
directional controls to allowable limits for ground
operation. Repeat at least ten times to bleed air from
system.
3. Shut down engine and replenish reservoir with
hydraulic fluid (C-002).
29-49. PRESSURE TEST - DUAL
HYDRAULIC SYSTEM.
1. Disconnect one pressure hose at one cyclic or
collective actuator in each system.
2. The check valves shall remain with the
actuators and be capped to prevent contamination of
the systems
3. Connect a calibrated gage (0 to 1500 psig) to
each hose
4. With the main rotor rpm at 285 to 314, observe
that the hydraulic pressure is between 975 and 1025
psig in each system with all controls stationary.
5. Shut down engine. Remove gages from the
hoses.
6. Remove the dust caps from the check valves and
reconnect the hoses to the actuators.
7. Check system connections for leakage by either
operating the helicopter engine or reconnecting the
hydraulic test unit and pressure testing at 1000 psi.
29-45
BHT-205A1-MM-1
DUAL HYDRAULIC SYSTEM COMPONENTS
29-50. HYDRAULIC RESERVOIRS.
NOTE: Replacement for the 205-076-135 reservoir
is the 205-076-058 reservoir. The 205-076-058
reservoir is made of a resin material and is completely
interchangeable with the 205-076-135 reservoir.
The reservoirs for System 1 and System 2 are
identical, nonpressurized, magnesium alloy units
with an approximate capacity per unit of 5-1/4 pints
at overflow, 2-3/4 pints at refill level. Each unit
features a fluid level sight gage, a filler cap and
screen, a screened vent, a scupper with overboard
drain line, and connections for supply to pump and
return from the system. System 1 and System 2
reservoirs are located on the right and left side
respectively, of the cabin roof under the forward pylon
fairing. A temperature indicator for detection of
abnormal temperatures for system fluid is located
adjacent to each reservoir sight gage.
29-51. REMOVAL- HYDRAULIC RESERVOIR.
1. Open forward pylon fairing. Drain fluid from
reservoir (1 or 3, figure 29-16) into a container by
disconnecting hose from suction outlet fitting.
2. Disconnect return and scupper drain lines.
Cap open fittings and lines.
3. Detach reservoir from roof structure by
removing bolts and washer from forward mounting
lugs and bolts, nuts and washers from aft mounting
lug.
4. If replacing reservoir, remove fittings from
suction and scupper drain ports for use in new
reservoir. Cover open ports.
NOTE: Elbow in return port is a special fitting with
a baffle screen, and is supplied with the reservoir.
29-52. INSPECTION- HYDRAULICRESERVOIR.
1. Visually inspect filler cap adapter and strainer
screen for cleanliness, damage, and corrosion.
2. Inspect fluid level sight plug for scratches,
cracks, internal staining, and other defects of
transparency which could prevent proper
observation of fluid level.
29-46 Rev. 3
3. Inspect vent screen for cleanliness, damage,
and corrosion. Damage to screen resulting in
enlarged holes is not acceptable.
4. Inspect screen on inner end of RETURN port
fitting for cleanliness and damage. Damage to screen
resulting in enlarged holes is not acceptable.
5. Inspect bosses for damaged threads and seal
contact surfaces.
29-52A. REPAIR- HYDRAULICRESERVOIR.
1. Replace filler cap strainer if corroded or
damaged as follows:
a. Unscrew adapter from filler opening and lift
out strainer.
b. Clean threads of adapter and opening with
solvent(C-304).
c. Place strainer intoreservoir.
d. Coat adapter threads with primer (C-201)
and screw adapter into reservoir.
CAUTION: EXERCISE CARE TO PREVENT
FOREIGN MATERIAL FROM ENTERING
RESERVOIR WHILE SCREEN IS REMOVED.
2. If vent screen is unserviceable due to damage
or clogging, replace as follows:
a. Carefully drill out area where screen is
staked in position.
b. Position new vent in reservoir and stake in
three places to secure screen.
3. Replace sight plug as follows:
a. Remove lockwire, plug, and packing.
Discard packing.
b. Lubricate new packing with hydraulic fluid
(C-002) and position packing on serviceable plug.
c. Install new plug and packing into boss,
tighten, and lockwire to fitting in adjacent RETURN
boss.

4. Replace any damaged fitting. Replace
reservoir if cracked or otherwise unserviceable.
5. Refer to BHT-205A1-CR&O-1 for external
corrosion, dents, and cleaning.
29-53. INSTALLATION- HYDRAULIC
RESERVOIR.
1. If reservoir is being replaced, install elbow
fittings in suction and scupper drain ports. Check
that plug is installed in drain port, and elbow fitting
in return port.
NOTE: Mounting bolt used in hole nearest drain
plug must have drilled head.
2. Position reservoir to mounting points on cabin
roof. Align holes and install bolts through four
mounting lugs with thin aluminum alloy washers
under bolt heads. Install nuts and aluminum alloy
BHT-205A1-MM-1
washers on lower ends of two aft bolts. Lockwire drain
plug to drilled head of outboard bolt.
3. Connect system return line, pump supply
hose, and scupper drain line to elbow fittings on
reservoir. (Refer to figure 29-17A.)
4. Service hydraulic system with hydraulic fluid
(C-002). Close cowling.
29-54. TEMPERATURE INDICATOR
HYDRAULIC RESERVOIR.
A temperature indicator for detection of abnormal
system temperatures is located adjacent to
each reservoir sight gage. (Refer to detail A, figure
29-16). The indicators have four temperature
ranges, 180 degrees F, 200 degrees F, 230 degrees F
and 250 degrees F. If the temperature with-
in reservoir reaches any of these temperatures, the
Rev. 3 29-46A
BHT-205A1-MM-1

1. Reservoir
2. 45 degree fitting
3. Hose assembly
4. 90 degree fitting
5. Hose assembly
6. Hydraulic pump
CORRECT INSTALLATION
VIEW LOOKING DOWN

NOTES

Fitting in reservoir mates with 45 degree fitting on hose assembly.

Fitting in pump mates with 90 degree fitting on hose assembly.

205A1-M-29-17A

Figure 29-17A. Hydraulic pump and reservoir hose and fittings

29-46B Rev. 3

appropriate area of the indicator will turn black. If
any of the indicators have turned black the
following must be accomplished prior to next
flight.
1. If 180 degree F indicator is black, replace
system hydraulic pump and temperature indicator
(14).
2. If 200degree F and/or 230degree F indicator
is black, flush system, and replace hydraulic
system pump (2 or 4) and temperature indicator
(14).
3. If 250 degree F indicator is black, flush
system and replace system integrated valve and
filter assembly (7 or 11), pump (2 or 4), and
temperature indicator (14).
29-55. INTEGRATED VALVE AND FILTER
ASSEMBLIES.
The integrated valve and filter assemblies are two
independent modules. Each module contains a
system relief valve, a system solenoid valve, and a
system pressure and return filter. The filter
assemblies are equipped with visual differential
pressure indicators that warn of a clogging
condition. To facilitate inspection of both module
filters, an additional indicator is mounted on the
right-hand nose frame. The indicator when viewed
through the right nose window (looking inboard)
with electrical and hydraulic systems operating
will indicate normal filtering if a green dot is
present or a red dot will be present indicating a
clogged condition. Connections are provided on
each module for servo actuator pressure and return
lines, a pump pressure line, a system return line
and pressure transmitter line. The valve and filter
assemblies are located inside the pylon support,
accessible through a door on front of the support.
System 1 module is on front of the lift beam;
System 2 moduleis on left inside the pylon support,
below and aft of the lift beam.
29-56. REMOVAL - INTEGRATED VALVE
AND FILTER.
NOTE:Valve and filter modules will normally be
left in place, since filters, valves and other
components can be replaced without removing the
valve and filter assembly.
BHT-205A1-MM-1
1. Remove access door from front of pylon
support in cabin.
2. Disconnect tubes, hoses and electrical
connector from valve and filter assembly. Tag
tubes and hoses for identification during
installation. Cap fittings and lines.
3. Remove four bolts and washers to detach
valve assembly from support bracket.
4. If valve and filter assembly are to be
replaced, adapting parts and fittings must be
transferred to replacement valve and filter
assembly. (Refer to figure 29-18 for System 1 valve
and filter buildup.) (Refer to figure 29-19 for
System 2 valve and filter buildup.)
29-57. INSTALLATION- INTEGRATEDVALVE
AND FILTER.
1. If System 1 valve and filter is beingreplaced
install adapting parts as follows:
a. Install two packings (29 and 35, figure
29-18)on two unions (30and 34)and install unions
in two small ports on bottom of valve and filter.
b. Install two packings (31 and 36) on two
valves (32 and 33) and install valves in two large
ports on bottom of valve and filter.
c. Install packing (4) on reducer (3) and
install reducer in small port on top of valve and
filter.
d. Install packing (2)on union (1)and install
in large port on top of valve and filter.
e. Install nut (10),ring (11),and packing (12)
on elbow (9) and install in port marked PUMP
PRES.
f. Install nut (7), ring (6), and packing (5) on
elbow (8) and install elbow in port RES RET.
g. Install nut (19),ring (24),packing (23)and
elbow (22) on long fitting end of union (18) and
packing (17) on short fitting end of union and
install in port marked SYS PRES.
29-47
BHT-205A1-MM-1

1. Union 12. Packing 22. Elbow 32. Valve

2. Packing 13. Packing 23. Packing 33. Valve
3. Reducer 14. Nut 24. Ring 34. Union
4. Packing 15. Ring 25. Packing 35. Packing
5. Packing 16. Valve 26. Elbow 36. Packing
6. Ring 17. Packing 27. Packing 37. Valve and Filter
7. Nut 18. Union 28. Union 38. Packing
8. Elbow 19. Nut 29. Packing 39. Packing
9. Elbow 20. Switch 30. Union 40. Filter Element
10. Nut 21. Packing 31. Packing 41. Filter Bowl
11. Ring
205076-68A

Figure 29-18. Valve and filter assembly - system No. 1

h. Install packing (21) on switch (20) and
install switch on elbow (22).
i. Install nut (14),ring (15),packing (27),and
elbow (26) on long end of union (28). Install
packing (13) on short end of union (28)and install
assembly in port marked CYL RET NO. 1.
j. Install packing (25) on valve (16) and
install valve in elbow (26).
2. If System 2 valve and filter is being replaced
install adapting parts as follows:
a. Install two packings (14 and 17,
figure 29-19) on two check valves (15 and 16)
and install check valves in two large ports on
bottom of valve and filter.
b. Install two packings (12 and 23) on two
unions (13 and 18)and install unions in two small
ports on bottom of valve and filter.
c. Install nut (7),ring (8), and packing (9)on
tee (6) and install tee in small port on top of valve
and filter.

29-48
 BHT-205A 1-MM-1

1. Check Valve 10. Packing 18. Union 26. Ring

2. Packing 11. Valve and Filter 19. Elbow 27. Packing
3. Elbow 12. Packing 20. Nut 28. Packing
4. Packing 13. Union 21. Ring 29. Switch
5. Bolt 14. Packing 22. Packing 30. Packing
6. Tee 15. Check Valve 23. Packing 31. Packing
7. Nut 16. Check Valve 24. Elbow 32. Filter Element
8. Ring 17. Packing 25. Nut 33. Filter Bowl
9. Packing
205076-69B

Figure 29-19. Valve and filter - System No. 2

29-49
BHT-205A1 -MM-1
d. Install packing (4)on bolt (5),install bolt in
elbow (3), install packing (10)on bolt and install
assembly in large port on top of valve and filter.
e. Install nut (25),ring (26),and packing (27)
on elbow (24) and install elbow in port marked
PUMP PRES.
f. Install nut (20),ring (21),and packing (22)
on elbow (19)and install elbowin port marked RES
RET.
g. Install packing (28) on switch (29) and
install switch in port marked SYS PRES.
h. Install packing (2)on check valve (1) and
install check valve in port marked SERVO
ACTUATOR RET. NO. 1
3. Position valve and filter assembly to
mounting bracket and secure with four bolts and
washers.
4. Reconnect tubes, hoses, and electrical
connector.
5. Service system.
6. Perform operational check of system. (Refer
to paragraph 29-48.)
7. Install access door on front of pylon support.
29-58. DUAL HYDRAULIC FILTER
ELEMENT.
29-59. CLEANING - HYDRAULIC FILTER
ELEMENTS.
Filter elements will normally be cleaned as
required by inspection. In addition, filters must be
cleaned if bypass indicator buttons are tripped
during operation, except when indicator can be
reset without tripping again when controls are
moved rapidly with hydraulic system operating.
1. Remove access door from front of pylon
support in cabin. Place suitable container below
filter to catch fluid.
2. Remove lockwire and use a wrench to
remove filter bowl, with packing.
29-50
3. Remove retainer and filter element. Inspect
filter for contamination indicating need for further
corrective action.
4. Clean filter bowl and mating surfaces of
housing by wiping. Install new packing.
5. Clean filter element as follows:
a. Submerge and vigorously agitate element
in a container of filtered gasoline, trichloroethane
(C-344), JP-4 fuel, hydraulic fluid (C-002) or 1/2
percent liquid detergent (C-318) in water.
b. Back flush (inside to outside)using filtered
water or one of the cleaning solvents.
c. Thoroughly dry filter element.
6. Assemble filter, retainer, and bowl in
housing. Torque bowl 100 to 140 inch-pounds
and secure to housing with lockwire (C-405).
7. Reset bypass indicator button, if necessary.
8. Clean other filter element in same manner.
9. Service reservoir as required.
10. Perform operational check. (Refer to
paragraph 29-48.) Check that indicator button
remains at untripped position while moving
controls rapidly.
11. Install access door.
29-60. DUAL HYDRAULIC SYSTEM
ACCUMULATORS.
A separate accumulator, connected in pressure
line to servo actuators, is used with System 1 and
System 2. The accumulator consists of a spring-
loaded piston enclosed in a cylindrical body. It
provides fluid to make up for leakage at seals
which prevents air entry into manually operated
actuators. The accumulator compresses any air in
the fluid for better irreversible operation. The units
are horizontally mounted to the aft side of lift
beam.
 BHT-205A1-MM-1

29-61. REMOVAL - DUAL HYDRAULIC 3. Removenuts and washers from four studs at
SYSTEM ACCUMULATOR. pump flange. Remove pump.

1. Place suitable container to catch fluid. 4. If replacing pump, remove fittings for use on
new assembly. Cover open ports.
2. Slowly open pressure line connections from
tee fitting at lower end of accumulator, to minimize
spraying of fluid. Cap open lines. (Refer to figure
29-65. INSTALLATION - SYSTEM 1 HYDRAULIC
29-16.)
PUMP.

3. Remove screw from clamp supporting

accumulator body, and two bolts from cap end. 1. If replacing pump, install elbow fittings in
suction port, and union in pressure, case drain and
29-62. INSTALLATION - DUAL HYDRAULIC seal drain port. Use new packings.
SYSTEM ACCUMULATOR.
NOTE: If pump shaft splines are made of
1. Place clamp on replacement accumulator. non-metallic material, lubrication is not required.
Install fitting using new packing.
2. Place gasket over drive quill studs. Lubricate
2. Position accumulator to support brackets. splines of quill driveshaft with grease (C-007).
Install two bolts at cap end, and clamp attaching
screw. (Refer to figure 29-16.) 3. Position pump with seal drain down. Engage
shaft in splines of drive quill shaft and mounting
3. Connect tubes to tee fitting. flange over studs. Install a nut and two aluminum
alloy washers on each stud. Tighten nuts evenly.
4. Perform operational check. (Refer to paragraph
29-48
orQ 29-48A.) 4. Connect hoses to fittings at suction, pressure,
case drain, and seal drain ports.
29-63. HYDRAULIC PUMPS.
5. Service hydraulic system with hydraulic fluid
The hydraulic pumps for systems 1 and 2 are axial- (C-002). Perform operational check. (Refer to
piston, variable-delivery units, each rated at 1000 paragraph 29-48or 29-48A.)Checkfor leaks, install
±25 psi discharge pressure with a minimum access door and close cowling.
delivery rate of 6.0 gallons per minute at normal
operating rpm. Connections are provided on each
pump for supply from reservoir, discharge to
system, case drain to system return, and seal 29-66. REMOVAL- SYSTEM2 HYDRAULIC
seepage drain to overboard. The pump for System PUMP.
1 is mounted on a drive quill at the right side of the 1. Open transmission cowling to gain access to
transmission sump case. The pump for System 2is both
pump which is located between and below both
mounted on a drive quill at the front of the hydraulic reservoirs at helicopter center line. Place
main case.
transmission suitable containers below pump to catch spilled
29-64. REMOVAL - SYSTEM 1 HYDRAULIC fluid.
PUMP. 2. Disconnect hoses from fittings on pump.

cowling and remove Cap fittings and ends of hoses.

1. Open transmission
access door from right side of pylon support in
cabin. Place suitable containers below hydraulic
pump to catch spilled fluid.
2. Disconnect hoses from fittings on pump.
Cap fittings and ends of hoses.
3. Remove nuts and washers from six studs at
pump flange. Pull pump and gasket outward off
studs.
studs.
4. If replacing pump, remove fittings for use on
new assembly. Cover open ports.

29-51
 BHT-205A1-MM-1
29-67. INSTALLATION
-SYSTEM 2 HYDRAULIC
PUMP.
1. If replacing pump, install elbow fittings in
suction port, and unions in pressure, case drain, and
seal drain ports. Use new packings.
NOTE: If pump shaft splines are made of
non-metallic material, lubrication is not required.
2. Place gasket over drive quill studs. Lubricate
splines of quill driveshaft with grease (C-001).
3. Position pump with seal drain down. Engage
shaft in splines of drive quill shaft and mounting
flange over studs. Install two aluminum alloy
washers and a nut on each stud. Tighten nuts evenly.
4. Connect hoses to fittings at suction, pressure,
case drain, and seal drain ports. (Refer to figure
29-17A.)
5. Service hydraulic system with hydraulic fluid
(C-002). Perform operational check. (Refer to
paragraph 29-48 or 29-48A.) Check for leaks and close
cowling.
29-68. COLLECTIVE SERVO ACTUATOR.
A hydraulic servo actuator, located in left aft pylon
area is used in conjunction with an irreversible valve
to assist collective control of main rotor and reduce
feed back forces. System II supplies power for the
single boosted collective hydraulic servo actuator.
NOTE: When overhaul of hydraulic servo actuator
assemblies is required, contact HR Textron, Valencia,
California, 91355, for nearest overhaul facility.
29-69.REMOVAL COLLECTIVE
SERVO
NOTE: Refer to paragraph 29-25 for removal ofthe
collective servo actuator.
29-70. INSTALLATION-COLLECTIVE SERVO
ACTUATOR.
NOTE: Refer to paragraph 29-26 for installation of
the collective servo actuator.
29-71. SEAL REPLACEMENT- SERVO
ACTUATORS.
For replacement of seals in servo and bypass valves,
refer to Service Bulletin FMTC 203, HR Textron,
29-52 Rev. 3
Valencia, California, 91355. For replacement of
piston head seals, refer to HR Textron Service
Bulletin Nos. FMTC 247 and FMTC 260.
29-72. BEARING REPLACEMENT-SERVO
ACTUATOR ROD ENDS.
NOTE: Refer to paragraph 29-35 for replacement of
servo actuator rod ends.
29-73. CYCLIC DUAL SERVO ACTUATOR.
Helicopters 30128 and subsequent and helicopters
with S.I. 205-37 installed have dual hydraulic servo
actuators incorporated in the cyclic control system.
29-74. REMOVAL - CYCLIC DUAL HYDRAULIC
SERVOACTUATOR.
NOTE: Removal procedure for left and right cyclic
servo actuators is essentially the same.
1. Open forward transmission cowling. Remove
panels on front and side of pylon island.
2. Disconnect hydraulic hoses from servo
actuator at check valves and remove banjo fittings.
Cap or plug open lines and ports.
NOTE: Label hydraulic hoses for reference at
installation.
3. Remove nut, washer, and bolt to disconnect
control tube (12, figure 29-23) from input lever (11).
4. Remove nut, washer, and bolt to disconnect
lower end of servo actuator (10) from support (13).
5. Remove four nuts and washers to detach
bearing support (6) from servo actuator support (7).
6. Remove nut, washer, and bolt to disconnect
control tube (3) from swashplate. Remove control
tube and attached servo actuator upward.
7. Remove clamp and boot (4). Remove nut,
washers, and bolt to separate servo actuator (10) from
universal (5). Loosen jamnut and remove clevis from
servo actuator.
 BHT-205A1 -MM-1

29-75. INSTALLATION - CYCLIC

HYDRAULIC DUAL SERVO ACTUATOR.

1. Install clevis with jamnut and rod end lock

in end of hydraulic servo actuator (10, figure
29-23). Adjust dimension between end of servo
actuator rod and center of holes in clevis to 1.75
inches for left servo actuator or 1.90 inches for
right servo actuator. Torque jamnut 660 to 780
inch-pounds and secure with lockwire (C-405).
Apply sealant (C-308) to jamnut, lock, and clevis
threads. Attach servo actuator (10)to universal (5)
with bolt, washers, and nut. Use one washer under
head and nut. Install cotter pin.

2. Slip boot (4) over end of control tube (3)

and secure lower end of boot to servo actuator
bearing support. Establish 21.7 inches
dimension with servo actuator (10)fully retracted
and install clamp. (Refer to figure 29-23.) Ensure 205001-18C-2D
that bottom portion of boot is above cap assembly.
(Refer to figure 29-21.)
Figure 29-21. Servo actuator boot

3. Adjust bearing nut (8) and nut (9) to allow

easy movement of servo actuator in bearing
housing during installation.

REMOVE METAL
4. Install servo actuator assembly as follows: FROMSHADED
AREA TO
DIMENSIONS
AS SHOWN

a. Insert servo actuator (10) down through

servo actuator support (7).
1.61
b. Align bearing housing (6) over studs of
support, and install nuts and washers. Torque
three smaller nuts 50 to 70 inch-pounds, and
largest nut 100 to 140 inch-pounds.

c. With valve body pushed full up and lower 212-076-116-1

piston pulled full down, adjust lower rod end to 212076-142A
align in support (13). Install bolt temporarily
through support and rod end. Torque jamnut on
rod end 200 to 250 inch-pounds and secure with Figure 29-22. Hydraulicsupport fitting
lockwire (C-405).

29-53
BHT-205A1-MM-1

TORQUE

TORQUE

Figure 29-23. Cyclic dual servo actuators

29-54

d. Tighten bearing nut (8) 900 to 1100
inch-pounds.
e. Remove bolt attaching lower rod end to
support (13) and check to be sure that no side loads
have been induced into lower piston rod. If necessary,
loosen and retighten bearing nut for proper
alignment.
f. When alignment is satisfactory, torque nut
(9) 900 to 1100 inch-pounds and secure with lockwire
(C-405). Install washer and nut on bolt through
support (13) and rod end. Torque nut 95 to 110
inch-pounds and secure with cotter pin.
5. Rework 212-076-116-001 bearing support (6)
as follows:
a. Completely cover all adjacent areas of
mount to eliminate entry of metal particles. File
shaded area until the 1.65 to 1.61 and 3.24 to 3.28
dimensions are obtained. (Refer to figure 29-22.)
b. Drill existing drain hole to 0.125 inch
diameter.
c. Apply alodine (C-100) and primer (C-204) to
reworked area. (Refer to BHT-ALL-SPM.)
6. Observe labels on hydraulic hoses and connect
to servo actuator pressure and return ports, using
new packings.
7. Connect control tube (12) to input lever (11).
Refer to Chapter 27 for length adjustment of control
tube (12). Install bolt with one steel washer under
head and one under nut. Install cotter pin.
8. Connect control tube (3) to swashplate
trunnion. Refer to Chapter 27 for length adjustment
of control tube (3). Install bolt with one steel washer
under nut. Install cotter pin. Torque jamnut on
control tube (3) 1500 to 1800 inch-pounds. Apply
sealant (C-308)to nut, lock and clevis threads. Install
spring (2).
9. Check and service hydraulic system reservoir.
Pressurize system and operate servo actuator
through full travel. Check for leaks and ensure there
is no interference of binding in linkage or hydraulic
hoses.
BHT-205A1-MM-1
10. Install pylon panels and close transmission
cowling.
29-76. ANTI-TORQUE SERVO ACTUATOR.
The anti-torque control servo actuator is located in
the fuselage section immediately forward of the
tailboom. The actuator powers the controls for the
trail rotor, but does not incorporate the irreversible
feature used on the cyclic and the collective servo
actuators. However, due to check valves in the
hydraulic lines, the anti-torque servo actuator will
appear to be irreversible when there is no hydraulic
pressure. The actuator can not be moved manually
from the output side.
29-77. NORMAL OPERATION OF
ANTITORQUE SERVO ACTUATOR.
When the helicopter is started and the hydraulic
system begins delivering hydraulic fluid, movement
of the anti-torque control pedals will position the
servo valve (7, figure 29-24) and bypass valve (6) to
cause hydraulic fluid flow to the actuator and
movement of the tail rotor to the desired pitch angle.
When the helicopter is not operating, thermal relief
of the system is accomplished by normal flow to
return through the by-pass and servo valves. If the
servo valve is positioned neutral, sufficient flow for
thermal relief will leak past the lapped servo valve
surfaces.
29-78. EMERGENCY OPERATION OF
ANTITORQUE SERVO ACTUATOR. (LOSS OF
HYDRAULICPRESSURE.)
In the event that hydraulic pressure to the servo
actuator is lost, the anti-torque controls may be
operated manually. One-way check valves (11, figure
29-24) in the helicopter anti-torque hydraulic system
prevent cavitation of the system when operating the
anti-torque controls while there is no hydraulic
pressure.
Rev. 3 29-55
BHT-205A1-MM-1

1. Packing and Channel Seal

2. Servo Actuator
3. Piston
4. Packing and Channel Seal
5. Packing and Channel Seal
6. Bypass Valve
7. Servo Valve
8. Packing
9. Packing
10. Spring Link
11. Check Valve

PRESSURE

205076-19B

Figure 29-24. Anti-torque servo actuator schematic

29-79. EMERGENCY OPERATION OF
ANTI-TORQUE SERVO ACTUATOR.
(MECHANICAL FAILURE OF SERVO
VALVE.)
In the event of a failure which would cause the
servo valve spool (7, figure 29-24)to hang in any
position, pilot input to the servo actuator will
continue to operate the by-pass valve (6).Action of
check valves (11) will permit manual operation.
Manual operation will be normal with the
exception that an additional force of
approximately 12 pounds at the anti-torque pedals
will be required to operate the controls.
In the eventof a failure whichwould cause the by-
pass valve spool (6)to hang in the neutral position,
pilot input to the servo actuator will continue to
operate the servo valve, however, an additional
force of 3 to 12 pounds will be required at the anti-
torque pedals. The by-pass valve is so designed
that flow of hydraulic fluid from the servo valve to
the actuator is possible when the by-pass valve is
jammed in any position. However, the operation
may be manual in one direction with an increase in
the force required to move the control in the other
direction.
Refer to paragraph 29-38for removal and 29-40for
installation of anti-torque control servo actuator.

29-56
 BHT-205A 1-MM-1

FITTING FITTING

NUT
WASHER WASHER
NONMETALLIC NONMETALLIC
O-RING
WASHER
NONMETALLIC BOSS

RING
VIEW A VIEW B VIEW C

204076-6

Figure 29-25. Installation method - hydraulic fittings

29-80. INSTALLATION METHOD - be determined by a sudden increase in torque.

HYDRAULICFITTINGS.
1. Coat male threads of fitting, also the ring
and gasket, sparingly with hydraulic fluid (C-002)
and assemble as illustrated in view A, figure 29-25.
Work ring into counterbase of nut, then turn nut
down until the gasket is pushed firmly against the
lower threaded section of the fitting.
2. Install fittingintoboss, and atthe same time
keep the nut turning with the fitting until the
gasket contacts the boss (view B). This point can
When the fitting in this position, put a wrench on
the nut to prevent its turning, and at the same time
turn the fitting in 1-1/2 turns (view C). Position
fitting by turning not more than one additional
turn.
3. With the fitting in this position, put a wrench
on the nut to prevent its turning, and at the same
time turn the fitting in 1-1/2 turns (view C).
Position fitting by turning not more than one
additional turn.

29-57/29-58
 BHT-205A1-MM-1

ROTOR BRAKE HYDRAULIC SYSTEM

29-81. ROTOR BRAKE SYSTEM. 29-82. TROUBLESHOOTING - ROTOR

BRAKE SYSTEM.

Hydraulic pressure to operate the rotor brake system The following list of probable causes, isolation
is provided by actuation of lever (5, figure 29-26) on procedures and remedies is intended to aid in rotor
master cylinder (4) located in the cabin roof. brake system troubleshooting.

Table 29-3. Troubleshooting rotor brake system

INDICATION OF PROBABLE CAUSE CORRECTIVE ACTION

TROUBLE

No braking action. Insufficient fluid in system. Fill and bleed system.

Foreign substance in fluid. Purge system.

Primary valve open. Replace master cylinder.

Relief valve open. Replace master cylinder.

Excessive brake lining wear. Replace lining.

Spongy action of control. Air in system. Fill and bleed system.

Loss of braking action. Worn seal in master cylinder. Replace master cylinder.

Worn seal in brake assembly. Replace brake assembly.

Excessive brake lining wear. Replace lining.

Leaks at master cylinder. Worn or damage seal in cylinder. Replace master cylinder seals.

Leaks at brake assembly. Worn or damage seals in brake Replace brake assembly seals.
assembly.

ROTOR BRAKE caution segment Burned out bulbs. Replace bulbs.

inoperative.

Loose electrical connection. Tighten connections.

Broken or disconnected wire. Replace or connect wire

(Chapter 96)

Rev. 3 29-59
BHT-205A1-MM-1

Table 29-3. Troubleshooting rotor brake system (Cont)

INDICATION OF PROBABLE CAUSE CORRECTIVE ACTION

TROUBLE

Improper microswitch Adjust microswiches.

adjustment.
ROTOR BRAKE segment Faulty microswitch. Replace switch.
illuminates when brake not
applied.

Lining binding. Clean brake cylinder.

29-83. SERVICING - ROTOR BRAKE 3. Slowly pull master cylinder lever (5) down and
SYSTEM. hold. Do not allow lever to pass center into park
position.
MATERIALS REQUIRED

4. Close bleed valve (2) and replenish oil in

NUMBER NOMENCLATURE master cylinder. Return master cylinder lever (5) to
C-002 Fluid
Hydraulic Fluid
Hydraulic up (off) position.

5. Repeat steps 2. through 4. until fluid

1. Apply rotor brake and leave handle in PARK 5. Repeat steps 2. through 4. until fluid
discharged is free of entrained air. No less than
one-half pint (227.3 ml) of fluid should be drain from
each valve before conducting bleeding operation.
2. Remove reservoir filler cap of master cylinder,
located on top, right forward area of cabin roof.
6. Repeat steps 2. through 5. for other bleed valve
3. Correct fluid level of reservoir is 0.50 in.
(12.7mm) below bottom of filler neck; if fluid level is
low, replenish with hydraulic fluid (C-002).
7. Remove drain hose and catch receptacle.
4. Install filler cap. Install reservoir cover.
5. Release rotor brake by returning handle of
master cylinder to up (off) position. 8. Close transmission cowl.

29-84. BLEEDING - ROTOR BRAKE

SYSTEM.
29-85. MASTER CYLINDER.
1. Check master cylinder (4, figure 29-26) for
proper fluid level, (paragraph 29-83).

NOTE: Ensure rubber hose used in following step is MATERIALS REQUIRED

clean.

2. Open one bleed valve (2) and slip one end of a

length of rubber hose on valve extension. Route other NUMBER NOMENCLATURE
end of hose to a suitable container in order to capture
brake fluid discharged during bleeding operation. C-304 Solvent

29-60 Rev. 3
 BHT-205A1-MM-1

1. Rotor brake assembly

2. Bleed valve
3. Microswitch
4. Master cylinder
5. Lever

DETAIL A SEE DETAIL A

NOTES

adjustment.

Loosen jamnut, turn screw to adjust

switch, tighten jamnut.

205A1-M-29-26

Figure 29-26. Rotor brake system

Rev. 3 29-61
BHT-205A1-MM-1

WARNING: CLEANING HYDRAULIC COM- 29-87. INSPECTION AND REPAIR -MASTER

PONENTS SHALL BE ACCOMPLISHED WITH CYLINDER.
SOLVENT (C-304) ONLY. DO NOT USE ALCOHOL.
Refer to BHT-205A1-CR&O-1.

29-88. INSTALLATION - MASTER CYLINDER.

29-86. REMOVAL - MASTER CYLINDER.

MATERIALS REQUIRED

1. Remove sealing compound from around top NUMBER NOMENCLATURE

master cylinder reservoir (4, figure 29-26).
C-308 Adhesive

2. Loosen tubing from end of master cylinder and

allow fluid to drain into receptacle.
3. Disconnect tubing from master cylinder. Plug
opening to prevent entry of foreign materials.
4. Remove bolts, nuts, and, washers attaching
master cylinder to roof structure. Remove master
cylinder.
1. Place master cylinder (4, figure 29-26) in
install position, right of overhead console in cabin roof
and attach to structure with four bolts, four nuts, and
eight washers.
2. Apply bead of adhesive (C-308) to roof surface
around master cylinder fill port.
3. Attach tubing to master cylinder.
4. Bleed master cylinder (paragraph 29-84).

29-62 Rev. 3
 BHT-205A1-MM-1

ICE AND RAIN PROTECTION

TABLE OF CONTENTS

Paragraph Page
Number Title Number

30-1 Ice and rain protection .................................................. 30-2

30-2 Windshield wipers ..................................................... 30-2
30-3 Troubleshooting - windshield wipers ...................................... 30-2
30-4 Operational check - windshield wipers ...... ......... ................. 30-3
30-5 Windshield wiper motor/converter ........................................ 30-4
30-8 Windshield wiper blade ................................................ 30-4

LIST OF FIGURES

Figure Page
Number Title Number

30-1 Windshield wiper ................................................ 30-5

30-1
BHT-205A1-MM-1

ICE AND RAIN PROTECTION

30-1. ICE AND RAIN PROTECTION. overhead console permits operation of the wipers
at low, medium or high speed. Also included on the
The ice and rain protection consists of a switch is an OFF and PARK position.
windshield wiper system for the pilot and copilot.
30-2. WINDSHIELD WIPERS.

Windshield wipers are provided for both pilot and 30-3. TROUBLESHOOTING
copilot. A five position rotary switch on the WINDSHIELD WIPERS.

INDICATION
OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Wiper does not clean Damaged or deteriorated Replace wiper blade.

windshield. wiper blade.
Tension on blade too low. Adjust arm to 5-1/4 to
6-3/4 lbs. tension

Motor and converter Tripped circuit breaker. Reset circuit breaker.

inoperative. If circuit breaker
will not reset, check
breaker or associated
wiring. Replace
breaker or make
required circuit repairs.

Damaged switch. Inspect for obvious

damage. Make
continuity check of
switch. Replace switch.

Broken electrical wire Check connections.

or loose connections. Make continuity
check of circuit.
Replace wire if
necessary. Tighten
connections or
replace connectors
or terminals.

Motor and converter Substitute serviceable

not functioning unit in place of
properly. suspected defective unit
and make operational
check. Replace motor
and converter.

30-2
 BHT-205A1-MM-1

30-4. OPERATIONAL CHECK - 2. Check sweep of wiper on windshield by

WINDSHIELDWIPERS. small increment movements of the blade on the
windshield. Momentarily rotate the operating
1. Spray water on windshield. Rotate switch on switch to accomplish this check.
overhead console to all positions and observe NOTE: If the wiper arm and blade have been
operation of wipers. properly installed, the arm will move through a 64
degree arc, and with the operating switch in the
CAUTION: DO NOT OPERATE WIPERS ON "PARK" position, the wiper blade will come to rest
DRY WINDSHIELD; SCRATCHING MAY approximately 5.5 inches below the upper edge of
RESULT. the windshield, where it will not obstruct the pilots
normal vision.

30-3
BHT-205A1-MM-1
WINDSHIELD WIPER MOTOR/CONVERTER
30-5. WINDSHIELD WIPER MOTOR/
CONVERTER.
The windshield wiper motor/converter assembly
is an electrically operated unit which causes the
converter output driveshaft to rotate in alternate
directions at various speeds as called for by the
operating switch. This moves the wiper arm and
blade through an arc of 64 degrees.
30-6. REMOVAL - WINDSHIELD WIPER
MOTOR/CONVERTER.
NOTE: Make sure battery switch is in OFF
position.
1. Lift arm up to insert pin in arm to relieve
spring pressure. Remove nut and washer
attaching wiper arm and blade to serrated end of
converter output driveshaft and remove arm and
blade. (Refer to figure 30-1.)
2. Disconnect electrical receptacle from
motor and converter assembly, and cover
receptacle with insulating tape or plug cover.
3. Remove screws which attach head guard
assembly to windshield wiper support bracket,
and remove head guard assembly.
4. Remove four bolts, washers, and nuts which
attach motor and converter assembly to support
bracket, and remove motor and converter
assembly.
30-7. INSTALLATION- WINDSHIELD WIPER
MOTOR/CONVERTER.
1. Position motor and converter assembly on
support bracket, with converter output driveshaft
projecting through mounting hole in cabin
structure, and install four attaching nuts,
washers, and bolts. (Refer to figure 30-1.)
30-4
2. Position head guard assembly over motor
and converter assembly and support bracket and
install two screws and washers.
3. Remove insulating tape or plug cover from
electrical receptacle and connect receptacle to
motor and converter assembly.
4. Position motor converter assembly to PARK
position.
5. Prior to installation of arm assembly, secure
arm in a vise and insert a 3/32 pin between the
mounting head and the arm to temporarily hold
the mounting head straight with the arm.
6. Position the arm assembly on the converter
output driveshaft in such a manner that the wiper
blade is parallel to, and approximately 5.5 inches
below, the upper inboard edge of the pilots
windshield.
7. Remove 3/32 temporary pin, and install
attaching washer and nut.
8. Using XW20509 special wrench adjust
pressure of blade on windshield to 5-1/4 to 6-3/4
pounds, measured at the intersection of the wiper
blade and wiper arm.
30-8. WINDSHIELD WIPER BLADE.
30-9. REPLACEMENT
- WINDSHIELDWIPER
BLADE.
1. Remove nut attaching blade to wiper arm
and remove blade.
2. Position wiper blade on arm and install
attaching nut.
3. Using XW20509 special wrench adjust
pressure of blade on windshield to 5-1/4 to 6-3/4
pounds, measured at the intersection of the wiper
blade and wiper arm.
 BHT-205A1-MM-1

CONVERTER ASSEMBLY

BRACKET (REF)

HEAD GUARD .

RETAINING
MOTOR
PIN HOLE

ARM ASSEMBLY \
/// ^ TENSION \
ADJUSTMENT

WIPER ASSEMBLY- i.

PARKED POSITIONI 5.0-5.5 -

CHECK BLADE PRESSURE 64

ON WINDSHIELD FOR 634
POUNDS

VIEW LOOKING AFT L/H SIDE 2 4

0 070-151D

Figure 30-1. Windshield wiper

30-5/30-6
 BHT-205A1-MM-1

LANDING GEAR

TABLE OF CONTENTS

Paragraph Page
Number Title Number

32-1 Landing gear .................................................... 32-2

32-6 Landing gear crosstube support ............................................... 32-7
32-8 Ground handling gear (240-050-200) .......................................... 32-9I
32-12A Ground handling gear (212-050-200) .......................................... 32-12
32-13 skid.32-17
Tail skid ............................ 32-17

LIST OF FIGURES

Figure Page
Number Title Number

32-1 Skid landing gear ................... 32-3

32-2 Skid tube bow ............................................................... 32-4
32-2A Crosstube supports ............................. ........... 32-4A
32-2B Crosstube supports damage and repair limits .................................. 32-4B
32-3 Checking landing gear crosstube deflection .................................... 32-4C
32-4 Crosstube damage limits and repair criteria ................................... 32-4D
32-5 Landing gear crosstube support fitting ........................................ 32-7
32-6 Ground handling gear (204-050-200) ........................ 32-10
32-6A Ground handling gear (212-050-200) .......................................... 32-13
32-6B Ground handling wheel axle drilling (212-050-200) ............................. 32-15
32-7 Tail skid damage limits ...................................... ......... 32-18

Rev. 3 32-1
BHT-205A1-MM-1
LANDING GEAR
32-1. LANDING GEAR.
The landing gear is constructed of formed aluminum
alloy tubes, consisting of two skids attached on the
ends of two arched crosstubes which are secured to
fuselage structure by four padded caps. Each skid
tube is fitted with a forward end step, a tow ring, two
saddles with sockets for crosstubes, and two-piece
shoe alongthe bottom, a rear end cap, and two eyebolt
fittings for mounting a ground handling wheel
assembly. Crosstubes are fitted with bearing
supports at main beams.
32-2. REMOVAL- LANDING GEAR.
NOTE: Complete landing gear can be removed as an
assembly, or skids and crosstubes can be removed
separately
TOOLS REQUIRED
Hoist
Hydraulic Jack
1. Remove landing gear from helicopter with skid
mounted passenger step as follows:
a. When removing complete landing gear,
disconnect electrical connector at bottom of fuselage.
b. When removing skid from crosstube, remove
grommet where electrical cable enters skid. Pull
enough electrical cable from skid to gain access to
splices and disconnect. After skid is disconnected
from crosstube, remove grommet located in skid,
under forward crosstube saddle, and pull electrical
cable out through hole.
c. Remove skid mounted passenger step. (Refer
to Chapter 25.)
d. Remove six bolts, eight washers, and two
nuts at each of four caps which secure crosstubes to
structure. Identify caps for location. Raise helicopter
off landing gear.
32-2 Rev. 3
2. To separate skids from crosstubes, remove bolts
with washers at saddles of skids. Pull ends of
crosstubes from sockets of saddles.
32-3. INSPECTION-LANDING GEAR.
1. Visually inspect step(10, figure 32-1) passenger
step bracket (20) for obvious damage; tow ring (11)
and eyebolt support (21) for elongation of holes.
Check for condition and nonslip characteristics of
material on steps.
2. Inspect skid shoes (12) for damage, wear, and
suitability for continued service.
3. Inspect skid tube (8) as follows:
a. Inspect skid tubes for slight scratches, scuffs,
nicks, and dents.
b. Inspect area between crosstube saddles for
scratches, dents and holes.
c. Inspect area between crosstubes saddles for
bow or sharp bends. A smooth bow in skid from saddle
to saddle is acceptable as long as the permanent
deflection does not exceed 1-1/2 inches. Maximum
deflection should be at or near the midpoint between
saddles. (Refer to figure 32-2.)
NOTE: Smooth dents in the area between the
crosstube saddles not exceeding 0.25 inch in depth
and 1.2 inches in diameter may be disregarded.
Scratches and dents in the skid tubes may be
repaired.
4. Inspect crosstubes (6 and 9, figure 32-1) for
light scratches, scuffs, nicks, dents, or other obvious
damage.
5. Check supports (2,3,7, and 8, figures 32-2A and
32-2B) as follows:
a. Visually inspect supports for evidence of
moving, slipping, or fretting.
b. Check and note torque on attaching nuts (5
and 10). Do not exceed 100 inch-pounds.
 1. Support 12. Skid Shoe
2. Nut 13. Bolt
3. Washer 14. Bolt
4. Cap (205-030-292) 15. Bolt
5. Cap (205-030-343) 16. Bolt
6. Aft Cross Tube 17. Bolt
7. Cross Tube Saddle 18. Cap (205-030-344)
8. Skid Tube 19. Cap (205-030-291)
9. Forward Cross Tube 20. Passenger Step Bracket
10. Step 21. Eye Bolt Support
11. Tow Ring
BHT-205A1-MM-1

b. Raise the helicopter off the surface with

hydraulic jacks, removing all weight from landing
gear.

c. Level the helicopter laterally.

d. Measure the distance between the crosstube

bearing plates, and divide that distance to determine
helicopter center line.

NOTE: Distance should be 52 inches from outside of

INCHBOW skid tube to plumb line. If distance exceeds 54 inches
212050-1 from center line, or 108 inches between skid tubes,
replace defective crosstubes.
Figure 32-2. Skid tube bow
e. Drop a plumb line from helicopter center line
to ground or floor surface. (Refer to figure 32-3.)
c. If any moving, slipping, or fretting is Measure from plumb line to outside of each skid tube
detected: at crosstube locations.

f. Lower helicopter to surface and remove

(1) Retorque attaching nuts (5 and 10) to 100 hydraulic jacks.
inch-pounds.

(2) At the next 100 hour inspection, remove 9. When 205-030-341 and 205-030-342 support
landing gear and rework support fittings in assemblies wear to within 0.032 inch of the
accordance with Component Repair and Overhaul 205-030-104 and 205-030-105 support fittings, worn
Manual, Chapter 32. parts may be removed and new support assemblies
installed.
d. If no moving, slipping, or fretting is detected,
but torque is less than 80 inch-pounds on any nut (5 10. Inspect landing gear steps for peeling,
or 10). missing, or worn nonslip coat (walkway coating
compound).
(1) Retorque attaching nuts (5 and 10) to 100
inch-pounds.
32-4. REPAIR/REPLACE - LANDING GEAR.
(2) At the next 100 hour inspection, recheck
torque. If torque on any nut is less than 80 NOTE: Figure 32-4 describes the crosstube damage
inch-pounds at that time, remove landing gear and limits and repair criteria for repairable damage.
rework support fittings in accordance with Repairable damage is defined as surface scratches,
Component Repair and Overhaul Manual, Chapter smooth contour dents, scuffs and corrosion that are
32. within the depth limits shown.
e. Inspect crosstube supports 205-050-132-001/
-003 and 205-050-133-001/-003 (figure 32-2B) for 1. Damage may out
be with
worked
damage and repair limits.
cloth, and polished 400 out
wet using
or dry abrasive
paper or
nylon web abrasive pad to smooth out all scratches
6. Inspect rubber bumper pad on caps (4,5, 18, and and to eliminate abrupt thickness changes. Cleanup
19, figure
32-1) for looseness and deterioration. should not be in excess of damage limits shown in
figure 32-4.
7. Inspect skid shoe (12) weld for wear.
2. Replace crosstube if damage is beyond
8. With landing gear installed on helicopter, allowable limits.
inspect crosstubes for proper deflection as follows:
3. Replace damaged steps (10, figure 32-1), towing
a. Position the helicopter on a smooth surface. ring (11), and passenger step bracket (20).

32-4 Rev. 3
 BHT-205A1-MM-1

14.00

1. U-bolt-fwd 6. U-bolt -aft

2. Support - fwd upper 7. Support - aft upper
3. Support - fwd lower 8. Support - aft lower
4. Washer 9. Washer
5. Nut 10. Nut

NOTE
Apply a bead of sealant around entire periphery
of supports.

205A 1-M-32-2A

Figure 32-2A. Crosstubes supports

Rev. 3 32-4A
BHT-205A1-MM-1

205-050-132-001

205-050-133-001

CROSSTUBE - FWD

205-050-132-003

205-050-133-003
CROSSTUBE - AFT

TYPE OF DAMAGE MAXIMUM DAMAGE AND REPAIR DEPTH

MECHANICAL 0.020 In.

CORROSION 0.020 In.

MAXIMUM AREA FOR 1.00 Sq. In.

FULL DEPTH REPAIR

NUMBER OF REPAIRS 2

EDGE CHAMFER 0.050 In.

BORE DAMAGE 0.020 In. for 1/4 circumference

205A1-M-32-2B

Figure 32-2B. Crosstubes supports damage and repair limits

32-4B Rev. 3
 BHT-205A1-MM-1

WEIGHTREMOVED

BEARINGSUPPORT

PLUMBLINE

52.0 TO 54.0 IN. 52.0 TO 54.0 IN.

108.0 INCHES MAX.

205A1-M-32-3

Figure32-3. Checking landing gear crosstube deflection

Rev. 3 32-4C
BHT-205A1-MM-1

AREA AREA AREA AREA

D C B A

B.L. B.L. B.L. B.L. B.L.

35.0 23.0 14.0 0.0 14.0

MAXIMUM ALLOWABLE DAMAGE DEPTH AFTER CLEANUP

AREA
AREA A AREA
B AREA
C D
FORWARD TUBE 0.025 0.020 0.015 0.009 SIDE QUADRANTS
AFT TUBE 0.030 0.024 0.016 0.009 (SECTION E-E)
FORWARD TUBE 0.012 0.010 0.010 0.009 UPPER AND LOWER QUADRANT
AFT TUBE 0.015 0.012 0.010 0.009 (SECTION E-E)

DIMEN. G
SIDE UPR & LWR
QUADRANT QUADRANT
0.60 0.25

1.50 MAXIMUM DAMAGE UPPER

LENGTH ALONG TUBE QUADRANT
FOR SINGLE REPAIR F
MAXIMUM CIRCUMFERENTIAL
DAMAGE LIMIT

QUADRANT DAMAGE LIMITS QUADRANT

AFTER CLEANUP

VIEW E-E
TYPICAL ALONG TUBE
205A1-M-32-4-1

Figure 32-4. Crosstubes damage limits and repair criteria (Sheet 1 of 2)

32-4D Rev. 3
 BHT-205A1-MM-1

DETAIL H

RETAINER DAMAGE ZONE (CROSS-HATCHED)

NOTES

1. PERMISSIBLEDAMAGE LIMITS APPLYTO THE SURFACESSHOWN IN VIEW E-E.

2. REPAIRSCRATCHES,SMOOTH CONTOUR DENTS, SCUFFS, AND CORROSIONDAMAGE THAT FALL WITHIN THE
DAMAGE DEPTH LIMITS IN THIS FIGUREAFTER CLEANUP.VIEW F-F GIVES THE ALLOWABLESURFACE
DIMENSIONS FORTHE REPAIRAREA AFTERCLEANUP.

3. THE MAXIMUM SCRATCH DIMENSIONS PRIORTO CLEANUP ARE 0.050 INCH IN WIDTH AND 1.20 INCHES IN
LENGTH. THE ORIENTATIONOF THE SCRATCH WITH THE LONGITUDINAL AXIS OF THE CROSSTUBEIS
LIMITED BY THE CIRCUMFERENTIALDIMENSION "G" ON VIEW F-F.

4. REPAIRSMADE WITHIN THE RETAINERDAMAGE ZONE (DETAIL H) MUST BE FOLLOWEDBY SHOT PEENING
THE ENTIREO.D. OF THE CROSSTUBEWITHIN THIS ZONE WIDTH. SHOT PEENINGIS NOT REQUIREDIF
DAMAGE IS LESS THAN 0.003 INCHES DEEPAFTER CLEANUP.

5. ALL CORROSIONDAMAGE SHALL BE CLEANEDOUT TO TWICE THE CORROSIONDEPTH, NOT TO EXCEED

THE DEPTHALLOWED IN THIS FIGURE.

6. ALL DAMAGE SHALL BE BLENDEDOUT TO A LENGTHOF APPROXIMATELY10 TIMES THE CLEANUP DEPTH IN
THE TWO LONGITUDINAL DIRECTIONSAND 5 TIMES THE CLEANUP DEPTHIN EACH CIRCUMFERENTIAL
DIRECTION.NO CIRCUMFERENTIALGRIND MARKS ALLOWED.

7. THE NUMBER OF REPAIRSPERSEGMENT (TWO EACH AREAS A, B, C, OR D) IS LIMITED TO TWO. REPAIRS

ARE FORMECHANICAL AND/OR CORROSIONDAMAGE.

8. MINIMUM PERMISSIBLESPACINGBETWEENREPAIRSIS 3.00 INCHES ALONG THE TUBE LENGTH.

9. THE TOTALNUMBER OF REPAIRSTO EACH TUBE IS LIMITED TO FOUR ON EACH SIDE OF B.L. 0.0.

10. SUPERFICIALMECHANICAL DAMAGE TO BEARINGAND RETAININGSUPPORTSIS ACCEPTABLEWITHOUT

REPAIR.DISTORTIONAND/OR WEAR THAT CAN BE DETECTEDVISUALLY IS NOTACCEPTABLE.

11. ALL DIMENSIONS ARE IN INCHES UNLESSOTHERWISESTATED.

Figure 32-4. Crosstubedamage limits and repair criteria (Sheet 2 of 2)

32-5
BHT-205A1-MM-1
4. Replace landing gear skid shoes (12) which are
considered unserviceable due to wear or damage.
5. Replace skid tubes (8) which show excessive
wear or damage.
6. Replace crosstubes (6 and 9) if deflection
dimensionexceedsinspectionrequirements.
7. Replace skid shoes (12) if weld bead is worn
flush with parent metal.
8. Replaceskid shoes(12)as follows:
9. Apply walkway coating compound (C-223) to
landing gear steps as follows:
a. Scuff sand primed or painted surfaces with
abrasive cloth or paper (C-423). Clean with aliphatic
naphtha (C-305) and dry with a clean cloth before
naphtha (C-305) and dry with a clean cloth before
naphtha evaporates.
b. Mask area not to receive walkway coating
compound.
c. Spray, brush, or roll two coats of walkway
coating compound (C-223). Allow a minimum of 30
minutes drying time between coats. The first coat
shall be a light coat. Second coat shall be a heavy
crosscoat.
d. Remove masking tape when coating is dry to
touch.
e. There shall be a minimum of 24 hours air dry
prior to walking on coating.
32-6
32-5. INSTALLATION- LANDING GEAR.
1. When assembling landing gear for
helicopter with skid mounted passenger step,
connect electrical wiring as follows:
a. Place grommet on electrical cable and
route cable through hole in skid, located under
forward crosstube saddle and out of hole on top of
skid aft of step actuator bracket.
b. Place grommet over electrical cable
from step actuator. Splice wires of electrical
cables together. (Refer to wiring diagram,
Volume 2, Chapter 98 for wire identification.)
c. Place spliced area of cables inside skid
and install grommets in holes in skid. Seal
openings with sealant (C-308).
2. If separated, assemble skids and crosstubes
by inserting ends of crosstubes into sockets of
skid saddles and installing bolts and washers.
3 Position landing gear and carefully lower
helicopter to seat four mounting points of the
fuselage structure on the supports (1, figure 32-1).
Install four cap assemblies to secure the landing
gear to the fuselage. (Refer to figure 32-1 for cap
and bolt location.) Each cap assembly is secured
with six bolts. Four of the bolts thread into
nutplates in the fuselage structure. Install these
bolts with one washer. Two of the bolts, which are
installed in the inboard holes, are installed with
nuts. Install these bolts placing one washer under
the bolt head and one washer under the nut.
Tighten bolts to a snug fit on each of four cap
assemblies and lower helicopter carefully untilthe
skid gear supports the weight of the helicopter.
CAUTION: ENSURE THAT EACH OF THE
FOUR LANDING GEAR BEARING SUPPORTS
IS CORRECTLY SEATED IN ITS MOUNTING
POINT IN THE FUSELAGE.
4. Tighten six mounting bolts on each cap
assembly to standard torque.
 BHT-205A1-MM-1

5. On helicopters with skid mounted passenger STA STA

69.00 74.30
step, connect electrical connector at bottom of 100-048-6-5
PIN(2 REQD)
fuselage. 30 015-6 COLLAR (2 REQD)

6. Install passenger step. (Refer to Chapter 25.)

32-6. LANDING GEAR CROSSTUBE

SUPPORT.

On helicopters 30153 and subsequent replaceable

crosstube supports are installed. These supports
provide a wider bearing surface and may be 205-030-104
replaced without removing lower fuselage skin. SUPPORT
The 205-030-341 support is used at forward
crosstube and the 205-030-342support is used at aft
crosstube. 100-048-6-8 PIN (3 REQD
30-015-6COLLAR (3 REQD) 100-048-6-11PIN (3 REQD)
30-015-6COLLAR (3 REQD)
32-7. REPLACEMENT - LANDING GEAR
CROSSTUBE SUPPORT. FORWARD CROSS TUBE SUPPORT

1. Remove landing gear. (Refer to paragraph

32-2).

2. Obtain correct support for location as

follows: STA STA
160.00 166.00
a. Left forward - 205-030-341-1. 100-048-6-5PIN (2 REQD)
30-015-6 COLLAR (2 REQD)
b. Right forward- 205-030-341-2.

c. Left aft - 205-030-342-1.

d. Right aft - 205-030-342-2.

3. Remove landing gear. (Refer to paragraph
32-2.)
205-030-342
4. Using a pencil, mark location of support in
reference to supporting structure.
205-030-105
5. Using suitable tools remove collars from
pins. (Refer to figure 32-5.) 00-048-6-8 PIN (3 REQD)
30-015-6 COLLAR (3 REQD)
100-048-6-8 (3 REQD)
CAUTION: USE CARE WHEN REMOVING 30-015-6 (3 REQD)
PINS TO PREVENT DAMAGE TO MOUNTING
HOLES. AFT CROSS TUBE SUPPORT

6. Using suitable punch, drive out pins and 205030-154

remove support.
7. Inspect mounting holes in supporting
structure. Maximum allowable diameter of Figure 32-5. Landinggear crosstube
mounting holes is 0.2016 inch. support fitting

32-7
BHT-205A1 -MM-1
8. If mounting holes exceed limitation,
oversized pins may be installed as follows:
a. If hole can be cleaned up with reamer
between 0.2026and 0.2046inch diameter use a HL
64-6pin of correct length with a HL 87W-6collar.
b. If hole diameter exceeds0.246inch ream to
0.2182to 0.2202inch. Use a HL 220-6pin of correct
length with a HL 293W-6or a HL 93W-6collar.
c. If hole diameter exceeds 0.2202 inch
supporting structure must be replaced.
9. Position replacement support to supporting
structure and align with pencil marks. Clamp
support in place.
32-8
10. Using holes in supporting structure for
guide, drill undersized holes in replacement
support. Ream holes to same size as holes in
supporting structure.
11. Remove support, clean and deburr holes.
Coat support with primer (C-201).
12. Position support to supporting structure.
Coat pins with primer (C-201)and install while
still wet. (Refer to figure 32-5 for pin and collar
identification.)
13. Install collars and apply torque until the
collar's hex head has been twisted off.
14. Install landing gear. (Refer to paragraph
32-5.)

GROUND HANDLING GEAR
32-8. GROUND HANDLING GEAR
(204-050-200).
Two ground handling gear assemblies are provided
for quick mounting on landing skids to allow moving
helicopter on ground. Each assembly consists of two
wheels on an offset axle, a supporting cradle, and
hand-operated hydraulic pump with two rams which
actuate axle to extend or retract wheels. Cradle is
mounted to eyebolts on landing skid by means of a
fixed forward pin and a spring-loaded aft pin.
32-9. REMOVAL- GROUND HANDLINGGEAR.
1. Retract wheels individually, lower helicopter to
skid by tuning T-handle of pump valve.
2. If installed, remove pin (28, figure 32-6) of
lanyard from release p (29).
3. Push release pin (29 to disengage spring-loaded
pin from eyebolt.
4. Pull fixed forward pin (24) from eyebolt, remove
ground handling wheels from skid gear.
32-10. INSPECTION - GROUND HANDLING
GEAR.
1. Inspect tires for proper inflation, cuts, and
excessive wear.
2. Check hydraulic pump (15, figure 32-6) for
proper operation.
3. Inspect hydraulic ram (10) exterior for
scratches or nicks. Scratches or nicks exceeding 0.005
inch in depth are cause for replacement. Polish out
minor scratches with fine India stone. Inspect
threads for damage.
4. Inspect structure for loose and missing bolts,
nuts, and general condition.
BHT-205A1-MM-1
32-11. REPAIR/REPLACE - GROUND HANDLING
GEAR.
1. Inflate tires to 45 psig air pressure. Replace if
badly cut or worn excessively.
2. With ground handling gear removed from skid,
remove either wheel from axle by removing cotter pin,
nut (1, figure 32-6), and retainer (2).
3. Replace tire and tube as follows:
a. Remove wheel assembly (3) by removing
cotter pin, nut (1) and retainer (2). Pull wheel
assembly (3) from axle (4).
b. Deflate tire by removing valve cap and valve
stem.
CAUTION: ENSURE TIRE AND TUBE IS
COMPLETELYDEFLATED BEFORE LOOSENING
WHEEL HALVES, BOLTSAND NUTS.
c. Separate wheel halves by removing nuts,
washer, and bolts. Remove tire and tube from wheel
halves.
d. Replace tires and tubes that have excessive
cuts or wear.
e. Mount tire and tube on wheel half that
contains valve stem hole. Ensure valve stem is
aligned. Mount and align opposite wheel half, install
bolts, washer, and nuts.
f. Inflate wheel assembly (3) to 45 psi.
g. Apply a bead of grease (C-001) against ridge
on axle (4) before assembly of wheel onto axle.
h. Place wheel assembly (3) on axle (4) and
apply another bead of grease (C-001) before assembly
of retainer (2), nut (1), and cotter pin.
4. Replace hydraulic pump (15), as follows:
a. Release hydraulic pressure by turning
T-handle valve hydraulic pump (15) to open.
Rev. 3 32-9
BHT-205A1-MM-1

1. Nut 11. Tee and elbow fitting 21. Hose

2. Retainer 12. Cradle assembly 22. U-bolts
3. Wheel assembly 13. Trunnion 23. Ram arm
4. Axle 14. Set-screw 24. Fixed forward pin
5. Ball-lock pin 15. Hydraulic pump 25. Spring pin
6. Support rod 16. Lubricator fitting 26. Nicopress sleeve
7. Lubricator pin 17. Connecting pin 27. Lanyard
8. Clevis 18. Release pin 28. Pin
9. Set-screw 19. Support pin 29. Release pin
10. Hydraulic ram 20. Spring

205A1 -M-32-6

Figure 32-6. Ground handling gear (204-050-200)

32-10 Rev. 3

b. Place suitable vessel to catch fluid.
Disconnect hoses (21) from tee and elbow fitting (11)
on pump. Cap hoses. Remove tee and elbow fitting
(11) from pump, and install plugs.
c. Remove four nuts and washers from two
U-bolts (22) to detach hydraulic pump (15) from
cradle assembly (12).
d. On replacement pump, remove pipe plug
from outlet and drain fluid. Install tee and elbow
fitting (11) in outlet, aligning open ends of tee across
end of hydraulic pump (15).
e. Place hydraulic pump (15), with outlet aft, on
cradle assembly (12). Install two U-bolts (22) over
pump and through flange of cradle, and secure with
washers and nuts.
f. Connect hoses (21) from each hydraulic ram
(10), to tee and elbow fitting (11) of hydraulic pump
(15).
g. Refill pump with hydraulic fluid (C-002).
h. Pump handle several strokes.
i. Crack hose at tee and elbow fitting (11) on
pump.
j. Pump until no air can be expelled. Tighten
hose connection.
k. If air is still present in hydraulic ram (10),
refill pump and repeat procedure.
1. Tighten or replace bolts, nuts, and hardware
as necessary.
5. Replace hydraulic ram (10), as follows:
a. Release hydraulic pressure by turning
T-handle valve on hydraulic pump (15) to open.
b. Position suitable vessel to catch hydraulic
fluid and disconnect hose (21) from hydraulic ram
(10). Cap hose.
c. Leaving clevis (8) in place, unscrew and
remove hydraulic ram (10) from piston and trunnion
(13).
BHT-205A1-MM-1
d. Remove clevis (8) and ram piston.
e. Remove packing from piston and carefully
install new packing into groove on outboard end of
piston.
f Apply a small amount of hydraulic fluid
(C-002) to packing and push piston into cylinder.
g. Installhydraulicram(10)intotrunnion(13).
Install clevis (8).
h. Uncap and connecthose(21) tohydraulic ram
(10). Accomplish steps 4. g. through k.
32-12. INSTALLATION- GROUND HANDLING
GEAR.
1. If necessary, service ground handling gear as
follows:
a. Lubricate wheels, actuating arms and
cradles with grease (C-001).
b. Check tire pressure to 45 psi.
c. Service hydraulic pump (15, figure 32-6) with
hydraulic fluid (C-002) by holding handling gear
assembly so that pump is in vertical position and
filling pump to filler hole level.
2. Position handling gear assembly, with pump
handle forward, over landing gear skid tube between
eyebolts, and align with eyebolts.
3. Insertfixed forward pin (24) in forward eyebolts
and engage spring-loaded support pin (19) in rear
eyebolt utilizing release pin (18 or 29).
NOTE: On helicopters 30554 and subsequent, pull
pin (28) then release pin (29). Engage release pin (29)
then install pin (28) after installing ground handling
gear.
4. Actuate pump handle to lower wheels and lift
skid gear clear of surface.
Rev. 3 32-11
BHT-205A1-MM-1

32-12A. GROUND HANDLING GEAR 1. Inflate tires. Replace if badly cut or worn
(212-050-200). excessively.
2. With ground handling gear removed from skid,
32-12B. REMOVAL-GROUNDHANDLING
GEAR. remove wheel assembly(1, figure 32-6A) from axle by
removing cotter pin (2), nut (3), retainer (4) and wheel
NOTE: The following procedures are applicable to bearing.
both wheel and tire assemblies of the ground
handling gear. 3. Replace tubeless tire as follows:
1. Retract wheels individually, lower helicopter to a. Remove valve core from valve stem.
skid by turning T-handle of hydraulic pump valve.
WARNING: ENSURE THAT TIRE IS DEFLATED
2. Remove pin (5, figure 32-6A) from cradle PRIOR TO REMOVING WHEEL THROUGH
PRIOR TO REMOVING WHEEL THROUGH
assembly (29). BOLTS IN FOLLOWING STEP.
3. Pull fixed forward pin (34) from eyebolt, remove b. After air flow has stopped, remove nut from
ground handling gear from skid gear. wheel through bolts and separate wheel halves.

32-12C. INSPECTION - GROUND HANDLING c. Remove valve stem, if required.

GEAR.
1. Inspect tires for proper inflation, cuts and
excessive wear.
2. Check hydraulic pump (36, figure 32-6A) for
proper operation.
3. Inspect hydraulic ram (15) exterior for
scratches or nicks. Scratches or nicks exceeding 0.005
inch depth are cause for replacement. Polish out
minor scratches with fine India stone (C-464). Inspect
threads for damage.
4. Inspect structure for loose and missing bolts,
nuts, and general condition.
32-12D. REPAIR/REPLACE - GROUND
HANDLINGGEAR.
NOTE: The ground handling wheel tires may be of
the tube type or tubeless type.
The following procedures are applicable to both wheel
and tire assemblies of the ground handling gear.
d. Remove and discard wheel seal.
4. Replace tube type tire as follows:
a. Remove valve core from tube valve stem.
WARNING: ENSURE THAT TIRE IS DEFLATED
PRIOR TO REMOVING WHEEL THROUGH
BOLTS IN FOLLOWING STEP.
b. After air flow has stopped, remove nuts from
wheel through bolts and separate wheel halves.
Remove tire and tube.
5. Assemble tubeless type wheel assembly (1) as
follows:
a. Place new wheel seal on inboard machined
surface of wheel half.
b. Install new valve stem, if required.
c. Place tire on wheel half. Place opposite wheel
half on tire and align through bolt hole and valve
stem.

32-12 Rev. 3
 BHT-205A1-MM-1

1. Wheel assembly
2. Cotter pin
3. Nut
4. Retainer
5. Pin
6. Washer
7. Nut
8. Axle
9. Lubricator pin
10. Cotter pin
11. Washer
12. Clevis
13. Trunnion
14. Elbow
15. Hydraulic ram
16. Tee
17. Hose
18. Setscrew
19. Bolt
20. Washer
21. Washer
22. Setscrew
23. Retainer
24. Bushing
25. Bushing

30. Washer
31. Nut
32. Spring pin
33. Bushing
34. Fixed forward pin
35. U-Bolt
36. Hydraulic pump
37. U-Bolt
38. Bolt
39. Washer

41. Washer
42. Nut

205A1-M-32-6A

Figure 32-6A. Ground handling gear (212-050-200)

Rev. 3 32-13
BHT-205A1-MM-1
d. Place a steel washer on each through bolt and
install through wheel halves. Install steel washer and
nut on each bolt. Torque nuts 125 to 150 inch-pounds.
e. Inflate tire to 75 psi, inflate 12.5 x 4.5 tire to
90 psi.
6. Assemble tube type wheel assembly as follows:
a. Insert tube into tire. Place tire and tube on
wheel half and feed valve stem through hole in inner
flange of wheel.
b. Place opposite wheel half on tire and align
valve stem and through bolt holes.
c. Place a steel washer on each through bolt and
install through wheelhalves. Install steel washer and
nut on each bolt. Torque nut 125 to 150 inch-pounds.
d. Inflate tire to 75 psi, inflate 12.5 x 4.5 tire to
90 psi.
NOTE: The following procedures are applicable to
both wheel and tire assemblies of the ground
handling gear.
7. Install wheel assembly (1) as follows:
a. Apply a bead of grease (C-001) around axle
shaft and wheel bearing.
b. Place wheel and tire assembly (1) on axle.
Place wheel bearing and retainer (4) on axle. Install
nut (3) and secure with cotter pin (2).
c. Service hydraulic pump and hydraulic rams
with hydraulic fluid (C-002).
8. Replace hydraulic pump (36) as follows:
a. Place suitable vessel to catch fluid.
Disconnect hose (17) from tee (16). Cap or plug open
hose and fitting.
b. Remove nuts (27 and 31) and washers (28 and
30) from two U-bolts (35 and 37).
c. Remove hydraulic pump (36) and U-bolts (35
and 37) from cradle assembly (29).
d. Remove tee (16) from hydraulic pump (36).
9. Install hydraulic pump (36) as follows:
a. Apply tape (C-448) to pipe threads of tee (16)
and install tee (16) in hydraulic pump (36). Position
tee (16) horizontal to hydraulic pump (36).
32-14 Rev. 3
b. Position hydraulic pump (36) on cradle
assembly (29), with tee (16) forward and secure with
U-bolts (35 and 37), washer (28 and 30), and nuts (27
and 31).
10. Remove hydraulic ram (15) and trunnion (13)
as follows:
a. Drain hydraulic fluid.
b. Disconnect hose (17) from elbow (14). Cap or
plug open hoses and fittings.
c. Remove cotter pin (10) from lubricator pin (9)
and remove lubricator pin (9) and washers (11 and
21).
d. Remove elbow (14) from hydraulic ram (15).
e. Remove clevis (12) from hydraulic ram (15).
f. Loosen setscrew (18) and remove hydraulic
ram (15) from trunnion (13).
g. Remove trunnion (13) from cradle assembly
(29).
11. Install hydraulic ram (15) and trunnion (13) as
follows:
a. Position trunnion (13) in cradle assembly (29).
b. Screw hydraulic ram (15) into trunnion (13)
until it bottoms,then back out until hydraulic outlet
is pointing outboard.
c. Install and tighten setscrew (18).
d. Screw clevis (12) into hydraulic ram (15).
e. Insert hydraulic ram (15) and trunnion (13)
into cradle assembly (29).
12. Remove axles (8 and 40) as follows:
a. Remove lubricator pin (9).
bolt b.(38)Remove nut (42), washers (39 and 41), and
c. Remove nut (7), washers (6 and 20), and bolt
(19).
d. Remove axle (8) and retainer (23) from cradle
assembly (29). Remove axle (40) from cradle assembly
(29).
13. Install and drill axles (8 and 40) as follows:
a. Insert axle (40) into cradle assembly (29)
from right side. Position retainer (23) on exposed end
 BHT-205A1-MM-1

Line A-B is 90 degrees to ground handling wheel attaching pins. 205A1-M-32-6B

Figure 32-6B. Ground handling wheel axle drilling (212-050-200)

32-15
BHT-205A1-MM-1
of axle (40), with larger dimension from bolt hole
inboard. Insert axle (8) into axle (40).
NOTE: Step 2 provides procedure to drill axle (8). If
axle is already drilled, proceed to step 3. Axle (40) and
retainer (23) are predrilled.
b. Adjust both clevis (12) with ram fully
extended, to hold both axes at 1.98 inch dimension
(view B, figure 32-6B). Adjust set screw (22, figure
32-6A) to contact axle and allow lubricator pin (9) to
be installed. Install lubricator pin (9). Position arm on
axles (view A, figure 32-6B), and line drill axles 0.316
to 0.322 inch. Remove axle (8, figure 32-6A) and
remove aluminum chips, Reinstall axle (8).
c. Align holes in retainer (23), axle (8), and axle
(40). Install bolts (19 and 38), with washers (20 and
39). Install washers (6 and 41) and nuts (7 and 42).
14. Remove fixed forward pin (34) from cradle
assembly (29) as follows:
a. Remove spring pin (32).
b. Remove fixed forward pin (34) from cradle
assembly (29).
15. Install fixed forward pin (34) in cradle
assembly (29) as follows:
a. Place fixed forward pin (34) with bevel facing
down, in cradle assembly (29).
b. Align holes in cradle assembly (29), with hole
in fixed forward pin (34), and install spring pin (32).
16. Remove bushings (24, 25, 26, and 33) from
cradle assembly (29) as follows:
a. Remove wheel assembly (1), axles (8 and 40),
and forward fixed pin (34), as required, for access to
bushings.
b. Heat cradle assembly (29) and press or pull
bushings (24, 25, 26, and 33) from cradle assembly
(29). Refer to BHT-ALL-SPMmanual.
17. Installbushings(24,25,26, and33)intocradle
assembly (29) as follows.
a. Press in bushing (33) into cradle assembly
(29). Face of bushing to be flush with surface of cradle
assembly (29).
32-16 Rev. 3
b. Ream ID of bushing (33) 0.4995 to 0.5005
inch.
c. Press bushing (25) into cradle assembly (29).
Bushing face shall be flush with surfaces of cradle
assembly (29).
d. Press bushing (25) into cradle assembly (29).
Bushing outboard face shall be flush with surface of
cradle assembly (29).
e. Press bushing (26) into cradle assembly (29).
Bushing outboard face shall be flush with surface of
cradle assembly (29). There will be approximately
0.125 inch space between bushing (26) and bushing
(27).
f. Line ream bushing (24, 25, and 26) 0.5000 to
0.5100 inch.
g. Check pin (5) for slip fit in bushings (24, 25,
and 26) and that pin (5) will lock.
32-12E. INSTALLATION - GROUND HANDLING
GEAR.
1. If necessary, service ground handling gear prior
to installation as follows:
a. Lubricate wheels, actuating arms and cradle
assembly with grease
b. Check tire pressure.
c. Service hydraulic pump (36, figure 32-6A)
with hydraulic fluid (C-002) by holding ground
handling gear assembly so that pump is in vertical
position and filling pump to filler hole level.
2. Install ground handling gear as follows:
a. Position ground handling gear assembly,
with pump handle forward, over landing gear skid
tube between eyebolts, and align with eyebolts.
b. Insert fixed forward pin (34) in forward
eyebolt and place cradle assembly (29) over rear
eyebolt and install locking pin (45) in cradle assembly
(29).
c. Actuate pump handle to lower wheels and lift
skid gear clear of surface.

TAIL SKID
32-13. TAIL SKID.
A tubular steel tail skid is attached on lower aft
section of tailboom. The purpose of the tail skid is to
warn the pilot of a tail-low attitude when landing.
32-14. REMOVAL - TAIL SKID.
1. Remove screws attaching two covers to lower
tailboom fin at aft end oftailboom, and remove covers.
2. Remove nut, washer, and bolt attaching
forward end of skid tube to tailboom structural
member, and pull tube out through support block.
BHT-205A1-MM-1
32-15. REPAIR/REPLACEMENT - TAIL SKID.
1. Repair minor nicks, scratches or dents by
polishingout. (Refertofigure 32-7 for damage limits).
2. Replace cracked or permanently buckled tail
skid.
32-16. INSTALLATION - TAIL SKID.
1 Insert tail skidtube through support block
Align holes in forward end of tail skid with holes in
tailboom structural member, and install attaching
bolt, washer, and nut.
2. Position covers on lower tailboom fin, at aft end
of tailboom, and install attaching screws.
Rev. 3 32-17
BHT-205A1-MM-1

DAMAGE AREA REPAIR SYMBOLS

TYPE OF DAMAGE MAXIMUM DEPTHS AND REPAIR AREAS

MECHANICAL 0.010 In. 0.020 In.

CORROSION
BEFORE CLEANUP 0.005 In. 0.010 In.
AFTER CLEANUP 0.010 In. 0.020 In.

MAXIMUM AREA PER 0.25 Sq. In. 0.50 Sq. In.

FULL DEPTH REPAIR

MAXIMUM LENGTH 1.50 In. 1.50 In.

NUMBER OF REPAIR AREAS 3 5

DENTS None Note 1

205A1-M-32-7-1

Figure 32-7. Tail skid damage limits (Sheet 1 of 2)

32-18 Rev. 3
 BHT-205A1-MM-1

CORROSION

VIEW A
NOTES

1. Smooth dents up to 0.125 inch deep

and up to 0.60 inch in diameter are
acceptable without repair.

2. Scratches and corrosion shall be polished

out to the depth of damage limits.

3. Radial damage across the tube, (W - view

A), is limited to 1/8 of circumference.

205A1-M-32-7-2

Figure 32-7. Tail skid damage limits (Sheet 2)

Rev. 3 32-19/32-20
 BHT-205A1-MM-1

DOORS

TABLE OF CONTENTS

Paragraph Page
Number Title Number

52-1 Doors ............................................................... 52-2

52-2 Seal replacement - doors and fairings ..................................... 52-2
52-3 Crew doors ........................................................... 52-6
52-8 Operational check - crew doors ........................................... 52-6B
52-9 Passenger/cargo door .................................... .......... 52-9
52-14 Operational check and adjustment - passenger/
cargo door ........................................................... 52-10A
52-15 Passenger/cargo door latches ............................................. 52-12
52-18 Crew door ejection mechanism ............................................ 52-13
52-21 Emergency escape panel ................................................ 52-15
52-23A Operational check - emergency escape panel ............................... 52-15
52-25 Hinged panel ..................................... ..................... 52-16A
52-29 Adjustment - hinged panel ............................ ................. 52-18
52-30 Baggage compartment door ................... ........................... 52-18
52-33 Nose access doors ...................................................... 52-19
52-36 Electrical and equipment compartments access doors ......................... 52-19
52-39 Miscellaneous access doors ............................................... 52-19
52-41 Tail rotor driveshaft covers ............................................... 52-20

LIST OF FIGURES

Figure Page
Number Title Number

52-1 Doors, covers, and panels ................... ............................. 52-2

52-2 Access doors .................................. ....................... 52-3
52-3 Crew doors ........................................................... 52-7
52-3A Crew door latch assembly ............................................... 52-8
52-4 Passenger/cargo door ................................................... 52-10
52-4A Locking pin hole repair ................................... ............ 52-10B
52-5 Passenger/cargo door latch ........................ ....................... 52-11
52-5A Emergency escape panel ............................ .. ................. 52-12A
52-6 Crew door ejection mechanism ........................... ................. 52-14
52-7 Emergency escape panel latch adjustment .................................. 2-1
52-8 Hinged panel ........................................................ .. 52-17
52-9 Tail rotor driveshaft covers .................. ............................

52-1
BHT-205A1-MM-1

DOORS

52-1. DOORS. 52-2. SEAL REPLACEMENT - DOORS AND

FAIRINGS.

This chapter provides maintenance data for
passenger/crew doors, emergency exits, cargo doors,
and service doors. (Refer to figure 52-1.) Various doors
and fairings provide access to areas of the airframe.
Many of these have replaceable seals. (Refer to figure
52-2.)
NOTE:Seals may be either rubber or silicone
composition. Bonding procedure is different for
each type. Seals subjected to fuel or oil
contamination (used in the pylon transmission
and engine compartment) should be of polysulfide
or neoprene (rubber type).

1. Nose Compartment Door

2. Driveshaft Covers
3. Fuselage Compartment Doors
4. Passenger/Cargo Door
5. Hinged Panel
6. Crew Door

205900-1069

Figure 52-1. Doors, covers, and panels

52-2
 BHT-205A1-MM-1

LEFT SIDE VIEW

FUSELAGE TOP VIEW

RIGHT SIDE VIEW
1. Stowage Access Door 21. Electrical Controls Access Door
2. Transmission Fairing 22. Electronic Equipment Access Door
3. Pylon Access Door 23. General Access Door
4. Engine Cowl 24. Fuel Control Access Door
5. Fire Extinguishing Access Door 25. Lower Pylon Access Door
6. Upper Engine Cowl 26. Cargo Door
7. Lower Engine Cowl 27. Emergency Door Release Cover
8. Tailpipe Fairing Plate
9. Driveshaft and Electrical 28. Lower Window Access Door
Disconnect Access Door 29. Crew Door
10. Tailpipe Fairing (Lower) 30. External Power Access Door
11. Forward Tail Rotor Shaft Access 31. Driveshaft Access Door
12. Baggage Compartment Door 32. General Access Door
Right Side of Tail Boom 33. General Stowage Access Door
13. Aft Tail Rotor Shaft Access 34. General Access Cover Plate
14. Intermediate (42° ) Gear Box Access 35. Cargo Hook Mirror Access Door
15. Vertical Fin Driveshaft Access 36. General Access Door
16. Tail Rotor Chain Access Door 37. General Access Door
17. Ventral Fin Fairing 38. Pitot Tube
18. General Access 39. Nose Compartment Access Door
19. Flight Controls Access Door 40. Engine Oil Tank Access Door
20. Flight Controls Access Door 41. Fuel Cell Access Door
205900-35-1B

Figure 52-2. Access doors (Sheet 1 of 2)

52-3
BHT-205A1-MM-1
FUSELAGEBOTTOMVIEWLOOKINGUP
CABINFLOOR
42. Flight Controls Access Door
43. Flight Controls Access Door
44. Flight Controls Access Door
45. Flight Controls Access Door
46. General Access Door
47. Fuel Lines Access Door
48. Access Door
49. Access Opening for Cargo Hook
50. Access Door
51. Access Door
52. Cabin Heater Duct Access
53. Fuel Lines Access Door
54. General Access Door
55. Access Door
56. Cabin Heater Duct Access Door
57. General Access Door
58. Access Door
59. Cabin Heater Duct Access Door
60. Access Door
61. Cabin Heater Duct Access Door
Figure 52-2.
52-4
CABINAFT BULKHEAD
VIEW LOOKING AFT
62. Flight Controls Access Door
63. Flight Controls Access Door
64. Flight Controls Access Door
65. Antenna Access Cover
66. General Access Door
67. Flight Controls Access Door
68. Lower Nose Electrical Access Door
69. Controls Access Door
70. Controls Access Door
71. General Access Door
72. General Access Door
73. Auxiliary Fuel Tank Fittings
Cover Plate
74. Access Door
75. Dual Collective Stick Cover
76. Dual Cyclic Stick Access
77. Cyclic Stick Electrical Access Door
78. Hydraulic Controls Access Door
79. Access Door
205900-35-2B
Access doors (Sheet 2 of 2)

1. Determine type of seal being replaced by
cutting a small specimen from damaged seal and
subjecting it to flame. Silicone seals are more
rapidly affected by flame and willleave a gray ash
residue. Rubber type seals are much more fire
resistant and will leave a black ash residue
2. Remove all paint and primer from metal
surface where seal is to be applied.
3. Clean new seal and metal where it is to be
applied with MEK (C-309)or equivalent and dry
with clean cloth.
NOTE:It is necessary to thoroughly clean surfaces
before sanding to preclude working any foreign
matter into pores of material.
4. Sand mating surfaces of seal and metal with
180 sandpaper (C-423).
5. Clean sanded surfaces with MEK (C-309) or
equivalent and dry with a clean cloth.
6. Bond rubber type (black ash) seals as
follows:
a. Apply an even coat of rubber adhesive
(C-311) to bond surfaces of seal and metal.
b. Allow adhesive to air-dry 10 to 15 minutes
at 75°F (24°C) or above. Adhesive should be
aggressively tacky and adhere, but not transfer to
finger when touched.
BHT-205A 1-MM-1
c. Repeat steps a. and b. Second coat is
mandatory to obtain good adhesion.
d. Start at one end and roll on seal. All air
must be expelled from bond area to ensure proper
contact and adhesion.
e. Air cure for a minimum of 4 hours at 75°F
or above
7. Bond silicone composition (gray ash) seals
as follows:
a. Apply an even coat of silicone adhesive
(C-300)to bond surfaces of seal and metal.
CAUTION: DO NOT CAP ADHESIVE AFTER
MIXTURE. MIXTURE RELEASES HYDROGEN
GAS WHICH CAN CAUSE HIGH PRESSURES.
POT LIFE OF THIS ADHESIVE IS 2 TO 4 HOURS.
b. Air-dry at 75°F (24°C) or above for at least
an hour, but not to exceed 8 hours.
c. Start at one end and roll on seal. All air
must be expelled from bond area to ensure proper
contact and adhesion.
d. Curing time for 3300, 7 days at 75°F (24°C).
Curing may be accelerated by heating 110 to 115° F
(43 to 46°C) for 18 hours.
52-5
BHT-205A1-MM-1
CREW/PASSENGER
52-3. CREW DOORS.
The two crew doors are hinged on the forward side
and are equipped with a latch assembly, which
may be operated from either side of the door, to
secure the door in the closed position. Each door
incorporates three transparent acrylic plastic
windows. In an emergency, doors may be
jettisoned by pulling the EMERGENCY
RELEASE handle mounted inside the cabin
forward of each door.
52-4. REMOVAL - CREW DOOR.
1. Open crew door (4, figure 52-3).
CAUTION: ENSURE DOOR IS SUPPORTED
BEFORE EMERGENCY RELEASE HANDLE (15)
IS PULLED.
2. Support crew door while pulling
EMERGENCY RELEASE handle (15).
3. Lift crew door from helicopter.
52-4A. DISASSEMBLY - CREW DOOR.
1. Remove latch assembly parts, only to the
extent required for replacement, as follows:
a. Remove cotter pin (16, figure 52-3A) and
pin (14) to remove latch rod (5) from latch arm.
b. Remove inner access door (9) and plug
button from inner face of door.
c. Remove cotter pin (26) and pin (25). Remove
rod (24) from bellcrank (21).
d. Unscrew aft end of rod (24) from rod end on
latch assembly (10) and remove rod through aft side
e. Remove screws (17) to detach latch plate
from inner face of door. Hold latch shaft (13) while
sliding latch assembly (10) off inboard end.
f. Remove two screws (15). Remove outer
handle (11) from end of latch shaft (13).
52-6
DOORS
g. Disconnect latch rod (29) from bellcrank
(21) by detaching spring (28) and removing pin (27).
h. Remove plug button from inner face of door
and remove nut (23), washers (20 and 22), and bolt
(19). Remove bellcrank (21) from the support.
i. Remove pin (4), unscrew roller assembly (3),
and remove latch rod (5) down through door.
Removelatch rod (29) in the same manner.
52-5. INSPECTION - CREW DOOR.
1. Inspect crew door (4, figure 52-3) for cracks,
dents, corrosion, and other damage.
NOTE:Corrosion pits shall be no larger than 0.060
inch in major surface dimension and 0.020 inch in
depth. Frequency shall not exceed 14 per square
inch. Corrosion pits that exceed limits will be
reworked in accordance with FAA Publication AC
43.13.1A Aircraft Inspection and Repair Manual.
2. Inspect hinges (7, 9, 11, and 13) for wear,
cracks, and corrosion.
3. Visually inspect latching mechanism for
general condition and wear.
4. Inspect windows for cracks, clarity, and fit.
5. Inspect seals for damage and deterioration.
52-6. REPAIR- CREWDOOR.
1. Repair or replace window, if defective. (Refer
to Chapter 56.)
2. Replace damaged or deteriorated seals. (Refer
paragraph 52-2.)
3. Remove contamination as follows:
a. Scrub affected area using cleaning
compound (C-318) and cloth until free of
contaminant.
b. Thoroughly rinse with water.

c. Atomize a mist of distilled water onto the
surface being tested.
NOTE: If the water gathers into distinct droplets
within 25 seconds, the surface failed the test and
shall be cleaned and retested. If the water droplets
form into a continuous film of water without a
sudden flashout, the surface passed the test.
4. Repair minor corrosion area as follows:
NOTE: Corrosion pits shall be no larger than 0.060
inch in major surface dimension and 0.010 inch in
depth. Frequency shall not exceed 14 per square
inch. Corrosion pits that do not exceed limits wi
be repaired.
a. Clean surface. (Refer to step 3.)
b. Brush corrosion pits with alcoholic
phosphoric acid solution (C-344). Allow solution to
remain on surface one to three minutes.
c. Thoroughly rinse surface with clean water.
d. Dry surface with clean cloth or filtered
compressed air.
e. Apply aluminum conversion solution
(C-100).
(C-100). (Refer
(Refer to
to Chapter
Chapter 20.)
20.)
f. Install door seal, if removed. (Refer to
paragraph 52-2.)
g. Mask area not to be painted. Apply
polyamide primer (C-204) and top coat. (Refer to
Chapter 20.)
5. Repair major corrosion area as follows:
NOTE:Repair corrosion pits 0.010 to 0.020 inch in
depth. A maximum of 0.005 inch of metal may be
removed.
a. Clean surface. (Refer to step 3.)
b. Rework corroded area using aluminum
oxide abrasive cloth (C-406) or abrasive cloth
(C-423) and MEK (C-309).
c. Install door seal, if removed. (Refer to
paragraph 52-2.)
BHT-205A1-MM-1
d. Mask area not to be painted. Apply
polyamide primer (C-204) and top coat. (Refer to
Chapter 20.)
52-6A. REASSEMBLY- CREW DOOR.
1. Install upper window (2, figure 52-1). (Refer to
Chapter 56.)
2. Install sliding window (6). (Refer to Chapter
56.)
56.)
3. Install latch assembly (10, figure 523A), rod
(24), and latch rods (5 and 29) as follows:
a. Install latch rod (5) upward through door,
and screw roller assembly (3) into latch rod.
b. Align pin holes in latch rod and roller
(4).
assembly. Install pin
assembly. Install pin(4).
c. Install latch rod (29) in the same manner.
d. Position bellcrank (21) and install bolt (19),
washers (20 and 22), and nut (23). Install plug
button in inner face of door.
e. Connect latch rod (29) to bellcrank (21) with
pin (27) and spring (28).
f. Position outer handle (11) on latch shaft (13)
and install screws (15).
g. Hold latch shaft (13) and slide latch
assembly (10) on inboard end. Install screws (17.).
h. Install rod (24) through aft side of door, and
screw rod on latch assembly (10).
i. Adjust rod (24) to align with bellcrank (21),
and install pin (25) and cotter pin (26).
j. Install plug button in inner face of door, and
install inner access door (9).
k. Align latch rod (5) with arm on latch
assembly (10) and install pin (14) and cotter pin (16).
- CREWDOOR.
52-7. INSTALLATION
1. Pull EMERGENCY RELEASE handle (15,
figure 52-3) and align door hinge halves (7, 9, 11,
and 13). Guide hinge pins through door hinge holes.
52-6A
BHT-205A 1-MM-1

2. If hinges (11 and 13) have been replaced, peel c. Inspect crew door. (Refer to paragraph 52-5.)
shims (12 and 14), as required, for door alignment.
Install hinges with long hinge pin bushings inserted d. If all parts are serviceable, install door.
through nose skin. (Refer to paragraph 52-7).

3. Apply adhesive (C-308) to fill gap between e. If parts are not serviceable, refer to
bushings and skin. Shims (8 and 10) may be peeled paragraph 52-6 for corrective action.
for additional alignment.
4. Perform operational check. (Refer to
paragraph 52-8.)

52-8. OPERATIONAL CHECK - CREW DOOR.

1. Place door in closed and locked position, with

latch handles in fore-and-aft position.

2. Ensure door is securely held. Vertical latch

rods (16, figure 52-3) should be extended to engage
two strikers (1 and 3) at top of door opening.

NOTE: Clearance, between top of roller (16) and

door opening, should be 0.08 inch.

3. Turn inner handle to the unlocked position.

Latch rod roller assemblies should retract from
upper strikers (1 and 3). Latch should remain
engaged with latch striker (5).

4. Turn inner handle to the open position. Latch

should disengage from latch striker (5), and door is
free to open.

5. Close door and place handle in the locked

position and perform emergency jettison of door as
follows:

CAUTION: ENSURE A MAN IS STATIONED TO

CATCH THE DOOR WHEN THE EMERGENCY
RELEASE HANDLE (15) IS PULLED. DO NOT
ALLOW DOOR TO FALL.

a. With a man stationed to catch the door, pull

EMERGENCY RELEASE handle (15). Check for
smooth operation, hinge pins and latch striker (5)
retracting.

b. With crew door removed, allow

EMERGENCY RELEASE handle to return to
normal position. Check hinge pins extend through
hinge halves (11 and 13), and latch striker (5) moves
to latch position.

52-6B
 BHT-205A 1-MM-1

1. Upper forward striker

2. Backing plates
3. Upper aft striker
4. Crew door
5. Latch striker
6. Outer handle
7. Upper door hinge half
8. Shim
9. Lower door hinge half
10. Shim
11. Lower door hinge half
12. Shim
13. Upper door hinge half
14. Shim
15. Emergency release
handle
16. Latch rod roller

TYPICAL ROLLER
CLEARANCE IN
LOCKED POSITION

205030-1056

Figure 52-3. Crew door

52-7
BHT-205A1-MM-1

1.
1. Roller assembly
Roller assembly
2. Upper window
3. Roller assembly
4. Pin
5. Latch rod
6. Sliding window
7. Lift handle
8. Adjustable stop
9. Inner access door
10. Latch assembly
11. Outer handle
12. Inner handle
13. Latch shaft
14. Pin
15. Screw
16. Cotter pin
17. Screw
18. Lower access door
19. Shoulder bolt
20. Washer
21. Bellcrank
Washer
Nut
22.
23.
24. Rod
25. Pin
26. Cotter pin
27. Pin
28. Spring
29. Latchrod
30. Hinge halves
31. Forward window

Figure 52-3A. Crew door latch assembly

52-8
 BHT-205A1-MM-1

52-9. PASSENGER/CARGODOOR. -174 AND SUBSEQUENT IS NOT

AUTHORIZED. THE 205-032-669-173 AND -174
PASSENGER/ CARGO DOORS DO NOT
A large sliding door operating on rollers and REQUIRE THE 212-030-629-101
AND-102 DOOR
tracks gives access to the passenger-cargo area on DEFLECTORS THAT ARE USED ON
each side of the forward fuselage. Each door has a EMERGENCY FLOAT KIT.
latch and two jettisonable windows which can be
used as emergency escape hatches. Each door may 1. Replace worn, damaged or unserviceable
be secured in the open position by means of a components.
retractable stop located on the aft cabin bulkhead.
2. Repair minor damage to windows. (Refer to
Chapter 56.)
NOTE: Helicopters 30329 and subsequent have
emergency escape hatches that are push out 3. Repair lock pin hole as follows:
windows for emergency exits.
a. Drill cracked or elongated lock pin hole 0.654
52-10. REMOVAL - PASSENGER/CARGO to 0.658 inch, countersink 100 degrees as shown in
DOOR. figure 52-4A and deburr.

1. Unlatch passenger/cargo door, retract b. Make a radius block to dimensions shown in

open-position stop and remove rubber stop from
aft end of lower door track.
2. Remove inside door handle and latch
guards.
3. Remove screw (3, figure 52-4) and stop (2)
from aft end of lower track (on fuselage behind
door) and slide door aft until it clears track.
52-11. INSPECTION- PASSENGER/CARGO
DOOR.
1. Inspect door for dents, damage, and cracks.
2. Inspectlatch for binding, wear, damage, and
security of mounting.
3. Inspect door windows. (RefertoChapter56.)
figure 52-4A.
c. Sand top surface ofradius block andinside
surface of doorframe extrusion with 400 abrasive
cloth (C-423). Clean surfaces with naphtha
(C-305) and clean cloth. Wipenaphtha from parts
before it can evaporate. Cleanliness is essential to
a good repair.
d. Mix epoxy adhesive (C-311) per
manufacturers instruction and coat faying surfaces
and rivnut seat. Care must be taken to ensure there
are no trapped air bubbles in the adhesive.
e. Slide radius block into place on inside
surface of doorframe extrusion through lock pin
inspection hole (a proper hook made from lockwire
will help prevent dropping radius block during this
operation).

4. Inspect door lock caution switch. (Refer to f. Insert rivnut through doorframe extrusion
Volume 2, Chapter 96.) and radius block and pull as shown in figure 52-4A.
52-12. REPAIR/REPLACE - PASSENGER/ g. Drill threaded section out of rivnut using X
CARGO DOOR. drill (0.397 inch).

CAUTION: 205-032-669-173 and -174 h. Apply primer (C-204) to radius block and
PASSENGER/ CARGO DOORS MAY BE USED
AS A REPLACEMENT FOR 205-032-669-009
AND -010 RESPECTIVELY. IT IS MANDATORY
THAT THE ORIGINAL TYPE PASSENGER/ 4. Replace unserviceable latch. (Refer to
CARGO DOOR ASSEMBLIES BE REPLACED
IN PAIRS; A MIXING (UNSYMMETRICAL 52-13. INSTALLATION - PASSENGER/
ARRANGEMENT) OF ORIGINAL TYPE CARGO DOOR.
PASSENGER/CARGO DOORS PRIOR TO -173 1. Position door with forward edge in line with
AND NEW PASSENGER/ CARGO DOORS -173, aft end of door tracks.

52-9
BHT-205A1-MM-1

1. Door {205-032-669-5 & 6}

3. Screw
4. Emergency escape panels
(205-032-669-13 & -14 door) 8. Cover
5. Emergency escape latch 9. Screw
(205-032-669-13 & 14 door) 10. Spacer
6. Latch pin inspection hole (6) 11. Door (205-032-669-173& 174)
7. Decal - latch pin inspection hole (6) 12. Decal - emergency PUSH HERE (32)
205030-1009C

Figure 52-4. Passenger/cargo door (Sheet 1 of 2)

52-10
52-10
 BHT-205A1-MM-1

205030-1009-2

Figure 52-4. Passenger/cargo door (Sheet 2 of 2)

2. Start rollers and slider through cut-outs at
aft ends of tracks. Push door forward.
3. Install rubber stop with screws at aft end of
lower track on fuselage.
4. Install inside handle and latch guards.
52-14. OPERATIONAL CHECK AND
ADJUSTMENT - PASSENGER/CARGO DOOR.
1. Place passenger/cargo door to full closed
and latched position. Check that upper edge of
door is parallel to top of cabin door frame.
2. Use adjusting screw (8, figure 52-5) to
adjust so that upper and lower cams (9) will
bottom simultaneously. Secure screws with
lockwire (C-405) after adjustment has been
obtained.

52-10A
BHT-205A1-MM-1

SEE
VIEW B (RADIUS BLOCK)

DOOR INSPECTION

VIEW B (RADIUS BLOCK)

214030-64

Figure 52-4A. Locking pin holes repair

52-10B
 BHT-205A1-MM-1

SECTIONAA

4. Actuating Arm
5. Door Latch
1. Door Latch Installation
2.
3. Hanger
Door Handle Installation
4.
5. Actuating
Door Latch Arm
Installation
6.
7. Tension Spring
Door Latch Support
8. Adjusting Screw and Lockwire
9. Cam

VIEW LOOKING IN LEFT SIDE 205032-2C

Figure 52-5. Passenger/cargo door latch

52-11
BHT-205A1-MM-1
3. If door is out of alignment, loosen screws
attaching roller support and slider (or roller)
support on rear edge of door. Adjust slider support
(lowest of two supports on rear edge parallel to
door frame). Tighten slider support screws.
4. Adjust roller support (upper of two on rear
edge) so that roller is fully engaged in track.
Tighten attaching screws.
5. Operate door through full travel while
checking that all rollers on upper edge are fully
engaged in track at all positions. Adjust roller
supports as required.
6. With door fully closed and latched, check
that lower door track is engaged not less than 0.25
inch in cabin door channel without restricting
door travel through full range from closed to open
positions. Be sure door track attaching screws are
tightened after adjustment.
7. Adjust lock caution light switch. (Refer to
Volume 2, Chapter 96.)
8. An operational check of emergency escape
panels located in passenger/cargo doors will be
conducted.
a. Close and latch passenger/cargo door.
b. From inside the cabin, remove from the
emergency escape panel the lower three screws and
spacers securing the D handle cover. Leave top
screw and spacer securing shear wire in place. Slip
emergency release handle cover from the fourth
screw.
c. Maintain a secure grip on the emergency
release handle and rotate to the open position.
Continue to support the emergency escape panel
while pressing gently out and down on the bottom of
the panel. As the bottom of the escape panel clears
the door frame, the guide pins located on the top
edge of the escape panel should slide free of the door
frame releasing the emergency escape panel from
the helicopter.
d. Remove exposed emergency release handle.
Remove inside skin, 30 screws around perimeter.
e. Inspect the passenger/cargo door emergency
escape system for the following:
52-12
(1) Reasonable torque on the emergency
release handle breaks the shear wire holding the
handle and rotates the handle to the open position.
(2) The emergency escape panel slides easily
from the door frame.
(3) The edges of the emergency escape panel
and the door frame are free from corrosion and
contamination. The panel and door seals are free
from damage and deterioration.
(4) The emergencyescape panel lockingpin
holes in the door frame are free from cracks and are
within tolerance.
(5) Escape panel locking pins are smooth,
free from corrosion or contamination. Minor pits less
than 0.03 inch in diameter that do not affect
smooth pin withdrawal from door frame are
acceptable.
(6) Escape panel locking pins are properly
adjusted to the dimensions shown in figure 52-5A
when the emergency release handle is rotated to the
full open position.
f. Install emergency escape panel in door as
follows:
(1) Rotate emergency release handle to full
open position and check to be certain all lockpins are
retracted.
(2) Align guide pins on top edge of
emergency escape panel with corresponding holes in
door frame and insert escape panel into door cavity.
Rotate emergency release handle to closed position
(light pressure on outside of escape panel at pin
locations may be necessary to compress seals and
allow lockpins to slide easily in place). Visually
inspect through inspection holes, (Fig. 52-5A)
minimum 0.50 inch lock pin engagement in door
frame.
(3) Secure the emergency release handle in
closed position with shear wire (C-414) (Refer to
figure 52-5A.) Slip emergency release handle cover
under screw head and secure with three screws and
spacers.
52-15. PASSENGER/CARGO DOOR
LATCHES.
 BHT-205A1-MM-1

Figure 52-5A. Emergency escape panel

52-12A
52-12A
BHT-205A1 -MM-1

52-16. REMOVAL - PASSENGER/CARGO

DOOR LATCHES.

NOTE: The following instructions are for

removing the upper door latch. Procedure for
removing lower door latch is the same.

1. Unhook the tension spring (6, figure 52-5)

from the door latch (1) and from hanger (2) on the
door structure.

2. Remove cotter pin, washer, and guide pin

from actuating arm (4) and door latch.
3. Remove cotter pin, washer, and guide pin
from door latch and door latch support (7).
4. Remove door latch.

52-17. INSTALLATION - PASSENGER/

CARGO DOOR LATCHES.

NOTE: The following instructions are for

installing the upper door latch. Procedure for
installing the lower door latch is the same.

1. Insert door latch (1, figure 52-5) in doorlatch

support (7).

2. Align door latch to door latch support and

insert guide pin. Secure guide pin with washer and
cotter pin.
3. Align actuating arm (4) to door latch and
insert guide pin. Secure guide pin with washer and
cotter pin.
4. Connect tension spring (6) to door latch and
to hanger (2) on door structure.

52-12B

EMERGENCY
5 2 - 1 8. CREW DOOR EJECTION
MECHANISM.
52-19. REMOVAL
- CREWDOOREJECTION
MECHANISM.
1. Remove cotter pin, washer, and pin (21,
figure 52-6) to detach ejection handle cable (22)
from plate (25).Whenrequired, detach two clamps
(29) which secure ejection handle tube (28) to
support angle and pull handle assembly up
through grommet (27)to remove.
2. Detach ejection cable swivel (20) from plate
(25) by removing nut and washer. Pull swivel from
end of cable (19).Keep nut and washer with swivel.
3. Remove two bolts (18) and washers to detach
support (16)from structure. Pull hinge pins (17and
23) free of hinge bushings, and remove assembled
ejection mechanism from inboard side of nose
structure.
4. Disassemble ejection mechanism as follows:
a. Remove cotter pins and two pins (14) to
detach upper and lower hinge pins (17and 23)from
plate (25) and link (13).
b. Remove bolt (26) with nut, washers, and
spacer (24)to separate plate and link from support
(16).
5. To remove ejection cable: Disconnect aft end
fork of cable (9) from latch striker (1)by removing
cotter pin and pin (3).Pull cable aft out of flex tube
(7) leaving tube in place.
52-20. INSTALLATION - CREW DOOR
EJECTIONMECHANISM.
1. Check ends of ejection cable flex tube for
proper installation:
a. Aft end of flex tube (7, figure 52-6) should
be positioned vertically at Station 68.96 in door
post, secured between clamp (4) and spacer (5)
attached to bracket (6) on structure with two
screws, washers, and nuts. End of tube should
extend 0.10 inch above clamp.
BHT-205A1-MM-1
EXIT
b. Forward end of flex tube should pass up
through grommet (12)in nose structure forward of
door opening, and be secured between clamp (10)
and spacer (11) attached to structure with two
screws, washers, and nuts. End of tube should
extend 0.10 inch above horizontal angle atW.L. 30.
2. Thread plain end of ejection cable (9)
through flex tube (7) from aft end. Attach cable
fork terminal on aft end of latch striker(1) with pin
(3) secured by cotter pin. Check that spring (2) is
attached between striker and bracket in door post.
Forward end of cable will be attached during
installation of ejection mechanism. (Refer to step
4.)
3. Install ejection mechanism.
a. Insert spacer (24) through pivot holes of
plate (25) and link (13). Place standard steel
washer on bolt (26),and insert bolt from plate side
through spacer. Place thin aluminum alloy washer
on bolt next to spacer, and insert bolt (26)through
support (16). Install nut (15) and aluminum alloy
washer on outboard end of bolt and torque 50 to 70
inch-pounds.
b. Position slotted ends of hinge pins (17and
23) between plate (25) and link (13), align holes,
and install pins (14) secured by cotter pins.
c. Position assembly in nose structure, with
hinge pins inserted in hinge bushings and support
(16) resting on horizontal structural member at
W.L.30. Align support (16)to holes with plate nuts,
and install two bolts (18) with aluminum alloy
washers. Torque bolts 20 to 25 inch-pounds.
d. Position ejection handle (30) with cable
tube (28) inserted through grommet (27) at W.L.
35.56.Align tube clamps (29)to mounting holes in
angle and attach with two screws, washers, and
nuts.
e. Connect fork terminal of cable (22) to
forward end of plate (25)with pin (21),washer, and
cotter pin.
4. Connect ejection cable (9) with swivel (8) to
hole with bushing in middle of plate (25). Adjust
52-13
BHT-205A1-MM-1

1. Latch Striker 16. Support

2.
3. Spring
Pin 17.
18. Bolt Hinge Pin
Lower

5. S triker 16.
19. Support
Ejection Cable
4. Clamp
6. Bracket 21. Pin
7. Flex Tube 22. Cable Assembly
8. Swivel 23. Upper Hinge Pin
9. Ejection Cable 24. Spacer
10. Clamp 25. Plate
11. Spacer 26. Bolt
12. Grommet 27. Grommet
13. Link 28. Tube
14. Pin 29. Clamps
15. Nut 30. Ejection Handle
212030-35C

Figure 52-6. Crew door ejection mechanism

52-14

cable length to remove slack with hinge pins
extended and latch striker (1) held down in
latching position, and tighten nut on swivel to
hold end of cable securely.
5. Pull ejection handle and check for smooth
operation, with hinge pins retracting and latch
striker moving up to release position. Allowhandle
to return to normal position, observing that hinge
pins extend and latch striker moves down to
52-21. EMERGENCY ESCAPE PANEL.
Two emergency escape panels (4, figure 52-4) are
installed in each passenger/cargo door. The
escape panel can be jettisoned from either inside or
outside the helicopter.
52-22. REMOVAL - EMERGENCYESCAPE
PANEL.
1. Remove cover over inside or outside
emergency release handle.
2. Support panel and turn release handle. Push
panel outward from bottom and lower until upper
guide pins are free.
52-23. INSTALLATION - EMERGENCY
ESCAPE PANEL.
1. Ensure that release handle is positioned so
bottom and side pins are retracted.
2. Raise panel to position from outside of
passenger/cargo door. Engage upper guide pins.
3. Turn release handle to engage bottom and
side pins. Check for latch pin engagement through
inspection holes. (Refer to paragraph 52-24.)
4. Secure release handle to one of the handle
cover screws using shear wire (C414).
5. Install cover (8, figure 52-4) over release
handle using screws (9) and spacers (10).
52-23A. OPERATIONAL CHECK
EMERGENCYESCAPE PANEL.
1. Close and latch passenger/cargo door.
BHT-205A1-MM-1
2. From inside the cabin, remove from the
emergency escape panel the lower three screws and
spacers securing the D handle cover. Leave top
screw and spacer securing shear wire in place. Slip
emergency release handle cover from the fourth
screw, figure 52-4.
3. Maintain a secure grip on the emergency
release handle and rotate to the open position
Continue to support the emergency escape panel
while pressing gently out and down on the bottom of
the panel. As the bottom of the escape panel clears
the door frame, the guide pins located on the top
edge of the escape panel should slide free of the
doorframe releasing the emergency escape panel.
4. Verify the following emergency escape system
characteristics:
a. Reasonable torque on the emergency
release handle breaks the shear wire holding the
handle and rotates the handle to the open position.
b. The emergency escape panel slides easily
from the doorframe.
c. The edges of the emergency escape panel
and the doorframe are free from corrosion and
contamination.
d. The emergency escape panel locking pin
holes in the doorframe are free from cracks and are
within tolerance, figure 52-6A,detail C.
e. Escape panel locking pins are smooth, free
from corrosion or contamination. Minor pits less
than 0.03 inch in diameter that do not affect
smooth pin withdrawal from door frame are
acceptable.
f. Escape panel locking pins are properly
adjusted to the dimensions shown in figure 52-6A,
detail B, when the emergency release handle is
rotated to the full open position.
5. Install emergency escape panel in door as
follows:
a. Rotate emergency release handle to full
open position and check to be certain all lockpins are
retracted.
52-15
BHT-205A1-MM-1

b. Align guide pins on top edge of emergency
escape panel with corresponding holes in doorframe
and insert escape panel into door cavity. Rotate
emergency release handle to closed position (light
pressure on outside of escape panel at pin locations
may be necessary to compress seals and allow
lockpins to slide easily in place). Visually inspect
through inspection holes, for a minimum of 0.50
inch lockpin engagement in doorframe.
2. If latch pins (3) are out of adjustment,
remove inside D ring handle, 30 screws, and inner
skin of emergency exit panel.
3. Remove lockwire, loosen locknut (2) on
the rod ends and adjust latch pin (3), flush with
outside surface to a maximum of 0.03 inch
protruding. Tighten locknut (2) and secure with
lockwire (C-405) as shown in figure 52-7.

c. With pin (3, figure 52-7) in extended 4. Install inner skin, 30 screws and D ring
(locked) position, paint tip white to within 0.03 handle.
inch of door structure.
d. Secure the emergency release handle in
the closed position with shear wire (C-414),figure
52-6B, detail A. Slip emergency release handle
cover under screw head and secure with three
screws and spacers.
1. Lockwire
52-24. ADJUSTMENT - EMERGENCY 2. Locknut
ESCAPE PANEL LATCH SYSTEM. 3. Latch Pin
212030-156

1. With latch in the unlocked position, latch

pins (3, figure 52-7) must be flush with outside Figure 52-7. Emergency escape panel
surface to a maximum of 0.03 inch protruding. latch adjustment

52-16

CARGO
52-25. HINGED PANEL.
The hinged panel, just ahead of the sliding door,
provides a wider opening for cargo loading.
52-26. REMOVAL- HINGEDPANEL.
1. Open sliding passenger/cargo door.
2. Operate latch handle of hinged panel to
release pins from upper and lower channels of
panel opening. Swing hinged panel open.
3. Disengage stop spring from stud at top
of opening.
4. Remove quick-release pins from hinges.
Lift off hinged panel.
52-27. REPAIR/REPLACE - HINGED PANEL.
1. Remove latching mechanism as follows:
a. Remove screws (6, figure 52-8) and remove
cover (5).
b. Remove screws (23) and remove cover(22).
BHT-205A 1-MM-1
c. Remove eight screws and three nuts (10)
with washers to detach escutcheon (11). Remove
escutcheon and handle (13) as an assembly.
d. Remove cotter pin and pin (14) to detach
tube (9) from spindle assembly (12). Pull tube
inboard until pin (7) is free of guide in panel.
Remove pin from tube and remove tube through
access opening at top of panel.
e. Remove cotter pin and pin (14) to detach
tube (15) from spindle assembly (12). Pull tube
inboard until pin (16) is free of guide in panel.
Remove pin from tube and remove tube through
access opening at bottom of panel.
f. To remove striker mechanism from top or
bottom of panel, remove screw (17), washer, and
nut. Remove striker guide (18), shim (19), plate (20),
and striker (21).
2. Install latching mechanism as follows:
a. Position striker guide (18) on outside
surface of panel and shim (19), plate (20), and
striker (21) on inside surface of panel. Intall two
screws (17) with washers and nuts.
52-16A/52-16B
 BHT-205A1-MM-1

1. Quick release pin 14. Pin

2. Positioning spring 15. Tube
3. Pivot 16. Pin
4. Hinge 17. Screw
5. Cover 18. Striker guide
6. Screw 19. Shim
7. Pin 20. Plate
8. Nut 21. Striker
9. Tube 22. Cover
10. Nut 23. Screw
11. Escutcheon 24. Door post
12. Spindle assembly 25. Hinged panel
13. Handle 214030-37A
214030-37A
205-030-306M

Figure 52-8. Hinged panel

52-17
BHT-205A1-MM-1

b. Insert tube (9) through access opening at
top of panel. Install nut (8) and pin (7) on tube.
Insert pin through guide at top of hinged panel.
Connect tube (9) to spindle assembly (12) using
pin (14) and cotter pin.
c. Insert tube (15) through access opening
at bottom of panel. Install pin (16) on tube.
Insert pin through guide at bottom of hinged
panel. Attach tube (15) to spindle assembly (12)
using pin (14) and cotter pin.
d. Install covers (5 and 22) after completion
of operational check and adjustment.
52-28. INSTALLATION - HINGED PANEL.
1. Align hinged panel (25, figure 52-8) on
hinges and install quick release pins (1).
2. Swing hinged panel partly closed and
engage the positioning spring on pivot at top of
door opening.
3. Close hinged panel and operate handle (13)
to extend latch pins (7 and 16) into holes in upper
and lower structural channels of frame.
4. Close sliding passenger/cargo door to check
for proper latching.
4. Check action of positioning spring (2) on
pivot (3) as hinged panel is opened. Detent in
spring slot should catch and hold hinged panel at
approximately 90 degrees to fuselage. Hook of
spring should catch when hinged panel is forced
beyond detent.
5. With hinged panel (25) closed and latched,
slowly close passenger/cargo door. Check for
proper engagement of latches on passenger/cargo
door with striker (21). When adjustment is
necessary, remove cover over striker. Adjust
striker position by means of slotted mounting
holes, or adjust thickness of laminated shim (19).
Reinstall cover with mounting screws, washers,
and nuts when adjustment is complete.
52-30. BAGGAGE COMPARTMENT
DOOR
The door is located on the forward right side of the
tailboom. The door is hinged on the forward end
and has a latch and lock on the aft end. The door is
a honeycomb panel, with both faces of aluminum
alloy.
52-31. REMOVAL-BAGGAGE
COMPARTMENT DOOR.
1. Open baggage compartment door.

5. Adjust hinged panel (25). (Refer to 2. Disconnect chain from baggage

paragraph 52-29.) compartment door.

52-29. ADJUSTMENT - HINGED PANEL. 3. Remove nuts, washers, and bolts from
hinges. Remove baggage compartment door.
1. With hinged panel (25, figure 52-8) closed
and latched, check that upper and lower pins (7
and 16) are securely engaged in channels of 52-32. INSTALLATION - BAGGAGE
opening. Also check that lower pin, inside of COMPARTMENT DOOR.
hinged panel, is engaged in doorpost.
1. Position baggage door over hinges on
2. Operate handle (13) to open hinged panel tailboom.
(25),checking that upper and lower pins retract to
clear top and bottom of door opening. 2. Install bolts, washers, and nuts; install
cotter pins.
3. If necessary to adjust either pin (7 or 16),
remove covers (5 or 22) for access. Loosen nut (8), 3. Connect chain to door.
adjust pins to obtain secure engagement and
proper release. Tighten nut (8) against pin (7). 4. Check operation of door lock caution switch.
Install covers after adjustment. (Refer to Volume 2, Chapter 96.)

52-18
 BHT-205A1-MM-1

SERVICE DOORS

52-33. NOSE ACCESS DOORS. 52-36. ELECTRICAL AND EQUIPMENT

COMPARTMENT ACCESS DOORS.
Two hinged doors give access to the nose
compartment. The lower door is of aluminum alloy Access to forward fuselage section compartments,
construction and swings down after removal of the other than the crew area, is obtained by use of
attaching fasteners, and raising upper door. The hinged doors. These doors are secured, when not in
upper door is of fiberglass faced honeycomb use, by means of latches.
construction and swings up after release of two
manually activated latches. 52-37. REMOVAL - ELECTRICAL AND
EQUIPMENT COMPARTMENT ACCESS
DOORS.
52-34. REMOVAL - NOSE ACCESS DOORS.
1. Release spring loaded latches and hold door
1. Open door and remove hardware attaching open.
eyebolts on plungers to the door hinges.
2. Remove hinge pins attaching doors to
2. Remove hardware attaching door hinges to structure and remove door.
helicopter. (Remove hardware from the right side
hinge first.) 52-38. INSTALLATION- ELECTRICALAND
EQUIPMENT COMPARTMENT ACCESS
3. Raise door until eyebolts align with holes in DOORS.
the hinges. (Approximately three-fourths open.)
1. Position door in opening and insert
4. Remove door. attaching hinge pin.

52-35. INSTALLATION- NOSE ACCESS 2. Close door firmly, forcing spring loaded
DOORS. latch to lock.

1. Position door so that eyebolts align with 52-39. MISCELLANEOUS ACCESS

holes in hinges (approximately three-fourths DOORS.
open).
Doors and panels are provided at various locations
2. Slip one washer onto each of the eyebolts on the fuselage for access to interior areas.
attached to the left and right plungers. (Place Fairings cover joints and openings to give an
contoured side of washer against surface ofhinge.) aerodynamically clean contour. Three types of
construction are used: honeycomb with sheet
3. Insert eyebolts through hinges. metal and fiberglass faces; honeycomb with both
faces of fiberglass; and contoured flat sheet metal.
4. Secure plungers to the hinges using two Screws or twist type fasteners hold the doors in
contoured washers and two nuts. place.
5. Raise nose compartment access door to the 52-40. REPLACEMENT - MISCELLANEOUS
full open position. Install hinges using hardware ACCESSDOORS.
previously removed and secure with two cotter
pins. 1. Loosen fasteners or remove screws to remove
panels from helicopter.
6. Square up nose compartment access door,
adjust latch retainers, and check swing of door. 2. Attach doors and panels to helicopter with
Tighten latch retainer nuts. fasteners or screws.

52-19
BHT-205A 1-MM-1

52-41. TAIL ROTOR DRIVESHAFTCOVERS. 2. Sand area where anti-chafing tape was
removed and faying surfaces of the covers to a rough
52-42. REMOVAL- TAILROTORDRIVESHAFT finish, using 400 grit sand paper (C-423). Clean area
COVERS. with naphtha (C-305).

1. Open tail rotor driveshaft cover (2, 5, and 6,
figure 52-9).
2. Remove hinge pin (7) from forward cover (6),
remove cover.
3. Apply one coat of primer (C-204), allow to air
dry for one hour then apply one coat of polyurethane
paint (C-218).

3. Remove hinge pin (8) from aft cover (2),

remove cover. 52-44. INSTALLATION - TAIL ROTOR
DRIVESHAFT COVER.
4. Remove hinge pin (4) from vertical fin cover
(5) remove cover. 1. Position aft cover (2, figure 52-9) on tail boom,
install hinge pin (8).
52-43. REPAIR - TAIL ROTOR DRIVESHAFT
COVERS. 2. Position forward cover (6) on tail boom, install
hinge pin (7).
1. Remove one strip of anti-chafing tape (1 and 3,
figure 52-9) from aft cover (2) and vertical fin cover 3. Position vertical fin cover (5) on tail boom,
(5). install hinge pin (4).

52-20
 BHT-205A1-MM-1

1. Anti-chafing tape 5. Vertical fin cover

2. Aft cover 6. Forward cover
3. Anti-chafing tape 7. Hinge pin
4. Hinge pin 8. Hinge pin
205030-1055

Figure 52-9. Tail rotor driveshaft covers

52-21/52-22
 BHT-205A1-MM-1

FUSELAGE

TABLE OF CONTENTS

Paragraph Page
Number Title Number

53-1 Fuselage ........... ... 53-2

53-3
53-2
53-2 Forward fuselage
Forward fuselage ...................................................... 53-3
53-3 Forward fuselage structure repair ......................................... 53-3
53-4 Tailboom structure ............................. 53-5
53-5 Tailboomstructure repair .............................. .............. .53-5
53-6 Tailboom .................................................. 53-5

LIST OF FIGURES

Figure Page
Number Title Number

53-1 Model 205A-1 helicopter .............................................. . 53-2

53-2 Forward fuselage ...................................................... 53-4
53-4
53-2 Forward fuselage 53-6
53-3 Tailboom ........................................ ..........
53-4 Tailboom installation hardware ......................... .................. 53-7

53-1
BHT-205A1-MM-1

FUSELAGE

53-1. FUSELAGE.

The fuselage consists of forward fuselage and

tailboom. (Refer to figure 53-1.) Maintenance data
for the fuselage and tailboom is contained in this
Chapter.

1. Forward Fuselage
2. Tailboom
3. Tail Rotor
4. Elevators
5. Engine and Transmission Cowling

205900-1070

Figure 53-1. Model 205A-1 helicopter

53-2

FORWARD FUSELAGE
53-2. FORWARD FUSELAGE.
The forward fuselage is built on two main
longitudinal beams and is of combined semi-
monocoqueand reinforced-shell construction with
transverse bulkheads and metal covering. The
longitudinal beams act as primary supporting
structure for the cabin section, landing gear, fuel
tanks, power plant, transmission, tailboom, and
useful load. Work and engine decks, some main
beam panels, as well as cabin floor, cabin roof
panels, are of aluminum alloy honeycomb
construction. Avionics equipment is contained in
the nose compartment. Lower and upper hinged
nose compartment doors provide access to the
electrical compartment. A windshield wiper is
located on each of the two windshields. Crew seats
BHT-205A1-MM-1
(12, figure 53-2) are located in the forward cabin
area. Crew doors, passenger-cargo doors, and
hinged panel doors on both sides of the helicopter
permit entrance and exit. Plastic windows in the
lower nose compartment, roof, and doors permit a
wide range of visibility. Transmission cowling
and engine cowling may be quickly opened or
removed for access to those areas. The cargo-
passenger area is equipped with cargo tiedown
rings and studs.
53-3. FORWARD FUSELAGESTRUCTURE
REPAIR.
Refer to section 3-All and 4-14 of the 206 series
airframe repair instructions and to FAA
Publication AC 43.13-1A,Aircraft Inspection and
Repair for structural maintenance.
53-3
BHT-205A1-MM-1

1. Lower Hinged Nose Door 7. Engine Cowling

2. Upper Hinged Nose Door 8. Passenger - Cargo Door
3. Windshield 9. Landing Gear
4. Windshield Wiper 10. Crew Door
5. Roof Window 11. Nose Window
6. Transmission Cowling 12. Crew Seat

205030-1052

Figure 53-2. Forward fuselage

53-4

TAILBOOM
53-4. TAILBOOM STRUCTURE.
The tailboom is of semi-monocoqueconstruction.
External components consist of formed aluminum
alloy skins and driveshaft covers, a fiberglass
fairing, and one aluminum alloy honeycomb
cover. Internal components of the tailboom and
synchronized elevator are of aluminum alloy. The
tailboom supports the tail rotor driveshafts,
gearboxes and driveshaft hangers. The baggage
compartment is located in the forward end with
the door on the right side. (Refer to figure 53-3.)
53-5. TAILBOOMSTRUCTUREREPAIR.
Refer to FAA Publication AC 43.13-1, Aircraft
Inspection and Repair for structural maintenance.
53-6. TAILBOOM.
53-7. REMOVAL- TAILBOOM.
1. Open hinged access door on right side and
disconnect three electrical plugs (3, figure 53-4)
from receptacles located on forward bulkhead of
tailboom.
2. Disconnect anti-torque control tube (5) at
forward end of tailboom.
3. Disconnect synchronized elevator control
tube (4) at forward end of tailboom.
4. Disconnect tail rotor driveshaft (1) by
removing clamp assembly (2) from shaft at
forward end of tailboom.
5. Attach a suitable sling around tailboom and
connect to hoist.
6. Take up slack in hoist line to support
tailboom.
7. Working through hinged access door,remove
four attaching bolts (6 and 8) and washers (7, 9,
and 10).
8. Remove tailboom and place in support
cradle constructed in such a manner to prevent
damage to the tailboom.
BHT-205A 1-MM-1
53-8. INSPECTION - TAILBOOM.
1. Inspect doors, covers, and access panels for
misalignment, damage, and security of mounting.
2. Inspect tailboom skin for dents, corrosion,
scratches, or other damage.
3. Inspect structure for cracks, distortion,
corrosion, and loose rivets.
4. Inspect four tailboom-to-fuselage attaching
bolt holes in tailboom fuselage fittings for
elongation using the following criteria:
Hole location Maximum dimension allowable:
Upper 0.516 inch
Lower 0.391 inch
5. Replace tailboom if attachment holes are
over allowable tolerance.
6. Inspect corresponding four tailboom-to-
fuselage attaching bolt holes in fuselage fittings
for elongation.
53-9. REPAIR OR REPLACEMENT -
TAILBOOM.
1. Replace damaged or unserviceable doors,
covers, and access panels.
2. Replace damaged or unserviceable fasteners
and hinges on tail rotor driveshaft covers.
3. Replace tailboom if attaching holes in
tailboom fittings exceed inspection tolerances.
4. When replacing tailboom, remove the
following and install on replacement tailboom.
a. Tail rotor controls.
b. Electrical and avionics.
c. Synchronized elevator controls.
53-5
 BHT-205A1-MM-1

FIN

TAIL SKID

TAIL SKID FAIRING

DRIVESHAFT COVER

ELEVATORS

TAIL BOOM

BAGGAGE COMPARTMENT DOOR

INSPECTION PLATE

212030-148A

Figure 53-3. Tailboom

53-6
 BHT-205A1-MM-1

7. Countersunk washers
8. Bolt
9. Countersunk washers
10. Washers
11. Barrel nut
NOTES: 12. Retainer
Clamp halves shall be kept together as a set.

205900-47A

Figure 53-4. Tailboom installation hardware

53-7
BHT-205A1-MM-1
d. Synchronized elevator.
e. Tail rotor driveshaft, hanger,
bearings.
f. Intermediate gearbox.
g. Tail rotor gearbox.
h. Tail rotor driveshaft covers and vertical
fin cover.
i. Access doors and inspection panels.
53-10. INSTALLATION- TAILBOOM.
1. Position tailboom to forward fuselage,
line up bolt holes.
2. Place countersunk washers (9, figure 53-4)
on each bolt with countersunk side of washer
toward bolt head. Install bolts (8) using plain
washers (10), as required, between countersunk
washer and fitting so that not less than one thread
or more than two threads are showing. Torque
bolts (8) 850 to 1000 inch-pounds.
53-8
3. Place countersunk washers (7) on each
bolt (6) with countersunk side of washer toward
and bolt head. Install bolt (6)using plain washers, as
required, between countersunk washer and fitting
so that not less than one thread or more than two
threads are showing. Torque bolts (6) 240 to 270
inch-pounds.
4. Install plug buttons in four tailboom
attaching points.
5. Connect tail rotor and synchronized
elevator control tubes. (Refer to Chapter 27.)
6. Connect electrical harnesses and antenna
cables.
7. Install number two tail rotor driveshaft (1).
8. Install matched clamp sets (2) on
couplings, with bolt heads in direction ofrotation.
(Refer to Chapter 66 for tightening sequence and
torque.
9. Close all access doors and covers.
 BHT-205A1-MM-1

WINDOWS

TABLE OF CONTENTS

Paragraph Page
Number Title Number

56-1 Windshields ......................................................... 56-2

56-6 Cabin roof windows ..................................................... 56-5
56-10 Lower nose section windows .............................................. 56-5
56-14 Crew door windows ..................................................... 56-7
56-18 Passenger/cargo door windows ........................................... 56-8
56-22 Hinged panel door windows .............................................. 56-9
56-26 Retainer installed and emergency pushout
windows ............................................................ 56-9

LIST OF FIGURES

Figure Page
Number Title Number

56-1 Forward fuselage windows ............................................... 56-3

56-2 Windshield and window damage limits ............................. ......... 564
56-3 Retainer installed and emergency pushout
window ..................... 56-10

56-1
BHT-205A1-MM-1
WINDOWS
56-1. WINDSHIELDS.
The helicopter is equipped with transparent
acrylic plastic windshields or a sandwich-type
construction of three layers. In the sandwich-type
of windshield, the outer layer is made of tempered
glass. The middle layer is made of a pliable
laminated glass. The inner layer may be made of
glass or plastic. Glass windshields may be
identified by 212-030-464which is located at the
top outboard corner and is readable from the
inside. The glass windshields may be used as a
replacement on all helicopters. The windshields
are set in weather-tight sealer and are mounted to
the cabin structure with dural screws, washers,
and nuts. The other windows are acrylic plastic,
located in the cabin roof, lower nose section, crew
doors, and passenger compartment doors.
56-2. REMOVAL - WINDSHIELD.
1. Remove windshield wiper arm and blade.
(Refer to Chapter 30.)
2. Remove free air temperature gage (pilots
windshield only), if installed, as follows:
a. Unscrew and remove sunshield, dished
washer, and one case washer from outside of
windshield.
b. Remove indicator and other case washer
from inside of windshield.
3. Remove nuts, washers, and screws
attaching windshield (8, figure 56-1) to fuselage.
4. Separate windshield from sealing compound
and remove windshield from helicopter.
56-3. CLEANING- WINDSHIELD.
1. Wash windshields with a mild detergent and
water solution. Dry with a soft clean cloth.
2. Polish with plastic cleaner (C-330).
56-2
56-4. INSPECTION AND REPAIR -
WINDSHIELD.
1. Small scratches and minor abrasions on
acrylic plastic panels may be considered negligible
provided they do not impair or distort the pilots
vision or show signs of developing cracks. Minor
scratches, nicks and nonpuncturing dents in
frame assemblies may be considered negligible
provided such damage does not affect transparent
panels.
2. Tears, holes, and cracks in acrylic plastic
panels less than 4.0 inches in length can be
repaired provided the damage does not interfere
with the pilots vision.
3. Inspect windshields and windows to
damage limits shown in figure 56-2.
4. Refer to FAA Publication, AC 43.13-1A,
Aircraft Inspection and Repair, for repair
instructions and procedures for acrylic plastic. No
repair for glass windshield. Windshield should be
replaced if cracked, or if vision is impaired, or
distorted by scratches.
56-5. - WINDSHIELD.
INSTALLATION
1. Remove all sealing compound from
mounting flange with putty knife, spatula, or other
suitable tool.
2. Wipe and clean mounting flange with cloth
dampened with naptha (C-305).
3. Position windshield in mounting position
against flange.
NOTE:Do not trim windshield to final size until all
mounting holes have been drilled.
4. Position windshield against mounting
flange and, using a 0.208to 0.214inch drill, back-
drill two holes on each edge of windshield. Use
holes in mounting flange as template.
 BHT-205A1-MM-1

5. Secure windshield to mounting flange with
four dural screws, washers, and nuts, lightly
tighten. Finish drilling holes in windshield.
6. Determine proper edge distance, mark
windshield, and remove. Trim windshield edge to
proper size.
7. Remove all dust and foreign matter from
windshield mating area and from windshield
mounting flange.
-inch bead of watertight sealing
8. Apply a 1/8
compound (C-308).
9. Position windshield in mounting flange,
align holes, and install screws, washers, and nuts.
10. Remove excess sealing compound from
around windshield and repaint as necessary.
11. Install windshield wiper assemblies. (Refer
to Chapter 30.)
12. Install free air temperature gage, if
required, as follows:
a. Place case washer over probe of
thermometer with flat side of washer next to
indicator case. Insert probe through mounting
hole from inside windshield.
b. Place other case washer, flat side out, on
probe outside windshield. Seat washer shoulders
in mounting hole. Install dished washer, with

2. Cabin Roof Windows

2. UpperCrewDoorWindow
3. Passenger/Cargo Door Window
4. Hinged Panel Door Window
5. Lower Crew Door Window
6. Forward Crew Door Window
7. Lower Nose Section Window
8. Windshield

205030-1053
Figure 56-1. Forward fuselage windows

56-3
BHT-205A1-MM-1

PASSENGERDOOR WINDOWS

PILOT AND COPILOT DOOR WINDOWS

WINDSHIELDS

CABIN ROOF WINDOWS

Area "A": Scratches and pits may be polished out to the extent that vision is not distorted. Distortion of vision
is cause for replacement. Cracks, holes or other damage may be temporarily repaired, if vision of
crew members will not be impaired, by stop drilling, patching or other approved methods refer to
FAA Advisory Circular 43.13-1. Aircraft Inspection and Repair.). but window must be replaced at the
earliest opportunity.
Area "B": Scratches and pits are permitted in this area provided they are not so numerous or form such a
pattern as to be objectionable to the viewer. Cracks, holes or other damage may be temporarily
repaired by stop drilling, patching or other approved methods (refer to FAA Advisory Circular
43.13-1. Aircraft Inspection and Repair.), but window must be replaced at the earliest opportunity.

Area "C": Scratches and pits are permitted in this area, providing the structural integrity of the window is not
impaired. Cracks, holes or other damage may be repaired by stop drilling, patching or other approved
methods provided structural integrity is not impaired (refer to FAA Advisory Circular 43.13-1. Aircraft
Inspection and Repair.)

212030-46A

Figure 56-2. Windshield and window damage limits

56-4
 BHT-205A1-MM-1

outside edge curving toward windshield. Position material from edge of window to permit proper
indicator scale correctly before tightening. alignment of window against mounting flange.
c. Place sunshield over probe and tighten NOTE:Do not trim window to final size until all
securely. mounting holes have been drilled.
56-6. CABIN ROOF WINDOWS. 5. Position window against mounting flange
and using a 0.208 to 0.214 inch drill (No. 4) back
56-7. REMOVAL - CABIN ROOF WINDOW. drill two holes on each edge of window. Use holes
in mounting flange as template.
1. Remove free air temperature gage, if
installed. (Refer to paragraph 56-2, step 2.) 6. Secure window to mounting flange with four
dural screws, washer, and nuts, lightly tighten.
2. Remove nuts, washers, and screws Finish drilling holes in windows.
attaching windows (1,figure 56-1)to roofstructure.
7. Measure window and mark proper edge
3. Separate window from sealant using a distance required for installation. Remove window
spatula, putty knife or similar tool. and trim window edge to 0.80 inch.
4. Carefully remove window from helicopter. 8. Remove all dust and dirt from windows and
mounting flange with a clean cloth moistened in
56-8. INSPECTION AND REPAIR - CABIN naphtha (C-305).
ROOF WINDOW.
9. Apply a 1/8-inch bead of sealant (C-308).
1. Inspect windows to damage limits shown in
figure 56-2. 10. Position window to mounting flange, align
holes, and install screws, washers, and nuts.
2. Refer to FAA Publication, AC 43.13-1A,
Aircraft Inspection and Repair Manual, for repair 11. Remove excess sealant from around
methods. window with a clean cloth moistened in naphtha
(C-305).
56-9. INSTALLATION - CABIN ROOF
WINDOW. 12. Install free air temperature gage, if
required. (Refer to paragraph 56-5, step 12.)
1. Wash windows with a mild detergent and
water solution. Dry with a soft dry cloth. 56-10. LOWER NOSE SECTION
2. Remove old sealing compound from WINDOWS.
mounting flange with putty knife, spatula, or other
suitable tool. 56-11. REMOVAL - LOWER NOSE SECTION
WINDOW.
CAUTION:WHEN CLEANING WINDOWS AND
MOUNTING FLANGE, USE ONLYALIPHATIC Remove 1.nuts, washers, and screws
NAPHTHA TYPE II. DO NOT USE ALIPHATIC attaching windows (7, figure 56-1) to frames.
NAPHTHA TYPE I AS IT WILL CLOUD
WINDOWS. 2. Separate window from sealant and remove
window from helicopter.

3. Wipe and clean mounting flange with cloth 56-12. INSPECTIONAND REPAIR- LOWER
dampened in naphtha (C-305). NOSE SECTION WINDOW.

4. If a new window is being installed, position 1. Inspect windows to damage limits shown in
window over opening. Trim only enough surplus figure 56-2.

56-5
BHT-205A 1-MM-1
2. Refer to FAA Publication, AC 43.13-1A,
Aircraft Inspection and Repair for repair methods.
56-13. INSTALLATION- LOWER NOSE
SECTION WINDOW.
1. Prior to installation of lower nose section
windows (7, figure 56-1)wash windows with a mild
detergent and water solution. Dry with a soft dry
cloth.
2. Remove old sealant from mounting flange
with putty knife, spatula, or other suitable tool.
CAUTION:WHEN CLEANING WINDOWS AND
FLANGES, USE ONLYALIPHATIC NAPHTHA
TYPE II. DO NOT USE ALIPHATIC NAPHTHA
TYPE I AS IT WILL CLOUD WINDOWS.
3. Wipeand clean mounting flange with a cloth
moistened in naphtha (C-305).If an old window is
being installed, clean edges of window using
4. Position a new window over opening. Trim
surplus edge to permit window to be in mounting
position against flange.
56-6
NOTE:Do not trim window to final size until all
mounting holes have been drilled.
5. Position window against mounting flange
and using a 0.208 to 0.214 drill, back drill two holes
in edge of each window.
6. Secure window to mounting flange with four
screws, washers and nuts. Lightly tighten screws.
Finish drilling holes in window.
7. Determine proper edge distance and mark
window. Remove window and trim to 1.04 inch
edge distance.
8. Remove all dust and foreign matter from
window mating area from window mounting
flange using naphtha (C-305).
bead of sealant (C-308)around
9. Apply 1/8-inch
windows.
10. Position window in mounting flange, align
holes, and install screws, washers, and nuts.
11. Remove excess sealant from around
window.

DOOR WINDOWS
56-14. CREW DOOR WINDOWS.
Crew door consists of three separate windows; a
forward window, a lower crew door window, and
an upper crew door window.
56-15. REMOVAL -CREW DOOR WINDOWS.
1. Remove forward crew door window (6, figure
56-1) from helicopter as follows:
a. Drill out rivets using a No. 30 drill.
b. Separate sealant from windowusing putty
knife or spatula.
c. Remove window from helicopter.
2. Remove lower crew door window (5) as
follows:
a. Remove access door from lower edge of
door.
b. Remove three screws, which attach
handle, from lower crew door window.
c. Loosen adjustable stop and slide window
downward and remove through access door
opening.
3. Remove upper crew door window (2) as follows:
a. Remove nuts, washers, and screws
attaching upper crew door window to helicopter.
b. Separate window from sealing compound
and remove window from helicopter.
56-16. INSPECTION AND REPAIR - CREW
DOOR WINDOW.
1. Inspect windows to damage limits shown in
figure 56-2.
2. Refer to FAA Publication, AC 43.13-1A,
Aircraft Inspection and Repair Manual for repair
methods.
BHT-205A1-MM-1
56-17. INSTALLATION - CREW DOOR
WINDOW.
1. Prior to installation of any crew door
window, wash windows with a mild detergent and
water solution. Dry with a soft, clean cloth.
2. Install upper crew door window (2, figure
56-1) as follows:
a. Removeold sealant from mounting flange
with putty knife, spatula or other suitable tool.
CAUTION: WHEN CLEANING MOUNTING
FLANGE AND WINDOWS, USE ONLY
ALIPHATIC NAPHTHA TYPE II. DO NOT USE
ALIPHATIC NAPHTHA TYPE I AS IT WILL
CLOUD WINDOWS.
b. Wipe and clean mounting flange with
naphtha (C-305). If old window is being installed,
clean edge of window with naphtha.
c. Position a new window overopening. Trim
surplus edge to permit window to be in mounting
position against flange.
NOTE: Do not trim window to final size until all
mounting holes have been drilled.
d. Position window against mounting
flange, and using a 0.146to 0.156inch drill, back
drill two holes on each edge of window.
e. Secure window to mounting flange with
four dural screws, washers, and nuts. Lightly
tighten nuts. Finish drilling holes in window.
f. Determine proper edge distance, mark
window, and remove. Trim window edge to 0.50
inch.
g. Remove all dust and foreign matter from
window mating area and from window mounting
flange.
h. Apply a 1/8-inchbead of sealant (C-308).
56-7
BHT-205A 1-MM-1

i. Position window to mounting flange, align 56-19. REMOVAL- PASSENGER/CARGO

holes and install screws, washers, and nuts. DOORWINDOWS.
j. Remove excess sealant from around 1. Remove passenger/cargo door and exit
window using naphtha (C-305). panel. (Refer to Chapter 52.)
3. Install lower crew door window (5) as 2. Remove window (3, figure 56-1) by drilling
follows: out rivets using a No. 30 drill.

a. Guide window upward through slot in 3. Separate sealant from window using a
bottom of door and into window channels. spatula or putty knife.
b. Check progress of window through 4. Remove window from door.
opening in aft edge of door.
56-20. INSPECTION AND REPAIR -
c. With window in a partially open position, PASSENGER/CARGO DOOR WINDOWS.
engage adjustable stop.
1. Inspect windows to damage limits shown in
d. Install handle using three screws. figure 56-2.

e. Install lower access door. 2. Refer to FAA Publication, AC 43.13-1A,

Aircraft Inspection and Repair Manual for repair
4. Install forward crew door window (6) as follows: methods.

a. Remove old sealant from mounting flange 56-21. INSTALLATION - PASSENGER/CARGO

with putty knife, spatula or other suitable tool.
DOOR WINDOWS.

b. Wipe and clean edging and window with 1. Priortoinstallation, cleanwindowwithmild

naphtha (C-305). detergent and water. Dry with a soft clean cloth.
c. If a new window is being installed, trim
window to final size. Position window into CAUTION: WHEN CLEANING WINDOWS, USE
mounting flange and drill mounting holes usingONLY ALIPHATIC NAPHTHA TYPE II. DO
No. 30 drill.
IT WILL CLOUD WINDOWS.
d. Apply sealant (C-308) in a 1/8-inch bead
around window edge. 2. Remove old sealant from window and panel
using a clean cloth moistened with naphtha
e. Install 1/8-inch rivets to secure window to (C-305).
crew door mounting flange.
3. Position window in panel. Drill rivet holes in
f. Remove excess sealing compound from window using a No. 30 drill.
around edge of window using a clean cloth
moistened with naphtha (C-305). 4. Apply a 1/8-inch bead of sealant (C-308)
around mounting flange.
56-18. PASSENGER/CARGO DOOR
WINDOWS. 5. Secure window in panel using 1/s-inch rivets.

Passenger/cargo door windows are an integral 6. Install exit panel in door. (Refer to Chapter
part of an emergency exit panel. 52.)

56-8
 BHT-205A1-MM-1

56-22. HINGED PANEL DOOR WINDOW. 56-26. RETAINER INSTALLED AND

EMERGENCY PUSHOUT WINDOWS.
56-23. REMOVAL - HINGED PANEL DOOR
WINDOW. NOTE: Some of the acrylic windows installed in
metal window frame with silicon rubber retainers
1. Remove hinged panel door from helicopter, are designated for emergency egress. These windows
(Refer to Chapter 52.) have "EMERGENCY PUSH HERE" decals installed
on lower corners.
2. Remove screws securing door latch
plexiglass covers.
56-27. REMOVE - RETAINER INSTALLED AND
3. Drill out rivets using a No. 30 drill. PUSHOUTWINDOWS.
EMERGENCY

4. Separate window (4, figure 56-1) from NOTE: Removal is not recommended unless
sealant using putty knife or spatula. required by window or retainer damage. Procedures
are same for all pushout windows. See figure 56-3.
5. Carefully remove window from helicopter.
56-24. INSPECTION
AND REPAIR HINGED 1. Remove interior decor/trim as necessary to gain
access to window supporting structure.
PANEL DOOR WINDOW.
2. Using mylar, tedlar or similar tape, mask off
1. Inspect widow to damage limits shown in structure adjacent to window retainer. The mask
figure 56-2. edge should be pressed firmly against but not on
2. Refer to FAA Publication, AC 43.13-1A, retainer.
Aircraft Inspection and Repair Manual for repair 3. Removefiller (lockingstrip) (3)from retainer.
methods.
56-25. INSTALLATION - HINGED PANEL 4. Push window out by pressing at corner as
DOOR WINDOW. directed by decal.

1. Prior to installation, clean windows with
mild detergent and water. Dry with a soft clean
cloth.
CAUTION: WHEN CLEANING WINDOWS, USE
ONLY ALIPHATIC NAPHTHA TYPE II (C-305).DO
NOT USE ALIPHATIC NAPHTHA TYPE I AS IT
WILL CLOUD WINDOWS.
2. Clean windows and mounting flange with
naphtha (C-305).
3. If a new window is being installed, drill rivet
mounting holes using a No. 30 drill.
4. Apply a 1/8-inch bead of sealant (C-308) on
window edges.
5. Mount window in panel and secure using
1/8-inch rivets.
CAUTION: DO NOT ALLOW WINDOW TO FALL.
STORE WINDOW ON EDGE TO PREVENT
CONTOUR CHANGE.
5. Pull retainer from structure starting at
unbonded area at lower corners. Discard retainer.
56-28. INSPECTION - RETAINER INSTALLED AND
EMERGENCY WINDOW.
PUSHOUT
1. Inspect window installation as follows:
a. Visually inspect retainer for cuts, cracks or
signs of deterioration. Replace if damage is found.
b. Verify retainer is securely bonded to both
sides of window frame except in radius area of two
lower corners. Replace retainer if any bond
separation is found.

6. Install screws securing door latch plexiglass c. Inspect window for cracking or crazing or
cover to window. reduced transparency. Replace damaged windows.

56-9
BHT-205A 1-MM-1

FILLER
ENDSAT
12 O'CLOCK

RETAINER
ENDS AT
6 O'CLOCK

PROHIBITED
LOWERCORNERS

1. Retainer window groove

2. Retainer filler groove
3. Filler (locking strip)
4. Retainer metal frame groove
5. Metal window frame
CLEANINGMATERIAL 6. Retainer (seal)
7. Window
*8. Filler installation tool No. 293 or equivalent
*9. Retainer installation tool No. LT112 or equivalent

ADHESIVE

SECTIONA-A

Tools may be obtained from:

C.R. Laurence Company of Texas
Dallas, Texas 75212

Figure 56-3. Retainer installed and emergency pushout windows

56-10

NOTE: Retainers (6, figure 56-3) and fillers (3)must
be replaced when window is removed from retainer.
2. Inspect airframe with windows removed as
follows:
a. Mark both lower corners of window frame (5)
at tangency points of corner radius and vertical edges
and lower edges of opening. Mask these corner areas.
b. Remove all old adhesive and finish from
unmasked portion of window frame (5) using stiff
fiber brush and aliphatic naphtha (C-305). 360 grit
paper (C-423)may be used to remove any primer from
unmasked area of window frame (5).
c. Inspect edge of metal window frame (5) for
scratches, cracks, or other damage. Any scratches
less than 0.004 inch deep and 1.0 inch long may be
polished out.
d. Inspect removed window (7) for chamfered,
nicked or notched edge, cracking, crazing or reduced
transparency. Replace damaged window. Check for
0.220-0.250 inch gap between structure and window.
NOTE: Window must be a minimum of 0.119 inch
thick.
56-29. - RETAINERINSTALLED
INSTALLATION
AND EMERGENCYPUSHOUT WINDOWS.
NOTE: Window opening must be in a protected area
shielded from wind and rain during installation.
1. Fit new retainer (6, figure 56-3) to window
opening as follows:
a. Verify masking around window frame (5) is
intact and adhered to surface of window frame.
NOTE: Helicopter finishes will not adhere to metal
where silicon primer and adhesive has been applied.
b. Clean area where finish has been removed
with aliphatic naphtha (C-305) and dry with a clean
white cloth.
c. Apply primer (C-209) to area using small
brush.
d. Allow primer to dry between 20 minutes and
one hour before bonding window retainer in place.
BHT-205A1-MM-1
2. Prepare retainer for bonding as follows:
a. Abrade retainer groove for metal window
frame (4) with 80 grit abrasive paper (C-423).
WARNING: DO NOT ALLOW TOLUENE OR
XYLENE TO COME IN CONTACTWITH ACRYLIC
WINDOW.
b. Clean all residue from metal window frame
groove (4) with cloth dampened with toluene, (C-306)
or xylene (C-347).Wipe dry with clean cloth.
3. Bond retainer as follows:
WARNING: ADHESIVE SHALL NOT BE
APPLIED TO RETAINER WINDOW GROOVE (1),
TO RETAINER FILLER (LOCKING STRIP) (3) AND
IN CORNER AREAS MARKED IN PARAGRAPH
56-28.
a. Apply 0.010 to 0.015 inch thick adhesive,
(C-307),to both sides of retainer window frame groove
(4)except in corner areas marked in paragraph 56-28,
2.a.
b. Apply 0.010 to 0.015 inch thick of adhesive,
(C-307), to areas of window frame that have been
prepared for bonding.
c. Remove masking tape.
NOTE: Retainer filler groove (2) shall be outboard
and retainer ends shall meet at mark at 6 o'clock
position.
d. Install retainer (6) in window frame, aligning
lower corner marks.
NOTE: The following two steps must be completed
within one hour of applying adhesive.
e. Place window with recessed corners down, in
retainer window groove (1).
f. Install filler (3) in filler groove (2), using tool
(8). Ends of filler shall meet at 12 o'clock position in
retainer (6).
56-11
BHT-205A1-MM-1

CAUTION: DO NOT ALLOW TOLUENE TO j. Placard must not be removed or helicopter

COME IN CONTACT WITH WINDOW. released for flight until adhesive has cured for a
minimum of 24 hours at 75 degrees F.
g. Clean excess adhesive from installation using
cloth dampened in toluene (C-306). Wipe dry.

h. Remove masking tape from around window
retainer.
i. Placard the window installation with sign
"DO NOT DISTURB".
k. Install "EMERGENCY PUSH HERE" decals
on lower corner of windows designated for emergency
egress.
1. Install trim.

56-12
 BHT-205A1-MM-1

CHAPTER 65 — ROTOR SYSTEM

TABLE OF CONTENTS
Paragraph Page
Number Title Number

65-1 Rotor System .............................................................................................. 65-3

65-2 Vibration Analysis ....................................................................................... 65-3
65-7 Main Rotor Troubleshooting ....................................................................... 65-6
65-8 Tail Rotor Troubleshooting ......................................................................... 65-7
65-9 Operational Check — Main Rotor System.................................................. 65-8
65-10 Main Rotor Tracking ................................................................................... 65-8
65-14 Main Rotor Hub And Blade ......................................................................... 65-14
65-21 Main Rotor Blades ...................................................................................... 65-19
65-32 Main Rotor Hub .......................................................................................... 65-30
65-38 Main Rotor Controls.................................................................................... 65-32
65-43 Stabilizer Bar .............................................................................................. 65-32
65-53 Scissors and Sleeve ................................................................................... 65-38
65-59 Swashplate and Support ............................................................................ 65-41
65-63 Tail Rotor Hub and Blade (212-010-701) ................................................... 65-43
65-70 Tail Rotor Hub and Blade (212-011-701) ................................................... 65-51
65-76 Tail Rotor Blades ........................................................................................ 65-55

LIST OF TABLES
Table Page
Number Title Number

65-1 Main Rotor Troubleshooting ....................................................................... 65-6

65-2 Tail Rotor Troubleshooting ......................................................................... 65-7
65-3 Tail Rotor Components Damage and Repair Limits ................................... 65-46

Figure Page
Number Title Number

65-1 Main Rotor Tracking Procedure.................................................................. 65-9

65-2 Lateral Vibration Check .............................................................................. 65-11
65-3 Rotor Smoothing Procedure ....................................................................... 65-12
65-4 Trim Tab Bender and Gage ........................................................................ 65-13
65-5 Main Rotor System ..................................................................................... 65-14A
65-6 Main Rotor Retaining Nut Damage and Repair Limits................................ 65-14B
65-7 Main Rotor Cone Set Damage and Repair Limits....................................... 65-15
65-8 Main Rotor System Torque Values............................................................. 65-17

65-1
BHT-205A1-MM-1

65-9 Collective Pitch Retention Strap Adjustment .............................................. 65-18

65-10 Main Rotor Blade ........................................................................................ 65-21
65-11 Main Rotor Blade Repair ............................................................................ 65-25
65-12 Trim Tab Replacement ............................................................................... 65-29
65-13 Main Rotor Grip Reservoir Oil Lubricated................................................... 65-30B
65-13a Main Rotor Grip Reservoir Grease Lubricated ........................................... 65-31
65-14 Rotating Control Tubes............................................................................... 65-33
65-15 Pitch Change Link ...................................................................................... 65-34
65-16 Grip Positioning Links T101402.................................................................. 65-34
65-17 Stabilizer Dampers and Adapters............................................................... 65-36
65-18 Swashplate and Scissors and Sleeve ........................................................ 65-40
65-19 Collective Lever Shimming ......................................................................... 65-41
65-20 Tail Rotor Hub and Blade (212-010-701) ................................................... 65-45
65-21 Tail Rotor Crosshead.................................................................................. 65-47
65-22 Tail Rotor Cone Set (204-010-724) Damage and Repair Limits................. 65-49
65-23 Bearing Wear Indicator Marks .................................................................... 65-50
65-24 Tail Rotor Hub and Blade (212-011-701) ................................................... 65-52
65-25 Tail Rotor Cone Set (212-011-714) Damage and Repair Limits................. 65-54
65-26 Deleted ....................................................................................................... 65-55
65-27 Deleted ....................................................................................................... 65-57
65-28 Deleted ....................................................................................................... 65-57
65-29 Tail Rotor Blade .......................................................................................... 65-59
65-30 Tail Rotor Blade Assembly ......................................................................... 65-60

65-2 Rev. 4 15 JAN 2004


ROTOR SYSTEM
65-1. ROTOR SYSTEM.
This chapter contains maintenance data for the
main rotor hub, main rotor blades, main rotor
controls (stabilizer bar, stabilizer dampers, and
swashplate and collective sleeve), tail rotor hub
and tail rotor blades.
65-2. VIBRATIONANALYSIS.
Most vibrations are always present in the
helicopter at low magnitudes. It is when the
magnitude of any vibration increases that it
becomes important. The main problem is deciding
when a vibration level has reached the point of
being unacceptable. The only sources of vibrations
of any frequency are the rotating or moving parts
on the helicopter, other parts vibrating only in
sympathy with an existing vibration. Extreme
low, low frequency, and most medium frequency
vibrations are caused by the rotor or dynamic
controls. Various malfunctions in stationary
components can affect the absorption or damping
of the existing vibrations and increase the overall
level felt by the pilot. A number of vibrations are
present which are considered a normal
characteristic of the helicopter. Two per revolution
(2/rev) vibration is the most prominent of these,
with 4/rev or 6/rev the next most prominent.
There is always a small amount of high frequency
present. Flight experience is necessary to learn the
normal vibration levels. Even experienced pilots
sometime make the mistake of concentrating on
feeling one specific vibration and conclude that
the vibration level is higher than normal when
actually it isn't. It just seems sobecause the pilot is
concentrating on it. For simplicity and
standardization, vibrations are arbitrarily divided
in general frequencies as follows:
Extreme low
frequency - Less than 1/rev pylon rock
Low frequency - 1/rev or 2/rev type vibration
Med. frequency - Generally 4, 5 or 6/rev
High frequency - Tail rotor or faster (buzz).
BHT-205A1-MM-1
65-3. EXTREME LOW FREQUENCY
VIBRATION.
Extreme low frequency vibration is limited to
pylon rock. Pylon rocking two to three cycles per
second is inherent with the rotor, mast, and
transmission system. To keep the vibration from
reaching noticeable levels, transmission
mounting damping is incorporated to absorb the
rocking. Malfunctions in the damping system will
allow rocking to start and continue until it can be
felt by the pilot. A quick check of the damping
system may be made by the pilot while in a hover.
Moving the cyclic fore and aft at about one
movement per second will start the pylon rocking.
The length of time it takes for the rocking to die out
after the motion of the cyclic is stopped is
indicative of the quality of the damping. An
abnormal continuation of rock during the check or
a continued presence of rock during normal flight
is an indication that something is wrong with the
transmission mounts or dampers. This may be due
to wear, parts loosening up, breakage, incorrect
installations, or the wrong type parts installed.
65-4. LOWFREQUENCYVIBRATION.
Low frequency vibrations, 1/rev and 2/rev, are
caused by the rotor itself, 1/rev vibrations are of
two basic types, vertical or lateral. A 1/rev vertical
is caused by one blade developing more lift at a
given point than the other blade develops at the
same point. A lateral vibration is caused by a
spanwise unbalance of the rotor due to a difference
of weight between the blades, the alignment of the
CG of the blades with respect to the spanwise axis
which affects chordwise balance, or unbalance of
the hub or stabilizer bar. Rigidly controlled
manufacturing processes and techniques
eliminate all but minor differences between
blades, resulting in blades which are virtually
identical. The minor differences which remain will
affect flight but are compensated for by
adjustments of trim tabs and pitch settings.
Initially the rotor is brought into ground track by
normal tracking procedures, using the pitch
change link (rolling the grip) to make a blade fly
higher or lower to bring both blades into the same
tip path plane. A track is taken using a higher
65-3
BHT-205A1-MM-1
operating rpm to determine if one blade is climbing
(developing more lift) more than the other as its
speed increases. This climbing tendency is
overcome by using the trim tabs, adjusting them
after a flight check is made, then flying again to
determine the effect. Because of the physical
differences in blades it is sometimes necessary to
roll a blade out of track slightly in order to get both
blades developing the same amount of lift.
Generally, verticals felt predominantly in low
power descent at moderate airspeeds (60-70knots)
are caused by a basic difference in blade lift and
can be corrected by rolling the grip slightly out of
track. Verticals felt mostly in forward flight that
get worse as airspeed increases are usually due to
one blade developing more lift with increased
speed than the other (a climbing blade). This
condition is corrected by adjustment of the trim
tabs. Smoothing of 1/rev verticals is essentially a
trial and error process. A basic straight forward
procedure is used, but the outcome of any
adjustment is uncertain and must be flight-tested
and the effect analyzed to determine the path of
further action. Because of the idiosyncrasies of the
individual blades, it is occasionally necessary to
attempt adjustment procedures not normally
utilized, such as lateral procedures for a vertical,
using roll when normally tab is used (and vice
versa), or changing both tabs an equal amount.
Associated with the 1/rev vertical is the
intermittent 1/rev vertical. Essentially, this is a
vibration initiated by a gust effect causing a
momentary increase of lift in one blade giving a
1/rev vibration. The momentary vibration is
normal, but if picked up by the rotating collective
controls and fed back to the rotor causing several
cycles of 1/rev, then it is undesirable. Sometimes
during steep turns one blade will "pop" out of track
and cause a hard 1/rev vertical. This condition is
usually caused by too much differential tab in the
blades and can be corrected by rolling one blade at
the grip and removing some of the tab, (as much as
can be done without hurting the ride in normal
flight). Should a rotor or rotor component be out of
balance, a 1/rev vibration called a lateral will be
present. This vibration is usually felt as a vertical
due to the rolling motion it imparts to the
helicopter, causing the pilots and copilots seats to
bounce up and down. It can be noted that the seats
bounce up-down out of phase; that is, the pilot goes
up while the copilot goes down. An unusually
severe lateral can be felt as a definite sideward
65-4
motion as well as a vertical motion. Laterals
existing due to an unbalance in the rotor are oftwo
types: spanwise and chordwise. Spanwise
unbalance is caused simply by one blade and hub
being heavier than the other (i.e., an unbalance
along the rotor span.) A chordwise unbalance
means there is more weight toward the trailing
edge of one blade than the other. Both types of
unbalance can be caused by the hub as well as the
blades. Another occasional source of a lateral is
the stabilizer bar. Improper balancing of the bar
prior to installation is the main reason for this
problem. Lateral vibrations are usually felt in a
hover and in descending moderate airspeed turns
and tend to disappear in forward flight. An out-of-
ground effect hover is usually the best place to feel
a lateral and reducing the rpm to 97% will often
make the lateral more prominent. The correction of
1/rev lateral vibration begins by determining if
one blade is heavier than he other. This is done by
wrapping one or two turns of 2-inch masking tape
(or equivalent weight of another type) around one
blade a fewinches in from the tip so that it won't be
easily torn off by the wind. The helicopter is then
hovered, either in or out of ground effect, wherever
the lateral was most evident, and the effect of the
tape noted. A worsening of the vibration means
the tape was placed on the wrong blade. Once the
correct blade is determined further tape is added,
in amounts depending on the severity of the
vibration, until a final best balance using 1/2wraps
of tape is obtained. Should the lateral still be
excessiveor the tape no help on either blade, then a
chordwise unbalance exists and it will be
necessary to sweep a blade. One blade is
arbitrarily picked and swept aft by shortening the
drag link. One flat of a turn (1/6 of a full turn) is
used to start with. The helicopter is then hovered
and the effect determined. Once it is ascertained
that the correct blade is being swept, continued
sweep adjustment, in amounts based on the
severity of the vibration, is used until the lateral is
eliminated or further sweep fails to help. If still not
satisfactory, it will be necessary to return to taping
and adjust tape and sweep until the optimum
combination is obtained. If it is still not possible to
eliminate the lateral, a small amount of grip
rolling should be attempted, as in the 1/rev
vertical procedure, being careful not to adversely
affect forward flight. Should the lateral still be
present, a small amount of tab may be tried. If still
not corrected, the hub and blades should be
checked for grip spacing and if no problem found,

then removed from the helicopter and the
alignment checked and the stabilizer bar
balanced.
Two per revolution (2/rev) vibrations are inherent
with two bladed rotor systems and a low level of
vibration is always present. A marked increase
over the normal 2/rev level can be caused by two
basic factors: a loss of designed damping or
absorption capability or an actual increase in the
2/rev vibration level of the rotor itself. The loss of
damping can be caused by such factors as
deteriorated transmission mounts or lift link
bushing, or an airframe component loosening up
and vibrating in sympathy with the inherent
2/rev. An increase in the 2/rev level of the rotor
itself can be caused by worn or loose parts in the
rotor hub or looseness in the rotating controls. The
correction of excessive 2/rev vibrations is
primarily dependent upon the mechanic. The pilot
generally cannot determine the exact cause and
hence cannot prescribe specific corrective
procedures. Occasionally tab settings and sweep
will affect the overall 2/rev level. If no mechanical
cause of excessive 2/rev can be found, an attempt
to decrease the level by rotor adjustments may be
made. A recheck of boost-off forces should be
made. It has been found that both blades may be
swept in the same direction in small amounts, and
sometimes decrease 2/rev.
65-5. MEDIUMFREQUENCY.
Medium frequency vibrations at frequencies of
4/rev and 6/rev are another inherent vibration
associated with most rotors. An increase in the
level of these vibrations is caused by a change in
the capability of the fueslage to absorb vibration,
or a loose airframe component, such as the skids,
vibrating at that frequency. Changes in the
fuselage vibration absorption can be caused by
such things as fuellevel, external stores, structural
damage, structural repairs, internal loading, or
gross weight. Abnormal vibration levels of this
range are nearly always caused by something
loose;either a regular part of the helicopter or part
of the cargo or external stores. The vibration is felt
as a rattling in the helicopter structure. The most
common cause is loose skids caused by worn, loose,
or improper skid retaining straps. Loose skids can
be discovered by shaking the helicopter with cyclic
and feeling if they vibrate, or looking out the door
at the skids while shaking the helicopter.
BHT-205A1-MM-1
(Excessive or severe shaking is undesirable and
will make even tight skids vibrate.) Many times
skids will cause considerable vibration during
turns and maneuvers if they are extremely loose.
Loose skids is not a serious condition, but it can
cause annoyance to flight crews and passengers.
Other sources of medium frequency vibrations are
the elevator, access doors, cargo hook, electronic
gear, safety belt out the door, and
engine/transmission cowling. Sometimes air
loads will cause the small fire extinguisher doors
and the step doors to vibrate. Occasionally
portions of the cabin roof,side panels or doors, will
oil can rapidly in flight, giving the same sensation
as a medium frequency vibration.
65-6. VIBRATION.
HIGHFREQUENCY
High frequency vibrations can be caused by
anything in the helicopter that rotates or vibrates
at a speed equal to or greater than that of the tail
rotor. This includes many unusual situations such
as hydraulic line buzzing, or starter relay buzzing,
to the most common and obvious causes; loose
elevator linkage at swashplate horn, loose
elevator, or tail rotor balance and track. Pilot
experience can help greatly in troubleshooting the
cause of a high frequency vibration, as a pilot who
has experienced a vibration can often recognize
the cause the next time he feelsthe same vibration.
Generally, determining the cause of a high
frequency should begin with investigating tail
rotor track (ground track using a rubber tipped
stick with grease, lipstick, or some marking
substance on the tip to mark the blades and
determine if one is out of track). Should the rotor be
properly in track, balance should be checked by
removing the tail rotor and hub assembly and
checking on a balance stand. Should tail rotor
balance check out, an inspection of the complete
driveshaft should be made. Physical damage like
loss of balance tabs would be evident. Observing
the shaft with cover removed while the rotor is
turning may show up a bent shaft, faulty bearing,
or some other obvious malfunction. Attempting to
locate the source of the vibration by feeling the
fuselage in various places, while ground running,
can sometimes be successful in localizing the
cause and at least eliminating some possible
causes. It should be recognized that vibrations
that are specifically being watched for always
appear more severe than when no particular
attention is being directedto them. Many points on
the airframe, such as the engine mounts, have a
65-5
BHT-205A 1-MM-1

surprisingly high level ofhigh frequency vibration 65-7. MAIN ROTORTROUBLESHOOTING.

and it is easy to decide that the levelis higher than
normal when actually it isn't. A comparison
between the feel of a helicopter without excessive
vibration and the helicopter with the vibration is
helpful in precluding erroneous conclusions.
Potential troubles which may occur in the main
rotor assembly are listed in table 65-1 with the
probable causes indicated and corrective action
recommended.

Table 65-1. Main Rotor Troubleshooting

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Lateral vibration. Rotor spanwise unbalance. Balance dynamically (weight in

blade bolt).

Rotor chordwise unbalance. Balance dynamically by adjusting

Vertical 1/rev vibration.
Stabilizer bar unbalanced.
Rotor blades out of track.
Worn bearings in collective
lever assembly and link.
Worn pitch change link
rod end bearing.
drag brace (sweeping blade).
Balance stabilizer bar.
Track blades.
Replace worn bearings.
Replace if wear is excessive.

Excessive wear in collective Replace scissors and sleeve

Collective stick light or
heavy in downstroke.
Collective bounce
(pylon rock).
scissors assembly.
Internal wear or damage
in main rotor hub assembly.
Balance spring on
collective servo actuator
out of adjustment.
Looseness or play between
the copilots collective
elbow assembly and friction
clamp sleeve.
assembly.
Replace hub. Refer to overhaul
for repairs.
Adjust spring on valve to provide
equal force to move collective
either direction.
Replace elbow assembly.

Collective pitch control Incorrect retention strap Adjust straps.

forces not normal in adjustments on main rotor
cruise (boost off). hub.

Pylon rock. Defective pylon dampers. Repair or replace pylon dampers.

Mount bolts bottomed or Replace bolts.
stripped.
Wear at one bearing or combined wear at these locations significantly contributes to vibration.

65-6

Table 65-1. Main Rotor Troubleshooting (Cont )
INDICATION OF TROUBLE PROBABLE CAUSE
Pylon rock (Cont) Fifth mount.
Cyclic and collective
cylinders, input lever
force in excess of 32
ounces.
2/rev vibration, Pylon mounts deteriorated.
approximately ten
per second.
Rotor rpm high or low Low pitch blade angle
in autorotation. incorrect.
65-8. TAIL ROTOR TROUBLESHOOTING.
Potential troubles which may occurin the tail rotor
are listed in table 65-2, with probable causes
indicated and corrective action recommended.
Table 65-2. Tail Rotor Troubleshooting
INDICATION OF TROUBLE PROBABLE CAUSE
High frequency vibration. Tail rotor out of track.
Tail rotor out of balance.
Worn or loose trunnion
bearings.
Worn grip bearing.
Loose retaining nut.
Bent pitch change link.
Loose pitch change
link bearings.
BHT-205A1-MM-1
CORRECTIVE ACTION
Inspect mount and forgings for
damage. Replace mount.
Clean or replace J-O seals in
servo and bypass valve cyclic
(O-rings in collective).
Flush hydraulic fluid.
Collective mount uniball friction
improperly set.
Replace mounts.
Adjust both pitch change tubes
equally.
CORRECTIVE ACTION
Track tail rotor.
Remove tail rotor and balance
on fixture.
Replace trunnion bearings.
Replace grip bearings.
Tighten nut.
Replace pitch change links.
Replace pitch change links.
65-7
BHT-205A1-MM-1

Table 65-2. Tail rotor troubleshooting (Cont)

INDICATION OF PROBABLE CAUSE CORRECTIVE ACTION

TROUBLE

High frequency vibration. Worn or loose pitch change Replace bearings.

(Cont) rod duplex bearings.

Worn or loose pitch change Replace slider.

slider.

Loose or improperly torqued Torque bipod and tripod mounts.

bipod and tripod mounts.

Loose mount nuts on Torque mount nuts.

tail rotor gearbox.

Elongated holes in tail Replace gearbox mount.

rotor gearboxmount.

Loose rivets from spar to casting Replace rivets.

under tail rotor gearbox.

Inability to make normal Blade angles not set Check pitch settings and rigging.
right and left turns in properly.
flight.

Yaw and tail rotor binding. Check configuration and part

number ofcounterweight
bellcranks.

65-9. OPERATIONALCHECK - MAIN ROTOR 3. Correct a low speed out-of-track condition by

SYSTEM. rolling down high blade as follows:

Operational check consists of checking main rotor for a. Loosen jamnuts on pitch change link of the
vibration, and for proper track, sweep, and high blade.
autorotation rpm adjustment while in operation.
(Refer to paragraphs 65-10 through 65-13.)
b. Turn pitch changelink barrel one flat at a time
to lengthen pitch link.
65-10. MAIN ROTOR TRACKING.

NOTE: One flat rotation of barrel will result in

ENGINESTARTANDRUNUPSHALL
WARNING:
BE PERFORMED BY AUTHORIZED PERSONNEL approximately 3/8 inch in blade track for all rpm.
ONLY.
c. Tighten jamnuts and lockwire barrel to nuts.
1. Coat tracking tips of each blade with grease
pencil, using a different color on each tip.
d. Recheck track with flag. Continue
2. Take a low-speed blade track (90% rpm) by adjustments and checks until blades are in track.
followingthe steps in the tracking chart. (Refer to
figure 65-1.) 4. Take a high-speed track (100% rpm).

65-8 Rev. 3

If out of track, roll high
blade down and recheck at
same power setting.
Continue rolling high blade
Out of Track down until perfect low track
is obtained.
Test fly aircraft. If 1/rev
vertical present note air-
speed at which it becomes
evident and proceed to rotor
smoothing procedure.

Operate rotor at 100% RPMMake additional track at 100%

to kp gund ceat a RPM with same collective Record which blade is high,

minimum. Freeze collective Low Track OK setting as initial run and * indicated by track. (Do not
a tab
cord
beep'RPM to 90%. (Re-
andassembly.
psi torque
torqueboth
reading.)
lr
track. (Use PSI torque read- I
Peoulesalsd.
adjust)
OperateSet trim tabs
and apply sufficient collective

NOTE: Set both trim tabs

to Check with
trail.chordwisae
edge on straight
bottom
edge chordwise on bottom
side of trim
side tab. Straight
trim tab. Straight
edge should be flush with inm.
LowTrackOK setting as initial run and indicated by track. (Do not
bottom of trim tab and not
extend beyond bonded L/E of
tab assembly.

205200-19
BHT-205A1-MM-1
5. If blades are out of track athigh speed, make
no adjustments but record which blade is low.
(Refer to paragraph 65-11.)
65-11. MAIN ROTOR BLADE VIBRATION
CHECKAND ADJUSTMENT.
NOTE:When troubleshooting for 1/rev vibrations,
ensure that helicopter does not have a lateral 1/rev
vibration before troubleshooting for a vertical
1/rev vibration.
1. Fly helicopter through full airspeed range
and checkfor lateral vibration. (Lateral vibrations
are usually more pronouncedin hover.) Check that
adjustments have not changed autorotation rpm.
2. If lateral vibration is felt, follow procedures
charted in figure 65-2. (Refer to paragraph 65-12 for
main rotor blade sweeping procedure.)
NOTE: When lateral vibrations have been
corrected by taping blades with two-inchmasking
tape on blade tips, tape is then removed and
required weight added to blade bolt.
3. Removetapefromblade, countingnumberof
wraps.
4. Remove cap from retaining bolt of taped
blade.
5. Add weight (lead wool or shot) in blade bolt
to compensate for weight of tape removed from
blade tip, calculated as follows:
Tip Station x Tape Weight = Weight Required in
Bolt Station
Given: Tip Station = 288
Bolt Station = 28
NOTE:One full wrap of two-inch masking tape on
blade tip equals approximately three ounces
weight in blade bolt.
6. Reinstall and lockwire cap.
7. Test fly helicopter. If no vibrations are felt,
no further adjustment will be required.
8. If vertical vibrations are felt, designate high
blade A and low blade B. Install a T101597 tab
bender and a T101598 gage on blade and begin
65-10
making blade adjustments according to figure
65-3,using blade designations to keep a running
account of adjustments. (Refer to figure 65-4 for tool
application.)
CAUTION:TABS MAY BE BENTTO MAXIMUM
ANGLE OF 8 DEGREES UP OR DOWN,
MAXIMUM DIFFERENCE BETWEEN
BLADES OF 16 DEGREES.
9. Test fly helicopter after each adjustment.
Continue adjustments until vibration is worked
out. Keep accurate record of all adjustments.
NOTE:When bending tabs, experiment to see
which tab has best effect with least amount of
bending. For example two degrees down tab on one
blade might, in some instances, have same effect
as six degrees up tab on opposite blade.
65-12. MAIN ROTOR BLADE SWEEPING.
1. Loosen jamnuts on drag brace enough to
turn barrel one flat AFT as shown by direction of
arrows.
2. After adjustment, tighten jamnuts. Record
adjustment.
3. Make additional adjustments as required,
but do not exceed two full turns of barrel.
NOTE:If maximum adjustments fail to correct
vibrations, rotor must be removed from helicopter
and aligned on stand with a scope.
65-13. MAIN ROTOR AUTOROTATION RPM
ADJUSTMENT.
Check rotor rpm in autorotation. Make straight
ahead autorotative descent at constant 70 knots
indicated airspeed. (Turns and changes of
airspeed affect rotor rpm.) Throttle should be at
flight idle and collectivefull down. When in steady
autorotative descent note rotor rpm. Refer to
Flight Manual for allowable autorotation rpm.
CAUTION: DO NOT ALLOW ROTOR TO
EXCEED 104.5% RPM.
1. If rotor rpm is high, shorten both pitch change
links (3, figure 65-5) equally. One turn of pitch link
barrel changes rotor rpm approximately 2.5%.

Use amounts depending on severity
of vibration.
** Before adjusting for lateral, check
blade for damage and check if excess
oil added to one (1) grip. Internal
seals may need replacing.
Continue Adding Tape * Satisfactory
If grips have been rolled ex-
cessive, the chordwise bal-
ance may have been affected.
Realign blade for flight by
sweeping blade aft 1/8 flat
increments that was rolled
down. Caution: Excessive
sweep will cause lateral
vibration. **
205200-21
 Roll high blade down to prevent Continue roll of high blade
auto-rotation becoming too low. down until air speed is 70 Tab low blade "B" up until
knots or above. flight track is acquired.
** Check collectiveforces and
make corrections if necessary NOTE: Roll in 1/4 flat NOTE: See Table
in conjunction with lateral increments.
vibration check.

Check for lateral vibration.

Make corrections and resume Roll high blade A" down.
1:1 vertical with rotor in vertical procedures. ** Satisfactory
good low track. See Table *
NOTE: See lateral vibration
chart.

Start

Roll blade "B" down until air

speed is 70 knots or above.
Air speed at Amount of Roll
which 1:1 or Tab
evident

Below 40 Knots 1/2 Flat Roll

40-60 Knots 1/3 Flat Roll
60-70 Knots 1/4 Flat Roll
70-80 Knots 3/4° Tab
80-90 Knots 1/2° Tab Check complete operation Tab up blade "A" until flight
90-100 Knots 1/4 ° Tab with smaller adjustments. track is acquired. Satisfactory
NOTE: See Table
TAB TABLE

205200-20
 BHT-205A1-MM-1

2. If rotor rpm is low, lengthen both pitch shall be equal within 2 1/2 threads for pitch
change links equally. change links without thread engagement
inspection holes. For pitch change links with
thread engagement inspection holes, exposed
3. Torque jamnuts 650 to 800 inch-pounds.
Lockwirebottom jamnut to barrel, and top jamnut thread lengths shall be equal within 5 threads,
to barrel and clevis. provided adequate thread engagement is indicated
at inspection hole.

NOTE:After final pitch change link adjustment, 4. Recheck rpm in flightandrepeat adjustment
exposed thread length of upper and lower fittings as necessary.

GAGE HOOK
T101485 GAGE
AT OUTBOARD END TIGHTEN WING NUTS
OF TRIM TAB BEFOREBENDINGTAB

ANGLE

HERE

IN SLOT BENDER
T101525
BOTTOM TAB ON THISMODEL

204010-78C

Figure 65-4. Trim tab bender and gage

65-13
BHT-205A1-MM-1

65-14. MAIN ROTOR HUB AND BLADE. 65-15A. INSPECTION AND REPAIR - MAIN
ROTOR HUB AND BLADE.

The main rotor hub and blade assembly consists of NOTE: If records or physical appearance indicate
two all-metal, bonded blades and main rotor hub. that the hub has been involved in an accident or
incident, refer to Chapter 5 for inspection
requirements.
TOOLS REQUIRED requirements.
1. Inspect main rotor hub assembly (10, figure 65-5)
SWE 393 Power Wrench for scratches, nicks, dents, and corrosion.
SWE 124378B Reaction Adapter 2. Inspectretainingnut(8),lock (7) and cone set(12)
SWE 126377 Socket for damage and corrosion (refer to figures 65-6 and
T101626 Lifting sling 65-7).
T101402 Grip Positioning Link 3. Oil-lubricated hub assembly. Inspect oil reservoir
Suitae
ht for evidence of leakage and discolored sight glass.
Suitable hoist
NOTE: If rotor grip seals regularly allow oil to
migrate past inboard seals, customer may opt to
modify main rotor hub grips to grease-lubricated
65-15. REMOVAL - MAIN ROTOR HUB AND type. Refer to BHT-205A-1-CR&O for modification
BLADE. procedures.
3A. Inspect grease-lubricated hub assembly for
CAUTION: GRIP POSITIONINGLINKSMUSTBE evidence of excessive grease migration past seals,
INSTALLED UPON REMOVAL OF STABILIZER especially areas around rotor pillow block, trunnion,
BAR TO PREVENT GRIP ROTATION AND and grip seals.
POSSIBLE TENSION-TORSION STRAP DAMAGE.
IF GRIP/YOKE ROTATES MORE THAN 80 4. Polish out minor scratches, nicks, dents, and
DEGREES, MAIN ROTOR TENSION-TORSION corrosion on main rotorhub.
STRAP MUST BE REPLACED. 5. Inspect blades in accordance with Main Rotor
Blade Daily Inspection.
1. Remove stabilizer bar (1, figure 65-5). Disconnect
pitch change links (3), damper link tubes (5), and 65-16. INSTALLATION
- MAIN ROTORHUBAND
control tubes (4), at lower end.
NOTE: Apply corrosion preventive compound
2. Install T101402 grip positioning link between (C-104) to shanks only of all bolts prior to installation
each rotor pitch horn and adjacent stud of pillow and corrosion preventive compound (C-101) to bolt
block. heads and nuts after installation.
1. Attach hoist hook to main rotor hub (10, figure
3. Remove lockwire, screw, and retaining nut lock 65-5) with two T101626 slings and lift to a position
(7) at side of retaining nut (8). Use SWE 393, SWE above mast (11). Use rotor tiedowns to guide and
124378B, and SWE 126377 to remove nut (8). Remove steady rotor during handling.
washer (9).
2. Coat splines of mast and rotor hub trunnion with
4. Position suitable hoist above mast (11). Attach to corrosion preventive compound (C-101). Install cone
hub of main rotor (10) with two T101626 slings, set (12) with bevel side up and with equal end gap in
groove of upper mast splines

CAUTION: DO NOT ALLOW SPLIT CONES TO CAUTION: ROTOR MUST BE ALIGNED

FALL FROM MAST. IF SPLIT CONES ARE DIRECTLY OVER MAST TO AVOID DAMAGING
DROPPED, INSPECT PER PARAGRAPH 65-15A. MAST THREADS.
3. Align master splines and lower rotor onto mast,
5. Guide and steady rotor by means of tiedowns. until seated on split cones. Check split cones for equal
Remove split cones (12). end gap.

65-14 Rev. 3
 BHT-205A 1-MM-1

1. Stabilizer Bar Assembly

2. Mixing Lever
3. Pitch Change Link
4. Control Tube
5. Damper Link Tube
6. Stabilizer Support
7. Retaining Nut Lock
8. Retaining Nut
9. Washer
10. Main Rotor
11. Mast
12. Cone Set
13. Stabilizer Dampers
14. Scissors and Sleeve Assembly
15. Swashplate and Support Assembly
16. Bolt
17. Nut TORQUE
TORQUE
18. Bolt FT/LB
19. Safety Washer

14 Note
Heads of bolt shall be
installed in direction
of rotation with the
exception of pitch
horn bolts.

Figure 65-5. Main rotor system

65-14A
BHT-205A1-MM-1

DAMAGE AREA REPAIR SYMBOLS

I
TYPE OF DAMAGE MAXIMUM DEPTHS AND REPAIR AREAS ALLOWED

MECHANICAL AND
CORROSION
(Before and after repair) 0.010 in. 0.030 in.

MAXIMUM AREA PER

NONOVERLAPPING FULL
DEPTH REPAIR 0.10 sq. in. 0.20 sq. in.

NUMBER OF
NONOVERLAPPING
REPAIRS 4 4

EDGE CHAMFER 0.030 in. by 45 ° 0.060 in. by 45 °

THREAD DAMAGE
LENGTH: 0.50 inch
Depth: 1/3 of Thread
NUMBER: Two

NOTE:

1. No cracks allowed.

Figure 65-6. Main rotor retaining nut damage and repair limits

65-14B
 BHT-205A 1-MM-1

DAMAGE LOCATION

SURFACES MAXIMUM DAMAGE AND REPAIRDEPTH

C, E, and F Damage may be considerednegligibleand not requiringrepairif the depth does not
exceed 0.010 inch, and the minimumradiiobservedin the damagearea are not less
than 0.250 inch. If the radii is less than 0.250 inch, the damage may be polished out
if the area is less than 0.090 sq. inch, and depthis lessthan 0.010 inch after repair.

B Damage not exceeding depth of 0.005 inch may be repaired with the use of a
surface plate. Both halves of the cone set must be surfaced exactly the same
amount so that the distance from surface B to Eis identical for both halves. Only one
repair is allowed.

A and D Surface must not have any protrusionsabovethe surroundingsurface. Dents and
scratches not exceeding depth of 0.010 inch may be polished out if repair area does
not exceed 0.050 sq. inch. One repair per cone half is allowed.

Edge Chamfer to 0.030 inch.

Remove Damage

Figure 65-7. Main rotor cone set damage and repair limits

65-15
 BHT-205A1-MM-1
4. Install nut dry. Ensure mast threads and mast
nut threads are free of dirt and oil. Coat internal
unthreaded portion of mast nut with corrosion
preventive compound (C-101). Install washer (9) and
retaining nut (8). Use SWE 393, SWE 124378B and
SWE 126377 to tighten nut (8) 520 to 780 foot-pounds.
Install retaining nut lock (7), ensure that splines are
engaged and secure lock (7) to trunnion with screw.
Torque screw 60 inch-pounds and secure to trunnion
with lockwire. Refer to figure 65-8 for torque values.
5. Observing the color code, position stabilizer bar over
main rotor trunnion. Attach each support (6, figure 65-5)
with four bolts and washers, torque bolt to 175
inch-pounds, and secure bolts in vertical pairs with
lockwire.
6. Connect control tubes (4) to scissor and sleeve
assembly (14) with bolts (16).
NOTE: On initial installation, pitch change links
should be adjusted to nominal length of 10.125 and
equal within 0.005 inch. Length may be changed
during rigging and troubleshooting procedures.
7. Remove the grip positioning links and connect
pitch change links (3) to main rotor pitch horns.
NOTE: When connecting links to pitch horns install
bolt with heads inside of pitch horns.
8. Connect damper link tubes (5) from stabilizer bar
to leading sides of levers on dampers (13). Install bolts
from leading side with safety washer under head and
steel washer between bushing in lever rod end bearing
and aluminum washer between lever and nut.
9. Ground run helicopters with grease lubricated
hub assemblies for 5 minutes at 100 percent, then
purge lubricate both grips and pillowblocks with
grease (C-001) until grease purges through grip plate
relief plugs and trunnion seals.
10. After first flight and 10 hours of flight purge
lubricate both grips and pillowblocks with grease
(C-001) until grease purges through grip plate relief
plugs and trunnion seals.
65-17. MINIMUM BLADE ANGLE - MAIN
ROTOR HUB AND BLADE.
1. Lock collectivestick in full down position and cyclic
stick at approximately neutral, using friction locking
devices.
65-16 Rev. 3
2. Hold main rotor and stabilizer bar assemblies from
flapping. Place protractor chordwise on outboard
machined surface of blade grips and record each
reading.
Add readings in step2, and divide by two. This
will give minimum blade angle.
4. Adjust each pitch change link equally until a total
reading of 16 degrees, plus or minus 1 degree, is
obtained. This will give correct minimum blade angle of
8 degrees, plus or minus 1/2 degree. The exposed threads
on rod end bearing and clevis shall be equal within 0.030
inch.
5. Torque jamnuts 650 to 800 inch-pounds. Secure
lower jamnut to barrel with lockwire. Secure upper
jamnut to barrel, then to clevis with lockwire.
NOTE: Afterfinal pitchchangelink adjustment, the
exposed thread length of upper and lower fittings
shall be equal within 2 1/2 threads for pitch change
links without thread engagement inspection holes.
For pitch change links with thread engagement holes,
exposed thread lengths shall be equal within 5
threads, provided adequate thread engagement is
indicated at inspection hole.
65-18. COLLECTIVE PITCH FORCES
ADJUSTMENT.
At approximately 100 percent rotor rpm, in the range
of 20 to 30 psi torque pressure, and in cruise flight,
with hydraulic boost OFF, and minimum collective
friction, the collective controls should have a neutral
or light force. Above 30 psi torque, the collective
should become increasingly negative and below 19 psi
torque it should become increasingly positive, but not
unmanageable. Any collective force condition that
develops above or below these limits can be remedied
by adjustment of the tension-torsion strap twist.
1. Determine the exact nature of the condition,positive
or negative force prevailing, as noted by the pilot during
flight.
NOTE: Negative force is associated with down (heavy)
collective control stick, i.e., if the pilot releases the
collectivecontrol stick it will lower of its own accord.
Positive force is associated with up (light) collective.
CAUTION: THE FOLLOWING STEPS SHOULD
BE PERFORMED WITH EXTREME CAUTION.
LOOSENING BOLTS TOO FAR WILL REQUIRE A
COMPLETE RESETTING OF GRIP ANGLE.
2. Cut lockwire and loosen retaining bolts (7, figure
65-9)just enough to permit free turning of the static
stop adjusting bolt (4).
 BHT-205A1-MM-1

200 TO 250 IN-LB _

TO
20 70045IN-LBLB
500TO 540
)p~~~~~ 1' \\ 8<220>L95TALL
IN-BIN-LB BOLTS
WITH
NUTN-LB
FTO
125 TO 150 FT-LB 175

FT--LB
y^
ALL"^^<^, /JV ' >^^^^
"\^^
J>-
] (,,^C*'~^
:r - = * / r T^^"*'^^^.275
---- V^-'-j200 TO 250 IN--LB TO325FT.LBS.

< Ma:- '^^^^^"---T 60----"

\ .INSTALL
(TYPICAL-ALL HORNS)-^^^0\ TO 85 IN-LB
BOLTS WITH NUT IN
190 IN--LB 60 6120 15
TO IN-LB
FT-LB

. 200 TO 45200-200IN-

Figure 65-8. Main rotor system torque values

65-17
65-17
BHT-205A1-MM-1

ROTATION 4. Tighten and secure static stop retaining

ROTATION bolts (7) with lockwire (C-405), after each
adjustment.
DIM A DIM B
5. Repeat steps 1. through 4. on the opposite
blade.

6. Test fly the helicopter and check collective

forces. If required, repeat steps 1. through 5.
65-19. RESETTING MAIN ROTOR GRIP
TENSION-TORSION STRAP.

VIEWLOOKING
OUTBOARD NOTE: This operation should only be
1. Main RotorYoke 6. Aligning Bracket accomplished when the static stop retaining bolts
Edge)
2. Tab(Trailing 7. Bolt have been loosened too far, allowing the worm
3. Inboard Strap Fitting 8. Gear-AdjustingUnit gear assemblies to become disengaged, or when
4. Bolt 9. Tab (Leading Edge) position is unknown.
5. Static Stop Assembly
1. Determine if one or both grip tension-torsion
straps have shifted.
205011-7A
2. To reset one grip tension-torsion strap: tighten
Figure65-9. Collective pitch retentionstrap bolts (7, figure 65-9) to engage adjusting bolt (4) to
adjustment engaged position, but loose enough to permit
adjustment of adjusting bolt (4).

NOTE: Turning the static stop adjusting bolt (4) 3 Measure from the top of the main rotor yoke
clockwise, as viewed from its head will decrease (1) to leading edge tab (9) on fitting (3).
tension-torsion strap twist. This is the corrective
action for positive collective. Turning the 4. Adjust adjusting bolt (4) to adjust fitting (3)
adjusting bolt counterclockwise, as viewed from relative position as fitting on opposite side
to same
its head will increase tension-torsion strap twist. of hub. Ensure that measurementis to leading
This is the corrective action for a negative edge tab (9) in both instances.
collective.
5. When fitting (3) is properly located, tighten
CAUTION: ADJUSTMENTS TO THE bolts (7) and secure with lockwire (C-405).
ADJUSTING BOLT SHOULD NOT EXCEED
MORE THAN FOUR TURNS MAXIMUM 6. To reset both grip tension-torsion straps
FROM NEUTRAL POSITION. THE NEUTRAL when adjusting bolt (4) has been disengaged on
POSITION IS WHEN DIMENSION A IS 0.2 both sides of hub, it will be necessary to reset both
INCH GREATER FOR THE LEADING EDGE fittings to initial build-up position. (Refer to
TAB (9) THAN DIMENSION B FOR THE paragraph 65-20.)
TRAILING EDGE TAB (2). IF FOUR TURNS
MAXIMUM ARE EXCEEDED, OR THE 65-20. RESETTING MAIN ROTOR GRIP
POSITION IS UNKNOWN, RESET IN TENSION-TORSION STRAPS - INITIAL
ACCORDANCE WITH INSTRUCTIONS, SETTING.
PARAGRAPH 65-20.
NOTE: Establish initial setting of main rotor grip
tension-torsion straps when main rotor hub is
assembled and/or when initial setting has been lost
3. For positive collective adjustment, adjust on both sides of hub due to inadvertent loosening of
adjusting bolt (4), one flat clockwise. bolts (7, figure 65-9).

65-18

1. Install static stop (5) and adjusting bolt (4)
with two bolts (7). Tighten bolts (7) to ensure
engagement of bolt (4) with fitting (3) but loose
enough to permit adjustment of adjusting bolt (4).
2. Adjust bolt (4) so that dimension A (from top
of yoke to tab on the leading edge of inboard strap
fitting) is 0.200 inch greater than dimension B on
the trailing edge side.
NOTE:Do not turn adjusting bolt (4) more than
four turns.
3. Tighten bolts (7) and secure with lockwire
(C-405).
4. Establish initial setting of the opposite main
rotor grip tension-torsion strap in the same
manner.
NOTE: It may be necessary to make further
adjustment of main rotor grip tension-torsion
straps after flight test.
65-21. MAIN ROTOR BLADES.
The main rotor blades are all-metal bonded
assemblies, set in hub grips at a preconing angle
and secured by a single retaining bolt and drag
brace. Each blade has four major sections: main
spar, honeycomb core,trailing edge extrusion, and
nose block extrusion, all bonded to skin by
adhesive applied under heat and pressure.
Reinforcing doublers, grip plates, and drag plates
are bonded to butt end of blades. Leading edges of
blades are covered with abrasive resistant
material. A trim tab is provided on the trailing
edge for tracking adjustments. A fitting on blade
tips is used for flag tracking procedure and rotor
tie-down.
65-22. MAINTENANCEFOR MAIN
PREVENTIVE
ROTOR BLADES.
1. After each 25 hours of operation or 15 days or outlined in
every 5 days in salt laden atmosphere; whichever
occurs first, accomplish the following:
a. Apply WD-40 to upper and lower blade
surfaces, doubler areas, and all bond lines until
surfaces are wet.
2. After each 50 hours of operation or 30 days or
every 10days in salt laden atmosphere; whichever
occurs first, accomplish the following:
BHT-205A1 -MM-1
a. Wipe blades with aliphatic naphtha (C-
305).
b. Wash blade surfaces with a solution of
mild detergent soap. Rinse thoroughly and wipe
dry.
c. Apply WD-40 to upper and lower blade
surfaces, doubler areas, and all bond lines until
surfaces are wet.
3. During the 100 hour inspection; whenever
defects such as corrosion, nicks, scratches, heavy
abrasion and in some instances blistering of the
paint is encountered, proceed with spot repair and
finishing as follows:
a. Degrease with aliphatic naphtha (C-305)
or solvent (C-304)or any good degreasing solvent
which will not smear or remove finish.
b. Using nylon web abrasivepad (C-407)or
180 abrasive paper (C-423), remove all surface
oxides in area to be repaired. This may include
removal of some paint finish to allow for
feathering area of repair.
NOTE:After complete corrosion removal, inspect
and repair per instructions contained in this
section.
c. Wash blade with mild detergent soap
(C-318)or equivalent. Achieve water break free
surface which will be evident by continuous
unbroken film of water on the surface after
thoroughly rinsing the soap from the surface.
d. On all aluminum
have apply brush or spray
(using brush solution) application of chemical
conversion coating (C-100)or apply primer (C-201 or
C-204). (Refer to BHT-ALL-SPM manual.)
NOTE: Should a primer be used, it should be
considered as a temporary protection only.
e. Proceed with touchup refinishing as
paragraph 65-29.
65-23. MAIN ROTOR BLADE DAILY
INSPECTION.
NOTE: This daily inspection, is required on all
main rotor blades older than 12 months and/or with
1000 hours or more service time.
1. Inspect main rotor blade grip pad for edge
voids, corrosion, and condition of adhesive
65-19
BHT-205A 1-MM-1
squeeze-out. Hair line cracks in the paint finish
should be inspected for possible voids. Figure 65-10
shows the area to be inspected.
2. If any discrepancies are found which may
indicate a possible void, remove blade from
helicopter to confirm and determine extent of void.
Single edge voids on any one side which are 0.060
inch in depth and 2.0inch in length are acceptable
but must be sealed. Edge voids in excess of these
limits are not repairable and is cause for blade
replacement. Seal acceptable edge voids with
adhesive (C-317 or C-322).
3. Visually inspect upper and lower blade
surfaces for damage, evidence of corrosion, and
cracks. Particular attention should be given to the
doubler area and all bond lines.
4. Press test button on electronic detector unit
(if installed). If main rotor blade is cracked,
electronic detector light will illuminate steady.
A flashing light indicates no cracks.
5. Inspect leading edge scarf joints for filler
erosion and corrosion.
6. Treat and refinish any exposed bare
aluminum areas.
65-24. NONREPARABLEDAMAGE- MAIN
ROTORBLADES.
1. Water in the honeycomb core (8, figure 65-10).
2. Any blade that has reached the maximum
service life.
3. If one or more cracks develop and extend
from a previously repaired area and the crack
exceeds allowable repair limits.
4. Holes in the skin larger in area than allowed
for patching.
5. Any corrosion that penetrates entirely
through the skin and is beyond patch limitations.
6. Voids between the skin and honeycomb core
of the basic blade larger than 25 square inches.
7. Any penetration through the spar (11),
doublers, grip plates, or drag plates.
8. Edge voids deeper than 0.50 inch at the tip
end of any of the root end doublers or grip plates
(6).
65-20
9. Edge voids in the leading edge of the
doublers that exceed 0.060inch in depth and at the
trailing edge of the doublers that exceed 0.10 inch
in depth.
10. Obvious deformation of blade.
65-25. INSPECTION AND MINOR REPAIR -
MAIN ROTOR BLADES.
1. Main rotor blades shall be visually
inspected before every flight. Blades older than
12months or 1000hours or more service time shall
be inspected daily in accordance with paragraph
65-23.
CAUTION: ANY WEAR OR DAMAGE IN
EXCESS OF THAT ALLOWED IN
PARAGRAPH 65-24 IS CAUSE FOR BLADE
REPLACEMENT.
The condition of the paint on any cobalt
abrasive strip on leading edge is unimportant.
b. If paint is worn through, over the
aluminum metal surface, the blade should be given
a touch-up refinish operation as soon as practical.
(Refer to paragraph 65-29.)
c. If paint is deteriorating immediately
behind the cobalt leading edge, it may be due to
galvanic action which may result in deep pits in a
short period of time. If this appears to be
happening, the blade should be removed and the
local area coated with corrosion preventive
compound (C-101) or any grade of grease, until
refinishing can be accomplished. Refinish blade
as soon as possible.
d. Leading edge abrasive strip (cobalt)
requires replacement if any of following
conditions are noted:
(1) Leading edge deformation.
(2) Edge voids.
(3)Thickness of outboard abrasion strip
0.020 inch or less.
(4) Holes, cracks, or tears in outboard
abrasion strip.
(5) Reasons for replacement of center
abrasion strip: Wrinkles in excess of three feet in
length, cracks, edge voids, holes or tears. If the
above conditions exist return the blade to
an authorized Bell Helicopter Textron overhaul
facility.
5.
1. Drag Cover
Butt Plates 11.Main Spar
7. Nose Block
Block 13. Trim Tab
2. Weights
Ballast Weights 8. Honeycomb Core 14. Ballast Weights
3. Main Retention Bolt Hole 9. Skin 15. Tip Cover
4.
4. Drag
Drag Link Bolt Hole
Link Bolt Hole 10.
10. Trailing Edge Extrusion
Trailing Edge Extrusion
5. Drag Plates 11. Main Spar
6. Grip Plates 12. Leading Edge
204011-1099
BHT-205A1-MM-1
(6) Trim tab replacement willbe required if
crack indications, separations or an
unstraightenable trailing edge of tab is noted.
(Refer to paragraph 65-31.)
(7) Any crack in any location in the main
bonded part of the blade is cause for replacement.
The blade should be removed and the
manufacturer notified if the crack was not caused
by an accident.
CAUTION: ALL PATCHES INBOARD OF
STATION 234.00 MUST BE INSPECTED FOR
CRACKS DAILY.
2. Void limitations.
NOTE: A void shall be defined as an unbonded
area that is supposed to be bonded. Many sub-
definitions of voids are often given; such as lack of
adhesive, gas pocket, misfit, etc. This manual
shall make no distinction among these but shall
group them in one general term, "void". All
dimensions are in inches.
a. Voids in the spar assembly, outboard of
station 100.0.
(1) 1.0 inch wide (maximum) void between
abrasive strip and nose block at extreme leading
edge is acceptable, but must be sealed at the tip of
the blade with adhesive (C-322).
(2) Voids between the center abrasive strip
and the reinforcement doubler (boxbeam doubler)
shall not exceed 40 square inches in any single
void. If voids are closer than one inch to each other
they shall be considered one single void.
Maximum total area of voids shall not exceed 150
square inches. Chordwise width of voids shall not
exceed 1.75 inches.
(3) Voids between the cobalt abrasive strip
and the reinforcement doubler shall not exceed 30
square inches in any single void. Maximum total
area of voids shall not exceed 50 square inches.
Width of voids shall not exceed 1.75 inches
(chordwise).
NOTE: If an allowable void specified above is
within one inch of any void allowed in step (1)
above, then the void in step (1) is to be included in
the above area limitations. Voids on both sides of
the blade are to be included in the area limitations.
(4) No voids within 0.38 inch of edge of
abrasive strip are acceptable.
(5) Voids between the reinforcement
doubler and the spar not larger than 1.0inch by 3.0
65-22
inches are acceptable. Minimum spacing between
centers to be 5.0 inches. Maximum total area of
voids to be 30 square inches.
(6) Voids between the noseblock and box
beam not larger than 0.50 by 2.0 inches are
acceptable providing minimum center-to-center
spacing exceeds 6 inches. Maximum total area of
voids to be 18 square inches.
NOTE:Any void described in the above paragraph
which is apparent at the tip end is to be sealed with
adhesive (C-321) with activator.
b. Voids in the spar assembly, inboard of
station 100.0.
station 100.0.
(1) 1.0 inch wide (maximum) void between
abrasive strip and nose block is acceptable.
(2) Voids between abrasive strip and
reinforcement doubler not exceeding 10.0 square
inches with a maximum of 2.0square inches in any
single void are acceptable. Minimum spacing
between void centers to exceed 3.0 inches.
(3) No voids within 0.38 of edge of abrasive
strip, except at the butt end per step (1) are
acceptable.
(4) Voids between the reinforcement
doubler and the spar, not larger than 0.5 by 1.0
inch are acceptable. If voids come closer than 1.0
inch to each other they are considered a single
void. Maximum total area of voids to be 10 square
inches.
(5) Voids between the nose block and the
box beam not larger than 0.5 by 1.0 inch, are
acceptable, providing minimum center-to-center
spacing exceeds 3.0inches. Maximum total area of
voids not to exceed 5 square inches.
NOTE:Any void described in the above paragraph
which is apparent at the butt end is to be sealed
with adhesive (C-321)with activator A or adhesive
withadhesiveC321)withactivatororadhesive
( )
c. Voids at butt end of blade.
(1) Void not deeper than 3.0 inches
between nose block and box beam is acceptable.
(2) Void between trailing edge extrusion
and skin not deeper than 1.0inch nor wider than
1.0 inch is acceptable.

(3) Any other void not longer than 1.0inch
nor deeper than 0.35 inch is acceptable.
(4) No voids are acceptable within 0.5 inch
of the front or rear edge of either grip plate
(viewing from butt end).
(5) No edge voids allowed between butt cap
and blade.
NOTE: Any void described in the above
paragraph which is apparent at the butt end is to
be sealed with adhesive (C-321)with activator A or
adhesive (C-322).
d. Voids in retention area, inboard of station
100.0.
(1) Single edge voids of 0.060 inch
maximum depth on leading edge of doublers and
0.10 inch maximum depth on the trailing edge of
doublers are acceptable if sealed with adhesive
(C-317 or C-322). Single edge voids of 0.06 inch
maximum depth and 2.0inch maximum length are
acceptable on grip and drag plates but must be
sealed. Edge voids are not acceptable in outboard
seven inches of each finger of the doublers. Edge
voids in the outer three inches of the grip plate and
outer 1.5 inches of the drag plate are not
acceptable. Up to 0.50 inch maximum may be
removed from the outboard tip of the drag plate
tang, grip plate tang or the outboard tip of the
doublers to eliminate a void. Pattern of cut shall be
approximately the same radius as the original
tips. Use extreme care to avoid cutting into
adjacent parts. After cutting, deburr, and break off
sharp edges and refinish. (Refer to paragraph
65-29.)
(2) Voids between the doublers or
innermost doubler and skin 2 inches wide
maximum (chordwise) by 4 inches long maximum
(spanwise) are allowable, provided they are not
closer than one inch to the edge of the doubler or to
another void. Total allowable area of voids
between all doublers shall not exceed 20 square
inches.
(3) Voids between the skin and the coreina
5 inch wide region running adjacent to the trailing
edge extrusion, not wider than 1.0inch nor longer
than 10 inches, with a minimum width of 1.0inch
of good bond between them, are permissible. In the
remaining area, the width of the void may not
BHT-205A1-MM-1
exceed 0.5 inch. The total area of all voids is not to
exceed 30 square inches.
(4) Edge voids between the edge of the skin
and the trailing edge extrusion, that are less than
0.06 inch wide by any length, or less than 0.25 inch
wide by 7 inches long are acceptable, if they are
sealed with putty (C-424) or adhesive (C-322).
(5) Voids running into the main retention
bolt hole, in any bond line, are not permissible.
(6) Other voids between the skin and the
trailing edge extrusion which do not exceed one-
third the width of the faying surfaces by 10 inches
long are acceptable.
(7) Voids between the skin and the box
beam reinforcement doubler wider than 0.25 inch
are not acceptable.
e. Voids under skin, outboard of station
100.0.
(1) Voids between the skin and the trailing
edge extrusion shall not exceedone-third the width
of the faying surfaces.
(2) Voids between the skin and the core
shall not exceed 1.0 inch in width by 25 inches
long. Voids within 1.0 inch of each other are to be
considered as one void.
(3) Voids between the skin and the box
beam reinforcement doubler, not wider
(chordwise)than 0.25 inches are acceptable. Voids
not larger than 0.38 by 2.0 inches are acceptable
providing spacing between void centers exceeds
6.0 inches. Edge voids are not acceptable.
(4) Edge vodsbetween the edge ofthe skin
and the trailing edge extrusion that are less than
0.06 inch wide by any length or less than 0.25 inch
wide by 10 inches long are acceptable if they are
sealed with putty (C-424)or adhesive (C-322).
NOTE: Where two voids of different types -
(Example: void between skin and trailing edge
extrusion next to a void between the skin and the
core) are closer than 1.0 inch apart, they shall be
considered as one void and the stricter limitation
shall apply.
65-23
BHT-205A1-MM-1
f. Nicks, scratches, and dent limitations.
(1) Main rotor blades receiving damage in
the form of scratches, nicks, gouges, tears, holes,
etc in the skin which exceed the following limits
may be repaired locally providing that they do not
exceed allowable patch limitations.
(a) Nicks, scrathes
and dents
anywhere on the surface of the skins or trailing
edge strip that are not in excess of 0.008 inch in
depth are acceptable if they are polished out.
(Sanding to be accomplished in a spanwise
direction.)
(b) Nicks and notches in the extreme
trailing edge of the blade that are 0.120 inch in
depth or less must be polished out over a distance
of at least 2 inches on each side ofthe nick or notch.
(c) Nicks and scratches in excess of
0.008 inch in depth must be polished out and
patched in accordance with repair instructions if
within the area and limits specifiedin this section.
NOTE:If a nick or scratch in the skin in excess of
0.008inch in depth can be polished smooth without
leaving the skin so thin that it can be dented with
fingernail pressure, then a patch may be applied
over the area without cutting a hole in accordance
with repair instructions. If a hole must be cut in the
skin and it falls outside repairable limits, the blade
is considered scrap.
(d) In the outboard four feet of the blade,
any dent in the skin that does not tear the skin, or
produce a void detectable when tapping is
acceptable.
(e) Dents in the skin inboard of a station
four feet from the tip of the blade that are not in
excess of 0.060 inch deep are acceptable. Dents in
excess of this value must be polished smooth and
patched if within allowable limitations, for
patching.
(f) If a nick or scratch exists in a sharp
dent in the skin, the total depth of both must not
exceed 0.060 inch. If a nick or scratch cannot be
polished out, it must be cut out and patched, if
within allowable limits for patching.
65-24
(g) Nicks or scratches in the abrasive
strips, doublers, grip plates or drag plates that are
not in excess of 0.012inch in depth are acceptable
ifthey are polished out. (Sanding to be
accomplished in a spanwise direction.)
NOTE: Polish out all acceptable nicks and
scratches using 180grit (C-423)or finer sandpaper
scratches
Polish to ausing 180finish
surface grit (C-423)
of 63 or finer sandpaper.
Roughness Height
Rating (RHR) or better removing only enough
material to remove the nick or scratch. Aluminum
wool may be used on the abrasive strips to polish
out defects. Acceptable dents need not be filled and
faired. (Sanding to be accomplished in a spanwise
65-26. FIELD REPAIRS - MAIN ROTOR
BLADES.
Minor repairs should be accomplished as routine
maintenance of the blades. Touch-uprefinishing is
to be accomplished when warranted by paint
condition or when paint is removed to repair
scratches, nicks, dents, trim tab repair or patching
of damaged skins.
1. Straighten the trailing edge of the trim tab
with a heavy mallet and heavy back-up block or
suitable tool. Reset the proper angle using T101525
trim tab bending tool. If trim tab is to be replaced
refer to paragraph 65-31.
2. Patching procedure and limitations.
a. The following patching of hole limits must
be met after the hole is cleaned up for patching:
(1) No patches are permitted within one
inch of the doublers.
(2) Using chordline tangent to nearest
edges of holes as the reference, a minimum edge
distance of two inches must be maintained
between holes when prepared for patching (Refer
to figure 65-11.) In the outboard 48 inches of the
blade, two holes on the same chordline on the same
skin surface of the blade two inches in diameter
 BHT-205A 1-MM-1

Note
1 X 4 OBLONG WITHIN 15° OF
Patching limitations apply to upper and lower LEADING EDGEOR TRAILING
blade surfaces independently of each other. EDGEOFBLADE
STA

AUTHORIZED
288.00INCH
AREAS OF REPAIR ON MAIN ROTOR BLADES TIP OF BLADE

MAIN BOLT HOLE BUSHING

AL ALY DOUBLERS

NOSE

ABRASIVE TRAILING

SECTION THRU MAIN AND DRAG BOLT HOLES

AND VIEW OF ROOT END OF BLADE

TRIM
AT
SECTION TAB LOC ATION

205011-1007

Figure 65-11. Main rotor blade repair

65-25
65-25
BHT-205A 1-MM-1
maximum and having a minimum edge distance
of two inches may be patched. In the outboard 24
inches ofthe blade two holes on the same chordline
on the same skin surface of the blade three inches
in diameter maximum and having a minimum
edge distance of two inches may be patched.
(3) Patch material is not authorized to
extend over the leading edge abrasive strip.
b. Cut out the skin around thedamagedarea.
This may be accomplished by using a hole saw or
scribing through the skin with a sharp instrument.
NOTE: If a circular hole is cut out to remove the
damaged area in the outboard 24 inches of the
blade, it must not exceed 3.0 inches in diameter.
Inboard of this point, the circular hole cut out
diameter must not exceed 2.0 inches.
It is permissible to cut out an "oblong" hole if the
general direction of the holefalls within 15degrees
of a line parallel to the leading edge or trailing edge
of the blade. Maximum size of the "oblong" hole
shall not exceed one inch wide by four inches long.
The ends of the hole must have a minimum radius
of 0.25 inch to break corners.
It is not necessary to cut a hole if the defect can be
polished smooth without leaving the skin in the
area so thin that it can be dented with fingernail
pressure. In these cases, the area must still have a
patch applied in the same manner as though a hole
existed and at least 0.75 inch of bonded area
around the perimeter of the dent must exist. If the
skin in the polished area can be dented with
fingernail pressure, it will be necessary to cut out
the damaged skin and apply a patch, providing
maximum hole size limits are not exceeded.
c. Remove the skin in the cutout area
disturbing the core as little as possible. It is
desirable to heat the cutout disk to 200°F
(maximum) and lift out the disk of skin while
heated.
d. Deburr the edges of the hole making sure
the skin is free of scratches and nicks. Surface
sanding to be accomplished in a spanwise
direction.
e. Remove all paint from around the hole in
the area the patch will cover using clean rags
65-26
dampened with MEK (C-309).Do not allow any
MEK to enter the blade.
f. Prepare a patch of 2024-T3 aluminum
alloy, 0.020thick. The patch must be large enough
to overlap the hole at least 0.75 inch all around the
perimeter. Deburr the edges of the patch.
g. Sand the mating surfaces of the blade and
the patch using 400grit paper. Wipeboth surfaces
clean with a rag dampened with MEK and dry
with a clean cloth.
CAUTION: THE AREAS TO BE BONDED MUST
BE CLEAN, DRY AND FREE OF GREASE, OIL,
WAX, ETC.
h. Apply adhesive (C-317 or C-313) to the
bond areas of the patch and the blade.
i. Apply the patch to the blade moving the
patch lightly back and forth under pressure to seat
it properly and to expell air pockets in the
adhesive. Blend out excess adhesive around the
edges.
j. The patch may be held in place while
curing with rubber bands made from an inner tube
and using a wooden block as a pressure device, or
other mechanical means. Cover patch with
cellophane allowing a border of at least one inch
prior to applying the pressure device (apply 2 to 10
psi pressure). If adhesive (C-317)is used, cure at
75°F minimum for five days, or at 180°F for 60
minutes. If using adhesive (C-313)cure at 70°F to
90°F for 24 hours or at 145°F to 155°F for 30
minutes.
k. Brush alodize patch and bare areas
around the patch, using alodine (C-100).
1. Use adhesive (C-322)or putty (C-424)to fill
and fair around the patch.
3. Refinish reworked area. (Referto paragraph
65-29).
65-27. POLYURETHANE TAPE -
INSTALLATION.
1. Use of polyurethane tape (C-419)is optional
with the individual operator. Its use is
recommended for protection against abrasion of
the leading edge of the blade in areas of high sand

and dust conditions. It affords medium protection
against rain. The tape may be removed and
replaced with new tape as often as necessary.
2. Prepare the blade for tape application as
follows:
a. New blades with final paint finish fully
cured shall be wiped with a clean cloth or rag
dampened with naphtha (C-306)and wiped dry
prior to full evaporation of the naphtha.
b. Blades that have been in service shall
have all contamination cleaned off using
Scotchbrite (C-407) or equivalent, followed by
wiping with a clean cloth dampened with naphtha
(C-306) and wiped dry with a clean cloth.
c. Blades that are having the tape replaced
are to be treated the same as blades that have been
in service.
3. Cut a strip of tape (C-419)5.0 inches wide by
112 inches long. The tape must be the same size
(within reasonable limits) for each blade set to
prevent an out of balance condition.
4. The tape shall be applied to the blade by a
minimum of two men. Place one end of the tape
flush with the tip end of the blade so that equal
coverage will be applied to the bottom and top
surfaces. Using a plastic spatula or similar tool,
firmly affix the tape to the extreme leading edge of
the blade for the full length of the tape.
5. Using a spatula orsimilartool, affixthetape
firmly to each side of the leading edge. In the event
an air bubble is entrapped, raise that area of the
tape, releasing the air, and reaffix the tape firmly.
Properly applied, the tape should show no
evidence of air bubbles.
6. Inspect the tape daily for proper adhesion
and for tape condition. Replacement is to be based
on the daily inspection findings.
65-28. Deleted.
BHT-205A1-MM-1
65-29. MAIN ROTOR BLADE PAINT
TOUCH-UP.
NOTE: Use this procedure when only touch-up
refinishing of blade is required.
1. Clean area with solvent (C-304).
2. Thoroughly dry the cleaned surfaces. Apply
one light coat of primer (C-204)or equivalent. Allow
to air dry from 45 minutes to 4 hours maximum,
before next step.
3. Apply adhesive (C-322) spray coating over
reworked areas only. Three coats over trim tab and
doublers, one coat over butt joint of skin to abrasive
strip and skin to trailing edge extension and one
coat over a patch.
NOTE: Mix adhesive (C-322) per manufacturers
instructions. Then mix 13% to 15% (by weight) of
primer (C-204) into the adhesive. Mix thoroughly.
Thin to a sprayable consistency by adding MEK
(C-309) not to exceed 50% by volume of the mixed
adhesive (approximately 35% by volume will
produce a sprayable consistency). Pot life of the
thinned adhesive is approximately 3 hours. After
application of final coat of adhesive allow blade to
air dry at room temperature for 16 to 24 hours.
4. Apply a light mist coat of primer (C-204) and
allow to dry 45 minutes to four hours maximum.
65-27
BHT-205A1 -MM-1
5. Apply first coat of acrylic lacquer to match
original color, to touch-up areas of surface of blade.
Allow 1 hour minimum drying time, then apply a
second coat. Allow 1 hour minimum drying time
before putting any other paint over second coat.
Spray only repaired areas. If required apply
orange-yellow color (C-204) no. 13538, to blade tip.
65-30. MAIN ROTOR BLADE TRIM TAB.
65-31. REPLACEMENT- MAIN ROTOR
BLADE- TRIMTAB.
1. Trim tab replacement will be required if
crack indications, separations or an
unstraightenable trailing edge of the tab is noted.
2. Should trim tab replacement be required for
any reason, it may be accomplished as follows:
a. Removethe old tab by cutting that portion
of tab which extends beyond the trailing edge of
the blade (approximately 1/8 inch beyond trailing
edge of blade).
b. Drill out rivets if any exist.
c. Peel tab spanwise, starting at outer corner
of tab, one side at a time. (Apply heat using a heat
gun carefully to aid in trim tab removal, 200°F
maximum.)
3. Clean-up:
a. Mask off the tab area of the blade,
allowing a 0.50 inch border for adhesive squeeze-
out.
b. Drill trim tab which is used on main rotor
blade as shown in figure 65-12.
NOTE: If removed tab had rivets installed, use
reverse rivet pattern, reference figure 65-12 (top rivet
pattern should then be on the bottom surface old
rivet holes should be filled with adhesive (C-313).
c. Remove old adhesive in the masked area
by sanding spanwise with progressively finer
sandpaper (C-423) to include all traces of
corrosion.
d. Clean by wiping with cloths dampened
with MEK (C-309)and dry with a clean cloth.
65-28
e. Install replacement tab and use it as a
template to locate holes to be drilled into the blade.
NOTE:Use a stop on drill to afford maximum drill
depth of 1/8 inch.
f. Remove trim tab and deburr all holes on
the blade and trim tab.
g. Clean the blade trim tab area by wiping
with cloths dampened with MEK (C-309)and dry
with a clean cloth.
h. Sand the trim tab on the inside of both
surfaces with medium grit(200 or finer) sandpaper
(C-423)until surfaces are bright. Clean by wiping
with cloths dampened with MEK (C-309)and dry
with a clean cloth.
4. Thoroughly mix adhesive (C-313)in a one to
one mixing ratio by weight or volume and apply
without delay.
5. Apply adhesive to masked area of blade and
interior of replacement trim tab.
6. Install trim tab as follows:
a. Install replacement tab, locating as shown on
figure 65-12 (fair in squeeze-out). Cover tab with
cellophane, allowing a border of at least one inch.
Tape cellophane to blade.
b. Dip rivets in adhesive (C-313) prior to
installing so as to obtain seal.
NOTE:Rivets should be installed priorto complete
cure of adhesive previously applied to blade and
interior of tab.
c. Install CR2263-4-1 Cherrylock rivets
universal head using rivet gun P/N G-15 and
pulling head No. H615A-4Uor equivalent.
d. Apply 2 to 10 psi pressure to tab to ensure
contact. "C" clamps and wood blocks
approximately the size of the tabs may be used as a
pressure device.A hard rubber pad 1/16 inch thick
should be used to distribute the clamping load
evenly. Clamps should be tightened snug, but not
tight. Pressure period is a minimum of 24hours at
70° to 90°F. Cure may be accelerated by applying
heat (145° to 155°F) for approximately 30 minutes.
Apply heat until adhesive is completely firm
(squeeze-outwill resist fingernail penetration).
 BHT-205A1-MM-1

12.00

7 EQ. SPACESON BOTTOM SIDE

MAIN ROTOR BLADE TRIM TAB

INSTALLATION INSTRUCTIONS

NO. 30
DRILL 0.132 DIA. USING
0.129

DRILL 15 PLACES (7 ON TOP,

8 ON BOTTOM). DEBURR ALL
HOLES.

LOCATION OF TRIM TAB

MEASURED FROM RETENTION
BOLT CENTER

BOTTOM SIDE
TRIM TAB

204-011-250-5
STA
256.6

205200-18

Figure 65-12. Trim tab replacement

65-29
BHT-205A1-MM-1
7. Final blade cleanup:
a. At the end of the pressure period, remove the
pressure pads and cellophane. Smooth the
squeeze-out with sandpaper, taking care not to
damage skins.
b. Wipe blade in area of tab with MEK (C-309)
and dry. Rinse with water.
c. Apply chemical film treatment (C-100) to
reworked area. (Refer to Chapter 20).
d. Wipe with MEK (C-309) and dry with clean
cloth.
8. Refinish repaired area. (Refer to paragraph
65-29.)
65-32. MAIN ROTOR HUB.
The main rotor hub consists of a yoke with a
machined spindle on each end. The blade grips,
mounted on the ends, permit the grips to turn on the
spindle axis. The rotor hub yoke is underslung on its
mounting trunnion through two pillow blocks that
provide a flapping axis.
65-33. MAIN ROTOR GRIP RESERVOIR.
65-34. REPLACEMENT - MAIN ROTOR GRIP
RESERVOIRPACKINGS.
NOTE: Procedures for grease-lubricated hub
assembly are not the same as those for oil-lubricated
hub assembly. The procedures used shall be based on
hub assembly configuration.
1. Oil-lubricated hub assembly. Replace packings in
main rotor grip reservoir as follows:
a. Remove bolt (21, figure65-13),two springlock
washers (20), one steel washer (22), one aluminum
washer (19), and one packing (18) securing reservoir
cover (17) to plate assembly (14).
b. Remove reservoir cover (17), packings (15),
and sight glass (16).
65-30 Rev. 3
c. Inspect sight glass (16) for transparency and
damage. Replace if necessary.
d. Replace all packings and assemble. Install
packing (18), washers (19, 20, and 22), and bolt (21).
Tighten bolt until lock washers are completely
compressed, then back bolt off one full turn (six plus
or minus 1/2 wrench flats).
e. Remove filler plug (23) and packing (24) from
reservoir cover (17) and fill reservoir to 1/2 level with
approved oil. Replace packing (24). Install filler plug
(23) and secure to bolt (21) with lockwire. (Refer to
Chapter 12 for approved oil.)
NOTE: Rotate grip assembly to allow oil to flow
freely into grip cavity
2. Grease-lubricated hub assembly. Replace
packings in main rotor grip reservoir as follows:
NOTE: Grease-lubricated hub assembly is packed
with grease (C-001). Excess grease shall be removed
as required during disassembly
a. Remove bolt (12, figure 13A) and washer (13)
securing disc (11) to plate assembly (10).
b. Remove disc (11) and packing (14).
c. Hand pack grip plate cavity with grease
(C-001).
d. Place new packing (14) and disc (11) on plate
assembly (10) and install washer (13) and bolt (12).
Torque bolt 50 to 70 inch-pounds and secure bolthead
with lockwire.
e. Apply bead of adhesive (C-308) around edge of
disc (11).
f. Purge lubricate grip assembly with grease
(C-001) until grease purges through relief plug (9).
65-35. MAIN ROTOR HUB PILLOW BLOCK
RESERVOIR.
NOTE: Main rotorhubpillow block assemblies shall
be inspected for indications of cracks any time hub is
disassembled for maintenance. Refer to
BHT-205A1-CR&O-1.

65-36. REPLACEMENT - MAIN ROTOR HUB
PILLOWBLOCK RESERVOIR PACKINGS.
1. Loosen and remove two bolts (12, figure 65-13);
remove four spring lock washers (11), two thin steel
washers (10), and two aluminum washers (9)
securing reservoir cover (8) and reservoir (6) to pillow
block (4).
2. Remove two packings (5) from between reservoir
(6) and pillow block (4) and one packing (7) from
between reservoir cover (8) and reservoir (6).
3. Inspect reservoir (6) for transparency and
damage. Replace if damaged or unserviceable.
4. Replace all packings.
5. Reinstall reservoir cover (8) on reservoir (6) and
align bolt holes on reservoir with bolt holes on pillow
BHT-205A1-MM-1
block. Insert bolts (12) through aluminum washers
(9), thin steel washer (10), and spring lockwasher (11)
and tighten bolts evenly until lock washers are
completely compressed, then back bolts off one full
turn (six plus or minus 1/2 wrench flats).
NOTE: Apply corrosion preventive compound
(C-101)to bolt heads after installation.
6. Remove filler plug (2) and packings (3) from
reservoir cover (8) and fill reservoir with approved oil.
Replace packings (3). Reinstall filler plugs (2) and
secure to bolt (12) with lockwire. (Refer to Chapter 12
for approved oil.)
65-37. PILLOWBLOCK PURGING- MAINROTOR
HUB.
1. Unscrew and remove filler plug.
Rev. 3 65-30A
BHT-205A1-MM-1

5. Packing
6. Reservoir
7. Packing
8. Reservoir cover
9. Aluminum washer

11. Spring lock washers

12. Bolt
13. Relief plug
14. Plate assembly
15. Packing
16. Sight glass
17. Reservoir cover
18. Packing
19. Aluminum washer
20. Spring lock washer
21. Bolt
22. Thin steel washer
23. Filler plug
24. Packing

205A1-M-65-13

Figure 65-13. Main rotor grip reservoir - oil-lubricated

65-30B Rev. 3
 BHT-205A1-MM-1

1. Greasefitting (pillow block)

2. Pillow block
3. Bolt
4. Washer
5. Plate
6. Trunnion seal (reversed)
7. Greasefitting (grip)
8. Grip assembly
9. Relief plug
10. Plate assembly
11. Disc
12. Bolt
13. Washer
14. Packing 205A1-M-65-13A

Figure65-13A. Mainrotor grip reservoir - grease-lubricated

Rev. 3 65-31
BHT-205A1-MM-1
2. Remove the pillowblock reservoir by removingbolts
(12, figure 65-13) and aluminum washers (9), thin steel
washer (10),and spring lock washers (11) and lifting off
reservoir cover (8) and reservoir (6) with packings (7).
3. Pump approved oil into one oil inlet hole of pillow
block bearing cut until clean oil emerges from opposite
hole. Move main rotor hub so that trunnion rotates in
pillow block bearings while pumping oil into bearings.
4. Replaced old packings (5 and 7) in reservoir (6) with
new packings.
5. Reinstall reservoir cover (8) on reservoir (6) and
align bolt holes on reservoir with bolt holes on pillow
block(4). Insert bolts (12)through aluminum washer (9),
thin steel washer (10) and spring lockwashers (11) and
tighten bolts. Torquebolts evenly until lock washers are
completelycompressed,then back bolts off one full turn
(six plus or minus 1/2 wrench flats).
6. Refill reservoir (6) to overflowing.
7. Replace filler plug (2) and packing (3) in reservoir
cover (8).
NOTE: Apply corrosion preventive compound
(C-101) to bolt heads after installation.
8. Secure bolts (12) to filler plug (2) in reservoir
cover with lockwire.
65-38. MAIN ROTOR CONTROLS.
NOTE: Main rotor rotating control bolts shall be
inspected for thread damage, shank wear, and
corrosion each time main rotor control assemblies are
removed for inspection and maintenance.
The main rotor controls consist of pitch change links,
stabilizer bar, stabilizer bar dampers, swashplate
and support, and scissors and sleeve.
65-39. PITCH CHANGE LINK.
The pitch change link connects pitch horn on blade
grip to mixing lever of stabilizer bar.
65-40. REMOVAL- PITCHCHANGELINK.
1. Disconnect pitch change link (13, figure 65-14)
from main rotor pitch horn.
2. Disconnect pitch change link (13) from mixing
lever (1), and remove pitch change link.
65-41. INSTALLATION - PITCH CHANGE LINK.
Inspect pitch change link (13, figure 65-14) for
damage and corrosion. (Refer to
BHT-205A1-CR&O-1.)
65-42. INSTALLATION
- PITCHCHANGELINK.
NOTE: Apply corrosion preventive compound
(C-104) to shanks only of all bolts prior to installation
65-32 Rev. 3
and corrosion preventive compound (C-101) to bolt
heads and nuts after installation.
65-14), adjust length of new link to same length of
removed pitch change link or adjust both pitch
change links to length as shown on figure 65-15.
2. Place washer on bolt (3), and insert through
mixing lever (1) and pitch change link (13). Install
washer and nut. Torque nut 200 to 250 inch-pounds
and secure with a cotter pin.
3. Insert bolt (14), with nut end toward direction of
rotation, through pitch horn and pitch change link
(13). Install washer and nut. Torque nut 200 to 250
inch-pounds and secure with a cotter pin.
4. Perform main rotor operational check in
accordance with paragraph 65-9, as required.
65-43. STABILIZER BAR.
The stabilizer bar is a weighted rotating unit mounted
above and across the main rotor and is supported by the
pivot bearings of the supports, which are bolted on the
rotor hub trunnion. Each side of the bar frame is
connected through a control tube to a damper on the
mast. Mixing levers on the bar are connected into the
main rotor control linkage, by control tubes from the
scissors levers and by links to the pitch horns on the
rotor hub.
65-44. REMOVAL
- STABILIZER
BAR.
1. Disconnect pitch change links (13, figure 65-14) from
main rotor pitch horns and install T101402 grip
positioning links. (Refer to figure 65-16.)
2. Disconnect control tube (11, figure 65-14) from
scissor levers, and damper link tubes (8)from damper
levers. Secure control tubes to bar with tape. Pad to
prevent contact.
3. Detach each stabilizer support (19) from main
rotor trunnion by removing lockwire and four bolts
(18).
4. Lift stabilizer bar (4) off main rotor hub.
65-45 INSPECTION STABILIZERBAR.
NOTE: Inspect assembly for evidence of foreign
object damage.
1. Inspect stabilizer bar tube assembly (4, figure
65-14) visually for cracks, paying particular attention
to the inboard 10 inches of the tube.
2. Check stabilizer bar (20) and pivot bearings for
general condition and freedom of movement.
 BHT-205A1-MM-1

TORQUE200 TO 250 IN-LB TYPICAL4 PLACES

TYPICAL 4 PLACES

1. Mixing lever 11. Control tube

2. Washer 12. Bolt
3. Bolt 13. Pitch change link
4. Stabilizer bar 14. Bolt
5. Bolt 15. Retainer ring
6. Bolt 16. Retainer ring
7. Special washer 17. Main rotor trunnion
8. Damper link tube 18. Bolts
9. Bolt 19. Stabilizer support
10. Special washer 20. Stabilizer bar 212011-26

Figure 65-14. Rotating control tubes

65-33
BHT-205A1-MM-1

UNIVERSAL TORQUE 200 TO 250 IN-LB

ROD-END
BEARING
NUT

EQUALWITHIN 0.030 INCH

10.5 INCH-INITIAL LENGTH

204011-175A

Figure 65-15. Pitch change link

3. Inspect mixing lever (1) and bearings for general 8. Allowable wear limits for the damper control tube
condition. bearings permit a maximum of 0.010 inch radial play
and 0.030 inch axial play. Some tube assemblies may
4. Inspect pitch change links (13) and bearings for be equipped with alternate 47-140-252-5 rod end
general condition and looseness. bearings. Tube assemblies so equipped have 0.012
inch radial and 0.012 inch axial maximum allowable
5. Inspect damper link tubes (8) for foreign object wear limits. Replace bearings that exceed above
damage and bearings for looseness. limits.
6. Inspect control tube (11) for mechanical and
corrosion damage limits. (Refer to 65-46. REPAIR OR REPLACE - STABILIZERBAR
BHT-205A1-CR&O-1.) LINKAGE.
7. Inspect stabilizer support (19) for condition and
security. 1. Replace parts that are not acceptable for
continued usage.

2. Polish out mechanical and corrosion damage.

3. Touch up bare areas on aluminum surfaces with

chemical film treatment (C-100). Refer to
BHT-ALL-SPM.

4. Touch up bare areas where cadmium plating is

POSITIONING removed with LHE solution (C-108). Refer to
LINK BHT-ALL-SPM.

5. To prevent chafing between control tube and

mixing lever, install a bumper washer between
mixing lever and control tube clevis on the side where
heavy contact is noted; allowable clean-up is 0.005
204010-58 inch to the leading edge of the mixing lever and 0.015
inch to the trailing edge side. The bumper washer
may be locally fabricated from approximately 0.031
Figure 65-16. Grip positioning link (T101402) inch rubber with a 1.5 inch O.D. and a 0.250 inch I.D.

65-34 Rev. 3

65-47. INSTALLATION - STABILIZER BAR.
NOTE: Apply corrosion preventive compound
(C-104) to shanks only of all bolts prior to installation
and corrosion preventive compound (C-101) to bolt
heads and nuts after installation.
1. Observing color code, position stabilizer bar over
main rotor trunnion. Attach each support (19, figure
65-14) with four bolts and washers. Secure bolts (18) in
vertical pairs with lockwire (C-405).
2. Connect control tubes (11) to scissor levers with
bolts (12).
3. Remove the grip positioning links and connect
pitch change links (13) to main rotor pitch horns. (If
adjustment is required, refer to paragraph 65-42.)
NOTE: When connecting pitch change links to pitch
horns, install bolt with head inside of pitch horns as
shown in figure 65-14.
4. Connect damper link tubes (8) from stabilizer bar to
leading sides of levers on dampers. Install bolts from
leading side with safety washer under head and steel
washer between bushing in lever rod end bearing and
aluminum washer between lever and nut.
5. Toprevent chafing between controltube and mixing
lever,install a bumper washer between mixing lever and
push-pull tube clevis on the side where heavy contact is
noted; allowable cleanup is 0.005 inch to the leading
edge of the mixing lever and 0.015 inch for the trailing
edge side. The bumper washer may be locally fabricated
from approximately 0.031 inch rubber with a 1.5 inch
OD and a 0.250 inch ID.
65-48. STABILIZER BAR DAMPERS.
Two rotary viscous type dampers are mounted on a
pair of adapters, which are attached on mast splines
below the main rotor. Levers on damper wingshafts
are connected by control tubes to each side of the
stabilizer bar frame. Dampers are nonadjustable,
being preset for required damping rate. A window is
also provided through which an indicator pin and a
cam mark can be viewed for a check of timing.
65-49. REMOVAL- STABILIZER BAR DAMPERS.
NOTE: Check damper timing prior to removal.
(Refer to paragraph 65-52.)
1. To remove either damper: Disconnect control
tube rod end from lever arm (12, figure 65-17) by
removing bolt, nut, and washers. Detach dampers
assembly (5) from adapter (14) by removing two bolts
(16), nuts (2), and washers (3).
BHT-205A1-MM-1
2. Remove retainer ring (11) from outer groove of
shaft, loosen nut on bolt (13), and pull lever arm (12)
off shaft. Remove retainer ring (8) from shaft.
NOTE: Retainer ring (8) is applicable to 204-010-937-5
damper. The inner retainer ring (8) and inner retainer
groove are
ring groove
ring omitted on
are omitted on the 204-010-937-7 damper.
the 204-010-937-7 damper.
3. Remove retaining ring (4) from groove in mast
splines above adapter set, remove four adapter bolts
(6), with nuts (15) and washers (7), and slide adapters
from mast. Remove lower retaining ring.
65-50. INSPECTION - STABILIZER BAR
DAMPERS.
1. Inspect for leakage.
2. Worn,fractured and/or cracked splines not to exceed
a total of nine are permissible in the area between the
shaft snap ring grooves.
3 Longitudinal cracks in the area between the snap
ring grooves are permissible provided:
a. The direction of the crack is not in excess of 45
degrees to the longitudinal axis of the shaft.
b. The crack does not extend through the shaft
wall thickness. A crack through the shaft wall would
be indicated by hydraulic fluid leakage.
c. The crack or cracks do not cross more than a
total of nine shaft splines.
4. Cracks originating in the inboard retainer ring
groove and/or cracks inboard of this groove are cause for
rejection of the damper assembly.
5. Inspect lever arm (12, figure 65-17) for mechanical
and corrosion damage limits. (Refer to
BHT-205A1-CR&O-1.)
6. Inspect damper, adapter, and damper link tube for
mechanical and corrosion damage. (Refer to
BHT-205A1-CR&O-1.)
65-51. INSTALLATION - STABILIZER BAR
DAMPERS.
NOTE: Apply corrosion preventive compound
(C-104) to shanks only of all bolts prior to installation
and corrosion preventive compound (C-101) to bolt
heads and nuts after installation.
1. Clean adapters (14, figure 65-17) and mating
splines on main rotor mast. Apply corrosion
preventive compound (C-101) to splines of mast and
adapters (14) prior to installation.
Rev. 3 65-35
BHT-205A1 -MM-1

1. Filler Plug
2. Nut
3. Washer
4. Retainer Ring (two)
5. Damper Assembly
6. Adapter Bolt
7. Washer
8. Retainer Ring
9. Washer
10. Nut
11. Retainer Ring
12. Lever Arm
13. Bolt
14. Adapter
15. Nut
16. Bolt
17. Spline
18. Fluid Level
19. Timing Pin 205200-10B

Figure 65-17. Stabilizer dampers and adapters

65-36

CAUTION: LONG LEG OF ADAPTER TO BE
POSITIONED IN DIRECTION OF ROTATION.
2. Install spiral retainer ring (4) in lower
groove of mast splines. Align adapter halves (14)
with the word "top" facing upward. Position
adapters on mast and align master splines. Install
four bolts (6) with washers (7) and nuts (15).
Ensure that splines are aligned. Do not attempt to
pull the adapters (14) into the mast splines with
bolts (6) or damage may result. Tighten four nuts
(15) evenly in increments of ten inch-pounds
torque until a value of 50 to 70 inch-pounds torque
is obtained.
3. Install spiral retainer ring (4) in groove above
adapter (14). Touch up with corrosion preventive
compound (C-101).
4. Install dampers (5) on adapters (14) with
shaft for lever (12)in direction of rotation. Install
bolts (16) with washers (3) and nuts (2) as
illustrated.
5. Install lever (12) on 204-010-937-5 damper
which incorporates two retainer rings (8 and 11),
as follows:
a. Install retainer ring (8)in inboard groove
on damper shaft.
b. Position lever (12) on shaft temporarily
and turn shaft to align pin with mark on cam
which may be seen through damper window.
Remove lever and reinstall on shaft in horizontal
position. Install bolt (13), washer (9) and nut (10).
Torque nut (10) 20 to 25 inch-pounds. Connect
control tube to lever (12). Repeat procedure for
opposite damper.
c. Check damper timing. Reposition lever
(12) if required. (Refer to paragraph 65-52).
d. Install retainer ring (11) in outboard
groove of shaft.
6. Install lever (12) on 204-010-937-7 damper,
which has one retainer ring (11) as follows:
a. Position lever (12) on damper shaft
temporarily and turn shaft to align pin with mark
on cam which may be seen through damper
window. Remove lever and reinstall on shaft in
horizontal position. Install bolt (13), washers (9)
BHT-205A1-MM-1
and nut (10). Torque nut (10) 20 to 25 inch-pounds.
Connect control tube to lever (12). Repeat
procedure for opposite damper.
b. Check damper timing. Reposition lever
(12)if required.
c. Index lever (12) to damper shaft and
remove for application of adhesive (C-313).
d. Clean lever (12)and damper shaft splines
with MEK (C-309)or equivalent. Apply adhesive
(C-313)to mating surfaces of lever (12)and damper
shaft. Install lever (12) in indexed position and
install outer retainer ring (11).Torque nut (10)20to
25 inch-pounds.
CAUTION: INCORRECT TORQUING OF THIS
NUT CAUSES UNEQUAL CONTACT
BETWEEN THE SHAFT AND LEVER ARM
SPLINES AND UNEQUAL LOAD
DISTRIBUTION ON THE SPLINES
RESULTING IN WEAR, FRETTING AND/OR
SHEARING OF THE SHAFT SPLINES.
e. Allow assembly to cure at room
temperature for 24 hours or cure at 150 plus or
minus 50°F for one hour and an additional two
hours at room temperature.
65-51A. ADJUSTMENT - DAMPER LINK
TUBE.
1. Disconnect damper link tube (8, figure 65-14)
from lever arm (12, figure 65-17)
2. Position stabilizer bar perpendicular to mast.
Adjust damper link tube (8, figure 65-14), as required,
to connect to lever arm with pin aligned with mark
on cam as seen through damper window.
3. Place special washer (10) on bolt (9). Install
bolt (9)through rod end bearing and lever with two
steel washers between bushing in lever and rod
end bearing. Install nut and torque 25 to 45 inch-
pounds.
4. Repeat procedure for opposite damper.
5. Position stabilizer bar (4) against stop.
While observing pin in damper window, rapidly
return stabilizer bar to neutral and check the time
required for the pin to return to the mark on cam.
65-37
BHT-205A1-MM-1
Time required should be five seconds (plus or
minus one). If limit is not met, replace damper.
6. Check stabilizer bar for contact between
centerframe and stop surface on support. If
centerframe does not contact stop in either or both
directions proceed as follows:
a. Disconnect both damper link tubes (8) at
lever arm and move bar up to contact support.
Adjust rod end to align with lever arm, then
lengthen one-half turn.
b. Accomplish preceding step 6. and recheck
stop contact.
c. Repeat adjustment on opposite damper.
d. If centerframe still fails to contact stop,
repeat adjustment with stabilizer bar and lever
arm in down position.
e. If above adjustment is required, the pin
will not be in line with mark on cam when the
stabilizer bar is square to the mast. Pin may be off
mark on cam 0.100inch maximum.
65-52. STABILIZERBAR DAMPERS-TIMING.
NOTE: Damper timing is accomplished on
installation on the helicopter with rotors fully
rigged.
1. If the damper shows signs of fluid leakage or
if the level can be seen slightly below the top of the
window, remove filler plug, fill damper with
hydraulic fluid (C-002) and reinstall plug.
Thereafter, check damper frequently for further
leakage.
2. If the fluid falls more than 1/8 to 3/16 inch
below top of window, satisfactory filling without
trapped air may not be possible and replacement of
damper may be necessary.
3. Check damper timing.
a. Position stabilizer bar against its limit
stop while observing pin (19)in window ofdamper.
Rapidly return stabilizer bar to neutral position
and record the time required for the pin (19) to
return and contact the flat surface of the cam.
Time must be five plus or minus one second.
Replace damper if time is not within limits.
65-38
b. Check stabilizer bar for contact of
centerframe and stop surface on pivot bracket. If
bar does not contact stop in one or both directions,
disconnect control tubes at both damper levers
(12).Move one damper lever to full up position and
movestabilizer bar up until it contacts stop. Check
alignment of hole in control tube to hole in damper
lever. If hole in control tube is higher than hole in
damper lever, adjust length of control tube until
hole in control tube is equivalent to one half turn of
rod below hole in lever. Connect control tube and
recheck for proper stop contact. Repeat procedure
with lever in down position.
65-53. SCISSORS AND SLEEVE.
The scissors and sleeve assembly consists of two
scissor levers and a rotating hub splined to the
mast and mounted through ball thrust bearings on
the upper end of the non-rotating collectivesleeve.
The collective sleeve operates between the
swashplate support and mast and is actuated by a
collective lever attached to the lower end. The
outboard ends of the scissors are connected to the
swashplate outer ring by two drive links. The
inboard ends of the scissors are connected to the
pitch horns by two control tubes which transmit
collectiveand cycliccontrol motions to the mixing
levers in the stabilizer bar.
65-54. REMOVAL- SCISSORS AND SLEEVE.
1. Open or remove transmission cowling.
2. Remove stabilizer bar in accordance with
paragraph 65-44.
3. Remove main rotor hub and blade in
accordance with paragraph 65-15.
4. Removestabilizer bar dampers and adapters
in accordance with paragraph 65-49.
5. Remove lockwire around mast boot and
remove boot and spacer.
6. Check spline wear on collective pitch drive
plate (22, figure 65-18) by attaching dial indicator
to mast with indicator probe in contact with a flat
head).ofRotate
hubof
bolt head (flange
assembly measure bolt
and attaching amount play
resent. Maximum radial play allowed between
mast (16) and
0040 inch collective
at point pitch drive plate (22) is
of measurement.
7. Disconnect collective control tube from
trunnion assembly (10).

8. Remove bolts to detach and remove parts of
collectivelever (11). Keep all parts together, including
shims (14) for reassembly.
9. Remove lockwire and four screws to detach each
bearing and liner assembly (20) from lower end of scissor
NOTE: Attaching hardware for scissor link to
swashplate support assembly shall be maintained in
removal order for later assembly.
10. Remove cotter pin and disconnect two scissor links
(5) from swashplate trunnions (7) by removing nut,
washers, and bolt (6).
11. Remove scissors and sleeve.
65-55. INSPECTION AND REPAIR - SCISSORS
AND SLEEVE.
1. Inspect drive plate (22, figure 65-18) for spline
damage.
2. Replace bearing in bearing and liner assemblies
(20) if worn or binding.
3. Inspect and repair mechanical and corrosion
damage on scissors and sleeve components. (Refer to
BHT-205A1-CR&O-1.)
trunnion for serviceability. (Refer to
4. Check
paragraph 65-61, step 1.)
5. Inspect and repair collective lever (11). (Refer to
BHT-205A1-CR&O-1.)
6. Inspect condition of bolt in area of head-to-shank
fillet radius for marks caused by improper washer
installation. Additionally, inspect shank of bolt,
adjacent to threaded portion, for indications of nut
bottoming out. If any ofthese conditions exist, discard
bolt, washers, and nut.
65-56. INSTALLATION - SCISSORS AND
SLEEVE.
1. Apply corrosion preventive compound (C-104) to
shanks only of all bolts prior to installation and
corrosion preventive compound (C-101) to bolt heads
and nuts after installation.
2. Lubricate mast splines and collective sleeve
splines with grease (C-007). Lower scissors and
sleeve assembly (3, figure 65-18) carefully over mast
and into swashplate support.
NOTE: One additional AN960-516 washer may be
used under nut if there is any bolt shank visible outside
of other two washers.
BHT-205A1-MM-1
3. Attach scissor links (5) to trunnion bearings (7)
on swashplate outer ring, with boltheads toward
rotation and with chamfered side of MS20002C5
washer against boltheads and steel washer under
should be divided equally on both sides of scissors
with total end play of 0.038 to 0.090 inch. Torque nuts
120 to 145 inch-pounds and install cotter pins.
NOTE: Maximum allowable play of bearing (20) is
0.005 inch axial and radial.
4. Assemble collective lever halves (11) on swashplate
support, with pins inserted into bearings (20) on sleeve
and with trunnion (10) and spacer (15) in place. Torque
nuts on trunnion retaining bolts to 60 inch-pounds, and
nut on bolt through spacer to 175 inch-pounds.
5. At pivot end of lever, install bolts with washers
under bolt heads and nuts, and with shims (4, figure
65-19) between support and lever as required to give
0.000 to 0.005 inch interference fit at each side, keeping
shims equal within 0.005 inch. Torque nuts on bolts 290
to 410 inch-pounds.
6. Use feeler gage to measure clearance between inner
race of bearings (3) and shoulder of pins (2) on lever on
each side. Prepare two shims (1), equal within 0.005
inch, and of total thickness required to provide 0.000 to
0.002 inch clamp-up on bearings. Disassemble lever
enough to install shims on pins, and reassemble as in
steps 4. and 5. Move lever to check for freedom of
operation.
7. Connect collective pitch control tube from
hydraulic cylinder to collective lever trunnion (10).
8. Slide boot (2,figure 65-18)down under flange at top
of sleeve assembly and secure with lockwire. Position
seal (1) around mast, under top edge of boot, and secure
with lockwire. (For replacement of split boot refer to
paragraph 65-58.)
NOTE: To prevent possible damage to dust boot during
operation, a distance of 10.25 to 10.75 inches must be
maintained between top of the boot and lower surface of
damper support frame. Position of collectivestick will
not affect dimension.
9. Install stabilizer bar damper and adapter in
accordance with paragraph 65-51.
10. Install main rotor hub and blade in accordance
with paragraph 65-16.
11. Install stabilizer bar in accordance with
paragraph 65-47.
12. Check for looseness between collective lever pin
(2, figure 65-19) and bearing (3), as follows:
Rev. 3 65-39
BHT-205A1-MM-1

1. Seal
2. Boot
3. Scissors and sleeve assy
4. Collective sleeve
5. Links
6. Bolt-washers-nut-cotter pin
7. Trunnion
8. Bolt-washer
8A. Washer
8B. Nut
9. Bolt-washer
9A. Washer
9B. Nut
10. Trunnion
11. Collective lever halves
12. Bolt-washer
12A. Washer
12B. Nut
13. Lever bearing and liner
14. Pin and shim
15. Spacer
16. Mast
17. Bolt-washer
18. Swashplate and support assembly
19. Screw
20. Bearing and liner assembly
21. Swashplate inner ring
22. Collective pitch drive plate
23. Shim

One additional AN960-516 washer

may be used under nut if there is any
bolt shank visible outside of other
two washers.

Countersunk side of washer goes

toward bolthead.
205A1-M-65-18

Figure 65-18. Swashplate and scissors and sleeve

65-40 Rev. 3
 BHT-205A1-MM-1

TORQUE
60 IN -LB

HELICOPTER
AFT
SHIM TWO PLACES
TORQUE FOR 0.000 TO 0.002
CLAMP-UP ON
BEARINGS. EQUAL
THICKNESS SIDE TO
SIDE WITHIN 0.005

TORQUE

1. Shim
2. Pin
3. Bearing
SHIMS EQUAL 290 TO 410 4.Shim
WITHIN 0.005 TO GIVE IN -LB
0.000 TO 0.005
INTERFERENCE EACH SIDE

Figure 65-19. Collective lever shimming

a. Station a man to attempt to rotate a main 2. Coat inner faces of flap and mating surfaces
rotor blade on pitch change axis. of new boot with adhesive (C-324or C-325).
b. Feel with fingers at bearings (3) on 3. Allow sufficient time for adhesive to become
collective sleeve and lever pins (2). tacky, then apply a light second coat. Immediately
install boot (2) around mast (16)and insert edge of
c. Any movement, indicating end play, boot into flap. Form into proper shape and expell
between lever pins and bearing is cause to recheck any trapped air by pressing on external mating
and correct shims (1). surfaces with a small round tool.
13. Install and close transmission cowling. 4. After adhesive is cured, slide boot (2) down
over flange at top of sleeve assembly and secure
14. Perform an operational check of main rotor with lockwire (C-405). Position seal (1) around
assembly. mast, under top edge of boot, and secure with
lockwire (C-405).
65-57. SCISSORS AND SLEEVE BOOT.
NOTE: To prevent possible damage to the
65-58. REPLACEMENT
- SCISSORS AND dust boot during operation, a distance of 10.25to
SLEEVEBOOT. 10.75inches shall be maintained between the top
of the boot and the lower surface of the damper
NOTE: If replacement of dust boot is to be support frame.
accomplished without removing rotor, follow this
procedure. 65-59. SWASHPLATE AND SUPPORT.

1. Cut lockwire at each end of boot (2, figure 65-18) The swashplate and support assembly consists of
and split boot to remove from mast. an outer rotating ring mounted through a duplex

65-41
BHT-205A1-MM-1
bearing set on the inner nonrotating ring. The inner
ring is connected to the swashplate support by a
gimble ring assembly. Control rods connect to two
trunnions on the inner ring assembly, to tilt the ring
in the desired direction. The outer ring assembly tilts
with the inner ring assembly, but rotates
independently with the mast and rotor.
65-60. REMOVAL - SWASHPLATE AND
SUPPORT.
1. Open or remove transmission cowling.
2. Remove stabilizer bar in accordance with
paragraph 65-44.
3. Remove main rotor hub and blade in accordance
with paragraph 65-15.
4. Remove stabilizer bar dampers and adapters in
accordance with paragraph 65-49.
5. Remove lockwire around mast boot and remove
boot and spacer.
6. Disconnect collective control tube from trunnion
(10, figure 65-18).
7. Remove bolts to detach and remove collective
lever halves (11). Keep all parts together, including
shims, for reassembly.
8. Remove lockwire and four screws to detach each
bearing and liner assembly (20) from lower end of
scissors and sleeve assembly (3).
9. Disconnect both links (5) from trunnion (7).
10. Remove scissors and sleeve assembly (3).
11. Disconnect cyclic and elevator control tubes
from trunnions on swashplate and support assembly
(18). Insert a piece of folded paper or cardboard into
each of four gimbal support devises to prevent
damage in handling.
12. Remove eight bolts and washers (17) that secure
swashplate support to mast bearing plate on
transmission.
13. Carefully lift swashplate and support assembly
(18) from mast.
65-42 Rev. 3
65-61. INSPECTION AND REPAIR
SWASHPLATE ANDSUPPORT.
1. Check trunnions (7, figure 65-18) as follows:
a. Rotate trunnion bearing and apply outward
pressure to determine trunnion bearing position
where maximum axial looseness can be felt.
NOTE: The trunnion bearings are different from
other bearings, which normally can be feel-checked
for roughness and ease of rotation. The trunnion
bearings are preloaded with a 0.0005-inch-tight to
0.0005-inch-loose tolerance. The feeling of roughness
is due to the preload and the angular faces of the inner
and outer races.
b. Use a dial indicator and determine the actual
amount of axial play. Maximum amount of axial play
allowed is 0.020 inch. Trunnion bearings that have
and nonairworthy and require immediate
replacement.
c. Lubricate trunnion bearings with grease
(C-007) while rotating trunnion.
2. Check gimbal bearings for looseness and
roughness in operation.
3. Inspect and repair mechanical and corrosion
damage on swashplate and support. (Refer to
BHT-205A1-CR&O-1.)
65-62. INSTALLATION - SWASHPLATE AND
SUPPORT.
1. Apply corrosion preventive compound (C-104) to
shanks only of all bolts prior to installation and
corrosion preventive compound (C-101) to bolt heads
and nuts after installation.
2. Carefully lower swashplate and support
assembly (18, figure 65-18) over mast until
swashplate support rests on mast bearing plate on
transmission.
3. Align holes and install eight bolts with aluminum
alloy washers (17) under heads, through flange of
support into cap. Use two longest bolts between pivots
of collective lever. Torque bolts 120 inch-pounds and
secure bolt heads in pairs with lockwire (C-405).

4. Lubricate mast splines and collectivesleeve
splines with grease (C-007). Lower scissor and
sleeve (3) carefully over mast and into swashplate
support. Install and tighten four screws to secure
each bearing and liner assembly (20). Lockwire
screws in pairs.
5. Attach scissor links (5) to trunnion bearings
(7) on swashplate outer ring, with bolt heads
toward rotation with steel washer under bolt head
and nut. End play between scissors and drive link
should be divided equally on both sides of scissors
with total end play of 0.038 to 0.090 inch. Torque
nuts 120to 145inch-pounds and install cotter pins.
NOTE: Maximum allowable play of bearing (20) is
0.005inch axial and radial.
6. Assemble collective lever halves (11) on
swashplate support, with pins inserted into
bearings (20) on sleeve and with trunnion (10) and
spacer (15) in place. Torque nuts on trunnion
retaining bolts to 60 inch-pounds, and nut on bolt
through spacer to 175 inch-pounds.
7. At pivot end of lever, install bolts with
washers under bolt heads and nuts, and with
shims (4, figure 65-19)between support and lever
as required to give 0.000 to 0.005 inch interference
fit at each side, keeping shims equal within 0.005
inch. Torque nuts on bolts 290 to 410 inch-pounds.
8. Use feeler gage to measure clearance
between inner race of bearings (3)and shoulder of
pins (2) on lever on each side. Prepare two shims
(1), equal within 0.005inch, and a total thickness
required to provide 0.000 to 0.002 inch clamp-up on
bearings. Disassemble lever enough to install
shims on pins, and reassemble as in steps 6. and 7.
Move lever to check for freedom of operation.
9. Connect collective pitch control tube to
collectivelevers.
10. Slide boot (2, figure 65-18) down under flange
at top of sleeve assembly and secure with lockwire.
Position seal (1) around mast, under top edge of boot,
and secure with lockwire. For replacement of split
bootrefer to paragraph 65-58.
BHT-205A1-MM-1
NOTE:To prevent possible damage to dust boot
during operation, a distance of 10.25 to 10.75
inches must be maintained between top of the boot
and lower surface of damper support frame.
Position of collective stick will not affect
dimension.
11. Connect cyclic and elevator control tubes to
swashplate trunnions.
12. Install stabilizer bar damper and adapter
in accordance with paragraph 65-51.
13. Install main rotor hub and blade in
accordance with paragraph 65-16.
14. Install stabilizer bar in accordance with
paragraph 65-47.
15. Check for looseness between collective lever
pin (2, figure 65-19) and bearing (3), as follows:
a. Station a man to attempt to rotate a main
rotor blade on pitch change axis.
b. Feel with fingers at bearings (3) on
collective sleeve and lever pins (2).
c. Any movement indicating end play
between lever pins and bearing is cause to recheck
and correct shims (1).
16. Install and close transmission cowling.
17. Perform an operational check of main rotor
assembly.
65-63. TAIL ROTOR HUB AND
BLADES (21 2-010-701).
The tail rotor is a two-bladed, controllable pitch
tail rotor located on right side of tail rotor gearbox.
It is composed of two assemblies, the hub and the
blades, and is driven through a tail rotor gearbox.
The hub assembly employs a preconed,
flexbeamed type yoke connected to the blades by
means of self lubricated spherical pitch change
bearings, and a delta-hinged trunnion to permit
rotor flapping. The trunnion, splined to the tail
rotor shaft, drives the rotor. The blades are all
metal bonded assemblies containing a stainless
65-43
BHT-205A1-MM-1
steel spar and honeycomb core. The 212-010-701-21
tail rotor assembly is equipped with a dynamic
balance arm. The 212-010-701-25 tail rotor assembly
is equipped with a dynamic balance arm and a
trunnion bearing wear indicator.
65-64. TRACKING -TAIL ROTOR BLADES.
After replacement or installation of tail rotor
assembly or pitch change mechanism, check tail rotor
rigging and track. (Refer to Chapter 27 for rigging
and
65-65
paragraph
for tracking.)
65-65. DYNAMIC BALANCING AND
TRACKING - TAIL ROTOR.
Tail rotor assemblies equipped with balance arm or
balance bracket (28, figure 65-20) can be balanced
and tracked dynamically. A Strobex Blade Tracker,
Model 135M-10B, and a Balancer, Model 177M-6 is
required.
NOTE:The above tracker and balancer is balance
manufactured by Chadwick-Helmuth Company Inc.,
111 East Railroad Ave., Monrovia, California, 91016.
1. Follow instruction in equipment manual on how
to use tracker. Alternately shorten one pitch link and
lengthen other link until blade is in track.
2. After blade is in track, check pitch links as
follows:
a. Check that average length of pitch links is
6.115 ± 0.010 inches between center line of bolt holes.
b. Check pitch links safety hole for minimum
thread engagement.
3. Follow instructions in equipment manual on how
to use balancer. Install balance weights as follows:
a. A combination of AN970-4 and AN960-416
washers may be used on balance arm (28) to obtain
chordwise balance. A total of twenty washers may be
65-44 Rev. 3
used, of which no more than twelve may be AN970-4.
Install washers equally under bolt head and under
nut. Bolt to be AN-4A through AN-14A as required to
accommodate washers. Use a MS21042L4 nut. Bolt
and nut can be installed in each end of balance arm,
if necessary. Torque nut 60 inch-pounds.
b. Correct spanwise balance by adding or
removing balance washers from either outboard or
inboard blade bolt. Do not remove chamfered washers
installed next to blade. Use a combination
212-010-764-1, AN970-8, AN960-816orAN960-816L
washers as required for balance. Assemble with
heaviest balance washers next to chamfered washer.
Torque blade bolt nut 500 inch-pounds.
65-66. REMOVAL - TAIL ROTOR HUB AND
BLADE (212-010-701).
NOTE: Blade
bearings may beretention
inspectedbearings
prior to and trunnion
removing tail
rotor. (Refer paragraph 65-69.)
1. Remove nuts (35, figure 65-20), washers (34), and
bracket (28). Disconnect pitch links (10) from
each tail rotor blade pitch horn by removing lockwire
and bolt (23). If same tail rotor is to be reinstalled,
secure bushing (24) and barrel nut and retainer (17)
in place with bolt (23). If tail rotor is being replaced,
remove bushing (24) and barrel nut and retainer (17).
2. Disconnect counterweight links (11) from
counterweight support (16) by removing cotter pin
(14), nut (15), washers (26) and bolt (25).
3. If212-010-707 crosshead is installed, accomplish
following step a. If 212-010-775 crosshead is
installed, accomplish following step b.
a. Remove lockwire, bolts (1), washers (2), shim
(27), and retainer (3) from crosshead (9).
b. Remove lockwire, screws (29), washers (30),
lock (31), and retainer (32) from crosshead (9).
4. Remove cotter pin (5), nut (4) and washer (6) from
end of pitch change control tube (20).
 BHT-205A1-MM-1

1. Bolt 19. Hub and blade assembly

2. Washer 20. Control tube, pitch change
3. Retainer 21. Gearbox output shaft
4. Nut 22. Split cone set
5. Cotter pin 23. Bolt
6. Washer 24. Bushing
7. Bearing 25. Bolt
TORQUE 8. Washer, special 26. Washer
300 IN-LBS 9. Crosshead 27. Shim
10. Pitch Link 28. Balance arm
11. Counterweight link 29. Screw
12. Shield 30. Washer
13. Retaining nut 31. Lock
14. Cotter pin 32. Retainer
15. Nut 33. Sleeve
16. Counterweight support 34. Washer
17. Barrel nut and retainer 35. Nut
18. Pitch horn
NOTE

Sleeve (33) is used on helicopter with a

TORQUE control tube and bellcrank type pitch
60 TO 110 change mechanism.
IN-LBS

25 TO 30

900 IN-LBS

USE
PREVENTIVE CORROSION
COMPOUND
USE CORROSION
PREVENTIVE COMPOUND
MIL-C-16173 GRADE 1
BETWEEN BUSHING
AND HORN
205A1-M-65-20

Figure 65-20. Tail rotor hub and blade (212-010-701)

Rev. 3 65-45
BHT-205A1-MM-1

5. Remove crosshead (9) from gearbox output shaft to BHT-ALL-SPM. Replace rod end bearings that
(21). Remove bearing (7) and washer (8) from end of exceed looseness limits.
crosshead.
Table 65-3. Tail rotor components damage and
6. On helicopters with bellcrank type pitch change repairlimits
mechanism pull sleeve (33) outboard to engage
threads and turn until disengaged, if pitch change TYPE OF MAXIMUM DAMAGE
control tube (20) is to be removed. DAMAGE AND REPAIR LIMITS
7. Disassemble crosshead and controls as follows:
Mechanical 0.010 inch
a. Disconnect pitch links (17, figure 65-21) from Corrosion 0.010 inch
crosshead (4) by removing cotter pin (1), nut (2), Maximum area for
washer (3), and bolt (5). full depth repair 0.10 square inch
Number of repairs Not critical
b. Remove cotter pin (12), nut (11), washers (10), Threads:
and bolt (20) to separate counterweight link (16) from Depths 1/3 of thread
bellcrank (18). Length 1/4 inch
Number 2 threads
c. Remove bellcrank (18) from crosshead (4) by
removing cotter pin (15), nut (14), washer (13), and
washer (19).
65-68. INSTALLATION - TAIL ROTOR HUB AND
d. Remove attaching bolt (6), washer (8), and nut BLADE (212-010-701).
(9) to separate eight weights (7) from bellcrank (18).
NOTE: Ensure sleeve (33, figure 65-20) is installed
8. Cut lockwire and remove shield (12, figure 65-20) on threaded end of pitch change control tube (20)
and retaining nut (13) as an assembly. Remove prior to installing tail rotor.
counterweight support (16).
1. Install 212-010-701 hub and blade assembly on
9. Move hub and blade assembly (19) outboard on
tail rotor gearboxas follows:
splines, remove split cone set (22) as it is released.
a. Position hub and blade assembly (19) on
65-67. INSPECTIONAND REPAIR- TAIL ROTOR gearbox output shaft (21) with data plate side of hub
HUBAND BLADEASSEMBLY. outboard and trunnion flap stops inboard.

1. Inspect bearing (7, figure 65-20) for metal b. Align master tooth of trunnion with master
contamination, lack of lubricant, and roughness. spline of gearbox output shaft and slide hub and blade
Indication of rough bearing when rotated by hand is assembly on shaft until trunnion is just started on
cause for replacement. second set of splines.

2. Inspect cone set (22) for nicks, dents, scratches,
and corrosion damage. (Refer to figure 65-22.)
3. Inspectsleeve(33),nut(13), andretainer nut (32)
for maximum damage and repair limits. (Refer to
table 65-3.)
4. Inspect bushing (24) for a maximum of 0.002 inch
axial scoring on inside diameter and a minimum of
0.499 inch outside diameter.
5. Inspect pitch link rod end bearings (17A, figure
65-21) for axial and radial looseness. Axial bearing
looseness shall be limited to 0.015 inch. Radial
bearing looseness shall be limited to 0.007 inch. Refer
c. Place split cone set (22),with bevel outboard, in
groove between splines and shoulder on output shaft.
Ensure split cone end gaps are approximately equal
and slide hub and blade assembly inboard to seat
trunnion and split cone set.
2. Ensure split cones are seated properly. Align
counterweight support (16) on gearbox output shaft
master spline against hub and install retaining nut
(13) and shield (12) as an assembly. Hold rotor at hub,
rotate counterweight support (16) as far clockwise as
possible (retain in position) and torque retaining nut
(13), 900 inch-pounds. Secure retaining nut to nipple
on counterweight support with lockwire (C-405).
Recheck that split cones are properly seated.

65-46 Rev. 3
 BHT-205A1-MM-1

TORQUE50
TO 70 IN-LBS

TORQUE

1. Cotter pin 12. Cotter pin

2. Nut 13. Washer
3. Washer 14. Nut
4. Crosshead 15. Cotter pin
5. Bolt 16. Counterweight link
6. Bolt 17. Pitch link
7. Weight 17A. Rod end bearing
8. Washer 18. Bellcrank
9. Nut 19. Washer
10. Washer 20. Bolt
11. Nut

*NOTE: There must be two weights at each

of the four locations for a total of
eight weights.
205A1-M-65-21

Figure 65-21. Tail rotor crosshead

Rev. 3 65-47
BHT-205A1 -MM-1

3. Assemblecrosshead and controlsasfollows:
NOTE: Observe color coding of parts
installation.
There must be two weights at each of the four
locations for a total of eight weights.
a. Install two weights (7, figure 65-21) on each
during end of bellcrank (18) with bolt (6) (with bolt head in
opposite direction of rotation), washer (8) and nut (9).
Torque nut 50 to 70 inch-pounds.

204-010-724

DAMAGE LOCATION

YOKE BEARING B
SURFACE

E MAST BEARING
SURFACE

SURFACES MAXIMUM DAMAGE AND REPAIR DEPTH

A and C Damage shall not exceed 0.010 inch nor 0.02 square inch after repair. One
repair per cone half is allowable.

E Damage shall not exceed 0.005 inch and shall be repaired evenly over
entire surface of both halves. The minimum acceptable dimension from B
to E is 0.370 inch.

B, F, and D Damage shall not exceed 0.010 inch nor 0.09 square inch after repair.
Minimum radii is 0.25 inch.

NOTES:

1. No cracks allowed.
2. All edges may be chamfered 0.030 inch
3. Cone halves must be kept as a set.

Figure 65-22. Tailrotor cone set (204-010-724) damage and repair limits

65-48

CAUTION: ENSURE CORRECT BELLCRANK IS
USED IN ASSEMBLING. REFER TO TB 205-88-75.
b. Position washer (19) and bellcrank (18) on
crosshead (4), install washers (13) and nut (14).
Torque nut (14) 100 to 170 inch-pounds and install
cotter pin (15).
c. Connect counterweight link (16) to bellcrank
(18) with bolt (20) (with bolt head in opposite direction
ofrotation), washers (10) and nut (11).Torque nut (11)
60 to 110 inch-pounds and install cotter pin (12).
d. Adjust length of pitch links as follows:
(1) If same pitch links (17) and tail rotor are
being installed, do not adjust pitch links. Install links
in original position. Maximum allowable wear
tolerances for rod end bearings (17A) of pitch change
links are 0.007 inch radial play and 0.015 inch axial
play. Refer to BHT-ALL-SPM.
(2) If new pitch links (17) or 212-010-701 tail
rotor is being installed on helicopter with a bellcrank
type pitch change mechanism, adjust both pitch links
to 6.115 ± 0.010 inches between center line of bolt
holes.
e. Connect adjustable end of pitch link (17) to
crosshead (4) with bolt (5), washers (3), and nut (2).
Torque nut (2) 110 to 165 inch-pounds and install
cotter pin (1).
6. Wash bearing (7, figure 65-20) and cavity of
retainer (3 or 32) with solvent (C-304)), and air dry.
7. Handpack bearing (7), fill cavity of retainer (3 or
32) and lubricate splined surfaces of crosshead (9)
with grease (C-001).
NOTE: When placing black nylon washer (8) in
crosshead (9) ensure that it is properly seated in
recess.
8. Assemble washer (8) and bearing (7) in outboard
end of crosshead (9). Install crosshead on gearbox
output shaft (21), engaging master splines. Install
washer (6) and nut (4) on end of pitch change control
tube (20). Torque nut (4) 70 to 100 inch-pounds and
install cotter pin (5).
BHT-205A1-MM-1
9. Connect counterweight link (11) to
counterweight support (16) using bolt (25) (with bolt
head in opposite direction of rotation), washers (26),
and nut (15). Torque nut (15) 60 to 110 inch-pounds
and install cotter pin (14).
10. Coat mating surfaces of bushing (24) and pitch
horn (18) with corrosion preventive compound
(C-101).
11. Assemble bolt (23) and bushing (24) with flange
of bushing next to bolt head. Position barrel nut and
retainer (17) in hole in pitch horn (18). Align pitch
link (10) with pitch horn (18) and install bolt (23) and
bushing (24). Torque bolt 135 to 160 inch-pounds,
secure bolt to pitch horn with lockwire. Install
balance bracket (28), washers (34), and nuts (35).
Torque nuts (35) 35 to 40 inch-pounds. Secure with
lockwire.
NOTE: Ensure that flange of bushing (24) does not
seat against pitch horn (18).
If 212-010-707 crosshead is installed accomplish
steps 12 and 13. If 212-010-775 crosshead is installed
accomplish step 14.
12. Determine required thickness of shim (27) as
follows:
a. Install retainer (3), using bolts (1) and washer
(2). Tighten bolts enough to hold retainer in position
without distortion.
retainer (3) and crosshead (9), record measurement.
c. Remove retainer, bolts, and washers. Prepare
shim (27) to measurement obtained within plus or
minus 0.001 inch.
13. Position prepared shim (27) and retainer (3) on
crosshead (9). Install bolts (1) and washers (2). Torque
bolts (1) 25 to 30 inch-pounds and secure with
lockwire.
14. Install retainer (32) and torque 300
inch-pounds. Position lock (31) over retainer and
install screws (29) and washers (30). Secure screws
with lockwire. Deform lock (31) into notches of
retainer (32), two places, near screws (29).
Rev. 3 65-49
BHT-205A1 -MM-1
15. Using hand grease gun, lubricate bearing
(7)with two shots of grease (C-001)through grease
fitting in center of retainer (3). (Refer to Chapter
12.)
16. Perform rigging check. (Refer to Chapter
27.)
17. Track tail rotor blades. (Referto paragraph
65-64.)
65-69. TAIL ROTOR HUB AND BLADE
(212-010-701) BEARING CHECK.
NOTE:Accomplish this check for serviceability of
bearings in tail rotor hub yoke any time pedal
binding or high frequency vibration occurs, as well
as at scheduled periodic inspections.
1. Check tail rotor blade feathering bearing on
helicopters not equipped with wear indicators as
follows:
a. Disconnect pitch links from pitch horns.
b. Manually move each rotor blade about
pitch change axis, checking that bearings move
smoothly without evidence of roughness.
c. If bearing condition is questionable,
disassemble rotor for further inspection, bearing
INDICATES BEARING HAS
REACHED APPROXIMATELY
50% OF ITS WEAR ALLOWANCE
Figure 65-23. Bearing wear indicator marks
65-50
axial play not to exceed 0.015inch. (Referto BHT-
205A1-CR&O-1.)Spanwise looseness in bearings
is normal and is not cause for rejection.
d. Reconnectpitch links when bearing check
is satisfactory.
2. Check tail rotor flap bearing as follows:
a. Manually pivot tail rotor around flap axis,
check that bearings move smoothly without
evidence of roughness.
b. If bearing condition is questionable,
disassemble rotor for further inspection of axial
movement. Axial movement not to exceed 0.015
inch. Spanwise looseness in bearing is normal,
provided axial movement of 0.015 inch is not
exceeded.
3. Helicopters equipped with wear indicators
will be checked as follows:
a. Visually inspect yoke in area of wear
indicator.
b. First evidence of bearing wear will appear
under one or both indicator tips as a bright mark.
(Refer to figure 65-23.)
INDICATES BEARING WEAR
TOLERANCE HAS BEEN REACHED
212010-34

65-70. TAIL ROTOR HUB AND BLADES
(212-011-701).
65-71. TRACKING- TAIL ROTOR BLADES.
After replacement or installation of tail rotor
assembly or pitch change mechanism, check tail rotor
rigging and track. (Refer to Chapter 27 for rigging
and paragraph 65-72 for tracking.)
65-72. DYNAMICBALANCINGANDTRACKING-
TAILROTOR.
Tail rotor assemblies equipped with balance arm or
balance bracket (27, figure 65-24) can be balanced
and tracked dynamically. A Strobex Blade Tracker,
Model 135M-10B, and a Balancer, Model 177M-6, are
required.
NOTE: The above tracker and balancer are
manufactured by Chadwick-Helmuth Company Inc.,
111 East Railroad Ave., Monrovia, California, 91016.
1. Follow instructions in equipment manual on how
to use tracker. Alternately shorten one pitch link and
lengthen the other link until blade is in track.
2. After blade is in track, check pitch links as
follows:
a. Check that average length of pitch links is
6.180 ±0.010 inches between center line of bolt holes.
b. Check pitch links safety hole for minimum
thread engagement.
3. Follow instructions in equipment manual on how
to use balancer. Install balance weights as follows:
a. Accomplish chordwise balance on balance
brackets using combinations of AN960-416 and
BHT-205A1-MM-1
AN970-4 washers (29 and 30, figure 65-24). A total of
20 washers may be used, of which no more than four
may be AN970-4. Install washers equally under bolt
head and nut with heaviest washers next to bracket
(27). Bolts will be NAS1304-1 through NAS1304-14
(28), as required, to accommodate washers. Use
MS3104-L4 nut (31). Torque nut 60 inch-pounds.
b. Correct spanwise balance using combinations
of AN960-816, AN960-816L, AN970-8 and
212-010-764-1washers, as required, but not to exceed
maximum bolt length. Assemble heaviest washers
next to 140-007-33-32C4washer. Length of bolts to be
NAS1308-34 minimum and NAS1308-36 maximum
to accommodate balance washers. Spanwise balance
to be within 20 inch-grams. Torque blade bolt nuts
500 to 550 inch-pounds.
65-73. REMOVAL - TAIL ROTOR HUB AND
BLADE (212-011-701).
1. Remove tail rotor crosshead as follows:
a. Remove bolts (26A), washers (26B), and
balance bracket (27, figure 65-24).
b. Disconnect pitch links (10) from each tail rotor
blade pitch horn by removing bolt (23). Reinstall bolt
fingertight to keep floating bushing (24) with horn
(25).
c. Disconnect counterweight link (12) from
support (20) by removing nut (19), washers (17 and
18), and bolt (16).
d. Remove two screws (1) and washers (2) with
lock (3) from crosshead (11).
e. Remove retainer (4) from crosshead (11).
f. Remove nut (5) and washer (7) from end of tube
(33).
Rev. 3 65-51
BHT-205A1-MM-1

1. Screw 15. Cotter pin 27. Balance bracket

2. Washer 16. Bolt 28. Bolt
3. Lock 17. Washer 29. Dynamic balance washer
4. Retainer 18. Washer 30. Dynamic balance washer
5. Nut 19. Nut 31. Nut
6. Cotter pin 20. Counterweight support 32. Sleeve
7. Washer 21. Barrel nut and retainer 33. Pitch change control tube
8. Bearing 22. Stop 34. Gearbox output shaft
9. Special washer 23. Bolt 35. Split cone set
10. Pitch Link 24. Bushing 36. Packing
11. Crosshead 25. Pitch horn 37. Trunnion
12. Counterweight link 26. Hub and blade 38. Static balance washer
13. Shield 26A. Bolt
14. Retaining nut 26B. Washer

TORQUE TORQUE
70 TO 100 35-40
IN-LBS IN-LBS

TORQUE
60 TO 110
IN-LBS

900 IN-LBS

RIVETEDEND

USE CORROSION
PREVENTIVE COMPOUND
(C-101) BETWEEN 205A1-M-65-24
BUSHING AND HORN

Figure 65-24. Tail rotor hub and blade (212-011-701)

65-52 Rev. 3

g. Remove bearing (8) and washer (9) from end of
crosshead (11).
h. Pull crosshead (11) from shaft.
2. Remove shield (13), nut (14), support (20), and
stop
(22).
3. Remove hub and blade assembly (26) from shaft.
4. Remove packing (36) and split cone set (35).
NOTE: Sleeve (32) normally remains on pitch
change tube (33) unless sleeve or tube is to be
replaced. When necessary, pull sleeve outboard to
engage threads and turn until disengaged.
65-74. INSPECTION AND REPAIR - TAIL ROTOR
HUBAND BLADEASSEMBLY(212-011-701).
1. Inspect pitch change mechanism for mechanical
and corrosion damage. (Refer to
BHT-205A1-CR&O-1.)
2. Inspect bearing (8, figure 65-24) for metal
contamination, lack of lubricant, and roughness.
Indication of rough bearing, when rotated by hand, is
cause for replacement.
2A. Inspect tail rotor assembly for axial play in tail
rotor trunnion (37) and cracks in trunnion bearing
housing.
3. Inspect cone set (35) for nicks, dents, scratches,
and corrosion damage (figure 65-25). .lock
4. Inspect sleeve (32), nut (14), and retainer (4) for
damage. (Refer to table 65-3.)
5. Inspect bushing (24) for maximum 0.002 inch
axial scoring on inside diameter and a minimum of
0.438 inch outside diameter.
65-75. INSTALLATION - TAIL ROTOR HUB AND
BLADE (212-011-701).
1. set (35,
Place figure 65-24), with bevel
cone
outboard, in groove between splines and shoulder on
shaft. Place packing (36) over cone set, and with gaps
equal at ends of cone set.
2. Check that sleeve (32) is installed on threaded
end of tube (33). Position hub and blade assembly (26)
on shaft (34).
BHT-205A1-MM-1
3. Align master tooth of trunnion to master spline
on tail rotor gearbox shaft and slide hub on shaft until
trunnion is seated on cone set (35). Verify that gaps
are still equal at end of cone set.
4. Align stop (22) and support (20) on shaft against
hub. Install nut (14). Hold rotor at hub and torque nut
900 inch-pounds. Secure nut to counterweight
support (20) with lockwire.
5. Place shield (13), small end first, on inboard end
of crosshead (11).
6 Handpack bearing (8) and coat crosshead splines
with grease (C-001).
NOTE: When replacing bearing, wash preservative
from new bearing with solvent (C-304), and air dry.
Hand pack bearing with grease (C-001) before
installation.
7. Assemble washer (9) and bearing (8) in outboard
end of crosshead (11). Install crosshead assembly on
gearbox output shaft, engaging master splines.
Install washer (7) and nut (5) on end of tube (33).
Torque nut (5) 70 to 100 inch-pounds and install
cotter pin (6).
8. Fill cavity of retainer (4) with grease (C-001).
Install retainer (4) and torque 300 inch-pounds.
Position lock (3) over retainer and install screws (1)
and washers (2). Secure screws with lockwire. Form
(3) into notches of retainer (4), two places, near
screws (1).
9. Apply two shots of grease (C-001) to lube fitting
using hand-type grease gun.
10. Connect each counterweight link (12) to
counterweight support (20) by installing bolts (16),
washers (17 and 18), and nuts (19). Torque 60 to 100
inch-pounds and install cotter pins.
11. Connect pitch link (10) to each pitch horn (25) as
follows:
a. Assemble bolt (23) and bushing (24) with
bushing flange next to bolt head or bushing next to
bolt head (if modified by S.I. 212-68). Apply corrosion
preventive compound (C-101) on bushing surface
which will mate with bore in horn.
Rev. 3 65-53
BHT-205A1-MM-1

DAMAGE LOCATION

SURFACES MAXIMUM DAMAGE AND REPAIR DEPTH

A and C Damage shall not exceed 0.010 inch nor 0.02 square inch after repair. One
repair per cone half is allowable.

E Damage shall not exceed 0.005 inch and shall be repaired evenly over
entire surface of both halves. The minimum acceptable dimension from B
to E is 0.370 inch.

B, F,and D Damage shall not exceed 0.010 inch nor 0.09 square inch after repair.
Minimum radii is 0.25 inch.

NOTES:

1. No cracks allowed.
2. All edges may be chamfered 0.030 inch
3. Cone halves must be kept as a set.

Figure 65-25. Tail rotor cone set (212-011-714) damage and repair limits

65-54

b. Align link rod end in horn (25) and install bolt
and bushing. Torque bolt 135 inch-pounds and secure
head to horn with lockwire. Maximum allowable wear
tolerances for rod end of pitch change links are 0.007
inch radial play and 0.015 inch axial play. Refer to
BHT-ALL-SPM.
Figure 65-26. Deleted
BHT-205A1-MM-1
c. Install balance bracket (27) and secure with
washers (26B) and bolts (26A). Torque bolts (26A) 35
to 40 inch-pounds and secure with lockwire. (Refer to
figure 65-24 for lockwiring.)
12. Check rigging of tail rotor controls. (Refer to
Chapter 27.) Check track of tail rotor blades in
accordance with paragraph 65-71 or 65-72.
15 JAN 2004 Rev. 4 65-55
BHT-205A1-MM-1
65-76. TAIL ROTOR BLADES
Each tail rotor blade is a bonded assembly consisting
of a shaped stainless steel spar forming the leading
edge, an aluminum alloy honeycomb core, and
aluminum alloy skins. A flat trailing edge is formed by
the extension of skins over a narrow aluminum strip.
Aluminum alloy doublers and grip plates and butt
blocks reinforce root end of blade. This section
extends inboard to form a “box” open toward hub and
trailing edge. Two bolt holes through upper and lower
surfaces provide for attachment of blade to hub.
Externally attached balance weights and balance
screws inside blade tip facilitate blade balancing.
NOTE
Removal and installation of tail rotor blades
is not provided in this manual. If a
requirement exists to replace or repair any
component of the hub and blade assembly,
tail rotor hub and blade must be statically
balanced (BHT-205A1-CR&O-1).
65-77. TAIL ROTOR BLADE MAINTENANCE
The following paragraphs provide inspection, minor
repair and touch up painting procedures only. For
more extensive maintenance, i.e., removal, balancing,
and installation, refer to BHT-205A1-CR&O-1. For
buffer pad replacement and blade butt sealing, refer to
BHT-205A1-CR&O-1.
65-78. Inspection
MATERIALS REQUIRED
Refer to BHT-ALL-SPM for specifications and source.
NUMBER NOMENCLATURE
C-309 Methyl-Ethyl-Ketone
(MEK)
C-323 Epoxy Filler
C-331 Adhesive
C-424 Putty
1. Inspect tail rotor blade records. If records or
physical appearance indicate tail rotor blades have
been involved in an accident or incident, refer to
Chapter 5 for conditional inspection requirements.
65-56 Rev. 4 15 JAN 2004
DESCRIBING AND DEFINING ALL
DEFECTS WHICH CAN OCCUR ON A
TA I L R O TO R B L A D E I S V I RT U A L LY
IMPOSSIBLE THEREFORE, USE THE
FOLLOWING INSPECTION CRITERIA
O N LY A S A G U I D E . C O N S U LT
QUALIFIED ENGINEERING BEFORE
SCRAPPING ANY BLADE EXCEPT IN
CASES WHERE BLADES ARE
OBVIOUSLY NONREPAIRABLE.
2. Inspect tail rotor blades and record whether
damage is within repair limits noted in steps a. through
f.
IF A FATIGUE CRACK EXISTS AT ANY
LOCATION, FORWARD BLADE TO AN
AUTHORIZED BLADE REPAIR STATION
FOR EVALUATION. INSPECT DENTS
CLOSELY FOR NICKS, SCRATCHES,
AND CRACKS. IF NICKS OR
SCRATCHES EX IST IN DENTS A ND
T O TA L D E P T H E X C E E D S T H A T
PERMITTED FOR DENTS ALONE,
REPLACE BLADE.
a. Nicks, scratches, dents, and corrosion on the
skins, doublers, grip plates, and stainless steel spar
(leading edge) that fall within the following limits are
considered repairable damage and are acceptable if
repaired in accordance with paragraphs 65-79 and 65-
80. Blades with more extensive damage may be sent
to an authorized Bell Helicopter blade repair facility for
evaluation.
(1) Skins
(a) Inboard of Station 40.0
Nicks and scratches on the aluminum skin 0.003 inch
deep or less are acceptable when polished out in
accordance with paragraph 65-79.
 BHT-205A1-MM-1

Figure 65-27. Deleted

Figure 65-28. Deleted

15 JAN 2004 Rev. 4 65-57

BHT-205A1-MM-1
Sharp dents 0.003 inch deep or less are acceptable
when polished out in accordance with paragraph 65-
79.
Non-sharp dents 0.015 inch deep or less are
permissible, provided all other repair limits are met.
Corrosion: Only superficial corrosion that can be
removed with aluminum wool or very fine grade
scrotchbrite abrasive pad is permissible. Repair in
accordance with paragraph 65-79.
No damage permitted within 0.75 inch of a doubler
edge.
(b) Outboard of Station 40.0
Nicks and scratches on the aluminum skin 0.005 inch
deep or less are acceptable when polished out in
accordance with paragraph 65-79.
Sharp dents 0.005 inch deep or less are acceptable
when polished out in accordance with paragraph 65-
79.
Non-sharp dents 0.030 inch deep or less are
permissible, provided all other repair limits are met.
Corrosion: Only superficial corrosion that can be
removed with aluminum wool or very fine grade
scotchbrite abrasive pad is permissible. Repair in
accordance with paragraph 65-79.
(2) Spar
(a) Inboard of Station 40.0
Nicks and scratches on the steel spar 0.003 inch deep
or less are acceptable when polished out in
accordance with paragraph 65-79.
Sharp dents on the steel spar 0.005 inch deep or less
are acceptable when polished out in accordance with
paragraph 65-79.
Non-sharp dents 0.015 inch deep or less are
permissible, provided all other repair limits are met.
Corrosion: Corrosion on the steel spar 0.003 inch deep
or less is acceptable when polished out in accordance
with paragraph 65-79.
65-58 Rev. 4 15 JAN 2004
No damage permitted within 0.75. inch of a doubler
edge.
(b) Outboard of Station 40.0
Nicks and scratches on the steel spar 0.005 inch deep
or less are acceptable when polished out in
accordance with paragraph 65-79.
Sharp dents on the steel spar 0.015 inch deep or less
are acceptable when polished out in accordance with
paragraph 65-79.
Non-sharp dents 0.030 inch deep or less are
permissible, provided all other repair limits are met.
Corrosion: Corrosion on the steel spar 0.005 inch deep
or less is acceptable when polished out in accordance
with paragraph 65-79.
(3) Doublers and Grip Plates
Damage to edges: No damage or repair permitted on
an edge of a doubler or grip plate, or within 0.5 inch of
an edge.
Nicks and scratches on the aluminum doublers and
grip plates 0.005 inch deep or less are acceptable
when polished out in accordance with paragraph 65-
79.
Sharp dents 0.005 inch deep or less are acceptable
when polished out in accordance with paragraph 65-
79.
Non-sharp dents 0.015 inch deep or less are
permissible.
Corrosion: Corrosion on the aluminum doublers and
grip plates 0.0025 inch deep or less is acceptable
when polished out in accordance with paragraph 65-
79. Repair must be twice the depth of the visible
corrosion to ensure complete removal.
(4) Limits - trailing edge
(a) Nicks and scratches in trailing edge
up to 0.030 inch in depth (chordwise) are acceptable if
polished out over a distance of at least 3.0 inch each
side of damage.
(b) Refer to paragraph 65-79 for instruc-
tions to polish out damage.

Figure 65-29. Tail rotor blade
(5) Requirement to smooth and fair dented
areas: Non-sharp dents that are within limits, but are
more than 0.010 inch deep shall be filled and faired
with putty (C-424) or epoxy filler (C-323).
b. Voids limits
NOTE
Voids are defined as unbonded areas which
are supposed to be bonded. Many
subdefinitions of voids are often given, such
as lack of adhesion, gas pockets, misfits,
etc. The general term “void” as used herein
makes no distinction between these
definitions. Where two voids of different
limitations (Example: Void between core
and skin adjacent to a void between skin
and doubler) are closer together than
1.0 inch, consider the defect as one void
and apply the stricter limitation.
(1) Edge voids (figure 65-30): Acceptable
edge voids must be sealed in accordance with
paragraph 65-79.
BHT-205A1-MM-1
(a) Edge voids of 0.250 inch maximum
in depth by 1.50 inches maximum in length between
butt block (13, figure 65-30) and spar (10), or between
butt block and inner grip plates (14).
(b) Edge voids of 0.060 inch maximum
in depth, by 2.0 inches maximum in length between
grip plates (11) and doublers (4), doublers and skins
(6), or spar (10), inner grip plates (14) and spar, butt
block (13) and skins (6). Edge voids between the skin
and spar are not acceptable.
(c) Edge voids of 0.120 inch maximum
in depth by 3.0 inches maximum in length between the
skins (6) and trailing edge strip (5).
(d) Edge voids of 0.50 inch maximum in
width (chordwise) between spar (10) and tip block (8).
(e) A void of 0.38 inch maximum
spanwise by 3.0 inches maximum chordwise is
acceptable between the skin and tip closure in either
the top or bottom or both, provided it is not within 0.12
inch from the edge of skin. If edge distance is less than
0.12 inch, void may be repaired by carefully lifting the
skin and rebonding with adhesive (C-331).
15 JAN 2004 Rev. 4 65-59
BHT-205A1-MM-1

Figure 65-30. Tail rotor blade assembly

65-60 Rev. 4 15 JAN 2004


NO VOIDS ARE ACCEPTABLE WITHIN
0.50 INCH OF THE EDGES OF DRAIN
HOLE DOUBLER. NO VOIDS ARE
ACCEPTABLE BETWEEN DRAIN HOLE
DOUBLER AND SPAR WITHIN 0.50 INCH
OF EDGE OF THE DRAIN HOLE.
(2) Voids, other than edge voids:
(a) No voids are acceptable between
grip plates (11) and doublers (4), or between inner grip
plates (14) and spar (10), except as described in step
(1)(b).
(b) A void of 0.50 inch maximum
chordwise by 2.0 inches maximum spanwise between
doublers (4) and skin (6), or spar (10), is acceptable
provided it is not within 0.50 inch of edge of doubler.
(c) Inboard of STA.25, a void of 0.50
inch maximum chordwise by 2.0 inches maximum
spanwise, is acceptable between skin (6) and spar
(10), provided it is not within 0.250 inch of edge of
skin. Outboard of STA.25, the maximum size for
acceptable voids is 0.250 inch chordwise by 2.0 inches
spanwise, provided it is not within 0.250 inch of edge
of skin.
(d) A void of 0.50 inch maximum
chordwise by 2.0 inches maximum spanwise is
acceptable between skin (6) and core (7).
(e) A void of 0.38 inch maximum
spanwise by 3.0 inches maximum chordwise is
acceptable between the skin and tip closure in either
the top or bottom or both, provided it is not within 0.12
inch from the edge of skin. If edge distance is less than
0.12 inch, void may be repaired by carefully lifting the
skin and rebonding with adhesive (C-331).
c. Cracks defined in the following steps are not
acceptable.
(1) Visually check for bond line cracks
between phenolic blocks and skin, spar inside drain
hole, inner grip plates or joint between phenolic
blocks.
BHT-205A1-MM-1
(2) Inspect all butt area bond lines.
DO NOT ALLOW ANY MEK (C-309) TO
ENTER BLADE. DO NOT SATURATE
BOND LINES WITH MEK AS IT WILL
SOFTEN THE ADHESIVE.
(3) If crack(s) are suspected, remove paint in
suspected area(s) by sanding the effected area in a
spanwise direction using 400-grit paper or cloth.
(4) Touch up paint after inspection is
complete (paragraph 65-80).
d. Inspect buffer pads around blade bolt holes for
wear, tears, or debonding. For repair refer to BHT-
205A1-CR&O-1.
e. Inspect bushings in tail rotor blade bolt holes
(2, figure 65-30) for secure installation. Any looseness
is cause for blade replacement. Measure bushing
inside diameter. If dimension exceeds 0.5005 inch,
replace blade bushing at an authorized blade overhaul
facility.
Inspect bushings for cracks. Any crack is cause to
remove the blade from service.
f. Damage defined in the following steps is
cause to remove the tail rotor blade from service. The
blade may be sent to an authorized repair facility for
evaluation of possible repair.
(1) Damage in excess of limits specified in
inspection steps 2.a. through 2.c.
(2) One or more holes in the skin.
(3) Edge voids between the skin and the
spar.
(4) Evidence of corrosion at any edge void.
g. Damage defined in the following steps is
cause to scrap tail rotor blade.
(1) Water or corrosion in rotor blade
honeycomb core.
15 JAN 2004 Rev. 4 65-61
BHT-205A1-MM-1
(2) Damage in excess of limits defined in
inspection steps a. through c. and/or in BHT-205A1-
CR&O-1 manual on a rotor blade which has reached
maximum airworthiness life (hours) (Chapter 4), or has
less than 200 hours remaining airworthiness life
(hours).
(3) One or more cracks extending from a
previously repaired area.
(4) Wear completely through blade spar at
tip.
(5) Loose balance screws (9, figure 65-30).
(6) Loose bushings at blade grip bolt holes
(2).
65-79. Minor Repair
All nicks, scratches, sharp dents, and corrosion that
are within the repair limits in paragraph 65-78 must be
removed by hand polishing in a spanwise direction (+/-
15 degrees) only.
NOTE
Repair to the blade by material removal
(polishing) is permitted only once at any
local area. Overlapping repairs are not
permitted. Any permissible repair by
polishing should be accomplished by
removing the minimum amount of material
required to remove the damage.
1. Nicks, Scratches, and Sharp Dents
Polish out all repairable nicks and scratches using
aluminum wool or very fine grade scotchbrite abrasive
pad when repairing aluminum. On steel surfaces, fine
abrasive paper or cloth may be used (180 grit or finer
may be used to remove damage, but must be followed
by polishing with 400 grit or finer to improve the
surface finish). Nicks in the trailing edge may be
polished out using very fine abrasive paper or cloth if
followed by polishing with aluminum wool or very fine
grade scotchbrite abrasive pad. Hand polish in a
spanwise direction.
2. Non-sharp Dents
The bottom of a dent must be smooth and clearly non-
sharp to be classified as a non-sharp dent. A dent with
any crease in it is considered to be a sharp dent. Non-
65-62 Rev. 4 15 JAN 2004
sharp dents, which are within the limits in paragraph
65-78, are not to be polished out. Carefully inspect for
any surface irregularities, such as a nick, scratch, or a
burr, in and around a non-sharp dent. Any additional
damage must be within the limits in paragraph 65-78
and must be repaired accordingly.
3. Corrosion
Polish out all repairable corrosion using aluminum
wool or very fine grade abrasive pad on all aluminum
surfaces, or very fine abrasive paper or cloth (400 grit
or finer) may be used on the stainless steel spar. 180
grit may be used to polish out corrosion on the steel
spar if followed with polishing using 400 grit to improve
the surface finish. Repair depth on aluminum must be
to twice the depth of the visible corrosion to ensure
complete removal. Hand polish in a spanwise
direction. Do not over-polish. On all surfaces where
corrosion has been polished out, apply alcoholic
phosphoric cleaner using a clean cloth or brush. Rub
solution briskly into surface for approximately 40 to 60
seconds. Carefully check for pits with a 10X
magnifying glass following clean-up. No pitting is
permissible.
4. Sealing Edge Voids
Seal edge voids by thoroughly cleaning affected area
using alcohol and clean wipes. A thin plastic spatula
may be used to solvent wipe the bond line. Do not
stretch or gouge blade skins, spars or doublers. Allow
to dry. Seal area using Hysol EA956 adhesive or
equivalent. Adhesive and blade may be warmed to
120°F (48.9°C) to promote adhesive flow. A thin plastic
spatula may be used to work adhesive into bond lines.
Allow to cure.
65-80. Paint Touch Up
MATERIALS REQUIRED
Refer to BHT-ALL-SPM for specifications and source.
NUMBER NOMENCLATURE
C-100 Chemical Film Material
C-204 Primer
C-245 Polyurethane Coating
C-318 Cleaning Compound
C-386 Solvent
C-407 Abrasive Pad

NOTE
Touch up tail rotor blades when warranted
by paint condition, or when paint is removed
to repair scratches, nicks, gouges, dents, or
corrosion.
1. Thoroughly wipe blade with solvent (C-386).
Allow solvent to wet blade a few minutes, then wipe
dry with clean cloths.
2. Plug blade grip bolt holes (2, figure 65-30) to
prevent entry of refinishing materials.
3. Use abrasive pad (C-407) or equivalent, to
remove all surface oxides and all aged chemical
conversion coatings from all bare aluminum surfaces.
4. Wash blade with cleaning compound (C-318) or
equivalent. Achieve water break free surface which will
be evident by continuous unbroken film of water on
surface after thoroughly rinsing soap from surface.
NOTE
From completion of this step through final
paint, surfaces of blades should not be
handled with bare hands.
BHT-205A1-MM-1
5. Apply chemical film material (C-100) on all bare
aluminum in accordance with instructions in BHT-ALL-
SPM.
6. Apply one coat of epoxy polyamide primer
(C-204) to touch up areas only.
NOTE
Primer shall be overcoated not less than
one nor more than 24 hours after
application. If 24 hours is exceeded, repeat
steps 3 through 6.
7. Mask areas which are not to be painted.
8. Using gloss white (color no.17925) or gloss black
(color no.17038), as applicable, to match area being
painted, apply one to two light covering coats of
polyurethane coating (C-245). Allow 30 minutes to 72
hours drying time between coats. If 72 hours is
exceeded, lightly sand initial coat with abrasive pad
(C-407) prior to final coat application.
9. Remove masking installed in step 7.
15 JAN 2004 Rev. 4 65-63/65-64
 BHT-205A1-MM-1

POWER TRAIN

TABLE OF CONTENTS

Paragraph Page
Number Title Number

66-1 Power train ................................................................ 66-5

66-2 Troubleshooting - power train ...................................... 66-5
66-3 Troubleshooting - main driveshaft and tail rotor drive ......................... 66-7
66-4 Metal particle inspection ................................... ............... 66-9
66-7 Main driveshaft ............................................................ 66-13
66-12 Engine driveshaft adapter .................................................... 66-16
66-14 Mast ....................................................................... 66-17
66-18 Transmission ............................................................. .66-19
66-21 Alternate run-in and test transmission ........................................ 66-22
66-22 Lift link .................................................................... 66-23
66-26 Tail rotor drive quill ......................................................... 66-24
66-29 Flexible couplings ........................................................... 66-24A
66-31 Input drive quill ..................................................... 66-26
66-34 Input drive quill seal ......................................................... 66-30
66-36 Hydraulic pump drive quill - No. 2 .......................................... 66-30B
66-40 Hydraulic pump and tachometer drive quill .................................... 66-32
66-43A Rotor brake ........................................... .................. .66-32B
66-44 Transmission oil system ...................................................... 66-34
66-45 Transmission oil manifold and relief valve ..................................... 66-34
66-50 Transmission oil pump ....................................................... 66-34
66-53 Transmission oil level sight gages ............................................. 66-38
66-58 Transmission chip detector ................................................... 66-38
66-62 Transmission oil sump filter .................................................. 66-39
66-65A Full flow debris monitor ...................................................... 66-40
66-66 Transmission external oil filter ............................................... 66-40A
66-70 Transmission oil pump screen ................................................ 66-41
66-74 Transmission thermobulb .................................................... 66-41
66-76 Transmission thermoswitch .................................................. 66-41
66-78 Transmission oil cooler ....................................................... 66-42
66-82 Oil cooler blower .................................................... 66-42
66-85 Quick threading couplings .................................................... 66-43
66-88 Transmission oil system tubes and hoses ...................................... 66-44
66-91 Pylon mounts ............................................................... 66-45
66-97 Modification - pylon mounts ................................................. 66-49
66-98 Friction dampers ......................................................... 66-49
66-102 Tail rotor driveshaft ......................................................... 66-51
66-107 Tail rotor driveshaft clamps - aluminum ................................ 66-54
66-110 Tail rotor driveshaft hangers ................................................. 66-54
66-115 Tail rotor driveshaft alignment ............................................. 66-56
66-116 Deleted.66-60
66-116 Deleted ..................................................................... 66-60
66-117 Intermediate gearbox (42 ° ) ................................................... 66-65
66-122 Alternate run-in and test - intermediate gearbox .............................. 66-67
66-123 Intermediate gearbox output quill ............................................. 66-68
66-126 Deleted
66-132 Deleted
66-133 Deleted
66-136 Tail rotor gearbox ............................................................ 66-70
66-142 Alternate run-in and test - tail rotor gearbox ................................. 66-73

Rev. 3 66-1
BHT-205A1-MM-1

LIST OF TABLES

Table Page
Number Title Number

66-1 Troubleshooting - transmission .............................................. 66-6

66-2 Troubleshooting - main driveshaft ........................................... 66-7
66-3 Troubleshooting - tail rotor drive system ..................................... 66-8
66-3A Main driveshaft TEMP-PLATE condition and corrective action .................. 66-14A
66-3B Tail rotor drive system TEMP-PLATE condition and corrective action ............ 66-25
66-4 Values for inspection of quick threading couplings ......... ................ 66-44

LIST OF FIGURES

Figure Page
Number Title Number

66-1 Power train system .......................................................... 66-5

66-2 Identification of metal particles ......... .......................... 66-10
66-3 Main driveshaft .................................................. ........ 66-14
66-3A Main driveshaft assembly (204-040-433-101) ................................... 66-16A
66-3B Main driveshaft installation and removal tool (204-040-433-101) ................. 66-16B
66-3C Workaid installed on main driveshaft (204-040-433-101) ........................ 66-16B
66-3D Main driveshaft damage limits (204-040-433-101) .............................. 66-16C
66-4 Mast ....................................................................... 66-18
66-5 Upper planetary adapter check ......... .......................... 66-18
66-6 Transmission......... .. ................................. 66-20
66-7 Lift link damage limits ......... ... ........................................ 66-24
66-8 Tail rotor drive quill ......... .................................... 66-24A
66-9 Deleted
66-10 Workaid for lubrication of tail rotor drive coupling .............................. 66-27
66-11 Input drive quill ............................................................. 66-28
66-12 Input drive quill workaid ..................................................... 66-29
66-13 Input quill seal wear sleeve workaid .......................................... 66-30B
66-13A Main input quill (205-040-263-101) ......... .................. ............. 66-31
66-14 Hydraulic pump drive quill ......... ...................................... 66-32
66-15 Transmission components ................................. ................. 66-32A
66-15A Rotor brake assembly ........................................................ 66-32C
66-15B Rotor brake quill ......... ................................ ............... 66-32E
66-16 Transmission oil system schematic ......... ............................... 66-35
66-17 Transmission oil system components and piping ......... ................ .. 66-36
66-17A Full flow debris monitor ......... ... ......................................... 66-40B
66-18 Transmission pylon mounts .................................................. 66-46
66-19 Isolation mount test fixture ................................................... 66-47
66-20 Tail rotor driveshaft and hanger .............................................. 66-52
66-21 Tail rotor driveshaft inspection limits ......................................... 66-53
66-22 Tailrotordriveshaft alignment ......... .......................... 66-56A
66-23
thru
66-28 Deleted .....................................................................
66-29 Intermediate gearbox ........................................................ 66-66
66-30 Tail rotor gearbox ......... .. ................................... 66-71
Page 66-3/66-4 deleted.
66-2 Rev. 3

POWER TRAIN
66-1. POWER TRAIN.
The power train is a system of driveshafts and
gearboxes through which the engine drives the
main rotor, tail rotor, and transmission mounted
accessories. The system consists of a main
driveshaft, a main transmission which includes
input and output drives and the main rotor mast,
and a series of driveshafts with hanger bearings
and two gearboxes through which the tail rotor is
driven. (Refer to figure 66-1.)
66-2. TROUBLESHOOTING - POWER
TRAIN.
The Troubleshooting Chart is a brief summary of
power train system troubles which may be
encountered in operating the helicopter. Possible
conditions and causes have been limited to those
which become known through pilot reports or by
normal inspection methods.
NOTE:In troubleshooting the transmission, Table
66-1, particularly observe the considerations of
steps 1. through 4.
1. A low oil level will not cause a low pressure
indication, provided the sump contains enough oil
Figure 66-1.
BHT-205A 1-MM-1
to cover the pump inlet; however, the oil
temperature may rise.
2. The effects of an oil leak will depend on its
location in the system and the rate of leakage. An
external leak can eventually allow the sump to be
pumped dry, causing internal failure of the
transmission. While oil remains to supply the
pump, the pressure relief valve would tend to
maintain normal system pressure, compensating
for leakage. This applies especially to leaks located
between the pump and relief valve. Leaks
occurring beyond the relief valve could cause some
indication of low oil pressure. Leakage to the
interior of the transmission while not affecting the
oil level, could starve lubrication areas beyond the
leak and affect the indicated oil pressure and
temperature.
3. Cumulative clogging of the oil filter screens
will not cause a gradual drop of indicated oil
pressure. The pressure relief valve maintains
normal system pressure even if filter screens
become so clogged that oil flow is forced through
the filter bypass valve.
4. The possibility of using the wrong oil is
omitted from the chart because this would present
special problems in determining the possible
damage and developing the corrective action.
1. Main Rotor Mast
2. Transmission
3. Main Drive Shaft
4. Tail Rotor Drive Shafts
5. Intermediate Gearbox (42 ° )
6. Tail Rotor Gearbox (90°)
205900-1002
Power train system
66-5
BHT-205A1-MM-1

Table 66-1. Troubleshooting - transmission

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Low oil pressure

a. On caution panel or Faulty caution panel or gage Repair electrical circuit or

pressure gage, circuit or unit. replace faulty unit.
but not both.
b. Shown by both Pressure relief valve Adjust or replace valve.
caution panel malfunction.
and gage.
Clogged pump screen. Clean screen, check oil for chips
or contamination.
Faulty oil pump. Replace pump.
Leakage or restriction Repair oil line connections or
between pressure relief replace seals.
valve and transmitter.
No oil pressure
a. With normal oil Faulty gage or transmitter Repair circuit or replace faulty
level. or circuit. unit.
Oil pump failure. Replace transmission or if
transmission is not internally
damaged, replace pump only.
b. No oil in system. Leak in system. If helicopter has been operated
replace transmission. Also
replace cooler, flush and repair
external lines. Add oil.
High oil pressure. Faulty gage or transmitter Repair circuit or replace faulty
or circuit. unit.
Pressure relief valve Adjust or replace valve.
malfunction.
High oil temperature. Faulty caution panel or gage Repair circuit or replace faulty
circuit or unit. unit.
a. On caution panel
or temperature Faulty caution panel or gage Repair circuit or replace faulty
gage, but not both. circuit or unit. unit.
b. Shown on both Obstructed air flow around Clear cowl opening and sump
caution panel transmission. area.
and gage.
Clogged oil jets. Clean or replace jets, or replace
transmission due to internal
damage.

66-00-00
66-6
 BHT-205A 1-MM-1

Table 66-1. Troubleshooting - transmission (Cont.)

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Seized bearings or other Replace transmission. Also

internal transmission. replace cooler and flush external
failure. oil lines.

Oil cooler clogged or Clean cooler core air passages.

obstructed.
Cooler bypass valve
malfunction.
Oil cooler blower
malfunction (if engine oil
temperature also high).
Internal transmission reasons;
temperature actuates at 110°C.
External transmission reasons;
blocked cooler or obstructions
in external oil lines, 130°C
maximum for 15 minutes.
Replace cooler if internally
clogged, and flush oil lines.
Check transmission filters, pump
screen, and magnetic plug.
Replace valve.
Replace blower or repair bleed
air connection.
Replacetransmission.
Drain, flush, and
refill system.

Metal chips on magnetic Internal transmission failure Replace transmission. Also

sump plug or of gears or bearings.
pump screen.
Excessive pylon motion. Pylon mounts worn or
installed wrong.
Faulty pylon mount dampers.
replace oil cooler and flush
external oil lines.
Repair or replace mounts
Replace friction dampers.

66-3. TROUBLESHOOTING - MAIN during operation, does result as well as abnormal

DRIVESHAFT & TAIL ROTOR DRIVE
NOTE:In troubleshooting the main driveshaft and
tail rotor drive system, Tables 66-2 and 66-3,
observe the considerations of steps 1. and 2.
stresses and wear, but is absorbed in the structure
and pylon mounts or is effectively masked by
normal vibrations of the helicopter, therefore
providing no distinct indication to the pilot. Only
by careful inspection will main driveshaft or tail
rotor drive system troubles be revealed.

1. Indications of trouble in the main driveshaft 2. Two known causes of driveshaft trouble are
are hard to detect during operations, since there faulty installation procedures and improper
are no known, reliable indications. Vibration, lubrication of spherical tooth couplings.

Table 66-2. Troubleshooting - main driveshaft

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Abnormal coupling wear. Faulty lubrication or Clean and lubricate coupling, or

wrong lubricant. replace driveshaft.

66-7
BHT-205A1-MM-1

Table 66-2. Troubleshooting - main driveshaft (Cont)

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Lubricant breakdown in Misalignment or wrong Align engine and transmission,

forward coupling. lubricant. replace driveshaft and associated
parts, as required.

Suspected vibration. Coupling clamps loose or Install clamp sets by instructions.

improperly installed or
unmatched.

Loose engine adapter. Replace adapter and any worn

associated parts.

Grease leakage. Cut or torn boot or packing. Disassemble end with faulty boot
or packing. Replace boot or
packing, replace and reassemble
couplings.

Table 66-3. Troubleshooting -tail rotor drive system

INDICATION OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION

Vibration. Loose clamps. Torque or replace clamps.

Wrong hanger bearings or Replace hanger assembly.

couplings.
Shaft balance weights lost Replace shaft section.
or, shaft bent.
Dry or defective bearing. Replace hanger bearing.

Clamps not positioned Reposition 90 degrees to one

correctly. another.

Clamp halves mismatched. Replace clamp sets.

Binding or roughness Dry or faulty bearing. Isolate faulty hanger by

when manually disconnecting shafts; replace
checked. hanger assembly.

Defective gearbox. Check gearboxes; replace

defective unit.

Faulty lubrication of Replace hanger, gearbox, or

flexible couplings. gear quills.
Metal chips on gearbox Internal failure of gears Replace gearbox.
magnetic plug. or bearings.

66-8

66-4. METALPARTICLEINSPECTION.
Metal particles found on the transmission oil
strainer screens or oil filters, or on chip detector
plugs in the transmission or gearbox may indicate
failure of an internal part of the transmission or
gearbox. The presence of metal particles, however,
is not necessarily an indication that the
transmission or gearbox is no longer serviceable.
The quantity, source, form and type of metal
found, together with the service history of the
particular component, must be taken into
consideration. The time accumulated since the
component was new or overhauled, previous
failures and the type of operation are important
factors in determining further serviceability of the
unit. The particles found may be steel, tin, lead,
cadmium, aluminum, magnesium, copper(bronze)
or phenolic in various shapes and quantities. For a
detailed explanation of the action made necessary
by the presence of each of the possible types of
particles in the component, refer to figure 66-2.
WARNING: WHEN ANY PARTICLES FOUND
ARE READILY IDENTIFIABLE AS
FRAGMENTS OF A COMPONENT, SUCH AS
GEARS, NUTS, BEARINGS, BEARING CAGES,
WASHERS, SNAP-RINGS OR OTHER PARTS,
REPLACE COMPONENT.
66-5. IDENTIFICATION OF METAL
PARTICLES.
A visual inspection of color and hardness will
usually suffice to identify the particles. Refer to
figure 66-2. When visual inspection does not
positively identify the particle, the kind of particle
present may be determined by a few simple tests.
Equipment to perform tests includes a permanent
magnet, electric soldering iron, and concentrated
nitric acid. Proceed as follows:
1. Steel: Isolate steel particles with permanent
magnet.
2. Tin and lead: Distinguish tin and lead by
their low melting points. Clean soldering iron;
heat it to about 500°F;then tin it with 50-50solder
(50 percent lead and 50 pecent tin). Wipe off excess
solder. Tin or lead particles dropped onto hot
soldering iron will melt and fuse with solder. Do
not overheat iron.
BHT-205A1-MM-1
3. Aluminum: Determine aluminum particles
by their reaction to hydrochloric acid. When a
particle of aluminum is dropped into hydrochloric
(muriatic) acid it will fizz with a rapid emission of
bubbles. The particles will gradually disintegrate
and form a black residue.
4. Copper or bronze and magnesium.
Differentiate copper or bronze and magnesium by
their respective reactions to nitric acid. When a
particle of copper or bronze is dropped into nitric
acid it forms a bright green cloud in the acid. When
a particle of magnesium is dropped into nitric acid
it fizzes with a rapid emission of bubbles. Phenolic
and aluminum do not react noticeably to nitric
acid.
NOTE:Since magnesium and aluminum react
similarly in hydrochloric acid, whin in doubt drop
particle into nitric acid. Aluminum
does not react
noticeably in nitric acid.
66-6. SOURCE OF METALPARTICLES.
1. Transmission
a. Take oil sample from sump drain
immediately after engine shut down. Allow 1/2 to
3/4 pint of oil to drain through the line before
takingsample.
b. Any of the gear trains or bearings will give
a high count of iron, copper, aluminum, and
magnesium.
c. A high iron and silver count could be
caused by one or both of the planetary systems.
d. High iron, high copper and aluminum
content could be from the input quill triplex
bearing or the mast bearings. This will increase
rapidly and will probably progress to failure.
2. Intermediate gearbox.
a. Take oil sample from gearbox
immediately after shut down.
b. High copper count, suspect bearing cage
on input and output pinion.
66-9
BHT-205A1-MM-1

PUMPINLET SCREEN
TRANSMISSION WAFERTYPE FILTER
TRANSMISSION

DETAIL A DETAIL B
CHIP DETECTOR)
(TRANSMISSION (GEAR BOXCHIP DETECTOR)

DETAIL C DETAIL D

209040-53

Figure 66-2. Identification of metal particles (Sheet 1 of 2)

66-10

KIND OF QUANTITY
METAL AND/OR SIZE
Steel Fuzz, fine hair-like
particles.
(See detail A.)
Particles in splinter or
granular form.
(See details B and C.)
Thin flakes not exceeding
1/64 (0.015) inch in
thickness and 1/16
(0.060) inch in length.
Quantity not to exceed
10 flakes. (See detail D.)
More than 10 flakes not
exceeding 1/64 (0.015)
inch in diameter and
1/16 (0.060) inch in
length; and quantity of
flakes exceeding the
above dimensions.
Aluminum Particles in granular
or form, or like miniature
Magnesium lathe turnings.
Copper Particles in granular
(Bronze) form.
Phenolic
Figure 66-2. Identification of metal particles (Sheet 2 of 2)
ACTION REQUIRED
None.
Disassemble transmission
or gearbox as required, to
determine extent of damage.
Replace transmission or
gearbox if necessary.
Disassemble transmission
or gearbox as required, to
determine extent of damage.
Disassemble transmission
or gearbox as required, to
determine extent of damage.
Replace transmission or
gearbox if necessary.
Disassemble transmission
or gearbox, as required, to
determine extent of damage.
Disassemble transmission
or gearbox, as required, to
determine extent of damage.
Replace transmission or
gearbox if necessary.
Disassemble transmission
or gearbox to determine
extent of damage.
Replace transmission or
gearbox if necessary.
BHT-205A 1-MM-1
NOTES
Result of normal wear.
May have exaggerated
appearance because of
oil.
Usually indicates failure.
Small quantity may not
indicate bearing failure.
Usually indicates failure.
May indicate a bearing
failure.
May be result of use of
these materials as mallets
or drifts during assembly.
May indicate wear of oil
pump interior surfaces or
abnormal interference.
May indicate excessive
wear or failure of bearing
cages as result of bearing
failure.
May indicate bearing
failure or may be
particles from phenolic
mallets or drifts used
during assembly.
205040-67
66-11
BHT-205A1-MM-1

c. High iron content, suspectgearscuffingor b. High copper count, suspect bearing cage
fretting of bearing inner races. on input and output pinion.

3. Tail rotor gearbox.

a. Take sample from gearbox immediately c. High iron content, suspect gear scuffing or
after shut down. fretting of bearing inner races.

66-12

MAIN DRIVESHAFT
66-7. MAIN DRIVESHAFT.
A main driveshaft with crowned tooth couplings is
installed between an adapter on the engine output
shaft and the freewheeling coupling of the
transmission input drive quill. Two coupling clamp
sets, of split V-band type, hold mating curvic faces of
couplings in secure contact. Flexibility of couplings is inspection. Refer to table 66-3A for main driveshaft
provided by the crowned tooth spherical coupling,
sliding in splined teeth of the outer coupling, to
accommodate movement of transmission on pylon
mounts. A spring in each coupling assists centering of
shaft during operation, and tends to hold shaft
assembly in place if clamps are removed during
maintenance.
NOTE: Four temperature indicator TEMP-PLATES
are installed in the fourth groove on both outer
(spherical) couplings. Two yellow-bordered
TEMP-PLATES are positioned in the fourth groove
180 degrees apart. Two red-bordered TEMP-PLATES
are positioned in the fourth groove 180 degrees art
90 degrees from the yellow-bordered TEMP-PLATES,
and will aid in detection of overheating.
- MAINDRIVESHAFT.
66-8. REMOVAL
1. Open cowling on each side of pylon and remove
screen.
CAUTION: COUPLING CLAMPS SHALL BE KEPT
TOGETHER AS A MATCHEDSET, FAILURETO DO
SO MAY CAUSE A SEVERE UNBALANCE AND A
HIGH-FREQUENCY VIBRATION.
2. Remove forward and aft coupling clamp sets (5
and 9, figure 66-3) at each end of shaft. Keep clamps
together as sets.
NOTE: Driveshaft has internal springs that have to
be compressed to remove driveshaft.
3. Push shaft assembly (1) toward either end to
shift one coupling inward and disengage coupling at
opposite end. Remove shaft assembly.
4. If required, remove engine driveshaft adapter in
accordance with paragraph 66-13.
BHT-205A1-MM-1
66-9. INSPECTION - MAIN DRIVESHAFT.
1. Inspect main driveshaft boots or seals for
evidence of grease leakage and temperature indicator
TEMP-PLATES (14) for discoloration and overheat
conditions. A change in color from white or light gray
to black will indicate possible overheating and/or
component degradation and require further
TEMP-PLATE condition and corrective action.
2. Inspect boots or seal for cracks, tears, and
wrinkles. Replace boot or seal if defects are noted.
3. Inspect the outer surface of the main driveshaft
for nicks and scratches to the following limits:
a. Nicks and scratches, running within 15
degrees of shaft axis, that are not in excess of 0.005 inch
in depth are permissible without polishing out.
b. Nicks and scratches, running within 15
degrees of shaft axis, that are not in excess of0.010 inch
in depth, are permissible if polished out, provided total
polished area does not exceed 20 percent of
circumference of shaft at any point.
c. Nicks and scratches not running within 15
degrees of shaft axis shall be polished out. A maximum
depth of 0.005 inch may be polished out on 100 percent
of shaft. A maximum depth of 0.010 inch may be
polished out provided the total polished area does not
exceed 20 percent of shaft area.
4. A minimum radius of 1/2 inch should be used in
polishing out nicks and scratches. Polished area must
be refinished with two coats of primer (C-204).
66-10. REPAIR/REPLACE - MAIN DRIVESHAFT.
1. Replace unserviceable parts.
2. Replace main driveshaft or overhaul under the
followingconditions:
a. At normal scheduled operating time between
overhauls, according to Chapter 5.
b. When required by special inspection due to an
operating accident or incident.
c. When shaft coupling shows evidence of
overheating, loss of lubricating grease, or cracks.
Rev. 3 66-13
1. Shaft assembly 9. Forward coupling clamp set
2. Retaining bolt 10. Pivots
3. Key washer 11. Steel washer
4. Adapter 12. (Thin) steel washer
5. Aft coupling camp set 13. Nut
6. Screen section 14. Overtemperature indicator
7. Clamp bolt TEMP-PLATES
8. Special washer(Countersink)

TORQUE 100 TO 130 IN-LBS

EQUAL GAP ON ENDS
WITHIN 0.030 INCH

TORQUE 160 TO 200 IN-LBS

ON T5313A/B ENGINE
TORQUE100 TO 140 IN-LBS
ON T5311A ENGINE
TORQUE360 TO 400 IN-LBS WITH
204-040-813-101 BOLTAND

205A-M-66-3
205A1-M-66-3
 BHT-205A1-MM-1

Table 66-3A. Main driveshaft TEMP-PLATE condition and corrective action

ONE OTHER
YELLOW YELLOW ONE RED OTHER RED PROBABLE SEE
TEMP- TEMP- TEMP- TEMP- CAUSE NOTE
PLATE PLATE PLATE PLATE
Good Black Good Good Defect/Instl. 1

Black Black Good Good Elevated Temp. 2

Good Good Black Good Defect/Instl. 1

Good Good Black Black Defect/Instl. 4

Black Black Black Black Overtemp 3

Part Black Good Good Good Chem. Contamination 1

Part Black Part Black Good Good Chem. Contamination 1

Good Good Part Black Good Chem. Contamination 1

Good Good Part Black Part Black Chem. Contamination 4

Missing Good Good Good Defect/Instl. 1

Missing Missing Good Good Possible Elevated Temperature 2

Good Good Missing Good Defect/Instl. 1

Good Good Missing Missing Defect/Instl. 4

Missing Missing Missing Missing Possible Overtemp 3

NOTES:

1. Resume operation. Defective TEMP-PLATE or improper installation, replace defective TEMP-PLATE as

soon as practical. Refer to BHT-205A1-CR&O-1manual.

2. Elevated coupling temperature is indicated. Determine probable cause of elevated temperature indication
and take corrective action prior to continued operation. Accomplish checks in step 2a and 2b. If probable
cause is not revealed from step 2a or 2b, perform steps 2c and 2d. It is recommended that the affected
TEMP-PLATE be replaced. Refer to BHT-205A1-CR&O-1 manual.

a. Check the driveshaft coupling for any sign of grease leakage. If leakage is detected, the coupling must
be serviced in accordance with BHT-205A1-CR&O-1manual prior to returning the aircraft to service.

b. Review current aircraft operating conditions to determine the probable cause of elevated coupling
temperature. For example, extended operation at CG limits, extended operation at high power, repeated
heavy lift, or high ambient temperature. Make appropriate adjustment to correct condition.

c. Inspect engine mounts (Chapter 71) and transmission pylon mounts (paragraph 66-94) for condition.
Make repairs as necessary.

d. Verify engine to transmission alignment. Refer to Chapter 71.

Rev. 3 66-14A
BHT-205A1-MM-1

Table 66-3A. Main driveshaft TEMP-PLATE condition and corrective action (Cont)

NOTES: (Cont)

3. Coupling overtemp condition is very likely. Remove driveshaft or coupling assembly and perform overtemp
inspection in accordance with BHT-205A1-CR&O-1manual and the following instructions. Scrap affected
male and female couplings if any of the conditions listed below exist or if required by BHT-205A1-CR&O-1
manual inspection criteria.
a. The cadmium plating on the outer coupling is discolored (circumferential tan or light brown band) or
blistered.
b. The gear teeth of either coupling are discolored (brown or blue) in the normally bright contact patterns.
c. Under 5x to 10x magnification, the surfaces of the gear teeth of either the inner or the outer coupling
exhibit signs of metal smearing or tearing in the contact patterns.
d. The grease is very viscous (thick) and has a strong pungent odor.

NOTE: If none of the above conditions exist, the coupling may be reassembled in accordance with
BHT-205A1-CR&O-1manual and returned to service following replacement of TEMP-PLATES.
4. Same as Note 1 except during operations before TEMP-PLATE replacement, a yellow-bordered
TEMP-PLATE indication shall be considered as an overtemp indication and Notes 2 and 3 accomplished.

66-14B Rev. 3

-MAIN DRIVESHAFT.
66-11. INSTALLATION
NOTE: Before installing driveshaft, wipe the area
surrounding the driveshaft clean, especially the
intake screen, fifth mount beam, synchronized
elevator tube, and collective tube.
Refer to Component Repair and Overhaul manual for
procedures for installing temperature indicator
TEMP-PLATES (14, figure 66-3).
Driveshaft assembly may be installed with either
end to engine.
Refer to paragraph 66-13 for engine driveshaft
adapter installation procedures.
1. Engage teeth of either end of driveshaft
assembly into engine adapter teeth or transmission
input drive coupling teeth and compress driveshaft
to engage teeth on other end.
2. Install forward and aft coupling clamp sets (5
and 9, figure 66-3) to secure each end of shaft as
follows:
a. Carefully wipe inside grooves of clamps clean
of all traces of grease and fit clamp halves around
coupling joint. Check that serial numbers on both
halves are alike and on same side. Clamp halves
should fit snugly and hold themselves in place
without bolts.
b. Install clamp bolts (7) with heads in direction
of rotation. Install countersunk washers (8) with
countersink next to bolt heads. Installtwopivots(10)
with flat side out to contact special washers (8) and
steel washers (11). Install one thick flat steel washer
(11) and thin steel washers (12) as required for
correct cotter pin installation, but use equal number
of washers on both clamp bolts (7).
c. Position a clamp set on one end of shaft with
slots at 90 degrees around shaft from the other set.
d. Tighten clamp set bolts evenly to 100 to 130
inch-pounds torque, keeping equal gaps at ends of
clamp set within 0.030 inch. Tap around outside of
clamp for good seating, and recheck bolt torque.
Secure nuts with cotter pins.
3. Carefully wipe any grease from shaft exterior,
intake screen, and areas around forward coupling.
BHT-205A1-MM-1
Reinstall upper left sections of air intake screen
section (6) and baffle. Close cowling.
4. Run up helicopter engine and check for
evidence of leaks or grease slinging. If leaks are
found, proceed to step 5.
5. If there are signs of grease leakage, investigate
as follows:
a. Check boots for evidence of leakage. Remove
clamp sets to check for grease in grooves of clamps.
b. If no grease is found, reinstall clamps. Watch
for further evidence of leakage in next run-up.
c. If grease is found in clamp grooves, remove
shaft and inspect couplings for lubrication and
proper installation of packings.
66-11A. REMOVAL - MAIN DRIVESHAFT
(204-040-433-101).
1. Open cowling on each side of pylon and remove
screen.
CAUTION: COUPLING CLAMPS SHALL BE
KEPT TOGETHER AS A MATCHED SET;
FAILURE TO DO SO MAY CAUSE A SEVERE
UNBALANCE AND A HIGH-FREQUENCY
VIBRATION.
2. Remove coupling clamps (4, figure 66-3A) at
each end of driveshaft, keep clamps together as
matched sets after removal.
CAUTION: DO NOT APPLY ANY TOOLS OR
CLAMPS TO COUPLING PLATES.
NOTE: Compressionofshaftis usually necessaryto
clear the engine adapter and transmission
freewheelingunit.
To prevent critical damage to plates and/or shaft,
locally obtain and make two installation and removal
clamp work aids (figure 66-3B).
3. Position two installation clamp work aids over
bolt heads located on the arms of the end fittings
(figure 66-3C). Tighten clamps to allow removal of
shaft. Remove shaft assembly. Remove clamp work
aids.
4. If required, remove engine driveshaft adapter
in accordance with paragraph 66-13.
Rev. 3 66-15
BHT-205A1-MM-1
66-11B. CLEANING - MAIN DRIVESHAFT.
1. Clean shaft assembly, adapter, and attaching
parts with solvent (C-304) or MEK (C-309).
2. Dry with filtered compressed air or clean cloth.
66-11C. INSPECTION- MAINDRIVESHAFT.
CAUTION: DO NOT ATTEMPT TO LOOSEN OR
TIGHTEN ANY HARDWARE ON DRIVESHAFT
ASSEMBLY.ANY REASON FOR PART REMOVAL
IS CAUSE FOR SHAFT REPLACEMENT.
NOTE: Black residue developing around the flex
plates is not a cause for rejecting the driveshaft.
1. Inspect internal fail-safe diameters for
evidence of contact (detail A, figure 66-3A). If contact
is noticed, driveshaft must be replaced.
2. Visually inspect driveshaft for obvious
mechanical damage, flexplate looseness, corrosion,
and/or fretting at flexplate bolted joints. Refer to
figure 66-3D for damage limits. Repair in accordance
with BHT-205A1-CR&O-1
manual.
66-11D. INSTALLATION - MAIN DRIVESHAFT.
NOTE: Driveshaft assembly may be installed with
either end to engine.
Refer to paragraph 66-13 for engine driveshaft
adapter installation procedures.
1. Position two installation clamp work aids over
bolt heads located on arms of the end fitting (figure
66-3C). Tighten clamps to allow installation of shaft
between engine adapter and transmission
freewheeling unit. Install main driveshaft in either
direction. Remove both clamp work aids from shaft
after installation.
2. Install coupling clamps (4, figure 66-3A) to
secure both ends of shaft as follows:
a. Check the serial numbers on each clamp set,
ensuring both halves are alike and on the same side
for installation.
NOTE: Clamp halves should fit snugly and hold
themselves in place without bolts.
66-16 Rev. 3
b. Place washer (2, figure 66-3A) on bolt (1)
with chamfer against head. Install bolt, with head in
direction of shaft rotation, through pivots (3) and
clamp ends. Install steel washer (5), thin steel
washer (6), and nut (7).
NOTE: Thick or thin steel washers may be added if
required under nut, using like quantity on opposite
bolt to maintain balance.
c. Torque nut (7) 100 to 130 inch-pounds,
keeping equal gaps between ends of clamp set within
0.030 inch. Tap around outside of clamp set with a
soft-faced mallet to ensure good seating. Recheck bolt
torque. Install cotter pin (8).
d. Install oppositeend clamp set, in the same
manner, positioned 90 degrees around shaft in
relation to previously installed clamp set.
3. Install screen and close cowling on both sides
of pylon.
66-12. ENGINE DRIVESHAFT ADAPTER.
66-13. REPLACEMENT - ENGINE DRIVESHAFT
ADAPTER.
1. To remove adapter (4, figure 66-3):
a. Cut lockwire, bend tang on key washer (3,
figure 66-3) and remove retaining bolt (2).
b. Pull adapter (4) from engine forward end.
2. To install adapter(4):
a. Apply corrosion preventive compound
(C-104) to spline and insert adapter (4) into engine
shaft. Install retaining bolt (2) and key washer (3)
with short tab ofwasher in adapter slot.
b. Use a strap wrench to hold adapter (4) and
torque retaining bolt (2) 160 to 200 inch-pounds.
Lockwire bolthead to outer tab of key washer (4).
c. On engine driveshaft adapter (4) with
204-040-813-101 retaining bolt (2) and
204-040-814-001 washer (3) torque to 360 to 400
inch-pounds.
 BHT-205A1-MM-1

TORQUE
100 TO 130
IN-LBS

Ensure that clamp

sets (4) are

WITHIN 0.030

ALIGN GAPTO INDEX MARK

TORQUE 100 TO 130 IN-LBS

FAIL SAFE
CONTACTSURFACE

DETAILA

Bolt1. 7. Nut
2. Washer 8. Cotter pin
3. Pivot 9. Main driveshaft assembly
4. Coupling clamp 10. Retaining bolt
5. Steel washer 11. Key washer
TORQUE360TO 400 IN-LBS
6. 6. Thin
Thin steel
steel washer
washer 12.
12. Adapter
Adapter
205A1 -M-66-3A

Figure 66-3A. Main driveshaft assembly (204-040-433-101)

Rev. 3 66-16A
BHT-205A1-MM-1

1.000

COMMON HARDWARETURNBUCKLE
3/8 IN. DIA. X 3 IN. TAKEUP 2.100
AN5-10A BOLT
AN970-5 WASHER
MS21042L5 NUT
(TYP 2 PLACES) 1.600

DIA. THRU
0.500
DIA. THRU
ALL DIMENSIONS IN INCHES TYP BOTH ENDS
BREAKALL SHARP EDGES M/F 0.125 THICK MILD STEEL

205A1-M-66-3B

Figure 66-3B. Main driveshaft installation and removal tool

205A1-M-66-3C

Figure 66-3C. Work aid tool installed on main driveshaft

66-16B Rev. 3
 BHT-205A1-MM-1

INTERCONNECTZONE3
(CENTERAREA)

ZONE 2
TYP ALL ADAPTER

DAMAGE AREA REPAIR SYMBOLS

TYPE OF DAMAGE

ZONE 1 ZONE 2 ZONE 3 ZONE 4

THICK SECTION
NICKS,SCRATCHES, 0.002 0.005 0.010 0.015
CORROSION

EDGEDENTS, NICKS 0.005 0.010 N/A 0.025

MAXIMUM AREA PER 0.05 Sq. 0.10 In. Sq. Not critical
(local area only)

NUMBER OF REPAIRS 2 Max per plate one per lug Not critical (not to overlap)
1-inch minimum one per plate
separation

205A1-M-66-3D

Figure 66-3D. Main driveshaft damage limits

Rev. 3 66-16C/66-16D

MAST
66-14. MAST.
The main rotor mast is a tubular steel shaft fitted
with two bearings which support it vertically in
the transmission. The mast driving splines engage
with the transmission upper stage planetary
adapter, providing counterclockwise rotation as
viewed from above. Splines on the upper portion of
the mast provide mounting for main rotor and
control assemblies. The upper bearing retainer
plate has an oil jet fed by an external hose.
TOOLS REQUIRED
T101581 Maintenance Hoist
or
Equivalent
66-15. REMOVAL - MAST.
1. Open transmission fairing.
2. Erect maintenance hoist.
3. Remove stabilizer bar, main rotor, dampers
and supports, scissors and sleeve, and swashplate
and support assemblies. (Refer to Chapter 65).
4. Reinstall mast nut (1, figure 66-4) on top of
mast (2). Attach hoist to nut and take up cable
slack.
5. Remove nuts and washers which secure
mast upper bearing retainer plate on ten studs of
transmission top case. Disconnect oil hose (6) from
oil jet on retainer plate. Cap hose and jet.
6. Carefully lift and guide mast out of
transmission. Immediately install a cover on top
of transmission case.
7. Place mast in a suitable stand.
66-16. INSPECTION
- MAST.
1. Inspect mast visually for yielding or
deformation, with particular attention given to the
area contacted by the main rotor static stops.
2. Inspect mast visually for nicks, dents,
scratches, or corrosion damage. Replace mast if
surface damage exceeds limits. Refer to
Component Repair and Overhaul Manual.
BHT-205A1-MM-1
3. Inspect retainer plate for corrosion or pitting
in area contacted by the oil seal. Inspect for nicks,
dents, or scratches. Inspect the four drain holes
(running from just above the oil seal seat) for
clogging.
4. Inspect mast and mast bearing for
contamination, if contaminated refer to Component
Repair and Overhaul Manual, Chapter 66 for
overhaul procedures.
66-17. INSTALLATION- MAST.
1. Check that mast assembly is clean, that
bearing assemblies are serviceable, properly
secured, and pre-oiled with transmission oil, and
that mast nut (1, figure 66-4)is installed on top of
mast.
2. Install maintenance hoist.
3. Attach maintenance hoist hook to mast nut
(1) on top of mast and take up slack in cable.
4. Uncover opening in top of transmission.
5. Perform dimensional check between upper
surface of transmission case and upper surface of
planetary adapter according to following:
a. Place a straight edgeacross opening in top
case and measure distance from bottom surface of
straight edge to top surface of adapter. (Refer to
figure 66-5.) Distance should be a minimum of
2.570 inches.
b. If minimum measurement is not obtained,
examine upper and lower planetary support liners
to determine if tangs of upper liner are engaged
with mating slots of lower planetary liner. This
can be determined by use of fingertips. If tangs are
disengaged, a gap of approximately 1/4 inch will
be evident between the two liners.
WARNING:EXERCISE CAUTION DURING
REINDEXING OF PARTS TO PREVENT THE
POSSIBILITY OF INJURY TO FINGERTIPS.
66-17
BHT-205A1 -MM-1

retainer plate assembly to the proper position

according to FWD arrow etched on the plate
assembly before engaging mounting studs of the

TOP CASE
2.570" MIN. DIM.

1. Mast Nut
2. Mast
3. Upper Bearing Assembly
4. Lower Bearing Race
5. Transmission
6. Oil Hose for No. 8 Jet

TRANSMISSION 204040-123B

Figure 66-5. Upper planetary adapter check

transmission. Apply sealant (C-328)between top

case of transmission and flange of mast bearing
liner. Carefully seat mast assembly.
NOTE:If it is necessary to lift mast assembly
during installation, then remove mast assembly
and repeat steps 5a. through 5c. beforeproceeding.

7. Install a thin aluminum alloy washer, a thin

205040-14
Figure 66-4. Mast
c. If the tangs are disengaged, re-index the
liners by inserting the hands, back to back,
through the mast driving adapter. Lift the adapter
slightly and rotate the upper liner until the tangs
are correctly engaged in the slots of the lower liner.
Repeat dimensional check in step a.
6. Lift mast assembly to position directly over
transmission opening. Carefully lower the mast
assembly into the transmission opening, guiding
lower end into bearing. Rotate the upper bearing
steel washer, and a nut on each of the ten
transmission case studs. Torque nuts 100 to 140
inch-pounds. Recheck nut torque at least twice
after initial tightening to ensure that it remains
constant. Wait at least five minutes between
rechecks to allow time for sealant to flow.
8. Connectoil hosefromteefitting on rightrear
sideoftransmissiontopcasetoNo. 8 oiljetonmast
bearing retainer plate.
9. Install swashplate and support, scissors and
sleeve, dampers and supports, main rotor, and
stabilizer bar assemblies. (Refer to Chapter 65.)
10. Remove maintenance hoist. Close
transmission fairing.

66-18
 BHT-205A1-MM-1

TRANSMISSION

66-18. TRANSMISSION. 4. Remove hydraulic pump from drive pad on

right side of transmission sump case. (Refer to
The transmission is located directly ahead of the Chapter 29.)
engine and is suspended by pylon-isolating
mounts on structural supports. The unit is coupled
to the engine through a short driveshaft and
provides drive angle change and speed reduction,
through a train of spiral bevel gears and two-stage 5. Drain oil from transmission sump.
planetary gears, to drive the main rotor mast. A
freewheeling clutch in the input drive quill
coupling disengages to allow the main rotor and
gear train to turn freely when the engine is stopped
or is idling below rotor driving speed, as in
autorotational descent. Secondary gear trains
drive the tail rotor shaft, rotor tachometer-
generator, hydraulic pump, and transmission oil
pump. 5A. Disconnect transmission oil lines as
follows:
NOTE: Output reduction ratios, expressed as
revolutions of each driven unit per engine
revolution, are as follows: a. Disconnect oil hoses and B-nuts (22).

Main Rotor Mast 0.0491 b. Disconnect oil drain line quick-disconnect

(23).
Tail Rotor Driveshaft 0.6516
c. Disconnect rotor brake hydraulic hoses and
Hydraulic Pump 0.6516 electrical wires, if so equipped.

Tachometer-Generator 0.6516

Oil Pump 0.6275

6. Remove upper section of induction baffle,
After further reduction in the 90 degree gearbox, and upper left section of engine intake screen.
the tail rotor turns at 0.25 engine rpm.

TOOLS REQUIRED
7. Remove main driveshaft. (Refer to
Matenance
Host paragraph 66-8.) Remove other sections of
induction baffle.
66-19. REMOVAL - TRANSMISSION induction baffle.

1. Open transmission fairing and remove

engine intake fairing. In cabin, remove access
doors from both sides of pylon island structure.
2. Disconnect battery and any external power
source.
3. Disconnect transmission electrical wiring
harness.
8. Remove nut (14),washer (13),bolt (11),and
washers (12)securing pylon fifth mount (8)to fifth
mount support beam (9) or bolt (16), nut and
washer securing pylon fifth mount (8) to
transmission support case (15). Remove four bolts
securing each end of fifth mount fitting to pylon
supports, and remove fifth mount assembly.

66-19
BHT-205A 1-MM-1

1. Mast cover nut

2. Transmission
3. Hydraulic pump drive quill TORQUE
300 TO 400
4. Lift link attachment point INCH-LB
5. DELETED

6. Tail rotor drive quill

7. Typical main mount
8. Pylon fifth mount
9. Fifth mount support beam
10. Mast
11. Bolt
12. Washer
13. Thin washer
14. Nut
15. Transmission support case
16. Bolt
17. Special bolt
18. Lift link
19. Special bolt
20. Washer
21. Shouldered washer DETAILA
22. Oil hoses and B-nuts (TRANSMISSIONS
23. Drain coupling TORQUE WITH 212-040-054
65 TO 85 SUPPORT CASE)

TORQUE
DETAIL B FT-LBS
{SHEET 2)

Figure 66-6. Transmission (Sheet 1 of 2)

66-20
 BHT-205A1-MM-1

TORQUE

24. Bolt
25. Bolt
26. Lift link fitting
27. Special bolt
28. Washer
DETAIL B

NOTES:

On helicopter with 212-040-106 steel lift link fitting.

Add one additional washer, if required, to obtain cotter pin hole and nut castellation
alignment.

Figure 66-6. Transmission (Sheet 2 of 2)

66-20A
BHT-205A1-MM-1

9. Disconnect forward section of tail rotor

driveshaft by removing coupling clamps at drive
quill on transmission and at first bearing hanger.
Move shaft section aft out of way.

10. Erect maintenance hoist.

11. Remove stabilizer bar and main rotor.
Disconnect lower control linkage from swashplate
horns, from collective pitch lever on swashplate
support, and from elevator control bellcrank on
transmission. Stow linkage out of way. (Refer to
Chapter 65.)

12. Reinstall mast cover nut (1) on top of mast

(10).Attach hoist to lifting eye on mast cover nut
(1) and take up cable slack.

13. Disconnect lift-link (18) from lift link clevis

(4) on forward underside of transmission support
case (15) by removing bolt (17) with nut and
washer. Keep nut, washer, and bolt with lift link
(18).

14. Remove retaining bolt (19), plain washer

(20) and shouldered washer (21) from top end of
each main pylon mount (7) at four legs of
transmission support case.

66-20B

NOTE:On helicopters 30128 and subsequent and
on transmissions with 212-040-054support case
the fifth mount support beam (9) is not installed.
The pylon fifth mount (8) is attached directly to a
mounting lug on the transmission support case
(15).
15. Carefully hoist mast and transmission
assembly clear of fuselage structure. Removefifth
mount support beam (9) from aft side of
transmission support case (15).
16. Place transmission on a stand. Secure with
bolts through transmission support case legs.
17. Removeremaining control assemblies from
mast (10) as required. Leave mast (10) as part of
assembly, or remove if necessary. (Refer to
paragraph 66-15.) If transmission is being
replaced, transfer all accessories and electrical
harness to new transmission.
66-20. - TRANSMISSION.
INSTALLATION
NOTE: If transmission with 212-040-054support
case is being installed in helicopter for the first
time, modify pylon main mounts (7, figure 66-6) in
accordance with paragraph 66-97.
1. If replacing transmission, install
accessories and electrical harness from old
transmission while assembly is on stand. If
removed, install mast (10) assembly. (Refer to
paragraph 66-17.)Replaceany unserviceable drive
quills, oil system parts, or other externally
accessible parts, as required. Repair lower case
if scratched or gouged. (Refer to Component
Repair and Overhaul Manual.)
2. Check installation and condition of pylon
main mounts (7), and repair or replace any
unserviceable parts.
3. Install maintenance hoist on helicopter.
Attach hoist to mast cover nut (1) on top of mast
(10), lift transmission and lower to position just
above pylon main mounts.
NOTE:Fifth mount support beam (9, figure 66-6)is
not used on transmission with 212-040-054support
case.
4. Place fifth mount support beam (9) on two
rear legs of transmission support case (15).
BHT-205A1-MM-1
5. Lower transmission carefully to position on
four main pylon mount (7) bolts, meanwhile
guiding lift link (18) into lift link clevis (4) at
forward underside of transmission support case
(15). Install special bolt (17) with bonded spacer
through upper end of lift link (18).Install washer
and nut. Torque as follows:
NOTE:Nut used on lift link bolt (17) is a self-
locking, castellated type nut. Add torque drag of
self-lockingfeature to the special torque called out.
a. If nut and bolt are 9/16 inch, torque 40
to 50 foot-pounds. Install cotter pin.
b. If nut and bolt are 3/4 inch, torque 60 to 80
foot-pounds. Install cotter pin.
NOTE: If 212-040-117-1 bolt is used, add one
additional washer, if required, to obtain cotter pin
hole and nut castellation alignment.
6. Install a serviceable nylon insert retaining
bolt (19) with plain washer (20), and shouldered
washer (21) into top of each main mount bolt.
Check the breakaway torque of the bolt, which
should be a minimum of 70 inch-pounds.
NOTE:The minimum breakaway torque is the
minimum torque required to start removal of the
bolt (19) from the completely installed untorqued
position. This is to ensure that the self-locking
feature of the nylon insert bolt is serviceable.
7. Torque retaining bolts (19) 65 to 85
foot-pounds.
8. Install and connect mast controls, main
rotor, and stabilizer bar. (Refer to Chapter 65.)
9. Install forward section of tail rotor
driveshaft, with clamps at coupling of drive quill
on sump case and at coupling on No. 1 bearing
hanger.
10. Install fifth mount support fitting across
rear of pylon support structure, aligning mount
eyebolt with hole in support beam or inserting
eyebolt in mounting lug on transmission support
case (15). (Refer to detail B.) If vertically
misaligned, remove support fitting and peel or
replace laminated filler plate under mount as
required for alignment. Reinstall support fitting
and connect eyebolt as follows:
66-21
BHT-205A1 -MM-1
a. If fifth mount support beam (9) is used,
install bolt (11)using a maximum of two washers
(12) between fifth mount support beam (9) and
pylon fifth mount (8).If gap between support beam
and fifth mount is too small for two washers, use
washer under nut. Add one thin washer (13) and
install nut (14). Torque nut 67 to 83 foot-pounds
and install cotter pin.
NOTE:Nut on fifth mount attaching bolt (11)is a
self-locking castellated type nut. Add torque drag
of self-locking feature to torque called out to derive
correct torque.
b. If transmission support case (15) has a
mounting lug for fifth mount, install bolt (16)with
washer and nut. Torquenut 300to 400inch-pounds
and install cotter pin.
11. When required, level transmission and
check alignment between transmission input
drive quill coupling and engine shaft adapter.
(Refer to Chapter 71 for conditions requiring
driveshaft alignment.)
12. Install main driveshaft, and reinstall
access sections of induction baffle and particle
separator. (Refer to paragraph 66-11.)
13. Install hydraulic pump on drive pad at
right side of transmission sump case. (Refer to
Chapter 29.)
14. Connect transmission oil lines as follows:
a. Connect oil hoses and B-nuts (22).
b. Connect oil drain line quick-disconnect (2,
figure 66-17).
c. Connect rotor brake hydraulic hoses and
electrical wires, if so equipped.
66-22
15. Service transmission and prepare for
operational test.
16. Perform operational test.
17. Perform alternate run-in and test in
accordance with paragraph 66-21if transmission
has not already been run-in and tested.
66-21. ALTERNATERUN-IN AND TEST -
TRANSMISSION.
NOTE: It is desirable that the transmission,
after overhaul, be test run and inspected in a
run-in and test stand prior to flight. (Referto Bell
HelicopterTextron publication BHT-PUB 77-003,
Run-in and Test Manual which is furnished with
run-in test stand.) In the event that a run-in stand
is not available, the followingfunctional test may
be accomplished as the minimum acceptable
alternate test:
1. Install the following helicopter components
to perform a test run of the transmission:
transmission, mast controls, stabilizer bar, main
rotor hub and blade, all driveshafts, gearboxes,
and tail rotor hub and blade. Install sufficient
ballast in helicopter to obtain a gross weight of
9500 pounds.
NOTE: Do not install engine cowling or
transmission cowling.
2. Verify that helicopter has been lubricated
and serviced. (Refer to Chapter 12.) Visually
inspect the following:
a. Oil system for security and leakage.
b. Fuel system for security and leakage.
 BHT-205A1-MM-1

c. Hydraulic system for security and 13. Stop engine and remove and inspect oiljets,
leakage. wafer typeoil filter, and chip detector for foreign
material or chips. If no chips are found, clean and
d. Flight controls for security. reinstall jets, oil filter, and chip detector.
3. Inspect engine accessories and controls for
security, loose connections, and proper operation.

NOTE: Throughout the entire procedure which

follows, all components should be carefully
checked for evidence of leakage and abnormal
noise.

4. Start engine and run at 80 percent rpm in flat

pitch for two minutes. Verify that temperature and
pressure are within limits.
5. Gradually increase rpm to 88 percent at rate
of two percent each six minutes.

6. Hold at 88 percent rpm for six minutes with

collective pitch applied to give 34 percent engine
torque.

7. Stop engine and check the oil jets, wafer type

oil filter, and magnetic chip detector for foreign
material or chips.

8. Clean oil jets, oil filter, and magnetic chip

detector and reinstall.
9. Start engine and gradually increase to 88
percent rpm. Run at 88 percent rpm for six
minutes. Move collective pitch to give 34 percent
engine torque. Gradually increase the rpm to 100
percent at the rate of three percent each six
minutes.
10. At 100 percent rpm, check the transmission
oil pressure. Pressure should be 52 to 58 psig when
oil temperature is 90 to 100°C. If pressure is not
within these limits, stop engine and adjust oil
pressure relief valve. (Refer to paragraph 66-49.)

11. Start engine and gradually increase rpm to

100 percent and recheck pressure. Repeat
procedure in step 10. until pressure is within limits.

12. Run at 100 percent rpm for thirty minutes

with collectivepitch to the maximum position that
can be maintained without becoming airborne,
and with tail rotor pedals positioned to counteract
main rotor torque.

66-22A/66-22B
 BHT-205A1-MM-1

14. Inspect main driveshaft couplings, tail 66-24. INSPECTIONANDREPAIR-LIFTLINK.

rotor drive quill couplings and surrounding area
for evidence of grease leakage. If there is evidence 1. Inspect lift link (18, figure 66-6)using magnetic
of grease leakage, replace defective parts. Repeat particle method. If any crack/s are found scrap the lift
leak test run. link (18). (Refer to BHT-ALL-SPM.)

15. Inspect main driveshaft couplings, and tail 2. Mechanical damage not exceeding 0.005, is
rotor drive quill coupling visual overheat indicator permissible, except 2.50 inches on each side as
stripe(s) for discoloration and overheat condition. shown by shaded area of figure 66-7.No repair of
A change in color of indicator stripe(s) from green mechanical damage is permissible in shaded area.
to brown will indicate a possible overheat
condition and/or component degradation, and 3. Corrosion to depth of 0.005 shall be cleaned
cause of indicator stripe(s) discoloration should be by bead blasting or shot peening. Apply LHE
determined prior to continued operation. Refer to solution (C-108) or apply primer (C-204)to repaired
paragraph 66-26 Removal, Installation and area.
paragraph 66-30 for Lubrication. Refer to BHT
205A-1Component Repair and Overhaul Manual, 4. Inspect bearing for radial or axial
Chapter 66 for Disassembly and Inspection and movement. Replace lift link (18) if any radial
Assembly. movement exists or axial movement exceeds 0.015.
16. Check transmission oil level, service if
required.
66-25. INSTALLATION - LIFT LINK.
17. Install transmission and engine cowling.
1. Install lift link by attaching upper end of lift
66-22. LIFT LINK. link (18, figure 66-6)with bolt(17), washer, and nut.
Torque nut as follows:
The lift link consists of two roll stake bearings, one
located on each end. The lift link is located to 50a.foot-pounds.
If bolt is 9/16 inchcotter
Install diameter,
pin. torque nut 40
underneath the forward side of the transmission
support case.
b. If bolt is 3/4 inch diameter, torque nut 60
to 80 foot-pounds. Install cotter pin.
TOOLS REQUIRED

Maintenance Hoist NOTE: If 212-040-117-1 bolt is used, add one

additional washer, if required, to obtain cotter pin
hole and nut castellation alignment.
66-23. REMOVAL - LIFT LINK.
2. Attach lower end of lift link with bolt
1. Open and remove cowling, fairings, assembly, washer, and nut. Torque nut as follows:
firewalls, and baffles, as required, for access to lift
link (18, figure 66-6). a. Lift transmission, as required, and install
lower bolt.
2. Erect maintenance hoist, or provide other
suitable hositing equipment to steady b. If bolt is 9/16 inch diameter, shouldered
transmission. bolt, torque nut 67 to 83 foot-pounds. Install cotter
pin.
3. Install clevis on top of mast (10). Attach
hoist ot clevis and raise transmission sufficiently c. If bolt is 3/4 inch diameter, torque nut 108
to remove special bolt (17), by hand. to 125 foot-pounds. Install cotter pin.

4. Disconnect lift link (18)by removing upper 3. Disconnect hoist equipment, and reinstall
attaching bolt (17), nut, washer, and lower bolt all firewalls, baffles, fairings, cowlings, and
assembly. access doors.

66-23
BHT-205A1 -MM-1

NO SURFACE DAMAGE ALLOWED IN SHADED AREA.

2.50"

TYPICAL
BOTH
ENDS 212030-144

Figure 66-7. Lift link damage limits.

66-26. TAILROTORDRIVE QUILL. 5. Use T101338 jackscrews through three

A drive quill equipped with a flexible spherical
toothed coupling is located on the aft side of the
transmission sump case. The tail rotor driveshaft
is connected to the face of a splined coupling by a
V-band clamp set.
theaded holes in mounting flange to pull drive
quill from transmission sump case. Turn
jackscrews evenly to keep quill aligned during
removal to avoid damage. Cover open port.
6. Remove packing from drive quill sleeve.

66-28. INSTALLATION - TAIL ROTOR DRIVE

TOOLS REQUIRED QUILL.

T101338 T101338 Jackscrews

Jackscrews 1. Install packing in groove around drive quill
sleeve. (Refer to figure 66-8.)
66-27. REMOVAL - TAIL ROTOR DRIVE
QUILL.
1. Open engine cowling and remove induction 2. Uncover mounting port on aft side of
baffle panels for access to transmission tail rotor transmission sump case. Check that mating
drive quill. surfaces of quill sleeve and case are clean. Coat
packing and mating surfaces of quill sleeve and
2. Disconnect and remove forward section of mounting port with transmission oil (C-011).
tail rotor driveshaft in accordance with paragraph
66-103. 3. Apply heat to mounting port in sump case.
Insert drive quill into case, carefully meshing
3. Removenuts, washers, and spacers from six gears and guiding sleeve flange over mounting
mounting studs around drive quill flange. (Referto studs. If it is necessary to tap on quill to install it,
figure 66-8.) Remove sealant from around quill use a soft face mallet and tap only on quill sleeve
sleeve and jackscrew holes. flange.

4. Drain oil, as necessary, to a level below quill NOTE:NAS1197 washers shall be replaced with
mounting port. AN960PD washers.

66-24

SPACER
TRANSMISSION
SUMP CASE
NOTES: Location of overtemperature indicator TEMP-PLATES.
Figure 66-8. Tail rotor drive quill
4. Install an aluminum alloy washer, a thin steel
washer, a spacer, a thin steel washer, and a nut on
each of six mounting studs. Torque nuts 50 to 70
inch-pounds. Check quill for freedom of rotation and
for existence of gear backlash. Apply a bead of sealant
(C-308) in gap around edge of quill sleeve where
flange contacts case.
5. Install forward section of tail rotor driveshaft in
accordance with paragraph 66-106.
6. Fill sump to proper level with oil. Check for oil
leaks at next runup.
7. Install induction baffle panels. Close cowling.
66-29. FLEXIBLE COUPLINGS.
66-30. INSPECTION AND LUBRICATION -
FLEXIBLE COUPLINGS.
Refer to Lubrication Chart in Chapter 12 and if need
occurs between normal overhaul periods, internal
splines of flexible couplings on tail rotor drive quill,
driveshaft hangers, and intermediate and tail rotor
gearboxes can be inspected, cleaned and repacked
BHT-205A1-MM-1
TORQUE50-70 IN-LB
RING
COUPLING
205A1-M-66-8
with grease as described below. These procedures can
also be accomplished on installed assemblies,
provided driveshaft is removed.
1. Remove tail rotor driveshaft in accordance with
paragraph 66-103.
2. Inspect tail rotor drive quill outer coupling
(figure 66-8) temperature indicator TEMP-PLATE
for discoloration and overheat conditions. A change in
color from white or light gray to black will indicate
possible overheating and/or component degradation
and require further inspection. Refer to table 66-3B
for tail rotor drive system TEMP-PLATE conditions
and corrective action.
3. Inspect tail rotor hanger assembly for overheat
conditions. A multicolor appearance of hanger that
darkens adjacent to the bearing indicates a possible
overheat condition and cause shall be determined and
corrected prior to continued operation. Refer to
BHT-205A1-CR&O-1 manual for disassembly,
inspection, and assembly.
NOTE: For ease of maintenance, block the outer
coupling so that it will remain in the outboard
(extended) position. This will stabilize the outer
coupling during disassembly and assembly.
Rev. 3 66-24A/66-24B
 BHT-205A1-MM-1

Table 66-3B. Tail rotor drive system TEMP-PLATE condition and corrective action

ONE RED OTHER RED PROBABLE SEE

TEMP-PLATE TEMP-PLATE CAUSE NOTE
Black Good Defect/Instl. 1

Black Black Overtemp 3

Part Black Good Chem. Contamination 1

Missing Good Defect/Instl. 1

Missing Missing Possible Overtemp 3

NOTES:

1. Resume operation. Defective TEMP-PLATE or improper installation, replace defective TEMP-PLATE

as soon as practical. Refer to BHT-205A1-CR&O-1 manual.
2. Coupling overtemp condition is very likely. Remove driveshaft or coupling assembly and perform
overtemp inspection in accordance with BHT-205A1-CR&O-1manual and the following instructions.
Scrap affected male and female couplings if any of these listed below exist or if required by
BHT-205A1-CR&O-1manual inspection criteria.
a. The cadmium plating on the outer coupling is discolored (circumferential tan or light brown band)
or blistered.
b. The gear teeth of either coupling are discolored (brown or blue) in the normally bright contact
patterns.
c. Under 5x to 10x magnification, the surfaces of the gear teeth of either the inner or the outer
coupling exhibit signs of metal smearing or tearing in the contact patterns.
d. The grease is very viscous (thick) and has a strong pungent odor.
NOTE: If none of the above conditions exist, the coupling may be reassembled in accordance with
BHT-205A1-CR&O-1manual and returned to service following replacement ofTEMP-PLATES.

Rev. 3 66-25
BHT-205A1 -MM-1

4. Remove spiral retaining ring from coupling,

while holding seal plate against spring pressure.
Remove plate and spring. (Refer to figure 66-8.)

5. Hold outer coupling at full outward position.

Remove old grease and clean internal splines as
thoroughly as possible by wiping with a clean dry
cloth, without using cleaning solvent.

6. Visually inspect internal splines for

serviceable condition. (Refer to BHT 205A-1
Component Repair and Overhaul manual,
Chapter 66, for Disassembly and Inspection and
Assembly.)

7. Hand-pack outer coupling with grease

(C-015) to 0.12 inch depth over top of internal
splines over full exposed length. A work aid can be
fabricated as shown to obtain depth of grease. (See
figure 66-10.)

8. Keep coupling at outward position and

install spring, seal plate, and spiral retaining ring.
9. Install tail rotor driveshaft in accordance
with paragraph 66-106.
10. After installation of new tail rotor drive
couplings or assembly of tail rotor drive couplings,
it is required to perform the following:

a. Ground-run helicopter for five minutes at

100% rpm.

b. After engine shut-down, inspect tail rotor

drive couplings and surrounding areas for
evidence of grease leakage. If there is evidence of
grease leakage, replace defective parts and repeat
leak test run.
c. When tail rotor drive output quill is
installed on the helicopter or the tail rotor drive
output quill couplings have been lubricated an
entry will be made in the flex coupling log. Refer to
Chapter 12.

66-31. INPUT DRIVE QUILL.

An input drive quill equipped with a freewheeling

coupling is located on the aft side of the

Figure 66-9. Deleted

66-26
 BHT-205A1-MM-1

HANDLE LENGTHIS OPTIONAL

COUPLING
FEMAL E
T/R DRIVE SHAFT

MAKE LOCALLY FROM1/4 INCH PHENOLIC

(FED. SPEC. L-P-310 TYPE IV)
204040-312

Figure 66-10. Work aid for lubrication of tail rotor drive coupling

transmission m ain
case. Engine torque is 3. Remove seven nuts from mounting studs
transmitted through the main driveshaft to this around flange of input quill. Remove washers and
input quill,
drives
which the transmission gear clip (15).
train. The freewheeling in the drive quillclutch
coupling
operates automatically, engag to 4. Pullinginput driv quill
e fromtr ansmission
case
allow the engine to drive the rotor or disengaging by using T101308 jackscrews, through three
the stopped or idling engine during autorotational tapped holes in mounting flange. Turn the three
descent. jackscrews
quill evenly to keep from cocking
TOOLS
REQUIRED during removal.
T101308 Jackscrews
T101488 WrenchSet 5. Remove drain tube (10). Cover mounting
T101586 PusherSet port to prevent accidental entry of foreign objects
into transmission.
66-32. REMOVAL - INPUT DRIVE QUILL.
66-33. INSTALLATION - INPUT DRIVE QUILL.

1. Open transmission fairing and remove main
driveshaft.
2. Disconnect tube assembly (18, figure 66-11)
from union (17) at lower side of input quill.
1. Uncover mounting port on aft side of
transmission case. Check that mating surfaces of
case and quill are clean. Inspect grooves provided
for packings (7 and 9, figure 66-11). Remove any
burrs which might damage packings.

66-27
BHT-205A1-MM-1

1. Freewheeling Clutch Assembly

2. Nut
3. Locking Spring
4. Preformed Packing
5. Grease Retainer
6. Retaining Ring
7. Preformed Packing (2)
8. Pinion Gear
9. Preformed Packing (3)
10. Drain Tube
11. Sleeve Assembly
12. Preformed Packing
13. Plug
14. Seal
15. Clip
16. Preformed Packing
17. Union
18. Tube Assembly
19. Seal Wear Sleeve

205040-38-A

Figure 66-11. Input drive quill

66-28
 BHT-205A 1-MM-1

2. Removecoverfromunusedmountingportat HARD RUBBER DISC. APPROX.

left side of transmission. 2 1/8 INCHES IN DIAMETER
AND 1/4 TO 1/2 INCH THICK.
3. Cut a rubber plug (1/4 to 1/2 inch thick)
slightly larger than the diameter of the roller COTTER
PIN
bearing inner race on the inboard end of the input APPROX.
LIGHT CHAIN,
pinion gear (8).Insert a cotter pin through center of 6 INCHESLONG.
rubber plug and through a washer. Bend ends of
cotter pin back against washer and plug. Attach a
piece of light chain, or 1/8 inch nylon cord,
approximately two feet long, to the eye of the cotter
pin. (Refer to figure 6-12).

CAUTION: RUBBER PLUG INSTALLATION

PROCEDURE IN STEP 4. MUST BE
FOLLOWED TO PREVENT DAMAGE TO
BEARING.
APPROX. 2 FEET OF SEMI-
RIGID WIRE - 0.041 INCH
4. Position the rubber plug in the bearing, inside DIAMETER OR HEAVIER.
of the transmission, in such a manner that the
rollers are held against the bearing outer race. RED WARNING FLAG, STENCILED.
REMOVE BEFORECLOSINGTRANSMISSION
Chain or cord will extend to outside of transmission
main case through left side quill mounting port.

5. Install two new preformed packings (9, 204040-127F

figure 66-11)on drain tube (10).Lubricate packings
with transmission oil (C-011) and install drain
tube (10) in hole provided in transmission case.
6. Install two new preformed packings (7) on
quill sleeve assembly (11)in outer grooves,leaving
middle groove open for oil flow. Lubricate
packings and mating surfaces of sleeve and case
with transmission oil (C-011).Heat mounting port
in transmission case with a heat lamp.
NOTE:Refer to 205A-1 Component Repair and
Overhaul Manual for installation of special input
quill mouting studs. These studs are required for
use of T101586pusher set.
7. Remove set screws from end of quill
mounting studs at one, five and nine o'clock
positions. Install the T101586-5 studs into quill
mounting studs finger tight.
8. Install input quill onto the studs far enough
to install the T100586-3 spacers, and the three
nuts.
9. Tighten three nuts evenly to seat quill into
case. Exercise care to engage gear teeth and to
align nose of pinion into roller bearing as quill is
installed. Ensure tube drain (10) is properly
Figure 66-12. Input drive quill work aid
installed. Remove pusher set, when quill is
properly seated.
10. Reinstall set screws in end of three
mounting studs.
11. Install one aluminum washer on each
mounting stud. Install clip (15)on mounting stud
at five o'clock position and steel washers on other
studs. Install nuts and torque 160 to 190 inch-
pounds.
12. Remove rubber plug installed in step 4. and
reinstall cover removed in step 2.
13. Install union (17) using new preformed
packing (16) and connect tube assembly (18).
14. Install plug (13) with new preformed
packing (12) and lockwire (C-405).
15. Apply a bead of sealant (C-308) around
mating surfaces of quill and transmission case
and fill jackscrew holes.

66-29
BHT-205A1 -MM-1

16. Reinstall main driveshaft and close
transmission cowling.
66-34. INPUT DRIVE QUILL SEAL.
TOOLS REQUIRED
T101488 Wrench Set
NOTE: Refer to paragraph 66-35 for seal
replacement on 205-040-263-003 quill and
paragraph 66-35A for 205-040-263-101quill.
66-35. REPLACEMENT - INPUTDRIVEQUILL
(205-040-263-003) SEAL.
1. Remove cowling and main driveshaft, in
accordance with paragraph 66-8.
2. Remove retaining ring (6, figure 66-11)and
grease retainer (5)with preformed packing (4) from
freewheeling clutch assembly (1).Removelocking
spring (3).Use T101488wrench set and remove nut
(2).
3. Remove freewheeling coupling assembly
from splines of pinion and place on a suitable work
bench.
CAUTION: DO NOT ALLOW COUPLING
OUTER RACE TO MOVE AXIALLYRELATIVE
TO COUPLING INNER RACE, AS THIS COULD
PERMIT CLUTCH DRAG SPRINGS TO DROP
OFF END OF CLUTCH INNER RACE AND
PREVENT PROPER REASSEMBLY. TO
PREVENT THIS, CAREFULLY REINSTALL
GREASE RETAINER AND RING (WITHOUT
PACKING) INTO COUPLING OUTER RACE
TO HOLD PARTS IN PLACE DURING
HANDLING.
4. Carefully remove seal wear sleeve (19) from
coupling outer race by using a hand-held grinder to
grind a groove almost through the old wear ring.
Use caution to avoid grinding through wear ring
and damage the race. Strike the wear ring with a
hard rubber mallet to pop the wear ring off the
race. Clean old adhesive from race with a plastic
scraper and Scotchbrite (C-407).
5. Inspect new seal wear sleeve (19)and mating
surface on coupling outer race for damage. Any
nicks or dents on OD of wear sleeveare reasons for
scrapping.
6. Installation of a new seal wear sleeve (19)is
accomplished by masking off the outer surface of
wear ring, cleaning and drying inner surface of
wear ring and mating outer surface of outer
coupling race. Scrub grease removing primer
(C-345) into the surface thoroughly with
Scotchbrite (C-407).This is a very important step.
NOTE: The primer (C-345) must be thoroughly
stirred beforeuse. Also, the solvent in the primer is
trichloroethylene, and should be used with
adequate ventilation.
7. Allow primer (C-345)to air dry to a white
powder. Remove dry powder with a clean, dry
cheesecloth. Apply only enough adhesive
promoter (C-327),in a well ventilated area, with a
brush to wet surface. Let promoter air dry a
minimum of 30 minutes at 65 to 85°F (18 to 29°C)
prior to applying adhesive (C-317).
NOTE: Adhesive (C-317) is a two-part
component, 33 parts B to 100 parts A with a pot life
of 40 minutes.
8. Assemble seal wear sleeve (19) to coupling
outer race with the use of a press. Fabricate a
suitable plate to bridge over the coupling inner
race so that uniform pressure may be applied
around entire circumference of wear sleeve while
installing, to avoid cocking and distorting. (Refer
to figure 66-13.)Install wear ring with large radius
at outer edge of coupling race flush to 0.020 inch
recess. Clean excess adhesive from wear sleeve
thoroughly and remove all protective masking
tape from seal bearing surface of wear sleeve.
CAUTION:SPECIALATTENTION SHOULD BE
GIVEN TO ASSURE NO EXCESSIVE
BONDING MATERIAL IS LEFT BETWEEN
THE WEAR SLEEVE AND COUPLING RACE,
AS IT TENDS TO BECOME HARD AND FLAKE
OFF. THIS FLAKING OF BONDEDADHESIVE
HAS BEEN FOUND BETWEEN THE SEAL LIP
AND WEAR SLEEVE CAUSING LEAKAGE.
9. Using a suitable three-leg gear puller, with
legs turned out, and a plate across the outer end of
the pinion, extract seal (14,figure 66-11)out of the
input quill housing. Remove all old adhesive from
around seal area, using a plastic scraper, and
clean with a dry, clean cheesecloth.Apply a film of
sealing compound (C-328)to outside diameter of
seal (14).Bridge over pinion shaft so that uniform
pressure may be applied around the entire
circumference of the seal while installing to avoid
cocking and distorting. Make sure seal is bottomed
against shoulder of input quill housing. Remove
all excess sealant.

66-30
 BHT-205A 1-MM-1

10. Spray OD of wear sleeve with dry film

lubricant (C-019), if available, and install
freewheeling assembly into input quill housing.
Do not coat parts, other than wear sleeve (19)and
seal (14) with dry film lubricant.

NOTE: If dry film lubricant (C-019) is not

available, it is permissible to utilize approved
transmission oil for this application.

11. Removepreviously installed retaining ring

(6, figure 66-11),grease retainer (5) and install a
new preformed packing (4) on grease retainer (5).
Install nut (2) and using T101488 wrench set
torque 350 to 400 foot-pounds. Install lock ring
spring (3). Coat preformed packing (4) with
transmission oil (C-011)and install grease retainer
(5) and retaining ring (6).

12. Install main driveshaft and cowling. (Refer

to paragraph 66-11).

66-35A. REPLACEMENT - INPUT DRIVE

QUILL (205-040-263-101) SEAL.

1. Remove cowling and main driveshaft in

accordance with paragraph 66-8.
2. Remove retaining ring (7, figure 66-13A) and
grease retainer (6). Remove and discard packing
(5).
3. Remove locking spring (4). Using T101488
wrench set remove nut (3). Remove freewheeling
clutch assembly (2).
4. Remove screws (11), washers (10), nuts (14),
and washers (13).
5. Remove cap (9) and seal (12) from main input
quill (17). Keep shim in place. Press seal (12), from
cap (9).

6. Remove all old sealing compound from cap

(9).

7. Remove wear sleeve (1). (Refer to paragraph

66-35.)

66-30A
BHT-205A1 -MM-1

12. Install nut (3) using T101488 wrench set,

torque 350 to 400 foot-pounds and install locking
spring (4).

13. Install new packing (5) on grease retainer

(6). Install grease retainer (6) in freewheeling
clutch assembly and install retaining ring (7).
14. Install cowling and main driveshaft in
accordance with paragraph 66-11.
66-36. HYDRAULIC PUMP DRIVE QUILL-
NO. 2.
On helicopters 30128 and subsequent and
helicopters with S.I. 205-37installed, a drive quill
on front of transmission main case, drives the No.
2 system hydraulic pump.

TOOLS REQUIRED
T101338 Jackscrews

66-37. REMOVAL - NO. 2 HYDRAULIC PUMP

DRIVE QUILL.
1. Open transmission forward fairing. Remove
No. 2 hydraulic pump. (Refer to Chapter 29.)

2. Cut sealant around edge of quill with sharp

plastic scraper.

3. Remove six bolts, with washers, around quill

mounting flange. (Refer to figure 66-14.)

MATERIAL:ALUMINUM
ORMICA 4. Clean sealant or other foreign material from
205040-84 three holes in quill sleeve provided for jackscrews.
Install T101338jackscrews and tighten evenly to
Figure 66-13. Input quill seal wear sleeve pull quill from transmission case.
work aid
5. Remove packing from quill sleeve.
8. Install new seal (12)in cap (9)using sealing 6. Clean remaining sealant from quill and
compound (C-328). Ensure seal (12) is seated transmission. Use caution to prevent sealant from
against shoulder of cap (9). entering transmission or internal parts of quill.
Use sharp plastic scraper, solvent (C-309),and
9. Install new packing (8) on sleeve of main clean cloths to remove old sealant.
input quill (17).
66-38. INSPECTION - NO. 2 HYDRAULIC
10. Ensure shim is in place. Install cap (9) and PUMP DRIVE QUILL.
seal (12) on main input quill (17).Install washers
(13),nuts (14).Install screws (1) and washers (10). 1. Inspect quill for damage, corrosion, and
Torque nuts (14) 160 to 190 inch-pounds. excessive wear.

11. Install freewheeling clutch assembly (2)on 2. Rotate pinion in sleeve and check for rough
input pinion. bearing.

66-30B
 BHT-205A 1-MM-1

1. Seal wear sleeve

2. Freewheeling clutch assembly
3. Nut
4. Locking spring
5. Packing
Grease6.retainer
7. Retaining ring
8. Packing
9. Cap
10. Washer
11. Screw
12. Seal
13. Washer
14. Nut
15. Plug
16. Seal
17. Main input quill

212040-372
212-040-001AD

Figure 66-13A. Input drive quill (205-040-263-101)

66-31
BHT-205A1-MM-1

tap only on quill sleeve. It may be necessary to

rotate pinion slightly to permit gear meshing.
Align quill sleeve bolt holes and install six bolts,
MAINCASE with steel washers next to heads and aluminum
alloy washers next to quill flange. Torque bolts 160
to 190inch-pounds. Check quill pinion by hand for
freedom of rotation and existence of backlash.
PACKING

4. Apply a small bead of sealant (C-308)in gap

around edge of quill where quill contacts
QUILL HOLE transmission case.

5. Install No. 2 hydraulic pump. (Refer to

Chapter 29.)Close transmission fairing. Checkfor
leaks at next runup.
66-40. HYDRAULIC PUMP AND
TACHOMETER DRIVE QUILL.

ALUMINUM
WASHER A drive quill located on the right side of the
transmission sump case is driven by an accessory
STEEL WASHER gear train. The gear shaft of this quill directly
BOLT
TORQUE 160-190 IN. LB.
212040-77C
212040-77C
drives the hydraulic system pump, and also drives
the rotor tachometer-generator by means of a
chain-and-sprocket offset drive.

Figure 66-14. Hydraulic pump drive quill TOOLS REQUIRED

T101308 Jackscrew

66-41. REMOVAL - HYDRAULIC PUMP AND

CAUTION: REPLACE HYDRAULIC PUMP TACHOMETER DRIVE QUILL.
DRIVE QUILL AS A COMPLETE ASSEMBLY
IF QUILL DOES NOT MEET INSPECTION 1. Obtain access by detaching soundproofing
REQUIREMENTS, IF THERE IS AN blanket and removing access plates on right side
ABNORMAL GEAR PATTERN, AND/OR IF of pylon island in cabin.
THERE IS EVIDENCE OF BEARING
FAILURE. 2. Remove rotor tachometer-generator by
disconnecting electrical connector and removing
66-39. INSTALLATION
- NO. 2 HYDRAULIC nuts and washers from four mounting studs
PUMP DRIVE QUILL. through flange of drive quill (Refer to figure 66-15.)
Remove hydraulic pump. Remove nuts and
1. Check that mating surfaces of quill sleeve washers from the other two mounting studs and
and case are clean. (Refer to figure 66-14.) use T101308 jackscrews to pull quill from
transmission. Turn jackscrews evenly to prevent
2. Install new packing on quill. Lubricate quill from cocking during removal. Cover case port
packing and mating surfaces of quill and case with immediately to prevent entry of foreign matter.
transmission oil (C-011).
66-42. INSPECTION AND REPAIR -
3. Applyheattomountingportintransmission HYDRAULIC PUMP AND TACHOMETER DRIVE
main case. Insert quill into transmission with oil QUILL
hole in quill sleeve up. Exercise caution to prevent
damage to pinion and gear teeth. If it is necessary 1. Inspect quill for security of mounting,
to tap on quill to install it, use a soft face mallet and evidence of oil leakage, and corrosion.

66-32
 BHT-205A1-MM-1

MAST

CASE INPUT DRIVE

TAIL ROTOR

HYDRAULIC

DRIVE SUPPORT CASE

TACHOMETER
MAIN CASE

ACCESSORY
DRIVE AND
SUMP CASE

205040-32
OIL PUMP

Figure 66-15. Transmission components

2. Replace packing on drive quill sleeve to prevent Heat sump case at mounting port with heat lamps.
oil leakage. (Refer to BHT-ALL-SPM.) Install quill, with
tachometer generator pad forward, engaging studs
3. Replace drive quill as a complete assembly through mounting flange. Exercise care to engage
when defects occur which cannot be corrected without gear teeth properly as quill is installed.
disassembly of quill.
2. Install washers and nuts on two shortest studs,
at top and bottom of drive quill flange. Use thin
- HYDRAULICPUMPAND
66-43. INSTALLATION aluminum washer next to flange and standard steel
TACHOMETERDRIVEQUILL. washer next to each nut. Tighten nuts evenly.

1. Uncover mounting pad at right side of

transmission sump case (Refer to figure 66-15). Coat 3. Install rotor tachometer generator. Install
packing and outer diameter of sleeve with oil (C-010). hydraulic pump.

Rev. 3 66-32A
BHT-205A1-MM-1
66-43A. ROTOR BRAKE.
CAUTION: BRAKE ASSEMBLY 9450103
REPLACED BY 9450103-1, WHICH USES
NON-ASBESTOS LININGS 5009209 (WHITE
PAINT ON BACK).DO NOT INTERMIX WITH OLD
LININGS, 9430521 (GREEN ZINC CHROMATEON
BACK).
For maintenance procedures applicable to rotor
brake pads and brake assembly, refer to Loral Manual
Q70-2 available from:
Loral Aircraft Braking System
1210 Massillon Road
Akron, Ohio 44315
For maintenance procedures applicable to rotor
brake master cylinder, quill assembly and brake
assembly, refer to BHT-205A1-CR&O-1manual.
For master cylinder removal, installation, servicing,
and rotor brake bleeding, refer to Chapter 29.
66-43B. ROTOR BRAKE ASSEMBLY AND
DISC.
66-43C. REMOVAL - ROTOR BRAKE ASSEMBLY
CAUTION: ROTOR BRAKE DISC AND FLANGE
ASSEMBLY SHALL BE REMOVED AS AN
ASSEMBLY. DO NOT ATTEMPT TO REMOVE
DISC FROM FLANGE WHILE INSTALLED ON
QUILL. DO NOT SEPARATE DISC FROM FLANGE
IF DISC IS NOT BEING REPLACED.
1. Remove microswitch connector.
2. Disconnecthose(13,figure66-15A)frombrake
assembly
3. Remove bolts (9), washers (10), and outboard
half of brake assembly (11).
4. Remove brake assembly spacer (12) from
transfer tube in inboard half of brake assembly.
5. Remove oil transfer tube from inboard half of
brake assembly.
66-32B Rev. 3
6. Remove packings from counterbored cavities in
split-line faces of inboard and outboard halves of
brake assembly.
7. Cut lockwire, remove bolts (2), washers (3), and
inboard half of brake assembly (4) from brake quill
assembly (1).
8. Cut lockwire and remove nut (14) and packing.
Discard packing.
9. Remove bolts (6) and washers (7). Remove
brake disc from flange adapter (5).
66-43D. INSTALLATION - ROTOR BRAKE
ASSEMBLY
ANDDISC.
1. Install inboard half of brake assembly (4, figure
63-15A) onto rotor brake quill assembly (1). Secure
with three bolts (2) and washers (3). Torque bolts 50
to 70 inch-pounds. Secure with lockwire.
2. Install rotor brake disc (8) on flanged adapter
(5) of rotor brake quill assembly with side marked
MOUNT THIS SIDE against flange of adapter.
Secure with four bolts (6) and washers (7).
3. Install retaining nut (14) and new packing.
Torque to 125 to 150 foot-pounds.
DISC. AND
4. Torque bolts (6) 50 to 70 inch-pounds. Secure
bolts with lockwire. Route lockwire spanning set of
bolts (6) through lockwire holes in nut (14), retaining
flange adapter of rotor brake quill to quill shaft.
66-43E. ROTOR BRAKE QUILL.
For helicopters so equipped, the rotor brake quill is
installed on left side oftransmission main case (figure
66-15B).
66-43F. REMOVAL - ROTOR BRAKE QUILL.
1. Open left side engine and transmission cowling
to gain access to transmission.
2. Remove brake assembly (paragraph 66-43C).
 BHT-205A1-MM-1

205A1-M-66-15A-1

Figure 66-15A. Rotor brake assembly (Sheet 1 of 2)

Rev. 3 66-32C
BHT-205A1-MM-1

1. Quill assembly
2. Bolt
3. Washer
4. Inboard brake assembly half
5. Flanged adapter
6. Bolt
7. Washer
8. Brake disc
9. Bolt
10. Washer
11. Outboard brake assembly half
12. Spacer
13. Hose
14. Retaining nut

VIEW A-A

205A1-M-66-15A-2

Figure 66-15A. Rotor brake assembly (Sheet 2)

66-32D Rev. 3
 BHT-205A1-MM-1

1. Packing
2. Rotor brake drive quill
3. Aluminum washer
4. Steel washer
5. Bolt
6. Brakedisc
7. Nut
8. Packing

205A1-M-66-15B

Figure 66-15B. Rotor brake quill

Rev. 3 66-32E/66-32F
 BHT-205A1-MM-1

CAUTION: ROTOR BRAKE DISC AND FLANGE 66-431. INSTALLATION- ROTOR BRAKE QUILL.
ASSEMBLY SHALL BE REMOVED AS AN
ASSEMBLY. DO NOT ATTEMPT TO REMOVE 1. Remove cover from mounting port in
DISC FROM FLANGE WHILE INSTALLED ON transmission.
QUILL. DO NOT SEPARATE DISC FROM FLANGE
DISC IS
IF BEING NOT
REPLACED. 2. Ensure mating surfaces of quill and
transmission are free of all sealant and other foreign
matter. Clean as required.
3. Cut lockwire and remove nut (7, figure 66-15B)
with packing (8). Remove disc and flange assembly 3. Lubricate new packing (1, figure 66-15B) with
from quill. lubricating oil (C-011). Install packing in groove on
quill (2).
4. Using a sharp, plastic scraper, cut sealant from
between quill mounting flange and transmission 4. Apply a light coat of lubricating oil (C-011) to
case. Clean sealant from jackscrews holes. bore of transmission quill port and to mating
diameter of quill assembly.
5. Install jackscrews, T100929, and tighten 5. Using a heating lamp (or 250 watt light bulb),
carefully and evenly to remove quill (2) with packing heat sump mounting port until unit is hot to the
(1) from transmission. Discard packing. touch with bare hands.
NOTE: During installation of quill assembly,
6. Cover mounting port in transmission to lightly tap quill inward uniformly around face of quill
prevent entry of foreign material. flange near outer edge with a plastic mallet. Do not
strike end of quill shaft.

66-43G. CLEANING- ROTORBRAKEQUILL. 6. Insert quill into transmission while rotating

pinion simultaneously to permit gear meshing.
1. Clean sealant residue from both quill and NOTE: Install AN960JD616 aluminum washer (4)
mating surface of transmission using a sharp, plastic under head of bolt (5). Do not substitute any other
scraper and solvent (C-304). type washer (including NAS1197).

2. Clean external surfaces of parts using solvent 7. Install NAS1197 washer (3) against flange of
(C-304). quill, AN960JD616 washer (4) under head of bolts (5)
and install bolts. Torque bolts 160 to 190
inch-pounds.
3. Dry with filtered, compressed air.
8. Check quill pinion for freedom of rotation and
existence of backlash.
66-43H. INSPECTION AND REPAIR - ROTOR 9. Secure bolts (5) with lockwire.
BRAKE QUILL.
10. Fill gap between flange on quill (2) and flange
1. Inspect quill for signs of leakage. on transmission sump with adhesive (C-308). Also fill
jackscrew holes with adhesive (C-308). Allow to cure.
2. Inspect quill and pinion gear for obvious 11. Apply a light coat of lubricating oil (C-011) to
mechanical and corrosion damage splines on disc and flange assembly (6).
(BHT-205A1-CR&O-1 manual).
12. Install disc and flange assembly (6) on quill.
3. Rotate pinion and check for rough bearings. 13. Lubricate new packings with lubricating oil
Bearing roughness that can be detected by feel is not
acceptable. (C-011) and install on nut (7).
14. Install nut (7) in center of disc and flange
4. For complete repair procedures, refer to assembly. Tighten nut 125 to 150 foot-pounds. Secure
BHT-205A1-CR&O-1
manual. nut with lockwire.

Rev. 3 66-33
BHT-205A1-MM-1
66-44. TRANSMISSION OIL SYSTEM.
Oil supply from the transmission sump is
circulated under pressure from the gear-driven
pump through internal passages and a filter to
sump outlet, through external lines to an oil cooler
(with a separate thermal bypass valve), and
through another filter to a manifold on the
transmission main case. This manifold is
equipped with a relief valve to regulate system
pressure and distributes oil through jets and
internal passages to lubricate bearings and gears
inside the transmission, where oil drains back to
the sump.
Oil system servicing provisions are mainly
accessible from the right side of the transmission.
The filler neck is at top right, under transmission
fairing. Oil level sight gages on the sump case can
be checked through a view port on the pylon island
in the cabin. The sump oil filter, pump screen, and
magnetic chip detector can be reached through the
access door at the same location. A drain valve is
located under the transmission sump. Two cooler
line drain valves are in the bottom of the fuselage
compartment just behind the aft cross tube of the
landing gear. Refer to figure 66-16 for
transmission oil system schematic.
66-45. TRANSMISSION OIL MANIFOLD
AND RELIEF VALVE.
An oil manifold assembly on the right side of the
transmission main case is provided with a relief
valve to regulate system pressure, a thermobulb
for oil temperature indicator, and a thermoswitch
for the caution panel. (Refer to figure 66-17.)An
external line from the sump delivers oil into the
manifold and is distributed through various
outlets. The pressure relief valve, which is an
adjustable spring-loaded type, allows excess oil to
bypass through a port on the inner face of the
manifold into the main case interior to regulate
system pressure. A second port on the inner face of
the manifold supplies internal passages leading to
the input drive quill bearings. No. 3 and No. 7 jets
extend through the manifold into the main case.
An outlet at the top of the manifold delivers oil
through an external tube to the upper part of the
system.
66-34
66-46. RELIEF VALVE.
66-47. REMOVAL - RELIEF VALVE.
1. Remove lockwire.
2. Use wrench on hexagonal shoulder of valve
body to loosen and remove pressure relief valve
(10, figure 66-17)with packing.
66-48. - RELIEFVALVE.
INSTALLATION
1. Check that threads of pressure relief valve
(10, figure 66-17) are clean and undamaged.
Lubricate threads and packing with transmission
oil, and place packing on valve.
2. Install pressure relief valve in manifold.
Lockwire separately from valve temperature bulb
(9) and to thermoswitch (12).
3. Recheck oil pressure in operation.
66-49. ADJUSTMENT- RELIEFVALVE.
1. Back off jamnut on end of adjusting screw.
2. Turn adjusting screw in to increase pressure
or out to reduce indicated oil pressure.
3. Tighten jamnut.
66-50. TRANSMISSON OIL PUMP.
The transmission oil pump is mounted in the
bottom of the sump case. The pump is driven by a
splined shaft from an accessory drive gear and
turns clockwise as viewed from the drive end.
66-51. REMOVAL - TRANSMISSION OIL
PUMP.
1. Obtain access to cargo-sling compartment
through hell hole or by opening soundproofing
blanket and removing access door at front of pylon
island in cabin.
2. Place suitable container under outlet of
transmission oil drain line at left underside of
fuselage. Drain oil by opening valve under
transmission sump. (Refer to figure 66-17.)
 BHT-205A1-MM-1

JET 8

FILTER
COOLER

Figure 66-16. Transmission oil system schematic

66-35
BHT-205A1-MM-1

66-36
 BHT-205A1 -MM-1

1. Drain valve 13. Jet no. 2 25. Sump outlet hose (to 27)
2. Drain coupling 14. Jet no. 5 26. Oil pump
3. Sump 15. Jet no. 1 27. Bushing
4. Scupper 16. Breather 27A. Fitting (212-040-272)
5. Filter 17. Jet no. 8 28. External filter
6. Manifold inlet hose (to 30) 18. Pressure tap manifold 29. Filter bypass indicator
7. Manifold inlet 19. Pressuretransmitter 30. Coupling (375200-12)
8. Jet no. 3 20. Auxiliary jet no. 2 31. Oil cooler
9. Temperature bulb 21. Filler cap 32. Drain valves
10. Pressure relief valve 22. Pressure switch 33. Sight glass
11. Jet no. 7 23. Jet no. 6 34. Indicator
12. Thermoswitch 24. Jet no. 4 35. Fitting (212-040-272)

Figure 66-17. Transmission oil system components and piping (Sheet 2 of 2)

66-37
BHT-205A1-MM-1

3. Disconnect drain tubes from valve and tee. 2. Drain oil below gage level.
Provide a container to catch trapped oil when pump is
removed. 3. Remove spiral retaining ring, sight glass (33,
figure 66-17) with packing and indicator disc (34).
4. Remove nuts, washers, and drain tee bracket
from three pump mounting studs. 66-55. INSPECTION - TRANSMISSION OIL LEVEL
SIGHT GAGES.
5. Pull pump from sump and splined driveshaft.
When necessary, use threaded puller into 1/4-28UNF 1. Inspect sight glasses (33, figure 66-17) for
tapped hole in boss at center of pump body. internal or external discoloration and crazing.

CAUTION: THREADED HOLE IS FOR
ATTACHING PULLER TO PUMP; IT IS NOT FOR A
JACKSCREW. DO NOT BOTTOM OUT PULLER IN
THREADED HOLE OR PUMP MAY BE DAMAGED.
66-52. INSTALLATION - TRANSMISSION OIL
PUMP
1. Disconnect No. 1 tail rotor driveshaft (refer to
paragraph 66-103) from the transmission and remove
tail rotor drive quill. (Refer to paragraph 66-27.)
2. Install packing in two grooves around pump
housing. Lubricate packings with transmission oil.
3. Insert pump into mounting port, while main
rotor is slowly rotated until pump shaft is positively
engaged to splined driveshaft in transmission sump.
Look through tail rotor drive port to inspect pump
driveshaft and to make sure that retaining ring at
upper end is still seated in groove in shaft. Install
washers and nuts on studs with brackets. Install tail
rotor drive quill and tail rotor driveshaft. (Refer to
paragraphs 66-28 and 66-106.)
66-53. TRANSMISSION OIL LEVEL SIGHT
GAGES.
Visual indication of oil level in the transmission is
provided by two small transparent plastic plugs set into
the right side of sump case, backed by indicator discs
with FULL and LOW markings.
2. Inspect indicators (34) for discoloration and
chipped paint.
66-56. REPAIR/REPLACE - TRANSMISSION OIL
LEVEL SIGHT GAGES.
1. If sight gage glasses (33, figure 66-17) or
indicators (34) are stained or discolored, they should be
cleaned or, if necessary, replaced.
66-57. INSTALLATION - TRANSMISSION OIL
LEVEL SIGHT GAGES.
1. Insert correctly marked indicator disc (34, figure
66-17) in port, with indexing tab in notch of inner lip.
Install serviceable packing in groove around sight
glass (33). Lubricate packing with transmission oil
(C-011).Insert sight glass (33)with flat side out. Install
retaining ring.
2. Fill sump with oil. Check for leaks. Close access
openings.
66-58. TRANSMISSION CHIP DETECTOR.
A chip detector is located in the bottom of the
transmission sump. Helicopters modified by T.B.
205-83-49 have an upper mast chip detector and
planetary chip detector in addition to the sump chip
detector. The chip detector consists of a single-pole
permanent magnet. When the pole attracts sufficient
metal chips to complete a circuit between pole and
ground, the applicable chip detector segment on the
caution panel will illuminate.

66-54. REMOVAL - TRANSMISSION OIL LEVEL 66-59. REMOVAL - TRANSMISSION CHIP

SIGHT GAGES. DETECTOR.

1. Detach soundproofing blanket and remove 1. Open forward access panel on right side of pylon
TRANSMISSION OIL LEVEL ACCESS plate from support in passenger/cargo compartment to gain
right side of pylon island in cabin. access to chip detector.

66-38 Rev. 3

2. The sump chip detector is located in the sump
case opposite the cast word, MAGNETIC PLUG.
Helicopters modified by T.B. 205-83-49 have an upper
mast chip detector located in the upper cover and a
planetary chip detector located in the main case.
Remove the magnetic insert center portion of the chip
detector by pushing in on the serrated knob and
turning counterclockwise to disengage pins from outer
portion of chip detector. Withdraw magnetic insert.
NOTE: The outer portion of the chip detector has a
spring-loaded phenolic check valve to prevent loss of oil
when the chip detector is inspected. If the phenolic
check valve is faulty, it will be necessary to replace the
entire chip detector to prevent loss of oil during chip
detector inspections.
3. Remove and discard packing.
66-60. INSPECTION - TRANSMISSION CHIP
DETECTOR.
1. Check for accumulated metal particles on pole, as
indication of wear or parts failure in transmission. If
such particles are present, further investigation is
required to determine need for replacement or
corrective action. (Refer to figure 66-2.)
2. If chips are present and XMSN CHIP DET
segment light has not illuminated, check chip detection
system per paragraph 95-24 to determine need for
replacement or corrective action.
3. If there is oil seepage at the sump case to chip
detector boss, refer to BHT-205A1-CR&O-1 manual for
rework of sump.
66-61. INSTALLATION - TRANSMISSION CHIP
1. If entire chip detector is being replaced, install
new gasket on outer portion of chip detector and install
in sump opposite the cast word, Magnetic Plug. Torque
300 to 400 inch-pounds and lockwire to pump screen
and to plug in bottom of sump. Install magnetic insert
as prescribed in step 2.
NOTE: Use new M83248/1-015, packing only, on chip
detector.
2. Install two serviceable packings on the magnetic
insert center portion of the chip detector. Lubricate
packings with transmission oil (C-011),grasp serrated
BHT-205A1-MM-1
knob, align magnetic insert pins with mating grooves
in outer plug, and push magnetic insert into outer plug,
until pins can be engaged by turning clockwise. The
hole adjacent to the serrated knob, which is provided
for the chip detector wiring, should face downward.
This will prevent moisture from running down wire
and causing a short circuit. If the hole is not facing
downward, remove magnetic insert, rotate 180 degrees
and reinstall. Attach chip detector electrical wire.
66-62. TRANSMISSION OIL SUMP FILTER.
The following procedures are applicable to helicopters
not modified by T.B. 205-91-87.
The transmission is providedwith an oil filter mounted
in a pocket in the upper right aft corner of the sump
case, with inlet and outlet through internal passages.
Filter assembly consists of a stack of wafer-disc screens
assembled with spacers and perforated tube, attached
on a body incorporating a bypass valve for continued oil
flow if screens become clogged. A cast scupper on the
sump case is located belowthe filter mounting pad, and
is connected to an overboard drain line to drain off
spilled oil.
66-63. REMOVAL - TRANSMISSION OIL SUMP
FILTER.
1. Obtain access through right side of pylon island
in cabin by peeling down soundproofing from top and
removing plate marked TRANSMISSION OIL LEVEL
ACCESS.
2. Remove nuts, washers, and brackets from four
mounting studs at corners of filter.
3. Pull filter from sump case pocket. Allow excess oil
to drain through scupper into suitable container placed
under overboard drain outlet at left underside of
fuselage.
66-64. CLEANING - TRANSMISSION OIL SUMP
FILTER.
1. Clean filter with atomized drycleaning solvent
(C-304) and filtered compressed air.
2. Dry with filtered compressed air.
3. Filter may be disassembled for cleaning if
necessary, but should be done so only if impossible to
clean while assembled. If it is necessary, disassemble
screens and spacers from tube as follows:
Rev. 3 66-39
BHT-205A1-MM-1

a. Remove retaining nut and tab-washer. 5. Remove cup (8), scupper (7), and screen tube (10).

b. Remove screens and spacers.

66-65C. CLEANING - FULL FLOW DEBRIS
c. Wash parts in solvent (C-304). MONITOR.

d. Thoroughly dry with filtered compressed air. 1. Wash chip detector (9, figure 66-17A) and tube
(10) with solvent (C-304).
e. Reassemble screens, spacers, tab washer, and
retaining nut on tube of filter. 2. Dry with filtered, compressed air.

f. Tighten retaining nut until screens do not turn

on tube, and bend washer tab against side of nut.
MONITOR.

66-65. INSTALLATION - TRANSMISSION OIL 1. Inspect chip detector (9, figure 66-17A) and
SUMP FILTER. screen tube (10) for metal particles and/or other
material. If metal particles are found, refer to
NOTE: If 02W101633 filter is installed instead of paragraph 66-4.
02W10116 filter, M25988/1-037 packing replaces the
2. Inspect chip detector and screen tube for
48-431-629-1, 205-040-176-1 or 205-040-176-3 gasket.
distortion or tears. Damage that can be detected
visually is not acceptable.
1. Replace gasket or packing as necessary.
3. Inspect nuts (5) for corrosion and thread damage.
2. Insert filter (5, figure 66-17) into sump case Damage in excess of superficial is not acceptable.
pocket. Place brackets on three of four studs and a thin
aluminum alloy washer on other stud. Install thin steel
washers and nuts on all studs. 66-65E. INSTALLATION- FULL FLOW DEBRIS
MONITOR.
3. Torque nuts initially 30 inch-pounds in sequence,
upper forward, lower aft, lower forward and upper aft. 1. Lubricate new packing (6 and 11, figure 66-17A)
Torque 70 inch-pounds in the same sequence. with lubricating oil (C-011).

4. Check oil level sight gages and add oil, if 2. Install packings on debris monitor.
required. Reinstall access plate and attach
soundproofing blanket in place. 3. Install screen tub (10), scupper (7), and cup (8) on
debris monitor.
66-65A. FULL FLOW DEBRIS MONITOR.
4. Torque cup (8) 22 to 30 inch-pounds.
The following procedures are applicable to helicopters 5 Install debris monitor in transmission sump case.
modified by T.B. 205-91-87.
6. Install brackets (1 and 3) using washers (4) and
nuts (5).
66-65B. REMOVAL - FULL FLOW DEBRIS
MONITOR. 7. Torque nuts (5) 50 to 70 inch-pounds.

1. Remove access door on right side of pylon support
in cabin area.
2. Disconnect electrical harness (2, figure 66-17A).
3. remove nuts (5), washers (4), and brackets (1 and
3).
4. Remove debris monitor from sump case.
8. Install electrical harness (2).
9. Perform operational check. Refer to Chapter 96.
10. Install access door on right side of pylon support
in cabin area.
11. Check for oil leaks at next helicopter ground
run.

66-40 Rev. 3
 BHT-205A1-MM-1

66-66. TRANSMISSION EXTERNAL OIL 66-68. INSTALLATION TRANSMISSION

FILTER. EXTERNAL OIL FILTER.

A second filter is used in the transmission oil system.
This external oil filter has a replaceable element and
a mechanical means of indicating any impending
bypass condition that may occur. The filter is
mounted in the pylon island structure below the
transmission. The unit contains a pleated-paper type
element, and incorporates a bypass valve set to open
at 18 to 22 psig to assure oil flow if the filter element
becomes clogged. If clogging conditions develop in
the filter element, a visual indicator will be extended
by differential pressure. The indicator may be reset
manually.
66-67. REMOVAL- TRANSMISSION EXTERNAL
OIL FILTER.
1. Obtain access to external filter (28, figure
66-17) through hole at bottom of pylon island, or by
opening soundproofing blanket and removing door
on front of pylon island in cabin.
2. Disconnect transmission inlet oil hose from
coupling (30) or fitting (35) on right wall, and
transmission outlet hose from coupling (30) or fitting
(27A).
1. Install union, gasket, and nut in inlet port at
external filter (28, figure 66-17). Install elbow,
gasket, and nut in outlet port of filter. Position elbow
pointing up.
2. Position external filter assembly (28) to
mounting bracket with inlet fitting forward and
pointing inboard, and with outlet elbow aligned
upward.
3. Install four bolts through bracket into filter,
using a spacer between filter and bracket and a thin
aluminum alloy washer under head of each bolt.
Secure bolt heads with lockwire
4. Connect oil tube from oil cooler (31) to filter
inlet below.
5. Connect transmission inlet hose to filter outlet
fitting, and transmission outlet hose to fitting on
opposite wall of compartment.
66-69. REPLACEMENT - TRANSMISSION
EXTERNAL OIL FILTER.

3. Place a suitable vessel under filter to catch
spilled oil.
4. Disconnect oil line tube from filter inlet fitting.
Cap open line.
5. Remove coupling half (30) or fitting (35) from
outlet elbow.
6. Remove lockwire and four bolts with washers
and spacers to detach filter from bracket. Remove
filter assembly.
1. Obtain access to external oil filter (28, figure
66-17) through hole in bottom of fuselage, below
transmission.
2. Place a suitable vessel under filter to catch
spilled oil.
3. Remove V-band clamp.
4. Remove filter housing and element and remove
packing at top of can.

Rev. 3 66-40A
BHT-205A1-MM-1

FWD
LOOKING INBOARD RH SIDE

1. Bracket 5. Nut 9. Chip detector

2. Electrical harness 6. Packing 10. Screen Tube
3. Bracket 7. Scupper 11. Packing
4. Washer 8. Cup

205A1-M-66-17A

Figure 66-17A. Full flow debris monitor

66-40B Rev. 3
 BHT-205A 1-MM-1

5. Remove filter element. Remove packing 66-72. INSPECTION - TRANSMISSION OIL

from boss in bottom offilter housing and from boss PUMPSCREEN.
on lower side of filter head. Clean filter head and 1. Checkfor metallic particles or other material
housing with clean cloths. collected on pump screen. Check for indications of
oil contamination or internal failure of
6. Install new packing in bottom of filter transmission.
housing and in filter head.
2. Inspect screen for holes or other damage.
7. Place new filter element in filter housing and
seat firmly on boss. 66-73. -
INSTALLATION TRANSMISSION
OIL PUMP SCREEN.
8. Install new packing around upper lip offilter
housing next to flange. 1. Place new gasket on screen.

9. Install filter housing with element and 2. Insert screen in sump case. Torque
packing into filter head. screen 300 to 400 inch-pounds. Secure to
adjacent sump plug with lockwire (C-405).
CAUTION: THE T-BOLT IN V-BAND CLAMP
SHALL BE OF CRES A286 MATERIAL. THE T- 3. Fill transmission sump with oil to normal
BOLTS MANUFACTURED OF CRES A286 level on sight gages. Check for leaks. Close access
MATERIAL CAN BE IDENTIFIED BY EITHER openings and cowling.
A LETTER B STAMPED ON THREADED END
OR A BROWN PAINT SPOT PAINTED ON 66-74. TRANSMISSION THERMOBULB.
THREADED END. T-BOLT OF INCORRECT OR
UNIDENTIFIED
UNIDENTIFIED MATERIAL
MATERIAL SHALL
SHALL BE
BE 66-75. REPLACEMENT - TRANSMISSION
REMOVED FROM SERVICE NO LATER THAN THERMOBULB.
1 MAY 1981. 1. Remove lockwire and disconnect electrical
10. Install V-band clamp around mating connector. Remove lockwire and remove
thermobulb (9, figure 66-17) from oil manifold.
flanges of filter housing and head. Torque nut
50 inch-pounds.
Remove gasket.
2. Lubricate threads and gasket with approved
11. Check for oil leakage at first run-up. oil. Install gasket on thermobulb. Install
thermobulb in oil manifold and secure to adjacent
66-70. TRANSMISSION OIL PUMP bolt head on manifold and to pressure relief
SCREEN. valve (10) with lockwire (C-405). Connect and
secure electrical connector with lockwire (C-405).
The intake screen for transmission oil pump is a
wire mesh cylinder attached to a threaded plug, 66-76. TRANSMISSION THER MO-
externally accessible on the lower right side of SWITCH.
sump case. 66-77. REPLACEMENT - TRANSMISSION
THERMOSWITCH.
66-71. REMOVAL - TRANSMISSION OIL 1. Disconnect electrical leads from the
PUMP SCREEN. thermoswitch terminal.
1. Peel down soundproofing blanket from top 2. Remove lockwire and unscrew thermoswitch
right side of pylon island. Remove plate marked (12,figure 66-17)from manifold. Remove gasket.
OIL LEVEL ACCESS.
3. Lubricate threads and gasket with approved
2. Drain oil sump. oil and place gasket on lower end of thermoswitch.

3. Remove lockwire from hexagonal plug head 4. Install thermoswitch (12)in top of manifold,
below case word, PUMP SCREEN. Removescreen using not more than 12 inch-pounds of torque on
with gasket. hexagonal body shoulder of switch body.

66-41
BHT-205A 1-MM-1
5. Connect electrical leads using not more than
six inch-pounds of torque on terminal stud nut.
66-78. TRANSMISSION OIL COOLER.
The transmission oil system cooler is mounted in
the bottom of the rear fuselage compartment, in
the same opening as engine oil cooler and served
by same turbo blower and air duct. The thermal
bypass valve for the transmission cooler is an
integral part of the cooler. Two drains with
manual valves are provided in the lines between
cooler and valve.
66-79. REMOVAL - TRANSMISSION OIL
COOLER.
1. Disconnect transmission inlet and outlet oil
hoses at quick-disconnect couplings to reduce oil
loss. (Refer to figure 66-17.)
2. Drain transmission cooler lines by opening
two drain valves (32, figure 66-17) located behind
aft landing gear crosstube at left side, using access
openings in lower skin.
3. Open rear compartment door on right side of
fuselage.
4. Remove turbo blower and air duct of engine
oil cooler installation.
5. Disconnect oil lines from fittings of smaller
cooler at left side. Cap lines and fittings.
6. Support both coolers in position. Remove
four bolts and washers which secure lower flange
of transmission oil cooler (31) to structural
support. Remove bolts, nuts, and spacer washers
at four corners of mating flanges of coolers.
7. Lift out transmission oil cooler (31).
NOTE: Be sure engine oil cooler is securely
supported in place, if not also removed.
66-80. INSPECTION AND REPAIR - below engine tailpipe.
TRANSMISSION OIL COOLER.
1. Inspect oil cooler support for damage.
2. Inspect lines and fittings for stripped
threads and serviceability.
3. Inspect oil cooler (31, figure 66-17) for
damage, clogging and malfunction.
66-42
4. Replace unserviceable lines, fittings,
gaskets, or support, as required.
5. Replace oil cooler or thermal valve as
assemblies for damage or malfunction. In the
event of transmission internal failure, replace
cooler and flush out all connecting lines and
fittings thoroughly, using solvent (C-304). Dry
with filtered compressed air.
66-81. INSTALLATION
-TRANSMISSION OIL
COOLER
1. Align transmission oil cooler (31, figure
66-17),with outlet end forward, with engine oil
cooler. At each corner of mating flanges, install
bolt and nut with three aluminum alloy washers.
Secure lower outboard flange of cooler to structural
support with four bolts and washers.
2. Connect oil lines to fittings on cooler (31).
3. Reinstall air duct and turbo blowerof engine
oil cooler installation.
4. Reconnect transmission oil inlet and outlet
hoses at quick-disconnect couplings in
compartment below pylon.
5. Service system with oil.
6. Check for leaks and proper operation of the
system at ground runup.
66-82. OILCOOLER BLOWER
Oil cooler blower is located in the aft fuselage,
below the engine tailpipe. Cooling air flow is
provided by a turbo blower that is bleed air driven.
66-83. REMOVAL- OILCOOLERBLOWER.
1. Open access door at right side of fuselage
2. Remove blower screen.
3. Disconnect air hose from blower inlet
fittings.
4. Remove three bolts, with nuts and washers,
to detach blower from support bracket on fuselage
bulkhead.

5. Remove eight bolts and washers to detach
blower from duct. Remove blower assembly.
6. Remove eight bolts and washers which
secureupper flanges of cooler and mount to sides of
duct. Remove duct.
66-84. INSTALLATION - OIL COOLER
BLOWER.
1. Install reducer orifice, with packing in
blower inlet.
CAUTION:MAKE SURE REDUCER ORIFICE IS
INSTALLED IN BLOWER INLET TO
PREVENT BLOWEROVERSPEED.
2. Check that support bracket is secured with
three screws and washers on fuselage bulkhead
above oil cooler location
3. Position blower assembly, with inlet
pointing forward at left side, to align mounting
holes with duct flange and support bracket.
4. Attach blower to duct with eight bolts and
thin aluminum alloy washers under each bolt head
and nut.
5. Attach blower to support bracket with three
bolts, using thin alloy washers under each bolt
head and nuts.
6. Connect hose from bleed air valve line to
blower inlet.
7. Install screen on blower flange with bolts,
washers, grommets, and nuts.
66-85. QUICK THREADING COUPLINGS.
This type coupling is readily connected by twisting
the socket in a clockwise direction onto the
threaded nipple portion. The three equally spaced
indicating pins on the socket half will assume an
extended position when these coupling halves are
properly connected and will assume a retracted
position when coupling halves are separated.
Their only function is to provide a see or feel means
of determining whether or not the coupling is fully
connected.
Disconnecting is accomplished by pulling back the
knurled socket outer shell and turning
BHT-205A1-MM-1
counterclockwise. This type coupling employs
spring loaded valves which open each other when
coupling is connected, and immediately return to
the closed position when disconnected. Do not
employ gripping tools to connect or disconnect
these types of couplings as these actions can be
readily accomplished by hand.
66-86. TROUBLESHOOTING - QUICK
THREADINGCOUPLINGS.
NOTE: The following is to assist in determining
cause of coupling leakage and to spot signs of
impending failure.
1. If leakage occurs between the connected
halves, the most probable cause is wear or damage
to the seal that encirclesthe nipple and/or damage
to the sealing portion of the nipple.
2. Leakage at the point where the end fitting
engages the coupling body seldom occurs. In the
event it does occur, the end fitting seal is the most
probable cause.
3. Leakage that occurs at the coupling end
fitting and hose or tube connection point may be
attributed to such causes as follows:
a. Insufficient coupling nut torque.
b. Overtorque which may have damaged the
sealing surfaces of component parts.
c. Dirt or other foreign material on the
sealing surfaces, when leakage occurs at a flared
end connection.
4. Leakage that occurs at the valve end of
either the nipple or socket half when coupling is
disconnected can be attributed to worn or
damaged valve seal or to the metal-to-metal
sealing surfaces if coupling does not employ a
valve seal.
5. Signs of impending failure are:
a. Major thread damage on either coupling
half end fitting.
b. Major damage to the quick lead acme
threaded portion of either coupling half.
66-43
BHT-205A1 -MM-1

c. Damage to the spring loaded valve stems Table66-4. Valuesfor inspectionof

of either coupling half. quickthreadingcouplings
d. Loss of spring tension on the socket outer Maximum Allowable
shell. Coupling Dash Size Length Variation

-4 0.050
66-87. INSPECTION - QUICK THREADING -6 0.050
COUPLINGS. -8 0.050
-10 0.068
NOTE: Installation side load and vibration will -12 0.068
impose wear upon the internal lock ring and flank -16 0.081
of the acme thread of this type coupling, that can -20 0.099
disrupt the flow characteristics and adversely -24 0.099
affect system operation. As wear occurs in the
coupling assembly, an internal spring forces the CAUTION:USE BACK-UPWRENCHES WHEN
poppet guides apart, allowing movement of the REMOVING AND INSTALLING OIL COOLER
poppet valves. As the wear progresses, movement DRAIN FITTINGS, VALVES, TUBES, AND
of the poppets increase, reducing volume of the HOSES. ALL OPENINGS MUST BE CAPPED,
flow cavity or allowing fluid to push the valves TO PREVENT ENTRY OF ANY FOREIGN
downstream to restrict the flow by closing the MATTER.
poppet in the upstream coupling half.
66-89. INSPECTION - TRANSMISSION OIL
1. Inspect installed quick threading couplings, SYSTEM TUBES AND HOSES.
for excessive wear, as follows:
1. Inspect tubes for nicks, scratches, dents,
a. With system pressure at zero and the bent areas, and corrosion.
coupling connected, compress the coupling
lengthwise and measure from the back of the 2. Inspect fittings for thread damage.
nipple half adapter hex to the back of the socket
half adapter hex. 3. Inspect drain valves (32, figure 66-17) for
thread damage, nicks, scratches, corrosion, and
b. Record the measurement as value A. malfunction.

c. Extend the coupling bypullinglengthwise 4. Inspect hoses for fraying, deterioration, or

and repeat the measurement.
d. Record this measurement as value B.
e. Compare values A and B to determine
amount of length variation.
2. If length variation exceeds the given value
in table 66-4, for the particular dash size, early
failure is indicated. Replace the coupling
assembly.
66-88. TRANSMISSION OIL SYSTEM
TUBES AND HOSES.
The transmission oil system has various tube and
hose assemblies for transfer and return of oil from
the transmission through cooler, valves, and
fittings.
evidence of leaking.
66-90. REPAIR/REPLACE - TRANSMISSION
OIL SYSTEM TUBES AND HOSES.
1. Replace drain valves (32, figure 66-17) for
thread damage and malfunction.
2. Replace hoses when frayed, deteriorated, or
3. Corrosion treat tubes, hoses, valves and
fittings as required.
4. Repair nicks and scratches as required.
5 Replace tubes when dented or bent.
6. Replace fitting for thread damage or when
excessive corrosion exists.

66-44

PYLON MOUNTS AND DAMPERS
66-91. PYLON MOUNTS.
A lift link and fivepylon isolation mounts are used
to attach the transmission to the helicopter
fuselage.
The lift link is forged steel with self-aligning end
bearings, and is connected between the forward
underside of the transmission support case and a
fuselage beam directly below.
Four main isolation mounts are located on pylon
supports under the corners of the transmission
support case. Each consists of a cylindrically
molded rubber core bonded between steel inner
and outer sleeves, with the outer sleeve flange
secured on the pylon support by four bolts.
A large mount bolt extends up through the mount
inner sleeve to seat in the tapered bushing of the
transmission support case leg, and is secured by a
retaining bolt installed from the top through a
broad special washer and threaded into the tapped
upper end of the mount bolt. Silicone rubber
protective boots, with supporting bushings, cover
both ends of the mount.
Both rear main pylon isolation mounts are
restrained by friction dampers. These dampers are
cylindrical units connected between the lower ends
of the mount bolts and fittings in the pylon support
structure. A fifth isolation mount, similar to the
four main mounts, is located at the center aft of the
pylon.
NOTE: Pylon friction dampers may be
overhauled. Lord Kinematics has refurbished
pylon friction dampers or overhaul kits. Kits or
friction dampers may be obtained from:
Lord Kinematics Refurbishment Department
1635 West 12th Street
Erie, Pennsylvania, 16512
66-92. REMOVAL- PYLONMOUNTS.
1. Remove transmission assembly. (Refer to
paragraph 66-19.)
2. Remove four bolts and washers attaching
forward mounts (16, figure 66-18) to the pylon
support. Remove complete mount assemblies,
including mount bolt, from pylon support.
BHT-205A1-MM-1
NOTE: Pylon mount friction dampers may be
removed without removing transmission by
removing the attaching hardware.
3. Remove four bolts and washers attaching
aft mounts (9) to the pylon support (13). Remove
nut and bolt attaching friction dampers (11) to
damper fitting (14) and removemount and damper
assembly from pylon support (13).
NOTE:Keep filler plates (10) at original locations
to avoid possible error at time of installation.
Forward and aft filler plates are of different
thickness and are not interchangeable.
4. Remove nut, washer, and bolt attaching
friction damper (11) to aft mount (9), and remove
damper from mount.
5. Separate upper and lower bushings (17),
boots (4), and mounts (9 and 16) from bolt (15).
6. Remove fifth mount as follows:
a. Remove four bolts andwashersattaching
fifth mount (5)to the support fitting (1)and remove
mount assembly and laminated filler plates (6).
and b.washer (7), cotter
Remove pin, retaining
and separate nut (8),
fifth mount (5),
boot (4) and washer (3) from eyebolt (2).
7. Remove eight bolts and washersattaching
fifth mount support fitting (1) to aft side of pylon
support (13) and remove fitting and shims (12)(if
shims are installed).
66-93. CLEANING- PYLONMOUNTS.
Wipe exposed surfaces clean with a soft, lint-free,
dry cloth. Keep rubber portions of mounts clean of
any oil, grease, or solvents to prevent deterioration
and weakening of bonds between rubber and
metal. Protective boots are silicone rubber and are
not affected by oil.
66-94. INSPECTION - PYLON MOUNTS.
1. Inspect mount boots for proper installation
and deterioration. Any boot that has deteriorated,
is ripped, or torn shall be replaced.
66-45
BHT-205A1 -MM-1

VIEWA

VIEWA

AFT MOUNT

FIFTH MOUNT

1. Support fitting
2. Eyebolt
3. Washer
4. Boot
5. Fifth mount
6. Laminated filler plates (2)
7. Washer
8. Retaining nut
9. Aft mount
10. Filler plates
11. Friction damper
12. Shim (each side)
13. Pylon support
14. Damper fitting
15. Bolt
16. Forward mount
MOUNT
FORWARD NOTE 17. Bushing

Typical each end of forward and aft mounts. 204031-2000-1

Figure 66-18. Transmission pylon mounts (Sheet 1 of 2)

66-46
 BHT-205A1-MM-1

21. AN 175-10A BOLT

22. AN960-416 WASHER
23. AN4H6A BOLT

205A1-M-66-18-2

Figure 66-18. Transmission pylon mounts (Sheet 2 of 2)

Rev. 3 66-46A/66-46B
Rev. 3 66-46A166-46B

DIAL INDICATORMOUNTED
TO ARBOR PRESS(REF)
FABRICATE THIS
SUPPORT LOCALLY
MUSTBE SQUARE
MUST BESQUARE
Figure 66-19.
2. If vibration, roughness or mount bottoming
is noted, mount shall be inspected for bond
separation between rubber core and inner and
outer sleeves using a 0.010inch feeler gage. Any
separation exceeding one-quarter of an inch
maximum depth for one-third the circumference,
or any separation exceeding three-quarters of an
inch at any point, requires replacement of the
mount.
CAUTION:EXERCISE CARE IN INSERTING
FEELER GAGE TO ELIMINATE DAMAGETO
RUBBER CORE.
3. Fabricate a steel support sleeve and pressing
button (refer to figure 66-19).Top and bottom of the
sleeve must be square in relation to the sides so the
mount will be deflected in the vertical plane only.
4. Place the mount, long end down, into the
support sleeve.
5. Place the support and mount into a suitable
arbor press (the pressure gage of the arbor press
should be marked in five pound graduations and
have a range of 0 to 1500 pounds maximum).
BHT-205A1-MM-1
ARBORPRESSRAM(REF)
FABRICATELOCALLY
STEEL
0.250 IN. THICK X 1.75 IN. DIA
204-031-927-7
OR
204-031-927-5
ISOLATION PYLON MOUNT
4.00
INCHES
3.00 0.187
INCHES INCHES
204040-283
Isolation mount test fixture
6. Center the steel pressing button over the
inner sleeve of the mount.
7. Apply pressure to the button and mount with
the press ram so as to deflect the mount in a
vertical plane, not to exceed 0.250 in deflection.
Cycle the mount five or six times.
8. Mount a dial indicator on the arbor press
with the finger of the indicator touching the
pressing button.
9. Apply slight pressure to the button with the
component ram to be certain it is seated.
10. On 204-031-927-7 pylon mount apply
enough pressure to the pressing button to deflect
the mount 0.100 inch. If the pressure required to
deflect the mount 0.100 inch is 405 to 495 pounds,
the mount is serviceable.
11. On 204-031-927-5 pylon mount apply
enough pressure to the pressing button to deflect
the mount 0.100 inch. If the pressure required to
66-47
 BHT-205A1-MM-1
deflect the mount 0.100 inch is 900 to 1100 pounds,
the mount is serviceable.
12. For magnetic particle or fluorescent
penetrant method of inspection refer to Component
Repair and Overhaul Manual.
- PYLONMOUNTS.
66-95. REPAIR/REPLACE
1. Replace mount bolts, bushings, and retaining
washers when worn excessively, scored, or nicked or
when there is any indication of cracks. Replace any
unserviceable boots.
2. If rubber washer becomes detached from face of
steel bushing, rebond with adhesive (C-313) or
replace bushing assembly.
3. Replace mounts when any of the following
conditions occur:
a. At completion of authorized time in
operation according to the retirement schedule.
b. When rubber-to-metal bond has separated
deeper than 1/4 inch for 1/3 the circumference, or any
separation exceeding 3/4 inch depth at any point.
c. When excessive vibration during operation
of the helicopter indicates that the mounts no longer
have correct spring rate to isolate normal pylon
vibrations.
4. Repair or replace fifth mount support beam if
any cracks are found.
CAUTION: ISOLATION MOUNT INSTALLATION
BOLTS (19 AND 20, FIGURE 66-18) ARE
DIFFERENT LENGTHS. REFER TO VIEW A,
FIGURE 66-18 FOR PROPER INSTALLATION.
1. Install four main mounts as follows:
NOTE: Keep filler plates (10, figure 66-18) at
original locations to avoid possible error when
installing. Forward and aft filler plates are of
different thickness and are not interchangeable.
a. Assemble a boot (4) and bushing (17) on each
end of each forward mount (16). Insert bolt (15)
66-48 Rev. 3
through this assembly from the longer end of the
mount.
b. Position mount assembly in the pylon
support (13) and secure with four washers and bolts.
c. Attach friction damper (11) to aft mount (9)
with bolt, washer, and nut.
d. Assemble boot (4) and filler plate (10) to
mount and friction damper (11) combination and
position in pylon support (13), aligning friction
damper of clevis with fitting (14) on pylon support
(13). Secure mount (9) to pylon support (13) with two
bolts (19), two bolts (20) (for forward mount), two
bolts (20), two bolts (21) (for aft mount), and four
washers (18).
e. Install bolt and nut attaching friction
damper (11) to damper fitting (14).
2. Install fifth mount as follows:
a. Assemble boot (4) with washer (3) on upper
(shortest) end of mount (5). Insert eyebolt (2) down
through assembly and install washer (7), retaining
nut (8), and cotter pin at lower end.
b. Place mount assembly, with two laminated
filler plates (6) under mount flange, into support
fitting (1). Install four attaching bolts (23) and
washers (22). Do not lockwire bolts at this point.
CAUTION: ENSURE THAT AN4H7A BOLT HAS
NOT BOTTOMED OUT. IF SO, AN4H6A BOLT
MAY BE INSTALLED IN PLACE OF AN4H7A.
c. Add shims (12) between support fitting (1)
and pylon support (13), an equal amount on each
side, to prevent fifth mount (5) from contacting
transmission support structure rivets.
3. Install transmission. (Refer to paragraph
66-20.)
4. Position support fitting (1) to aft side of pylon
support (13) and install and tighten eight attaching
bolts. Check vertical alignment of eyebolt (2) with
hole in support beam or mounting lug on
transmission support case. If not correct, remove
four bolts attaching fifth mount assembly to support
fitting (1). Change thickness of laminated filler
plates (6), as required, and reinstall mount assembly
on support fitting (1). When alignment is correct,
tighten and secure four attaching bolts with
lockwire.
 BHT-205A1-MM-1

66-97. MODIFICATION - PYLON 66-98. FRICTION DAMPERS.

MOUNTS.
If transmission with 212-040-054support case is to
be installed in helicopter for the first time, the
following modification is required prior to
installing transmission.
1. Remove lift link and replace with 205-030-
323 lift link. Install new lift link with small
bearing down. Attach lift link to lift beam lug
using previously removed bolt, washers, and nut.
Torque nut 800 to 1000 inch-pounds and install
cotter pin.
2. Remove aft pylon mounts (9, figure 66-18).
Remove filler plates (10) from each mount and
replace with 100-055-1filler plate and reinstall aft
pylon mounts (9).
NOTE:100-055-1filler plate is 0.060 inch thicker
than removed filler plate. This compensates for the
deflection of the fifth mount support beam.
3. Procure following parts to be used when
installing transmission:
a. To connect lift link to transmission
support case:
Bolt 212-040-117-1
Nut MS17826-12
Washer AN960-1216
The friction dampers are cylindrical units
connected between the lower ends of the mount
bolts and fittings in the pylon support structure.
Their purpose is to restrain the rear pylon isolation
mounts.
66-99. REMOVAL
- FRICTIONDAMPERS.
1. Open transmission cowling.
2. Remove nut and bolt securing friction
damper (11, figure 66-18)to aft mount (9).
3. Remove nut, washer, and bolt attaching
friction damper (11)to damper fitting (14)on pylon
support (13). Remove damper from support.
66-100. INSPECTION - FRICTION DAMPERS.
1. If friction dampers for pylon rear main
mounts are suspected of beingcontaminated with
grease or oil, they should be disassembled and
inspected.
2. Inspect dampers for binding, rough
movement, or actual lack of movement by
stationing personnel around pylon mounting
point. Move pylon fore and aft using the mast as a
lever to rock pylon. If any of the above conditions
are noted, replace dampers.
3. Inspect bearing and damper fittings on
friction dampers for a maximum acceptable radial
movement of 0.004 inch.

Cotter Pin MS24665-359

66-101. INSTALLATION - FRICTION
DAMPERS.

b. To connect fifth mount to support case:

1. Install bolt, washers, and nut securing
friction damper (11, figure 66-18) to fitting (14) on
Bolt 212-040-115-1 pylon support (13). Torque nut 80 to 100 inch
pounds.
Nut MS17826-9
2. Install bolt, washer, and nut securing
Washer AN960-916 damper (11) to mount (9).

Cotter Pin MS24665-372 3. Close tranmission cowling.

66-49/66-50

TAIL ROTOR DRIVE SYSTEM
66-102. TAIL ROTOR DRIVESHAFTS.
Six driveshaft sections (five identical and one
short) are incorporated in the powertrain aft of the
transmission tail rotor drive quill. These
driveshafts connect the transmission to the tail
rotor through four bearing hanger assemblies, an
intermediate gearbox on the tailboom, and a tail
rotor gearbox on the vertical fin. Each shaft
section is an anodized aluminum alloy tube with a
curvic (face spline) coupling riveted to each end.
66-103. REMOVAL - TAIL ROTOR
DRIVESHAFTS.
1. Open hinged access doors along top of
tailboom and vertical fin by releasing fasteners on
left side. Also remove tailpipe fairing and vented
cover over intermediate gearbox, as necessary.
2. Remove clamp set (7, figure 66-20) from
coupling at each end of shaft. Push shaft against
flexible coupling to disengage opposite end, and lift
out shaft. Remove other shafts aft of forward
bearing hanger in same manner.
CAUTION:CLAMP SET (7) MUST BE REMOVED
FROM BOTH ENDS OF SHAFT BEFORE
REMOVING EITHER END OF SHAFT FROM ITS
MATING CURVIC COUPLING TO AVOID
COUPLING TOOTH DAMAGE.
3. To remove forward shaft, open access panel at
left side of transmission and remove clamp set (7)
from tail rotor drive quill coupling. With tailpipe
fairing removed and shaft disconnected from
forward hanger coupling, disengage and remove
shaft carefully rearward and to right through
firewall tunnel.
66-104. INSPECTION - TAIL ROTOR
DRIVESHAFTS.
1. Inspect driveshafts (1 and 3, figure 66-20)for
cracks or any sign of rivet failure as follows:
a. Cracks are approximately radial.
(Viewing top of shop head).
b. No crack extends- into an area with a
diameter less than 1.25Dof rivet shank.
BHT-205A1-MM-1
c. Cracks do not intersect.
d. The minimum distance between cracks is
less than one shank diameter.
e. A maximum of three cracks.
f. Crack width shall not exceed 0.06 times the
rivet shank diameter.
g. Not more than 10 percent of shop heads in
any subassembly may have cracks.
2. Inspect driveshaft for T.I.R. total indicated
runout (using dial indicator and V-blocks), runout
shall not exceed 0.050 inch at any area on the long
shafts or 0.020 inch on any area of the short shaft.
3. Inspect for loss or partial detachment of
balance strips bonded on the tube near the center.
4. Inspect for damaged or excessively worn
curvic coupling teeth.
5. Inspect for grooves worn by the V-band
clamp on shaft coupling.
6. Inspect shaft for nicks, scratches, or dents.
7. Inspect driveshaft tube for sharp dents on
any surface area.
66-105. REPAIR/REPLACE - TAIL ROTOR
DRIVESHAFT.
1. Replace driveshaft if a crack or rivet failure
is evident.
2. Replace driveshaft if T.I.R. is exceeded.
CAUTION: THE DRIVESHAFT CANNOT BE
SALVAGED BY STRAIGHTENING.
3 Replace driveshaft if balance strips bonded
on the tube near the center are lost or partially
detached.
NOTE:Do not mistake a single empty imprint, in
the bonding material next to the balance strip, as
an indication of a missing balance strip. This spot
results from removal of a test coupon to inspect for
bonding voids.
66-51
BHT-205A1-MM-1

TYPICAL HANGER
INSTALLATION

CLAMP SET

FRICTION
ABOVE DETAIL
NUT A

TORQUE
50 TO 70 IN-LBS

1. Shaft 7. Clamp set 14. Spring

2. Hanger support fitting (engine deck) 8. Hanger fitting 15. Plate
3. Short shaft 9. Nut 16. Retainer ring
4. Hanger bearing assembly 10. Nut 17. Inner coupling
4A. Hanger support fitting 11. Nut 18. Outer coupling
5. Intermediate gearbox 12. Nut 19. Hanger bolt hole

NOTES: Location of overtemperature indicator TEMP-PLATES.

Torquing sequence is as follows: 9,11,12, and 10.
Clamp halves shall be kept together as a set.
205A1-M-66-20

66-52 Rev. 3

4. Replace driveshaft if curvic coupling teeth
are damaged or excessively worn. There should be
no radial play or backlash when shaft coupling is
meshed with mating coupling when the clamp is
removed.
5. Replace driveshaft, if grooves, worn by V-
band clamp on shaft coupling, prevent proper
clamping.
6. Determine the applicable category of surface
damage to the. driveshaft tube in accordance with
steps 7 through 13. (Refer to figure 66-21.)
NOTE:Surface damage should be classified in
general terms as acceptable, repairable, or
excessive.
14.0 IN. AREA
AREA B AREA
AREA
Figure 66-21. Tail rotor driveshaft inspection limits
BHT-205A1-MM-1
7. Any damage to the anodized finish requires
anti-corrosion treatment.
8. Nicks or scratches aligned within 15degrees
of the spanwise axis, are acceptable without repair
to a maximum depth of 0.002 inch in area A or
0.004 inch in area B.
9. Polish out nicks or scratches on the tube with
fine abrasive cloth, provided depth of material
removal does ot exceed 0.008inch in area A or 0.012
inch in area B.
10. Maximum acceptable depth of sharp dents
is 0.010 inch in area A or 0.015 inch in area B.
11. Maximum acceptable depth of non-sharp
dents is 0.020inch in area Aor 0.030inch in area B.
A 14.0 IN.
B
B
205040-33
66-53
BHT-205A1-MM-1
12. Corrosion pitting must be polished out
with fine abrasive cloth (C-423), provided the
depth of material removed does not exceed 0.008
inch in area A or 0.012 inch in area B. Deeper
corrosion is cause for rejection of shaft. Shaft
should be checked for balance if more than eight
square inches of area is reworked on one side ofthe
tube than on the other.
13. Replace driveshaft if limits are exceeded.
66-106. INSTALLATION - TAIL ROTOR
DRIVESHAFTS.
1. Engage shaft couplings with mating fixed and
flexible couplings. Install clamp sets (7, figure
66-20) at each end, with nuts trailing direction of
rotation, and with bolted joints indexed 90 degrees
to those of adjacent clamps.
NOTE: Tail rotor driveshaft clamps are matched
sets and should be kept in sets to maintain
balance. If it is necessary to replace one clamp half
or clamps that are intermixed, each must be
rematched with one of equal weight within one
gram. All nuts used on a clamp must be the same
type and style.
2. Torque clamp bolts evenly 30 to 35 inch-
pounds. (Refer to figure 66-20 for torquing
sequence.) Tap lightly around outer surface to seat
clamps, and recheck torque.
3. Reinstall tailpipe fairing and close
driveshaft covers, or gearbox cover. Close access
doors and cowling.
66-107. TAIL ROTOR DRIVESHAFT
CLAMPS - ALUMINUM.
66-108. INSPECTION - ALUMINUM TAIL
ROTOR DRIVESHAFT CLAMPS.
1. Inspect bolt holes for wear, nicks, and
scratches.
2. Inspect spot face, lug fillets, and internal V
groove for nicks and scratches.
3. Inspect all remaining surfaces for nicks and
gouges exceeding 0.010 inch.
66-54
4. Inspect aluminum clamps for cracks.
66-109. REPAIR/REPLACE - ALUMINUM
TAILROTORDRIVESHAFTCLAMPS.
1. Replace clamp sets which are excessively
worn at bolt holes.
2. Replace clamp set if there are nicks or
scratches in excess of 0.008 inch in depth at the
spotface, lug fillets, orinternalV groove;orif there
are nicks, scratches, or gouges in excess of 0.010
inch in depth on any other surface.
3. Replace clamp setiftherearegougesorwear
patterns extending into the fillet radius at the
bottom of the V groove.
4. Replace clamp set if there are indications of
cracks.
NOTE:Tail rotor driveshaft clamps are matched
sets and should be kept in sets to maintain
balance. If it is necessary to replace one clamp half
or clamps that are intermixed, each must be
rematched with one of equal weight within one
gram.
66-110. TAIL ROTOR DRIVESHAFT
HANGERS.
Four hanger assemblies are used in the tail rotor
drive system. Three are mounted on supports on
the tailboom and one on a support on the engine
deck. Each consists of a flexible and nonflexible
coupling attached to a splined shaft, mounted
through a sealed single-row bearing in a ring-
shaped hanger. The hanger has two mounting
lugs, attached by bolts on the support. Supports
are prealigned with permanent shims on the
structure.
66-111. REMOVAL - TAIL ROTOR
DRIVESHAFT HANGERS.
1. Open hinged access doors along top of
tailboom by releasing fasteners on left side.
2. Remove tail rotor driveshafts from each side
of hanger, refer to figure 66-20.

CAUTION: CLAMP SET (7, FIGURE 66-20) MUST
BE REMOVED FROM BOTH ENDS OF SHAFT
BEFORE REMOVING EITHER END OF SHAFT
FROM ITS MATING CURVIC COUPLING TO AVOID
DAMAGE.
3. Remove bolt, with nut and washers, at each
side, to detach hanger assembly (4).
66-112. INSPECTION- TAIL ROTOR DRIVESHAFT
HANGERS.
1. Inspect hanger bearing assembly (4, figure
66-20, detail A) for cracks, elongated bolt holes, or
other visible damage.
2. Inspect hanger (4A) for overheat condition. A
multicolor appearance of hanger that darkens
adjacent to the bearing indicates a possible overheat
condition and cause shall be determined and
corrected prior to continued operation. Refer to
BHT-205A1-CR&O-1 manual for disassembly,
inspection, and assembly
2A. Inspect coupling (18) temperature indicator
TEMP-PLATES for overheat condition. A change
from white or light gray to black will indicate a
possible overheat condition and/or component
degradation. Cause of discoloration should be
determined prior to continued operation. Refer to
table 66-3B for tail rotor drive system TEMP-PLATE
conditions and corrective action.
3. Inspect non-flexible couplings for nicks, dents,
and cracks. Minor damage that can be polished out
with fine India stone is acceptable.
4. Inspect outer coupling (18) for nicks, dents, and
cracks. Minor damage that can be polished out with
fine India stone is acceptable.
5. Inspect seal (13) for protrusions, leakage, cuts, b.
tears and deterioration. Replace unserviceable seals.
Refer to BHT-205A-1 Component Repair and
Overhaul Manual, Chapter 66, for replacement of
seal.
6. Inspect bearing in hanger (4A) and outer
coupling for grease leakage. Grease leakage of
adjacent areas by grease is cause for replacement
with the following exception. A small amount of
grease expelled from around tip of bearing seals
indicates a slight overlubrication and is not cause for
BHT-205A1-MM-1
hanger replacement. If leakage is detected, perform
an evaluation of grease leakage as follows:
CAUTION: DO NOT CLEAN SPRAY BEARING
HANGER ASSEMBLY WITH ANY TYPE OF
SOLVENT DURING INSPECTION. CLEAN
EXTERIOR OF HANGER ASSEMBLIES WITH
CLEAN CLOTH ONLY.
a. Wipe grease from exterior of inner coupling
(17), outer coupling (18) and bearing in hanger (4A).
b. Record which bearing is leaking and keep
under observation for the next 10 flight hours.
c. If the amountofgrease expelledfrombearing
seal does not decrease after this period of time,
replace hanger assembly.
7. Inspect bearing in hanger (4A) for wear,
roughness and binding as follows:
a. Remove driveshaft from each side of hanger
bearing assembly (4).
b. Rotate bearing while pressing in axially on
non-flexible coupling end of hanger bearing
assembly. Bearing may feel smooth when turned
with no load, but rough when loaded by pressing in
with hand. Obvious roughness, catching, or binding
when turned by hand is cause for replacement of
hanger bearing assembly.
8. Inspect hanger support fitting (2 and 8) for
mechanical and corrosion damage. Mechanical
damage in excess of superficial and any corrosion
that can be detected visually is not acceptable.
9. Replace driveshaft hanger assemblies for the
following conditions:
a. Bearing is rough, binds when rotated, or
shows excessive wear.
Hanger (4A) is excessively worn or cracked.
c. Curvic face of couplings are excessively
worn.
d. Couplings show signs of overheating, or
being run without lubricant.
e. Hanger (4A) shows signs of overheating.
f. Hanger (4A) shows signs of metal particles
and/or rust-colored fretting debris near bearing.
Rev. 3 66-55
BHT-205A1-MM-1

10. Lubricate hanger bearing assembly as driveshaft hangers requires structure repair or parts
required by Chapter 12, Lubrication Chart. replacement, when major structural repairs are
performed in any area of tailboom or in aft section of
11. Replace temperature indicator TEMP-PLATES forward fuselage or when original intermediate
if mutilated or discolored. (Refer to BHT 205A-1 gearbox is replaced with a gearbox of a different part
Component Repair and Overhaul Manual, Chapter 66, number.
for replacement of temperature indicator
TEMP-PLATES.) TOOLS REQUIRED
T103226-101 Tail rotor gearbox simulator
T103224-101 Intermediate gearbox
66-113. Deleted. simulator
T103225-119 Alignment plate
66-114. INSTALLATION - TAIL ROTOR T103225-117 Bushing
HANGERS.
DRIVESHAFT 412-240-033-101 Hanger simulator
412-240-034-101 Hanger simulator
1. Position hanger assembly (4, figure 66-20), 412-240-035-101 Hanger simulator
with coupling forward, on support fitting.

2. Install bolt at each side, with thin aluminum 1. Open tail rotor driveshaft covers and
alloy washers next to hanger and fitting, and thin intermediate gearbox cover (Chapter 53).
steel washers next to bolt head and nut. Torque bolts
evenly 50 to 70 inch-pounds.
2. Remove tail rotor driveshafts and hangers
3. Install driveshafts. (Refer to (paragraphs 66-103 and 66-111).
paragraphs 66-103 and 66-111).
66-106.)
NOTE: Do not remove driveshaft hanger support
4. Perform leak test run for couplings after assemblies from the tailboom or forward fuselage.
repacking, after any inspection requiring
disassembly, or after installation. 3. Remove intermediate gearbox if installed
(paragraph 66-118). Ensure any shims between
gearbox and tailboom remain in original locations on
a. Inspect coupling assembly for signs of gearbox and tailboom remain in original locations on
damaged seal and for pieces of cut o-ring. tailboom.

b. Wipe all grease from exterior surfaces of 4. Remove tail rotor gearbox if installed
coupling and from V-band clamp. (paragraph 66-137).

c. Wipe all grease from surrounding structure.
d. Run helicopter for five minutes at 100% rpm.
e. Inspect coupling and surrounding structure
for evidence of grease leakage. If there is evidence of
grease leakage, remouve coupling and replace
defectiveparts. Repeat leak test run.
66-115. TAIL ROTOR DRIVESHAFT HANGER
ALIGNMENT.
NOTE: A tail rotor drive system alignment check
shall be made whenever misalignment is suspected,
when damage to airframe structure in area of
5. Remove tailboom from helicopter and place in
suitable cradle. Refer to Chapter 53.
6. Clean surfaces of tailboom and hanger
supports where hangers and gearboxes were
removed on primer and sealant. Use a plastic scraper
and a clean cloth moistened with MEK (C-309).
7. Install alignment plate T103225-119 with
T103225-117 bushing for left hand position of plate
(looking aft) (view A, detail A, figure 66-22). Secure
with A8-31A or AN6-22A bolts or equivalent and
AN960-816 or AN960-616 washers under bolt heads.
8. Install tail rotor gearbox simulator
T103226-101 on top of vertical fin (view A, detail D).

66-56 Rev. 3
 BHT-205A1-MM-1

SEEDETAIL D
T103226-101

SEEDETAIL SEE DETAIL C

0.020 WIRE 412-240-033-101 T103224-101
T103224-101
T103225-119 POSITION#2 POSITION #4

POSITION#3
SEE 412-240-035-101
DETAIL E

BUSHING VIEW A
T103 225-117 ALIGNMENT OF
TAILBOOM -MOUNTED
HANGER BEARING
ASSEMBLIES

DETAIL D

DETAILC

DETAIL B DETAILE

0.005 MIN.
HOLE IN TOOL 0.020 WIRE CLEARANCE

DESIRED WIRE ACCEPTABLEWIRE UNACCEPTABLE

POSITION POSITION WIRE POSITION

VIEW B
205A1-M-66-22-1

Figure 66-22. Tail rotor driveshaft alignment (Sheet 1 of 4)

Rev. 3 66-56A/66-56B
 BHT-205A1-MM-1

412-240-034-101 412-240-033-101 T103226-101

(SMALL HOLE)
0.020 WIRE HANGER HANGER
POSITION #4
POSITION #3 T103224-101
HANGER FIN SPARREF.
POSITION #1

POSITION #2

TAILBOOM
BULKHEAD REF.

ADJUSTABLE
SUPPORT

VIEW C
ESTABLISHINGPROPER
TAILBOOM POSITION
T103226-101
HANGER
POSITION #2
412-240-033-101
412-240-034-101 HANGER T103224-101
0.020 WIRE POSITION #1 POSITION #4

POSITION #3
412-240-035-101
(LARGEHOLE)

ADJUSTABLE
SUPPORT

VIEW D
ALIGNMENT OF NO. 1
HANGER BEARINGASSEMBLY
T103226-101

T103225-119 T103224-101

0.020 WIRE

VIEW E
INTERMEDIATE GEARBOX
ALIGNMENT 205A1-M-66-22-2

Figure 66-22. Tail rotor driveshaft alignment (Sheet 2 of 4)

Rev. 3 66-57
BHT-205A1-MM-1

MARK "MOD" ADJACENT L 0.170 MIN WALL 4 PL

PART DASH NO. USING
A VIBRATING STYLUS REMOVE MINIMUM MATERIAL
TO CLEAN UP SURFACE.
0.635 0.35 5 SURFACE TO BE PARALLEL
SPOTFACE 0.615 X 0.025 FILLET 4 PL / TO BASE WITHIN 0.002
CENTER ON ORIGINAL 0.190/0.196 4 PL
HOLE WITHIN 0.010 T.I.R.

- \ Y. I0.1358 PL

A VIBRATING STYLUS

REMOVE MINIMUM MATERIAL

TO CLEAN UP SURFACE.
0.635 0.035 SURFACE TO BE PARALLEL
SPOTFACE 0.615 X 0.025 FILLET 4 PL TO BASE WITHIN 0.002
CENTER ON ORIGINAL 0.190/0.196 4 PL
HOLE WITHIN 0.010 T.I.R. 63/4 PL

0.145 MIN 4 PL
VIEW AA-AA
205A1-M-66-22-3

Figure 66-22. Tail rotor driveshaft alignment (Sheet 3 of 4)

66-58 Rev. 3
 BHT-205A1-MM-1

NOTES
1. Chemical film treat reworked areas of the 204-030-818-007, -013 and 205-031-818-001
fittings in accordance with instructions given in BHT-ALL-SPM for magnesium parts.

2. Chemical film treat reworked areas of the 204-030-818-103 and 205-031-818-101 fittings in
accordance with instructions given in BHT-ALL-SPM for aluminum parts.

3. Touch up reworked areas of the fittings with polymamide epoxy primer,(C-204) in accordance
with instructions given in BHT-ALL-SPM.

205A1-M-66-22-4

Figure 66-22. Tail rotor driveshaft alignment (Sheet 4 of 4)

CAUTION: MAKE SURE THREE LEVELING
SCREWS IN INTERMEDIATE GEARBOX
SIMULATORARE BACKEDOFF SO THEY DO NOT
PROJECT BELOW MOUNTING SURFACE OF
SIMULATOR BEFORE PROCEEDING.
9. Install intermediate gearbox simulator
T103224-101 (detail C) using AN13A bolts and
sufficient number of AN960-416 and AN960-416L
under heads of bolts so bolt grips do not bottom out
in mating tailboom nut plates.
CAUTION: VERIFY TAIL ROTOR GEARBOX
SIMULATOR T103226-101 AND T103225-119
ALIGNMENT PLATE ARE SECURED BEFORE
PROCEEDING.
10. Install unkinked 0.020 inch diameter wire in
hole of tail rotor gearbox simulator, T103226-101.
Secure end of wire on upper side of plate.
11. Pass other end of wire through hole in top of
plate of intermediate gearbox simulator
T103224-101, around "V" groove in pin and out
through hole of forward (vertical) end plate (view E).
Figures 66-23 thru 66-28 deleted.
12. Pass wire through hole in tailboom bulkhead
alignment plate T103225-119 and tighten wire until
all slack is removed and secure end of wire. Assure
tension is on wire.
NOTE: Ensure wire is still unkinked and is still
positioned in "V" groove in pin of intermediate
gearbox simulator T103224-101.
13. Check for alignment of intermediate gearbox
by confirming wire clears holes in top and forward
end plates by a least 0.005 inch (view B).
a. If alignment is not acceptable, proceed
directly to step c. Pluck wire and check to see if wire
continues to vibrate. If vibration continues, tolerance
is sufficient to proceed.
b. If alignment is acceptable:
(1) Loosen 0.020 diameter alignment wire
and remove intermediate gearbox simulator
T103224-101.
(2) Install intermediate gearbox(paragraph
66-121) and verify a minimum of 0.030 inch
clearance exists between lower surfaces of gearbox
(other than the four mounting pads) and the
underlying surfaces of tailboom.
Rev. 3 66-59
BHT-205A1-MM-1
(3) If sufficient clearance exists proceed
directly to step 14.
(4) If sufficient clearance does not exist, add
shims (equal amounts at all four mounting pads) as
required to achieve clearance required, then proceed
directly to step d.
c. Loosen 0.020 inch diameter alignment wire
and
remove intermediate gearbox simulator
d. Remove all shims on tailboom at
intermediate gearbox location, note thickness of
shim stacks removed. Using plastic scraper and cloth
moistened with MEK (C-309) remove any adhesive
or sealant from around gearbox mounting hole
locations on tailboom.
e. Adjust three leveling screws on intermediate
gearbox simulator T103224-101 so they project below
mounting surface an amount approximately equal to
thickness of shim stack established in step d. at
corresponding mounting bolt locations.
CAUTION: WHEN GEARBOX SIMULATOR IS
SUPPORTED ON ITS THREE LEVELING
SCREWS, TIGHTEN FOUR SIMULATOR
MOUNTING BOLTS TO ONLY 20 TO 30 INCH
POUNDS.
f. Install intermediate gearbox simulator
T103224-101 on tailboom in accordance with step 9.
and reinstall alignment wire in accordance with step
11. and 12. Ensure alignment wire is positioned in
"V" groove of intermediate gearbox simulator pin.
g. Loosen or tighten four simulator mounting
bolts while adjusting each of three leveling bolts until
an acceptable simulator position is obtained. Refer to
step 13.
h. Ensure simulator mounting bolts are
torqued to only 20 to 30 inch pounds using a
thickness gage, measure and record gaps between
lower surface of simulator and tailboom at each
mounting bolt location.
i. Size thickness of shim stacks for each
simulator mounting bolt location equal to the
respective gaps measured in step h.
j. Loosen alignment wire and remove
intermediate simulator T103224-101. Retract each of
three leveling bolts so it does not project below lower
66-60 Rev. 3
surface simulator. Install tail rotor gearbox
(paragraph 66-141) using shim stacks manufactured
in step 13. i. Verify that a minimum of 0.030 inch
clearance exists between lower surfaces of gearbox
(other than four mounting pads).
(1) If sufficient clearance exists, proceed to
step k.
(2) If sufficient clearance does not exist, add
equal amounts of shims at all four mounting bolt
locations as required to achieve required clearance
and repeat steps 13.d. through this step. Except in
step 13. e. adjust simulator leveling screws so they
project below mounting surface equal to total shim
thickness established in this step.
k. Reinstall simulator in accordance with step
9., using shim stacks manufactured in step 13. i. and
reinstall alignment wire in accordance with steps 11.
and 12. Tighten simulator mounting bolts 50 to 70
inch-pounds and confirm satisfactory wire positions
in holes in top and forward end plates of simulator in
accordance with step 13.
(1) If wire position is satisfactory proceed to
step 1.
(2) If wire position is not satisfactory repeat
steps 13. c. through 13. k. until satisfactory
alignment is obtained.
1. Loosen alignment wire and remove
intermediate gearbox simulator T103224-101.
intermediate gearbox simulator T103224101.
Measure and record shims at each of four mounting
bolt locations.
CAUTION: AVOID PLACING ADHESIVE
WITHIN 0.25 INCH OF BOLT HOLES.
m. Clean shim contact areas on tailboom using
naphtha (C-305). Apply a light coat of adhesive
(C-317) to bottom surface of each of four shim stacks.
n. Install shims stacks, adhesive side down, in
their original locations on tailboom.
simulator T103224-101 mounting bolt threads and
shanks with a very light coat of grease (C-001) prior
to installation.
o. Reinstall intermediate gearbox simulator
and torque four mounting bolts 50 to 70 inch pounds.
Do not remove simulator until shim adhesive has set.
p. Reinstall alignment wire in accordance with
steps 11. and 12. and confirm satisfactory wire

positions in holes in top and forward end plates of
simulator in accordance with step 13.
14. Remove alignment wire from alignment plate
T103225-119 and thread wire through forward and
aft holes of hanger simulator 412-240-033-101.
15. Install hanger simulator 412-240-033-101 at
number four location on tailboom using two AN4-10
bolts, two MS35650-352 nuts and sufficient number
of AN960-416L washers under nut to keep nut from
bottoming out in bolt grip (detail B). Leave fasteners
slightly loose at this point.
16. Using uniform hand pressure on extreme aft
end of simulator, push hanger simulator forward and
hold in this position while tightening the two bolts.
17. Tighten alignment wire in accordance with
steps 11. and 12. Ensure alignment wire is positioned
in "V" grooves of intermediate gearbox simulator
T103224-101 pin.
18. Verify acceptable alignment of hanger
simulator 412-240-033-101 by confirming alignment
wire clears edges of holes in forward and aft end
plates of simulator by at least 0.005 inch (view B).
Pluck wire and watch closely to see if wire continues
to vibrate. Also verify alignment wire is still in
acceptable positions in holes in forward and top end
plates of intermediate gearbox simulator
T103224-101. If acceptable proceed to step 19. If not
acceptable proceed as follows:
CAUTION: DO NOT LOOSEN HANGER TO
AIRFRAME BOLTS ONCE YAW AND LATERAL
POSITION ADJUSTMENTS HAVE BEEN MADE.
a. If hanger simulator 412-240-033-101
position error is in yaw, loosen four bolts securing
hanger support to tailboom and shift support to
obtain acceptable alignment. Retighten bolts and
verify alignment in accordance with step 18.
b. If hanger simulator error is in pitch direction
remove four mounting bolts securing hanger support
to tailboom.
(1) To adjust hanger simulator pitch
forward, add equal shims under both aft support
mounting pads and remove same thickness of shims
from under both forward support mounting pads.
(2) To adjust hanger simulator pitch aft, add
equal shims under both forward support mounting
pads and remove same thickness of shims from under
both aft support mounting pads.
BHT-205A1-MM-1
(3) Install four mounting bolts and verify
acceptable alignment in accordance with step 18. It
may be necessary to perform step 18. to restore
acceptable yaw alignment.
c. If a lateral position error exists at any hanger
simulator (not simply a yaw error) remove alignment
wire and simulator.
(1) Remove four bolts securing hanger
support to tailboom and remove support. Rework
only problem support in accordance with figure
66-22. Mark "MOD" adjacent to part dash number
using a vibrating stylus.
(2) Followingrework reinstall support.
(3) Reinstall hanger simulator and
alignment wire in accordance with steps 14. through
17.
(4) Loosen four bolts slightly and adjust
lateral position of support so as to obtain satisfactory
lateral alignment of simulator.
(5) Verify acceptable alignment in
accordance with step 18. It may be necessary to
perform step 18. to restore acceptable yaw
alignment.
d. If hanger simulator position error is in
elevation (vertical position):
(1) Remove four bolts securing hanger
support to tailboom and add or remove same
thickness of shims under each of four support
mounting pads.
(2) Install four mounting bolts and verify
acceptable hanger simulator alignment in
accordance with step 18. It may be necessary to
repeat step 18. a. and b. to achieve acceptable yaw
and lateral position alignment.
(3) If lateral position is acceptable proceed
to step 19.
NOTE: Ensure alignment wire is free of kinks and
is seated in "V" groove of intermediate gearbox
simulator pin prior to proceeding with step 19.
19. Remove hanger simulator 412-240-033-101
from number four hanger location and install at
hanger location number three, repeat procedures of
steps 15. through 18.
Rev. 3 66-61
BHT-205A1-MM-1
a. Loosen alignment wire and remove hanger
simulator 412-240-033-101 from hanger location
number three.
NOTE: Hanger simulators 412-240-035 and
412-240-034 are very similar in appearance. Confirm
the correct simulator is installed prior to proceeding
to step b.
b. Install 412-240-035-101 hanger simulator at
hanger location two using AN4H7A bolts and a
sufficient number of AN960-416L washers to keep
bolts from bottoming in bolt grips. Leave fasteners
slightly loose at this point. Perform steps 16. through
18. except in step 18. use hanger simulator
412-240-035-101.
20. Tail rotor driveshaft hanger assembly
alignment is now complete. Remove tailboom
bulkhead alignment plate T103225-119,alignment
wire, and hanger simulator 412-240-035-101.
21. Install tailboom on helicopter. (Refer to
Chapter 53).
CAUTION: THE FOLLOWING PROCEDURES
FOR ALIGNMENT OF HANGER BEARING
ASSEMBLY AT HANGER POSITION NUMBER
ONE MUST BE PERFORMED USING A
TAILBOOM KNOWN TO HAVE ACCEPTABLE
TAIL ROTOR DRIVE SYSTEM ALIGNMENT.
22. Install hanger simulator 412-240-034-101 at
number two hanger locationand hanger simulators
412-240-033-101 at number three and number four
hanger locations. Install simulators in accordance
with steps 15., 16., 19. a. and 19. b. (view C).
b. Tighten wire until all slack is removed and
CAUTION:
NOT LOOSEN
DO BOLTS SECURING
secure wire at forward end of hanger simulator
ANY HANGER TO TAILBOOM IN AN EFFORT TO 412-240-034-101 at number one hanger location.
ACHIEVE SATISFACTORY ALIGNMENT IN NOTE: As an alternate procedure the alignment
STEPS 23. THROUGH 28. wire may be anchored at the forward face of hanger
23. Install a link of unkinked 0.020 inch wire in
accordance with steps 10. and 11.
a. Route wire through each of three hanger
simulators.
b. Tighten wire until all slack is removed.
c. Using positive locking wire pliers, secure
wire at forward end of hanger simulator
412-240-034-101 at number two hanger location.
66-62 Rev. 3
NOTE: A stable cushion such as shot bags or a sand
bag should be placed between tailboom skin and
support so as to distribute load and prevent damage
to tailboom structure.
24. Position an adjustable support under
tailboom approximately 12 inches forward of
intermediate gearbox location where extension of
canted vertical fin spar approaches adjacent
tailboom bulkhead at lower surface of tailboom (view
C).
a. Slowly adjust elevation of support as
required to position alignment wire within
acceptable limits in each of three hanger simulators
(view B).
b. Once position is obtained do not reposition
helicopter or readjust tailboom support until tail
rotor drive system alignment is complete.
25. Remove alignment wire and reposition
hanger simulator 412-240-034-101 from number two
hanger location to number one location on forward
fuselage. Install hanger simulator 412-240-034-101
in accordance with steps 15. and 16., except use
AN4-7A bolts (view D).
26. Remove hanger simulator 412-240-033-101
from number four hanger location and install hanger
simulator 412-240-035-101 at number two hanger
location in accordance with step 19. a. and 19. b.
27. Install a new link of 0.020 inch wire in
accordance with steps 10. and 11.
a. Route wire through hanger simulators at
number three, two, and one hanger locations.
simulator 412-240-034-101and tension/clamped at
top end plate of intermediate gearbox simulator
T103224-101.
c. Ensure wire is seated in "V" groove of
intermediate gearbox simulator T103224-101 pin
and secure wire with positive locking pliers.
28. Verify acceptable alignment of hanger
simulator:
a. Confirm alignment wire clears edges of holes
in forward and aft end plates of hanger simulators on

tailboom, aft end plate of hanger simulator at
number one hanger location, and in forward and top
end plates of intermediate gearbox simulator (view
B).
b. If alignment of hanger simulator
412-240-034-101 is acceptable proceed directly to
step 29.
c. If alignment of hanger simulator is not
acceptable proceed as follows:
NOTE: Elongation of the four mounting holes in
number one hanger support is not permitted.
(1) If hanger simulator error is in yaw
direction loosen four bolts securing hangers support
to airframe and shift support to obtain acceptable
alignment. Tighten four bolts and verify acceptable
alignment in accordance with steps 28. a. through 28.
b.
(2) If hanger simulator error is in pitch
position, relax tension on alignment wire and remove
four bolts securing hanger support to airframe.
(a) To adjust pitch hanger simulator
forward, add equal amount of shims under both aft
support mounting pads, and remove same thickness
of shims from under both forward mounting pads.
(b) To adjust hanger simulator pitch aft,
add equal amount of shims under both forward
support mounting pads, and remove same thickness
of shims from under both aft support mounting pads.
(c) Install four support mounting bolts
and tighten alignment wire and verify acceptable
hanger simulator alignment in accordance with step
28.
(d) It may be necessary to perform step
28. a. to restore acceptable yaw alignment.
BHT-205A1-MM-1
(3) If hanger simulator error is in elevation
position (alignment wire hits top or bottom of holes
in hanger simulator at number two hanger location),
relax tension on alignment wire and remove four
bolts securing hanger support to airframe.
(a) Add or remove equal shim thickness
under each of four support mounting pads to obtain
required elevation.
(b) Install four mounting bolts and verify
acceptable hanger simulator alignment in
accordance with step 28.
(c) It may be necessary to perform step 28.
a. to achieve acceptable yaw alignment.
29. Tail rotor drive system alignment is complete.
a. Remove all alignment tools and tailboom
support.
b. Verify bolts securing hanger supports to
forward fuselage are properly torqued (50 to 70
inch-pounds).
c. Remove any grease remaining on uppermost
shim at intermediate gearbox location.
30 Install intermediate gearbox (paragraph
66-121).
31. Install tail rotor gearbox(paragraph 66-139).
32. Install tail rotor hangers and tail rotor
driveshafts (paragraph 66-106 and 66-110).
33. Inspect tail rotor drive train and tailboom
work area for security.
34. Close and secure tail rotor driveshaft covers
(Refer to Chapter 53).
66-116. Deleted.
Rev 3. 66-63/66-64

INTERMEDIATE GEARBOX (42 ° )
66-117. INTERMEDIATE GEARBOX (42°).
The intermediate gearbox is located on the
tailboom, at the base of the vertical fin. This
gearbox provides a 42 degree change in direction of
tail rotor driveshaft, with no speed change. The
gearbox assembly consists of a case with a gear
quill in each end. The case is fitted with an oilfiller
cap, a vent breather, an oil level sight gage and a
drain plug equipped with a magnetic chip detector.
Input and output quills have flexible couplings for
attachment of driveshafts. On helicopters 30229
and subsequent, a 212-040-003 intermediate
gearbox is installed. This gearbox is similar to that
installed on previous models except the vent
breather has been eliminated and the filler cap is
vented and is located on top of gearbox. Removal
and installation procedures are the same for either
gearbox.
66-118. REMOVAL - INTERMEDIATE GEARBOX.
NOTE: When replacing intermediate gearbox,
perform preservation as required in Chapter 20.
1. Remove gearbox cover and open tail rotor
driveshaft access doors.
2. Disconnect shafts from gearbox input and
output couplings.
CAUTION: TO AVOID DAMAGE TO DRIVESHAFT
HANGER BEARING OR COUPLING, EITHER
REMOVE CLAMP SET FROM BOTH ENDS OF
DRIVESHAFT BEFORE REMOVING EITHER END
OF SHAFT FROM ITS MATING CURVIC
COUPLING, OR SUPPORT UNATTACHEDEND OF
SHAFT TO HOLD SHAFT ALIGNED ON NORMAL
OPERATING AXIS WHILE GEARBOX IS
REMOVED.
3. Remove electrical wire from electrical chip
detector (4, figure 66-29).
4. Remove lockwire, four bolts (25), and
washers (26 and 27). Remove gearbox. Do not
attempt to remove shims from mounting points.
BHT-205A1-MM-1
66-119. INSPECTION INTERMEDIATE
GEARBOX.
1. Checkthatthewearlimits(elongation)ofthe
gearbox attachment holes do not exceed 0.292 inch.
2. Inspectintermediate gearboxinputquill (17)
and output quill (19) temperature indicator
TEMP-PLATE for discoloration and overheat
conditions. A change in color from white or light
gray to black will indicate possible overheating
and/or component degradation and require further
inspection. Refer to table 66-3B for tail rotor drive
system TEMP-PLATE condition and corrective
action.
NOTE: Donotexceedoilseepagerateoftwodrops
per minute from any single source. Do not exceed
a total of six drops per minute from all sources.
3. Inspect gearbox case for cracks, damage, or
leakage.
4. Inspect oil filler cap for serviceability and
proper type as follows:
a. Filler cap installed on the 204-040-003
gearbox is the nonbreather type, identified by a
black dot painted on cap.
NOTE: Some cap assemblies have stainless steel
mesh plug, part number 20737-10, in lieu of the
aluminum wool. The spring back check is not required
when the stainless steel mesh plug is installed.
b. Filler cap installed on the 212-040-003
gearbox is the breather type, identified by a white
dot painted on cap. Inspect cap to determine that
cap is still tightly filled with aluminum wool.
Invert cap and press in on washer approximately
0.06 inch. The washer should spring back against
retaining ring if there is a proper amount of
aluminum wool installed. Repair filler cap as
follows:
(1) If there is an insufficient amount of
aluminum wool in cap, remove retainer ring and
washer.
Rev. 3 66-65
BHT-205A1-MM-1

2.
3. Gasket
Plate 16.
17. Input Quill Washer
Aluminum

4. Chip Detector 18. Packing

5. Gasket 19. Output Quill
6. Retaining Ring 20. Case
7. Glass 21. Stud
8. Packing 22. Adapter
9. Indicator Plate 23. Strip
10. Pin 24. Shim Plate
11. Cap 25. Bolt
12. Chain 26. Thin Steel Washer
13. Packing 27 Aluminum Washer
14. Nut

NOTE: Location of overtemperature indicator TEMP-PLATES.

205A1 -M-66-29

Figure 66-29. Intermediate gearbox

66-66 Rev. 3
 BHT-205A 1-MM-1

8. Check condition and security of shims at 8. If cracks are evident or suspected in the
gearbox location on tailboom just ahead ofvertical intermediate gearbox case, replace the gearbox.
fin.
66-121. INSTALLATION - INTERMEDIATE
CAUTION: DO NOT ATTEMPT TO GEARBOX.
REMOVE OR CHANGE SHIMS INSTALLED
ON TAILBOOM UNDER GEARBOX, AS ANY NOTE: NAS1197 washers shall be replaced with
RESULTING MISALIGNMENT COULD AN960PDwashers.
CAUSE EXCESSIVE STRESSES, VIBRATION,
WEAR AND POSSIBLE FAILURE OF
COMPONENTS IN TAIL ROTOR DRIVE 1. Check condition and security of gearbox
TRAIN. shims.

66-120. REPAIR/REPLACE-INTERMEDIATE CAUTION: DO NOT ATTEMPT TO

GEARBOX. REMOVE OR CHANGE SHIMS INSTALLED
ON TAILBOOM UNDER GEARBOX, AS ANY
1. Replace unserviceable oil filler cap or RESULTING MISALIGNMENT COULD
packing and vent breather or gasket. CAUSE EXCESSIVE STRESSES, VIBRATION,
WEAR, AND POSSIBLY FAILURE OF
CAUTION: DO NOT INTERCHANGE COMPONENTS IN TAIL ROTOR DRIVE
FILLER CAPS. FILLER CAP INSTALLED TRAIN.
ON THE 204-040-003 GEARBOX IS THE
NONBREATHER TYPE, IDENTIFIED BY A 2. Position intermediate gearbox (with oil
BLACK DOT PAINTED ON CAP. FILLER drain fitting at right side) on tailboom shims.
CAP INSTALLED ON THE 212-040-003 Check that the four mounting corners of the
INTERMEDIATE GEARBOX AND gearbox are in contact with tailboom shims. The
THE TAIL ROTOR GEARBOX IS THE maximum allowable gap at any gearbox mounting
BREATHER TYPE, IDENTIFIED BY A corner is 0.001 inch.
WHITE DOT PAINTED ON CAP.
3. Install four bolts (25, figure 66-29) through
2. Secure chain (12, figure 66-29) of cap corners of gearbox base into plate nuts in
by pin (10)through drilled holein case rib at right tailboom. Install bolts with thin steel washers (26)
of filler neck. under head and an aluminum washer (27)between
steel washer and flange of gearbox case. Torque
3. Lockwire breather to drilled hole in case rib bolts 50 to 70 inch-pounds. Secure left rear
with lockwire (C-405). attachment bolt to left forward attachment bolt
and right rear attachment bolt through drain plug
4. To replace other gearbox fittings, drain oil to right forward attachment bolt with lockwire
by removing drain plug from right side of gearbox. (C-405).

NOTE:Use new M83248/1-011 packing only, on chip 4. Connect electrical wire to electrical chip
detector. detector (4).

5. Replace packings on chip detector and 5. Install driveshaft. Refer to paragraph

gasket on drain plug, as required. Install drain 66-106.
plug and chip detector.
6. Perform run-in and test, if required. (Referto
6. When installed, secure drain plug with paragraph 66-122.)
lockwire (C-405).
66-122. ALTERNATE RUN-IN AND
7. Position indicator (9) in port with indexing TEST - INTERMEDIATEGEARBOX.
tab in notch of inner lip, place packing in groove
around glass. Lubricate packing with approved oil It is desirable that the gearbox, after overhaul, be
and install glass with flat side out, and securewith test run and inspected in a run-in and test stand
spiral retaining ring. prior to flight. (Refer to Bell Helicopter Textron

66-67
 BHT-205A1-MM-1

publication BHT-PUB 77-003 Run-in and Test 12. Inspect temperature indicator TEMP-PLATE
Manual that is furnished with run-in test stand.) In for discoloration and overheat conditions. A change
the event that a run-in stand is not available, the in color from white or light gray to black will indicate
following functional test may be accomplished as a possible overheating and/or component degradation
minimum acceptable alternate test. and require further inspection. Refer to table 66-2 for
tail rotor drive system TEMP-PLATE condition and
1. Install gearbox on helicopter and hook up tail corrective action.
rotor shafts. (Refer to paragraph 66-121.)
66-123. INTERMEDIATE GEARBOX OUTPUT
2. Service gearbox to proper level with approved QUILL.
oil. Install sufficient ballast in helicopter to obtain a
gross weight of 9500 pounds. TOOLS REQUIRED

3. Start engine and run at 80 percent rpm for 2 T101388 Jackscrew

minutes.

4. Gradually increase rpm to 88 percent at rate of 66-124. REMOVAL- GEARBOX

INTERMEDIATE
2 percent each 6 minutes. OUTPUT QUILL

5. Hold at 88 percent rpm for 6 minutes with
collective pitch applied to give 34 percent engine
torque and with tail rotor pedals positioned to
counteract main rotor torque.
6. Stop engine and check the magnetic chip
detector for foreign material or chips.
7. Clean the magnetic chip detector and reinstall.
8. Start engine and gradually increase rpm to 88
percent. Run at 88 percent for 6 minutes. Move
collective pitch to give 34 percent engine torque.
Gradually increase the rpm to 100 percent at rate of
3 percent each 6 minutes.
9. Run at 100 percent rpm for 30 minutes with the
collective pitch in the maximum up position that can
be maintained without becoming airborne, and with
tail rotor pedals positioned to counteract main rotor
torque.
10. Shut down helicopter and drain oil from
gearbox. Check gearbox oil and magnetic plug for an
excessive amount of metal particles that might
indicate internal failure.
Either or both gear quills of the intermediate gearbox
may be removed for replacement. Replacement of
either gear quill is generally not advisable except
when changed because of seal leak, since internal
troubles would usually damage other parts.
1. Remove tail rotor driveshaft. (Refer to
paragraph 66-103.)
2. Drain gearbox oil.
3. Remove nuts (14, figure 66-29) and washers (15
and 16) from case studs around gear quill sleeve
flange.
NOTE: Remove sealant from jackscrew holes prior
to using tools.
4. Use three T101338 jackscrews (or bolts of
suitable length with 5/16-18 NC thread) through
threaded holes in sleeve flange to pull gear quill
evenly from case. Cover opening.
66-125. INSTALLATION - INTERMEDIATE
GEARBOX OUTPUT QUILL

11. Inspect input and output quill couplings and
surrounding area for evidence of grease leakage. If
there is evidence of grease leakage, remove couplings
and replace defective parts. Refer to BHT 205A-1
Component Repair and Overhaul Manual.) Repeat
leak test run.
1. Before installing, be sure replacement gear
quill is correct for assembly and for case port in which
it is to be installed.
NOTE: Output quill, mounted in aft end of case, has
a conical oil collector projecting from center of gear.

66-68 Rev. 3
 BHT-205A1-MM-1

2. Install new packing (18, figure 66-29) in
groove around gear quill sleeve. Remove cover
from gear case port. Lubricate packing and mating
diameters of sleeve and case with approved oil.
NOTE: Heating case with heat lamps will result in
easier installation of quill. (Refer to BHT-ALL-SPM.)
3. Heat case with heat lamps and insert gear
quill into case, engaging studs through sleeve
mounting flange. Exercise care to properly engage
gear teeth as quill is installed. Install aluminum
washer (16), then thin steel washer (15), and nut
(14) on each stud. Manually check meshing of
gears while tightening nuts evenly to seat quill
sleeve flange on gear case.
NOTE: NAS1197 washers shall be replaced with
AN960PD washers.
4. After assembly, check gears for freedom of
operation by manually turning input coupling.
NOTE: Measurement of gear backlash is not
required, however,it is necessary to determine that
there is backlash. A manual check for gear
backlash by feel could possibly detect some
assembly error. Proper mounting of gears, to have
0.004 to 0.010 inch backlash in assembly, has been
established by means of shims permanently
installed on mounting faces of gear case and gear
quill sleeve flange.
CAUTION:
DO NOTATTEMPTTO REMOVE OR
CHANGE SHIMS ON QUILL OR CASE.
5. Apply sealing compound (C-308) around
joint between case and quill flange and in
jackscrew holes.
6. Install tail rotor driveshaft. (Refer to
paragraph 66-106.)
NOTE: Splined couplings are lubricated at
assembly with hand-packed grease to 0.12 inch
depth over internal spline teeth in same manner as
for tail rotor drived quill coupling. (Refer to
BHT-205A1-CR&O-1.)

66-69
 BHT-205A1-MM-1
66-136. TAIL ROTOR GEARBOX.
The tail rotor (90° ) gearbox, located at top oftailboom
vertical fin, provides 90-degree change in direction of
drive and 2.6:1 speed reduction between the input
driveshaft and the output shaft on which the tail
rotor is mounted. The gearbox consists of mating
input and output gear quill assemblies set into gear
case provided with a breather-type oil filler cap, an
oil level sight gage, and a drain plug with a chip
detector. The input quill has a flexible coupling for
attachment of driveshaft. Control linkage is attached
on the left side, with a control rod extending through
the rotor shaft.
66-137. REMOVAL- TAILROTORGEARBOX.
NOTE: When replacing gearbox, perform
preservation as required.
1. Remove tail rotor hub and blade assembly.
(Refer to Chapter 65.)
2. Disconnect control link (12, figure 66-30) from
lever (11) attached on left side of gearbox. If replacing
gearbox, also remove idler and lever, control rod and
bearing housing for use on replacement assembly.
Install a cover on opening from which bearing
housing was removed.
3. Disconnect electrical lead from chip detector
(14).
4. Open cover on front of vertical fin. Remove
driveshaft. (Refer to paragraph 66-103.)
CAUTION: TO AVOID DAMAGE TO
DRIVESHAFT COUPLINGS, EITHER REMOVE
CLAMP SET FROM BOTH ENDS OF
DRIVESHAFT BEFORE REMOVING EITHER
END OF SHAFT FROM ITS MATING CURVIC
COUPLING, OR SUPPORT UNATTACHED END
OF SHAFT TO HOLD SHAFT ALIGNED ON
NORMAL OPERATING AXIS WHILE GEARBOX
IS REMOVED.
5. Remove nuts (16) and washers (15) from six
studs (2) to detach gearbox (3) from support casting
(1) on vertical fin. Lift off gearbox.
6. Reinstall nuts (16) and washers (15), with
suitable spacers on two opposite studs (2) to secure
input quill in case.
66-70 Rev. 3
66-138. CLEANING - TAIL ROTOR GEARBOX.
1. Clean exterior of gearbox (3, figure 66-30) and
removed parts with solvent (C-304).
CAUTION: DO NOT IMMERSE GEARBOX IN
SOLVENT. EXERCISE CARE WHEN WASHING
GEARBOX TO AVOID FORCING SOLVENT OR
DIRT PAST SEAL INTO FLEXIBLE COUPLING
OR INTO GEARBOX WHEN SPRAYING WITH
COMPRESSED AIR.
2. Clean gearbox breather filler cap (5) as follows:
a. Wash cap assembly in solvent (C-304).
b. Clean aluminum wool (C-422) in the
breather passage by flushing with solvent (C-304).
c. Dry with filtered compressed air.
66-139. INSPECTION-TAIL ROTORGEARBOX.
1. Inspect input quill coupling and surrounding
area for grease leakage. If there is evidence of grease
leakage, remove coupling and replace defective
parts. (Refer to BHT-205A1-CR&O-1for disassembly,
inspection and assembly.) Repeat leak test run.
2. Inspect tail rotor gearbox input quill
temperature indicator TEMP-PLATE for
discoloration and overheat conditions. A change in
color from white or light gray to black will indicate
possible overheating and/or component degradation
and require further inspection. Refer to table 66-3B
for tail rotor drive system TEMP-PLATE condition
and corrective action.
3. Inspect and lubricate internal splines of
couplings, when required. (Refer to paragraph
66-30.)
NOTE: Do not exceed oil seepage rate of two drops
per minute from any single source. Do not exceed a
total of six drops per minute from all sources.
4. Visually inspect gearbox (3, figure 66-30) for
cracks and external damage, oil leaks, and
unserviceable fittings.
5. Check that proper oil filler cap (5) (breather
type) is installed and check preformed packings (6)
for serviceability.
 BHT-205A1-MM-1

1. Support casting
2. Studs
3. Gearbox
4. Safety pin
5. Filler cap
6. Packing
7. Indicator
8. Packing
9. Glass
10. Retaining ring
11. Lever
12. Control link
13. Packing
14. Chip detector
15. Washers
16. Nuts

CLAMP SET

FRICTION

TORQUE

IN-LBS

TORQUE

NOTES: Location of overtemperatureindicator TEMP-PLATES.

See figure 66-20for torquing sequence.

205A1-M-66-30

Figure 66-30. Tail rotor gearbox

Rev. 3 66-71
BHT-205A1 -MM-1
6. Inspect chip detector (14) for excessive
accumulation of metal particles.
7. Inspect gearbox breather filler cap (5) to
determine that the cap is still tightly filled with
aluminum wool(C-422).Press washer in 0.06inch.
If cap is properly filled with wool; the wool will
return the retaining washer against the retaining
ring when pressure is released.
66-140. REPAIR/REPLACE - TAIL ROTOR
GEARBOX.
1. Replace filler cap (5, figure 66-30) if
unserviceable. Inspect the filler cap by removing the
assembly and place on a bench, inverted so as to
expose the NAS669-56 retainer ring and
204-040-509-1 washer which has a 0.125 inch hole.
Depress the 204-040-509-1 washer approximately
0.06 inch and release. The washer should spring back
against the retaining ring if there is a proper
quantity of aluminum wool (C-422)enclosed. Repair
filler cap as follows:
NOTE: Some cap assemblies have stainless steel
mesh plug, part number 20737-10, in lieu of
aluminum wool. The spring back check is not
required when the stainless steel mesh plug is
installed.
a. If there is an insufficient amount of
aluminum wool in the filler cap assembly, remove
the NAS669-56 retainer ring and 204-040-509
washer.
b. Discard the old aluminum wool and clean
the filler cap assembly of all foreign particles with
solvent (C-304).
c. Install a sufficient amount of aluminum
wool (C-422) to obtain a spring back of washer
when depressed approximately 0.06 inch.
d. Install washer and retainer ring, and
install cap on gearbox.
2. Secure chain with safety pin (4) through
drilled hole in case boss. Ensure that replacement
cap (5) is the breather type, identified by a white
dot on cap.
66-72
3. To replace other fittings or gear quills, drain
oil by removing chip detector(14). Replace packing
(13), reinstall detector, torque 120 to 150 inch-
pounds, and lockwire (C-405), to drilled hole in case
boss.
4. Clean or replace oil level sight gage parts as
required. Removeretaining ring (10),glass (9)with
packing (8), and indicator (7). To install, place
indicator in port with index tab in notch provided.
Place a serviceable packing in groove around sight
glass. Lubricate packing (C-011)and insert glass
(9). Secure with spiral retaining ring (10).
5. Replace input quill if seal is leaking. (Refer to
BHT-205A1-CR&O-1.)
6. Inspect chip detector (11) for excessive
accumulation of metal particles.
66-141. INSTALLATION - TAIL ROTOR
GEARBOX.
CAUTION: PRIOR TO INSTALLATION OF A
REPLACEMENT GEARBOX, DRAIN
GEARBOX AND SERVICE WITH OIL (C-011).
ALSO, INSPECT SPLINED COUPLING OF
INPUT QUILL FOR PROPER LUBRICATION.
CHECK GEARBOX FOR FREE ROTATION
AND FOR THE EXISTENCE OF GEAR
BACKLASH.
1. Remove nuts (16, figure 66-30), washers (15),
and spacers from studs (2) around input drive quill.
Position gearbox on vertical fin with input coupling
and mounting studs through holes in support casting
(1).
CAUTION: ENSURE THAT A MINIMUM OF
TWO THREAD PITCHES, INCLUDING THE
CHAMFER, EXTEND THROUGH NUTS (16).
ENSURE THAT NUTS DO NOT BOTTOM ON
GRIP PORTION OF THE STUDS. USE
ADDITIONAL THIN STEEL WASHERS (15),IF
REQUIRED.
2. Install washers and nuts on mounting studs.
Torque 200 to 235 inch-pounds.
3. Install driveshaft. (Refer to paragraph
66-106.)
 BHT-205A1-MM-1

4. If gearbox was replaced, remove cover from left 2. Service gearbox to proper level with approved
side of case. Install and connect control rod, bearing oil. Install sufficient ballast in helicopter to obtain a
housing, and control linkage, and install and rig tail gross weight of 9500 pounds.
rotor. (Refer to Chapter 27.)
CAUTION: ENGINE START AND RUN-UP SHALL
5. Connect electrical lead to chip detector. BE ACCOMPLISHED BY AUTHORIZED
PERSONNEL ONLY.
6. Check gearbox oil level.
3. Start engine in accordance with
7. Close cover on vertical fin. BHT-205A1-FM and run at 80 percent rpm in flat
pitch for 2 minutes.
8. Perform run-in and test, if required. (Refer to
paragraph 66-142.) 4. Gradually increase rpm to 88 percent at rate of
2 percent each 6 minutes.
66-142. ALTERNATE RUN-IN AND TEST -
TAIL ROTOR GEARBOX. 5. Hold at 88 percent rpm for 6 minutes with
collective pitch applied to give 34 percent engine
It is desirable that the gearbox, after overhaul, be torque, and with tail rotor pedals positioned to
test run and inspected in a run-in and test stand counteract main rotor torque.
prior to flights. (Refer to Bell Helicopter Textron
publication BHT-PUB-77-003 Run-in and Test 6. Stop engine and check the magnetic chip
Manual that is furnished with run-in test stand.) In detector for foreign material or chips.
the event that a run-in stand is not available, the
following functional test may be accomplished as a 7. Inspect coupling and surrounding area for
minimum acceptable alternate test. evidence of grease leakage. If there is evidence of
grease leakage, remove coupling and replace
1. Install gearbox assembly in helicopter. Hook defective parts. Refer to BHT-205A1-CR&O-1
up tail rotor driveshafts and tail rotor assembly. manual. Repeat leak test run.

Rev. 3 66-73/66-74
 BHT-205A1-MM-1

POWER PLANT SYSTEM

TABLE OF CONTENTS

Paragraph Page
Number Title Number

71-1 Power plant ......................................................... 71-2

71-4 Alignment - powerplant ......... ............................... 71-7
71-5 Cowling and fairings ................................................. 71-12
71-6 Engine cowling .................................................... 71-12
71-10 Engine intake fairing ................................................. 71-12
71-14 Transmission cowling ................................................ 71-13
71-18 Transmission and engine cowling adjustment ............................. 71-13
71-19 Tailpipe fairing .................................................. 71-13
71-23 Engine mounts ...................................................... 71-15

LIST OF FIGURES

Figure Page
Number Title Number

71-1 Engine (left side) ................. ..................... ............... 71-3

71-2 Engine (right side) ......................... .......................... 71-4
71-3 Engine stand ................. ............................. .......... 71-5
71-4 Positioning pylon for driveshaft alignment ................................ 71-8
71-5 Use of alignment tool set T101419 ..................... ................. 71-9
71-6 Engine mount fittings ................................................ 71-10
71-7 Location of airframe components ........................................ 71-14
71-8 Engine mounts ...................................................... 71-16

71-1
BHT-205A1-MM-1
POWER PLANT SYSTEM
71-1. POWER PLANT.
The T53-13 gas turbine engine is a free turbine
power plant. The engine is a shaft turbine engine
with a two-stage, free-type power turbine and a
two-stage gas producer turbine that drives a
combination axial centrifugal compressor. Five
major sections of the engine are air inlet,
compressor, diffuser, combustor, and exhaust. The
maintenance procedures outlined in the following
paragraphs include only those systems and
controls that are not a part of the basic engine.
Maintenance and overhaul instructions for the
basic engine are found in the applicable Lycoming
Publications.
TOOLS REQUIRED
Hoist
LTCT 773 (Lycoming) Engine Sling
71-2. REMOVAL-POWER PLANT.
Remove engine from helicopter as a quick-change
assembly, with adapting parts attached as
outlined below. Preservation should be
accomplished, if applicable, before removing
engine.
1. Disconnect battery.
2. Open engine cowling. Disconnect starter-
generator air duct at top end, release support tubes,
pull pins at each end of support beam and remove
top sections of the engine cowl.
3. Disconnect antenna and anti-collision light
connections under tailpipe. Unfasten sections of
tailpipe fairing and remove from helicopter.
4. Remove air inlet cowl and screening.
Remove main input driveshaft. (Refer to Chapter
66.)
5. Disconnect fuel and oil hoses, electrical
connectors and engine controls as follows: (Refer
to figures 71-1 and 71-2.)
a. When disconnecting fuel and oil hoses
with shroud installed, loosen clamp to allow
71-2
shroud to be moved for access to hose connection.
Retain clamp and shroud with hose.
b. Disconnect oil and fuel hoses and
electrical connector at engine deck. Disconnect
bleed air hose at selector valve.
c. Disconnect oil pump outlet hose at
external oil filter. Disconnect fuel inlet hose at fuel
filter.
d. Disconnect droop compensator control
tube from cambox at left forward side of engine.
Disconnect power lever control tube at powerlever
arm on fuel control.
e. Disconnect electrical connectors at
forward firewall, fuel pressure transmitter, engine
oil filter switch and fuel filter bypass switch.
Remove clamps from wiring.
f. Disconnect breather hoseandoilinlethose
at oil tank.
6. Install suitable engine hoist.
7. Attach LTCT 773 engine sling or suitable
type sling to lifting points on engine, and connect
to hoist.
8. Release fasteners on aft engine firewall.
9. Remove V-band coupling (1, figure 71-1)
which secures air intake bellmouth to flange of
engine inlet housing.
10. At each engine mount pillowblock(3),open
hinged bearing cap by loosening nut on latching
eyebolt. Remove forward left engine mount tube
assembly by removing bolt and washer.
11. Hoist engine from helicopter, carefully
guiding engine nose out of forward firewall
bellmouth. Install engine in suitable stand. (Refer
to figure 71-3).
12. Remove all engine QEC parts (hoses,
brackets, wiring, etc.) except those which are a
part of the basic engine. Keep hose shroud and
clamps with hoses.
 BHT-205A1-MM-1

1. V-Band Coupling 6. Oil Pump Outlet Hose

2. Bleed Air Hose 7. Fuel Control Inlet Hose
3. Pillow Block 8. Forward Support Tube
4. Starter-Generator Connector 9. Governor and Cambox Control Rods
6. Starter Drive Seal Drain Hose

205200-13A

Figure 71-l. Engine (LEFT SIDE) .

.
BHT-205A1-MM-1

I. OIL Tank
2. Bipod
3. EGT Firewall Connector 205200-14

Figure-2. Engine (right-side)

 BHT-205A1-MM-1

Figure 71-3. Engine stand

71.5

*I
BHT-205A1-MM-1
71-3. - POWER PLANT.
INSTALLATION
This procedure applies to engine built up with
adapting parts to constitute a quick change
assembly.
1. Erect suitable engine hoist. Attach cables of
suitable engine sling on bolts or pins inserted
through eye on inlet housing and bracket on
diffuser section. Attach hoist to sling and lift
engine to horizontal position above mounts.
NOTE: Check trunnion mount bearings prior to
installation for 0.010 inch maximum axial play
and 0.004inch maximum radial play between ball
and race. If bearing play is greater than these
values, replace bearings.
2. Check that air intake bellmouth is free to
shift in slipjoint of forward firewall to align with
engine inlet flange. If necessary, loosen screws
through firewall around bellmouth. Guide engine
nose into bellmouth while lowering engine
until trunnion bearings rest on pillow blocks
(3, figure 71-1).
3. Position forward support tube (8) rod-end,
against mount trunnion fitting at left side of inlet
housing. Install retaining bolt and washer.
Lockwire bolt of trunnion. Close bearing caps of
mount pillow blocks, and tighten nuts on latching
eyebolts.
4. Secure upper section of rear firewall to lower
section with cowl fasteners.
5. Place V-band coupling clamp over mating
flanges of air intake bellmouth and engine inlet
housing. Tap around clamp to seat while latching
and tightening. Torque nut 40 to 50 inch-pounds,
and lockwire. If loosened, retighten screws in
firewall around bellmouth. Install beam and cowl
halves with pip-pins, between tops of forward and
rear firewalls.
6. Check engine-to-transmission alignment, if
required. (Refer to paragraph 71-4).
7. Install main driveshaft between engine and
transmission and reinstall access sections of
intake screen and baffle. (Refer to Chapter 66).
71-6
8. Connect engine hoses as follows:
NOTE: To avoid improper installation of engine
hose assemblies, adhere strictly to the procedures
outlined below.
a. Fuel control inlet hose (7, figure 71-1) to
maintain strainer outlet coupling. Position shroud
over connection and secure with clamp.
b. Fuel control seal drain and combustion
drain hose to deck coupling below left mount
trunnion. Starter drive seal drain hose (5) to
deck coupling forward of fuel control seal
drain coupling.
c. Governor bleed hose to deck coupling
inboard of fuel strainer. Position shroud over
connection and secure with clamp.
d. Oil pump oulet hose (6) to coupling on left
side of filter. Position shroud over connection and
secure with clamp.
e. Oil pump inlet hose to oil tank lower
coupling and engine breather hose to oil tank
upper coupling.
f. Exhaust tailpipe drain hose to coupling
behind rear firewall.
NOTE:Prior to installation of bleed air hoses apply
dry film lube (C-005) to fitting threads.
g. Connect bleed air hose (2) to coupling on
selector valve at left side of deck.
9. Connect starter-generator cooling hose to
inlet duct of cowling.
10. Connect electrical cables and leads and
lockwire connectors as follows:
a. Connect starter-generator connector (4)at
large receptacle on deck below left engine mount.
b. Connect main electrical cable at forward
firewall. Connect electrical connectors at fuel
pressure transmitter, fuel filter bypass switch, and
oil filter switch. Install clamps to secure wiring.
11. Connect and rig control linkages to power
lever arm and governor control lever on fuel
control unit. (Refer to Chapter 76.)

12. Install tailpipe fairing, connecting
antenna, and anti-collision light wiring at deck
connectors.
13. Check servicing. Reconnect battery.
Accomplish post-installation inspection and
ground functional checks.
71-4. ALIGNMENT - POWER PLANT.
TOOLS REQUIRED
Hoist
T101419 Tool Set
T101440 Jacks
1. Check alignment of the main driveshaft
installation between the transmission input drive
quill coupling and the engine output shaft adapter
when any of the following conditions exist.
a. Main driveshaft inspection reveals
excessive wear of coupling spline or indications of
excessive heating during operation.
b. Replacement of main transmission.
c. Replacement of transmission isolation
mounts.
d. Hard landing which does not show
apparent structural damage.
e. Replacement of engine.
f. Major repair or replacement of
components in center fuselage, tailboom, or pylon
support structure.
g. Driveshaft misalignment is suspected for
any reason.
2. Remove the main driveshaft assembly,
leaving the engine output shaft adapter installed.
3. Position transmission pylon as follows:
a. Release fasteners attaching lower access
doors to pylon support and remove doors. Remove
screws attaching upper access doors to pylon
support and remove doors.
BHT-205A 1-MM-1
b. Use maintenance hoist to raise pylon to
position where lower bolt of lift link can be moved
freely with nut and washer removed. (Refer to
figure 71-4.) Replace bolt if binding occurs due to
corrosion or galling. Checkupper bolt with nut and
washer removed. Replace bolt if binding occurs
due to corrosion or galling. Apply grease (C-001)to
bore and O.D. of bushing.
c. Install four transmission leveling jacks,
T101440 (two at each side) between transmission
support case and top of pylon support and remove
cotter pin, nut, and washer from lower end of lift
link.
NOTE: Use shim plates on jacks to obtain
necessary height.
d. With maintenance hoist detached, and nut
and washer removed from lower bolt of lift link,
adjust jacks to raise transmission until bolt can be
freely moved with fingers.
e. Determine that transmission support
points are symmetrically parallel with pylon
support structure by measuring at each mount
with a micrometer depth gage. (Refer to figure
71-4.)
f. Use micrometer depth gage to measure
from the top surface of the support case mounting
plates to the top of the pylon support. This
measurement is to be taken at each of the four
mounts.
NOTE:Disregard step g. if assembly uses 212-040-
054 case which has integral fifth mount.
g. Subtract thickness of support beam from
the measurements obtained at the two aft mounts.
This action will allow for thickness of the fifth
mount support beam channel, which covers the
mounting plates at these two points. All four
measurements should now be equal within 0.020
inch.
NOTE:The lower thickness of the fifth mount
support beam channel need not be considered,
since it has been compensated for by a difference
in the filler plates.
h. When all four points cannot be adjusted to
the same dimension, take the average of the two
71-7
BHT-205A1-MM-1

front points and adjust the two rear points transmission input quill coupling. (Refer to figure
accordingly. 71-5.)

i. Upon completion of transmission pylon
positioning, recheck the lower and upper bolt of the
lift link to make sure that it can be freely moved
with the fingers.
4. Install the target plate of T101419engine-to-
transmission driveshaft alignment tool set on the
5. Set the target plate with the arrow of the
center disc indexed at 8.0 on the inner scale, and
secure by tightening the two washer-head screws
at back of plate. Position the plate or the coupling
with the 35.6 index of the outer scale at the top of
the vertical center line. Secure with coupling
clamp set.

SUPPORT
BEAM

DE PTH GAGE

129.00 SUPPORT
CASE

T 101440
JACKS

LIFT LINK

W, L 54.0

BOLT FREE
FROM BINDING

204040-98C

Figure 71-4. Positioning pylon for driveshaft alignment

71-8
 BHT-205A 1-MM-1

12 O'CLOCK

IN DIAL
ZERO DI CATOR AT 2.5

G P
READ + 0.030 0.004 AT 6 O'CLOCK
INNER SCALE INDEX: 8.0 RE-ZERO INDICATOR AT 3 O'CLOCK

I'SHIMHgERETO ago- UNEQUALLY TO SWING ENGINE

Figure 71-5. Use of alignment tool set T101419

71-9
BHT-205A1 -MM-1
6. Install alignment gage of tool set on the
engine output shaft adapter, and secure with
coupling clamp set.
7. Check horizontal and vertical alignment by
inserting a suitable tool through access holes in
the alignment gage housing and pushing the
plunger forward, against the retracting spring
tension, toward the target plate hole.
NOTE: To indicate correct alignment, largest
diameter of plunger must enter hole in target plate.
If misalignment is indicated, observe and note
amount and direction of such misalignment.
No correction of misalignment should be
attempted before completion of angularity check
outlined in step 8. Shim requirements can be best
determined on the basis of both checks.
A SHORT END OF
FITTING TOWARD
ANGLE "A"
OF LEG
Figure 71-6.
71-10
8. Perform angularity check as follows:
a. Mount a dial indicator on the forward end
of the alignment gage plunger as shown in figure
71-5.
b. Position the dial indicator for contact at 2.5
inch radius (just inside outer scale numerals). Zero
the dial indicator at 12 o'clock position. Check
runout through a full turn of the gage. Runout must
be 0.030 ±0.004 at 6 o'clock position. Rezero
indicator at 3 o'clock position. Read +0.006 ±0.004
at 9 o'clockposition.
9. Make correction of engine alignment by use
of shims under engine mount deck fittings as
required.
10. If the total laminated shim thickness (205-
060-137-1 or 205-060-138-1)under any engine
205060-1030
Engine mount fittings

support fittings exceeds 0.188 inches, fabricate a
plate of 2024-T4aluminum alloy 0.100inch thick,
same outside dimensions as shim stock.
Structurally bond the plate to the engine service
deck with adhesive (C-317).Total thickness of
shims and plate under any engine mount fitting
must not exceed 0.288 inches.
11. Reinstall the engine support fittings with
the short end of the fitting facing toward angle A
of figure 71-6. Check support fittings screws and
bolts for correct length.
12. Interference between the engine and the aft
upper firewall at the 9 o'clock position (looking
forward) may result with this realignment. If this
condition occurs accomplish the following:
a. Remove the aft upper firewall assembly
and disassemble by removing the sixteen screws.
b. Removethe aft section of firewall web and
enlarge the sixteen holes, by drilling, to 5/16 inch.
BHT-205A1-MM-1
c. Deburr the drilled holes. Reassemble the
firewall assembly usingAN970-3 washers overthe
enlarged holes and under the 16 screw heads.
forward firewall, and around attaching ring in
rear firewall, to allow engine to shift as necessary
during alignment.
14. Repeat alignment and angularity check
after any change of shims.
15. Whenalignmentiscorrect,removeT101419
tool set and T101440 jacks. Retighten screws in
firewalls as necessary.
16. Install nut, washer, and cotter pin on lower
bolt in lift link. Install access doors on pylon
island. (Refer to Chapter 66.)
17. Install main driveshaft. (Refer to Chapter
66.)
18. Check fuel control and governor linkage for
proper rigging and cushion.
71-11
BHT-205A1-MM-1
COWLING AND FAIRINGS
71-5. COWLING AND FAIRINGS.
Cowling and fairings are used to protect and
provide easy maintenance access to engine
compartment, intake and exhaust tailpipe areas,
and top of main transmission.
71-6. ENGINE COWLING.
Engine compartment between front and rear
firewalls is covered by side and upper cowling
assemblies. Each side cowl opens by swinging aft
on hinges of rear firewall, and can be secured open
by a web strap snapped to a stud on fuselage. The
upper cowl sections swing upward on hinges and
are held open by rods. Flush-type spring-locking
latches provide closure.
Fixed work platforms are provided by walkways
on cabin roof and by engine compartment deck
under cowling. Steps for access are on each side of
fuselage below engine and on right door post of
cabin beween crew door and cargo doors.
71-7. REMOVAL - ENGINE COWLING.
1. Disengage and open each side cowling. Pull
pins from hinges on rear firewall to remove
cowling sections.
2. Disengage upper cowl and raise to open
position at each side.
3. Disconect flexible duct and clamp from
starter-generator cooling air intake on upper
cowling.
4. Pull out pins at each end of beam to detach
from firewall. Remove beam with upper cowl
sections attached.
71-8. INSPECTION - ENGINE COWLING.
1. Inspect cowling for cracks, dents and
damage.
2. Inspect latches for serviceability.
71-12
71-9. INSTALLATION- ENGINE COWLING.
1. Position upper cowling assembly. Align
ends of beam in brackets on front and rear
firewalls and install pins.
2. Engage support rods to hold upper cowling
open.
3. Connect flexible duct from starter-generator
to air intake on top of cowling. Secure duct with
clamp.
4. Align side cowling sections to hinges on rear
firewall and install hinge pins.
5. Close upper cowling, with support rods
stowed in clips. Close side cowlings.
71-10. ENGINE INTAKE FAIRING.
The engine air intake fairing is located above the
cabin roof level and between the transmission
fairing and the engine compartment cowling.
71-11. REMOVAL - ENGINE INTAKE
FAIRING.
1. Disengage fasteners around top ofthe intake
fairing (3, figure 71-7)and bottom of side louvers.
2. Remove intake fairing.
71-12. INSPECTION - ENGINE INTAKE
FAIRINGS.
1. Inspect engine intake fairing (3, figure 71-7)for
dents, cracks, or other damage.
2. Inspect hinges, fittings, and fasteners for
wear, damage, and serviceability.
71-13. INSTALLATION - ENGINE INTAKE
FAIRING.
1. Position intake fairing (3, figure 71-7) on
transmission and engine cowling.
 BHT-205A1-MM-1

2. Align and secure fasteners around top of with control linkages or other parts on
fairing and bottom of side louvers. transmission pylon.

71-14. TRANSMISSION COWLING. 71-18. TRANSMISSION AND ENGINE

COWLING ADJUSTMENT.
A one-piece transmission cowling covering the
front and sides of the upper transmission area, is Adjustment of serrated hinges and adjustable rod
secured by three latches and two hinge assemblies. ends should be accomplished with care and in such
For access, the unlatched cowling can be swung a manner that the cowling is not deformed.
forward to rest on cabin roof.
71-19. TAILPIPE FAIRING.
71-15. REMOVAL - TRANMISSION
COWLING. A three-piece fairing covers exhaust tailpipe area
behind engine rear firewall, and is secured by cowl
1. Disengage three latches and swing cowling fasteners. An anti-collision light is mounted on top
to the open position. of upper fairing.

2. Detach hinges from three fittings on cabin 71-20. REMOVAL FAIRING.

roof by removing bolts with nuts and washers. Lift
off cowling assembly. If hinges are detached from
cowling, observe position of washers used for
alignment, for reassembly in same manner.
71-16. INSPECTION - TRANSMISSION
COWLING.
- TAILPIPE
1. Reach through doorin lower left fairing and
disconnect anti-collision light connector.
2. Open driveshaft coverwhich overlaps upper
fairing. Release fasteners and remove upper and
two lower tailpipe fairings.

1. Inspect cowling for dents, cracks or damage. 71-21. INSPECTION - TAILPIPEFAIRING.

2. Inspect hinges and fittings for wear, 1. Inspect for damage, cracks, and dents.
damage, and serviceability.
2. Inspect fasteners for serviceability.
71-17. INSTALLATION - TRANSMISSION
COWLING. 71-22. INSTALLATION - TAILPIPE FAIRING.

1. Position cowling hinges to fittings on cabin 1. Install and fasten lower fairings and upper
roof and install bolts with washers and nuts. fairing. Close driveshaft cover.

2. Swing cowling to closed position. Check 2. Reach through door on lower left fairing and
alignment for secure latching and for clearance connect anti-collision light connector at deck.

71-13
BHT-205A1-MM-1

205A

1. Nose Compartment Door

2. Transmission Fairing
3. Engine Intake Fairing
4. Engine Cowling
5. Tailpipe Fairing
6. Drive Shaft Covers
7. Tail Skid
8. Synchronized Elevator
9. Tailboom
10. Fuselage Compartment Doors
11. Landing Gear
12. Passenger/Cargo Door
13. Hinged Panel Door
14. Crew Door

205900-34

Figure 71-7. Location of airframe components

71-14

ENGINE MOUNTS
71-23. ENGINE MOUNTS.
The engine is supported on the service deck with
one bipod and one tripod mount located on the
right and left side of the engine combustor. A
single forward support tube is located at forward
left side of engine. Shims are provided at each
mount leg for engine alignment.
CAUTION: LEAVE DECK FITTINGS (11,
FIGURE 71-8) IN PLACE EXCEPT WHEN
REMOVAL IS REQUIRED FOR INSPECTION
REPLACEMENT, OR CHANGE OF SHIMS TO
CORRECT DRIVESHAFT ALIGNMENT.
TOOLS REQUIRED
Hoist
LTCT773 (Lycoming) Engine Sling
ENGINE MOUNTS
71-24. REMOVAL
1. Install LTCT 773 engine sling.
2. Raise engine using a suitable hoist.
3. Remove bolts, washers, and nuts securing
mounts (1, 10, and 12, figure 71-8)to the airframe
deck fittings (11).
71-25. INSPECTION
- ENGINEMOUNTS.
1. Inspect the tube assemblies and weld areas
of the mount for cracks. If cracks are found, replace
the mounts.
2. Inspect bolt threads and replace bolts as
required.
3. Inspect rod end bearings for play as follows:
BHT-205A 1-MM-1
NOTE: Bipod mount (1, figure 71-8) and tripod
mount (10)uses a double row type rod end bearing
and axial play cannot be used for determining
bearing condition.
a. Rod end bearings on bipod mount (1) and
tripod mount (10) must be replaced if radial wear
exceeds 0.005 inch.
b. Rod end bearings on forward support tube
(12) must be replaced if radial wear exceeds 0.005
inch or axial wear exceeds 0.012 inch.
71-26. - ENGINEMOUNTS.
INSTALLATION
1. Check installation of deck fittings (11,
figure 71-8). Place rod ends of tripod mount (10)
in three fittings at left and rear of deck. Install
close tolerance bolts with washers under heads
and nuts.
2. In similar manner, install bipod mount (1)
in right deck fittings (11). Attach support
spring (13) under bolt head on outboard side of
rear fitting, and attach upper end of spring
with a bolt to clamp on bipod leg.
3. Install forward support tube (12) in the deck
fitting (11).
4. Open bearing caps (8) on pillow blocks.
Lower engine to seat main trunnion bearings.
Close bearing caps and secure with latching
eyebolts (5).
5. Align rod end offorward supporttube(12) on
forward left trunnion fitting and install retaining
bolt (14) with washer. Torque retaining bolt (14)
50 to 60 inch-pounds. Securebolt head to upper aft
bolt of trunnion with lockwire (C-405).
6. Remove LTCT 773 engine sling.
7. Accomplish main driveshaft alignment
check, if required. (Refer to paragraph 71-4.)
71-15
BHT-205A1-MM-1

TORQUE160TO 190
INCH-POUNDS

TORQUE
160 TO 190
INCH-POUNDS

TORQUE 50 TO 70
INCH-POUNDS

TORQUE 50 TO60

TORQUE480TO 690 INCH-POUNDS

INCH-POUNDS

1. Bipod Mount INCH-POUNDS

2. Pillow Block
3. Forward Trunnion
4. Cambox Bracket
5. Latching Eyebolt
6. Main Trunnion TORQUE
50TO70
7. Bearing INCH-POUNDS
8.
8. Bearing
Bearing Cap
Cap TORQUE 50 TO 70
INCH-POUNDS
9. Bellcrank Bracket
10. Tripod Mount
11. Deck Fitting
12. Forward Support Tube
13. Support Spring
14. Retaining Bolt

TORQUE 50 TO 70 INCH-POUNDS

205060-4E

Figure 71-8. Engine mounts

71-16
 BHT-205A 1-MM-1

ENGINE CONTROLS

TABLE OF CONTENTS

Paragraph Page
Number Title Number
76-1 Engine controls ................................................ . 76-2
76-2 Droop compensator controls ............................................ 76-3
76-3 Rigging - droop compensator controls ................................... 76-3
76-9 Camboxand linear actuator ........................................... 76-8
76-12 Power lever controls .................................................. 76-10
76-14 Rigging - power lever controls ....................... ................. 76-10
76-15 Rigging - flight idle solenoid .......................................... 76-13
76-21 Flight idle solenoid ................................................... 76-15
76-24 Uptrim for the T5313 engine ........................................ 76-15

LIST OF FIGURES

Figure Page
Number Title Number
76-1 Droop compensator controls ............................................ 76-4
76-2 Rigging N2 governor actuator .......................................... 76-5
76-3 Power lever control system ............................................. 76-11
76-4 Fuel control adjustments .............................................. 76-17

76-1
BHT-205A1 -MM-1

ENGINE CONTROLS
76-1. ENGINE CONTROLS. controls. The linkage in the droop compensator
system operates from a bellcrank of the collective
The engine controls consist of the droop pitch system. The power lever controls are
compensator controls and the power lever operated from a twist grip on the collectivestick.

76-2

DROOP COMPENSATOR CONTROLS
76-2. DROOP COMPENSATOR
CONTROLS.
Engine power turbine speed (N2 rpm) is controlled
through the overspeed governor by means of a
linear actuator and a droop compensator cambox
control. The droop compensator linkage consists
of tube assemblies, torque tube, mount assemblies,
cambox assembly, and linear actuator. A GOV
RPM INCR/DECR switch on the pilots collective
pitch control stick electrically operates the linear
actuator. The actuator moves an engine fuel
control lever (governor shaft) to change settings of
the power turbine rpm. The droop compensator
installation stabilizes rpm as power plant load
fluctuates with changes in main rotor pitch.
NOTE: Bellcrank (6, figure 76-1) is attached to
torque tube (4)by means of a shear pin (7),which is
designed to shear to allow unhindered operation of
the collective pitch controls if the compensator
linkage should malfunction.
76-3. RIGGING - DROOP COMPENSATOR
CONTROLS.
1. Ensure that the collective pitch control
system is fully rigged.
2. Complete the droop compensator
installation less the following items or
connections:
a. Control lever (16, figure 76-1).
b. Hardware connecting actuator (15) to
control lever (16).
c. Hardware connecting bellcrank ofcambox
(14)to adjustable control tube (12).
3. Set bellcrank of cambox (14) to center of slot
within 0.06 inch as follows: (Refer to detail C,
figure 76-2).
a. Loosen nut to allow free movement of
lockwasher.
b. Center bellcrank adjustment bolt in slot.
BHT-205A 1-MM-1
4. Using the adjustment screw orscrews (detail
A, figure 76-2)of linear actuator adjust the stroke
length as follows:
a. Electrically position actuator shaft to
approximately midpoint of stroke, by operating
GOV RPM swtch on collective control lever.
b. If actuator with two adjusting screws
installed, turn both positive stop adjusting screws
to obtain
Reduce maximum
stroke stroke.
by turning each (Refer to detail
screw ten A.)
full turns
Reduce stroke by turning each screw
away from maximum adjustment to obtain ten full turns
actuator nominal position.
c. If actuator with single adjusting screw is
installed, it is not necessary to adjust positive stop
screw to obtain nominal position. Positive stops
can be adjusted, if necessary, for travel of 0.50inch
to 1.75 inch without change in nominal position.
NOTE: One full turn of the adjusting screw will
cause a change in both the retract and extend
position of 0.032 inch. (Refer to detail A.)
d. Set actuator travel to 1.20 inches.
e. When actuator travel has been completed,
electrically move the actuator to the retracted (full
increase) position.
5. Adjust the engine governor stop screws as
follows:
a. Adjust upper governor stop screw to 0.210
inch measured from inner side of mounting boss.
NOTE:Remove and discard lead seal lockwire, if
existing.
b. Adjust lower stop screw until no less than
0.060 inch protrudes from the screw mounting
boss. (Refer to detail B, figure 76-2.)
6. Adjust cam slot setting as follows:
a. Lock collective control lever in full down
position.
76-3
BHT-205A1-MM-1

1. Collective Pitch Bellcrank

2. Control Tube
3. Bracket
Assembly
4. Torque Tube
5. Shear Fitting
6. Bellcrank
7. Shear Pin
8. Shims
9. Retaining Washer
10. Firewall Seal
11. Support
12. Control Tube
13. Cambox Bracket
14. Cambox Assembly
15. Linear Actuator
16. Control Lever
17. Governor Control Shaft

205060-59

Figure 76-1. Droop compensator controls

76-4
 BHT-205A1-MM-1

AT EACHSTOP
INCREASE- 0.06 IN.
EXTEND RETRACT DECREASE
SET FOR MAX STROKE ADJUST IF NECESSARY LOWERSTOP
MINUS TEN FULL TURNS ONE FULL TURN CAUSES
AT EACH LIMIT SCREW 0.032 INCH TRAVEL IN
BOTH STOPS

DETAIL A DETAIL B
VIEWED FROM TOP

GOVERNOR SHAFT
CENTERED CONTROL LEVER
- 0.06 IN. CAM ACTUATOR

.__SCREW STROKE

MAX. STROKE
ADJUSTED STROKE

IF THERE ARE TWO

ADJUSTING SCREWS
EQUALIZE TAKE-UP

ADJUSTMENT BOLT
MAX COMPENSATION
MINIMUM
COMPENSATION
DETAIL C
CAMBOX
ADJUSTMENT
0.380 IN.

T5313A/B ENGINE

205060-60A

Figure 76-2. Rigging N2 governor actuator (Sheet 1 of 2)

76-5
BHT-205A1-MM-1
A
CENTERPOINT
Figure 76-2. Rigging N2 governor actuator (Sheet 2 of 2)
b. Set the cam slot to be visible below the
cambox housing by 0.38 inch. Secure in this
position.
c. Adjust control tube (2, figure 76-1) so 0.020
shear wire will not pass through inspection hole of
tube. Install bolt, washers and nut on bellcrank (6)
and control tube (2).
NOTE:Ensure safety hole in rod end is completely
covered.
d. Hold cam slot setting as set in step b,
adjust control tube (12) to fit bellcrank of cambox.
7. Adjust control lever (16) as follows:
a. Lock collective control stick in full up
position.
b. Electrically operate the actuator (15) to
full increase position.
c. Adjust rod end of actuator (15) to mid
position.
d. If preloading exists between cambox (14)
and control lever (16),loosen the cambox bracket
(13) attaching bolts and adjust cambox (14) as
required.
76-6
1. Stop Assembly
3. Adjusting Screw
4. Positive Stop Arm
5. Output Shaft
205061-26
e. Set governor stop arm 0.010 inch from
upper stop. Position control lever (16) on
governor control shaft (17), at nearest serration,
to align with rod end of actuator (15).Adjust rod
end of actuator (15) to align with bolt hole of
lever (16) and provide the 0.010 inch clearance at
upper stop. Install bolt, washers, and nut on
control lever (16) and rod end of actuator (15).
f. Center actuator rod end in clevis of
lever so self-aligning bearing will absorb
rotation of shaft. Tighten jamnut.
g. Tighten all jamnuts, replace all lockwire,
cotter pins and secure all adjustable points.
h. Lock collective stick in full down position,
extend the actuator (15) to full decrease, and set the
lower governor stop screw to 0.010 inch clearance
from the stop arm.
8. On initial ground run, with collective
control lever in full down position, check for 91
percent to 101 percent plus or minus 0.8 percent
rpm range controlled by GOV RPM switch.
NOTE: Cam compensator installation should
maintain 100 percent plus or minus 0.6 percent
N2 from flat pitch to full power.
9. After preliminary rigging by preceding
steps, the final rigging adjustment will be made as
required in ground run or flight:

a. Readjust actuator stroke as necessary to
maintain 91 to 101.5 plus or minus .75 percent range
with collective stick full down.
b. Set the cam to maintain 100 plus or minus 0.6
N2 percent. (Engine Output Shaft RPM) from flat
pitch to full power.
c. If RPM droop occurs, rotate cam
counterclockwise toward maximum compensation. If
maximum cam compensation does not correct RPM
droop, shorten tube (12). Cam shall not bottom on cam
follower, either full up or full down collective. If RPM
overspeeds, rotate cam clockwise.
CAUTION: ANY ADJUSTMENT AFTER
PRELIMINARY RIGGING WILL REQUIRE
RECHECK AND ADJUSTMENT FOR PROPER
CLEARANCE OF GOVERNOR STOP SCREWS.
76-4. REMOVAL - DROOP COMPENSATOR
CONTROLS.
1. Open engine compartment cowling on left side.
2. Remove actuator (15, figure 76-1).
NOTE: Place actuator in dust proof container until
required
operationsbearing
for further
3. When control lever (16) is to be removed for
engine change, remove lockwire, loosen bolt, and lift
from serrated shaft of overspeed governor.
4. Remove control tube (12) from bellcrank of
cambox (14) and from aft end of torque tube (4) by
removing cotter pins, nuts, washer, and bolts.
5. Remove bellcrank (6), torque tube (4), and
associated parts as follows:
a. Remove access cover on left side of pylon island
to gain access for operations.
b. Remove control tube (2) from collective pitch
bellcrank (1) and bellcrank (6) by removing cotter
pins, nuts, washers, and bolts.
c. Remove nut and washer from forward end of
torque tube (4).
BHT-205A1-MM-1
d. Remove bracket assembly (3) from structural
support by removing three nuts, six washers, and
three bolts.
e. Remove retaining washer (9), shims (8), shear
pin (7), and bellcrank (6) from shear fitting (5).
f. Slide torque tube (4) forward to free from
bearing in support (11), then slide aft through
firewall seal (10).
g. Remove support (11), if necessary, to replace
bearing from engine service deck by removing four
screws and four washers.
76-5. CLEANING - DROOP COMPENSATOR.
1. Clean external surfaces of parts by wiping with
a cloth moistened with dry cleaning solvent (C-304).
Do not permit solvent to enter bearings or actuator.
2. Dry governor actuator and droop compensator
with dry, filtered compressed air.
76-6. INSPECTION - DROOP COMPENSATOR
CONTROLS.
1. Inspect linear actuator for evidence of damage
or malfunction.
2. Inspect cambox for security of parts and smooth
operation. Check that shims on each side of bellcrank
align the cam in center of slot and provides
0.001 to 0.003 inch clearance before bolt is tightened.
3. Check for broken shear pin by manually
holding torque tube and applying slight force to
bellcrank.
4. Inspect all other parts for freedom of operation,
looseness and damage.
76-7 REPAIRREPLACE -DROOP
COMPENSATOR CONTROLS.
1. Replace actuator if damage or malfunction
occurs.
2. Replace cambox and bracket assembly if
damaged or failing to operate smoothly.
3. Replaceshear pin if sheared. Investigate cause
of failure and correct any fouling of linkage or other
faulty condition.
Rev. 3 76-7
BHT-205A 1-MM-1
4. Replace other parts, where found
unserviceable.
76-8. INSTALLATION - DROOP
COMPENSATOR CONTROLS.
1. Install bellcrank (6, figure 76-1),torque tube
(4), and associated parts as follows:
a. Position and secure support (11) to engine
service deck, if previously removed, and secure
with four screws and four washers.
b. Slide torque tube (4) through opening in
firewall seal (10)then aft with pivot end in bearing
of support (11).
c. Position bellcrank (6) on shaft of shear
fitting (5), align shear pin holes and install shear
pin (7).
d. Secure shear pin (7)with shim (8),washer
(9), and plain washer on shaft of shear fitting (5).
e. Adjust shims (8) upon completion of
installation to a 0.001 to 0.003 inch clearance
between bellcrank (6) and shear fitting (5).
f. Insert assembled torque tube (4) with
forward shaft in bearing of bracket assembly (3)
on support (11) and secure with three bolts, six
washers, and three nuts.
g. Install washer and nut on forward side
of bracket assembly (3).
h. Adjust bracket assembly (3) and
support (11) fore and aft for alignment and for
freedom of operation of torque tube (4). Check and
adjust shims for 0.001 to 0.003inch clearance.
i. Install control tube (2), adjustable
end up, to collective pitch bellcrank (1) and
bellcrank (6). Secure each end with bolts,
washers, nuts, and cotter pins.
2. Install control tube (12), adjustable end
up, to bellcrank of cambox (14) and to aft end of
fitting on torque tube (4). Secure with bolts,
washers, and nuts. Install cotter pins after rigging
has been completed.
76-8
3. Install control lever (16), if removed, on
serrated shaft of overspeed governor. Adjust and
secure control lever during rigging procedures.
4. Remove terminal cover with attaching
screws from top of actuator and connect previously
stowed wires to proper terminals, and reinstall
cover with attaching screws.
76-9. CAMBOX AND LINEAR ACTUATOR.
The electrically operated linear actuator (15,figure
76-1) is controlled by the GOV RPM INCR/DECR
switch on the pilots collective pitch control stick.
The actuator moves a control lever (16)on the fuel
control governor to change settings on the power
turbine rpm. The droop compensator stabilizes
rpm as powerplant load fluctuates with changes of
main rotor pitch. This is provided by mounting the
actuator to a cambox (14) which is mechanically
linked to a bellcrank in the collectivepitch control
system.
76-10. REMOVAL - CAMBOX AND LINEAR
ACTUATOR.
1. Remove terminal cover with attaching
screws from top of linear actuator (15, figure 76-1).
Disconnect and stow electrical leads. Reinstall
cover.
NOTE:Tag and identify electrical leads for proper
installation on terminals upon reassembly.
2. Detach actuator jackshaft rod end from
control lever (16) by removing cotter pin, nut,
washer, and bolt.
CAUTION: HANDLE ACTUATOR WITH
CARE, FOR IN NEXT STEP IT WILL
BE COMPLETELY DETACHED.
3. Detach actuator clevis from cambox (14)by
removing cotter pin, nut, washer, spring washer,
and bolt.
NOTE: Use care to avoid losing spring washer,
which is installed between actuator clevis and
slider. Tag and identify for proper reinstallation
on reassembly.
 BHT-205A1-MM-1

4. Remove nuts and washer from inboard end
of two bolts that attach cambox (14) to cambox
bracket (13).
5. Remove cambox (14) with bolts in place.
Reinstall washers and nuts on bolts with care so
that shims remain in place on bellcrank pivot bolt,
between bearing and sides of housing.
76-11. INSTALLATION- CAMBOX AND
LINEARACTUATOR.
1. Install cambox (14, figure 76-1) as follows:
c. Check for 0.001 to 0.003 inch clearance
between bellcrank and housing before torqueing
pivot bolt and forward bolt.
2. Install actuator (15) as follows:
a. Position actuator clevis end to end of
slider. Install bolt with bolthead up and with
spring washer positioned between lower half of
actuator clevis and slider. Install washer, nut, and
cotter pin.

a. Remove nuts and washers temporarily b. Temporarily secure actuator rod end to
installed on bolts. control lever (16)with bolt,washer, and nut. Check
droop compensator control rigging. (Refer to
b. Position cambox (14) on bracket (13)and paragraph 76-3.) Install cotter pin after rigging
secure with previously removed nuts and washers. check.

76-9
BHT-205A1-MM-1
POWER LEVER CONTROLS
76-12. POWER LEVER CONTROLS.
The engine fuel and power control system permits
the pilot to obtain maximum performance from the
engine with a minimum of attention. Under
normal flight conditions the N2 rotor speed is
controlled by the power turbine speed governor.
The N1 speed governor safeguards the engine
against overloading, and on acceleration and
deceleration. The control avoids engine damage or
combustion blowout due to sudden changes in
76-13. POW E R LEVER CONTROL
SYSTEM.
A mechanical linkage system, actuated by a twist
grip on the collective pitch control lever, provides
manual control of the power lever on the fuel
control unit, modulating the engine from zero to
full power by controlling the gas producer (N1)
rpm. The linkage is a series of control rods,
bellcranks, and a torque tube, with adjustable
tubes at each end of the series to the fuel control
lever. One bellcrank (station 95.00) has an
adjustment to provide correct travel of the engine
airframe-mounted linkage. The power lever shaft
is serrated to accept a control arm, and has a
quadrant marked with power settings in the travel
range between stops, pre-adjusted by the engine
manufacturer or overhaul facility.
An adjustable flight idle stop and release, on the
bellcrank (station 191.57)located below the engine
service deck left side, contacts the plunger of a
solenoid to arrest travel of the control linkage at
flight idle position, when power is reduced from
higher settings. Stop release is accomplished by
use of the ENGINE IDLE STOP REL push button
switch on the pilots collective lever to retract the
solenoid plunger.
A bleed air heater shut-off switch activated by a
cam on the collective lever jackshaft is activated
when high collective stick is required, which
electrically closes the bleed air valve.
76-10
76-14. RIGGING - POWER LEVER
CONTROLS.
NOTE: Rigging of power lever control system is
normally accomplished in three operations:
riggingpower lever controls, rigging-flight idle
solenoid, and rigging-bleed air heater shut-off
switch. (Refer to Chapter 27 for rigging bleed air
heater shut-off switch.)
1. Ensure that flight idle stoppower.
solenoid (24,
figure 76-3) will not engage. (Loosen bolts and
allow bracket (22) to be low enough not to engage
cam.)
2. Ensure that adjustable rods (7 and 36) are to
nominal dimensions.
3. Ensure thattube assembly (11)is positioned
in center of slot of bellcrank (13).
4. Rotate to fullon and fulloff and
twist(3)grip
check that overtravel of twist grip is equal.
NOTE: If twist grip overtravel is not equal, an
increase or decrease in the length of either of the
adjustable rods (7 and 36) will have to be
accomplished. If overtravel of five degrees is not
available at each end of travel, then tube
assembly (11) will have to be repositioned in
bellcrank (13).
5. Adjust tube assembly (11), at serrated
attachment on bellcrank (13), so that the power
shaft stop arm (38) will bottom out on stops (39)
and twist grip will have five degrees more travel
before it bottoms. (The collective lever
incorporates internal stops for the twist grips.)
6. Recheck system for freedom of operation and
security, and that cotter pins and lockwiring is
complete.
7. Check flight idle solenoid rigging. (Refer to
paragraph 76-15.)
 1. GOV/RPM Switch
2. STOP REL Switch
3. Collective Lever
4. Jackshaft
5. Cam Bleed Air
6. Switch Bleed Air
7. Adjustable Rod 21.41" Nominal
8. Torque Tube
9. Bearing Cup
10. Shim
11. Tube Assembly 13.95"
12. Tube Assembly 37.9"
13. Bellcrank Adjustable
14. Bellcrank
15. Tube Assembly 25.16"
16. Bellcrank
17. Tube Assembly 24.01"
18. Bellcrank
STA
1820

CD

205060-62-1
BHT-205A1 -MM-1

19. Tube Assembly 33.57

20. Bellcrank
21. Cam
22. Bracket Assembly
23. Bushing
24. Solenoid
25. Base
26. Tube Assembly 21.31"
27. Bellcrank
28. Engine Support
29. Housing
30. Clamp
31. Boot Assembly
32. Clamp
33. Retainer
34. Retainer Ring
35. Split Bushing
36. Adjustable Rod 11.17" Nominal
37. Fuel Control Lever
38. Power Shaft Stop Arm ENGINE SERVICE DECK
39. Stop Screws
40. Retaining Screw

STA
SHIM (FOUR PLACES) SO 191.57
PLUNGER OPERATES FREELY
205060-62-2

Figure 76-3. Power lever control system (Sheet 2 of 2)

76-12
 MAINTENANCE MANUAL
76-15. RIGGING- FLIGHTIDLESOLENOID.
1. Rotate twist grip control on collective lever
until the power shaft stop arm (38, figure 76-3) is
aligned with the 38 degree mark on the engine fuel
control.
2. Check that plunger of solenoid (24) operates
freely through bracket bushing (23). If necessary,
adjust shims between solenoid and bracket to
obtain plunger alignment.
3. Position solenoid (24) with bracket (22) on
serrated base (25) to obtain a 0.040 plus or minus
0.010 inch clearance between tip of plunger and
projected surface of cam (21). Secure in place with
four bolts and four washers.
4. Projected surface of cam should be just aft of
center line of the solenoid plunger. Adjustcam (21)
on bellcrank (20)if necessary, but clearance must
still be maintained.
5. Check operation of flight idle stop in ground
run. If necessary, readjust stop to obtain 71 plus or
minus one percent RPM, indicated on GAS
PRODUCER TACHOMETER (N1). Check release
by actuating solenoid using push button switch on
pilots collective stick.
76-16.
CONTROLS.
REMOVAL - POWER LEVER
1. Open right aft door of fuselage (oil cooler
compartment) and engine cowling left side.
2. Remove access door below pilots seat and
deck (center) access doors.
NOTE:Tag and identify shims, bolts, and washers
removed for reinstallation in their respective
locations.
3. Remove adjustable control rod (7, figure
76-3) from collective lever and lever of torque tube
(8) by removing cotter pins, nuts, washers, and
bolts.
4. Remove tube assembly (11) from lever of
torque tube (8) and from bellcrank (13) by
removing cotter pins, nuts, washers, and bolts.
BHT-205A1-MM-1
5. Remove torque tube (8) from structural
support by removing eight screws and eight
washers from bearing cups (9) and shims (10).
6. Remove tube assemblies (12, 15, 17, and 19)
from their respective bellcranks by removing
cotter pins, nuts, washers, and bolts.
7. Remove bellcranks (13, 14, 16, and 18) from
their respective mounts by removing cotter pins,
nuts, and washers.
8. Disconnect tube assembly (19) from
bellcrank (20) by removing cotter pins, nuts,
washers, and bolts.
9. Remove bellcrank (20) with cam (21) by
removing cotter pin, nut, and washers.
10. Disassemble cam (21) from bellcrank (20)
by removing two bolts and two serrated washers.
11. Remove tube assembly (26) and protective
housing as follows:
a. Remove cotter pin, nut, washers, and bolt
securing tube assembly (26) to bellcrank (27).
b. Loosen clamp (32) securing retainer (33) to
of
structure.
boot assembly (31)and lift tube assembly (26)clear
c. Remove retainer ring (34) from split
assembly (26).
d. Loosen clamp (30) and separate boot
assembly (31) from housing (29).
e. Remove housing (29)from engine service
deck by removing five bolts and five washers.
12. Remove adjustable rod (36) from bellcrank
(27) and fuel control lever (37) by removing cotter
pins, nuts, washers, and bolts.
13. Remove bellcrank (27) from engine support
(28) by removing cotter pin, nut, washer, spacer,
and bolt.
76-13
BHT-205A1-MM-1

14. Remove lockwire and loosen retaining 2. Position bellcrank (27) on engine support
screw (40) and lift fuel control lever (37) from (28)with longer leg up and shorter leg forward and
serrated power lever shaft. secure with bolt, spacer, washer, nut, and cotter
pin.
76-17. CLEANING - POWER LEVER
CONTROLS. 3. Check adjustable rod (36) for 11.17 inches
between centers of rod end bearings.
1. Clean external surfaces of parts by wiping
with a cloth moistened with solvent (C-304).Do not 4. Position adjustable rod end (36)in place and
permit solvent to enter bearings or solenoid. secure with bolts, washers, nuts, and cotter pins.

2. Dry power lever control with filtered, dry 5. Install tube assembly (26) and protective
compressed air. housing as follows:

78-18. INSPECTION - POWER LEVER a. Position housing (29) on engine service

CONTROLS. deck and secure with five bolts and five washers.

1. Inspect control rods and tube assemblies for
cracks, general condition, end fittings for security,
and bearings for binding or rough operation.
2. Inspect bellcranks, torque tube and levers
for security, cracks, damage, and binding or rough
bearings.
b. Position boot assembly (31) around
housing (29) and secure with clamp (30).
c. Position retainer ring (34) on tube
assembly (26), install split bushing (35) around
tube assembly (26)and in opening of retainer (33)
and secure with retainer ring (34).

3. Inspect solenoid for security and proper
operation.
76-19. REPAIR/REPLACE - POWER LEVER
CONTROLS.
1. Replace control rods or tube assemblies if
cracked, distorted, or loose rod ends or bearings.
2. Replace bellcranks, torque tube, and leversif
damaged.
3. Replace bearings if damaged, rough
operation, or binding.
4. Replace solenoid if malfunctioning, and
recheck rigging of solenoid if replaced.
76-20. INSTALLATION- POWER LEVER
CONTROLS.
1. Position fuel control lever (37,figure 76-3)on
the power lever shaft so that the lever is as nearly
parallel to the power lever shaft stop arm (38) as
serration alignment will permit. (Make a final
adjustment of fuel control lever during rigging.)
Tighten retaining screw (40) and lockwire.
d. Place loosened clamp (32) on boot
assembly (31)and install tube assembly (26)down
into boot assembly (31).
e. Position boot assembly (31) approximately
0.20 inches above clamp. Adjust boot assembly so
that there will be no binding during tube extension
or retractions. Install retainer (34)and securewith
clamp (32).
f. Position tube assembly (26) to mate with
bellcrank (27) and secure with bolt, washers, nut,
and cotter pin.
6. Position bellcrank (20) on mounting and
secure with washers, nut, and cotter pin.
7. Connect previously installed tube assembly
(26)to bellcrank (20) using bolt, washers, nut, and
cotter pin.
8. Install bellcranks (13,14,16, and 18)at their
respective mounts and secure with washers, nuts,
and cotter pins.
9. Install tube assemblies (12,15,17, and 19)to
their respective bellcranks and secure with bolts,
washers, nuts, and cotter pins.

76-14

10. Install torque tube (8) to bearing cups (9).
Position torque tube to fuselage structure.
Adjust shims (10) to allow a 0.032 inch space at
each end between end of torque tube and bearing,
and secure with eight screws and eight washers.
11. Position tube assembly (11) to lever of
torque tube (8)and to bellcrank (13).Secure aft end
of tube assembly at approximately center of slot in
bellcrank. (Final adjustment will be accomplished
during rigging.) Secure with bolts, washers, nuts
and cotter pins.
12. Check adjustable rod (7) for 21.41 inches
between centers of rod end bearings.
13. Position adjustable control rod (7),
adjustable end aft, to collective lever and lever of
torque tube (8). (Final adjustment of control rod
will be accomplished during rigging.) Secure with
bolts, washers, nuts, and cotter pins.
76-21. FLIGHT IDLE SOLENOID.
A spring loaded, electrically actuated flight idle
solenoid is installed in the power lever control
system. The plunger of the solenoidis contacted by
a stop assembly to arrest movement of the control
linkage at the proper start or flight idle speed.
76-22. REMOVAL- FLIGHTIDLESOLENOID.
1. Disconnect terminals of wires from solenoid
(24, figure 76-3) and stow cable assembly.
NOTE:Tag and identify terminals and shims for
proper installation upon reassembly.
2. Remove four bolts and four washers
securing bracket (22) to base (25) and structures.
3. Remove four screws with four shims
securing solenoid (24) to bracket assembly (22).
76-23. INSTALLATION - FLIGHT IDLE
SOLENOID.
1. Position solenoid (24, figure 76-3) on bracket
assembly (22) and, using previously removed
shims, secure with four screws.
BHT-205A 1-MM-1
2. Check that plunger of solenoid is centered
through bushing (23). If necessary, adjust
thickness of shims to align plunger through
bushing.
3. Position solenoid with base (25)on fuselage
structure and secure in place with four bolts and
four washers. Position solenoid to its lowest
position so that cam will not contact solenoid at
any position. (Final adjustment will be
accomplished during rigging.)
4. Connect cable assembly terminals to
terminals of solenoid.
5. Position cam (21) on bellcrank (20) and
secure with two bolts and two serrated washers.
Make final adjustment of cam during rigging.
(Refer to paragraph 76-15.)
76-24. UPTRIM FOR THE T5313 ENGINE.
1. Accomplish a maximum power (torquemeter
pressure) check. (Refer to the Flight Manual.)
2. If the check is satisfactory, uptrim is not
required. If the installed engine does not
satisfactorily meet the maximum power check,
insure that the engine compressor is clean and
perform adjustment/test checks of the variable inlet
guide vane and bleed band systems per Lycoming
Maintenance Manual No. T5313-2. If these checks
are satisfactory, limited uptrim of the engine is now
allowed using the following procedure.
NOTE: Large changes in available torque may
signal more severe engine, airframe, or instrument
problems which should not be treated as normal
deterioration requiring uptrim.
a. Fuel Control Adjustment.
WARNING:ADJUSTMENTS TO THE FUEL
CONTROL MAY AFFECT SAFETY OF FLIGHT.
ONLY DESIGNATED AND QUALIFIED
PERSONNEL SHALL BE PERMITTED TO
PERFORM THE ADJUSTMENTS. RECORD
ORIGINAL FUEL CONTROL ASSEMBLY
SETTINGS BEFORE MAKING ANY
ADJUSTMENTS.
76-15
BHT-205A1 -MM-1
CAUTION: AFTER THE FUEL CONTROL TRIM
ADJUSTMENT HAS BEEN CHANGED, THE
MAXIMUM N1 SPEED FROM THE ENGINE
HISTORICAL RECORDS (AS RECORDED ON THE
ENGINE DATA PLATE) IS NO LONGER
ACCURATE AND THE GAS PRODUCER SPEED
THERMODYNAMIC LIMIT GAGE MARKING
AND SPEED LIMIT PLACARD MUST BE
CHANGED ACCORDINGLY.
NOTE:Thegas producer speed check chart in the
flight manual (extended to 102%)is still valid if the
new adjusted gas producer speed is used to adjust the
chart reading rather than using engine nameplate
gas producer speed. The exhaust gas temperature
check is still valid.
Each time the engine fuel control is trimmed in this
manner, the new baseline N1 speed as determined in
Step (5) shall be recorded by replacing the gas
producer speed limit placard and changing the
engine historical records.
(1) Remove lockwire and loosen the trimmer
lock bolt (1, figure 76-4).
CAUTION: IF TOO MUCH ADJUSTMENT HAS
BEEN MADE, IT IS POSSIBLE TO EXCEED THE
N1 STRUCTURAL LIMIT (102%) DURING THIS
CHECK. N1 SPEED SHOULD BE CAREFULLY
MONITORED (AND IF NECESSARY,LIMITED BY
THE PILOT) DURING THE MAXIMUM POWER
CHECK.
76-16
NOTE: One-eighth turn of takeoff trim screw (3)
equals approximately 2 psi torque which is
approximately equal to 1% N1.
(2) Increase torque pressure (and N1 speed) to
meet the maximum power check by turning the
takeoff trim screw (3) counterclockwise. Decrease by
turning the takeoff trim screw clockwise. Do not
decrease below data plate N1 speed.
(3) After adjustment is completed, torque
trimmer lock bolt (1) and secure with lockwire
(C-405)to trimmer screws (2) and (3).
(4) Repeat the maximum power check.
(5) Insure that N1 speed does not exceed 102%
and verify that the new torque pressure is not less
than the Maximum Power check chart torquemeter
pressure. The takeoff power N1 speed recorded
during the maximum power check at N1 topping
shall be used as a basis for selecting a new gas
producer speed limit placard for the cockpit, and
shall be selected to the nearest .1%. Enter this speed
in the engine historical records.
 BHT-205A1-MM-1

View A

Figure 76-4. Fuel control adjustments

76-17/76-18
 BHT-205A1-MM-1

ENGINE OIL

TABLE OF CONTENTS

Paragraph Page
Number Title Number

79-1 Engine oil system ........................... 79-2

79-2 Engine oil cooler .............................. 79-2
79-8 Testing - engine oil cooler ........................... 79-5
79-9 Engine oil tank ...................................................... 79-5
79-15 Engine external oil filler ......................... 79-7
79-19 Turbo blower ........................................................ 79-8

LIST OF FIGURES

Figure Page
Number Title Number

79-1 Engine oil components ................................................ 79-3

79-2 Engine oil system ............................................... . 79-4

79-1
BHT-205A 1-MM-1
ENGINE OIL SYSTEM
79-1. ENGINE OILSYSTEM.
Engine lubricating oil is suplied from a tank
mounted on the forward firewall at right side of
engine compartment. The oil flows to inlet port of
an engine-driven, dual-element pump on front of
the engine accessory gearbox. Oil is delivered
under a relatively constant volume and variable
pressure, maintained by a pressure relief valve on
the pump, to a filter on the left side of accessory
gearbox. Through a system of external transfer
tubes and internal passages, the engine receives
adequate gear and bearing lubrication. A
scavenge section of engine oil pump directs oil
through external lines to an oil filter, then to the oil
cooler. Depending upon temperature of the
scavenged oil, it is either circulated through cooler
or routed directly back to oil supply tank through a
bypass valve. (Refer to figure 79-1 for engine oil
system components.)
79-2. ENGINE OIL COOLER.
A cooler for engine oil is mounted in the bottom of
the fuselage behind the engine, and is connected
into the oil return line through a thermal bypass
valve. Cooling air flow is provided by a bleed air
driven turbo blower.
79-3. REMOVAL- ENGINEOIL COOLER.
1. Drain oil cooler by opening valve below cooler
outlet. (Refer to figure 79-1.)
2. Disconnect inlet, outlet, and drain tubes
from cooler fittings and valve.
3. Remove four bolts and washers at lower side
flange to detach engine cooler from support.
Remove oil cooler.
79-4. CLEANING - OIL COOLER.
When the oil cooler is removed from the helicopter
after a prolonged period of service, it shall be
cleaned both internally and externally as follows:
1. Clean exterior of oil cooler with steam or
similar vapor-pressure agent. Remove any
obstructions from air fins with compressed air.
79-2
2. Clean cooler internally by pressure flushing
with suitable equipment, which should include a
centrifugal pump capable of a flow rate of 10 gpm
at 30 psi pressure, suitable tanks and hoses, and
two 100-meshscreens, installed at inlet and outlet
ports.
3. Ensure that drain valve is in closed position,
then connect cleaning equipment to inlet and
outlet port.
4. Clean cooler interior to remove oil and
sludge by circulating solvent (C-304)thorugh the
cooler. Circulate fluid in opposite normal flow
direction for 30 minutes, or until fluid appears
clean after passing though cooler. Drain cooler.
5. Remove carbon deposits, engine oil, gums,
interior with solvent (C-304). Flush opposite
normal flow direction for 30 minutes; reverse lines
and flush for another 30 minutes.
6. Rinse cooler for 10 minutes with solvent
(C-304). Blow cooler dry with compressed air.
79-5. INSPECTION
- ENGINEOILCOOLER.
1. Inspect the oil coolerfor distortion in air fins,
damaged passages, bulged plates, cracked
castings, broken welds, and stripped threads.
2. Inspect core assembly for foreign matter,
leakage, and scoring.
79-6.REPAIR/REPLACE - ENGINE OIL
COOLER.
1. Limit repairs of oil cooler to the
straightening of air fins.
2. Replace the oil cooler if any of the following
exists:
a. Blown or bulged tubes.
b. Cracked or broken flanges, shrouds, ducts
or castings.
c. Major dents and similar damage in tube
edges or in tanks which do not leak, but could
impair oil cooler performance.
 BHT-205A 1-MM-1

1. Fillercap

11.
12. Engine
Engine bleed
oil air valve
filter .
19. Engine
Tank breather hose
13.
14. Pressure
Oil tap
pressure hose and transmitter
switch 20.
21. Tank return
Tank vent oil line
drain line
valve
15. Oil pressure transmitter tube 22. Bolt
16. Torque transmitter pressure hose 23. Bolt (drilled head)
17. Torque transmitter vent hose 24. Nut
205061-13B

Figure 79-1. Engine oil components

79-3
BHT-205A1 -MM-1

1. No. 3 and 4 Bearing Pressure Line

2. Pressure Line to Manifold
3. No. 2 Bearing Scavenge Line
4. No. 2 Bearing Pressure Line
5. Pressure Manifold
6. No. 3 and 4 Bearing Scavenge Line
7. No. 3 and 4 Bearing Inlet Strainer
8. Torquemeter Boost Pump
9. Main Oil Filter
10. Oil Pump

205061-1026

Figure 79-2. Engine oil system

79-4
 BHT-205A1-MM-1

d. Damaged air fins which cannot be
straightened.
e. Damaged threads in drain port or on inlet
and outlet pad studs.
79-7. INSTALLATION - ENGINE OIL COOLER.
1. Assemble gasket and fitting on cooler inlet,
securing with nuts and washers on four studs.
Assemble fitting on cooler outlet in same manner.
Install drain valve, with packing and nut, in port
below cooler outlet.
2. Position cooler assembly, with inlet and
outlet ports forward. Install bolts, with thin
aluminum alloy washers under heads, through
slotted holes in lower side flanges of cooler into
plate nuts of support.
3. Install bolts through mating flanges of
engine and transmssion oil coolers.
4. Connect oil tubes to cooler inlet and outlet
fittings, and connect drain tube to valve.
3. Flush oil cooler thoroughly, using mixture of
three parts engine oil (C-010), and one part
corrosion preventive compound (C-101).
79-9. ENGINE OIL TANK.
79-10. REMOVAL -ENGINE OIL TANK.
1. Open rightenginecowling. Drainoiltankby
opening valve in drain line below tank.
2. Disconnect all lines from tank. Cap or cover
all lines.
3. Cut lockwire,loosen tank strap turnbuckles,
and remove tank from support. (Refer to figure
79-1.)
79-11. CLEANING - ENGINE OIL TANK.
1. Flush out tank with solvent (C-304).
2. Remove cap and fittings, as necessary.

5. Position duct between upper flanges of 3. Dry tank with filtered, compressed air.
cooler and mount. Install eight bolts, with thin
aluminum alloy washers under heads, through 79-12. INSPECTION- ENGINEOILTANK.
mounting flanges into plate nuts of duct.
1. Inspect tank for punctures or leaks, torn or
79-8. TESTING- ENGINEOILCOOLER. punctured internal screens, and damaged threads
in fittings.
1. Plug either inlet or outlet port, and connect
air line to the open port. Submerge cooler in water 2. Inspect removable fittings and sight plugs
at ambient room temperature and apply 10psig air for damage.
pressure. Heat water to 120° to 130°F (49° to 54°C)
and gradually increase air pressure to 100 psig. 3. Inspect tank support straps and strap pads
Check for air bubbles in water, indicating leaks in for damage.
cooler. Remove cooler from water, release air from
system, and blow cooler dry with compressed air. 4. Inspect tank support for cracks or damage at
If leakage is indicated, replace cooler. mounting points.
2. Plug either inlet or outlet port, and apply 79-13. REPAIR/REPLACE- ENGINE OIL
water at 75°F (24°C) at 400 psig to other port. Lock TANK.
fluid in cooler for 10 minutes and examine cooler
for leaks. Release water pressure, drain cooler,and 1. Replace tank if any of the following exists:
dry with compressed air. If leakage is indicated,
replace cooler. a. Punctures or leaks.

NOTE: The interior of the cooler must be b. Torn or punctured internal screens.
completely dry before final flush with oil and
corrosion preventive compound. c. Damaged threads in fittings.

79-5
BHT-205A1-MM-1

d. Any damage which affects capacity or 79-14. INSTALLATION

- ENGINEOILTANK.
function.
1. Position tank in strap assembly.
2. Replace packings at reinstallation. Replace 2. Align tank with tube assemblies.
any damaged sight plugs or other removable
fittings. 3. Attach tube assemblies and hose
assemblies.
3. Replace unserviceable pads on tank straps
and support. Replace support assembly if straps 4. Connect and tighten turnbuckles and secure
are unserviceable. with lockwire (C-405).

79-6
 BHT-205A1 -MM-1

ENGINE OIL DISTRIBUTION

79-15. ENGINE EXTERNALOIL FILTER. 10. Install V-band clamp around mating
flanges of filter body and head. Torque nut to 50
79-16. REPLACEMENT - ENGINE EXTERNAL inch-pounds.
OIL FILTER ELEMENT.

1. Open left engine cowling. 11. Check for oil leaks and oil tank for
servicing after next engine run-up.
2. Drain oil from oil filter.

3. Remove V-band clamp.

79-17. REMOVAL - ENGINE EXTERNAL OIL
4. Remove filter body (5, figure 79-1) and element FILTER.
and remove packing from top of filter body.
1. Open left engine cowling.

5. Remove filter element from filter body.
Removepackings from boss in bottom of body and
from boss on filter head.
6. Install new packing in bottom of filter body
and on filter head.
7. Place new filter element in filter body and
seat firmly on boss.
8. Install new packing around upper lip of body
next to flange.
9. Install body with element and packing into
filter head.
CAUTION: THE T-BOLT V-BAND CLAMP (8)
SHALL BE OF CRES A286 MATERIAL. THE T-
BOLTS MANUFACTURED OF CRES A286
MATERIAL CAN BE IDENTIFIED BY EITHER
A LETTER B STAMPED ON THREADED END
OR A BROWN PAINT SPOT PAINTED ON
THREADED END. T-BOLTS OF INCORRECT
OR UNIDENTIFIED MATERIAL SHALL BE
REMOVED FROM SERVICE NO LATER THAN
1 MAY 1981.
2. Drain oil from oil filter.
3. Disconnect inlet, outlet and drain lines from
filter.
4. Disconnect electrical connector from filter.
5. Remove four bolts, nuts, and washers
securing filter to mounting bracket.
79-18. INSTALLATION - ENGINE EXTERNAL
OILFILTER.
1. Position oil filter to mounting bracket and
secure with four bolts, nuts, and washers.
2. Connect electrical connector to filter.
3. Connect inlet, outlet, and drain lines.
4. Close engine cowling.
5. Check filter for leaks and oil tank for
servicing at next engine run-up.

79-7
BHT-205A1-MM-1

TURBO BLOWER

79-19. TURBO BLOWER. CAUTION: MAKE SURE REDUCER ORIFICE

IS INSTALLED IN BLOWER INLET TO
79-20. REMOVAL - TURBO BLOWER AND PREVENT BLOWER OVERSPEED.
DUCT.
2. Check that support bracket is secured with
1. Open access door at right side of fuselage three screws and washers to fuselage bulkhead.
below engine tailpipe.
2. Remove blower screen. 3. Position blower assembly, with inlet
pointing forward at left side, and align mounting
3. Disconnect air hose from blower inlet holes with duct flange and support bracket.
fittings.
4. Attach blower to duct with eight bolts, using
4. Remove three bolts (22 and 23, figure 79-1), thin aluminum alloy washer under each bolt head
with nuts, and washers, to detach blower from and nut.
support bracket.

5. Remove eight bolts and washers to detach
blower from duct. Remove blower assembly.
6. Remove eight bolts and washers which
secureupper flanges of coolerand mount to sides of
duct. Remove duct.
5. Attach blower to support bracket with
three bolts (22 and 23, figure 79-1), using thin
alloy washer under each bolt head and nut.
6. Connect hose from bleed air valve line to
blower inlet.

7. Remove blower inlet, remove reducer orifice. 7. Secure nut (24) to bolts (23) with lockwire
Remove and discard packing. (C-405).

- TURBO BLOWER
79-21. INSTALLATION 8. Install screen on blower flange with bolts,
AND DUCT. washers, grommets, and nuts.

1. Install reducer orifice, with new packing, 9. Check blower operation at next
in blower inlet. engine runup.

79-8
 BHT-205A1-MM-1

CONSUMABLE MATERIALS

NOTE

For a complete listing of Consumable Materials and Maintenance

Supplies, refer to Appendix A, BHT-ALL-SPM manual.

C- 1/C-2
 BHT-205A1-MM-1

ALPHABETICAL INDEX

Paragraph,
Subject Figure, Table Subject Figure, Table
Number Number
A Cyclic Force Gradient ................... 27-21
CyclicJackshaft ......................... 27-32
Accumulator, Hydraulic ................... 29-16 Cyclic Servoactuators ................... 29-27
Accumulators, Dual Hydraulic System ....... 29-60
Actuator, Linear .............. ....... 76-9 D
Airworthiness Limitations ................. 4-1
Alert Service Bulletins ..................... 1-2 DailyInspections .......................... 5-2
Alignment, No. 1 Hanger Bearing Dampers, Friction ....................... 66-98
Support and Tail Rotor Gearbox ......... 66-116 Determining Center of Gravity ............... 8-4
Alignment, Power Plant .................. 71-4 Door, Baggage Compartment .............. 52-30
Anti-Torque Control Pedals and Door, Nose Access ........................ 52-33
Adjusters............................. 27-39 Doors
... ................ ......... 52-1
Anti-Torque Control System .............. 27-34 Drain Valve, Fuel Sump ................. 28-30
Anti-Torque Force Trim .................. 27-45 Driveshaft Covers, Tail Rotor ............. 52-41
Anti-Torque Servo Actuator ............... 29-37 Driveshaft, Main ....................... 66-7
Driveshafts, Tail Rotor ... ...... .....66-102
B Droop Compensator Controls ............... 76-2
Dual Hydraulic Filter element ............. 29-58
Baggage Compartment Door ............... 52-30 Dual Hydraulic System ................... 29-43
Battery ................................ 12-15 Dual Hydraulic System Pump .............. 29-63
Blades, Tail Rotor ........................ 65-76
Bleed Air Heating System ................. 21-3 E
Blower, Transmission Oil Cooler ............ 66-82
Boost Pumps, Fuel ...................... 28-27 Ejection Mechanism, Crew Doors ........... 52-18
Elevator, Synchronized .................. 27-58
C Emergency Escape Panel .................. 52-21
Engine Controls .......................... 76-1
Cabin Roof Windows ...................... 56-6 Engine Fire Extinguisher ......... .........26-4
Cambox and Linear Actuator .............. 76-9 Engine Fire Extinguisher Bottles .......... 12-16
Cargo Door Windows .. ........... 56-18 Engine Mounts . . ................ 71-23
Cargo Hook .............. ......... 25-28 Engine Oil System ........................ 79-1
Cargo/Passenger Doors ................... 52-8 Engine Uptrim, T5313 ................... 76-24
Center ofGravity,Determination ............ 8-4 Equipment/Furnishings .................. 25-1
Collective Control Linkage ............... 27-11 External Oil Filter, Transmission ........... 66-66
Collective Pitch Control System ............ 27-3
Collective Servoactuator ................. 29-22 F
Collective Stick and Jackshaft ............. 27-5
Component Overhaul Schedule ............ 5-5 Filter, Engine Oil ...................... 79-15
Compressor Stall or Surge ................. 5-24 Filter, Hydraulic ........................ 29-11
Consumable Materials ..................... 1-5 Filter, Transmission Oil Sump ............. 66-62
Coupling Lubrication Log ................ 12-21 Fire Detection .......................... 26-2
Cowlings and Fairings ..................... 71-5 Fire Extinguisher Bottle
Crew Door Ejection Mechanism ............ 52-18 Servicing, Engine ...................... 12-16
Crew Doors .............................. 52-3 Fire Extinguisher, Engine ................. 26-4
Crew Door Windows ...................... 56-14 Fire Extinguisher, Portable ............. 26-3
Cyclic Control Stick ...................... 27-17 Fire Extinguisher, Portable,
Cyclic Dual Servo Actuator ................ 29-73 Servicing ....................... 12-17

Index 1
BHT-205A 1-MM-1

Paragraph, Paragraph,
Subject Figure, Table Subject Figure, Table
Number Number
Fire Protection ........................... 26-1
Flex Coupling Lubrication Log ............. 12-21
Flexible Couplings ....................... 66-29 Ice and Rain Protection .................... 30-1
Flight Controls .......................... 27-1 IdleSolenoid,Flight ..................... 76-21
Flight Idle Solenoid ...................... 76-21 Inertia Reel and Shoulder Harness ........... 25-7
Flow Switches, Fuel ..................... 28-24 Inspect Drive Quill ..................... 66-31
Flushing Hydraulic System ................ .29-4 Integrated Valve and
Force Gradient, Anti-Torque .............. .27-46 Filter Assemblies ...................... 29-55
Force Gradient, Cyclic ................... .27-21 Intermediate (42 ° ) Gearbox .............. 66-117
Force Trim, Anti-Torque .................. 27-45 Inspection, 100 Hour ....................... 5-3
Force Trim, Cyclic ...................... 27-20 Inspection, 1000 Hour ...................... 5-4
Friction Dampers ....................... 66-98 Inspections ............................... 5-1
Fuel Boost Pumps ....................... 28-27
Fuel Distribution System ................ .28-18 J
Fuel Filter, Main ....................... 28-39
Fuel Low Limit Switch .................. 28-33 Jacking .................................. 7-4
Fuel Shutoff Valve ...................... 28-36 Jackshaft, Collective ...................... 27-5
Fuel Sump ............................ 28-20 Jackshaft, Cyclic ........................ 27-32
Fuel Sump Drain Valve .................. 28-30
Fuel System ............................. 28-1 K
Fuselage................................ 53-1
L

Landing Gear ............................ 32-1

Gearbox, Intermediate (42 ° ) ............. .66-117 Leveling ................................ 8-1
Gearbox, Tail Rotor (90 °) ................. 66-136 Lifting and Jacking ....................... 7-1
Ground Handling Gear ................... .32-8 Lift Link ............................... 66-22
Lightning Strikes ........................ 5-25
H Limitations, Airworthiness ................. .4-1
Limit Switch, Fuel Low .................. .28-33
Hard Landing ........................... 5-26 Linear Actuator ......................... 76-9
Heating and Ventilation System ............. 21-1 Low Fuel Level Limit Switch ............. 28-33
Helicopter Description ...................... 1-4
Helicopter Storage ........................ 10-4 M
Hinged Panel Door ....................... 52-29
Hinged Panel Door Windows .............. .56-22 Magnetic Brake, Anti-Torque ................ 27-
Hoist, Maintenance ...................... 25-38 Magnetic Compass Malfunction ............ 5-26
Hook, Cargo ........................... 25-28 Main Driveshaft ......................... 66-7
Hub and Blade Assembly, Main Fuel Filter ........................ 28-39
Main Rotor ........................... 65-14 Main Rotor Blades ..................... 65-21
Hub and Blade Assembly Main Rotor Hub ........................ 65-32
(212-010-701)Tail Rotor ................. 65-63 Main Rotor Hub and Blade ............... 65-14
Hub and Blade Assembly Main Rotor Mast ....................... 66-14
(212-011-701)Tail Rotor ................. .65-70 Maintenance Hoist ..................... 25-38
Hydraulic Pump Drive Quill .............. .66-40 Mast ................................ 66-14
Hydraulic Pumps, Dual .................. .29-63 Metal Particle Inspection ................. 66-4
Hydraulic Reservoir ...................... 29-7 Mooring ............................... 10-3
Hydraulic System ........................ 29-1 Mounts, Engine ........................ 71-23
Mounts, Transmission Pylon .............. 66-97

Index 2
 BHT-205A1-MM-1

Paragraph, Paragraph,
Subject Figure, Table Subject Figure, Table
Number Number
N R

Nose Access Door ........................ 52-33 Reservoir, Hydraulic ...................... 29-7

Nose Ballast ............................. 8-7 Rotor Blades, Main ...................... 65-21
Rotor System ........................... 65-1
O
S
Oil Cooler Blower,
Transmission .......................... 66-82 Scissors and Sleeve ...................... 65-53
Oil Cooler,Transmission ................. .66-78 Scope of Manual ........................... 1-1
Oil Distribution System, Engine ............ 79-15 Seats, Pilot and Copilot .......... 25-1
Oil Filter, Engine, External .............. .79-15 Servicing .............. ............... 12-1
Oil Filter, External, Transmission .......... 66-66 Servo Actuator, Anti-Torque .............. .29-37
Oil Filter, Transmission Sump ............. 66-62 Servo Actuator, Collective ................ .29-22
Oil Pump, Transmission ................. 66-50 Servo Actuators, Collective
Oil System, Engine ....................... 79-1 (Dual Hydraulic System) ................ .29-68
Overhaul Schedule, Component ............. .5-5 Servo Actuator, Cyclic
Overspeed ........................ ...... 5-22 (Dual Hydraulic System) ................ .29-73
Overtorque ............................. 5-23 Servo Actuators, Cyclic .................. .29-27
Shoulder Harness and Inertia Reel ........... 25-7
P Shutoff Valve, Fuel ...................... 28-33
SoundproofingBlankets .................. 25-33
Parking ................................. 10-1 Stabilizer Bar ........................... 65-43
Passenger/Cargo Doors .................... 52-8 Stations, Waterlines, and
Passenger/Cargo Door Windows ........... .56-18 Buttock Lines ........................... 6-2
Passenger Step .......................... 25-17 Step, Passenger ......................... 25-17
Pilot and Copilot Seats .................... 25-3 Stick, Cyclic Control ..................... 27-17
Pitch Change Mechanism, Storage of Helicopter ...................... 10-4
Anti-torque ............................ 27-52 Structure Repair ......................... 53-3
Placards and Markings ................... .11-1 Sudden Stoppage ......................... 5-21
Portable Fire Extinguisher ........... 12-17, 26-3 Sump Drain Valve, Fuel ................. .28-30
Power Lever Controls .................... 76-12 Sump, Fuel ........................... 28-20
Power Plant ............................ 71-1 Swashplate and Support Assembly ......... .65-59
Power Plant Alignment ......... .......... 71-4 Synchronized Elevator ................... .27-58
Power Train ............................ 66-1 Synchronized Elevator Controls ............ 27-56
Principal Dimensions ..................... 6-1
Pump, Fuel Boost ........................ 28-27 T
Pump, Hydraulic ........................ 29-19
Purging Fuel System ................... .12-6A Tachometer Drive Quill .................. 66-40
Pylon Mounts, Transmission ............... 66-97 Tailboom ............................... 53-6
TailboomStructure ....................... 53-4
Q Tailpipe Fairings ....................... 71-19
Tail Rotor Blades ........................ 65-76
Quill, Hydraulic Pump and Tail Rotor Control System ................ 27-34
Tachometer Drive ....................... 66-40 Tail Rotor Drive Quill ................... .66-26
Quill, Input Drive ....................... 66-31 Tail Rotor Driveshaft Covers .............. .52-41
Quill, Intermediate Gearbox Tail Rotor Driveshafts .................. 66-102
Output ............................ 66-123 Tail Rotor (90 ° ) Gearbox ................ .66-136
Quill, Tail Rotor Drive .................... 66-26 Tail Rotor Hub and Blade
(212-010-701)
.......................... 65-63

Index 3
BHT-205A 1-MM-1

Paragraph, Paragraph,
Subject Figure, Table Subject Figure, Table
Number Number
Tail Rotor Hub and Blade Ventilation and Heating System ............ 21-1
(212-011-701) .......................... 65-70 Vibration Analysis, Rotor ................. 65-2
Tail Skid ............................... 32-13
Tail Skid Ballast ......... .. .......... 8-8 W
Temperature Indicator,
Hydraulic Reservoir .................... 29-54 Weighing ................................ 8-3
Towing ................................. 9-1 Weight and Balance ........................ 8-2
Transmission Oil Cooler ................. 66-78 Windshields ............................. 56-1
Transmission Oil Pump .................. 66-50 Windshield Wipers ....................... 30-2
Turbo Blower .......................... 79-19 Wipers, Windshield ....................... 30-2

U X

Uptrim, T5313 Engine ................... 76-24

V Y
Valve and Filter Assemblies,
Integrated ............................. 29-55 Z

Index 4