Enstrom F28F, 280F MM Rev.04 (1994)

ATP
INDEX
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ATP Grid Index to Manufacturers Publications:
Enstrom
Helicopter
F28F and 280F Series
Maintenance Manual
Section Topic
General Information
Title
Page
List of
Chapters (Table of Contents)
Record of Revisions
Record of
Temporary
Revisions
_;Section i-Introduction
Section 2 General Information
Section 3 Periodic
Inspections
and Airworthiness Limitatio
Section 4
Servicing
and General Maintenance
Section 5
Weight
and Balance
Section 6 Electrical
System
Section 7 Instruments
Section 8 Structure
Section 9 Main Rotor
Section 10 Tail Rotor
Section 11 Drive Belt
System
Section 12
Flight
Controls
01/28/2008
Copyright
Aircraft Technical Publishers
Page
1 of 2
(EN 0130 MM)
Section Topic
Section 13
Powerplant
and Accociated
Systems
Section 14
Utility Systems
Section 15
Supplement
Procedures
Section 16 Aircraft
Description
Section 17 Airworthiness Limitations
Section 18
Powerplant
Section 19 Main Rotor Transmission
Section 20 Belt Drive
System
Section 21 Electrical Systems
and
Components
Section 22 Structure
Section 23
Flight
Controls
Section 24 Instruments
Section 25 Tail Rotor Drive
Assembly
End of Index
01/28/2008
Copyright
Aircraft Technical Publishers
Page
2 of 2
(EN 0130 MM)
IVI FG
I
INTRO
ENSTROM-
F28F AND 280F SERIES
MAINTENANCE MANUAL
~1
F28F
i
I ,1
280F
The Airworthiness Limitations Section (Section 3)
is FAA
approved
and
specifies inspections
and other maintenance
required
under
43.16 and 91.163 of the Federal Aviation
Regulations
unless an
alternative
program
has been FAA
approved.
(I
ENSTRONI HELICOPTERCO~RPORATION
;1)
M~NOMINEE MICHIGAN
I
RECORD OF REVISIONS
MFG,REVI ISSUE ATP REV
NUMBER SECTION PAGE NUMBER DATE DATE BY
REISSUE ENTIRE BOOK 1985 4-24-86Rl ATP/
8- 8 -16-89 ATP DAT1
3 SM:
4,
~C71
~I 3/00/C14 2/8/94 ATI?
4 ,P~EISSUE 3/00/94 12/8/94
rOR1~ LRCA,OOS.,1 6-01-84
LOG
OF REVISIONS
REV. F.A.A.
REV. DATE PACES AFFECTED DATE
NO.
APPROVED
1 1 4-3-86 1 vi, vii,viii and ix
MM-3-1 14-3-8
Added Sections 15
through
25
Section 17
Supplemental
4-3-8~JC
inclusively.
Airworthiness Limitations
2 1 11-18-88 lix
MM-2-10,2-14
2-15
MM-3-13 &3-20,4-1&4-6 111-18~88
MM-6-1,6-2,6-5,6-9,6-21,6-23
6-24,6-26,6-27,6-28,6-29
MM-9-14 9-47
MM-11-32 11-63
MM-12-43
MM-13-19,13-22,13-23,13-94,13-9
13-96
MM-21-3,21-4,21-7,21-10,21-11
21-12,21-13
3 1 3/00/94 1 MP~-4-1
4 1 3/00/94 1 ~EISSUE
NOTES:
i. REVISED TEXT IS INDICATED BY A BLACI( VERTICAL LINE
2. REVISIONS TO SECTION 3 AND II MUST BE F.A.A. APPROVED
82 Rev. 11j18/88
ix
I
RECORD OF TEMPORARY REVISIONS
TEMP ISSUE ATP REV
DATE
REV
REV NO DESCRIPTION DATE DATE BY REMOVED INCOR BY
FORM LRCA_006-1 4-12-88
MAINTENANCE MANUAL
TABLE OF CONTENTS
Page
Section.l- INTRODUCTION
1-1 Manual
Arrangement
MM-1-1
112 Aircraft
Effectivity
MM-1-1
1-3 Manual
Changes
and Revisions MM-1-1
1-4
Application
of
Notes,
Cautions and
Warnings
MM-1-2
Section 2 GENERAL INFORMATION
2-1
Specifications
MM-2-1
2-2 Model
Specifications
MM-2-10
2-3 Conversion Data MM-2-ll
2-4 Related Publications MM-2-12
2-5
Special
Tools MM-2-13
2-6
Torque
Data
MM-2-14
*Section 3 PERIODIC INSPECTIONS AND AIRWORTHINESS LIMITATIONS
3-0 General
MM-3-1
3-1
Daily and/or Preflight Inspection
MM-3-1
3-2 Periodic
Inspection
MM-3-6
3-3
Special Inspections
MM-3-24
3-4 Airworthiness Limitations
MM-3-29
Mandatory
Service Life Limits
3-5
Mandatory
Overhaul
Cycles
MM-3-30
Section 4 SERVICING AND GENERAL MAINTENANCE
4-1 Lubrication
MM-4-1
4-2
Servicing
MM-4-19
4-3 Ground
Handling
MM-4-25
4-4
Cleaning
MM-4-26
4-5
Helicopter
Preservation and
Storage
MM-4-27
4-6 Preventive Maintenance for Corrosion Control MM-4-31
in the Field
4-7 Maintenance and
Repair
of Main and
MM-4-45
Tail Rotor Blades
*Adherence to
theinspection
intervals and
component
retirement lives in
this Section is
required by
the FAA.
page
MAINTENANCE MANUAL
Page
Section 5 WEIGHT AND BALANCE
5-1 General Information MM-5-1
5-2
Approved
Center of
Gravity Envelopes
MM-5-1
5-3
Weighing
the
Helicopter
MM-5-3
5-4
Loading
MM-5-6
i."_
Section 6 ELECTRICAL SYSTEM
6-1 Electrical
System
MM-6-1
6-2
Battery
MM-6-2
6-3 Alternator MM-6-s
6-4
Voltage Regulator
MM-6-8
6-5
Overvoltage Relay
MM-6-10
6-6 Starter MM-6-10
6-7 Fuel Boost
Pump
MM-6-13
6-8
Lighting
MM-6-14
6-9 Clutch
Disengage Warning Light
MM-6-16
6-10 Manifold Pressure Overboost Caution
Light
MM-6-16
6-11 Hourmeter MM-6-17
6-12 Trim Motors MM-6-17
6-13 Ammeter
Charging System
MM-6-18
6-14 Instrument Cluster
Troubleshooting
MM-6-19
6-15 Charts MM6-25
Section 7 INSTRUMENTS
7-1 Instrument Panel MM-7-1
7-2 Altimeter MM-7-1
7-3
Airspeed
Indicator MM-7-4
7-4
Engine
and Rotor Tachometer MM-7-5
7-5 Fuel
Quantity
Indicator MM-7-5
7-6
Engine
Oil Pressure
GAuge
MM-7-6
7-7 Main Rotor Transmission
Temperature
Indicator MM-7-7
7-8
Engine
Oil
Temperature
Indicator MM-7-7
7-9 Ammeter MM-7-8
7-10
Cylinder Temperature
Indicator MM-7-9
7-11 Exhaust Gas
Temperature
Indicator (EGT)
MM-7-9
7-12 Manifold Pressure and Fuel Flow Indicator MM-7-11
7-13 Outside Air
Temperature
Indicator MM-7-12
7-14
Magnetic Compass (F-28F)
MM-7-12
7-15
Magnetic Compass (280F)
MM-7-12
7-16 Hourmeter MM-7-12
7-17 Pitot Static
System
MM-7-13
7-18
Replacement
of Instruments MM-7-13
7-19
Inspection
of Instruments MM-7-15
page
iv
MAINTENANCE MANUAL
Page
Section 8 STRUCTURE
8-1 Cabin MM-8-1
8-2 Windshield (F-28F MM-8-4
8-3 Windshield
(280F) MM-8-7
8-4 Cabin Doors (F-28F) MM-8-10
8-5 Cabin Doors (280F) MM-8-13
8-6 Overhead and Lower Windows MM-8-15
8-7 Seat Belts
Lap-Type
MM-8-16
8-8 Seat Deck MM-8-18
8-9
Landing
Gear MM-8-19
8-10
Pylon
MM-8-34
8-11
Baggage Compartment
MM-8-35
8-12 Tailcone
Assembly
MM-8-37
8-13
Torque
Tube Extension MM-8-40
8-14 Horizontal Stabilizers (F-28F)
MM-8-42
8-15 Stabilizers (280F
MM-8-46
Section 9 MAIN ROTOR
9-1 Main Rotor Hub
Assembly
MM-9-1
9-2 Retention
Assembly (Disassembly)
MM-9-15
9-3 Universal Block
Assembly
MM-9-2O
9-4 Retention
Assembly (Assembly)
MM-9-2O
9-5
Dampers
MM-9-32
Section 10 TAIL ROTOR
10-1 Tail Rotor
Assembly
MM-10-1
10-2 Static
Balancing
MM-1O-19
10-3
Tracking
and
Dynamic Balancing/Chadwick System
MM-10-21
10-4 Pitch Control
Assembly
MM-10-26
10-5 Tail Rotor Gearbox MM-10-31
10-6 Tail Rotor Driveshaft and Flex
Coupling
MM-1O-34
10-7 Tail Rotor Cables MM-1O-45
Section 11 DRIVE BELT SYSTEM
11-1 Clutch Control
Rigging
MM-11-1
11-2 Clutch Cable MM-ll-5
11-3 Clutch Control Lever MM-ll-8
11-4 Jackstrut and
Pulley Assembly
MM-ll-9
11-5 Drive Belt MM-ll-15
11-6 Main Rotor Gearbox MM-ll-23
11-7
Overrunning
Clutch and
Pulley Assembly
MM-ll-26
11-8 Idler
Pulley Troubleshooting
MM-ll-36
11-9 Belt Tension
Assembly
MM-ll-~3
page
v
MAINTENANCE MANUAL
Page
Section 12 FLIGHT CONTROLS
12-1
Troubleshooting
the Articulated Rotor
System
MM-12-1
12-2 Main Rotor Blade
Tracking Spotlight
and Reflectors MM-12-9
12-3 Main Rotor Blade
Tracking
Chadwick
System
MM-12-12
12-4 Collective Pitch Control Stick MM-12-18
12-5 Collective Trim
System
MM-12-21
12-6
Cyclic
Pitch Control Stick\ MM-12-26
12-7 Lateral and
Longitudinal
Trim Actuators MM-12-27
12-8
Flight
Control
Rigging
MM-12-33
12-9
Cyclic
Azimuth Check MM-12-41
12-10
Cyclic
Trim
Springs Rigging
Procedure MM-12-43
12-11
Swashplate Assembly
MM-12-45
12-12
Flight
Test Procedure MM-12-66
Section 13 POWERPLANT AND ASSOCIATED SYSTEMS
13-1
Powerplant (General Information)
MM-13-1
13-2
Engine
MM-13-3
13-3
Engine
Exhaust
System
MM-13-19
13-4 Fuel
Injection System
MM-13-23
13-5
Turbocharger
MM-13-47
13-6
Turbocharger
StaticAir Fuel Nozzle MM-13-49
Pressure
System
13-7
Primary
Airflow
System
MM-13-52
13-8
Cooling System
MM-13-57
13-9
Ignition System
MM-13-64
13-10 Fuel
System
MM-13-72
13-11
Lubricating System
MM-13-88
13-12 Correlator MM-13-94
Section 14 UTILITY SYSTEMS
14-1 Cabin Heat MM-14-1
page
vi
MAINTENANCE: MANUAL
Page
Section 16 AIRCRAFT DESCRIPTION
16-1 General
Description
280FX MM-16-1
16-2 Airframe and
Systems Description
280FX MM-16-1
16-3 General
Description
F-28F MM-16-2
16-4 Airframe and
Systems Description
F-28F MM-16-2
16-5 Model
Specifications
F1M-16-5
*Section 17 AIRWORTHINESS LIMITATIONS
17-1
Inspections
MM-17-1
17-2
Daily Preflight Inspections
MM-17-1
17-3
Special
Periodic
Inspections
MM-17-3
Section 18 POWERPLANT
18-1 General MM-18-1
Section 19 MAIN ROTOR TRANSMISSION
19-2 Main Rotor Gearbox
Chip
Detector MM-19-1
19-3 Lubricant
Change
MM-19-2
Section 20 BELT DRIVE SYSTEM
20-1 General Information MM-20-1
Section 21 ELECTRICAL SYSTEMS AND COMPONENTS
21-2 Combined Anticollision and
Navigation Lights
MM-21-1
21-3 Annunciator Panel FIM-21-1
21-4
Troubleshooting
Chart MM-21-9
21-5
Lamp Replacement
Guide Chart MM-21-10
21-6
Flight Ampere
Loan Conditions MM-21-ll
Section 22 STRUCTURE
e2-1 General MM-22-I
22-2
Airscoop
MM-22-1
22-3 Tail Rotor Driveshaft Cover MM-22-3
22-4 Tubular Tail Rotor Guard MM-22-5
22-5 Horizontal Stabilizers with Vertical
Endplates
MM-22-7
22-6
Landing
Gear
Fairings
MM-22-1O
22-7 Door
Assembly
F-28F MM-22-13
fl Rev. 4/3/86 Page
vii
MAINTENANCE-MANUAL
Page
Section 23 FLIGHT CONTROLS
23-1 General MM-23-I
23-2 Push-Pull Tubes MM-23-1
Section 24 INSTRUMENTS
24-2
Graphic Engine
Monitor MM-24-1
24-3
Engine
Trouble
Shooting
with
Graphic Eng.
Monitor MM-24-2
24-4 Avionics MM-24-4
Section 25 TAIL ROTOR DRIVE ASSEMBLY
25-2 Tail Rotor Driveshaft Cover MM-25-1
25-3
Tail
Rotor Gearbox
Chip
Detector MM-25-1
"Adherence to the
inspection
intervals and
component
retirement lives in
this Section is
required by
the F.A.A.
~1 Rev. 4/3/86 Page
viii
SECTION
INTRODUCTION
MAINTENANCE MANUAL
SECTION 1
INTdODUCTION
1-1 MANUAL ARRANGEMENT
Manual sections divide the
helicopter
into
major systems
and related
subsystems
to
provide
maintenance
procedures required
for
proper system
function and
optimum component
service life.
Each section details the
following
maintenance functions,
if
applicable,
for associated
subsystems
and
components.
General Information
Troubleshooting
Operational
Check
Tracking
Balancing
Removal
Disassembly
Inspections (other
than Periodic
Inspections)
Reassembly
Installation
Adjustment/Rigging
Repair
Where extensive
coverage
of a specific
maintenance function is
necessary,
that function is
incorporated
as a major
subdivision within a section.
1-2 AIRCRAFT EFFECTIVITY
The maintenance data
presented
is
applicable
to all F-28F and 280F model
Enstrom
helicopters configured
with standard
equipment.
Differences
between models are specified
in the text within the affected section or
subsection.
Optional equipment
maintenance
procedures are defined in Maintenance Manual
Supplements supplied
with aircraft which are so equipped,
or with retrofit
kits.
1-3 MANUAL CHANGES AND REVISIONS
Subsequent
to the
publication
of the initial issue of the Enstrom
F-28F 280F Maintenance Manual, changes
in aircraft
equipment, support
concepts
and
procedures, as well as information
developed by experience,
may
affect the contents of the Manual. To ensure that
coverage
in the
Manual continues to reflect such
changes,
revised information is released
by
one of the
following
methods:
MM-1-1
MAINTENANCE MANUAL
A. Revision
An alteration of
portions
of the Manual
accomplished by
the
replace-
ment,
addition and/or deletion of
pages.
NOTE: A revised List of Effective
Pages
is distributed with each
revision. Current revisions are denoted
by
an asterisk
adjacent to affected
pages.
The revised List of Effective
Pages
lists all
pages replaced,
added or
deleted. Remove and
destroy
all affected
pages
from the Manual.
Insert new revised and added
pages.
The new List of Effective
Pages
provides
a current record of Manual revisions.
B. Reissue
Where
large
numbers of
changes
are involved, a
complete
reissue of the
Manual is warranted.
Preceding
issues of the Manual then become
obsolete and should be discarded.
C. Service Information Letters and Service Directive Bulletins
Service information is to be considered as
part
of the Manual. Incor-
poration
of service information in the Manual will be
accomplished
at
the next revision date and listed on the Service Information
Summary
page.
(1) Service Information Letter Used to transmit information,
recommendations,
and
general
service instructions to the customer.
(2) Service Directive Bulletin Used to direct the customer to make
mandatory changes, improvements
or
inspections
to his aircraft.
1-4 APPLICATION OF
WARNINGS,
CAUTIONS AND NOTES
Throughout
this Manual and the Maintenance Manual
Supplements
it is neces-
sary
to
highlight
or
emphasize important points
to avoid
injury
to
personnel, damage
to
equipment,
or
unnecessary
confusion while
performing
routine maintenance
procedures.
The terms WARNING, CAUTION,
and NOTE are
used to draw attention to instructions or information
deserving special
consideration.
A. WARNING Calls attention to use of
materials, processes,
methods,
procedu~res, or limits which must be followed
precisely
to avoid
injury
to
persons.
B. CAUTION Calls attention to methods and
procedures
which must be
fo~9lowed to avoid
damage
to
equipment.
C. NOTE Calls attention to information essential to hi
g
h1 i
ght
for
clarification of
procedures or to make the
,iob
easier.
MM-1-2
SECTION
GENERAL
INFORMATION
MAINTENANCE MANUAL
SECTION 2
GENERAL INFORMATION
DESCRIPTION
The "F" model Enstrom is a two/three place helicopter
of conventional
configura-
tion
powered by
a 225
hp turbocharged Lycoming piston engine.
It isamodern
helicopter
with clean
flowing lines, completely
cowled
engine
and
rugged,
dependable
structure. One of the fastest,
smoothest
helicopters
of its size,
it
is also one of the
quietest.
The
following
covers details of the construction of its assemblies, components
and
systems.
2-1 SPECIFICATIONS
A. Power Plant
A
Lycoming
HIO-36O-F1AD four
cylinder
air cooled
horizontally opposed
engine
is used in "F" model Enstroms. This
engine incorporates
features suitable for
turbocharging
and is
turbocharged by
the Enstrom
installation.
NOTE: It is recommended that the
appropriate Lycoming Operators
Manual be consulted
prior
to
any
internal
adjustments
or
repairs
to the
engine.
B. Induction
System
The air induction consists of a filtered non-ram air intake located on
the
right
side of the
engine compartment.
The air filter container
assembly incorporates
a spring-loaded
automatic alternate air source.
The filtered intake air
passes through
the container
assembly
and into
the fuel servo unit.
C.
Primary
Airflow
System
The
primary
air
system
consists of an inlet filter
assembly,
a fuel
servo,
a turbocharger
and an induction inlet tube. The filtered
outside air
passes
into the fuel servo where it is metered. The air
from the servo is drawn into the
turbocharger impeller.
The inlet air
is
compressed
and delivered to the
engine
intake
sump.
MM-2-1
WIDTH
TIP TO
TIP28~0!
Ir
5.3
29.3~ it
-I
m
18.25
z
o
16.0 m
L----=-.,
z
c
9.0
o
r
4.7
1
73----1 1---------------------
28.6
-1
ENSTROM 280F HELICOPTER
Fig.
2-1
n
9.5
WIDfH
Tig T0 TIP
28,O1
29.3
I
i
18.25~----------;-1
r~3 16.0BADIUS
9.0
~I
9,1
L
i 1
28.1
ENSTROM F28F HELICOPTER
Fig. 2-2
MAENTENANCE MANUAL
D. Oil
System
The
Lycoming engine
is
provided
with a wet
sump pressure
oil
system
having a
capacity
of
eight quarts.
The total oil
system
has a
capacity
of eleven
quarts.
This includes oil in the
lines, engine,
oil coolers and oil filter. An
engine
driven
gear scavenge pump
returns the oil from the
turbocharger
back to the
engine sump.
There
is a check valve rated at 27
psi
located in the oil line at the
turbocharger
inlet. The
purpose
of the check valve is to
prevent
oil
flowto the
turbocharger
after
engine
shutdown.
An oil
dipstick
to check oil level is
part
of the oil tank fillerunit
and is accessible
through
the left hand side
cowling
door.
Engine
cooling
is
accomplished by
the use of two reverse flow oil coolers
with thermostatic valves and
bypass provisions
located in the
engine
section. Two
gauges
are located on the instrument
panel
to
provide
visual
engine operating
limitations of oil
temperature
and oil
pressure.
E. Fuel Noizle Vent
System
The fuel nozzle vent
system provides positive
ambient air
pressure
at
the
engine
fuel nozzles for all
operating
conditions, installed in
the fuel nozzle vent
system
is a
single swing-type
low
pressure
check
valve vented to ambient
pressure
on the filtered side and to deck
pressure
on the other side.
During starting, idling,
and manifold
pressures up
to ambient the valve is
open.
As
turbocharger
outlet
pressure
exceeds ambient
pressure
the valve
closes, providing pres-
surized air to the fuel nozzles from a line connected to the deck side
of the air induction tube. The
engine-driven
fuel
pump
is vented to
the deck side of the air induction tube to obtain
system
air
pressure
for all
operating
conditions.
F.
Turbocharger System
The
turbocharger
unit has
only
one
moving part,
a
rotating
shaft with
a turbine wheel on one end and a
compressor impeller
on the other.
The turbine wheel, driven
by
exhaust
gas energy,
drives the
impeller,
which
compresses
intake air to a
density equivalent
to near sea level
and delivers it to the
engine
intake manifold. This increased volume
of air allows the en
g
ine to breathe with the same vo1 umetric
efficiency
that it does at 70w 7eve7s,
up
to 12,000
feet
density
altitude.
A
turbocharger
inlet
gas temperature gauge
(EGT) is
provided on the
instrument
panel
to aid in
leaning
and
maintaining
safe inlet
tempera-
tures. The
gauge
is red-lined at 16500F. The exhaust
gas
inlet
temperature probe
is located on the exhaust stack
just
before inlet to
the
turbocharger.
MM-2-4
MAINTENANCE MANUAL
G.
Wastegate System
A
wastegate system
is installed between the
engine
exhaust collector
and the
turbocharger
to control
turbocharging output.
A mechanical
linkage
between the servo throttle lever and
wastegate
allows exhaust
gases
to
bypass
the
turbocharger
at low
power settings.
As throttle
setting increases,
the
wastegate
closes
causing
increased exhaust
gas
flow
through
the
turbocharger impeller,
which increases
engine
manifold
pressure
and
power output.
H.
Engine
Controls
i. Mixture Control
A vernier
locking
mixture control is
provided
on the instrument
console, incorporating
a button-lock
push/pull
cable. A vernier
screw
type
is
provided
to fine tune
any preset
mixture
settings.
2. Throttle Correlator
System
A throttle correlator
system
is located at the
pilots
collective
stick and ensures a constant
rpm
under collective movements.
Through
bellcranks and control rods it is one hundred
percent
mechanical, giving
turbine
engine operation on a
piston-powered
engine.
I. Fuel
System
The fuel
system
consists of two interconnected 20 U.S.
gallon
fuel
tanks which feed
simultaneously
to the
engine
fuel
system.
The tanks
have a total
capacity
of 40 U.S.
gallons,
with a total of 2
gallons,
one each
tank, unusable. The tanks are located on the
right
and left
sides of the
aircraft, just
above the
engine.
A fuel shut-off valve is located aft of the backwall with a
push/pull
cable on the backwall to ensure positive
fuel shut-off from the fuel
tanks to the
engine.
A fuel
pressure
flow indicator is located on the instrument
panel.
The indicator is marked for
operating ranges
from 0 to 160
pounds per
hour and O to 25
psi
in 5
psi
increments. A calibrated fuel
quantity
gage,
located on the instrument
panel,
records fuel
quantity
in
pounds
from 0 to 240.
An
electrically operated
fuel boost
pump
is mounted in the
engine
compartment
to
provide positive
fuel flow to the
engine
fuel
system.
An
engine-driven
fuel
pump
is mounted on the
engine
to
provide
positive
fuel flow
during engine operation
and is interconnected to
the boost
pump.
A boost
pump
switch is located on the instrument
console, along
with
pressure warning lights.
MM-2-5
MAINTENANCE MANUAL
Transmission
System
1. Main Transmission
The main transmission
gearbox provides
an 8.277 reduction ratio
between the
engine
and main rotor
system.
The transmission
incorporates
an over-running
clutch in the
upper
pulley
which
allows the main and tail rotors to over-run when the
engine
is
throttled back for autorotations. The transmission has a sight
gauge
which is located on the aft
right
side and is visible
through
a
panel
in the
baggage compartment.
Total oil
quantity
in the transmission ~s six
pints.
A
magnetic drai?,plug
located
on the bottom left aft side of the transmis3ion can be
electrically
checked for metal
particle
contamination.
2. Tail Rotor Transmission
The tail rotor transmission,
mounted at the aft end of the tail
cone on the
stinger tube, supports
and drives the tail rotor
assembly.
Total oil
supply
is five
ounces,
with a sight gauge
on
the aft
housing
to check oil
quantity.
A
magnetic
drain
plug
located on the bottom of the
housing can be
electrically
checked
for metal
particle
contamination.
K. Belt Drive
System
The belt drive
system
consists of a jackstrut
and
pulley assembly,
idler
assembly,
belt tension
assembly
and a clutch
engagement
lever
operated
from the cabin. The
jackstrut pulley,
which is bolted to the
engine crankshaft,
drives the main rotor transmission through
a drive
belt,
which in turn drives the main and tail rotor assemblies. The
belt tension
assembly
has a positive
over-center locking
feature and
incorporates
a warning light
on the instrument to assure
proper
engagement
of the
system.
L. Main Rotor
System
The main rotor
system
is of the
fully
articulated
design,
which allows
the blades to lead, lag
and
flap independently
of each other. Three
hydraulic dampers
are incorporated
to control the
lead-lag
motions.
Three all-aluminummain rotor blades with a chord of 9.5 inches and an
average weight
of 51
pounds
each
give
excellent autorotative
capabilities.
M. Tail Rotor
System
The tail rotor
system
is of the
feathering
and delta
hinge teetering
design.
Two blades with a chord of 4.4" and an
rpm
of 2514
give
more
than
adequate anti-torque
control in all
phases
of
flight.
MM-2-6
MAINTENANCE MANUAL
N.
Landing
Gear
The
landing gear
consists of two skids and four air oil oleos that
give
the Enstrom
good ground running
smoothness and excellent touch-
down
capabilities,
in the event of hard
landings.
Two
ground handling
wheels are
provided
for ease of movement
along
the
ground.
O. Electrical
System
The electrical
system
is a 12-volt DC common ground
installation. A
70-ampere
alternator
provides enough
current to
operate equipment
and
recha
rge
the batte
ry
which is a 12-vol t
35-ampere
hour Rebat.
Internal cabin service
lights, night
instrument
lighting,
anti-
collision, navigation
and two
landing lights
are
provided. Voltage
regulation
and
over-voltage protection are
designed
within the
system.
P. Airframe
The airframe is
comprised
of three sections:
1. Tail Cone
The tail cone assembly
is a
semi-monocoque type
and attaches to
the
pylon assembly
with three bolts for
easy
removal and instal-
lation. The tail cone
supports
the horizontal stabilizers,
tail
rotor
gearbox,
tail rotor and tail rotor
guard.
2.
Pylon Assembly
The
pylon assembly
is fabricated from steel
tubing
and houses the
engine, supports
the
landing gear,
cabin,
main transmission and
tail cone.
3. Cabin
The cabin is fabricated from molded
fiberglass
and is an integral
unit. It is attached to the
pylon by
six bolts and contains the
aluminum seat
structure, plus
the instrument
panel, cyclic,
collective and tail rotor controls. The windshield and
upper
and
lower windows
provide
excellent
visibility.
The
swing-open style
doors
operate
for ease of
loading
or unloading.
Q.
Cabin
Heating System
Warm air used for
heating
the cabin is derived from a heat
exchanger
mounted on the exhaust stack muffler. A
push-pull
cable mounted on
the left side of the
pilots
seat structure controls the amount of
heat
passing through
a valve, which is mounted on the
right
side
firewall in the
engine compartment.
A diffuser outlet is located in
the center of the seat structure to
give adequate
heat for all kinds
of weather.
MM-2-7
MAINTENANCE MANUAL
R.
Flight
Controls
1. Main Rotor
Dual
cyclic
and collective control
systems are
provided.
Control
push
rods connect the
cyclic
and collective controls to a swash-
plate
located on the base of the transmission. Three
push
rods
pass
from the
swashplate, up through
the center of the
mast,
to
the
cyclicwalking
beams on the main rotor head.
2. Tail Rotor
Anti-torque
control assemblies are mounted on the cabin floor,
with cables
running
back to the tail rotor
gearbox yoke assembly,
to control both
anti-torque
and directional control.
S.
Flight
Instruments
The standard
flight
instruments which are installed in the instrument
panel as basic
equipment comply
with
requirements
under visual
flight
rules for
day
or
night operation.
The
panel arrangement provides ease
of visual observance and includes
space
for additional individual
requirements.
1.
Airspeed
Indicator
The
single-scale airspeed
indicator is calibrated in
mph
and
provides an indicated
airspeed
at
any
time
during
forward
flight.
2. Altimeter Indicator
The altimeter is a sensitive
type
that
provides distance-height
readings
from 0 to 25,000 feet. The
long
hand indicates in
100 feet while the short hand indicates in 1000 feet altitudes.
3. Free Air Indicator
The free air
indicator, located at the
top
front of the
cabin, is
a direct
reading,
bi-metallic
instrument,
which reads ambient
temperature.
4.
Magnetic Compass
a. F-28F The vertical card
compass
is a dry compass utilizing
eddy
current
dampening.
It consists of a two-inch vertical
rotatinq
dial and is
compared
with a fixed miniature
a i r - l i n e )
to of the
present magnetic heading
aircraft at all times.
Heading
information is more natural
because the
heading
is read at the 12 oclock
position
and
off the nose of the miniature
airplane.
The
compass
card
rotates and
presents
all
quadrants
in their true relation to
line of
flight.
A
compass light
is furnished for
night
flying.
A
compass
correction card and card holder are
attached to the instrument console.
MM-2-8
MAINTENANCE MANUAL
b. 280F The
magnetic compass
indicates the
heading
of the
hencopter
in relation to
magnetic
north. It is a direct
indicating compass
and indicates the
heading by means of a
floating
card element that is
against
a fixed reference
1 ine. The
liquid
used in the
compass dampens
the card
oscillation. A
compass light
is furnished for
night flying.
A
compass
correction card and card holder are furnished
adjacent
to the instrument.
T.
Baggage Compartment
A
completely internal, swing-open
door with a
key
lock is located
just
forward of the tail cone under the
wrap
cowl. It has a capacity
of
108
pounds
with 6.3 cubic feet of
space.
Measurements of 16"W x 22"H
x 22"n
give ample room for
baggage.
MM-2-9
MAINTENANCE MANUAL
2-2 MODEL SPECIFICATIONS
POWER PLANT
Type Lycoming
Designation
HIO-36O-F1AD
Cylinders
4
Normal
power
225
hp
Normal
rpm
3050
Specific
fuel
consumption
.69 Ibs
hp/hr
Weight
324 lbs
Oil 10
qts
or 13.75# Ibs inst.
TURBOCHARGEK
Type
Rotomaster
Designation
3BT5EE1OJ2
OPERATING KPMs
Engine
2900-3050
Tail rotor 2514 (at 3050
engine rpm)
Main rotor 350 (at 3050
engine rpm)
Main rotor autorotation
range
332-385
RATIOS
Lower drive
pulley
to
upper pulley
1.226:1
Upper pulley
to main rotor shaft 7.154:1
Engine
to main rotor 8.7871:1
Tail rotor
input
shaft to
output
shaft 1:1
DIMENSIONS
(F-28F)
Width
(overall 282"
Rotor diameter 32
Height (overall) 9
Length (overall 294"
Cabin width at seat 51"
Tread
landing gear
74"
DIMENSION (280F)
Width (overall 282N
Rotor diameter 32
Height (overall) 9
Length (overall 288"
Tread
landing gear
74"
#2 Rev. 11/18/88
MM-2-1O
MAINTENANCE MANUAL
MAIN ROTOR SYSTEM
Number of blades 3
Chord each 9.5"
Diameter 32
Dise area 804
so
ft
RPM 350
TAIL ROTOR SYSTEM
Number of blades 2
Chord 4.4"
Diameter 4.67"
Disc area 17.1
so
ft
RPM 2514
2-3 CONVERSION DATA
WEIGHTS DIMENSIONS F-28F
Empty weight
703
Kg
Tread
landing gear
2.23 m
(basicequipped machine) Rotor diameter 9.75 m
Gross
weight
1066
Kg Height (overall) 2.74 m
Useful load 363
Kg Length (overall)
8.94 m
Cabin width at seat 1.55 m
ENGINE
(Single)
Width (overall)
2.29 m
Lycoming
HIO-360-F1AD 225
hp
DIMENSIONS 280F
4
cycle engine
with
Rotomaster
turbocharger
Tread
landing gear
2,23 m
3BT5EE1OJ2 Rotor diameter 9.75 m
Height (overall)
2.74 m
FUEL
Length (overall)
8.93 m
Cabin width at seat 1.47 m
100/130 min. or 100 LL min. Width (overall)
2.29 m
grade
aviation
gasoline
Fuel
capacity
151
It)
108.8
Kg
CABIN
Usable fuel
(143 It) 103.4
Kg
Volume 2.8 cu m
OIL 2 seats in dual
configuration
MIL-L-6O82B SAE
grade
OR 3 seats with
single
MIL-L-22851 ashless control
dispersant
SAE
grade
Capacity (9.5 It) 8.5
Kg
BAGGAGE
Volume .2 cu m
Capacity
49
Kg
MM-2-l1
MAINTENANCE MANUAL
2-4 RELATED PUBLICATIONS
The
following
are publications
and directives considered
helpful
when used
in
conjunction
with this manual:
Unit Number Title Address
Engine
60297-12
Operators
Manual HIO-360
Avco-Lycoming
Division
Williamsport,
PA 17101
Fuel
Injection
15-3386 Fuel Injection Systems
Bendix
Corporation
System
Aerospace
Div.
South Bend,
IN
Fuel
Pump,
Boost 10019 Maintenance Overhaul Weldon Tool
Company
of Weldon
Pumps
3000 Woodhill Road
Cleveland,
OH 44104
Ignition
ABCs of Bendix Shower Bendix
Corporation
of
Sparks Engine
Product Division.
Jacksonville,
FL
Magneto
0-3000 Instl, Operation
Maint. Bendix
Corporation
Instr. for 0-3000 Series
Engine
Product Division
Magnetos
Jacksonville,
FL
Lamar
Voltage
28-19018 Test
Specifications Lamar,
Inc.
Regulator
Burlington Cty. Airport
Medford,
NJ 08055
Lamar Overvoltage
28-19019 Test
Specifications
Lamar,
Inc.
Relay
Burlington Cty. Airport
Medford,
NJ 08055
Alternator ALX-8421
Prestolite
PO Box 931
Toledo,
OH 43601
Starter
M2-4225 Test
Specifications
Prestolite
PO Box 931
Toledo,
OH 43601
Battery (standard)
R35M Prestolite Battery
Div.
PO Box 931
Toledo,
OH 43601
Turbocharger
38T5EE10J2 Rotomaster,
Inc.
7101 Fair Avenue
N.
Hollywood,
CA 91605
Exhaust Gas
Report
No. Installation
Operating
Alcor Aviation, Inc.
Temperature
65-112 Instructions PO Box 28299
San Antonio,
TX 78228
MM-2-12
MAINTENANCE MANUAL
2-5 SPECIAL TOOLS
A. General Information
The
special
tools listed below are manufactured and
designed
for
to
rqu
i
ng
remova1 installation and overhaul of
components
on the
Enstrom
helicopters.
B. Part Number and Nomenclature
1. T-00O3 Tool for
removing
or
torquing
the main rotor
lead/lag
nut
2 T-0008 Reflectors for
tracking
main rotor blades
3. T-00O8-901
Spotlight
with
peep scope
for
tracking
main rotor
blades
4. T-0009 Tool bullet for
installing
main rotor blade bolts
5. T-O011 Tool
sling
for
removing
main rotor head or
lifting
aircraft
6. T-O013 Tool for
removing
or
torquing
main rotor lamiflex
hearing
retention nut
7. T-0016 Tool
gimbal
for overhaul of lower
swashplate
8. T-0017 Tool
hoisting eye
for
lifting
transmission
9. T-0022 Tool for
removing
collective
spring capsule
10. T-0O26 Tool for
adjusting
main rotor blade tabs
11. T-0027 Tool for
measuring
main rotor blade tab
angles
12. T-0029A Tool for overhaul of idler
assembly
13. T-OO35 Tool for
bonding nylatron strap
to main rotor
spindle
14. T-O036 Tool for
installing
main rotor
grip
seal
15. T-0044 Tool for
aligning upper
and lower drive
pulleys
16. T-0045 Tool for
removing doglegs
from
push
rod
17. T-0048 Tool for
removing or
torquing
main rotor mast nut
18. T-0051 Tool for
removing
or
torquing
main rotor
flapping
hinge pin
nut
19. T-0O53 Tool for
removing
or
torquing
main transmission
pinion
shaft nut
MM-2-13
MAINTENANCE MANUAL
20. T-0054 Tool for
phasing dogleg
to
push
rod
21. T-0056 Tool for removi
ng
or
torquing
taii rotor trans-
mission
input
nut
22. T-0079 Tool for
swagging dogleg bearing
23. T-OO8O Tool for
rigging
tail rotor transmission controls
24. T-0086 Tool for
removing or
torquing upper swashplate guide
tube nuts
25. T-O088 Tool for
aligning
tail rotor driveshaft
26. T-0087-15 Tool mandrel for
balancing
tail rotor
assembly
27. T-0099-1 Tool for overhaul of lower
swashplate
28. T-0100-1 Tool for overhaul of lower
swashplate
29. T-01O1-1 Tool for overhaul of lower
swashplate
30. T-O102-1 Tool for overhaul of
upper swashplate
31. T-O103-1 Tool for overhaul of lower
swashplate
32. T-O105-1 Tool for overhaul of lower
swashplate
33. T-1758 Tool
clamps
for overhaul of
upper swashplate
34. T-1794 Tool for
weight
and balance datum
2-6
TORQUE
DATA
Unless
specified below,
all hardware should be
torqued
to standard
torques
or as called out in the
component
manufacturers
specifications.
B. Location and
Torque
Values
1. Main rotor mast nut 410 ft-lbs
2. Main transmission
pinion
nut 175 ft-lbs
3. Main transmission attachment nuts 190 in-lbs
4. Main rotor blade attachment nuts 50 ft-lbs
5. Main rotor blade
drag
link nuts 140 in-lbs
6. Main rotor
damper pivot
nut 190 in-lbs
#2 Rev.
11/18J88
MM-2-14
MAINTENANCE MANUAL
7. Main rotor
damper
rod end nut 25 ft-lbs
8.
Upper swashplate guide
tube nuts
20 ft-lbs
I
9.
Engine
lord mount nut 460-500 in-lbs
10. Tail cone attachment bolts 240 in-lbs
Tail rotor transmission
input
nut 45/50
ft-lbs
12. Tail rotor
assembly
to
output
shaft bolt 300 in-lbs
13. Tail rotor blade to
grip
nuts
75 in-lbs
14. Lower
engine pulley
to crankshaft bolts 50 ft-lbs
15. Cyclicwalkirlg
beams
a. At
push/pull
rods 40 in-lbs
b. At center
points
40 in-lbs
c. At
pitch
links
75 in-lbs
16. Landing gear
at
pivot points
60 in-lbs
17. Landing gear
oleos at
pivot points
60 in-lbs
18. Tail rotor driveshaft
taper pins
25 in-lbs
19. Oogleg
to
push/pull
rod nut
140 in-lbs
20. Alternator drive belt belt to
slip
at
12 ft-lbs
#2 Rev. 11/18/88 MM-2-15
SECTION
PERIODIC
INSPECTIONSAND
AlRVVORTHI NESS
LIMITATIONS
MAINTENANCE MANUAL
SECTION 3
PERIODIC INSPECTIONS AND AIRWORTHINESS LIMITATIONS
The
inspections
and airworthiness limitations
specified
in this
section are FAA
approved.
This section
and
other maintenance
required
under 43.16 and 91.163 of the Federal
Aviation
Regulations.
JUN 88
1985
FAA APPROVED BY
I CYL~. DATE
W. F. H
MANAGE
CHICAGO AIRCRAFT CERTIFICATION OFFICE
CENTRAL REGION
FEDERAL AVIATION ADMINISTRATION
MM-3-O
MAINTENANCE MANUAL
SECTION 3
PERIODIC INSPECTIONS ANDAIRWORTHINESS LIMITATIONS
3-0 GENERAL
A,
Inspections
Mandatory preflight
and
periodic inspections
are set forth in
paragraphs
3.1 and
3.2, respectively,
of this section. These
inspection
check lists are intended to be used in
conjunction
with more detailed
procedures presented
in other sections of this
manual.
Special inspections are set forth in
paragraph
3.3.
These
special inspections are
required following
such occurrences
asamain rotor and/or tail rotor blade strike, a hard
landing,
or a rotor
overspeed. Mandatory supplement inspections appear
in
Section 17.
B. Service Lives
Mandatory component replacement
times in
flight
hours are
specified
in
paragraph
3.4.
C. Overhauls
Some
components
are.
placed
into service in an "on condition"
basis, subject to
and overhaul in lieu of a
i ;i:::
sp~cified:
jerSi~e-
life.:Mandatory comljohent~
overhaul intervals
are ed:. i~n :paragrap:h
3.5.
:.:I :.1.:;
3-1 DA ILY: AFiOOR:l PRE FLiGH;T. I NSP ECT I ON Ref;
Figurel3.1
for walk-around
procedure)
Ch~eck
heli.cbpt~r :ahd
lengine log
books to determine if
helicopter
is
ai
rwdrthy;
~:ijS
This checklist is
designed to~be used~as a
guide by
the
pilot or
mechaniC:
whi?~ ii
iierfdi~m?ng
the
daily or brerl
isF~t i
nspection.
Thorol;lghly familiarize yourseif~with-.
the Maintenance Manual before
uti1 i zi
ng
thi c~i-iic:ki is~t.
A. Cabin
Prior to
starting
theexterior
inspection, check
the cabin for
the fo11 oQ~i
ng
-i- tems:
t
;1 ii.
1. Standard Airworthiness Certificate~,:1FAA Form 8100-2.
2. Certiiicate of
Aircraft~ Registratioh,
AC Form 8050-3.
3. If communic~tiOn radio is instal 1 ed Aircraft Radio
Stations License FCC Form 556.
FAA
Approved:
June
28,
1985
#1 Rev. 4/3/86
MM-3-1
MAINTENANCE MANUAL
4.
Flight
Manual for
helicopter
to be flown. Check forms
F-165A and F-168A in Section 6 for actual
weight
and balance
of
helicopter
to be flown. The serial number of the
helicopter
to be flown should
appear
on these forms.
NOTE: The above items are to be carried in the
helicopter
at all times. Owners and
operators
of
exported helicopters
should check with their own
Aviation Officials to determine documents
required.
5. Master switch OFF.
6.
Ignition
switch OFF.
All other switches OFF.
8. Fuel valve ON.
B. Exterior
Inspection
1. Remove covers and tie-downs.
2. Left door check
condition, security
and latch
operation.
3. Windshield check condition.
4. Pitot tube unobstructed.
5.
Landing light
check condition.
6.
Right
door check
condition, security
and latch
operation.
7.
Right
oleo struts check extension and
security.
8.
Right landing gear
check condition and
security.
Check
ground handling
wheel in
up position
and secured.
9.
Right
side
engine compartment.
a. Electrical
wiring
condition and terminals
tight.
b. Induction
system no obstructions filter
secure,
induction hose and lines secure and backfire and
alternate air doors free.
c. Fuel filter secure and drain fuel
sample
into
jar.
d. Fuel lines secure and no
signs
of
leakage.
e. Oil lines secure and no signs
of
leakage.
f. Exhaust no cracks or
signs
of
leakage.
g.
Cowl door secure.
1O.
Upper inspection
door.
a. Fuel tank drain drain
sample
into
jar.
b.
Swashplate
and control rods check condition and
security.
c. Fuel tank and lines check for leaks and lines and
fitting secure.
d. Fire curtain check condition.
FAA
Approved:
June 28,
1985
MM-3-2
MAINTENANCE MANUAL
11. Kick-in
step
door.
a. Belt drive
system
check
security
and condition of
idler
pulley,
main drive belt.
b. Tail rotor drive shaft check condition of flex
coupling.
c. Rotor tach drive check condition.
d.
Cooling
fan check condition.
12.
Right
fuel tank.
Check for
leaks,
fuel
quantity
and
cap
secured.
13. From
steps.
a. Check main rotor
gearbox
filler
cap
closed.
b. Check area between fuel tanks for leaks and obstruction
to air flow.
c. Main rotor shaft check condition.
d. Main rotor blades
security
and condition of
leading
edge
blade
tape,
no bond
separations,
cracks or
corrosion. Main rotor retention
pins
secured.
e. Check main rotor hub for
security
of all fasteners, no
cracks or obvious
damage.
f. Main rotor
pitch
links check for
binding
or
looseness.
g.
Main rotor
dampers
check for
security
and no leakage.
14.
Baggage
box.
a. Check contents secured. Observe
weight
limitations.
b.
Open inspection
door check main rotor transmission
sight gauge.
Norma1 level is
halfway
mark on
sight
gauge.
c. Door secured.
15.
Right
static
port
check unobstructed.
16. Tail cone check condition.
17. Tail rotor drive shaft condition and
security
of drive
shaft, hangar bearings
and flex
couplings.
18. Horizontal stabilizer check condition and
security.
19. Position
lights
check
security.
20. Tail rotor
a. Control cables check condition and
security.
b. Tail rotor transmission check for oil
leakage
and
check oil
quantity.
Check for
security
of attachment.
c. Tail rotor
guard
check for
security
and evidence of
strike
damage.
d. Pitch
change
mechanism check condition and
operation.
Check
pitch
links for
binding
or looseness.
e. Tail rotor hub check
security.
Check condition of
teeter
stop bumpers.
f. Tail rotor blades check
security.
Check for cracks
or bond
separations.
Check strike tabs for evidence of
strike.
FAA
Approved:
3une
28,
1985
MM-3-3
MAINTENANCE MANUAL
21. Left static
port
unobstructed
22.
Inspection
door
a. Belt drive
sy
stem
engage
manual cl utch for full
engagement
and check belt
tensioning system
for
proper
rigging. Disengage
manual clutch.
b. Cooling
fan check condition.
23. Left fuel tank
Check for leaks,
fuel
quantity
and
cap
secured.
24.
Upper inspection
door
a. Check
engine
oil
quantity
10
quarts
full,
8
quarts
minimum for
flight.
b. Fuel tank drain drain
sample
into
jar.
c. Swashplate
and control rods check condition and
security.
d. Fuel tank and 1 ines check for 1 eaks lines and
fittings secure.
e. Fire curtain check condition.
25. Left
engine compartment
a. Turbocharger
check condition of mount and
security.
Check condition of thermal cover and check area around
turbocharger
for evidence of heat
damage.
b. Exhaust
system
and
wastegate
check for security
and
evidence of
leakage. Wastegate linkage
should be in
detent,
throttle motion should be free and unrestricted
with associated
wastegate
motion.
c. Cowl door secure.
26. Left oleo struts check extension and
security.
27. Left
landing gear
check condition and
security.
Ground
handling
wheel in
up position
and secured.
28. Check
operation
of all
lights
for
night flight.
FAA
Approved:
June
28,
1985
MM-3-4
P
o
n,
e
N
co
ex,
cn
I
C3~
r.
-4
i
o
CS~-
r
4- I
b
z
Im
~L Le4~- 1111 IZ
Z
w
o
m
m
z
c
r
WALK AROUND
PROCEDURE
Fiff. 3-1
MAINTENANCE MANUAL
3-2 PERIODIC INSPECTION
This
inspection guide
is intended for aircraft
operating
under normal
conditions. More
frequent inspections may
be
required
should adverse
operations
be encountered.
For more detailed
inspection procedures
and
tolerances,
refer to the
appropriate
section in the maintenance manual.
MECHANICS
NATURE OF INSPECTION
FREQUENCY
INITIALS
50 100 200
A. GENERAL INSPECTION
1.
Inspect
aircraft for evidence of oil and X
fuel leaks
2. Clean aircraft
thoroughly
X
3. Remove the
following cowling
and
inspection
panels:
a. Wraparound
cowl
(top
and sides) X
b.
Engine
side
panels
X
c.
Upper
side
panels
X
d.
Spark plug
covers X
e. Cabin doors X
f. Seat deck X
g.
Floor
panels
X
h. Firewall
panels
X
i. Fuel, transmitter
panel
X
right
fuel tank
4.
Inspect
aircraft and record
discrepancies
X
on Form F-122
B. AIRCRAFT STRUCTURE AND FUSELAGE
i. Inspect
structure and
fuselage
for:
a. Cleanliness and corrosion X
b. Evidence of
damage
X
c. Cracks, tears or
buckling
of skins X
FAA
Approved:
June 28,
1985
MM-3-6
MAINTENANCE MANUAL
MECHANICS
FREQUENCY
INITIALS
50 1100 1200
2.
Inspect
fuel tanks for:
a. Evidence of loose rivets and bond I X
separation
b.
Proper operation
of drain valves X
c.
Scupper bags
for
looseness, tears X
and
security
d. Evidence of corrosion and
security
X
of wires on fuel transmitter
e. Condition of
gasket
and
security
X
of fuel
caps
C. COMPONENTS
1.
Inspect components
for:
a. Cleanliness and evidence of corrosion X
b. Evidence of
damage I
x
c. Cracks,
nicks or scratches X
D. ENGINE SECTION
1. Lubrication
system:
a. Drain oil
sump
and oil coolers X
b. Remove oil filterand
inspect
for X
metal
particles
c. Replace
oil filter
security safety
X
d.
Inspect
oil coolers for:
(1) Security
of
mounting
X
(2) Security
of oil lines X
(3) Obstruction of air flow X
(4) Security
of cleanout
panels
X
e. All oil lines for
security
X
NOTE: For
proper engine
oil
grades
refer to
Section
4, Servicing.
FAA
Approved:
June 28,
1985
MM-3-7
MAINTENANCE MANUAL
MECHANICS
NATURE OF INSPECTION FRE ENCY INITIALS
50 100 200
2. Fuel
system:
a.
Inspect auxiliary
boost
pump
for X
leakage
and
security
of
mounting
b.
Inspect engine
driven fuel
pump
for X
leakage
and
security
c.
Inspect
main fuel filterfor:
(1) Proper operation
of drain valve X
(2)
Cleanliness of filter X
(3) Security
and
safety
X
d.
Inspect
servo
finger
screen for
(1)
Cleanliness of screen X
(2) Security
and
safety
X
e. All fuel lines for
chafing
and
security
X
f.
Inspect
fuel shut-off valve for
(1)
Evidence of
leakage
X
(2) Security
and
operation
of cable X
g.
Condition and
security
of air manifold X
hoses at fuel nozzles
h.
Security
of fuel nozzle lines X
3.
Accessory
Section
a.
Inspect
fuel servo for:
(1)
Condition and
security
of AMC X
blast tube
(2) Security
of
mounting
X
of mixture and
throttle controls
(4) Security
and
safety
of controls X
(5)
Condition and
security
of X
induction hose
(6) Security
of metal
ducting
and X
adapters
b.
Inspect scavenge pump
for:
(1)
Evidence of leaks X
(2) Security
of lines and
fittings
X
FAA
Approved:
June 28,
1985
MM-3-8
MAINTENANCE MANUAL
MECHANICS
NATURE OF INSPECTION FREOUENCY INITIALS
50 100 200
4.
Ignition System
a. Inspect magnetos
for:
(1) Frayed
or
damaged
leads X
(2) Condition of
points
X
(3) Proper timing
X
(4) Security
of
mounting
X
b.
Inspect ignition
harness for:
(1) Frayed, worn or
damaged shielding
X
(2) Condition of
cigarette
connectors X
c.
Inspect spark plugs
for:
(1) Proper torque
X
(2) Security
of
ignition
harness X
5.
Cylinders Assembly
a. Inspect cylinders
for
(1) Damaged
or broken fins X
(2) Damage,
cracks and
security
of X
air deflectors
(3) Dents,
cracks and
security
of X
push
rod
housings
(4) Condition of rocker box covers
X
6. Exhaust
system
a. Inspect
exhaust
system
for
(1) Evidence of
leakage
or cracks X
(2)
Heat
exchanger
for leaks and X
deterioration
(3) Proper security
of all
clamps
X
7. Intake
System
a. Inspect
intake
system
for:
(1) Dents and cracks X
(2) Evidence of
leakage
X
! 3) Security
of all connections and X
clamps
FAA
Approved:
June 28,
1985
MM-3-9
MAINTENANCE MANUAL
MECHANICS
NATURE OF INSPECTION FRE ENCY INITIAL
50 1100 200
8.
Turbocharger System
a.
Inspect turbocharger system
for:
(1)
Worn or eroded sections X
(2) Security
of
clamps
and oil X
fittings
(3) Evidence of
leakage
or
coking
X
(4) Condition and
security
of X
heat blanket
b.
Inspect turbocharger support
brackets
for:
(1) Breakage
X
(2) Sagging
X
(3) Corrosion X
(4) Security
of attachment
points
X
c.
Inspect wastegate system
for:
(1) Freedom of
operation
X
(2) Security
of connections X
9.
Cooling System
a.
Inspect
cowls and
baffling
for:
(1) Damage,
cracks or tears X
(2) Condition and
security
of X
fire curtain
(3) Fan shroud for condition and X
alignment
(4) Worn or
missing
fasteners X
b.
Inspect cooling
fan for:
(1) Loose rivets X
(2) Condition and
security
of X
fan blades
(3) Condition of shroud seal X
(4) Proper
fan clearance at shroud X
10. Starter
Assembly
a.
Inspect
starter for:
(1) Condition of Bendix
gear
X
(2) Security
of
mounting
X
FAA
Approved: June 28,
1985
MM-3-1O
MAINTENANCE MANUAL
MECHANICS
NATURE OF INSPECTION FREQUENCY
INITIALS
50 100 200
ii. Alternator
Assembly
a. Inspect
alternator for:
(1)
Evidence of
overheating
X
(2) Broken, worn,
burned or oily
X
brush holder
(3) Security
of
mounting
X
14)
Belt tension (8-12
ft-lbs X
pulley drag)
12.
Engine
Mounts
a. Inspect engine
lord mounts for:
(1) Deterioration of rubber X
(2) Proper security
X
13. Electrical
System (Engine
a: Inspect
electrical
system
for:
(1) Chafed, fraying
and
security
X
of
wirings
(2) Security
of electrical
panel
X
mounting
(3)
Evidence of corrosion and X
of
ground strap
14.
Pylon Assembly (Engine)
a. Inspect pylon assembly
for:
(1)
Evidence of cracks or dents X
(2)
Corrosion
X
(3) Security
of
attaching
hardware X
15. Air Induction
System
a. Inspect
servo air
ducting
for:
(1)
Cleanliness of air filter X
of
bypass
doors X
(3)
Torn or deteriorated hose
I I
X
(4)
Cracks or damage
of air box X
and mounts
(5) Proper security
of lines X
and
clamps
(6)
Condition of rubber inlet seal X
FAA
Approved:
June 28,
1985
MM-3-ll
MAINTENANCE MANUAL
MECHANICS
NATURE OF INSPECTION FREQUENCY
INITIALS
50 1100 1200
16.
Compression
a. Inspect engine compression
for
leakage
X
(1) #1
cylinder
f2
cylinder
#3
cylinder_
#4
cylinder
17.
Engine
Panels
a. Inspect engine
doors for:
(1) Damage
or chafing
X
(2) Security
of
hinges
X
(3)
Worn or
missing
fasteners X
NOTE: For all
required engine
maintenance
and/or inspections,
see published
Lycoming requirements.
E.
Landing
Gear
Assembly
1.
Inspect landing gear
for:
a. Damage
and cracks X
b. Condition of wear plates
X
c. Security
of attachments X
d. Condition of end
caps
X
e. Condition of non-skid
tape
X
2.
Inspect landing gear
oleos for:
a. Evidence of corrosion X
b. Evidence of
leakage
X
c. Condition of boot X
d.
Proper
extension X
e. Security
of attachments X
3.
Inspect ground handling
wheels
and brackets for:
a. Damage
and cracks X
b. Tires
cut,
cracked or worn
X
c. Condition of
bearings
X
d.
Proper
inflation (75 to 80
psi)
X
e. Condition and
security
of X
quick-disconnect pin
FAA
Approved:
June 28,
1985
MM-3-12
MAINTENANCE MANUAL
MECHANICS
FREQUENCY
INITIALS
50 100 200
F. Main Drive Belt
System
i.
Inspect
belt over-center
assembly
for:
a.
Proper
extension of
piston
with clutch X
engaged (measurement: 1
5/8" to 1
3/4")
b. Worn
bushings
in side
plate
slots X
c. Microswitch for
proper operation X
at overcenter
position
d.
Bushing
in bellcrank at
pylon X
for looseness
e.
Security
of clutch
engagement
cable X
f.
Security
of all
attaching
hardware X
2.
Inspect
idler
assembly
for:
a. Looseness of rod end in idler X
yoke
shaft
b. Cracks and
security
of idler
.I
x
support
bracket and
yoke casting
c. Evidence of belt out of track X
d. Worn or loose idler
yoke
X
support bushings
e.
Proper
clearance of belt snubber X
roller
(clutch engaged)
f.
Security
of all hardware X
3. Inspect jackstrut
and
pulley assembly
for:
a. Evidence of
roughness or looseness X
of
upper bearing
b Bond
separation
of
jackstrut X
c. Main rotor drive belt for cracks X
or
missing
sections
d. Lower
pulley
for
security X
e. Condition of rotor tach drive belts X
f. Looseness of
taper pins
and condition X
of flex
pack
g.
Evidence of
rough bearings
and X
proper operation
h. Cracks or dents in
pylon assembly X
(center section)
i.
Proper torque
on transmission X
pinion
nut
(175 ft-lbs)
NOTE:
Retorque
after
disassembly
at 25 hours
FAA Approved: June
28,
1985
MM-3-13
#2 Rev. 11/18/88
MAINTENANCE MANUAL
MECHANICS
50 1100 1200
G. Tail Cone
Assembly
1.
Inspect
tail cone for:
a. Cracks in tail cone mount
fittings
X
b.
Proper security
to
pylon
X
c. Cracked or
damaged
bulkhead and
doublersl
X
d.
Legibility
of decals and
markings
X
2.
Inspect
tail rotor driveshaft for:
a. Rough or worn bearings
X
b. Position of rubber inserts X
c. Looseness of
taper pins
and X
condition of flex
pack
d.
Security
of
pillow
blocks X
3.
Inspect
stabilizers for:
a. Damage
or cracks X
b. Loose rivets X
c.
Security
of attachment X
4.
Inspect
tail rotor
guard
for:
a.
Damage
and loose rivets X
b.
Security
of attachment X
5.
Inspect singer
tube for:
a. Evidence of loose rivets at X
aft bulkhead
b.
Security
of
mounting
X
H. Tail Rotor Gearbox
1.
Inspect
tail rotor
gearbox
for:
a. Evidence of
leakage
at seals X
b.
Security
and
safety
of
mounting screws X
c. Evidence of cracked or
damaged housing
X
d. Drain
gearbox
oil and
inspect
for:
(1) Presence of metal
particles
on X
magnetic plug
(2) Security
and
safety
of all
plugs
X
FAA
Approved: June 28,
1985
MM-3-14
MAINTENANCE MANUAL
MECHANICS
FREQUENCY
INITIALS
50 100 200
e. Inspect gearbox
controls for:
(1)
Worn
bushings
at
pivot points
X
(2)
Slider
assembly
for freedom of X
operation
and wear
(3) Security
and
safety
of X
control hardware
I. Tail Rotor
Assembly
1.
Inspect
tail rotor
assembly
for:
a. Cracks, nicks,
dents and scratches X
b. Evidence of bond
separations
X
c. Loose
tip
rivets X
d. Condition of blade strike tabs X
e. Looseness, roughness
or
binding
X
of
teetering bearings
f.
Security
of teeter bearing
end
caps
X
g.
Looseness, roughness
or
binding
X
of
pitch change bearing
h. Looseness, binding
or wear X
on
pitch
link rod ends
i.
Security
and
safety
of all hardware X
j. Fretting
of blade and
grip
at X
attachment
J. Main Rotor Gearbox
1.
Inspect
main rotor
gearbox
for:
a. Presence of metal
particles
on
X
magnetic plug
b. Evidence of
leakage
X
c. Cleanliness and corrosion X
d. Worn or spalled ring
and
pinion gears
X
e. Cleanliness of
sight glass
X
f.
Security
of
mounting
bolts and
plugs
X
g.
Cracks or dents in
pylon assembly
X
(gearbox area)
h. Condition of main rotor mast X
FAA
Approved:
June 28,
1985
MM-3-15
MAINTENANCE MANUAL
MECHANICS
FREQUENCY
INITIALS
50 100 200
K. Main Rotor
Assembly
1.
Inspect
main rotor blades for:
a. Cleanliness and evidence of corrosion X
b. Condition of blade
tape,
if
applicable
X
c. Nicks, dents or scratches X
d. Evidence of bondline
separations
X
e. Condition of trim tabs X
f. Evidence of loose rivets on X
drag
link attach
fittings
g. Proper security
of blades X
2.
Inspect
main rotor retention and
spindle
for:
a. Evidence of
ratcheting
or
binding
of X
feathering bearings
b.
Proper spring-back
of
lamiflex~bearings
X
c. Evidence of lamiflex
bearing
X
deterioration
d. Condition of lamiflex
nylatron strap
X
e. Condition of
o-ring leakage
X
f.
Security
of
spindle
retention nut X
g.
Condition of
up
and down
stops
X
h. Condition and
security
of
pitch
X
change
horn
i. Evidence of sheared roll
pin
at X
hinge pin
j.
Evidence of
ratcheting
or
binding
of X
flapping bearings
k.
Proper preload setting on retention X
assembly
in
flapping
axis
i.
Proper security
of
hinge pin locking
X
tang
washer
3.
Inspect
universal block
assembly
for:
a. Condition of
lead/lag stops
X
b.
Proper security
and
safety
of X
lower nuts
FAA
Approved:
June
28,
1985
MM-3-16
MAINTENANCE MANUAL
MECHANICS
FREQUENCY
INITIALS
50 100 200
4.
Inspect
main rotor
dampers
for:
a. Rod end radial clearance X
.007" maximum allowed
b. Evidence of
leakage
X
c.
Proper
fluid level in reservoirs X
d. Condition and
security
of rod end X
bearings
e. Proper security
of attachment
points
X
f.
Proper safety
of all hardware X
5.
Inspect
center hub section for:
a. Evidence of cracks X
b.
Fretting
at
upper
and lower X
spline adapters
c. Proper
to
rs
ue and
safety on X
mast nut 10
ft-lbs)
6.
Inspect cyclicwalking
beams for:
a. Evidence of cracks in brackets X
b.
Proper bearing operation
and X
wear at
pivot points
c. Condition and
security
of
pitch
link X
rod end
bearings
d.
Security
and
safety
of all hardware X
7.
Inspect upper
control
push
rods for:
a. Evidence of loose rivets X
b. Evidence of
damage
X
L.
Swashplate
Control
System
1.
Inspect swashplate assembly
for:
a. Looseness of universal
pivot points
X
b. Looseness of
push
rod
dogleg bearings
X
c.
Roughness
of
cyclicbearing 1
x
d.
Condition
of rod end and
fitting on X
push
rods at
cyclicbearing housing
e.
Security
and
safety
of all hardware X
2.
Inspect
collective
guidetube assembly
for:
a. Radial wear of DU
bushings
X
b.
Roughness
of collective
bearing
X
~AA
Approved:
June
28,
1985
MM-3-17
MAINTENANCE MANUAL
MECHANICS
NATURE OF INSPECTION FRE ENCY INITIALS
50 1100 1200
c. Evidence of looseness in collective
walking
beam at:
(1) Bushings
in
straps
at
gearbox
X
attachment
(2) Bearings
at collective
bearing
X
housing
d.
Security
and
safety
of all hardware X
M. Cabin Section
1.
Inspect
cabin exterior for:
a. Proper
door
operation
X
b. Cleanliness, cracks or crazing
of door X
and cabin
plexiglass
c. Obstructedor
bent
pitot
tube X
d: Cracked or broken
position light
X
lens if
applicable
2. Cabin interior
a. Inspect
interior of cabin for:
(1) Cleanliness and evidence of X
corrosion
(2) Presence and
legibility
of decals X
(3) Deterioration of seat cushions,
X
carpet,
backwall and headliner
(4) Condition and
operation
of X
safety
belts and shoulder harnesses
(5) Fire
extinguisher
date of last check X
and
security
(6) Condition of seat deck and X
collective covers
b.
Inspect
instrument console for:
(1) Security
and
damage
to all X
instruments
(2) Condition and
security
of console X
shrouds
(3) Electrical switches for
proiper
X
operation
(4) Legibility
of all
placards
X
FAA
Approved: June 28,
1985
MM-3-18
MAINTENANCE MANUAL
MECHANICS
50 1100 1200
3.
Inspect
cabin
flight
controls for:
a. Cyclic:
(1) Proper range
of travel X
(2)
Freedom of
operation
X
(3) Looseness of rod ends and X
bellcrank
bushings
(4) Evidence of loose rivets on
X
push
rods and bellcranks
(5) Proper security
and
safety
at X
all connections
(6) Lubrication at rod ends and X
bellcrank
pivots
b. Collective:
(1) Proper range
of travel X
(2)
Freedom of
operation
X
of collective X
friction
(4)
Evidence of corrosion on X
torque
tube
(5) Proper security
and
safety
at X
all connections
(6)
Lubrication at rod ends and X
bellcrank
pivots
c. Throttle Correlator:
(1) Proper range
of travel X
(2)
Freedom of
operation
X
! 3) Proper operation
of throttle X
friction
(4) Proper security
and
safety
at X
all connections
(5) Evidence of bent rods X
(6) Lubrication of all
pivots
X
4.
Inspect
seat structure for:
a. Cleanliness and evidence of corrosion I X
b. Evidence of loose rivets X
c. Condition of bulkheads X
FAA
Approved: June 28,
1985
MM-3-19
MAINTENANCE MANUAL
MECHANICS
FKEQUENCY INITIALS
50 1100 200
5.
Inspect
cabin
heating system
for:
a. Condition and
security
of
ducting
X
b. Obstruction in outlets X
c.
Proper operation
of valve and cable X
6.
Inspect
tail rotor controls and cables for:
a. Correct
range
of travel X
b. Evidence of
binding
or
ratcheting
X
c. Wear at
pulleys, fairleads,
(30/401)
1
X
proper alignment,
and tension
d. Looseness of bellcranks at
pivot points
X
e. Wear of
bushings
and rod ends on X
push
rods
f. Evidence of loose rivets X
g. Security
of attachments X
N.
Battery Compartment
1.
Inspect battery
for:
a. Current
specificgravity
X
b.
Proper venting
X
c. Evidence of
electrolyte spillage
X
d. Preservation of
surrounding area X
e. Condition of
case,
cables and hold down X
f. Evidence of corrosion at cable X
connections
O. Electrical
i.
Inspect
electrical
system
for:
a.
Operation
of all exterior
lights
X
b.
Operation
of all interior
lights
X
c. Operation
of both trimmotors X
d.
Operation
of console electrical X
instruments
e.
Operation
of boost
pump
motor X
f.
Operation
of all circuit breakers X
FAU
Approved:
June
28,
1985
MM-3-20
#2Rev.
11/18/88
MAINTENANCE MANUAL
P. LUBRICATION CHECK SHEET
See Section 4 of the
Lubricate the
following
items as stated.
Maintenance Manual for exact service
points
and
approved
lubricants.
NO. OF
MECHANICS
POINTS DESCRIPTION
HOURS
_
INITIALS
GREASE
Tail Rotor
Assembly:
2 Tail rotor feather
bearings
50
2 Tail rotor teeter
bearings
25
5 Tail rotor driveshaft
50
1 Tail rotor
pitch
control
bearing (hand pack)
100
Main Rotor Drive
System:
2 Clutch
engagement
cable 50
1 Lower jackstrut bearing
50
1
Upper jackstrut bearing (hand pack)
100
2 Idler roller
bearings (hand pack)
100
1 Drive belt snubber
bearings
50
Main Rotor
Assembly:
3
Cyclicwalking
beam
bearings
50
6
Lead/lag bearings
50
9
Flapping bearings
50
6 Feather bearings
50
Swashplate Assembly:
1
Cyclicswashplate bearing
50
Guidetube assembly:
1 Collective
guidetube bearing
50
OIL
Engine:
1 Drain and refill add as required (fill can)
50
Overrunning
Clutch:
1
Inspect
level of oil toil can)
50
FAA
Approved:
June 28,
1985
MM-3-21
MAINTENANCE MANUAL
NO. OF
MECHANICS
POINTS DESCRIPTION HOURS INITIALS
Tail Rotor Gearbox:
1 Drain and refill 6 ounces toil can)
100
2 Control
yoke pivot points toil can)
50
Main Rotor Gearbox:
1 Drain and refill 51 pints (fill can)
100
Main Rotor Drive
System:
3
Cyclicwalking
beam
pivot points
toil can)
50
Tail Rotor Pedal
Assembly:
4 Pedal
pivot bushings toil can)
50
4 Pedal control bellcranks toil can)
100
Cabin
Flight
Control
System:
5
Cyclic
control bel7crank
pivot points 1
ioo
toil can)
2
Cyclic
control stick
pivot points
toil can)
100
6 Collective control bellcrank
pivot points
100
toil can)
FAA
Approved:
June 28,
1985
MM-3-22
MAINTENANCE MANUAL
Q.
Post
Inspection
Ground Run
i.
inspect engine operation
for: (1500
rpm
idle)
a. Oil
pressure
b. Alternator
c. Engine compartment
for oil or fuel
leakage
d.
Magnetos
for:
(1) Left
(2) Right
(3)
Off
e. Mixture control for idle cut-off
operation
2.
Inspect
rotor
engagement
for:
(1500
rpm
idle)
a. Smoothness of
operation
and
positive
over-center
position
(light)
b.
Proper
clutch handle
stowage
c. Track of belt on idler roller
3.
Inspect
the
following
instruments for
"green" operation
a. Oil
pressure
b. Oil
temperature
c. Cylinder
head
temperature
d. Main
gearbox temperature
e. Tach needles married
4.
Inspect ground
run for:
(3050 rpm)
a. Manifold
pressure
(17.5" to 19")
b.
Operation
of one
way
clutch
c. Rotor blades for out of track
d.
Magneto
check (left right)
e.
Proper operation
of all instruments
f.
Proper operation
of
"press-to-test" lights
g. Proper operation
of 611 avionics
FAA
Approved:
June 28,
1985
MM-3-23
MAINTENANCE MANUAL
3-3 SPECIAL INSPECTIONS
This section contains
guidelines
for
performing
the
requ
i red
inspections by qualified
maintenance
personnel,
after
experienc-
ing any
of the
following occurrences: main rotor blade and/or
tail rotor strikes, hard
landings,
rotor
overspeed, engine
overspeed
or
engine
overboost. It should be
emphasized
that
other
parts and/or adjacent componentsnot
listed
may
also be
damaged, dependent
on the
severity
of the incident. Therefore,
this
guide
should not be considered absolute and should be
expanded as required by
the
inspecting
maintenance
personnel,
as
the occurrence
may require, per appropriate
sections of this
manual.
B. All Aluminum and Steel
Components
NOTE: All aluminum and steel
components
must be
inspected by
the
following processes:
1. All aluminum machined or cast
components
are to be
inspected
by Zyglo.
2. All aluminum sheetmetal
components
are to be
inspected
for
deformation.
3. All steel
components
are to be insected
by Magnaflux.
All
parts
and
components
that
may
be affected
by
the
specific
occurrence are to be
given a
complete inspection
for
possible
damage.
C. Main Rotor Blade Strike and/or Sudden
Stoppage
NOTE: The
following inspections are
mandatory:
1. Classification of blade strike (Minor)
a. Blade
damage
does not exceed
damage as defined in
Section
4-7,
and shows no visible kinks, ripples
in the
skin or
trailing edge.
Action
Required: Repair
blade
per
Section 4-2.
FAA
Approved:
June
28,
1985
MM-3-24
MAINTENANCE MANUAL
b. Blade
damage
exceeds limits of Section 4-7,
but has not
contacted airframe or other
rigid body.
Action
Required:
Check main rotor shaft TIR
per
pararaph TElJ f this section.
Inspect
tail rotor
driveshaft
taper pins
and flex
packs
for
damage per
Section 10-6.
NOTE: If
taper pins or flex
packs
do not meet
inspection criteria, proceed
to
paragraph2
and followall noted
requirements.
The main
rotor blades must be
replaced
or returned to
Enstrom
Helicopter Corporation
for
inspection
and/or repair.
2. Classification, main rotor blade strike and/or sudden
stoppage (Major). Obvious blade
damage.
a. Main Rotor Gearbox
The main rotor
gearbox
must be returned to Enstrom
for
complete disassembly
and
inspection.
This shall include the
upper pulley,
overrunning
clutch and tail rotor driveshaft
couplings.
b. Main Rotor Hub
The main rotor hub must be returned to Enstrom
for
and
inspection.
This shall include the
damper
assemblies.
c.
Flight
Control
System
and
Components
1 All
flight
control
system push-pull
control rods
must be
inspected
for sheared rivets in
fittings
and/or damaged
rod end
bearings. Inspect closely
the three main rotor
push-pull
control rods from
the
swashplate
to the hub for sheared rivets or
other
damage. Inspect
the
cyclic
and collective
torque tubes,
bellcranks and
fittings
for sheared
rivets or
damage.
NOTE: If rivets are
suspect they
should be
removed from each
fitting
and
replaced.
2
Inspect-
the lower
swashplate
for
warped
or cracked
casting
and for bent or damaged guidetubes
in the
upper swashplate. Inspect
tie rod and universal
rod for
straightness. Inspect
bolt holes for
elongation.
3
Replace
all tail rotor driveshaft
taper pins.
FAA
Approved:
June 28,
1985
MM-3-25
MAINTENANCE MANUAL
4
Inspect
the tail rotor driveshaft at the fore and
aft ends for
complete
or
partial
failure at the
taper pin
holes.
NOTE: The aluminum
plugs
inside the shaft at
either end could be
holding
the shaft
together, even if a failure has
occurred, and transmit
torque
to the
tail rotor
briefly.
5
Magnaflux
the tail rotor driveshaft.
6
Inspect
the
pylon
structure at the
gearbox
mount-
ing areas for broken or bent tubes. Check
trueness of the four
gearbox
attachment
points.
7
Inspect
all blades for
distortion, especially
along
the
leaning
and
trailing edge,
for
dents,
scratches and bond line cracks or
separations.
NOTE:
Damaged
main rotor blades must be
replaced or returned to Enstrom
for
inspection
and evaluation.
8
Inspect
all
components
of the drive
system,
including disassembly
of the overcenter belt
tension
assembly,
for cracks and distortion of
parts.
D. Tail Rotor Strikes
1. Tail rotor strike (minor) defined as strike tab
missing
but no physical damage
to tail rotor blade.
Action
Required: Inspect
aft
coupling taper pins
and flex
packs
for distortion
per
Section 10-6. if no damage
is
noted,
make
log
book
entry
and advise Enstrom. If
damage
to
taper pins
is noted
proceed
to
paragraph
2 of this section
and followall noted
requirements.
2. Tail rotor strike (major) defined as obvious
physica1
damage
to tail rotor blade.
NOTE: For tail rotor strikes
involving
the deformation
of the strike tabs, and/or other
physical damage,
the
following inspections are mandatory
a. The tail rotor
gearbox,
tail rotor
assembly
and
controls must be returned to Enstrom
Helicopter
Corporation
for
and
inspection.
This shall include the tail rotor driveshaft
couplings.
FAA
Approved: June 28,
1985
MM-3-26
MAINTENANCE MANUAL
b.
Replace
all tail rotor driveshaft
taper pins.
c. Inspect
the tail rotor driveshaft at the fore and aft
ends for
complete or
partial
failure at the
taper pin
holes.
(See "NOTE,"
Item 4
above.)
d.
Inspect hangar bearing housings
and attachments.
e. Inspect
tail rotor cables and
pulley
attachments.
f.
Inspect
tail rotor
pedal push-pull rods, tie rod and
bellcranks under the floor
panels.
E. Hard
Landing
In the event of a hard
landing
which
may
or
may
not be associated
with a main or tail rotor strike, the
following inspections
must
be conducted.
1.
Inspect
the forward and aft cross tubes for a bend or bow.
Bows
greater
than 1/2 inch should be
mechanically
straightened
or the cross tube
replaced.
Bows of 1/2
inch
or less
may
be accommodated
by inverting
the cross tube with
the bow
up.
2.
Inspect
the
landing gear leg
assemblies for
any
distortion
or deformation,
all
fit~ings
and bolt holes for
elongation,
all welds and
gussets
for
cracks, especially
the shoe
weldment at the lower skid tube attach
point.
NOTE: The
landing gear leg
assemblies which are not
kinked
may
be
mechanically straightened.
3.
Inspect
the skid tubes for
straightness.
Gentle bows or
bends
may
be mechani
cally straightened. Inspect
all
hardware attachment holes for
elongation and/or tears.
4.
Inspect
the oleo assemblies for
leakage
and freedom of
movement. Visual
damage
warrants return to Enstrom for
complete inspection
and overhaul.
5.
Inspect
the
landing gear
attach
points
at
pylon, pylon
to
gearbox, pylon
to cabin and
pylon
to tail cone for
any
deformation or hardware failures. The
upper
cabin mount
fittings
should be
dye
checked for cracks.
6. The main rotor shaft TIR should be checked.
NOTE: This can be done on the
ship
with the blades
removed. Maximum TIR is .012 inch. TIR in excess
of .012 should be
brought
to the attention of
Enstrom Customer Service for
disposition.
FAA
Approved:
June 28,
1985
MM-3-27
MAINTENANCE MANUAL
7. The main rotor
gearbox
mounts should be examined for
any
distortion. Check mount bolt
torque. Any
loss of
torque
warrants
disassembly
of
attaching
hardware and
magnaflux
or
replacement
of hardware.
8. The transmission
lugs
should be
inspected
with
dye penetrant
prior
to
returning
to service.
F. Rotor
Overspeed
The maximum
permissible
rotor
rpm
is 385. Inadvertent maneuvers
at altitude or
heavy weights
can result in rotor
overspeed.
Overspeeds
above 385 to 400
rpm require
the
following inspection.
1. Remove the main rotor blades and
inspect
the
flapping
axis
for
proper drag, notchiness, and freedom of movement,
ref.
Section 5.
2.
Inspect
the main rotor blade retention for
any
deformation.
3. Remove the main rotor blade
grips, inspect
the lamiflex
bearings
for
deformation,
proper
thickness, delamination or
extruded brass.
Inspect
the teflon liner for
any damage or
unusual
wear,
ref. Section 9.
4.
Inspect
the main rotor
spindles
for
pulled or distorted
threads.
CAUTION: If
any
mechanical deficiencies are noted from
Items
2,
3 and
4, or rotor
rpm
exceeded 400
rpm,
the
complete
rotor head must be returned to the
factory
for
inspection
and overhaul.
G.
Engine Overspeed or Overboost
Operators are cautioned that
any engine operation
which exceeds
the
published
maximum red line for
rpm
and/or
MAP will
require
action as defined
by Lycoming
Service Bulletin Number 369~ or
later.
FAA
Approved:
June 28,
1985
MM-3-28
MAINTENANCE MANUAL
3-4 AIRWORTHINESS LIMITATIONS MANDATORY SERVICE LIFE LIMITS
The
following
items are the retirement lives in hours established
by
Enstrom
Helicopter Corporation.
B. Part
Number, Item and Hours
1. 28-13104-1 Main rotor shaft 76,250
hrs
2. 28-14100 Main rotor blade 95,000
hrs
3. 28-14207-1
Cyclicwalking
beams 76,500
hrs
4. 28-14282-11 Main rotor
spindle 19,000
hrs
5. 28-14283-1 Main rotor
drag
link
13,750
hrs
6. 28-150002-1 Tail rotor blade
3,100
hrs
7. 28-150044-1 Tail rotor blade
grip 6,200
hrs
8. 28-16119-1 Lower
swashplate 17,700
hrs
housing
9. 28-13609-1 Tail rotor 1,200
hrs
driveshaft
coupling
10. A005-1991 Tail rotor driveshaft 1,200
hrs
flex
pack
11. 202577 Idler
pulley bearing
600 hrs
12. 5201SBKZZ-ABEC Lower
swashplate 1,200
hrs
bearing
13. Z993L13XR3B
Upp~r swashplate 1,200
hrs
bearing
*14. 01-691-08
Damper
rod end
bearing
500 hrs
*15. MXK3R-8R
Damper
rod end
bearing
500 hrs
*16. MSSKR88-2OBAC
Damper
rod end
bearing
500 hrs
*17. ART-8E
Damper
rod end
bearing
500 hrs
18. 103574-00
Turbocharger 2,000
hrs
Model 3BT5EE1032
*500 hours or .007 inch radial clearance, whichever occurs first
FAA
Approved:
June
28,
1985
MM-3-29
MAINTENANCE MANUAL
3-5 MANDATORY OVERHAUL CYCLES
The
following
are component
overhaul
cycles
established
by
their
respective
manufacturers:
1. HIO-360-F1AD
Engine
1,500
hrs
2. 3BT5EE10J2
Turbocharger
1,000
hrs
3. 28-13170 Main rotor transmission 1,200
hrs
4. 28-13525 Tail rotor transmission 1,200
hrs
5. 28-13401-2
Overrunning
Clutch 2,400
hrs
All other
components
are overhauled "on condition" or as called
out in manufacturers
publications.
FAA
Approved:
June 28,
1985
MM-3-3O
SECTION
SERVICINGAND
GENERAL
MAINTENANCE
MAINTENANCE MANUAL
SECTION 4
SERVICING AND GENERAL BIAINTENANCE
4-1 LUBRICATION
A. GENERAL INFORMATION
This section contains all the items requiring
lubrication or
servicing
the
types
of lubricants approved, as well as the
methods,
~requency and number of points requiring
service.
NOTE: Refer to the latest revision of TEXTRON
Lycoming
Service Instruction Letters for
updating
of
authorized fuels and lubricants.
B. FUELSAND LUBRICANTS
FUEL TAWKS
i. 100/130 Aviation Grade MIL-G-5572
Phillips
66
Phillips
Pet.
2. 100LL Aviation Grade Shell Shell Oil
ENGINE OIL
3. Mineral MIL-L-6082 Aeroshell Shell Oil
4. Ashless
Dispersant
MIL-L-22851 Aeroshell W Shell Oil
Phillips X/C Phillips
Pet.
Ffultiviscosity
FLIGHT CONTROL LUBRICANTS
5. Grease MIL-G-25537 Aeroshell 14 Shell Oil
8. Grease MII;-Q-8i322 Mobil 28 Mobil Oil
9. Grease MIL-G-18709 ANDOC "B" Exxon
10. Grease Marfac
O,
Texaco
00, or 1
11. Grease MIL-G-23827 Mobil 22 Mobil Oil
ENCO Beacon ENCO Oil
No. 325
EXXON Exxon
No. 5114EP
LANDING GEAR OLEOS
12. Oil MIL-H-5606 TL 5874 Texaco
XSL 7828 Shell Oil
Aero HFB ~obil Oil
"PO" 4226 American Oil
6r
Supply
Revision
r~3, 3/94 ~DI-I-1
MAINTENANCE MANUAL
MAIN ROTOR DAMPERS
13. Oil
L-45 Silicone Union Carbide
Oil
MAIN ROTOR TRANSMISSION
14. Oil MIL-L-2105 Mobilube Mobil Oil
No. HD 90
Shell
Splrex
Shell Oil
HD 90
Shell EP 90 Shell Oil
Exxon Gear Exxon
Oil GX 90
Pennzoil Pennzoil
No. 4096
Mobil 1 Mobil Oil
OVERRUNNING CLUTCH
15. Oil MIL-L-7808 Exxon No. 15 Exxon
16. Oil MIL-L-23699 Turbo Oil .Exxon
Aeroshell Shell Oil
Turbine
Oil 500
No. 2",80
No. 520 ATF Mobil Oil
Fluid
No. B-10103 ENCO Oil
TACHDRIVE CABLES
17. Grease No. 2701-109 S.S. White Co~
Piscataway, NJ
TAILROTOR GEARBOX
18. Oil HIL-L-6082 SAE 10W Shell Oil
SAE 10W Texaco
19. Oil MILLL-ii851 SAE 20W-50 Phillips Pet.
20. Oil ~IL-L-2105 Mobil 1 Mobil Oil
MISCELLANEOUS
21. Anti-Seize
Compound
.GO-JO NO-LOK~ GO-30 Indust.
Akron,
Ohio
22. Solvent MEK or Acetone
MAINTENANCE MANUAL
LUBRICATION AND SERVICING CHART
FREQUENCY
METHOD TYPE LUBE VIEWS
NUMBER
REQUIRED
zl I I I OF ITEM NO.
COMPONENT CAPACITY SERVICING
C~ Z U
REFER TO REFER TO
cr rr -I
POINTS GENERAL
O Q W U d
ACCEPTABLE LUBE
O O I v, u
LOCATION
-~I I I o
FUELS AND CHECK OWWJ~Z
U.S. LITER
00h "4
LUBRICANTS SHEET
or~
Fuel Tanks
(Servicing)
40 151.4 X
I I I I I I 1
2
places 1,2 A 1
gals
Fuel Tank
Sump
Drain x
I I I I I I I I 1
2
places A 2
tngine
Oil Filler
I I I I I I I I I I I I I I A 3
Engine
Oil
Dipstick
8
qts I I I I Ix
x 1
place 3,4 or 5 A 4
Main Fuel Screen
I I I I Ix I I I I I I I
1
place I I B 5
Engine
Fuel Nozzles
I I I I I Ix I I I I I 1
4
places 22 N/A N/A
Engine
Oil
Sump
Drain
I 1 I I IX I I I I I I 1
place 3,4 or 5 B 6
Engine
Oil Filter
I i I I Ix I 1 I I I I I
1
place I I C 7
Engine
Air Filter
I I I Ix I I I I I I 1
place D 8
Main
Engine
Oil Cooler
I I I I (X I I I I I
1
place D 9
Aux.
Engine
Oil Cooler
I I I I IX I I I I I I 1
place D 10
Main Fuel Filter Drain x
I I I I I I I I I
1
place ~D 11
Main Rotor Gearbox 5.5 2.6
1 I IX I I I I I I 1
place E 12
Drain
Magnetic Plug pts
MM-4-3
MAINTENANCE MANUAL
FREQUENCY
NUMBER REQUIRED
ZI I I I OF
ITEM NO.
COMPONENT CAPACITY SERVICING
C~ Z O
REFER TO REFER TO
4 z 4
POINTS GENERAL
O 4 W U
ACCEPTABLE LUBE
O O r v, o
LOCATION
_J 11 u Q o
FUELS AND CHECK
gww z
U.S. ~IIER
O O
~UBRICANTS SHEET
acu
Main Rotor Gearbox x I I .I- I I I I I
1
place
E 13
Sight
Glass Level
Main Rotor Gearbox I I I Ix x 1
place
13 F 14
Main Rotor Gearbox I I I I~ r Ix I I I Ix 1
place
15 G 15
Overrunning
Clutch
Upper
Jackstrut Bearing I I I I I Ix
x X 1
place
10 G 16
Lower Jackstrut
Bearing I I I I IX
X
I I I I
1
place 6,7,8&
9 H 17
Drive Belt Idler I I I Ix I I I I Ix
2
places
12 I 18
Roller Bearings
Drive Belt Idler
Straps I I I I I Ix I I I Ix
2
places
8 19 I 19
Drive Belt Snubber I I I I Ix X
I I I
1
place
Bearings
Drive Belt Clutch i I I I Ix
X 2
places 6,7,8
9 K 21
Rotor Tach Drive I I I I IX
X
I I I
1
place 6,7,8
9 L 22
Bearings
XLater models are fittedwith a
grease fitting
for lubricating
MM-4-4
MAINTENANCE MANUAL
LUBRICATION END SERVICING CHART
FREQUENCY
NUMBER REQUIRED
ZI I I
OF
ITEM NO.
Y
SERVICING
REFER TO COMPONENT
CAPACITY Z O
REFER TO
4 Z4
POINTS
GENERAL
O O I V) U
ACCEPTABLE LUBE
~JIrlI
u4J o
LOCATION
o w w -1 -I
FUELS AND CHECK
U.S. LITER
4 L"OO aid 4
LUBRICANTS SHEET
C3CULD ~n(3LLOI
Tail Rotor Driveshaft I I xl I -I I
x
I I I 1
5
places 6,7,8
9 M 23
Bearings
Tai1 Rotor Gearbox I I I I x i I I I I I
1
place
N 24
Drain Magnetic Plug
Tail Rotor Gearbox 5 oz .15 1 I I Xt I I
X
I I
1
place
18 19 N 25
Filler
Plug
Tail Rotor Gearbox
xl I
N 26
Sight
Glass
Tail Rotor Control I I i I I xl I I I
x 4
places
8 19 N 27
Pivot Points
Tail Rotor Grip I I I I Xt I I
X
I I I 1
2
places 6,7,8 9 N 28
Feather Bearings
Tail Rotor Teeter I I I xl I I I
x
I I I 1
2
places
10 N 29
Bearings
Tail Rotor Pitch I I I x\ I I
x 1
place
10 N 30
Control Bearing
Col lective Guidetube; I I I I
x X I I I I
1
place 6,7,8 9 O 31
Bearing
~MM-4-5
MAINTENANCE MANUAL
FREQUENCY
NUMBER REQUIRED
ZI I I I
OF
ITEM NO.
3
Z
SERVICING
REFER TO
COMPONENT
CAPACITY cL~
REFER TO
Z4
POINTS
GENERAL
a w u 4
ACCEPTABLE
LUBE
U
4" -1 a
LOCATION
I
a w w I1I-1 Z
FUELS AND
CI1ECK
U.S. LITER
a c~ Lnl~lv, c~ LL. a I
LUBRI CANT S
SI1EET 4 QO or 4
CyclicSwashplate I I I I I
X x
I I I I
1
place i 6,7,8
9 O 32
Bearing
Cyclic
Push Rod
I I I I I XI I I I I
X 1
place
8 19 O 33
Oilite Bushing
CyclicWalking
Beam
I I I I I
X X I I I 1
3
places 6,7,
8 9 P 34
Pivot Point
Cyclic
Push Rod
I I I I I XI I I I IX
3
places
8 .19 P 35
Spacer Bushing
Main Rotor Lead/Lag I I I I I
x X
I 1
3
p~aces 6,7,8
9 P 1 36
Bearings
Main Rotor Grip
X X I I I 1
6
places 6 recommended P 37
Feather Bearings
alt:
7,8
9
Main Rotor Damper
Asl relauilredl I I I X 6
places
16 P 38
Service Plugs
Main Rotor Lead/Lag I I I I I
x X I I 1
3
places 6,7,8
9 q
39
Bearings
Main Rotor Flapping I I I I I
x X
I I I I 9;places 6,7,8
9 q 1:
40
When lubricating
main rotor grip feathering bearinQs
be sure purge
screw is removed,
ifnot
grease
may
be forced
past
the spindle
end seal and contaminate the Lamiflex bearing.
#2 Rev._11/18/88
MM-4-6
MAINTENANCE MANUAL
FREQUENCY
NUMBER REQUIRED
zl I I I OF I I ITEM NO.
COMPONENT CAPACITY
3 1
SERVICING
Cr C~ Z O
REFER TO REFER TO 4 Z
POINTS GENERAL
O W U 4:
ACCEPTABLE LUBE
O O I (J) U
LOCATION
O
g
o
FUELS AND CHECK
OW -l_lZ
U.S. LITER
4~1LO 00
LUBRICANTS SHEET
C3~lm V)C3LLOI
Landing
Gear Oleos Asl relauilredl I I X 4
places
17 R 41
Servicing Point
Ground Handl i
ng I I I I I
x
I I r I
x 2
places
10 R 42
Wheel
Bearings
Battery Servicing I I I Ixl I I I I I
All cells S 43
Tail Rotor Control I I I I I I X I I I I X 4
places
8 19 T 44
Cabin I I I I I I I I i I I 1 I I I 45
Cabin
Flight Control I I I I x I I I I
x 11
places
8 19 U 46
Bell Crank
Bushings
MM-4-7
MAINTENANCE MANUAL
Lubrication And
Servicing
Check List
NOTE: Numbers listed below
identify lubricating
and
servicing points.
VIEW "A"
"""~i
i. Fuel Tanks
(2 places)
2. Fuel Tank
Sump
Drain ~3
(2 places)
3.
Engine
Oil Filler
4.
Ehgine
Oil
Dipstick
ORIGINAL
i.
asReceived
By
ATP
6) (5
ii~
VIEW "B"
5. Main Fuel Filter
(P/N G-450-4 or
iuti-~
35-199-908)
s
6.
Engine
Oil
Sump
Drain ~s
MM-4-8
MAINTENANCE MANUAL
7
;T*il
VIEW "C"
7.
Engine
Oil Filter
(P/N
CH48103):Ij!
ii:eis;;le
i.
li!
Sfiii:
r.,
OBIGINAL
As
eeceived
By
ATP
VIEW "D"
8.
Engine
Air Filter 10. Aux.
Engine
Oil Cooler
(P/N 6487923)
9.
Engine
Main Oil Cooler
11. Main Fuel Filter Drain
9) (8) (~1) (~o
MM-4-9
MAINTENANCE MANUAL
12) (13
VIEW "E"
12. Main Rotor Gearbox Drain and
Magnetic
Particle
Plug I
13. Main Rotor Gearbox Oil Level
Sight Gauge
Iliil"ii
ORIGINAL
As
ReceivedBY
ATP
VIEW "F"
14. Main Rotor Gearbox Filler
and Screen
MM-4-10
MAINTENANCE MANUAL
16) (15
VIEW "G"
15. Main Rotor Gearbox
Overrunning
Clutch
Drain and Filler
Plugs
Upper
Jackstrut
Bearing
Grease
Fitting
ORIGINAL
As ReceivedBy
ATP
17) (17
VIEW "H"
tirlie::
"I~
17. Lower J~ackstrut
Bearing
Grease
Fitting
and
i;i
Purge Plug
;i
I .R
MM-4-ll
MAINTENANCE MANUAL
VIEW "I"
18. Idler Roller
Bearings
(2 places)
19. Idler
Strap Bushings
(2 places)
ORIGINAL
AsReceived
By
AVP
VIEW "J"
20. Drive Belt Snubber
Roller Bearings
KM-4-12
MAINTENANCE MANUAL
VIEW "K"
21. Drive Belt Clutch
Engagment
Cable
Grease
Fitting
(2 places)
(Aft
ORIGINAL
asReceived
By
ATP
~2i
nI;~
(Fouward)
MM-4-~3
MAINTENANCE MANUAL
VIEW "L"
22. Rotor Tach Drive
22
Grease Fitting
ORIGINAL
As ReceivedBy
ATP
VIEW "M"
23. Tail Rotor Drive
Shaft Bearings
(5 places)
I I
23
MM-4-14
MAINTENANCE MANUAL
29) (30) (25) (27) (26
VIEW "N"
24. Tail Rotor Gearbox Drain
and
Magnetic
Particle
Plug
25. Tail Rotor Gearbox Filler
Plug
26. Tail Rotor Gearbox
Sight Gauge
27. Tail Rotor Control Yoke Pivot
Points (4 places)
28. Tail Rotor
Feathering
Bearings (2 places)
:ii 1
29. Tail Rotor
Teetering
Bearings (2 places)
30. Tail Rotor Pitch
change
Bearing. (28) ~24
OR161NAC
As Received
By
aTP
VIEW "O"
31. Collective Guidetube
Bearing
Grease FitfinR
32.
CyclicSwashplate Bearing
Grease
Fitting
33.
Cyclic
Push Rod Oilite
Bushings
and
Spacer
33) (32
MM-4-15
EIl\INTENANCE MANUAL
VIEW "P"
38) (35) (34) (36) (37
34.
CyclicWalking
Beam
Grease
Fitting (3 places)
35.
CyclicWalking
Beam
Push Rod
Bushing
(3 places)
36. Main Rotor
Lead/Lag
Bearings
3
places)
37. Main Rotor
Feathering
Bearings (6 places)
38. Main Rotor
Damper
Service
Plugs (2 places)
OWIGINAL
~.ce
8eceived
By
~rW
A-TP
i:~
VIEW
"Q"
39. Main Rotor
Lead/Lag
Bearings (3 places)
40. Main Rotor
Flapping
Bearings (9 places)
39) (40
MM-4-16
MAINTENANCE MANUAL
VIEW "R"
41.
Landing
Gear Oleo
Service Point
42. Ground
Handling
Wheel
Bearing
42
(Z~RIGI MAL
AeReceived
B~
ATP
43
VIEW "S"
43.
Battery Servicing_
Points (6 points)
MM-4-17
MAINTENANCE MANUAL
44) (45
VIEW "T"
44. Tail Rotor Pedals
Lubricating
Points
(4 places)
45. Tail Rotor Control
Bushings (4 places)
$RIGINAL
Rgceived
B11
AfP
VIEW "U"
46. Cabin
Flight
Control
Bellcrank Pivot
Bushings (11 places)
MM-4-18
MAINTENANCE MANUAL
4-2 SERVICING
Servicing
of the Enstrom
helicopter
is
normally accomplished
at
specified hourly
intervals.
Operators
should take into consideration
environmental conditions and determine whether more frequent servicing
intervals-are
necessary.
See the
appropriate
charts and
diagrams
in
Section 4-1 for service intervals, locations,
and
approved fuels,
oils,
and lubricants.
B.
Engine
Oil
System Servicing
NOTE: The
quantity
is checked
by using
the
dipstick
located behind
the
panel
above the left hand
engine
door. Oil is added
through
the filler located next to the
dipstick.
Normal
operating
oil level is between 6 and 8
quarts;
add oil as
required.
(12 Check
engine
oil level
prior
to each
flight.
Oil
change
intervals is 50 hours. The oil filter is
changed every
50 hours.
Refer to latest revision of Avco
Lycoming
Service Letter
No. L-157 for
requirements
of
extending
intervals between oil
changes.
(a)
Drain oil from hot
engine.
(b)
Disconnect hoses from both oil coolers and allowto drain.
(c)
After removal,
open
and
inspect
oil filterelement.
(2) Filling engine
oil
system:
Refer to Fuel and Oil Index for
approved
oils. To fill oil
system,
add oil at filler until
dipstick
indicates
operating level,
between 6 and 8
quarts.
NOTE: Total oil
capacity
is 10
quartsincluding lines,
filter
and coolers. Consumable oil
capacity
is 8
quarts
as
indicated on
dipstick.
(3)
Ground run
engine
after
servicing.
Check for leaks,
recheck
dipstick level,
service as required.
C. Main Rotor Gearbox
Servicing
NOTE: The main rotor
gearbox
has a self-contained oil
supply.
The
oil level should be checked
prior
to the first
flight
of the
day.
The oil
change
interval is 100 hours. The oil level
is
visually
checked
through
a
sight gauge
located at the aft
right
side of the
gearbox housing
and is viewed from a
panel
in the
baggage
box. The normal
operating
oil level is
6
pints
and nill show
mid-way
in the
sight gauge
with the
gearbox nearly
level
(ground handling
wheels down).
Minimum
operating
oil level is 4
pints.
MM-4-19
MAINTENANCE MANUAL
(1) The
gearbox
is fittedwith a
magnetic-type
drain
plug
located on
O
mounting
magnetic plug may
be
periodically
checked for
possible
metal
contamination
using
a VOM, unless
equipped
with
chip
detectors.
(2) Draining
main
gearbox:
Place a sheet metal
trough
under
gearbox,
remove
magnetic
drain
plug
and allowto
completely
drain. Check
drain
plug
for metal
chips,
clean and reinstall.
Re-safety.
NOTE: There will be
approximately f pint
of residual oil left
in
gearbox
after
draining.
(3) Filling
main
gearbox: Open
filler
cap,
remove and check screen
from filler neck for cleanliness.
Replace
screen and service
with 5.5
pints
of
gearbox
oil. Refer to Fuels and Lubrication
list for
approved
oils.
D. Tail Rotor Gearbox
Servicing
The self-contained oil
supply
in the tail rotor
gearbox
is
visually
checked
through
the
sight gauge
located on the aft side of the
gearbox
housing.
The oil level should be checked
prior
to the first
flight
of
the
day.
The
proper operating quantity
is between 4 and 5 fluid
ounces with normal
sight gauge
levels full in
window, helicopter
level
(wheels down). Servicing
consists of
maintaining proper
oil level.
(1) The tail rotor
gearbox
is fitted with a magnetic
drain
plug
located on the lower surface of the
housing.
The
magnetic plug
may
be
periodically
checked for
possible
metal contamination
using
a conventional VOM.
(2) Draining
tail rotor
gearbox:
Remove
magnetic
drain
plug
and
allow oil to
completely
drain. Check
magnetic plug
for metal
chips,
clean and reinstall.
Re-safety.
(3) Filling
tail rotor
gearbox:
Remove filler
plug
located
directly
above the
sight gauge. Using
suitable filler
can,
add a measured
5 fluid ounces of oil or fill level to
top
of
sight gauge.
Reinstall filier
plug. Re-safety.
Refer to Fuels and
Lubrication list for
approved
oils.
NOTE: Check condition of seals and
gaskets, repl
ace as
necessary.
E.
Dampers Servicing
and
Bleeding
Procedures
NOTE:
Dampers may
be serviced on or off the aircraft.
(1) Remove
top
reservoir
plugs (2 places).
(2)
Fill reservoir
ports
with L-45 silicone oil.
MM-4-20
MAINTENANCE MANUAL
(3) Replace
reservoir
plugs.
(4) Cycle damper slowly,
end to end, a minimum of four times.
NOTE:
(a) Dampers on the aircraft are
cycled by
slowfore and
aft movement of the rotor blades.
(b) Cycling dampers
off the aircraft can be done in the
T-O051
(special tool) damper cycling
fixture.
(5) Remove
top
reservoir
plugs
and check fluid level.
NOTE: Full fluid level,
with no air
bubbles,
indicates the
damper
is serviced. If fluid level is 1
ow,
or air
bubbles
appear, repeat steps
1
through
4.
(6) Install reservoir
plugs
and
safety
wire with .032
safety
wire.
F. Oleo Struts
Servicing
(1)
General Information
There are three methods of
servicing
the oleo assemblies. Oleo
pressure
is 400
psi
and it is
important
that this
pressure
is
maintained. The use of
nitrogen
is recommended for
servicing,
as
it has no moisture content.
(2)
Oleo Extension Check
CAUTION: Oleo
pressure
must be maintained for
proper
extension to
prevent
the oleo struts from
bottoming
out when the
helicopter
is run
up
on the
ground.
Lack of
proper
extension can cause vibration and
possible ground
resonance.
NOTE: Oleo extension check is
mandatory
on all
preflight
inspections.
(a) Rock the
helicopter
to distribute the
weight evenly
between
the struts.
(b) Check the chrome
piston
extension from
top
of brass retainer
to
tape
line. Correct extension is 3/4" to 1 3/4"
(3) Oleo Strut
Servicing
Methods
Method 1
(a) Remove oleo struts from aircraft.
MM-4-21
MAINTENANCE MANUAL
(b) Connect
nitrogen pressure
line to oleo valve. Set
nitrogen
pressure
valve to 400
psi
and
slowly open
oleo valve. Allow
oleo to fill for
approximately
10 seconds
bringing
o7eo
pressure
to 400
psi.
Close oleo valve first,
then
nitrogen
tank valve,
and remove
pressure
line.
NOTE:
Nitrogen
will bleed out from line when disconnected.
(c) Reinstall oleo struts on aircraft. See Section 8-7, Landing
Gear, for installation
procedures.
Method 2
(a) Sling
load the aircraft to remove all
weight
from the oleo
struts.
NOTE:
Proper
installation of the
sling
can be noted in
Section 9-2,
Main Rotor Hub Removal.
(b)
Without
removing
the oleos from the aircraft, pressurize
them to 400
psi
as described in Method i.
Method 3
NOTE: If removal of the oleos or the use of a sling
hoist is
not
possible,
the oleos can be
pressurized
with the
weight
of the aircraft on them. This method is not as
accurate as the
previous methods,
and should
only
be
used if Methods 1 and 2 cannot be
completed.
(a)
Pressurize the aft oleos first as follows:
1 Set the
nitrogen
tank valve
pressure
to 1000 Ibs.
Connect
pressure
line to oleo valve.
2 Have another
person
lift
up
on the tail cone stinger
tube.
Slowly open
the oleo valve until
approximately
1 inch of chrome
piston
is extended.
Repeat
on opposite
aft oleo.
3 Rock the aircraft several times and re-check oleo
piston
extension.
Repeat step
2 until aft oleos have
equal
extension
falling
in the 5j4" to 1 3/4"
range.
4 Pressurize the forward oleos until
they
have an equal
piston
extension as the aft oleos. Rock aircraft and
re-check. Bleed or add
pressure
as
required.
NOTE: The forward oleo struts
pressurize
more rapidly
than
the aft
oleos; therefore, open
oleo valves
slowly
to
prevent
excessive
pressure.
MM-4-22
MAINTENANCE MANUAL
G.
Battery Servicing
(1)
General Information
The
battery
is located on the
right
hand side of the seat deck and is
accessible
by removing
the seat cushion and
panel
in the
fiberglass
seat deck.
(2) Checking electrolyte
level
(a) Unscrew filler
caps
at
top
of
battery.
(b) Visually inspect electrolyte
level in all cells. Maintain
electrolyte
level above
plates
at bottom of each cell.
(c)
Add distilled water as
required,
and recheck
electrolyte
level.
(d) Install filler
caps.
(3) Hydrometer
test
(a) Electrolyte
level
low,
below
top
of
plates.
1 Add distilled water to
bring electrolyte
to the
proper
level.
2
Apply charge
of
approximately
15
amperes
for 10 minutes.
3
Hydrometer readings
which
vary beyond
30
points (from
cell to cell)
indicate a
failing battery
which should be
replaced.
(b)
All cells show
only a slight
variation in
gravities (within
30
points).
1 Apply
a charge
of
approximately
10
amperes
for
30 minutes.
2 Record
hydrometer readings
each cell. A
slight or no
increase in
hydrometer readings
indicates a sulfated
battery
which
may
be
brought
back to serviceable condi-
tion
by
a slow
charge
of 3 to 4
amperes
for 48 to
72 hours. After this
charge period,
cells should read
at least 1.250 corrected
gravity
and have clear
electrolyte;
if
not,
the
battery
is not serviceable. If
the variation in
hydrometer readings
is more than
30
points
for
any
cell, the
battery
is defective
replace
the
battery.
WARNING: Batteries
produce explosive gases; keep
sparks, flames, cigarettes away.
Ventilate
when
charging or
using
in enclosed
space.
This
battery
contains SULFURIC ACID which
causes severe burns.
NOTE:
Capacity
test such as high
rate
discharge
testers are not recommended for aircraft
batteries and should not be
performed.
MM-4-23
MAINTENANCE MANUAL
State of
Charge
Chart
SpecificGravity
State of
Charge
1.265 100~
1.225 75"/0
1.190 50%
1.155 2541
1.120
discharged
(4) Cleaning battery electrolyte spillage
NOTE:
Flight maneuvers within the maximum allowable attitudes
will not cause
electrolyte spillage.
If the
battery
and
helicopter
electrical
system
are
properly maintained,
there should be no
leakage or electrolyte damage
to the
structure.
(a)
Mix one
part baking
soda to three
parts
water.
CAUTION: Do not allowsoda solution to enter
battery
cells.
(b) Using
mixed soda
solution, thoroughly
flush the affected
areas.
(c) Rinse affected areas with clear water and
wipe dry
with
clean cloth.
H. Air Induction
System
Filter
Change
The air filter is located on the
right
hand side of the
engine
com-
partment.
Access is obtained
through
the
right
side
engine panel.
(1)
Rotate the four screws
securing
air box
housing
cover and remove
cover.
(2)
Remove filter retainer
by disconnecting
center fastener. Remove
filter.
(3) Using
a soft
cloth, remove all
foreign
matter from inside of air
box and cover.
(4) Visually inspect
air
box, cover,
and
bypass
air doors.
(5) Install new filter in air box and secure in
place
with filter
retainer.
NOTE: Position the filter retainer with the
auxiliary bypass
door in the aft
position.
(6) Install air box cover and secure in
position.
NOTE: Check condition of the foam rubber around air inlet of
air box cover. Replace
if torn or
damaged.
MM-4-24
MAINTENANCE MANUAL
I.
Overrunning
Clutch
Servicing
CAUTION: Before
servicing,
determine the
type
of oil
previously
used.
If unable to determine,
it is recommended that the clutch be
drained, purged
with
solvent,
and then serviced
per
instructions. Clutches
leaving
the
factory
have been
serviced with Aeroshell 500 turbine oil. See lubrication
chart for brand names of other
approved
oil.
(1) Servicing procedure
(a) Rotate clutch until two bolts are in a horizontal
position
and third bolt is above.
(b) Remove
top
bolt and one side bolt. If clutch is
properly
serviced, oil will
seep
from the side hole.
(c)
Add oil
using
a
spring type
oiler
through
the
top
hole until
a positive
stream of oil comes from side hole.
NOTE: Because of location of the drilled oil
passage,
it
is
possible
for the
sprags
to
partially
block the
hole so that the clutch will take oil
very slowly.
(d) Rotate hole
slightly
above horizontal
position
and refill.
Install bolts in fillerholes.
(e) Rotate clutch and re-check level.
4-3 GROUND HANDLING
A. Wheels
Servicing
NOTE: Ground
handling
wheels
require
hand
packing
the
bearings
as
determined
by operating
conditions.
(1) Remove and disassemble wheel and axle
assembly.
See
procedures
in Section
8-9, Structures.
CAUTION: When
raising
or
lowering
the
ground handling
wheels on
the
aircraft, approximately
135 Ibs of force is exerted
through
the wheel bar handle.
Keep
the wheel bar slot
aligned
on the flats of the axle and
apply
a constant
pressure
to the handle when
releasing
the
retaining pin
and
rotating
the wheel bar.
Keep
feet from under skid
tubes, stay
outside of skid, and do not straddle.
(3)
Inflate tire
pressure
to 75
psi.
CAUTION: Secure wheel and tire
assembly
on axle before
inflating
tire to
prevent possible separation
of wheel halves.
(4)
Install wheel
assembly on aircraft. See Section
8-9, Structures,
for installation
procedures.
MM-4-25
MAINTENANCE MANUAL
B. Tie Down Weather Protection
(1) Install
protective
hub cover over main rotor hub
assembly.
(2) Rotate main rotor hub until one main rotor blade is centered
directly over tailcone with tail rotor
assembly
horizontal.
Install main rotor blade tie down sleeve on tip
of blade and
secure blade to
stinger
tube at aft end of tailcone
using a
rope
or
nylon
cord.
NOTE: When
securing
main rotor blade, do not
pull
down
beyond
the normal
droop stop position.
(3)
Install
protective
cover on tail rotor
assembly.
NOTE: Protective covers for main rotor hub and tail rotor
assembly
must be installed
daily
if
helicopter
is not
stored in a
hangar.
4-4 CLEANING
A.
Washing Waxing
Exterior
The exterior of the
helicopter
is
painted
with a high quality paint.
Proper
maintenance of this finish will
provide
corrosion
protection
as
well as an attractive finish.
(1) Wash exterior as follows:
(a) Check
security
of all doors and access panels
before
starting washing operation.
(b)
Flush entire
helicopter
free of dirt.
CAUTIOFI: Avoid direct
high pressure spraying
of main rotor
head,
tail rotor
assembly
and tail rotor shaft
bearings
to
prevent
loss of lubricant. These
areas should be all
purged
with
grease
after
washing
to eliminate
any
moisture.
(c) Using
a
soap
and water solution and a soft cloth
pad,
wash a
specificareausing
a circular motion.
(d)
Flush the washed area
immediately.
(e) Repeat steps
(c) and (d) until entire
helicopter
is clean.
(f) Rinse with clear water and
dry
with chamois.
MM-4-26
MAINTENANCE MANUAL
(2) Wax exterior as follows:
(a) Clean exterior as described in
washing procedure.
(b) Using
a soft
cloth, apply a
good quality paste
wax to
painted
exterior
using
a circular motion.
(c)
Polish waxed area to a high
luster
using
a clean and
dry
soft cloth.
B.
Cleaning
Interior
(1) The standard interior has
upholstered
seats and
carpeted
floor
and should be cleaned as follows:
(a) Clean dust and dirt from
upholstery
and
carpet
with a small
brush or broom.
(b) Vacuum interior after
brushing
to remove
any remaining
dirt.
(c) Upholstery
cleaner should be used to remove imbedded dirt
and
grease.
C.
Cleaning Plexiglass
(1) Wash
plexiglass using
a clean soft cloth and mild
soap
and water.
Rinse with clear water.
CAUTION: Do not use coarse abrasive
type soaps
as
they
can cause
fine scratches.
(2) Removal
~of
fine scratches from
plexiglass
is
accomplished by
polishing
and
waxing
the
glass using Meguiars
Mirror Glaze
PlasticCleaner MGH 17.
4-5 HELICOPTER PRESERVATION STORAGE
Aircraft that see low
usage
or are stored for extended
periods
exhibit
an accelerated rate of corrosion
damage. Special
attention should be
given
to aircraft inactive in corrosive
atmosphere (coastal, high
humidity,
air
pollution, or
sandy areas) to assure
components
remain
in a serviceable condition.
Lycoming
Service Letter No. L18OA states
"Engines
in aircraft that are
flown
only occasionally may
not achieve normal service life because of
corrosion; this occurs when moisture from the air and
products
of
combustion combine to attack
cylinder
walls and
bearing
surfaces
during periods
when the aircraft is not used.
MM-4-27
MAINTENANCE MANUAL
The
procedures
for
combatting
this condition consist of
coating
the
vulnerable surfaces with rust inhibitor
compounds as herein described.
However,
the need for
doing
this must be evaluated
by
the owner or
operator
of the aircraft, based -on environmental conditions and
frequency
of aircraft
activity.
Essentially,
the
Lycoming
Service Letter discussed two conditions and
their maintenance
procedures: (1) Intermittently
flown aircraft in
favorable
atmospheric
conditions can be
adequately protected by
turning
the
engine
over five revolutions
by means of the
cooling
fan.
Unless the aircraft is
flown,
this should be done
every
5
days.
After
30
days
the aircraft should be flown for 30 minutes or a ground run-up
should be made
long enough
to
produce an oil
temperature
within the
lower
green
are
range.
Avoid excessive
ground run-up.
(2)
Aircraft
which will be inactive for a
period exceeding
30
days
should be
treated with a
special
corrosion
preventive
oil mixture and
procedure.
Specific
instructions for conditions (I)
and
(2) are contained in
Lycoming
Service Letter No. L180A.
Similarly,
the maintenance
procedures
to be followed for the
helicopter
airframe and drive
system
are
categorized
in terms of
aircraft with low
usage,
and those scheduled to be inactive for an
extended
period.
This information is intended to cover both
hangared
and outdoor conditions unless otherwise
noted,
and is
subject
to
owner/operator judgment regarding
the
helicopters operating
environ-
ment,
and should be considered in addition to the normal
servicing
requirements.
NOTE: Wash and wax the
helicopter prior
to
any type
of
storage.
B. Low
Usage (flown
short
periods
several times
per
month)
(1) Engine Complete
the instructions for contained in
Lycoming
Service Letter No. L180A.
(2)
Position main rotor blades so that tail rotor
assembly
is
horizontal to the earth. Tie down main rotor blades with
collective locked hal
fway up
to relieve the
steady
load on
lamiflex
bearings.
(3) Install covers on main rotor hub and tail rotor
assembly.
(4)
Protect the windshields and interior
equipment
with suitable dust
covers and/or solar shields.
NOTE: If interior
temperature
of
fuselage
exceeds
1500F,
ventilate
helicopter by opening
doors or vents.
(5)
Cover the
pitot
and staticair vents.
(6)
Wash and wax aircraft
monthly
to remove contaminants.
MM-4-28
MANUAL
(7) Prior tb the next
flight; complete
the
following:
(a) Remove all covers and tiedowns.
(b) Check all items listed on the
Daily
Check List and
complete
a
Preflight Inspection.
See Section 3, Inspections
and
Routine Checks.
NOTE: When
inspecting
oil
levels,
check for evidence of
water contamination.
(c) Check for rust and corrosion on all
exposed parts.
(d) Lightly
oil the clutch
engagement
rod end and bellcrank
bearings.
(e) Purge
tail rotor
grips
and rive shaft
bearings.
(f) Check all controls for freedom of movement.
(g)
Check oleo struts for
proper
extension.
C.
Storage Up
to 45
Days
(1) Eng
ine
Complete
the instructions for Znactive Ai rcraft"
containedin
Lycoming
Service Letter No. L18OA.
(2) Complete steps
1
through
6 of
paragraph
B.
(3) Disconnect
battery.
(4) Remove main rotor blades.
NOTE: Store main rotor blades in a horizontal
position
on wood
racks cut out to the contour of the
leading edge
of the
blade. Use care in
handling
to
prevent damage
to blade
and trim tabs.
(5) Returning
to service
complete
the
following:
(a) Remove all covers.
(b) Connect
battery.
(c) Install main rotor blades.
(d) Check all items listed on the
Daily
Check List and
complete
a
Preflight Inspection.
See Section
3, Inspections
and
Routine Checks.
NOTE: When
inspecting
oil
levels,
check for evidence of
water contamination.
(e) Lubricate all
daily
and 50-hour items listed on the Lubri-
cation and
Servicing
Chart of Section 5.
MM-4-29
MAINTENANCE MANUAL
(f) Check for rust and corrosion on all
exposed parts.
(g)
Check all controls for freedom of movement.
(h) Check oleo struts for
proper
extension.
D.
Storage Up
to 6 Months or
Longer
(1) Engine Complete
the instructions for Inactive Ai rcraft"
contained in
Lycoming
Service Letter No. L18OA.
(2) Remove main rotor blades.
NOTE: Store main rotor blades in a horizontal
position
on wood
racks cut out to the contour of the
leading edge
of the
blade. Use care in
handling
to
prevent damage
to blade
and trim tabs.
(3) Remove
battery
and store in a cool, dry area. Clean
battery
box
area if
necessary.
(4) Cover the
pitot
and staticair vents.
15) Drain fuel tanks and fuel tank
sump.
(6) Hangar
the aircraft.
NOTE: If
hangar
is not
available, proceed
to
steps
7
through
9.
(7) Install main rotor hub and tail rotor covers.
(8) Protect the windshields and interior
equipment
with suitable dust
covers and/or solar shields.
NOTE: If interior
temperature
of
fuselage
exceeds 150"F,
ventilate
helicopter by opening
doors or vents.
(9)
Wash aircraft
monthly
to remove contaminants.
(10) Returning
to service, complete
the
following:
(a) Remove all covers and shields.
(b) Install and connect
battery.
(c) Install main rotor blades.
(d) Fill fuel tanks and
inspect
all connections for leaks.
(e) Perform a
complete
100-hour
inspection
and lubrication
per
Section 3 and Section
4, Servicing.
(f) Identify sources of oil leaks and
repair as
necessary.
Ground run and
re-inspect
for oil leaks.
MM-4-30
MAINTENANCE MANUAL
4-6 PREVENTIVE MAINTENANCE FOR CORROSION CONTROL IN THE FIELD
Airframe
The
helicopter
airframe is fabricated of
high strength
aluminum and
steel
alloys
and should be
inspected regularly
for
signs
of corrosion.
Any areas where the
projecting
finishes have been scuffed, scratched,
chipped
or worn off should be treated
temporarily
to control the onset
of corrosive action. Then dt the earliest convenience a
permanent
refinish of the area should be
accomplished.
Another
very important
step
in
any
corrosion
prevention program
is
regularly
scheduled
washing
and
waxing
of the aircraft surfaces.
Main and Tail Rotor Blades
It is
extremely important
that the blade
coatings
be maintained and
protected against oxidation,
erosion and
atmospheric
residues which
are
continually attacking
these
components during
their service life.
Once this
coating
is breached and corrosive action is allowed to
propagate unchecked, premature
bond line corrosion will
occur,
resulting
in
early
retirement of these
components.
B.
Regularly
Scheduled Field Preventive Maintenance
Program
NOTE: This
procedure
is intended for the
complete helicopter,
with
special
attention to the main and tail rotor blades.
The
following procedures
must be followed for:
(1) Helicopter operations
over salt water or coastal
regions.
(a)
Flush with fresh water
thoroughly, daily.
(b) Wash with mild
soap
and fresh
water,
flush
thoroughly
weekly,
and wax
every
second week.
C.
Helicopter operations
in
tropical
or subtropical high humidity
regions.
(1) Wash with mild
soap
and fresh
water,
flush
thoroughly weekly,
and
wax
every
second week.
D.
Helicopter operations
in
arid, moderate, and cold
regions.
(1) Flush with fresh water
thoroughly weekly.
MM-4-31
MAINTENANCE MANUAL
(2)
Wash with mild
soap
and fresh
water,
flush
thoroughly monthly,
and wax
every
second month.
NOTE: Use a
good quality paste wax.
NOTE: This
procedure may
be
suspended during
cold or winter
months if item
(2) was
accomplished prior
to the cold
season.
NOTE: Aircraft based in or near
heavy
industrial and/or
nietropol
itan areas wi th
heavy atmosphe
ric poi
1 ution
should abide
by procedure (B).
E.
Helicopter operations involving agricultural spraying
and
dusting
must
consider the
procedures
in
paragraph (A) as a
mandatory
minimum
requirements,
and should increase the
frequency per
their
specific
operation.
F.
Helicopters
which are to be
non-operational
and not
hangared
for a
period
of one week or more should be washed with mild
soap
and fresh
water,
flushed
thoroughly
and waxed
prior
to
parking.
NOTE: It should be
emphasized
that after
washing, as indicated in
parts (A) through (E), the tail rotor drive shaft and
teeter
bearings
should be
purged
with
grease
to assure that
any ingested
water is evacuated.
G. Field
Inspections
of Main and Tail Rotor Blade
Assembliesi
A constant watch for corrosion
damage
must be maintained ~n the field.
The
will define
specific
conditions to
inspect
for.
General
Daily Inspection:
(1) Examine the condition of
paint coverage
for
blistering, erosion,
cracking, chipping, peeling,
or overall
oxidation, on:
(a) Exposed
areas on the
leading edge or
spar.
(b) Exposed
areas on the blade skins and
trailing edge.
Any areas found in (a) or (b) where the
paint
cover and
primer
have broken down
exposinPH,
must be
protected by
methods described in
part
(2) Visually
examine the main rotor blade
spar, especially
on blades
not
using leading edge tape,
and those where the
paint
cover has
eroded
away,
for the
following:
(a) Slight slivering
or
flaking
of the
expoS_ed spar
surface.
NOTE: When
checking
for
slivering,
do not use hands; use
glove
or
shop
cloth.
(b)
A
light grainy surface, resembling
a fine wood
grain
finish.
MM-4-32
MAINTENANCE MANUAL
If either condition as described in
(a) or (b)
is found, these
surfaces must be reworked as soon as possible
to arrest the
corrosive condition
by
methods described in
part
(K),
paragraph (1).
(c) Deep
material
slivering, heavy or deeply grained surface,
and
may
be
accompanied by a white
powdery
substance in the
bdttom of the
granular crevices. If this condition is
present,
the
operator
should take immediate action to have
blades
inspected
for
possible
rework as described in
part
(K), paragraph (2), by competent
maintenance
personnel.
(3) Visual examination of bond lines at:
(a) The main and tail rotor blade
trailing edge,
for
any
voids
or
openings,
dark
deposits, bubbly
or
scaly paint
condition.
If an voids or
openings
are found, procedures as noted ~n
part
YI,
must be followed for
acceptance
or rejection.
Dark
deposits, bubbly
or
scaly paint
conditions must be treated
per
procedures
in
part
(J).
(b)
The
leading edge
bond lines for raised sections or voids.
Dark
deposits, bubbly or
scaly paint
condition
along
its
length.
If
any
raised sections or voids are detected, procedures
as noted
in
part (I), paragraph (1) must be followedfor
acceptance
or
rejection.
Dark
deposits or
scaly paint
must be treated
per
procedures
in
part
(J), paragraph (1).
(c) The faired bond lines on doubler
edges
for
paint cracking,
dark
deposits,
voids in
fairing compound,
and
scaly paint
condition,
with
special
attention to tail rotor blades.
Any
of the indications as noted must be treated
by procedures
prescribed
in
part
(J),
paragraph (1) through paragraph
(3) for a
more
permanent
deterrent.
(4) Main Rotor Blade
Leading Edge Tape
The
leading edge polyurethane tape
should be
inspected
for:
(a) Security;
loose ends should be
carefully
trimmed
equally
on
all blades.
(b) Check for
punctures
or tears.
(c)
Bubbles or lumpy
surface.
Any
blade
tape
found with
questionable security
should be
replaced.
If
punctures, tears, or bubbles are detected,
the
tape
should be
replaced
with new material. Prior to instailation the
spar
should be
carefully inspected
per part (Gj, paragraph (2).
New blade
tape
should never be installed on
spars
without
proper
preparation
and
paint cover.
MM-4-33
MAINTENANCE MANUAL
H. Limited Anti-Corrosion Methods for In-Field
operation
These are considered as
temporary
corrosion deterrent until
permanent
maintenance
procedures
can be
accomplished
at a
proper facility.
(1) Any areas detected
by inspections
in
part (G), paragraphs
(1)
through (4),
should have corrosion inhibitors
applied upon
detection and
semi-weekly
as a minimum, until
proper
maintenance
can be
accomplished. Application by
aerosol of corrosion
inhibitors
per
MIL-C-16173D, MIL-C-23411 or MIL-C-85O54
Type
I.
(a)
To all
exposed areas of the main and tail rotor blades.
(b) Application
to be made on all
suspect
bond line corrosion
areas cracks, scaly
finish and small voids. This al so
includes bond lines on the blade
doublers,
with
special
attention to the tail rotor blades.
NOTE: For
helicopters operating (ref. part B) over salt
water or coastal
regions,
MIL-C-85054
Type
I
inhibitor is
preferred.
(2)
For
larger exposed areas of the main rotor
spar
as defined in
part (Gr, paragraph (2) (a)(b), the
spar
should be worked
lightly
with aluminum oxide medium
grit paper,
washed,
and
degreased
with
acetone or
perchlorethylene. Application
of the inhibitor can be
made and allowed to
dry
at least 30 minutes. This can be fol-
lowed
by
a coat of
epoxy primer
DeSoto 593)(300 for
improved
protection.
Cover over with flat
acrylic
aerosol
paint.
NOTE: Blades must be worked on in sets
equally
to assure
continuity
of
weight
between them.
List of materials in order of
preference:
PRIMERS
DeSoto #593X300
Primer Aerosol
Touch-Up Epoxy
Zinc Chromate
per
MIL-D-6889C
Type I,
MIL-P-8585A.
CORROSION INHIBITORS
LPS #1 or P2 Metal Protector
MIL-C-1673D MIL-C-23411
Crown #7540
MIL-C-1673D
WD-40
MIL-C-23411
SALT WATER CORROSION INHIBITORS
Care #1900
Amg
uard
MIL-C-85O54
(A5) Type
I
NOTE:
Any product
meeti
ng
the corrosion inhibitor MIL
specification
can be used as a deterrent.
MM-4-34
MAINTENANCE MANUAL
I.
Inspection
and
Rejection
Criteriafor Bond Line Corrosive Delamination
(1) Main Rotor Blade
Inspect edge
of all bond lines for
separations, visually
and coin
tap.
If
inspection
reveals evidence of
delamination, depth may
be checked on
trailing edge
and doublers with
plastic
shim stock
.001" in thickness. Do not use shim stock to check
spar
to
leading edge delamination,
COIN TAP ONLY.
CAUTION: Do not use
anything
other than shim stock to check
depth
of lamination.
(a) Coin
tap
detectable bond
separations
at the
skin-spar joint
in excess of limits in
Figure
4-1 and 4-2 are cause for
rejection.
(b) Visual or coin
tap
detectable bond
separations
at the blade
trailing edge
of more than 3.00 inches in
length
or deeper
than .25 inch are cause for
rejection. (See Figures
4-3
and
4-4)
(c) Any
bond
separations on the doubler closer than 2.00 inches
to the
tip, or more than 3.00 inches in
length, or
greater
than .125 inch in
depth are cause for
rejection.
(2) Tail Rotor Blade
Using
the same method as in Part (I) (1), inspect
all bond lines.
(a) Bond
separations on the
trailing edge deeper
than .050 inch
or more than 2.00 inches in
length are cause for
rejection.
(b) Any
bond
separation on the stainless steel
cap
more than
2.00inches
from the
tip
or
greater
in
depth
than .062 inch
is cause for
rejection.
(c)
Any
bond
separation on the doublers closer than 2.00 inches
to the
tip
of the doubler under which it
appears,
or
greater
than 1.00 inch in
length, or
deeper
than .062 inch in
depth
is cause for
rejection.
NOTE: Del amination as noted in (1) and (2) which are
lesser are
acceptable,
if
procedures
in
paragraph
J
are
performed.
J.
Preliminary Repair
Procedures for
Acceptable
Blade Bond Delamination
to Arrest Corrosive Action Prior to Refinish
(1)
Skin to
Spar
Bond
Sealing
Procedure (Main Rotor Blade)
Separations
smaller than the limits shown in
Figures
4-1 and 4-2
may
be sealed
using
the
following procedure.
MM-4-35
MAINTENANCE MANUAL
(a) Remove
paint
and or surface corrosion in
separated
area
by
aluminum oxide abrasive
paper.
(b) Degrease by wiping
with acetone or MEK.
(c) Warm to 180-200"F to evacuate residual moisture.
NOTE: Do not heat bond line above 250"F.
(d) Apply
corrosion inhibitor and allowto
dry
30 minutes.
(e) Seal with
epoxy, Hysol Type
EA 9309.2 sealant.
NOTE: The skin to
spar
seam should be faired flush with
the blade contour.
(f) Refinish
per part (M).
(g)
This
repair requires a
preflight daily inspection
anda
close visual and coin
tap inspection
at 25-hour intervals to
monitor for
growth
of delamination.
(h) Log
book
entry
must be made at the time of
repair
identifying
location and S/N of blade; thereafter at 25-hour
intervals for
inspections.
(2) Trailing Edge
Bond
Sealing
Procedure (Main and Tail Rotor Blade).
Separations
less than the limits in
part (I), paragraph (Ib) or
paragraph (2a)
may
be sealed
by procedures
in
part
(J),
paragraphs (la) through (Ih), or asnoted in
Figures
4-3 and 4-4.
(3) Doubler
Edge
Bond
Sealing
Procedure
(Main and Tail Rotor Blade).
Separations
less than the limits in Part
(I), paragraph (Ib) or
paragraph (2c)
may
be sealed
by procedures
in
part
(J),
paragraphs (la) through (Ih).
NOTE: With
application
of sealant item (C) the
epoxy
should
be faired
along
the
exposed edge, completely along
its
length.
(4) Stainless steel
cap bonding sealing procedures (tail rotor blade)
separations
less than the limits
in~part (I), paragraph (2b) may
be sealed
by procedures
in
part (J), paragraphs
(la)
through (Ih).
NOTE: The skin to stainless steel
cap
seam should be faired
flush with blade
contour, both sides with
epoxy
sealant,
per paragraph (le), this
part.
MM-4-36
MAINTENANCE MANUAL
K.
Inspection
and
Rejection
Criteriafor Main Rotor
Spar
Spar intergranular
corrosion illustrates its
presence by exfoliation,
flaking or metal slivers on the
exposed
surface. This condition can
also create a wood
grain
effect on the metal surface in
early and/or
later
stages
of its
progress.
This
condition,
ifallowed to
progress
untreated,
will
eventually destroy
the
spar.
Therefore the
following
maintenance action is
very important.
(1) For
spar
conditions as noted in
part (G), paragraph (2a)
and (2b), the
should be followed.
(a) Blade
spars exhibiting slight flaking,
less than .032 inch
in
depth, slivering or a fine wood
grain
surface must be
reworked. The surface should be
mechanically
worked
by
hand, removing
this corroded surface condition. This rework
must be
accomplished uniformly
to contour on each blade and
in
sets, to insure
continuity
of
weight
between them. This
hand work should
only
be
accomplished by
abrasive
paper
or
flap wheel, to insure uniform removal.
NOTE: Care must be taken when
working
the contaminated
or corroded areas. Contamination can be
spread by
hands, tools, or materials to other blades or areas.
(b) After rework is
accomplished,
wash
thoroughly
with mild
soap
and
water,
flush
thoroughly.
(c) The area then must be etched for 15 minutes with acid
paste,
Passa Jell
Xt105, or a metal
prep,
to remove
any
residual
corrosive residue. Flush
thoroughly
with fresh water and
allowto
dry.
(d)
A chemical conversion coat is then
applied per part
(M),
paragraph (4).
(e) The reworked area is now ready
for refinish. Ref.
part (M).
NOTE: The skin to
spar
bond line must be
inspected
in
the
repair area to be sure the rework has not
damaged
the
sealing or fairing compound
which fills
the crevice. Reseal if
damaged.
(2) For
spar
conditions as noted in
part (G), paragraph (2c):
Indicated severe
intergranular
corrosion in the advanced
stages,
see
Figure
4-5. No
attempt
to rework these areas in the field
should be made
prior
to
contacting your
nearest Enstrom Service
Center or Enstrom Customer Service
Department
for
proper
action.
During
this interim the owner should treat the affected area
daily
with a recommended corrosion inhibitor as defined in
part (H), paragraph (1).
NOTE:
Spars exceeding
the limits in
Figure
4-5 must be
rejected as unairworthy.
MM-4-37
MAINTENANCE MANUAL
L.
Disposition
of main and tail rotor blades
rejected under the criteria
as noted in
paragraph (G)
may
still be within
repai
rabl e 1 imits.
Therefore owners and
operators
with
subject rejected
blades should
contact their nearest Enstrom Service Center or Enstrom Customer
Service for final
disposition.
M. Main Rotor and Tail Rotor
Refinishing
(1) Strip assembly
with Electro Cold T-416 or alternate. Remove
residue with stiff bristled
brush, flush
thoroughly
with water.
Do not allow
stripper
to remain on blade assemblies for more than
a 3 hour
period.
Additional
stripper may
be used as
required,
but must be flushed clean
every
3 hours.
(2) Inspect
blade
thoroughly
as defined in this section.
(a) Any areas requiring
rework should be
accomplished
at this
time.
(b) Resealing
and
fairing
of all bond lines on skins and
doublers.
(c)
Removal of
any
surface corrosion or residues with fine
grit
aluminum oxide
paper.
(3) The total blade
assembly
must be washed
thoroughly
and treated
with metal
prep.
Alum
Prep
f33 can be brushed on and flushed for
this
application.
(4)
A chemica1 conversion
coating
is
appl
ied
by brush,
per
MIL-C-5541.
Prepa
re solution Al 1 ied-l(el
ite,
I ridite #144 for
application. Keep
solution wet on blade
assembly
until a dark
gold
color is achieved,
then rinse with cold water and allow to
dry.
(5) Primer
appl
ication
preferred, MIL-P-23377C,
Primer
Epoxy
Polyamide by
DeSoto. Alternate
Super Koropon
II
by
DeSoto.
(a) Main
rotor, application
of three coats. Care must be
exercised for
thin, even coats. These coats shall be
applied
as follows to maintain
uniformity
of
weight on the
blade.
Apply
two coats to
spar.
Feather out
past leading
edge
skin line.
Apply
two coats to
trailing edge straight
on,
then finish total blade with the third coat.
(b) The
application
is the same for the tail rotor blade, except
for three coats all over.
NOTE: It is
extremely important
that the
trailing edge
of both blades have
good coverage.
MM-4-38
MAINTENANCE MANUAL
(6) The finish overcoat can be
any good quality
finish. Urethanes
are
preferred,
as
they
will remain intact for a
longer period
of
time, resulting
in more
equitable
life for the
owner,
with better
corrosion
protection
of the blade assemblies.
CAUTION:
Refinishing
of tail rotor blades
requires
that the tail
rotor
assembly
be rebalanced
dynamically (i.e., Chadwick
balancer). Refinishing
the main rotor blades will
require retracking
the rotor
system. Dynamic
lateral
balance is
permissible
with the Chadwick balancer.
CAUTION:
Tip weight changes
must be made to
keep
75% of the blade
tip weight
in the forward blade
pocket
to maintain
chordwise balance.
(7)
List of materials in order of
preference:
PRIMERS
Primer
Epoxy Polyamide by
DeSoto #(513X3O7(510X386),
MIL-P-23377C
Super Koropon
II
by
DeSoto
#(5136329)
Zinc Chromate
per
MIL-D-6889C,
MIL-P-8585A
STRIPPER
Electro Cold
Stripper
#T-416
by
Whittaker Chemical, or
any
name brand alternate.
CHEMICAL COATING
Allied Kelite Iridite ~144
per
MIL-C-5541
SEALING COMPOUND
Hysol
#EA9309.2 Two-Part
Epoxy by
Dexter
Fairing Compound Epoxy
#RP-1257-3
by
REN
METAL ETCH
Passa Jell ~105
by
Semco
METAL PREP
Aluma
Prep
~33
by
American Chemical
MM-4-39
MAINTENANCE MANUAL
Figure
4-1 Bond
Separation
Criteria Skin to
Spar
Bond
.25 1 I 1 .125
Inboard of Outboard of
Station 156 Station 156
T-
T
G
NOTES:
i. Determine extent of
separation
by
coin
tap.
2.
Separations greater
than 3.0
inches
spanwise
dimension are
cause for
rejection.
3.
Separations greater
than
indicated chordwise
depth
are
cause for
rejection.
4. Coin detectable
separations
less than these limits must
be sealed
using approved
materials,
and
inspected
daily
for
growth,
5.
Log
book
entry
must be made
when each
separation
is first
detected and
sealed,
and for
each
daily inspection
thereafter.
MM-4-40
MAINTENANCE MANUAL
Figure
4-2
Skin-Spar
Bond
Separation
Criteria
Sta192
Chordwise
depth exceeding
.125 inch
is cause for
rejection
outboard of
Sta156.
Spanwise length exceeding
3.0 inches
is cause for
rejection.
Sta 164
Sta 156
Chordwise
depth exceeding
.25 inch
is cause for
rejection
inboard of
Sta 156.
Spanwise length exceeding
3.0 inches
is cause for
rejection.
Sta 109
Sta039
Sta 020
MM-4-41
MAINTENANCE MANUAL
Figure 4-3 Edge
Bond
Separation
Criteria
G
NO~TES:
i. Determine extent of
separation
using
.001 inch
plastic
shim
stock.
2.
Separations greater
than 3.0
inches
spanwise length
must
j
be
repaired using approved
procedures.
3.
Separations greater
than
.25 inch chord\cise
depth
must
be
repaired using approved
procedures
4.
Separations
less than these
limits must be
inspected daily
for
growth.
MAXIMUM DEPTH
MM-4-42
MAINTENANCE MANUAL
Figure
4,4
I~ailing ~dge
Bond
Sepa~ation Kepair
Criteria
Sta 192
Outboard of Sta 01
repaii- using
3lp~v"d procedules.
Sta 161
Sta 103
Sta 101
Inboard of Sta101
repair using
approved procedures
and
inspect
for cracks
every
25 hours
Enter in
Zog
book at time of
repair
and at
every
2S-hour
inspection
thereafter.
Sta039
Sta 020
MM-4-43
MAINTENANCE MANUAL
Figure
4-5.
Spar Rejection Criteriafor
Intergranular
Corrosion
(Exfoliation)
Sta 192
jj
maximum
depth varying
from .080 inch
Exfoliation
damage deeper
than a
at
tip
to .060 inch at Sta 156 is
B
cause for
rejection.
Sta 16-1
Sta 156
Exfoliation
damage deeper
than a
maximum
depth varying
from .060 inch
at Sta 156 to .030 inch at Sta 101
is cause for
rejection.
Sta 109
Sta 101
Exfoliation
damage deeper
than a
maximum
depth varying
from .040 inch
at Sta101 to zero at Sta 048 is
cause for
rejection.
Exfoliation
damage
inboard of
Sta048 is cause for
rejection.
NOTES:
i.
Any
main rotor blades found with
Sta048
intergranular corrosion
exceeding
s.o
sta039
the
depths as indicated must be
rejected as
unairworthy.
2.
Any rotor blades found with
intergranular corrosion in excess of
.032" in
depth,
but not
exceeding
the
limits as defined in this
figure,
should be treated as noted in
Sta 020
Part
(H)
paragraph (1). No rework
should be
attempted. Advise
your
nearest Enstrom Service
facility or
Enstrom Customer Service
Department
for
disposition.
MM-4-44
MAINTENANCE MANUAL
4-7 MAINTENANCE REPAIR OF MAIN TAIL ROTOR BLADES
The main and tail rotor blades of the Enstrom
helicopters
are
highly
stressed and it is
vitally important
that
they
be maintained with the
utmost care and
vigilance against any
mechanical
damage.
Mechanical
damage,
such as nicks and
scratches,
may
seem minimum but can create
stress risers
resulting
in
damaging fatigue cycles during
continued
operation
of the
components.
The result of such
damage
in a critical
location can culminate in a
catastrophic
failure if
prompt
maintenance
and
repair
are not
accomplished.
NOTE: Mechanical
damage, no matter how
minimal,
breaks the
protective coating
on the
blades, allowing
corrosive action
to be initiated.
Therefore,
prompt
corrective action is
imperative.
These
procedures
should be used in
conjunction
with the
regularly
scheduled maintenance
program
as defined in Section 4-6 for corrosion
control. These combined
preventive
maintenance
programs,
if followed
regularly,
will
assure the
owner/operator
of
long
and useful life of
these
components.
B. General
Daily Inspection
1.
Inspect
the main rotor
blade,
spar,
skins,
trim tabs, retention
plates, drag
link
fittings,
and root doublers for
any
mechanical
damages
such as nicks, scratches,
dents and cracks.
Inspect
the
blade
tip rib,
trim tab and
drag
link
fittings
for loose rivets.
Reference
Figure
4-6 for
component
definition.
C. Main Rotor Blade
Spar
i.
Rejection
Criteria
a. Nicks and scratches
greater
than the limits on Figures
4-7
and 4-11 are cause for
rejection.
b.
Leading edge
dents with smooth surfaces
greater
than the
limits shown on
Figures
4-8 and 4-9 are cause for
rejection.
c.
Leading edge
dents with
sharp
width to
depth
ratios (i.e.,
less than 3:1), or with
torn, nicked,
scratched or creased
surfaces
greater
than the limits in
Figures 4-9,
4-10 and
4-13 are cause for
rejection.
2.
Repair
Procedures
a. Nicks and scratches within
repairable
limits should be
polished
out and blended smooth as shown in
Figure
4-11.
b.
Sharp
dents wi thin the
pe
rmissibl e limits shown in
Figure
4-10 and 4-13 must be blended as noted in
Figure
4-9.
MM-4-45
MAINTENANCE MANUAL
D. Main Rotor Blade Skins
1.
Rejection
Criteria
a. Punctures in the blade skin.
b.
Sharp
dents with width to
depth
ratios of less than 3:1 and
deeper
than .020 inch,
in which the metal has either been
creased or the surface scratched or nicked, are cause for
rejection.
c. Dents which have resul ted in
perma
nent skin deformation
greater
than .060 inch in
depth
are cause for
rejection.
d.
Trailing edge
chordwise dents or nicks
deeper
than .20 inch
are cause for
rejection.
e. Trailing edge flapwise
kinks
extending more than .20 inch
chordwise are cause for
rejection.
2.
Trailing Edge Damage Repair
Procedure
a. Blend out nicks and kinks to a chordwise
depth
not
exceeding
.20
inch, on a circular are with not less than a 2.00 inch
radius (see
Figure
4-12).
3. Main Rotor Blade Skin
Repair
a. Buff out all
light
scratches.
b. Polish out all nicks, scratches,
and
sharp
dents in the
chordwise direction not
greater
than .010 inch
deep.
Blend
out
smoothly
to
approximately
.50 inch on each side of the
damaged
area. Any nicks, scratches or
sharp
dents in excess
of those noted are cause for
rejection.
c. Polish out all nicks, scratches and
sharp
dents oriented
within +30" of the
span
direction (see Figure 4-7)
and not
greater
than .020 inch
deep.
Blend out smooth to
approximately
damaged
area.
Any nicks,
scratches or
sharp
dents in excess of those noted
are cause for
rejection.
d. Smooth dents
up
to .020 inch
deep
are
acceptable. Deeper
dents are cause for
rejection.
e. Cracks in
any
direction are cause for
rejection.
MM-4-46
III
)I I
I
I I I
I RlB TIP
1
,I i
I I
II
I I
III
II
I
I
I
I
II I
I
I I
,I I
III
I
I i
II I
III
I
I
I
TRIM TAB
III
II I
d
SPAR,
_,
SKIN
i
I
I
I I
I I
I I
I
i
I
t
1
I
I
I
ROOT DOUBLER
I I
I I
I
I
I I
I
I
I t
I I
I
I
I I
I I
I
o
I
I
RETENTION I
I
DRAGLINK
PLATE
O
:(C~ I
flTtlNO
IYI
O
I
o
o
FIGURE 4-6
MAIN ROTOR BCADE ASSEMBLY
MM-4-47
MAINTENANCE MANUAL
FIGURE 4-7
Spar Rejection
Criteria
Nicks and Scratches
Sta192
7~301(
Nicks or scratches in the
spar
deeper
than .080 inch are cause for
rejection.
Nicks or scratches in
the
spar deeper
than .050 inch and
oriented
greater
than 300 from
the
span
axis are cause for
rejection.
Sta 164
Sta156
spar deeper
than .050 are cause for
rejection.
spar
deeper
than .020 inch and oriented
greater
than 300 from the
span
axis
are cause for
rejection.
Sta 109
Sta039
Sta029
NOTE: 1. Nicks and scratches lesr than these limits must be
repaired
using approved procedure,
MM-4~48
MAINTENANCE MANUAL
FIGURE 4-8
Spar Rejection Criteria
Smooth Dents at
Leading Edge
Sta 192
Leading edge
dents with smooth
surfaces
greater
than .100 inch
jj
deep
are cause for
rejection.
I
Sta164
Sta 156
Leading edge
dents with smooth
surfaces
greater
than .080 inch
deep
located inboard of Sta 156
are cause for
rejection.
Sta 109
Sta 101
Leading edge
dents with smooth
surfaces
greater
than .050 inch
deep
located inboard of Sta 101
are cause for
rejection.
Sta039
NOTE: For
sharp edged
dents
(i.e.,
bottom radii smaller than
.03
inch)
reduce
permissible
depth
dimensions
by
.020.
Sta020
NOTE: i.
Leading edge
is considered to be .5 inch above and below the
nose,
measured around the
contour,
MM14-49
MAINTENANCE MANUAL
FIGURE q-9
Leading Edge
Definition
.bO
C
G
MAIN ROTOR BLADE
MM-4-50
MAINTENANCE MANUAL
FIGURE 4-10
Spar Rejection
Criteria
-.SK~i;pDents
at
Leading Edge
O
Sta 192
..Sharp
dents are those which have
width to
depth
ratios less than 3:1
or which have
torn, nicked, scratched,
or creased surfaces.
Sharp
dents
deeper
than .080 inch
are cause for
rejection.
Sta164
Sta 156
Sharp
dents
deeper
than .060 inch
are cause
for
rejection.
Sta109
Sta101
Sharp
dents
deeper
than .030 inch
are cause for
rejection.
Sta039
Sta020
NOTE: i.
Sharp
dents less than these limits must be
repaired using
approved procedure.
MM-4-51
MAINTENANCE MANUAL
FIGURE 4-11
Spar Repair
Criteria Nicks t; Scratches
Sta 192
Nicks and scratches oriented
greater
than 300 from
span
axis,blend
smooth
5~ 11
not more than .060 inch
deep
over area
not less than 2.0 inches each side of
defect.
i
Within 300, blend not more than
.100 inch
deep
over areanor less than
1.0 inch each side of defect.
Sta 164
Sta 156
greater
than 300 from
span
axis,
blend smooth
not more than .030 inch
deep,
not less
than 2.0 inches each side of defect.
.060 inch
deep
not less than 1.0 inch
each side of defect.
Sta 109
Sta 101
greater
t113II 300 from span axis,
blend smooth
not niore than .030 inch
deep,
not less
than 3.0 inches each side of defect.
.060 inch
deep
each side ofdefect.
Sta039
Sta020
NOTES: I.
Repairs exceeding
these
depths
are cause for
rejection.
2. Excessive material removal will affect track and balance.
MM-4~52
MAINTENANCE MANUAt
o
i o o o o o
ii
I
I
.200 ~AX.
2.0
R. MIN.
FIGURE 4-12
TRAILING EDGE DAMAGE REMOVAL
(MAIN ROTOR BLADE
MM-4-53
MAINTENANCE MANUAL
FIGURE
4-13
Spare Repair
Criteria
Sharp
Dents at
Leading Edge
Sta192
Blend dent smooth not
deeper
than
.100 inch over areanot less than
2.0 inch
spanwise
dimension.
Sta 164
Sta 156
deeper
than
.080 inch over areanot less than
2..0 inches
spanwise
dimension.
Sta 109
Sta 101
deeper
than
.050 inch
deep
over areanot less
than 2.0 inches
spanwise
dimension.
Sta 039
Sta 020
NOTES: 1. Material removal
beyond
these
depths
is cause for
rejection.
2. Excessive
disruptionof leading edge
contour will affect track.
MM-4-54
MAINTENANCE MANUAL
E. Main Rotor Blade Doublers
i. Polish out all
nicks, scratches,
and
sharp
dents in the chordwise
direction not
greater
than .010 inch
deep.
Blend out
smoothly
to
approximately
damaged area. Any
nicks, scratches or sharp
dents in excess of those noted are
cause for
rejection.
2. Polish out all nicks,
scratches and
sharp
dents oriented within
+30" of the
span
direction (see Figure 4-7) and not
greater
than
.020 inch
deep.
Blend out smooth to
approximately
.50 inch on
each side of the
damaged
area. Any nicks,
scratches or
sharp
dents in excess of those noted are cause for
rejection.
3. Smooth dents
up
to .020 inch
deep are
acceptable. Deeper
dents
are cause for
rejection.
4. Cracks in
any
rejection.
F. Main Rotor Blade Retention Plates
1. Polish out all
nicks,
scratches and dents not
greater
than
.050 inch in
depth. Damaged
area to be blended smooth over an
approximate
2.00 inch diameter.
Any nicks,
scratches and dents
in excess of those noted are cause for
rejection.
2. Cracks in
any
rejection.
G. Main Rotor Blade Trim Tabs
i. Flatten dents or kinks and
polish
out scratches and nicks.
2. Drill out and
replace
loose rivets.
H. Main Rotor Blade
Drag
Link
Fittings
1. Blend out nicks and scratches not
deeper
than .010 inch in
depth.
Any
nicks or scratches in excess of those noted are cause for
rejection.
2.
Any
cracks are cause for
rejection.
3. Loose rivets are cause for
rejection.
I. Main Rotor Blade
Tip
Rib
1. Cracks are cause for
rejection.
2. Loose rivets can be
replaced.
NOTE: For items A
through I,
refinish
per paragraph
K after
rework.
MM-4-55
MAINTENANCE MANUAL
J. Tail Rotor Blades
Inspect
the tail rotor blade, skins, abrasion
strip,
retention
plates
and root doublers for
nicks, scratches,
dents and cracks (see
Figure 4-15). Check the
tip
rib for loose rivets and strike tab for
damage.
i. Tail rotor blade skin
a. Buff out all scratches not
deep enough
to
penetrate
the clad
material.
b. Polish out all
deeper
scratches to a
depth
not
exceeding
.010 inch. Blend smooth over an area 2.00 inches in diameter.
Scratches
deeper
than noted are cause for
rejection.
c. Blend out nicks in the
trailing edge
to a
depth (chordwise) not
to exceed .100 inch,
in a circular
are,
in radius. (See Figure 4-14) Any
nicks in the
trailing edge
in
excess of the noted
depth
are cause for
rejection.
d.
Sharp
dents
exceeding
.010 inch are cause for
rejection.
e. Smooth dents
exceeding
.025 inch are cause for
rejection.
f. Cracks in
any
rejection.
2. Tail rotor blade abrasion
strip
a. Polish out scratches to a
depth
not
exceeding
.005 inch.
Blend smooth over an area 1.00 inch
long
and .50 inch wide
(length parallel
to
span).
Scratches in excess of
depth
as
noted are cause for
rejection.
b. Dents not
deeper
than .040 inch are
acceptable. Deeper
dents are cause for
rejection.
c. Erosion
penetration
of the stainless steel is cause for
rejection.
d. Cracks in
any
direction or
punctures are cause for
rejection.
3. Tail rotor root doublers
a. Polish out all nicks, scratches,
and
sharp
dents not
deeper
than .010 inch. Blend smooth to
approximately
.50 inch on
either side of the
damaged area. Nicks, scratches,
and
sharp
dents in excess of
depth as noted are cause for
rejection.
b. Smooth dents not
greater
than .020 inch in
depth
are accept-
able.
Deeper
dents are cause for
rejection.
MM-4-56
MAINTENANCE MANUAL
4. Tail rotor retention
plates
a. Polish out all nicks, scratches,
and dents not
deeper
than
.030 inch. Blend smooth over an area approximately
1.00 inch in diameter.
Deeper nicks, scratches, or dents
are cause for
rejection.
b. Cracks in
any
rejection.
5. Tail rotor blade
tip
rib
a. Cracks are cause for
rejection.
b. Loose rivets
may
be
replaced.
c.
Any damage
to the strike tab is cause for removal and
inspection
of the entire tail rotor
assembly.
K. Limited
Refinishing
Methods for In-Field Maintenance
These are considered as
temporary refinishing procedures
to inhibit
the start of corrosion on areas of
repair
until
permanent
maintenance
procedures can be
accomplished
at a
proper facility.
1.
Any areas of
repair
where the cover coat of the blade has been
removed must be recoated
by one of the
following
methods:
a. Mi nimum
protecti
on appl
ication of aerosol corrosion
inhibitors
per
MIL-C-16173D, MIL-C-23411, or MIL-C-85O54,
Type
I.
b. Maximum
protection,
area should be washed and
degreased
with
acetone or MEK, then a
coating
of corrosion inhibitor can be
applied
and allowed to
dry
for 30 minutes. This is then
followed
by a coat of
epoxy primer (DeSoto
593X300 aerosol)
and covered over with an
acrylic
aerosol
paint.
NOTE: For
helicopters operating
over salt water or coastal
regions, MIL-C-85054, Type
I inhibitor is
preferred.
L. For
complete refinishing
of main and tail rotor blade assemblies see
Section 4-6.
MM-4-57
MAINTENANCE MANUAL
M. List of materials in order of
preference
for
requirements
of this
Service Inforniation Letter:
Primers
DeSoto #593X500 aerosol
touch-up epoxy
Zinc chromate
per
MIL-D-6889, Type I,
MIL-P-8585A
Corrosion Inhibitors
LPS #1 or #2 metal
protector
MIL-C-1673D MIL-C-23411
Crown #7540
MIL-C-1673D
WD-40
MIL-C-23411
Salt Water Corrosion Inhibitors
CARE #1900
AMGUARD
MIL-C-85054(AS), Type
I
MM-4-58
MAINTENANCE MANUAL
.100 MAX.
1.0
R. MIN.
FIGURE 4-14
TRAILING EDGE DAMAGE REMOVAL
(TAIL
ROTOR)
MM-4-59
MAINTENANCE MANUAL
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STRIKE TIE I
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SKIN
ABRASION
STRIP
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DOUBLERS
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RETENTION
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PLATE
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FIOUCIE 4-15
BLADE ASSEMBLY
(TAILdOfOR)
MM-4-60
SECTION
VVEIGHT AND
BALANCE
MAINTENANCE MANUAL
SECTION 5
WETGHT AND BALANCE
5-1 GENERAL INFORMATION
This
helicopter
must be flown within the
weight
and center of
gravity
limits. The
helicopter empty weight, empty weight c.g.,
total basic
weight
and basic
weight c.g.
for this
helicopter are found on form F-168A,
Figure
5-9. Removal or installation of
approved optional equipment
will
change
the basic
helicopter weight
and moment. This
change
shall be
recorded on Form F-165A, Figure 5-8,
Basic
Weight
and Balance Record. The
pilot
will use the
figures
on Form F-165A when
performing
calculations to
insure the
helicopter
is loaded
properly.
5-2 APPROVED CENTER OF GRAVITY ENVELOPES
A.
Longitudinal c.g.
(1) Station zero located 100.0 inches forward of centerline of main
rotor hub.
(2) Longitudinal c.g. range
varies with
gross weight
from 92.0 inches
to 100.0 inches. See
Figure
5-1.
LONGITUDINALC.G. ENVELOPES
2600
VELOPE;D
2500
1 1 I/ I ENVELOqE-C
2400t~--te
2300
~2200
ENVELDPE-A
~j
2100
w
~2000
1~
1900
c3
1800
1~00
1600
92 9~3 94 95 96 97 98 99 100
LON GI TUDI NALC.G. I NCHES AFT OF DATUM
Figure
5-1
i~bl-5-1
MAINTENANCE MANUAL
B. Lateral Offset Moment
(1) Centerline of
helicopter
is O inch lateral moment arm. Moment
arms left of centerline are
negative.
(2) Lateral
c.g.
Locations
a. Two on board
(1) Left seat (pilot) -13.5
(2) Right
seat (co-pilot) +13.5
b. Three on board
(1) Left seat (pilot) -13.5
(2) Center
passenger
3.0
(3) Right passenger
+20.5
(3) Lateral offset moments variable with
gross weight
from -3250 in-lb
to +3700 in-lb. See
Figure
5-2.
LATERALOFFSET MOMENT ENVELOPE
2600
vj 2400
2200
~2000
1800
-4000 -2000 O 2000 4000
LATERAL OFFSET MOMENT (IN_LBS.)
Figure
5-2
MM-5-2
MAINTENANCE MANUAL
5-3 WEIGHING THE HELICOPTER
A. Tools and
Equipment
(1) Tape
measure
(2) Two scales 1000 Ib
capacity
(3) Scale 100 Ib
capacity
(4) Bubble level
(5) Work stand
B.
Weighing
Procedure
(1) Clean
helicopter
remove
rags,
charts, etc.
(2) Drain fuel, check all other
operating
fluids full.
(3) Move
helicopter
inside closed
building.
(4) Check for
proper
installation of
accessory
items.
(5) Close and secure both doors.
(6) Align one main rotor blade over tail cone.
(7) Hoist or jack helicopter
to a height
to clear scales.
(8) Position a
pipe nipple
in the center of left and
right
1000 Ib
capacity
scales. Place scales under
landing
skids so
nipples
will
contact skid
gear
at a point
17.7 inches aft of forward 3 inch
diameter cross tube (Station 93.4).
NOT E See
Figure
5-3 for
locating
fulcrum
by using
T-1794.
This tool
may
be
purchased
from Enstrom
Helicopter
Service
Department.
(9) Locate the 100 Ib
capacity
scale at the center line of the tail
rotor
output
shaft. See
Figure
5-4.
(10) Adjust height
of tail to level
helicopter.
Level checked at left
lower
pylon
tube. Lateral level checked at lower forward
pylon
tube.
(11) When
helicopter
is level,
read the scales and enter
weights
on
Weight Chart, Figure
5-7.
CAUTION:
Weight
and measurement
readings
are critical. Double
check results.
(12) Remove
helicopter
from scales.
NOTE: DO NOT remove curbing, nipples, blocks, etc.
from scales.
Weigh
these items and enter
weights
in
~are
column on
Figure
5-7.
MM-5-3
17.7"
T-1794 TOOL
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p I i II ~I 11 10
m
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FULCRUM
WEIGHT AND BALANCE
TOOL POSITIONING
Fig.
5-3
100.0
~ROTOR
HUB
LCO
1O
PUELtAWK
lle.Tl
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m
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6A.0 135.0 526.0
CAblU PWD. bAOOAOE APT
9*" Box
WL Wg
IT
WEIGHING STATIONS
Fig. 5-4
MAINTENANCE MANUAL
(13) Subtract tare from scale
readings
and enter net
weights.
(14) Enter arms and
multiply by weights
to
get
moments.
(15) Total
weights
and moments.
(16) Using
formulaon bottom of
Figure 5-7, calculate
c.g.
(17)
Transfer
weight, c.g.
or arm and moment to
top
of form F-168A
(Figure 5-8).
(18)
On Form F-168A enter all
optional
and
surplus equipment
in the
helicopter
at
weigh-in.
Then enter all standard
equipment
not
installed on the
helicopter
at
weigh-in.
(19)
Total
weights
and moments.
(20) Find total
empty weight
and moment of standard
helicopter.
(21)
Add to this
figure optional equipment
to obtain total basic
weight
and moment.
(22)
Transfer these
figures
to Form F-165A
(Figure 5-8), Basic
Weight
and Balance Record.
NOTE:
Any changes
to the
helicopter
such as structural
repairs
or modifications,
installation of
optional equipment
or
removal of
optional equipment,
will
require
an
entry
on
Form F-165A.
5-4 LOADING
It is the
responsibility
of the
helicopter pilot
to insure that the
helicopter
is loaded
properly. Using
the basic
weight
and moment from
Form F-165A
(Figure 5-8) and the
loading
Chart
(Figure 5-5), the
pilot
can obtain the total
weight
and moment for various
loading
conditions.
The
pilot
should first calculate the total
weight
and moment for zero
usable fuel, as this will show the
c.g.
shift with fuel burn-off. If
the
c.g.
is within
limits,
add the
planned
fuel load and
compute
the
c.g.
If the
c.g.
is within limits,
the last item to check is the
lateral offset moment.
MM-5-6
MAINTENANCE MANUAL
B.
Sample
Calculation
Longitudinal
C.G.
SAMPLE HELICOPTER HELICOPTER S/N
Arm
Weight
Moment
Weight
Moment
SAMPLE LOADING CALCULATIONS in. Ibs 100 in-lb Ibs 1000 in-lbs
i. Basic
empty weight
100.7 1610.0 162.1
from Form F-165A
2. Pilot and
passengers
62.0 480.0
29.8(1)
Cabin seats
3.
Baggage compartment
135.0 20.0
2.7(1)
load
(2)
2110.0 194.6 4. Total
weight
and 92.2
moment with zero
usable fuel to check
c.g.
shift with fuel
burn-off
(landing
condition)
5. Usable fuel 96.0 240.0
23,0(1)
(2) (3)
6. Total
weight
and 92.6 2350.0 217.6
moment
with usable fuel
(takeoff condition)
(1)
Moments obtained
by multiplying weight
times am or from
Loading Chart,
F.igure
5-4.
(2) The
longitudinal c.g.
relative to the datum line
may
be found
by dividing
the moment
by
the
weight.
194 600 in-lbs
c.g.
zero fuel 92.2 in.
217 600 in-lbs
c.g.
full fuel 92.6 in.
The total
weight
and moment can also be
plotted
on
Figure
5-5 to determine
ifthe
loading
is within
longitudinal
limits.
(3)
Total
weight
not to exceed 2600 Ibs.
MM-5-7
MAINTENANCE MANUAL
C.
Sample
Calculations Lateral Offset Moment
Arm
Weight
Moment
in. Ibs in-lbs
Pilot
(left seat) 13.5 170 2295
Passenger (center seat) 3.0 140 420
Passenger (right seat) 20.5 170 3485
1610
Plot 2350 Ibs and +1610 in-lbs on
Figure
5-2 to assure moment is in
approved area.
MM-5-8
LOADING CHART
Fig. 5-5
100
000
EAT LOAI)
LBS.MA
608
u,
PD
1 400iiIl IT 771 1 I I I I I 1 I 1 1Jr7 1 I I I Il I I 1 r7T rTTT TT~ I 1 I I I I 1 I I I I I I T1 I I~1 I I I I 1 I i I 1 1 ilrrI rT T 1 rI
rr
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tOO
100 LII III Illlmllrl Ilnllxllrrl I Is~slm
"VViOVB~
It (t tO 3t 3t ~O
YOYENT IN. LBS. X 1000
2600
C
2400
B
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B
22001
1 I i I I 1 1 I I 1 I 1 r 1/ Irr r I I I I r 1 1 I 1 I I I~
I I I I I I I I I I I I I I I A~ I VYI I I I I I I I I I I I I I~
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A
cn
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(L
2000
1800
1600
140 160 180 200 220 240 260 280
LONGITUDINALMOMENT INCHPOUN DSi 1000
GROSS WEIGHT VS LONGITUDINALMOMENT
Fig. 5-6
MAINTENANCE MANUAL
WEIGHT SHEET
MODEL SERIACNO. REG. NO.
WEIGHPOINT SCALE LBS. TARE NET WT. ARM MOMENT X
1000
LEi~T GEAR
(W,)
I
RlOnTOEIR
(WR)
TAIL
(WT)
TOTAL
WT(320.0)+
(WL+ WR)
(93.440)
LCG=
WTWL~ WR
DATE WEIGHED BY
Fig.
5-7
MM-5-ll
YOYtWt
WElOnt I ARY 1000
ACTUALDELIVERED WEIGHT AND BALANCE DATA
IW.- LB.
O
X
r
ItLw VEIOHT ADDu)+ WLlOHT REYOVED RUIYWI)IO OARIC TOTAL a
DESCRIPIIOW OCIRTICLE:
O
WO. OR Y001PIC1TIOW
ROYRRT YOYEWT YOYellT
tw
*EIQnT IRY
II~LI. IW-LB.
1000 WElORT ARY 1000
a
(n"
m,
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F
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F-IB~A
Fig. 5-8
MAINTENANCE MANUAL
HELICOPTER WEIGHT AND C.G. CALCULATION
MODE L SERIALNO. REG. NO.
WEIGHT ARM MOMENT
LBS. IN. 10001NILB.
WEIGHT
(ASWEIGHED)
PLUS:MISSINGSTD. EQUIPMENT
LESS:OPTIONALaSURPLUS WT.
LESS:ENGINE OIL
PLUS: 12 LBS.UNUSABLE FUEL
WEIGHT EMPTV
COMPUTED
STD. HELICOPTER
ACTUAL
PLUS:ENGINE O1L
PLUS:OPTIONAL EQUIPMENT
TOTALBASIC WEIGHT
Fig.
5-9
FORM F-168A
IYIY-5-13
MAINTENANCE MANUAL
Fig.
5-10
EKSTROM
E4UIPMENT
LIST
SERIALNO.
F.A.A. APPROVED REGISTRATION NO. DATE
NO. ITEM WT.I ARM
INSTRUMENTS-REQUIRED
ALT IMETER 1.2 36
AIRSPEED 36
TACHOMETER 1.3 36
MANIFOLD-FUELPRESSURE 1.5 36
I NSTRUMENT CLUSTER 2.0 36
OILTEMPERATURE
OILPRESSURE
GEARBOX TEMeERATURE
CYLINDER TEMPERATURE
FUELOUA)JTITY
AMMETER
COMPASS
1.0 40
OAT GAUGE O.S bl)
BALLBANK INDICATORI
E.G=T. GAUGE O.b 36
NO.
OPTIONAL EQUIPMENT WT
,STANDARD
EOUIPMENT NOT REOUIRED BY FA.A.
MM-5-14
MAINTENANCE MArlUAL
ENSTROM OPTIONAL EQUIPMENT LIST CONTINUED
SERIALNO.
F.A.A. APPROVED REGISTRATION NO. DATE
NO. ITEM WT. I ARMIMOMENT
~1M-5-15
SECTION
ELECTRICAL
SYSTEM
MAINTENANCE MANUAL
SECTION 6
ELECTRICAL
6-1 ELECTRICAL SYSTEM
The
F28F/280F electrical
system
is either a 12 volt or a 28 volt D.C.
solid state
regulated type.
The
system
consists of one main
buss,
one
generating
source and one
power storage
source.
Electric current is distributed via buss bar thru individual
trip
free circuit breakers. Networks not
protected by trip
free breakers
contain inline fuses.
The aircraft
storage battery
is a manifold vented
type
with suffi-
cient
power capacity
to start the aircraft under all normal
operating
conditions.
Electrical
safety
devices are
provided
for buss overcurrent and
overvoltage protection.
Aircraft
equipped
with avionics
systems
are
supplied
with radio
frequency
interference filters.
B. General
Troubleshooting
(1) Always
refer to the Electrical
System
Schematic for
system
interconnections, Figures
4 and 5.
(2) Simple, fast, wire checks can be
performed by making continuity
tests with an ohmmeter. The
continuity
check is a
quick
procedure
for
isolating
electrical
problems
to a
specific
circuit.
(3)
Check for loose hardware or loose connectors at wire
terminations.
(4)
Check all
ground
connections for evidence of looseness
o r c o r r o s i o n . I
(5)
Check wire insulation, grommets,
tie
wraps
for wearer
deterioration.
(6) In the event of trsuble with A/C lighting,
substitute
equivalent
bulbs (known to operate)
from a different location on the
A/C to
determine whether
problem
is
lamp or
system
related.
Especially
useful for
checking
strobes and anti-collision
lamps.
#2 Rev. 11/18/88
MM-6-1
MAINTENANCE MANUAL
(7)
The
following
devices should be serviced as recommended
by
the
respective
manufactures.
(a)
Alternator
(b)
Starter motor.
(c) Magneto-vibrator-ignition
switch
(d)
Fuel boost
pump
motor
(e)
Strobe
systems
(8)
Continuous wire runs (Ref: Schematic
Diagram) are typically
identified
by
an
assigned
wire
no.,
i.e. 24-2,
from the aircraft
battery positive
terminal to the starter
relay
contacts. In
cases where wire runs are interrupted by splices, disconnects,
fuses
etc.,
the wire number is also
assigned
a letter i.e.,
wire
49-1A from buss to F3,
and wire number 49-18 from the
opposite
end of F3 to wire number 49-10. The A-B
designation
indicates
wire discontinuities.
Typically
wire nos. (not letters)
sequence through
electrical devices such as
lamps
motors and
relays
etc.
6-2 BATTERY
described below. In either
case,
manifold
style battery
vents
I,
The aircraft is
equipped
with a 12 volt or 28 volt
battery as
eliminate the need for a battery
box. Gases are vented outside the
aircraft
by
tubes attached to the manifold.
Battery
connections are
L.
Type
terminals.
The
following specifications apply
to the standard aircraft
battery:
12 VOLT 28 VOLT
Manufacturer Concorde Gill
(Teledyne)
Type
CB12-11M 6-243
Voltage
12 24
Amp
Hours 35 (5 hours)
10 (1 hour)
Cold
Cranking Amperes
330 150
Overall Dimensions
Inches 9.75Lx 5.13W x 7.25H 7.39L x 7.31W x 6.75H
Cm 248L x 131W x 185H 188L x 186W x 171H
#2
Rev,
11! 18(88
MM-6-2
MAINTENANCE MANUAL
ALTERNATOR INSTALLATION REMOVAL
i 1
Fig.
6-1A
FAN SI1ROUD SIDE SHOWING ALTERNATOR MOUNT
PIVOT SLIDE TENSION BAR AND DRIVE BELT
Fig.
6-1B
UNDERSIDE OF ENGINE SNOWING ALTERNATOR
MOUNT POSITION AND PIVOT MOUNT BOLTS
OWIGI NAL
MM-6-3
ksWeceived
By
ATP
MAINTENANCE MANUAL
8. Battery-Troubleshooting
Problem Cause Required
Action
Battery
Loose or Clean connections, tighten
discharged
corroded terminal hardware
terminals
Low
electrolyte
Reference Section 5-2
level in
battery Battery Servicing
cells (belowtop hydrometer
test
of cell
plates)
Loose belt Reference Section 6-3D
Alternator Installation
C.
Battery
Master Power Troubleshooting
Action
Master Dead
battery Replace
or recharge
switch-on,
all
electrical Master relay Replace
master relay
systems faulty
(RLI)
in-operative
(coil or
contacts bad)
Overcurrent
trip
Reset overcurrent breaker
breaker
"open"
or replace
breaker if
or faulty (CB16) faulty
Inline fuse
Replace
fuse
blown (f18)
Overcurrent
Replace
breaker
breaker
faulty
CB17
MM-6-4
MAINTENANCE MANUAL
D. Buss Faults Breaker
System
General
Description:
This
battery protection system
is
designed
to
remotely
sense elec-
trical overloads in the aircraft which cause excessive
battery
current drain. This
system
consists of fuse
(FIB), overcurrent
breaker (CB17) and the "overcurrent
trip"
breaker (CB16) on the
instrument
panel.
Circuit breaker CB17
(located at the aircraft
battery) senses the
overload condition, simultaneously trips
the dash mounted overcurrent
breaker CB16 and deactivates the master
relay.
This action removes
the
battery
from the aircraft buss.
Battery power
cannot be returned to the
A/C buss unless the "over-
current
trip"
dash mounted breaker is first reset. The "overcurrent
trip"
breaker cannot be reset until the overload condition has been
corrected.
Repair
of this
system
is limited to
replacement
of
faulty
components,
and the removal of the overload condition.
6-3 ALTERNATOR
The aircraft alternator is a belt driven
type
manufactured
by
the
Prestolite Co. The alternator
output rating
is 70
amperes
continuous
at
approximately
12 volts D.C. or 28 volts D.C., depending on the
electrical
system. Principle components
of the alternator are the
stater,
the
rotor,
the
slip ring
end head, the drive end head and the
rectifier diodes.
B.
Troubleshooting
The
following
list
suggests
areas to be
investigated
should
alternator
performance
become
suspect:
(1)
Rotor-Test for
ground or shorted
windings
(2)
Rectifier Diodes Test for
open
or shorted diodes
(3)
Stater-Test for
open.
(4) Bearings-check
for
roughness
or excessive clearance.
(5) Housing
cleanliness End
housingshould
be
kept
clean
by wiping
with a cloth
dampened
in solvent.
NOTE: It is recommended that the Prestolite service manual
applicable
to
your
alternator
type
be consulted for
detailed
repair procedures.
#2 Rev.
11J18/88
MM-6-5
MAINTENANCE MANUAL
C. Alternator Removai (see Fig. 6-1)
(1) Disconnect the
battery
cables.
(2)
Remove
cowling
and
baggage
box.
(3) Remove the
jackstrut
and
pulley assembly. (see Section 11-4 for
for Jackstrut Removal
Procedure).
(4) Remove the fan
assembly exposing
the alternator.
(5) Remove the four bolts
attaching auxiliary
oil cooler and lower
the cooler.
NOTE: Allowoil cooler to
hang
free on attached oil lines.
(6) Remove the lower access panel
from fan shroud located above the
auxiliary
oil cooler.
(7) Cut
safety
wire on bolt
securing
alternator belt tension arm and
remove bolt. Pivot alternator and remove v-belt from alternator
pulley.
(8) Disconnect wires from alternator.
NOTE:
Identify
wires for re-installation.
(9) Remove the two alternator mount bolts and remove alternator.
D. Alternator Installation (see fig. 6-1)
NOTE: On new or replacement alternators, remove fan and
replace
with
spacer
from removed alternator.
(1) Align
alternator with mount bracket and install the two
attachment bolts.
NOTE:
Tighten
mount bolts
finger tight allowing
alternator to
pivot.
(2) Place v-belt on alternator
pulley
and install bolt thru the belt
tension arm.
(3) Connect wires to the alternator as
previously
marked.
NOTE: Check attachment
per wiring
schematic.
(4) Pivot alternator and
adjust
belt tension until
pulley just slips
at 12 ft-lbs.
(5) Torque
alternator mount bolts 2
places.
(6) Install and secure lower access
panel on fan shroud. i)
MM-6-6
MAINTENANCE MANUAL
STARTER INSTALLATION REMOVAL
Fig.
6-2A
UNDERSIDE OF ENGINE SHOWING STARTER MOUNT
POSITION WITH COWL ADAPTER AND SPACERS
E;Fclll
9iEI! :
Fig.
6-2B
STARTER MOUNT FROM FAN
SIDE LOOKING FORWARD
~RBGONAb
MM-6-7
k~s
Woceived
BL
BTe~
MAINTENANCE MANUAL
(7)
Position
auxiliary
oil cooler in
place
and secure with four
attachment bolts.
(8) Install fan
assembly
and shims on flywheel.
(9)
Install
jackstrut
and
pulley assembly. (See Section 11-4 for
Jackstrut Installation Procedure).
(10) Inspect
all items for
security.
(11)
Install
cowling.
(12)
Connect the
battery
cables.
6-4 VOLTAGE REGULATOR
Alternator
voltage
is controlled
by
a solid state transistor
regulator.
The
regulator
is
factory
set for
proper voltage
control
and shoul~d not
normally require
field
adjustment.
Field
repair
of
the
regulator
is
generally
not
practical
and the unit should be
replace
in the event of failure.
B. Troubleshooting
Symptoms
of a faulty regulator
include:
(1)
Continuous
discharge on aircraft ammeter.
(2) Large
fluctuations in ammeter needle (needle oscillates from
charge
to discharge).
(3)
Excessive
charging
indication on ammeter with
fully charged
or
new battery.
(4)
Annneter needle
drops
to
discharge position
as additional
electrical loads are switched on such as strobes landing
lights,
etc.
(5) Battery frequently requ
ires water indicates overcha
rg
i
ng
regulator.
NOTE: Solvents and
engine cleaning
fluid should not be used
on the
regulator.
Cover
regulator during engine
compartment cleaning.
MM-6-8
MAINTENANCE MANUAL
C.
Voltage Regulator
Removal
(I) Open right
side
engine panel
and remove the air filter
housing
assembly. (See Section
13-7, Primary
Airflow
System).
(2)
Cut the tie
wraps
from wires
running
to the
voltage regulator.
(3) Cut
regulator
wires at
splices.
(4)
Remove screw to disconnect the
ground
wire. (Black wire).
(5)
Remove the two screws
securing voltage regulator
and remove
regulator.
D.
Voltage Regulator
Installation
(1)
Install
voltage regulator
on firewall
panel
and secure with two
screws.
(2)
Secure black
ground
wire with screw.
(3)
Connect the remai
ning regulator
wires with new splices
and
secure in
position
with tie
wraps.
(4)
Install air filter
housing assembly. (see Section 13-7
Primary
Airflow
System).
E.
Voltage Regulator Adjustment
NOTE: If ammeter shows conti;nuous
charge
or
discharge
check
voltage regulator adjustment.
A voltmeter will be
required
to check the
regulator.
(1)
Establish an electrical
system
load of
approximately
15 to 20
amperes.
(2)
Connect voltmeter
positive
lead to aircraft
battery
terminal. Connect voltmeter
negative
lead to
battery
terminal.
(3)
After one minute of
engine operation
at
proper
electrical load,
rotate
regulator adjustment screw until voltmeter at
battery
indicates 14.0+ .2 volts for a 12 volt
system,
or 28.5+ .2 volts
for a 28 volt
system.
NOTE: C1 ockwise screw rotation increases
voltage.
Do not
force
adjustment screw.
(4) Disconnect meter from
battery
and secure battery compartment
for
airworthiness.
#2 Rev. 11/18/88
MM-6-9
MAINTENANCE MANUAL
6-5 OVERVOLTAGE RELAY
This
system
aids in the
protection
of
auxiliary
and standard aircraft
electronics in the event of an excessive
overvoltage occurrence.
The
overvoltage relay system
directs
power
to the
regulator through
the terminal marked "load" until such time when the terminal marked
"battery: senses an
overvoltage
condition.
Upon sensing
an over-
voltage
the
regulator power path
becomes
interrupted, thereby
disabling
the alternator
charging system.
The
charging
circuit is
held
open (Regulator-Al
ternator Off) and can be reset
only by
removal
of
battery voltage
from the
overvoltage relay "battery"
terminal.
This is
accomplished by manually cycling
the alternator switch (dash
switch
panel) on and off
thereby resetting
the
overvoltage relay.
The
overvoltage relay
will not reset until the
problem causing
the
overvoltage
condition has been corrected.
6-6 STARTER
Components
which
comprise
the starter
system
include the
ignition
breaker (CB6), starter switch (S8), starter
relay (RL2) and the
starter motor (SM).
The starter motor receives
power directly
from the aircraft
battery
through relay
RLZ. A
pushbutton
switch located at the throttle end
of the collective stick activates the starter
relay by drawing power
from the main buss thru
ignition
breaker CB6. The starter
relay
is
located near the aircraft
battery.
Troubleshooting
this
system
is best
accomplished by component
replacement
with the
exception
of the starter motor which can be
serviced.
Servicing
of the starter motor should be
performed
to
manufacturers
specification.
MM-6-10
MAINTENANCE MANUAL
B.
Troubleshooting
Problem cause
Required
Action
Starter motor Low
battery Charge or replace
inoperative voltage battery
Collective start
Replace
switch
switch 58
defective
Starter breaker Reset breaker
switch
open
or switch or replace
defective (CB6)
ifdefective
Starter
relay Relay
coil Check
continuity
does not activate
"open"
of
relay coil,
(RL2) replace relay
if
defective
Starter
relay (RL2) Relay
contacts
Replace
starter
activates,
starter defective
relay
motor does not run
Starter
relay OK, Starter motor Rebuild or replace
sufficient
battery
defective starter motor
motor does not run.
C. Starter Removal (see fig. 6-2)
(1) Disconnect
battery
cables.
(2) Remove
cowling
and
baggage
box.
(3) Remove
jackstrut
and
pulley assembly. (See
Section 11-4 for
jackstrut
removal
procedure.)
(4) Remove fan
assembly.
(5) Remove bolts and
strap securing
starter housing
to alternator
housing.
(6) Remove starter
housing
bolt from aft side of fan shroud.
(7) Remove fan shroud access panels
from inside
engine compartment
to aid in starter removal.
(8) Disconnect
power
cable from starter.
(9) Remove the two outboard nuts from starter
housing
mount
pad.
MM-6-ll
MAINTENANCE MANUAL
(10)
Loosen the two inboard nuts from starter
housing
mount
pad
and
slide starter
assembly
outward to remove.
NOTE: The starter mount
pad
is slotted on the inboard side
for ease of removal. Do not
completely remove the
inboard mount nuts. (See fig. 6-2)
(11)
Remove starter shim from mount
pad area if
applicable.
NOTE: Retain shim for re-installation.
D. Starter Installation (See Fig. 6-2)
(1) Align
starter
housing
mount
pad
slots with inboard studs and
slide starter into
position.
NOTE: Be sure shim is installed between mount
pad
and starter
housing
if
applicable.
(2) Secure starter with mount hardware.
(3) Install starter
housing
mount bolt in aft side of fan shroud.
(4) Install and secure
strap
between starter
housing
and alternator
housing.
(5) Connect
battery
cables and
power
cable to starter.
(6) Check starter bendix
gear
to
ring gear
clearance as follows:
(Clearance .010-.030 inch)
CAUTION: The starter and the
ring gear
must be
securely
mounted
before this check can be
completed.
Install
ring gear
with two short bolts without fan installed.
(a) Remove the four lower
spark plugs.
(b) Engage
starter
momentarily
to
bring
bendix
gear
in contact
with
ring gear.
(c) Check for backlash clearance between the
gears
at a minimum
of four locations on the
ring gear
(90" apart) by rocking
the fan back and forth. If a tight spot
is felt or a place
of zero backlash is
encountered, reshimming
of the starter
is
required.
NOTE: It is also
possible
to check this clearance with
gauge
wire or
safety
wire at the
point
where the
timing
holes
in the fan dish
align
with the starter. The clearance
check will be between the
tip
of the bendix
gear
tooth
and the bottom of the
ring gear groove.
MM-6-12
MAINTENANCE MANUAL
(7) Safety
wire starter mount bolts.
(8) Remove two short bolts from
ring gear
hub and install fan
assembly.
(9) Install
jackstrut
and
pulley assembly. (See
Section 11-4 for
jackstrut
installation
procedure).
(10) Install fan shroud access panels
in the
engine compartment.
(11) Install
baggage
box and
cowling.
6-7 FUEL BOOST PUMP
The electricfuel boost
system
consists of the boost
pump
motor (BM)
and the boost
pump
breaker switch (CB12). Fuel boost
pressure
is
monitored
by an independent
electric circuit
comprised
of the fuel
ressure switch,
red
pressure
status indicator and a circuit breaker
Low fuel boost
pressure
(example:
electricboost
pump
off)
will cause the red indicator to be
energized.
With sufficient fuel
pressure
(electric boost motor on) the red indicator will be
extinguished.
The indicator
lamp
has a
press-to-test
function for
checking lamp
filament
continuity.
B.
Troubleshooting
Problem Cause
Required
Action
Either or both Indicator
lamp Replace lamps
indicator
lamps
filaments failed
out,
lowfuel (L8 or L9)
pressure
CB7 instrument Reset or replace
breaker failed breaker
or
open
Fuel
pressure Replace
fuel
switch
faulty pressure
switch
Boost
pump
breaker Reset or replace
switch (CB12)
open
breaker
or failed
Boost motor (BM) Replace
boost motor
failure
MM-6-13
MAINTENANCE MANUAL
-s
A. Forward
Landing Light Troubleshooting
Problem Cause
Required
Action
Landing light Lamp
filament
Replace lamp
inoperative
burned out
(L14)
Landing light
Reset or replace
breaker
(CB5) breaker
open
or failed
Inline fuse
(F2) Replace
fuse
open
(F28F only)
Landing light relay Replace relay
RL4
(RL4)
open
or
shorted, contacts
worn (F28F only)
Cyclic
stick
Replace landing
forward
landing light
switch
light
switch
failed
(F28F only)
B. Aft
Landing Light Troubleshooting
Problem Cause
Required
Action
Aft
lamp Lamp
filament
Replace Lamp (L3)
inoperative
burned out (L3)
Circuit breaker
Replace or reset
switch CB10
open
breaker switch
or failed
C. Panel
Lights
Problem Cause
Required
Action
Lights
do not Rheostat (R3) Replace
rheostat
dim/lights wiper faulty,
inoperative
rheostat
windings
open
Rheostat (R3) knob
Tighten
set screw
loose on rheostat of knob
shaft
Panel
light
breaker Reset breaker,
switch (CB2)
open replace
if defective
or faulty
NOIE: Illu.inated
legend
bar
lamps are not
easily replaced.
Replacement
of bar is recommended if
lamp
failure occurs.
MM-6-14
MAINTENANCE MANUAL
D.
Navigation Lighting
Problem Cause
Required
Action
Running lights Lamp
filaments
Replace lamps
inoperative (F28F) (L5-2) and (L5-1)
burned out
Tail
lights Lamp
filaments
Replace lamp
inoperative (F28F) (L4 or L2) burned
out
All
navigation Navigation light
Reset or replace
lights inoperative
circuit breaker circuit breaker CB3
(F28F)
tripped
or
faulty
Tail
light Lamp
filament
(L1) Replace lamp (L1)
inoperative (280F) burned out. Circuit Reset or replace
breaker CB3
tripped
circuit breaker
or faulty
CB3
Right or left Burned out
lamps Replace lamps
strobe
lamps
in-
operative (L2-1,
L2-2) 280F
Right or left Strobe
power supply Repair or replace
strobe
lamps
in- (SLPS) faulty
strobe
power supply
operative (L2-1, NOTE:
Lamps
have
L2-2) 280F
separate power
supplies.
Both
left-right Navigation light
Reset or replace
navigation lights
circuit breaker breaker CB3
and tail
light
in-
open
or
faulty
operative (280F)
Both
right
and left Anti-collision Reset or replace
strobe
lamps
in-
light
breaker CB4 breaker
operative (280F) (CB4)
open
or
faulty
Anti-collision
lamp Lamp
filament
Replace lamp
inoperative (F28F)~ burned out
L11-l,
L12-1
Both anti-collision Circuit breaker CB4
Replace or reset
lamps inoperative open
or
tripped
breaker CB4
(F28F)
Both anti-collision Power
supply
PSAL
Repair
or replace
lamps inoperative faulty
power supply
(F28F)
MM-6-15
MAINTENANCE MANUAL
6-9 CLUTCH DISENGAGE WARNING LIGHT
The clutch
disengage warning system
consists of a red indicator
lamp
mounted in the instrument
panel
and a limit switch located on the
clutch actuator mechanism. This circuit is
protected
with an inline
fuse located in the instrument
panel.
The
system provides
a visual
cockpit warning
indication of an improp-
erly positioned
clutch overcenter mechanism. The red
warning cockpit
lamp
is illuminated whenever the clutch overcenter mechanism is not
properly positioned tightly against
the clutch side
plates.
Troubleshooting
this
system
consists
mainly
of clutch
rigging
checks
switch
replacement
and indicator
lamp
or fuse
replacement.
NOTE: Installation and
rigging
covered in section 11-1 Belt Drive
System.
6-10 MANIFOLD PRESSURE OVERBOOST CAUTION LIGHT
The manifold overboost caution
system
consist of a
pressure
activated
snap
switch and associated amber indicator.
System
fault
protection
is
provided by a single
inline fuse
(F17)
located in the instrument
panel.
Engine
manifold
pressures
near maximum allowable will illuminate the
amber caution
lamp drawing
the
operators
attention to the manifold
gauge
for
possible
corrective action. The
lamp activating
switch
operates
from a
tap
in the aircraft manifold
pressure
instrument
line. Transient
pressures
from
quick
throttle
inputs may appear
to
illuminate the
lamp
at low
gauge pressure readings.
This occurs due
to inherent
dampening
characteristics of the
pressure gauge
which
prevent
the needle from
following
transient
pressures. Lamp
filament
and fuse
continuity can be checked via the indicator
press
to test
feature.
Troubleshooting
of this
system
is
generally
limited to
component
replacement
such as fuse, switch, lamp,
etc.
MM-6-16
MAINTENANCE MANUAL
6-11 HOURMETER
A.
Troubleshooting
Problem Cause
Required
Action
Hour meter Inline fuse (FI) Replace
fuse (FI)
inoperative open
Oil ressure switch
Replace
oil
pressure
(OPS
failed switch (OPS)
Hour meter
faulty Replace
hour meter
(HM)
6-12 TRIM MOTORS
A.
Troubleshooting
Problem Cause
Required
Action
Erraticor no trim Lateral limit
Replace
S11 or S12
motor
operation
switch S11 or limit switch
S12 failed
Fore-aft limit
Replace
S9 or S10
switch S9 or limit switch
S10 failed
Shorted motor
Replace
trim
TM1 or TM2 motor
Four-way cyclic Replace four-way
switch
faulty
switch
Circuit breaker Reset or replace
switch CB8
open
breaker CB8
or failed
MM-6-17
MAINTENANCE MANUAL
6-13 AMMETER CHARGING SYSTEM
A.
Troubleshooting
Problem Cause
Required
Action
Ammeter shows
Regulator
failed
Adjust regulator per
continuous dis- or out of
adjust-
recommended
specifi-
charge (engine
ment cation.
Replace
if
running) defective.
Alternator breaker Reset or
replace
open
or defective breaker CB1
(CB1)
Alternator Reset or replace
breaker (CB15) breaker CB15
open
or defective
Overvoltage relay
Reset
overvoltage
tripped
or
relay. Replace
if
defective defective.
Alternator switch
Replace
switch S6.
(S6) defective
Alternator
windings
Service alternator
shorting per mfg. spec.
Worn or loosened
Replace/tighten
alternator belt belt.
MM-6-18
MAINTENANCE MANUAL
6-14 INSTRUMENT CLUSTER TROUBLESHOOTING
A. Troubleshooting
Problem
Cause Required
Action
Fuel
quantity
Instrument breaker Reset or replace
indicator
CB7
faulty
or
open
breaker CB7
inoperative
or
erratic Loose, damaged, Inspect sending
broken
ground
wire unit
wiring repair
from
sending
unit as necessary
Faulty
module Perform electrical
electronics check of module
see Figure
6-7
B. Troubleshooting
Main Rotor Gearbox
Temperature
Action
Erroneous
Instrument breaker
Replace
or reset
indication or
CB7
open
or
faulty
breaker CB7
inoperative
temperature
meter Loose, damaged
or Inspect sending
unit
broken
ground
wire wiring repair
as
from
sending
unit
necessary
Damaged Replace thermocouple
thermocouple
wire. Use
type
approved
for
application
Faulty
module Perform electrical
electronics check of module
See
Figure
6-6
Needle
pegged
Excessive resist- Check
probe wiring
beyond
full scale ance in
temperature
for break and
probe
line
repair
as necessary
Needle
pegged
Shorted
probe
wire
Inspect probe
wire
below zero
for
improper ground.
Replace
wire.
MM-6-19
MAINTENANCE MANUAL
C. Troubleshooting Amperage
Meter
Problem Cause
Required
Action
Meter not Loose connection
Tighten
shunt
operating
at meter shunt terminals
Faulty
indicator Perform electrical
check of module
See
Fig.
6-7
D. Oil
Temperature
Module
Problem Cause
Required
Action
Oil
temperature
Breaker C87 Reset or
replace
faulty or
open
breaker
Faulty
indicator Perform electrical
check of module
see Figure
6-5
Needle
pegs
Faulty sending Repair
or replace
unit
ground
defective
wiring
Excessive resist- Check
probe wiring
ance in
temperature
for break and
repair
probe wiring
as
necessary
Defective
sending Replace temperature
unit
probe
Needle
pegs
below
Open
in
probe Inspect wiring
from
zero wiring probe
for
improper
ground. Replace
ground
wire.
MM-6-2O
MAINTENANCE MANUAL
E.
Cylinder
Head
Temperature
Module
Troubleshooting
Problem Cause
Required
Action
Cylinder
head Circuit breaker Reset or replace
temperature
module CB7
open
or
faulty
CB7
inoperative
Defective
Replace temperature
temperature probe probe
Needle
pegged
at Excessive resis- Check
wiring
for
full scale tance in
temp
break.
Repair or
probe wiring replace probe
wire.
Needle
pegged
below Shorted
probe
wire
Inspect wiring
from
zero probe
for
improper
ground. Replace
defective
wiring.
F. Instrument Cluster Module Check Procedure
This
procedure
will assist in
determining
the
operational
status of
the individual instrument modules. The
steps
do not constitute an
instrument calibration
procedure.
Resistance values
given
are
approximate.
Equipment Required:
(1)
14 or 28 volt, 2
amp,
filtered-regulated power supply.
(2) Variable
power
resistor or resistance decade box.
(3)
Test Leads.
Procedure:
(1)
Position rear of module as
pictured.
(2)
Connect
power
and variable resistor
per individual-diagram.
(3) Adjust
desired resistance level.
(4)
Set
power supply
for 14 volts D.C. or 28 volts D.C., as
appropriate.
(5)
Do not use resistance values lower than those
specified
in the
respective charts,
instrument
damage may
result.
(6) Pin
having
"no connection" is 14 or 28 volt
lighting.
(7)
All
grounds
are
power supply "negative output"
connections.
(8) Proper
instrument
operation
is observed when resistance values
and scale
readings
correlate. See
applicable
chart for each
module
type.
NOTE: Excessive resistance or
open
in
probe
wires
may
cause
meter needle to
"peg"
full scale.
A short or
very
lowresistance in
probe
wires
may
cause
meter needle to
"peg"
below zero.
#2 Rev.
11/18/88
MM-6-21
J5
TRIM MOTOR
INTERCOMMIKE
KEY SWITCH
O
METER SHUNT FUELPRESSURE SWITCH
IDENTIFICATION PANEL
CANNON CONNECTOR
LIGHT
TRIM MOTOR FOURWP~Y
CURRENT BREAKER
I
INSTRUMENT CLUSTER
O
BUSSFAULT
II
ALTERNATOR
MOMENTARY CONTACT
REMOTE OVER
WARNINGLIGHT
TR
SWITCH
CANNON CONNECTOR
STARTER MOTOR FUELPRESSURE SSU OVERCURRENT
53
HOURMETER
SWITCH BREAKER
15-2- 11
ANTI~COLLISION
SI LI LIGHTCONNECTOR
IGNITION SWITCH INSTRUMENT CLUSTER
~mlct
BATTERY
i
FIAT BRAIDED
BOOST PUMP MOTOR
GROUND CABLE
1:
CIRCUIT BAEAKER REB
REGULATOR
FUELTRANSMITTER r\
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SWITCn
TEMPERATURE PROBE Z
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LAMnR
m
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1;-38)17(811: (DUIL)
cLYuc01001110110 YCL
MAINTENANCE MANUAL
6-15 CHARTS
A. Electrical Loads
The
flight ampere
load conditions chart describes the
typical
amperage required
to
operate specific
standard electrical devices in
the F28F and 280F aircraft. Total electrical loads
(amperes)
are
shown for various combinations of electrical devices under simul-
taneous
operation.
The electrical load totals can be used to
estimate the
percent
reserve
power
available from the alternator when
additional electrical
equipment
is installed on the aircraft.
(Maximum continuous alternator
output
is 70
amperes).
COMPONENT LOCATION CHART
FUSES
LOCATION SCHEMATIC ID DESCRIPTION F28F 280F
Instrument
panel
Fl Hourmeter fuse X X
Instrument
panel
F2 Forward
landing light
fuse X X
Instrument
panel
F3
Utility light
fuse X X
Instrument
panel
F17 Overboost
light
X X
Battery
box F18 Overcurrent
system
X X
Instrument
panel
F20 Clutch
disengaged system
X X
RELAYS
Aft firewall RL1 Master
relay
X X
co-pilot
side
Battery
box RL2 Starter
relay
X X
Behind seat deck RL4
Landing lamp relay
X
pilot
side
SPECIAL SWITCHES
Engine compartment
FPS Fuel
pressure
switch X X
cross tube
co-pilot
side
Instrument
panel
OPS Oil
pressure
switch X X
Instrument
panel
S13 Turbo boost
pressure
X
Instrument
panel
513 Turbo boost
pressure
X
MM-6-25
MAINTENANCE MANUAL
280F FLIGHT AMPERE LOAD CONDITIONS 12 VOLT SYSTEM r
DAY MIGHT
ELECTRICAL DEVICE A B C D E F G H I J K L
Boost
Pump
5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5
Longitudinal
Trim" 6.0 6.0 6.0 6.0 6.0
Lateral Trim* 6.0 6.0 6.0 6.0
Radio Transmit* 3.5 3.5 3.5 3.5 3.5
Radio Receive 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6 0.6
Instrument Cluster 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14
Master
Relay
1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Stroke Kits (Total) 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4 2.4
Position
Lights Right
Left 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Panel
Lights
2.0 2.0 2.0 2.0 2.0 2.0 2.0
Aft Position
Light
1.6 1.6 1.6 1.6 1.6 1.6 1.6
Forward
Landing Light
4509** 8.23 8.23
Forward
Landing Light (4313)f** (20.8) (20.8)
Aft
Landing Lights**
3.14 3.14
9.64 19.14 15.64 17.24 26.74 23.24 38.11 28.61
(50.68)(41.18)
NOTE:
Flight condition "A" is
day
normal cruise
Flight condition "F" is
night
normal cruise
Denotes intermittent use
Denotes short duration use (5 minutes)
*f*
4313 Landing lamp acceptable
substitute
The above load conditions include
typical
electrical
appliances
for 280F series
helicopters.
If other
special equipment
is added, the loads for conditions A and F in the above table are
to be modified,
#2 Rev. 11/19/88 MM-6-26
MAINTENANCE MANUAL
F-28F FLIGHT AMPERE LOAD CONDITIONS 12 VOLT SYSTEM
t
DAY NIGHT
Nav Lights
6.44 6.44 6.44 6.44 6.44 6.44 6.44
4 1.61
amps
each
Boost
Pump
5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5
Longitudinal
Trim* 6.0 6.0 6.0 6.0 6.0
Lateral Trim* 6.0 6.0 6.0 6.0
Radio Transmit* 3.5 3.5 3.5 3.5 3.5
Radio Receive 0.6 0.6 0.6 0.6 0.6 0,6 0.6 0.6 0.6 0.6 0.6 0.6
Instrument Cluster 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14 0.14
Master
Relay
1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Anti-Collision 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0
Panel
Lights
2.0 2.0 2.0 2.0 2.0 2.0 2.0
Forward
Landing Light
4509*f 8.23 8.23
Forward
Landing Light (4313)*** (20.8) (20.8)
Aft
Landing Light
4509*X 8.23 8.23
Aft
Landing Light (4313)*** (20.8) (20.8)
Landing Light Relay
0.21 0.21
14.24 23.74 20.24 22.68 32.18 28.68 48.85 39.35
(73.99)(64.49)
NOTE:
Flight
condition "A" is
day
normal cruise
Flight
condition "F" is
night
normal cruise
Denotes intermittent use
Denotes short duration use (5) minutes)
4313
Landing lamp acceptable substitute
The above load conditions include
typical
electrical
appliances
for F-28F series
helicopters.
If other
special equipment
is added, the loads for conditions A and F in the above table are to be modified.
#2
Rey, 11! 18! e8
MM-6-27
MAINTENANCE MANUAL
F-28F LAMP REPLACEMENT CHART
ASSEMBLY
AMOUNT LOCATION MANUFACTURER ASSEMBLY NO. BULB NO.
12 Volt 28 Volt
1 Aft
Landing Light
Enstrom 4313 or 4509 4591
1 Forward
Landing Light
Enstrom 4313 or 4509 4596
1 Forward, Right Position
Light
Grimes A-1285-6-12 1512 1524
Green
1 Forward,
Left Position Light
Red Grimes A-1285-R-12 1512 1524
2 Uft Position
Lights
Grimes A-1285-C-12 1512 1524
2 Anti-Collision
Lights
Whelen HDA-14 A469A A469A
Flash Tube
1
Map Light
Grimes 15-007-5 1816 313
2 Post
Lights
Grimes A8970 330 327
8
Eyebrow Lights
Grimes B4855-B-330 330 327
1 Fuel Boost Light
Red
Dialight 803-1710-0331-504 1815 1819
2 Switch Panel Placard Enstrom 28-18091-1 Replace
(Master Switch, etc)
Lights
28-18091-3
Assembly
(Alternator, etc)
1 Overboost Caution
Light Dialight
1815 1819
1 Clutch
Disengage Warning Light Dialight 803-1710-0331-504 1815 1819
#2 Rev. 11/18/88
MM-6-28
MAINTENANCE MANUAL
280F LAMP REPLACEMENT CHART
ASSEMBLY
AMOUNT LOCATION MANUFACTURER ASSEMBLY NO. BULB NO.
12 Volt 24 Volt
1 Aft
Landing Light
Enstrom 4406 4591
1 Forward
Landing Light
Enstrom 4313 or 4509 4596
1
Right
Side Position Whelen (modified
A650PG W1290-14 W1290-28
by Enstrom)
Light
and Strobe (Enstrom 28-21048-3) A61O Strobe A61O
1 Left Side Position Whelen (modified A6O5OPR W1290-14 W1290-28
by Enstrom)
Light
and Strobe (Enstrom 28-21048-1) A610 Strobe A61O
1 Aft Position
Light
Whelen A555 A5O8-14 A508-28
1
Map Light
Grimes 15-007-5 1816 313
2 Post
Lights
Grimes A8970 330 327
8 Eyebrow Lights
Grimes B-4855-B330 330 327
1 Fuel Boost
Light
Red
Dialight
803-1710-0331-504 1815 1819
1 Fuel Boost
Light
Green
Dialight
804-1710-0332-504 1815 1819
2 Switch Panel Placard Enstrom 28-18091-1
Replace
(Master Switch, etc)
Lights
28-18091-3
Assembly
(Alternator, etc)
1 Overboost Caution
Light Dialight
1815 1819
1 Clutch
Disengage Warning Light Dialight
803-1710-0331-504 1815 1819
#2 Rev. 11/18/88
MM-6-29
SECTION
INSTRUMENTS
MAINTENANCE MANUAL
SECTION 7
INSTRUMENTS
7-1 INSTRUMENT PANEL (See Figures
7-1 7-2)
The instrument
panel
is
centrally
located in the front of the cabin for
optimum visibility by
either
pilot
or
cc-pilot.
The "F" model instrument
panel
is mounted at an 80
angle.
NOTE: Instrument
panel angle
is
required
when
replacing
an attitude
gyro (horizontal horizon) designed
to
operate
at the same angle.
7-2 ALTIMETER
A.
Description
The altimeter indicates the
height
of the
helicopter
above sea level.
It is
operated by
static air
pressure
derived from the
airspeed
pitot-static system.
The altimeter is of the sensitive
type
that
provides a height reading
from O to 20,000 feet. The
long
hand reads
in increments of 100
feet,
the middle hand in increments of 1,000
feet,
and the short hand in increments of
10,000 feet. The control
knob on the face of the altimeter adjusts
the barometric
pressure
reading
to set field altitude.
CAUTION: Never
apply positive pressure
to static lines with the
instruments connected;
this will
damage
the instrument
mechanism.
B. Altimeter
Troubleshooting
Problem Cause
Required
Action
Indicating
hands Static
pressure
Disconnect static
pressure
fail to
respond,
line obstructed, line from instruments and
blowwith
compressed
air.
Static
pressure
Check static
pressure
connection lines and connect
improperly
made.
correctly.
Indications are Leaks in static
Replace damaged tubing
obviously pressure
line and/or check instruments
incorrect. and/or
leaks in for leaks.
cases of
instruments in
same
system.
Defective
Replace
altimeter.
instrument.
MM-7-1
MAINTENANCE MANUAL
COMPASS
COMPASS CALIBRATION CARD
a
LOCATION MAY VARY)
AIRSPEED INDICATOR
LNGIIIE 4ND
ROTO~
TACHOMETER
ALTIMETER CLUTCHDISENGAGE
WARNING LIGHT
FCIRCUIT
BREAKER
OVERBOOST WARNING
LIGHT
BALL BANK
INDICATOR
BUSS FAULT
MANIFOLD/
F U E L P R E S S U R E INDICAfORAMMETER
I/
1,CYLINDER
HEAD TEMP
INDICATOR
1
EXHAUST GAS
FUELOUANTITY GAGE -------_
I
TEMPERATURE GAGE
FORWARD LANDING LIGHT
CIRCUIT BREAKER
MAIN ROTOR GEARBOX
\_ -ALTERNATOR EXCITATION
TEMPERATURE CAGE
CIRCUIT BREAKER
ENGINE OIL PRESSURE
LOW
ENGINE OIL
TEM_P,.~
I
FUEL BOOST PUMP
INDICATOR PRESS TO TEST
LIGHT
INDICP~TOR
MALiNETO
GIG. LIGHTER (OPTIONAL)
(IGNITION) SWITCH
,I
ALTERNATOR SWITCH
INSTRUMENT CIRCUIT BREAKER
MASTER SWITCH
ALTERNATOR CIRCUIT BREAKER
FUELMIXTURE CONTROL~
AFT LANDING LIGHT
PANEL LIGHTS
(LOCATION M~Y VARY)
1~
Y
NAVIGATION LIGHTS
CIRCUIT
ANTI-COLLISION LIGHTS BREAKER
SWITCHES
aonr CLOCK (OPTIONAL) FUEL BOOST PUMP
ASHTRnv (oPTloNAL)/
TRIM
IGNITION
F28F
FIG. 7-1. INSTRUMENTS AND INSTRUMENT PANEL
MM-7-2
MAINTENANCE MANUAL
COMPASS
COMPASS CALIBRATION CARD
AIRSPEED INDICATOR
ENGINE AND
TACHOME TER
CLUTCHDISENGAGE ALTIMETER
WARNING LIGHT
PANEL LIGHTS
DIMMER
OVERBOOST WARNING
LIGHT BALL BANK
INDICATOR
I suss FnuLT
CIRCUIT BREAKER
MANIFOLD/ FUEL )v /AMMETER
PRESSURE INDICATOR
CYLINDER HEAD TEMP
INDICATOR
EXHAUST GAS
TEMPERATURE GAGE
FUELQUANTITY GAGE J/t; ,INSTRUMENT
MAIN ROTOR GEARBOX 8\
CIRCUIT BREAKER
TEMPERATURE GAGE
ALTERNATOR EXCITATION
CIRCUIT BREAKER
ENGINE OILPRESSURE
LOW
INDICATOR
NORMAL
I
FUEL BOOST PUMP
PRESS TO TEST
LIGHT
ENGINE OIL TEM~
INDICATOR
MAGNETO
(IGNITION) SWITCH
ALTERNATOR
CIRCUIT BREAKER
FUELMIXTURE CONTROL/
AFT LANDING LIGHT
FORWP~RO LANDING LIGHT
s DAY CLOCK (OPTIONAL~
(LOCATION MAY VARY)
PANEL LIGHTS
GIG. LIGHTER (OPTIONAL VIGATION LIGHTS CIRCUIT
(LOCLITION MAY VARY)
ANTI-COLLISION LIGHTS SWITCHES
FUEL BOOST PUMP
TRIM
IGNITION
ALTERNATOR SWITCH
MASTER SWITCH
280F
FIG. 7-2. INSTRUMENTS AND INSTRUMENT PANEL
MM-7-3
MAINTENANCE MANUAL
B. Altimeter
Troubleshooting (continued)
Problem Cause
Required
Action
Indicator hands Excessive vibration Anchor
tubing
with tube
vibrate, of static
pressure clamps.
tubing.
7-3 AIRSPEED INDICATOR
A.
Description
The
single
scale
airspeed
indicator is calibrated in miles
per
hour
or knots
per
hour and
provides an indicated
airspeed reading
at
any
time
during
forward
flight.
The
reading
is obtained
by measuring
the
difference between
impact
air
pressure
and the static vent. The
pitot tube, which
provides
the
impact
air
pressure source,
is located
on the lower side of the cabin nose section. Staticair
pressure
for
instrument
operation
is derived from two static vents located on
either side of the tail cone assembly.
The
openings
in the
pitot
tube and static vent
ports
must be maintained obstruction-free and
clean at all times for
proper
instrumentation
operation.
CAUTION: Never
apply positive pressure
to static lines with the
instruments
connected;
this will
damage
the instrument
mechanism.
B.
Airspeed
Indicator
Troubleshooting
Problem Cause
Required
Action
Airspeed
indicator Incorrect
pitot
Check
tubing
connection
needle fails to tube
hookup,
and make
necessary
respond.
corrections.
Obstruction in Disconnect
pitot
line from
pitot
lines.
pitot
head and instruments
and staticline from
fuselage
and instrument;
clear lines with
compressed
air. Check
pitot
tube
drain hole.
Oscillation of Leak in
pitot
or Check all connections and
airspeed or staticlines. check flexible hoses at
indicator. back of instrument for
leakage.
Moisture in
pitot
Disconnect
pitot
line from
or staticlines. instrument and staticline
from
fuselage flanges
and
instruments;
clear lines
with
compressed
air.
Check
pitot
drain hole.
MM-7-4
MAINTENANCE MANUAL
7-4 ENGINE ROTOR TACHOMETER
A.
Description
The
engine
and rotor tachometers are combined on a
single
indicator
(twin tach) with concentric scales calibrated in
engine
and rotor
rpm.
The needle marked "E" indicates
engine rpm,
while the needle
marked "R" indicates rotor
rpm.
The tachometer is
mechanically
connected to the rotor assembly
and
engine assembly through
flexible
drive cables.
B.
Engine
Rotor Tachometer
Troubleshooting
Problem Cause
Required
Action
Fluctuating Binding
cable. Lubricate cable.
needle(s).
Defective
Replace
instrument.
instrument.
No
reading on Twisted or broken
Replace
cable or drive
indicator, cable or tach belts.
drive belts.
Needles either Defective
Replace
instrument.
permanent
or instrument.
intermittent.
Reverse instal- Install cables in correct
lation of cable.
position.
Needles do not Instrument out of Check
tolerance,
superimpose,
tolerance. 2900 25
rpm,
3050 25
rpm,
spread
between needles
1/4 of needle width maximum.
Tech drive belts
Replace
drive belts.
slipping
or
broken.
7-5 FUEL
QUANTITY
INDICATOR
A.
Description
The fuel
quantity gauge continuously
indicates the total
quantity
of
fuel. It is
electrically
actuated
by a float
type sending
unit
located in the
right-hand
fuel tank.
NOTE: See Section 13-16 for
gauge
calibration
procedure
and
adjustments.
MM-7-5
MAINTENANCE MANUAL
B. Fuel
Quantity
Indicator
Troubleshooting
Problem Cause
Required
Action
Indicator Poor connections Clean and
tighten
registers "Fn, or sender
ground.
connection.
or
consistently
high reading
(battery
switch
on).
7-6 ENGINE OIL PRESSURE GAUGE
A.
Description
The
engine
oil
pressure gauge
indicates the
pressure
in the
engine
oil lines in
pounds per square
inch.
CAUTION: Low oil
pressure
can result from
improper
oil
level,
incorrect oil
viscosity, faulty
oil
pump,
or
bearing
failure.
B.
Engine
Oil Pressure
Gauge Troubleshooting
Problem Cause
Required
Action
Low
reading
on Kinked
tubing
or
Replace or clean
tubing.
oil
pressure
obstruction in
gauge. tubing.
Instrument out of
Replace
instrument.
tolerance.
Sticking
oil Defective
gauge. Replace gauge.
pressure
indicator.
Sluggish
oil
Sludge
or
heavy
Bleed line and service with
pressure reading.
oil in line,
engine oil, or in cold
climates use kerosene.
Safety
orifice in Remove
engine fitting
and
engine fitting
blowclear.
partially
blocked
by
debris.
Fluctuating
oil Air in
pressure
Service oil
pressure
line
pressure.
line. with
engine
oil.
MM-7-6
MAINTENANCE MANUAL
7-7 MAIN ROTOR TRANSMISSION TEMPERATURE INDICATOR
A.
Description
The main rotor transmission
temperature
indicator is located in the
instrument cluster. It is
electrically operated by a temperature
sensitive heat
probe
connected to the transmission.
B. Main Rotor Transmission
Temperature
Indicator-
Troubleshooting
Problem Cause
Required
Action
Open
circuit Check
continuity.
Clean and
tighten ground
no
reading,
connection.
Blown fuse.
Replace
fuse.
7-8 ENGINE OIL TEMPERATURE INDICATOR
A.
Description
The
engine
oil
temperature
indicator measures engine
oil
temperature
electrically by
means of a resistance
probe
installed on the left
side of the
engine
aft of the oil filter.
B.
Engine
Oil
Temperature
Indicator
Troubleshooting
Problem Cause
Required
Action
No
reading on oil
Open
circuit.
Repair
or
replace
leads.
temperature
indicator with Poor
ground
at
Repair ground.
battery
switch
on, panel.
either constant
or intermittent.
Open
or short
Replace
indicator.
circuit in
indicator.
Reading
off scale Short circuit in Make
continuity
check and
at low
temperature
leads from
repair
or
replace
lead.
end or low
reading,
resistance
probe
either constant to indicator.
or intermittent.
Short circuit
Replace probe.
in
probe.
NOTE: Do not use thread
lube when installing
new probe.
MM-7-7
MAINTENANCE MANUAL
7-9 AMMETER
A.
Description
The
ampmeter
indicates the amount of electriccurrent
supplied by
the
alternator to the
battery
and electrical bus.
B. Ammeter
Troubleshooting
Problem Cause
Required
Action
No
reading
or Worn brushes, Repair
or replace alternator,
erratic
reading
burned
commutator, tighten belt, or
replace
with
battery
belt
slippage
or belt.
and alternator broken.
switch on and
engine
at idle
rpm.
O reading
or Overvoltage
Reset (see Section
6)
showing discharge, relay
kicked out.
Excessive
charge Faulty voltage Replace.
or discharge
in
regulator.
excess of 5-10
minute duration. Looser or Check as indicateci,
corroded
especially
the
ground
connections in connection.
VR circuit.
NOTE: Normal
operating system
should show a medium to
heavy charge
rate
just
after
engine
is started. If the
battery
is in
good
condition itwill
accept
this
charge
until the set
system
voltage
is reached (14 volts) in
approximately
8-10 minutes.
At this
point
the
ampmeter
should
drop
to about zero or just
above, depending
on
system
load.
0
reading;
Defective meter Check out and/or replace
everything
is or connections, meter as
required.
functional.
MM-7-8
MAINTENANCE MANUAL
7-10 CYLINDER TEMPERATURE INDICATOR
A.
Description
The
cylinder temperature
indicator measures the
cylinder
head
temper-
ature
by means of electric current from a
temperature probe
located
in the bottom of No. 3
cylinder
head.
B.
Cylinder Temperature
Indicator
Troubleshooting
Problem Cause
Required
Action
Temperature
Poor connections Check
continuity
of leads.
reading high
or
partial
break
Repair
or
replace faulty
throughout
scale. in le~ds. leads.
Defective Remove instrument for
instrument, overhaul.
No
reading,
Break in
lead; Repair
or
replace lead;
either
permanent
break in
replace
thermal switch.
or intermittent.
thermocouple.
Faulty
indicator. Remove instrument for
overhaul.
Low
reading,
Poor connection Clean and
tighten
either
permanent
or short circuit. connections. Eliminate
or intermittent. short circuit.
7-11 EXHAUST GAS TEMPERATURE INDICATOR (EGT)
A.
Description
One of the most
important
factors in
flying an aircraft is to main-
tain the correct fuel/air mixture.
Proper
mixture to the
engine
will
give
maximum
range,
economical
operation,
and maximum service life.
Improper
mixture will
prove costly
in fuel
economy
and maintenance
costs, as well as shorten the life of the
engine.
The most accurate
method for
determining
the correct fuel/air ratio is a sensitive and
fast
responding
exhaust
gas temperature
indicator (EGT).
The EGT
indicator
operates
off a heat sensitive
probe
located in the exhaust
system just
forward of the
turbocharger.
B. EGT
Readings
at Cruise
Exhaust
gas temperature,
as shown on the Enstrom EGT
indicater,
should be used as an aid for fuel mixture
leaning
in
cruising flight
at 75%
power
or less, i.e. 29 inches manifold
pressure
and 3050
rpm.
MM-7-9
MAINTENANCE MANUAL
To obtain a best
economy
mixture, lean to 16500F EGT. To obtain a
best
power
mixture, lean to 1550"F EGT. Do not exceed 1650"F EGT.
Operation on the lean side of
peak
EGT is not
approved.
Also
any
change
in altitude or
power
will
require
a recheck of the EGT
indication.
Fuel Mixture:
Engine may
be leaned at 29" MP or below to 16000F on
rich side of
peak.
Never exceed 1650"F EGT. Mixture
must be full rich for
landing
and takeoff
regardless
of
power
for
proper engine cooling.
C. EGT Functional Check
Due to the narrow
margin
of
temperature
error allowed while
operating
at or near 1650"F
EGT, it is recommended that at each 100 hour
inspection, or at
any
time an error is
suspected,
the EGT
system
be
tested for
proper
calibration.
CAUTION: DO NOT
operate
above 1600" EGT nor with a fuel flow
setting
less than 80
pounds per
hour at 75%
power
(28.0 inches MP)
until a calibration check has been
completed
after the EGT
system or
any part
thereof has been
replaced.
D. EGT Calibration
Instructions for
testing
and
calibrating
of the EGT
system may
be
recommended that a
log
book
entry
be made
during
the next
flight
of
found in the Alcal EGT
Operating
Instruction Manual AR70-155. It is
the fuel flow
reading
with the
power
set at 29" manifold
pressure,
rpm
at
3050,
and mixture leaned to 16500 EGT. A normal fuel flow
indication would be 83
pounds per
hour
plus or minus 3
pounds per
hour. A variation
exceeding
this
range
would indicate that the EGT
is
reading
either
high
or low
respectively.
Example:
Mixture
normally
leaned to 16500
EGT,
fuel flow in excess
of 86
pounds per
hour actual EGT
temperature
is lower
than indicated.
This information if moni tored wi 1 1
g
ive
operators
sufficient
warning
if there is a problem developing
in either the
engine
or the
EGT
system.
An EGT
reading
that varies from normal and is
engine
related will be
apparent by
other
symptoms.
Example: Partially
restricted
injector
nozzle
high
fuel
flow,
low
EGT with
rough running engine.
CAUTION: Do not
operate
above 1600" EGT nor with a fuel flow
setting
less than 80
pounds per
hour at 75X
power
(29.0" MP) until
a calibration check has been
completed
after the EGT
system
or
any part
thereof has been
replaced.
After
replacement
of broken instrument or at 100 hour
inspection,
it
is recommended that a functional check be made of the
system using
an
ALCOR A1Cal Mark V Calibrator in accordance with these instructions.
MM-7-10
MAINTENANCE MANUAL
7-12 MANIFOLD PRESSURE FUEL FLOW INDICATOR
A.
Description
The manifold
pressure
indicator is connected to the
primary
airflow
system
at the #3
cylinder
and measures
power being produced
and used.
The fuel flow indicator which is mounted in the same instrument is
connected to the fuel flow
system
at the flowdivider. It indicates
fuel flowin relation to manifold
pressure.
B. Manifold Pressure Indicator
Troubleshooting
Action
Excessive error Water or Disconnect at instrument
at
existing
restriction in and blowout line.
barometric line between
pressure.
instrument and
eng~ne.
Sluggish Damaged
or Remove line and blowout
operation
of restricted line. restriction.
Replace
line
needle. if
damaged.
NOTE: Restricted
fitting
just
aft of instrument
must also be removed
before
blowing
out
line.
Defective
Replace
instrument.
instrument.
C. Fuel Flow Indicator
Troubleshooting
Problem Cause
Required
Action
Low
reading
on Kinked
tubing or Replace
or clean
tubing.
fuel flow obstruction in
indicator. tubing.
Leak in fuel
Repair
leak or replace
line.
nozzle lines.
Instrument out
Replace
instrument.
of tolerance.
Sticking
fuel Defective
Replace
instrument.
flow indicator. instrument.
MM-7-ll
MAINTENANCE MANUAL
7-13 OUTSIDE AIR TEMPERATURE INDICATOR
A.
Description
The outside air
temperature
indicator is a direct
reading,
bi-metallicinstrument with a stainless steel
probe.
This instrument
provides
ambient
temperature
information
which,
when utilized,
will
aid in
determining performance capability
of the
helicopter
at the
existing
climaticcondition. The indicator is located in the
top
of
the cabin.
7-14 MAGNETIC COMPASS
(F-28F)
A.
Description
The vertical card
compass
is a
dry compass utilizing eddy
current
dampening.
It consists of a 2" vertical
rotating
dial and is
compared
with a fixed miniature
airplane (lubber line) to
present
magnetic heading
of the aircraft at all times.
Heading
information
is more natural because the
heading
is read at the 12 oclock
posi-
tion and off the nose of the miniature
airplane.
The
compass
card
rotates and
presents
all
quadrants
in their true relation to line of
flight.
A
compass light
is furnished for
night flying.
A
compass
correction card and card holder is attached to the instrument
console.
7-15 MAGNETIC COMPASS (280F)
A.
Description
The
magnetic compass
indicates the
heading
of the
helicopter
in
relation to
magnetic
north. It is a direct
indicating compass
and
indicates the
heading by
means of a
floating
card element that is
against
a fixed reference line. The
liquid
used in the
compass
dampens
the card oscillation. A
compass light
is furnished for
night
flying.
A
compass
correction card and card holder is furnished
adjacent
to the instrument.
7-16 HOURMETER
A.
Description
The hourmeter is located inside the
right
side
engine compartment
door. It is mounted
just
forward of the air filter
housing.
The
meter
keeps a
running log
of the total hours on the aircraft.
MM-7-12
MAINTENANCE MANUAL
7-17 PITOT STATIC SYSTEM
(See Figure 7-3)
A.
Description
To
operate
the
airspeed
indicator and
altimeter,
it is
necessary
to
have a staticsource of air
pressure.
A
pitot-staticsystem
has been
installed in the aircraft with two staticair
pressure ports.
One is
on the left-hand side of the tail cone just
aft of the
baggage
compartment
and the other is on the
right-hand
side of the tail cone.
The static
pressure ports
are interconnected to a single
static
pressure
line which runs
up
the
right
side of the
pylon
and
through
the seat structure to a tee
fitting
in the instrument console. It
then runs to the altimeter and to one side of the
airspeed
indicator.
CAUTION: The two static
ports
should
always
be checked
prior
to
flight
and also at
any
time the
helicopter
is
operated
in
dusty
or
freezing
conditions where the small inlet holes
may
become
clogged,
which will cause the instruments to be
inoperative
or inaccurate.
B. Pitot Tube
Description
The
pitot
tube is located on the lower forward side of the cabin
structure. It is a curved aluminum tube secured with
mounting plates
to the bottom of the
fiberglass
cabin wall. A flexible rubber hose
is routed
through
the instrument console
connecting
the
pitot
tube to
the
airspeed
indicator instrument line.
CAUTION: The
pitot
tube inlet end should be covered when the
aircraft is to be
parked
for
any prolonged period
of time
to
prevent ingestion
of dirt or ice that will
impair
the
operation
of the
airspeed
indicator. Use a red cover so it
will be noticeable for removal on
preflight inspection.
7-18 REPLACEMENT OF INSTRUMENTS
A.
Replacement
Procedures
NOTE: The fol 1
owing procedures
are typical
and
apply
to all
instruments installed in the instrument
panel.
(1)
Check that all electrical
power
is off to avoid the
possibility
of electrical shorts while
working
in the areaof the instrument
panel.
(2) Remove covers from instrument console.
(3) Disconnect electrical
plug, wiring,
or
tubing
as applicable,
from the back of the instrument. Install suitable covers over
tube
fittings,
instrument
fittings,
and loose wire terminals.
Tag
all connections for reinstallation.
MM-7-13
MAINTENANCE MnNUAL
INDICATOR
AIRSPEED
~JJ
ALTIMETER
uSTATIC
PRESSURE PORT
~I
iiI
/i
.I
i
i
I
STATIC PRESSURE LINE
PITOT TUBE LINE
FIG. 7-3 PITOT STATIC SYSTEM
FLEXIBLE HOSE
I:
_
r..
I
9s
i.
PITOT TUBE
j--F-jl
STATIC PRESSURE PORT
cC
ir:
~L
Q
PITOT TUBE INSTALLATION
STATIC PRESSURE LINE CONNECTION
VIEW OF TAILCONE BULKHEAD
LOOKING AFT
MM-7-14
MAINTENANCE MANUAL
(4) Remove the screws
securing
the instrument to face of the
panel
and remove instrument from instrument
panel.
(5) Place
replacement
instrument into
panel
in
mounting position
and
secure with
mounting screws.
(6) Connect
tubing,
electrical
plug
or
wiring
as applicable
to the
back of the instrument. Use care to avoid
reversing
connections
for
pitot
and staticlines.
(7) Reinstall covers on instrument console.
7-19 INSPECTION OF INSTRUMENTS
A.
Inspect as Follows
(1) Inspect
instrument case for dents and cover glass
for
slippage
and cracks.
(2) Inspect fitting or electrical connector at back of instrument
for
damaged
threads that
might prevent proper
connection of the
tube nut or electrical
plug.
(3) Inspect
index
markings
and numerals on dial face for discolor-
ation and
legibility. Inspect pointers
for cracked or peeling
fluorescent
paint,
(4) Inspect
for
presence
of all
required range markings
and
slippage
of
any
marks, indexes, or scales.
7-20 CALIBRATION OF INSTRUMENTS INDICATORS
Calibration checks of the instruments are to be
performed
at
qualified
instrument calibration facilities.
MM-7-15
SECTION
STRUCTURE
MAINTENANCE MANUAL
SECTION 8
STRUCTURE
8-1 CABIN
A. General
Description
The cabin
assembly
is constructed of an aluminum sheet metal seat
structure which
supports
an outer cabin shell of reinforced
fiberglass.
The entire cabin section can be removed from the
pylon
as a unit.
B. Cabin Removal
(1) Remove cabin doors and
fiberglass
seat deck.
(2)
Remove
cowling
and disconnect and remove the
engine compartment
door
hinge
bracket from cabin.
(3) Disconnect and remove air filter
housing.
(4) Disconnect collective
push
rod from collective
walking
beam at
the cabin firewall.
(5) Disconnect the lateral and
longitudinal cyclicpush-pull
rods at
bellcranks on each side of cabin wall.
(6) Disconnect the main
battery
cable inside the
engine compartment.
(7) Drain fuel from both fuel tanks and remove tanks.
NOTE: Install
plugs
in fuel line
fittings.
(8) Disconnect tail rotor control cables at turnbuckle in the
engine
compartment.
See Section 10-7.
(9) Disconnect all oil
lines,
fuel
lines,
and
airspeed
static tube
at firewall.
(10) Disconnect electrical
wiring
in the
engine compartment.
(11) Disconnect clutch control cable at turnbuckle in seat structure
and at forward clutch cable mount on aft side of firewall. See
Section 11-2.
(12) Disconnect
engine
and rotor tachometer cables.
(13) Disconnect throttle control cable from
injector
and
pylon
mount.
(14) Disconnect mixture control cable from
injector
and
pylon
mount.
MM-8-1
MAINTENANCE MANUAL
(15) Remove screws connecting
fire curtain to firewall.
NOTE: Sealasticbead will
peel
from firewall to remove.
(16) Disconnect fuel shut-off control.
(17) Disconnect shoulder harness cables on aft side of cabin back
wall and seat belt cables.
(18) Disconnect flex hose and control cable from cabin heat duct on
aft side of firewall.
(19) Support
cabin and remove the six cabin attachment bolts. See
Figure
8-1 for bolt locations. Lift cabin tree of aircraft.
C. Cabin Installation
(1) Lift cabin and
align
with
pylon
mounts. Install the six
attachment bolts.
Torque
bolts. See
Figure
8-1.
NOTE:
Throttle,
mixture and clutch cables must be lined
up
and
guided through
firewall.
NOTE:
Safety
wire the two outboard lower cabin mount after
torque.
(2)
Connect flex hose and cabin heat control cable to duct on aft
side of firewall.
(3)
Connect shoulder harness cables on aft side of cabin.
(4) Connect fuel shut-off control cable.
(5) Secure fire curtain to firewall
using screws and sealastic.
(6)
Connect mixture control cable and throttle control cable to
pylon
mounts and
injector.
See Section 13-12 for
proper rigging
of the
injector
and correlator.
(7)
Connect clutch cable at forward
pylon
mount and at turnbuckle in
seat structure. Do a
complete
clutch cable
rigging procedure.
See Section 11-1.
(8) Connect all electrical
wiring
in the
engine compartment.
(9) Connect all oil lines,
fuel
lines,
and air
speed
statictube at
firewall.
(10) Connect
engine
and rotor tachometer cables.
(11)
Connect tail rotor cables at turnbuckle in
engine compartment.
Adjust
cable tension. See Section 10-7. Check tail rotor
rigging per
Section 10-1.
MM-8-2
NOTE: Some instal~ations
may
be
shimmed at
point (B) bottom
B
a&s
e~ ~76-n C
B
C
FIGURE 8-1
CABIN ASSEMBLY INSTALLATION
MAINTENANCE MANUAL
(12) Install
engine compartment
door
hinge
bracket between cabin and
bulkhead.
(13) Install fuel tanks and connect all fuel lines. Check for leaks
after
installing
fuel.
(14) Connect the main
battery
cable inside
engine compartment.
(15) Connect the lateral and
longitudinal cyclic push-pull
rods to
bellcranks on each side of cabin wall.
(16) Connect the collective
push
rod to collective
walking
bean; at
cabin backwall.
(17! Install air filter
housing
and connections.
(18) Check all
flight
controls for
proper operation.
Check all items
on the
Daily
Check List and
complete a Preflight Inspection.
See Section 3
Inspections
and Routine Checks.
(;9) Install
cowling
and
engine compartment
doors.
(20) Install
fiberglass
seat deck and cabin doors.
8-2 WINDSHIELD (F-28F)
A. Wi ndshield-Removal
(F-28F) (See Figure 8-2)
(1) Remove doors.
(2) Remove door
hinges
to
provide
clearance for windshield
installation.
NOTE:
Hinge
locations must be marked on
hinges
for
proper
reinstallation.
Hinges
will not
align
for
proper
fit
if
positions
are altered.
(3)
Remove attachment screws around outer
edge
of windshield.
(4) Remove
compass
from windshield.
(5)
Cut out and remove center
portion
of windshield.
NOTE: When
cutting
center
portion, stay approximately
2-3 inches
away
from cabin frame.
Apply
two
layers
of
masking tape
to cabin
adjacent
to windshield
edge
to
protect paint.
(6) Heat the
remaining edge
of
glass
and
bonding
adhesive
using
a
portable
heat
gun
and
peel glass
from cabin frame.
NOTE: When
bonding
adhesive is warm it can be
scraped
from
edge
of cabin
using a suitable size
putty
knife.
(7) Sand windshield mount area clean and free of old
bonding
adhesive with a fine
sandpaper.
MM-8-4
NOTE: INSTALLFOAM TAPE
WITHSEAM ON COWER SIDE
OF WINDOW
COMPASSDECAL
Ba
g
-j;
20~z
Ir,
m
z
o
03 1 I I I Im
Ln NOTE: MARK HINGE~ 1 13
POSITION BEFORE
~2
c
REMOVAL ~b
FIGURE 8-2
F-28F WINDSHIELD
SEAM LOCATION
MAINTENANCE MANUAL
B. Windshield Installation
(1)
Clean recessed windshield area of cabin frame with acetone or
equivalent.
NOTE: Be sure this area has been sanded smooth and free of
old
bonding
adhesive before
wiping
with acetone.
(2) Position new windshield over cabin and
apply tape
to
temporarily
hold windshield in
place.
(3) Apply 1/4" masking tape following
contour of windshield and
recessed areaof cabin to mark windshield size for
cutting.
(4) Remove windshield and cut to size on a fine
wavy
tooth bandsaw.
(5) Sand
edges on belt sander for final fit to cabin.
NOTE: Check fitto cabin and re-sand as
required.
(6) Install windshield and match drill the
glass
to old screw holes
in cabin
using a #19 drill or drill new screw holes
through
windshield and cabin at
midpoints
between old holes.
Countersink holes in windshield with an 82" countersink.
NOTE: Drill bits can be
ground
to a
very sharp point
to aid
in
drilling through plexiglass.
Use care when
drilling
to
prevent cracking glass.
(7)
Drill
approximately
6 or 8 holes on
upper
and lower
edge
of
windshield with a f41 drill for mechanical fasteners (clecos).
(8) Remove windshield. Clean
fiberglass
recess of cabin with
acetone.
Lightly
sand
bonding edge
of windshield and clean with
acetone.
(9) Apply bonding
adhesive EC801
(3M Brand) to recess in cabin frame
using a
putty
knife.
Spread
adhesive
approximately
1/8" to
3/16" thick.
NOTE: Follow the exact
mixing requirements
of EC8O1 or it
may
set
up
too fast or not at all.
(10)
Install windshield in
position
and
press firmly against
adhesive.
(11) Temporarily
install mechanical fasteners (clecos) to hold
windshield in
position
until EC801 adhesive is set
up.
CAUTION: Allowadhesive to
dry approximately
24 hours before
installing
attachment screws to
prevent cracking
the
glass.
MM-8-6
MAINTENANCE MANUAL
(12) Run a #19 drill
through
screw holes to remove
bonding
adhesive
and install screws into holes. Secure with washers and nuts.
CAUTION: Do not
overtorque
attachment screws on
installation.
(13) Remove mechanical fasteners.
(14)
Install door
hinges
in
position
as
previously
marked in removal
procedure.
(15) Install
compass
to windshield as follows: (see Figure 8-2)
(a) Install
compass
to windshield from middle rib of lower door
hinges
and mark centerline of windshield with a
grease
pencil.
NOTE: Use cloth
type
measurement
tape
if
possible
to
prevent scratching plexiglass.
(b) Measure
up
243"
from bottom
edge
of windshield and
mark a line.
(c) Clean contact surface of windshield with acetone.
(d) Apply
double back
tape
(Scotch Brand 4262
Neoprene)
to
contact areaof
compass.
NOTE:
Tape
is not to extend
beyond
contact surfaces.
(e) Align top edge
of
compass
to line marked on windshield and
press firmly
into
position.
While
holding compass
on
inside have another
person
rub windshield from outside to
remove air bubbles.
(f) Apply
the
compass
decal over contact surface on outside of
windshield.
(16) Prepare
windshield
edges
for
paint. Repaint
outer mount
edge.
(17) Install doors.
8-3 WINDSHIELD
(280F)
A. Windshield Removal (280F) (See Figure 8-3)
NOTE: The 280F windshield consists of two
pieces
of
plexiglass.
Windshield halves can be
replaced individually.
(1)
Drill out rivets
holding
center
strip
in
position
and remove
strip.
MM-8-7
MAINTENANCE MANUAL
(Z) Drill out
remaining
rivets around outer
edge
of windshield.
(3) Cut out and remove center
portion
of windshield.
NOTE: When cutti
ng
center
porti
on stay approx
imatel
y
2-3 inches
away
from cabin frame.
(4)
Heat the
remaining edge
of
glass
and
bonding
adhesive
using
a
portable
heat
gun
and
peel glass
from cabin frame.
NOTE: When
bonding
adhesive is warm it can be
scraped
from
edge
of cabin
using
a suitable size
putty
knife.
(5)
Sand windshield mount area clean and free of old
bonding
adhesive with a fine
sandpaper.
(6) Remove foam
tape
from center
support
brace.
B; Windshield Installation
(280F) (See Figure 8-3)
(1)
Clean recessed windshield area of cabin frame with acetone or
equivalent.
(2) Position new windshield over cabin and
apply tape
to
temporarily
hold windshield in
place.
NOTE: Use care in
aligning
windshield to recess in cabin as
the
plexiglass
is formed with a slight
indentation
along
outer
edge
that must be matched to cabin frame.
contour of windshield and
recessed area of cabin to mark windshield size for
cutting.
(4) Remove windshield and cut to size on a fine tooth bandsaw.
(5)
Sand
edges on belt sander for final fitto cabin.
NOTE: Check fit to cabin and re-sand as
required.
(6) Install windshield and match drill to old rivet holes in cabin
using
a #30 drill, or drill new holes
through
windshield and
cabin at
midpoints
between old holes.
CAUTION: Drill bits can be
ground
to a
very sharp point
to
aid in
drilling plexiglass.
Use care in
drilling
to
Do not drill
through
inner
fiberglass
interior trim when
drilling
side
and bottom of windshield.
MM-8-8
,CENTER STRIP
FOAM TnpE
POSITION SEAM AT
LOWEST POINT ON WINDOW
u,
K
F
03
m
r,
z
DRILLCHUCK (REF) c
r
i/
ALUMINUM TUBING
O
FOR STOP
-1/
FOAM TAPE
1119 DRILL\
B
POSITION SEAM AT LOWEST .loo" ON WINDSCIELD
POINT OF WINDOW
.080" ON OVERH;EAD
AND
LOWER WINDOW)
~L_
NOTE
USE CARE IN ALIGNING WINDSHIELD
AS PLEXIGLASS IS FORMED WITHA
f
SLIGHT INDENTATION TO FIT THE
CABIN SHELL.
DRILLPLEXIGLASS
WITH STOP
AS SHOWN
ABOVE ONLY
FIG. 8-3 280F WINDSHIELD
MAINTENANCE MANUAL
(7) Drill
approximately
6 to 8 holes through windshield on
top
and
bottom for mechanical fasteners (clecos) using a #41 drill bit.
(8) Remove windshield. Clean
fiberglass recess of cabin with
acetone.
Lightly
sand
bonding edge
of windshield and clean with
acetone.
(9) Apply
foam
tape
to center
strip
bar of cabin. Use 3M Brand
tape
#4016,
1" wide
by 1/16" thick.
(10) Apply bonding
adhesive EC8O1
(3M Brand) to recess in cabin frame
using
a
putty
knife.
Spread
adhesive
approximately
1/8" to 3/16" thick.
NOTE: Followthe exact
mixing requirements
of EC801 or it
may
set
up
too fast or not at all.
NOTE: Do not
apply
EC801 adhesive to center
strip area.
(11) Install windshield in
position
and
press firmly against
adhesive.
(12) Temporarily
install mechanical fasteners (clecos) to hold
windshield in
position
until EC801 adhesive is set
up.
CAUTION: Allowadhesive to
dry approximately
24 hours before
installing
rivets to
(13)
Run a #30 drill
through
rivet holes to remove bonding
adhesive.
(14)
Dri 11
through
all
existing
rivet holes in
plexiglass
with a
modified #19 drill. See
Figure
8-3 for drill modification.
CAUTION: Drill
through plexiglass only
with #19 drill. Do
not drill
through fiberglass
cabin frame.
(15) Apply a small bead of silasticon each side of windshield center
seam and install center
strip
in
position.
Secure with rivets.
(16) Install and secure rivets in
remaining
holes.
(17) Remove mechanical fasteners (clecos).
(18) Prepare
windshield
edges
for
paint. Repaint
outer mount
edge.
8-4 CABIN DOORS (F-28F)
A. Door
Removal(F-28F) (See Figure 8-4)
(1)
Disconnect lower
bungee (1) at forward corner of door frame.
(2) Pull
hinge pins (2)
from
upper
and lower
hinges
and
carefully
remove door.
MM-8-10
MAINTENANCE MANUAL
B. DoorInstallation
(1) Align
door to
hinges
and install
hinge pins (2).
(2) Connect lower
C. Door Glass Removal (F-28F) (See Figure 8-4)
(1) Disconnect cables and remove door handle (3).
NOTE: Remove the roll
pin
from the inboard door handle and
separate
and remove external door handle.
(2) Remove cables (4) and lower
bungee (1) from door frame.
(3) Mark door
hinges (5) as to their
position
on door frame and
remove
hinges.
NOTE:
Hinges
cannot be alternated for
upper
and lower
positions.
(4) Remove
sliding
vent window (6) and
snap
vents (7).
(5) Remove foam
strip
from outer
edge
of door frame.
(6) Remove screws securing T-molding (8) and remove molding.
(I)
Remove screws from door
glass.
Heat bonded area of
plexiglass
with a portable
heat
gun
and remove glass
from door frame.
NOTE: Use care in
glass
removal to
prevent
distortion of
tubular door frame.
(8) Remove excess bonding
adhesive from door frame with a putty
knife. Sand frame clean.
NOTE: When
ordering
a
replacement
door
glass,
be sure to
specify
if a sliding
vent window and/or
snap
vents are
required
so they can be installed at the
factory,
D. Door Glass Installation (F-28F) (See Figure 8-4)
NOTE: Check fit of door frame to cabin before
locating glass
on
frame.
(1)
Position new glass
on door frame and match drill to screw holes
using
a t41 drill. Countersink holes
using an 82" countersink.
NOTE:
Replacement
door
glass
has been
rough
cut to size.
Final
sanding
of
plexiglass
to door frame is
completed
after
bonding procedure
is done.
MM-8-ll
MAINTENANCE MANUAL
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FIG. 8-4. F-28F CABIN DOOR
MM-8-12
MAINTENANCE MAN~AL
(2) Remove door
glass
from frame and clean
bonding
sdrfa~Ea: F both
items
using
acetone or
equivalent.
(3) Apply bonding
adhesive EC801 (3M
brand)::tq,
bondi.rig surfacei
of
door frame.
Spread
adhesive
approximately -1/8" to 3/16" thidk.
(4) Carefully
install door
glass
on door frame.
NOTE: Install
approximately
door
glass anS~::
frame to hold
glass
in DO NOT
tighten
until
bonding
adhesive is set
up (approxima,t~y
24
hours).
(5) Install screws to secure door
glass
to frame.
(6) Final fit
plexiglass
to door frame
by sanding
on belt sander.
(7) Install
T-molding (8) to door frame and secure with screws.
(8) Install foam
strip
on outer
edge
of door frame.
(9) Install and secure hinges (5) to their
previously
marked
posi-
tion on door frame.
(10) Prepare
and
repaint
door frame.
(11)
Install and secure door handles (3). cables (4), and latches.
(12)
Install lower
(13) Install door on aircraft and check
operation
of door handle and
latch.
8-5 CABINDOORS
(280F)
A. DoorRemoval (280F) (See Figure 8-5)
(1) Remove screw from door
strap
(1) on the lower corner of the
door.
(2) Remove bolt (2) and
spacer
(3) from
hinge pivot point
at
top
of
door.
(3) Carefully
liftdoor from cabin frame.
MM-8-13
MAINTENANCE MANUAL
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FIG. 8-5. 280F CABIN DOOR
MM-8-14
MAINTENANCE MANUAL
8.
(see Figure 8-5)
(1) Align
bottom
pivot peg
(4) on lower corner of door with hole in
cabin door frame and install door into
position.
(2) Install
spacer
(3) and mount hardware in
upper hinge.
See
Figure
8-5 for
proper
hardware installation.
(3)
Secure door
strap (1) on lower corner of door with screw.
(4)
Check door and door latch for
proper operation.
C. Door Glass Installation
(280F)
NOTE: Installation of door
glass on 280 model doors
requires
the
use of a
special bonding
fixture. Doors should be returned
to Enstrom
Helicopter
Service for
glass replacement.
8-6 OVERHEAD AND LOWER WINDOWS
(See Figure 8-2)
A. Window Removal
(1)
Drill out
existing
rivets.
(2)
Remove
plexiglass
from double
backing tape.
(3) Remove
tape
from cabin recessed area.
B. Window-
Installatj~on (See Figure 8-2)
(1)
Clean recess in cabin with acetone or
equivalent.
(2)
Install double
backing
foam
tape
in
position.
Use 3M Brand
tape
#4016, 3/4"
wide x 1/16" thick.
NOTE: Install
tape
with ends
meeting
at bottom side of window
to
prevent possible leakage through
seam. Do not
remove
paper backing
from outboard side of
tape
until
window has been marked for
cutting.
(3) Position new plexiglass
window over recessed area
of cabin and
apply masking tape
to
temporarily
hold window in
place.
contour of window and recessed
areaof cabin to mark window size for
cutting.
(5)
Remove window and cut to size on a fine tooth bandsaw.
MM-8-15
MAINTENANCE MANUAL
(6) Sand
edges
on belt sander for final fit to cabin.
NOTE: Check fit
to~cabin
and re-sand as
required.
(7) Clean outer
edge
of windowwith acetone.
(8) Remove
paper backing
from foam
tape
and install window in
position.
Press
firmly against tape.
(9) Match drill to old rivet holes in cabin
using
a #30 drill or
drill
new holes
through
window and cabin at
midpoints
between
old holes.
NOTE: Drill bits can be
ground
to a
very sharp point
to aid
in
drilling plexiglass.
Use care in
drilling
to
(10) Drill
through
all rivet holes in
plexiglass
with a modified #19
drill. See
Figure
8-3 for drill modifications.
(11) Secure window in
place
with rivets.
(12) Prepare
window
edges
for
paint. Repaint
outer mount
edge.
8-7 SEAT BELTS LAP-TYPE
A. Seat Belt Removal
(1) Remove seat cushions.
(2) Disconnect attachment end of belts
by applying pressure
to the
spring
loaded
"latch", opening
it
sufficiently
to clear the
structural attach
point
as it is lifted.
B. Seat
Belt_
Installation (See Figure 8-6)
NOTE:
a. Seat belts must be connected to the
specified
structural attach
points
to insure belt
security.
b. There are four structural attach
points
to accommodate
two- and
three-passenger configurations; (1)
left rear
cabin
wall, (2) right
of left center seat beam,
(3) right
of
right
center seat beam,
and
(4) right
rear
cabin wall.
c. Secure belts to the airframe
by applying
downward
pressure
on the
structural attach
point
with the
Mlatch"
portion
of the belt attachment mechanism until
it locks in
place.
MM-8-16
MAINTENANCE MANUAL
I
II
POINT C
POINT B"
POiNT"D
FIGURE 8-6
SEAT BELT ATTACHME NT
MM-8-17
MAINTENANCE MANUAL
(1) Left seat
position
install as follows:
(a) Attach seat belt half with release mechanism to left rear
cabin wall structural attach
point.
See
Figure 8-6,
Point
"A"
(b)
Attach seat belt half with flat tab to structural attach
point right
of left center seat beam. See
Figure 8-6,
Point "B".
(2)
Center seat
position (if required)
attach as follows:
(a)
Attach seat belt half with release mechanism to the
structural attach
point right
of left center seat beam.
See
Figure 8-6, Point "B".
NOTE: Install on
right
side of left seat
position
belt.
(b) Attach seat belt half with flat tab to structural attach
point right
of
right
center seat beam. See
Figure 8-6,
Point "C".
(3) Right
seat
position
attach as follows:
ia)
Attach seat belt half with release mechanism to the
structural attach
point right
of
right
center seat beam.
See
Figure 8-6,
Point "C".
NOTE: Install on right side of center seat
position
belt
(if installedr
(b)
Attach seat belt half with flat tab to
right
rear cabin
wall structural attach
point.
See
Figure 8-6,
Point "D".
8-8 SEAT DECK
A. Seat Deck Removal
(1) Remove seat cushions and seat belts.
(2) Disconnect
cyclic
stick canon
plugs
and remove cyclic
boots.
(3) Remove screws securing fiberglass cover over
pilots
collective
stick and remove cover.
(4) Remove screws securing fiberglass
cover over collective
push-pull
rod at
top
of seat deck and remove cover.
MM-8-18
MAINTENANCE MANUAL
(5) Remove handles from clutch
engagement
lever.
NOTE: Handles are screwed
together.
(6) Release and remove expando pin
andremove
co-pilots
collective
stick.
(7) Remove screws from
battery access cover.
(8) Remove screws
securing fiberglass
seat deck in
place
and
carefully
liftseat deck from seat structure.
B. Seat Deck Installation
(1) Install
fiberglass
seat deck over clutch
engagement
lever and
into
position.
Secure in
place
with attachment screws.
(2) Install
co-pilots
collective stick into bellcrank and secure
with
expando pin.
NOTE:
Flip expando pin
lever down and check
security.
(3) Install handles in clutch
engagement
lever and screw
together
to
secure.
(4)
Install
fiberglass
cover over collective
push-pull
rod at
top
of
seat deck and secure with screws.
(5) Install
fiberglass
cover over pilots
collective stick and
secure with screws.
(6) Install
battery
access
panel
and secure with screws.
(7) Install
cyclic
stick boots and secure the
cyclic
canon
plugs
into their
receptacles.
(8)
Install seat belts and seat cushions.
8-9 LANDING GEAR
A.
Landing
Gear
Assembly
(1) Landing
Gear Removal
(a) Install
sling
T-0O11 on main rotor hub and hoist
helicopter
to remove weight
from
landing gear.
See
Figure
9-3 in
Section 9 for
sling
installation.
(b) Remove left and
right engine
doors and bottom
cowling.
MM-8-19
MAIi\lTENANCE EIAFIUAL
PYLON
9~-
2
CROSS TUBE
FIGURE 8-7
LANDING GEAR TO PYLON ATTACHMENT
MM-8-20
MAINTENANCE MANUAL
(c)
To remove the
landing gear assembly
as a unit from the
pylon, proceed as follows:
(See Figure 8-7)
1
Disconnect
engine controls, EGT,
heater control and
quarter panels.
2 Remove
top
bolt from
pylon
mount
clamps
on cross tubes
(4 places).
3 Lower and remove
landing gear assembly.
(d) Remove individual
landing gear
items as follows: (See
Figure 8-8)
NOTE: See individual items
B, C,
and D for removal or
replacement
of skid
shoes, ground handling wheels,
or oleo struts.
1 Skid tube (1) Remove the six attachment bolts from
landing gear legs (2). Remove skid tube
assembly.
Install in reverse order.
2
Landin93,
Leg (2) Remove oleo. Disconnect
drag
strut from
landing gear leg.
Remove
upper pivot
bolt from
clamp (8) on cross tube and remove the three
lower bolts
securing landing leg
to skid tube. Remove
landing gear leg.
Install in reverse order.
B. Skid Shoes
(1) Description
Three individual skid shoes are installed on each
landing gear
skid tube. It is
important
that the
operator inspect
the bottom
of the shoes
periodically, depending on the
types
of
operations,
to check for wear.
(2) Skid Shoes
Replacement (See Figure 8-8)
(a) Skid shoes
may
be
replaced by one of the
following
methods:
1 Jack
up landing gear.
2 Install
sling
T-O011 on main rotor hub and hoist
helicopter.
3 With
ground handling
wheels
down, pull
down on aft of
tailcone.
4
Repl ace skid shoes (4) or (5) by
removal and
replacement
of the three attachment bolts
securing
them
to skid tubes.
MM-8-21
~ia
NOTE: LANDINGGEAR BOLTSAT PIVOT
POINTSARE TOBE TOROUED TO
40-601N. LBS. TOALLOW GEAR
BPB
TOFLEX
1
/s
ia
2
d
,e
10
"2~
~o
f
I
FIGURE 8-8
o
5
LANDINGGEAR
ASSEMBLY BREAKDOWN
a,
MAINTENANCE MANUAL
C. Ground
Handling
Wheels
(1) Operational Description
Eachlanding gear
skid tube has
provisions
for
easily
installed
landing gear
wheel assemblies. Each
assembly
has a manually
operated over-centering
device to lift the skids for
installation of the wheels or retract them for
flight.
The
ground handling
wheels should be retracted and the
helicopter
allowed to rest on the skids when the
engine run-up
is
being
performed or when
helicopter
is
parked.
To raise or lower
ground handling wheels, proceed
as follows: (See Figure
8-9)
WARNING:
Approximately
135 Ibs of force is exerted
through
the wheel bar when
raising
or
lowering
wheels. It
is
important
that the wheel 6ar does not
slip
off
the end of the axle or the
operator
does not lose
his
grip
on the
handle, particularly
when
removing
or replacing
the lock
pin,
or possible injury
could
result.
(a) To lower the wheels,
the slot in the end of wheel bar
should be inserted on the axle with the handle
facing
forward. Then, keeping
the handle
aligned
on the flats of
the
axle, apply
a constant
pressure
to the handle and
release the
retaining pin.
An
upward
and aft
lifting
motion is
applied
to the handle until the
retaining pin
holes line
up
for
pin
insertion. Insert
pin
and remove
wheel bar.
Keep
feet from under skid tubes, stay
outside of
the
skid,
and do not straddle
during procedure.
(b) To raise the wheels the same procedure
is used with the
exception
that the wheel bar is installed with the handle
facing aft,
and the
operator
must restrain the wheel bar
from
rotating
downward after the
retaining pin
is removed.
(2)
Ground
Handling
Wheels Removal (See Figure 8-10)
(a) Place wheel
assembly
in retracted
position.
(b) Remove
snap ring (7)
and washer (6)
from outboard end of
axle (4). Pullpin (5)
and slide wheel and axle
assembly
from mount bracket.
(c) Remove nut (1) and washer (2) from axle and slide wheel
assembly
from axle.
(3) Ground
Handling
Wheels Installation (See Figure 8-10)
(a) Install wheel
assembly (3) on axle (4) and secure with
washer (2) and nut (1).
MM-8-23
MAINTENANCE MANUAL
RAISE WHEEL
o
WHEELBAR START POSITION
LOWER WHEEL
WHEEL BAR START POSITION
WARNING
USE CAUTION WHEN RAISING OR LOWERINGWHEELS WITH
HANDLE,
CARE
SHOULD BE TAKEN TO KEEP HAN DLE ALIGNED WITHAXLE A N D FI RMLY
HELD WHILE ENGAGED FOR ROTATION
FIGURE 8-9
GROUND HANDLING WHEELOPERATION
MM-8-24
MAINTENANCE MANUAL
CAUTION: WHEELASSEMBLY MUST BE SECURED ON AXLE BEFORE
IN FLATI N G T I RE TOPREVENT POSSI BLE SEPERATION OF
RIM.
;Z ~3
P
FIGURE 8-10
GROUND HnNDLING WHEEL
REMOVAL AND IN STALLATION
MM-8-25
MAINTENANCE MANUAL
(b)
Inflate tire to 15
psi.
CAUTION: Wheel
assembly
must be secured on axle before
inflating
tire to
prevent possible separation
of
the rim.
(c) Apply lubriplate
to axle and slide axle in mount bracket on
skid tube with wheel in raised
position.
(d)
Install
retaining pin (5) and secure with washer (6)
and
snap ring (7).
D. Oleo Struts
(1) Oleo Strut Removal (See Figure 8-11)
NOTE: The
weight
of the aircraft must be removed from oleo
struts before strut removal can be
accomplished.
Install
sling
T-0011 on main rotor hub and hoist entire
helicopter.
(a)
Remove
upper
and lower attachment hardware from oleo strut
at cross tube and
landing gear leg.
(b)
Remove oleo
assembly.
(c)
Remove bolts
securing
universal links (1) to oleo strut and
remove links.
(2) Oleo Strut
Disassemb~y (See Figure
8-12)
(a)
Remove
cap
from valve (1)
and
slowl~ open
valve to relieve
pressure
from oleo strut.
(b)
Remove valve (1) and
pour hydraulic
fluid from oleo into a
pan.
(c) Clamp
lower end of
cylinder assembly (14)
in a vise and
unscrew guide
shaft
assembly (6) from
cylinder by using a
strap
wrench.
Clamp on universal block,
not ears of
cylinder.
NOTE: If
strap
wrench
slips on painted
surface of
guide
shaft
assembly, place
a piece
of
emery
cloth
between
strap
and
guide
shaft to aid in
gripping.
(d) Slowly pull piston assembly
out of
cylinder assembly.
MM-8-26
NOTES: I. TORQUE PIVOT MOUNT BOLTSTO40-601 N. LBS.
2. VALVE ORIENTATION FORWARD OLEOS VALVE FACESAFT)
REAR OLEOS VALVE FACESAFT
3. AGRICULTURE A~JD FLOAT SHIP-(REAR OLEO-VAL\IE FACES
FORWARD
22
V1EWIIAI(
IE
n
VIEW "B"
do
VIEW IIAll
FORWARD UPPER OLEO STRUT ATTACHMENT 1YI
VIEW "B"
FIGURE 8-11
OLEO STRUT INSTALLATION
MAINTENANCE MANUAL
(e) Lay piston
shaft
assembly
with
edge
of
piston (13) on a
block of wood, and
using a flat
punch remove dowel
pin (12).
NOTE: Use care in
removing
dowel
pin
to
prevent damage
to
piston (13).
(f) Remove valve
assembly (13) from
piston
shaft (2).
(g)
Remove rebound
rings (11) and
spacer
(10).
(h) Slide
guide
shaft
assembly (6) and boot (3) from
piston
shaft.
(i) Disassemble
guide
shaft
assembly (6) as follows:
1 Remove
O-ring (7) from O.D. of threaded area.
2 Remove
O-ring (9) and
back-up ring (8) from I.D. of
guide
shaft
assembly.
3 Remove felt
wiper (4) from brass
guide (5).
4 If brass
guide
is worn or
damaged,
it can be removed
by
tapping
out with a nylon
drift.
(j)
Disassemble valve
assembly (13) if
required,
as follows:
(Figure 8-12,
View B)
NOTE: Do not disassemble this unit unless
damage
or wear
has occurred to valve (19).
1 Remove nuts (15) and washers (16).
2 Remove valve
pistons (17) and valve
springs
(18) from
shaft (20).
3
Carefully press
shafts (20)
from
piston (19).
(3) Oleo Strut I ns
pect
ion (See Inspection
Table Oleo Strut
Assembly)
(4) Oleo Strut Assemble (See Figure 8-12)
(a) Assemble
piston assembly (13) if
required
as follows: (See
Figure 8-12,
View B)
1
Carefully press
shafts (20) into
piston (19).
CAUTION: If excessive
pressure
is used to
press
shafts
into
piston, damage
to valve area of
piston
can result.
MM-8-28
MANUAL
vEua
2
20
;a~4-
I
19
2
17
2
VEW~
Is
2
0; 6
P2
17
"2
2
~2
2
9
15
FLOW PASSAGE PORT
12~
NOTE: NOTCHES
IN REBOUND
RINGSMUST BE
2,
.d""
--rr
VALVE SETTING DIMENSION
OLEO STRUT ASSEMBLY
FIGURE 8-12
MM-8-29
MAINTENANCE MANUAL
OLEO STRUT INSPECTION
Fig.
Serviceable
Repair
Part No. Item No. Part Name
Inspect
Limits Limits
Repair or Action
AN 6287-1
Fig
8-12 Valve Check valve
o-rings
None allowed Not
repairable Replace o-rings
Item 1 for cracks or tears
1.2495
28-17146
Fig
8-12 Piston Shaft Shaft diam.
TT~
-.0005 -.001 Return to
factory
for
Item 2 re-chrome
grind
Check for nicks and None allowed Not
repairable Replace piston
shaft
Dowel
pin
hole +.0005 Not
shaft
.2490
diameter
TZVQ5
Threaded boss no None allowed Not
shaft
crossed or missing
threads
28-17158
Fig
8-12 Oleo Boot Check for cracks or None allowed Not
repairable Replace
boot
Item 3 tears
28-17144
Fig
8-12 Guide Shaft Threads no crossed None allowed Not
repairable Replace guide
shaft
Item 6
Assembly or missing
threads
Brass
guide
bore +.002 Not
repairable Replace
brass
guide
1.256 (Part #28-17153)
diameter
1.258
MM-8-30
MAINTENANCE MANUAL
OLEO STRUT INSPECTION (Continued)
Pig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-17149
Fig
8-12
Spacer
Check for nicks and None allowed .010
deep
Polish and blend
Item 10 scratches
28-17151
Fig
8-12 Rebound
Rings
Check for cracks or None allowed Not
repairable Replace rings
Item 11 tears
.2505
28-17147
Fig
8-12 Dowel Pin O.D.
TZV95
diam. -.0002 Not
repairable Replace pin
Item 12
1.7655
28-17140
Fig
8-12
Cy
linder Bore diam. +.001 Not
repairable Replace cylinder
Item 14
Assembly
Threads no crossed or None allowed Not
missing
threads
Mount holes in ears +.001 Not
.312 diameter
1.763
28-17145
Fig
8-12 Piston O.D.
--iT;f~diam.
-.001 Not
Item 19
.2495
Pin hole
~VCr
+.002 Not
Check for scratches None allowed .002
deep
Polish to remove with
in O.D.
very
fine
sandpaper or
emery
cloth
NOTE: All
O-rings
should be
replaced
when
rebuilding
oleo strut assembly.
MM-8-31
MAINTENANCE MANUAL
2 I:nstall valve
pistons (17) and
springs (18) on shafts.
3 Install washers (16) and nuts
(15).
4
Adjust
valve and
spring length
to 1.60" .010".
Measurement is taken from inner base of
piston (19) to
outboard
edge
of valve
piston (17). See
Figure 8-12,
Valve
Setting
Dimension.
(b) Assemble
guide
shaft
assembly (6) as follows:
1 Press brass
guide (5) into
position
if
previously
removed.
2 Install felt
wiper (4) into brass
guide (5).
3 Install
O-ring (7) on O.D. of
guide
shaft (threaded
end).
4 Install
back-up ring (8), then
O-ring (9) into
groove
in I.D. of
guide
shaft (threaded end).
NOTE: Convex side of
back-up ring (8) must face
toward
O-ring (9).
(c) Install oleo boot (3) on piston
shaft (2).
(d) Soak both ends of
guide
shaft
assembly
in a
pan
of
hydraulic
fluid (MIL-H56O6A) to
provide
lubrication for
assembly,
and install the
assembly on
piston
shaft (2).
(e) Install
spacer
(10) on
piston
shaft (2).
NOTE:
Flanged
end of
spacer
faces toward threads of
guide
shaft
assembly (6)
(f) Install rebound
rings (11) (5 each) on
piston
shaft
(2).
NOTE: Notches in rebound
rings
must be
staggered.
(g)
Al
ign
flow
passage port
on inner
edge
of
piston
assembly (13) to the flow
passage
hole in
piston
shaft (2)
and install
piston assembly.
(h) Secure valve to
piston
shaft with dowel
pin (12).
NOTE: Ends of dowel
pin
must be seated below O.D. surface
of
piston
to
prevent possible binding
on
installation in
cylinder assembly.
(i) Slide
guide
shaft
assembly (6) and rebound
rings (11)
up
against piston (13). Keep
rebound
rings staggered.
MM-8-32
MAINTENANCE MANUAL
(j) Clamp cylinder assembly (14) in a vise in an upright
position.
Fill
cylinder to base of threads with
hydraulic
fluid (MIL-H5606A)
NOTE:
Clamp on universal
block, not ears of
cylinder.
(k) Install
piston
and
guide
shaft
assembly
into
cylinder
assembly
and
slowly
lower the
piston
to base of
cylinder
assembly (collapsed position).
NOTE: Piston must be
collapsed slowly
to allow
hydraulic
fluid to work
through staggered
rebound
rings
and
flow
passage
in
piston assembly.
(1) Tighten guide
shaft
assembly
to
cylinder assembly using
a
strap
wrench. Remove oleo from vise.
(m) With
piston
in
fully depressed (collapsed) position,
hold
oleo strut in a horizontal
position
with oleo valve boss
up.
Pour
hydraulic
fluid into valve hole until strut is
full and no air bubbles
appear.
(n) Install and secure oleo valve
(1). Safety
wire valve to
mount
flange
of
piston
shaft with .032 wire.
to) Connect
nitrogen pressure
line to oleo valve. Set
nitrogen
pressure
valve to 400
psi
and
slowly open
oleo valve.
Allowoleo to fill until
piston
shaft is
fully
extended and
oleo
pressure
is 400
psi.
Close oleo valve
first,
then
nitrogen
tank
valve,
and remove
pressure
line.
NOTE:
Nitrogen
will bleed out from line when
disconnected. The use of
nitrogen
is recommended
for
servicing
because of its inert
qualities.
(p) Inspect
oleo
assembly
for leaks.
(q)
Install
groove
in oleo boot (3) over brass
guide (5).
(5)
Oleo Strut Installation (See Figure 8-11)
NOTE:
Helicopter
must be hoisted with a sling
for oleo strut
installation.
(a) Place a light
washer (2) on each side of universal link (1)
and install between mount ears on oleo strut (2 places).
Secure in
place using
bolt
(5), heavy
washers (3)
and
nut (4).
MM-8-33
MAINTENANCE MANUAL
(b) Install oleo strut
assembly
into
landing gear.
Place a
light
washer
(2) on each side of universal link
(1)
and
install between mount ears on cross tube and
landing gear
leg.
Secure in
place using
bolt
(5), heavy
washers (3) and
nut (4).
NOTE: 1nsta71 o7eo struts with valves
facing
aft. See
the
following exception:
Agriculture
and float
ships require rear oleo
valves to face forward.
NOTE:
Torque pivot
mount bolts (4 places
on each
oleo) to
40-60 in-lbs.
(c) Lower
helicopter on skids. Check oleos for
proper
extens~on. See Section
4-2, Servicing
and General
Maintenance, Item
F, Oleos.
(6) Oleo Struts
Servicing
(a) General Information
There are three methods of
servicing
the oleo assemblies.
Oleo
pressure
is 400
psi
and it is
important
that this
pressure
is maintained. For
complete
instructions for
servicing
the oleo struts see Section
4-2, Item
F,
Oleo
Struts
Servicing.
8-10 PYLON
A.
_4ylon
Removal and Installation
The
pylon assembly supports
all
major
structural and drive train
components
of the
helicopter.
The removal and installation of the
pylon
is
accomplished by completing
the removal and installation
procedures
for the
following
items:
(1) Cabin
Assembly
See Section 8-1
(2) Tailcone
Assembly
See Section 8-10
(3) Main Rotor Transmission See Section 11-6
(4)
Powerplant
See Section 13-2
(5)
Landing
Gear See Section 8-9
B.
~ylon Inspection
Inspection
is limited to a field
survey
of the
pylon
condition.
Visually inspect
all members of the
pylon
for the
following:
(1) Cracks and dents
(2)
Integrity
of finish
(3) Evidence of corrosion
(4) Security
of welded
points
(5)
Scuffing
and abrasion
MM-8-34
MAINTENANCE MANUAL
C.
Pylon Repair
Damage
to the
pylon
section tubes can be
repaired
in accordance with
FAR 43.
Special
care must be taken
during
such
repairs
as not to
distort the structure.
8-11 BAGGAGE COMPARTMENT
A.
Baggage Compartment
Removal (See Figure 8-13)
(1) Remove
baggage compartment
door as follows: (See Figure 8-13,
View
A)
(a) Remove
panel (1)
from kick-in
steps.
(b) Release fastener screws (2) on
upper cowling.
(c) Remove the two bolts (3) from
upper hinge pin post
at
top
right
corner of
(d) Turn
key
latch and
open
door.
(e) Lift
upper cowling
to slide it from
pivot pins on door and
remove door
assembly.
(2) Remove
upper
and side
cowling.
(3) Remove sheet metal
flanges (4) from front
edges
of
baggage
compartment.
(4) Remove the two attachment screws (5) securing baggage
compartment
to
pylon.
(5) Remove attachment bolt (6)
from lower left aft corner of
baggage
compartment.
(6) Remove bolt (7) from mount
strap
on lower left forward corner of
(7) Carefully
slide
baggage compartment
out of
pylon
structure.
B.
Baggage Compartment-
(1) Slide
baggage compartment
into
pylon
structure.
(2) Install bolt (6) in lower left aft corner of
baggage
compartment. Torque
bolt and
safety using
.032
safety
wire.
MM-8-35
UPP~R COWL
3
VIEW A
BAGGAGE
STEP
o
COMPARTMENT
PANEL
DOOR
FIGURE 8-13
BAGGAGE COMPA RTMENT INSTALLATION
VIEW B
4
7
MM-8-36
MAINTENANCE MANUAL
(3)
Install bolt (7) through
mount
strap
and
baggage compartment
at
lower left forward corner. Torque
bolt.
(4) Install screws (5) securing
front of
baggage compartment
to
pylon.
(5) Install the sheet metal
flanges (4) to front
edges
of
baggage
compartment
and secure with screws.
(6) Install
upper
and side
cowling.
NOTE: Do not secure fastener screws (2) on right
side of
upper cowling
until
baggage compartment
door has been
installed.
(7)
Lift
upper cowling slightly
and install
baggage compartment
door
into
position.
Secure fastener screws (2)in
upper cowling.
(8)
Install bolts (3) in
upper hinge post
at
top right
corner of
baggage compartment. Torque bolts.
(9) Install kick-in
steps panel (1).
(10) Close
baggage compartment
door and check
key
latch
operation.
8-12 TAILCONE ASSEMBLY
A. Tailcone Removal (See Figure 8-14)
(1)
Remove
wrap-around cowling.
(2) Disconnect flex
coupling
at forward end of tail rotor drive
shaft. See Section 10-6,
Drive Shaft and
Couplings
for correct
procedure.
(3) Remove tach drive cover and
O-rings.
(4) Disconnect static line from bulkhead
fitting (1) on lower
right
side of tailcone.
(5) Disconnect strobe wires (2) at forward end of tailcone.
(6) Remove
quick
disconnect at antenna and
rotating
beacon if so
equipped.
(7) Disconnect the tail rotor cables (3) at control brackets on tail
rotor transmission. Attach a
string
to each individual cable
and
pull
cables
through
fair leads to forward
portion
of tail
cone
assembly.
For later
ships
with
pulley
fairleads at aft
bulkhead, remove inspection panel
for access and remove cotter
keys
from
pulleys.
NOTE: Disconnect
strings
from cables and allowthem to remain
routed
through
tailcone to facilitate installation
upon
assembly
of tailcone
assembly
to
pylon.
MM-8-37
MAINTENANCE MANUAL
(8) Place two
supporting
fixtures (4) under
fuselage
of tailcone to
support
it
during
removal. Remove the three attachment bolts
(5) securing
tailcone to
pylon
and remove tailcone.
NOTE: If
any
shims are found
they
must be used at same
points
with new tailcone.
NOTE: Use care in removal
procedure
to
prevent possible
damage
to tail rotor
assembly and/or transmission.
B. Tailcone Installation (See Figure 8-14)
(1) Align
tailcone to
pylon
mount and install bolts
(5)
and shims if
used (3 places). Torque
bolts to 240 in-lbs and
safety
with
.032
safety
wire.
NOTE: Tailcone installation
requires a
person
at each end to
liftand
align
tailcone to
pylon.
(2) Connect
previously
routed
strings
to tail rotor cables
(3)
and
pull
cables back
through
fair leads to aft end of tailcone.
Connect cables to tail rotor control brackets on transmission.
NOTE: Check cable tension and
adjust
if
required.
See
Section
10-7,
Tail Rotor Cables.
(3) Install
quick
disconnects at antenna and
rotating
beacon if so
equipped.
(4) Connect strobe wires (2) at forward end of tailcone.
~5) Connect static line to bulkhead
fitting (1) on forward end of
tailcone.
(6) Install
O-rings
on tach drive
assembly
and install tach drive
cover.
(7) Connect flex
coupling
at forward end of tail rotor drive shaft.
See Section
10-6,
Drive Shaft and
Couplings.
(8) Inspect
all
wires, cables, and attachment
points
for
security.
(9)
Install
wrap-around cowling.
NOTE: If
any
area of tail rotor
assembly,
tail rotor drive
shaft, or tail rotor transmission was worked
on,
see
Section 10 for correct installation
procedures.
MM-8-38
5
I
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E
m
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4~ N M ~VI IB
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r
3
2
NOTE: If shims are found between tail
cone and
nylon
mounts they must
remain in same location if
tail cone is
replaced.
FIGURE 8-14
TAILCONE INSTALLATION
MAINTENANCE MANUAL
8-13
SORqUE
TUBE EXTENSION
A.
Torque
Tube Removal (See Figure 8-15)
(1) Disconnect tail rotor cables and remove tail rotor
assembly
and
gearbox.
See Section
10-5,
Tail Rotor Gearbox Removal.
NOTE: The tail rotor
assembly
and
gearbox can be removed as a
unit.
(2) Remove tail rotor
guard (1) to
provide
clearance for
torque
tube
removal.
NOTE: The tail rotor
guard on the 280-F
helicopter
can remain
attached as it does not obstruct
torque
tube removal.
(3) Remove the left horizontal stabilizer to
provide access to the
inspection plate.
See Section
8-14, Stabilizer Removal.
NOTE: Stabilizer on the 280-F
helicopter
is mounted forward
of the
inspection panel
and does not
require
removal.
(4) Remove attachment bolts from aft
pillow
block
(2).
(5) Remove
inspection panel (3).
(6) Remove the three attachment bolts
(4) from forward end of
torque
tube inside tailcone. Access is
gained through inspection panel.
(7) Remove bolts from
torque-tube clamp (5) (4 places).
Remove
torque
tube (6) by pulling
aft with a
slight oscillating
action.
B.
Torque
Tube Extension- Installation
(1) Apply
lubrication to the forward end of
torque
tube (6)
and
slide tube into tailcone mount. Install bolts (4) through
mount
and into
torque
tube.
Torque
bolts.
(2) Install the four attachment bolts into
torque
tube
clamp (5) and
torque
bolts.
CAUTION: Excessive
torque
on these bolts can deform the
torque
tube.
(3)
Install attachment bolts in aft
pillow
block (2). Torque
bolts
and
safety
wire with .032
safety
wire.
(4j
Install and secure
inspection panel (3).
(5)
Connect and secure tail rotor cables to control bracket. See
Section
10-7, Tail Rotor Cables.
NOTE: Check that cable tension is 35-40 Ibs.
MM-8-40
4
2 6
L_
FIGURE 8-15
TORQUE TUBE EXTENSION
MAINTENANCE MANUAL
(6) Insta11 the left horizontal stabilizer on F-28F model
helicopters.
See Section
8-4, Stabilizer Installation.
17) Install and secure tail rotor
guard (1) on F-28F model
helicopters.
(8) Install tail rotor
gearbox
and tail rotor
assembly
as a unit.
See Section 10-5 for Gearbox Installation.
(9j Check tail rotor
rigging.
See Section
10-I,
Tail Rotor
Assembly.
(10) Inspect
all connections for
security.
8-14 HORIZONTAL STABILIZERS
(F-28F)
A. Stabilizer Removal~ (See Figure 8-16)
(1) Remove screw and washers from tab (1) in aft end of left hand
stabilizer
(4).
(2) Remove bolts (2) from left hand stabilizer (5) and
spar
(3).
(3) Slide stabilizer from
spar.
(4) Repeat steps
1
through
3 to remove right
hand stabilizer (6).
(5)
Remove access panel (7) on left side of tailcone.
(6) Remove bolt
(4) which secures
spar
(3) to left side
spar fitting
and slide
spar
from tailcone.
B. Stabilizer
Inspection (F-28F)
NOTE:
Inspect per following Inspection
Table Horizontal
Stabilizer. If either stabilizer
requires
it
shall be
necessary
to install a new
spar,
as stabb,ilizers
are match-drilled to
spar
on installation.
C. Stabilizer Installation
(1) Apply lubriplate
or
equivalent
to
spar
(3) and slide
spar
into
tailcone
spar
mounts.
NOTE: Install
spar
with mount hole for bolt (4) to left side
of tailcone.
(2) Align
bolt hole in
spar
with hole in
spar
mount located inside
tailcone
inspection panel
and install bolt (4). Torque
bolt.
(3) Install and secure access
panel (7) on left side of tailcone.
MM-8-42
MAINTENANCE MANUAL
HORIZONTAL STABILIZER F-28F INSPECTION
Fig. Serviceable
Repair
Inspect Limits Limits
Repair or Action
28-20100
Fig
8-16 Horizontal Stabilizer
bushings +.001 Not
repairable Replace bushing
Items 5 Stabilizer 1.130 diam. .001
&6
Bolt holes +.002 Not
repairable Replace
stabilizer
.189 diam. .005
Stabilizer skin None allowed Not
repairable" Replace stabilizer
check for cracks
NOTE: Structural
repairs
to be made
utilizing
Part FAR 43 (Sheet Metal)
1.125
28-11222
Fig
8-16 Cross
Soar O.D. diam. -.0005 Not
repairable Replace spar
.189 diam .005
Spar
surface check None allowed Not
for nicks, scratches,
cracks
"Repair per
FAR 43 recommendations
MM-8-43
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(NOTE I.)
a
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r
NOTES:
I. SHIN WITHWASHERS TO EOUAL
GAP BETWEEN STABILIZER ANC
TAI LCONE.
FIG. 8-16. F-2BF HORIZONTAL STABILIZER INSTALLATION
MAINTENANCE MANUAL
or equivalent
to O.D. of
spar extending
from
each side of tailcone.
(5) Slide stabilizers (4) and (5) onto
spar (3).
(6) Align
bolt holes in stabilizer to holes in
spar
and install
bolts
(2) in each stabilizer.
Torque
bolts.
NOTE: When
installing
new stabilizer and
spar, proceed as
follows:
(a) Lubricate and install
spar
in tailcone. Secure
with bolt (4).
(b)
Lubricate O.D. of
spar
and slide stabilizer in
position.
(c) Align pre-drilled pilot
holes (#41
drill size) in
stabilizer to
pilot
holes in
spar.
(d)
Drill
through
stabilizer and
spar
in the
pilot
hole
positions
with a t12 drill
(.189 diameter).
(e) Install bolts (2) and
torque.
(7) Shim with washers between the tailcone and tab (1) and secure
with screw.
NOTE: Shim thickness (washers) to
equal gap
between inboard
end of stabilizer and tailcone. This dimension
may
vary
from side to side.
MM-8-45
MAINTENANCE MANUAL
8-15 STABILIZERS 280F
A.
Stabilizer
Removal (280F) (See Figure 8-17)
(1)
Remove screw and washers from tab (1)
in aft end of stabilizer.
(2)
Remove bolts
(2) securing
stabilizer to
soar.
(3)
Slide stabilizer off of
spar
to remove.
(4) Separate
strobe wires at
quick
disconnect
points
to allow
complete
removal.
B. Stabilizer
Inspection (280F)
See
Inspection
Table Horizontal Stabilizer 280F
C. Stabilizer Installation (280F) See
Figure
8-17
or
equivalent
to
spar
on each side of tailcone.
(2)
Attach strobe wires at
quick
disconnect
points
and slide
stabilizer onto
spar.
(3) Align
bolt holes in stabilizer to holes in
spar
and install
i
bolts
(2). Torque
bolts.
(4) Shim with washers between the tailcone and tab (1)
and secure
with screw.
NOTE: Shim thickness (washers) to
equal gap
between inboard
end of stabilizer and tailcone. This dimension
may
vary
from side to side.
MM-8-46
MAINTENANCE MANUAL
HORIZONTAL STABILIZER 280F INSPECTION
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
280-200003
Fig
8-17 Horizontal Bolt holes +.002 Not
repairable Replace
stabilizer
Item 3 Stabilizer .189 diam. .005
&4
Stabilizer skin None allowed Not
repairable Replace stabilizer
check for cracks
Strobe
lights
None allowed Not
repairable* Replace
lense cover
check for cracks
in lense cover
NOTE: Structural
repairs to be made
using
280-200000
Fig
8-17
Spar
.189 diam +.005
Inspect
for visual None allowed Not
cracks
*Repair per
FAR 43 reconsnendations
MM-8-47
A
-a
4
9
NOTE I)
j
y
tNOTE I
jR
i!
1-,
4t
PP
"a
a
3
m
do p"
Q3 P
r
8%
/ir
NOTES:
k
I. SHIM WITHWASHERS TOEOUAL
GAP BETWEEN STABILIZER AND
TAILCONE.
FIG. 8-17. 280F HORIZONTAL STABI1IZER INSTALLAflON
SECTION
MAIN ROTOR
MAINTENANCE MANUAL
SECTION 9
MAIN ROTOR
9-1 F1AII~ ROTOR HUB ASSEMBLY
The main rotor hub
assembly
is of the
fully
articulated
design
which
allows the blades to
lead-lag
and
flap.
Three
dampers
of
hydraulic
design damp
the
lead-lag
motion of the blades. Three universal
blocks and a center
spacer
make
up
the center section of the hub.
Three retention assemblies are attached to the universal blocks at a
hinge pin
which allows
flapping
motions. An elastomeric lamiflex
bearing
is
incorporated
into each retention
assembly
to control the
feathering
axis. Three all-aluminum blades attach to the retention
assembly by a retention bolt and
drag
link.
Eighteen
roller
bearings,
with 24
grease fittings, provide long
life and low
maintenance in the hub
assembly.
B. Main Rotor Hub Removal (See Figure 9-1)
(1) Remove main rotor as follows:
(a) Disconnect
drag
link
(1) from
trailing edge
of blade.
(b) Remove blade retention bolt
(2)
from blade and
grip.
(c) Carefully
slide blade from
grip
to remove.
CAUTION: When
removing blades,
liftblade
tip up
until
blade is
parallel
to the
ground
to
prevent
expanding
blade
grip ears.
(2) Remove bolt (3) from
push-pull
rods and bolt (4) from center
pivot point
of
cyclicwalking
beams.
(3)
Lift
walking
beams from mount brackets and allow them to
hang
free on
pitch
links.
NOTE: Install tie
wraps
to hold
pivot spacers
in
walking
beams and
spacers
in
push-pull
rods.
(4) Cut
safety
wire and install mast nut tool (T-O048) on nut. See
Figures
9-2A and 9-2B.
(5) Disconnect tail rotor drive flex
plate
at
pinion
to
prevent
damage.
(6) Remove mast nut (34)
and washer
(33).
See
Figure
9-3.
(7) Install hoist
sling (T-0011) by wrapping straps
around lower
universal block nuts and
attaching
to hoist hook.
Slowly
lift
hub
assembly
from mast.
MM-9-1
3,
NOTE:WALKING BEAM MUST BE INSTALLED
WITHGREASE FITTINGTRAILING
THE MAIN ROTOR HUB DIRECTION
OF ROTATION.
O
I~
p
z
Z
Z
O
m
ru
z
c
2
r
FIG. 9-1 MAIN ROTOR HUB REMOVALAND INSTALLATION
MANUAL
Figure
9-2A MAST NUT REMOVAL PROCEDURE
Figure
9-2B MAST NUT TOR4UING
PROCEDURE
ORIGINAL
MM-9-3
As Received
By
ATP
MAINTENANCE MANUAL
b.
P
e
12~3s
NOTE 4.
138
19
14Y 1
23
,20
,,24
25
Q
22
(NOTE 3.)
,~cf
(NOTE
(NOTE 2.)
0 26
NOTES
I. CHAMFER OUTBOARD TOWARDS HUB
PLATE
8
2. CHAMFER INBOARD TOWARDS U-BLOCK.
9
3. L~OWER END OF U-BLOCK HAS NOTCHES
INTHREADS.
10 4 UPPER HUBPLATE BOSSES ARE THREADED
18
FOR WALKING BEAM BRACKET ATTACHMENT.
Figure
9-3
MAIN BOTOR HUB ASSEMBLY
MM-9-4
MAINTENANCE MANUAL
C. Main Rotor Hub
Disassembly
NOT E: Al 1
parts
should be marked for
reassembly
in the same
respective position.
(1)
Remove
pitch
links (2) and
walking
beams from
pitch
horn (1).
See
Figure
9-4.
(2) Remove
pitch
horn (1)
from blade
grip.
(3) Remove
dampers
as follows: See
Figure
9-5.
(a)
Remove cotter
pin (14), nut (13)
and washer (12).
(b) Remove bolt (11) and washer (12).
(c) Pivot
damper
to remove
spacers
on
top
and bottom of
damper
rod end.
(d)
Remove nut (10)
and washer (9)
from inboard
damper pivot
bolt (7) and remove bolt.
(e) Remove
damper
from hub
assembly.
NOTE: For
damper disassembly,
see Section 9-5
Damper
Disassembly.
(4) Remove retention assemblies as follows: See
Figure
9-6.
(a)
Bend tab
up
on hinge pin
lock washer (4).
(b) Install tool (T-0051) on nut (5)
and remove nut.
(c) Lift retention
assembly up
and slide or
tap hinge pin (3)
from
assembly
and remove assembly
from hub.
(d) Remove DU washers from both sides of universal block
recesses.
NOTE: If shims are installed behind DU
washers, remove
and save for
reassembly.
NOTE: For retention disassemb
ly,
see Section 9-2,
Retention
Disassembly.
SEE FIGURE 9-3 FOR FOLLOWING STEPS
(5) Remove bolts (1) and (2)
from
walking
beam brackets (3) and
remove brackets.
(6) Remove dust cover(4).
(7) Bend tab
up
on lock washer (6).
MM-9-5
MAINTENANCE MANUAL
SPPICERS
Figure
9-4 PITCH LINK ATTACHMENT
TO PITCHARM
MM-9-6
FLAPPING PIN ASSEMBLY DAMPER INSTALLATION
e
8~
IISI
Z
m
z
z
h Y/ I
a
2
9
lo~
g~p,,
~R
13
~W
4"
Bp
i4
4
5
Figure
9-5
NOTE: INSTALLSHIMS(2) BEHIND DUWASHER ASREOUIRED TOOBTAIN
PROPER TENSION OF RETENTION FLAPPINGBEARINGS. INSTALL
DUWASHERSWITHCHAMFER INBOARD TOWARDS U-BLOCK
Z-h~\
28-14019-3 Green .003 thick
-4 Clear .0075 thick
-5 Blue .005 thick
-6 Brown .010 thick
/I
Flapping
Pin Index Roll Pin
i
3
03
FIG. 9-6 RETENTION INSTALLATION
MAINTENANCE MANUAL
(8) Install tool (T-0051)on Inut (5) and remove nut and washer.
(9) Turn hub
assembly ov~y
and remove screw (27), washer (28)
and
lock
key (10).
(10) Install tool (T-0003) on nut (9)
and remove nut and shims (8).
(11) Remove DU washer (7).
(12) Remove hardware and bolts (11)
from center hub
adapter.
(13) Remove
upper spline adapter (12)
and lower
spline adapter (18)
by tapping
from hub
plates
with a
nylon
drift.
(14) Remove dowel
pins (13)
from hub
plates
and center
spacer
(16) by
tapping through
with an aluminum drift.
(15) Heat
upper
hub
plate (14) to
approximately
250" and lift hub
plate
from universal blocks (15). Tap
with a plastic
mallet if
necessary.
(16) Heat lower hub
plate (17) to
approximately
250" and
tap
universal blocks (15)
from hub
plate.
(17) Remove
grease fittings (19) from hub
plates (6 places).
D. inspection
see Detailed
Inspection Sheets, pages
9-10
through
9-14.
MM-9-9
MAINTENANCE MANUAL
D. MAIN ROTOR HUB ASSEMBLY INSPECTION
Figure
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-14202
Fig
9-4
Walking
Deformed or None allowed Not
repairable Replace
bracket
Item 3 beam bracket cracked ears
Security
of No
play
Not
repairable Replace
bracket
bushings
in
bracket
press
fit
?8-14227
Fig
9-4 Nut Threads no None allowed Not
repairable Replace nut
Item 5 crossed or
missing
threads
W-09
Fig
9-4 Lockwasher
Tangs no None allowed Not
repairable Replace
lockwasher
Item 6 deformed or
cracked
tangs
28-13236
Fig
9-4 DU washer Flatness .005 Not
repairable Replace
washer
Item 7
Thickness -.003 Not
repairable Replace
washer
.093-.090
28-14256
Fig
Item 9 crossed or
missing
threads
MM-9-10
MAINTENANCE MANUAL
D. MAIN ROTOR HUB ASSEMBLY INSPECTION (continued)
Se i bl Repa~
Part No. PdrtName Inspect
Li:Yt:ea
e
Limit:
Repair or Action
28-14223 Fig
9-4
Spacer.
3 holes +.001 Not
repairable Replace spacer
Item 16 5/16" diameter
6 holes +.0015 Not
.318
diameter
.313
28-14224 Fig
9-4
Spline
Inboard face of +.0005 Not
repairable Replace adapter
Items Adapters adapter
12 18 perpendicular
to
O.D. within
.002 TIR
Spline
P.D. +.0005
Not
concentricto
3.6245
diameter
3.623~E;
within .001
Spline pitting
.003 deep
Not
Spline
corrosion None allowed Surface rust Wire brush to remove
Spline wear .0015 on side Not
28-14280 Fig
9-4
Upper
Hub Bores (3 places) +.0008 Not
repairable Replace
hub
plate
Items 14 2.4986
diameter
2.4994
MM-9-ll
MAINTENANCE MANUAL
D. FIAIN ROTOR HUB ASSEMBLY INSPECTION (continued)
Figure Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-14280
Fig
9-4
Upper
Hub Recesses for hub +.0005 Not
repairable Replace
hub
plate
(continued) Items 14 (continued) adapter parallel
to recesses for
DU washer
within .001
Damper
bolt +.0005 Not
bushings
.4995-.5000 dia.
Walking
beam 5/16-24 thread Not
repairable Replace
with
mount bracket 1191-5CN0625
threads in hub Helicoil
_boss
No
crossed or
missing
threads
(Helicoil)
28-14281
Fig
9-4 Lower Hub Bores (3 places)
Not
repairable Replace hub
plate
Item 18 2.4986
2.4994
diameter
Recesses for hub +.0005 Not
repairable Replace
hub
plate
adapter parallel
to recesses for
DU washer
within .001
Damper
bolt +.0005 Not
repairable Replace bushings
bush
ing s
.4995-.5000 dia.
MM-9-12
MAINTENANCE MANUAL
UNIVERSAL BLOCK ASSEMBLY INSPECTION
Figure
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-14251
Fig
9-4
Stop
Pad Visual
damage
None allowed Not
repairable Replace stop pad
Item 21 no cracks,
chips,
etc.
28NBC2040YZP
Fig
9-4
Bearing
OD 2.4994-2.5000 None allowed Not
repairable Replace bearing
Item 22 diameter
ID 1.7493-1.7500 None allowed Not
diameter
Bearing
rotation None allowed Not
no ratchety
feeling
28-13236
Fig
9-4 DU washer NOTE: Same as
Item 23 Item 7
28-14117
Fig
9-4 U-Block Bore 2.4996-2.4988 +.0002 Not
repairable Replace
U-block
Item 24 diameter
Bearing
surface -.0002 Not
repairable Replace
U-block
OD 1.7494-1.7488
diameter
Bearing
surface None allowed Not
repairable Replace
U-block
concentricity
.001 TIR
MM-9-13
MAINTENANCE MANUAL
UNIVERSAL BLOCK ASSEMBLY INSPECTION (continued)
Figure Serviceable
Repair
Repair or Action
28-14117
Fig
9-4 U-block Threads no None allowed Not
repairable Replace
U-block
icontinued) Item ?4 (continued) crossed or
missing
threads
No scratches None allowed Maximum scratch Polish to remove
permitted
in
depth repair-
scratch
.030 radius at able .003 deep
28-14235 Fig
9-4
Spacer
Ends
parallel
None allowed Not
Item 25 within .0015 TIR
28-14233
Fig
9-5 Flapping
No crossed or None allowed Not
Fig 9-6 Pin
missing
threads
Item 3
.5015/.5005 +.0015 Not repairable Replace pin
Dia. bolt holes
O.D. 1.7494 -.0005 Not
to 1.7488
Longitudinal
No
deeper
Blend out Return to
scores or than
.005/.011" locally service
scratches in
depth
Radial scores None allowed Not
#2 Rev. 11/18/88
MMY4
MAINTENANCE MANUAL
9-2 RETENTION ASSEMBLY
(SeeFigure 9-8)
A.
Disassembly
(1) Clamp
retention
assembly
in a vise in vertical
position.
CAUTION: Use brass
protector plates on vise
jaws
to
prevent
damage
to
spindle
surface.
(2)
Remove hardware from dust cover (18) and remove cover.
(3) Remove cotter
pin (17) from nut (16).
(4)
Install tool T-OO13 on nut (16) and remove nut.
(5) Remove shims
(15) and lamiflex
bearing (14).
(6) Tap
blade
grip (13) with a
plastic
mallet to remove.
(7) Remove
nylatron strip (5) from
spindle by peeling
off.
CAUTION: If lamiflex
bearing
wears through
the
nylatron
strap,
a careful~ inspection
of the
spindle
is
required.
The maximum
depth
allowed for a
groove
worn in the
spindle
is .020 inch. Groove must be
blended out before
installing a new nylatron strap.
(8) Remove
O-ring (12)
and DU washer
(li)
from
spindle.
(9)
Remove retainer
ring (10)
from
groove
in main rotor
spindle (3).
(10) Remove the
hinge pin alignment
roll
pin
from ear of
spindle by
tapping
out with a small
punch.
(11)
Install
press
tool between seal (6) and
bearing (7) on spindle.
(12) Place in
hydraulic press
and
press bearings (7)
and (9),
and
spacer
(8)
from
spindle.
(13)
Remove seal
(6)
from
spindle.
(14)
Removal and
replacement
of retention
stops (1)
and (4) are
necessary only
if
stops
are damaged
or adhesive has loosened.
(15) Remove
cap
(2) from bore of
spindle.
CAUTION: When
cleaning parts
for
inspection
do not
submerge
lamiflex
bearing (14) in
any type
of
cleaning
solvent or damage
to
bearing
will result. Clean
bearing by
hand
using
alcohol.
B. Retention
Inspection
See Detailed
Inspection Sheets,
pages
9-16
through
9-19.
MM-9-15
MAINTENANCE MANUAL
RETENTION ASSEMBLY INSPECTION
Figure
Serviceable Repair
Part No Item No Part Name Insnpct Limits Limits ReDair or Action
r-
28-14240 Fig
9-8
Droop Stop
Visual general
.003 wear
Not
repairable Replace stop
Item 1 condition
28-14231 Fig
9-8
Up Stop
Visual
general
.003 wear Not
repairable Replace stop
Item 4 condition
28-14282 Fig
9-8
Spindle
Lamiflex
bearing
.191 width Not
repairable Replace spindle
Item 3 slot width
.189-.187
Small
bearing
1.9993 diameter Not
su-rface
2.0003-1.9996
diameter
Large bearing
2.4993 diameter Not
surface
2.5002-2.4996
diameter
Seal. surface 2.870 diameter Not
2.878-2.872
Hinge pin
bores 1.7505 diameter Not
1.7500-1.7495
diameter
MM-9-16
MAINTENANCE MANUAL
RETENTION ASSEMBLY INSPECTION (continued)
Figure
Serviceable
Repair
Part
No.~
Item No. Part Name
Inspect
Limits Limits
Repair or Action
40NBC2052YZP
Fig
9-8
Bearing
Item 7
Bore 2.500-2.4993 None allowed Not
General None allowed Not
condition no
ratchety feeling
28-14261
Fig
9-8
Spacer Length
3.060 Not
Item 8 3.062-3.061
Ends
parallel
.0012 Not
within .001
32NBC2044YZP
Fig
9-8
Bearing
Item 9 diameter
Bore 2.0000- None allowed Not
1.9993 diameter
General None allowed Not
condition no
ratchety feeling
28-14313
Fig
9-8 DU washer Thickness .087 Not
repairable Replace
washer
Item 11 .093-.090
MM-9-17
MAINTENANCE MANUAL
Figure
Serviceable Repair
Inspect
Limits Limits Repair or Action
28-14279 Fig
9-8 Blade Grip
Blade bolt bore .8765 diameter Not repairable Replace grip
Item 13 .876-.875
diameter
Large bearing
3.2540 diameter Not repairable Replace grip
bore 3.2522-
3.2512 diameter
Small bearing
2.7530 diameter Not
repairable Replace grip
bore 2.7519
2.7511 diameter
Thru bore 1.5180 diameter Not
1.5165-1.5145
diameter
Drag
link ear .744 width Not
width
.747-.745 width
Threads no None allowed Not
crossed or
missing
threads
MM-9-18
F-28F 280F
MAINTENANCE MANUAL
Figure
Serviceable
Repair
Part
No.
Item No. Part Name
Inspect
Limits Limits
Repair or Action
28-14320
Fig
9-8 Lamiflex Thickness None allowed Not
repairable Replace
lamiflex
Item 14
Bearing .770-.790
External to 3" Not
repairable Replace
lamiflex
internal tab
angle
-12"
Column for None allowed Maximum of Return to Enstrom
separations
2
separations
for
inspection and
possible
rebond.
28-14335
Fig
9-8 Nut Thrust face .0015 Not
repairable Replace
nut
Item 16 flat within .001
repairable Repl$ce
nut
crossed or
missing
threads
Mi-9-19
MAINTENANCE MANUAL
9-3 UNIVERSAL BLOCK ASSEMBLY
A. U-Block
Disassembly
See
Figure
9-4
(1) Remove
upper
and lower
bearings (22) and DU washers (23) from
U-block
(24).
(2) Press
flapping bearings (22) and
spacer (25) from bore of
U-block.
(3) Remove screws and
stop
blocks (21) if visual
damage appears
on
blocks.
(4) Remove
grease fittings (20).
B. U-Block
Inspection
NOTE: See detailed
inspection
sheets in Main Rotor Hub
Inspection
of Section 9-2.
C. U-Block
Assembly
See
Figure
9-4
(1) Install
stop
blocks (21) and secure with screws.
(2) Lubricate bore of U-block and
place
in arbor
press.
Install a
DU washer (23) in recessed area of U-block and
press flapping
bearing (22)
into U-block until it is flush with face of
DU washer.
(3) Rotate U-block in
press
and install
spacer
(25). Press another
bearing (22)
into bore until flush
against spacer.
(4) Lubricate O.D. of
upper
and lower
bearing
surfaces. Install
DU washers
(23) with DU side of washer
facing
inboard
against
U-block. (Chamfered
side toward hub
plates).
(5) Press
upper
and lower
bearings (22) onto U-block.
9-4 RETENTION ASSEMBLY
A.
Assembly
See
Figure
9-8
(1)
If
installing new retention
stops (1)
and (4) proceed
as
follows:
(a) Clean blocks
(1) and
(4) and
spindle (3) with acetone or
equivalent.
(b) Apply
Versilok
acrylic
adhesive accelerator to
bonding
surfaces of both
st-ops
and
spindle.
Allow to
dry
until
accelerator turns white.
MM-9-20
gP
a
a
FIGURE 9-7
INSTALLATION NYLATROT\I STRAP
TO SPINDLE USING T-0035
MAINTENAN~E MANUAL
(c) Apply
Versilok
acrylic
adhesive k(506 to
bonding
surface of
stop
and install
stop
into
position
on spindle (3).
NOTE: When
installing droop stop (1), secure stop
in
position
with adhesive and screws.
(d)
Allowadhesive to
dry
until hard.
(2) Apply
zinc chromate to bore of
spindle (3) and install
plug (2)
in end of bore.
(3) Clamp spindle (3)
in vise in vertical
position.
(4) Apply
lubrication to seal surface of
spindle
(3) and install
seal (6).
NOTE: Seal is installed with
spring
side of seal faci
ng
toward ears of
spindle.
(5) Apply
lubrication to
bearing
surface and
tap bearing
(7) onto
spindle using
a plastic
mallet.
(6)
Install
spacer
(8) on spindle.
(7) Apply
lubrication to
bearing
surface and
tap bearing
(9) onto
spindle using a plastic
mallet.
NOTE: Be sure bearings (7) and (9) are seated
firmly against
shoulders of
spindle.
(8) Install retainer
ring (10) in
groove
of
spindle.
(9)
Bond
nylatron strip (5) to
spindle
as follows:
(a)
Clean
bonding
surface of
nylatron
and
spindle
with acetone
or equivalent.
(b) Apply
a
light coating
of Swift adhesive #HT3-7864 (contact
cement) to both
bbnding
surfaces. Allow to
dry
until
adhesive is
tacky.
(c)
Install
nylatron strip
on
spindle.
See
Figure
9-7.
NOTE:
Strip
should be installed with seam
90" to lamiflex
notches in
spindle.
(d)
Insta11 tool T-OO35 over nylatron strip
and secure
in
place.
NOTE: Allowadhesive to
dry
for
approximately
1 2 hours
before
removing
tool.
MM-9-22
BE
81718
13
Is
f
14
15
O
12
a
m~
io z
N
w
z
FIG. 9-8 RETENTION ASSEMBLY BREAKDOWN
MAINTENANCE MANUAL
(e) Remove tool T-0035. Trim
nylatron
out of lamiflex notches
using
a razor knife.
CAUTION: Do not scratch
spindle
surface when
trimming.
(10) Install DU washer
(11) on
spindle (3).
NOTE: DU washer must be installed with chamfered side of
washer
facing
inboard toward
bearings.
(11)
Install
O-ring (12) on
spindle
until seated
against
DU
washer
(11).
(12) Install tool T-O036
behind seal
(6) with chamfered side of tool
toward
large
radius of
spindle.
(13! Lubricate bore of blade
grip (13)
and install on
spindle
and
bearings. Tap grip
down with
plastic
mallet until seal (6) is
seated in
grip.
(14) Remove tool T-0036 and
tap
blade
grip
down until
fully
seated.
(15) Install lamiflex
bearing (4) while
aligning
tabs to slots in
spindle
and blade
grip.
(16)
Determine the thickness of shims
(3) required as follows:
(a) Inrtall nut 12) on
spindle
until cotter pin
hole in nut
aligns
to hole in
spindle.
(b) Temporarily
install cotter
pin (1).
(c) Check
gap
between lamiflex
bearing
and nut
using
a feeler
gauge
to derive
approximate
shim thickness.
(d) Remove cotter
pin and nut.
(e) Install variable thickness shims to
equal gap
in
step
"c".
(f) Install nut
(2) on
sp;indle. Torque
to 15-20 in. Ibs.
using
tool T-O013.
NOTE: Add or subtract shims (3) until cotter
pin
hole in
nut
aligns
wi;th hole in
spindle
when nut is
torqued
to 15-20 inch
pounds.
DO NOT under
torque
nut to
align
holes.
CAUTION: Shims (3) must be installed with O.D. of shims
concentric to O.D. of. nut and lamiflex
bearing.
Improper alignment
of these shims can cause wear
to the inner surfaces of main rotor blade
grip.
See
Figure
9-9.
MM-9i24
MAINTENANCE MANUAL
AREAS OF POSSIBLE
WEAR
NOTE SHIMS MUST BE
CONCENTRIC WITH
NUT FLANGE
Figure
9-9 LAMIFLEX BEARING CHANGE
MM-9-25
MAINTENANCE MANUAL
CAUTION: To
prevent damage
to the lamiflex
bearing during
normal
maintenance, note the blade
grip placard
cautioning against
over-rotation of the
grip
when
the;pitch
link is disconnected.
(g)
When shimmed and nut
torqued,
install cotter
pin
(1roperly
cotter
pin
ends to secure.
(17) Install dust cover (18) and secure with hardware.
(18) Install
grease fittings
and
purge
screws in blade
grip.
(19) Attach
pitch change
horns to blade
grips
and
torque
bolts to
75 in-lbs.
Safety
wire bolts in
pairs
with .032
safety
wire.
See
Figure
9-4.
(20) Attach
pitch
links (2) to
pitch change
horns and secure with
bolts.
Torque
nut and install cotter
pins.
See
Figure
9-4.
(21) Attach
pitch
links
(2) to
pitch change
horns and secure with
bolts.
Torque
pins.
See
Figure
9-4 for
correct hardware attachment.
E. Main Rotor Hub
Assembly
S~e
Figure
9-3
(1) Heat the
upper
hub
pla:te (14) and lower hub
plate (17) to
approximately
2500.
NOTE: To
distinguish
between hub
plates,
the
upper
hub
plate
has hell-coil threads in outer bosses for
walking
beam
bracket attachment. Lower hub
plate
bosses are solid.
(2) Place lower hub
plate (17) on 2" x 4" wood blocks and lubricate
bearing
bors.
(3) Install U-block
assembly (15) into
bearing
bore of hub
plate
with threaded notched end of U-block down (3 places).
NOTE: Be sure the DUi washers (23) have been installed on
U-blocks with chiamfered side
facing
the hub
plates.
DU
washers must be seated in recessed area of hub
plate.
(4) Place
spacer
(16) on lower hub
plate
and
align
bolt holes.
(5) Lubricate
bearing
bores of
upper
hub
plate (14) and install it
on U-block assemblies.
NOTE: Be sure DU washers are seated in recessed area of hub
plate.
MM-9-26
MAINTENANCE MANUAL
(6) Lubricate dowel
pins (13) and
tap pins
into the center hole of
the 3-hole bolt
pattern (3 places
NOTE: Dowe1
pins
must be installed until
slightly
recessed
from face of hub
plate
surface.
(7) Insert bolts in
upper spline adapter (12) as
guides
and install
spline adapter
into
upper
hub
plate (14).
CAUTION: When
installing spline adapters
the
phasing
marks on
top
of the
splines
must
align
with one of the
walking
beam mount brackets (3). Using
a felt marker,
mark a
line;on
outboard
edge
of hub
plate
in line with
spline
phasing
marks to aid in the
alignment
when
installing
lower
spline adapter.
NOTE: To
distinguish
between
spline adapters
the
upper
spline adapter (12) has the wider flat surface on
top
side of
splines
while the lower
spline adapter
has a
rib
extending
from lower end of
spline.
(8) Carefully
turn hub
assembly
over and
position on wood blocks.
(9) Install lower
spline adapter (18) into lower hub
plate (17).
(10) Install center hub bolts (11) in holes
adjacent
to
walking
beam
bractet mount hales and install uashers End nuts.
Torque
bolts.
(11) Install
walking
beam brackets (3) and secure with bolts (1)
and (2). Torque
bolts (1)
and
safety
with .032
safety
wire.
Torque
bolts (2).
(12) To set rotational
drag
of U-blocks (15) proceed
as follows:
(a) Place hub
assembly
on a stand with lower end of U-blocks
up.
(b)
Install DU washer (7)
into recess of hub
plate
with chamfer
in board toward hub
plate.
(c) Install
approximately
.025 shims (8)
and lower U-block
nut (9). Tighten
nut
using
tool T-O0O3.
(d) Rotate U-block to one of the
stops
and install a
hinge pin
partially
into
bearing
until it extends 4.75 inches.
(e) Attach a
spring
scale to head of
hinge pin
and
pull
to
check
drag
of U-block.
NOTE:
Drag
tolerance with nut
torqued
is 8 to 16 Ibs.
MM-9-27
MAINTENANCE MANUAL
(f) Add or subtract shiims
(8) until
propeu drag torque
is
obtained.
NOTE: Nut (9) must be
torqued
before
checking drag.
(g)
Place
locking key (10) into slot of nut (9) aligned
with
notch in U-block and secure key
with screw.
(h) Adjust drag
of all three U-blocks
following steps (b)
through (g).
(13)
Turn hub
assembly
over on stand.
(14)
Install
upper
U-block nuts (5) as follows:
(a) Install lockwasher (6) and nut (5) on U-block.
(b) Torque
nut (5) to 20 ft-lbs
using
tool T-0051.
(c) Using
a
plastic mallet, tap
down on
top
of nut and
re-torque
to seat
upper bearing.
NOTE:
Repeat step (c) until nut (5)
will not move when
being torqued
to 20 ft-lbs.
(d)
Bend tab from lock washer (6) into slot in nut (5) to
secure nut after
torque
is
completed.
(e)
Install dust cover (4) on nut and secure with screws and
washers.
(f) Repeat steps
(a) through (3) on each U-block.
(15)
Install
grease fittingis (19) into
upper
and 1 ower hub
plates (6 places).
F. Retention
Assembly
Installation See
Figure
9-6
(1) Install DU washers (1) in each side of U-block.
NOTE: The chamfered side of DU washers face inboard toward
U-block.
(2) Carefully
slide retention
assembly
into
position
over DU washers
and U-block.
hinge pin (3) and install it
through spindle
and U-block.
(4) Align
roll
pin
slot in
hinge pin
with hole in ear of
spindle
and
tap
roll
pin
into
position
until it is flush with
hinge pin.
(5) Install lock washer
(4)
and nut (5) on
hinge pin.
MM-9-28
MAINTENANCE MANUAL
(6) Torque
nut (5) to obtain a
flapping preload using
tool T-0051.
Torque
not to exceed 100 ft. Ibs.
~AUI! ON:
Torque
nut (5) until retention
assemblywill
remain in
the
up-stop position
with no more than~20-25 in. Ibs.
of force to move it to the down
stop.
Excessive
torque
could shear the roll
pin
installed in head of
hinge
pin (3).
NOTE: Shims (2)
may
be installed as required
on the inboard
side of DU washers (1) to avoid excessive
torque
in
obtaining flapping preload.
All three retention
assemblies should have an
equal flapping preload.
(7) Lubricate U-block lead
lag
end and
flapping bearings
and
re-check retention
assembly
to
stay
in
up position.
See
Section 9-4 for U-block lubrication
procedures.
NOTE:
Retorque
nut (5)
if
required
to obtain
proper flapping
preload.
(8) When
proper preload
has been obtained secure nut (5) by bending
tab from lockwasher (4) into slot of nut.
(9) Lubricate retention
assembly.
See lubrication
procedure.
G. Retention
Assembly
Lubrication Procedure See
Figure
9-10
NOTE: See Section
4, Lubrication,
for
approved grease
when
lubricating
main rotor hub and retention assemblies.
(1) Remove
purge
screw (2) and
pump grease
into
grease fitting (1)
until
grease purges through
screwhole. Install screw (2).
(2) Remove
purge
screw (3) and
pump grease
into
grease fitting (1)
until
screwhole.
(3)
Pump grease
into
fitting (4) until
grease purges
through
screwhole. Install screw (3).
(4)
Pump grease
into
grease fitting (4) until
seal between end of
grip
and
spindle.
(5) Remove
purge
screw (3) to relieve
any
internal
pressure against
seals.
Replace screw.
NOTE:
Purge
all three retention assemblies when
lubricating
the hub to
prevent
an out-of-balance condition.
H.
Damper
Installation
(1) Reniove cotter
pin
and nut from center
walking
beam bolt. Slide
bolt back to end of threads.
MM-9-29
MAINTENANCE MANUAL
4 3
Figure
9-10 LUBRICATION PROCEDURE
MMi-9-30
MAINTENANCE MANUAL
(2) Install
damper assembly
on main rotor hub.
(3) install chamfered washer on in board
damper
bolt.
NOTE: Chamfered side of washer must
go against
bolt head.
(4) Install inboard bolt
through
hub
plates
and
damper.
Install
bottom washer and nut but do not secure.
(5) Pivot the
damper
to
align
rod end with hole in
hinge pin.
NOTE: Slotted
style
rod ends
using
the
locking key
must be
installed with the
key on the
top
side to
prevent
interference with the
hinge pin.
See
Figure
9-15.
(6) Install
spacers
on each side of rod end and slide rod end into
hinge pin
while
aligning spacers
with hole.
(7) Install washer on 1/2 inch bolt and install bolt
through hinge
pin
and rod end. Install two washers and locknut on bolt.
(8) Torque 1/2 inch bolt to 450 to 500 in-lbs while
aligning
cotter
pin
hole. Install cotter
pin.
(9) Torque
inboard
damper
bolt to 190 in-lbs.
(10) Install washer and locknut on center
walking
beam bolt.
Torque
pin.
I. Main Rotor Hub Installation See
Figure
9-1
(1) Locate the
spline
with
phasing
mark at
top
of main rotor shaft
and mark it with a black felt marker for
alignment ease. Apply
No-Lok anti-seize
compound
to the rest of the rotor shaft
splines.
(2) Using sling
T-0011 on main rotor hub
assembly, carefully
lower
hub onto main rotor shaft while
aligning
the
phasing
marks on
lower
spline adapter
to
phasing
mark of rotor shaft
spline.
Remove
sling.
CAUTION: When hub is installed the rotor shaft
spline phasing
mark must be located between
upper spline adapter
phasing
marks. Check this before
installing
mast nut
and washer.
(3) Install mast washer with chamfered side down toward
splines.
(4) Install mast nut and
torque
to 400 ft-lbs
using
tool T-0048.
See
Figure
9-2.
Safety
wire mast nut
using
.041
safety
wire
(3 places).
MM-9-31
MAINTENANCE MANUAL
i5) Install
pivot spacer
in
p~sh-pull
rod (3) and center
pivot Feint
positionof walkin93
beam
(4).places).
Install hardware to secure walking
beam in
NOTE:
Torque walking
beam mount hardware to 40 in-lbs at
points
3 and 4 o;f
Figure
9-1.
Torque
outboard
walking
beam bolts at
pitch
link attachment to 70 in-lbs.
~JOTE: Wa
Iking
beam must be installed with
grease fitting
trailing
the main rotor hub direction of rotation.
(6) Reconnect tail rotor drive flex
plate
at
pinion.
(7) Install main rotor blade and secure with blade bolt (2). Torque
blade bolt to 600 in-lbs.
NOTE: Install tool T-0009 on threaded end of blade bolt for
installation ease.
(8) Connect
drag
link to
trailing edge
of blade and secure with
hardware.
Torque
bolts to 140 in-lbs.
(9) Inspect
all connections for
security
and
proceed
to the
Preflight
Control
System
check.
J.
Preflight
Control
System
Check
NOTE: Whenever a helicopter
has had work
accomplished
to the
flight controls,
it is recommended that a flight
test be
conducted before
returning
the
helicopter
to service.
(1) Perform a
complete Flight
Test Procedure as described in
Section
12, Flight
Controls.
(2) Check blade track. See Section 12-2 and
12-3,
T racki
ng
Procedures.
9-5
Dampers
A. General
Description
The
damper assembly
consists of a
damper housing,
a
piston
and restrictor
assembly
and a reservoir with two relief valves. The
damper
is used to
damp lead-lag
movement of the main rotor blades.
Proper servicing
and
maintenance is
required
to
keep
the
dampers operating
at an equal
rate.
MM-9-32
MAINTENANCE MANUAL
B.
Damper Troubleshooting
PROBLEM CAUSE ACTION
Erraticlateral bounce Air
entrapment
Bleed
dampers
in a hover with control
inputs
Erraticlateral bounce
Airentrapment
Bleed
dampers
throu
g
h
~t
rans1 ational
flight
Steady
lateral bounce Low fluid level Bleed
dampers
in hover
flight
OR
Faulty
relief valve
Replace
valve
Excessive
ground
Low fluid level Bleed
dampers
bounce OR
Faulty
relief valve
Replace
valve(s)
Excessive fore and
Plugged piston
Disassemble and
aft
rocking
of
ship
restrictor clean
assembly
during
rotor
engagement
Fluid
leakage
from
Damaged
seals
Replace
seals
seals
Steady
bounce in Rod end worn Replace
rod end
sharp
turns
during
OR
flight
Weak relief valve
Replace
valve(s)
NOTE: A lateral bounce can be best determined from a vertical
bounce in that a lateral is erratic in nature whereby
a
vertical is constant. The
hovering flight
is the best area
to determine lateral bounces,
with
power
changes
and
collective and
cyclicinput changes.
C.
Lead-Lag
Check
(1) Raise blade off its
droop stop.
(2)
Move blade
slowly
fore and aft to
cycle damper.
NOTE: The
damper
should offer resistance
through
the
complete
cycle no undamped
motion.
D.
Damper Servicing
and
Bleeding
Procedure
NOTE: These
dampers can be serviced on or off the aircraft.
(1) Remove reservoir
plugs.
MM-9-33
MAINTENANCE MANUAL
(2) Fill reservoir
ports
with L-45 silicone oil.
(3) Replace
reservoir
plugs.
(4) Cycle damper slowly, a minimum of four times.
NOTE: (a) Dampers on the aircraft are cycled by
slow fore
and aft movement of the rotor blade.
(b) Cycling dampers
off the aircraft can be done in
the T-OO51
damper cycling
fixture.
i5) Remove reservoir
plugs.
(6) Check fluid level.
(a) Full fluid level indicates
damper
is
serviced; proceed
to
step (7).
(7) Install reservoir
plugs.
(8) Safety
wire.
F. Relief Valve
Replacement (see Figures
9-11
through
9-14 for
appropriate style damper)
NOTE: The relief valve
pressure
has been
preset
at the
factory
and cannot be
adjusted in the field. Return
faulty
valves
to Enstrom
Helicopter
Service for ins
pect
ion and val ve
adjustment.
(1) Remove
damper
from aircraft.
(2) Remove
plugs (16)
and
O-rings (21).
(3)
Drain L-45
damper
oil.
(4)
Remove
plugs (12)
and
O-rings (11).
(5) Remove relief valves
(22) through
the
open ports
with tool
T-OO91.
(6) Install new relief valves
(22). Torque
70-90 in-lbs.
(7)
Install
O-rings (11) and;plugs (12).
(8)
Fill reservoir with L-45
damper
oil
through
the
top
bleeder
ports.
(9) Install
O-rings (21) and
plugs (16).
MM-9-34
12500750-2508 SEAL
12
MS28774-1 16
16
22
I I
8L\CK-UP RING i;;
5iJ~
r
23 M~28775-
i 16
22
"O R! NG
I I
24
9
C
I 13
10
6
0( 14
c
15
1
1 ~41
2
20
19
O
28-14375-1 DAMPER ASSEMBLY
Figure 9-11
12
I I
12500750-2508 SEAL
16
22
MS28774-116
BACK-UP
RINGb;
5
22
MS28775 I 1 6 23
"O"RING
II
24
9 ~1 d
13
H
7
10
18
17 01 14
15
4,
6
z"
Po
O
D
3
20
19
O
Figure 9-12
12
I I
16
22
g
21
12500750
SEAL~-CL
23
959-5 WIPER
22
I
Io~b
24
9
i~--
~v
11II~ 13
io ~r
17 01 14
15
4, 6
o,
O
1 "141
3
20
19
O
Figure 9-13
12
16
22
2500750 SEA~
IZ
21
959-5 WIPER
23
22
I I
12
24
19
13
7_
10
18
17 ol 14
4,
,o
1 ",41
j,ldUII I U.
20
19
a
Figure
9-14
MAINTENANCE MANUAL
(10) Follow
servicing
and
bleeding procedure
to insure all air is
purged
from the
damper. (See Servicing
and
Bleeding Procedure.)
(11) Safety
wire
plugs.
G.
Damper Disassembly (See Figures
9-11
through
9-14 for
appropriate
style dampers)
(1) Remove
damper
from the
helicopter.
NOTE: Reference
Figures
9-11
through
9-14 for the
appropriate
style damper configuration.
(2) Disengage locking
feature on the rod end (1).
(a) Straighten locking
washer tabs (3) oh the -1 and -5
dampers.
(b) Remove
safety
wire from
locking key (3) on the -3 and -7
dampers.
(3) Loosen locknut (2) and remove rod end (1) from
piston
as
follows:
(a) -1 and -5
dampers
Hold
piston (7)
with tool T-0015 to
break lock nut loose. Remove rod end.
(b) -3 and -7
dampers
Place wrench across flats of rod end
next to the uni-ball to hold
piston
from
rotating
and break
lock nut loose. Remove rod end.
(4)
Remove reservoir
plugs (16) and
pour
fluid from reservoir.
(5) Remove
reservoir~-plugs (12)
and
O-rings (11).
(6) Remove bolts (18) and washers (17). Remove reservoir.
(7) Remove sleeves
(15)
and
O-rings (14).
(8) If
troubleshooting
indicates
malfunctioning
relief valves,
remove relief valves (22) using
tool T-0091.
CAUTION: Field
disassembly
of relief valves (22) is not
permit-
ted. Relief valve
setups
and
adjustments are critical
and
require special equipment.
Return valves to
Enstrom
Helicopter
Service.
i9) Remove bolts (19) and washers (20)
from
damper housing
and
cap
(4).
MM-9-39
MAINTENANCE MANUAL
(10) Rotate end
cap
(4) approximately
450
using a soft mallet, and
remove end
cap by tapping
outward on its corners.
NOTE: Remove all burrs from
piston
shaft to
prevent damage
to
brass sleeve and seals
(5) during
end
cap
removal.
(11) Pour fluid from
damper housing.
(12) Tap piston (7) out of
housing
with a nylon
drift and remove
O-ring (9) from
piston.
(13) Remove brass sleeve assemblies (5) from end
cap
(4)
and hous-
ing (13) by heating
the aluminum
housings
and
pressing
the brass
sleeves out
using a suitable size drift.
NOTE: Remove brass sleeve assemblies
(5) only
if seals are
going
to be replaced to reduce wear on the cover (4)
and
housing (13) bores.
(14)
Discard
O-rings
and seals.
(15)
Install too1 T-0095 between ears of
damper housing
and
press
bushing (24)
out
using
a suitable size drift.
(16) Inspect
face of
bushings (23)
for
fretting
and wear.
DO NOT
remove the
bushings unless
replacement
is
required. Upon
replacement, bushings
must be reamed with a 3" line reamer.
H.
Damper Inspection
See detailed
inspection sheets,
pages
9-41
through
9-44.
MM-9i40
MAINTENANCE MANUAL
28-14375 DAMPER ASSEMBLY INSPECTION
Figure
Serviceable Repair
Part No. Item No. Part Name Inspect
28-14370-15
Figs
9-12 Piston Surface for nicks None allowed .005
deep max. Polish out
28-14267-13 14 to and scratches 3" long
to remove.
9-11 13
Clear with
Item 7 Restrictor for None allowed compressed
air
obstruction
(28-14570-15 preferred)
Sliding
.746-.748 diameter Not
journal
O.D.
Concentricity
.001 TIR Not repairable Replace piston
Threads No crossed or Not
missing
threads
28-14265-1
Figs
9-15
Cap
Surface for nicks None allowed .020
deep
Polish blend to
to 9-18 and scratches
remove. Brush on
Item 4
iridite
Bore 1.1250-1.1257 diameter Not
repairable Replace cap
No obstruction None allowed Clear with
in
port
compressed
air
MM-9-41
MAINTENANCE MANUAL
28-14375 UAMPER ASSEMBLY INSPECTION (continued)
Figure
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-14356-5
Figs
9-11 Brass O.D. 1.126-1.1265 diameter Not
repairable Replace
sleeve
to 9-14 Sleeve
Item 5 I.D. .750-.753 diameter Not
repairable Replace
sleeve
(Preferred replacement
Scratches or .001
deep on one Not
repairable Replace
sie
for
Fig.
9-11 9-12) scoring
of I.D. land
only
Concentricity
.002 TIR Not
repairable Replace
sleeve
O.D. to I.D.
28-14366-1
Figs
9-11 Reservoir Threaded
plug
No crossed or missing
Not
repairable Replace
reservoir
to 9-14 holes threads
Item 10
Obstructions in None allowed Clear with
flow
ports compressed
air
If valves are None allowed Flush with
cleaning
removed, inspect
solvent and
dry
threads
ports
with
compressed
air
for contamination
MM-9-42
MAINTENANCE MANUAL
28-14375 DAMPER ASSEMBLY INSPECTION (continued)
Figure
Serviceable Repair
28-14357-1 Figs
9-11
Housing
Brass sleeve 1.1250-1.1257 diameter Not
repairable Replace housing
to 9-14 bore
Item 13
Flanged bushings 1/3 of total face 1/2 of total Polish and
in ears for light fretting
face
light
blend to remove
excessive fretting
frettin~
Flow
ports
free None allowed Clear with
of obstructions compressed
air
missing
threads
Security
of No movement allowed Not
chrome sleeve
to bore of
housing
Surface scratches None allowed .020
deep
Polish and blend
to remove.
Brush on iridite
28-14277-1 Figs
9-11 Sleeve O.D. .5005-.4994 Not
repairable Replace
sleeve
to 9-14
Item 24 Nicks scratches .002
deep
.005 deep
Polish blend to
remove scratches
I.D. .3757-.3747 diameter Not
repairable Replace
sleeve
MM-9-43
MAINTENANCE MANUAL
28-14375 DAMPER ASSEMBLY INSPECTION (continued)
Figure
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-14369-1
Figs
9-11 Sleeve O.D. I.D. None allowed Not
repairable Replace
sleeve
to 9-14 for nicks
Item 15
28-14368-1 Figs
9-11
Plug
repairable Replace plug
to 9-14
missing
threads
Item 12
AN814-2DL
Figs
9-11
Plug
repairable Replace plug
to 9-14
missing
threads
Item 16
01-691-08
Figs
9-12 Rod End Radial
play
.005 maximum Not
repairable Replace rod end
MXKJR-8R to 9-14
Item 1 Axial
play
.007 maximum Not
repairable Replace
rod end
01-691-08
Figs
9-11 Threads No crossed or Not
repairable Replace
rod end
9-13
missing
threads
Item 1
All
O-Rings
Close visual No defects Not
repairable Replace
defective
inspection
for item
obvious defects
MM-9-44
MAINTENANCE MANUAL
I.
Damper Assembly (See figures
9-11
through
9-14 for
appropriate
style dampers)
NOTE: Correct illustration must be used to assure
proper
seal
installation in brass sleeves
(5).
(1) Install
seals, O-rings, or
wipers
into brass sleeves (5) as
determined
by appropriate
illustration.
(2) Install
O-rings (6) on O.D. of brass sleeves
(5).
(3) Heat
damper housing (13) and end
cap
(4) to
approximately
250".
Apply
L-45
damper
oil to O.D. of brass sleeves as a lubricant
and
press
sleeves into
damper housing
and end
cap using
tool
T-0094. Allowto cool.
(4)
If
required,
install
flanged bushings (23) utilizing
an arbor
press
to seat each
bushing.
CAUTION: New
bushings
must be reamed with a 3" line reamer
after installation.
bushing (24) and
press
into
place.
CAUTION: Place tool T-0095 between ears of
damper housing
to
prevent collapsing
of ears
during press operation.
(6) Clamp damper housing
in a vise with bore
upright.
CAUTION: Insure
components
are free of dirt or other
contaminants
prior
to
assembly.
Use
only
L-45 Grade
#20 silicone fluid for
assembly
of the
damper.
(7) Lube the inside of
housing
bore with L-45
damper
oil.
(8) Lube
O-ring (8) with
damper
oil and install on piston (7).
(9) Install
piston (7)
into
damper housing by gently tapping
with a
plastic
mallet until
piston
is bottomed out.
NOTE: Threaded end of
piston
must face end
cap
(4).
(10)
Fill
housing
with L-45
damper
oil and install
O-ring (9) into
recess of
damper housing (13).
(11) Lube seals in end
cap
(4) with L-45 oil and
gently
slide end
cap
over end of
piston (7). Tap gently
to seat end
cap
into
damper
housing.
NOTE: Care must be used not to cut
0-rings
and seals on
installation.
MM-9-45
MAINTENANCE MANUAL
(12) Secure end
cap
to
housing
with bolts (19) and washers (20).
Torque
bolts
using cross
pattern tightening sequence.
(13) If relief valves
(22) had been removed for
cleaning
or replace-
ment,
re-install the valves in the reservoir
(1) using
socket
tool T-0091.
Torque
valves to 70-90 in-lbs.
(14) Reposition damper
to horiiontal
position
in vise with reservoir
parts up.
(15) Install
O-rings (14) onto sleeves
(15) and insert sleeves into
ports
in
damper housing.
(16) Align
reservoir (10) with sleeves (18) on
damper housing
and
position
reservoir in
place.
Secure with bolts (18) and
washers (17) and
torque
bolts.
(17) Place
O-rings (11) on
plugs (12) and secure plugs
into reser-
voir.
(18) Reposition damper
in vise with bleeder
ports up.
Move
damper
piston approximately 3
inch off bottomed out
position.
(19) Fill reservoir with L-45
damper
oil and install
O-rings (21)
and
plugs (16).
(20) Install
locking
hardware on rod end (1) as follows:
(a) Install nut (2)
and flat lock washer
(3) on the -1 and -5
dampers.
(b) Insta11 nut (2) and
locking key (3) on the -3 and -7
dampers.
(c) Apply
Vibra-Tite to the threads of the rod end and allowto
dry.
CAUTION: Do not
apply
Loctite to rod end threads in
place
of Vibra-Tite or
damage
to the
damper piston
can
result when
trying
to remove rod ends.
(21) Install rod end (1) into
damper piston
until correct rod end
dimension is obtained. See
Figure
9-15.
(a) Dimension is .975" .025 from centerline of rod end to
outboard
edge
of
jam nut on the -1 and -5
dampers.
(b) Dimension is 1.230" .010 from centerline of rod end to
inboard
edge
of
jam nut on the -3 and -7
dampers.
NOTE:
Locking key (3) must be
aligned
into
piston
slots
before
jam nut will seat
against
end of
piston
on
-3 and -7
dampers.
MM-9-46
MAINTENANCE MANUAL
NOTE: THIS
INSTALLATION
FOR -la-5
DAMPERS
PISTON
REF.
CENTERLINE OF
.025
.975 -~t
ROD END
LOCKING TANGUP
NOTE: THIS
INSTALLATION
FOR S 8r -7
DAMPERS I I I
-t.oos
1.050
PISTON
f
CENTERLINE OF REF.
ROD END
THIS DIMENSION MUST BE MI\INTI\INED
Figure
9-15
DAMPER ROD END INSTALLATION
#2
Rev.
11/18/88
MM-9-47
MAINTENANCE MANUAL
(22) Torque jam
nut (2).
NOTE: On -1 and -5
dampers
tool T-0015 is used to hold
piston
from
rotating during torque sequence.
An
adjustable
wrench held across rod end flats will hold
piston
rotation on the-3 and -7
dampers.
(23)
Secure rod end to
piston as follows:
(a)
-1 and -5
dampers
i
Bend the flat
locking
washer over the
flats on the
damper piston
and the flats on the
jam
nut.
(b)
-3 and -7
dampers
i
Safety
wire the
jam
nut (2) to
locking
key (3).
(24)
Bleed
damper
in
damper cycling
fixture T-0057. (See
Section
9-5, Servicing
a:nd
Bleeding Procedure)
(25) Safety damper
bolts and
plugs
with .032
safety
wire as follows:
(a) Safety
end
cap
bolts (19)
in
pairs.
(b) Safety plugs (12)
to reservoir bolts (18)
in
pairs.
(c) Safety
bleeder
plugs (16)
in a
pair.
(26)
See Section 9-4
(H) Damper
Installation.
MMi9-48
SECTION
TAIL
ROTOR
MAINTENANCE MANUAL
SECTION 10
TAIL ROTOR
10-1 TAIL ROTOR ASSEMBLY
A. General
Description
The tail
~rotor assembly
consists of two blade and
grip
units mounted
on a common
spindle by
the use of a
pair
of matched DT ball
bearings
and one needle
bearing per grip.
This
rotating assembly
is
teeter-mounted on a center hub
by
the use of two
tapered
roller
bearings.
The center hub is
splined
to match the tail rotor
~earbox
output
shaft for
positive mounting
and
driving.
The control of this
~ssembly
is blade to
pitch link, to
sliding pivot yoke,
to cables,
cables to bell crank and bell crank to foot
pedals
in the
cockpit.
B.
Troubleshooting
Problem Cause
Required
Action
Foot
pedal
Pivot bolts on Loosen
pivot
bolts and
controls are tail rotor
retorque.
binding.
bracket
overtorqued.
Improper
Install
spacers properly
to
assembly
of allowfor needed clearance on
pitch
links to each side of
pitch
links.
pitch arm.
Tail rotor Remove tail rotor and reinstall
misaligned
on
using
correct
alignment.
See
output shaft, Figure
10-5.
causing pitch
links to bind.
Noticeabl e
Imprope
r Check
rigging procedure
and
dead
spot
in tension on adjust
cables to 35-40 Ibs.
tail rotor .control
pedal
control. cables.
Feathering
Disconnect
pitch
links and
bearings worn rotate
grips
to determine
or rubber
problem
blade.
Replace faulty
bumper
shifted or worn
parts.
and
binding.
MM-10-1
MAINTENANCE MANUAL
Problem Cause
Required
Action
Tail rotor Out of
Dynamic
balance with Chadwick
vibration. balance.
system.
Excessive end Remove tail rotor
assembly
and
play
in teeter
retighten
retainer
caps
until
bearings,
hub rotates
firmly by
hand with
creating
out no end
play.
Grease and static
of balance balance.
condition. NOTE: If teeter
bearings
are
bad, they may
be
replaced
without
removing
blade and
grip
assemblies.
Improper
Both
grips
must be
greased
each
lubrication. time tail rotor is lubricated
or an out of balance condition
will result.
C. Tail Rotor
Assembly
(1) Disconnect
pitch change
links from
pitch arms.
(2) Remove
safety
wire from hub retention bolt (1). Remove bolt,
washer (2) and teeter
stop (3).
NOTE: Index mark hub an:d shaft
splines
for installation ease.
(3) Carefully
slide tail rotor
assembly
from transmission
output
shaft.
D. Tail Rotor Blade
Assembly Disassembly (See Figure 10-1)
Removal of blade
grip
and
feathering bearings.
(1) Clamp
tail rotor
assembly
in vise so the blades can be rotated,
(2) Remove bolts
(21),
washers
(20), and nuts (19) from
pitch
arm
(6).
(3) Cut
safety
wire and remove bolts
(4).
NOTE: To ease blade
grip assemb
ly removal, remove lube
fitting (9) from
grip.
MM-1O-2
MAINTENANCE MANUAL
CAUTION: INSTALL BEARINGS
(25) IN MATCHED SETS WITH CLOSED
SIDE OF BEARINGS FACING INBOARD TOWARD THE HUB.
18
THIS SIDE OF THE BEARINGS WILL ALSO HAVE THE WORD
b
"THRUST" IMPRINTED ON THE FACE OF THE OUTER RACE.
MOST OF THESE BEARING SETS WILL ALSO BE SCRIBED
WITH A "V" ON THE OUTER RACES POINTING TOWARD THE
II
5
P
CENTER HUB.
14
13
28
27 4 21
20
26
3
25
13
2
14
15
Q
16
7
17
9
d
TORQUE PAINT STRIPE
BALANCING SCREWS
FIGURE 10-1
TYPICALVIEW OF
RETAINER CAP
MM-10-3
MAINTENANCE MANUAL
~4) Apply
heat to
grip (7) using
a heat
gun.
Heat to
approximately
250"F. Blade can be removed
by pulling on blade with one hand
and
using
a
nylon
hammer to
tap
on blade bolt nuts.
CAUTION: DO NOT TAP ON ROOT OF BLADE. Do not
separate
blade
from
grip
as these are match-drilled on assembly.
(5) Remove
bumpers (22) from end of
spindle
and
inspect
for wear
damage.
(6)
Remove lockwasher
(23) by prying up
on tabs with a screwdrive.
(7)
Remove lock nut (24) from
spindle (8) using
tool T-OO54.
(8) Remove thrust
bearings (25).
NOTE: These are matched sets.
Keep together.
(9) Remove
bearing
retainer (27) and
bearing (28).
(10) Remove
bearing
sleeve (26).
(11) Remove
pitch arm (6).
Removal of teeter
bearings
and hub.
NOTE: The teeter
bearings niay
be removed from tail rotor without
removal of the blade and
grip assembly.
Cut
safety
wire
and remove two bolts
(4) from
pitch arm. This will allow
clearance for
bearing
removal. Proceed with
steps
(12)
through (17). Reass~mble following steps (1) through (7)
of
assembly procedure (see Figure 10-1). Reinstall bolts
in
pitch arm, torque,
and
safety
wire. Grease and static
balance.
(12) Cut
safety
wire from retention
cap
(17).
(13)
Remove
caps
(17) from
spindle (8).
(14)
Remove screws (16) and washers
(15).
(15)
Remove
bearing
race (14) and
bearing
cone (13).
(16)
Remove shields
(12) and washers
(11).
(17) Remove hub (10) from
spindle (8).
(18)
Tail rotor
assembly
is now
ready
to be cleaned and
inspected.
MM-1O-4
MAINTENANCE MANUAL
E.
Cleaning
Care should be used in
cleaning
the tail rotor to
prevent scratching
or
damaging parts.
Wash
parts
in
cleaning
solvent.
NOTE:
Bearings
should be washed in clean solvent to
prevent
contamination.
F. Tail Rotor
Assembly Inspection
See
Inspection
Tables.
G. Tail Rotor
Assembly
Assemble (See Figure 10-1)
(1)
Place hub (10) into tail rotor
spindle (8).
(2) Install washers (11) on hub with chamfers toward the radius.
(3) Install shields
(12) (with
cup
side toward the
bearing)
and
cones (13) on hub,
(4) Secure
bearing assembly
to hub with retainer washers (15) and
screws (16).
(5) Install
cups
(14) over
bearing
cones (13).
(6) Press Grease
fittings (18)
into retainer
caps
(17)
if
fitting
was not
previously
installed.
(7) Install retainer
caps
(17) into
spindle
to secure bearing cups.
NOTE:
Tighten caps
until hub rotates
firmly by
hand with no
end
play.
To
visually
center the hub in the
spindle
check that an
equal
number of threads are visible on
outboard
edge
of
bearing
retainer
caps.
NOTE: A
torque paint strip
and
safety
wire of the
retaining
caps
(17) is
required; however,
this
step
cannot be
accomplished
until the static balance
procedure
is
completed.
(8) Place
pitch arm (6) on
spindle
with the machined clearance
surface of
pitch
am
facing
outboard toward
bearing (28).
(9) Install
bearing
sleeve (26) on
spindle.
(10) Press
bearings (28) into
bearing
retainers (27) and install on
bearing
sleeve
(26).
NOTE: Closed end of retainer faces outboard toward
bearings
(25).
MM-10-5
MAINTENANCE MANUAL
F. TAIL ROTOR ASSEMBLY INSPECTION
Fig. Serviceable
Repair
Inspect
28-150001-5 Fig
10-1 Blade
Grip Bearing
bore in 2.0468-2.0454 diameter Not
repairable
If
grip
is attached
Item 7
Assembly grip
with 1/4" bolts, a
new grip can be
installed at Enstroms
factory
with 5/16"
bolts. DO NOT
attempt
this in the field.
note: Both blades of
a tail rotor assembly
require the same size
bolts. DO NOT
intermix blades with
1/4" and 5/16" bolts.
Scratches in None allowed Not to exceed Fine abrasive
polish
grip (bearing .020
deep
to blend out scratch.
housing area) Brush areawith
iridite finish.
Scratches in None allowed Not to exceed Fine abrasive
polish
grip (near .010
deep
to blend out scratch.
blade retention Brush areawith
area) iridite finish.
Cracks None allowed None allowed
Replace
blade and
grip assembly.
SLG1W-P Fig
10-1 Lock washer
Locking
tabs None allowed Nicks not to Fine abrasive
polish
for nicks or exceed .005 to remove nicks to
bent tabs.
deep
smooth radius.
CONTINUED
MM-1O-6
MAINTENANCE MANUAL
Pig.
Serviceable Repair
Inspect
Limits Limits
Repair or Action
SL61W-5P CONTINUED Tabs to be Tabs not to be
Apply enough
side
parallel
to bore distorted
by pressure
to return
more than 10" tabs
parallel.
to bore
Serrated
spline
No smooth or Not
repairable Replace
lockwasher
bore rolled
splines
28-15001-5
Fig
10-1 Blade
Blade-leading
None allowed Not
repairable Replace
blade
Item 9
edge
bond
separations
See Section 4 for
complete
inspection
and service limits
Blade-trailing
None allowed Not
repairable Replace
blade
edge
bond
separations
Blade skin None allowed .010
deep
Polish out area and
sharp
dents and blend smooth, not
scratches exceeding
2" diameter
area. Brush
touchup
paint.
Blade skin .020 deep,
not Not
required
None
smooth dents exceeding
1.0"
in diameter
Distortion or None allowed Not
repairable Replace
blade
rippled
blade
Doubler None allowed Not
repairable Replace
blade
separation
Leading edge
Not
exceeding
Not
required
None
smooth dents .020"
deep
MM-10-7
MAINTENANCE MANUAL
F. TAIL ROTOR INSPECTION ASSEMBLY
Fig.
Serviceable Repair
Inspect
Limits Limits
Repair or Action
Leading edge
None allowed .025"
deep
Polish out areaand
sharp
dents blend smooth. Brush
scratches. touchup paint.
28-150066
Fig 10-1 Retaining
Threads No crossed or missing
Not
repairable Replace cap.
Item 17 threads.
Wrench flats for Maximum rounded
edge
Deburr
Using a
very
fine
rounded corners not to exceed 1/16" file,square
off
corners.
28-15033
Fig 10-1 Rubber Check both sides Surfaces to be Not
repairable Replace bumper.
Item 22
bumper
for friction smooth
wear
MS20002-C6
Fig 10-1 Washer Check for nicks None allowed Not
repairable Replace washer.
Item 11
28-150062
Fig
10-1 Shield Visual check for None allowed Not
repairable Replace shield.
item 12 deformities
A-2126
Fig
10-1
Bearing
I.D.
.3750
+.0005 Not
repairable Replace cone
Item 13 -.OOO0
Cage
rollers None allowed Not
for nicks or pits
Rotate for No
ratchety
Not
smoothness check feeling
MM-1O-8
MAINTENANCE MANUAL
F. TAIL ROTOR INSPECTION ASSEMBLY
Fig.
Serviceable Repair
Part No. Item No. Part Flame Inspect
Limits
_
Limits
Repair
or Action
A-2037 Pig
10-1
Cup
O.D.
1.2595
+.001 Not
repairable Replace cup
Item 4 (bearing race)
-.000
Fitted race No
pits
allowed Not
repairable Replace cup
28-150053-1 Fig
10-1 Retaining
Check for No distortion Not
repairable Replace
washer
Item 15 Washer flatness
58-150063 Fig
10-1 Bearing
Sleeve I.D. .7882 .7878 diameter Not
repairable Replace
sleeve
Item 26 Sleeve
Sleeve O.D. 1.1250 1.1243 dia. Not
repairable Replace
sleeve
Ends
perpen-
t.0005 Repairable
if Grind to
dicular to bore not exceeding
serviceable limits.
.001
MR-18 Fig
10-1 Bearing Bearing
O.D.
1.6250
+.0000 Not
Item 28
-.0005
Needles in I.D. No visible wear Not
28-150055 Fig
10-1 Bearing
Retainer OD 2.044-2.043 diameter Not
repairable Replace
retainer.
Item 27 Retainer
Retainer ID 1.626-1.6250 diameter Not
repairable Replace
retainer.
Concentricity
.001 TIR Not
repairable Replace
retainer.
OD or ID
MM-10-9
MAINTENANCE MANUAL
Fig.
Serviceable
Repair
Inspect
7304DT
Fig
10-1
Bearing Bearing
OD 2.0472-2.0467 diameter Not
repairable Replace bearing.
Item 25
Bearing
bore .7874-.7870 diameter Not
Hold
bearing
to No
ratchety feeling
Not
preload
side
rotate to check
3L51N-5P
Fig
10-1 Nut Threads No crossed or missing
Not
repairable Replace nut.
Item 24 threads.
Nicks burrs None allowed Deburr Remove burrs with
on OD
po-l;
i;s-h deburr- too;l. Fine
abrasive
polish
smooth.
Check for Maximum of 2 Remove nicks Remove burrs with
rounded or slightly
rounded tabs to
accept deburring
tool.
burred
locking
locknut wrench
tabs
28-150064-11
Fig
10-1 Tail Rotor Surface scratches No scratches allowed Minor abrasive Polish with Scotch
Item 8
Spindle
not exceeding
Brite
pads or
.001 equivalent.
Threads No crossed or missing
Not
repairable Replace spindle.
threads.
Feathering
bearing
shaft
CONTINUED
MM-1O-1O
MAINTENANCE MANUAL
Pig.
Serviceable
Repair
~art No. Item No. Part Name
Inspect
Limits Limits
Repair or Action
28-150064-11 CONTINUED
Teetering bearing
1.2627-1.2615 diameter Not
bore
Concentricity
.001 TIR Not
Cracks None allowed Not
28-150051-1
Fig
10-1 Hub
Splines
Not
pitted
or wicked Not
repairable Replace hub.
Item 10
Teetering
repairable Replace hub.
bearing
shaft
repairable -Replace
hub.
Teetering
No
stripped or Not
repairable Replace
hub.
bearing
shaft
missing
threads
threads
28-150060-11
Fig
10-1 Pitch Arm Nicks in
edge
No nicks allowed Nicks not Polish blend
Item 6 of arm exceeding locally
to exceed
.005
deep
.008
deep.
Pitch link bolt .250-.251 diameter Not
repairable Replace pitch arm.
hole
Corrosion or No corrosion Return to
factory
for
rust
inspection
replating, or replace
pitch am.
repairable Replace pitch am.
MM-10-11
MAINTENANCE MANUAL
(11) Instal 1 beari
ng
s (25) in matched sets with closed side of
bearing facing
inboard
toward hub. This side of the
bearing
will also have the word "thrust"
imprinted on the face of the
outer race.
Most of
these bearing
sets will be scribed with a
"V" in the outer races
pointing
toward the center hub.
(12)
Install
retaining
nuts (24) and
torque
45 to 50 ft. Ibs.
(13) Align
and install lockwashers
(23).
(14)
Clean surface of
bumper (22) and end of
spindle
with acetone or
equivalent. Apply a small amount of Eastman 910 adhesive or
equivalent
to
bumper
and attach it to end of
spindle.
Be-sure
bumper
is centered and secure.
(15) Apply
lubrication (STP and oil) to O.D. of
bearings
and a small
mount of
lubriplate
to end of
bumper (22).
(16)
Heat blade
grip
with heat
gun
to
approximately
250"
(17) Apply
lubrication (STP and oil) to I.D. of blade
grip
and
quickly
slide
grip over spindle assembly. Align pitch
link hole
in
pitch
arm to
leading edge
of blade.
Align
dowel
pins (5) to
center holes in
pitch arm.. (Holes located in sets of three.)
(18)
Start bolts (4)
into
grip
and
tighten
to
pull grip
down to
pitch
arm.
NOTE: To
pull grip
on
straight, tighten
bolts 2 or 3 turns
each on alternate sides until
grip
is
completely
down
to
pitch
arm.
(19) Torque pitch
arm bolts and
safety
in
pairs using
.032
safety
wire.
(20)
Re-heat
grip
and
top
outboard to assure maximum CF
position.
(21) Install
grease fittings (9) into blade
grips.
(22) Lubricate blade
grips (feathering bearings) per
Lubrication
Chart in Section 5.
Grip
is
fully
lubricated when
grease begins
to come through
center hole around
pitch
arm.
NOTE: Be sure to
purge
both
grips
each time
you
lubricate the
tail rotor
assembly
to
prevent
an out of balance
condition.
(23) Lubricate hub
(teetering bearings) using
tool T-0014. See
Lubrication Chart in Section 5 for
approved
lubricants.
(24) Staticbalance tail rotor.
MM-1O-12
MAINTENANCE MANUAL
H. StaticBalance Procedure See Section 10-2.
NOTE:
Complete
the staticbalance
procedure
before
installing
the
tail rotor on helicopter.
I. Pitch Link
Assembly
and Installation
NOTE: Pitch link
length
has been
preset
and locked at the
factory.
DO NOT
disassemble,
unless rod ends need
replacing.
If
replacement
is
necessary,
follow
steps
below.
(Total length 4.260.) (See Figure 10-4)
II) Install lock nuts on rod ends.
(2) Apply
VC-3 Loctite to threads of rod ends.
(3) Turn
right
hand rod end into barrel until threads
completely
cover the
sight
hole in barrel.
! 4) Turn left hand rod end into barrel until overall
length
of
pitch
link measured 4.260 inches.
NOTE:
Steps (5) through (8) to be
completed
after
installation of tail rotor on transmission.
(5) Lock control
pedals
with blades in neutral
position.
(6) Install
pitch
links on tail rotor
assembly
and attach to
pitch
arm and
pitch
link retainer. (See Figure
10-2 and 10-3.)
(7) Adjust length
of
assembly by rotating
barrel until
pitch
link
assembly
measures 4.260.
Holding
barrel with
wrench, tighten
lock nuts in
place.
Recheck
length
of
assembly
to be sure it is
still 4.2~0.
CAUTION:
Using
a
piece
of .025
safety wire, insert wire in
sight
hole of barrel to be sure
right
hand rod end is still
turned in
past
the hole.
(8) Dynamic
track with Strobex to be sure blades are in track.
Adjustment of
pitch
links
may
be
required
to do this.
J. Tail Rotor
Assembly
Installation
(1) To install tail rotor on
output shaft, visually align
the
grease
fitting
of
teeterbearing
to line
up
with inside ear of
pitch
link
retainer, lagging
the direction of rotation. Tail rotor
hub should be
lagging by
8" to allow clearance for
pitch
links.
(See Figure 10-5)
NOTE: See
Figure
10-1 for
steps (2) and (3).
MM-10-13
MAINTENANCE
MANUAL
37 35 33 3r 29
NOTE: WASHER STACK UP MAY VARY
WHEN ASSEMBLY ISDYNAMICALLY
BALANCED
45 39
38
FIGURE 10-2
FIGURE 10-3
,_"
1
a
B
G
xX
FIGURE 10-4
300
MM-10-14
MAINTENANCE MANUAL
! 1) Start .041
wrap
of
safety
wire around the hub and feed
through
the
teetering stop (3). Install teeter
stop
so rubber
bumpers align
with flats of
spindle (8).
(3) Install retention bolt (1) and washer
(2) into teeter
stop.
Torque
to 300 in. Ibs. and
complete safety
wire.
(4) Rotate blade so the
pitch
arm is
opposite
the
pitch
link
retainer.
(5) For
assembly
of
pitch
links to
pi
tch arm see Fi
gure
10-3.
Install washer (30), (31), right
hand rod end (32),
spacer
(33) and washer
"P34)
onto bolt
( 2 9 ) . a c e r
Insert bolt (29)
through pitch
arm (6) with the head of the bolt and
pitch
link
on the inboard side of
pitch arm.
(6) Install washers (35), nut (36) and cotter
pin (37).
NOTE:
During dynamic balancing,
it is recommended that not
more than five washers be used in
stack-up (35).
If
more than five are required
to balance, remove tail
rotor and recheck staticbalance.
(7) For
assembly
of
pitch
links to
pitch
link retainer see
Figure
10-2. Install washer (40) on bolt
(39). Insert bolt into
pitch
link retainer (38). Guide
spacer
(41), left hand rod end (42),
spacer
(41) on bolt as shown. Install two washers (43), nut
(44). Torque
pin (45).
NOTE: Bolt (39)
should be inserted with head of bolt located
in the direction of rotation.
K. Tail Rotor
Rigging
(1) Insert neutral
position
of
rigging
tool T-0080 between
bearing
retainer and
output
shaft seal retainer.
Wedge
in this
position
with small block of wood
placed
between
yoke
and
gearbox
on side
away
from tail rotor
assembly.
See
Figure
10-6.
NOTE: If
special
tool is not available, neutral measurement
is .590.
(2) Clamp pedals
in line (neutral position).
(3) Remove
rigging
tool and
wedge.
Remove
clamps
from
pedals.
(4) Insert
rigging tool, "right pedal"
end between
bearing
retainer
and
output
MM-10-15
MAINTENANCE MANUAL
(5)
Depress right pedal
to check
adjustment.
(a)
If
spacing
is
incorrect, adjust
left bolt
stop
on forward
bellcrank
assembly
under left side of cabin floor. (See
Figure 10-7).
(6) Depress
left
pedal
and check
adjustment.
Left
pedal adjustment
is made with
right
bolt
stop. (See Figures
10-6 and 10-7).
NOTE: If
rigging
tool is not available, angular
measurements
can be taken to check
proper
bladetravel. Proceed as
follows:
Left blade travel is +32" .5"
Right
blade travel is -5" t .5"
(7) Insert
rigging
tool "left
pedal"
end between
bearing
retainer
and
output
(8) Rotate tail rotor into a horizontal
position.
Use a level on
leading edge
of blade to check final
position.
(9) Center tail rotor
spindle
with hub.
Using
two
pieces
of
wood,
shim between hub and
spindle
to hold teeter bearings rigid.
(10) Depress right pedal.
(11) Using
a
prop protractor indicating
off flat section of blade
grip,
check
angle
of blade. (See Figure 10-8) Adjustments
made
at
pedal
bolt
stops.
(See
Figure 10-7)
(12) Depress
left
pedal andrepeat
above
procedure.
NOTE: Control brackets should not
stop against
tail rotor
gearbox.
Pedals must
stop against stop
bolts on
forward bellcrank.
(13) Check
pitch
links for overall dimension.
Length
4.260 inches.
(14) Check
pedals
for
security
and freedom of
operation.
(15) Inspect
control cable barrels to be sure
locking clips are
installed.
NOTE: No more than three threads to be
exposed
at inboard end
of turn buckle.
(16) Inspect
entire
system
for
security.
(17) Check blade track and
dynamic
balance with Chadwick
System.
(See Section
10-3)
MM-1O-16
MAINTENANCE MANUAL
JREF.
PITCHLINK RETAINER
I
I
I
I
I
DIRECTION OF
ROTATION
1
FIGURE 10-5
TOOLNO. T-OO8OINSTALLED IN
RIGHT PEDALRIGGINGPOSITION
TOOLSHOWN IN NEUTRAL
PEDALRIGGINGPOSITION
TOOLSHOWN IN LEFT PEDAL
FIGURE 10-6
RIGGING POSITION
MM-10-17
MAINTENANCE MANUAL
RIGHT PEDAL LEFT PEDAL
ADJUSTMENT STOP ADJUSTMENT STOP
AN4- 1 5 BOLT PILOTSIDE (AN4-7BOLT CO- PILOT
F12NE4753-04B
NUT(TYP. BOTH
AN381-2-8 PIN(TYP. BOTHSIDES)
AN38O 4-8 PIN TYPICALON P ILOT BELLCRANK(28-16338-
1
AND GO-PILOT BELLCRAN K( 28- 1 6338 2
NOTE- I. AT ALLDOUBLE LOCKINGLOCATIONS NOMORE THAN ONE
THREAD OF BOLT TOBE BELOWSURIACE OF JOINT.
2. UP TO3 WASHERSTdTALMAYBE USED UNDER BOLT HEAD
AND NUT TOINSURE PROPER ENGAGEMENT OF COTTER
PIN IN NUT CASTELLATION.
3. BOLTSOFNEXT DASHNO. IN LENGTHMAY BE SUBSTITUTED
ASLONGASREQUIREMENTSOF NOTE 2 ARE MET.
4. ALLCHECK NUTSTOBE TREATED WITHVIBRA-TITE( VC-3)
VISCOUSCOATING.
5. BELLCRANK HARDWARE TYPICAL2 PLACES.
FIGURE
10-7
MM-10-18
MAINTENANCE MANUAL
10-2 STATIC BALANCE
A. Balance Procedure (See Figure
10-1 for items listed
by number)
(1) Install balance mandrel T-00(37
through
hub (10). Align plates
of mandrel with flats of
spindle
with recess in toward hub.
(2) Rotate blade so that the
leading edge
of blade
aligns
with the
teeter
bearing
in
spindle (8).
(3) Align pitch
arm plates (6) with hole in mandrel and install bolt
and nuts.
Keep
bolt centered and
tighten
nuts
finger tight.
(4) Tighten plates againstspindle finger tight.
i5) Install
assembly
onto
balancing
fixture in vertical
position.
Chordwise balance. (See Figure 10-9)
(6) Determine which direction blade tends to rotate.
NOTE: If
trailing edge
of blade
rises,
this is the
light
blade. If
leading edge
rises it
signifies
the
heavy
blade.
i7) Rotate
assembly
180" and
repeat.
(8)
Installashort
plug
screw in root end of
heavy
blade.
NOTE: Use AN515-10 screws of variable
length
for
balancing.
(9) Install screw and AN96O-10 or 10L washers in root of
light
blade
until
assembly
will remain
stationary
in vertical
position.
NOTE: Maximum
length
of AN screw should not exceed 3 inches.
Maximum number of AN washers should not exceed 3 inch
in
stack-up.
(10) If tail rotor will not balance
using
the maximum
weight
noted in
step 9, the
position
of the hub (10J must be
changed
as follows:
While
leaving
the
balancing
mandrel on balance stand,
loosen
retaining cap
(17) on
light
blade side of
Pindle.10)
in
Tighten retaining cap
on
opposite
side to shift hub
direction of
light
blade. Hub
may
be shifted until
chordwise balance can be
completed.
(11) Rebalance, rotate 180" and recheck.
MM-1O-19
MAINTENANCE MANUAL
TAIL ROTOR RIGGING
WITHPROP PROTRACTOR
el~iiriln,c;
FIGURE 10-8
ORIGINAL
Received
By
ATP
MM-10-20
MAINTENANCE MANUAL
(12j Place tail rotor
assembly
in horizontal
pos
ition Spanwi se
balance. (See Figure 10-10).
(13) Install short
plug screw into
heavy
blade.
(14) Install screw and washers into
light
blade until
assembly
will
remain
stationary
in horizontal
position.
(15) Rotate 180" and recheck.
(16! Recheck vertical
position,
and at 450 to vertical both sides.
(17) Install ~strike tabs and
tighten
all screws.
(18) Remove balance mandrel.
(19) Install bolt (19),washers (20), and nut (21) into
pitch
arm
plate (6). Head of bolt is on inboard side of
plate.
(20) Safety
wire the
teetering bearing
retainer
caps
(17j and
apply
a
torque paint strip across
cap
and
spindle.
See
Figure 10-1,
Torque Strip Application.
NOTE: The
torque paint strip
is a
painted
line
applied
across
a
portion
of the retainer
cap
and continued onto the
adjacent
surface of the
spindle
to
provide
a visual
check for loss of
torque
on the retainer
cap.
Use
"Torque
Seal"
by Organic
Products
Company
of
Irving,
Texas, or
equivalent
to
apply
the
stripe.
(21) Assembly
is
ready
for installation on aircraft.
NOTE: It is recommended that all tail rotor assemblies be
dynamically
balanced on the
helicopter.
10-3 TRACKING AND DYNAMIC BALANCE/CHADWICK
SYSTEM
A. Installation of Chadwick
(1) Install accelerometer and bracket to
right
side of
stinger
tube
at
gearbox mounting
screw (280s).
On F-28 models install at
loop guard mounting
bolt at
gearbox.
NOTE: Accelerometer must be installed in a vertical
position,
with connector
pointing
down.
(2) Run wire from accelerometer,
wrap
around
right
side stabilizer,
under tailcone to left aft oleo. Secure to oleo. Position
balancer and strobex so rotor disc can be observed from left
side.
(3)
Connect wire to channel "B", removing
slack from cable.
MM-10-21
MAINTENANCE MANUAL
(I) INSTALL SHORT SCREW IN ROOT
END OF HEAVY BLADE.
(2) BALANCE CHORDWISE WITHSCREWS
AND WASHERS IN ROOT END OF
LIGHT BLADE.
BALANCING
STAND
NOTE:
IF TRAILING EDGE OF BOTTOM BLADE
RISES THIS IS LIGHT BLADE. IF LEADING
EDGE RISES IT IS HEAVY BLADE.
FIG 10-9 CHORDWISB BALANCE
BALANCING STAND
(I) INSTALL SHORT SCREW IN flP OF
HEAVY BLADE.
(2) BALANCE WITHSCREW AND WASHERS
IN TIP OF LIGHT BLADE.
FIG.IO-IO SPANWLSE BALANCE
MM-10-22
C1AINTENANCE MANUAL
(4) Run balancer
power
wire under cabin to
right
side door. Remove
seat deck
battery access cover and connect
power
cables to
terminals.
B.
Setting
Balancer Box Controls
(1) Single/doubler
switch to
"single."
(2) Common/independent
switch to "common."
(3)
rpm
tune to 250.
rpm range
to X10.
(4) Switch to "track."
C. Installation of reflective
tape
(1) Install
tape
chordwise on
tip
of one blade.
j2) Install
tape
crosswise on
tip
of other blade.
NOTE: Locate
tape
in same
approximate area of blade
tips.
(3) Install a
strip, approximately
1"
long on one blade
grip,
running lengthwise
with
grip.
D.
Tracking
Tail Rotor Blades
(Ij Ground run aircraft,
faced into
wind, pedals
neutral.
NOTE: It is
important
for
pilot
to
give
a
signal
that he has
attained a stabilized 3050
rpm
before
tracking,
or
balancing.
(2) Strobex switch to "ON."
(3) Observe rotor disc from the
side, adjusting
strobex oscillator
until the
single target
becomes a
stopped image
of four
targets.
(4) Move to location near left side door and observe
targets
on
tip
of blades.
NOTE: An out-of-track condition should be corrected
by use of
the
pitch change
links.
MM-10-23
MAINTENANCE MANUAL
E.
Balancing
the Tail Rotor
Assembly
If
assembly
has been torn down for
overhaul, or blade and
grips
replaced,
it should be balanced
statically
before reinstallation on
the aircraft. (See Section 10-2)
(1)
Strobex to "OFF."
(2) Switch to Channel "A".
(3) Observe tail rotor from side of aircraft.
(4) Note clock
angle
of
target,
then
press "verify
tune"
button,
adjusting
"RPM tune" to return
target
to
original position.
(5) Release
"verify
tune" button. Observe new
target
location.
(6) Repeat step (4), adjusting
"RPM tune" to new clock
angle.
NOTE:
Repeat
this
procedure
until
target
remains at same
clock
angle,
whether
"verify
tune" button is
depressed
on released.
(7) With button
released, record clock
angle on Chadwick chart.
18) With strobex NOT
flashing,
record
IFS, depress
"Scale Two" and
record "Scale Two"
reading
if IFS needle
pegs.
(9) Using
the Chadwick
chart, plot
which move to make. Make
only
one correction, to check line of move.
(10)
Repeat steps (7) and (8), recording
this as second run.
NOTE: If "line of move" is
correct, proceed
to balance to
.2 IFS or less.
If "line of move" is
incorrect, using
"clock
angle corrector,"
correct clock
angles
on chart. This should need to be done
only
once.
(11) Proceed to balance to .2 IFS
or less.
NOTE: Do not exceed more than 5 washers in a
stack-up
to
balance. If more than 5 are required
to balance,
remove tail rotor and recheck staticbalance. Addition
or subtraction of
Harper
.250" stainless steel washers
at "A" or "C" dloes not have much effect, but the
addition or subtraction of
tip weights responds
a
great
deal.
Making
a small move is
better, as it allows
you
to nsneak"
up
on a .2 IFS. Be sure
you
understand the
Chadwick Chart and make the correct move.
MM-1O-24
MAfNTENANCE MANUAL
Dale
Ho
Ist Run 2FdRun Jrd Run 4th Run 5lhRun
clock
Angle
A1REAOIHGS
"tPS
TARGEr
C~I
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MM-10-25
MAINTENANCE MANUAL
10-4
A. Pitch Control Removal (See Figure 10-12)
(1) Disconnect
pitch
links from
pitch
link retainer (13).
assembly. (See Section
10-1)
(3) Remove cotter
pin, nut,
and
pivot
bolts from
pitch
control and
control brackets. (See Figure 10-13)
NOTE: The stainless steel washers located between control
brackets and oilite
bushings
of
pitch
control
assembly
must be saved for reinstallation.
(4) Slide
pitch
control
assembly
off of chrome sleeve (2).
NOTE: Seal retainer (3) and seal
(4) are
damaged
on keys
each
time the
pitch control assembly
is removed. Install
new seal and retainer on
reassembly.
(5) Remove
keys (1).
B. Pitch Control
Disassembly (See Figure 10-12)
(1) Remove seal retainer (3)
and seal (4).
(2) Remove cotter
pins (14)
from retainer (13).
(3) Place
pitch
link retainer (13) in small arbor
press
and
press
dowel
pin (12) through
reta:iner and
pitch
control
bearing (5).
(4) Rotate retainer and
repeat
on
opposite pin.
(5) Gently press pitch
cont~ol bearing (5) through pitch
link
retainer (13), wave
spring
washers (11~, and
bearing (9).
(6) Remove
snap ring (10).
(7) Heat
bearing housing (8) and
gently tap bearing (9) to remove.
(8) Clean
parts
for
inspection.
(9) See
pages
MM-10-28 and MM-10-29 for
inspection requirements.
MM-10-26
MAINTENANCE MANUAL
TAIL ROTOR SLIDER
ASSEMBLY
I)
6
i"8
0
~O
9 10
2 3 4 5 4
1
1
13
FIGURE 10-12
PIVOT BOLT
STAIN LESSSTEEL
WASHER
AN WASHERS
CONTROLBRACKET
FILLER PLUG
SIGHT GUAGE
MAGNETIC PLUG
PITCHCONTROLASSEMBLY
FIGURE 10-13
MM-10-27
MAINTENANCE MANUAL
C. PITCH CONTROL ASSEMBLY INSPECTION
Pig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-16392 Pitch Link Bore 1.3787-1.3782 diameter Not
repairable Replace
retainer.
Retainer
Dowel
pin
holes .2490-.2495 diameter Not
repairable Replace
retainer.
Bolt holes .250-.251 diameter Not
repairable Replace
retainer.
Surface nicks None allowed Not
exceeding
Polish to blend
scratches .010 deep
smooth. Brush on
iridite finish.
28-16394 Pitch Bronze OD 1.3781-1.3777 diameter Not
Control
Bearing
Bore 1.079-1.081 diameter Not
Keyway
width .1875-.1895 Not
Dowel
pin
holes .2450-.2480 Not
Distortion of None allowed Not
bore
T-533-023 Seal Visual for cuts None allowed Not
repairable Replace
seal.
or tears
28-16397 Dowel Pin OD .2500 .0005 Not
repairable Replace pin.
MM-10-28
MAINTENANCE MANUAL
C. PITCH CONTROL ASSEMBLY INSPECTION
Fig.
Serviceable
Repair
Inspect
Limi ts Limits
Repa
ir or Action
28-16331
Bearing Bearing
bore 2.6774-2.6779 diameter Not
repairable Replace housing.
Housing
Oilite
bushings
in
housing.
Surface nicks No scratches allowed Not
exceeding
Polish and blend
scratches .020
deep
to remove.
107-KSZZ6
Bearing Bearing
OD
2.6772
+.0000 Not repairable Replace bearing.
-.0005
Bore +.0000 Not
1.3780
-.0005
Axial movement .002 Not
of inner
bearing
to outer race
Rotate to check No
ratchety feeling Not
bearing
smoothness
5002-268-PP
Retaining Check for No distortion Not
repairable Replace ring.
Ring
flatness
W1819-020 Wave Visual check No flat
spots
Not
repairable Replace washer.
Spring
for wave
Wsher contour
MM-10-29
MAINTENANCE MANUAL
D. Pitch Control
Assembly (See Figure 10-12)
(1) Heat
bearing housing (7~) and install
bearing (8).
NOTE:
Bearing (8) is installed with slots for removal of
inner
bearing
section
facing
outboard toward
pitch
link
retainer. These Slots are located 90" to
pivot
arms of
bearing housing (7) on installation.
(2)
Install
snap ring (9) with
opening
of
snap ring
in line with
pivot arm of
bearing housing (7).
(3) Press
pitch
control
bearing (5) through bearing (8)
in outboard
direction.
(4)
Install two wave
spring
washers (10) on pitch
control
bearing (5).
(5) While
visually aligning
dowe1
pin
holes in
pitch
link
retainer
(12) with
pin
holes in
pitch
control
bearing (5),
press
retainer onto
bearing.
NOTE: If
pin
holes do not
completely
line
up, gently tap
ear
of
pitch
link retainer with
plastic
mallet until holes
do line
up.
(6) Press .dowel
pin (11) into
pitch
link retainer (12).
Rotate
retainer and
repeat.
NOTE: Seat dowel
pins
to 0.10 inch below surface of
pitch
link retainer. Pins must not extend
through pitch
control
bearing (5).
~7) Install cotter
pins (13) into
pitch
link retainer (12).
(8) Install seal (4) into outboard
groove
of
pitch
control
bearing (5).
E. Pitch Control Installation (See Figures
10-12 and 10-13)
(1) Slide seal retainer (3) onto chrome sleeve
(2).
(2)
Slide seal
(4) onto sleeve.
(3) Install
keys (1)
in slots of sleeve (2).
(4) Align keyway
in
pitch
control
bearing (5) with
keys (1),
and
slide
pitch
control
assembly
onto chrome sleeve.
(5) Install stainless steel washers between
bushings
and control
brackets. (See Figure 10-13)
MM-10;30
MAINTENANCE MANUAL
(6) Install
pivot
bolts
through bushings.
(7) Install three washers for cotter
pin
clearance and locknut on
each
pivot bolt,
and
torque.
(See Figure 10-13)
(8) Align
locknut to cotter
pin
hole and install cotter
pin
in each
pivot
bolt.
(9) Cycle
control brackets to be sure pitch
control
assembly pivots
and slides
freely.
NOTE: The heads of the
pivot
bolts must rotate when control
brackets are
moving.
If
they
do not rotate,
check for
binding
in
bushings.
(10) Install seal
(4)
into seal retainer (3).
(11) Apply
a small amount of Loctite
superbonder
495 or Eastman 910
to O.D. of seal retainer and install retainer into recessed area
of pitch
control
bearing (5).
10-5 Tail Rotor Gearbox
A. General
Description
The tail rotor
gearbox
consists of an aluminum cast
housing
for a
90
degree
miter
gear
drive,
with
integral
cast mount and control
pivot
bosses. The
gearbox
mechanical
input
is an independently
mounted shaft and
gear assembly
that is retained
by
a matched
pair
of
duplex
ball
bearings.
The
gearbox output
to the tail rotor
assembly
is an
internally
mounted shaft and
gear assembly
that is retained
by
another
pair
of matched
duplex
ball
bearings.
B. Trouble
Shooting
Problem Cause
Required
Action
Gearbox Low on oil. Add
oil,
check
sight plug
for
running
hot.
proper
level.
Bad internal Return to
factory
or overhaul
bearing, facility
for
inspection.
Oil
leakage.
Worn
input
or Replace
seal.
output
shaft
seal.
Roughness
in Worn or pitted
Return to
factory
or overhaul
bearing bearings, facility
for
inspection.
operation.
MM-10-31
MAINTENANCE MANUAL
Problem Cause
Required
Action
Excessive TIR Gearbox Return for
gearbox
check on sudden overhaul.
output
shaft
stoppage
or
(.005 max). tail rotor
Tool T-0068 strike.
installed.
Improper
Rotate chrome sleeve at 900
spline
intervals until runout falls in
alignment
of tolerance.
chrome sleeve
to
output
shaft.
Excessive
Large pieces
Return to
factory or overhaul
metal or slivers of
facility
for overhaul
particles
on metal
flaking inspection.
mag plug.
from
gears
or
bearings.
Fine
powdery
Drain oil from
gearbox.
type
metal can Flush with kerosene or
be caused from
equivalent
cleaner. Clean
mag
normal
gear plug
and reinstall. Fill
break-in.
gearbox
with oil and
recheck
mag plug
after 10 hours
of
flight.
NOTE: If excessive metal
appears
at this
point,
return
gearbox
for overhaul
inspection.
B. Gearbox Removal
assembly (see
Section
10-1).
(2) Disconnect tail rotor
pitch change
cables at the
gearbox.
(3) Remove four bolts
securing
the
coupling
halves (Zurn coupling).
NOTE: On flex
coupling,
remove two bolts from aft
coupling
half
only.
(4) Disconnect or remove tailguard.
(5) Remove
safety
wire and six screws securing gearbox
to the
extension tube.
(6) Remove
gearbox by pulling
the unit aft with a slight
rotational
motion.
MM-10-32
MAINTENANCE MANUAL
C.
Inspection
(1) Rotate
output
shaft and note if there is
ariy roughness
in
bearing operation.
(2) Check runout of the
output
shaft as foIlows: ! .005" Total
Indicated Runout (TIR) maximum.)
INDICATE RUNOUT HERE
I 1
T-0068
FIGURE 10-14
(a) Secure
gearbox
in a vise.
(b) Install sleeve T-0068 on output
shaft. Install
spacer
T-0068
and
torque
bolt to 300 in-lbs.
(c) Position
height gauge
and dial indicator with indicator arm on
outboard diameter of T-OO68.
(d) Zero dial indicator and rotate the
input
shaft. Mote
output
shaft TIR.
(e)
If runout exceeds .005 TIR, remove bolt and tool. Remove
output
seal.
Reposition
sleeve on
output
shaft in 900 intervals until
runout falls within tolerance.
NOTE: If chrome sleeve is removed and
repositioned,
the
output
shaft seal must be
replaced.
MM-10-33
MAINTENANCE MANUAL
10-6 TAIL ROTOR DRIVESHAFT AND FLEX COUPLING
The
alignment
of the tail rotor flex
couplings
is a
very important
factor in
achieving
the full service life of the flex
pack. Large
offsets on the tension side of the
pack usually
indicate
improper
spacing
of the
coupling sections,
and will
promote premature
distortion or
degradation
of the flex
pack.
A nominal device life
for the flex
pack
has been established to insure
component integrity.
The flex
packs
must be
replacedl
after 1200 hours of service with new
flex
packs.
B. Flex
Coupling
Removal
(See Figure 10-15)
NOTE: Washers are located
against
the
spacers
(2)
for the
purpose
of
centering
and
aligning
the flex elements
(3) between
flanges (1 4). Note their location before
disassembly.
(1) Remove the
bolts, washers and
spacers (2) which connect
flanges (1 4) to flex elements (3).
(2) Remove flex elements (3).
(3) Remove
taper pins
and remove
flanges
from
gearbox
and
driveshaft.
C. Flex
Coupling Inspection (See Figures
10-17
through 10-20)
NOTE:
Figure
10-17 shows a tail rotor driveshaft
coupling
instal 1 ation with the tension and c
omp
ression sides
labeled. There are two
types
of flex
pack
distortion which
are
typically
encountered and which are allowable IF THEY
ARE WITHIN THE LIMITS listed in this section.
(1) The first
type
of flex element distortion
typically
encountered
is a
simple
bow of the el~ments as shown in
Figure
10-18. This
distortion is allowable
~LY
as
long
as the
coupling
meets the
following requirements:
(a)
The bend is smooth and
gradual,
no kinks, etc.
(b) The elements are all deformed
evenly,
with no
separation
or
voids between the elements.
(c) The
bow, as measured in
Figure 10-18,
is less than
.080 inch
deep on the
compression
side and less than
.060
inchdeep
on the tension side.
MM-1O-34
MAINTENANCE MANUAL
TAIL ROTOR GEARBOX (REF.)
RUBBER SLINGER
-~cs
--L~u
i/
1
r
ii
8 i
i
RY C7
-1
i
FIGURE 10-16
M
O QP
FIGURE 10-15
MM-10-35
MAINTENANCE MANUAL
Flex Pack
4~be/ Pear
L?O~
Flange
~eC
f~otation
r~J /4~be
F~..rdFl.n~
Looking
Aft
Bolt Spacers
FIGURE 10-17 Toil Rotor Drive Shaft Coupling
Roar
coupling
shown;
forward coupling
similar.
NOTE: Tie-wraps
eliminated for clarity.
Death
of bow.
Must be less then .080"
on compression
side
and lees then .060"
on tenelon
side,
Plates
may
be bb*ed in either direction.
FIGURE 10-18
Acceptable
Liniits of Bowed Flex Pocks~
NOfEI
Tie-wraps
eliminated for
clarity,
MM-10i36
MAINTENANCE MANUAL
Shims
may
be added here.
J
added at the bolt
spacers
as i icated to
align
I-i
Shims
may
be added here,
Offset must be less than .060" on both sides.
When the flex
pack
is
replaced shims
may
be
the new flex
pack.
Note:
Tie-wraps
eliminated
for
clarity.
CAUTION:~DO NOT ADD SHIMS OR WASHERS BETWEEN THE FLEX PACK AND BEVELED WASHERS.
FIGURE 10-19 ACCEPTABLE LIMITSFOR FLEX PACKS
WITHOFFSET BENDS
Bent
Fbnges
--I
Must be less than
olo:
FIGURE 10-20 ACCEPTABLE LIMITSFOF~ BENT FLANGES
MM-10-37
MAINTENANCE MANUAL
(2)
The second
type
of flex element distortion
typically
encountered
is an offset bend as shown in
Figure
10-19. This
type!
of
distortion
usually
occurs because the
coupling
halves are not
running parallel
with each other. This
type
of distortion is
allowable ONLY as long
as the flex elements meet the
following
requirements.
(a)
The bend is smooth and
fair,with no kinks, etc.
(b~
The elements are all deformed
evenly,
with no separation
or
voids between the elements.
(c)
The offset is less than .060 inch as shown in
Figure
10-19.
(3)
The
flanges
which hold the flex elements must be flat within
.010 inch as shown in
Figure
10-20.
Any flanges
defored
beyond
this limit MUST be
replaced
before further
flight.
(4) Whether the distortions described in the
preceding inspections
are
present
or not,
the
couplings
are UNSERVICEABLE at
any
time
the
following
conditions e~ist:
(a) Elements have kinks or
sharp
bends.
(b) Separations or voids occur between
any
of the elements.
(c) Non-uniform or non-fair bends.
(d) Cracked or broken elements.
(e) Elongated
bolt holes.
(f) Kinks or deformation
adjacent
to the bolt
spacers.
D. Flex
Coupling
NOTE:
Proper
attention
during
installation and
alignment
must be
taken to
permit couplings
to
operate
to full
capacity
and
provide good
service life.
(1)
Install rain
slinger on tail rotor
gearbox (see Figure 10-16).
(2)
Install
flange (1) on gearbox
and
flange (4) on driveshaft.
(3) Install
taper pins,
washers and
nuts,
and
torque.
(4) Install a washer and
spacer
(2) on each bolt.
(5)
Install flex elements (3),
spacer
(2), washer and not on each
bolt.
Torque
nut.
CAUTION:
Heavy
or
light
washers can be used with
spacers
(2) to
equally space
flex elements
between
flanges.
The curved side of the
spacers
must face
against
the flex elements.
MM-10;38
MAINTENANCE MANUAL
(6)
Place washers on bolts and insert
through coupling (4).
(7) Install
heavy
or
light
washers as
required
with
spacer
(2) to
equally space
flex elements from
flange.
(8) Install
spacer, washer,
and nut on each bolt.
Torque
nut.
NOTE: With all bolts
torqued,
the flex elements
(3) should be
straight
and
equally spaced
between
flanges.
E. Driveshaft Removal
(1) Remove the
upper cowling
and the side
cowling
from one side.
12) Remove tach drive cover and
O-rings.
(3) Disconnect the forward and aft
couplings.
a. Flex
coupling
see Flex
Coupling
Removal.
(4) Remove the anti-collision
light
from
top
of tailcone if
required.
(5) Remove the
top
vertical stabilizer from aft end of tailcone.
This stabilizer is on 280-F models
only.
(6) Remove bolts and washers
attaching pillow
blocks to tailcone
(see Figure 10-24).
NOTE: Save shims for reinstallation.
(7) Remove driveshaft
assembly
froni tailcone.
F. Driveshaft
Disassembly
(1) Remove
taper pin
and
coupling
from forward end of driveshaft.
(2) Slide tach drive cover and
O-rings
from shaft.
(3) Separate
and remove tach drive
pulley.
(4) Apply
lubricant
(a detergent soap)
to the driveshaft and slide
pillow
blocks from shaft.
G. PillowBlock
Disassembly
(1) Remove rubber insert.
(2) Remove
snap ring.
(3) Heat the
housing
to
approximately
250" and
gently tap bearing
to
remove.
MM-10-39
MAINTENANCE MANUAL
H. Oriveshaft
Inspect
for:
(1) Straightness. Sharp
kinks or bends in excess of .030 inch
per
foot are cause for
rejection.
(2)
Nicks and scratches. Not
deeper
than .020 inch
may
be blended
out;
those in excess of .030 inch are cause for
rejection.
(3) Taper pin
holes for
elongation,
excessive diameter,
and cracks.
Any
are cause for
rejection.
(4)
Corrosion or rust, especially
under rubber inserts. Pits in
excess of .030 inch in
depth
are cause for
rejection..
I. PillowBlock
Inspect
for:
(1) Bearing
condition no ratchety feeling.
(2) Bearing housing
no cracks, nicks,
corrosion.
(3) Rubber insert no tears or rubber deterioration.
J. PillowBlock Assemble
(1) Heat
bearing housing
to
approximately
250".
(2) Lubricate bore of
housing
and install
bearing
into
position.
NOTE:
Open
side of
bearing
is installed inboard toward
grease
fitting.
On new bearings
one shield must be removed.
(3) Install
snap ring
and allowto cool.
(4)
Install rubber insert.
K. Driveshaft Installation.(See iigures
10-21 10-22)
NOTE: When
installing a tail rotor driueshaft,
both the main
rotor and tail rotor
gearbox
must be installed on aircraft.
Install a coupling
half secured with
taper pin
in each
gearbox.
(1)
Ream bore on one end of driveshaft with a .640
straight
reamer
to remove paint.
Ream 2" into bore and deburr end of shaft.
(2) Clean bore of driveshaft and O.D. of aluminum
plug
with Loctite
Primer T.
(3) Apply type
"A" Loctite to O.D. of aluminum
plug
and
tap plug
into driveshaft until it is flush with end of shaft.
MM-10-40
MAINTENANCE MANUAL
io
DRIVESHAFT &II I-- -s\ INPUT SHAFT
DRIVESHAFT INSTALLATION BLOCK
FLGURE 10-22
COUPLING
V-BLOCK
f
MARK DRIVESHAFT
i~ IIPOINT I I 1 .8~8
.875 FROM END
.875
SLIDE COUPLING
TOMARK
500
ij:a ;E3IGURE iPOi21
i:lli~
i
i! i
(I.)PLACE
COUPLINGIOFJ
AND
INS~CLIN V-BLOCK
(2.) MARKAND CENTERPUNCHPOINT"A"
.~(3.) DRILL.WITH! D" SIZE DRILLIN DRILLPRESS
(4,) TAPER:REAh~:.WOLE TOFIT AN38~-2-7A TAPER PIN
i:i-
(s~) INSTALL
TAPERIIP.IN,
MAINTENANCE MANUAL~
i4)
Drill aft
coupling
as follows (see Figure 10-21).
(a)
Mark a line on driveslhaft 7/8" from end of shaft.
(b) Slide
coupling
on shaft until even with 7/8" line.
(c)
Mark and
center-punch
Point "A" of
Figure
10-21
using
dimensions
given.
(d)
Drill
through coupling
and driveshaft with a "D" size drill
(.2460 diameter).
NOTE:
Drilling
must be done in a drill
press
to assure
that drilled hole is
perpendicular
to driveshaft.
(e) Ream hole with a #2
tapered reamer to fit an AN386-2-t)A
taper pin very carefully so as not to over ream.
NOTE: If
over-reaming
of a tapered
hole occurs
substitution of AN975-3
cup
washer and
28-13600-3,
-4, or -5
taper pins may
be
required.
(f) Install
taper pin through coupling.
Install washer and
nut,
and
torque.
(5) Tempo
rari1
y
slide forward
coupling
half on forward end of
driveshaft and
place
driveshaft on tailcone.
(6) Secure driveshaft
couplings
to
gearbox couplings using
an
aluminum block .235 inch thick between
couplings (see Figure
10-22).
(7)
Mark location of forward
coupling
on driveshaft
using
a felt
marker. Mark location of
eillow
blocks on driveshaft.
(8) Remove driveshaft from tailcone.
(9) Remove forward
coupling
fr6m driveshaft.
(10) Add 7/8" from mark on driveshaft and mark a new line for end of
driveshaft. Cut shaft to
length.
NOTE: Do not cut driv~shaft at initial
coupling position
mark.
(11)
Ream forward end of driveshaft with .640 reamer to remove
paint.
(12)
Loctite aluminum
plug
in bore of driveshaft.
(13)
Drill forward
coupling
to driveshaft following procedure
in
step
(4) (see Figure 10-21).
(14) Install driveshaft on tailcone and connect both
couplings
to
transmissions
using
aluminum blocks (see Figure 10-22).
NOTE:
Taper pins on both main rotor and tail rotor
gearbox
sides of
coupling
are AN-386-2-7A.
MM-1O-42
MAINTENANCE MANUAL
(15) Mark driveshaft for
pillow
block
alignment
to mount holes in
tailcone.
NOTE: Place a 3/4" block of wood under driveshaft to remove
bow in shaft while
marking pillow
block areas.
(16) Remove driveshaft and forward
coupling.
(17) Wipe
driveshaft with
liquid detergent
and slide
pillow
blocks
into marked
positions.
See
Figure
10-22 for direction of
pillow
blocks on driveshaft.
(18)
Place driveshaft back on tailcone and connect
couplings
to
transmissions.
! 19) Align pillow
blocks with mount holes in tailcone.
L. Driveshaft
Alignment (see Figure 10-24)
(1) Clamp piano
wire attachment tools T-0O88 to each end of
driveshaft. Attach
piano
wire between tools and center it
vertically
down the centerline of the driveshaft.
(2) Starti
ng
at the forward
p
i1 1 ow bl ock
pi
ace
alignment
tool
T-2656 between the driveshaft and the
piano
wire.
Using
variable thickness shims, install shims under
pillow
block until
step
in tool T-OO88 slides
snugly
between driveshaft and wire.
Intall mount hardware and
tighten.
NOTE: Continue
step
2 at each
pillow
block. Recheck
alignment
with tool T-OO88 after
tightening
mount
hardware. Various
length
mount hardware should be used
as
required.
(3) Rotate the wire 90"
along
centerline of driveshaft to check
lateral
alignment.
Loosen
pillow
block mount hardware to shift
driveshaft
position
until the
step
of tool T-O088 fits
snugly
between driveshaft and wire.
Torque
mount bolts.
NOTE: Continue
step
(3) at each
pillow
block location. after
pillow
block mount bolts are torqued
re-check
alignment.
M. Final
Assembly
(I) Install tach drive
pulley
on driveshaft.
(2) Disconnect forward
coupling
and install tach drive
O-rings
and
cover. Connect
coupling.
(3)
Install vertical stabilizer on 280-F models
only.
(4) Install anti-collision
light on
top
of tailcone.
(5) Install
cowling.
MM-1O-43
MAINTENANCE MANUAL
F-28F (SHOWN)
NO~
E: AFT PILLOWBLOCK IS
REVERSED ON 280F MODELS
~--CLOSED
CLOSED
AFT END UCLOSED
LOSED
OPEN
FORWARD END
PILLOW BLOCK PILLOW BLOCK
OPEN SIDE CLOSED SIDE
FIGURE 10-23
ALIGNMENT GUAGE
WIRE SUPPORT PIANOWIRE WIRE SUPPORT
NOTE: ALIGNMENT KIT T-O088 INCLUDES Wl~iE SUPPORTSAND ALIGNMENT GUAGE
FIGURE 10-24
MM-10-44
MAINTENANCE MANUAL
10-7 TAIL ROTOR CABLES
A. Tail Rotor Cable
Inspection
! 1) Remove
wraparound cowling
and
baggage
box.
(2) Remove seat cushions and
fiberglass
seat deck.
(3) Inspect
cables for
wear,
strand
separations
and
fraying.
(4) Visually inspect
cable
pulleys
for wear and
security.
(5) Inspect
turnbuckles for
security.
(6) Cable tension 35 to 40 Ibs with cable tensiometer.
B. rail Rotor Cable
Replacement (See Figure 10-25)
(1) Replace
aft section of tail rotor cable as follows:
(a) Remove
wraparound
cowl and
baggage
box.
(b) Remove left side horizontal stabilizer and remove
inspection panel
on tailcone.
NOTE: Stabilizer removal is not
required
on 280F models.
(c) Remove cotter
pins
from aft cable
guide pulley.
(d) Remove
pivot
hardware from cable links at aft control
brackets. See item A of
Figure
10-25.
(e) Cut tail rotor cable aft of the turnbuckle in
engine
compartment.
(f) Attach a
string
to the forward end of the cable and
Full
the cable out
through
the aft end of tailcone.
NOTE:
String
will follow
routing through pulleys
and
eyelets
to aid in installation of new cable.
(g)
Attach new tail rotor cable to
string
and
pull
it back
through
tailcone
eyelets
and cable
pulleys.
NOTE: Check that cable is
properly
routed and
riding
on
pulleys.
See items C D of
Figure
10-25.
(h) Clamp
tail rotor
pedals
in neutral
position using
two wood
blocks and "C"
clamps.
MM-10-45
MAINTENANCE MANUAL
! ij
Insert tail rotor tool T-0080 in neutral
position
between
brass
bushing
and seal
housing
of tail rotor
gearbox.
Wedge
the tail rotor control brackets in this
positidn
with
a wood block between
gearbox
and bracket.
NOTE: If
rigging
tool is not available,
install a
spacer
measuring
.590 between brass
bushing
and seal
housing.
(j)
Connect aft end of tail rotor cable to cable links and tail
rotor control brackets.
Torque pivot
bolts and install
cotter
pins.
CAUTIPN:Cable
links must
pivot freely on control brackets
and at cable connections.
(k) Adjust
turnbuckle in
engine compartment
so only one thread
of rod ends is
showing
at each end of turnbuckle.
(1)
Position new cable
through
cable
eye
on turnbuckle rod end.
(m)
Pull cable taut and
swedge
in this
position.
Allow a" to
f" of cable
extending
from swedge
and cut excess cable.
(n) Using
a cable tensiometer, adjust
turnbuckles until cables
read 35 to 40 Ibs.
NOTE: The two cables must have
equal
tension. Adjust
inboard cable first.
CAUTION:Turnbuckles
may
not have more than three threads
showing
at each end.
to)
Install
safety clips
to secure turnbuckles.
(p)
Remove
clamps
from tail rotor
pedals
and
wedge
from control
brackets on
gearbox.
(q)
Install cotter
pins
in aft cable
guide pulley.
(r)
Install
inspection panel on tailcone.
(s)
Install horizontal stabilizer ifremoved.
(t)
Install
baggage
box and
wraparound
cowl.
(u)
Check
complete rigging
of tail rotor. See Section 10-I,
Rigging
Procedure.
(v) Cycle
to tail rotor
pedals
to check for
binding.
MM-10-46
MAINTENANCE MANUAL
(2) Replace
forward section oftail rotor cable as follows:
(a) Remove cushions and
fiberglass
seat deck.
(b) Remove floor
panels
on left side of cabin.
(c) Disconnect cable from forward tail rotor
pedal
bellcrank.
See item F of
Figure
10-25.
(d)
Cut cable forward of the turnbuckle in
engine compartment.
See item B of
Figure
10-25.
(e)
Attach a
string
to aft end of cable and
pull
it out forward
through
firewal7 and seat
assembly.
(f) Attach new cable to
string
and
pull
it back
through
firewall.
NOTE: Check that cable is
properly
routed and
riding
on
pulley
on forward side of firewall. See item E of
Figure
10-25.
(g)~
Install
spacers
on each side of cable and insert into
forward bellcrank. Secure with hardware See item F,
attachment viewof
Figure
10-25.
(h) Clamp
tail rotor
pedals
in neutral
position using
two wood
blocks and "C"
clamps.
(i)
Insert tail rotor tool T-O080 in neutral
position
between
brass
bushing
and seal
housing
of tail rotor
gearbox.
Wedge
the tail rotor control brackets in this
position
with
a wood block between
gearbox
and bracket.
NOTE: If
rigging
tool is not available, install a
spacer
measuring
.590" between brass
bushing
and seal
housing.
(j) Adjust
turnbuckle in
engine compartment
so
only
onethread
of rod ends is
showing
at each end of turnbuckle.
(k) Position new cable
through
cable
eye
on turnbuckle rod end.
(1) Pull cable taut and
swedge
in this
position.
Allow if" to
3" of cable
extending
from
swedge
and cut excess cable.
MM-1O-47
MAINTENANCE MANUAL
(m) Using
a cable
tensiolneter, adjust
turnbuckles until cables
read 35 to 40 Ibs.
NOTE: The two cables must. have
equal
tension. Adjust
inboard cable first.
CAUTION:Turnbuckles
may
not have more than three threads
showing
at each end.
(n) Install
safety clips
to secure turnbuckles.
to) Replace
floor
panels
and seat deck in cabin.
(p)
Check
complete rigging
of tail rotor. See Section
10-1,
Rigging
Procedure.
(q) Cycle
tail rotor
pedals
to check for
binding.
MM-10-48
O
PULLEY
a~
~d,
NOTE: CABLE: TENSION 35-40LBS.
~a
1 I
TAIL ROTOR CABLES
FIGURE 10-25
SECTION
DRIVE BELT SYSTEM
MAINTENANCE MANUAL
SECTION 11
BELT DRIVE SYSTEM
General Information
The belt drive
system
consists of a jackstrut
and
pulley assembly,
idler
pulley assembly,
belt tension
assembly,
and a clutch
engagement
lever which
is controlled from the cabin. The
jackstrut pulley
which is bolted to the
engine
drives the main rotor
gearbox through
a main drive
poly
"V" belt.
By engaging
the clutch
lever,
the belt tension
assembly pulls
the idler
pulley
into the drive belt. Belt tension is maintained
by properly rigging
the
system.
Correct
rigging
and maintenance are
very important
to
keep
this
system working properly
and extends
component
service life.
11-1 CLUTCH CONTROL RIGGING
NOTE: The clutch is
rigged
in the
following steps. Rigging
is to
be
completed
in the
sequence
listed,
with the
engine
off.
A.
Preliminary
Belt Tension Mechanism Check
Check the
following
items before
proceeding
with clutch
rigging.
(See Figure 11-3)
(1)
~::ti:1Sable
is to have one thread or less
exposed
above
jam
(2) Engage
clutch lever and check that belt tension
assembly
is
locked over center with
stops (8) contacting
the side
plates ~9),
and the clutch
engage warning light
out.
B. Clutch Lever
Adjustment
(1)
Place clutch lever in
engaged position. (See Figure 11-2A)
With clutch
engaged,
lift and release lever to stowed
position. Adjust
turnbuckle
(3).
Clutch lever must lie
flat on floor in stowed
position.
(2) Disengage
clutch. (See Figure 11-2B)
C.
Spring Capsule
Clearance
Adjustment (See Figure 11-1)
(1)
Lift clutch handle and
bring
down to a normal di
sengage
position.
NOTE: Clearance between threaded shaft and lower
pivot
spacer
of bellcrank (2) must be 1/16 to 1/8 inch.
MM-11-1
MAINTENANCE MANUAL
CLUTCHRIGGING
CLUTCHLEVER
ENGAGED
)I
CLUTCHENGAGED
2
LEVER IN STOWED
POSITION
1/16"TO1/8"
GAP
4
FIGURE ll-2A
CLUTCHDISENGAGED
LEVER IN STOWED
CLUTCHLEVER
POSITION
DISENGAGED
FIGURE II-I
FIGURE 11-28
MM-ll-2
MAINTENANCE MANUAL
(2) Loosen
jam nut (5) and turn
piston (4)
in or out of
spring
capsule
to obtain
proper measurement, lifting
and
lowering
clutch handle
frequently.
(3)
Once clearance is obtained, secure jam
nut (5) against
piston (4).
D. Belt Tension
Adjustment (See Figure 11-3)
(1) Engage
clutch
assembly.
(2)
Measure the
exposed length
of
spring capsule piston (6) from
bottom of
piston
nut to
top
of the
spring capsule (7).
NOTE:: The
exposed length
of
piston
should measure from
1 5/8 to 1 3/4 inches.
(3) Loosen
jam
nut (5), holding
shaft (3) with a wrench.
(4) Disengage
clutch
assembly.
(5) Disconnect rod end (1) from bellcrank (2).
(6) Adjust
shaft (3)
in or out of
yoke (4) to obtain the
proper
measurement.
NOTE: One 360
degree
turn of shaft will result in
1/8 inch travel on
capsule piston.
"IN" will
increase measurement "OUT" will decrease
measurement.
(7) Connect rod end (1) to bellcrank (2)
after
adjusting
and
engage
clutch
assembly
to re-check measurement.
(8) After
proper
measurement is
obtained, secure rod end (1) to
bellcrank (2) with hardware and
spacers.
(9) Holding
shaft (3) with a wrench, secure jam
nut (5).
NOTE: Bellcrank (2)
will be horizontal to
slightly
below
horizontal with clutch
engaged.
(10) Disengage
clutch
assembly.
E. Final Clutch Lever
Adjustment
(1) Place clutch lever in
engaged position. (See Figure 1l-2A)
Lift and release lever to stowed
position
and recheck that
lever will lie flat on floor. Further
adjust
turnbuckle (3)
to obtain this
position.
MM-ll-3
MAINTENANCE MANUAL
3/4 APPROX. THREAD 2
1
5 IN! TIALLY 3
TOP EDGE OF BELLCRANK
TOBE HORIZONTALTO
3" BELOW HORIZONTAL
5" 3"
3
6
STOP MUST CONTACT SIDE
I O
WITHCLUTCHENGAGED
AND DEACTIVATE CLUTCH
WARNING LIGHT SWITCH
FIGURE 11-3
BELT TENSIDN ASSEMBLY ADJUSTMENT
MM-ll-4
MAINTENANCE MANUAL
(2) Secure
jam
nuts on turnbuckle.
NOTE: With clutch
engaged,
recheck that belt tension
mechanism is locked in overcenter
position (see
Figure 11-3). Stops (8) must contact side
plates (9)
and the clutch
engage warning light
must be out.
WARNING:
Keep
hands
away
from belt tension mechanism when
engaging
or
disengaging clutch, or
personal injury
could occur.
11-2 CLUTCH CABLE
A. Clutch Cable Removal
(1) Disconnect clutch cable at the belt tension
assembly arms.
(See Figure 11-3)
(2) Loosen
jam
nut and remove rod end and
spacer
from end of
cable.
(3) Remove rubber dust covers from cable.
(4)
Remove
upper jam
nut from belt tension mount block.
(5) Remove two bolts from mount block
(11) in belt tension
assembly. (See Figure 11-3)
(6)
Slide mount block over end of cable.
(7) Disconnect 3
clamps holding
cable to
pylon.
(8) Remove forward
jam nut from
pylon
mount. (See Figure 11-4)
(9) Remove
fiberglass
seat deck.
(10) Loosen
jam
nuts from
adjustment
barrel (3). (See
Figure 11-2A)
(11) Turn barrel to disconnect the clutch cable.
(12) Remove
jam
nut and rubber dust cover from end of cable.
(13) Slide clutch cable aft
through pylon
mount and remove.
B. Clutch Cable Installation
(1) Remove rubber dust cover and
jam
nut from forward end of
clutch cable.
(2) Slide cable
through pylon
mount. (See Figure 11-4)
Position forward as far as possible.
(3) Install
large jam nut,
rubber dust
cover,
and small
jam
nut
on cable.
MM-1l-5
MAINTENANCE MANUAL
FIGURE 11-4. Forward End of Clutch Cable
~d
a
;1
r~
FIGURE 11-5. Aft End of Clutch Cable
aiGsNA&
MM-ll-6
ATP
MAINTENANCE MANUAL
(4) Connect clutch lever
linkage
and cable with turnbuckle
barrel. (See Figure 11-5)
(5) Torque pylon
mount
jam nuts.
Approximately
two threads
should extend between aft check and
grease fitting.
(6) Remove rubber dust cover and
upper jam
nut from aft end of
clutch cable.
(7) Slide belt tension
assembly
mount block down over end of
cable.
(8) Install the two mount block bolts and washers.
(9) Install nuts and
torque.
(10) Install mount block
jam
nut and rubber dust cover.
(11) Install rod end
jam nut and rod end on cable.
NOTE: Turn rod end on cable until it bottoms
out,
then
back it off one-half turn.
(12) Slide
spacer
into rod end and
place a heavy
washer on each
side of rod end. Install between bellcrank arms of belt
tension
assembly.
(13) Install washer on bolt and slide belt
through
bellcrank arms
and rod end.
(14) Install washer and nut on bolt and
torque.
(15) Torque jam
nut
against
rod end.
(16) Torque
the mount block
jam nuts with
approximately
two
threads located above
upper jam nut.
(17) Install the three
clamps mounting
the clutch cable to
pylon.
NOTE: Before
tightening
turnbuckle
jam nuts, complete
the
rigging procedure.
See Item
1,
Clutch Control
Rigging
Procedure.
(18) With
jam
nuts
torqued
and
rigging complete,
lubricate the
clutch cable. See lube chart for
proper grease.
Grease
fittings
are located on aft side of
pylon
mount and below
belt tension
assembly
mount block.
(19) Engage
and release the clutch to check for freedom of move-
ment in the
system.
MM-ll-7
MAINTENANCE MANUAL
11-3
A. Control Lever Removal
(1) Remove
fiberglass
seat
assembly.
(2)
Loosen
jam
nuts on turnbuckle
(3) and rotate to disconnect
clutch lever
linkage
from cable. (See Figure 11-2A)
(3) Reniove AN hardware that attaches bellcrank to seat section.
(4)
Remove clevis
pin
on bottom of bellcrank to remove linkage.
(5)
Remove lever and bellcrank
assembly.
(6)
Remove
spacer
from oilite
bushings.
B. Control Lever
Inspection
(1) Inspect
bellcrank
bushings
for excessive wear.
(2) Inspect
roll
pins
in bellcrank for
security
and wear.
C. Control Lever Installation
(1) Attach
linkage
to bottom of bellcrank and install clevis
pin
and cotter
pin.
(2) Install
spacer
in oilite
bushings
of bellcrank.
(3)
Install a light
washer on mount bolt and, with head of bolt
inboard,
slide bolt
through
one side of seat section.
(4)
Install 3
Harper washers, bellcrank and
spacer assembly,
and
then 2
Harper
washers on bolt.
(5)
Slide bolt
through
secon.d side of seat section and install a
light
w~sher and nut.
Torque nut.
(6)
Attach clutch lever
linkage
to clutch cable with turnbuckle.
NOTE: See
paragraph MM-11-1-B,
Clutch Control
Rigging,
and
adjust rigging per
instructions.
(7) Tighten
turnbuckle
jam nuts.
(8) Inspect
installation and
engage
and di
sengage
clutch to
check freedom of
operation.
(9) Reinstall
fiberglass
seat deck.
MM-11;8
MAINTENANCE MANUAL
11-4 JACKSTRUT PULLEY ASSEMBLY
A. Jackstrut
Pulley
(1) Remove
wraparound
cowl and
(2) Remove the four bolts
connecting
upper
end of
jackstrut (11)
to
bearing housing adapter (15),
NOTE:
Keep
shims
(14) together. Temporarily
install a
screwdriver
through bearing housing
and
jackstrut
to
keep
the strut from
falling
and
cocking
the
bearing
in lower drive
pulley.
(3) Cut
safety
wire and remove the six bolts (10) from the lower
drive
pulley (2).
(4) Carefully pull
drive
pulley (2) and strut
assembly (11) from
the mount
flange
end and liftfree of the belt.
NOTE:
Keep
shims (1) together.
Shims
(1) and (14) must
be
kept
for reinstallation as
they are
required
to
properly align
the drive
pulley
to the driven
pulley.
CAUTION: Exercise care not to cock the
self-aligning
bearing (5) in the
pulley (2) b3r letting
the
jackstrut (11) deflect. If
bearing
should
get
cocked,
dont force it
straight.
Just
slowly
rotate the
pulley
until it
aligns
itself.
B. Jackstrut
Pulley Disassembly (See
Figure 11-6)
(1) Remove
grease fitting
and
purge plug
from
pulley (2).
(2) Place
pulley (2) face down on work bench with
jackstrut (11)
extended
horizontally.
Place blocks beneath strut to
keep
itfrom
cocking
the
self-aligning bearing.
(3) Heat
pulley
to
approximately
250" and
using
a soft mallet
gently tap
the
jackstrut on lower side to remove strut and
bearing assembly
from
pulley.
(4) Remove nut (3)
and washer
(4) from strut.
(5) Remove washer (12) and belt
(13) from bore.
(6) Place seal retainer
(8) in
Press
and
press
strut
through
bearing (5),
seal (6) and (6A and retainer.
(7) Press inner race of seal
(6A) from retainer (8)
and remove
O-ring (7).
MM-ll-9
MAINTENANCE MANUAL
C.
Cleaning
(1) The
pulley, washers, seal retainer and
jackstrut
should be
washed in a cleaning
solvent before
inspection.
(2) The seal
(6) and
(6A)
should be cleaned with a damp
lint-free cloth.
(3) Bearing (5) must be washed in clean solvent to
prevent
contamination.
D. Jackstrut
Pulley Inspection
See detailed
inspection
sheets
following.
E. Jackstrut
Pulley
Assemble
(See
Figure 11-6)
(1) Apply
STP or equivalent
to O.D. of seal (6A) and
press
seal
into retainer (8) with conical side of
seal.facing
forward.
(2) Install
O-ring (7) on seal retainer
(8).
(3) Install seal retainer (8) on jackstrut (11).
(4) Apply
STP or
equivalent
to I.D. of male half of seal (6) and
with conical side
facing aft,
install seal on
jackstrut (11).
(5) Apply
lubricant to I.D. of
bearing (5) and
press
on
jackstrut (11).
(6) Install washer (12) on bolt
(13) and
position
in bore of
jackstrut
with belt
extending through bearing (5).
(7) Install washer (4) on
bearing (5) with undercut side of
washer mounted in
bearing
bore.
(8) Install nut (3) and
torqu.e
to 300
inch-pounds.
(9) Heat driver
pulley (2) to
approximately
250".
(10) Lubricate bore of
pulley
and O.D. of
bearing (5) with STP or
equivalent.
(11) While
holding jackstrut, visually align bearing (5) with
pulley
bore and
drop
into
place.
CAIITION: Do not hammer or force
bearing
into
pulley
as
serious
damage
could result to
pulley
and
bearing.
If
bearing stops
while
only partially
into
bore,
remove by gently tapping up
on bottom side of
jacltstrut
and
repeat steps 9.
10 and 11.
MM-11-10
MAINTENANCE MANUAL
JACKSTRUT AND PULLEY ASSEMBLY INSPECTION
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13227-5
Fig
11-6 Jackstrut
Bearing
surface .0003 Not
repairable Replace strut
Item 11 1.7721 1.7715
diameter
Inspect
bond for If bond
appears
In excess of Return to Enstrom
security
around loose, insert .032 3/4" looseness Customer Service for
strut safety
wire into rebond.
loose area. Maxi-
mum depth
wire can
be inserted is 3/4"
Dents in strut f" diameter, 1/16" Not repairable Replace strut
tubing deep
maximum of one
dent
28-13212
Fig
11-6 Washer Corrosion None allowed Not
exceeding
Remove corrosion and
Item 12 15% of surface touch
up
with brush on
cad
plate
28-13319
Fig
11-6 Seal Outer race on None allowed Not repairable Replace
seal
Item 6&6A O.D. for
galling
Condition of None allowed Not
repairable Replace
seal
teflon, race and
"O"
ring (no cuts
or scratches)
Spherical
steel None allowed Not
repairable Replace
seal
ion of seal
MM-11-11
MAINTENANCE MANUAL
JACKSTRUT AND PULLEY ASSEMBLY INSPECTION
Pig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13273 Fig
11-6 Driver Bearing bore .0008 Not
repairable Replace pulley
Item 2
Pulley 3.3447
dia.
Nicks and dents None allowed 1/2" long,
Polish blend smooth
in belt
grooves
.025
deep
Depth
of
groove
.176 or less Not
wear
Concentricity
.001 TIR Not
Threaded holes No crossed or missing
Not
threads
28-13210 Fig
11-6 Washer Visual check for
Replace
if
required
Item 4 defects
22209 VAE
Fig
11-6
Bearing O.D. 3.3465 3.3459 dia. Not
Item 5
I.D. 1.7717 1.7712 dia. Not
Axial play
None allowed Not
28-13305 Fig
11-6 Seal Seal bore .005 Not
repairable Replace
retainer
Item 8 Retainer 3.065 3.069
Check for cracks None allowed Not
repairable Replace retainer
MM-ll-12
FIG. 11-6 JACKSTRUT ASSEMBLY
6
4
5
o~o
2
pPIO
q
O
aB
13
12
og
II
6A
10
o~
9 8
MAINTENANCE MANUAL
(12)
Install bolts (10) into washers
(9)
and lubricate bolt
shanks with
Lubriplate.
(13) Align
holes in seal retainer
(8) with bolt holes in
pulley
and install bolts (10).
self-aligning
bearing during handling.
(14)
Install
grease fitting
and
purge plug
in
pulley (2).
NOTE: Grease
fitting
hole has small diameter hole at
base
extending
to bottom of
bearing
bore.
Purge
plug
hole has an
equal
diameter hole
extending
to
one-half
depth
of
bearing
bore.
self-aligning
bearing during handling.
F. Jackstrut
Pulley
NOTE: To
prevent pulley misalignment
the
original
shims (1)
and (14) must be used on reinstallation.
(1) Install shims (1) on mount
flange.
(2) Carefully
install
jackstrut pulley on mount
flange:
while
aligning
belt and secure with bolts
(10).
NOTE:
Temporarily
install screwdriver
through jackstrut
support i15) and
jackstrut to
keep bearing
from
cocking.
(3) Torque
drive
pulley
bolts (10) while
alternating
sides.
(4) Safety
wire bolts in
pairs using
.041 wire.
NOTE: Do not
safety across
purge plug.
(5) Install shims (14) between
jackstrut
and
jackstrut upper
bearing adapter (15).
(6) Install four bolts and washers
through jackstrut
and
bearing
adapter.
(7) Install nuts and
torque.
(8) Remove
purge plug
and lubricate drive
pulley bearing
until
grease appears through plug
hole. See lubrication section
for
proper
lube.
(9) install
purge plug
in
puiley.
MM-ll-14
MAINTENANCE MANUAL
G.
Pulley Alignment
Procedure
NOTE: If main rotor
gearbox, engines, pulleys,
or shims
have been changed,
it is
required
to check
upper
and lower
pulley alignment using
tool T-0044.
Adjustments are made with
engine
off.
(1) Engage
clutch and
place
tool T-0044
against
aft face of
upper
or lower
pulley. Pulleys
should be
parallel
with a
maximum
gap
of .010" or less between tool and second
pulley.
(2)
If
pulleys
are parallel
but have a
gap exceeding .020,
the
shims
(1)
between fan and lower
pulley
must be
changed.
Add
shims to
bring lowerpulley
aft and remove shims to move
pulley
forward.
Repeat
this
step
until
parallel gap
is in
tolerance.
jackstrut support
:h,ac","P,,;:";,l,f) bAedtdWien~n
and jackstrut (11). Adding
shims
(3)
If
pulleys
are not
brings
lower face of
pulley
towards
engine
and subtracting
shims
brings
face aft.
11-5 DRIVE BELT (See Figure
11-7)
A. Drive Belt Condition
Problem cause
Required
Action
Cuts, damage
or Possible Remove belt and
inspect.
blisters in back
separation
of
Replace
if
plies
are
of belt fabricplies. peeling
or separating.
Fraying
on
edge
Belt out of Track belt.
of belt. track
rubbing
idler
straps.
Interference Check
upper
and lower
problem
in belt
pulley alignment,
idler
alignment. straps
and belt track.
Pieces of rib Rib
cracking.
See Belt
Inspection
section
missing.
(ref. Figure 11-7)
Belt vibration.
Large pieces
of
Replace
belt.
belt
missing
causing dynamic
unbalance
(Figure
11-7 E).
Belt roller Adjust
roller to belt.
improperly
adjusted.
NOTE: With
engine off,
engage
clutch and check for
proper rigging. Adjust
belt roller to
1/4
inch to 3/8 inch clearance between
roller and belt before
tracking
belt.
MM-ll-15
MA~NTENANCE MANUAL
A
D
B
E
C
F~
DRIVE BELT VISUAL
INSPECTION
CRITERA
FIGURE 11-7
.aa~siNAL
P10~-ll-16 nsReceive6a
ev
ATP
MAINTENANCE MANUAL
B.
Tracking
(1) Remove
upper cowling.
NOTE: See
Figure
11-8 for 1 ocation and
sequence
of
locking points
used
during
belt
tracking.
Point #1 Belt
mounting support
shaft
strap
to
pylon.
Point #2 Nut on forward end of idler shaft.
Point #3 Nut on aft end of idler shaft.
(2) Loosen bolt at
point
tl.
(3) Loosen nuts at
point
#2 and #3. Do not remove.
(4! Start
engine
and
slowly engage
rotor
system
while
observing
idler
pulley
track on belt.
(5) When clutch is
fully engaged
at
idle, use 7/8" wrench and
turn idler
support
shaft until
pulley
is tracked on belt.
NOTE: When
pulley
is tracked it will be centered on
belt.
(6)
When
pulley
is centered
tighten
bolt at
pylon strap
(point #1).
(7) Holding
idler
support
shaft with wrench, tighten
forward
idler shaft nut
(point
#2).
(8)
While
holding
idler shaft, tighten
aft nut (point ~3).
(9) Increase
engine
to 2000 RPM and check track.
(10)
If belt track is
good
at 2000
RPM, gradually
increase to
3050 RPM while
constantly watching
belt track under
increased
power.
(11) Inspect assembly
for
security
before
installing cowling.
MM-ll-17
MAINTENANCE MANUAL
42~-1C~
eolN T N O. S
ROTATE SHAFT HERE TOTRACK
POINT NO. 2
POINT NO. I
IDLER STABILIZERAND EEL
T
TRACKINGADJUSTMENT POINTS
FIGURE 11-8
MM-ll-18
MAINTENANCE MANUAL
C. Drive Belt Removal
(1) Remove
cowling.
(2) Remove
jackstrut
and
pulley assembly.
See Section 11-5
(Jackstrut Removal).
(3) Flex
coupling
is
separated
as follows
(see Figure 11-9):
Remove the
bolts, washers,
spacers,
and nuts
connecting
aft
hub of
coupling
to flex element (3).
(4) Loosen aft nut on belt roller.
(5)
Remove AN hardware
attaching
rear actuator arm to idler
support
bracket and idler
yoke.
Let actuator arm hang
in
vertical
position
on belt roller.
(6) Ease belt off the
top pulley and, with drive shaft. to one
side,
slide belt between
coupling
halves to remove.
D. Drive Belt
Inspection (See Figure 11-7)
(1) Back of Belt
The back of the belt should be examined for cuts or
damage
and blisters which
may
indicate
separation
of the fabric
plies.
The belt should be removed if there is
any damage
which
appears
to
penetrate
the fabric cover and if
any
blisters are present.
A small crack in the back of the belt at the fabric
splice
is not
significant.
The belt should be removed, however,
if
there is
any loosening
or peeling
of the fabric in the
splice area.
(2) Edges
of Belt
The
edge
of the belt should be examined for
signs
of wear.
This does not affect the belt
directly
but would indicate
that there is a tracking
or interference
problem.
There
may
be some
fraying
of the
edge
cord and this is not
significant.
The belt should be removed, however,
if an
entire cord is
beginning
to
emerge
from the belt.
The belt
edge
should also be examined for
signs
of
separation.
The belt should be removed ifthere is
any sign
of
separation or rubber from the cord.
MM-ll-19
MAINTENANCE MANUAL
1n111111117
1
O
THESE AREAS REQUIRE SHIMMIPJGTOEQC~ALLY
SPACE
FLEX ELEMENTS
FIG. 11-9 FLEX COUPLING
MM-ll-20
MAINTENANCE MANUAL
(3)
Belt Rib Surface
Rib
cracking
is a normal occurrence on this belt and is
caused
primarily by
the reverse bend idler. The cracks
normally
extend to the base of the rib and
go
no further.
Numerous cracks of this
type
are not
significant.
The belt
should be examined for cracks which have extended below the
base of the ribs and,
if this has occurred,
the belt should
be removed. This is
very important
if the cracks extend to
the cord line and the cord.is
exposed
when the crack is
opened.
Loss of small
pieces
of rib section
may accompany
the rib
cracking.
This is
normally
a random occurrence.
The belt
should be
replaced
if there is a loss of three or more
adjacent
ribs for a
length
of two inches or more. The belt
should be
replaced
if there is
any piece
of rib
missing
which is of sufficient
depth
to leave the cord
exposed.
NOTE: Do not reverse belt to
perform
this
inspection.
Unnecessary damage may
result.
(4)
The belt should be
replaced:
(a) Whenever it has been determined that cord failure
exists.
(b) Whenever
edge damage goes beyond
the first "V"
groove.
(c) When
missing pieces
of the "V"
areabecome
large enough
to cause vibration in the drive
system.
(d) When time since installation has reached 48 months.
(5) Reference:
Photographs A,
B and C are
examples
of
serviceable belts (see Figure 11-7).
Reference:
Photographs D,
E and F are examples
of
unserviceable belts which should be
replaced
(see Figure 11-7).
E. Drive Belt Installation
(1) Slide the belt between the drive shaft and forward
coupling
half and ease belt on top
of the
upper pulley.
(2) Pivot rear actuator arm back into
position
and install
mounting
hardware.
(3) Install nut and cotter
pin
on inboard bolt of actuator arm.
(4) Torque
and
safety
wire outboard bolts to
yoke.
MM-ll-21
2
a,
10
FIG. 11-10
UPPER
CLUTCHAND
PULLEY
ASSEMBLY
MAINTENANCE MANUAL
(5) Flex
Coupling
Proceed as follows
(see Figure 11-9):
(a) Align
aft
coupling
hub with flex element. With curved
side of
spacers
(2) against
flex element, install
mounting
hardware.
NOTE: Washers
may
be used between
spacers
(2)
and
coupling
hubs to
align
and center the flex
elements.
(b) Torque coupling
hub bolts.
(6) Install
jackstrut
and
pulley assembly.
See Section 11-5
(Jackstrut Installation).
(7) Engage
clutch and check
rigging.
See Section 11-1 (Clutch
Control
Rigging).
(8) Adjust
belt roller to 1/4 inch to 3/8 inch clearance between
belt surface and roller.
(9) Track idler
pulley
to drive belt. See Section 11-6 6
(Tracking Procedure).
(10) Inspect
entire belt drive
system
and install
cowling.
11-6 MAIN ROTOR GEARBOX
A. General
Description
The main rotor
gearbox
is a 90" drive unit
powered
from the
engine by a belt drive
system.
The internal
ring gear
and
pinion
are machined to
precision
tol erances heat treated and
shotpeened
to
provide
maximum life. Because of the
high
contact
ratio which can be obtained
by
the
spiral angle gear,
the
overlap
of contact contributes to smooth and
quiet operation.
A wet
sump
splash system
is utilized to
provide adequate
lubrication to the
ring
and
pinion gears.
This eliminates the need for a
gear-driven
oil
pump.
A
magnetic chip
detector is located in the
sump,
and can be removed to
inspect
for metallic
particles.
An
oil
temperature sensor is also mounted in the bottom of the
gearbox,
and is connected to a
gearbox temperature gauge
on the
instrument
panel.
A
sight gauge
is located on the lower
right
hand side of the
gearbox
to check the oil level. The
gearbox
incorporates an overrunning
clutch in the
upper pulley assembly
which is mounted on the
pinion
shaft. The
overrunning
clutch
unit
provides a disconnect from the
engine
in the event of a
power
failure and
permits
the main and tail rotors to rotate in
order to
accomplish
safe autorotative
landings.
MM-ll-23
MAINTENANCE MANUAL
B. Gearbox Removal
(1) Remove the main rotor blades.
(2) Drain fuel and remove fuel tanks.
(3)
Remove
wraparound cowling.
(4) Remove bulkhead that crosses over
gearbox pinion area.
(5) Remove
baggage
box. See Section
8, Structure,
for
baggage
box removal.
(6) Disconnect lateral and longitudinal push-pull
rods from
lower
swashplate.
(7) Remove
fiberglass cover inside cabin and disconnect
collective
push-pull
rod (3) from collective
walking
beam.
(8) Disconnect
temperature probe adapter (4) from
fitting
on
bottom of
gearbox.
(9) Remove
jackstrut
and
pulley,
idler
assembly,
and drive belt
from
gearbox.
(10) Remove main rotor hub
assembly.
See Section 9-1-B for hub
removal
procedures.
NOTE: If
gearbox
hoist tool T-O017 is not available,
the
gearbox can be removed
by leaving
mast nut secured
and
lifting
hub and
gearbox as a unit
using sling
T-OO11.
Complete
the
following steps
before
removal.
(11) Remove mount bolts from
gearbox (4 places).
NOTE: A 7/16" wrench (12 point)
will have to be
ground
thinner for installation on the aft left
gearbox
mount bolt.
(12) Install tool T-O017 on
upper
end of mast.
(13) Using a hoist, carefully
lift
gearbox
from
pylon
mount.
NOTE For swashpl
a;te removal see Section 12,
Fl i
ght
Controls.
NOTE: Gearboxes
being
returned for overhaul should
include the
pinion
half of the driveshaft
coupling.
MM-ll-24
MAINTENANCE MANUAL
C. Gearbox Installation
(1) Install main rotor hub on gearbox.
See Section 9-1-B for
hub installation
procedure.
CAUTION: Hub must be installed with index marks on Spline
adapters aligned
to
properly phased spine on rotor
shaft, or serious
flight
control
problems
will
result.
(2)
Install
push-pull
rods and
swashplates
if
required.
See
Section
12, Flight Controls, for
swashplate
installation
procedures.
(3) Secure collective
walking
beam to
swashplate
and center
pivot point
on gearbox. Torque
bolts.
NOTE: Pivot bolts at
walking beam-swashplate
connection
are safety
wired with .032 wire.
(4) Using sling T-O011,
lift
gearbox
into
position
on pylon.
(5)
Install
gearbox
mount hardware
(4 places). Torque
bolts.
NOTE: Gearbox mount bolt
torque
is 190-200 in-lbs.
Torque
seal should be
applied
to the installed
hardware for
slippage
indication.
NOTE: NEW hardware must be used when
re-installing
a
main rotor
gearbox,
as the
self-locking
feature of
the recommended nuts
precludes re-use.
(6) Install
jackstrut
and
pulley assembly,
idler
assembly,
and
drive belt.
(7)
Connect
temperature probe adapter
to
fitting
on bottom of
gearbox.
(8) Connect collective
push-pull
rod to collective
walking
beam.
Install
fiberglass
cover.
(9) Connect lateral and
longitudinal push-pull
rods (1 2)
to
lower
swashplate.
See
Figure
12-20 of Section 12 for
correct hardware installation.
(10) Install
baggage
box. See Section
8, Structure,
for
baggage
box installation.
(11)
Install bulkhead over gearbox pinion area.
(12) Install fuel tanks and connect fuel lines.
MM-ll-25
MAINTENANCE MANUAL
(13) Service
gearbox
with oil. See Section 5, Servicing
and
General
Maintenance,
fo~
approved
oil and
quantity required.
(14) Check all connections for
security.
(15) Install main rotor blades.
(16)
Track drive belt. See Sections 11-5-8 and
11-6-8,
Belt
Drive
System,
for installation and
tracking procedure.
(17) Install
wraparound cowling.
(18) Complete
the
"Preflight
Control
System
Check" in
Section
12, Flight
Controls.
(19) Track main rotor blades. See Section 12, Flight Controls,
for
tracking procedure.
11-7 OVERRUNNING CLUTCH PULLEY ASSEMBLY
A. Clutch and
Pulley Troubleshooting
Problem Cause
Required
Action
Rotor
engine Overrunning Replace
clutch.
rpm
needles do clutch
lockup.
not
split
when
power
is cut
back.
Erraticneedle Clutch
slipping. Replace
clutch.
movement Internal clutch
engine
tach malfunction.
seems to climb.
Worn
pulley Replace
clutch.
grooves.
Clutch end
play
Internal wear
Replace
clutch.
exceeding
of clutch.
.050 inch.
Excessive noise Internal wear.
Replace
clutch.
on run-down.
Upper pulley
Clutch faces
Replace
clutch.
TIR
exceeding
worn from loss
.009 inch. of
pinion
nut
Check while
torque.
holding pulley
stationary
and NOTE: If excessive TIR still exists after
rotating replacing clutch, the
problem
could
gearbox
be internal wear in main rotor
with clutch
Searbox.
Gearbox should be
disengaged.
returned to
factory or authorized
overhaul
facility
for
inspection.
MM-ll-26
MAINTENANCE MANUAL
B. Clutch
Servicing Inspection
CAUTION: Before
servicing,
determine the
type
of oil
previously
used. If unable to determine,
it is recommended that
the clutch be
drained, purged
with kerosene and then
serviced
per
instructions. Clutches
leaving
the
factory
have been serviced with Aeroshell 500 Turbine
Oil. See lubrication chart for brand names of other
approved
oil.
(1) Servicing
Procedure
(a) Rotate clutch until two bolts are in horizontal
position
and third bolt is above.
(b) Remove
top
bolt and one side bolt. If clutch is
properly
serviced oil will
seep
from the side hole.
(c)
Add oil
using
a spring type
oiler
through
the
top
hole
until a
positive
stream of oil comes from side hole.
NOTE: Because of location of the drilled oil
passage
it is
possible
for the
sprags
to
partially
block the hole so that the clutch
will take oil
very slowly.
(d) Rotate hole
slightly
above horizontal
position
and
refill. Install bolts in fillerholes.
(2) Overrunning
Clutch
Inspection
NOTE: The total fluid amount in this unit is less than
one ounce,
a
significant portion
of which can be
lost
very quickly through
a leaking
seal. The
clutch area should be looked at
frequently
to
determine if
any
leaks exist.
(a) Monitor oil level
(servicing).
(b)
If clutch has been
subjected
to
rapid or instantaneous
rotor
engagements
or loss of oil is
suspected,
follow
steps
below:
1 Rotate the
upper pulley
in reverse direction
by
hand to check for
roughness or noise. If
abnormality
is
detected,
unit should be
replaced.
2 Maximum clutch axial
play
is .050 inch.
3 If clutch is serviceable but has a leaking seal,
replacement
seals can be ordered from Enstrom
Customer Service.
MM-ll-27
MAINTENANCE MANUAL
4 Service clutch.
5 Ground run
helicopter
until normal
operating
temperatures
~re reached.
6 Increase
power
until
helicopter
is
light.on
skids.
Split
needles and allow rotor RPM to
drop
to 200.
Re-engage normally
and
repeat
a minimum of three
times, observing
clutch
response.
7 If all functions are normal, inspect
for
leakage
and
proper
oil level before
returning helicopter
to service.
C. Clutch
Pulley
Removal
(1) Remove
cowling.
(2) Remove
jackstrut
and
pulley assembly.
See Section 11-5
(Jackstrut Removal).
(3) Separate coupling
halves on forward end of drive shaft.
(a) Flex
Coupling
Remove the two bolts
connecting
forward
coupling
hub to flex element. See
Figure
11-9. Remove
forward
taper pin
from
coupling
hub and
pinion.
Remove
coupling
hub.
(4) Remove tach drive cover and
O-rings.
(5)
Remove bolts from forward
pillow
block. Push drive shaft to
one side so
right
side hole in
pillow
block
aligns
with left
side mount hole in the tail cone and install a bolt to hold
drive shaft to one side.
NOTE: The F-28F models are
equipped
with a strobe
mounted over the drive shaft. When
pushing
the
drive shaft to one side, protect
it from
rubbing
side of strobe mount.
(6)
Remove drive belt.
See
Figure
11-10 for
Steps
7
through
15.
(7) Gently tap
a drift between lock washer (1) and lock nut (2)
while
alternating
sides to remove washer.
CAUTION: Use extreme caution when
tapping
drift so it does
not hit the
pinion
threads. Severe
unrepairable
damage can occur to
pinion
if threads are rolled
over or
missing.
MM-ll-28
MAINTENANCE MANUAL
UPPER JACKSTRUT BEARING REMOVAL
FIGURE 11-11
CLUTCH AND UPPER PULLEY REMOVAL
FIGURE 11-12
ORIGI NAL.
MM-ll-29
89 Receiwed
By
ATP
MAINTENANCE MANUAL
(8) Install
special
tool T-0053 on the
pinion
lock nut (2).
With tool attached to a 3/4" drive extension, hold flush
against
nut.
(9) Using a steel drift and
hammer, tap against
side of tool
turning
lock nut (2).
(10) Remove nut.
(11) Install tool 1-0114 in end of
pinion.
(12) Install a two-jawpuller
with
jaws attaching
behind
face
of
adjustable
shaft located in end of
tool T-O114. See
Figure
11-11. Hold
jaws together
with "C"
clamp.
(13) Pull
bearing housing
to remove from
pinion.
(14) Slide clutch and
pulley assembly
off of
pinion.
NOTE: If clutch will not slide
off,
install tool T-O114
back in end of
pinion.
Place
jaws
of
puller
in
groove
of clutch. See
Figure
11-12.
Clamp
in
place
and
pull
clutch and
pulley assembly
from
pinion.
(15) Remove
key (12) from
pinion.
If
key was shimmed on
assembly, save shim.
D.
(1) Clutch
Pulley Disassembly (See Figure 11-10)
(a) Remove nuts (11)
from bolts
(7).
(b)
Remove bolts and washers (8).
(C)
C1UtChHeat
plllgley
(10) to
approximately
250" and remove
(2) Jackstrut
Bearing Housing Assembly Disassembly
(See Figure 11-10)
(a) Remove
snap ring (3).
(b) Heat
bearing housing (6) to 2500 and
gently tap bearing
(5) from
housing.
(c) Press
bearing adapter (4) from
bearing (5).
MM-ll-3O
MAINTENANCE MANUAL
E.
Cleaning
(1) Clutch If clutch is determined
serviceable,
wash O.D. with
kerosene toluol or
equ
i valent cleani
ng
sol vent. Avoid
using
excessive solvent in seal area. DO NOT VAPOR
degrease
clutch as
damage
could result to seal.
(2) Upper
Jackstrut
Bearing Carefully remove seals from both
sides of
bearing.
Wash and flush old
grease
from
bearing
using
fresh
cleaning solvent, kerosene, toluol or
vapor
degrease. Apply a light
oil
(1O-W) to
bearing
and
spin
bearing by
hand to determine if it is serviceable.
Bearing
should rotate smooth with no ratchety
feel i
ng.
See
lubrication section for
required
intervals and
grease
to
repack bearing.
Install seals. Assembl ies with
g
rease
fittings require
that shields be
replaced.
(3)
All other
parts may
be cleaned with kerosene,
toluol or
equivalent solvent, or
vapor degreased
before
inspection.
F.
Inspection
See detailed sheets.
G.
(1)
Clutch
Pulley Assembly
(a)
Heat
pulley (10) to
approximately
250".
(b) Apply
STP or
equivalent
lubricant to bore of
Using
two bolts
(7)
for
alignment, drop
clutchinto
pulley.
NOTE: Remove one of the
servicing
bolts in the
clutch to allowclutch oil to
seep
from hole.
Heat
expansion causing
internal
pressure
could cause
damage
to seal if bolt is not
removed. Allow clutch and
pulley
to cool
before
servicing.
(c) Install
servicing
bolt back into clutch.
(d) Install bolts (7) thru washers
(8) and
through
clutch
and
pulley.
(e) Install washers (8) and nuts (11) on bolts.
(f) Torque nuts, alternating
sides
during torque process.
(g)
Service clutch. See Clutch
Servicing.
MM-ll-31
MAINTENANCE MANUAL
(2)
JatkStTUt
Bearing Housing Assembly
(a) Press
bearing adapter (4)
into
bearing (5).
(bj Heat
bearing housing ~6) to
approximately
250".
(c) Lubricate O.D. of
bearing (5) and
drop
into
housing
(6).
The
adapter (4)
should be
facing
aft toward
housing
mount area.
(d) Install
snap ring (3) into
housing.
H. Installation clutch and
pulley assy.
(See Figure 11-10)
(1)
Before
installing key (12)
into
pinion,
check to see that
key
slides
freely through
the
keyway
in the clutch. If it
does not slide
through,
the
key
must be filed
slightly
on
one side to allow
proper
fit. A clearance of .0005 to .001
inch between
key
and clutch
keyway
is
required.
If
key
is
loose in
pinion keyway, proceed
to (a) thru (e) below.
(a) Install
key
in
pinion
and
using
a feeler
gauge,
measure
the
gap
between side of
key
and
pinion key way.
(b) Divide measurement in half to
get
the thickness of
stainless steel shim stock
required.
(c)
Cut shim 2"
long
and la" wide.
(d) Wrap
shim around
key and,
with chamfered side of
key
down, tap key
and shim into
pinion keyway.
(e) Using
a razor knife,
trim shim stock
along
sides of
key
flush with
pinion. Key
must be secure in
pinion.
(2) Apply
anti-seize
compound
to the bore of the clutch
(9)
and
slide clutch and
pulley assembly
on the
pinion.
(3)
Heat the inner race of
upper jackstrut bearing adapter
and
slide the
bearing housing assembly
on the
pinion
until it is
flush
against
clutch.
(4)
Install tool T-1575. The
long
arm on this tool slides into
forward end of
pulley
and the short arm hooks under the
idler arm mount to
hold.pinion
from
rotating
when
applying
torque
to
pinion
nut
(2).
(5)
Install nut
(2) on
pinion
and
torque
nut to 175 ft. lbs.
using
tool T-0O53.
NOTE: Nut should be rechecked after 25 hours of service
and at 100 hour intervals thereafter.
#2 Rev.
11/18/88
MM-ll-32
MAINTENANCE MANUAL
UPPER CLUTCH PULLEY ASSEMBLY
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13271
Fig
11-10 Driven Bore 4.2490 .0003 Not
Item 10
Pulley
4.2495 diameter
Concentricity
.001 TIR Not
Nicks and
gouges
None allowed 1/4" long,
Polish and blend
in belt
grooves
.025
deep
smooth
Depth
of
groove
.176 or less Not
28-13401-2
Fig
11-10 Clutch O.D. 4.2500 .0002 Not repairable Replace
clutch
Item 9 4.2490 diameter
Inner race axial .050 inch Not
repairable Replace
clutch
play tend play)
Inner race faces .0005 TIR Not
repairable Replace
clutch
perpendicular
to
bore
Bore 1.564 .0003 Not
repairable Replace
clutch
1.563 dia.
Seal
leakage
None allowed None allowed
Replace
seal
Oil level Service
per
Item 7-B
Inner race None allowed Can be rebuilt Return to Enstrom
rotation to be
factory
for
smooth with no evaluation
noise or roughness
SLN 3045
Fig
11-10 Nut Threads (no None allowed Not
Item 2 rolled or missing
threads)
Tightening
tabs None allowed Not
(not rounded or
bent)
MM-ll-33
MAINTENANCE MANUAL
UPPER CLUTCH AND PULLEY ASSEMBLY Contd.
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
SLW 3045
Fig
11-10 Washer
Locking
tabs not None allowed Not
repairable Replace
washer
Item 1 bent or broken
28-13142
Fig
11-10
Key
Width .3105 .001 Not
repairable Replace key
Item 12 .3125
No visible wear None allowed Not
repairable Replace key
on side of
key
99608X3B
Fig
11-10
Bearing Roughness,
None allowed Not
Item 6
spalling, pits
or corrosion
28-13125
Fig
11-10
Bearing
Cracks No cracks Not
Item 6
Adaptor
Nicks scratches .025 .030 depth
Blend out smooth
3.5434
Bore I.D.
~28
001 Not repairable Replace adaptor
28-13129
Fig
11-10
Bushing Fretting wear None allowed Not
Item 4 on end surfaces
1.3125
Bore I.D.
-~gTm
.0005 Not
1.5745
o.o.
-~YW
.0005 Not
MM-ll-34
MAINTENANCE MANUAL
(6)
Use a
piece
of aluminum
tubing
with 1-1/4" to 1-3/8" I.D. to
align
lock washer (1) on
pinion
and
tap
the lock washer into
place
with tabs
locking over nut.
(7) Install drive belt over
upper pulley.
(8) Return forward
pillow
block to
original position
and install
bolts. Use the same shims as originally
installed under
block.
(9) Install
O-rings
and tach drive cover.
(10) Connect
coupling
halves:
(a)
Flex
Coupling
1 Install
coupling
hub into
pinion
and install
taper
pin.
Install washer, nut and
torque.
2
Align
forward
coupling
hub with flex element. See
Figure
11-9. With curved side of
spacers
(2)
against
flex
element, install
mounting
hardware.
NOTE: Washers
may
be used between
spacers
(2)
and
coupling
hubs to
align
and center
the flex elements.
S
Torque coupling
hub bolts.
(11) Install
jackstrut assembly.
See Section 11-6 (Jackstrut
Installation).
(12) Check clutch control
rigging.
See Section 11-1
(Rigging
Procedure).
(13) Track idler
pulley
on drive belt. See Section 11-5-B
(Tracking Procedure).
(14) Inspect
entire drive
system
and
replace cowling.
MM-1l-35
MAINTENANCE MANUAL
11-8 IDLER PULLEY ASSEMBLY
A. Idler
Assembly Troubleshooting
Problem Cause
Required
Action
End
play
in
Wornbearings, Replace bearings.
roller
assembly.
Excessive belt
Improperly Adjust
roller to a 3/8
inch
vibration at ad3usted
~elt
gap
between belt and
low
power
roller. rollerwith clutch
e?gaged.
settings.
Play
in idler Worn dilite
Replace bushings.
actuator arm. bushings.
Play
in Worn oilite
Replace bushings.
over-center
bushings
in
bellcrank. bellcrank.
Worn rod end.
Replace
rod end.
Idler
pulley Ratchety
idler
Replace bearings.
rotates
by bearings.
hand.
Over-center
Improper
Check
rigging.
bellcrank not
rigging.
parallel
to
shaft with
clutch
engaged.
MM-ll-36
MAINTENANCE MANUAL
(7
)5
13
(3
d
r
12
12
13
14
FIGURE 11-13
BE LT TET\ISIOT\J STRAPS
10
ROLLER ASSEMBLY
8
9
MM-ll-37
MAINTENANCE: MANUAL
B. Idler
Pulley
Removal
(1) Remove
cowling.
(2) Remove
jackstrut assembly.
See Section 11-5 (Jackstrut
Removal).
(3) Disconnect actuator arm (10) from aft side of idler
pulley
assembly.
See
Figure
11-13.
(4) Disconnect
coupling
and remove drive belt. See
Section 11-5-0 (Drive Belt Removal).
(5)
Disconnect idler
assembly
rod end (21) from over-center
bellcrank. See
Figure 11-16).
(6) Remove
support strap
between
pylon
mount and idler
support
arm. See
Figure
11-8.
(7) Remove idler
assembly.
C.
(1) Remove shaft (18), nut (17) and washer (16) from
yoke (15).
(2)
If rod end needs
replacing,
cut
safety
wire and break
torque
on nut (17).
(3) Remove bolts
attaching
actuator arm (10) to
pulley yoke (8).
(4) Remo~e
spacers
(9)
from actuator arms (10).
(5) Remove nuts (14) and washers
(13) from roller
assembly (11).
(6)
Remove bolts
attaching
actuator arms (10) to
yoke (15).
(7) Slide actuator arms frdm roller
assembly (11) and remove
washers (13) and
spacers
(12).
NOTE:
Steps
8
through
14 disassemble idler
pulley
and
yoke assembly.
See
Figure
11-14.
(8) Remove cotter
pin
and nut (6) from shaft (1).
(9)
Remove
spacer
(5) from shaft.
(10) Remove
snap rings (2) from
yoke (8).
(11)
Install tool T-0029B
against bearing (3) with head of
shaft (1) inside tool.
MM-ll-38
MAINTENANCE MANUAL
8
2
4
FIG. 11-14 IDLER PULLEY AND YOKE ASSEMBLY
MM-ll-39
MAINTENANCE MANUAL
26
24
27
25
26
~I
FIG. 1 1-15
BE LT ROLLER ASSEMBLY
MM-ll-40
MAINTENANCE MANUAL
(12) Place
pulley assembly
in arbor
press
and
using
tool T-0029A
against
threaded end of shaft
(1) press
shaft
through
bearings
and
pulley.
Remove shaft.
NOTE: Hold tool T-0029A in
bearings
and
pulley
to
keep
pulley
from
falling
out of
yoke.
(13) Place
assembly
on bench and remove tool T-O029A. Remove
pulley
(7) and
spacers
(4).
(14) Heat
pulley yoke (8) to
approximately
250" and
gently tap
bearings (3) out.
NOTE:
Steps
15
through
18 disassemble roller
assembly.
See
Figure
11-15.
(15) Using
a
plasticmallet, tap
end of shaft (28) to remove
bearing (26)
from one end of
roller.
(16)
Reinstall shaft (28) in
opposite bearing
and
tap
to remove.
(17)
Remove shaft
(28) and
spacer
(27). Save shims
(29) located
behind
bearing
for
reassembly.
(18) Press
bearings (26) from
bearing housings (25).
D.
Cleaning
(1) Idler
Pulley Bearings Carefully
remove seals from both
sides of
bearing.
Wash and flush old
grease
from
bearing
using
fresh
cleaning solvent, kerosene,
toluol or
vapor
degrea
se
Apply a
light
oil (10-W) to
bearing
and
spin
bearing by
hand to determine if it is serviceable.
Bearing
should rotate smooth with no ratchety feeling.
See
lubrication section for
required
intervals and
grease
to
repack bearing.
Install seals.
(2) Roller
Assembly
Do not kerosene roller
assembly
into
cleaning
solvent as a unit. Clean outer surfaces of roller
with
cleaning
brush and solvent. If unit is
disassembled,
clean
bearings
in fresh
cleaning
solvent and
repeat step
(1).
(3)
All other
parts
of idler
assembly may
be cleaned in
kerosene tol uol or
vapor deg
reased B1 ow
dry
wi th
compressed
air.
MM-ll-41
MAINTENANCE MANUAL
IDLER PULLEY AND YOKE ASSEMBLY
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13230
Fig
11-14 Shaft
Bearing
surface .0002 Not
repairable Replace
shaft
Item 1 .5908 .5903
diameter
Concentricity .001 TIR Not
repairable Replace
shaft
Threads No crossed Not
repairable Replace
shaft
or rolled threads
N5000-137-M
Fig
11-14
Snap Spring
Visual flatness None allowed Not
repairable Replace snap ring
Item 2 check
.0000
202-SZZ
Fig
11-14
Bearing Beari;ng
0.0. 1.3780
_ .0005
Not repairable Replace bearing
Item 3
.0000
Bearing
I.D. .5906 Not
-.0003
Rotate (no None allowed Mot
ratchety feeling)
Hours Limited None allowed Replace bearing
life
bearing
600
hours
=8-13233
Fig
11-14
Spacer
Width .250 .003 Not
Item 4
28-13234
Fig
11-14
Spacer
Width .125 .005 Not
MM-ll-42
MAINTENANCE MANUAL
IDLER PULLEY AND YOKE ASSEMBLY Contd.
Fig.
Serviceable Repair
28-13229 Fig
11-14 Idler Shaft bore .0002 Not
Item 7 Pullev .5908 .5898
diameter
Shaft bore .001 TIR Not
to O.D.
concentricity
Belt wear in .020 deep
Maximum .040 Return to Enstrom
O.D. deep
Customer Service for
possible repair
28-13292 Fig
11-14
Pulley
Yoke Bearing
bore .0002 Not
repairable Replace yoke
Item 8 1.3781 1.3786
diameter
Nicks scratches None allowed Maximum .008 Polish to remove. Area
deep
to be finished with
#180
emery
cloth.
Brass
bushing
.0005 Not
and
bore .627 .628
line ream to size
diameter
Actuator arm None allowed Not
mount hole
.250 .251 dia.
MM-li-43
MAINTENANCE MANUAL
IDLER ACTUATOR STRAPS AND ROLLER ASSEMBLY
Pig. Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-132008-11
Fig
11-13
Spacer Length
.350-.353 .0005 Not
Item 9
Bore .250-.254 .0005 Not
diameter
Ends
perpendicu-
None allowed Not
lar to bore
within .001
28-13318-3
Fig
11-13 Actuator
Inspect
for belt None allowed Not
repairable Replace arm
Item 10 Arm wear on side of
arm
Slot width .003 Not
.380+ .010
Notch worn in .015
deep
Not
roller slot
Brass
bushing .001 Not
bore .3755-.3765
28-13245
Fig
11-13 Roller
Bearings
Rotate None allowed Not
repairable Replace bearings
Item 11
Assembly
free with no
ratchety feeling
Shaft No end None allowed .030 end
play
Disassemble and shim
play to preload bearings
MM-ll-44
MAINTENANCE MANUAL
IDLER ACTUATOR STRAPS AND ROLLER ASSEMBLY Contd.
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13245
Fig
11-15 Roller Shaft threads None allowed Not
repairable Replace
shaft
(continued) Item II
Assembly (no crossed or
SEE DETAILS FIGURE 11-15
missing threads)
.000
28-13278
Fig
11-13
Spacer Lgth..260
_ .005
NO"e allowed Not
Item 12
O.D. .62 .015 None allowed Not
I.D. .472
005
None allowed Not
-.000
28-13299
Fig
11-13 Yoke Shaft threads None allowed Not
Item 15 (no crossed or
missing threads)
Bolt holes .191 .005 Not
diameter
28-132005-11
Fig
11-13 Shaft Threads I.D. None allowed Not
repairable Replace
shaft
Item 18 O.D. No crossed
or missing
threads
MM-ll-45
MAINTENANCE MANUAL
UPPER BELLCRANK ASSEMBLY
Fig.
Serviceable Repair
MXJKR-8R or Fig
11-16 Rod End Threads None allowed Not
repairable Replace
rod end
01-691-08 Item 21 (no crossed or
missing threads)
MXJKR-8R or Fig
11-16 Rod end Axial
play
of .007 clearance Not repairable Replace
rod end
01-691-08 Item 21 swivel ball
28-132009-11 Fig
11-16
Spacer
Bore .500 .505 None allowed Not
Item 22
Width .090 .005 Not
28-132006-11 Fig
ii-16
Spacer Lgth.
.765-. T85 None allowed Not
repa-i--rab~e :Replace spacer
Item 23
O.D. .4990-.4995 .0003 Not repairable Replace spacer
MM-ll-46
MAINTENANCE MANUAL
IDLER ROLLER ASSEFIBLY
Fig.
Serviceable
Repair
Part No. Item No.
_~
Part Name
Inspect
Limits Limits
Repair or Action
28-13297
Fig
11-15 Roller End
cap
bore None allowed Not
repairable Replace
roller
Item 24 1.8115-1.8120 dia.
Nicks scratches None allowed .005
deep
Polish to remove
in O.D.
28-13296
Fig
11-15 End
Cap
O.D. 1.8120 None allowed Not
repairable Replace
end
cap
Bearing
bore None allowed Not
repairable Replace
end
cap
1.2591 1.2586
diameter
Tube bore 1.004 .0005 Not
repairable Replace
end
cap
1.006 diameter
.0000
201P
Fig
11-15
Bearing Bore.4724
_
.0003
None allowed Not
Item 26
+.0000
O.D. 1.2598
-.0005
None allowed Not
Check
bearing
for None allowed Not
smooth rotation
(no ratchety
feeling)
28-13248
Fig
11-15 Sleeve
Length
5.525 t .005 Not
Item 27
MM-ll-47
MAINTENANCE MANUAL
IDLER ROLLER ASSEMBLY Contd.
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13246
Fig
11-15 Shaft
Bearing
surface .0003 Not
repairable Replace
shaft
Item 28 .469 .471
Threads (no None allowed Not
repairable Replace
shaft
crossed or miss-
ing threads)
All radii to be None allowed Not
repairable Replace
shaft
free of nicks
and scratches
MM-ll-48
MAINTENANCE MANUAL
F. Roller
Assembly
(1) Press
bearings (26)
into end
caps
(25).
(2)
Press one end
cap
(25)
into roller
(24).
(3) Install tube (27) into I.D. of roller and
align
into end
cap
(25).
(4) Install shaft (28) into roller and
bearing (26).
(5) Press
opposite
end
cap
into roller.
(6)
While
holding
roller
(24) stationary
in vertical
position,
install dial indicator on end of shaft (28) and move shaft
up
and down to check end
play.
NOTE:
Shimming
is
required
to remove end
play
and
preload bearings.
Shaft end
play
measurement
plus
.002
equals
shims
required.
Example:
End
play
.022 .002 .024 (shims
required).
(7) Using
a
plastic mallet, tap
end of shaft (28) to remove
bearing (26).
(8) Reinstall shims (29) on
bearing
surface of shaft (28).
(9) Press
bearing (26) into end
cap
(25).
(10) Rotate shaft (28).
The inner race of
bearings (26)
should
rotate with shaft and no end
play
should exist.
NOTE: If inner race of
bearing
does not turn with shaft
or if end
play
still
exists,
there is not
enough
preload
on bearings.
Install additional shims as
required.
Recheck
assembly.
G. Idler
Pulley Assembly
(1) Spray bearing
bores of
yoke (8) and O.D. of
bearings (3)
with Loctite
primer.
(2)
Heat
bearing
area of
yoke (8) to
approximately
250".
Apply
a small amount of
Type
A Loctite to O.D. of
bearing (3)
and
install into
yoke (8). Repeat
on
opposite bearing.
~3) Place
spacers
(4) and
pulley (7) in
yoke.
NOTE: Small end of
spacer
faces
against bearings (3).
14)
Install tool T-OO29A
through bearings (3),
spacers
(4)
and
pulley (7).
MM-ll-49
MAINTENANCE MANUAL
~kd
22
23
22
FIG.
11-16
21
NOTE: Alternate rod end without
locking key
uses (19)
~IP
flat lock plate
bent over
flats of nut and rod.
19
IDLER BELL CRANK ASSEMBLY
MM-lli50
MAINTENANCE MANUAL
(5)
Place tool T-0029A-1
against
aft
bearing (3) and install in
press
while
holding
tool T-0O29A and
pulley
in
place.
NOTE: Tool T-0O29A is used for
alignment
and will be
pressed
out while
pressing
shaft
(1)
in.
(6) Apply lubricant,
STP or
equivalent
to
bearing
surface of
shaft
(1)
and
carefully press through bearings
and
pulley.
NOTE: Shaft (1) should be installedwith threaded end
facing
aft when installed on
helicopter.
(7) Remove from
press
and install
retaining rings (2)
in
bearing
bores.
(8) Install
spacer
(5) on threaded end of shaft
(1)
with chamfer
facing
inboard.
(9) Install nut (6). Torque
nut 290-410 inch Ibs.
(10)
Install cotter
pin through
nut. See
Figure
11-14.
(11)
Install
spacers
(12)
and
Harper
washers (13) on roller
assembly (11).
See
Figure
11-13.
(12)
Install actuator arms (10) on roller
assembly (11) against
inboard
Harper
washers (13).
NOTE: Actuator arms are to be installed with
flange
of
oilite
bushing facing
outboard. The roller
assembly (11) is installed with
grease fitting
end
of roller
facing
aft as installed on helicopter.
(13)
Install outboard
Harper
washers (13) and nuts (14) on
roller.
Tighten
nuts
finger tight.
(14)
Place
yoke (15) between actuator arms (10) and install mount
bolts in each end.
Tighten finger tight.
(15)
Install
bushings (9)
into oilite
bushings
of actuator arms.
(16) Connect actuator arms to
pulley yoke (8) with
pivot
mount
bolt and
Harper
washer.
NOTE: Head of AN bolt and
Harper
washer are installed
from inboard side of actuator arms. Place
AN washer and nut on outboard end of bolt.
(17) Torque
hardware
mounting
forward actuator arm (10) to
yoke (15).
NOTE: Do not
tighten
hardware
mounting
the aft actuator
am as itmust be removed to install drive belt.
MM-ll-51
MAINTENANGE MANUAL
(18)
Install cotter
pin
in forward actuator arm pivot
bolt.
(19) Sa~fety
wire two of the three mount bolts
attaching
forward
actuator arm to
yoke (15) with .032 wire.
(20)
Install
locking key (19) into nut (20) and into slot on rod
end (21). See
Figure
11-16.
(21)
Turn rod end (21) into shaft until measurement from end of
shaft to centerline of rod end ball is 6.75 inches.
(22) Torque jam
nut and
safety
wire
locking key
to
jam nut. See
Figure
11-13.
(23) Install nut (17) and washer (16) on shaft (18).
(24) Apply Lubriplate
to threads of shaft
(18) and turn into
yoke (15) until
approximately 1/2" of threads extend
beyond
jam nut.
H. Installation of Idler Yoke and Ter;sion
Assemblies
(1) Install
spacer
with chamfer forward on idler
support
shaft.
(2)
Slide idler
pulley assembly on idler
support
shaft.
(3)
Install idler
support strap (8) between idler shaft and
pylon.
Install
mounting
hardware at
points
#1 and At3 and
partially tighten.
See
Figure
11-8.
(4)
Install
spacer
(22) in rod end
(21) and
place spacers
(22)
on each side of rod end. See
Figure
11-16.
(5)
Insert rod end with
spacers
into over-center bellcrank and
install mount hardware, partially tighten, torque
after belt
tension is
rigged.
(6)
Remove aft actuator arm and install drive belt on
upper
pulley.
See Item 6-E(Drive Belt Installation).
(7)
Place actuator arm back in
position on idler
pulley assembly
and roller. Install
mounting
hardware.
Torque pivot
bolt
and install cotter
pin.
(8) Torque
bolts which attach actuator arm to
yoke
and
safety
wire with .032 wire.
(9)
Install
jackstrut and pulley assembly.
See Section 11-4
(Jackstrut Installation),
(10) Install and connect tach
drive, O-rings,
and cover.
MM-ll-52
MAINTENANCE MANUAL
(11)
Install aft
taper pin
and connect
coupling
halves with four
Alien screws and nuts.
NOTE: If flex
coupling
is used, see Section 11-5 (Belt
Installation) for installation instructions.
(12) Engage
clutch.
(13) Adjust
belt tension. See Section 11-1 (Clutch
Control
Rigging Procedure).
(14) With clutch
engaged, adjust
belt roller to 3/8 inch
clearance between belt surface and roller. Lubricate roller
assembly. (See Lubri-cation section for
approved lubricants)
(15) Track idler
pulley
on drive belt. See Section l1-6-B (Belt
Tracking).
(16) Inspect complete
drive
system
for
security
of hardware.
(17) Install
cowling.
11-9 BELT TENSION ASSEMBLY
A. Belt Tension
Troubleshooting
Problem Cause
Required
Action
Clutch lever Notches worn in Notches which do not
sticks when lower end of exceed .050"
deep may
be
releasing
in brackets
polished
and blended until
from
engaged causing nylon
clutch releases
smoothly.
position. bushings
to
Replace
brackets ifnotch
stick in slots, exceeds .050"
deep.
Excessive
play Nylon\bushings Replace bushings.
in slider bolt work. (Check by
area (bottom holding
each end
bolt
through
of bolt and
spring capsule). pulling
in and
Maximum out.)
play
.025.
Excessive side Worn DU
bushing
Remove belt tension
play
in
spring
in
capsule
end
assembly
and remove
capsule piston. cap,
spring capsule.
Replace bushing.
Excessive
play
Worn oilite
Replace
rod end.
in over-center
pivot bushings
bellcrank. in bellcrank.
MM-ll-53
MAINTENANCE MANUAL
U. Belt Tension
Assembly
(1) Remove
cowling.
(2) Disconnect idler
pulley
rod end from over-center bellcrank.
Remove
spacers.
(3) Remove bolt
connecting
over-center bellcrank to
pylon
mount
bracket.
(4) Break
torque
on jam
nut
against
clutch cable rod end.
(5)
Break
torque
on
upper jam
nut
against
clutch cable mount
block.
(6) Remove bolt
connecting
clutch cable rod end to
pivot
mount
of belt tension
assembly.
(7) Remove rod end and
jam
nut from end of clutch cable.
(8)
Remove rubber dust
protectors
from clutch cable and remove
mount block
jam
nut over end of cable.
(9) Remove two bolts
mounting
belt tension
assembly
to
pylon.
(10)
Slide belt tension
assembly over end of clutch cable to
remove.
C. Belt Tension
Assembly Disassembly (See
Figure 11-17)
(1)
Remove
spacer
(29) from bellcrank (28).
(2) Remove hardware
attaching
bellcrank
(28) to
spring capsule
(6). Remove
spacers
(24).
(3) Remove bolt
(20) from brackets (9) and remove
spacers
(21),
(22) and (23).
(4) Remove bolts (16) and
spacers
(19) from
pivot straps (3).
(5) Remove bellcranks (18) and
spacers
(17).
(6) Remove bolt (1)
from
spring capsule (6) and remove
pivot
straps (3),
spacers
(4) and
spacer
(5).
(7) Remove nuts (7), washers (11) and
nylon
washers (10) from
spring capsule
slider bolt.
(8) Remove bolts (12) from brackets
(9) and clutch cable mount
block
(14).
Remove block
(14).
(9) Remove brackets (9) from
spring capsule (6).
MM-lil-54
~27
O
9
2826
21
24
19
2o
26
23 18\ ~a 15
13
17
~8
3
6~3 IIE
7
3
4 J~iY14
zz
--1
m
16 z
r,
r
r 18
m
cn
Ln
Iff\ 17 z
c
2
21
3 r 9
Jg
;Q
3\\\ 4
I9
7
FIG. 11-17 BELT TENSION ASSEMBLY
9
13
12
MAINTENANCE MlANUAL
FIG. 11-18
5
SPRING CAPSULE ASSEMBLY
~9
c~s
12
MM-~1-56
MAINTENANCE MANUAL
D.
Spring Capsule
Disassemble (See Figure 11-18)
(1) Break
torque
on jam
nuts (2) against
rod end (1) and
piston (3).
(2) Remove cotter
pin
from rod end and remove rod end.
j3)
Remove
jam nuts (2) from threaded shaft (7).
(4)
Remove
safety
wire and screws (12) from end
cap
(4).
(5) Slide shaft and
spring assembly
from
spring housing (13).
(6)
Hold lower nut (10) stationary
and turn
piston (3) from
shaft (7).
(7) Remove end
cap
(4)
and
spring (6).
(8)
If
bushing (5)
is
worn, press
from end
cap.
(9) Remove end
cap
(8) from shaft.
(10) Remove cotter
pin
in nut (10) and remove nut.
(11) Press shaft (15) through
anchor (14).
(12) Remove anchor (14)
and
spring
retainer
(16).
NOTE: Anchor (14),
shaft
(15) and
spring
retainer (16)
do not
require
removal unless wear is noted which
requires part replacement.
E.
Cleaning
(1) Parts should be washed in
toluene, kerosene, or an
equivalent
solvent.
They may
also be
vapor degreased
before
inspection.
NOTE: The
nylon bushings
and washers
may
be deformed
from the heat of a
vapor degreaser
and should be
cleaned
separately.
F.
Inspection
See detailed
inspection
sheets.
MM-ll-57
MAINTENANCE MANUAL
BELT TENSION ASSEMBLY
Fig
Serviceable Repair
28-13268 Fig
11-17 Strap
Bolt holes .257 .005 Not
repairable Replace strap
Item 3 diameter
Nicks scratches None allowed Max. .010 deep
Polish and blend to
remove
28-13277 Fig
11-17
Spacer
Width .125 .130 None allowed Not
Item 4
I.D. .257 dia. .005 Not
28-15285-6 Fig
11-17 Spacer Lgth.
.434 .440 None allowed Not
repairable Replace
~spacer
Item 5
O.D-. .3745 .335;5None allowed Mot
repairable Replace s,pacer
28-13264 Fig
11-17 Nylon
I.D. .250 .251 None allowed Not
Item 8 Guide
O.D. (sliding
.0005 Not
surface) .3730
.3740 diameter
Wear on .3730 No flat areas Not repairable Replace bushing
allowed
28-13283 Fig
11-17 Bracket Slot width .376 None allowed Not
Item 9 .378
Notch wear in None allowed Notch .050 deep
Polish and blend to
bottom end of maximum remove deep
radius
slot
into notch.
MM-ll-58
MAINTENANCE MANUAL
BELT TENSION ASSEMBLY Contd.
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13283
Fig
11-17 Bracket Bolt holes
rt
.005 Not
repairable Replace
bracket
Item 4 .191 dia.
Bolt hole None allowed Not
repairable Replace
bracket
.249 .251 dia.
Nicks scratches None allowed .005
deep max. Polish blend to
in bracket remove
28-13265
Fig
11-17
Nylon
Width .058 .063 None allowed Not
repairable Replace
washer
Item 10 Washer
I.D. .374 .376 .001 Not
repairable Replace
washer
28-13269
Fig
11-17 Mount Bore .72 dia. .010 Not
repairable Replace
block
Item 14 Block
Bolt holes .005 Not
repairable Replace
block
28-13285-7
Fig
11-17
Spacer Lgth.
Item 17
Bore .3745 None allowed Not
.3755 diameter
28-13274
Fig
11-17 Bellcrank
Spacer
holes .0005 Not
repairable Replace
bellcrank
Item 18 .376 .378 dia.
Bolt hole .257 .0005 Not
repairable Replace
bellcrank
diameter
MM-ll-59
MAINTENANCE MANUAL
Fig.
Serviceable
Repair
Part No, Item No. Part Name
Inspect
Limits Limits
Repair or Action
28-13267
Fig
11-17
Spacer Length
.40 .010 Not
Item 19
I.D. .250 .001 Not
.252 diameter
28-13280-3
Fig.
11-17
Spacers
-3
length
None allowed Not
Item 21 .365 .370
28-13280-4 Item 22 -4
length
None allowed Not
.750 -.755
Both
spacers
.001 Not repairable Replace spacer
.3-76;- .380
I.D. diameter
28-13285-5
Fig
11-17
Spacer Length
1.750 None allowed Not
Item 23
I.D. .257 dia. .005 Not
28-16520
Fig
11-17
Spacer Lgth.
Item 24
I.D. .249 .250 .001 Not
diameter
MM-ll-60
MAINTENANCE MANUAL
Pig.
Serviceable
Repair
Part No. Item No.
~Part
Name
Inspect Limits~
Limits
Repair or Action
28-13260-3
Fig
11-17 Bellcrank Brass
bushings
None allowed Not
and
Item 28 .3755 .3770 line ream to size
diameter
Security
of bell- No looseness Remove loose side and
crank sides to allowed
apply Type
A Loctite
center
spacer
to
spacer. Replace
side. Note: Place
1"
bolts thru holes
~or
proper alignment.
28-13284
Fig
11-17
Spacer Length
1.243 None allowed Not
Item 29 1.248
O.D. .3745 None allowed Not
.3755
MM-1l-61
MAINTENANCE MANUAL
SPRING CAPSULE ASSEMBLY
Fiy.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
02-691-04
Fig
11-18 Rod End Axial clearance .007 Not
repairable Replace
rod end
Item 1
Threads No None allowed Not
repairable Replace
rod end
crossed or
missing
threads
28-13263
Fig
11-18 Piston O.D. .4360 None allowed Not
repairable RPplace piston
Item 3 .4370 diameter
crossed or
missing
threads
Concentricity
.002 TIR Not
28-13255
Fig
11-18 End
Cap
O.D. 1.318 .0005 Not
Threads No None allowed Mot
crossed or
missing
threads
Bushing wear
See Item 5 below
07-DU-08
Fig
11-18
Bushing
Bore .437 .002 Not
Item 5
O.D. .530 .005 Not
MM-ll-62
MAINTENANCE MANUAL
SPKING CAPSULE ASSEMBLY Contd.
Fig.
Serviceable Repair
Inspect
Limits Limits
Repair or Action
28-13279 Fig 11-18 Spring
Free
length
None allowed Not
repairable Replace spring
Item 6 1?.4" 12.6"
Visual
inspect
.010 Not
repairable Replace spring
side of
spring
for wear caused
by rubbing.
28-13256
Fig
11-18 Shaft Threads No None allowed Not
repairable Replace
shaft
Item 7 rolled or
missing
threads
Straightness
None allowed Not
repairable Replace
shaft
Check with
straight edge
28-13252 Fig
11-18 Retainer O.D. 1.280 .005 Not
repairable Replace
retainer
Item 8
Note: This Maximum .005 Not
repairable Replace
retainer
dimension wears out of round
oval shaped
from
rubbing against
housing
walls.
28-13253
Fig
11-18
Housing
Ends of
housing
.0002 Not
Item 13 bored for end
cap
1.319 1.320
diameter
#2 ~ev. 11/18/88 MM-ll-63
MAINTENANCE MANUAL
SPRING CAPSULE ASSEMBLY Contd.
Fly. Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-13253
Fig
11-18
Housing Housing
wall Max. 005 wear Not
Item 13 thickness .035 allowed
t .005.
Inspect
for wear in I.D.
Shaft hole .0005 Not
.249 .251 dia.
28-13250
Fig
11-18 Anchor
Bushing hole .0003 Not
repairable Replace
anchor
Item 14 .376 .378 dia.
repairable Replace
anchor
Bore 1.376 None allowed Not
repairable Replace
anchor
1.380 dia.
28-13254 Fig
11-18 Shaft Shaft O.D. .250 .0005 Not
repairable Replace
shaft
Item 15
repairable Replace
shaft
crossed or
missing
threads
28-13257 Fig 11-18 Retainer O.D. 1.315 None allowed Not
repairable Replace
retainer
repairable Replace
retainer
.249 .250 dia.
MM-ll-64
MAINTENANCE MANUAL
G.
Spring Capsule
Assemble
(See Figure 11-18)
(1) Press anchor (14) on spring housing (13)
while
aligning
holes for shaft
(15).
NOTE: Anchor
(14)
will be installed with ear of anchor
in line with center end
cap
screw (12).
If anchor
is installed 180" to this
position,
the end
cap
screw (12)
will rub
against pylon
on installation.
(2) Press retainer (16) into
spring housing (13)
while
aligning
holes for shaft.
(3) Press shaft (15) through anchor, housing,
and retainer until
threads of shaft are equally spaced
in
housing.
(4) Install lock nut (10) on shaft
(7) until slot in lock nut
aligns
with cotter
pin
hole in shaft. Install cotter
pin.
(5) Install washer (9) and retainer (8) on shaft
(7)
with recess
in retainer
covering
nut (10);
(6) Install
spring (6) over shaft (7) and seat on retainer (8).
(7) Press
bushing (15) into end
cap
(4).
(8) Install
piston (3) through
end
cap
and
bushing.
(9)
Turn
piston
onto shaft (7) and
compress spring
until unit
will slide into
housing (13) without
bottoming against
retainer (16).
(10) Apply grease
to
spring
and to wall of
housing (13) and
insert
spring assembly
into
housing assembly.
Use Texaco
Marfax #1
grease.
(11) Insert screws (12) through
washers (11). Turn into end
cap.
Torque screws.
(12) Safety
wire screws in set of three with .032 wire.
NOTE:
Safety
wire must be installed on same side of
housing as ear of anchor (14) for clearance from
pylon.
(13) Install both
jam nuts (2) on shaft
(7).
(14) Install rod end (1) on shaft (7) until hole in rod end
aligns
with hole in shaft.
(15) Install cotter
pin through
rod end.
(16/
Lock
upper jam
nut
(2) against
rod end.
MM-ll-65
MAINTENANCE MANUAL
H. Belt Tension
Assembiy
Assemble (5ee Figure
11-17)
(1) Install
spacer
(5) into ear of
spring capsule assembly (6).
(2) Install bolt
(1) through
washer
(2), strap (3), spacer
(4),
strap (3)
and washer (2).
(3) Insert bolt
through spacer
(5) in
spring capsule assembly
with head of bolt
facing
forward as installed in
helicopter.
(4) Insta11 another washer
(2), strap (3), spacer
(4), strap
(3),
washer (2) and nut
(7). Tighten
nut to remove side
play
but do not
torque
at this
point.
(5) Install
nylon guide (8) on threaded shaft of
spring capsule.
Repeat on opposite
side.
(6) Install brackets (9) an
spring capsule
with
nylon guide (8)
extending through
slots in bracket.
(7) Install
nylon
washer (10) on nylon guide (8) flush
against
bracket (9).
(8) Install washer (II) and nut (7) on threaded shaft
against
nylon
washer.
Partially tighten
nuts until
approximately
two threads extend
beyond
nut.
(9) Place mount block (14) between brackets
(9)
and install
bolts (12) with washers
(13) and nuts (15). Tighten
bolts
but do not
torque
at this time.
(10)
Install
spacer
(17)
in center hole of bellcrank (18).
(11) Place bellcrank
betwee~ straps (3) and insert bolt (16)
through straps
and
bel! crank with head of bolt inboard.
(12) Install washer (2), sp8cer (19), another washer (2) and nut
(7) on bolt
(16). Torque
bolt.
(13) Repeat steps
10
through
12 on
opposite
bellcrank (18).
NOTE:
Straps (3) and bellcrank (18) should
pivot freely
at this
point.
(14) Place
spacer
(22) between bellcranks (18) and insert
spacer
(23) through
both bellcranks and
spacer
(22).
(15) Install
spacers
(21) on outboard ends of
spacer
(23).
(16) Place
spacer stack-up
between brackets
(9) and insert bolt
(20) through
brackets and
spacers using
washers (2) and nut
(7).
Head of bolt should be forward as installed in
helicopter. Partially tighten
nut.
MM-11-66
MAINTENANCE MANUAL
(17) Place unit on a flat surfaceso brackets (9) are standing
flat and
parallel
to each other.
Torque
all bolts at
pivot
points
and at mount block
(14).
NOTE: Do not
overtorque
nuts
against nylon
washer and
guide
as spring capsule
will not slide
freely.
You should be able to rotate the
Harper
washer
(11) by
hand after
torque
of nut. No side
play
should exist between nut and washer.
(18) Holding
brackets (9) by hand,
slide
back and forth. Unit should slide free with no binding
in
pivot points
or slider.
(19) Place
spacers (24) on each side of rod end and install
bellcrank (28).
(20) Insert belt (25) through bellcrank,
spacers
and rod end
using
washers
(26)
and nuts (27).
(21) Install
spacer
(29)
into bellcrank oilite
bushings.
Belt Tension
Assembly
(1) Slide belt tension
assembly
mount block over clutch cable
and
align assembly
with
pylon
mounts.
(2) Install
heavy
washers between
pylon
mounts and belt tension
brackets. Insert bolt with washers
through
bracket and
mount (2 places).
(3) Install washers and nuts and
torque
bolts.
(4)
Install
large ~jam
nut over clutch cable and
against
mount
block.
Tighten jam
nut
finger tight.
(5)
Install rubber dust
protectors
into
position on clutch
cable.
(6) Install rod end
jam
nut on cable and install rod end.
NOTE: Turn rod end on cable until it bottoms
out;
then
back it off 3 turn.
(7)
Slide
spacer
into rod end
and, with a heavy
washer on each
side of rod
end,
install between bellcrank arms of belt
tension
assembly.
(8) Install washer on bolt and slide bolt
through
bellcrank arms
and rod end.
(9) Install washer and nut on bolt and
torque
nut.
MM-1l-67
MAINTENANCE MANUAL
(10; Tighten jam nut
again,t
rod end.
(11) Torque
mount block
jam nut with about two threads extended
above
upper jam nut. See
Figure
11-3.
(12) With
spacer
installed in oilite
bushings
of over-center
bellcrank, place
two
heavy
washers on each side of bellcrank
on installation into
pylon
mount bracket.
(13) Place washer on bolt,and insert bolt
through
mount bracket
and bellcrank with h~ad of bolt
facing
forward.
(14) Install washers and nut on bolt and
torque
nut. Install
cotter
pin.
(15) Install
spacer
in idler rod end.
(16) Install
spacers
on each side of idler rod end and
place
into
over-center bellcrank:.
(17). Place washer on bolt and insert
through bellcrank, spacers,
and rod end.
(18) Install washers and nut on bolt.
Torque
nut and install
cotter
pin.
(19) Adjust clutch control
rigging.
See Section 11-1
(Clutch
Control
Rigging Procedure)
(20) Inspect
all connections for
security
and check that all
cotter
pins are installed in
double-locking
hardware.
NOTE: The heads o;f all bolts in belt tension
assembly
and bellcrank connections should be
facing
forward
with nuts on aft side.
(21) Replace cowling.
MM-ll-68
SECTION
FLIGHT
CONTROLS
MAINTENANCE MANUAL
SECTION 12
FLIGHT CONTROLS
12-1 TROUBLESHOOTING THE ARTICULATED ROTOR SYSTEM
Helicopter
vibration and
cyclic
feedback are often attributed to an
out-of-track main rotor
system
when the actual cause can be traced to
components
within the
system
that are worn, damaged
or out of
adjustment.
The
following troubleshooting guide
is
provided
to direct maintenance
personnel
to
possible problem
areas within the rotor
system
that can
cause vibration or roughness.
This
guide covers some of the
problems
and related causes that can be
checked
prior
to
attempting
to track the blades.
Performing
the
suggested
checks and attention to routine maintenance schedules will
help
reduce time
unnecessarily spent
in
attempting
to track blades
that
may
not be the cause of the
problem.
B.
Problems,
Checks and Solutions
Problem 1. Aircraft
develops
a sudden
roughness during flight.
Cause Check Solution
(a!
Lamiflex Disconnect the rotor
pitch Replace
bearing
links at the
upper walking
lamiflex
failure. beams (see Figure 1,
Item A) bearing.
and flex the blade
grip
in no
more than a 30"
(i.e., +15")
are. Failure of the blade
grip
to
spring
back indicates a
failed lamiflex
bearing.
(b)
Main
Cycle
blades fore and aft to Disassemble
rotor
damper
move
damper piston
in and out. and clean
seized. Failure of
damper
to
cycle damper
and
indicates a restrictor is restrictor.
plugged.
(c) Leading Inspect tape
for
separation Replace
edge tape
from blades,
leading edge
loosening (if tape.
blade
tape
is
used).
MM-12-1
MAINTENANCE MANUAL
(d) Main
Inspect
blades for evidence of
Replace
or
rotor blade
separation, repair
blade.
leading/
trailing edge
separation
occurring.
NOTE:
Replacement
blades must be matched
by
Enstrom
Helicopter
Service. Provide serial numbers of
good
blades and
helicopter
serial number. Blade
repairs
must be
performed
by
an authorized blade
repair facility.
(e) Main
Inspect
blades for evidence of Extent of
rotor blade strike
damage. damage
will
suffered determine if
strike. blade
requires
replacement.
Problem 2. Aircrafts first
flight
is
rough (Frevious day
itwas smooth).
(a)
Main Check tab
anglles. inspect
tabs Reset tab
rotor blade for
damage
or deformation.
angles
as
tab recorded on
inadvertently
the "Blade
bent. Information
Sheet," or
replace
tabs
if
damaged.
NOTE: If tab
angles are not available, contact Enstrom
Helicopter
Service for
orignal angles.
Provide aircraft serial number.
ib)
Lamiflex Disconnect rotor
pitch
links at
Replace
bearing
the
upper walking
beams and lamiflex
failure. flex the blade,
grip
in no more bearing.
than a
30"
(i.e. t15") are.
Failure of the blade to
spring
back indicates a failed
lamiflex
bearing.
MM-12-2
MAINTENANCE MANUAL
(c) Main
Inspect
blades for evidence of Extent of
rotor blades
damage. damage
will
suffered determine if
"hangar
rash" blade
damage. replacement
is
required.
Problem 3. Aircraft
gradually develops
in
increasing roughness
over a
period
of
days.
(a) If its Check track. Track blades.
a new
aircraft,
touching up
blade track
may
be
required
due
to wear in
and
seating
of
system
components.
(b) Upper Inspect
for looseness.
Replace
push
rod
bushings
and
bushing
and
spacers
as
spacers
worn
required.
excessively
(see Figure
NOTE: Ream
bushings
with a
12-1, 3/8" adjustable reamer,
Item B). to avoid looseness or
binding.
(c) Lower Rotate main rotor hub to
Retorque
nuts
swashplate position
each axis of the lower to take
up
axes worn
swashplate
over the
play, or
(see Figure longitudinal push
rod and move overhaul the
12-3, cyclic
stick fore and aft.
swashplate
if
Item
A). Note
any play
at the axes.
necessary.
NOTE: Preload on each axis should be
equal (check after
disconnecting
both
upper
and lower
controls). If unable
to obtain
equal preload,
overhaul as
necessary.
MM-12-3
MAINTENANCE MANUAL
(d) Upper
Move bell
housing
from side to
Play
in
swashplate
DU side to check for looseness. excess of
bushings
worn .010"
may
excessively require
(see Figure
overhaul of
12-4, the
assembly.
Item A).
(e) Dog leg
Note looseness of the
bearing Reswage
or
uniball and insure the
bearing
is
replace
bearings worn secure in the
dog leg, bearings as
excessively required.
(see Figure
NOTE: Bearinos must be
swaged
12-2, into the
dog legs
with
Item
A). equal preload on each.
(f) Move collect:ive
walking beam, Replace
Excessive
noting
amount of
play
at the
bearing
if
play
in the~ bearing,
excessive
upper play
is
collective evident.
bearing (see
Figure 12-4,
Item B).
(g)
Lamiflex a. Inspect
for evidence of
Replace
bearing grease
in
bearing area. lamiflex
swelled or b.
Inspect bearing
for
bearing
if it
deteriorated. evidence of deterioration shows
(i.e.,excessive extruded evidence of
rubber o~ rtial
swelling
or
separation
deterior-
c. Check folr
proper torque
on ation.
retaining
nut (12-15
in-lbs).
Inspect Nylatron strips
for
Replace
evidence of looseness or Nylatron
grooves. strips
if
loose or
damaged.
MM-I 2:-4
MAINTENANCE MANUAL
(h) Flapping
Remove main rotor blades. Lift Shim
or
bearings
retention
assembly
from down
replace
DU
exhibit
stop approximately
one inch at washers or
roughness,
a time and check for excessive
bearings as
notchiness, in-plane (lead-lag)
looseness.
required
or excessive and/or
play
in NOTE:
Retorquing requires retorque
lead-lag
removal of the main
hinge pin
plane.
rotor
dampers.
If more nuts.
than 100 ft-lbs of
torque
is
required
to
meet the above
condition,
it indicates
reshimming
or
replacement
of the DU
spacers
is
necessary.
All three retention
assemblies should be
equally preloaded.
Lift retention
assembly
to the
Retorque
"up" stop. Assembly
should
hinge pin
remain
up
with
only
hand nuts
using
pressure
to
bring
it down. Enstrom tool
#0051.
(i)
Overall
Inspect
control
system
for
Replace worn
control excessive
play. components
as
system
rod required.
end
bearings
or bellcrank
spacers/bush-
ings
are
wi~rn.
Problem 4. Aircraft has
cyclic
stick feedback.
(a)
Outboard
Inspecttabs
for
proper angle
Track blades
tabs are not as noted on "Blade Information if
necessary
properly
set. Sheet.n after
resetting
tab
NOTE: If
angles
are not
angles.
available, contact
Enstrom
Helicopter
Service for
original
tab
angles.
Provide
aircraft serial number.
MM-12-5
MA~NTENANCE MANUAL
(bj
Lamiflex Disconnect the rotor
pitch Replace
bearing
links at the
upper walking
1 am~i flex
fa~led. beams and flex the blade
grips bearing.
in no more than a 30" (i.e.,
+15") are. Failure of the
blade to
spring
back indicates
a failed lamiflex
bearing.
(c)
One axis Disconnect lateral and Reshim
of lower
longitudinal push
rods at the swashplate
swashplate swashplate.
Disconnect
push
for
equal
binding,
rods at the
upper walking preload on
beams. Pivot
swashplate
on
each axis.
axes, noting any binding.
NOTE:
Binding
exhibits a
cyclic
stick whirl
during
rotor
enga~ement.
(d) Upper a. Disconnect
pitch
link at Repair
as
walking
beam
walking beam and
walking required.
binding,
beam at
pivot point.
Rotate
walking
beam on push
NOTE:
rod, noting any binding
or
beams
roughness.
must
pivot
freely.
b. Check
torque
on 1/4"
walking
beam bolts.
Torque
to 40 in-jbs.
NOTE:
Binding
exhibits a
cyclic
stick whirl
during
rotor
engagement.
NOTE: While this is not a complete listing
of
possible problems
that could
produce system vibration,
it illustrates the fact that
proper
maintenance and ins
pection of
system components
can reduce
maintenance time involved in
trying
to track blades that are reacting
to
problems
elsewhere in the
system.
When
tracking
is
necessary
refer to the track i
ng
procedures
in Section 12-2.
MM-12-6
MAINTENANCE MANUAL
CYCLIC WALKING BEAM
VO~
Fig.
12-1
v~
~BB
A
P
"1
I
"1
o H O
Lec ASSMBLY ~p
Fig.
i2-2
-R
BEARING UP
LOWER SWASHPLATE ASSEMBLY
Fig.
12-3
a
MM-12-7
MAINTENANCE
MANUAL
ie~
o
o
oo
86b
OPEN SIDE OF
BEARING UP
e\ /a
O
O
C~
COLLECTIVE GUIDETUBE ASSE~IBLY
pig.
12-4
MM-12-8
MAINTENANCE MANUAL
12-2 MAIN ROTOR BLADE TRACKING SPOTLIGHT REFLECTOR SYSTEM
A. Tracking
Procedure Chart
STEP "A" STEP "B" STEP "C" STEP "D" STEP "E"
FLAT PITCH I I FLAT PITCH I FLAT PITCH I I HO\IERING I I FORWARD FLIGHT
2000
Engine
RPM
1
100%
Engine
RPM
1
100%
Engine
RPM
I 1
100%
Engine
RPM
I
100X
Engine
RPM
PITCH LINK I I "WITH" A CYCLIC I I "WITHOUT" I I PITCHLINK I INBOARD"
ADJUSTMENTS I FEEDBAGK I I ACYCLIC FEEDBACK I I ADJUSTMENTS I TAB
"ONLY" I I "OUTBOARD TAB" I PITCHLINK I I "ONLY" I I "ONLY"
ADJUSTMENT I I ADJUSTMENTS
Continue until I I Use no more than I I Continue until I I Use no more than
all three blades 1
2
degrees I
all three blades
I 1
2
degrees
are I I per adjustment. I I
are
I per adjustment.
"In Track" I I Eliminate I I "In Track" I I DO NOT tab
Visually I I "A! 1
Feedback"
I
and hover is
I opposite
of
"Smooth" I I outboard tab
NOTE 1: Tabs are set at zero degrees using special
tools T-O026 T-OO27.
NOTE 2: If
"Steps"
cannot be followed, refer to "Rotor
Troubleshooting"
in this manual.
MM-12-9
MAINTENANCE MANUAL
B. General Information
The
purpose
in
tracking
the main rotor blades is to obtain a smooth
ride. This is
accomplished by adjusting
the blade track so as to
have all three blades
flying
in the same plane.
An out-of-track
condition will
produce a vibration, usually a
one-per-rev
which is
felt as a vertical vibration. Main rotor blades do not
suddenly
produce a vibration unless a trim tab has.been
inadvertently
altered
or a blade has suffered other
damage.
Trim tab
settings
should be
recorded in the aircrafts
Log
Book and referred to if an altered tab
is
suspected.
Before
attempting
to remove a vibration
by adjusting
the
track, refer to the
troubleshooting guide
for other
possible
causes.
The fo1 1 owl
ng
track i
ng procedures
were establ-ished
using
the
"Spotlight/Reflector" system.
C. Installation of
Equipment
(1) Connect
spotl ight
to DC
power. (Battery
located under
right-hand
seat deck
panel.)
(2)
Install reflector with
strip painted across the reflector into
threaded hole on bottom side of blade
tip.
Reflector
facing
inboard and
aligned
with end of blade.
(3) Install clear reflector on next
blade,
reflector
facing
inboard.
(4) Install clear reflector on last
blade,
reflector
facing
outboard.
NOTE: When
tracking
with the
"Spotlight/Reflector" system you
are only observing
two blades at a time. The "master"
and one of the two "clears."
D.
Tracking
Procedure
(1) Grease main rotor head.
(2)
Bleed main rotor
dampers.
(3)
Zero tab all main rotor blade tabs, or set tabs at recorded
angles on the "Blade Information Sheet."
(4) Ground run aircraft (rotor engaged).
2000
engine rpm.
(6)
Observe track with
spotlight.
MM-12;1O
MAINTENANCE MANUAL
(7)
Record track and reverse clear reflectors.
(8) Observe track and record condition.
(9) Adjust
track
using pitch
links.
E. Ground Track 3050
rpm
(enginerpm)
(1)
Observe
cyclic
stick for
any
feedback.
NOTE: If no feedback is
evident, adjust
track
using pitch
links. If feedback
exists, proceed
to item (2).
(2)
Observe track with
spotlight
and
adjust
conditions
using
"outboard" tab.
NOTE:
(a) Adjust only
one tab, no more than 2
degrees per
adjustment.
(b)
If feedback
gets
worse or has no effect, zero the
tab and
adjust
the next blades outboard tab.
(c) Continue until all feedback is
gone.
(d) If more than 3
degrees
of tab is
requ~red, use
both the inboard and outboard tab (i.e.,
+3
degrees outboard,
3
degrees
inboard).
(3)
Once all feedback is
gone,
adjust
track
using pitch
links.
F. Hover
Tracking
(1) Hover aircraft into the wind (3050 rpm).
(2) Observe track and
adjust using pitch
links ONLY.
NOTE: Reverse reflectors
frequently
and
adjust
track until
aircraft is smooth.
G. Forward
Flight Tracking
(1)
Level
flight,
80 to 100
mph, rpm
stable.
(2) Observe track with
spotlight.
(3) Reverse reflectors and observe condition of other clear blade.
MM-12-11
MAINTENANCE MANUAL
(41 Adjust
out-of-trac~ condition
using
inboard" tabs.
NOTE: (a) Adjust
tabs
using
no more than 2
degrees per
adjustment.
(b)
Reverse reflectors
frequently.
(c) Do not tab an inboard tab in the
opposite
direction of outboard tab. If such a move is
called
for, subtract a
degree
from the outboard
tab and observe
cyclic
for feedback.
(d) Any move made on an outboard tab will
require
a
pitch
link move to
regain
smooth hover.
12-3 Main
Rotor~Blade Tracking
Chadwick
System
A.
Tracking
Procedure Chart See Section 12-2 A.
B. Chadwick Mount Brackets Installation
(1! Install
magnetic pickup mounting
bracket and block, P/N 4385,
under main rotor transmission filler
cap assembly.
(2) Rotate main rotor blades to
place
a blade
directly
forward or
just to the
right
of forward.
(3) Install
interrupter, P/N 4393, around mast. Rotate
interrupter
until the
straight leg
of the doubler
interrupter
is in line
with the
magnetic pickup ~L-shaped interrupter
tab should trail
in direction of rotation).
(4) Snug
the three
interrupter mounting bolts, securing
the
interrupter
to the mast.
(5)
Install
safety clamp
below
interrupter
and secure.
C.
Magnetic Pickup
Installation
(1) Install
magnetic pickup
in
mounting
bracket.
Adjust
until there
is a .040" clearance between
magnetic pickup
and
interrupter
leg.
(2) Rotate blades, checking gap
of other two
legs.
D. Accelerometer Installation
(1) Secure lateral (ba~ance) accelerometer to
magnetic pickup
bracket with connector
pointing
to the left.
(2) Secure vertical (track) accelerometer to instrument
panel
console
using any
convenient screw. Connector
pointing
down.
MM-12-12
MAINTENANCE MANUAL
E. Cable Installation
(1) Connect
magnetic pickup cable, P/N 3319, to
magnetic pickup.
(2)
Connect accelerometer cable, P/N 3284, to lateral accelerometer
on magnetic pickup
bracket.
(3) Route
magnetic pickup
and accelerometer cables into cabin.
Secure cables to airframe to allowfor forward
flights.
(4) Connect other
cable, P/N 3284, to vertical accelerometer on
console.
(5)
Place balancer box in cabin and
plug magnetic pickup
cable into
channel "A"
magnetic pickup receptacle
of the balancer box.
(6) Plug
lateral accelerometer cable into channel "A" accelerometer
receptacle.
(7) Plug
vertical accelerometer cable into channel "B" accelerometer
receptacle.
NOTE: Insure all cable connections are plugged
into the
proper receptacles.
(8) Connect Strobex to balancer box.
(9) Connect balancer box to aircrafts DC
power.
(Battery
located
under
right-hand
seat deck
panel.)
F. Balancer Box Control
Settings
(1) "Magnetic pickup"
to "Common."
(2) "Interrupter logic"
to Double."
(3)
"Function" switch to "Track."
(4)
"RPM
Range"
to "X 1."
(5)
"RPM Tune" to "350"
NOTE: The 177M-5 and M-6 do not have
"magnetic pickup"
and
"interrupter"
switches. The Strobex must be
plugged
in to
real ize the double
interrupter logic.
Set switches as
shown in
3,
4 and 5.
G. Strobex
Setting (135M-10A, B, or C)
(1)
Set "oscillator" switch to the "off"
position.
NOTE: The internal oscillator of the Strobex is used for tail
rotor
balancing
ONLY.
MM-12-13
MAINTENANCE MANUAL
H.
Tip Target
Installation
(1! Install
tip targets, P/N 4479, one to each blade. Secure with a
#10 round head screw. (Ref~ective numbers inboard.)
NOTE: Rotate blades until "double
interrupter"
is over
magnetic pickup.
Main rotor blade in front of
ship
is
designated "targef
blade." Blade
following "target
blade" is
designated
"A"
blade, and the last blade
designated
"B"
blade.
I.
Tracking
Procedure Chadwick
System
Once the Chadwick
system
is set
up
as
per
the
preceding instructions,
the aircraft is
ready
for
tracking
or
balancing
the rotor blades.
(1)
Grease main rotor hub.
(2) Bleed main rotor
dampers.
(3) Zero tab all main rotor b;lade
tabs, or set tabs at recorded
angles on the "Blade Information Sheet."
(a)
2000
rpm (engine rpm).
(b) Observe track with St~obex.
(c) Adjust using
main rotor
pitch
links.
(a)
3050
rpm
(b) Observe
cyclic
stick for
any
feedback.
NOTE: If no feedback is
evident, adjust
track
using pitch
links. If feedback
exists,
go
to Item 6.
(6) Observe track with the Strobex and
adjust
condition
using
the
outboard tab.
NOTE:
(a) Adjust only
one tab no more than 2
degrees per
adjustment.
(b)
If feedback
gets
worse or has no effect, zero the
tab and
adjust
the next blades outboard tab.
MM-12-14
MAINTENANCE MANUAL
(c) Continue until all feedback is
gone.
(d) If more than 3
degrees
of tab is
required, use both
the inboard and outboard tab +3
degrees
outboard,
+3
degrees inboard).
(7) Adjust track
using pitch
links.
J. Hover
Tracking (for vertical
vibration)
(1)
Observe track with Strobex.
(2) Switch balancer selector to vertical channel "B."
(3)
Record "clock
angle"
and
"ips" reading.
NOTE: It is
important
for the
pilot
to hold a steady hover,
and stabilize
rpm
before
recording
conditions.
(4)
Refer to channel "B"
tracking
chart and
plot move. It should be
the same as
you
observed with the Strobex. It is
important
to
be able to
correctly
read the track with the Strobex.
(5) Adjust track
using pitch
links.
NOTE:
Adjust
conditions until
ips
is
reading
less than .2
ips,
and if aircraft is not smooth, followthe ngalan-
cing Steps"
listed next.
K. Lateral
Balancing
CAUTION:
Balancing
the main rotor blades should
only
be
necessary
if
work has been done to the blades that
may
have created an
out of balance condition. An out of balance exists ONLY if
the Lateral IFS
reading
is
higher
than the Vertic~i;rIPS
reading.
Reading
the Lateral channel is recommended as a
troubleshooting procedure
to isolate a
faulty component
that is
creating
an out of balance condition.
If work has been done to the blades as
per paragraph 1,
followthe
procedures
listed below.
(1)
Hover aircraft into the wind.
(2)
Switch balancer selector to channel "A."
(3)
Record "clock
angle
and
ips" reading.
(4)
Refer to channel "A" balance chart and
plot move.
NOTE:
Balancing
is done
using
the
pockets
located on the
outboard end of the blade.
MM-12-15
MAINTENANCE MANUAL
ADJUSTMENT OF PITCH-LINK TO
DESIGNATED BLADE SHOULD RESULT 3~L
IN A MOVE IN THE DIRECTION
OF ARROW
;J
I I
12 ~Q
o"
J
to
i
o
91 r 1 1 r r I I -f-~t11113
7a
o
~PS
a,
s
.\o
8
Y4
.6
I
7 5
O~
a
J
"TPRGET"BLnDE
I ~cA
UP
TARGET BLADE ISFORWARD
VIEWED FROM TOP
WHEN DOUBLi INTERRUPTER
ISOVER YAG~ETICPICKUP
SET BALANCERTO
"n" sLnDE 360R.PM. FO~ FPBC,O80C,F28F,2BOF
332 R.PM. FOR P28A~280
B" BLADE I READ VERTICAL(IPSAND CLOCK ANGLE)AND
OBSLRVE,T~PCK
AT MOVERAND CRUISE PLOT
CHANNEL B VERTICALREADING
READ CHAN~EL"B"
WERTICAL ACCELEROMETER
FIGURE 12-5
MM-12-16
MAINTENANCE MANUAL
WEIGHT TODESIGNATED BLADE
SHOULD RESULT IN A MOVE
IN07JHE
OIRECTIOI O~ARROW
.4
k ~P
to
po
2
O
o
P,
8 4
.9
t
EQ
f
7 5
0
6
O
i
"TnRcE~eLnoE
SET BALAICER tO
360R.P.Y.ICOCI
332 R.PI.POI PSIA,20O
TARGET BLADE ISFORWARD WHEN
SHIP fOIL11 9000 TRACK
DOUBLE INTERRUPTER LS OVER
A1JD BAUWCED IW MOVER
MAGWETIC PICKUP
ONLV
ADD OR SUBTRACT NOMORE
THAN 20GRAMSPER MOVE
"e"eLnoE I"n"eLAoE
READ CHANNEL"A
LATERALACCELEROMETER
FIGURE 12-6
MM-12-17
MAINTENANCE MANUAL
(5) Add or subtract
"tip weights"
until
ips
is below .2
ips
and
aircraft is smooth.
NOTE: The addition or suibtraction
of
tip weights
will some-
times affect the "vertical." If
so,
revert back to
Item J for corrections.
L. Forward
Flight Tracking
(1) Level
flight
in
cruise,
rpm
stable
(305G rpm)
(2) Observe track with Strobex and record conditions.
(3) Switch balancer to channel "B" and record "clock
angle"
and
"IPS."
(4) Plot move on vertical chart "B."
(5) Adjust condition
using
inboard tab.
NOTE:
(a) Use no more than 2
degrees per
move.
(b) Do not bend inboard tab in
opposite
direction of an
outboard tab on the same blade. If this move is
required,
subtract a
degree
of tab from the
outboard.
(c) Observe
cyclic
feedback.
(d) Any
time a mov;e
is made on an outboard tab it will
rebuire a pitch
link
adjustment
to make hover
smooth.
12-4 Collective Pitch Control Stick
1.
Description
The collective
pitch
control stick controls rate of climb when
pulled
upward by increasing
the
pitch
df all three main rotor blades simul-
taneously
and to the same degree.
Downward movement of the collec-
tive stick decreases the
pitch
of the blades which decreases lift on
the rotor and allows for a controlled descent. The collective
pitch
control stick is
incorporated
into the throttle correlator
system.
This mechanism combines the throttle motion with the collective stick
movement such that the
proper power inputs are automatically
estab-
lished as the collective stick is moved. The correlator is
designed
to
keep
the
rotor/engine rpm
within the desired
green
band for the
majority
of all
flight regimes.
Friction control is
provided
on the
throttle
grip
of the collective.stick. See
Figure
12-7 for locations
of the friction control
points.
The
engine
starter button is located
on the end of the
pilots
collective stick.
MM-12-18
MAINTENANCE MANUAL
2. Pilots Collective Control Stick
A. Pilots Collective Removal (See Figure 12-7)
(1) Remove
fiberglass
cowl over collective stick.
(2)
Disconnect starter button wires at the
quick
disconnect
terminals.
(3)
Remove bolt (1) connecting
throttle bellcrank to collective
stick.
NOTE: Do not disconnect the
co-pilot
collective
linkage
or the correlator
linkage
attached to the throttle
bellcrank.
(4) Cut
safety
wire and remove bolt (2) from
top
of collective
bellcrank.
(5)
Remove collective stick from collective and throttle
bellcranks.
Keep
DU washer (3) for reinsta~lation.
B. Pilots Collective Installation (See Figure 12-7)
(1)
Install collective stick into collective bellcrank and
align
holes.
[21
Install washer and bolt (2). Torque
bolt and
safety
wire
with .032 wire.
(3j
Install DU washer (3) on stick with DU side of washer
facing
forward toward
grip.
(4)
Install throttle bellcrank and
align
holes.
(5)
Install bolt (1), washers, nut and
torque.
(6)
Connect wire terminals for starter button.
(7) Cycle
collective stick
up
and down and rotate throttle to
check freedom of movement.
(8)
Install
fiberglass
cowl and screws.
NOTE: Grease or oil
build-up on torque
tube
may
cause
collective friction to
slip.
To
remedy
this
problem spray Locquic
Primer T into slotted area of
collective
clamp
on
torque
tube until oil is
removed.
MM-12-19
o
6 o
SIDE VIEW OF COLLECTIVE TRIM
MECHANISM INSTALLATION
z
--I
m
5
z
4 K
m
r
1;3
I I I~
N I I II l~z
o I I I! I Ic
STARTER BUTTON I I THROTTLE FRICTION 1 1~2
CONTROL
Q
COLLECTIVE FRICTION CONTROL B UZIII~U
3
FIG. 12-7 COLLECTIVE CONTROLSYSTEM
MAINTENANCE MANUAL
3. Go-Pilots Collective Control Stick (See Figure 12-7)
A. Go-Pilots Collective Removal
(1) Lift tab of the
expando pin (4) to a vertical
position
and
pull
to remove.
(2) Remove
co-pilots
stick from collective bellcrank.
B. Go-Pilots Collective Installation
(1) Align
slot in end of collective stick with bolt in
collective bellcrank and slide into
place.
(2) Align expando pin
holes and install
pin.
(3) Flip
eccentrictab of
expando pin
to secure.
NOTE: To
adjust tightness
of
expando pin,
loosen set
screw on side and rotate
pin
to
required
tension.
Tighten
set screw. The
expanding segments
must be
contained for
tight
fit.
12-5 Collective Trim
System (See Figure 12-9)
A. Collective Trim Removal
(1) Remove
fiberglass
seat deck.
(2) With collective stick down and
spring capsule
in
compressed
position,
install
special
tool T-0029 between bottom of hex nut
and
top
of
spring housing.
(3) Secure tool T-0029 in
position by wrapping upper
end with .032
safety
wire. See
Figure
12-8.
WARNING: With the
spring capsule
in
compressed position
there is
approximately
180 Ibs of force exerted
by
the
springs.
Handle with extreme care.
(4)
Remove nuts (1) and washers (2) from
spring capsule pivot (3).
(5) Remove bolts
(5), washers (6), and nuts (7) from brackets (4).
Remove brackets.
(6) Remove bolt (9), washers (10) and nut (11) from
pivot
retainer
straps (8). Remove
spacer
(12).
(7) Slide
pivot
retainer
straps (8) outboard on
torque
tube to
detach from
capsule pivot (3).
(8) Remove bolt
(13), nut (15), and washers (14) from
upper
end of
spring capsule.
MM-12-21
MAINTENANCE MANUAL
Fig. 12-8
COLLECTIVE SPRING CAPSULE
IN HOLDING TOOL T-0022
8RIGI NA&
As
ATP
MM-12-22
MAINTENANCE MANUAL
18
16
10
~t
~oV
I I
17
Is
~t
15
14
14
24
8
13
12
w~ 4
10
67
i3
23
,69~
16
14
15
2
6
21
5
25
~8
29
20
16
26
14
19
27
FIG. 12-9 COLLECTIVE
TRIM,SPRING
CAPSULE
MM-12-23
MAINTENANCE MANUAL
(S) Carefully remove
rpring capsule assembly.
(10) To remove tie rod
assembly
from
seat, remove bolt
(19),
washers (14j and
(16),
spacer ~20) and nut (15).
B. Collective Trim
(1) Carefully place spring capsule assembly horizontally
between
jaws
of bench vise.
(2)
Cut
safety
wire from
special
tool T-0029.
! 3) Slowly
rotate vise handle to release
spring pressure
until all
tension is relieved.
(4)
Remove
spring housing (24), springs (25) and (20j, washer (27),
and
spring
retainer (28).
NOTE: "F" models with corrlators
may
not have the inner
spring (26) installed.
(5)
Remove
spring capsule pivot (3) from
spring
retainer (28).
(6) Tie rod
assembly
break
torque
on checknuts
(21) and turn tie
rods to remove from threaded shaft (22).
C. Collective Trim
(1) Apply grease
to
springs (25) and
(26). See lubrication section
for
proper grease.
(2) Install
spring capsule pivot (3) on
spring
retainer (28) with 3
to 4 threads extended above
spring capsule pivot.
(3)
Install washer (27)
in
spring
retainer (28).
(4)
Install
springs
into
spring
retainer (28).
(5) Install
spring housing (24).
(6)
Place tool T-0029 on
spring capsule
and
carefully compress
capsule
in vise until
lip
of tool locks between ears of
spring
housing (24),
ref.
Figure
12-8.
WARNING: With the
spring capsule
in
compressed position,
there
is
approximately
180 Ibs of force exerted
by
the
springs. HANDLE
WITH EXTREME CARE.
(7)
With
spring capsule
still in
vise, wrap
tool T-0029 with .032
safety
wire to secure in
position.
(8) Install checknuts (21) on shaft
(22).
(9)
Install tie rods (23) and
(29) on shaft (22), leaving
check nuts
loose for
adjustment.
MM-12:-24
MAINTENANCE MANUAL
D. Collective Trim Installation (See Figure 12-9)
(1) Install
bushing (20) into tie rod
(29).
(2)
Place washers (16) on each side of tie rod and install
assembly
into seat mount.
(3)
Install bolt
(19), washers (14) and nut (15). Torque
bolt.
(4) Install
spacer
(17) into bellcrank (18).
(5)
Place washers (16) on each side of bellcrank (18)
and
carefully
slide
into
position.
(6) Attach
spring capsule
to bellcrank (18)
with bolt (13),
washers
(14),
and nut (15). Torque
bolt.
(7)
Slide
pivot
retainer
straps (8) inboard and onto
spring capsule
pivot (3).
(8) Place
spacer
(12) between
upper
end of
pivot
retainer
straps
(8)
and secure in
place
with bolt
(9), washers (10), and nut (11).
NOTE: Do not over torque
bolt (9), as this will cause binding
in the
system.
You must be able to rotate
spacer
(12j
by
hand after
tightening.
(9) Installstraps (4) onto
spring capsule pivot (3).
(10) Install washers (2) and nuts (1). Torque
nuts.
(11)
Install bolts (5) with washers (6) through
brackets (4) and tie
rod (23). Adjustment
of rod (22)
may
be
required
to
align
bolt
holes for brackets. Install nuts (7) and
torque.
(12) Cut
safety
wire and remove tool T-0O29.
E. Collective Trim
Rigging (See Figure 12-7)
NOTE:
Rigging adjustments to be made with collective stick in
down
position.
(1) Adjust
rod (6) so the
upper
end of the
spring capsule
assembly (8) is
slightly
aft of the forward
edge
of the
pivot
retainer
straps
(9).
(2) Adjust
the lower end of the
spring capsule assembly (8) to
balance out
pilots
collective force load in
flight.
NOTE: When correct adjustment
is
complete,
the collective
stick should
stay
in full down
position
with collective
friction released. Collective should also have
equal
pressure
in both directions of travel in
flight.
MM-12-25
MAINTENANCE MANUAL
(a)
To correct for an out of balance
condition, a
light
collec-
tive (easier
up
than
down), release tension on
spring
in
trim
capsule.
(b) For a
heavy collective, increase
spring
tension.
iSf Secure checknuts (7) against
tie rods.
CAUTION: When
properly adjusted for collective trim in
flight
the collective
may
have a
tendency
to
pop up during
ground operation.
USE EXTREME CARE.
12-6
Cyclic
Pitch Control Stick
A.
Description
The
cyclic
stick controls the movement of the
helicopter forward,
aft left and
right
whi le in
flight. Longitudinal
control is
obtained
by
the forward or aft motion of the
cyclic stick, which
causes the
swashplate
to tilt forward or aft at a 450
angle
to the
ship centerline, resulting
in a variable
pitch change
of each rotor
blade
per
revolution. With the
swashplate
in a forward
angle,
the
rotor blades assume a
higher pitch angle
in the
retreating
sector of
the
plane
of
rotation,
and a lower
pitch angle
to the
advancing
sector. This causes the blades to
fly
low in front and
high
in
back,
thus
inducing
a forward thrust
component
in the rotor
system.
This
will cause forward
flight
at the desired
speed
when coordinated
withRearward
or the
proper application
of collective
pitch
and throttle.
lateral
flight
is
similarly accomplished by moving
the
cyclic
stick
in the
appropriate
direction. The
cyclic
control stick has a grip
that contains a cyclic
trim
switch, to reduce stick loads
during
flight.
B.
Cyclic
Stick Removal
(1) Disconnect
snap
fasteners and remove boots.
(2) Disconnect cannon plug
from
receptacle.
(3) Remove the two bolts
connecting cyclic
stick to bellcrank.
(4) Remove stick
assembly.
C.
Cyclic
Stick Installation
(1) Install
cyclic
stick on bellcrank.
(2) Install bolts,
washers and nuts and
torque.
(3) Connect cannon
plug
to seat
receptacle.
(4) Install boot and
snap
fasteners.
MM-12-26
MAINTENANCE MANUAL
12-7 Lateral and
Longitudinal
Trim Actuators
A.
Troubleshooting
Problem Cause
Requi
red Action
Trim Actuator
(1) Faulty
motor Remove Actuator
Assembly.
inoperative
Troubleshoot in the follow-
(2) Faulty ing
order to determine
microswitch which area is
causing
problem.
(3) Spring capsule
binding
on (1) Disconnect wires and
acme shaft remove motor. Test
motor with 12V
(4) Binding
of
battery
for
operation.
internal
gears
(2) Remove microswitch
assembly
and
inspect
switches.
(3) Rotate
spring capsule
on acme shaft and
check for freedom of
movement for full
travel.
(4) Remove rubber
coupling
and rotate internal
gears
with screw-
driver to check for
freedom of rotation.
B. Lateral Trim Actuator Removal (See Figure 12-10)
(1) Identify
wires and their location before dis
connecting
from
microswitches.
(2) Disconnect wires from microswitches and from the
qu
ick
disconnect attached to
ground
wire.
(3) Remove bolt (3), light
washers (4), and nut (6) from
spring
capsule (2).
(4) Remove bolt
(7), washers (4), and nut (6) from
housing (1).
(5) Remove lateral trim actuator from seat structure.
(6) Remove
spacers
(8) from
housing (1).
(7) Remove
spacer
(5)
from
spring capsule (2).
MM-12-27
I
4
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L.ONO1TTUDINAL
TRIM
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ACTUATOR
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12-10
TRIM
MOTOR
INSTaLLATION
r=Ls~c- s
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ANO
RE:MOVAL ~c-- a
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P
ATP
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ORIGINAL
As
Received
B3y
I-~ci i
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5
LRTERAL
TRIM
AC~UATOR
6
6
MAINTENANCE MANUAL
C.
Longitudinal
Trim Actuator Removal (See
Figure 12-10)
(1) Identify
wires and their location before
disconnecting
from
microswitches.
(2) Di scb;nnect wi res from microswitches and from the
quick
disconnect attached to
ground
wire.
(3) Remove bolt (11), light
washers (4), heavy
washers (12), and
nut (6) from
spring capsule (10).
(4) Remove bolt (14), harper
washers (15),
spacers
(16), and nut (6)
from
housing (9).
(5) Remove
longitudinal
trim actuator from seat structure.
(6) Remove
spacer
(17) from
housing (9).
(7) Remove
spacer
(13) from
D. Trim Actuators
Disassembly
(See Figure 12-11)
(1) Separate
wire leads to microswitch and disconnect.
(2) Remove screws (1)
and washers (2) attaching
switch
assembly.
Remove switch
assembly.
(3) Rotate
spring capsule assembly (5) to remove from acme shaft.
(4) Remove nuts (13),
lockwashers (12) and washers (11) from
motor (7). Remove motor.
(5) Remove
coupling (8)
and
snap ring (9).
(6) Remove the
remaining
screws (1) and washers (2) from cover
assembly (6).
(7) Gently tap
cover to one side and
pull acme shaft to remove cover
assembly (6).
(8) Top
face of
housing (4) against
work bench to remove worm
gear
assembly (10).
E. Trim Actuator Part
Replacement
NOTE: After determini
ng
which
pa
rt of the trim actuator is
causing a malfunction,
that item should be
replaced
as
follows.
(1) Microswitch remove the two screws and washers
holding
switch
in
place
and remove switch. Install new switch and replace
screws.
MM-12-29
MAINTENANCE MANUAL
I
O
O) i
I
~2---
i
1_1
a
i
I
8
9 10
12 13
FIG. 12-11 TRIM MOTOR ASSEMBLY
AND DISASSEMBLY
MM-12-30
MAINTENANCE MANUAL
(2) Spring capsule assembly
Acme nut
replacement
is
accomplished
by removing
the three screws at base of
capsule.
Remove and
replace
nut. Reinstall switch activator and screws to base of
capsule.
The rubber
bumper
at base of
capsule
is attached
by applying
contact cement adhesive to both the
bumper
and acme nut. Press
bumper firmly
into
place.
(3) Cover and acme shaft
assembly, worm
gear assembly,
and motor
assembly are replaced as
assembly
units.
F. Trim Actuator Assemble
(See Figure 12-11)
(1) Install worm
gear assembly (1) into
housing (4)
until aft
bearing
is
aligned
with
bearing
seat in
housing.
Do not install
into
bearing
seat at this time.
(2) Apply grease
into
housing (4), packing against
outer walls and
to worm
gear.
See lubrication section for
grease.
(3) Install cover and acme shaft
assembly (6) into
housing (4) with
cover turned to side
exposing
worm
gear
(10).
(4) With cover seated in
housing, push worm
gear assembly (10)
into
place, seating bearings
in
place,
and install
snap ring (9).
(5) Rotate cover into
position
and install two screws (1) and
washers (2) in cover holes located
opposite worm
gear.
(6) Rotate worm
gear
with screwdriver to check for
binding
in
gears.
(7) Install
coupling i8) onto slotted end of worm
gear.
(8) Align
slots in motor with
coupling
and install motor into
position on housing (4).
(9) Install washer (11),
lockwasher (12) and nut (13) on motor studs
and
torque.
or equivalent
to threads of acme shaft and turn
spring capsule (5) onto acme shaft until rubber
bumper
at base
of
spring capsule
is
approximately one inch from cover.
(11)
Turn switch activator of
spring capsule to.align
with slot in
microswitch
assembly (3) and attach to
housing (4) using
screws (1) and washers
(2).
(12) Torque screws and
safety
wire.
(13) Connect wires to switch.
MM-12-31
MAINTENANCE MANUAL
G. Lateral Trim Actuator Installation
(See Figure 12-10)
(1) Install
spacer
(8) into
housing (1).
(2) Install
spacer
(5)
into
spring capsule (2).
(3) Install actuator
assembly
into seat structure and
align
with
mounts.
(4) Install bolt
(7) through light
washer
(4), seat structure mount
and
spacer (8).
(5)
Install
light
washer (4) a.nd nut (6).
(6)
Install bolt
(3) through
washer
(4), seat structure mount and
spacer
(5).
(7)
Install
light
washer (4) and nut (6). Torque
nuts (6)
in two
places.
(8) Connect wires at
ground
and microswitches.
(9) Test trim actuator for freedom of movement and full travel in
both directions.
H.
Longitudinal
Trim Actuator Installation
(See Figure 12-10)
(1)
Install
spacer
(17)
into
housing (9).
(2)
Install
spacer
(13) into
(3) Install actuator
assembly
into seat structure and
align
with
mounts.
(4) Install
spacers
(16) on each side of
housing (9) with chamfered
side of
spacer facing
outboard.
(5) Install bolt
(14) through harper
washer (15), seat structure,
and
spacers
(16)
and (17r
(6) Install
harper
washer (15) and nut (6).
(7) Install a
heavy
washer
(12) and
light
washer (4) on each side of
(8) Install bolt
(11) through
washers
(4), seat structure,
washers (12), and
spacer
(13).
(9)
Install washer (4) and nut (6). Torque
nuts (6) in two
places.
(10) Connect wires at
ground
and microswitches.
(11)
Test trim actuator for freedom of movement and full travel in
both directions.
MM-12-32
MAINTENANCE MANUAL
12-8 FLIGHT CONTROL RIGGING
NOTE:
Cyclic
and collective
rigging
must be done in
sequence starting
with the
cyclicpitch
controls. A
rigging
check must be accom-
plished any
time
components
of the control
system
have been
removed and exact dimensions such as rod
lengths
or bellcrank
angles are not available
prior
to re-installation of that
component.
NOTE: Install
connecting
rod ends
during rigging as follows:
(1) HMVV-5
right
hand rod end to the
right, top,
and aft.
(2)
HMLVV-5 left hand rod end to the
left, bottom,
and fovward.
A.
Preliminary Rigging (See Figure 12-12)
(1) Level
helicopter
with reference to lower left hand and forward
pylon bay
tubes.
(2) Remove
fiberglass
seat deck and
flooring panels.
(3) Remove side
cowling panels
above
engine compartment.
(4) Disconnect control rods (13) and
(14) from bellcranks (9)
and (11).
B.
CyclicRigging
Seat Deck Area (See Figure 12-12)
(1) Adj
ust rod (1) connecting eye
1 ic stick bellcranks until
bellcranks
(17) and (18) are centered
laterally
in the
stop ring
hole. Secure check nuts.
Adjustment check move cyclic
stick full left and full
right
to
assureboth bellcranks (17) and (18) hit
stops.
CAUTION: Check
inspection
holes in control rods for minimum
thread
engagement
of rod ends. Rod end
bearings
must
be centered between bellcrank ears to allowfull
pivot
after check nuts have been
tightened.
(2) Adjust rod (5)
until outboard
edge
of bellcrank
(2) and inboard
edge
of bellcrank (4) are
pa
ral 1 el to each other and
perpendicular
to the firewall. Secure
jam
nuts.
NOTE: When
adjusting
rod
(5), the left hand rod end HMLVV-5
must be
adjusted one turn
past
witness hole and
secured. All
adjustments must be made
by rotating
the
right
hand rod end
only.
(3) Move
cyclic
stick full forward and
adjust
rods (3)
and (6) until
both bellcranks
(17)
and
(18)
hit
stop ring.
Adjustment
check Pull
cyclic
stick aft to assure bellcranks
are
hitting stops. Adjust
if
necessary.
MM-12-33
14
13
S
10
II I~
12
II
15
5) (16
FIG12-12 CYCLIC RIGGINGCHART
MAINTENANCE MANUAL
(4) Secure
jam
nuts and move
cyclic
stick
laterally
to assure rod
ends do not bind.
Adjustment
check Rotate
pilots cyclic
stick around
cyclic
stop ring.
Check that both left and
right
bellcranks maintain
contact with the
stop ring through
360
degrees
of travel.
NOTE: If
binding
or interference
exists,
make
slight adjust-
ments to rod
lengths or reposition
rod end
bearings
to
correct condition.
(5) Install
cyclic centering
tool T-1775 in
stop ring.
See
Figure
12-13.
(6) Position bellcrank (7) so the forward
edge
is in vertical
position. Adjust length
of rod
(8) to hold this
position.
Secure check nuts.
Adjustment
check Remove
centering
tool T-1775 and move cyclic
stick fore and aft to check rod end and check nut clearance to
bellcrank.
(7)
Place
p~lots cyclic
stick in the full forward
position
(bellcrank aft
against stop)
and centered
laterally.
Position
bellcrank
(9) so the lower
edge
is
parallel
to its cabin mount.
Adjust length
of rod
(1) to maintain in this
position.
See
Figure
12-14. Secure check nuts.
Adjustment
check
Cycle
to check for interference.
(8) Connect
longitudinal
trim actuator to bellcrank (7) if discon-
nected. See Section
12-7,
Trim Actuator Installation.
(9) Place
pilots cyclic
stick in the full left
position
and
centered
longitudinally.
Position bellcrank (11) so the lower
edge
is
parallel
to its cabin mount. Adjust length
of rod (12)
to maintain this
position.
See
Figure
12-14. Secure check
nuts.
Adjustment
check
Cycle
to check for interference.
NOTE: Recheck
security
of all check nuts and rod end
clearances.
C. Collective
Rigging
Seat Deck Area (See Figure 12-7)
(1)
Place collective control stick in full down
position
and
tighten
friction.
(2) Adjust
rod (5) to obtain 1/8" to 3/16" clearance between collec-
tive
bearing housing spacer
and
swashplate
mount
flange.
See
Figure
12-15. Secure check nuts.
MM-12-35
MAINTENANCE MANUAL
ii::: ::i
Fig.
12-13
CYCLIC STICK RIGGING
TOOL T-1775 INSTALLED
ORIGINAL
As ReceikedBy
AT~
MM-12-36
MAINTENANCE MANUAL
BELLCRANK TOBE
PARALLELTOMOUNT
II I I I I II~
II I I II
81 1~11 I I II~
i
~8
LONGITUDINAL LATERAL
FIG. 12-14 CYCLIC BELLCRANKS
PARALLELTOMOUNT
01
d ~8"
TO
3/1~
CLEARANCE
FIG. 12-15 COLLECTIVE HOUSING TO
SEALHOUSINGCLEARANCE
MM-12-37
MAINTENANCE MANUAL
O.
Cyclic Rigging
To
Swashplate (See
Figure 12-12)
(1) Install
rigging
tool T-1775 in
eye
lic
stop ring. (See
Figure 12-13)
NOTE: Run trim motors to
slightly preload cyclic
stick
against
tool.
(2)
Install
swashplate centering
tools T-1575 to hold
swashplate
perpendicular
to main rotor shaft. See
Figure
12-16.
(3) Connect rod
(13) to
swashplate. Adjust
the
length
of rod 13)
until the attachment bolt slides
freely
into bellcrank (11).
Install
spacers
and mount hardware. Secure check nuts and
hardware. See Section 12-11 for hardware attachment to
swashplate.
(4) Connect rod (14) to
swashplate. Adjust
the left hand rod end
HMLVV-5 at bellcrank
(9) until attachment bolt slides
freely
into bellcrank. Install
spacers
and mount hardware. Secure
check nuts and hardware. See Section 12-11 for hardware attach-
ment to
swashplate.
E. Main Rotor Hub
Cyclic
and Collective
Rigging
(1) Level aircraft
along pylon bay
tube inside the left
engine
door.
Install
tripod
stand under tail rotor
guard
to hold
ship
level.
NOTE: Avoid
standing on or
sitting
in aircraft after
leveling.
(2) Phase main rotor blades 120
degrees apart.
This is
accomplished
by moving
each blade
grip
until one inch of the
damper piston
shaft is
exposed on each
damper.
(3)
Rotate main rotor hub until #1
grip
is at the 97
degree
azimuth
position.
See
Figure
12-17.
NOTE: The 90
degree position
is to the
right
side of the
helicopter.
The 97
degree position may
be checked
by
observing
that the
dog leg
rod end
bearing controlling
the #1 blade is
directly over and in line with rod (14)
of
Figure 12-12, CyclicRigging.
(4) Place bubble
type protractor on
top
flat area of main rotor
blade
grip. Adjust pitch change
link to obtain 6.5
degrees
+.5
degree.
Center rod end
bearings
for full
pivot
and secure check
nuts.
NOTE: Protractor will be
positioned perpe
ndicu
1 ar to the
leading edge
of the blade.
(5) Repeat
the
sequence
for blades 2 and 3. Recheck #1 blade.
MM-12-38
MAINTENANCE MANUAL
5:tiai*
Fig.
12-16
INSTALLATION OF SWASHPLATE
RIGGI~G TOOL T-1575
ORIGENBF
Received
B~-
ATP
MM-12-39
MAINTENANCE MANUAL
FIGURE 12-17 MAIN ROTOR AZIMUTH
POSITIONS
1800
Cj
O
MM-12-40
o"
MAINTENANCE MANUAL
(6) Remove tool T-1575.
(7) Place collective control stick in full
up position.
(8) Rotate #1 blade to the 97
degree
azimuth
position. (See
Figure 12-17)
(9) Set
protractor
at +19
degrees
and
position
it on
top
flat area
of blade
grip. Adjust
collective
up stop
at seat deck until
bubble is
centered, giving
+19
degrees
.5
degree.
Secure
collective
up-stop
check nut.
(10) Remove tool T-1775.
12-9 CYCLIC AZIMUTH CHECK
A. Verification of
Rigging
(1) Rotate #1 blade to the 97
degree
azimuth
position.
See
Figure
12-17.
NOTE: ~The 90
degree position
is to the
right
side of the
helicopter.
The 97
degree position may
be checked
by
observing
that the
dogleg
rod end
bearing controlling
the #1 blade is
directly over and in line with rod (14)
of
Figure
12-12.
(2) Lower collective stick to full down
position
and
tighten
friction. Recheck 6.5
degrees
+.5
degree
measurement of main
rotor blade
grip.
(3) Move
cyclic
stick to full aft
position.
Measure blade
grip
angle.
Measurement to be 14.5
degrees
t.5
degree.
NOTE: If
adjustments are
required, adjust
the left hand rod
end HMLVV-5 on rod (14). See
Figure
12-12.
(4) Move
cyclic
stick to full forward
position.
Measure blade
grip
angle.
Measurement to be -2.5
degrees
+.5
degree.
NOTE: Total travel must be 17
degrees
+.5
degree.
NOTE: Because
push-pull
rod
adjustments
in the
cyclicrigging
affect all three main rotor blades
equally,
it is
only
necessary
to do an azimuth
angel
check on one blade.
(5) Rotate main rotor hub until the
dog leg
rod end
bearing
control-
ling
the #1 blade is
directly over and in line with rod 13) of
Figure 12-12, CyclicRigging.
MM-12-41
MAINTENANCE MANUAL
(6) Move
cyclic
stick to full
right position.
Measure blade
grip
angle.
Measurement to be 14.5
degrees
.5
degree.
NOTE: If
adjustments are
required, adjust
rod (13). See
Figure
12-12.
(7) Move
cyclic
stick to full left
position.
Measure blade
grip
angle.
Measurement to be -2.5
degrees
+.5
degree.
Total travel
must be 17
degrees
+.5
degree.
(8) Rotate
cyclic
stick 360
degrees
around
stop ring
to check for
evidence of
binding.
CAUTION:
Upon completion
of
any adjustments to control
system
check to see if autorotative
rpm
is in a safe
range
during
first
ground
run-up.
Range:
18.5 to 19.5 inches manifold
pressure
at
3050
rpm.
NOTE: A
high
manifold
pressure
indicates a low autorotation
rpm.
A low manifold
pressure
indicates a
high
autorotation
rpm.
See Item B for autorotative
rpm
adjustment.
B. Autorotative RPM
Adjustment
(1) Load
helicopter
with full fuel and two
people (2350
Ibs
gross
weight approximate).
(2) Enter autorotation at altitude
adequate
for stabilized
autorotation at 58
mph.
(3) Acceptable
rotor
rpm
is 350 to 360
(standard day sea level).
NOTE: For other than standard conditions the
following
corrections can be made:
(a) 1,000
ft increase in
density
altitude will increase
autorotative
rpm by
5.
(b) 1,000
ftdecrease in
density
altitude will decrease
the autorotative
rpm by
5.
(c) 100 Ibs increase in
gross weight
will increase
autorotative
rpm by
10.
(d) 100 Ibs decrease in
gross weight
will decrease
autorotative
rpm by
1O.
MM-12-42
MAINTENANCE MANUAL
(4) Adjust rotor
rpm.
(a)
Disconnect
pitch
linkrod ends at the
walking
beams on all
three blades.
(b)
Rotate
only
the disconnected rod ends one full- turn
(360 degrees).
NOTE: One
360degree
turn of the rod ends, shortening
the
pitch links, will decrease autorotative
rpm by
10.
One turn of the barrel 20 RPM.
(c)
Connect
pitch
links to
walking
beams and
safety.
(d)
Secure
jam
nuts.
(5) Flight
check for
performance (steps
1
through
4 as necessary).
12-10 CYCLIC TRIM SPRINGS RIGGING PROCEDURE
A. Lateral Bias
Spring
NOTE: The lateral bias
spring
is located on the left side of the
seat structure.
(1)
Attach
spring (1)
to bracket
(2)
and to the third hole from
forward end of bracket (3).
(2) Flight
check
helicopter
to see if desired lateral trim forces
can be obtained.
B. Lateral Adjustment (See Figure 12-18)
(1)
Maximum left lateral trim is obtained
by moving spring
outboard
on bracket
(3).
(2)
Maximum
right
lateral trim is obtained
by moving spring
inboard
on bracket
(3).
C.
Spring
NOTE: The
longitudinal
bias
spring
is located on the
right
side
of seat structure.
(1)
Attach
spring (1) to bracket (2)
and to the fourth hole from
top
of bracket
(3).
(2) Flight
check
helicopter
to see if desired 1
ongi
tudinal trim
forces can be obtained.
o.
Longitudinal RdJurtment (See Figure 12-19)
(1) Moving spring
down on bracket (3) will
provide
maximum forward
trim force.
#2 Rev.
11/18/88
MM-12-43
MAINTENANCE MANUAL
Fig.
12-18 LATERALBIAS SPRING
INSTALLATION
\----_ (O
Fig.
12-19 LONGITUDINAL BIAS
SPRING INSTALLATION
MM-12-44
MAINTENANCE ~MANUAL
(2) Moving spring upward
on bracket
(3)
will
provide
maximum aft
trim force.
NOTE: Should
locating
the
spring
in the
top
hole of
bracket (3) provide
insufficient aft
spring force,
the
bracket
may
be moved aft to the second notch and the
choice of hole location
repeated.
12-11 SWASHPLATE ASSEMBLY
A.
Troubleshooting
Lower
Swashplate Assembly
(1)
To check for
possible wear in the lower
swashplate, proceed
as
follows:
(a) Rotate a main rotor blade to the 97
degree position.
See
Figure
12-17.
(b) Move the
cyclic
stick fore and
aft, just working
the free
play
of the
system.
(c) Observe the axis of the
swashplate
from the
right
side of
the aircraft.
Any
free
play
or movement will indicate the
swashplate
needs
rebuilding.
(d) Rotate the rotor to the next97
degree position,
to check
the other
swashplate
axis.
NOTE: If either axis shows
any play,
the
swashplate
should be removed and rebuilt.
(2)
To check for
possible binding
in lower
swashplate, proceed
as
follows:
(a) Disconnect the
upper walking
beams at the
push-rods
and
center
pivot point.
(b)
Disconnect both
cyclic push-rods
from the firewall at the
lower
swashplate.
(c) By hand, cycle
the
swashplate,
one axis then the other,
noting any binding.
NOTE:
Swashplate
should have
equal preload
in both axes
with no end
play.
If
one axis is
tighter
than the
other,
the
swashplate
should be removed and
re-shimmed to
equal preload.
NOTE: See Section
12-1, Troubleshooting
the Articulated
Rotor
System,
for other
problems
in this area.
MM-12-45
MAINTENANCE MANUAL
B.
Troubleshooting Upper Swashplate Assembly
NOTE: If a lower
swashplate
has been
operating
in a worn condi-
tion,
it
may
have caused the
upper swashplate
to wear also.
(1) Upon
removal of the lower
swashplate,
check the
upper swashplate
as follows:
(a) Check unibail in
dogl~egs
for looseness or
binding.
NOTE: Uniball
preload
should be
equal
in all three
doglegs.
(b) Check
security
of
doglegs
to
push-pull
rods.
(c) Exert fore and aft force on lower bell
housing
of
upper
swashplate
to check for DU
bushing wear.
NOTE:
Upper swashplate
should be removed and rebuilt if
DU
bushings
have excess of .010
play.
(d) Check
upper
collective
bearing by disconnecting yoke
and
rotating bearing
to check for
roughness.
C. Lower
Swashplate
(1) Remove both side
panel
cowls.
(2) Drain fuel tanks.
(3) Disconnect fuel lines and remove left side fuel tank.
(4) Disconnect the
longitudinal cyclic
rod (2) from lower
bearing
housing (1) by removing
bolt
(3), washers (4) and (5),
spacer
(6) and nut (7).
(5) Disconnect the lateral
cy~lic
rod
(11) from
bearing housing (1)
by removing
bolt
(8),
washers
(9), and nut (10).
(6) Disconnect rod ends (15) in three
places
from the lower
swashplate housing (17) by removing
bolts
(16),
spacers
(14),
washers (13)
and nuts (12).
(7) Cut
safety
wire and remove screws (18) and washers (19) in six
places.
(8) Pull downward on lower
bearing housing (1) to remove 1 ower
swashplate assembly.
D.
Upper Swashplate
(1) Remove the screws and
fiberglass cover over the collective
push-pull
rod located above the seat deck in the cabin.
MM-12-46
19
18
12
14
16
15
B~B
17
~iiel
LATERAC
I
i I
ROD b
H
N
7,
a:
8
9 z
m
b
z
c
r
4
6
U
e
Fig.
12-20
LOWER SWASHPLATE
REMOVALAND INSTALLATION
MAINTENAN~E MANUAL
14
15
R
O
\9
17
2
15
10
13
16
Fig.
12-21A
CYCLIC W~LKING BEAiI ASSEMBLY
6
-I
4
19
5
18
-a;s8
Fig. 12-21B UPPER SWASHPLATE REMOVAL
AND INSTALLATION
MM-12-48
MAINTENANCE MANUAL
(2)
beam
(5).Remove
bolt (1) connecting push-pull
rod (2)
and
walking
(3) Remove bolts (3) from
pivot straps (4) and
pull straps
off
studs.
(4) Cut
safety
(6) from
upper bearing housing.
Pull
walking
beam
(5)
outward to remove frombearing housing.
(5) Remove the cotter
pins
from lower end of
push-pull
rods (9).
NOTE: Index mark each
dogleg (8) to its
respective push-pull
rod
(9)
before
disassembly. Doglegs
have
tapered
bores
which are matched to
push-pull
rods.
(6) Remove castle nuts (7) from
push-pull
rods (9).
(7) Install
puller
tool T-0045 over
dogleg (8) with center of
tool
aligned
with
push-pull
rod (9), and remove
doglegs
(8) Disconnect
upper
end of
push-pull
rods (9) at the main rotor hub
by removingbolt (11), washer (12) and nut (13) from
walking
beam (10).
(9)_
Remove bolt
(14), washers (15) and nut (16) from
walking
beam
bracket (17). Lift
walking
beam out of bracket and
separate
from
push-pull
rod.
NOTE: Secure
spacers
in
push-pull
rod and
walking
beam with a
piece
of
safety
wire on
disassembly
and removal.
(10) Remove
push-pull
rods (9) through upper
end of mast.
(11) Remove bolts (18) and washers (19) connecting swashplate
to
gearbox (3 places).
(12) Slide bell of
upper swashplate up
and down to
tap swashplate
assembly
from lower end of mast.
E. Lower
Swashplate Disassembly (See Figure 12-22)
(1) Install tool T-O016 inend of tie rod (19). Place wrench on end
of tool to hold tie rod from
rotating
and remove cotter
pin,
nut
(1),
spacer
(12),
DU washer
(13), and shims (20).
(2) Using
an aluminum drift, top
tie rod (19) out of
bushings,
separating housing (18) from
housing (8).
(3) Remove shims
(20) and DU washer (13) from tie rod (19).
(4) Temporarily
install tie rod (19) in shaft (16) to
keep
it from
rotating.
Remove cotter
pins,
nuts (11),
spacers
(12),
DU
washers
(13) and shims (20) from both ends of shaft (16).
MM-12-49
MAINTENANCE
MANUAL
14
Is
s~t,,
IO~b
12
14\13
O
20
15
8
~j5
~o
3\20
~s
OPEN SIDE OF
BEARING UP
e~2
g
Fig.
12-22
LOWER SWASHPLATE DISASSEMBLY
AND ASSEMBLY
~lM-12-50
MAINTENANCE MANUAL
(5) Using an aluminum
drift, tap
end of shaft
(16) to remove shaft
and sleeve (15) from
housing (8).
(6) Tap opposite
sleeve (15) to remove from
housing (8).
(7) With aluminum drift, tap
sleeves
(15) to remove from
housing (18).
(8) Holding
shaft (1) with a wrench, remove cotter
pin,
nut (1)
and
washer
(9).
Pull shaft and
bearing assembly
from
housing (8).
(9) Press shaft (1) from
bearing (3) and remove slinger (7) and
spacer
(6).
(10) Remove
snap ring (2) and
grease fitting (5) from
housing (4).
(11) Heat
housing (4) to
approximately
250" and
press bearing (3)
from
housing (4).
(12) Press 00
bushings (14) from sleeves
(15).
F. Lower
Swashplate Inspection
See
Inspection
Tables on
following pages.
G. Lower
Swashplate
(1) Remove seal from one side of
bearing (3).
(2) Heat
bearing housing (4) to
approximately
250" and install
bearing (3)
with
open
side of
bearing up
as installed in
helicopter.
(3) Install
snap ring (2) and
grease fitting (5) in
housing (4).
(4) Support
inner race of
bearing (3) and
press
shaft (1) into
bearing
with head of shaft on
snap ring
side.
(5) Install
spacer
(6) with narrow side of
spacer against
inner race
of
bearing.
(6) Install
slinger (7) on shaft (1).
(7) Apply
lubrication to shaft
(1) and insert in
housing (8).
Install washer (9) and nut (10. Torque nut and install cotter
pin.
(8) Press DU
bushings (14) in sleeves
(15) using
tool T-0105
(4
places).
(9) Apply
lubrication to O.D. of sleeves
(15) and bores of ears on
housing (8).
MM-12-51
MAINTENANCE MANUAL
INSPECTION TABLE LOWER SWASHPLATE ASSEMBLY
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-16123-1
Fig
12-22 Shaft
Bearing
diameter -.0002 Not
repairable Replace
shaft
Item 1 .4726
diam
.4723
repairable Replace
shaft
crossed or
missing threads.
1.2598
SZO1SBKZZ
Fig12-22 Bearing
00
r~
diam None allowed Non
Item 3
.4724
ID
~KZ
diam None allowed Not
No
ratchety Replace bearing
feeling
28-16361-1
Fig
12-22
Housing Bearing
bore +.0002 Not
Item 4 1.2604
diam
1.-~598
Bolt holes in None allowed Not
pivot ears
check for
elongation
28-16228-1
Fig
12-22
Spacer
Check for nicks None allowed .003 deep
Polish to remove
Item 6 or galling on ID
MM-12-52
MAINTENANCE MANUAL
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-16387-1
Fig
12-22
Slinger
Check for bends .005 Not
repairable Replace slinger
Item 7 in outer edge
28-16119-1
Fig
12-22
Housing Bushing
bores +.0002 Not
Item 8 .7500
.75(75
diam
Center bolt bore +.0003 Not
.4375 diam (no
galling
in this
bore)
Bolt holes in
pivot ears
.375
diam on one +.0005 Not
.3f6
side
.250
diam
.251
opposite
side
Cracks in None allowed Not
casting
28-16227-1
Fig
12-22
Spacer
Nicks
gouges
None allowed Not
Item 12
MM-12-53
MAINTENANCE MANUAL
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-16263-1
Fig
12-22 DU washer
Replace
when
Item 13 Teflon DU surface
is
through
to
bare metal
28-16102-4
Fig
12-22 DU
bushing Replace
when
Item 14 Teflon DU surface
wears through
to
bare metal
.7508
28-16226-1
FI912-22
Sleeve 00 diam -.0001 Not
repairable Replace
sleeve
Item 16
.5937
ID
T591fT
diam +.0002 Not repairable Replace
sleeve
.5000
28-16223-1
Fig12-22
Shaft 00 dam -.0002 Not
repairable Replace
shaft
Item 16
Concentricity
None allowed Not
repairable Repace
shaft
.0015 TIR
repairable Replace
shaft
crossed or
missing
threads
.5000
28-16225-1
Fig
12-22
Spacer
00
TV4V~
diam -.0002 Not
Item 17
MM-12-54
MAINTENANCE MANUAL
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
28-16116-1
Fig
12-22
Housing Bushing
bores +.0002 Not
Item 18 .7500
.7505
diam
Cracks in
casting
None allowed Not
.3750
28-16224-1
Fig
12-22 Tie Rod OD diam +.0002 Not
Item 19
repairable Replace
tie rod
crossed or
missing
threads
Concentricity
None allowed Not
repairable Replace
tie rod
.0015 TIR
MM-12-55
MAINTENANCE MANUAL
(10) Using
tool T-0100, tap one sleeve
(15) into
housing (8).
(11) Install shaft (16) into sleeve
through open
ear of
housing (8).
Place
opposite
sleeve
(15) on shaft
(16) and
tap
into
housing
with tool T-0101. Shaft should rotate
freely
at this
point.
(12)
To shim shaft (16), proceed as follows:
NOTE: Ideal
shimming
of the
assembly
is to have
equal
amount
of shims on each end of
shafts; however, a .005 maximum
difference in shims is allowed from end to end to
obtain
proper prelioad.
(a) Place a mark on one ear of
housing (8) and install a .020
shim
(20) on same end of shaft (16). Mark indicates
.020 shim end.
(b) Install teflon side of DU washer
(13) inboard
against
shim
(20).
(c) Install
spacer
(12) with chamfer outboard.
(d) Insert tie rod (19) in shaft
(16) to hold shaft from
rotating
and install nut (11). Torque
nut to
align
with
cotter
pin
hole.
(e) Insta11 .020 shim
(20), DU washer
(13),
spacer
(12), and
nut (11) on
opposite
end of shaft.
(f)
Torque
nut (11) aligning
cotter
pin
hole.
(g) Tap
each end of shaft
(16) to seat stack
up
with an
aluminum drift.
NOTE: Shaft should rotate
by
hand with a
slight drag.
If
end
play
is noticed in
shaft, remove shims. If
shaft is
excessively tight,
add shims. It is
very
important
to
keep
shims within .005 difference end
to end.
(13) When
shimming
is
correct,
install cotter
pins
in nuts 11).
(14) Apply
lubrication to O.D. of sleeves (15) and I.D. of
housing (18).
Install sleeves in
housing using
tool T-01OO.
(15)
Install
spacers
(17) into sleeves
(15).
(16)
Insta11 DU washer (13) on tie rod
(19) with teflon side of
washer
facing
inboard.
(17) Install a .020 shim
(20) on tie rod (19).
(18)
Insert tie rod (19) partially
into
spacer (17) with head of tie
rod located
through
clearance hole of
housing (18).
MM-12-56
MAINTENANCE MANUAL
(19) Place
upper housing (18) over lower
housing (8), aligning
clearance holes in
upper housing
to outer ears of lower
housing.
(20) Push tie rod (19)
through
shaft
(16)
and
opposite spacer
(17).
(21) Install a .020 shim
(20), DU washer (13),
spacer
(12)
and
nut
(11).
(22) Hold end of tie rod (19) with tool
T-0O16, torque
nut and
align
cotter
pin
hole.
(23) Tap
each end of tie rod (19) with an aluminum drift to seat
stack
up.
(24) Rotate
housings
in both directions to check end
play
and
drag.
NOTE:
Equal pressure
is
required
to move lower
housing
in
either direction. Add or subtract shims from tie
rod (19) to
equalize
movement of shaft
(16).
It is
important
to
keep
shims within .005 difference end to
end.
Tapping
both ends of shaft with an aluminum drift
is
required
each time shims are
changed.
(25) Upon comp
letion of
equal movement,
install cotter
pins
in
nut (11).
H. Upper Swashplate Disassembly (Figure 12-23)
(1) Install aluminum blocks
(tool T-1758) on each side of
bearing
housing (15) and
clamp
blocks in a vise with nuts (1) facing up
for removal.
(2) Bend
locking
tab (2) back to a flat
position
and remove nuts (1)
with
special
socket tool T-0086. Remove
locking
tab.
(3) Place
swashplate assembly
in arbor
press using
blocks T-1758 for
support
and
positioned
with
housing (3)
up.
(4) Position
plug
tools T-01O2 three
places
in threaded end of
retainer and
guide
tube
assembly (16)
and
press
swashplate
assembly apart.
(5) If DU
bearings (14) are
worn, press
to remove from
bearing
housing (15).
(6) Press
spacer
(13) from
and remove rain
slinger (12).
(7) Cut
safety
wire and remove screws (4), washers
(5), bearing
retainer (6),
spacer
(7) and shims (8).
(8) Heat
approximately
2500 and
press
bearing (9) from
housing.
MM-12-57
MAINTENANCE MANUAL
8
1
15
13
12
6~1 I
10
OPEN SIDE OF
9
BEARING UP
8\ /d
a~A6
0~4
O
CS
Fig.
12-23
UPPER SWASHPLATE
o
ASSEMBLY AND
DISASSEMBLY
MM-12;58
MAINTENANCE MANUAL
I.
Inspection (Upper Swashplate)
See detailed forms on
following pages.
J.
Upper Swashplate Assembly (See Figure 12-23)
(1) If
installing a new
bearing, remove seal from one side of
bearing (9).
(2) Heat
approximately
2500.
(3) Apply a lubricant (STP or equivalent)
to 0.0. of
bearing
and
I.D. of
housing.
INstall
bearing
in
housing
with
open
side of
bearing facing up
as installed in
helicopter.
Allow to cool.
NOTE:
Bearing
must be seated
against
inboard
fiange.
(4) To calculate the shims
(8) required
to
preload bearing
into
housing, proceed
as follows:
(a)
Use a depth
micrometer to measure distance from face of
bearing
to face of
housing.
(b) Subtract .003 inch from measurement in
step (a) to
equal
the shims
required.
NOTE:
Shims.005 inch.are
available in thicknesses of .002,
.003 and
(5) Place shims (8)
and shield retainer (7) on face of
housing (10).
(6)
Install
bearing
retainer (6) in
place
and secure with
washers (5) and screws (4). Torque
screws in
alternating
sequence
and
safety
wire in
pairs
with .025
safety
wire.
(7)
Install tool T-17O9 on inner race of
bearing (9) (sealed side).
Place
slinger (12) over
open
face of
bearing
and
press
spacer
(13)
into
position, securing slinger
in
place.
(8) Clean
gu~de
tube bores of
bearing housing (15)
and O.D. of DU
bushings (14) with loctite
primer.
(9) Apply type
A loctite to O.D. of DU
bushings
and
press bushings
into
NOTE: Press DU
bushings
in
housing
until
they are flush with
face of
bearing housing.
Rotate
assembly
and
repeat
on
opposite
end.
(10) Install
bearing housing (15) on retainer and
guide assembly (16)
with
large flange
of
housing facing
toward threaded end of
guide
tube.
MM-12-59
MAINTENANCE MANUAL
INSPECTION TABLE UPPER SWASHPLATE ASSEMBLY
Fig.
Serviceable Repair
Inspect
Limits Limits
Repair or Action
28-16113-1
Fig
repairable Replace
nut
Item 1 crossed or
missing
threads
Hex corners no None allowed Not
repairable Replace
nut
rounded or
smashed corners
28-16126-1
Fig
12-23
Locking Replace on
Item 2 Plate
re-assembly
28-16112-1
Fi-g
12-23
Mousing
Item 3 crossed or
missing
threads
Nicks
gouges
.005 deep
.025
deep
Polish blend to
remove. Brush on
iridite finish
Guide tube holes +.0003 Not
.9062-.9069 diam
28-16110-1
Fig
12-23
Bearing
Nicks scratches .005 deep
.010 deep
Polish blend to
Item 6 Retainer remove
+.0000
Z993L13X38
Fig
12-23
Bearing
00 3.9370
-.0004
None allowed Not
Item 9
+.0000
ID 2.5591
-.0004
NO"e allowed Not
MM-12-60
MAINTENANCE MANUAL
Pig.
Serviceable Repair
Z993L13X3B CONTINUED
Bearing
Condition of No
pits
or flat Not
balls
cage spots
allowed
check after
c~eaning
28-16108-2
Fig
12-23
Bearing
Pivot bolt holes None allowed Not
Item 10
Housing
for galling or
wear
Threads no Noneallowed Not
crossed or
missing
threads
Bore 3.9371 None allowed Not
3.9365 diam
28-16386-1
Fig
12-23 Rain Check for None allowed Not
repairable Replace slinger
Item 12
Slinger
deformation
28-16106-1
Fig
12-23
Spacer
Check guide
tube .002 deep
.008
deep
Polish blend to
Item 13 holes for
galling
remove
16-DU-12
Fig
12-23
Bushing
OD 1.125 -.0005 Not
Item 14
ID 1.00 diam +.0005 Not
MM-12-61
MAINTENANCE MANUAL
Fig.
Serviceable
Repair
Inspect
Limits Limits
Repair or Action
1.1250
28-16103-1
Fig
12-23
Bearing
Hole diam +.0004 Not
Item 15
Housing
OD 2.6470 -.0003 Not
2.6465 diam
Galling
OD .001
deep .005 deep
Polish to remove
28-16260-1 Fig
12-23 Retainer Check for worn None allowed If rivet is
Replace
rivet
Item 16 Guide or sheared sheared with no
Shafts rivets o-the;r
damage
to
Assembly assembly
Threads no None allowed
Damaged Replace guide
shaft
crossed or threads in retainer
missing
threads
Check for loose- None allowed Not
repairable Replace assembly
ness of
guide
shaft in retainer
Galling
of
guide .001
deep .005
deep
Polish blend to
shafts not exceeding remove
1" in
length
Cracks in None allowed Not
repairable Replace assembly
retainer
MM-12-62
MAINTENANCE MANUAL
(11) Place retainer and
guide
assembl
end
up.
Lubricate
guide
tubes
in arbor
press
with threaded
16) and holes in
spacer
(13)
with STP or
equivalent
lubrication.
(12) Press
bearing housing assembly (10) on guide
tubes with
slinger (12) facing housing (15).
(13) Lubricate holes in bell
housing (3)
and
press
onto
guide
tubes.
Be sure housing
is seated into
bearing (9).
NOTE: Slide
housing (15)
up
and down on
guide
tubes. If
housing
is
excessively tight or binding,
mark the
positions
of bell
housing (3),
spacer
(13)
and
housing (15) to
guide
tubes
(16). Press
assembly
apart,
rotate items (3), (13), and (15)
120
degrees
on
guide
tubes and re-assemble. Re-check to be sure
housing (15)
slides with no interference.
(14) Clean threads of
guide
tubes and threads of nuts (1)
with
loctite
primer.
(15) Install aluminum blocks (Tool T-1758) on bearing housing (15)
and
clamp
in vise with bell
housing (3)
up.
(16) Install lock tab (2) on guide
tubes.
(17) Apply
Vibr-Tite to threads of nuts (1) and install on guide
tubes.
Torque
nuts to 20 ft Ibs (3 places).
K.
Upper Swashplate
and Guidetube Installation
(See Figure 12-21)
to bottom bore of main rotor mast.
(2) Align
slot in
upper swashplate housing
with
locking pin
in lower
end of mast and install
swashplate
into
position.
NOTE:
By sliding upper swashplate
on
guide tubes, gently tap
the
assembly
into
place.
(3)
Install washers (19) and bolts (18) in three
places. Torque
bolts and
safety
with .025
safety
wire.
NOTE: Rotate
upper
collective
bearing housing
with unit in
full
up position
to check for clearance to
safety
wire.
(4) Install
walking
beam (5)
into ears of
upper
collective
bearing
housing.
(5) Install bolts
(6) through walking beam, torque
and
safety
wire
with .032 wire.
(6) Install
pivot straps
(4) on
gearbox
and
walking
beam studs.
MM-12-63
MAINTENANCE MANUAL
(7) Install hardware (3), torque
nuts and install cotter
pins.
(8) Install
push-pull
rod (2) into
walking
beam (5) and connect with
hardware (1).
(9) Insert stainless steel
spacers
in
push-pull
rods (9)
and center
pivot
of
walking
beam
(10).
(10)
beams
(1Install di""w"-pul~
rods (9) into mast and connect to
walking
with bolts (11), washers
(12) and nuts (13). Torque
nut to 40 in Ibs. Install cotter
pin.
(11) Connect
walking
beams (10) to mount brackets (17)
with
bolts (14), washers (15), and nuts (16). Torque
nuts to
40 in Ibs. Install cotter
pin.
(12) To install
doglegs (8), proceed as follows: (See Figures
12-21
and
12-24)
(a) Position
dogleg (8) on
push-pull
rod (9) and install
nut (7) finger-tight.
NOTE:
Doglegs
must be re-installed to the
respective
push-pull
rods
they
were removed from.
(b) Position
special
tool T-0O54 on bell
housing
of
upper
swashplate assembly
while
aligning dogleg parallel
to its
respective walking
beam on main rotor hub. Install screws
to hold tool in
place.
Place
spacer
on each side of swivel
ball in
dogleg
and install bolt to
position dogleg
on tool.
See
Figure
12-24.
(c) Torque
nut (7) to 140 in Ibs and install cotter
pin.
(d) Repeat steps (1) through (c) on each
dogleg.
L. Lower
Swashplate
(1)
Install lower
swashplate
with attachment ears aligned
to
doglegs (15).
(2) Secure in
place
with washers
(19) and screws (18). Torque
and
safety
screws in
pairs
with .032
safety
wire.
(3) s (15) to lower
swashplate housing using
bolts (16) Secure
d o g l e a n d
spacers
q14).
NOTE:
Spacers (14) are installed with chamfer inboard toward
bearing
in
dogleg.
(4) Install washers (13)
and nuts (12) on bolts (16). Torque
nuts
and install cotter
pins (3;places).
(5) Installspacer (6) in
long:itudinal push-pull
rod (2).
MM-12;64
MAINTENANCE MANUAL
"*-:lt
Fig.
12-24
TOOLT-0054
FOR COG LM; INSTF~TION
ORIGINAL
AsReceived
Bbr
ATP
MAINTENANCE MANUAL
(6) With washers
(5) on each side of
spacer (6), insert
push-pull
rod into lower
i7j Install bolt (3), washers (4) and nut (7) to secure rod in
place. Torque
pin.
(8) Connect lateral
push-pull
rod (11) to
housing (1) using
bolt
(8), washers
(9)
add nut (10). Torque
nut and install
cotter
pin.
(9! Rotate
cyclic
stick to check for
binding
in the
system.
Check
all connections for
security.
(10) Install fuel tank and connect fuel lines. Install fuel and
check for leaks.
(11) Replace
side
panel
cowls.
12-12 FLIGHT TEST PROCEDURE
A.
Preliminary
Checks
NOTE: Whenever a
helicopter
has had work
accomplished
to the
flight controls, it is recommended that a
flight
test be
conducted before
returning
the
helicopter
to service.
(1) Perform a
preflight inspection.
See Section
3-2, Inspections.
(2) Perform a Verification of
Rigging,
see Section 12-8.
(3) Perform normal start and
runup
checks to 2300
rpm.
B. Flat Pitch Test (low
rpm
checks)
NOTE: The
following
test is used to check
rigging
of the
flight
controls.
(1) Adjust engine rpm
to 2300 with rotor
engaged.
WARN ING: Clear all
persons
from
tip path plane area as blades
may
dip as low as 5 feet
during
this test.
(2) Displace cyclicfore, aft,
and
laterally
while
visually inspect-
ing
for
proper tip path plane reactions. Center
cyclic
stick
after test.
(3) Displace cyclic laterally
to the left until a slight
mast
bumping
is felt
through
the airframe. Look down at the static
cyclic stop ring
in the floor on
pilots
side and note the
distance between the
ring
and the
cyclic
stick.
Repeat
this
procedure
for
right lateral, fore,
and aft. All four
positions
should have
approximately
the same distance from
stop ring,
indicating proper rigging
of
push-pull
tubes. Center
cyclic
after this
procedure.
MM-12-66
MAINTENANCE MANUAL
(4) Trim
cyclic
stick to neutral
position
and release
cyclic grip.
Visually
watch
cyclic
stick for motion.
Cyclic
should remain
centered and still. Move
cyclic
fore and aft without
trimming
and check smoothness. No hard vibrations should be
present.
NOTE: If hard vibrations are
present
or the
cyclicwanders,
either the aircraft will have to be tracked or a
problem
exists in the main rotor control
system.
(5) Displace
the left tail rotor
pedal approximately
2 inches.
Observe
engine
tach for a
drop
in
rpm indicating proper rigging.
Return
pedals
to neutral
position
after
performing
this
procedure.
CAUTION: If aircraft is on a
slippery
surface it
may
turn
during
this test.
(6) Retard throttle to idle
position
and check for
disengagement
of
sprag
clutch
by observing
tachometer needle
split.
(7) Smoothly rejoin
tach needles and set
engine rpm
at 3050.
Perform normal
runup procedures.
(8) Check throttle for false limit at 3050
rpm.
No
stop
should be
contacted
prior
to 3050
rpm.
(9) Check that
engine
has 19 inches of manifold
pressure
at
3050
rpm.
NOTE: 19 inches of manifold
pressure
indicates that
adequate
autorotational
rpm
will be available in later tests.
C. Hover Test
(1) With rotor
engaged
and
engine
at 3050
rpm,
release the collec-
tive friction and
slowly
increase collective
pitch.
While
making
minor
adjustments
to controls, watch for
proper response
as aircraft becomes
light on the skids.
NOTE: If
rocking
or
bouncing
occurs at this
point
the
aircraft
may
need
tracking, oleo, or damper
work
performed.
(2) Bring
aircraft to a hover with
cyclic
stick centered
laterally
and
slightly
forward of center in static
stop ring.
NOTE: This test should be
performed
in low wind conditions.
If winds are in excess of 10
mph
the
cyclic
will be
displaced
in that direction. If aircraft has
rough
ride see tracking procedures
for hover track
(Section 12-2 or 12-3).
MM-12-67
MAINTENANCE MANUAL
(3) Pedal
position
in a hover should be d" to 1"
right pedai.
NOTE:
Improper pedal position requ
ires tai1 rotor
rigging
check at this
point.
Collective should be in normal
position
and throttle must not be
against
false
stop
or
into override.
(4) Stabilize aircraft at a hover and check the
following:
(a) Change
collective
setting up
and down
approximately
one
inch and note collect,ive
spring loadings.
If collective has
equal
forces in both
directions,
release throttle to check
for override contact.
NOTE: Throttle and collective should remain in
position
without friction.
(b) Adjust cyclic
trim to full left and full aft. The
cyclic
should have
slight right
force
(approximately
2
Ibs) with
pilot
and
passenger
and "0" forces fore and aft. Record
discrepancies
in control forces and make
adjustments
for
throttle, cyclicposition,
and collective
position.
NOTE: Do not adjust for minor trim conditions until
necessary adjustments
for
autorotation,
V and
cruise
procedures
have been
completed
are
discussed later in this test
procedure.
(5) For left
pedal
and collective
rigging
low
rpm check, proceed as
follows:
(a) Stabilize aircraft at 1 foot hover and normal
operating
range
with
heading
into the wind.
(b) Slowly
reduce
engine rpm
while
maintaining
one foot hover.
As aircraft reaches 220 rotor
rpm,
sufficient left
pedal
should be available to maintain
heading
into the wind.
(c) Continue to decrease
engine rpm
until aircraft contacts the
ground.
The collective
up stop
should not be contacted
until touchdown. This indicates
proper
collective
rigging
to
upper
control armf.
(6)
For
right pedal rigging
check
proceed as follows:
(a)
Hover aircraft at on~ foot
heading
into wind.
(b)
Perform
hovering
autorotation while
maintaining
one foot
altitude.
(c)
As the rotor
passes through
220
rpm,
the aircraft will
settle to the
ground,
NOTE: Collective should not contact the
up stop prior
to
ground
contact.
MM-12;68
MAINTENANCE MANUAL
(d) Sufficient
right pedal
should be available until
firmly on
the
ground.
NOTE: If above conditions cannot be
met,
check
rigging
of
appropriate
items.
(7) 20
mph
hover checks
proceed as follows:
(a) Position aircraft over a flat smooth area.
(b) Hover aircraft at 20
mph airspeed
and normal
operating rpm
(3050 rpm).
Check in both directions
l~aterally,
forward
and rearward. No
stops
should be contacted
during
this
phase.
(c)
If no
stops
are contacted, repeat procedure
at minimum
rpm
(2900 rpm).
D. Cruise
Flight
Test 75% Power
(1) Perform normal takeoff and level off at 1000 AGL and set
altimeter to 29.92. Record
pressure altitude, temperature
and
gross weight
information.
(2) Set
engine rpm
at 3050 and 29" manifold
pressure
with
steady
heading approximately
90-95
mph.
NOTE: Allowtwo minutes for aircraft to stabilize.
(3) Visually
check static
ring
for
cyclicposition on pilots
side.
Cyclic
stick should be centered and
slightly
aft in the
ring.
(4)
Trim aircraft to neutral forces. Release
cyclic
to ensure
adequate
trim is available.
(5) -Change
collective
setting
to check
spring
forcesof collective
bungee.
Record ifother than "0" forces.
(6) Release collective to check that throttle holds
position.
E. Autorotation Checks at 58 MPH
(1) Climb to 1500 ft AGL. Set
up
autorotational
landing
to suitable
area.
CAUTION: Enter autorotation
by lowering
collective while main-
taining engine rpm.
DO NOT exceed maximum rotor
rpm.
Split
tach needles to ensure adequate
rotor
rpm
for
autorotation.
(2) Enter
straight
into autorotation and
adjust airspeed
to 58
mph.
MM-12-69
MAINTENANCE MANUAL
(3) At 58
mph
in
stabilize
autorotation
depress right pedal
smoothly
to
pedal stop.
Sufficient
pedal
should be available to
yaw
the aircraft to a minimum of 25" to the
right
of course.
(4) Re-establish autorotational
glide
at 58
mph
and full down
collective.
CAUTION: DO NOT exceed maximum rotor RPM.
(5) Record
temperature, pressure
altitude,
gross weight information,
and autorotation
rpm.
(6)
As aircraft
approaches 100ftAGL,
power
recover
by bri_nging
engine rpm
to low
green. Rejoin
tach needles
by pulling
collective
pitch
and
adjust
throttle as
necessary
while
establishing
climb.
CAUTION: Land aircraft and make
adjustments to unsafe conditions
before
continuing
tests.
F.
Vh
and
Vn,
Checks
(1) Fly
aircraft to 1000 feet AGL. Record
pressure
altitude,
temperature,
and
gross weight
information.
to 30510 with 39" manifold
pressure
in level
flight.
(3) Allowtwo minutes for aircraft to stabilize. Record
airspeed.
CAUTION: Do not exceed
Vne
Speed envelope or maximum manifold
pressure during
this test.
(4) Visually inspect cyclic position
in static
stop ring. Cyclic
should be centered
later~lly
with a minimum of clearance to
aft
portion
of static
stop ring.
(5)
Trim aircraft and check for zero forces fore and aft. Check for
zero lateral forces at 110
mph by momentarily releasing grip
after
trimming.
Aircraft should maintain level
flight.
and
repeat step (4) above.
(7) Record
discrepancies,
land and make corrections.
G.
Flight
Check Lateral Trim
NOTE:
Flight
check with a
pilot
and
passenger, approximately
360 Ibs.
(1) Hover
Cyclic
should have
approximately
2 Ibs left
force
(pressure
to the
right)
with full lateral trim.
MM-12-70
MAINTENANCE MANUAL
NOTE: If aircraft is
adjusted to obtain full lateral trim in
a hover,
it will not be able to obtain full lateral
trim in forward
flight.
(2) Forward
Flight Flying
to 110
mph
and trimmed
laterally,
the
aircraft should
fly straight
and level with full trim (no
yaw
to
left or right).
Lateral
Cyclic
Positions:
(3) Hover (no wind) Cyclic
stick bellcrank should be centered in
cyclicstop ring
in floor.
(4) Forward
flight
at 75%
po~:
d~;l 9 ~ b u t
bellcrank should be
slightly
aft in centered (same as hover
stop ring.
(5) Forward
Flight
at V Sea level conditions (112 mph),
low
rotor
rpm
332. Cleciic stick bellcrank should be centered
laterally
and have
approximately
clearance from aft
portion
of
stop ring.
MM-12-71
SECTION
POVVERAND
ASSOCIATED
SYSTEMS
MAINTENANCE MANUAL
SECTION 13
POWERPLANT AND ASSOCIATED SYSTEMS
13-1 POWERPLANT
A. General
Description
The "F" model Enstrom
helicopter
utilizes a
Lycoming
air-cooled
horizontally opposed four-cylinder
direct drive
engine,
model
HIO-360-F1AD. The
engine
is
turbocharged by
Enstrom
giving
it
the
power capability
of
maintaining
225 HP
up
to a 12,000
foot
density
altitude.
The
engine
is mounted in the center airframe
pylon by
a dynafocal
mount
system
attached to the rear
engine
case facing
forward in
the
helicopter.
The
turbocharger
is mounted to a tubular frame
that is attached to the rear
engine
crankcase and
accessory
housing
and is
easily
removable.
Easy
access to the
engine
is
provided by
two
large hinged panels, one.on either side of the
helicopter
and another removable
panel,
located in the cabin
firewall,
for access to the rear engine accessory
section.
B.
Operating Specifications
Powerplant
Limitatianz
Engine Lycoming
model HI0-360-F1AD
with
Rajay
model #BT5EE10J2
turbocharger
~uel 100/130 minimum
grade
Oil
viscosity
50 hour break-in
period
MIL-L-6082B
Averaae ambient temDerature SAE Grade
ovegD"F 60
Above 60"F 50
30"F to 900F 40
O" to 700F 30
Below 100~ 20
After break-in
period
MIL-L-22851 Ashless
Dispersant
Averaee ambient temDerature SAE Grade
temperatures.
15W50 or 211~50
Above 80" 60
Above 60"F 40 or 50
30"Fto 90"F 40
O"F to 700F 40,
30 or
20W40
Below 100F 30 or 20W30
MM-13-1
MAINTENANCE MANUAL
Horsepower
225 HP at 3050
rpm,
39.0 in.
Hg
manifold
pressure
Operating rpm
3050 maximum
2900 minimum
Idle
rpm
1500 minimum (clutch disengaged)
Manifold
pressure
39.0 in.
Hg,
sea level to 12,000
ft
density
altitude
EGT 1650"F maximum
Oil
temperature
245"F maximum
Oil
pressure
Normal 50 to 95
psi
Idling
25
psi
minimum
Starting warmup
115
psi
Main rotor
gearbox
225"F maximum
Cylinder
head
temp.
500"F maximum
Fuel mixture
Engine may
be leaned at 75%
power
or
below to 1600"F on rich side of
peak.
NEVER exceed 1650"F EGT. Mixture must
be full rich for
landing
and takeoff
regardless
of
power
for
proper engine
cooling
Rotor
Flight
Limitations (Power Off)
Maximum 385
rpm
Minimum 332
rpm
Instrument
Markings
Rotor tachometer red line 385
rpm
red line 332
rpm
green
are
332-385
rpm
Engine
tachometer red line 3050
rpm
red line 2900
rpm
green
are 2900-3050
rpm
Airspeed
indicator red line 112
mph (F-28F)
117
mph (280F)
117
mph (280FX)
Manifold
pressure
red line 39.0 in.
Hg
Engine
oil
temp.
red line 245"F
green
are 120-245"F
yellow
are
60-1200F
MM-13-2
MAINTENANCE MANUAL
Oil
pressure
red line 100
psi
red line 25
psi
green
are 60-100
psi
yellow
are 25-60
psi
EGT red line 1650"F
Cylinder
head
temp.
red line 500"F
green
are 200-500"F
Transmission oil
temp.
red line 225"F
green
are 0-225"F
13-2 ENGINE
A.
Engine Turbocharger Troubleshooting
Experience
has
proven
that the best method of
troubleshooting
is
to
analyze
all
symptoms
of the
problem
and
carefully
eliminate
any systems
that are not
contributing
to it. The
following
troubleshooting
chart has been
prepared
to
help
the maintenance
personnel pinpoint
the
problem
areas
by focusing
on
specific
engine operating symptoms.
In the
following
charts these are
depicted by
the
major headings
followed
by
the most
probable
cause and
remedy.
NOTE: The remedies and/or actions in the
following
charts are
in an abbreviated form. For full
description
of
any
of
the
problems
turn to the
specific paragraph
in the
following
sections of the
Powerplant
Section.
Problem Cause Action
Failure of
engine
Dead
battery,
starter Self
explanatory.
to crank over, relay defective,
defective starter or
corroded terminals on
ground or battery
leads.
Failure of
engine
Lack of fuel to
engine.
Check main fuel valve
to start. "ON",
fuel level,
boost
pump pressure,
filters and mixture
setting.
Staticair nozzle Clean valveor
replace.
vent valve stuck
closed.
May
be
accompanied by
induc-
tion tube
sump
valve
backfire.
MM-13-3
MAINTENANCE MANUAL
Probl em
Cause Action
Failure of
engine
Shower of
sparks
Check for low voltage
to
to start, inoperative,
no buzz circuit during
(CONTINUED)
from vibrator, cranking (9.5V min),
defective vibrator relay,
or corroded connections.
Sump
valves stuck Clean all three
sump
open
accompanied
valves.
by
backfire or popping.
Magneto inoperative
Check
ignition
lead for
or
"P" lead
grounded. spark,
or breakage.
Check retard action,
and "P" lead
connections.
Engine
kicks back. Check shower of
sparks
vibrator
relay
operation,
check retard
timing
and breaker
action, magneto timing,
damaged
distributor
cap
or shorting internally.
Failure of
engine
Severe
flooding.
Review
starting
to start, accom- procedure.
panied by puffing
black smoke from Excessive
priming.
Review starting
exhaust stack,
fuel procedure.
dripping
from
sump
valves. Servo center
body Replace
servo.
seal leak.
Servo mixture valve Remove and
repair
plates leaking.
mixture valve
plates.
Excessive fuel boost Reduce duration of
pressure.
priming
check fuel
boost
pressure.
Failure of
engine
Incorrect idle mixture Correct idle mixture
to idle
properly, setting, setting.
Leak in induction Check induction
system
system, sump
drain for leaks,
check
opera-
valves stuck
open.
tion of
sump
drain valves.
Incorrect idle air Adjust
throttle
stop
to
adjustment.
obtain correct idle
speed.
MM-13i4
MAINTENANCE MANUAL
Failure of nirt in air side of
Carefully
clean
engine
to fuel nozzle. nozzles.
idle
properly.
(CONTINUED)
Bad or fouled
spark Replace or clean as
plugs. required.
Shorting
of
ignition
Check
ignition
leads.
lead.
Unable to
pull
full Mixture tod rich,
Check fuel servo for
rated
power,
indicated
by sluggish proper
fuel
output
missing, or
engine operation,
red exhaust
metering.
twitching
in mounts. flame,
black soot
residue in exhaust
stack and
smoky
black
exhaust.
Partially clogged
or Clean as required.
clogged
fuel
injection
nozzle or nozzles on
either fuel or air side.
Air leaks in the air Check induction
system
induction
system,
for leaks,
clean
sump
sump
drain valves drain valves.
stuck
open.
Inadequate
fuel
supply,
Check fuel flow,
servo mis-rigged,
filters and
rigging
of
restricted staticair controls.
nozzle in fuel
system,
usually accompanied by
high temperatures,
vent valve stuck
open.
Restriction in air Check
ducting,
intake. condition of filter
and intake
scoop.
Turbocharger
waste- Check
wastegate
for
gate
and throttle
proper operation,
override not
r~gging
and over-
functioning properly.
ride actuator ride,
internal heat
erosion.
Leak in
engine
exhaust Check exhaust
flange
system, reducing gaskets,
turbo
gaskets
exhaust
pressure
to and
couplings
or
turbo
system. system
tube failures.
MM-13-5
MAINTENANCE MANUAL
p~
c~S
Unable to
pull
Turbo
rotating
Check freedom of
assembly.
full rate
power, assembly rubbing on Allowable shaft radial
missing, or
housing,
distorted
play
is .017 to
engine twitching housing,
dirt accumu- .028 inch on
bearings,
in mounts. lation on
impeller,
allowable shaft axial
(CONTINUED) carbon
build-up, or
play
is .004 to .009 inch.
foreign object damage,
bearing
seizure.
Engine timing
is Check
timing
to
slightly
off.
required specifications.
NOTE:
During magneto
check if EGT has a
variance of more than 100" from R to L
magneto
check
timing.
High speed ignition,
Check
wiring
harness
high
tension leak or and
plugs.
faulty spark plugs.
Engine
will not Idle mixture set too Check idle
mixture,
accelerate from lean, fuel
pressure
fuel
pressure, supply
idle, too low,
fuel
supply
and air intake
restricted, or air obstruction.
supply
restricted.
Engine
accelerates Idle mixture on lean Check mixture or
from idle but is
side, servo too rich
replace servo.
rough
and erratic. or center
bo:dy pin
hang-up
caus:ed
by
internal
mis,alignment.
Rough engine Engine
mounts Check
mounts,
belts
operation
at
high deteriorated, or and
torque.
power settings, improper torque.
Plugged
or
partially
Clean fuel nozzles
plugged
fuel nozzle
thoroughly.
air or fuel side).
This is indicated
by
higher
than normal fuel
flowand
slight
increase in MAP.
Misfiring
of
ignition
Check
ignition high
system, high
tension tension
system
and
leak, fouling spark plugs.
plug.
Misfiring
due to Check fuel octane
detonation, due to
rating,
reduce
power,
excessive
cylinder
and increase mixture
head
temperatures, setting.
MM-13-6
MAINTENANCE MANUAL
Cause Action
Low oil
pressure
Insufficient oil Check oil level, grade
at
operating rpm, supply, improper grade
of oil,
increase mixture
of
oil,
excessive
setting
for
high
ambient
operating temperatures. temperatures.
Oil
pressure
relief Check oil
p~essure
valve
hung up,
relief valve
setting
and
defective or loose,
operation.
Oil
leakage
from Check all lines and
lines or fittings.
and
fittings.
Oil
pump failing or Check oil
pump output
sump
suction screen and suction screen.
partially
blocked.
High
oil and Insufficient
cooling
Check
cooling
air inlet
cylinder
head air to
engine
and for obstruction,
check
temperatures.
oil coolers,
cylinder
fins for
excessive dirt accumu-
lation,
check oil cooler
inlets for dirt and debris.
Insufficient
quantity
Check oil level and
grade.
of oil or
improper
grade.
Operating
at Reduce
power,
increase
excessively high power
mixture
settings.
settings exceeding
EGT limitations.
E:xcessive oil
Improper grade
of oil,
Check
grade
of oil. If
consumption,
turbo seals failed,
turbo seals are bad, oil
engine ring and/or
seepage
f~om induction
valve clearance .out
sump
valves
may
occur
of limits, after
parking,
and this
oil
may
be found in
turbo
assembly.
This
condition is
usually
indicated
by
excessive
exhaust smoke on start-
up
and at idle.
NOTE: Oil
input
line check valve
hang
to the
turbo
housing
will indicate the same
problem.
MF?-13-7
MAINTENANCE MANUAL
Excessive oil On new engines
or Continue to break in
consumption,
rebuilt
engines ring engine
with recommended
(CONTINUED)
may
not be
properly
oil until oil
seated.
consumption
stabilizes.
NOTE: Avoid continuous
operation
at maximum
power settings
and EGTs
during
this
break-in
period.
Glazed
cylinder walls, Cylinders
must be
caused
by improper
removed and reworked
engine operation during by honing.
break-in
period.
Clogged engine
crank- Clean vent of
sludge,
case breather vent be sure small side vent
line. In cold weather in tube inside of cowl
frost can restrict line is clear and
open.
this vent and cause This will allow
engine
nose seal to fail to breathe
properly
if
or
pump
oil. the
exposed portion
below frosts closed.
Loss of, reduction Malfunction o~ MAP Clear line and recheck.
of, or fluctuation indicator
may
be the
of manifold result of debris in
pressure
when the MAP reference
turbocharging.
1 ine to
engine.
Air intake
restriction,
Check condition of
duct
collapsing
or air
ducting.
filterblocked or
icing.
Turbo
output leakage
Check
complete
induction
through
induction
system
for leaks or
system,
loose
duct,
failures.
adapter
or collar,
failure of intake
pipe.
Partial fuel
vapor
Reduce
power
locking
due to hot
fuel altitude, or
combination of both
with
high power
set-
tings, may
be accom-
panied by
detonation.
Malfunctioning
fuel Reduce
power.
If
engine
pump
or
pressure begins
to detonate,
regulator,
blown seal terminate
operation.
or
leaking primp
deck
pressure
line.
MM-13-8
MAINTENANCE MANUAL
Engine runs hot Ambient
temperatures
Reduce
power
to safe
during
too hot. EGT levels.
turbocharging.
Over-boosting or Reduce
power
to
proper
mixture too lean. MAP and EGT limitations.
Increase mixture
setting.
Ignition timing
off. Check
timing
to
required
specification.
B.
Preparation
for
Engine
Removal for
Replacement
or Overhaul (See
Figure 13-1)
The
engine
is removed as a unit with
components
of
engine
associated
systems
and
engi
ne
accessory
items (alternator,
Starter, magnetos, wiring harness, etc.) attached to the
engine.
(1) Disconnect
battery.
(2) Remove
segmented cowl, baggage box, side
panels,
1 ower
cowling
and
engine compartment
doors.
(3) Remove fuel tanks and drain fuel lines.
NOTE:
Upon
removal all
line, fittings and/or openings
to
engine,
tanks or coolers should be
plugged
with
dust
caps
or covers to
protect
from contamination.
(4) Drain oil from
engine,
oil coolers and oil lines.
(5)
Remove
jack
strut and fan
assembly.
(6)
Remove main rotor transmission.
NOTE:
Utilizing some
type
of overhead
lifting
device is
recommended as the easiest and safest method of
engine
removal. If overhead
lifting capability
is
not available,
it will not be
necessary
to remove
the transmission
(step 6) or install
lifting ring
(step 10).
(7) Disconnect fuel line from the fuel shutoff valve and detach
the doubler
encircling
the fuel line at the fire curtain.
(8) Remove
upper engine baffling.
(9) Remove or detach fire curtain as required.
(10) Remove
primary
oil cooler
(right side).
(11) Remove induction air box and
ducting.
MM-13-9
MAINTENANCE MANUAL
(12) Disconnect exhaust
gas temperature probe
and remove exhaust
system
and associated flexible
ducting.
(13) Detach fan shroud from
engine
and remove mount brackets from
top
and bottom of
engine.
(14)
Pull fan shroud and
secondary
oil cooler
away
from
engine.
(15) Detach clutch cable
clamps
from
bay
tube.
(16)
Disconnect fuel lines from main fuel strainer.
(17)
Remove
bay
tubes.
(18)
Remove
sump
drain lines and valves.
(19)
Disconnect fuel inlet line to fuel
pump, scavenge pump
inlet
line and remove fuel
pump
drain line.
(20)
Disconnect
engine ground strap
starter and alternator lines.
(21)
Remove
turbocharger, wastegate
and
injector adapter.
(22)
Remove
injector,
inlet air
adapter
and flexible duct.
(23)
Disconnect static
pressure
lines from induction tube and
remove induction tube.
(24)
Disconnect static
pressure
line from fuel
pump.
(25)
Disconnect tach
drive,
oil cooler oil lines and crankcase
breather tube from
engine.
(26)
Disconnect oil
temperature, pressure,
and
cylinder
head
temperature probes.
(27)
Remove fuel
pressure
lines from flowdivider.
(28)
Disconnect
magneto primary
leads.
(29)
Remove static
pressure
manifolds from
engine baffling.
(30)
Remove
top ignition
wires from
engine baffling.
(31)
Remove
remaining engine baffling.
(32)
Remove oil fillertube.
(33)
Remove
turbocharger
and
injector mount brackets.
(34)
Install
caps
or plugs on all disconnected lines, fittings
and
engine openings
to
prevent
contamination.
(35)
Position all lines, wires, etc. to
prevent
interference with
engine
removal.
MM-13-10
MAINTENANCE MANUAL
2) (4
1. Restricted
engine
oil
pressure fitting
2. Restricted turbo oil
outlet
fitting
3.
Engine
oil
temperature
probe fitting
location
4. Chamfered case plug
location
5. Check blankstud holes
for
break-through
of
case,
to
prevent
oil
leakage
6. Oil outlet
CAUTION: Do not
overtorque
fitting case
may
crack
7. Turbo mount hole must
be threaded to receive
mount bolt
8.
Scavenge pump
and
piggy-back
fuel
pump
installation
9. Check
engine sump
for
a machined flat and
tapped
hole to receive
turbo mount.
:~RlelNBb.
As dewivecl
By
ATP
8) (9
FIGURE 13-1. ENGINE ACCESSORY SECTION
MM-13-ll
MAINTENANCE MANUAL
C.
Engine
Removal
(1) Install
lifting ring;
attach at third case half bolt from
the
accessory
case.
(2) Support
the
weight
of the
engine
with the
lifting
device.
(3) Remove the four mount bolts and Lord mount assemblies.
(4) Lower
engine
to a suitable
support
on the floor, tilting
it
as
necessary
to allowaccessories to clear
pylon.
(5) Remove
any remaining lines, fittings, brackets, probes
and
accessories as
required preparing
the
engine
for overhaul or
replacement.
D.
Inspection
Prior to
Engine
Reinstallation
(1) Engine Compartment
(a) Check
engine
mount
rings
and tubes for cracks or
distortion.
(b) Check
pylon
for worn
spots,
distorted tubes, cracks at
welded
joints
and corrosion.
(c) Check firewall for loose
fittings,
cracks and holes.
(d) Inspect
fire curtai~n for
general
condition.
Repair
or
replace
as
necessary
(see
page MM-13-62, paragraph D).
(e) Inspect
Lord mounts for
checks, cracks, deformity
and
age hardening. Replace as
required.
(f) Check electrical
panel
for
security
and
condition
of
wiring,
and clean
ground
connections.
(g)
Clean main fuel
sump
screen and
replace
filter as
required.
(h) Check oil coolers for
cracks, damaged fins,
seal
deterioration, and restrictions to airflow.
CAUTION: If
engine
removal was
necessary
due to internal
engine failure, itwill be
necessary
to flush oil lines
and coolers with mineral
spirits, kerosene, etc. to
insure removal of all
possible
contaminants.
Inspect
turbocharger
and oil lines for
damage
or contamination.
MM-13i12
MAINTENANCE MANUAL
(2) Associated
Engine Components
(6) ;~heck all lines, hoses, fittings
and seals for evidence
of
deterioration, damage
or contamination.
(b) Check exhaust
system
for cracks and distortion of
mounting flanges.
(c) Check
wastegate
for evidence of internal heat
erosion,
freedom of movement,
cracks and distortion.
(d) Check exhaust tube
matting flanges
and V
clamps
for
distortion and cracks.
(e) Check heater muff and heat
exchanger
for evidence: of
cracks or deterioration.
(f) Check
turbocharger
for freedom of
rotation, cracks,
indications of
leakage,
condition of heat shroud and
security
of
fittings.
(g)
Check turbo mount
tubing
and
fittings
for cracks,
distortion and excessive corrosion.
(h) Check intake induction tube for cracks or distortion of
mounting flange,
and
matting
duct
adaptor
for
deterioration.
(i) Check staticair fuel nozzle vent check valve for dirt
contamination and freedom of movement at low
pressures.
(j) Check three
sump
drain
valves, two in bottom
engine
sump
and one low
point
in intake induction tube,
for
sticking or clogging.
NOTE: These valves are
open
in a neutral
pressure
position;
a
slight positive
or
negative
pressure
will close them.
(k)
Check
engine baffling,
fan shroud and fan for cracks,
galling
or other
damage.
NOTE: For full
inspection requirements
see specific
section identified.
(3) Engine Preparation
Prior to Installation
(a) Check
mounting points on rear and case of new or
rebuilt
engine;
hole on right upper
rear case
flange
must be dri lied and
tapped
for turbo mount bolt
(Ref. 7, Fig. 13-.1). Check bottom aft lokier
right sump
for flatness and turbo mount clearance to drain boss
radius.
MM-13-13
MAINTENANCE MANUAL
(b)
Transfer restricted oil
pressure fitting (Ref. i,
Fig. 13-1).
(c) Transfer restricted oil feed
fitting
to turbo (Ref. 2,
Fig. 13-1).
(d) Transfer oil return line
fitting
from
scavenge pump
(Ref. 8, Fig. 13-1).
(e)
Transfer oil inlet and outlet
fittings (Ref. 6,
Fig. 13-i).
(f) Check four cast holes (Ref. 5, Fig. 13-1) in
accessory
housing
for
break-through.
If
they
show evidence of
breaking through case
the holes will have to be drilled
and
tapped
to seal them or the
accessory housing
will
have to be
replaced.
(g)
Transfer case
plug (Ref. 3, Fig. 13-1) to
upper port
and install oil
temperature pick-up
in lower
port.
NOTE: If a new
plug
is
being
used it will have to
be machined down to clear the
engine
mount.
NOTE: Items (1), (3), (5), (6) and (7) must be
accomplished prior
to
engine
installation. If
not, engine may
have to be removed to
perform.
(h) Remove fuel
pump,
transfer
scavenge pump
and bolts and
install fuel and
scavenge pump.
(i) Check
security
of oil filter.
(j) Check condition and
security
of
magneto.
Be sure fuel
pressure
line
clamp support
is attached under
upper
bolt.
Verify timing per page
13-68.
(k)
Check
security
of alternator if new and remove fan to
install
spacer.
If
transferring alternator, inspect
for cracks,
check brushes and
bearings
and reinstall.
(1) Check starter for
security,
condition of electrical
connections and
brushes,
and lubricate Bendix
assembly.
Check for
proper ring gear
clearance to Bendix.
(m)
Install
lifting ring,
attach at third
top engine
case
bolt from the
accessory
end.
MM-13-P4
MAINTENANCE MANUAL
LEFT
SIDE
81i
RIGHT
SIDE
:-*0i
BRIGINAL
As Rectlivech
By
BTP
FIGURE 13-2. ENGINE COMPARTMENT VIEWS
MM-13-15
MAINTENANCE MANUAL
E.
Engine
Installation
(1)
Place
engine
in
position
under the
pylon
and attach
lifting
device.
(2)
Raise
engine
into
py
ion, tilting
as
necessary
to insure
accessories are not
damaged.
(3)
Install serviceable Lord mounts and bolts with one to three
AN 960-716 washers under the nuts.
CAUTION: Check number of washers
requi
red on each
installation so nut will not bottom out at
torquing.
(4) Torque upper
bolts to 460-500 in. Ibs. before
releasing
the
weight
of the
engine.
(5) Install cotter
pins on
top
bolts.
(6)
Disconnect and remove lifting device.
(7) Torque
lower mount bolts to 460-500 in. Ibs. and install
cotter
pins.
(8) Remove
lifting ring.
(9) Install
baffling
around sides of
engine.
(10)
Install
ignition
wires to
engine through baffling.
(11) Install static air manifolds on baffling
and
safety
wire
screws in
pairs.
(12)
Connect staticair lines to nozzles.
(13)
Install oil fillertube.
(14) Loosely
install fan shroud and mount brackets.
(15) Replace
fan shroud foam rubber air seal if
required.
(16) Temporarily
install fan to
align
shroud.
(17)
Secure fan shroud, baffling
and
brackets, insuring
the
shroud
stays
centered
during
the
process.
(18) Remove the fan.
(19)
Install fuel lines to
engine
driven fuel
pump,
oil lines to
engine
crankcase breather tube and fuel
pump
drain.
(20) Install induction tube to
engine sump.
MM-13-16
MAINTENANCE MANUAL
(21) Install
sump
drain valves,
three
places.
(22) Install
bay
tubes and fuel filter.
(23) Connect fuel lines to filter.
(24) Install induction tube to
engine.
(25) Install induction air line from fuel
pump
to inductiontube.
(26) Install
primary
oil cooler and
ducting.
(27) Install oil lines to both oil coolers.
(28) Install induction air box, hoses,
and fuel nozzle staticair
check valve.
(29) Install
engine ground strap,
starter wire and alternator
leads.
(30) Install
injector
and
turbocharger
mount brackets.
(31! Install
injector,
inlet
adapter
and AMC
assembly.
(32) Connect fuel and air lines to
injector.
(33) Inrtall inlet
adapter
to
injector
and
safety
wire.
(34) Install
turbocharger
and connect induction tube,
oil lines
and controls.
! 35) Connect manifold
pressure
line.
(36) Install
cylinder head,
oil
tempe
rature and oil
pressure
probes
and connections.
(37) Install exhaust
system
and exhaust
gas temperature probe.
(38) Connect flexible duct to heater muff,
heater control and fan
shroud.
(39) Connect fuel and
pressure
lines to the fuel flowdivider.
(40) Install fire curtain and seal with Dow
Coming
Silicone
Sealant.
(41) Install fuel line to fuel shutoff valve and seal doubler
around line to the fire curtain with Dow
Coming
Silicone
Sealant.
(42) Install
top engine baffling.
(n3) install main rotor transmission.
MM-13-17
MAINTENANCE MANUAL
(44) Install fan and JacL strut
assembl*.
(45) Install
baggage
box.
(46) Install fuel tanks.
(47) Connect
battery.
(48) Service
engine according
to HZO-360-
Operators
Manual.
(49)
Run
engine
to check control
operation,
fuel
pressure
and for
evidence of
system
leaks.
(50) Install all
cowling.
F.
Cylinder
Removal in
Helicopter
(1) Remove
upper
side
cowling
to
gain access to
cylinder.
(2) Remove
engine baffling
above affected
cylinder.
(3) Disconnect fuel and airlines from nozzle.
(4) Remove
any clamps
attached to
cylinder
tubes.
(5) Remove staticair manifold.
(6) Remove
ignition
wires as
necessary
and remove side
baffling.
(7)
Disconnect exhaust
system.
(8) Remove induction tube to
cylinder.
(9) Disconnect oil return line from
cylinder.
(10) Remove
probes
ifthere are
any
in the affected
cylinder.
(11) Remove or relocate
any
other hoses or lines
obstructing
cylinder
removal.
(12) Refer to Avco
Lycoming
HtO-36O
Operators
Manual for detailed
procedure on cylinder renioval, inspection
and
assembly.
G.
Cylinder
Installation
(1) Install
cylinder per
instructions in Avco
Lycoming
HIO-360
Operators
Manual.
(2) Install
any probes
removed for
disassembly.
(3) Connect oil return lines to the
cylinder.
(4) Check condition of
induction tube.
MM-13-18
MAINTENANCE MANUAL
(5j
Check exhaust
system flanges
and
gaskets
and install exhaust
sys
tenl.
iGj
Install
engine
side
baffling.
(7)
Install
ignition
wires.
(8j
Install staticair manifold, safety
wire screws in
pairs.
(9) Install flowdivider fuel line
clamp.
(1U)
Install nozzle and connect fuel and staticair lines.
(11) Service
engine
oil and fuel
systems.
Run
engine
to check for
system
leaks.
i13)
Install
remaining baffling
and
cowling.
13-3 ENGINE EXHAUST SYSTEM
The exhaust
system
on the
engine
consists of two manifolds which
route exhaust
gases through
the heater-muffler and out
through
the
wastegate
and/or turbocharger, depending
on
engine power
requirements.
Exhaust Manifold Removal iSee Fig. 13-2)
ii) Disconnect exhaust
gas temperature (EGT) probe (1)
from
exhaust manifold.
i2)
Remove
ducting
from the heater muff
(2).
(3)
Loosen
turbocharger
exhaust inlet
clamp (3) and slide it
down on the exhaust tube.
(Y)
Remove exhaust inlet
gasket.
(5)
Disconnect
linkage (4)
at the
wastegate.
(6)
Remove
clamp
from
turbocharger
outlet (5),
i7)
Remove exhaust outlet and
gasket.
(8)
Remove
safety
wire and retention
pin (8) then remove
I
wastegate (6).
(9)
Remove two nuts (7) on exhaust
flange
on each
cylinder.
(10)
Break loose the
sleevejoint
at the heater muff. This will
allowthe exhaust
system
to be removed in two
pieces.
#2 Rev. 11/18/88 MM-13-19
MAINTENANCE MANUAL
C. Exhaust Manifold
Inspection
Upon
removal of the
complete
exhaust
system,
check the
flange
mounting
of each exhaust stack for
cracks,
distortion of the
flange
and
proper gaskets.
WARNING: At the 100-hour
inspection
itwill be
necessary
to
remove the cabin heat
exchanger
cover to inspect
for
any
cracks
internally
which could allowcarbon monoxide
to enter the cabin
through
the
heating system.
D. Exhaust Manifold Installation (See Fig.
13-2)
(1) Assemble the muffler cuff.
(2)
Install the
right
side manifold section with new gaskets
and
hardware. DO NOT
TORQUE.
(3) Insert heater muff sleeve on left half of manifold, over
right
side manifold.
(4)
Install left side manifold section to en
g
ine
with new
gaskets
and hardware. DO NOT
TORQUE.
(5) Connect exhaust manifold to
turbocharger
inlet (3).
(a)
Install new
gasket.
(b)
Slide collar
up
and rotate for
proper alignment.
(c)
Install
turbocharger
inlet
clamp.
(6) Install
wastegate assembly (6).
(7) Install exhaust outlet, shims,
and
clamp (5).
(8)
Check all attachment
points
for
alignment.
(9) Torque turbocharger clamps
and manifold nuts to 80-90
in. Ibs.
(10) Safety
wire
turbocharger clamps.
(11)
Install EGT
probe (1).
(12)
Install heater muff
ducting (2).
(13)
Connect
wastegate linkage (4).
(14)
Run
engine
and check for
possible
exhaust leaks.
MM-13-20
MAINTENANCE MANUAL
E.
Wastegate Operational
Check
NOTE: This check is done with the
engine
shut down.
(1) Check freedom of
operation
of
injector to
wastegate
rod
"breakaway"
function
by holding
the
wastegate
arm
stationary, partially opened,
and
rotating
the throttle in
both directions
causing
rod to break
away
and move
approximately
two inches in each direction.
(2) Insure
breakaway
mechanism is
engaged
after
conipletion
of
operational
check.
F.
Wastegate Rigging (See Fig. 13-3)
NOTE: Insure throttle am is
properly rigged
to the
injector.
(1) Set
injector
to full throttle
position.
(2)
Check
wastegste butterfly
to insure it is
fully
closed.
(3) Adjust butterfly position by adjusting
the inboard rod end.
(4) Adjust wastegate
closed
stop
to
provide
a .015-.020
gap
between
stop
and arm.
(5)
Lock closed
stop
with
jam
nut.
(6)
Set
injector
to
position
throttle arm on the idle
stop.
(7) Check
wastegate butterfly
to insure it is
open past
center.
(8) Adjust wastegate open stop
to
provide a .015-.020
gap
between
stop
and arm.
(9) Lock
stop
with
jam
nut.
G.
Wastegate
Removal (See Fig. 13-3)
(1) Disconnect
wastegate linkage.
(2) Disconnect
clamp
from
turbocharger
outlet.
! 3) Remove exhaust outlet and
gasket.
(4) Reniove
wastegate assembly.
H.
Wastegate Inspection
Check
wastegate
for internal heat
erosion,
freedom of
movement,
excessive
clearance,
cracks and distortion.
MM-13-21
ct-~
J5
lbt/
g~8
rlr
4
F
i
13
FIGW\E 13-3
ENGINE EXHAUST SYSTEM
CLAMP
AND WASTEGATE
MAINTENANCE MANUAL
i.
Wastegate
Installation (See Fig. 13-3)
jl)
Place
wastegate
in
position
on exhaust nianifold.
i2)
Install exhaust outlet, gasket
and
clamp
on
turbocharger
and
wastegate.
i3) Torque clamp
to 20 in-lbs and
safety
wire.
NOTE: Later versions of
wastegate
installations no
longer
use
the stainless band
clamp.
In its
place
is a stainless
retention
pin
that is safetied with .032 ss ms wire.
i4)
Connect
wastegate actuating
rod.
(5)
Check
assembly
for
security
of attachment and freedom of
movernent
13-4 FUEL INJECTIGN SYSTEM
All KSU
type
fuel
injectior~ systems
are based on the
principle
of
measuring engine
air
consumption by use of a Venturi tube and
using
the airflow forces to control fuel flow to the
engine.
Fuel distribution to the individual
cylinders
is obtained
by
the
use of a fuel flowdivider and fuel
injection
nozzles.
It is
suggested
that all
adjustments
to the RSA-5 fuel
injection
system
be
performed
with the use of the
Operation
and Service
Manual,
Form
15-3380, published by
the Bendix
Corporation.
B. Fuel
Injector System Troubleshooting
NOTE: a. Internal fieldmaintenance of KSU
type injector
is
limited to
lapping
the main
metering jet
and
rotating plates,
and
replacing
the "0"
ring.
b.
Repairs
to and calibration of the
regulator
section must be done
by
an authorized Bendix
Service Center or Overhaul
Facility,
for the
specific parts
list number indicated on the servo
data
plate.
~2 Rev. 11/18/88 MM-13-23
MAINIEMANCE MANUAL
Hard
starting Flooding
because of Clear
engine by cranking
accompanied by
the excessive
prime
with with throttle in the
discharge
of black boost
pressure
or wide
open position,
boost
puffs
of smoke and
improper
mixtirre
pump
off and mixture in
popping
from exhaust
setting.
idle cut-off
position.
stack while
cranking
and
possible
fuel
Flooding
because of See
paragraph (C),
leakage
from the fuel servo leaky
page
MM-13-29
engine sump
drains. mixture control
plate,
usually
indicated
previously by
failure
to have a
crisp
shut-off
when mixture control
was placed
at idle
cut-off
position.
Flooding
because of See
paragraph (B),
center
body
seal leak
page
MM-13-29
in servo.
Hard
starting
insufficient fuel Reference normal
engine
accompanied by prime, improper starting procedures
possible backfiring
mixture control
page
MM-13-37
and fuel
leakage setting,
no boost
from induction
pressure
or
tube
sump
drain. obstructed fuel flow.
Insufficient fuel to Clean fuel staticair
fuel nozzles because vent valve. Ref.
fuel staticair vent
paragraph
(2)(i)
valve on air filter
page
MM-13-13
box
stuck, resulting
in fuel
being
drawn
into induction
sump
tube and
seeping
from
drain.
Rough
idle. Mixture too rich or Confirm with mixture
too lean, control. A too rich
mixture will be
corrected and
roughness
decreased
during lean-out,
while a too lean mixture
will be
aggravated
and
roughness
increased.
Adjust
idle to
give
a
25-50
rpm
rise at
1400-1500
rpm.
MM-13-24
MAINTENANCE MANUAL
Rough
idle.
Plugged nozzle(s), Clean nozzles.
(CONTINUED) usually accompanied
by high
takeoff fuel
flow
readings
and
slightly higher
MAPs.
Slight
air leak into Confirm
by temporarily
induction
system plugging sump
drain
through
manifold drain lines.
Replace
or clean
check valve.
Usually
check valves as
able to
adjust
initial
necessary.
idle,
but
rough
in
1000-1500
rpm range,
and will have a
slightly
higher
MAP.
Internal leak in
Replace injector.
injector (usually
unable to lean out
idle
range).
NOTE: If
engine
does not
stop crisply
at
mixture idle cut-off
paragraphs (b) and
(ePY
sition,
check
page
MM-13-29
and
paragraph (9),
page
MM-13-35.
Fuel
vaporizing
in Increase
engine rpm,
fuel line or distri- turn into the wind or
butor. Encountered terminate
ground
only
under
high operation.
See
ambient
temperature paragraph C, page
conditions or MM-13-27.
following prolonged
operation
at low idle
rpms.)
Low takeoff Fuel filteror Remove and clean in a
fuel flow,
finger
screen suitable solvent.
partially plugged.
Injector
out of
Replace injector
with
adjustment, properly
calibrated
unit.
Faulty gauge. Replace
as
necessary.
Low fuel
pressure. Readjust
to correct
setting.
MM-13-25
MAINTENANCE MANUAL
Poor cut-off.
Improper rigging
of
Adjust.
mixture control.
Mixture control valve Eliminate cause of
scored or not
scoring (usually a burr
seating properly. or dirt) and
lap
mixture
control valve and
plug
on surface
plate.
Boost on. Turn off.
Rough engine
and Fuel
injection
Clean or
replace
nozzles.
poor
cut-off. nozzle air bleed
hole(s) clogged.
Erroneous fuel
Faulty gauge. Replace
as
necessary.
flow.
AMC blast tube
Repair
as
necessary.
disconnected.
TYPICAL FUEL FLOW PERFORMANCE FOR "F" MODELS
3050 RPM
SEA LEVEL DENSITY ALTITUDE
MANIFOLD PERCENT FUEL FLOW ENDURANCE
PRESSURE HORSE OF HORSE (PPH) (HOURS)
INCHES POWER POWER LEAN RICH LEAN RICH
20" 120 53~ 62 76 3.8 3.1
22" 130 58% 68 82 3.4 2.8
24" 142 63% 74 89 3.2 2.6
26" 153 68% 80 97 2.9 2.4
28" 165 73% 87 107 2.7 2.2
30" 176 78% NA 119 NA 2.0
32" 186 83% NA 131 NA 1.8
34" 198 88X NA 142 NA 1.6
36" 208 92% NA 153 NA 1.5
38" 220 982 NA 163 NA 1.4
39" 225 100~ NA 168 NA 1.4
NOTE: This
performance
is
typical
for Enstrom "F" models. There will
be some variation between individual
helicopters.
NOTE: "LEAN" limits denote EGT at 1550
degrees.
NOTE: "NA" denotes not
approved
mixture
setting.
MM-13-26
MAINTENANCE MANUAL
C. General
Operating
Information
Several
phases
of
ground operation are
adversely
affected
by
fuel
vaporization
in the lines. Fuel
vaporization
is
experienced
under extreme conditions of ambient and/or nacelle
temperatures.
Starting
idle
operating
and
engine
shutdown
procedures
must all
be modified to obtain
optimum
results under these conditions.
(1)
Starting
In cold weather the
engine compartment (nacelle) temperature
drops
off
rapidly following engine
shutdown and the nozzle
lines remain
nearly
full of fuel. Cold weather
starting
procedures
are therefore
simple
with
highly predictable
results. However,
in
extremely
hot weather, nacelle
temperatures
increase
rapidly following engine
shutdown and
fuel in the lines
vaporizes
and
escapes
out into the
manifold. Hot weather
starting procedures
therefore
depend
on how soon the next start is
attempted.
Within the first
20-30 minutes
wait;
the
vaporized
fuel in the manifold will
have
nearly disappeared
and some
slight "priming"
could be
required
to refill the nozzle lines and
keep
the
engine
running
after first
firing.
(2) Idling
During ground operation every precaution
should be taken to
keep
nacelle
temperatures
from
increasing
to the extent that
fuel will
vaporize
in the fuel lines. The
following
suggestions
are aimed at
minimizing
this
problem.
(a) Keep
nacelle
temperatures as low as possible by:
1 Avoiding
excessive
ground operation.
Keeping cooling
airflow
up by keeping engine
RPMs
as
high as possible.
3
Upon restarting
of a hot
engine, operate engine
at
1200-1500
rpm
for several minutes to reduce the
residual heat in the
engine compartment.
(b) Keep
fuel
temperatures as low as
possible. Higher
RPMs with the
accompanying higher
line
pressure
and
flowwill
help
to
dissipate some of the heat within the
lines.
(c) Make an idle
speed
and mixture
adjustment
that is a
compromise
between the
engines requirement during
the
cool of the
morning
and the heat of the
day.
The
higher
than normal
temperature
encountered
during
the
heat of the
day
results in the
engine requiring a
considerably
leaner idle mixture. However,
with fuel
injection,
this richer
setting
at the heat of the
day
will
help dissipate more
engine
heat.
MM-13-27
MAINTENANCE MANUAL
(3) Shutdown (Cut-Off)
The
idling procedure practiced just prior
to
engine
shutdown
has considerable
bearing
on the "cleanliness" or smoothness
with which the
engine stops.
If the
idling procedures
suggested
above are not followed and fuel is
vaporizing
in
the
lines,
the
engine
will continue to idle
very rough
for
several seconds.
This, despite
a 100X cut-off of fuel
supply by
the mixture control.
D.
Injector
(1)
General
Since the air differential
pressure
is a function of the
airflow,
and the fuel dif~erential
pressure
is a function of
the fuel fl
ow,
the correct fuel-to-air ratio is
always
maintained with this
system regardless
of the
quantity
of
air
being
consumed
by
the
engine.
Provisions have been made to
compensate
for the low air
forces
experienced
in the idle
range by
the
incorporation
of
the constant head idle
spring.
This
spring provides
a
constant fuel differentia3
pressure
that will allow
adequate
fuel
supply
for the idle
range.
As the air forces increase,
the
spring compresses
until the
spring
retainer touches the
air
diaphragm
and acts as a solid member.
NOTE: The Bendix Model RSA5AB1 fuel
injector
which is
supplied
with the HI0-360-F1AD
Lycoming engine
is
internally adjusted specifically
for the Enstrom
turbocharged installation. ALL
replacement
injectors
must be
acquired
from
your
nearest
Lycoming
or Bendix distributor
by parts
list
number.
(2) Operational
Checks
(a) Idle Mixture and
rpm
Check
1 Engine
Normal
operating temperature.
2 Check
magneto.
3
rpm
1450 to 1500
4 Rotor
Disengaged
5 Boost
pump
On
MM-13-a8
MAINTENANCE MANUAL
6
Slowly
lean the
engine, observing rpm change.
NOTE: Mixture to full rich before
engine
cuts
out.
rpm
rise
during leaning--idle
mixture is
rich.
Immediate
rpm drop--idle
mixture is
lean.
7 Perform idle mixture and
rpm adjustment
if
necessary.
(b) Center
Body
Seal
Leakage
Check
1 Remove intake flex hose from
injector
inlet.
2 Disconnect
injector
fuel outlet line.
3
Cap injector
fuel outlet
fitting.
4
Magneto
Switch Off
5 Throttle Full On
6 Mixture Full Rich
7 Master Switch On
8 Boost
Pump
On
9 Observe
injector impact
tubes for fuel
leakage.
NOTE:
Leakage
indicates a damaged
center
body
seal. This
repair
is done ONLY
by
an
authorized Bendix Service Center or
Overhaul
Facility.
10
Replace injector
if
necessary.
(c)
Mixture Control Plates
Leakage
Check
5
Magneto
Switch Off
2 Disconnect
injector
fuel outlet line from
injector.
3 Mixture Control Full Lean
4 Throttle All the
way
out (off).
MM-13-29
MAINTENANCE
MANUAL
AUTOMATIC MIXTURE
CONTROL
FUELINLET AND
STRAINER
WASTEGATE ARM
NO. 10-24 THREADS
IDLE MIXTURE I(o
FUELOUTLET
ADJUSTMENT
NO.IO-32 THREADS
IDLE VALVE
IMPACT AIR
FIGURE 13-4 FUEL SERVO
MM-13-30
MAINTENANCE MANUAL
5 Master Switch On
6 Boost
Pump
On
7 Observe
open fitting
for evidence of fuel
leakage.
NOTE: Fuel
leakage
indicates scored (a)
mixture control
jet, (b) rotating plates
or a
damaged
"O"
ring on the
jet.
8
Lap plates
as
necessary.
See
paragraph (9),
page
MM-13-35.
(3) Normal
Operating
Characteristics
(a) Mixture full rich, engine
at 3050
rpm.
1 29" MAP fuel flow 110/120 Ibs/hr.
2 39" MAP fuel flow 150/155 Ibs/hr.
(b) Cold
engine may
not idle with boost
pump
off.
(c) At normal
operating temperature engine
should idle with
boost
pump
on or off.
(d) Engine
idle
rpm
will not decrease, boost off to boost
on.
(e) When throttle is
rapidly
reduced to idle
(chopped)
from
3050
rpm, engine
idle will not
drop
below normal idle
setting.
(4)
Rigging
Throttle and
Wastegate Actuating
Arm to
Injector
(a) Position centerline of throttle arm two serrations
(approximately 30") counterclockwise from an
imaginary
line drawn between the throttle shaft end and the
center of the idle valve arm
pivot point.
(5) Injector
NOTE:
Injector removal, through
the firewall
access,
can
be
accomplished
without
removing
the
turbocharger
or the
turbocharger can be removed to
improve
accessibility.
(a) Disconnect hose from blast tube
assembly (1).
(b) Disconnect mixture control cable (2).
(c) Disconnect and
plug
fuel inlet
(3)
and outlet
lines
(4).
MM-13-31
MAINTENANCE MANUAL
(d) Disconnect throttle (5) and
wastegate (6)
controls.
(e) Remove four attachment bolts
(7).
(f) Disconnect air inlet hose (8) from
injector adapter.
(g)
Disconnect
injector
and air inlet
adapter (9) by
removing
the four
connecting bolts, two of which attach
these
components
to the
mounting
bracket.
(h) Remove the
injector,
inlet
adapter
and outlet
gasket.
(6) Injector Inspection
(a) Check air inlet hose and blast tube hose for evidence
of wear that could cause
leakage.
(b) Check condition of
gasket
between
injector
and
turbocharger.
(7) Injector
Installation (See Pig. 13-5)
NOTE: On new injectors
and those that have had throttle
arm removed, itwill be
necessary
to check
rigging
of throttle arm to
injector
and
adjust
idle
stop
screw
prior
to installation. (See Fig. 13-5)
(a) Place
injector
and air inlet
adapter (9) in
position
in
the
engine compartment.
(b) Attach air inlet
adapter
to
injector
with the two
forward bolts.
(c) Assemble shock mounts on
mounting
bracket.
1
Place one large
diameter shock mount on each side
of
bracket, aligned
with the hole.
2 Insert small diameter shock mount into two
large
diameter shock mounts and
mounting
bracket.
3 Insert metal
spacer
into small diameter shock
mount.
(d) Install
injector
and air inlet
adapter
on
mounting
bracket with one washer on each side of the shock
mounts.
(e) Connect air inlet hose (8) to
adapter (9).
(f) Insert
gasket (10) between
injector
and
turbocharger
adapter
and secure the
components
with the four
bolts
(7).
MM-13-32
MAINTENANCE
MANUAL
~i? i a
ie o
.Q
O
TURBOCHARGER (REF)
a
P~
:mi i
MOUNT BRACKET(REF.)
.I
~_\
k
9
io
INJECTOR
ril
d~i
~98
e
n
i
Bp
BLAST TUBE ASSIY/
\~6*
NOTES:
SECURE FASTENER WITHLOCKWIRE.
FTGLRE 13-5 FUEL SERVO
INSTIV;LATION
MM-13-33
MAINTENANCE MANUAL
(g) Safety
wire
injector
inlet
adapter
bolts (7).
(h) Connect throttle cable (5) and
wastegate actuating
rod (6).
(i) Connect fuel line
(3) and outlet
(4)
lines.
(j) Connect mixture con~trol
(2).
(k) Connect hose to blast tube
(1).
CAUTION: On new
servos,
when
transferring
blast tube
assembly by removing
AMC screws and
replacing
them,
be sure the
gasket
is not rotated to
block vent hole.
(1)
Check
security
of all connections.
Lm) Install
turbocharger
if it has been removed.
(n) Test run
engine
to insure freedom of control movement
and
proper
function.
to) Shut
engine
down and
inspect
for leaks.
(8) Injector Adjustments (See Fig. 13-4)
~a)
Idle Mixture and
rpm
1
Engine
At normal
operating temperature.
2 Check
magneto.
3 Rotor
Disengaged
4 Boost
Pump On
5 Mixture Full Rich
6 Adjust
idle
stop
to
provide
1450-1500
rpm
idle.
7 Loosen
jam
nut on throttle lever to idle valve
lever
linkage.
NOTE: Rotation to shorten the
linkage
leans
the mixture
(turning
the coarse thread
into the throttle lever block).
MM-13c34
MAINTENANCE MANUAL
8 Lean
engine
until it runs smooth but will not
accelerate from idle (maintain idle
rpm
at
1450-1500),
NOTE: If the
linkage
rod bottoms out or
disengages
at either end
during
adjustments,
it will be
necessary
to
remove, adjust
and reassemble
linkage
rod,
threaded
pin
and block as follows:
Remove cotter
pins
and washers
holding
throttle lever block and idle valve
lever
pin
to their
respective
levers.
Remove and measure the overall
length
of
the block, linkage
rod and
pin assembly.
Disassemble block,
rod and
pin.
ReassembI e to the same length
as
measured
previously allowing enough
thread at each end for further
adjustment.
Reassemble
linkage
to the
injector
levers.
9 Increase idle mixture in small increments until
the
engine
will accelerate from idle, yet
no
rpm
increase is noted
during
mixture
leaning
with the
cockpit
mixture control.
NOTE: After each
adjustment
clear
engine
(2000 rpm).
10 Perform
injector operational
check.
11 Lock
linkage jam
nut.
12
Engine
Normal
cooling
and shutdown
procedure.
NOTE:
Optional
idle mixture
adjustments:
Required equipment:
100 cc flask and
spare
28-12463-1 fuel outlet line.
Method:
Engine off, mixture full
rich,
main fuel
valve
on,
throttle at
idle,
attach
spare
fuel
line to servo outlet, turn boost
pump
on and
measure flow in cc. For one minute flow
should be 90-100 cc. If
not, readjust
idle
mixture to
required
flow.
MM-13-35
MAINTENANCE MANUAL
(9) Injector Repairs
(a) Lapping
idle valve and mixture control valve.
1 Disconnect mixture control cable from the
in~ector
mixture control lever.
2 Remove the
following:
Two screws
ho~ding
the mixture control lever
assembly
in
injector body.
Mixture control lever
assembly.
Packing.
Idle valve.
NOTE: A hook fabricated from 1/8" brass rod
can be used to hook the orifice of the
idle valve and
gently
work it out.
3
Visually inspect non-tapered
end of valves and
control
plates for
scoring.
4 Remove scores by lapping components
in a
figure
8
pattern
with crocus cloth and clean oil
on a surface
plate.
5 Wash
components
with clean
gasoline
or solvent.
6
Reinspect components
to insure
they are free of
scores.
7 Reinstall the
components
as follows:
Idle
valve, flat side first.
NOTE: Idle valve has a full
length keyed
slot.
New
packing
and "0"
ring on mixture
control valve.
Mixture control
valve,
flat side out.
Mixture control lever
assembly.
8 Connect mixture control cable.
9 Perform
leakage
check.
MM-13-36
MAINTENANCE MANUAL
E. Mixture Control
(1) General Information
The mixture control cable is
manually operated by depressing
the knob in end of control handle and
pushing
inward to lean
mixture and
pulling
out to enrich mixture. The mixture
control handle also has a vernier
adjustment
to
complete
fine mixture
adjustments.
Vernier
adjustments are made
by
turning
the
large
diameter
portion
of the control handle.
CAUTION: It is
important
to
keep
friction on the mixture
control shaft to
prevent
vibration from
turning
the vernier control
during flight.
If unobserved,
cyl
inder head
temperatures
and exhaust
gas
temperature
could exceed
limits, causing engine
and/or turbocharger damage.
Mixture control friction should be
adjusted
to
provide
sufficient
"drag"
to
prevent
rotation due to vibration, yet
allow normal mixture
adjustment
without
binding.
Friction
adjustments can be made
by varying
the
torque
on the
large
hex nut (11) by finger pressure
without
disturbing
the
mounting position
of the control. See
Fig.
13-6.
(2) Mixture Cable Removal
(See Fig. 13-6)
(a) Remove fibe
rgl ass seat deck and firewa
1 1 i
nspecti
on
panels.
(b) Remove covers from instrument console.
(c) Disconnect mixture cable rod end (5)
from mixture
control lever
(3) on injector.
(d) Break check nut (6)
loose from rod end (5)
and remove
both items from cable
(9).
(e) Remove check nuts (7) securing
mixture cable to
pylon
mount which is aft of firewall. Remove nuts from
cable.
(f) Cut tie
wraps securing
cable in seat structure.
(g)
Remove check nut (10) from mixture cable inside
instrument console.
(h) Carefully pull
mixture cable
(9) through
seat structure
and out
through
instrument console.
MM-13-37
MAINTENANCE MANUAL
/STOP
(I)
1
2
.BLAST TUBE STOP (I)
3
~z
a i~-
CLEARANCE
:YC~
g
i~
MIXTURE CONTROL ARM POSITION MIXTURE CONTROLARM POSITION
WITHMIXTURE CABLE PUSHED IN WITH MIXTURE CABLE PULLED OUT
(FULL RICH (FULL LEAN)
7
12
II
7----e
3
11
e
FIGL;RE 13-6
MIXTURE CONTROL RIGGING
MM-13-38
MAINTENANCE MANUAL
(3) Mixture Cable Installation (See Fig. 13-6)
(a) Install mixture cable (9) through
instrument
panel
and
route it
through
seat structure and firewall.
NOTE: Install check nut (10) on cable before
routing through
seat structure.
(b) Secure mixture control to instrument console with check
nuts (10).
NOTE: Mixture control is to be located in
panel
with a .120"
gap
between friction nut (11)
and check nut (1O).
See
Fig.
13-6.
(c) Route mixture cable
through pylon
mount (8) on aft side
of firewall and
temporarily
secure with check nuts (7).
NOTE: The final
steps
of cable installation are
completed
in the
following Rigging
Procedure.
(4) Mixture Control
Rigging (See Fig. 13-6)
(a) Locate mixture control lever (3) on injector as
follows:
1 Rotate the mixture control arm (2)
until it hits
stop (1) in the full rich
position.
See
Fig.
13-5.
2 Locate mixture control lever
(3) in a down
position, leaving a slight gap
between lever and
blast tube cover (5) while
aligning
notches to
mesh with mixture control arm (2),
3 Install nut to secure mixture control lever (3)
in
this
position.
NOTE: Recheck arm and lever
positions
after
tightening
nut. Control arm will
sometimes rotate with nut
during torque
procedure.
(b) Install check nut (6) and rod end (5) on mixture cable.
Rotate rod end until it bottoms out on cable.
(c) Attach mixture cable rod end to mixture control lever
(3) and secure with hardware.
Torque
nut and install
cotter
pin.
MM-13-39
MAINTENANCE MANUAL
(d) Tighten
check nut
(6) against
rod end
(5).
(e) Position mixture co:ntrol knob
allowing
a 3/8 inch
gap
between check nut (12) and friction nut (11!
(f) With mixture control in this
position,
loosen check
nuts (7) at
pylon
mount and
adjust
cable sheath at
mount bracket(8) until mixture control arm (2)
hits
the
stop(l).
Secure check nuts (7).
NOTE: Mixture c0ntrol arm (2) must be in full lean
position as shown in
Pig.
13-6.
(g)
Pull mixture control knob out to full rich
position
and
check that control arm (2) hits the
stop
(1).
(h) Inspect
all hardware for
security.
(i) Install covers on instrument console.
(j) Install firewall
inspection panels
and
fiberglass
seat
deck.
F. Automatic Mixture Control
(AMC)
This unit
provides
a variable orifice between
impact
pressure.
It is
responsive
to both
changes
in air
temperature
and
pressure (density)
and will
keep
the
differentia1 air
pressure
between the two air chambers
constant for
any airflow, regardless
of
changes
in the air
inlet
density.
The automatic mixture control
incorporates
a contoured
needle that is moved in or out of an orifice
by a bellows
assembly.
The sealed
bellows,
which reacts to
changes
in
air
density,
is filledwith helium
gas
and a small
quantity
of inert oil to
help cjamp vibration. Under
high density
conditions,
the bellows is contracted and
positions
the
needle in the orifice so that the effect of
impact pressure
on venturi throat
pressure
in the airflow section is at a
minimum. As
density decreases,
due to either a decrease in
pressure
or an increase in
temperature,
the bellows
elongates
and
repositions
the needle in the orifice to
increase the effect of
impact pressure
on venturi
pressure
which decreases the air
metering
forces to maintain a
constant fuel-air ratio.
Attached to the aluminu~
housing, enclosing
the
temperature
sensitive AMC
unit,
is a blast tube
assembly
which
provides
the
necessary cooling
airflow.
MM-13;40
MAINTENANCE MANUAL
(2) AMC Removal (See Fig. 13-4)
(a) Disconnect blast tube hose.
(b) Remove
safety
wire and two screws
attaching
blast tube
assembly
and AMC unit.
NOTE: Observe
position
of
gaskets
and
spacer
to
insure correct
reassembly
and
operation.
(3)
AMC
Cleaning
(a) Remove the 9/16-24 plug
and immerse unit in clean
naptha.
(b) Invert the unit to fill with fluid.
(c) Exercise the AMC needle with a hardwood or plastic
rod
to facilitate
cleaning.
(d) Shake the unit
vigorously
while
allowing
fluid to
drain.
(e) Repeat steps
2
through
4 several times.
(f) Allow
naptha
to
evaporate thoroughly.
DO NOT
dry
with
pressurized
air.
(g)
Install 9/16-24 plug
and
gasket.
(h) Torque plug
to 55-60 in. Ibs. and install
safety
wire.
(4)
AMC Installation (See Fig. 13-4)
(a) Install screws with washers
through
blast tube
assembly
and AMC.
(b) Position
gaskets
and
spacer
on the screws and install
assembly on injector.
(c) Safety
wire.
(d) Connect air hose to blast tube.
G. Fuel Servo Screen
(1) Servo Screen Removal (See Fig. 13-4)
(a) Remove automatic mi xture control and blast tube
assembly.
(b) Disconnect and
cap
fuel inlet line.
MM-13-41
MAINTENANCE MANUAL
(c) Remove fuel inlet elbow.
(d) Remove fuel screen
carefully
to avoid
depositing
residue from screen in the
injector.
(2) Servo Screen
Cleaning
Refer to Bendix Overhaul Manual for RSA-AB1 Fuel
Injectors,
Form 15-419.
(3) Servo Screen Installation
(See Fig. 13-4)
(a) Insertscreen into
injector body.
(b) Install new "0"
ring
and fuel inlet elbow.
(c) Connect fuel inlet line.
(d) Run
engine
and check for fuel
leakage
around the inlet
elbow.
H. Fuel Flow Divider
(1) Flow Divider Removal (See Fig. 13-7)
(a) Remove
top right
and left
engine
baffles.
(b) Disconnect fuel lines
(1) and (2) from flowdivider.
(c) Disconnect fuel nozzle lines
(5).
(d) Remove bolt (3)
attaching
center of flowdivider mount
bracket.
(e) Remove two bolts
(4)
attaching
inboard side of mount
bracket to
engine case.
(f) Remove flow divider and mount bracket from
engine
compartment.
(2) Flow Divider
Disassembly
Refer to Bendix Form 15i540A Flow Divider Overhaul Manual.
(3)
Flow Divider Installation
(See Fig. 13-7)
(a) Place flowdivide.r and mount bracket in
position
on the
top right
side of the
engine.
(b)
Install bolt (3) attaching
center of mount bracket to
engine case.
(c)
Install two bolts
(4), washers and nuts
attaching top
side of mount bracket to
engine case.
MM-13i42
MAINTENANCE MANUAL
(d) Connect fuel lines
(1) and (2).
(e) Connect fuel nozzle lines
(5).
(f) Briefly run
engine
and check connections for fuel
leaks.
(g) Install
baffling.
I. Air Bleed Nozzles
(1) Nozzles
Troubleshooting
Engines operating
with a
plugged
nozzle
may
exhibit some of
the
following
characteristics:
(a)
Rough
idle
(with severe obstruction, a popping
exhaust
noise).
(b)
Roughness during high power settings.
(c) Engine may quit
with
power
reduction with severe
obstruction.
(d) Fuel nozzle
pressure
will indicate
slightly higher
fuel
flows than normal.
(e) Slightly higher
MAP
setting
than normal for conditions.
(2j
Nozzles
Operational
Check (See
Fig. 13-7,
View A)
(a) Disconnect the fuel and air lines at the nozzles. See
Removal Procedure.
(b) Remove nozzles.
(c) Reattach nozzles to fuel lines.
(d) Direct nozzles into bottles of
equal
size.
(e) Move throttle and mixture controls full forward.
(f) Turn on boost
pump.
(g)
Fill bottles about half full of fuel.
NOTE: Observe fuel flow from the nozzles. Fuel
should flow in a stream, approximately
the
size of the lead in a mechanical
pencil,
from
the
discharge
end of the nozzle.
Leakage
from the air bleed hole indicates an
obstructed nozzle.
MM-13-43
MAINTENANCE MANUAL
(h) Remove the bottles and
place
them on a table or some
other flat, level surface.
(i) Compare
fluid levels in the bottles to
identify
which
nozzles,
if
any,
are obstructed.
(3)
Nozzles Removal
(See Fig. 13-7,
View A)
(a) Remove
right
and left
panels
from
top
of
engine.
(b) Disconnect air line hoses (2) from nozzles.
(c)
Disconnect fuel line
fittings (1)
from nozzles.
(d) Remove air line
fitting (3) and
spring
to
provide
access for socket installation on nozzle,
and remove
nozzles.
NOTE: Use care in
retaining
the two "0"
rings
located inside airline
fitting
for
reinstallation.
(4)
Nozzles
Cleaning (See Pig. 13-7, View A and
Fig. 13-8)
(a) Remove fuel restricltor from nozzle
body
and clean in
MEK or acetone. Fuel restrictors should be cleaned
annually.
More
frequent cleaning may
be
required,
not
to exceed 100 hours
operational
time.
(b) Use air
pressure
to clean the nozzle
body.
The nozzle
body
should be removed
annually
to reduce
possibility
of seizure in the
cSllinder.
Do not clean
any
internal
passages
with
sharp
instruments such as drills, pins,
needles, etc.
NOTE:
Keep
each restrictor with its
respective body.
(5) Nozzles Installation (See
Fig. 13-7,
View A)
(a) Install nozzles in
cylinders. Torque
to 60 in. Ibs.
(b) Install air line
fitting (3)
and nozzle
springs.
NOTE: Be sure to install both "O"
rings
under air line
fitting.
(c) Connect fuel line
fittings (1)
to nozzles.
Torque
25-50 in-lbs maximum.
(d) Connect air line hoses (2) to nozzle
fittings (3)
and
secure with
clamp.
(e) Install
right
and left
top engine panels.
MM-13-44
MAINTENANCE MANUAL
I
3;
ii
i
/Y
j)
r-
t
i
Y:~
ip
1,
j.~
-s
4
5 4
2\
FLOW DIVIDER
5
(I)GAUGE LINE
INLET SHOWN
ROTP~TED FOR
3
CLEARITY
(2) FUEL INLET
FLOW DIVIDER INSTALLATION TYPICAL AIR BLEED
NOZZLE INSTALLATION
LOOKING AFT
FIGURE 13-7 FLOW DIVIDER- AND AIR BLEED NOZZLES
MM-13-45
MAINTENANCE MANUAL
LA-8249A AIRBLEED NOZZLE ASSEMBLY SAME AS LW-18267
EXCEPT DEVIATIONS AS NOTED FOR ITEM NUMBER 3 AN D
NOTCHED RESTRICTOR.
i"
NOTE: ONE NOTCHON RESTRICTOR
IIII.LCLD NOL2LE rlSBEMBC( Ln82494
2. SPRING
4. PRE FORMED PACKING
~U
a. PREFORMED PACKING
7.
BODY ASSEMBLY
AIRBLEED NOZZLE ASSEMBLY LW 18267
FIGURE 13-8
MM-13-46
MAINTENANCE MANUAL
13-5 TURBOCHARGER
The turbo units
primary moving parts
are a rotating
shaft with a
turbine wheel on one end and a
compressor impeller
on the
other,
all
precision
balanced and each
impeller
contained in its own
housing.
The turbine wheel, driven
by
exhaust
gas energy,
drives
the
impeller
which
compresses
intake air to a density equivalent
of near sea level and delivers it to the
engine
intake. This
increased volume of air allows the
engine
to "breath" with the
same volumetric
efficiency,
and
produce equivalent power,
at all
altitudes
up
to 12,000
feet
density
altitude.
When turbocha
rged
the
eng
ine s entire intake
system
is
pressurized.
The fuel/air mixture is
literally
forced into the
cylinder
the instant the intake valve starts to
open; completely
filling
the entire chamber
prior
to the start of the
compression
stroke. This assures a full
charge
of the fuel/air mixture,
resulting
in more
power during
each combustion stroke. It also
assures a more evenly
balanced
air/fuel/power
ratio between
cylinders.
B.
Turbocharger
(1) Remove seat cushions and back access panel
in
fiberglass
seat deck.
(2)
Remove firewall access panels
from cabin firewall.
(3) Open
left side
engine panel.
(4)
Remove
clamp
from exhaust outlet and
gasket.
(5)
Disconnect and remove turbo heat shield.
(6) Remove exhaust inlet
clamp
and slide
adapter
collar down on
the exhaust tube. Remove
gasket.
(7) Loosen induction tube
clamps
and slide
adapter
collar down
on the induction inlet tube.
(8) Disconnect inlet and outlet lines.
NOTE: Leave the lower elbow and flexible line attached
to the
turbocharger.
(9)
Remove the four bolts from the turbo inlet
adapter
at the
injector.
Leave inlet
adapter
mounted on the
turbocharger.
(10) Detach
turbocharger
from the turbo mount brackets.
NOTE:
Identify
washers (shims) for
proper
reassembly.
MM-13-47
MAINTENANCE MANUAL
(11! Slide
turbocharger up
and off the mount brackets to remove
turbo and
adapter gasket
from the aircraft.
(12) Cover
openings
at
injedtor, induction tube and exhaust
system
to
prevent
contamination.
(13) Remove
injector
inlet
adapter
and
gasket
from
turbocharger.
NOTE:
Identify
orientation of
adapter
to
turbocharger
for
reassembly.
C.
Turbocharger Inspection
Check
turbocharger
unit for the
following:
(1) Rotating
unit
rubbing housing.
(2) Cracked or distorted
housing.
(3) Dirt accumulation on
impeller.
(4) Carbon
buildup on turbine wheel.
(5) Foreign object damage.
(6) Evidence of looseness between
compressor
and turbine
sections.
D.
Turbocharger
Installation (See
Fig. 13-9)
(1)
Install a new
gasket between the turbo inlet
adapter
and the
turbocharger
and secure
adapter, properly oriented,
to the
turbocharger. Safety
wire screws.
(2) Install the lower outlet oil elbow and flexible outlet line
to the
turbocharger
on the bench.
Torque
and
safety
wire.
(3) Install inlet oil
elbow, if removed.
(4)
Install
turbocharger
an mount brackets with washers (shims)
located
properly.
DO NOT
torque
bolts.
(5)
Install
turbocharger
heat shield.
Safety
wire from a
cap
on
one side of each mount
bracket,
behind the
bracket,
to the
next
cap.
(6)
Install a new
gasket
and the bolts
connecting
the
injector
to turbo inlet
adapter.
DO NOT
torque
bolts.
MM- 1,3-48
MAINTENANCE MANUAL
(7) Connect exhaust collar and steel
gasket
to the
turbocharger
exhaust inlet. Rotate the collar for correct
alignment.
Install exhaust inlet
clamp, torque
to 70-80 in-lbs and
safety.
NOTE:
Slip clamp
over end of tube to assemble. Do not
spread.
NOTE: If
required,
loosen turbo mount brackets on the
engine
to achieve
proper
turbo
alignment.
(8) Install the flexible sleeve and
clamps
between the induction
inlet tube and the
turbocharger compressor. Torque
and
safety.
NOTE: The
turbocharger
center divider
clamp may
be
released to rotate the
compressor
section for
adjustment.
DO NOT break the seal.
(9)
Install
gasket,
exhaust outlet and
clamp. Torque clamp
to
70-80 in. Ibs.
(10) Torque
the two
turbocharger
mount bolts.
NOTE: If
required, torque
and
resafety
the lower
engine
turbocharger
mount bracket bolts.
(111 Torque injector
outlet
attaching
bolts. If
required, torque
turbo center divider
clamps
and
safety.
(12) Connect oil inlet and outlet lines.
NOTE: Be sure that check valve located in the oil inlet
line has arrowpointing
toward
turbocharger.
(13) Inspect
all areas prior
to closure of the
engine compartment
and
flight
check.
E.
Turbocharger Repair
Consult Roto-Master, Inc.,
North
Hollywood,
Ca1 ifornia or an
authorized Roto-Master
turbocharger repair facility
for
information on turbocharger repair or overhaul. The overhaul
life of the
turbocharger
is
1,000 hours.
13-6 TURBOCHARGER STATIC AIR FUEL NOZZLE PRESSURE SYSTEM
In order to attain
positive pressure
at the air bleed nozzles for
starting, idle,
and all other
operating environments, a static
air
system
is
required.
MM-13-49
MAINTENANCE MANUAL
GASKET
INLET HOSE TURBOCHARGER
jMOUNTrNG
BRACKET FROM OIL FILTER
NIPPLE
;6B:
URBO INLET
WASHERS
-L,
i II
-i
s
u
PTOR
(NOTE I)
i
I I
---I TURBOCHARGER
I-iC-
INJECTOR (REF.)
! @ P~ HEAT SHIELD
i (NOTE 3)
(NOTE
i
GASKET;I
"B
METAL GASKET
EXHAUST
~TURBOCHARGER CENTER
I
~DIVIDER COUPLING
OUTLET\
TORQUE CLAMP (~NOTE 4)
I
FLEXIBLE
SLEEYE
d
HOSE CLAMP
ELBOW
FITTING
PLING
(NOTE 5)
Q
TORQUE CLAMP
(f:i~,
OT~ sOdhTv~cTE HpOtSIEp
(NOTE 4)
j
INDUCTION TUBE COLLAR
I-------7 ~I
1_
NOTES:
I, SHIM WITHWASHERS TO AID ALIGNMENT
(TYP)
OF TURBOCHARGER WITHMATING COMPO-
NENTS.
2. SAFETY SCREWS WITH LOCKWIRE.
EXHAUST INLET
3. SECURE HEAT SHIELD WITHLOCKWIRE
(LOOP WIRE BEHIND TURBOCHARGER
MOUNTING EAR),
4. TORQUE CLAMP TO 20 IN.LB.
\LOCKWIRE
5. ELBOW MUST BE ORIENTATED TO CLEAR
TURBOCHARGER MOUNTING BRACKET
UPON INSTALLATION.
FIGURE 13-9
TURBOCHARGER INSTALLATION
MM-13-50
MAINTENANCE MANUAL
Installed in the staticair
system
is a
single, swing type,
check
valve which is vented to ambient air
pressure
on the filtered
side of the inlet container.
During starting, idling
and
manifold
pressure up
to ambient, this valve is
open.
The valve
closes
automatically
when
turbocharger compressor
inlet
pressure
exceeds the
existing
ambient
pressure.
Pressurized air is now
being
furnished to the air bleed nozzle from a line connected to
the induction inlet tube. Static
pressure
lines run to manifold
pipes
located above the rocker covers on each side of the
engine.
Flexible lines run from these manifolds to each
cylinder
nozzle
to
provide positive system pressure
in all
operating
environments.
8.
Turbocharger
StaticAir Pressure
System Troubleshooting
Hard
starting
or Ambient air check Clean or replace
valve.
will not start, valve stuck closed
or sticky.
Dirt in nozzle. Clean lines and nozzles.
Dirt in air manifolds. Disconnect lines and
blow out staticair
manifolds.
Engine rough
at Ambient air check Clean or replace
valve.
idle and low valve
partially
power,
closed or
sticky.
Excessive
smoking
Ambient air check Clean or replace
valve.
at idle. valve stuck closed
or sticky.
Excessive EGT at Ambient air check Clean or replace
valve.
high power.
valve stuck
open.
Engine quits
Ambient air check Clean or replace
valve.
with
power
valve stuck closed
reductions at or sticky.
high density
altitude.
MM-13-51
MAINTENANCE MANUAL
C. Ambient Air Check Valve
(1) Ambient Air Check Valve Removal
(See Fig. 13-10)
Disconnect inlet and outlet lines at the ends of the valve.
Observe airflow
marking
on valve case for correct
installation.
(2) Ambient Air Check Valve
Disassembly
Remove
"hinge"
end of valve (marked on hex
flat) by locking
opposite
end in vise and
loosening hinge
end with a wrench.
(3) Ambient Air Check Valve
Cleaning
Carefully
clean inside surfaces and
components
with a clean,
lint-free cloth and air.
(4) Ambient Air Check Valve Installation (See Fig. 13-10)
Connect to inlet and outlet lines to allow "free flow" from
the air inlet container to the static
pressure
lines.
13-7 PRIMARY AIRFLOW SYSTEM
A. General Information (See Fig. 13-11)
Intake air is drawn in
through
the non-ram air
scoop
mounted on
the
right
side of the aircraft. The intake air then
passes
through
the air filter on its
way
to the
injector.
At the
injector
the air volume is metered in
proper proportion
to the
fuel mixture that the
engine requires.
The metered air is drawn
into the
compressor impeller
section of the
turbocharger
where it
is
compressed.
This
compressed
air is forced into the intake
manifolds where it is delivered to the various
cylinders.
After
combustion,
the exhaust
gases
are expelled
out the exhaust
ports
and
through
the exhaust manifolds back to the
turbocharger.
The
engine
exhaust
gases
drive the
turbocharger
exhaust turbine wheel
which drives the
compressor impeller through a common rotating
shaft. Exhaust
gases
are then
dumped
overboard
through
the
exhaust outlet. A
bypass, just
before the
turbocharger
exhaust
inlet, incorporates
a
waste.gate
which is
mechanically
linked to
the throttle lever to
regulate
exhaust flow
through
the
turbocharger
for
varying engine power requirements.
MM-13-52
MAINTENANCE
MANUAL
TURBOCHARGER STATIC PRESSURE SYSTEM
MANIFOLD
AIR BLEED
NOZZLES
ENGINE DRIVEN
FUELPUMP
ENGINE
TO FILTERED
AMBIENT
PRESSURE
INDUCTION INLET
TURBOCHARGER
AIR BLEED
NOZZLES
MANIFOLD
FUEL
P~MBIENTPRESSURE
PRESSURE Il
FUELPRESSURE FROM
CHECK VALVE
GAUGE
FLOW DIVIDER
FIGURE 13-10
MM-13-53
MAINTENANCE MANUAL
PRIMARY AIR FLOW SCHEMATIC
AIR FILTER INTAKE
EXHAUST
INDUCTION INLET
INJECTOR
3j
ENGINE
TURBO
COMPRESSOR
TURBO
EXHAUST
WASTEGATE
COMPRESSED AIR
EXHAUST
a
AMBIENT AIR
U(HIUST~IR
FIGURE 13-11
MM-13-54
MAINTENANCE MANUAL
B. Air Filter and
Housing
A
polyurethane
filter is utilized to remove all
foreign
material from the air before it enters the induction
system.
The filter is installed in a
housing
which also
incorporates
an alternate air door and
auxiliary bypass
door. In the
event of a filter
blockage,
due to
ingested
dirt or ice
buildup,
the
spring
loaded alternate air door will
open,
allowing engine compartment
air to be drawn into the
injector.
The
auxiliary bypass
door
prevents damage
to the
filter
assembly
and flexible intake hose
by allowing
back
pressure,
due to
engine backfire, to
escape
with minimal
restriction.
(2) Filter Removal
(See Fig. 13-12)
Filter
change
is recommended
every
100 hours. More
frequent
changes
will be
necessary
for aircraft used for
agricultural
spraying, dusting
or
operation
in
dusty areas.
(a) Remove air box cover (1).
(b) Remove filter retainer (2).
(c) Remove and discard filter
(3).
(3) Filter Installation
(See Fig. 13-12)
NOTE: Clean air box and check for freedom of
operation
of the alternate air door (4) and
auxiliary bypass
door (5) before
installing
filter.
(a)
Install filter in air box
(6).
(b) Install filter retainer with
auxiliary bypass
door (5)
oriented to
align
with aft side of inlet hole in air
box cover(l).
(c) Install air box cover.
(4) Housing
Removal
(See Fig. 13-12)
(a) Disconnect flexible intake hose
(7) from air box.
(b) Disconnect staticair line (8) above hose.
(c) Disconnect unit from
pylon
mount bracket (9).
(d) Support
air box and disconnect it from the firewall
mount bracket (10).
(e) Lift unit fro, aircrair,
allowing
drain line (11) to
pull through cowling.
MM-13-55
MAINTENANCE MANUAL
AIR SCOOP
AIR
BOXCOVER
J.
AIR FLOW
AIR BOX
FI LfER
RETAINER
--)1~ 1) (1F- BACK- FIRE
DOOR
FILTER
~/INfAKE FLEX
HOSE
I~ REF. TOP VIEW
i---
COVER
ASSEYBLV
ALTERNATE
AIR DOOR DZUS FASTENERS
MOUNT BRACKET n
_
FUEL NOZZLE
VENT LINE
AIR BOX
REF. SEAT STRUCTURE
DRAIN LINE
p
REF. ASVIEWED FROM LEFT
O
31DC
FILTER- PRIMARY AIRFLOW SYSTEM
FIGURE 13-12
MM-13-56
MAINTENANCE MANUAL
(5) Housing
(a) Position unit in aircraft with drain line (11) going
out
through
the lower side
cowling.
(b) Secure unit to firewall mount bracket (10).
(c) Secure to
pylon
mount bracket
(9).
(d) Connect staticair line
(8).
(e) Connect flexible intake hose (7).
13-8 COOLING SYSTEM
The
cooling system
consists of the fan
assembly,
shroud
assembly,
oil coolers and
ducting.
Outside air is drawn in
by
the fan and
forced
through
the shroud
assembly
to
provide cooling
air flowto
the
engine
and other
components.
B. Fan
Assembly
(1) Fan Removal
(a) Remove aft
cowling
and
baggage
box.
(b) Remove idler
pulley assembly.
(c) Remove
jack
strut and drive
pulley.
(d) Remove fan.
NOTE: The
fan,
like the starter
ring gear support,
is
designed
to fit on the
output flange
of
the
engine
in
only one
position. Marking
a
fan mount hole and its associated stud is
suggested
to ease installation.
(2)
Fan
Disassembly
NOTE:
Disassembly
of the fan to
replace
blades
requires
that the fan be
statically
rebalanced
prior
to
installation.
Repair
and
balancing
can be
accomplished by
Enstrom
or
a maintenance
facility equipped
with tools
specified
in the
Balancing
Procedure.
(a) Mark blade
ring
and fan discto show
proper
relation-
ship
for
reassembly.
MM-13-57
MAINTENANCE MANUAL
(b) Remove all
nuts,
bolts and washers
attaching
blade
ring
to fan disc.
NOTE: Check for
elongation
of bolt holes. Fan
should be
replaced
if evidence of hole
elongation
exists.
(c) Discard used locknuts.
(d) Drill out rivets
securing damaged
blade(s).
(3)
Fan
Reassembly
(a) Attach new fan
blade(s)
to blade
ring
with AN427M4-7
rivets.
(b) Align
and attach blade
ring
to fan disc.
NOTE: Attach With AN3-6A bolts, one AN960-10L
washer under each
nut,
and new
AN364-1032
nuts.
(c) Balance fan.
(4)
Fan
Balancing
(See Fig. 13-13)
(a) Install
balancing
arbor (T-1900) to fan
assembly.
(b) Place
assembly on
balancing
stand and allow
heavy
side
to settle to th;e bottom.
Identify
blade that is
closest to the bottom.
(c) Remove bolts, nuts and washers from
heavy
side and
replace
with AN3-5A
bolt, (2) AN960-10L washers,
and a
AN364-1032 nut ahd/or remove AN960-10L washers from
light
side and
replace
with AN96O-1O washers as
required
for
balaricing.
NOTE: Not
more
than (3)
AN960-10 washers
may
be
used
per
bolt for
balancing.
Fan blade should balance in
any position
with
blade drift not
exceeding one
inch in five
seconds from
any
check
position.
(d) Torque
all nuts.
(5)
Fan Installation
(a) Align
and install fan on engine output flange.
NOTE: Insure shim is installed on
output flange
before
installing
fan.
(b) Install
jack strut and lower drive
pulley.
MM-13-58
MAINTENANCE
MANUAL
FAN
6/ \o
\il i
T-19O0 BALANCINGARBOR
O
O
O 0,
0\ 1 I IV;lO~
INSTALL WASHERS FOR BALANCING
UNDER NUT.(SEE NOTE)
BALANCING STAND
NOTE:
NOT MORE THAN (3) AN960-IOWASHERS
MAY BE USED PER BOLT FOR BALANCING.
FAN BLADE SHOULD BALANCE IN ANY
POSITION WITHBLADE DRIFT NOf
EXCEEDINGONE INCH IN FIVE SECONDS
FROM ANY CHECK POSITION.
FIGUIIE 13-13 FAN BALANCING
MM-13-59
MAINTENANCE MANUAL
(c) Install idler
pulley assembly.
(d) Slowly
rotate fan to check for
proper
fan to shroud
clearance. Adjust
shroud as
necessary.
(e)
Run
engine
to check belt
tracking
and fan
operation.
(f)
Install
baggage
box and
cowling.
C. Fan Shroud
(1)
Fan Shroud Removal
(a) Remove aft
cowling
and
cowling
from both sides.
(b) Remove
(c) Remove idler
pulley assembly.
(d)
Remove jack strut and drive
pulley.
(e) Remove fan
assembly.
(f) Remove shim, starter
ring gear
and alternator drive
belt.
(g)
Disconnect lines and drain oil from
auxiliary
oil
cooler.
NOTE: Raise lines as
they
are disconnected to
prevent drainage
of oil from lines and
primary
oil cooler.
(h) Remove
auxiliary
oil cooler.
(i) Disconnect shroud from bracket
attaching
it to the
bottom of the
engine.
(j) Disconnect flexible duct to heater muff.
(k)
Remove two lower
panels
from the front of the shroud
assembly.
(1) Disconnect alternator from belt tension
adjustment
bracket and remove bracket.
(m) Remove fasteners
attaching
fan shroud to fire curtain
and
top
and side
engine baffling.
(n)
Disconnect air deflection vanes.
to) Remove air deflection vanes.
(p)
Remove fan shroud
assembly by pulling
it aft and
tipping
it as
necessary
to clear
pylon.
MM-13-60
MAINTENANCE MANUAL
(2) Fan Shroud Installation
(a) Position fan shroud in engine
compartment
and
loosely
attach it to the
top engine
bracket and side
baffling.
(b) Temporarily
install the fan to
align
shroud and
tighten
fasteners.
(c) Install air deflection vanes.
(dJ
Install twolower
panels on front of shroud
assembly
and attach lower
engine
shroud bracket.
(e) Attach fire curtain.
(f) Install belt
tensioning
bracket.
(g) Install
auxiliary
oil cooler.
(h) Sea1 holes where
leakage may
occur with Dow
Coming
Silicone Sealant or
equivalent.
(i) Connect flexible duct to heater muff.
Connect lines to
primary
oil cooler.
(k) Install alternator drive belt and starter
ring gear.
(1) Check shroud foam
tape
and
replace
if
necessary.
(m) Install shim and fan
assembly.
(n) Install drive
pulley
and
jack
strut.
to) Install idler
pulley assembly.
(p)
Check
engine
oil level and
replace
oil removed with oil
cooler.
(q)
Run
engine
to check fan clearance and belt
tracking.
(3)
Foam
Tape
Installation
(a) Remove all
tape
from the fan shroud and check fan blade
to shroud clearance. Adjust
if
necessary.
NOTE: If
significant
amounts of
tape
were missing,
check oil coolers for
partial
obstruction
by
tape fragments.
(b) Remove all
grease,
oil and contaminants from areato be
tapped by cleaning
with solvent. Avoid
finger prints
on cleaned area.
(c) Cut end of foam
tape
at
approximately
45"
angle.
MM-13-61
MAINTENANCE MANUAL
(d) Install
tape
and cut
finishing
end to match.
CAUTION:
Upon
initial
running
of the
engine
it is
necessary
to clean oil cooler air
passages
of
foam
tape particles
sheared off
by
the fan.
D. Firewall
Repairs (See Fig. 13;14)
NOTE: All
openings
in the firewall in excess of 1/32 inch are
to be
repaired.
Small
openings,
such as around
pylon
tubes, may
be caulked with 3M CP-25 or silicone
sealant. Fire curtains
requiring
extensive
repairs
should be
replaced.
(1) Clean areaof
repair
with acetone.
(2)
Holes
up
to 4 inch in stainless steel cabin firewall:
(a)
Caulk with sealant.
(3)
Holes
up
to 1 inch in fabric
(see Fig.
13-14
A):
(a) Form
(2)
round
patches
of .015 thickness stainless
steel, allowing 3 inch
overlap on all sides of
existing
hole.
(b)
Drill .015 inch diameter hole in center of both
patches.
(c) Coat one side of each
patch
with sealant.
(d)
Place one patch on each side of fabric hole with
sealant
against
the fabric.
~e)
Fasten
patches
over the hole with (1) AN525-6R6
screw,
(1)
AN960-6L
washer,
and
(1) AN364-632 nut.
(4)
Areas of worn fabric around
pylon
tubes or cables (see
Fig.
13-14
8):
(a)
Cut a
patch
of similar material
(firewall curtain,
RL-638-3N as
purchased
from
Raybestos-Manhattan, Inc.)
to cover 1/2 to 3/4 inch
beyond
the
damaged
area.
(b) Coat one side of
patch
with sealant.
(c) Apply patch,
sealant side
against
fabric.
(d) Attach
patch
with AN525-6R6
screws,
AN96O-6L
washers,
and AN364-632 nuts at 3/4 to 1 inch
spacing.
(e) Seal nonessential
gaps
(around
pylon tubes, etc.) with
sealant.
MM-13;62
MAINTENANCE
MANUAL
~n8
Q"
B
Y
/~kS,
FIGURE 13-14
STANDARD FIRE CURTAIN REPAIR PROCEDURE
MM-13-63
MAINTENANCE MANUAL
(5) Tears in fabricmaterial which are less than 3" in
length
(Fig.
13-14 C):
(a) Lace
damaged area
together
with .020 inch stainless
steel
safety
wire.
(b) Apply
sealant to
repaired area on the side
away
from
the
engine compartment.
(6) Tears in fabricmaterial in excess of 3 inches in
length:
(a) Cut two i-inch wide
strips
of .015 inch stainless steel
to a length allowing
for
1/2 inch
overlap
at each end
of the
repair (Fig.
13-14 D).
(b) Dri11 .150 inch
(approximate) diameter
holes,
space
1 inch
apart diagonally.
(c) Apply patch,
sealant side
against
fabric.
(d) Attach
patch,
sealant sides
against fabric, with
AN525-6R6
screws,
AN960-6L
washers,
and AN364-632 nuts.
13-9 IGNITION SYSTEM
The D-32OO
ignition system
consists of a dual
magneto
which
features two
electrically independent ignition
circuits in one
housing,
a harness
assembly, starting
vibrator (for shower of
sparks starting system), and the
magneto
switch.
At low
cranking speed
of the
engine
the vibrator
provides
the
high voltage spark necessary
to fire the
plug.
The vibrator
provides interrupted battery
current to the
primary
coil of the
magneto
where it is
stepped up by
transformer
action, producing
a
shower of
sparks
which is directed to the
spark plugs through
the
retard
points
located in the left
magneto.
Detailed
operation,
installation and service instruction
may
be found in Bendix
Operational
Manual No. L-928 and Overhaul Manual No. L-945.
B.
Ignition System Troubleshooting
NOTE: Reference information found in Bendix I nstal 1 ation
Operating
and Maintenance Instructions Manual L-928.
MM-13-64
MAINTENANCE MANUAL
Hard
starting.
Low
voltage
at Check and
change
or
vibrator
input replace battery as
(9.5
volts minimum
required.
Use of an
on 12 volt
systems, auxiliary power
unit
measured between is recommended for
vibrator "INand cold weather starts.
ground
terminal with
starter
engaged).
Check all electrical
grounds
and connections
for corrosion or
looseness.
Inoperative
vibrator Check
ground
and
(no buzzing
audible
power
in.
when starter is
Replace
vibrator.
engaged).
Incorrect vibrator .025" .005"
gap.
point gap.
Retard
points
Check
timing
of retard
opening
too late.
points according
to
paragraph
E
(2),
page
MM-13-68.
tngine
kicks
Open
retard circuit. Check
continuity (10
ohms
back
during Engine
fires
only
in or less) between LR
starting.
its normal advance terminal of the vibrator
position,
to nearest
paint-free
ground.
If circuit is
open,
retard contact
spring
in
magneto may
not be
making
contact.
Retard
points
not Check and
adjust
retard
closing
due to
points as
necessary.
incorrect
adjustment.
Poor electrical Check connections at
connection. vibrator and
magneto.
Internal
relay
in
Replace
vibrator
vibrator unit not
assembly.
functioning.
Magneto incorrectly
Check
magneto
to
engine
timed to the
engine, timing (see Magneto
Installation and
Timing
to
Engine).
Magneto
internal Check
magneto timing
timing
incorrect,
per paragraph
E
(2),
page
MM-13-68.
MM-13-65
MAINTENANCE MANUAL
Engine roughness.
Fouled or defective Clean or replace
spark plugs. spark plugs.
Defective
spark
Check
plug
leads for
plug
leads.
continuity
and break-
down.
Arcing
in distributor. Check distributor block
for moisture and
carbon
tracking.
Eroded or
compressed
Check contact
springs
in
distributor block distributor block.
contact
spring(s).
Burned
magn;eto
Check
magneto
contact
contacts. assemblies for
burring
or dirt.
Excessive
magneto Magneto
to
engine Adjust timing.
drop on
rpm
check.
timing
incorrect.
Incorrect contact
Inspect
contact
adjustment.
assemblies for
proper
opening.
One or more Check
plugs
and leads.
cylinders misfiring.
C.
Vibrator-Magneto
Check
(1) Disconnect starter
input
wire to
prevent engine
from
turning
during
this check.
(2) Turn
engine
in direction of normal rotation to
bring
number
one cylinder
to
top
dead center on its
compression
stroke.
(3) Check to insure retard
points
have
opened.
(4)
Hold No. 1
cylinder top plug
wire 3/16
inch from
ground.
(5)
Turn
magneto
switch to BOTH.
(6) Depress
starter button,
NOTE: A
steady spark
should be visible between the
plug
wi re and
giround.
A weak or mi ssi
ng spark
indicates
possible faulty vibrator,
electrical
connection or
magneto
internal
timing.
MM-13-66
MAINTENANCE MANUAL
(7) Release starter button.
(8) Turn
magneto
switch to OFF.
(9) Check
system, replace or adjust components
as
necessary.
(10) Repeat checking procedurebefore reconnecting starter.
D.
Magneto Operational
Check
(1) Start
engine
and
engage
rotor.
NOTE:
Maintain rotor in flat
pitch during
the
following procedure.
(2) Advance throttle to 1800
rpm
and allow
cyl
inder head
temperature
to reach 200" F.
(3)
S1
owly
advance throttl e to 2300
rpm
and a1 1 ow oil
temperatures
to reach 80" F.
(4) Advance throttle to 3050
rpm.
(5)
Check manifold
pressure;
17-19 inches.
(6) Check fuel
flow;
60-80 Ibs./hr.
(7) Turn
magnetoswitch
from BOTH to L (left magneto) position.
Note
rpm drop (125
rpm
max.) and EGT rise (100" F. max.) in
5 seconds.
(8) Return switch to BOTH
position
and allow
rpm
to stabilize.
(9) Turn
magneto
switch from BOTH to R
(right ma
Note
rpm drop (125
rpm
max.) and EGT rise
qneto)
position.
100" F maximum)
in 5 seconds.
NOTE: Maximum
pemissible rpm
differential between left
and
right magnetos
is 50
rpm
without
engine
roughness.
A differential of
greater
than 50
rpm
or a
drop
in
rpm greater
than 125
rpm may
indicate
spark plug, spark plug
lead
wire, or
magneto
problems.
An EGT rise in excess of 100" F. while
operating
in either L or R
position
of the
magneto
switch
indicates a
magneto timing problem.
(10) Return switch to BOTH
position
and allow
rpm
and EGT to
stabilize
prior
to
engine
shutdown.
MM-13-67
MAINTENANCE MANUAL
E.
Magneto
(1) Magneto
Removal
(a) Remove
magneto
cover.
(b) Remove nuts and washers from
magneto mounting clamp
studs.
(c)
Pull flow divider fuel line bracket forward to clear
stud and rotate bracket and
clamp upwards
to allow
clearance for
magneto clamp
removal.
(d) Remove
magneto
and
clamps.
(2) Magneto
Installation and
Timing
to the
Engine
(a) Remove
timing
hole
plug
from one side of
magneto
and
plug
from rotor
viewing
location at center of
housing.
(b)
Turn the
magneto
d:rive shaft in the direction of normal
rotation until
painted
tooth on the distributor
gear
is
centered in the
timing
hole.
NOTE: Observe that at this time the
pointer
in
rotor
viewing
window
aligns
with the "L"
marked on the rotor. If internal
timing
of
the
magneto
is
required,
refer to Bendix
Operation
and Maintenance Manual No. L-928.
(c)
Set
engine
No. 1
cylinder
at 200 BTDC
(align
mark on
starter
ring gear
with mark on starter housing) on
its
compression
stroke. (See Fig. 13-15)
(d) Maintain
magneto
No. 1
firing position
(tooth
in center
of hole and
pointer aligned
with "L" on rotor).
Install
magneto
to the
engine
and
loosely clamp
in
position.
NOTE: Insure flowdivider fuel line bracket is
placed
on
magneto
mount stud before nut and
washer are installed.
(e)
Attach red leads from
magneto timing light
to each "P"
lead,
black lead to
ground.
(f)
Turn the entire
mbgneto
in direction of rotor rotation
until the
timing l.ight comes on.
(g)
Rotate the
magneto
in the
opposite
direction until the
light
for the left
magneto just goes
off, indicating
the left main breakers have
opened.
MM-13-68
MAINTENANCE MANUAL
TIMING MARKS
NOTE: T I M INGMARKS VI SI BLE
THRUHOLESIN FAN
ASSEMBLY
FLYWHEELTIMING MARKS
O
~V/3( ~X STARTER HOUSING
TIMING MARK
I
i /i
FIGURE 13-15
MM-13-69
MAINTENANCE MANUAL
(h) Tighten magneto clamps
and install
plugs
in
timing
and
rotor
viewing
holes.
(i) Back the
engine up approximately
200 to 300 and then
carefully bump
the
engine
forward while
observing
timing light.
(j) At the No. 1
firing position (20" BTDC) the
light
for
the left
magneto
should be
off, indicating
the left
breaker has
opened.
The
light
for the
right magneto
should
go
out within 2" of left
magneto.
NOTE: Each tooth of the starter
ring gear
is
approximately
2".
(k) Disconnect
timing light
leads from "P" leads and
reconnect one to the retard breaker terminal.
(1) Rotate the crankshaft to
bring
No. 1
cylinder
to
top
dead center
(aligni
TDC mark on starter
ring gear
with
index mark on starter
housing).
NOTE:
Timing light
should
go
out at TDC
(plus 2", minus O") indicating
retard
points
have
opened.
(m) Loosen retard cam
securing screw and
adjust cam, as
necessary,
to achieve correct
timing.
(n) Retorque cam
securing screw to 16-20 in. Ibs.
to) Back
engine
off 20" to 300 and
bump
it forward
again
until
timing light goes
out. Check
timing
mark on
starter
ring gear
to insure
cylinder
is at TDC.
Adjust
retard cam as
necessary.
(p)
Remove
timing light leads.
(q)
Install
magneto
cover and "P" leads.
(r) Insure retard contact
spring
is in
position by checking
continuity (10 ohms or less) fromthe LR terminal of
the
starting
vibrator to the nearest
paint-free system
ground.
F. Harness
Assembly (See Fig. 13-16)
Ignition
wires are routed from the left
magneto
to all
cylinder
top spark plugs
and those from the
right magneto go
to all
cylinder
bottom
spark plugs.
MM-13-70
MAINTENANCE MANUAL
I GN I T I ON WI RE INSTALLATION
---CYL.#I
I-
FIRINGORDER :IB:
C.CIWISE ROTATION (li
CYL.#2
i FLYW~EEL
I ~CYL.#3
I
ri
,I
CYL.#4
L:R
TOP SPARKPLUGS
BOTTOM SPARKPLUGS
j
ie
0-3200 SERIES
MAGNETO
FIGURE 13-16
MM-13-71
MAINTENANCE MANUAL
13-10 FUEL SYSTEM
The fuel
system
consists of the fuel
tanks,
fuel boost
pump,
valve,
fi1
ter,
fuel
lines, engine
driven fuel
pump
and fuel
pressure
switch. Fuel is
gravity
fed from the tanks
through
the
shut-off
valve, boost
pump,
filter and fuel lines to the inlet
side of the
engine
driven fuel
pump.
This fuel
pump
functions
whenever the
engine
is
operating
and delivers a constant flow of
fuel under a regulated pressure
to the fuel
metering
section of
the
injector.
The fuel
metering
section
operates by measuring
the airflow
through
the throttle
body
of the
injector
and uses
this measurement to
operate a servo valve within the section.
The
accurately regulated
fuel
pressure
established
by
the servo
valve is used to control the flow
divider,
which then schedules
fuel flowto the
cylinders
in
proportion
to airflow.
B. Fuel Tanks
(1) Tank Removal (See ~ig. 13-17)
~a)
Drain fuel into suitable
containers, siphon
fuel from
tanks,
then drain
remaining
fuel
by opening
the tank
drain valves
(1) at the bottom of each tank.
(b) Olsconnect vent lines
(2) at
top
of tanks.
(c)
Disconnect fuel level
sending
unit wires at the
"wristlock" connections located between the
tops
of the
tanks.
(d) Disconnect fuel outlet lines (3), tank drain lines (1),
and
scupper
drain lines (4) at bottom of tank.
(e) Remove screws (5)
attaching
tanks to bulkhead and
cabin.
(f) Remove fuel tanks.
NOTE: Shims
dislodged during
tank removal should be
resecured in
position
with 3M brand Trim
Adhesive, P/N 08021, or
equivalent.
(2)
Tank Installation (See Fig. 13-17)
(a) Position tanks on bulkheads and install attachment
screws (5), at.cabin and bulkhead.
(b) Connect vent lines
(2) at
top
of tanks.
(c) Connect fuel level
sending
unit wires at the
"wristlock" connections.
MML13-72
MAINTENANCE
MANUAL
LEFT SIDE k~Pn ~a RIGHT SIDE
(FRONT VIEW) ~n III (FRONT VIEW)
5 ~I 5
FUELCONTROL
HANDLE
FUELSHUT-OFF
(CABIN AREA)
VALVE 4
5 (I FUELSHUT-OFF
B~I I O
PUSH-OPEN
PULL- CLOSED
MAIN
FUELLINE
FUELSUMP DRAIN
CLOSED.
0 GASCOLATOR DRAIN CONTROL
OPEN
NOTE: Late "F" models will have
push type sump
drain.
FUELTANK INSTALLATION
FIGURE 13-17
MM-13-73
MAINTENANCE MANUAL
(d) Secure
plasticcovlers over "wristlock" connections with
tie-wrap.
(e) Secure wires to main rotor transmission vent
pipe
with
tie-wrap.
(f) Connect fuel outlet lines (3), tank drain lines
(1),
and
scupper
drain lines (4) at bottom of tank.
(g)
Fill fuel tanks to check
gauge
calibration. (See
Markings
and
Gauge Calibration.)
(3) Markings
and
Gauge
Calibration
(See Fig. 13-18)
NOTE: Fuel
quantity
markers on fuel tank
sight
windows
are installed with aircraft in
ground attitude,
ground handling
wheels
up,
aircraft
setting
on
landing gear.
Cabin fuel
gauge
calibration is
done wi th aircraft in fl
ight
attitude
ground
handling
wheels down.
(a) Position aircraft in
flight attitude, ground handling
wheels down.
(b)
Add one gallon
of fuel to each tank.
NOTE: Allowfuel level to stabilize between tanks
after each addition of fuel.
(c) Adjust
float arm (1) to
get
cabin fuel
gauge reading
of
"zero" at this level to include unusable fuel, (See
Fig. 13-19)
NOTE: Cabin fuel
gauge adjustments are made
by
bending
float am on fuel
quantity sending
unit.
(d) Position aircraft with
ground handling
wheels
retracted.
(e)
Add five
gallons
(f)
Install 60 Ib. markers
(1) adjacent to this fuel level
on the fuel tank
Sight
window.
NOTE: Some F-models will not be
equipped
with the
fuel tank
sight
window.
(g)
Place aircraft in
flight attitude, ground handling
wheels down.
MM-13-74
MAINTENANCE MANUAL
FIGURE 13-18
FUEL TANK SIGHT GAUGE USED ON SOME
EARLY F MODEL FUEL TANKS
ORIGINAL
As
ReceivedBY
ATP
MM-13-75
MAINTENANCE MANUAL
~ce
i
FUELLEVEL
SENDING UNIT
FIGURE
13-19
MM-13-76
MAINTE~JANCE
MANUAL-:Tici
(h) cabin fuel
gauge reading
is 60 1 bs one
indicator needle width).
NOTE: Excessive deviation between fluid level and
gauge reading
is cause for
replacement
of the
sending
unit.
(i) Place aircraft in
ground attitude, ground handling
wheel retracted.
(j)
Add five
gallons
(k) Install 120 Ib. markers (2) adjacent
to this fuel level
on the fuel tank
sight
window.
(1) Measure
up approximately 10-7/8 inches from bottom
edge
of tank
along
forward side of
sight
window and install
1801b. markers (3) at this
point.
(m) Install 240 Ib. decal
(4) at
top
forward corner of
sight
window decal.
USABLE FUEL
QUANTITY
1/4 60 Ibs or 10
gallons
1/2 120 Ibs or 20
gallons
3/4
180 Ibs or 30
gallons
Full 240 Ibs or 40
gallons
NOTE: Each tank contains one
gallon
of unusable
fuel.
(4) Fuel Level
Sending
Unit
(a) Sending
Unit Removal (See Fig. 13-19)
1 Remove three screws (2) attaching sending
unit
cover to
top
of
right
fuel tank.
2 Remove cover (3) and
spacers
(4).
3 Clean sealant from cover and its
mounting
location.
4 Disconnect
ground
wire (5) and transmitter
output
wire (6).
5 Remove
remaining screw
attaching
unit to fuel
tank, note location for
reassembly.
6 Lift
sending
unit
assembly
out of fuel tank.
NOTE: Due to the
shape
of the float it is
necessary
to tilt the unit to
get
float
out of fuel tank
opening.
MM-13-77
MAINTENANCE MANUAL
(b] Sending
Unit Installation (See Fl,. 13-19)
I Replace
seal (7) around fuel tank
opening,
if
damaged.
NOTE: Seal is secured in
place
with 3M brand
Trim
Adhesive, P/N 08021, or equivalent.
2 Install
sending
unit
(1; into fuel tank.
3 Install
screws, attaching ground
wire (5) to
sending
unit and
sending
unit
directly
to the
tank.
4 Connect transmitter
output
wire (6).
5 Place a bead of Dow
Coming
Silicone Rubber
Sealant or equivalent
around the recess to act as
a seal when cover is installed.
6 Install cover (3),
spacers
(4), and screws (2).
Secure screws.
(5)
Fuel Tank
Repairs
(a) Drain fuel from tanks.
(b) Remove
leaking tank(s) from aircraft.
(c) Repair seepage
of fuel
through fiberglass
tank.
1 Remove fuel level
sending
unit
(right tank) and
all
fittings.
CAUTI~N:
Carefully remove
fittings
that are
bonded in to
prevent damage
to
scupper
bag.
1 Plug
all
openings except
the fuel
cap opening.
3 Pour one
gallon
of
slushing compound
into the
tank.
NOTE:
Slushing compound
used is 3M Scotch-Clad
brand Fuel Resistant
Coating
776.
4
Plug
fuel
cap opening.
5
Slowly
roll tank to assure that all surfaces have
been
completely
covered with
compound.
6 Place tank with bottom
parallel
to floor and drain
excess
compound through
the main fuel outlet.
MM-13-78
MAINTENANCE MANUAL
Open
all
openings
and force ventilate tank to cure
slushing compound.
NOTE: Allowa minimum of
eight
hours cure
time.
(Slushing compound
is tack-free
when cured.)
8 Install main fuel outlet and
strainer, adding
a
new bond of 3M brand EC801.
NOTE: Allow EC801 to cure tack-free before
fueling
tank.
9 Install
remaining
hardware.
10 Check
sump
drain to assure it is not blocked.
11
Cap
all fuel outlets.
12 Place
approximately
five
gallons
of fuel in the
tank to check for leaks before installation on the
aircraft.
13 Drain fuel and reinstall tank on aircraft.
(d) Repair leak(s) around tank cover seam.
1 Drill out rivets in areaof leak.
2 Remove EC801 from between tank and cover
by
scraping.
3 Install a new
coating
of EC801
4 Drill out rivet holes and install next size
larger
diameter rivets.
5 Allow EC801 to cure tack-free.
6 Coat interior of tank in area of
repair
with
slushing compound.
CAUTION: Care must be taken to
prevent slushing
compound
from
coating
fuel
fittings.
Remove
fittings
and
plug
holes if
necessary.
7 Drain excess
slushing compound.
8 Allow
compound
to cure tack-free.
9 Place
approximately
five
gallons
of fuel in tank
to check for leaks.
10 Drain tank and reinstall on aircraft.
MM-13-79
MAINTENANCE MANUAL
C. Fuel Boost
Pump
The fuel
system
boost
pump
is
factory
set at a
pressure
of
27
psi.
A
pressure
switch monitors the fuel
system pressure
and activates the indicator panel lights.
The
green light
will come on when the fuel
system pressure
increases to
20
psi
and above. The red
wa~ning light
will come on when
the fuel
system pressure
falls to 15
psi or below.
NOTE: Newer F-models will not have the
green
normal fuel
pressure
indicator.
(2)
Boost
Pump Adjustment
NOTE:
Adjustments are to be made with a fully charged
battery.
(a) Master switch OFF
(b)
Boost
pump
switch OFF
(c) Fuel shutoff valve CLOSED
(d) Remove 7/16 inch
plug
from RSA fuel
injector.
(e)
Instail 0-50
psi pressure gauge.
(f)
Fuel shutoff valve OPEN
(g)
Mixture control to idle cutoff.
(h)
Master switch ON
(i) Magneto
switch OFF
(j) Boost
pump
switch ON
NOTE: Fuel
pressure
should read 27
psi.
(k) Loosen
jam
nut on boost
pump
relief valve
adjustment
screw.
(1) Adjust boost
pump pressure.
NOTE: Clockwise rotation of the
adjustment screw
decreases
pressure.
(m) Lock
adjustment screwwith
jam nut.
(n) Recheck
pressure.
(0) Boost
pump
switch OFF
MM-13-8O
MAINTENANCE MANUAL
(p)
Master switch OFF
(q)
Fuel shutoff valve CLOSED
(r) Adjust engine-driven fuelpump.
D.
Engine-Driven
Fuel
Pump
(1) Engine-Driven
Fuel
Pump
WARNING: Insure fuel shutoff valve is closed.
(a) Remove firewall access panels.
(b! Disconnect fuel inlet line
(1) and outlet line
(2).
(c) Disconnect static
pressure
line (3) and drain line (4).
(d) Cut
safety
(5)
which secure fuel
pump
to
scavenge pump
and
engine accessory
case
mounting pad.
(e)
Remove fuel
pump
and fiber
spacer
(7).
CAUTION: Withdrawfuel
pump straight away
from
engine.
Scavenge pump
will remain in
position
with
oil lines intact.
(2) Engine-Drive
Fuel
Pump Inspection
Perform an inspection
and
operational
check on the
engine-driven
fuel
pump
in accordance with manufacturers
overhaul instructions.
(3) Engine-Driven
Fuel
Pump
NOTE: On new fuel
pumps,
install elbows in correct
locations
prior
to installation on engine.
(a) Install bolts (5)
with washers
through
the fuel
pump.
(b) Install fiber
spacer
(7) on bolts.
(c) Align splined
shaft and bolts to
scavenge pump
and
slide fuel
pump
into
position,
lubricate
spline.
NOTE: Be sure gasket
between
scavenge pump
and
engine
is
properly aligned
before
securing
bolts.
(d) Secure
scavenge pump
and fuel
pump
to
engine accessory
case.
Torque
bolts and
safety
wire in
pairs
with .032
wire.
MM-13-81
ENGINE FUELPUMP
LEFT RIGHT
FUEL rl T1 FUEL
TANK I II 1 TANK
FUELSHUT-OFF VALVE
FUELSTRAI
BOOST PUMP
ENGINE FUEL
FLOW DIVIDER
ENGINE
z
m
z
H
z
T
o
r
VENTED TURBO
m
u
DECK PRESSURE
dO
Z
ru
C
BOOST PRESSURE SWITCH
ALTITUDE
r
COMPENSATING
INJECTOR
FUELNOZZLE GAUGE
FUEL FLOW SCHEMATIC
METERED FUELPRESSURE
[m7 UNMETEREO FUELPRESSURE
FIGW~
13-20
MAINTENANCE MANUAL
10
9
n
p~
7
B
8
Q
2
4
o;ts~P
O
6
3
ENGINE DRIVEN FUELPUMP
AND SCAVENGE PUMP
5
FIGURE 13-21
MM-13-83
MAINTENANCE MANUAL
(e) Connect drain line
(4) and staticline (3).
(f) Connect fuel inlet line
(1) and outlet line (2).
NOTE:
Following
the removal and overhaul of
any
fuel
system-related engine components,
turn
fuel on and check
operation
of fuel
system.
Every
25 hours a visual check of the
pump
drain should be made with the
engine running.
If the
engine-driven pump
fails there is a
possibility
that it will
pump
fuel overboard
through
the drain line.
(4) Engine-Driven
Fuel
Pump Adjustment
NOTE: Fuel boost
pump pressure
should be
adjusted prior
to
adjustment
of
engine-driven
fuel
pump.
(a) Remove
safety
wire from
engine-driven
fuel
pump
adjustment screw (6).
(b)
Follow normal
engine starting
and rotor
engagement
procedures.
(c) Engine rpm
3050
(d) Boost
pump
OFF
(e) Adjust engine
driven fuel
pump
to 24 1
psi.
NOTE: Clockwise rotation of the
adjustment screw
increases
pressure.
(f) Follow normal
engine cooling
and shutdown
procedure.
(g) Safety
wire
adjustment screw (6).
(h) Remove 0-50
psi pressure gauge.
(i) Reinstall and
safety
wire 7/16 inch
plug.
(j) Run
engine
and check for fuel
system
leaks.
(k) Perform idle mixture and
rpm
check.
E. Fuel Filter
(1)
Fuel Filter Removal
(a) Shut off fuel with fuel shutoff valve.
(b) Drain fuel from filter
by opening sump
drain.
(c) Disconnect
sump
drain valve extension shaft from
assembly.
MM-13-84
MAINTENANCE MANUAL
(d) Disconnect fuel inlet and outlet line.
(e) Cap
lines and
fittings.
(f) Remove
safety
wire from
pipe plug
at
top
of
assembly.
(g)
Remove bolts
securing
strainer
assembly
to
pylon
mount
bracket.
(2)
Fuel Filter
Disassembly
NOTE: The
assembly
does not have to be removed from
aircraft for filter
inspection.
(a) Remove
safety
wire from bolt at bottom of filter
retaining
bracket.
(b) Loosen filter
retaining
bracket bolt.
(c) Swing retaining
bracket forward to release bottom
cover,
outer
body a and
gaskets.
(d) Remove
retaining pin
at bottom of filter to release end
cap.
(3)
Fuel Filter
Inspection
(a)
Check fuel filter
assembly
for:
1 Cracks and evidence of corrosion.
2 Loose or damaged fittings.
3 Worn or damaged gaskets.
4
Security
of filter
retaining pin.
(b) Check filterfor:
1
Rips,
dents or deformation.
2 Contamination.
(4)
Fuel Filter
Assembly Cleaning
(a) Clean all
housing parts
with a suitable solvent.
NOTE:
Payparticular
attention to
fittings
and
passageways
within
housing body.
(b) Clean interior and exterior surfaces of
housing
with
solvent and fine bristle brush.
CAUTION:
Damage
to filtercan occur ifexcessive force
is used
during cleaning.
MM-13-85
MAINTENANCE MANUAL
(5) Fuei Fflter
Housing Assembly
(a) Install
upper gasket,
filter
top ring,
filter and end
cap.
(b) Secure filterwith
Pin.
(c) Install
gasket
in bottom cover.
(d) Install outer
body
and end
cap
on
assembly.
NOTE:
Align
drain
port on end
cap
with fuel outlet
port
on
top
of
assembly.
(e) Swing retaining
bracket under
assembly
and
align
bolt
with recess in end
cap.
(f) Secure
assembly by tightening retaining
bracket bolt
and
safety wiring
bolt to bracket.
(g)
Install drain valve and tube in bottom of
assembly.
~6)
Fuel Filter
Assembly
Installation
(a) Attach filter
assembly
to
pylon
with drain valve
positioned
aft.
(b) Safety
wire
plug
on
top
of
assembly.
(c) Attach fuel inlet line to the forward
top port.
(d) Attach fuel outlet line to the aft
top port.
(e)
Attach drain valve extension.
(f) Close drain valve.
(g) Open
fuel shutoff valve.
(h) Turn boost
pump
ON.
(i) Mixture control to idle cutoff.
(j) Check for fuel
leakage.
(k) Turn off boost
pump
and close fuel shutoff valve.
F. Fuel Pressure Switch
(1)
Fuel Pressure Switch Removal
(a) Close fuel shutoff valve.
(b) Drain fuel
sump.
MM-13-86
MAINTENANCE MANUAL
(c) Remove
safety
wire from electrical connection.
(d) Disconnect electrical connection.
(e) Disconnect switch
assembly
from
pylon
attachment.
(f) Loosen
jam nut on fuel line attachment
fitting.
(g)
Remove switch
assembly
from fuel line
fitting.
(2)
Fuel Pressure Switch Installation
(a) Install switch
assembly on fuel line
fitting.
(b) Secure with
jam nut.
(c) Attach switch
assembly
to
pylon clamp.
(d) Install electrical connector.
(e) Safety
wire connector to switch
assembly.
(f) Open
fuel shutoff valve.
(g)
Turn boost
pump
on.
(h) Mixture control to idle cutoff.
(i) Check for fuel
leakage.
(j)
Turn off boost
pump
and close fuel shutoff valve.
G. Fuel Shutoff Valve
(1)
Fuel Shutoff Valve Removal
(a) Remove left fuel tank to
gain access to shutoff valve.
(b) Disconnect fuel line from aft side of valve.
(c) Disconnect fuel lines from left and
right
sides of
valve.
(d) Disconnect cable from valve
actuating arm;
loosen jam
nut,
loosen
screw,
and unhook wire.
(e) Remove bolts
securing
valve to
pylon.
(2)
Fuel Shutoff Valve Installation
(a) Secure valve to
pylon
mount with two nuts and bolts.
(b) Install and check
rigging
of control cable.
MM-13-87
MAINTENANCE MANUAL
(c) Connect fuel inlet and outlet lines.
(d) Install fuel tank.
(e)
Place fuel in tanks and check for leaks
prior
to
flight.
(3) Fuel Shutoff Valve
Rigging
(a) Position
top
of shutoff valve
actuating arm full
forward to insure valve is
open.
(b) Position
cockpit
shutoff valve control knob
pushed
in
to within
a
inch of nut
securing
it to firewall.
NOTE: This
a inch "cushion" is used to insure the
valve is
completely open
when the control
knob is
pushed
in.
(c) Insert wire from control cable
through
hole in valve
actuating
arm attachment swivel.
(d)
Secure cable sheath to
pylon.
(e) Secure wire in swivel
by tightening
the screw on the
swivel end and
locking
itwith the
jam nut.
(f)
Form a hook in the wire end
by bending
it
upward
and
aft.
(g)
Check control
operation by pulling
the knob
out,
to
close valve,
and
push
it back in to
open
the valve.
With valve
fully open
the knob should not bottom out at
the firewall.
13-11 LUBRICATION SYSTEM
A.
Description (See Fig. 13-22)
Engine
oil flows to the
turbocharger
from the
engine through
a
restricted elbow
fitting.
On this same line, a valve is located
just
before the oil inlet to the
turbocharger.
This check valve
prevents an oil
buildup
in the
turbocharger
after the
engine
is
shut down. An
engine-driven scavenge pump
is utilized to return
the
turbocharger
oil back to the
engine sump.
The
scavenge pump
parts
are
stamped
"in" or "out" and the correct rotation is
marked.
Two reverse flow oil coolers are used to cool the oil for the
entire
system. Cooling
air from the fan is directed
through
the
cores of the coolers andi exhausted into the
atmosphere.
Regulation
of oil flow
through
the cooler is
accomplished by
a
temperature
and
pressure
sensitive valve located in the
engine
accessory
case.
The
cockpit
oil
pressure gauge
line runs from under the
instrument console back to thie
engine accessory
case.
MM-13-88
MAINTENANCE
MANUAL
TURBOCHARGER
AUXILIARV OILCOOLER
SCAVENGE PUMP
PRIMARY
OILCOOLER
ENGINE
SUMP
CHECK VALVE RESTRICTED PRESSURE
OILPRESSURE GAUGE
OILSYSTEM DIAGRAM
13-22
MM-13-89
MAINTENANCE MANUAL
B. Oil Coolers
(1)
Oil Cooler Removal
The
primary
oil cooler is mounted on the
right-hand
side of
the
engine compartment.
The
auxiliary
oil cooler is mounted
to a duct located on the lower left side of the
cooling
fan
shroud.
(a) Primary
Oil Cooler
1 Open right
side cowl.
NOTE: Place
magneto
switch in OFF
position.
2 Drain oil out of the lower inlet oil line
fitting.
NOTE: Place container beneath the radiator
when
disconnecting
lines to collect
any
drain oil from the cooler and lines.
3 Disconnect and
cap
the inlet lines.
4
Remove four bdlts
holding
the oil cooler boot to
the inboard side of the oil cooler.
5 Remove four bolts
holding
the oil cooler air exit
duct to the outboard side of the oil cooler.
NOTE:
Upon
removal of
cooler, visually inspect
rubber flex boot for
rips. Replace
the
boot
assembly
if
necessary.
(b) Auxiliary
Oil Cooler
1 All switches OFF
2 Drain oil from
engine sump.
3
Open
left cowl.
4 Place oil catch
pan
beneath oil cooler.
Disconnect and
plug
inlet and outlet lines.
6 Remove two screws and washers from bottom of oil
cooler heat shield.
Z~
Remove two screws and -washers from
top
of oil
cooler heat shield.
8 Remove heat shield.
MM-13-9O
MAINTENANCE MANUAL
9 Remove two screws and washers
attaching
aft side
of oil cooler to oil cooler duct.
10 Remove oil cooler.
(2)
Oil Cooler
Inspection
(a) Inspect
oil coolers for:
1
Bent, broken or dirty
core fins.
2
Nicked, burred, or deformed
plumbing fittings.
3 Deformed screw holes.
4 Loose boot attachment to radiator inlet.
(b) Inspect
oil cooler air ducts for:
1 Cleanliness.
2
Cracks, checking,
tears or dents.
3
Integrity
of
mounting flanges.
(c) Inspect
oilinlet and return lines for:
1 Cleanliness and freedom from obstructions.
2 Cracks, checking, swelling,
and kinks.
3
Integrity
of wire shields.
4
Plumbing fittings
for
nicks, burrs, and
deformity.
i3) Oi7 Cooler
Leakage
Check
(a) Perform a hydrostatic
test on the radiator.
Operate
test set in accordance with manufacturers
instructions, or take radiator to certified radiator
shop
and have it
pressure
tested for
leakage.
(b) Install
pressure cap
on one oil cooler
fitting.
(c) Connect test set to
remaining
oil cooler
fitting.
(d) Regulate
test set
pressure
to 150
psi.
(e) Check for
leakage.
NOTE:
Leakage
is indicated
by escaping
fluid and a
drop
in
regulator pressure.
MM-13-91
MAINTENANCE MANUAL
(f) Locate and mark source of
leak,
if
any.
NOTE: Use standard
procedure
to
repair
leaks. If
required repairs are inaccessible or
extensive, replace
oil cooler with a new
unit. After
repairs are completed, repeat
steps (a)
through (e).
(g)
Remove oil cooler from test set.
(4)
Oil Cooler Installation
(a) Primary
oil cooler.
1 Secure radiator to the oil cooler boot and lower
mount with four bolts.
2 Secure oil cooler inlet and return lines.
3 Secure air inlet duct to oil cooler and lower
mount with four bolts.
4
Thoroughly inspect
the oil cooler
assembly
installation,
torque on
fittings, routing
of
lines,
and
ducting.
5 Perform
preflight inspections;
service
engine as
required.
6 Perform
operational
check of
engine prior
to
flight.
7 After the
engine
has been run
up
to
operating
temperature, inSpect assembly
for oil leaks.
NOTE: Oil circulates
through
the entire
system
only
when
engine
is at
operating
temperature.
8 Secure
right
side cowl.
(b) Auxiliary
Oil Cooler
1 Position oil cooler in
place
on the duct from the
cooling
fan shroud with inlet and outlet
fittings
aft.
2 Install two screws and washers in aft side of oil
cooler mount.
3 Place heat shield in
position.
MM-13-92
MAINTENANCE MANUAL
4 Install two screws and washers in
top
of heat
shield.
NOTE: It
may
be
necessary
to bend the heat
shield
slightly
to facilitate
installation of the
top
two screws.
5 Install two screws and washers in the bottom of
the heat shield.
6 Remove inlet and outlet line
plugs
and connect
lines to oil cooler.
7 Check
routing
of lines.
8 Check
fittings
and attachment hardware for
security.
9 Service oil
system
to
proper
level.
10 Run
engine
to
bring
oil to.normal
operating
temperature.
11 Shut down
engine
and
inspect
for leaks.
C.
Scavenge Pump
(1) Scavenge Pump
Removal
(See Fig. 13-21)
The
scavenge pump
is removed with the same procedure
listed
under
Engine-Driven
Fuel
Pump
Removal -Section 13-l0,with
the
following
additions:
(a) Disconnect oil inlet line
(8).
(b)
Disconnect oil outlet line (9).
(c) Pull
engine-driven
fuel
pump
and
scavenge pump
out as a
unit.
(d) Remove
gasket (10).
(2) Scavenge Pump
Installation (See
Fig. 13-21)
Complete Engine-Driven
Fuel
Pump
Installation Procedure,
Section
13-10, with the
following
additions:
(a) Install
scavenge pump
and
gasket (10) on bolts (5) with
spacer (7)
and
engine-driven
fuel
pump.
(b) Install both
pumps
as a unit into
engine case.
MM-13-93
MAINTENANCE MANUAL
ic] connect oi 1 inlet line
(8,
and out~rt line
(9,.
(d)
Check for both oil and fuel leaks.
13-12 COKRELATOR
A. Introduction
This
specification presents
the method to most accurately
and
safely rig
the throttle correlator
system
used on the F-28F and
280F aircraft. The correlator
rigging
is a
repetitive process
and, by necessity,
some of the
steps
are repeated. Although
this
procedure
is written to
incorporate
the minimum number of
steps,
the more repetitions
used to
rig
the correlator,
the better the
correlator will
perform.
NOTE: The
rigging procedure
is written for two
considerations:
1. When
installing
a new throttle cable or replacing
any part
of the correlator or throttle
system
start with Item B Correlator
Preflight Rigging.
2. For service
adj:ustments to cover idle
adjustment,
injector servicing
or replacement,
start with
Item C Correlator
Post-Flight Rigging.
3. Correlator
Preflight Rigging
(1) Injector Rigging
(a) The
injector
shall be
rigged
as shown in
Figure
13-26 1
The
injector
is at idle
position.
The lever
may
be
repositioned
in 15" increments
by loosening
the
butterfly
shaft nut.
(b)
The
injector
used for the "F" model shall be one of two
types
1 Part No. 2524858-A. This
injector
has been
modified to obtain 85"
butterfly
travel with the
idle screw fullly
backed out.
Preflight
idle is to
be set such that the
butterfly
is closed to .020
inch
gap
in the sidewall.
2 Part No. 2524858-1 and
higher
has the idle
position preset
at 97" and no further check is
required.
(2)
Connect the throttle cable by:
(a) Disconnecting
both ends of throttle cable.
#2 Rev. 11/18/88 MM-13-94
MAINTENANCE MANUAL
(b) Set forward cable attach
position
at 1.13 .13 inches.
(See Fig. 13-23)
(c) Set aft cable attach
position
at 6.88
plus .13/-.25
inches. (See Fig. 13-24)
(d) Pre-adjust point
"B" override
stop
to 0.60 .02
inches.
(See Fig. 13-25)
(e) Disconnect
wastegate
link from
injector.
(f) Set collectiv~ stick on down
stop
and lock.
(g)
Set
injector
at idle
stop. (See Fig. 13-26)
ih) Set
summing
lever
(1) on idle
stop, point
"A."
(See Fig. 13-25)
(ij Adjust
cable rod ends to fit. Attach at injector.
(j) Slip
fit bolt (dont secure) through
forward cable rod
end and
output
lever
(2). (See Fig. 13-25)
NOTE: If and when thread
engagement
is out of
safety,
refer to tolerance of
step
2-b above
and
adjust accordingly.
(3, Adjust
override
stop, paint
"B"
(Fig. 13-27,. 1
(a) Position collective stick on down
stop.
(b) Kotate throttle twist
grip open enough
to insert a
0.14 .01 inch thick shim or tool No. T-0113 between
idle
stop
screw and
stop pin
on injector.
(See Fig. 13-28)
Rotate twist
grip against
shim and
maintain
pressure during step
3-c.
(c)
Check for 5.0" .06 dimension between offset shaft and
summing
lever
output
arm (points
"D" and "E"
respectively, Fig. 13-27) by:
1 Use tool
gauge
T-0111 or similar device and
slip
over offset shaft
(point "D") adjacent
to offset
fitting (1).
2
Attempt
to
slip
other end of tool over cone washer
on summing lever, point
"E."
3
Adjust
override
stop, point "B", until
gauge
tool
slips over cone was:her on
summing
lever.
(d) Lock
jam
nut on
stop bolt, point
"B."
#2 Rev.
11/18/88
MM-13-95
MAINTENANCE MANUAL
(e)
Remove 0.14-inch shim from
injector stop.
(f) Remove bolt from forward rod end of cable (see
Fig. 13-25).
ig)
Set
injector
idle
stop arm
against stop pin
(see Fig. 13-26).
(h) Set correlator
summing
lever at idle
stop, point
"A"
(see Fig. 13-25).
(i) Adjust
forward cable rod end for a
slip
fiton the bolt
between the roa end and the correlator
output
lever
(2). (See Fig. 13-25)
NOTE: If there is insufficient thread
engagemerit
in
rod
end,
then aft cable
housing
attachment on
pylon (Fig.13-24) can be moved 6.88
plus
.13/-.25 inches.
(4)
Check wide
open rigging:
(a)
Raise collective stick 2 inches at handle or .25 inch
at
stop (see Fig. 13-29) from down
stop position
and
lock.
(b) Rotate twist
grip
to wide
open position.
(c)
Check for .05 to .25 inch clearance between cable rod
end and
injector arm (Fig. 13-30).
If
improper
clearance check instal lation of i
nj
ector arm onto
butterfly plate
shaft
(Fig. 13-26).
If
injector arm
must be
repositioned
on the
shaft, repeat
correlator
rigging starting
from
step
2-e.
(d)
Check if
injector
wide
open stop
arm is
against stop
pin
for (A) only (Fig. 13-30).
On -1 or -2
servos,
stop
arm
may
not contact
stop pin; adjust
to within
.125" of
stop pin.
NOTE: If adjustment
is
required,
make
adjustments
at cable rod ends and aft cable attach
point
dimension 6.88
plus .13/-.25
inches
(Fig. 13-243.
(e)
Check if
output
lever
(1)
is within 0.06 inch of
stop
point
"C"
(Fig. 13-29).
If out of tolerance, adjust
aft cable attach
point
dimension 6.88
plus .13/-.25
(Fig. 13-24) and
repeat steps
4-d and 4-e.
NOTE:
Primary Open stop
should be at the
injector
and the
Stop
at
point
"C" is
secondary.
(f) Secure all hardware on cable rod ends.
#2 Rev. 11/18/88
MM-13-96
MAINTENANCE MANUAL
(5)
Recheck idle
adjustments by:
(a) Set collective stick on down
stop
and lock.
(b) Rotate throttle twist
grip
to idle
stop.
(c)
Check at the
injector
that the idle
adjustment screw is
against
the
stop pin (Fig. 13-26).
NOTE: The throttle twist
grip
must have
enough
authority
to force all backlash out of the
system
and cable. A
piece
of
paper placed
between the idle
adjustment screw and the
stop pin
should be
clamped. However, only
10" rotation (20" maximum) of the twist
grip
should release the
paper enough
to be able to
pull
it free.
Any more rotation than this
causes a
large
dead band which uses
up
too
much correlator motion,
thus
causing improper
collective/throttle correlation. To
adjust,
move the aft cable attach
point (Fig. 13-24).
Usually
no more than one rotation of the
jam
nuts is
required.
For insufficient
clamping
of the
paper,
move the cable down. For
excessive
clamping
move the cable
up.
(6) Adjust wastegate by:
(a) Raise collective stick 2 inches from down
stop
and
lock.
grip
to wide
open.
(c)
Check that
injector open stop
arm is
against stop pin
(Fig. 13-30).
(d) Adjust wastegate
link
length
for 0.015 inch
gap
at
wastegate stop.
(DO
NOT
adjust stop. Stop
was
previously
set for
gap
with the
butterfly
in the
fully
closed
position.)
(e) Rotate throttle twist
grip
to idle
stop.
(f) Adjust wastegate open stop
for .09/.06 inch clearance.
NOTE:
Preflight rigging
is now completed.
Correlator will
perform satisfactory
until
idle screw/mixture linkage adjustment
has
been made.
Readjustment
of correlator is
then
required
for
satisfactory
and safe
correlator function.
MM-13-97
MAINTENANCE MANUAL
C. Correlator
Post-Flight Rigging
(1) Readjust
override
stop, point
"B"
(Fig. 13-27).
(a) Position collective stick on down
stop.
grip open enough
to insert a
0.14 .01 inch thick shim or tool No. T-O133 between
idle
stop
screw and
stop pin
on injector (Fig. 13-28).
Rotate twist
grip against
shim.
(c) Check for 5.0" t .06 dimension between offset shaft and
summing
lever
output
arm (points
"D" and "E"
respectively, Fig. 13-27) by:
1 Use tool
gauge
T-0111 or similar device and
slip
over offset shaft
(point "D") adjacent
to offset
fitting (I).
2
Attempt
to
slip
other end of tool over cone washer
on
summing lever, point
"E."
3
Adjust
override
stop, point "B",
until
gauge
tool
slips
over cone washer on
summing
lever.
(d) Lock
jam
nut on
stop bolt, point
"B."
(e) Remove 0.14 inch shim from
injector stop.
(2)
Check idle
stop position.
(a)
Set collective stick on down
stop
and lock.
grip
to idle
stop.
(c) Check at the injector that the idle
adjustment screw is
against theistop pin (Fig. 13-26).
NOTE: The throttle twist
grip
must have
enough
authority
to force all backlash out of the
system
and cable. A
piece
of
paper placed
between the idle
adjustment screw and the
stop pin
should be
clamped. However, only
10" rotation
(20" maximum)
of the twist
grip
should release the
paper enough
to be able to
pull
it free.
Any more rotation than this
causes a
large
dead band which uses
up
too
much corr~lator motion,
thus
causing improper
collective/throttle correlation. To
adjust,
move the dft cable attach
point (Fig. 13-24).
Usually no,more
than one rotation of the jam
nut is
required.
For insufficient
clamping
of the
paper,
move the cable down. For
excessive
clamping move the cable
up.
MM-13-98
MAINTENANCE MANUAL
(d) Readjust stop
on
wastegate,
if
necessary,
to
provide
.06/.09 inch clearance.
(3) Check wide
open injector position by:
(a) Raise collective stick 2" from down
stop position
and
lock or .25 inch from
stop
(see
Fig. 13-29).
(b) Rotate twist
grip
to wide
open position.
(c) Check if
injector
wide
open stop
arm is
against stop
pin.
(d) Readjust wastegate
link
length,
if
necessary,
for 0.015
inch
gap
at
wastegate stop. (DO NOT
adjust stop.
This
stop
was previously
set for a 0.015 inch
gap
with the
butterfly
in
fully
closed
position.)
MM-13-99
MAINTENANCE
MANUAL
CABIN SHELL
FIREWA LL
+.13
1.13
CABLE SUPPORT
FIGURE 13-23
FORWARD CABLE ATTACHPOINT
MM-13-100
MAINTENANCE MANUAL
FIGURE 13-24
AFT CABLE ATTACHPOINT
VIEW LOOKING FORWARD
wasrEcnTE
i3\j~
WITNESS HOLE
_I~LIC1NROD END
INJECTOF)
6.88-.25
TURBO MOUNT
BRACKET ASSEMBLY
MM-13-101
FIGURE 13-25
CORRELATOR IDLE STOP POSITION
~:,ai;X
THROTTLE IDLE STOP~
POINT "A" -c~l
PRELIMINARY 1\ i
ADJUSTMENT
o
~WITNESS HOLE
IN ROD END
i
ai
FORWARD CABLE
I
OD EN iI
SUMMING LEVER(I)
OVERRIDE
STOP B"
SLIP FIT THIS
BOLT DURINGRIGGING,
STOP "C"
OUTPUT LEVER(2)
MAINTENANCE MANUAL
ro
yLg
I
L~J
BUTTERFLY PLATE SHAFT
W.L
~DLE STOP SCREW
12.50
STOP PIN
E
5 TO9
:4
IDLE STOP ARM/ LINJECTOR ARM
THROTTLE CABLE
FIGURE 13-26
rmELSERVO
THRDTIZE
BI~W, CF~ANK
MM-13-103
FIGURE 13-27
OVERRIDE SrOP
n
TPOLNO,T-OIII
OFFSET
POINT
"D"jC
os
OFFSET FITTING~I)
t~
ADJUSTMENT SCREW
POINT "E" z
3 a~ \I I lo
h Ir
JAM NUT
OVERRIDE
CONE WASHER
STOP "8"
SUMMING LEVER
MAINTENANCE MANUAL
TO
WASTEGATE
I
IDLE STOP SCREW
INJECTDR
STOP PIN
.14 CABLE ROD END
ro:
TOOLNO. T-O113
FIGURE 13-28
FUEL SERVOWIIHTOOLNO. T-0113 LNST~V;LED
MM-13-105
COLLECTIVE UP STOP
FZGUP\E 13-29
CORRELATOR FUI~L SrOP POSITION
.25
COLLECTIVE DOWN STOP
3
--I
-I
z
p
g I iZo
,IS-s\
~f
b I~
j
I
.1
----j,
C~=
I
,e
OPEN THROTTLE A/
STOP "C"
O TO 0.0~
OUTPUT LEVER(I)
MAINTENANCE MANUAL
INJECTOR ARM
TO
WAST
EGATE
iC~i
A
CABLE ROD END
-~I
IhlJECTOR
CLEARANGE .05/.25
STOP PIN
OPEN STOP ARM
RGORE 13-30
FUEL SERVO mTL~ THRMTLE POSITION
MM-13-107
SECTION
UTILITY
SYSTEMS
MAINTENANCE MANUAL
SECTION 14
UTILITY SYSTEMS
14-1 CABIN HEAT
A.
Description
Warm air used for
heating
the cabin is derived from a heat
exchanger
mounted on the exhaust muffler. The air enters this
system
from the
engine cooling
shroud and is ducted
by
a flexible hose to the heat
exchanger.
Air flows to the heater control valve which is mounted on
the aft side of the firewall and
regulates
the air flow into the
cabin area. The control is located on the left hand side of the
pilots seat for
easy
access to
vary
the
temperature by pushing
in to
the OFF
position or out to the ON
position.
There are three heat
delivery
ducts inside the cabin. The main duct is located in the
center of the seat structure,
with two smaller ducts located
just
forward of the tail rotor control
pedals on either side of the cabin
floor.
B. Cabin
Heating System Troubleshooting
Problem Cause
Required
Action
Exhaust fumes Crack in exhaust
Replace stack, heat
enter cabin when stack or heat
exchanger,
or
repair
cabin heat is exe
hange
r.
by
wel di
ng
applied.
Insufficient Flexible hoses Connect hoses and secure
heat, forward of with
clamps.
firewall off or
loose.
Control
linkage
Connect
linkage properly.
disconnected or
loose.
Defective heater
Replace
or repair
heater
shroud. shroud.
Defective valve
Replace or repair
valve
assembly. assembly.
C. Heater Valve
Assembly
(1) Heater Valve Removal (See Figure 14-1, View A)
(a) Remove
fiberglass
seat deck from cabin.
(b) Disconnect the heater control cable
(1)
from heater
valve (2).
MM-14-1
MAINTENANCE MANUAL
(c) Disconnect and remove hose (3) from aft side heater valve.
id) Remove the attachment
screws securing
heater valve to hose
divider (4) and firewali. Remove valve.
(2) Heater Valve Installation
(See Figure 14-1, View A)
(a) Install heater valve
(2) with valve control lever on
top
and
align
to hose divider
(4) on firewall.
(b) Install attachment screws to secure valve to firewall,
and
torque
screws.
(c) Connect heater control cable (1) to heater valve and
adjust.
See heater control cable installation.
(d) Connect hose
(3) to aft side of heater valve and secure.
(e) Install
fiberglass
seat deck.
D. Heater Control Cable
(1) Heater Control Cable Removal
(See Figure 14-1,
View A)
(a) Remove
fiberglass
seat deck.
(b) Disconnect control cable
(1) at the heater valve (2).
(c) Disconnect cable
clamp (6) from forward
landing gear
cross
tube.
(d) Remove cable nut
securing
control knob to seat structure
and
pull
cable out
through
front of seat structure.
(2) Heater Control Cable Installation
(See Figure 14-1,
View A)
(a) Slide cable (1) through
seat structure and install nut and
lock washer on inboard side. Secure nut to mount cable
control knob in
place.
(b) Connect cable
(1)
to heater valve (2) and secure with
clamp (5).
NOTE: Remove hose from aft end of heater valve (2) so
valve
damper
is visible for cable
adjustment.
(c) Adjust cable until valve is in closed
position
with 1/4" to
3/8"
gap
between seat structure and cable control knob with
control knob
pushed
in.
NOTE:
Adjustment
is made
by sliding
cable sheath in or
out at the cabie
clamp (5) on
top
side of heater
control valve. Check that valve
fully opens
and
closes after
MM-14-2
MAINTENANCE MANUAL
O
(d) Install hose and secure to aft side of control valve.
(e) Connect cable
clamp (6) at
landing gear
cross tube.
(f) Install
fiberglass
seat deck and cushions.
E. Heater Shroud
(1) Heater Shroud Removal (See Figure 14-1,
View B)
(a) Remove hoses (7)
and (9) from heater shroud (8).
(b) Remove screws
along top
of heater shroud.
(c) Separate
shroud and remove from heat
exchanger.
(2) Heater Shroud Installation (See Figure 14-1,
View B)
(a) Install heater shroud (8) around heat
exchanger
with shroud
seam on
top.
(b) Install screws to secure shroud to heat
exchanger.
(c)
Connect hoses (7) and (9) to heater shroud and secure with
hose
clamps.
MM-14-3
t/3
VIEW A
VIEW B
VIEW a
b VIEW C
8
VIEW C
VIEW B
9
94
FIGURE 14-1
CABIN HE ATING SYSTEI~1
SECTION
Supplement
Proced
ures
ENSTROM
F28F
19ss
280FX SERIES
MAINTENANCE MANUAL
SUPPLEMENT
F28F 19ss
280FX
The Airworthiness Limitations Section (Sectionl7j is FAA
approved
and
and other
maintenancerequired
under
43.16 and 91.163 of the Federal Aviation
Regulations
unless an
alternative
program
has heen FAA
approved.
~ENSTROM
HELICOPTERCORPORATION
M~NOMINEE,
MICHIGAN
MM-15A
MAINTENANCE MANUAL SUPPLEMENT
SECTION 15
SUPPLEMENT PROCEDURES
15-1 INTRODUCTION
This Maintenance Manual
Supplement
sets forth the recommendations and
procedures
for
maintaining
and
servicing
the Model 280FX and 1986 F-28F
helicopter,
manufactured
by
The Enstrom
Helicopter Corporation.
This
Supplement
must be used in conjunction
with the Model F28F and 280F
Maintenance Manual. The
procedures
in this manual
supercede any
conflicting procedures
listed in the earlier manuals andior supplements.
15-2 TABLE OF CONTENTS
See Table of Contents at the
beginning
of the revised model F-28F 280FX
Maintenance Manual.
15-3 MANUAL CHANCES AND REVISIONS
Reference Section I Par. 1-3 and 1-4.
MM-15-1
SECTION
AIRCRAFT
DESCRIPTION
SECTION 16
AIRCRAFT DESCRIPTION
:6-1 GENERAL DESCRIPTION 280FX
Except
for the
changes
and the
systems
listed below, the
primary
structure of the 280FX is
essentially
identical to the 280F. The 280FX
is
a three-place, piston engine, single
rotor
helicopter
as shown on
Figure
16-1. The
helicopter
is
powered by
a Lycoming
HIO-360-F1AD
engine
equipped
with a Rotomaster
turbocharger.
The
engine
can be boosted to
39
in-Hg
manifold
pressure, providing
225
horsepower.
The main rotor is
a three-blade
fully
articulated
system
whi le the tail rotor is a
two-blade
teetering type.
16-2 AIRFRAME AND SYSTEMS DESCRIPTION
The items described below
comprise
the
major changes
from the 280F. More
detailed information on these
components
can be found under the
specific
headings
in this maintenance manual
supplement..
A. Airframe The 280FX
incorporates
the
following improvenients
in
the airframe:
Three-piece airscoop
Tail rotor driveshaft
cover/fairing
Tubular tail rotor
guard
Horizontal and vertical stabilizers
Landing gear fairings
B.
Systems
The
following systems
are incorporated
into the 280FX:
Combined
position
and anticollision
lights
Annunciator
panel
with the
following
indications:
Clutch
disengagement
Low fuel
pressure
Low rotor
rpm
Overboost
Main rotor
gearbox chip(s)
Tail rotor
gearbox chip(s)
C. Avionics The 280FX is
equipped
with the
following
avionics as
standard
equipment:
Apollo
II Loran-C (II-Morrow)
Graphic Engine
Monitor (Insight Instruments)
King
KY97 Communications Radio
King
KT76
Transponder
MM-16-1
(4)
Control and Drive
Systems
The 280FX also
incorporates some
minor
changes
in the control and drive
systems.
These are
listed below:
Upper jackstrut bearing assembly
with lubrication
-fitting
Teflon
bearings
in
push-pull rod/walking
beam attachment
1C-3 ENERAL DESCRIPTION F-28F
(1986)
Except
for a fewminor
changes
to the structure and
systems
the new F-28F
is similar to the standard F-28F as described in Section 2 of the F-28F
and 280F Maintenance Manual. Ref.
Figure
16-2.
16-4 AIRFRAME AND SYSTEMS DESCRIPTION
The items described below
comprise
tl~ie
major changes
to the F-28F. More
detailed information on these
specific components
can be found under the
specific headings
in this Maintenance Manual
Supplement.
All other
system specifications
are ref. in Se;ction 2.
A. Airframe F-28F
incorporates
the
follbwing improvements
New cabin door
assembly
Horizontal and vertical stabilizers
B.
Systems
F28F
Low rotor R.P.M.
warning system
and indication
light
horn
MM-16-2
63"
z
m
z
z
o
336:(280) z1e"(1sZ5)
m
ol
z
G; i
RADIUS
cr
Cn
20" DROOP
c
o
4e7"
Il(rMAX. FWD. C.G.
s~iDIA
mr
STP;TIC
gj:
m
t Z~
I os:(9.0)
i 1
U.~":
12"(6.d)MIN. DROOP
4.0"
78.63~6.55)
344"(28.666)
"(2333)
351.6~29.3)
ENSTROM 280FX HELICOPTER
fig. Is-1
~C11
ss"
G=-V-LL;
_)
336" 128.0)
ct
z
-r=
219" (18.25) m
z
RADIUS
z
192" (16.0)
3 m
a~
f
7
3.0~ z
P 20" STATIC DROOP j
c
I!
v,
48.7"
FVU). C. G. MAX.
r
23" STATIC
c
108"
(9.0)jr~P
1 56" (4.7)DIA.
o
2.0" r
t- s.o..
II e
m
-I-~ z
l.o
i
93.75" (7.813) 135" 161251
72" (6.0) MIN. DROOP
~Y
1111~
MAX. AFT C. G.
L
1_1
~! C4a I
78.63"
(6.55)---~ 337"
88"
351.6" (29.3)
-1
/7.333)
ENSTROM F28F HELICOPTER
fig. 16-2
MODEL SPECIFICATIONS
16-5
POWER PLANT
Ty pe Lycomi ny
Designation
HIO-360-F1AD
Cylinders
4
Normal
power
225
hp
Normal
rpm
3050
Specific
fuel
consumption
.69 Ibs
hp/hr
Weight
324 Ibs
Oil 10
qts
or 19 Ibs
PURBOCHARGER
Type
Rotomaster
Designation
3BT5EE10J2
Performance Refer to
Flight
Manual
OPERATING KPMs
Engine
2900-3050
Tail rotor 2514 (at 3050
engine rpm)
Main rotor 351
(at
3050
engine rpm)
Main rotor autorotation
range
334-385
RATIOS
Lower drive
pulley
to
upper pulley
1.213:1
Upper pulley
to main rotor shaft 7.154:1
Engine
to main rotor 8.6781:1
Tail rotor
input
shaft to
output
shaft 1:1
DIMENSIONS
Width (overall)
280"
Rotor diameter 32
Height (overall)
9
Length (overall)
293"
Tread
landing gear
74"
MM-16-5
MODEL SPECZFICATIONS (continued)
MAIN ROTOR SYSTEM
Number of blades 3
Chord each 9.5"
Diameter 32
Uise area 804
sq
ft
Main rotor
rpm
351
TAIL ROTOR SYSTEM
Number of blades 2
Chord 4.4"
Diameter 4.67
Oise area 17.1
sq
ft
RPM 2514
REFERENCE SECTION 2 FOR OTHER GENERAL INFORMATION
MM-1~-6
SECTION
AlRVVORTHI NESS
LIMITATIONS
MAINTENA~CE MANUAL SUPPLEMENT
SECTION 17
PERIODIC INSPECTIONS AIRWORTHINESS LIMITATIONS
This
Supplemental
Airworthiness Limitations Section is FAA
approved
and
and other maintenance
required
under FAK 43.16 and
FAR 91.163 unless an alternate
program
has been
approved.
1;-1 GENERAL
A.
Inspections
Additional
mandatory preflight
and
are set forth
in Par. 17-2 and 17-3 of this section. These
inspection
instructions
are intended to be used in
conjunction
with the F28F and the 280F
Maintenance Manual Section 3. The
inspections
stated herein
supplement
those listed in Section
3, Paragraphs 3.1, 3.2 and 3.3.
B. Service Lives (Ref. Paragraph 3.4)
C. Overhauls (Ref. Paragraph 3.5)
17-2 DAILY AND/OR PREFLIGHT INSPECTION
O
jRef. Figure
3-1 for Walk Around Procedure)
This checklist is
designed
to be used in addition to the
preflight
inspection,
listed in Section 3-1 of the F28F 280F Maintenance Manual.
Thoroughly
familiarize
yourself
with this Manual
Supplement
before
utilizing
this checklist.
A. Exterior Check the
following
items in addition to Section 3-1
requirements.
(1) Right Landing
Gear with
Fairings Only (280FX)
a.
check condition and
security.
b. Oleo struts Strut extension
may
be checked with back side
of fuel
dipstick.
NOTE: To check for
proper
strut extension the
helicopter
should
be
sitting on level
ground.
The struts should then be
leveled
by rocking
the
helicopter by pushing up
and down
slightly on the tail cone. For
proper
inflation see
Section 4-2Item F.
FAA
Approved: April 3,
1986
MM-17-1
NOTE:
Align
fuel
dipstick
with centerline on fairing bump.
I
Sight across
top
of cross tube normal
operating
levels
are indicated on the stick.
TOP OF CROSSTUBE
BACK SIDE OF FUELDIP STICK
CENTERLINE FAIRINGBUMP
c.
Landing gear
check condition and security. Check
ground
handling
wheel removed or in
up position
and secured.
(2)
Left
Landing
Gear 280FX
a.
chec~ condition
security.
O
b. Oleo struts check extension and
security (see Item Ib).
c.
Landing gear
check con:dition and
security.
Ground
handling
wheel removed or in
up position
and secured.
(3) Tail Rotor Driveshaft 280FX
a.
Open
forward three sections of driveshaft cover.
b. Check
security
and condition of driveshaft, hangar
bearings,
flex
couplings
and driveshaft cover.
c. Close dri.veshaft cover and check
security.
(4) Right
Left Horizontal and Vertical Stabilizers Check
Condition and
security
280FX F-28F
(5) Right
Left Position and Anti-collision
Lights
Check
Security
280FX F-28F
FAA
Approved: April 3,
1986
MM-17-2
i7-3
Special
Periodic
Inspections (280FX F-28F)
A. Horizontal Stabilizer
Enstrom
requires complete dis-assembly
and removal for
inspection
of
the horizontal stabilizers and
spar.
This is to be
accompolished
at
the first 1200 hours of service and at
every
1200 hours of service
thereafter.
NOTE: For
complete dis-assembly
and
assembly criteria, including
other
inspection criteria, see Section 22,
pages
MM 22-6
thru MM 22-9 of this
supplement.
(1)
A
complete
visual
inspection
of all
components.
(2)
A
zyglo or close visual
inspection
with a 10
power glass
of the
spar fitting,
attachment rivets, bulkhead and vertical
endplate
attachments,
(3)
A
magnaflux inspection
of the horizontal stabilizer steel
spar.
(4)
A
log
book
entry
is
required
after these
inspections
to
reinstate the airworthiness of the
helicopter.
FAA
Approved: April 3,
1986
Mlvi-17-3
SECTION
POVVER PLANT
SECTION 18
POWERPLANT ANU ASSOCIATED SYSTEMS
18-1 PU~ERPLANT REFERENCE SECTION 13
For all
power plant requirements see Section 13 of F-28F and 280F
Maintenance Manual. The
only exception
is a new door seal on the dir
induction intake
scoop.
This seal consists of a tubular rubber extrusion
attached to the cover of the air filter box. This forms a seal with the
engine door, preventing
hot
engine compartment
air from
entering
the
induction
system.
This seal should be
inspected
and
kept
in
good repair,
as leaks in this seal will reduce
engine performance.
MM-18-1
SECTION
MAIN ROTOR
TRANSMISSION
SECTION 19
MAIN ROTOR TRANSMISSION
19-1 GENERAL REFERENCE SECTION 11-6
Except
for the location of the oil
temperature probe,
the low rotor
rpm
sensor,
and the
magnetic chip detector,
the main rotor transmission is
essentially
identical to the transmission on the F-28F ?sOF. The oil
temperature probe
has been moved from the bottom of the
pinion case to
the bottom cover at
approximately
30" left of front center. This does
not affect the
operation
of the
helicopter.
The low rotor
rpm
sensor is
installed in the forward side of the
top
cover. This unit is described
in Section 33 under "Low Rotor
Warning."
NOTE: The
chip
detector is not
standard in F-28F models.
19-2 MAIN ROTOR GEUKBOX CHIP DETECTOR
The 280FX is
equipped
with a main rotor transmission
chip
detection
system.
This
chip
detection
system
consists of a
magnetic chip
detector
in the transmission which is wired to a caution
light
in the annunciator
panel on the instrument console (ref. Section 21). The
magnetic chip
detector is located on the transmission bottom cover
approximately
30"
left of rear center. This unit
comprises a magnetic plug
which locks
into a
self-sealing
base. If the main rotor
gearbox chip light
il~umi-
nates, inspect
the
chip
detector as described below:
A. Remove access
panel
below left fuel tank.
B. Remove
magnetic plug as follows:
(1)
[jo not disconnect wire.
(2) Grasp plug
and
push upward.
(3)
While
holding upward pressure, begin turning plug
counter-
clockwise.
(4)
Turn
plug
counter-clockwise
one-quarter
turn.
(5)
Pull
plug
out of socket in base
fitting.
See
Figure
19-1.
C.
Inspect plug.
NOTE: New or recently
overhauled
gearboxes
will often
make a magnetic
"fuzz" which will collect on the
magnetic
plug
as a
gray
sludge.
This is normal and
may
be cleaned
off the
plug.
The
plug may
then be reinstalled and the
helicopter
returned to service. If
any chips
are found
whichare
larger thanl/l6 inch in
cross-section, con%act
the nearest Enstrom Service Center or the Enstrom
factory.
MM-19-1
MAINTENANCE MANUAL SIJPPLEMENT
IJ. After
determining
that the transmission is airworthy,
clebn the
magnetic plug.
This
may
be
accomplished
with a soft cloth or with a
strong magnet
attached to a polinted object
such as a knife or a small
screwdriver. Use caution to avoid
scratching
the niagnetic plug.
E. Reinstall
magnetic plug
as follows:
(I)
Insert
plug
into socket in base
fitting.
i2) Align lugs
in
plug
wiith slots in base
fitting.
(3)
Push
plug upward
while
turning plug
clockwise
(approximately one-quarter turn).
! 4)
When
plug stops turning, pull
downward.
(5) Check
plug
to insure that it is locked in base.
F. Reinstall access
panel.
19-3 LUBRICANT CHANGE
The main rotor transmission lubricant should be
changed
Per Section 4
and
proceed as described below.
(1)
Remove and
inspect magnetic chip
detector
plug
as described
above.
(2)
Remove
safety
wire from
chip
detector base
fitting.
(3)
Place a trough
under the base fitting
to
carry
the oil out the
left side of the
helicopter,
and
place
a container under the
trough.
(4)
Remove base
fitting.
(5)
Allowall oil to drain from transmission.
(6) Replace
crush washer on base
fitting.
(7) Replace
base
fitting.
(8) Safety
base
fitting
with .032 lock wire.
NOTE: The base
fitting may
be safetied to the
pylon
tube after
wrapping
the tube with suitable
tape
to
provide
protection.
(9)
Reinstall
magnetic plug
as described above.
(10) Service transmission with 53 pints
of Enstrom
approved
lubricant.
(11) i,,,,,,
transmission for ieats.
MM-19-2
NOTE: To remove
press
inward and rotate
outer hex
assembly
counter clockwise. To
reinstall
push
inward and rotate clockwise
until dedent
engages
and locks over center,
check for
leakage
and
security.
WARNING: Do not
operate helicopter
with
chip
detector
probes
removed as severe
lubrication loss
may occur.
TYPICAL CHIP DETECTOR INSTALLATTO~
FOR MAIN ROTOR AND TAIL ROTOR TRANSMISSIONS
FIGURE 19-1
MC1-19-3
SECTION
BELT DRIVE SYSTEM
MAINTENANCE FikNUAL SUPPLEMENT
SECTION 20
BELT DRIVE SYSTEM
20-1 GE~EKAL REFERENCE SECTION 11 FOR COMPLETE INFORMATION
Except
for the installation of the
upper jackstrut bearing lubrication,
the belt drive
system
is identical to that of the F-28F i~ 280F. The
upper
j8ckstrut bearing
is installed such that it can be serviced
without
removing
the
bearing
from the
housing.
A
grease fitting
is
located in the seal on the rear side of the
bearing.
After
servicing,
any
excess
grease
should be
wiped
off the forward side of the
bearing
housing.
The
bearing may
be
replaced
as follows:
A.
Servicing
and
Bearing
Removal
(1)
Remove
bearing
and
bearing housing as described ill Section 11-4
and
11-7,
Par. C of the F-28F 280F Maintenance Manual.
i2)
Remove rear seal retainer and bracket
by pulling assembly
out of
bearing housing.
Ref.
Figure
20-1.
(3)
Remove
retaining ring.
NOTE: In some installations the seal retainer is held in
position by
the
retaining ring.
Ref.
Figure
20-2.
(4)
Heat
bearing housing
to 200-250"F.
(5)
Remove
bearing
and forward shield.
(6)
Clean and inspect bearing housing, shield, and seal.
(7) Put a light
coat of
grease
on the rear side (side with lip)
of
the forward shield.
(8)
Install shield in
housing,
with
lip facing
aft (toward bearing).
(9)
Remove
any
shields or seals from
replacement bearing
and
pack
bearing
with
grease.
Do not reinstall the shields or seals
which were removed in this
step.
(10)
Install
bearing
in
housing.
Per Section 11-7 Par G.
(11)
Keinstall
grease
seal and bracket.
(12)
Reinstall
inaircraftas described in
Section 11-7 Par G of the F-28F 280F Maintenan~e Manual.
MM-20-1
JACK STRUT UPPER BEARING
GREASE FITTING AND SEAL WITH BRACKET
FIGURE 20-1
JACK STRUT UPPER BEARING
GREASE FITTING AND SEAL WITHOUT BRACKET
FIGURE 20-2
ORIGINAL
As Received
By
MM-2O-2 ATP
SECTION
ELECTRICAL
SYSTEMSAND
COMPONIENTS
SECTION 21
ELECTRICAL SYSTEMS AND COMPONENTS
21-1 GENERAL REFERENCE SECTION 6 FOR OTHER INFORMATION
The electrical
system
of the 280FX F-28F is
essentially
the same as the
system
used on the 280F
except
for the
changes
listed below:
Combined anticollision and
navigation lights
F-28F 280FX
Annunciator
panel
280FX
Graphic engine
monitor 280FX, opt.
F-28F
NOTE: The F-28F does not have the annunciator
panel
but does have
press
to test
lights
for
required
items in Par. 21-3.
The
graphic engine
monitor will be discussed in Section 24. The 21;OFX
schematic is shown in
Figure
21-2. The F-28F schematic is shown in
Figure
21-3 and is the same
except
in lieu of an annunciator
panel
it has
press
to test
lights.
21-2 COMBINED ANTICOLLISION AND NAVIGATION LIGHTS
The 280FX is
equipped
with Whelen A6OO-series combined anticollision-
navigation lights.
These
light
assemblies are mounted on the outside
of each vertical stabilizer, and the anticollision
light power
supplies are located under the floor on either side of the cabin, as
shown in
Figure
21-1.
21-3 ANNUNCIATOR PANEL 280FX PRESS TO TEST LIGHTS FOR F-28F
The 280FX is
equipped
with an annunciator
panel
which
provides
the
following warning
and
precautionary
information:
Clutch
disengagement
Low fuel
pressure
Low rotor
rpm
Overboost
Main rotor
gearbox chip
detector
Tail rotor
gearbox chip
detector
Denotes
press
to test
lights on panel
for F-28F models.
The annunciator
panel
is located at the
top
of the instrument console
and consists of six indicator
lights
with a "press-to-test"
switch at
the extreme left of the
panel. Pressing
this switch will illuminate
all of the indicator
lights.
The annunciator
panel
is wired in
parallel
with the
panel light
dimmer switch so that the indicator
lights
will dim
along
with the
panel lights. Any
time the
panel light
rocker switch is in the off
position,
the annunciator
panel
indicator
lights
will be at full
bright
when
they
illuminate.
MM-21-1
1WHI-TE
TAIL
NAVIGATION LIGHT
j
ANTI-COLLISION LIGHT
L:NTI-COLLISION
LIGHT
RED OR GREEN FORWARD
NAVIGATION LIGHT (RED SHOWN)
POWER
SUPPLY,
UNDER
FLOOR ON EACH SIDE
OF CABIN
ANTI-COLLISION AND NAVIGATION LIGHT SYSTEM
FIG. 21-1
MM-21-2
St~
47-28
OILPRESS. SW
NIV LIGHTS
I\LTERN*TOR~OIZ.
N Iri\l Itnl
i(Op4 I~
GUCIRDIAN CONTROLGRIP
ELECT T
~T-lel I I
SEP~TSTRUCTURE PEDESTAL TERMINALSTRIP(TZ)
00
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MOVNT HOURMETER
BLUE
PANEL 7511 29168
IcRN.srRnP
I
520
Compalsydimnrll gmund
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R 36- IPc.
B
J15
L
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Pb
9 B POWERSUPPLY
C
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41-1
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SPARE
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36-28 8b
O
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42
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32-178 32-17b,
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41-2/\
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TRIM MOTOR(LATERAL)
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53- 21
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r: 29-108 23-2P.
1-15 RI PANEL EN~FINE
~L-U24-22C(LINE)
24
3
J4W
BLOCK
REMOTE OVER
27-2
27-:6 MR.G.B. TEMP
CURPENT ~1E/II(ERZL
(Tt2) CISE 280FX n F
BLOCK cnQoND.
;tilter
29-12 ALTERNATE GRN.
WIRES PPIIREDTO REG
ELECTRICALSYSTEM a VOLTAGE
CONTROL
BLKRDeL
LL~
_
~]_I
ELECMOUNTI I 27-
12 VOLTS
SCHEMATIC
RELAY
2 ENGINE
GUARDIAN CONTROLGRIP 24- 1 t24- PANEL
G.YlSI7(BTA)(DUALl I
SM ENGINE CASE GND COMP/LRTYENT
t7.2
27-16
C BATTERY
FZ
PYLONCABIN IZVDC
MOUNT ENGINE BLOCK
___J
CASE GNO ELECT MOUNT PANEL
ELECTRICAL SYSTEM SCHEMATIC 280FX
FIGURE i~l-2
ORIGrMAL
As
Received
By
ATP
(FIT)
29-224
IA.
*.VLIC~TS
P28
OILPRESSSW
*LTERNATOR70~.
I (0P5)
47- 24 18
4 OVERBOOSTLT
WZJ(DICN CONTROLGRIP
ELECTT ~7-
SEAT STRUCTURE PEDESTAL TERMINALSTRIP(TZ)
c~
MOUNT HOURMETER
-IcRN.sTRnP
crmpouyd(mmll gand
PI\ML
75A
32-
29-1
Pi
(SLPS) rFI)
2
IZGPIBRY9~15
B
Z 5
R 36-2
MOTORS
L
275A. B POWERSUPPLI
Is LOW ROTOR
-IA. (513) 9a R.PM. LT
w PUMP SHOCK
r
)2-134 8-I POWER WPPUI~UII I 17 11zsn PANEL
CO R
36- L
2 I Irs-ie II I I HII I II ~I IIII I 1 42-11 1 162-12 (aSEtND
Co II L~hlllll"ll TAILCONE
T
54.
Co _I I I I I I I I I I "1,.,,,,,,1 ~u/ 1 Inn I 32-178 32-174
33-16 31-
BUSS
t;
CLUTCHDISENGLGE AUW~7-I
888 2 m
LT
p-
Z,, STRUCT.GND. II I IL3
BU(
LTS.
RED
41-2 2
42- 42-24 31.
H 31-7 28
ENGINE E
42-2E
BLOCK (F-91)
4228 ALT E*C II II 1 11111 11 lllllr~o 1 sr-2n m I
TRIM MOO(LATERAU I A I i 1!
--Z 33-12F
Z
33-110
Z (RED) (GRN) 13521
(FZ0)
42-40 IGRN) 7.54. 33-
NO .1 ,J-lx I LOTES
(5 D
PARALLEL 33- ~1
pt RHEOSTAT DENOTES CIRCUIT BREAKER(TRIP FREE
37-16A 24- (R3)
Z I) ~STRVCT
JI I rn75l"r.7P1Y=fl"I TER
-106
NO
D
TIPE) lllL~C-5809
NC
FOUR EYEBROW LIGHTSSHOWN EACH
COM SIZ
5 PANELLIGHTS
I
(L6) REPRESENT TWOBULBSIN PARALLEL Z
N (F3)
Z I UTILITY LT 2 29-3
O ;u N TWOPOST TYPE LIGHTS
o 43-ID 49-16 2
m
WHT IA TWOLIGHTSSHOWN EACHREPRESENT
klET
FIVE LIGHTSIn PARALLEL )1-138 SEAT
STRUCT NO NC
L~NIGHT LIGHTINGINTERNALCLUSTE R
N 33-16
f~
(5-24) IPI TWOBULBS PER GUACE IN PARALLEL JaP3
REO Z 3515
7.131
29-4 FROM P3"E
P
~t3DENOTESCIRCVITBREAltERMIITCH
C
I
r>
L13) (SI)
r
~ssi
IGNITION
27-9 COLiir~drlvE
SYITCI(I ~II V)
STARTER 591.
Jr Al U(S6)
152) MASTER S.W
I-Lz
31-56 C
u nOo nl L R
73 a -3
BldoBz
CASE
23-18
23-28 -4P. 37~17A
ALT
PZ GNO. 73
:4e NO
~SEPT
o
3T-178(~EUIRSTOR STRUCT 25-3 1 I I I I r
7PI(GRN)
til*r m
MASTER BLIL
FUELPRESS
;V
NC
RELAY 30.2
FUELPTY SWITCH ~2-RB
u
IIRFA~ME
m
(RED)
ATSTRVCI. 4- 3 AZ
29-54
29-58
LOWROTOR TRIMMOTOR LEFT UAGNETO RIGHT GND.
2C
LIAE P(tK~UP (FOREAFT) 25-4 X2 (RLI) 2
1821
RIMP
1814) (PILON)
XI 25-2 CYLHDTEMP 21-3 P
--I
OVER
STIIRTER 2
40~5
b~t.snrra 22-1
29-7
TCI)
BRED~KER
40-~r-
(,,R, 24-17
ELECT
REG
MOUNT BLK RDIL CASE VIBRATOR .STRAP
JSPJ
TAGE GND.
OILTEMP IN 3~.8AAID PANEL
-I RELAY
ELECT.
(F18)
24-228 L BAT. LTC~) 20 24
MOUNT
i 29-108 23-2*
N PANEL ENGINE
rl I 1 1-1,-111 1 II 24-22C(LINE)
J4P4 8LOCK
REMOTE OVER
25-2 ZT-16 YR.G.B. TEMP
CURRENT BREAKER ZA
RFI
A F 1762,
r Tnsp F28F
WIRES PAIREDTO
BU~el( ALT)
lil)~r
29-12 ALTERNATE GRN.
R VOLTAGE
REG
ELECTRICALSYSTEM
C
Rar,
2 IW611(e
IELK~PINEL
12 YOLT
CONTROL
BLKRDBL
SCHEMATIC
GUARDIAN CONTROLGRIP 24-1 t24-2
SU E CASE GND. COYPIRTYENT
2M C- ~.11(871) 1 OurLI OPT
I
PILONCABIN 84ITVSRCY
MOUNT ENGINE BLOCK CnSEGND.
_I I_ __
CASE GNn ELECT. MOUNT PANEL FIGURE 21-3
ORrGINAL
As
Received
By
ATP
MUINTENANCE ~AKUAL SljPPLEMENT
R.
Lamp Replacement
Fur Annunciator Panel
Each indicator
light
contains two (;E t330
lamps.
These
lamps can be
replaced
as follows:
(I)
Press inward on the
right edge
of the indicator until
indicator
opens.
12) Swing
indicator
fully open.
i3j C;rasp
base of
lamp firmly
and
pull lamp
out ofsocket.
j4) Insert
replacement lamp
and
push
into
place.
(5) Swing
indicator closed.
(6) Push on left side of indicator to close.
B. Clutch
Disengagement Warning
Circuit
The clutch
disengagement warning
circuit consists of a microswitch on
the clutch
plate
which
operates
a red
warning light
in the
annunciator
panel.
This switch is
normally
closed and
completes a
circuit to
ground
when the clutch is
disengaged.
When the clutch
snaps
overcenter into the
engaged position,
an arm on the
actuating
mechanism
opens
the switch, which turns out the
light.
The
"normally
open"
side of this switch arms the low rotor
rpm
circuit.
If the clutch
disengagement light
does not
go
out when the clutch is
engaged,
or if the
light comes on in
flight,
this indicates that the
clutch is
misrigged
or the clutch actuator cable needs
servicing.
The
problem must be found and corrected before the aireraft is
returned to service. Press to test
warning
indicator on F-28F.
C. Low Fuel Pressure
Warning
Circuit
The low fuel
pressure warning
circuit
comprises
a
pressure
switch in
the fuel line between the electric boost
pump
and the
engine-driven
fuel
pump
which activates a red
light
in the annunciator
panel.
If
the
pressure
in this fuel line
drops
below 15
psi,
the switch will
turn on the red
light.
This circuit
provides
the
pilot
with a
warning
if the electricboost
pump
should fail. This
light
does not
indicate the condition of the
engine-driven
fuel
pump.
Press to test
warning
indicator on F-28F.
D. Low Rotor RPM Circuit
The low rotor
rpm
circuit
comprises
a
magnetic sensor in the main
rotor transmission, a signal conditioning
unit behind the
passengers
seat, an amber
light
in the annunciator
panel,
and a warning
horn.
The
magnetic
sensor is located in the forward
portion
of the main
rotor transmission
housing.
It is
positioned
to sense the
passage
of
the
ring gear
teeth. The
signal
is sent to a small unit located in
the backrest of the
passengers
seat. The unit reads the
signal
from
the
magnetic sensor and activates the
light
and the
warning
horn.
MM-2i-5
The
system
is armed
by
the same switch which activates the clutch
disengagement light. Thus, the low rotor
rpm light
will be or, only
when the clutch
disengaged light
is
out,
and the main rotor
rpm
is
below 334. In
addition, the
warning
horn is wired
through
a
position
switch on the collective
torque
tube such that the horn will not
operate
with the collective
fully
down. The horn has a pulsing
tone
of 2900 Hz at 80-95 decibels.
After the
engine
is
started, the following sequence
should occur in
the annunciator
panel.
The red clutch
disengagement light
will be on
until the clutch is
engaged.
When the clutch
snaps
into the
engaged
position,
the red clutch
dis~ngagement light
will
go
out and the
amber low rotor
rpm light
will turn on. The low rotor
rpm light
will
remain on until the rotor
rpm
exceeds 334. The horn will sound if
the rotor
rpm
is below 334 and the collective is raised off the lower
stop.
This
system
is set to
trigger
the
light
and horn at 334
rpm
1
rpm.
The
system can be
adjusted
with a potentiometer on the
top
of the
signal conditioning
unit. The
position
of the
magnetic
sensor was
set at the
factory
and will need no readjustment. Any
service of the
magnetic sensor should be conducted
by
the Enstrom
Helicopter factory
or
by
an
Enstrom-approved
overhaul center. For electrical schematic
see Figure 21-4,
for RPM
adjustment on low rotor indicator see Figure
21-5. Press to test
warning
indicator on F-28F.
E. Overboost Circuit
The overboost circuit consists of a
pressure
switch in the intake
manifold which activates an amber
warning light
in the annunciator
panel.
The
light
will turn on between 36 and 40
in-Hg
manifold
pressure.
The
light may
be
triggered by
short
pressure pulses
which
will not
appear
on the manifold
pressure gauge.
The manifold
pressure gauge
is the
primary
manifold
pressure
indicator, while the
annunciator
panel
is a secondary
indicator. The manifold
pressure
gauge
should be used to dete~mine the
severity
of
any
overboost.
Press to test
warning
indicator on F-28F.
F. Main and Tail Rotor Gearbox
Chip
Detectors
The main and tail rotor
gearboxes
are equipped
with
magnetic chip
detectors which
operate
amber
lights
in the annunciator
panel.
There
is a
separate
circuit and
light
for each
gearbox.
When a chip
attaches to the
chip detector, it
completes a circuit to
ground,
turning on the
light.
Further information on the
chip
detectors is
included in Sections 19 and 25,
which describe the main and tail
rotor transmissions, respectively,
MM-21-6
ANNUNCIATOR PANEL SCHEMATIC
TEST
925
L29 L23 L24 L25 L26 L27 L28 L30
OPT LOROTOR OVER CLUTCH T.R.G.B. M.R.G.B. LOFUEL OPT.
STARTER LOW
ENGAGED R.P.M. BOOST ENG. CHIP CHIP PRESS. TAGE
I.D
I.D.
P15
12345678910
i 2
3 4 5 6
7
8 9
Ip
J5
J15
31-1, C
T2
ri31 41-1
31-5C
_
31-58" 1 re
AU3n
I
41-
41-2AT "I (UL~ I I I FUELPRESSURE SWITCH
S21
_5,
41-
24-2 26-11
23-3
T2
-J 29-16
Ri2
7A
RL6
IN LINE
TOPINS
29 Vor Izv
4)-4
za-zi
IAMP.
82
83
53-
53-108
1NJ15
BUSS
t33-2
53-
B RED
DIMMERCIRCVIT
l4Y)T2
I I I 1 ~53-70
1Z
53-11
L41_J
BLK.
8U<.
RL6
42-78
6
1 I II I OPT. STARTER ENGAGED WARNINGSYSTEM
42-88
5
54-i1A
TOPIN 10
9 4
GREEN 54-118
LOW V.SENSOR
3 54-12A RED~ 54-128
IN J15
II
WARNINGINDICATOR
42-48
5dila
TVRN ON P~T IVV.or
12
4~
9
T2E13~
24.5 Y.
NONC 42-
/12V. or 24Y.
62-5A 62-lA_62-18 42-5C
OPT. LOW BUSS VOLTAGE INDICATOR SYSTEM
726621 ~e S24 42-4C
38
AUDIOTONE
RBBP-I
62-3P.
48 BLK.
SC6I6NJ
29-17 29-168 GRN.
8LUE2 IBWE NOTE: ASTERISK (r) DENOTES EXISTING
42-28
+142-2FRED
WIRE AND HARDWARE
513 OVERBOOST
42-2(3 42-2E
el~l 1(6~ T2
J7-I
42-28
F21 IN LINE L
1P~MP
~I=I PHONE
42-2Ai 1 I
I
I JACKS
12 V.or 24 Y.
BUSS
counuoio
#2 Rev. 11/18/88
MM-21-7
F~UINTENANCE MANUAL SUPPLEMENT
I~OWROTOR]
kARNIIUG LIGHT
TO ADJUST LO ROTOR
KPM WARNING LIGHT:
20
Turn clockwise to in-
15
25
II II
crease trip point or
RPM
2 j
10
RPM
~P
Turn counter clockwise
H
to reduce
trip point or
kPM
5 F~ \Y 35\
ROTOR
P
"p\
ENGINE
Lo rotor RPM control
unit
Set rotor KPM needle at 334
1~LL
I"
decreasing
RPM at 334 and lower and
I
at
w~rning light
should come on at a
off at an
increasing
F(PM above
334 RPM
a
1~
j
j
FIGURE
21-5Typical
locations
L0 rotor RPM indicator
adjustment
MM-218
MAINTENANCE MUNUAL SUPPLEMENT
rl-4 kNTICOLLISION AND NAVIGATION LIGHT AND ANNUNCIATOR PANEL TROUBLESHOOTING
CHART
PROBABLE CAUSE
KEQU1RED
ACTION
Anticollison
lights
both out with master on and anticollision
light
switch on:
Circuit breaker
tripped
Reset circuit breaker. Check for
wire shorted to
ground.
Open
circuit Check all connections and
continuity
of
wiring
harness.
One anticollision
light
out:
Open
continuity
of
wiring
harness.
Failed
power supply
Check for audible tone from
power
supply.
If no tone, replace power
supply.
Lamp
burned out
Replace lamp.
Navigation lights
all out with master on and
navigation light
switch
on:
Circuit breaker
tripped
Reset circuit breaker,
check for wire
shorted to
ground.
Open
continuity
of
wiring
harness.
One
navigation light
out:
Lamp
burned out Replace lamp.
Open
continuity
of
wiring
harness.
Annunciator
panel
does not illuminate when
"press-to-test"
is
pressed
and
"panel light"
switch is off:
Master off Turn master on.
Circuit breaker
tripped
Reset "Inst." circuit breaker.
Open
circuit Check
wiring
harness connector inside
console. Also check
wiring
harness
connections.
NOTE: For F-28F models test each
press
to test indicator
individually
anld--tJke indicated
-required
action.
MM-21-9
Annunciator
panel
will not illuminate when
"press-to-test"
is
pressed
and
panel light
switch is on:
Master off Turn master on.
Dimmer switch
fully
dimmed
Brighten lights.
Circuit breaker
tripped
Reset
panel lights
circuit breaker.
One indicator will not illuminate when
"press-to-test"
is
pressed:
Both
lamps
burned out
Replace
both
lamps.
Open
circuit in Check connections and
wiring
in
warning
circuit circuit
One indicator is dim when
"press-toitest"
is
pressed:
One
lamp
burned out Replace lamp.
If no change,
reinstall first
lamp
and
replace
second
lamp.
Low rotor
rpm
circuit, including horn,
doesnt work:
Blown fuse
Replace
1
amp
fuse,
in line between
low rotor
signal conditioning
unit
and 12-volt Buss.
Open
continuity
of
wiring
harness.
21-5 LAMP REPLACEMENT GUIDE CHART
Lamp
Location
Quantity
Manufacturer Number
12 volt 28 volt
Anticollision strobe 2 Whelen A61O A61O
Left and
right navigation
2 Whelen W1290-14 W1290-28
Tail
navigation
2 Whelen A508-14 A5O8-28
Annunciator
panel
12* G.E. 330 327
(MS 25237-330)
*2
lamps per
indicator
#2 Rev. 11/18/88 MM-21-10
280FX FLIGHT AMPERE LOAD CONDITIONS 12 VOLT
21-6
ELECTRICAL DEVICE DAY NIGHT
co
1 2
~o
A B C D E F G H I J K L
Boost
Pump
5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5
Longitudinal
Trim 6.0 6.0 6.0 6.0 6.0
Lateral Trim 6.0 6.0 6.0 6.0
Radio, Transmit" 6.0 6.0 6.0 6.0 6.0
Radio, Receive .8 .8 .8 .8 .8 .8 .8 .8 .8 .8 .8 .8
,I, Transponder
1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8
Loran-C 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3 2.3
Instrument
Cluster4
.64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64 .64
Master
Relay
1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Anticollision
Lights
3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4 3.4
Navigation Lights
8.2 8.2 8.2 8.2 8.2 8.2 8.2
Panel
Lights
2.0 2.0 2.0 2.0 2.0 2.0 2.0
Forward
Landing Light
20.8 20.8
Aft
Landing Light"
3.14 3.14
Total 15.44 27.44 21.44 25.64 37.64 31.64 61.58 49.53
NOTES: 1
Flight
condition Ais normal
day
cruise
2
Flight condition Fis normal
night
cruise
3 Device subject to intermittent use
4
Including graphicengine
monitor and low rotor
rpm
circuit
5 Device subject
to short duration (5 minutes)
The above load conditions include all standard electrical
equipment
for the 280FX
helicopter.
If other
equipment
is added, the load conditions above must be modified. F-28F loads same as
indicated in Section 6-15
Page
MM 6-27.
;tt
F-28F/280FX FLIGHT AMPERE LOAD CONDITIONS 28 VOLT SYSTEM
DAY NIGHT
NAV LIGHTS
co
3.22 3.22 4 0.805
amps
ea 3.22 3.22 3.22 3.22 3.22
BOOST PUMP 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75 2.75
LONG. TRIM 2.0 2.0 2.0 2.0 2.0
LAT. TRIM 2.0 2.0 2.0 2.0
RADIO TRANSMIT 1.75 1.75 1.75 1.75 1.75
tE RADIO RECEIVE 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3 0.3
INSTRUMENT CLUSTER 0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07 0.07
MASTER RELAY 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5
ANTI COLLISION 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5
PANEL LIGHTS 1.0 1.0 1.0 1.0 1.0 1.0 1.0
FOR~ARD LANDING LIGHT 8.93 8.93
AFT LANDING LIGHT 8.93 8.93
LANDING LIGHT RELAY O.11 O.11
7.12 11.87 11.34 15.09 13.34 33.06 29.31
NOTE:
Flight
condition A is
day
normal cruise
Flight
condition F in
night
normal cruise
denotes intermittent use
denotes short duration use (5 min.)
red wht.
LEFT
32-IOD(bl)
STROBE 2 HOURMETER 47-28
OILPRESSSW
ALTERNATOR70A.
36-13E 47-3 (088) I-
32-12C(b)
32 -IOC(r
2A
32-128
47-3A 47-18r 1 I SEAT STRUCTURE PEDESTAL TERMINALSTRIP (T2)
BLUE
compassrdimmerll gn~urlu
32-IOA 36-138 MOTORS
2
~I
2 5
75A 29-168
32-128 -130 ~-SEAT STRUCT
(FI)
GRN. STRAP
A
820
GUARDIAN 32-108
~-1111 IA.
12GA. BRAID B
POWER 2t5A. 33-15
.cL J15
CONTROLGRlP 32-11LL 13A II SUPPLY .Q
41-1
PIL~M_3-118
-14C~
36-1 -IPI.
Q;
(813) o
1
~36-148 00 U
41~28
II POWER
PUM
NsAiRuMENTS
SHOCK o a, a,
SPARE
7
2
PANEL c
SUPPLY Irr~sl
~g
o
0
42-1 L -14 2 29-17 ROTOR 32-1 bl) o
F
32-13D(bl)
OSEAT STRUCT.
A 5A. 1-4 OVER-
32-178 32-17A BOOST
RIGHT
prn. STROBE
LT.
CLUTCH
32-130
35-16 2
43-IA
BUSS 7trtm +t ENG.
L 32-1 IC(r) BRN
35-5A
BUSS
PARE pi 1 III Ip
SEAT STRUCT. GND.
27.5 m
T R.G. 8.
GREEN 2-58
P~BU( 2 .LTS.
CHIP
RED (8L n M.R.GB-
Ir-
ENGINE
4E- Z~A.
41-21
-IPH CHIP
1A. PARE COM 33-11
LAR
(F-21) LIO- note .B.
42-2E BLOCK
42-28 PANELLTS. ALT~XC 33-11 L~ CHIP PRESS.
7-
220A. 1_2 33-12F
ncl
37- 78 33-llC d SPARE
7 37-
21 TR.GB.
42-4C
7 .LIXi.Lf. 7.5A.
53-1
c
33-12 note
CHIP
CS
3~TDe
S3-12C b) NOTES
25A. 41-6 PARALLEL =133-1 b
RHEOSTAT
DENOTES CIRCUIT BREAKER(TRIP FREE
r 5 i
(83) 33-13 fYPE)MlL-C-5809 no 37-268 rr,
24- AFTLDG.LT.
ITERaL ,86
38- 1
S PIINELLIGHTS
L~FOUR EYEBROW LIGHTSSHOWN EACH JI TER 7-270
111
(L6) REPRESENT TWOBULBSIN PARALLEL
.I
RL-9 lo RL- (F3)
2 i UTILITY LT-qg-lB 29-3
TWOPOST TYPE LIGHTS
49-ID 49-10 2
WHT IA TWOLIGHTSSHOWN EACHREPRESENT
no
METER
FIVE LIGHTSIN PARALLEL
f.M. MTTIT.M.LI
SEAT
JI NI Ill I I I IN
33-16
IL~ NIGHT LIGHTINGINTERNILCLUSTER- SW.R.H. SW.L.H. NO NC
7 62-5A
TWOBULBS PER GAUGE IN PARALLEL (S-24) 62-1A
J3 P3
RED B note
35-15 .~UITCH 29-4
note8b
FROM P3-E
ENG.
BDENOTESCIRCUIT BREAKER SWITCH
37-1
"n"PIP~
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280FX w/wrgo hook
62-58
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7 6.I_LOW
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1-L2
24-23
USED ON 280FX MODELONLY 2
-3 ALTSW CASE
23-18
23-28 BA
P2
82 GND
25-4 37-228 FSEAT
ncl STRUCT 25-3
7 4 filter
8 ~3D 8_ ~9"C
MASTER BLK 21
FUELPRESS 37-22F
RELAY 30-2 30-18 FUELQTY.
20-1
SWITCH
0"0 -220
A2 Al
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3
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BM 29-5A 29-58
289
20 LEFT MAGNETO RIGHT GND
20
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29-108 23-2A
24- MOUNT MOUM
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24-18
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(LOA D)
24-1611 RFI 29-11 (TC2)
24 VOLT a -F 29~22C(UNb
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TE OVER WIRES PAIREDTO
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F28F and 280FX GUARDIAN CONTROLGRIP CO-RLOT 48-2 (RL2) ~r,26-1
SM ENGINE CASE GND. COMPARTMENT
A- 218-938517-00MPE 8-7-A 48-3
n.plNu~ ORIGIMAL
40-12 21-13
As
Received
By
#2 nEv. 11/18/88
CASE GNa ELECT. MOUNT PANEL
(11111111~11111111 ~24V. BATTERY
ATP
SECTION
STRUCTURE
MAINTEFIANCE MANUAL SUPPLEMENT
SECTION 22
STRUCTURE
122-1 GENERAL Reference Section 8 for Other Information
There are several
changes
in the
fuselage
structure of the 280FX and
F-28F which are noted in the following paragraphs:
3
piece airscoop
Tail rotor driveshaft cover
Tubular tail
rotor
guard
Horizontal stabilizers with vertical
endplat2s
These
components
should be maintained
using
the
procedures
described in
Section 8 of the F-28F 280F Maintenance Manual.
22-2 AIRSCOOP 280FX
The
airscoop comprises
three
separate pieces
which are fiberglass
con-
struction. These include a nose piece
which is attached to the cabin
roof, a center duct which is mounted to the
top
of the fuel tanks,
and a
large airscoop
which is mounted on the
wraparound
cowl behind the trans-
mission. This
airscoop
funnels the
cooling
air around the transmission
and into the
cooling
fan. The
large airscoop
blends into the tail rotor
driveshaft cover. (Ref. Figure 22-1)
k.
Airscoop
removal for access to the
upper
drive
system
or for main
rotor
gearbox
removal.
ii)
Remove side cowl
(9)
and
opposite
side
panel (10)
then remove 5
each screws (4) on the forward section of
airscoop (6) and lift
airscoop
off.
(2)
Remove screws (2)
4
places
from center duct (7)
and nose
piece (8).
(3)
Remove screws (3)
from either side of the center duct and
remove.
NOTE: The nose piece (8)
need not be removed, the
assembly
should be
inspected
for
damage and/or missing
fasteners.
B. For reinstallation, assemble in reverse order
(3) through (1).
MM-22-3
a
4
3
~Lt
C
~3
r
7
THREE PIECE AIR SCOOP
FIGURE 22-1
MM-22;2
MAINTENANCE FIANUAL SUPPLEIViENT
22-3 TAIL ROTOR DRIVESHAFT COVER 280 FX
The tail rotor driveshaft cover consists of four
pieces
of formed
aluminum which is attached to the tailcone. This cover helps protect
the
driveshaft and the
bearings
from the
weather,
and also
helps
streamline
the tailcone. The aftmost section of the cover is held in
place
with two
screws and two
quarter-turn
fasteners. The three forward sections are
held iri
place by hinges on the
right
side and
quarter-turn
fasteners on
the left side. This
provides easy,
fast removal of the driveshaft cover
for
inspection
and
servicing
the driveshaft and
bearings. (Ref. Figure
22-2)
A.
Cover-opening
for access to tail rotor drive shaft.
(1)
Unfasten the a turn fasteners (1)
thru
(4).
(2)
Lift Section (7)
up
from left side and over.
(3) Repeat
same
procedure
for Section
(8) (9).
NOTE: This will allowthe
required access to lubricate the tail
drive
bearing pillowblocks,
the aft two
pillow
blocks are
accessible without
removing
section
(10).
(4)
Removal of the aft section (10)
for
complete
tail rotor drive
shaft
exposure
can be
accomplished by unfastening
item
(5)
both
side and
by removing screw (6)
both sides.
NOTE: With covers in the condition as noted in
(1) through (4)
will
allowfor
complete
tail rotor drive removal if
required.
B.
Inspection
cover assembly only
for other
requirements
see
sections
3,
4 10-6.
(1)
Check for cracks and
missing
or
damaged
fasteners, repair
and or
replace
as
required.
C. Cover
Closing
(1)
Reverse
procedures
as noted items
(4) through (1)
Par. A.
(2)
Check final
security
after
closing.
Mlvi-22-3
screw
io
7 \3
TAIL ROTOR CRIVE SHAFT COVER
FIGURE 22-2
MM-22;4
22-4 TUBULUR TAIL ROTOR GUARD 280FX F-28F
The 28(jFX is
equipped
with a tubular tail rotor
guard,
similar to the
guard
used on the F-28F series
helicopters.
This tail rotor
guard
increases the
protection
of the tail rotor and makes the
helicopter
easier to handle on the
ground. (Ref. Figure
22-3)
A. Tail Rotor Guard Removal
(1)
Remove bolt
(13)
and associated hardware
(14) (15), remove
clamp (12).
(2)
Remove bolts
(16) and
(23)
with associated hardware
(17) (18).
(3)
Remove the tail rotor
guard assembly (11).
B.
Inspection
(1) Inspect
tail rotor
guard
for cracks or other
damage.
(2) Inspect
end
fittings
for loose or sheared rivets.
(3) Inspect
end
fittings
for
elongated
holes or other
damage.
(4)
Check retention bolts for excessive wear and or thread
damage.
(5) Inspect security
of chafe
pads (24) (25) for tail
guard
protection.
NOTE: Some isolated cases of water have been found inside of the
tail rotor
guard assembly,
ifthis condition is
present,
a 1/8
inch diameter hole
may
be drilled in the lowest
point
of tube
for
drainage.
C. Tail Rotor Guard Installation
(1)
Position tail rotor
guard
in forward
upper fitting
and install
bolt
(23)
and hardware.
i2)
Install
clamp (12)
and bolt
(13)
with associated hardware.
(3) Position aft tail rotor
guard fitting
into tail rotor
gear
box
and install bolt
(16)
with
required hardware, torque
all three
bolts
(13), (16) and
(23).
MM-22-5
F-28F 280FX
B. HORIZONTAL STABILIZER 280FX F-28F INSPECTION
Fig.
Serviceable Repair
Repair or Action
28-20119-1
Fig
34-3 Horizontal Stabilizer
bushings +.001 Not
-2 Item 3 Stabilizer 1.130 diam. .001
(3) Bolt
Mount Bolt holes +.002 Not repairable Replace
stabilizer
.189 diam. .005
28-20119-3 (1) Bolt Stabilizer skin None allowed
Repairable* Replace
stabilizer
-4 Mount check for cracks
(2) Clamps
Fitting
cracks None allowed Not
repairable
As
required replace
(sheet metal) fittings
~u NOT E: Structural
repairs to be made
utilizing
End Plate
Damage None allowed Not
repairable Replace Endplate
1.125
28-11222-15
Fig
8-16 Cross Spar O.0. diam. -.0005 Not
1.129
.189 diam. .005
Spar
surface check None allowed Not
for nicks, scratches,
cracks
Corrosion Pits -.005 in
depth
Blend out and
protect
*Repair per
FAR 43 recommendations
O
22-5 HORIZONTAL STABILIZERS WITH VERTICAL ENDPLATES 280FX F-28F
The horizontal stabilizers are aluminum
semi-monoque
construction. The
vertical
endplates
are constructed from
fiberglass over foam
cores,
with
the anticollision and
navigation lights
mounted on the outboard side of
each end
plate. (Kef. Figure 22-3)
A. Stabilizer Removal
(1)
Remove
trailing edge
tab screw (6)
and washer
(7).
(2)
Remove 3 retention bolts
(8)
and associated washers i9) and nuts
(10).
NOTE: Later model stabilizers are retained
by one through
bolt
(8)
at the outer most end of the
spar
(3) and two internal
wrenching
bolts
(20)
inboard located on the underside of the
stabilizer under the removable skin
plugs (21).
The inboard
bolts
(20)
need
only
be loosened to allowstabilizer removal.
(3)
Slide stabilizer (-4) or (-5) about 3 to 4 inches for clearance
to disconnect strobe (19)
and
navigation light wiring.
(4)
Remove stabilizer.
(5) Repeat steps (1) through (4)
for removal of
opposite assembly.
(6) Spar
removal (3)
open
access
panel
on right
side of tail cone
aft of
spar.
(7) Loosen
spar clamp
bolts
(1)
at 2 locations.
(8)
Slide
spar
(3) outward to
remove,
note
spar
should be marked to
indicate relative location for correct reinstallation and
matching
to stabilizer mount holes. Mark with ink brush
pen
only
do not scribe.
B. Stabilizer
Inspection
NOTE:
Inspect
assemblies
per following
table on horizontal
stabilizers. If stabilizers with (3) mount holes
require
replacement,
it shall be
necessary
to install a new
spar,
as
stabilizers are match-drilled to
spar
on installation,
C. Stabilizer Installation
(1) Apply
lubricate or equivalent
to
spar
(3)
and slide
spar
into
tail cone
spar
mounts in the same
original
mount
position
and
snug
bolts
(1) lightly.
(2)
Install the left hand stabilizer
(4) by sliding
on
spar
(3)
close to the tail cone and connect
navigation
strobe
light
connector.
MM-22-7
(3)
Slide stabilizer on
spar completely
and
align
holes to install
through
bolts
(8) through
stabilizer and
spar
with
required O
hardware.
Torque
two bolts
(20) and washer
(26) on underside if
applicable assembly.
(4)
Position stabilizer and
spar
so
trailing edge
tab
fitting
is in
alignment
with the retainer nut
plate
in the tail cone.
NOTE: In some cases an additional washer
(7)
shim
may
be
required
under
fitting
to reduce
bending.
(5)
Install screw (6)
and washer
(7).
(6) Torque spar clamp
mount bolts
(Ij at two
places
and
safety
wire.
(7)
Install access
panel
on tail cone.
(8)
Install
right
hand stabilizer
assembly by repeating steps (I),
(2), (3) and
(4).
(9)
Check bolts and screws for
proper torque
and
security.
D.
Endplate Assembly
NOTE: If
endplate
is
damaged
and removal is
required
it can be
accomplished as follows:
(1) Remove Nav-Strob
light assembiy,
disconnect
Hiring.
(2)
Remove (10) number 10 screws and remove endplate assembly.
(3) Reinstall
by reversing steps (2) (1).
MM-22-8
17 1~
23
S
I\\
NOTE: On latei veisians of -a
i and -5 asse:iib7 ies the tl;s
inboard bolts ! 9) are
repiaccd 5 (20) internai
w~enching belts, wasnei-;,
and surfare plug on e~i,,
1.1
assembly thr-ouqh the
~9
bottom The outhonl~
c\lo
TUBULAR TAIL ROTOR GUARD AND VERTICAL STABILIZERS
FIGURE 22-3
MM-22-~
22-6 LANDING GEAR FAIRINGS 280 FX
The 280FX is
equipped
with
landing gear fairings on the oleo struts and
landing gear legs.
These
fairings
are made of aluminum and
fiberglass
and
clamped
on to the
landing gear assembly.
To check for
proper
strut
extension the
helicopter
should be
sitting
on level
ground.
The struts
should then be leveled
by rocking
the
helicopter by pushing up
and down
slightly on the tail cone.
Checki"1"R
method see Section 17-2, for
proper
inflation see Section 4-1 ITem F. ef.
Figure 22-4)
A. Access to Service Oleo Strut
(1)
Remove 3 screws (9) from
upper
flex boot
(6)
lower end.
(2)
Lift flex boot (6) upward
to
expose
oleo valve for
required
servicing
see Section 4-2 Item
F.
B. Access for Oleo Strut Removal
(1)
Proceed with items l.-(a) (b).
(2)
Remove 2 screws (10) front and back, top
and bottom of oleo
fairing (2).
(3) Slip
rubber boot
(4)
at bottom of
fairing (2)
downward to clear
attaching screws.
(4) Rerove rcrews (5) from
trailisg edge
of
fairing (2j.
(5) Spread fairing (2) carefully
to clear oleo and remove from
forward side.
(6)
Remove 4 screws (7) and bolt
(8)
from lower
fairing (1) or (3).
(7)
To remove forward
fairing (1) carefully spread
to clear
gear
and
oleo remove from forward side.
(8)
To remove aft lower
fairing (3) carefully spread
to clear
gear
and oleo and
slip
forward on drag
strut.
(9)
Remove oleo as describes in Section 8-9 Par. D.
NOTE: For float installation the
complete fairing
assemblies must be
removed. Prior to mount
clamp removal,
their
position
should
be marked for ease of reinstallation.
C.
Reassembly
After Oleo
Replacement
(1)
Reverse
procedures
in
step
3
(8) (1)
thru A
(2) (1).
(2)
Check for
proper security.
MM-22-10
U,
.Inspection
IZ)
Check for cracked or damaged components
and
replace
as required.
(2)
Check for
missing
nut plates
and screws replace
as
required.
MM-22-ll
o
10
~i
DESIGNATES INBOARD SCREWS
LANDING GEAR FAIRINGS 280FX
FIGURE 22-4
MM-22-12
22-7 DOOR ASSEMBLIES F-28F
The cabin door assemblies have been
changed
to all
plastic
and
fiberglass
construction
resulting
in a more uniform and resilent
component. (Ref.
Figure 22-5)
A. Door Removal
(1)
Remove screw (9)
from restraint cable
(1) on lower corner of
inside door frame.
(2)
Remove
pins (2)
from
upper
and lower
hinge (5).
(3) Carefully
liftdoor from cabin frame.
NOTE:
Inspect
door for cracks, delamination to frame and
plexiglass.
Check vent and
sliding
window for
security
or other
damage.
Check door
latching
for
proper operation
and
security.
Inspect hinges
for
deformity
or other
damage.
B. Door Installation
(1) Carefully
liftdoor
assembly
and
position
into
matching hinges.
(2) Holding
door in
position
insert
hinge pins (2) into
position.
j3)
Position restraint cable
(1)
and attach with screw (9)
to cabin
frame
(8).
(4)
Check
operation
of door latch and
upper
and lower
retaining
lugs.
NOTE: Installation of new door
glass on these new F-28F doors
requires
the use of a
special bonding
fixture to hold and
align
the
assembly.
Doors should be returned to Enstrom
Helicopter
for
glass replacement.
MM-22-13
4
3
ij
iI-
9
,I
j:I I
YALir71 C=-,
i
.9
Ij
13~.
r
5
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,I
F-28F CABINi D~OR
FIGURE 22-5
MM-22-14
SECTION
FLIGHT CONTROLS
SECTION 23
FLIGHT CONTROLS
23-1 GENERAL
The F28F and 280FX have
incorporated
a new
bearing configuration
for the
upper push
rod to
walking
beam attachment.
23-2~ PUSH PULL TUBES
The
incorporation
of teflon and steel
journal bushings
in the
upper
ends
of the main rotor
push-pull
tubes.
Disassembly
and
inspection
of the
upper
end of the
push-pull
tubes is described below.
A.
Upper
Push-Pull Tube
Bearing Inspection (Ref.
Figure 23-1)
(1)
Remove
push-pull
tubes as described in Section 12- 11 Par. D of
the Maintenance Manual.
(2) Remove bellcranks as described on
page
12-11 Par.D of the
Mai ntenance Manual. Mark bellcranks and remove them from the
pitch
links.
(3) Inspect
for excessive looseness between steel
journal
bushing (3) and teflon
bearing
insert
(2).
(4)
Remove and
inspect
steel journal bushing (3) for
galling or
roughness.
(5) Inspect
teflon
bearing
insert
(2)
for liner
damage or wear.
(6)
If
necessary,
remove and
replace
teflon insert.
(7)
Reinstall steel
journal bushing (3).
(8) Inspect
bolt
(5)
for wear or
damage
and
replace as
necessary.
(9)
Insert bolt
(5) into inboard end of bellcrank
(8)
and check for
looseness.
(10) Inspect
steel
bushings (9)
and
(10)
for
roughness, galling
and
wear.
(11)
If
necessary press flanged bushings (9)
and
(10) out of
bellcrank
(8) and
replace.
(12) Repeat
for the other two
bellcrank/push-pull
rod assemblies.
(13)
Reinstall the
components
on the aircraft
per
sections 12-11
Par. J of the maintenance manual.
WARNING: Care should be taken not to
drop components
down rotor
shaft.
MM-23-1
MAINTENANCE
MANUAL SUPPLEMENT
10
PUSH PULL TUBE UPPER BEARING ASSEMBLY
FIGURE 23-1
MM-23-2
SECTION
INSTRUMENTS
SECTION 24
INSTRUMENTS
24-1 GENERAL REFERENCE SECTION 7 FOR OTHER INFORMATION
In addition to the instruments which are standard in the 280F,
the 280FX
includes a
graphic engine
monitor
(Insight Instruments) and a new
avionics
package.
All of the
following
items are
optional
on the F-28F
model.
24-2 GRAPHIC ENGINE MONITOR
The 280FX is
equipped
with a
graphic engine monitor,
manufactured
by
Insight
Instruments. This instrument
displays
both E6T and CHT in bar
graphs,
one for each
cylinder.
The unit also
displays turbocharger
inlet
temperature (TIT) digitally.
The TIT is
displayed
as a three-digit
number,
which is
equal to the actual TIT in "F divided
by
10. For
example, a display reading
147 means that the
temperature
is 1470"F. The
temperature
limit at the
turbocharger
inlet is 1650"F as it was for the
280F. Other
operating
limits and
procedures
have not
changed
froin those
defined in
Powerplant
Section 13 of the Maintenance Manual. See
Fig.
36-1. For
complete panel configuration
of the 280FX see
Fig.
24-2.
GEMdO3 ForTurbochevgedengines
EGTAnnunciator Turbine Inletreading
TIT ~nnuncistor
GRAPH:C
hSONNCI:d CHTAnnunciator
EGT
:C
enr
Average
rir OF
Peak E GT
\L25~F
per
bar
SocCf
4000
CHTreading
1 2 3 4
aoo"
Insight
Cylinder
Number
Reset Button
GRAPHIC ENGINE MONITOR
FIGURE 24-1
MM-24-1
24-3 ENGINE TROUBLESHOOTING AND DIAGNOSIS WITH THE GRAPHIC ENGINE MONITOR
Problem Cause
Required
Action
Gradual or sudden
Partially plugged
Remove and clean
rise in EGT of one fuel nozzle, iridicated
cylinder
nozzle.
cylinder. Display
inaicated
by no
will blink when variation in EGT
this occurs, duri
ng magneto
check
for that
cylinder.
EGT
CHT~
FouR~ed
or defective Perform a
magneto
check.
spark plug or Cylinder
that has a faulty
5 ignition
lead.
spark plug or
ignition
lead will
drop
on the bar
1234
graph
and other
cylillders
IN8GHT
will rise, indicating
the
top,
bottom
plug or lead,
with the
problem.
Replace spark plug
or lead
as
required
on indicated
cylinder.
Rising
E6T
readings Magneto
uut of Periorm a
magneto
check.
on all
cylinders
and time, or
faulty.
RPM
drop
on both
magnetos
all
cylinders on should be excessive.
display blink;
TIT
digital display
Check
timing.
If
correct,
blinks, overhaul or replace
magnetos.
EGT CHT~ Restriction in fuel Check fuel filters and
systemor
servo not clean.
s flowing correctly.
s
Perform fuel flowcheck
12 3 4 at nozzles.
INSIGHT
Check lines for
damage or
WARNING;: 7his is a serious flex lines for twist.
indication and can cause
abrupt engine
failure, if Return servo to authorized
proper steps
are not taken. Bendix overhaul center.
MM-24-2
Problem Cause
Required
Action
Above normal Cracked, missing
or Repair
or replace baffles,
temperatures
in
open
baffles or remove obstructions,
and
one or more doors. Obstruction close
panel
doors.
cylinders iCHT). or debris in
cylinder
fins.
~GT
Cowl
panel
doors
not secure.
1234
INSIGHT
Low EGT
reading
Defective or blown
Inspect
exhaust
system
in one cylinder,
exhaust
gasket.
and correct as
required.
continually.
Cracked or loose
exhaust
system.
EGT CHT~
Intake valve not Perform a compression
opening completely
check.
5 causing
low
ilI compression.
1234
Plugged
fuel Clean nozzle.
nozzle.
Action
Decline in EGT Fuel
system
Clean fuel nozzles. Do
uniformity,
most restriction or flowcheck for
uniformity,
visible at cruise
dirty injection
and if
problem persists
power settings,
nozzles. check fuel
system
for
proper pressure
and flow.
EGT
1234
INSIGHT
MM-24-3
MAGNETO CHECK: EGT is often a better indicator of
ignition problems
that
have been
traditionally diagnosed: by observing rpm drop during run-up. Q
If one spark plug or ignition
wire on each
mag
is defective the
single
mag
check would indicate an equal rpm drop on each. Such a double
failure would
go
undetected. The: graphic engine
monitor will not
only
identify
the
problem
but
pinpoint
the affected
cylinders.
MIXTUKE CHECK: GEM
displays a uniform EGT rise of all
cylinders during
mixture control check. An
abnormally large
exhaust
gas temperature
differential in one or more
cylinders
in fuel
injected engines may
warn
of a fuel
injector
constriction.
NOTE: For further
engine troubleshooting,
refer to Section 13.
24-4 AVIONICS
The standard 280FX is
equipped
with the
following avionics; these
items are optional
in the F-28F Models.
King
KY-97 communications radio
King
KT-76
transponder
II Merrow, Inc.
Apollo
II Loran-C
For further information about these
units, refer to the
appropriate
manuals
published by
the
specific
manufacturers.
MM-24-4
ANNUNCIATOR PANEL
CONTENTS:
CoMPAss, OVERBOOST
LOW ROTOR R.PM
T. R.G.B. CHIP
COMPASS CALIBRATION CARD~
.M.R.G.B CHIP
LOW FUELPRESSURE
AIRSPEED INDICATOR
CLUTCHENGAGE
ENGINE AND RO
LOW VOLTAGE
[OPTIONAL)
TACHOMETER
PRESS TOTEST FOR
ANNUNCIATOR
PAN E L
STARTER RELAY
(OPTIONAL)
ALTIMETER
PANEL LIGHTS
DIMMER
BALL BANK
INDICATOR
r suss F*ULT
CIRCUIT BREAKER
MANIFOLD/ FUEL
A I~ It /AMMETER
PRESSURE INDICATOR
CYLINDER HEAD TEMP
INDICATOR
,ENGINE MONITOR
FUELQUANTITY WGE
CIRCUIT
BREAKERINSTRUMENT
MAIN ROTOR GEARBOX
ALTERNATOR EXCITATION
TEMPERATURE CAGE
CIRCUIT BREAKER
ENGINE OIL PRESSURE
ENGINE
OILINDICATOR
TE
INDICATOR
MAGN ETO
(IGNITION) SWITCH
ALTERNATOR
CIRCUIT BREAKER
FUELMIXTURE CONTROL
~AFT
LANDING LIGHT
8 DAY CLOCK (OPTIONAL!
FORWARD LANDING LIGHT
(LOtATION MAY VARY)
PANEL LIGHTS
CIC LIGHTER (OPTION*I
i
NAVIG*TION LIGHTS CIRCVIT
(LOCATION MAY VARY) AKER
ANTI-COLLISION LIGHTS SWITCHES
tiO~
FUEL BOOST PUUP
TRIM
IGNITION
ALTERNATOR SWITCH
MASTER SWITCH
280FX
INSTRUMENTS AND INSTRUMENT PANEL
FIGURE 24-2
MM-24-5
SECTION
TAILROTOR DRIVE
ASSEMBLY
MAINTENANCE ~ANUUL SUPPLEMENT
SECTION 25
TAIL ROTOR DRIVE ASSEMBLY
25-1 GENERAL REFERENCE SECTION 10 FOK OTHER INFORMATION
Except as described below, the tail rotor drive
assembly
of the 280FX is
essentially
the same as that used on the 280F. This
system
should be
maintained as described in the F28F 280F Maintenance Manual
25-2 TAIL ROTOR DRIVESHAFT COVER
The installation of the tail rotor driveshaft cover has resulted in two
minor
changes
to the driveshaft installation. First,
in order to
Simplify servicing
the
pillow blocks, the frontmost and rearmost
pillow
blocks are installed with the
grease fittings on the aft side of the
pillow
blocks. The other
pillow
blocks are installed with the
grease
fittings on the forward side of the
pillow
blocks. This allows the
operator to grease
all five
pillow
blocks
by opening
the forward three
hinged
sections of the driveshaft cover. Second,
the rearmost driveshaft
cover bracket is installed under the aft
p~lfow
block. This bracket must
be in
position
before the tail rotor driveshaft can be
aligned.
Except as described above,
the tail rotor driveshaft should be maintained
in accordance with Section 10 of the MaintenanceManual and Section 22 of
this
supplement.
25-3 TAIL ROTOR GEARBOX CHIP DETECTOR
The tail rotor
gearbox
is
equipped
with a
magnetic chip
detector similar
to the one installed in the main rotor
gearbox
(ref. Figure 19-1,
Section
19).
This
chip
detector
system
consists of a
magnetic chip
detector in
the
gearbox
which is wired to a caution
light
in the annunciator
panel
on
the instrument console (ref. Section
21).
The
magnetic chip
detector is
located in the rear of the bottom of the
gearbox.
This unit
comprises
a
magnetic plug
which locks into a self-sealing
base. If the tail rotor
gearbox chip light illuminates, inspect
the
chip
detector as described
below:
A. Remove
magnetic plug
as follows:
(1) Do not disconnect wire.
(2) Grasp plug
and
push upward.
(3)
While
holding upward pressure, begin turning plug
counter-clockwise.
(4)
Turn
plug
counter-clockwise
one-quarter
turn.
(5) Pull
plug
out of socket in base
fitting.
MCI-25-1
Inspect plull.
NOTE: New or recently
overhauled
gearboxes
will often make a
magnetic
"fuzz" which will collect on the
magnetic plug
as
a
gray
sludge.
This is normal and
may
be cleaned off the
plug.
The
plug may
then be reinstalled and the helicopter
returned to service. If
any chips
are found which are
larger
than 1/16 inch in cross-section, contact the nearest
Enstrom Service Center or the Enstrom
factory.
C. After
determining
that the transmission is
airworthy,
clean the
magnetic plug.
This
may
be
accomplished
with a soft cloth or
with a
strong magnet
attached to a pointed object
such as a
knife or a small screwdriver. Use caution to avoid scratching
the
magnetic plug.
D. Keinstall
magnetic plug
as follows:
(1) Insert
plug
into socket in base
fitting.
(2) Align lugs
in
plug
with slots in base
fitting.
(3) Push
plug upward
while
turning plug
clockwise
(approximately one-quarter
turn).
(4)
lJhen
plug stops turning, pull
downward.
(5)
Check
plug
to insure that it is locked in base.
E. Tail Rotor Gearbox Lubricant
Change
The tail rotor
gearbox
lubricant should be
changed every
100 hours as described below.
(1)
Remove and
inspect magnetic chip
detector
plug
as described
above.
(2)
Remove
safety
wire from
chip
detector base
fitting
and the
filler
plug.
(3)
Remove the filler
plug.
(4) Place a trough or contdiner under the base
fitting
and
remove the base
fittin~.
(5)
Allowall oil to drain from
gearbox.
(6) Replace
crush washer on base
fitting.
(7)
Keinstall base
fitting
and
safety.
(8)
Reinstall
magnetic plug as described above.
MM-25-2
(g) Inspect O-ring on
filler
plug
and
replace
if
necessary.
(10)
Service transmission with 5 ounces of 15W-50 or 20W-50
aviation oil.
(11)
Reinstall fil~er
plug
and
safety.
(12) Inspect gearbox
for leaks.
MM-25-3

Enstrom F28F, 280F MM Rev.04 (1994)

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