CSP−369FF MTM−1

November 2006

MD 369FF
Maintenance Training Manual
September 2006

All rights reserved under the copyright laws.

The information disclosed herein is proprietary to MD Helicopters, Inc.
Neither this document nor any part hereof may be reproduced or transferred to
other documents or used or disclosed to others for manufacturing or any other
purpose except as specifically authorized in writing by MD Helicopters, Inc.
Copyright  1999−2006 by MD Helicopters, Inc
CSP−369FF MTM−1
Maintenance Training Manual

CAUTION

THIS TRAINING MANUAL IS INTENDED AS ATRAINING AID ONLY.

THIS MANUAL IS NOT TO BE USED AS A HANDBOOK WHILE

PERFORMING MAINTENANCE.

ALWAYS USE THE APPLICABLE MODEL HANDBOOK OF

MAINTENANCE INSTRUCTIONS (HMI) WHEN PERFORMING
MAINTENANCE AND INSPECTIONS ON MDHI HELICOPTERS

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TABLE OF CONTENTS

PARAGRAPH PAGE
Section One − Introduction
1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2
1.1 Helicopter Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2
1.2 Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.1. Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.2. Tailboom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.3. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.4. Interior Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.5. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.6. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−4
1.2.7. Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1.2.8. Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1.2.9. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1.2.10. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1.3 Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1.4 Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−8
1.4.1. Division of Subject Matter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−8
1.4.2. Page Number Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−9
1.4.3. Figure and Table Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−9
1.4.4. Associated MDHI Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−9
1.4.5. Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−10
1.4.6. MDHI Publications Changes and Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−10
1.4.7. Service Information Notices and Letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−10
1.4.8. Application of Warnings, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−11
1.4.9. Service and Operations Report Form 1601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−11
1.5 Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−13
Section Two − Airframe
2.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2
2.0.1. Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2
2.0.2. Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2
2.0.3. Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2
2.1 Airframe Station Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6
2.2 Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2.2.1. Pilot Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2.2.2. Passenger/Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2.2.3. Engine Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2.2.4. Electronic Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2.2.5. Fuel Cell Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2.2.6. Oil System And Heating System Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.2.7. Forward Lower Equipment Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.2.8. Engine Air Inlet Fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9

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2.3 Basic Airframe Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.3.1. Center Beam Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.3.2. Station 78.50 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.3.3. Station 124.00 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.3.4. Mast Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.3.5. Passenger/Cargo Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2.3.6. Dynamic/Static Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−10
2.4 Crashworthiness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−10
2.5 Lower Fuselage Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−12
2.5.1. Center Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−12
2.5.2. Cargo Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−12
2.5.3. Jacking Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−12
2.5.4. Bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−14
2.6 Forward Fuselage Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−15
2.6.1. Cockpit Enclosure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−15
2.6.2. Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−16
2.6.3. Pilot And Passenger/Cargo Compartment Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−17
2.6.4. Operational Check Of Hook Latch Door Latching System . . . . . . . . . . . . . . . . . . . . . . . . 2−17
2.7 Station 78.50 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−21
2.8 Cockpit Lower Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−21
2.9 Pilot/Copilot Seat Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−23
2.10 Aft Fuselage Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−24
2.10.1. Station 124.00 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−25
2.10.2. Aft Fuselage Boom Fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−28
2.10.3. Mast Support Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−29
2.10.4. Engine Air Inlet Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−31
2.11 Particle Separator Filter Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−32
2.12 AFS Inlet Barrier Filter (IBF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−34
2.13 Engine Mount Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−36
2.14 Engine Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−38
2.15 Tailboom And Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−40
2.15.1. Tailboom Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−41
2.15.2. Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−43
2.15.3. Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−44
2.16 Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−46
2.17 Landing Gear Design and Construction Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−46
2.17.1. Skid Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−46
2.17.2. Strut Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−48
2.17.3. Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−48
2.17.4. Brace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−48
2.17.5. Cabin Entry Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−48
2.17.6. Position Lights And Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−48
2.17.7. Landing Gear Fairing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−48
2.17.8. Landing Gear Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−50
2.18 Extended Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−53

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Section Three − Powertrain
3.0 Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3
3.1 Overrunning Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5
3.1.1. Clutch Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−7
3.1.2. Clutch Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−9
3.2 Main Transmission Drive Shaft And Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−9
3.2.1. Kamatics (Kaflex) Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−9
3.3 Transmission Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−12
3.3.1. Oil Cooler Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−12
3.4 Main Transmission (369F5100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−14
3.4.1. Main Transmission Lubrication System (369F5100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−15
3.5 Main Transmission (369D25100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−17
3.5.1. Main Transmission Lubrication System (369D25100) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−18
3.5.2. Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−20
3.5.3. Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−22
3.5.4. Main Transmission Oil System Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
3.6 Tail Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
3.6.1. Tail Rotor Drive Shaft Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
3.6.2. Tail Rotor Drive Shaft Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−28
3.7 Tail Rotor Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−29
3.8 Rotor Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−32
3.8.1. Rotor Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−32
Section Four − Tail Rotor and Control Rigging
4.0 Tail Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3
4.0.1. Tail Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3
4.0.2. Tail Rotor Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5
4.0.3. Tail Rotor Pitch Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−9
4.1 Anti−Torque Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−11
4.2 Tail Rotor Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−13
4.2.1. Rigging Tail Rotor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−15
4.2.2. Tail Rotor Bungee Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−16
Section Five − Main Rotor
5.0 Main Rotor Assembly − General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3
5.1 Static Mast Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3
5.2 Main Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5
5.3 Main Rotor Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−6
5.3.1. Strap Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10
5.3.2. Droop Stop Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−13
5.3.3. Pitch Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−14
5.3.4. Blade Attaching Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−17
5.3.5. Main Rotor Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−19
5.4 Main Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−21
Section Six − Main Rotor Controls and Rigging
6.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3

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6.1 Collective Pitch Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−5
6.1.1. Pilot’s Collective Pitch Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−5
6.1.2. Copilot’s Collective Pitch Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−5
6.1.3. Collective Pitch Stick Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−10
6.1.4. Collective Interconnecting Torque Tube and Collective Bungee . . . . . . . . . . . . . . . . . . . 6−12
6.2 Cyclic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−13
6.2.1. Cyclic Control Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−17
6.2.2. Cyclic Friction Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−17
6.2.3. Cyclic Pitch Interconnecting Torque Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−18
6.2.4. Cyclic Trim Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−20
6.2.5. One−way Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−23
6.3 Mixer Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−25
6.3.1. Mixer Assembly Operational Movement Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−26
6.3.2. Collective Control Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−26
6.3.3. Lateral Control Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−26
6.3.4. Longitudinal Control Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−27
6.4 Main Rotor Swashplate Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−27
6.5 Rotating Scissors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−30
6.6 Rigging Main Rotor Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−32
6.6.1. Rigging Collective Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−32
Section Seven − Rotor Track and Balance
7.0 Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3
7.1 Blade Tracking Equipment And Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3
7.2 Installation Of Blade Tracking Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4
7.3 Tracking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4
7.3.1. Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−5
7.3.2. Tracking Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−5
7.4 Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−7
7.5 Balance Equipment And Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−8
7.5.1. Installing Tail Rotor Balancing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7.6 Dynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7.6.1. Tail Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7.6.2. Balancing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7.6.3. Main Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7.7 Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−16
7.7.1. Vibration Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−17
7.7.2. Vibration Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−18
7.7.3. Flight Control Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−19
7.7.4. Troubleshooting Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−20
Section Eight − Engine Lubrication and Fuel Systems
8.0 Egine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3
8.0.1. Engine Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3
8.0.2. Engine Internal Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−6
8.1 Airframe Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−8

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8.1.1. Lubricant Type−specification Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−14
8.1.2. Oil Foaming And Oil Pressure Fluctuations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−15
8.1.3. Lubrication System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−15
8.2 Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−16
8.2.1. Fuel Cell Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−21
8.2.2. Fuel Shutoff Control and Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−23
8.2.3. Fuel Supply Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−25
8.2.4. Sunstrand Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−26
8.2.5. TRW Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−28
8.2.6. Fuel Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−29
8.2.7. Fuel Quantity Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−31
8.2.8. Fuel Types And Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−33
8.2.9. Fuel System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−36
8.2.10. Fuel System Maintenance Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−38
Section Nine − Powerplant
9.0 Powerplant Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2
9.0.1. Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2
9.0.2. Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2
9.0.3. Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2
9.0.4. Power and Accessories Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2
9.1 Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−5
9.1.1. Engine Oil Temperature Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−6
9.1.2. Engine Oil Pressure Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−6
9.1.3. Engine Torque System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−7
9.1.4. Turbine Outlet Temperature Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−10
9.1.5. N1 Tachometer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−12
9.1.6. N2 − Nr Tachometer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−13
9.2 Engine Warning And Caution Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−14
9.2.1. Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−14
9.2.2. Caution Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−14
9.3 Engine Power Out And Low Rotor Rpm Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−16
9.4 Engine Automatic Reignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−17
9.4.1. System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−17
9.5 Engine Anti−Ice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−17
9.6 Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−21
9.7 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−23
Section Ten − Engine Controls
10.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2
10.1 Fuel Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2
10.2 Gas Producer Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4
10.2.1. Gas Producer Fuel Control Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4
10.2.2. Rigging Gas Producer Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−10
10.3 Power Turbine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−16
10.3.1. Rigging Power Turbine Governor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−16

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Section Eleven − Electrical System
11.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2
11.1 Basic Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3
11.1.1. External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3
11.1.2. Battery/External Power Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3
11.1.3. Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3
11.1.4. Overvoltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−8
11.1.5. Reverse Current Relay (RCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−8
11.1.6. Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−8
11.1.7. Starter−generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−14
11.2 Nickel Cadmium Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−14
11.3 Generic WIre Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−18
11.3.1. Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−19
11.4 Indicator Lights Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−20
11.5 Starting And Generating System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−20
Section Twelve − Environmental Control Systems
12.0 Heating And Defogging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−3
12.1 Ventilating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−7
Section Thirteen − Airframe Instruments
13.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−2
13.1 Engine And Powertrain Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−2
13.2 Navigation Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−2
13.3 Airframe Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−3
13.3.1. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−3
13.3.2. Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−3
13.3.3. Elapsed Time Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−3
13.3.4. Digital Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−3
13.3.5. OAT Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−4
13.4 Pitot Static System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−6
13.4.1. Heated Pitot Tube Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−6
Section Fourteen − Weight and Balance
14.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−3
14.1 Weight And Balance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−3

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SECTION ONE
Introduction
 CSP−369FF MTM−1
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Introduction

1.0 Introduction
McDonnell Douglas Corporation (MDHC), headquartered in St. Louis, Missouri, was the parent
company of McDonnell Douglas Helicopter Company (MDHC), which has been engaged in
development and production of helicopters since 1948. This division was founded in 1934 by
aviation pioneer Howard Hughes and operated as Hughes Helicopters, Inc. (HHI) until its
acquisition by MDC in January 1984. In August 1997 McDonnell Douglas merged with the
Boeing Company who in turn, sold the Commercial Light Helicopter Division to MD
Helicopters, Inc. (MDHI) in February 1999.
The FAA model designation is th Model 369 while the MDHI commercial designation is the MD
500
The 369 Model of the MDHI 500D and 500E helicopter (Figure 1−1) is an advanced version of the
earlier 369H series helicopter, and is a direct result of a continuous program to improve the
operation, performance, safety, and maintenance aspects of the helicopter.

1.1 Helicopter Design

In addition to advanced aerodynamic performance, this helicopter exhibits an unusually low
empty−weight to gross−weight ratio. However, strength and safety were not compromised or
relaxed in any way in the MDHI design philosophy in order to achieve these results. In fact, the
weight reduction evidenced in this helicopter results primarily from the extremely compact
design and efficient space utilization and from a constant adherence in the design approach to
extreme functional simplicity.
To assure maximum safety and freedom from catastrophic failures, the design incorporates a
number of fail−safe features in the rotors, airframe, and mechanical systems. Generally
speaking, the adverse effects on design complexity, cost, and weight, in order to provide these
obviously worthwhile features, are extremely minor. A few of the more important, and possibly
novel, fail−safe applications in the Model 369FF helicopter will be discussed in detail within
applicable chapters.

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Figure 1−1. Models 369E (MD 500E) and 369D (MD 500D)

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1.2 Major Components

1.2.1. Airframe
The airframe structure is an assembly of riveted aluminum beams, frames, bulkheads,
supports, and other structural components. The high strength airframe is built around a rigid,
three−dimensional truss structure. Crew seats and restraints are mounted on the forward
member of this truss; passenger seats and cargo are contained within the truss structure. A
center beam forms a load carrying structure for the helicopter. This center beam provides
attachment for and supports most of the helicopter components, including the landing gear.
This ‘‘roll bar" design gives the Model 369FF the safest airframe ever introduced in helicopter
industry.

1.2.2. Tailboom
The tailboom assembly extends rearward from its attachment to the aft fuselage boom fairing.
It is a monocoque structure of aluminum skin over aluminum frames at the forward and aft
ends of the tailboom, and houses the tail rotor drive shaft, tail rotor control rod and electrical
conduit. The aft end supports a tail rotor gearbox and tail rotor, in addition to the horizontal
and vertical stabilizers.

1.2.3. Landing Gear

The landing gear is a horizontal skid−type gear and is not retractable. Fore and aft braces,
struts, and shock absorbing dampers are attached to the underside of the fuselage center frame
section. Skid tubes are attached to contoured fittings at the lower ends of the struts, and
provide attachment points for installation of ground handling wheels.

1.2.4. Interior Arrangement

Several interior arrangements are available with the Model 369FF helicopter. Crew and
passenger compartment seating may vary from a two to seven place configuration with seat
belts at each position. An instrument panel is located forward of the crew compartment seats.
The instrument panel includes flight and engine instruments, in addition to warning and
caution lights and various switches and controls.

1.2.5. Flight Controls

Cyclic, collective and adjustable pedal controls are provided at the left crew position.
Adjustable friction devices, which may be varied to suit the individual pilot, are incorporated
on the left side collective, cyclic and throttle controls. In addition, electric cyclic control trim
actuators allow all flight loads to be trimmed out. Since stick control forces are low, a boost
system is unnecessary. The right controls may be removed to provide space for cargo or
passengers.

1.2.6. Propulsion System

The power plant is an Allison Model 250−C20B or 250−C20R/2 free turbine, turboshaft engine.
The engine is mounted at a 47 degree angle from horizontal and is supported by three engine
mounts within the engine compartment.
The engine installation is designed for rapid replacement as a unit. Removal of the engine is
readily accomplished by disconnecting plumbing, wiring, engine mounts, etc., and lowering the
engine from the engine compartment.

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Introduction

HORIZONTAL STABILIZER

MAIN ROTOR INSTALLATION

VERTICAL STABILIZER

TAIL ROTOR
TRANSMISSION

TAILBOOM

AFT SECTION
INSTALLATION
TAIL ROTOR
ASSEMBLY
FLIGHT CONTROL
INSTALLATION

ENGINE
INSTALLATION
MAIN TRANSMISSION AND
POWER TRAIN
FORWARD SECTION
INSTALLATION
ENGINE ACCESS DOOR ASSEMBLY

CARGO DOOR ASSEMBLY

LOWER SECTION INSTALLATION

PILOT DOOR
ASSEMBLY

LANDING GEAR

TG01−0001

Figure 1−2. 369FF Series Helicopter − Major Components

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1.2.7. Drive System

Power from the engine is transmitted to the rotors through a clutch assembly, gearboxes and
connecting shafts.
The overrunning clutch is mounted on the engine accessory drive gearbox and acts as a free
wheeling unit in the event of engine failure. Thus, in autorotation, the rotor system does not
expend energy to drive an idling or dead engine.
The main transmission is mounted at the lower end of the non−rotating main rotor mast and is
rigidly fixed in position by support members connected to the center truss section. The
transmission is lubricated by an air cooled lubrication system.
The main rotor drive shaft transmits power from the main transmission to the main rotor hub.
The tail rotor drive shaft is a single aluminum tube with Bendix or Kamatics couplings which
operate without intermediate supports. Excessive oscillation of the drive shaft during
acceleration and deceleration of the drive system is suppressed by the drive shaft damper
located at the rear of the boom fairing.
Both the main and tail rotor transmissions utilize spiral bevel gears. Lubrication of the main
rotor gearbox is by an integral oil pump. A splash system provides tail rotor gearbox
lubrication. A sight gage in the main rotor gearbox and on the tail rotor gearbox simplify oil
level inspection.
1.2.8. Rotor System
The main rotor is a five bladed fully articulated system with blades that are balanced
span−wise to a master weight and are individually interchangeable. Lead−lag blade
movements are dampened by elastomeric dampers mounted on the pitch housing assemblies
and linked to the trailing edge of their respective blades. The pitch of the blades is controlled
through a conventional swashplate system. Provisions for a hoisting lug is incorporated at the
top of the rotor head.
A two−bladed teetering tail rotor provides torque compensation and directional control. Blades
consist of a bonded−in−place metal airfoil with a spar formed from honeycomb material. A
strap pack counteracts blade centrifugal forces. Blade pitch change is accomplished by
movement of a swashplate which is in turn linked to the blade pitch change arms.
1.2.9. Fuel System
The fuel system is of the suction type and consists of two interconnected fuel cells, with a total
fuel capacity of 64 U.S. gallons, an engine driven fuel pump, starting fuel pump, and various
interconnecting lines and associated electrical equipment.
Both fuel cells are fabricated of synthetic rubber and are vented to the atmosphere. The fuel
cells are serviced through a common filler neck on the right side of the fuselage.
1.2.10. Electrical System
Electrical power is supplied by a regulated 28 volt starter− generator which is driven by the
engine. An ammeter is provided on the instrument panel to indicate battery charging current.
Switches are provided on the console for lights, generator, battery, and other electrically
controlled devices. Night flying equipment consists of a landing light, two anticollision lights
and position lights. Post lights, using an optical wedge feature to distribute and diffuse the
light, illuminate the instrument panel. In addition, an external power receptacle is installed.

1.3 Principal Dimensions

Principal dimensions for the Model 369FF helicopter are shown in Figure 1−3.

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GENERAL NOTES:
1. HELICOPTER ON GROUND WITH FULL FUEL.
TYPICAL ATTITUDE OF CARGO DECK 5.3
DEGREES NOSE UP.
2. IF OPTIONAL EXTENDED LANDING GEAR IS
INSTALLED, ADD 0.87 FT. (0.27 M) TO ALL
7.53 FT VERTICAL DIMENSIONS.
8.6 FT. (2.30 M)
(2.62 M)

1.15 FT
(0.35 M)

4.57 FT. 5.43 FT.

(1.40 M) (1.66 M)
6.45 FT.
(1.97 M)

27.35 FT.
(8.34 M)

32.06 FT. (9.78 M)

6.8 FT. (2.1 M)
23.88 FT. (7.28 M)

8.1 FT
(2.5 M).
8.03 FT.
(2.45 M)

4.57 FT.
(1.39 M) 4.75 FT.
(1.45 M)

23.08 FT. (7.04 M)

25.46 FT. (7.77 M) 1.3 FT. (0.40 M)
TG06−0003

Figure 1−3. Principal Dimensions − 369FF

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1.4 Publications
Principal publications for the Model 369FF helicopters are the applicable pilot’s flight manuals
and maintenance manuals. The maintenance manuals include general maintenance and
electrical systems information along with illustrated parts and structure catalogs and overhaul
and repair information. Also included in the maintenance information library are service
information notices and letters.
Operators and maintenance personnel should refer to the current publications index for a
complete listing of all maintenance information available.
MDHI maintenance manuals provide system descriptions, servicing and maintenance
procedures, periodic and special inspections, overhaul schedules, limited life component
replacement schedules, and weight and balance calculations.
MDHI manuals are prepared in general compliance with Air Transport Association
Specification for Manufacturers Technical Data (ATA−100).
The uniform numbering system established by ATA−100 is used. This numbering system
provides a means for dividing material into Chapter, Section, Subject and Page. The number is
composed of three elements, which consist of two digits each. The chapter and section elements
(sub−assembly 10, 20, 30, etc.) are assigned by ATA−100. Subject/Unit element numbers are
assigned by MDHI.

1ST ELEMENT 2ND ELEMENT 3RD ELEMENT

62 10 00

CHAPTER / SYSTEM SUBJECT / UNIT

LANDING GEAR SYSTEM LANDING GEAR
SECTION / SUB−ASSEMBLY
LANDING GEAR
9TG01−002
Figure 1−4. ATA Numbering System
1.4.1. Division of Subject Matter
The Maintenance Manual (HMI) is contained in two books:
CSP−HMI−2 contains general mechanical maintenance data.
CSP−HMI−3 contains maintenance data on instruments, electrical and avionics.

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1.4.2. Page Number Blocks

Maintenance Practices consists of either a brief subtopic or a combination of the following
subtopics: Servicing, Removal/Installation, Adjustment/Test, Inspection/Check,
Cleaning/Painting and Approved Repairs. Two methods are used for numbering maintenance
practices page blocks.
If a single subtopic or all subtopics under Maintenance Practices are brief, they are combined
into one topic. All such topics are numbered within page number block 201 − 300.
If individual subtopics become so lengthy that a combination would require numerous pages,
each topic is broken out. Page number blocks accordingly are as follows:
Description and Operation...1
Fault Isolation . . . . . . . . . . . 101
Maintenance Practices . . . 201
Servicing . . . . . . . . . . . . . . . . 301
Removal/Installation . . . . . 401
Adjustment/Test . . . . . . . . . 501
Inspection/Check . . . . . . . . . 601
Cleaning/Painting . . . . . . . . 701
Repairs . . . . . . . . . . . . . . . . . 801
Initial Installation . . . . . . . 901
Each page bears an effective date, either that of original issue or of the latest revision.
1.4.3. Figure and Table Numbering
Illustrations and tables use the same numbering as the page block in which they appear. For
example, Figure 202 would be the second figure in a Maintenance Practices section. When
referring to a figure or table within the same section, it is referenced as follows; (Ref. Figure
202). When referring to a figure or table within another section, it is referenced as follows; (Ref.
Table 1, 91−00−00).
1.4.4. Associated MDHI Manuals
Information beyond the scope of the Maintenance Manual may be found in these basic
associated manuals which are prepared as separate publications but should always be kept
and used with this manual:
CSP−IPC−4, Illustrated Parts Catalog.
CSP−COM−5, Component Overhaul Manual.
CSP−SRM−6, Structural Repair Manual.
(CSP−IPC−4) Illustrated Parts Catalog for Models 369FF/FF − 500/600N
(CSP−D−7) Illustrated Structures Catalog for Model 369D and
(CSP−ISC−7) Illustrated Structures Catalog for Models 369E/FF − 500N provide, with text and
illustrations, a complete definition of all repair parts and spare items available for the
helicopter. Use the (IPC) only for the purpose of parts procurement.
• Component Overhaul Manual (Overhaul Data)
The COM contains overhaul instructions for major components such as the main transmission,
tail rotor transmission, overrunning clutch, etc. When components must be removed from
service for overhaul, refer to the COM and/or contact the appropriate manufacturer or their
field service representative for desired publication information (Ref. Table 201).

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• Structural Repair Manual

The CSP−SRM−6, SRM contains illustrated helicopter structural maintenance and repair
information.
1.4.5. Engine Data
The Model 250 Series gas turbine engines are manufactured by the Allison Engine Company
Inc.. Refer to the applicable Allison Engine Repair and Maintenance Manual and the
Illustrated Parts Catalog supplied with the engine for specific engine maintenance
information (Ref. Table 201, Related Publications and Directives). Fault isolation and
maintenance procedures for the helicopter/engine interface systems are in divisions specified
by the index.
1.4.6. MDHI Publications Changes and Revisions
Changes in the helicopter, equipment, maintenance practices, procedures and additional
information developed by experience affect manual content. To ensure that MDHI manuals
continue to reflect current changes, revised information is provided by one or more of the
following communications:
• Revision
Alteration of portions of the manual by the replacement, addition and/or deletion of pages is
accomplished by revision. The List of Effective pages (LOEP) that accompany each revision
identifies all affected pages. Such pages should be removed from the manual and destroyed.
Added or replaced pages should be inserted and checked against the LOEP.
• Reprint
When large numbers of changes are involved, the manual is reprinted to include all prior
revisions.
1.4.7. Service Information Notices and Letters
Service information is to be considered as part of the manual.
• Service Information Notices and Bulletins are broken into two categories as follows:
• Red Border Notices: The red border notices deal with critical items that must be corrected.
These notices are mandatory and require a record of accomplishment. They may be
re−occurring (flight−time or calendar) or one−time only notices.
• Blue Border Notices: The blue border notices are not mandatory and can be accomplished at
the owner/operator’s discretion. When instructed, these notices may require a record of
accomplishment. These notices deal with non−critical or optional items only.
• Service Bulletins: The Service Bulletin deal with critical items that must be corrected.
These bulletins are mandatory and require a record of accomplishment. They may be
re−occurring (flight−time or calendar) or one−time only bulletins. The service bulletin
replaces the red border notice.
• Technical Bulletin: The Technical Bulletins are not mandatory and can be accomplished at
the owner/operator’s discretion. When instructed, these bulletins may require a record of
accomplishment. These bulletins deal with non−critical or optional items only. the
technical bulletin replaces the blue border notice.
• For a complete listing and explanation of current and cancelled notices, refer to Service
Information Notices Index.
• Service Information Letters are strictly information only. They may inform the
owner/operator of options available, up−coming notices, bulletins, warranty/repair
changes, etc.

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1.4.8. Application of Warnings, Cautions and Notes

Throughout this manual, and associated manuals, Warnings, Cautions and Notes are used to
emphasize instructions or information considered to be unusual or critical.
WARNING and CAUTION statements are always placed before the information or
instructions to which they apply.
A NOTE may appear in the text either before or after instructions to which it applies,
depending on the relative significance of the information.
The conditions that warrant use of Warnings, Cautions and Notes are defined as follows:
Operating procedures and practices which, if not strictly observed, may
WARNING result in personal injury, or loss of life.
Operating procedures and practices which, if not strictly observed, may result in
CAUTION damage to or destruction of equipment.
NOTE: An operating procedure or condition that is essential to highlight.
1.4.9. Service and Operations Report Form 1601
MDHI Service and Operations Report Form 1601 may be used to report to MD Helicopters, Inc.
in detail any service difficulties encountered with any MDHI helicopter. Use of the form is
encouraged and recommended to enable MDHI to provide owners and operators improved
service, support and product improvements. The form also serves as a convenient detailed
record for owners and operators. Copies of the form may be procured by contacting the Product
Support Dept.

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Figure 1−5. SOR Form 1601

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1.5 Inspections
NOTE: Refer to HMI Chapter 05−00−00.
No other factor is quite so important to the safety and durability of the helicopter and its
components as are faithful and diligent attention to regular checks for minor troubles and
prompt repair when they are found. Total familiarity with both the engine and helicopter
manufacturer’s inspection schedules along with close adherence to checklist procedures will not
only result in a safe aircraft, but also a helicopter with a high degree of availability. Inspections
are as follows:
• Daily inspection: 05−00−00
• Component Overhaul/Recommended Replacement: 05−10−00
• 100−Hour or Annual Inspection: 05−20−00
• 300−Hour Inspection: 05−20−10
• Yearly Inspection: 05−20−15
• Special Inspections: 05−20−20
• Conditional Inspections: 05−50−00
• Periodic inspection (FAR Part 91)

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SECTION TWO
Airframe
 CSP−369FF MTM−1
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Airframe

2.0 General
NOTE: Reference applicable data in CSP−HMI−2 or CSP−SRM−6 Manual, Chapters
52−10−00, 52−40−00, 53−00−00, 71−10−00, and71−10−10.
2.0.1. Design
• The airframe structure is egg−shaped and provides very clean aerodynamic lines. The rigid,
three−dimensional truss type structure increases crew safety by means of its roll bar
design, and by reduction in the number of potential sources for failure. The airframe
structure is designed to be energy absorbing and fails progressively in the event of impact.
2.0.2. Construction
• The fundamental airframe structure is divided into three major sections; the forward
fuselage section, lower fuselage section, and the aft fuselage section (Ref. Figure 2−7). Two
types of construction are incorporated into the major fuselage sections. They are
monocoque and semi−monocoque. A monocoque structure is one in which the skin bears the
entire load. A semi−monocoque structure, such as the aft section boom fairing, is one in
which the internal structural members bear part of the design load.
2.0.3. Identification
• Each Model 369FF airframe and major helicopter component, or part, is identified with a
part number and serial number.
Part numbers are preceded by the prefix 369A, 369H, 369N or 369D2 followed by four or five
Arabic numerals, plus a dash and additional numerals if necessary. The dash numbers are
always odd numerals, unless the part number is used in complementary configurations
(right and left hand) or in more than one location. In such cases, the right− hand component
is assigned an even dash number. Certain kits and components are identified by the prefix
M plus numerals.
PART NUMBER EXAMPLE

Part Number: 369D 21600 −3

Prefix
Component Part Number
Dash Number

Serial numbers, as illustrated below, show the month and year of manufacture plus
the sequential number of the part.

SERIAL NUMBER EXAMPLE

Serial Number: 2 7 0001

Month
Year
Component Sequential Number
NOTE: All Model 369FF helicopters are delivered without the manufacturing date coding as part
of the serial number.
Each airframe bears a permanently attached Data Plate (located on the left forward pilot’s)
seat structure on earlier model aircraft and on the lower right−hand side of the fuselage aft of
the passenger door on later model aircraft, giving the following information:

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EXAMPLE DATA PLATE

MD Helicopters, INC. MODEL NO. 369FF
Mesa, Arizona SERIAL NO. 0151E
TYPE CERT. NO. H3WE
PROD. CERT. NO. 410
NOTES:

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Figure 2−6. Airframe Structure

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FORWARD FUSELAGE

LOWER FUSELAGE

TGF53−0000
AFT FUSELAGE

Figure 2−7. Helicopter Major Sections

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2.1 Airframe Station Locations

NOTE: Refer to 06−00−00
Due to the size and complexity of the airframe, it is necessary to divide the helicopter with
vertical and horizontal reference lines. Reference lines are given in inches and are standard
ship line identifications known as station lines, butt lines, and water lines. These reference
lines allow precise location of structural members and other components. The station location
diagram gives station locations of structural numbers in horizontal and vertical planes
(Ref. Figure 2−8).
Station (STA) lines are vertical lines and start at a point approximately 15.00 inches forward of
the fuselage nose which is designated as station 0.00. Station lines for rotor blades start at
center line of hub and proceed along blade, parallel to cord.
Butt lines (BL) are vertical lines which start at the fuselage center line and proceed left and
right. Right butt lines are designated plus (+) and left butt lines are designated minus (−).
Water lines (WL) are horizontal lines. Waterline 0.00 is tangential to bottom of fuselage at
station line 90.61. Water lines above 0.00 are designated plus (+) and water lines below 0.00 are
designated minus (−).

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CANT STA
78.50
STA
108.50 STA STA STA
146.62 164.87 185.89
CL CANT STA STA STA STA
124.00 137.50 155.75 174.00
MAST CANT STA
197.78
WL 76.70

WL 66.00
STA
15.00
WL
WL 45.36 49.37
CORNER
PILOT’S CL BEAM
SEAT
WL 21.50 WL 34.50
WL 32.00

WL 22.75 WL 11.98

WL 14.19 WL 13.10
JACKING POINT
STA 96.89, BL ±25.60
WL 0.00 WL 0.00

STA STA STA STA STA STA STA

44.65 56.85 84.79 96.42 108.04 119.67 137.50
STA
0.00 STA STA STA STA STA
50.50 64.37 90.61 102.23 124.00
CANT STA STA
78.50 113.85
WL 102.17
WL 96.91

STA 289.12

WL 55.34 WL 54.17

CANT STA
209.78 CANT STA
CANT STA CANT STA CANT STA 264.32
197.78 219.96 242.14
WL 26.67
CANT STA WL 22.36
273.00

CANT STA
281.12
NOTE: FRAME BASE
WHEN MEASURING EXTERNALLY FROM RIVET LINES,
NOTE THE SIDE AT BULKHEAD OR FRAME INDICATED AS
THE STATION AND COMPENSATE FOR RIVET POSITION
TGF06−0005
IN THE ATTACHMENT FLANGE.

Figure 2−8. Station Diagram

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A. PILOT
B. PASSENGER AND CARGO
C. ENGINE COMPARTMENT
D. ELECTRONIC
E. FUEL CELLS
F. OIL & HEATING SYSTEMS
G. FWD LOWER EQUIPMENT
H. ENGINE AIR INLET FAIRING

50−009−2

Figure 2−9. Compartments

2.2 Compartments
The eight major compartments of the fuselage are identified by letters A through H, and are
described in the following paragraphs (Ref. Figure 2−9).
2.2.1. Pilot Compartment
The pilot compartment is located in the forward fuselage structure. The pilot station is on the
left side and the copilot station, when installed, is on the right.
2.2.2. Passenger/Cargo Compartment
The passenger/cargo compartment is located at the cg directly aft of the pilot compartment, and
has a volume of 42 cubic feet. The compartment contains two passenger seats, which may be
removed to accommodate cargo loading.
2.2.3. Engine Compartment
The engine compartment is located directly aft of the passenger/cargo compartment. The
engine is accessible through clamshell doors that hinge on the lower right and left sides of the
fuselage structure.
2.2.4. Electronic Compartments
The electronic compartments are located in the lower section of the forward fuselage structure,
directly beneath the floor at the pilot and copilot stations.
2.2.5. Fuel Cell Compartments
The fuel cell compartments are located to the right and left of the center beam, directly under
the passenger/cargo compartment floor. Access to the fuel cells is through removable panels
that form sections of the floor.

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2.2.6. Oil System And Heating System Compartments

The oil system and heating system compartments are located directly aft of the
passenger/cargo compartment, on the right and left sides of the helicopter. Access is gained
through panels attached to the aft canted frame structure. The engine air duct and a passage
for the main drive shaft are centered between the oil system and the heating system
compartments.

2.2.7. Forward Lower Equipment Compartment

The pilot compartment seat support structure provides enclosures on each side of the aircraft
that house the forward landing gear dampers and struts, electrical components, and control
system components.

2.2.8. Engine Air Inlet Fairing

The engine air inlet fairing directs air to the engine and oil cooler blower.

2.3 Basic Airframe Truss

Although the materials, fasteners, and fabrication methods used in construction of the Model
369FF airframe are commonplace aerospace items and applications, they do not result in a
commonplace structure. The resulting airframe, in fact, possesses an aggregate of features that
provide an optimum strength to weight ratio (Ref. Figure 2−10). The high strength of the
primary fuselage structure is derived from the interaction of the basic airframe truss, composed
of the following members:

2.3.1. Center Beam Assembly

The center beam assembly extends longitudinally along the center line of the lower fuselage
section, and is the primary structural member of the basic airframe truss. The center beam is
made up of aluminum panels, stiffeners, doublers, and forged landing gear fittings.

2.3.2. Station 78.50 Canted Frame

The station 78.50 canted frame is the forward member of the basic airframe truss, and
establishes the cross sectional contour of the fuselage. The station 78.50 canted frame is
aluminum with panel and frame members forming the crew compartment seat back.

2.3.3. Station 124.00 Canted Frame

The station 124.00 canted frame is the aft member of the basic airframe truss, and establishes
the cross sectional contour of the aft fuselage. The upper portion is aluminum and stainless
steel, and the lower portion is aluminum and titanium. The station 124.00 canted frame forms
the aft compartment seat back and the engine compartment firewall.

2.3.4. Mast Support

The mast support structure is the upper member of the basic airframe truss, and interconnects
the upper ends of the two canted frames. The mast support is constructed of aluminum, steel
forgings and sheet metal members.

2.3.5. Passenger/Cargo Floor

The floor structure of the passenger/cargo compartment is the lower member of the basic
airframe truss, and interconnects the lower ends of the two canted frames. The floor structure
is constructed of aluminum channels and sheet metal members.

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2.3.6. Dynamic/Static Loads

All dynamic and static loads are displaced by the basic airframe truss as a result of the
interaction of the structural members.Flight loads are displaced from the nonrotating main
rotor mast to the mast support, which is the upper member of the basic airframe truss. The
mast assembly, because of the floating axle type main rotor drive shaft, receives main rotor
thrust and moment vectors normal to the axis of rotation directly from the bearing between the
mast and the rotor hub. The main rotor mast is nonrotating, and thus receives the major rotor
support loads as predominantly steady loads rather than rotating beam loads, as in
conventional practice. Propulsion (torque) is transmitted independently through the main
rotor drive shaft, which is not relied upon to transmit primary flight loads to the airframe.
Static loads are displaced from the landing gear to the landing gear fittings in the center beam
structure which is the primary member of the basic airframe truss.

2.4 Crashworthiness
Although fail−safe structural provisions are normally thought of as applied strictly to
fatigue−loaded components, the MDHI Model 369FF also provides important fail safe
characteristics in regard to crashworthiness.
Figure 2−10 illustrates the principal features that increase the crash safety of the helicopter.
Shoulder and seat belts are attached to the primary structure rather than to the seats.
A deep fuselage base structure, including a center beam, in combination with integral sheet
metal seats, provides sufficient yielding depth for maximum energy absorption during a crash
impact. This provision for yielding collapse of the fuselage substructure during a crash and
without sudden failure of rigid members, provides exceptional crash safety to the crew long
after the initial structure failures resulting from a severe impact.
The basic structure also forms a rugged truss protecting the crew from rotor and transmission
collapse, or in the event of rollover. The fuel cells are protected in a crash by the double wall
bottom with the closely spaced frames and by the deep center beam. The engine is mounted low
and to the rear of the passenger and fuel compartments, thus presenting no crash hazard.

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BASIC STRUCTURE FORMS TRUSS

PROTECTING CREW WHO SIT ON
FRONT OF TRUSS, FROM INJURY
IN ROLL OVER

MAST SUPPORT
STRUCTURE

STA 78.50 CANTED FRAME STA 124.0

CANTED FRAME

INTEGRAL SEATS
CANNOT
COME LOOSE ENGINE MOUNTED LOW
AND TO REAR

ÎÎÎÎÎÎÎÎÎÎ
ÎÎÎ
ÎÎÎÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎ ÎÎÎ
CENTER BEAM
ÎÎÎÎÎÎÎÎÎÎ
ÎÎÎÎÎÎÎ ÎÎÎ
DEEP BASE BEAM AND INTEGRAL SHOULDER AND SEAT BELTS
SOLIDLY ATTACHED TO
SEAT ARE ENERGY ABSORBING PRIMARY STRUCTURE
SHEET METAL STRUCTURE THAT PASSENGER/CARGO COMPARTMENT FLOOR
CUSHIOINS BY YIELDING

PASSENGER/
CARGO
COMPARTMENT CENTER BEAM
FLOOR

FUEL CELLS

DOUBLE WALL
SECTION A−A
FUEL CELLS PROTECTED BY
CENTER BEAM AND DOUBLE
WALL C ONSTRUCTION

Figure 2−10. Basic Airframe Truss

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2.5 Lower Fuselage Section

NOTE: Refer to 53−20−00

2.5.1. Center Beam

The center beam (Ref. Figure 2−11) assembly is located on the lower longitudinal centerline of
the aircraft fuselage and forms the lowest truss member and the foundation to which most of
the important structural members of the fuselage are attached.

In two areas, the beam is basically formed by aluminum webbing and forgings that provide the
strength necessary for landing gear attachment. The web of the I−cross sectioned beam is
aluminum skin, with top and bottom cap strips of aluminum T−channels. The beam is located
under the cabin floor structure and is stiffened with vertically placed Z− channels.

As previously mentioned, aluminum forgings provide the inboard attachment of the landing
gear. The landing gear forgings also provide a means of attachment for the inboard ends of the
landing gear braces and the cyclic trim actuators. Spherical bearing are utilized at the
attachment areas of the above items.

Two ‘‘L" shaped stainless steel fittings are riveted to the center beam, and provide attachment
for the cargo hook. Cargo hook fittings support a design load of 2000 pounds.
2.5.2. Cargo Floor
The floor is basically a 0.016−inch aluminum sheet with reinforcements above and beneath.
The top reinforcement is formed by seven laterally spaced hat−shaped channels that are
spot−welded to the floor and extend across the fuselage. Cutouts for left and right fuel cell
access and for passage of the fuel tank filler are provided through the floor. The fuel cell access
holes are covered by access covers incorporating a portion of one hat channel each. As the
compartment floor is considered a stressed structural area, (1300 pounds), the fuel cell access
covers must be secured for flight and during aircraft jacking. Cargo tie down is provided by
pip/pins and horseshoe−shaped fittings that attach to holes located in the side walls of the hat
channels. Reinforcement of the floor is provided by attachment to the center beam and the floor
support longerons on each side of the aircraft. In addition, a longitudinally positioned hat
channel, located under the floor, on each side and outboard of the center beam provides support
and guide channels for control rods to the engine gas−producer fuel control and power−turbine
governor. The floor bottom is reinforced with spot−welded doublers and angles. The leveling
target is spot−welded to the top of the right hand section, just inboard of the right fuel cell
access cover.
2.5.3. Jacking Fittings
The helicopter is equipped with three jacking fittings (Ref. Figure 2−11), two at the center of
the rear door frames (station 96.89) and one at the aft end of the boom fairing (station 197.78).
Jacking fittings are riveted to the fuselage structure; however, the forward two fittings are
removable for installation of passenger steps.

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LWR SUPPORT
GUIDE CHANNEL
N2 CONTROL ROD

LWR SUPPORT
GUIDE CHANNEL
N2 CONTROL ROD

Figure 2−11. Fuselage Structure − Lower Section

Extending down from the floor and floor support longerons on each side of the passenger/cargo
compartment are seven ribs. The ribs are attached to the center beam vertical stiffeners.
Provisions for the jacking/tie down fitting attachment is provided in the form of a rib−attached

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forging on each side of the aircraft. The forgings attach to the top side of the third rib aft of the
station 78.50 canted frame.
The inside flange of each rib on both sides of the fuselage provides for attachment of a single−ply
fiberglass liner. Brazier−head rivets attach the liner to the ribs, and all rivet heads are covered
with tape for cell chafe protection.

STATION 78.50
CANTED FRAME
AND BULKHEAD

SEAT SUPPORT
STRUCTURE

PILOT’S FLOOR STATION 124.0

BULKHEAD AND
LOWER
FIREWALL

PILOT’S FLOOR
SUPPORT PILOT’S SEAT
BULKHEAD STRUCTURE BULKHEAD

RIB

Figure 2−12. FWD Fuselage Structure − Lower Section

2.5.4. Bulkheads
The lower fuselage section ( Figure 2−11 and Figure 2−12) has four major bulkheads attached
to the center beam assembly. The pilot’s floor support bulkhead is at the forward end of the
center beam (station 44.65). The pilot’s seat structure bulkhead is at the forward end of the
pilot’s seat structure (station 64.37). The station 78.50 bulkhead (canted frame) is at station
78.50 and is the forward member of the basic airframe truss. The station 124.00 bulkhead
(canted firewall is at station 124.00 and is the aft member of the basic airframe truss.

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2.6 Forward Fuselage Section

Ref. Figure 2−13 andNO TAG.
UPPER CANOPY
FRAME CANTED STATION 78.5

CENTER
CANOPY FRAME

DOOR FRAME
ASSEMBLY

PILOT’S SEAT
STRUCTURE

LOWER CANOPY
FRAME

W.L. 13.10

CANOPY PANEL ASSEMBLY

Figure 2−13. Forward Fuselage Section

2.6.1. Cockpit Enclosure
The cockpit enclosure (Ref. Figure 2−14), also called the pilot compartment, consists of an
aluminum framework enclosed by stretched acrylic windshield sections, door frame sections,
and two doors. The framework is made up of a center canopy frame, lower canopy frame, and
upper canopy frame. The only nonaluminum member of the framework is a fiberglass panel on
the helicopter longitudinal centerline, extending between the lower canopy frame and the pilot
floor support bulkhead. This lower canopy panel provides for installation of the cabin
ventilating air intake, Pitot tube, and landing/hover light assembly.

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2.6.2. Windshields
NOTE: Refer to 53−10−00
The canopy framework supports four pairs of windshield assemblies (Ref. Figure 2−14). All
windshield panels are smoke−grey−tinted, stretched acrylic plastic. The acrylic windshield
panels are bonded to plastic edge retainers, which are fastened to the canopy frame by rivets.

RH UPPER CANOPY RH UPPER CANOPY

WINDSHIELD CANOPY FRAME

RH UPPER
CENTER CANOPY
WINDSHIELD

RH LOWER
CANOPY FRAME

RH LOWER CANOPY LH DOOR

WINDSHIELD

LOWER SECTION FLOOR

SUPPORT BULKHEAD TGF53−1001

Figure 2−14. Cockpit Enclosure

NOTES:

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2.6.3. Pilot And Passenger/Cargo Compartment Doors

NOTE: Refer to 52−10−00
The doors and door frames are assembled from inner and outer aluminum stamping, bonded
and spotwelded together (Ref. Figure 2−15). The doors incorporate 0.080−inch
smoke−grey−tinted acrylic windows. Plastic snap vents are installed in each door. The vents
may be rotated in the reinforced window cutout mountings, to provide for intake or exhaust of
cabin ventilating air. The left and right−hand passenger/cargo doors are located just aft of the
pilot’s compartment (fuselage midsection. Each door is constructed of a stamped inner panel to
which an outer skin is bonded and spotwelded.
Each door is equipped with a door latching and safelocking mechanism. The mechanism
provides deadlocking of the doors to prevent inadvertent door opening during flight or on the
ground.
• Door latch mechanism − current (Ref. Figure 2−16) Current door latching mechanisms
used on pilot and passenger/cargo compartment doors consist of four hook type latches
mounted on the door frame. The four latches are actuated by latch sliders which are
synchronized and connected by steel connector rods to the door handle.
With the door handle at the rest position, the door may be firmly shut and the hooks will ride
up over and engage their striker pins (Ref. Figure 2−17). Safelocking is accomplished by
moving the door handle to the lock position, which causes the latch slider that operates each
hook latch to engage a pin within the latch block, preventing further movement until the
handle is moved to the open position. When the handle is moved to the open position, the
latch sliders fully extend the latch hooks from their latch blocks, disengaging them from
their striker pins and allowing the door to open.
2.6.4. Operational Check Of Hook Latch Door Latching System
NOTE: Refer to 52−10−00

NOTES:

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LATCH COVER
(TYP)
FORWARD LATCH

WINDOW SECOND LATCH

SNAP VENT
DOUBLER
FUSELAGE DOOR SNAP VENT DOOR SEAL
FRAME (TYP)

THIRD LATCH

STOP STOP

AUTOMATIC AUTOMATIC
DOOR LATCH DOOR LATCH
MECHANISM MECHANISM
DOOR SEAL

FOURTH LATCH

LATCH COVER (TYP)

DOOR SEAL (4 PLCS)
DOOR PANEL

RETAINER
DOOR HINGE DOUBLER CLEVIS PIN
SHIM
PRESSURE RIVET (AS REQ)
SENSITIVE TAPE HINGE PIN

WINDOW HINGE PRELOAD

DOOR PANEL SPRING
WINDOW ENGAGEMENT
0.380 IN. (9.652 MM) MIN.
STOP
WINDOW INSTALLATION
DOOR SPRING
DOOR
STRUCTURE
BUSHING
DOOR HINGE HALF
DOOR FRAME (CARGO
DOOR FRAME SHOWN)
HINGE INSTALLATION

SEAL DEPRESSOR
SHIM (NOTE 2)
ANTI−CHAFING
TAPE STRIKE (NOTE 1, 2)

WASHER

SCREW
NOTES:
1. ALL GAPS BETWEEN STRIKER CORNER JOINTS
DOOR STRIKE ASSEMBLY AND OUTER EDGES TO BESEALED WITH SEALANT.
INSTALLATION 2. BOND STRIKER AND SHIMS TO DOOR FRAME, USING
ADHESIVE. R53−1004A

Figure 2−15. Pilot and Passenger/Cargo Compartment Doors

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WITNESS HOLE
ADJUST PER HMI

LATCH BLOCK
PIN

LATCH SLIDER LATCH HOUSING

LATCH HOOK

CONNECTOR ROD CONNECTOR ROD

LATCH SLIDER
LATCH LATCH HOOK
CLEVIS BLOCK

LATCH SLIDE

LATCH BLOCK
MOUNTING LATCH BLOCK
BRACKET
CONNECTOR ROD

DOOR FRAME

LATCH
STRKER
BLOCK

DOOR FRAME
LATCH
HOOK
CONNECTOR ROD HANDLE
CLEVIS ASSEMBLY

STRKE PIN

DAM
LATCH BLOCK ASSEMBLY SHIM

CONNECTOR
ROD
LATCH
STRIKER ASSEMBLY BLOCK

LATCH
HOOK
TG52−1005−1

Figure 2−16. Door Latch Mechanism − Current Configuration

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INSIDE HANDLE UNLATCH

ACTION POSITION
OUTSIDE HANDLE SAFELOCK
ACTION POSITION
INSIDE HANDLE TUBING

OUTSIDE HANDLE SAFE-

LOCKED POSITION

INSIDE HANDLE LATCHED OUTSIDE HANDLE

REST POSITION (NOTE 2) DOOR FRAME STRUCTURE

CHANNEL STRIP LATCH COVER

OUTSIDE HANDLE LATCHED

INSIDE HANDLE REST POSITION (NOTE 2)
SAFELOCKED POSITION
DOOR PANEL

OUTSIDE HANDLE UNLATCH AC-

SAFELOCK ACTION TION POSITION
HANDLE POSITIONS
(RIGHT DOOR INSIDE VIEW)
LATCH SLIDER DOOR FRAME
CLEVIS

BUMPER
SAFELOCK SLOT
SHIM
SAFELOCK TRIGGER
SAFELOCK ROLLER
LATCH BOLT
LATCH BOLT
ROLLER STRIKER PLATE
INSIDE
HANDLE 0.88 INCH (22.35 MM)
UNLATCH ACTION
NOTE 1
NOTES:
1. WHEN LATCH IS COMPLETELY SAFELOCKED,
MINIMUM OF 0.125 INCH (3.175 MM) OF FLAT
SURFACE (BEYOND ANGLED LEADING EDGE )
OF LATCH BOLT MUST BE ENGAGED WITH
LATCH ENGAGEMENT STRIKER PLATE.
(THIRD LATCH INTERIOR 2. LATCHED REST POSITION APPLIES WITH DOOR
SHOWN FOR CLARITY) OPEN OR CLOSED.

TG52−1003−1

Figure 2−17. Door Autolatch Mechanism Positions

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2.7 Station 78.50 Canted Frame

The station 78.50 canted frame is the forward member of the basic truss and establishes the
cross−sectional contour of the fuselage at station 78.50. The structure is aluminum with panel
and frame members forming the partition between the cockpit and passenger compartments.
Beneath the floor level, the canted structure serves as the forward bulkhead of the fuel cell area.
Primary strength is provided by 77−inch aft canted C−channels, forming the forward mast
supports, and beaded panels that are joined together to form a rectangular structure with a 12
by 3 inch cross−section. This tunnel provides for passage of the main and tail rotor flight control
rods.
The lateral top portion of the canted frame is formed by two C−channels that extend across the
tunnel enclosure and curve downward to a C−channel situated laterally on the frame.
Extending below the lateral channel on each side of the tunnel are sheet metal panels that are
laterally and vertically reinforced with L−channels. The rear of the tunnel and panel structure
incorporates a floor−level stressed panel for access to the control components in the station
64−to−78.50 area. This access panel must be in position prior to flight. Two other panels allow
access to the landing gear dampers and components in the area below the cockpit seats. Panels,
called foot fairings, are used to cover the left and right access openings.

2.8 Cockpit Lower Structure

The cockpit lower structure (Ref. Figure 2−18) basically consists of two bulkheads, a rib on each
side of the aircraft between the bulkheads, a floor, and the seat support structure. The majority
of the structure is fabricated from aluminum material.
The front side of the pilot floor support bulkhead provides for attachment of the antitorque pedal
support brackets and is the forward wall of the electronics compartment. The rear side is
reinforced with L−channels and is fitting−attached to the center beam assembly forward end.
The bulkhead is the forward termination for the floor support longerons, lower fuselage
longerons, and the cockpit floor. The pilot’s seat structure bulkhead forms the rear most support
for the floor and the aft wall of the electronics compartment.
Openings are provided in the floor for access to the battery and other electronic/electrical
equipment located in the below−floor−level electronics compartment. The openings are covered
by doors that fair into the cockpit floor. Ventilation of the electronics compartment is provided by
cutouts in the two bulkheads and by a vent just below the forward edge of the pilot’s door.

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STATION 78.50
CANTED FRAME

VERTICAL SUPPORT
(CONTROL RODS TUNNEL)

SEAT SUPPORT
STRUCTURE

PILOT’S SEATBELT
FLOOR FITTING, OUTBOARD

PILOT’S SEATBELT
FITTING, INBOARD

CARGO
COMPARTMENT

STATION 78.50
LOWER BULKHEAD

PILOT’S SEAT
STRUCTURE BULKHEAD
PILOT’S FLOOR RIB
SUPPORT BULKHEAD

Figure 2−18. Cockpit Lower Structure

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2.9 Pilot/Copilot Seat Structure

The box−shaped pilot and copilot seat support structures (Ref. Figure 2−19) are situated over
the seat support and station 78.50 bulkheads. The two seat structures are joined at the front by
the cyclic control and seat support bracket. This support bracket serves as the mounting point
for the cyclic stick interconnecting torque tube and various other main flight controls
components. Aft of the cyclic control support bracket is the controls support bracket, bolted
between the two seat structures. Bellcranks mounted on the controls support bracket allow
cyclic control movements to be changed from fore and aft to essentially a vertical direction.
The collective stick torque tube housing is located in and extends through the left hand seat
structure, with a major pivot bearing at the controls support bracket.
The landing gear damper attach fittings are aluminum and are riveted to the seat structure.
Both seat structures are designed to yield with impact forces. Impact forces of 6 to 9 g’s will cause
yielding of landing gear struts and braces, and 8 to 11 g’s will cause buckling of the seat
structure.

Figure 2−19. Pilot/Copilot Seat Structure

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2.10 Aft Fuselage Section

NOTE: Refer to 53−30−00
The upper aft fuselage section consists of Cant. Sta. 78.50 frame, Cant. Sta. 124.00 frame
(firewall), Mast support structure, Aft Boom Fairing, engine air inlet (plenum chamber)
installation and engine compartment firewall installation (Ref Figure 2−20).

BOOM FAIRING
FRAME FITTING

BOOM
FAIRING RINGS
AFT BOOM FAIRING
SUPPORT ROD

AFT CANTED
MAST SUPPORTS
STATION 124.00

RH MAST
SUPPORT FITTING

WL 34.96 RIB

STATION 137.50
UPPER SECTION RING

STATION 124.00
CANTED FRAME

Figure 2−20. Aft Fuselage Section

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2.10.1. Station 124.00 Canted Frame

The station 124.00 canted frame and lower panel and ring form the aft member of the basic
truss and also establish the rearward cross section of the fuselage (Ref Figure 2−20
and Figure 2−21).
The main members of the station 124.00 structure are two forward−canted aft mast supports
and a canted frame. The C−cross section aft mast supports are joined to the canted frame and
mast support structure at the tops and the lower bulkhead at their lower end. The canted frame
structure incorporates left and right hand compartments outboard of the aft mast supports.
Access panels cover the compartments housing the engine oil tank and oil cooler on the right,
and the cabin heater and transmission oil cooler on the left.
The upper firewall of the engine compartment is constructed of corrosion−resistant steel
(CRES) and is canted rearward into the engine compartment area, thus forming the back walls
for the heater and oil system compartments. A smaller center panel is also part of the upper
firewall, and is provided with a circular cutout for passage of the powertrain overrunning
clutch flange.
The lower firewall panel is 0.016 titanium and forms the passenger compartment aft wall and
separates the passenger/cargo and fuel cell area from the engine compartment. A Y− cross
section aluminum extrusion attached to the top of the station 124.00 panel forms the canted
intersection and provides attachment for the aft mast supports, canted frame, and the bottom
of the upper firewall panels. Soundproofing (Ref. Figure 2−22) is fitted over the main
transmission and at canted frame station 124.00.

NOTES:

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MAST SUPPORT
STRUCTURE

TAIL ROTOR DRIVE OUTPUT

MAIN SEAL DRAIN TUBE
TRANSMISSION
COOLING BLOWER DRAIN TUBE

AFT MAST
SUPPORT
CHANNEL

DRAIN

INPUT SHAFT
SEAL DRAIN TUBE

COOLING BLOWER ”Y” EXTRUSION

UPPER
FIREWALL

STATION 124
CANTED
FRAME

METAL DRAIN TUBE

PLENUM DRAIN TUBE

LOWER
FIREWALL

GROMMETS
103−007

Figure 2−21. Station 124.00 Canted Frame

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TRANSMISSION
PANEL

CURRENT CONFIGURATION

QUARTER
PANEL

TGF53−3003−2

Figure 2−22. Model 369FF Station 124.00 Canted Frame Soundproofing

NOTES:

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2.10.2. Aft Fuselage Boom Fairing

The aft fuselage boom fairing is a semi− monocoque structure and consists of the tail cone and
turtleback, or lower section (Ref. Figure 2−23).
The boom fairing tail cone is part of a subassembly and consists of six die−stamped aluminum
rings, five of which are attached to the upper engine compartment ring and rib structure.
A sixth ring is suspended approximately 12 inches forward of the rearmost fuselage structure.
The rearmost structure consists of a frame fitting utilized for tailboom attachment, tail rotor
drive shaft damper support, and fuselage jacking. The rings and single fitting are
interconnected with longerons and an aft channel, rivet−secured into a semimonocoque
assembly, and are attached to the canted station 124.00 and mast support structure, thus
forming an integrated aft fuselage assembly.
The turtleback or lower section is formed by the station 137.50 ring and three ribs which
straddle a horizontal rib referred to as the waterline 34.96 rib. The structure forms the top of
the engine compartment. The engine compartment top is shielded by the upper firewall, which
is comprised of a ceramic blanket and stainless steel foil sheet. The upper firewall is held into
position by snaps and pressure−sensitive tape. A corrosion−resistant steel (CRES) eye is
attached to an intercostal and protrudes down through the upper firewall, providing an
attachment for a hoist for engine removal.

Figure 2−23. Aft Fuselage Boom Fairing

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2.10.3. Mast Support Structure

The mast support structure is composed of fittings, a pan and an aft panel incorporating
provisions for attachment of the static mast assembly base and main transmission to the
airframe structure (Ref. Figure 2−24).
The station 78.50 canted frame and station 124.00 canted frame are interconnected at their
tops by the mast support structure. The mast support structure is composed of two longitudinal
mast support forged steel fittings, a pan, and an aft panel, incorporating provisions for
attachment of the static mast assembly base and main transmission to the airframe structure.
Aluminum sheet forms the bottom pan and the aft panel. The pan is provided with a center
cutout for main rotor shaft passage, a forward cutout for main transmission oil filler access, and
two drains. The front of the structure is formed by two aluminum L−channels that are
lock−bolted to flanges of the forged fittings. The rear of the support structure is supported by
two lateral C−channels.
The mast support structure in the fuselage assembly is jig−aligned to fit the station 78.50 and
canted station 124.00 mast supports in a manner that provides a 3 degree forward tilt to the
mast structure. The mast base is secured by a bolt at each corner of the mast support fitting.
Four holes in the pan allow insertion of four studs into captive nuts in the static mast base. The
stud ends attaching to the static mast bore are left−hand thread. The stud ends protruding
through the pan for main transmission attachment are right−hand thread.
The main rotor static mast assembly and its attaching and support structure are probably the
most important fail−safe provision in the airframe. The mast base (aluminum) forging attaches
at four points to a subframe (mast support fittings) that is permanently attached to the major
members of the main forward and aft center fuselage frames. The complete mast assembly and
supports are fail−safe to 100 percent design load.

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MAIN ROTOR MAST

ASSEMBLY

MAST SUPPORT FITTING

OIL COOLER BLOWER
AIR ACCESS HOLE

MAST SUPPORT
STRUCTURE PAN

DRAIN
HOLE MAST SUPPORT FITTING

MAIN TRANSMISSION
MOUNTING STUD
AND ELECTRICAL GROUND

Figure 2−24. Mast Support Structure

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2.10.4. Engine Air Inlet Installation

• Refer to 53−30−00
Engine air inlet fairings utilized on the helicopter are constructed of fiberglass and
polyurethane foam reinforcements, and a lower aluminum channel bonded into the structure
edge for assembly attachment.
The front fairing consists of two removable sections which are attached to the top of the
fuselage skin and to the rear fairing with screws for ease of removal or inspection. The aft
portion of the engine air inlet fairing is permanently riveted to the airframe external skin.
An access door is provided on the right aft fairing for maintenance access into the engine air
inlet duct areas. A UHF/VHF antenna and static port are bonded to the aft vertical face and is
part of the aft fairing. Airflow to the engine and oil cooler blower is directed by the air inlet
fairings. Air being rammed or drawn into the front air inlet fairing moves through the center of
the fairing to the oil cooler air inlet screen where some of the air is diverted to the oil cooler
blower. The remaining air passes through the engine air inlet screen and is turned downward
through the engine plenum chamber and into the engine compressor.

ENGINE AIR INLET SCREEN

TAIL ROTOR CONTROL ROD

BOOT SUPPORT
PLENUM CHAMBER
ACCESS DOOR

EARLY CONFIGURATION

ENGINE AIR INLET

AFT FAIRING

BLOWER OIL COOLER

AIR INLET SCREEN

Figure 2−25. Figure 3−20. Engine Air Inlet Installation

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2.11 Particle Separator Filter Option

NOTE: Refer to 71−10−00
The helicopter may be equipped with an optional inertial−type particle separator which
replaces the standard engine air inlet screen (Ref. Figure 2−26). The inertial particle separator
modifies the helicopter with electrical, mechanical, and scavenge air equipment for control of
filter operation. The particle separator contains swirl guides, which increase air velocity,
separate heavy contaminant particles, and filters engine air. A solenoid air valve and air lines
route engine compressor bleed air to the particle separator manifold which ejects the
contaminants. Mechanical door operating equipment opens a hinged plenum chamber access
door for air bypass in the event of a clogged filter. A hinged access panel is installed at the
forward top center of the engine air inlet fairing at approximately station 127.00 to allow easy
access to the mist eliminator. See Figure 2−27 for a simplified schematic of the Particle
Separator Filter installation. Refer to applicable optional equipment manual for detailed
maintenance instructions.

MIST ELIMINATOR
ACCESS DOOR

PLENUM CHAMBER
ACCESS DOOR

APM MIST ELIMINATOR

PARTICLE SEPARATOR

FAIRING ASSEMBLY−
PARTICLE SEPARATOR

SCAV AIR
AIR
DIFFERENTIAL
DIRECTIONAL SWITCH
CONTROL ROD
AND BOOT

FLAPPER VALVE
ROTATED

FLAPPER VALVE
INSTALLATION

Figure 2−26. Engine Air Inlet Particle Separator Filter Installation

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 TYPICAL FILTER FUNCTION
FILTER BY−PASS CONTROL (VIEW LOOKING DOWN) FILTER TUBE DETAIL VIEW
PULL HANDLE FWD SCAV AIR OUTLET
FLAPPER VALVE
FILTER SCREEN

Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
Ê
PULL HANDLE
PLENUM CHAMBER
ACCESS (FILTER
BYPASS) DOOR
NORMALLY CLOSED
ËË FILTERED
AIR TO
ENGINE
AIR INLET

ËËË
ËËË
ËËËËË
ËËË
SWIRL GUIDES CONTAMINATED AIR
TO SCAVENGE EJECTOR
SWIRL GUIDES

SWIRL GUIDES TO ENGINE

AIR INLET
SCAVENGE EJECTOR NOZZLE
EJECTOR MANIFOLD EJECTOR
LOCATED ON BOTTOM MANIFOLD
OF PARTICLE SEPARATOR

FILTER TUBE
(SEE DETAIL VIEW)

ENGINE AIR INLET

AFT FAIRING

AIR
FILTER ATMOSPHERIC AIR
CLOGD FILTERED AIR

Figure 2−27. Particle Separator Filter Installation Schematic

Ê

INDICATOR CONTAMINATED AIR

LIGHT
SCAV AIR PRESSURE SWITCH ENGINE COMPRESSOR BLEED AIR
AIR (PRESSURE ACTIVATED) MECHANICAL ACTUATION
Ê Ê
Ê

ENGINE COMPRESSOR BLEED AIR ELECTRICAL ACTUATION

AIR BLEED SOLENOID
OFF (SHUTOFF) VALVE
Airframe
Maintenance Training Manual
CSP−369FF MTM−1

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2.12 AFS Inlet Barrier Filter (IBF)

NOTE: Refer to AFS MD500−IBF−KIT−OMM/IPL, Operations Manual and Illustrated Parts
Manual.
The Aerospace Filtration Systems (AFS) IBF system design includes an all new aircraft upper
aft engine inlet fairing assembly. The aft fairing conforms to the inlet duct and upper section of
the engine inlet plenum chamber.
The IBF is comprised of an aerodynamic structural fairing, integral structural frame and
deflector, integral bypass system, two barrier filter assemblies (forward and upper), integral
seals, plumbing for the existing differential pressure switch, two forward floor plates and a
control rod fairing that interfaces with the existing flexible boot and tail rotor control rod to seal
the inlet plenum. The IBF fairing employs a mechanically operated inlet bypass system to
permit unfiltered air to enter the engine inlet plenum chamber should the IBF filter media
become obstructed. Once the bypass system is rigged during the IBF system installation, no
recurring maintenance is required. The standard MDHI MD500 aircraft inlet differential
pressure sensor is used. The sensor provides an indication to the pilot of debris accumulation on
the filter elements, glossing over due to ice or snow, and when to activate the bypass system
prior to the pressure drop across the filters exceeding operational limits.
The AIR FILTER CLOGGED caution light illuminates when the pressure drop across the IBF
elements reaches the aircraft inlet differential pressure switch setting. The pilot must evaluate
current conditions, closely monitor TOT, and assess mission requirements to determine
whether to continue the flight, open the bypass door or return to place of origin or nearest
airfield. The bypass door is mechanically opened by the pilot from the cockpit by pulling the
filter bypass control.
The actual service interval must be based on a combination of tracking engine Power Check
data (Refer to Section V of the applicable MD500 Series Rotorcraft Flight Manual), cumulative
operating hours, AIR FILTER CLOGGED indication and visual inspections. Any steady
illumination of the AIR FILTER CLOGGED light, where the pressure sensor and indicating
system are shown to be working properly, requires servicing of the filter elements at the earliest
opportunity. The gradual increase in pressure drop across the IBF elements causes a reduction
in temperature margin as measured by the Power Check. When possible, in order to minimize
unnecessary filter changes, the servicing of the IBF should only be performed after standard
troubleshooting methods are exhausted and the only remaining suspect performance driven
anomaly is inlet pressure loss. The recommended service interval is 100 hours, which can be
coupled with other aircraft/engine inspections. The decision whether to service the filter based
on the results of a visual inspection will reside with the pilot. If physical evidence is present that
a fungus is growing over a substantial portion of the filter media assembly (30% per assembly),
it will require servicing. Maximum number of service cycles (i.e., cleaning/oiling) is limited to 15
for each filter assembly. The forward and upper filter assemblies include a data plate that must
be scribed to track filter service cycles.

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UPPER BARRIER FILTER

FORWARD BARRIER FILTER BYPASS DOOR

TAIL ROTOR CONTROL ROD FAIRING

AIR PRESSURE DIFFERENTIAL SWITCH

Figure 2−28. AFS Inlet Barrier Filter

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2.13 Engine Mount Assembly

NOTE: Refer to 71−00−30
The engine is mounted in the airframe at a 47−degree nose−up attitude on a mounting structure
consisting of one lower and two upper engine mounts (Ref. Figure 2−29). Each of the three
engine mounts is a welded tubular steel structure which is heat treated for optimum strength.
The two upper engine mounts are adjustable to assist in engine alignment.
The two left and right engine mounts are symmetrically opposite assemblies. The longest end of
each upper engine mount is bolted to upper engine mount fuselage fittings attached to the
Y−extrusion of the fuselage aft section, located 20 inches outboard of the aft station 124.00
centerline. The lower, short leg is bolt−attached to an engine mount and damper fitting. All
engine mount attachment fittings and attaching hardware are manufactured from
corrosion−resistant steel (CRES).

NOTES:

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ROTATED
UPPER ENGINE MOUNT − INSTALLATION

UPPER ENGINE
MOUNT FITTING
(REF. SEC. 71−20−00) UPPER ENGINE MOUNT

SIDE ENGINE MOUNT

ATTACH FITTING

LANDING GEAR
LOWER ENGINE MOUNT − INSTALLATION DAMPER FITTING
(REF. SEC. 71−20−00)

ENGINE FITTING

CLEVIS

−15 TUBE

−13 TUBE

LOWER ENGINE MOUNT

TERMINAL (TYPICAL)

SCREW FITTING (tYPICAL)

LOWER ENGINE MOUNT
ATTACH FITTING
(REF. SEC. 71−20−00)

BEARING (TYPICAL)

TG71−0004

Figure 2−29. Engine Mount Assembly

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2.14 Engine Access Doors

NOTE: Refer to 52−40−00
The left and right vertical exteriors of the engine compartment ring frame incorporate four
hinges for the left and right engine compartment doors (Ref. Figure 2−30). The doors form the
lower rear fuselage contour. The doors are composed of two aluminum stamped sections, bonded
together.
Each engine door incorporates a 9−inch holding rod that hooks to an extended left and right
fuselage bracket, mounted between the station 124.00 lower panel and the engine compartment
lower ring outer skin panels. The door forward edges are aligned to station 137.00 lower ring by
adjustable alignment pins that mate, upon closing, into matching guide holes, with nylon
V−strikers to align lower mid−section of latch.
Both engine access doors are provided with adjustable position hinges. The adjustment feature
is provided by means of adjustable serrated flanges and elongated slots for door− to−structure
alignment.
The door latching system provides door closure tension by movement of a primary latch lever to
an overcenter position. This movement (rotation around the pivot rivet) causes the lever to
swing eccentrically and brings a hook latch to bear on a catch. The final movement of the
primary latch lever to the closed position causes the primary latch lever to strike a secondary
lock ramp, and thereby moves the secondary lock. As soon as the primary latch lever is closed,
the secondary lock continues to move into a detent position, and, in so doing, secures the
primary latch lever from reopening.

NOTES:

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PLATE
ABRASION TAPE
STOP

CATCH

HOOK

LEVER

AFT LATCHING

BRACKET
BRACKET

PIN
LOWER BRACKET INSTALLATION

STRIKERS

HOOK
PIN

BRACKET

DOOR HOLD−OPEN HOOK

AFT LOWER LATCHING
TfG 52−4001

Figure 2−30. Engine Access Doors (Sheet 1 of 2)

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FUSELAGE STRUCTURE

FORWARD HALF

RIVNUT

SHIM
PLATE

STEEL SPACER
NYLON WASHERS AFT HALF

LOWER HINGE

FUSELAGE STRUCTURE

STEEL SPACER
SHIM
FORWARD HALF
SHIM
UPPER HINGE

PLATE

NYLON WASHERS
AFT HALF
TG52−4000−3

Figure 2−31. Engine Access Doors (Sheet 2 of 2)

2.15 Tailboom And Empennage
The tailboom assembly is a stressed, tapered cone and houses the tail rotor drive shaft, tail rotor
control push−pull rod, and an electrical conduit.
The empennage consists of a vertical stabilizer and a horizontal stabilizer, which are attached to
the tailboom by two aluminum frames.
The purpose of the vertical stabilizer and the tip plates is to stabilize the helicopter about its
vertical axis during high speed forward flight. The horizontal stabilizer stabilizes the pitch axis
of the helicopter during high speed forward flight. There are no movable components associated
with the empennage.

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2.15.1. Tailboom Assembly

NOTE: Refer to 53−40−00
The tailboom is constructed from two 85−inch− long, 0.040−inch−thick aluminum sheets
longitudinally riveted over three fittings and a frame (Ref. Figure 2−32). The forward frame
fitting is a 12−inch−diameter aluminum forging that is longitudinally drilled to accommodate
four bolts for attaching the tailboom to the fuselage boom fairing fitting. The aft end of the fitting
is hat sectional shaped at the 3, 6, 9, and 12 o’clock positions and attached internally to four
12−inch−long longerons. The longerons are rivet−attached to the fitting lugs, boom skin, and an
11 15/16−inch diameter former. The 12−inch fitting−to−former longeron reinforcement is the
only semimonocoque construction in the tailboom assembly.
The boom’s taper is formed by a rearmost 6−1/4−inch diameter forged aluminum frame
assembly with studs for attaching the tail rotor gearbox and aft root fittings of the vertical
stabilizer. Just inches forward of the rear frame assembly is a 6−1/2−inch diameter aluminum
frame ring and fittings that provide attachment for the forward bolts of the vertical stabilizer.
Three tail rotor control rod supports are mounted inside the tailboom assembly, with the flange
of each support formed to match the concave contour of the inner boom skin. Each support has a
grommet−lined passage hole for alignment and guidance of the tail rotor control rod and
provides security for the tail position light, chip detector wire and anti− collision light conduit.
TAILBOOM EXTENSION

FRAME ASSEMBLY

FITTING

CANTED STATION 273.90

FRAME RING

CANTED STATION 209.78 FRAME

CONDUIT

FRAME AND
GUSSET
FITTING
LONGERON

ACCESS HOLE

Figure 2−32. Tailboom Assembly

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FORWARD STABILIZER
BOOM MOUNTING FRAME
(CANT. STA 273.00)

CANT. STA 209.78

SELF−LOCKING NUT
FLAT WASHER (CRES)
NUT
PLAIN HEX NUT (NOTE 4)
FLAT WASHER
(AL−ALY UNTREATED)

SPRING LOCKWASHER
FLAT WASHER(S)
BOND JUMPER (NOTE 2)
SPRING LOCKWASHER NOTE 1

FLAT WASHER
(AL−ALY UNTREATED)

FLAT WASHER
(NOTE 2) ACCESS HOLE

COUNTERSUNK WASHER CHIP DETECTOR WIRING

TAIL LIGHT WIRING

BOOM FITTING
EXTERNAL WRENCHING BOLT
(NOTE 4)
JUMPER CONNECTION

ACCESS HOLE

TAILBOOM ATTACHMENT

BRACKET

FLAT NOTES:
WASHER 1. ENSURE THAT GROUND CONTACT SURFACE IS CLEAN
BEFORE BOND JUMPER INSTALLATION. AFTER
SPRING LOCKWASHER INSTALLATION, COAT EXPOSED BARE METAL GROUNDED
AREA WITH LACQUER (CM306).
FLAT WASHER (CRES) 2. THREE FLAT WASHERS MAXIMUM UNDER NUT. WASHERS
(NOTE 1) BOND JUMPER ADDED UNDER BOLT HEAD. COUNTERSUNK WASHER IS
FLAT WASHER REQUIRED.
(AL−ALY UNTREATED) 3. CRES−CORROSION RESISTANT STAINLESS STEEL.
4. PRIOR TO INSTALLATION, COAT THREADS
BOOM FITTING BRACKET AND WITH LUBRICANT (CM103).
JUMPER−INSTALLATION G53−4001A

Figure 2−33. Tailboom − Installation and Removal

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2.15.2. Vertical Stabilizer

NOTE: Refer to SRM 53−50−10
The vertical stabilizer consists of two U−shaped spars with cast attach fittings and
reinforcement clips at the center (Ref. Figure 2−34). The upper ends of the spars are joined by
an aluminum fitting which has provisions for attachment of the horizontal stabilizer. The lower
ends of the spars are joined by a welded tail skid assembly.
The entire cavity between the spars is filled with a honeycomb core, to which two outside skin
surface panels are bonded. The leading and trailing edges are formed with contoured
aluminum sheets bonded to these outside skin panels. The upper and lower sections of the
leading and trailing edges are reinforced and joined at the center by aluminum ribs. The gap
formed by these ribs is closed with glass cloth and adhesive. The ends of the leading and trailing
edges are closed by ribs riveted and bonded in place. Provisions for electrical wiring for
anti−collision and position lights are contained within the trailing edge structure attached to
the trailing edge U−shaped spar.
The vertical stabilizer is mounted aft, right of the tailboom and is bolted to the tail rotor
transmission and stabilizer mount fittings.
TOP FITTING

LEADING EDGE SKIN HONEYCOMB CORE

AFT SPAR

ANTI−COLLISION LIGHT
BONDED SKIN SUPPORT

FORWARD SPAR
CONDUIT TUBE

HONEYCOMB CORE AND

BONDED SKINS

LEADING TRAILING EDGE

CENTER FITTING
EDGE

HONEYCOMB CORE

SPAR CROSS SECTION

SPAR

HONEYCOMB CORE TRAILING EDGE SKIN

FORWARD AND AFT

CLOSING RIBS

SKID ASSEMBLY

Figure 2−34. Vertical Stabilizer

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2.15.3. Horizontal Stabilizer

NOTE: Refer to SRM 53−50−10
The horizontal stabilizer consists of two U− shaped spars, four riveted attachment fittings
located at the center, a center rib assembly, four ribs, two end caps, and two skin sections used
to close the internal structure (Ref. Figure 2−35). The skin is riveted to the ribs and spars and
the gap formed by the two skin halves is closed with glass cloth and adhesive. Provisions for
electrical wiring and attachment of the position light are provided by the center rib assembly.

TAB WEIGHT (AS APPLICABLE)

TAB

POSITION
DOUBLERS LIGHT
BRACKET

CENTER RIB ASSEMBLY

SKIN
INTERMEDIATE
RIB ASSEMBLY
OUTBOARD
RIB ASSEMBLY

AFT SPAR

FORWARD AND
AFT ATTACHMENT
FITTINGS

HONEY FORWARD
COMB CORE SPAR
END CAP
DOUBLER TIP WEIGHT
(500D/E 2−BLD T/R ONLY)

KEVLAR
END CAP SKIN

Figure 2−35. Horizontal Stabilizer and Tip Plates

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POSITION LIGHT
BRACKET

HORIZONTAL GROMMET
STABILIZER

HORIZONTAL
STABILIZER

VERTICAL ELECTRICAL
STABILIZER LEAD
POSITION LIGHT
BRACKET − ATTACHMENT
TIP PLATE

ANTI−COLLISION
LIGHT SUPPORT

SEAL

0.1 X 0.75 X 2.0 INCH

(2.54 X 19.05 X 50.8 MM)

1 OZ (28.35 G) MS20470AD4 RIVET

LEAD WEIGHT (2 REQD)
(NOTES 1, 2) HS306−318 WASHER
(2 REQD) (NOTE 2)

GROMMET
SEAL
FORWARD
SEAL VERTICAL
STABILIZER
HORIZONTAL STABILIZER TAB FITTING
WEIGHT INSTALLATION
(421−087−505 STABILIZER ONLY)

NOTE:
1. COMMERCIAL 1 OZ (28.35 G). LEAD AUTOMOBILE
ALLOY WHEEL BALANCE WEIGHT.
2. INSTALL WEIGHT, RIVETS AND WASHERS WITH PRIMER
3. SEAL EDGES WITH SEALANT AFTER INSTALLATION. HORIZONTAL STABILIZER/VERTICAL
STABILIZER − ATTACHMENT
TG53−5000

Figure 2−36. Empennage − Removal and Installation

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2.16 Landing Gear

NOTE: Reference applicable data in CSP−HMI−2 Manual, chapter 32−10−00.
The purpose of the landing gear is threefold. It must act as the aircraft supporting carriage
when the aircraft is in ground contact, withstand the shocks encountered in landing and ground
handling, and provide a stable platform to prevent ground resonance.
The external appearance of the landing gear is quite misleading, as it appears to conform to a
rigid gear installation that absorbs shock solely through the elasticity of its metal members.
The landing gear primarily absorbs landing forces via shock struts (dampers). The elastic
capabilities of the skids and struts function only as a backup for the landing gear dampers when
overload conditions warrant.
The landing gear consists of two strut− mounted, shock−dampened, individually replaceable
skids aligned longitudinally along the lower exterior of the fuselage (Ref. Figure 2−37). Each
left and right hand skid is connected to the fuselage through two struts with side braces. The
struts pivot from fuselage landing gear fittings as a unit when the damper assemblies are
displaced vertically through their normal working stroke.
Each strut extends downward from the lower fuselage exterior and is provided with a fiberglass
telescopic fillet and fairing assembly to reduce aerodynamic drag of the tubular struts while
enabling unrestricted movement of the struts.
2.16.1. Skid Tube
The skid tubes are seamless, extruded, aluminum alloy tubing. The tube is approximately 90
inches in length and has an average outside diameter of 2.75 inches. The lower surface and the
surface around the entire perimeter of the tube at the forward strut attachment points
incorporate a heavy wall structure (0.095 inch) for added tube strength. The tubes are
externally hard anodized, black in color, and internally zinc− chromated for corrosion and
abrasion protection.
A position light cap is bonded and screw−attached to the outer tube wall and is utilized to
streamline and seal the forward end of the skid tube. Sealing and reinforcement of the tube at
the rearmost tube end is provided by an aluminum alloy plug that is inserted into the skid tube
and secured by bonding. The forward and aft foot attachment points of each skid are
fixture−drilled to provide holes at each point and anchor gang nut plates are installed into the
tube forward interior and permanently aligned to correspond with the fixture−drilled holes. The above
drilling and anchor nut incorporation establishes inter− changeability and ease of maintainability of the
individual skid tubes.
Four individually replaceable skid abrasion strips are bolt−attached to the skid tube lower
surface. The abrasion strips provide protection for the aluminum skid tubes while in ground
contact.

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BONDING
JUMPER
DAMPER
CLAMP

CENTER BEAM

STRUT

DAMPER
ABRASION
STRIP
FOOT
GROUND
HANDLING
FITTINGS

STRUT CABIN ENTRY ABRASION

BRACE STEP SAFETY STRIP
WALK TAPE
NONSKID TAPE

SKID TUBE
FOOT

SKID SERVICE LOOP

POSITION
LIGHT
ABRASION
STRIP

ELECTRICAL HARNESS

FORWARD
ABRASION SKID
STRIP EXTENSION
AFT

NUT

FOOT
BOLT
BEARING ASSY

ADAPTER SLEEVE

SKID ASSEMBLY
SPACER

Figure 2−37. Standard Landing Gear

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2.16.2. Strut Feet

Each skid tube has two strut feet which facilitate skid−to−strut attachment. The strut feet are
forged aluminum and are machined to fit the skid contour.
The forward strut foot is bolted to four of the eight fixture−drilled attachment holes. Two holes
in the forward foot attachment area are plugged with fillister−head nylon screws. The aft foot is
attached to a bearing assembly which slips over the aft end of the skid and allows the skid to
pivot as the dampers extend and retract to prevent torsional twisting of the skid tubes.
The protruding male extensions of the feet are inserted into the internally bored struts and
retained by drilling both components simultaneously and incorporating two adjustable
bushing bolts.
2.16.3. Strut
The basic strut is an aluminum−alloy forging machined to a tubular cross section with a 124
degree oblique angle (approximately L−shaped). The forging is bored internally, with the strut
internal elbow having heavier wall thickness. A forked lug is machined and drilled at the upper
exterior of the elbow to form the landing gear damper pivot and retention point and a single
hole is vertically bored for support brace attachment just inboard of the damper fork lug.
The shorter, inward leg of the strut is closed with a forged aluminum insert fitting, providing a
retention point and pivot attachment of the strut at the fuselage landing gear fitting.
2.16.4. Brace
The brace, an aluminum−alloy I−beam forging, provides longitudinal and lateral stability and
restrains twisting of the landing gear skids. The brace yoke end is single− bolt−attached to the
strut elbow; a machined, forked opposite end is retained by and pivots from the fuselage
landing gear fitting.
2.16.5. Cabin Entry Step
The two cabin entry steps are located on the leading edge of the forward struts. The steps are
formed of tubular aluminum, are covered with nonskid tape, and are attached to the strut with
lockbolts.
2.16.6. Position Lights And Wiring
Position lights include two side position lights installed as standard equipment at the forward
tips of the landing gear skid tubes; left light is red and right light is green. Electrical wiring is
contained within the landing gear structure and runs aft from the position lights through the
skid tubes to splice connections at the bore of each forward strut. The wiring then turns upward
through each strut and exits near the center beam attach fitting.
2.16.7. Landing Gear Fairing Assembly
The landing gear fairings are constructed of fiberglass or aluminum and form an aerodynamic
contour around each landing gear strut (Ref. Figure 2−38).
The fairing is a two−piece cover attached to the strut by two aluminum brackets and a contour
rib. The fairings are constructed with a longitudinal split line at the approximate midposition
and are externally beaded for additional reinforcement.
The lower fairing half−section is attached to the strut brackets and at the trailing edge by screw
retention for ease of removal and/or replacement. The upper fairing half−section is
rivet−retained to the strut−affixed contour rib and a bracket. The leading edge of the lower
forward strut fairings is provided with a cutout for a tubular cabin entry step.
The fillet assemblies are also constructed of fiberglass and establish a transition to the fuselage
lower section contour. The fairing telescopes inside the fillet to allow displacement of the struts

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upon landing gear compression or extension. A combination fillet, internal strut−aligned

sliding rib, spring, and guide pin assembly is used in the flexible assembly’s construction.
Flexibility is accomplished through two springs and guide pins that are oriented and attached
to the sliding fillet rib. The springs are aligned and retained by a guide rod protruding through
two corresponding holes in the strut−attached contour rib. The applied spring tension between
the sliding fillet rib and fixed fairing rib positions the fillet assemblies against a
fuselage−contoured fiberglass chafe strip.
CHAFING PAD TEFLON STRIP

FILLET

OUTER GUIDE HALF

TEFLON PADS
(INSIDE GUIDES)

UPPER GUIDE PIN ASSEMBLY,

INNER GUIDE HALF AND SPRINGS

UPPER FAIRING

LOWER FAIRING

A
*TYPICAL FORWARD A
FAIRINGS ONLY

SEAL
SEAL
FAIRING BRACKET

103−177

Figure 2−38. Landing Gear Fairing Assembly

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2.16.8. Landing Gear Damper

The landing gear dampers serve the purpose of absorbing and dissipating the landing shock on
the compression stroke of the landing gear, absorbing and dissipating recoil shocks that occur
on the extension stroke of the landing gear during takeoff, and act as a stable structural
member to support the helicopter during rotor engagement, disengagement, and while static
(Ref. Figure 2−39).
The landing gear damper’s operational mode is near vertical, with lower attachment points on
the landing gear strut and the upper attachment points on forgings attached to the airframe.
Both nitrogen and aircraft hydraulic fluid are utilized in the dampers to produce a controlled
resistance during landing gear damper compression and extension. The static helicopter
weight is carried by nitrogen volume. Compressed nitrogen, with the aid of landing gear
weight, serves to extend the damper during flight. Impact compression energy is absorbed by
fluid metering and nitrogen volume compression.
The telescoping members of the damper, known as the piston and barrel, form an upper and
lower chamber. The barrel chamber is filled to maximum capacity with aircraft hydraulic fluid,
while the piston chamber contains compressed nitrogen. A main orifice is placed between the
two chambers, through which fluid is metered into the piston’s nitrogen chamber during
damper compression; fluid is also metered, on extension, by the main and two rebound poppet
orifices.
• SERVICE AND INSPECTION. The standard poppet−type landing gear damper (Ref.
Figure 2−39) is initially factory−serviced with a specific volume of hydraulic fluid and
charged with nitrogen. The dampers are to be considered as sealed units, to be replaced and
overhauled if damaged or if loss of nitrogen charge or hydraulic fluid occurs. A new style
damper allows for the unit to be serviced with nitrogen, without the need to necessarily
overhauling the dampers.

2−50
 CSP−369FF MTM−1
Maintenance Training Manual
Airframe

7
34 (NOTE 3)

(NOTE 1)
15 *

16 *
15 *

13 *

14 *

11 *
4*
5*

12

10

25
24
8
33 (NOTE 3)

27
(NOTE 3)

26

23
22
36*

(NOTE 1)
(NOTE 3)
(NOTE 3)35

19 *
20 *

28 *
32*

9
17
18

21

29
30
31
1

1. UPPER CAP ASSEMBLY

2. UPPER CAP BEARING
2

3. PLUG
4. O−RING

ÉÉÉ
5. O−RING
6. LOWER CAP ASSEMBLY

ÈÈÈ ÉÉÉ
7. LOWER CAP BEARING
8. PISTON

ÈÈÈ
ÇÇ
9. SPRING
10. HOUSING NOTES:

ÈÈÈ
ÇÇ
11. O−RING
12. BAFFLE 1. DRAIN HOLE

ÈÈÈ
ÇÇ ÉÉÉ
13. LOWER BACKUP RING 2. ASTERISK (*) INDICATES ITEM IS PART OF
14. O−RING
OVERHAUL KIT.

ÈÈÈÍÉÉÉ
15. UPPER BACKUP RING
16. O−RING 3. SCHRADER VALVE DAMPER ONLY.

ÈÈÈÉÉÉ
17. RETAINING RING 4. DAMPER ASSEMBLY SHOWN COMPRESSED.
18. WASHER 5. FOR SCHRADER VALVE EQUIPPED
19. SCRAPER RING DAMPERS.
(NOTE 5)

20. SEAL
SIGHT
GLASS

ÉÉÉ
21. BARREL
(NOTE 5)

22. MAIN POPPET RETAINING RING

ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÍÍÍÍÍ
ÉÉÉ
23. RETAINER
24. SPRING

ÍÈ
É
ÈÉ É
ÈÈ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÍÍÍÍÍ
ÉÉÉ
25. MAIN POPPET
26. REBOUND POPPET RETAINING RING

ÉÉÉ
ÇÇ
ÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈ
Ç ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÈ
É ÍÍÍÍÍ
ÉÈÈ
ÉÉÉ
È
27. REBOUND POPPET
28. SERVICE DECAL

ÉÉÉ
ÇÇ
ÇÇ ÍÍÍÍÍ
ÈÈ
È
ÉÉÉ
29. SERIAL NUMBER PLATE
30. WARNING PLATE

ÉÉÉ
ÇÇ
ÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈ
ÍÍÍÍÍ
Ç
ÈÈ
ÈÈ
È
ÉÉÉ
È
31. CAUTION DECAL

ÉÉÉÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈÈ
ÍÈ
É
ÈÉ ÍÍÍÍÍ
ÇÉÉÉ
ÇÈ
ÈÈ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÍÍÍÍÍ
Ç
ÉÉÉ
ÉÉÉ
Figure 2−39. Landing Gear Damper

2−51
CSP−369FF MTM−1
Maintenance Training Manual
Airframe

NITROGEN

HYDRAULIC
FLUID
START OF START OF
COMPRESSION EXTENSION
FLUID FLOW
DIRECTION

SHOWN BEGINNING
TO ABSORB
LANDING LOAD

COMPRESSION EXTENSION
MAIN POPPET SEATED − FLUID FLOW UP MAIN POPPET UNSEATED − FLUID FLOW
THRU MAIN ORIFICE OF MAIN POPPET DOWN THRU MAIN AND SIDE ORIFICES
OF MAIN POPPET
REBOUND POPPETS UNSEATED − FLUID FLOW UP REBOUND POPPETS SEATED − FLUID FLOW
AROUND SIDE AND THRU ORifices METERED THRU ORIFICE OF
OF REBOUND POPPETS REBOUND POPPET
Figure 2−40. Poppet−Type Landing Gear Damper (Simplified)
• OPERATION (Ref. Figure 2−40). The compression stroke of the damper occurs when a load
is applied to the landing gear. The speed of damper compression is determined by the rate at
which the hydraulic fluid is displaced from the barrel chamber, thereby compressing a
specific volume of nitrogen located within the piston chamber.
In compression, the piston applies force to the hydraulic fluid in the barrel chamber.
Continuing to compress the damper establishes a fluid flow through two rebound poppet
valves located within the piston housing. The fluid flows from the lower barrel chamber to
the upper barrel chamber. The upper barrel chamber is the area between the piston and
cylinder walls. The volume of the upper barrel chamber is not great enough to allow all the
fluid to transfer. The remainder of the fluid is forced through the main poppet valve into the
piston chamber to compress the nitrogen thereby, controlling the rate of helicopter settling.
Removing the applied load from the damper will allow normal expansion of the compressed
nitrogen, displacing the hydraulic fluid from the piston chamber. The downward movement
of the hydraulic fluid moves the main poppet off its seat and exposes eight angularly drilled
orifices which offer a greatly increased flow rate. Continued expansion forces both rebound
poppets to move downward onto their housing seats which offers reduced fluid flow through
two rebound orifices, and provides for soft extension without damper rebound. Barrel
telescopic extension downward from the piston housing is further cushioned by a heavy
spring. The fully extended position of the barrel is the condition the damper will retain in
flight.

2−52
 CSP−369FF MTM−1
Maintenance Training Manual
Airframe

2.17 Extended Landing Gear

The extended landing gear raises the helicopter fuselage approximately 9 inches higher than
the standard landing gear (Ref. Figure 2−41). The installation consists of longer skid tubes,
longer skid extensions, longer strut feet, longer lower fairings, and different aft landing gear
dampers. All other components are standard configuration. The two standard forward dampers
are color coded white and the two extended gear aft dampers are color coded black. Extended
gear aft dampers (black) have higher nitrogen gas pressure than standard dampers (white).
AFT DAMPER ASSEMBLY
(BLACK)

STRUT
(TYP)
LOWER FAIRING
ASSEMBLY

FOOT ASSEMBLY
(TYP)

SEALING
COMPOUND
KNIFE SPLICE ABC BOLT
LOWER FAIRING
ASSEMBLY STEP

SEALING COMPOUND

ABC BOLT

SEALING COMPOUND
SKID ASSEMBLY

SERVICE LOOP
POSITION
LIGHT

ELECTRICAL HARNESS

TG32−1008

Figure 2−41. Extended Landing Gear

2−53/(2−54 blank)
 CSP−369FF MTM−1

369FF Maintenance Training Course

SECTION THREE
Powertrain
CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

TAIL ROTOR TRANSMISSION

MAIN TRANSMISSION

TAIL ROTOR DRIVE

SHAFT DAMPERS

MAIN ROTOR TAIL ROTOR

DRIVE SHAFT DRIVE SHAFT

COOLING BLOWER

MAIN TRANSMISSION
DRIVE SHAFT

100% RPM

MAIN TRANSMISSION 6016

DRIVESHAFT
TAIL ROTOR DRIVESHAFT 2078
TAIL ROTOR OUTPUT SHAFT 2848
MAIN ROTOR DRIVE SHAFT 477
OIL COOLER BLOWER 12,032

Figure 3−1. Powertrain System

3−2
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

3.0 Powertrain
NOTE: Reference applicable data in CSP−HMI−2 or COM, 63−00−00, 63−10−00, 63−15−10,
63−20−00, 63−20−25, 63−21−00, and 63−25−10.
The powertrain serves to convey the engine produced torque to the main and tail rotors. The
powertrain major components, starting at the engine and proceeding toward the main and tail
rotors, function as follows:
• Overrunning clutch. Acts as a freewheeling unit in the case of engine failure and
autorotation.
• Main transmission drive shaft. Situated between the overrunning clutch and the main
transmission. Transmits engine torque from the output of the overrunning clutch to the
input for the main transmission.
• Oil cooler blower. Cools the engine oil and main transmission oil. Supplies air to the heater,
defogger, and to the engine compartment.
• Main transmission. Acts as speed reducer, changes the angle of drive to the main and tail
rotor takeoffs, and drives several accessories.
• Main rotor drive shaft. Driven by the main transmission and flanged to, and therefore
turns, the main rotor hub.
• Tail rotor drive shaft. Connects the main transmission and the tail rotor transmission. A
damper located forward of the center of the shaft reduces vibration in the tail rotor drive
system.
• Tail rotor transmission. Acts as a speed increaser, changes the angle of drive, and serves as
the mount for the tail rotor assembly.

3−3
CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

CLUTCH
LAMINATED SHIM

GAP
0.035 IN. (0.889 MM)
0.055 IN. (1.397 MM)

COUPLING
MAIN DRIVE SHAFT
OVERRUNNING
CLUTCH SHAFT

COUPLING
BOLT
COUPLING−TO−CLUTCH SHIMMING
CLUTCH
COUPLING
LAMINATED
O−RING COUPLING SHIM
ENGINE SHAFT
FIREWALL SEAL

OVERRUNNING
CLUTCH

REPLACEMENT OF COMPLETE CLUTCH

CLUTCH SUBASSEMBLY

RETAINING RING
(BEVELED SIDE OUTWARD) ENGINE POWER AND
ACCESSORY GEARBOX

ENGINE SHAFT
FIREWALL SEAL

CLUTCH HOUSING
REPAIR BY REPLACEMENT
OF CLUTCH SUBASSEMBLY G63−1003A

Figure 3−2. Overrunning Clutch

3−4
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

3.1 Overrunning Clutch

NOTE: Refer to 63−10−10.
Normally, the engine supplies torque through the overrunning clutch to drive the transmission
system. Should the engine fail to deliver power or the rotor system turn faster than the engine
relative output, the overrunning clutch disconnects internally so that the transmission/rotor
system can freewheel. Thus, in autorotation, the transmission/rotor system does not have to
expend energy to drive an idling or dead engine.
The overrunning clutch is located between the engine forward power takeoff pad and the main
drive shaft on the engine side of the firewall (Ref.Figure 3−2). The clutch assembly is attached to
the engine output pad by six studs. No gasket is used between the engine and clutch, and the
clutch housing is provided with drain holes to allow any seal leakage to drain overboard. The
clutch may be repaired by replacing the clutch subassembly without disassembly of the entire
clutch or removal of the engine.

3−5
CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

INNER RACE
SPRAG
OUTER RACE

HOUSING
OUTER RACE END VIEW
SPRAG
INNER RACE

OUTPUT
INPUT

369A−5350

HOUSING
OUTER RACE
SPRAG
INNER RACE

TO MAIN OIL RESERVOIR

DRIVESHAFT

369F5450

Figure 3−3. Clutch Components

3−6
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

3.1.1. Clutch Components

• The aluminum housing of the overrunning clutch is secured by studs to the engine output
pad (Ref.Figure 3−3). The opposite end of the housing is flanged, to serve as a mounting
point for the firewall seal. The firewall seal assembly is fabricated from steel sheeting with
a fire−resistant ‘‘doughnut" cemented to its periphery. Internally, at the engine flange end,
the housing contains a shoulder groove arrangement that, in conjunction with a large snap
ring, secures the essential operational parts of the overrunning clutch in the housing. The
snap ring and shoulder/groove arrangement of the housing serves as the mounting
provision for the bearing retainer and bearing carrier that enclose the outer race of the ball
bearing, which locates the inner/outer race arrangement of the clutch both axially and
radially. A look at this bearing area shows the bearing to be integrally sealed on one side,
with the adjacent O−rings and a lip seal keeping the grease (hand packed) in the bearing
area. A new style bearing may also include a riveted cage. This type of lubrication
arrangement is utilized because this particular bearing ‘‘works" all the time the
transmission system is turning.
• The shafts that project from each end of the housing are actually referred to as the inner
race (transmission system connection) and the outer race (engine connection). The inner
race projects into the outer race. The inner and outer races are separated by two ball
bearing and a sprag unit. The larger bearing provides radial alignment only. The bearing
arrangement is locked in place by a large steel nut that is safetied by a lockwasher. The
lockwasher is dimpled into the nut and outer race.
• The sprag assembly will have either 18 or 20 sprags, depending on the manufacturer. The
sprags resemble rollers of a roller bearing that have been deformed to a figure eight cross
section in lieu of a circular one. The vertical height of the sprags (from top to bottom of the
figure eight) slightly exceeds the gap between the ID of the outer race cavity and the OD of
the inner race. The sprags are held and positioned by a double cage arrangement that is
spring−loaded into an engaged position. The engaged position situates the sprags against
both races at a slight angle. Clockwise rotation of the outer race (from the engine) jams the
sprags between the races, and this interference drives the inner race. If the inner race
overspeeds the outer race, as in an autorotation, the interference is broken and the inner
race can turn freely. The newer sprag assembly (20), will be held together by a one piece
housing and two coil round springs.

3−7
CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

CLUTCH CENTERLINE CLUTCH OUTPUT SHAFT

SCALE CLUTCH
MINIMUM OIL LEVEL
FULL OIL LEVEL 7/8 IN. (22.23 MM)
2−7/8 IN. (7.30 CM)

ENGINE
4−7/8 IN. (12.38 CM)
SCALE BOTTOMED
COUPLING

DRAIN HOLES
O−RING
COUPLING 369A5350 CLUTCH OIL
MAIN TRANSMISSION LEVELS − SCALE INDICATIONS
DRIVE SHAFT

COUPLING BOLT

CLUTCH CENTERLINE

SCALE

ENGINE
3 1/8 IN. FULL" OIL LEVEL
CLUTCH (9.84 CM) 110 CC
CENTERLINE
5/8 IN. MINIMUM OIL LEVEL
SCALE (15.88 MM) 60 CC

4 5/8 IN. FULL" OIL LEVEL ENGINE

(11.77 CM) 110 CC

2 1/8 IN. MINIMUM OIL LEVEL

6 INCH (15 CM) SCALE METHOD
(5.40 CM) 60 CC

12 INCH (30 CM) SCALE METHOD

369F5450 CLUTCH
OIL LEVELS − SCALE INDICATIONS
G12−3001B

Figure 3−4. Clutch Lubrication

3−8
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

3.1.2. Clutch Lubrication

NOTE: Refer to 12−00−00
The sprag assembly and accompanying two bearing have a lubricating system separate from
the grease−lubricated bearing (Ref.Figure 3−4). A lip seal and O−ring arrangement provide an
oil−tight area for the trapped oil reservoir. The inner race is hollow and acts as the lubricant
reservoir. The internal end of the inner race is open to oil movement and the race also has four
holes drilled through the race wall where the sprags seat. The outer end of the inner race is
plugged by the coupling bolt and an O−ring.

Checking clutch oil level requires removal of main drive shaft. Do not stress
CAUTION drive shaft diaphragms during removal (Bendix drive shaft).

Since no oil sight glass is provided, maintenance personnel must be sensitive to oil leakage in
the clutch area if operation with a dry clutch is to be prevented. When oil leakage or seepage is
noted at oil seals or housing drain holes, the oil level should be checked. If the oil level is within
limits, check the drain holes in the housing; oil leakage may indicate a bad engine power output
seal.

3.2 Main Transmission Drive Shaft And Couplings

The interconnecting drive shaft, commonly referred to as the main transmission drive shaft,
transmits engine torque from the output of the overrunning clutch to the input for the main
transmission.
3.2.1. Kamatics (Kaflex) Drive Shaft
The exceptional characteristics of this shaft are the kaflex couplings (Ref.Figure 3−5). The
couplings combine the inherent advantage of flexing couplings while retaining a high
misalignment and length change capability. It incorporates a unique fail− safe which allows
continued power transmission through the couplings following failure of a primary load carry
member. Torque is transmitted from a rigid hub, bolted to an input shaft through the yoke
extension arms to the end bolts at the two opposing corners of the flex frame. Each side of the
flex frame provides a load path; two sides acting in tension and two in compression. The shaft is
dynamically balanced.
The couplings are splined to match the overrunning clutch and the main transmission splined
shafts. The couplings are held to these respective shafts by means of special internal bolts that
thread into the shafts. A Longlok nylon insert is utilized to secure each bolt. Used coupling bolts
should be checked prior to installation for a reasonable resistance to rotation, which would
indicate safe bolt retention when installed. The couplings are joined to the center section by
means of four bolts which thread into nutplates secured to the center section.
This drive shaft arrangement requires no servicing or adjustments during operation; however,
two installation requirements exist:
• Shims are utilized behind the upper coupling to adapt the drive shaft length so as to fit in
place without having to stretch or compress the drive shaft flex joints by more than the
specified clearance.
• With the lower coupling secured to the overrunning clutch and bolted to the drive shaft, the
shaft upper flange must not mismatch axially with the upper coupling by more than the
specified tolerance.

3−9
CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

TRANSMISSION
INPUT SHAFT
OIL COOLER
BLOWER PULLEY

COUPLING

MAIN DRIVE SHAFT

OVERRUNNING
CLUTCH

103−120−4

Figure 3−5. Kamatics Drive Shaft

3−10
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

MOUNTING
BRACKET

MAIN
TRANSMISSION
ENGINE OIL COOLER DUCT
DRIVEN PULLEY

INPUT FAN MOUNTING

SHAFT BRACKET

HUB
COOLING
BLOWER

DRIVER
PULLEY

PULLEY
GUARD

TRANSMISSION
INPUT COUPLING
BELT

BLOWER
DRAIN
TRANSMISSION OIL
COOLER DUCT

DRIVE SHAFT
(KAFLEX)

Figure 3−6. Main Transmission Drive Shaft and Oil Cooler Blower

3−11
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

3.3 Transmission Oil Cooler

The transmission oil cooler is located on the engine side of the station 124.00 firewall. Cooling
air is ducted from the oil cooler blower scroll to the oil cooler (Ref. Figure 3−9 andFigure 3−11).
The oil cooler is an airstream radiator that removes the heat of the oil returning to the
transmission. The cooler construction is composed of a center core and aluminum shrouds. The
shrouds are safety wired to the core. Air exiting from the cooler is directed by a Y−shaped duct
to the top and bottom of the engine for cooling purposes. An additional tube directs air from the
shroud to cool the engine ignition exciter.
3.3.1. Oil Cooler Blower Assembly
NOTE: Refer to 63−21−00
The oil cooler blower assembly draws air in through its cooling air inlet screen where the air is
directed to the blower (Ref.Figure 3−6 and Figure 3−7). The blower then provides air, via
ducting, to the engine oil cooler, transmission oil cooler, engine area, and to the heater mixing
valve for heating and defogging.
The blower is located above and parallel to the main drive shaft and is belt driven. A driver
pulley, mounted on the main transmission input shaft, supplies power to the driven impeller
pulley by means of a single timing belt.
The impeller consists of an aluminum front and back panel brazed to 12 aluminum blades
within the fiberglass scroll enclosure. The belt driven impeller is dynamically balanced for an
operational speed of 12,000 RPM and will process approximately 1200 CFM of air flow.

3−12
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

SHAFT

SLEEVE
HUB BEARING (NOTE 1)
O−RING

SHAFT

BEARING SLEEVE
HUB (NOTE 2)
INNER RETAINER
CAVITY FILLED RING
MINIMUM CLEARANCE WITH GREASE SCREWS AND WASHERS
TO PREVENT RUBBING (4 PLCS)
(NOTE 3)
BOLT

SEAL (PART
BEARING OF BEARING)
BLOWER
SLEEVE SCROLL

SEAL
IMPELLER
SCREW AND WASHER (8
PLCS)

SPRING WASHER WASHER KEY NUT

SEALANT COVER
(NOTE 1)
OUTER RETAINING RING LAMINATED
SHIM

DRAIN TUBE
OUTLET

NOTES: COVER
1. CURRENT CONFIGURATION. (NOTE 2)
2. EARLY CONFIGURATION.
3. CLEARANCE SHALL BE 0.020−0.040 IN. (0.508−1.016 MM) MINIMUM.
G63−2009−1

Figure 3−7. Oil Cooler Blower

3−13
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

BREATHER−FILLER INPUT GEAR

ACCESSORY
DRIVE GEAR
SPLINED FOR M/R O−RING
DRIVESHAFT OUTPUT
PINION

ANTI−TORQUE
OUTPUT PINION

COOLER BLOWER
MOUNTING BRACKET
OUTPUT
GEAR

RING GEAR
CARRIER
CHIP DETECTOR AND
SELF−CLOSING DRAIN VALVE DRAIN

CHIP DETECTOR AND

SELF−CLOSING DRAIN VALVE

INPUT PINION PT60−050

Figure 3−8. Main Rotor Transmission (369F5100)

3.4 Main Transmission (369F5100)
NOTE: Refer to 63−20−25
The main rotor transmission is located on the main rotor centerline and is secured to the lower
side of the static mast, making it accessible from inside the passenger/cargo compartment. It
transmits engine power to the main rotor drive shaft and tail rotor drive shaft at reduced speeds
(Ref.Figure 3−8).
The input pinion gear meshes with the input bevel gear on the tail rotor output pinion shaft and
steps down the input speed from 6016 to 2078 RPM at the tail rotor output shaft. The output
pinion gear meshes with the output bevel gear, turning the output gear shaft at 477 RPM for the
main rotor drive.
All the gears are spiral bevel type gears, except for the accessory drive gears, which are the spur
gear type. Spiral bevel gears have proven strength, durability, and high contact ratio. The shafts
are straddle−mounted on heavy duty rollers and ball bearing to provide rigid construction
desirable for spiral bevel gears. The transmission housing assembly consists of the main
housing, the output cover, and the tail rotor drive cover, and is made of magnesium alloy. A sight
gage is located on the right hand side of the transmission in the reservoir area. Located in the
bottom of the housing are two magnetic self−closing chip detectors that also serve as drains. Any

3−14
 CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

metallic particle coming in contact with either detector closes a circuit to an instrument panel
amber caution light marked XMSN CHIPS causing it to illuminate. On the top left side of the
transmission housing, there is a filler breather for servicing the transmission with oil. At the
rear of the housing, mounted on the tail rotor output cover, there is an oil pressure switch. This
switch is set to close when the transmission oil pressure drops below 15 psi and causes a red
warning light on the instrument panel marked XMSN OIL PRESS to illuminate.
Two accessory drive pads are located on the tail rotor drive cover. The right hand pad mounts the
transmission lubrication pump and filter. The left hand pad mounts the tachometer generator
for main rotor RPM (NR) sense. The accessory drive gear is pinned to the input bevel gear and
drives the accessory pinions, increasing the speed from 2140 to 4328 RPM or a ratio of about 2 to
1. The accessory drive shafts are mounted on ball bearing.
3.4.1. Main Transmission Lubrication System (369F5100)
NOTE: Refer to 63−21−00
The main transmission has a pressure lubrication system, which utilizes an external oil cooler
and a scavenge system that draws oil from the input sump (Ref.Figure 3−9). The transmission
has a capacity of four quarts and the total system capacity is approximately six quarts. The
pressure lubrication system consists of an externally mounted pressure pump with an internal
oil filter, oil filter bypass valve, thermostatic bypass valve, oil cooler, oil temperature sensing
switch, and miscellaneous lines and fittings. The scavenge system consists of an internally
mounted scavenge pump and two aluminum tubes.
Pressure oil leaves the externally mounted pressure pump and flows directly to the oil cooler
located on the engine side of the station 124.00 firewall. The thermostatic bypass valve allows
the oil to bypass the oil cooler until the oil temperature reaches 178 ± 2° F. At this point the
bypass valve closes allowing oil to pass through the cooler. If the oil cooler becomes plugged, the
bypass valve will open at 25 psid, to allow the oil to again bypass the cooler. As the oil leaves the
cooler, it passes through the temperature switch which is the sensing unit for the XMSN OIL
TEMP warning lamp on the instrument panel. The oil then returns to the pressure pump and
passes through the 12 micron oil filter. If stoppage occurs in the pump filter, a pressure sensitive
bypass valve opens and allows oil to flow around the filter. After oil passes through the oil filter,
pressure is sensed at the system’s relief valve which will open should the pressure reach 65 ± 5
psig. The oil now enters the lubrication passages to the various parts of the transmission. Oil
pressure is sensed at the entry to these oil passages by a pressure switch which will activate
should the pressure fall below 15 ± 2 psig. This pressure switch is the sensing unit for the XMSN
OIL PRESS warning lamp on the instrument panel.
The prime function of the scavenge system is to draw oil up from the input sump. The upper
cylindrical roller bearing on the input shaft is continually lubricated by pressure oil from the
scavenge pump.

3−15
CSP−369FF MTM−1
Maintenance Training Manual
Powertrain

BYPASS

PUMP INLET
LINE

FILTER

PRESSURE
PUMP

SCAVENGE
PUMP

PRESSURE
RELIEF
VALVE
80  5 PSI

FILLER
BREATHER
TO SCAVENGE
PRESSURE PUMP
SWITCH STA 124.0
15  3 PSI FIREWALL

BYPASS INDICATOR
TEMPERATURE
SENDER
121°C  3°C THERMOSTATIC OIL OUT
BYPASS VALVE
60° − 80° C
25 psid OIL COOLER

OIL IN

DRAIN OUTLET

DRAIN TUBE
TO STATION 137.50
PT60−051

Figure 3−9. Main Transmission Lubrication System (369F5100) T600−044

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Powertrain

3.5 Main Transmission (369D25100)

NOTE: Refer to 63−20−25
The main rotor transmission is located on the main rotor centerline and is secured to the lower
side of the static mast, making it accessible from inside the passenger/cargo compartment. It
transmits engine power to the main rotor drive shaft and tail rotor drive shaft at reduced speeds
(Ref.Figure 3−10).
The input pinion gear meshes with the input bevel gear on the tail rotor output pinion shaft and
steps down the input speed from 6180 to 2160 RPM at the tail rotor output shaft. The output
pinion gear meshes with the output bevel gear, turning the output gear shaft at 485 RPM for the
main rotor drive.
All the gears are spiral bevel type gears, except for the accessory drive gears, which are the spur
gear type. Spiral bevel gears have proven strength, durability, and high contact ratio. The shafts
are straddle−mounted on heavy duty rollers and ball bearing to provide rigid construction
desirable for spiral bevel gears. The transmission housing assembly consists of the main
housing, the output cover, and the tail rotor drive cover, and is made of magnesium alloy. A sight
gage is located on the right hand side of the transmission in the reservoir area. Located in the
bottom of the housing are two magnetic self−closing chip detectors that also serve as drains. Any
metallic particle coming in contact with either detector closes a circuit to an instrument panel
amber caution light marked XMSN CHIPS causing it to illuminate. On the top left side of the
transmission housing, there is a filler breather for servicing the transmission with oil. At the
rear of the housing, mounted on the tail rotor output cover, there is an oil pressure switch. This
switch is set to close when the transmission oil pressure drops below 15 psi and causes a red
warning light on the instrument panel marked XMSN OIL PRESS to illuminate.
Two accessory drive pads are located on the tail rotor drive cover. The right hand pad mounts the
transmission lubrication pump and filter. The left hand pad mounts the tachometer generator
for main rotor RPM (NR) sense. The accessory drive gear is pinned to the input bevel gear and
drives the accessory pinions, increasing the speed from 2140 to 4328 RPM or a ratio of about 2 to
1. The accessory drive shafts are mounted on ball bearing.

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Powertrain

BREATHER SPLINES FOR

FILLER MAIN ROTOR O−RING
DRIVE SHAFT

TAIL ROTOR
OUTPUT SHAFT

OIL SEAL

OIL PRSSURE
SENDER
PLUG
(NOTE)
COOLING BLOWER
MOUNTING BRACKET
SCAVENGE
CHIP DETECTOR PUMP
AND SELF−CLOSING
DRAIN VALVE
CHIP COOLING BLOWER
DETECTOR PULLEY SPACER
SELF−CLOSING
DRAIN VALVE
INPUT SHAFT
INPUT SHAFT
NOTE: PLUG OMITTED ON LATER HOUSINGS SEAL DRAIN
CONNECTOR
Figure 3−10. Main Rotor Transmission (369D25100)
3.5.1. Main Transmission Lubrication System (369D25100)
The main transmission has a pressure lubrication system, which utilizes an external oil cooler
and a scavenge system that draws oil from the input sump (Ref.Figure 3−11). The transmission
has a capacity of four quarts and the total system capacity is approximately six quarts. The
pressure lubrication system consists of an externally mounted pressure pump with an internal
oil filter, oil filter bypass valve, thermostatic bypass valve, oil cooler, oil temperature sensing
switch, and miscellaneous lines and fittings. The scavenge system consists of an internally
mounted scavenge pump and two aluminum tubes.
Pressure oil leaves the externally mounted pressure pump and flows directly to the oil cooler
located on the engine side of the station 124.00 firewall. The thermostatic bypass valve allows
the oil to bypass the oil cooler until the oil temperature reaches 178 ± 2° F. At this point the
bypass valve closes allowing oil to pass through the cooler. If the oil cooler becomes plugged, the
bypass valve will open at 25 psid, to allow the oil to again bypass the cooler. As the oil leaves the
cooler, it passes through the temperature switch which is the sensing unit for the XMSN OIL
TEMP warning lamp on the instrument panel. The oil then returns to the pressure pump and
passes through the 12 micron oil filter. If stoppage occurs in the pump filter, a pressure sensitive
bypass valve opens and allows oil to flow around the filter. After oil passes through the oil filter,
pressure is sensed at the system’s relief valve which will open should the pressure reach 65 ± 5
psig. The oil now enters the lubrication passages to the various parts of the transmission. Oil
pressure is sensed at the entry to these oil passages by a pressure switch which will activate
should the pressure fall below 15 ± 2 psig. This pressure switch is the sensing unit for the XMSN
OIL PRESS warning lamp on the instrument panel.
On early configurations, metal tubes were used in the transmission oil cooling system. On
current configurations, the metal tubes are replaced with flex lines.

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Powertrain

BYPASS VALVE
(38"4 PSID)
FILTER

LOW SPEED GEAR MESH

PRESSURE PUMP
OUTPUT GEARSHAFT BEARINGS OUTPUT PINION BEARINGS
PUMP INLET LINE

OUTPUT SHAFT SPLINES

PRESSURE SWITCH
OIL RETURN TUBE (15 PSI)
RELIEF VALVE
(65"5 PSI)

FILLER BREATHER HIGH SPEED

GEAR MESH

ROLLER
BEARING

TRIPLEX BEARING

PLUG (NOTE) STA

SCAVENGE PUMP PUMP INLET LINE 124.0
FIREWALL

TEMPERATURE SENDER (117°C)

THERMOSTATIC
BYPASS VALVE
(80°C AND OIL OUT
25 PSID)
OIL COOLER

NOTE: PLUG OMITTED ON LATER HOUSINGS

OIL IN
JET
NOZZLE
DRAIN OUTLET
PRESSURE OIL
SCAVENGE OIL
PUMP INTAKE
DRAIN TUBE

Figure 3−11. Main Transmission Lubrication System (369D25100)

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Powertrain

3.5.2. Pressure Pump

NOTE: Refer to COM 63−20−26 and 63−20−01
The external pressure pump is a gerotor type pump that produces a system pressure of
approximately 50−55 psig at normal operating temperature (Ref.Figure 3−12). The pump
housing contains the lubrication system throw away type oil filter. The filter will remove
particles of 12 microns or larger. The pump is equipped with a filter bypass valve which will
open at 38 ±psid should the filter become clogged.

RETAINING
RING
INNER
ROTOR
PUMP
SHAFT
KEY
OUTER
RETAINING ROTOR
RING
PACKING
INPUT SHAFT
GUIDE
ASSEMBLY
RETAINING PACKING
DATA PLATE
RING

PACKING
PUMP HOUSING
SPRING
COVER
WASHER BYPASS
POPPET VALVE
SCREW
PACKING

OIL OUT

OIL IN

PACKING

PACKING

FILTER BOWL

DIFFERENTIAL PRESSURE
INDICATOR
PACKING
FILTER
PACKING

Figure 3−12. Pressure Pump − 369F5135

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Powertrain

GUIDE
ASSEMBLY
PACKING

SPRING

VALVE
HOUSING POPPET
PACKING
PACKING
OUTER SCREW
ROTOR

INNER
ROTOR

PUMP
SHAFT
RETAINING
RING
INPUT SHAFT
DATA PLATE RETAINING
RING

KEY

PACKING

VALVE ASSEMBLY

RETAINING RING

PUMP HOUSING
FILTER

FILTER BOWL

PACKING

H63−2121

Figure 3−13. Pressure Pump − 369D25167

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Powertrain

3.5.3. Scavenge Pump

NOTE: Refer to COM 63−20−27 and 63−20−02
The scavenge pump is also a gerotor type pump and is driven by a square drive from the input
pinion (Ref.Figure 3−14). The pump scavenges oil from the input sump to lubricate the upper
input shaft cylindrical roller bearing.

CURRENT STYLE

H63−2110

EARLY STYLE
H63−2111

Figure 3−14. Scavenge Pump

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Powertrain

3.5.4. Main Transmission Oil System Drain

On current configurations of the Model 369D and all Model 369E helicopters, a readily
accessible oil drain installation is installed to facilitate draining and maintaining the main
transmission oil system (Ref.Figure 3−15). The system consists of a drain tube with end cap
routed from the bottom of the main transmission oil cooler to the ring structure at station
137.50 in the engine compartment.
On early configurations of the Model 369D helicopter, a drain cap was installed at the bottom of
the main transmission oil cooler for the purpose of draining oil from the main transmission
lubrication system.
OIL PRESSURE
SENDER
MAIN TRANSMISSION LUBRICATION PUMP
AND OIL FILTER

OIL TEMPERATURE
SENDER

GROUND WIRE

OIL COOLER
BYPASS VALVE
CHIP DETECTORS

OIL COOLER BLOWER

TRANSMISSION OIL
COOLER DUCTS OIL COOLER

OIL LEVEL PLUG

VIEWED FROM RH SIDE OF
MAIN TRANSMISSION

NOTE 1

NOTE: DRAIN CAP

DRAIN CAP INSTALLED AT THIS LOCATION
(EARLY CONFIGURATION ONLY) G63−2007A

Figure 3−15. Main Transmission Oil Cooling System and Drain

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Powertrain

MAIN TRANSMISSION
OUTPUT GEARSHAFT
TAIL ROTOR COUPLING
DRIVE SHAFT

TAIL ROTOR DRIVE

SHAFT DAMPER

DAMPER
DAMPER SLEEVE

LOCK RING AND

DRIVE SHAFT INSTALLATION STUD (4 PLACES)

TAIL BOOM
OUTPUT SHAFT
BREATHER FILLER

EXTENSION
LIQUID LEVEL PLUG
COUPLING BOLT

INPUT SHAFT
TRANSMISSION COUPLING
STATION 284 SELF−CLOSING VALVE
BELLCRANK
CHIP DETECTOR
TAIL ROTOR TRANSMISSION

Figure 3−16. Tail Rotor Drive Shaft

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Powertrain

3.6 Tail Rotor Drive Shaft

NOTE: Refer to 63−15−10
The tail rotor drive shaft is installed between the main rotor transmission and the tail rotor
transmission (Ref.Figure 3−16). The drive shaft is a dynamically balanced aluminum alloy tube
with bonded and riveted aluminum flange couplings at each end. A chrome plated steel sleeve is
bonded 77.07 inches from the forward end of the tube and is used as the bearing surface for the
drive shaft damper. The sleeve is not centered midway on the tube, it is slightly forward of
center.
Balancing is accomplished by means of brass weights bonded to the shaft at the proper azimuth
location at three shaft stations, which are 1/4 the length in from each end, and 1/2 to 1 inch from
the damper sleeve. A shaft may be acceptable without balance weights being applied. Each shaft
is stenciled with the word AFT near the coupling flange end that is to be installed at the tail rotor
transmission.
3.6.1. Tail Rotor Drive Shaft Couplings
Splined couplings mounted on the main transmission output shaft and the tail rotor
transmission input shaft provide connections for the tail rotor drive shaft (Ref.NO TAG). The
couplings are made of steel and incorporate flexible couplings similar to those on the main drive
shaft. The flexible couplings compensate for slight misalignment between the transmissions.
The forward flexible coupling is secured to the main transmission output gearshaft by a socket
which attaches to the coupling nutplate and a special self−locking key bolt that threads into the
shaft. The aft coupling is secured to the tail rotor transmission by a special self−locking bolt that
threads into the end of the shaft. Shims are used at both ends of the tail rotor drive shaft
couplings to obtain shaft fit as well as insuring proper coupling clamp−up by retention bolts.

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Powertrain

MEASURED GAP
0.010−0.020 IN.
(0.254−0.508 MM) THIN WASHER
(3 PLCS)

1.370 IN. AFT TAIL ROTOR

(3.4798 CM) OD ALIGNMENT COUPLING GEARSHAFT
(NOTE 2) BOLT OR PIN INPUT SHAFT

NOTE 1

SHIMS

MAIN TRANSMISSION
OUTPUT PINION TAIL ROTOR
DRIVE SHAFT COUPLING BOLT
(NOTE 5)
COUPLING BOLT
(NOTE 5)

FORWARD COUPLING AFT COUPLING

0.010 IN. (0.254 MM)

MINIMUM STEP
(NOTE 3)

KAMATIC COUPLINGS G63−1005−2A

Figure 3−17. Tail Rotor Drive Shaft Couplings − Kamatic

G63−1005−2

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Powertrain

STATION
197.78

THIN WASHER

TEFLON GRAPHITE
DAMPER
WASHER

BOLT

SPACER

SPRING

METAL PLATE

BRACKET

Figure 3−18. Tail Rotor Drive Shaft Damper

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Powertrain

3.6.2. Tail Rotor Drive Shaft Damper

NOTE: Refer to 63−15−10
The tail rotor drive shaft damper is mounted in the aft fuselage boom fairing and surrounds the
chrome plated steel sleeve on the tail rotor drive shaft (Ref.Figure 3−18). The damper consists
of a 15 percent graphite sintered, 85 percent Teflon, heat treated block, an aluminum plate, two
bolts, two spacers, two springs, and washers as required.
A steel bracket is riveted to the boom fairing and forms the support for the damper assembly.
The damper block is sandwiched between this support bracket and the damper plate and
secured with the two bolts, spacers, springs, and washers. The spring force, acting on the steel
plate, establishes a friction of 2 ± 1/4 lbs on the damper block and is governed by the number of
washers between the springs and the plate. The bolts are torqued against the spacers and are
not used to adjust friction (Ref.Figure 3−19).
The tail rotor drive shaft must be removed when checking or adjusting damper friction. Access
to the damper assembly is through an access plate on the lower side of the tailboom. Damper
friction should be checked as shown inFigure 3−19.
STA. 197.78

THIN WASHER
(AS REQUIRED)

TEFLON GRAPHITE
DAMPER

WASHER

1.13 IN.
(2.8702 CM)
BOLT

5.00 IN.
(12.7 CM) SPRING

METAL PLATE
1.75 IN.
(4.445 CM) 2.00 IN.
2.88 IN. (5.08 CM) BRACKET
(7.3152 CM)
SPACER

FRICTION CHECKING TOOL

(NOTE)

NOTE: SPRING SCALE

MANUFACTURED LOCALLY FROM 1/8 IN. (3.175 MM) 0−10 POUNDS
CORROSION RESISTANCE SPRING WIRE. 0−5 KG)

Figure 3−19. Checking Tail Rotor Drive Shaft Damper Friction

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Powertrain

3.7 Tail Rotor Transmission

NOTE: Refer to 63−25−10 and COM 63−25−20
The tail rotor transmission, mounted on the aft end of the tailboom, serves as the attach point
for the tail rotor, changes the direction of drive 90 degrees, and increases shaft speed from 2140
to 2933 RPM.
The transmission contains a single mesh ring and pinion spiral bevel gear set made of
vacuum−melted forged alloy steel, carburized, and ground to precision tolerances. Both gears
are straddle−mounted to provide the rigid construction desirable for spiral bevel gears. The
input shaft has two ball bearing; one on the aft end and one on the forward end. The output shaft
has a roller bearing on the inboard end and a duplex bearing set on the outboard end. The
housing assembly incorporates input bearing retainers.
The transmission has an integral lubrication system and uses the splash method to lubricate
the gears and bearing. It is designed so not all oil will be depleted in the event the rotating shaft
seals fail. The tail rotor transmission is serviced with 0.5 pint of oil.
The oil level sight gage is located on the aft end of the gearbox and the filler−breather is located
on top. In the drain port at the rear of the transmission, a self−closing electrical chip detector is
installed. It is wired to an amber caution light on the instrument panel marked TR XMSN
CHIPS. The instrument is magnetic and any ferrous metal particles that come in contact with it
close the electrical circuit and illuminate the lamp.

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Powertrain

INPUT SHAFT

HOUSING

OUTPUT SHAFT

DRAIN VALVE
AND
CHIP DETECTOR
SIGHT GAUGE
CORK

Figure 3−20. Two Bladed Tail Rotor Transmission

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Powertrain

BLEED−SCREWS PISTON CALIPER

SPECIAL NUT ASSEMBLY

GASKET
SPACER
WASHER

ROTOR
TACHOMETER
GENERATOR

SHIM WASHERS

MOUNTING BRACKET

FAILSAFE COUPLING BOLT

TAIL ROTOR DRIVE

SHAFT COUPLING

COUPLING

SHIMS

TEE

PRESSURE RELIEF VALVE EARLY CONFIGURATION

(BENDIX)

BRAKE DISC

COUPLING
BOLT

TRANSMISSION
COUPLING
COUPLING SHIM
ACTUATING LINKAGE
CURRENT CONFIGURATION
(KAMATICS)

G63−2005A
Figure 3−21. Rotor Brake Installation

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Powertrain

3.8 Rotor Brake Installation

NOTE: Refer to 63−22−00
The rotor brake enables the pilot to manually brake the rotor system to a stop by operating a
single brake handle. The handle is installed on the upper left (or upper right, depending on
helicopter seating configuration) side of the canted bulkhead 78.50 control tunnel in the pilot’s
compartment. Operation of the brake handle actuates a master cylinder, causing dual pucks to
grip a brake disc installed on the tail rotor drive shaft coupling. Braking force is transmitted
through the main transmission to the main rotor. A friction clip secures the handle in an
out−of−the−way position when the brake is not in use.
The rotor brake installation includes:
• A master cylinder with an actuating handle mechanism (master cylinder and linkage
assembly).
• A caliper assembly with dual opposing pistons to which friction pads (brake pucks) are
attached.
• A brake disc installed on the tail rotor drive shaft coupling at the aft end of the main
transmission.
• A hydraulic pressure relief valve.
• A tachometer generator.
• Six stainless steel hydraulic tubing assemblies and associated fittings.
• Attaching and mounting hardware.
• A trim panel assembly.

3.8.1. Rotor Brake Operation

When manual force is applied to the brake handle (master cylinder piston), hydraulic pressure
is produced; this pressure is transmitted through the tubing to the caliper assembly where it
acts on the pistons. This causes the pucks to apply clamping pressure (braking force) to the
brake disc. System pressure is held within safe limits, regardless of the force applied to the
brake handle, by operation of the pressure−relief valve. When hydraulic pressure exceeds 500
psig (3447 kPa), the pressure−relief valve opens, venting excess pressure back to the master
cylinder. When application of force is discontinued, caliper pistons (and the pucks) are
retracted by return springs in the caliper assembly. Puck−to−disc clearance is maintained by
action of a self−adjusting mechanism in the caliper assembly. The original equipment
tachometer generator is replaced by a new unit that is included in the rotor brake installation
to provide clearance between the tachometer generator and the brake disc. The original
equipment electrical connector (P202), installed on the aft fuselage wiring harness near the
main transmission, is replaced with a new plug which mates with the receptacle on the new
tachometer generator.

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TO CA;IPER ASSY.

HANDLE

VENT

RELIEF VALVE
RETAINER ASSY.

MASTER CYLINDER
RELIEF VALVE

LEVER
VENT

CAP

GASKET
RESERVOIR
MASTER CYLINDER

SPRINGS (2)

CUP LEVER

PISTON

PIVOT PIN
PLUG
BRACKET

Figure 3−22. Rotor Brake Master Cylinder

3−33/(3−34 blank)
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369FF Maintenance Training Course

SECTION FOUR
Tail Rotor and Control Rigging
CSP−369FF MTM−1
Maintenance Training Manual
Tail Rotor and Control Rigging

SWASHPLATE
(PITCH CHANGE)
NON ROTATING ASSEMBLY
BOOT PITCH CHANGE LINK

SWASH PLATE

ROTATING BOOT DRIVE FORK

BOLT BLADE
RETENTION BOLT
LOCK WASHER
ELASTOMERIC
BEARING TAIL ROTOR
STOP

HUB
DRIVE FORK

ELASTOMERIC
BEARING
LOCKNUT

BLADE PITCH
BEARING

STRAP PACK

TIP CAP
PITCH CHANGE
ARM

BALANCE WEIGHT BLADE

ABRASION STRIP

H64−2021

Figure 4−1. Tail Rotor Installation

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Tail Rotor and Control Rigging

4.0 Tail Rotor Installation

NOTE: Reference applicable data in HMI−CSP−2, chapter 64−00−00.
The tail rotor installation consists of a pitch control assembly, a drive fork assembly, two pitch
control link assemblies, and two blade assemblies telescoped over a hub and bolted to an
interconnecting tension torsion strap assembly located inside the hub. Pitch is controlled
collectively by the pitch control assembly, which consists of link assemblies connecting the pitch
control arms to a swashplate that slides axially on the tail rotor output shaft. Movement of the
swashplate is controlled through a series of bellcranks and rod assemblies connected to the
pedal installation. Rotation of the blades is effected through the tail rotor transmission splined
output shaft, tail rotor drive fork assembly, and hub. The tail rotor has a coning angle toward the
tailboom and is designed to relieve bending stress when thrust loads are applied.
4.0.1. Tail Rotor Blade
NOTE: Refer to 64−10−00
Each tail rotor blade consists of an aluminum honeycomb spar, aluminum skin, aluminum root
fitting with pitch change arm, and an aluminum tip cap. The assemblies are structurally
bonded together. Overall length of the blade is 26−11/16 inches with a tail rotor diameter of 57
inches. The blades have a constant cord of 5.33 inches and twist of 6° 40′.
The root fitting is an anodized aluminum forging contoured to the airfoil shape. The internal
bore is machined in two places to receive Teflon−lined sleeve feathering bearing. Loctite is used
to secure the feathering bearing in place. The pitch change arm is stress relieved and attached
to the root fitting with three equally spaced huck bolts.
The aluminum honeycomb spar is bonded to stiffeners. The stiffeners are then bonded to the
root fitting and the tip cap. The assembly is completed with a wrap−around skin bonded to the
root fitting, spar, and tip cap and closed at the trailing edge. Doublers are bonded in place and
aluminum pins are installed through the blade doublers to detect a possible bonding
separation.
Each blade is attached to the strap pack by a single bolt with two slip bushings and crushable
washers. This arrangement allows the bushings to clamp against the strap pack while having a
minimum amount of squeeze on the root fitting. The crushable washers allow the bushings to
extend through the root fitting equally during torquing of the bolt.

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Tail Rotor and Control Rigging

DRAIN OPENING
ABRASION STRIP

TIP CAP
SPAR
TIP WEIGHT

HONEYCOMB
SKIN
DRAIN OPENING

ARM
DOUBLER

ALUMINIUM PINS
(DETECTS BONDING SEPARATION)
FEATHERING BEARINGS

103−088

Figure 4−2. Tail Rotor Blade

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Maintenance Training Manual
Tail Rotor and Control Rigging

FAIL SAFE
WASHER
OUTBOARD
STRAP SHOES

BUSHINGS
PITCH CONTROL
BALANCE WASHERS ARM

PITCH ARM BOLT

FORK BOLT

ELASTOMERIC BEARING

FORK
BLADE
HUB PITCH BEARING

STRAP PACK
ROOT FITTING
ASSEMBLY
INBOARD
CRUSHABLE WASHER
STRAP SHOES
NUT

HUB TRUNION
103−086
PITCH CONTROL LINK
CRUSHABLE WASHER
BLADE RETENTION BOLT

Figure 4−3. Tail Rotor Hub − Cross Section

4.0.2. Tail Rotor Hub
NOTE: Refer to 64−20−00
The tail rotor hub installation consists of a drive fork, teetering bearing, strap pack, hub, flap
retainer and attachment hardware.
Running through the hub to each blade spar is the tension−torsion strap pack. It serves the
same function as the strap packs of the main rotor. The strap pack consists of 19 or 20 .009−inch
stainless steel laminates, depending on the tolerance buildup of the individual straps forming
the pack. The final pack thickness must be between 0.171 and 0.180 inch. The pack is held
together at the center by two forged aluminum shoes held in position by two Hi−Shear rivets. At
the outboard extremities of the pack, where they attach to the blades, two forged steel shoes are
pressed over a steel bushing that accepts the attach bolts for the blades. The hub is an
electropolished stainless steel forging bored to receive a threaded bushing which clamps up
against the center shoe of the strap pack.
The hub is attached to the drive fork using a single bolt with either conical or elastomeric
bearing arrangement. Bearing are not a matched set and replacement of individual bearing is
permitted. Shims of various thickness are used to ensure that the hub is centered between the

4−5
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Maintenance Training Manual
Tail Rotor and Control Rigging

ears of the drive fork. The procedure used to determine the amount of shims required to center
the hub is shown in Figure 5−4.
The drive fork is an aluminum forging which transfers torque from the gearbox output shaft to
the tail rotor assembly. The drive fork is positioned on the output shaft using a two−piece ring
and split cone arrangement. A steel nut and a tang washer is installed to secure the drive fork
on the shaft.
A new P/N 369D21725 tail rotor stop support and retention nut is now available as
replacement, when required, for the existing P/N 369D21724−3 stop support and P/N
HS1550A328 retention nut used to secure the tail rotor assembly on the tail rotor transmission
output shaft. The one−piece stop support and retention nut is designed to provide added
security and simplify field maintenance for the tail rotor assembly. It is to be noted that a new
tang washer must also be used whenever the tail rotor assembly is removed and reinstalled on
the transmission output shaft.
The flap restrainer assembly consists of an anodized aluminum cup with an extension for
insertion into the tail rotor gearbox output shaft. The cup accepts a 2−inch rubber stop. The
combined assembly becomes a very snug fit between the hub and tail rotor gearbox output
shaft.

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Tail Rotor and Control Rigging

Figure 4−4. Figure 5−4. Tail Rotor Hub Shimming

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Tail Rotor and Control Rigging

LOCKWASHER
SWAGE RING

BEARING

NUT

HOUSING

SELF−ALIGNING BEARING SWASHPLATE

PITCH CHANGE LINK

LINER SPLINED LINER

103−089

Figure 4−5. Tail Rotor Pitch Control Assembly

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Maintenance Training Manual
Tail Rotor and Control Rigging

4.0.3. Tail Rotor Pitch Control Assembly

NOTE: Refer to 67−20−00 and COM 64−30−00
The pitch control assembly consists of a rotating swashplate and pitch control housing. The
housing is a machined magnesium casting fitted with two sealed ball bearing. The outer race is
secured in the housing by an aluminum swage ring. A spherical Teflon−lined bearing is pressed
into a bore of the housing and is the attach point for the pitch control bellcrank that provides
control input to the swashplate assembly. The machined aluminum swashplate slides into the
two ball bearing in the pitch control housing and is held by a locknut to the inner race of the
bearing. Two bronze liners are situated in the swashplate: a splined liner and a smooth liner.
The splined liner rides in the splined portion of the tail rotor gearbox output shaft and provides
the driving impetus for the swashplate. The unsplined liner is roll−staked and serves as a
second bearing surface for the swashplate on the output shaft.
The pitch control links are forged aluminum with spherical ball bearing swaged in place. The
bearing are field replaceable. The tail rotor assembly is dynamically balanced at the factory.
Chordwise balance is achieved by adding balance washers under the bolt head at the link and
arm attach points. Span−wise balance is accomplished using weights at the blade tips.

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Tail Rotor and Control Rigging

Figure 4−6. Flight Control System

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Tail Rotor and Control Rigging

4.1 Anti−Torque Control System

NOTE: Reference applicable data in CSP−HMI−2 Manual, chapter 67−20−10.
The flight control system is of the conventional helicopter controls systems design for collective,
cyclic, and tail rotor control. Flight control simplicity was achieved as a result of the design
philosophy to keep all systems as uncomplicated as possible. Control forces are light and do not
require the complexity of hydraulic boost and stabilization systems. Flight controls on the
Model 530FF are mounted on the left side, allowing three people to be seated in the forward
compartment.
The collective control system controls the vertical movement of the helicopter. Raising the
collective pitch stick will cause all the main rotor blades to increase angle of incidence equally
and simultaneously. The increasing angle creates more lift and the helicopter will rise vertically.
This control is then used to climb, hover, or descend.
The cyclic control system is used to control the attitude of the helicopter. The helicopter has a
tendency to fly in the direction of main rotor disk tilt. The purpose of the cyclic control system,
then, is to tilt the main rotor disk and control horizontal flight. Cyclic control stick movement
causes the opposite main rotor blades to change angle equally and oppositely, creating a lift
differential and causing the main rotor disk to tilt.
The tail rotor control system is used to control the directional heading of the helicopter. The
rudder pedals in the cockpit control the blade angle of the tail rotor. The tail rotor functions as an
antitorque device. As the collective pitch is raised, more power is supplied from the engine. This
tends to turn (torque) the helicopter to the right. To correct for this turning tendency, left pedal
must be added. When power is reduced, a simultaneous movement of the right pedal is required
or the helicopter will yaw to the left. This system is also called the antitorque control system or
the rudder control system.

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Tail Rotor and Control Rigging

TAIL ROTOR
SWASHPLATE

STA
142.62

STA 284
BELLCRANK
STA 100
CONTROL ROD TAIL BOOM
CONTROL ROD

STA 95
BELL CRANK
BELL CRANK

SUPPORT
CONTROLS
SUPPORT BRACKET
STA 78.50 BUNGEE SPRING

TUNNEL ROUTED BUNGEE SPRING

CONTROL ROD (NOTE)

IDLER BELLCRANK
FLOOR ROUTED
CONTROL ROD

SPRING
FLOOR ROUTED
EYE BOLT CONTROL ROD
WASHER

RUDDER PEDAL
WASHER STOPS
WASHER
NUT
LINK
ASSEMBLY

BELLCRANK
NOTE:
TAIL ROTOR PEDAL FORCE
ADJUSTMENT MAY BE ACCOMPLISHED
BY TRANSFERRING DESIRED NUMBER OF
WASHERS AT EYEBOLT TO NUT SIDE. 103−026B

Figure 4−7. Tail Rotor Control System

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Tail Rotor and Control Rigging

4.2 Tail Rotor Control System

The pedal assemblies are composed of hollow cast machined magnesium pedal arms which
receive the pedals. The pedals are secured in position by lockpins.
The right hand pedal is a floating pedal, whereas the left hand pedal is the working or driving
pedal. A torque tube interconnects the pilot’s and copilot’s pedals and transfers their control
function to a control rod running under the flight compartment floor. The torque tube is a
precision ground aluminum tube, hard anodized and polished to a fine surface finish. The
support brackets are machined magnesium castings bolted to the structure at fuselage station
44.65. The bearing pressed into these brackets are lifetime lubricated ball bearing expressly
designed for torque tube applications.
The torque tube slips into the support brackets and accepts the left hand and right hand pedal
arms, which are fitted with Teflon−lined bushings. The pedals are then secured to the torque
tube by bushing assemblies. The right hand pedal is free to rotate about the torque tube, while
any movement of the left hand pedal will cause a corresponding movement of the torque tube.
Installed into fittings on the pedal arms are four link assemblies. These link assemblies attach
to two bellcranks, which mount into fittings on the support brackets. Any movement of one
pedal will cause an opposite movement of the other pedal. Pedal movement is limited by stops
located on the pedal support bracket. The bellcrank of the pedals pivot upward and the stop
limits movement.
It is normal to require some right pedal in cruise flight. The lighter the aircraft gross weight, the
more pronounced the requirement to hold right pedal. This is due to the low engine power
requirements to maintain cruise flight, therefore less left pedal is required for anti−torque
compensation. It should be stressed to pilots complaining of the pedal characteristic that under
maximum gross loads they will need the left pedal reserve now built into the controls to correct
the high power setting and increased anti−torque requirements.

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Tail Rotor and Control Rigging

0.250 IN. (6.35 MM)

MAX. MISALIGNMENT NOTES:
BETWEEN PEDALS 1. ROTATING BOOT NOT SHOWN. NORMALLY IT
IS TIED BACK TO LOCATE RIGGING TOOL.
2. TAILBOOM CONTROL ROD AND STA. 120 CONTROL
ROD LENGTHS ARE ADJUSTED FOR CORRECT
CLAMPING BLOCKS MID−TRAVEL RIGGING.
3. ST606, TABLE 3, SEC. 91−00−00

STOP NUT

RIGHT STOP BOLT

LEFT STOP BOLT

PEDAL ARM ALIGNMENT AND

STOP BOLT ADJUSTMENT

SWASHPLATE
NON−ROTATING RIGGING TOOL
BOOT (NOTE 3)

TAILBOOM CONTROL ROD

(NOTE 2) TAIL ROTOR FORK SPLIT−RING
RETAINER

BELLCRANK ACCESS DOOR

STA. 120 CONTROL ROD

(NOTE 2) MID−TRAVEL RIGGING
(NOTES 1, 2)

LEFT PEDAL RIGGING RIGHT PEDAL RIGGING

G67−2002B

Figure 4−8. Rigging Tail Rotor Controls

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Tail Rotor and Control Rigging

4.2.1. Rigging Tail Rotor Controls

The tail rotor control system must be re−rigged immediately after replacement of linkage that
cannot be accurately measured (by trammeling, etc) before it is installed in the tail rotor control
system, or if helicopter operation reveals a rigging deficiency.
Remove pilot’s pedals and copilot’s (if installed) to prevent possible contact with lower
CAUTION windshield during rigging sequence.
NOTE: Control rod end bearing adjustments are to be made to nearest half turn that produces
correct rigging. When tightening jam nut at adjustable end of a control rod, always hold
rod end with a wrench to prevent jamming of bearing. Never reinstall a used cotter pin;
always install a new one.
• Disconnect bungee spring at aft end of floor−routed control rod.
• Using two pieces of wood and C−clamp or rope, secure pilot’s foot pedal arms so they are
aligned. With pilot’s foot pedals clamped in neutral and control rod lengths adjusted,
control system bellcrank positions may be checked as follows:
• Sta. 95 bellcrank: Centerline of tunnel−routed control rod attach bolt should be 4.30 ±0.090
inches (109.22 ±2.286 mm) above mast base structure.
• Sta. 142 bellcrank: Centerline of tailboom control rod attach bolt should be 4.75−5.09
inches (120.65−129.286 mm) from aft face of Sta. 137.50 bulkhead. For access to bellcrank,
remove tail rotor control bellcrank access door.
• Loosen rod end jam nut at forward end of tailboom control rod.
• On tail rotor transmission, remove hardware attaching tailboom control rod to inboard end
of Sta. 284 bellcrank.
• Tie back tail rotor rotating boot. Place midtravel portion of swashplate rigging tool
between swashplate and tail rotor fork split−ring retainer. Make sure that rigging tool
contacts ring and not fork.
• Turn tailboom control rod at aft end. Adjust rod length to nearest half turn of rod end that
allows swashplate rigging tool to just slide between split−ring retainer and swashplate.
• Recheck that centerline of tailboom control rod forward attach bolt remains 4.75−5.09
inches (120.65−129.286 mm) from aft face of Sta. 137.50 bulkhead. Also check forward rod
end for not less than one and one−half exposed threads with jam nut snug against rod. If
either condition does not exist, disconnect forward end of Sta. 120 control rod and readjust
both control rods until Sta. 142 bellcrank position and exposed threads of both control rods
are within tolerance.
• Ensure that slotted bushing is in place in bottom ear of Sta. 284 bellcrank and inboard ear
of Sta. 95 bellcrank. Connect control rods.
• Check witness holes for proper thread engagement. Align rod ends to get approximately
equal angular throw in bellcranks; tighten jam nuts.
• Remove clamping device from foot pedal arms.
• Loosen jam nuts on pedal stop bolts. Screw in pedal stop bolts approximately 0.50 inch
(12.70 mm).

Use care when actuating pedals to avoid possibility of damaging tool or

CAUTION windshield.

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Tail Rotor and Control Rigging

NOTE: Adjust copilot’s pedal stop bolts to match pilot’s pedal travel, 0.001−0.003 inch
(0.025−0.076 mm) gap between stop bolts and pedals.
• Adjust right pedal stop bolt ( so that when pedal arm is held against stop, right pedal
portion of swashplate rigging tool just slides between split−ring retainer and swashplate.
Fit should be tight enough to support weight of tool. Without changing adjustment of bolt or
tool fit, tighten jam nut on stop bolt.
• Adjust left pedal stop bolt so that when pedal arm is held against stop with 20 − 25 pounds
(88.96 − 111.20 N) pressure (or pull on right pedal), left pedal portion of swashplate rigging
tool just slides between split−ring retainer and swashplate. Fit should be tight enough to
support weight of tool. Without changing adjustment of bolt or tool fit, tighten jam nut on
stop bolt. Remove swashplate rigging tool and restore rotating boot to normal installed
position.
• Reinstall pedals. Slowly press outboard pedal to its full forward travel position against
stop bolt. With not more than 20 pounds pressure applied, upper and lower edges of pedal
must clear canopy glass by not less than 0.20 inch (0.508 mm).
• Operate pedals through full range of travel. While controls are being moved, check that
there is never less than 0.060 inch (1.524 mm) clearance around Sta. 120 control rod where
it passes through structure at Sta. 137.50 and that there is never less than 0.010 inch (0.254
mm) clearance around tailboom control rod where it exits between boom and tail rotor
transmission.
• Connect bungee spring between aft end of floor−routed control rod and Sta. 63 bracket and
check that pilot’s left pedal moves to its normal forward position.
4.2.2. Tail Rotor Bungee Adjustment
• Increase pedal force by removing washers from under bungee spring eyebolt.
• If tail rotor pedal forces are not zero during level flight at 130 − 140 knots, tail rotor force
adjustment may be accomplished by removing a desired number of AN970−3 washers.
MS24665−143
COTTER PIN
AN42B−C10A EYEBOLT BUNGEE
STA AN970−3 WASHER (8 REQD) ASSEMBLY
63.00 MS21042−3 NUT
369A2541 AN960−10L WASHER
BRACKET
MS17826−4
NUT
AN960KD416L
WASHER
AN960KD416L
WASHER
NAS1104−11D
BOLT
369D27521 369DSK83−19
SPRING FITTING

TAIL ROTOR BUNGEE TAIL ROTOR BUNGEE

(2−BLADED) (4−BLADED)
TG67−2019

Figure 4−9. Tail Rotor Bungee Adjustment

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SECTION FIVE
Main Rotor
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

103−093

Figure 5−1. Main Rotor Assembly

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Main Rotor

5.0 Main Rotor Assembly − General Description

NOTE: Reference applicable data in CSP−HMI−2 Manual, chapters 62−00−00 and 63−30−00.
The helicopter utilizes a five bladed, fully articulated main rotor assembly with unique
features. While contemporary helicopters use straps in lieu of thrust bearing stacks to contain
blade centrifugal loading and allow feathering, the MDHI strap arrangement goes three steps
further. First, the strap configuration (while secured firmly to the hub by bolts) actually allows
the centrifugal load exerted by one blade to be reacted by the opposite two blades. Thus, very
light centrifugal loads are sensed by the hub. Second, the V−legs of the strap packs rotate as
driving members to turn the blades. In other words, the straps act as the spokes of a wheel to
impart the rotating movement to a point outboard of the hub, which, instead of a wheel rim
happen to be the rotor blades. Finally, the straps are configured to allow flapping and feathering
of the blades.

5.1 Static Mast Assembly

NOTE: Refer to 63−30−00
Conventional helicopters have dynamic masts. That is, the masts not only support and turn the
rotor head, but also absorb the constantly changing flight loads. These loads are transferred to
the main gearbox, since the mast is generally an integral part of this unit. Dynamic masts are
extremely heavy and require a very heavy and complex main gearbox.
The MDHI approach is to support the rotor head with the basic structure of the aircraft and let it
rotate around a bearing on the basic structure. The static main rotor mast assembly and its
attaching support structure are probably the most important fail−safe provision in the
airframe. The mast assembly, because of the floating axle type main rotor drive shaft, receives
main rotor thrust and movement vectors normal to the axis of rotation directly from the bearing
between the mast and the rotor hub. The main rotor mast is nonrotating and thus sees the major
rotor support loads as predominantly steady loads rather than as rotating beam loads as in
conventional practice.
The static mast shaft is a machined steel forging that is shrink−fitted (approximately 0.002
inch) into a machined aluminum forging that forms its base and is locked together by Hi−Shear
fasteners. The area where the shaft mates with the base is caulked to prevent corrosion. The
base of the mast is bolted at four points to the mast support structure, which is permanently
attached to the forward and aft fuselage frames that form the fuselage truss.

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Main Rotor

HUB INNER LINER CONTACT SURFACE

MAIN ROTOR MAST TUBE

NUT (LEFT−HAND THREADS)

TAPE PLATE SPACER

MAST BASE

RIVET
STUD

103−091

Figure 5−2. Static Mast Assembly

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Main Rotor

5.2 Main Rotor Drive Shaft

NOTE: Refer to 63−10−00
The main rotor drive shaft rotates within the static mast with the lower end splined into the
main transmission and the upper end flange−bolted to the main rotor hub (Ref.Figure 5−3).
Propulsion (torque) is transmitted independently through the main rotor drive shaft, which is
not relied on to transmit primary flight loads to the airframe. The drive shaft is a phosphate
coated steel forging approximately 27 inches long. The interior and exterior are epoxy coated
except for gear and shaft head mating surfaces. The head is decagon shaped and has provisions
for attaching the fiberglass hub fairing. A cork seals the upper end against moisture.

EYEBOLT (3 PLACES)

EXTERNAL WRENCHING OVERTORQUE

BOLT (7 PLACES) VERIFICATION STRIPE

FAIRING SUPPORT

SPACER (7 PLACES)

HUB

DRIVE SHAFT

P62−2001T

Figure 5−3. Main Rotor Drive Shaft

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Main Rotor

5.3 Main Rotor Hub

NOTE: Refer to 62−20−00
The main rotor hub assembly is composed of the hub, which is an aluminum alloy forging
machined to its final configuration; the lower shoe, also a machined aluminum alloy forging; five
pitch housings (also aluminum alloy); and five pitch bearing assemblies attached to the pitch
housing assemblies (Ref.Figure 5−4). Riding between the hub and lower shoe and out through
the pitch housing, is the strap pack assembly. The lead−lag link assemblies are secured to the
outer extremities of the strap pack. Attached to the pitch housing are the five main rotor
dampers. Completing the assembly is the droop stop ring, which is a maraging−steel ring, and
five follower assemblies.
The rotor hub is interconnected to the static mast by two opposed tapered roller bearing. The
lower bearing inboard race rides on a liner. The liner is a close fit on the shaft of the static mast.
The inner race of the upper bearing rides directly on the mast. Situated between the underside
of the upper bearing inner race and the top side of the liner, is a steel spacer. This spacer
determines the rotational drag of the rotor head taper roller bearing set. The bearings are
handpacked full with grease. The grease is retained in the bearings by three lip seals. All three
seals are installed with their lips up.
The bearing arrangement is locked together and the hub is secured to the static mast by a
locknut and retainer used in conjunction with two screws. The mast has two slots cut into it for
retainer insertion. The locknut is installed and torqued, the retainer is installed, and the hole
alignment is checked. If hole alignment is not achieved, the nut is to be turned over and
reinstalled. After hole alignment is achieved, the two screws are installed, taking care not to
place washers under the head of the screws. Screw head clearance is then checked by placing a
straight edge across the upper surface of the hub. The screw heads must not protrude more than
0.020 inch above the upper surface of the hub. The screws are then safety wired to the retainer.
The threads of the locknut are coated with a specified lubricant before installation. The locknut
actually bottoms on a seal retainer, which provides a good surface for the upper seal’s lip to act
upon.
Hub assemblies are dynamically balanced. Balance bolts and weights are added to the hollow
lead−lag bolt as necessary. The balance bolt is installed inside the lead−lag bolt with the head
down and balance weights under the nut visible on the top of the hub lead− lag link bolt.

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Main Rotor

SCREW (2 PLCS)
(NOTE 2)
MAS
T
LOCKNU
T

RETAINE
R
0.020 INCH (0.508 MM)
LOCKWIR MAXIMUM SCREW RETAINE
E HEAD HEIGHT ABOVE R
HUB

SCRE
W LOCKNUT
DRIVE SHAFT MAST SEAL
RETAINER SEAL RETAINER
SAFETYING
LOCKNUT AND SEAL
INSTALLATION

LOCKNUT
MAIN ROTOR
HUB

PITCH HOUSING
ASSEMBLY

SHIMS / SHIM
WASHERS (NOTE 4)

LOWER
SHOE

SHOULDERED BUSHING

PITCH
MAIN ROTOR MAST CONTROL
ROD

FLEXIBLE BOOT
NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A
NOTE 1 MINIMUM OF 0.010 INCH (0.254 MM) TO A
MAXIMUM OF 0.060 INCH (1.524 MM) ABOVE
ROTATING SWASHPLATE OUTSIDE SURFACE OF PART AFTER NUT IS
TIGHTENED.
2. IF LOCKNUT AND RETAINER SCREWHOLES
DO NOT MATCH WITHIN CORRECT TORQUE
RANGE, LOCKNUT IS TO BE INVERTED.
3. WASHER(S) AS REQUIRED FOR BOLT END
TO SWASHPLATE BOOT CLEARANCE.
NOTE 3 4. SHIMS / SHIM WASHERS USED TO FILL GAP
ON SHOULDERED BUSHING SIDE.

SCISSORS CRANK G62−2005A

Figure 5−4. Main Rotor Installation

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Main Rotor

STRIKER
STRIP SEALANT
(NOTE 2)
PITCH BEARING
(NOTE 1)
PITCH (NOTE 1)
HOUSING
DROOP SHIM
WASHER (NOTE 9)

LAMINATED SPACER
STRAP PACK SEALANT STRIKER
(NOTE 2) PLATE
PITCH CONTROL DROOP RESTRAINER
BEARING HOUSING AND ROLLER

SEAL
(NOTE 4) UPPER BEARING CUP
(NOTE 10)
UPPER BEARING CONE
HUB (NOTE 10) SEAL RECESSED SPACER
RETAINER (NOTE 3)

SEAL
(NOTE 4)

PIVOT PIN SEALANT

(NOTE 2)

LOWER
SHOE
NOTES:
1. HEAVY LINES INDICATE REINFORCED NOTE 1 NOTE 11
TEFLON BEARINGS (TYPICAL) NOTE 5 DROOP STOP
2. SEALANT (CM425) APPLIED TO LOCATIONS SHOWN. SEAL RING
3. RECESSED SPACER SPECIALLY GROUND TO ESTABLISH CORRECT (NOTE 4)
ROTATIONAL DRAG ON TAPERED BEARINGS, INSTALLED RECESS HUB OUTER LOWER BEARING CUP
DOWN ON TOP OF SLEEVE BUSHING. LINER (NOTE 10)
4. SEAL TO BE UPWARD.
5. BEARING AND CAVITY TO BE FILLED WITH GREASE (CM111).
6. EARLY CONFIGURATION MODIFIED BY HUGHES SERVICE NOTICE DN−3.
7. ON CURRENT CONFIGURATION, RIVET IS REPLACED BY SCREW, WASHER, AND NUT.
8. SEALANT (CM420) APPLIED TO SURFACES SHOWN.
9. DROOP SHIM WASHERS ARE INSTALLED AS REQUIRED TO OBTAIN PROPER ROTOR
DROOP ANGLE.
10. DO NOT INTERMIX TIMKEN AND NTN BEARING CUPS AND CONES AT UPPER AND LOWER
TAPERED BEARING LOCATIONS.
11. DROOP STOP FOLLOWER T−HEAD TO BE OFFSET AWAY FROM LOWER SHOE. G62−2014−1A

Figure 5−5. Main Rotor Hub − Cross Section (Sheet 1 of2)

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Main Rotor

LEAD−LAG
PIVOT BOLT

LEAD−LAG SEALANT
LINKS (NOTE 2)

NOTE 2 NOTE 2

NOTE 1
COTTON PIN NOTE 7

RIVET
(NOTE 7)

EARLY CONFIGURATION

NOTE 8 MS21042L08
LOCKNUT MS21042L3
LOCKNUT SUPPORT
NOTE 8
NUT
WASHERS FOR CURRENT CONFIGURATION
BALANCE AS
REQUIRED

STEP
WASHER WASHER

WASHER
WASHER
LEAD LAG
PIVOT BOLT
SCREW
SCREW

CURRENT CONFIGURATION EARLY CONFIGURATION

G62−2014−2

Figure 5−5. Main Rotor Hub − Cross Section (Sheet 2 of2)

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Main Rotor

5.3.1. Strap Pack

NOTE: Refer to 62−20−00
The most significant fail−safe features of the Model 369D/E helicopter are found in the main
rotor system. The straight through strap retention system transfers all major centrifugal,
propulsion, and thrust forces from a lag hinge of each rotor blade directly through the pitch
housing to the center plates; then to the lag hinges of the two opposite rotor blades
(Ref.Figure 5−6). The V−configuration supports both steady and cyclic forces in the rotor plane
at the lag hinge. Blade collective and cyclic pitch motions are provided by warpage of the strap
assembly about the feathering axis. The straps are unique items and are the key to the rotor
head’s simplicity and light weight. They react to the centrifugal loads of the main rotor blades
and replace the flapping and feathering hinge arrangement found in conventional fully
articulated rotor heads. This information is for familiarization and training purposes only. The
Strap Pack is NOT field maintainable. If service limits are exceeded, the rotor hub assembly
must be removed and returned to MDHI for repair.
The strap packs are sandwiched between two steel plates before installation into the hub
assembly. The upper and lower plates have five large diameter holes for hub−to−strap
attachment and ten smaller holes for bolts securing the strap pack laminates. Each strap
assembly has 16 super smooth finished straps. Each strap is 0.009 inch stainless steel,
machined so its grain structure lies parallel to the line between the blade attach points. This is
parallel to the centrifugal load path. Teflon impregnated cloth strips, 0.004 inch thick, are
bonded under each strap where the straps bear between the upper and lower plates. The outer
straps of each pack have the Teflon cloth bonded to their upper sides also. The Teflon eliminates
fretting corrosion.
Each strap is secured to the upper and lower plates at two points (five total). At each point, the
lead leg is higher than the lag leg. There are 0.004−inch stainless steel shims inserted between
each strap of a pack. They ride directly on the strap itself in cutouts in the Teflon cloth. A
bushing is slipped into position in each strap mounting hole and ten bolts and spacers are
installed and torqued to the proper value to complete the stackup. At the outer extremities of
each strap pack, 0.002−inch shims and 0.002−inch Teflon strips are situated between the
individual straps. The Teflon strips are stitched together in five places. A bushing is inserted
into the single point attachment hole for the lead−lag links. Two aluminum plates, called
‘‘shoes", are pressed onto the bushing, one on top and the other on the bottom.

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Main Rotor

FLAPPING

FEATHERING

WARNING
DISASSEMBLY SHOWN FOR FAMILIARIZATION
AND TRAINING PURPOSES ONLY.

103−090

Figure 5−6. Strap Pack

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Main Rotor

LOWER
SHOE

PINS

DROOP STOP
PLUNGER DROOP STOP
0.007 INCH (0.1778 MM)
MAX. DEPTH (15 TO 1 FOLLOWER
RADIUS) AFTER REWORK (T−HEAD) (NOTE)
COTTER
DROOP STOP PIN
SNAP RING
ROLLER
15 TO 1 SHAFT SPRING
RADIUS
DROOP STOP FOLLOWER − INSTALLATION

0.007 INCH (0.1778 MM)

MAX. DEPTH (15 TO 1
0.030 IN. MAX. RADIUS) AFTER
REWORK DROOP STOP RING
AFTER REWORK

DROOP STOP RING − REPAIR LIMITS

DROOP STOP FOLLOWER

ASSEMBLY (5 PLCS)

SCISSORS CRANK
ATTACH LUG BEARING ROTATIONAL DRAG
1.0 − 2.0 IN−LBS
(0.113 − 0.226 NM)
LOWER SHOE − INVERTED

NOTE: DROOP STOP FOLLOWER T−HEADS TO

BE OFFSET AWAY FROM LOWER SHOE. G62−2011C

Figure 5−7. Droop Stop Components

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Main Rotor

5.3.2. Droop Stop Assembly

NOTE: Refer to 63−20−00
Riding around the hub at the low end is the steel droop− stop ring (Ref.Figure 5−7). Situated in
the groove of the droop stop ring at five points are the followers. The followers are pressed into
the aluminum bodies of the plungers. The followers have eccentric T−shaped heads.
Completing the plunger is the roller, a steel ring with a Teflon cloth liner bonded into it.
The roller is retained in the body of the plunger by a shaft cotter pinned in position. The rollers
ride against the striker plate of the pitch bearing housing. The plunger assemblies slide axially
in Teflon bearing that are pressed into the lower shoe. The plungers are spring−loaded against
the ring. During static conditions, the striker plates bear against the rollers, which press all
five plunger assemblies against the droop stop ring. The force is equal in all five positions, thus
holding the blades level. If one blade is manually pushed down, the opposing two blades will be
pushed up. At flight RPM, the coning angle moves the striker plate away from the roller so that
only random hard maneuvers will cause the striker plate to meet the roller.

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Main Rotor

5.3.3. Pitch Housing

NOTE: Refer to 63−20−00
The pitch housing is a hollow aluminum casting (Ref.Figure 5−8). A striker strip (hard
anodized aluminum) is situated next to the inboard edge of the pitch housing. This strip is
bonded and clamped in place by the spacer and pitch bearing assembly. The pitch bearing
assembly consists of a steel striker plate that is attached to the forged aluminum pitch bearing
housing by nuts and screws. The pitch bearing is inserted into the housing and captured by the
striker plate. This is a Teflon−lined spherical bearing. The spacer, an aluminum extrusion,
completes the stack up. The entire bearing assembly is secured to the pitch housing by three
bolts. The stud is a nitrated steel unit situated in the hub and secured by a self−locking nut. All
five pitch housings are assembled and mated to the hub in the same manner.
The lead−lag bearing are a press fit in the links. These bearing have Teflon−lined shoulders and
bores. Situated in the link bearing are steel bushings that bear against the Teflon surfaces of
the link bearing. The bushings have a slightly longer axial length than the link bearing. Each
bushing (while situated in the link bearing) extends from the pitch housing ear to the strap
pack shoes. Thus, while the torque on the lead−lag bolt tightly clamps the strap pack end, at the
same time the lead−lag links are free to rotate. Shims placed on each side of the strap pack
shoes space the link ears in the correct position to receive the rotor blade. The lead−lag links are
situated between the outboard ears of the pitch housings. The links are aluminum forgings;
there are two links per pitch housing. One is installed above the strap pack and one is installed
below the strap pack. The lead− lag links are secured by a special bolt. This bolt, which is hollow,
has a shank held to within 0.0005 inch. It is machined from high−nickel steel, heat treated and
cadmium plated. This bolt is a serialized item and has a finite life. The special bolt and nut are
torqued to stretch the bolt a specific amount.
Pitch control rods extend from each pitch housing to the rotating swashplate (see Figure 7−1).
The aluminum control rods have spherical bearing in each end. The rotating scissors assembly
attaches to the hub and transmits the rotary motion to the main rotor swashplate.

5−14
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

CAUTION: WASHERS ARE INSTALLED BETWEEN SPACERS AND STRIKER STRIP

TO ESTABLISH CORRECT STATIC DROOP ANGLE BETWEEN HOUSING AND HUB.
EXACT NUMBER REMOVED MUST BE REINSTALLED. THREE PITCH BEARING
HOUSING BOLTS MUST EACH HAVE SAME NUMBER (THICKNESS) OF WASHERS
WHEN SHIMMING IS NECESSARY.

HUB

LEAD−LAG
BOLT LEAD−LAG
DROOP SHIM WASHERS LINKS
(SEE CAUTION)

SLEEVE
BUSHING
SPACER

PIVOT PIN

PITCH CONTROL STRIKER STRIP

BEARING HOUSING MAIN ROTOR
ASSEMBLY STRAP PACK
PITCH BEARING HOUSING AND
SPACER − INSTALLATION
(CURRENT CONFIGURATION)

NOTE 1 NOTE 2 ELONGATED HOLE LINE REAMED (USING

LEAD−LAG SLEEVE BUSHING AS GUIDE) TO PROVIDE 0.001
STOP −0.0015 IN. (0.0254−0.0381 MM) INTERFERENCE
LEAD−LAG LINK AND STOP FIT FOR 0.3675−0.3685 IN. (9.3345−9.3599 MM)
OUTSIDE DIAMETER REPAIR BUSHING
PITCH HOUSING ARM
(CLEVIS LUG) REPAIR BUSHING (2024−T3 OR 7075−T6
ALUMINUM PRESS FIT

PRESS−FITTED REPAIR BUSHING LINE

SLEEVE DRILLED AND LINE REAMED USING SLEEVE
BUSHING BUSHING AS GUIDE:
FINAL ID; 0.3125−0.3135 IN. (7.9375−7.9629 MM)

PITCH HOUSING BUSHINGS − REPAIR

NOTES: NOTES: (CONT)

1. FOR REMOVAL, WOOD DOWEL PLACED HERE AND 7. COUNTERSUNK RIVET HEAD OR SCREW HEAD MUST BE
STRUCK SHARPLY WITH HAMMER TO BREAK STOP BOND. FLUSH WITH HOUSING. UPSET END MUST BE FLUSH
2. ALL STOP−TO−LINK SHADED CONTACT SURFACES WITH PLATE.
BONDED WITH ADHESIVE (CM405 OR CM410). 8. UPSET END MUST BE FLUSH WITH PLATE.
3. INSTALL WITH WET PRIMER (CM318). 9. MANUFACTURED RIVET HEAD MUST BE FLUSH WITH
4. WET PRIMER (CM318) ON WASHER AND MATING SURFACES PLATE IN ALTERNATE RIVET INSTALLATION.
BEFORE INSTALLATION. 10. REPLACEMENT HOUSING FOR BOTH VERSIONS
5. NUT RETAINING BRACKET IS BONDED TO HUB. ATTACHED TO STRIKER PLATE WITH SCREW, WASHER
6. EARLY CONFIGURATION MODIFIED BY HUGHES SERVICE AND NUT FOR EASE OF REMOVAL.
NOTICE DN−3.
G62−2013−1

Figure 5−8. Pitch Housing Components (Sheet 1 of 2)

5−15
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

NOTE 7
HOUSING NOTE 10
SCREW

NUT
PITCH BEARING WASHER
NUT
STRIKER
PLATE
WASHER

THREADED
(2 PLCS)
COUNTERSUNK
HEAD SCREW

PITCH BEARING − SUPPORT NUT

MODIFIED CONFIGURATION
INSTALLATION
(ROTATED) (NOTE 6)

MAXIMUM ALLOWABLE WEAR IS 90%

CIRCUMFERENCE OF 0.4328 INCH
(10.99312 MM) MINIMUM DIAMETER 0.4328 INCH
(10.99312 MM)
MINIMUM DIA.
SPECIAL WASHER
NOTE 7 (NOTE 4)
HOUSING 0.125 INCH (3.175 MM)
MAXIMUM WEAR
NUT RETAINING
BRACKET (NOTE 5) PITCH PIVOT PIN
CURRENT CONFIGURATION (CURRENT CONFIGURATION)
(NOTE 3)
HUB
STRIKER
PLATE RETAINING NUT
BRACKET (NOTE 5)
ROUND HEAD CAPTIVE NUT EARLY CONFIGURATION
RIVET (NOTE 8)

MAXIMUM ALLOWABLE WEAR IS 90%

CIRCUMFERENCE OF 0.4328 INCH 0.4328 INCH
(10.99312 MM) MINIMUM DIAMETER (10.99312 MM)
PITCH MINIMUM DIA.
BEARING

PITCH PIVOT PIN 0.125 INCH (3.175 MM)

COUNTERSUNK HEAD RIVET MAXIMUM WEAR
(ALTERNATE) (NOTE 9) (EARLY CONFIGURATION)
(NOTE 3)

EARLY CONFIGURATION
PIVOT PITCH PIN − INSTALLATION

62−2013−2A

Figure 5−8 Pitch Housing Components (Sheet 2 of 2)

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 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

5.3.4. Blade Attaching Pins

NOTE: Refer to 62−00−00.
Blade attaching pins are designed for quick installation and removal (Ref.Figure 5−9). There
are two blade attaching pins per pitch housing. The pins are threaded on both ends. The upper
end has a roll pin−secured barrel nut and the lower end has an adjustable hex nut. Assembled
on the bolt are a series of bushings, a spacer, a thrust washer, and a handle which is designed to
work as a cam. The pin is installed, and the adjustment nut tightened against the expandable
bushings until the desired fit is achieved. The handle cam is closed and secures the adjusting
nut. Releasing the handle cam allows removal of the pins without altering adjustment.
OIL
BARREL NUT

OIL CAM HANDLE

THRUST WASHER

BUSHING SEGMENTS

SPACER

SAFETY LATCH
G62−1008T

Figure 5−9. Blade Attaching Pins

5−17
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

MINIMUM 2−THREAD TURNBUCKLE

JAMNUT
PROTRUSION AFTER
FINAL ADJUSTMENT
BOLT
WASHER

WASHER

NUT
JAMNUT
COTTER PIN

JAMNUTS SAFETY WIRED TO

TURNBUCKLE AFTER FINAL
ADJUSTMENT 369D21102 BLADE

DAMPER CLEVIS ATTACHMENT BLADE ATTACHING

PIN

DAMPER

UPPER ROOT
FITTING

ALTERNATE DAMPER
CLEVIS ATTACH PIN BUSHING
(NOTE 2)
BLADE TAB
LOWER ROOT
FITTING

VENT HOLE

TIP CAP
BLIND RIVET
(NOTE 1)
0.130−0.160 IN.

SPAR AND WEIGHT RIVETS

2.62 INCH
(6.655 CM)
AFT TIP CAP FORWARD BALANCE WEIGHT
SCREW THREADED AFT BALANCE WEIGHT
FORWARD INSERT
TIP CAP

369D21100 BLADE
NOTES:
1. BLIND RIVETS TO BE INSTALLED THRU EACH SIDE OF
ALL BLADES. IF ONE TIP CAP REPLACED OR REPAIRED,
ASSEMBLY BALANCE IS NOT AFFECTED.
2. BUSHING INSTALLED IN EACH OF UPPER AND LOWER
ATTACHMENT LUGS.

TG62−1000T

Figure 5−10. Main Rotor Damper

5−18
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

5.3.5. Main Rotor Damper

NOTE: Refer to 62−20−00.
There are five elastomeric−type main rotor dampers, each attached to the aft side of the
applicable pitch housing and to the trailing edge of each main rotor blade (Ref.Figure 5−10).
The purpose of the dampers, as their name implies, is to dampen the lead−lag or hunting
moments of the main rotor blades to prevent ground resonance. The dampers are essential to
rotorcraft equipped with fully articulated rotor heads. When operating normally, they space
the blades so that no lateral vibration is felt in the aircraft.
The dampers consist of an aluminum cylinder filled with two buns with a rubber−like material,
and a clevis attachment point at each end. The housing clevis is nonadjustable and attaches to
the pitch housing. The adjustable turnbuckle clevis attaches to the trailing edge of the main
rotor blade, and is interconnected with the rubber−like material within the cylinder. The
dampers operate on the principle of hysteresis. When a shear load is applied to the rubber−like
material, it is slow in returning to its original shape.
The dampers are designed to operate as sealed units and are overhaulable. Neither damper
travel or stiffness is adjustable. The adjustable turnbuckle is used for establishing blade
spacing and position relative to the normal flight operating position and is used for rotor
system balance.
NOTE: Refer to 62−20−00 for blade phasing procedures.

5−19
5−20
FORWARD TIP CAP
Main Rotor

HARD ANODIZE AFT BALANCE WEIGHT

ROOT FITTING LEADING EDGE FORWARD BALANCE WEIGHT
CSP−369FF MTM−1

ROOT FITTING DOUBLER

BALANCE WEIGHT
FIXED BALANCE WEIGHT

SPAR VENT HOLES PINS

SCREW
Maintenance Training Manual

C−CHANNEL
DAMPER ATTACH FITTING V−CHANNEL TRAILING EDGE DRAIN HOLE
TRIM TAB WEIGHT
AFT TIP CAP
RIB 20 PLACES

Figure 5−11. Main Rotor Blade

(TYPICAL 17 PLACES)

SPACER

103−155
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor

5.4 Main Rotor Blade

NOTE: Refer to 62−10−00
Each main rotor blade is a balanced airfoil with adjustable trim tabs. The main rotor blade
contains a U−shaped aluminum extrusion, machined to its final configuration, which forms the
spar. A 7° (degree), 58′ (minute) ± 30 minutes negative twist is refined into the spar between its
root end and its tip end. The leading edge of the spar is flat. A navel brass extrusion, conforming
to the blade’s airfoil requirements, is bonded to the leading edge of the spar. It is called the
leading edge balance weight. Wrapped around the spar and forming the airfoil is a one piece,
0.025 inch aluminum skin. It is twisted to conform to the negative twist of the spar and bonded
to the spar. A 0.012 inch aluminum V−strip bonded in place secures the trailing edges of the
airfoil envelope together. The skin has a section that extends beyond the actual trailing edge to
form the trim tab section, and is used for blade tracking adjustments in the field. A 0.012 inch
aluminum channel forms a spanwise support to reinforce the skin section. The channel is
bonded to the skin.
Twenty 0.016 inch aluminum ribs, equally spaced and bonded in place, are located in the blade
tip. The leading edges of the ribs slip into the lips of the spar. The trailing edges of the ribs extend
back to the trailing edge weight, which is a brass extrusion. The trailing edge weight is bonded
to the skins and secured with rivets. At the inboard end of each blade, there is a three−fingered
cast aluminum spacer that takes the compression of three of the root fitting attach bolts. The
spacer is bonded in place. A forged aluminum unit forms the damper attach fitting. The fitting
sits chordwise in the spar and forms a solid mounting surface for the two remaining bolts of the
root fitting. The bearing that forms the damper clevis attach point is swaged in position, and is
replaceable.
Doublers are situated on the top and bottom sides of the airfoil under the root fittings. They are
fabricated from 0.025 inch aluminum, and are bonded in place. They spread the stress
concentration of the root attachment over a wider area. The root fittings are aluminum forgings
that are secured to the blade by bonding and five close tolerance bolts, inserted through
line−reamed holes in the fittings.
As stated earlier, the spar and skin forming the blade are given a 7° (degree), (58′ minute) ± 30
minutes negative twist for aerodynamic reasons. Another angular relationship of interest
exists. The attachment of the blade root end to the rotor head, when compared with the blade
root chordline, is found to be offset by a negative 13 degree 43 minute angle. The reasoning for
such an arrangement is based on the strap pack V−configuration. The straps ‘‘want" to turn in a
flat state, and actually resist pitch changes from the flat or neutral pack position. To obtain
optimum life and low feedback (resistance to movement from neutral), the flight controls, rotor
hub, and blades are designed to allow the strap packs to remain at or near a neutral position
during cruise modes of operation. Thus, the offset angle between the blade root fittings and the
blade root accommodates the strap packs.
The tip balance weight assembly is composed of a bronze body, shaped to conform to the outline
of a spar. An inboard extension of the body is shaped to the ID of the spar. The inboard end of the
body slips into the spar and is bonded in place. Six rivets also retain the weight to the spar. The
heads of the rivets are milled flush after installation. Two threaded holes are provided in the
weight assembly body for the adjustable Mallory metal weights that are used for spanwise
balance of the blade. The blades are balanced spanwise at the factory by installing them with
the trailing edge down on a Marvel balancer fitted with a master weight. The Mallory weights
are then trimmed, as required, to bring the blades into coincidence with the master weight.
After final trimming, the weights are secured in position with Loctite.
The tip is closed by an aft tip cap composed of plastic, injection−molded to its final configuration.
It is bonded in position to the skin. The forward tip cap is fabricated from 0.125 inch aluminum.
It dovetails into the aft tip cap and is secured in position by a single screw. The forward tip cap is
removable, to accommodate the installation of the tracking target.

5−21/(5−22 blank)
 CSP−369FF MTM−1

369FF Maintenance Training Course

SECTION SIX
Main Rotor Controls and Rigging
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

1. MAIN ROTOR DRIVE SHAFT 1

2. DAMPER
3. BLADE ATTACH PIN
4. MAIN ROTOR BLADE
5. ROTOR MAST SUPPORT
6. ROTATING SWASHPLATE
7. MAIN ROTOR CONTROLS (MIXER, IDLER
BELLCRANKS AND LINKS)
8. LATERAL MIXER CONTROL ROD (CYCLIC)
9. LONGITUDINAL MIXER CONTROL ROD (CYCLIC)
10. COLLECTIVE MIXER CONTROL ROD
11. STATIONARY SWASHPLATE
3
2
4

11

10
7 7

5
9
6

8
25

27 12. COLLECTIVE CONTROL TORQUE TUBE

13. COPILOT’S COLLECTIVE PITCH STICK
14. DROOP CONTROL OVERRIDE LINK
23 15. COPILOT’S CYCLIC STICK
24 16. LATERAL CYCLIC FRICTION KNOB
26 17. CYCLIC LATERAL CONTROL ROD
18. LATERAL CYCLIC TRIM ACTUATOR
19. LONGITUDINAL CYCLIC TRIM ACTUATOR
20. LONGITUDINAL CYCLIC FRICTION KNOB
22 21. ONE−WAY LOCK
22. CYCLIC CONTROL TORQUE TUBE
23. GAS PRODUCER CONTROL ROD
24. COLLECTIVE CONTROL BUNGEE
12 25. ANTI−TORQUE CONTROL ROD (REF)
26. PILOT’S COLLECTIVE PITCH STICK
27. PILOT’S CYCLIC STICK

14
15
21 20

19
17 13
16

18 TG67−0000

Figure 6−12. Main Rotor Flight Controls

6−2
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging
6.0 General
NOTE: Reference applicable data in CPS−HMI−2, chapter 67−00−00.
The flight control system (Ref.Figure 6−12) is of the conventional helicopter controls systems
design for collective, cyclic, and tail rotor control. Flight control simplicity was achieved as a
result of the design philosophy to keep all systems as uncomplicated as possible. Control forces
are light and do not require the complexity of hydraulic boost. Single flight controls on the Model
369FF helicopter are mounted on the left side, allowing three people to be seated in the forward
compartment.
Dual controls installation equips the helicopter with flight controls for the copilot’s seat (right
position). The dual controls are essentially the same as those provided for the pilot (left
position), except the longitudinal and lateral cyclic friction controls are not duplicated,
collective friction is preset and not adjustable by the copilot, and there is no landing light switch
or engine starting switch on the collective pitch stick.
The collective control system controls the vertical movement of the helicopter. Raising the
collective pitch stick will cause all the main rotor blades to increase angle of incidence equally
and simultaneously. The increasing angle creates more lift and the helicopter will rise vertically.
This control is then used to climb, hover, or descend.
The helicopter has a tendency to fly in the direction of main rotor disk tilt. The purpose of the
cyclic control system is to tilt the main rotor disk and control horizontal flight. Cyclic control
stick movement causes the opposite main rotor blades to change angle equally and oppositely,
creating a lift differential and causing the main rotor disk to tilt.
The tail rotor control system is used to control the directional heading of the helicopter. The
rudder pedals in the cockpit control the blade angle of the tail rotor. The tail rotor functions as an
antitorque device. As the collective pitch is raised, more power is supplied from the engine. This
tends to turn (torque) the helicopter to the right. To correct for this turning tendency, left pedal
must be added. When power is reduced, a simultaneous movement of the right pedal is required
or the helicopter will yaw to the left. This system is also called the antitorque control system or
the rudder control system.
The copilot’s pedal installation is basically the same as the pilot’s. A sleeve couples a torque tube
extension to the pilot’s torque tube. Dual pedal installation is also equipped with pedal stops,
heel strips, retaining springs and attaching hardware.

6−3
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

ROTATING SWASHPLATE

COLLECTIVE
BELLCRANK
LONGITUDINAL
COLLECTIVE LINK
CONTROL ROD

LONGITUDINAL
LONGITUDINAL BELLCRANK
IDLER BELLCRANK
LATERAL BELLCRANK

COLLECTIVE MIXER
TUNNEL−ROUTED CONTROL ROD
NOTE 3

INBOARD COLLECTIVE
STICK SOCKET
BUNGEE OVER−CENTER
GAS PRODUCER ADJUSTMENT BOLT (NOTE 1)
CONTROL ROD

BUNGEE GAS PRODUCER

INTERCONNECTING TORQUE TUBE
COLLECTIVE CONTROL
INTERCONNECTING
TORQUE TUBE

BUNGEE SPRING ADJUSTMENT N2 DROOP CONTROL OVERRIDE LINK

NUT (NOTE 2 − SEE CAUTION)
COLLECTIVE STICK FRICTION
MECHANISM AND GUARD
NOTES:
1. ROTATED CLOCKWISE TO INCREASE, THROTTLE
COUNTERCLOCKWISE TO
DECREASE OVERALL COLLECTIVE DOWNLOADS.
2. ROTATED CLOCKWISE TO INCREASE
COUNTERCLOCKWISE TO NOTE 4
DECREASE, BUNGEE PRELOAD.
CAUTION: DO NOT ADJUST BUNGEE SPRING TENSION NOTE 5
THROTTLE FRICTION
WHILE BUNGEE INSTALLATION TOOL IS INSTALLED. SLEEVE
USE OVER−CENTER ACTION OF STICK TO COMPRESS BUSHING GUIDE FUSELAGE SKIN
SPRING TO REMOVE TOOL.
3. BUSHINGS MUST PROTRUDE A MINIMUM OF 0.010 NOTE 5
IN. (0.254 MM) TO
A MAXIMUM OF 0.060 IN. (1.524 MM) AFTER BOLT IS
TIGHTENED.
4. FOUR NUTS TORQUED EQUALLY AND BY SMALL
INCREMENTS.
5. WASHERS ARRANGED TO ALIGN GUIDE WITH
STICK; LOOSELY
SPACED WITH THREE WASHERS. TG67−1003

Figure 6−13. Single Collective Pitch Controls

6−4
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging
6.1 Collective Pitch Controls
NOTE: Reference 67−10−00.
Total travel of the collective pitch stick is 30 degrees. Raising the collective stick two degrees will
cause a one degree movement of the main rotor blade. Movement of the collective stick is
transmitted through a control rod to the collective mixer bellcrank which in turn rotates the
lateral mixer bellcrank.
The outer ears of the lateral bellcrank are attached to the stationary swashplate by two links. As
the lateral bellcrank rotates, the stationary swashplate raises equally on both sides. The
longitudinal bellcrank is attached to the aft end of the collective bellcrank and raises as the
collective bellcrank is raised. The longitudinal link connects the longitudinal bellcrank with the
swashplate and acts as the stationary scissors.
6.1.1. Pilot’s Collective Pitch Stick
The pilot’s collective pitch stick is constructed of an aluminum alloy tube riveted into a
magnesium casting that is bolted to an interconnecting torque tube (Ref. Figure 6−13,
Figure 6−14, and Figure 6−15). The stick is fitted with a throttle twist grip for N1 fuel control,
which operates through a series of pushrods and bellcranks. Located on the outboard end is the
N2 governor trim switch, starter switch, landing light switch, and the idle stop release ring.
6.1.2. Copilot’s Collective Pitch Stick
The copilot’s collective pitch stick is attached to the inboard collective stick housing mounted on
the end of the collective interconnecting torque tube (Ref. Figure 6−16). The collective stick
consists primarily of a switch housing, throttle grip, collective stick tube, and a gas producer
control tube having a torsion strap and splined adapter. Stick controls include the N1 throttle
and the N2 governor switch.
An inboard collective pitch stick cover provides access to the underseat flight controls linkage,
and forms a protective guard for the collective friction mechanism on the inboard collective
pitch stick. A plastic trim cover incorporating an armrest/stowage compartment protects the
collective friction mechanism. A sliding protective cover at the collective pitch stick slotted
opening guards against foreign object entry.
The desired aim when adjusting the collective friction is to synchronize the FULL ON position
of the friction grip with the gear and shaft assembly pin positioned on the cam high point and
have no internal clearance in the retainer assembly.

6−5
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

SWITCH HOUSING

IDLE RING

PILOT’S THROTTLE
TWIST GRIP COPILOT’S
TWIST GRIP

ÎÎÎ ÎÎÎ
THROTTLE

ÎÎÎ ÎÎÎ
TWIST GRIP
FRICTION NUT
COPILOT’S
COLLECTIVE
(OPTIONAL)
COLLECTIVE
STICK FRICTION

PILOT’S
COLLECTIVE STICK

ÎÏÏÏÏ
Î ÎÎÎ
THROTTLE COLLECTIVE
CONTROL TUBE INTERCONNECTING

ÎÏÏÏÏ
Î TORQUE TUBE
ÎÎÎ
ÎÎ
ÏÏÏÏ
BELLCRANK

BEARING
ÏÏÏÏ ÎÎÎÎ
Î
COLLECTIVE
ANTICIPATOR
POTENTIOMETER
ÏÏÏÏ ÎÎ
ÎÎ Î
ÎÎ
BEARING
BEARING
GEAR
T600−079

HOUSING BLOCK

Figure 6−14. Dual Collective Pitch Stick and Throttle Control Details

6−6
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

THROTTLE GRIP THROTTLE FRICTION

NUT
SWITCH HOUSING

IDLE STOP
RELEASE RING

THROTTLE STOP
SET SCREWS

SET SCREW IDLER GEAR

STICK FITTING

GUARD

GEAR
CAM
GEARSHAFT ASSY
FRICTION DRIVE
GEAR
BACKLASH SHIM

BACKLASG
WIRE GUIDE SHIM

FRICTION ADJUSTMENT
TEFLON WASHER
METAL
WASHER

PHENOLIC
WASHERS MOUNTING
GUIDE SCREW DISTANCE
HEX HOLE
WASHER SHIM

SNAP RING RETAINER

GUIDE LINK

TORQUE TUBE
PINION

AN960C816 GAS PRODUCER

WASHERS CONTROL TUBE
THREADED HOLES

Figure 6−15. Pilot’s Collective Pitch Stick

6−7
CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

TORSION STRAP

GAS PRODUCER
CONTROL TUBE

THREADED HOLES

STICK TUBE

SOCKET
ADAPTER
HOUSIING

CONNECTOR

PHENOLIC
BLOCK

GUIDE SCREW
WIRE GUIDE

PIN

THROTTLE GRIP
NON−ADJUSTING NUT

SWITCH
HOUSING

Figure 6−16. Copilot’s Collective Pitch Stick

6−8
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

GUARD

WASHER(S)
(NOTE 1) STICK FITTING

COTTER
PIN
PHENOLIC WASHERS
TEFLON
WASHER RETAINER
HOUSING CCW MAX FRICTION
IDLER GEAR COTTER PIN FRICTION
DRIVE GEAR
NUT (ROTATING
STOP)

CW MIN
FRICTION
WASHER
DRIVEN GEAR SPRING STICK FITTING
STOP (FIXED STOP)
GEAR ASSY GUIDE
(NOTE 2) AL ALY WASHER
CAM
SPACER

GUARD ATTACHMENT
NYLON STRAP
NOTES:
1. SHIM AS REQD FOR 0.010 IN. (0.254 MM) MIN. END
GEAR ASSY PIN PLAY. GEAR TRAIN MUST ROTATE FREELY.
(NOTE 4) 2. GEAR ASSY MUST SLIDE AND ROTATE FREELY IN
FITTING. APPLY GREASE (26, TABLE 2−4) TO SHAFT.
NOTE 5 3. ACCEPTABLE MINIMUM FRICTION POSITION.
NOTE 3 4. DESIRED MINIMUM FRICTION POSITION
(CAM LOW POINT).
5. CORRECT MAXIMUM FRICTION POSITION
NOTE 6 (CAM HIGH POINT).
6. UNACCEPTABLE MAXIMUM FRICTION POSITION.
TH30−050C

Figure 6−17. Collective Pitch Stick Friction

6−9
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging
6.1.3. Collective Pitch Stick Friction
The collective pitch stick friction is fitted to the pilot’s stick and serves a dual purpose,
providing an adjustable friction control for the collective stick and limiting the travel of the
stick to 30 degrees full travel by means of the friction guide link (Ref. Figure 6−17).
To increase collective friction, the pilot turns the friction twist grip. This turns the gear train
and compresses a spring against a stack of phenolic washers that ride on the guide link and
increase friction. The guide link contains a slot that limits the travel of the stick.
Rotation of the friction grip on the collective pitch stick rotates an idler gear which, in turn,
rotates the gear and shaft assembly. When the gear and shaft assembly is rotated, it also moves
along its shaft axis. This movement is brought about by a pin moving on the surface of the cam.
The pin is held against the cam by the spring action of the retainer assembly. The retainer holds
a spring under compression by means of an internal captive washer. The retainer bears against
a Teflon washer and two phenolic washers straddling the guide link and applies resistance to
collective stick movement. A nut holds the gear and shaft assembly and associated components
in place and serves as an adjustment point in acquiring the desired friction.
There are several system peculiarities. One, is that collective friction devices must not be
capable of applying a positive lock to the collective pitch stick. For this reason, the teeth of the
gear and shaft assembly are designed to yield before a positive lock can occur.

6−10
 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

FUSELAGE SKIN SNAP PLUG

COLLECTIVE CONTROL INTERCONNECTING
TORQUE TUBE

GAS PRODUCER INTERCONNECT

TORQUE TUBE

DROOP CONTROL
OVERRIDE LINK
BUSHING BRACKET (NOTE 4)
(NOTE 1)
CLIP
NR DISABLE SWITCH (3 PLACES) TORQUE TUBE
AND BRACKET (NOTE 4) SUPPORT BEARING
0.30 IN. (7.62 MM)
ACTUATING CAM (NOTE 3) CONTROLS BRACKET CRADLE
(NOTE 4) INDEX GROOVE
PIPE PLUG

NOTE 5
THREADED
INSERT TORQUE TUBE SUPPORT
CONTROLS BEARING
SUPPORT
BRACKET
INBOARD
COLLECTIVE BUNGEE OVER−CENTER
GAS PRODUCER STICK SOCKET ADJUSTMENT BOLT
CONTROL ROD ASSEMBLY
BUNGEE OVER−CENTER
FITTING

FITTING MALE BEARING

NOTE 2

SLOTTED
BUSHING
(NOTE 1)
RETAINER
SPRING

FEMALE
BEARING
ASSEMBLY
BUNGEE (NOTE 2)
INSTALLATION TOOL
NOTES: RETAINER
1. EDGE OF BUSHING MUST PROTRUDE A MINIMUM (NOTE 2)
OF 0.010 IN. (0.254 MM) TO A MAXIMUM OF 0.080 IN.
(2.032 MM) ABOVE OUTSIDE SURFACE OF PART
AFTER NUT IS TIGHTENED.
2. LUBRICATION POINTS FOR GREASE.
3. PRELIMINARY ADJUSTMENTS ONLY.
4. USED ON 369D/E/FF − 500N HELICOPTERS ONLY.
5. WITH COLLECTIVE STICK AT FULL DOWN POSITION,
PRELIMINARY ADJUSTMENT OF BUNGEE
INSTALLATION IS: COMPRESSION TOOL
BUNGEE ASSEMBLY−EXPLODED VIEW
369D/E/FF − 500N; 2.20 ±0.05 IN. (5.588 ±0.127 CM) ROD AND CHANNEL
600N; 2.70 ±0.05 IN. (6.86 ±0.127 CM). TG67−1006B

Figure 6−18. Collective Bungee Installation and Adjustment

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and Rigging
6.1.4. Collective Interconnecting Torque Tube and Collective Bungee
The collective interconnecting torque tube is an aluminum tube running laterally under the
seat structure at station 75.00. The collective bungee works from the torque tube and is
supported by a bracket that slides over the torque tube and bolts to the controls support bracket
(Ref. Figure 6−18). The torque tube is supported by two bearings. The one on the right mounts
into a bracket riveted into the seat structure. The other mounts into a two piece fitting on the
controls support bracket. The controls support bracket bolts into the seat structure. The two
bearings are lifetime lubricated, double shielded ball bearing. The controls support bracket
serves as a support and axis for all four control inputs from the cockpit.
The collective bungee is an overcenter spring arrangement in parallel with the collective
control path to provide a mechanical force to counteract the strap pack’s resistance to twist. The
bungee is a strong compressed spring that is trapped between a fixed point on the bungee
bracket and a moving point determined by the position of the overcenter fitting. If the spring
and two restraining points are in a straight line (a condition that is adjusted to occur at the
no−twist position of the strap packs), no bungee force is added to the control system. However,
as the collective sticks are moved from the strap pack no−twist position, the spring can exert a
force on the overcenter fitting that increases in accordance with the amount of displacement.
The collective bungee consists of a male bearing assembly, female bearing assembly, spring,
and retainer. This unit attaches between the bungee fitting and bungee bracket of the collective
interconnecting torque tube. The purpose of the adjustable bungee and the overcenter bracket
attachment is to counteract these forces so that collective stick loads are relatively constant
throughout the full range of travel. There are two adjustments available to establish or correct
collective flight loads. Adjustment of the collective bungee spring will correct a variation in
collective load from low pitch to high pitch. Adjustment of the overcenter bolt to raise or lower
the bungee fitting will cause an overall reduction or increase of collective forces in both low
pitch and high pitch.
Collective bungee adjustment:
NOTE: Refer to 67−10−00
• Adjustment of bungee system is only permissible when helicopter is on ground.

Do not attempt bungee adjustment in flight, control jamming can result. Use
CAUTION all necessary precautions to prevent possible entry of any foreign objects into
controls linkage exposed by removal of pilot’s seat cover to make adjustment
of bungee system. Do not attempt bungee adjustment in flight, control jamming
could result.

• Collective load forces are affected by any adjustment made in main rotor system. Comply
with the following.
• Bungee adjustment should be made only when main rotor blades are in track and
autorotation rpm is established.
• Ensure that collective stick friction is correctly adjusted.

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Main Rotor Controls
and Rigging
6.2 Cyclic Controls
NOTE: Refer to 67−10−00
The cyclic control stick may be moved in any direction of the azimuth. The cyclic control system
passes that input through the mixer assembly to the swashplate (Ref. Figure 6−19). Tilting of
the swashplate results from cyclic stick displacement from the stick neutral position. Stick
movements may be broken down into two basic components. These are lateral movements and
longitudinal movements and any combination thereof. The cyclic stick is attached to the cyclic
interconnecting torque tube. The torque tube provides pivot for lateral stick movements and for
longitudinal stick movements.
Lateral stick movements are coordinated by two rods interconnecting the cyclic sticks to the
lateral cyclic bellcrank. The bellcrank is pivoted by lateral stick movements which in turn
moves the lateral idler bellcrank through an interconnecting rod. The idler changes direction of
input to coincide with the station 78.50 rod which in turn pivots the lateral pitch mixer bellcrank
of the mixer assembly. Pivoting the double ended lateral pitch mixer bellcrank causes one end of
the bellcrank to go up and the other end to go down and the swashplate to tilt accordingly.
Longitudinal stick movements cause the interconnecting torque tube to pivot. The torque tube
has an integral crank which attaches to a one−way lock and when the torque tube is pivoted,
motion is fed through the one−way lock to the longitudinal idler bellcrank to the tunnel rod. The
tunnel rod positions the longitudinal idler of the mixer assembly which in turn positions the
mixer link, the longitudinal mixer bellcrank, and the longitudinal link which is attached to the
swashplate assembly. Thus, longitudinal stick movements are fed to the swashplate which tilts
accordingly.

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and Rigging

ROTATING SWASHPLATE

COPILOT’S CYCLIC
CONTROL STICK

LONGITUDINAL IDLER
BELLCRANK

LONGITUDINAL
CONTROL ROD

LONGITUDINAL LINK

LONGITUDINAL
MIXER LINK BELLCRANK
INTERCONNECTING
TORQUETUBE LATERAL BELLCRANK

LATERAL
CONTROL ROD

PILOT’S CYCLIC
CONTROL STICK

LONGITUDINAL IDLER
BELLCRANK

ONE−WAY LOCK

STA 67
LATERAL LATERAL IDLER
BELLCRANK BELLCRANK

PILOTS LATERAL
CONTROL ROD STA 70
CONTROL ROD

LINGITUDINAL LATERAL TRIM

TRIM ACTUATOR ACTUATOR

Figure 6−19. Cyclic Pitch Controls

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and Rigging

FRICTION LINK
MECHANISM
STUD

KNOB

CAP NUT
SPRING
RETAINER
DISC
CYCLIC STICK LONGITUDINAL
TORQUE TUBE FRICTION MECHANISM

PILOT’S STICK
ASSEMBLY

PILOT’S LATERAL
CONTROL ROD

FRICTION MECHANISM
STUD (TYPICAL)
RIVET

STUD

SPRING PIN
103−068B

Figure 6−20. Pilot/Copilot Cyclic Stick, Control Linkage and Friction Controls (Sheet 1 of 2)

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and Rigging

PILOT’S STICK ASSEMBLY

COPILOT’S STICK LATERAL CYCLIC

ASSEMBLY BELLCRANK

CYCLIC PITCH
STRAP INITERCONNECTING
TORQUE TUBE
QUICK
RELEASE
PIN

COPILOT’S LATERAL
CONTROL ROD

DUST COVER

GROMMET

SLOTTED
BUSHING
QUICK RELEASE PIN

CYCLIC CONTROLS
TRIM COVER
TRIM COVER CAP

Figure 6−20. Pilot/Copilot Cyclic Stick, Control Linkage and Friction Controls (Sheet 2 of 2)

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and Rigging
6.2.1. Cyclic Control Stick
The cyclic control stick is composed of a grip assembly, a tube assembly and a socket assembly.
The socket assembly is a magnesium casting which mounts into the end yoke of the cyclic
interconnecting torque tube. The pilot’s control stick tube assembly is riveted in position to its
socket.
The copilot’s cyclic control stick is similar to the pilot’s except the copilot’s stick does not have
longitudinal or lateral control friction and the electrical wiring exits above the stick socket. The
copilot’s cyclic control stick is detachable and may be removed or installed by use of two
quick−release pins. The copilot’s lateral control rod is identical to the pilot’s lateral control rod,
with initial length and bearing angularity set to the same requirements.
A cyclic controls trim cover (Ref. Figure 6−19) protects the cyclic control linkage from objects
that might jam or foul control linkage. The trim cover extends between the pilot’s and copilot’s
cyclic sticks at the seat bulkhead and covers the cyclic control linkage. Cyclic stick openings in
the cover are protected by dust covers secured to the cover with Velcro hook and pile fasteners.
The cyclic sticks pass through elastic ringed openings in the dust covers.
6.2.2. Cyclic Friction Controls
The cyclic pitch friction controls include lateral and longitudinal friction adjustment controls
(Ref. Figure 6−20). The knobs are rotated to vary the amount of friction in the cyclic control
system to suit the requirements of the pilot.
Both friction devices are similar and many parts are interchangeable. The main area of
difference is in the guide links. The difference between the longitudinal and lateral friction
guide links is overall length and the length of the slot that controls the stick throws. The
longitudinal guide link is the longer of the two in both cases. Each guide link is
impression−stamped with its part number and either LONGITUDINAL or LATERAL in block
letters. The guide links for both the longitudinal and lateral friction devices serve two
functions. Their primary function is to serve as stops for the cyclic control stick. Their
secondary function is to provide friction surface for the friction retainer and friction disk. The
friction retainer and disk are molded from phenolic resin.
Each friction control stackup fits onto a shouldered steel stud. The friction disks and the guide
links are slipped onto the studs with the correct amount of washers to align the guide links with
their attachment fittings. The lateral friction disk fits onto the larger diameter of its stud. A
retainer pin is then pressed into the stud. The friction retainers are then placed on the studs
with the bossed sections outboard. Retaining pins fit into slots in the friction retainers and
prevent them from rotating. The friction adjusting springs fit onto the boss of the retainers,
then the adjustment knobs are threaded onto the studs. Fiber insert nuts are then threaded
onto the studs to serve as the outboard stops of the adjustment knobs. To increase friction, the
adjustment knobs are threaded inboard on the studs, which compress the springs and cause
more pressure to be exerted against the guide links by the friction retainers and friction disks.

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Main Rotor Controls
and Rigging
6.2.3. Cyclic Pitch Interconnecting Torque Tube
The cyclic pitch interconnecting torque tube is a machined hollow cast magnesium assembly.
The yokes of the torque tube are fitted with two sets of bearings (Ref. Figure 6−21). The torque
tube is mounted in bearings to a structural member called the cyclic control and seat support
bracket. This bracket is a machined casting that is riveted into the seat structure. The bearing
that mount in the bracket are single row ball bearing, double shielded and lifetime lubricated.
They are especially designed for torque tube applications. The right hand bearing is held in
position by a retainer that is riveted to the fitting on the torque tube.
The torque tube installation is composed of torque tube fittings and two identical support bolts
that slip through the ears of the support bracket and support the inner races of the bearing. The
0.200 inch wide spacer and the 0.520 inch wide spacer are slid into position prior to inserting
the support bolts. The 0.430 inch wide spacer and the 0.260 inch wide spacer are then installed
over the support bolts, through the inboard ears of the support bracket, and butt up against the
inner race of the bearing. Two identical support nuts secure the stackup in position.
The centerline of the bearing is the pivot point for longitudinal movement of the cyclic control
stick. Running along this centerline and passing through the support installation is a control
rod. This control rod is bolted into the yoke in the socket assembly of the pilot’s cyclic control
stick at one end and mates with a bellcrank that pivots on a fitting of the cyclic controls support
bracket. Another control rod runs from this bellcrank to the lateral idler bellcrank, which is
mounted on the controls support bracket.

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and Rigging

NOTES: CONTROLS
1. EDGE OF BUSHING MUST PROTRUDE A MINIMUM OF SUPPORT
0.010 IN. (0.254 MM) TO A MAXIMUM OF 0.080 IN. (2.032 MM) BRACKET
ABOVE OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
2. MAY BE INSTALLED IN EITHER DIRECTION.
3. MAY BE INTERCHANGED TO ALIGN ONE−WAY LOCK.
4. INSTALLED WITH GREASE ON OUTSIDE CIRCUMFERENCE.
5. INSTALLED WITH LOCKING COMPOUND.
6. SHIM WASHERS AS REQUIRED TO ALIGN ONE−WAY LOCK (REMOVE
SIDELOAD).
CAUTION:
DO NOT HAMMER RIVETS: SQUEEZE ONLY.

LONGITUDINAL IDLER
BELLCRANK

SHIM WASHER
(NOTE 6)
ONE−WAY
LOCK SLOTTED BUSHING
(NOTE 1)
INPUT END
CYCLIC STICK
PIVOT BEARING
OUTPUT
END
SHIM WASHER
(NOTE 6)
SLOTTED BUSHING
CYCLIC PITCH (NOTE 1) SLEEVE PIVOT BUSHING
INTERCONNECTING BUSHING
TORQUE TUBE SUPPORT LINK

SUPPORT BEARING
(NOTE 5)
FLANGE
RETAINER BUSHING
SUPPORT BOLT
(NOTE 2)
SUPPORT SPACER,
0.20 IN. (5.08 MM) WIDE
(NOTE 3) CYCLIC STICK
PIVOT BEARING
SUPPORT SPACER, 0.430 IN. SUPPORT BEARING
(10.29 MM) WIDE (NOTE 4)
SUPPORT NUT
SUPPORT RIVET
NUT
RIVET STUD
(SEE CAUTION)
SUPPORT SPACER,
0.260 IN. (6.60 MM) WIDE SUPPORT BOLT SPRING PIN
(NOTE 3) (NOTE 2)
SUPPORT SPACER, 0.520 IN. STUD (FRICTION
(13.21 MM) WIDE MECHANISM) (TYPICAL)
T67−1011A

Figure 6−21. Cyclic Pitch Interconnecting Torque Tube Installation

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Main Rotor Controls
and Rigging
6.2.4. Cyclic Trim Actuators
Two linear actuator assemblies are installed in parallel with the longitudinal and lateral
control paths (Ref. Figure 6−22 and Figure 6−23). These actuators are electrically controlled by
a five−position switch mounted in the pilots cyclic stick grip. The actuator moves a spring
assembly to counteract feedback forces from the main rotor to the cyclic control sticks. The
actuator assemblies are secured to brackets, which are part of the center beam, and to the
lateral and longitudinal idler bellcranks mounted on the controls support bracket.
Each of the two cyclic trim actuators consists of an actuator, housing support, trim tube and
spring assembly. The actuator is essentially a motor−driven, variable length shaft that moves a
spring assembly, counteracting feedback forces from the main rotor and compensating for
imbalance conditions such as those imposed by crosswinds or unevenly distributed cargo.
Cyclic trim is controlled by the cyclic stick grip. The cyclic trim switch has five positions:
normally OFF at the center, and momentary FORWARD, AFT, LEFT, and RIGHT. When the
trim switch is moved off center to any of the four trim positions, one of the trim motors operates
to provide trim spring force in the desired direction. By momentarily activation of the switch,
very small trim increments are obtained. Trim forces cannot be applied in two directions
simultaneously; when both lateral and longitudinal trim corrections are required, it is
necessary to apply first one, then the other. Travel of the cyclic pitch control stick is not limited
by the cyclic trim mechanism; trim spring force can be overridden at any time.

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Main Rotor Controls
and Rigging

BUNGEE SUPPORT BRACKET

COLLECTIVE TORQUE TUBE

CAP AND BRACKET

MATCH NOTCH

CONTROLS DROOP CONTROL

SUPPORT BRACKET OVERRIDE LIONK

FLOOR −ROUTED
TAIL ROTOR
CONTROL ROD
SHIM WASHERS
FOR 0NE−WAY
LOCK STA 70 LATERAL
ALIGNMENT CONTROL ROD
1/4" BOLT

LONGITUDINAL
IDLER BELLCRANK

LATERAL CYCLIC
TRIM ACTUATOR
ONE−WAY
LOCK
LONGITUDINAL CYCLIC STATION 72 DROOP
TRIM ACTUATOR CONTROL BELLCRAKN

TP67−1010

Figure 6−22. Controls Support Bracket and Cyclic Trim Actuator

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and Rigging

SPRING

ADAPTER

SPRING GUIDE

SPRING ADAPTER SCREW TEST LOAD

CONNECTION
ADAPTER TRIM TUBE
TRIM DECAL
SELF−LOCKING THREAD INSERT
ACTUATOR

SPRING
WASHER

NOTE

ACTUATOR

RIVET
(4 PLCS)
SPRING PIN
ACTUATOR HOUSING
TRIM TUBE

ADAPTER

PIN INSTALLATION
NOTE: REPLACEMENT PARTS HAVE NUTPLATE RIVETED ACTUATOR HOLE
IN PLACE. WASHER, NUT AND COTTER PIN NOT REQUIRED. ACTUATOR TUBE
HOUSING 1.00 IN.
(2.54 CM)

ITEM TEST EQUIPMENT

NO. TRIM TUBE − INSTALLATION

1 STOPWATCH, MARKED IN 1/10−SECOND

INCREMENTS (MINERVA OR EQUIVALENT).
SPDT SWITCH
2 6 IN. (15.25 CM) SCALE.
M1 EXTEND
3 DC VOLTMETER, 0−50 VOLTS (WESTON A
MODEL 931 OR EQUIVALENT). MA OFF
26 VDC B
4 DC MILLIAMMETER, 0−5 AMPERES (WESTON ELECTRICAL RETRACT
POWER V M2
MODEL 931 OR EQUIVALENT).
SOURCE
5 VARIABLE DC POWER SUPPLY, 10−36 VOLTS C
(N.J.E. MODEL SY 36−10 OR EQUIVALENT).
TEST HOOKUP CONNECTOR
6 DIAL INDICATOR GAGE (BROWN AND SHARP,
MODEL 740 OR EQUIVALENT).
7 SWITCH, SPDT: CENTER OFF.

TG67−1017

Figure 6−23. Cyclic Stick Trim Actuator

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Main Rotor Controls
and Rigging
6.2.5. One−way Lock
The one−way lock assembly is essentially a self− contained hydraulic unit connected in series
with the longitudinal control system to shunt ‘‘aft" feedback forces from the main rotor to the
structure of the aircraft (Ref. Figure 6−24).
The one−way lock assembly functions as a control rod during longitudinal movement of the
cyclic control stick. The piston of the assembly is connected to the lever arm of the cyclic
interconnecting torque tube and to the longitudinal idler bellcrank on the controls support
bracket. It is mounted in the aircraft at an angle that sets the centerline of the reservoir parallel
to the vertical centerline of the aircraft. The housing of the assembly is fitted with two
trunnions that ride in two link assemblies mounted into two fittings on the cyclic controls
support bracket. The one−way lock assembly is composed of a piston, a shaft, a spring loaded
ball check valve, and a spring loaded relief sleeve. The piston is inside a housing assembly and
is sealed at its various mating points. The housing assembly serves as a hydraulic chamber and
is supplied by the reservoir. The reservoir is fabricated of transparent, unbreakable plastic. It
has a volume of 20 cubic centimeters and is vented to atmosphere. The reservoir is filled with
hydraulic fluid, as is the chamber around the piston.
The shaft is mated to the piston by a cap nut. The cap nut is threaded onto the piston and fits
over a shoulder on the shaft. This cap nut is manufactured to allow the shoulder of the shaft a
small amount of movement back and forth before movement of the piston takes place.
The purpose of the one−way lock is to prevent any aft feedback forces from moving the cyclic
control stick aft. Any tendency to pull the piston aft by a force acting on the lower rod end
bearing will be resisted by a hydraulic lock formed by the ball check valve and hydraulic fluid
trapped in the aft chamber. During forward control inputs, the piston acts as a simple control
rod. Fluid is displaced around the ball check valve as pressure differentials warrant.
Aft control inputs depend upon the free play between the cap nut and the shoulder of the shaft.
The sleeve, which incorporates the seat for the ball check valve, fits over a shouldered section of
the shaft. The ball check valve butts up against this shoulder.
When an aft cyclic control input is applied to the forward rod end bearing and shaft, the
shoulder of the shaft will travel aft to the limit of free play set by the cap nut (0.010 inch
maximum) before any pressure is exerted on the shaft. This 0.010 inch travel of the shaft allows
its plunger to unseat the ball check valve as long as aft control input is maintained. When
control input is removed but a force still remains, (feedback in an aft direction from the main
rotor head), it will allow the ball check valve to reseat itself and ‘‘lock out" this unwanted
feedback force.
Rotor head forces up to 200 ±25 pounds that tend to exert an aft motion to the cyclic control
stick, are hydraulically locked out of the control path. A relief mechanism built into the
one−way lock assembly relieves the hydraulic lock at forces above the design limit. An aft force
of 30 pounds at the cyclic control stick will also actuate this relief mechanism in the event of a
malfunction of the one−way lock assembly. When the force becomes greater than that specified,
the sleeve will be forced forward against the spring, retaining it. The plunger of the shaft, being
stationary, will unseat the ball check valve, which will allow the trapped fluid to return to the
other side of the piston, relieving the hydraulic lock.
• OPERATIONAL CHECK. To ensure correct operation of the one−way lock, the pilot
momentarily activates the longitudinal trim actuator to forward. Forward movement of the
cyclic stick will be noted without hand pressure being applied to the stick. No movement
should be noted when the trim is activated in the aft position.

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and Rigging
INPUT SHAFT PISTON

0.010 INCH (0.254 MM) GAP

(FOR UNLOCKING ACTION)

INPUT END − END PLAY

OIL CUP (RESERVIOR)

0.180−0.130 INCH
(4.570−3.302 MM)
(NOTE 1)

BODY
PROTECTIVE CAP (BOOT) SLEVE

PISTON
INPUT SHAFT BALL CHECK VALVE
SHIM

8.58 ±0.080 INCHES

(21.793 CM ±2.032 MM)
INPUT END OUPUT END
(NOTE 2)

NOTES:
1. APPLY 0.13−0.18 INCH (3.302−4.570 MM) BEAD OF SEALANT TO
ENTIRE CIRCUMFERENCE AT REASSEMBLY.
2. DIMENSION IS 8.58±0.030 INCH (21.793 CM ±0.762 MM), BY THE
TH67−1031A
DRAWING. THERE IS A ±0.080 INCH (2.032 MM) ROD ADJUSTMENT.

Figure 6−24. One−Way Lock − Cross Section View

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Main Rotor Controls
and Rigging
6.3 Mixer Assembly
NOTE: Refer to 62−30−00
The position of the swashplate assembly is determined by the cyclic and collective inputs which
are fed simultaneously into and through the mixer assembly. Cyclic inputs (longitudinal and
lateral) are provided with separate paths through the mixer. Thus, the cyclic inputs do not affect
one another as they pass through the mixer. Both cyclic input paths are interconnected with the
collective bellcrank and both are affected by the position of collective input. Briefly stated, the
cyclic longitudinal and lateral controls have a collective input superimposed upon them as they
pass through the mixer.

BUSHING
(NOTE 2) LONGITUDINAL
PITCH IDLER
LONGITUDINAL
CONTROL MIXER LINK

MIXER LINK
STATIONARY
*LATERAL MIXER SWASHPLATE BUSHING
BELLCRANK (NOTE 2)

BEARING BUSHING
(NOTE 2)

WASHER MIXER FLANGED

LINK STATIONARY BUSHING
MIXER SWASHPLATE BEARING
SUPPORT
ATTACHING
BUSHING BEARING
(NOTE 6)
BUSHING
MIXER (NOTE 2) NOTE 1
SUPPORT FLANGED
BRACKET BUSHING LONGITUDINAL
(NOTE 4) LINK (NOTE 3)
BEARING NOTE 1
*COLLECTIVE
PITCH MIXER
BEARING BELLCRANK
BEARING
SLEEVE NOTE 7
BUSHING BEARING
FLANGED *LONGITUDINAL
BUSHING PITCH MIXER
NOTE 1 (NOTE 4) BELLCRANK

2
MAST PLS
BASE

NOTES:
1. DIRECTION OF BOLT OPTIONAL.
2. EDGE OF BUSHING MUST PROTRUDE MINIMUM OF 0.010 IN. (0.254 MM) TO MAXIMUM OF
0.060 IN. (1.524 MM) ABOVE OUTSIDE OF PART AFTER NUT IS TIGHTENED.
3. LONGITUDINAL LINK DETAILS ROTATED FOR CLARITY.
4. MUST BE PULLED OUT FIRST TO REMOVE BELLCRANK.
5. ASTERISK ( * ) INDICATES PART THAT MAY BE EITHER MAGNESIUM OR ALUMINUM ALLOY.
(FOR ALLOY IDENTIFICATION AND CORROSION CONTROL, REF. SEC. 20−40−00).
6. INSTALL BUSHING AFTER THE TWO AFT ATTACHING BOLTS WITHOUT EXCESSIVE TG62−3003C
MISALIGNMENT, 0.015 IN. (0.381 MM).
7. USING HS5079−2646 SHIMS, SHIM EQUALLY TO REMOVE GAP.

Figure 6−25. Mixer Assembly

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Main Rotor Controls
and Rigging
The mixer support bracket, which serves as the foundation for the mixer assembly, is bolted to
the static mast base and provides an axis for the collective bellcrank and the longitudinal idler
bellcrank to pivot upon.
The collective control rod is routed up through the tunnel at station 78.50, to the collective mixer
bellcrank. The collective control rod is composed of an aluminum tube fitted with a fixed rod end
on its lower end and an adjustable rod end on its upper end. The collective mixer bellcrank is a
machined aluminum casting fitted with two sets of heavy duty sealed ball bearing. The
collective mixer bellcrank is attached to the longitudinal mixer bellcrank at two lateral points,
which are aligned to the centerline of the rotor head mast and at an angle 48 degrees 30 minutes
to the longitudinal centerline of the aircraft.
The longitudinal control rod is routed up through the tunnel at station 78.50 to the longitudinal
idler bellcrank. Motion of the longitudinal idler bellcrank is transmitted via the longitudinal
control link to the longitudinal bellcrank. The longitudinal bellcrank is a machined aluminum
casting fitted with one set of bearing, identical to the collective mixer bellcrank bearing. The
longitudinal bellcrank is connected to the stationary swashplate by a link assembly.
The lateral control rod is routed up through the tunnel at station 78.50 to the lateral bellcrank.
The lateral bellcrank is mounted in a bracket on the collective bellcrank. The centerline of the
bracket is located directly above the pivot point of the collective bellcrank. The lateral bellcrank
is connected to the stationary swashplate at two points by link assemblies. The attachment
points are aligned with the centerline of the rotor head mast and at an angle of 48 degrees 30
minutes to the centerline of the aircraft. The lateral bellcrank connects to its control rod, and the
pivot point of the longitudinal idler bellcrank is in line with the pivot point of the collective
bellcrank.
The collective bellcrank, rotating about its pivot point, raises or lowers the longitudinal
bellcrank and through a rocking action, raises or lowers the lateral bellcrank simultaneously.
These control responses are transmitted to the swashplate assembly and to the main rotor
blades through the respective link assemblies of the lateral and longitudinal mixer bellcranks.
6.3.1. Mixer Assembly Operational Movement Sequence
The mixer support bracket and mixer assembly are not situated laterally across the front of the
mast but are offset 48 degrees 30 minutes clockwise (viewed from the top) around the mast. The
blade linkage precedes the blade by 41 degrees 30 minutes. The two angles of offset result in
pitch signals that precede the blades by 90 degrees, which satisfies the angle of precession. This
natural law states that a force acting upon a rotating body will receive maximum effect 90
degrees later in the direction of rotation. Thus, if forward flight is desired, the main rotor disk
must tilt down over the nose of the aircraft. To get the blades to flap lowest over the nose, the
most negative pitch signal must be added at the right side of the aircraft or 90 degrees before
the desired effect.
6.3.2. Collective Control Movement
To move the helicopter vertically, the collective control stick is raised or lowered as required.
Motion of the tunnel−routed control rod causes the collective bellcrank to pivot in the mixer
support bracket. As the collective bellcrank pivots, the lateral bellcrank rolls with the
movement, thus providing the swashplate with two lateral movements in the same direction,
both up or both down. Pivoting of the collective bellcrank also repositions the pivot axis of the
longitudinal bellcrank. This allows the longitudinal link and longitudinal bellcrank to move up or down
in relation to lateral bellcrank movement. Thus, the swash− plate will move up or down and increase or
decrease the pitch of all five blades equally.
6.3.3. Lateral Control Movement
To move the helicopter to the left, the cyclic control stick is moved left. The stick, pivoting in the
yoke of the torque tube, moves the pilot’s lateral control rod to the right. The station 67.00

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Maintenance Training Manual
Main Rotor Controls
and Rigging
lateral bellcrank will pivot, moving the station 70.00 lateral control rod forward. The lateral
idler bellcrank pivots on the controls support bracket and moves the tunnel−routed lateral
control rod. This action tilts the lateral bellcrank, which pivots in the bracket of the collective
mixer bellcrank, pulls the left link assembly down and pushes the right link assembly up, thus
tilting the swashplate assembly and the tip−path plane of the main rotor blades to the left.
6.3.4. Longitudinal Control Movement
To move the helicopter forward, the cyclic control stick is moved forward, rotating the torque
tube about is pivot point at the cyclic controls support bracket. A lever arm on the torque tube is
attached to the forward end of the one−way lock and pulls the unit forward. The aft end of the
one−way lock attaches to the longitudinal idler bellcrank mounted on the controls support
bracket. Pulling the one−way lock forward rotates the longitudinal idler bellcrank and moves
the tunnel−routed longitudinal control rod down. The upper end of the longitudinal control rod
is attached to the longitudinal idler bellcrank mounted on the mixer support bracket. This
bellcrank pivots and pulls the longitudinal control link forward. The other end of the
longitudinal control link attaches to the longitudinal bellcrank. The longitudinal bellcrank,
pivoting at its attach points to the collective bellcrank, rotates and the longitudinal link pushes
up on the swashplate assembly.
6.4 Main Rotor Swashplate Assembly
NOTE: Refer to 62−30−00.
The control action from the mixer controls is fed to the swashplate at two lateral inputs (located
directly opposite each other) and one longitudinal input (Ref. Figure 6−26). The purpose of the
swashplate is to transmit linear control inputs from the flight controls to the rotor blades. The
swashplate assembly accomplishes its function through a stationary member linked to the
flight controls and a rotating member linked to the rotor blades. The two units are joined by a
double row ball bearing.
There are two types of control inputs fed to the swashplate. One is collective control, where the
swashplate must transmit simultaneous control input of the same degree to all five blades. To do
this, the rotating and stationary swashplates must be raised or lowered as a unit. The other
control input is cyclic control, where the swashplate must transmit to the rotor blades a
differential control input for each blade. To accomplish this, the entire swashplate is attached to
a ball and socket. During collective action, the two act as a single unit and slide up or down on a
polished journal on the stationary mast. During cyclic action, the ball remains stationary,
serving as the inner race of the socket. The socket pivots about the ball to any position within the
limits of the flight controls.
The stationary swashplate is aluminum. It is secured to the extended inner race of the double
row ball bearing (Figure 8−16) by four bolts set with wet zinc chromate primer. The bearing are
packed with grease at the factory and are sealed with two removable synthetic rubber seals. The
outer race of the bearing assembly is pressed into the rotating swashplate and secured in
position by a retaining ring, which is bolted to the rotating swashplate at four points. The
rotating swashplate is an aluminum forging. Situated in the bore of the bearing inner race is the
outer socket of the ‘‘uniball". The socket is secured to the bearing by two spiral locks. The
‘‘uniball" is composed of an aluminum alloy ball and socket. The inside diameters of the ball and
socket have heavy reinforced Teflon liners bonded in position at their bearing surfaces.
The rotating swashplate is connected to the pitch housing arms by five pitch control rods. The
rods are composed of an aluminum barrel with a left−hand and right−hand threaded rod end
bearing. The rod end bearing are Teflon−lined spherical bearing. They are located between the
ears of the pitch housing arm and the rotating swashplate and are secured in position by a nut
and bolt torqued against a sliding bushing in one ear of the fork. This precludes the need for
shims. The pitch control rods cannot be reversed, as their rod end bearing have different size
bores.

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Maintenance Training Manual
Main Rotor Controls
and Rigging

COLLECTIVE BELLCRANK

COLLECTIVE CONTROL ROD

LONGITUDINAL
CONTROL ROD

LATERAL
LATERAL BELLCRANK
CONTROL ROD

ROTATING SWASH PLATE

LONGITUDINAL
CONTROL LINL

LONGITUDINAL STATIONARY
IDLER BELLCRANK SWASHPLATE

LONGITUDINAL LINK

MIXER SUPPORT LONGITUDINAL

BRACKET BELLCRANK

Figure 6−26. Mixer and Swashplate Assembly

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Maintenance Training Manual
Main Rotor Controls
and Rigging
COUNTERWEIGHT

NOTE 2

BEARING
ASSEMBLY
INTERRUPTER DOUBLE
INTERRUPTER

COUNTERWEIGHT

ROTATING
SWASHPLATE

NOTE 2

INTERRUPTER
SPACER INTERRUPTER

INTERRUPTER

STATIONARY
SWASHPLATE

DRAIN HOLES
(HIDDEN)

INDEX
PROTRUSIONS

STATIONARY
SWASHPLATE DRAIN HOLES
GROOVE (2 PLCS)

BOOT

NYLON STRAP
NOTES:
MAST 1. COLOR CODED TO MATCH BLADES.
2. IF COUNTERWEIGHTS ARE USED, COAT BOLT WITH
GREASE (CM116) BEFORE INSTALLATION.

BOOT INSTALLATION TG62−3001

Figure 6−27. Main Rotor Swashplate

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Maintenance Training Manual
Main Rotor Controls
and Rigging

ROTATING
SWASHPLATE

STATIONARY
SPHERICAL BALL BEARING SWASHPLATE
RETAINING RINGS

DOUBLE ROW BALL BEARING

TEFLON LINERS
Figure 6−28. Swashplate Bearing
6.5 Rotating Scissors
The rotating swashplate is driven by a rotating scissors assembly which attaches to the lower
shoe of the rotor hub assembly. The eccentric force of the scissors assembly, as it rotates, is offset
by counterweights bonded in position and secured by bolts to the arms of the rotating
swashplate opposite the scissors. The scissors assembly is composed of a crank and link (Figure
8−18). The machined aluminum crank is attached to two ears on the lower shoe and shimmed
symmetrically with washers on the shouldered bushing side of the crank. The attach bolts are
then torqued against sliding bushings in the inboard ears of the crank. The machined
aluminum link is bolted between the lower ears of the crank at this point, to form the hinge of
the scissors. The lower ears of the crank are fitted with Teflon−lined spherical bearing. The
lower portion of the link is fitted with a Teflon−lined spherical ball bearing at its attachment
point to the rotating swashplate.

PLATE

INSTALL CONCAVE SIDE

TWORD BLADES

SCISSORS LINK ASSEMBLY

Figure 6−29. Rotating Scissors Crank and Link

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 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging
ROTOR HUB CLOSE TOLERANCE 6.25 IN.
LOWER SHOE BOLT (15.875 CM)

WASHERS SCISSORS CRANK PITCH CONTROL ROD − LENGTH

(NOTE 4) (NOTE 3)
SLOTTED BUSHING
(NOTE 1) MAXIMUM ALLOWABLE LOOSENESS
0.040 IN. (1.016 MM)
AT INSTALLATION, ROD ENDS
TO BE PARALLEL WITH
MATING CLEVIS

BEARING
1.30 IN. (3.302 CM) TYPICAL
(UPPER BEARING ONLY)
WASHERS
(NOTE 4)
BUSHING

SCISSORS LINK

BEARING PITCH CONTROL ROD

(NOTE 2)
ELASTOMER RING
SLOTTED BUSHING (NOTE 6)
(NOTE 1)
ELASTOMER RING
(NOTE 5)

ROTATING
SWASHPLATE

INTERRUPTER

SLOTTED BUSHING
COLLECTIVE PITCH (NOTE 1)
CONTROL ROD

LONGITUDINAL PITCH
CONTROL ROD
SLOTTED BUSHING
(NOTE 1)

LATERAL PITCH NOTES:

CONTROL ROD 1. END OF SLOTTED BUSHING MUST PROTRUDE MINIMUM OF
0.010 IN. (0.254 MM) TO MAXIMUM OF 0.060 IN. (1.524 MM) ABOVE
OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
2. COLOR CODED TO MATCH BLADE.
3. OPTIMUM INITIAL SETTING (FIVE PLACES).
4. AS REQUIRED TO FILL GAP.
5. THIS SIDE ONLY ON EARLY CONFIGURATION.
6. BOTH SIDES ON CURRENT CONFIGURATION.
TG62−3000D

Figure 6−30. Pitch Control − Rotating Swashplate and Scissors

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 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging
6.6 Rigging Main Rotor Control System
NOTE: (Refer to CSP HMI−2, Section 67−10−00.
Control rigging is to establish a relationship between the controls in the cockpit and the
swashplate (Ref. Figure 6−31). From the swashplate to the blades, a relationship is required. In
the 369FF, the pitch links are set to a dimension.
The cockpit controls are positioned, by rigging fixtures, to neutral. The 369D/E cyclic neutral is
3° 30′ to the right of mid and longitudinally 7° 42′ aft of mid.
Always ensure that the correct rigging fixtures are used (Ref. Figure 6−32).
• Rigging of the main rotor control system must be accomplished immediately after
replacement of linkage that cannot be accurately measured (by trameling, etc.) before it is
installed in the main rotor control system, or if helicopter operation reveals rigging
deficiency.
• Cyclic and collective controls must be rigged in sequence,starting with collective controls.
Control rod end bearing adjustments are to be made to nearest half turn that produces
correct rigging. When tightening jam nut at adjustable end of control rods, always hold rod
end with wrench to prevent jamming of bearing.
6.6.1. Rigging Collective Control
NOTE: To facilitate field rigging of the collective control (up and down) and the cyclic control
(both forward and aft, and right and left) a field rigging aid may be fabricated (Ref.
Figure 6−32) as illustrated. If the mixer bellcranks are in dimension with reference to the
mixer rigging plate, the collective and cyclic controls are properly rigged, the dimension
attained upon following the procedure shall correspond to the dimensions marked on
the field rigging aid. If the dimensions attained do not correspond, full rigging procedures
must be performed.

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 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

LONGITUDINA
L PITCH IDLER MAST SUPPORT
BELLCRANK BRACKET

NOTE 1

BOLT (HEAD LEFT),

WASHERS, NUT,
COTTER PIN

MIXER RIGGING
MAST SUPPORT PLATE
INITIAL RIGGING PLATE MEASUREMENT
FITTING

LONGITUDINAL PITCH
MIXER BELLCRANK

COLLECTIVE PITCH
MIXER BELLCRANK

COLLECTIVE PITCH
CONTROL ROD
COLLECTIVE
RIGGING
FIXTURE

RIGGING PLATE MEASUREMENT

FIXTURE INSTALLATION

CONTROL
FRICTION GRIP
(DRIVE GEAR)

NOTES:
1. ACTUAL DISTANCE TO BE MEASURED
AND RECORDED. COLLECTIVE FRICTION
2. TO BE SAME AS ACTUAL DISTANCE PILOT’S COLLECTIVE GUIDE LINK
PITCH STICK
MEASURED (VIEW A). (REFER TO TEXT)
3. ELASTOMER RING THIS SIDE ON
CURRENT CONFIGURATION ONLY. TG67−1012−1

Figure 6−31. Rigging Main Rotor Controls (Sheet 1 of 2)

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CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging

LONGITUDINAL
PITCH IDLER

NOTE 2

BOLT (HEAD LEFT),

WASHERS, NUT,
COTTER PIN
MIXER RIGGING PLATE
LONGITUDINAL PITCH LONGITUDINAL PITCH
MIXER BELLCRANK CONTROL MIXER
MIXER TRAVEL
PITCH CONTROL ROD

ELASTOMER RING ELASTOMER RING

(NOTE 3)

SLOTTED BUSHING LATERAL BELLCRANK

LONGITUDINAL
FRICTION GUIDE
LINK FRICTION PITCH CONTROL ROD
KNOB INSTALLATION (5 PLACES)

STATIONARY
SWASHPLATE
MIXER LINK NOTE 2
KNURLED THUMBNUT

MIXER TRAVEL
CYCLIC STICK LONGITUDINAL LATERAL PITCH
RIGGING FIXTURE CONTROL ROD
LONGITUDINAL RIGGING
FIXTURE INSTALLATION

FRICTION KNOB

LATERAL FRICTION
GUIDE LINK

KNURLED THUMBNUT CYCLIC STICK LATERAL

RIGGING FIXTURE

LATERAL RIGGING
FIXTURE INSTALLATION

TG67−1012−2

Figure 6−31. Rigging Main Rotor Controls (Sheet 2 of 2)

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 CSP−369FF MTM−1
Maintenance Training Manual
Main Rotor Controls
and Rigging
0.75 IN. (19.05 MM)
0.75 IN. (19.05 MM) 1.22 IN.
(30.988 MM)
FWD
0.48 IN. (12.192 MM)
0.74 IN. 0.79 IN. (20.066
MM) 1.22 IN.
(18.796 MM) (30.988 MM)
UP 0.43 IN.
(10.922 MM) 2.25 IN.
0.74 IN. (18.796 RT (57.15 MM)
MM) REF
0.43 IN. (10.922
MM)
NO NO NO
M M M
0.53 IN. (13.462 0.57 IN.
MM) 0.53 IN. (14.478 MM)
0.74 IN. (18.796
MM) (13.462 MM) 0.57 IN.
0.74 IN. LFT (14.478 MM)
(18.796 MM) AFT
DN
0.50 IN. (12.7 MM)

SIDE VIEW
0.29 IN. FRONT
(7.366 MM) 2.25 IN. (57.15 MM)
VIEW 0.125 IN.
(3.175 MM)

1.00 IN.
(25.4 MM)
GENERAL NOTES FOR BUILDING FIELD RIGGING AID:
1. MAKE FROM T−ANGLE STOCK TO DIMENSIONS SHOWN.
2. SCREWS, NUTS AND WASHERS AS REQUIRED.
3. HOLES IN VERTICAL T−ANGLE TO BE SLOTTED TO ADJUST 2.25 IN.
TO MIXER SUPPORT BOLT NOMINAL DIMENSION. (57.15 MM)
4. SCRIBE MARKING ON VERTICAL T−ANGLE AS SHOWN.
5. MANUFACTURE FROM 2024−T4 AL ALY PLATE.
6. IMPRESSION STAMP PART NO. AND INSTRUCTIONS.
SURFACE TO BE FLAT AFTER STAMPING.

TOP VIEW

0.375 IN. (9.525 MM)

0.81 IN. (20.57 MM) .09 R
NOTE 5 1.75 IN. (44.45 MM)
6.71 IN. (170.43 MM)
1.12 IN. (28.45 MM)
1.75 IN. (44.45 MM)
NOTE 6
2.75 IN. (69.85 MM)

369A9930
THIS SIDE UP 4.18 IN.
(106.17 MM)
2.18 IN. (55.37 MM)
.09 R
8.56 IN. (217.42 MM)
90
11.38 IN. (289.05 MM) °
2.18 IN. (55.37 MM)
TG67−1012−3
FIELD RIGGING AID 0.94 IN. (23.88 MM)
Figure 6−32. Field Rigging Aid − Main Rotor Control System

6−35/(6−36 blank)
 CSP−369FF MTM−1

369FF Maintenance Training Course

SECTION SEVEN
Rotor Track and Balance
CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

1
ROTATION PLACE DOUBLE INTERRUPTER
OVER MAGNETIC PICKUP AND
2 THEN ATTACH TIP TARGET
NUMBERS EXACTLY AS SHOWN TAPE

TRACKING TARGET
(NOTE 1)

TIP CAP

INTERRUPTER ROTATION OF DOUBLE

TRACKING TIP CAP INSTALLATION (NOTE 4) HUB INTERRUPTER
(NOTE 4)
SCISSORS
LINK
SUPPORT NOTE 2
BRACKET

ADJUSTMENT
JAMNUT ROTATING
SWASHPLATE

PROTECTIVE CAP TEST EQUIPMENT

CABLE RECEPTACLE
PICKUP INSTALLATION (ROTATED) INTERRUPTER SPACER
(NOTE 4) INTERRUPTER
(NOTE 4)
INTERRUPTER
(NOTE 4)
INTERRUPTER
(NOTE 3) STATIONARY
SWASHPLATE

NOTES:
1. ALWAYS REMOVE TARGETS
0.030−0.070 IN. AFTER TRACKING.
(0.762−1.778 MM) 2. INSTALL WASHERS BETWEEN
GAP TYP. BRACKET AND SWASHPLATE
TO FILL GAP.
3. ADJUST AS REQUIRED FOR
GAP INDICATED.
4. REFER TO CSP−IPC−4 FOR
PART NO.
MAGNETIC PICKUP
INTERRUPTER−TO−MAGNETIC PICKUP GAP TG18−1000

Figure 7−33. Blade Tracking Equipment

7−2
 CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

7.0 Tracking
NOTE: Reference applicable data in CSP−HMI−2, Chapter 18−10−00.
Tracking is necessary in order to insure that all blades exhibit the same flight characteristics.
That is, all blades will do the same amount of work under the same conditions. All blades must
generate the same amount of lift and have the same amount of drag at any given point in the
disk.
Each of the five main rotor blades is a balanced symmetrical airfoil with trailing edge tabs which
may be adjusted to compensate for differences in flight characteristics between individual
blades.
The track of the main rotor blades is observed by means of tracking reflectors temporarily
attached to the tip of each blade, and a high intensity strobe light that flashes in
synchronization with the rotating blades. The strobe light operates with electrical power
provided by the helicopter electrical system. By observing the image pattern formed by the five
reflectors attached to blade tips, (stopped by the strobe effect) it is possible to view the track
(vertical displacement) and the drag spacing (blade phasing) of the blades under all ground and
flight conditions.

7.1 Blade Tracking Equipment And Operation

The blade tracking equipment consists of a strobe light, power supply with amplifier, magnetic
pickup, bracket, interrupters, tip plate reflectors, and interconnecting cables.
A bracket, attached to the stationary swashplate, provides a mounting point for the magnetic
pickup. The pickup is activated by interrupters (one per blade) attached to the rotating
swashplate at each pitch link attach area. These interrupters pass in close proximity to the
magnetic pickup, generating one pulse per blade, which serves as the input to the amplifier and
fires the strobe light.
The interrupters are ferrous metal and as they pass the magnetic pickup, lines of flux flow
through the interrupters. These flux lines stretch until they snap like a rubber band which
causes a pulse to flow through the lead to the amplifier section of the strobe equipment. The
amplified pulse causes the strobe light to fire. The strobe beam must be pointed at the blade tip
reflectors at the moment of firing or no reflected image will be seen. By positioning an
interrupter over the magnetic pickup, one can see where the five blade tips may be observed at
any of the five points within the 360 degree disk.
Whenever interrupters with equidistant spacing are used, all images will be seen superimposed
if all blades are in track and all dampers are functioning properly. This is not a desirable
condition if each blade is to be observed for individual flight characteristics. Therefore, MDHC
provides interrupters with a spacing which will cause the reflective images to be separated
horizontally. The spacing is accomplished by the location of a metal insert in the plastic
interrupter body.
One insert is in the center of the body, one is 0.100 inch left of center, one is 0.05 inch left of
center, one is 0.05 inch right of center, and one is 0.100 inch right of center. The 0.05 inch
difference in spacing related to each interrupter separates the image of each blade by
approximately 0.25 inch. The 0.100 left interrupter allows the applicable blade to travel the
farthest past the pickup before firing the strobe. The 0.05 left interrupter allows the strobe to
fire a little sooner as related to the previous blade and, as a result, stops its blade sooner in the
path of rotation. The center positioned interrupter causes the strobe to fire sooner yet, and
catches the related blade even earlier in the path of rotation. The 0.05 right causes the next
position and the 0.100 right causes the image at the extreme right. This staggered relationship
allows the technician to view the stopped images in their order of rotation. That is, the 0.100 left

7−3
 CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

interrupter fires blade number one which is seen on the extreme left. The 0.05 left interrupter
fires blade number two, seen second from the left. The center interrupter fires blades number
three, seen third from the left. The 0.05 right interrupter fires blade number four, seen fourth
from the left. The 0.100 right interrupter fires blade number five, seen fifth from the left.
NOTE: One of the interrupters mentioned above is actually a double interrupter. However, the
time interval of the double pulse is so short that it appears as one to the strobe light
amplifier. The second pulse is used during main rotor balancing.
The strobe light is operated in synchronism with the rotor blades. It is powered from the
helicopter DC power and its input signal is from the magnetic pickup on the swashplate. When
the amplifier is switched to ‘‘track", the pulses from the magnetic pickup are amplified and
applied directly to the strobe, and in this mode, the strobe functions as a slave only, flashing once
in response to each external command. With one interrupter per blade, there is no need to adjust
the flashrate of the strobe, and all tip cap reflectors are seen properly spaced in the order of
rotation. Spacing may vary if the rotor system has been balanced using the damper turnbuckles.

7.2 Installation Of Blade Tracking Equipment

Place the amplifier and strobe light on the crew compartment seat. Attach the 28 vdc power
cable to the aircraft power source. Route the triggering cable out through the snap vent in the
left passenger door and up around the air inlet. Secure the cable to the fuselage with strips of
tape. The strobe is connected to the amplifier to complete the internal circuit.
The magnetic pickup bracket is installed on the stationary swashplate. The magnetic pickup is
installed in the bracket, adjusted as necessary for the required gap, and the adjustment nut is
torqued to hold the position during production. The triggering cable is now attached to the
magnetic pickup bracket receptacle.
The existing blade tip caps are removed and tip plates installed. The reflector tip plates are
constructed of aluminum with a reflector number bonded in place. The helicopter is originally
equipped with five tracking interrupters installed on the rotating swashplate. The interrupters
are installed so the observer can view the blade tip plates in the order of rotation.

7.3 Tracking Procedures

Tracking is accomplished in a sequence of four separate steps; ground tracking, hover track
verification, forward flight tracking, and autorotation RPM adjustment. All tracking operations
must be performed in accordance with HMI.
• GROUND TRACKING. Ground tracking should be performed under calm conditions for
best results. Wind velocity should not exceed six knots during adjustments. In most
instances forward flight tracking problems can be reduced by setting initial track as near
perfect as possible. Adjusting the pitch links is the primary or basic track adjustment. The
pitch links should be adjusted as precisely as possible. Any variation may be magnified
under load or speed, as is the case during flight.
• HOVER TRACK VERIFICATION. Hover track verification is performed only after
completion of ground tracking and prior to forward flight tracking. It is used as a check only.
Do not adjust pitch control rods or blade tabs. A large variation may indicate that one or
more blades are beyond chordwise balance tolerance; however, this can only be positively
determined during forward flight tracking.
• FORWARD FLIGHT TRACKING (Figure 9−2). Forward flight tracking is the third step
in the basic tracking procedure and may at times be performed during troubleshooting to
correct an inflight vertical vibration. In severe cases of vertical vibration out of track
conditions, it may be necessary to start the troubleshooting with ground tracking, since an

7−4
 CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

accurate adjustment of initial ground track is most important to avoiding tracking

problems (vibrations) during forward flight tracking.
• AUTOROTATION RPM ADJUSTMENT. An autorotation RPM check is required during
the tracking procedure. The adjustments made during the tracking procedure will effect
the autorotation RPM. Each adjustment, whether it be a pitch link adjustment or trim tab
adjustment, will change the angle of attack of the associated blade. An accumulation of
adjustments may alter the autorotation RPM to such a degree as to produce an RPM outside
of the specified tolerances.
The collective loads will also be effected and may require an overcenter adjustment after
tracking is completed.
7.3.1. Trim Tabs
Main rotor blades are manufactured with trim tabs which may be used to compensate for
variations in blade characteristics such as twist. These trim tabs allow for greater
manufacturing tolerance and produce a substantial cost savings.
Maintenance technicians should become familiar with the effects of blade tab bending as
related to flight characteristics of the individual blade. Bending of a blade tab will change the
angle of attack (drag) and also cause the center of pressure (CP) to move; as the tab bend is
increased both the drag and aft movement of the CP is increased. An excessive displacement of
the CP will induce a lateral stick shake. An excessive amount of drag will create an
out−of−phase condition as the advancing blade tends to lag. This out−of−phase condition will
manifest itself as a lateral vibration. To avoid this out−of− phase condition the technician
should attempt to maintain an equal amount of drag on all blades.
To correct for out−of−track condition at various airspeeds, it is possible that blade tab zones will
require bending in opposite directions on the same blade. If this opposite bending is excessive,
the helicopter may exhibit a vertical vibration. The vertical vibration occurs as the advancing
blade enters the relative wind. The tab zones near the tip of the blade begin to react prior to
those zones nearer the hub. As a result, the blade will flex, inducing a vertical vibration in the
aircraft. The technician may learn a great deal about out−of−track vibrations by comparing the
image as tracked with that of the advancing blades. Should the image show a lateral
displacement, indicating a blade out of phase, this condition may be corrected by increasing the
drag on the remaining blades or decreasing the drag on the subject blade (tab bending). Should
the image show a vertical displacement, indicating a blade out of track, this condition may be
corrected by decreasing the amount of opposite tab bending.
NOTE: An out−of−phase condition may be the result of a defective or incorrectly adjusted main
rotor damper. If the rotor system has been balanced, the images may be unequally
spaced.
When determining whether blade track is acceptable, the overall vibration level of the
helicopter should be a determining factor. Some combinations of rotor blades might produce a
higher five−per−revolution vibration as blade tips are brought into close track; in such cases,
the lowest vibration level is preferred, even though the observed blade track may be beyond the
specified tolerances. Ideally, the blades should be tracked with the least amount of tab bending
possible.
7.3.2. Tracking Summary
The basic rigging of any helicopter is to establish the controls for proper setting and range.
From this point, each helicopter is ‘‘tuned" to its ‘‘personality". Tracking is the first stage of
tuning followed by autorotation adjustment. The end product of the tuning is that the basic
rigging no longer exists as it was. The helicopter is now adjusted to meet the flight
requirements of control as prescribed in the Pilot’s Flight Manual. For the most part, each

7−5
CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

helicopter, because of manufacturing tolerances, becomes an individual aircraft and must be

treated as such.
Both the pilot and the maintenance technician should become thoroughly familiar with
tracking procedures as detailed in the Pilot’s Flight Manual , Section 7. Pay particular
attention to areas of kit installation/removal and helicopter systems security/safetying, such
as:
• Cable routing to magnetic pickup on swashplate; verify that no control system restriction
exist
• Clearance between magnetic pickup (stationary) and interrupters (rotating).
• Proper safetying of pitch change links and control rods.
• Proper security and safety of helicopter systems hardware after tracking kit removal.
• Balance and tracking charts (Ref. Figure 7−36 and Figure 7−37).
The helicopter manufacturer provides certain points on a rotor to which weights may be added
or subtracted for balance. It is unlikely that one of these points lies exactly where the weight
must be added, so two points must be used, adding weights in a manner that will result in the
correct ‘‘vector".
• Balance Charts (Ref. Figure 7−36 and Figure 7−37). Balance charts are the ‘‘computers"
that receive the measurement of vibration (amplitude and clock angle) and calculate the
weights required to balance the rotor. A different balance chart is provided for each rotor of
each helicopter type. A balance charts consists of a clock face (12 radial lines) representing
clock angle, a set of 10 concentric circles, representing inches per second (IPS), drawn over
the clock face with zero at the center and 1.0 at the outside, and a graph over the clock face
and IPS circles, whose axes are geometrically related to the available weight attachment
points (as provided by the manufacturer).
If the weight attachment points are 90° apart (as on a 4−blade rotor), the axes of the graph are
at 90° to each other. If weight is to be added at the blade tips and at the pitch links, the axes are
about 60° apart. If, for a 3−blade rotor, the axes are 120° apart, etc. The amounts of weight
shown on the axes are in reverse ratio to the moment arm, or radius, from the center of rotation,
to the weight attachment point. Therefore, for a given change in vibration, an MDHI tail rotor
requires about 10 times as much weight, on a pitch link, as is required at the tip (because the tip
is 10 times as far from the hub). The axes are at about 60°. However, a 4−blade S−58 tail rotor
calls for equal weights on each of the four blade grips, and the axes are 90° apart.
To use the balance chart clock angle corrector, the correct direction of the move line in response
to the actual weight changes made, must be known. If there is any question about the validity of
the clock angle of the chart, add a weight to one point, and observe the move line between the
point before the change, and the one after (point 1 and 2). It should be parallel to the fine lines
extending from the unchanged axis. If it is not, adjust the clock angle and replot the two
readings on the new clock and check that the replotted move line (point 1A and 2A) is now
parallel.
After a weight change is made, and a second point plotted, a line (move line) connecting the first
point to the second indicate how the vibration has changed. If only one change is made, the
move line should be parallel to the fine lines through the clock which extend from the
unchanged axis.
If weights (or weight and sweep) are changed, in the exact amounts called for on the balance
chart, the move line should go toward or through the center of the chart.

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NOTE: On 3, 5, 6, and 7−blade charts there will be pie sections on the clockface, divided by
radial double lines. The above description refers to the two axes (and two sets of fine
lines) within the one pie section where the first point lies.
The intersection of IPS circles and clock angle lines define a point on the chart. From this point,
lines to the axes of the graph show the amount and location of weights (or main rotor sweep)
required to accomplish balance.
• Tracking Charts (Ref. Figure 7−36). Main rotor tracking charts are similar, but they utilize the
vertical signal from the vertical accelerometer in the cockpit. The over the clock face tells what to do
to pitch links or trim tabs and offers a refinement beyond that possible with visual or optical tracking.
• Formulation of Charts. The actual numbers on the weight scales (axes) and the rotation
of the graph on the clock, are determined by numerous experiments on each rotor of each
helicopter type. The charts show the best average of these readings. Because IPS and clock
angle, in response to a given out−of−balance condition, are functions of the mechanical
response of the airframe, and since all airframes of a given helicopter type are not identical,
there is some spread in measurements. Therefore, it may be necessary to correct the chart
for the particular rotor being worked.
• Correction of Charts: Weights. IPS error causes the move line to be the wrong length.
Correction of this line is relatively simple, since the length of the move line is in direct
proportion to the amount of the weight change, e.g.; if the move line is too long, too much
weight was added; if the move line is too short, too little weight was used.
• Clock Angle. Clock angle error will cause the chart to call for the weights in the wrong
place (or in an incorrect ratio on two points). A simple way to correct clock angle is to use the
balance chart clock angel corrector.
7.4 Balancing
Rotor imbalance is the cause of most inflight vibrations. Therefore, in order to have a smooth
flying ship, it is essential that the main and tail rotors be properly balanced. Correctly balanced
rotors will yield comfort and safety and will extend component and structure life and reliability.
Generally speaking, errors in main rotor balance will cause lateral one−per−revolution
vibrations while errors in track will cause vertical one−per−revolution. These one−per−
revolution vibrations may cause a great deal of discomfort because their rate (3 to 10 Hz) is in
the range of natural resonances of the human body. Tail rotor imbalance produces medium to
high frequencies which may cause structural damage and component wear. High frequencies
may tend to put feet and hands to sleep. This condition is called pedal buzz.

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7.5 Balance Equipment And Operation

NOTE: Refer to 18−10−00 and18−20−00
The Vibrex track and balance system may be used to accomplish dynamic balancing of main and
tail rotors (Ref. Figure 7−34). Other rotating elements may also be balanced. The Vibrex system
is also used for troubleshooting to determine the frequencies of vibrations and to locate their
source.
An out−of−balance rotor induces a vibration in the supporting airframe. The vibration occurs
once for each revolution of the rotor with its amplitude proportional to the amount of imbalance,
and its phase determined by the angle position of the imbalance. This out− of−balance vibration
contains all the information required to determine the location and amount of weight required
to achieve balance and eliminate the vibration.
A vibration pickup (accelerometer) is secured to the airframe near the rotor to be balanced and
senses the vibration. The vibration includes the desired one−per−revolution of the rotor plus
many unwanted frequencies from other rotating components. The signal from the
accelerometer serves as an electrical input to the balancer.
The balancer is essentially a variable electronic filter which is tuned to accept only the
one−per−revolution of the rotor and reject all other unwanted frequencies. The amplitude of
the one−per−revolution is directly related to the amount of imbalance and to the amount of
weight required to correct it. This amplitude is indicated in inches per second (IPS) by a meter
on the balancer.
When balancing the main rotor, the balancer receives one input from a doubler interrupter
mounted on the swashplate. The balancer senses the second pulse of the doubler interrupter
and triggers the phazor (ring of lights) which indicates the phase (clock angle) of the imbalance.
When balancing the tail rotor, the balancer receives its input from an accelerometer mounted
on the tail rotor transmission. An output from the balancer triggers the Strobex (strobe light)
which is directed toward the tail rotor. The reflective target on the tail rotor will be stopped at
some angle (clock angle). These observed clock angles, in combination with the known
characteristic angle of the applicable rotor, determines the location of the weight required to
accomplish balance.
Balance charts are provided which are compatible with the average geometry of the rotor blade
and airframe response. The charts are calibrated for required weight versus amplitude of
vibration, and for characteristic angle. The chart shows the amount and location of two
weights, the vector sum of which is equal to the total weight at one location to accomplish
balance.

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STROBEX

TO ACCELEROMETER

TO MAGNETIC CLIP

28 28VDC POWER

Figure 7−34. Vibrex Balancing Equipment (Typical)

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TAPE CABLE TO LEFT HAND INBOARD VELOMETER/ MAGNETIC PICKUP CABLE AND
SIDE OF INLET HOUSING AND ROUTE ACCELEROMETER VELOMETER/ACCELEROMETER
FORWARD ALONG FUSELAGE AS LOCATION FOR MAIN CABLE MAY BE ROUTED
SHOWN. CABLE MUST CLEAR ALL ROTOR BALANCE THROUGH VENT DOOR
EXTREME MOVEMENTS OF CONTROLS

KIT LOCATION
FOR MAIN ROTOR
BALANCING

INTERRUPTER
(TYP)

TORQUE NUT AFTER

SECURING GAP AND
SAFETY WIRE
GAP
0.030−
0.070
ENGINE AIR INLET MAGNETIC PICKUP (TYP)
VIEW LOOKING DOWN
FAIRING (LEFT
HAND SIDE)

MAGNETIC PICKUP
INSTALLATION

TAPE

VELOMETER/
ACCELEROMETER VIEW LOOKING INBOARD
LOCATION FOR MAIN
ROTOR BALANCING

ACCELEROMETER INSTALLATION
TG18−1005

Figure 7−35. Installation of Main Rotor Balancing Equipment

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60 GRAMS
BLUE
4 40

40 YEL
GRN 20
2 3
12
0
40 20 1 20
11
60 GRAMS 1.0
.9
.8
0 TGT
.7 WHITE
40 10 .6 2 5
YEL .5 20
3
.4
.3 40
20
.2
.1 .1 .2 .3 .4 .5 .6 .7 .8 .9 1.0
3 60 GRAMS
9 .1
0
.2
.3 40
.4
.5 BLUE
RED 20 20 4
1 .6
8 4
.7
.8 0
40 .9
1.0
7 5 20

20 0 RED
60 GRAMS 40 6 1

20 40
GRN
2 40

TGT
WHITE 60 GRAMS
HELICOPTER S/N HUB S/N 5
TG18−1003

CLOCK BALANCE WEIGHT AND LOCATION

RUN NO. IPS
ANGLE (1) RED (2) GREEN (3) YELLOW (4) BLUE (5) WHITE

Figure 7−36. Main Rotor Balance Chart

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1st Run 2nd run 3rd Run 4th Run 5th Run
TRACK
CLOCK ANGLE

A
READING
IPS
READING

TARGET (TIP)

A (P/L)

C MOVE
B (TIP)

C (P/L)

Target

12:00 O’clock
Target
‘‘C"

‘‘A"

‘‘B" Accelerometer
View from top

Figure 7−37. Tail Rotor Balance Chart

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ACCELEROMETER/VELOMETER
FOR TAIL ROTOR BALANCING.
INSTALL ON BREATHER PLUG OF
TAIL ROTOR GEAR BOX

TAPE

SECURE UNDER LATCH

REFLECTIVE
TAPE

KIT LOCATION FOR TAIL

28VDC POWER CABLE ROTOR BALANCING
TO AUXILIARY OUTPUT
RECEPTACLE

BALANCE WASHERS
RETAINING NUT

PITCH ARM BOLT

CABLE
SPRING WASHER

PITCH CONTROL
ACCELEROMETER/VELOMETER LINK
(NOTE 1)
PITCH ARM
BREATHER/FILLER BALANCE WASHER
INSTALLATION

TIP WEIGHT

NOTE 3

WEIGHT INSTALLATION
ROTATED
NOTES:
1. INSTALLED ONLY FINGER TIGHT.
2. FOR INFORMATION ON MAXIMUM WEIGHT, NUMBERS, TYPES AND
EXACT LOCATIONS OF BALANCING HARDWARE TO BE USED,
REFER TO ASSOCIATED TEXT AND TABLES.
3. TORQUE SCREWS TO 21 − 24 INCH−POUNDS (2.37 − 2.71 NM). TG18−2000

Figure 7−38. Installation of Tail Rotor Balancing Equipment

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7.5.1. Installing Tail Rotor Balancing Equipment

• Install accelerometer into tail rotor transmission breather/filler plug finger tight (Ref.
Figure 7−38).
• Install tail rotor balancing equipment as follows:
• Connect accelerometer cable. Wind cable forward around tail boom approximately five
turns to a point just forward of engine compartment doors. Route cable down and secure
under upper engine compartment door latch.
• Weight cable to ground, to prevent cable fouling the tail rotor assembly. Place balance kit
opposite tail rotor at a distance of approximately 20 feet.
• Attach power cable to utility power receptacle.
• Refer to manufacturer’s Operation and Service Instruction Handbook for helicopter
tracking and balancing procedures.
• Install main rotor balancing equipment as follows:
• Place balance kit on right hand seat in crew compartment.
• Attach power cable to utility power receptacle.
• Install magnetic pickup cable (view A). Tape cable to left hand inboard side of engine air
inlet fairing. Route cable forward as shown.
NOTE: Cable must clear all extreme movements of controls.
• Install accelerometer as shown (view B). Tape cable to fuselage and route cable forward as
shown.
• Refer to manufacturer’s Operation and Service Instruction. Handbook for balancing kit
hookup and operating procedures.

7.6 Dynamic Balancing

7.6.1. Tail Rotor
Dynamic balancing of the tail rotor is accomplished by strobe light observation of the tail rotor
during ground run at 70 percent. An accelerometer secured in the tail rotor transmission
breather, senses the vertical vibration of the rotor, and serves as an input to the balancer. The
vibration level or amount of imbalance is read in inches per second (IPS). A reflective target on
the tail rotor is viewed from a distance of 15 to 20 feet and will be seen stopped at some angle.
This angle is referred to as the clock angel. These vibration level and clock angle readings,
when entered on the applicable balance chart, lead to a determination of the amount and
location of weight required to achieve balance.
7.6.2. Balancing Procedures
Procedures and charts given here are for classroom demonstration only, and are to be used in
conjunction with the whirligig unit. The whirligig unit is a machine which simulates main and
tail rotor imbalance conditions. Main and tail rotor balancing procedures to be used with the
Vibrex system are provided in the manufacturer’s Operation and Service Instruction
Handbook.
Tail Rotor Balance Demonstration
• Set function switch at A.
• Set RPM RANGE selector to the X10 position.

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• Set RPM TUNE to 320 (320 x 10 − 3200).

• Start the whirligig and observe the clock angle with the Strobex.

CAUTION Adjust RPM TUNE only when VERIFY TUNE button is depressed.

• Depress the VERIFY TUNE button and adjust RPM TUNE dial as required to return clock
angle to that observed before the VERIFY TUNE button was depressed. Repeat this
procedure until there is no change in clock angle when button is depressed or released.
• When tuned, note clock angle without the VERIFY TUNE button depressed. Record clock
angle in section A of chart. Observe the IPS meter without the Strobex flashing. Record IPS
in section A of chart.
• Plot the clock angle and the IPS on the chart in section B. Label this point number 1.
NOTE: If balancing an aircraft for the first time, refer to paragraph 9−7.
• Calculate any changes in section C and repeat the procedure for runs 2, 3, 4, etc. as required
to achieve a maximum of 0.2 IPS.
NOTE: If a plot crosses the center, too much weight was added. All plots must move toward the
center at the same clock angle. If not, install the clock angle corrector and assign new
numbers to the clock. Follow the instructions on the applicable corrector.
7.6.3. Main Rotor
Dynamic balancing of the main rotor is accomplished by electronic analysis of the main rotor
during hover. An accelerometer mounted on the air inlet fairing senses lateral vibration
induced by the rotor and provides an input to the balancer. There are five interrupters installed
on the swashplate, one of which produces a double pulse. The time interval of the double pulse
is so short that it appears as one pulse to the Strobex tracker. However, balancer circuity is
made to trigger only on the double pulse and to ignore all single pulses. Thus, the pulses from
the magnetic pickup appear to the balancer as a one−per−revolution, and are used as a phase
reference for measuring the clock angle. The clock angle is shown by the phazor by means of a
ring of lights. Readings of IPS from the balancer meter and clock angle from the phazor are
entered on the appropriate chart from which is read the amount and location of the required
weight.
Main Rotor Balance Demonstration
• Set function switch to A or B depending on cable connection.
NOTE: The main and tail rotors of the whirligig are on the same plane, there−fore, only one
accelerometer is required for balancing. Two cables and accelerometers must be used
on the actual helicopter if the main and tail rotors are to be balanced at the same time.
• Set RPM RANGE selector to the X1 position.
• Set RPM TUNE to 400.
• Depress TEST button and note the ring of lights. On a five bladed rotor, the lights at 12:00,
2:20, 5:00, 7:30 and 10:00 o’clock positions should illuminate verifying that the magnetic
pickup/interpreter circuit is operating.
NOTE: For double interrupter logic, the Strobex must be connected but is not used on some
models.

Adjust RPM TUNE only when VERIFY TUNE button is depressed.

CAUTION

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• Release TEST button and observe the clock angle indicated by the illuminated lamp.
Depress VERIFY TUNE button and adjust RPM TUNE dial to return the light to the clock
angle observed before the VERIFY TUNE button was depressed. Repeat this procedure
until there is no change in clock angle when button is depresses or released.
• When tuned, note clock angle without the VERIFY TUNE button depressed. Record clock
angle in section A of chart. Record the IPS in section A of chart.
• Plot clock angle and IPS in section B. Label this point number 1.
NOTE: If balancing an aircraft for the first time, refer to paragraph 9−7.
• Record any changes in section C and repeat procedure for runs 2, 3, 4, etc. as required to
achieve a maximum of 0.2 IPS.
NOTE: If a plot crosses the center, too much weight was added. All plots must move toward the
center at the same clock angle. If not, install the clock angle corrector and assign new
numbers to the clock. Follow the instructions on the applicable corrector.

7.7 Vibrations
The Model 369D/E is a very smooth performing helicopter for several reasons. For instance, it
has a five−bladed fully articulated main rotor, it is powered by a turbine engine and the
powertrain is extremely simple. This helicopter has one of the cleanest aerodynamic designs
ever developed for a helicopter with a side−by− side seating arrangement. Despite all of the
above, vibration may develop as a result of normal wear, improper adjustments, or operational
stresses that are abnormal in nature and level.
Vibration is a periodic motion of an elastic body or mass in alternately opposite directions from
the position of equilibrium, when that equilibrium has been disturbed. It is understood that
until a force is applied, the mass will remain static. Once the force has created the oscillating
motion, the motion will continue as long as the force is applied. A useful parameter, when
involved with a vibration problem, is the frequency. Simply stated, frequency (cpm) is how often
the vibration occurs per unit of time. This correlates directly to the rotational speed of the item
(RPM). Since vibrations are cyclic in nature, a maximum peak in one direction to a maximum
peak in the opposite direction, frequency is described as so many cycles per unit of time.
Furthermore, the frequency is usually categorized in ranges. Helicopter vibration ranges are
low frequency, medium frequency, and high frequency.
Low frequency vibrations are those from 0 to 500 cycles per minute. Medium frequency
vibrations are those from 500 to 2000 cycles per minute. High frequency vibrations are those of
more than 2000 cycles per minute.
The severity of the vibration (displacement from position of rest) is the governing factor on
whether it is acceptable or not. This is known as the amplitude of the vibration. The amplitude of
the vibration is what does the damage.
All components have a fundamental or natural frequency to which they are susceptible if the
correct force is applied. The same units also are susceptible to whole number multiples of their
natural frequency. The natural frequency of the item is often referred to as the first harmonic.
The first harmonic or natural frequency of a particular component might be 256 cycles per
second, the second harmonic would be 2 times 256, or 512 Cps; the third harmonic is 3 times 256;
the fourth 4 times 256; and so on.

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7.7.1. Vibration Causes

Factors that affect and determine vibration characteristics and frequency of a dynamic
component are:
• Relationship of the components’ rotational speed and natural frequency.
• Rigidity of the component.
• Weight/mass of the component.
• Shape of the component.
• Rigidity of the component mounting (airframe structure).

30

20
AMPLITUDE (MILp

10
UNCOMFPRTABLE
VIBRATION LIMIT

THRESHOLD OF FEELING
0
200 400 600 800 1000
FREQUENCY − CYCLES/MIN

Figure 7−39. Figure 9−7. Amplitude of Vibration/Frequency Chart

The engineer avoids the critical natural frequency during design of dynamic components by
considering the above and other factors, and literally designs, for example, a drive shaft having
a natural frequency much below or above the expected operational RPM.
Knowing that the design has avoided the natural frequency, we must assume that when an
abnormal or excessive vibration develops, an abnormal condition has developed in one or more
components in the helicopter’s dynamic system. We must now determine the frequency (cpm) of
the abnormal vibration and compare it with the rotational speeds (RPM) of the dynamic system
components, as there is a direct relation between component RPM and vibration frequency.
Once we establish which dynamic component is causing the vibration, we can apply basic
troubleshooting, by checking for the following conditions:
• Component not properly lubricated
• Component not properly installed
• Component not properly adjusted

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• Component imbalance
• Component misalignment and/or excessive runout
• Rough or worn component bearing
• Component wear
7.7.2. Vibration Sources
Practically anything on the helicopter can vibrate, but dynamic components are the usual
sources of vibration. Low frequency, medium frequency, and high frequency vibrations are
possible.
• Low Frequency Vibrations
• • (0 to 500 cpm). The main rotor at 103 percent N2 has a rotational speed of
approximately 485 RPM, which places it in the low frequency range. The components
that also rotate at this speed are: the main gearbox output, rotor blades, and the main
rotor dampers.
• • The main rotor or its component members can produce a low frequency vertical
vibration or a low frequency lateral vibration. These vibrations are usually
transmitted to the pilot through the seat, the airframe, and sometimes as a feedback in
the controls. Common low frequency vibrations are one per revolution lateral and one
per revolution vertical beats. They are felt as a lateral shake or a vertical bounce. The
lateral shaking vibration is usually caused by: the dampers; main rotor blades out of
spanwise balance; a binding lead−lag hinge; or defective components in the rotor hub.
The vertical bouncing vibration is usually caused by: main rotor blades out of track, or
pitch control bearing worn or binding.
• Medium Frequency Vibration (500 To 2000 Cpm).
• • The main rotor can project a medium frequency vibration if it happens to be a two or
more per revolution beat. Medium frequency vibrations are felt as a definite but rapid
beat at the low end, or a buzz at the high end of the medium frequency range.
• High Frequency Vibrations (2000 cpm and above).
• • Most vibrations caused by the dynamic components of the Model 369D/E helicopter are
in the high frequency range. A high frequency vibration has no discernible beat. It may
be felt as a buzzing or tingling sensation in the feet. It will also make the instrument
markings appear fuzzy. The three general areas that can produce high frequency
vibrations are: the tail rotor, the engine, and the powertrain.
• Tail Rotor Vibrations.
• • The tail rotor rotates at approximately 2900 RPM at 103 percent N2. Vibrations
emanating from the tail rotor will be felt as a buzzing sensation in the feet when the feet
are touching the pedals. This can be caused by: tail rotor assembly out of balance,
excessive wear on the leading edge of the blades, or loose blade hardware.
• Engine Vibrations.
• • The output shaft N2 of the engine rotates at 6200 RPM at 103 percent. The N1 gas
producer turbine rotates at 51,120 RPM. The N2 power turbine rotates at 35,000 RPM.
Vibrations coming from the engine are generally felt in the airframe, but powertrain
vibrations are also transmitted to the airframe. One way to isolate engine vibrations is
to perform an autorotation. If the vibration ceases or diminishes during autorotation, it
is more than likely coming from the engine. The first place to check a suspected engine
high frequency vibration is the engine mounts. They can be either loose of bent, causing
main transmission drive shaft misalignment. The engine itself could have a damaged
turbine, compressor blades, or bearing.

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• Powertrain Vibrations.
• • The main transmission drive shaft rotates at 6200 RPM at 103 percent N2. It should be
checked for loose hardware, misalignment, excessive runout, improper shimming and
worn or rough overrunning clutch bearing.
• • The belt driven oil cooler blower operates at 12,400 RPM. This should be checked for
loose impeller, impeller rubbing on the scroll, loose impeller or scroll mounting,
impeller imbalance, and foreign object damage. The belt driven assembly should also
be checked for belt tension, alignment and condition, and condition of idler
pulley/bearing.
• • The main rotor transmission may also produce a high frequency vibration. The input
shaft or the tail rotor drive output shaft may have excessive runout, or the gear box may
have worn or rough bearing.
• • The tail rotor drive shaft rotates at approximately 2050 RPM at 103 percent N2. It will
cause high frequency vibrations if the drive shaft is out of dynamic balance. The
damper for the shaft may be malfunctioning or out of adjustment. The couplings for the
shaft may be loose.
7.7.3. Flight Control Vibrations
Flight control vibrations are felt by the pilot as oscillatory loads at the controls. Problems that
could possibly give an oscillatory load at the cyclic stick are: main rotor blades out of track,
main rotor dampers out of adjustment and/or out of phase, or control linkage either loose, worn,
or binding. Other possible causes are: not enough friction applied, a faulty cyclic friction device,
static mast attach points loose, or hub attachment loose.
A definite feedback will be felt in the cyclic stick in an aft direction when the cyclic one− way
lock becomes inoperative. If the one−way lock does not perform its function (possibly due to low
fluid or no fluid), the cyclic stick, when moved aft, will have a tendency to continue moving aft.
The collective system is sympathetic to induced vibrations. These need not necessarily come
from the main rotor; they can come from any vibrating component of the airframe and can also
be the harmonics of the base frequency. The best solution for this problem is application of a
moderate amount of collective friction.
Collective up or down loads are generally caused by: main rotor blade tabs improperly adjusted
for speed ranges, improper blade tracking, collective improperly rigged or collective friction too
low.
The collective bungee being improperly adjusted may create problems. If the spring tension is
adjusted too high, or applying too much force, the stick will have a tendency to be light when
raised over center and to be heavy when lowered below center. If the spring tension is too low, or
has not enough force, the collective stick will have a down load when raised over center and an
up load when lowered below center. The collective bungee also has an overcenter mechanism
that provides adjustment to balance out the strap packs. The adjustment, when set too high
over center, causes the collective stick to reach the overcenter position too early. If the
adjustment is set too low, the stick will reach the overcenter position too late.
Normal Vibrations. All helicopters have certain peculiar vibrations that are characteristic of
their design. These vibrations may occur during certain operational phases or may be present
at all times. These vibrations should be considered normal. We should be able to detect and
ascertain these normal vibrations so that time will not be spent trying to troubleshoot an
inherent vibration out of the aircraft.

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7.7.4. Troubleshooting Vibrations

The following information is presented as an aid in troubleshooting vibrations.
FREQUENCY RANGES
• Low frequency − 0 to 500 RPM
• • Main rotor system
• • Felt in seat, airframe, and sometimes as a control feedback (cyclic stick shake, etc.)
• • 2 per revolution or 3 per revolution vibrations: not often identified by the pilot; can be
measured by instruments
• Medium frequency
• • 500 to 2000 RPM
• • Felt as a shudder at the low end; as a buzz at the high end of RPM range
• • A 5 per revolution vibration is felt as a medium frequency, 1880 to 2000 RPM, caused by
rotor dampers or blade track, can be a 5 per revolution lateral or vertical vibration, and
can sometimes be caused by tail rotor vibration
• High frequency
• • More than 2000 RPM
• • Felt as a buzz, and visually makes instruments and edge lines fuzzy, with possible
numbing sensation on the body (can be tail rotor vibration)
• • Probable causes are: engines mounts, and sometimes tail rotor, if balance is marginal
NORMAL VIBRATIONS
• All rotating masses vibrate
• • Balance fineness and lack or smallness of external forces dictate amplitude
• • Proper balance, etc; limitations keep vibration levels to a point of preference,
imperceptible
• • In field cases, a maintenance test pilot may have to decide what is normal or what is
excessive
• Operation conditions that can induce vibration transients
• • Entering translational lift: medium frequency vibration
• • Coming to a hover: 5 per revolution medium frequency. Flying at high speeds 5 per
revolution normally comes in at more than 100 knots
• • Blade stall starts as a slight 5 per revolution shake
• • Operating with doors removed
• • Slight shake or ground rock on engagement: blades not equally spaced, possible
damper phasing
• • Beat frequency between output shaft and tail rotor: output shaft at 6200 RPM, tail
rotor at 3000+; heard more than felt; sounds like a steady hum.
ABNORMAL VIBRATIONS
Rotor system blades: low frequency. Common low frequency vibrations are 1:1, 2:1, vibration
beat with each revolution of the main rotor

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• Lateral 1 per revolution causes lateral motion in seat

• • Dampers setting and phase
• • Blades out of balance
• • Damaged strap pack
• • Binding in lead−lag hinge
• Vertical 1 per revolution causes bounce in seat
• • Blade track
• • Tabs improperly adjusted
• • Pitch control bearing worn and/or binding
Tail rotor vibration: medium to high frequency
• Medium to high frequency buzzing vibration felt in pedals and structure; vibration
noticeable from low RPM on up through operating (3020) RPM
• • Assembly out of balance
• • Tail rotor gearbox output shaft runout excessive
• • Stabilizer attach points loose
• • Excessive abrasion
• • Abrasion strip loose
• • Worn gearbox bearing
• • Boom attach points loose
• • Tail rotor assembly attach nut loose, allowing fork to shift on conical split ring
• • Tail rotor swashplate bearing worn (could show as a wobble of swashplate)
Engine vibration: high frequency
• Causes
• • Loose or defective engine mounts
• • Engine mounts bent, causing engine to main drive shaft misalignment
• • Worn or rough overrunning clutch bearing or low oil level
• • Bearing worn or failing internally
• • Damage to compressor turbine blades
• • Exhaust collectors hitting engine compartment doors
Powertrain vibrations: medium to high frequency
• Tail rotor drive shaft
• • Out of dynamic balance. Second harmonic gives 4 per revolution
• • Shaft damper out of adjustment
• • Couplings and attach hardware loose
• Main transmission drive shaft improperly installed

7−21
CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

• • Loose hardware
• • Misalignment
• • Improper shimming
• Oil cooler blower
• • Impeller not properly secured
• • Scroll and impeller rubbing
• • Impeller out of balance
• • Scroll mounting loose
• • Damaged or water trapped in blower scroll
• Belt drive: oil cooler blower impeller
• • Loose bolts on upper mounting bracket
• • Worn bearing in impeller
• • Loose mount bolts in impeller to bracket mount
• • Cracked or broken impeller scroll
• • Worn or damaged pulley (input)
• • Improper input pulley shimming (fan mounting assembly)
• • Damaged impeller (FOD) or water trapped through air inlets
• Main rotor gearbox: medium to high frequency
• • Input shaft has excessive runout
• • Tail rotor drive output shaft has excessive runout
• • Gearbox bearing worn
• • Gearbox attachment loose
Control forces and vibrations would be felt as a feedback type of vibration or
directional force
• Cyclic stick vibration
• • Blades out of track (most common)
• • Rotor dampers out of adjustment and/or phase, causing blades to go out of track
• • Control linkage either loose, worn, or binding
• • Residual friction lost
• • Mast attachment points loose
• • Hub attachment loose; check retention nut
• Cyclic stick forces
• • Unilock is inoperative. A gust force could then start cyclic AFT; this force will increase
as the AFT cyclic displacement increases. Orifice blocked, does not bleed, fluidlevel low
or empty.

7−22
 CSP−369FF MTM−1
Maintenance Training Manual
Rotor Track and Balance

• • Causes: Feedback of rotor system vibration (lateral movement)

• • Blade tab bend causing center of pressure shift
Collective forces and vibrations would be felt as a feedback type of vibration or
directional force.
• Very often the collective stick will pick up a harmonic vibration from the airframe that may
not be from the rotor system; more often it will be a high frequency type of vibration, 3000 to
6000 RPM.
• The collective and cyclic can pick up a medium high frequency vibration, such as 5 to 1
vertical vibration from the main rotor or a second harmonic from the tail rotor drive shaft,
which would be similar to main rotor vibration, but would be most noticed in the airframe
and seat structure.
• Collective up or down load
• • Collective overcenter bracket or bungee out of adjustment
• • Blade tabs adjusted for speed ranges
• • Blade track
• • Collective improperly rigged
• • Collective friction low or nil
• • Drag gimbal binding (Uniball)

7−23/(7−24 blank)
 CSP−369FF MTM−1

369FF Maintenance Training Course

SECTION EIGHT
Engine Lubrication and Fuel Systems
8−2
VENT
LINE

OIL TANK
OIL OIL
RETURN
TEMPERATURE GAUGE
CSP−369FF MTM−1

OIL TEMPERATURE
SENDER

SCAVENGE
OIL FILTER
OIL
BYPASS PRESSURE GAUGE
VALVE CHECK
VALVE
ENGINE−TO−COOLER PRESSURE
OIL OIL HOSE PUMP
COOLER
CHECK VALVE

TANK−TO−ENGINE SCREEN
Maintenance Training Manual

VENT HOSE PRESSURE REDUCER

OIL
NOZZLE OIL
SCREEN NOZZLE
Engine Lubricaiton and Fuel Systems

TANK−TO−ENGINE CHIP
OIL HOSE DETECTOR LIGHT

CHIPS

TO 28 V.D.C.
OIL NOZZLE SUPPLY

TORQUEMETER EXTERNAL SUMP

GAUGE
OVERBOARD THREE
AIR − OIL OIL BREATHER SCAVENGE
SEPARATOR PUMPS
GEAR MAGNETIC

Figure 8−1. Engine Lubrication System Schematic

MAGNETIC CHIP
CHIP DETECTOR
DETECTOR PLUG
PLUG

ACCESSORY
GEARBOX
HOUSING
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems
8.0 Egine Lubrication System
NOTE: Reference applicable data in CSP−HMI−2, Chapter 79−00−00.
The engine lubrication system is designed to furnish adequate lubrication, scavenging, and
cooling as needed for bearings, splines, and gears at all operational conditions of flight and atti-
tude (Ref. Figure 8−1). The system is a circulating dry−sump−type system.
The engine oil pressure system, driven by the gas producer gear train and located within the
accessory gearbox of the engine, consists of a pressure pump and the necessary passages to
transmit the pressure oil to engine components that require lubrication or that are utilized as a
hydraulic working force. Delivered pressure is a function of volume flow, restriction to flow, and
viscosity. Volume flow from the pressure pump element is in direct relation to gas producer rpm
and volume flow. Restriction to flow is determined by the size of lines, passages, and nozzles.
The restriction to flow method of lubrication is used in the 250 Series engine and is known as a
‘‘calibrated" system; each main bearing receives oil specifically controlled by a calibrated orifice
jet providing the proper oil flow at all engine operating speeds.
Viscosity, or fluid friction, is a function of oil temperature. Thus, if the oil temperature and re-
striction to flow remain constant, oil pressure will increase with increases in gas producer rpm,
until a regulated oil pressure is reached. Further increases in gas producer rpm do not result in
an increase in pressure beyond the maximum established regulator setting, because of the pres-
sure regulating valve bypassing all excessive oil pressure back to the inlet of the oil pressure
pump.
Oil under pressure is delivered to the engine main bearings and to a hydraulic piston type tor-
quemeter that utilizes pressure oil from the pressure lubrication system as a measure of the
axial load produced by the helical gears of the power turbine section while transmitting a driv-
ing torque to the engine output shaft. System oil pressure must always be greater than the re-
quired torquemeter oil pressure. Therefore, it is necessary to regulate the system pressure of
the 250 Series engine to a relatively high value of 115−130 psi.
8.0.1. Engine Oil Pump
A gear−type pressure pump is mounted within the accessory gearbox and receives its drive
from the gas producer gear train (Ref. Figure 8−2). Oil from the oil supply tank is delivered to
the oil inlet port on the gearbox, and then through an internal oil transfer tube to the inlet side
of the pressure pump. The pressure element delivers oil through an internal oil transfer tube to
a filter.

8−3
CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

BYPASS INDICATOR
PISTON
CAP

PRESSURE
REGULATING VALVE OIL FILTER

OIL FILTER
ASSEMBLY SUPPLY FROM TANK

PUMP PRESSURE OIL

FILTER OUTLET PRESSURE OIL

CHECK
VALVE
FILTER PRESSURE REGULATING VALVE
TO ACCESSORY
BYPASS BYPASS OIL
VALVE
GEARBOX HEADER
PASSAGE

ENGINE OIL PUMP AND FILTER

HEAD ASSY
SCREEN

PRESSURE OIL
PUMP BODY
OIL INLET

BOWL ASSY

FILTER ELEMENT

BYPASS
INDICATOR

SCAVENGE OIL FILTER (IF INSTALLED)

Figure 8−2. Engine Oil Pump and Filters

8−4
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems

• OIL FILTER − The oil filter assembly has three ports, or openings, which are (1) from the
oil pump, (2) to the accessory gearbox header passage, and (3) to the oil pump. Oil from the
pump is directed to the filter and to the filter bypass valve (Ref. Figure 8−2). Normally, all
the oil flows through the filter and to the oil pressure regulating valve and to the check
valve. The filter bypass valve is in parallel with the oil filter. As oil flows through the filter,
there will be a slight drop in pressure and as the filter picks up combination from the oil, the
pressure drop across the filter increases. In the event of abnormal filter contamination, the
filter bypass valve will open and oil bypasses the filter. To help determine oil filter contami-
nation, a visual indicator is located in the oil filter cap. This is a pressure differential pres-
sure indicator that with a 25 ± 15 percent PSID a red button extends 3/16". There is a ther-
mal lockout below 120 degrees F oil temperature. Filtered oil is delivered through the check
valve and into the accessory gearbox header passage which distributes the oil. The check
valve is not a physical part of the oil filter assembly. When an engine is not in operation, the
check valve is spring loaded closed to prevent the oil supply tank from draining into the en-
gine.
• PRESSURE REGULATOR VALVE − The oil pressure regulating valve is spring−loaded
closed, and it remains closed until system pressure increases to 115−130 psi. Whenever sys-
tem pressure increases beyond 115−130 psi, the oil pressure regulating valve opens to deliv-
er oil back in the inlet of the pressure element. If system pressure is not in specified limits,
the oil pressure regulating valve is adjustable.
• SCAVENGE OIL FILTER − The scavenge oil filter is installed in the return line between
the engine and oil cooler. The scavenge filter supplements the engine oil filter and provides
the capacity to keep the oil clean enough to operate 200 hours between changes. In addition,
oil system component inspection and cleaning frequency may be extended to 200 operating
hours as opposed to 100 hours.The 10 micron filter element keeps otherwise recirculated
microscopic carbon and metal particles from accumulating in the cooler, supply tank, en-
gine or on magnetic plugs.The filter body is equipped with a bypass valve and red impend-
ing bypass warning indicator that extends when differential pressure across the filter ele-
ment reaches 6 − 8psid. The indicator is inoperative until the oil temperature exceeds 85 −
115°F. The filter bypass valve opens at 9 − 11psid.

8−5
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

8.0.2. Engine Internal Distribution

Filtered pressure oil is delivered into the gearbox main pressure header passage. The header
passage delivers oil to the following:
• Pressure oil port on the right front side of the gearbox housing.
• Pressure oil port on the right rear side of the gearbox cover via an oil transfer tube within
the gearbox.
• Oil delivery tube within the gearbox and between the gearbox housing and cover.
• Pinion bearing oil nozzle via the oil delivery tube passage in the gearbox cover and a pas-
sage in the pinion bearing cage. The pinion bearing oil nozzle, attached to the pinion bear-
ing cage, is on the outside of the gearbox; however, when the exhaust collector support is
attached to the gearbox cover, the pinion bearing oil nozzle is within the exhaust collector
support and in front of the power turbine rotor number 5 bearing.
• Oil pressure tube within the gearbox and attached to the gearbox housing.
• Torquemeter assembly within the gearbox and between the gearbox housing and cover.
A pressure oil port on the right forward side of the gearbox housing delivers oil through a
tube to the compressor front support and the number 1 bearing. A pressure reducer is used
to control the volume and pressure of oil delivered to the bearing.
A pressure oil port on the right rear side of the gearbox cover delivers oil through tubes, a
one−way check valve, and a screen to the power turbine and gas producer turbine supports.
The power turbine support oil passage delivers oil to the number 6 and number 7 bearings.
The gas producer turbine support delivers oil to the number 8 bearing jet.
The oil delivery within the gearbox starts with four nozzles that direct oil to the number 2
bearing, first stage gear reduction, and number 3 bearing. Spur adapter gearshaft holes are
used to lubricate the splines of the turbine to compressor coupling. The number 3 pinion
bearing oil nozzle assembly also directs oil to the number 4 and number 5 bearings.
An oil pressure tube within the gearbox directs oil onto the gears of the second stage gear
reduction.
Oil delivered to the engine torquemeter enters a cavity formed by the torquemeter support
shaft and shaft support. Oil from this cavity is delivered to three small ports that supply oil
to the torquemeter bearing, torquemeter rear roller bearing, and torquemeter piston. The
torquemeter piston delivers oil into the torquemeter oil chamber formed by the piston and
the support shaft.
Oil delivered to the number 1 bearing drains into the compressor front support sump num-
ber 6 and number 7 bearings, and the turbine−to−compressor coupling spline oil drains into
the power turbine support external sump. Number 8 bearing oil drains into the gas produc-
er turbine support sump and to a scavenge oil outlet fitting on the bottom strut of the gas
producer turbine support. Oil delivered to the number 2 bearing, number 5 bearing, and all
components within the gearbox drains into the accessory gearbox sump.
The scavenge pump arrangement (Figure 10−3) is part of a pump element assembly that
includes the pressure pump. This pump assembly has two levels of scavenge gears. The first
level has four gears that are housed in the scavenge pump body and covered by a cover. The
second level has two gears that are housed in the pump body and covered by a separator.
The scavenge element second level scavenges oil from the accessory gearbox sump. This
scavenge element has two ports that are from the accessory gearbox sump to the scavenge
return cavity. This element pumps oil from the gearbox sump through a gearbox internal
scavenge oil pickup tube.

8−6
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems
The first level element gears provide three scavenge pumping elements. One element scav-
enges oil from the compressor front support; another element scavenges oil from the power
turbine support external sump; and the remaining element scavenges oil from the gas pro-
ducer turbine support.
The output oil flow of the scavenge pumping elements is directed to a common cavity be-
tween the inside of the gearbox housing and the pump assemblies. This cavity delivers the
scavenge oil through a passage in the gearbox housing across a magnetic chip detector plug
to an outlet boss port.
The capacity of the scavenge elements far exceeds the amount of oil to be scavenged, and
there will be some air trapped in the oil returned to the tank. Thus, it is necessary to vent
the tank to prevent tank pressurization. The oil tank is vented to the gearbox, and to the gas
producer train idler gearshaft, which functions as an air/oil separator. Oil vapors vented to
the gearbox must flow radially toward the center of the gearshaft. Since oil vapor weighs
more than air, air and oil vapor is centrifugally separated, and the oil is retained within the
gearbox while air is vented overboard.

Figure 8−3. Oil Scavenge Pump Arrangement

8−7
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

8.1 Airframe Oil System

The turbine engine is a precision machine manufactured to close tolerances. Its rotating compo-
nents are highly loaded and operate at exceptionally high speeds in an extremely high tempera-
ture environment. The engine components must be capable of transmitting high torque and
must withstand extremely high axial and radial loads.
These requirements impose demands for a lubricant with a high degree of stress capability as
well as the ability to conduct radiated and friction−generated heat away from the lubricated
components. The typical turbine engine lubrication system includes a main reservoir tank, a
pressure and scavenge oil pump, check valves, oil filter, bypass valve, relief valve, oil nozzles
and jets, and heat exchanger or oil cooler. These components are then interconnected to form a
closed−loop system.
The engine lubrication system utilizes a dry sump, which means that the oil for the system is
stored in a separate tank away from the engine. The system is pressurized by an engine oil
pump, and oil is collected and returned from the engine by scavenge pumps integral to the engi-
ne. The return oil is cooled by an oil cooling radiator mounted in the airframe.
• HEAT REJECTION SYSTEM − The Model 369FF engine lubricant heat rejection system
consists of an air inlet screen, located within the airframe air inlet fairing, an oil cooler
blower (impeller and scroll), belt−driven from the main transmission input gearshaft, and
interconnecting ducting (Ref. Figure 8−4).
Ambient air enters the air inlet screen and flows into the oil cooler blower. The airflow is
increased in velocity and pressure by the impeller, and is ducted to and through the center
cooling core fins of an airframe mounted engine oil cooler. The exiting airflow from the cool-
ing fins vents rearward into the engine compartment.
The oil cooler blower also provides a duct distributed constant airstream to the transmis-
sion oil cooler, engine accessory gearbox housing, and the compressor section. The com-
bined engine cooling airflow and oil cooler airflow exits from the engine compartment
through gaps provided around and between the engine exhaust pipes and the engine access
doors.
• OIL TANK − The engine oil tank consists of a two piece welded aluminum sphere. The total
capacity of the sphere is approximately 6 U.S. quarts, however, to provide a space for lubri-
cant foaming and thermal expansion, the operational quantity level is established at 2.8
U.S. quarts (Ref. Figure 8−5).
NOTE: 3 quarts marked at the filler cap.
The sphere incorporates an integral aluminum mounting bracket, welded to the spherical
tank contour, that attaches the oil tank to the right hand, inboard, forward firewall. Four
bolts pass through the firewall from the engine compartment and are retained by anchor
nuts secured to the tank mounting bracket.

8−8
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems

OIL COOLER
INLET SCREEN

ENGINE OIL
COOLER DUCT

BLOWER

TRANSMISSION
OIL COOLING DUCT ENGINE OIL
COOLER

ENGINE TOP MOUNT

COOLING DUCT

TRANSMISSION
OIL COOLER

ENGINE GEARBOX
COOLING DUCT

POWERTURBINE
COOLING DUCT

HOIST−EYE
FITTING

BRACKET

CLAMP

Figure 8−4. Engine Cooling and Lubricant Heat Rejection System

8−9
CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

OIL TANK OUTLET

FITTING
OIL TANK
UNION

FILLER
STA. 124.00
FIREWALL
TANK VENT HOSE

OIL TANK SUPPORT

OIL TANK
RETURN HOSE BUSHING
O−RING OIL TEMPERATURE
SENSOR
ENGINE OIL
COOLER DUCT
WASHER

OIL TANK
TANK DRAIN TUBE INLET PORT

O−RING
UNION
UNION

TANK−TO−ENGINE
TANK−TO−ENGINE OIL HOSE
VENT HOSE

CAP RETAINING PLATE

CLAMP

FILLER SEAL

OIL TANK FILLER SEAL INSTALLATION

TG79−0003−2

Figure 8−5. Engine Oil Tank

8−10
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems

OIL COOLER
BLOWER

SIGHT PLUG

OIL TANK

TANK−TO−ENGINE O−RING
VENT HOSE
OIL TANK OIL COOLER
DRAIN DRAIN

TANK−TO−ENGINE CURRENT CONFIGURATION

OIL HOSE

TO ENGINE
CHECK VALVE
DRAIN TUBE

ENGINE−TO−FILTER
ENGINE−TO−COOLER HOSE
HOSE FILTER−TO−COOLER
OIL HOSE
OVERBOARD
DRAIN TUBE SCAVENGE OIL FILTER INSTALLATION
(NOTE 1)
EARLY CONFIGURATION
SIGHT PLUG

UPPER MOUNT DECAL

NUTPLATE
WL 48.63
(NOTE 1)

PROJECTED LINE
WL LOCATOR
MARKS
NOTES:
1. WL − WATERLINE. SIGHT PLUG ALIGNMENT
2. APPLICABLE TO ALL (LOOKING INBOARD)
ALLISON 250−C20R/2 ENGINES.
OPTIONAL EQUIPMENT FOR ALLISON
250−C20B AND 250−C30 ENGINES. TG79−0003−1

Figure 8−6. Engine Oil Cooler

8−11
CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

A welded boss attached to the right hand spherical tank contour is utilized for attachment
of a lubricant level sight gage. The gage is marked FULL (2.8 U.S. quarts) and ADD PINT
(2.3 U.S. quarts remaining). An aluminum tube is welded just adjacent to the sight gage for
tank replenishment purposes. The tank−mounted tube interconnects to the oil filler well
and cap assembly by means of a contoured seal and clamp. The filler well of the cap assem-
bly is mounted flush to the right hand external aircraft skin and incorporates a latch type
locking cap and safety chain.
A vent tube is welded to the top contour of the spherical tank and extends downward to a
tank mount bracket welded fitting. The fitting provides an adapter for engine−to−tank
venting by way of a flexible hose interconnection.
An aluminum elbow welded to the spherical tank contour in the immediate area of the vent
tube provides an interconnect by way of a flexible oil return line from the oil cooler housing
to the tank.
A cast aluminum fitting is welded to the bottom of the tank contour to provide three ports.
The largest, a rearward facing port, provides attachment for the main oil supply line to the
engine. The left hand port provides attachment for an oil tank drain tube. The third, and
right hand port, is threaded for attachment of an oil temperature sender.
• ENGINE OIL COOLER − The engine oil cooler is a ribbon cellular type cooler consisting of
an assembly incorporating a temperature regulating valve and bypass valve (Ref.
Figure 8−6). The assembly is flange−mounted to the forward firewall directly below the oil
tank.
The oil cooler is an airstream radiator that cools the oil returning to the tank from the engi-
ne. The cooler construction consists of a shell, outer cold flow bypass tube, a sectional center
core, and a housing for control valve attachment. The center core has the appearance of a
screen, and is divided and sealed into compartments to provide a leak proof container with a
large contact area. The oil passing through the cooler transfers lubricant heat to the ribbon
cooling fins, which in turn transfers the heat to the airstream.
A series of narrow passages, formed by pairs of thin metal ribbons, divide the ribbon cooling
fins into oil flow passages with manifold openings at alternate ends. Internal flow chamber
passage baffles prevent oil channeling, which would result in inadequate heat transfer. The
baffles also provide additional resistance to thermal stresses and hydraulic action, forcing
the lubricant to flow the width and length of the flow chamber passages in a maze pattern.
A free flow internal warming feature of the cooler speeds the warm-up of oil thickened in the
cooler during cold weather operations, and allows low pressure flow paths to be set up in the
flow chambers, preventing cooler rupture.
Six elongated mounting holes in two cooler mounting flanges enable vertical cooler align-
ment with the forward firewall and the interconnecting ducting. A soft rubber gasket, at-
tached to each side of the mounting flanges, acts as a chafe strip and vibration absorber.
The oil cooler, located in series with the oil return path to the tank, offers two routes for the
engine oil to follow. When cooling is not required, as is the case when the engine has just
been started, the oil flows through a bypass tube and out of the cooler without flowing
through the oil flow chamber passages of the cooler.
When the oil is at operating temperature, it is routed through the flow chamber passages.
The path the oil takes, through or around the flow chamber passages, is determined by a
temperature sensing valve that is mounted within the housing of the oil cooler assembly.
The valve is referred to as a thermostatic bypass valve.
During an initial start, or whenever the oil is cool, the thermostatic bypass valve is open and
permits oil to flow through the bypass tube directly to the oil tank. When the thermostatic

8−12
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems
bypass valve senses oil temperatures of 140°F or more, it modulates toward closed, and
reaches a full closed position at 180°F.
At this time, oil flow through the bypass tube is shut off, forcing the oil to flow through the
cooler flow chamber passages. If the oil flow chamber passages become clogged, the bypass
portion of the thermostatic bypass valve senses a differential in pressure between the oil in
the cold flow bypass tube and the heat−rejected oil returning to the engine. The valve will
modulate to open the cold flow bypass tube when a differential in pressure of 25 psid occurs,
permitting maximum flow of oil through the bypass valve and parallel to the flow chamber
passages.
To prevent oil within the engine oil cooler from draining back into and through the engine
scavenge pump elements during nonoperational engine periods, an in−line one−way check
valve is installed in the oil cooler inlet boss. The check valve opens at 1.0 psid, allowing un-
restricted one−way flow into the engine oil cooler.
• ENGINE OIL SYSTEM DRAIN − A readily accessible oil drain installation is installed to
facilitate draining and maintaining the engine oil system (Ref. Figure 8−7). The installa-
tion consists primarily of drain tubes with end caps located on the aft side of the ring struc-
ture (station 137.50) in the engine compartment.
• INTERCONNECTING HOSE ASSEMBLIES − The hose assemblies are of the low pres-
sure type with aluminum alloy end fitting. Stainless steel wire is braided over the outside
diameter of the hose extrusion to provide strength and protection.
The engine oil inlet, vent, and engine oil return line all incorporate an externally clamped
fireproof sleeve covering. The sleeving is fabricated of knitted asbestos and impregnated
with a flame−retarding adhesive coating to establish conformance to high temperature
FAA hose certification.

TANK ASEMBLY

TUBE ASSEMBLY

OIL COOLER
FIREWALL

RING ASSEMBLY

STA. 137.50
6.06
WL 32.00

HOSE ASSEMBLY

VIEW LOOKING AFT, R.H. SIDE

0.90

Figure 8−7. Engine Oil Drain Line Routing

8−13
 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

8.1.1. Lubricant Type−specification Data

Synthetic oil, derived for the most part from natural animal fats and oil, is used in turbine engi-
nes. Type 1 and Type 2 are commercial designations for grades of synthetic lubricants known to
military users as MIL−L−7808 and MIL−L−23699 grades, respectively. These type designa-
tions are also referred to as first and second generation synthetic oils, with Type 2 being im-
proved to provide higher temperature capability and better load carrying abilities, as well as
generally better anticoking characteristics.
The type selected for use in a particular engine depends entirely upon the application. Type 1 is
a better oil for low temperature starting, but Type 2 oils appear to be superior for more overall
engine requirements. The Type 2 oils are recommended in the engine mainly because of their
ability to withstand higher loads and for their superior anticoking qualities. The carbon−seal
leakage problems that were experienced when Type 1 oil was used have been eliminated by the
use of Type 2 oil.
There is a large range of differences between oils with each type group. Oils of different brands
within a type group also vary considerably.
Table 10−1. Lubricant Type Comparison
ASTM TEST TYPE 1 TYPE 2
Designation MIL−L−7808 MIL−L−23699

Viscosity at 100°F 11 cs min 27 cs min

Viscosity at 210°F 3 cs min 27 cs min
Viscosity at −40°F less than 13,000 cs 13,000 cs

Pour Point −75°F −65°F

Flash Point 400°F 475°F

Neut No. 0.3 max 0.5 max

Ryder−Gear Test Rating lb/in 1900 2600 min

Rubber swell percent 12 to 35 15 to 35 max

(168 hours at 158°F)

Mixing of oils not in the same group is permitted only in an emergency. Use
CAUTION of mixed oils (oils not in the same group) in an engine is limited to 5 hours
total running time. Adequate maintenance records must be maintained to ensure
that the 5−hour limit is not exceeded. Although either Type 1 or Type 2 oil is
acceptable, they must not be mixed. Failure to comply with oil mixing restrictions
can result in engine failure.

• MIXING OF OILS − Type 1 and Type 2 oils must not be mixed. Further, oil of different
brands that are not of the same type should not be mixed, because of the different additives
in each oil. These synthetic oils contain no petroleum products. Any mixing of petroleum
with synthetic oils can result in the immediate formation of sludge, because of the lower
thermal stability of petroleum oils.

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 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems
Mixing of oils not in the same group is permitted only in an emergency. Use of mixed oils
(oils not in the same group) in an engine is limited to 5 hours total running time. Adequate
maintenance records must be maintained to ensure that the 5−hour limit is not exceeded.
The oil must then be drained and the system flushed by refilling with new oil, the engine
operated at ground−idle for approximately 2 minutes, then the system drained and filled
again with new oil. Refer to the Allison Owners and Operators Manual for approved blend
interchangeability, complete flushing procedures, and operational time limitations.
8.1.2. Oil Foaming And Oil Pressure Fluctuations
Nearly all present day lubricants for internal combustion engines, both turbine and piston,
contain an additive to suppress foaming. High viscosity, high molecular weight compounds are
widely used for this anti−foaming function, and only a very minute amount of properly dis-
persed additive is necessary. In fact, a quart of oil contains roughly 0.01 cc of anti−foam additive
which would be about 1/10 the size of a drop of water.
Two physical properties of these additives, solubility and density, prevent their remaining in a
uniform and finely dispersed state over long periods of time. These additives are also slightly
heavier than most oils. At the time of manufacture of the oil, the additives are not dissolved but
only very finely dispersed. Consequently, after standing for a period of time, these additive par-
ticles will have a tendency to collect at the bottom of the container.
Because of this inability to retain the anti−foam additive in suspension, it is recommended that
any time the system is serviced, either for an oil change or routine quality servicing, the oil con-
tainer be agitated. If oil pressure fluctuation accompanied by foaming is experienced, the sys-
tem should be drained and reserviced with ‘‘agitated" oil as an initial approach to correct the
problem.
8.1.3. Lubrication System Servicing
The engine oil filler cap is located on the right side of the aircraft. A marked liquid quantity gage
is positioned just adjacent to the filler cap and is visible through an in−line transparent window
attached to the aircraft external skin.
• GENERAL SERVICING − The oil filler cap well should be kept clean at all times to avoid
the risk of foreign matter entering the tank during lubricant servicing.
Before replenishment of the aircraft engine lubricant system, the type and brand of lubri-
cant utilized must be confirmed to prevent inadvertent intermixing. To ensure that filling
conditions are approximately the same on all occasions, any replenishment should be car-
ried out between 10 and 20 minutes after engine shutdown. This procedure will avoid over
or under filling and will facilitate accurate recording of oil consumption.

Dirt or sheared particles from opening the lubricant container can cause severe
CAUTION engine damage if allowed to enter the engine oil system.Cleanliness of new
lubricant and its container cannot be overstressed. Any foreign matter must
not be allowed to enter the engine oil system. The lubricant container must be
wiped clean prior to opening. If in doubt of contaminants entering the lubricant
during opening of the container, the lubricant should be filtered or discarded.

• ENGINE PREOILING −Filling the engine oil passages with oil under pressure is called
preoiling. This procedure ensures satisfactory lubrication during initial engine start.
Although the Allison 250 lubrication system pressure pump is operationally self priming, it
is some distance from the oil tank to the engine and the engine bearings can be damaged
with insufficient or no oil pump prime.

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 CSP−369FF MTM−1
Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

An oil change or any other operation such as removal of the engine oil filter, will expose a
potential air entrapment point and it will be necessary to evacuate the air from the system.
Failure to bleed this air can result in an airlock, with a resultant lack of oil flow necessary
for bearing lubrication.
• OIL SYSTEM PRIMING − Whenever the engine oil filter is removed, no matter what the
reason, fill the oil filter bowl with clean oil upon filter reinsertion. After securing the filter
cap or after operations that expose the engine oil pressure system to air, motor the engine
with the starter until an indication of oil pressure is obtained.

8.2 Fuel Supply System

NOTE: Reference applicable data in CSP−HMI−2, Chapter 28−00−00.
The Model 369FF helicopter fuel supply system is a suction type (nongravity feed) system that
consists of two interconnected main fuel cells, located in separate compartments beneath the
cargo/passenger floor. Total fuel capacity of the two fuel cells is 64 U.S. gallons, 416.0 pounds;
usable fuel, 62 U.S. gallons, 408.0 pounds.
Additional components of the fuel system include forward and aft vents, two drain valves, fuel
shutoff control and valve, engine−driven fuel pump, fuel quantity indicating system, filler neck
with an extended range cell fuel line connection, and various interconnecting lines and asso-
ciated electrical wiring (Ref. Figure 8−8)
Both fuel cells are vented to atmosphere through a manifolded vent system, to the underside of
the aircraft structure and are serviced through a common filler neck on the right hand side of the
fuselage.
The cells are seated on a single−ply fiberglass liner that is rivet−attached to the fuselage lower
section ribs (Ref. Figure 8−9). The liner provides a load distribution surface across the rib struc-
ture. In addition to providing load distribution, each cell is afforded overhead lacing support to
prevent movement or collapsing. Approximately 15 feet of 3/16 inch nylon cord is routed
through eye loops on the cells top surfaces to the mating fuselage eye receptacles, to support and
retain the cells (Ref. Figure 8−11).
The two fuel cells are of the conventional synthetic rubber type. Each cell is constructed on a
building fixture and consists of a nylon fabric retainer impregnated with synthetic rubber, a
barrier of nylon film, a liner of synthetic rubber, and a finish of synthetic rubber vinylite coating.
Both fuel cells incorporate an intercell nylon baffle curtain laterally spanning the interior of
each cell, providing a surge barrier. The baffles are flange−molded to the bottom and inward side
walls of the cells. The right hand cell incorporates one U−shaped cutout at the inward lower
molding flange, to prevent fuel trapping. The left hand cell incorporates two similar inverted
U−shape cutouts; one inward cutout on the lower baffle curtain molding flange toward the air-
craft centerbeam, and one cutout 5 inches outward. The second U−shaped cutout in the left cell
baffle is to prevent fuel trapping while the helicopter is hovering. Each cell baffle curtain is sup-
ported by a nylon rod at the top of each baffle and is retained by three tabs integral with the
curtain. Individual tab−to−rod retention is provided by snap fasteners.
Each cell rod is retained to the cell structure by two combination nipple−doubler rings that are
vulcanizers to the cell sidewalls (Ref. Figure 8−10). The nipples face inward to receive the rod,
thus bracing the cell and retaining the curtain in an upright position. The rings also incorporate
a metal clip that is rivet−secured to an integral plate molded into the doubler. The clips are lo-
cated on the outward cell walls and align with airframe structural retention holes. Midcell, lon-
gitudinal, and lateral cell support is achieved through the combination of rod and cell clips.

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Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems
0.005 IN. (0.127 MM) MAXIMUM GAP

ÏÏ
BETWEEN NUT AND FITTING

ÏÏ
ÎÎÎÎ
CELL INTERCONNECT NUT
FITTING

ÎÎÎÎ GASKET HELICOPTER

CL

ÎÎÎÎ
ÏÏ Ï Ï
ÎÎÎÎ
ÏÏ Ï Ï
Ï Ï
Ï Ï
BAFFLE NIPPLE
SUPPORT ROD

FUEL CELL INTERCONNECT

BOLT, TORQUE;
70−90 IN. LB
(7.91−10.17 NM)
GROMMET

Ï Ï
FILLER

Ï Ï
FUEL FILLER CAP BAFFLE SUPPORT HOOK

RIGHT FUEL CELL

ACCESS COVER FUEL FILLER SHIELD
Ï
Ï FUEL
CELL
Ï
Ï
BAFFLE SUPPORT ROD FUEL TANK FILLER NECK
(2) (TYP)
AFT VENT CELL BAFFLE SUPPORT
INTERCONNECT (CROSS SECTION VIEW)
CLAMP

NYLON CELL TANK BAFFLE

SUPPORT LACING (TYP)
(TYP)

STA. 124.00
NUT BULKHEAD
CLAMP
(TYP)

VENT TUBE CELL INTERCONNECT LEFT FUEL CELL

EMERGENCY FITTING ACCESS COVER
VALVE ASSY
FUEL INLET HOSE

RIGHT CELL TUBE

UNION
FWD VENT CELL
INTERCONNECT POWER PLANT
SUPPLY TUBE
LEFT CELL

GASKET TANK SUMP PLATE

NUT
TFG28−0005

Figure 8−8. Fuel Supply System

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

FUEL CELL ACCESS

DOOR, R.H.

FUEL CELL ACCESS

DOOR, L.H.

CENTER BEAM

SUPPORT RIVET (TYPICAL)

FUEL CELL
INTERCONNECT
OPENING

FIBERGLASS
REINFORCING
CLOTH FIBERGLASS LINER

ALUMINUM DISCS (TYPICAL)

FIBERGLASS
LINER

TR53−2001

Figure 8−9. Fuel Cell Support Liner Installation

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Engine Lubricaiton and Fuel
Systems
FORWARD VENTS

HANGER TAB

PUMP INTERCONNECT
AND DRAIN FITTING
FITTINGS

ACCESS
COVER

ACCESS BAFFLE BAFFLE

COVER POSITION POSITION

AFT VENTS
SUMP AREA
FILLER
NECK

FWD

NIPPLE HANGER TABS HANGER

HANGER TABS
TABS
NYLON
ROD
NIPPLE

CLIP

CLIP FUEL TRANSFER

PASSAGES

103−020−3
TIE WITH SNAP LOOKING FWD
Figure 8−10. Fuel Cell Details

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

CELL TOP ATTACHMENT

(TYP)

CELL SIDE ATTACHMENT

(TYP)

BOWLINE KNOT
START LACING WITH
BOWLINE KNOT
(FOLLOW ARROWS) TOP OF CELL

END LACING WITH NYLON LACING

BOWLINE KNOT
NYLON LACING

LOOP

START LACING WITH

BOWLINE KNOT
(FOLLOW ARROWS)

END LACING WITH

BOWLINE KNOT TG28−0006

Figure 8−11. Fuel Cell Support Lacing

The right fuel cell incorporates a hose projection, with a 3 inch inside diameter, which is referred
to as the filler neck. The filler neck provides for servicing of both fuel cells and is constructed to
telescope over a fuel filler, well, and cap assembly that is attached to the right hand aircraft ex-
ternal skin. The cell filler neck is secured with a band clamp. The junction is made within the
passenger/cargo compartment and is protected by a polycarbonate shield.
The left fuel cell incorporates a cast aluminum fitting which is joined to the lower surface and
forms an integral component. The fitting is located to align with five holes in the lower fuselage
section external skin. The upper surface of the fitting, the ‘‘wet surface", incorporates three
raised threaded bosses for installation of an engine start pump. A drain valve threads into a
center threaded boss of the cast fitting from the bottom surface and protrudes downward, pass-
ing through the lower fuselage skin. The drain valve consists of a spring−loaded plunger that is
depressed to open and released to close.
Alignment and retention of the aluminum fitting to the aircraft skin is provided by four
threaded bosses located on the bottom surface of the fitting. The four bosses align and are se-
cured to the aircraft external skin by four bolts, threaded into the fitting boss receptacles.
After the cells are installed in the airframe, they are joined by means of an interconnect fitting
which allows unrestricted flow of fuel from one cell to the other. The right cell interconnect fit-
ting is installed through a cutout in the center beam and inserted into the joining ring of the left
cell. An O−ring, and Nylock nut are used to seal the junction of the two cells. While holding the
right hand cell interconnect flange with a spanner wrench, the Nylock nut in the left hand cell is
tightened, compressing the O−ring, until there is not more than a 0.005 inch gap between the
nut and the joining ring of the left hand cell.

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Engine Lubricaiton and Fuel
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Access to the fuel cell is gained by removing two sections of the cargo floor. The correct nomencla-
ture for these sections is ‘‘door assembly, fuel cell access." There is also an access cover on the top
surface of each fuel cell. To gain access to the fuel cell area, the floor covering and the fuel access
door assembly must be removed.

The fuel cell access door assembly is a stressed panel and must be properly
CAUTION installed before flight and before jacking aircraft.

Access into the cell interior is provided by a bond−attached dome nut ring that is secured to the
cell top surface. The access cutout is closed with an oval shaped dish cover. The cover includes an
integral seal molded to the cell dome nut ring mating surface and is secured into the cell dome
nut ring receptacles.
8.2.1. Fuel Cell Vent System
Fuel cell vents are located at the forward and aft ends of each fuel cell (Ref. Figure 8−12). A
vapor riser tube with an emergency shutoff valve interconnects the forward and aft vent lines.
The design of the vent system provides for the following.
• Elimination of vapor fume hazard.
• Equalization of cell pressure
• Prevention of fore and aft cell pressurizing during helicopter operation.
• A rapid servicing rate without fuel blowback.
• Prevention of fuel spillage.
• AFT VENT − The aft vent tube is a U−shaped steel tube with two weld−attached flanges
and threaded ends. The U interconnects the two cells at the aft end and straddles the air-
frame centerbeam. A seal washer is used between the fuel cell and U vent tube flange for
junction sealing. A locknut threads into and secures the intercell U−tube at the cell end pro-
trusion, thus securing the installation.
The construction of the U vent tube provides for a forward extended tube positioned 1/2 inch
above the right hand cell top surface. A short section of hose is clamp−secured to a beaded
flange on the tube and joins to an aluminum vent transfer tube that extends along the top
surface of the right hand cell to join the forward vent.
Attachment of the aluminum transfer tube to the forward vent riser tube is almost the same
as the aft U−tube junction, in that a short hose is used at the attachment. However, safety
wire is used instead of clamps for security.
• FORWARD VENT − The forward vent is a welded aluminum N−shaped interconnection
that connects into the two cells at the top forward surface and straddles the airframe cen-
terbeam. Two tubes extend downward into the fuel cell and incorporate a flange that limits
the intercell protrusion and serves as a mounting base. A seal washer is utilized under each
flange and both flanges are secured with bolts.
The cell protrusion of the forward vent tubes establishes an approximate two percent ex-
pansion space across the top fuel surface. During servicing, the fuel level may reach the bot-
tom of each tube, therefore establishing a maximum limit of fuel capacity. The continuation
of cell servicing will cause excess fuel to be displaced through the vent system and over-
board. In the event that the fuel level reaches the forward vent tubes, a hole is incorporated
in each tube to provide for secondary antisyphon ventilation under FULL cell conditions.

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

EMERGENCY
SHUTOFF VALVE
(CROSS SECTION)
OVERBOARD
VALVE CLOSED
WHEN TILT EXCEEDS
30 5FROM VERTICAL

FUEL VENT OUT

VAPOR RISER
TUBE

FUEL VENT
IN

AFT VENT TUBE

UPPER VENT TUBE

CLAMP

VENT TRANSFER
TUBE
HOSE

FUEL VENT
COVER
SEAL

LOWER
SIDE VENT VENT TUBE
FAIRING CROSSOVER FITTING

ANTI−SYPHON
VENT HOLES

TUBE

LOWER VENT SEAL

FAIRING

Figure 8−12. Fuel Cell Vent System

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Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems

• VAPOR RISER TUBE − The forward and aft vent system interconnection tubes are both
coupled to a vapor riser tube by hose and safety wire security. The vapor riser tube is at-
tached to the station 78.50 right hand mast support structure and resembles a U tubular
shape. Lighter cell fuel vapor fumes rise and pass downward through the riser tube to the
fuel cell vent fairings attached to the fuselage lower section external skin.
The fuel cell vent fairings are thermoplastic molded components of convergent duct design.
The design provides vapor dissipation while the helicopter is static and also provides for
slight ram pressure across the fuel surface while the helicopter is in forward flight.
The vapor riser tube incorporates an emergency shutoff vent valve. The operation of the
valve is an automatic function and the valve will remain open as long as the helicopter is
within 30 degrees of normal attitude in any direction.
The valve weight resembles a pendulum and normally places the valve in the open position.
As a 30 degree attitude of the helicopter is exceeded, the weight swings and seats the valve
on the housing seat, sealing the vent passage and fuel that would flow through the vapor
riser. A helicopter attitude of 30 degrees or less, and in coordinated attitudes, will return or
position the valve to the normal open position.
8.2.2. Fuel Shutoff Control and Valve
The fuel shutoff valve is mounted on the left fuel cell access cover and provides a means of man-
ually cutting off the flow of fuel from the cell to the engine compartment in the event of an emer-
gency or for maintenance (Ref. Figure 8−13).
The fuel valve control knob is anodized red in color and marked PULL TO CLOSE. The control
knob is a friction lock, push−pull type knob, located on the instrument panel. Compressing the
knob halves releases the friction lock to allow mechanical actuation of the fuel shutoff valve.
A control cable extends from the knob, through the pilot’s compartment floor, to the left fuel cell
cover, where the control wire is connected to a fuel shutoff valve lever. A control bracket pro-
vides support for the control cable at the shutoff valve.
The lever of the shutoff valve moves in a 90 degree arc, from a detented OFF position to a det-
ented ON position. The valve is a single port, rotary spool type valve. OFF to ON lever move-
ment positions the port to cut off fuel flow and positions the rotary port to align with the inlet
and outlet port, respectively.
With the control assembly wire attached, and without exceeding the minimum bend radius in
installation, the control operates within the 5 pound range. The valve is rigged to put it in the
fuel ON position by the control button, which must be depressed and pushed in. To place in the
fuel OFF position, the button must be depressed and pulled out. The control works in a 1.88
inch linear range, and is capable of locking at any point in its travel if the lock is released. Care
must be exercised to ensure that full travel ON is attained prior to releasing the pressure on the
knob. If not, it is possible that the fuel flow may be restricted. A stainless steel wire passes
through the eye or a swivel that has been placed through the fuel shutoff valve lever. The wire is
retained by tightening a castellated nut against a special washer having a cup depression, and
installing a cotter pin.

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

DETENT RELEASE
DETENT RELEASE
CABLE PLUNGER

PLUNGER HOUSING DETENT BALL

0.090−0.150 INCH PLUNGER HOUSING SPRING

(2.286−3.810 MM)
INSTRUMENT PANEL

CABLE PLUNGER
INSTRUMENT PANEL
NUT
CABLE RIGGING
HOLE

OPEN LOCKWASHER
LEVER

CL VALVE CABLE HOUSING

CONTROL KNOB ASSEMBLY

CLOSED
FUEL SHUTOFF VALVE ORIENTATION
AND LEVER POSITIONS
(LOOKING DOWN)

CABLE WIRE
CONSOLE−MOUNTED
CONTROL END CLAMP
INSTRUMENT
PANEL

GROMMET
FUEL SHUTOFF
CABLE
CLAMP
STRAP STA. 78.50

NYLON GROMMET

STA. 64.36

STRAP
BRACKET
CREW COMPARTMENT
FLOOR

FUEL SHUTOFF STRAP

CABLE STA. 50.50

TG28−0001

Figure 8−13. Fuel Shutoff Control and Valve

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Engine Lubricaiton and Fuel
Systems
8.2.3. Fuel Supply Lines
A stainless steel braided flex hose extends from the outlet of the fuel shutoff valve to a firewall
fitting at the station 124.00 bulkhead (Ref. Figure 8−14). The power plant supply hose is
clamp−secured below the passenger/cargo compartment floor.
A stainless steel braided flex hose with fire sleeve is installed at the top leg of the firewall fitting
and attaches to the engine−driven fuel pump inlet.
LEFT FUEL CELL COVER

POWER PLANT
SUPPLY TUBE

FUEL CELL
(TOP)

FUEL INLET
HOSE
TO ENGINE DRIVEN
FUEL PUMP

MOUNTING PAD

FUEL CELL
(BOTTOM)

ENGINE FUEL HOSE

WITH FIRE SLEEVE

FUEL CELL
DRAIN VALVE FIREWALL
FITTING

FUEL CELL TO ENGINE LINES

STATION 124.0
FIREWALL
POWERPLANT
SUPPLY LINE

Figure 8−14. Fuel Supply Lines

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

8.2.4. Sunstrand Fuel Pump

The fuel pump is a positive displacement gear−type pump incorporating a jet inducer, and a
single pumping element. This assembly has the following ports:.
• Fuel inlet port − Fuel is delivered to this port from the aircraft fuel tank.
• Fuel to filter port − Fuel from the inducer section of the pump to the external low pressure
fuel filter.
• Fuel inlet from filter port − Fuel from the external filter to the pumping element.
• Fuel pump discharge port − Fuel from the gear pump to the fuel control inlet.
• Fuel bypass from fuel control − Excess fuel from the bypass section of the fuel control back to
the inlet of the jet inducer.
• Fuel to/from prime solenoid (A/C furnished). This is an additional inlet at the bypass port
(tee) from the A/C fuel crossfeed system.
• Seal drain port (two) − Drains any leakage at the drive shaft cavities. The added port is used
if the pump is used in the inverted position.
Fuel from the A/C fuel tank(s) is delivered to the fuel inlet port and flows into the low pressure
chamber of the jet inducer. After the initial start, bypass return flow from the fuel control is
directed into the nozzle inlet chamber of the jet inducer.
The jet inducer section consist of two separate venturi jets in series and a low pressure cham-
ber. Bypass fuel from the fuel control is accelerated by the first jet. Fuel, in the low pressure
chamber, is picked up and accelerated with an increase in static pressure by the second jet. The
fuel then flows through the low pressure fuel filter to the inlet port of the pump gears.
The pump gears are encased by face type bronze bushings. These floating type bearing have
discharge fuel pressure and spring force applied to the back side to minimize internal leakage
and allow for wear. The gears and bearing are lubricated by fuel through face metering grooves
and journal lube grooves.
Bypass fuel pressure is internally ported to an auxiliary fill port for the gears. A depressed
condition exists when the pressure at the inlet of the pump is low. With a depressed condition at
the inlet of the pump, the pump would tend to cavitate. Cavitation is the formation of a gas
filled space in a liquid. With a depressed condition at the inlet of the pump, any air trapped in
the solution tends to form gas− filled spaces in the fuel. Since bypass fuel is under pressure, it
will ‘‘drive" the air back into solution, thus preventing pump cavitation and maintaining effi-
ciency.

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Engine Lubricaiton and Fuel
Systems

FUEL OUTLET
TO CONTROL

FUEL CONTROL DRIVESHAFT

MOUNTING PAD

DRAIN

FUEL OUTLET IN OUT

TO FILTER
MIXING
TUBE

JET INDUCER
NOZZLE
PUMP GEARS

FUEL INLET
FROM FILTER

FUEL INLET
FROM TANK

FUEL BYPASS
RETURN

Figure 8−15. Sunstrand Fuel Pump

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Engine Lubricaiton and Fuel Systems

8.2.5. TRW Fuel Pump

The TRW fuel pump is a positive displacement gear−type pump incorporating a jet inducer, and
a single gear−type pumping element.
Both Sundstrand and TRW fuel pumps are basically the same except in the TRW pump, the jet
inducer design is different. Also, the anti−cavitation feature is deleted.

FUEL OUTLET
TO CONTROL
IN OUT

PUMP GEARS

FUEL CONTROL
MOUNTING PAD

DRIVESHAFT

DRAIN

FUEL OUTLET
TO FILTER

JET INDUCER
NOZZLE

FUEL INLET
FROM FILTER

FUEL BYPASS
RETURN FUEL INLET
FROM TANK

Figure 8−16. Fuel Pump − TRW

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Engine Lubricaiton and Fuel
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8.2.6. Fuel Filter Assembly
The assembly consists of a housing which contains a replaceable 5 micron nominally rated fil-
ter element, a bypass valve, and pressure ports for measuring the pressure drop across the fil-
ter element. Also drain ports are provided at the top and bottom of the filter head assembly.
Fuel from the helicopter fuel system is delivered to the fuel pump where it is directed to the 5
micron nominal paper filter. Normally, all the inlet fuel flows through the filter and to the inlet
of the gear pump. The filter bypass valve, in parallel with the filter, is normally closed.
As fuel flows through the filter, there will be a slight decrease in pressure, with the pressure on
the inlet side being higher than the pressure on the outlet side. As the filter collects contami-
nants from the fuel, the pressure differential across the filter increases. The filter head con-
tains a popout indicator and a bypass valve. The bypass valve is set to open when the pressure
drop across the filter element reaches 2.0−2. 5 PSID. The pressure drop indicator button pops
out when the pressure drop reaches
The indicator button alerts maintenance to the presence of contaminations in the fuel and fuel
filter. The button can be manually reset. Before and after filter pressure ports are provided so
that the pressure differential across the filter can be sensed. The helicopter manufacturer can
connect a pressure differential switch to these two ports. This switch, if used, controls a warn-
ing light to warn the operator that there is excessive pressure differential, and that the filter
should be replaced. If the filter is not replaced and the pressure differential continues to in-
crease, the filter bypass valve opens, fuel bypasses the filter element, and flows through the
bypass valve to the inlet of the pump. The housing, which contains the filter, is retained to the
body by a retention bolt.

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Engine Lubricaiton and Fuel Systems

DIFFERENTIAL
PRESSURE
INDICATOR
DIAPHRAGM

FILTER

N
S
OUTLET
PRESS

FILTER
BYPASS PISTON
VALVE FILTER INLET
PRESSURE

OUT

RED BUTTON
(MANUALLY DEPRESS
TO RESET)

IN

FILTER ELEMENT

Figure 8−17. Fuel Filter Schematic

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Engine Lubricaiton and Fuel
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8.2.7. Fuel Quantity Indicating System
The fuel quantity indicating system consists of an electrical quantity indicator with an internal
resistance bridge circuit, a FUEL LEVEL LOW caution lamp, and a variable resistance trans-
mitter (tank unit) (Ref. Figure 8−18). As the float arm position changes, sender resistance
changes, causing an imbalance in current flow through the indicator windings to move the
pointer. The FUEL LEVEL LOW indicator lamp is illuminated when the float arm reaches the
low level warning position, contacting a spring wire to complete the circuit. For additional in-
formation, refer to Section 11, Engine Warning and Caution Lights.
The fuel quantity indicator is located on the instrument panel. The indicator is equipped with
two electrical coils of fixed resistance values. The variable resistance of the float arm acts to
increase or decrease the resistance of the lower coil which in turn covers an appropriate deflec-
tion of the indicator pointer.
The resistance of the upper coil remains constant at 132 ohms; the lower coil is 88 ohms, and the
float arm varies from 0 ohms (empty) to 88 ohms (full). When the float is at the half full point, its
resistance is 44 ohms plus the resistance of the lower coil (88 ohms) which equals the resistance
of the upper coil. The resistance of the two coils is now equal and the pointer is centered at half
full.

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Engine Lubricaiton and Fuel Systems

FUEL QUANTITY
INDICATOR

FUEL QUANTITY TRANSMITTER

FUEL
LOW

CAUTION LAMP

FLOAT

FULL

FULL STOP

FUEL QUANTITY TRANSMITTER

EMPTY STOP

SPRING WIRE

LOW LEVEL
WARNING LEFT FUEL CELL

EMPTY

Figure 8−18. Fuel Quantity Indicating System

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Engine Lubricaiton and Fuel
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• FUEL QUANTITY TRANSMITTER − (Ref. Figure 8−19). The fuel quantity transmitter
is a float type located in the left fuel cell attached to the fuel cell cover. Minor variations of
early unit exist. The current unit is interchangeable with the early unit.
The transmitter functions as a variable resistance coil with mechanical stops which may be
adjusted for minimum and maximum resistance requirements. Adjustment at the mechan-
ical stops is accomplished by bending the float arm to form a straight edge alignment of the
float arm top at the transmitter housing and the center line of the float pivot. The transmit-
ter has a transistor, mounted on the bottom side of the terminal board, which is used as an
electrical switch to illuminate the FUEL LEVEL LOW caution lamp when the base is
grounded by the float arm contacting the wire spring.
• Adjustment and calibration of the transmitter may be checked as follows:
• • Position helicopter in a 2 degree nose down attitude.
• • Drain fuel cells.
• • Add seven gallons of fuel.
• • Check fuel quantity indicator. Indicator should read approximately 45.5 pounds.
FUEL LEVEL LOW caution lamp should not be illuminated.
• • Drain fuel until FUEL LEVEL LOW caution lamp illuminates.
• • Weight of drained fuel should be seven pounds (minus weight of container).

8.2.8. Fuel Types And Usage

Fuels conforming to the following military and commercial specifications are approved for un-
restricted use in the Allison 250 series engines.
• Primary
• • Jet A (ASTM D−1655)
• • Jet A−1 (ASTM D−1655)
• • Jet B (ASTM−D−1655)
• • JP−1 conforming to ASTM D−1655, Jet A or Jet A−1
• • JP−4 (MIL−DTL−5624)
• • JP−5 (MIL−DTL−5624)
• • JP−8 (MIL−DTL−83133)
• • Arctic Diesel Fuel DF−A conforming to ASTM D−1655, Jet A or Jet A−1
• • Diesel No. 1 conforming to ASTM D−1655, Jet A or Jet A−1
• • Peoples Republic of China RP−3.

Not all JP−1 fuel or Diesel−1 fuel will meet the above specifications. In determining
CAUTION whether or not a given fuel meets the above specifications, the burden of proof
rests with the operator and his supplier.

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

NO. 328 A R
LAMP B BLU
+ D RED
Q
24 VDC
POWER B
SUPPLY G
E BLK
− H BLK

P251
CONNECTOR
FUEL QUANTITY
TRANSMITTER
TEST CONNECTIONS

0.62 IN.
CONNECTOR (15.75 MM)
MOUNTING FLANGE

FLOAT STOP FULL

(FULL)
BOTTOM OF FLOAT

10.08 IN.
(25.60 CM)
RADIUS
SPRING
FLOAT STOP
(EMPTY) 8.41−8.45 IN.
(21.36−21.46 CM)

2.13−2.17 IN.
(5.41−5.51 CM)
SPRING CONTACT (NOTE 2)

(NOTE 1)

0.91−0.95 IN.
(23.11−24.13 MM)

FLOAT
NOTES: EMPTY
1. CAUTION LIGHT ON, 35 LBS REMAINING.
2. CAUTION LIGHT ON, 70 LBS REMAINING.
NOT APPROVED FOR COMMERCIAL
APPLICATIONS.
CALIBRATION 369D296303 (CURRENT UNIT) TG28−0007−2

Figure 8−19. Fuel Quantity Transmitter (Sheet 1 of 2)

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Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems

NO. 328 A R
LAMP B BLU
+ D RED
Q
24 VDC
POWER B
SUPPLY G
E BLK
− H BLK

P251
CONNECTOR
FUEL QUANTITY
TRANSMITTER
TEST CONNECTIONS
1.75 IN. (4.45 CM)
DIA (MAX.
CONNECTOR SEALANT
ENVELOPE)

0.75 IN. (4.45 CM) MAX.

SEALANT ENVELOPE

FULL

FLOAT STOP (FULL)

SPRING 10.08 IN.

(25.60 CM)
BRACKET RADIUS
FLOAT STOP
(EMPTY)
8.99−9.11 IN.
(22.84−23.134CM)

SPRING CONTACT
FLOAT 2.15 IN. (5.46 CM)
(NOTE 2)

A
GROUND TERMINAL
G

EMPTY
1.25 IN.
TRANSISTOR SWITCH (3.175 CM)
B (ON UNDERSIDE) (NOTE 1)
CALIBRATION 369A4245 (EARLY UNIT)
NOTES:
1. CAUTION LIGHT ON, 35 LBS REMAINING.
2. CAUTION LIGHT ON, 70 LBS REMAINING.
TANK UNIT NOT APPROVED FOR COMMERCIAL
CONNECTIONS TG28−0007−1
APPLICATION.

Figure 8−19. Fuel Quantity Transmitter (Sheet 2 of 2)

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

• EMERGENCY FUEL USAGE − Use of aviation gasolines containingTri−Cresyl−Phos-

phate (TCP) additives shall not be used .

Use of AVGAS (MIL−G−5572) only as an emergency fuel is not allowed.

CAUTION Unexpected engine flameout may occur.

8.2.9. Fuel System Maintenance

Aviation fuel can best serve its ultimate purpose when it is delivered into the aircraft as free
from contamination as it was the day it left the refinery. Unless care and attention are given to
its handling, servicing, and storage, the many precautions taken in its manufacture and trans-
portation are wasted.
Fueling the helicopter from improperly filtered tanks (particularly from small tanks or drums),
improper mixing of fuel additives, improper preflight action by the pilot, and storing aircraft
with partially filled fuel cells, invites condensation and contamination of the fuel.
The Model 369FF turbine−powered helicopter utilizes a wide cut gasoline or kerosene as fuel.
Basically, the same rules or precautions in handling aviation gasoline apply to jet fuel. As with
gasoline, the matter of cleanliness is very important.
Turbine fuel is more dense and has a greater viscosity (resistance to flow) than gasoline. It will
hold and retain in suspension impurities such as water, fine particles of rust, and other foreign
material. These particles can take from 5 to 10 times as long to settle in kerosene as in gasoline.
Turbine engine fuel controls and pumps are generally more sensitive than the fuel system of
the piston engine. Their fuel feed and pumping systems must work harder, tolerances are clos-
er, and fuel pressures are higher.
Fine contaminants may block the fuel supply system and erode critical parts of engine and fuel
control systems. Water freezing at high altitudes may block fuel screens; because of this, the
tolerable contamination levels for jet fuels is much lower than those previously considered nec-
essary for aviation gasoline.
• WATER − Under certain conditions, all aviation fuels absorb moisture from the air and con-
tain water in dissolved and liquid form. The amount of dissolved water contained varies
with the temperature of the fuel. When the temperature of the fuel increases in humid
areas, water is taken into the fuel, and under proper conditions a saturated solution can
occur.
When the temperature of the fuel decreases, some of the dissolved water comes out of the
solution and slowly falls to the bottom of the cell.
Changes in fuel temperature may, therefore, result in accumulation of water in the bottom
of fuel cells and in the fuel. During freezing temperatures, this water may turn to ice, re-
stricting or stopping fuel flow. The Model 369FF helicopter fuel cells are constructed with
sumps to trap water, and it is necessary to drain the fuel cell sump regularly in order to
remove all water from the system. If the sump is left undrained, the water accumulates and
will pass through the fuel line to the engine, and may cause the engine to flameout.
• RUST − Pipelines, storage tanks, fuel trucks, and drum containers tend to produce rust
that can be carried to the fuel in small particle sizes. High capacity, small screen filters are
required to remove rust particles from the fuel.
• DUST AND SAND − Serious fuel contamination problems may occur when sand or other
material is drawn through the fuel cell vent system. The fuel may be contaminated with
dust and sand through openings in storage tanks and from the use of fuel handling equip-
ment that is not clean. Dragging a fuel nozzle across the ground following refueling opera-

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Maintenance Training Manual
Engine Lubricaiton and Fuel
Systems
tions when the fuel hose is being rolled up for storage in the tank truck is one very common
source of contamination.
• MICROBIA − Many types of microbia have been found in unleaded fuel, particularly in the
turbine engine fuels. These micro organisms of bacteria and fungi multiply and cause seri-
ous corrosion in fuel cells and may clog filters, screens, and fuel metering equipment. The
growth and corrosion are particularly serious in the presence of other forms of fuel contami-
nation.
• ADDITIVES − Certain oil companies, in developing products to cope with aircraft fuel icing
problems, found that their products also checked bug growth. These products, known as
biocides, are usually referred to as additives.
Some additives may be compatible with the fuel or the materials in the fuel system and may
be harmful to parts of the engine with which they come in contact. Additives that have not
been approved by the manufacturer and the FAA should not be used. The Engine Mainte-
nance Manual is the best source for this information.
• SERVICING − Storage and dispensing equipment should be kept clear and free from dirt
and other foreign matter at all times. Fuel having a cloudy appearance or definitely off color
should be suspected of contamination or deterioration and should not be used.
When additives are used, it is important that they are dispensed in accordance with the
helicopter and engine manufacturers’ instructions.
Refueling from drums or cans should be considered as an unsatisfactory operation and one
to be avoided whenever possible. All containers of this type are to be regarded with suspi-
cion and the contents carefully inspected, identified, and checked for water and other conta-
mination. Extraordinary precautions are necessary to eliminate the hazards of water and
sediment.
It is advisable when fueling from drums, to use a 5 micron filtered, portable pumping unit,
or the best filtering equipment available locally. As a last resort, a chamois skin filter and
filter funnel may be used. Again, this should be considered as the last resort, as systems
have been found contaminated by minute fibers originating from the chamois skin.
Infrequently used fuel cells should have their sumps drained before filling. Agitation action
of fuel entering the cells may suspend or entrap water or other contaminants which may
remain suspended for many minutes and may not settle out until the helicopter is airborne.
• PREFLIGHT ACTION − Drain a generous sample of fuel into a container from each of the
fuel drains. Examine the samples for water and dirt contamination. If present, they will
collect at the bottom of a clean container and should be easily detected. Continue to drain
fuel from the contaminated sump until certain the system is clear of all water and dirt.
• POSTFLIGHT − An effective method to prevent contamination from condensation would
be to fill the fuel cells completely at the end of each day’s flying. Generally, the length of
proposed flight, number of passengers, and weight and balance limitations dictate the
amount of fuel to be added.
A review of the pilot’s observations and discrepancy write-ups may be significant in provid-
ing such indications of the presence of contamination, as monitoring engine control system
operation, fluctuations of various instruments, and FUEL FILTER caution light indica-
tions.
• ROUTINE MAINTENANCE − In addition to the preflight and postflight actions, certain
precautionary or routine inspection checks and maintenance actions are required at peri-
odic intervals. These precautions include the inspection and changing of the fuel system
filter and the visual and operational check of various components in the systems.

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Maintenance Training Manual
Engine Lubricaiton and Fuel Systems

Unconventional cleaning procedures are often involved to ensure thorough fuel system
cleaning. These procedures should be thoroughly understood and practiced if adequate
maintenance standards are to be maintained and contamination control is to be effective.
• TEST FOR CONTAMINATION − Commercial products for use in testing for fuel contam-
ination are available. Here is a simple test to detect contamination of jet fuel that has prov-
en to be both effective and inexpensive:
• • Obtain a clean, white, enamel bucket (approximately 5 quarts). Drain approximately 2
to 3 inches of fuel into the bucket from the sump to be tested.
• • With a clean mixing paddle, stir the fuel into a swirling tornado−shaped cone.
• • Remove the paddle. As the swirling stops, the solid contaminants will gather at the
center of the bucket bottom.
• • Add several drops of household red food dye. The dye will not mix with fuel. If no water
is present, the dye will settle to the bottom of the bucket.
• CONTAMINATED FUEL SYSTEMS − Should contamination persist, or if there is any
doubt about contamination, it is best to drain the complete system and thoroughly inspect
and clean the cell sump, fuel filter, and start pump screens of all contaminants. If there is
any suspicion that a system is fully contaminated, the system must be cleaned before in-
stalling new components. A common bad practice is to remove malfunctioning components,
because of contamination, and immediately install replacements. If the engine is started,
contaminants remaining in the system flow into the new parts, resulting in two sets of con-
taminated components.
• FUEL CELL DECONTAMINATION PROCEDURES − Check that the cells that are to
be cleaned have been well drained and ventilated. Then, remove the engine start pump and
cap off disconnected fuel inlet hose.

Extreme care should be used in cleaning and rinsing cells in order not to puncture
CAUTION or tear the soft walls of the cells.

• • Scrub the interior of the cells with hot (120° to 140°F) emulsion cleaner diluted 30 to 1
with water, using a soft bristle brush. Two cleaners are recommended; Aerowash, made
by the Wyandotte Chemical Company, and/or Emulso−Clean, a product of the Cee Bee
Chemical Company. Both are alkaline type solvents manufactured to specification
MIL−C−25769B.
• • After all interior surfaces have been cleaned, flush the cells thoroughly with moderate-
ly high pressure water. Remove all water possible by draining, then get rid of all
puddles by vacuuming and mopping.
• • If tests have shown that microbial contamination is present, spray the interior sur-
faces with a 50−50 solution of water and methyl alcohol. This solution must remain in
the cell for at least 5 minutes to kill any contaminants. Vacuum and mop to clean out
any remaining pockets or puddles.
• • Clean the start pump inlet screens and ports with Stoddard solvent. Remove all plugs
and reinstall the pump and inlet hose.
8.2.10. Fuel System Maintenance Summary
• Use only fuels, oils, and other system fluids recommended by the engine manufacturer.
• Do not use additives that have not been approved, and follow the specific directions for mix-
ture and use of such additives.

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Engine Lubricaiton and Fuel
Systems

• If feasible, keep fuel cells full. Water condenses on the walls of partially filled cells and en-
ters the fuel system.
• Clean servicing equipment before taking it near a cell opening.
• Filter all fuel entering the cells.
• Faithfully conduct the periodic inspection and cleaning of system filters, drains, and other
items as recommended by the manufacturers. If experience indicates that more frequent
periodic inspections and cleaning is required, do not hesitate to reduce these inspection and
cleaning intervals.

8−39/(8−40 blank)
 CSP−369FF MTM−1

369FF Maintenance Training Course

SECTION NINE
Powerplant
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.0 Powerplant Components

The 369FF Helicopter is equipped with an Rolls−Royce 250−C30 Series engine. The engine con-
sists of a single−stage; single−entry centrifugal flow compressor; a single ‘‘can" type combustor,
a turbine assembly which incorporates a two−stage gas producer turbine, a two−stage power
turbine and an exhaust collector; and a accessory gearbox which incorporates a gas producer
gear train and power turbine gear train.
9.0.1. Compressor
The compressor assembly consists of a compressor front support, shroud housing, diffuser, rear
support assembly, centrifugal impeller, scroll assembly, mount assembly and bearing. The
front support encloses the front bearing and supports it through five hollow inlet struts. The
struts are hollow to permit anti−icing using compressor discharge air; also, to permit introduc-
tion of oil to and from the compressor front bearing. The compressor rear bearing is mounted in
the rear support from the compressor front bearing. The compressor rear bearing is mounted in
the rear support assembly and is lubricated from the gearbox.
9.0.2. Combustion Section
The combustion section consists of an outer combustion case and a combustion liner. The com-
bustion liner is located in the outer case. The liner is supported and oriented at the forward end
by the gas producer nozzle vane assembly and at the rear by the fuel injector. The fuel injector is
mounted in the aft end of the outer combustion case. The two igniter plugs are radially mounted
near the aft end of the case. Air enters the single combustion liner at the aft end through holes
in the liner dome and skin. The air is mixed with fuel sprayed from the fuel injector and combus-
tion takes place. Combustion gases move forward out of the combustion liner to the first−stage
gas producer turbine nozzle.
9.0.3. Turbine
The turbine consists of a gas producer turbine support, a power turbine support, a gas producer
turbine rotor, a power turbine rotor, and a turbine and exhaust collector support. The turbine is
mounted between the combustion section and the power and accessories gearbox. The two−
stage gas producer turbine drives the compressor and accessories gear train. The two−stage
power turbine drives the spare pad, governor and tachometer−generator pad and furnishes the
output power of the engine. The expanded gas discharges in an upward direction through the
turbine and exhaust collector support. The rear engine mount is located on the bottom rear of
the turbine.
9.0.4. Power and Accessories Gearbox.
Power and Accessories Gearbox. The main power and accessories drive gear trains are en-
closed in a single gear case. The gear case serves as the structural support of the engine. All
engine components including the engine−mounted accessories are attached to the case. A two−
stage helical and spur gear set is used to reduce rotational speed from 30,650 RPM at the power
turbine to 6016 RPM at the output drive spline. Accessories driven by the power turbine gear
train are the power turbine governor and a pad for an optional airframe−furnished power tur-
bine tachometer−generator.
A spare drive pad is provided for aircraft use. The gearbox also incorporates an engine−furn-
ished bipole pickup which produces an electrical signal that is used to sense power turbine
speed for over− speed protection; it also provides a signal for aircraft sense of power turbine
speed. The gas producer gear train drives the compressor, fuel pump, gas producer fuel control,
the pressure and scavenge oil pump (inside the gearbox), and a pad for an optional airframe
furnished gas producer tachometer−generator. The starter drive is in this gear train. The gear-
box also incorporates a monopole pickup to provide a signal for aircraft sensing of gas producer
speed.

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Maintenance Training Manual
Powerplant

The engine is to be maintained in accordance with all applicable Detroit Diesel Rolls−Royce
manuals and publications. Therefore, only 369FF airframe related instruments, components,
and systems as well as engine and engine exhaust mounting and engine accessories locations
will be covered.

EXHAUST
COLLECTOR

COMBUSTION
SECTION

COMPRESSOR
SCROLL

GAS PRODUCER
TURBINE

POWER
COMPRESSOR TURBINE
INLET
COMPRESSOR
AIR DISCHARGE
TUBE

ACCESSORY
GEARBOX
SECTION

INLET AIR COMPRESSED AIR FUEL COMBUSTION GASES EXHAUST GASES

PT60−028

Figure 9−1. Rolls−Royce 250−C30 Major Engine Sections

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Maintenance Training Manual
Powerplant

MAIN ROTOR DRIVE SHAFT

TAIL ROTOR DRIVE SHAFT

POWER PINION GEAR

POWER TURBINES

TORQUE METER GEAR

OUTPUT GEAR

Figure 9−2. Rolls−Royce 250 Series Engine Power Distribution (Simplified)

Power from the turboshaft engine is coupled to the main and tail rotors by drive shafts and two
transmissions. An over running (one−way) clutch in the drive between the engine and main
rotor transmission permits free−wheeling of the rotor system in the event of an engine failure.

9−4
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.1 Engine Instruments

NOTE: Reference CSP−HMI−2, Chapter 95−00−00.
The engine instruments are located on the instrument panel and consist of a torque gage, tur-
bine outlet temperature (TOT) indicator, N1,, gas producer tachometer indicator, N2 (power tur-
bine) and R (rotor) tachometer indicator, direct reading oil pressure indicator, and an oil temper-
ature indicator which is a part of the instrument cluster unit.

10 12 0

8 TOT 1
5

6 2
4
C X 100 0 3
4
2

1 0 1 100 50
40 60
2 2
− 50 150 30
+ 70
D.C. 20 75
AMPS 0 OIL 10
X 100 PRESS
PSI

Figure 9−3. Engine Instruments

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Maintenance Training Manual
Powerplant

9.1.1. Engine Oil Temperature Indicating System

The instrument cluster is an electrical system which contains three indicators, one of which is
the engine oil temperature indicator. The engine oil temperature indicator, marked ENG OIL
TEMP, electrically measures engine oil temperature with a thermally controlled variable resis-
tance sender unit installed at the outlet of the engine oil tank. Indicator calibration is in de-
grees Centigrade.

ENGINE OIL TANK

°C °C

EARLY CONFIGURATION CURRENT CONFIGURATION

OIL TEMPERATURE INDICATOR

125
107

15

TEMPERATURE SENDER

DC BUS

Figure 9−4. Engine Oil Temperature Indicating System

9.1.2. Engine Oil Pressure Indicating System
The direct reading engine oil pressure indicating system utilizes a pressure gage of 0 to 150 psi
capacity that is mounted near other engine instruments in the instrument panel. The gage is
connected to an oil pressure port on the front face of the engine accessory section by 1/8 inch
diameter corrosion resistant steel and nylon tubing. The tubing is in two sections, with corro-
sion resistant steel being used aft of the engine firewall and nylon tubing from the firewall to
the instrument panel. Some tie straps and clamping arrangements are common to both sys-
tems.

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 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

100

50 150

0 OIL
PRESS
PSI

OIL PRESSURE INDICATOR

SNUBBER
OIL PRESSURE REDUCER FITTING

Figure 9−5. Engine Oil Pressure Indicating System

9.1.3. Engine Torque System
The torquemeter is incorporated in the accessory gearbox to provide a hydraulic pressure sig-
nal which is directly proportional to output torque. The power turbine gear train has two stages
of helical gearing. The first stage reduction is accomplished by the helical powertrain drive gear
driving the larger diameter gear on the helical torquemeter gearshaft. The second stage reduc-
tion is accomplished by the smaller diameter gear on the helical torquemeter gearshaft driving
the helical power takeoff gearshaft. Helix angles are such that both stages of reduction produce
a forward axial thrust on the helical torquemeter gearshaft. If friction is neglected, this axial
thrust is directly proportional to the torque transmitted through the gears. The torquemeter
assembly incorporates two roller bearings which provide radial support for the helical torque-
meter gearshaft, but which allows axial movement.

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Powerplant

PINON GEAR

TORQUEMETER
GEARSHAFT
FORWARD THRUST
MOVEMENT WITH
POWER INCREASE
OIL PRESSURE
OIL INLET
TORQUEMETER PRESSURE

SUPPORT SHAFT

PISTON

ACCESSORY ACCESSORY
GEARBOX HOUSING GEARBOX COVER

POWER OUTPPUT
GEARSHAFT SNUBBER

50
40
60
30
70
20 75

10

Figure 9−6. Engine Torque System

The accessory gearbox housing has a passage which delivers oil pressure to a cavity formed by
the support. Two O−rings prevent oil leakage out of this cavity. Engine oil pressure is ported
from this cavity to the two roller bearings and to the torquemeter piston. Thus, the roller bear-
ings are lubricated, and the torquemeter is provided with regulated engine oil pressure. The

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 CSP−369FF MTM−1
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Powerplant

torquemeter piston has a fixed orifice which directs oil from the torquemeter oil chamber onto
the ball bearing.
A ball bearing transmits helical gear thrust from the rotating helical torquemeter gearshaft to
the nonrotating torquemeter piston. The piston has an antirotation pin which contacts an anti-
rotation pin on the flange of the support shaft. The piston is free to slide axially on the nonrotat-
ing and axially retained support shaft. The sliding piston serves as a variable orifice valve
which admits regulated engine pressure oil from the support shaft to the oil chamber formed by
the piston and the flange on the support shaft. The flange has an external groove which houses
a piston ring and expander.
The support shaft and piston are arranged so that an increase in gear thrust increases the pis-
ton inlet port opening. Since the outlet openings of the piston remain as constant, the pressure
inside the oil chamber is directly proportional to torque. Pressure in the oil chamber is directed
to the torquemeter pressure sensing port on the front side of the accessory gearbox. MDHC pro-
vides the airframe mounted system, which conveys the pressure sensed at this port into an in-
dication of torque output at the torque indicator.
During a stabilized power condition, the axial thrust force acting on the piston, is counterbal-
anced by the torquemeter pressure in the oil chamber. If the torque output of the engine is in-
creased, an increased axial thrust and an unbalanced condition on the piston results. The pis-
ton moves forward slightly to increase the piston inlet port opening. With a larger opening,
there is less restriction to the flow of oil into the oil chamber; thus, the pressure in the oil cham-
ber increases. The pressure in the oil chamber continues to increase until its force, acting on the
piston, counterbalances the axial thrust acting on the piston. When the two forces are equal,
the piston stops moving and the pressure in the oil chamber will be higher than it was prior to
the torque increase. The torquemeter indicating system registers the increased torque.
The torquemeter gage is a Bourdon tube type gage, consisting essentially of a relatively thin
metal tube, usually bronze. Its oval outside diameter contour is bent in the shape of an incom-
plete circle. The flat section of the tubing is at right angles to the plane of the circle. One end of
this tubing is rigidly fixed and connected to the fluid line; the other end is closed. An increase in
fluid pressure tends to increase the diameter of the circle, giving the closed end of the tube mo-
tion, which is transmitted to a pointer through a system of gears and linkage. When the pres-
sure is removed, the diameter of the tube circle decreases. The instrument dial (scale plate) is
marked TORQUE PSI.
When the gage does not respond, indicates incorrectly, or oscillates excessively, all tubing and
tube connections throughout the system should be checked for pressure leaks. After repair, re-
placement, or disconnecting of any section of tubing, the system must be pressure−checked and
bled of entrapped air.

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 CSP−369FF MTM−1
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Powerplant

9.1.4. Turbine Outlet Temperature Indicating System

The turbine outlet temperature indicating system provides an indication of the ‘‘operating tem-
perature" of the engine. Turbine outlet temperature (TOT) is sensed by a thermocouple net-
work and the operation is based upon the principle that a small voltage is created when certain
dissimilar metals are placed in contact with one another. The magnitude of the voltage is de-
pendent upon the temperature at the junction of the two metals. The thermocouple probes
employ chromel and alumel as active materials, because of their ability to withstand high tem-
perature. It is possible to connect two or more thermocouple junctions in parallel to a single
indicator and obtain an average temperature at all junctions. With this type of arrangement,
there is no junction to react to temperature except at the thermocouple end of the circuit, and at the
points where the thermocouple leads connect to the instrument.

TOT INDICATOR
250−C20 SERIES
UPPER BALANCE SPRING
NEGATIVE RESISTOR CHROMEL−
YELLOW

CHROMEL−
TC300 WHITE

+
8−32
LEAD CALIBRATION
N S RESISTOR BOARD

−
10−32
ALUMEL−RED

CALIBRATION RESISTOR
ALUMEL−GREEN

LOWER BALANCE SPRING THERMOCOUPLE HARNESS

B1−METALLIC COMPENSATOR

Figure 9−7. Turbine Outlet Temperature Indicating System

The act of connecting the thermocouple leads to the TOT indicator has the effect of creating new
junctions which will produce voltage dependent upon the temperature at the indicator location.
This cumulative junction is called the COLD junction. The voltage induced at the COLD junc-
tion is in direct opposition to the voltage of the HOT junction. A simple voltmeter measures the
difference between the HOT and COLD junction.

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Powerplant

The accuracy of the system depends upon the ability of the instrument to compensate for the
effect of temperature on the COLD junction. The indicator employs a bi−metallic spring which
applies a mechanical temperature correction to the indicator pointer. If the resistance of the
circuit is kept constant, the meter can be simply calibrated to show the temperature of the junc-
tion. To standardize manufacture, thermocouple indicators are designed for use in a circuit
having 8 ohms resistance. A special calibration resistor board assembly is provided in series
with the chromel wire junction at the instrument. Calibration of the thermocouple circuit resis-
tance is accomplished with the indicator disconnected from the circuit and the resistor adjusted
for 8 +.05/−0 ohm lead resistance. Using a precision ohm meter or wheat stone bridge meter,
take one meter reading in the normal manner and then reverse the meter lead connections to
the circuit for an additional reading. Add the two resistance readings and divide by 2 to get the
true resistance. Reversing the meter leads and averaging resistance readings eliminates the
effects of any thermal EMF’s which could cause an appreciable error even when the engine has
cooled down.
The turbine outlet temperature thermocouple harness for the Rolls−Royce turbo shaft engine
consists of four thermocouples permanently attached to the leads and harness. The probe wires
are insulated with magnesium oxide powder and supported in an Inconel tube. The leads and
harness wires are insulated by fiberglass with a stainless steel braid cover.
The TOT indicator is housed within a hermetically sealed case. Screw terminals are provided
for the attachment of the thermocouple leads to the indicator. A calibration adjustment screw is
also located on the rear of the case. The thermocouple material and the external resistance for
which the indicator is calibrated, are stamped on the data plate of each indicator. The positive
terminal stud (10−32 thread), for the attachment of the chromel resistor board and wire, is
made of brass. The negative terminal stud (8−32 thread) is made of constantan. The indicator is
a sensitive, moving coil, permanent magnet type of millivoltmeter. A bi−metallic compensating
spring is attached to the bottom hairspring and thus affects the armature in direct proportion
to changes in the ambient temperature. This mechanically compensates the indicator for ambi-
ent temperature variations so that the true temperature of the thermocouple is always shown
on the scale. The temperature compensation is designed to yield the most accurate readings at
the higher end of the scale, where temperature becomes critical to engine life. For this reason,
the indicator may not show true ambient temperature when the thermocouple is unheated.
The overall resistance of the indicator must remain constant if system accuracy is to be ex-
pected. A carbon resistor is connected in series with the copper moving coil. A rise in ambient
temperature will cause the copper’s resistance to increase, but the carbon’s resistance will de-
crease, thus providing a stable indicator resistance.
In order to use the same basic indicator movement in 2 ohm, 8 ohm, or 22 ohm systems, the
manufacturer has included a calibrating resistor in the instrument by which the instrument’s
resistance can be established. This calibrating resistor is located in a cavity beneath the name-
plate and consists of a coil of resistance wire soldered to two supporting pins running through
the Bakelite case to the inside of the indicator. Testing the indicator consists of putting several
known values of EMF across the indicator’s terminals and observing that the indicator deflects
the proper amount. This type of tester applies a closely controlled millivoltage across a preci-
sion potentiometer. The knob of the potentiometer is calibrated in degrees of temperature rep-
resenting the indicator value which corresponds to that potentiometer setting. Proper position-
ing of the calibration adjustment at the rear of the case requires the use of the type of test
equipment described above. No attempt should be made to calibrate the indicator without prop-
er equipment.
Whenever an indicator is removed from its mounting and disconnected from its circuit, connect
a copper wire short circuiting jumper across the terminals to dampen the pointer motion during
handling.

9−11
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.1.5. N1 Tachometer System

The N1 tachometer system is provided to give the pilot visual indication of engine N1 gas pro-
ducer speed. The system consists of one indicator mounted on the instrument panel, and a flan-
ge−mounted tachometer generator attached to the right front side of the engine accessory gear-
box. The tachometer generator is driven mechanically by the N1 geartrain, and produces
3−phase ac electrical power which is transmitted to a synchronous motor inside the indicator
unit. As the speed of the N1 geartrain changes, the speed of the tachometer generator changes,
causing a corresponding change in the speed of the synchronous motor of the indicator.
The face of the instrument is calibrated in percent of RPM, (0 to 100) in increments of 2 percent.
Located in the upper left portion of the indicator, is a smaller dial which is graduated from 0 to
10 percent. This pointer provides a vernier reading between each 10 percent, thus the smaller
pointer will make one complete rotation for every 10 percent indication on the large pointer.
If the large pointer is slightly above 80 and the vernier is indicating 4, this means the N1 is
rotating at 84 percent. The total instrument range is 110 percent by including the vernier
range.

N1 TACHOMETER INDICATOR

TO ENGINE OUT
WARNING UNIT
N
S

N1 TACHOMETER GENERATOR

Figure 9−8. N1 Tachometer System

9−12
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

S
N

N 2 N R TACHOMETER INDICATOR
N R TACHOMETER
GENERATOR

TO ENGINE OUT
WARNING UNIT
N
S

N 2 N R TACHOMETER INDICATOR

Figure 9−9. N2 − NR Tachometer System

9.1.6. N2 − NR Tachometer System
The N2 − NR tachometer indicator has two dial scales and two concentrically mounted pointers
which operate independently of each other. The outer scale (N2) indicates percent of RPM of the
power turbine, while the inner scale (NR) indicates the actual main rotor RPM.

9−13
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

The N2 tachometer indicator is activated by an ac signal developed by the N2 tachometer gener-

ator mounted on the left hand side of the engine accessory gearbox. The NR tachometer indica-
tor is operated in an identical manner by the NR tachometer generator mounted at the rear of
the main rotor transmission.
The main rotor speed on a helicopter must be kept within certain limits. If rotor RPM is too
high, the resultant centrifugal forces can overstress the rotating parts. If the rotor RPM is too
low, excessive rotor blade coning will result. Therefore, the engine control system for helicopter
installations must control the power output of the engine so that the rotor RPM remains within
established limits. The device, which allows the engine to drive the rotor but prevents the rotor
from driving the engine, is called an overrunning clutch. When the engine delivers power to the
rotor system, the rotor RPM (R) and the percentage of power turbine RPM (N2) will be the same.
N2 and NR RPM is indicated on the same instrument. When N2 and NR are the same, the ta-
chometer indicator N2 and NR needles are ‘‘locked". ‘‘Split" needles describe a condition where
the RPM of NR is greater than the percentage of N2. When the needles are split, the engine de-
livers no power to the helicopter rotor, and the helicopter rotor delivers no power to the engine.
This dual instrument is located on the instrument panel. The instrument face has two concen-
tric scales. The RPM of the main rotor is indicated on the inner scale by the smaller pointer, and
the engine power turbine RPM is indicated in percent on the outer scale by the longer pointer.
The N2 scale reads 0 to 120 percent and the main rotor (NR) reads 0 to 560 RPM.
9.2 Engine Warning And Caution Lights
The engine warning and caution lights are installed near the top of the instrument panel, how-
ever, the number and location of the light assemblies is dependent upon the helicopter configu-
ration.
9.2.1. Warning Lights
Warning lights are red and include ENG OUT, XMSN OIL TEMP, XMSN OIL PRESS, and
BATT TEMP 160° lamps. The ENG OUT lamp will illuminate whenever NR falls below 460
RPM or whenever N1 falls below 55 percent. The engine power out unit is triggered by a prede-
termined frequency from each applicable tachometer generator. The XMSN OIL TEMP lamp
will illuminate whenever the oil temperature exceeds 250 ± 10°F. Oil temperature is sensed by a
temperature bulb installed in the oil cooler return line. The XMSN OIL PRESS. lamp will illu-
minate whenever the oil pressure falls below 15 psi. The oil pressure lamp is activated by a
pressure switch installed at the rear of the main rotor transmission housing. The BATT TEMP
160° lamp will illuminate whenever the temperature reaches 160°F. The lamp is activated by a
switch mounted on a cell interconnect strip within the battery.
9.2.2. Caution Lights
Caution lights are amber and include BATT TEMP 140°, PUMP ON, GEN OUT, ENG CHIPS,
M/R XMSN CHIPS, T/R XMSN CHIPS, FUEL LEVEL LOW, and FUEL FILTER. The BATT
TEMP 140° lamp will illuminate whenever the temperature reaches 140°F. The lamp is acti-
vated by a switch mounted on a cell interconnect strip within the battery. The fuel START
PUMP ON lamp is illuminated whenever the start pump switch is in the ON position. The lamp
is located near the switch. The GEN OUT lamp will illuminate if the generator malfunctions or
if the generator switch is in the OFF position. The lamp is activated from the alarm terminal on
the reverse current relay. The ENG CHIPS, M/R XMSN CHIPS, and T/R XMSN CHIPS lamps
are illuminated by magnetic chip detectors located within the assemblies. The magnetic chip
detectors provide an electrical ground if ferrous metal chips are picked up. The FUEL LEVEL
LOW lamp will illuminate when the quantity of fuel falls below 35 pounds. The FUEL FILTER
lamp is activated by a pressure switch which senses differential pressure at the before and af-
ter (BF and AF) filter pressure sensing taps in the engine−driven fuel pump. A pressure drop of
0.8−1.0 psid will illuminate the FUEL FILTER lamp indicating a clogged or blocked fuel filter.
The AIR FRAME FILTER and AIR FILTER CLOGD lights on the Model 369E instrument pan-
el are optional and are not installed on production aircraft.

9−14
 D PNL LT
C
B
U
S
S (ALL LIGHTS)
PNL LT

XMSN XMSN M/R T/R AIR FLOAT PRESS

ENG N 2OVSP BATTERYBATTERY RE−IGN FUEL FUEL ENGINE GEN
OUT OIL OIL TEMP TEMP P RST LOW FILTER XMSN XMSN CHIPS OUT FILTER P TEST TO TEST
PRESS TEMP P RST 160° F 140° F CHIPS CHIPS CLOGGED LH RH WRN LTS

ENG
OUT FLOATS
N 2OVER
BATTERY M/R ENGINE
SPEED CHIP
CONTROL TEMPERATURE CHIP
SWITCH DETECTORS DETECTORS
FUEL

ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
2 2
TANK
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ

UNIT
XMSN XMSN T/R

ÍÍÍ
ÍÍÍ
ÍÍÍ
OIL
PRESS
OIL
TEMP FUEL
CHIP
DETECTORS
FLOAT CIRCUIT
CONTINUITY
ÍÍ
ÍÍ
ÍÍ
ÍÍ
ÍÍ

SWITCH SWITCH FILTER 1

PRESS DIFF

ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ

Figure 9−10. Warning and Caution Lights

SWITCH
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍ
ÍÍÍÍÍÍÍÍ
ÍÍÍÍÍÍÍÍ

REVERSE
G.C.U. CURRENT
RELAY
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ

ENGINE PARTICLE SEP

POWER OUT RE−IGNITION GENERIC WIRE AIR PRESSURE
WARNING UNIT CIRCUIT HARNESS
DIFFERENTIAL
SWITCH

ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
ÍÍÍ
Powerplant
Maintenance Training Manual
CSP−369FF MTM−1

9−15
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.3 Engine Power Out And Low Rotor Rpm Warning

NOTE: Reference CSP−HMI−2, Chapter 95−30−00.
The engine power out (EPO) control unit is a solid−state unit powered by 28 vdc. Inputs to the
unit are from the main rotor NR tachometer and engine N1 tachometer. A flashing output is pro-
vided for ENG OUT warning light. Interrupted audio tone outputs are also provided. A steady
28 vdc output of 0.05 ampere is available for the engine automatic reignition. A ground point
through a micro switch on the co−pilot’s collective pitch stick disables the NR monitoring circuit.
A time delay within this circuit also causes it to remain disabled for 3.5 seconds after the ground
is removed to allow the rotor time to accelerate and not cause activation of the NR RPM ENG
OUT warning system.
When N1 tachometer input is below 55 percent RPM (35 to 38.5 Hz) or if NR tachometer input is
below approximately 450 RPM (95 percent N2, 68.6 +0.7 Hz), a flasher output is provided for the
warning light and horn and an amplified audio tone is heard in the pilot’s headset. At this time,
a steady state 28 vdc output is provided for engine automatic reignition. Main rotor RPM sens-
ing is disabled (grounded) by the NR disable switch (Ref. Figure 9−11) when the pilot’s throttle
grip is at the idle or cutoff position. NR sensing remains disabled for 3.5 seconds after the ground
is removed (NR disable switch deactuated). The warning horn and the audio tone headset warn-
ing are disabled at any time the generator switch is off.

NR DISABLE SWITCH
S199

SWITCH ATTACH
BRACKET

ATTACH PLATE

ACTUATING CAM

INBORD COLLECTIVE STICK

SOCKET ASSEMBLY
GAS PRODUCER
LINK

GAS PRODUCER
IDLER

(LOOSEN THESE BOLTS)

GAS PRODUCER GAS PRODUCER

CONTROL ROD BELLCRANK CONTROLS SUPPORT
BRACKET
Figure 9−11. NR Disable Switch Installation

9−16
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.4 Engine Automatic Reignition System

NOTE: Reference CSP−HMI−2, Chapter 71−30−00.
The engine automatic reignition equipment provides an automatic restart capability in the
event of engine flameout during flight, without using the starter generator. Components of the
engine reignition system include a test switch for ground testing of the system prior to engine
operation, an indicator module light indicating a reignition occurrence has taken place, relay
K104 system actuating relay, relay K304 light module actuating relay, and isolation diode board
containing CR1 and CR2, and the main transmission pressure switch which arms the system
when the pressure is above approximately 15 psi.
9.4.1. System Operation
System activation is provided by the EPO unit whenever NR RPM is below 450 (95 percent N2
equivalent) or 55 percent N1. Relay K104 is energized by the 28 vdc output of the EPO unit. Dc
power from the EPO circuit breaker passes through the now closed relay lower contacts on
through CR1 to the ignition exciter. CR2 prevents the starter from energizing but allows the
exciter to be energized by the normal start circuit. Closing the upper contacts of relay K104
energizes relay K304 thus closing the upper contacts which causes the light module to illumi-
nate. The lower contacts of K304 provide a holding circuit for the relay after the ignition cycle
has been completed. The light module will remain illuminated until the pilot depresses the
light module to interrupt the holding circuit which extinguishes the light. A press−to−test
switch provides ground for the system in order to functionally test the system prior to engine
start.
The main transmission pressure switch contacts that provide ground for the running time me-
ter also provide ground for the reignition system. When the transmission pressure is above
approximately 15 psi the system is automatically armed.
9.5 Engine Anti−Ice System
NOTE: Refer to HMI Chapter 75−00−00
The engine is equipped with an anti−icing system that provides hot air to the compressor front
support areas that are subject to the formation of ice during icing conditions (Ref. Figure 9−13).
This system is entirely separate and independent of any other bleed air system. Operation of the
engine anti−icing system must be selected, when required, by the pilot.
The anti−icing system consists of an anti−icing air valve, anti icing solenoid valve, two
anti−icing tubes, and passages within the compressor front support.
The engine installations use an electrically controlled anti−ice system (Ref. Figure 9−12). Com-
pressor bleed air, supplied to the inlet guide vanes and the number one bearing housing, is con-
trolled by the ANTI−ICE circuit breaker/switch, CB143 on the 369FF. Moving the console
mounted switch to ANTI−ICE de−energizes a solenoid fastened to the engine heat shield that
controls the anti−icing system (Ref. Figure 9−15).
The anti−ice valve is designed fail−safe. This means in the event of a complete electirical failure
the anti−ice solenoid valve will be de−energized, allowing compressopr bleed air to enter the
compressor front support.
CB143 P9J SP888 P307
1 2
Q516G20 f Q516F20 2 1 Q516E20 1
3A ANTI−ICE
3 SOLENOID
VALVE
P535F20N 2

E12 G75−1002

Figure 9−12. Anti−Ice System Wiring

9−17
9−18
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇ
ÇÇ
VANE ASSEMBLY
Powerplant
CSP−369FF MTM−1

ÉÉ
ANTI−ICING

ÉÉÉ
AIR OUTLET

É
É
É
ÇÇÇÇÇÇ
ÇÇÇÇÇÇÉÉ
ÇÇÇÇÇÇÉÉ
DIFFUSER SCROLL PA AMBIENT AIR PRESSURE
Pc AIR INLET
PC COMPRESSOR DISCHARGE
Maintenance Training Manual

PISTON PRESSURE
COMPRESSOR
ANTI−ICING
FRONT
AIR OUTLET
SUPPORT
ANTI−ICING
ANTI−ICINGAIR VALVE
SOLENOID VALVE

É
É
ÉÉ
ÉÉÉ
ANTI−ICING

Figure 9−13. Engine Anti−Icing − “OFF”

AIR OUTLET

É É
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇÉÉ
ANTI−ICE
28 VDC CONTROL SWITCH
BUS
 VANE ASSEMBLY

ANTI−ICING
AIR OUTLET

DIFFUSER SCROLL PA AMBIENT AIR PRESSURE

SPRING
Pc AIR INLET RETAINER
PC COMPRESSOR DISCHARGE
PISTON PRESSURE

ANTI−ICING
AIR OUTLET
ANTI−ICING
ANTI−ICINGAIR VALVE SOLENOID VALVE
SPRING

VENT TO PA

Figure 9−14. Engine Anti−Icing − “ON”

ANTI−ICE
28 VDC CONTROL SWITCH
BUS
Powerplant
Maintenance Training Manual
CSP−369FF MTM−1

9−19
CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

ANTI−ICING VALVE

SOLENOID VALVE ASSY

ANTI−ICE

OFF
ANTI−ICE SWITCH
TFG75−1001

Figure 9−15. Engine Anti−Ice System Components

9−20
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.6 Engine Exhaust System

NOTE: Reference CSP−HMI−2, Chapter 78−30−00.
The engine exhaust system consists of a single exhaust duct, clamp, link and bracket assem-
blies. (Ref. Figure 9−16).
The aft end of the duct opening is oval, and the forward end opening is rectangular and flanged.
The duct flange mates with the flange at the engine exhaust outlet and is secured in place with a
series of bolts.
The aft end of the duct is secured to the turtle back by a support assembly.
NOTES:

9−21
CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

EXHAUST DUCT SUPPORT

ASSEMBLY INSTALLATION

BUSHING BRACKET

SPRING
LINK ASSY

SPRING PINS

BUSHING
DUCT ASSY

MANDREL

ADJUSTER
CLAMP

CUSHION

EXHAUST FLANGE BOLT

(20 PLCS)

EXHAUST DUCT INSTALLATION

GASKET

NUTPLATE
(TYP)

TG78−3001

Figure 9−16. Engine Exhaust System

9−22
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

9.7 Engine Mounts

The function of the engine mounts are to connect the power plant with the airframe structure
and maintain a correct geometrical relationship between the two. The mount system is designed
to accommodate the peak resultant force expected in any direction without objectionable vibra-
tion resonant characteristics, and to position the engine and its associated mounting network in
a location least prone to cabin entry of the engine in the event of a catastrophic helicopter im-
pact.
The engine mount installation consists of one lower and two upper engine mounts and six struc-
tural fittings. The six structural fittings are machine−finished, heat−treated steel castings.
These are riveted to the firewall and sides of the engine compartment and provide attachment
points for securing three engine attach mounts. Each of the engine mounts is a V−shaped
welded tubular steel and fitting assembly.
The apex fittings of both the upper engine mounts and the lower engine mount are single− bolt
attached to three engine attach fittings on the engine accessory gearbox. The Rolls−Royce 250
Series engine accessory gearbox housing, which is the most rigid structural member of the en-
gine, incorporates four engine attach fitting mounting pads. The engine mounting design pro-
vides for the utilization of three pads for engine mounting purposes. The top engine accessory
gearbox pad is utilized for mounting a forged machined aluminum engine lift fitting.
NOTES:

9−23
CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

ROTATED
UPPER ENGINE MOUNT − INSTALLATION

UPPER ENGINE
MOUNT FITTING
(REF. SEC. 71−20−00) UPPER ENGINE MOUNT

SIDE ENGINE MOUNT

ATTACH FITTING

LANDING GEAR
DAMPER FITTING
(REF. SEC. 71−20−00)

LOWER ENGINE MOUNT − INSTALLATION

ENGINE FITTING

LOWER ENGINE MOUNT

LOWER ENGINE MOUNT

ATTACH FITTING
(REF. SEC. 71−20−00)

TG71−0004A

Figure 9−17. Engine Mounts

9−24
 CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

SCREEN FITTING
ASSEMBLY
NUTPLATE

FITTING

SPACER ENGINE OIL

(NOTE) OUTLET
INLETS
EAL ENGINE OIL
PRESSURE
INLET
BELL
ENGINE OIL
INLET
NUTPLATE

PLUG

ENGINE MOUNT
PAD ASSEMBLY

GAS PRODUCER
TURBINE
TACH/GEN (N1)
ENGINE OIL SUPPORT
TANK VENT ASSEMBLY
POWER TURBINE
TACH/GEN (N2)

TORQUEMETER
OIL PRESSURE

PACKING
SEAL BACKING

BOLT

COUPLING
SHIM

CLUTCH
NOTE: ASSEMBLY
SPACER BONDED TO INLET SEAL.
TG71−0005−1A

Figure 9−18. Engine Build−Up (Sheet 1 of 2)

9−25
CSP−369FF MTM−1
Maintenance Training Manual
Powerplant

ENGINE BLEED AIR

ASSEMBLY

REF.
FITTING

HI
POINTER

LO
VIEW LOOKING AFT

FUEL FLOW STOP ADJUSTER

TUBE ASSEMBLY

STARTER/GENERATOR
ENGINE MOUNTING
PAD ASSEMBLY
GASKET

FITTING

SWITCH
REDUCER

HOSE ASSEMBLY

TG71−0005−2

Figure 9−18. Engine Build−Up (Sheet 2 of 2)

9−26
 OIL FILTER
ASSEMBLY

GAS PRODUCER
FUEL CONTROL
FUEL PUMP

IGNITER PLUGS

ANTI−ICING
SOLENOID VALVE

BLEED
VALVE
FUEL
NOZZLE
N 2OVERSPEED
SPARE PAD SOLENOID VALVE

POWER TURBINE TACHOMETER

POWER OUTPUT PAD GENERATOR PAD BURNER
DRAIN VALVE P.T.
GOVERNOR

ANTI−ICING
N 2OVERSPEED IGNITION OIL PUMP VALVE
CONTROL EXCITERS (INSIDE GEARBOX)
POWER OUTPUT PAD

Figure 9−19. Engine Accessories

SPARE PAD
START COUNTER
STARTER
GENERATOR PAD

FUEL FILTER

ACCESSORIES DRIVEN BY GAS PRODUCER (N1 ) ACCESSORIES DRIVEN BY POWER TURBINE (N 2) NON−DRIVEN ACCESSORIES
Powerplant
Maintenance Training Manual

9−27/(9−28 blank)
CSP−369FF MTM−1
 CSP−369FFMTM−1

369FF Maintenance Training Course

SECTION TEN
Engine Controls
 CSP−369FFMTM−1
Maintenance Training Manual
Engine Controls

10.0 General
NOTE: Reference CSP−HMI−2 Manual, Chapter 76−00−00.
The N1 and N2 turbines are exhaust gas−coupled only, the output of both turbines must be con-
trolled. The controlling method utilized is provided by a gas producer (N1) fuel control and a
power turbine (N2) governor. Both controls are mounted on the rear side of the accessory gear-
box and sense changes in speed through engine gearing.
The engine output is controlled in two normal stages by the pilot. First, the engine must be
started and increased to a speed range where the power turbine governor has control. This is
accomplished by actuation of the gas producer fuel control throttle lever through airframe con-
trol linkage which ends at the throttle twist grip. The throttle twist grip has three basic posi-
tions: CUT OFF, IDLE, and FULL OPEN. When the twist grip is moved from CUT OFF to IDLE
during engine starting, the gas producer fuel control automatically meters fuel as a function of
compressor discharge air sense and N1 rpm. Engine light off, acceleration, and idle stabilization
are a function of the gas producer fuel control only. The final position of the twist grip (FULL
OPEN) increases N1 speed to a point where the power turbine governor superimposes its con-
trol.
The power turbine governor setting is the second stage of pilot direct control to the engine fuel
system through a collective pitch of N2 beep trim setting. The rpm at which the power turbine
governor will govern is maintained through a function of aircraft linkage of N1 and N2 pneumat-
ic and mechanical sensing. The pilot sets the power governor trim for the normal range of opera-
tion (99 to 100 percent). Any change in collective pitch resets the governor to a new load demand.
This information is transmitted to the gas producer fuel control, which resets and varies the
speed of the gas producer (N1) through the fuel control accordingly, with power turbine (N2)
speed remaining nearly constant.

10.1 Fuel Control System

The fuel control system used on Rolls Royce 250 Series engines consist of a gas producer (N1)
fuel control and a power turbine (N2) governor. The principles of operation for each unit and its
controlling linkage is described separately in the following paragraphs.

10−2
 CSP−369FFMTM−1
Maintenance Training Manual
Engine Controls

THROTTLE AND GAS

PRODUCER TUBE

GAS PRODUCER LEVER

CONTROL ROD

THROTTLE TWIST GRIP

STA 129 BELLCRANK

GAS PRODUCER GAS PRODUCER

CONTROL SUPPORT TORQUE TUBE

FUSELAGE−ROUTED
ROD (GAS PRODUCER)

STA 73 GAS PRODUCER STA 70 BELLCRANK

CONTROL ROD
INBOARD COLLECTIVE
STICK SOCKET

103−127

Figure 10−1. Gas Producer Fuel Control Linkage

10−3
 CSP−369FFMTM−1
Maintenance Training Manual
Engine Controls

10.2 Gas Producer Fuel Control

NOTE: Refer to 76−20−00.
The gas producer fuel control is the basic component of the Rolls Royce 250 Series engine fuel
control system. This hydromechanical unit schedules the fuel flow delivered to the engine to
provide proper engine operation during all starting and load conditions. The control is mounted
on the right hand rear side of the engine accessory gearcase and is driven at a speed proportional
to gas producer turbine speed (N1). Additional sensing parameters required by the fuel control
to properly schedule the fuel flow are:
• Throttle angle
• Fuel inlet pressure (P1)
• Compressor discharge pressure (Pc)
• Regulated air pressure (Pr) (supplied by power turbine governor)
• Governor reset air pressure (Pg) (supplied by power turbine governor)
The fuel control is primarily composed of three functional groups; fuel section, scheduling sec-
tion, and governor reset section.
The control external flow body incorporates a quadrant on which the cutoff valve shaft attached
pointer sweeps and is utilized to indicate throttle angle and corresponding cockpit twist grip
position. The scale range of the quadrant is marked 0, 5, 30, and 90. When the pointer is posi-
tioned between 0 and 5, the cutoff valve is against its seat and the cutoff valve is closed. When
throttle angle is positioned to IDLE by the aircraft linkage, the cutoff valve opens and the point-
er will indicate 30. The cutoff valve is fully open at all throttle angle positions between 30 and
90.
10.2.1. Gas Producer Fuel Control Linkage
The helicopter employs a conventional push pull rod throttle system that is activated by a twist
grip on the pilot’s and copilot’s collective pitch sticks (Ref. Figure 10−1). Twist grip and push
pull rod control inputs are used to change the setting of the throttle lever arm at the fuel control,
which affects the fuel flow, TOT, and, consequently, N1 RPM and torque. Rotation of the twist
grip will change three basic settings of the fuel control, which are: CUTOFF, IDLE, and MAXI-
MUM.
• Collective Pitch Stick Assembly/Throttle Control Details (Ref. Figure 10−2):
The basic member of the pilot’s collective stick is an aluminum tube that is riveted to a hous-
ing at the tube’s rearward facing end. The forward end of the stick tube incorporates a
molded nylon irregular cylinder that fits over the tube’s outside diameter, which is the
throttle twist grip. The twist grip is mated to an internal N1 gas producer control tube by
two recessed setscrews that pass through two machined elongated slots in the stick tube,
securing the twist grip to the control tube and allowing for 160 degrees of unrestricted grip
rotation about the collective stick tube.

10−4
 CSP−369FFMTM−1
Maintenance Training Manual
Engine Controls

FRICTION WASHER
(FELT)
BACKUP DISC
THROTTLE GRIP (METAL)
(NOTE 1) THROTTLE FRICTION
NUT (NOTE 1) MOUNTING DISTANCE
SWITCH HOUSING SHIM (CUT)
FRICTION DISC (NYLON) COVER
BEARING
SPRING BACKUP DISC (METAL) (NOTE 3)

GRIP ATTACH BOLTS

GAS PRODUCER
CONTROL TUBE
IDLE STOP RELEASE RING PINION
HOUSING SOCKET (NOTE 1)
NYLON STRAP (NOTE 1) FITTING
SETSCREW
(NOTE 5) SHIM WASHER
SETSCREW IDLER GEAR
BEARING BACKLASH
STICK NYLON (NOTE 3) SHIM GEARSHAFT
GUARD FITTING STRAP
BACKLASH SHIM
BEARING
(NOTE 3)
NYLON STRAP
GEAR CAP
(NOTE 1)
CAM PHENOLIC WASHERS
(NOTE 1) (NOTE 2)
FRICTION ADJUSTMENT
TEFLON WASHER
STICK TUBE

WIRE GUIDE
SPACER
NOTE 1 (NOTE 1)
FRICTION RETAINER
DRIVE GEAR
(NOTE 4) GUIDE

SETSCREW

NOTES:
1. SURFACES IN CONTACT DURING ROTATION, OR OTHERWISE
NOTED, TO BE LUBRICATED WITH GREASE.
2. NEW PHENOLIC WASHERS ABRADED TO REMOVE GLAZE.
3. BEARINGS INSTALLED WITH GRADE A LOCKING COMPOUND
AFTER SHIMMING.
4. DRIVE GEAR END PLAY 0.002−0.010 IN. (0.0508−0.254 MM).
5. USED ONLY WITH OPTIONAL EQUIPMENT. TG67−1021

Figure 10−2. Collective Pitch Stick Assembly/Throttle Control Details

A pinion gear is attached in the control tube at the control tube’s housing end. Supporting the
gear, and aligning the control tube within the interior of the housing block, is a bearing. The
grip end of the control tube is aligned and supported by a wire guide. The combined wire guide
and bearing surface provide for tube and gear rotation as the throttle is rotated within its op-
erational range.
The pilot’s twist grip at the forward bore is fitted with a spring loaded idle stop detent ring to
prevent the throttle from inadvertently being placed in the IDLE CUTOFF position. However,
the idle ring functions only after the grip has been rotated counterclockwise 40 degrees from
the OFF position. To return the grip to the CUTOFF position, the grip must be disengaged from
a ring stop lug. Disengagement is accomplished by utilizing both thumb and forefinger to pro-
vide forward movement of the idle ring, compressing a spring. Upon lug disengagement, the
grip may be rotated clockwise to the OFF position.

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Twist grip friction provides the pilot with a means to vary the amount of effort required to rotate
the grip as well as a means of locking the grip when operational N1 RPM is attained.
The mechanical aspects of the throttle friction system consist of an adjustable screw jack ar-
rangement of the knurled nut fiber washer type.
The knurled nut is retained by a threaded coupling, rivet−attached to the outside diameter of
the collective stick tube.
Turning the knurled nut on the coupling threads clockwise forces a nylon ring, felt ring, and
aluminum washer assembly against the grip base to increase friction; a counterclockwise
movement of the knurled nut on the coupling threads releases applied friction.
The forward tip end of the pilot’s collective stick tube is provided with a closure that consists of a
switch housing retained to the outside diameter of the stick tube.
The switch housing also provides for the mounting of three switches; N2 governor trim (beeper),
landing light, and starter switch, and will also serve as a retainer for the idle spring and idle
ring.
A control tube gear is positioned within the housing block and is mated with a gear shaft,
straddle−mounted on two bearings within the housing.
The gear is fixed to the gear shaft with a roll pin that is secured with a cotter pin. Mounting
distance and backlash between the mating gears is controlled by the use of shims. A shim appli-
cation is made behind the N1 control tube bearing to establish mounting distance, and the
application of shims at opposite ends of the housing gear shaft will establish backlash, thus
permitting 90 degree transfer of motion upon movement of the throttle twist grip.
The design of the collective stick housing provides for a mounting socket and flange on the in-
ward side of the block. The housing block socket will provide for bolt attachment to a tubular
collective interconnecting torque tube.
The collective interconnecting torque tube extends beneath the pilot’s seat structure and is po-
sitioned and retained within the structure by two bearings, basically providing directional con-
trol of the collective control rod when the collective stick is raised or lowered. Extending
through its interior, is a swedged steel throttle interconnecting torque tube that incorporates
two welded hexagonal extensions on each end. The hexagonal extension shaft at the pilot’s col-
lective housing block position is joined with a mating hexagon bore within the pilot’s collective
stick housing gear shaft (Ref. Figure 10−3).
The inward end in the interconnecting collective torque tube differs considerably in construc-
tion from that of the pilot’s side. It incorporates a flange for the mount securing the inboard
housing block to the collective interconnecting torque tube.
The inboard collective stick tube and housing block, in operation and in basic construction, are
the same as the pilot’s housing in the respect that they incorporate a pinion gear shaft that
transmits throttle twist grip motion 90 degrees.
Correlation between the pilot’s twist grip position and the position of the gear shaft of the in-
ward housing block will be provided by the joining of the inboard hexagon extension shaft of the
throttle interconnecting torque tube to a mating hexagonal bore with the housing gear shaft.
The inboard collective housing stick essentially is utilized for throttle control gear shaft reten-
tion, bellcrank mounting, and attachment of the collective push pull rod. However, a socket is
also incorporated integral with the housing for dual controls installation. This equips the copi-
lot’s seat (right position) with a collective stick.

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Engine Controls

SNAP RING GAS PRODUCER INTERCONNECT

N1 PINION GEAR TORQUE TUBE

AFT BEARING
(NOTE 4)
PIPE PLUG
SNAP RING
SLOTTED
BUSHING

CLIP
(3 PLCS)
SOCKET HOUSING

SPACER
(NOTE 1)

BEARING (NOTE 4)
BACKLASH SHIM

FORWARD BEARING
(NOTES 2, 4)
SHAFT ASSEMBLY

BACKLASH SHIM
BEARING
(NOTE 4)
LINK NR DISABLE SWITCH
(NOTE 3) AND BRACKET
(NOTE 5)

ACTUATING CAM
(NOTE 5)
HOUSING CAP
IDLER

BELLCRANK
IDLER BEARING
(NOTE 4)
NOTES:
1. FOUR SPACERS USED ONLY ON REMOVED SOCKET ASSEMBLY TO KEEP ASSEMBLY INTACT.
2. N1 PINION FORWARD BEARING IS LIGHT PRESS FIT IN HOUSING BORE.
3. LINK MUST BE BOLTED TO BELLCRANK BEFORE BELLCRANK AND SHAFT ASSEMBLY ARE INSTALLED.
4. BEARINGS INSTALLED WITH LOCKING COMPOUND. THE TWO SHAFT ASSEMBLY BEARINGS BONDED
ONLY AFTER SHIMMING FOR BACKLASH. G67−1007B
5. USED ON 369D/E/FF − 500N HELICOPTERS ONLY.

Figure 10−3. Inboard Collective Stick Housing Block and Socket Assembly

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• The copilot’s collective stick (Ref. Figure 10−4) consists of a throttle grip and grip friction,
switch housing, collective stick tube, and an N1 gas producer control tube having a splined
adapter. Switch controls include the N2 governor trim only.
In installation, the copilot’s collective stick tube incorporates a housing socket adapter that
is slip−fitted over a housing socket and retained by a single bolt passing through a forked
flange of the collective stick socket adapter to a mating lug on the housing.
N1 gas producer control tube joining must be accomplished during the initial stick tube
socket adapter−to−housing socket mating. This will consist of matching a blank master
spline in the lower end of the gas producer control tube with a master spline of the N1 pinion
gear within the housing.
TORSION STRAP

GAS PRODUCER
CONTROL TUBE

THREADED HOLES

SOCKET
ADAPTER
HOUSING
CONNECTOR

PHENOLIC
BLOCK

GUIDE SCREW
WIRE GUIDE

PIN

THROTTLE GRIP
NON−ADJUSTINGNUT

SWITCH
HOUSING
Figure 10−4. Copilot’s Collective Stick Details

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Engine Controls

• Fuel Control Linkage Operation (Ref. Figure 10−5):

As previously stated in foregoing paragraphs, rotation of either of the throttle twist grips
will result in movement of a bellcrank. The bellcrank, referred to as the station 73.00 bell-
crank, is attached to the inboard housing block gear shaft and provides for motion to be
transferred to the gas producer idler bellcrank retained by the housing block. The main
point of connection to the N1 gas producer controlling linkage is at the inboard housing
block idler link; from this position to the fuel control, push−pull rods and bellcranks trans-
mit input demands to the gas producer fuel control throttle shaft.
COLLECTIVE STICK
GAS PRODUCER IDLER
GAS PRODUCER
LEVER

GAS PRODUCER
LEVER CONTROL ROD
COUNTERSUNK WASHER
WASHER RIVET (NOTE)
COUNTERSUNK
SCREW

STA. 73.00
CONTROL ROD

STA. 129.00
BELLCRANK
SUPPORT FITTING
BEARING

THIN
WASHERS

COLLAR
STA. 124.00
FIREWALL
PULL−TYPE
LOCKBOLT PIN
BEARING

STA. 70.00
BELLCRANK

FUSELAGE−ROUTED
CONTROL ROD
NOTE:
SPECIAL ALUMINUM ALLOY WASHER GAS PRODUCER CONTROL LINKAGE
TG76−2001

Figure 10−5. Fuel Control Linkage

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Engine Controls

10.2.2. Rigging Gas Producer Controls

NOTE: Refer to 76−20−00 for latest rigging procedures.

RIGGING
FIXTURE

FIXTURE INSTALLATION

TORQUE TUBE
ASSEMBLY
GEARBOX
INSPECTION
PLATE

COLLECTIVE FRICTION
CONTROL

GEARBOX
FRICTION SIDE PLATE
GUIDE LINK
PILOT’S COLLECTIVE
PITCH STICK

TG76−2000−1

Figure 10−6. Gas Producer Controls Rigging (Sheet 1 of 3)

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Engine Controls

GAS PRODUCER
LEVER CONTROL
CL OF
CONTROL
ROD

POINTER
(NOTE 12)

LEVER CONTROL
ROD LEVER POSITION
QUADRANT

FUEL CONTROL LEVER

AND POINTER

GAS PRODUCER
SUPPORT LEVER CONTROL ROD
FITTING

STA. 129.00
BELLCRANK
STA. 74.87

GAP
(NOTE 6)
STA. 73.00
CONTROL ROD

IDLER ASSY. DISTANCE

(NOTES 4, 5)
STA. 70.00
BELLCRANK
(NOTES 2, 3)
STA. 124.00
FIREWALL

FUSELAGE−ROUTED
CONTROL ROD

LINKAGE INSTALLATION
(NOTE 1) TG76−2000−2

Figure 10−6. Gas Producer Controls Rigging (Sheet 2 of 3)

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COLLECTIVE STICK
(NOTE 1)

CL COLLECTIVE
VERTICAL (PARALLEL) TORQUE TUBE
WITH FORWARD SEAT
STRUCTURE
STA. 73.00 CONTROL
STA. 70.00 ROD ASSY.
BELLCRANK ASSY.
(NOTE 2)
WL
14.47

THROTTLE WL
OPEN 13.10
THROTTLE
54° 30’ CUT−OFF
FUSELAGE−ROUTED
CONTROL ROD ASSY.
STA. 78.21
COLLECTIVE STICK LINKAGE RIGGING, 250−C20B
AND 250−C20R/2 ENGINE EQUIPPED HELICOPTERS
TG76−2000−3

Figure 10−6. Gas Producer Controls Rigging (Sheet 3 of 3)

Legend (Ref. Figure 10−6)
1. EXCEPT AS NOTED, GAS PRODUCER AIRFRAME CONTROL LINKAGE RIGGING ADJUSTMENTS AND MEASUREMENTS ON
ALL 369/500 SERIES HELICOPTER MODELS ARE NORMALLY STARTED WITH FUEL CONTROL LEVER CONTROL ROD
DISCONNECTED, COLLECTIVE STICK AT MID−TRAVEL; I.E., RIGGING FIXTURE (ST501) OR (ST502) INSTALLED, AND THE
PILOT’S THROTTLE TWIST GRIP ROTATED TO MID−POSITION; I.E., TWIST GRIP SET−SCREWS AT SIX O’CLOCK.
2. ON 250−C20B AND 250−C20R/2 ENGINE EQUIPPED HELICOPTERS; ADJUST STA. 73.00 CONTROL ROD SO LOWER ARM
OF STA. 70.00 BELLCRANK IS VERTICAL WHEN THROTTLE TWIST GRIP IS AT IDLE POSITION.
3. FOR 250−C20B AND 250−C20R/2 ENGINE EQUIPPED HELICOPTERS; WITH THROTTLE AND COLLECTIVE IN
MID−POSITION, ADJUST FUSELAGE ROUTED CONTROL ROD SO CENTER OF STA. 129.00 BELLCRANK LOWER ARM
PIVOT BOLT IS 4.97−5.03 INCHES (12.624−12.776 CM) FROM FIREWALL BULKHEAD.
4. ON ALL ENGINE INSTALLATIONS: ROLL THROTTLE TO CUT−OFF AND PUSH CONTROL ROD AND BELLCRANK TOWARD
FIREWALL TO ELIMINATE PLAY. ADJUST FUSELAGE ROUTED CONTROL ROD TO GET A GAP OF 0.010−0.050 INCH
(0.254−1.270 MM) BETWEEN UPPER BELLCRANK ARM AND SUPPORT FITTING.
5. BENDIX FUEL CONTROL CUT−OFF POINTER POSITION NORMALLY RANGES BETWEEN 0 − 10° WITH FUEL CONTROL
LEVER AGAINST CUT−OFF STOP. CUT−OFF RANGE IS DUE TO FACTORY SET CALIBRATION VARIATIONS BETWEEN FUEL
CONTROL UNITS.
6. CECO FUEL CONTROL CUT−OFF POINTER POSITION IS 2° TO MINUS, 1/32 INCH (0.7938 MM) FROM QUADRANT EDGE,
WITH FUEL CONTROL LEVER AGAINST CUT−OFF STOP.
7. WITH PILOT’S THROTTLE TWIST GRIP HELD AT IDLE: BENDIX FUEL CONTROL IDLE POINTER POSITION IS 30°.
8. CECO FUEL CONTROL IDLE POINTER POSITION IS 30 − 32°.
9. MAXIMUM ALLOWABLE POINTER MOVEMENT BELOW THE OPTIMAL IDLE POSITION ON ALL ENGINE INSTALLATIONS
FROM ALL CAUSES IS, 5/64 INCH (1.9844 MM).

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Engine Controls

PINION GEAR PINION GEAR MOUNTING DISTANCE

0.699−0.709 IN. (17.7546−18.0086 MM)

PINION BEARING

GAS PRODUCER TORQUE TUBE SPLIT SHIMS

(NOTES 1, 3)
BEARING

DRIVEN GEAR

BEARING

BACKLASH SHIM(S)
(NOTES 2, 3)
TOP VIEW HOUSING CAP

GENERAL NOTE:
SHIM SELECTED AS REQUIRED. 6° IDLE STOP
STEEL SHIMS PROVIDED IN 0.001, 0.002, GRIP MID−TRAVEL
0.005, 0.012 AND 0.032 IN. ((0.025, 0.051,
0.127, 0.305, 0.813 MM) THICKNESS.
N1 CLOSED

N1 OPEN

15° BELLCRANK ON INBOARD

COLLECTIVE STICK
70° 40’ SOCKET ASSEMBLY

73° 30’
15°
2° 50’
(NOTE 5)
CENTERLINE OF GAS
PRODUCER TORQUE TUBE
(NOTE 4)
CUTOUT IN
DRIVEN GEAR

LEFT SIDE VIEW

NOTES:
1. DETERMINES GEAR MOUNTING DISTANCE.
2. DETERMINES GEAR BACKLASH MAXIMUM
3. SELECTED AS REQUIRED; STEEL SHIMS AVAILABLE IN 0.001, 0.002, 0.005,
0.0012 AND 0.032 IN. (0.025, 0.051, 0.127, 0.305, 0.813 MM) THICKNESSES.
4. ALSO CENTERLINE OF PINION GEAR AND CUTOUT IN DRIVEN GEAR.
5. CENTERLINE OF CENTER TOOTH ON DRIVEN GEAR.
TG67−1014

Figure 10−7. Pilot’s Housing Block Gear − Center Mesh Diagram

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Engine Controls

NOTE:
SHIM SELECTED AS REQUIRED.
STEEL SHIMS PROVIDED IN 0.001, 0.002,
0.005, 0.012 AND 0.032 IN. ((0.025, 0.051,
0.127, 0.305, 0.813 MM) THICKNESS.
AFT BEARING
LOCK RING

LOCK RING

FORWARD BEARING

2° 50’

70° 40’ 15°

73° 30’ 15°
6° IDLE STOP
N1 OPEN N1 CLOSED
(R/H COMMAND)
GRIP/N1 PINION GEAR N1 CLOSED
MID−TRAVEL (L/H COMMAND)
ROTATED 90 DEGREES
(LINK AND IDLER REMOVED FOR CLARITY)

IDLER
BELLCRANK

LINK
BEARING

WIDE TOOTHSPACE
ON SPLINE
BEARING
BACKLASH SHIM(S)
(SEE NOTE)

LOOKING DOWN TG67−1023

Figure 10−8. Inboard Housing Block Gear − Center Mesh Diagram

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Engine Controls

RPM GOVERNOR
CONTROL IDLER
SUPPORT

GOVERNOR LEVER
CONTROL ROD

STA 68
BELLCRANK N 2 IDLER BELLCRANK
CONTROL ROD

STA 124
CONTROL SUPPORT

FUSELAGE−ROUTED
N2 CONTROL ROD

INTERCONNECT
TORQUE TUBE

N2 TRIM ACTUATOR TWIST GRIP

N2 TRIM SWITCH

Figure 10−9. Power Turbine Governor Controls

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Engine Controls

10.3 Power Turbine Governor

The power turbine governor, mounted on the accessory gearbox, supplements the gas producer
fuel control to provide a complete engine fuel control system. The power turbine governor, via
the gas producer fuel control governor reset assembly, alters the fuel schedule determined by
the gas producer fuel control to maintain desired power turbine speed under all load conditions.
The power turbine governor is driven by the power turbine gear train at a speed proportional to
power turbine (N2) speed. Additional sensing parameters required to accomplish its governing
function are:
• Power Turbine Governor Lever Position (controlled by droop compensator and beeper sys-
tem).
• Compressor Discharge Air Pressure (Pc) (sensed at diffuser scroll).
The power turbine governor is primarily composed of two functional groups; the regulator sec-
tion and governing section.
10.3.1. Rigging Power Turbine Governor Controls
NOTE: Refer to 76−10−00 for latest rigging procedures. Do not follow the procedures as stated
in this section.

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Engine Controls

COLLECTIVE TORQUE TUBE

NOTE 3

GROUND JUMPER
DROOP
COMPENSATION *
FORK N2 TRIM ACTUATOR
AIRFRAME
STRUCTURE
JAM NUT

STA. 68.00 BELLCRANK SPACER

BEARING
SLEEVE BUSHING LOCKED
THREAD
INSERT BRACKET AIRFRAME
* STRUCTURE

FLANGED
BUSHING
SLEEVE STA. 72.00
BUSHING BELLCRANK
STA. 64.00 SEAT
STRUCTURE
BRACKET
NOTES: BEARING
STA. 124.00
1. BUSHINGS AND BEARINGS MUST ROTATE BELLCRANK
FREELY AFTER ASSEMBLY.
2. ASTERISK ( * ) INDICATES CORROSION FUSELAGE−ROUTED
RESISTANT STEEL. CONTROL ROD

ROD END JAM NUT RETAINER NOTE 3

RETAINER HOUSING
RIVET SPRING BEARING PLUNGER END FITTING

LINK HOUSING
DROOP CONTROL OVERRIDE LINK
G76−1007−1

Figure 10−10. Power Turbine Governor Linkage (Sheet 1 of 2)

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Engine Controls

NOTE 3

IDLER
BELLCRANK
SUPPORT

GOVERNOR LEVER
CONTROL ROD

GASKET

NUT
(NOTE 5) IDLER BELLCRANK

BEARING
(NOTE 2)

IDLER BELLCRANK
RIVET CONTROL ROD

STA. 124.00
SUPPORT FITTING 250−C30 ENGINE
STA. 124.00 INSTALLATION
BELLCRANK

BEARING

NOTES: (CONT.)
3. SPECIAL ALUMINUM ALLOY WASHER;
0.25 IN. (6.35 MM) ID X 0.80 IN. (20.32 MM) OD.
4. MAXIMUM OF 3 WASHERS ALLOWED TO
COLLAR CORRECT PIN GRIP.
5. ONLY HIGH TEMPERATURE ALL−METAL
NUTS MUST BE USED.
WASHER
(NOTE 4)

PULL−TYPE
LOCKBOLT PIN
ENGINE COMPARTMENT LINKAGE
FUSELAGE−ROUTED TG76−1007−2
CONTROL ROD (POWER TURBINE CONTROL)

Figure 10−10. Power Turbine Governor Linkage (Sheet 2 of 2)

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GOVERNOR
LEVER
GOVERNOR LEVER
CONTROL ROD

IDLER
SUPPORT
RODEND ANGULAR RELATIONSHIPS
CONTROL ROD ANGLE
FUSELAGE ROUTED IN LINE
COLLECTIVE
N2 IDLER BELLCRANK 90° TORQUE TUBE
GOVERNOR LEVER 90°

DROOP CONTROL
OVERRIDE LINK
DROOP COMPENSATION NOTE 4
ADJUSTMENT FORK

STA. 124.00
BELLCRANK

STA. 124.00
STA 68.00 FIREWALL
BELLCRANK
NOTE 1 NOTE 3

STA. 124.00 SUPPORT

FITTING

250−C30 ENGINE
STA. 72.00 INSTALLATION
BELLCRANK
FUSELAGE−ROUTED
CONTROL ROD
5.47 +0.03 (138.938 ±7.62 MM)
(NOTE 2)

POWER TUBINE CONTROL LINKAGE

NOTES:
INITIAL SETTINGS.
1. DROOP FORK.
2. N2 ACTUATOR RAM.
3. STA. 124.00 BELLCRANK. TG76−1002
4. IDLER BELLCRANK CONTROL ROD.

Figure 10−11. Rigging Power Turbine Governor Controls

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Engine Controls

MINIMUM N2 ACTUATOR EXTENSION

COLLECTIVE UP
POINTER AT THE 35° MARK MAXIMUM N2 ACTUATOR EXTENSION
COLLECTIVE DOWN
POINTER TO BE AT THE 50° MARK
MINIMUM N2 ACTUATOR EXTENSION
COLLECTIVE DOWN
POINTER AT THE 20° MARK MAXIMUM N2 ACTUATOR EXTENSION
COLLECTIVE UP 1/3 TO 1/2 TRAVEL
POINTER TO BE APPROXIMATELY AT THE 58° MARK

TORQUE NUT
40−50 IN. LBS.
(4.52−5.65 NM)

LEVER ARM POINTER PARALLEL TO WITHIN 10°

G76−1006C

Figure 10−12. Power Turbine Governor Adjustments

10−20
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369FF Maintenance Training Course

SECTION ELEVEN
Electrical System
CSP−369FF MTM−1
Maintenance Training Manual
Electrical System

11.0 General
NOTE: Reference applicable data in CSP−HMI−2, chapters 95−00−00 and 96−00−00.
Many of the components of the electrical system may be familiar to you, as the aircraft has a
rather basic dc system. However, since solid state units have replaced some older type rotary or
electromechanical devices (giving the electrical system much more reliable components than
older type systems), a general review will be presented here. The basic electrical source is direct
current as supplied by a battery and a combination starter−generator. The battery and generat-
ing system are protected by the reverse current relay, and an overvoltage relay is incorporated
as well as a circuit breaker in the generator field circuit to provide a protection against system
malfunctions.
Control of the electrical system, not including the optional intercom system, is provided by
switches and circuit breakers located on the instrument panel. All circuits of the electrical or
electronic units or components that produce electromagnetic energy are bonded to adjacent
structures to ensure a negligible radio interference. Bonding jumpers are also used throughout
to ensure static ground.
Direct current prime power can be obtained from three sources; the battery, the external power
receptacle, and the generator function of the starter−generator. Battery or external power selec-
tion is accomplished with the power selector switch (battery switch). With the dc bus energized,
the starter function of the starter−generator can be utilized by operation of the start switch. The
start switch operates the start relay, which in turn connects the dc bus to the starter. When the
start switch is released, the start relay opens and the starter function is deenergized.
As soon as the starter function is released, the voltage regulator brings the generator output up
to approximately 28 volts regulated voltage. However, the generator output is not connected to
the dc bus until the generator switch is placed in the ON position and the reverse current relay
senses an acceptable generator output.
The generator switch function in this system either connects or disconnects the already func-
tioning generator output from the dc bus through generator switch control of the reverse cur-
rent relay. This is the most unique feature of the system. The generator functions under control
of the voltage regulator regardless of the generator switch position. The generator can only be
disabled if the field strength rises to 15 amperes, at which time the circuit breaker in the genera-
tor field circuit trips open. Overvoltage protection is provided through a voltage regulator func-
tion that energizes the overvoltage relay. The overvoltage relay is in series with the generator
switch circuit and actuates the reverse current relay in the same manner as the generator
switch.
While the primary purpose of the reverse current relay (RCR) is to protect the battery from dis-
charging by motorizing the generator, it is also used as a switching relay, as noted above. The
generator switch and overvoltage relay actuate the RCR to connect or disconnect generator out-
put with the dc bus.
When actuation of the reverse current relay main contactor occurs to connect or disconnect the
generator output in relation to the dc bus, a piggyback warning lamp switch operates the GEN
OUT caution lamp. When the RCR disconnects the generator output, the caution lamp switch
closes, and thereby completes the lamp circuit.
• SUMMARY
• • The power selector switch may be used to select battery power or external power, but
not both at the same time.
• • During the engine starting sequence, the voltage regulator is disabled so that the gen-
erator function of the starter−generator cannot act.

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Electrical System

• • At the end of a successful starting sequence, as soon as the starter is deenergized, the
voltage regulator automatically functions to bring the output of the generator up to 28
volts.
• • The generator switch does not disable the generator function; it merely uses the RCR
as a switching device to attach or disconnect the generator output from the dc bus.
• • The overvoltage relay works in series with the generator switch and receives the signal
from the voltage regulator.

11.1 Basic Electrical Components

The basic electrical components are:
1. External Power Receptacle
2. Battery/External Power Switch
3. Voltage Regulator
4. Over Voltage Relay
5. Reverse Current Relay (RCR)
6. Start Relay
7. Starter−Generator
8. Nickle Cadmium Battery

11.1.1. External Power Receptacle

The external power receptacle is constructed of insulator material with three pins molded in
place. The receptacle provides for utilization of external power for engine starting or mainte-
nance purposes. The small pin is not used.
11.1.2. Battery/External Power Switch
The battery/external power switch is a three position switch located on the instrument panel
lower left. It is wired in such a manner that you cannot connect the battery and external power
to the bus at the same time. A battery, Serial Numbers 724 and subs, and an external power
relay are located in the battery compartment area and under the seat structure (Figure 13−4).
The main power switch provides ground for the battery relay when the battery is selected and
provides ground for the external power relay when it is selected. The wiring from the external
power relay to the switch includes a diode to prevent relay energizing when the external power
is of incorrect polarity. Select switch center position is OFF.
11.1.3. Voltage Regulator
The voltage regulator is a small solid−state unit and incorporates a circuit to control the over-
voltage relay. It is mounted in the battery compartment. Regulation of voltage is adjustable
between approximately 26 and 30 volts.

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CSP−369FF MTM−1
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Electrical System

MINILOK MODULE
TERMINAL BLOCK
(TB7)

UTILITY RECEPTACLE
(103)
PILOT’S COMPARTMENT
FLOOR

ARMAMENT RECEPTACLE (J200)

POWER DISTRIBUTION CENTER (NOTE 3)

BATTERY
GENERATOR CONTROL UNIT (NOTE 3)
VOLTAGE REGULATOR (NOTE 1)
BATTERY RELAY (NOTES 1)
TB1, TB5 BATTERY COMPARTMENT VENT
LOCATED ON SIDE OF
TB3, TB10 BATTERY COMPARTMENT
RESISTOR BOARD
(TB8) (R1, R2)
(NOTE 1)

(−) NEGATIVE
TERMINAL PIN
TYP (2 PLCS)

POLARITY PIN RESISTORS

(NOT USED) (TYP)

(+) POSITIVE J100 APU RECEPTACLE

TERMINAL PIN

EXTERNAL RECEPTACLE (J100)

(NOTE 2)

(−) NEGATIVE
TERMINAL PIN

K309 APU RELAY

EXTERNAL RECEPTACLE (J100)

NOTES: (NOTE 1)
1. EFFECTIVITY: 369D; 724 & SUBS, 369E; 001 − 383, 369FF; 001 − 075.
2. EFFECTIVITY: 369D; 003 − 723.
3. EFFECTIVE: 369E; 384 & SUBS, 369FF; 076 & SUBS. TG96−0000

Figure 11−13. Model 369FF Electrical Component Location (Sheet 1 of 3)

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K300 REVERSE
CURRENT RELAY K312 AFT LINE
(NOTE 6, 7) CONTACTOR
CR2 (NOTE 8)
(NOTE 6)

CB301
CR1
(NOTE 6) K312 CB301 15
J510P
CB302
CB302 1

DS201 STROBE
LIGHT

J303 (NOTE 6, 7) DS401

E12 J1301 (NOTE 8) POSITION
LIGHT

K301 START RELAY

DS400
NOTAR POSITION
ENGINE COMPARTMENT RELAYS LIGHT

UTILITY LIGHT E18

E14 J208
E15 P209

OUTSIDE AIR TEMP

INDICATOR
E20
COMPASS INSTALLATION TC300

P105
E6 E12
(NOTE 6)

E5 P106
(NOTE 6)
P107
TB1 E9
J103
J251 NOTES:
RUNNING TIME 1. TB104 AND TB105 ARE MOUNTED UNDER FAIRING.
METER J113 2. TB101 (NOT SHOWN) LOCATED ON BOTTOM OF
J130 PANEL ASSEMBLY.
LANDING 3. 369D; 724 & SUBS.
LIGHT 4. 369D; 003 − 723 ONLY.
5. 369D; 1150, 1185 & SUBS ONLY.
LANDING LIGHT 6. 369E; 001 − 188.
RELAY E8 7. 369E; 189 − 383
STROBE LIGHT
POWER SUPPLY 8. 369E; 384 & SUBS, 369FF; 076 & SUBS.
FILTER ASSEMBLY 9. 369E; 385 − 390 ONLY.
FL10 BATTERY TG96−0005−3

Figure 11−13. Model 369FF Electrical Component Location (Sheet 2 of 3)

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TAIL POSITION
LIGHT

ANTI−COLLISION
LIGHT (STROBE)
ENGINE OUT
E19 AUDIBLE WARNING
(NOTE 6) HORN (NOTE 7)

E502
(NOTE 8)

E16
(NOTE 6) E7
E25
(NOTE 8)

ENGINE OUT
AUDIBLE
TB7 WARNING HORN
(NOTE 6)

J112

J100 APU
RECEPTACLE
J109
APU RELAY E4 J10 E1
K309
369E; 003 − 383 TB5
369FF; 001 − 075
369E; 384 & SUBS
J9 369FF; 076 & SUBS

TB1 TB5

E1 EPO
E1 TB200
GCU
J1201
P9 TB201

P110

J1202

BATTERY RELAY
K310
369E/369FF BATTERY
COMPARTMENT

TG96−0005−4

Figure 11−13. Model 369FF Electrical Component Location (Sheet 3 of 3)

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S/N 0003 − 383

Figure 11−14. Battery Compartment Area

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11.1.4. Overvoltage Relay

The overvoltage relay (K103) is a small unit weighing approximately 7/10 ounce. This relay is
controlled by a circuit in the voltage regulator. The relay contains two sets of contact points.
11.1.5. Reverse Current Relay (RCR)
In order to protect the generator from battery voltage, and to prevent the battery from dis-
charging through the generator, it is necessary to provide a means for disconnecting the gener-
ator automatically whenever the generator voltage is lower than that of the battery (Ref.
Figure 11−15). When the generator voltage reaches a value slightly above that of the battery,
the voltage coil magnetizes its soft iron core sufficiently to overcome the spring tension that
tends to hold the main contacts open.
If the generator output decreases to such an extent that the generator voltage is below the bat-
tery voltage, current will begin to flow from the battery to the generator. This current will be
flowing in a direction opposite to the normal flow, thus reversing the polarity in the reverse cur-
rent coil and causing the contacts to open, which disconnects the generator from the bus.

J303 (MODEL 369D SERIAL NO. 1150

AND SUBSEQUENT AND MODEL 369E
SERIAL NOS. 0001 − 383)

(MODEL 369D SERIAL NO. 724−1149)

Figure 11−15. Reverse Current Relay (RCR)

11.1.6. Start Relay
The start relay, mounted aft of the RCR on the oleo support fitting on the left side of the engine
compartment, is a single−pole, single−throw, normally open relay with enclosed contacts. The
relay connects battery or external power to the starter when the START switch on the pilot’s
collective pitch stick is pressed.

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ENGINE OUT AUDIBLE

WARNING HORN
(SEE NOTE)

ENGINE OIL
TEMPERATURE
ALTIMETER INDICATOR

AIRSPEED
INDICATOR ENGINE OIL
PRESSURE
INDICATOR

VNE ALT
PLACARDS FUEL
QUANTITY
INDICATOR

AMMETER

CLOCK
DUAL TACHOMETER

TORQUE
INDICATOR

TURBINE OUTLET
TEMPERATURE FUEL PULL

(TOT) INDICATOR
VALVE FOR
AIR

ÇÇ
FRESH AIR
FUEL SHUTOFF VENT

ÇÇ
VALVE N1
KEY TACHOMETER
SWITCH EDGE LIGHTED SWITCH
RE−IGN TEST SWITCH PANEL: PRE AND LATE
GENERIC
N2 OVERSPEED CB
BLEED SOL CB

EDGE LIGHTED CIRCUIT

BREAKER PANEL
EARLY GENERIC

N2 OVERSPEED TEST (DEACTIVATED)

NOTE:
ON LATER MODEL 369FF HELICOPTERS
ENGINE OUT AUDIBLE WARNING HORN
RELOCATED ADJACENT TO PILOT’S
UTILITY LIGHT ON MAP CASE PANEL
F04−010−1

Figure 11−16. Component Locations − Model 369FF Instrument Panel (LH Command)
(Sheet 1 of 3)

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TORQUE
INDICATOR
ENGINE OIL AIRSPEED
TEMPERATURE INDICATOR ALTIMETER
INDICATOR

ENGINE OIL
PRESSURE
INDICATOR VNE
PLACARDS
FUEL
QUANTITY ALT
INDICATOR

AMMETER

CLOCK

FUEL SHUTOFF
VALVE

FUEL PULL
DUAL TACHOMETER

Ç
VALVE FOR
AIR

FRESH AIR

Ç
VENT

KEY
SWITCH
TURBINE OUTLET
TEMPERATURE
(TOT) INDICATOR EDGE LIGHTED SWITCH
PANEL

N1 TACHOMETER EDGE LIGHTED CIRCUIT

BREAKER PANEL

NOTE:
INSTRUMENT LOCATION SHOWN IS TYPICAL.
INSTRUMENT LOCATION MAY VARY BASED ON INSTALLED OPTIONS. F04−010−2

Figure 11−16. Component Locations − Model 369FF Instrument Panel (RH Command)
(Sheet 2 of 3)

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EPO WARNING HORN

WARNING LIGHT HOOD

TB502 (HIDDEN)

DIMMER CONTROL UNIT

ENGINE POWER OUT

WARNING UNIT

ICS
GROUND MODULE E33

GROUND MODULE E31

EDGE LIGHTING
INVERTER POWER
SUPPLY

TB503

TB505

UPPER SUPPORT CIGARETTE LIGHTER

STRUCTURE RESISTORS R9 AND R11

LOWER SUPPORT
STRUCTURE

TG95−0026

Figure 11−16. Component Locations − Model 369FF Instrument Panel (Sheet 3 of 3)

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TB10

Figure 11−17. Relay Barcket

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EARLY GENERIC

FUEL PULL
VALVE FOR
AIR

Ç
FUEL SHUTOFF FRESH AIR
VALVE VENT

KEY
SWITCH
Ç EDGE LIGHTED SWITCH
PANEL: PRE AND LATE GENERIC

EDGE LIGHTED CIRCUIT

BREAKER PANEL

TGF95−0041

Figure 11−18. Switches and Circuit Breakers − Model 369FF Instrument Panel

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11.1.7. Starter−generator
The starter−generator is a combined, self−cooled unit used to start the engine and provide pri-
mary dc power to the electrical system (Ref. Figure 11−19). It is mounted on the engine accesso-
ry case, clamped to the mounting flange and is held in alignment by a series of slots between the
mounting flange and the starter−generator. The generator portion has a rating of 30 volts, 150
amperes, over a range of 7200 to 13,000 RPM. A shear point is incorporated in the generator
drive shaft to protect the engine drive from excessive torque loads. A radio frequency interfer-
ence filter is located in the terminal block.

11.2 Nickel Cadmium Battery

There are significant differences between lead acid batteries and nickel cadmium batteries. Un-
less these differences are recognized, improper servicing techniques could result (Ref.
Figure 11−20). The electrolyte in a nickel cadmium battery is a solution of potassium hydroxide
(KOH), which does not chemically react with the plate as the electrolyte does in a lead acid type
of battery. Therefore, the plates do not deteriorate, nor does the specific gravity of the electrolyte
appreciably change. However, the slightest acid contamination will deteriorate the nickel cad-
mium battery. The plates of the nickel cadmium battery are porous, absorbing the electrolyte
while discharging and expelling it while charging.
• CHARGING REACTION
The active material of the negative plates in a nickel cadmium battery is cadmium oxide.
The positive plates are nickel oxide. A solution of distilled water and potassium hydroxide
(KOH) with a specific gravity of 1.24 to 1.30 is used as the electrolyte. The electrolyte is used
only as a conductor and, therefore, the state of the battery charge cannot readily be deter-
mined by reading the specific gravity. During charging, the positive plates are brought to a
higher state of oxidation by the charging current until both materials are completely con-
verted, that is, all the oxygen is driven out of the cadmium oxide plates and only cadmium
remains. The nickel oxide plates pick up the oxygen to form nickel dioxide. Toward the end
of the charging process and during overcharging, the electrolyte will gas. Gassing is the re-
sult of electrolysis taking place in the electrolyte. The point of gassing is dependent upon
the temperature and the charging voltage. A slight amount of gassing is necessary to com-
pletely charge the battery. The battery, therefore, will lose a certain amount of water.
• DISCHARGING REACTION
During discharge, the reverse chemical action takes place. The negative plates gradually
gain back the oxygen as the positive plates lose oxygen. Because of this interchange of oxy-
gen, there is no gassing on normal discharge. In this way, the chemical energy of the plates
is converted into electrical energy, and the electrolyte is absorbed by the plate; therefore,
the electrolyte level cannot be determined on a discharged battery.
• RESTORING CAPACITY
One characteristic of a nickel cadmium battery is that after several hundred charge/dis-
charge cycles, the battery may not deliver its rated capacity. The battery exhibits a loss of
capacity. This loss may be as much as 35 percent of the rated capacity. Personnel accus-
tomed to working with lead acid batteries could interpret the loss of capacity as a natural
aging of the battery. The loss of capacity is normal and must be corrected periodically. How-
ever, the ability of a nickel cadmium battery to deliver full rated capacity can be restored by
proper maintenance. The loss of capacity is usually due to cell imbalance, and the cells can
be rebalanced and full capacity of the battery restored by constant current charging. The
battery has a fast recharge capability and can be recharged from dead to full capacity in 1
hour.

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REVERSE CURRENT
RELAY
ENGINE
ACCESSORY
GEARCASE NOTE 5

ENGINE HARNESS
GASKET DISCONNECT
MOUNTING FLANGE OLEO SUPPORT
FITTING
MOUNTING CLAMP

TERMINAL BLOCK
START RELAY
GROUND CONNECTION

FIREWALL
STA 124

FAN COVER DAMPER AND

DRIVE SHAFT
STARTER−GENERATOR BRUSH ACCESS COVER
G300 (NOTE 4) END BELL

DRY−SPLINED
DRIVE SHAFT
(NOTE 2)
TERMINAL BLOCK WIRE
LOOKING FORWARD P107B10
(ROTATED) DAMPENER DAMPENER
CLUTCH BACK PLATE

VIBRATION
WET−SPLINED DAMPENER
DRIVE SHAFT (NOTES 1, 3)
(NOTE 6) O−RING
NOTES:
1. DAMPENER CLUTCH MUST EXERT SPRING PRESSURE
AGAINST BACK PLATE WITHOUT GAP BETWEEN
CLUTCH AND PLATE. MINIMUM CLUTCH SPRING ARMATURE
THICKNESS 0.015 IN. (0.381 MM); MINIMUM BRONZE FRICTION COMPENSATING
FACING THICKNESS IS 0.010 IN. (0.254 MM) ON PLATE.
2. AT INSTALLATION, SPLINES ARE TO BE LUBRICATED WITH INTERPOLE
SERIES SHUNT
GREASE (CM111)).
3. LSI MODEL 23032−20 ONLY.
4. LSI MODEL 23032−20 DRY SPLINE SHOWN ON THIS
ILLUSTRATION; PREVIOUSLY INSTALLED BENDIX
30B69−15−A AND AIRCRAFT PARTS GENERATION RADIO NOISE
STARTER−GENERATORS CURRENTLY USED ARE SIMILAR. (RFI) FILTER
5. WIRING SHOWN IS FOR 369D HELICOPTERS S/N 003−373.
REF. SEC. 96−00−00 FOR LOCATION OF ENGINE COMPARTMENT
RELAYS AND REWIRING ON 369D HELICOPTERS SUBSEQUENT C+ B+ A+ D E−
TO S/N 723.
6. WET SPLINE STARTER−GENERATOR IS INSTALLED ON 369D SCHEMATIC DIAGRAM
HELICOPTERS S/N 994 AND SUBS.. G96−1003

Figure 11−19. Starter−Generator Mounting

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HI−LIMIT COVER NOTE 1

SWITCH CELL HOLD−
FIBERGLASS DOWN BAR
SLEEVING

FILLER CAP
VENT PLUG
LOW−LIMIT TERMINAL SCREW
SWITCH (NOTE 2)
BAFFLE
TERMINAL WASHER

TEMPERATURE BUS BAR

HIGH TEMPERATURE SWITCHES−INSTALLATION
SWITCH RED PAINT (TYP)
MARK FILLER
TERMINAL VENT

CELL
(NOTE 3)

NOTE 4
VENTILATION GAP
(BOTH SIDES)

NYLON SEPARATOR

TYPICAL BUS CONNECTION

TO RECEPTACLE
CASE

RECEPTACLE BUS STRIP GUSSET

NOTE 6 (NOTE 5) (OPTIONAL)

CONNECTOR SEPARATOR
(VINYL PLASTIC−COVERED
CORROSION RESISTANT
STEEL SHEET)

J108 RECEPTACLE
(NOTE 5)
NOTES:
1. SCREW, WASHER AND NUT USED FOR SHIPMENT, HANDLING
AND STORAGE.
2. SCREW TORQUE: 15 − 18 INCH−POUNDS (1.69 − 2.03 NM).
3. CAUTION: COMPLETE SET OF SAME MANUFACTURER’S CELLS
MUST BE USED. MIXING OF DIFFERENT MANUFACTURER’S
CELLS IS NOT ALLOWABLE. (REFER TO MANUFACTURER’S
INSTRUCTIONS, SEC. 01−00−00).
4. CELLS ARE SHOWN NUMBERED FOR REFERENCE ONLY.
5. CONNECTOR BUS STRIPS AND BACK OF CONNECTOR COVERED
TO WITHIN 0.62 INCH (15.748 MM) OF CELL TERMINALS WITH
0.060 INCH (1.524 MM) THICK COATING OF SEALANT.
6. COVERED WITH SEALANT.
TG96−0006

Figure 11−20. Nickel Cadmium Battery

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• BATTERY FREEZING
Lead acid batteries exposed to cold temperatures are subject to plate damage due to freez-
ing of the electrolyte.
A nickel cadmium battery is not as susceptible to damage due to freezing, because no appre-
ciable chemical change takes place between the charged and discharged state. However, the
electrolyte will freeze at approximately −75°F.
• SERVICING
Nickel cadmium batteries should be serviced regularly at intervals determined by exper-
ience. One of the criteria used in establishing a service period should be the time required
for the battery to use 20 cubic centimeters of water per cell. Since water consumption will
vary with ambient temperature and operating methods, experience is the only way of estab-
lishing a practical service period. A test, conducted with four batteries, shows this to be
close to a 4 month period.
As stated earlier, the nickel cadmium battery plates absorb electrolyte when discharging
and expel it when charging. Therefore, distilled or demineralized water should be added
only when the battery is fully charged. If too much water is added to a discharged battery,
excess water may be forced out of the battery when it is recharged.
When gassing occurs toward the end of the charge and during overcharge, electrolysis takes
place and reduces only the water content of the electrolyte. The potassium hydroxide tends
to remain in the plates, but a minute amount will be carried out with the vapor. The amount
expelled is not sufficient to appreciably alter the specific gravity of the electrolyte.
Potassium hydroxide has a high affinity for carbon. Any amount that is expelled readily
reacts with carbon dioxide in the air to form potassium carbonate, a white crystal that is
noncorrosive, nontoxic, and nonirritating. The potassium carbonate may be wiped away
with a clean damp cloth. A brush may be used to loosen the residue, but a wire brush or
solvent should not be used.
The battery will normally be charged if the helicopter has recently terminated a flight and
the battery was not used to operate electrical equipment. If there is any doubt as to the state
of charge of the battery, it may be charged in accordance with the CSP−HMI−2.

Never add water to nickel cadmium battery until after it is fully charged and
CAUTION has been allowed to rest (stand) for a period of 1 to 2 hours. When adding water,
do not squirt it in, but allow it to slowly run into the cells. This method will
provide greater control during filling. Overfilling can cause the battery to explode.

• MAINTENANCE TIPS
Add water to the battery only when it is charged. A discharged battery will appear dry and
little water will spill out even if the battery is turned on its side. Electrolyte is absorbed into
the plates when the battery is being discharged and expelled when it is being charged. Ad-
justing the electrolyte to the desired level of 1/16 to 1/8 inch above the bottom of the filler
well when the battery is discharged may result in the electrolyte overflowing when charged.
Add only clean distilled water to the battery. Do not allow the battery to dry out. There is no
need to replenish the potassium hydroxide (KOH).
Keep lead acid battery service equipment separate from nickel cadmium battery service
equipment.
If it is properly maintained, long life and reliability can be obtained from the nickel cad-
mium battery. It is important to remember that the battery can be reconditioned, using the

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proper charging techniques, and that a battery that may appear to be beyond repair can be
rejuvenated at a fraction of the cost of a new battery. An understanding by maintenance
personnel as to how a nickel cadmium battery operates, the differences between a nickel
cadmium battery and a lead acid battery, and the differences in service techniques will aid
in obtaining maximum life with trouble free operation.

Servicing equipment used for lead acid batteries is not to be used for servicing
CAUTION nickel cadmium batteries, as acid is detrimental to the proper functioning of
nickel cadmium battery.

• CHECKING NICKEL CADMIUM BATTERIES

The state of charge of a nickel cadmium battery cannot be determined by measuring the
specific gravity of the electrolyte with a hydrometer. To determine the state of charge, the
battery should be placed on a constant voltage type of charger. The battery will accept cur-
rent at a high rate if a charge is needed, and will not accept current if the battery is fully
charged.
Fluid level of the battery may be adjusted by adding distilled water after the battery has
been removed from charge and allowed to stand for at least 2 hours. The fluid level varies
with the state of charge and fluid should never be added while the battery is installed in the
aircraft.
NOTE: See the manufacturers handbook for detailed battery handling and servicing and for
detailed battery maintenance.

11.3 Generic WIre Harness

Beginning with aircraft serial number 076FF the electrical system incorporated a generic elec-
trical wire harness that is common with other current production MD500 series aircraft and
includes wiring for common optional equipment kits and future growth.

Co−location of major power distribution components, increased size and isolation of main feeder
lines, and the use of a single generator control unit (GCU) increases the reliability and perfor-
mance of the helicopter’s electrical system.

The early (‘‘early generic") version of the generic system utilized an air/ground switch to disable
the ENGINE OUT/low rotor audio warning while on the ground and a three position RE−IGN
test switch that, in addition to testing the reignition system, also tested the ENGINE OUT/low
rotor audio warning. This ‘‘early generic" version was delivered on aircraft serial numbers 076E
through 091F.On aircraft serial numbers 092F and subsequent, a modified (‘‘late generic") ver-
sion of the system eliminated the air/ground switch, incorporated the ENGINE OUT/low rotor
audio warning disable into the generator switch, and changed the RE−IGN test switch back to a
two−position, momentary−type switch. In operating the reignition system and checking the
ENGINE OUT/low rotor audio warning the ‘‘late generic" system functions almost identical to
the ‘‘pre−generic" system.

Operators should note that aircraft originally delivered with the ‘‘early generic" version of the
system may have been modified in the field to the ‘‘late generic" version. Look at the RE−IGN
test switch and it’s labelling to determine which version of the system is installed in your partic-
ular helicopter. ‘‘Pre−generic" and ‘‘late generic" utilize a two−position, momentary−type
switch, labelled OFF at the bottom and TEST at the top. ‘‘Early generic" systems utilize a three−
position switch labelled OFF at the bottom, FLT in the middle, and TEST GND at the top.

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11.3.1. Generator Control Unit

On 369FF helicopters S/N 076F & subs, a generator control unit (GCU) replaces VR1, K300 and
K103 providing for regulation, reverse current, overcurrent and overvoltage protection (Ref.
Figure 11−21).
The GCU regulates, at engine speeds of idle rpm and greater, monitors and maintains correct
generator output voltage by varying generator field current. An overvoltage sensed by the GCU
trips the GEN switch removing power to the GCU and removing generator output voltage from
the main dc power bus. The GCU reverse current circuitry prevents discharging of battery
through generator circuits when generator output voltage is less than battery voltage. If gener-
ator output voltage is absent or excessively low, the reverse current circuit senses same trip-
ping the GEN switch removing power to GCU and provides internal ground to illuminate GEN
OUT lamp on the instrument panel.

E5

GENERATOR CONTROL UNIT

AS301 SHUNT
TERMIAL 1

RELAYS FOR GCU ADJUSTMENT

CURRENT LIMIT SWITCH

VOLTAGE ADJUST (NOTE)

4
3
21

CONNECTOR

GENERATOR CONTROL UNIT

GENERATOR CONTROL UNIT 369D24284−3
(369D24284−BSC) 369E 509 − 537
369E 384 − 508 369D24284−5
369E 538 AND SUBS TG96−1001

Figure 11−21. Generator Control Unit

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11.4 Indicator Lights Dimmer

The dimmer assembly is a solid state device associated with warning and caution indicator
lights. The unit contains 28 vdc and ground test circuits, with isolation diodes, which are used in
the PRESS−TO−TEST circuit for indicator lights. The unit also contains a transistorized
switching regulator to regulate voltage for instrument light dimming. A holding relay and zener
diode circuit is provided for dimming amber caution lights. Both dimming circuits are controlled
by a potentiometer mounted on the instrument panel.

11.5 Starting And Generating System Troubleshooting

Troubleshooting for the starting and generating system is outlined in Table 12−1.

Table 12−1 Troubleshooting Electrical System

Symptom Probable Trouble Corrective Action

Battery fails to energize electrical Defective BATTERY−OFF−EXT Replace switch.

circuits PWR switch

Defective battery relay Replace battery relay.

Battery discharged Install serviceable battery.

K200 Battery Hi Temp relay Replace Battery Hi Temp relay.

Discharged battery Charging rate incorrectly set Adjust voltage regulator or *GCU.

Battery idle to long Install serviceable battery.

Excessive corrosion on battery Exposure to water or corrosive Clean terminals; coat with
terminals fluids non−corrosive grease.

Battery overheats and/or Charging rate to high Adjust voltage regulator or *GCU.
discharges smoke
Loose battery terminal links, straps Repair battery as necessary.
or screws

Damaged or defective battery Repair or replace battery.

Starter−generator fails to function Circuit breaker out Reset circuit breaker.

when START switch pressed
Start relay defective Replace start relay.

Battery relay defective Replace battery relay.

APU relay defective Replace APU relay.

Discharged battery Install serviceable battery.

APU, reverse polarity, diode open Replace diode.

Starter−generator defective Replace starter−generator.

START switch or wiring defective Replace switch, or repair defective

wiring.

*Defective fwd line contactor *Replace fwd line contactor.

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NOTE: *369FF

Table 12−1 Troubleshooting Electrical System

Symptom Probable Trouble Corrective Action

Starter−generator fails to supply Circuit breaker out Reset circuit breaker.

charging current with engine
operating Reverse current relay defective or Replace reverse current relay or
*GCU *GCU.

Excessive discharge rate Check for cause of excessive

discharge rate.

Charging rate to high Adjust voltage regulator or *GCU.

Starter−generator defective (Check Replace sheared drive shaft (Refer

for sheared armature drive shaft to manufacturer’s publication − Ref.
through air inlet screen) Sec. 01−00, Table 201)

Voltage regulator or *GCU Replace voltage regulator or *GCU.

defective

Voltage regulator or *GCU Adjust voltage regulator or *GCU.

incorrectly adjusted

Overvoltage relay defective or Replace overvoltage relay or *GCU.

*GCU

GEN−OFF switch defective Replace switch.

Defective wiring Repair or replace defective wiring.

*Defective aft/fwd line contactor *Replace aft/fwd line contactor.

Ammeter indication off−scale below Defective reverse current relay or Replace reverse current relay or
zero; engine not operating and *GCU *GCU.
GEN−OFF switch is on

GEN−OUT indicator light on; Weak generator field Replace starter−generator.

voltage lower than normal when
engine is operating Defective voltage regulator or Replace voltage regulator or *GCU.
*GCU

Defective starter−generator Replace or repair starter−generator.

Incorrectly adjusted voltage Adjust voltage regulator or *GCU.

regulator or *GCU

NOTE: * 369FF: 076 & subs

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Table 12−1 Troubleshooting Electrical System

Symptom Probable Trouble Corrective Action

Fluctuating current indication on Unstable voltage regulator or *GCU Replace voltage regulator or *GCU.
ammeter
Brushes excessively worn Replace starter−generator brushes.

Defective starter−generator Replace or repair starter−generator.

Loose ammeter circuit wiring or Check ammeter circuit connections

defective resistor R500 if installed and resistor R500 if installed. Repair
(R500 used with early model or replace as necessary.
instrument clusters − 369D S/N
003−723 only)

Excessively high or low current Incorrectly adjusted voltage Adjust voltage regulator or *GCU.
indication on ammeter, engine regulator or *GCU
operating; GEN−OUT indicator light
not on Defective voltage regulator or Replace voltage regulator or *GCU.
*GCU

Defective starter−generator Replace or repair starter−generator.

Defective ammeter Replace ammeter indicator or

instrument cluster (if installed in
three−pack).

Incorrect connection of ammeter Check shunt wire connection and

shunt wire or defective resistor resistor R500 if present. Repair or
R500 if installed (R500 used with replace as necessary.
early model instrument clusters −
369D S/N 003−723 only)

Adjustment of voltage regulator has Defective voltage regulator or Replace voltage regulator or *GCU.
no effect on voltage indication *GCU

NOTE: * 369FF: 076 & subs

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SECTION TWELVE
Environmental Control Systems
CSP−369FF MTM−1
Maintenance Training Manual
Environmental Control Systems

OIL FLEX LINE

HOSE

DUCT

DUCT ASSEMBLY
MUFFLER
HEATER
CONTROL COLD AIR MANIFOLD
CONVENIENCE PANEL
HEATING VALVE

VANE
SHAFT
HOUSING
PULLEY
DRIVEN

DIFFUSER

DRIVE
PULLY
BELT

BALL VALVE
CONTROL LEVER
BLEED AIR
FITTING

ELBOW

HEATING VALVE ASSEMBLY

Figure 12−1. Heating and Defogging System

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Environmental Control Systems

12.0 Heating And Defogging System

NOTE: Refer to HMI Chaptrers 21−00−00 and 21−40−00
The heating and defogging system provides heated air for pilot and passenger comfort in colder
areas of operation and will provide fresh air for windshield defogging in humid areas of opera-
tion. This is accomplished by one simple system requiring no combustion, electrical switches,
sensing devices, or elaborate regulating units.
The heating system mixes cold air supplied by the oil cooler blower and hot air extracted from
the engine compressor scroll. Cabin air temperature is mechanically controlled with a handle in
the crew compartment that positions a cable operated mixing valve. The system distributes
temperature controlled air via a muffler and ducts to strategically located cabin outlets.
The heat control valve is mounted on the forward left side of the firewall bulkhead. The valve
consists of a housing that contains air control ports for mixing hot and cold air. A 90° inlet elbow
attaches the valve to the compressor bleed air tube through the firewall bulkhead. The valve
housing inlet contains a stainless steel bleed air flow control ball valve that is rotated by an at-
tached drive pulley. A nozzle on the inlet body injects hot air downstream of cold air. A fitting
supports the cold air control vane and drive pulley that is rotated by a drive belt. Hot air is mixed
with cold air at a variable ratio. Because engine bleed air temperature is approximately 500°F
(260°C), cold air is never completely shut off while the system is in use.
The duct system and the direct air flow muffler are forward of the firewall and enclosed behind
the heating system access cover. Air is Ducted overhead from the muffler into the cargo/pas-
senger and crew compartments. Six fan−shaped diffusers distribute air throughout the cabin.
The muffler consists of a laminated fiberglass housing, perforated aluminum core, and a one
inch layer of fiberglass wool around the core.
Air outlets are also provided for the cargo/passenger compartment through an overhead duct
diffuser valve mounted in the passenger convenience panel. Diffuser valve airflow can be ad-
justed as required.
• The −519 heating system adds ducting to provide two floor−heated air outlets.
• The −521 heating system provides ducting for one floor−heated air outlet.
The control handle, control cable and conduit assembly are incorporated in the left side of the
duct attached to the overhead canopy structure. Moving the control handle forward opens the
heat control valve. Control handle travel is approximately 2−3/4 inches (6.985 cm) from open to
closed. Cable routing is along the left side of the main rotor mast support structure and down to
the firewall mounted control valve.

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Environmental Control Systems

VANE SCREW

SPACER

SPRING
SHAFT

HOUSING

WASHER

PIN

BOLT
DRIVEN PULLEY

WASHER WASHER
DRIVE PULLEY

BELT

BLEED AIR
FITTING
SHIM (AR)
ROTATED SCREW
(NOTE)
PIN

RETAINER BALL
LEVER
WASHER
O−RING

WASHER COUPLING

NUT SHAFT
WASHER

NOTE:
ELBOW USED ON AIRCRAFT WITH
PARTICLE SEPARATOR.
TG21−4003

Figure 12−2. Heater Control Valve

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Environmental Control Systems

• HEATER CONTROL VALVE. The heater control valve assembly houses two valves; one to
control the amount of engine bleed air (heated), and another to control passage of blower
ambient air.
The inlet for engine air is controlled by rotating a ball valve. As the ball is rotated by cockpit
control movement, the passage through the ball aligns with the valve ports, thus allowing
passage of heated air. The inlet from the blower scroll is controlled by a butterfly valve
which has a drive drum interconnected to the ball valve by means of a rubber belt.
When the ball valve is closed, the butterfly valve is closed, and consequently no heated or
blower air passes through the heater control valve. As the cockpit control is moved aft, the
control valve lever is moved, rotating the ball valve and opening the butterfly valve. The
first one inch of travel of the cockpit control rotates the ball valve, but not far enough to align
the openings. However, the butterfly valve immediately opens allowing passage of blower
air to pass to the outlets for defogging. Further movement of the control will now open the
ball valve proportionally for heater operation.
The rubber belt has teeth along the inner diameter which engage in notches on both drive
drums. The belt drums are of two different diameters, the one for the butterfly valve being
the smaller. This is for a definite reason. If at any time, through the valve operational range,
only heated air was allowed through the ducts without some dilution, the temperature
could create softening of the canopy plexiglass. To prevent this from occurring, the butterfly
valve, when the heated air ball valve is full open, is 3/4 closed, providing the necessary dilu-
tion but allowing maximum heat to be discharged on to the plexiglass.
• HEATER CONTROL CABLE. The control handle and wire cable and conduit assembly is
incorporated in the left side of a duct attached to the overhead canopy structure. Movement
of the cable actuating control handle to the forward limit opens the heat control valve com-
pletely (Ref. Figure 12−3). Complete travel of the control handle is approximately 2− 3/4
inches, from open to closed positions. Cable routing is along the left side of the main rotor
mast support structure and then downward to the control valve on the firewall.

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Environmental Control Systems

STRAP
(TYP)
GROMMET

CABLE

AFT AIR DUCTS

FWD AIR DUCTS

AIR DIFFUSERS

AIR DIFFUSERS

MUFFLER

BOLT
COLD AIR
CONNECTOR HOSE
INDEX FOR COLD AIR
VANE ALIGNMENT IN CLAMP CABLE ASSEMBLY
OPEN POSITION

WASHER
NUT
CLAMP

GASKET SPACER

NUT
CONTROL VALVE
ASSEMBLY
WASHER ROTATED
BOLT NOTE
1/8 IN. (3.175MM) DRILL
JAM NUT
RIGGING PIN HOLES
(OPEN POSITION) COTTER
NOTE: PIN
INSTALLED ON AIRCRAFT WITH GASKET
AIR PARTICLE SEPARATOR. NUT
CLEVIS
NUT PIN BLEED AIR
BLEED AIR LINE FITTING
BOLT WASHER
ELBOW
TG21−4001

Figure 12−3. Heater Control Cable

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Environmental Control Systems

12.1 Ventilating System

The main source of fresh air to the helicopter interior is a cable−actuated vent control valve lo-
cated at approximately the center of the canopy, forward of the instrument panel (Ref.
Figure 12−4).
The vent control valve will allow ram air to enter an inlet, discharging through a diffuser, which
directs the air for circulation throughout the pilot and passenger/cargo compartments.
Each pilot and passenger/cargo compartment door window contains an adjustable plastic venti-
lator which can be opened, closed, and positioned by rotation of the vent output to supplement
fresh air intake, or positioned for exhaust as desired.
• VENTILATING SYSTEM VALVE. The vent control valve provides a control for the amount
of ram air allowed to enter the pilot and passenger/cargo compartment. The valve 4−inch
inlet is located at approximately forward center of the canopy and is molded into the canopy
center frame. The vent valve housing is made of polycarbonate plastic and incorporates a
valve vane to control airflow. The valve door (vane) is actuated by a wire cable and conduit
assembly.
• VENTILATING VALVE CONTROL. The control knob is located on the instrument panel.
The knob is labeled PULL FOR AIR. The control mechanism is a friction catch type mecha-
nism which will lock in any position when the knob plunger is released.

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Environmental Control Systems

DOOR WINDOW
SNAP VENT

MOVEABLE
DIFFUSER
CONTROL KNOB
INSTRUMENT PANEL

VENT VALVE
CONTROL CABLE AIR DUCT

CABIN VENT VALVE

CANOPY PANEL

OUTSIDE (RAM) AIR

VANE
INSIDE (EXHAUST) AIR SEAL

Figure 12−4. Ventilating System

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369FF Maintenance Training Course

SECTION THIRTEEN
Airframe Instruments
 CSP−369FF MTM−1
Maintenance Training Manual
Airframe Instruments

13.0 General
NOTE: Refer to HMI Chapter 95−00−00
The instrument panel contains all standard flight, navigation, and engine instruments with the
exception of the outside air temperature indicator and the magnetic compass. Provisions are
incorporated in the panel face for installation of UHF/VHF communication equipment, naviga-
tion aid equipment, and miscellaneous optional instruments.

13.1 Engine And Powertrain Instruments

Engine and powertrain instruments include a direct reading engine oil pressure system, engine
torquemeter, turbine outlet temperature (TOT) indicator, gas producer tachometer, power tur-
bine and main rotor tachometer, engine oil temperature, dc ammeter, and fuel quantity indica-
tors.
Warning and caution lights include ENG OUT, XMSN OIL TEMP, XMSN OIL PRESS, BATT
TEMP 160°, BATT TEMP 140°, GEN OUT, ENG CHIPS, M/R XMSN CHIPS, T/R XMSN
CHIPS, FUEL LEVEL LOW, FUEL FILTER, and START PUMP ON lamps.

13.2 Navigation Instruments

NOTE: Refer to HMI Chapter 95−20−00
The magnetic compass is attached to the center canopy frame and is internally illuminated from
the night lighting system (Ref. Figure 13−1).
The magnetic compass indicates the aircraft heading in reference to the earth’s magnetic field.
A nonmagnetic metal bowl, filled with liquid, contains a card that provides the means of reading
compass indication. The card magnet assembly is suspended on a jeweled pivot that allows the
magnets to align themselves freely with the direction of the earth’s magnetic field. The compass
card and a fixed position reference line are visible through a glass window in the front of the
instrument.
HEATING DUCT TRIM

MAGNETIC COMPASS

MAGNETIC COMPASS INSTALLATION

TG95−2013
Figure 13−1. Magnetic Compass Installation

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Airframe Instruments

13.3 Airframe Instruments

Flight instruments provide visual indications for monitoring the helicopter performance.
Standard flight instruments include an airspeed indicator, altimeter, elapsed time clock, and
outside air temperature indicator (Ref. Figure 13−4). Optional flight instruments include an
attitude gyro and vertical speed indicator.
13.3.1. Airspeed Indicator
The airspeed indicator provides an indication of airspeed in knots and miles per hour. The air-
speed indicator is a pressure sensitive unit actuated by the differential pressure between ram
and static air. Ram air enters through the pitot tube and is routed into an aneroid type dia-
phragm. Static air pressure is routed into the instrument and surrounds the diaphragm. The
differential between the pressures on the inside and the outside of the diaphragm will be
sensed and will cause the diaphragm to expand or contract. This movement is transmitted by a
series of gears and levers, to the face of the instrument to regulate the position of the needle,
which then indicates pressure differential in knots or miles per hour.
13.3.2. Altimeter
The altimeter provides a means of measuring the distance from sea level to the aircraft up to a
height of 50,000 feet. The altimeter is a pressure sensitive instrument actuated by changes in
atmospheric pressure. Static air pressure is routed into the instrument and surrounds an eva-
cuated aneroid diaphragm. A change in static air pressure will cause the diaphragm to expand
or contract. This movement will be transmitted by a series of levers and gears to the needles on
the face of the dial.
Since atmospheric pressure (pressure altitude) changes with each different location, the altim-
eter is adjustable to compensate for each location’s altitude. An adjustable barometric scale,
the hands, and the aneroid diaphragm move to align the instrument mechanism with the new
altimeter setting.
13.3.3. Elapsed Time Clock
The clock is a 22−jewel movement, elapsed time, spring driven timepiece that is hand wound.
One winding will operate the clock for approximately eight days. The winding knob, when
pulled and turned, adjusts the hands. A second knob controls the elapsed time. When the hands
are set at 12 o’clock, the first depression of the knob starts the hands, the second depression
stops the hands, and the third depression resets the hands to 12 o’clock.
13.3.4. Digital Clock
The quartz electric clock provides a digital time readout. This clock has a fused +28 V dc power
input terminal tied to the hot side of the battery relay and an unfused +28 V dc input for inter-
nal lighting.

OO:OO

Figure 13−2. Digital Clock

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Airframe Instruments

13.3.5. OAT Indicator

The outside air temperature (OAT) indicator consists of a bimetal element attached through a
stainless steel stem to a dial type temperature gage. The indicator is installed through the left
hand side of the canopy, just above the instrument panel, where it is secured by the sun shield.
The temperature indicator dial has a centigrade scale and a Fahrenheit scale. Movement of the
pointer is obtained by the reaction of the bimetal element to changes in temperature. The ele-
ment is a small helical spring consisting of a wound strip of two dissimilar alloys welded togeth-
er. These alloys, having different coefficients of expansion, cause the spring to coil more tightly
or to uncoil when subjected to changes in temperature.

SUNSHIELD

DISHED WASHER

SEAL OAT INDICATOR INSTALLATION

SPACER
OUTER MOUNTING
RUBBER WASHER

INNER MOUNTING
RUBBER WASHER
SPACER

INDICATOR

TG95−5002
Figure 13−3. OAT Indicator Installation

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Airframe Instruments

ATTITUDE
GYRO
ENGINE OIL ENGINE OIL
CAUTION AND TEMPERATURE TORQUE
WARNING INDICATORS ALTIMETER GAUGE PRESSURE METER
INDICATOR

AIRSPEED
INDICATOR

FUEL
QUANTITY
VNE ALT GAUGE
PLACARDS

TOT GAUGE

DUAL
TACHOMETER

DIRECTIONAL
GYRO AMMETER

INST. VERTICAL SPEED

INDICATOR

Ç . CLOCK
FRESH AIR

Ç
FUEL SHUTOFF VENT
VALVE N1
KEY TACHOMETER
SWITCH EDGE LIGHTED
SWITCH PANEL
(EARLY GENERIC CONFIG)

EDGE LIGHTED
SWITCH PANEL
(LATE GENERIC CONFIG)

NOTE:
INSTRUMENT LOCATION SHOWN IS TYPICAL.
INSTRUMENT LOCATION MAY VARY BASED ON INSTALLED OPTIONS.

F05−011B

Figure 13−4. Instrument Panel

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Airframe Instruments

13.4 Pitot Static System

NOTE: Refer to HMI Chapter 95−10−00
The pitot−static system consists of a pitot tube assembly, a static pressure port installation and
interconnecting tubing and fittings (Ref. Figure 13−5). The pitot tube, in the lower center of the
canopy panel, is connected to the airspeed indicator by a nylon line. The static pressure ports are
located in the forward canopy side structure. The port is connected to a line routed between the
port and the altimeter. The system does not require a drain valve. A static source crossover line
interconnects the altimeter and airspeed indicators.

Do not blow air through pitot static system lines without disconnecting altimeter
CAUTION and airspeed indicator. This may result in distortion or rupture of instrument
diaphragm.

13.4.1. Heated Pitot Tube Option

NOTE: Refer to HMI Chapter 95−10−10
The heating element in the heated pitot tube is used to eliminate ice formation and moisture in
the pitot system. The coil heating element in the heated pitot tube provides a load for the full 28
Vdc load provided by the battery/generating system or an auxiliary power unit (APU). Suffi-
cient heat is generated in the coil element to melt ice in 180 seconds at an ambient temperature
of −25°F (−32°C). The heating coil can withstand an overload of up to 250 watts at −35°C
(−31°F). Continuous operating limits are −25° to +150°F (−32° to +66°C).

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Airframe Instruments

SINGLE STATIC
PRESSURE PORT
(NOTE 2)
DRAIN VALVE

STATIC PRESSURE TUBE

STATION 127.00
DRAIN VALVE
GROMMET

ALTIMETER

COVER PANEL
AIRSPEED
INDICATOR
NYLON CROSSOVER TUBE
(NOTE 1)

INSTRUMENT PANEL
(TYPICAL) STATIC PRESSURE CANOPY FRAME
TUBE

TORQUE GAGE
PRESSURE LINE
DRAIN VALVE

NYLON STRAP

LINE ATTACHMENT
(TYPICAL)

GROMMET
NOTES:
1. MINIMUM BEND RADIUS OF 1.00 IN. (2.54 CM)
INST PANEL LOWER DRAIN HOLE (HEATED PITOT TUBE ASSEMBLY REQUIRED FOR ALL TUBES.
SUPPORT STRUCTURE TUBE HAS TWO DRAINS) 2. TUBE BONDED TO FAIRING WITH ADHESIVE.
TUBE END MUST BE FLUSH WITH OUTSIDE
SURFACE.

TG95−1002A

Figure 13−5. Pitot Static System

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369FF Maintenance Training Course

SECTION FOURTEEN
Weight and Balance
CSP−369FF MTM−1
Maintenance Training Manual
Weight and Balance

RIGHT EDGE OF
PLUMB LINE CONTROL TUNNEL
SUPPORT CLIP

PLUMB LINE

AFT JACKING PAD

(STA 197.2) (369D/E/FF)

TARGET PLATE

HOISTING QUICK RELEASE

ADAPTER PINS (3 PLACES)
LEVELING
LOCKPIN

JACK FITTING

JACKING
TG07−0001

Figure 14−1. Hoisting, Jacking and Leveling

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Maintenance Training Manual
Weight and Balance

14.0 General
NOTE: Refer to HMI Chapter 08−00−00
The prime purpose of helicopter weight and balance control is safety, by staying well within the
design’s stability and control envelope. The next is to attain the maximum flight performance,
longevity of helicopter components, and powerplant serviceability and economy of operation. A
helicopter that is incorrectly loaded and balanced not only is unstable but does not and cannot
correctly perform in flight according to its designated capabilities.
Weight and balance problems consist of mathematical proof of correct weights and balance data
within specified limits as set forth in the specifications and regulations that are pertinent to the
helicopter.

14.1 Weight And Balance Procedures

Weight and balance data may be obtained from the following sources:
• Handbook of Maintenance Instructions.
• Helicopter’s current log books.
• Helicopter’s current Flight Manual.
• The helicopter’s last dated Form 337 (Major Repair and Alteration form).
• FAA−published aircraft specifications and/or Type Certificate data sheets.
Reference current applicable publications for weight and balance procedures
CAUTION and additional information.

Before entering into the helicopter weighing procedure or computation, it is necessary to thor-
oughly understand the information and data given in the pertinent helicopter specifications.
All helicopters are designed and manufactured in accordance with the requirements of FAR’s
and are operated in a maximum weight range that depends on the category for which they are
designed.
Presuming that a helicopter is designed for maximum weight, the main objective is to obtain as
high a useful load weight as possible while maintaining maximum safety in thedesign of the
structure. A normal category helicopter is one that is designed to offer the ultimate in weight
carrying capacity while engaged in normal flight. The MDHC Model 369FF helicopter is certi-
fied as a normal category rotorcraft. The gross weight of the helicopter is the actual weight of the
helicopter in any operational configuration, including the helicopter, crew, fuel, oil, and payload,
and the maximum gross weight is the most that the helicopter can weigh, including the above
items, and operate under the provisions of its certification.
• LEVELING TARGET POSITION (Ref. Figure 14−1). The helicopter is weighed in the level
position, which is defined as that helicopter attitude in which the longitudinal and lateral
axes are parallel to an established leveling point or target. The helicopter is provided with a
target located on the right hand passenger/cargo compartment floor, with provisions for se-
curing a plumb bob line at the station 78.50 right hand mast support structure.
• REFERENCE DATUM LOCATION (Ref. Figure 14−2). The reference datum is located 100
inches forward of the stationary main rotor mast vertical centerline; this position is also the
same as helicopter station 0.
• JIG POINT LOCATION. This is established during construction of the airframe and is used
as a reference for taking measurements during the weight and balance process. The jig
point represents three horizontal measured points from the reference datum and is located
on center with the three helicopter jack points.

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Weight and Balance

STA. STA.
78.5 ROTOR C 124.0
CG OF COPILOT/PASSENGER L
STA.
100.0 CARGO COMPARTMENT
STA.
15.00
STA.
174.0
+15.5
+12.2
0.0 REFERENCE DATUM
−12.2
−13.0
TWO−PLACE COCKPIT
(WITH DUAL CONTROLS)
CG OF PILOT
STA. STA.
73.3 105.0

STA. STA.
CG OF RIGHT SIDE 78.5 124.0
FWD PASSENGER ROTOR CL
STA. CARGO COMPARTMENT
100.0
STA.
15.00
STA.
174.0
+15.5
+12.2

0.0 REFERENCE DATUM

−12.2
−13.0 THREE−PLACE COCKPIT
(WITH SINGLE CONTROLS)
CG OF FWD PASSENGER CG OF AFT PASSENGERS
CG OF PILOT
STA. 71.5 STA. 73.5 STA. 105.0

STA. 15.00 STA. 107.4

STA. 99.0
PERMISSIBLE CG LIMITS

20 40 60 80 100 120 140 160 180 200 220 240 260 280 300
SLING POINT OIL TANK (RH SIDE)

LEVELING PLUMB FIREWALL

STA. 92.6

3° JIG POINT
AFT JACKING POINT
STA. 197.2 BL 0.00
STA. 174.0 STA.
BDH 284.0

ENGINE SECTION
REFERENCE STA. STA. FUEL CELL
BATTERY 78.5 124.0
DATUM COMPARTMENT JIG POINT
MAIN JACKING POINT
STA. 96.9 BL ±25.6 TG08−1003

Figure 14−2. Balance Diagram

14−4