CSP 369de MTM 1

CSP369D/E MTM1
November 2006
September 2006
All rights reserved under the copyright laws.
The information disclosed herein is proprietary to MD Helicopters, Inc.
Neither this document nor any part hereof may be reproduced or transferred to
other documents or used or disclosed to others for manufacturing or any other
purpose except as specifically authorized in writing by MD Helicopters, Inc.
Copyright E 19992006 by MD Helicopters, Inc
CSP369D/E MTM1
Maintenance Training Manual
CAUTION
THIS TRAINING MANUAL IS INTENDED AS ATRAINING AID ONLY.
THIS MANUAL IS NOT TO BE USED AS A HANDBOOK WHILE
PERFORMING MAINTENANCE.
ALWAYS USE THE APPLICABLE MODEL HANDBOOK OF
MAINTENANCE INSTRUCTIONS (HMI) WHEN PERFORMING
MAINTENANCE AND INSPECTIONS ON MDHI HELICOPTERS
Fii
CSP369D/E MTM1
TABLE OF CONTENTS
PARAGRAPH
PAGE
Section One Introduction

1.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.1 Helicopter Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2 Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.1. Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.2. Tailboom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.3. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.4. Interior Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.5. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.6. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.7. Drive System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.8. Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.9. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.2.10. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.3 Principal Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4 Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.1. Division of Subject Matter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.2. Page Number Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.3. Figure and Table Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.4. Associated MDHI Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.5. Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.6. MDHI Publications Changes and Revisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.7. Service Information Notices and Letters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.8. Application of Warnings, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.4.9. Service and Operations Report Form 1601 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1.5 Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
14
14
14
14
14
14
14
16
16
16
16
16
19
19
110
110
110
111
111
111
112
112
114
Section Two Airframe

2.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.0.1. Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.0.2. Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.0.3. Model 369D Structural Differences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.0.4. Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.1 Airframe Station Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2 Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.1. Pilot Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.2. Passenger/Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.3. Engine Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.4. Electronic Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.5. Fuel Cell Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.6. Oil System And Heating System Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.2.7. Forward Lower Equipment Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
22
22
22
22
22
27
210
210
210
210
210
210
211
211
Fiii
CSP369D/E MTM1
PARAGRAPH
2.2.8. Engine Air Inlet Fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3 Basic Airframe Truss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.1. Center Beam Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.2. Station 78.50 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.3. Station 124.00 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.4. Mast Support . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.5. Passenger/Cargo Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.3.6. Dynamic/Static Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.4 Crashworthiness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5 Lower Fuselage Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.1. Center Beam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.2. Cargo Floor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.3. Jacking Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.5.4. Bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6 Forward Fuselage Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6.1. Cockpit Enclosure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6.2. Windshields . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6.3. Pilot And Passenger/Cargo Compartment Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.6.4. Operational Check Of Hook Latch Door Latching System . . . . . . . . . . . . . . . . . . . . . . . .
2.7 Station 78.50 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.8 Cockpit Lower Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.9 Pilot/Copilot Seat Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.10 Aft Fuselage Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.10.1. Station 124.00 Canted Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.10.2. Aft Fuselage Boom Fairing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.10.3. Mast Support Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.10.4. Engine Air Inlet Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.11 Particle Separator Filter Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.12 AFS Inlet Barrier Filter (IBF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.13 Engine Mount Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.14 Engine Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15 Tailboom And Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15.1. Tailboom Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15.2. Vertical Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.15.3. Horizontal Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.16 Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17 Landing Gear Design and Construction Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.1. Skid Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.2. Strut Feet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.3. Strut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.4. Brace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.5. Cabin Entry Step . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.6. Position Lights And Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.7. Landing Gear Fairing Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.17.8. Landing Gear Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2.18 Extended Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fiv
PAGE
211
211
211
211
211
211
211
212
212
214
214
214
214
216
217
218
218
220
220
225
225
227
228
229
232
233
235
236
239
241
243
245
246
247
248
249
249
249
251
251
251
251
251
251
253
256
CSP369D/E MTM1
PARAGRAPH
PAGE
Section Three Powertrain

3.0 Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1 Overrunning Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.1. Clutch Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.2. Clutch Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2 Main Transmission Drive Shaft And Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.1. Kamatics (Kaflex) Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.2. Bendix Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3 Transmission Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.3.1. Oil Cooler Blower Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4 Main Transmission (369F5100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.4.1. Main Transmission Lubrication System (369F5100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5 Main Transmission (369D25100) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5.1. Main Transmission Lubrication System (369D25100) . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5.2. Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5.3. Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.5.4. Main Transmission Oil System Drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6 Tail Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6.1. Tail Rotor Drive Shaft Couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.6.2. Tail Rotor Drive Shaft Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.7 Tail Rotor Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.8 Rotor Brake Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.8.1. Rotor Brake Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
33
35
37
39
310
310
312
314
314
316
317
319
320
322
324
325
327
327
331
332
335
335
Section Four Tail Rotor and Control Rigging

4.0 Tail Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.0.1. Tail Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.0.2. Tail Rotor Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.0.3. Tail Rotor Pitch Control Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.1 AntiTorque Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2 Tail Rotor Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.2.1. Rigging Tail Rotor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
43
43
45
49
411
413
415
Section Five Main Rotor

5.0 Main Rotor Assembly General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.1 Static Mast Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.2 Main Rotor Drive Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3 Main Rotor Hub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3.1. Strap Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3.2. Droop Stop Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3.3. Pitch Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3.4. Blade Attaching Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3.5. Main Rotor Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.4 Main Rotor Blade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
53
53
55
56
510
513
514
517
519
521
Fv
CSP369D/E MTM1
PARAGRAPH
PAGE
Section Six Main Rotor Controls and Rigging

6.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1 Collective Pitch Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.1. Pilots Collective Pitch Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.2. Copilots Collective Pitch Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.3. Collective Pitch Stick Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.1.4. Collective Interconnecting Torque Tube and Collective Bungee . . . . . . . . . . . . . . . . . . .
6.2 Cyclic Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.1. Cyclic Control Stick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.2. Cyclic Friction Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.3. Cyclic Pitch Interconnecting Torque Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.4. Cyclic Trim Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.2.5. Oneway Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3 Mixer Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3.1. Mixer Assembly Operational Movement Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3.2. Collective Control Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3.3. Lateral Control Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.3.4. Longitudinal Control Movement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.4 Main Rotor Swashplate Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.5 Rotating Scissors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.6 Rigging Main Rotor Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6.6.1. Rigging Collective Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
63
65
65
65
610
612
613
617
617
618
620
623
625
626
626
626
627
627
630
632
632
Section Seven Rotor Track and Balance

7.0 Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1 Blade Tracking Equipment And Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.2 Installation Of Blade Tracking Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3 Tracking Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3.1. Trim Tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.3.2. Tracking Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.4 Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.5 Balance Equipment And Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.5.1. Installing Tail Rotor Balancing Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6 Dynamic Balancing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6.1. Tail Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6.2. Balancing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6.3. Main Rotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.7 Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.7.1. Vibration Causes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.7.2. Vibration Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.7.3. Flight Control Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.7.4. Troubleshooting Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fvi
73
73
74
74
75
75
77
78
714
714
714
714
715
716
717
718
719
720
CSP369D/E MTM1
PARAGRAPH
PAGE
Section Eight Engine Lubrication and Fuel Systems

8.0 Egine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.0.1. Engine Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.0.2. Engine Internal Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1 Airframe Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1.1. Lubricant Typespecification Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1.2. Oil Foaming And Oil Pressure Fluctuations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.1.3. Lubrication System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2 Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.1. Fuel Cell Vent System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.2. Engine Start Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.3. Fuel Shutoff Control and Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.4. Fuel Supply Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.5. Bendix Single Element Enginedriven Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.6. Ceco MFP262/Hfp Fuel Pump And Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.7. AntiIce Fuel Filter Option . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.8. Fuel Quantity Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.9. Fuel Types And Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.10. Fuel System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8.2.11. Fuel System Maintenance Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
83
83
86
88
814
815
816
817
822
824
826
828
829
832
834
836
838
841
844
Section Nine Powerplant

9.0 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.0.1. Engine Sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1 Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1.1. Engine Oil Temperature Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1.2. Engine Oil Pressure Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1.3. Engine Torque System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1.4. Turbine Outlet Temperature Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1.5. N1 Tachometer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.1.6. N2 Nr Tachometer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.2 Engine Warning And Caution Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.2.1. Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.2.2. Caution Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.3 Engine Power Out And Low Rotor Rpm Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.4 Engine Automatic Reignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.4.1. System Operation Model 369D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.4.2. System Operation Model 369E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.5 Engine Antiice System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.6 Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9.7 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
92
93
97
97
98
99
911
913
914
915
915
915
917
918
918
918
919
922
924
Fvii
CSP369D/E MTM1
PARAGRAPH
PAGE
Section Ten Engine Controls

10.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
10.1 Fuel Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
10.2 Gas Producer Fuel Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
10.2.1. Gas Producer Fuel Control Linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
10.2.2. Rigging Gas Producer Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010
10.3 Power Turbine Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1017
10.3.1. Rigging Power Turbine Governor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1017
Section Eleven Electrical System

11.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1 Basic Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.1. External Power Receptacle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.2. Battery/External Power Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.3. Voltage Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.4. Overvoltage Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.5. Reverse Current Relay (RCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.6. Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.1.7. Startergenerator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.2 Nickel Cadmium Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.3 Generic WIre Harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.3.1. Generator Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.4 Indicator Lights Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11.5 Starting And Generating System Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
112
113
113
113
113
1110
1110
1110
1119
1119
1123
1124
1125
1125
Section Twelve Environmental Control Systems

12.0 Heating And Defogging System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12.1 Ventilating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
123
128
Section Thirteen Airframe Instruments

13.0
13.1
13.2
13.3
13.4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine And Powertrain Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navigation Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pitotstatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
132
132
132
134
137
Section Fourteen Weight and Balance

14.0 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
14.1 Weight And Balance Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fviii
143
143
CSP369D/E MTM1
SECTION ONE
Introduction
CSP369D/E MTM1

Introduction
1.0
Introduction
McDonnell Douglas Corporation (MDHC), headquartered in St. Louis, Missouri, was the parent
company of McDonnell Douglas Helicopter Company (MDHC), which has been engaged in
development and production of helicopters since 1948. This division was founded in 1934 by
aviation pioneer Howard Hughes and operated as Hughes Helicopters, Inc. (HHI) until its
acquisition by MDC in January 1984. In August 1997 McDonnell Douglas merged with the
Boeing Company who in turn, sold the Commercial Light Helicopter Division to MD
Helicopters, Inc. (MDHI) in February 1999.
The FAA model designation is th Model 369 while the MDHI commercial designation is the MD
500
The 369 Model of the MDHI 500D and 500E helicopter (Figure 11) is an advanced version of the
earlier 369H series helicopter, and is a direct result of a continuous program to improve the
operation, performance, safety, and maintenance aspects of the helicopter.
1.1
Helicopter Design
In addition to advanced aerodynamic performance, this helicopter exhibits an unusually low
emptyweight to grossweight ratio. However, strength and safety were not compromised or
relaxed in any way in the MDHI design philosophy in order to achieve these results. In fact, the
weight reduction evidenced in this helicopter results primarily from the extremely compact
design and efficient space utilization and from a constant adherence in the design approach to
extreme functional simplicity.
To assure maximum safety and freedom from catastrophic failures, the design incorporates a
number of failsafe features in the rotors, airframe, and mechanical systems. Generally
speaking, the adverse effects on design complexity, cost, and weight, in order to provide these
obviously worthwhile features, are extremely minor. A few of the more important, and possibly
novel, failsafe applications in the Model 369D/E helicopter will be discussed in detail within
applicable chapters.
12
CSP369D/E MTM1

Introduction
Figure 11. Models 369E (MD 500E) and 369D (MD 500D)
13
CSP369D/E MTM1

Introduction
1.2
Major Components
1.2.1. Airframe
The airframe structure is an assembly of riveted aluminum beams, frames, bulkheads,
supports, and other structural components. The high strength airframe is built around a rigid,
threedimensional truss structure. Crew seats and restraints are mounted on the forward
member of this truss; passenger seats and cargo are contained within the truss structure. A
center beam forms a load carrying structure for the helicopter. This center beam provides
attachment for and supports most of the helicopter components, including the landing gear.
This roll bar" design gives the Model 369D/E the safest airframe ever introduced in helicopter
industry.
1.2.2. Tailboom
The tailboom assembly extends rearward from its attachment to the aft fuselage boom fairing.
It is a monocoque structure of aluminum skin over aluminum frames at the forward and aft
ends of the tailboom, and houses the tail rotor drive shaft, tail rotor control rod and electrical
conduit. The aft end supports a tail rotor gearbox and tail rotor, in addition to the horizontal
and vertical stabilizers.
1.2.3. Landing Gear
The landing gear is a horizontal skidtype gear and is not retractable. Fore and aft braces,
struts, and shock absorbing dampers are attached to the underside of the fuselage center frame
section. Skid tubes are attached to contoured fittings at the lower ends of the struts, and
provide attachment points for installation of ground handling wheels.
1.2.4. Interior Arrangement
Several interior arrangements are available with the Model 369D/E helicopter. Crew and
passenger compartment seating may vary from a two to seven place configuration with seat
belts at each position. An instrument panel is located forward of the crew compartment seats.
The instrument panel includes flight and engine instruments, in addition to warning and
caution lights and various switches and controls.
1.2.5. Flight Controls
Cyclic, collective and adjustable pedal controls are provided at the left crew position.
Adjustable friction devices, which may be varied to suit the individual pilot, are incorporated
on the left side collective, cyclic and throttle controls. In addition, electric cyclic control trim
actuators allow all flight loads to be trimmed out. Since stick control forces are low, a boost
system is unnecessary. The right controls may be removed to provide space for cargo or
passengers.
1.2.6. Propulsion System
The power plant is an Allison Model 250C20B or 250C20R/2 free turbine, turboshaft engine.
The engine is mounted at a 47 degree angle from horizontal and is supported by three engine
mounts within the engine compartment.
The engine installation is designed for rapid replacement as a unit. Removal of the engine is
readily accomplished by disconnecting plumbing, wiring, engine mounts, etc., and lowering the
engine from the engine compartment.
14
CSP369D/E MTM1

Introduction
HORIZONTAL STABILIZER
MAIN ROTOR INSTALLATION

VERTICAL STABILIZER
TAIL ROTOR
TRANSMISSION
TAILBOOM
AFT SECTION
INSTALLATION
TAIL ROTOR
ASSEMBLY
FLIGHT CONTROL
INSTALLATION
ENGINE
INSTALLATION
MAIN TRANSMISSION AND
POWER TRAIN
FORWARD SECTION
INSTALLATION
ENGINE ACCESS DOOR ASSEMBLY
CARGO DOOR ASSEMBLY
LOWER SECTION INSTALLATION
PILOT DOOR
ASSEMBLY
LANDING GEAR
G010001A
Figure 12. 369 Series Helicopter Major Components
15
CSP369D/E MTM1

Introduction
1.2.7. Drive System
Power from the engine is transmitted to the rotors through a clutch assembly, gearboxes and
connecting shafts.
The overrunning clutch is mounted on the engine accessory drive gearbox and acts as a free
wheeling unit in the event of engine failure. Thus, in autorotation, the rotor system does not
expend energy to drive an idling or dead engine.
The main transmission is mounted at the lower end of the nonrotating main rotor mast and is
rigidly fixed in position by support members connected to the center truss section. The
transmission is lubricated by an air cooled lubrication system.
The main rotor drive shaft transmits power from the main transmission to the main rotor hub.
The tail rotor drive shaft is a single aluminum tube with Bendix or Kamatics couplings which
operate without intermediate supports. Excessive oscillation of the drive shaft during
acceleration and deceleration of the drive system is suppressed by the drive shaft damper
located at the rear of the boom fairing.
Both the main and tail rotor transmissions utilize spiral bevel gears. Lubrication of the main
rotor gearbox is by an integral oil pump. A splash system provides tail rotor gearbox
lubrication. A sight gage in the main rotor gearbox and on the tail rotor gearbox simplify oil
level inspection.
1.2.8. Rotor System
The main rotor is a five bladed fully articulated system with blades that are balanced
spanwise to a master weight and are individually interchangeable. Leadlag blade
movements are dampened by elastomeric dampers mounted on the pitch housing assemblies
and linked to the trailing edge of their respective blades. The pitch of the blades is controlled
through a conventional swashplate system. Provisions for a hoisting lug is incorporated at the
top of the rotor head.
A twobladed teetering tail rotor provides torque compensation and directional control. Blades
consist of a bondedinplace metal airfoil with a spar formed from honeycomb material. A
strap pack counteracts blade centrifugal forces. Blade pitch change is accomplished by
movement of a swashplate which is in turn linked to the blade pitch change arms.
1.2.9. Fuel System
The fuel system is of the suction type and consists of two interconnected fuel cells, with a total
fuel capacity of 64 U.S. gallons, an engine driven fuel pump, starting fuel pump, and various
interconnecting lines and associated electrical equipment.
Both fuel cells are fabricated of synthetic rubber and are vented to the atmosphere. The fuel
cells are serviced through a common filler neck on the right side of the fuselage.
1.2.10. Electrical System
Electrical power is supplied by a regulated 28 volt starter generator which is driven by the
engine. An ammeter is provided on the instrument panel to indicate battery charging current.
Switches are provided on the console for lights, generator, battery, and other electrically
controlled devices. Night flying equipment consists of a landing light, two anticollision lights
and position lights. Post lights, using an optical wedge feature to distribute and diffuse the
light, illuminate the instrument panel. In addition, an external power receptacle is installed.
1.3
Principal Dimensions
Principal dimensions for the Model 369D/E helicopter are shown in Figure 13 and
Figure 14.
16
CSP369D/E MTM1

Introduction
GENERAL NOTES:
1. HELICOPTER ON GROUND WITH FULL
FUEL. TYPICAL ATTITUDE OF CARGO
DECK 4.7 DEGREES NOSE UP.
2. IF OPTIONAL EXTENDED LANDING GEAR
IS INSTALLED, ADD 0.87 FT. (0.27 M) TO
ALL VERTICAL DIMENSIONS.
8.72 FT.
(2.66 M)
7.65 FT.
(2.33 M)
1.27 FT.
(0.39 M)
30.81 FT. (9.40 M)
6.43 FT. (1.96 M)
23.88 FT. (7.28 M)
8.15 FT.
(2.49 M)
8.4 FT.
(2.6 M)
6.77 FT.
(2.06 M)
4.58 FT.
(1.40 M)
22.42 FT. (6.84 M)

24.71 FT. (7.54 M)
2.0 FT. (0.61 M)

G060002B
Figure 13. Principal Dimensions 369E
17
CSP369D/E MTM1

Introduction
8.2 FT.
(2.5 M)
7.2 FT
(2.2M)
GENERAL NOTES:
1. HELICOPTER ON GROUND, MAX.
COMPRESSED DIMENSION: 6.8 IN.
(17.272 CM).
2. IF OPTIONAL EXTENDED LANDING
GEAR IS INSTALLED, ADD 0.63 FT.
(10.19 M) TO ALL VERTICAL DIMENSIONS.
0.76 FT
(0.23 M)
26.41 FT (8.06 M)
6.45 FT.
(1.97 M)
5.46 FT.
(1.67 M)
4.57 FT.
(1.39 M)
13.205 FT. (4.028 M)
31.31 FT. (9.55 M)

6.002 FT. (1.831 M)
7.67 FT.
(2.34 M)
30.84 FT. (9.41 M)

22.53 FT. (6.72 M)
15.208 FT. (4.64 M)
8.9 FT.
(2.7 M)
4.58 FT.
(1.40 M)
6.3 FT.
(1.9 M)
1.58 FT. (0.48 M)
2.29 FT. (0.70 M)
21.21 FT. (6.50 M)

23.5 FT. (7.2 M)
Figure 14. Principal Dimensions 369D

18
G060001B
CSP369D/E MTM1

Introduction
1.4
Publications
Principal publications for the Model 369D/E helicopters are the applicable pilots flight manuals and
maintenance manuals. The maintenance manuals include general maintenance and electrical systems
information along with illustrated parts and structure catalogs and overhaul and repair information. Also
included in the maintenance information library are service information notices and letters.
Operators and maintenance personnel should refer to the current publications index for a complete listing of all
maintenance information available.
MDHI maintenance manuals provide system descriptions, servicing and maintenance
procedures, periodic and special inspections, overhaul schedules, limited life component
replacement schedules, and weight and balance calculations.
MDHI manuals are prepared in general compliance with Air Transport Association
Specification for Manufacturers Technical Data (ATA100).
The uniform numbering system established by ATA100 is used. This numbering system
provides a means for dividing material into Chapter, Section, Subject and Page. The number is
composed of three elements, which consist of two digits each. The chapter and section elements
(subassembly 10, 20, 30, etc.) are assigned by ATA100. Subject/Unit element numbers are
assigned by MDHI.
1ST ELEMENT
2ND ELEMENT
62
10
3RD ELEMENT
00
CHAPTER / SYSTEM
LANDING GEAR SYSTEM
SUBJECT / UNIT
LANDING GEAR
SECTION / SUBASSEMBLY
LANDING GEAR
9TG01002
Figure 15. ATA Numbering System

1.4.1. Division of Subject Matter
The Maintenance Manual (HMI) is contained in two books:
CSPHMI2 contains general mechanical maintenance data.
CSPHMI3 contains maintenance data on instruments, electrical and avionics.
19
CSP369D/E MTM1

Introduction
1.4.2. Page Number Blocks
Maintenance Practices consists of either a brief subtopic or a combination of the following
subtopics:
Servicing,
Removal/Installation,
Adjustment/Test,
Inspection/Check,
Cleaning/Painting and Approved Repairs. Two methods are used for numbering maintenance
practices page blocks.
If a single subtopic or all subtopics under Maintenance Practices are brief, they are combined
into one topic. All such topics are numbered within page number block 201 300.
If individual subtopics become so lengthy that a combination would require numerous pages,
each topic is broken out. Page number blocks accordingly are as follows:
Description and Operation...1
Fault Isolation . . . . . . . . . . . 101
Maintenance Practices . . . 201
Servicing . . . . . . . . . . . . . . . . 301
Removal/Installation . . . . . 401
Adjustment/Test . . . . . . . . . 501
Inspection/Check . . . . . . . . . 601
Cleaning/Painting . . . . . . . . 701
Repairs . . . . . . . . . . . . . . . . . 801
Initial Installation . . . . . . . 901
Each page bears an effective date, either that of original issue or of the latest revision.
1.4.3. Figure and Table Numbering
Illustrations and tables use the same numbering as the page block in which they appear. For
example, Figure 202 would be the second figure in a Maintenance Practices section. When
referring to a figure or table within the same section, it is referenced as follows; (Ref. Figure
202). When referring to a figure or table within another section, it is referenced as follows; (Ref.
Table 1, 910000).
1.4.4. Associated MDHI Manuals
Information beyond the scope of the Maintenance Manual may be found in these basic
associated manuals which are prepared as separate publications but should always be kept
and used with this manual:
CSPIPC4, Illustrated Parts Catalog.
CSPCOM5, Component Overhaul Manual.
CSPSRM6, Structural Repair Manual.
(CSPIPC4) Illustrated Parts Catalog for Models 369D/E/FF 500/600N
(CSPD7) Illustrated Structures Catalog for Model 369D and
(CSPISC7) Illustrated Structures Catalog for Models 369E/FF 500N provide, with text and
illustrations, a complete definition of all repair parts and spare items available for the
helicopter. Use the (IPC) only for the purpose of parts procurement.
Component Overhaul Manual (Overhaul Data)
The COM contains overhaul instructions for major components such as the main transmission,
tail rotor transmission, overrunning clutch, etc. When components must be removed from
service for overhaul, refer to the COM and/or contact the appropriate manufacturer or their
field service representative for desired publication information (Ref. Table 201).
110
CSP369D/E MTM1

Introduction
Structural Repair Manual
The CSPSRM6, SRM contains illustrated helicopter structural maintenance and repair
information.
1.4.5. Engine Data
The Model 250 Series gas turbine engines are manufactured by the Allison Engine Company
Inc.. Refer to the applicable Allison Engine Repair and Maintenance Manual and the
Illustrated Parts Catalog supplied with the engine for specific engine maintenance
information (Ref. Table 201, Related Publications and Directives). Fault isolation and
maintenance procedures for the helicopter/engine interface systems are in divisions specified
by the index.
1.4.6. MDHI Publications Changes and Revisions
Changes in the helicopter, equipment, maintenance practices, procedures and additional
information developed by experience affect manual content. To ensure that MDHI manuals
continue to reflect current changes, revised information is provided by one or more of the
following communications:
Revision
Alteration of portions of the manual by the replacement, addition and/or deletion of pages is
accomplished by revision. The List of Effective pages (LOEP) that accompany each revision
identifies all affected pages. Such pages should be removed from the manual and destroyed.
Added or replaced pages should be inserted and checked against the LOEP.
Reprint
When large numbers of changes are involved, the manual is reprinted to include all prior
revisions.
1.4.7. Service Information Notices and Letters
Service information is to be considered as part of the manual.
Service Information Notices and Bulletins are broken into two categories as follows:
Red Border Notices: The red border notices deal with critical items that must be corrected.
These notices are mandatory and require a record of accomplishment. They may be
reoccurring (flighttime or calendar) or onetime only notices.
Blue Border Notices: The blue border notices are not mandatory and can be accomplished at
the owner/operators discretion. When instructed, these notices may require a record of
accomplishment. These notices deal with noncritical or optional items only.
Service Bulletins: The Service Bulletin deal with critical items that must be corrected.
These bulletins are mandatory and require a record of accomplishment. They may be
reoccurring (flighttime or calendar) or onetime only bulletins. The service bulletin
replaces the red border notice.
Technical Bulletin: The Technical Bulletins are not mandatory and can be accomplished at
the owner/operators discretion. When instructed, these bulletins may require a record of
accomplishment. These bulletins deal with noncritical or optional items only. the
technical bulletin replaces the blue border notice.
For a complete listing and explanation of current and cancelled notices, refer to Service
Information Notices Index.
Service Information Letters are strictly information only. They may inform the
owner/operator of options available, upcoming notices, bulletins, warranty/repair
changes, etc.
111
CSP369D/E MTM1

Introduction
1.4.8. Application of Warnings, Cautions and Notes
Throughout this manual, and associated manuals, Warnings, Cautions and Notes are used to
emphasize instructions or information considered to be unusual or critical.
WARNING and CAUTION statements are always placed before the information or
instructions to which they apply.
A NOTE may appear in the text either before or after instructions to which it applies,
depending on the relative significance of the information.
The conditions that warrant use of Warnings, Cautions and Notes are defined as follows:
Operating procedures and practices which, if not strictly observed, may
WARNING result in personal injury, or loss of life.

CAUTION
Operating procedures and practices which, if not strictly observed, may result in
damage to or destruction of equipment.
NOTE: An operating procedure or condition that is essential to highlight.

1.4.9. Service and Operations Report Form 1601
MDHI Service and Operations Report Form 1601 may be used to report to MD Helicopters, Inc.
in detail any service difficulties encountered with any MDHI helicopter. Use of the form is
encouraged and recommended to enable MDHI to provide owners and operators improved
service, support and product improvements. The form also serves as a convenient detailed
record for owners and operators. Copies of the form may be procured by contacting the Product
Support Dept.
112
CSP369D/E MTM1

Introduction
Figure 16. SOR Form 1601
113
CSP369D/E MTM1

Introduction
1.5
Inspections
NOTE:
Refer to HMI Chapter 050000.
No other factor is quite so important to the safety and durability of the helicopter and its
components as are faithful and diligent attention to regular checks for minor troubles and
prompt repair when they are found. Total familiarity with both the engine and helicopter
manufacturers inspection schedules along with close adherence to checklist procedures will not
only result in a safe aircraft, but also a helicopter with a high degree of availability. Inspections
are as follows:
114
Daily inspection: 050000

Component Overhaul/Recommended Replacement: 051000
100Hour or Annual Inspection: 052000
300Hour Inspection: 052010
Yearly Inspection: 052015
Special Inspections: 052020
Conditional Inspections: 055000
Periodic inspection (FAR Part 91)
CSP369D/E MTM1
SECTION TWO
Airframe
CSP369D/E MTM1

Airframe
2.0
General
NOTE:
Reference applicable data in CSPHMI2 or CSPSRM6 Manual, Chapters

521000, 524000, 530000, 711000, and711010.
2.0.1. Design
The airframe structure is eggshaped and provides very clean aerodynamic lines. The rigid,
threedimensional truss type structure increases crew safety by means of its roll bar
design, and by reduction in the number of potential sources for failure. The airframe
structure is designed to be energy absorbing and fails progressively in the event of impact.
2.0.2. Construction
The fundamental airframe structure is divided into three major sections; the forward
fuselage section, lower fuselage section, and the aft fuselage section (Ref. Figure 23). Two
types of construction are incorporated into the major fuselage sections. They are
monocoque and semimonocoque. A monocoque structure is one in which the skin bears the
entire load. A semimonocoque structure, such as the aft section boom fairing, is one in
which the internal structural members bear part of the design load.
2.0.3. Model 369D Structural Differences
(Ref. Figure 21 and Figure 22) The Model 369E helicopter structure is similar to the
Model 369D structure. Structural differences are modifications to the station 78.50 canted
frame which forms the main rotor mast support structure and an extended canopy with its
associated framing and windscreen panels.
One of the primary support structures, the canted frame at station 78.50, has a lowered
shoulder beam. The other primary support structure for the main rotor mast is the canted
frame at station 124.00.
2.0.4. Identification
22
Each Model 369D/E airframe and major helicopter component, or part, is identified with a
part number and serial number.
Part numbers are preceded by the prefix 269A, 369A, 369H, 369N or 369D2 followed by four
or five Arabic numerals, plus a dash and additional numerals if necessary. The dash
numbers are always odd numerals, unless the part number is used in complementary
configurations (right and left hand) or in more than one location. In such cases, the right
hand component is assigned an even dash number. Certain kits and components are
identified by the prefix M plus numerals.
CSP369D/E MTM1

Airframe
Figure 21. Airframe Structure 369E
23
CSP369D/E MTM1

Airframe
103052
Figure 22. Airframe Structure 369D

24
CSP369D/E MTM1

Airframe
FORWARD FUSELAGE 369E
LOWER FUSELAGE
FORWARD FUSELAGE 369D
G530000
AFT FUSELAGE
Figure 23. Helicopter Major Sections
25
CSP369D/E MTM1

Airframe
PART NUMBER EXAMPLE
Part Number:
Prefix
Component Part Number
Dash Number
369D
21600
Serial numbers, as illustrated below, show the month and year of manufacture plus
the sequential number of the part.
SERIAL NUMBER EXAMPLE
Serial Number:
Month
Year
Component Sequential Number
NOTE:
0001
All Model 369E helicopters are delivered without the manufacturing date coding as part
of the serial number.
Each airframe bears a permanently attached Data Plate (located on the left forward pilots)
seat structure on earlier model aircraft and on the lower righthand side of the fuselage aft of
the passenger door on later model aircraft, giving the following information:
EXAMPLE DATA PLATE

MD Helicopters, INC.
MODEL NO. 369E
Mesa, Arizona
SERIAL NO. 0276E

TYPE CERT. NO. H3WE
PROD. CERT. NO. 410
26
CSP369D/E MTM1

Airframe
2.1
Airframe Station Locations
NOTE:
Refer to 060000
Due to the size and complexity of the airframe, it is necessary to divide the helicopter with
vertical and horizontal reference lines. Reference lines are given in inches and are standard
ship line identifications known as station lines, butt lines, and water lines. These reference
lines allow precise location of structural members and other components. The station location
diagram gives station locations of structural numbers in horizontal and vertical planes
(Ref. Figure 24 and Figure 25).
Station (STA) lines are vertical lines and start at a point approximately 28.00 inches (Model
369D) or 15.00 inches (Model 369E) forward of the fuselage nose which is designated as station
0.00. Station lines for rotor blades start at center line of hub and proceed along blade, parallel to
cord.
Butt lines (BL) are vertical lines which start at the fuselage center line and proceed left and
right. Right butt lines are designated plus (+) and left butt lines are designated minus ().
Water lines (WL) are horizontal lines. Waterline 0.00 is tangential to bottom of fuselage at
station line 90.61. Water lines above 0.00 are designated plus (+) and water lines below 0.00 are
designated minus ().
27
CSP369D/E MTM1

Airframe
CANT STA
78.50
STA
108.50
CANT STA
124.00
CL
MAST
STA
146.62
STA
137.50
STA
155.75
STA
185.89
STA
164.87
STA
174.00
CANT STA
197.78
WL 76.70
WL 66.00
STA
15.00
CORNER
PILOTS
SEAT
WL 21.50
WL
49.37
WL 45.36
CL BEAM
WL 34.50
WL 32.00
WL 11.98
WL 22.75
WL 14.19
WL 13.10
JACKING POINT
STA 96.89, BL 25.60
WL 0.00
WL 0.00
STA
STA
44.65 56.85
STA
STA
50.50
64.37
STA
0.00
STA STA STA STA

84.79 96.42 108.04 119.67
STA
STA
STA
90.61 102.23
124.00
CANT STA
STA
78.50
113.85
STA
137.50
WL 102.17
WL 96.91
STA 289.12 (369FF)

WL 55.34
WL 54.17
CANT STA
209.78
CANT STA
CANT STA
197.78
219.96
CANT STA
242.14
CANT STA
264.32
CANT STA
273.00
NOTE:
WHEN MEASURING EXTERNALLY FROM RIVET LINES,
NOTE THE SIDE AT BULKHEAD OR FRAME INDICATED AS
THE STATION AND COMPENSATE FOR RIVET POSITION
IN THE ATTACHMENT FLANGE.
WL 26.67
WL 25.46 (369E)
WL 22.36 (369FF)
CANT STA
281.12
FRAME BASE
Figure 24. Station Diagram 369E
28
369FF ONLY
G060005B
CSP369D/E MTM1

Airframe
CANT STA
78.50
STA
146.62
CANT STA
CL
124.00
MAST
STA
137.50
STA
164.87
STA
155.75
STA
185.89
STA
174.00
CANT STA
197.78
STA
28.00
CORNER
PILOTS
SEAT
WL 21.50
WL
38.64
WL
22.75
WL
14.19
WL
49.37
WL 45.36
CL BEAM
WL
JACKING
32.00
POINT
STA 96.89
WL 11.98
WL
34.50
WL
13.10
WL
0.00
WL
0.00
STA
STA
44.65
56.85
STA
STA
50.50
64.37
STA
0.00
STA
STA
STA
STA
84.79 96.42 108.04 119.67
CANT STA STA
STA
STA STA
78.50
90.61 102.23 113.85 124.00
STA
137.50
WL
96.91
WL
55.34
WL
54.17
CANT STA
209.78
CANT STA
CANT STA
197.78
219.96
NOTE:
WHEN MEASURING EXTERNALLY FROM RIVET LINES,
NOTE THE SIDE AT BULKHEAD OR FRAME INDICATED AS
THE STATION AND COMPENSATE FOR RIVET POSITION
IN THE ATTACHMENT FLANGE.
CANT STA
242.14
CANT STA
264.32
CANT STA
273.00
CANT STA
281.12
FRAME BASE
WL
26.67
G060004B
Figure 25. Station Diagram 369D
29
CSP369D/E MTM1

Airframe
MODEL 369E
A.
B.
C.
D.
E.
F.
G.
H.
MODEL 369D
PILOT
PASSENGER AND CARGO
ENGINE COMPARTMENT
ELECTRONIC
FUEL CELLS
OIL & HEATING SYSTEMS
FWD LOWER EQUIPMENT
ENGINE AIR INLET FAIRING
500092
Figure 26. Compartments

2.2
Compartments
The eight major compartments of the fuselage are identified by letters A through H, and are
described in the following paragraphs (Ref. Figure 26).
2.2.1. Pilot Compartment

The pilot compartment is located in the forward fuselage structure. The pilot station is on the
left side and the copilot station, when installed, is on the right.
2.2.2. Passenger/Cargo Compartment
The passenger/cargo compartment is located at the cg directly aft of the pilot compartment, and
has a volume of 42 cubic feet. The compartment contains two passenger seats, which may be
removed to accommodate cargo loading.
2.2.3. Engine Compartment
The engine compartment is located directly aft of the passenger/cargo compartment. The
engine is accessible through clamshell doors that hinge on the lower right and left sides of the
fuselage structure.
2.2.4. Electronic Compartments
The electronic compartments are located in the lower section of the forward fuselage structure,
directly beneath the floor at the pilot and copilot stations.
2.2.5. Fuel Cell Compartments
The fuel cell compartments are located to the right and left of the center beam, directly under
the passenger/cargo compartment floor. Access to the fuel cells is through removable panels
that form sections of the floor.
210
CSP369D/E MTM1

Airframe
2.2.6. Oil System And Heating System Compartments
The oil system and heating system compartments are located directly aft of the
passenger/cargo compartment, on the right and left sides of the helicopter. Access is gained
through panels attached to the aft canted frame structure. The engine air duct and a passage
for the main drive shaft are centered between the oil system and the heating system
compartments.
2.2.7. Forward Lower Equipment Compartment
The pilot compartment seat support structure provides enclosures on each side of the aircraft
that house the forward landing gear dampers and struts, electrical components, and control
system components.
2.2.8. Engine Air Inlet Fairing
The engine air inlet fairing directs air to the engine and oil cooler blower.
2.3
Basic Airframe Truss

Although the materials, fasteners, and fabrication methods used in construction of the Model
369D/E airframe are commonplace aerospace items and applications, they do not result in a
commonplace structure. The resulting airframe, in fact, possesses an aggregate of features that
provide an optimum strength to weight ratio (Ref. Figure 27). The high strength of the
primary fuselage structure is derived from the interaction of the basic airframe truss, composed
of the following members:
2.3.1. Center Beam Assembly

The center beam assembly extends longitudinally along the center line of the lower fuselage
section, and is the primary structural member of the basic airframe truss. The center beam is
made up of aluminum panels, stiffeners, doublers, and forged landing gear fittings.
2.3.2. Station 78.50 Canted Frame
The station 78.50 canted frame is the forward member of the basic airframe truss, and
establishes the cross sectional contour of the fuselage. The station 78.50 canted frame is
aluminum with panel and frame members forming the crew compartment seat back.
The station 124.00 canted frame is the aft member of the basic airframe truss, and establishes
the cross sectional contour of the aft fuselage. The upper portion is aluminum and stainless
steel, and the lower portion is aluminum and titanium. The station 124.00 canted frame forms
the aft compartment seat back and the engine compartment firewall. On the Model 369E,
additional soundproofing is fitted over the main rotor transmission.
2.3.4. Mast Support
The mast support structure is the upper member of the basic airframe truss, and interconnects
the upper ends of the two canted frames. The mast support is constructed of aluminum, steel
forgings and sheet metal members.
2.3.5. Passenger/Cargo Floor
The floor structure of the passenger/cargo compartment is the lower member of the basic
airframe truss, and interconnects the lower ends of the two canted frames. The floor structure
is constructed of aluminum channels and sheet metal members.
211
CSP369D/E MTM1

Airframe
2.3.6. Dynamic/Static Loads
All dynamic and static loads are displaced by the basic airframe truss as a result of the
interaction of the structural members.Flight loads are displaced from the nonrotating main
rotor mast to the mast support, which is the upper member of the basic airframe truss. The
mast assembly, because of the floating axle type main rotor drive shaft, receives main rotor
thrust and moment vectors normal to the axis of rotation directly from the bearing between the
mast and the rotor hub. The main rotor mast is nonrotating, and thus receives the major rotor
support loads as predominantly steady loads rather than rotating beam loads, as in
conventional practice. Propulsion (torque) is transmitted independently through the main
rotor drive shaft, which is not relied upon to transmit primary flight loads to the airframe.
Static loads are displaced from the landing gear to the landing gear fittings in the center beam
structure which is the primary member of the basic airframe truss.
2.4
Crashworthiness
Although failsafe structural provisions are normally thought of as applied strictly to
fatigueloaded components, the MDHI Model 369D/E also provides important fail safe
characteristics in regard to crashworthiness.
Figure 27 illustrates the principal features that increase the crash safety of the helicopter.
Shoulder and seat belts are attached to the primary structure rather than to the seats.
A deep fuselage base structure, including a center beam, in combination with integral sheet
metal seats, provides sufficient yielding depth for maximum energy absorption during a crash
impact. This provision for yielding collapse of the fuselage substructure during a crash and
without sudden failure of rigid members, provides exceptional crash safety to the crew long
after the initial structure failures resulting from a severe impact.
The basic structure also forms a rugged truss protecting the crew from rotor and transmission
collapse, or in the event of rollover. The fuel cells are protected in a crash by the double wall
bottom with the closely spaced frames and by the deep center beam. The engine is mounted low
and to the rear of the passenger and fuel compartments, thus presenting no crash hazard.
212
CSP369D/E MTM1

Airframe
BASIC STRUCTURE FORMS TRUSS
PROTECTING CREW WHO SIT ON
FRONT OF TRUSS, FROM INJURY
IN ROLL OVER
MAST SUPPORT
STRUCTURE
STA 124.0
CANTED FRAME
STA 78.50 CANTED FRAME
INTEGRAL SEATS
CANNOT
COME LOOSE
CENTER BEAM
ENGINE MOUNTED LOW

AND TO REAR
DEEP BASE BEAM AND INTEGRAL

SEAT ARE ENERGY ABSORBING
SHEET METAL STRUCTURE THAT
CUSHIOINS BY YIELDING
SHOULDER AND SEAT BELTS

SOLIDLY ATTACHED TO
PRIMARY STRUCTURE
PASSENGER/CARGO COMPARTMENT FLOOR
PASSENGER/
CARGO
COMPARTMENT
FLOOR
CENTER BEAM
FUEL
DOUBLE WALL
CELLS
SECTION AA
FUEL CELLS PROTECTED BY

CENTER BEAM AND DOUBLE
WALL C ONSTRUCTION
Figure 27. Basic Airframe Truss
213
CSP369D/E MTM1

Airframe
2.5
Lower Fuselage Section
NOTE:
Refer to 532000
2.5.1. Center Beam

The center beam (Ref. Figure 28) assembly is located on the lower longitudinal centerline of
the aircraft fuselage and forms the lowest truss member and the foundation to which most of
the important structural members of the fuselage are attached.
In two areas, the beam is basically formed by aluminum webbing and forgings that provide the
strength necessary for landing gear attachment. The web of the Icross sectioned beam is
aluminum skin, with top and bottom cap strips of aluminum Tchannels. The beam is located
under the cabin floor structure and is stiffened with vertically placed Z channels.
As previously mentioned, aluminum forgings provide the inboard attachment of the landing
gear. The landing gear forgings also provide a means of attachment for the inboard ends of the
landing gear braces and the cyclic trim actuators. Spherical bearing are utilized at the
attachment areas of the above items.
Two L" shaped stainless steel fittings are riveted to the center beam, and provide attachment
for the cargo hook. Cargo hook fittings support a design load of 2000 pounds.
2.5.2. Cargo Floor
The floor is basically a 0.016inch aluminum sheet with reinforcements above and beneath.
The top reinforcement is formed by seven laterally spaced hatshaped channels that are
spotwelded to the floor and extend across the fuselage. Cutouts for left and right fuel cell
access and for passage of the fuel tank filler are provided through the floor. The fuel cell access
holes are covered by access covers incorporating a portion of one hat channel each. As the
compartment floor is considered a stressed structural area, (1300 pounds), the fuel cell access
covers must be secured for flight and during aircraft jacking. Cargo tie down is provided by
pip/pins and horseshoeshaped fittings that attach to holes located in the side walls of the hat
channels. Reinforcement of the floor is provided by attachment to the center beam and the floor
support longerons on each side of the aircraft. In addition, a longitudinally positioned hat
channel, located under the floor, on each side and outboard of the center beam provides support
and guide channels for control rods to the engine gasproducer fuel control and powerturbine
governor. The floor bottom is reinforced with spotwelded doublers and angles. The leveling
target is spotwelded to the top of the right hand section, just inboard of the right fuel cell
access cover.
2.5.3. Jacking Fittings
The helicopter is equipped with three jacking fittings (Ref. Figure 28), two at the center of the
rear door frames (station 96.89) and one at the aft end of the boom fairing (station 197.78).
Jacking fittings are riveted to the fuselage structure; however, the forward two fittings are
removable for installation of passenger steps.
214
CSP369D/E MTM1

Airframe
LWR SUPPORT
GUIDE CHANNEL
N2 CONTROL ROD
LWR SUPPORT
GUIDE CHANNEL
N2 CONTROL ROD
Figure 28. Fuselage Structure Lower Section

Extending down from the floor and floor support longerons on each side of the passenger/cargo
compartment are seven ribs. The ribs are attached to the center beam vertical stiffeners.
Provisions for the jacking/tie down fitting attachment is provided in the form of a ribattached
215
CSP369D/E MTM1

Airframe
forging on each side of the aircraft. The forgings attach to the top side of the third rib aft of the
station 78.50 canted frame.
The inside flange of each rib on both sides of the fuselage provides for attachment of a singleply
fiberglass liner. Brazierhead rivets attach the liner to the ribs, and all rivet heads are covered
with tape for cell chafe protection.
STATION 78.50
CANTED FRAME
AND BULKHEAD
SEAT SUPPORT
STRUCTURE
PILOTS FLOOR
STATION 124.0
BULKHEAD AND
LOWER
FIREWALL
PILOTS FLOOR
SUPPORT
BULKHEAD
PILOTS SEAT
STRUCTURE BULKHEAD
RIB
Figure 29. FWD Fuselage Structure Lower Section

2.5.4. Bulkheads
The lower fuselage section ( Figure 28 and Figure 29) has four major bulkheads attached to
the center beam assembly. The pilots floor support bulkhead is at the forward end of the center
beam (station 44.65). The pilots seat structure bulkhead is at the forward end of the pilots seat
structure (station 64.37). The station 78.50 bulkhead (canted frame) is at station 78.50 and is
the forward member of the basic airframe truss. The station 124.00 bulkhead (canted firewall
is at station 124.00 and is the aft member of the basic airframe truss.
216
CSP369D/E MTM1

Airframe
2.6
Forward Fuselage Section

Ref. Figure 210 and Figure 211.
UPPER CANOPY
FRAME
CANTED STATION 78.5
CENTER
CANOPY FRAME
DOOR FRAME
ASSEMBLY
PILOTS SEAT
STRUCTURE
LOWER CANOPY
FRAME
W.L. 13.10
CANOPY PANEL ASSEMBLY
Figure 210. Forward Fuselage Section 369E
217
CSP369D/E MTM1

Airframe
CANTED STATION 78.5
CANOPY FRAME
DOOR FRAME ASSEMBLY
CANTED FRAME STATION 78.5

LOWER FRAME
LOWER CANOPY
FRAME
W.L. 13.10
CANOPY PANEL ASSEMBLY
Figure 211. Forward Fuselage Section 369D

2.6.1. Cockpit Enclosure
The cockpit enclosure (Ref. Figure 212), also called the pilot compartment, consists of an
aluminum framework enclosed by stretched acrylic windshield sections, door frame sections,
and two doors. The framework is made up of a center canopy frame, lower canopy frame, and
upper canopy frame. The only nonaluminum member of the framework is a fiberglass panel on
the helicopter longitudinal centerline, extending between the lower canopy frame and the pilot
floor support bulkhead. This lower canopy panel provides for installation of the cabin
ventilating air intake, Pitot tube, and landing/hover light assembly.
2.6.2. Windshields
NOTE: Refer to 531000
The canopy framework supports three/four pairs of windshield assemblies on D" model and
four on the E" model (Ref. Figure 212 and 531010). All of the windshield panels are
smokegreytinted, stretched acrylic plastic. The acrylic windshield panels are bonded to
plastic edge retainers, which are fastened to the canopy frame by rivets.
218
CSP369D/E MTM1

Airframe
Figure 212. Cockpit Enclosure
219
CSP369D/E MTM1

Airframe
2.6.3. Pilot And Passenger/Cargo Compartment Doors
The doors and door frames are assembled from inner and outer aluminum stamping, bonded
and spotwelded together (Ref. Figure 213). The doors incorporate 0.080inch
smokegreytinted acrylic windows. Plastic snap vents are installed in each door. The vents
may be rotated in the reinforced window cutout mountings, to provide for intake or exhaust of
cabin ventilating air. The left and righthand passenger/cargo doors are located just aft of the
pilots compartment (fuselage midsection. Each door is constructed of a stamped inner panel to
which an outer skin is bonded and spotwelded.
Each door is equipped with a door latching and safelocking mechanism. The mechanism
provides deadlocking of the doors to prevent inadvertent door opening during flight or on the
ground.
Door latch mechanism current (Ref. Figure 214) Current door latching mechanisms
used on pilot and passenger/cargo compartment doors consist of four hook type latches
mounted on the door frame. The four latches are actuated by latch sliders which are
synchronized and connected by steel connector rods to the door handle.
With the door handle at the rest position, the door may be firmly shut and the hooks will ride
up over and engage their striker pins (Ref. Figure 216). Safelocking is accomplished by
moving the door handle to the lock position, which causes the latch slider that operates each
hook latch to engage a pin within the latch block, preventing further movement until the
handle is moved to the open position. When the handle is moved to the open position, the
latch sliders fully extend the latch hooks from their latch blocks, disengaging them from
their striker pins and allowing the door to open.
Door latch mechanism early configuration. Early mechanisms, installed within the door
panel, consist of four latch blocks that house springloaded latch bolts and safelock triggers
together with latch sliders (Ref. Figure 215).
The latch sliders are interconnected to rods and clevis devices and are moved by turning
inside or outside door handle.
Movement of either handle into safelock position is prevented until door is closed and
safelock position is prevented until door is closed and safelock triggers are actuated by the
strikes. This actuation causes the safelock triggers to clear notches on latch sliders,
allowing the latch sliders and linkage to move into safelock position.
2.6.4. Operational Check Of Hook Latch Door Latching System

220
CSP369D/E MTM1

Airframe
LATCH COVER
(TYP)
FORWARD LATCH
SECOND LATCH
WINDOW
SNAP VENT
DOUBLER
FUSELAGE DOOR
FRAME
SNAP VENT
(TYP)
DOOR SEAL
THIRD LATCH
STOP
STOP
AUTOMATIC
DOOR LATCH
MECHANISM
AUTOMATIC
DOOR LATCH
MECHANISM
DOOR SEAL
FOURTH LATCH
LATCH COVER (TYP)

(4 PLCS)
DOOR SEAL
DOOR PANEL
RETAINER
CLEVIS PIN
DOOR HINGE DOUBLER

PRESSURE
SENSITIVE TAPE
WINDOW
SHIM
(AS REQ)
RIVET
HINGE PIN
HINGE
DOOR PANEL
WINDOW ENGAGEMENT
0.380 IN. (9.652 MM) MIN.
PRELOAD
SPRING
STOP
WINDOW INSTALLATION
DOOR SPRING
DOOR
STRUCTURE
BUSHING
DOOR HINGE HALF

DOOR FRAME (CARGO
DOOR FRAME SHOWN)
HINGE INSTALLATION
SEAL DEPRESSOR
SHIM (NOTE 2)
ANTICHAFING
TAPE
STRIKE (NOTE 1, 2)
WASHER
SCREW
DOOR STRIKE ASSEMBLY
INSTALLATION
NOTES:
1. ALL GAPS BETWEEN STRIKER CORNER JOINTS
AND OUTER EDGES TO BESEALED WITH SEALANT.
2. BOND STRIKER AND SHIMS TO DOOR FRAME, USING
ADHESIVE.
R531004A
Figure 213. Pilot and Passenger/Cargo Compartment Doors
221
CSP369D/E MTM1

Airframe
Figure 214. Door Latch Mechanism Current Configuration

222
CSP369D/E MTM1

Airframe
Figure 215. Door Latch Mechanism Early Configuration
223
CSP369D/E MTM1

Airframe
Figure 216. Door Autolatch Mechanism Positions
224
CSP369D/E MTM1

Airframe
2.7
Station 78.50 Canted Frame

The station 78.50 canted frame is the forward member of the basic truss and establishes the
crosssectional contour of the fuselage at station 78.50. The structure is aluminum with panel
and frame members forming the partition between the cockpit and passenger compartments.
Beneath the floor level, the canted structure serves as the forward bulkhead of the fuel cell area.
Primary strength is provided by 77inch aft canted Cchannels, forming the forward mast
supports, and beaded panels that are joined together to form a rectangular structure with a 12
by 3 inch crosssection. This tunnel provides for passage of the main and tail rotor flight control
rods.
The lateral top portion of the canted frame is formed by two Cchannels that extend across the
tunnel enclosure and curve downward to a Cchannel situated laterally on the frame.
Extending below the lateral channel on each side of the tunnel are sheet metal panels that are
laterally and vertically reinforced with Lchannels. The rear of the tunnel and panel structure
incorporates a floorlevel stressed panel for access to the control components in the station
64to78.50 area. This access panel must be in position prior to flight. Two other panels allow
access to the landing gear dampers and components in the area below the cockpit seats. Panels,
called foot fairings, are used to cover the left and right access openings.
2.8
Cockpit Lower Structure

The cockpit lower structure (Ref. Figure 217) basically consists of two bulkheads, a rib on each
side of the aircraft between the bulkheads, a floor, and the seat support structure. The majority
of the structure is fabricated from aluminum material.
The front side of the pilot floor support bulkhead provides for attachment of the antitorque pedal
support brackets and is the forward wall of the electronics compartment. The rear side is
reinforced with Lchannels and is fittingattached to the center beam assembly forward end.
The bulkhead is the forward termination for the floor support longerons, lower fuselage
longerons, and the cockpit floor. The pilots seat structure bulkhead forms the rear most support
for the floor and the aft wall of the electronics compartment.
Openings are provided in the floor for access to the battery and other electronic/electrical
equipment located in the belowfloorlevel electronics compartment. The openings are covered
by doors that fair into the cockpit floor. Ventilation of the electronics compartment is provided by
cutouts in the two bulkheads and by a vent just below the forward edge of the pilots door.
225
CSP369D/E MTM1

Airframe
STATION 78.50
CANTED FRAME
VERTICAL SUPPORT
(CONTROL RODS TUNNEL)
SEAT SUPPORT
STRUCTURE
PILOTS SEATBELT
FITTING, OUTBOARD
FLOOR
PILOTS SEATBELT
FITTING, INBOARD
CARGO
COMPARTMENT
STATION 78.50
LOWER BULKHEAD
PILOTS FLOOR
SUPPORT BULKHEAD
RIB
Figure 217. Cockpit Lower Structure
226
PILOTS SEAT
STRUCTURE BULKHEAD
CSP369D/E MTM1

Airframe
2.9
Pilot/Copilot Seat Structure

The boxshaped pilot and copilot seat support structures (Ref. Figure 218) are situated over
the seat support and station 78.50 bulkheads. The two seat structures are joined at the front by
the cyclic control and seat support bracket. This support bracket serves as the mounting point
for the cyclic stick interconnecting torque tube and various other main flight controls
components. Aft of the cyclic control support bracket is the controls support bracket, bolted
between the two seat structures. Bellcranks mounted on the controls support bracket allow
cyclic control movements to be changed from fore and aft to essentially a vertical direction.
The collective stick torque tube housing is located in and extends through the left hand seat
structure, with a major pivot bearing at the controls support bracket.
The landing gear damper attach fittings are aluminum and are riveted to the seat structure.
Both seat structures are designed to yield with impact forces. Impact forces of 6 to 9 gs will cause
yielding of landing gear struts and braces, and 8 to 11 gs will cause buckling of the seat
structure.
Figure 218. Pilot/Copilot Seat Structure
227
CSP369D/E MTM1

Airframe
2.10 Aft Fuselage Section
NOTE:
Refer to 533000
The upper aft fuselage section consists of Cant. Sta. 78.50 frame, Cant. Sta. 124.00 frame
(firewall), Mast support structure, Aft Boom Fairing, engine air inlet (plenum chamber)
installation and engine compartment firewall installation (Ref Figure 219).
BOOM FAIRING
FRAME FITTING
AFT BOOM FAIRING

SUPPORT ROD
BOOM
FAIRING RINGS
AFT CANTED
MAST SUPPORTS
STATION 124.00
RH MAST
SUPPORT FITTING
WL 34.96 RIB
STATION 137.50
UPPER SECTION RING
STATION 124.00
CANTED FRAME
Figure 219. Aft Fuselage Section

228
CSP369D/E MTM1

Airframe
The station 124.00 canted frame and lower panel and ring form the aft member of the basic
truss and also establish the rearward cross section of the fuselage (Ref Figure 219
and Figure 220).
The main members of the station 124.00 structure are two forwardcanted aft mast supports
and a canted frame. The Ccross section aft mast supports are joined to the canted frame and
mast support structure at the tops and the lower bulkhead at their lower end. The canted frame
structure incorporates left and right hand compartments outboard of the aft mast supports.
Access panels cover the compartments housing the engine oil tank and oil cooler on the right,
and the cabin heater and transmission oil cooler on the left.
The upper firewall of the engine compartment is constructed of corrosionresistant steel
(CRES) and is canted rearward into the engine compartment area, thus forming the back walls
for the heater and oil system compartments. A smaller center panel is also part of the upper
firewall, and is provided with a circular cutout for passage of the powertrain overrunning
clutch flange.
The lower firewall panel is 0.016 titanium and forms the passenger compartment aft wall and
separates the passenger/cargo and fuel cell area from the engine compartment. A Y cross
section aluminum extrusion attached to the top of the station 124.00 panel forms the canted
intersection and provides attachment for the aft mast supports, canted frame, and the bottom
of the upper firewall panels. On the Model 369E helicopter, additional soundproofing
(Ref. Figure 221) is fitted over the main transmission and at canted frame station 124.00.
229
CSP369D/E MTM1

Airframe
MAST SUPPORT
STRUCTURE
TAIL ROTOR DRIVE OUTPUT

SEAL DRAIN TUBE
MAIN
TRANSMISSION
COOLING BLOWER DRAIN TUBE

AFT MAST
SUPPORT
CHANNEL
DRAIN
INPUT SHAFT
SEAL DRAIN TUBE
COOLING BLOWER
Y EXTRUSION
UPPER
FIREWALL
STATION 124
CANTED
FRAME
METAL DRAIN TUBE
PLENUM DRAIN TUBE
LOWER
FIREWALL
GROMMETS
103007
Figure 220. Station 124.00 Canted Frame

230
CSP369D/E MTM1

Airframe
TRANSMISSION
PANEL
CURRENT CONFIGURATION
QUARTER
PANEL
TRANSMISSION
PANEL
EARLY CONFIGURATION
QUARTER PANEL
G5330032
Figure 221. Model 369E Station 124.00 Canted Frame Soundproofing
231
CSP369D/E MTM1

Airframe
2.10.2. Aft Fuselage Boom Fairing
The aft fuselage boom fairing is a semi monocoque structure and consists of the tail cone and
turtleback, or lower section (Ref. Figure 222).
The boom fairing tail cone is part of a subassembly and consists of six diestamped aluminum
rings, five of which are attached to the upper engine compartment ring and rib structure.
A sixth ring is suspended approximately 12 inches forward of the rearmost fuselage structure.
The rearmost structure consists of a frame fitting utilized for tailboom attachment, tail rotor
drive shaft damper support, and fuselage jacking. The rings and single fitting are
interconnected with longerons and an aft channel, rivetsecured into a semimonocoque
assembly, and are attached to the canted station 124.00 and mast support structure, thus
forming an integrated aft fuselage assembly.
The turtleback or lower section is formed by the station 137.50 ring and three ribs which
straddle a horizontal rib referred to as the waterline 34.96 rib. The structure forms the top of
the engine compartment. The engine compartment top is shielded by the upper firewall, which
is comprised of a ceramic blanket and stainless steel foil sheet. The upper firewall is held into
position by snaps and pressuresensitive tape. A corrosionresistant steel (CRES) eye is
attached to an intercostal and protrudes down through the upper firewall, providing an
attachment for a hoist for engine removal.
Figure 222. Aft Fuselage Boom Fairing

232
CSP369D/E MTM1

Airframe
2.10.3. Mast Support Structure
The mast support structure is composed of fittings, a pan and an aft panel incorporating
provisions for attachment of the static mast assembly base and main transmission to the
airframe structure (Ref. Figure 223).
The station 78.50 canted frame and station 124.00 canted frame are interconnected at their
tops by the mast support structure. The mast support structure is composed of two longitudinal
mast support forged steel fittings, a pan, and an aft panel, incorporating provisions for
attachment of the static mast assembly base and main transmission to the airframe structure.
Aluminum sheet forms the bottom pan and the aft panel. The pan is provided with a center
cutout for main rotor shaft passage, a forward cutout for main transmission oil filler access, and
two drains. The front of the structure is formed by two aluminum Lchannels that are
lockbolted to flanges of the forged fittings. The rear of the support structure is supported by
two lateral Cchannels.
The mast support structure in the fuselage assembly is jigaligned to fit the station 78.50 and
canted station 124.00 mast supports in a manner that provides a 3 degree forward tilt to the
mast structure. The mast base is secured by a bolt at each corner of the mast support fitting.
Four holes in the pan allow insertion of four studs into captive nuts in the static mast base. The
stud ends attaching to the static mast bore are lefthand thread. The stud ends protruding
through the pan for main transmission attachment are righthand thread.
The main rotor static mast assembly and its attaching and support structure are probably the
most important failsafe provision in the airframe. The mast base (aluminum) forging attaches
at four points to a subframe (mast support fittings) that is permanently attached to the major
members of the main forward and aft center fuselage frames. The complete mast assembly and
supports are failsafe to 100 percent design load.
233
CSP369D/E MTM1

Airframe
MAIN ROTOR MAST

ASSEMBLY
MAST SUPPORT FITTING

OIL COOLER BLOWER
AIR ACCESS HOLE
MAST SUPPORT
STRUCTURE PAN
DRAIN
HOLE
MAIN TRANSMISSION
MOUNTING STUD
AND ELECTRICAL GROUND
Figure 223. Mast Support Structure

234
MAST SUPPORT FITTING
CSP369D/E MTM1

Airframe
2.10.4. Engine Air Inlet Installation
Refer to 533000
Engine air inlet fairings utilized on the helicopter are constructed of fiberglass and
polyurethane foam reinforcements, and a lower aluminum channel bonded into the structure
edge for assembly attachment.
The front fairing consists of two removable sections which are attached to the top of the
fuselage skin and to the rear fairing with screws for ease of removal or inspection. The aft
portion of the engine air inlet fairing is permanently riveted to the airframe external skin.
An access door is provided on the right aft fairing for maintenance access into the engine air
inlet duct areas. A UHF/VHF antenna and static port are bonded to the aft vertical face and is
part of the aft fairing. Airflow to the engine and oil cooler blower is directed by the air inlet
fairings. Air being rammed or drawn into the front air inlet fairing moves through the center of
the fairing to the oil cooler air inlet screen where some of the air is diverted to the oil cooler
blower. The remaining air passes through the engine air inlet screen and is turned downward
through the engine plenum chamber and into the engine compressor.
ENGINE AIR INLET SCREEN
TAIL ROTOR CONTROL ROD

BOOT SUPPORT
PLENUM CHAMBER
ACCESS DOOR
EARLY CONFIGURATION
ENGINE AIR INLET

AFT FAIRING
BLOWER OIL COOLER
AIR INLET SCREEN
Figure 224. Figure 320. Engine Air Inlet Installation
235
CSP369D/E MTM1

Airframe
2.11 Particle Separator Filter Option
The helicopter may be equipped with an optional inertialtype particle separator which
replaces the standard engine air inlet screen (Ref. Figure 225 or Figure 226). The inertial
particle separator modifies the helicopter with electrical, mechanical, and scavenge air
equipment for control of filter operation. The particle separator contains swirl guides, which
increase air velocity, separate heavy contaminant particles, and filters engine air. A solenoid air
valve and air lines route engine compressor bleed air to the particle separator manifold which
ejects the contaminants. Mechanical door operating equipment opens a hinged plenum
chamber access door for air bypass in the event of a clogged filter. A hinged access panel is
installed at the forward top center of the engine air inlet fairing at approximately station 127.00
to allow easy access to the mist eliminator. See Figure 227 for a simplified schematic of the
Particle Separator Filter installation. Refer to applicable optional equipment manual for
detailed maintenance instructions.
MIST ELIMINATOR
ACCESS DOOR
PLENUM CHAMBER
ACCESS DOOR
MIST ELIMINATOR
APM
PARTICLE SEPARATOR
FAIRING ASSEMBLY
PARTICLE SEPARATOR
SCAV AIR
DIRECTIONAL
CONTROL ROD
AND BOOT
AIR
DIFFERENTIAL
SWITCH
FLAPPER VALVE
ROTATED
FLAPPER VALVE
INSTALLATION
Figure 225. Engine Air Inlet (Particle Separator Filter Installation)

Model 369D Current Configuration and Model 369E
236
CSP369D/E MTM1

Airframe
Figure 226. Figure 321. Engine Air Inlet (Particle Separator Filter Installation)
Model 369D Early Configuration
237
FILTER BYPASS CONTROL

PULL HANDLE FWD
238
Figure 227. Particle Separator Filter Installation Schematic
OFF
AIR PRESSURE SWITCH

(PRESSURE ACTIVATED)
AIR BLEED SOLENOID

(SHUTOFF) VALVE
INDICATOR
LIGHT
AIR
FILTER
CLOGD
FILTER TUBE
(SEE DETAIL VIEW)
EJECTOR MANIFOLD
LOCATED ON BOTTOM
OF PARTICLE SEPARATOR
SWIRL GUIDES
EJECTOR
MANIFOLD
ENGINE COMPRESSOR BLEED AIR
SCAVENGE EJECTOR NOZZLE
PULL HANDLE
PLENUM CHAMBER
ACCESS (FILTER
BYPASS) DOOR
NORMALLY CLOSED
(VIEW LOOKING DOWN)
TO ENGINE
AIR INLET
SWIRL GUIDES
FILTER SCREEN
FILTERED
AIR TO
ENGINE
AIR INLET
ELECTRICAL ACTUATION
MECHANICAL ACTUATION
ENGINE COMPRESSOR BLEED AIR
CONTAMINATED AIR
ATMOSPHERIC AIR
FILTERED AIR
ENGINE AIR INLET

AFT FAIRING
CONTAMINATED AIR
TO SCAVENGE EJECTOR
SWIRL GUIDES
FILTER TUBE DETAIL VIEW
SCAV
AIR
SCAV AIR OUTLET

FLAPPER VALVE
TYPICAL FILTER FUNCTION
CSP369D/E MTM1

Airframe
CSP369D/E MTM1

Airframe
2.12 AFS Inlet Barrier Filter (IBF)
NOTE:
Refer to AFS MD500IBFKITOMM/IPL, Operations Manual and Illustrated Parts

Manual.
The Aerospace Filtration Systems (AFS) IBF system design includes an all new aircraft upper
aft engine inlet fairing assembly. The aft fairing conforms to the inlet duct and upper section of
the engine inlet plenum chamber.
The IBF is comprised of an aerodynamic structural fairing, integral structural frame and
deflector, integral bypass system, two barrier filter assemblies (forward and upper), integral
seals, plumbing for the existing differential pressure switch, two forward floor plates and a
control rod fairing that interfaces with the existing flexible boot and tail rotor control rod to seal
the inlet plenum. The IBF fairing employs a mechanically operated inlet bypass system to
permit unfiltered air to enter the engine inlet plenum chamber should the IBF filter media
become obstructed. Once the bypass system is rigged during the IBF system installation, no
recurring maintenance is required. The standard MDHI MD500 aircraft inlet differential
pressure sensor is used. The sensor provides an indication to the pilot of debris accumulation on
the filter elements, glossing over due to ice or snow, and when to activate the bypass system
prior to the pressure drop across the filters exceeding operational limits.
The AIR FILTER CLOGGED caution light illuminates when the pressure drop across the IBF
elements reaches the aircraft inlet differential pressure switch setting. The pilot must evaluate
current conditions, closely monitor TOT, and assess mission requirements to determine
whether to continue the flight, open the bypass door or return to place of origin or nearest
airfield. The bypass door is mechanically opened by the pilot from the cockpit by pulling the
filter bypass control.
The actual service interval must be based on a combination of tracking engine Power Check
data (Refer to Section V of the applicable MD500 Series Rotorcraft Flight Manual), cumulative
operating hours, AIR FILTER CLOGGED indication and visual inspections. Any steady
illumination of the AIR FILTER CLOGGED light, where the pressure sensor and indicating
system are shown to be working properly, requires servicing of the filter elements at the earliest
opportunity. The gradual increase in pressure drop across the IBF elements causes a reduction
in temperature margin as measured by the Power Check. When possible, in order to minimize
unnecessary filter changes, the servicing of the IBF should only be performed after standard
troubleshooting methods are exhausted and the only remaining suspect performance driven
anomaly is inlet pressure loss. The recommended service interval is 100 hours, which can be
coupled with other aircraft/engine inspections. The decision whether to service the filter based
on the results of a visual inspection will reside with the pilot. If physical evidence is present that
a fungus is growing over a substantial portion of the filter media assembly (30% per assembly),
it will require servicing. Maximum number of service cycles (i.e., cleaning/oiling) is limited to 15
for each filter assembly. The forward and upper filter assemblies include a data plate that must
be scribed to track filter service cycles.
239
CSP369D/E MTM1

Airframe
UPPER BARRIER FILTER
FORWARD BARRIER FILTER
BYPASS DOOR
TAIL ROTOR CONTROL ROD FAIRING

AIR PRESSURE DIFFERENTIAL SWITCH
Figure 228. AFS Inlet Barrier Filter

240
CSP369D/E MTM1

Airframe
2.13 Engine Mount Assembly
NOTE:
Refer to 710000
The engine is mounted in the airframe at a 47degree noseup attitude on a mounting structure
consisting of one lower and two upper engine mounts (Ref. Figure 229). Each of the three
engine mounts is a welded tubular steel structure which is heat treated for optimum strength.
The two upper engine mounts are adjustable to assist in engine alignment.
The two left and right engine mounts are symmetrically opposite assemblies. The longest end of
each upper engine mount is bolted to upper engine mount fuselage fittings attached to the
Yextrusion of the fuselage aft section, located 20 inches outboard of the aft station 124.00
centerline. The lower, short leg is boltattached to an engine mount and damper fitting. All
engine mount attachment fittings and attaching hardware are manufactured from
corrosionresistant steel (CRES).
NOTES:
241
CSP369D/E MTM1

Airframe
ENGINE HOIST
FITTING
BULKHEAD SPLICE
FITTING
FIREWALL BULKHEAD
STA 124.00
BULKHEAD SPLICE
FITTING
LOWER ENGINE
MOUNT
LOWER ENGINE
MOUNT ATTACH
FITTING
LOWER ENGINE MOUNT INSTALLATION
ENGINE
FITTING
UPPER ENGINE
MOUNT ASSY
AIRFRAME
FITTING
LANDING GEAR
DAMPER FITTING
NOTE:
THICK WASHERS ARE USED IN LOCATIONS
MARKED WITH ASTERISK ( * ).
UPPER ENGINE MOUNT INSTALLATION
Figure 229. Engine Mount Assembly

242
G710002
CSP369D/E MTM1

Airframe
2.14 Engine Access Doors
NOTE:
Refer to 524000
The left and right vertical exteriors of the engine compartment ring frame incorporate four
hinges for the left and right engine compartment doors (Ref. Figure 230). The doors form the
lower rear fuselage contour. The doors are composed of two aluminum stamped sections, bonded
together.
Each engine door incorporates a 9inch holding rod that hooks to an extended left and right
fuselage bracket, mounted between the station 124.00 lower panel and the engine compartment
lower ring outer skin panels. The door forward edges are aligned to station 137.00 lower ring by
adjustable alignment pins that mate, upon closing, into matching guide holes, with nylon
Vstrikers to align lower midsection of latch.
Both engine access doors are provided with adjustable position hinges. The adjustment feature
is provided by means of adjustable serrated flanges and elongated slots for door tostructure
alignment.
The door latching system provides door closure tension by movement of a primary latch lever to
an overcenter position. This movement (rotation around the pivot rivet) causes the lever to
swing eccentrically and brings a hook latch to bear on a catch. The final movement of the
primary latch lever to the closed position causes the primary latch lever to strike a secondary
lock ramp, and thereby moves the secondary lock. As soon as the primary latch lever is closed,
the secondary lock continues to move into a detent position, and, in so doing, secures the
primary latch lever from reopening.
NOTES:
243
CSP369D/E MTM1

Airframe
PLATE
ABRASION TAPE
STOP
CATCH
HOOK
LEVER
AFT LATCHING
BRACKET
BRACKET
PIN
LOWER BRACKET INSTALLATION
STRIKERS
HOOK
PIN
BRACKET
DOOR HOLDOPEN HOOK
AFT LOWER LATCHING
Figure 230. Engine Access Doors (Sheet 1 of 2)
244
CSP369D/E MTM1

Airframe
FUSELAGE STRUCTURE
FORWARD HALF
RIVNUT
SHIM
PLATE
STEEL SPACER
AFT HALF
NYLON WASHERS
UPPER HINGE
FUSELAGE STRUCTURE
RIVNUT
STEEL SPACER
SHIM
FORWARD HALF
SHIM
PLATE
NYLON WASHERS
AFT HALF
LOWER HINGE
Figure 231. Engine Access Doors (Sheet 2 of 2)

2.15 Tailboom And Empennage
The tailboom assembly is a stressed, tapered cone and houses the tail rotor drive shaft, tail rotor
control pushpull rod, and an electrical conduit.
The empennage consists of a vertical stabilizer and a horizontal stabilizer, which are attached to
the tailboom by two aluminum frames.
The purpose of the vertical stabilizer and the tip plates is to stabilize the helicopter about its
vertical axis during high speed forward flight. The horizontal stabilizer stabilizes the pitch axis
of the helicopter during high speed forward flight. There are no movable components associated
with the empennage.
245
CSP369D/E MTM1

Airframe
2.15.1. Tailboom Assembly
NOTE:
Refer to 534000
The tailboom is constructed from two 85inch long, 0.040inchthick aluminum sheets
longitudinally riveted over three fittings and a frame (Ref. Figure 232). The forward frame
fitting is a 12inchdiameter aluminum forging that is longitudinally drilled to accommodate
four bolts for attaching the tailboom to the fuselage boom fairing fitting. The aft end of the fitting
is hat sectional shaped at the 3, 6, 9, and 12 oclock positions and attached internally to four
12inchlong longerons. The longerons are rivetattached to the fitting lugs, boom skin, and an
11 15/16inch diameter former. The 12inch fittingtoformer longeron reinforcement is the
only semimonocoque construction in the tailboom assembly.
The booms taper is formed by a rearmost 61/4inch diameter forged aluminum frame
assembly with studs for attaching the tail rotor gearbox and aft root fittings of the vertical
stabilizer. Just inches forward of the rear frame assembly is a 61/2inch diameter aluminum
frame ring and fittings that provide attachment for the forward bolts of the vertical stabilizer.
Three tail rotor control rod supports are mounted inside the tailboom assembly, with the flange
of each support formed to match the concave contour of the inner boom skin. Each support has a
grommetlined passage hole for alignment and guidance of the tail rotor control rod and
provides security for the tail position light, chip detector wire and anti collision light conduit.
FRAME ASSEMBLY
FITTING
CANTED STATION 273.90

FRAME RING
CANTED STATION 209.78 FRAME
CONDUIT
FRAME AND GUSSET FITTING
LONGERON
ACCESS HOLE
CANTED STATION 197.78 FRAME FITTING
Figure 232. Tailboom Assembly

246
CSP369D/E MTM1

Airframe
2.15.2. Vertical Stabilizer
NOTE: Refer to SRM 535010
The vertical stabilizer consists of two Ushaped spars with cast attach fittings and
reinforcement clips at the center (Ref. Figure 233). The upper ends of the spars are joined by
an aluminum fitting which has provisions for attachment of the horizontal stabilizer. The lower
ends of the spars are joined by a welded tail skid assembly.
The entire cavity between the spars is filled with a honeycomb core, to which two outside skin
surface panels are bonded. The leading and trailing edges are formed with contoured
aluminum sheets bonded to these outside skin panels. The upper and lower sections of the
leading and trailing edges are reinforced and joined at the center by aluminum ribs. The gap
formed by these ribs is closed with glass cloth and adhesive. The ends of the leading and trailing
edges are closed by ribs riveted and bonded in place. Provisions for electrical wiring for
anticollision and position lights are contained within the trailing edge structure attached to
the trailing edge Ushaped spar.
The vertical stabilizer is mounted aft, right of the tailboom and is bolted to the tail rotor
transmission and stabilizer mount fittings.
TOP FITTING
HONEYCOMB CORE
LEADING EDGE SKIN
AFT SPAR
ANTICOLLISION LIGHT
SUPPORT
BONDED SKIN
FORWARD SPAR
CONDUIT TUBE
HONEYCOMB CORE AND
BONDED SKINS
TRAILING EDGE
LEADING
EDGE
CENTER FITTING
HONEYCOMB CORE
SPAR
HONEYCOMB CORE
CROSS SECTION
SPAR
TRAILING EDGE SKIN
FORWARD AND AFT

CLOSING RIBS
SKID ASSEMBLY
Figure 233. Vertical Stabilizer
247
CSP369D/E MTM1

Airframe
2.15.3. Horizontal Stabilizer
NOTE: Refer to SRM 535010
The horizontal stabilizer consists of two U shaped spars, four riveted attachment fittings
located at the center, a center rib assembly, four ribs, two end caps, and two skin sections used
to close the internal structure (Ref. Figure 234). The skin is riveted to the ribs and spars and
the gap formed by the two skin halves is closed with glass cloth and adhesive. Provisions for
electrical wiring and attachment of the position light are provided by the center rib assembly.
The Model 369D stabilizer tip plates consist of a onepiece aluminum skin wrapped around a
Nomex honeycomb core with the trailing edge formed by the bend radius. The Model 369E
stabilizer tip plates are constructed of 2 ply Kelvar skins bonded over a Nomex honeycomb core.
Four aluminum sleeve bushings are installed through each structure to provide for attachment
to the horizontal stabilizer.
There are two onepound carbon steel weights installed on the horizontal stabilizer between
the ends and tip plates (not installed with 4bladed tailrotor).
TAB WEIGHT (AS APPLICABLE)
TAB
DOUBLERS
POSITION
LIGHT
BRACKET
CENTER RIB ASSEMBLY
SKIN
INTERMEDIATE
RIB ASSEMBLY
OUTBOARD
RIB ASSEMBLY
AFT SPAR
UPPER CAP
HONEY COMB CORE
FORWARD AND
AFT ATTACHMENT
FITTINGS
HONEY
COMB CORE
DOUBLER
FORWARD
SPAR
END CAP
DOUBLER
ALUMINUM SKIN
LOWER
CAP
MODEL 500D ONLY

END CAP
KEVLAR
SKIN
Figure 234. Horizontal Stabilizer and Tip Plates

248
TIP WEIGHT
(500D/E 2BLD T/R ONLY)
CSP369D/E MTM1

Airframe
2.16 Landing Gear
NOTE:
Reference applicable data in CSPHMI2 Manual, chapter 321000.
The purpose of the landing gear is threefold. It must act as the aircraft supporting carriage
when the aircraft is in ground contact, withstand the shocks encountered in landing and ground
handling, and provide a stable platform to prevent ground resonance.
The external appearance of the landing gear is quite misleading, as it appears to conform to a
rigid gear installation that absorbs shock solely through the elasticity of its metal members.
The landing gear primarily absorbs landing forces via shock struts (dampers). The elastic
capabilities of the skids and struts function only as a backup for the landing gear dampers when
overload conditions warrant.
2.17 Landing Gear Design and Construction Details
The landing gear consists of two strut mounted, shockdampened, individually replaceable
skids aligned longitudinally along the lower exterior of the fuselage (Ref. Figure 235). Each
left and right hand skid is connected to the fuselage through two struts with side braces. The
struts pivot from fuselage landing gear fittings as a unit when the damper assemblies are
displaced vertically through their normal working stroke.
Each strut extends downward from the lower fuselage exterior and is provided with a fiberglass
telescopic fillet and fairing assembly to reduce aerodynamic drag of the tubular struts while
enabling unrestricted movement of the struts.
2.17.1. Skid Tube
The skid tubes are seamless, extruded, aluminum alloy tubing. The tube is approximately 90
inches in length and has an average outside diameter of 2.75 inches. The lower surface and the
surface around the entire perimeter of the tube at the forward strut attachment points
incorporate a heavy wall structure (0.095 inch) for added tube strength. The tubes are
externally hard anodized, black in color, and internally zinc chromated for corrosion and
abrasion protection.
A position light cap is bonded and screwattached to the outer tube wall and is utilized to
streamline and seal the forward end of the skid tube. Sealing and reinforcement of the tube at
the rearmost tube end is provided by an aluminum alloy plug that is inserted into the skid tube
and secured by bonding. The forward and aft foot attachment points of each skid are
fixturedrilled to provide holes at each point and anchor gang nut plates are installed into the
tube forward interior and permanently aligned to correspond with the fixturedrilled holes. The above
drilling and anchor nut incorporation establishes inter changeability and ease of maintainability of the
individual skid tubes.
Four individually replaceable skid abrasion strips are boltattached to the skid tube lower
surface. The abrasion strips provide protection for the aluminum skid tubes while in ground
contact.
249
CSP369D/E MTM1

Airframe
BONDING
JUMPER
DAMPER
CLAMP
CENTER BEAM
STRUT
DAMPER
ABRASION
STRIP
GROUND
HANDLING
FITTINGS
BRACE
CABIN ENTRY
STEP
STRUT
FOOT
ABRASION
STRIP
SAFETY
WALK TAPE
NONSKID TAPE
SKID TUBE
FOOT
SKID
POSITION
LIGHT
SERVICE LOOP
ABRASION
STRIP
ELECTRICAL HARNESS
FORWARD
ABRASION
STRIP
SKID
EXTENSION
AFT
NUT
FOOT
BOLT
BEARING ASSY
ADAPTER SLEEVE
SKID ASSEMBLY
SPACER
Figure 235. Standard Landing Gear

250
CSP369D/E MTM1

Airframe
2.17.2. Strut Feet
Each skid tube has two strut feet which facilitate skidtostrut attachment. The strut feet are
forged aluminum and are machined to fit the skid contour.
The forward strut foot is bolted to four of the eight fixturedrilled attachment holes. Two holes
in the forward foot attachment area are plugged with fillisterhead nylon screws. The aft foot is
attached to a bearing assembly which slips over the aft end of the skid and allows the skid to
pivot as the dampers extend and retract to prevent torsional twisting of the skid tubes.
The protruding male extensions of the feet are inserted into the internally bored struts and
retained by drilling both components simultaneously and incorporating two adjustable
bushing bolts.
2.17.3. Strut
The basic strut is an aluminumalloy forging machined to a tubular cross section with a 124
degree oblique angle (approximately Lshaped). The forging is bored internally, with the strut
internal elbow having heavier wall thickness. A forked lug is machined and drilled at the upper
exterior of the elbow to form the landing gear damper pivot and retention point and a single
hole is vertically bored for support brace attachment just inboard of the damper fork lug.
The shorter, inward leg of the strut is closed with a forged aluminum insert fitting, providing a
retention point and pivot attachment of the strut at the fuselage landing gear fitting.
2.17.4. Brace
The brace, an aluminumalloy Ibeam forging, provides longitudinal and lateral stability and
restrains twisting of the landing gear skids. The brace yoke end is single boltattached to the
strut elbow; a machined, forked opposite end is retained by and pivots from the fuselage
landing gear fitting.
2.17.5. Cabin Entry Step
The two cabin entry steps are located on the leading edge of the forward struts. The steps are
formed of tubular aluminum, are covered with nonskid tape, and are attached to the strut with
lockbolts.
2.17.6. Position Lights And Wiring
Position lights include two side position lights installed as standard equipment at the forward
tips of the landing gear skid tubes; left light is red and right light is green. Electrical wiring is
contained within the landing gear structure and runs aft from the position lights through the
skid tubes to splice connections at the bore of each forward strut. The wiring then turns upward
through each strut and exits near the center beam attach fitting.
2.17.7. Landing Gear Fairing Assembly
The landing gear fairings are constructed of fiberglass or aluminum and form an aerodynamic
contour around each landing gear strut (Ref. Figure 236).
The fairing is a twopiece cover attached to the strut by two aluminum brackets and a contour
rib. The fairings are constructed with a longitudinal split line at the approximate midposition
and are externally beaded for additional reinforcement.
The lower fairing halfsection is attached to the strut brackets and at the trailing edge by screw
retention for ease of removal and/or replacement. The upper fairing halfsection is
rivetretained to the strutaffixed contour rib and a bracket. The leading edge of the lower
forward strut fairings is provided with a cutout for a tubular cabin entry step.
The fillet assemblies are also constructed of fiberglass and establish a transition to the fuselage
lower section contour. The fairing telescopes inside the fillet to allow displacement of the struts
251
CSP369D/E MTM1

Airframe
upon landing gear compression or extension. A combination fillet, internal strutaligned
sliding rib, spring, and guide pin assembly is used in the flexible assemblys construction.
Flexibility is accomplished through two springs and guide pins that are oriented and attached
to the sliding fillet rib. The springs are aligned and retained by a guide rod protruding through
two corresponding holes in the strutattached contour rib. The applied spring tension between
the sliding fillet rib and fixed fairing rib positions the fillet assemblies against a
fuselagecontoured fiberglass chafe strip.
CHAFING PAD
TEFLON STRIP
FILLET
OUTER GUIDE HALF
TEFLON PADS
(INSIDE GUIDES)
UPPER GUIDE PIN ASSEMBLY,
INNER GUIDE HALF AND SPRINGS
UPPER FAIRING
LOWER FAIRING
A
A
*TYPICAL FORWARD
FAIRINGS ONLY
SEAL
SEAL
FAIRING BRACKET
103177
Figure 236. Landing Gear Fairing Assembly
252
CSP369D/E MTM1

Airframe
2.17.8. Landing Gear Damper
The landing gear dampers serve the purpose of absorbing and dissipating the landing shock on
the compression stroke of the landing gear, absorbing and dissipating recoil shocks that occur
on the extension stroke of the landing gear during takeoff, and act as a stable structural
member to support the helicopter during rotor engagement, disengagement, and while static
(Ref. Figure 237).
The landing gear dampers operational mode is near vertical, with lower attachment points on
the landing gear strut and the upper attachment points on forgings attached to the airframe.
Both nitrogen and aircraft hydraulic fluid are utilized in the dampers to produce a controlled
resistance during landing gear damper compression and extension. The static helicopter
weight is carried by nitrogen volume. Compressed nitrogen, with the aid of landing gear
weight, serves to extend the damper during flight. Impact compression energy is absorbed by
fluid metering and nitrogen volume compression.
The telescoping members of the damper, known as the piston and barrel, form an upper and
lower chamber. The barrel chamber is filled to maximum capacity with aircraft hydraulic fluid,
while the piston chamber contains compressed nitrogen. A main orifice is placed between the
two chambers, through which fluid is metered into the pistons nitrogen chamber during
damper compression; fluid is also metered, on extension, by the main and two rebound poppet
orifices.
SERVICE AND INSPECTION. The standard poppettype landing gear damper (Ref.
Figure 237) is initially factoryserviced with a specific volume of hydraulic fluid and
charged with nitrogen. The dampers are to be considered as sealed units, to be replaced and
overhauled if damaged or if loss of nitrogen charge or hydraulic fluid occurs. A new style
damper allows for the unit to be serviced with nitrogen, without the need to necessarily
overhauling the dampers.
253
CSP369D/E MTM1
1
UPPER CAP ASSEMBLY
UPPER CAP BEARING
PLUG
ORING
ORING
LOWER CAP ASSEMBLY
LOWER CAP BEARING
PISTON
SPRING
HOUSING
ORING
BAFFLE
LOWER BACKUP RING
ORING
UPPER BACKUP RING
ORING
RETAINING RING
WASHER
SCRAPER RING
SEAL
BARREL
MAIN POPPET RETAINING RING
RETAINER
SPRING
MAIN POPPET
REBOUND POPPET RETAINING RING
REBOUND POPPET
SERVICE DECAL
SERIAL NUMBER PLATE
WARNING PLATE
CAUTION DECAL
25
24
10
12
11 *
(NOTE 1)
13 *
19 *
20 *
14 *
15 *
16 *
17
18
5*
22
23
9
(NOTE 1)
26
27
SIGHT
GLASS
(NOTE 5)
NOTES:
1. DRAIN HOLE
2. ASTERISK (*) INDICATES ITEM IS PART OF
OVERHAUL KIT.
3. SCHRADER VALVE DAMPER ONLY.
4. DAMPER ASSEMBLY SHOWN COMPRESSED.
5. FOR SCHRADER VALVE EQUIPPED
DAMPERS.
(NOTE 5)
Figure 237. Landing Gear Damper

254
30
31
29
28 *
21
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32*
(NOTE 3)
36*
(NOTE 3)
(NOTE 3)35
33 (NOTE 3)
4*
15 *
34 (NOTE 3)

Airframe
CSP369D/E MTM1

Airframe
NITROGEN
START OF
COMPRESSION
START OF
EXTENSION
HYDRAULIC
FLUID
FLUID FLOW
DIRECTION
SHOWN BEGINNING
TO ABSORB
LANDING LOAD
COMPRESSION
MAIN POPPET SEATED FLUID FLOW UP
THRU MAIN ORIFICE OF MAIN POPPET
REBOUND POPPETS UNSEATED FLUID FLOW UP
AROUND SIDE AND THRU ORifices
OF REBOUND POPPETS
EXTENSION
MAIN POPPET UNSEATED FLUID FLOW
DOWN THRU MAIN AND SIDE ORIFICES
OF MAIN POPPET
REBOUND POPPETS SEATED FLUID FLOW
METERED THRU ORIFICE OF
REBOUND POPPET
Figure 238. PoppetType Landing Gear Damper (Simplified)

OPERATION (Ref. Figure 238). The compression stroke of the damper occurs when a load
is applied to the landing gear. The speed of damper compression is determined by the rate at
which the hydraulic fluid is displaced from the barrel chamber, thereby compressing a
specific volume of nitrogen located within the piston chamber.
In compression, the piston applies force to the hydraulic fluid in the barrel chamber.
Continuing to compress the damper establishes a fluid flow through two rebound poppet
valves located within the piston housing. The fluid flows from the lower barrel chamber to
the upper barrel chamber. The upper barrel chamber is the area between the piston and
cylinder walls. The volume of the upper barrel chamber is not great enough to allow all the
fluid to transfer. The remainder of the fluid is forced through the main poppet valve into the
piston chamber to compress the nitrogen thereby, controlling the rate of helicopter settling.
Removing the applied load from the damper will allow normal expansion of the compressed
nitrogen, displacing the hydraulic fluid from the piston chamber. The downward movement
of the hydraulic fluid moves the main poppet off its seat and exposes eight angularly drilled
orifices which offer a greatly increased flow rate. Continued expansion forces both rebound
poppets to move downward onto their housing seats which offers reduced fluid flow through
two rebound orifices, and provides for soft extension without damper rebound. Barrel
telescopic extension downward from the piston housing is further cushioned by a heavy
spring. The fully extended position of the barrel is the condition the damper will retain in
flight.
255
CSP369D/E MTM1

Airframe
2.18 Extended Landing Gear
The extended landing gear raises the helicopter fuselage approximately 9 inches higher than
the standard landing gear (Ref. Figure 239). The installation consists of longer skid tubes,
longer skid extensions, longer strut feet, longer lower fairings, and different aft landing gear
dampers. All other components are standard configuration. The two standard forward dampers
are color coded white and the two extended gear aft dampers are color coded black. Extended
gear aft dampers (black) have higher nitrogen gas pressure than standard dampers (white).
AFT DAMPER ASSEMBLY
(BLACK)
STRUT
(TYP)
LOWER FAIRING
ASSEMBLY
FOOT ASSEMBLY
(TYP)
SEALING
COMPOUND
KNIFE SPLICE
LOWER FAIRING
ASSEMBLY
ABC BOLT
STEP
SEALING COMPOUND
ABC BOLT
SEALING COMPOUND
SKID ASSEMBLY
SERVICE LOOP
POSITION
LIGHT
ELECTRICAL HARNESS
TG321008
Figure 239. Extended Landing Gear

256
CSP369D/E MTM1

Powertrain
SECTION THREE
Powertrain
CSP369D/E MTM1

Powertrain
TAIL ROTOR
TRANSMISSION
TAIL ROTOR
DRIVESHAFT
MAIN ROTOR
DRIVESHAFT
MAIN
TRANSMISSION
OIL COOLER BLOWER
MAIN TRANSMISSION
DRIVESHAFT
OVERRUNNING
CLUTCH
103% RPM
MAIN TRANSMISSION
DRIVESHAFT
TAIL ROTOR DRIVESHAFT
TAIL ROTOR OUTPUT SHAFT
MAIN ROTOR DRIVE SHAFT
OIL COOLER BLOWER
Figure 31. Powertrain System
32
6196
2140
2933
491
12,392
CSP369D/E MTM1

Powertrain
3.0
Powertrain
NOTE:
Reference applicable data in CSPHMI2 or COM, 630000, 631000, 631510,

632000, 632025, 632100, and 632510.
The powertrain serves to convey the engine produced torque to the main and tail rotors. The
powertrain major components, starting at the engine and proceeding toward the main and tail
rotors, function as follows:
Overrunning clutch. Acts as a freewheeling unit in the case of engine failure and
autorotation.
Main transmission drive shaft. Situated between the overrunning clutch and the main
transmission. Transmits engine torque from the output of the overrunning clutch to the
input for the main transmission.
Oil cooler blower. Cools the engine oil and main transmission oil. Supplies air to the heater,
defogger, and to the engine compartment.
Main transmission. Acts as speed reducer, changes the angle of drive to the main and tail
rotor takeoffs, and drives several accessories.
Main rotor drive shaft. Driven by the main transmission and flanged to, and therefore
turns, the main rotor hub.
Tail rotor drive shaft. Connects the main transmission and the tail rotor transmission. A
damper located forward of the center of the shaft reduces vibration in the tail rotor drive
system.
Tail rotor transmission. Acts as a speed increaser, changes the angle of drive, and serves as
the mount for the tail rotor assembly.
33
CSP369D/E MTM1

Powertrain
CLUTCH
LAMINATED SHIM
GAP
0.035 IN. (0.889 MM)
0.055 IN. (1.397 MM)
COUPLING
MAIN DRIVE SHAFT
OVERRUNNING
CLUTCH SHAFT
COUPLING
BOLT
COUPLINGTOCLUTCH SHIMMING
CLUTCH
COUPLING
LAMINATED
COUPLING SHIM
ORING
ENGINE SHAFT
FIREWALL SEAL
OVERRUNNING
CLUTCH
REPLACEMENT OF COMPLETE CLUTCH
CLUTCH SUBASSEMBLY
RETAINING RING
(BEVELED SIDE OUTWARD)
ENGINE POWER AND

ACCESSORY GEARBOX
ENGINE SHAFT
FIREWALL SEAL
CLUTCH HOUSING
REPAIR BY REPLACEMENT
OF CLUTCH SUBASSEMBLY
Figure 32. Overrunning Clutch
34
G631003A
CSP369D/E MTM1

Powertrain
3.1
Overrunning Clutch
NOTE:
Refer to 631010.
Normally, the engine supplies torque through the overrunning clutch to drive the transmission
system. Should the engine fail to deliver power or the rotor system turn faster than the engine
relative output, the overrunning clutch disconnects internally so that the transmission/rotor
system can freewheel. Thus, in autorotation, the transmission/rotor system does not have to
expend energy to drive an idling or dead engine.
The overrunning clutch is located between the engine forward power takeoff pad and the main
drive shaft on the engine side of the firewall (Ref. Figure 32). The clutch assembly is attached
to the engine output pad by six studs. No gasket is used between the engine and clutch, and the
clutch housing is provided with drain holes to allow any seal leakage to drain overboard. The
clutch may be repaired by replacing the clutch subassembly without disassembly of the entire
clutch or removal of the engine.
35
CSP369D/E MTM1

Powertrain
INNER RACE
SPRAG
OUTER RACE
HOUSING
END VIEW
OUTER RACE
SPRAG
INNER RACE
OUTPUT
INPUT
369A5350
HOUSING
OUTER RACE
SPRAG
INNER RACE
TO MAIN
DRIVESHAFT
OIL RESERVOIR
369F5450
Figure 33. Clutch Components
36
CSP369D/E MTM1

Powertrain
3.1.1. Clutch Components
The aluminum housing of the overrunning clutch is secured by studs to the engine output
pad (Ref. Figure 33). The opposite end of the housing is flanged, to serve as a mounting
point for the firewall seal. The firewall seal assembly is fabricated from steel sheeting with
a fireresistant doughnut" cemented to its periphery. Internally, at the engine flange end,
the housing contains a shoulder groove arrangement that, in conjunction with a large snap
ring, secures the essential operational parts of the overrunning clutch in the housing. The
snap ring and shoulder/groove arrangement of the housing serves as the mounting
provision for the bearing retainer and bearing carrier that enclose the outer race of the ball
bearing, which locates the inner/outer race arrangement of the clutch both axially and
radially. A look at this bearing area shows the bearing to be integrally sealed on one side,
with the adjacent Orings and a lip seal keeping the grease (hand packed) in the bearing
area. A new style bearing may also include a riveted cage. This type of lubrication
arrangement is utilized because this particular bearing works" all the time the
transmission system is turning.
The shafts that project from each end of the housing are actually referred to as the inner
race (transmission system connection) and the outer race (engine connection). The inner
race projects into the outer race. The inner and outer races are separated by two ball
bearing and a sprag unit. The larger bearing provides radial alignment only. The bearing
arrangement is locked in place by a large steel nut that is safetied by a lockwasher. The
lockwasher is dimpled into the nut and outer race.
The sprag assembly will have either 18 or 20 sprags, depending on the manufacturer. The
sprags resemble rollers of a roller bearing that have been deformed to a figure eight cross
section in lieu of a circular one. The vertical height of the sprags (from top to bottom of the
figure eight) slightly exceeds the gap between the ID of the outer race cavity and the OD of
the inner race. The sprags are held and positioned by a double cage arrangement that is
springloaded into an engaged position. The engaged position situates the sprags against
both races at a slight angle. Clockwise rotation of the outer race (from the engine) jams the
sprags between the races, and this interference drives the inner race. If the inner race
overspeeds the outer race, as in an autorotation, the interference is broken and the inner
race can turn freely. The newer sprag assembly (20), will be held together by a one piece
housing and two coil round springs.
37
CSP369D/E MTM1

Powertrain
CLUTCH OUTPUT SHAFT
CLUTCH CENTERLINE
CLUTCH
SCALE
MINIMUM OIL LEVEL

7/8 IN. (22.23 MM)
FULL OIL LEVEL

27/8 IN. (7.30 CM)
ENGINE
47/8 IN. (12.38 CM)
SCALE BOTTOMED
COUPLING
DRAIN HOLES
ORING
COUPLING
369A5350 CLUTCH OIL

LEVELS SCALE INDICATIONS
MAIN TRANSMISSION
DRIVE SHAFT
COUPLING BOLT
CLUTCH CENTERLINE
SCALE
3 1/8 IN.
(9.84 CM)
CLUTCH
CENTERLINE
5/8 IN.
(15.88 MM)
SCALE
4 5/8 IN.
(11.77 CM)
2 1/8 IN.
(5.40 CM)
FULL" OIL LEVEL

110 CC
ENGINE
MINIMUM OIL LEVEL

60 CC
ENGINE
FULL" OIL LEVEL

110 CC
MINIMUM OIL LEVEL
60 CC
6 INCH (15 CM) SCALE METHOD
12 INCH (30 CM) SCALE METHOD
369F5450 CLUTCH
OIL LEVELS SCALE INDICATIONS
Figure 34. Clutch Lubrication
38
G123001B
CSP369D/E MTM1

Powertrain
3.1.2. Clutch Lubrication
NOTE:
Refer to 120000
The sprag assembly and accompanying two bearing have a lubricating system separate from
the greaselubricated bearing (Ref. Figure 34). A lip seal and Oring arrangement provide an
oiltight area for the trapped oil reservoir. The inner race is hollow and acts as the lubricant
reservoir. The internal end of the inner race is open to oil movement and the race also has four
holes drilled through the race wall where the sprags seat. The outer end of the inner race is
plugged by the coupling bolt and an Oring.
CAUTION
Checking clutch oil level requires removal of main drive shaft. Do not stress
drive shaft diaphragms during removal (Bendix drive shaft).
Since no oil sight glass is provided, maintenance personnel must be sensitive to oil leakage in
the clutch area if operation with a dry clutch is to be prevented. When oil leakage or seepage is
noted at oil seals or housing drain holes, the oil level should be checked. If the oil level is within
limits, check the drain holes in the housing; oil leakage may indicate a bad engine power output
seal.
39
CSP369D/E MTM1

Powertrain
3.2
Main Transmission Drive Shaft And Couplings

The interconnecting drive shaft, commonly referred to as the main transmission drive shaft,
transmits engine torque from the output of the overrunning clutch to the input for the main
transmission. On early configurations of the Model 369D/E, a Bendix shaft was used. On later
configurations, and for spares replacement, a new Kamatics (Kaflex) shaft is used.
3.2.1. Kamatics (Kaflex) Drive Shaft

The exceptional characteristics of this shaft are the kaflex couplings (Ref. Figure 35). The
couplings combine the inherent advantage of flexing couplings while retaining a high
misalignment and length change capability. It incorporates a unique fail safe which allows
continued power transmission through the couplings following failure of a primary load carry
member. Torque is transmitted from a rigid hub, bolted to an input shaft through the yoke
extension arms to the end bolts at the two opposing corners of the flex frame. Each side of the
flex frame provides a load path; two sides acting in tension and two in compression. The shaft is
dynamically balanced.
The couplings are splined to match the overrunning clutch and the main transmission splined
shafts. The couplings are held to these respective shafts by means of special internal bolts that
thread into the shafts. A Longlok nylon insert is utilized to secure each bolt. Used coupling bolts
should be checked prior to installation for a reasonable resistance to rotation, which would
indicate safe bolt retention when installed. The couplings are joined to the center section by
means of four bolts which thread into nutplates secured to the center section.
This drive shaft arrangement requires no servicing or adjustments during operation; however,
two installation requirements exist:
310
Shims are utilized behind the upper coupling to adapt the drive shaft length so as to fit in
place without having to stretch or compress the drive shaft flex joints by more than the
specified clearance.
With the lower coupling secured to the overrunning clutch and bolted to the drive shaft, the
shaft upper flange must not mismatch axially with the upper coupling by more than the
specified tolerance.
CSP369D/E MTM1

Powertrain
TRANSMISSION
INPUT SHAFT
OIL COOLER
BLOWER PULLEY
COUPLING
MAIN DRIVE SHAFT
OVERRUNNING
CLUTCH
1031204
Figure 35. Kamatics Drive Shaft
311
CSP369D/E MTM1

Powertrain
3.2.2. Bendix Drive Shaft
This drive shaft is a three piece assembly composed of a steel tube with a Bendix flexible joint
and flange at each end, joined to the shaft by means of electron beam welds. The flexible joints
provide for some degree of misalignment and flexing of the airframe and drive system
components during flight (Ref. Figure 36). The shaft is dynamically balanced at 7000 RPM.
TRANSMISSION
INPUT SHAFT
OIL COOLER DRIVE PULLY

DRIVE SHAFT
END VIEW
SHIM (NOTE 2)
FLEXIBLE JOINT
COUPLING
COUPLING
MAIN DRIVE SHAFT
(BENDIX)
NOTES:
1.
2.
FLEXIBLE JOINT
OVERRUNNING CLUTCH SHIM P/N 369A5526

(HAS A LARGER I.D. THAN OTHERS APPROXIMATELY
0.070 IN.).
0.062 IN. THK CRES; O.D. 1.430 IN.; I.D. 1.260 1.270 IN.
SHIM
(NOTE 1)
MAIN TRANSMISSION GEARBOX INPUT SHIM P/N 369A5525

0.078 IN. THK CRES; O.D. 1.430 IN. ; I.D. 1.1901.200 IN
Figure 36. Bendix Drive Shaft
312
OVERRUNNING
CLUTCH
1031203
CSP369D/E MTM1

Powertrain
MOUNTING
BRACKET
MAIN
TRANSMISSION
ENGINE OIL COOLER DUCT
DRIVEN PULLEY
INPUT
SHAFT
FAN MOUNTING
BRACKET
HUB
COOLING
BLOWER
DRIVER
PULLEY
PULLEY
GUARD
TRANSMISSION
INPUT COUPLING
BELT
BLOWER
DRAIN
TRANSMISSION OIL
COOLER DUCT
DRIVE SHAFT
(KAFLEX)
Figure 37. Main Transmission Drive Shaft and Oil Cooler Blower
313
CSP369D/E MTM1

Powertrain
3.3
Transmission Oil Cooler

The transmission oil cooler is located on the engine side of the station 124.00 firewall. Cooling
air is ducted from the oil cooler blower scroll to the oil cooler (Ref. Figure 310
and Figure 312). The oil cooler is an airstream radiator that removes the heat of the oil
returning to the transmission. The cooler construction is composed of a center core and
aluminum shrouds. The shrouds are safety wired to the core. Air exiting from the cooler is
directed by a Yshaped duct to the top and bottom of the engine for cooling purposes. An
additional tube directs air from the shroud to cool the engine ignition exciter.
3.3.1. Oil Cooler Blower Assembly

The oil cooler blower assembly draws air in through its cooling air inlet screen where the air is
directed to the blower (Ref. Figure 37 and Figure 38). The blower then provides air, via
ducting, to the engine oil cooler, transmission oil cooler, engine area, and to the heater mixing
valve for heating and defogging.
The blower is located above and parallel to the main drive shaft and is belt driven. A driver
pulley, mounted on the main transmission input shaft, supplies power to the driven impeller
pulley by means of a single timing belt.
The impeller consists of an aluminum front and back panel brazed to 12 aluminum blades
within the fiberglass scroll enclosure. The belt driven impeller is dynamically balanced for an
operational speed of 12,000 RPM and will process approximately 1200 CFM of air flow.
314
CSP369D/E MTM1

Powertrain
SHAFT
HUB
SLEEVE
(NOTE 1)
BEARING
ORING
SHAFT
BEARING
SLEEVE
(NOTE 2)
HUB
INNER RETAINER
RING
CAVITY FILLED
WITH GREASE
MINIMUM CLEARANCE
TO PREVENT RUBBING
(NOTE 3)
SCREWS AND WASHERS

(4 PLCS)
BOLT
SEAL (PART
OF BEARING)
BEARING
SLEEVE
BLOWER
SCROLL
SEAL
IMPELLER
SCREW AND WASHER (8
PLCS)
SPRING WASHER
SEALANT
WASHER
KEY
NUT
OUTER RETAINING RING
LAMINATED
SHIM
COVER
(NOTE 1)
DRAIN TUBE
OUTLET
NOTES:
1. CURRENT CONFIGURATION.
2. EARLY CONFIGURATION.
3. CLEARANCE SHALL BE 0.0200.040 IN. (0.5081.016 MM) MINIMUM.
COVER
(NOTE 2)
G6320091
Figure 38. Oil Cooler Blower
315
CSP369D/E MTM1

Powertrain
BREATHERFILLER
INPUT GEAR
ACCESSORY
DRIVE GEAR
SPLINED FOR M/R
DRIVESHAFT
ORING
OUTPUT
PINION
ANTITORQUE
OUTPUT PINION
COOLER BLOWER
MOUNTING BRACKET
OUTPUT
GEAR
RING GEAR
CARRIER
CHIP DETECTOR AND
SELFCLOSING DRAIN VALVE
DRAIN
CHIP DETECTOR AND

SELFCLOSING DRAIN VALVE
INPUT PINION
PT60050
Figure 39. Main Rotor Transmission (369F5100)

3.4
Main Transmission (369F5100)
NOTE:
Refer to 632025
The main rotor transmission is located on the main rotor centerline and is secured to the lower
side of the static mast, making it accessible from inside the passenger/cargo compartment. It
transmits engine power to the main rotor drive shaft and tail rotor drive shaft at reduced speeds
(Ref. Figure 39).
The input pinion gear meshes with the input bevel gear on the tail rotor output pinion shaft and
steps down the input speed from 6180 to 2160 RPM at the tail rotor output shaft. The output
pinion gear meshes with the output bevel gear, turning the output gear shaft at 485 RPM for the
main rotor drive.
All the gears are spiral bevel type gears, except for the accessory drive gears, which are the spur
gear type. Spiral bevel gears have proven strength, durability, and high contact ratio. The shafts
are straddlemounted on heavy duty rollers and ball bearing to provide rigid construction
desirable for spiral bevel gears. The transmission housing assembly consists of the main
housing, the output cover, and the tail rotor drive cover, and is made of magnesium alloy. A sight
gage is located on the right hand side of the transmission in the reservoir area. Located in the
bottom of the housing are two magnetic selfclosing chip detectors that also serve as drains. Any
316
CSP369D/E MTM1

Powertrain
metallic particle coming in contact with either detector closes a circuit to an instrument panel
amber caution light marked XMSN CHIPS causing it to illuminate. On the top left side of the
transmission housing, there is a filler breather for servicing the transmission with oil. At the
rear of the housing, mounted on the tail rotor output cover, there is an oil pressure switch. This
switch is set to close when the transmission oil pressure drops below 15 psi and causes a red
warning light on the instrument panel marked XMSN OIL PRESS to illuminate.
Two accessory drive pads are located on the tail rotor drive cover. The right hand pad mounts the
transmission lubrication pump and filter. The left hand pad mounts the tachometer generator
for main rotor RPM (NR) sense. The accessory drive gear is pinned to the input bevel gear and
drives the accessory pinions, increasing the speed from 2140 to 4328 RPM or a ratio of about 2 to
1. The accessory drive shafts are mounted on ball bearing.
3.4.1. Main Transmission Lubrication System (369F5100)
NOTE:
Refer to 632100
The main transmission has a pressure lubrication system, which utilizes an external oil cooler
and a scavenge system that draws oil from the input sump (Ref. Figure 310). The transmission
has a capacity of four quarts and the total system capacity is approximately six quarts. The
pressure lubrication system consists of an externally mounted pressure pump with an internal
oil filter, oil filter bypass valve, thermostatic bypass valve, oil cooler, oil temperature sensing
switch, and miscellaneous lines and fittings. The scavenge system consists of an internally
mounted scavenge pump and two aluminum tubes.
Pressure oil leaves the externally mounted pressure pump and flows directly to the oil cooler
located on the engine side of the station 124.00 firewall. The thermostatic bypass valve allows
the oil to bypass the oil cooler until the oil temperature reaches 178 2 F. At this point the
bypass valve closes allowing oil to pass through the cooler. If the oil cooler becomes plugged, the
bypass valve will open at 25 psid, to allow the oil to again bypass the cooler. As the oil leaves the
cooler, it passes through the temperature switch which is the sensing unit for the XMSN OIL
TEMP warning lamp on the instrument panel. The oil then returns to the pressure pump and
passes through the 12 micron oil filter. If stoppage occurs in the pump filter, a pressure sensitive
bypass valve opens and allows oil to flow around the filter. After oil passes through the oil filter,
pressure is sensed at the systems relief valve which will open should the pressure reach 65 5
psig. The oil now enters the lubrication passages to the various parts of the transmission. Oil
pressure is sensed at the entry to these oil passages by a pressure switch which will activate
should the pressure fall below 15 2 psig. This pressure switch is the sensing unit for the XMSN
OIL PRESS warning lamp on the instrument panel.
The prime function of the scavenge system is to draw oil up from the input sump. The upper
cylindrical roller bearing on the input shaft is continually lubricated by pressure oil from the
scavenge pump.
317
CSP369D/E MTM1

Powertrain
BYPASS
PUMP INLET
LINE
FILTER
PRESSURE
PUMP
SCAVENGE
PUMP
PRESSURE
RELIEF
VALVE
FILLER
BREATHER
PRESSURE
SWITCH
TO SCAVENGE
PUMP
STA 124.0
FIREWALL
TEMPERATURE
SENDER
THERMOSTATIC
BYPASS VALVE
OIL OUT
OIL COOLER
OIL IN
DRAIN OUTLET
DRAIN TUBE
TO STATION 137.50
Figure 310. Main Transmission Lubrication System (369F5100)
318
PT60051
T600044
CSP369D/E MTM1

Powertrain
3.5
Main Transmission (369D25100)
NOTE:
Refer to 632025
The main rotor transmission is located on the main rotor centerline and is secured to the lower
side of the static mast, making it accessible from inside the passenger/cargo compartment. It
transmits engine power to the main rotor drive shaft and tail rotor drive shaft at reduced speeds
(Ref. Figure 311).
The input pinion gear meshes with the input bevel gear on the tail rotor output pinion shaft and
steps down the input speed from 6180 to 2160 RPM at the tail rotor output shaft. The output
pinion gear meshes with the output bevel gear, turning the output gear shaft at 485 RPM for the
main rotor drive.
All the gears are spiral bevel type gears, except for the accessory drive gears, which are the spur
gear type. Spiral bevel gears have proven strength, durability, and high contact ratio. The shafts
are straddlemounted on heavy duty rollers and ball bearing to provide rigid construction
desirable for spiral bevel gears. The transmission housing assembly consists of the main
housing, the output cover, and the tail rotor drive cover, and is made of magnesium alloy. A sight
gage is located on the right hand side of the transmission in the reservoir area. Located in the
bottom of the housing are two magnetic selfclosing chip detectors that also serve as drains. Any
metallic particle coming in contact with either detector closes a circuit to an instrument panel
amber caution light marked XMSN CHIPS causing it to illuminate. On the top left side of the
transmission housing, there is a filler breather for servicing the transmission with oil. At the
rear of the housing, mounted on the tail rotor output cover, there is an oil pressure switch. This
switch is set to close when the transmission oil pressure drops below 15 psi and causes a red
warning light on the instrument panel marked XMSN OIL PRESS to illuminate.
Two accessory drive pads are located on the tail rotor drive cover. The right hand pad mounts the
transmission lubrication pump and filter. The left hand pad mounts the tachometer generator
for main rotor RPM (NR) sense. The accessory drive gear is pinned to the input bevel gear and
drives the accessory pinions, increasing the speed from 2140 to 4328 RPM or a ratio of about 2 to
1. The accessory drive shafts are mounted on ball bearing.
319
CSP369D/E MTM1

Powertrain
BREATHER
FILLER
SPLINES FOR
MAIN ROTOR
DRIVE SHAFT
ORING
TAIL ROTOR
OUTPUT SHAFT
OIL SEAL
OIL PRSSURE
SENDER
PLUG
(NOTE)
COOLING BLOWER
MOUNTING BRACKET
CHIP DETECTOR
AND SELFCLOSING
DRAIN VALVE
SCAVENGE
PUMP
COOLING BLOWER
PULLEY SPACER
CHIP
DETECTOR
SELFCLOSING
DRAIN VALVE
INPUT SHAFT
NOTE: PLUG OMITTED ON LATER HOUSINGS
INPUT SHAFT
SEAL DRAIN
CONNECTOR
Figure 311. Main Rotor Transmission (369D25100)

3.5.1. Main Transmission Lubrication System (369D25100)
The main transmission has a pressure lubrication system, which utilizes an external oil cooler
and a scavenge system that draws oil from the input sump (Ref. Figure 312). The transmission
has a capacity of four quarts and the total system capacity is approximately six quarts. The
pressure lubrication system consists of an externally mounted pressure pump with an internal
oil filter, oil filter bypass valve, thermostatic bypass valve, oil cooler, oil temperature sensing
switch, and miscellaneous lines and fittings. The scavenge system consists of an internally
mounted scavenge pump and two aluminum tubes.
Pressure oil leaves the externally mounted pressure pump and flows directly to the oil cooler
located on the engine side of the station 124.00 firewall. The thermostatic bypass valve allows
the oil to bypass the oil cooler until the oil temperature reaches 178 2 F. At this point the
bypass valve closes allowing oil to pass through the cooler. If the oil cooler becomes plugged, the
bypass valve will open at 25 psid, to allow the oil to again bypass the cooler. As the oil leaves the
cooler, it passes through the temperature switch which is the sensing unit for the XMSN OIL
TEMP warning lamp on the instrument panel. The oil then returns to the pressure pump and
passes through the 12 micron oil filter. If stoppage occurs in the pump filter, a pressure sensitive
bypass valve opens and allows oil to flow around the filter. After oil passes through the oil filter,
pressure is sensed at the systems relief valve which will open should the pressure reach 65 5
psig. The oil now enters the lubrication passages to the various parts of the transmission. Oil
pressure is sensed at the entry to these oil passages by a pressure switch which will activate
should the pressure fall below 15 2 psig. This pressure switch is the sensing unit for the XMSN
OIL PRESS warning lamp on the instrument panel.
On early configurations, metal tubes were used in the transmission oil cooling system. On
current configurations, the metal tubes are replaced with flex lines.
320
CSP369D/E MTM1

Powertrain
BYPASS VALVE
(38"4 PSID)
FILTER
LOW SPEED GEAR MESH
PRESSURE PUMP
OUTPUT GEARSHAFT BEARINGS

PUMP INLET LINE
OUTPUT PINION BEARINGS
OUTPUT SHAFT SPLINES
PRESSURE SWITCH
(15 PSI)
RELIEF VALVE
(65"5 PSI)
OIL RETURN TUBE
FILLER BREATHER
HIGH SPEED
GEAR MESH
ROLLER
BEARING
TRIPLEX BEARING
PLUG (NOTE)
SCAVENGE PUMP
STA
124.0
FIREWALL
PUMP INLET LINE
TEMPERATURE SENDER (117C)

THERMOSTATIC
BYPASS VALVE
(80C AND
25 PSID)
OIL OUT
OIL COOLER
NOTE: PLUG OMITTED ON LATER HOUSINGS

OIL IN
JET
NOZZLE
PRESSURE OIL
SCAVENGE OIL
PUMP INTAKE
DRAIN OUTLET
DRAIN TUBE
Figure 312. Main Transmission Lubrication System (369D25100)
321
CSP369D/E MTM1

Powertrain
3.5.2. Pressure Pump
NOTE: Refer to COM 632026 and 632001
The external pressure pump is a gerotor type pump that produces a system pressure of
approximately 5055 psig at normal operating temperature (Ref. Figure 313). The pump
housing contains the lubrication system throw away type oil filter. The filter will remove
particles of 12 microns or larger. The pump is equipped with a filter bypass valve which will
open at 38 psid should the filter become clogged.
INNER
ROTOR
RETAINING
RING
PUMP
SHAFT
KEY
RETAINING
RING
PACKING
OUTER
ROTOR
INPUT SHAFT
RETAINING
RING
DATA PLATE
PUMP HOUSING
COVER
WASHER
SCREW
GUIDE
ASSEMBLY
PACKING
PACKING
SPRING
BYPASS
VALVE
POPPET
PACKING
OIL OUT
OIL IN
PACKING
PACKING
FILTER BOWL
DIFFERENTIAL PRESSURE
INDICATOR
PACKING
FILTER
PACKING
Figure 313. Pressure Pump 369F5135

322
CSP369D/E MTM1

Powertrain
GUIDE
ASSEMBLY
PACKING
SPRING
VALVE
HOUSING
POPPET
PACKING
PACKING
OUTER
ROTOR
SCREW
INNER
ROTOR
PUMP
SHAFT
RETAINING
RING
INPUT SHAFT
RETAINING
RING
DATA PLATE
KEY
PACKING
VALVE ASSEMBLY
RETAINING RING
PUMP HOUSING
FILTER
FILTER BOWL
PACKING
H632121
Figure 314. Pressure Pump 369D25167
323
CSP369D/E MTM1

Powertrain
3.5.3. Scavenge Pump
NOTE:
Refer to COM 632027 and 632002
The scavenge pump is also a gerotor type pump and is driven by a square drive from the input
pinion (Ref. Figure 315). The pump scavenges oil from the input sump to lubricate the upper
input shaft cylindrical roller bearing.
CURRENT STYLE
H632110
EARLY STYLE
H632111
Figure 315. Scavenge Pump
324
CSP369D/E MTM1

Powertrain
3.5.4. Main Transmission Oil System Drain
On current configurations of the Model 369D and all Model 369E helicopters, a readily
accessible oil drain installation is installed to facilitate draining and maintaining the main
transmission oil system (Ref. Figure 316). The system consists of a drain tube with end cap
routed from the bottom of the main transmission oil cooler to the ring structure at station
137.50 in the engine compartment.
On early configurations of the Model 369D helicopter, a drain cap was installed at the bottom of
the main transmission oil cooler for the purpose of draining oil from the main transmission
lubrication system.
OIL PRESSURE
SENDER
LUBRICATION PUMP
AND OIL FILTER
MAIN TRANSMISSION
OIL TEMPERATURE
SENDER
GROUND WIRE
OIL COOLER
BYPASS VALVE
CHIP DETECTORS
OIL COOLER BLOWER
TRANSMISSION OIL
COOLER DUCTS
OIL COOLER
OIL LEVEL PLUG

VIEWED FROM RH SIDE OF
MAIN TRANSMISSION
NOTE 1
NOTE:
DRAIN CAP INSTALLED AT THIS LOCATION
(EARLY CONFIGURATION ONLY)
DRAIN CAP
G632007A
Figure 316. Main Transmission Oil Cooling System and Drain
325
CSP369D/E MTM1

Powertrain
COUPLING BOLT
TAIL ROTOR
DRIVE SHAFT
TAIL ROTOR DRIVE
SHAFT DAMPER
MAIN TRANSMISSION
OUTPUT GEARSHAFT
COUPLING
DAMPER SLEEVE
DRIVE SHAFT INSTALLATION
AFT DIRECTIONAL
MARK
WASHERS
COUPLING BOLT
TAIL BOOM
OUTPUT SHAFT
BREATHER FILLER
LOCK RING AND

STUD (4 PLACES)
LIQUID LEVEL PLUG
TRANSMISSION COUPLING
INPUT SHAFT
STATION 284
BELLCRANK
SELFCLOSING VALVE
CHIP DETECTOR
Figure 317. Tail Rotor Drive Shaft
326
TAIL ROTOR TRANSMISSION
CSP369D/E MTM1

Powertrain
3.6
Tail Rotor Drive Shaft
NOTE:
Refer to 631510
The tail rotor drive shaft is installed between the main rotor transmission and the tail rotor
transmission (Ref. Figure 317). The drive shaft is a dynamically balanced aluminum alloy
tube with bonded and riveted aluminum flange couplings at each end. A chrome plated steel
sleeve is bonded 77.07 inches from the forward end of the tube and is used as the bearing surface
for the drive shaft damper. The sleeve is not centered midway on the tube, it is slightly forward
of center.
Balancing is accomplished by means of brass weights bonded to the shaft at the proper azimuth
location at three shaft stations, which are 1/4 the length in from each end, and 1/2 to 1 inch from
the damper sleeve. A shaft may be acceptable without balance weights being applied. Each shaft
is stenciled with the word AFT near the coupling flange end that is to be installed at the tail rotor
transmission.
3.6.1. Tail Rotor Drive Shaft Couplings
Splined couplings mounted on the main transmission output shaft and the tail rotor
transmission input shaft provide connections for the tail rotor drive shaft (Ref. Figure 319).
The couplings are made of steel and incorporate flexible couplings similar to those on the main
drive shaft. The flexible couplings compensate for slight misalignment between the
transmissions.
The forward flexible coupling is secured to the main transmission output gearshaft by a socket
which attaches to the coupling nutplate and a special selflocking key bolt that threads into the
shaft. The aft coupling is secured to the tail rotor transmission by a special selflocking bolt that
threads into the end of the shaft. Shims are used at both ends of the tail rotor drive shaft
couplings to obtain shaft fit as well as insuring proper coupling clampup by retention bolts.
327
CSP369D/E MTM1

Powertrain
MEASURED GAP
0.0100.020 IN.
(0.2540.508 MM)
1.370 IN.
(3.4798 CM) OD
(NOTE 2)
THIN WASHER
(3 PLCS)
AFT
COUPLING
ALIGNMENT
BOLT OR PIN
TAIL ROTOR
GEARSHAFT
INPUT SHAFT
NOTE 1
SHIMS
MAIN TRANSMISSION
OUTPUT PINION
TAIL ROTOR
DRIVE SHAFT
COUPLING BOLT
(NOTE 5)
COUPLING BOLT
(NOTE 5)
AFT COUPLING
FORWARD COUPLING
0.010 IN. (0.254 MM)

MINIMUM STEP
(NOTE 3)
KAMATIC COUPLINGS
G6310052A
Figure 318. Tail Rotor Drive Shaft Couplings Kamatic
G6310052
328
CSP369D/E MTM1

Powertrain
MEASURED GAP
0.0100.020 IN.
(0.2540.508 MM)
ALIGNMENT
BOLT OR PIN
MAIN TRANSMISSION
OUTPUT PINION
WASHER
(3 PLCS)
THIN
WASHER
(3 PLCS)
TAIL ROTOR GEARBOX

OUTPUT SHAFT
FAILSAFE
BOLT
TAIL ROTOR
DRIVE SHAFT
AFT
COUPLING
NOTE 1
1.370 IN
(3.4798 CM) OD
(NOTE 5)
SHIMS
FAILSAFE SOCKET
FAILSAFE BOLT
(NOTE 5)
AFT COUPLING
FORWARD COUPLING
COUPLING
0.010 IN. (0.254 MM)

MINIMUM STEP
(NOTE 3)
FAILSAFE SOCKET
NOTES:
1. ADD 0.005 IN. (0.127 MM) TO MEASURED GAP FOR MINIMUM SHIM THICKNESS.
2. HOLD COUPLING AT 1.370 IN. (3.4798 CM) OD ONLY, TO BOTTOM COUPLING.
3. MINIMUM 0.010 IN. (0.254 MM) STEP BETWEEN AFT END OF OUTPUT SHAFT
AND SHOULDER OF FORWARD COUPLING.
4. SHIM AS REQUIRED.
5. INSTALL BOLT WITH ANTISEIZE COMPOUND.
MINIMUM DRAG TORQUE FOR COUPLING BOLT, 25 INCHPOUNDS (2.82 NM).
6. INSTALL WITH GAP EITHER SIDE OF FAILSAFE BOLT.
FAILSAFE BOLT
(NOTE 6)
G6310053C
Figure 319. Tail Rotor Drive Shaft Couplings Bendix
329
CSP369D/E MTM1

Powertrain
STATION
197.78
THIN WASHER
TEFLON GRAPHITE
DAMPER
WASHER
BOLT
SPACER
SPRING
METAL PLATE
BRACKET
Figure 320. Tail Rotor Drive Shaft Damper
330
CSP369D/E MTM1

Powertrain
3.6.2. Tail Rotor Drive Shaft Damper
The tail rotor drive shaft damper is mounted in the aft fuselage boom fairing and surrounds the
chrome plated steel sleeve on the tail rotor drive shaft (Ref. Figure 320). The damper consists
of a 15 percent graphite sintered, 85 percent Teflon, heat treated block, an aluminum plate, two
bolts, two spacers, two springs, and washers as required.
A steel bracket is riveted to the boom fairing and forms the support for the damper assembly.
The damper block is sandwiched between this support bracket and the damper plate and
secured with the two bolts, spacers, springs, and washers. The spring force, acting on the steel
plate, establishes a friction of 2 1/4 lbs on the damper block and is governed by the number of
washers between the springs and the plate. The bolts are torqued against the spacers and are
not used to adjust friction (Ref. Figure 321).
The tail rotor drive shaft must be removed when checking or adjusting damper friction. Access
to the damper assembly is through an access plate on the lower side of the tailboom. Damper
friction should be checked as shown in Figure 321.
STA. 197.78
THIN WASHER
(AS REQUIRED)
TEFLON GRAPHITE
DAMPER
WASHER
1.13 IN.
(2.8702 CM)
BOLT
5.00 IN.
(12.7 CM)
SPRING
METAL PLATE
1.75 IN.
(4.445 CM)
2.88 IN.
(7.3152 CM)
2.00 IN.
(5.08 CM)
BRACKET
SPACER
FRICTION CHECKING TOOL

(NOTE)
NOTE:
MANUFACTURED LOCALLY FROM 1/8 IN. (3.175 MM)
CORROSION RESISTANCE SPRING WIRE.
SPRING SCALE
010 POUNDS
05 KG)
Figure 321. Checking Tail Rotor Drive Shaft Damper Friction
331
CSP369D/E MTM1

Powertrain
3.7 Tail Rotor Transmission
NOTE: Refer to 632510 and COM 632520
The tail rotor transmission, mounted on the aft end of the tailboom, serves as the attach point
for the tail rotor, changes the direction of drive 90 degrees, and increases shaft speed from 2140
to 2933 RPM.
The transmission contains a single mesh ring and pinion spiral bevel gear set made of
vacuummelted forged alloy steel, carburized, and ground to precision tolerances. Both gears
are straddlemounted to provide the rigid construction desirable for spiral bevel gears. The
input shaft has two ball bearing; one on the aft end and one on the forward end. The output shaft
has a roller bearing on the inboard end and a duplex bearing set on the outboard end. The
housing assembly incorporates input bearing retainers.
The transmission has an integral lubrication system and uses the splash method to lubricate
the gears and bearing. It is designed so not all oil will be depleted in the event the rotating shaft
seals fail. The tail rotor transmission is serviced with 0.5 pint of oil.
The oil level sight gage is located on the aft end of the gearbox and the fillerbreather is located
on top. In the drain port at the rear of the transmission, a selfclosing electrical chip detector is
installed. It is wired to an amber caution light on the instrument panel marked TR XMSN
CHIPS. The instrument is magnetic and any ferrous metal particles that come in contact with it
close the electrical circuit and illuminate the lamp.
332
CSP369D/E MTM1

Powertrain
INPUT SHAFT
HOUSING
OUTPUT SHAFT
DRAIN VALVE
AND
CHIP DETECTOR
SIGHT GAUGE
CORK
Figure 322. Two Bladed Tail Rotor Transmission
INPUT SHAFT
OUTPUT SHAFT
SIGHT GAUGE
DRAIN VALVE
AND
CHIP DETECTOR
Figure 323. FourBladedBladed Tail Rotor Transmission
333
CSP369D/E MTM1

Powertrain
PISTON CALIPER
ASSEMBLY
BLEEDSCREWS
SPECIAL NUT
GASKET
SPACER
WASHER
ROTOR
TACHOMETER
GENERATOR
SHIM WASHERS
MOUNTING BRACKET
FAILSAFE COUPLING BOLT

TAIL ROTOR DRIVE
SHAFT COUPLING
COUPLING
SHIMS
TEE
EARLY CONFIGURATION
(BENDIX)
PRESSURE RELIEF VALVE
BRAKE DISC
COUPLING
BOLT
COUPLING SHIM
ACTUATING LINKAGE
Figure 324. Rotor Brake Installation
334
TRANSMISSION
COUPLING
(KAMATICS)
G632005A
CSP369D/E MTM1

Powertrain
3.8
Rotor Brake Installation
NOTE:
Refer to 632200
The rotor brake enables the pilot to manually brake the rotor system to a stop by operating a
single brake handle. The handle is installed on the upper left (or upper right, depending on
helicopter seating configuration) side of the canted bulkhead 78.50 control tunnel in the pilots
compartment. Operation of the brake handle actuates a master cylinder, causing dual pucks to
grip a brake disc installed on the tail rotor drive shaft coupling. Braking force is transmitted
through the main transmission to the main rotor. A friction clip secures the handle in an
outoftheway position when the brake is not in use.
The rotor brake installation includes:
A master cylinder with an actuating handle mechanism (master cylinder and linkage
assembly).
A caliper assembly with dual opposing pistons to which friction pads (brake pucks) are
attached.
A brake disc installed on the tail rotor drive shaft coupling at the aft end of the main
transmission.
A hydraulic pressure relief valve.
A tachometer generator.
Six stainless steel hydraulic tubing assemblies and associated fittings.
Attaching and mounting hardware.
A trim panel assembly.
3.8.1. Rotor Brake Operation

When manual force is applied to the brake handle (master cylinder piston), hydraulic pressure
is produced; this pressure is transmitted through the tubing to the caliper assembly where it
acts on the pistons. This causes the pucks to apply clamping pressure (braking force) to the
brake disc. System pressure is held within safe limits, regardless of the force applied to the
brake handle, by operation of the pressurerelief valve. When hydraulic pressure exceeds 500
psig (3447 kPa), the pressurerelief valve opens, venting excess pressure back to the master
cylinder. When application of force is discontinued, caliper pistons (and the pucks) are
retracted by return springs in the caliper assembly. Pucktodisc clearance is maintained by
action of a selfadjusting mechanism in the caliper assembly. The original equipment
tachometer generator is replaced by a new unit that is included in the rotor brake installation
to provide clearance between the tachometer generator and the brake disc. The original
equipment electrical connector (P202), installed on the aft fuselage wiring harness near the
main transmission, is replaced with a new plug which mates with the receptacle on the new
tachometer generator.
335
CSP369D/E MTM1

Powertrain
TO CA;IPER ASSY.
HANDLE
VENT
RELIEF VALVE
RETAINER ASSY.
MASTER CYLINDER
RELIEF VALVE
LEVER
VENT
CAP
GASKET
RESERVOIR
MASTER CYLINDER
SPRINGS (2)
CUP
LEVER
PISTON
PIVOT PIN
PLUG
BRACKET
Figure 325. Rotor Brake Master Cylinder
336
CSP369D/E MTM1
SECTION FOUR
Tail Rotor and

Control Rigging
CSP369D/E MTM1

Tail Rotor and Control Rigging
SWASHPLATE
(PITCH CHANGE)
ASSEMBLY
PITCH CHANGE LINK
NON ROTATING
BOOT
SWASH PLATE
ROTATING BOOT
DRIVE FORK
BOLT
BLADE
RETENTION BOLT
LOCK WASHER
ELASTOMERIC
BEARING
TAIL ROTOR
STOP
HUB
DRIVE FORK
ELASTOMERIC
BEARING
LOCKNUT
BLADE PITCH
BEARING
STRAP PACK
TIP CAP
PITCH CHANGE
ARM
BALANCE WEIGHT
BLADE
ABRASION STRIP
H642021
Figure 41. Tail Rotor Installation
42
CSP369D/E MTM1

4.0
Tail Rotor Installation
NOTE:
Reference applicable data in HMICSP2, chapter 640000.
The tail rotor installation consists of a pitch control assembly, a drive fork assembly, two pitch
control link assemblies, and two blade assemblies telescoped over a hub and bolted to an
interconnecting tension torsion strap assembly located inside the hub. Pitch is controlled
collectively by the pitch control assembly, which consists of link assemblies connecting the pitch
control arms to a swashplate that slides axially on the tail rotor output shaft. Movement of the
swashplate is controlled through a series of bellcranks and rod assemblies connected to the
pedal installation. Rotation of the blades is effected through the tail rotor transmission splined
output shaft, tail rotor drive fork assembly, and hub. The tail rotor has a coning angle toward the
tailboom and is designed to relieve bending stress when thrust loads are applied.
4.0.1. Tail Rotor Blade
NOTE:
Refer to 641000
Each tail rotor blade consists of an aluminum honeycomb spar, aluminum skin, aluminum root
fitting with pitch change arm, and an aluminum tip cap. The assemblies are structurally
bonded together. Overall length of the blade is 2511/16 inches with a tail rotor diameter of 55
inches. The blades have a constant cord of 5.33 inches and twist of 6 40.
The root fitting is an anodized aluminum forging contoured to the airfoil shape. The internal
bore is machined in two places to receive Teflonlined sleeve feathering bearing. Loctite is used
to secure the feathering bearing in place. The pitch change arm is stress relieved and attached
to the root fitting with three equally spaced huck bolts.
The aluminum honeycomb spar is bonded to stiffeners. The stiffeners are then bonded to the
root fitting and the tip cap. The assembly is completed with a wraparound skin bonded to the
root fitting, spar, and tip cap and closed at the trailing edge. Doublers are bonded in place and
aluminum pins are installed through the blade doublers to detect a possible bonding
separation.
Each blade is attached to the strap pack by a single bolt with two slip bushings and crushable
washers. This arrangement allows the bushings to clamp against the strap pack while having a
minimum amount of squeeze on the root fitting. The crushable washers allow the bushings to
extend through the root fitting equally during torquing of the bolt.
43
CSP369D/E MTM1

DRAIN OPENING
ABRASION STRIP
TIP CAP
SPAR
TIP WEIGHT
HONEYCOMB
SKIN
DRAIN OPENING
ARM
DOUBLER
ALUMINIUM PINS
(DETECTS BONDING SEPARATION)
FEATHERING BEARINGS
103088
Figure 42. Tail Rotor Blade
44
CSP369D/E MTM1

FAIL SAFE
WASHER
BALANCE WASHERS
OUTBOARD
STRAP SHOES
BUSHINGS
PITCH CONTROL
ARM
PITCH ARM BOLT

FORK BOLT
ELASTOMERIC BEARING
FORK
BLADE
PITCH BEARING
HUB
STRAP PACK
ASSEMBLY
ROOT FITTING
INBOARD
STRAP SHOES
CRUSHABLE WASHER
NUT
HUB TRUNION
103086
PITCH CONTROL LINK

CRUSHABLE WASHER
BLADE RETENTION BOLT
Figure 43. Tail Rotor Hub Cross Section

4.0.2. Tail Rotor Hub
NOTE:
Refer to 642000
The tail rotor hub installation consists of a drive fork, teetering bearing, strap pack, hub, flap
retainer and attachment hardware.
Running through the hub to each blade spar is the tensiontorsion strap pack. It serves the
same function as the strap packs of the main rotor. The strap pack consists of 19 or 20 .009inch
stainless steel laminates, depending on the tolerance buildup of the individual straps forming
the pack. The final pack thickness must be between 0.171 and 0.180 inch. The pack is held
together at the center by two forged aluminum shoes held in position by two HiShear rivets. At
the outboard extremities of the pack, where they attach to the blades, two forged steel shoes are
pressed over a steel bushing that accepts the attach bolts for the blades. The hub is an
electropolished stainless steel forging bored to receive a threaded bushing which clamps up
against the center shoe of the strap pack.
The hub is attached to the drive fork using a single bolt with either conical or elastomeric
bearing arrangement. Bearing are not a matched set and replacement of individual bearing is
permitted. Shims of various thickness are used to ensure that the hub is centered between the
45
CSP369D/E MTM1

ears of the drive fork. The procedure used to determine the amount of shims required to center
the hub is shown in Figure 54.
The drive fork is an aluminum forging which transfers torque from the gearbox output shaft to
the tail rotor assembly. The drive fork is positioned on the output shaft using a twopiece ring
and split cone arrangement. A steel nut and a tang washer is installed to secure the drive fork
on the shaft.
A new P/N 369D21725 tail rotor stop support and retention nut is now available as
replacement, when required, for the existing P/N 369D217243 stop support and P/N
HS1550A328 retention nut used to secure the tail rotor assembly on the tail rotor transmission
output shaft. The onepiece stop support and retention nut is designed to provide added
security and simplify field maintenance for the tail rotor assembly. It is to be noted that a new
tang washer must also be used whenever the tail rotor assembly is removed and reinstalled on
the transmission output shaft.
The flap restrainer assembly consists of an anodized aluminum cup with an extension for
insertion into the tail rotor gearbox output shaft. The cup accepts a 2inch rubber stop. The
combined assembly becomes a very snug fit between the hub and tail rotor gearbox output
shaft.
46
CSP369D/E MTM1

Figure 44. Figure 54. Tail Rotor Hub Shimming
47
CSP369D/E MTM1

LOCKWASHER
SWAGE RING
BEARING
NUT
HOUSING
SELFALIGNING BEARING
SWASHPLATE
PITCH CHANGE LINK
LINER
SPLINED LINER
103089
Figure 45. Tail Rotor Pitch Control Assembly
48
CSP369D/E MTM1

4.0.3. Tail Rotor Pitch Control Assembly
NOTE:
Refer to 672000 and COM 643000
The pitch control assembly consists of a rotating swashplate and pitch control housing. The
housing is a machined magnesium casting fitted with two sealed ball bearing. The outer race is
secured in the housing by an aluminum swage ring. A spherical Teflonlined bearing is pressed
into a bore of the housing and is the attach point for the pitch control bellcrank that provides
control input to the swashplate assembly. The machined aluminum swashplate slides into the
two ball bearing in the pitch control housing and is held by a locknut to the inner race of the
bearing. Two bronze liners are situated in the swashplate: a splined liner and a smooth liner.
The splined liner rides in the splined portion of the tail rotor gearbox output shaft and provides
the driving impetus for the swashplate. The unsplined liner is rollstaked and serves as a
second bearing surface for the swashplate on the output shaft.
The pitch control links are forged aluminum with spherical ball bearing swaged in place. The
bearing are field replaceable. The tail rotor assembly is dynamically balanced at the factory.
Chordwise balance is achieved by adding balance washers under the bolt head at the link and
arm attach points. Spanwise balance is accomplished using weights at the blade tips.
49
CSP369D/E MTM1

Figure 46. Flight Control System
410
CSP369D/E MTM1

4.1
AntiTorque Control System
NOTE:
Reference applicable data in CSPHMI2 Manual, chapter 672010.
The flight control system is of the conventional helicopter controls systems design for collective,
cyclic, and tail rotor control. Flight control simplicity was achieved as a result of the design
philosophy to keep all systems as uncomplicated as possible. Control forces are light and do not
require the complexity of hydraulic boost and stabilization systems. Flight controls on the
Model 369D/E are mounted on the left side, allowing three people to be seated in the forward
compartment.
The collective control system controls the vertical movement of the helicopter. Raising the
collective pitch stick will cause all the main rotor blades to increase angle of incidence equally
and simultaneously. The increasing angle creates more lift and the helicopter will rise
vertically. This control is then used to climb, hover, or descend.
The cyclic control system is used to control the attitude of the helicopter. The helicopter has a
tendency to fly in the direction of main rotor disk tilt. The purpose of the cyclic control system,
then, is to tilt the main rotor disk and control horizontal flight. Cyclic control stick movement
causes the opposite main rotor blades to change angle equally and oppositely, creating a lift
differential and causing the main rotor disk to tilt.
The tail rotor control system is used to control the directional heading of the helicopter. The
rudder pedals in the cockpit control the blade angle of the tail rotor. The tail rotor functions as
an antitorque device. As the collective pitch is raised, more power is supplied from the engine.
This tends to turn (torque) the helicopter to the right. To correct for this turning tendency, left
pedal must be added. When power is reduced, a simultaneous movement of the right pedal is
required or the helicopter will yaw to the left. This system is also called the antitorque control
system or the rudder control system.
411
CSP369D/E MTM1

TAIL ROTOR
SWASHPLATE
STA
142.62
STA 284
BELLCRANK
STA 100
CONTROL ROD
TAIL BOOM
CONTROL ROD
STA 95
BELL CRANK
SUPPORT
CONTROLS
SUPPORT
BRACKET
BUNGEE SPRING
STA 78.50
TUNNEL ROUTED
CONTROL ROD
(NOTE)
IDLER BELLCRANK
SPRING
FLOOR ROUTED
CONTROL ROD
EYE BOLT
WASHER
RUDDER PEDAL
STOPS
WASHER
WASHER
NUT
LINK
ASSEMBLY
BELLCRANK
NOTE:
TAIL ROTOR PEDAL FORCE
ADJUSTMENT MAY BE ACCOMPLISHED
BY TRANSFERRING DESIRED NUMBER OF
WASHERS AT EYEBOLT TO NUT SIDE.
Figure 47. Tail Rotor Control System
412
103026B
CSP369D/E MTM1

4.2
Tail Rotor Control System

The pedal assemblies are composed of hollow cast machined magnesium pedal arms which
receive the pedals. The pedals are secured in position by lockpins.
The right hand pedal is a floating pedal, whereas the left hand pedal is the working or driving
pedal. A torque tube interconnects the pilots and copilots pedals and transfers their control
function to a control rod running under the flight compartment floor. The torque tube is a
precision ground aluminum tube, hard anodized and polished to a fine surface finish. The
support brackets are machined magnesium castings bolted to the structure at fuselage station
44.65. The bearing pressed into these brackets are lifetime lubricated ball bearing expressly
designed for torque tube applications.
The torque tube slips into the support brackets and accepts the left hand and right hand pedal
arms, which are fitted with Teflonlined bushings. The pedals are then secured to the torque
tube by bushing assemblies. The right hand pedal is free to rotate about the torque tube, while
any movement of the left hand pedal will cause a corresponding movement of the torque tube.
Installed into fittings on the pedal arms are four link assemblies. These link assemblies attach
to two bellcranks, which mount into fittings on the support brackets. Any movement of one
pedal will cause an opposite movement of the other pedal. Pedal movement is limited by stops
located on the pedal support bracket. The bellcrank of the pedals pivot upward and the stop
limits movement.
It is normal to require some right pedal in cruise flight. The lighter the aircraft gross weight, the
more pronounced the requirement to hold right pedal. This is due to the low engine power
requirements to maintain cruise flight, therefore less left pedal is required for antitorque
compensation. It should be stressed to pilots complaining of the pedal characteristic that under
maximum gross loads they will need the left pedal reserve now built into the controls to correct
the high power setting and increased antitorque requirements.
413
CSP369D/E MTM1

0.250 IN. (6.35 MM)

MAX. MISALIGNMENT
BETWEEN PEDALS
CLAMPING BLOCKS
NOTES:
1. ROTATING BOOT NOT SHOWN. NORMALLY IT
IS TIED BACK TO LOCATE RIGGING TOOL.
2. TAILBOOM CONTROL ROD AND STA. 120 CONTROL
ROD LENGTHS ARE ADJUSTED FOR CORRECT
MIDTRAVEL RIGGING.
3. ST606, TABLE 3, SEC. 910000
STOP NUT
RIGHT STOP BOLT

LEFT STOP BOLT
PEDAL ARM ALIGNMENT AND
STOP BOLT ADJUSTMENT
SWASHPLATE
RIGGING TOOL
(NOTE 3)
NONROTATING
BOOT
TAILBOOM CONTROL ROD
(NOTE 2)
TAIL ROTOR FORK
SPLITRING
RETAINER
BELLCRANK ACCESS DOOR

STA. 120 CONTROL ROD
(NOTE 2)
LEFT PEDAL RIGGING
MIDTRAVEL RIGGING
(NOTES 1, 2)
RIGHT PEDAL RIGGING
Figure 48. Rigging Tail Rotor Controls
414
G672002B
CSP369D/E MTM1

4.2.1. Rigging Tail Rotor Controls
The tail rotor control system must be rerigged immediately after replacement of linkage that
cannot be accurately measured (by trammeling, etc) before it is installed in the tail rotor control
system, or if helicopter operation reveals a rigging deficiency.
CAUTION
NOTE:
Remove pilots pedals and copilots (if installed) to prevent possible contact with lower
windshield during rigging sequence.
Control rod end bearing adjustments are to be made to nearest half turn that produces
correct rigging. When tightening jam nut at adjustable end of a control rod, always hold
rod end with a wrench to prevent jamming of bearing. Never reinstall a used cotter pin;
always install a new one.
Disconnect bungee spring at aft end of floorrouted control rod.
Using two pieces of wood and Cclamp or rope, secure pilots foot pedal arms so they are
aligned. With pilots foot pedals clamped in neutral and control rod lengths adjusted,
control system bellcrank positions may be checked as follows:
Sta. 95 bellcrank: Centerline of tunnelrouted control rod attach bolt should be 4.30 0.090
inches (109.22 2.286 mm) above mast base structure.
Sta. 142 bellcrank: Centerline of tailboom control rod attach bolt should be 4.755.09
inches (120.65129.286 mm) from aft face of Sta. 137.50 bulkhead. For access to bellcrank,
remove tail rotor control bellcrank access door.
Loosen rod end jam nut at forward end of tailboom control rod.
On tail rotor transmission, remove hardware attaching tailboom control rod to inboard end
of Sta. 284 bellcrank.
Tie back tail rotor rotating boot. Place midtravel portion of swashplate rigging tool
between swashplate and tail rotor fork splitring retainer. Make sure that rigging tool
contacts ring and not fork.
Turn tailboom control rod at aft end. Adjust rod length to nearest half turn of rod end that
allows swashplate rigging tool to just slide between splitring retainer and swashplate.
Recheck that centerline of tailboom control rod forward attach bolt remains 4.755.09
inches (120.65129.286 mm) from aft face of Sta. 137.50 bulkhead. Also check forward rod
end for not less than one and onehalf exposed threads with jam nut snug against rod. If
either condition does not exist, disconnect forward end of Sta. 120 control rod and readjust
both control rods until Sta. 142 bellcrank position and exposed threads of both control rods
are within tolerance.
Ensure that slotted bushing is in place in bottom ear of Sta. 284 bellcrank and inboard ear
of Sta. 95 bellcrank. Connect control rods.
Check witness holes for proper thread engagement. Align rod ends to get approximately
equal angular throw in bellcranks; tighten jam nuts.
Remove clamping device from foot pedal arms.
Loosen jam nuts on pedal stop bolts. Screw in pedal stop bolts approximately 0.50 inch
(12.70 mm).
CAUTION
Use care when actuating pedals to avoid possibility of damaging tool or

windshield.
415
CSP369D/E MTM1

NOTE:
416
Adjust copilots pedal stop bolts to match pilots pedal travel, 0.0010.003 inch
(0.0250.076 mm) gap between stop bolts and pedals.
Adjust right pedal stop bolt ( so that when pedal arm is held against stop, right pedal
portion of swashplate rigging tool just slides between splitring retainer and swashplate.
Fit should be tight enough to support weight of tool. Without changing adjustment of bolt or
tool fit, tighten jam nut on stop bolt.
Adjust left pedal stop bolt so that when pedal arm is held against stop with 20 25 pounds
(88.96 111.20 N) pressure (or pull on right pedal), left pedal portion of swashplate rigging
tool just slides between splitring retainer and swashplate. Fit should be tight enough to
support weight of tool. Without changing adjustment of bolt or tool fit, tighten jam nut on
stop bolt. Remove swashplate rigging tool and restore rotating boot to normal installed
position.
Reinstall pedals. Slowly press outboard pedal to its full forward travel position against
stop bolt. With not more than 20 pounds pressure applied, upper and lower edges of pedal
must clear canopy glass by not less than 0.20 inch (0.508 mm).
Operate pedals through full range of travel. While controls are being moved, check that
there is never less than 0.060 inch (1.524 mm) clearance around Sta. 120 control rod where
it passes through structure at Sta. 137.50 and that there is never less than 0.010 inch (0.254
mm) clearance around tailboom control rod where it exits between boom and tail rotor
transmission.
Connect bungee spring between aft end of floorrouted control rod and Sta. 63 bracket and
check that pilots left pedal moves to its normal forward position.
CSP369D/E MTM1
SECTION FIVE
Main Rotor
CSP369D/E MTM1

Main Rotor
103093
Figure 51. Main Rotor Assembly
52
CSP369D/E MTM1

Main Rotor
5.0
Main Rotor Assembly General Description
NOTE:
Reference applicable data in CSPHMI2 Manual, chapters 620000 and 633000.
The helicopter utilizes a five bladed, fully articulated main rotor assembly with unique
features. While contemporary helicopters use straps in lieu of thrust bearing stacks to contain
blade centrifugal loading and allow feathering, the MDHI strap arrangement goes three steps
further. First, the strap configuration (while secured firmly to the hub by bolts) actually allows
the centrifugal load exerted by one blade to be reacted by the opposite two blades. Thus, very
light centrifugal loads are sensed by the hub. Second, the Vlegs of the strap packs rotate as
driving members to turn the blades. In other words, the straps act as the spokes of a wheel to
impart the rotating movement to a point outboard of the hub, which, instead of a wheel rim
happen to be the rotor blades. Finally, the straps are configured to allow flapping and feathering
of the blades.
5.1
Static Mast Assembly
NOTE:
Refer to 633000
Conventional helicopters have dynamic masts. That is, the masts not only support and turn the
rotor head, but also absorb the constantly changing flight loads. These loads are transferred to
the main gearbox, since the mast is generally an integral part of this unit. Dynamic masts are
extremely heavy and require a very heavy and complex main gearbox.
The MDHI approach is to support the rotor head with the basic structure of the aircraft and let it
rotate around a bearing on the basic structure. The static main rotor mast assembly and its
attaching support structure are probably the most important failsafe provision in the
airframe. The mast assembly, because of the floating axle type main rotor drive shaft, receives
main rotor thrust and movement vectors normal to the axis of rotation directly from the bearing
between the mast and the rotor hub. The main rotor mast is nonrotating and thus sees the major
rotor support loads as predominantly steady loads rather than as rotating beam loads as in
conventional practice.
The static mast shaft is a machined steel forging that is shrinkfitted (approximately 0.002
inch) into a machined aluminum forging that forms its base and is locked together by HiShear
fasteners. The area where the shaft mates with the base is caulked to prevent corrosion. The
base of the mast is bolted at four points to the mast support structure, which is permanently
attached to the forward and aft fuselage frames that form the fuselage truss.
53
CSP369D/E MTM1

Main Rotor
HUB INNER LINER CONTACT SURFACE
MAIN ROTOR MAST TUBE
NUT (LEFTHAND THREADS)
TAPE
PLATE SPACER
MAST BASE
RIVET
STUD
103091
Figure 52. Static Mast Assembly
54
CSP369D/E MTM1

Main Rotor
5.2
Main Rotor Drive Shaft
NOTE:
Refer to 631000
The main rotor drive shaft rotates within the static mast with the lower end splined into the
main transmission and the upper end flangebolted to the main rotor hub (Ref. Figure 53).
Propulsion (torque) is transmitted independently through the main rotor drive shaft, which is
not relied on to transmit primary flight loads to the airframe. The drive shaft is a phosphate
coated steel forging approximately 27 inches long. The interior and exterior are epoxy coated
except for gear and shaft head mating surfaces. The head is decagon shaped and has provisions
for attaching the fiberglass hub fairing. A cork seals the upper end against moisture.
EYEBOLT (3 PLACES)
OVERTORQUE
VERIFICATION STRIPE
EXTERNAL WRENCHING
BOLT (7 PLACES)
FAIRING SUPPORT
SPACER (7 PLACES)
HUB
DRIVE SHAFT
P622001T
Figure 53. Main Rotor Drive Shaft
55
CSP369D/E MTM1

Main Rotor
5.3
Main Rotor Hub
NOTE:
Refer to 622000
The main rotor hub assembly is composed of the hub, which is an aluminum alloy forging
machined to its final configuration; the lower shoe, also a machined aluminum alloy forging; five
pitch housings (also aluminum alloy); and five pitch bearing assemblies attached to the pitch
housing assemblies (Ref. Figure 54). Riding between the hub and lower shoe and out through
the pitch housing, is the strap pack assembly. The leadlag link assemblies are secured to the
outer extremities of the strap pack. Attached to the pitch housing are the five main rotor
dampers. Completing the assembly is the droop stop ring, which is a maragingsteel ring, and
five follower assemblies.
The rotor hub is interconnected to the static mast by two opposed tapered roller bearing. The
lower bearing inboard race rides on a liner. The liner is a close fit on the shaft of the static mast.
The inner race of the upper bearing rides directly on the mast. Situated between the underside
of the upper bearing inner race and the top side of the liner, is a steel spacer. This spacer
determines the rotational drag of the rotor head taper roller bearing set. The bearings are
handpacked full with grease. The grease is retained in the bearings by three lip seals. All three
seals are installed with their lips up.
The bearing arrangement is locked together and the hub is secured to the static mast by a
locknut and retainer used in conjunction with two screws. The mast has two slots cut into it for
retainer insertion. The locknut is installed and torqued, the retainer is installed, and the hole
alignment is checked. If hole alignment is not achieved, the nut is to be turned over and
reinstalled. After hole alignment is achieved, the two screws are installed, taking care not to
place washers under the head of the screws. Screw head clearance is then checked by placing a
straight edge across the upper surface of the hub. The screw heads must not protrude more than
0.020 inch above the upper surface of the hub. The screws are then safety wired to the retainer.
The threads of the locknut are coated with a specified lubricant before installation. The locknut
actually bottoms on a seal retainer, which provides a good surface for the upper seals lip to act
upon.
Hub assemblies are dynamically balanced. Balance bolts and weights are added to the hollow
leadlag bolt as necessary. The balance bolt is installed inside the leadlag bolt with the head
down and balance weights under the nut visible on the top of the hub lead lag link bolt.
56
CSP369D/E MTM1

Main Rotor
SCREW (2 PLCS)
(NOTE 2)
MAS
T
LOCKNU
T
RETAINE
R
0.020 INCH (0.508 MM)
MAXIMUM SCREW
HEAD HEIGHT ABOVE
HUB
LOCKWIR
E
RETAINE
R
SCRE
W
DRIVE SHAFT
LOCKNUT
MAST
RETAINER
SEAL
SEAL RETAINER
SAFETYING
LOCKNUT AND SEAL

INSTALLATION
LOCKNUT
MAIN ROTOR
HUB
PITCH HOUSING
ASSEMBLY
SHIMS / SHIM
WASHERS (NOTE 4)
LOWER
SHOE
SHOULDERED BUSHING
MAIN ROTOR MAST
PITCH
CONTROL
ROD
FLEXIBLE BOOT
NOTE 1
ROTATING SWASHPLATE
NOTE 3
NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A
MINIMUM OF 0.010 INCH (0.254 MM) TO A
MAXIMUM OF 0.060 INCH (1.524 MM) ABOVE
OUTSIDE SURFACE OF PART AFTER NUT IS
TIGHTENED.
2. IF LOCKNUT AND RETAINER SCREWHOLES
DO NOT MATCH WITHIN CORRECT TORQUE
RANGE, LOCKNUT IS TO BE INVERTED.
3. WASHER(S) AS REQUIRED FOR BOLT END
TO SWASHPLATE BOOT CLEARANCE.
4. SHIMS / SHIM WASHERS USED TO FILL GAP
ON SHOULDERED BUSHING SIDE.
G622005A
SCISSORS CRANK
Figure 54. Main Rotor Installation
57
CSP369D/E MTM1

Main Rotor
STRIKER
STRIP
SEALANT
(NOTE 2)
PITCH BEARING
(NOTE 1)
PITCH
HOUSING
(NOTE 1)
DROOP SHIM
WASHER (NOTE 9)
LAMINATED
STRAP PACK
SPACER
SEALANT
(NOTE 2)
STRIKER
PLATE
PITCH CONTROL
BEARING HOUSING
DROOP RESTRAINER
AND ROLLER
SEAL
(NOTE 4)
HUB
UPPER BEARING CONE

(NOTE 10)
SEAL
RETAINER
UPPER BEARING CUP

(NOTE 10)
RECESSED SPACER
(NOTE 3)
SEAL
(NOTE 4)
PIVOT PIN
NOTES:
NOTE 11
NOTE 1
1. HEAVY LINES INDICATE REINFORCED
TEFLON BEARINGS (TYPICAL)
NOTE 5
2. SEALANT (CM425) APPLIED TO LOCATIONS SHOWN.
3. RECESSED SPACER SPECIALLY GROUND TO ESTABLISH CORRECT
ROTATIONAL DRAG ON TAPERED BEARINGS, INSTALLED RECESS
HUB OUTER
DOWN ON TOP OF SLEEVE BUSHING.
LINER
4. SEAL TO BE UPWARD.
5. BEARING AND CAVITY TO BE FILLED WITH GREASE (CM111).
6. EARLY CONFIGURATION MODIFIED BY HUGHES SERVICE NOTICE DN3.
7. ON CURRENT CONFIGURATION, RIVET IS REPLACED BY SCREW, WASHER, AND NUT.
8. SEALANT (CM420) APPLIED TO SURFACES SHOWN.
9. DROOP SHIM WASHERS ARE INSTALLED AS REQUIRED TO OBTAIN PROPER ROTOR
DROOP ANGLE.
10. DO NOT INTERMIX TIMKEN AND NTN BEARING CUPS AND CONES AT UPPER AND LOWER
TAPERED BEARING LOCATIONS.
11. DROOP STOP FOLLOWER THEAD TO BE OFFSET AWAY FROM LOWER SHOE.
SEALANT
(NOTE 2)
LOWER
SHOE
SEAL
(NOTE 4)
Figure 55. Main Rotor Hub Cross Section (Sheet 1 of2)
58
DROOP STOP
RING
LOWER BEARING CUP
(NOTE 10)
G6220141A
CSP369D/E MTM1

Main Rotor
LEADLAG
PIVOT BOLT
LEADLAG
LINKS
SEALANT
(NOTE 2)
NOTE 2
NOTE 2
NOTE 1
COTTON PIN
NOTE 7
RIVET
(NOTE 7)
EARLY CONFIGURATION
NOTE 8
MS21042L08
LOCKNUT
MS21042L3
LOCKNUT
NOTE 8
WASHERS FOR
BALANCE AS
REQUIRED
STEP
WASHER
WASHER
SUPPORT
NUT
WASHER
WASHER
LEAD LAG
PIVOT BOLT
SCREW
SCREW
EARLY CONFIGURATION
G6220142
Figure 55. Main Rotor Hub Cross Section (Sheet 2 of2)
59
CSP369D/E MTM1

Main Rotor
5.3.1. Strap Pack
NOTE:
Refer to 622000
The most significant failsafe features of the Model 369D/E helicopter are found in the main
rotor system. The straight through strap retention system transfers all major centrifugal,
propulsion, and thrust forces from a lag hinge of each rotor blade directly through the pitch
housing to the center plates; then to the lag hinges of the two opposite rotor blades
(Ref. Figure 56). The Vconfiguration supports both steady and cyclic forces in the rotor plane
at the lag hinge. Blade collective and cyclic pitch motions are provided by warpage of the strap
assembly about the feathering axis. The straps are unique items and are the key to the rotor
heads simplicity and light weight. They react to the centrifugal loads of the main rotor blades
and replace the flapping and feathering hinge arrangement found in conventional fully
articulated rotor heads. This information is for familiarization and training purposes only. The
Strap Pack is NOT field maintainable. If service limits are exceeded, the rotor hub assembly
must be removed and returned to MDHI for repair.
The strap packs are sandwiched between two steel plates before installation into the hub
assembly. The upper and lower plates have five large diameter holes for hubtostrap
attachment and ten smaller holes for bolts securing the strap pack laminates. Each strap
assembly has 16 super smooth finished straps. Each strap is 0.009 inch stainless steel,
machined so its grain structure lies parallel to the line between the blade attach points. This is
parallel to the centrifugal load path. Teflon impregnated cloth strips, 0.004 inch thick, are
bonded under each strap where the straps bear between the upper and lower plates. The outer
straps of each pack have the Teflon cloth bonded to their upper sides also. The Teflon eliminates
fretting corrosion.
Each strap is secured to the upper and lower plates at two points (five total). At each point, the
lead leg is higher than the lag leg. There are 0.004inch stainless steel shims inserted between
each strap of a pack. They ride directly on the strap itself in cutouts in the Teflon cloth. A
bushing is slipped into position in each strap mounting hole and ten bolts and spacers are
installed and torqued to the proper value to complete the stackup. At the outer extremities of
each strap pack, 0.002inch shims and 0.002inch Teflon strips are situated between the
individual straps. The Teflon strips are stitched together in five places. A bushing is inserted
into the single point attachment hole for the leadlag links. Two aluminum plates, called
shoes", are pressed onto the bushing, one on top and the other on the bottom.
510
CSP369D/E MTM1

Main Rotor
FLAPPING
FEATHERING
WARNING
DISASSEMBLY SHOWN FOR FAMILIARIZATION
AND TRAINING PURPOSES ONLY.
103090
Figure 56. Strap Pack
511
CSP369D/E MTM1

Main Rotor
LOWER
SHOE
PINS
DROOP STOP
PLUNGER
0.007 INCH (0.1778 MM)

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

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

AFTER REWORK
DROOP STOP RING
DROOP STOP RING REPAIR LIMITS
DROOP STOP FOLLOWER

ASSEMBLY (5 PLCS)
SCISSORS CRANK
ATTACH LUG
LOWER SHOE INVERTED
NOTE: DROOP STOP FOLLOWER THEADS TO
BE OFFSET AWAY FROM LOWER SHOE.
G622011C
Figure 57. Droop Stop Components
512
BEARING ROTATIONAL DRAG

1.0 2.0 INLBS
(0.113 0.226 NM)
CSP369D/E MTM1

Main Rotor
5.3.2. Droop Stop Assembly
NOTE:
Refer to 632000
Riding around the hub at the low end is the steel droop stop ring (Ref. Figure 57). Situated in
the groove of the droop stop ring at five points are the followers. The followers are pressed into
the aluminum bodies of the plungers. The followers have eccentric Tshaped heads.
Completing the plunger is the roller, a steel ring with a Teflon cloth liner bonded into it.
The roller is retained in the body of the plunger by a shaft cotter pinned in position. The rollers
ride against the striker plate of the pitch bearing housing. The plunger assemblies slide axially
in Teflon bearing that are pressed into the lower shoe. The plungers are springloaded against
the ring. During static conditions, the striker plates bear against the rollers, which press all
five plunger assemblies against the droop stop ring. The force is equal in all five positions, thus
holding the blades level. If one blade is manually pushed down, the opposing two blades will be
pushed up. At flight RPM, the coning angle moves the striker plate away from the roller so that
only random hard maneuvers will cause the striker plate to meet the roller.
513
CSP369D/E MTM1

Main Rotor
5.3.3. Pitch Housing
NOTE:
Refer to 632000
The pitch housing is a hollow aluminum casting (Ref. Figure 58). A striker strip (hard
anodized aluminum) is situated next to the inboard edge of the pitch housing. This strip is
bonded and clamped in place by the spacer and pitch bearing assembly. The pitch bearing
assembly consists of a steel striker plate that is attached to the forged aluminum pitch bearing
housing by nuts and screws. The pitch bearing is inserted into the housing and captured by the
striker plate. This is a Teflonlined spherical bearing. The spacer, an aluminum extrusion,
completes the stack up. The entire bearing assembly is secured to the pitch housing by three
bolts. The stud is a nitrated steel unit situated in the hub and secured by a selflocking nut. All
five pitch housings are assembled and mated to the hub in the same manner.
The leadlag bearing are a press fit in the links. These bearing have Teflonlined shoulders and
bores. Situated in the link bearing are steel bushings that bear against the Teflon surfaces of
the link bearing. The bushings have a slightly longer axial length than the link bearing. Each
bushing (while situated in the link bearing) extends from the pitch housing ear to the strap
pack shoes. Thus, while the torque on the leadlag bolt tightly clamps the strap pack end, at the
same time the leadlag links are free to rotate. Shims placed on each side of the strap pack
shoes space the link ears in the correct position to receive the rotor blade. The leadlag links are
situated between the outboard ears of the pitch housings. The links are aluminum forgings;
there are two links per pitch housing. One is installed above the strap pack and one is installed
below the strap pack. The lead lag links are secured by a special bolt. This bolt, which is hollow,
has a shank held to within 0.0005 inch. It is machined from highnickel steel, heat treated and
cadmium plated. This bolt is a serialized item and has a finite life. The special bolt and nut are
torqued to stretch the bolt a specific amount.
Pitch control rods extend from each pitch housing to the rotating swashplate (see Figure 71).
The aluminum control rods have spherical bearing in each end. The rotating scissors assembly
attaches to the hub and transmits the rotary motion to the main rotor swashplate.
514
CSP369D/E MTM1

Main Rotor
CAUTION: WASHERS ARE INSTALLED BETWEEN SPACERS AND STRIKER STRIP

TO ESTABLISH CORRECT STATIC DROOP ANGLE BETWEEN HOUSING AND HUB.
EXACT NUMBER REMOVED MUST BE REINSTALLED. THREE PITCH BEARING
HOUSING BOLTS MUST EACH HAVE SAME NUMBER (THICKNESS) OF WASHERS
WHEN SHIMMING IS NECESSARY.
HUB
LEADLAG
BOLT
DROOP SHIM WASHERS
(SEE CAUTION)
LEADLAG
LINKS
SLEEVE
BUSHING
SPACER
PIVOT PIN
STRIKER STRIP
PITCH CONTROL
BEARING HOUSING
ASSEMBLY
MAIN ROTOR
STRAP PACK
PITCH BEARING HOUSING AND
SPACER INSTALLATION
(CURRENT CONFIGURATION)
NOTE 1
ELONGATED HOLE LINE REAMED (USING

SLEEVE BUSHING AS GUIDE) TO PROVIDE 0.001
0.0015 IN. (0.02540.0381 MM) INTERFERENCE
FIT FOR 0.36750.3685 IN. (9.33459.3599 MM)
OUTSIDE DIAMETER REPAIR BUSHING
NOTE 2
LEADLAG
STOP
LEADLAG LINK AND STOP
PITCH HOUSING ARM
(CLEVIS LUG)
REPAIR BUSHING (2024T3 OR 7075T6

ALUMINUM PRESS FIT
SLEEVE
BUSHING
PRESSFITTED REPAIR BUSHING LINE

DRILLED AND LINE REAMED USING SLEEVE
BUSHING AS GUIDE:
FINAL ID; 0.31250.3135 IN. (7.93757.9629 MM)
PITCH HOUSING BUSHINGS REPAIR
NOTES:
1. FOR REMOVAL, WOOD DOWEL PLACED HERE AND
STRUCK SHARPLY WITH HAMMER TO BREAK STOP BOND.
2. ALL STOPTOLINK SHADED CONTACT SURFACES
BONDED WITH ADHESIVE (CM405 OR CM410).
3. INSTALL WITH WET PRIMER (CM318).
4. WET PRIMER (CM318) ON WASHER AND MATING SURFACES
BEFORE INSTALLATION.
5. NUT RETAINING BRACKET IS BONDED TO HUB.
6. EARLY CONFIGURATION MODIFIED BY HUGHES SERVICE
NOTICE DN3.
NOTES: (CONT)
7. COUNTERSUNK RIVET HEAD OR SCREW HEAD MUST BE
FLUSH WITH HOUSING. UPSET END MUST BE FLUSH
WITH PLATE.
8. UPSET END MUST BE FLUSH WITH PLATE.
9. MANUFACTURED RIVET HEAD MUST BE FLUSH WITH
PLATE IN ALTERNATE RIVET INSTALLATION.
10. REPLACEMENT HOUSING FOR BOTH VERSIONS
ATTACHED TO STRIKER PLATE WITH SCREW, WASHER
AND NUT FOR EASE OF REMOVAL.
G6220131A
Figure 58. Pitch Housing Components (Sheet 1 of 2)
515
CSP369D/E MTM1

Main Rotor
NOTE 7
HOUSING
NOTE 10
NUT
SCREW
WASHER
NUT
PITCH BEARING
STRIKER
PLATE
WASHER
THREADED
(2 PLCS)
COUNTERSUNK
HEAD SCREW
SUPPORT NUT
PITCH BEARING
INSTALLATION
MODIFIED CONFIGURATION
(ROTATED) (NOTE 6)
MAXIMUM ALLOWABLE WEAR IS 90%

CIRCUMFERENCE OF 0.4328 INCH
(10.99312 MM) MINIMUM DIAMETER
SPECIAL WASHER
(NOTE 4)
NOTE 7
HOUSING
0.4328 INCH
(10.99312 MM)
MINIMUM DIA.
NUT RETAINING
BRACKET (NOTE 5)
0.125 INCH (3.175 MM)

MAXIMUM WEAR
PITCH PIVOT PIN
(CURRENT CONFIGURATION)
(NOTE 3)
HUB
STRIKER
PLATE
ROUND HEAD
RIVET (NOTE 8)
RETAINING NUT
BRACKET (NOTE 5)
EARLY CONFIGURATION
CAPTIVE NUT
MAXIMUM ALLOWABLE WEAR IS 90%

CIRCUMFERENCE OF 0.4328 INCH
(10.99312 MM) MINIMUM DIAMETER
PITCH
BEARING
COUNTERSUNK HEAD RIVET
(ALTERNATE) (NOTE 9)
EARLY CONFIGURATION
0.4328 INCH
(10.99312 MM)
MINIMUM DIA.
0.125 INCH (3.175 MM)
MAXIMUM WEAR
PITCH PIVOT PIN

(EARLY CONFIGURATION)
(NOTE 3)
PIVOT PITCH PIN INSTALLATION
6220132A
Figure 58 Pitch Housing Components (Sheet 2 of 2)
516
CSP369D/E MTM1

Main Rotor
5.3.4. Blade Attaching Pins
NOTE: Refer to 620000.
Blade attaching pins are designed for quick installation and removal (Ref. Figure 59). There
are two blade attaching pins per pitch housing. The pins are threaded on both ends. The upper
end has a roll pinsecured barrel nut and the lower end has an adjustable hex nut. Assembled
on the bolt are a series of bushings, a spacer, a thrust washer, and a handle which is designed to
work as a cam. The pin is installed, and the adjustment nut tightened against the expandable
bushings until the desired fit is achieved. The handle cam is closed and secures the adjusting
nut. Releasing the handle cam allows removal of the pins without altering adjustment.
OIL
BARREL NUT
OIL
CAM HANDLE
THRUST WASHER
BUSHING SEGMENTS
SPACER
SAFETY LATCH
G621008T
Figure 59. Blade Attaching Pins
517
CSP369D/E MTM1

Main Rotor
TURNBUCKLE
MINIMUM 2THREAD
PROTRUSION AFTER
FINAL ADJUSTMENT
JAMNUT
BOLT
WASHER
WASHER
NUT
COTTER PIN
JAMNUT
JAMNUTS SAFETY WIRED TO
TURNBUCKLE AFTER FINAL
ADJUSTMENT
369D21102 BLADE
DAMPER CLEVIS ATTACHMENT
BLADE ATTACHING
PIN
DAMPER
UPPER ROOT
FITTING
ALTERNATE DAMPER
CLEVIS ATTACH PIN
BUSHING
(NOTE 2)
BLADE TAB
LOWER ROOT
FITTING
VENT HOLE
TIP CAP
BLIND RIVET
(NOTE 1)
0.1300.160 IN.
SPAR AND WEIGHT RIVETS
2.62 INCH
(6.655 CM)
AFT TIP CAP
SCREW
FORWARD BALANCE WEIGHT

THREADED
FORWARD INSERT
TIP CAP
AFT BALANCE WEIGHT
369D21100 BLADE
NOTES:
1. BLIND RIVETS TO BE INSTALLED THRU EACH SIDE OF
ALL BLADES. IF ONE TIP CAP REPLACED OR REPAIRED,
ASSEMBLY BALANCE IS NOT AFFECTED.
2. BUSHING INSTALLED IN EACH OF UPPER AND LOWER
ATTACHMENT LUGS.
G621000T
Figure 510. Main Rotor Damper
518
CSP369D/E MTM1

Main Rotor
5.3.5. Main Rotor Damper
NOTE:
Refer to 622000.
There are five elastomerictype main rotor dampers, each attached to the aft side of the
applicable pitch housing and to the trailing edge of each main rotor blade (Ref. Figure 510).
The purpose of the dampers, as their name implies, is to dampen the leadlag or hunting
moments of the main rotor blades to prevent ground resonance. The dampers are essential to
rotorcraft equipped with fully articulated rotor heads. When operating normally, they space
the blades so that no lateral vibration is felt in the aircraft.
The dampers consist of an aluminum cylinder filled with two buns with a rubberlike material,
and a clevis attachment point at each end. The housing clevis is nonadjustable and attaches to
the pitch housing. The adjustable turnbuckle clevis attaches to the trailing edge of the main
rotor blade, and is interconnected with the rubberlike material within the cylinder. The
dampers operate on the principle of hysteresis. When a shear load is applied to the rubberlike
material, it is slow in returning to its original shape.
The dampers are designed to operate as sealed units and are overhaulable. Neither damper
travel or stiffness is adjustable. The adjustable turnbuckle is used for establishing blade
spacing and position relative to the normal flight operating position and is used for rotor
system balance.
NOTE:
Refer to 622000 for blade phasing procedures.
519
520
HARD ANODIZE
Figure 511. Main Rotor Blade

SPACER
VCHANNEL
TRIM TAB
CCHANNEL
ROOT FITTING DOUBLER
DAMPER ATTACH FITTING
ROOT FITTING
VENT HOLES PINS
SCREW
DRAIN HOLE
AFT TIP CAP
(TYPICAL 17 PLACES)
FIXED BALANCE WEIGHT
FORWARD BALANCE WEIGHT
RIB 20 PLACES
TRAILING EDGE
WEIGHT
SPAR
LEADING EDGE
BALANCE WEIGHT
AFT BALANCE WEIGHT
FORWARD TIP CAP
CSP369D/E MTM1

Main Rotor
103155
CSP369D/E MTM1

Main Rotor
5.4 Main Rotor Blade
Each main rotor blade is a balanced airfoil with adjustable trim tabs. The main rotor blade
contains a Ushaped aluminum extrusion, machined to its final configuration, which forms the
spar. A 7 (degree), 58 (minute) 30 minutes negative twist is refined into the spar between its
root end and its tip end. The leading edge of the spar is flat. A navel brass extrusion, conforming
to the blades airfoil requirements, is bonded to the leading edge of the spar. It is called the
leading edge balance weight. Wrapped around the spar and forming the airfoil is a one piece,
0.025 inch aluminum skin. It is twisted to conform to the negative twist of the spar and bonded
to the spar. A 0.012 inch aluminum Vstrip bonded in place secures the trailing edges of the
airfoil envelope together. The skin has a section that extends beyond the actual trailing edge to
form the trim tab section, and is used for blade tracking adjustments in the field. A 0.012 inch
aluminum channel forms a spanwise support to reinforce the skin section. The channel is
bonded to the skin.
Twenty 0.016 inch aluminum ribs, equally spaced and bonded in place, are located in the blade
tip. The leading edges of the ribs slip into the lips of the spar. The trailing edges of the ribs extend
back to the trailing edge weight, which is a brass extrusion. The trailing edge weight is bonded
to the skins and secured with rivets. At the inboard end of each blade, there is a threefingered
cast aluminum spacer that takes the compression of three of the root fitting attach bolts. The
spacer is bonded in place. A forged aluminum unit forms the damper attach fitting. The fitting
sits chordwise in the spar and forms a solid mounting surface for the two remaining bolts of the
root fitting. The bearing that forms the damper clevis attach point is swaged in position, and is
replaceable.
Doublers are situated on the top and bottom sides of the airfoil under the root fittings. They are
fabricated from 0.025 inch aluminum, and are bonded in place. They spread the stress
concentration of the root attachment over a wider area. The root fittings are aluminum forgings
that are secured to the blade by bonding and five close tolerance bolts, inserted through
linereamed holes in the fittings.
As stated earlier, the spar and skin forming the blade are given a 7 (degree), (58 minute) 30
minutes negative twist for aerodynamic reasons. Another angular relationship of interest
exists. The attachment of the blade root end to the rotor head, when compared with the blade
root chordline, is found to be offset by a negative 13 degree 43 minute angle. The reasoning for
such an arrangement is based on the strap pack Vconfiguration. The straps want" to turn in a
flat state, and actually resist pitch changes from the flat or neutral pack position. To obtain
optimum life and low feedback (resistance to movement from neutral), the flight controls, rotor
hub, and blades are designed to allow the strap packs to remain at or near a neutral position
during cruise modes of operation. Thus, the offset angle between the blade root fittings and the
blade root accommodates the strap packs.
The tip balance weight assembly is composed of a bronze body, shaped to conform to the outline
of a spar. An inboard extension of the body is shaped to the ID of the spar. The inboard end of the
body slips into the spar and is bonded in place. Six rivets also retain the weight to the spar. The
heads of the rivets are milled flush after installation. Two threaded holes are provided in the
weight assembly body for the adjustable Mallory metal weights that are used for spanwise
balance of the blade. The blades are balanced spanwise at the factory by installing them with
the trailing edge down on a Marvel balancer fitted with a master weight. The Mallory weights
are then trimmed, as required, to bring the blades into coincidence with the master weight.
After final trimming, the weights are secured in position with Loctite.
The tip is closed by an aft tip cap composed of plastic, injectionmolded to its final configuration.
It is bonded in position to the skin. The forward tip cap is fabricated from 0.125 inch aluminum.
It dovetails into the aft tip cap and is secured in position by a single screw. The forward tip cap is
removable, to accommodate the installation of the tracking target.
521/(522 blank)
CSP369D/E MTM1
SECTION SIX
Main Rotor Controls

and Rigging
CSP369D/E MTM1

Main Rotor Controls
and Rigging
1.
2.
3.
4.
5.
6.
7.

DAMPER
BLADE ATTACH PIN
MAIN ROTOR BLADE
ROTOR MAST SUPPORT
ROTATING SWASHPLATE
MAIN ROTOR CONTROLS (MIXER, IDLER
BELLCRANKS AND LINKS)
8. LATERAL MIXER CONTROL ROD (CYCLIC)
9. LONGITUDINAL MIXER CONTROL ROD (CYCLIC)
10. COLLECTIVE MIXER CONTROL ROD
11. STATIONARY SWASHPLATE
2
4
11
10
7
7
5
6
8
25
27
23
24
26
22
12
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
COLLECTIVE CONTROL TORQUE TUBE

COPILOTS COLLECTIVE PITCH STICK
DROOP CONTROL OVERRIDE LINK
COPILOTS CYCLIC STICK
LATERAL CYCLIC FRICTION KNOB
CYCLIC LATERAL CONTROL ROD
LATERAL CYCLIC TRIM ACTUATOR
LONGITUDINAL CYCLIC TRIM ACTUATOR
LONGITUDINAL CYCLIC FRICTION KNOB
ONEWAY LOCK
CYCLIC CONTROL TORQUE TUBE
GAS PRODUCER CONTROL ROD
COLLECTIVE CONTROL BUNGEE
ANTITORQUE CONTROL ROD (REF)
PILOTS COLLECTIVE PITCH STICK
PILOTS CYCLIC STICK
14
15
21
20
19
16
17
13
18
Figure 61. Main Rotor Flight Controls
62
TG670000
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.0
General
NOTE:
Reference applicable data in CPSHMI2, chapter 670000.
The flight control system (Ref.Figure 61) is of the conventional helicopter controls systems
design for collective, cyclic, and tail rotor control. Flight control simplicity was achieved as a
result of the design philosophy to keep all systems as uncomplicated as possible. Control forces
are light and do not require the complexity of hydraulic boost. Single flight controls on the Model
369D/E helicopter are mounted on the left side, allowing three people to be seated in the forward
compartment.
Dual controls installation equips the helicopter with flight controls for the copilots seat (right
position). The dual controls are essentially the same as those provided for the pilot (left
position), except the longitudinal and lateral cyclic friction controls are not duplicated,
collective friction is preset and not adjustable by the copilot, and there is no landing light switch
or engine starting switch on the collective pitch stick.
The collective control system controls the vertical movement of the helicopter. Raising the
collective pitch stick will cause all the main rotor blades to increase angle of incidence equally
and simultaneously. The increasing angle creates more lift and the helicopter will rise vertically.
This control is then used to climb, hover, or descend.
The helicopter has a tendency to fly in the direction of main rotor disk tilt. The purpose of the
cyclic control system is to tilt the main rotor disk and control horizontal flight. Cyclic control
stick movement causes the opposite main rotor blades to change angle equally and oppositely,
creating a lift differential and causing the main rotor disk to tilt.
The tail rotor control system is used to control the directional heading of the helicopter. The
rudder pedals in the cockpit control the blade angle of the tail rotor. The tail rotor functions as an
antitorque device. As the collective pitch is raised, more power is supplied from the engine. This
tends to turn (torque) the helicopter to the right. To correct for this turning tendency, left pedal
must be added. When power is reduced, a simultaneous movement of the right pedal is required
or the helicopter will yaw to the left. This system is also called the antitorque control system or
the rudder control system.
The copilots pedal installation is basically the same as the pilots. A sleeve couples a torque tube
extension to the pilots torque tube. Dual pedal installation is also equipped with pedal stops,
heel strips, retaining springs and attaching hardware.
63
CSP369D/E MTM1

Main Rotor Controls
and Rigging
ROTATING SWASHPLATE
COLLECTIVE
BELLCRANK
LONGITUDINAL
LINK
COLLECTIVE
CONTROL ROD
LONGITUDINAL
BELLCRANK
LONGITUDINAL
IDLER BELLCRANK
LATERAL BELLCRANK
COLLECTIVE MIXER
TUNNELROUTED CONTROL ROD
NOTE 3
INBOARD COLLECTIVE
STICK SOCKET
BUNGEE OVERCENTER
ADJUSTMENT BOLT (NOTE 1)
GAS PRODUCER
CONTROL ROD
BUNGEE
GAS PRODUCER
INTERCONNECTING TORQUE TUBE
COLLECTIVE CONTROL
INTERCONNECTING
TORQUE TUBE
BUNGEE SPRING ADJUSTMENT

NUT (NOTE 2 SEE CAUTION)
N2 DROOP CONTROL OVERRIDE LINK
NOTES:
1. ROTATED CLOCKWISE TO INCREASE,
COUNTERCLOCKWISE TO
DECREASE OVERALL COLLECTIVE DOWNLOADS.
2. ROTATED CLOCKWISE TO INCREASE
COUNTERCLOCKWISE TO
DECREASE, BUNGEE PRELOAD.
CAUTION: DO NOT ADJUST BUNGEE SPRING TENSION
WHILE BUNGEE INSTALLATION TOOL IS INSTALLED.
USE OVERCENTER ACTION OF STICK TO COMPRESS
SPRING TO REMOVE TOOL.
3. BUSHINGS MUST PROTRUDE A MINIMUM OF 0.010
IN. (0.254 MM) TO
A MAXIMUM OF 0.060 IN. (1.524 MM) AFTER BOLT IS
TIGHTENED.
4. FOUR NUTS TORQUED EQUALLY AND BY SMALL
INCREMENTS.
5. WASHERS ARRANGED TO ALIGN GUIDE WITH
STICK; LOOSELY
SPACED WITH THREE WASHERS.
COLLECTIVE STICK FRICTION

MECHANISM AND GUARD
THROTTLE
THROTTLE FRICTION
NOTE 4
NOTE 5
SLEEVE
BUSHING GUIDE
NOTE 5
Figure 62. Single Collective Pitch Controls
64
FUSELAGE SKIN
TG671003
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.1
Collective Pitch Controls
NOTE:
Reference 671000.
Total travel of the collective pitch stick is 30 degrees. Raising the collective stick two degrees will
cause a one degree movement of the main rotor blade. Movement of the collective stick is
transmitted through a control rod to the collective mixer bellcrank which in turn rotates the
lateral mixer bellcrank.
The outer ears of the lateral bellcrank are attached to the stationary swashplate by two links. As
the lateral bellcrank rotates, the stationary swashplate raises equally on both sides. The
longitudinal bellcrank is attached to the aft end of the collective bellcrank and raises as the
collective bellcrank is raised. The longitudinal link connects the longitudinal bellcrank with the
swashplate and acts as the stationary scissors.
6.1.1. Pilots Collective Pitch Stick
The pilots collective pitch stick is constructed of an aluminum alloy tube riveted into a
magnesium casting that is bolted to an interconnecting torque tube (Ref. Figure 62,
Figure 63, and Figure 64). The stick is fitted with a throttle twist grip for N1 fuel control,
which operates through a series of pushrods and bellcranks. Located on the outboard end is the
N2 governor trim switch, starter switch, landing light switch, and the idle stop release ring.
6.1.2. Copilots Collective Pitch Stick
The copilots collective pitch stick is attached to the inboard collective stick housing mounted on
the end of the collective interconnecting torque tube (Ref. Figure 65). The collective stick
consists primarily of a switch housing, throttle grip, collective stick tube, and a gas producer
control tube having a torsion strap and splined adapter. Stick controls include the N1 throttle
and the N2 governor switch.
An inboard collective pitch stick cover provides access to the underseat flight controls linkage,
and forms a protective guard for the collective friction mechanism on the inboard collective
pitch stick. A plastic trim cover incorporating an armrest/stowage compartment protects the
collective friction mechanism. A sliding protective cover at the collective pitch stick slotted
opening guards against foreign object entry.
The desired aim when adjusting the collective friction is to synchronize the FULL ON position
of the friction grip with the gear and shaft assembly pin positioned on the cam high point and
have no internal clearance in the retainer assembly.
65
CSP369D/E MTM1

Main Rotor Controls
and Rigging
SWITCH HOUSING
IDLE RING
PILOTS THROTTLE
TWIST GRIP
THROTTLE
TWIST GRIP
FRICTION NUT
COPILOTS
TWIST GRIP
COPILOTS
COLLECTIVE
(OPTIONAL)
COLLECTIVE
STICK FRICTION
PILOTS
COLLECTIVE STICK
THROTTLE
CONTROL TUBE
BEARING
COLLECTIVE
ANTICIPATOR
POTENTIOMETER
COLLECTIVE
INTERCONNECTING
TORQUE TUBE
BEARING
BELLCRANK
BEARING
GEAR
T600079
HOUSING BLOCK
Figure 63. Dual Collective Pitch Stick and Throttle Control Details
66
CSP369D/E MTM1

Main Rotor Controls
and Rigging
THROTTLE FRICTION
NUT
THROTTLE GRIP
SWITCH HOUSING
IDLE STOP
RELEASE RING
THROTTLE STOP
SET SCREWS
SET SCREW
IDLER GEAR
STICK FITTING
GUARD
GEAR
CAM
GEARSHAFT ASSY
FRICTION DRIVE
GEAR
BACKLASH SHIM
BACKLASG
SHIM
WIRE GUIDE
FRICTION ADJUSTMENT
TEFLON WASHER
METAL
WASHER
HEX HOLE
WASHER
GUIDE SCREW
SNAP RING
PHENOLIC
WASHERS
MOUNTING
DISTANCE
SHIM
RETAINER
GUIDE LINK
TORQUE TUBE
PINION
GAS PRODUCER
CONTROL TUBE
AN960C816
WASHERS
THREADED HOLES
Figure 64. Pilots Collective Pitch Stick
67
CSP369D/E MTM1

Main Rotor Controls
and Rigging
TORSION STRAP
GAS PRODUCER
CONTROL TUBE
THREADED HOLES
STICK TUBE
SOCKET
ADAPTER
HOUSIING
CONNECTOR
PHENOLIC
BLOCK
GUIDE SCREW
WIRE GUIDE
PIN
THROTTLE GRIP
NONADJUSTING NUT
SWITCH
HOUSING
Figure 65. Copilots Collective Pitch Stick
68
CSP369D/E MTM1

Main Rotor Controls
and Rigging
GUARD
WASHER(S)
(NOTE 1)
STICK FITTING
COTTER
PIN
PHENOLIC WASHERS
TEFLON
WASHER
IDLER GEAR
RETAINER
HOUSING
CCW MAX FRICTION

FRICTION
DRIVE GEAR
(ROTATING
STOP)
COTTER PIN
NUT
CW MIN
FRICTION
WASHER
DRIVEN GEAR
SPRING
STOP
GEAR ASSY
(NOTE 2)
STICK FITTING
(FIXED STOP)
GUIDE
AL ALY WASHER
CAM
SPACER
GUARD ATTACHMENT
NYLON STRAP
GEAR ASSY PIN
(NOTE 4)
NOTE 3
NOTE 6
NOTE 5
NOTES:
1. SHIM AS REQD FOR 0.010 IN. (0.254 MM) MIN. END
PLAY. GEAR TRAIN MUST ROTATE FREELY.
2. GEAR ASSY MUST SLIDE AND ROTATE FREELY IN
FITTING. APPLY GREASE (26, TABLE 24) TO SHAFT.
3. ACCEPTABLE MINIMUM FRICTION POSITION.
4. DESIRED MINIMUM FRICTION POSITION
(CAM LOW POINT).
5. CORRECT MAXIMUM FRICTION POSITION
(CAM HIGH POINT).
6. UNACCEPTABLE MAXIMUM FRICTION POSITION.
TH30050C
Figure 66. Collective Pitch Stick Friction
69
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.1.3. Collective Pitch Stick Friction
The collective pitch stick friction is fitted to the pilots stick and serves a dual purpose,
providing an adjustable friction control for the collective stick and limiting the travel of the
stick to 30 degrees full travel by means of the friction guide link (Ref. Figure 66).
To increase collective friction, the pilot turns the friction twist grip. This turns the gear train
and compresses a spring against a stack of phenolic washers that ride on the guide link and
increase friction. The guide link contains a slot that limits the travel of the stick.
Rotation of the friction grip on the collective pitch stick rotates an idler gear which, in turn,
rotates the gear and shaft assembly. When the gear and shaft assembly is rotated, it also moves
along its shaft axis. This movement is brought about by a pin moving on the surface of the cam.
The pin is held against the cam by the spring action of the retainer assembly. The retainer holds
a spring under compression by means of an internal captive washer. The retainer bears against
a Teflon washer and two phenolic washers straddling the guide link and applies resistance to
collective stick movement. A nut holds the gear and shaft assembly and associated components
in place and serves as an adjustment point in acquiring the desired friction.
There are several system peculiarities. One, is that collective friction devices must not be
capable of applying a positive lock to the collective pitch stick. For this reason, the teeth of the
gear and shaft assembly are designed to yield before a positive lock can occur.
610
CSP369D/E MTM1

Main Rotor Controls
and Rigging
FUSELAGE SKIN
SNAP PLUG
COLLECTIVE CONTROL INTERCONNECTING

TORQUE TUBE
GAS PRODUCER INTERCONNECT

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

(NOTE 3)
CONTROLS BRACKET CRADLE

INDEX GROOVE
PIPE PLUG
NOTE 5
GAS PRODUCER
CONTROL ROD
INBOARD
COLLECTIVE
STICK SOCKET
ASSEMBLY
CONTROLS
SUPPORT
BRACKET
THREADED
INSERT
TORQUE TUBE SUPPORT

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

TG671006B
Figure 67. Collective Bungee Installation and Adjustment
611
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.1.4. Collective Interconnecting Torque Tube and Collective Bungee
The collective interconnecting torque tube is an aluminum tube running laterally under the
seat structure at station 75.00. The collective bungee works from the torque tube and is
supported by a bracket that slides over the torque tube and bolts to the controls support bracket
(Ref. Figure 67). The torque tube is supported by two bearings. The one on the right mounts
into a bracket riveted into the seat structure. The other mounts into a two piece fitting on the
controls support bracket. The controls support bracket bolts into the seat structure. The two
bearings are lifetime lubricated, double shielded ball bearing. The controls support bracket
serves as a support and axis for all four control inputs from the cockpit.
The collective bungee is an overcenter spring arrangement in parallel with the collective
control path to provide a mechanical force to counteract the strap packs resistance to twist. The
bungee is a strong compressed spring that is trapped between a fixed point on the bungee
bracket and a moving point determined by the position of the overcenter fitting. If the spring
and two restraining points are in a straight line (a condition that is adjusted to occur at the
notwist position of the strap packs), no bungee force is added to the control system. However,
as the collective sticks are moved from the strap pack notwist position, the spring can exert a
force on the overcenter fitting that increases in accordance with the amount of displacement.
The collective bungee consists of a male bearing assembly, female bearing assembly, spring,
and retainer. This unit attaches between the bungee fitting and bungee bracket of the collective
interconnecting torque tube. The purpose of the adjustable bungee and the overcenter bracket
attachment is to counteract these forces so that collective stick loads are relatively constant
throughout the full range of travel. There are two adjustments available to establish or correct
collective flight loads. Adjustment of the collective bungee spring will correct a variation in
collective load from low pitch to high pitch. Adjustment of the overcenter bolt to raise or lower
the bungee fitting will cause an overall reduction or increase of collective forces in both low
pitch and high pitch.
Collective bungee adjustment:
NOTE:
Refer to 671000
Adjustment of bungee system is only permissible when helicopter is on ground.
CAUTION
612
Do not attempt bungee adjustment in flight, control jamming can result. Use
all necessary precautions to prevent possible entry of any foreign objects into
controls linkage exposed by removal of pilots seat cover to make adjustment
of bungee system. Do not attempt bungee adjustment in flight, control jamming
could result.
Collective load forces are affected by any adjustment made in main rotor system. Comply
with the following.
Bungee adjustment should be made only when main rotor blades are in track and
autorotation rpm is established.
Ensure that collective stick friction is correctly adjusted.
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.2
Cyclic Controls
NOTE:
Refer to 671000
The cyclic control stick may be moved in any direction of the azimuth. The cyclic control system
passes that input through the mixer assembly to the swashplate (Ref. Figure 68). Tilting of the
swashplate results from cyclic stick displacement from the stick neutral position. Stick
movements may be broken down into two basic components. These are lateral movements and
longitudinal movements and any combination thereof. The cyclic stick is attached to the cyclic
interconnecting torque tube. The torque tube provides pivot for lateral stick movements and for
longitudinal stick movements.
Lateral stick movements are coordinated by two rods interconnecting the cyclic sticks to the
lateral cyclic bellcrank. The bellcrank is pivoted by lateral stick movements which in turn
moves the lateral idler bellcrank through an interconnecting rod. The idler changes direction of
input to coincide with the station 78.50 rod which in turn pivots the lateral pitch mixer bellcrank
of the mixer assembly. Pivoting the double ended lateral pitch mixer bellcrank causes one end of
the bellcrank to go up and the other end to go down and the swashplate to tilt accordingly.
Longitudinal stick movements cause the interconnecting torque tube to pivot. The torque tube
has an integral crank which attaches to a oneway lock and when the torque tube is pivoted,
motion is fed through the oneway lock to the longitudinal idler bellcrank to the tunnel rod. The
tunnel rod positions the longitudinal idler of the mixer assembly which in turn positions the
mixer link, the longitudinal mixer bellcrank, and the longitudinal link which is attached to the
swashplate assembly. Thus, longitudinal stick movements are fed to the swashplate which tilts
accordingly.
613
CSP369D/E MTM1

Main Rotor Controls
and Rigging
ROTATING SWASHPLATE
COPILOTS CYCLIC
CONTROL STICK
LONGITUDINAL IDLER
BELLCRANK
LONGITUDINAL
CONTROL ROD
LONGITUDINAL LINK
MIXER LINK
INTERCONNECTING
TORQUETUBE
LATERAL BELLCRANK
LATERAL
CONTROL ROD
PILOTS CYCLIC
CONTROL STICK
LONGITUDINAL IDLER
BELLCRANK
ONEWAY LOCK
STA 67
LATERAL
BELLCRANK
PILOTS LATERAL
CONTROL ROD
LINGITUDINAL
TRIM ACTUATOR
LATERAL IDLER
BELLCRANK
STA 70
CONTROL ROD
LATERAL TRIM
ACTUATOR
Figure 68. Cyclic Pitch Controls
614
LONGITUDINAL
BELLCRANK
CSP369D/E MTM1

Main Rotor Controls
and Rigging
FRICTION
MECHANISM
STUD
LINK
KNOB
SPRING
CAP NUT
RETAINER
DISC
CYCLIC STICK LONGITUDINAL

FRICTION MECHANISM
TORQUE TUBE
PILOTS STICK
ASSEMBLY
PILOTS LATERAL
CONTROL ROD
FRICTION MECHANISM
STUD (TYPICAL)
RIVET
STUD
SPRING PIN
103068B
Figure 69. Pilot/Copilot Cyclic Stick, Control Linkage and Friction Controls (Sheet 1 of 2)
615
CSP369D/E MTM1

Main Rotor Controls
and Rigging
PILOTS STICK ASSEMBLY
COPILOTS STICK
ASSEMBLY
LATERAL CYCLIC
BELLCRANK
CYCLIC PITCH
INITERCONNECTING
TORQUE TUBE
STRAP
QUICK
RELEASE
PIN
COPILOTS LATERAL
CONTROL ROD
DUST COVER
GROMMET
SLOTTED
BUSHING
QUICK RELEASE PIN
CYCLIC CONTROLS
TRIM COVER
TRIM COVER CAP
Figure 69. Pilot/Copilot Cyclic Stick, Control Linkage and Friction Controls (Sheet 2 of 2)
616
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.2.1. Cyclic Control Stick
The cyclic control stick is composed of a grip assembly, a tube assembly and a socket assembly.
The socket assembly is a magnesium casting which mounts into the end yoke of the cyclic
interconnecting torque tube. The pilots control stick tube assembly is riveted in position to its
socket.
The copilots cyclic control stick is similar to the pilots except the copilots stick does not have
longitudinal or lateral control friction and the electrical wiring exits above the stick socket. The
copilots cyclic control stick is detachable and may be removed or installed by use of two
quickrelease pins. The copilots lateral control rod is identical to the pilots lateral control rod,
with initial length and bearing angularity set to the same requirements.
A cyclic controls trim cover (Ref. Figure 68) protects the cyclic control linkage from objects
that might jam or foul control linkage. The trim cover extends between the pilots and copilots
cyclic sticks at the seat bulkhead and covers the cyclic control linkage. Cyclic stick openings in
the cover are protected by dust covers secured to the cover with Velcro hook and pile fasteners.
The cyclic sticks pass through elastic ringed openings in the dust covers.
6.2.2. Cyclic Friction Controls
The cyclic pitch friction controls include lateral and longitudinal friction adjustment controls
(Ref. Figure 69). The knobs are rotated to vary the amount of friction in the cyclic control
system to suit the requirements of the pilot.
Both friction devices are similar and many parts are interchangeable. The main area of
difference is in the guide links. The difference between the longitudinal and lateral friction
guide links is overall length and the length of the slot that controls the stick throws. The
longitudinal guide link is the longer of the two in both cases. Each guide link is
impressionstamped with its part number and either LONGITUDINAL or LATERAL in block
letters. The guide links for both the longitudinal and lateral friction devices serve two
functions. Their primary function is to serve as stops for the cyclic control stick. Their
secondary function is to provide friction surface for the friction retainer and friction disk. The
friction retainer and disk are molded from phenolic resin.
Each friction control stackup fits onto a shouldered steel stud. The friction disks and the guide
links are slipped onto the studs with the correct amount of washers to align the guide links with
their attachment fittings. The lateral friction disk fits onto the larger diameter of its stud. A
retainer pin is then pressed into the stud. The friction retainers are then placed on the studs
with the bossed sections outboard. Retaining pins fit into slots in the friction retainers and
prevent them from rotating. The friction adjusting springs fit onto the boss of the retainers,
then the adjustment knobs are threaded onto the studs. Fiber insert nuts are then threaded
onto the studs to serve as the outboard stops of the adjustment knobs. To increase friction, the
adjustment knobs are threaded inboard on the studs, which compress the springs and cause
more pressure to be exerted against the guide links by the friction retainers and friction disks.
617
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.2.3. Cyclic Pitch Interconnecting Torque Tube
The cyclic pitch interconnecting torque tube is a machined hollow cast magnesium assembly.
The yokes of the torque tube are fitted with two sets of bearings (Ref. Figure 610). The torque
tube is mounted in bearings to a structural member called the cyclic control and seat support
bracket. This bracket is a machined casting that is riveted into the seat structure. The bearing
that mount in the bracket are single row ball bearing, double shielded and lifetime lubricated.
They are especially designed for torque tube applications. The right hand bearing is held in
position by a retainer that is riveted to the fitting on the torque tube.
The torque tube installation is composed of torque tube fittings and two identical support bolts
that slip through the ears of the support bracket and support the inner races of the bearing. The
0.200 inch wide spacer and the 0.520 inch wide spacer are slid into position prior to inserting
the support bolts. The 0.430 inch wide spacer and the 0.260 inch wide spacer are then installed
over the support bolts, through the inboard ears of the support bracket, and butt up against the
inner race of the bearing. Two identical support nuts secure the stackup in position.
The centerline of the bearing is the pivot point for longitudinal movement of the cyclic control
stick. Running along this centerline and passing through the support installation is a control
rod. This control rod is bolted into the yoke in the socket assembly of the pilots cyclic control
stick at one end and mates with a bellcrank that pivots on a fitting of the cyclic controls support
bracket. Another control rod runs from this bellcrank to the lateral idler bellcrank, which is
mounted on the controls support bracket.
618
CSP369D/E MTM1

Main Rotor Controls
and Rigging
CONTROLS
SUPPORT
BRACKET
NOTES:
1. EDGE OF BUSHING MUST PROTRUDE A MINIMUM OF
0.010 IN. (0.254 MM) TO A MAXIMUM OF 0.080 IN. (2.032 MM)
ABOVE OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
2. MAY BE INSTALLED IN EITHER DIRECTION.
3. MAY BE INTERCHANGED TO ALIGN ONEWAY LOCK.
4. INSTALLED WITH GREASE ON OUTSIDE CIRCUMFERENCE.
5. INSTALLED WITH LOCKING COMPOUND.
6. SHIM WASHERS AS REQUIRED TO ALIGN ONEWAY LOCK (REMOVE
SIDELOAD).
CAUTION:
DO NOT HAMMER RIVETS: SQUEEZE ONLY.
LONGITUDINAL IDLER
BELLCRANK
SHIM WASHER
(NOTE 6)
ONEWAY
LOCK
SLOTTED BUSHING
(NOTE 1)
INPUT END
CYCLIC STICK
PIVOT BEARING
OUTPUT
END
SLOTTED BUSHING
(NOTE 1)
SLEEVE
BUSHING
CYCLIC PITCH
INTERCONNECTING
TORQUE TUBE
SHIM WASHER
(NOTE 6)
PIVOT BUSHING
SUPPORT LINK
SUPPORT BEARING
(NOTE 5)
FLANGE
BUSHING
RETAINER
SUPPORT BOLT
(NOTE 2)
SUPPORT SPACER,
0.20 IN. (5.08 MM) WIDE
(NOTE 3)
CYCLIC STICK
PIVOT BEARING
SUPPORT SPACER, 0.430 IN.

(10.29 MM) WIDE
SUPPORT BEARING
(NOTE 4)
SUPPORT NUT
RIVET
(SEE CAUTION)
SUPPORT
NUT
SUPPORT SPACER,
0.260 IN. (6.60 MM) WIDE
(NOTE 3)
SUPPORT SPACER, 0.520 IN.
(13.21 MM) WIDE
RIVET
STUD
SUPPORT BOLT
(NOTE 2)
SPRING PIN
STUD (FRICTION
MECHANISM) (TYPICAL)
T671011A
Figure 610. Cyclic Pitch Interconnecting Torque Tube Installation
619
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.2.4. Cyclic Trim Actuators
Two linear actuator assemblies are installed in parallel with the longitudinal and lateral
control paths (Ref. Figure 611 and Figure 612). These actuators are electrically controlled by
a fiveposition switch mounted in the pilots cyclic stick grip. The actuator moves a spring
assembly to counteract feedback forces from the main rotor to the cyclic control sticks. The
actuator assemblies are secured to brackets, which are part of the center beam, and to the
lateral and longitudinal idler bellcranks mounted on the controls support bracket.
Each of the two cyclic trim actuators consists of an actuator, housing support, trim tube and
spring assembly. The actuator is essentially a motordriven, variable length shaft that moves a
spring assembly, counteracting feedback forces from the main rotor and compensating for
imbalance conditions such as those imposed by crosswinds or unevenly distributed cargo.
Cyclic trim is controlled by the cyclic stick grip. The cyclic trim switch has five positions:
normally OFF at the center, and momentary FORWARD, AFT, LEFT, and RIGHT. When the
trim switch is moved off center to any of the four trim positions, one of the trim motors operates
to provide trim spring force in the desired direction. By momentarily activation of the switch,
very small trim increments are obtained. Trim forces cannot be applied in two directions
simultaneously; when both lateral and longitudinal trim corrections are required, it is
necessary to apply first one, then the other. Travel of the cyclic pitch control stick is not limited
by the cyclic trim mechanism; trim spring force can be overridden at any time.
620
CSP369D/E MTM1

Main Rotor Controls
and Rigging
BUNGEE SUPPORT BRACKET

COLLECTIVE TORQUE TUBE
CAP AND BRACKET
MATCH NOTCH
CONTROLS
SUPPORT BRACKET
DROOP CONTROL
OVERRIDE LIONK
FLOOR ROUTED
TAIL ROTOR
CONTROL ROD
SHIM WASHERS
FOR 0NEWAY
LOCK
ALIGNMENT
STA 70 LATERAL
CONTROL ROD
1/4" BOLT
LONGITUDINAL
IDLER BELLCRANK
LATERAL CYCLIC
TRIM ACTUATOR
LONGITUDINAL CYCLIC
TRIM ACTUATOR
ONEWAY
LOCK
STATION 72 DROOP
CONTROL BELLCRAKN
TP671010
Figure 611. Controls Support Bracket and Cyclic Trim Actuator
621
CSP369D/E MTM1

Main Rotor Controls
and Rigging
SPRING
ADAPTER
SPRING GUIDE
TEST LOAD
CONNECTION
SPRING ADAPTER SCREW

ADAPTER
TRIM TUBE
TRIM DECAL
SELFLOCKING THREAD INSERT
ACTUATOR
SPRING
WASHER
NOTE
ACTUATOR
RIVET
(4 PLCS)
SPRING PIN
ACTUATOR HOUSING
TRIM TUBE
ADAPTER
NOTE:
REPLACEMENT PARTS HAVE NUTPLATE RIVETED
IN PLACE. WASHER, NUT AND COTTER PIN NOT REQUIRED.
ITEM
NO.
TEST EQUIPMENT
STOPWATCH, MARKED IN 1/10SECOND

INCREMENTS (MINERVA OR EQUIVALENT).
6 IN. (15.25 CM) SCALE.
DC VOLTMETER, 050 VOLTS (WESTON

MODEL 931 OR EQUIVALENT).
ACTUATOR
TUBE
ACTUATOR
HOUSING
PIN INSTALLATION
HOLE
1.00 IN.
(2.54 CM)
TRIM TUBE INSTALLATION
DC MILLIAMMETER, 05 AMPERES (WESTON

VARIABLE DC POWER SUPPLY, 1036 VOLTS

(N.J.E. MODEL SY 3610 OR EQUIVALENT).
DIAL INDICATOR GAGE (BROWN AND SHARP,

SWITCH, SPDT: CENTER OFF.
SPDT SWITCH
26 VDC
ELECTRICAL
POWER
SOURCE
M1
EXTEND
MA
OFF
RETRACT
M2
A
B
C
TEST HOOKUP
CONNECTOR
TG671017
Figure 612. Cyclic Stick Trim Actuator

622
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.2.5. Oneway Lock
The oneway lock assembly is essentially a self contained hydraulic unit connected in series
with the longitudinal control system to shunt aft" feedback forces from the main rotor to the
structure of the aircraft (Ref. Figure 613).
The oneway lock assembly functions as a control rod during longitudinal movement of the
cyclic control stick. The piston of the assembly is connected to the lever arm of the cyclic
interconnecting torque tube and to the longitudinal idler bellcrank on the controls support
bracket. It is mounted in the aircraft at an angle that sets the centerline of the reservoir parallel
to the vertical centerline of the aircraft. The housing of the assembly is fitted with two
trunnions that ride in two link assemblies mounted into two fittings on the cyclic controls
support bracket. The oneway lock assembly is composed of a piston, a shaft, a spring loaded
ball check valve, and a spring loaded relief sleeve. The piston is inside a housing assembly and
is sealed at its various mating points. The housing assembly serves as a hydraulic chamber and
is supplied by the reservoir. The reservoir is fabricated of transparent, unbreakable plastic. It
has a volume of 20 cubic centimeters and is vented to atmosphere. The reservoir is filled with
hydraulic fluid, as is the chamber around the piston.
The shaft is mated to the piston by a cap nut. The cap nut is threaded onto the piston and fits
over a shoulder on the shaft. This cap nut is manufactured to allow the shoulder of the shaft a
small amount of movement back and forth before movement of the piston takes place.
The purpose of the oneway lock is to prevent any aft feedback forces from moving the cyclic
control stick aft. Any tendency to pull the piston aft by a force acting on the lower rod end
bearing will be resisted by a hydraulic lock formed by the ball check valve and hydraulic fluid
trapped in the aft chamber. During forward control inputs, the piston acts as a simple control
rod. Fluid is displaced around the ball check valve as pressure differentials warrant.
Aft control inputs depend upon the free play between the cap nut and the shoulder of the shaft.
The sleeve, which incorporates the seat for the ball check valve, fits over a shouldered section of
the shaft. The ball check valve butts up against this shoulder.
When an aft cyclic control input is applied to the forward rod end bearing and shaft, the
shoulder of the shaft will travel aft to the limit of free play set by the cap nut (0.010 inch
maximum) before any pressure is exerted on the shaft. This 0.010 inch travel of the shaft allows
its plunger to unseat the ball check valve as long as aft control input is maintained. When
control input is removed but a force still remains, (feedback in an aft direction from the main
rotor head), it will allow the ball check valve to reseat itself and lock out" this unwanted
feedback force.
Rotor head forces up to 200 25 pounds that tend to exert an aft motion to the cyclic control
stick, are hydraulically locked out of the control path. A relief mechanism built into the
oneway lock assembly relieves the hydraulic lock at forces above the design limit. An aft force
of 30 pounds at the cyclic control stick will also actuate this relief mechanism in the event of a
malfunction of the oneway lock assembly. When the force becomes greater than that specified,
the sleeve will be forced forward against the spring, retaining it. The plunger of the shaft, being
stationary, will unseat the ball check valve, which will allow the trapped fluid to return to the
other side of the piston, relieving the hydraulic lock.
OPERATIONAL CHECK. To ensure correct operation of the oneway lock, the pilot
momentarily activates the longitudinal trim actuator to forward. Forward movement of the
cyclic stick will be noted without hand pressure being applied to the stick. No movement
should be noted when the trim is activated in the aft position.
623
CSP369D/E MTM1

Main Rotor Controls
and Rigging
PISTON
INPUT SHAFT
0.010 INCH (0.254 MM) GAP

(FOR UNLOCKING ACTION)
INPUT END END PLAY
OIL CUP (RESERVIOR)

0.1800.130 INCH
(4.5703.302 MM)
(NOTE 1)
BODY
PROTECTIVE CAP (BOOT)
INPUT SHAFT
INPUT END
SHIM
SLEVE
BALL CHECK VALVE
8.58 0.080 INCHES

(21.793 CM 2.032 MM)
(NOTE 2)
NOTES:
1. APPLY 0.130.18 INCH (3.3024.570 MM) BEAD OF SEALANT TO
ENTIRE CIRCUMFERENCE AT REASSEMBLY.
2. DIMENSION IS 8.580.030 INCH (21.793 CM 0.762 MM), BY THE
DRAWING. THERE IS A 0.080 INCH (2.032 MM) ROD ADJUSTMENT.
Figure 613. OneWay Lock Cross Section View
624
PISTON
OUPUT END
TH671031A
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.3
Mixer Assembly
NOTE:
Refer to 623000
The position of the swashplate assembly is determined by the cyclic and collective inputs which
are fed simultaneously into and through the mixer assembly. Cyclic inputs (longitudinal and
lateral) are provided with separate paths through the mixer. Thus, the cyclic inputs do not affect
one another as they pass through the mixer. Both cyclic input paths are interconnected with the
collective bellcrank and both are affected by the position of collective input. Briefly stated, the
cyclic longitudinal and lateral controls have a collective input superimposed upon them as they
pass through the mixer.
BUSHING
(NOTE 2)
LONGITUDINAL
PITCH IDLER
LONGITUDINAL
CONTROL MIXER LINK
*LATERAL MIXER
BELLCRANK
MIXER LINK
STATIONARY
SWASHPLATE
BUSHING
(NOTE 2)
BUSHING
(NOTE 2)
BEARING
MIXER
LINK
WASHER
MIXER
SUPPORT
ATTACHING
BUSHING
(NOTE 6)
STATIONARY
SWASHPLATE
FLANGED
BUSHING
BEARING
BEARING
MIXER
SUPPORT
BRACKET
BEARING
FLANGED
BUSHING
(NOTE 4)
BEARING
*COLLECTIVE
PITCH MIXER
BELLCRANK
BUSHING
(NOTE 2)
LONGITUDINAL
LINK (NOTE 3)
NOTE 1
NOTE 1
BEARING
SLEEVE
BUSHING
NOTE 7
BEARING
FLANGED
BUSHING
(NOTE 4)
NOTE 1
MAST
BASE
*LONGITUDINAL
PITCH MIXER
BELLCRANK
2
PLS
NOTES:
1. DIRECTION OF BOLT OPTIONAL.
2. EDGE OF BUSHING MUST PROTRUDE MINIMUM OF 0.010 IN. (0.254 MM) TO MAXIMUM OF
0.060 IN. (1.524 MM) ABOVE OUTSIDE OF PART AFTER NUT IS TIGHTENED.
3. LONGITUDINAL LINK DETAILS ROTATED FOR CLARITY.
4. MUST BE PULLED OUT FIRST TO REMOVE BELLCRANK.
5. ASTERISK ( * ) INDICATES PART THAT MAY BE EITHER MAGNESIUM OR ALUMINUM ALLOY.
(FOR ALLOY IDENTIFICATION AND CORROSION CONTROL, REF. SEC. 204000).
6. INSTALL BUSHING AFTER THE TWO AFT ATTACHING BOLTS WITHOUT EXCESSIVE
MISALIGNMENT, 0.015 IN. (0.381 MM).
7. USING HS50792646 SHIMS, SHIM EQUALLY TO REMOVE GAP.
TG623003C
Figure 614. Mixer Assembly
625
CSP369D/E MTM1

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

To move the helicopter to the left, the cyclic control stick is moved left. The stick, pivoting in the
yoke of the torque tube, moves the pilots lateral control rod to the right. The station 67.00
626
CSP369D/E MTM1

Main Rotor Controls
and Rigging
lateral bellcrank will pivot, moving the station 70.00 lateral control rod forward. The lateral
idler bellcrank pivots on the controls support bracket and moves the tunnelrouted lateral
control rod. This action tilts the lateral bellcrank, which pivots in the bracket of the collective
mixer bellcrank, pulls the left link assembly down and pushes the right link assembly up, thus
tilting the swashplate assembly and the tippath plane of the main rotor blades to the left.
6.3.4. Longitudinal Control Movement
To move the helicopter forward, the cyclic control stick is moved forward, rotating the torque
tube about is pivot point at the cyclic controls support bracket. A lever arm on the torque tube is
attached to the forward end of the oneway lock and pulls the unit forward. The aft end of the
oneway lock attaches to the longitudinal idler bellcrank mounted on the controls support
bracket. Pulling the oneway lock forward rotates the longitudinal idler bellcrank and moves
the tunnelrouted longitudinal control rod down. The upper end of the longitudinal control rod
is attached to the longitudinal idler bellcrank mounted on the mixer support bracket. This
bellcrank pivots and pulls the longitudinal control link forward. The other end of the
longitudinal control link attaches to the longitudinal bellcrank. The longitudinal bellcrank,
pivoting at its attach points to the collective bellcrank, rotates and the longitudinal link pushes
up on the swashplate assembly.
6.4 Main Rotor Swashplate Assembly
NOTE:
Refer to 623000.
The control action from the mixer controls is fed to the swashplate at two lateral inputs (located
directly opposite each other) and one longitudinal input (Ref. Figure 615). The purpose of the
swashplate is to transmit linear control inputs from the flight controls to the rotor blades. The
swashplate assembly accomplishes its function through a stationary member linked to the
flight controls and a rotating member linked to the rotor blades. The two units are joined by a
double row ball bearing.
There are two types of control inputs fed to the swashplate. One is collective control, where the
swashplate must transmit simultaneous control input of the same degree to all five blades. To do
this, the rotating and stationary swashplates must be raised or lowered as a unit. The other
control input is cyclic control, where the swashplate must transmit to the rotor blades a
differential control input for each blade. To accomplish this, the entire swashplate is attached to
a ball and socket. During collective action, the two act as a single unit and slide up or down on a
polished journal on the stationary mast. During cyclic action, the ball remains stationary,
serving as the inner race of the socket. The socket pivots about the ball to any position within the
limits of the flight controls.
The stationary swashplate is aluminum. It is secured to the extended inner race of the double
row ball bearing (Figure 816) by four bolts set with wet zinc chromate primer. The bearing are
packed with grease at the factory and are sealed with two removable synthetic rubber seals. The
outer race of the bearing assembly is pressed into the rotating swashplate and secured in
position by a retaining ring, which is bolted to the rotating swashplate at four points. The
rotating swashplate is an aluminum forging. Situated in the bore of the bearing inner race is the
outer socket of the uniball". The socket is secured to the bearing by two spiral locks. The
uniball" is composed of an aluminum alloy ball and socket. The inside diameters of the ball and
socket have heavy reinforced Teflon liners bonded in position at their bearing surfaces.
The rotating swashplate is connected to the pitch housing arms by five pitch control rods. The
rods are composed of an aluminum barrel with a lefthand and righthand threaded rod end
bearing. The rod end bearing are Teflonlined spherical bearing. They are located between the
ears of the pitch housing arm and the rotating swashplate and are secured in position by a nut
and bolt torqued against a sliding bushing in one ear of the fork. This precludes the need for
shims. The pitch control rods cannot be reversed, as their rod end bearing have different size
bores.
627
CSP369D/E MTM1

Main Rotor Controls
and Rigging
COLLECTIVE BELLCRANK
COLLECTIVE CONTROL ROD
LONGITUDINAL
CONTROL ROD
LATERAL
BELLCRANK
LATERAL
CONTROL ROD
ROTATING SWASH PLATE
LONGITUDINAL
CONTROL LINL
LONGITUDINAL
IDLER BELLCRANK
STATIONARY
SWASHPLATE
LONGITUDINAL LINK
MIXER SUPPORT
BRACKET
LONGITUDINAL
BELLCRANK
Figure 615. Mixer and Swashplate Assembly
628
CSP369D/E MTM1

Main Rotor Controls
and Rigging
COUNTERWEIGHT
NOTE 2
BEARING
ASSEMBLY
DOUBLE
INTERRUPTER
INTERRUPTER
COUNTERWEIGHT
ROTATING
SWASHPLATE
NOTE 2
INTERRUPTER
INTERRUPTER
SPACER
INTERRUPTER
STATIONARY
SWASHPLATE
DRAIN HOLES
(HIDDEN)
INDEX
PROTRUSIONS
STATIONARY
SWASHPLATE
GROOVE
DRAIN HOLES
(2 PLCS)
BOOT
NYLON STRAP
NOTES:
1. COLOR CODED TO MATCH BLADES.
2. IF COUNTERWEIGHTS ARE USED, COAT BOLT WITH
GREASE (CM116) BEFORE INSTALLATION.
MAST
BOOT INSTALLATION
TG623001
Figure 616. Main Rotor Swashplate
629
CSP369D/E MTM1

Main Rotor Controls
and Rigging
ROTATING
SWASHPLATE
SPHERICAL BALL BEARING
RETAINING RINGS
STATIONARY
SWASHPLATE
DOUBLE ROW BALL BEARING
TEFLON LINERS
Figure 617. Swashplate Bearing

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

TWORD BLADES
SCISSORS LINK ASSEMBLY
Figure 618. Rotating Scissors Crank and Link
630
CSP369D/E MTM1

Main Rotor Controls
and Rigging
ROTOR HUB
LOWER SHOE
6.25 IN.
(15.875 CM)
CLOSE TOLERANCE
BOLT
SCISSORS CRANK
WASHERS
(NOTE 4)
PITCH CONTROL ROD LENGTH

(NOTE 3)
MAXIMUM ALLOWABLE LOOSENESS
0.040 IN. (1.016 MM)
AT INSTALLATION, ROD ENDS
TO BE PARALLEL WITH
MATING CLEVIS
SLOTTED BUSHING
(NOTE 1)
BEARING
WASHERS
(NOTE 4)
1.30 IN. (3.302 CM) TYPICAL

(UPPER BEARING ONLY)
BUSHING
SCISSORS LINK
PITCH CONTROL ROD
(NOTE 2)
BEARING
ELASTOMER RING
(NOTE 6)
SLOTTED BUSHING
(NOTE 1)
ELASTOMER RING
(NOTE 5)
ROTATING
SWASHPLATE
INTERRUPTER
SLOTTED BUSHING
(NOTE 1)
COLLECTIVE PITCH
CONTROL ROD
LONGITUDINAL PITCH
CONTROL ROD
SLOTTED BUSHING
(NOTE 1)
LATERAL PITCH
CONTROL ROD
NOTES:
1. END OF SLOTTED BUSHING MUST PROTRUDE MINIMUM OF
0.010 IN. (0.254 MM) TO MAXIMUM OF 0.060 IN. (1.524 MM) ABOVE
OUTSIDE SURFACE OF PART AFTER NUT IS TIGHTENED.
2. COLOR CODED TO MATCH BLADE.
3. OPTIMUM INITIAL SETTING (FIVE PLACES).
4. AS REQUIRED TO FILL GAP.
5. THIS SIDE ONLY ON EARLY CONFIGURATION.
6. BOTH SIDES ON CURRENT CONFIGURATION.
TG623000D
Figure 619. Pitch Control Rotating Swashplate and Scissors
631
CSP369D/E MTM1

Main Rotor Controls
and Rigging
6.6
Rigging Main Rotor Control System
NOTE:
(Refer to CSP HMI2, Section 671000.
Control rigging is to establish a relationship between the controls in the cockpit and the
swashplate (Ref. Figure 620). From the swashplate to the blades, a relationship is required. In
the 369D/E, the pitch links are set to a dimension.
The cockpit controls are positioned, by rigging fixtures, to neutral. The 369D/E cyclic neutral is
3 30 to the right of mid and longitudinally 7 42 aft of mid.
Always ensure that the correct rigging fixtures are used (Ref. Figure 621).
Rigging of the main rotor control system must be accomplished immediately after
replacement of linkage that cannot be accurately measured (by trameling, etc.) before it is
installed in the main rotor control system, or if helicopter operation reveals rigging
deficiency.
Cyclic and collective controls must be rigged in sequence,starting with collective controls.
Control rod end bearing adjustments are to be made to nearest half turn that produces
correct rigging. When tightening jam nut at adjustable end of control rods, always hold rod
end with wrench to prevent jamming of bearing.
6.6.1. Rigging Collective Control

NOTE:
632
To facilitate field rigging of the collective control (up and down) and the cyclic control
(both forward and aft, and right and left) a field rigging aid may be fabricated (Ref.
Figure 621) as illustrated. If the mixer bellcranks are in dimension with reference to the
mixer rigging plate, the collective and cyclic controls are properly rigged, the dimension
attained upon following the procedure shall correspond to the dimensions marked on
the field rigging aid. If the dimensions attained do not correspond, full rigging procedures
must be performed.
CSP369D/E MTM1

Main Rotor Controls
and Rigging
LONGITUDINA
L PITCH IDLER
BELLCRANK
MAST SUPPORT
BRACKET
NOTE 1
BOLT (HEAD LEFT),

WASHERS, NUT,
COTTER PIN
MIXER RIGGING
PLATE
MAST SUPPORT
FITTING
INITIAL RIGGING PLATE MEASUREMENT
LONGITUDINAL PITCH
MIXER BELLCRANK
COLLECTIVE PITCH
MIXER BELLCRANK
COLLECTIVE PITCH
CONTROL ROD
COLLECTIVE
RIGGING
FIXTURE
RIGGING PLATE MEASUREMENT
FIXTURE INSTALLATION
CONTROL
FRICTION GRIP
(DRIVE GEAR)
NOTES:
1. ACTUAL DISTANCE TO BE MEASURED
AND RECORDED.
2. TO BE SAME AS ACTUAL DISTANCE
MEASURED (VIEW A). (REFER TO TEXT)
3. ELASTOMER RING THIS SIDE ON
CURRENT CONFIGURATION ONLY.
PILOTS COLLECTIVE
PITCH STICK
COLLECTIVE FRICTION
GUIDE LINK
TG6710121
Figure 620. Rigging Main Rotor Controls (Sheet 1 of 2)
633
CSP369D/E MTM1

Main Rotor Controls
and Rigging
LONGITUDINAL
PITCH IDLER
NOTE 2
BOLT (HEAD LEFT),
WASHERS, NUT,
COTTER PIN
MIXER RIGGING PLATE

MIXER TRAVEL
LONGITUDINAL PITCH
CONTROL MIXER
LONGITUDINAL PITCH
MIXER BELLCRANK
PITCH CONTROL ROD
ELASTOMER RING
(NOTE 3)
ELASTOMER RING
SLOTTED BUSHING
LONGITUDINAL
FRICTION GUIDE
LINK
FRICTION
KNOB
LATERAL BELLCRANK
PITCH CONTROL ROD

INSTALLATION (5 PLACES)
STATIONARY
SWASHPLATE
MIXER LINK
KNURLED THUMBNUT
CYCLIC STICK LONGITUDINAL

RIGGING FIXTURE
LONGITUDINAL RIGGING
NOTE 2
MIXER TRAVEL
LATERAL PITCH
CONTROL ROD
FRICTION KNOB
LATERAL FRICTION
GUIDE LINK
KNURLED THUMBNUT
CYCLIC STICK LATERAL

RIGGING FIXTURE
LATERAL RIGGING
TG6710122
Figure 620. Rigging Main Rotor Controls (Sheet 2 of 2)
634
CSP369D/E MTM1

Main Rotor Controls
and Rigging
0.75 IN. (19.05 MM)
0.48 IN. (12.192 MM)
0.74 IN.
(18.796 MM)
UP
0.74 IN. (18.796
MM)
NO
M
NO
M
0.74 IN. (18.796

MM)
0.74 IN.
(18.796 MM)
DN
0.75 IN. (19.05 MM)
1.22 IN.
(30.988 MM)
FWD
0.79 IN. (20.066

MM)
0.43 IN.
(10.922 MM)
RT
0.43 IN. (10.922
MM)
0.53 IN. (13.462
MM) 0.53 IN.
(13.462 MM)
LFT
1.22 IN.
(30.988 MM)
2.25 IN.
(57.15 MM)
REF
0.57 IN.
(14.478 MM)
NO
M
0.57 IN.
(14.478 MM)
AFT
0.50 IN. (12.7 MM)
0.29 IN.
(7.366 MM)
SIDE VIEW
FRONT
VIEW
2.25 IN. (57.15 MM)
0.125 IN.
(3.175 MM)
1.00 IN.
(25.4 MM)
GENERAL NOTES FOR BUILDING FIELD RIGGING AID:

1. MAKE FROM TANGLE STOCK TO DIMENSIONS SHOWN.
2. SCREWS, NUTS AND WASHERS AS REQUIRED.
3. HOLES IN VERTICAL TANGLE TO BE SLOTTED TO ADJUST
TO MIXER SUPPORT BOLT NOMINAL DIMENSION.
4. SCRIBE MARKING ON VERTICAL TANGLE AS SHOWN.
5. MANUFACTURE FROM 2024T4 AL ALY PLATE.
6. IMPRESSION STAMP PART NO. AND INSTRUCTIONS.
SURFACE TO BE FLAT AFTER STAMPING.
2.25 IN.
(57.15 MM)
TOP VIEW
.09 R
0.81 IN. (20.57 MM)
0.375 IN. (9.525 MM)

NOTE 5
1.75 IN. (44.45 MM)
6.71 IN. (170.43 MM)

1.12 IN. (28.45 MM)
1.75 IN. (44.45 MM)
NOTE 6
2.75 IN. (69.85 MM)
369A9930
THIS SIDE UP
4.18 IN.
(106.17 MM)
2.18 IN. (55.37 MM)

.09 R
8.56 IN. (217.42 MM)
11.38 IN. (289.05 MM)
90
2.18 IN. (55.37 MM)

FIELD RIGGING AID
0.94 IN. (23.88 MM)
TG6710123
Figure 621. Field Rigging Aid Main Rotor Control System
635/(636 blank)
CSP369D/E MTM1
SECTION SEVEN
Rotor Track and Balance
CSP369D/E MTM1

1
PLACE DOUBLE INTERRUPTER
OVER MAGNETIC PICKUP AND
THEN ATTACH TIP TARGET
NUMBERS EXACTLY AS SHOWN
ROTATION
2
TAPE
3
4
TRACKING TARGET
(NOTE 1)
TIP CAP
INTERRUPTER
(NOTE 4)
TRACKING TIP CAP INSTALLATION
SUPPORT
BRACKET
ROTATION OF
HUB
NOTE 2
ADJUSTMENT
JAMNUT
PROTECTIVE CAP
SCISSORS
LINK
ROTATING
SWASHPLATE
TEST EQUIPMENT
CABLE RECEPTACLE
PICKUP INSTALLATION (ROTATED)
SPACER
INTERRUPTER
(NOTE 4)
INTERRUPTER
(NOTE 4)
INTERRUPTER
(NOTE 4)
INTERRUPTER
(NOTE 3)
STATIONARY
SWASHPLATE
0.0300.070 IN.
(0.7621.778 MM)
GAP TYP.
INTERRUPTERTOMAGNETIC PICKUP GAP
MAGNETIC PICKUP
Figure 71. Blade Tracking Equipment
72
DOUBLE
INTERRUPTER
(NOTE 4)
NOTES:
1. ALWAYS REMOVE TARGETS
AFTER TRACKING.
2. INSTALL WASHERS BETWEEN
BRACKET AND SWASHPLATE
TO FILL GAP.
3. ADJUST AS REQUIRED FOR
GAP INDICATED.
4. REFER TO CSPIPC4 FOR
PART NO.
TG181000
CSP369D/E MTM1

7.0
Tracking
NOTE:
Reference applicable data in CSPHMI2, Chapter 181000.
Tracking is necessary in order to insure that all blades exhibit the same flight characteristics.
That is, all blades will do the same amount of work under the same conditions. All blades must
generate the same amount of lift and have the same amount of drag at any given point in the
disk.
Each of the five main rotor blades is a balanced symmetrical airfoil with trailing edge tabs which
may be adjusted to compensate for differences in flight characteristics between individual
blades.
The track of the main rotor blades is observed by means of tracking reflectors temporarily
attached to the tip of each blade, and a high intensity strobe light that flashes in
synchronization with the rotating blades. The strobe light operates with electrical power
provided by the helicopter electrical system. By observing the image pattern formed by the five
reflectors attached to blade tips, (stopped by the strobe effect) it is possible to view the track
(vertical displacement) and the drag spacing (blade phasing) of the blades under all ground and
flight conditions.
7.1
Blade Tracking Equipment And Operation
The blade tracking equipment consists of a strobe light, power supply with amplifier, magnetic
pickup, bracket, interrupters, tip plate reflectors, and interconnecting cables.
A bracket, attached to the stationary swashplate, provides a mounting point for the magnetic
pickup. The pickup is activated by interrupters (one per blade) attached to the rotating
swashplate at each pitch link attach area. These interrupters pass in close proximity to the
magnetic pickup, generating one pulse per blade, which serves as the input to the amplifier and
fires the strobe light.
The interrupters are ferrous metal and as they pass the magnetic pickup, lines of flux flow
through the interrupters. These flux lines stretch until they snap like a rubber band which
causes a pulse to flow through the lead to the amplifier section of the strobe equipment. The
amplified pulse causes the strobe light to fire. The strobe beam must be pointed at the blade tip
reflectors at the moment of firing or no reflected image will be seen. By positioning an
interrupter over the magnetic pickup, one can see where the five blade tips may be observed at
any of the five points within the 360 degree disk.
Whenever interrupters with equidistant spacing are used, all images will be seen superimposed
if all blades are in track and all dampers are functioning properly. This is not a desirable
condition if each blade is to be observed for individual flight characteristics. Therefore, MDHC
provides interrupters with a spacing which will cause the reflective images to be separated
horizontally. The spacing is accomplished by the location of a metal insert in the plastic
interrupter body.
One insert is in the center of the body, one is 0.100 inch left of center, one is 0.05 inch left of
center, one is 0.05 inch right of center, and one is 0.100 inch right of center. The 0.05 inch
difference in spacing related to each interrupter separates the image of each blade by
approximately 0.25 inch. The 0.100 left interrupter allows the applicable blade to travel the
farthest past the pickup before firing the strobe. The 0.05 left interrupter allows the strobe to
fire a little sooner as related to the previous blade and, as a result, stops its blade sooner in the
path of rotation. The center positioned interrupter causes the strobe to fire sooner yet, and
catches the related blade even earlier in the path of rotation. The 0.05 right causes the next
position and the 0.100 right causes the image at the extreme right. This staggered relationship
allows the technician to view the stopped images in their order of rotation. That is, the 0.100 left
73
CSP369D/E MTM1

interrupter fires blade number one which is seen on the extreme left. The 0.05 left interrupter
fires blade number two, seen second from the left. The center interrupter fires blades number
three, seen third from the left. The 0.05 right interrupter fires blade number four, seen fourth
from the left. The 0.100 right interrupter fires blade number five, seen fifth from the left.
NOTE:
One of the interrupters mentioned above is actually a double interrupter. However, the
time interval of the double pulse is so short that it appears as one to the strobe light
amplifier. The second pulse is used during main rotor balancing.
The strobe light is operated in synchronism with the rotor blades. It is powered from the
helicopter DC power and its input signal is from the magnetic pickup on the swashplate. When
the amplifier is switched to track", the pulses from the magnetic pickup are amplified and
applied directly to the strobe, and in this mode, the strobe functions as a slave only, flashing once
in response to each external command. With one interrupter per blade, there is no need to adjust
the flashrate of the strobe, and all tip cap reflectors are seen properly spaced in the order of
rotation. Spacing may vary if the rotor system has been balanced using the damper turnbuckles.
7.2
Installation Of Blade Tracking Equipment

Place the amplifier and strobe light on the crew compartment seat. Attach the 28 vdc power
cable to the aircraft power source. Route the triggering cable out through the snap vent in the
left passenger door and up around the air inlet. Secure the cable to the fuselage with strips of
tape. The strobe is connected to the amplifier to complete the internal circuit.
The magnetic pickup bracket is installed on the stationary swashplate. The magnetic pickup is
installed in the bracket, adjusted as necessary for the required gap, and the adjustment nut is
torqued to hold the position during production. The triggering cable is now attached to the
magnetic pickup bracket receptacle.
The existing blade tip caps are removed and tip plates installed. The reflector tip plates are
constructed of aluminum with a reflector number bonded in place. The helicopter is originally
equipped with five tracking interrupters installed on the rotating swashplate. The interrupters
are installed so the observer can view the blade tip plates in the order of rotation.
7.3
Tracking Procedures
Tracking is accomplished in a sequence of four separate steps; ground tracking, hover track
verification, forward flight tracking, and autorotation RPM adjustment. All tracking operations
must be performed in accordance with HMI.
74
GROUND TRACKING. Ground tracking should be performed under calm conditions for
best results. Wind velocity should not exceed six knots during adjustments. In most
instances forward flight tracking problems can be reduced by setting initial track as near
perfect as possible. Adjusting the pitch links is the primary or basic track adjustment. The
pitch links should be adjusted as precisely as possible. Any variation may be magnified
under load or speed, as is the case during flight.
HOVER TRACK VERIFICATION. Hover track verification is performed only after
completion of ground tracking and prior to forward flight tracking. It is used as a check only.
Do not adjust pitch control rods or blade tabs. A large variation may indicate that one or
more blades are beyond chordwise balance tolerance; however, this can only be positively
determined during forward flight tracking.
FORWARD FLIGHT TRACKING (Figure 92). Forward flight tracking is the third step
in the basic tracking procedure and may at times be performed during troubleshooting to
correct an inflight vertical vibration. In severe cases of vertical vibration out of track
conditions, it may be necessary to start the troubleshooting with ground tracking, since an
CSP369D/E MTM1

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

problems (vibrations) during forward flight tracking.
AUTOROTATION RPM ADJUSTMENT. An autorotation RPM check is required during

the tracking procedure. The adjustments made during the tracking procedure will effect
the autorotation RPM. Each adjustment, whether it be a pitch link adjustment or trim tab
adjustment, will change the angle of attack of the associated blade. An accumulation of
adjustments may alter the autorotation RPM to such a degree as to produce an RPM outside
of the specified tolerances.
The collective loads will also be effected and may require an overcenter adjustment after
tracking is completed.
7.3.1. Trim Tabs
Main rotor blades are manufactured with trim tabs which may be used to compensate for
variations in blade characteristics such as twist. These trim tabs allow for greater
manufacturing tolerance and produce a substantial cost savings.
Maintenance technicians should become familiar with the effects of blade tab bending as
related to flight characteristics of the individual blade. Bending of a blade tab will change the
angle of attack (drag) and also cause the center of pressure (CP) to move; as the tab bend is
increased both the drag and aft movement of the CP is increased. An excessive displacement of
the CP will induce a lateral stick shake. An excessive amount of drag will create an
outofphase condition as the advancing blade tends to lag. This outofphase condition will
manifest itself as a lateral vibration. To avoid this outof phase condition the technician
should attempt to maintain an equal amount of drag on all blades.
To correct for outoftrack condition at various airspeeds, it is possible that blade tab zones will
require bending in opposite directions on the same blade. If this opposite bending is excessive,
the helicopter may exhibit a vertical vibration. The vertical vibration occurs as the advancing
blade enters the relative wind. The tab zones near the tip of the blade begin to react prior to
those zones nearer the hub. As a result, the blade will flex, inducing a vertical vibration in the
aircraft. The technician may learn a great deal about outoftrack vibrations by comparing the
image as tracked with that of the advancing blades. Should the image show a lateral
displacement, indicating a blade out of phase, this condition may be corrected by increasing the
drag on the remaining blades or decreasing the drag on the subject blade (tab bending). Should
the image show a vertical displacement, indicating a blade out of track, this condition may be
corrected by decreasing the amount of opposite tab bending.
NOTE:
An outofphase condition may be the result of a defective or incorrectly adjusted main

rotor damper. If the rotor system has been balanced, the images may be unequally
spaced.
When determining whether blade track is acceptable, the overall vibration level of the
helicopter should be a determining factor. Some combinations of rotor blades might produce a
higher fiveperrevolution vibration as blade tips are brought into close track; in such cases,
the lowest vibration level is preferred, even though the observed blade track may be beyond the
specified tolerances. Ideally, the blades should be tracked with the least amount of tab bending
possible.
7.3.2. Tracking Summary
The basic rigging of any helicopter is to establish the controls for proper setting and range.
From this point, each helicopter is tuned" to its personality". Tracking is the first stage of
tuning followed by autorotation adjustment. The end product of the tuning is that the basic
rigging no longer exists as it was. The helicopter is now adjusted to meet the flight
requirements of control as prescribed in the Pilots Flight Manual. For the most part, each
75
CSP369D/E MTM1

helicopter, because of manufacturing tolerances, becomes an individual aircraft and must be
treated as such.
Both the pilot and the maintenance technician should become thoroughly familiar with
tracking procedures as detailed in the Pilots Flight Manual , Section 7. Pay particular
attention to areas of kit installation/removal and helicopter systems security/safetying, such
as:
Cable routing to magnetic pickup on swashplate; verify that no control system restriction
exist
Clearance between magnetic pickup (stationary) and interrupters (rotating).
Proper safetying of pitch change links and control rods.
Proper security and safety of helicopter systems hardware after tracking kit removal.
Balance and tracking charts (Ref. Figure 74 and Figure 75).
The helicopter manufacturer provides certain points on a rotor to which weights may be added
or subtracted for balance. It is unlikely that one of these points lies exactly where the weight
must be added, so two points must be used, adding weights in a manner that will result in the
correct vector".
Balance Charts (Ref. Figure 74 and Figure 75). Balance charts are the computers" that
receive the measurement of vibration (amplitude and clock angle) and calculate the
weights required to balance the rotor. A different balance chart is provided for each rotor of
each helicopter type. A balance charts consists of a clock face (12 radial lines) representing
clock angle, a set of 10 concentric circles, representing inches per second (IPS), drawn over
the clock face with zero at the center and 1.0 at the outside, and a graph over the clock face
and IPS circles, whose axes are geometrically related to the available weight attachment
points (as provided by the manufacturer).
If the weight attachment points are 90 apart (as on a 4blade rotor), the axes of the graph are
at 90 to each other. If weight is to be added at the blade tips and at the pitch links, the axes are
about 60 apart. If, for a 3blade rotor, the axes are 120 apart, etc. The amounts of weight
shown on the axes are in reverse ratio to the moment arm, or radius, from the center of rotation,
to the weight attachment point. Therefore, for a given change in vibration, an MDHI tail rotor
requires about 10 times as much weight, on a pitch link, as is required at the tip (because the tip
is 10 times as far from the hub). The axes are at about 60. However, a 4blade S58 tail rotor
calls for equal weights on each of the four blade grips, and the axes are 90 apart.
To use the balance chart clock angle corrector, the correct direction of the move line in response
to the actual weight changes made, must be known. If there is any question about the validity of
the clock angle of the chart, add a weight to one point, and observe the move line between the
point before the change, and the one after (point 1 and 2). It should be parallel to the fine lines
extending from the unchanged axis. If it is not, adjust the clock angle and replot the two
readings on the new clock and check that the replotted move line (point 1A and 2A) is now
parallel.
After a weight change is made, and a second point plotted, a line (move line) connecting the first
point to the second indicate how the vibration has changed. If only one change is made, the
move line should be parallel to the fine lines through the clock which extend from the
unchanged axis.
If weights (or weight and sweep) are changed, in the exact amounts called for on the balance
chart, the move line should go toward or through the center of the chart.
76
CSP369D/E MTM1

On 3, 5, 6, and 7blade charts there will be pie sections on the clockface, divided by
radial double lines. The above description refers to the two axes (and two sets of fine
lines) within the one pie section where the first point lies.
The intersection of IPS circles and clock angle lines define a point on the chart. From this point,
lines to the axes of the graph show the amount and location of weights (or main rotor sweep)
required to accomplish balance.
NOTE:
7.4
Tracking Charts (Ref. Figure 74). Main rotor tracking charts are similar, but they utilize the
vertical signal from the vertical accelerometer in the cockpit. The over the clock face tells what to do
to pitch links or trim tabs and offers a refinement beyond that possible with visual or optical tracking.
Formulation of Charts. The actual numbers on the weight scales (axes) and the rotation
of the graph on the clock, are determined by numerous experiments on each rotor of each
helicopter type. The charts show the best average of these readings. Because IPS and clock
angle, in response to a given outofbalance condition, are functions of the mechanical
response of the airframe, and since all airframes of a given helicopter type are not identical,
there is some spread in measurements. Therefore, it may be necessary to correct the chart
for the particular rotor being worked.
Correction of Charts: Weights. IPS error causes the move line to be the wrong length.
Correction of this line is relatively simple, since the length of the move line is in direct
proportion to the amount of the weight change, e.g.; if the move line is too long, too much
weight was added; if the move line is too short, too little weight was used.
Clock Angle. Clock angle error will cause the chart to call for the weights in the wrong
place (or in an incorrect ratio on two points). A simple way to correct clock angle is to use the
balance chart clock angel corrector.
Balancing
Rotor imbalance is the cause of most inflight vibrations. Therefore, in order to have a smooth
flying ship, it is essential that the main and tail rotors be properly balanced. Correctly balanced
rotors will yield comfort and safety and will extend component and structure life and reliability.
Generally speaking, errors in main rotor balance will cause lateral oneperrevolution
vibrations while errors in track will cause vertical oneperrevolution. These oneper
revolution vibrations may cause a great deal of discomfort because their rate (3 to 10 Hz) is in
the range of natural resonances of the human body. Tail rotor imbalance produces medium to
high frequencies which may cause structural damage and component wear. High frequencies
may tend to put feet and hands to sleep. This condition is called pedal buzz.
77
CSP369D/E MTM1

7.5
Balance Equipment And Operation
NOTE:
Refer to 181000 and182000
The Vibrex track and balance system may be used to accomplish dynamic balancing of main and
tail rotors (Ref. Figure 72). Other rotating elements may also be balanced. The Vibrex system
is also used for troubleshooting to determine the frequencies of vibrations and to locate their
source.
An outofbalance rotor induces a vibration in the supporting airframe. The vibration occurs
once for each revolution of the rotor with its amplitude proportional to the amount of imbalance,
and its phase determined by the angle position of the imbalance. This out ofbalance vibration
contains all the information required to determine the location and amount of weight required
to achieve balance and eliminate the vibration.
A vibration pickup (accelerometer) is secured to the airframe near the rotor to be balanced and
senses the vibration. The vibration includes the desired oneperrevolution of the rotor plus
many unwanted frequencies from other rotating components. The signal from the
accelerometer serves as an electrical input to the balancer.
The balancer is essentially a variable electronic filter which is tuned to accept only the
oneperrevolution of the rotor and reject all other unwanted frequencies. The amplitude of
the oneperrevolution is directly related to the amount of imbalance and to the amount of
weight required to correct it. This amplitude is indicated in inches per second (IPS) by a meter
on the balancer.
When balancing the main rotor, the balancer receives one input from a doubler interrupter
mounted on the swashplate. The balancer senses the second pulse of the doubler interrupter
and triggers the phazor (ring of lights) which indicates the phase (clock angle) of the imbalance.
When balancing the tail rotor, the balancer receives its input from an accelerometer mounted
on the tail rotor transmission. An output from the balancer triggers the Strobex (strobe light)
which is directed toward the tail rotor. The reflective target on the tail rotor will be stopped at
some angle (clock angle). These observed clock angles, in combination with the known
characteristic angle of the applicable rotor, determines the location of the weight required to
accomplish balance.
Balance charts are provided which are compatible with the average geometry of the rotor blade
and airframe response. The charts are calibrated for required weight versus amplitude of
vibration, and for characteristic angle. The chart shows the amount and location of two
weights, the vector sum of which is equal to the total weight at one location to accomplish
balance.
78
CSP369D/E MTM1

STROBEX
TO ACCELEROMETER
TO MAGNETIC CLIP
28 28VDC POWER
Figure 72. Vibrex Balancing Equipment (Typical)
79
CSP369D/E MTM1

TAPE CABLE TO LEFT HAND INBOARD

SIDE OF INLET HOUSING AND ROUTE
FORWARD ALONG FUSELAGE AS
SHOWN. CABLE MUST CLEAR ALL
EXTREME MOVEMENTS OF CONTROLS
VELOMETER/
ACCELEROMETER
LOCATION FOR MAIN
ROTOR BALANCE
MAGNETIC PICKUP CABLE AND

VELOMETER/ACCELEROMETER
CABLE MAY BE ROUTED
THROUGH VENT DOOR
KIT LOCATION
FOR MAIN ROTOR
BALANCING
INTERRUPTER
(TYP)
TORQUE NUT AFTER

SECURING GAP AND
SAFETY WIRE
ENGINE AIR INLET

FAIRING (LEFT
HAND SIDE)
VIEW LOOKING DOWN
MAGNETIC PICKUP
GAP
0.030
0.070
(TYP)
MAGNETIC PICKUP
INSTALLATION
TAPE
VELOMETER/
ACCELEROMETER
LOCATION FOR MAIN
ROTOR BALANCING
VIEW LOOKING INBOARD
ACCELEROMETER INSTALLATION
Figure 73. Installation of Main Rotor Balancing Equipment
710
TG181005
CSP369D/E MTM1

60 GRAMS
BLUE
4
GRN
2
40
40
20
YEL
3
12
0
20
40
11
60 GRAMS
20
1.0
.9
.8
10
40
.7
.6
.5
YEL
3
2
20
TGT
WHITE
5
.4
40
.3
.2
20
.9 1.0
.1 .1 .2 .3 .4 .5 .6 .7 .8
.1
9
0
60 GRAMS
.2
.3
40
.4
.5
20
RED
1
20
.6
8
BLUE
4
.7
0
.8
.9
40
1.0
60 GRAMS
20
40
RED
1
6
40
20
GRN
2
HELICOPTER S/N
RUN NO.
40
TGT
WHITE
5
HUB S/N
IPS
CLOCK
ANGLE
20
60 GRAMS
TG181003
(1) RED
BALANCE WEIGHT AND LOCATION

(2) GREEN (3) YELLOW
(4) BLUE
(5) WHITE
Figure 74. Main Rotor Balance Chart
711
CSP369D/E MTM1

1st Run
2nd run
3rd Run
4th Run
5th Run
TRACK
CLOCK ANGLE
READING
IPS
READING
TARGET (TIP)
MOVE
(P/L)
(TIP)
(P/L)
Target
12:00 Oclock
C"
Target
A"
B"
Accelerometer
View from top
Figure 75. Tail Rotor Balance Chart
712
CSP369D/E MTM1

ACCELEROMETER/VELOMETER
FOR TAIL ROTOR BALANCING.
INSTALL ON BREATHER PLUG OF
TAIL ROTOR GEAR BOX
TAPE
SECURE UNDER LATCH

REFLECTIVE
TAPE
KIT LOCATION FOR TAIL

ROTOR BALANCING
28VDC POWER CABLE

TO AUXILIARY OUTPUT
RECEPTACLE
BALANCE WASHERS
RETAINING NUT
PITCH ARM BOLT

CABLE
SPRING WASHER
ACCELEROMETER/VELOMETER
(NOTE 1)
BREATHER/FILLER
PITCH CONTROL
LINK
PITCH ARM
BALANCE WASHER
INSTALLATION
TIP WEIGHT
NOTE 3
WEIGHT INSTALLATION
ROTATED
NOTES:
1. INSTALLED ONLY FINGER TIGHT.
2. FOR INFORMATION ON MAXIMUM WEIGHT, NUMBERS, TYPES AND
EXACT LOCATIONS OF BALANCING HARDWARE TO BE USED,
REFER TO ASSOCIATED TEXT AND TABLES.
3. TORQUE SCREWS TO 21 24 INCHPOUNDS (2.37 2.71 NM).
TG182000
Figure 76. Installation of Tail Rotor Balancing Equipment
713
CSP369D/E MTM1

7.5.1. Installing Tail Rotor Balancing Equipment
NOTE:
7.6
Install accelerometer into tail rotor transmission breather/filler plug finger tight (Ref.
Figure 76).
Install tail rotor balancing equipment as follows:
Connect accelerometer cable. Wind cable forward around tail boom approximately five
turns to a point just forward of engine compartment doors. Route cable down and secure
under upper engine compartment door latch.
Weight cable to ground, to prevent cable fouling the tail rotor assembly. Place balance kit
opposite tail rotor at a distance of approximately 20 feet.
Attach power cable to utility power receptacle.
Refer to manufacturers Operation and Service Instruction Handbook for helicopter
tracking and balancing procedures.
Install main rotor balancing equipment as follows:
Place balance kit on right hand seat in crew compartment.
Attach power cable to utility power receptacle.
Install magnetic pickup cable (view A). Tape cable to left hand inboard side of engine air
inlet fairing. Route cable forward as shown.
Cable must clear all extreme movements of controls.
Install accelerometer as shown (view B). Tape cable to fuselage and route cable forward as
shown.
Refer to manufacturers Operation and Service Instruction. Handbook for balancing kit
hookup and operating procedures.
Dynamic Balancing
7.6.1. Tail Rotor

Dynamic balancing of the tail rotor is accomplished by strobe light observation of the tail rotor
during ground run at 70 percent. An accelerometer secured in the tail rotor transmission
breather, senses the vertical vibration of the rotor, and serves as an input to the balancer. The
vibration level or amount of imbalance is read in inches per second (IPS). A reflective target on
the tail rotor is viewed from a distance of 15 to 20 feet and will be seen stopped at some angle.
This angle is referred to as the clock angel. These vibration level and clock angle readings,
when entered on the applicable balance chart, lead to a determination of the amount and
location of weight required to achieve balance.
7.6.2. Balancing Procedures
Procedures and charts given here are for classroom demonstration only, and are to be used in
conjunction with the whirligig unit. The whirligig unit is a machine which simulates main and
tail rotor imbalance conditions. Main and tail rotor balancing procedures to be used with the
Vibrex system are provided in the manufacturers Operation and Service Instruction
Handbook.
Tail Rotor Balance Demonstration
714
Set function switch at A.

Set RPM RANGE selector to the X10 position.
CSP369D/E MTM1

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

Start the whirligig and observe the clock angle with the Strobex.
CAUTION
NOTE:
NOTE:
Adjust RPM TUNE only when VERIFY TUNE button is depressed.
Depress the VERIFY TUNE button and adjust RPM TUNE dial as required to return clock
angle to that observed before the VERIFY TUNE button was depressed. Repeat this
procedure until there is no change in clock angle when button is depressed or released.
When tuned, note clock angle without the VERIFY TUNE button depressed. Record clock
angle in section A of chart. Observe the IPS meter without the Strobex flashing. Record IPS
in section A of chart.
Plot the clock angle and the IPS on the chart in section B. Label this point number 1.
If balancing an aircraft for the first time, refer to paragraph 97.
Calculate any changes in section C and repeat the procedure for runs 2, 3, 4, etc. as required
to achieve a maximum of 0.2 IPS.
If a plot crosses the center, too much weight was added. All plots must move toward the
center at the same clock angle. If not, install the clock angle corrector and assign new
numbers to the clock. Follow the instructions on the applicable corrector.
7.6.3. Main Rotor

Dynamic balancing of the main rotor is accomplished by electronic analysis of the main rotor
during hover. An accelerometer mounted on the air inlet fairing senses lateral vibration
induced by the rotor and provides an input to the balancer. There are five interrupters installed
on the swashplate, one of which produces a double pulse. The time interval of the double pulse
is so short that it appears as one pulse to the Strobex tracker. However, balancer circuity is
made to trigger only on the double pulse and to ignore all single pulses. Thus, the pulses from
the magnetic pickup appear to the balancer as a oneperrevolution, and are used as a phase
reference for measuring the clock angle. The clock angle is shown by the phazor by means of a
ring of lights. Readings of IPS from the balancer meter and clock angle from the phazor are
entered on the appropriate chart from which is read the amount and location of the required
weight.
Main Rotor Balance Demonstration
NOTE:
NOTE:
Set function switch to A or B depending on cable connection.

The main and tail rotors of the whirligig are on the same plane, therefore, only one
accelerometer is required for balancing. Two cables and accelerometers must be used
on the actual helicopter if the main and tail rotors are to be balanced at the same time.
Set RPM RANGE selector to the X1 position.
Set RPM TUNE to 400.
Depress TEST button and note the ring of lights. On a five bladed rotor, the lights at 12:00,
2:20, 5:00, 7:30 and 10:00 oclock positions should illuminate verifying that the magnetic
pickup/interpreter circuit is operating.
For double interrupter logic, the Strobex must be connected but is not used on some
models.
CAUTION
Adjust RPM TUNE only when VERIFY TUNE button is depressed.
715
CSP369D/E MTM1

NOTE:
NOTE:
7.7
Release TEST button and observe the clock angle indicated by the illuminated lamp.
Depress VERIFY TUNE button and adjust RPM TUNE dial to return the light to the clock
angle observed before the VERIFY TUNE button was depressed. Repeat this procedure
until there is no change in clock angle when button is depresses or released.
When tuned, note clock angle without the VERIFY TUNE button depressed. Record clock
angle in section A of chart. Record the IPS in section A of chart.
Plot clock angle and IPS in section B. Label this point number 1.
If balancing an aircraft for the first time, refer to paragraph 97.
Record any changes in section C and repeat procedure for runs 2, 3, 4, etc. as required to
achieve a maximum of 0.2 IPS.
If a plot crosses the center, too much weight was added. All plots must move toward the
center at the same clock angle. If not, install the clock angle corrector and assign new
numbers to the clock. Follow the instructions on the applicable corrector.
Vibrations
The Model 369D/E is a very smooth performing helicopter for several reasons. For instance, it
has a fivebladed fully articulated main rotor, it is powered by a turbine engine and the
powertrain is extremely simple. This helicopter has one of the cleanest aerodynamic designs
ever developed for a helicopter with a sideby side seating arrangement. Despite all of the
above, vibration may develop as a result of normal wear, improper adjustments, or operational
stresses that are abnormal in nature and level.
Vibration is a periodic motion of an elastic body or mass in alternately opposite directions from
the position of equilibrium, when that equilibrium has been disturbed. It is understood that
until a force is applied, the mass will remain static. Once the force has created the oscillating
motion, the motion will continue as long as the force is applied. A useful parameter, when
involved with a vibration problem, is the frequency. Simply stated, frequency (cpm) is how often
the vibration occurs per unit of time. This correlates directly to the rotational speed of the item
(RPM). Since vibrations are cyclic in nature, a maximum peak in one direction to a maximum
peak in the opposite direction, frequency is described as so many cycles per unit of time.
Furthermore, the frequency is usually categorized in ranges. Helicopter vibration ranges are
low frequency, medium frequency, and high frequency.
Low frequency vibrations are those from 0 to 500 cycles per minute. Medium frequency
vibrations are those from 500 to 2000 cycles per minute. High frequency vibrations are those of
more than 2000 cycles per minute.
The severity of the vibration (displacement from position of rest) is the governing factor on
whether it is acceptable or not. This is known as the amplitude of the vibration. The amplitude of
the vibration is what does the damage.
All components have a fundamental or natural frequency to which they are susceptible if the
correct force is applied. The same units also are susceptible to whole number multiples of their
natural frequency. The natural frequency of the item is often referred to as the first harmonic.
The first harmonic or natural frequency of a particular component might be 256 cycles per
second, the second harmonic would be 2 times 256, or 512 Cps; the third harmonic is 3 times 256;
the fourth 4 times 256; and so on.
716
CSP369D/E MTM1

7.7.1. Vibration Causes
Factors that affect and determine vibration characteristics and frequency of a dynamic
component are:
Relationship of the components rotational speed and natural frequency.

Rigidity of the component.
Weight/mass of the component.
Shape of the component.
Rigidity of the component mounting (airframe structure).
30
AMPLITUDE (MILp
20
10
UNCOMFPRTABLE
VIBRATION LIMIT
THRESHOLD OF FEELING
200
400
600
800
1000
FREQUENCY CYCLES/MIN
Figure 77. Figure 97. Amplitude of Vibration/Frequency Chart

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

Component not properly installed
Component not properly adjusted
717
CSP369D/E MTM1

Component imbalance
Component misalignment and/or excessive runout
Rough or worn component bearing
Component wear
7.7.2. Vibration Sources

Practically anything on the helicopter can vibrate, but dynamic components are the usual
sources of vibration. Low frequency, medium frequency, and high frequency vibrations are
possible.
Low Frequency Vibrations

(0 to 500 cpm). The
main rotor at 103 percent N2 has a rotational speed of

approximately 485 RPM, which places it in the low frequency range. The components
that also rotate at this speed are: the main gearbox output, rotor blades, and the main
rotor dampers.
The main rotor or its component members can produce a low frequency vertical
vibration or a low frequency lateral vibration. These vibrations are usually
transmitted to the pilot through the seat, the airframe, and sometimes as a feedback in
the controls. Common low frequency vibrations are one per revolution lateral and one
per revolution vertical beats. They are felt as a lateral shake or a vertical bounce. The
lateral shaking vibration is usually caused by: the dampers; main rotor blades out of
spanwise balance; a binding leadlag hinge; or defective components in the rotor hub.
The vertical bouncing vibration is usually caused by: main rotor blades out of track, or
pitch control bearing worn or binding.
Medium Frequency Vibration (500 To 2000 Cpm).
The main rotor can project a medium frequency vibration if it happens to be a two or
more per revolution beat. Medium frequency vibrations are felt as a definite but rapid
beat at the low end, or a buzz at the high end of the medium frequency range.
High Frequency Vibrations (2000 cpm and above).
Most vibrations caused by the dynamic components of the Model 369D/E helicopter are
in the high frequency range. A high frequency vibration has no discernible beat. It may
be felt as a buzzing or tingling sensation in the feet. It will also make the instrument
markings appear fuzzy. The three general areas that can produce high frequency
vibrations are: the tail rotor, the engine, and the powertrain.
Tail Rotor Vibrations.
The tail rotor rotates at approximately 2900 RPM at 103 percent N2. Vibrations
emanating from the tail rotor will be felt as a buzzing sensation in the feet when the feet
are touching the pedals. This can be caused by: tail rotor assembly out of balance,
excessive wear on the leading edge of the blades, or loose blade hardware.
Engine Vibrations.
718
The output shaft N2 of the engine rotates at 6200 RPM at 103 percent. The N1 gas
producer turbine rotates at 51,120 RPM. The N2 power turbine rotates at 35,000 RPM.
Vibrations coming from the engine are generally felt in the airframe, but powertrain
vibrations are also transmitted to the airframe. One way to isolate engine vibrations is
to perform an autorotation. If the vibration ceases or diminishes during autorotation, it
is more than likely coming from the engine. The first place to check a suspected engine
high frequency vibration is the engine mounts. They can be either loose of bent, causing
main transmission drive shaft misalignment. The engine itself could have a damaged
turbine, compressor blades, or bearing.
CSP369D/E MTM1

Powertrain Vibrations.
The main transmission drive shaft rotates at 6200 RPM at 103 percent N2. It should be
checked for loose hardware, misalignment, excessive runout, improper shimming and
worn or rough overrunning clutch bearing.
The belt driven oil cooler blower operates at 12,400 RPM. This should be checked for
loose impeller, impeller rubbing on the scroll, loose impeller or scroll mounting,
impeller imbalance, and foreign object damage. The belt driven assembly should also
be checked for belt tension, alignment and condition, and condition of idler
pulley/bearing.
The main rotor transmission may also produce a high frequency vibration. The input
shaft or the tail rotor drive output shaft may have excessive runout, or the gear box may
have worn or rough bearing.
The tail rotor drive shaft rotates at approximately 2050 RPM at 103 percent N2. It will
cause high frequency vibrations if the drive shaft is out of dynamic balance. The
damper for the shaft may be malfunctioning or out of adjustment. The couplings for the
shaft may be loose.
7.7.3. Flight Control Vibrations

Flight control vibrations are felt by the pilot as oscillatory loads at the controls. Problems that
could possibly give an oscillatory load at the cyclic stick are: main rotor blades out of track,
main rotor dampers out of adjustment and/or out of phase, or control linkage either loose, worn,
or binding. Other possible causes are: not enough friction applied, a faulty cyclic friction device,
static mast attach points loose, or hub attachment loose.
A definite feedback will be felt in the cyclic stick in an aft direction when the cyclic one way
lock becomes inoperative. If the oneway lock does not perform its function (possibly due to low
fluid or no fluid), the cyclic stick, when moved aft, will have a tendency to continue moving aft.
The collective system is sympathetic to induced vibrations. These need not necessarily come
from the main rotor; they can come from any vibrating component of the airframe and can also
be the harmonics of the base frequency. The best solution for this problem is application of a
moderate amount of collective friction.
Collective up or down loads are generally caused by: main rotor blade tabs improperly adjusted
for speed ranges, improper blade tracking, collective improperly rigged or collective friction too
low.
The collective bungee being improperly adjusted may create problems. If the spring tension is
adjusted too high, or applying too much force, the stick will have a tendency to be light when
raised over center and to be heavy when lowered below center. If the spring tension is too low, or
has not enough force, the collective stick will have a down load when raised over center and an
up load when lowered below center. The collective bungee also has an overcenter mechanism
that provides adjustment to balance out the strap packs. The adjustment, when set too high
over center, causes the collective stick to reach the overcenter position too early. If the
adjustment is set too low, the stick will reach the overcenter position too late.
Normal Vibrations. All helicopters have certain peculiar vibrations that are characteristic of
their design. These vibrations may occur during certain operational phases or may be present
at all times. These vibrations should be considered normal. We should be able to detect and
ascertain these normal vibrations so that time will not be spent trying to troubleshoot an
inherent vibration out of the aircraft.
719
CSP369D/E MTM1

7.7.4. Troubleshooting Vibrations
The following information is presented as an aid in troubleshooting vibrations.
FREQUENCY RANGES
Low frequency 0 to 500 RPM

Main rotor system
Felt in seat, airframe, and sometimes as a control feedback (cyclic stick shake, etc.)
2 per revolution or 3 per revolution vibrations: not often identified by the pilot; can be
measured by instruments
Medium frequency
500 to 2000 RPM
Felt as a shudder at the low end; as a buzz at the high end of RPM range
A 5 per revolution vibration is felt as a medium frequency, 1880 to 2000 RPM, caused by
rotor dampers or blade track, can be a 5 per revolution lateral or vertical vibration, and
can sometimes be caused by tail rotor vibration
High frequency
More than 2000 RPM
Felt as a buzz, and visually makes instruments and edge lines fuzzy, with possible

numbing sensation on the body (can be tail rotor vibration)
Probable causes are: engines mounts, and sometimes tail rotor, if balance is marginal
NORMAL VIBRATIONS
All rotating masses vibrate

Balance fineness and lack or smallness of external forces dictate amplitude
Proper balance, etc; limitations keep vibration levels to a point of preference,

imperceptible
In field cases, a maintenance test pilot may have to decide what is normal or what is
excessive
Operation conditions that can induce vibration transients

Entering translational lift: medium frequency vibration
Coming to a hover: 5 per revolution medium frequency. Flying at high speeds 5 per

revolution normally comes in at more than 100 knots

Blade stall starts as a slight 5 per revolution shake
Operating with doors removed
Slight shake or ground rock on engagement: blades not equally spaced, possible
damper phasing
Beat frequency between output shaft and tail rotor: output shaft at 6200 RPM, tail
rotor at 3000+; heard more than felt; sounds like a steady hum.
ABNORMAL VIBRATIONS
Rotor system blades: low frequency. Common low frequency vibrations are 1:1, 2:1, vibration
beat with each revolution of the main rotor
720
CSP369D/E MTM1

Lateral 1 per revolution causes lateral motion in seat
Dampers setting and phase

Blades out of balance
Damaged strap pack
Binding in leadlag hinge
Vertical 1 per revolution causes bounce in seat
Blade track
Tabs improperly adjusted
Pitch control bearing worn and/or binding
Tail rotor vibration: medium to high frequency
Medium to high frequency buzzing vibration felt in pedals and structure; vibration
noticeable from low RPM on up through operating (3020) RPM
Assembly out of balance

Tail rotor gearbox output shaft runout excessive
Stabilizer attach points loose
Excessive abrasion
Abrasion strip loose
Worn gearbox bearing
Boom attach points loose
Tail rotor assembly attach nut loose, allowing fork to shift on conical split ring
Tail rotor swashplate bearing worn (could show as a wobble of swashplate)
Engine vibration: high frequency
Causes
Loose or defective engine mounts

Engine mounts bent, causing engine to main drive shaft misalignment
Worn or rough overrunning clutch bearing or low oil level
Bearing worn or failing internally
Damage to compressor turbine blades
Exhaust collectors hitting engine compartment doors
Powertrain vibrations: medium to high frequency
Tail rotor drive shaft

Out of dynamic balance. Second harmonic gives 4 per revolution
Shaft damper out of adjustment
Couplings and attach hardware loose
Main transmission drive shaft improperly installed
721
CSP369D/E MTM1

Loose hardware
Misalignment
Improper shimming
Oil cooler blower
Impeller not properly secured

Scroll and impeller rubbing
Impeller out of balance
Scroll mounting loose
Damaged or water trapped in blower scroll
Belt drive: oil cooler blower impeller
Loose bolts on upper mounting bracket

Worn bearing in impeller
Loose mount bolts in impeller to bracket mount
Cracked or broken impeller scroll
Worn or damaged pulley (input)
Improper input pulley shimming (fan mounting assembly)
Damaged impeller (FOD) or water trapped through air inlets
Main rotor gearbox: medium to high frequency
Input shaft has excessive runout

Tail rotor drive output shaft has excessive runout
Gearbox bearing worn
Gearbox attachment loose
Control forces and vibrations would be felt as a feedback type of vibration or

directional force
722
Cyclic stick vibration
Blades out of track (most common)

Rotor dampers out of adjustment and/or phase, causing blades to go out of track
Control linkage either loose, worn, or binding
Residual friction lost
Mast attachment points loose
Hub attachment loose; check retention nut
Cyclic stick forces
Unilock is inoperative. A gust force could then start cyclic AFT; this force will increase
as the AFT cyclic displacement increases. Orifice blocked, does not bleed, fluidlevel low
or empty.
CSP369D/E MTM1

Causes: Feedback of rotor system vibration (lateral movement)

Blade tab bend causing center of pressure shift
Collective forces and vibrations would be felt as a feedback type of vibration or

directional force.
Very often the collective stick will pick up a harmonic vibration from the airframe that may
not be from the rotor system; more often it will be a high frequency type of vibration, 3000 to
6000 RPM.
The collective and cyclic can pick up a medium high frequency vibration, such as 5 to 1
vertical vibration from the main rotor or a second harmonic from the tail rotor drive shaft,
which would be similar to main rotor vibration, but would be most noticed in the airframe
and seat structure.
Collective up or down load
Collective overcenter bracket or bungee out of adjustment

Blade tabs adjusted for speed ranges
Blade track
Collective improperly rigged
Collective friction low or nil
Drag gimbal binding (Uniball)
723/(724 blank)
CSP369D/E MTM1
SECTION EIGHT
Engine Lubrication and

Fuel Systems
82
TANKTOENGINE
VENT HOSE
OIL
COOLER
BYPASS
VALVE
OIL
RETURN
OIL
TEMPERATURE GAUGE
TANKTOENGINE
OIL HOSE
ENGINETOCOOLER
OIL HOSE
OIL TEMPERATURE
SENDER
CHECK
VALVE
OIL TANK
VENT
LINE
AIR OIL
SEPARATOR
GEAR
OIL NOZZLE
PRESSURE REDUCER
TORQUEMETER
GAUGE
PRESSURE
PUMP
SCREEN
MAGNETIC
CHIP
DETECTOR
PLUG
OVERBOARD
OIL BREATHER
EXTERNAL SUMP
OIL
NOZZLE
CHECK VALVE
OIL
PRESSURE GAUGE
SCREEN
SCAVENGE
OIL FILTER
THREE
SCAVENGE
PUMPS
TO 28 V.D.C.
SUPPLY
CHIPS
CHIP
DETECTOR LIGHT
OIL
NOZZLE
Figure 81. Engine Lubrication System Schematic
ACCESSORY
GEARBOX
HOUSING
MAGNETIC
CHIP
DETECTOR
PLUG
CSP369D/E MTM1

Engine Lubricaiton and Fuel Systems
CSP369D/E MTM1

Engine Lubricaiton and Fuel
Systems
8.0
Egine Lubrication System
NOTE:
The engine lubrication system is designed to furnish adequate lubrication, scavenging, and
cooling as needed for bearings, splines, and gears at all operational conditions of flight and attitude (Ref. Figure 81). The system is a circulating drysumptype system.
The engine oil pressure system, driven by the gas producer gear train and located within the
accessory gearbox of the engine, consists of a pressure pump and the necessary passages to
transmit the pressure oil to engine components that require lubrication or that are utilized as a
hydraulic working force. Delivered pressure is a function of volume flow, restriction to flow, and
viscosity. Volume flow from the pressure pump element is in direct relation to gas producer rpm
and volume flow. Restriction to flow is determined by the size of lines, passages, and nozzles.
The restriction to flow method of lubrication is used in the 250 Series engine and is known as a
calibrated" system; each main bearing receives oil specifically controlled by a calibrated orifice
jet providing the proper oil flow at all engine operating speeds.
Viscosity, or fluid friction, is a function of oil temperature. Thus, if the oil temperature and restriction to flow remain constant, oil pressure will increase with increases in gas producer rpm,
until a regulated oil pressure is reached. Further increases in gas producer rpm do not result in
an increase in pressure beyond the maximum established regulator setting, because of the pressure regulating valve bypassing all excessive oil pressure back to the inlet of the oil pressure
pump.
Oil under pressure is delivered to the engine main bearings and to a hydraulic piston type torquemeter that utilizes pressure oil from the pressure lubrication system as a measure of the
axial load produced by the helical gears of the power turbine section while transmitting a driving torque to the engine output shaft. System oil pressure must always be greater than the required torquemeter oil pressure. Therefore, it is necessary to regulate the system pressure of
the 250 Series engine to a relatively high value of 115130 psi.
8.0.1. Engine Oil Pump
A geartype pressure pump is mounted within the accessory gearbox and receives its drive
from the gas producer gear train (Ref. Figure 82). Oil from the oil supply tank is delivered to
the oil inlet port on the gearbox, and then through an internal oil transfer tube to the inlet side
of the pressure pump. The pressure element delivers oil through an internal oil transfer tube to
a filter.
83
CSP369D/E MTM1

PRESSURE
REGULATING
VALVE
OIL FILTER
OIL FILTER
ASSEMBLY
CHECK
VALVE
FILTER
BYPASS
VALVE
TO ACCESSORY
GEARBOX HEADER
PASSAGE
PRESSURE OIL
PUMP BODY
ENGINE OIL PUMP AND FILTER

MD500D/E
OIL PUMP
AND GAS PRODUCER
TACHOMETER GEARSHAFT
OIL FROM TANK
SCREEN
BOWL ASSY
FILTER ELEMENT
SCAVENGE OIL FILTER (IF INSTALLED)

ALL MODELS
BYPASS
INDICATOR
Figure 82. Engine Oil Pump and Filters
84
HEAD ASSY
CSP369D/E MTM1

Systems
OIL FILTER The oil filter will remove particles of 81 micron size or greater. Normally, all
the oil flows through the filter, to the oil pressure regulating valve, and to the inlet check
valve (Ref. Figure 82). As oil flows through the oil filter, there will be a slight drop in pressure, and as the filter picks up contamination from the oil, the pressure drop across the filter increases. In the event of abnormal filter contamination, the filter bypass valve will
open and bypass the filter. The filter bypass opens at 105 psi differential pressure. Filtered
oil is delivered to, and through, a check valve and into the accessory gearbox main pressure
header passage, which further distributes the oil. The check valve is not a physical part of
the oil filter assembly, but is attached to the pressure outlet port. When the engine is not in
operation, the check valve is springloaded closed to prevent the oil supply tank from draining into the engine. It is opened by means of a 2 to 3.5 psi differential pressure.
PRESSURE REGULATOR VALVE The oil pressure regulating valve is springloaded
closed, and it remains closed until system pressure increases to 115130 psi. Whenever system pressure increases beyond 115130 psi, the oil pressure regulating valve opens to deliver oil back in the inlet of the pressure element. If system pressure is not in specified limits,
the oil pressure regulating valve is adjustable.
SCAVENGE OIL FILTER The scavenge oil filter is installed in the return line between
the engine and oil cooler. The scavenge filter supplements the engine oil filter and provides
the capacity to keep the oil clean enough to operate 200 hours between changes. In addition,
oil system component inspection and cleaning frequency may be extended to 200 operating
hours as opposed to 100 hours.The 10 micron filter element keeps otherwise recirculated
microscopic carbon and metal particles from accumulating in the cooler, supply tank, engine or on magnetic plugs.The filter body is equipped with a bypass valve and red impending bypass warning indicator that extends when differential pressure across the filter element reaches 6 8 psid. The indicator is inoperative until the oil temperature exceeds 85
1155F. The filter bypass valve opens at 9 11 psid.
85
CSP369D/E MTM1

8.0.2. Engine Internal Distribution
Filtered pressure oil is delivered into the gearbox main pressure header passage. The header
passage delivers oil to the following:
Pressure oil port on the right front side of the gearbox housing.
Pressure oil port on the right rear side of the gearbox cover via an oil transfer tube within
the gearbox.
Oil delivery tube within the gearbox and between the gearbox housing and cover.
Pinion bearing oil nozzle via the oil delivery tube passage in the gearbox cover and a passage in the pinion bearing cage. The pinion bearing oil nozzle, attached to the pinion bearing cage, is on the outside of the gearbox; however, when the exhaust collector support is
attached to the gearbox cover, the pinion bearing oil nozzle is within the exhaust collector
support and in front of the power turbine rotor number 5 bearing.
Oil pressure tube within the gearbox and attached to the gearbox housing.
Torquemeter assembly within the gearbox and between the gearbox housing and cover.
A pressure oil port on the right forward side of the gearbox housing delivers oil through a
tube to the compressor front support and the number 1 bearing. A pressure reducer is used
to control the volume and pressure of oil delivered to the bearing.
A pressure oil port on the right rear side of the gearbox cover delivers oil through tubes, a
oneway check valve, and a screen to the power turbine and gas producer turbine supports.
The power turbine support oil passage delivers oil to the number 6 and number 7 bearings.
The gas producer turbine support delivers oil to the number 8 bearing jet.
The oil delivery within the gearbox starts with four nozzles that direct oil to the number 2
bearing, first stage gear reduction, and number 3 bearing. Spur adapter gearshaft holes are
used to lubricate the splines of the turbine to compressor coupling. The number 3 pinion
bearing oil nozzle assembly also directs oil to the number 4 and number 5 bearings.
An oil pressure tube within the gearbox directs oil onto the gears of the second stage gear
reduction.
Oil delivered to the engine torquemeter enters a cavity formed by the torquemeter support
shaft and shaft support. Oil from this cavity is delivered to three small ports that supply oil
to the torquemeter bearing, torquemeter rear roller bearing, and torquemeter piston. The
torquemeter piston delivers oil into the torquemeter oil chamber formed by the piston and
the support shaft.
Oil delivered to the number 1 bearing drains into the compressor front support sump number 6 and number 7 bearings, and the turbinetocompressor coupling spline oil drains into
the power turbine support external sump. Number 8 bearing oil drains into the gas producer turbine support sump and to a scavenge oil outlet fitting on the bottom strut of the gas
producer turbine support. Oil delivered to the number 2 bearing, number 5 bearing, and all
components within the gearbox drains into the accessory gearbox sump.
The scavenge pump arrangement (Figure 103) is part of a pump element assembly that
includes the pressure pump. This pump assembly has two levels of scavenge gears. The first
level has four gears that are housed in the scavenge pump body and covered by a cover. The
second level has two gears that are housed in the pump body and covered by a separator.
The scavenge element second level scavenges oil from the accessory gearbox sump. This
scavenge element has two ports that are from the accessory gearbox sump to the scavenge
return cavity. This element pumps oil from the gearbox sump through a gearbox internal
scavenge oil pickup tube.
86
CSP369D/E MTM1

Systems
The first level element gears provide three scavenge pumping elements. One element scavenges oil from the compressor front support; another element scavenges oil from the power
turbine support external sump; and the remaining element scavenges oil from the gas producer turbine support.
The output oil flow of the scavenge pumping elements is directed to a common cavity between the inside of the gearbox housing and the pump assemblies. This cavity delivers the
scavenge oil through a passage in the gearbox housing across a magnetic chip detector plug
to an outlet boss port.
The capacity of the scavenge elements far exceeds the amount of oil to be scavenged, and
there will be some air trapped in the oil returned to the tank. Thus, it is necessary to vent
the tank to prevent tank pressurization. The oil tank is vented to the gearbox, and to the gas
producer train idler gearshaft, which functions as an air/oil separator. Oil vapors vented to
the gearbox must flow radially toward the center of the gearshaft. Since oil vapor weighs
more than air, air and oil vapor is centrifugally separated, and the oil is retained within the
gearbox while air is vented overboard.
Figure 83. Oil Scavenge Pump Arrangement
87
CSP369D/E MTM1

8.1
Airframe Oil System

The turbine engine is a precision machine manufactured to close tolerances. Its rotating components are highly loaded and operate at exceptionally high speeds in an extremely high temperature environment. The engine components must be capable of transmitting high torque and
must withstand extremely high axial and radial loads.
These requirements impose demands for a lubricant with a high degree of stress capability as
well as the ability to conduct radiated and frictiongenerated heat away from the lubricated
components. The typical turbine engine lubrication system includes a main reservoir tank, a
pressure and scavenge oil pump, check valves, oil filter, bypass valve, relief valve, oil nozzles
and jets, and heat exchanger or oil cooler. These components are then interconnected to form a
closedloop system.
The engine lubrication system utilizes a dry sump, which means that the oil for the system is
stored in a separate tank away from the engine. The system is pressurized by an engine oil
pump, and oil is collected and returned from the engine by scavenge pumps integral to the engine. The return oil is cooled by an oil cooling radiator mounted in the airframe.
HEAT REJECTION SYSTEM The Model 369D/E engine lubricant heat rejection system consists of an air inlet screen, located within the airframe air inlet fairing, an oil cooler
blower (impeller and scroll), beltdriven from the main transmission input gearshaft, and
interconnecting ducting (Ref. Figure 84).
Ambient air enters the air inlet screen and flows into the oil cooler blower. The airflow is
increased in velocity and pressure by the impeller, and is ducted to and through the center
cooling core fins of an airframe mounted engine oil cooler. The exiting airflow from the cooling fins vents rearward into the engine compartment.
The oil cooler blower also provides a duct distributed constant airstream to the transmission oil cooler, engine accessory gearbox housing, and the compressor section. The combined engine cooling airflow and oil cooler airflow exits from the engine compartment
through gaps provided around and between the engine exhaust pipes and the engine access
doors.
NOTE:
OIL TANK The engine oil tank consists of a two piece welded aluminum sphere. The total
capacity of the sphere is approximately 6 U.S. quarts, however, to provide a space for lubricant foaming and thermal expansion, the operational quantity level is established at 2.8
U.S. quarts (Ref. Figure 85).
3 quarts marked at the filler cap.
The sphere incorporates an integral aluminum mounting bracket, welded to the spherical
tank contour, that attaches the oil tank to the right hand, inboard, forward firewall. Four
bolts pass through the firewall from the engine compartment and are retained by anchor
nuts secured to the tank mounting bracket.
88
CSP369D/E MTM1

Systems
OIL COOLER
INLET SCREEN
ENGINE OIL
COOLER DUCT
BLOWER
TRANSMISSION
OIL COOLING DUCT
POWER
TURBINE
COOLING
DUCT
ENGINE OIL
COOLER
COMPRESSOR
COOLING
POWER TURBINE
COOLING DUCT
TRANSMISSION
OIL COOLER
IGNITION EXCITER
COOLING DUCT
ENGINE GEARBOX
COOLING DUCT
Figure 84. Engine Cooling and Lubricant Heat Rejection System
89
CSP369D/E MTM1

OIL TANK OUTLET

FITTING
OIL TANK
UNION
FILLER
STA. 124.00
FIREWALL
TANK VENT HOSE
OIL TANK SUPPORT
OIL TANK
RETURN HOSE
BUSHING
ORING
OIL TANK
(ALLISON 250C20R/2 ENGINE)
OIL TEMPERATURE
SENSOR (NOTE 1)
ENGINE OIL
COOLER DUCT
WASHER
OIL TANK
INLET PORT
TANK DRAIN TUBE
ORING
UNION
UNION
TANKTOENGINE
VENT HOSE
TANKTOENGINE
OIL HOSE
OIL TANK INSTALLATION

(ALLISON 250C20B ENGINE)
CAP RETAINING PLATE
CLAMP
FILLER SEAL
OIL TANK FILLER SEAL

INSTALLATION
TG7900032
Figure 85. Engine Oil Tank
810
CSP369D/E MTM1

Systems
OIL COOLER
BLOWER
SIGHT PLUG
OIL TANK
ORING
TANKTOENGINE
VENT HOSE
OIL COOLER
DRAIN
OIL TANK
DRAIN
TANKTOENGINE
OIL HOSE
TO ENGINE
CHECK VALVE
DRAIN TUBE
ENGINETOCOOLER
HOSE
OVERBOARD
DRAIN TUBE
ENGINETOFILTER
HOSE
FILTERTOCOOLER
OIL HOSE
SCAVENGE OIL FILTER INSTALLATION

(NOTE 1)
EARLY CONFIGURATION
SIGHT PLUG
UPPER MOUNT
NUTPLATE
DECAL
WL 48.63
(NOTE 1)
PROJECTED LINE
WL LOCATOR
MARKS
NOTES:
1. WL WATERLINE.
2. APPLICABLE TO ALL
ALLISON 250C20R/2 ENGINES.
OPTIONAL EQUIPMENT FOR ALLISON
250C20B AND 250C30 ENGINES.
SIGHT PLUG ALIGNMENT

(LOOKING INBOARD)
TG7900031
Figure 86. Engine Oil Cooler
811
CSP369D/E MTM1

A welded boss attached to the right hand spherical tank contour is utilized for attachment
of a lubricant level sight gage. The gage is marked FULL (2.8 U.S. quarts) and ADD PINT
(2.3 U.S. quarts remaining). An aluminum tube is welded just adjacent to the sight gage for
tank replenishment purposes. The tankmounted tube interconnects to the oil filler well
and cap assembly by means of a contoured seal and clamp. The filler well of the cap assembly is mounted flush to the right hand external aircraft skin and incorporates a latch type
locking cap and safety chain.
A vent tube is welded to the top contour of the spherical tank and extends downward to a
tank mount bracket welded fitting. The fitting provides an adapter for enginetotank
venting by way of a flexible hose interconnection.
An aluminum elbow welded to the spherical tank contour in the immediate area of the vent
tube provides an interconnect by way of a flexible oil return line from the oil cooler housing
to the tank.
A cast aluminum fitting is welded to the bottom of the tank contour to provide three ports.
The largest, a rearward facing port, provides attachment for the main oil supply line to the
engine. The left hand port provides attachment for an oil tank drain tube. The third, and
right hand port, is threaded for attachment of an oil temperature sender.
ENGINE OIL COOLER The engine oil cooler is a ribbon cellular type cooler consisting of
an assembly incorporating a temperature regulating valve and bypass valve (Ref.
Figure 86). The assembly is flangemounted to the forward firewall directly below the oil
tank.
The oil cooler is an airstream radiator that cools the oil returning to the tank from the engine. The cooler construction consists of a shell, outer cold flow bypass tube, a sectional center
core, and a housing for control valve attachment. The center core has the appearance of a
screen, and is divided and sealed into compartments to provide a leak proof container with a
large contact area. The oil passing through the cooler transfers lubricant heat to the ribbon
cooling fins, which in turn transfers the heat to the airstream.
A series of narrow passages, formed by pairs of thin metal ribbons, divide the ribbon cooling
fins into oil flow passages with manifold openings at alternate ends. Internal flow chamber
passage baffles prevent oil channeling, which would result in inadequate heat transfer. The
baffles also provide additional resistance to thermal stresses and hydraulic action, forcing
the lubricant to flow the width and length of the flow chamber passages in a maze pattern.
A free flow internal warming feature of the cooler speeds the warm-up of oil thickened in the
cooler during cold weather operations, and allows low pressure flow paths to be set up in the
flow chambers, preventing cooler rupture.
Six elongated mounting holes in two cooler mounting flanges enable vertical cooler alignment with the forward firewall and the interconnecting ducting. A soft rubber gasket, attached to each side of the mounting flanges, acts as a chafe strip and vibration absorber.
The oil cooler, located in series with the oil return path to the tank, offers two routes for the
engine oil to follow. When cooling is not required, as is the case when the engine has just
been started, the oil flows through a bypass tube and out of the cooler without flowing
through the oil flow chamber passages of the cooler.
When the oil is at operating temperature, it is routed through the flow chamber passages.
The path the oil takes, through or around the flow chamber passages, is determined by a
temperature sensing valve that is mounted within the housing of the oil cooler assembly.
The valve is referred to as a thermostatic bypass valve.
During an initial start, or whenever the oil is cool, the thermostatic bypass valve is open and
permits oil to flow through the bypass tube directly to the oil tank. When the thermostatic
812
CSP369D/E MTM1

Systems
bypass valve senses oil temperatures of 140F or more, it modulates toward closed, and
reaches a full closed position at 180F.
At this time, oil flow through the bypass tube is shut off, forcing the oil to flow through the
cooler flow chamber passages. If the oil flow chamber passages become clogged, the bypass
portion of the thermostatic bypass valve senses a differential in pressure between the oil in
the cold flow bypass tube and the heatrejected oil returning to the engine. The valve will
modulate to open the cold flow bypass tube when a differential in pressure of 25 psid occurs,
permitting maximum flow of oil through the bypass valve and parallel to the flow chamber
passages.
To prevent oil within the engine oil cooler from draining back into and through the engine
scavenge pump elements during nonoperational engine periods, an inline oneway check
valve is installed in the oil cooler inlet boss. The check valve opens at 1.0 psid, allowing unrestricted oneway flow into the engine oil cooler.
ENGINE OIL SYSTEM DRAIN On model 369E helicopters and configurations of the
Model 369D, a readily accessible oil drain installation is installed to facilitate draining and
maintaining the engine oil system (Ref. Figure 87). The installation consists primarily of
drain tubes with end caps located on the aft side of the ring structure (station 137.50) in the
engine compartment.
On early Model 369D helicopters, a bracketretained drain valve assembly mounted below
the engine oil cooler permits draining of the engine lubrication system. With the valve open,
there is simultaneous draining from the oil tank and oil cooler. The valve has one inlet port
for the drain line of the oil tank and one inlet port for the drain line of the oil cooler. The
springloaded valve is pulled out and rotated from a detent position for system draining.
The reverse procedure is used to shut the valve off.
INTERCONNECTING HOSE ASSEMBLIES The hose assemblies are of the low pressure type with aluminum alloy end fitting. Stainless steel wire is braided over the outside
diameter of the hose extrusion to provide strength and protection.
The engine oil inlet, vent, and engine oil return line all incorporate an externally clamped
fireproof sleeve covering. The sleeving is fabricated of knitted asbestos and impregnated
with a flameretarding adhesive coating to establish conformance to high temperature
FAA hose certification.
813
CSP369D/E MTM1

TANK ASEMBLY
TUBE ASSEMBLY
OIL COOLER
FIREWALL
RING ASSEMBLY
STA. 137.50
6.06
WL 32.00
HOSE ASSEMBLY
VIEW LOOKING AFT, R.H. SIDE

0.90
Figure 87. Engine Oil Drain Line Routing

8.1.1. Lubricant Typespecification Data
Synthetic oil, derived for the most part from natural animal fats and oil, is used in turbine engines. Type 1 and Type 2 are commercial designations for grades of synthetic lubricants known to
military users as MILL7808 and MILL23699 grades, respectively. These type designations are also referred to as first and second generation synthetic oils, with Type 2 being improved to provide higher temperature capability and better load carrying abilities, as well as
generally better anticoking characteristics.
The type selected for use in a particular engine depends entirely upon the application. Type 1 is
a better oil for low temperature starting, but Type 2 oils appear to be superior for more overall
engine requirements. The Type 2 oils are recommended in the engine mainly because of their
ability to withstand higher loads and for their superior anticoking qualities. The carbonseal
leakage problems that were experienced when Type 1 oil was used have been eliminated by the
use of Type 2 oil.
There is a large range of differences between oils with each type group. Oils of different brands
within a type group also vary considerably.
814
CSP369D/E MTM1

Systems
Table 101. Lubricant Type Comparison
ASTM TEST
TYPE 1
TYPE 2
Designation
MILL7808
MILL23699
Viscosity at 100F
11 cs min
27 cs min
Viscosity at 210F
3 cs min
27 cs min
Viscosity at 40F
less than 13,000 cs
13,000 cs
Pour Point
75F
65F
Flash Point
400F
475F
Neut No.
0.3 max
0.5 max
RyderGear Test Rating lb/in
1900
2600 min
Rubber swell percent

(168 hours at 158F)
12 to 35
15 to 35 max
CAUTION
Mixing of oils not in the same group is permitted only in an emergency. Use
of mixed oils (oils not in the same group) in an engine is limited to 5 hours
total running time. Adequate maintenance records must be maintained to ensure
that the 5hour limit is not exceeded. Although either Type 1 or Type 2 oil is
acceptable, they must not be mixed. Failure to comply with oil mixing restrictions
can result in engine failure.
MIXING OF OILS Type 1 and Type 2 oils must not be mixed. Further, oil of different
brands that are not of the same type should not be mixed, because of the different additives
in each oil. These synthetic oils contain no petroleum products. Any mixing of petroleum
with synthetic oils can result in the immediate formation of sludge, because of the lower
thermal stability of petroleum oils.
Mixing of oils not in the same group is permitted only in an emergency. Use of mixed oils
(oils not in the same group) in an engine is limited to 5 hours total running time. Adequate
maintenance records must be maintained to ensure that the 5hour limit is not exceeded.
The oil must then be drained and the system flushed by refilling with new oil, the engine
operated at groundidle for approximately 2 minutes, then the system drained and filled
again with new oil. Refer to the Allison Owners and Operators Manual for approved blend
interchangeability, complete flushing procedures, and operational time limitations.
8.1.2. Oil Foaming And Oil Pressure Fluctuations

Nearly all present day lubricants for internal combustion engines, both turbine and piston,
contain an additive to suppress foaming. High viscosity, high molecular weight compounds are
widely used for this antifoaming function, and only a very minute amount of properly dispersed additive is necessary. In fact, a quart of oil contains roughly 0.01 cc of antifoam additive
which would be about 1/10 the size of a drop of water.
Two physical properties of these additives, solubility and density, prevent their remaining in a
uniform and finely dispersed state over long periods of time. These additives are also slightly
815
CSP369D/E MTM1

heavier than most oils. At the time of manufacture of the oil, the additives are not dissolved but
only very finely dispersed. Consequently, after standing for a period of time, these additive particles will have a tendency to collect at the bottom of the container.
Because of this inability to retain the antifoam additive in suspension, it is recommended that
any time the system is serviced, either for an oil change or routine quality servicing, the oil container be agitated. If oil pressure fluctuation accompanied by foaming is experienced, the system should be drained and reserviced with agitated" oil as an initial approach to correct the
problem.
8.1.3. Lubrication System Servicing
The engine oil filler cap is located on the right side of the aircraft. A marked liquid quantity gage
is positioned just adjacent to the filler cap and is visible through an inline transparent window
attached to the aircraft external skin.
GENERAL SERVICING The oil filler cap well should be kept clean at all times to avoid
the risk of foreign matter entering the tank during lubricant servicing.
Before replenishment of the aircraft engine lubricant system, the type and brand of lubricant utilized must be confirmed to prevent inadvertent intermixing. To ensure that filling
conditions are approximately the same on all occasions, any replenishment should be carried out between 10 and 20 minutes after engine shutdown. This procedure will avoid over
or under filling and will facilitate accurate recording of oil consumption.
CAUTION
Dirt or sheared particles from opening the lubricant container can cause severe
engine damage if allowed to enter the engine oil system.Cleanliness of new
lubricant and its container cannot be overstressed. Any foreign matter must
not be allowed to enter the engine oil system. The lubricant container must be
wiped clean prior to opening. If in doubt of contaminants entering the lubricant
during opening of the container, the lubricant should be filtered or discarded.
ENGINE PREOILING Filling the engine oil passages with oil under pressure is called
preoiling. This procedure ensures satisfactory lubrication during initial engine start.
Although the Allison 250 lubrication system pressure pump is operationally self priming, it
is some distance from the oil tank to the engine and the engine bearings can be damaged
with insufficient or no oil pump prime.
An oil change or any other operation such as removal of the engine oil filter, will expose a
potential air entrapment point and it will be necessary to evacuate the air from the system.
Failure to bleed this air can result in an airlock, with a resultant lack of oil flow necessary
for bearing lubrication.
816
OIL SYSTEM PRIMING Whenever the engine oil filter is removed, no matter what the
reason, fill the oil filter bowl with clean oil upon filter reinsertion. After securing the filter
cap or after operations that expose the engine oil pressure system to air, motor the engine
with the starter until an indication of oil pressure is obtained.
CSP369D/E MTM1

Systems
8.2
Fuel Supply System
NOTE:
The Model 369D/E helicopter fuel supply system is a suction type (nongravity feed) system that
consists of two interconnected main fuel cells, located in separate compartments beneath the
cargo/passenger floor. Total fuel capacity of the two fuel cells is 64 U.S. gallons, 416.0 pounds;
usable fuel, 62 U.S. gallons, 408.0 pounds.
Additional components of the fuel system include forward and aft vents, two drain valves, engine start pump, fuel shutoff control and valve, enginedriven fuel pump, fuel quantity indicating system, filler neck with an extended range cell fuel line connection, and various interconnecting lines and associated electrical wiring (Ref. Figure 88)
Both fuel cells are vented to atmosphere through a manifolded vent system, to the underside of
the aircraft structure and are serviced through a common filler neck on the right hand side of the
fuselage.
The cells are seated on a singleply fiberglass liner that is rivetattached to the fuselage lower
section ribs (Ref. Figure 89). The liner provides a load distribution surface across the rib structure. In addition to providing load distribution, each cell is afforded overhead lacing support to
prevent movement or collapsing. Approximately 15 feet of 3/16 inch nylon cord is routed
through eye loops on the cells top surfaces to the mating fuselage eye receptacles, to support and
retain the cells (Ref. Figure 811).
The two fuel cells are of the conventional synthetic rubber type. Each cell is constructed on a
building fixture and consists of a nylon fabric retainer impregnated with synthetic rubber, a
barrier of nylon film, a liner of synthetic rubber, and a finish of synthetic rubber vinylite coating.
Both fuel cells incorporate an intercell nylon baffle curtain laterally spanning the interior of
each cell, providing a surge barrier. The baffles are flangemolded to the bottom and inward side
walls of the cells. The right hand cell incorporates one Ushaped cutout at the inward lower
molding flange, to prevent fuel trapping. The left hand cell incorporates two similar inverted
Ushape cutouts; one inward cutout on the lower baffle curtain molding flange toward the aircraft centerbeam, and one cutout 5 inches outward. The second Ushaped cutout in the left cell
baffle is to prevent fuel trapping while the helicopter is hovering. Each cell baffle curtain is supported by a nylon rod at the top of each baffle and is retained by three tabs integral with the
curtain. Individual tabtorod retention is provided by snap fasteners.
Each cell rod is retained to the cell structure by two combination nippledoubler rings that are
vulcanizers to the cell sidewalls (Ref. Figure 810). The nipples face inward to receive the rod,
thus bracing the cell and retaining the curtain in an upright position. The rings also incorporate
a metal clip that is rivetsecured to an integral plate molded into the doubler. The clips are located on the outward cell walls and align with airframe structural retention holes. Midcell, longitudinal, and lateral cell support is achieved through the combination of rod and cell clips.
817
CSP369D/E MTM1

CELL INTERCONNECT
FITTING
0.005 IN. (0.127 MM) MAXIMUM GAP

BETWEEN NUT AND FITTING
NUT
HELICOPTER
CL
GASKET
BAFFLE
SUPPORT ROD
NIPPLE
FUEL CELL INTERCONNECT

BOLT, TORQUE;
7090 IN. LB
(7.9110.17 NM)
GROMMET
FILLER
FUEL FILLER CAP
BAFFLE SUPPORT HOOK
RIGHT FUEL CELL

ACCESS COVER
FUEL FILLER SHIELD
BAFFLE SUPPORT ROD

(2) (TYP)
FUEL TANK FILLER NECK
FUEL
CELL
BAFFLE SUPPORT
(CROSS SECTION VIEW)
AFT VENT CELL

INTERCONNECT
CLAMP
NYLON CELL
SUPPORT LACING
(TYP)
TANK BAFFLE
(TYP)
STA. 124.00
BULKHEAD
NUT
CLAMP
(TYP)
CELL INTERCONNECT
FITTING
VENT TUBE
EMERGENCY
VALVE ASSY
LEFT FUEL CELL

ACCESS COVER
FUEL INLET HOSE

RIGHT CELL
TUBE
UNION
FWD VENT CELL

INTERCONNECT
POWER PLANT
SUPPLY TUBE
LEFT CELL
START PUMP
(369D/E 500N)
GASKET
TANK SUMP PLATE

NUT
TG280005
Figure 88. Fuel Supply System
818
CSP369D/E MTM1

Systems
FUEL CELL ACCESS
DOOR, R.H.
FUEL CELL ACCESS

DOOR, L.H.
CENTER BEAM
SUPPORT
RIVET (TYPICAL)
FUEL CELL
INTERCONNECT
OPENING
FIBERGLASS
REINFORCING
CLOTH
FIBERGLASS LINER
ALUMINUM DISCS (TYPICAL)
FIBERGLASS
LINER
TR532001
Figure 89. Fuel Cell Support Liner Installation
819
CSP369D/E MTM1

FORWARD VENTS
HANGER TAB
PUMP
AND DRAIN
FITTINGS
INTERCONNECT
FITTING
ACCESS
COVER
BAFFLE
POSITION
BAFFLE
POSITION
ACCESS
COVER
AFT VENTS
SUMP AREA
FILLER
NECK
FWD
NIPPLE
HANGER
TABS
HANGER TABS
HANGER
TABS
NYLON
ROD
NIPPLE
CLIP
FUEL TRANSFER
PASSAGES
CLIP
TIE WITH SNAP
LOOKING FWD
Figure 810. Fuel Cell Details
820
1030203
CSP369D/E MTM1

Systems
CELL TOP ATTACHMENT
(TYP)
CELL SIDE ATTACHMENT
(TYP)
BOWLINE KNOT
START LACING WITH
BOWLINE KNOT
(FOLLOW ARROWS)
END LACING WITH
BOWLINE KNOT
TOP OF CELL
NYLON LACING
NYLON LACING
LOOP
START LACING WITH

BOWLINE KNOT
(FOLLOW ARROWS)
END LACING WITH

BOWLINE KNOT
TG280006
Figure 811. Fuel Cell Support Lacing

The right fuel cell incorporates a hose projection, with a 3 inch inside diameter, which is referred
to as the filler neck. The filler neck provides for servicing of both fuel cells and is constructed to
telescope over a fuel filler, well, and cap assembly that is attached to the right hand aircraft external skin. The cell filler neck is secured with a band clamp. The junction is made within the
passenger/cargo compartment and is protected by a polycarbonate shield.
The left fuel cell incorporates a cast aluminum fitting which is joined to the lower surface and
forms an integral component. The fitting is located to align with five holes in the lower fuselage
section external skin. The upper surface of the fitting, the wet surface", incorporates three
raised threaded bosses for installation of an engine start pump. A drain valve threads into a
center threaded boss of the cast fitting from the bottom surface and protrudes downward, passing through the lower fuselage skin. The drain valve consists of a springloaded plunger that is
depressed to open and released to close.
Alignment and retention of the aluminum fitting to the aircraft skin is provided by four
threaded bosses located on the bottom surface of the fitting. The four bosses align and are secured to the aircraft external skin by four bolts, threaded into the fitting boss receptacles.
After the cells are installed in the airframe, they are joined by means of an interconnect fitting
which allows unrestricted flow of fuel from one cell to the other. The right cell interconnect fitting is installed through a cutout in the center beam and inserted into the joining ring of the left
cell. An Oring, and Nylock nut are used to seal the junction of the two cells. While holding the
right hand cell interconnect flange with a spanner wrench, the Nylock nut in the left hand cell is
tightened, compressing the Oring, until there is not more than a 0.005 inch gap between the
nut and the joining ring of the left hand cell.
821
CSP369D/E MTM1

Access to the fuel cell is gained by removing two sections of the cargo floor. The correct nomenclature for these sections is door assembly, fuel cell access." There is also an access cover on the top
surface of each fuel cell. To gain access to the fuel cell area, the floor covering and the fuel access
door assembly must be removed.
CAUTION
The fuel cell access door assembly is a stressed panel and must be properly
installed before flight and before jacking aircraft.
Access into the cell interior is provided by a bondattached dome nut ring that is secured to the
cell top surface. The access cutout is closed with an oval shaped dish cover. The cover includes an
integral seal molded to the cell dome nut ring mating surface and is secured into the cell dome
nut ring receptacles.
8.2.1. Fuel Cell Vent System
Fuel cell vents are located at the forward and aft ends of each fuel cell (Ref. Figure 812). A
vapor riser tube with an emergency shutoff valve interconnects the forward and aft vent lines.
The design of the vent system provides for the following.
Elimination of vapor fume hazard.

Equalization of cell pressure
Prevention of fore and aft cell pressurizing during helicopter operation.
A rapid servicing rate without fuel blowback.
Prevention of fuel spillage.
AFT VENT The aft vent tube is a Ushaped steel tube with two weldattached flanges
and threaded ends. The U interconnects the two cells at the aft end and straddles the airframe centerbeam. A seal washer is used between the fuel cell and U vent tube flange for
junction sealing. A locknut threads into and secures the intercell Utube at the cell end protrusion, thus securing the installation.
The construction of the U vent tube provides for a forward extended tube positioned 1/2 inch
above the right hand cell top surface. A short section of hose is clampsecured to a beaded
flange on the tube and joins to an aluminum vent transfer tube that extends along the top
surface of the right hand cell to join the forward vent.
Attachment of the aluminum transfer tube to the forward vent riser tube is almost the same
as the aft Utube junction, in that a short hose is used at the attachment. However, safety
wire is used instead of clamps for security.
FORWARD VENT The forward vent is a welded aluminum Nshaped interconnection

that connects into the two cells at the top forward surface and straddles the airframe centerbeam. Two tubes extend downward into the fuel cell and incorporate a flange that limits
the intercell protrusion and serves as a mounting base. A seal washer is utilized under each
flange and both flanges are secured with bolts.
The cell protrusion of the forward vent tubes establishes an approximate two percent expansion space across the top fuel surface. During servicing, the fuel level may reach the bottom of each tube, therefore establishing a maximum limit of fuel capacity. The continuation
of cell servicing will cause excess fuel to be displaced through the vent system and overboard. In the event that the fuel level reaches the forward vent tubes, a hole is incorporated
in each tube to provide for secondary antisyphon ventilation under FULL cell conditions.
822
CSP369D/E MTM1

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

VAPOR RISER
TUBE
FUEL VENT
IN
AFT VENT TUBE

UPPER VENT TUBE
CLAMP
HOSE
VENT TRANSFER
TUBE
FUEL VENT
COVER
SIDE VENT
FAIRING
LOWER
VENT TUBE
SEAL
CROSSOVER FITTING
ANTISYPHON
VENT HOLES
TUBE
LOWER VENT
FAIRING
SEAL
Figure 812. Fuel Cell Vent System
823
CSP369D/E MTM1

VAPOR RISER TUBE The forward and aft vent system interconnection tubes are both
coupled to a vapor riser tube by hose and safety wire security. The vapor riser tube is attached to the station 78.50 right hand mast support structure and resembles a U tubular
shape. Lighter cell fuel vapor fumes rise and pass downward through the riser tube to the
fuel cell vent fairings attached to the fuselage lower section external skin.
The fuel cell vent fairings are thermoplastic molded components of convergent duct design.
The design provides vapor dissipation while the helicopter is static and also provides for
slight ram pressure across the fuel surface while the helicopter is in forward flight.
The vapor riser tube incorporates an emergency shutoff vent valve. The operation of the
valve is an automatic function and the valve will remain open as long as the helicopter is
within 30 degrees of normal attitude in any direction.
The valve weight resembles a pendulum and normally places the valve in the open position.
As a 30 degree attitude of the helicopter is exceeded, the weight swings and seats the valve
on the housing seat, sealing the vent passage and fuel that would flow through the vapor
riser. A helicopter attitude of 30 degrees or less, and in coordinated attitudes, will return or
position the valve to the normal open position.
8.2.2. Engine Start Pump

The engine start pump is mounted in the left fuel cell and secured to three extended bosses of
the cell pump and drain fitting. The pump is a submergible, single stage, centrifugal, constant
displacement type pump. A single stage impeller housing is built into the frame of a 28 volt dc
motor and will displace 300 pounds per hour at 10 psig minimum pressure at sea level. The
pump impeller housing serves as the main fuel pickup point for the enginedriven fuel pump
during high altitude and/or high temperature starting conditions.
When the pump motor is operational, fuel is drawn into the impeller housing through a number
eight mesh pump suction screen. As the fuel comes into contact with the revolving impeller, the
fuel attains a high velocity and a consequent reduction in pressure. This depressed condition
exists only at the impeller and any air trapped in the solution tends to form gasfilled spaces
or vapor in the fuel, and could result in pump cavitation. On early pump configurations, this
vapor is ported through a vent port within the impeller housing and motor frame, and escapes
to the top of the cell in the form of bubbles. Later designed pumps are sealed units. The fuel is
discharged under pressure into a manifold port incorporating a swing check valve that directs
the pressurized fuel to the pump outlet boss.
When the start pump is nonoperational, fuel is enginepumpdrawn through a second parallel
port of the start pump impeller housing. The fuel enters through a number eight mesh screen
and is routed through the check valve. The start pump electrical wiring extends from the motor
frame up to and through the access cover. A fuel sealed receptacle junction is provided by an
Oring and checknut into the access cover area.
Fuel is displaced from the pump housing by a flexible, low pressure hose. The flexible hose is
attached to a union at the pump discharge port and extends to a fuel shutoff valve assembly.
824
CSP369D/E MTM1

Systems
FWD
FUEL SHUTOFF VALVE
TO START PUMP SWITCH
POWER PLANT
SUPPLY TUBE
FUEL PUMP ELECTRICAL

RECEPTACLE
FUEL QUANTITY
TRANSMITTER
ELECTRICAL
LEAD
PUMP INTAKE
PRESSURE FUEL
PUMP VENT
PUMP ASSEMBLY
SWING CHECK VALVE

IMPELLER
CELL PUMP AND

DRAIN FITTING
Figure 813. Engine Start Pump
825
CSP369D/E MTM1

8.2.3. Fuel Shutoff Control and Valve
The fuel shutoff valve is mounted on the left fuel cell access cover and provides a means of manually cutting off the flow of fuel from the cell to the engine compartment in the event of an emergency or for maintenance (Ref. Figure 814).
The fuel valve control knob is anodized red in color and marked PULL TO CLOSE. The control
knob is a friction lock, pushpull type knob, located on the instrument panel. Compressing the
knob halves releases the friction lock to allow mechanical actuation of the fuel shutoff valve.
A control cable extends from the knob, through the pilots compartment floor, to the left fuel cell
cover, where the control wire is connected to a fuel shutoff valve lever. A control bracket provides support for the control cable at the shutoff valve.
The lever of the shutoff valve moves in a 90 degree arc, from a detented OFF position to a detented ON position. The valve is a single port, rotary spool type valve. OFF to ON lever movement positions the port to cut off fuel flow and positions the rotary port to align with the inlet
and outlet port, respectively.
With the control assembly wire attached, and without exceeding the minimum bend radius in
installation, the control operates within the 5 pound range. The valve is rigged to put it in the
fuel ON position by the control button, which must be depressed and pushed in. To place in the
fuel OFF position, the button must be depressed and pulled out. The control works in a 1.88
inch linear range, and is capable of locking at any point in its travel if the lock is released. Care
must be exercised to ensure that full travel ON is attained prior to releasing the pressure on the
knob. If not, it is possible that the fuel flow may be restricted. A stainless steel wire passes
through the eye or a swivel that has been placed through the fuel shutoff valve lever. The wire is
retained by tightening a castellated nut against a special washer having a cup depression, and
installing a cotter pin.
826
CSP369D/E MTM1

Systems
DETENT RELEASE
DETENT RELEASE
CABLE PLUNGER
DETENT BALL
PLUNGER HOUSING
0.0900.150 INCH
(2.2863.810 MM)
PLUNGER HOUSING
SPRING
INSTRUMENT PANEL
CABLE PLUNGER
INSTRUMENT PANEL
NUT
CABLE RIGGING
HOLE
LOCKWASHER
OPEN
LEVER
CABLE HOUSING
CL VALVE
CONTROL KNOB ASSEMBLY
CLOSED
FUEL SHUTOFF VALVE ORIENTATION
AND LEVER POSITIONS
(LOOKING DOWN)
CABLE WIRE
CONSOLEMOUNTED
CONTROL
INSTRUMENT
PANEL
END CLAMP
GROMMET
FUEL SHUTOFF
CABLE
CLAMP
STA. 78.50
STRAP
NYLON GROMMET
STA. 64.36
STRAP
BRACKET
CREW COMPARTMENT
FLOOR
FUEL SHUTOFF
CABLE
STRAP
STA. 50.50
TG280001
Figure 814. Fuel Shutoff Control and Valve
827
CSP369D/E MTM1

8.2.4. Fuel Supply Lines
A stainless steel braided flex hose extends from the outlet of the fuel shutoff valve to a firewall
fitting at the station 124.00 bulkhead (Ref. Figure 815). The power plant supply hose is
clampsecured below the passenger/cargo compartment floor.
A stainless steel braided flex hose with fire sleeve is installed at the top leg of the firewall fitting
and attaches to the enginedriven fuel pump inlet.
LEFT FUEL CELL COVER
POWER PLANT
SUPPLY TUBE
FUEL CELL
(TOP)
FUEL INLET
HOSE
START PUMP
TO ENGINE DRIVEN
FUEL PUMP
MOUNTING PAD
FUEL CELL
(BOTTOM)
ENGINE FUEL HOSE
WITH FIRE SLEEVE
FUEL CELL
DRAIN VALVE
FIREWALL
FITTING
START PUMP AND HOSE
POWERPLANT
SUPPLY LINE
STATION 124.0
FIREWALL
FUEL CELL TO ENGINE LINES
Figure 815. Engine Start Pump and Fuel Supply Lines
828
CSP369D/E MTM1

Systems
8.2.5. Bendix Single Element Enginedriven Fuel Pump
The single element fuel pump assembly consists of one spur gear type pump, filter bypass
valve, and regulator valve (Ref. Figure 816). The assembly incorporates the following ports
and taps:
Fuel inlet port fuel is delivered to this port from the helicopter fuel cell.
Fuel output port delivers fuel to the gas producer fuel control.
Fuel bypass port receives fuel from the gas producer fuel control.
Before filter tap pressure sensing tap.
After filter tap pressure sensing tap.
Shaft seal drain port drains any leakage past the shaft seal.
Fuel from the helicopter fuel system is delivered to the pump fuel inlet port, where it is directed
to, and through, a number 5 micron filter. A filter bypass valve, in parallel with the fuel filter, is
normally closed. As fuel flows through the filter, there is a slight decrease in pressure, with the
pressure on the inlet side being higher than the pressure on the outlet side.
As the filter collects contaminants from the fuel, the pressure differential across the filter increases. Before and after filter pressure taps are provided (labeled BF and AF), so that the pressure differential across the filter may be sensed. The Model 369D/E helicopter incorporates a
pressure differential caution switch connected across the two tap bosses that activates an amber FUEL FILTER caution light on the instrument console (Ref. Figure 817). The switch and
light combination warns the operator that there is an excessive pressure differential and that
the filter has become contaminated.
If the filter is not replaced and the pressure differential continues to increase, the filter bypass
valve opens, and fuel bypasses the filter element and flows through the bypass valve to the inlet
of the pump.
A splined drive gear transmits torque from the gas producer gear train through a drive gear.
The driving gear turns in a counterclockwise direction and the driven idler gear in a clockwise
direction. As the teeth pass the edge of the fill manifold, fuel is trapped between the teeth and
the housing, and is then carried around the housing to the pressure out port.
Since the output of the fuel pump assembly is always in excess of engine requirements, the gas
producer full control will bypass excess fuel back to the fuel pump assembly. This fuel control
return fuel flow is through the fuel pump bypass port to the regulator valve. The regulator
valve controls the bypass fuel pressure. When the pressure exceeds a predetermined value, the
regulator valve opens, and the bypass fuel joins the filtered fuel being delivered to the pump.
829
CSP369D/E MTM1

FILTER PRESSURE
DROP PORT
FILTER BYPASS
VALVE
INLET
P.D.
SWITCH
FILTER (10 MICRON)
FUEL
FILTER
FILTER PRESSURE
DROP PORT
REGULATOR VALVE
PASSAGE TO AUXILIARY
FILLING PORTS OF
PUMPING ELEMENT
BYPASS RETURN FROM

FUEL CONTROL UNIT
SEAL DRAIN
PUMPING GEARS
SHAFT SEAL
SEAL DRAIN
OUTLET TO FUEL
CONTROL
Figure 816. Bendix Single Element EngineDriven Fuel Pump
830
FILTER COVER
DRAIN PORTS
CSP369D/E MTM1

Systems
ORING
ENGINE FUEL
PUMP FILTER
BEFORE FILTER
PORT (BF)
AFTER FILTER
PORT (AF)
REDUCER, TORQUE; 4050 IN. LB

(4.525.65 NM)
HOSE
FITTING, TORQUE; 4050 IN. LB
(4.525.65 NM)
ORING
ELBOW, TORQUE; 2025 IN. LB
(2.262.82 NM) (2 PLS)
FUEL FILTER PRESSURE SWITCH,

TORQUE; 4050 IN. LB (4.525.65 NM)
ORING
BUSHING, TORQUE; 4050 IN. LB
(4.525.65 NM)
AFTER FILTER PRESSURE
BEFORE FILTER PRESSURE
PRESS TO TEST
DC BUS
FUEL FILTER
CAUTION LIGHT
TG280008A
Figure 817. Bendix Fuel Filter Pressure Differential Switch
831
CSP369D/E MTM1

8.2.6. Ceco MFP262/Hfp Fuel Pump And Filter Assembly
The Model MFP262/HPF262 pump and filter assembly is used to supply filtered pressurized
fuel to the fuel control of the RollsRoyce 250C20R/2 series of engines (Ref. Figure 818).
The assembly is composed of the two distinct units: the pump assembly and the filter assembly.
bolted together with a packing between the mating flanges to prevent leakage.
The fuel pump assembly is composed of two major aluminum castings: the eductor housing and
main fuel housing. The eductor housing incorporates a bypass nozzle and diffuser system, and
an inlet fuel strainer. The main fuel housing contains a singlestage, positivedisplacement,
geartype pumping element along with a drive shaft and seal group.
The filter assembly is a single aluminum casting that incorporates a 7micron filter, filter bypass valve, and an impending bypass indicator.
The drive shaft, driven by the engine gear train, is splined to and drives the driver gear which, in
turn drives the driven gear. The drive shaft is equipped with a facetype shaft seal that limits fuel
leakage around the shaft at the pump mounting flange. A seal drain port is provided to drain shaft
leakage.
Inlet fuel mixes with fuelcontrol bypass return fuel, and flows through the diffuser and screen in
the eductor housing. The fuel then flows to the main fuel housing to the pumping gears. Pressurized fuel from the pumping gears passes out the discharge port to the filter assembly.
At the filter assembly,pressurized fuel flows through the filter element and exits out the discharge
port.
As foreign material accumulates in the filter element, a differential pressure develops across the filter (between the filter inlet and discharge port) (Ref. Figure 819). At a differential pressure slightly
less than the filter bypass valve setting, the red button on the impending bypass indicator will extend to provide a visible warning to ground crew personnel to change the filter element. The impending bypass indicator cannot be reset without removing (and replacing) the filter element.
With further clogging of the filter element, the filter bypass valve will open to allow the fuel to bypass the filter element.
832
CSP369D/E MTM1

Systems
CECO Fuel Pump
MAIN DRIVE SHAFT
SCREEN
(16 MESH)
SEAL
DRAIN
INLET
FILTER (7 MICRON)
BYPASS RETURN
FILTER BYPASS VALVE
(13 19 PSID)
IMPENDING BYPASS
INDICATOR (5 12 PSID)
PRESSURE DIFFERENTIAL
SWITCH (8 9 PSID)
DISCHARGE
(DRY LIFT)
VAPOR VENT
TO TANK
FUEL
FILTER
Figure 818. CECO MFP262/HFP Fuel Pump Schematic Rolls Royce 250C20/R2
833
CSP369D/E MTM1

AFTER FILTER
PRESSURE TAP
BEFORE FILTER
PRESSURE TAP
ORING
FUEL PUMP
SEAL DRAIN
ORING
REDUCER
ORING
FUEL FILTER PRESSURE SWITCH
ORING
BUSHING)
HOSE
AFTER FILTER PRESSURE
BEFORE FILTER PRESSURE
PRESS TO TEST
DC BUS
TG280027B
FUEL FILTER
CAUTION LIGHT
Figure 819. Ceco Fuel FIlter Pressure Differential Switch

8.2.7. AntiIce Fuel Filter Option
The airframe mounted antiice fuel filter is installed on the aft face of the firewall upstream of
the engine fuel pump filter. The 10 micron, 500 square inch disposable filter element strips ice
and other solids from the fuel before it enters the engine fuel system (Ref. Figure 820).
A flow pressure sensing switch in the filter body furnished with all installations closes when
flow differential pressure across the filter drops to a preset level.
The pressure switch closure advises the pilot of an impending or total fuel filter blockage by
lighting the AIRFRAME FILTER caution lamp in the caution/warning panel. The pilot must
manually set the START PUMP switch ON to pressurize the fuel system. Total filter blockage
forces a filter bypass valve in the filter body open to second supply unfiltered fuel to the engine.
834
CSP369D/E MTM1

Systems
CAUTION LIGHT
BOLT
CONNECTOR
NUT
WASHER
CLAMP
NUT
TEST
BUTTON
SCREW
BRACKET
ORING
FIREWALL
WASHER
WASHER
REDUCER
CLAMP
SHIM WASHER
(AS REQD)
NUT
NUT
HOSE
ELBOW
SCREW
HOSE
FILTER
ELEMENT
TUBE
WIRE
HARNESS
BOWL
WASHER
GASKET
NUT
FITTING
HOSE
ORING
CLAMP
SCREW
WASHER
WASHER
GASKET
CLAMP
SCREW
ANTIICE
DRAIN VALVE
BOLT
NUT
TG2820001B
Figure 820. AntiIce Airframe Fuel Filter Installation
835
CSP369D/E MTM1

8.2.8. Fuel Quantity Indicating System
The fuel quantity indicating system consists of an electrical quantity indicator with an internal
resistance bridge circuit, a FUEL LEVEL LOW caution lamp, and a variable resistance transmitter (tank unit) (Ref. Figure 821). As the float arm position changes, sender resistance
changes, causing an imbalance in current flow through the indicator windings to move the
pointer. The FUEL LEVEL LOW indicator lamp is illuminated when the float arm reaches the
low level warning position, contacting a spring wire to complete the circuit. For additional information, refer to Section 11, Engine Warning and Caution Lights.
The fuel quantity indicator is located on the instrument panel and is part of the instrument
cluster three pack. The indicator is equipped with two electrical coils of fixed resistance values.
The variable resistance of the float arm acts to increase or decrease the resistance of the lower
coil which in turn covers an appropriate deflection of the indicator pointer.
The resistance of the upper coil remains constant at 132 ohms; the lower coil is 88 ohms, and the
float arm varies from 0 ohms (empty) to 88 ohms (full). When the float is at the half full point, its
resistance is 44 ohms plus the resistance of the lower coil (88 ohms) which equals the resistance
of the upper coil. The resistance of the two coils is now equal and the pointer is centered at half
full.
836
CSP369D/E MTM1

Systems
A
FUEL QUANTITY
INDICATOR
DC
AMPS
150
75 0
75
ENG OIL TEMP
FUEL
+
150
LBS X 100
15
107
125
2
MODEL 369D
1
E
FUEL LOW
CAUTION LAMP
PRESSTOTEST
FLOAT
FULL
FULL STOP
FUEL QUANTITY TRANSMITTER

EMPTY STOP
SPRING WIRE
LOW LEVEL
WARNING
1.25 IN.
LEFT FUEL CELL
EMPTY
B
103108
Figure 821. Fuel Quantity Indicating System
837
CSP369D/E MTM1

FUEL QUANTITY TRANSMITTER The fuel quantity transmitter is a floattype unit

located in the left fuel cell attached to the fuel cell cover (Ref. Figure 822). Two basic units
are in service on the Model 369D/E helicopters. The early unit (P/N 369A4245) was installed on Model 369D helicopter serial numbers 00011050. Minor variations of the early
unit exist. The current unit (P/N 369D296303), installed on Model 369D helicopter serial
numbers 1051 and subs, and all Model 369E helicopters, is interchangeable with the early
unit (current Model 369D only).
The transmitter functions as a variable resistance coil with mechanical stops which may be
adjusted for minimum and maximum resistance requirements. Adjustment at the mechanical stops is accomplished by bending the float arm to form a straight edge alignment of the
float arm top at the transmitter housing and the center line of the float pivot. The transmitter has a transistor, mounted on the bottom side of the terminal board, which is used as an
electrical switch to illuminate the FUEL LEVEL LOW caution lamp when the base is
grounded by the float arm contacting the wire spring.
Adjustment and calibration of the transmitter may be checked as follows:
Position helicopter in a 2 degree nose down attitude.

Drain fuel cells.
Add seven gallons of fuel.
Check fuel quantity indicator. Indicator should read approximately 45.5 pounds.
FUEL LEVEL LOW caution lamp should not be illuminated.
Drain fuel until FUEL LEVEL LOW caution lamp illuminates.
Weight of drained fuel should be seven pounds (minus weight of container).
8.2.9. Fuel Types And Usage

Fuels conforming to the following military and commercial specifications are approved for unrestricted use in the Allison 250 series engines.
Primary
CAUTION
838
Jet A (ASTM D1655)

Jet A1 (ASTM D1655)
Jet B (ASTMD1655)
JP1 conforming to ASTM D1655, Jet A or Jet A1
JP4 (MILDTL5624)
JP5 (MILDTL5624)
JP8 (MILDTL83133)
Arctic Diesel Fuel DFA conforming to ASTM D1655, Jet A or Jet A1
Diesel No. 1 conforming to ASTM D1655, Jet A or Jet A1
Peoples Republic of China RP3.
Not all JP1 fuel or Diesel1 fuel will meet the above specifications. In determining
whether or not a given fuel meets the above specifications, the burden of proof
rests with the operator and his supplier.
CSP369D/E MTM1

Systems
NO. 328
LAMP
+
BLU
RED
Q
24 VDC
POWER
SUPPLY
BLK
BLK
P251
CONNECTOR
FUEL QUANTITY
TRANSMITTER
TEST CONNECTIONS
CONNECTOR
0.62 IN.
(15.75 MM)
MOUNTING FLANGE
FLOAT STOP
(FULL)
FULL
BOTTOM OF FLOAT
SPRING
10.08 IN.
(25.60 CM)
RADIUS
FLOAT STOP
(EMPTY)
8.418.45 IN.
(21.3621.46 CM)
2.132.17 IN.
(5.415.51 CM)
(NOTE 2)
SPRING CONTACT
(NOTE 1)
0.910.95 IN.
(23.1124.13 MM)
NOTES:
1. CAUTION LIGHT ON, 35 LBS REMAINING.
NOT APPROVED FOR COMMERCIAL
APPLICATIONS.
FLOAT
EMPTY
CALIBRATION 369D296303 (CURRENT UNIT)
TG2800072
Figure 822. Fuel Quantity Transmitter (Sheet 1 of 2)
839
CSP369D/E MTM1

NO. 328
LAMP
+
BLU
RED
Q
24 VDC
POWER
SUPPLY
BLK
BLK
P251
CONNECTOR
FUEL QUANTITY
TRANSMITTER
TEST CONNECTIONS
CONNECTOR
1.75 IN. (4.45 CM)

DIA (MAX.
SEALANT
ENVELOPE)
0.75 IN. (4.45 CM) MAX.
SEALANT ENVELOPE
FULL
FLOAT STOP (FULL)
SPRING
10.08 IN.
(25.60 CM)
RADIUS
BRACKET
FLOAT STOP
(EMPTY)
8.999.11 IN.
(22.8423.134CM)
FLOAT
GROUND TERMINAL
TRANSISTOR SWITCH
(ON UNDERSIDE)
TANK UNIT
CONNECTIONS
CALIBRATION 369A4245 (EARLY UNIT)

NOTES:
NOT APPROVED FOR COMMERCIAL
APPLICATION.
Figure 822. Fuel Quantity Transmitter (Sheet 2 of 2)

840
SPRING CONTACT
2.15 IN. (5.46 CM)
(NOTE 2)
1.25 IN.
(3.175 CM)
(NOTE 1)
EMPTY
TG2800071
CSP369D/E MTM1

Systems
EMERGENCY FUEL USAGE MILG5572 aviation gasolines containing TriCresylPhosphate (TCP) additives shall not be used. Use of MILG5572E gasolines is limited
to a maximum of 6 hours of operation per engine overhaul period and operation within safe
conditions.
When using alternate fuel mixtures or emergency fuels, the start pump should remain on
until the engine is shutdown.
CAUTION
MILG5572 fuels that contain TRICresyl phosphate additives are not to be

used.
In areas where JP4 or ASTM JET B fuel cannot be obtained, an alternate fuel is approved. The
alternate fuel is defined as one part by volume 80/87 Avgas (dyed red) to two parts by volume of
turbine fuel ASTM JET A, JET A1, or MILT5624 JP5. It is permissible to operate with
this alternate fuel mixture any time the ambient temperature is +40F or below. There is no
time limit restriction in hours of engine operation in the +40F and below range.
NOTE:
If 100/130 Avgas is used instead of 80/87, operation is limited to 300 hours in one
overhaul period.
CAUTION
JP4 or ASTM JET B must not be mixed with Avgas.
8.2.10. Fuel System Maintenance

Aviation fuel can best serve its ultimate purpose when it is delivered into the aircraft as free
from contamination as it was the day it left the refinery. Unless care and attention are given to
its handling, servicing, and storage, the many precautions taken in its manufacture and transportation are wasted.
Fueling the helicopter from improperly filtered tanks (particularly from small tanks or drums),
improper mixing of fuel additives, improper preflight action by the pilot, and storing aircraft
with partially filled fuel cells, invites condensation and contamination of the fuel.
The Model 369D/E turbinepowered helicopter utilizes a wide cut gasoline or kerosene as fuel.
Basically, the same rules or precautions in handling aviation gasoline apply to jet fuel. As with
gasoline, the matter of cleanliness is very important.
Turbine fuel is more dense and has a greater viscosity (resistance to flow) than gasoline. It will
hold and retain in suspension impurities such as water, fine particles of rust, and other foreign
material. These particles can take from 5 to 10 times as long to settle in kerosene as in gasoline.
Turbine engine fuel controls and pumps are generally more sensitive than the fuel system of
the piston engine. Their fuel feed and pumping systems must work harder, tolerances are closer, and fuel pressures are higher.
Fine contaminants may block the fuel supply system and erode critical parts of engine and fuel
control systems. Water freezing at high altitudes may block fuel screens; because of this, the
tolerable contamination levels for jet fuels is much lower than those previously considered necessary for aviation gasoline.
WATER Under certain conditions, all aviation fuels absorb moisture from the air and contain water in dissolved and liquid form. The amount of dissolved water contained varies
with the temperature of the fuel. When the temperature of the fuel increases in humid
areas, water is taken into the fuel, and under proper conditions a saturated solution can
occur.
841
CSP369D/E MTM1

When the temperature of the fuel decreases, some of the dissolved water comes out of the
solution and slowly falls to the bottom of the cell.
Changes in fuel temperature may, therefore, result in accumulation of water in the bottom
of fuel cells and in the fuel. During freezing temperatures, this water may turn to ice, restricting or stopping fuel flow. The Model 369D/E helicopter fuel cells are constructed with
sumps to trap water, and it is necessary to drain the fuel cell sump regularly in order to
remove all water from the system. If the sump is left undrained, the water accumulates and
will pass through the fuel line to the engine, and may cause the engine to flameout.
RUST Pipelines, storage tanks, fuel trucks, and drum containers tend to produce rust
that can be carried to the fuel in small particle sizes. High capacity, small screen filters are
required to remove rust particles from the fuel.
DUST AND SAND Serious fuel contamination problems may occur when sand or other
material is drawn through the fuel cell vent system. The fuel may be contaminated with
dust and sand through openings in storage tanks and from the use of fuel handling equipment that is not clean. Dragging a fuel nozzle across the ground following refueling operations when the fuel hose is being rolled up for storage in the tank truck is one very common
source of contamination.
MICROBIA Many types of microbia have been found in unleaded fuel, particularly in the
turbine engine fuels. These micro organisms of bacteria and fungi multiply and cause serious corrosion in fuel cells and may clog filters, screens, and fuel metering equipment. The
growth and corrosion are particularly serious in the presence of other forms of fuel contamination.
ADDITIVES Certain oil companies, in developing products to cope with aircraft fuel icing
problems, found that their products also checked bug growth. These products, known as
biocides, are usually referred to as additives.
Some additives may be compatible with the fuel or the materials in the fuel system and may
be harmful to parts of the engine with which they come in contact. Additives that have not
been approved by the manufacturer and the FAA should not be used. The Engine Maintenance Manual is the best source for this information.
SERVICING Storage and dispensing equipment should be kept clear and free from dirt
and other foreign matter at all times. Fuel having a cloudy appearance or definitely off color
should be suspected of contamination or deterioration and should not be used.
When additives are used, it is important that they are dispensed in accordance with the
helicopter and engine manufacturers instructions.
Refueling from drums or cans should be considered as an unsatisfactory operation and one
to be avoided whenever possible. All containers of this type are to be regarded with suspicion and the contents carefully inspected, identified, and checked for water and other contamination. Extraordinary precautions are necessary to eliminate the hazards of water and
sediment.
It is advisable when fueling from drums, to use a 5 micron filtered, portable pumping unit,
or the best filtering equipment available locally. As a last resort, a chamois skin filter and
filter funnel may be used. Again, this should be considered as the last resort, as systems
have been found contaminated by minute fibers originating from the chamois skin.
Infrequently used fuel cells should have their sumps drained before filling. Agitation action
of fuel entering the cells may suspend or entrap water or other contaminants which may
remain suspended for many minutes and may not settle out until the helicopter is airborne.
842
PREFLIGHT ACTION Drain a generous sample of fuel into a container from each of the
fuel drains. Examine the samples for water and dirt contamination. If present, they will
CSP369D/E MTM1

Systems
collect at the bottom of a clean container and should be easily detected. Continue to drain
fuel from the contaminated sump until certain the system is clear of all water and dirt.
POSTFLIGHT. An effective method to prevent contamination from condensation would be
to fill the fuel cells completely at the end of each days flying. Generally, the length of proposed flight, number of passengers, and weight and balance limitations dictate the amount
of fuel to be added.
A review of the pilots observations and discrepancy write-ups may be significant in providing such indications of the presence of contamination, as monitoring engine control system
operation, fluctuations of various instruments, and FUEL FILTER caution light indications.
ROUTINE MAINTENANCE In addition to the preflight and postflight actions, certain
precautionary or routine inspection checks and maintenance actions are required at periodic intervals. These precautions include the inspection and changing of the fuel system
filter and the visual and operational check of various components in the systems.
Unconventional cleaning procedures are often involved to ensure thorough fuel system
cleaning. These procedures should be thoroughly understood and practiced if adequate
maintenance standards are to be maintained and contamination control is to be effective.
TEST FOR CONTAMINATION Commercial products for use in testing for fuel contamination are available. Here is a simple test to detect contamination of jet fuel that has proven to be both effective and inexpensive:
Obtain a clean, white, enamel bucket (approximately 5 quarts). Drain approximately 2
to 3 inches of fuel into the bucket from the sump to be tested.
With a clean mixing paddle, stir the fuel into a swirling tornadoshaped cone.
Remove the paddle. As the swirling stops, the solid contaminants will gather at the
center of the bucket bottom.
Add several drops of household red food dye. The dye will not mix with fuel. If no water
is present, the dye will settle to the bottom of the bucket.
CONTAMINATED FUEL SYSTEMS Should contamination persist, or if there is any
doubt about contamination, it is best to drain the complete system and thoroughly inspect
and clean the cell sump, fuel filter, and start pump screens of all contaminants. If there is
any suspicion that a system is fully contaminated, the system must be cleaned before installing new components. A common bad practice is to remove malfunctioning components,
because of contamination, and immediately install replacements. If the engine is started,
contaminants remaining in the system flow into the new parts, resulting in two sets of contaminated components.
FUEL CELL DECONTAMINATION PROCEDURES Check that the cells that are to
be cleaned have been well drained and ventilated. Then, remove the engine start pump and
cap off disconnected fuel inlet hose.
CAUTION
Extreme care should be used in cleaning and rinsing cells in order not to puncture
or tear the soft walls of the cells.
Scrub the interior of the cells with hot (120 to 140F) emulsion cleaner diluted 30 to 1
with water, using a soft bristle brush. Two cleaners are recommended; Aerowash, made
by the Wyandotte Chemical Company, and/or EmulsoClean, a product of the Cee Bee
Chemical Company. Both are alkaline type solvents manufactured to specification
MILC25769B.
After all interior surfaces have been cleaned, flush the cells thoroughly with moderately high pressure water. Remove all water possible by draining, then get rid of all
puddles by vacuuming and mopping.
843
CSP369D/E MTM1

If tests have shown that microbial contamination is present, spray the interior surfaces with a 5050 solution of water and methyl alcohol. This solution must remain in
the cell for at least 5 minutes to kill any contaminants. Vacuum and mop to clean out
any remaining pockets or puddles.
Clean the start pump inlet screens and ports with Stoddard solvent. Remove all plugs
and reinstall the pump and inlet hose.
8.2.11. Fuel System Maintenance Summary
844
Use only fuels, oils, and other system fluids recommended by the engine manufacturer.
Do not use additives that have not been approved, and follow the specific directions for mixture and use of such additives.
If feasible, keep fuel cells full. Water condenses on the walls of partially filled cells and enters the fuel system.
Clean servicing equipment before taking it near a cell opening.
Filter all fuel entering the cells.
Faithfully conduct the periodic inspection and cleaning of system filters, drains, and other
items as recommended by the manufacturers. If experience indicates that more frequent
periodic inspections and cleaning is required, do not hesitate to reduce these inspection and
cleaning intervals.
CSP369D/E MTM1
SECTION NINE
Powerplant
CSP369D/E MTM1

Powerplant
9.0
Introduction
The Model 369D/E helicopter is equipped with an air cooled RollsRoyce Model 250C20B or
250C20R/2 turboshaft engine. The RollsRoyce Model 250C20B engine is a lightweight, free
turbine engine, rated at 420 horsepower.The 250C20R/2 engine is a lightweight, free turbine
engine, rated at 450 horsepower. The engine is secured in the engine compartment with the
centerline of the engine at a 47 degree angle up from horizontal and the output shaft to the
transmission located below the centerline of the engine.
The Gas producer is composed of a six/four stage axial and single stage centrifugal flow compressor coupled directly to a two stage turbine. The power turbine is a two stage free turbine
that is gascoupled to the gas producer turbine. An integral reduction gearbox provides an internal spline output drive at the front of the gearbox. The engine has a single combustion chamber.
The engine is to be maintained in accordance with all applicable Detroit Diesel RollsRoyce
manuals and publications. Therefore, only 369D/E airframe related instruments, components,
and systems as well as engine and engine exhaust mounting and engine accessories locations
will be covered.
Figure 91. RollsRoyce 250 Series Turbo Shaft Engine
92
CSP369D/E MTM1

Powerplant
COMBUSTION SECTION
TURBINE SECTION
ACCESSORY GEARBOX
SECTION
COMPRESSOR SECTION
Figure 92. Major Engine Sections

9.0.1. Engine Sections
Engines are of modular design consisting of five sections:
Compressor section 250C20B

The compressor is a combination of 6 axial stages and 1 centrifugal stage and compresses
air for combustion.
Compressor section 250C20R/2

The compressor is a combination of 4 axial stages and 1 centrifugal stage and compresses
air for combustion.
Combustion section
The combustion section consists of a combustion outer case and a liner burner jacket and
incorporates the burner drain valve, fuel nozzle, and spark igniter.
Turbine section
The turbine section of the engine incorporates the components necessary to develop rotary
power by absorbing the energy of hot expanding gases.
Accessory gearbox section

This section is designed to reduce relatively high turbine (N1 and N2) speeds to more useable speeds to drive the various engine driven accessories as well as the main rotor transmission.
93
CSP369D/E MTM1

Powerplant
Figure 93. RollsRoyce 250 Series Engine Gas Flow
94
CSP369D/E MTM1

Powerplant
TAIL ROTOR DRIVE SHAFT
POWER PINION GEAR
POWER TURBINES
TORQUE METER GEAR
OUTPUT GEAR
Figure 94. RollsRoyce 250 Series Engine Power Distribution (Simplified)

Power from the turboshaft engine is coupled to the main and tail rotors by drive shafts and two
transmissions. An over running (oneway) clutch in the drive between the engine and main
rotor transmission permits freewheeling of the rotor system in the event of an engine failure.
95
CSP369D/E MTM1

Powerplant
10 12
TOT
8
6
4
150
ENG OIL TEMP
DC
AMPS
75
FUEL
75
LBS X 100
150
15
107
125
MODEL 500D ONLY
Figure 95. Engine Instruments C20 Series
96
C X 100 0
2
CSP369D/E MTM1

Powerplant
9.1
Engine Instruments
NOTE:
Reference CSPHMI2, Chapter 950000.
The engine instruments are located on the instrument panel and consist of a torque gage, turbine outlet temperature (TOT) indicator, N1,, gas producer tachometer indicator, N2 (power turbine) and R (rotor) tachometer indicator, direct reading oil pressure indicator, and an oil temperature indicator which is a part of the instrument cluster unit.
9.1.1. Engine Oil Temperature Indicating System
The instrument cluster is an electrical system which contains three indicators, one of which is
the engine oil temperature indicator. The engine oil temperature indicator, marked ENG OIL
TEMP, electrically measures engine oil temperature with a thermally controlled variable resistance sender unit installed at the outlet of the engine oil tank. Indicator calibration is in degrees Centigrade.
ENGINE OIL TANK
EARLY CONFIGURATION
OIL TEMPERATURE INDICATOR
125
107
15
TEMPERATURE SENDER
DC BUS
Figure 96. Engine Oil Temperature Indicating System
97
CSP369D/E MTM1

Powerplant
9.1.2. Engine Oil Pressure Indicating System
The direct reading engine oil pressure indicating system utilizes a pressure gage of 0 to 150 psi
capacity that is mounted near other engine instruments in the instrument panel. The gage is
connected to an oil pressure port on the front face of the engine accessory section by 1/8 inch
diameter corrosion resistant steel and nylon tubing. The tubing is in two sections, with corrosion resistant steel being used aft of the engine firewall and nylon tubing from the firewall to
the instrument panel. Some tie straps and clamping arrangements are common to both systems.
100
50
150
OIL PRESSURE INDICATOR
SNUBBER
OIL PRESSURE REDUCER FITTING
Figure 97. Engine Oil Pressure Indicating System
98
OIL
PRESS
PSI
CSP369D/E MTM1

Powerplant
PINON GEAR
TORQUEMETER
GEARSHAFT
FORWARD THRUST
MOVEMENT WITH
POWER INCREASE
OIL PRESSURE
OIL INLET
TORQUEMETER PRESSURE
SUPPORT SHAFT
PISTON
ACCESSORY
GEARBOX HOUSING
ACCESSORY
GEARBOX COVER
POWER OUTPPUT
GEARSHAFT
SNUBBER
Figure 98. Figure 118. Engine Torque System

9.1.3. Engine Torque System
The torquemeter is incorporated in the accessory gearbox to provide a hydraulic pressure signal which is directly proportional to output torque. The power turbine gear train has two stages
of helical gearing. The first stage reduction is accomplished by the helical powertrain drive gear
driving the larger diameter gear on the helical torquemeter gearshaft. The second stage reduc-
99
CSP369D/E MTM1

Powerplant
tion is accomplished by the smaller diameter gear on the helical torquemeter gearshaft driving
the helical power takeoff gearshaft. Helix angles are such that both stages of reduction produce
a forward axial thrust on the helical torquemeter gearshaft. If friction is neglected, this axial
thrust is directly proportional to the torque transmitted through the gears. The torquemeter
assembly incorporates two roller bearings which provide radial support for the helical torquemeter gearshaft, but which allows axial movement.
The accessory gearbox housing has a passage which delivers oil pressure to a cavity formed by
the support. Two Orings prevent oil leakage out of this cavity. Engine oil pressure is ported
from this cavity to the two roller bearings and to the torquemeter piston. Thus, the roller bearings are lubricated, and the torquemeter is provided with regulated engine oil pressure. The
torquemeter piston has a fixed orifice which directs oil from the torquemeter oil chamber onto
the ball bearing.
A ball bearing transmits helical gear thrust from the rotating helical torquemeter gearshaft to
the nonrotating torquemeter piston. The piston has an antirotation pin which contacts an antirotation pin on the flange of the support shaft. The piston is free to slide axially on the nonrotating and axially retained support shaft. The sliding piston serves as a variable orifice valve
which admits regulated engine pressure oil from the support shaft to the oil chamber formed by
the piston and the flange on the support shaft. The flange has an external groove which houses
a piston ring and expander.
The support shaft and piston are arranged so that an increase in gear thrust increases the piston inlet port opening. Since the outlet openings of the piston remain as constant, the pressure
inside the oil chamber is directly proportional to torque. Pressure in the oil chamber is directed
to the torquemeter pressure sensing port on the front side of the accessory gearbox. MDHC provides the airframe mounted system, which conveys the pressure sensed at this port into an indication of torque output at the torque indicator.
During a stabilized power condition, the axial thrust force acting on the piston, is counterbalanced by the torquemeter pressure in the oil chamber. If the torque output of the engine is increased, an increased axial thrust and an unbalanced condition on the piston results. The piston moves forward slightly to increase the piston inlet port opening. With a larger opening,
there is less restriction to the flow of oil into the oil chamber; thus, the pressure in the oil chamber increases. The pressure in the oil chamber continues to increase until its force, acting on the
piston, counterbalances the axial thrust acting on the piston. When the two forces are equal,
the piston stops moving and the pressure in the oil chamber will be higher than it was prior to
the torque increase. The torquemeter indicating system registers the increased torque.
The torquemeter gage is a Bourdon tube type gage, consisting essentially of a relatively thin
metal tube, usually bronze. Its oval outside diameter contour is bent in the shape of an incomplete circle. The flat section of the tubing is at right angles to the plane of the circle. One end of
this tubing is rigidly fixed and connected to the fluid line; the other end is closed. An increase in
fluid pressure tends to increase the diameter of the circle, giving the closed end of the tube motion, which is transmitted to a pointer through a system of gears and linkage. When the pressure is removed, the diameter of the tube circle decreases. The instrument dial (scale plate) is
marked TORQUE PSI.
When the gage does not respond, indicates incorrectly, or oscillates excessively, all tubing and
tube connections throughout the system should be checked for pressure leaks. After repair, replacement, or disconnecting of any section of tubing, the system must be pressurechecked and
bled of entrapped air.
910
CSP369D/E MTM1

Powerplant
9.1.4. Turbine Outlet Temperature Indicating System
The turbine outlet temperature indicating system provides an indication of the operating temperature" of the engine. Turbine outlet temperature (TOT) is sensed by a thermocouple network and the operation is based upon the principle that a small voltage is created when certain
dissimilar metals are placed in contact with one another. The magnitude of the voltage is dependent upon the temperature at the junction of the two metals. The thermocouple probes
employ chromel and alumel as active materials, because of their ability to withstand high temperature. It is possible to connect two or more thermocouple junctions in parallel to a single
indicator and obtain an average temperature at all junctions. With this type of arrangement,
there is no junction to react to temperature except at the thermocouple end of the circuit, and at the
points where the thermocouple leads connect to the instrument.
TOT INDICATOR
250C20 SERIES
UPPER BALANCE SPRING

NEGATIVE RESISTOR
CHROMEL
YELLOW
TC300
CHROMEL
WHITE
+
N
LEAD CALIBRATION
RESISTOR BOARD
832
1032
ALUMELRED
CALIBRATION RESISTOR
ALUMELGREEN
LOWER BALANCE SPRING
THERMOCOUPLE HARNESS
B1METALLIC COMPENSATOR
Figure 99. Turbine Outlet Temperature Indicating System

The act of connecting the thermocouple leads to the TOT indicator has the effect of creating new
junctions which will produce voltage dependent upon the temperature at the indicator location.
This cumulative junction is called the COLD junction. The voltage induced at the COLD junction is in direct opposition to the voltage of the HOT junction. A simple voltmeter measures the
difference between the HOT and COLD junction.
911
CSP369D/E MTM1

Powerplant
The accuracy of the system depends upon the ability of the instrument to compensate for the
effect of temperature on the COLD junction. The indicator employs a bimetallic spring which
applies a mechanical temperature correction to the indicator pointer. If the resistance of the
circuit is kept constant, the meter can be simply calibrated to show the temperature of the junction. To standardize manufacture, thermocouple indicators are designed for use in a circuit
having 8 ohms resistance. A special calibration resistor board assembly is provided in series
with the chromel wire junction at the instrument. Calibration of the thermocouple circuit resistance is accomplished with the indicator disconnected from the circuit and the resistor adjusted
for 8 +.05/0 ohm lead resistance. Using a precision ohm meter or wheat stone bridge meter,
take one meter reading in the normal manner and then reverse the meter lead connections to
the circuit for an additional reading. Add the two resistance readings and divide by 2 to get the
true resistance. Reversing the meter leads and averaging resistance readings eliminates the
effects of any thermal EMFs which could cause an appreciable error even when the engine has
cooled down.
The turbine outlet temperature thermocouple harness for the RollsRoyce turbo shaft engine
consists of four thermocouples permanently attached to the leads and harness. The probe wires
are insulated with magnesium oxide powder and supported in an Inconel tube. The leads and
harness wires are insulated by fiberglass with a stainless steel braid cover.
The TOT indicator is housed within a hermetically sealed case. Screw terminals are provided
for the attachment of the thermocouple leads to the indicator. A calibration adjustment screw is
also located on the rear of the case. The thermocouple material and the external resistance for
which the indicator is calibrated, are stamped on the data plate of each indicator. The positive
terminal stud (1032 thread), for the attachment of the chromel resistor board and wire, is
made of brass. The negative terminal stud (832 thread) is made of constantan. The indicator is
a sensitive, moving coil, permanent magnet type of millivoltmeter. A bimetallic compensating
spring is attached to the bottom hairspring and thus affects the armature in direct proportion
to changes in the ambient temperature. This mechanically compensates the indicator for ambient temperature variations so that the true temperature of the thermocouple is always shown
on the scale. The temperature compensation is designed to yield the most accurate readings at
the higher end of the scale, where temperature becomes critical to engine life. For this reason,
the indicator may not show true ambient temperature when the thermocouple is unheated.
The overall resistance of the indicator must remain constant if system accuracy is to be expected. A carbon resistor is connected in series with the copper moving coil. A rise in ambient
temperature will cause the coppers resistance to increase, but the carbons resistance will decrease, thus providing a stable indicator resistance.
In order to use the same basic indicator movement in 2 ohm, 8 ohm, or 22 ohm systems, the
manufacturer has included a calibrating resistor in the instrument by which the instruments
resistance can be established. This calibrating resistor is located in a cavity beneath the nameplate and consists of a coil of resistance wire soldered to two supporting pins running through
the Bakelite case to the inside of the indicator. Testing the indicator consists of putting several
known values of EMF across the indicators terminals and observing that the indicator deflects
the proper amount. This type of tester applies a closely controlled millivoltage across a precision potentiometer. The knob of the potentiometer is calibrated in degrees of temperature representing the indicator value which corresponds to that potentiometer setting. Proper positioning of the calibration adjustment at the rear of the case requires the use of the type of test
equipment described above. No attempt should be made to calibrate the indicator without proper equipment.
Whenever an indicator is removed from its mounting and disconnected from its circuit, connect
a copper wire short circuiting jumper across the terminals to dampen the pointer motion during
handling.
912
CSP369D/E MTM1

Powerplant
9.1.5. N1 Tachometer System
The N1 tachometer system is provided to give the pilot visual indication of engine N1 gas producer speed. The system consists of one indicator mounted on the instrument panel, and a flangemounted tachometer generator attached to the right front side of the engine accessory gearbox. The tachometer generator is driven mechanically by the N1 geartrain, and produces
3phase ac electrical power which is transmitted to a synchronous motor inside the indicator
unit. As the speed of the N1 geartrain changes, the speed of the tachometer generator changes,
causing a corresponding change in the speed of the synchronous motor of the indicator.
The face of the instrument is calibrated in percent of RPM, (0 to 100) in increments of 2 percent.
Located in the upper left portion of the indicator, is a smaller dial which is graduated from 0 to
10 percent. This pointer provides a vernier reading between each 10 percent, thus the smaller
pointer will make one complete rotation for every 10 percent indication on the large pointer.
If the large pointer is slightly above 80 and the vernier is indicating 4, this means the N1 is
rotating at 84 percent. The total instrument range is 110 percent by including the vernier
range.
N1 TACHOMETER INDICATOR
N
S
TO ENGINE OUT
WARNING UNIT
N1 TACHOMETER GENERATOR
Figure 910. N1 Tachometer System
913
CSP369D/E MTM1

Powerplant
250C20B
N
S
N 2 N R TACHOMETER INDICATOR
N R TACHOMETER
GENERATOR
N
S
TO ENGINE OUT
WARNING UNIT
N 2 N R TACHOMETER INDICATOR
Figure 911. N2 NR Tachometer System

9.1.6. N2 NR Tachometer System
The N2 NR tachometer indicator has two dial scales and two concentrically mounted pointers
which operate independently of each other. The outer scale (N2) indicates percent of RPM of the
power turbine, while the inner scale (NR) indicates the actual main rotor RPM.
914
CSP369D/E MTM1

Powerplant
The N2 tachometer indicator is activated by an ac signal developed by the N2 tachometer generator mounted on the left hand side of the engine accessory gearbox. The NR tachometer indicator is operated in an identical manner by the NR tachometer generator mounted at the rear of
the main rotor transmission.
The main rotor speed on a helicopter must be kept within certain limits. If rotor RPM is too
high, the resultant centrifugal forces can overstress the rotating parts. If the rotor RPM is too
low, excessive rotor blade coning will result. Therefore, the engine control system for helicopter
installations must control the power output of the engine so that the rotor RPM remains within
established limits. The device, which allows the engine to drive the rotor but prevents the rotor
from driving the engine, is called an overrunning clutch. When the engine delivers power to the
rotor system, the rotor RPM (R) and the percentage of power turbine RPM (N2) will be the same.
N2 and NR RPM is indicated on the same instrument. When N2 and NR are the same, the tachometer indicator N2 and NR needles are locked". Split" needles describe a condition where
the RPM of NR is greater than the percentage of N2. When the needles are split, the engine delivers no power to the helicopter rotor, and the helicopter rotor delivers no power to the engine.
This dual instrument is located on the instrument panel. The instrument face has two concentric scales. The RPM of the main rotor is indicated on the inner scale by the smaller pointer, and
the engine power turbine RPM is indicated in percent on the outer scale by the longer pointer.
The N2 scale reads 0 to 120 percent and the main rotor (NR) reads 0 to 560 RPM.
9.2 Engine Warning And Caution Lights
The engine warning and caution lights are installed near the top of the instrument panel, however, the number and location of the light assemblies is dependent upon the helicopter configuration.
9.2.1. Warning Lights
Warning lights are red and include ENG OUT, XMSN OIL TEMP, XMSN OIL PRESS, and
BATT TEMP 160 lamps. The ENG OUT lamp will illuminate whenever NR falls below 460
RPM or whenever N1 falls below 55 percent. The engine power out unit is triggered by a predetermined frequency from each applicable tachometer generator. The XMSN OIL TEMP lamp
will illuminate whenever the oil temperature exceeds 250 10F. Oil temperature is sensed by a
temperature bulb installed in the oil cooler return line. The XMSN OIL PRESS. lamp will illuminate whenever the oil pressure falls below 15 psi. The oil pressure lamp is activated by a
pressure switch installed at the rear of the main rotor transmission housing. The BATT TEMP
160 lamp will illuminate whenever the temperature reaches 160F. The lamp is activated by a
switch mounted on a cell interconnect strip within the battery.
9.2.2. Caution Lights
Caution lights are amber and include BATT TEMP 140, PUMP ON, GEN OUT, ENG CHIPS,
M/R XMSN CHIPS, T/R XMSN CHIPS, FUEL LEVEL LOW, and FUEL FILTER. The BATT
TEMP 140 lamp will illuminate whenever the temperature reaches 140F. The lamp is activated by a switch mounted on a cell interconnect strip within the battery. The fuel START
PUMP ON lamp is illuminated whenever the start pump switch is in the ON position. The lamp
is located near the switch. The GEN OUT lamp will illuminate if the generator malfunctions or
if the generator switch is in the OFF position. The lamp is activated from the alarm terminal on
the reverse current relay. The ENG CHIPS, M/R XMSN CHIPS, and T/R XMSN CHIPS lamps
are illuminated by magnetic chip detectors located within the assemblies. The magnetic chip
detectors provide an electrical ground if ferrous metal chips are picked up. The FUEL LEVEL
LOW lamp will illuminate when the quantity of fuel falls below 35 pounds. The FUEL FILTER
lamp is activated by a pressure switch which senses differential pressure at the before and after (BF and AF) filter pressure sensing taps in the enginedriven fuel pump. A pressure drop of
0.81.0 psid will illuminate the FUEL FILTER lamp indicating a clogged or blocked fuel filter.
The AIR FRAME FILTER and AIR FILTER CLOGD lights on the Model 369E instrument panel are optional and are not installed on production aircraft.
915
CSP369D/E MTM1

Powerplant
1. ENGINE OUT
2. TRANSMISSION OIL PRESSURE
3. TRANSMISSION OIL TEMPERATURE
4. GENERATOR OUT
5. ENGINE CHIPS
6. MAIN ROTOR TRANSMISSION CHIPS
7. TAIL ROTOR TRANSMISSION CHIPS
8. FUEL LOW
9. FUEL FILTER
10. PRESS TO TEST
BATTERY TEMPERATURE CAUTION

AND WARNING LIGHTS
ENGINE OUT AUDIBLE

WARNING HORN
CAUTION AND
WARNING LIGHTS
ENGINE
OUT
XMSN
OIL
PRESS
XMSN
OIL
TEMP
GEN
OUT
6
M/R
XMSN
CHIPS
ENGINE
CHIPS
10
7
T/R
XMSN
CHIPS
FUEL
LOW
FUEL
FILTER
PRESS
TO
TEST
FILTER
CLOGGED
369D
1.
2.
3.
4.
5.
6.
7.
8.
ENGINE OUT
TRANSMISSION OIL PRESSURE
TRANSMISSION OIL TEMPERATURE
BATTERY TEMPERATURE 160F
BATTERY TEMPERATURE 140F
REIGNITION PRESS TO RESET
FUEL LEVEL LOW
FUEL FILTER
369E
9.
10.
11.
12.
13.
14.
15.
16.
MAIN ROTOR TRANSMISSION CHIPS

AFT TRANSMISSION CHIPS
ENGINE CHIPS
GENERATOR OUT
AIR FRAME FILTER*
AIR FILTER CLOGGED*
FLOAT PRESS TO TEST*
PRESS TO TEST WARNING AND CAUTION LIGHTS
NOTE: Items marked with an asterisk (*) indicate an optional equipment item.
Figure 912. Warning and Caution Lights
916
CSP369D/E MTM1

Powerplant
9.3
Engine Power Out And Low Rotor Rpm Warning
NOTE:
The engine power out (EPO) control unit is a solidstate unit powered by 28 vdc. Inputs to the
unit are from the main rotor NR tachometer and engine N1 tachometer. A flashing output is provided for ENG OUT warning light. Interrupted audio tone outputs are also provided. A steady
28 vdc output of 0.05 ampere is available for the engine automatic reignition. A ground point
through a micro switch on the copilots collective pitch stick disables the NR monitoring circuit.
A time delay within this circuit also causes it to remain disabled for 3.5 seconds after the ground
is removed to allow the rotor time to accelerate and not cause activation of the NR RPM ENG
OUT warning system.
When N1 tachometer input is below 55 percent RPM (35 to 38.5 Hz) or if NR tachometer input is
below approximately 460 RPM (98 percent N2, 68.6 +0.7 Hz), a flasher output is provided for the
warning light and horn and an amplified audio tone is heard in the pilots headset. At this time,
a steady state 28 vdc output is provided for engine automatic reignition. Main rotor RPM sensing is disabled (grounded) by the NR disable switch (Ref. Figure 913) when the pilots throttle
grip is at the idle or cutoff position. NR sensing remains disabled for 3.5 seconds after the ground
is removed (NR disable switch deactuated). The warning horn and the audio tone headset warning are disabled at any time the generator switch is off.
NR DISABLE SWITCH
S199
SWITCH ATTACH
BRACKET
ATTACH PLATE
ACTUATING CAM
INBORD COLLECTIVE STICK

SOCKET ASSEMBLY
GAS PRODUCER
LINK
GAS PRODUCER
IDLER
(LOOSEN THESE BOLTS)
GAS PRODUCER
CONTROL ROD
GAS PRODUCER
BELLCRANK
CONTROLS SUPPORT
BRACKET
Figure 913. NR Disable Switch Installation
917
CSP369D/E MTM1

Powerplant
9.4 Engine Automatic Reignition System
NOTE: Reference CSPHMI2, Chapter 713000.
The engine automatic reignition equipment provides an automatic relight capability, in the
event of engine flameout during flight, without using the starter generator.
Components of the engine automatic reignition system include a test switch for ground testing
the system prior to engine operation, an indicator module containing the ARMED and REIGN
lights (Model 369D) or the REIGN light (Model 369E), relay K304 for monitoring EPO circuit
power (Model 369 D"), relay K104 system actuating relay, isolation diode board containing CR1
and CR2, and the main transmission pressure switch which arms the system when the pressure
is above approximately 15 psi.
9.4.1. System Operation Model 369D
System activation is provided by the EPO unit whenever NR RPM is below 460 (98 percent N2
equivalent) or 55 percent N1. Relay K104 is energized by the 28 vdc output of the EPO unit. DC
power from the EPO circuit breaker passes through the closed K104 contacts to the panel module, energizing the module, thus illuminating the REIGN light, on through CR1 to the ignition
exciter. CR2 prevents the starter from energizing but allows the exciter to be energized by the
normal start circuit.
Relay K304 is in series with the dimmer control and the ARMED light. If the EPO circuit breaker is tripped, the relay breaks the circuit to the ARMED light. The light will not come on if the
EPO unit has lost power. The ARMED light has dimming provisions but the REIGN light does
not. The REIGN light will go out by depressing the module face.
The main transmission pressure switch contacts that provide ground for the running time meter also provide ground for the ARMED light. When the transmission pressure is above approximately 15 psi, the system is automatically armed.
Ground testing of the system, using the test switch, will energize the running time meter. Test
time should be momentary and cause little increase on the time meter.
NOTE: There is no ARMED light or dimming provisions on the Model 369E automatic reignition
system. Relay K304, when energized by normal system operation or test, provides a
holding circuit which causes the light to remain on until the reset portion of the light
assembly (switch) breaks the holding circuit.
9.4.2. System Operation Model 369E
System operation depends on the ground path provided by the main transmission pressure
switch as with the earlier self arming systems.
Whenever the EPO unit senses low rotor RPM or low N1 RPM, relay K104 is energized by the 28
vdc output to the relay. When relay K104 contacts close, power is provided to the engine ignition
system and relay K304 is energized in order to illuminate the REIGN light and provide a holding circuit for relay K304. This allows the light to remain on until the reset portion of the light
switch breaks the holding circuit. The system is now ready to advise of another relight. The
light will not go out (reset) if reignition is in progress. Automatic reignition is prevented during
normal shutdown by an NR disable switch which senses for the engine power out unit that the
twist grip is at idle or below.
In order to groundtest the system, switch REIGN TEST provides an alternate ground for the
system. The ignition should fire and reignition light REIGN should come on. Upon release of
the test switch, the reignition light will stay on until depressed manually. This test normally
checks the N1 section of the EPO system, assuming the twist grip is positioned in CUT OFF. In
order to test the NR portion of the system, it will require run up of the helicopter and lowering
the rotor RPM to the normal trigger RPM.
Any time the system test switch is used, the running time meter will operate. If the test switch
is to be held on for troubleshooting purposes, or any reason other than momentary test, the circuit breaker for the running time meter should be pulled.
The warning and caution PRESS TO TEST pushbutton switch checks the bulbs for illumination.
918
CSP369D/E MTM1

Powerplant
9.5
Engine Antiice System
NOTE:
Refer to HMI Chapter 750000
Engine antiice provisions are incorporated for the engine air inlet area (Fig. Figure 914). This
will prevent ice from choking off the necessary oxygen the engine requires in order to develop
power. Notice that it is antiice not deice. If ice is allowed to build up before the antiice is actuated, ice breaking away will be infested by the engine compressor and cause considerable damage with a resulting partial or complete loss of power.
The possibility of icing conditions requires close monitoring of the ambient air temperature and
actuation of the system at 41F (5C) and below. The antiice system, when actuated, will prevent ice formation on the engine inlet area. However, when the antiice valve is open, 10 percent
of available horsepower is lost due to engine compressor air bleed off.
The antiice valve is designed failsafe. This means that the valve will be forced open by compressor air pressure in the event the control mechanism should separate. This guarantees anti
ice provisions even though the control linkage has failed.
9.5.1. RollsRoyce C20B
ANTIICE CONTROL VALVE. The engine antiice valve is located on the forward side of
the engine compressor scroll at the 12 oclock position and is mechanically actuated by a
control in the cockpit. Whenever the valve is open, for antiicing purposes, it will allow engine heated air to bleed off the 7th stage of compression. The heated air will pass through
tubing to the compressor case ports, one at approximately the 3 oclock position and the other at approximately the 9 oclock position. The air then passes between the walls of the compressor case outer skin and through the hollow inlet guide vanes into the bearing hub. It
ultimately discharges forward through four holes in the bearing hub and flows over the hub
exterior surface. Some of the heated air discharges out the seven elongated slots at the rear
of each inlet guide vane and antiices the first row of the compressor blades.
ANTIICE CONTROL CABLE. The antiicing control cable assembly consists of a control
handle and a cable and conduit assembly located at the right side of a heat duct attached to
the overhead canopy structure. Forward movement of the control handle opens the antiicing valve; aft movement closes the valve. Minimum control handle travel is 1.44 inches from
closed to open positions. A detent holds the handle in the fully open position and there is no
intermediate heat position.
919
CSP369D/E MTM1

Powerplant
FLEXIBLE SLEEVE
NYLON STRAP
(TYP)
GROMMET
(TYP)
ANTIICING VALVE
RIGID SLEEVE
2 PLCS
CONTROL HANDLE
INSTALLATION
RIGID SLEEVE
HANDLE
SETSCREW
1 PLS
TAPE
(NOTE 2)
CONTROL HANDLE
CANOPY FRAME
HANDLE DETENT
SPRING
CLEVIS ATTACHING
POINT
FLEXIBLE SLEEVE
PLENUM CHAMBER
AIR INLET PAN
CABLE SPLICE
RIGID TUBING
NOTE 1
120
ANTIICING VALVE
CABLE SUPPORT
BLOCK (3 PLCS)
OUTER BOX
6 PLCS
OPEN
HEAT DUCT
MOUNTING
SCREW
CLOSED
LEVER ASSY
CABLE CLEVIS
ANTIICING VALVE
POPPET VALVE
CONTROL CABLE TO
VALVE ATTACHMENT
VERTICAL CENTERLINE OF
ENGINE (LOOKING AFT)
INSTALLATION ANGLE
(ANTIICING VALVE)
NOTE:
1. SEAL HOLE ON ENGINE SIDE OF PAN WITH ADHESIVE.
2. APPLY VELCRO TAPE TO FORWARD BLOCK AND CLAMP
MATING SURFACES.
Figure 914. Engine AntiIce System 250C20B
920
TG751000
CSP369D/E MTM1

Powerplant
9.5.2. RollsRoyce C20R/2
The engine is equipped with an antiicing system that provides hot air to the compressor front
support areas that are subject to the formation of ice during icing conditions (Ref. Figure 916).
This system is entirely separate and independent of any other bleed air system. Operation of the
engine antiicing system must be selected, when required, by the pilot.
The engine installations use an electrically controlled antiice system (Ref Figure 916). Compressor bleed air, supplied to the inlet guide vanes and the number one bearing housing, is controlled by the ANTIICE circuit breaker/switch, CB143 on the 369FF 500/600N, and CB122
on 369D/E helicopters fitted with a 250C20/R2 engine. Moving the console mounted switch to
ANTIICE deenergizes a solenoid fastened to the engine heat shield that controls the antiicing system (Ref. Figure 918).
Refer to the applicable RollsRoyce engine manual for additional engine antiice information.
P9J
CB122
1
2
3A
Q516G20
Q516F20
SP888
2
1
P307
1
Q516E20
3
P535F20N
ANTIICE
SOLENOID
VALVE
E12
G751002
Figure 915. C20R/2 AntiIce System Wiring
NOTES:
921
922
ANTIICING
AIR OUTLET
COMPRESSOR
FRONT
SUPPORT
ANTIICING
AIR OUTLET
PISTON
ANTIICING
AIR OUTLET
VANE ASSEMBLY
28 VDC
BUS
ANTIICE
CONTROL SWITCH
ANTIICINGAIR VALVE
Pc AIR INLET
DIFFUSER SCROLL
ANTIICING
SOLENOID VALVE
PC COMPRESSOR DISCHARGE
PRESSURE
PA AMBIENT AIR PRESSURE
CSP369D/E MTM1

Powerplant
Figure 916. C20R/2 Engine AntiIcing (OFF)
ANTIICING
AIR OUTLET
VANE ASSEMBLY
PISTON
ANTIICING
AIR OUTLET
SPRING
RETAINER
28 VDC
BUS
ANTIICE
CONTROL SWITCH
ANTIICINGAIR VALVE
SPRING
Pc AIR INLET
DIFFUSER SCROLL
ANTIICING
SOLENOID VALVE
VENT TO PA
PC COMPRESSOR DISCHARGE
PRESSURE
PA AMBIENT AIR PRESSURE
CSP369D/E MTM1

Powerplant
Figure 917. C20R/2 Engine AntiIcing (ON)
923
CSP369D/E MTM1

Powerplant
ANTIICING VALVE
SOLENOID VALVE ASSY
ANTIICE
OFF
ANTIICE SWITCH
TG751001
Figure 918. Engine AntiIce System Components 250C20R/2
924
CSP369D/E MTM1

Powerplant
9.6
Engine Exhaust System
NOTE:
The engine exhaust system consists of two tailpipes attached to the engine exhaust ducts by two
clamps and supported at the airframe exhaust outlet by a cushioned hanger assembly (Ref.
Figure 919). The engine exhaust ducts are mounted 40 degrees left and right of the engine vertical centerline. The clamps are of the Vband type with a single Tbolt latch coupling. The
spring load hanger assembly is suspended from the waterline 34.96 rib and provides for thermal
flexibility between the exhaust tailpipes and airframe.
The hanger assembly incorporates four silicone hitemp cushions attached to four anchor
shaped support brackets. The tailpipe assemblies are fixturewelded and constructed from five
sheets of 0.025 inch 2069 corrosion resistant steel. Retention flanges are spot welded to the
tailpipe structure at both the front and rear attach points.
NOTES:
925
CSP369D/E MTM1

Powerplant
THERMOCOUPLE WIRE
UPPER HANGER
SUPPORT
RH CLAMP TBOLT
WIRE MESH OR
SILICONE RUBBER
CUSHION
THERMOCOUPLE WIRE
SUPPORT INSTALLATION
SPRING HOOK
(NOTE 3)
ONE THIN
WASHER
WIREMESH REPLACEMENT CUSHION
LINK
HANGER INSTALLATION (NOTE 1)
SILICONE RUBBER
REPLACEMENT CUSHION
WASHERS (2)
UPPER HANGER ASSEMBLY
LOWER HANGER ASSEMBLY
WASHERS (2)
WASHERS (2)
LOWER HANGER SPRING

ATTACHMENT
SPRING HOOK
(NOTE 3)
UPPER HANGER SPRING ATTACHMENT
UPPER HANGER
RIGHT TAILPIPE
AIRFRAME TAILPIPE
SUPPORT FITTING
TORQUE TAILPIPE
CLAMP (NOTE 2)
SUPPORT LINK
HANGER
SPRING
ENGINE
EXHAUST DUCT
LOWER
HANGER
LEFT TAILPIPE
NOTES:
1. TYPICAL FOR UPPER AND LOWER HANGERS.
2. LOCATE TBOLTS AT 6 OCLOCK POSITION.
3. FILL CAVITY BETWEEN SPRING AND WASHERS
WITH SEALANT (CM423).
Figure 919. Engine Exhaust System
926
TG780002
CSP369D/E MTM1

Powerplant
9.7
Engine Mounts
The function of the engine mounts are to connect the power plant with the airframe structure
and maintain a correct geometrical relationship between the two. The mount system is designed
to accommodate the peak resultant force expected in any direction without objectionable vibration resonant characteristics, and to position the engine and its associated mounting network in
a location least prone to cabin entry of the engine in the event of a catastrophic helicopter impact.
The engine mount installation consists of one lower and two upper engine mounts and six structural fittings. The six structural fittings are machinefinished, heattreated steel castings.
These are riveted to the firewall and sides of the engine compartment and provide attachment
points for securing three engine attach mounts. Each of the engine mounts is a Vshaped
welded tubular steel and fitting assembly.
The apex fittings of both the upper engine mounts and the lower engine mount are single bolt
attached to three engine attach fittings on the engine accessory gearbox. The RollsRoyce 250
Series engine accessory gearbox housing, which is the most rigid structural member of the engine, incorporates four engine attach fitting mounting pads. The engine mounting design provides for the utilization of three pads for engine mounting purposes. The top engine accessory
gearbox pad is utilized for mounting a forged machined aluminum engine lift fitting.
NOTES:
927
CSP369D/E MTM1

Powerplant
ENGINE HOIST
FITTING
BULKHEAD SPLICE
FITTING
FIREWALL BULKHEAD
STA 124.00
BULKHEAD SPLICE
FITTING
LOWER ENGINE
MOUNT
LOWER ENGINE
MOUNT ATTACH
FITTING
LOWER ENGINE MOUNT INSTALLATION
ENGINE
FITTING
UPPER ENGINE
MOUNT ASSY
AIRFRAME
FITTING
LANDING GEAR
DAMPER FITTING
NOTE:
THICK WASHERS ARE USED IN LOCATIONS
MARKED WITH ASTERISK ( * ).
UPPER ENGINE MOUNT INSTALLATION
Figure 920. Engine Mounts
928
TG710002
CSP369D/E MTM1

Powerplant
CONTROL CABLE
CLEVIS
CONTROL VALVE
LEVER
SCREW (5 PLCS)
(NOTE 1)
AIR INLET BELL
NUT (5 PLCS)
(NOTE 1)
ENGINE HOIST
NO. 1 BEARING
OIL RETURN
LINE
EXHAUST DUCT
ANTIICING VALVE
INSTALLATION
(NOTE 2)
CABIN AIR
OUTLET TUBE
THERMOCOUPLE LEAD
MOUNT FITTING
P307
(NOTE 3)
DRIVESHAFT
TORQUEMETER
OIL LINE
GROUND JUMPER
N2 CONTROL ROD
AIRFRAME HOIST
FITTING
FUEL PUMP SEAL
DRAIN LINE
BRACKET
FUEL CONTROL
DRAIN LINE
FUEL SUPPLY HOSE
COMBUSTION CHAMBER
DRAIN LINE
ROTATED
COMPRESSOR CASE
COOLING AIR DUCT
TURBINE CASE
COOLING AIR DUCT
NOTES:
1. C20R/2 ENGINE (6 PLCS)
2. C20B ENGINES ONLY.
3. C20R/2 ENGINES ONLY.
TG7100001
Figure 921. Disconnect/Reconnect Points 250C20 Series (Sheet 1 of 2)
929
CSP369D/E MTM1

Powerplant
THERMOCOUPLE
LEAD STUD
THERMOCOUPLE
LEAD
ENGINE DOOR
FRAME
THERMOCOUPLE LEAD INSTALLATION
OIL PRESSURE LINE
MOUNT ADJUSTER
OIL RETURN LINE
AIR INLET
BELL
OIL SUPPLY LINE
HARNESS
CLAMP
RH MOUNT FITTING
ELECTRICAL
HARNESS
THERMOCOUPLE
LEAD
GROUND
LEAD
OIL VENT LINE
PLUG
LOWER MOUNT FITTING
ACCESSORIES
DRIVE VENT
TUBE
N1 CONTROL ROD
FUEL CONTROL DRAIN
GENERATOR TERMINALS
Figure 921. Disconnect/Reconnect Points 250C20 Series (Sheet 2 of 2)
930
TG7100002
CSP369D/E MTM1

Powerplant
ENGINE MOUNT
FITTING
SCREW (5 PLCS)
(NOTE 2)
ANGLE
(NOTE 1)
ENGINE AIR
INLET BELL
VENT ELBOW
WASHER
(NOTE 2)
ORING
JAM NUT
GROUND JUMPER WASHER

(NOTE 2)
(NOTE 1)
ENGINE MOUNT FITTING
INSTALLATION (TYP)
NUT (5 PLCS)
(NOTE 2)
VENT ELBOW INSTALLATION

ACCESSORY DRIVE
N2 TACHOMETER
GENERATOR
N1 TACHOMETER
GENERATOR
OIL INLET COUPLING
IGNITION EXCITER
LEAD
OIL OUTLET COUPLING

START COUNTER
KNIFE SPLICE
CHIP DETECTOR
CONNECTORS
ELECTRICAL
HARNESS
FUEL INLET REDUCER
FUEL FILTER SWITCH

KNIFE SPLICE
"D" WIRE LEAD
STARTERGENERATOR
REDUCER
"A" WIRE LEAD
ORING
OIL PRESSURE
SNUBBER
ORING
OIL PRESSURE REDUCER

FITTING INSTALLATION
ENGINE STAND
NOTES:
1. APPLIES ONLY TO LOWER MOUNT.
2. C20R/2 ENGINES (6 PLCS).
3. C20B ENGINES ONLY.
4. REMOVE CLUTCH ASSEMBLY WITH SEAL, COUPLING
AND ASSOCIATED HARDWARE INTACT.
TG7100011B
Figure 922. Accessories Replacement 250C20 Series (Sheet 1 of 2)
931
CSP369D/E MTM1

Powerplant
HOSE
AIR INLET
BELL
SPECIAL TEE FITTING
FUEL PUMP SEAL ELBOW NUT AND ORING

BEFORE FILTER PORT (BF)
FIREWALL SEAL RING
ORING
REDUCER
SCREW
(5 PLCS)
JAM NUT
ORING
NUT
(5 PLCS)
CABIN AIR FITTING

INSTALLATION
AFTER FILTER
PORT (AF)
ORING
ANTIICE VALVE
(NOTE 3)
FITTING
PRESSURE SWITCH
BUSHING
HOSE ASSEMBLY
FIREWALL SEAL
OVERRUNNING
CLUTCH
(NOTE 4)
FUEL PRESSURE SWITCH

INSTALLATION
SPARK IGNITER
LEAD
HOSE
FUEL CONTROL
DRAIN UNION
DETENT PIN
DIA. BOLT
LIFT FITTING
5/16 IN. (7.9375 MM)
DIA. BOLT (2)
ENGINE LIFT FITTING
INSTALLATION
GOVERNOR CONTROL IDLER
SUPPORT, BELLCRANK AND
N2 CONTROL ROD ASSEMBLY
REDUCER
ORING
SNUBBER
ACCUMULATOR
ORING
TORQUE OIL PRESSURE FITTING

INSTALLATION
TG7100012
Figure 922. Accessories Replacement 250C20 Series (Sheet 2 of 2)
932
CSP369D/E MTM1
SECTION TEN
Engine Controls
CSP369D/E MTM1

Engine Controls
10.0 General
NOTE:
Reference CSPHMI2 Manual, Chapter 760000.
The N1 and N2 turbines are exhaust gascoupled only, the output of both turbines must be controlled. The controlling method utilized is provided by a gas producer (N1) fuel control and a
power turbine (N2) governor. Both controls are mounted on the rear side of the accessory gearbox and sense changes in speed through engine gearing.
The engine output is controlled in two normal stages by the pilot. First, the engine must be
started and increased to a speed range where the power turbine governor has control. This is
accomplished by actuation of the gas producer fuel control throttle lever through airframe control linkage which ends at the throttle twist grip. The throttle twist grip has three basic positions: CUT OFF, IDLE, and FULL OPEN. When the twist grip is moved from CUT OFF to IDLE
during engine starting, the gas producer fuel control automatically meters fuel as a function of
compressor discharge air sense and N1 rpm. Engine light off, acceleration, and idle stabilization
are a function of the gas producer fuel control only. The final position of the twist grip (FULL
OPEN) increases N1 speed to a point where the power turbine governor superimposes its control.
The power turbine governor setting is the second stage of pilot direct control to the engine fuel
system through a collective pitch of N2 beep trim setting. The rpm at which the power turbine
governor will govern is maintained through a function of aircraft linkage of N1 and N2 pneumatic and mechanical sensing. The pilot sets the power governor trim for the normal range of operation (103 to 104 percent). Any change in collective pitch resets the governor to a new load demand. This information is transmitted to the gas producer fuel control, which resets and varies
the speed of the gas producer (N1) through the fuel control accordingly, with power turbine (N2)
speed remaining nearly constant.
10.1 Fuel Control System
The fuel control system used on Rolls Royce 250 Series engines consist of a gas producer (N1)
fuel control and a power turbine (N2) governor. The principles of operation for each unit and its
controlling linkage is described separately in the following paragraphs.
102
CSP369D/E MTM1

Engine Controls
THROTTLE AND GAS

PRODUCER TUBE
GAS PRODUCER LEVER
CONTROL ROD
THROTTLE TWIST GRIP
STA 129 BELLCRANK

GAS PRODUCER
CONTROL SUPPORT
GAS PRODUCER
TORQUE TUBE
FUSELAGEROUTED
ROD (GAS PRODUCER)
STA 73 GAS PRODUCER

CONTROL ROD
STA 70 BELLCRANK
INBOARD COLLECTIVE
STICK SOCKET
103127
Figure 101. Gas Producer Fuel Control Linkage
103
CSP369D/E MTM1

Engine Controls
10.2 Gas Producer Fuel Control
NOTE:
Refer to 762000.
The gas producer fuel control is the basic component of the Rolls Royce 250 Series engine fuel
control system. This hydromechanical unit schedules the fuel flow delivered to the engine to
provide proper engine operation during all starting and load conditions. The control is mounted
on the right hand rear side of the engine accessory gearcase and is driven at a speed proportional
to gas producer turbine speed (N1). Additional sensing parameters required by the fuel control
to properly schedule the fuel flow are:
Throttle angle
Fuel inlet pressure (P1)
Compressor discharge pressure (Pc)
Regulated air pressure (Pr) (supplied by power turbine governor)
Governor reset air pressure (Pg) (supplied by power turbine governor)
The fuel control is primarily composed of three functional groups; fuel section, scheduling section, and governor reset section.
The control external flow body incorporates a quadrant on which the cutoff valve shaft attached
pointer sweeps and is utilized to indicate throttle angle and corresponding cockpit twist grip
position. The scale range of the quadrant is marked 0, 5, 30, and 90. When the pointer is positioned between 0 and 5, the cutoff valve is against its seat and the cutoff valve is closed. When
throttle angle is positioned to IDLE by the aircraft linkage, the cutoff valve opens and the pointer will indicate 30. The cutoff valve is fully open at all throttle angle positions between 30 and
90.
10.2.1. Gas Producer Fuel Control Linkage
The helicopter employs a conventional push pull rod throttle system that is activated by a twist
grip on the pilots and copilots collective pitch sticks (Ref. Figure 101). Twist grip and push
pull rod control inputs are used to change the setting of the throttle lever arm at the fuel control,
which affects the fuel flow, TOT, and, consequently, N1 RPM and torque. Rotation of the twist
grip will change three basic settings of the fuel control, which are: CUTOFF, IDLE, and MAXIMUM.
Collective Pitch Stick Assembly/Throttle Control Details (Ref. Figure 102):

The basic member of the pilots collective stick is an aluminum tube that is riveted to a housing at the tubes rearward facing end. The forward end of the stick tube incorporates a
molded nylon irregular cylinder that fits over the tubes outside diameter, which is the
throttle twist grip. The twist grip is mated to an internal N1 gas producer control tube by
two recessed setscrews that pass through two machined elongated slots in the stick tube,
securing the twist grip to the control tube and allowing for 160 degrees of unrestricted grip
rotation about the collective stick tube.
104
CSP369D/E MTM1

Engine Controls
THROTTLE GRIP
(NOTE 1)
FRICTION WASHER
(FELT)
BACKUP DISC
(METAL)
THROTTLE FRICTION
NUT (NOTE 1)
SWITCH HOUSING
MOUNTING DISTANCE
SHIM (CUT)
FRICTION DISC (NYLON)

SPRING
BEARING
(NOTE 3)
BACKUP DISC (METAL)
COVER
GRIP ATTACH BOLTS

GAS PRODUCER
CONTROL TUBE
SETSCREW
IDLE STOP RELEASE RING

HOUSING SOCKET
NYLON STRAP
(NOTE 1)
SETSCREW
(NOTE 5)
SHIM WASHER
IDLER GEAR
FITTING
BEARING BACKLASH
(NOTE 3) SHIM GEARSHAFT
BACKLASH SHIM
BEARING
(NOTE 3)
STICK NYLON
FITTING STRAP
GUARD
PINION
(NOTE 1)
NYLON STRAP
GEAR
(NOTE 1)
CAP
PHENOLIC WASHERS
(NOTE 2)
FRICTION ADJUSTMENT
TEFLON WASHER
CAM
(NOTE 1)
STICK TUBE
WIRE GUIDE
NOTE 1
FRICTION
DRIVE GEAR
(NOTE 4)
SPACER
(NOTE 1)
RETAINER
GUIDE
SETSCREW
NOTES:
1. SURFACES IN CONTACT DURING ROTATION, OR OTHERWISE
NOTED, TO BE LUBRICATED WITH GREASE.
2. NEW PHENOLIC WASHERS ABRADED TO REMOVE GLAZE.
3. BEARINGS INSTALLED WITH GRADE A LOCKING COMPOUND
AFTER SHIMMING.
4. DRIVE GEAR END PLAY 0.0020.010 IN. (0.05080.254 MM).
5. USED ONLY WITH OPTIONAL EQUIPMENT.
TG671021
Figure 102. Collective Pitch Stick Assembly/Throttle Control Details

A pinion gear is attached in the control tube at the control tubes housing end. Supporting the
gear, and aligning the control tube within the interior of the housing block, is a bearing. The
grip end of the control tube is aligned and supported by a wire guide. The combined wire guide
and bearing surface provide for tube and gear rotation as the throttle is rotated within its operational range.
The pilots twist grip at the forward bore is fitted with a spring loaded idle stop detent ring to
prevent the throttle from inadvertently being placed in the IDLE CUTOFF position. However,
the idle ring functions only after the grip has been rotated counterclockwise 40 degrees from
the OFF position. To return the grip to the CUTOFF position, the grip must be disengaged from
a ring stop lug. Disengagement is accomplished by utilizing both thumb and forefinger to provide forward movement of the idle ring, compressing a spring. Upon lug disengagement, the
grip may be rotated clockwise to the OFF position.
105
CSP369D/E MTM1

Engine Controls
Twist grip friction provides the pilot with a means to vary the amount of effort required to rotate
the grip as well as a means of locking the grip when operational N1 RPM is attained.
The mechanical aspects of the throttle friction system consist of an adjustable screw jack arrangement of the knurled nut fiber washer type.
The knurled nut is retained by a threaded coupling, rivetattached to the outside diameter of
the collective stick tube.
Turning the knurled nut on the coupling threads clockwise forces a nylon ring, felt ring, and
aluminum washer assembly against the grip base to increase friction; a counterclockwise
movement of the knurled nut on the coupling threads releases applied friction.
The forward tip end of the pilots collective stick tube is provided with a closure that consists of a
switch housing retained to the outside diameter of the stick tube.
The switch housing also provides for the mounting of three switches; N2 governor trim (beeper),
landing light, and starter switch, and will also serve as a retainer for the idle spring and idle
ring.
A control tube gear is positioned within the housing block and is mated with a gear shaft,
straddlemounted on two bearings within the housing.
The gear is fixed to the gear shaft with a roll pin that is secured with a cotter pin. Mounting
distance and backlash between the mating gears is controlled by the use of shims. A shim application is made behind the N1 control tube bearing to establish mounting distance, and the
application of shims at opposite ends of the housing gear shaft will establish backlash, thus
permitting 90 degree transfer of motion upon movement of the throttle twist grip.
The design of the collective stick housing provides for a mounting socket and flange on the inward side of the block. The housing block socket will provide for bolt attachment to a tubular
collective interconnecting torque tube.
The collective interconnecting torque tube extends beneath the pilots seat structure and is positioned and retained within the structure by two bearings, basically providing directional control of the collective control rod when the collective stick is raised or lowered. Extending
through its interior, is a swedged steel throttle interconnecting torque tube that incorporates
two welded hexagonal extensions on each end. The hexagonal extension shaft at the pilots collective housing block position is joined with a mating hexagon bore within the pilots collective
stick housing gear shaft Ref. Figure 103).
The inward end in the interconnecting collective torque tube differs considerably in construction from that of the pilots side. It incorporates a flange for the mount securing the inboard
housing block to the collective interconnecting torque tube.
The inboard collective stick tube and housing block, in operation and in basic construction, are
the same as the pilots housing in the respect that they incorporate a pinion gear shaft that
transmits throttle twist grip motion 90 degrees.
Correlation between the pilots twist grip position and the position of the gear shaft of the inward housing block will be provided by the joining of the inboard hexagon extension shaft of the
throttle interconnecting torque tube to a mating hexagonal bore with the housing gear shaft.
The inboard collective housing stick essentially is utilized for throttle control gear shaft retention, bellcrank mounting, and attachment of the collective push pull rod. However, a socket is
also incorporated integral with the housing for dual controls installation. This equips the copilots seat (right position) with a collective stick.
106
CSP369D/E MTM1

Engine Controls
GAS PRODUCER INTERCONNECT

TORQUE TUBE
SNAP RING
N1 PINION GEAR
AFT BEARING
(NOTE 4)
PIPE PLUG
SNAP RING
SLOTTED
BUSHING
CLIP
(3 PLCS)
SOCKET HOUSING
SPACER
(NOTE 1)
BEARING (NOTE 4)
BACKLASH SHIM
FORWARD BEARING
(NOTES 2, 4)
SHAFT ASSEMBLY
BACKLASH SHIM
LINK
(NOTE 3)
BEARING
(NOTE 4)
NR DISABLE SWITCH
AND BRACKET
(NOTE 5)
ACTUATING CAM
(NOTE 5)
HOUSING CAP
IDLER
BELLCRANK
IDLER BEARING
(NOTE 4)
NOTES:
1. FOUR SPACERS USED ONLY ON REMOVED SOCKET ASSEMBLY TO KEEP ASSEMBLY INTACT.
2. N1 PINION FORWARD BEARING IS LIGHT PRESS FIT IN HOUSING BORE.
3. LINK MUST BE BOLTED TO BELLCRANK BEFORE BELLCRANK AND SHAFT ASSEMBLY ARE INSTALLED.
4. BEARINGS INSTALLED WITH LOCKING COMPOUND. THE TWO SHAFT ASSEMBLY BEARINGS BONDED
ONLY AFTER SHIMMING FOR BACKLASH.
5. USED ON 369D/E/FF 500N HELICOPTERS ONLY.
G671007B
Figure 103. Inboard Collective Stick Housing Block and Socket Assembly
107
CSP369D/E MTM1

Engine Controls
The copilots collective stick (Ref. Figure 104) consists of a throttle grip and grip friction,
switch housing, collective stick tube, and an N1 gas producer control tube having a splined
adapter. Switch controls include the N2 governor trim only.
In installation, the copilots collective stick tube incorporates a housing socket adapter that
is slipfitted over a housing socket and retained by a single bolt passing through a forked
flange of the collective stick socket adapter to a mating lug on the housing.
N1 gas producer control tube joining must be accomplished during the initial stick tube
socket adaptertohousing socket mating. This will consist of matching a blank master
spline in the lower end of the gas producer control tube with a master spline of the N1 pinion
gear within the housing.
TORSION STRAP
GAS PRODUCER
CONTROL TUBE
THREADED HOLES
SOCKET
ADAPTER
HOUSING
CONNECTOR
PHENOLIC
BLOCK
GUIDE SCREW
WIRE GUIDE
PIN
NONADJUSTINGNUT
THROTTLE GRIP
SWITCH
HOUSING
Figure 104. Copilots Collective Stick Details
108
CSP369D/E MTM1

Engine Controls
Fuel Control Linkage Operation (Ref. Figure 105):

As previously stated in foregoing paragraphs, rotation of either of the throttle twist grips
will result in movement of a bellcrank. The bellcrank, referred to as the station 73.00 bellcrank, is attached to the inboard housing block gear shaft and provides for motion to be
transferred to the gas producer idler bellcrank retained by the housing block. The main
point of connection to the N1 gas producer controlling linkage is at the inboard housing
block idler link; from this position to the fuel control, pushpull rods and bellcranks transmit input demands to the gas producer fuel control throttle shaft.
COLLECTIVE STICK
GAS PRODUCER IDLER
GAS PRODUCER
LEVER
GAS PRODUCER
LEVER CONTROL ROD
COUNTERSUNK
WASHER
COUNTERSUNK
SCREW
RIVET
WASHER
(NOTE)
STA. 73.00
CONTROL ROD
SUPPORT FITTING
STA. 129.00
BELLCRANK
BEARING
THIN
WASHERS
STA. 124.00
FIREWALL
COLLAR
PULLTYPE
LOCKBOLT PIN
BEARING
STA. 70.00
BELLCRANK
FUSELAGEROUTED
CONTROL ROD
NOTE:
SPECIAL ALUMINUM ALLOY WASHER
GAS PRODUCER CONTROL LINKAGE
TG762001
Figure 105. Fuel Control Linkage
109
CSP369D/E MTM1

Engine Controls
10.2.2. Rigging Gas Producer Controls
NOTE:
Refer to 762000 for latest rigging procedures.
RIGGING
FIXTURE
TORQUE TUBE
ASSEMBLY
GEARBOX
INSPECTION
PLATE
COLLECTIVE FRICTION
CONTROL
PILOTS COLLECTIVE
PITCH STICK
FRICTION
GUIDE LINK
GEARBOX
SIDE PLATE
TG7620001
Figure 106. Gas Producer Controls Rigging (Sheet 1 of 3)

1010
CSP369D/E MTM1

Engine Controls
GAS
PRODUCER
LEVER
IDLE POSITION
(NOTES 10, 11)
MID POSITION (NOTE 1)

CUTOFF
POSITION
(NOTE 8)
TORQUE NUT
4050 IN. LBS.
(4.525.65 NM)
CUTOFF
(NOTE 7)
GAS PRODUCER
LEVER CONTROL
CL OF
CONTROL
ROD
POINTER
QUADRANT
POINTER
(NOTE 12)
IDLE RANGE
(NOTES 9, 11)
OVERTRAVEL
(NOTE 1)
LEVER CONTROL
ROD
BENDIX FUEL CONTROL
CECO FUEL CONTROL
LEVER POSITION
QUADRANT
250C30 FUEL CONTROL

FUEL CONTROL LEVER
AND POINTER
SUPPORT
FITTING
GAS PRODUCER
LEVER CONTROL ROD
STA. 129.00
BELLCRANK
STA. 74.87
GAP
(NOTE 6)
STA. 73.00
CONTROL ROD
IDLER ASSY.
DISTANCE
(NOTES 4, 5)
STA. 70.00
BELLCRANK
(NOTES 2, 3)
STA. 124.00
FIREWALL
FUSELAGEROUTED
CONTROL ROD
LINKAGE INSTALLATION
(NOTE 1)
TG7620002
1011
CSP369D/E MTM1

Engine Controls
COLLECTIVE STICK
(NOTE 1)
VERTICAL (PARALLEL)
WITH FORWARD SEAT
STRUCTURE
CL COLLECTIVE
TORQUE TUBE
STA. 73.00 CONTROL

ROD ASSY.
STA. 70.00
BELLCRANK ASSY.
(NOTE 2)
WL
14.47
THROTTLE
OPEN
WL
13.10
54 30
THROTTLE
CUTOFF
STA. 78.21
FUSELAGEROUTED
CONTROL ROD ASSY.
COLLECTIVE STICK LINKAGE RIGGING, 250C20B

AND 250C20R/2 ENGINE EQUIPPED HELICOPTERS
TG7620003

Legend (Ref. Figure 106)
1. EXCEPT AS NOTED, GAS PRODUCER AIRFRAME CONTROL LINKAGE RIGGING ADJUSTMENTS AND MEASUREMENTS ON
ALL 369/500 SERIES HELICOPTER MODELS ARE NORMALLY STARTED WITH FUEL CONTROL LEVER CONTROL ROD
DISCONNECTED, COLLECTIVE STICK AT MIDTRAVEL; I.E., RIGGING FIXTURE (ST501) OR (ST502) INSTALLED, AND THE
PILOTS THROTTLE TWIST GRIP ROTATED TO MIDPOSITION; I.E., TWIST GRIP SETSCREWS AT SIX OCLOCK.
2. ON 250C20B AND 250C20R/2 ENGINE EQUIPPED HELICOPTERS; ADJUST STA. 73.00 CONTROL ROD SO LOWER ARM
OF STA. 70.00 BELLCRANK IS VERTICAL WHEN THROTTLE TWIST GRIP IS AT IDLE POSITION.
3. FOR 250C20B AND 250C20R/2 ENGINE EQUIPPED HELICOPTERS; WITH THROTTLE AND COLLECTIVE IN
MIDPOSITION, ADJUST FUSELAGE ROUTED CONTROL ROD SO CENTER OF STA. 129.00 BELLCRANK LOWER ARM
PIVOT BOLT IS 4.975.03 INCHES (12.62412.776 CM) FROM FIREWALL BULKHEAD.
4. ON ALL ENGINE INSTALLATIONS: ROLL THROTTLE TO CUTOFF AND PUSH CONTROL ROD AND BELLCRANK TOWARD
FIREWALL TO ELIMINATE PLAY. ADJUST FUSELAGE ROUTED CONTROL ROD TO GET A GAP OF 0.0100.050 INCH
(0.2541.270 MM) BETWEEN UPPER BELLCRANK ARM AND SUPPORT FITTING.
5. BENDIX FUEL CONTROL CUTOFF POINTER POSITION NORMALLY RANGES BETWEEN 0 10 WITH FUEL CONTROL
LEVER AGAINST CUTOFF STOP. CUTOFF RANGE IS DUE TO FACTORY SET CALIBRATION VARIATIONS BETWEEN FUEL
CONTROL UNITS.
6. CECO FUEL CONTROL CUTOFF POINTER POSITION IS 2 TO MINUS, 1/32 INCH (0.7938 MM) FROM QUADRANT EDGE,
WITH FUEL CONTROL LEVER AGAINST CUTOFF STOP.
7. WITH PILOTS THROTTLE TWIST GRIP HELD AT IDLE: BENDIX FUEL CONTROL IDLE POINTER POSITION IS 30.
8. CECO FUEL CONTROL IDLE POINTER POSITION IS 30 32.
9. MAXIMUM ALLOWABLE POINTER MOVEMENT BELOW THE OPTIMAL IDLE POSITION ON ALL ENGINE INSTALLATIONS
FROM ALL CAUSES IS, 5/64 INCH (1.9844 MM).
1012
CSP369D/E MTM1

Engine Controls
MEASURE FOR 5/64 INCH

AT POINTER TIP
QUADRANT MAY BE SCRIBED AT 5/64 INCH

POSITION AS SHOWN. TAPE 5/64 INCH
WIDE OR A LOCALLY FABRICATED TEMPLATE
MAY BE USED AS AN AID, IF DESIRED.
MT103136
Figure 107. Optional Dual Controls Maximum Allowable Error
1013
CSP369D/E MTM1

Engine Controls
PINION GEAR
PINION GEAR MOUNTING DISTANCE

0.6990.709 IN. (17.754618.0086 MM)
PINION BEARING
GAS PRODUCER TORQUE TUBE
SPLIT SHIMS
(NOTES 1, 3)
BEARING
DRIVEN GEAR
BEARING
BACKLASH SHIM(S)
(NOTES 2, 3)
HOUSING CAP
TOP VIEW
GENERAL NOTE:
SHIM SELECTED AS REQUIRED.
STEEL SHIMS PROVIDED IN 0.001, 0.002,
0.005, 0.012 AND 0.032 IN. ((0.025, 0.051,
0.127, 0.305, 0.813 MM) THICKNESS.
IDLE STOP
GRIP MIDTRAVEL
N1 CLOSED
N1 OPEN
15
70 40
BELLCRANK ON INBOARD
COLLECTIVE STICK
SOCKET ASSEMBLY
73 30
15
2 50
(NOTE 5)
CENTERLINE OF GAS
PRODUCER TORQUE TUBE
(NOTE 4)
CUTOUT IN
DRIVEN GEAR
LEFT SIDE VIEW
NOTES:
1. DETERMINES GEAR MOUNTING DISTANCE.
2. DETERMINES GEAR BACKLASH MAXIMUM
3. SELECTED AS REQUIRED; STEEL SHIMS AVAILABLE IN 0.001, 0.002, 0.005,
0.0012 AND 0.032 IN. (0.025, 0.051, 0.127, 0.305, 0.813 MM) THICKNESSES.
4. ALSO CENTERLINE OF PINION GEAR AND CUTOUT IN DRIVEN GEAR.
5. CENTERLINE OF CENTER TOOTH ON DRIVEN GEAR.
Figure 108. Pilots Housing Block Gear Center Mesh Diagram
1014
TG671014
CSP369D/E MTM1

Engine Controls
NOTE:
SHIM SELECTED AS REQUIRED.
STEEL SHIMS PROVIDED IN 0.001, 0.002,
0.005, 0.012 AND 0.032 IN. ((0.025, 0.051,
0.127, 0.305, 0.813 MM) THICKNESS.
AFT BEARING
LOCK RING
LOCK RING
FORWARD BEARING
2 50
70 40
15
15
73 30
6
N1 OPEN
GRIP/N1 PINION GEAR
MIDTRAVEL
IDLE STOP
N1 CLOSED
(R/H COMMAND)
N1 CLOSED
(L/H COMMAND)
ROTATED 90 DEGREES
(LINK AND IDLER REMOVED FOR CLARITY)
IDLER
BELLCRANK
LINK
BEARING
WIDE TOOTHSPACE
ON SPLINE
BEARING
BACKLASH SHIM(S)
(SEE NOTE)
LOOKING DOWN
TG671023
Figure 109. Inboard Housing Block Gear Center Mesh Diagram
1015
CSP369D/E MTM1

Engine Controls
RPM GOVERNOR
CONTROL IDLER
SUPPORT
GOVERNOR LEVER
CONTROL ROD
STA 68
BELLCRANK
N 2 IDLER BELLCRANK
CONTROL ROD
STA 124
CONTROL SUPPORT
FUSELAGEROUTED
N2 CONTROL ROD
INTERCONNECT
TORQUE TUBE
N2 TRIM ACTUATOR
TWIST GRIP
N2 TRIM SWITCH
Figure 1010. Power Turbine Governor Controls
1016
CSP369D/E MTM1

Engine Controls
10.3 Power Turbine Governor
The power turbine governor, mounted on the accessory gearbox, supplements the gas producer
fuel control to provide a complete engine fuel control system. The power turbine governor, via
the gas producer fuel control governor reset assembly, alters the fuel schedule determined by
the gas producer fuel control to maintain desired power turbine speed under all load conditions.
The power turbine governor is driven by the power turbine gear train at a speed proportional to
power turbine (N2) speed. Additional sensing parameters required to accomplish its governing
function are:
Power Turbine Governor Lever Position (controlled by droop compensator and beeper system).
Compressor Discharge Air Pressure (Pc) (sensed at diffuser scroll).
The power turbine governor is primarily composed of two functional groups; the regulator section and governing section.
10.3.1. Rigging Power Turbine Governor Controls
NOTE:
Refer to 761000 for latest rigging procedures. Do not follow the procedures as stated
in this section.
1017
CSP369D/E MTM1

Engine Controls
COLLECTIVE TORQUE TUBE
NOTE 3
GROUND JUMPER
DROOP
COMPENSATION
FORK
AIRFRAME
STRUCTURE
*
N2 TRIM ACTUATOR
JAM NUT
STA. 68.00 BELLCRANK
SLEEVE BUSHING
SPACER
BEARING
LOCKED
THREAD
INSERT
BRACKET
AIRFRAME
STRUCTURE
FLANGED
BUSHING
SLEEVE
BUSHING
STA. 72.00
BELLCRANK
STA. 64.00 SEAT

STRUCTURE
BRACKET
NOTES:
1. BUSHINGS AND BEARINGS MUST ROTATE
FREELY AFTER ASSEMBLY.
2. ASTERISK ( * ) INDICATES CORROSION
RESISTANT STEEL.
JAM NUT
ROD END
RIVET
STA. 124.00
BELLCRANK
BEARING
FUSELAGEROUTED
CONTROL ROD
RETAINER
SPRING
RETAINER
NOTE 3
BEARING
PLUNGER
HOUSING
END FITTING
LINK HOUSING
DROOP CONTROL OVERRIDE LINK
Figure 1011. Power Turbine Governor Linkage (Sheet 1 of 2)
1018
G7610071
CSP369D/E MTM1

Engine Controls
NOTE 3
IDLER
BELLCRANK
SUPPORT
GOVERNOR LEVER
CONTROL ROD
GASKET
NUT
(NOTE 5)
IDLER BELLCRANK
BEARING
(NOTE 2)
IDLER BELLCRANK
CONTROL ROD
RIVET
STA. 124.00
SUPPORT FITTING
250C30 ENGINE
INSTALLATION
STA. 124.00
BELLCRANK
BEARING
COLLAR
NOTES: (CONT.)
3. SPECIAL ALUMINUM ALLOY WASHER;
0.25 IN. (6.35 MM) ID X 0.80 IN. (20.32 MM) OD.
4. MAXIMUM OF 3 WASHERS ALLOWED TO
CORRECT PIN GRIP.
5. ONLY HIGH TEMPERATURE ALLMETAL
NUTS MUST BE USED.
WASHER
(NOTE 4)
PULLTYPE
LOCKBOLT PIN
FUSELAGEROUTED
CONTROL ROD
ENGINE COMPARTMENT LINKAGE

(POWER TURBINE CONTROL)
TG7610072
Figure 1011. Power Turbine Governor Linkage (Sheet 2 of 2)
1019
CSP369D/E MTM1

Engine Controls
GOVERNOR
LEVER
GOVERNOR LEVER
CONTROL ROD
IDLER
SUPPORT
RODEND ANGULAR RELATIONSHIPS
CONTROL ROD
ANGLE
FUSELAGE ROUTED
IN LINE
N2 IDLER BELLCRANK
90
GOVERNOR LEVER
90
COLLECTIVE
TORQUE TUBE
DROOP CONTROL
OVERRIDE LINK
NOTE 4
DROOP COMPENSATION
ADJUSTMENT FORK
STA. 124.00
BELLCRANK
STA. 124.00
FIREWALL
STA 68.00
BELLCRANK
NOTE 1
NOTE 3
STA. 124.00 SUPPORT

FITTING
STA. 72.00
BELLCRANK
5.47 +0.03 (138.938 7.62 MM)
(NOTE 2)
NOTES:
INITIAL SETTINGS.
1. DROOP FORK.
2. N2 ACTUATOR RAM.
3. STA. 124.00 BELLCRANK.
4. IDLER BELLCRANK CONTROL ROD.
250C30 ENGINE
INSTALLATION
FUSELAGEROUTED
CONTROL ROD
MULTIENGINE
POWER TUBINE CONTROL LINKAGE
Figure 1012. Rigging Power Turbine Governor Controls
1020
TG761002
CSP369D/E MTM1

Engine Controls
MINIMUM N2 ACTUATOR EXTENSION
COLLECTIVE DOWN
POINTER AT THE FIRST VERTICAL LEG
OF THE LETTER N OF N2 (9498%)
86
36 38
31 32
68
UNUSED TRAVEL
MAXIMUM N2 ACTUATOR EXTENSION
COLLECTIVE DOWN
POINTER BETWEEN P AND E OF THE
WORD SPEED (103105%)
GOVERNOR LEVER
CONTROL ROD
TORQUE NUT
4050 IN. LBS.
(4.525.65 NM)
NOTE:
DROOP CONTROL OVERRIDE LINK SPRING
STARTS TO COMPRESS; ARM IS NOT
REQUIRED TO HIT MAXIMUM STOP WITH
FULL COLLECTIVE AND ACTUATOR
EXTENDED.

COLLECTIVE RAISED
POINTER BETWEEN E AND D OF THE
WORD SPEED
POINTER CL
GOVERNOR C
L
TG761004
ONE SERRATION 15
Figure 1013. Rigging Power Turbine Governor Controls P/N 252476910 and Prior
N2 GOVERNOR ARM
PARALLEL TO POINTER CL
COLLECTIVE UP
APPROXIMATE POINTER LOCATION

COLLECTIVE DOWN
POINTER GREATER THAN LETTER S IN SPEED

COLLECTIVE UP
POINTER APPROXIMATELY AT LEADING
EDGE OF LETTER S IN SPEED
NOTE:
STARTS TO COMPRESS; ARM IS NOT REQUIRED
TO HIT MAXIMUM STOP WITH FULL COLLECTIVE
AND ACTUATOR EXTENDED.
ACCORDING TO STA. 124.00 BELLCRANK
INSTALLATION, POINTER LOCATIONS ARE
APPROXIMATE.
TORQUE NUT
4050 IN. LBS.
(4.525.65 NM)

COLLECTIVE DOWN
POINTER APPROXIMATELY AT VERTICAL
LEG OF LETTER R IN INCR
POINTER CL
TG761005B
Figure 1014. Rigging Power Turbine Governor Controls P/N 252476911, 12
1021
CSP369D/E MTM1

Engine Controls
N2 GOVERNOR ARM
PARALLEL TO POINTER CL
COLLECTIVE UP
APPROXIMATE POINTER LOCATION

COLLECTIVE DOWN
POINTER GREATER THAN LETTER P IN SPEED

COLLECTIVE UP
POINTER APPROXIMATELY AT LEADING EDGE
OF LETTER S IN SPEED
NOTE:
STARTS TO COMPRESS; ARM IS NOT REQUIRED
TO HIT MAXIMUM STOP WITH FULL COLLECTIVE
AND ACTUATOR EXTENDED.
ACCORDING TO STA. 124.00 BELLCRANK
INSTALLATION, POINTER LOCATIONS ARE
APPROXIMATE.
TORQUE NUT
4050 IN. LBS.
(4.525.65 NM)

COLLECTIVE DOWN
POINTER APPROXIMATELY AT AFT END
OF LETTER R IN INCR
POINTER CL
TG761010
Figure 1015. Rigging Power Turbine Governor Controls P/N 252466714 and Higher andP/N
252476913 and Higher
1022
CSP369D/E MTM1
SECTION ELEVEN
Electrical System
CSP369D/E MTM1

Electrical System
11.0 General
NOTE:
Reference applicable data in CSPHMI2, chapters 950000 and 960000.
Many of the components of the electrical system may be familiar to you, as the aircraft has a
rather basic dc system. However, since solid state units have replaced some older type rotary or
electromechanical devices (giving the electrical system much more reliable components than
older type systems), a general review will be presented here. The basic electrical source is direct
current as supplied by a battery and a combination startergenerator. The battery and generating system are protected by the reverse current relay, and an overvoltage relay is incorporated
as well as a circuit breaker in the generator field circuit to provide a protection against system
malfunctions.
Control of the electrical system, not including the optional intercom system, is provided by
switches and circuit breakers located on the instrument panel. All circuits of the electrical or
electronic units or components that produce electromagnetic energy are bonded to adjacent
structures to ensure a negligible radio interference. Bonding jumpers are also used throughout
to ensure static ground.
Direct current prime power can be obtained from three sources; the battery, the external power
receptacle, and the generator function of the startergenerator. Battery or external power selection is accomplished with the power selector switch (battery switch). With the dc bus energized,
the starter function of the startergenerator can be utilized by operation of the start switch. The
start switch operates the start relay, which in turn connects the dc bus to the starter. When the
start switch is released, the start relay opens and the starter function is deenergized.
As soon as the starter function is released, the voltage regulator brings the generator output up
to approximately 28 volts regulated voltage. However, the generator output is not connected to
the dc bus until the generator switch is placed in the ON position and the reverse current relay
senses an acceptable generator output.
The generator switch function in this system either connects or disconnects the already functioning generator output from the dc bus through generator switch control of the reverse current relay. This is the most unique feature of the system. The generator functions under control
of the voltage regulator regardless of the generator switch position. The generator can only be
disabled if the field strength rises to 15 amperes, at which time the circuit breaker in the generator field circuit trips open. Overvoltage protection is provided through a voltage regulator function that energizes the overvoltage relay. The overvoltage relay is in series with the generator
switch circuit and actuates the reverse current relay in the same manner as the generator
switch.
While the primary purpose of the reverse current relay (RCR) is to protect the battery from discharging by motorizing the generator, it is also used as a switching relay, as noted above. The
generator switch and overvoltage relay actuate the RCR to connect or disconnect generator output with the dc bus.
When actuation of the reverse current relay main contactor occurs to connect or disconnect the
generator output in relation to the dc bus, a piggyback warning lamp switch operates the GEN
OUT caution lamp. When the RCR disconnects the generator output, the caution lamp switch
closes, and thereby completes the lamp circuit.
SUMMARY
The power selector switch may be used to select battery power or external power, but
not both at the same time.
112
During the engine starting sequence, the voltage regulator is disabled so that the generator function of the startergenerator cannot act.
CSP369D/E MTM1

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

The basic electrical components are:
1. External Power Receptacle
2. Battery/External Power Switch
3. Voltage Regulator
4. Over Voltage Relay
5. Reverse Current Relay (RCR)
6. Start Relay
7. StarterGenerator
8. Nickle Cadmium Battery
11.1.1. External Power Receptacle
The external power receptacle is constructed of insulator material with three pins molded in
place. The receptacle provides for utilization of external power for engine starting or maintenance purposes. The small pin is not used.
11.1.2. Battery/External Power Switch
The battery/external power switch is a three position switch located on the instrument panel
lower left. It is wired in such a manner that you cannot connect the battery and external power
to the bus at the same time. A battery, Serial Numbers 724 and subs, and an external power
relay are located in the battery compartment area and under the seat structure (Figure 134).
The main power switch provides ground for the battery relay when the battery is selected and
provides ground for the external power relay when it is selected. The wiring from the external
power relay to the switch includes a diode to prevent relay energizing when the external power
is of incorrect polarity. Select switch center position is OFF.
11.1.3. Voltage Regulator
The voltage regulator is a small solidstate unit and incorporates a circuit to control the overvoltage relay. It is mounted in the battery compartment. Regulation of voltage is adjustable
between approximately 26 and 30 volts.
113
CSP369D/E MTM1

Electrical System
MINILOK MODULE
TERMINAL BLOCK
(TB7)
UTILITY RECEPTACLE
(103)
PILOTS COMPARTMENT
FLOOR
ARMAMENT RECEPTACLE (J200)

POWER DISTRIBUTION CENTER (NOTE 3)
BATTERY
GENERATOR CONTROL UNIT (NOTE 3)
TB1, TB5
TB3, TB10
VOLTAGE REGULATOR (NOTE 1)

BATTERY RELAY (NOTES 1)
BATTERY COMPARTMENT VENT
LOCATED ON SIDE OF
BATTERY COMPARTMENT
RESISTOR BOARD
(TB8) (R1, R2)
(NOTE 1)
() NEGATIVE
TERMINAL PIN
TYP (2 PLCS)
POLARITY PIN
(NOT USED)
RESISTORS
(TYP)
J100 APU RECEPTACLE
(+) POSITIVE
TERMINAL PIN
EXTERNAL RECEPTACLE (J100)
(NOTE 2)
() NEGATIVE
TERMINAL PIN
K309 APU RELAY
NOTES:
1. EFFECTIVITY: 369D; 724 & SUBS, 369E; 001 383, 369FF; 001 075.
2. EFFECTIVITY: 369D; 003 723.
3. EFFECTIVE: 369E; 384 & SUBS, 369FF; 076 & SUBS.
EXTERNAL RECEPTACLE (J100)

(NOTE 1)
Figure 111. Model 369E Electrical Component Location (Sheet 1 of 3)
114
TG960000
CSP369D/E MTM1

Electrical System
K300 REVERSE
CURRENT RELAY
(NOTE 6, 7)
CR2
(NOTE 6)
K312 AFT LINE

CONTACTOR
(NOTE 8)
CB301
CR1
(NOTE 6)
K312
CB301
15
CB302
CB302
J510P
DS201 STROBE
LIGHT
DS401
POSITION
LIGHT
J303 (NOTE 6, 7)
J1301 (NOTE 8)
E12
K301 START RELAY
DS400
POSITION
LIGHT
NOTAR
ENGINE COMPARTMENT RELAYS
E18
UTILITY LIGHT
E14
E15
J208
P209
OUTSIDE AIR TEMP

INDICATOR
E20
COMPASS INSTALLATION
TC300
P105
E12
E6
(NOTE 6)
E5
(NOTE 6)
P106
P107
E9
J103
J251
TB1
RUNNING TIME
METER
J113
J130
LANDING
LIGHT
LANDING LIGHT
RELAY
FILTER ASSEMBLY
FL10
E8
STROBE LIGHT
POWER SUPPLY
NOTES:
1. TB104 AND TB105 ARE MOUNTED UNDER FAIRING.
2. TB101 (NOT SHOWN) LOCATED ON BOTTOM OF
PANEL ASSEMBLY.
3. 369D; 724 & SUBS.
4. 369D; 003 723 ONLY.
5. 369D; 1150, 1185 & SUBS ONLY.
6. 369E; 001 188.
7. 369E; 189 383
8. 369E; 384 & SUBS, 369FF; 076 & SUBS.
9. 369E; 385 390 ONLY.
BATTERY
TG9600053
115
CSP369D/E MTM1

Electrical System
TAIL POSITION
LIGHT
ANTICOLLISION
LIGHT (STROBE)
ENGINE OUT
AUDIBLE WARNING
HORN (NOTE 7)
E19
(NOTE 6)
E502
(NOTE 8)
E16
(NOTE 6)
E7
E25
(NOTE 8)
ENGINE OUT
AUDIBLE
WARNING HORN
(NOTE 6)
TB7
J112
J100 APU
RECEPTACLE
APU RELAY
K309
369E; 003 383

369FF; 001 075
J9
E4
J109
J10
E1
TB5
369E; 384 & SUBS

369FF; 076 & SUBS
TB5
TB1
EPO
E1
TB200
E1
GCU
J1201
P9
TB201
P110
J1202
BATTERY RELAY
K310
369E/369FF BATTERY
COMPARTMENT
TG9600054
116
CSP369D/E MTM1

Electrical System
ANTICOLLISION
LIGHT (STROBE)
TRIM ACTUATORS
LATERAL (P106)
LONGITUDINAL (P105)
RADIO ICS TRIGGER SWITCH

SPARE SWITCH
TRIM SWITCH
TAIL
POSITION
LIGHT
CIRCUIT BREAKER PANEL

SWITCH CONTROL PANEL
LIGHT CONTROL PANEL
ENGINEOUT AUDIBLE
WARNING HORN
P209
(NOTE 5)
J208 (NOTE 5)
TB104 (NOTE 1)
TRANSMISSION OIL
TEMP SENDER
J303
(NOTE 3)
TB105 (NOTE 1)
CR1, CR2 (NOTE 5)
TB501
START RELAY K301

(NOTE 3)
TB106
TB502
REVERSE CURRENT RELAY K300

(NOTE 3)
TB6
STARTER SWITCH
N2 GOV SWITCH
LANDING LIGHT SWITCH P113
TB101 (NOTE 2)
LANDING LIGHT
START PUMP J251
PANEL LIGHT
DIMMER P12
P250
FUEL LEVEL TRANSMITTER P251
R9, R10
POSITION LIGHT
TB5
N2 GOV
MOTOR P107
ICS P509
NOTE 3
BATTERY CONNECTOR P108

POSITION LIGHT
VOLTAGE REGULATOR
P105
J113
P106
J103
P107
P9
J9
TB1
TB8
J130
P108
ELAPSED TIME METER

R10, R12
LANDING LIGHT RELAY K101

J110
ANTICOLLISION LIGHT
POWER SUPPLY (NOTE 5)
BATTERY RELAY K310

J605 (NOTE 5)
TB3
P6
TG9600052
Figure 112. Model 369D Electrical Component Location (Sheet 1 of 2)
117
CSP369D/E MTM1

Electrical System
VHF ANTENNA
WIRE HARNESS
N1 TACHOMETER
GENERATOR P305
N2 TACHOMETER
GENERATOR P306
PASSENGER/CARGO
UTILITY LIGHT
TB7
(NOTE 5)
PASSENGER CONVENIENCE PANEL

PILOTS UTILITY LIGHT
IGNITION EXCITER
N2 TRIM ACTUATOR P107
ENGINE OIL TEMPERATURE SENDER
MAGNETIC
COMPASS
(NOTE 5)
UPPER ENGINE CHIP DETECTOR P300
ENGINE POWER
OUT WARNING
UNIT P19
STARTER/GENERATOR
P303 (NOTE 4)
START RELAY (NOTE 4)
J112
REVERSE CURRENT RELAY (NOTE 4)
THERMOCOUPLE TC300
FUEL PRESSURE
SWITCH
LOWER ENGINE CHIP DETECTOR
J100
J109
NOTE 4
P12
TB5
(NOTE 5)
J10
(NOTE 5)
K309 (NOTE 3)
DIMMER CONTROL UNIT
LOWER ANTICOLLISION
LIGHT (STROBE)
P1
ENGINE POWER OUT

WARNING UNIT P19
(ALT. LOCATION)
STROBE LIGHT POWER

SUPPLY P557
TB106
P2
ICS P509
TB502
TB503
K103
K104
K304
J16
INSTRUMENT PANEL
COMPONENTS (NOTE 5)
P19
EPO CONTROL UNIT
NOTES:
1. TB104 AND TB105 ARE MOUNTED UNDER FAIRING.
2. TB101 (NOT SHOWN) LOCATED ON BOTTOM OF
PANEL ASSEMBLY.
3. 369D; 724 & SUBS.
4. 369D; 003 723 ONLY.
5. 369D; 1150, 1185 & SUBS ONLY.
6. 369E; 001 188.
7. 369E; 189 383
8. 369E; 384 & SUBS, 369FF; 076 & SUBS.
9. 369E; 385 390 ONLY.
TG9600051A
Figure 112. Model 369D Electrical Component Location (Sheet 2 of 2)
118
CSP369D/E MTM1

Electrical System
S/N 0003 383
Figure 113. Battery Compartment Area
119
CSP369D/E MTM1

Electrical System
11.1.4. Overvoltage Relay
The overvoltage relay (K103) is a small unit weighing approximately 7/10 ounce. This relay is
controlled by a circuit in the voltage regulator. The relay contains two sets of contact points.
11.1.5. Reverse Current Relay (RCR)
In order to protect the generator from battery voltage, and to prevent the battery from discharging through the generator, it is necessary to provide a means for disconnecting the generator automatically whenever the generator voltage is lower than that of the battery (Ref.
Figure 114). When the generator voltage reaches a value slightly above that of the battery, the
voltage coil magnetizes its soft iron core sufficiently to overcome the spring tension that tends
to hold the main contacts open.
If the generator output decreases to such an extent that the generator voltage is below the battery voltage, current will begin to flow from the battery to the generator. This current will be
flowing in a direction opposite to the normal flow, thus reversing the polarity in the reverse current coil and causing the contacts to open, which disconnects the generator from the bus.
J303 (MODEL 369D SERIAL NO. 1150
AND SUBSEQUENT AND MODEL 369E
SERIAL NOS. 0001 383)
(MODEL 369D SERIAL NO. 7241149)
11.1.6. Start Relay
Figure 114. Reverse Current Relay (RCR)
The start relay, mounted aft of the RCR on the oleo support fitting at the right side of the engine
compartment (Model 369D helicopters, serial nos. 00030723) or on the left side of the engine
compartment (Model 369D helicopters, serial nos. 0724 and subs. and all Model 369E helicopters), is a singlepole, singlethrow, normally open relay with enclosed contacts. The relay connects battery or external power to the starter when the START switch on the pilots collective
pitch stick is pressed.
1110
CSP369D/E MTM1

Electrical System
CAUTION AND WARNING

INDICATORS
ATTITUDE GYRO
ALTIMETER
ENGINE OIL
TEMPERATURE
GAUGE
ENGINE OIL
PRESSURE
INDICATOR
TORQUE METER
AIRSPEED
INDICATOR
VNE
PLACARDS
ALT
FUEL QUANTITY
GAUGE
TOT GAUGE
AMMETER
N2/NR
TACHOMETER
CLOCK
DIRECTIONAL
GYRO
FUEL VALVE
KEY SWITCH
FRESH AIR VENT

N1 TACHOMETER
EDGE LIGHTED
SWITCH PANEL
TG9500411
Figure 115. Component Locations Model 369E Instrument Panel (Sheet 1 of 3)
1111
CSP369D/E MTM1

Electrical System
EPO WARNING HORN
WARNING LIGHT HOOD
TB502 (HIDDEN)
DIMMER CONTROL UNIT
ENGINE POWER OUT

WARNING UNIT
ICS
GROUND MODULE E33
GROUND MODULE E31
EDGE LIGHTING
INVERTER POWER
SUPPLY
TB503
TB505
UPPER SUPPORT
STRUCTURE
CIGARETTE LIGHTER
RESISTORS R9 AND R11
LOWER SUPPORT
STRUCTURE
TG950026
Figure 115. Component Locations Model 369E Instrument Panel (Sheet 2 of 3)
1112
CSP369D/E MTM1

Electrical System
TB10
Figure 115. Component Locations Model 369E Instrument Panel

Serial Numbers 0001383 (Sheet 3 of 3)
1113
CSP369D/E MTM1

Electrical System
EDGE LIGHTED
SWITCH PANEL
TG9500412
Figure 116. Switches and Circuit Breakers Model 369E Instrument Panel
1114
CSP369D/E MTM1

Electrical System
BATTERY TEMPERATURE
SENSING CAUTION AND
WARNING LIGHTS
BOLT LIGHT
HOUSING
(NOTE 1)
CLOCK
ENGINE OUT AUDIBLE
WARNING HONE
CAUTION AND
WARNING LIGHTS
FAIRING AND HOOD
AIRSPEED INDICATOR
ALTIMETER
N2 AND NR (ROTOR)
TACHOMETER INDICATOR
BLANK PLATE 4 OR 5 PLACES

(NOTE 3)
TORQUE GAGE
BOLT LIGHT 14 PLACES

(NOTE 5)
TURBINE OUTLET
TEMPERATURE
(TOT) INDICATOR
(NOTE 2)
N1 TACHOMETER
INDICATOR
NOTE 4
ENGINE OIL
PRESSURE GAGE
SWITCH
KEY SWITCH
CAUTION
CYCLIC
FORCES TO
BE TRIMMED
TO NEUTRAL
DURING STARTUP
AND SHUT
DOWN
CIRCUIT BREAKER
(TYP)
NOTE 3
BUTTON PLUG
(TYP)
CYCLIC STICK POSITION

WARNING DECAL
LIGHTER SOCKET
CIRCUIT BREAKER
PLUG BUTTON (TYP)
NOTES:
1. EITHER RIGHT OR LEFT SIDE.
2. RESISTOR BOARD ASSY TB9
AND THERMOCOUPLE LEAD
RESISTOR R4 MOUNTED ON
INDICATOR TERMINALS.
3. VARIES WITH EQUIPMENT
INSTALLED.
4. HOOD IS ATTACHED TO
INSTRUMENT PANEL BY NINE
SPEED CLINCH FASTENERS.
5. WHEN OPTIONAL RADIO IS
INSTALLED, THIS BOLT LIGHT
IS ELIMINATED.
ASHTRAY
SCREW
NUT
WASHER
TG9500181
Figure 117. SlimLine Instrument Panel Front View (369D S/N 3 1149 and 1151 1184)
1115
CSP369D/E MTM1

Electrical System
BOLT LIGHT
CLOCK
CAUTION AND
WARNING LIGHTS
AIRSPEED INDICATOR
ALTIMETER
NOTE 3
N2 AND NR (ROTOR)
TACHOMETER INDICATOR
TORQUE GAGE
NOTE 3
NOTE 3
BOLT LIGHT
14 PLACES
(NOTE 2)
TURBINE OUTLET
TEMPERATURE
(TOT) INDICATOR
(NOTE 1)
NOTE 3
NOTE 3
NOTE 4
N1 TACHOMETER
INDICATOR
INSTRUMENT CLUSTER
3PACK
ENGINE OIL
PRESSURE GAGE
NOTE 3
AUTO REIGNITION
NOTE 3
CAUTION
CYCLIC
FORCES TO
BE TRIMMED
TO NEUTRAL
DURING STARTUP
AND SHUT
DOWN
CYCLIC STICK POSITION

WARNING DECAL
NOTES:
1. RESISTOR BOARD ASSY TB9
AND THERMOCOUPLE LEAD
RESISTOR R4 MOUNTED ON
INDICATOR TERMINALS.
2. LIGHT NOT INSTALLED IF
HELICOPTER EQUIPPED WITH
VHF/UHF RADIO.
3. VARIES WITH EQUIPMENT
INSTALLED.
4. HOOD IS ATTACHED TO
INSTRUMENT PANEL BY
NINE SPEED CLINCH
FASTENERS.
TG950019
Figure 118. SlimLine Instrument Panel Front View (369D S/N 1150 and 1185 and Subs)
1116
CSP369D/E MTM1

Electrical System
PANEL LIGHTS
WIRE SPLICES
LIGHT/SWITCH AND
HORN HOUSING
HOOD
(NOTE 1)
2 PLACES
ALTERNATE LOCATION FOR

ENGINE POWER OUT
WARNING UNIT
UPPER SUPPORT
RESISTORDIODE
BOARD TB106
9 PLACES
ENGINE POWER OUT
WARNING UNIT
K304
2 PLACES
SWITCH AND CIRCUIT

BREAKER PANEL
(REF)
K104
K103
8 PLACES
TB502
5 PLACES
SPECIAL SHIM
WASHER
ACCESS PANEL
5 PLACES
PANEL LIGHTS
DIMMER
NOTES:
1. REMOVE 9 SPEED CLINCH FASTENERS
TO REMOVE HOOD FROM PANEL.
2. ROUTED WITH EXISTING WIRING.
LOWER SUPPORT
STRUCTURE
TG9500201
Figure 119. SlimLine Instrument Panel Component Locations

(369D S/N 3 1149 and 1151 1184) (Sheet 1 of 2)
1117
CSP369D/E MTM1

Electrical System
PANEL LIGHTS
WIRE SPLICES
DIMMER CONTROL
TB503
TB106
TB502
TB501
K103
K104
K304
ENGINE POWER OUT
CONTROL UNIT
TB6
TB101
ACCESS PANEL
5 PLACES
LOWER SUPPORT
STRUCTURE
TG950021
Figure 1110. SlimLine Instrument Panel Component Locations

(369D S/N 1150 and 1185 and Sub)
1118
CSP369D/E MTM1

Electrical System
11.1.7. Startergenerator
The startergenerator is a combined, selfcooled unit used to start the engine and provide primary dc power to the electrical system (Ref. Figure 1111). It is mounted on the engine accessory case, clamped to the mounting flange and is held in alignment by a series of slots between the
mounting flange and the startergenerator. The generator portion has a rating of 30 volts, 150
amperes, over a range of 7200 to 13,000 RPM. A shear point is incorporated in the generator
drive shaft to protect the engine drive from excessive torque loads. A radio frequency interference filter is located in the terminal block.
11.2 Nickel Cadmium Battery
There are significant differences between lead acid batteries and nickel cadmium batteries. Unless these differences are recognized, improper servicing techniques could result (Ref.
Figure 1112). The electrolyte in a nickel cadmium battery is a solution of potassium hydroxide
(KOH), which does not chemically react with the plate as the electrolyte does in a lead acid type
of battery. Therefore, the plates do not deteriorate, nor does the specific gravity of the electrolyte
appreciably change. However, the slightest acid contamination will deteriorate the nickel cadmium battery. The plates of the nickel cadmium battery are porous, absorbing the electrolyte
while discharging and expelling it while charging.
CHARGING REACTION
The active material of the negative plates in a nickel cadmium battery is cadmium oxide.
The positive plates are nickel oxide. A solution of distilled water and potassium hydroxide
(KOH) with a specific gravity of 1.24 to 1.30 is used as the electrolyte. The electrolyte is used
only as a conductor and, therefore, the state of the battery charge cannot readily be determined by reading the specific gravity. During charging, the positive plates are brought to a
higher state of oxidation by the charging current until both materials are completely converted, that is, all the oxygen is driven out of the cadmium oxide plates and only cadmium
remains. The nickel oxide plates pick up the oxygen to form nickel dioxide. Toward the end
of the charging process and during overcharging, the electrolyte will gas. Gassing is the result of electrolysis taking place in the electrolyte. The point of gassing is dependent upon
the temperature and the charging voltage. A slight amount of gassing is necessary to completely charge the battery. The battery, therefore, will lose a certain amount of water.
DISCHARGING REACTION
During discharge, the reverse chemical action takes place. The negative plates gradually
gain back the oxygen as the positive plates lose oxygen. Because of this interchange of oxygen, there is no gassing on normal discharge. In this way, the chemical energy of the plates
is converted into electrical energy, and the electrolyte is absorbed by the plate; therefore,
the electrolyte level cannot be determined on a discharged battery.
RESTORING CAPACITY
One characteristic of a nickel cadmium battery is that after several hundred charge/discharge cycles, the battery may not deliver its rated capacity. The battery exhibits a loss of
capacity. This loss may be as much as 35 percent of the rated capacity. Personnel accustomed to working with lead acid batteries could interpret the loss of capacity as a natural
aging of the battery. The loss of capacity is normal and must be corrected periodically. However, the ability of a nickel cadmium battery to deliver full rated capacity can be restored by
proper maintenance. The loss of capacity is usually due to cell imbalance, and the cells can
be rebalanced and full capacity of the battery restored by constant current charging. The
battery has a fast recharge capability and can be recharged from dead to full capacity in 1
hour.
1119
CSP369D/E MTM1

Electrical System
REVERSE CURRENT
RELAY
ENGINE
ACCESSORY
GEARCASE
NOTE 5
ENGINE HARNESS
DISCONNECT
GASKET
MOUNTING FLANGE
OLEO SUPPORT
FITTING
MOUNTING CLAMP
TERMINAL BLOCK
START RELAY
GROUND CONNECTION
FIREWALL
STA 124
FAN COVER
STARTERGENERATOR
G300 (NOTE 4)
TERMINAL BLOCK
LOOKING FORWARD
(ROTATED)
DAMPER AND
DRIVE SHAFT
BRUSH ACCESS COVER
END BELL
DRYSPLINED
DRIVE SHAFT
(NOTE 2)
WIRE
P107B10
DAMPENER
CLUTCH
WETSPLINED
DRIVE SHAFT
(NOTE 6)
DAMPENER
BACK PLATE
VIBRATION
DAMPENER
(NOTES 1, 3)
ORING
NOTES:
1. DAMPENER CLUTCH MUST EXERT SPRING PRESSURE
AGAINST BACK PLATE WITHOUT GAP BETWEEN
ARMATURE
CLUTCH AND PLATE. MINIMUM CLUTCH SPRING
COMPENSATING
THICKNESS 0.015 IN. (0.381 MM); MINIMUM BRONZE FRICTION
FACING THICKNESS IS 0.010 IN. (0.254 MM) ON PLATE.
INTERPOLE
2. AT INSTALLATION, SPLINES ARE TO BE LUBRICATED WITH
SHUNT
SERIES
GREASE (CM111)).
3. LSI MODEL 2303220 ONLY.
4. LSI MODEL 2303220 DRY SPLINE SHOWN ON THIS
ILLUSTRATION; PREVIOUSLY INSTALLED BENDIX
RADIO NOISE
30B6915A AND AIRCRAFT PARTS GENERATION
(RFI) FILTER
STARTERGENERATORS CURRENTLY USED ARE SIMILAR.
5. WIRING SHOWN IS FOR 369D HELICOPTERS S/N 003373.
REF. SEC. 960000 FOR LOCATION OF ENGINE COMPARTMENT
RELAYS AND REWIRING ON 369D HELICOPTERS SUBSEQUENT
C+
E
B+
A+
D
TO S/N 723.
6. WET SPLINE STARTERGENERATOR IS INSTALLED ON 369D
SCHEMATIC DIAGRAM
HELICOPTERS S/N 994 AND SUBS..
G961003
Figure 1111. StarterGenerator Mounting
1120
CSP369D/E MTM1

Electrical System
HILIMIT
SWITCH
COVER
NOTE 1
CELL HOLD
DOWN BAR
FIBERGLASS
SLEEVING
FILLER CAP
VENT PLUG
LOWLIMIT
SWITCH
TERMINAL SCREW
(NOTE 2)
BAFFLE
TERMINAL WASHER
HIGH TEMPERATURE
SWITCH RED PAINT
MARK
TEMPERATURE
SWITCHESINSTALLATION
(TYP)
BUS BAR
FILLER
VENT
TERMINAL
CELL
(NOTE 3)
NOTE 4
VENTILATION GAP
(BOTH SIDES)
NYLON SEPARATOR
TYPICAL BUS CONNECTION

TO RECEPTACLE
NOTE 6
CASE
RECEPTACLE BUS STRIP

(NOTE 5)
GUSSET
(OPTIONAL)
CONNECTOR SEPARATOR
(VINYL PLASTICCOVERED
CORROSION RESISTANT
STEEL SHEET)
J108 RECEPTACLE
(NOTE 5)
NOTES:
1. SCREW, WASHER AND NUT USED FOR SHIPMENT, HANDLING
AND STORAGE.
2. SCREW TORQUE: 15 18 INCHPOUNDS (1.69 2.03 NM).
3. CAUTION: COMPLETE SET OF SAME MANUFACTURERS CELLS
MUST BE USED. MIXING OF DIFFERENT MANUFACTURERS
CELLS IS NOT ALLOWABLE. (REFER TO MANUFACTURERS
INSTRUCTIONS, SEC. 010000).
4. CELLS ARE SHOWN NUMBERED FOR REFERENCE ONLY.
5. CONNECTOR BUS STRIPS AND BACK OF CONNECTOR COVERED
TO WITHIN 0.62 INCH (15.748 MM) OF CELL TERMINALS WITH
0.060 INCH (1.524 MM) THICK COATING OF SEALANT.
6. COVERED WITH SEALANT.
TG960006
Figure 1112. Nickel Cadmium Battery
1121
CSP369D/E MTM1

Electrical System
BATTERY FREEZING
Lead acid batteries exposed to cold temperatures are subject to plate damage due to freezing of the electrolyte.
A nickel cadmium battery is not as susceptible to damage due to freezing, because no appreciable chemical change takes place between the charged and discharged state. However, the
electrolyte will freeze at approximately 75F.
SERVICING
Nickel cadmium batteries should be serviced regularly at intervals determined by experience. One of the criteria used in establishing a service period should be the time required
for the battery to use 20 cubic centimeters of water per cell. Since water consumption will
vary with ambient temperature and operating methods, experience is the only way of establishing a practical service period. A test, conducted with four batteries, shows this to be
close to a 4 month period.
As stated earlier, the nickel cadmium battery plates absorb electrolyte when discharging
and expel it when charging. Therefore, distilled or demineralized water should be added
only when the battery is fully charged. If too much water is added to a discharged battery,
excess water may be forced out of the battery when it is recharged.
When gassing occurs toward the end of the charge and during overcharge, electrolysis takes
place and reduces only the water content of the electrolyte. The potassium hydroxide tends
to remain in the plates, but a minute amount will be carried out with the vapor. The amount
expelled is not sufficient to appreciably alter the specific gravity of the electrolyte.
Potassium hydroxide has a high affinity for carbon. Any amount that is expelled readily
reacts with carbon dioxide in the air to form potassium carbonate, a white crystal that is
noncorrosive, nontoxic, and nonirritating. The potassium carbonate may be wiped away
with a clean damp cloth. A brush may be used to loosen the residue, but a wire brush or
solvent should not be used.
The battery will normally be charged if the helicopter has recently terminated a flight and
the battery was not used to operate electrical equipment. If there is any doubt as to the state
of charge of the battery, it may be charged in accordance with the CSPHMI2.
CAUTION
Never add water to nickel cadmium battery until after it is fully charged and
has been allowed to rest (stand) for a period of 1 to 2 hours. When adding water,
do not squirt it in, but allow it to slowly run into the cells. This method will
provide greater control during filling. Overfilling can cause the battery to explode.
MAINTENANCE TIPS
Add water to the battery only when it is charged. A discharged battery will appear dry and
little water will spill out even if the battery is turned on its side. Electrolyte is absorbed into
the plates when the battery is being discharged and expelled when it is being charged. Adjusting the electrolyte to the desired level of 1/16 to 1/8 inch above the bottom of the filler
well when the battery is discharged may result in the electrolyte overflowing when charged.
Add only clean distilled water to the battery. Do not allow the battery to dry out. There is no
need to replenish the potassium hydroxide (KOH).
Keep lead acid battery service equipment separate from nickel cadmium battery service
equipment.
If it is properly maintained, long life and reliability can be obtained from the nickel cadmium battery. It is important to remember that the battery can be reconditioned, using the
1122
CSP369D/E MTM1

Electrical System
proper charging techniques, and that a battery that may appear to be beyond repair can be
rejuvenated at a fraction of the cost of a new battery. An understanding by maintenance
personnel as to how a nickel cadmium battery operates, the differences between a nickel
cadmium battery and a lead acid battery, and the differences in service techniques will aid
in obtaining maximum life with trouble free operation.
CAUTION
Servicing equipment used for lead acid batteries is not to be used for servicing
nickel cadmium batteries, as acid is detrimental to the proper functioning of
nickel cadmium battery.
CHECKING NICKEL CADMIUM BATTERIES.

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

Beginning with aircraft serial number 384E the electrical system incorporated a generic electrical wire harness that is common with other current production MD500 series aircraft and includes wiring for common optional equipment kits and future growth.
Colocation of major power distribution components, increased size and isolation of main feeder
lines, and the use of a single generator control unit (GCU) increases the reliability and performance of the helicopters electrical system.
The early (early generic") version of the generic system utilized an air/ground switch to disable
the ENGINE OUT/low rotor audio warning while on the ground and a three position REIGN
test switch that, in addition to testing the reignition system, also tested the ENGINE OUT/low
rotor audio warning. This early generic" version was delivered on aircraft serial numbers 384E
through 508E.On aircraft serial numbers 509E and subsequent, a modified (late generic") version of the system eliminated the air/ground switch, incorporated the ENGINE OUT/low rotor
audio warning disable into the generator switch, and changed the REIGN test switch back to a
twoposition, momentarytype switch. In operating the reignition system and checking the
ENGINE OUT/low rotor audio warning the late generic" system functions almost identical to
the pregeneric" system.
Operators should note that aircraft originally delivered with the early generic" version of the
system may have been modified in the field to the late generic" version. Look at the REIGN
test switch and its labelling to determine which version of the system is installed in your particular helicopter. Pregeneric" and late generic" utilize a twoposition, momentarytype
switch, labelled OFF at the bottom and TEST at the top. Early generic" systems utilize a three
position switch labelled OFF at the bottom, FLT in the middle, and TEST GND at the top.
1123
CSP369D/E MTM1

Electrical System
11.3.1. Generator Control Unit
On 369E helicopters S/N 384 & subs, a generator control unit (GCU) replaces VR1, K300 and
K103 providing for regulation, reverse current, overcurrent and overvoltage protection (Ref.
Figure 1113).
The GCU regulates, at engine speeds of idle rpm and greater, monitors and maintains correct
generator output voltage by varying generator field current. An overvoltage sensed by the GCU
trips the GEN switch removing power to the GCU and removing generator output voltage from
the main dc power bus. The GCU reverse current circuitry prevents discharging of battery
through generator circuits when generator output voltage is less than battery voltage. If generator output voltage is absent or excessively low, the reverse current circuit senses same tripping the GEN switch removing power to GCU and provides internal ground to illuminate GEN
OUT lamp on the instrument panel.
E5
GENERATOR CONTROL UNIT

AS301 SHUNT
TERMIAL 1
RELAYS FOR GCU ADJUSTMENT
VOLTAGE ADJUST
CURRENT LIMIT SWITCH

(NOTE)
4
3
21
CONNECTOR

(369D24284BSC)
369E 384 508

369D242843
369E 509 537
369D242845
369E 538 AND SUBS
Figure 1113. Generator Control Unit

1124
TG961001
CSP369D/E MTM1

Electrical System
11.4 Indicator Lights Dimmer
The dimmer assembly is a solid state device associated with warning and caution indicator
lights. The unit contains 28 vdc and ground test circuits, with isolation diodes, which are used in
the PRESSTOTEST circuit for indicator lights. The unit also contains a transistorized
switching regulator to regulate voltage for instrument light dimming. A holding relay and zener
diode circuit is provided for dimming amber caution lights. Both dimming circuits are controlled
by a potentiometer mounted on the instrument panel.
11.5 Starting And Generating System Troubleshooting
Troubleshooting for the starting and generating system is outlined in Table 121.
Table 121 Troubleshooting Electrical System
Symptom
Probable Trouble
Corrective Action
Defective BATTERYOFFEXT
PWR switch
Replace switch.
Defective battery relay
Replace battery relay.
Battery discharged
Install serviceable battery.
K200 Battery Hi Temp relay
Replace Battery Hi Temp relay.
Charging rate incorrectly set
Adjust voltage regulator or *GCU.
Battery idle to long
Excessive corrosion on battery

terminals
Exposure to water or corrosive

fluids
Clean terminals; coat with

noncorrosive grease.
Battery overheats and/or

discharges smoke
Charging rate to high
Loose battery terminal links, straps

or screws
Repair battery as necessary.
Damaged or defective battery
Repair or replace battery.
Circuit breaker out
Reset circuit breaker.
Start relay defective
Replace start relay.
Battery relay defective
Replace battery relay.
APU relay defective
Replace APU relay.
Discharged battery
APU, reverse polarity, diode open
Replace diode.
Startergenerator defective
Replace startergenerator.
START switch or wiring defective
Replace switch, or repair defective

wiring.
*Defective fwd line contactor
*Replace fwd line contactor.
Battery fails to energize electrical

circuits
Discharged battery
Startergenerator fails to function

when START switch pressed
1125
CSP369D/E MTM1

Electrical System
NOTE: * Refer to 369E: 384 & subs, 369FF: 076 & subs and 500N: 045 & subs.

Symptom
Startergenerator fails to supply
charging current with engine
operating
Probable Trouble
Circuit breaker out
Reset circuit breaker.
Reverse current relay defective or

*GCU
Replace reverse current relay or

*GCU.
Excessive discharge rate
Check for cause of excessive

discharge rate.
Charging rate to high
Startergenerator defective (Check

for sheared armature drive shaft
through air inlet screen)
Replace sheared drive shaft (Refer

to manufacturers publication Ref.
Sec. 0100, Table 201)
Voltage regulator or *GCU

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

incorrectly adjusted
Overvoltage relay defective or

*GCU
Replace overvoltage relay or *GCU.
GENOFF switch defective
Replace switch.
Defective wiring
Repair or replace defective wiring.
*Defective aft/fwd line contactor
*Replace aft/fwd line contactor.
Ammeter indication offscale below Defective reverse current relay or

zero; engine not operating and
*GCU
GENOFF switch is on
GENOUT indicator light on;
voltage lower than normal when
engine is operating
Corrective Action
Replace reverse current relay or

*GCU.
Weak generator field
Replace startergenerator.
Defective voltage regulator or

*GCU
Defective startergenerator
Replace or repair startergenerator.
Incorrectly adjusted voltage

regulator or *GCU
NOTE: *Refer to 369E: 384 & subs, 369FF: 076 & subs and 500N: 045 & subs.
1126
CSP369D/E MTM1

Electrical System
Symptom
Fluctuating current indication on
ammeter
Probable Trouble
Corrective Action
Unstable voltage regulator or *GCU Replace voltage regulator or *GCU.

Brushes excessively worn
Replace startergenerator brushes.
Loose ammeter circuit wiring or

defective resistor R500 if installed
(R500 used with early model
instrument clusters 369D S/N
003723 only)
Check ammeter circuit connections

and resistor R500 if installed. Repair
or replace as necessary.
Incorrectly adjusted voltage

Excessively high or low current
regulator or *GCU
indication on ammeter, engine
operating; GENOUT indicator light
Defective voltage regulator or
not on
*GCU

Defective ammeter
Replace ammeter indicator or

instrument cluster (if installed in
threepack).
Incorrect connection of ammeter

shunt wire or defective resistor
R500 if installed (R500 used with
early model instrument clusters
369D S/N 003723 only)
Check shunt wire connection and

resistor R500 if present. Repair or
replace as necessary.
Adjustment of voltage regulator has Defective voltage regulator or

no effect on voltage indication
*GCU
NOTE: * Refer to 369E: 384 & subs, 369FF: 076 & subs and 500N: 045 & subs.
1127/(1128 blank)
CSP369D/E MTM1
SECTION TWELVE
Environmental Control
Systems
CSP369D/E MTM1

Environmental Control Systems
OIL FLEX LINE

HOSE
DUCT
DUCT ASSEMBLY
MUFFLER
HEATER
CONTROL
COLD AIR MANIFOLD

CONVENIENCE PANEL
HEATING VALVE
VANE
SHAFT
HOUSING
PULLEY
DRIVEN
DIFFUSER
DRIVE
PULLY
BELT
BALL VALVE
CONTROL LEVER
BLEED AIR
FITTING
ELBOW
HEATING VALVE ASSEMBLY
Figure 121. Heating and Defogging System
122
CSP369D/E MTM1

12.0 Heating And Defogging System
NOTE: Refer to HMI Chaptrer 210000
The heating and defogging system provides heated air for pilot and passenger comfort in colder
areas of operation and will provide fresh air for windshield defogging in humid areas of operation. This is accomplished by one simple system requiring no combustion, electrical switches,
sensing devices, or elaborate regulating units.
Airflow is supplied by the engine oil cooler blower to one control valve port. Heated air is also
supplied to another control valve port. The control valve then acts as a mixer to control air temperature discharge into the cabin area.
For heating and defogging, the Model 369D/E helicopter uses some of the air that passes
through the engine oil cooler blower assembly. The blower scroll has two outlets. The outlet on
the right side of the scroll is ducted to the engine oil cooler. The outlet on the left is ducted to the
transmission oil cooler and to the heating control valve.
The scroll left side outlet is equipped with a Yduct which supplies air for cabin heating and
defogging. The airflow is ducted to the heater control valve and, when open, the air will continue
through ducting to the six fan shaped outlets in the cockpit and the convenience panel outlet for
passenger/cargo compartment heating.
The heated air is provided by bleed ports on the engine compressor discharge scroll. The heat is
generated by compression through seven stages of the engine compressor and will average approximately 600F at takeoff RPM. Heater operation at maximum causes an 8 percent of available power loss.
The heated air is supplied by two bleed ports on the front side of the 7th stage centrifugal compressor scroll. The ports are located diametrically opposite one another to maintain a balance of
airflow through the compressor discharge tubes.
The heat of this bleed air is generated by compression, as with the antiice air, and is routed
through tubing to a port on the heater control valve. The heater control valve, when open, acts as
a mixer" of heated bleed air with the engine oil cooler blower supplied ambient air. Control of
the cockpit and passenger/cargo compartment temperature is a function of the cockpit control
setting which positions the control valve.
A large cylinder in the ducting above the heater control valve area serves to deaden noises that
may resonate through the ducting as a result of airflow.
123
CSP369D/E MTM1

VANE
SCREW
SPACER
SPRING
SHAFT
HOUSING
WASHER
PIN
BOLT
DRIVEN PULLEY
WASHER
WASHER
DRIVE PULLEY
BELT
BLEED AIR
FITTING
SHIM (AR)
ROTATED
(NOTE)
SCREW
PIN
RETAINER
BALL
LEVER
WASHER
ORING
WASHER
COUPLING
SHAFT
NUT
ELBOW
Figure 122. Heater Control Valve
124
WASHER
NOTE:
USED ON AIRCRAFT WITH
PARTICLE SEPARATOR.
TG214003
CSP369D/E MTM1

HEATER CONTROL VALVE. The heater control valve assembly houses two valves; one to
control the amount of engine bleed air (heated), and another to control passage of blower
ambient air.
The inlet for engine air is controlled by rotating a ball valve. As the ball is rotated by cockpit
control movement, the passage through the ball aligns with the valve ports, thus allowing
passage of heated air. The inlet from the blower scroll is controlled by a butterfly valve
which has a drive drum interconnected to the ball valve by means of a rubber belt.
When the ball valve is closed, the butterfly valve is closed, and consequently no heated or
blower air passes through the heater control valve. As the cockpit control is moved aft, the
control valve lever is moved, rotating the ball valve and opening the butterfly valve. The
first one inch of travel of the cockpit control rotates the ball valve, but not far enough to align
the openings. However, the butterfly valve immediately opens allowing passage of blower
air to pass to the outlets for defogging. Further movement of the control will now open the
ball valve proportionally for heater operation.
The rubber belt has teeth along the inner diameter which engage in notches on both drive
drums. The belt drums are of two different diameters, the one for the butterfly valve being
the smaller. This is for a definite reason. If at any time, through the valve operational range,
only heated air was allowed through the ducts without some dilution, the temperature
could create softening of the canopy plexiglass. To prevent this from occurring, the butterfly
valve, when the heated air ball valve is full open, is 3/4 closed, providing the necessary dilution but allowing maximum heat to be discharged on to the plexiglass.
125
CSP369D/E MTM1

STRAP
(TYP)
GROMMET
CABLE
AFT AIR DUCTS
FWD AIR DUCTS
AIR DIFFUSERS
AIR DIFFUSERS
MUFFLER
BOLT
COLD AIR
CONNECTOR HOSE
INDEX FOR COLD AIR

VANE ALIGNMENT IN
OPEN POSITION
CLAMP
CABLE ASSEMBLY
WASHER
NUT
CLAMP
SPACER
GASKET
NUT
CONTROL VALVE
ASSEMBLY
WASHER
ROTATED
BOLT
NOTE
1/8 IN. (3.175MM) DRILL
JAM NUT
RIGGING PIN HOLES

(OPEN POSITION)
NOTE:
GASKET
INSTALLED ON AIRCRAFT WITH
AIR PARTICLE SEPARATOR.
NUT
COTTER
PIN
NUT
BLEED AIR LINE
BOLT
CLEVIS
PIN
WASHER
ELBOW
Figure 123. Heater Control Cable
126
BLEED AIR
FITTING
TG214001
CSP369D/E MTM1

HEATER CONTROL CABLE. The control handle and wire cable and conduit assembly is
incorporated in the left side of a duct attached to the overhead canopy structure. Movement
of the cable actuating control handle to the forward limit opens the heat control valve completely (Ref. Figure 123). Complete travel of the control handle is approximately 2 3/4
inches, from open to closed positions. Cable routing is along the left side of the main rotor
mast support structure and then downward to the control valve on the firewall.
DOOR WINDOW
SNAP VENT
MOVEABLE
DIFFUSER
CONTROL KNOB
INSTRUMENT PANEL
VENT VALVE
CONTROL CABLE
AIR DUCT
CABIN VENT VALVE
CANOPY PANEL
OUTSIDE (RAM) AIR
VANE
INSIDE (EXHAUST) AIR
SEAL
Figure 124. Ventilating System
127
CSP369D/E MTM1

12.1 Ventilating System
The main source of fresh air to the helicopter interior is a cableactuated vent control valve located at approximately the center of the canopy, forward of the instrument panel (Ref.
Figure 124).
The vent control valve will allow ram air to enter an inlet, discharging through a diffuser, which
directs the air for circulation throughout the pilot and passenger/cargo compartments.
Each pilot and passenger/cargo compartment door window contains an adjustable plastic ventilator which can be opened, closed, and positioned by rotation of the vent output to supplement
fresh air intake, or positioned for exhaust as desired.
128
VENTILATING SYSTEM VALVE. The vent control valve provides a control for the amount
of ram air allowed to enter the pilot and passenger/cargo compartment. The valve 4inch
inlet is located at approximately forward center of the canopy and is molded into the canopy
center frame. The vent valve housing is made of polycarbonate plastic and incorporates a
valve vane to control
airflow. The valve door (vane) is actuated by a wire cable and conduit assembly.
VENTILATING VALVE CONTROL. The control knob is located on the instrument panel.
The knob is labeled PULL FOR AIR. The control mechanism is a friction catch type mechanism which will lock in any position when the knob plunger is released.
CSP369D/E MTM1
SECTION THIRTEEN
Airframe Instruments
CSP369D/E MTM1

13.0 General
The instrument panel contains all standard flight, navigation, and engine instruments with the
exception of the outside air temperature indicator and the magnetic compass. Provisions are
incorporated in the panel face for installation of UHF/VHF communication equipment, navigation aid equipment, and miscellaneous optional instruments.
13.1 Engine And Powertrain Instruments
Engine and powertrain instruments include a direct reading engine oil pressure system, engine
torquemeter, turbine outlet temperature (TOT) indicator, gas producer tachometer, power turbine and main rotor tachometer, engine oil temperature, dc ammeter, and fuel quantity indicators.
Warning and caution lights include ENG OUT, XMSN OIL TEMP, XMSN OIL PRESS, BATT
TEMP 160, BATT TEMP 140, GEN OUT, ENG CHIPS, M/R XMSN CHIPS, T/R XMSN
CHIPS, FUEL LEVEL LOW, FUEL FILTER, and START PUMP ON lamps.
13.2 Navigation Instruments
Navigation instruments include a magnetic compass, directional gyro, visual omnirange indicator, automatic direction finder, and transponder.
MAGNETIC COMPASS. The magnetic compass is attached to the center canopy frame and
is internally illuminated from the night lighting system.
The magnetic compass indicates the aircraft heading in reference to the earths magnetic
field. A nonmagnetic metal bowl, filled with liquid, contains a card that provides the means
of reading compass indication. The card magnet assembly is suspended on a jeweled pivot
that allows the magnets to align themselves freely with the direction of the earths magnetic
field. The compass card and a fixed position reference line are visible through a glass window in the front of the instrument.
DIRECTIONAL GYRO (If installed). The directional gyro indicator system presents accurate helicopter heading information referenced to a free gyro. A directional gyro and heading indicator are combined in the directional gyro system. The indicator also contains an
inverter which converts 28 vdc power to ac power for gyro and indicator operation.
The directional gyro indicator system consists of a directional gyro indicator, electrical wire
harness, GYROS circuit breaker, associated electrical and mounting components and hardware. The directional gyro indicator is installed upper center in the instrument panel. The
GYROS circuit breaker is located on the instrument panel and provides 28 vdc power and
circuit protection for the system.
NOTE:
132
The directional gyro system is a customer option and as such, the location may vary.
TRANSPONDER. The optional transponder system provides automatic radar identification of the helicopter to any interrogating ground station. The system furnishes helicopter
identification information to all suitably equipped interrogating stations within operational range of the system. The transponder receives +28 vdc from the main electrical system
when the XPDE (transponder) circuit breaker on the instrument panel is ON.
CSP369D/E MTM1

ENGINE OUT AUDIBLE

WARNING HORN
(SEE NOTE)
ALTIMETER
ENGINE OIL
TEMPERATURE
INDICATOR
AIRSPEED
INDICATOR
ENGINE OIL
PRESSURE
INDICATOR
VNE
PLACARDS
ALT
FUEL
QUANTITY
INDICATOR
AMMETER
CLOCK
DUAL TACHOMETER
TORQUE
INDICATOR
TURBINE OUTLET
TEMPERATURE
(TOT) INDICATOR
FUEL
VALVE
FUEL SHUTOFF
VALVE
KEY
SWITCH
PULL
FOR
AIR
FRESH AIR
VENT
N1
TACHOMETER
EDGE LIGHTED SWITCH

PANEL: PRE AND LATE
GENERIC
EDGE LIGHTED CIRCUIT

BREAKER PANEL
EARLY GENERIC
ANTIICE
SWITCH
(250C20R/2)
NOTE:
ON LATER MODEL 369E HELICOPTERS,
ENGINE OUT AUDIBLE WARNING HORN
RELOCATED ADJACENT TO PILOTS
UTILITY LIGHT ON MAP CASE PANEL
MT030141
Figure 131. Instrument Panel Model 369E Typical
133
CSP369D/E MTM1

13.3 Flight Instruments
Flight instruments provide visual indications for monitoring the helicopter performance.
Standard flight instruments include an airspeed indicator, altimeter, elapsed time clock,
and outside air temperature indicator. Optional flight instruments include an attitude gyro
and vertical speed indicator.
AIRSPEED INDICATOR. The airspeed indicator provides an indication of airspeed in

knots and miles per hour. The airspeed indicator is a pressure sensitive unit actuated by the
differential pressure between ram and static air. Ram air enters through the pitot tube and
is routed into an aneroid type diaphragm. Static air pressure is routed into the instrument
and surrounds the diaphragm. The differential between the pressures on the inside and the
outside of the diaphragm will be sensed and will cause the diaphragm to expand or contract.
This movement is transmitted by a series of gears and levers, to the face of the instrument
to regulate the position of the needle, which then indicates pressure differential in knots or
miles per hour.
ALTIMETER. The altimeter provides a means of measuring the distance from sea level to
the aircraft up to a height of 50,000 feet. The altimeter is a pressure sensitive instrument
actuated by changes in atmospheric pressure. Static air pressure is routed into the instrument and surrounds an evacuated aneroid diaphragm. A change in static air pressure will
cause the diaphragm to expand or contract. This movement will be transmitted by a series
of levers and gears to the needles on the face of the dial.
Since atmospheric pressure (pressure altitude) changes with each different location, the
altimeter is adjustable to compensate for each locations altitude. An adjustable barometric
scale, the hands, and the aneroid diaphragm move to align the instrument mechanism with
the new altimeter setting.
134
ELAPSED TIME CLOCK. The clock is a 22jewel movement, elapsed time, spring driven
timepiece that is hand wound. One winding will operate the clock for approximately eight
days. The winding knob, when pulled and turned, adjusts the hands. A second knob controls
the elapsed time. When the hands are set at 12 oclock, the first depression of the knob starts
the hands, the second depression stops the hands, and the third depression resets the hands
to 12 oclock.
OUTSIDE AIR TEMPERATURE INDICATOR (OAT). The outside air temperature (OAT)
indicator consists of a bimetal element attached through a stainless steel stem to a dial type
temperature gage. The indicator is installed through the left hand side of the canopy, just
above the instrument panel, where it is secured by the sun shield. The temperature indicator dial has a centigrade scale and a Fahrenheit scale. Movement of the pointer is obtained
by the reaction of the bimetal element to changes in temperature. The element is a small
helical spring consisting of a wound strip of two dissimilar alloys welded together. These
alloys, having different coefficients of expansion, cause the spring to coil more tightly or to
uncoil when subjected to changes in temperature.
ATTITUDE GYRO (If isntalled.). The attitude gyro indicator is an electric gyro with a pictorial horizon and rotating dial that continuously indicates helicopter pitch and roll compared to pitch and roll references established by the gyro. The indicator is mounted upper
center in the instrument panel. The instrument provides attitude indication by means of a
horizon bar, turn index mark and the outline of an airplane. Attitude indication results
from internal gyro reactance to a corresponding pitch and roll attitude of the helicopter. Slip
indication is by means of a conventional ball and tube at the lower front of the instrument
face. The instrument requires and uses 28 vdc electrical power from the GYROS circuit
breaker. The gyro is caged by use of a knob at the lower right of the instrument. A knob at
the lower center of the instrument allows aligning the airplane outline with the horizon bar
when the helicopter is in level flight and permits pilot selection of the desired pitch attitude
reference. A knob at the lower right is for erecting the gyro.
CSP369D/E MTM1

Figure 132. OAT Gauge and Magnetic Compass
135
CSP369D/E MTM1

Figure 133. PitotStatic System 369D
136
CSP369D/E MTM1

SINGLE STATIC
PRESSURE PORT
(NOTE 2)
DRAIN VALVE
STATIC PRESSURE TUBE
STATION 127.00
DRAIN VALVE
GROMMET
ALTIMETER
COVER PANEL
AIRSPEED
INDICATOR
NYLON CROSSOVER TUBE
(NOTE 1)
INSTRUMENT PANEL
(TYPICAL)
STATIC PRESSURE
TUBE
CANOPY FRAME
TORQUE GAGE
PRESSURE LINE
DRAIN VALVE
NYLON STRAP
LINE ATTACHMENT
(TYPICAL)
GROMMET
INST PANEL LOWER

SUPPORT STRUCTURE
DRAIN HOLE (HEATED

TUBE HAS TWO DRAINS)
PITOT TUBE ASSEMBLY
NOTES:
1. MINIMUM BEND RADIUS OF 1.00 IN. (2.54 CM)
REQUIRED FOR ALL TUBES.
2. TUBE BONDED TO FAIRING WITH ADHESIVE.
TUBE END MUST BE FLUSH WITH OUTSIDE
SURFACE.
TG951002A
Figure 134. PitotStatic System 369E
137
CSP369D/E MTM1

13.4 Pitotstatic System
The pitotstatic system consists of a pitot tube assembly, a static pressure port installation and
interconnecting tubing and fittings. The pitot tube, in the lower center of the canopy panel, is
connected to the airspeed indicator by a nylon line. The static pressure port is located in the aft
end of the engine air intake fairing. The port is connected to a line routed between the port and
the altimeter. Springloaded drain valves are located at the static line low points aft of station
127.00 and forward of the instrument panel. A static source crossover line interconnects the altimeter and airspeed indicators.
CAUTION
138
Do not blow air through pitot static system lines without disconnecting altimeter
and airspeed indicator. This may result in distortion or rupture of instrument
diaphragm.
HEATED PITOT TUBE (If installed). An electrically heated pitot tube is offered as a customer option. The heated pitot tube is used when outside air temperature is below freezing,
thus preventing ice from forming in the pitot tube. The heated pitot tube consists of an enclosed electric heating element over the outside end of the pitot tubing. The heating element
is controlled by a circuit breaker located lowerleft in the instrument panel. The circuit
breaker is placarded PITOT HTR.
CSP369D/E MTM1
SECTION FOURTEEN
Weight and Balance
CSP369D/E MTM1

Weight and Balance
RIGHT EDGE OF
CONTROL TUNNEL
PLUMB LINE
SUPPORT CLIP
PLUMB LINE
AFT JACKING PAD
(STA 197.2) (369D/E/FF)
TARGET PLATE
HOISTING
ADAPTER
QUICK RELEASE
PINS (3 PLACES)
LEVELING
LOCKPIN
JACK FITTING
JACKING
TG070001
Figure 141. Hoisting, Jacking and Leveling
142
CSP369D/E MTM1

Weight and Balance
14.0 General
NOTE:
Refer to HMI Chapter 080000
The prime purpose of helicopter weight and balance control is safety, by staying well within the
designs stability and control envelope. The next is to attain the maximum flight performance,
longevity of helicopter components, and powerplant serviceability and economy of operation. A
helicopter that is incorrectly loaded and balanced not only is unstable but does not and cannot
correctly perform in flight according to its designated capabilities.
Weight and balance problems consist of mathematical proof of correct weights and balance data
within specified limits as set forth in the specifications and regulations that are pertinent to the
helicopter.
14.1 Weight And Balance Procedures
Weight and balance data may be obtained from the following sources:
Handbook of Maintenance Instructions.

Helicopters current log books.
Helicopters current Flight Manual.
The helicopters last dated Form 337 (Major Repair and Alteration form).
FAApublished aircraft specifications and/or Type Certificate data sheets.
CAUTION
Reference current applicable publications for weight and balance procedures

and additional information.
Before entering into the helicopter weighing procedure or computation, it is necessary to thoroughly understand the information and data given in the pertinent helicopter specifications.
All helicopters are designed and manufactured in accordance with the requirements of FARs
and are operated in a maximum weight range that depends on the category for which they are
designed.
Presuming that a helicopter is designed for maximum weight, the main objective is to obtain as
high a useful load weight as possible while maintaining maximum safety in thedesign of the
structure. A normal category helicopter is one that is designed to offer the ultimate in weight
carrying capacity while engaged in normal flight. The MDHC Model 369D/E helicopter is certified as a normal category rotorcraft. The gross weight of the helicopter is the actual weight of the
helicopter in any operational configuration, including the helicopter, crew, fuel, oil, and payload,
and the maximum gross weight is the most that the helicopter can weigh, including the above
items, and operate under the provisions of its certification.
LEVELING TARGET POSITION (Ref. Figure 141). The helicopter is weighed in the level
position, which is defined as that helicopter attitude in which the longitudinal and lateral
axes are parallel to an established leveling point or target. The helicopter is provided with a
target located on the right hand passenger/cargo compartment floor, with provisions for securing a plumb bob line at the station 78.50 right hand mast support structure.
REFERENCE DATUM LOCATION (Ref. Figure 142). The reference datum is located 100
inches forward of the stationary main rotor mast vertical centerline; this position is also the
same as helicopter station 0.
JIG POINT LOCATION. This is established during construction of the airframe and is used
as a reference for taking measurements during the weight and balance process. The jig
point represents three horizontal measured points from the reference datum and is located
on center with the three helicopter jack points.
143
CSP369D/E MTM1

Weight and Balance
STA.
STA.
78.5 ROTOR C 124.0
L
STA.
100.0
CG OF COPILOT/PASSENGER
CARGO COMPARTMENT
STA.
15.00
STA.
174.0
+15.5
+12.2
REFERENCE DATUM
0.0
12.2
13.0
TWOPLACE COCKPIT
(WITH DUAL CONTROLS)
CG OF PILOT
STA.
73.3
STA.
78.5
CG OF RIGHT SIDE
FWD PASSENGER
STA.
15.00
STA.
105.0
STA.
124.0
ROTOR CL
STA.
100.0
CARGO COMPARTMENT
STA.
174.0
+15.5
+12.2
REFERENCE DATUM
0.0
12.2
13.0
THREEPLACE COCKPIT
(WITH SINGLE CONTROLS)
CG OF AFT PASSENGERS
CG OF FWD PASSENGER
CG OF PILOT
STA. 71.5
STA. 73.5
STA. 105.0
STA. 107.4
STA. 15.00
STA. 99.0
PERMISSIBLE CG LIMITS
20
40
60
80
100
120
SLING POINT
LEVELING PLUMB
STA. 92.6
140
160
180
200
OIL TANK (RH SIDE)
220
240
260
JIG POINT
AFT JACKING POINT
STA. 197.2 BL 0.00
STA.
284.0
STA. 174.0
BDH
BATTERY
STA.
78.5
STA.
124.0
ENGINE SECTION
FUEL CELL
COMPARTMENT
JIG POINT
MAIN JACKING POINT
STA. 96.9 BL 25.6
Figure 142. Balance Diagram Model 369E
144
300
FIREWALL
REFERENCE
DATUM
280
TG081003

CSP 369de MTM 1

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

CSP 369de MTM 1

Uploaded by

Copyright:

Available Formats

CSP369D/E MTM1

Maintenance Training Manual

Maintenance Training Manual

Section One Introduction

Section Two Airframe

Maintenance Training Manual

Maintenance Training Manual

Section Three Powertrain

Section Four Tail Rotor and Control Rigging

Section Five Main Rotor

Maintenance Training Manual

Section Six Main Rotor Controls and Rigging

Section Seven Rotor Track and Balance

Maintenance Training Manual

Section Eight Engine Lubrication and Fuel Systems

Section Nine Powerplant

Maintenance Training Manual

Section Ten Engine Controls

Section Eleven Electrical System

Section Twelve Environmental Control Systems

Section Thirteen Airframe Instruments

Section Fourteen Weight and Balance

Maintenance Training Manual

Maintenance Training Manual

Maintenance Training Manual

Maintenance Training Manual

MAIN ROTOR INSTALLATION

Figure 12. 369 Series Helicopter Major Components

Maintenance Training Manual

Maintenance Training Manual

30.81 FT. (9.40 M)

6.43 FT. (1.96 M)

23.88 FT. (7.28 M)

22.42 FT. (6.84 M)

2.0 FT. (0.61 M)

Figure 13. Principal Dimensions 369E

Maintenance Training Manual

13.205 FT. (4.028 M)

31.31 FT. (9.55 M)

30.84 FT. (9.41 M)

21.21 FT. (6.50 M)

Figure 14. Principal Dimensions 369D

Maintenance Training Manual

Figure 15. ATA Numbering System

Maintenance Training Manual

Component Overhaul Manual (Overhaul Data)

Maintenance Training Manual

Structural Repair Manual

Maintenance Training Manual

WARNING result in personal injury, or loss of life.

NOTE: An operating procedure or condition that is essential to highlight.

Maintenance Training Manual

Figure 16. SOR Form 1601

Maintenance Training Manual

Refer to HMI Chapter 050000.

Daily inspection: 050000

Maintenance Training Manual

Maintenance Training Manual

Reference applicable data in CSPHMI2 or CSPSRM6 Manual, Chapters

2.0.3. Model 369D Structural Differences

Maintenance Training Manual

Figure 21. Airframe Structure 369E