Csp-900rfm206a-1 I03 r04

CSP−900RFM206A−1
Model MD900 with PW 206A

ROTORCRAFT FLIGHT MANUAL
Cover REGISTRATION NO: _________________
SERIAL NO: _________________
F90−001A
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
for Model MD900 with PW 206A
Type Certificate No. H19NM
Approved By_____________________________________
Manager, Flight Test Branch, ANM-160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
Original Approval Date: 2 December 1994

Reissue #1: 23 June 1999
Reissue #2: 26 February 2003
Reissue #3:
THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS.
SECTION II − LIMITATIONS
SECTION III − EMERGENCY PROCEDURES Title Page
SECTION IV − NORMAL PROCEDURES
SECTION V − PERFORMANCE DATA
SECTION X − OPTIONAL EQUIPMENT
The helicopter must be operated in compliance with the operating limitations as set forth in section II of
this manual and any additional limitations from Section X as a result of an installed optional equipment
item.
Sections III, IV, V, and portions of section X contain recommended procedures and data and are FAA approved.
THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.
Copyright E 1999-2012 by MD Helicopters, Inc.

All rights reserved under the copyright laws. Original
F−i
900 Series
RFM Revision
Manual: CSP-900RFM206A-1, Rotorcraft Flight Manual

Models: MD900 Helicopter (900 Configuration with PW206A Engines)
Initial Issue: 2 December 1994
Reissue 3: 28 January 2010
Revision 4: 28 January 2014
FILING INSTRUCTIONS:
NOTE: Make sure that Reissue 3, Revision 3, is posted in the manual before you put in
Revision 4.
REMOVE PAGES INSERT PAGES
FRONT MATTER
F-i & F-ii F-i & F-ii
F-xi thru F-xvi F-xi thru F-xvi
F-xxi thru F-xxiv F-xxi thru F-xxiv
SECTION II
2-13 & 2-14 2-13 & 2-14
SECTION IV
4-i & 4-ii 4-i & 4-ii
4-33 & 4-34 4-33 & 4-34
SECTION VIII
8-47 & 8-48 8-47 & 8-48
SECTION IX
9-i & 9-ii 9-i & 9-ii
9-17 & 9-18 9-17 & 9-18
SECTION X
10-17 thru 10-20 10-17 thru 10-20
10-37 & 10-38 10-37 & 10-38
10-41 & 10-42 10-41 & 10-42
A
900 Series
RFM Revision
This page intentionally left blank!
B
CSP−900RFM206A−1 ROTORCRAFT FLIGHT MANUAL
MD900 with PW 206A
LOG OF REVISIONS BY DATE

FAA / NON−FAA REVISIONS
REVISION NUMBER AND DATE REVISION NUMBER AND DATE
Original Issue . 2 December 1994 Reissue #2 . . . . . 26 February 2003
CSP-900RFM-1 This reissue replaces CSP-900RFM-1
in its entirety.
Revision 1 . . . . . . 17 April 1995
Revision 1 . . . . . . 29 May 2003
Revision 2 . . . . . . 8 August 1995
Revision 2 . . . . . . 31 October 2003
Revision 3 . . . . . . 27 September 1995
Revision 3 . . . . . . 8 July 2005
Revision 4 . . . . . . 10 October 1995
Revision 5 . . . . . . 26 June 1996 Revision 4 . . . . . . 21 August 2007
Revision 6 . . . . . . 10 July 1996 Revision 5 . . . . . . 20 February 2008

Revision 7 . . . . . . 29 October 1996 Revision 6 . . . . . . 21 July 2009
Revision 8 . . . . . . 13 November 1996 Reissue #3 . . . . . 28 January 2010
Revision 9 . . . . . . 27 January 1997 Revision 1 . . . . . . 22 July 2011
Revision 10 . . . . . 14 April 1997 Revision 2 . . . . . . 3 February 2012
Revision 11 . . . . . 14 November 1997 Revision 3 . . . . . . 3 August 2012
Revision 12 . . . . . 8 May 1998 Revision 4 . . . . . . 28 January 2014
Revision 13 . . . . . 12 August 1998
Revision 14 . . . . . 17 December 1998 Approved By
Revision 15 . . . . . 2 March 1999
Reissue #1 . . . . . 23 June 1999
CSP-900RFM-1
Revision 1 . . . . . . 1 March 2000 Transport Airplane Directorate
Revision 2 . . . . . . 22 March 2001
Revision 3 . . . . . . 30 May 2001
Revision 4 . . . . . . 2 November 2001
Revision 5 . . . . . . 18 September 2002
Reissue 3
F−ii Revision 4
European Aviation Safety Agency Approved Rotorcraft

Flight Manual for Model MD900 with PW 206A
As of 28 September 2003, the EASA began approving FAA rotorcraft
flight manuals. Operators of MD900 series helicopters registered in a
European Union member state are required to place this approval page
after the cover page in their flight manual.
Log of EASA Revisions By Date

REVISION NUMBER AND DATE EASA Approval Number
Reissue #2, Revision 2 . . . . 31 October 2003 2177
Revision 3 . . . . . . . . . . . . . . . . . . . . 8 July 2005 2177
Revision 4 . . . . . . . . . . . . . . . . 21 August 2007 2177
Revision 5 . . . . . . . . . . . . . . 20 February 2008 2177
Revision 6 . . . . . . . . . . . . . . . . . . . 21 July 2009 2177
Reissue 3 . . . . . . . . . . . . . . . 28 January 2010 2177
Reissue 3
EASA−i
MD900 with PW 206A
EASA−ii
ROTORCRAFT FLIGHT MANUAL CSP−900RFM206A−1
MD900 with PW 206A
APPROVING AUTHORITIES
Joint Aviation Authorities (JAA):

This manual was approved by the JAA.
European Aviation Safety Authority (EASA)
The MD900 and this manual were accepted by EASA based on the JAA approval
listed above. Subsequent revisions of this manual are approved by EASA who
issues a four-digit approval number. See MDHI web page http://www.mdhelicop
ters.com, publications link for EASA approval number and instructions.
National Agency of Civil Aviation (Brazil)
This Aircraft Flight Manual is approved by the FAA on behalf of the National
Agency of Civil Aviation for Brazilian registered aircraft, in accordance with
the Regulamentos Brasileiros de Homologação Aeronáutica” (RBHA) 21, Section
21.29.
/
(Initial FAA Approval Signature/Date)
Transport Airplane Directorate
Reissue 3
Original F−iii
MD900 with PW 206A
Reissue 3
F−iv Original
MD900 with PW 206A
TABLE OF CONTENTS
PARAGRAPH PAGE
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Title Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-i
Log of Revisions By Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-ii
Approving Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-iii
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F-vi
Section I − General
1-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-3. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-4. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-5. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-6. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-7. Multi-Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-8. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-9. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-10. Pilot's Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-11. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-12. Conversion Charts and Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Section II − Limitations
2-1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-5. Center of Gravity (CG Envelope) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-6. Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-7. Rotor Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-8. Transmission Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-9. Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-10. Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-11. Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Reissue 3
Original F−v
MD900 with PW 206A
PARAGRAPH PAGE
2-12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-13. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . . . 2-10
2-14. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Section III − Emergency and Malfunction Procedures

3-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2. Caution and Warning Annunciators and Audio Tones . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-3. Engine Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3-4. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-5. EEC Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3-6. Engine Starting - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-7. Engine/Aircraft Shutdown - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3-8. Fire Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3-9. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
3-10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation . . . . . 3-25
3-11. Engine and Generator Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
3-12. Transmission Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
3-13. Fuel System Display Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
3-14. Caution and Warning Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
3-15. Other Malfunction/Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3-16. Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3-17. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3-18. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Section IV − Normal Procedures

4-1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4-2. Pilot's Daily Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-3. Pilot's Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
4-4. Engine Pre-Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-5. Engine Starting - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
4-6. Engine Runup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-7. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-8. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-9. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
Reissue 3
F−vi Original
MD900 with PW 206A
PARAGRAPH PAGE
4-10. Slow Flight/Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-11. Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
4-12. Engine/Aircraft Shutdown - Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4-13. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-14. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-15. Flight With Doors Removed or Cabin Doors Open . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4-16. One Engine Inoperative Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-17. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
Section V − Performance Data

5-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5-4. Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5-5. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5-6. Single Engine Rate of CLimb and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
5-7. Twin Engine Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5-8. Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
5-9. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
5-10. Power Assurance Check - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
5-11. Power Assurance Check - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Section VI − Weight and Balance Data

6-1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6-2. Load Limits and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-4. Longitudinal Weight and Balance Determination: Passenger Configuration . . 6-8
6-5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6-6. Permissible Lateral Loadings - Passenger Configuration . . . . . . . . . . . . . . . . . . . 6-10
6-7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6-8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Section VII − Systems Description

7-1. Helicopter Exterior Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Reissue 3
Original F−vii
MD900 with PW 206A
PARAGRAPH PAGE
7-2. Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7-3. Tailboom and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
7-5. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
7-6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
7-7. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
7-8. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
7-9. Engine Air Intake and Inlet Particle Separator (IPS) . . . . . . . . . . . . . . . . . . . . . . 7-27
7-10. Engine Power Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
7-11. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
7-12. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
7-13. Environmental Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
7-15. IIDS Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
7-16. Balance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
7-17. IIDS Menu Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Section VIII − Handling, Servicing, and Maintenance

8-1. Hoisting, Lifting, and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-2. Towing and Moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-3. Parking and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8-4. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
8-5. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
8-6. Aircraft Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
8-7. Cockpit Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
8-8. Cabin Seats: Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
8-9. Copilot Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
8-10. Engine Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
8-11. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Section IX − Additional Operations and Performance Data

9-1. Abbreviated Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9-2. Fuel Flow VS Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-3. International Civil Aviation Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Reissue 3
F−viii Original
MD900 with PW 206A
PARAGRAPH PAGE
Section X − Optional Equipment

10-1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10-2. Listing - Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10-3. Compatibility - Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
10-4. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10-5. Operating Instructions: Air Conditioning (P/N 900P7250302-101) . . . . . . . . . 10-5
10-6. Operating Instructions: Controllable Landing/Search Light . . . . . . . . . . . . . . . 10-9
10-7. Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . 10-15
10-8. Operating Instructions: Windscreen Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
10-9. Operating Instructions: Supplemental Fuel System . . . . . . . . . . . . . . . . . . . . . . . 10-27
10-10. Operating Instructions: Rescue Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-37
10-11. Operating Information: -111/-117 IIDS Option . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
10-12. Operating Instructions: Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . 10-53
10-13. Operating Instructions: Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-57
Reissue 3
Original F−ix
MD900 with PW 206A
PARAGRAPH PAGE
Reissue 3
F−x Original
MD900 with PW 206A
SUMMARY OF REVISIONS
TO THE ROTORCRAFT FLIGHT MANUAL
NOTE: Revisions are listed below by number with appropriate remarks.
Section II pages marked [C]* indicate FAA approved color pages.

Black−and−white reproductions of color pages are not considered to be “FAA
Approved”.
REVISION REMARKS
Revision 4 Section II: Figure 2-14. Added optional airspeed indicator.
Section IV: Paragraph 4-16. Revised OEI Train Mode operation.
Paragraph 4-17. Added metric equivalents.
Section VIII: Paragraph 8-11. Added EEC checks to Manual Start
procedure.
Section IX: Paragraph 9-3. Added table number to ICAO Noise Levels;
and added Figure 9-13, Maximum Approved Passenger Seating.
Section X: Paragraph 10-7. Added two Cautions to operating
procedures. Paragraph 10-10. Added metric equivalents where
needed. Added Warning and Caution to Part II and Note to Hoist
Limitations. Part IV. Added Caution to Hoist Operation.
Reissue 3
Revision 4 F−xi
MD900 with PW 206A
LIST OF EFFECTIVE PAGES
FAA APPROVED NON FAA APPROVED

SECTION PAGE NUMBER
REVISION NUMBER REVISION NUMBER
FRONT F-i Reissue 3 Original --------
MATTER F-ii Reissue 3 Revision 4 --------
F-iii Reissue 3 Original --------
F-iv Reissue 3 Original --------
F-v -------- Reissue 3 Original
F-vi -------- Reissue 3 Original
F-vii -------- Reissue 3 Original
F-viii -------- Reissue 3 Original
F-ix -------- Reissue 3 Revision 4
F-x -------- Reissue 3 Original
F-xi -------- Reissue 3 Revision 4
F-xii -------- Reissue 3 Revision 4
F-xiii -------- Reissue 3 Revision 2
F-xiv -------- Reissue 3 Original
F-xv -------- Reissue 3 Revision 4
F-xvi -------- Reissue 3 Revision 4
F-xvii -------- Reissue 3 Revision 3
F-xviii -------- Reissue 3 Original
F-xix -------- Reissue 3 Original
F-xx -------- Reissue 3 Revision 2
F-xxi -------- Reissue 3 Revision 4
F-xxii -------- Reissue 3 Revision 4
F-xxiii -------- Reissue 3 Revision 4
F-xxiv -------- Reissue 3 Original
I 1-i -------- Reissue 3 Original

1-ii -------- Reissue 3 Original
1-1 -------- Reissue 3 Original
Reissue 3
F−xii Revision 4
MD900 with PW 206A

SECTION PAGE NUMBER
II 2-i Reissue 3 Original --------

2-ii Reissue 3 Original --------
2-1 Reissue 3 Original --------
2-3 Reissue 3 Revision 2 --------
2-10 [C]* Reissue 3 Original --------
2-13 [C]* Reissue 3 Revision 4 --------
III 3-i Reissue 3 Original --------

Reissue 3
Revision 4 F−xiii
MD900 with PW 206A

SECTION PAGE NUMBER
3-iii Reissue 3 Original --------
3-iv Reissue 3 Original --------
Reissue 3
F−xiv Original
MD900 with PW 206A

SECTION PAGE NUMBER
IV 4-i Reissue 3 Revision 4 --------

Reissue 3
Revision 4 F−xv
MD900 with PW 206A

SECTION PAGE NUMBER
V 5-i Reissue 3 Original --------

Reissue 3
F−xvi Revision 4
MD900 with PW 206A

SECTION PAGE NUMBER
VI 6-i -------- Reissue 3 Original

6-1 -------- Reissue 3 Revision 3
Reissue 3
Revision 3 F−xvii
MD900 with PW 206A

SECTION PAGE NUMBER
VII 7-i -------- Reissue 3 Original

7-iii -------- Reissue 3 Original
7-iv -------- Reissue 3 Original
Reissue 3
F−xviii Original
MD900 with PW 206A

SECTION PAGE NUMBER
Reissue 3
Original F−xix
MD900 with PW 206A

SECTION PAGE NUMBER
VIII 8-i -------- Reissue 3 Original

8-ii -------- Reissue 3 Revision 2
Reissue 3
F−xx Revision 2
MD900 with PW 206A

SECTION PAGE NUMBER
IX 9-i -------- Reissue 3 Revision 4

Reissue 3
Revision 4 F−xxi
MD900 with PW 206A

SECTION PAGE NUMBER
X 10-i Reissue 3 Revision 2 --------

10-ii Reissue 3 Revision 2 --------
Reissue 3
F−xxii Revision 4
MD900 with PW 206A

SECTION PAGE NUMBER
Reissue 3
Revision 4 F−xxiii
MD900 with PW 206A

SECTION PAGE NUMBER
Reissue 3
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MD900 with PW 206A General
SECTION I
GENERAL
TABLE OF CONTENTS
PARAGRAPH PAGE
1-1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-3. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-4. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-5. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-6. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-7. Multi-Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1-8. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-9. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-10. Pilot's Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
1-11. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Figure 1-1. MD Explorer Rotorcraft Principal Dimensions . . . . . . . . . . . . . . . . . 1-9
Figure 1-2. Interior Dimensions and Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1-12. Conversion Charts and Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Figure 1-3. Speed: MPH/Knots/KmH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-11
Figure 1-4. Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
Table 1-1. Liquid Measure - U.S. Gallons to Liters . . . . . . . . . . . . . . . . . . . . . 1-13
Table 1-2. Linear Measure - Inches to Centimeters . . . . . . . . . . . . . . . . . . . . . 1-13
Table 1-3. Linear Measure - Feet to Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Table 1-4. Weight - Pounds to Kilograms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
Figure 1-5. Conversion Chart: Knots - Meters/Second . . . . . . . . . . . . . . . . . . . . 1-15
Figure 1-6. Conversion Chart: Inches of Mercury - Millibars . . . . . . . . . . . . . . 1-16
Table 1-5. Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-17
Reissue 3
Original 1−i
General MD900 with PW 206A
Reissue 3
1−ii Original
SECTION I
GENERAL
1−1. INTRODUCTION
The Rotorcraft Flight Manual has been prepared to provide the pilot with all informa
tion necessary to accomplish the intended mission with the maximum amount of
efficiency and safety.
1−2. SCOPE
This manual meets all FAA requirements for APPROVED DATA and that data
is so designated.
MD Helicopters, Inc. has included additional supplemental data which is intended
to provide the pilot with information that expands, enhances and eases his task.
1−3. ORGANIZATION
This manual is organized in the following manner:

FRONT MATTER:
Contains: Log of Revisions by Date, Table of Contents, Summary of Revisions,
and the List of Effective Pages.
By referring to the Log of Revisions By Date, the pilot may review a chronological
listing of changes to the Flight Manual.
Reading the Summary of Revisions will inform the pilot of what changes have
been made by paragraph reference. This Summary contains only the latest Flight
Manual Change.
The List of Effective Pages allows the pilot quick reference to page numbers
and their respective revision number. The pages listed should reflect the revision
number that appears at the bottom of each page.
SECTION I - GENERAL
Information of general interest to the pilot, owner or operator of the aircraft
and general rotorcraft information and conversion charts.
SECTION II - LIMITATIONS (FAA Approved)
Specifically defines the limiting factors, procedures and parameters within which
the rotorcraft may be operated. FAA regulations require that limitations not
be exceeded.
Reissue 3
Original 1−1
SECTION III - EMERGENCY AND MALFUNCTION PROCEDURES

(FAA Approved)
Problems which could be encountered in flight are defined and the procedures
necessary to cope with or alleviate them are discussed. The data is recommended
by the manufacturer.
SECTION IV - NORMAL PROCEDURES (FAA Approved)
Normal operating procedures from preflight through shutdown. The data given
is that recommended by the manufacturer.
SECTION V - PERFORMANCE DATA (FAA Approved)
Aircraft performance as defined within certain conditions, such as airspeed,
weight, altitude, temperature, humidity, and wind velocity. Data is provided in
tabular or graph form to allow the pilot to determine the aircraft's capabilities
in relation to the intended mission and prevailing conditions.
SECTION VI - WEIGHT AND BALANCE DATA
Provides aircraft weight and balance operational data in chart and table form
and provides examples that allow the pilot to accurately determine the aircraft's
gross weight, and whether the load is within longitudinal and lateral center
of gravity limits. Also contained in this section are the original weight and balance
report and equipment list (equipment both required and optional) installed on
the aircraft at the time of licensing.
SECTION VII - SYSTEMS DESCRIPTION
Offers a pilot-oriented technical description of the operation of each system
installed on the helicopter.
SECTION VIII - AIRCRAFT HANDLING, SERVICING, MAINTENANCE
The information contained in this section is extracted from the Handbook of
Maintenance Instructions and is highly selective. The subjects chosen are those
with which the pilot may have direct involvement either while at his normal
base of operations or in the field.
SECTION IX - ADDITIONAL OPERATIONS AND PERFORMANCE DATA
The information provided in Section IX is given by the manufacturer to further
assist the pilot in obtaining maximum utilization of the rotorcraft. It also provides
the pilot with abbreviated checklists as well as additional performance data.
SECTION X OPTIONAL EQUIPMENT (FAA Approved)
Certain optional equipment is available for performance of specific tasks. In
many cases the equipment is removable and may be used in combination(s) with
other optional items. Whenever the installation of an option affects FAA approved
limitations, normal/emergency procedures or performance (Sections II thru V),
an FAA approval is required. In addition, a tabular listing of all options is provided
as well as a table showing the compatibility of the various options with one
another.
Reissue 3
1−2 Original
At the front of each section there is an table of contents that lists the data by para
graph number, title, and page number.
1−4. METHOD OF PRESENTATION

General information in the various sections is provided in narrative form. Other
information is given in step-by-step procedures, graphs, charts, or tabular form.
The information in the step-by-step procedure is presented in the imperative mode;
each statement describing a particular operation to be accomplished. Expansion
of the steps is accomplished as follows:
l
A black change bar ( ) in the page margin designates the latest new or changed
information appearing on that page. A hand points to changes in the contents
of an illustration.
WARNING A WARNING brings to the pilot’s immediate attention that

equipment damage and/or personal injury will occur if the
instruction is disregarded − placed after the instruction/step.
A CAUTION alerts the individual that equipment damage may result
CAUTION if the procedural step is not followed to the letter − placed after
the instruction/step.
NOTE: A NOTE expands upon and explains the preceding step and provides fuller
understanding of the particular operation.
1−5. DEFINITION OF TERMS

The concept of procedural word usage and intended meaning has been adhered
to in preparing this manual is as follows:
“Shall” has been used only when the application of a procedure is mandatory.
“Should” has been used only when the application of a procedure is recommended.
“May” and “need not” have been used only when the application of a procedure
is optional.
The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this manual
refer to the degree of urgency with which a landing must be made.
LAND IMMEDIATELY - Execute a power-on approach and landing without delay.
LAND AS SOON AS POSSIBLE - Execute a power-on approach and landing
to the nearest safe landing area that does not further jeopardize the aircraft or
occupants.
LAND AS SOON AS PRACTICAL - Extended flight is not recommended. Whether
to complete the planned flight is at the discretion of the pilot-in-command. However,
Reissue 3
Original 1−3
the nature of the specific problem or malfunction may dictate termination of the
flight before reaching the destination.
1−6. ABBREVIATIONS
SIGNS CLP Collective Lever Position
Cm Centimeters
> Greater than
CCW Counter Clockwise
Equal to or greater than
COM Communication
< Less than
CW Clockwise
Equal to or less than
D
A
dBA A-weighted Decible
AC Air Conditioner DIR Direction; Directional
AEO All Engines Operating E
A/N Alphanumeric ECS Environmental Control
AGL Above Ground Level System
ALT Alternate; Altitude ECTM Engine Condition Trend
Monitoring
AOG Aircraft On Ground
EEC Electronic Engine Control
APU Auxiliary Power Unit
EGT Exhaust Gas Temperature
ASCM Aircraft Systems Condition
ENG Engine
Monitoring
ESNTL Essential
ATT Attitude
ETL Effective Translational Lift
B
EXT Extend; External
BAT Battery F
BIT Built In Test FAA Federal Aviation
BL Butt Line Administration
BLD Bleed FADEC Full Authority Digital
Electronic Control
BMS Balance Monitoring
System FAR Federal Aviation
Regulation
C
FMU Fuel Metering Unit
CAB Cabin FSO Flights since overhaul
CAB HEAT Cabin Heat Ft Feet
CAUT Caution G
CKP(T) Cockpit GA Go-around
Reissue 3
1−4 Original
GCU Generator Control Unit KIAS Knots Indicated Airspeed

GBMC Ground-based Km Kilometer
Maintenance Computer KmH Kilometers per Hour
GEN Generator KT Knots
GPU Ground Power Unit KTAS Knots True Airspeed
H L
HD Density Altitude L Left; Liters

Hg Mercury Lb(s) Pound(s)
HIRF High Intensity Radiated LND Landing
Field LT Light
HP Pressure Altitude M
HSI Horizontal Situation MCP Maximum Continuous
Indicator; Hot Section Power
Inspection
M Meters
HVR Hover
Mbar Millibar
HYD Hydraulic Min Minutes
I MPH Miles-Per-Hour
IAS Indicated Airspeed MSTR Master
ICS Intercom System N
IFR Instrument Flight Rules NAV Navigation

IGE In Ground Effect NG Gas Producer RPM
IIDS Integrated Instrumentation NP Power Turbine RPM
Display System NR Rotor Speed
IMC Instrument Meteorological O
Conditions
OAT Outside Air Temperature
In Inches
OEI One Engine Inoperative
INST Instrument
OGE Out of Ground Effect
INST(R) Instrument
OVRD Override
IPS Inlet Particle Separator OVSP Overspeed
IVSI Instantaneous Vertical P
Speed Indicator
PLA Power Lever Angle
K
PMA Permanent Magnet
KG Kilogram Alternator
Reissue 3
Original 1−5
PNL Panel V
POSN Position
VFR Visual FLight Rules
PRI Primary
R VH Maximum speed in level
flight at MCP
R Right
VLV Valve
REL Release
RET Retract VMC Visual Metrological
Conditions
RTR Rotor
VNE Never Exceed Speed
S
Vs Versus
Sec Seconds
SEL Sound Exposure Level VSCS Vertical Stabilization
Control System
SL Sea Level
SLT Searchlight VY Best Rate of Climb Speed
SSO Starts since overhaul U

STA Station
U.S. gal U.S. gallons
STBY Standby
STC Supplemental Type W
Certificate
SYS System WL Water Line
T X
TBO Time Between Overhaul
XFD Crossfeed
TOP Takeoff Power
TSN Time Since New XMSN Transmission
TSO Time Since Overhaul XPNDR Transponder
1−7. MULTI−PURPOSE UTILITY OPERATIONS
The installation and use of certain optional equipment is approved by the FAA
and requires supplemental flight data when limitations, performance or procedures
are affected. Refer to Section X for Optional Equipment.
MD Helicopters, Inc. Helicopter optional equipment items and STC items which
are FAA approved for the MD EXPLORER may be installed and used.
Reissue 3
1−6 Original
1−8. TECHNICAL PUBLICATIONS

A file of technical publications is available to aid in obtaining maximum utilization
of your rotorcraft. Revisions and new issue publications are provided to continually
update and expand existing data.
MDHI Publications Revisions and Reissues
Changes in limitations, procedures, performance, optional equipment, etc., re
quire flight manual revisions and change or replace flight manual content as
appropriate. To ensure that MDHI manuals continue to show current changes,
revised information is supplied as follows.
Revisions
Change to parts of the manual by the replacement, addition and/or deletion
of pages is done by revision. The List of Effective Pages that accompanies
each revision, identifies all affected pages. Such pages must be removed from
the manual and discarded. Added or replaced pages must be put in and ex
amined against the List of Effective Pages.
Reissues
Occasionally the manual may be reissued and is identified as ``Reissue #1,
Reissue #2'', etc. The preceding issue of the manual then becomes obsolete
and must be discarded. The reissue includes all prior revisions. All pages
in a reissue become `Òriginal'' pages. The reissue may also include new or
changed data. These changes will be identified on the ``Summary of Revisions''
page.
The following publications are available.
Rotorcraft Flight Manual (RFM).
Rotorcraft Maintenance Manual (RMM)
Servicing and Maintenance
Instruments - Electrical - Avionics
Component Maintenance Manual (CMM)
Structural Repair Manual (SRM)
Illustrated Parts Catalog (IPC)
Service Information Bulletins and Letters
New and revised publications are available through MDHS Subscription Service.
Further information may be obtained by contacting:
MD Helicopters, Inc.
M615-G048
5000 E McDowell Rd
Mesa, AZ 85215
or your local Service Center, Distributor, or Sales Company.
All persons who fly or maintain MD helicopters are urged to keep abreast of the
latest information by using the subscription service.
Reissue 3
Original 1−7
1−9. ROTORCRAFT CERTIFICATION
Certified under FAR Part 27 through amendment 27-26 dated April 5, 1990, and
Special Condition for High Intensity Radiated Fields (HIRF) protection per FAR
21.16; FAR Part 36 Appendix J, Noise, effective on the date of Type Certification.
The rotorcraft is certified by the Federal Aviation Administration under FAA Type
Certificate Number H19NM.
The FAA model designation is MD900
The FAA/ICAO aircraft type designator is EXPL
The MD Helicopters, Inc. commercial designation is MD Explorer
1−10. PILOT’S BRIEFING
Prior to flight, passengers should be briefed on the following.

Approach and depart the rotorcraft from the front in full view of the pilot, being
aware of the main rotor.
Use of seat belts and shoulder harnesses.
Smoking.
The opening and closing of doors.
Evacuation of the aircraft in an emergency.
Location and use of emergency/survival equipment.
1−11. DIMENSIONS
Dimensions
Refer to Figure 1-1 and Figure 1-2 for exterior dimensions and interior volumes.
Reissue 3
1−8 Original
33.83 FT
(10.34 M)
5.33 FT
(1.62 M)
5.92 FT
(1.80 M)
40.58 FT
9.33 FT (12.37 m)
5 ° 0'
9.17 FT
12.00 FT (2.79 M)
(3.66 M)
10.92 FT
(3.33 M)
3 ° 16' STATIC GROUND LINE

7.33 FT
(2.23 M) @ DESIGN GROSS WEIGHT
34.08 FT
(10.39 M)
F90−002B
Figure 1−1. MD Explorer Rotorcraft Principal Dimensions
Reissue 3
Original 1−9
6.25 FT (1.9 M)
4.75 FT (1.4 M)
12.9 FT (3.9 M)
18.25 FT (5.5 M)
BAGGAGE COMPARTMENT
51.4 FT3 (1.5 M3)
4.08 FT (1.2 M)
ENTIRE AFT CABIN

172.5 FT3 (4.9 M3)
4.16 FT (1.2 M) WITH DOOR ON
4.33 FT (1.3 M) WITH DOOR OFF F90−054
Figure 1−2. Interior Dimensions and Volumes
Reissue 3
1−10 Original
1−12. CONVERSION CHARTS AND TABLES
EXAMPLE: CONVERT 100 KNOTS TO MPH AND TO KM/HR:

ENTER CHART AT 100 KNOTS AND FOLLOW ARROW TO SLOPING LINE. TO FIND MPH, MOVE LEFT AND READ
115 MPH. TO FIND KM/HR, MOVE RIGHT FROM THE SLOPING LINE AND READ 185 KM/HR
200 320
300
180
280
160 260
240
140 220
200
120
180
Km/H
MPH
100 160
140
80
120
60 100
80
40
60
40
20
20
0 0
0 20 40 60 80 100 120 140 160 180
KNOTS
F05−002
Figure 1−3. Speed: MPH/Knots/KmH
Reissue 3
Original 1−11
TEMPERATURE
°F °C
140 60
EXAMPLE:
120 50
CONVERT °F TO °C 40
100
KNOWN: 30
TEMPERATURE = 50° F 80
20
METHOD: 60
ENTER AT 50° F 10
READ 10° C ACROSS ON °C SCALE 40
0
20
METHOD MAY BE REVERSED −10
TO FIND ° F WHEN ° C IS KNOWN 0
−20
−20 −30
ALTERNATE METHOD:
° F = (9/5 X °C) + 32 −40 −40
°C = 5/9(°F − 32)
−60 −50
−80 −60
F05−003
Figure 1−4. Temperature Conversion Chart
Reissue 3
1−12 Original
Table 1−1. Liquid Measure − U.S. Gallons to Liters

U.S. 0 1 2 3 4 5 6 7 8 9
Gallons Liters Liters Liters Liters Liters Liters Liters Liters Liters Liters
0 − 3.785 7.571 11.356 15.142 18.927 22.713 26.498 30.283 34.069
10 37.854 41.640 45.425 49.211 52.996 56.781 60.567 64.352 68.138 71.923
20 75.709 79.494 83.280 87.065 90.850 94.636 98.421 102.21 105.99 109.78
30 113.56 117.35 121.13 124.92 128.70 132.49 136.28 140.06 143.85 147.63
40 151.42 155.20 158.99 162.77 166.56 170.34 174.13 177.92 181.70 185.49
50 189.27 193.06 196.84 200.63 204.41 208.20 211.98 215.77 219.56 223.34
60 227.13 230.91 234.70 238.48 242.27 246.05 249.84 253.62 257.41 261.19
70 264.98 268.77 272.55 276.34 280.12 283.91 287.69 291.48 295.26 299.05
80 302.83 306.62 310.41 314.19 317.98 321.76 325.55 329.33 333.12 336.90
90 340.69 344.47 348.26 352.05 355.83 359.62 363.40 367.19 370.97 374.76
100 378.54 382.33 386.11 389.90 393.69 397.47 401.26 405.04 408.83 412.61
Table 1−2. Linear Measure − Inches to Centimeters

0 1 2 3 4 5 6 7 8 9
Inches Cm Cm Cm Cm Cm Cm Cm Cm Cm Cm
0 − 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
30 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
70 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86
Reissue 3
Original 1−13
Table 1−3. Linear Measure − Feet to Meters

0 1 2 3 4 5 6 7 8 9
Feet Meters Meters Meters Meters Meters Meters Meters Meters Meters Meters
0 − 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743
10 3.048 3.353 3.658 3.962 4.267 4.572 4.877 5.182 5.466 5.791
20 6.096 6.401 6.706 7.010 7.315 7.620 7.925 8.229 8.534 8.839
30 9.144 9.449 9.753 10.058 10.363 10.668 10.972 11.277 11.582 11.887
40 12.192 12.496 12.801 13.106 13.411 13.716 14.020 14.325 14.630 14.935
50 15.239 15.544 15.849 16.154 16.459 16.763 17.068 17.373 17.678 17.983
60 18.287 18.592 18.897 19.202 19.507 19.811 20.116 20.421 20.726 21.031
70 21.335 21.640 21.945 22.250 22.555 22.859 23.164 23.469 23.774 24.070
80 24.383 24.688 24.993 25.298 25.602 25.907 26.212 26.517 26.822 27.126
90 27.431 27.736 28.041 28.346 28.651 28.955 29.260 29.565 29.870 30.174
100 30.479 30.784 31.089 31.394 31.698 32.003 32.308 32.613 32.918 33.222
Table 1−4. Weight − Pounds to Kilograms

0 1 2 3 4 5 6 7 8 9
Pounds Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo- Kilo-
grams grams grams grams grams grams grams grams grams grams
0 − 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082

10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.772 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.308 26.762
60 27.216 27.669 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31.298
70 31.751 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.730 42.184 42.638 43.091 43.545 43.998 44.453 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442
Reissue 3
1−14 Original
KNOTS METERS/SEC
50
25
45
40
20
EXAMPLE 35
CONVERT KNOTS TO METERS/SEC
KNOWN: 30
WIND SPEED = 25 KT 15
METHOD:
ENTER CHART AT 25 KT READ 25
APPROXIMATELY 13 METERS/SEC
ACROSS ON METERS/SEC SCALE
METHOD MAY BE REVERSED 20

TO FIND KNOTS WHEN METERS/SEC ARE 10
KNOWN
15
10 5
0 0 F90−003
Figure 1−5. Conversion Chart: Knots − Meters/Second
Reissue 3
Original 1−15
EXAMPLE 1: 29.44 IN. Hg = 997 mbar

EXAMPLE 2: 30.18 IN. Hg = 1022 mbar
29.5
1 30.5 31.1
29.4
30.4 31.0
29.3
30.3 30.9
29.2
2
30.2 30.8
29.1
30.1
29.0 30.7
30.0
28.9 30.6
IN. Hg
29.9
30.5
28.8
29.8 1035 1040 1045 1050 1055
28.7
29.7
28.6
29.6
28.5
29.5
28.4
1000 1005 1010 1015 1020 1025 1030 1035
28.3
28.2
28.1
28.0
945 950 955 960 965 970 975 980 985 990 995 1000
MILLIBARS
F90−004
Figure 1−6. Conversion Chart: Inches of Mercury − Millibars
Reissue 3
1−16 Original
Table 1−5. Standard Atmosphere Table

Standard Sea Level Conditions:
Temperature: 59°F (15°C)
Pressure: 29.921 in.Hg (1013.25 mbar)
Density: 0.0023769 slugs/ft3 (1.225 kg/m3)
ALTITUDE DENSITY 1 TEMPERATURE PRESSURE PRESSURE PRESSURE

(feet) RATIO σ σ (°C) (°F) (mbar) (in. Hg) RATIO
0 1.0000 1.000 15.00 59.000 1013.25 29.921 1.0000
1000 0.9711 1.0148 13.019 55.434 997.18 28.856 0.9644
2000 0.9428 1.0299 11.038 51.868 942.14 27.821 0.9298
3000 0.9151 1.0454 9.056 48.302 908.14 26.817 0.8962
4000 0.8881 1.0611 7.076 44.735 875.12 25.842 0.8637
5000 0.8617 1.0773 5.094 41.196 843.08 24.896 0.8320
6000 0.8359 1.0938 3.113 37.603 811.99 23.978 0.8014

7000 0.8106 1.1107 1.132 34.037 781.86 23.088 0.7716
8000 0.7860 1.1279 -0.850 30.471 752.63 22.225 0.7428
9000 0.7620 1.1456 -2.831 26.905 724.29 21.388 0.7148
10000 0.7385 1.1637 -4.812 23.338 696.82 20.577 0.6877
11000 0.7155 1.1822 -6.793 19.772 670.21 19.791 0.6614

12000 0.6932 1.2011 -8.774 16.206 644.40 19.029 0.6360
13000 0.6713 1.2205 -10.756 12.640 619.44 18.292 0.6113
14000 0.6500 1.2403 -12.737 9.074 595.23 17.577 0.5875
15000 0.6292 1.2606 -14.718 5.508 571.83 16.886 0.5643
16000 0.6090 1.2815 -16.669 1.941 549.14 16.216 0.5420

17000 0.5892 1.3028 -18.680 -1.625 527.23 15.569 0.5203
18000 0.5669 1.3246 -20.662 -5.191 505.99 14.942 0.4994
19000 0.5511 1.3470 -22.643 -8.757 485.48 14.336 0.4791
20000 0.5328 1.3700 -24.624 -12.323 465.63 13.750 0.4595
21000 0.5150 1.3935 -26.605 -15.899 446.47 13.184 0.4406

22000 0.4976 1.4176 -28.587 -19.456 427.91 12.636 0.4223
23000 0.4806 1.4424 -30.568 -23.002 409.99 12.107 0.4046
24000 0.4642 1.4678 -32.549 -26.588 392.72 11.597 0.3874
25000 0.4481 1.4938 -34.530 -30.154 375.99 11.103 0.3711
Reissue 3
Original 1−17
Reissue 3
1−18 Original
MD900 with PW 206A
Limitations
SECTION II
LIMITATIONS
TABLE OF CONTENTS
PARAGRAPH PAGE
2-1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2-2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Figure 2-1. Ambient Temperature Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Figure 2-2. WAT Limit and “Area A” Azimuth For Crosswind Operations . . . 2-3
2-3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-3. VNE Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
2-4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Figure 2-4. Minimum Flying Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-5. Center of Gravity (CG Envelope) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Figure 2-5. Center of Gravity Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-6. Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-7. Rotor Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-8. Transmission Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
2-9. Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-10. Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-11. Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Table 2-1. Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Figure 2-6. Primary IIDS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Figure 2-7. NP and NR Scales at 100% NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Figure 2-8. NP and NR Scales at 104% NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Figure 2-9. Engine Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2-10. Engine Exhaust Gas Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
Figure 2-11. Secondary IIDS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-12. Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Figure 2-13. Transmission and Fuel Quantity Display . . . . . . . . . . . . . . . . . . . . 2-14
Figure 2-14. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
FAA Approved
Reissue 3
2−i
Original
MD900 with PW 206A
Limitations
PARAGRAPH PAGE
2-14. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Figure 2-15. Decals and Placards (Sheet 1 of 2 Sheets) . . . . . . . . . . . . . . . . . . . . 2-15
Figure 2-15. Decals and Placards (Sheet 2 of 2 Sheets) . . . . . . . . . . . . . . . . . . . . . 2-16
FAA Approved
Reissue 3
2−ii
Original
MD900 with PW 206A Limitations
SECTION II
LIMITATIONS
2−1. FLIGHT RESTRICTIONS
Approved as an eight place (maximum) helicopter.
The minimum flight crew consists of one pilot operating the helicopter from the
right seat. The left crew seat may be used for an additional pilot when the approved
dual controls are installed.
Under seat baggage stowage:
Placing of cargo or baggage under seats (including crew seats) is permitted only
when the seat is unoccupied.
Aerobatic flight:
Aerobatic flight is not allowed.
Aircraft equipped with Bendix/King KFC900 Flight Control System:
NOTE: The following information supersedes applicable limitations found in Bendix/King
IFR Avionics/KFC 900 RFMS 006−00845−0000 for STC SR00436WI−D.
For VFR flights at gross weights between 6251 and 6500LB:
Maximum airspeed with autopilot engaged is 100 KIAS
Maximum Operating Altitude with autopilot engaged 5000 FT HD
For IFR flights at gross weights between 6251 and 6500LB:
Autopilot must be operational.
Maximum airspeed with autopilot engaged is 100 KIAS
Maximum Operating Altitude with autopilot engaged 5000 FT HD
Flight with doors opened or removed is approved under the following
conditions.
Baggage door removed:
With the baggage door removed and cockpit and cabin doors closed, maximum
airspeed is limited to the 140 KIAS envelope shown in Figure 2-3.
Approved doors off configurations:
Maximum airspeed is limited to the 100 KIAS envelope shown in Figure 2-3.
Both cockpit doors removed
Both cabin doors removed
Both cockpit and both cabin doors removed
Cabin doors open in flight:
Maximum airspeed is limited to 60 KIAS (with or without cockpit doors).
One or both cabin doors may be opened or closed in flight at airspeeds up
to 60 KIAS.
Maximum airspeed is limited to 100 KIAS (with or without cockpit doors)
following installation of modified upper door fittings (Ref. Figure 2-14). For
sustained flight with the cabin doors open, use of the cabin door hold open
device is required.
NOTE: Baggage compartment door may be removed with any of the above
configurations.
FAA Approved
Reissue 3
2−1
Original
Limitations MD900 with PW 206A
2−2. ENVIRONMENTAL OPERATING CONDITIONS

Kinds of Operations:
This rotorcraft is certified in the normal helicopter category for day and night
VFR operation when the appropriate instruments and equipment required by
the airworthiness and/or operating rules are approved, installed and are in oper
able condition.
Maximum operating altitude at gross weights 6250 LBS and below:
20,000 Feet HD
Maximum operating altitude at gross weights 6251 to 6500 LBS:
14,000 Feet HD.
Maximum altitude for HIGE/takeoff and landing operations: Refer to
Figure 2-2.
20000
18000
14000 HD LIMIT FOR
16000
PRESSURE ALTITUDE - FEET
GROSS WEIGHTS
FROM 6251 TO 6500 LB
14000
12000
10000
8000
6000
4000
2000
0
-50 -40 -30 -20 -10 0 10 20 30 40 50
-36 52
FREE AIR TEMPERATURE - °C F90−010D
Figure 2−1. Ambient Temperature Envelope

IIDS Built In Test - cold temperature:
A commanded IIDS BIT must be performed prior to the first start of the day
if the helicopter has been statically exposed to temperatures below 0°C for 12
hours or longer.
NOTE: The IIDS display may not be readable during the initial power up BIT when
statically exposed to the above ambient temperatures.
Cabin heat:
Cabin heat must be OFF in the crew and passenger compartments when ambient
temperatures are greater than 28°C (82°F).
Icing conditions:
Flight into known icing conditions is prohibited.
FAA Approved
Reissue 3
2−2
Revision 2
Snow conditions:
VNE is 100 KIAS in falling and blowing snow.
Aircraft with NACA inlet and IPS only.
Flight into falling or blowing snow is only permitted with the NACA inlet
switch in the closed position. The switch shall remain in the closed position
for the duration of the flight, even after leaving the falling or blowing snow
conditions.
MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITH

INCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS IN OBSERVE THE MAXIMUM WEIGHT,
CALM WINDS OR HEADWINDS ALTITUDE, TEMPERATURE (WAT)
ÏÏÏÏÏÏÏÏÏÏÏÏÏ
LIMITS FOR TAKEOFF AND LANDING
12400
12000
11000
DENSITY ALTITUDE - FEET
10000
IGE HOVER OPERATIONS HAVE BEEN
DEMONSTRATED IN WINDS UP TO 17 KNOTS
9000
FROM ANY AZIMUTH.
8000
7000 IGE HOVER OPERATIONS HAVE BEEN
DEMONSTRATED IN WINDS UP TO 17 KNOTS FROM
6000 ALL AZIMUTHS EXCEPT BETWEEN 120 AND 135
AND
IGE HOVER OPERATIONS HAVE BEEN
5000 DEMONSTRATED IN WINDS UP TO 15 KNOTS FOR
AZIMUTHS BETWEEN 120 AND 135.
4000
3000
AVOID STEADY IGE HOVER OPERATIONS IN AREA A WHEN WINDS ARE
2000 GREATER THAN 15 KNOTS FROM AZIMUTHS BETWEEN 120 TO 135.
1000
0
6250 6500
4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600
GROSS WEIGHT - LBS
120°
AZIMUTH RANGE FOR AREA A
135° F90−112D
Figure 2−2. WAT Limit and “Area A” Azimuth For Crosswind Operations
FAA Approved
Reissue 3
2−3
Revision 2
2−3. AIRSPEED LIMITATIONS
Observe gross weight depictions on chart.

VNE is 60 KIAS with lateral C.G. greater than +2 inches.
VNE is 134 KIAS at 6500 LBS following compliance with SB900-105.
VNE decreases at a rate of 4 kts/1000 FT above 5500 Feet HD
20000
: VNE DUE TO
TIP MACH
VNE : POWER ON
100 KIAS VNE: -25°C
: HD AND VNE
ENVELOPE LIMIT FOR 6251
15000 TO 6500LB
-36°C
10000 -30°C
ÏÏÏ
VNE: AUTOROTATION
OEI OPERATIONS
ÏÏÏ
HYDRAULICS FAILURE
ÏÏÏ
VSCS FAILURE
NP BEEP FAILURE
5100 - 6250LB
ÏÏÏ
5000
140 KIAS
ÏÏÏ
ENVELOPE
ÏÏÏ
<5100 LB
0
40 50 60 70 80 90 100 110 120 130 140 150
134
INDICATED AIRSPEED - KNOTS F92−019B
Figure 2−3. VNE Chart
2−4. WEIGHT LIMITATIONS
If SB900-099R1 and SB900-102R1 have been accomplished: Maximum gross weight

6500 pounds.
If only SB900-099R1 has been accomplished: Maximum gross weight 6250 pounds.
If SB900-099R1 and SB900-102R1 have not been accomplished: Maximum gross
weight 5400 pounds.
Minimum flying gross weight: Refer to Figure 2-4.
Cargo deck capacity: 1500 lb. not to exceed 115 lbs. per square foot.
Maximum weight in baggage compartment (sta. 234 to 257): 500 lb. not to exceed
115 lb per square foot.
FAA Approved
Reissue 3
2−4
Original
20000

4000
2000
1153
0
-2000
-4000
-6000
-6812
-8000
3000 3500 4000 4185

GROSS WEIGHT - LB F90−161A
Figure 2−4. Minimum Flying Weight
2−5. CENTER OF GRAVITY (CG ENVELOPE)
Ensure helicopter CG and weight are within approved limits throughout flight.
Expanded lateral C.G.:
Maximum lateral C.G. for takeoffs and landings from/to a surface is + 2 inches.
VNE is 60 KIAS with lateral C.G. greater than +2 inches.
Longitudinal C.G. envelope is as shown on chart “B” below when lateral C.G.
is greater than +2 inches.
6500 6500
WHEN OPERATING IN THE
6000 EXPANDED CG REGION OF 6000
CHART A, THE MAXIMUM 5100 LBS
GROSS WIGHT − LBS
GROSS WIGHT − LBS

5500 LONGITUDINAL C.G. LIMIT, 5500
AS DEPICTED BY THE
EXPANDED DASHED LINE IN CHART B,
5000 5000
CG LIMITS APPLIES.
4500 4500
4000 4000
3500 3500
3000 3000
−3 −2 −1 0 1 2 3 4 5 6 7 194 196 198 200 202 204 206 208
CHART A: LATERAL C.G. STATION (IN.) CHART B: LONGITUDINAL C.G. STATION (IN)
F92−011C
Figure 2−5. Center of Gravity Envelope
FAA Approved
Reissue 3
2−5
Original
2−6. ROTOR BRAKE LIMITATIONS
The rotor brake must be in the stowed position prior to engine starting.
The rotor brake may be applied after both engines are shutdown with NR at or
below 70 percent.
2−7. ROTOR SPEED LIMITATIONS
Power on:
Continuous operation 100 KIAS: Maximum 105%
Minimum 99%
Continuous operation > 100 KIAS: Maximum 101%
Minimum 99%
Transient Range: 91% to 108%
NOTE:
Normal Operating Range: > 47 KIAS 99% to 101%
47 KIAS 103% to 105%
Power off:
Continuous operation: 108% maximum
88% minimum
2−8. TRANSMISSION LIMITATIONS
Maximum transmission oil pressure: 104% PSI

Minimum transmission oil pressure: See Figure 2-13
Maximum transmission oil temperature: 110°C
Minimum transmission oil temperature: -18°C
FAA Approved
Reissue 3
2−6
Original
2−9. POWER PLANT LIMITATIONS
The pilot shall monitor the IIDS during all phases of operation and
CAUTION record and report any exceedances to maintenance as soon as
possible.
Any time a limit is exceeded, the exceeded limit shall be reported to maintenance
as soon as possible.
Torque limits:
Normal:
Maximum continuous (for all flight conditions): 100%
Maximum transient over torque: 110% for 10 seconds
OEI limits:
Maximum continuous: 100%
2.5 minutes: 101% to 130%
Exhaust gas temperature limits:
Normal limits:
Maximum continuous: 820°C
Takeoff (5 minute) 821°C to 863°C
Transient limits: 863°C to 925°C for 5 seconds
OEI limits:
Maximum continuous: 863°C
2.5 minute 864°C to 902°C
Maximum transient limits: 903°C to 940°C for 20 seconds
Overtemperature limits for starting:
760°C for 2 seconds maximum
Output shaft (NP) speed limits:
Continuous operation 100 KIAS: Maximum 104.5%
Continuous operation > 100 KIAS: Maximum 104.5%
Transient Range: 104.5% to 112.4% for 20 seconds

(not cumulative)
NOTE:
Normal Operating Range: > 47 KIAS 99.5% to 100.5%
47 KIAS 103.5% to 104.5%
FAA Approved
Reissue 3
2−7
Original
NG limitations:
Maximum continuous: 98.7%
Overspeed limit: 103% for 20 seconds
OEI operating limits:
Maximum continuous: 98.7%
Up to 101%: 2.5 minutes
Engine oil system limitations:

Engine oil temperature limits:
During starting: -36°C to 110°C
Continuous: 10°C to 110°C
Engine oil pressure limits:
Normal operating range: 85 to 112% psi
Maximum: >112% psi for more than 10 minutes
Minimum: <80% psi
2−10. GENERATOR LIMITATIONS
Maximum continuous: 99% for each generator.
2−11. STARTER LIMITATIONS
30 seconds on, 30 seconds off; 30 seconds on, 30 seconds off; 30 seconds on, 30 minutes
off.
FAA Approved
Reissue 3
2−8
Original
2−12. FUEL SYSTEM LIMITATIONS
Fuels conforming to the types listed in Table 2-1 are approved for use. Additional
fuel specifications may be found in Section VIII.
Table 2−1. Fuel Specifications
FUEL TYPE
Kerosene: Jet A, A−1, A−2, JP8, RT(2), TS-1(1)(2)
Wide Cut: Jet B, JP4
High Flash: JP5
(1).Use of TS-1 is limited by P&WC to not more than 1000 hours (intermittently or con
tinuously) between engine fuel nozzle inspections.
(2).Must contain one of the following anti-ice additives at a concentration up to 0.3% by
volume: Ethylene Glycol Monomethyl Ether (Ethylcellosolve, Liquid I) as defined in
GOST 8313, Liquid I-M (mixture 50% Liquid I with 50% methyl alcohol) as defined in
TU-6-10-1458, Tetrahydrofurfuryl alcohol (TGF) as defined in GOST 17477 or Liquid
TGF-M (mixture 50% TGF with 50% methyl alcohol ) as defined in TU 6-10-1457.
Additional fuel specifications may be found in Section VIII.
Maximum 140 KIAS with low fuel warning tick marks on.
WARNING
During operations in temperatures of 13F (-10C) or colder, fuel added to the tank
must contain either anti-icing additive PFA‐55MB or anti-icing additive per
MIL‐I‐27868 or MIL‐I‐85470 with a minimum concentration of .06% by volume and
a maximum concentration of .15% by volume. Follow manufacturer's instructions.
FAA Approved
Reissue 3
2−9
Original
2−13. INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)
ENGINE TORQUE EXHAUST GAS

DISPLAY TEMPERATURE DISPLAY
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
DIGITAL
DISPLAYS NR TORQUE EGT
NP NP
ENG
OUT
. .
POWER TURBINE
SPEED DISPLAY EEC EEC
MAN MAN
FAIL FAIL
ROTOR SPEED DISPLAY

F90−012
Figure 2−6. Primary IIDS Display
FAA Approved
Reissue 3
2−10
Original
NP NR NR
NP NP >111%
>112%
>108%
>108%
>101% >102%
99 - 101% 98 - 102%
<99%
<98%
<91%
<88%
NOTE: > = GREATER THAN <80%

< = LESS THAN F90−013−1
Figure 2−7. NP and NR Scales at 100% NP
NP NR NR
NP NP >111%
>112%
>108%
>108%
>105% >105%
103 - 105% 103 - 105%
<103%
<103%
<91%
<88%
NOTE: > = GREATER THAN <82%

< = LESS THAN F90−013−2
Figure 2−8. NP and NR Scales at 104% NP
FAA Approved
Reissue 3
2−11
Original
NORMAL OEI OPERATIONS

TORQUE OPERATIONS TORQUE
100% and 104% NR
>110%
>130%
>100% >100%
>98% >98%
EEC EEC
MAN MAN
FAIL FAIL
NOTE: > = GREATER THAN
< = LESS THAN
F90−014
Figure 2−9. Engine Torque
EGT EGT
>863°C >902°C
ENG ENG
OUT OUT
>820°C >863°C
. . . .
>815°C >858°C
NORMAL OEI OPERATION

OPERATIONS ONLY
NOTE: > = GREATER THAN

< = LESS THAN
F90−015
Figure 2−10. Engine Exhaust Gas Temperature
FAA Approved
Reissue 3
2−12
Original
LEFT ENGINE PARAMETER

DISPLAY TRANSMISSION OIL TRANSMISSION PARAMETER RIGHT ENGINE PARAMETER
PRESSURE DISPLAY DISPLAY DISPLAY
ENGINE OIL
TEMPERATURE DISPLAY FIRE FIRE FIRE CAB HEAT ENGINE OIL
PRESSURE DISPLAY
CHIPS CHIPS CHIPS BAT HOT
BAT WRM
° C %PSI ° C %PSI ° C %PSI ROTOR

BRAKE
CABIN
DOOR
FUEL
BAGGAGE
%LOAD %LOAD DOOR GENERATOR
TRANSMISSION OIL GEN GEN %LOAD DISPLAY
1 HYD 2
TEMPERATURE DISPLAY
IIDS
NG NG
LB
GAS PRODUCER
TURBINE SPEED DISPLAY OAT ° C
FUEL QUANTITY F90−016
Figure 2−11. Secondary IIDS Display
FIRE
CHIPS
HIGH WARNING: 110°C TIME
HIGH CAUTION: 105°C >112% PSI >10 MINUTES
° C %PSI TIME
LOW CAUTION: 10°C <80% PSI >2 SEC
<80% PSI >5 SEC
CAUTION: 100% LOAD
%LOAD
GEN
HIGH WARNING: 101% NG NOTE: > = GREATER THAN
HIGH CAUTION: 98% NG < = LESS THAN
NG
LOW WARNING: 50% NG
F90−017
Figure 2−12. Engine Display
FAA Approved
Reissue 3
2−13
Original
FIRE
CHIPS
HIGH WARNING: 110°C HIGH WARNING: 104% PSI
HIGH CAUTION: 93°C HIGH CAUTION: 100% PSI
°C %PSI FLIGHT IDLE

LOW CAUTION: -18°C LOW CAUTION: <75% PSI NONE
LOW WARNING: <65% PSI <50% PSI
FUEL
LOW FUEL WARNING

SEGMENT: 150 LBS LOW CAUTION: 300 LBS
LOW FUEL WARNING TICK MARK: 97 TO 117 LBS
LB F90−018
Figure 2−13. Transmission and Fuel Quantity Display
KNOTS KNOTS KNOTS

200 200 200
180 MPH 180 MPH 180
40 40 40
40 40
160 200 AIRSPEED 160 200 AIRSPEED 160 AIRSPEED
60 60
140 150 140 150 140
120 100 80 60 100 80 60 60
120 120
100 80 100 80 100 80
INSTALLED WITH AUTOPILOT OPTION
AIRSPEED INDICATOR MARKINGS:
140 OR 150 KNOTS

100 KNOTS
0 THRU 30 KNOT INDICATION UNRELIABLE FM02−013
Figure 2−14. Airspeed Indicator
FAA Approved
Reissue 3
2−14
Revision 4
2−14. DECALS AND PLACARDS
SEAT ATTACH
ONLY LOCATED AT UPPER CABIN
SEAT ATTACH POINTS
NO TIEDOWN
FUEL CELL ACCESS DOOR

WARNING LOCATED ON CABIN FLOOR
REPLACE DOOR BEFORE FLIGHT
AND JACKING AIRCRAFT
WARNING
LOCATED ON BAGGAGE
THIS PANEL MUST BE SECURED COMPARTMENT FLOOR
PRIOR TO JACKING, TOWING
OR FLYING THE AIRCRAFT
NO ARTICLES TO BE LOCATED ON COCKPIT DOOR

STOWED UNDER SEATS LOWER WINDOW FRAME
1. LOCATED ON UPPER
COCKPIT DOOR FRAME
2. LOCATED ADJACENT
TO COCKPIT DOOR
ACCESS HANDLE
SLIDING LOCATED ON CABIN DOOR

DOOR
UPPER FRAME (FWD)
NO ARTICLES TO BE LOCATED ON CABIN DOOR

STOWED UNDER SEATS UPPER FRAME (CENTER)
PRIOR TO FLIGHT LOCATED ON CABIN DOOR

1. TURN HANDLE TO SAFELOCK POSITION UPPER FRAME (AFT)
2. FASTEN SEAT BELTS AND SHOULDER HARNESS
EMERGENCY EXIT
LOCATED ON CABIN DOOR FRAME
PULL TAB ADJACENT TO EMERGENCY EXIT
TO REMOVE WINDOW RELEASE HANDLE F90−051B
Figure 2−15. Decals and Placards (Sheet 1 of 2 Sheets)
FAA Approved
Reissue 3
2−15
Original
THIS HELICOPTER MUST BE OPERATED LIMITATIONS SPECIFIED IN THE FAA

DURING OPERATIONS IN TEMPERATURES OF 40F (4C) IN COMPLIANCE WITH THE OPERATING APPROVED ROTORCRAFT FLIGHT MANUAL
OR COLDER, FUEL ADDED TO THE TANK MUST CONTAIN
EITHER ANTI-ICING ADDITIVE PFA-55MB OR ANTI-ICING LOCATED ON INSTRUMENT PANEL
ADDITIVE PER MIL-I-27868 OR MIL-I-85470 WITH A
MINIMUM CONCENTRATION OF .06% BY VOLUME
AND A MAXIMUM CONCENTRATION OF .15% BY VOLUME.
APPROVED FOR
SEE FLIGHT MANUAL FOR MIXING PROCEDURES. VFR DAY/NIGHT
LOCATED ABOVE FUEL FILLER LOCATED ON INSTRUMENT PANEL
RADIO CALL
N X X X X X
LOCATED ON INSTRUMENT PANEL
LOCATED ABOVE FUEL FILLER VNE CHART: LOCATED ON INSTRUMENT PANEL
USEABLE CAP. 158.5 U.S. GALS (600 LITERS) USEABLE CAP. 158.5 U.S. GALS
WITH RANGE EXTENDER INSTALLED WITH RANGE EXTENDER INSTALLED
ROTOR
LOCATED ON FILLER NECK BRAKE
LIFT HANDLE,
NO STEP
ROTATE CW,
PULL DOWN
LOCATED ON FILLER NECK
DO NOT
ENGAGE ROTOR
BRAKE ABOVE
70% NR
LOCATED ADJACENT TO ROTOR BRAKE
STATIC PORT
KEEP HOLES AND
SURFACE CLEAN
100 KT
LOCATED ABOVE STATIC PORT CAPABILITY
MODIFIED FITTING WITH DECAL
F90−113E
Figure 2−15. Decals and Placards (Sheet 2 of 2 Sheets)
FAA Approved
Reissue 3
2−16
Revision 2
MD900 with PW 206A
Emergency and
Malfunction Procedures
S E C T I O N III
EMERGENCY AND MALFUNCTION
PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
3-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2. Caution and Warning Annunciators and Audio Tones . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-3. Engine Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Single Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
Second Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Low Rotor RPM Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-4. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Water Landing - Dual Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Water Landing - OEI/AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3-5. EEC Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Figure 3-1. EEC Caution/Warning Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
EEC Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
EEC Non Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
EEC Manual Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3-6. Engine Starting - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3-7. Engine/Aircraft Shutdown - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3-8. Fire Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Cabin Fire/Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Electrical Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Figure 3-2. Engine/Transmission Deck Fire Annunciators . . . . . . . . . . . . . . . . . 3-16
Engine FIRE - On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Engine FIRE - During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Transmission Area Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17
3-9. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Anti-Torque Failure - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18
Anti-Torque Failure - Complete Loss of Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19
Anti-Torque Failure - Fixed Thruster Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
FAA Approved
Reissue 3
Original 3−i
MD900 with PW 206A
Emergency and
PARAGRAPH PAGE
VSCS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Figure 3-3. VSCS Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-23
Hydraulic System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Cyclic Trim Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-24
Collective Friction Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3-10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation . . . . . 3-25
Static System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
Figure 3-4. Alternate Static Source Toggle Valve . . . . . . . . . . . . . . . . . . . . . . . . . 3-25
3-11. Engine and Generator Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Figure 3-5. Engine and Generator Malfunction Annunciators . . . . . . . . . . . . . . 3-26
Engine High Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-26
Engine Low Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Engine High Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Engine Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-27
Engine Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
NG High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
NG Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-28
Generator High Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-29
3-12. Transmission Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Figure 3-6. Transmission Malfunction Annunciators . . . . . . . . . . . . . . . . . . . . . . 3-30
Transmission Oil Temperature High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-30
Transmission Oil Temperature Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Transmission Oil Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Transmission Oil Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
Transmission Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-31
3-13. Fuel System Display Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Figure 3-7. Fuel System Advisory Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-32
Fuel Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Fuel Boost Pump Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Crossfeed Valve Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-33
Single Fuel Probe Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Dual Fuel Probe Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Impending Fuel Filter bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-34
Fuel Shutoff Valve Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
3-14. Caution and Warning Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Figure 3-8. Caution/Warning Cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-35
Cabin Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Battery Hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-36
Battery Warm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-37
FAA Approved
3−ii Reissue 3
Original
MD900 with PW 206A
Emergency and
PARAGRAPH PAGE
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
IIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-38
3-15. Other Malfunction/Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
IIDS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
NP Switch Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
IPS Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
Battery Discharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-39
3-16. Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3-17. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
Figure 3-9. Emergency Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-40
3-18. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
Figure 3-10. Cabin Door Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-41
FAA Approved
Reissue 3
Original 3−iii
MD900 with PW 206A
Emergency and
FAA Approved
3−iv Reissue 3
Original
MD900 with PW 206A Emergency and
SECTION III
EMERGENCY AND
MALFUNCTION PROCEDURES
3−1. GENERAL
The procedures contained in this section are to be followed in the event of an emergen
cy or malfunction that may potentially affect the safety of the aircrew, passengers,
aircraft, or personnel on the ground.
These procedures are recommended to minimize danger to the helicopter. However,
these procedures should not limit the pilot from taking additional actions if the
situation warrants.
In the event of an emergency or malfunction, the pilot's primary consideration
is control of the aircraft. Then, the pilot must identify the problem and perform
the appropriate procedures relevant to the situation.
Terms such as ``land immediately'', ``land as soon as possible'', and ``land as
soon as practical'' are defined in Section I.
3−2. CAUTION AND WARNING ANNUNCIATORS AND AUDIO TONES
A red warning or yellow caution annunciator will illuminate on the IIDS display
and in some cases, an audio warning will sound announcing a failure or malfunction.
Some secondary IIDS displays have a digital display with a corresponding caution/
warning annunciator. Pilots should insure that both the digital display and its ap
propriate caution/warning annunciator are in agreement before executing the proper
emergency procedure. If they do not agree, other parameters should be cross‐checked
in an attempt to validate a given abnormal indication.
The following logic applies to the warning advisories:
1. ENG OUT, FIRE, CAB HEAT, and LOW FUEL warning tick marks flash
(only go OFF if condition that caused the warning goes away).
2. All other warnings turn ON continuously (only go OFF if condition that caused
the warning goes away).
FAA Approved
Reissue 3
3−1
Original
Emergency and MD900 with PW 206A
Audio warnings alert the pilot through the headset that a malfunction has occurred
that may require immediate corrective action.
The warning tone: The warning tone will sequence a high and low tone twice
to indicate a warning condition. These tones are activated for FIRE, CAB HEAT,
BAT HOT, and EEC FAIL.
Low Rotor Audio tone: The low rotor RPM tone (a sweep tone) is activated for
rotor RPM less than 95% and either engine operating, or activated for rotor
RPM less than 88% and both engines failed. When the IIDS senses an engine
failure, the low rotor RPM tone is activated for one cycle. The audio tones are
disabled when the aircraft is on the ground.
3−3. ENGINE EMERGENCIES
The ENG OUT warning annunciator is located between the TORQUE and EGT
vertical displays. When the IIDS senses an engine failure, the ENG OUT
TORQUE EGT warning flashes and the low rotor RPM tone is activated
for one cycle. The EGT and TORQUE displays also re-
ENG
OUT scale. The ENG OUT advisory is disabled with aircraft
on the ground.
SINGLE ENGINE FAILURE
Indications: ENG OUT annunciator illuminated and low rotor tone ON for one cycle.
Affected engine torque, NP and NG decreasing to zero.
Procedures:
Conditions: At a hover - IGE:
Land
Conditions: At a hover - OGE:
Collective pitch ADJUST TO MAINTAIN OEI LIMITS
NOTE: The decision to land or fly−away, following a single engine failure, will depend
on ambient conditions and aircraft gross weight. Refer to Section V for best rate
of climb speed, single engine rate of climb and descent, and height velocity
envelope performance data.
FAA Approved
Reissue 3
3−2
Original
Conditions: In flight:
Maintain operating engine within OEI limits

Reduce airspeed to 100 kts or less (Ref. Section II)
Identify affected (failed) engine by cross checking torque, NP and

CAUTION NG prior to performing following steps.
Engine control switch OFF ON AFFECTED ENGINE

Fuel shutoff valve OFF ON AFFECTED ENGINE
NOTE: If attempting a restart leave fuel shutoff valve ON. Do not attempt restart if a
malfunction is suspected.
Crossfeed valve ON
Land as soon as practical
NOTE: If cabin heat or air-conditioning is being used when an engine failure occurs it
will automatically be switched OFF to enable the pilot to utilize the maximum
available power from the remaining engine for a safe recovery. If, after
recovering to a safe OEI flight condition, cabin heat is needed for windscreen
defogging, cabin comfort, etc., select the CAB HEAT OVRD position to restore
cabin heat. Prior to the OEI landing, insure CAB HEAT is OFF to ensure that the
maximum power is available from the remaining engine.
Air start:
Failed engine control switch TO OFF THEN TO FLY

IIDS MONITOR
FAA Approved
Reissue 3
3−3
Original
SECOND ENGINE FAILURE
Indications: Low rotor RPM with low rotor tone ON if RPM is below 88%.
Possible left yaw
Torque, NP, and NG decreasing to zero.
Procedures:
Lower collective and maintain rotor speed within limits
Perform autorotation to suitable landing area.
LOW ROTOR RPM WARNING

Procedures:
Adjust collective as necessary to control rotor RPM.
Respond immediately to the ENGINE OUT/low rotor RPM warning

WARNING by adjusting collective to maintain rotor RPM within limits, then
check engine instruments and other indications to confirm engine
trouble.
FAA Approved
Reissue 3
3−4
Original
3−4. EMERGENCY LANDING PROCEDURES
WATER LANDING - DUAL ENGINE FAILURE
Procedures:
Adjust collective pitch as necessary to establish autorotation.
Cabin doors may be opened when airspeed is 60 KIAS or less.
Make autorotative approach, flaring as required to minimize forward speed

at touchdown.
Level aircraft. Increase collective pitch as contact is made with the water.
When aircraft begins to roll, lower collective to full down to minimize blades
skipping off the water.
Notify crew/passengers to evacuate aircraft after blades have stopped turning.
Do not inflate personal flotation gear until clear of the aircraft −

WARNING safe exit will be restricted.
WATER LANDING - OEI/AEO
Conditions: Available power allows hovering.
NOTE: The gross weight of the aircraft will determine whether sufficient power is
available to terminate the approach at a hover or whether a run−on landing must
be performed if landing OEI.
Procedures:
Establish normal approach to intended landing point.
Plan to arrive at 100 FT above touchdown at approximately 40 KIAS.
At approximately 50 FT, enter a decelerating attitude and increase power to

reduce rate of closure.
Descend to hovering altitude over water.
Passengers and copilot exit aircraft.
FAA Approved
Reissue 3
3−5
Original
Fly a safe distance away from all personnel in the water to avoid injury.
Place ENGINE CONTROL switch(s) in OFF and perform a hovering autorota

tion.
Allow aircraft to settle in a level attitude while applying full collective pitch.
When aircraft begins to roll, reduce collective to full down to minimize blades
Release safety harness and exit the aircraft as soon as the blades have stopped
turning.

Conditions: Available power does not allow hovering.
Procedures:
Establish normal approach to intended landing point.
Plan to arrive at 100 FT above touchdown at approximately 40 KIAS.
At approximately 50 FT, enter a decelerating attitude and increase power to

reduce rate of closure.
As water contact is made, shut down engine and hold the helicopter as level
as possible, keeping forward speed and rate of descent to a minimum.
When aircraft begins to roll, reduce collective to full down to minimize blades
Release safety harness and exit the aircraft as soon as the blades have stopped
turning.

FAA Approved
Reissue 3
3−6
Original
3−5. EEC MALFUNCTIONS

TORQUE
EEC NON CRITICAL FAULT

CAUTION ANNUNCIATOR
( YELLOW) EEC EEC
MAN MAN
FAIL FAIL
EEC CRITICAL FAULT WARNING EEC MANUAL MODE
ANNUNCIATOR (RED) ANNUNCIATOR (YELLOW)
F90−021
Figure 3−1. EEC Caution/Warning Annunciators

NOTE: The pilot should attempt to reset the EEC by by slightly moving the affected
engine’s twistgrip out of the NORMAL detent, pressing the EEC RESET button,
and returning the twistgrip to NORMAL. Two attempts may be required. If the
EEC malfunction indication clears, the EEC was experiencing a transient fault.
If the EEC malfunction indication remains ON, the fault condition is still present
and the appropriate malfunction procedure should be followed.
EEC CRITICAL FAULT
Indications: EEC with FAIL warning annunciator ON and activation of the warning tone
for two cycles.
In the event that the EEC on one of the engines fails, the fuel flow of that engine
remains fixed and can only be controlled by the twistgrip. The engine with the
serviceable EEC will attempt to maintain NP/NR within limits.
Procedures:
If necessary, move the affected engine twist grip out of the NORMAL position
to assume manual control of the FMU.
NOTE: The pilot has the option of leaving the fuel flow fixed or using the throttle twist grip
to adjust the fuel flow (torque). When either twist grip is taken out of the NORMAL
position, the EEC MAN annunciator will illuminate. Changes in power will be
compensated through the serviceable EEC engine from zero torque to
temperature limits. Twist grip movement is only required for large power
changes.
FAA Approved
Reissue 3
3−7
Original
When operating at 104% NR, reductions in power that allow the

CAUTION torque on the engine in the automatic mode to approach zero %
can lead to an increase in N P on the engine being manually
controlled into the transient (20 second time limit) overspeed range
(> 104.5% − first yellow illuminated). If conditions permit or,
when operating in a training environment, it is recommended that
the NR be set to 100% to provide a greater margin prior to entering
a transient NP overspeed range.
Set power of the affected engine as desired.
Continue flight and monitor engine indications on the IIDS primary display.
There is no NR governing following EEC failures on both engines.

CAUTION NR and power must be controlled by the pilot using a combination
of collective and twistgrips.
EEC NON CRITICAL FAULT

An EEC caution annunciator ON in flight may result in one of the following indica
tions.
Indications: Engine torque matching may be degraded.
Conditions: At 100% NP
Procedures:
Continue flight
LEAVE IN NORM FOR DURATION
NP switch
OF FLIGHT

Avoid right quartering tailwinds during
landing
Advise maintenance
Conditions: At 104% NP
Procedures:
Continue flight
NORM AND LEAVE IN NORM FOR
NP switch
DURATION OF FLIGHT
Advise maintenance
FAA Approved
Reissue 3
3−8
Original
Indications: EGT indication blanks
Conditions: In flight
Procedures:
Continue flight
Advise maintenance
Conditions: On ground prior to starting
Procedures:
Do not attempt start, or abort start.
Advise maintenance
Indications: Inability to change engine mode with engine control switch.
Procedures:
Continue flight
After landing, perform manual engine shutdown (Ref. paragraph 3-7).
Conditions: On ground after landing
Procedures:
Perform manual engine shutdown (Ref. paragraph 3-7).
FAA Approved
Reissue 3
3−9
Original
Indications: NP and NR indications not matched (split)
Procedures:
Continue flight
Avoid maneuvers that cause NR to increase above normal. (High rates of de
scent, quick stops)
Conditions: On ground
Procedures:
Do not takeoff
Advise maintenance
EEC MANUAL CONTROL
Indications: EEC and MAN annunciator ON
Procedures:
EEC RESET switch PRESS

Twistgrips CHECK IN NORMAL DETENT
Indications: EEC annunciator flashing. The EEC is in automatic, but one of the twist grips
is not in the normal position.
Procedures:
Twist grip RETURN TO NORMAL POSITION
FAA Approved
Reissue 3
3−10
Original
3−6. ENGINE STARTING − MANUAL

NOTE: The following procedure is provided to the pilot as a means of starting an engine
after experiencing an EEC FAIL warning which would preclude a normal
automatic start. Flight with one EEC failed (one engine manually controlled)
should be considered an abnormal procedure. It should only be done to
evacuate the helicopter from a hazardous environment or, if necessary, for a
return flight to a maintenance base where repairs can be performed. Before
attempting a start and flight with an EEC FAIL warning on one engine, pilots
should be familiar with the information in paragraphs 3−5 thru 3−7.
NOTE: To enable the starter to function during a manual start with an EEC FAIL
warning, it may be necessary for a second crew member to push and hold
the appropriate Engine Manual Start Button located on the back corners
of the electrical load center (Ref. Section VII).
NOTE: Complete the Engine Prestart cockpit check (Section IV) before attempting a
manual start.
Collective control:
NOTE: The following steps of rotating the twist grip to reset the PLA are not required if
the engine was previously shut down utilizing the manual shutdown procedures
in paragraph 3−7. Insure the twist grip is in the OFF position.
Twistgrip on selected engine SLOWLY ROTATE TO FULL OPEN
(PAST THE ‘‘NORMAL’’ DETENT):
THIS RESETS THE PLA
Off gate release switch PRESS AND HOLD
Twist grip on selected engine SLOWLY ROTATE TO OFF

Off gate release switch RELEASE
Electrical master panel:
Generator on selected engine OFF
Fuel system panel:
L BOOST or R BOOST for appropriate ON, CHECK IIDS INDICATIONS
engine
Engine control panel:

L ENGINE or R ENGINE IDLE
Monitor EGT, NG, and starter limits during start. Abort the start
CAUTION If EGT rises rapidly through 700°C.
FAA Approved
Reissue 3
3−11
Original
Abort start procedure:

Off gate release switch PRESS AND HOLD
Twistgrip on selected engine OFF
Engine control panel switch OFF WHEN EGT IS BELOW 150°C
NOTE: If the starter does not engage after placing the engine control switch in IDLE, the
EEC may have detected a non critical fault. Return engine control switch to OFF
and recycle the electrical power switch. Recycling aircraft power clears the fault
and will allow the start.
Twist grip for selected engine ROTATE TOWARDS NORMAL
NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.
Observe EGT indication for immediate temperature rise. Monitor EGT and NG
during start. Increase twistgrip toward normal only as necessary to keep NG
accelerating toward idle. Manually bring NP/NR to 65%.
If lightoff is not attained with an increase of EGT and NG within

CAUTION 10 seconds, rotate the twistgrip to OFF and place the engine control
switch to off. Following a 30 second fuel drain period, perform a
30 second dry motoring run (Ref. Section VIII) before attempting
another start. Repeat the complete starting sequence observing
limitations.
Engine oil pressure CHECK

Generator ON
IIDS CHECK
GPU start only:
Generators ON
GPU DISCONNECT
FAA Approved
Reissue 3
3−12
Original
3−7. ENGINE/AIRCRAFT SHUTDOWN − MANUAL
NOTE: This procedure may be performed in the event a normal shutdown cannot be
accomplished on one or both engines.
Collective stick FULL DOWN

Cyclic stick TRIM TO NEUTRAL
Pedals NEUTRAL
Twist grip(s) IDLE
NOTE: Earlier configuration with OFF GATE: The idle position is not marked on the
twist grips. Idle is located at the point where the twist grip can no longer be rotated
toward the OFF position.
Current configuration without OFF GATE:
The idle position is not marked on the twist grips. At a point between NORMAL
and OFF, the twistgrip will no longer be able to be rotated to OFF without applying
additional force (aproximately 30 to 40 LBS).
Utility panel:
All unnecessary bleed air and electrical OFF
equipment
Fuel system panel:
L/R BOOST OFF
L/R GEN OFF
NP(s) slows to idle CHECK
EEC MAN indication(s) on primary IIDS CHECK
display
L ENGINE or R ENGINE OFF
Earlier configuration with OFF GATE:
OFF GATE release switch PRESS AND HOLD
Twistgrip(s) SNAP TO CUTOFF
OFF GATE release switch RELEASE
FAA Approved
Reissue 3
3−13
Original
Current configuration without OFF GATE:

Twistgrip(s) SNAP TO CUTOFF
NOTE: At a point between NORMAL and OFF, the twistgrip will no longer be able to be
rotated to OFF without applying additional force (aproximately 30 to 40 LBS).
IIDS CHECK NORMAL SHUTDOWN
INDICATIONS
Continue with normal shutdown procedures
3−8. FIRE EMERGENCIES
CABIN FIRE/SMOKE
Indications: Smoke and fume accumulation in the cabin.
Procedures:
Engine control switches OFF

Passengers/crew EVACUATE
Rotor brake (if installed) APPLY
Power switch OFF
Procedures:
Cabin heat OFF (if source of smoke is the

cabin heat duct)
Fresh air vents OPEN
AC/VENT switch VENT LOW OR VENT HIGH
NOTE: If crew station and/or passenger compartment gaspers appear to be the source
of smoke and or fumes, the AC/VENT switch should remain OFF or be returned
to OFF.
Cockpit door vents OPEN
Land immediately
FAA Approved
Reissue 3
3−14
Original
After landing:
Engine control switch OFF FOR OPERATING ENGINE
Power switch OFF
ELECTRICAL FIRE
Indications: Smoke and fume accumulation in the cabin.
Procedures:

Power switch OFF
Procedures:
Cabin heat OFF

Generator switches OFF
If smoke/fire conditions persist:
POWER switch ESNTL
Land as soon as possible.
After landing:
Power switch OFF
FAA Approved
Reissue 3
3−15
Original
TRANSMISSION DECK FIRE

LEFT ENGINE FIRE WARNING WARNING ANNUNCIATOR (RED)
ANNUNCIATOR (RED)
RIGHT ENGINE FIRE WARNING
ANNUNCIATOR (RED)
FIRE FIRE FIRE

CHIPS CHIPS CHIPS
F90−022
Figure 3−2. Engine/Transmission Deck Fire Annunciators

ENGINE FIRE - ON GROUND
Indications: Engine FIRE warning annunciator ON and activation of the warning tone for
two cycles.
Procedures:
Engine control switches OFF BOTH ENGINES

Fuel shutoff valve OFF FOR AFFECTED ENGINE
Fuel boost pumps OFF
Attempt to confirm existence of fire
Fire bottle switch (if installed) PRI (ALT IF NECESSARY)
NOTE: Fire bottle will not discharge with fuel shutoff valve ON.
Power switch OFF
FAA Approved
Reissue 3
3−16
Original
ENGINE FIRE - DURING FLIGHT

Indications: Engine FIRE warning annunciator ON and activation of the warning tone for
two cycles.
Procedures:
Airspeed REDUCE TO O.E.I. VNE OR LESS
Attempt to confirm existence of fire
NOTE: If FIRE warning annunciator goes OUT, and no other indications of fire are
present, land as soon as practical.
If FIRE warning annunciator remains ON, proceed with next steps.
Engine control switch OFF FOR AFFECTED ENGINE
Fuel boost pump OFF FOR AFFECTED ENGINE
Fuel shutoff valve OFF FOR AFFECTED ENGINE
Fire bottle discharge switch (if installed) PRI (ALT IF NECESSARY)
NOTE: The fire bottle will not discharge with the fuel valve ON.
Land Immediately
NOTE: If the engine fire extinguishing subsystem is installed, and the FIRE warning light
is extinguished after discharge, land as soon as possible.
Engine control switch OFF FOR OPERATING ENGINE
Power switch OFF
TRANSMISSION AREA FIRE

Indications: Transmission FIRE warning annunciator ON and activation of the warning
tone for two cycles.
Land immediately
After landing:
Power switch OFF
Fire extinguisher USE AS APPROPRIATE
FAA Approved
Reissue 3
3−17
Original
3−9. FLIGHT CONTROL MALFUNCTIONS
ANTI-TORQUE FAILURE - GENERAL

Different types of failure require different techniques for optimum success in
recovery. It is not possible to identify all failure scenarios. However, under
standing the following general guidelines will assist the pilot in controlling the
aircraft.
Pilots facing an anti-torque system malfunction are presented with variables in
types of failure as well as the operating environment at the moment of failure. There
fore, it is important that the pilot fully understand the effects and use of the remain
ing functional controls on establishing aircraft directional control.
Anti-torque malfunctions can be caused by jammed or broken thruster cone control
cable (fixed rotating cone), jammed fan linkage (fixed fan thrust), or total failure
of the NOTAR fan (complete loss of thrust).
Upon encountering an anti-torque system malfunction, the following general infor
mation may be applied by the pilot, when appropriate, to maintain directional control
of the aircraft.
Evaluate the extent of the condition by (1) applying pedal inputs to determine
the effect (if any) on aircraft yaw and (2) by reducing airspeed and noting
which direction the aircraft tends to yaw. If a pilot determines that a fixed
rotating cone condition exists, the pilot should place the pedals in a “neutral”
position (approximately one inch, [25mm] of right pedal). This “neutral” position
places the NOTAR fan at minimum pitch. Using pedal input in an attempt
to counter the yaw will produce an unfavorable thrust vector, increasing the
yaw.
Normally, the nose of the aircraft should turn right when power (collective)
is increased. Conversely, the nose of the aircraft should turn left when power
(collective) is reduced. The VSCS system will attempt to maintain “trimmed”
flight within its limited authority. When the collective is raised, the vertical
fins reposition to move the aircraft nose to the left. When the collective is
lowered, the vertical fins reposition to move the aircraft nose to the right,
assuming there is sufficient airflow (i.e., airspeed) across the vertical stabiliz
ers.
The effects of the VSCS can be neutralized by turning both VSCS switches
OFF. This action should only be accomplished with the aircraft established
on final approach and below 100 knots. This procedure is most helpful when
faced with a complete loss of thrust or with a fixed thruster - right pedal
applied condition.
FAA Approved
Reissue 3
3−18
Original
Wind speed and direction at the landing site can be beneficial if optimized
for the particular type of anti-torque malfunction. Head winds reduce ground
speed and/or power required at touchdown. Left crosswind components can
help weathervane the aircraft against the yaw tendency caused by the particu
lar malfunction.
With a fixed collective position, controlling RPM with the twist grips will change
power (torque) and induce a yaw. If needed, it is recommended that controlling
RPM with twist grips be used only to reduce RPM just prior to or at the moment
of touchdown.
NOTE: This action will place both engines in the manual mode.
ANTI-TORQUE FAILURE - COMPLETE LOSS OF THRUST
This involves a break in the fan drive system (e.g., a broken drive shaft) that causes
the fan to stop turning resulting in a complete loss of fan thrust. Directional control
becomes dependent on airspeed and power setting.
Conditions: While in hovering flight
Indications: Inability to “trim” helicopter with pedals; may also be accompanied by

noise or vibration.
Procedures:
If altitude permits, a positive reduction of collective pitch may result in a

stopping or slowing of the “uncommanded turn to the right”.
If “uncommanded turn to the right” is arrested, fly away and gain sufficient
airspeed to maintain heading control.
Proceed with procedures for complete loss of thrust in forward flight.
If unable to gain airspeed or altitude does not permit, reduce power and
altitude with collective.
As the ground is approached, rotate both twist grips simultaneously to IDLE

and perform an autorotation.
FAA Approved
Reissue 3
3−19
Original
Conditions: In Forward Flight
Indications: Inability to “trim” helicopter with pedals; may also be accompanied by

noise or vibration.
Procedures:
Adjust airspeed and power for level flight at an airspeed between 80 and
100 KIAS.
Do not attempt an autorotation from forward flight unless an actual

CAUTION dual engine failure occurs.
Select an approach direction that offers a left quartering headwind to reduce
the touchdown ground speed and the amount of right yaw.
Perform a shallow approach to a hard surface or other suitable area at a mini

mum airspeed of 80 knots.
Set collective friction to 5 pounds.
Turn VSCS OFF.
An aggressive reduction in power (similar to a “quick stop”) as the air

craft is decelerated prior to landing should yaw the aircraft to the left.
As the ground is approached, level the aircraft and adjust collective as

necessary to align the aircraft with the touchdown direction and cushion
the landing. Landing speed should be as slow as possible, not to exceed
30 knots.
If necessary, just prior to or at the moment of touchdown, rotate both twist

grips simultaneously toward IDLE to assist in maintaining directional control.
FAA Approved
Reissue 3
3−20
Original
ANTI-TORQUE FAILURE - FIXED THRUSTER SETTING

Conditions: Right pedal applied: This condition results in a thruster opening on the right
and may be understood either as a “stuck right pedal” or a break in the rotating
cone controls with the right pedal applied. In either failure mode, the thruster
would be opened on the right producing a thrust vector that causes the aircraft
to yaw to the right. The degree of yaw will be determined by the position of
the rotating cone at the time of failure.
Procedures:
100 KIAS.

If able, place pedals in “neutral” position (approximately one inch [25mm]

of right pedal).
NOTE: With pedals in neutral, the NOTAR fan will be at minimum pitch.
Select an approach direction that offers a left quartering headwind to reduce
the touchdown ground speed and the amount of right yaw.
Perform a shallow approach to a hard surface or other suitable area at a mini

mum airspeed of 80 knots.
Select collective friction to 5 pounds.
Turn VSCS OFF.
An aggressive reduction in power (similar to a “quick stop”) as the air

craft is decelerated prior to landing should yaw the aircraft to the left.
As the ground is approached, level the aircraft and adjust collective as

necessary to align the aircraft with the touchdown direction and cushion
the landing. Landing speed should be as slow as possible, not to exceed
30 knots.
If necessary, just prior to or at the moment of touchdown, rotate both twist

grips simultaneously toward IDLE to assist in maintaining directional control.
FAA Approved
Reissue 3
3−21
Original
Conditions: Left pedal applied: This condition results in a thruster opening on the left
and may be understood either as a “stuck left pedal” or a break in the rotating
cone controls with the left pedal applied. In either failure mode, the thruster
would be opened on the left producing a thrust vector that causes the aircraft
to yaw to the left. The degree of yaw will be determined by the position of
the rotating cone at the time of failure.
Procedures:
100 KIAS.

If able, place pedals in “neutral” position (approximately one inch, [25mm]

of right pedal).
NOTE: With pedals in neutral, the NOTAR fan will be at minimum pitch.
Select collective friction to 5 pounds.
VSCS OFF.
Use a shallow to normal approach into wind or left quartering headwind.
Maintain directional control with small adjustments in collective.
Plan to touchdown with little or no forward speed.
FAA Approved
Reissue 3
3−22
Original
VSCS FAILURE
LEFT VERTICAL STABILIZER MID-RANGE DEFLECTION

POSITION INDICATOR POINT
L VERTICAL STAB R RIGHT VERTICAL STABILIZER

POSITION INDICATOR
FIN TRAILING EDGE

DEFLECTION INDICATORS L VERTICAL STAB R
F90−090
Figure 3−3. VSCS Indicator

Indications: VSCS Fail message(s) on IIDS alpha-numeric display.
VSCS indicator: Abnormal indication - no movement or continuous full-scale

deflection.
Possible uncommanded sideslip in forward flight.

Procedures:
Trim aircraft with pedals.
VSCS OFF ON AFFECTED SYSTEM(S)
Reduce airspeed below 100 KIAS (Ref. Section II).
Continue flight to next point of intended landing.
FAA Approved
Reissue 3
3−23
Original
HYDRAULIC SYSTEM FAILURE

Indications: Single system failure: The `‘1HYD’’ or ‘‘HYD2'' caution annunciator illuminated
on the caution/warning advisory display. Both hydraulic system pressures or
``TEMPERATURE'' indication will be displayed on the IIDS alphanumeric
display. A stiffness in the anti-torque pedals will occur with a failure of the
number 2 system.
Dual system failure: The ``1HYD2'' caution annunciator illuminated on the
caution/warning advisory display. Both hydraulic system pressures or
``TEMPERATURE'' indications will be displayed on the IIDS alphanumeric
display.
Conditions: Single system failure - loss of pressure

Procedures:
Decrease air speed to below 100 KIAS.
NOTE: A stiffness in the anti−torque pedals will occur with a failure of the number 2
system.
Continue the flight to the point of next intended landing.
Perform a shallow approach to a hover; land vertically for a single system
failure.
Conditions: Dual system failure - loss of pressure

Procedures:
Decrease air speed to below 100 KIAS.
Continue the flight to the point of next intended landing.
Perform a running landing.
Conditions: High hydraulic fluid temperature

Procedures:
Land as soon as practical.
CYCLIC TRIM FAILURE

Indications: Cyclic trim failure is indicated by an inability to reduce cyclic forces with the
cyclic trim switch. Cyclic stick forces of approximately 15 pounds may be
required for full control movement.
Procedures:
Continue flight
FAA Approved
Reissue 3
3−24
Original
COLLECTIVE FRICTION FAILURE

Conditions: Collective friction release failure
Indications: 25 lbs of force required to move the collective up or down.
Procedures:
Set collective friction release switch to 5 lb position in an attempt to reduce
control forces.
Continue flight.
Advise maintenance.
Conditions: Collective friction fails to engage
Continue flight.
Indications: Collective control movements will require only 5 lbs of force.

Procedures:
Continue flight, advise maintenance.
3−10. PITOT/STATIC SYSTEM MALFUNCTION: SINGLE OR DUAL PITOT

TUBE INSTALLATION
STATIC SYSTEM MALFUNCTION
Indications: Altimeter and IVSI (if installed) show no change in indication during
climb/descent.
Conditions: Primary static source is clogged.
Procedures:
Alternate static source toggle valve (on
PULL UP
affected side)
NOTE: The altimeter will indicate 60 feet less during climb operations.
SINGLE PITOT TUBE ALTERNATE STATIC SOURCE TOGGLE VALVE

SHOWN; DUAL PITOT TUBE INSTALLATION HAS AN ADDITIONAL
ALTERNATE STATIC SOURCE TOGGLE VALVE LOCATED ON
OPPOSITE SIDE OF INSTRUMENT PANEL
NOTE: TO OPERATE TOGGLE VALVE, PULL VALVE
HANDLE UP. TO RETURN TO PRIMARY STATIC SOURCE,
PUSH HANDLE DOWN
F90−096A
Figure 3−4. Alternate Static Source Toggle Valve
FAA Approved
Reissue 3
3−25
Original
3−11. ENGINE AND GENERATOR MALFUNCTION INDICATIONS
NOTE: Certain malfunctions may require an engine to be shutdown, however, the pilot
must assess the type of problem and decide if the affected engine is to remain
operational.
ENGINE FIRE WARNING

ENGINE CHIPS CAUTION ANNUNCIATOR (RED)
ANNUNCIATOR (YELLOW)
HIGH ENGINE OIL TEMPERATURE FIRE HIGH ENGINE OIL PRESSURE

WARNING ANNUNCIATOR (RED) CAUTION ANNUNCIATOR (YELLOW)
CHIPS
CAUTION ANNUNCIATOR
(YELLOW)
LOW ENGINE OIL PRESSURE
° C %PSI CAUTION ANNUNCIATOR (YELLOW)
ENGINE LOW OIL TEMPERATURE WARNING ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR (YELLOW)
GENERATOR HIGH LOAD NG HIGH

%LOAD WARNING ANNUNCIATOR (RED)
GEN NG HIGH
GENERATOR LOAD CAUTION ANNUNCIATOR (YELLOW)
DIGITAL DISPLAY (WHITE)
NG NG LOW WARNING
GENERATOR OUT CAUTION
ANNUNCIATOR (YELLOW) ANNUNCIATOR (RED) F90−026
Figure 3−5. Engine and Generator Malfunction Annunciators

ENGINE HIGH OIL TEMPERATURE
Indications: Upper yellow caution annunciator ON at 105°C and/or red warning annunciator
ON at 110°C
NOTE: The engine is certified to operate continuously up to 110°C. The caution range
and yellow annunciator are advisories only and indicate temperatures
approching maximum.
Procedures:
Reduce power on affected engine.
Monitor pressure and temperature.
NOTE: If temperature remains above limits (red annunciator ON) and/or abnormal oil
pressure is indicated, shut down affected engine.
If indications return to normal, increase power on affected engine as desired.
FAA Approved
Reissue 3
3−26
Original
ENGINE LOW OIL TEMPERATURE
Indications: Lower yellow caution annunciator ON at +10°C and below
Procedures:
Allow engine oil temperature to increase to normal range before placing Engine
Control in FLY.
ENGINE HIGH OIL PRESSURE

NOTE: The red high engine oil pressure annunciator is only activated during the lamp
test mode.
Indications: Upper yellow caution annunciator ON if the oil pressure is greater than 112%
psi for more than 10 minutes.
Procedures:
ENGINE LOW OIL PRESSURE
Indications: Lower yellow caution annunciator or lower red warning annunciator ON.
Procedures:
If single engine power is sufficient to continue flight, shut down affected engine.
FAA Approved
Reissue 3
3−27
Original
ENGINE CHIPS
Indications: Yellow CHIPS caution annunciator ON.
Conditions: On ground:
Shut down engine.
Conditions: In flight:
NG HIGH
Indications: Red warning or yellow caution annunciator ON.
Procedures:
Reduce power to normal range

Check engine torque and EGT indications
NG LOW
Indications: Red warning annunciator ON.
Procedures:
Check affected engine IIDS indications (primary display) for possible engine
failure.
If engine failure is confirmed, proceed with engine failure procedures (Ref.

paragraph 3-3).
FAA Approved
Reissue 3
3−28
Original
GENERATOR HIGH LOAD

Indications: Upper yellow generator high load annunciator ON
Procedures:
Turn off unnecessary electrical equipment.
Failure to turn off unnecessary electrical equipment may cause

CAUTION the generator(s) to automatically go off line.
GENERATOR
Indications: Yellow GEN annunciator ON and %LOAD is ``0''.
Procedures:
L GEN or R GEN (or both if dual generator RESET

failure) switch
If GEN annunciator still on OFF FOR AFFECTED
GENERATOR(S)
Continue flight
If both generators failed and both fuel boost pumps are indicating low fuel
pressure:
Power switch ESNTL UNLESS FLIGHT
CONDITIONS DICTATE
OTHERWISE
Land as soon as possible; avoid high ``G'' maneuvers.
If both generators failed and both fuel boost pumps are indicating normal
fuel pressure:
reduce electrical load to minimum required
NOTE: With both generators failed and the power switch in the ESNTL position, a fully
charged battery will supply power for up to one hour..
WIth the power switch in the ESNTL position, only that equipment powered by
the essential bus will be operational.
FAA Approved
Reissue 3
3−29
Original
3−12. TRANSMISSION MALFUNCTION INDICATIONS
TRANSMISSION FIRE WARNING TRANSMISSION CHIPS CAUTION

HIGH OIL TEMP WARNING ANNUNCIATOR (RED) ANNUNCIATOR (YELLOW)
ANNUNCIATOR (RED)
TRANSMISSION
TRANSMISSION FIRE HIGH OIL PRESSURE
HIGH OIL TEMP CAUTION WARNING ANNUNCIATOR (RED)
ANNUNCIATOR (YELLOW) CHIPS
TRANSMISSION
HIGH OIL PRESSURE CAUTION
TRANSMISSION ANNUNCIATOR (YELLOW)
LOW OIL TEMP
CAUTION ° C %PSI
TRANSMISSION
ANNUNCIATOR LOW OIL PRESSURE CAUTION
(YELLOW) ANNUNCIATOR (YELLOW)
TRANSMISSION
LOW OIL PRESSURE
WARNING
ANNUNCIATOR (RED)
F90−023
Figure 3−6. Transmission Malfunction Annunciators

TRANSMISSION OIL TEMPERATURE HIGH
Indications: Upper yellow caution or red annunciator ON.
Procedures:
Reduce power
If temperature remains high LAND AS SOON AS POSSIBLE
FAA Approved
Reissue 3
3−30
Original
TRANSMISSION OIL TEMPERATURE LOW
Indications: Lower yellow caution annunciator ON.
Procedures:
Continue flight
Do not takeoff with low temperature annunciator ON.
TRANSMISSION OIL PRESSURE LOW

Indications: Lower yellow caution annunciator ON or red warning annunciator ON.
Procedures:
Transmission oil pressure low caution LAND AS SOON AS

POSSIBLE
Transmission oil pressure low warning LAND IMMEDIATELY
TRANSMISSION OIL PRESSURE HIGH
Indications: Upper yellow caution annunciator ON or red warning annunciator ON.
Procedures:
Monitor transmission oil pressure
Land as soon as practical
TRANSMISSION CHIPS
Indications: Yellow CHIPS annunciator ON.
Procedures:
Monitor transmission oil temperature and pressure. If normal, land as soon

as practical.
If temperature/pressure are not normal, land as soon as possible.
FAA Approved
Reissue 3
3−31
Original
3−13. FUEL SYSTEM DISPLAY ADVISORIES
FIRE FIRE FIRE CAB HEAT

CHIPS CHIPS CHIPS BAT HOT FUEL FILTER
IMPENDING (NOTE 1 ) FUEL FILTER
BAT WRM BY-PASS CAUTION CROSSFEED VALVE IMPENDING BY-PASS
(YELLOW) POSITION (WHITE) CAUTION
°C %PSI °C %PSI °C %PSI ROTOR
BRAKE
CABIN
DOOR
FUEL
BAGGAGE
%LOAD %LOAD DOOR
GEN GEN 1 HYD 2 FUEL SHUTOFF FUEL SHUTOFF
VALVE (YELLOW) VALVE (YELLOW)
IIDS (NOTE 1) (NOTE 1)
NG NG
LB °C
OAT A. NORMAL FUEL PRESSURE WITH CROSSFEED VALVE SHOWN IN
ÇÇ
NORMAL CLOSED POSITION ON IIDS SECONDARY DISPLAY PANEL
ÂÂ
ÉÉ
YELLOW
WHITE
ÂÂ
RED B. NORMAL FUEL PRESSURE WITH CROSSFEED VALVE OPEN (NOTE 1)
GREEN
C. NORMAL FUEL FLOW WITH IMPENDING ENGINE FUEL FILTERS BY-PASS
ÉÉÉÉ
FUEL
ÉÉÉÉ
D. INDICATES LOW FUEL PRESSURE ON BOTH FUEL BOOSTER PUMPS
OR BOTH BOOSTER PUMPS IN OFF POSITION
ÉÉÉÉ
FUEL QUANTITY
SEGMENTS
ÉÉÉÉ
ÉÉÉÉ
ÇÇÇÇ
LOW FUEL CAUTION E. LOW FUEL PRESSURE LEFT BOOSTER PUMP WITH NORMAL FUEL
ÇÇÇÇÉ
ÉÉÍÍÍÍ
ÉÉÉÉ
ÈÈÈÈ
SEGMENT PRESSURE ON RIGHT BOOSTER PUMP
(YELLOW)
LOW FUEL WARNING SEGMENT

(RED)
LOW FUEL F. INDICATES BOTH FUEL SHUTOFF VALVES IN CLOSED POSITION (NOTE 1)
WARNING
LB FUEL QUANTITY DIGITAL
TICK (RED) DISPLAY (WHITE)
NOTE:
1. THE LIGHT SEGMENT BAR(S) WILL FLASH ON THE IIDS PANEL WHEN
THE VALVE IS IN TRANSIT BETWEEN THE OPEN AND CLOSED POSITION.
F90−089
Figure 3−7. Fuel System Advisory Indicators
FAA Approved
Reissue 3
3−32
Original
FUEL LOW
Indications: Fuel quantity displays yellow caution bars when fuel level decreases to 300
pounds; the red warning bar displays at 150 pounds. Low fuel warning tick
marks display at 97 to 117 LBS.
NOTE: 100 lbs of fuel equals approximately 12 minutes of fuel in cruise flight at sea level,
standard day conditions, 6000 lbs gross weight (Ref. Section IX).
Procedures:
With low fuel warning tick marks ON 140 KIAS MAXIMUM AND AVOID
UNCOORDINATED
TURNS/MANEUVERS
FUEL BOOST PUMP FAILURE

Indications: Alternating white and yellow offset segments indicate low fuel pressure.
Procedures: Single Failure

Crossfeed ON to provide pressurized fuel to opposite side.
Continue flight.
Procedures: Dual Failure
Land as soon as possible. Avoid high ``G'' maneuvers.
CROSSFEED VALVE MALFUNCTION

Indications: With Crossfeed ON, crossfeed indicator will not appear or will not appear steady.
Procedures:
With single fuel boost pump failure LAND AS SOON AS

PRACTICAL − AVOID HIGH ‘G’
MANEUVERS
NOTE: With a Crossfeed Valve malfunction and operating OEI, the unusable fuel
quantity increases approximately 10 pounds.
FAA Approved
Reissue 3
3−33
Original
SINGLE FUEL PROBE FAILURE

Indications: Digital fuel quantity indicator blanked
Vertical fuel quantity segments indicate approximately half the remaining fuel
quantity.
Procedures:
Continue the flight using consumption and time calculations.
DUAL FUEL PROBE FAILURE
Indications: Digital fuel quantity indicator blanked.

Vertical quantity segments blanked.
Procedures:
Continue the flight using consumption and time calculations.
NOTE: The low fuel warning tick mark indication remains operational with a dual fuel
probe failure.
IMPENDING FUEL FILTER BYPASS
Indications: Impending bypass is shown by an inverted `Ù''

above affected fuel flow line.
Procedures:
Continue flight
If other bypass indicator is displayed LAND AS SOON AS
POSSIBLE
FAA Approved
Reissue 3
3−34
Original
FUEL SHUTOFF VALVE MALFUNCTION
Indications: Two yellow bar segments flashing above and below the fuel flow line to the
left or right of center.
Conditions: Fuel valve not fully opened/closed
Procedures:
In flight:
Continue flight
Be prepared for affected engine to flame out
Pre Start:
Fuel shutoff switch CYCLE OFF TO ON
If no change in indication DO NOT ATTEMPT START
3−14. CAUTION AND WARNING ADVISORIES
CABIN HEAT
WARNING ANNUNCIATOR (RED)
CAB HEAT BATTERY HOT
WARNING ANNUNCIATOR (RED)
BAT HOT
BATTERY WARM
BAT WRM CAUTION ANNUNCIATOR (YELLOW)
ROTOR BRAKE
ROTOR CAUTION ANNUNCIATOR (YELLOW)
BRAKE
CABIN CABIN DOOR OPEN
DOOR CAUTION ANNUNCIATOR (YELLOW)
BAGGAGE BAGGAGE DOOR OPEN
DOOR CAUTION ANNUNCIATOR (YELLOW)
1 HYD 2
HYDRAULIC SYSTEM
IIDS PRESSURE OR HIGH TEMPERATURE
°C IIDS MALFUNCTION
OAT
F90−024B
Figure 3−8. Caution/Warning Cluster
FAA Approved
Reissue 3
3−35
Original
CABIN HEAT
Indications: Red cab heat annunciator ON and activation of the warning tone for two seconds.
Conditions: Bleed air leak
Procedures:
Turn CAB HEAT switch OFF.
BATTERY HOT
Indications: Red BAT HOT warning annunciator ON (battery internal temperature 71°C)
and activation of the warning tone for two cycles.
Procedures:
Shut down aircraft.
Service or replace battery prior to next flight.
WARNING Overheated battery can cause burns to personnel unless

protective clothing and adequate tools are utilized. In some
instances the battery may cause a secondary fire or may rupture
adding the further danger of electrolyte burns. Exercise caution
in dealing with an overheated battery. Maintain extinguisher ready
for use. Do no use the fire extinguisher to cool the battery.
Procedures:
Power switch OFF.
Land as soon as possible
FAA Approved
Reissue 3
3−36
Original
BATTERY WARM
Indications: Yellow BAT WRM annunciator ON (battery internal temperature 57°C).
Do not attempt to start an engine on battery power with BAT WRM

CAUTION annunciatorON.
NOTE: A battery warm condition results in the battery being disconnected from the
aircraft electrical system once a generator is placed on line. Generator power
alone is not sufficient to start an engine.
Procedures:
Utilize a GPU to start engines.
Power switch OFF after both generators are on line.
If battery warm annunciator remains ON for more than five minutes, shutdown
the aircraft.
Otherwise, continue flight.
Procedures:
Power switch off.
Continue flight.
FAA Approved
Reissue 3
3−37
Original
ROTOR BRAKE
Indications: Yellow ROTOR BRAKE annunciatorON.
Procedures:
Rotor brake handle CHECK STOWED

If annunciator remains on, land as soon as possible.
BAGGAGE DOOR
Indications: Yellow BAGGAGE DOOR annunciator ON.
Procedures:
Secure door.
Conditions: In the air
Procedures:
Land as soon as practical and secure the door.
IIDS
Indications: Yellow IIDS annunciator ON.
Conditions: IIDS fault
Procedures:
Continue flight.
Check fault log after landing; advise maintenance.
FAA Approved
Reissue 3
3−38
Original
3−15. OTHER MALFUNCTION/ADVISORIES

IIDS FAILURE
Indications: IIDS displays blanks.
Conditions: Loss of electrical power to IIDS.
Procedures: On ground
Shut down.
Procedures: In flight
Reduce airspeed to 100 KIAS or less.
Reduce electrical load.
NP SWITCH FAILURE
Indications:
NP switch inoperative.
Procedures: At 100%NP
Continue flight. When arriving at destination, avoid right quartering tailwinds.
Procedures: At 104%NP
Restrict airspeed to 100 KIAS maximum.
Continue flight.
IPS BYPASS
Indications: IPS BYPASS message on IIDS alphanumeric display.
Conditions: Both IPS bypass doors open.
Procedures: Advisory only
BATTERY DISCHARGE
Indications: BATT DISCHARGE message on IIDS alphanumeric display.
Conditions: Battery bus voltage is less than 26 volts
NOTE: The IIDS will display the BATT DISCHARGE message whenever the Battery Bus
Voltage is <26V for >5 seconds, or <22V for >0.5 seconds. Clearing the BATT
DISCHARGE message by pressing CLR will result in no further indication of the
electrical system health unless the condition which set the message corrects
itself AND a low voltage condition occurs again.
Check generator load indications.
Land as soon as practical if condition persists.
Advise maintenance.
FAA Approved
Reissue 3
3−39
Revision 3
3−16. VIBRATIONS
Indications: Sudden, unusual or excessive vibrations occurring during flight.
Conditions: The onset of unusual or excessive vibrations in the helicopter may be an
indication of problems in the rotor or drive train systems.
Procedures:
LAND AS SOON AS POSSIBLE.
No further flights should be attempted until the cause of the vibration
has been identified and corrected.
Indications: “CHECK NOTAR BAL” or “CHECK ROTOR BAL” on IIDS alphaneumeric

display.
Conditions: NOTAR fan or main rotor balance out of acceptable range.
Procedures:
Clear message from adphaneumeric display.
If the message on alphaneumeric display reappears during the
CAUTION same flight, land as soon as possible.
Advise maintenance.
3−17. EMERGENCY EQUIPMENT

Emergency Fire Extinguisher:
The fire extinguisher mounts to the aft side of the center console. It detaches
from the mounting bracket by unfastening the quick release clamps. The extin
guisher uses Halon 1211 extinguishing agent. The fire extinguisher is equipped
with a pressure gauge that indicates normal, charge, and overcharge pressures.
9G26-017
Figure 3−9. Emergency Fire Extinguisher

First Aid Kit:
The first aid kit is located on the right hand sidewall panel of the baggage compart
ment.
FAA Approved
Reissue 3
3−40
Original
3−18. EMERGENCY EGRESS

Crew compartment doors:
Both doors function as primary and emergency exits.
Cabin door window removal:
Each cabin door window may be used as an emergency exit by pulling the emergency
exit pull tab and pulling the window inward.
RIGHT SHOWN
LEFT OPPOSITE
COCKPIT DOOR FRAME

LOOKING OUTBOARD
RIGHT SIDE
1. LOCATED ON UPPER
COCKPIT DOOR FRAME
2. LOCATED ADJACENT CREW COMPARTMENT DOOR EXIT

TO COCKPIT DOOR
ACCESS HANDLE
EMERGENCY EXIT RELEASE
EMERGENCY EXIT
PULL TAB
TO REMOVE WINDOW
CABIN DOOR EMERGENCY EXIT
F90−091A
Figure 3−10. Cabin Door Emergency Exit
FAA Approved
Reissue 3
3−41
Original
FAA Approved
Reissue 3
3−42
Original
MD900 with PW 206A
Normal Procedures
SECTION IV
NORMAL PROCEDURES
TABLE OF CONTENTS
4-1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Figure 4-1. Pilot's Preflight Guide (Sheet 1 of 2 Sheets) . . . . . . . . . . . . . . . . . . . 4-2
Figure 4-1. Pilot's Preflight Guide (Sheet 2 of 2 Sheets) . . . . . . . . . . . . . . . . . . . . 4-3
4-2. Pilot's Daily Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
4-3. Pilot's Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Figure 4-2. Instrument Panel - Single Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Figure 4-3. Instrument Panel - Two Pilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Figure 4-4. Switches and Circuit Breakers - Console Mounted (Typical) . . . . 4-18
Figure 4-5. Circuit Breakers - Baggage Compartment Mounted (Typical) . . . 4-19
Figure 4-6. Collective Pitch Stick Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Figure 4-7. Cyclic Stick Grip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
4-4. Engine Pre-Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4-5. Engine Starting - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24
4-6. Engine Runup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-7. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
4-8. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-9. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-10. Slow Flight/Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26
4-11. Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27
Figure 4-8. Tail Skid (Bumper) Flare Angle and Landing Surface Clearance 4-27
4-12. Engine/Aircraft Shutdown - Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Figure 4-9. Cyclic Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-13. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
4-14. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-15. Flight With Doors Removed or Cabin Doors Open . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Figure 4-10. Cabin Door Hold Open Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
4-16. One Engine Inoperative Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
4-17. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
FAA Approved
Reissue 3
Revision 4 4−i
MD900 with PW 206A
Normal Procedures
FAA Approved
Reissue 3
4−ii Original
MD900 with PW 206A
Normal Procedures
SECTION IV
NORMAL PROCEDURES
4−1. PREFLIGHT REQUIREMENTS
NOTE: The checks described in this Section apply to the standard configuration MD900
and do not include certain optional equipment items. Preflight checks for optional
equipment items may be found in Section X of this manual. If your helicopter is
equipped with STC’d items, refer to the STC holder’s flight manual supplement.
``CHECK'' means to observe the helicopter and note any obvious damage. Damage
is defined as any condition that is not normal or not within limits. Examples of
conditions to look for are: inoperable equipment, excessive leakage, discoloration
caused by heat, loose attachment, dents, cracks, punctures, abrasion, chafing, gall
ing, nicks, scratches, delamination and evidence of corrosion. These are the most
common types of damage, however, checks should not be limited to these items.
Further checks shall be performed before the next flight if discrepancies are noted
to determine if the aircraft is airworthy. Flight is prohibited when unrepaired damage
exists which makes the aircraft unairworthy.
Have a thorough understanding of operating limitations. (Ref. Section II).
Service helicopter as required. (Ref. Section VIII and the Aircraft Maintenance
Manual).
Determine that helicopter loading is within limits. (Ref. Sections II and VI).
Check helicopter performance data. (Ref. Sections V, IX, and X).
Be sure to include a review of the appropriate flight manual

CAUTION supplemental data for type of optional equipment installed
(including STC items) as a regular part of preflight planning.
Perform Pilot's Daily Preflight check prior to the first flight of the day.
Perform Pilot's Preflight Check prior to subsequent flights that same day.
Brief passengers on relevant operational procedures and associated hazards (Ref.
Section I).
FAA Approved
Reissue 3
Original 4−1
Normal Procedures MD900 with PW 206A
Figure 4−1. Pilot’s Preflight Guide (Sheet 1 of 2 Sheets)
FAA Approved
Reissue 3
4−2 Original
MD900 with PW 206A
Normal Procedures
F90−027−2A
Figure 4−1. Pilot’s Preflight Guide (Sheet 2 of 2 Sheets)
FAA Approved
Reissue 3
Original 4−3
4−2. PILOT’S DAILY PREFLIGHT CHECK
Perform these checks prior to the first flight of the day.

PRELIMINARY CHECKS
Aircraft attitude CHECK

Covers and tiedowns REMOVE
Main rotor blades CHECK
EXTERIOR CHECKS − FRONT
Battery compartment BATTERY CONNECTED; SECURE

Battery compartment door CONDITION; CLOSED
Pitot tube(s) CONDITION, FREE OF
OBSTRUCTIONS
Windscreen CONDITION
Chin windscreen CONDITION
Chin windscreen area CHECK PEDAL LINKAGES;
FOREIGN OBJECTS
Landing light window and lights CONDITION
Fuselage Bottom:
Antennas CHECK
OAT probe CHECK
FORWARD RIGHT SIDE
Right crew door:

Glass and vents SECURITY, CONDITION
Hinges CHECK
Latch system and handle CHECK OPERATION
Door release handle CONDITION
FAA Approved
Reissue 3
4−4 Original
MD900 with PW 206A
Normal Procedures
Door strut and strap OPERATION, SECURITY, CONDITION

Crew Seat CONDITION; NOTHING STOWED
UNDER SEAT
Pilot pedals:
Adjust ADJUSTMENT PINS ENGAGED
Move pedals by hand OBSERVE MOVEMENT OF THRUSTER
POWER switch BAT/EXT
IIDS panel: CHECK LAMP TEST MODE (B.I.T.)
Fuel quantity CHECK
NOTE: If the Range Extender is installed the fuel quantity indication will not display
actual fuel weight when the fuel system is ‘‘topped off’’. Remove fuel cap and pull
lanyard to assure tank is full by noting fuel level on the inside of filler neck (Ref.
Section VIII). Fuel can be trapped in filler neck by the flapper valve.
Lighting control panel CHECK OPERATION OF LIGHTS AS
REQUIRED
POWER switch OFF
Crew door CLOSE
FUSELAGE − RIGHT SIDE
Landing gear:
Skid tube step SECURITY, CONDITION
Forward spacer fitting; crosstube CHECK
Skid tube and abrasion strips CHECK
Aft crosstube and damper fluid level CHECK (REF. SECTION VII)
Aft fuel vent fairing CLEAR OF OBSTRUCTIONS
Fuel catch can drain (if installed) DRAIN
Fuel sump drain:
Push in fuel drain control to take sample CHECK FOR CONTAMINATION;
VERIFY PROPER OPERATION OF
DRAIN VALVES
Fuel drain door CLOSED
Forward fuselage skin and steps CONDITION
FAA Approved
Reissue 3
Original 4−5
Auxiliary power door, avionics access panel, SECURITY, CONDITION

static port, fuel cap
Right side passenger door:
Upper and lower track and guide CHECK
Door rollers CHECK OPERATION
Door skin and glass CHECK
Door stops/pins CHECK
Right side passenger compartment:
Upholstery CHECK CONDITION
Seats and seat belts CHECK OPERATION
Cabin heat controls AS DESIRED
Loose equipment STOWED
NOTE: Nothing stowed under seats that are to be occupied.

RIGHT FORWARD TRANSMISSION DECK
Hydraulic System:
Hydraulic manifold CHECK MOUNTING AND FLUID LEVEL
System filters CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)
Longitudinal hydraulic actuator CHECK LEAKS, MOUNTING
Hydraulic lines CHECK LEAKS, FITTINGS
Static mast supports CHECK ATTACHMENT
Rotor brake fluid level CHECK (IF INSTALLED)
Environmental control system:
Air inlet screen CHECK
Cabin air and fan plenum CHECK MOUNTING
Air ductwork CHECK CONDITION
FAA Approved
Reissue 3
4−6 Original
MD900 with PW 206A
Normal Procedures
Transmission deck CHECK FOR FOREIGN OBJECTS AND

SIGNS OF FLUID LEAKAGE
Oil cooler CHECK LEAKS
Forward access door CHECK OPERATION AND CONDITION;
CLOSE
RIGHT CENTER TRANSMISSION DECK
Oil cooler:
Cooling air inlet NO OBSTRUCTIONS
Oil cooler CHECK MOUNTING AND CONDITION
Air ducts CHECK MOUNTING AND CONDITION
Transmission:
Transmission oil level CHECK
Transmission oil filler cap CHECK SECURITY
Static mast support CHECK MOUNTING AND CONDITION
Forward outside engine mount CHECK MOUNTING AND CONDITION
Engine drive shaft CHECK
Fan drive shaft CHECK
Rotor brake CHECK
Engine accessory gear box CHECK FITTINGS, LINES, CONNECTORS
AND WIRING
Engine oil level CHECK: IF SIGHT GLASS IS DARK, OIL
LEVEL IS FULL
Engine oil filter CHECK BYPASS INDICATOR
NOTE: To reduce the possibility of over servicing and ensure accurate readings for oil
consumption measurement, it is recommended that oil level always be checked
within 10 minutes after engine shutdown. If oil level is in doubt, check at filler
dipstick (Ref. Section VIII)
FAA Approved
Reissue 3
Original 4−7
Transmission access door latches, hinges, CHECK OPERATION; CLOSE

and door
Cabin door closed and latched CHECK
FUSELAGE −RIGHT TOP REAR
Work platforms/steps. CHECK

Engine air inlet w/o particle separator:
Inlet screen CHECK − NO OBSTRUCTIONS
NACA inlet (if installed) NO OBSTRUCTIONS
Engine air inlet with particle separator:
Particle separator CHECK − NO OBSTRUCTIONS
Bypass door CLOSED; CONDITION OF SEAL
NACA inlet door (if installed) CLOSED − NO OBSTRUCTIONS
Right Engine:
Engine oil access door CHECK CONDITION
Engine oil level CHECK AS NECESSARY
Oil filler cap CHECK
Engine cowling assembly CHECK
Fuselage skin CHECK CONDITION
Notar fan inlet:
Fan air inlet screen and duct CHECK CLEAR
Notar fan blades CHECK
ROTOR SYSTEM
Stationary swashplate CHECK

Lower control rodend bearings CHECK
Rotating swashplate CHECK
Scissors drive link CHECK
Pitch change links CHECK
FAA Approved
Reissue 3
4−8 Original
MD900 with PW 206A
Normal Procedures
Striker plates and rollers CHECK

Inner flexbeam attach points CHECK
Flexbeam lead and lag legs CHECK
Upper and lower damper and damper caps CHECK
Elastomeric feathering bearing CHECK
Pitch change housing CHECK
Blade attach pins (bolts): CHECK
Check for upward or downward shift of ADVISE MAINTENANCE IF SHIFT IS
installed blade retention bolts. NOTED
Check blade retention bolts for gap be ADVISE MAINTENANCE IF NO GAP IS
tween thrust washer and retainer. PRESENT
Blade attach points CHECK
Rotor blades CHECK
Top of rotor head CHECK
FUSELAGE − RIGHT REAR
Fuselage skin CHECK

Exhaust ejector cowl CHECK
Baggage door:
Handle OPERATION
Skin CHECK
Door strut CHECK
Rear spoiler CHECK
Hinge pins CHECK
Environmental control system vent CHECK
Baggage compartment:
Loose items SECURED
Circuit breaker panel CHECK
Fan Control Rod Spring Capsule:
• • • Baggage compartment ceiling panel UNZIP
• • • Control rod spring capsule CHECK

NOTE: Check piston rod for movement, clips installed on outer bellcrank assembly and
lanyards connected to clips. If clips are bent and/or lanyards are taut, or piston
rod moves in any direction, advise maintenance.
• • • Baggage compartment ceiling panel ZIP UP
Baggage door CLOSED AND LATCHED
FAA Approved
Reissue 3
Original 4−9
TAILBOOM AND EMPENNAGE − RIGHT SIDE
Tailboom attach ring CHECK

Tailboom slots CLEAR OF OBSTRUCTIONS
Tailboom CHECK CONDITION
Horizontal stabilizer:
Horizontal stabilizer attach points CHECK
Horizontal stabilizer fairing CHECK
Vertical stabilizer CHECK
Nav light/strobe lenses CHECK
Thruster rotating cone: CHECK FOR FREEDOM OF ROTATION
Place hands at the 11 and 5 o'clock positions and press inward while rotating the
cone to the left and right. Repeat check by using the 1 and 7 o'clock positions. Ad
vise maintenance if any unusual noise or roughness is noticed.
CAUTION: Do not rotate cone beyond one−half left/right open.
Turning vanes CHECK
TAILBOOM AND EMPENNAGE − LEFT SIDE
Horizontal stabilizer:
Horizontal stabilizer attach points CHECK
Horizontal stabilizer fairing CHECK
Tail skid CHECK
Vertical stabilizer CHECK
Nav light CHECK
Tailboom CHECK CONDITION
Tailboom attach ring CHECK
FAA Approved
Reissue 3
4−10 Original
MD900 with PW 206A
Normal Procedures
LEFT REAR FUSELAGE
Fuselage skin CHECK

Exhaust ejector cowl CHECK
Work platforms/steps CHECK
FUSELAGE − LEFT SIDE
Landing gear: CHECK

Aft crosstube and damper fluid level CHECK (REF. SECTION VII)
Passenger step CHECK
Skid tube and abrasion strips CHECK
Forward spacer fitting; crosstube CHECK
Skid tube step SECURITY, CONDITION
Underside of fuselage:
Fuel catch can drain (if installed) DRAIN
Fuselage skin CHECK
Left side passenger door:
Upper and lower track and guide CHECK
Door rollers CHECK OPERATION
Door skin and glass CHECK
Door stops/pins CHECK
Left side passenger compartment:
Upholstery CHECK CONDITION
Seats and seat belts CHECK OPERATION
Loose equipment STOWED
FAA Approved
Reissue 3
Original 4−11
FORWARD LEFT SIDE
Left crew/passenger door:

Glass and vents SECURITY, CONDITION
Hinges CHECK
Latch system and handle CHECK OPERATION
Door release handle CONDITION
Door strut and strap OPERATION, SECURITY, CONDITION
Crew Seat CONDITION; NOTHING STOWED
UNDER SEAT
Co-pilot pedals (if installed) ADJUSTED; ADJUSTMENT PINS
ENGAGED
Crew door CLOSE
Avionics access panel CHECK
Static port CHECK: NO OBSTRUCTIONS
Fwd fuel vent fairing CHECK: NO OBSTRUCTIONS
LEFT FORWARD TRANSMISSION DECK
Hydraulic System:
Hydraulic manifold CHECK MOUNTING AND FLUID LEVEL
System filters CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)
Lateral and collective hydraulic actua CHECK LEAKS, MOUNTING
tors
Hydraulic hand pump (if installed) CHECK LEAKS, FITTINGS
Hydraulic lines CHECK LEAKS, FITTINGS
Static mast supports CHECK ATTACHMENT
FAA Approved
Reissue 3
4−12 Original
MD900 with PW 206A
Normal Procedures
Environmental control system: (if installed)

Evaporator CHECK
Freon lines CHECK
Air ductwork CHECK CONDITION
Transmission oil filter CHECK BYPASS INDICATOR (REF.
SECTION VIII)
Oil cooler CHECK LEAKS
Forward access door CHECK OPERATION AND CONDITION;
CLOSE
LEFT CENTER TRANSMISSION DECK
Oil cooler:
Cooling air inlet NO OBSTRUCTIONS
Oil cooler CHECK MOUNTING AND
CONDITION
Air ducts CHECK MOUNTING AND
CONDITION
Static mast support CHECK MOUNTING AND
CONDITION
Forward outside engine mount CHECK MOUNTING AND
CONDITION
Engine drive shaft CHECK
Fan drive shaft CHECK
Rotor brake CHECK
Engine accessory gear box CHECK FITTINGS, LINES,
CONNECTORS AND WIRING
Engine oil level CHECK: IF SIGHT GLASS IS DARK,
OIL LEVEL IS FULL
FAA Approved
Reissue 3
Original 4−13
NOTE: To reduce the possibility of over servicing and ensure accurate readings for oil
consumption measurement, it is recommended that oil level always be checked
within 10 minutes after engine shutdown. If oil level is in doubt, check at filler
dipstick (Ref. Section VIII).
Engine oil filter CHECK BYPASS INDICATOR

Transmission access door latches, hinges, CHECK OPERATION; CLOSE
and door
Cabin door closed/open and latched/secured CHECK
FUSELAGE − LEFT TOP REAR
Engine air inlet w/o particle separator:

Inlet screen CHECK − NO OBSTRUCTIONS
NACA inlet (if installed) NO OBSTRUCTIONS
Engine air inlet with particle separator:
Particle separator CHECK − NO OBSTRUCTIONS
Bypass door CLOSED; CONDITION OF SEAL
NACA inlet door (if installed) CLOSED − NO OBSTRUCTIONS
Left Engine:
Engine oil access door CHECK
Engine oil level CHECK AS NECESSARY
Oil filler cap CHECK
Engine cowling assembly CHECK
FAA Approved
Reissue 3
4−14 Original
MD900 with PW 206A
Normal Procedures
4−3. PILOT’S PREFLIGHT CHECK
Perform these checks prior subsequent flights of the same day.

Fluid levels CHECK
Transmission deck - signs of fluid leakage CHECK
Air inlet screens/particle separators CHECK
Fuel cap, access doors and panels CHECK
Rotor blades CHECK BLADE RETENTION BOLTS
(PINS)
Tailboom and empennage CHECK
Cargo and loose equipment CHECK
Baggage, cabin and crew doors CHECK
FAA Approved
Reissue 3
Original 4−15
AIRSPEED
INDICATOR
MAGNETIC COMPASS
IIDS
ALTIMETER
NACA DOOR INDICATORS

(IF INSTALLED)
IVSI
VSCS INDICATOR
ALTERNATE STATIC
SOURCE TOGGLE VALVE
FOOT HEATER
CONTROL VALVE
F90−028−1A
Figure 4−2. Instrument Panel − Single Pilot
FAA Approved
Reissue 3
4−16 Original
Normal Procedures
4−17
F90−028−2B
Figure 4−3. Instrument Panel − Two Pilot

MD900 with PW 206A
FAA Approved
Reissue 3
Original
NOTE 1:
NOTE 2:
NOTE 2: NOTE 1:
ALTERNATE STATIC SOURCE ALTERNATE STATIC SOURCE
TOGGLE VALVE FOR LEFT SIDE TOGGLE VALVE
PITOT/STATIC INSTRUMENTS
WHEN DUAL PITOT SYSTEM
INSTALLED
ENGINE CONTROL
OVSP TEST
L ENGINE R ENGINE
IDLE FLY TRAIN IDLE FLY TRAIN
OFF OFF
UTILITY PANEL
KEY SWITCH
COCKPIT HEAT CONTROL

FUEL SYSTEM
L BOOST CROSS FEED R BOOST
ON ON ON HYD CAB AC/VENT
TEST HEAT COOL OFF VENT
OFF OFF OFF SYS 1 OVRD LOW LOW
FUEL SHUTOFF COOL VENT
ON HIGH HIGH
BOTTLE SYS 2 OFF
DISCHARGE UTILITY PANEL
PITOT
PRI HEAT IPS L VSCS R
O ON ON ON
F
F
ALT OFF
OFF OFF
LEFT OFF RIGHT OFF TEST
NACA
ELECTRICAL MASTER INLET
AVIONICS L GEN R GEN POWER CLOSE NOTE: FOR
AIRCRAFT WIT
ON ON ON BAT/EXT
AND NACA INL
OFF OFF OFF
NORMAL
ESNTL
OFF RESET RESET
ESSENTIAL BUS
GCU XMSN ENG FIRE BLD AIR
LIGHTING CONTROL L R FIRE L R LEAK
LT MSTR CONSOLE IIDS
5 5 5 5 5 5
ON
FUEL VLV PITOT BLD AIR
L XFD R TRIM HEAT 1 HEAT
OFF OFF OFF 5 5 5 5 5
FLOOD INSTR
STROBE POSN AREA FUEL LAND INST STBY
ON ON BOTH IIDS PROBE LGT FLOOD ATT
CKP
7 5 10 5
CAB
OFF OFF OFF VSCS AUDIO NAV XPNDR DIR
PNL 1 COM 1 1 GYRO 1
7 7
STROBES
RED
WHITE
OFF
Figure 4−4. Switches and Circuit Breakers − Console Mounted (Typical)
FAA Approved
Reissue 3
4−18 Revision 2
MD900 with PW 206A
Normal Procedures
LEFT GENERATOR BUS BATTERY BUS
AUDIO CRGO CKPT CAB L R L R FUEL

PNL2 HOOK UTIL UTIL BST PMP EEC LOW
EVAP VENT COMP PITOT L R OFF L R

EVAP HEAT2 DETENT GATE IGNTR
ATT CNDSR CNSL INSTR POSN STROBE AREA

GYRO2 FAN 2 LIGHTING
LIGHT AV RTR FIRE

MSTR MSTR BRK HRD
RIGHT GENERATOR BUS
20
ENC HOV
ALT SRCH LT SRCH LT NACA
IIDS TRAK CFU AV IPS
STB FAN
ATT LAND CNDSR

GYRO1 LGT FAN 1
L FLD RT FLD
EXCIT EXCIT
LEFT AVIONICS BUS RIGHT AVIONICS BUS
ADF2 RADAR RADAR RADAR RAD ADF1 FM FM1 FM2 FM3

RT IND INVTR ALT CTRL RT RT RT
MKR COM2 XPNDR DIR NAV 2 DME LORAN GPS

BCN 2 GYRO2
F90−030B
Figure 4−5. Circuit Breakers − Baggage Compartment Mounted (Typical)
FAA Approved
Reissue 3
Original 4−19
4 5
1. COLLECTIVE FRICTION RELEASE
2. EEC RESET SWITCH
LIGHTS 3. NP SWITCH
LDG EXT
4. HOVER AND LANDING LIGHT SWITCH
HVR
6 5. SEARCH LIGHT SWITCH (SEE NOTE)
OFF L R
GA 6. GO-AROUND SELECT SWITCH
7. COMMUNICATIONS SELECT SWITCH
ÊÊ
EEC RET
HIGH UP 8. BLANK
ÊÊ R 9. VSCS SYNCHRONIZATION SWITCH
ÊÊ
3 P L R 10. LEFT/RIGHT ENGINE TWIST GRIPS
M COM
7
RESET 1 11. INDEX MARKS
NORM DOWN 1 2
12. ALIGNMENT MARK
COM
2
NOTE: IF SEARCHLIGHT IS INSTALLED, POWER

IS PROVIDED WITH HOVER AND
2 8 LANDING LIGHT SWITCH IN HVR OR
LDG POSITION.
L
11 N
O
R 9
M
A
L
10
N
O
R
M
A
L
12
11
1
F90−031C
Figure 4−6. Collective Pitch Stick Controls
FAA Approved
Reissue 3
4−20 Original
MD900 with PW 206A
Normal Procedures
AUTO PILOT
DISENGAGE
RADIO/ICS
CARGO HOOK CYCLIC TRIM

RELEASE
FLOAT INFLATION
SWITCH
F90−032
Figure 4−7. Cyclic Stick Grip
FAA Approved
Reissue 3
Original 4−21
4−4. ENGINE PRE−START COCKPIT CHECK

ELECTRICAL POWER − OFF
All cabin doors closed and safelocked CHECK

Seat belt and shoulder harness for proper fit and engage FASTENED
ment of buckle
Operation of shoulder harness inertia lock CHECK
Rotor brake STOWED
Magnetic compass CHECK
Flight instruments CHECK STATIC
POSITION/SET
Collective Control:
Collective friction ON
Collective stick position FULL DOWN
If collective is not full down, do not try to force down until hydraulic
CAUTION pressure increases during start. Sufficient hydraulic pressure will
be available when NR is above 25 percent.
Twistgrip alignment marks aligned with CHECK

index mark
LDG/HVR lights OFF
Key switch ON
Essential bus panel:
Circuit breakers IN
NACA inlet panel (if installed):
NACA inlet switch NORMAL
Utility panel:
CAB HEAT OFF
AC/VENT OFF
PITOT HEAT (if installed) OFF
IPS (if installed) OFF
VSCS L/R ON
Lighting control panel:
LT MSTR AS REQUIRED
CONSOLE/IIDS/FLOOD/INSTR AS DESIRED
FAA Approved
Reissue 3
4−22 Original
MD900 with PW 206A
Normal Procedures
STROBE/POSN/AREA AS DESIRED
NOTE: If white strobe lights are installed, the “BOTH” or “WHITE” switch positions are
to be used during daytime operations only. (Ref. Figure 4−4.)
Avionics AS DESIRED
L GEN and R GEN ON (OFF FOR GPU START)
POWER OFF
Fuel system panel:
L BOOST AND R BOOST OFF
CROSS FEED OFF
LEFT/RIGHT FUEL SHUTOFF ON; COVER CLOSED
L ENGINE and R ENGINE OFF
ELECTRICAL POWER − ON

POWER BAT/EXT
IIDS:
Monitor BIT FIRE WARNING ANNUNCIATORS
ON FOR 2 SECONDS; CHECK IIDS
FOR ADVISORIES
NOTE: Perform a commanded IIDS BIT if the helicopter has been statically exposed to
temperatures below 0°C for 12 hours or longer.
Fuel quantity display CHECK
DISP (display by exception) AS DESIRED
NACA position lights (if installed) LH/RH NACA DOORS CLOSED
FAA Approved
Reissue 3
Revision 2 4−23
4−5. ENGINE STARTING − AUTOMATIC

NOTE: Either engine may be started first.
Engine starts have been demonstrated at temperatures as low as −36°C with a
ground power unit (GPU) assisted by the aircraft battery.
Engine starts using battery power only have been demonstrated after the aircraft
and battery have been statically exposed to temperatures down to 0°C for 12
hours or more.
A GPU should be used in lieu of aircraft battery power when attempting more
than one initial engine start during operations in ambient temperatures above
32°C.
Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.
Fuel system panel:
L BOOST or R BOOST ON; CHECK IIDS INDICATION
EEC MAN indicators OFF
L ENGINE or R ENGINE SET TO IDLE/FLY AS REQUIRED
Monitor EGT, NG, and starter limits during start. If EGT is observed
CAUTION rising above 700°C, abort the start as follows.
Engine control switch OFF; monitor IIDS displays.

10 seconds, place the engine control switch to off. Following a
30 second fuel drain period, perform a 30 second dry motoring
run (Ref. Section VIII) before attempting another start. Repeat the
complete starting sequence observing limitations. This procedure
applies to ground and air−starts in the auto mode.
Ensure collective full down, cyclic (Ref. Figure 4−9) and pedals
centered as hydraulic pressure increases. Should an abnormal
vibration occur as the NR passes through 35 to 40%, shutdown
aircraft and advise maintenance. This vibration may indicate that
possible damage to the flexbeam has occurred.
If collective is not full down, do not try to force down until hydraulic
pressure increases during start. Sufficient hydraulic pressure will
be available when NR is above 25 percent.
FAA Approved
Reissue 3
4−24 Original
MD900 with PW 206A
Normal Procedures
IIDS CHECK FOR NORMAL INDICATIONS
NOTE: Do not start second engine until at least 60% NR is attained on the first engine.
Repeat starting procedure for second engine
GPU start only:
L GEN/R GEN ON
GPU DISCONNECT
4−6. ENGINE RUNUP

Avionics ON, AS DESIRED
L ENGINE and R ENGINE FLY
4−7. BEFORE TAKEOFF
Cyclic response check:

Move cyclic stick and observe rotor tip for correct movement.
Primary and secondary IIDS displays CHECK ADVISORIES
Collective control:
NP switch HIGH
NOTE: To increase or decrease operating RPM, press and hold switch momentarily.
Confirm desired RPM changes on IIDS primary display.
Collective friction AS DESIRED
Utility Panel:
PITOT HEAT (if installed) AS REQUIRED
NOTE: Turn pitot heat on when visible moisture conditions prevail and OAT is 5°C and
below.
IPS switch (if installed) AS DESIRED
CAB HEAT AS DESIRED
FAA Approved
Reissue 3
Original 4−25
4−8. TAKEOFF
Hover area and takeoff path CLEAR

Hover power NOTE TORQUE
Takeoff PERFORM, USING UP TO 10% ABOVE
HOVER POWER
NP Switch SET TO NORM AS AIRSPEED
INCREASES ABOVE 47 KIAS
NOTE: For takeoff in noise−sensitive areas, refer to Paragraph 4−14.
NOTE: With the Range Extender filler installed and the fuel system ‘‘topped off’’, the IIDS
fuel quantity will not display a decrease until after approximately 10 minutes of
flight.
4−9. CRUISE
NACA doors (if installed) may be closed if blowing dust, sand, etc. is present in
the atmosphere.
IPS switch (if Inlet Particle Separator installed) may be turned OFF.
NOTE: Decision to use the inlet particle separator scavenge air should be based on
atmospheric conditions, gross weight and height above terrain where operations
are to be conducted.
If desired, press the VSCS Synchronization switch left or right for three seconds
to reset the VSCS to the current lateral acceleration and yaw rate.
4−10. SLOW FLIGHT/APPROACH
When operating below 47 KIAS, the engine/rotor system is to be operated at 104
percent. (This reduces the rotor torque and reduces the anti-torque requirement.)
The IIDS and the NACA door actuators (if installed) receive a discrete input from
an airspeed switch in the airspeed indicator and the IIDS displays the message
``BEEP TO 104%” on the alphanumeric display. This signals the IIDS to rescale
the NP/NR vertical scales so that 104% rpm is in the green operating range and
the NACA doors to automatically close. When airspeed increases above 47 KIAS,
the NP/NR rescales so that 100% rpm is in the green range and the NACA doors
open.
NOTE: In the event that the IIDS fails to display ‘‘BEEP TO 104%’’, or the NP/NR fails
to rescale, the pilot is still required to follow the correct procedure and operate
the NP switch as follows.
When airspeed decreases below 47 KIAS:
NP Switch HIGH
NACA door indicator light (if installed) LH/RH NACA DOOR CLOSED
FAA Approved
Reissue 3
4−26 Original
MD900 with PW 206A
Normal Procedures
NOTE: If NACA indicator light(s) indicates OPEN, inlet air will bypass the IPS, allowing
unfiltered air into the compressor inlet.
When the helicopter airspeed increases above 47 KIAS:
NP Switch NORM
NACA door indicator light (if installed) LH/RH NACA DOOR OPEN
NOTE: If NACA indicator light(s) indicates CLOSED, engine EGT(s) will be slightly
higher.
4−11. LANDING
Use the illustration below to determine safe landing / flare attitudes.
NOSE UP LANDING ATTITUDES IN

EXCESS OF 9.66° WILL RESULT IN
THE TAIL SKID CONTACTING THE
LANDING SURFACE.
900F2318401−107 Bumper
22° MAXIMUM FLARE ANGLE BEFORE
30.16 IN TAIL SKID CONTACTS GROUND.
9.66° (76.61cm)
NOSE UP LANDING ATTITUDES IN

EXCESS OF 9.15° WILL RESULT IN
THE TAIL SKID CONTACTING THE
LANDING SURFACE.
900F2318401−109 Bumper
31° MAXIMUM FLARE ANGLE BEFORE
32.18 IN TAIL SKID CONTACTS GROUND.
9.15° (81.74cm)
F927−098B
Figure 4−8. Tail Skid (Bumper) Flare Angle and Landing Surface Clearance
Running landing:
Maximum recommended ground contact speed is 30 knots for smooth hard sur
face.
Avoid rapid lowering of the collective and aft cyclic after ground contact.
Slope landing:
Slope landings have been demonstrated up to 12° in any direction. Successful
completion of this maneuver on a particular surface will depend on sufficient
friction between the skid tubes and the landing surface to prevent the helicopter
from sliding.
FAA Approved
Reissue 3
Revision 3 4−27
4−12. ENGINE/AIRCRAFT SHUTDOWN − NORMAL
NOTE: Shut down the engines before exiting the helicopter unless safety or operational
considerations dictate otherwise.
Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.
Collective stick FULL DOWN; FRICTION ON

(REF FIGURE 4−9)
Pedals NEUTRAL
Engine control panel
L ENGINE and R ENGINE SET TO IDLE
All unnecessary electrical equipment OFF
Utility panel:
Heat OFF
AC (if installed) OFF
Pitot heat (if installed) OFF
Lighting control panel AS DESIRED
Avionics master switch OFF
L GEN/R GEN switches OFF
Fuel system panel:
L BOOST/R BOOST OFF
ENG OUT indications CHECK IIDS
CAUTION Do not use collective pitch to slow rotor.
FAA Approved
Reissue 3
4−28 Original
MD900 with PW 206A
Normal Procedures
If there is evidence of post engine high EGT, follow the dry run
WARNING procedure as described below.
Should an abnormal vibration occur as the NR passes through 40

CAUTION to 35%, advise maintenance before further flights. This vibration
may indicate that possible damage to the flexbeam has occurred.
NOTE: Check that compressor decelerates freely. Abnormal noise or rapid run down
(rapid loss of NG) may indicate turbine blade rubbing.
Dry run procedure:
Twist grip OFF
Engine control switch for selected engine SET TO IDLE −
OBSERVE STARTER
TIME LIMITS
Engine control switch for selected engine OFF
Normal shutdown continued:

Rotor brake (if installed):
Raise brake handle to release from stowed position
Rotate handle clockwise and apply brake by pulling APPLY BELOW
down on handle until handle locks aft. Release rotor 70% NR
brake during last revolution unless conditions dictate
otherwise.
Care should be taken while applying the rotor brake if the helicopter
CAUTION is parked on a slippery or icy surface. Anti−torque control is
minimized at less than normal operating RPM when the engine is
not driving the rotor system. Full control of the helicopter during
these conditions may be limited.
IIDS CHECK FOR
INDICATIONS OR
MESSAGES
NOTE: Wait for NG to reach 0% before entering the IIDS “Time Summary” menu to check
“LST FLT TIME” or “TOT FLT HR”. Failure to wait for NG to reach 0% may result
in incorrect time records.
POWER OFF AT 0% NG
Key Switch AS DESIRED
FAA Approved
Reissue 3
Original 4−29
CENTERING STRAP IN
EXTENDED POSITION
90°
CENTERING DECAL CENTERING STRAP IN

STOWED POSITION)
CENTERING STRAP
CAUTION: CYCLIC SHOULD BE TRIMMED TO THE NEUTRAL POSITION FOR START-UP AND SHUTDOWN.
NEUTRAL POSITION IS ACHIEVED WITH CENTERING STRAP EXTENDED, TOUCHING CENTERING DECAL WHEN PERPENDICULAR TO INSTRUMENT PANEL.
F90−135A
Figure 4−9. Cyclic Centering
4−13. POST FLIGHT
Aircraft-investigate any suspected damage CHECK

Rotor blades CHECK BLADE
RETENTION BOLTS
(PINS)
Fuel and oil leaks CHECK
Engine and rotor transmission oil levels CHECK
NOTE: Engine oil level should be checked within 10 minutes after shutdown.
Fuel catch cans (installed) DRAIN INTO
SUITABLE
CONTAINER
Logbook entries COMPLETE
Flight manual and equipment STOWED
Aircraft tiedowns, covers AS REQUIRED
FAA Approved
Reissue 3
4−30 Original
MD900 with PW 206A
Normal Procedures
4−14. NOISE IMPACT REDUCTION PROCEDURES
Safe operation of the helicopter always has the highest priority.

CAUTION Utilize the following procedures only when they will not conflict
with safe helicopter operation.
Certain flight procedures are recommended to minimize noise impact on surrounding
areas. It is imperative that every pilot subject the public to the least possible noise
while flying the helicopter.
Takeoff:
Takeoff using maximum takeoff power at the speed for best rate of climb (Ref.
Section V).
Proceed away from noise sensitive areas.
If takeoff must be made over noise sensitive area, distance (altitude) is the best
form of noise suppression.
Cruise:
Maintain 1000 feet minimum altitude where possible.
Maintain speed of no more than 110 knots over populated areas.
Coordinated turns at around the speed for best rate of climb cause no appreciable
change in noise.
Sharper turns reduce area exposed to noise.
Approach:
Use steepest glideslope consistent with passenger comfort and safety.
Noise characteristics data is provided in Section V.
FAA Approved
Reissue 3
Original 4−31
4−15. FLIGHT WITH DOORS REMOVED OR CABIN DOORS OPEN
CAUTION Stow or secure all loose objects with doors opened or removed.
The aircraft may be flown with cabin doors open or removed in accordance with
the flight restrictions stated in Section II.
NOTE: Refer to Section VI for weight and balance data with doors opened or removed.
One or both cabin doors may be opened or closed in flight at airspeeds up
to 60 KIAS.
For sustained flight with the cabin doors open, use of the cabin door hold
open device is required (Ref. Figure 4-10).
CABIN DOOR HOLD CABIN DOOR

OPEN DEVICE RESTRAINT FITTING
(STOWED)
CLIP
LEFT SIDE, LOOKING INBOARD
NOTE: THE CABIN DOOR HOLD OPEN DEVICE

OPERATES BY ATTACHING TO THE FORWARD CABIN
DOOR RESTRAINT WHEN THE DOOR IS IN THE FULLY
OPEN POSITION.
F90−125
Figure 4−10. Cabin Door Hold Open Device
FAA Approved
Reissue 3
4−32 Original
MD900 with PW 206A
Normal Procedures
4−16. ONE ENGINE INOPERATIVE TRAINING
TRAIN Mode:
Placing an engine control switch in the TRAIN position to simulate a one engine
inoperative (OEI) condition by resetting the selected engine's governed speed to
92 percent NP, thereby putting the engine on standby while allowing single-engine
training on the opposite engine. In the event of an engine failure (or inadvertent
switching to IDLE) on the opposite engine, the engine in TRAIN will automatically
revert to 100/104% NP. Also, if the opposite engine control switch is placed in TRAIN,
both engines will revert to 100/104% NP.
NOTE: When an engine is in TRAIN Mode, the opposite engine will keep the published
MTO power limits. The IIDS does not rescale.
IDLE Mode:
If rescaling of the the TORQUE and EGT displays and activation of the ENG OUT
warning is desired, the pilot should select IDLE instead of TRAIN for OEI training.
If the event the opposite engine should fail during this time, the pilot must select
FLY on the engine control switch to bring the good engine back to 100/104% NP.
NOTE: When operating with one engine in the IDLE mode, OEI limits apply. OEI limits
are generally considered for ‘‘emergency use only’’ and excursions into those
limits require recording in the engine log book and may increase the
maintenance required. Ref. Section VIII recording and maintenance action
requirements.
Precautions:
Pilots should consider such things as flight mode, gross weight, density altitude,
and rotorcraft familiarity before conducting OEI training to avoid excursions into
OEI limits.
Recommended maximum takeoff weight for TRAIN mode operation:
6000 lb (2722 kg) below 5000 Ft HD
5200 lb (2359 kg) at or above 5000 Ft HD
FAA Approved
Reissue 3
Revision 4 4−33
4−17. FUEL SYSTEM
Capacities - Fuel System (Standard):

JET A: 1014 lb (460 kg) / 149.0 US gallons (564L) total capacity
994 lb (450 kg) / 146.2 US gallons (553L) useable
JET B: 969 lb (440 kg) / 149.0 US gallons (564L) total capacity
Capacities - Fuel System (Range Extender):
JET A: 1097 lb (498 kg) / 161.3 US gallons (611L) total capacity
JET B: 1048 lb (476 kg) / 161.3 US gallons (611L) total capacity
FAA Approved
Reissue 3
4−34 Revision 4
MD900 with PW 206A
Performance Data
SECTION V
PERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH PAGE
5-1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
Figure 5-1. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5-4. Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Figure 5-2. Airspeed Calibration Curve - Blunt Pitot Tube Installation . . . . . 5-5
5-5. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Figure 5-3. Best Rate of Climb Speed (VY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5-6. Single Engine Rate of CLimb and Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Figure 5-4. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6250 LBS Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Figure 5-5. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6500 LBS Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5-7. Twin Engine Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Figure 5-6. Twin Engine Rate of Climb, at VY, MCP,
4000 Pounds Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5-8. Hover Ceiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
Figure 5-13. Controllability Envelope and Azimuth Range for
Crosswind Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
FAA Approved
Reissue 3
5−i
Original
MD900 with PW 206A
Performance Data
PARAGRAPH PAGE
Figure 5-14. Hover Ceiling, IGE, 3.5 Foot Skid Height, Takeoff Power,
104% NR, Cabin Heat Off and A/C Off . . . . . . . . . . . . . . . . . . . . . . 5-21
104% NR, Cabin Heat Off and A/C On . . . . . . . . . . . . . . . . . . . . . . . 5-22
104% NR, Cabin Heat On and A/C Off . . . . . . . . . . . . . . . . . . . . . . . 5-23
Figure 5-17. Hover Ceiling, OGE, Takeoff Power, 104% NR,
Cabin Heat Off and A/C Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-24
Cabin Heat Off and A/C On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25
Cabin Heat On and A/C Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-26
5-9. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
Figure 5-20. Height Velocity Diagram for Operations Above
6000 LBS Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-27
5-10. Power Assurance Check - Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
Figure 5-21. Power Assurance Check Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28
5-11. Power Assurance Check - Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-30
Figure 5-22. Engine Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-32
Figure 5-23. EGT Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-33
Figure 5-24. NG Chart - (NG read from Secondary IIDS Display) . . . . . . . . . . 5-34
Figure 5-25. NG Chart - (NG read from Third Level Power Check Menu) . . . 5-35
FAA Approved
Reissue 3
5−ii Original
MD900 with PW 206A Performance Data
SECTION V
PERFORMANCE DATA
5−1. GENERAL
This section contains baseline helicopter performance information as defined within

certain conditions such as airspeed, weight, altitude, temperature, wind velocity
and engine power available. Data is applicable to the basic helicopter without any
optional equipment installed unless otherwise noted.
5−2. NOISE CHARACTERISTICS
NOTE: No determination has been made by the Federal Aviation Administration that the
noise levels of this aircraft are or should be acceptable or unacceptable for
operation at, into, or out of, any airport.
The MD900 meets the FAR Part 36-H noise requirements for level flight, takeoff/
climb, and approach descent profiles at the certified maximum gross weight of 6500
LBS.
MD900 NOISE CHARACTERISTICS

MD900 ENGINE: PW 206A GROSS WEIGHT: 6500 LB
Configuration Level Flyover Takeoff Approach
EPNL EPNL EPNL
(EPNdB) (EPNdB) (EPNdB)
Clean aircraft, doors on, no 84.2 86.0 92.3
external kits.
FAA Approved
Reissue 3 5−1
Original
Performance Data MD900 with PW 206A
5−3. DENSITY ALTITUDE CHART
Description: The chart allows a quick estimation of the density altitude when
pressure altitude and OAT are known. This chart can also be used to determine
true airspeed.
Use of Chart:
To determine density altitude, the pilot must know pressure altitude and outside
air temperature. Enter bottom of chart with known or estimated OAT, move
up to known pressure altitude line, move to left and note density altitude.
Pressure altitude is found by setting 29.92 (1013 mb) in Kolsman window
± altimeter error.
To determine true airspeed convert indicated airspeed (IAS) to calibrated airspeed
(CAS) utilizing the Airspeed Calibration Curves (Figure 5-2). Read value on
right of chart opposite known density altitude. Multiply CAS by this value to
determine true airspeed.
Examples:
Find density altitude for 6000 HP at -15°C:
Follow -15°C line to 6,000 ft pressure altitude line; read density altitude (3800
ft).
Find density factor:
Read directly across from density altitude: (3800 ft). Note density factor of 1.058.
Find true airspeed:
130 KIAS = 127 KCAS (from Figure 5-2)

127 KCAS 1.058 = 134.4; round to 134 knots true airspeed.
FAA Approved
5−2 Reissue 3
Original
20000
1.36
1.34
18000
1.32
1.30
16000 1.28
1.26
14000 1.24
1.22
12000 1.20
1.18
10000
1.16
1.14
8000
1.12
1.10
6000
1.08
4000 1.06
1.04
2000
1.02
0 1.00
0.98
-2000
-40 -30 -20 -10 0 10 20 30 40 50 60
TEMPERATURE - °C
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

TEMPERATURE - °F F90−104A
Figure 5−1. Density Altitude Chart
FAA Approved
Reissue 3 5−3
Original
5−4. AIRSPEED CALIBRATION
Description: These charts show the difference between indicated and calibrated
airspeeds.
Indicated airspeed (IAS) corrected for position error equals calibrated airspeed
(CAS).
Use of chart: Use the chart as illustrated by the example. To determine calibrated
airspeed, the pilot must know the indicated airspeed.
NOTE: The example below refers to Figure 5−2.
Example:
Wanted: Calibrated airspeed
Known: Indicated airspeed = 120 knots
Method: Enter the bottom of the chart at the indicated airspeed of 120 knots.
Move up to the airspeed calibration line; move left and read 117 knots,
calibrated airspeed.
FAA Approved
5−4 Reissue 3
Original
160
140
120
CALIBRATED AIRSPEED - KNOTS
100
80
60
40
20
20 40 60 80 100 120 140 160
INDICATED AIRSPEED - KNOTS F90−102−3A
Figure 5−2. Airspeed Calibration Curve − Blunt Pitot Tube Installation
FAA Approved
Reissue 3 5−5
Original
5−5. BEST RATE OF CLIMB SPEED
Description: This chart shows the indicated airspeed to use for the best rate of
climb at any given density altitude.
Use of Chart: Use the chart as illustrated by the example below.
Example:
Wanted: Best rate of climb
Known: Density altitude = 8,000 feet
Method: Enter the left side of chart at the known density altitude of 8,000 feet.
Move to the right to the airspeed calibration curve and then directly
down to read 60 knots indicated airspeed (IAS) as the best rate of climb
speed.
FAA Approved
5−6 Reissue 3
Original
20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
20 25 30 35 40 45 50 55 60 65 70 75 80
F90−103
INDICATED AIRSPEED - KNOTS
Figure 5−3. Best Rate of Climb Speed (VY)
FAA Approved
Reissue 3 5−7
Original
5−6. SINGLE ENGINE RATE OF CLIMB AND DESCENT
Description: This chart shows the rate of climb vs pressure altitude at maximum
continuous OEI power, 6250 LBS gross weight, and the best rate of climb speed.
Use of Charts: Use the chart as illustrated by the example below.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 2000 feet
Known: Outside air temperature = 20°C
Method: Enter the left side of chart at the known pressure altitude of 2000 feet.
Move to the right to the 20°C temperature curve and then directly down
to read rate of climb of approximately 10 feet per minute.
FAA Approved
5−8 Reissue 3
Original
18000
17000
16000 OAT°C
15000 -36°C
14000 -30°C
13000
-10°C -20°C
12000
0°C
11000
10000
10°C
9000
8000
20°C
7000
6000
30°C
5000
4000
40°C
3000
2000
MAXIMUM
1000
OAT LIMIT
50°C
0
-600 -500 -400 -300 -200 -100 0 100 200
RATE OF CLIMB AT VY - FT/MIN
F90−111D
Figure 5−4. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6250 LBS Gross Weight
FAA Approved
Reissue 3 5−9
Original
10000
NOTE: FOR TEMPERATURES LESS THAN 0°C, USE 0°C LINE

9000
8000
OAT
7000
6000
0°C
5000
10°C
4000
5000 FT HD
20°C
3000 30°C
40°C
2000
50°C
1000
MAXIMUM
OAT LIMIT
0
-500 -450 -400 -350 -300 -250 -200 -150 -100 -50 0
RATE OF CLIMB/DESCENT AT VY - FT/MIN F90-166
Figure 5−5. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
FAA Approved
5−10 Reissue 3
Original
5−7. TWIN ENGINE RATE OF CLIMB
Description: These charts (Ref. Figure 5-6 thru Figure 5-11) show the rate of climb
vs pressure altitude at twin engine MCP and the best rate of climb speed.
Use of Charts: Use the charts as illustrated by the example below.
NOTE: The below example refers to Figure 5−6.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 3000 feet
Known: Outside air temperature = 20°C
Method: Enter the left side of chart at the known pressure altitude of 3000 feet.
Move to the right to the 20°C temperature curve and then directly down
to read rate of climb of 2580 feet per minute.
FAA Approved
Reissue 3 5−11
Original
20000
19000
18000
17000
OAT °C
16000
-36°C
15000
-30°C
14000
13000
-20°C
12000
PRESSURE ALTITUDE − FEET
-10°C
11000
0°C
10000
9000
10°C
8000
7000
20°C
6000
5000
30°C ISA
MAXIMUM
4000 OAT LIMIT
3000
40°C
2000
1000
50°C
0
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600
F90−131−5A
Figure 5−6. Twin Engine Rate of Climb, at VY, MCP, 4000 Pounds Gross Weight
FAA Approved
5−12 Reissue 3
Original
20000
19000
18000
OAT °C
17000
-36°C
16000
-30°C
15000
14000
-20°C
13000
-10°C
12000
11000
0°C
10000
9000
10°C
8000
7000 20°C
6000
5000
ISA
MAXIMUM 30°C
4000 OAT LIMIT
3000
40°C
2000
50°C
1000
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
F90−131−4A
FAA Approved
Reissue 3 5−13
Original
20000
19000
18000
17000
16000 OAT °C
15000
-36°C
14000
-30°C
13000
-20°C
12000
-10°C
11000
10000
0°C
9000
8000
10°C
7000
6000
20°C
5000
ISA
4000
MAXIMUM 30°C
3000 OAT LIMIT
2000
40°C
1000
50°C
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
RATE OF CLIMB AT VY - FT/MIN F90−131−3A
FAA Approved
5−14 Reissue 3
Original
20000
19000
18000
OAT °C
17000
-36 °C
16000
-30°C
15000
14000
-20°C
13000
-10°C
12000
11000
0°C
10000
9000
10°C
8000
7000
20°C
6000
ISA
5000
30°C
4000 MAXIMUM
OAT LILMIT
3000
40°C
2000
1000
50°C
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
F90−131−2A
FAA Approved
Reissue 3 5−15
Original
20000
19000
OAT °C
18000
-36 °C
17000
-30°C
16000
15000
-20°C
14000
-10°C
13000
12000
0°C
11000
10000 10°C
9000
8000 20°C
7000
6000 30°C
ISA
5000
4000
40°C
3000
MAXIMUM
OAT LIMIT
2000
1000 50°C
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200

F90−131−1A
FAA Approved
5−16 Reissue 3
Original
20000
19000
18000
17000
16000
15000
14000 OAT °C
-30°C
13000
-36 °C
12000
11000
10000
-20°C
9000
-10°C
8000
0°C
7000
10°C
6000
20°C
5000 ISA
4000
30°C
3000
2000 MAXIMUM 40°C

OAT LIMIT
1000
50°C
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200

F90−131−6
FAA Approved
Reissue 3 5−17
Original
20000
19000
18000
17000
14000 FT HD
LIMIT
16000
15000
14000
OAT
13000
12000
-36 °C
11000
-30°C
10000
-20°C
9000
-10°C
8000
0°C
7000
10°C
6000
20°C
5000
30°C
4000
3000
40°C
2000 MAXIMUM
OAT LIMIT
1000
50°C
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
RATE OF CLIMB AT VY - FT/MIN F90-167A
FAA Approved
5−18 Reissue 3
Original
5−8. HOVER CEILING

Description:
The hover ceiling charts show the maximum hover weight capability, in ground
effect (IGE) or out of ground effect (OGE), both engines operating at take off power
for known conditions of pressure altitude and outside air temperature, or alternately,
the maximum hover ceiling for a known gross weight and outside air temperature.
MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITH

INCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS IN
CALM WINDS OR HEADWINDS
12400
ÔÔÔÔÔÔÔÔÔÔÔÔ
12000 IGE HOVER OPERATION
LIMITED TO 15 KNOTS
11000 WHEN WIND IS FROM
AZIMUTH RANGE À', OR 17
10000 KNOTS WHEN WIND IS

FROM AZIMUTH RANGE “B”
9000 (SEE FIGURE BELOW).
IGE HOVER OPERATION IN WINDS
8000 IN EXCESS OF 17 KNOTS HAVE
BEEN DEMONSTRATED IN
7000 AZIMUTH RANGE “C”
(SEE FIGURE BELOW).
6000
IGE HOVER OPERATION IN
5000 WINDS OF 17 KNOTS HAVE
BEEN DEMONSTRATED FOR ALL
4000
AZIMUTHS UP TO THIS LINE.
3000
2000
1000
0
6250 6500
4000 4200 4400 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400 6600
GROSS WEIGHT - LBS
0°
C
80°
C
270°
17 KTS B
A
120°
15 KTS
17 KTS
C 135°
B AZIMUTH RANGE
F927−146C
190°
Figure 5−13. Controllability Envelope and Azimuth Range for Crosswind Operations
FAA Approved
Reissue 3 5−19
Original
Hover ceiling charts apply to helicopters equipped with either the inlet particle
separator (IPS) or screen inlet.
Hover ceiling charts with `À/C On'' apply to MDHS P/N 900P7250302-101 air‐condi
tioning installation only.
NOTE: If optional IPS is installed, reduce gross weight capability by 100 LBS for
operations with the IPS switch ON.
Baseline electrical load is 15% per generator (30 amps per generator). Reduce
gross weight capability by 35 lbs for each 10% increase in total load.
For many operations, a reduction in gross weight capability still allows the aircraft
to operate at a maximum gross weight of 6500 lbs. Follow the example shown
below.
Use of Chart: The following example explains the correct use of the IGE Chart
in Figure 5-14.
Example:
Wanted: Maximum gross weight for hover at 3.5 feet skid height at takeoff power.
Known: PA = 6000 feet; OAT = 24°C; cabin heat and A/C off; IPS ON; 25% electrical
load.
Method: Enter the chart at 24° OAT and move vertically to the 6000 PA curve
(dashed lines). At this point, move directly to the left of the chart and
read from the gross weight scale 6337 pounds.
Reduce gross weight by 100 lbs for IPS ON and an additional 35lbs
for increased electrical load. Gross weight for hover is 6202 lbs.
Gross weight data above 6500 LB has been provided for calculation
CAUTION purposes or external load operations only. Weights above 6500
LB must be external and jettisonable. For IGE hover operations,
observe 5000 FT HD limit when operating at weights from 6251 to
6500 LB.
The instructions for using the IGE hover ceiling charts also apply to the OGE
hover ceiling charts.
FAA Approved
5−20 Reissue 3
Original
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW 15%,
DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY BY 100 LBS FOR IPS ON. (SEE EXAMPLE)
4800
11000
4900
5000 12000 10000
5100 9000
13000
5200
GROSS WEIGHT − LB
8000
5300
14000
7000
5400
16000 15000
5500 6000
5600
5000
5700
4000
5800
5900 3000
6000
2000
6100
6200 1000
6300
6400
6500
6600
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
F90−105F
Figure 5−14. Hover Ceiling, IGE, 3.5 Foot Skid Height, Takeoff Power, 104% NR,
Cabin Heat Off and A/C Off
FAA Approved
Reissue 3 5−21
Original
4700
11000
4800
4900 12000 10000
5000
9000
5100
GROSS WEIGHT − LB
13000 8000
5200
5300 14000 7000
5400 15000
16000 6000
5500
5000
5600
5700 4000
5800
3000
5900
6000 2000
6100
1000
6200
S.L.
6300
6400
6500
6600
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
F90−107E
Cabin Heat Off and A/C On
FAA Approved
5−22 Reissue 3
Original
4400
4500
11000
4600 12000
4700
10000
4800
4900 13000
9000
5000
14000
5100
GROSS WEIGHT − LB
15000
5200 8000
16000
5300 MAXIMUM
TEMPERATURE FOR
CABIN HEAT ON
5400
7000
5500
5600
6000
5700
5800
5900 5000
6000
6100
6200 4000
6300
6400
6500
6600
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE. F90−108E
Cabin Heat On and A/C Off
FAA Approved
Reissue 3 5−23
Original
4600 GROSS WEIGHTS ABOVE 6500 11000

LBS MUST BE EXTERNAL AND 12000
4700 JETTISONABLE 10000
4800
4900 13000 9000
5000 8000
14000
5100 16000 15000 7000
5200
6000
5300
5400 5000
5500
GROSS WEIGHT − LB
4000
5600
5700 3000
5800 2000
5900
1000
6000
SL
6100
MAXIMUM
6200 INTERNAL
GROSS
6300 WEIGHT
6400
6500
6600
6700
6800
6900
7000
7100
7200
−40 −30 −20 −10 0 10 20 30 40 50 60

OAT °C
F90−109E
Figure 5−17. Hover Ceiling, OGE, Takeoff Power, 104% NR,

Cabin Heat Off and A/C Off
FAA Approved
5−24 Reissue 3
Original
11000
4600
GROSS WEIGHTS ABOVE 6500 12000 10000
4700 LBS MUST BE EXTERNAL AND
JETTISONABLE
4800 9000
4900 13000
8000
5000
14000
5100 15000 7000
16000
5200 6000
5300
5000
5400
4000
5500
GROSS WEIGHT − LB
5600 3000
5700
2000
5800
5900
1000
6000 SL
6100
6200 MAXIMUM
INTERNAL
6300 GROSS
WEIGHT
6400
6500
6600
6700
6800
6900
7000
7100
7200
−40 −30 −20 −10 0 10 20 30 40 50 60

OAT °C
F90−106E

Cabin Heat Off and A/C On
FAA Approved
Reissue 3 5−25
Original
4200
4300 PRESSURE ALTITUDE - FEET
4400 11000
12000
4500
GROSS WEIGHTS ABOVE 6500 10000
4600
LBS MUST BE EXTERNAL AND
JETTISONABLE
13000
4700
9000
4800 14000
4900 15000
16000
5000 8000
5100
5200 7000
5300
5400 6000
MAXIMUM
GROSS WEIGHT − LB
5500 TEMPERATURE FOR

CABIN HEAT ON
5600
5000
5700
5800
5900 4000
6000
6100
3000
6200 MAXIMUM
INTERNAL
6300 GROSS
WEIGHT
6400 2000
6500
6600
6700 1000
6800
6900
SL
7000
7100
7200
−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
F90−110F

Cabin Heat On and A/C Off
FAA Approved
5−26 Reissue 3
Original
5−9. HEIGHT VELOCITY DIAGRAM
Operations above 6000 LBS gross weight:

The cross hatched area represents airspeed/altitude combinations to be avoided.
160
140
SMOOTH, HARD
ÓÓÓÓÓÓÓÓ SURFACE - WIND CALM

120
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ALTITUDE - AGL (FEET)
100
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÌÌÌÌÌÌÌÌ
80 6251 TO 6500 LB
ÓÓÓÓÓÓÓÓ
ÌÌÌÌÌÌÌÌ
AVOID AREA
60
ÓÓÓÓÓÓÓÓ
ÌÌÌÌÌÌÌÌ
ÓÓÓÓÓÓÓÓ
ÌÌÌÌÌÌÌÌ
6001 TO 6250 LB
AVOID AREA
40
ÓÓÓÓÓÓÓÓ
ÌÌÌÌÌÌÌÌ
ÓÓÓÓÓÓÓÓ
20
ÓÓÓÓÓÓÓÓ F90−134A
0
0 5 10 15 20 25 30
AIRSPEED - KNOTS
Figure 5−20. Height Velocity Diagram for Operations Above 6000 LBS Gross Weight
Operations at 6000 LBS gross weight or less:
There is no height-velocity diagram for operating between sea level and 7000
feet density altitude. Safe landings and single engine fly-aways following an
engine failure have been demonstrated for the conditions stated below.
Safe landings following a vertical descent were demonstrated at sea level, 6000
lbs. gross weight, up to 50 ft. skid height.
Fly-aways were demonstrated at sea level, 6000 lbs. gross weight, from 50 ft.
skid height.
Safe landings following a vertical descent were demonstrated at 7000HD, 6000
lbs. gross weight, up to 50 ft. skid height.
Safe run-on landings were demonstrated at 7000 HD, 6000 lbs. gross weight,
and 75 ft. skid height.
Fly-aways were demonstrated at 7000 HD, 6000 lbs. gross weight, and 100 ft.
skid height.
FAA Approved
Reissue 3 5−27
Original
5−10. POWER ASSURANCE CHECK − AUTOMATIC
The power assurance check provides a means for the pilot to determine, prior to
take off, that each engine is capable of developing specification power.
NOTE: The primary purpose of this chart is its use as an engine performance trending
tool to aid in determining whether the engine is producing specification power,
or if engine power deterioration has occurred. Power check data taken at regular
intervals should be plotted to monitor trends in engine condition. Any trend
indicating a reduction in engine performance should be investigated.
If desired, pilots can view the last powercheck under the IIDS POWER CHECK
menu or other previous power assurance checks in the TREND LOG under AIR
CRAFT MONITOR menu.
NOTE: This power check procedure refers to the automated IIDS power check. If unable
to perform the automated power check, use the manual power check method
found in paragraph 5−11.
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL

AUTOMATIC
POWER CHECK PERFORM POWER GND POWER CHK LFT ENG TQ XXX.X%
ASSURANCE CHK TIME 30 SEC
NOTE 1 AUTOMATIC
LT NG = XXX.X% RECORD DONE
RT NG = XXX.X% PRESS REC
VIEW LAST POWER L PA CHK NG-X.X L PA CHK NG-X.X

ASSURANCE CHK L PA CHK EGT-XX.X L PA CHK EGT-XX.X
AUTOMATIC
R PA CHK NG-X.X RT ENG TQ XXX.X%
R PA CHK EGT-XX.X TIME 30 SEC
NOTE 2 AUTOMATIC
RECORD DONE
PRESS REC
R PA CHK NG-X.X
NOTE 1: USED WHEN PERFORMING A MANUAL R PA CHK EGT-XX.X
POWER ASSURANCE CHECK.
NOTE2: PRESS REC KEY TO SAVE DATA IN TREND LOG;
MENU OR CLR KEY ABORTS FUNCTION
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU
F90−133
Figure 5−21. Power Assurance Check Menu
FAA Approved
5−28 Reissue 3
Original
HOW TO PERFORM THE CHECK:

NOTE: Power checks should be performed under the following conditions.
1. Aircraft should be faced into the wind.
2.Wind speed should not exceed 15 knots nor gust spread 5 exceed knots while
performing the check.
3.Operate engine to be checked at 100% NP for five minutes to assure proper
operating temperatures are attained.
4.IPS and CABIN HEAT should be off and the generator load should be 10% or less.
The engine to be checked should be at FLY.
The other engine should be at IDLE or OFF.
IPS and CABIN HEAT should be off and the generator load should be 10% or
less.
Select POWER CHECK top level menu on IIDS alphanumeric display.
Press the ENT key 3 times to access the fourth level menu. LFT ENG TQ XXX.X%
TIME 30 SEC
Notice that the IIDS lists the left engine as the first engine to be checked. If
the the right engine is to be checked first, press the to access the
right engine menu. RT ENG TQ XXX.X%

TIME 30 SEC
Stabilize engine torque at 3% of the ENG TQ value displayed for 30 seconds.
The IIDS provides a countdown from 30 seconds on the alphanumeric display
during data acquisition. The countdown is started after the torque value is within
the 3% range for more than 2 seconds.
NOTE: Counter will reset to 15 seconds if torque setting is not maintained within 3% for
the last 15 seconds of count down.
After the IIDS calculates the performance margin of the selected engine, the
RECORD DONE menu is displayed and advises the pilot to press the REC
PRESS REC
key to generate a trend log (Ref. Section VII) and to display the results of the
power check on the alphanumeric display.
NOTE: If the power check fails, the IIDS displays a warning on the alphanumeric
display.
Lower collective and place engine control switch to IDLE and other engine to
FLY.
Press the to access the right engine menu; press the to
access the left engine menu.
Repeat check for other engine.
NOTE: The engine torque value displayed should be approximately the same as the first
engine.
FAA Approved
Reissue 3 5−29
Original
VIEWING THE PREVIOUS POWER CHECK:

Select POWER CHECK top level menu on IIDS alphanumeric display.
Press the ENT key once to access the second level menu. PERFORM POWER
ASSURANCE CHK
Press the key to enter the next second level menu. VIEW LAST POWER
ASSURANCE CHK
Press the ENT to view the last power check. L PA CHK NG-X.X
L PA CHK EGT-XX.X
Press the key to view the results for the other engine. R PA CHK NG-X.X
R PA CHK EGT-XX.X
5−11. POWER ASSURANCE CHECK − MANUAL

HOW TO PERFORM THE CHECK:
The engine to be checked should be at FLY (100% NR).
The other engine should be at IDLE or OFF.
IPS and CABIN HEAT should be off and the generator load should be 10% or
less.
Record the IIDS OAT and pressure altitude.
Use the Engine Torque Chart (Figure 5-22) to determine the torque value to
be utilized based on the OAT and pressure altitude recorded in the previous
step.
Increase collective and stabilize at the predetermined torque value. After one
minute, record the EGT and NG from the IIDS.
Use the EGT Chart (Figure 5-23) and the NG Chart (Figure 5-24 or Figure 5-25)
to determine maximum values of EGT and NG for the specific conditions. Subtract
ing the recorded values from the maximum values will result in the EGT and
NG margins.
NOTE: The IIDS displays NG in tenths (ie. 91.6%) viewable at the third level of the
POWER CHECK menu.
The power check is passed if both the EGT and NG margins are greater than
or equal to zero. If either the EGT or NG margin is negative, repeat the test
allowing torque to stabilize for 5 minutes. If the EGT margin is still negative,
then the power assurance check is failed. If only the NG margin is negative refer
to the Rotorcraft Maintenance Manual for additional testing and troubleshooting.
FAA Approved
5−30 Reissue 3
Original
EXAMPLE:
NOTE: This example assumes the inability to access the third level POWER CHECK
menu and therfore uses Figure 5−24 to determine maximum NG value.
Recorded from the IIDS: OAT = +30°C
Pressure Altitude = 2000 ft.
Utilizing the Engine Torque Chart (Figure 5-22) the power setting for the above
noted conditions is determined to be:
Engine torque = 71%
Utilizing the EGT and NG Power Check Charts (Figure 5-23 and Figure 5-24) the
maximum values for EGT and NG for the above noted conditions is determined
to be:
EGT = 787°C
NG = 92.5%
After stabilizing the torque at 71% for one minute you record the following EGT
and NG readings from the IIDS:
EGT = 760°C
NG = 92%
Subtract the observed values of NG and EGT from the maximum values obtained
from the charts to determine the power check margins:
EGT = 787°C (from chart) minus 760°C (from IIDS) = 27°C (pass)
NG = 92.5% (from chart) minus 92% (from IIDS) = 0.5% (pass)
FAA Approved
Reissue 3 5−31
Original
80
SEA LEVEL
75
2000
70
4000
65
PRESSURE
6000
ENGINE TORQUE (%)
60
8000
ALTITUDE
55
10000
(FEET)
50
12000
45
14000
16000
40
35
-36 -30 -20 -10 0 10 20 30 40 50
AMBIENT TEMPERATURE (°C) F90−094−1B
Figure 5−22. Engine Torque Chart
FAA Approved
5−32 Reissue 3
Original
860
SEA LEVEL
840
820
4000
800 8000
780
760
12000
740
720 16000
700
680
660
640
620
600
580
560
-36 -30 -20 -10 0 10 20 30 40 50
AMBIENT TEMPERATURE (°C) F90−094−5B
Figure 5−23. EGT Chart
FAA Approved
Reissue 3 5−33
Original
96
95
SEA LEVEL
94
PRESSURE ALTITUDE - FEET 4000
93
92 8000
91 12000
90
NG- %
16000
89
88
87
86
85
84
83
82
81
-40 -36 -30 -20 -10 0 10 20 30 40 50
AMBIENT TEMPERATURE (`C) F90−094−2D
Figure 5−24. NG Chart − (NG read from Secondary IIDS Display)
FAA Approved
5−34 Reissue 3
Original
97
SEA LEVEL
96
4000
95 PRESSURE
ALTITUDE - FEET 8000
94
12000
93
92
91
NG − %
90 16000
89
88
87
86
20000
85
84
83
−40 −30 −20 −10 0 10 20 30 40 50 60
AMBIENT TEMPERATURE (‘C) F90−094−3
Figure 5−25. NG Chart − (NG read from Third Level Power Check Menu)
FAA Approved
Reissue 3 5−35
Original
FAA Approved
5−36 Reissue 3
Original
MD900 with PW 206A
Weight and
Balance Data
SECTION VI
WEIGHT AND
BALANCE DATA
TABLE OF CONTENTS
PARAGRAPH PAGE
6-1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Table 6-1. Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Figure 6-1. Center of Gravity Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Figure 6-2. Reference Coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Figure 6-3. Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Figure 6-4. Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Figure 6-5. Sample Weight and Balance Report . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6-2. Load Limits and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Table 6-2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data . . 6-7
Table 6-3. Cabin Doors Open Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6-4. Longitudinal Weight and Balance Determination: Passenger Configuration . . 6-8
EXAMPLE I: Longitudinal CG Determination - Passenger . . . . . . . . . . . . . . . . 6-8
6-5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
EXAMPLE II: Longitudinal CG Determination - Cargo . . . . . . . . . . . . . . . . . . . 6-9
6-6. Permissible Lateral Loadings - Passenger Configuration . . . . . . . . . . . . . . . . . . . 6-10
EXAMPLE III: Lateral CG Determination - Passenger . . . . . . . . . . . . . . . . . . . . 6-10
6-7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6-8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin. . . . . . . . . . . . . 6-12
Table 6-4. Internal Cargo Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-13
Figure 6-6. Cargo Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Figure 6-7. Fuel Station Diagram - Jet-A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Figure 6-8. Fuel Station Diagram - Jet-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Reissue 3
Original 6−i
MD900 with PW 206A
Weight and
Balance Data
PARAGRAPH PAGE
Table 6-5. Fuel Loading Table - Jet A (6.8 lb/U.S. gal) . . . . . . . . . . . . . . . . . . . . 6-17
Table 6-6. Fuel Loading Table - Jet B (6.5 lb/U.S. gal) . . . . . . . . . . . . . . . . . . . . 6-18
Table 6-7. Weight and Longitudinal Moments - Pilot, Passengers, Baggage . 6-19
Table 6-8. Weight and Longitudinal Moments - Cargo . . . . . . . . . . . . . . . . . . . . 6-20
Table 6-9. Weight and Lateral Moments - Pilot and Passengers . . . . . . . . . . . . 6-21
Table 6-10. Weight and Lateral Moments - Cargo . . . . . . . . . . . . . . . . . . . . . . . . 6-22
Reissue 3
6−ii Original
MD900 with PW 206A Weight and
Balance Data
SECTION VI
WEIGHT AND BALANCE
DATA
6−1. WEIGHT AND BALANCE CHARACTERISTICS
The weight and balance characteristics of the McDonnell Douglas MD900 helicopter
are as follows:
Maximum weight on the landing gear: 6500 pounds.
Minimum Flying Weight: 3500 pounds.
Longitudinal Reference Datum: 199.3 inches forward of rotor hub centerline (rotor
hub centerline is located at Station 199.3)
Cargo Deck Capacity: 1500 pounds not to exceed 115 pounds per square foot.
Baggage compartment limit (sta. 234.3 to 256.9): 500 pounds not to exceed 115
lbs per square foot.
Ultimate load factors (cargo restraint): Forward: 17 G's
Lateral: 8 G's
Center of Gravity Limits:
NOTE: Lateral ‘‘+’’ is right of centerline ; lateral ‘‘−’’ is left of centerline when looking
forward.
Table 6−1. Center of Gravity Limits
Longitudinal C.G. Limit Lateral C.G. Limit
Gross Weight (Sta-in.) (Sta-in.)
(lb) Forward Aft (+) Right, (-) Left
6500 196.0 202.3 +2.0; -2.0
6250 196.0 203.2 ±2.0
5100 196.0 206.0 ±2.0
*3500 196.0 206.0 ±2.0
Airspeed restrictions apply. Refer to Section II:
6250 196.0 202.1 +5.0; -2.0
5100 196.0 203.7 +5.7; -2.0
*3500 196.0 204.4 +6.0; -2.0
*Minimum flying weight.
Reissue 3
Revision 3 6−1
Weight and MD900 with PW 206A
Balance Data
6500
6000
GROSS WIGHT − LBS
5500
EXPANDED
CG LIMITS
5000
LATERAL CG ENVELOPE
4500
4000
NORMAL CG LIMITS
3500
3000
−3 −2 −1 0 1 2 3 4 5 6 7
CHART A: LATERAL C.G. STATION (IN.)
WHEN OPERATING IN THE

EXPANDED CG REGION OF CHART
A, THE MAXIMUM LONGITUDINAL
C.G. LIMIT, AS DEPICTED BY THE
DASHED LINE IN CHART B, APPLIES.
6500
6000
5100 LBS
GROSS WIGHT − LBS
5500
5000 LONGITUDINAL CG ENVELOPE
4500
4000 NORMAL CG LIMITS
3500
3000
194 196 198 200 202 204 206 208
CHART B: LONGITUDINAL C.G. STATION (IN)
F92−051C
Figure 6−1. Center of Gravity Envelope.
Reissue 3
6−2 Original
Balance Data
CG REAR FACING CL OF BAGGAGE

PASSENGERS COMPARTMENT
CG OF PILOT OR CG FWD FACING

COPILOT/PASSENGER PASSENGERS
CG CABIN
+19.0
+15.85
0.0 0.0
-15.85
-19.0
STA 193.0
STA 130.7 STA 173.0 STA 213.0 STA 245.6
F90−034A
Figure 6−2. Reference Coordinates
Reissue 3
Original 6−3
Balance Data
50 -50
60 40 20 0 -20 -40 -60
220
200
180
160
140
120
WL 106
FLOOR
100
80
60
BL 8.5 BL 24
BEAM BEAM
60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480
STA 199.25
WL 207.97 5° 0”
220
200 STA 292.817

WL 147
180
WL 159
160 ROOF DECK
140
WL 106 120
FLOOR
100
80
60
3° 16”
STA 155.5 STA 230.5
FRAME FRAME
JACKING
POINTS
F90−035D
Figure 6−3. Station Diagram
Reissue 3
6−4 Original
BASIC WEIGHT AND BALANCE RECORD
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
AIRCRAFT MODEL SERIAL NUMBER REGISTRATION NUMBER N9XXXX PAGE 4 OF 4
MD900 900−000XXX
WEIGHT CHANGE RUNNING TOTAL
ITEM NO.
ADDED (+) REMOVED (-) BASIC AIRCRAFT
DATE DESCRIPTION OF ARTICLE
OR MOCIFICATION LONG LAT LONG LAT LONG LAT LONG LAT WEIGHT LONG LAT LONG LAT
IN OUT WEIGHT WEIGHT
ARM ARM MOMENT MOMENT ARM ARM MOMENT MOMENT ARM ARM MOMENT MOMENT
12/23/xx ACTUAL BASIC WEIGHT 3277.8 210.2 0.4 689103 1465
01/09/xx X FIXED BALLAST IN NOSE 5.0 87.6 438

01/09/xx REVISED CALCULATED BASIC WEIGHT 3272.8 210.4 0.4 688665 1309
Original
Reissue 3
MD900 with PW 206A
Figure 6−4. Sample Weight and Balance Record

Form HOQ014 (rev 5/00) MD Helicopters, Inc.
6−5
Balance Data
Weight and
F90−115B
Balance Data
AIRCRAFT ACTUAL WEIGHT

Model MD900 Serial No. 900-000XX Reg. No. N92XXX Date 12/23/XX
Weighed by J. Doe
60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460 480
STA 199.25
WL 207.97 5° 0”
220
200 STA 292.817

WL 147
180
WL 159
160 ROOF DECK
140
WL 106 120
FLOOR
100
80
60
3° 16”
STA 155.5 STA 230.5
FRAME FRAME
JACKING
POINTS F92−187A
EMPTY FULL
FUEL X
OIL, ENGINE LH X
OIL, ENGINE RH X
OIL, TRANSMISSION X
HYDRAULIC FLUID X
NOTE: IN A LEVEL ATTITUDE, MAIN ROTOR MAST IS TILTED 3 DEG. FORWARD.
AVE. SCALE TARE OR NET LONGITUDINAL LATERAL LONGITUDINAL LATERAL

WEIGHING POINT READING CALIB. CORR. WEIGHT ARM ARM MOMENT MOMENT
LBS LBS LBS IN IN IN-LBS IN-LBS
Forward 869.7 0.0 869.7 154.0 -9.3 133929 -8066
Aft Right 1289.5 0.0 1289.5 233.0 23.3 300454 29981
Aft Left 887.5 0.0 887.5 233.0 -23.3 206788 -20634
TOTAL (AS WEIGHED) 3046.7 210.4 0.4 641170 1280
Less : Surplus Weight (See Table 1) -1.8 189.4 -10.4 -346 19
Plus: Missing Required Equipment (See Table 1) 222.6 198.0 0.0 44071 0
TOTAL - BASIC WEIGHT 3267.4 209.6 0.4 684895 1299
Figure 6−5. Sample Weight and Balance Report
Reissue 3
6−6 Original
Balance Data
6−2. LOAD LIMITS AND BALANCE CRITERIA
The load limits and balance conditions are as noted in Table 6-1.
Do not exceed these limitations at any time during flight.
Use the helicopter Basic Weight as recorded in the Basic Weight and Balance Record
inserted in this section to perform all weight and balance computations. Basic Weight
includes oil, hydraulic fluid, and unusable fuel.
6−3. EQUIPMENT REMOVAL OR INSTALLATION
Removal or addition of equipment must be entered on the repair and alteration

report form, FAA 337, in accordance with Federal Air Regulations which shall then
become part of the helicopter log book file.
Record the weight and balance effects of these changes in the Basic Weight and
Balance Record inserted in this section.
Use the balance and station diagrams shown as an aid for weight and balance
changes.
Use the following tables to assist in determining weight and balance effects with
doors opened or removed.
Table 6−2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data
WEIGHT LONGITUDINAL LATERAL MOMENT

ITEM (LB) STATION STATION (IN−LB)
(ARM) (ARM) Longitudinal Lateral
Cockpit doors (2) 24.0 132.9 "30.6 3190 "367
Cabin doors (2) 32.2 196.0 "31.2 6311 "502
Baggage door (1) 9.4 269.0 0 2529 0
Table 6−3. Cabin Doors Open Weight Data
WEIGHT LONGITUDINAL LATERAL MOMENT

ITEM (LB) STATION STATION (IN−LB)
(ARM) (ARM) Longitudinal Lateral
Cabin doors (2) 32.2 248.0 "31.2 7986 "502
Note: At minimum flying weight (3500 LBS) the CG shifts 0.48 inch aft with cabin doors open.
At maximum gross weight (6250 LBS) the CG shifts 0.27 inch aft with cabin doors open.
Reissue 3
Original 6−7
Balance Data
6−4. LONGITUDINAL WEIGHT AND BALANCE DETERMINATION:

PASSENGER CONFIGURATION
Determine that the gross weight and longitudinal center of gravity (fore and aft)
for a given flight are within limits. Proceed as follows.
Obtain aircraft basic weight and moment from the Weight and Balance Record in
serted in this section.
Determine weights and moments of useful load items (Ref. Figure 6-2).
Add above items.
Determine corresponding center of gravity for gross weight by dividing total moment
by gross weight. This computation must be done with zero fuel and with mission
fuel gross weight (Ref. EXAMPLE I: ).
NOTE: If loadings are not symmetrical about the aircraft centerline, determine lateral
CG’s as described in Paragraph 6−6.
EXAMPLE I: Longitudinal CG Determination − Passenger
WEIGHT STATION MOMENT
ITEM
(LB) (ARM) (IN−LB)
Basic Weight (from Figure 6-4) 3272.8 688665
Pilot 170 130.70 22219
Copilot/Passenger 170 130.70 22219
Passenger - Rear Facing R/H 170 173.0 29410
Passenger - Rear Facing L/H 170 173.0 29410
Passenger - FWD Facing R/H 170 213.0 36210
Passenger - FWD Facing L/H 170 213.0 36210
1. Zero Fuel Weight 4292.8 864343
Add: Fuel (Jet-A) 994.0 191.1 189953
2. Gross Weight 5286.8 1054296
Calculation of Longitudinal CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight 864343

= = 201.3
Zero Fuel Weight 4292.8
CG at Gross Weight:
Moment at Gross Weight 1054296

= = 199.4
Gross Weight 5286.8
NOTE: The CG’s fall within the limits specified in Table Table 6−1; therefore, the loading
meets the longitudinal CG limits.
Reissue 3
6−8 Original
Balance Data
6−5. LONGITUDINAL LOADING OF CARGO
The large aft compartment of the Model 900 provides great flexibility in the variety
of cargo loads it can accommodate.
To determine the gross weight and center of gravity for a given flight are within
limits, proceed as follows.
Obtain the Basic Weight and Moment from the Weight and Balance Record.
Establish the weight of cargo load.
Determine the location of the cargo longitudinal CG (see Figure 6-3)
Obtain the cargo moment:
Cargo Moment = Cargo Weight X Cargo CG
Perform weight and balance as previously described for passenger configura
tion.
EXAMPLE II: Longitudinal CG Determination − Cargo

ITEM
Pilot 170 130.7 22219
Copilot/Passenger 170 130.7 22219
Cargo 750 190.0 142500
Add: Fuel (Jet-A) 300.0 187.0 56100
2. Gross Weight 4662.8 931703
Calculation of Longitudinal CG

= = 200.7
CG at Gross Weight:

= = 199.8
Gross Weight 4662.8
NOTE: The CG’s fall within the limits specified in Table Table 6−1; therefore, the loading
meets the longitudinal CG limits.
Reissue 3
Original 6−9
Balance Data
6−6. PERMISSIBLE LATERAL LOADINGS − PASSENGER

CONFIGURATION
Safe operation of this helicopter requires that it be flown within established lateral
as well as longitudinal center of gravity limits.
It is therefore imperative that lateral center of gravity control be exercised.
All combinations of internal loadings are permissible if gross weight, longitudinal,
and lateral center of gravity considerations permit.
To determine the gross weight and center of gravity for a given flight are within
limits, proceed as follows.
Obtain the basic weight and longitudinal moment from The Basic Weight and Bal
ance Record (Ref. Figure 6-4).
For pilot and passenger longitudinal and lateral center of gravity stations, see
Figure 6-2.
EXAMPLE III: Lateral CG Determination − Passenger

ITEM
Pilot 170 +15.85 2695
Passenger - Rear Facing R/H 170 +19.00 3230
Passenger - FWD Facing R/H 170 +19.00 3230
--
Add: Fuel (Jet-A) 500.0 0
2. Gross Weight 4282.8 10464
Calculation of Lateral CG

= = 2.77
CG at Gross Weight:

= = 2.44
Gross Weight 4282.8
NOTE: The CG’s fall outside the limits specified in Table Table 6−1; therefore, the
loading does not meet the lateral CG limits.
Reissue 3
6−10 Original
Balance Data
6−7. LATERAL LOADING OF CARGO
To determine the gross weight and lateral center of gravity for a given flight are
with limits, proceed as follows.
Find weight of load.
Determine lateral location (station) of load center of gravity.
Measure load distance from aircraft (centerline) lateral station zero), right
(+) : left (-).
Obtain the lateral load moment as follows.
Lateral moment = weight X lateral station. (or use Table 6-10).
Perform weight and balance as previously described for longitudinal CG determina
tions.
6−8. INTERNAL LOADING OF CARGO
The following instructions should be followed when carrying internal cargo.

Restrain the cargo from shifting by using the correct number of tiedowns
in accordance with Table 6-4.
Locate restraint loops in accordance with Figure 6-6.
NOTE: Cargo carried in the baggage compartment shall not be higher than 36 inches.
To assure that cargo is properly secured, refer to Table 6-4.
The numbered tiedown location is located in the far left column of Table 6-4
with their respective restraint values in the six columns to the right.
Locate the cargo tiedown numbers for all of the tiedowns that you will be using
in the respective cargo areas (main cabin or baggage compartment).
Add the restraint values for each of the tiedowns in each of the three directions
(forward, left and right).
If the sum of restraint values in each of the three directions equals or exceeds the
weight of the cargo, then the cargo is sufficiently restrained.
NOTE: 1. Cargo should be centered in the cabin or baggage compartment.
2. Do not load cargo outside the perimeter defined by the cargo tiedown fittings.
Reissue 3
Original 6−11
Balance Data
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin.

LATERAL
TIEDOWN No. FORWARD LEFT RIGHT
1 --- 220 ---
14 --- --- 220
2 20 40 ---
13 20 --- 40
4 130 40 ---
11 130 --- 40
5 120 220 ---
10 120 --- 220
____ ____ ____
TOTAL 540 520 520
Since all three values exceed the weight of the cargo (500 pounds), the cargo is
sufficiently restrained.
Reissue 3
6−12 Original
Balance Data
Table 6−4. Internal Cargo Loading
TIE-DOWN LOCATION RESTRAINT VALUE/POUNDS OF CARGO

MAIN CABIN BAGGAGE COMPARTMENT
TIE-DOWN FUSELAGE LATERAL RESTRAINT DIRECTION RESTRAINT DIRECTION
NUMBER STATION STATION LATERAL LATERAL LATERAL LATERAL
FORWARD FORWARD
LEFT (-) RIGHT (+) LEFT (-) RIGHT (+)
1 156.8 -27.0 220
2 174.9 -25.0 20 40
3 193.0 -25.0 130 20
4 211.1 -25.0 130 40
5 229.2 -27.0 120 220
6 229.2 -11.0 50 240
7 229.2 -8.0 50 240
8 229.2 8.0 50 240
9 229.2 11.0 50 240
10 229.2 27.0 120 220
11 211.1 25.0 130 40
12 193.0 25.0 130 20
13 174.9 25.0 20 40
14 156.8 27.0 220
15 156.8 11.0 240
16 156.8 8.0 240
17 156.8 -8.0 240
18 156.8 -11.0 240
19 232.9 -21.6 90 185
20 251.0 -24.8 120 135 110
21 233.3 0.0 85 85
22 257.9 0.0 20 120 120
23 232.9 21.6 90 185
24 251.0 24.8 120 135 110
25 230.5 -24.6 110
26 230.5 24.6 110
27 269.0 -17.5 105
28 269.0 17.5 105
Reissue 3
Original 6−13
Balance Data
CARGO RESTRAINT LOCATION
1 18 17 16 15 14
2 13
FWD
3 12
LEFT RIGHT
4 11
5 6 7 8 9 10
TIEDOWNS 25 AND 26 ARE ``D''
RINGS LOCATED AT WL 154.5
25 26
19 21 23
20 24
22
27 28
TIEDOWNS 19 THRU 28 ARE
``D'' RINGS. TIE DOWNS 27 AND
F90−036A
28 ARE LOCATED AT WL 155.0
Figure 6−6. Cargo Restraint
Reissue 3
6−14 Original
Balance Data
1100
1075
1050
1025
1000
975
950
925
900
875
NOTES:
850
WEIGHTS AND MOMENTS BASED ON JET−A FUEL
825 (ASTM D−1655) AT 6.8 POUNDS PER U.S. GALLON
800
2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON
775 THE SPECIFIC GRAVITY AND TEMPERATURE
750 VARIATION SHOULD BE ANTICIPATED IN
GAUGE READINGS WHEN TANKS ARE FULL.
725 3. FUEL CG VARIES WITH QUANTITY
700
675
650
625
600
FUEL WEIGHT - POUNDS
575
550
525
500
475
450
425
400
375
350
325
300
275
250
225
200
175
150
125
100
75
50
25
0
182 183 184 185 186 187 188 189 190 191 192
FUSELAGE STATION CG F90−038A
Figure 6−7. Fuel Station Diagram − Jet−A
Reissue 3
Original 6−15
Balance Data
1100
1075
1050
1025
1000
975
950
925
900
875 NOTES:
850 WEIGHTS AND MOMENTS BASED ON JET B FUEL
(ASTM D−1655) AT 6.5 POUNDS PER U.S. GALLON
825
2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON
800 THE SPECIFIC GRAVITY AND TEMPERATURE
775 VARIATION SHOULD BE ANTICIPATED IN
GAUGE READINGS WHEN TANKS ARE FULL.
750 3. FUEL CG VARIES WITH QUANTITY
725
700
675
650
625
600
FUEL WEIGHT - POUNDS
575
550
525
500
475
450
425
400
375
350
325
300
275
250
225
200
175
150
125
100
75
50
25
0
182 183 184 185 186 187 188 189 190 191 192
F90−037A
FUSELAGE STATION CG
Figure 6−8. Fuel Station Diagram − Jet−B
Reissue 3
6−16 Original
Balance Data
Table 6−5. Fuel Loading Table − Jet A (6.8 lb/U.S. gal)

VOLUME WEIGHT STATION MOMENT
U.S. GALLONS POUNDS INCHES IN−LBS
10 68 183.5 12478
15 102 184.1 18778
20 136 184.7 25119
25 170 185.2 31484
30 204 185.7 37883
35 238 186.2 44316

40 272 186.7 50777
45 306 187.1 57240
50 340 187.4 63716
55 374 187.7 70200
60 408 188.0 76704

65 442 188.3 83220
70 476 188.5 89736
75 510 188.8 96263
80 544 189.0 102800
85 578 189.2 109358

90 612 189.4 115913
95 646 189.6 122482
100 680 189.8 129030
105 714 189.9 135603
110 748 190.1 142195

115 782 190.3 148776
120 816 190.4 155366
125 850 190.6 161968
130 884 190.7 168579
135 918 190.8 175173

140 952 191.0 181794
145 986 191.1 188425
150 1020 191.2 195034
155 1054 191.3 201672
160 1088 191.5 208319
NOTES:
1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICI−
PATED IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.
3. MAXIMUM USEABLE FUEL QUANTITY IS 994 LBS.
4. MAXIMUM USEABLE FUEL QUANTITY IS 1078 LBS. WITH RANGE
EXTENDER
Reissue 3
Original 6−17
Balance Data
Table 6−6. Fuel Loading Table − Jet B (6.5 lb/U.S. gal)

VOLUME WEIGHT STATION MOMENT
U.S. GALLONS POUNDS INCHES IN−LBS
10 65 183.6 11934
15 98 184.2 17955
20 130 184.7 24007
25 163 185.3 30108
30 195 185.8 36225
35 228 186.2 42367

40 260 186.7 48537
45 293 187.0 54706
50 325 187.4 60889
55 358 187.7 67103
60 390 188.0 73320

65 423 188.3 79548
70 455 188.5 85786
75 488 188.8 92040
80 520 189.0 98280
85 553 189.2 104533

90 585 189.4 110811
95 618 189.6 117090
100 650 189.8 123370
105 683 190.0 129641
110 715 190.1 135929

115 748 190.3 142212
120 780 190.4 148512
125 813 190.6 154830
130 845 190.7 161142
135 878 190.9 167471

140 910 191.0 173792
145 943 191.1 180112
150 975 191.2 186449
155 1008 191.4 192785
160 1040 191.5 199129
NOTES:
1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICIPATED
IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.
3. MAXIMUM USEABLE FUEL QUANTITY IS 950 LBS.
4. MAXIMUM USEABLE FUEL QUANTITY IS 1030 LBS. WITH RANGE
EXTENDER
Reissue 3
6−18 Original
Balance Data
Table 6−7. Weight and Longitudinal Moments − Pilot, Passengers, Baggage
PILOT OR REAR FACING FWD FACING

PASSENGER COPILOT/PASSENGER STA 130.7 PASSENGER PASSENGER
WEIGHT STA 173.0 STA 213.0
(LBS) MOMENT MOMENT MOMENT
(IN−LB) (IN−LB) (IN−LB)
100 13070 17300 21300
120 15684 20760 25560
140 18298 24220 29820
160 20912 27680 34080
180 23526 31140 38340
200 26140 34600 42600
220 28754 38060 46860
240 31368 41520 51120
AFT AFT
BAGGAGE BAGGAGE
BAGGAGE STA 245.6 BAGGAGE STA 245.6
(LBS) (LBS)
MOMENT MOMENT
(IN−LB) (IN−LB)
100 24560 320 78592
120 29472 340 83504
140 34384 360 88416
160 39296 380 93328
180 44208 400 98240
200 49120 420 103152
220 54032 440 108064
240 58944 460 112976
260 63856 480 117888
280 68768 500 122800
300 73680
Reissue 3
Original 6−19
Balance Data
Table 6−8. Weight and Longitudinal Moments − Cargo
WEIGHT MOMENT (IN−LB)

(LBS) STATION 160 STATION 180 STATION 200 STATION 220 STATION 240
100 16000 18000 20000 22000 24000
120 19200 21600 24000 26400 28800
140 22400 25200 28000 30800 33600
160 25600 28800 32000 35200 38400
180 28800 32400 36000 39600 43200
200 32000 36000 40000 44000 48000

220 35200 39600 44000 48400 52800
240 38400 43200 48000 52800 57600
260 41600 46800 52000 57200 62400
280 44800 50400 56000 61600 67200
300 48000 54000 60000 66000 72000

320 51200 57600 64000 70400 76800
340 54400 61200 68000 74800 81600
360 57600 64800 72000 79200 86400
380 60800 68400 76000 83600 91200
400 64000 72000 80000 88000 96000

420 67200 75600 84000 92400 100800
440 70400 79200 88000 96800 105600
460 73600 82800 92000 101200 110400
480 76800 86400 96000 105600 115200
500 80000 90000 100000 110000 120000
Reissue 3
6−20 Original
Balance Data
Table 6−9. Weight and Lateral Moments − Pilot and Passengers
PILOT OR REAR FACING FWD FACING

PASSENGER COPILOT/PASSENGER PASSENGER PASSENGER
WEIGHT STA. ±15.85* STA. ±19.00* STA. ±19.00*
(LBS) MOMENT MOMENT MOMENT
(IN−LB) (IN−LB) (IN−LB)
100 1585 1900 1900
110 1744 2090 2090
120 1902 2280 2280
130 2061 2470 2470
140 2219 2660 2660
150 2378 2850 2850

160 2536 3040 3040
170 2695 3230 3230
180 2853 3420 3420
190 3012 3610 3610
200 3170 3800 3800

210 3329 3990 3990
220 3487 4810 4810
230 3646 4370 4370
240 3804 4560 4560
250 3963 4750 4750

260 4121 4940 4940
270 4280 5130 5130
280 4438 5320 5320
290 4597 5510 5510
300 4755 5700 5700
*Indicated moments are + (right lateral) and - (left lateral).
Reissue 3
Original 6−21
Balance Data
Table 6−10. Weight and Lateral Moments − Cargo
MOMENT (IN−LB)
WEIGHT
(LBS) LATERAL LATERAL LATERAL LATERAL
STATION ±5 in.* STATION ±10 in.* STATION ±15 in.* STATION ±20 in.*
20 100 200 300 400
40 200 400 600 800
60 300 600 900 1200
80 400 800 1200 1600
90 450 900 1350 1800
100 500 1000 1500 2000

110 550 1100 1650 2200
120 600 1200 1800 2400
130 650 1300 1950 2600
140 700 1400 2100 2800
150 750 1500 2250 3000

160 800 1600 2400 3200
170 850 1700 2550 3400
180 900 1800 2700 3600
l90 950 1900 2850 3800
200 1000 2000 3000 4000

210 1050 2100 3150 4200
220 1100 2200 3300 4400
230 1150 2300 3450 4600
240 1200 2400 3600 4800
250 1250 2500 3750 5000

260 1300 2600 3900 5200
270 1350 2700 4050 5400
280 1400 2800 4200 5600
290 1450 2900 4350 5800
300 1500 3000 4500 6000
*Indicated moments are + (right lateral) and - (left lateral).
Reissue 3
6−22 Original
MD900 with PW 206A
Systems Description
SECTION VII
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
PARAGRAPH PAGE
7-1. Helicopter Exterior Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Figure 7-1. Helicopter - Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-2. Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Figure 7-2. Door Opening Decals - Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7-3. Tailboom and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Figure 7-3. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
7-5. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Figure 7-4. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
7-6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Figure 7-5. Cyclic Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-12
Figure 7-6. Collective Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Figure 7-7. Upper Flight Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
Figure 7-8. Anti-Torque Controls Subsystem (Sheet 1 of 3) . . . . . . . . . . . . . . . . 7-15
Figure 7-9. Anti-Torque Controls Subsystem (Sheet 2 of 3) . . . . . . . . . . . . . . . . 7-16
Figure 7-10. Anti-Torque Controls Subsystem (Sheet 3 of 3) . . . . . . . . . . . . . . . 7-17
Figure 7-11. VSCS Control Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
7-7. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Figure 7-12. Hydraulic System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Figure 7-13. Hydraulic System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Figure 7-14. Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
7-8. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Figure 7-15. Powerplant Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Figure 7-16. Powerplant - Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-24
Figure 7-17. Drive System (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Figure 7-17. Drive System (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-26
7-9. Engine Air Intake and Inlet Particle Separator (IPS) . . . . . . . . . . . . . . . . . . . . . . . 7-27
Figure 7-18. Engine Air Inlet Screen/Inlet Particle Separator . . . . . . . . . . . . . . 7-28
7-10. Engine Power Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
Reissue 3
Original 7−i
MD900 with PW 206A
Systems Description
PARAGRAPH PAGE
7-11. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Figure 7-19. IIDS Fuel System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Figure 7-20. Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
7-12. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Figure 7-21. Battery Power, External Power, and
DC Power Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Figure 7-22. Battery Power and External Power Subsystem Block Diagram . 7-34
7-13. Environmental Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-35
Figure 7-23. Heat/Defog System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-36
Figure 7-24. IIDS System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-38
Figure 7-25. IIDS Display Brightness Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Figure 7-26. Alphanumeric Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Table 7-1. Automatic Alphanumeric Display
Warning/Caution/Advisory Messages . . . . . . . . . . . . . . . . . . . . . . . . 7-43
7-15. IIDS Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45
7-16. Balance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-48
Figure 7-27. Balance Monitoring System Installation . . . . . . . . . . . . . . . . . . . . . 7-48
7-17. IIDS Menu Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Figure 7-28. IIDS Top Level Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-49
Figure 7-29. Time Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-50
Figure 7-30. Balance Monitor, Main Rotor Balance . . . . . . . . . . . . . . . . . . . . . . . 7-51
Figure 7-31. Balance Monitor, Run M/R Measurements . . . . . . . . . . . . . . . . . . . 7-52
Figure 7-32. Balance Monitor, Main Rotor Configuration . . . . . . . . . . . . . . . . . . 7-53
Figure 7-33. Balance Monitor, Main Rotor Solution Options . . . . . . . . . . . . . . . 7-54
Figure 7-34. Balance Monitor, Display M/R Solution . . . . . . . . . . . . . . . . . . . . . . 7-55
Figure 7-35. Balance Monitor, M/R Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-56
Figure 7-36. Balance Monitor, NOTAR® Balance . . . . . . . . . . . . . . . . . . . . . . . . . 7-57
Figure 7-37. Balance Monitor, NOTAR® Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-58
Figure 7-38. Balance Monitor, Spectrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-59
Figure 7-39. Balance Monitor, BMS Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-60
Figure 7-40. Balance Monitor, BMS Version Log . . . . . . . . . . . . . . . . . . . . . . . . . . 7-61
Figure 7-41. Balance Monitor, BMS Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . 7-62
Figure 7-42. Aircraft Monitor, Exceedance Log Menu . . . . . . . . . . . . . . . . . . . . . 7-63
Figure 7-43. Aircraft Monitor - Trend Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-64
Figure 7-44. Aircraft Monitor, Fault Log Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-65
Reissue 3
7−ii Original
MD900 with PW 206A
Systems Description
PARAGRAPH PAGE
Figure 7-45. Aircraft Monitor - IIDS Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-66
Figure 7-46. Fuel Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-67
Figure 7-47. Set Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Figure 7-48. Set Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-68
Reissue 3
Original 7−iii
MD900 with PW 206A
Systems Description
Reissue 3
7−iv Original
MD900 with PW 206A Systems Description
SECTION VII
SYSTEMS DESCRIPTION
7−1. HELICOPTER EXTERIOR DESCRIPTION

Design features:
Cockpit with outstanding field of view
All composite fuselage with expanded aluminium foil embedded in skin for light
ning protection
Wide (52 inch), sliding cabin doors for loading bulky cargo
Crash resistant fuel cell
Built-in steps and work platforms for maintenance
NOTAR anti-torque system
H-type empennage with twin vertical stabilizers
Five-bladed main rotor with swept blade tips
Hingeless low drag main rotor hub
Optional engine inlet air particle separator
On-board systems monitoring and computerized track and balance
The patented NOTAR anti-torque system provides many benefits. It results in

low noise by locating the fan in the fuselage and eliminating the conventional noisy
tail rotor, provides outstanding safety because there is no exposed tail rotor, and
improved directional controllability over that of the conventional tail rotor helicopter.
The five-bladed main rotor is designed for outstanding performance and flying quali
ties. Vibration in the passenger spaces is minimized by the incorporation of the
five blades and the unique dynamically-tuned ``static mount” that supports the
rotor and transmission. The swept tips on rotor blades improve performance and
reduce main rotor noise. Interior noise is minimized by using an acoustic noise
attenuating support for the transmission gearbox, and acoustic insulation in the
ceiling and sidewalls of the cabin.
Reissue 3
Original 7−1
Systems Description MD900 with PW 206A
MAIN ROTOR BLADE

ASSEMBLY
EMPENNAGE
ASSEMBLY
ENGINE
RIGHT
HAND
UPPER COWLING
AND FAIRINGS
ANTI-TORQUE
THRUSTER
ENGINE
CABIN DOOR TRANSMISSION LEFT HAND
ASSEMBLY TAILBOOM
ASSEMBLY
FUSELAGE STRUCTURE
ASSEMBLY
COCKPIT
DOOR
BAGGAGE ANTI-TORQUE
COMPARTMENT ASSEMBLY
DOOR
COCKPIT
DOOR
CABIN DOOR
LANDING GEAR
FLIGHT
ASSEMBLY
CONTROLS F90−039A
Figure 7−1. Helicopter − Major Components
Reissue 3
7−2 Original
The composite flexbeam main rotor hub replaces the normal hinges with a fiberglass/
epoxy flexbeam that twists and bends to accommodate the blade motions. It, and
the elastomeric lead/lag dampers, are located within the elliptical pitchcase for a
low drag hub that is composed of a minimum number of parts.
The empennage includes a fixed horizontal stabilizer and two controlled vertical
stabilizers that provide directional stability.
The engine inlets are flush in the sides of the cowling for an efficient, short air
path into the engine. They incorporate centrifugal-vortex type inlet particle separa
tor (IPS) (optional) panels for protection from dust and debris. The IPS have automat
ic bypass doors that open if the inlet becomes clogged.
The screened NOTAR inlet is on the top of the cowling, between the engines and
aft of the rotor. In this location it is protected from dust and debris, and is shaped
to direct NOTAR fan noise up and away from observers on the ground, thus helping
to minimize noise.
The cabin floor is approximately three feet above the ground. This provides space
under the fuselage for the energy absorbing landing gear to deflect, and room in
the lower fuselage for the 149 gallon fuel cell. A convenience step is provided on
the right side of the fuselage for entering and departing.
Step/handholds and fold-out work platforms are built into the sides of the fuselage,
forward and aft of the cabin doors, for easy access to equipment located on the
engine and transmission decks.
Two tiedown fittings are positioned high on the sides of the fuselage in line with
the forward edge of the cabin doors, and one on the fuselage centerline just above
the baggage compartment door. Fabric socks are used to capture the blade tips
for tying them to the landing gear crosstubes.
7−2. FUSELAGE
The fuselage contains the cockpit; cabin; baggage compartment; fuel cell; NOTAR
fan, support, and ducts; and avionics equipment. The rotor/transmission support,
engines, and systems equipment are mounted on the top, and the landing gear
on the bottom. The fuselage structure has an aluminum upper deck, main frames,
and anti-plowbeams under the cockpit, with graphite/epoxy skins, keel beams,
cockpit framing, floors, and doors.
The fuselage is one of three components that contribute to an integrated systems
approach to the MD Explorer's hard landing energy absorbing concept. The others
are the landing gear and crew/passenger seats. This approach has served well in
the OH-6A, AH-64A, and MD500 helicopters.
The cabin has an open flat floor from the front of the copilot's station through
the cabin and to the back of the baggage compartment area. With the seats removed,
the entire floor area is usable for loading cargo.
Reissue 3
Original 7−3
Space is provided in the nose for the battery; under the cockpit floor and in the
baggage compartment for avionics equipment; and under the baggage compartment
floor for air conditioning equipment. The single fuel cell is mounted in the belly
of the fuselage surrounded by bulkheads fore and aft, and keel beams to the sides.
Entry Doors:
Hinged cockpit doors, sliding cabin doors, and a hinged baggage compartment door
provide access. The cockpit doors have door release handles that allow the doors
to be removed (Ref. Section VIII). The windows in the cabin doors are easily remov
able and the meet Transport Category emergency exit size criteria.
The cockpit door handles have four positions and main cabin door handles have
three positions:
COCKPIT DOOR OPENING DECAL

CABIN DOOR OPENING DECAL
SAFELOCK
SAFELOCK
OPEN
SLAM KEY OPEN SLIDING LOCK

LOCK
DOOR
F90−082
Figure 7−2. Door Opening Decals − Exterior

The rotor/transmission mount consists of an eight-legged metal truss that sup
ports the mast base and the static mast. The transmission gearbox mounts beneath
the mast base and the rotor turns on the static mast tube on a set of tapered roller
thrust bearings. Two of the truss tubes on the right side of the aircraft are removable
for transmission maintenance.
Graphite/epoxy cowlings and access doors on top of the fuselage enclose the equip
ment located there.
Saddle mounts in the lower fuselage clamp the forward and aft landing gear cross
tubes in place.
Lightning protection for the graphite/epoxy skins is provided by expanded alumi
num foil molded into the surface, with all components electrically bonded together.
Electromagnetic pulse protection (EMP) is provided by the aluminum structure,
the expanded aluminum foil on the graphite skins, and the shielding of individual
electric/avionics systems components and wiring.
Reissue 3
7−4 Original
7−3. TAILBOOM AND EMPENNAGE
Anti-torque, directional control, and yaw stability is provided by the NOTAR

fan, circulation control tailboom, the direct jet thruster, and the horizontal and
vertical stabilizers with VSCS.
The NOTAR fan is driven directly from the main transmission. The fan is located
in the aft fuselage, and supplies pressurized air to the tailboom (pressure ratio
= 1.02 to 1.12). Its blade pitch and the thruster nozzle rotational positions are oper
ated by the anti-torque pedals.
The circulation control tailboom is a hollow graphite/epoxy cylinder that bolts
to the aft end of the fuselage and supports the horizontal and vertical stabilizers,
tail bumper, and the thruster. The tailboom directs the pressurized air to the thruster
while allowing some air to flow out of the two slots along its right side. This arrange
ment creates a significant side force on the tailboom as a result of the circulation
flow around the tailboom while it is immersed in the main rotor downwash. The
remainder of the side force required for directional control is produced by airflow
out of the controllable direct jet thruster at the end of the tailboom.
The empennage consists of the horizontal stabilizer with upper and lower moveable
vertical stabilizers located at each tip. The horizontal and vertical surfaces are graph
ite/epoxy. The horizontal stabilizer has an inverted NACA 2412 airfoil with a fixed
incidence of -1 degree. A trailing edge Gurney tab is installed above and below
the airfoil to balance aerodynamic moments. The vertical stabilizers have a hybrid
NACA 23012/NACA 0012 airfoil cambered toward the right side of the helicopter.
The vertical stabilizers are controlled in incidence by electro-mechanical actuators
located within the horizontal stabilizer that operate in response to collective pitch
inputs. Both vertical stabilizers also respond to the Vertical Stabilizer Control Sys
tem (VSCS) to function as a yaw damper.
To minimize tail vibration, the horizontal stabilizer attaches to the top of the tailboom
with an energy absorbing mount that is hinged along a fore-and-aft axis at the
right side, and connected by an elastomeric damper on the left side.
Lightning protection is provided by a strip of aluminum foil bonded onto the
surface of the tailboom, expanded aluminum foil co-cured onto the empennage sur
faces, and jumpers to form a continuous electrical path to the fuselage.
Reissue 3
Original 7−5
7−4. LANDING GEAR
The landing gear (Figure 7-3) supports the helicopter when it is in contact with
the ground. The landing gear can withstand loads encountered during landing,
ground handling, and provides a stable platform to prevent ground resonance.
The landing gear primarily absorbs normal landing forces, with the capabilities
to absorb severe landing forces during overload conditions. The landing gear dimen
sions are based on the required minimum roll-over and minimum pitch-over angles.
A minimum angle of 27 degrees is maintained from the center of gravity (CG) location
to the skid-to-ground contact point. The landing gear consists of the following compo
nents:
Forward and Aft Crosstubes - Provide energy absorbing capabilities during nor
mal or severe landings.
Forward and Aft Saddle Assemblies - Provide a means to attach the crosstube
assemblies to the fuselage attachment points.
Side Stop Clamp Assemblies - Prevent side movement of the crosstube assemblies.
Forward Spacer Fittings - Forward attachments for the skid tubes and forward
crosstube assembly.
Skid Tubes - Provide landing gear-to-ground contact points.
Damper Assemblies - Aft attachments for the skid tubes and aft crosstube assem
bly.
Each damper has a reservoir fluid level indicator that is a rotating shaft which
shows through a 120 pie shaped window. When the reservoir is filled, the window
shows green with a very thin wedge of red showing to the first notch on the
housing. The thin wedge of red shows the reservoir is not completely full, to
allow for fluid expansion.
Ensure fluid level in reservoir is within limits.
Reservoir is near empty, when the window shows red and should be serviced
(RMM. Section 12-00-00).
Reissue 3
7−6 Original
SIDE STOP
CLAMP ASSEMBLY
AFT
CROSSTUBE
PLUG
AFT AFT
ABRASION STRIP SADDLE ASSEMBLY
FORWARD DAMPER
CROSSTUBE ASSEMBLY
FORWARD
FORWARD SPACER FITTING
FORWARD SADDLE ASSEMBLY
ABRASION STRIP
GROUND HANDLING
STEP
ATTACH POINTS
MID ABRASION
SKID TUBE STRIP
LANDING GEAR DAMPER
RESERVOIR FLUID
LEVEL INDICATOR
SECOND NOTCH
FIRST NOTCH
RED
GREEN EMPTY FULL
RESERVOIR INDICATOR CLOCKING TYPICAL

F90−045
Figure 7−3. Landing Gear
Reissue 3
Original 7−7
7−5. MAIN ROTOR SYSTEM
The main rotor has five-blades and a hingeless flexbeam suspension system. The
rotor diameter is 33.83 feet with a blade chord of 10 inches. At its nominal 100
percent rotational speed (NR), the rotor turns at 392 rpm (695 feet/second tip speed).
The flexbeam is primarily a unidirectional fiberglass/epoxy, y-shaped member that
connects the blade to the rotor hub, and twists and bends to accommodate the blade
motions, resisting centrifugal force while transmitting drive torque to the blade.
The five flexbeams attach to the hub by five bolts.
The pitchcase is a hollow, elliptically shaped graphite/epoxy tube that surrounds
the flexbeam and is attached to both the flexbeam and the blade at its outboard
end by a pair of expandable-bushing bolts. The pitchcase provides flapwise, chord
wise, and torsional stiffness to the inboard end of the blade and serves to transmit
the feathering control motions to the blade. The pitchcase is attached to the hub
at its inboard end by the elastomeric snubber/damper that provides centering for
flapping and feathering motions, and by a combination spring/damper restraint
for chordwise motion to eliminate ground resonance. An elastomeric bumper is
bonded to the flexbeam halfway along its length to bear against the inside of the
pitchcase and restrict a flexbeam bending oscillation that would otherwise occur
during spin-up and shut-down of the rotor.
Reissue 3
7−8 Original
ROTOR BLADE
ROTOR BLADE
RETENTION BOLTS
FLEXBEAM
PITCHCASE BUMPER
DRIVE DAMPER
PLATE
MAIN
ROTOR FLEXBEAM
HUB
CENTERING
BEARING
PITCH CHANGE
UPPER HORN INBOARD
HUB LOWER ABRASION STRIP
HUB
DRIVE
RING OUTBOARD
ABRASION STRIP
SCISSORS
TRIM TAB
ASSEMBLY F90−046
Figure 7−4. Main Rotor System

The hub consists of two machined aluminum plates with a steel spacer between
them. The plates are grooved to accept the flexbeams and are bolted together with
the same bolts that attach the flexbeams. The hub mounts to the static mast by
a pair of grease lubricated, tapered roller bearings. A splined drive plate bolts to
the top of the hub and is driven by the main rotor shaft that rotates inside the
mast.
This static mast rotor support configuration has been used successfully in the
OH-6A, AH-64A, and MD500 helicopters and is incorporated into the MD Explorer
for three reasons:
Vibration Control - fuselage/mast/rotor structure is tuned dynamically for mini
mum vibration.
Reduced transmission weight - gearcase is not required to support rotor loads.
Reissue 3
Original 7−9
Safety - if the drive shaft should break, the rotor remains mounted to the mast
by its two bearings for a safe autorotation landing.
The main rotor blade is made from fiberglass/epoxy with a hollow leading edge
spar and a Nomex honeycomb-filled trailing edge. It has a theoretical twist of -10
degrees; and the high performance airfoil tapers in thickness from 12 percent at
it's inboard end to 9.5 percent at the tip. The outboard 14 inches of the blade planform
has a parabolic swept back taper. A 8 inch long by 3/4 inch chord trim tab is centered
on the 77 percent radius station. Two pockets in the bottom of the blade near the
tip are provided for installing blade balance weights.
A titanium abrasion strip protects the inboard, constant-chord portion of the blade
while an electroformed nickel abrasion strip is fitted outboard. A polyurethane sheet
protects the under side of the blade outboard.
The MD Explorer has a built-in track and balance system for the main rotor and
for the NOTAR fan blades that operates through the Integrated Instrument Display
System (IIDS).
Lightning protection is afforded by a continuous electrical path from blade tip
to rotor mast, and so on into the fuselage. This consists of the metal abrasion strip
on the blade, expanded aluminum foil co-cured onto the surface of the pitchcase,
dual jumpers across all joints, and twin carbon brushes for hub-to-mast continuity.
7−6. FLIGHT CONTROLS
The flight controls provide a means of controlling blade pitch of the main rotor
in flight and during ground operations. The helicopter may be equipped with either
single or dual pilot configurations. The copilot's controls may be removed with the
use of quick disconnect fittings, when only single controls are used or required.
Cover plates are put over the holes in the floor or the disengaged pedals to prevent
objects or debris from entering these areas.
The flight controls integrate pilot inputs from the cyclic, collective, and anti-torque
subsystems. The cyclic and collective control stick inputs are mechanically linked
to the upper flight controls for longitudinal, lateral, and vertical control. The anti-
torque pedal inputs are transmitted to the NOTAR fan and direct jet thruster
for directional control. The flight controls consist of the cyclic controls, collective
controls, upper flight controls, anti-torque controls, and vertical stabilizer control
subsystems.
The cyclic controls subsystem controls helicopter pitch and roll attitudes (longitu
dinal and lateral control). The cyclic controls move the upper flight controls to cycle
increases or decreases in the rotor blades angle of attack in a cyclic manner around
the rotor azimuth. The result is a change in the helicopter pitch and/or roll attitude.
The cyclic control subsystem consists of the following components:
Cyclic stick assembly - Provides pilot control of helicopter pitch and/or roll atti
tude. This cyclic stick mount places the stick grip at its highest point above
Reissue 3
7−10 Original
the floor when it is farthest aft - it moves down as it moves forward. This allows
the pilot to rest his/her forearm on his/her thigh throughout all flight modes
for very comfortable flying.
Longitudinal and lateral trim actuators - Allow the pilot to position the cyclic
as required during flight and while on the ground.
Longitudinal linkages - Allow for cyclic input to the main rotor blades for helicop
ter pitch control.
Longitudinal servoactuator - Hydraulically transfers longitudinal linkage inputs
to position the upper flight controls.
Lateral linkages - Allow for cyclic input to the main rotor blades for helicopter
roll control.
Lateral servoactuator - Hydraulically transfers lateral linkage inputs to position
the upper flight controls.
The collective controls subsystem controls helicopter lift (vertical control) and
thrust. As the collective stick assembly is moved, control linkages increase or de
crease the rotor blades angle of attack.
The collective pitch system includes two automatic control features:
Conventional `ànticipatory” circuit into the Engine Electronic Controls (EEC) to
prepare them for an upcoming change of power demanded by the changing collective
pitch position, and vertical stabilizer incidence angle change (VSCS).
The collective control subsystem consists of:
Collective stick assembly - Provides pilot control of helicopter lift.
Collective friction unit - Allows collective stick assembly resistance to vary
from 5-25 pounds.
Collective friction release switch - Allows the pilot to release collective stick
assembly resistance.
Collective linkages - Allows the pilot to transmit collective input to the upper
flight controls.
Collective servoactuator - Hydraulically transfers collective linkage inputs to
the upper flight controls.
Reissue 3
Original 7−11
REF
UPPER DECK
LATERAL
CONTROL
LONGITUDINAL CLOSET ROD
CONTROL ROD ASSEMBLY ASSEMBLY
CYCLIC STICK LONGITUDINAL

ASSEMBLY BELLCRANK
DUAL ASSEMBLY
LONGITUDINAL LONGITUDINAL
BRACKET ASSEMBLY CONTROL ROD LATERAL CONTROLS
ASSEMBLY BRACKET ASSEMBLY
CYCLIC CONTROL AFT COCKPIT

STICK BOOT LONGITUDINAL
CYCLIC BASE
ASSEMBLY CONTROL ROD
EXPANDABLE ASSEMBLY
DIAMETER
BOLT ASSEMBLY
LATERAL LATERAL
BRACKET BELLCRANK
ASSEMBLY ASSEMBLY
LATERAL
CONTROLS
LONGITUDINAL GRADIENT CONTROL ROD
SPRING ASSEMBLY ASSEMBLY
LONGITUDINAL TRIM ACTUATOR LATERAL GRADIENT

CRANK ASSEMBLY SPRING ASSEMBLY
COCKPIT LATERAL CONTROLS LONGITUDINAL CONTROLS

TUBE ASSEMBLY CONTROL ROD
DUAL LATERAL ROD END ASSEMBLY
BALL BEARING LATERAL
BELLCRANK
LONGITUDINAL ASSEMBLY LATERAL TRIM ACTUATOR
TRIM ACTUATOR ASSEMBLY CRANK ASSEMBLY
LATERAL
TRIM ACTUATOR
F90−047−1
Figure 7−5. Cyclic Controls Subsystem
Reissue 3
7−12 Original
COLLECTIVE HYDRAULIC
SERVOACTUATOR
LONGITUDINAL/ UPPER DECK

COLLECTIVE COLLECTIVE CONTROL
FOD COVER ROD ASSEMBLY
CONTROL BRACKET
ASSEMBLY
COLLECTIVE
BELLCRANK ASSEMBLY
COLLECTIVE
BRACKET ASSEMBLY
COLLECTIVE
CONTROL ROD ASSEMBLY COLLECTIVE
BELLCRANK ASSEMBLY
DETENT MODULE COLLECTIVE CONTROL
ASSEMBLY ROD ASSEMBLY
SENSOR
LINK ASSEMBLY
DETENT MODULE
MOUNTING BRACKET SENSOR COLLECTIVE
POSITION BELLCRANK
ASSEMBLY
POTENTIOMETER
PILOT CLAMP
COLLECTIVE STICK POTENTIOMETERS
ASSEMBLY
SENSOR
BRACKET
ASSEMBLY
INTERCONNECT
COLLECTIVE FRICTION
CABLE ASSEMBLY
RELEASE SWITCH
COLLECTIVE COLLECTIVE
CONTROL STICK BOOT BELLCRANK ASSEMBLY
COPILOT
COLLECTIVE STICK ASSEMBLY
COLLECTIVE
FRICTION UNIT
COLLECTIVE
BRACKET ASSEMBLY
COLLECTIVE STICK
BRACKET ASSEMBLY
COLLECTIVE INTERCONNECT
CONTROL ROD ASSEMBLY
F90−047−2
Figure 7−6. Collective Controls Subsystem
Reissue 3
Original 7−13
Main Rotor Controls:

The main rotor mechanical control system uses conventional pushrods and bell
cranks under the cockpit floor; in the forward, right hand cockpit/cabin bulkhead;
and in the cabin ceiling to transmit the control motions to the dual tandem hydraulic
actuators that operate the rotor control mixer and the swashplate.
SCISSORS DRIVE
LINK ASSEMBLY
ROTOR CONTROL
PITCH LINK ASSEMBLY
SWASHPLATE
ASSEMBLY
LATERAL ANTI-TORQUE
DRIVE LINK ASSEMBLY
COLLECTIVE DRIVE
LINK ASSEMBLY
MIXER
ASSEMBLY
F90−047−3
Figure 7−7. Upper Flight Controls Subsystem
Anti-torque Controls:
The anti-torque pedals are adjustable fore and aft and include an adjustable friction
device. They operate through a pushrod/bellcrank system and a single hydraulic
actuator to control the rotation of the direct jet thruster and change the blade pitch
angle of the NOTAR fan to maintain constant air pressure in the tail boom as
the thruster nozzle opens and closes. The hydraulic actuator operates the NOTAR
fan blade pitch through a pushrod/bellcrank/cam linkage, and the thruster rotation
through a push/pull type cable along the length of the tailboom and a local tension
cable loop at the thruster. The pedals do not control the vertical stabilizers.
Reissue 3
7−14 Original
REF UPPER DECK

DIRECTIONAL DIRECTIONAL
CONTROL ROD ASSEMBLY BELLCRANK ASSEMBLY
LOWER CLOSET
HEEL REST DIRECTIONAL
ASSEMBLY BELLCRANK ASSEMBLY
AFT DIRECTIONAL
PEDAL COPILOT DUAL CONTROL
ADJUSTMENT DIRECTIONAL PEDAL ASSEMBLY
HANDLE
PEDAL HEEL REST

CRANK ASSEMBLY
ASSEMBLY
RIGHT
HEEL REST
PILOT DUAL CONTROL SUPPORT
LEFT
DIRECTIONAL HEEL REST
PEDAL ASSEMBLY SUPPORT
DIRECTIONAL
INTERCONNECT
CONTROL ROD ASSEMBLY DIRECTIONAL PEDAL
LINK ASSEMBLY
F90−047−4
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 1 of 3)
Reissue 3
Original 7−15
SPLITTER
ASSEMBLY
NOTAR® FAN INPUT FORCE
DIRECTIONAL LIMITING CONTROL ROD
FOD BRACKET ASSEMBLY ANTI-TORQUE
COVER UPPER SERVO ACTUATOR DIRECTIONAL CONTROLS
DIRECTIONAL DECK CONTROL ROD
BELLCRANK ASSEMBLY
ASSEMBLY
DIRECTIONAL
CONTROL ROD
ASSEMBLY
DIRECTIONAL
CONTROL ROD DIRECTIONAL
ASSEMBLY BRACKET ASSEMBLY
DIRECTIONAL
CONTROL ROD
ASSEMBLY
DIRECTIONAL
CONTROL BELLCRANK
BRACKET ASSEMBLY ASSEMBLY
NOTAR® FAN INPUT FORCE DIRECTIONAL

LIMITING CONTROL ROD BRACKET
ASSEMBLY ASSEMBLY DIRECTIONAL CABLE
ATTACH BRACKET
TO THRUSTER
OUTER BELLCRANK CONTROL
ASSEMBLY
DIRECTIONAL DIRECTIONAL
BELLCRANK CONTROL CABLE
ASSEMBLY ASSEMBLY
DIVERTER
PLATE ASSEMBLY
NOTAR® FAN INNER BELLCRANK
LINKAGE ASSEMBLY
DIRECTIONAL CONTROLS
F90−047−5A
Reissue 3
7−16 Original
ROTATING CONE
ASSEMBLY
THRUSTER BUILDUP
ASSEMBLY
TAILBOOM
ASSEMBLY
THRUSTER CONTROL
ROD ASSEMBLY
DIRECTIONAL CONTROL
CABLE ASSEMBLY
THRUSTER CONTROL
ROD ASSEMBLY
AFT
THRUSTER CONTROL
CABLE ASSEMBLY
THRUSTER
STATIONARY
CONE ASSEMBLY
THRUSTER CONTROL
SECTOR ASSEMBLY
THRUSTER CONTROL
DRUM ASSEMBLY
VIEW ROTATED
THRUSTER DRUM
BRACKET ASSEMBLY
F90−047−6
Reissue 3
Original 7−17
The Vertical Stabilizer Control System (VSCS) operates the incidence of the
vertical stabilizers through two electro-mechanical actuators, one for the left stabi
lizer and one for the right stabilizer. One portion of the system is a fly-by-wire
actuator of stabilizer incidence as a function of collective pitch stick position. It's
purpose is to provide an anticipation that a power change is occurring to prevent
rotor droop and to maximize the anti-torque contribution of the stabilizers at high
speed thereby minimizing power required by the fan - leaving more power available
for the main rotor. The second portion of the system is a fly-by-wire yaw damping
function that uses yaw gyro/lateral accelerometer signals to impose a supplementary
incidence on both vertical stabilizers. Instrumentation/control includes a dual indica
tor on the instrument panel to show incidence angle of the two vertical stabilizers;
a LEFT STAB FAIL, RIGHT STAB FAIL, or TOTAL STAB FAIL yellow CAUTION
annunciator on the IIDS alphanumeric display; two OFF/ON/TEST ``L VSCS R''
switches on the utility panel, and a VSCS Synchronization switch located on the
collective control module (Ref. Section IV). The VSCS Synchronization switch allows
the pilot to reset the VSCS to operate around the current lateral acceleration and
yaw rate. This feature is useful when transitioning from hovering to forward flight,
and when transitioning from a turn to level flight or from level flight into a turn.
L VERTICAL STAB R
L VERTICAL STAB R
VSCS INDICATOR
RIGHT
VERTICAL
STABILIZER
RIGHT VERTICAL
STABILIZER LINKAGES
YAW RIGHT LINEAR

RATE ACTUATOR
LEFT LEFT
GYRO COLLECTIVE LINEAR VERTICAL
CONTROL POSITION ACTUATOR
LATERAL STABILIZER
TRANSDUCERS
ACCELEROMETER YAW RATE LEFT VERTICAL
GYRO STABILIZER LINKAGES
LEFT VSCS
RIGHT VSCS CONTROL UNIT
CONTROL UNIT
F90−060A
Figure 7−11. VSCS Control Subsystem
Reissue 3
7−18 Original
7−7. HYDRAULIC SYSTEMS
Flight Controls:
The helicopter is equipped with two hydraulic systems for operation of the flight
controls. Under certain conditions, the main rotor control loads are such that they
require at least one hydraulic system operating at all times; hence, the dual system
for safety. However, the aircraft can be flown in a minimally degraded condition
with the anti-torque actuator depressurized.
The system is powered by two variable displacement hydraulic pumps mounted
on and driven by the main transmission, has a reservoir/manifold for each system
placed on opposite sides of the upper fuselage deck, and has three tandem actuators,
one for each cyclic pitch function and one for collective pitch of the main rotor.
The #1 system operates only the main rotor controls while the #2 system operates the
main rotor controls and also the NOTAR anti-torque control system.
The main rotor actuators are mounted forward of the main rotor while the anti-
torque actuator is mounted in the cabin ceiling just aft of the right hand cabin
door.
A hand pump option is installed for use in servicing the hydraulic systems in the
field.
The two systems normally operate at 500 psi each for a total system pressure of
1000 psi. If pressure in one system should drop to less than 400 psi, the other system
automatically compensates by increasing its pressure to maintain a total system
pressure of 1000 psi nominal. A yellow caution annunciator,
``1 HYD'' or ``HYD 2'', illuminates on the IIDS caution/warning display and a caution
message is displayed on the alphanumeric display when the affected system's pres
sure falls below 250 psi.
Reissue 3
Original 7−19
SYSTEM NO. 2
PUMP
SYSTEM NO. 2
MANIFOLD
SYSTEM NO. 1
PUMP
SYSTEM NO. 1
SAMPLING MANIFOLD
VALVE
BLEED VALVE
GSE PANELS
TEMPERATURE
SWITCH FLUID LEVEL
SIGHT GAUGE PRESSURE
TRANSDUCER
FILTER BOWL
FILTER BOWL (PRESSURE)
(RETURN)
SYSTEM
MANIFOLD / RESERVOIR SELECT
CURRENT CONFIG SOLENOID
F90−061A
Figure 7−12. Hydraulic System Installation
Reissue 3
7−20 Original
SYSTEM 1 HAND SYSTEM 2

PUMP
(OPTIONAL)
VARIABLE VARIABLE
DELIVERY DELIVERY
PUMP PUMP
GSE MANIFOLD MANIFOLD GSE

PANEL RESERVOIR RESERVOIR PANEL
COLLECTIVE SERVO ACTUATOR
LONGITUDINAL SERVO ACTUATOR
LATERAL SERVO ACTUATOR
DIRECTIONAL SERVO ACTUATOR
F90−062A
Figure 7−13. Hydraulic System Block Diagram
Reissue 3
Original 7−21
Rotor Brake:
A completely separate secondary stand-alone hydraulic system is a part of the
rotor brake installation. It incorporates a master cylinder operated by the brake
handle in the cockpit, and the actuator that operates the disc brake on the back
side of the transmission where the NOTAR drive shaft connects. A yellow
BRAKE caution annunciator in the IIDS secondary display screen warns if the
brake is not fully disengaged.
HYDRAULIC
TUBE
CONTROL LINKAGE MASTER CYLINDER WITH BRAKE

INTEGRAL RESERVOIR CALIPER
F90−063
Figure 7−14. Rotor Brake System
Reissue 3
7−22 Original
7−8. PROPULSION SYSTEM
The propulsion system is designed to meet the engine isolation requirements for
multi-engine rotorcraft that are defined by the Category A requirements of FAR
Part 29, paragraph 29.903(b), as modified for Part 27 rotorcraft.
Powerplant:
This system consists of two Pratt and Whitney Canada (P&WC) PW206A turbo
shaft engines mounted above the baggage compartment and pointing inboard
to drive into the main transmission gearbox (Ref. Figure 7-15 and Figure 7-16).
Each engine is mounted to the fuselage upper deck by a three point, adjustable
titanium mount. The air inlet which is in the middle of the engine is located
inside a titanium-walled inlet plenum that leads from a flush-mounted inlet
in the side of the cowling. The combuster end of the engine is surrounded by
titanium firewalls forward, aft, inboard side, and below. It is covered by a fairing
door, and is ventilated by an exhaust-driven ejector at the aft end of the compart
ment.
FORWARD
FIRE SEAL AFT PRIMARY EXHAUST
NOZZLE ASSEMBLY SECONDARY
FIRE SEAL
EJECTOR
INSULATION
BLANKET
TRIPOD
MOUNT
ENGINE
AIR INLET
REAR STAY
ASSEMBLY
TRIPOD FWD INLET AFT INLET

MOUNT PANEL PANEL
F90−064−1
Figure 7−15. Powerplant Installation
Reissue 3
Original 7−23
TORQUE TRIM MODULE
FMU
FUEL MANIFOLD
T6 THERMOCOUPLE
FUEL PUMP
FUEL NOZZLE
FUEL FILTER
AIR INLET SCREEN
LH OIL LEVEL SIGHT GLASS
OIL FILTER COVER

OIL FILTER IMPENDING
EGT TRIM MODULE
BYPASS INDICATOR
CHIP DETECTOR T1 SENSOR

NP SENSOR
T1/T6 TERMINAL BOX

NG SENSOR PMA
STARTER GENERATOR PAD
RH OIL LEVEL SIGHT GLASS
FREON PUMP PAD

(IF INSTALLED - RH ENGINE ONLY)
OIL PRESSURE PORT
TORQUE SENSOR
OIL TEMPERATURE PORT
F90−064−2
Figure 7−16. Powerplant − Components
Reissue 3
7−24 Original
Drive system:
A short shaft with flexible diaphragm couplings and anti flail devices connects
each engine to the transmission. A longer shaft with similar couplings drives
the NOTAR fan. The main rotor drive shaft connects the planet gear carrier
in the top of the transmission to the main rotor hub through a splined connection
at each end. The engines and transmission are electrically bonded to the airframe
by suitable jumpers.
MAIN ROTOR
DRIVE SHAFT
STATIC MAST
SUPPORT ASSEMBLY
PRESSURE
TRANSDUCER
INPUT
STRUT DRIVE SHAFTS
ASSEMBLY
BLOWER
HOUSING
ASSEMBLY
LUBRICATION
PUMP
TRANSMISSION
ASSEMBLY
DECK FITTING
ASSEMBLY TEMPERATURE
HYDRAULIC PROBE AND
PUMP DRIVE SWITCH F90−065−1
Figure 7−17. Drive System (Sheet 1 of 2)
Reissue 3
Original 7−25
To minimize structurally-transmitted acoustic noise from the transmission into

the passenger spaces, the transmission is supported from the mast base by eight
bolts in elastomeric bushings, and is restrained against rotation by a toothed coupling
arrangement that has a contoured elastomeric ring between the bottom of the mast
base and the top of the gearbox.
EXHAUST DUCT
INTERCONNECT DUCT
OIL COOLER
AIRFRAME
DECK
INLET DUCT
NOTAR FAN
DRIVE SHAFT
VIEW ROTATED
PRESSURE SWITCH
(LOW)
MAGNETIC
CHIP DETECTOR
F90−065−2
Figure 7−17. Drive System (Sheet 2 of 2)

Engine and transmission lubricating oil is cooled by air/oil heat exchangers
mounted in the sides of the cowling alongside the transmission. Each cooler is split
so that it serves separately one engine's requirements plus half of the transmission's
requirements. A direct drive fan on each side of the transmission induces ambient
air to flow through the cooler cores. Each engine has its own lubrication pump;
the transmission's pump is located low on the front centerline of the gearbox.
Magnetic chip detectors are provided for each engine and the transmission. The
detector in the transmission has ``burn-off '' capability; the detectors in the engines
do not.
Reissue 3
7−26 Original
7−9. ENGINE AIR INTAKE AND INLET PARTICLE SEPARATOR (IPS)
The air intake system provides a path for ambient air to enter each engine compressor
case inlet. The air intake system consists of an inlet screen or optional inlet particle
separator for each engine that prevents debris from entering the engine ducts.
Inlet screen:
The standard inlet screens are 1/4 inch steel wire mesh screens located on the
upper intake cowlings (Ref. Figure 7-18). Each engine inlet screen prevents large
foreign objects from entering the inlet plenum. A bypass opening is located at
the aft end of each inlet screen. The aft facing bypass opening assures airflow
if the screen becomes clogged.
IPS (if installed):
The inlet particle separator is an inertial type particle separator that removes
debris from the ambient air before it enters the engine. The particle separator
is located on the upper intake cowling (Ref. Figure 7-18). Ambient air enters
the particle separator and the air velocity is increased as the air passes over
swirl guides. The swirl guides create a vortex that separates heavy particles
from the air. The particles drop to the bottom of the particle separator panel.
A solenoid valve and bleed air lines route engine compressor bleed air to the
particle separator ejector to eject the particles overboard. The ejector is controlled
by the pilot through the IPS switch located on the Utility panel. In the event
that the particle separator becomes clogged with debris, solenoid operated bypass
doors automatically open for both engines inlets.
NACA inlet:
The NACA engine inlets provide ``ram air'' for enhanced engine operation/perfor
mance during cruise flight. If the aircraft is equipped with an IPS, the NACA
inlets incorporate doors that open/close automatically when the airspeed is great
er/less than 47 KIAS.
On aircraft with the standard engine inlet screen, the NACA inlet does not include
doors, but has a screen covering the inlet.
If the aircraft is equipped with an IPS, a NACA inlet switch is provided on the
options switch panel that allows the pilot to override the automatic door opening
feature and leave the NACA inlet doors in the closed position. NACA door position
indicator lights are located on the instrument panel below the VSCS indicators.
Additional information for operations with the NACA inlet may be found in Sec
tions II, III, and IV.
Reissue 3
Original 7−27
STANDARD INLET SCREEN
NACA INLET
(IF INSTALLED)
BLEED AIR
TUBE ASSEMBLY
SOLENOID
SHUTOFF VALVE
EJECTOR
TUBE ASSEMBLY
PARTICLE SEPARATOR EJECTOR
PARTICLE
SEPARATOR PANEL
BYPASS DOOR
BYPASS DOOR
NACA INLET DOOR (IF SOLENOID LATCH F90−043A
INSTALLED)
Figure 7−18. Engine Air Inlet Screen/Inlet Particle Separator
7−10. ENGINE POWER MANAGEMENT SYSTEM
Automatic Engine Control:

The Pratt and Whitney PW206A engine is equipped with a single channel Full
Authority Digital Electronic Control (FADEC) which consists of an Electronic
Engine Control (EEC), Fuel Metering Unit (FMU), and fuel pumps. A manual
backup system is provided for emergency operation in case the EEC becomes
inoperative. The pilot's controls for normal operation consist of two rotary engine
control switches on the engine control panel for the left and right engines. These
switches are gated between OFF and IDLE: the switch knobs must be lifted
to pass the gates. The other switch positions are FLY and TRAIN and are not
gated. For normal operation, the two twist grips on the collective pitch stick
are always left in their NORMAL detent position.
Reissue 3
7−28 Original
The EEC's of the two engines are connected together electrically for a torque-
matching function, and are both connected electrically to the collective stick
position resolvers in the conventional power-anticipation mode.
When the EEC's are working properly, the procedure for starting and stopping
requires no more than selection of the desired engine operation with an engine
control switch.
P&WC has built into the PW206A engine the proper shielding to protect the
EEC's from the HIRF threat, and the helicopter's wiring system components
that are associated with the EEC's are protected in a similar manner. With this
protection in place, freedom from lightning damage is also assured.
Train Mode:
Placing an engine control switch in the TRAIN position will simulate a one engine
inoperative condition by resetting the selected engine's governed speed to 92
percent NP, thereby putting the engine on standby while allowing single engine
training on the opposite engine. In the event of an engine failure on the opposite
engine, the engine in TRAIN will automatically revert to 100% NP.
Emergency Manual Control:
The controls for manual operation of the engine power consist of two twist grips
on the collective pitch stick and two push buttons on the switch module at the
end of the collective stick.
The EEC is designed to ``fail-fixed” (EEC's stepper motor is fixed at its last con
trolled power setting) so there is no sudden change in the level of power if an
EEC becomes inoperative. The only noticeable happening is illumination of the
yellow EEC/red FAIL warning on the Integrated Instrument Display System
(IIDS). No matter at what power level the EEC becomes inoperative, there is
sufficient travel in the twist grip to control the engine manually from full power
to idle and engine shutdown.
After the EEC becomes inoperative, the pilot uses the appropriate twist grip
on the collective stick to modulate the power.
Reissue 3
Original 7−29
7−11. FUEL SYSTEM
The fuel system is designed to the FAR Part 27 requirements plus the Category
A engine isolation general requirements of FAR Part 29, paragraph 29.903(b) as
modified for Part 27 rotorcraft.
The single crash-resistant elastomeric fuel cell is capable of holding 149 U.S. gallons
of jet fuel and is located in the lower fuselage under the main cabin floor. It is
contained between crash-resistant keelbeams and bulkheads, with a support panel
underneath.
The powerplant separation feature includes a partial-height baffle that runs fore
and aft along the bottom center of the cell to trap enough fuel on either side to
prevent simultaneous dual engine flameout if one side were punctured and the
cell lost all its fuel down to that retained on the undamaged side of the baffle. This
is a pressurized fuel system with a separate fuel pump located in the sump in each
side of the cell. Normally each pump supplies its own engine, but a crossflow valve
allows fuel distribution management.
The cell is designed with a seven percent expansion space, and has two anti-slosh
baffles across it. Pilot-operated shutoff valves are positioned at the engine firewalls.
Self‐closing breakaway fittings are installed where fuel lines penetrate the cell walls
and where they penetrate the engine deck. Overboard fuel cell vent lines incorporate
rollover valves and flame arrestors located in the vent system stand pipes.
The gravity-type fuel filler port is located on the right side of the fuselage just
aft of the pilot's cockpit door.
Two sump overboard drains for removing sediment and water (one for each side
of the cell) are operated by knobs located under the right side cabin step.
The engine fuel drain system provides a path for residual fuel from the combusters
and fuel control system that remains after shutdown to be directed overboard by
way of catch cans located under the baggage compartment floor.
A provision is made in the fitting at the aft left hand corner of the cell for making
a connection to an optional auxiliary fuel tank.
Another available option is a ``range extender” that allows carrying an additional
12 U.S. gallons of fuel.
Reissue 3
7−30 Original
The pilot controls the fuel system by the Fuel System panel mounted switches.
Fuel level is sensed by a forward probe and an aft probe, and is displayed on the
IIDS. Two fuel pressure switches activate caution lights in the IIDS when the pres
sure falls below the acceptable limit.
FUEL
FUEL QUANTITY FUEL LOW WARNING

SEGMENTS (GREEN) SEGMENT (RED)
FUEL LOW WARNING TICK MARK (RED) FUEL LOW CAUTION

SEGMENTS (YELLOW)
FUEL SHUTOFF VALVE POSITION CURRENT FUEL QUANTITY
ANNUNCIATOR (YELLOW) DIGITAL DISPLAY (WHITE)
FUEL FILTER IMPENDING FUEL FILTER IMPENDING

BYPASS ANNUNCIATOR (YELLOW) BYPASS ANNUNCIATOR (YELLOW)
LB
FUEL FLOW LINE

LOW FUEL PRESSURE LOW FUEL PRESSURE
ANNUNCIATORS (YELLOW) ANNUNCIATORS (YELLOW)
CROSS FEED VALVE POSITION F90−114
ANNUNCIATOR (YELLOW)
Figure 7−19. IIDS Fuel System Display

Fuel quantity (FUEL) is shown by a vertical bargraph inside a fuel tank icon
rectangle, with the corresponding digit value in pounds, shown immediately below.
The green bar shortens vertically from the top as fuel is burned proportional to
the total tank volume. When the green box disappears, two yellow segments illumi
nate below to indicate a low fuel caution (approximately 45 minute reserve). When
the last yellow segment disappears, a red segment illuminates below to indicate
low fuel (approximately 20 minute reserve). The red ``tick'' marks beside the red
segments are activated when the low level sensor reaches the warning level (97
to 117 lbs - 15 minutes fuel remaining).
NOTE: If the voltage for the probe drops below the specified operating limit, the
segments in the fuel quantity vertical scale blank with the digital quantity still
active.
Fuel flow to the engines is shown below the fuel quantity bargraph: Connections
from the fuel tank to each engine is shown immediately below the digit value of
Reissue 3
Original 7−31
fuel quantity. A solid line indicates normal fuel flow and alternating white and yellow
offset segments indicate low fuel pressure.
The display of fuel valve cross-feed and left and right engine fuel valve
position is shown by a segment block between the fuel lines for crossfeed and
a segment above and below each fuel line for the respective left and right fuel valves.
During the time a fuel valve is in transit between open and closed positions, the
fuel valve indications will flash. Fuel valve in transit is defined by both fuel valve
input discreets being open circuit.
The fuel filter impending bypass status is shown by an inverted `Ù'' above each
fuel line indication.
RIGHT VIEW LOOKING AFT LEFT

FUEL SHUTOFF ENGINE ENGINE
ENGINE DECK FRANGIBLE
VALVE (2) CONNECTOR (2)
FUEL PRESSURE
SWITCH (2)
INTERCONNECT FITTING
VAPOR SHROUD DRAIN (2)
(TO ENGINE DRAIN SYS)
TO FWD RH M M M
VENT SYS
TO AFT LH
VENT SYS
FUEL CELL RH FUEL

BAFFLE (2) FEED SYS VENT ROLLOVER
VALVE (4)
FUEL FILLER RH CROSSFEED FWD LH

ASSY FUEL FEED VALVE VENT SYS
VAPOR SHROUD VAPOR SHROUD
OVRBD DRAIN LH FUEL FEED
VAPOR
GRAVITY SHROUD
FLAME FUEL CELL
ARRESTOR (2) FILL
VALVE LH FUEL
FEED SYS
FUEL FEED
FRANGIBLE
VENT OVBD CONNECTOR (2)
DRAIN (2)
FUEL CELL OUTLET

SUMP DRAIN VAPOR SHROUD
CABLE FUEL BOOST CHECK VALVE DRAIN (2)
PUMP (2) (2)
SUMP OVBD FUEL QTY PROBE 2 PL
SUMP DRAIN
DRAIN (2) LOW LEVEL INDICATOR
VALVE (2) F90−040A
ON AFT PROBE
Figure 7−20. Fuel System Schematic
Reissue 3
7−32 Original
7−12. ELECTRICAL SYSTEM

The electric system is designed to maintain separation of the power generating sys
tems. Wiring for each system is physically separated to each side of the helicopter to
the greatest extent possible. Power from the two generators does not pass together
through a single connector at any point on the aircraft to preclude any single point
failure that could result in loss of power to the essential bus.
Two engine-mounted starter-generators rated at 200 amperes each provide
29 volts DC to the aircraft. Bus tie relays provide redundancy by allowing either
generator to provide power to all busses.
The essential bus relay allows the essential bus to be powered by either of the
two generators, or by the battery if all power from the generators is lost.
Starter and generator functions are directed by individual generator control
units (GCU), each of which provides starter control, voltage regulation, and protec
tive functions. Electric power is distributed by two electric busses and a battery
bus. A starter contactor connects the starter generator to the battery bus. After
a successful start, the starter-generator begins generating current and is brought
on line by the GCU through the generator contactor.
The pilot monitors generator load on the IIDS. The pilot can manually reset or dese
lect either generator by using the generator switches located on the Electrical Master
panel.
A 22 ampere-hour nickel-cadmium battery is used for engine start and for
reserve electric power. The battery relay and external power relay are controlled
by the power switch on the Electrical Master panel.
STARTER/GEN STARTER/GEN
GENERATOR CONTROL UNIT
EXTERNAL POWER
RECEPTACLE
BATTERY GENERATOR CONTROL

UNIT
ELECTRICAL
LOAD CENTER
POWER AND L/R

GENERATOR SWITCHES
EXTERNAL POWER BOX

RELAY
F90−067
Figure 7−21. Battery Power, External Power, and DC Power Component Locator
Reissue 3
Original 7−33
The key switch is located on the right hand side of the instrument panel. All
switches and brightness controls that operate the electric system are on the console.
The ground power receptacle for 28 volts DC is in the right hand side of the fuselage
below and forward of the pilot's door. Two grounding jacks are located on the right
hand side of the fuselage, one adjacent to the ground power receptacle and one
adjacent to the fuel filler port.
Circuit breakers for essential circuits are located in the cockpit on the Essential
Bus panel; nonessential breakers are located in the baggage compartment ceiling.
One 29 volt DC outlet is located in the cockpit on the copilot's side of the console,
and another one is on the left hand cabin wall aft of the cabindoor.
TO IIDS
EXTERNAL EXTERNAL
POWER POWER TO DISTRIBUTION
RECEPTACLE RELAY
BATTERY
BUS
TO IIDS
TO IIDS
BATT HOT BATT/EXT

SWITCH BATTERY BATTERY EXT BATT
OFF WARM RELAY
BATTERY POWER RELAY
SWITCH ESSN
BATT WARM
SWITCH
ESSN
BUS
ESSN
BUS
RELAY
F90-068
Figure 7−22. Battery Power and External Power Subsystem Block Diagram
Aircraft Lighting:
Aircraft Interior Lighting:
Cockpit:
Floodlight (1)
Map Light (1)
Instrument Floodlights (3) (Powered By Essential Bus)
Main Cabin:
Threshold Lights (2)
Reissue 3
7−34 Original
Baggage Compartment:
Floodlight (1)
Aircraft Exterior Lighting:
Nose:
Fixed Landing Light (1)
Fixed Hover Light (1)
Empennage:
Left End of Horizontal Stabilizer:
Red Navigation Light (1)
Right End of Horizontal Stabilizer:
Green Navigation Light (1)
Top Center of Stabilizer:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
Bottom of Tailboom, Forward of Thruster:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
7−13. ENVIRONMENTAL CONTROL
The environmental control system for the helicopter consists of the ventilation sys
tem and the heat/defog system.
Ventilation System:
Ambient air is taken in through an inlet in the right side of the upper cowling,
is directed through a water separator and a two-speed fan, and into a manifold
that distributes the air to the cockpit and to the cabin - then out of a port in the
baggage compartment door. In the cockpit, four adjustable gaspers, two on the wind
shield's center bow blow outboard toward the pilots' heads, and two on the forward
door frame blow inboard toward their lower torsos. Six adjustable gaspers are
mounted in the ceiling of the cabin. The fan speed switch is located on the Utility
Panel.
Secondary ventilation for the cockpit is provided by two conventional clear plastic
adjustable snap vents in the window of each cockpit door.
Heat/Defog System:
The heat source is bleed air from the compressors of the two engines. This hot air
is directed through a pilot-operated on/off valve located on the Utility panel to a
Reissue 3
Original 7−35
pair of ejectors that mix bleed air and ambient air to a desired temperature and
flow rate. One ejector serves the cockpit; the other serves the cabin.
The cabin ejector is located low on the right side of the cabin just aft of the door.
Its discharge air is directed across the cabin under the rear seats. An adjusting
lever for controlling the bleed air admitted to the ejector, and so the discharge volume,
is recessed in the wall at head height directly above the ejector.
CHECK
VALVES
ENGINE ENGINE
PASSENGER COMPARTMENT
FLOW
CONTROL
START−UP VALVES
LOCK OUT
HEAT ON/OFF PASSENGER

SWITCH COMPARTMENT
EJECTORS
FLOW CONTROL
FLOW CONTROL VALVES
SHUT−OFF VALVE
(ON/OFF) DEFOGGING
MANIFOLDS
PILOT HEAT
EJECTORS
FOOT HEATERS FOOT HEATERS
CONTROL VALVES
F90−042
CREW STATION
Figure 7−23. Heat/Defog System Schematic

The cockpit ejector is located in the compartment below the pilot's seat, and is oper
ated by a push/pull control mounted vertically along the right hand side of the
console. From the ejector, warm air is ducted forward to two aft-facing nozzles above
and forward of the pilots' feet, and to a pair of nozzles along the bottom of the
upper windshield panels to defog them. Each pilot has a push/pull knob located
under the instrument panel to operate a butterfly valve that modulates the airflow
toward his/her feet.
An automatic disconnect monitored by the IIDS cuts off all bleed air whenever either
engine becomes inoperative in flight to maximize the operating engine's power output
to the rotor. This cutoff function maybe overridden by placing the CAB HEAT switch
in the OVRD position.
Reissue 3
7−36 Original
7−14. INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)
General The IIDS provides for the monitoring and display of various aircraft
parameters and for caution/warning annunciation. The baseline config
uration includes a set of engine, drive train, rotor, NOTAR, electrical,
fuel, hydraulic, and caution/warning indicators. It also incorporates a
built-in rotor and NOTAR fan balance system and stores system oper
ating and exceedance parameters for enhanced maintainability.
The IIDS accepts analog and discrete inputs from various aircraft sub
system transducers and provides signal conditioning and conversion
to digital format. Once converted to digital format, this information
is provided to the display electronics for the cockpit display and to a
serial port for access by a data recorder or computer. Also, limit checking
on certain parameters is performed to provide the caution/warning an
nunciation. The display is a color, Liquid Crystal Display (LCD) panel
which allows the flexibility of integrating the specified sensor data and
caution/warning information onto a display packaged as one unit.
Built−In−Test Three levels of Built-in-Test (BIT) are used to determine system health,
including Power-up, Continuous, and Commanded BIT. Power-up diag
nostics will check the health of each function or module within the IIDS
and display this test status. Continuous testing checks the operation
of the IIDS during aircraft operation and displays and/or logs any fail
ures. Commanded BIT, initiated using the IIDS keyboard, performs
a display test, along with those tests performed during Continuous BIT.
The display is put into ``lamp test'' mode, where all segments are acti
vated, so that the display can be visually inspected for segment failures.
Both Power-up and Commanded BIT test the two engine and the trans
mission fire detectors, and the bleed air leak detector (if installed).
Reissue 3
Original 7−37
FUEL
SYSTEM
POWERPLANT
SYSTEM
DRIVE
SYSTEM
ROTOR
SYSTEM BALANCE
MONITORING
NOTAR SYSTEM
SYSTEM
HYDRAULIC
SYSTEM
ELECTRICAL
SYSTEM INTEGRATED INSTRUMENT
DISPLAY SYSTEM (IIDS)
AIRFRAME
SYSTEM
F90−048A
Figure 7−24. IIDS System Monitoring
BIT BIT failures are stored in non-volatile memory to assist in three situa
Failures tions:
First, a transient or intermittent failure;

Second, a situation where the pilot observed a problem with the IIDS
but didn't notice any failure annunciation;
Third, ease of IIDS maintenance on and off the aircraft. These fault
words are stored in the Fault Log when a BIT failure was detected
in the IIDS, BMS, EEC, or aircraft transducers/sensors, and can be
examined through the IIDS display or ground based maintenance com
puter (GBMC).
When the testing determines that an internal fault exists, the appropri
ate redundant function, if such redundant system exists, will be com
manded to assume the primary role. The redundant functions shall
be sufficiently isolated such that a failure of the function will not cause
Reissue 3
7−38 Original
the failure of another function. These fault monitoring provisions are

implemented using hardware Built-in-Test Equipment (BITE) and soft
ware diagnostics, allowing isolation of failures to at least the internal
module level. In addition, provisions are made to check operation of
the transducers and sensors and provide an appropriate maintenance
alert.
Any sensor that can be checked for proper function and is determined
to have failed causes an IIDS caution annunciation and a blanking of
the digit display for that parameter. No Fault Log is created.
The following are exceptions to the above:
1. A failure of a sensor for the primary display parameters (EGT,
Torque, NR, and NP) causes both the vertical scale and digit value
to blank.
2. If the voltage for the fuel probes (Battery Bus voltage input) drops
below the specified operating low limit of 18 volts for more than
40 seconds, the low voltage indication shall be to blank the segments
in the fuel quantity vertical scale. The digit quantity shall remain
active. When the probe voltage goes back above 18 volts for more
than one second, the vertical scales shall be illuminated. A failure
of one of the fuel probes causes only the digit values to blank whereas
the failure of both probes causes both the vertical scale and digit
value to blank.
3. If the parameters displayed on the alphanumeric display (Pressure/
Density Altitude, CLP, and Hydraulic Pressure) are out-of-range,
the display will read NOT VALD.
The functional architecture of the IIDS to meet these design goals and
the operational requirements of the aircraft is shown in Figure 7-24.
System SYSTEM OPERATING PROGRAM: The System Operating Program

Software provides the programming and functions controlling the data collection,
Architecture displays and formatting, key entry functions, date/time clock, cautions
and warnings, exceedance detection, memories and BIT feature.
Primary and The integrated display is divided into two separate displays. The prima
Secondary ry is on the right side and the secondary is on the left.
Displays
The primary display includes the following information.
Power turbine speed - NP
Rotor speed - NR
Measured gas temperature - EGT
Engine Torque - TORQUE
NR and NP are displayed with three vertical bargraphs and a digit
value of NR displayed in the center.
Reissue 3
Original 7−39
NR and NP speed increase: Since the required NP/NR setting under

different flight conditions changes, the IIDS advises the pilot to make
the respective NP/NR changes when airspeed is 47 KIAS and below.
Torque display: Displayed in % torque. The IIDS obtains engine torque
from the EEC. If the EEC fails, the IIDS calculates torque by using
NG, OAT, and pressure altitude measurements. The vertical bargraphs
and three digit indicators on this display indicate torque in percent
(%). The vertical bar has four ranges as defined below:
Green segments indicate continuous operating range including Maxi
mum Continuous Power (MCP).
Yellow segments indicate:
Transient Take Off Power (TOP) operating range (10 second limit)
OEI operating range (2.5 minutes)
Top red segments - do not exceed limit.
NOTE: Even though the IIDS displays engine torque, the transmission sets the torque
limit for helicopter operations, and therefore, the displayed torque limits are
lower than those for the engine as stated in the Pratt & Whitney Maintenance
Manual.
EGT is indicated by two vertical bargraphs and a three digit indicator
showing EGT in 1°C increments. Displayed on the IIDS as EGT. Pratt
& Whitney refers to this measurement as MGT (Measured Gas Tempera
ture). The vertical bargraph has four ranges as defined by the display
mode; they are:
Green segments - continuous operating range (MCP operating range)
Yellow segments - transient operating range (TOP or OEI)
Top red segment - do not exceed limit
NOTE: The IIDS provides a time count−down on the alphanumeric display when the
pilot enters TOP, OEI, or transient flight conditions. Should the pilot exceed
the count−down, the IIDS then provides an time overcount, and exceedance
and data logs are created.
Warning annunciators in red are for EGT, Torque, NR, NP, and EEC FAIL.
Caution annunciators in yellow are for EEC minor fault, EEC MAN
(manual) mode, and OEI (one engine inoperative).
In the secondary display, caution annunciators in yellow are given
for engine chips, engine oil temperature, high or low, engine oil pressure
high or low, generator load high, generator out, NG high, transmission
chips, transmission oil temperature high or low, fuel pressure low, fuel
filter impending by-pass, crossfeed valve open, fuel valve closed, battery
warm, rotor brake, hydraulic system status, baggage door open and
IIDS status.
Engine oil pressure display: Displayed in % psi, and is a function of
NG speed and engine oil temperature.
Reissue 3
7−40 Original
Engine oil temperature display - °C

Gas producer turbine speed display - %NG
Transmission oil pressure display: Displayed in % PSI, and is a function
of NR speed and transmission oil pressure.
Transmission oil temperature display - °C
Generator load display - %LOAD
Warning Annunciators displayed in red are shown for engine fire, engine
oil temperature high, engine oil pressure high or low, NG high or low,
transmission area fire, transmission oil pressure high or low, fuel quanti
ty low CAB HEAT (bleed air leak), and BAT HOT.
Display Day or night modes may be selected using the Light Master switch
Brightness located on the Lighting Control Panel. Placing the Light Master switch
Controls ON selects night mode.
The display brightness is adjustable using the inner ring of the IIDS
control potentiometer also located on the Lighting Control Panel.
When in the night mode, the IIDS will automatically increase display
brightness when a caution/warning message is received and displayed.
To return to the preset brightness, press the CLR key momentarily.
LIGHTING CONTROL
IIDS DISPLAY
LIGHT MASTER LT MSTR CONSOLE IIDS
ON BRIGHTNESS
SWITCH
CONTROL
OFF OFF OFF

FLOOD INSTR
STROBE POSN AREA
ON ON BOTH
CKP
CAB
OFF OFF OFF
F90−049A
Figure 7−25. IIDS Display Brightness Control
Alphanumeric The IIDS has a 2 line by 16 character alphanumeric display. This display
Display allows messages to be displayed regarding systems limit exceedance,
condition, various cautions and warnings as well as expanded features
of the IIDS to be viewed by the pilot. Yellow and red segments are located
Reissue 3
Original 7−41
to the left of each line that indicate if the associated message is a caution
or a warning. The expanded features of the IIDS are selected in conjunc
tion with the IIDS keyboard.
Certain conditions will cause the alphanumeric display to automatically

display a message.
At start-up, and if required during flight, messages are displayed on
the alphanumeric display automatically. A list of these messages is
found in Table 7-1. This table also defines the priority of the message
to be displayed, the classification of the message (warning/caution/advi
sory W/C/A), and whether the message can be cleared (by pressing the
CLR button) from the display.
NOTE: IIDS menu functions may be lost if the MENU key is pressed immediately after
a W/C/A message is cleared. Pilots should wait two or more seconds before
selecting a menu option.
AOG The IIDS uses the following logic to determine an aircraft on-ground/off-
Logic ground condition. The IIDS uses this information to enable or disable
certain caution/warning, indications and alphanumeric display advisory
messages.
Aircraft on-ground if:

1. NR 80%
OR
Aircraft on-ground if:
1. NR >80%, and
2. CLP <5%, and
3. Torque (either engine) >10%
Otherwise, the aircraft is off-ground. The transition from one condition

to the other is not recognized until after the new condition has existed
for 5 seconds.
Reissue 3
7−42 Original
NOTE: Advisory messages may not indicate a malfunction or emergency.

WARNING
ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR . . . . . . . . . . . . . . . ALPHA-
(YELLOW) NUMERIC
MESSAGE
. . . . . . . . . . . . . . . DISPLAY
WARNING
ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR NR TORQUE EGT
(YELLOW) NP NP
ENG
OUT
F90−025
Figure 7−26. Alphanumeric Display

Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages
SAMPLE MESSAGE CAUSE FOR
W/C/A CLR CORRECTIVE ACTION
(Fault) DISPLAY
ENG POWER CHECK Invalid performance
L PA CK NG -1.8 margin (power check W YES Advise Maintenance
LPA CK EGT-11.2 failed)
OVR TORQ LFT 0:10
OVR TORQ RT 0:10
OVR EGT LFT 0:10 MTO or OEI
W NO Advise Maintenance
OVR EGT RT 0:10 overcount
OVR NG LFT 0:10
OVR NG RT 0:10
Hydraulic system
Perform malfunction
PRES 1 = 0 PSI status: activated on
C YES procedure. Ref. Section
PRES 2 = 1000 PSI hydraulic caution
III
indication
Perform malfunction
Hydraulic system
TEMPERATURE C YES procedure. Ref. Section
overtemperature
III
Start engine with engine
Engine oil
control in IDLE. Do not
L ENG OIL COLD temperature cold C NO
advance to FLY until
(Starting)
message blanks
Right Stabilizer
RIGHT STAB FAIL C YES
Actuator Failure
Perform malfunction
Left Stabilizer
LEFT STAB FAIL C YES procedure. Ref. Section
Actuator Failure
III
Both Stabilizer
TOTAL STAB FAIL C YES
Actuator Failure
Reissue 3
Original 7−43
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages

SAMPLE MESSAGE CAUSE FOR
W/C/A CLR CORRECTIVE ACTION
(Fault) DISPLAY
BMS sensor(s)
CHK BMS SENSOR C YES Advise maintenance
failure2
TORQ LFT 2:30
TORQ RT 2:30
EGT LFT 2:30 TOP or OEI
A NO N/A
EGT RT 2:30 countdown
NG LFT 2 :30
NG RT 2:30
CARGO HOOK OPEN Cargo hook open A YES N/A
Particle separator
IPS BYPASS clogged: IPS in A YES Ref. Section III
bypass
BATT DISCHARGE Battery Discharging A YES N/A
Optional fire
EXTNGSHR PRESS LO extinguishing system A YES Advise Maintenance
bottle pressure low
Crew commanded
RECORDING DATA A NO N/A
data record
Download of data logs
DATA XFER CMPL to ground based A YES N/A
computers
Fault Log during
CHECK FAULT LOG A YES Advise Maintenance
flight2,3
Exceedance Log
CHK EXCEED LOG A YES Advise Maintenance
during flight3
Main rotor out of
CHECK ROTOR BAL A YES Advise Maintenance
balance
NOTAR fan out of
CHECK NOTAR BAL A YES Advise Maintenance
balance
Engine
PRATT & WHITNEY A YES N/A
Configuration4
NOTE: 1.With a single system failure, this message is displayed when the failed system
pressure decreases to 250 PSI. This message will reappear when remaining
operating system pressure decreases to 500 PSI.
2.This caution does not affect dispatchability.
3.These messages are generated for conditions that create a fault log or an
exceedance log and are displayed only when the aircraft is on−ground as
determined by the AOG logic.
4.This message displayed for 5 seconds following the power−up ‘‘Lamp Test’’.
Reissue 3
7−44 Original
7−15. IIDS DATA STORAGE

Data Storage Selected information that is monitored by the IIDS for display is also
stored by the IIDS. Information is stored in non-volatile memory and
is available by selecting various menu functions through the front panel
keys. All information is available using a ground based maintenance
computer (GBMC). Only the Data Log and Cumulative Log are not
viewable on the alphanumeric display. The operating data is stored
in one of six data records.
The data records are:
LOG TYPE A/N DISPLAY

Data Log NO
Cumulative Log NO
Exceedance Log YES
Fault Log YES
Trend Log YES
Setup Log YES
Data Logs The data log provides one and a half minutes of data collection. The
data is recorded in a continuous memory buffer ``loop'' and will be contin
uously over-written unless an exceedance occurs, or the crew requests
a record of an event. Exceedances generate both data logs and excee
dance logs. The data log record provides a ``window in time'' to examine
events around an exceedance or other incident. The data log can store
five of these events. This information is accessed by the GBMC only.
Pilots may generate a data log by first clearing the alphanumeric display,
then pressing and holding the “REC” button for 7 to 10 seconds before
releasing. The message RECORDING DATA will then be displayed on
the alphanumeric display.
Cumulative Log The cumulative log retains data concerning the aircraft operational his
tory and current configuration. As the aircraft configuration changes
(e.g. component changes) the Cumulative Log will be updated by the
maintainer on the GBMC. The IIDS will only retain one Cumulative
Log in memory.
NOTE: Time Summary Menu procedure (Ref. Figure 7−29) may be used to access
cumulative usage data as well as flight time data.
Exceedance The exceedance Log provides a ``snapshot'' record of the parameter data
Log at a particular moment in time. This type of record occurs whenever
a parameter exceedance is detected. This recording function is only
Reissue 3
Original 7−45
active when NG for either engine AND NR is greater than 50 % AND

EGT on either engine is greater than 400°C
This feature is capable of storing 100 exceedance Logs. Exceedances

are recorded for EGT, engine torque, transmission torque, NG, NP, NR
(high), engine oil pressure (low), transmission oil pressure (low), and
cargo hook.
Exceedance logs maybe either recorded or downloaded to the GBMC.
Perform Exceedance Log Menu procedure (Figure 7-42) to access cumu
lative usage data.
Fault The Fault Log contains data associated with fault discrete data from
Log the EEC's and a BIT failure that was detected in the IIDS, BMS, or
aircraft transducers/sensors. This type of log is recorded whenever an
IIDS, EEC, or aircraft sensor fault is detected. The system is capable
of storing 100 Fault Logs.
Fault logs maybe either recorded or downloaded to the GBMC.

Perform the Fault Log Menu procedure to access data (Figure 7-44).
IIDS Setup Log (Ref. Figure 7-45) IIDS setup contains data that reflects the current
configuration of the aircraft, such as, aircraft serial number, engine
type installed, engine serial number, fuel calibration, operating soft
ware, etc.
On power up, the IIDS uses information in the setup log to compare
the current Torque and EGT trim values from the EEC to the values
stored in the IIDS setup log to assure the data collected by the IIDS
remains with the respective engine. If there is a discrepancy, a fault
log is created and certain engine ASCM functions are disabled for the
affected engine(s): Exceedance Logs for NG, NP, Torque, EGT; Power
Assurance function (including trend logs); and Cumulative Logs (cycle
counting, SSO, FSO, TSN, and engine run time).
To recover from this disable function, the Setup Log must be revised
to match the values from that specific engine(s) through the GBMC.
Once the Setup Log has been revised, a power-up of the IIDS will verify
the new data. If the new values match, all engine ASCM functions are
restored.
IIDS The IIDS features 7 keys on the right side of the front face to allow
Keyboard the pilot access to the various functions/programs by paging through
the menus. The keys include:
``CLR'' (clear): Used to blank the alphanumeric display and exit all
menu functions if pressed for more than 1.5 seconds. If pressed for less
than 1.5 seconds in the Night Mode after a C/W/A event, the CLR key
resets the intensity to the previous setting.
Reissue 3
7−46 Original
MENU: Used to access the next higher level of the menu structure
or to enter the top level menu from display blanked and to return to
the `àction'' menu with edit fields not updated.
UP ARROW : Used to scroll between menu and submenu names,
or between data and message items. Holding this key for more than
2 seconds initiates automatic scrolling, at approximately one item per
second. When the scrolling reaches the end of the menu the scrolling
feature loops back to the start of the menu.
DN (down) ARROW: Same as the UP ARROW, except scrolls in

the opposite direction.
ENT (enter): Used to enter a menu or submenu after it has been selected
with the ``'' or ``'' keys, enter an `Àction'' field within a menu selection
CLR that is bracketed by ``< >'' to allow editing, and to advance to the next
edit digit (or field within the `Àction'' field. The digit (or field) that can
MENU be edited will flash.
``REC'' (record): Used to initiate crew requested Data Log and to enter
into memory data that is used to initialize the TIME/DATE, ENGINE
PARM, and Cargo Hook CALIB CODE and FUEL CALIBRATION func
tions in the IIDS. When the key is pressed for more that 7 seconds,
the parameter data from 45 seconds prior to and 45 seconds after key
ENT
activation, is stored in nonvolatile memory. The message RECORDING
DATA is displayed on the alphanumeric display during this time.
REC
``DISP'': Used to change the display from ``display by exception'' to ``con
DISP tinuous display'' when the key is pressed for less than 1.5 seconds. In
the exception mode, the secondary display screen area is blank unless
J1 one of the limits is within a predetermined range of it's caution limit
value. When this happens, the digit display of the particular limit will
revert to continuous display until the parameter value drops below the
F90−050
predetermined threshold. If the exceedance parameter enters caution
or warning range the appropriate caution or warning displays are illumi
nated.
When the ``DISP'' key is held for more than 1.5 seconds the IIDS performs
a BIT test and the front panel display will show all LCD segments in
a lamp test mode.
Reissue 3
Revision 2 7−47
7−16. BALANCE MONITORING SYSTEM
NOTE: Helicopter gross weight should be at 5200 300 LBS before performing ‘‘Main
Rotor Balance’’ procedure.
Standard BMS The BMS program is an integrated vibration monitoring system which
Program calculates and displays balance solutions for both main rotor and NO
TAR fan. The intention of this integrated balance system is to eliminate
the requirement to fly dedicated tracking/balance flights.
The system is linked to three vibration sensors on the airframe and
two position pickups on the main rotor and the NOTAR fan. The stan
dard BMS program is a ``smart chart'' system. For most balancing actions
the user will simply follow the directions of the BMS Alpha-numeric
display (Ref. Figure 7-30 thru Figure 7-41). The normal sequence of
events is for the pilot to request the BMS program from the IIDS by
pressing the ``MENU'' key on the IIDS panel and paging down the menu
to BMS. The BMS system will then analyze the input from the rotor/fan
sensors and calculate a correction and display this information in the
IIDS Alpha-numeric display.
ÎÎ
ÎÎ
1. IIDS
2. BMS SIGNAL PROCESSING UNIT
3. BMS SENSOR CABLE HARNESS
4. AZIMUTH SENSOR (MAG PICKUP/PHOTOCELL)
5. VIBRATION SENSOR (VELOCIMETER) F90−078
Figure 7−27. Balance Monitoring System Installation

Optional An optional item to the BMS is a Spectrum Analyzer Vibralog. The
Spectrum software for this program resides within the GBMC. Spectrum analysis
Analyzer allows downloading to the GBMC and viewing of the entire vibration
spectrum of the rotor and the NOTAR fan. The system allows the
operator to analyze vibrations, other than rotor/fan, and determine the
probable source by comparison with known component frequencies.
Reissue 3
7−48 Original
7−17. IIDS MENU STRUCTURES
TOP LEVEL
ELAPSED TIME MM.SS `ÈNT'' Key resets, starts and stops timer (alternate action);
``CLR'' Key exits function and resets timer
TIME SUMMARY For expanded menu structure

ENT
Ref. Figure 7-29
POWER CHECK For expanded menu structure

ENT
Ref. Section V Figure 5-21
BALANCE MONITOR For expanded menu structure

ENT
Ref. Figure 7-30 thru Figure 7-41
AIRCRAFT MONITOR For expanded menu structure

ENT
Ref. Figure 7-42 thru Figure 7-45
CLPXXX PERCENT
Continuous display of collective position
PRES ALT XXXXFT

Continuous display of altitude
DENS ALT XXXXFT
FUEL CALIBRATION For expanded menu structure

ENT
Ref. Figure 7-46
SET ENGINE PARM For expanded menu structure

ENT
Ref. Figure 7-47
TIME/DATE For expanded menu structure

ENT
Ref. Figure 7-48
HOOK WT XXXX LBS For expanded menu structure

ENT
Ref. Section X F90−071A
Figure 7−28. IIDS Top Level Menus
Reissue 3
Original 7−49
TOP LEVEL SECOND LEVEL THIRD LEVEL

ENT
TIME SUMMARY LST FLT TIME
TOT FLT HR
TOT FLIGHTS
ENT
LFT ENGINE TIME
NOTE 1
RT ENGINE TIME GEAR BOX

TSO =
POWER MODULE
TSO=
IMPELLER CYCLE
CNT LST FLT=
IMPELLER CYCLE
CNT ACCUM =
CMPSR TURB CYCLE

CNT LST FLT=
CMPSR TURB CYCLE

CNT ACCUM=
POWER TURB CYCLE

CNT LST FLT=
POWER TURB CYCLE

CNT ACCUM=
NOTE 1: THIRD LEVEL MENU FOR RIGHT ENGINE
SAME AS FOR LEFT ENGINE
F90−072
Figure 7−29. Time Summary
Reissue 3
7−50 Original

BALANCE MONITOR MAIN ROTOR COLLECT M/R DATA FLY 104% GROUND
BALANCE RUN XX RPM XXX PRESS REC
NOTE 2
MAIN ROTOR TRACK RUN XX M/R ACQUIRING
MEASUREMENTS 104% GND LAT
NOTE 3
NOTAR MAIN ROTOR 104% GND LAT
BALANCE CONFIGURATION X.XX IPS AT YY.YY
NOTE 1
SPECTRUM MAIN ROTOR ACQUISITION
SOLUTION OPTIONS COMPLETE
BMS ADVISORY LOG DISPLAY M/R FLY HOVER IGE

SOLUTION RUN XX PRESS REC
NOTE 2
BMS FAULT LOG ACQUIRING
HOVER IGE LAT
NOTE 3
BMS VERSION LOG
HOVER IGE LAT
X.XX IPS AT YY.YY
NOTE 1
BMS MAINTENANCE
ACQUISITION FLY 120 KIAS
COMPLETE PRESS REC
NOTE 2
FLY 80 KIAS ACQUIRING
PRESS REC 120 KIAS LAT
NOTE 2
NOTE 3
ACQUIRING 120 KIAS LAT
80 KIAS LAT X.XX IPS AT YY.YY
NOTE 3
NOTE 1: WHEN COMPLETED, MESSAGE IS DISPLAYED NOTE 2
80 KIAS LAT ACQUIRING
FOR 1 SECOND 120 KIAS VERT
X.XX IPS AT YY.YY
NOTE 2: AUTOMATICALLY STEPS THROUGH ACQUIRING NOTE 2 NOTE 4
MEASUREMENTS SPECIFIED FOR THIS REGIME.
ACQUIRING 120 KIAS VERT
80 KIAS VERT X.XX IPS AT YY.YY
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 4 SECONDS AND THE DISPLAY GOES TO NOTE 3 NOTE 1
NEXT REGIME. 80 KIAS VERT ACQUISITION
NOTE 4: WHEN COMPLETE, THE RESULT IS DISPLAYED X.XX IPS AT YY.YY COMPLETE
FOR 4 SECONDS NOTE 1 NOTE 5
NOTE 5: THE DISPLAY GOES BACK TO THE FIRST ACQUISITION REDO 104% GND
REGIME WHEN THE ABOVE DATA HAS BEEN COMPLETE PRESS REC
COLLECTED

F90−136
Figure 7−30. Balance Monitor, Main Rotor Balance
Reissue 3
Original 7−51
BALANCE MONITOR MAIN ROTOR COLLECT M/R 104% GND LAT

BALANCE DATA RUN XX X.XX IPS AT YY.YY
MAIN ROTOR TRACK RUN XX M/R HOVER IGE LAT

MEASUREMENTS X.XX IPS AT YY.YY
NOTAR MAIN ROTOR 80 KIAS LAT

SPECTRUM MAIN ROTOR 80 KIAS VERT

SOLUTION OPTIONS X.XX IPS AT YY.YY
BMS ADVISORY LOG DISPLAY M/R 120 KIAS LAT

SOLUTION RUN XX X.XX IPS AT YY.YY
BMS FAULT LOG 120 KIAS VERT

X.XX IPS AT YY.YY
OR note 1
BMS VERSION LOG NOT ACQUIRED
BMS MAINTENANCE
NOTE 1: COULD APPLY FOR EACH REGIME

F90−137
Figure 7−31. Balance Monitor, Run M/R Measurements
Reissue 3
7−52 Original
NOTE 1
BALANCE MONITOR MAIN ROTOR COLLECT M/R
BALANCE DATA RUN XX BLADE 1 HUB WT
<XXX> GRAMS
THROUGH NOTE 1 AND 2
MAIN ROTOR TRACK RUN XX M/R
MEASUREMENTS BLADE 5 HUB WT
<XXX> GRAMS
NOTE 1
NOTAR MAIN ROTOR
BALANCE CONFIGURATION BLADE 1 TRIM TAB
<XXX> MILS
SPECTRUM MAIN ROTOR
SOLUTION OPTIONS BLADE 5 TRIM TAB
<XXX> MILS
NOTE 1
BMS ADVISORY LOG DISPLAY M/R
SOLUTION RUN XX BLADE 1 PC WT
<XXX> GRAMS
BMS FAULT LOG
BLADE 5 PC WT
<XXX> GRAMS
BMS VERSION LOG
BMS MAINTENANCE
NOTE 1: “ENT” KEY SELECTS DIGITS TO BE EDITED,

AND KEYS INCREASE/DECREASE DIGIT VALUE,
“REC” KEY STORES SELECTED VALUES, “CLR” EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 2: STEP THROUGH BLADES SEQUENTIALLY

F90−139
Figure 7−32. Balance Monitor, Main Rotor Configuration
Reissue 3
Original 7−53

NOTE 1
BALANCE MONITOR MAIN ROTOR COLLECT M/R
ADJUSTMENTS USED
BALANCE DATA RUN XX
<PCL/TAB/WEIGHT>
OR NOTE 2
MAIN ROTOR TRACK RUN XX M/R
<PCL/TAB>
MEASUREMENTS
OR NOTE 2
NOTAR MAIN ROTOR <PCL WEIGHT>
BALANCE CONFIGURATION
OR
SPECTRUM MAIN ROTOR <TAB/WEIGHT>
SOLUTION OPTIONS
NOTE 1
BMS ADVISORY LOG DISPLAY M/R COMPUTE
SOLUTION RUN XX <ENTIRE SOLTN>
OR NOTE 2
BMS FAULT LOG COMPUTE

<GND SOLTN ONLY>
OR NOTE 2
BMS VERSION LOG COMPUTE

<80 KIAS SOLUTION>
BMS MAINTENANCE
NOTE 1: “ENT” KEY SELECTS FIELD TO BE EDITED,

AND KEYS CHANGE FIELD SELECTION,
“REC” KEY STORES THE SELECTION, “CLR” EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 2: OPERATOR OPTIONAL SELECTION

F90−142
Figure 7−33. Balance Monitor, Main Rotor Solution Options
Reissue 3
7−54 Original
BALANCE MONITOR MAIN ROTOR COLLECT M/R COMPUTING M/R NOTE 1

BALANCE DATA RUN XX SOLTN RUN XX.XX
MAIN ROTOR TRACK RUN XX M/R PREDICTED VIBS AUTOMATIC

MEASUREMENTS BELOW X.XX IPS
NOTAR MAIN ROTOR PCSE ADD XXX.X G

NOTE 2
BALANCE CONFIGURATION BLD X PCSE <NOT MADE>
OR
SPECTRUM MAIN ROTOR PCSE SUB XXX.X G NOTE 2

SOLUTION OPTIONS BLD X PCSE <NOT MADE>
BMS ADVISORY LOG DISPLAY M/R HUB ADD XXX.X G

NOTE 2
SOLUTION RUN XX BLD X <NOT MADE>
OR
BMS FAULT LOG HUB SUB XXX.X G NOTE 2

BLD X <NOT MADE>
BMS VERSION LOG TAB DWN XXX MILS NOTE 2

BLD X <NOT MADE>
OR
BMS MAINTENANCE TAB UP XXX MILS

NOTE 2
BLD X <NOT MADE>
PCL UP XX.X FLAT

NOTE 2
BLD X <NOT MADE>
OR
PCL DN XX.X FLAT

NOTE 2
BLD X <NOT MADE>
ENTIRE SOLTN
NOTE 3
<NOT MADE>
NOTE 1: MESSAGE FLASHING IF COMPUTING A SOLUTION
OR
NOTE 2: “ENT” KEY SELECTS FIELD TO BE EDITED, AND KEYS
GND SOLTN ONLY
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, “REC” KEY STORES NOTE 4
<NOT MADE>
SELECTION, “CLR” EXITS TO BLANK DISPLAY.
NOTE 3: SELECTIONS ARE NOT MADE, ALL MADE, OR AS SELECTED OR
NOTE 4: SELECTIONS ARE ALL MADE, OR AS SELECTED
80 KIAS SOLTN
NOTE 4
<NOT MADE>
F90−143
Figure 7−34. Balance Monitor, Display M/R Solution
Reissue 3
Original 7−55
BALANCE MONITOR MAIN ROTOR

BALANCE
DEFAULT
MAIN ROTOR TRACK FLASH STROBE
BLD SPREAD <ON>
OR
NOTAR FLASH STROBE
BALANCE BLD SPREAD <OFF>
SPECTRUM
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
F90−144
Figure 7−35. Balance Monitor, M/R Track
Reissue 3
7−56 Original
BALANCE MONITOR MAIN ROTOR COLLECT NOTAR FLY 104% GND

BALANCE RUN XX RPM XXXX PRESS REC
NOTE 1
MAIN ROTOR TRACK RUN XX NOTAR ACQUIRING

MEASUREMENTS 104% GND RADIAL
NOTE 2
NOTAR NOTAR WEIGHT 104% GND RADIAL

NOTE 3
SPECTRUM DISPLAY NOTAR ACQUISITION

SOLUTION RUN XX COMPLETE
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
NOTE 1:AUTOMATICALLY STEPS THROUGH ACQUIRING

NOTE 2: WHEN COMPLETE, RESULT DISPLAYED FOR 4 SECONDS.
NOTE 3: WHEN COMPLETE, MESSAGE DISPLAYED FOR 1 SECOND

F90−145
Figure 7−36. Balance Monitor, NOTAR Balance
Reissue 3
Original 7−57

BALANCE
MAIN ROTOR
TRACK
NOTAR COLLECT 104% GND RADIAL

BALANCE NOTAR DATA X.XX IPS AT YY:YY
OR
SPECTRUM NOTAR NOT ACQUIRED
MEASUREMENTS
NOTE 1
BMS ADVISORY LOG STD 1 WEIGHT

<XX.X> GRAMS
NOTE 1
BMS FAULT LOG NOTAR WEIGHT STD 13 WEIGHT
CONFIGURATION <XX.X> GRAMS
NOTE 2
BMS VERSION LOG COMPUTING NOTAR

SOLTN RUN XX.XX
AUTOMATIC
BMS MAINTENANCE DISPLAY NOTAR PREDICTED VIBS

SOLUTION BELOW X.XX IPS
NOTE 3
ADD XXX GRAMS

NOTE 1: “ENT” KEY SELECTS DIGITS TO BE EDITED, STD XX <NOT MADE>
AND KEYS INCREASE/DECREASE DIGIT VALUE, OR NOTE 3
“REC” KEY STORES SELECTED VALUES, “CLR” EXITS SUB XXX GRAMS
OUT OF MENU TO DISPLAY BLANK. STD XX <NOT MADE>
NOTE 2: MESSAGE FLASHING IF COMPUTING A SOLUTION
NOTE 4
NOTE 3: “ENT” KEY SELECTS FIELD TO BE EDITED, AND KEYS
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, “REC” KEY STORES NOTAR SOLUTION
SELECTION, “CLR” EXITS TO BLANK DISPLAY. <NOT MADE>
NOTE 4: SELECTIONS ARE MADE, ALL MADE OR AS SELECTED

F90−146
Figure 7−37. Balance Monitor, NOTAR Data
Reissue 3
7−58 Original
BALANCE MONITOR MAIN ROTOR FLY 104% GND

BALANCE PRESS REC
NOTE 1
MAIN ROTOR TRACK GATHERING TREND

SET XX SPC XX/XX
NOTE 2
NOTAR TREND SPECTRUM
BALANCE SET XX COMPLETE
SPECTRUM TREND SPECTRUMS FLY HOVER IGE

PRESS REC
NOTE 1
BMS FAULT LOG RANDOM SPECTRUM GATHERING TREND

PRESS REC SET XX SPC XX/XX
NOTE 1 NOTE 2
BMS VERSION LOG GATHERING RANDOM TREND SPECTRUM

NO XX SPC XX/XX SET XX COMPLETE
NOTE 2
RANDOM SPECTRUM FLY 120 KIAS

NO XX COMPLETE PRESS REC
NOTE 1
GATHERING TREND
SET XX SPC XX/XX
NOTE 2
TREND SPECTRUM
SET XX COMPLETE
NOTE 1: AUTOMATICALLY STEPS THROUGH ACQUIRING

FOR 3 SECONDS AND DISPLAY GOES BACK TO
RANDOM SPECTRUM MENU
FOR 3 SECONDS AND THE DISPLAY GOES TO THE
NEXT REGIME.

F90−147
Figure 7−38. Balance Monitor, Spectrum
Reissue 3
Original 7−59

BALANCE
MAIN ROTOR TRACK
NOTAR
BALANCE
NOTE 1
SPECTRUM BALANCE OK
OR
BMS ADVISORY LOG END OF BMS

ADVISORY LOG
BMS FAULT LOG DBASE USAGE XXX%

ADVISORIES = XX
NOTE 2
BMS VERSION LOG BMS OK
OR
BMS MAINTENANCE END OF BMS

FAULT LOG
NOTE 1: OR VIBRATION DATA

NOTE 2: OR ERROR MESSAGES

F90−148
Figure 7−39. Balance Monitor, BMS Fault Log
Reissue 3
7−60 Original
BALANCE MONITOR MAIN ROTOR BMS BOARD P/N

BALANCE XXXXX-XX
MAIN ROTOR TRACK BMSBP VER XX.XXX

P/N XXXXX-XX
NOTAR BMSBP CHECKSUM

BALANCE XXXXXXXX
SPECTRUM BMSOP VER XX.XXX

P/N XXXXX-XX
BMS ADVISORY LOG BMSOP CHECKSUM

XXXXXXXX
BMS FAULT LOG BMSBM VER XX.XXX

P/N XXXXX-XX
BMSBM CHECKSUM
BMS VERSION LOG
XXXXXXXX
MAIN ROTOR MODEL

BMS MAINTENANCE
VER XX.XXX
NOTAR MODEL
VER XX.XXX
VIB MONITOR
VER XX.XXX
SPECTRUM SETUP
VER XX.XXX

F90−149
Figure 7−40. Balance Monitor, BMS Version Log
Reissue 3
Original 7−61

NOTE 1
BALANCE MONITOR MAIN ROTOR CLEAR FAULT
BALANCE LOG
MAIN ROTOR TRACK CLEAR ADVISORY

LOG
NOTAR CLEAR SPECTRUM

BALANCE LOG
SPECTRUM CLEAR M/R

BALANCE LOG
BMS ADVISORY LOG CLEAR NOTAR

BALANCE LOG
BMS FAULT LOG CLEAR SETUP

CONFIGURATION
CLEAR ALL LOGS

BMS VERSION LOG
NOTE 2
BMS MAINTENANCE FORMAT DATABASE
AND RESET BMS
NOTE 1: FOR ALL ``CLEAR'' MENU SELECTIONS, PRESS ENT KEY AND A ``PRESS TO
CLEAR'' MESSAGE WILL BE DISPLAYED. PRESS REC KEY TO CLEAR THE LOG
AND A ``CLEARED OK PRESS ANY KEY'' MESSAGE WILL BE DISPLAYED.
PRESSING ANY KEY WILL RETURN TO THE ``CLEAR LOG MENU''.
NOTE 2: PRESS ENT KEY AND A ``PRESS TO FORMAT AND RESET'' MESSAGE WILL
BE DISPLAYED. PRESS REC KEY TO FORMAT THE DATA BASE AND A ``DBASE
FORMATTED INITIALIZING BMS'' MESSAGE WILL BE DISPLAYED. PRESSING
ANY KEY WILL RETURN TO THE ``CLEAR LOG'' MENU AFTER 30 SECONDS

F90−150
Figure 7−41. Balance Monitor, BMS Maintenance
Reissue 3
7−62 Original
ENT ENT
AIRCRAFT MONITOR EXCEEDANCE LOG EXCEED LOG XXX
L ENG TORQUE
TREND LOG DATE XX-XX-91

TIME XX:XX:XX
FAULT LOG PEAK VALUE XXX%

SEC TO PK = XX SEC
IIDS SETUP DATA LOG NO X

SEC ABV T1 = XX
SEC TO T2 = XX
SEC ABV T2 = XX
SEC TO T3 = XX
SEC ABVT3 = XX
SEC TO T4 = XX
SEC ABV T4 = XX
THE EXCEEDANCE LOG PROVIDES A ``SNAPSHOT” RECORD OF THE PARAMETER DATA AT A

PARTICULAR MOMENT IN TIME. THIS TYPE OF RECORD OCCURS WHENEVER A PARAMETER
EXCEEDANCE IS DETECTED.
NOTE: PRESSING THE BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.
MENU
F90−069
Figure 7−42. Aircraft Monitor, Exceedance Log Menu
Reissue 3
Original 7−63
ENT
AIRCRAFT MONITOR EXCEEDANCE LOG
ENT
TREND LOG TREND LOG XX
LEFT ENGINE
FAULT LOG DATE

TIME
IIDS SETUP NP XXX%

T1 XC
TORQUE XX%
NG XX%
EGT XXXC
P0 XXXX FT
OAT XX C
PERFORM MARGIN
L PA CK NG -XX
L PA CK EGT-XX
NG COR FTR XX.X

EGT COR FTR XXX
NOTE: PRESSING THE BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.
MENU
F90−138
Figure 7−43. Aircraft Monitor − Trend Log
Reissue 3
7−64 Original

ENT
AIRCRAFT MONITOR EXCEEDANCE LOG
TREND LOG
ENT
FAULT LOG FAULT LOG
L ENG S/N
IIDS SETUP R ENG S/N

DATE
TIME
IIDS FALT1=X XX
XX, XX
IIDS FALT XX
ACFT FALT=X
SENS FALT=X
BMS FALT=X
LEFT EEC
DSCWD1 =X XX XX
THE FAULT LOG CONTAINS DATA ASSOCIATED WITH EEC

FAULTS AND FAILURES DETECTED IN THE IIDS, BMS, OR NCFAL1=X XX
AIRCRAFT TRANSDUCERS/SENSORS. THIS LOG IS RE
NCFAIL2=X XX XX
CORDED WHENEVER AN IIDS OR EEC FAULT IS DE
TECTED. STORAGE IS AVAILABLE FOR 100 FAULT LOGS.
NCFAL3=X XX
CFAIL=0
RIGHT EEC RIGHT EEC MENU SAME AS

DSCWD1= LEFT EEC MENU.
NOTE: PRESSING THE BUTTON WILL TAKE YOU
MENU
TO THE PREVIOUS HIGHEST MENU LEVEL. F90−070
Figure 7−44. Aircraft Monitor, Fault Log Menu
Reissue 3
Original 7−65
AIRCRAFT MONITOR EXCEEDANCE LOG A/C NO XXXXXXXX
TREND LOG ENG INSTALL PWC

IPS INSTALLED
FAULT LOG HT/DEFOG INSTAL

ROTOR BRK INSTAL
IIDS SETUP FWD FUEL CAL XXX

AFT FUEL CAL XXX
TOP LVL SFTWR PN

XXXXXXXXXXXX
OPER SFTWR PN
XXXXXXXXXXXX
MAINT SFTWR PN BMSBM SFTWR PN

XXXXXXXXXXXX XXXXXXXXXXXX
BMSOP SFTWR PN SETUP DATA ID

XXXXXXXXXXXX XXXXXXXX
BMSBP SFTWR PN CFG DAT MM-DD-YY

XXXXXXXXXXXX CFG TIM HR:MN:SE
F90−141
Figure 7−45. Aircraft Monitor − IIDS Setup
Reissue 3
7−66 Original

NOTE 1 NOTE 2
FUEL CALIBRATION SET CAL CODE FWD FUEL CAL<XXX>
AFT FUEL CAL <XXX>
NOTE 1
DO CALIBRATION AIRCRAFT READY?

CRUISE ATTITUDE?
NOTE 3
FWD FUEL CAL XXX

AFT FUEL CAL XXX
NOTE 1: PRESS “ENT” FOR MORE THAN 4 SECONDS TO ENTER

FUNCTION, THIRD LEVEL MENU APPEARS.
NOTE 2: “ENT” SELECTS DIGITS TO BE EDITED, AND KEYS
CHANGE SELECTED DIGITS, “REC” KEY STORES
NOTE 3: PRESS “ENT” FOR MORE THAN 4 SECONDS COMMANDS
CALIBRATION. IIDS WITH CAL CODES AFTER
CALIBRATION COMPLETE. “REC” CHANGES CODE TO
CALCULATED VALUE. PRESS ``MENU'' TWICE TO
RETURN TO TOP LEVEL
NOTE: TO MOVE HORIZONTALLY ( → ) TO THE NEXT LOWER LEVEL - PRESS ENT

F90−152
Figure 7−46. Fuel Calibration
Reissue 3
Original 7−67
TOP LEVEL SECOND LEVEL

NOTE 1
SET ENGINE PARM LNG COR FCTR <XX.X>

LEGT CORFCT <XX.X>
NOTE 1
RNG COR FCTR <XX.X>
REGT CORFCT <XX.X> NOTE 1: “ENT” SELECTS DIGITS TO BE EDITED, AND KEYS
CHANGE SELECTED DIGITS, “REC” KEY STORES

F90−140
Figure 7−47. Set Engine Parameters

NOTE 1
SET TIME/DATE TIME <HH:MM>

DATE MM-DD-YY
NOTE 1.: `ÈNT'' KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELD
BLINKS, AND KEYS INCREMENT/DEINCRE
MENT DIGIT VALUE, ``REC'' KEY CHANGES TIME
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU AND DATE TO SELECTED VALUES
F90−151
Figure 7−48. Set Time/Date
Reissue 3
7−68 Original
MD900 with PW 206A
Handling Servicing
and Maintenance
S E C T I O N VIII
HANDLING, SERVICING
AND MAINTENANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
8-1. Hoisting, Lifting, and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8-2. Towing and Moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
Figure 8-1. Helicopter Towing and Ground Handling . . . . . . . . . . . . . . . . . . . . . 8-4
8-3. Parking and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Figure 8-2. Helicopter Tiedowns and Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Figure 8-3. Helicopter Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
8-4. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Figure 8-4. Access Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Figure 8-5. Nose Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Figure 8-6. Left Side Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Figure 8-7. Right Side Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Figure 8-8. Top View Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Figure 8-9. Bottom View Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Figure 8-10. Stabilizers Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Figure 8-11. Cabin Floor Interior Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Figure 8-12. Pedestal Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-19
Figure 8-13. Fan Assembly Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-20
8-5. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Figure 8-14. Servicing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Table 8-1. Acceptable Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Table 8-2. Servicing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Figure 8-15. Fuel System Range Extender Gravity Filler Port . . . . . . . . . . . . . 8-25
Figure 8-16. Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-27
Figure 8-17. Main Transmission Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-29
Figure 8-18. Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-30
Figure 8-19. Engine Oil System - Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-32
8-6. Aircraft Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-33
8-7. Cockpit Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-34
Reissue 3
Original 8−i
MD900 with PW 206A
Handling Servicing
and Maintenance
PARAGRAPH PAGE
Figure 8-20. Cockpit Door Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-35
8-8. Cabin Seats: Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
Figure 8-21. Cabin Passenger Seat Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . 8-36
8-9. Copilot Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
Figure 8-22. Copilot Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-37
8-10. Engine Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-38
Figure 8-23. EGT Vs Time - All Conditions Except Starting . . . . . . . . . . . . . . . 8-38
Figure 8-24. EGT Vs Time - Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-39
Figure 8-25. Power Turbine (NP) Speed Vs Time . . . . . . . . . . . . . . . . . . . . . . . . . . 8-39
Figure 8-26. Compressor Turbine (NG) Speed Vs Time . . . . . . . . . . . . . . . . . . . . 8-40
Figure 8-27. Engine Overtorque Limits - All Conditions . . . . . . . . . . . . . . . . . . 8-40
8-11. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Engine NP Overspeed Check Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-41
Hydraulic System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
VSCS Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-42
Wet Engine Motoring Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Dry Engine Motoring Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-43
Engine Out/Low Rotor Warning Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Engine Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-44
Figure 8-28. Engine Wash Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-46
Manual Engine Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-47
Manual Engine Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-48
Autorotation RPM Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-49
Resetting IIDS Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Figure 8-29. Set Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-50
Reissue 3
8−ii Revision 2
MD900 with PW 206A Handling Servicing
and Maintenance
SECTION VIII
HANDLING, SERVICING, AND
MAINTENANCE
8−1. HOISTING, LIFTING, AND JACKING
Hoisting, lifting, and jacking of the helicopter shall only be

CAUTION performed with the proper equipment and tools as specified in the
MD900 Rotorcraft Maintenance Manual. Failure to follow the
specified procedures will result in damage to aircraft components.
8−2. TOWING AND MOVING
Moving the helicopter on prepared surfaces is accomplished by mounting ground

handling wheels to fittings located on the landing gear skid tubes.
The ground handling wheel set is used for moving the MD Explorer by hand and
for towing. The wheels are manually lowered with a detachable jack handle, and
are held in the down position by a mechanical lock. The ground handling wheel
set is equipped with a tow bar attach fitting.
Helicopter Manual Moving:
Ensure all stress panels listed in Figure 8-11 are installed.
Airframe structure damage can occur if stress panels are not in

CAUTION place before moving helicopter.
NOTE: The wheel set attaches at four points, two inboard and two outboard, on the skid
assemblies.
A ``T” handle is strapped to the skid tubes and extends out, to pull the wheels
to and from the helicopter.
Position wheel set over skid tubes and roll wheel set forward.
NOTE: The wheel set can be installed in either direction, depending on jack handle
position.
Attach wheel set to attach points on skid tubes.
Hold tail up while lowering ground handling wheels.
Jack hydraulic ram which forces wheels down and skids up.
Reissue 3
Original 8−1
Handling Servicing MD900 with PW 206A
and Maintenance
When the jack is extended, a mechanical safety latch automatically snaps into
position, to prevent the wheels from going up in the event of loss of hydraulic
pressure.
Operators and maintenance personnel should avoid lead−lag loads

CAUTION in excess of 25 pounds at the tip of the main rotor blades.
Excessive lead-lag load applied to the main rotor blades during ground handling
can result in damage to the damper assembly.
Manually move helicopter on ground handling wheel set by balancing tailboom
and pushing on rear fuselage portion of airframe.
When ground handling helicopter do not lift main rotor blades to

CAUTION clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.
Helicopter Towing:
The towbar is equipped with caster wheels and is designed for use with the
ground handling wheels and allows the helicopter to be moved by one person.
The towbar does not interfere with equipment that may be hung under the heli
copter

Raise helicopter up with wheel set.

Position caster wheels, to straddle, over front skid tubes.
Attach nylon strap under skid tubes and ratchet skid tubes into rubber cups.
Attach tow bar to a power unit.
Do not tow helicopter at speeds over 5 mph.

CAUTION When ground handling helicopter do not lift main rotor blades to
clear objects. The main rotor should be rotated to clear objects.
Avoid sudden stops and starts.
Reissue 3
8−2 Original
and Maintenance
Avoid short turns, which could cause helicopter to turn over.
CAUTION A safe minimum turning radius is approximately 20 feet.
Allow inside wheel to turn (not pivot) while helicopter is being turned.
Helicopter Transport:
The heli-porter is designed for the MD Explorer with the use of a towing tractor
or vehicle.
The heli-porter is a welded tubular steel frame with dual pneumatic swivel
caster on the front and rear. The platform is a grated walkway with hold down
safety straps for the landing gear. The heli-porter has a hand brake to the rear
tires and has a 10,000 lb (4540 Kg) capacity.

Land or hoist helicopter (Ref. RMM, Section 07-10-00) on heli-porter platform.

Attach safety hold-down straps to skid tubes.
Release heli-porter hand brake.
When ground handling helicopter do not lift main rotor blades to

CAUTION clear objects. The main rotor should be rotated to clear objects.
Do not tow helicopter at speeds over 5 mph. A safe minimum turning

CAUTION radius is approximately 20 feet.
Attach heli-porter hook-up to a tow vehicle.
Reissue 3
Original 8−3
and Maintenance
TOW BAR
GROUND
HANDLING
VIEW ROTATED ATTACH POINTS
HELI-PORTER
SKID TUBE
F90−086
Figure 8−1. Helicopter Towing and Ground Handling
8−3. PARKING AND STORAGE
Helicopter tiedowns and covers:

Covers and tiedowns (Ref. Figure 8-2) are provided to shield the MD Explorer
from inclement weather conditions and other outside environmental factors that
could cause FOD damage while the helicopter is parked, moored, or while in
storage.
NOTE: The decision to use protective covers and tiedowns is determined by the
prevailing weather conditions, length of storage/parking, and location.
Forward and aft tiedowns
Each tiedown (Ref. Figure 8-2) has a quick connect fitting with a streamer
attached ``REMOVE BEFORE FLIGHT”. Two aft tiedown straps are to
be attached to the upper aft fitting. Two separate upper forward tiedowns
attach to the forward fuselage. Additional lower fore and aft tiedown attach
points are located on left and right side of helicopter.
Blade tiedowns
Blade tiedowns (Ref. Figure 8-2) are socks, which fit over the blade tip, with
or without the blade covers installed.
Each blade tiedown is fitted with a generous length of rope which can be
tied down at any convenient spot.
Upper deck cover
The upper deck cover (Ref. Figure 8-2), encloses the NOTAR inlet, particle
separator inlets and exhaust stacks.
Reissue 3
8−4 Original
and Maintenance
Attach cover, at forward corners to snap-head screws placed in existing screw

holes on lower edge of particle separator inlet.
Attach cover, at rear corners with similar snaps, or with a strap going under
neath the tailboom where it meets the fuselage.
NOTAR boom cover
The boom cover (Ref. Figure 8-2) is a tubular cover made of nylon. Attach
boom cover to thruster using side-release buckles.
NOTAR thruster cover
The MD Explorer thruster cover (Ref. Figure 8-2) encloses the thruster cone
and chokes tightly around the base near the trailing edge of the horizontal
stabilizor.
Position cover on thruster.
Tighten cover with strap assembly.
Pitot tube cover
The pitot cover (Ref. Figure 8-2) is vinyl and reinforced with galvanized steel
staples at stress points.
A bright red warning streamer, ``REMOVE BEFORE FLIGHT” attaches
to the bottom edge of the cover
Attach pitot cover around pitot base.
Bubble cover
The MD Explorer bubble cover (Ref. Figure 8-2), encloses the entire canopy,
including the windshield, front and rear doors and windows.
The cover, attaches at four points.
The cover, is color-coded, with swatches sewn in the corners, for ease of instal
lation. Red = Left, Green = Right.
Attach upper rear corners to snap-head screws placed in existing screw holes
on lower edge of particle separator inlet.
Attach straps at lower rear corners to rear struts.
Tighten special rope in top and bottom hems, to insure a guarantee against
wind chaffing.
A large bright red pocket is sewn in the cover, for the temperature probe.
Reissue 3
Original 8−5
and Maintenance
FORWARD UPPER TIEDOWN AFT UPPER TIEDOWN
FORWARD LOWER TIEDOWN

(IF INSTALLED)
AFT LOWER TIEDOWN

(IF INSTALLED)
BLADE TIEDOWN
PITOT TUBE COVER
ROTOR HUB COVER

THRUSTER COVER
ENGINE AREA COVER
UPPER DECK COVER
BOOM COVER
BLADE COVER
BUBBLE COVER
F90−073A
Figure 8−2. Helicopter Tiedowns and Covers
Reissue 3
8−6 Original
and Maintenance
Rotor hub cover

The MD Explorer rotor hub cover (Ref. Figure 8-2) overlaps with the blade
covers and the engine area cover to insure complete protection for the entire
main rotor system.
Position cover over top of rotor hub.
Attach cover with buckles under each blade.
Tuck lower part of cover into the aperture beneath the rotor.
Engine area cover
The engine area cover is similar and does the same job as the upper deck
cover, except that it also encloses the fan inlet.
Blade covers - standard
Blade covers (Ref. Figure 8-2) can be installed from the ground.
Tighten covers at blade root with attached straps and buckles.
The small opening at the blade tip bottom allows attachment of tiedown ropes.
Blade covers - cold weather
The MD Explorer cold weather blade covers are similar to the standard blade
covers, but are fitted with full length zippers and heater hose boots near
the blade root.
Helicopter Parking
The decision to use protective covers and tiedowns is determined by the prevailing
weather conditions, length of parking, and location.
Normal Conditions
NOTE: Tie down rotor blade(s) whenever helicopter is parked in an area subject to
turbulent or gusting winds to prevent rotor windmilling. The maximum blade tie
down load is when the blade tip just begins to deflect downward.
Install pitot cover.
Close and secure all doors, windows and access panels.
Statically ground helicopter if possible.
Turbulent/Gusting Wind Conditions
Tie down all blades in winds of 45 knots or more to prevent

CAUTION excessive flapping and possible flexbeam damage.
NOTE: Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.
Reissue 3
Original 8−7
and Maintenance
If possible, park helicopter into the prevailing wind and secure in accordance
with normal parking conditions.
Statically ground helicopter (Ref. Figure 8-3).
GROUNDING JACK
(2 LOCATIONS)
CABLE PLUG
F90−080
Figure 8−3. Helicopter Grounding

Helicopter Storage:
Install protective covers as necessary (Ref. Figure 8-2 ) to prevent entry of blow
ing dust, water, freezing rain, snow and/or foreign objects into the helicopter
during ground storage.
Maintain full fuel cell to reduce condensation in the cell.
Ensure drain holes are free of debris and kept open during storage period.
Store helicopter in hangar, if space allows.
Statically ground helicopter (Ref. Figure 8-3).
Flyable Storage
Flyable storage will maintain a stored MD Explorer in an operable condition.
If daily use is impractical, the following procedures will keep the helicopter in
flyable condition. At regular intervals inspect helicopter. Date and type of storage
must be recorded in helicopter records.
Perform engine run-up, at least once every five days.
Perform pre-flight inspection, at least once every seven days.
Inspect helicopter and treat for corrosion control.
Inspect static ground wires, blade tiedowns and mooring devices at regular inter
vals.
Inspect tiedowns immediately after winds exceeding 35 knots.
Enter type of storage and date helicopter was placed in storage, in helicopter
records.
Reissue 3
8−8 Original
and Maintenance
High Wind Conditions - Helicopter Mooring:

When severe storm conditions or wind velocities higher than 40 knots are forecast,
helicopter should be hangared or evacuated to a safe area. If the helicopter must
be parked in the open during high winds, comply with the following.
Structural damage can occur from flying objects during high wind
CAUTION conditions. Helicopter should be hangared or evacuated to a safe
weather area when wind conditions above 75 knots are expected.
If a paved ramp with tiedown rings are available, park helicopter headed in
direction from which highest forecast winds are expected.
Secure helicopter to ramp tiedowns using forward and aft tiedowns (Ref.
Figure 8-2).
If a paved ramp with tiedown rings are not available, park helicopter on an
unpaved parking area, headed in the direction from which highest forecast winds
are expected.
Install blade tiedowns.
Tiedown rotor blades, whenever helicopter is parked, to prevent

CAUTION rotor damage from blade flapping as a result of air turbulence from
other aircraft or wind gusts. The maximum blade tie down load
is when the blade tip just begins to deflect downward.
Install engine area cover (Ref. Figure 8-2), and pitot cover.
Fill fuel cell, if possible.
After winds subside, inspect helicopter carefully for damage which may have
been inflicted by flying objects.
Return to service:
Flyable Storage Depreservation and Activation
Remove protective covers and tiedowns.
Clean helicopter as necessary.
Open all doors and ventilate helicopter.
Record date helicopter was prepared for service in helicopter records.
Remove static ground wire installed for storage.
Perform preflight checks.
Reissue 3
Original 8−9
and Maintenance
8−4. ACCESS AND INSPECTION PROVISIONS
Various doors, covers, panels, and fairings are located through out the airframe
to provide access for inspection, maintenance, and servicing. External and internal
doors, covers, panels and fairings are shown in Figure 8-4 thru Figure 8-13. Each
door, cover, panel, and fairing has a letter and a number designator. Each figure
is directly related to a corresponding table which lists a reference designator, panel
name, accessible item, access method and fastener type.
Reference Designator:
The number indicates the nearest attaching fuselage station.
The letter indicates the location:
(N) Nose
(L) Left Side
(R) Right Side
(T) Top Side
(B) Bottom Side
(A) Cabin Floor (interior access)
(S) Stabilizer
(P) Pedestal (interior)
(F) Fan Assembly (interior)
A combination of two letters may be used to help identify a door, cover, panel
or fairing:
(FR) floor right
(FL) floor left
L and R will indicate doors, panels, and covers at the same station location:
F(L/R)160.0.
Removal and Installation Methods:
Removal or installation of doors, covers, panels, and fairings are described by
a method listed in a table with a supporting illustration. The type of fastener
and quantity used to remove or secure the door, cover, panel, and fairing is listed.
Reissue 3
8−10 Original
and Maintenance
KEYLOC CAMLOC LATCH HINGE

UNLOCKED LOCKED
1/4
TURN
UNLOCK- UNLOCK- PUSH HERE

COUNTERCLOCKWISE COUNTERCLOCKWISE ROTATES 180° TO UNLOCK
LOCK-CLOCKWISE LOCK-CLOCKWISE TO UNLOCK
CAMLOC LATCH SLEEVE BOLT

UNLOCKED LOCKED LOCKED UNLOCKED
1/4
TURN
PUSH TO PUSH TO
UNLOCK LOCK
LEVER ACTION HANDLE HINGE PIN PIN SCREW CAMLOC
PULL TO RELEASE
DOOR PINS
BOLT
LATCH
UNLOCK-ONE ACTION LOCK-TWO ACTIONS
1 PUSH
HOOK-1
PULL
2 PULL
LIFT PUSH-2
TURN AND LOCK STRUT CAMLOC

LOCKED CLOSED UNLOCKED
PULL OFF
HERE
LIFT
HERE
9G06-008
Figure 8−4. Access Methods
Reissue 3
Original 8−11
and Maintenance
N80
N82
N106
9G06-001
Removal and Installation

Item Method
Name Permits Access To
No. Quantity Type Ref
Figure 8−4
N80 Nose Door Pitot − Static System, Battery 2 Latch B
1 Keyloc A
N82 Panel Landing Light, Flight Control Rods 18 Screw L
Avionics Cooling Fan, Wire Harness,
External Power Box
N106 Panel 30 Screw L
Figure 8−5. Nose Access Panels
Reissue 3
8−12 Original
and Maintenance
L220 L260
L210 L270
L155
L262
L166
L210
L109
L107 NACA INLET
INSTALLATION
9G06-002A

Item Method
No. Name Permits Access To
Quantity Type Ref
Figure 8−4
L107 Crew Door Copilot Instrument Panel, Pedestal Console 1 Lever Action Handle H
1 Hinge Pin / Pin J, K
1 Strut End T
L109 Access Panel Assembly Electrical, Avionics, Flight Controls, 1 Keyloc A
Avionics, LH Static System Drain Valve 14 Camloc B
L155 Forward Access Door As- Main Transmission Access, Flight Con- 3 Latch or C
sembly, LH trol Actuators, Hydraulic Hand Pump, 5 Camloc E or U
System 1 Hydraulic Manifold/Reservoir 2 Hinge D
L166 Passenger Door, LH Passenger and Cargo Compartment 1 Lever Action Handle H
L210 Xmsn Access Door As- Main Transmission Access, Engine 3 Latch or C
sembly, LH Reduction Gearbox Housing 5 Camloc E or U
2 Hinge D
L210 Transmission Access Main Transmission Access, Engine 2 Hinge D
Door Assembly, LH Reduction Gearbox Housing 5 Camloc E
UPPER W/ NACA
INLET
L210 Transmission Access Main Transmission Access, Engine 7 Camloc E
Door Assembly, LH Reduction Gearbox Housing
LOWER W/ NACA
INLET
L220 Engine Air Inlet Panel As- Inlet, Engine Compressor 25 Fastener Sleeve Bolt G
sembly, LH
260 Engine Cowling Assem- Engine, Engine Controls 10 Fastener Sleeve Bolt G
bly, LH
L262 Baggage Compartment Baggage Compartment, 1 Lever Action Handle H
Door behind trim panels; Engine EEC’s, Wire
Harness, ECS Bleed Air Lines, Fuel
Lines, Drain Lines, Electrical Load
Center, Engine Fire Extinguishing
Bottles (optional)
L270 Exhaust Ejector Cowl As- Engine Exhaust 18 Machine Screw L
sembly, LH
Figure 8−6. Left Side Access Panels
Reissue 3
Original 8−13
and Maintenance
R260 R220 R210
R270
R155
R107
R166
R210
NACA INLET
INSTALLATION
R185 R158 R128 R109 9G06-003A

Item Method
Figure 8−4
R107 Crew Door Pilot Instrument Panel, Pedestal Consol 1 Lever Action Handle H
1 Pin Assembly J, K
1 Strut T
R109 APU/EPR Door Auxiliary / External Power Receptacle 1 Camloc E
R128 Avionics Access Panel Electrical, Avionics, Flight Controls, 1 Key Loc A
ECS Bleed Air Lines, Static System 14 Camloc B
Drain Valve
R155 Forward Access Door As- Main Transmission Access, Flight 3 Latch or C
sembly, RH Control Actuators, System 2 Hydraulic 5 Camloc E or U
Manifold/Reservoir 2 Hinge D
R158 Fuel Cap and Adapter Fuel Filler Neck 1 Turn and Lock S
R166 Passenger Door, RH Passenger and Cargo Compartment 1 Lever Action Handle H
1 Release Pin R
R185 Fuel Drain Access Panel Fuel Sump Drain Control, Cables 1 Camloc N
Assembly
R210 Xmsn Access Door As- Main Transmission Access, Engine 3 Latch or C
sembly, RH Reduction Gearbox Housing 5 Camloc E or U
2 Hinge D
R210 Transmission Access Main Transmission Access, Engine 2 Hinge D
Door Assembly, RH Reduction Gearbox Housing 5 Camloc E
UPPER W/ NACA INLET
R210 Transmission Access Main Transmission Access, Engine 7 Camloc E
Door Assembly, RH Reduction Gearbox Housing
LOWER W/ NACA
INLET
R220 Engine Air Inlet Panel As- Inlet, Engine Compressor Section 25 Sleeve Bolt G
sembly, RH
R260 Engine Cowl Engine, Engine Controls 11 Sleeve Bolt G
Assembly, RH
R270 Exhaust Ejector Cowl As- Engine Exhaust 19 Machine Screw L
sembly, RH
Figure 8−7. Right Side Access Panels
Reissue 3
8−14 Original
and Maintenance
T292
TR218
T240
T155 T220 TL218
9G06-009

Item Method
Figure 8−4
T155 Forward Fairing As- Hydraulic Servo Actuators, 19 Screw L
sembly Swashplate Swashplate, Mixer 4 Bolt M
TL118 Oil Dipstick Hand Engine Oil Level and Filler 1 Hinge Q
Hold, LH 2 Camlock E
TR118 Oil Dipstick Hand Engine Oil Level and Filler 1 Hinge Q
Hold, RH 2 Camlock E
T220 Aft Fairing Assembly Mast Support, Transmission, 58 Screw L
Swashplate Flight Controls, ECS, Engine 4 Bolt M
Oil Level and Filler
T240 Upper Inlet Duct As- Fan driveshaft, air inlet to fan 19 Screw L
sembly 24 Bolt M
T292 Upper Tailboom Fair- Required Panel Removal T240, 7 Screw L
ing Assembly L270 and R270
Figure 8−8. Top View Access Panel
Reissue 3
Original 8−15
and Maintenance
B178
B142
B230
9G06-005

Item
Name Permits Access To Method Ref
No. Quantity Type
Figure 8−4
B142 Access Panel Assem- Throttle Interconnect Cable, RH 14 Screw L
bly Center Collective
B178 Access Panel Assem- Fuel Sump Drain Valves 22 Screw L
bly Sump
B230 Aft Crosstube Cover Landing Gear Crosstube Aft 30 Screw L
Assembly
Figure 8−9. Bottom View Access Panels
Reissue 3
8−16 Original
and Maintenance
S6
SR5
SR7 SL5
SL7
SR3 S4
SR1
SL1 S2 SL3
9G06-004

Item Method
Figure 8−4
S2 Lower Tailboom/ Horizontal Stabilizer Mount Fitting 22 Screw L
Thruster Fairing Stationary Thruster Mounting
Assembly
S4 Thruster End Cover Attachment Bolts For Rotating 8 Screw L
Thruster
S6 Leading Edge Cover 10 Screw L
Center
SL1 Upper Tailboom/ Horizontal Stabilizer Mount Fitting 21 Screw L
Thruster Fairing As- Stationary Thruster Mounting
sembly, Left Side
SL3 Outboard Fairing As- Vertical Stab Torque Tube, Control 14 Screw L
sembly, LH (Endplate) Rod Electrical Wiring, Position Light
SL5 Center Access Cover, Wiring 10 Screw L
LH (Horizontal Stabi-
lizer)
SR1 Upper Tailboom/ Horizontal Stabilizer Mount Fitting 21 Screw L
Thruster Fairing Stationary Thruster Mounting
Assembly Right Side
SR3 Outboard Fairing As- Vertical Stab Torque Tube, Control 14 Screw L
sembly, RH (Endplate) Rod Electrical Wiring, Position Light
SR5 Center Access Cover Wiring 10 Screw L
(Horizontal Stabilizer)
SR7 Access Cover RH VSCS Actuator 10 Screw L
SL7 Access Cover LH VSCS Actuator 10 Screw L
Figure 8−10. Stabilizers Access Panels
Reissue 3
Original 8−17
and Maintenance
AR138 AR155 AR165 AR230 AR250
AR129
A235
AL138
AL230
AL129
AL155
A160 AL165 A170 A217 AL250
NOTE: ALL PANELS ARE STRESS PANELS. 9G06-010

Item
Name Permits Access To Method Ref
No. Quantity Type
Figure 8−4
A160 Cabin Floor Forward Fuel Cell 69 Screw L
Panel Assembly
A170 Cabin Floor Center Fuel Cell 89 Screw L
Panel Assembly
A217 Cabin Floor Aft Panel Fuel Cell Aft Vent Rollover Valves 75 Screw L
Assembly
A235 Baggage Floor Center Crossfeed Valve, Condenser Fans, Condenser 64 Screw L
Panel
AL129 Cockpit Outboard Left LH Collective Stick Socket, Wire Harness, LH 30 Screw L
Floor Panel Static Port 1 Bolt M
AL138 Cockpit Floor Left Flight Control Tubes, Cyclic Bellcrank 24 Screw L
Access Panel 1 Bolt M
AL155 Cabin Floor Left For- Left Forward Fuel Vent Valve, Fuel Cell 12 Screw L
ward Access Cover
AL165 Cabin Floor Left Out- Fuel Cell Frangible Valve, Wire Harness 76 Screw L
board Panel
AL230 Cabin Floor Left Aft Ac- Left Aft Fuel Vent Valve, Fuel Cell 13 Screw L
cess Cover
AL250 Baggage Floor Left Fuel Tee Fittings, Fuel Pressure Switch Drain 25 Screw L
Outboard Panel Tubing, Fuel Hose Shrouds, Fuel Catch Can 4 Bolt M
AR129 Cockpit Outboard Right Fire Overheat Bleed Air Leak Control, Wire 34 Screw L
Floor Panel Harness, RH Static Port 1 Bolt M
AR138 Cockpit Floor Right Flight Control Tubes, Bellcranks, Throttle 35 Screw L
Access Panel Cables
AR155 Cabin Floor Right For- Right Forward Fuel Vent Valve, Fuel Cell 12 Screw L
ward Access Cover
AR165 Cabin Floor Right Out- Fuel Cell Frangible Valve, Heat/Defog Bleed 76 Screw L
board Panel Air Line, Fire Overheat Bleed Air Leak Detec-
tor
AR230 Cabin Floor Right Aft Right Aft Fuel Vent Valve, Fuel Cell 13 Screw L
Access Cover
AR250 Baggage Floor Right Fuel Tee Fittings, Fuel Pressure Switch Drain 25 Screw L
Outboard Panel Tubing, Fuel Hose Shrouds, ECS Tubing, 4 Bolt M
Strobe Power Supply, Fuel Catch Can
Figure 8−11. Cabin Floor Interior Access Panels
Reissue 3
8−18 Original
and Maintenance
PR120
PL120
9G06-012

Item Method
Figure 8−4
PL120 Panel Wire Harness, Forward Interconnect 9 Camloc U
Panel (Relays), Ground Modules
PR120 Panel Wire Harness, Forward Interconnect 9 Camloc U
Panel (TB2, TB3,TB4)
Figure 8−12. Pedestal Access Panels
Reissue 3
Original 8−19
and Maintenance
F4
F5
F3 REF. STATOR
F6
F7
F9
REF. FAN SUPPORT AND
HOUSING
F8
F1 F2
9G06-013

Item Method
Figure 8−4
F1 Anti−Torque Drive Shaft Fan Drive Shaft 6 Screw L
Cover
F2 Anti−Torque Lower Inlet Plenum Fan Assembly 19 Screw L
Duct Assembly 14 Bolt M
F3 Anti−Torque Fan Fair- Fan Assembly, Fan Driveshaft Cou- 19 Screw L
ing/Center Body Assem- pling, Support Housing, Fan Balance
bly Monitor System Magnetic Pickup and
Accelerometer
F4 Anti−Torque Middle Inlet Fan Assembly Plenum air Inlet 4 Screw L
Duct Assembly 19 Bolt M
F5 Anti−Torque Fan Upper Plenum Air Inlet, Upper Stator Blades 24 Screw L
Duct Assembly attached
F6 Upper Center Diffuser Upper Stator Blades attached 24 Screw L
F7 Lower Center Diffuser Fan Assembly and Diverter, Lower 20 Screw L
Stator Blades attached
F8 Lower Access Panel As- Diverter 4 Latch P
sembly
F9 Anti−Torque Fan Lower Fan Assembly and Diverter, Fan 18 Screw L
Duct Assembly Control Linkage
Figure 8−13. Fan Assembly Access Panels
Reissue 3
8−20 Original
and Maintenance
8−5. SERVICING
General:
Servicing includes replenishment of fuel, changing or replenishment of oil, and
other such maintenance functions (Ref. RMM, Section 12-00-00).
The locations of servicing points are shown in Figure 8-14.
Engine, transmission and hydraulic servicing materials and capacities are shown
in Table 8-2. A complete listing of servicing materials may be found in the RMM,
Section 12-00-00.
8
9
1
2
3 7
10
11
9G12-002
4
1. ECS - AIR CONDITIONER REFRIGERANT

1. ECS − AIR CONDITIONER SYSTEM OIL 6. TRANSMISSION & DRIVE SYSTEM − MAIN TRANSMIS-
2. ECS − COMPRESSOR REDUCTION GEARBOX OIL SION LUBRICATING OIL
3. FUEL SYSTEM − FUEL 7. POWERPLANT − ENGINE LUBRICATING OIL
4. HYDRAULIC SYSTEM − MANIFOLD/RESERVOIR HY- 8. POWERPLANT − ENGINE WASH SOLUTION
DRAULIC FLUID 9. ROTOR BRAKE − HYDRAULIC FLUID
5. LANDING GEAR − DAMPER FLUID 10. POWERPLANT − FUEL CATCH CAN
Figure 8−14. Servicing Points
Reissue 3
Original 8−21
and Maintenance
Capacities - Fuel System (Standard):

JET A: 1014 lb; 460 kg; 149 U.S. gal; 564L total capacity
994 lbs; 146.2 U.S. gal; 553L useable
JET B: 969 lbs; 440 kg; 149 U.S. gal; 564L total capacity
Capacities - Fuel System (Range Extender):
JET A: 1097 lb; 498 kg; 161.3 U.S. gal; 611L total capacity
JET B: 1048 lb; 476 kg; 161.3 U.S. gal; 611L total capacity
Table 8−1. Acceptable Fuels
NOTE: For additional information on fuels, refer to Pratt and Whitney 206A maintenance
Manual.
SPECIFICATION
FUEL TYPE USA CANADA UK FRENCH NATO PRC
Kerosene: AVTUR
Jet A, A-1, A-2** ASTM D1655 CGSB DERD 2453* F-34 RP-3
JP8* MIL-T-83133 3.23-M86 DERD 2494* AIR 3405D F-35
Wide Cut: AVTAG
Jet B ASTM D1655 CGSB DERD 2454*
JP4* MIL-T-5624 3.22-M86 DERD 2486* AIR 3407B F-40
AVCAT
High Flash: CGSB DERD 2452* F-43
JP5* MIL-T-5624 3.GP-24Ma DERD 2498* AIR 3404C F-44
* Contains fuel system icing inhibitor (FSII). For JP-8, MIL-T-83133C allows two grades. The grade meeting NATO code F-34 has FSII
while the grade meeting code F-35 has no FSII without prior agreement.
** For Jet A-2 conforming to CAN/CGSB 3.23-M86 is acceptable for use, provided the restrictions regarding flash and freezing points are
strictly observed.
Table 8−2. Servicing Materials
Specification Material Manufacturer
1. Engine - Total Capacity 1.34 U.S. Gal (1.12 Imp Gal; 5.12 L)
NOTE: The mixing of different oil brands is not approved.
MIL-PRF-23699 AeroShell Turbine Oil 500 Shell Oil Co.
AeroShell Turbine Oil 560 50 W. 50th St
New York, NY 10020
Shell Canada Ltd.

400-4th Avenue S.W.
Calgary, Alberta
Canada T2P 0J4
Shell International Petroleum Co.
Shell Centre
London, SE1 7NA
England
Reissue 3
8−22 Original
and Maintenance
MIL-PRF-23699 Castrol 5000 Castrol Canada, Inc.

3660 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
Castrol Specialty Products Div.

16715 Von Karman Ave.
Suite 230
Irvine, CA 92714-4918
Castrol (U.K.) Ltd.

Burmah House
Pipers Way
Swindon, Berkshire
SN3 1RE England
Exxon Turbo Oil 2380 Exxon International Co.

Exxon Turbo Oil 2525 200 Park Avenue
Florham Park, NJ 07932-1002
Esso Petroleum Canada

55 St. Clair Avenue West
Toronto, Ontario
Canada M5W 2J8
Exxon Co.
P.O. Box 2180
Houston, TX 77001
Mobil Jet Oil II Mobil Oil Corp.

International Aviation Division
150n East 42nd Street
New York, NY 10017, USA
Mobil Oil Corp.

Aviation and Government Sales
3225 Gallows Road
Fairfax, VA 22037
Esso Petroleum Canada

55 St. Clair Avenue West
Toronto, Ontario
Canada M5W 2J8
Reissue 3
Original 8−23
and Maintenance
MIL-PRF-23699 Royco Turbine Oil 500 Royal Lubricants Co. Inc.

P.O. Box 518
Hanover, NJ 07936
Turbonycoil 525-2A Nyco S.A.
66Ave. Des Champs Elysee
Paris, France 75008
2. Transmission - Total Capacity 10.0 Quarts, 9.5 L
NOTE: Observe servicing instruction placard located on transmission oil filler.
Transmissions P/N 900D1400004-101 and 900D1400005-101:
MIL-PRF-23699 See item 1. Engine
Mobil Jet Oil 254
Transmission P/N 900D1400006-101:
Mobil AGL
NOTE: Do not use MobilSHC626lubricationoil designatedas
“NOTFORAVIATIONUSE"onthelabel. Refer to SB900-118.
3. Hydraulic System
MIL-PRF-83282
4. Rotor Brake
MIL-PRF-83282
Fuel system:
NOTE: The following fuel system servicing information pertains to both the standard
gravity filler port or the optional range extender filler port.
Fuel System Servicing Precautions
Only qualified authorized personnel may fuel the helicopter.
Static producing clothing shall not be worn.
Open flames and smoking are not permitted in refueling area.
Refueling vehicle should be parked a minimum of 20 feet from helicopter
during fueling operation.
At least one fully-charged 50 pound CO2 fire extinguisher shall be in the
immediate area.
Before starting fueling operation ground helicopter if possible.
Service fuel cell slowly.
Fuel system filling
NOTE: If the range extender is installed, the fuel quantity indication will not display actual
fuel weight when the fuel system is ‘‘topped off’’. The pilot must visually
determine fuel quantity by removing the fuel cap, pulling the lanyard, and noting
fuel level on the inside of filler neck (Ref. Figure 8−15).
Fuel helicopter with correct fuel as soon as possible after landing to prevent
moisture condensation.
Reissue 3
8−24 Revision 2
and Maintenance
Keep fuel nozzle free of all foreign matter.

Always ground fueling nozzle or fuel truck to GROUND HERE receptacle
or to another bare metal location before removing service cap.
Remove the filler cap and secure the lanyard in the slot provided in the filler
cap adapter.
NOTE: The lanyard must be secured properly in order to assure that the gravity filler port
check valve fully opens.
CAUTION Do not attempt to refuel helicopter if the lanyard has broken.
Service fuel cell slowly.

Secure filler cap after fueling.
Remove fuel nozzle and ground(s) from helicopter.
FUEL QUANTITY MARKS

146 - GAL
152 - GAL
156 - GAL
FUEL CAP LANYARD
FUEL SYSTEM RANGE EXTENDER
F90−097A
Figure 8−15. Fuel System Range Extender Gravity Filler Port
Reissue 3
Original 8−25
and Maintenance
Hydraulic System:
NOTE: The hydraulic system may be serviced by using either the optional hydraulic
system hand pump or a hydraulic mule. For servicing the system using the mule,
refer to the RMM, Section 12−00−00.
If the hand pump is not installed, the hydraulic fluid level must monitored closely
and serviced before leaving an area where proper facilities are located.
The hand pump (optional) provides capability to pump fluid into the manifold/res
ervoir without the need of a ground support unit. The hand pump is mounted
next to the GSE panels on the transmission deck.
A sight glass indicates when the fluid is at the 0.3 qt level. On the underside
of the cover, a can opener provides a clean means of opening new cans of hydraulic
fluid.
A manually operated selector valve is mounted internally in the housing. The
selector valve lever provides for selection of system 1 or system 2 servicing.
The drive handle folds and clips against the reservoir housing for storage. When
in use, the handle extends through the open access panel, providing a convenient
means of operation.
NOTE: The following servicing procedure applies to aircraft equipped with the optional
hydraulic system hand pump.
Do not mix different specification hydraulic fluids. Ensure that only
CAUTION MIL−PRF−83282 fluid is used to service the hydraulic systems for
all helicopter operations in temperatures above −40°F.
The intentional mixing of approved hydraulic oils is not permitted.

Servicing - Hydraulic hand pump:
Open transmission access panel (Ref. Figure 8-6 and Figure 8-7).
Verify that hydraulic fluid is low by checking oil level on hand pump reservoir
fluid level sight gauge (Ref. Figure 8-16).
Unscrew the reservoir cover to remove.
Add appropriate amount of hydraulic oil.
Replace cover.
Servicing - Hydraulic system:
Verify that pump reservoir has fluid; replenish if necessary.
Select system to be serviced by using the selector valve lever on the hand
pump (Ref. Figure 8-16).
Disengage handle from stowed position.
Rotate handle in direction of arrow (CW).
Servicing is complete when the hydraulic manifold fluid level sight gauge is
at the correct level.
Stow handle.
Reissue 3
8−26 Revision 2
and Maintenance
COVER
HANDLE (STOWED)
FLUID LEVEL
SIGHT GAUGE
MINIMUM OIL LEVEL
SELECTOR VALVE HANDLE IN

LEVER OPERATING POSITION
HAND PUMP (OPTIONAL)
FLUID LEVEL
FILTER BYPASS SIGHT GAUGE
INDICATORS
FLUID TEMP
-40°C 95°C
F
F U
U L
L FLUID TEMP
L
L
-40°C 95°C
R FULL
R E
E F
F I FULL
I L
L L REFILL
L EMPTY
REFILL
EMPTY
FILTER BOWL VIEW LOOKING DOWN

(PRESSURE)
MANIFOLD / RESERVOIR FILTER BOWL
EARLY CONFIG (RETURN)
MANIFOLD / RESERVOIR
HYDRAULIC MAINFOLD CURRENT CONFIG F90−088A
Figure 8−16. Hydraulic System
Reissue 3
Original 8−27
and Maintenance
Main Transmission Filling

Open access panel (Ref. Figure 8-6 and Figure 8-7).
Open oil filler cap.
Pour in oil.
Verify quantity of oil in sight window.
NOTE: Correct oil livel is when the observed level is halfway between the “ADD” and
“FULL” marks (Ref. Figure 8−17).
Close oil filler cap.
Close access panel (Ref. Figure 8-6 and Figure 8-7).
Main Transmission Draining
Open access panel (Ref. Figure 8-6 and Figure 8-7).
Remove chip detector (Ref. RMM, Section 63-20-00).
Using transmission drain line, place free end of drain line in a suitable container.
Insert drain line probe in chip detector housing.
Allow transmission to drain.
Remove drain line and install chip detector (Ref. RMM, Section 63-20-00).
Close access panel (Ref. Figure 8-6 and Figure 8-7).
Reissue 3
8−28 Original
and Maintenance
OIL FILLER
TRANSMISSION
OIL FILL
SERVICE WITH CHIP

DETECTOR
MOBIL AGL OIL HOUSING
NOTE: 900D1400006-101 TRANSMISSION ONLY
OIL LEVEL
TRANSMISSION INDICATOR CHIP DETECTOR
OIL FILL
SERVICE WITH OIL

PER MIL−L−23699 FULL FULL
NOTE: 900D1400004-101 AND 900D1400005-101 TRANSMISSION IS SERVICED

TRANSMISSIONS ONLY PROPERLY WHEN OIL LEVEL IS
HALFWAY BETWEEN “FULL” AND “ADD”.
ADD ADD
VIEW ROTATED
FILTER IMPENDING BYPASS

INDICATOR F90−075C
Figure 8−17. Main Transmission Servicing
Reissue 3
Revision 2 8−29
and Maintenance
Rotor brake:
The rotor brake reservoir is located on the top forward deck.
Open right-hand forward access door.
Remove filler cap.
Using hydraulic fluid, fill reservoir to top of sight glass.
Install filler cap.
Close right-hand forward access door.
FILLER CAP
SIGHT GLASS
F90−098
Figure 8−18. Rotor Brake
Reissue 3
8−30 Original
and Maintenance
Powerplant:
Engine Oil System Filling / Replenishing
Do not mix different brands or types of oil since their different
CAUTION chemical structures may make them incompatible. If different
brands or types of oil become mixed, drain system (including
engine integral oil tank, engine oil filter housing, engine oil heat
exchanger and oil in and out hoses) and refill with new oil.
NOTE: To reduce the possibility of over filling the oil tank, check the oil level 10 minutes
after engine shutdown.
Open oil dipstick hand hold/door (Ref. Figure 8-6 and Figure 8-7).
Remove engine oil filler cap.
Refill engine oil tank with specified oil in related manufacturers' publications
(Ref. RMM, Section 01-00-00)
NOTE: Correct oil level is when the observed level is between the MAX and MIN marks
on the oil dipstick. Filling the oil tank to MAX may result in oil being vented
overboard, causing a buildup of carbon deposits on the tailboom and
empennage. Should this occur, monitor engine oil level without adding oil (unless
the oil level falls below MIN) to determine if the level stabilizes at some point
between MAX and MIN. Once this level is determined, fill oil to and maintain this
level.
Replace oil filler cap.
Install and lock the oil filler cap on the oil transfer tube as follows (Ref.
Figure 8-19).
Make sure to install the oil filler cap correctly. Incorrect installation
CAUTION can lead to disengagement of the cap locking lugs; the cap can
then lift from its locking position and have an incorrect sealing.
This can result in an oil loss that may require shuting down the
engine.
Place the dipstick in the gearbox and make sure that the dipstick off-set
of the cap is in line with the off-set hole of the oil filler tube of the gearbox.
Turn the handle and lock the cap. Make sure that the cap handle is in the
lock position.
If extra force is required to lock the cap, it means that the cap
CAUTION is not installed correctly. Remove the cap and reinstall it.
NOTE: The writing on the cap handle should be facing toward the front of the engine.
Close oil dipstick hand hold/door.
Draining fuel catch can (if installed)
NOTE: On a daily basis, drain the left and right hand fuel catch cans. Fuel draining from
overboard drain tube is an indication that fuel catch can is full and should be
drained immediately.
Place a suitable container below fuel catch can drain valve (Ref. Figure 8-14).
Push drain valve up and allow fuel to drain.
Reissue 3
Original 8−31
and Maintenance
WRITING ON TAB FACING FORWARD
OIL LEVEL SIGHT

GLASS
OIL FILLER DIPSTICK

(VIEW ROTATED)
ENGINE OIL
FILTER CASE OIL FILLER
DIPSTICK
OIL FILTER
IMPENDING
BYPASS INDICATOR
MINIMUM OIL LEVEL
CHIP
DETECTOR
OIL LEVEL SIGHT GLASS

OIL FILTER
IMPENDING
BYPASS INDICATOR
NOTE: SOME DETAIL OMITTED FOR CLARITY VIEW LOOKING AFT
F90−076B
Figure 8−19. Engine Oil System − Servicing
Reissue 3
8−32 Original
and Maintenance
8−6. AIRCRAFT CLEANING
General cleaning of oil and dirt deposits from the helicopter and its components
can be accomplished by using dry-cleaning solvent, standard commercial grade
kerosene, or a solution of detergent soap and water. Exceptions that must be observed
are specified in the following cleaning paragraphs.
Storage, use, and disposal of all solvents must be per Government

CAUTION and local health and safety regulations.
Fuselage Interior Trim and Upholstery:

Fuselage Interior Trim and Upholstery Cleaning
Carpet cleaning agents may damage underlying metal or composite

CAUTION surfaces. Carpet or seats must be removed from helicopter prior
to cleaning and allowed to air dry prior to reinstallation.
Clean dirt or dust accumulations from floors and other metal surfaces with
vacuum cleaner or small hand brush.
Any flammable solvent that may affect material flammability must

CAUTION be removed completely after cleaning.
Sponge soiled upholstery and trim panels with a mild soap and lukewarm
water solution. Avoid complete soaking of upholstery and trim panels. Wipe
solution residue from upholstery with cloth dampened by clean water.
Use solvents sparingly. Some solvents may soften or dull material.

CAUTION Test an inconspicuous area prior to use.
Remove imbedded grease or dirt from upholstery and carpeting by sponging

or wiping with an upholstery cleaning solvent.
Helicopter Exterior:
Main Rotor Blade Cleaning
Use care to prevent scratching of fiberglass skin when cleaning

CAUTION main rotor blades. Never use volatile solvents or abrasive materials.
Never apply bending loads to blades or blade tabs during cleaning.
NOTE: Avoid directing high pressure concentrations of soap and/or clean water toward
engine air intake areas, instrument static source ports and main rotor swashplate
bearings.
Clean rotor blades when necessary using solution of clean water and mild
soap.
Reissue 3
Original 8−33
and Maintenance
Fuselage Exterior Cleaning

NOTE: Avoid directing high pressure concentrations of soap and/or clean water toward
engine air intake areas, instrument static source ports and main rotor swashplate
bearings.
NOTE: Check and drain, if moisture present, the static system drain valves after the
aircraft has been washed or exposed to rain or snow and any time the airspeed
or altimeter indicators are showing sporadic readings. (Ref. Figure 8−6 and
Figure 8−7).
Clean helicopter exterior, including fiberglass/kevlar components, when nec
essary, use solution of clean water and mild soap.
Transparent Plastic:
Transparent Plastic Cleaning
Clean outside surfaces of plastic panels by rinsing with clean water and rub
bing lightly with palm of hand.
Use mild soap and water solution or aircraft type plastic cleaner to remove
oil spots and similar residue.
Never attempt to dry plastic panels with cloth. To do so causes
CAUTION any abrasive particles lying on plastic to scratch or dull surface.
Wiping with dry cloth also builds up an electrostatic charge that
attracts dust particles from air.
After dirt is removed from surface of plastic, rinse with clean water and let
air-dry.
Clean inside surfaces of plastic panels by using aircraft type plastic cleaner
and tissue quality paper wipers.
8−7. COCKPIT DOOR REMOVAL

Cockpit Door Removal - early configuration (Ref. Figure 8-20):
Disengage gas strut from cockpit floor attachment.
NOTE: Fit between socket end of strut and ball end of ball stud is by interference.
Removal of strut from its attachment requires a snap action motion to pull away
the socket end from the ball stud.
Disengage door latching mechanism to open cockpit door assembly by pushing
on the door release handle.
Cockpit Door Removal - later configuration:
Disengage gas strut from cockpit floor attachment.
Remove lower quick release pin by pulling on the ring.
Remove door restraint by pulling away from lower fork assembly.
Remove upper quick release pin while holding the door.
Remove door.
Install quick release pins into upper and lower fork assemblies.
Reissue 3
8−34 Original
and Maintenance
LATER CONFIGURATION
VIEW LOOKING OUTBOARD
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
DOOR RELEASE HANDLE

DOOR
HANDLE
DOOR
RESTRAINT
EARLY CONFIGURATION
DOOR FRAME RING
WINDOW FRAME
QUICK RELEASE PIN
LOWER FORK
DOOR RESTRAINT
ASSEMBLY
LOWER DOOR ATTACHMENT WITH

REMOVABLE RESTRAINT. UPPER
DOOR ATTACHMENT SIMILAR.
BALL SOCKET
GAS STRUT
BALL STUD
F90−092A
Figure 8−20. Cockpit Door Attachment
Reissue 3
Original 8−35
and Maintenance
8−8. CABIN SEATS: REMOVAL/INSTALLATION

Cabin Seat Removal:
First disengage upper quick disconnect fittings then lower quick disconnect fit
tings from their anchor plates to release cabin seat assembly. Remove seat assem
bly.
Cabin Seat Installation:
Align cabin seat assembly with floor anchor plates. First engage lower quick
disconnect fittings then upper quick disconnect fittings of cabin seat assembly
into mating roof and floor anchor plates to secure.
Ensure fittings are fully and properly engaged.
NOTE: PULLING/RELEASING THE KNURLED COLLAR ON

THE QUICK DISCONNECT RELEASES/ENGAGES
THE LOCKING MECHANISM
UPPER SEAT ATTACHMENT
QUICK DISCONNECT
ANCHOR PLATE
KNURLED COLLAR
LOWER SEAT ATTACHMENT ANCHOR PLATE

F90−077
Figure 8−21. Cabin Passenger Seat Attachment
Reissue 3
8−36 Original
and Maintenance
8−9. COPILOT FLIGHT CONTROLS
PEDAL SHAFT
ASSEMBLY
PEDAL ADJUSTMENT PINS
PEDAL CRANK
ASSEMBLY
PEDAL DISENGAGE PIN
HOOK TAPE
F90−101A
Figure 8−22. Copilot Pedals
Copilot Pedals: Disengaging (Ref. Figure 8-22)

Copilots pedal shaft assemblies can be temporarily stowed in the full forward
position.
Pull up pedal adjustment pins.
Pull out pedal disengage pin.
Swing shaft assemblies forward to their hook tape secured positions.
Copilot Pedals: Engaging
Reengaging copilot's pedals is opposite of disengaging.
NOTE: Ensure that pedal adjustment pins are fully seated in pedal crank assemblies.
Reissue 3
Original 8−37
and Maintenance
8−10. ENGINE CHARTS
The following charts define maintenance action requirements for engine over temper
ature, overspeed, and overtorque.
AREA A - RECORD IN ENGINE LOG BOOK

980 (2.5 MINUTE RATING)
AREA B - RECORD IN ENGINE LOG BOOK
ÉÉ
(CONTINUOUS OEI)
ÉÉ
960 AREA C - RETURN ENGINE FOR OVERHAUL
AREA D
940
ÉÉ AREA D - DETERMINE CAUSE OF OVERTEMPERATURE
ÉÉ
AND RECORD IN ENGINE LOGBOOK
ÉÉ
925 AFTER 15 MINUTES OF CUMULATIVE OPERATION IN AREA À',
920
ÉÉ
ÇÇÇÇÇÇÇÇÇÇ
AREA C OR 10 HOURS IN AREA `B', OR 5 EXCURSIONS IN AREA D ENGINE
EXHAUST GAS TEMPERATURE
MAINTENANCE IS REQUIRED
902
900
AREA A
880
863
ÇÇÇÇÇÇÇÇÇÇ ÉÉÉÉÉ
ÉÉÉÉÉ
860
ÉÉÉÉÉ AREA B
ÉÉÉÉÉ
840
820
NO ACTION REQUIRED
ÉÉÉÉÉ
800
5 20
0 30 60 90 120 150 180 210 240 270 300 330 SEC
1 2 3 4 5 MIN
TIME (MINUTES AND SECONDS) F90−007
Figure 8−23. EGT Vs Time − All Conditions Except Starting
Reissue 3
8−38 Original
and Maintenance
AREA A - VISUAL INSPECTION THROUGH EXHAUST DUCT AND

RECORD IN ENGINE LOG BOOK
AREA B - PERFORM HSI
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
AREA C - RETURN ENGINE TO OVERHAUL
AREA D - DETERMINE CAUSE FOR HUNG START AND CARRY
875
OUT DRY MOTORING RUN PRIOR TO ATTEMPTING
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
A RE-START
MEASURED GAS TEMPERATURE (EGT)
820 AREA C
AREA B
760
AREA A
650 ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
NO ACTION REQUIRED AREA D
2 20 30 45
TIME (SECONDS) F90−006
Figure 8−24. EGT Vs Time − Starting
112.4
POWER TURBINE SPEED (% RPM)
AREA A - RETURN ENGINE TO OVERHAUL
104.5
100.0
NO ACTION REQUIRED
0 10 20 30 40 50 SEC
TIME (SECONDS)
F90−008A
Figure 8−25. Power Turbine (NP) Speed Vs Time
Reissue 3
Original 8−39
and Maintenance
AREA A - RECORD IN ENGINE LOG BOOK (2.5 MINUTE RATING)

103
AREA B - RETURN ENGINE FOR OVERHAUL
GAS GENERATOR SPEED − %N G
AREA B
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
101
AREA A
98.7
NO ACTION REQUIRED
0 20 40 60 80 100 120 140 SEC

1 2 2.5 MIN
TIME (MINUTES AND SECONDS) F90−009A
Figure 8−26. Compressor Turbine (NG) Speed Vs Time

TORQUE @100/104% NP
AREA A RECORD IN ENGINE LOGBOOK SEE NOTE 1 AND 2
IIDS (XMSN) ENGINE AREA B RETURN ENGINE FOR OVERHAUL
AEO OEI AREA C RECORD IN ENGINE LOG BOOK (CONTINUOUS OEI)
165% 133.3% NOTE 1 OPERATION BETWEEN 124 - 130% TORQUE:
- RECORD AS 2.5 MINUTE RATING
- AFTER ONE HOUR OF CUMULATIVE RUNNING,
RETURN THE GEARBOX MODULE FOR OVERHAUL
NOTE 2 OPERATION ABOVE 130% TORQUE - AFTER 5 EXCURSIONS, RETURN THE GEARBOX
MODULE FOR OVERHAUL
ÑÑ ÇÇÇÇÇÇÇÇ
AREA B
ÑÑ ÇÇÇÇÇÇÇÇ ÉÉÉÉ
130% 104.5%
AREA A
ÑÑ 124% 100%
ÉÉÉÉ
ÑÑÑ ÑÑ ÉÉÉÉ
2.5
AREA C
ÑÑÑ ÑÑ
MIN
110% 88%
ÑÑÑ ÑÑ
10
SEC
100%
MCP MCP
NOTE: THE TORQUE DISPLAYED ON 0 30 60 90 120 150 180 210 240 270 300 330 (SEC)
THE IIDS PRIMARY DISPLAY 20 1 2 2.5 3 4 5 (MIN)
IS TRANSMISSION TORQUE.
TIME (MINUTES AND SECONDS) F90−132A
Figure 8−27. Engine Overtorque Limits − All Conditions
Reissue 3
8−40 Original
and Maintenance
8−11. SPECIAL OPERATIONAL CHECKS AND PROCEDURES
The following checks are typically utilized as part of a post maintenance run up
associated with scheduled inspections, troubleshooting or maintenance on specific
aircraft systems. Refer to the Rotorcraft Maintenance Manual (CSP900RMM-2)
for the recommended use and frequency of the following checks.
These checks and or procedures are to be performed only while
CAUTION aircraft is on the ground except where noted.
ENGINE NP OVERSPEED CHECK PROCEDURE
Left Engine
Engine control switches IDLE
Right engine control switch FLY (STABILIZE 100/104% NR)
OVSP TEST switch MOVE TO THE LEFT AND HOLD
Left engine control switch FLY
Left engine NP display OBSERVE LEFT ENGINE Np INCREASE TO 85% −
95% (SLIGHT OSCILLATION MAY BE NOTICED) AND
LEFT EEC/MAN CAUTION LIGHTS ON.
OVSP TEST switch RETURN TO CENTER
Left Engine NP display OBSERVE LEFT ENGINE Np RESUMES NORMAL
GOVERNING AT 100/104%. LEFT EEC/MAN
CAUTION LIGHTS OUT.
Right Engine
Right engine control switch IDLE
Left engine control switch FLY − STABILIZE 100/104% NR)
OVSP TEST switch MOVE TO THE RIGHT AND HOLD
Right engine control switch FLY
Right engine NP display OBSERVE RIGHT ENGINE Np INCREASE TO 85% −
95% (SLIGHT OSCILLATION MAY BE NOTICED) AND
RIGHT EEC/MAN CAUTION LIGHTS ON.
OVSP TEST switch RELEASE TO CENTER POSITION
Right engine NP display OBSERVE RIGHT ENGINE NP RESUMES NORMAL
GOVERNING AT 100/104%. RIGHT EEC/MAN
CAUTION LIGHTS OUT.
Reissue 3
Revision 2 8−41
and Maintenance
HYDRAULIC SYSTEM CHECK

With the aircraft operating at IDLE or FLY (100%):
IIDS secondary display CHECK ‘‘1 HYD 2” CAUTION SEGMENTS ARE NOT
ILLUMINATED
With the aircraft operating at FLY (100%):
HYD TEST switch SET AND HOLD TO ‘‘SYS 1”
IIDS secondary display CHECK ‘‘1 HYD” CAUTION SEGMENT ILLUMINATES
IIDS alphanumeric display VERIFY 250 PSI MAXIMUM FOR HYD 1 AND 1,000
+100/−50 PSI FOR HYD 2
HYD TEST switch RELEASE AND CHECK ‘‘1 HYD” CAUTION
SEGMENT OFF
HYD TEST switch SET AND HOLD TO ‘‘SYS 2”
IIDS secondary display CHECK ‘‘HYD 2” CAUTION SEGMENT ILLUMINATES
IIDS alphanumeric display VERIFY 250 PSI MAXIMUM FOR HYD 2 AND 1,000
+100/−50 PSI FOR HYD 1
Do not perform the following check if the helicopter is parked on
CAUTION a wheeled platform, or slippery / icy surfaces. If unable to apply
right pedal or high resistance is felt, relax pressure on pedals and
release HYD TEST switch. Advise maintenance.
Anti-torque pedals APPLY SUFFICIENT PRESSURE ON THE RIGHT
PEDAL TO MOVE IT APPROXIMATELY 3 INCHES
(7.6 CM). REPEAT CHECK WITH LEFT PEDAL.
HYD TEST switch RELEASE AND CHECK ‘‘HYD 2” CAUTION
SEGMENT OFF
VSCS CHECK
NOTE: This functional check may be performed with the engines off and aircraft
connected to an external power source.
Left and right VSCS switches OFF
IIDS alphanumeric display VERIFY CAUTION SEGMENT ON AND ‘‘TOTAL STAB
FAIL” INDICATION
VSCS indicator needles CENTERED
Left VSCS switch ON
Right VSCS switch MOMENTARILY TO ‘‘TEST” AND THEN TO ‘‘ON’’
IIDS alphanumeric display VERIFY ‘‘RIGHT STAB FAIL” INDICATION FOR 5 TO 8
SECONDS, THEN OUT
Left VSCS switch MOMENTARILY TO ‘‘TEST” AND THEN TO ‘‘ON’’
IIDS alphanumeric display VERIFY ‘‘LEFT STAB FAIL” INDICATION FOR 5 TO 8
SECONDS, THEN OUT
VSCS indicator needles VERIFY NEEDLES ARE APPROXIMATELY 55% RIGHT
OF CENTER WITH 0% CLP AND AIRCRAFT LEVEL
NOTE: If the selected VSCS system fails the test, the failure annunciation will remain
on the IIDS alphanumeric display.
Reissue 3
8−42 Revision 2
and Maintenance
WET ENGINE MOTORING RUN
Before performing this procedure, insure that the power supply

CAUTION to the ignition exciter is disconnected (IGNTR circuit breakers
pulled).
When a fuel metering unit/pump is replaced in the field, motoring

CAUTION or starting the engine is not recommended until priming is
accomplished by performing a engine wet motoring run.
Twistgrip on selected engine(s) NORMAL

Fuel valve on CHECK
Fuel boost pump ON
Engine control switch IDLE
NOTE: Maintain starter operation for desired duration while observing starter limits.
Engine control switch OFF
Fuel boost pump OFF
NOTE: After a wet motoring run, a dry motoring should be accomplished before any start
is attempted.
DRY ENGINE MOTORING RUN
NOTE: This procedure is used to clear internally trapped fuel and vapor from the engine.
This procedure maybe used if there is evidence of a fire within the engine or lack
of EGT indication after lightoff at the beginning of an engine start.
Twist grip OFF
Engine control switch for selected engine SET TO IDLE −
OBSERVE STARTER TIME LIMITS
Engine control switch for selected engine OFF
EEC RESET button PRESS
Twistgrip PLACE IN NORMAL DETENT
EEC MAN or flashing indication CHECK OFF
Reissue 3
Revision 2 8−43
and Maintenance
ENGINE OUT/LOW ROTOR WARNING CHECK
Engine control switches FLY

Collective INCREASE TO A CLP OF >5% FOR MORE
THAN 5 SECONDS
Collective LOWER TO A CLP OF 0%
Engine control switches SWITCH TO IDLE AND NOTE THE
FOLLOWING
ENG OUT warning light flashes and low rotor RPM tone is activated for one cycle. As
rotor RPM decreases through 88%, the low rotor RPM tone will reactivate until the
AOG logic disables the warning.
ENGINE WASH
Engine Water Wash - Desalination:

Open main transmission access door (Ref. Figure 8-6 and Figure 8-7).
NOTE: If cleaning agent is to be used, prepare solution and compressor wash system
in accordance with related manufacturers’ publications (Ref. RMM, Section
01−00−00)
Use of correct mixture as specified in the PWC Maintenance manual

CAUTION is very important, not only when the temperature is below freezing
at the time of washing, but also if the temperature is expected to
be below 2°C (36°F) between time of washing and the next start.
Connect cleaning solution or water source to engine wash panel using AN type
fittings.
NOTE: To prevent precipitation of deposits through the use of hard water, engine must
be allowed to cool to below 65°C (150°F). Minimum cooling period of 40 minutes
must be allowed since the engine was last operated.
Ensure inlet particle separator and heat / defog shutoff valves are
CAUTION turned off.
Do not motor engine for more than 30 seconds.
NOTE: Ensure cleaning solution or water source pressure of 60−82 PSI.

Perform dry engine motoring run; when NG reaches 5%, inject water solution
into air inlet case.
Close tank valve as soon as NG falls to 5%.
Reissue 3
8−44 Original
and Maintenance
CAUTION Allow starter to cool between runs.
If water/methanol mixture has been used, perform additional dry engine motoring
run.
Close main transmission access door (Ref. RMM, Section 06-00-00).
Repeat procedure on other engine.
Once engine wash is complete, start and operate engines at idle for at least
one minute to completely dry engines.
Engine Wash - Performance Recovery:
Open main transmission access door (Ref. Figure 8-6 and Figure 8-7).
NOTE: If cleaning agent is to be used, prepare solution and compressor wash system
in accordance with related manufacturers’ publications (Ref. RMM, Section
01−00−00)
Use of correct mixture as specified in the PWC Maintenance manual

CAUTION is very important, not only when the temperature is below freezing
at the time of washing, but also if the temperature is expected to
be below 2°C (36°F) between time of washing and the next start.
Connect cleaning solution or water source to engine wash panel using AN type
fittings.
NOTE: To prevent precipitation of deposits through the use of hard water, engine must
be allowed to cool to below 65°C (150°F). Minimum cooling period of 40 minutes
must be allowed since the engine was last operated.
Ensure inlet particle separator (IPS) and heat / defog shutoff valves
CAUTION are turned off.
Do not motor engine for more than 30 seconds.
NOTE: Ensure cleaning solution or water source pressure of 60−82 PSI.

Perform dry engine motoring run (Ref. paragraph 8-11); when NG reaches 5%,
inject wash solution into air inlet case.
Close tank valve as soon as NG falls to 5%.
Allow cleaning solution to soak for 10 minutes.
inject one half of rinse solution into air inlet case.
Observe starter cooling period.
inject remainder of rinse solution into air inlet case.
Reissue 3
Original 8−45
and Maintenance
If water/methanol mixture has been used, perform second dry engine motoring
run.
Close main transmission access door.
Repeat procedure on other engine.
Once engine wash is complete, start and operate engines at idle for at least
one minute to completely dry engines.
ENGINE WASH
NOZZLE
RIGHT ENGINE
WASH TUBE
ASSEMBLY LEFT ENGINE WASH
TUBE ASSEMBLY
ENGINE
WASH
L
E
F
T
R
I
G
H
VIEW ROTATED T
F90−066
Figure 8−28. Engine Wash Panel
Reissue 3
8−46 Original
and Maintenance
MANUAL ENGINE SHUTDOWN CHECK
NOTE: This procedure should be performed with engine control switch in IDLE and all
unnecessary bleed air and electrical equipment, including generator, OFF.
Twist grip IDLE DETENT

NP slows to idle CHECK
EEC MAN indication on primary IIDS dis CHECK
play
Twistgrip SNAP TO CUTOFF
Engine control switch OFF
IIDS CHECK NORMAL SHUTDOWN
INDICATIONS
NG zero percent CHECK
EEC RESET button PRESS
Twistgrip PLACE IN NORMAL DETENT
DO NOT return twist grip to the NORMAL detent until NG is at zero

CAUTION and the EEC RESET button is pressed. Failure to follow this
procedure may cause a re−light with a subsequent EGT
exceedance.
EEC MAN indication CHECK OFF
Reissue 3
Original 8−47
and Maintenance
MANUAL ENGINE START CHECK
NOTE: Complete the Engine Prestart cockpit check (ref. Section IV) before attempting
a manual start.
Twistgrip ROTATE TO FULL OPEN (PAST

THE ‘‘NORMAL’’ DETENT)
EEC MAN indication on primary IIDS dis CHECK
play
Twist grip ROTATE TO OFF
Generator OFF
L BOOST or R BOOST ON, CHECK IIDS INDICATIONS
Engine control switch IDLE
Twist grip ROTATE TOWARD IDLE AS NG
INCREASES THROUGH 8
PERCENT
NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.
Observe EGT indication for immediate temperature rise. Monitor EGT and NG
during start. Observe start limits. Increase twistgrip toward normal only as
necessary to keep NG accelerating toward idle. Manually bring NP/NR to 65%.

CAUTION 10 seconds, rotate the twistgrip to OFF and place the engine control
switch to OFF. Following a 30−second fuel drain period, do a
30−second dry motoring run before attempting another start.
Repeat the complete starting sequence observing limitations.
EEC RESET button PRESS WHEN NP/NR IS 65

PERCENT
EEC indication CHECK FLASHING
Twistgrip NORMAL DETENT
EEC indication CHECK OFF
Engine oil pressure CHECK
Generator ON
IIDS CHECK
Reissue 3
8−48 Revision 4
and Maintenance
AUTOROTATION RPM CHECK
Refer to CSP-900RMM-2, Section 18-00-00.

NOTE: This procedure should be performed with engine control switches in FLY and
collective full down. However, aircraft operating at or near gross weight limits and
at high density altitudes may not be able to perform this procedure with collective
full down without exceeding rotor limits. Refer to CSP−900RMM−2, Section
18−00−00 for alternative collective position while operating at high gross
weights.
Target altitude SELECT
NOTE: Select an altitude above target altitude so as to arrive at the target altitude in
steady state autorotation at 70 KIAS. Failure to maintain constant airspeed
during autorotation will cause rotor RPM fluctuations, resulting in inaccurate
RPM readings.
IIDS SELECT “CLP” ON

ALPHANEUMERIC DISPLAY
Airspeed 70 KIAS
Collective lever position ZERO % OR 10% AS REQUIRED
CAUTION Observe rotor limits.
At target altitude RECORD ROTOR RPM
NOTE: If gross weight/density altitude combination allows procedure with collective full
down, the torque reading should be zero percent at target altitude for accurate
autorotation RPM.
Reissue 3
Original 8−49
and Maintenance
RESETTING IIDS TIME/DATE

NOTE 1
SET TIME/DATE TIME <HH:MM>

DATE MM-DD-YY
NOTE 1.: `ÈNT'' KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELD
BLINKS, AND KEYS INCREMENT/DEINCRE
MENT DIGIT VALUE, ``REC'' KEY CHANGES TIME
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL - PRESS MENU AND DATE TO SELECTED VALUES
F92−101
Figure 8−29. Set Time/Date

To change date or time:
This procedure is to be performed with both engines OFF.
Press MENU to enter menu system.
Use ↑ or ↓ keys to select SET TIME/DATE and press ENT. The following is
displayed on the IIDS two line alphanumeric display:
TIME HH:MM
DATE MM-DD-YY
Press ENT to edit display. The hour digits in the TIME HH:MM display will
blink indicating these are the digits selected for editing.
Use ↑ or ↓ keys to change value of flashing digit/value.
NOTE: Holding the arrow key for more than one second will cause the value of the
digit(s) being edited to increment at the rate of one per second.
Press ENT to select next digit(s) (the minutes digits will blink) and set value
using ↑ or ↓ keys.
NOTE: Each press of the ENT key will select the next value to edit in the sequence they
are displayed.
Repeat above steps until the correct time and date is displayed.
Use the REC key to save the changed time/date. Pressing the CLR key instead
of REC will abandon all changes.
NOTE: The REC key may be pressed at any time during the editing process to save the
changes made. Any fields not changed will remain at their present values.
Reissue 3
8−50 Original
MD900 with PW 206A
Additional Operations
and Performance Data
SECTION IX
ADDITIONAL OPERATIONS
AND PERFORMANCE DATA
TABLE OF CONTENTS
9-1. Abbreviated Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9-2. Fuel Flow VS Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Figure 9-1. Fuel Flow, Sea Level, ISA (15°C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
Figure 9-2. Fuel Flow, 4000 Feet HP, ISA (7°C) . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Figure 9-3. Fuel Flow, 8000 Feet HP, ISA (-1°C) . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7
Figure 9-4. Fuel Flow, Sea Level, ISA + 20°C (35°C) . . . . . . . . . . . . . . . . . . . . . . 9-8
Figure 9-5. Fuel Flow, 4000 Feet HP, ISA + 20°C (27°C) . . . . . . . . . . . . . . . . . . . 9-9
Figure 9-6. Fuel Flow, 8000 Feet HP, ISA + 20°C (19°C) . . . . . . . . . . . . . . . . . . . 9-10
Figure 9-7. Fuel Flow, Sea Level, ISA (15°C) - NACA Inlet . . . . . . . . . . . . . . . . 9-11
Figure 9-8. Fuel Flow, 4000 Feet HP, ISA (7°C) - NACA Inlet . . . . . . . . . . . . . . 9-12
Figure 9-9. Fuel Flow, 8000 Feet HP, ISA (-1°C) - NACA Inlet . . . . . . . . . . . . 9-13
Figure 9-10. Fuel Flow, Sea Level, ISA + 20°C (35°C) - NACA Inlet . . . . . . . . 9-14
Figure 9-11. Fuel Flow, 4000 Feet HP, ISA + 20°C (27°C) - NACA Inlet . . . . . 9-15
Figure 9-12. Fuel Flow, 8000 Feet HP, ISA + 20°C (19°C) - NACA Inlet . . . . 9-16
9-3. International Civil Aviation Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Table 9-1. ICAO Noise Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-17
Figure 9-13. Maximum Approved Passenger Seating Configuration . . . . . . . . 9-17
Reissue 3
Revision 4 9−i
MD900 with PW 206A
Reissue 3
9−ii Original
MD900 with PW 206A
SECTION IX
ADDITIONAL OPERATIONS AND
PERFORMANCE DATA
9−1. ABBREVIATED CHECKLISTS
NOTE: These checklists do not have any CAUTION, WARNINGS, or NOTES. Be sure
you have a thorough understanding of the checks as described in Section IV
before attempting to operate the helicopter.
ENGINE PRE−START COCKPIT CHECK
ELECTRICAL POWER − OFF
All cabin doors CHECK

Seat belt and shoulder harness FASTENED
Rotor brake STOWED
Flight instruments CHECK STATIC POSITION/SET
Collective friction ON
Collective stick position FULL DOWN
Twistgrip alignment marks aligned with in CHECK
dex mark
LDG/HVR lights OFF
Key switch ON
Circuit breakers IN
Utility panel switches OFF EXCEPT VSCS ON
Lighting control panel switches AS REQUIRED
Avionics AS DESIRED
L GEN and R GEN ON (OFF FOR GPU START)
POWER OFF
L BOOST AND R BOOST OFF
CROSS FEED OFF
LEFT/RIGHT FUEL SHUTOFF ON; COVER CLOSED
Reissue 3
Original 9−1
Additional Operations MD900 with PW 206A
ELECTRICAL POWER − ON
POWER BAT/EXT
Monitor BIT FIRE WARNING ANNUNCIATORS ON
FOR 2 SECONDS; CHECK IIDS FOR
ADVISORIES AT COMPLETION OF BIT
Fuel quantity display CHECK
DISP (display by exception) AS DESIRED
ENGINE STARTING − AUTOMATIC

L BOOST or R BOOST ON; CHECK IIDS INDICATIONS
● EEC MAN indicators OFF
L ENGINE or R ENGINE SET TO IDLE/FLY AS REQUIRED
IIDS CHECK FOR NORMAL
INDICATIONS
Repeat starting procedure for second engine
GPU start only:
● L GEN/R GEN ON
● GPU DISCONNECT
ENGINE RUNUP
Avionics ON, AS DESIRED
L ENGINE and R ENGINE FLY
Reissue 3
9−2 Original
MD900 with PW 206A
BEFORE TAKEOFF
Cyclic control CHECK RESPONSE

Collective friction AS DESIRED
Primary and secondary IIDS displays CHECK ADVISORIES
NP switch HIGH
Utility panel switches AS REQUIRED
ENGINE/AIRCRAFT SHUTDOWN − NORMAL
Collective stick FULL DOWN/FRICTION ON

Pedals NEUTRAL
L ENGINE and R ENGINE IDLE
All unnecessary electrical equipment OFF
Heat OFF
AC (if installed) OFF
Pitot heat (if installed) OFF
Lighting control panel AS DESIRED
Avionics master switch OFF
L GEN/R GEN switches OFF
L BOOST/R BOOST OFF
ENG OUT indications CHECK IIDS FOR NORMAL
INDICATIONS
Rotor brake (if installed) APPLY BELOW
70% NR
IIDS CHECK FOR INDICATIONS
OR MESSAGES
POWER OFF
Reissue 3
Original 9−3
9−2. FUEL FLOW VS AIRSPEED
Description: The fuel flow charts presented in this section are based on level flight
performance data for helicopters equipped with the standard engine inlet (IPS or
screen) or the NACA inlet. Charts for the NACA inlet are labeled ``-NACA Inlet''.
Fuel consumption values are based on minimum specification engines and thus
may vary between engines. This data is based on a baseline aircraft with 15% electri
cal load, engine bleeds and air conditioner off.
Use of Chart: Use the charts as illustrated by the example below.
NOTE: The following example uses Figure 9−1.
Example:
Wanted: Rate of fuel flow
Known: Airspeed = 115 KIAS
Known: Estimated gross weight = 5500 pounds
Method: Enter the chart at the known airspeed of 115 knots (interpolation re
quired). Move vertically to the 5500 pound point (interpolation required)
then move to the left to the fuel flow scale and read a fuel flow of approxi
mately 470 LB/HR.
Reissue 3
9−4 Original
MD900 with PW 206A
700
650
MCP LIMIT
600
550
500
450
FUEL FLOW - LB/HR
6000 LB
LONG RANGE CRUISE
400
5000 LB
350
4000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED - KNOTS F90−122
Figure 9−1. Fuel Flow, Sea Level, ISA (15°C)
Reissue 3
Original 9−5
700
650
600
MCP LIMIT
550
500
FUEL FLOW - LB/HR
450
6000 LB
400 LONG RANGE CRUISE
350
5000 LB
4000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−2. Fuel Flow, 4000 Feet HP, ISA (7°C)
Reissue 3
9−6 Original
MD900 with PW 206A
700
650
600
550
MCP LIMIT
500
450
FUEL FLOW - LB/HR
400
6000 LB
LONG RANGE CRUISE
350
5000 LB
4000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−3. Fuel Flow, 8000 Feet HP, ISA (−1°C)
Reissue 3
Original 9−7
700
650
600
MCP LIMIT
550
500
FUEL FLOW - LB/HR
450
6000 LB LONG RANGE CRUISE
400
5000 LB
350
4000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−4. Fuel Flow, Sea Level, ISA + 20°C (35°C)
Reissue 3
9−8 Original
MD900 with PW 206A
700
650
600
550
MCP LIMIT
500
FUEL FLOW - LB/HR
450
6000 LB LONG RANGE CRUISE

400
350
5000 LB
300
4000 LB
250
200
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−5. Fuel Flow, 4000 Feet HP, ISA + 20°C (27°C)
Reissue 3
Original 9−9
700
650
600
550
500
MCP LIMIT
FUEL FLOW - LB/HR
450
400
6000 LB
LONG RANGE CRUISE

350
5000 LB
300
4000 LB
250
200
40 50 60 70 80 90 100 110 120 130 140 150
F90−121
Figure 9−6. Fuel Flow, 8000 Feet HP, ISA + 20°C (19°C)
Reissue 3
9−10 Original
MD900 with PW 206A
700
650
MCP LIMIT
600
550
6250 LB
500
FUEL FLOW - LB/HR
6000 LB
450
LONG RANGE CRUISE
400
4000 LB
350
5000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED - KNOTS F90-154-1
Figure 9−7. Fuel Flow, Sea Level, ISA (15°C) − NACA Inlet
Reissue 3
Original 9−11
700
650
600 MCP LIMIT
550
500 6250 LB
FUEL FLOW - LB/HR
6000 LB
450
400
LONG RANGE CRUISE
4000 LB
350
5000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED - KNOTS F90-154-2
Figure 9−8. Fuel Flow, 4000 Feet HP, ISA (7°C) − NACA Inlet
Reissue 3
9−12 Original
MD900 with PW 206A
700
650
600
550
MCP LIMIT
500
FUEL FLOW - LB/HR
6250 LB
450
6000 LB
400
350 LONG RANGE CRUISE
300 4000 LB
5000 LB
250
200
40 50 60 70 80 90 100 110 120 130 140 150

F90−154−3
Figure 9−9. Fuel Flow, 8000 Feet HP, ISA (−1°C) − NACA Inlet
Reissue 3
Original 9−13
700
650
600
MCP LIMIT
550
6250 LB
6000 LB
500
FUEL FLOW - LB/HR
450
LONG RANGE CRUISE
400
4000 LB
350 5000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
F90−154−4
Figure 9−10. Fuel Flow, Sea Level, ISA + 20°C (35°C) − NACA Inlet
Reissue 3
9−14 Original
MD900 with PW 206A
700
650
600
550
MCP LIMIT
500
FUEL FLOW - LB/HR
6250 LB
450
6000 LB
400
LONG RANGE CRUISE

4000 LB
350
5000 LB
300
250
200
40 50 60 70 80 90 100 110 120 130 140 150
F90−154−5
Figure 9−11. Fuel Flow, 4000 Feet HP, ISA + 20°C (27°C) − NACA Inlet
Reissue 3
Original 9−15
700
650
600
550
500
FUEL FLOW - LB/HR
MCP LIMIT
6250 LB
450
6000 LB
400
350
LONG RANGE CRUISE
4000 LB
300
5000 LB
250
200
40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED - KNOTS F90−154−6
Figure 9−12. Fuel Flow, 8000 Feet HP, ISA + 20°C (19°C) − NACA Inlet
Reissue 3
9−16 Original
MD900 with PW 206A
9−3. INTERNATIONAL CIVIL AVIATION INFORMATION
ICAO NOISE levels:

The MD900 meets the ICAO Annex 16, Volume 1, Chapter 8, noise requirements
for level flight, takeoff/climb, and approach descent profiles at the certified maxi
mum gross weight of 6500 lb (2948 kg).
Table 9−1. ICAO Noise Levels
MD900 ENGINE: PW 206A GROSS WEIGHT: 6500 LB (2948.35 KG)
Configuration Level Flyover Takeoff Approach
EPNL (EPNdB) EPNL (EPNdB) EPNL (EPNdB)
Clean aircraft, doors on, 84.13 85.95 92.26
no external kits
MAPSC and LOPA:
Maximum Approved Passenger Seating Configuration (MAPSC) and
Layout of Passenger Accommodation (LOPA) − 7 Seats
NOTE: The layout shown in Figure 9−13 represents the FAA−approved “Number of
Passenger Seats” as approved in the H19NM TCDS.
CG REAR FACING CG FWD FACING

CG PASSENGERS PASSENGERS
PILOT
+19.0
+15.85
0.0 0.0
-15.85
-19.0
COPILOT OR
PASSENGER
STA 130.7 STA 173.0 STA 213.0

FM09-013
Figure 9−13. Maximum Approved Passenger Seating Configuration
Reissue 3
Revision 4 9−17
Reissue 3
9−18 Original
MD900 with PW 206A
Optional Equipment
SECTION X
OPTIONAL EQUIPMENT
TABLE OF CONTENTS
PARAGRAPH PAGE
10-1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10-2. Listing - Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
Table 10-1. Optional Equipment MD900 Helicopter . . . . . . . . . . . . . . . . . . . . . . . 10-2
10-3. Compatibility - Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Table 10-2. Optional Equipment Kit Compatibility - MD900 Helicopter . . . . 10-2
10-4. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3
10-5. Operating Instructions: Air Conditioning (P/N 900P7250302-101) . . . . . . . . . . 10-5
Figure 10-1. Air‐conditioning System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Figure 10-2. Air Conditioner Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-8
10-6. Operating Instructions: Controllable Landing/Search Light . . . . . . . . . . . . . . . . 10-9
Table 10-3. Landing, Hover and Search Light Switch Functions . . . . . . . . . . . 10-9
Figure 10-3. Collective Stick Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-10
Figure 10-4. Circuit Breakers - Console Mounted (Typical) . . . . . . . . . . . . . . . . 10-11
Figure 10-5. Circuit Breakers - Baggage Compartment Mounted (Typical) . . 10-12
10-7. Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . . 10-15
Figure 10-6. VNE Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-16
Figure 10-7. Weight and Balance Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-17
Figure 10-8. Cargo Hook IIDS Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Figure 10-9. Cargo Hook Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10-8. Operating Instructions: Windscreen Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Figure 10-10. Windscreen Wiper with Optional Windscreen
Washer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-23
Figure 10-11. Windscreen Wiper Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . 10-24
Servicing Materials - Windscreen Washer Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . 10-25
10-9. Operating Instructions: Supplemental Fuel System . . . . . . . . . . . . . . . . . . . . . . . 10-27
Figure 10-12. Switch and Indicator Light - Location Typical . . . . . . . . . . . . . . 10-29
Example I: Longitudinal CG Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Table 10-4. Fuel Loading Table - Jet-A (6.8 LB/GAL) . . . . . . . . . . . . . . . . . . . . . 10-31
Table 10-5. Fuel Loading Table - Jet-B (6.5 LB/GAL) . . . . . . . . . . . . . . . . . . . . . 10-31
Figure 10-13. Fuel Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-32
FAA Approved
Reissue 3
Revision 2 10−i
MD900 with PW 206A
Optional Equipment
PARAGRAPH PAGE
Figure 10-14. Supplemental Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-34
10-10. Operating Instructions: Rescue Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-37
Figure 10-15. Center of Gravity Envelope for Hoist Operations
Below 60 KIAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Figure 10-16. Rescue Hoist Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-42
EXAMPLE I: Lateral CG Determination - Enroute (above 60 KIAS) . . . . . . . . 10-44
EXAMPLE II: Lateral CG Determination - Destination (below 60 KIAS) . . . . 10-44
EXAMPLE III: Lateral CG Determination - With Hoist Load . . . . . . . . . . . . . . 10-45
Figure 10-17. Allowable Rescue Hoist Loading Chart . . . . . . . . . . . . . . . . . . . . . 10-46
Figure 10-18. Rescue Hoist Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-48
Table 10-6. Servicing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-49
10-11. Operating Information: -111/-117 IIDS Option . . . . . . . . . . . . . . . . . . . . . . . 10-51
Figure 10-19. OEI Engine Torque Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-51
Figure 10-20. Single Engine Rate of Climb and Descent at VY, OEI MCP
6250 LBS Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-52
10-12. Operating Instructions: Fire Extinguishing System . . . . . . . . . . . . . . . . . . . 10-53
Figure 10-21. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-55
10-13. Operating Instructions: Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-57
Figure 10-22. Smoke Detector and Press-To-Test Switch Location. . . . . . . . . . 10-58
FAA Approved
Reissue 3
10−ii Revision 2
MD900 with PW 206A Optional Equipment
SECTION X
OPTIONAL EQUIPMENT
10−1. GENERAL INFORMATION
This section provides general supplemental information on optional equipment for

the MD900 Explorer Helicopter. The information includes a listing of usable optional
equipment and compatibility of combined equipment on the helicopter.
Supplemental data is prepared and included in this section whenever the installation
of that equipment affects the FAA Approval Data for Limitations (Section II), Emer
gency and Malfunction Procedures (Section III), Normal Procedures (Section IV),
and Performance Data (Section V).
The Flight Manual Supplemental Data is to be used in conjunction with the basic
Flight Manual data and takes precedence over that data when the equipment is
installed.
Be sure to include a review of the appropriate flight manual

CAUTION supplemental data for type of optional equipment installed
(including STC items) as a regular part of preflight planning.
10−2. LISTING − OPTIONAL EQUIPMENT
Table 10-1 lists MDHI optional equipment items available that require supplemen
tal data. Other optional equipment items may be found in the RMM.
SPECIAL NOTE:
Items in the table marked with an asterisk (*) are optional equipment items that
have had their supplemental data incorporated into the main body of the flight
manual and are identified by the statement, `Ìf installed''.
FAA Approved
Reissue 3
Original 10−1
Optional Equipment MD900 with PW 206A
Table 10−1. Optional Equipment MD900 Helicopter

Equipment Publication No.
Air conditioner (P/N 900P7250302-101) CSP-900RFM206A-1 - Section X
Search light CSP-900RFM206A-1 - Section X
Cargo hook CSP-900RFM206A-1 - Section X
Fire extinguishing system CSP-900RFM206A-1 - Section X
Rescue Hoist CSP-900RFM206A-1 - Section X
Windscreen Wipers CSP-900RFM206A-1 - Section X
Supplemental Fuel System CSP-900RFM206A-1 - Section X
-111 IIDS Option CSP-900RFM206A-1 - Section X
* Dual pitot tube CSP-900RFM206A-1
* Pitot heat CSP-900RFM206A-1
* Rotor brake CSP-900RFM206A-1
* Engine air particle separator filter CSP-900RFM206A-1
* Indicates data incorporated into the flight manual (Sections I thru IX where
appropriate).
10−3. COMPATIBILITY − COMBINED OPTIONAL EQUIPMENT
Table 10−2. Optional Equipment Kit Compatibility − MD900 Helicopter

Compatibility: Blank = Yes; X = No
Optional Equipment A. B. C. D. E. F. G. H. I. J. K. L.
A. Air conditioner
B. Search light
C. Engine air particle separator
D. Rotor brake
E. Dual pitot tube
F. Pitot heat
G. Cargo hook
H. Fire extinguishing system
I. Rescue Hoist
J. Windscreen Wipers
K. Supplemental Fuel System
L. -111 IIDS
FAA Approved
Reissue 3
10−2 Original
10−4. OPTIONAL EQUIPMENT PERFORMANCE DATA
SPECIAL NOTE:
Optional equipment that affect IGE/OGE hover performance require
additional hover performance charts. All Optional Equipment hover
performance charts are located in Section V.
FAA Approved
Reissue 3
Original 10−3
FAA Approved
Reissue 3
10−4 Original
MD900 with PW 206A
Optional Equipment
Air−Conditioning System
10−5. OPERATING INSTRUCTIONS: AIR CONDITIONING (P/N 900P7250302−101)
PART I
GENERAL
The air-conditioning system circulates conditioned air throughout the cabin. A five
position rotary switch AC/VENT controls the vent fan and air-conditioning. COOL
HIGH provides air-conditioning at a high setting. COOL LOW provides air-condi
tioning at a low setting, selected from the center console utility panel assembly.
The air-conditioning system provides ventilation, temperature, and humidity con
trol. The air-conditioning system consists of:
Freon Compressor Assembly - Compresses the air conditioning system refriger

ant.
Lines and Tubing - Routes refrigerant throughout the air conditioning system.
Condenser Fans - Induce ambient airflow over the condenser.
Condenser - Heat exchanger for the condensing refrigerant.
Receiver Dehydrator - Removes moisture from the air conditioning system refrig
erant.
High Pressure Switch - Turns off the compressor in a high pressure condition
to prevent damage to air conditioning system.
Low Pressure Switch - Activates or deactivates the Freon compressor assembly
in a low pressure condition to prevent damage to the air conditioning system.
Thermal Expansion Valve - Regulates air conditioning system refrigerant injected
into the evaporator.
Evaporator - Heat exchanger that cools cabin air.
Evaporator Fan - Induces airflow through evaporator.
Three Way Valve Duct Assembly - Controls the flow of recirculated cabin air
or ambient air to the air conditioning system.
Three Way Valve Control Cable - Controls position of the three way valve.
The compressor is mounted on the gearcase of the right hand engine. The condenser
is placed under the floor of the baggage compartment with its associated heat transfer
equipment. Fan-driven cooling air for the condenser is taken in and discharged
through grilles in the belly just below the aft cabin door. The evaporator occupies
the forward end of the upper cowling. The air conditioning system makes use of
the ventilation system's ducting to direct the cooled air to cabin and cockpit, but
adds a manual valve to permit selection of fresh or recirculated air. The knob for
this push/pull control is on the rear cockpit wall above the pilot's right shoulder.
The other air conditioner controls are located on the Utility panel.
FAA Approved
Reissue 3
Original 10−5
MD900 with PW 206A
Optional Equipment
CABIN/PASSENGER COMPARTMENT
AIR OUT
LETS
6 PLACES
HIGH PRESSURE
SWITCH
È
RECEIVER/
TXV DRYER
È
EVAPORATOR
3 WAY
VALVE
WATER
RAM AIR IN
SEPARATOR
ÏÏÏÏÏÏÏÏÏ EVAP FAN CONDENSER
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
OVBD DRAIN
ÏÏÏÏÏÏÏÏÏ
OVBD DRAIN OVERBOARD
ÏÏÏÏÏÏÏÏÏ ÎÎÎ CONDENSER
ÏÏÏÏÏÏÏÏÏ ÎÎÎ
FAN
ÏÏÏÏÏÏÏÏÏ
ÎÎÎ
COMPRESSOR
ASSEMBLY
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
LOW PRESSURE
SWITCH
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
CREW/PILOTS COMPARTMENT
ÈÈ HIGH PRESSURE LIQUID
ÎÎ
ÈÈ
RECIRC
AIR INLET LOW PRESSURE LIQUID
ÎÎÏ
FROM CABIN
AIR OUT HIGH PRESSURE GAS
LETS
4 PLACES
LOW PRESSURE GAS
9G21−020
Figure 10−1. Air-conditioning System Diagram

FAA Approved
Reissue 3
10−6 Original
MD900 with PW 206A
Optional Equipment
PART II
LIMITATIONS
No change.
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
As with any air conditioning system the installation in the MD900 has several built
in features to prevent damage. The compressor has an electrically controlled clutch
which is engaged when the system is turned on. Should the condenser fan fail
the high pressure gas coolant passing through the condenser will not become a liquid
due to heat retention. This will result in a higher than normal pressure in the lines
to the evaporator. When this condition is detected the clutch disengages the compres
sor to prevent damage.
An automatic cutoff procedure similar to that for the heat/defog system shuts down
the air conditioner in flight if either engine becomes inoperative to maintain the
best power output from the running engine.
LOSS OF COOLING
Indications: No cooling air with system ON
Conditions: Automatic system safety shutdown, or internal failure
Procedures:
• A/C control switch OFF
• Use fresh air vent system as required
FAA Approved
Reissue 3
Original 10−7
MD900 with PW 206A
Optional Equipment
PART IV
NORMAL PROCEDURES
A five position rotary switch AC/VENT controls the vent fan and air-conditioning.
Selecting the COOL HIGH position provides air-conditioning at a high setting;
COOL LOW provides air-conditioning at a low setting, selected from the center
console utility panel assembly.
HYD CAB AC/VENT

TEST HEAT COOL OFF VENT
SYS 1 OVRD LOW LOW
COOL VENT
ON HIGH HIGH
SYS 2 OFF
PITOT
HEAT IPS L VSCS R AC/VENT CONTROL
ON ON ON
OFF
OFF OFF
TEST
F90−056
Figure 10−2. Air Conditioner Control
PART V
PERFORMANCE DATA
Ref. Section V for hover performance with air‐conditioning on.
FAA Approved
Reissue 3
10−8 Original
MD900 with PW 206A
Optional Equipment
Controllable Landing/Search Light
10−6. OPERATING INSTRUCTIONS: CONTROLLABLE LANDING/SEARCH

LIGHT
PART I
GENERAL
The controllable search light is located on the lower fuselage ahead of the forward
landing gear crosstube and offset to the left of the centerline.
In the stowed position, the search light is flush with the lower fuselage skin and
faces downward.
Illuminating the search light is accomplished through the hover and landing lights
switch while positioning the search light is accomplished by operating the five-posi
tion search light switch (Ref. Figure 10-3).
PART II
LIMITATIONS
No Change.
PART III
No Change.
PART IV
NORMAL PROCEDURES
Table 10−3. Landing, Hover and Search Light Switch Functions
SWITCH POSITION FUNCTION
Hover and LDG Switches landing, hover, and search light ON.
Landing
Lights HVR Switches hover and search light ON.
OFF Turns hover, landing, and search lights OFF.

Search Light EXT Press and hold switch to extend search light.
RET Press and hold switch to retract search light.
L Press and hold switch to rotate search light to the

left.
R Press and hold switch to rotate search light to the

right.
FAA Approved
Reissue 3
Original 10−9
Preflight Checks - Electrical power OFF:
Search light CHECK FOR BROKEN COVER,

DAMAGE TO MECHANICAL
ASSEMBLY OR BURNED OUT
BULB.
Console mounted LND LGT circuit breaker IN (REF. FIGURE 10−4)
Baggage compartment mounted SRCH LT and IN (REF. FIGURE 10−5)
HOV SRCH LT circuit breakers
Collective stick switch panel
LIGHTS switch and search light switch CHECK FOR DAMAGE
(Ref. Figure 10-3)
HOVER AND LANDING LIGHT SWITCH
LIGHTS SEARCH LIGHT SWITCH

LDG EXT
HVR
OFF L R
GA
ÊÊÊ
EEC RET
HIGH UP
ÊÊÊ
ÊÊÊ
R
P L R
ÊÊÊ
M COM
1
RESET
NORM DOWN 1 2
COM
2
OFF
GATE
F90−116
Figure 10−3. Collective Stick Switch Panel
FAA Approved
Reissue 3
10−10 Original
MD900 with PW 206A
Optional Equipment
Preflight Checks - Electrical power ON:
NOTE: The following operational checks may be performed with an external power
source to prevent excessive battery drain.
Electrical master panel

POWER switch BAT/EXT
Collective stick switch panel
LIGHTS switch to HVR (Ref. Figure 10-3) CHECK HOVER AND SEARCH
LIGHTS ON
Use search light switch to rotate light left (L) CHECK OPERATION
and right (R)
LIGHTS switch to LDG CHECK HOVER, LANDING, AND
SEARCH LIGHTS ON
LIGHT switch to OFF CHECK HOVER, LANDING, AND
SEARCH LIGHTS OFF
ESSENTIAL BUS
GCU XMSN ENG FIRE BLD AIR
L R FIRE L R LEAK
5 5 5 5 5 5
FUEL VLV PITOT BLD AIR

L XFD R TRIM HEAT 1 HEAT
5 5 5 5 5
FUEL LAND INST STBY
IIDS PROBE LGT FLOOD ATT
7 5 10 5
VSCS AUDIO NAV XPNDR DIR

PNL 1 COM 1 1 GYRO 1
7 7
F90−118
Figure 10−4. Circuit Breakers − Console Mounted (Typical)

FAA Approved
Reissue 3
Original 10−11
LEFT GENERATOR BUS BATTERY BUS
AUDIO CRGO CKPT CAB L R L R FUEL

PNL2 HOOK UTIL UTIL BST PMP EEC LOW
EVAP VENT COMP PITOT L R OFF L R

EVAP HEAT2 DETENT GATE IGNTR
ATT CNDSR CNSL INSTR POSN STROBE AREA

GYRO2 FAN 2 LIGHTING
LIGHT AV RTR FIRE

MSTR MSTR BRK HRD
RIGHT GENERATOR BUS
20
ENC SRCH LT HOV

IIDS TRAK CFU AV IPS ALT SRCH LT
STB FAN
ATT LAND CNDSR

GYRO1 LGT FAN 1
L FLD RT FLD
EXCIT EXCIT
LEFT AVIONICS BUS RIGHT AVIONICS BUS
ADF2 RADAR RADAR RADAR RAD ADF1 FM FM1 FM2 FM3

RT IND INVTR ALT CTRL RT RT RT
MKR COM2 XPNDR DIR NAV 2 DME LORAN GPS

BCN 2 GYRO2
F90−117
Figure 10−5. Circuit Breakers − Baggage Compartment Mounted (Typical)

FAA Approved
Reissue 3
10−12 Original
MD900 with PW 206A
Optional Equipment
PART V
PERFORMANCE DATA
No change.
PART VI
WEIGHT AND BALANCE DATA
No change.
PART VII
SYSTEM DESCRIPTION
The search light is controlled by the three position LIGHTS toggle switch. This
switch connects battery bus power to the search light through the hover and landing
light relays.
Movement of the search light is accomplished by actuating the search light switch
located on the collective stick switch panel.
Maximum light extension is 120° from stowed.
If the search light is rotated 90° either side of center and with an extended segment
of 0° to 60°, an interlock switch automatically deenergizes the lamp while positioning
the light is still possible.
PART VIII
HANDLING SERVICING AND MAINTENANCE
No change.
PART IX
ADDITIONAL OPERATIONS AND PERFORMANCE DATA
No change.
FAA Approved
Reissue 3
Original 10−13
FAA Approved
Reissue 3
10−14 Original
MD900 with PW 206A
Optional Equipment
Rotorcraft Cargo Hook Kit
10−7. OPERATING INSTRUCTIONS: ROTORCRAFT CARGO HOOK KIT
PART I
GENERAL
The cargo hook is an option that permits the helicopter to carry a jettisonable external
load of up to 3,000 pounds. The hook is suspended by a bridle of four cables that
attach to the landing gear saddle fittings, and join at the cargo load cell link to
support the hook.
The pilot's controls for the hook consist of an electric release push-button on the
top of the cyclic grip and a manual/emergency cargo hook release mechanism.
Quick disconnect pins at the four attachment points for the bridle allow the flight
crew to install or remove the hook assembly. Quick disconnects for the electric and
mechanical release cables are located on the bottom of the fuselage near the forward
cross tube.
When the kit is installed, an owner or operator holding a valid Rotorcraft External
Load Operator Certificate may utilize the helicopter for transportation of external
cargo when operated by a qualified pilot. OPERATIONS WITH CARGO ON THE
HOOK SHALL BE CONDUCTED IN ACCORDANCE WITH APPLICABLE POR
TIONS OF FEDERAL AVIATION REGULATIONS PART 133.
Information provided in this supplement is presented with the intent of furnishing
important data that can be used in the Rotorcraft Load Combination Flight Manual.
The Combination Flight Manual, which is required by FAR Part 133, will be prepared
by the applicant to obtain the rotorcraft External Load Operator Certificate.
FAA Approved
Reissue 3
Original 10−15
PART II
LIMITATIONS
Weight Limitations:
Maximum weight allowed on the landing gear is 6500 pounds.
CAUTION Weight in excess of 6500 pounds and up to 6900 pounds must
be external and jettisonable.
Maximum Rotorcraft - Load Combination operating gross weight is 6900 pounds.
Center of Gravity Limitations:
See Figure 10-7.
Cargo Hook Limitations:
Maximum weight on the hook is 3000 LBS unless placarded otherwise (Ref.
Figure 10-9).
Airspeed Limitations:
With no load on hook, maximum VNE is 90 KIAS.
With load on hook, maximum VNE is 100 KIAS (Ref. Figure 10-6).
NOTE: Use caution as size and shape of load, and load attaching cable size and length
may affect flight characteristics. Satisfactory flight characteristics have been
demonstrated with a compact load.
Placards: Placard located on instrument panel.
20000
15000
VNE WITH LOAD ON THE HOOK
10000
5000
VNE WITH NO LOAD ON
THE HOOK IS 90 KIAS
0
40 50 60 70 80 90 100 110
INDICATED AIRSPEED - KNOTS F90−019−1
Figure 10−6. VNE Placard

FAA Approved
Reissue 3
10−16 Original
MD900 with PW 206A
Optional Equipment
7000
6500
LONGITUDINAL CG
6000 ENVELOPE
5500
WEIGHT - POUNDS
5000 NORMAL CG LIMITS

CARGO HOOK
4500 CG LIMITS >6500 lbs
4000
3500
3000
194 196 198 200 202 204 206 208
FUSELAGE STATION (IN.)
7000
6500
LATERAL CG
6000 ENVELOPE
5500
WEIGHT - POUNDS
5000
NORMAL CG LIMITS
CARGO HOOK
CG LIMITS >6500 lbs
4500
4000
3500
3000
−5 −4 −3 −2 −1 0 1 2 3 4 5
F90−055A
LATERAL CG STATION (IN)
Figure 10−7. Weight and Balance Envelope

FAA Approved
Reissue 3
Original 10−17
PART III
The presence of an external load may further complicate procedures following an

emergency or malfunction. Release of loads attached through the cargo hook should
be considered consistent with safety of flight factors.
Emergency Release:
Actuate the mechanical release handle, mounted on the cyclic stick, to release
cargo in the event of an electrical failure.
PART IV
NORMAL PROCEDURES
Preflight Checks (Ref. Figure 10-9):

Verify security of cargo hook bridle attach points.
Visually inspect hardware for damage or indications of possible fatigue.
Check for fraying, wear or any other form of damage to the cable bridle assembly.
Inspect electrical release, and load indicating wire harness and connectors for gener
al condition and security.
Examine manual release cable housing for nicks, cuts, kinks or general damage
that might restrict movement of cable within housing.
Inspect manual release connector for general condition and security.
Ensure a service loop is present in the manual release cable at cargo hook.
Inspect hook for general condition.
Cargo Hook Operational Checks:
NOTE: Functional checks of the cargo hook require an external power source for
electrical power or an operating engine.
Ensure that the CRGO HOOK circuit breaker (left generator bus) is IN.
NOTE: Refer to Chapter 25−55−00 in the RMM for special functional checks required
following the initial installation of the cargo hook kit or following replacement of
the manual release cable.
With the load beam in its locked position, apply pressure to simulate a load on
the beam and functionally check the three methods of cargo hook release:
Mechanical release lever on the right side of hook
Manual cargo hook release handle on cyclic
Electric cargo hook release switch on cyclic
FAA Approved
Reissue 3
10−18 Revision 4
MD900 with PW 206A
Optional Equipment
NOTE: The TARE weight should be reset each time following aircraft shutdown and
restart.
Operating Procedures:
Use care to avoid passing load attaching cables over landing gear
CAUTION skid tube when attaching load to hook with helicopter on the
ground.
Apply collective smoothly when lifting cargo.

With the hook weight suspended, and the selection made on the IIDS panel
menu for HOOK WT (ref. Figure 10−8), the load indication should read HOOK
WT. xxxx LBS on the alphanumeric display.
Make sure that there is sufficient clearance between the cargo and
CAUTION obstacles along the takeoff / landing flightpath. Do not drag cargo
across the ground.
Activate cargo release switch on cyclic stick to release cargo.

Check CARGO HOOK OPEN advisory on IIDS alphanumeric display.
NOTE: Ground support personnel should manually make sure positive reset of the
cargo hook after use of mechanical release, before further cargo pickups.
Tell the ground crew to make sure that the helicopter has been electrically
grounded before you attach the cargo, to drain static electricity that can build
up during flight.
The cargo hook extends 18 inches (45.72 cm) below the landing
CAUTION gear while hovering. Make sure that there is adequate clearance
between the cargo hook and all obstacles along the flightpath.
HOOK WT 2456 LBS ZERO WEIGHT DISP PRESSING “ENT” FOR MORE THAN 2 SECONDS
2456 LBS TAKES A TARE READING AND ZEROS DISPLAY
“ENT” SELECTS DIGITS TO BE EDITED (LEFT TO RIGHT),

SET CALIB CODE
AND KEYS INCREMENT/DEINCREMENT DIGIT VALUE,
<XXXX>
“REC” KEY CHANGES CODE TO SELECTED VALUE,

F90−153
Figure 10−8. Cargo Hook IIDS Menu

FAA Approved
Reissue 3
Revision 4 10−19
QUICK RELEASE PIN

(SEE NOTE)
LINK ASSEMBLY
AFT SADDLE CLAMP
CABLE
QUICK
RELEASE PIN
(SEE NOTE)
PIN LINK FORWARD
PIN LINK
LINK ASSEMBLY
FWD SADDLE CLAMP
CABLE
NOTE: ENSURE QUICK RELEASE

PIN HEAD FACES `ÙP''
AFTER INSTALLATION
LH AFT LANDING
GEAR FITTING
MAX WORKING
LOAD 2200 LB
RH AFT LANDING
GEAR FITTING
CARGO HOOK PLACARD
LH FWD LANDING
GEAR FITTING
RH FWD LANDING
GEAR FITTING
CYCLIC STICK
CARGO HOOK SERVICE LOOP
MECHANICAL
RELEASE LEVER
LOAD BEAM
LOAD INDICATOR
ELECTRICAL CONNECTOR
ELECTRICAL RELEASE
MANUAL CARGO HOOK CONNECTOR
RELEASE
ELECTRIC CARGO MANUAL RELEASE
HOOK RELEASE CABLE CONNECTION
CYCLIC GRIP ROTATED
F90−057A
Figure 10−9. Cargo Hook Installation

FAA Approved
Reissue 3
10−20 Original
MD900 with PW 206A
Optional Equipment
PART V
PERFORMANCE DATA
Hover Ceiling:
Use the OGE hover ceiling charts: Refer to Section V for Hover Ceiling Data.
PART VI
Cargo Hook Longitudinal CG: 203.0 In.

Cargo Hook Assembly Weight: 26.12 lbs.
The following table of Cargo Hook Loads may be used by the operator to assist
in determining the helicopter center of gravity.
Cargo Weight Moment/100 Cargo Weight Moment/100

(lb) (in.−lb) (lb) (in.−lb)
100 20300 1600 324800
200 40600 1700 345100
300 60900 1800 365400
400 81200 1900 385700
500 101500 2000 406000
600 121800 2100 426300
700 142100 2200 446600
800 162400 2300 466900
900 182700 2400 487200
1000 203000 2500 507500
1100 223300 2600 527800
1200 243600 2700 548100
1300 263900 2800 568400
1400 284200 2900 588700
1500 304500 3000 609000
FAA Approved
Reissue 3
Original 10−21
PART VII
SYSTEM DESCRIPTION
Cargo Hook Installation (Figure 10-9):

Align cargo hook cable attaching hardware with landing gear saddle clamp assem
blies.
Install FWD link assemblies into FWD saddle clamps.
Install FWD pin links into link assemblies and quick release pins into FWD
pin links.
Connect cargo hook electrical connector, load indicator electrical connector and
mechanical release control cable connector.
Repeat procedure for aft link assembly attachment.
Perform cargo hook preflight and operational checks.
Cargo Hook Removal (Figure 10-9):
Remove quick release pins from Aft pin links and remove cable assembly from
aft saddle clamps.
Disconnect cargo hook electrical connector, load indicator electrical connector
and manual release control cable connector.
Remove pin links attaching cargo hook cables and cargo hook to FWD landing
gear saddle clamp assemblies.
Remove cargo hook and bridle assembly.
FAA Approved
Reissue 3
10−22 Original
MD900 with PW 206A
Optional Equipment
Windscreen Wipers
10−8. OPERATING INSTRUCTIONS: WINDSCREEN WIPERS
PART I
GENERAL
The windscreen wipers provide the pilot a means to clear the windscreens of rain
or snow.
The windscreen washers (if installed) provide pressurized washer fluid to the wind
screen through spray nozzles. The washer pump and reservoir are located in the
battery compartment.
There are no changes to limitations, emergency procedures, or performance data
with the installation of the windscreen wipers or windscreen washers.
WINDSCREEN
WIPERS
WASHER
RESERVOIR WASHER PUMP
F90-159A
Figure 10−10. Windscreen Wiper with Optional Windscreen Washer Installation
FAA Approved
Reissue 3 10−23
Original
MD900 with PW 206A
Optional Equipment
Windscreen Wipers
PART IV
NORMAL PROCEDURES
Windscreen wipers:
Use the windscreen wipers whenever it is necessary to clear the windscreens
of rain or snow.
Do not use the windscreen wipers on a dry windscreen.
The wipers have a panel mounted control switch (Ref. Figure 10-11). The switch
has four positions:
PARK, OFF, LOW, and HIGH.
The PARK position is a momentary position and is used to stow the wipers when
not in use.
The OFF position turns the wipers off.
The LOW and HIGH positions refer to wiper speed. Select the speed appropriate
for weather conditions.
The three position toggle switch HIGH (HI) and LOW (LO) positions function
as above. The OFF position parks and turns the wipers off.
Windscreen washer (if installed):
Preflight Check
Check washer reservoir fluid level.
On dry windscreen
Press and hold the WASHER button for two to three seconds before turning
the WINDSHIELD WIPERS switch to LOW. Turn off wipers while windscreen
is still wet.
During wiper operation
Press and hold the WASHER button for two to three seconds or as needed
to clear the windscreen.
Cold weather operation
Use 50 percent by volume isopropyl alcohol mixed with distilled or deionized
water when temperatures are at or below 0°C.
WASHER CONTROL SWITCH ROTARY CONTROL SWITCH
(IF INSTALLED) 3-POSITION LOCKING
3-POSITION TOGGLE SWITCH
TOGGLE SWITCH
WINDSHIELD
WIPERS OFF WINDSHIELD
PARK WIPERS
LOW WIPERS
HIGH HI
HIGH LO
LOW
OFF
WASHER
OFF
DO NOT OPERATE WIPERS DO NOT OPERATE WIPERS DO NOT OPERATE WIPERS
ON DRY WINDSCREEN ON DRY WINDSCREEN ON DRY WINDSCREEN
F90-160B
Figure 10−11. Windscreen Wiper Control Switch
FAA Approved
Reissue 3
10−24
Original
MD900 with PW 206A
Optional Equipment
Windscreen Wipers
PART VI

ITEM
Washer reservoir full - water only 4.8 82.7 394
Washer reservoir full - water alcohol mixture 4.3 82.7 356
PART VIII
HANDLING, SERVICING AND MAINTENANCE
Servicing Materials − Windscreen Washer Fluid

Washer reservoir - Total Capacity approximately 2 US quarts.
None Distilled or deionized water for opera None
tions above freezing and 50 percent by
volume mixture of isopropyl alcohol
and distilled or deionized water for op
erations below freezing.
FAA Approved
Reissue 3 10−25
Original
MD900 with PW 206A
Optional Equipment
Windscreen Wipers
FAA Approved
Reissue 3
10−26
Original
MD900 with PW 206A
Optional Equipment
Supplemental Fuel System
10−9. OPERATING INSTRUCTIONS: SUPPLEMENTAL FUEL SYSTEM
PART I
GENERAL
The MD900 supplemental fuel system option adds a transfer type auxiliary fuel
tank located below the baggage compartment floor. Refer to Part VII for system
description.
PART II
LIMITATIONS
Placards:
SUPPLEMENTAL FUEL SYSTEM

USE MAIN FUEL DOWN TO LOCATED BY AUXILIARY FUEL GAUGE.
700 LBS BEFORE SELECTING
AUX FUEL TRANSFER NOTE: LOCATION MAY VARY.
LOCATED ABOVE FUEL FILLER
F90-157B
FAA Approved
Reissue 3 10−27
Revision 2
MD900 with PW 206A
Optional Equipment
PART IV
NORMAL PROCEDURES
Preflight checks:
Fuel cap SECURED

Prestart cockpit check:
Fuel transfer switch OFF

Inflight operation:
Fuel transfer switch ON; VERIFY FUEL TRANSFER LIGHT
‘‘ON’’
NOTE: Fuel transfer should be begun when the fuel level in the main tank is between
700 and 300 LBS.
Main fuel tank quantity begins to CHECK
increase and auxiliary fuel quantity
begins to decrease.
NOTE: Fuel Transfer:

Fuel transfer time is approximately 20 minutes (22 minutes if second check valve
installed) with a full auxiliary fuel tank while in normal cruise. Transferring fuel
to the main tank may be accomplished once main tank indicated fuel quantity
is at or less than approximately 500 LB in normal ground attitude or
approximately 700 LB in normal cruise attitude.
Fuel transfer rate is approximately 600 LB/HR (540 LB/HR with second check
valve) in normal cruise and approximately 400 LB/HR in normal ground attitude.
Starting Fuel Transfer below 300 LBS:

CAUTION With engines at MCP, the auxiliary fuel transfer rate may not keep
up with the engine fuel consumption rate. This does not pose a
problem as long as fuel transfer is begun before main fuel is below
300 LBS.
Fuel transfer switch OFF WHEN TRANSFER IS COMPLETE
NOTE: The auxiliary fuel quantity gauge has been found to be inaccurate (indicates
high) during hover operations.
Engine/aircraft shutdown
Fuel transfer switch OFF; VERIFY FUEL TRANSFER LIGHT
‘‘OFF’’
FAA Approved
Reissue 3
10−28
Original
MD900 with PW 206A
Optional Equipment
SUPPLEMENTAL FUEL SYSTEM

USE MAIN FUEL DOWN TO
700 LBS BEFORE SELECTING
AUX FUEL TRANSFER.
ON
FUEL TRANSFER SWITCH

FUEL TRANSFER INDICATOR LIGHT
OFF
50 100 150
E F
AUXILIARY FUEL QUANTITY GAUGE

AUX FUEL
GAUGE, SWITCH AND INDICATOR LIGHT
F90-155A
Figure 10−12. Switch and Indicator Light − Location Typical
FAA Approved
Reissue 3 10−29
Original
MD900 with PW 206A
Optional Equipment
PART VI
Weight and balance characteristics:

The lateral CG of the auxiliary fuel tank is at station -2.0.
Calculate CG as shown in the example below.
Example I: Longitudinal CG Determination

ITEM
Basic Weight 3512.4 738045
Pilot 185.0 130.70 24180
Copilot/Passenger 185.0 130.70 24180
Passenger - Rear Facing R/H 175.0 173.0 30275
Passenger - Rear Facing L/H 175.0 173.0 30275
Passenger - FWD Facing R/H 175.0 213.0 30275
Passenger - FWD Facing L/H 175.0 213.0 30275
1. Zero Fuel Weight 4582.4 201.1 30275
2. Add: Fuel - Main Tank Only (Jet-A) 1025.0 191.2 195980
Gross Weight: 5607.4 199.3 1117484
3. Add: Fuel - Auxiliary Tank Only 200.0 244.8 48960
Gross Weight: 4782.4 202.9 970464
4. Add: Fuel - Both Tanks 1225.0
Gross Weight: 5807.4 200.9 1166444
FAA Approved
Reissue 3
10−30
Original
MD900 with PW 206A
Optional Equipment
Table 10−4. Fuel Loading Table − Jet−A (6.8 LB/GAL)
FUEL WEIGHT LONGITUDINAL LONGITUDINAL LATERAL LATERAL

(LB) STATION MOMENT STATION MOMENT
20 239.4 4789 -2.0 -40
40 240.6 9625 -2.0 -80
60 241.6 14494 -2.0 -120
80 242.3 19387 -2.0 -140
100 242.9 24294 -2.0 -200
120 243.4 29210 -2.0 -240
140 243.8 34133 -2.0 -280
160 244.1 39062 -2.0 -320
180 244.4 44000 -2.0 -360
200 244.8 48951 -2.0 -400
Table 10−5. Fuel Loading Table − Jet−B (6.5 LB/GAL)
FUEL WEIGHT LONGITUDINAL LONGITUDINAL LATERAL LATERAL

(LB) STATION MOMENT STATION MOMENT
20 239.5 4790 -2.0 -40
40 240.7 9629 -2.0 -80
60 241.7 14501 -2.0 -120
80 242.5 19397 -2.0 -140
100 243.1 24306 -2.0 -200
120 243.5 29224 -2.0 -240
140 243.9 34149 -2.0 -280
160 244.3 39080 -2.0 -320
180 244.6 44022 -2.0 -360
200 244.9 48982 -2.0 -400
FAA Approved
Reissue 3 10−31
Original
MD900 with PW 206A
Optional Equipment
JET − A (6.8 LB/GAL)

210
200
190
180
170
160
150
FUEL WEIGHT − LB
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
238.0 238.5 239.0 239.5 240.0 240.5 241.0 241.5 242.0 242.5 243.0 243.5 244.0 244.5 245.0
FUSELAGE STATION − INCHES
JET − B (6.5 LB/GAL)

210
200
190
180
170
160
FUEL WEIGHT − LB
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
238.0 238.5 239.0 239.5 240.0 240.5 241.0 241.5 242.0 242.5 243.0 243.5 244.0 244.5 245.0
FUSELAGE STATION − INCHES
F90-156
Figure 10−13. Fuel Station Diagram
FAA Approved
Reissue 3
10−32
Original
MD900 with PW 206A
Optional Equipment
PART VII
SYSTEM DESCRIPTION
The MD900 supplemental fuel system option adds a transfer type auxiliary fuel
tank with a usable capacity of approximately 29.4 US gallons (200 LB, Jet-A) under
neath the baggage compartment floor. The tank is filled through a gravity fill port
on the right side of the aircraft. Transfer into the main tank is performed using
a fuel transfer pump mounted in the auxiliary fuel tank. Overfilling the main tank
is prevented by use of a float-type level control valve mounted in the main tank.
This level control valve prevents transfer into the main tank until the fuel remaining
in the main tank is less than approximately 500 LB in normal ground attitude
or approximately 700 LB in normal cruise attitude. The level control valve will
shut off transfer into the main tank if the fuel in the main tank increases to approxi
mately 755 LB in normal ground attitude or approximately 832 LB in normal cruise
attitude. An inline check valve is installed in the fuel transfer line in the main
fuel tank to prevent backflow of fuel from the main tank into the auxiliary tank.
A second check valve may be installed in the auxiliary fuel tank transfer line that
prevents gravity transfer from the auxiliary tank into the main tank in high-speed
cruise flight. The auxiliary tank vent is teed into the existing main tank aft vent
tubing.
The installation includes a cockpit mounted fuel quantity gauge (AUX FUEL) for
the auxiliary tank, a fuel transfer pump switch, and a fuel transfer indicator light.
Electrical power is supplied from the battery bus through the `ÀUX FUEL'' 5 AMP
circuit breaker. A separate 1 AMP `ÀUX FUEL XMIT'' circuit breaker provides
power for fuel quantity indicating. These circuit breakers are located on the baggage
compartment circuit breaker panel under ``BATTERY BUS''.
FAA Approved
Reissue 3 10−33
Original
MD900 with PW 206A
Optional Equipment
AUXILIARY TANK FILLER NECK FUEL VENT ROLL OVER VALVE
FUEL QUANTITY TRANSMITTER

FUEL VENT LINE
AUXILIARY FUEL TANK
FUEL TRANSFER LINE
FUEL TRANSFER LINE

FUEL LEVEL CONTROL VALVE
MAIN FUEL TANK (REF.)
SUPPLEMENTAL FUEL SYSTEM INSTALLATION
STA 230.5 BULKHEAD

VENT ROLLOVER VALVE AUX FUEL PORT
CHECK VALVE BAGGAGE COMPARTMENT FLOOR
(REF.)
CABIN FLOOR (REF)
FUEL TRANSFER LINE VENT/ROLLOVER VALVE
FUEL TRANSFER LINE VENT LINE
MAIN FUEL TANK

(REF) GRAVITY FILL PORT
LEVEL CONTROL VALVE

CHECK VALVE
AFT RH VENT LINE

AUXILIARY FUEL TANK
FLAME ARRESTOR NEW CHECK VALVE FUEL QUANTITY XMITTER FLOAT
(IF INSTALLED)
AFT VENT FAIRING TRANSFER PUMP
FUEL TANK DRAIN PLUG
FUEL TRANSFER LINE
(AUXILIARY FUEL TANK ROTATED 90° CW FOR CLARITY)
SUPPLEMENTAL FUEL SYSTEM SCHEMATIC

F90-158B
Figure 10−14. Supplemental Fuel System
FAA Approved
Reissue 3
10−34
Revision 1
MD900 with PW 206A
Optional Equipment
PART VIII
Fuel additives:
Anti-icing additives, if required, must be added to the auxiliary fuel tank during
refueling.
FAA Approved
Reissue 3 10−35
Original
MD900 with PW 206A
Optional Equipment
FAA Approved
Reissue 3
10−36
Original
MD900 with PW 206A
Optional Equipment
Rescue Hoist
10−10. OPERATING INSTRUCTIONS: RESCUE HOIST
PART I
GENERAL
The rescue hoist system provides a means for lowering and raising personnel or
cargo from an airborne helicopter. It is capable of being operated from the passenger
cabin by a qualified crewmember or from the pilot's station.
PART II
LIMITATIONS
Type of operation:
Hoist operations shall be conducted under the appropriate airworthiness and/or
operating rules for external loads.
Minimum flight crew:
Pilot, when conducting operations with the hoist stowed.
Pilot and hoist operator, when conducting hoist operations.
The hoist operator must wear the approved safety gear and safety
WARNING harness, and have voice communications with the pilot during
hoist operations.
Weight and balance:
With hoist installed, lateral CG may be exceeded with fuel

CAUTION consumption. Flight planning should include a minimum fuel lateral
CG check.
Maximum lateral CG limit at 60 KIAS or less (ref. Figure 10-15):

+9.0 inch (22.86 cm) at 5550 lb (2495 kg) gross weight;
+7.5 inch (19.05 cm) at 6500 lb (2948 kg) gross weight.
At airspeeds above 60 KIAS, normal CG limits apply.
FAA Approved
Reissue 3
Revision 4 10−37
Rescue Hoist
Airspeed limitations:
Observe airspeed limitations in Section II with hoist installed and doors closed.
Observe VNE for doors open/removed flight in Section II.
Hoist limitations:
Maximum load on hoist is 600 lb (272 kg).
Maximum permissible cable deflection is 15° with respect to the aircraft vertical
axis.
NOTE: Flight with a load on the hook can increase hook loads and exceed hoist load
limits. Flight conditions that could cause an overload are shock loads induced
from slack on the cable or sharp turns with an extended cable.
During normal flight operations, the cable/hook must be in the fully raised posi
tion.
Center of gravity limitations:
Size, weight, shape of load, and cable length may affect flight
CAUTION characteristics.
6500 MAXIMUM LATERAL CG

LIMIT AT KIAS OR LESS:
+9.0 INCH AT 5550 LB
6000 GROSS WEIGHT; +7.5 INCH
AT 6500 LB GROSS WEIGHT.
5500
WEIGHT (LB)
5000
4500
4000
3500
3000
-3 -2 -1 0 1 2 3 4 5 6 7 8 9 10
LATERAL CG STATION (INCH)
FM10-015
Figure 10−15. Center of Gravity Envelope for Hoist Operations Below 60 KIAS
FAA Approved
Reissue 3
10−38 Revision 4
MD900 with PW 206A
Optional Equipment
Rescue Hoist
PART III
CABLE CUTTING:
Procedures:
Pilot: Activate the CABLE CUT switch on collective to jettison load in the
event of an emergency.
Hoist operator: Use provided cable cutters.
GENERATOR FAILURE:
NOTE: Hoist operations can require up to 125 amps of electrical power (63% load from
one generator).
Procedures:
Monitor operating generator load and turn off unnecessary electrical
equipment if required to maintain generator load within limits. Allowing
a GENERATOR HIGH LOAD condition to exist will result in the
operating generator going off line.
ADVISORY INDICATIONS:
Indications: Green or yellow indicator light (located on control pendant) - steady green
or yellow
Indications:
Conditions: Motor overtemperature.
NOTE: The light will remain on until the motor has cooled or electrical power to the
controller is switched off.
Procedures: Complete hoist operation in progress.
Prolonged operation of hoist with motor overtemperature light

CAUTION illuminated will result in damaged or a ‘‘burned out’’ motor.
Indications: Flashing green light and a reduction of hoist speed.
Conditions: Hoist load above 250 LB with load mode select switch set to 250.
Procedures: Reduce hoist load or place load mode select switch to 600.
FAA Approved
Reissue 3
Original 10−39
Rescue Hoist
PART IV
NORMAL PROCEDURES
Preflight checks:
To lower the work platforms/steps, remove the quick release pin
CAUTION on the hoist strut and move the strut aside. The quick release pin
must be reinstalled before any load is placed on the hoist.
NOTE: External power is required for functional checks.
Rescue hoist assembly CHECK − FOR OIL
LEAKS AND GENERAL
CONDITION
Hoist fairing CONDITION AND
SECURITY
Electrical connections CHECK
Hook assembly - freeness of swivel and latch CHECK
Hoist support tube CHECK MOUNTING
Hoist strut CHECK MOUNTING AND
QUICK RELEASE PIN
Pendant control - electrical connection CHECK
HOIST PWR and HOIST CUT circuit breakers IN
Pilot's hoist control panel CHECK SWITCH OFF
Electrical Master Panel
Power switch BAT/EXT
Pilot's Hoist Control
Hoist arming switch ON
Hoist armed light - on CHECK
Payout displays CHECK
Hoist operational check (pilot and operator) CHECK
Do not restrict cable payout during this check. Fouling of the cable
CAUTION on the drum will result if this precaution is not followed.
Reel out approximately 25 feet (8 meters) or more of OPERATE HOIST

cable by using both the pendant and the pilot payout
controls. Do not exceed 15° cable deflection
FAA Approved
Reissue 3
10−40 Original
MD900 with PW 206A
Optional Equipment
Rescue Hoist
NOTE: The cable should be reeled out onto a smooth, clean surface, or payed out into
a drum. Exercise care to prevent kinking of the cable.
Reel in cable by using both the pendant and the pilot OPERATE HOIST
payout controls and verify hoist stops when hook
reaches upper limit without excess tension on cable.
Verify that pilot's pay out switch overrides hoist oper
ator's pendant control.
NOTE: It is important that the cable be reeled in with an even pull under a drag load of
10 to 20 lb (4.54 to 9.07 kg) so that it does not wrap loosely on the drum. A drag
load must be applied using a gloved hand or clean heavy cloth on the cable to
achieve tight, even layers on the drum.
Hoist arming switch OFF
Electrical Master Panel:
Power switch OFF
Hoist operation:
Hoist operator must wear appropriate safety gear, safety harness,

WARNING
and have voice communications with the pilot during hoist
operations.
NOTE: Operation of the pilot’s payout switch overrides the hoist operator.
Hoist arming switch ON
Stabilize the aircraft in a hover over area ESTABLISH
Cabin door (if closed) OPEN
Hoist operator select load mode 250 OR 600 LB
Payout control switch DOWN
NOTE: If possible, ensure that the helicopter has been electrically grounded prior to
attaching cargo to drain static electricity that can build up in flight.
Payout control switch UP
Maintain hover until load is inside the passenger cabin − unless

CAUTION safety or operational conditions dictate otherwise.
NOTE: Certain combinations of weight and cable length can cause a noticeable lateral
oscillation. If a lateral oscillation occurs, raise or lower the load to carefully
remove this condition.
FAA Approved
Reissue 3
Revision 4 10−41
Rescue Hoist
MOTOR
Ô CABLE PAYOUT DISPLAY
ÔÔ
Ô ÔÔ
UP FEET MOTOR
METERS
106 UP
Ô ÔÔ
WRN
6
LOAD MODE SELECT WRN 25
INDICATOR OFF
Ô ÔÔ
LIGHT 0 OFF 6
2 0 0
5 2 0
Ô ÔÔ
DN 0 5
HOIST LB DN 0
HOIST LB
PAYOUT EMERGENCY CABLE CUT

EMERGENCY CABLE CUT
DIRECTION/SPEED PUSHBUTTON SWITCH
CONTROL
CABLE
ICS CONTROL SWITCH
CUT
LATEST
CONFIGURATION
CABLE CUT
UP
H
O
I T/O
HOIST OPERATOR CONTROL S
PENDANT ASSEMBLY
DN T
PILOT'S PAYOUT TIMER
CONTROL SWITCH
COLLECTIVE CONTROL
MODULE (REF)
25 NOTE: LOCATIONS OF PILOT HOIST POWER SWITCH/ARMED LIGHT AND HOIST POWER
SWITCH/ARMED INDICATOR VARY WITH INSTALLED OPTIONS.
CABLE PAYOUT
METERS
BAGGAGE COMPARTMENT MOUNTED CIRCUIT
BREAKER PANEL
HOIST ARMING SWITCH
ON HOIST HOIST
HOIST CUT PWR
106
PWR
OFF
CABLE PAYOUT HOIST
FEET HOIST POWER SWITCH/ARMED RESCUE HOIST
INDICATOR CIRCUIT BREAKERS
LATEST CONFIGURATION
PILOT HOIST CONTROL HOIST ARMED LIGHT FM10-016
Figure 10−16. Rescue Hoist Controls

FAA Approved
Reissue 3
10−42 Original
MD900 with PW 206A
Optional Equipment
Rescue Hoist
PART V
PERFORMANCE DATA
Reduce hover gross weight capability 70 LB when hovering with

CAUTION rescue hoist installed.
Refer to Section V for hover performance data.
PART VI
Maximum operating and hoist load weights:

Maximum gross weight for hoist operations is 6500 LB including hoist load.
Maximum load on the hoist is 600 LB. This is a structural limit and does not
assure loading within approved limits. Maximum allowable hoist load changes
with gross weight and aircraft CG. Refer to Figure 10-17 to determine maximum
allowable hoist load.
STATION (ARM) MOMENT

ITEM WEIGHT
Lateral Longitudinal Lateral Longitudinal
Hoist installation 136.8 55.60 199.1 7611 27231

Hoist Load −−−−− 59.25 199.1 −−−−− −−−−−
Hoist lateral CG determination:

The following examples show a minimum crew of pilot and hoist operator. Notice
that in Example I, the helicopter is enroute (above 60 KIAS) and the hoist operator
is stationed in the left rear facing seat, thereby maintaining the lateral CG limit
of "2 IN.
In Example II, the helicopter is at the destination (below 60 KIAS) and the hoist
operator moves to the right of the aircraft cabin and stands on step.
Example III shows CG with a load on the hoist.
FAA Approved
Reissue 3
Original 10−43
Rescue Hoist
EXAMPLE I: Lateral CG Determination − Enroute (above 60 KIAS)

ITEM
Hoist Installation 136.8 55.60 7611
Pilot 200 15.85 3170
Hoist Operator (L/H seat) 200 -19.00 -3800
Fuel 700 0.00 0
Gross Weight 4509.6 8446
Calculation of Lateral CG:

CG at Gross Weight:

= = 1.90
Gross Weight 4509.6
EXAMPLE II: Lateral CG Determination − Destination (below 60 KIAS)

ITEM
Hoist Installation 136.8 55.60 7611
Pilot 200 15.85 3170
Hoist Operator (R/H step) 200 35.00 7000
Fuel 400 0.00 0
Gross Weight 4209.6 19246

CG at Gross Weight:

= = 4.60
Gross Weight 4209.6
FAA Approved
Reissue 3
10−44 Original
MD900 with PW 206A
Optional Equipment
Rescue Hoist
EXAMPLE III: Lateral CG Determination − With Hoist Load

ITEM
Basic Weight 3272.8 1465.0
Hoist Installation 136.8 55.60 7611.0
Pilot 200.0 15.85 3170.0
Hoist Operator (R/H step) 200.0 35.00 7000.0
Hoist load 250.0 59.25 14812.5
Fuel 400.0 0.00 0
Gross Weight 4409.6 34058.5

CG at Gross Weight:
Moment at Gross Weight 34058.5

= = 7.72
Gross Weight 4409.6
FAA Approved
Reissue 3
Original 10−45
Rescue Hoist
6500
100 LB
6400 200 LB
6300
300 LB
HELICOPTER GROSS WEIGHT (LB) - WITHOUT HOIST LOAD
6200 400 LB
6100
500 LB
6000
600 LB
5900
5800
5700 FOR USE BELOW
5600 60 KIAS ONLY
5500
5400 MAXIMUM
5300 HOIST LOAD
5200
5100
5000
4900
4800
4700
4600
4500
4400
4300
4200
4100
4000
3900
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0
HELICOPTER LATERAL STGATION CG (IN) - WITHOUT HOIST LOAD F92-178A
Figure 10−17. Allowable Rescue Hoist Loading Chart

Use of chart:
Use Figure 10-17 to determine the maximum hoist load for this operation.
Example:
Known:
From EXAMPLE II: lateral CG = 4.6 inches
gross weight = approximately 4210 LB.
Enter chart at the ``Helicopter Gross Weight Without Hoist Load'' scale at 4210
pounds and proceed horizontally to intersect with a line drawn vertically from
the ``Helicopter Lateral Station Without Hoist Load'' scale at 4.6 IN. Where the
two lines intersect is the allowable hoist load. For this example the allowable
hoist load is approximately 369 pounds.
FAA Approved
Reissue 3
10−46 Original
MD900 with PW 206A
Optional Equipment
Rescue Hoist
PART VII
SYSTEM DESCRIPTION
The hoist assembly consists of a cable drum that holds 245 feet (75.7 meters) of
3/16” in. (5 millimeter) spin resistant cable, a fail safe load brake, 28 VDC electric
motor, limit switches coupled to the cable drum to control fully-extended and inter
mediate cable positions, and redundant switches. The hoist installation is mounted
to the airframe by a support tube and strut assembly (Ref. Figure 10-18).
Hoist speed control is accomplished by a command applied to either the variable
speed switch on the hoist operator's control pendant or the constant speed switch
located on the collective control module. With the load selection switch set at 250,
cable speed is 225 feet (68.5 meters) per minute. With the load selection switch
set at 600, cable speed is 100 feet (30.5 meters) per minute (Ref. Figure 10-16).
If the load select switch is set at 250 and the hoist load is above 250 LB, a flashing
warning light will illuminate and the hoist speed will automatically be reduced
to 100 feet (30.5 meters) per minute.
The controller also passes cable position information from the hoist. This position
information is absolute and will continue to provide cable position information if
power is interrupted.
The pilot's payout switch overrides the hoist operator. When the pilot operates the
payout switch, the hoist is automatically set to the 600 LB 100 feet (30.5 meters)
per minute mode.
Additional information pertaining to the hoist installation may be found in the
Breeze-Eastern Corp. manual TD-92-015.
FAA Approved
Reissue 3
Original 10−47
Rescue Hoist
HOIST ASSEMBLY
(FAIRING REMOVED) VARIABLE SPEED
CONTROLLER
É
HOOK
CONTROL
PENDANT
MID SKID GUARD
HOIST SUPPORT ASSEMBLY ROTATED

FAIRING
HAND HOLD
(OPTIONAL)
SUPPORT
TUBE
15°
15°
WHITE WHITE STRUT

STRIPE STRIPE
INBOARD
AFT SKID TUBE
COVER FWD SKID TUBE
MID SKID AFT
GUARD COVER
F92−177A
Figure 10−18. Rescue Hoist Installation

FAA Approved
Reissue 3
10−48 Original
MD900 with PW 206A
Optional Equipment
Rescue Hoist
PART VIII
Table 10−6. Servicing Materials

Hoist assembly:
MIL-L-7808 Stauffer Jet I Stauffer Chemical Co.
380 Madison Avenue
New York, NY 10017
American PQ American Oil and
Lubricant 6899 Supply Co.
Mobil Avrex S Mobil Oil Co.
Turbo 256
Brayco 880H Bray Oil Co
1925 Marianna Street
Los Angeles, CA 90032
Exxon Turbo Exxon Co.
Oil 2389
FAA Approved
Reissue 3
Original 10−49
Rescue Hoist
FAA Approved
Reissue 3
10−50 Original
Dash 111/117 IIDS
10−11. OPERATING INFORMATION: −111/−117 IIDS OPTION
PART I
GENERAL
The -111 and -117 IIDS option allow for increased OEI torque limits.
NOTE: The −117 IIDS replaces the −111 IIDS following completion of SB 900−081R1 or
later.
PART II
LIMITATIONS
OEI limits:
Maximum continuous: 124%
2.5 minute: 125% to 130%
Torque greater than 130%: NOT ALLOWED
TORQUE
>130%
>124%
>122%
EEC
MAN
FAIL
F90−175
Figure 10−19. OEI Engine Torque Display
FAA Approved
Reissue 3 10−51
Original
Dash 111/117 IIDS
PART V
PERFORMANCE DATA
20000
19000
18000
17000
16000
-36°C OAT°C
15000
-30°C
14000
13000 -20°C
12000
11000 -10°C
10000
0°C
9000
8000 10°C
7000
20°C
6000
30°C
5000
4000
40°C
3000
2000
1000 MAXIMUM
OAT LIMIT 50°C
0
-600 -500 -400 -300 -200 -100 0 100 200 300 400 500 600
F90-180
Figure 10−20. Single Engine Rate of Climb and Descent at VY, OEI MCP
FAA Approved
10−52 Reissue 3
Original
Fire Extinguishing System
10−12. OPERATING INSTRUCTIONS: FIRE EXTINGUISHING SYSTEM
PART I
GENERAL
The fire extinguishing system provides a means for the pilot to direct a charge
of fire extinguishing agent into the designated fire zone of each engine. There is
no fire extinguishing system for the transmission area.
PART II
LIMITATIONS
No change
PART III
Refer to Section III, paragraph for fire emergencies.
EXTINGUISHER PRESSURE LOW
Indications: EXTNGSHR PRESS LO message on IIDS alphanumeric display
Conditions: Low pressure in Halon containers
Procedures: Advise maintenance
FAA Approved
Reissue 3 10−53
Original
PART IV
NORMAL PROCEDURES
No change.
PART V
PERFORMANCE DATA
No change.
PART VII
SYSTEM DESCRIPTION
The fire extinguishing system (Ref. Figure 10-21) contains two individual hermeti
cally sealed pressurized spherical containers (bottles) that are filled with 60 cubic
inches of CF3 BR (Bromotrifluoromethane), also known as Halon 1301, and pressur
ized with nitrogen gas to an internal pressure of 700 PSIG. Each bottle serves as
the primary bottle for its appropriate side engine.
Each bottle is equipped with dual outlet ports, a pressure gauge with electrical
low pressure warning signal to IIDS, filler port and thermal relief valve. The outlets
ports are fitted with electrically discharged explosive squibs. The fire extinguisher
cartridges are armed and ready for firing when the fuel shutoff valves are placed
in the OFF (closed) position. The bottles are discharged when the BOTTLE DIS
CHARGE switch is momentarily placed in the PRI (primary) or ALT (alternate)
position.
The BOTTLE DISCHARGE switch is a momentary type, three position switch located
between the left and right fuel shutoff valves on the cockpit FUEL SYSTEM panel.
Placing a fuel shutoff valve OFF arms the fire extinguishing system for that engine
and selection of PRI discharges its primary bottle. Selection of ALT discharges the
second bottle onto the same engine.
FAA Approved
10−54 Reissue 3
Original
PRESSURE GAUGE
FILLER PORT
(RED PORT)
PRIMARY
CARTRIDGE (BLUE PORT)
ALTERNATE
CARTRIDGE
DISCHARGE TUBE
DISCHARGE TUBE
DISTRIBUTION TUBE
RIGHT SIDE
REF
FIRE BOTTLE
ENGINE DECK
ASSEMBLY
DISTRIBUTION TUBE
LEFT SIDE
OUTLET
PORT OUTLET
CROSS FLOW
TUBES PORT
FUEL SYSTEM
L BOOST CROSS FEED R BOOST
ON ON ON FIRE EXTINGUISHER
OFF OFF OFF
BOTTLE DISCHARGE
SWITCH
FUEL SHUTOFF
BOTTLE
DISCHARGE
PRI
O
F
F
ALT
LEFT OFF RIGHT OFF
F90−126
Figure 10−21. Fire Extinguishing System
FAA Approved
Reissue 3 10−55
Original
FAA Approved
10−56 Reissue 3
Original
Smoke Detector
10−13. OPERATING INSTRUCTIONS: SMOKE DETECTOR
PART I
GENERAL
No change.
PART II
LIMITATIONS
No change.
PART III
CARGO COMPARTMENT FIRE/SMOKE

Indications: Smoke detector warning tone in headset.
Procedures:




Power switch OFF
Procedures:

AC/VENT switch VENT LOW OR VENT HIGH
Cockpit door vents OPEN
Land immediately
FAA Approved
Reissue 3
Original 10−57
Smoke Detector

After landing:
Power switch OFF
PART IV
NORMAL PROCEDURES
PRE FLIGHT CHECKS: ELECTRICAL POWER ON
Baggage compartment:
Circuit breaker panel cover REMOVE

SMOKE DET press-to-test button PRESS

Listen for smoke detector warning tone in CHECK
headset.
NOTE: A second crew member is required to perform this check.

Circuit breaker panel cover REPLACE
SMOKE
RH REAR FUSELAGE DETECTOR BAGGAGE COMPARTMENT
SHELL ASSEMBLY CIRCUIT BREAKER PANEL
HDG SAS/AP ADF

26 VAC BUS
RIGHT AVIONICS BUS
ADF1 FM FM1 FM2 FM3

CTRL RT RT RT
DME STORM CAMERA NAV 1 RMI

SCOPE
PRESS TO
TEST
SMOKE
DET
F927−118
Figure 10−22. Smoke Detector and Press−To−Test Switch Location.
FAA Approved
Reissue 3
10−58 Original
Smoke Detector
PART V
PERFORMANCE DATA
No change.
PART VII
SYSTEM DESCRIPTION
The smoke detector is a photoelectric device specifically developed for aircraft cargo
bay applications and is located on the upper right hand wall of the baggage compart
ment adjacent to the baggage compartment door. The detector incorporates specific
design features that virtually eliminate the reliability problems typically associated
with aircraft smoke detectors. The detector is a dual-channel, ratio-comparing de
vice in which one channel detects the presence of smoke and the second channel
serves as a reference. By comparing smoke and reference ratios, the detector is
able to operate reliably despite dust, moisture, temperature changes, and aging.
The detector provides an alarm signal (sweeping tone) to the aircraft ICS system
when the output from the smoke channel exceeds a predetermined ratio to the output
from the reference channel. The warning tone is heard through the headset. A test
input activates a complete through-the-lens check of electronic and optical func
tions. The press-to-test button is located on the lower right hand corner of the
right avionics bus.
The smoke detector system receives power from the battery bus and is protected
by a 5 amp. circuit breaker.
FAA Approved
Reissue 3
Original 10−59
Smoke Detector
FAA Approved
Reissue 3
10−60 Original

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CSP−900RFM206A−1

Model MD900 with PW 206A

Original Approval Date: 2 December 1994

Copyright E 1999-2012 by MD Helicopters, Inc.

Manual: CSP-900RFM206A-1, Rotorcraft Flight Manual

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LOG OF REVISIONS BY DATE

Revision 6 . . . . . . 10 July 1996 Revision 5 . . . . . . 20 February 2008

European Aviation Safety Agency Approved Rotorcraft

Log of EASA Revisions By Date

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Joint Aviation Authorities (JAA):

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Section III − Emergency and Malfunction Procedures

Section IV − Normal Procedures

Section V − Performance Data

Section VI − Weight and Balance Data

Section VII − Systems Description

Section VIII − Handling, Servicing, and Maintenance

Section IX − Additional Operations and Performance Data

Section X − Optional Equipment

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NOTE: Revisions are listed below by number with appropriate remarks.

Section II pages marked [C]* indicate FAA approved color pages.

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

I 1-i -------- Reissue 3 Original

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

II 2-i Reissue 3 Original --------

III 3-i Reissue 3 Original --------

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

IV 4-i Reissue 3 Revision 4 --------

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

V 5-i Reissue 3 Original --------

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

VI 6-i -------- Reissue 3 Original

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

VII 7-i -------- Reissue 3 Original

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

VIII 8-i -------- Reissue 3 Original

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

IX 9-i -------- Reissue 3 Revision 4

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

X 10-i Reissue 3 Revision 2 --------

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

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This manual is organized in the following manner:

SECTION III - EMERGENCY AND MALFUNCTION PROCEDURES