SEER REE EEE Ss C470): ye) The JetRanger Ill is a single engine, utility helicopter designed to takeoff and land on any reasonably level terrain. The standard configuration provides for one pilot and four Passengers. The fuselage consists of the forward section, intermediate or transition section, cowling Section, and the aft or tailboom section. The airframe forward section consists primarily of aluminum honeycomb structure, which provides maximum strength to weight ri transparent tinted plastic enclosure which constitutes the and door panels. The aft portion of the Passenger compartment contains 8pproximately 40 cubic feet for the carriage of passengers or cargo. The aft doors may also be removed to permit carrying long through loads. An additional 16 cubic foot ba: Je compartment is located aft of the passenger compartment where an additional ‘256 pounus of baggage or cargo can be carried. A single compartment, 91 gallon, bladder fuel cell is located-below ‘and behind the el, passengers, and/or cargo are located under the main rotor to minimize center of gravity travel. The main rotor blades are all metal construction and individually interchangeable. The tail rotor is @ semirigid, seesaw type with two blades, each of which is connected to a common yoke by means of two bearings and bolts. The JetRanger Ill is powered by | 420 Shaft horsepower, Model 250-C20J, turboshaft engine manufactured by the Allison Division of General Motors Corporation that has been derated to 397 shatt horsepower for takeoff and 270 shaft horsepower for continuous Operation. 1-1 |‘TAILBOOM SECTION COWLING SECTION INTERMEDIATE SECTION FORWARD SECTION Figure 1-1. JetRanger Ill Helicopter 1-2Vertical fin Horizontal stabilizer Engine oil tank ‘Swashplate crive link Cyclic and collective servo actuators Pitot tube Static port Pilot's station Fuel tank filler 10. Battery 11. Hydraulic pump and reservoir 12, Transmission assembly PON og aeNs Bese SEE EE kb ef ba me mw 13, Engine 14. Tail rotor drive shatt 15. Tail rotor gearbox 16. Tail skid 17, Passenger station 18. Engine oll cooler 19. Oil cooler blower 20. Tailboom attachment access panel 21, Fuel shutoff valve access panel 22. Anticollision beacon 23. Freewheeling unit 24, Fuel sump drain switch Figure 1-2. Helicopter Components 13caer iver sre Fa" vier Marea 0 + Measurement is taken with main rotor blade raised agalnat the dyeamie flap reotraint, sesso | Figure 1-3. Principal Dimensions 44GENERAL DATA TABLE 206B3 ENGINE Model Number Manufacturer TORQUE vs HORSEPOWER Maximum continuous power Takeoff Power (five minute limit) Transient (maximum 5 seconds) AIRSPEED LIMITATIONS (INDICATED) Vne with less than 3,000 pounds gross weight Vne with more than 3,000 pounds gross weight itspeed for autototation ith aft door(s) OFF ith front door(s) OFF Maximum airspeed at 85 to 100% torque RECOMMENDED AIRSPEEDS (INDICATED) Minimum rate of descent um glide distance Hydraulic failure MAXIMUM ALTITUDE Less than 3,000 pounds gross weight ‘Over 3,000 pounds gross weight WEIGHTS Average empty w Maximum gross weight (internal) Maximum gross weight (external) Cargo hook rated capacity Standard fixed floats 250-C20J Allison Gas Turbine Division of GMC 85%torque/270 shaft horsepower 100% torque/317 shaft horsepower 110%torque/348 shaft horsepower 130 knots (150 mph) 122 knots (140 mph) 100 knots (115 mph) 87 knots (100 mph) 69 knots (80 mph) 80 knots (92 mph) 52 knots (60 mph) 69 knots (80 mph) 50 - 60 knots (57 - 69 mph) 61 - 69 knots (70 - 80 mph) 20,000 feet pressure altitude 13,500 feet density altitude 1,604 pounds 3,200 pounds 3,350 pounds 1,500 pounds 3,000 pounds 15GENERAL DATA TABLE 206B3 (CONT) FUELS Maximum capacity (SN 3567 and subsequent) ASTM Type Jet B (JP-4) All temperatures ASTM Type Jet A or A-1 (JP-5) Above 0°F (-17,8°C) Use a mixture of 80/87 AVGAS and ASTM Type Jet A and A-1 Below O°F (-17.8°¢) Alternate mixture 100 low lead (300 hours between overhauls) (Refer to BHT-20683-FMS-27) APPROVED LUBRICANTS Engine and power train gear case olls must conform to MIL-L-7808, MIL-L-23699, or DOD-L-857341AS) specifications. The same group number oll used must be used Hydraulic System MIL-H-5606, 1 pint in reservoir 1 pint in system General purpose grease MIL-G-81322 MAIN ROTOR Number of blades 2 Diameter 33 feet 4 inches Chord 13 inches Twist -10 degrees Engine to rotor gear ratio 15.228 to 1 RPM at 100% ~w395" TAIL ROTOR Number of blades 2 Diameter 5 feet 5 inches 7 Chord 5.27 inches Twist O degrees RPM at 100% AIRFRAME Overall length 39 feet 1 inch Overall height 9 feet 7.5 inches Tread at 3,200 Pounds gross weight 6 feet 3.5 inches 1-6GENERAL DATA TABLE 20683 (CONT) iO AREA A length 39 inches at floor ievel 46.75 inches t (maximum) 34.25 inches O DOOR OPENING t 35.75 inches » 35.00 inches O AREA VOLUME ‘argo area 40 cubic fect ; ge compartment 16 cubic feet NotesSection 2 CREW COMPARTMENT The pilot’s station is situated on the right side of the crew compartment. The left side can accommodate a passenger, or a copilot if the dual controls are installed. The instrument panel is mounted on a central pedestal in front of the two crow seats, and is tilted upward at a five degree angle for maximum ifity. The flight instruments are located on the right side of thi panel, and the system instruments are in located in two rows to the left of the flight instruments. The caution and warning lights are mounted just below the glareshield in a narrow band across the top of the instrument panel, ‘The pedestal extends from the instrument panel downward and between the seats to form a console for radios and miscellaneous controls. The overhead console is centrally positioned just aft of the windshiolds on the ceiling and contains all the circuit breakers and most of the electrical switches. INSTRUMENT SYSTEM The instrument system is divided into four separate categories: flight, navigation, Propulsion, and miscellaneous. All indicators are installed in the hinged instrument panel except the pilot’s standby compass, hour meter, and free air tamperature indicator. The pilot’s standby compass is mounted in a support attached to the right side of the cabin structure slightly forward of the instrument panel. The hour meter is located in the nose compartment of the aircraft. The free air temperature indicator is mounted in the upper left corner of the pilot's windshield. ‘The flight instrument system includes the pitot/static system and the following instruments and panels: a, Airspeed indicator. b. Altimeter. ¢. Inclinometer. 4. Airspeed limitation panel. ‘The navigation instrument system consists of the pilot's standby magnetic compass; but depending on the kit installation, may include others. 21TE fa ween coronal tao [rare] The Standard JetRanger instrument panel and radio pedestal Figure 2-1. Instrument Panel (typical) ‘The propulsion instrument system includes the following: a. Dual rotor and N2 tachometer indicator. ¢. Engine oil temperature/pressure indicator. &. NI gas producer tachometer indicator. __f. Fuel quantity indicator 4g. Transmission oil temperature/pressure indicator. h. Turbine outlet temperature indicator, b, Fuel pressure indicator. d. Engine torquemeter. 22‘The miscellaneous instrument system includes the following: Fiss U pesnsneinene' ct i a. Hour meter. b - b. Eight day clock. : iy ! ©. Free air temperature indicator. “> Pee eee eet d. Loadmeter indicator. PITOT/STATIC SYSTEM The pitot tube, which is mounted on the most forward part of the cabin nose structure just to the right of the helicopter centerline, supplies impact air to the airspeed indicator. Static air pressure for instrument operation is obtained from two static vents located on the left and right panels aft of the lower, cabin window. 1, Pitot tube 12. Torque pressure disconnect 1 2. Phot Tube isconnest 418. Tranamanon of dncomer j 3. Tee fitting 14, Static vent 4 Sto wont tee 1S. State vent ee fei 16 at on prs st @ 8. Atimeter irspeed indicator 8. Torquemeter 9. Engine oil indicator 10, Transmission oil indisator 11. Engine oil pressure disconnect Figure 2-2, Pitot/Static System aFLIGHT INSTRUMENTS AIRSPEED INDICATOR INCLINOMETER. ® ‘The airspeed indicator is a standard pitot/static instrument that provides airspeed reading in miles and knots per hour by measuring the difference between the impact air pressure from the pitot tube and the static air pressure from the static vents. The altimeter provides a direct reading of helicopter height in feet above sea level. It is connected to the static air system to sense atmospheric pressure. An external adjustment knob is provided to compensate for variations in prevailing barometric pressure. ‘The inclinometer is a simple instrument that consists of a curved glass tube, ball, and dampening fluid. The ball indicates when the helicopter is either in a turn or straight and level flight. If the helicopter is yawing or slipping, the ball will move off center. NAVIGATION INSTRUMENT STANDBY MAGNETIC COMPASS 24 ‘The magnetic compass is a standard, nonstabilized, magnetic type instrument mounted on a support which is attached to the right side of the forward cabin. The compass is used in conjunction with the compass correction card that is located below it.PROPULSION INSTRUMENTS DUAL TACHOMETER The dual tachometer, which indicates in percent, furnishes both rotor and power turbine rpm information. It is powered by both the rotor and power turbine tachometer generators. These generators are.self-generating and are‘not-conneetéd'to"tho-electrical:system. During normial’operation, both the rotor rpm and power turbine rpm indicator needles are synchronized and in the-green“arc. ‘The gas producer tachometer, which reads in percent, provides gas producer rpm information. The smaller, inner scale reads in 1% increments and the outer, larger one in 2% increments. This instru- ment is powered by the gas producer tachometer generator. It is self-generating and is;notconnected:to:the:electrical:system: ‘The engine oil temperature/pressure indicator is a dual instrument that provides temperature indications in degrees Celsius. The pres- sure side of the instrument is part of the piping installation that provides direct (wetifine} readings to the indicator, and it is pre- calibrated in pounds per square inch against a standard. Calibration of the system is not required with installation. However, if air is lowed to enter the pressure lines, bleeding of the pressure gauge lines is required. TRANSMISSION OIL TEMPERATURE/PRESSURE INDICATOR The transmission oil temperature/pressure indicator is a dual instru- ment that provides temperature indications in degrees Celsius. The pressure side of the instrument is part of the piping installation which provides direct {wéfiliié)'readings to the indicator, and it is precalibrated in pounds per square inch against a standard. Calibra- tion of the system is not required with installation. However, if air is allowed to enter the pressure lines, bleeding of the pressure gauge lines is required. 25FUEL QUANTITY INDICATOR ‘The fuel quantity indicator is located in the instrument panel and is calibrated in gallons. It is part of a circuit which includes two fuel level transmitters (tesistive:floatvelements), and two variable calibration resistors and terminal blocks. The two, fuel level trans- mitters are mounted in the fuel tank. One monitors the fuel level up to the horizontal surface of the tank under the aft passengor and the other monitors the fuel level in the upper part of the tank. As the floats up or down, resistance is raised or lowered causing a deflection of the pointer to indicate the fuel level. FUEL PRESSURE INDICATOR The fuel pressure indicator is part of a dual instrument that provides both loadmeter and aircraft fuel pump pressure indications. Electri- cal circuitry is provided from the fuel pressure transmitter to the indicator. The use of turbine fuel Type A or Az1, or JP-5 is limited to ambient temperatures of “178°C {0°F) and above. However, with the cali- brated marking on the gage at 8 psi, type A, A-1, JP-5 fuel, or any mixture containing one of these may be used to -32°C (-25°F), ENGINE TORQUEMETER ‘The engine torquemeter, which is calibrated in percent, is part of the piping circuit which continues to the engine accessory drive gearbox (forward side of engine). It provides direct oll pressure readings (wet'line) from the torquemeter sensor to the gage. Calibration of the system is not required with installation. However, if air is allowed to enter the pressure lines, bleeding of the pressure gauge lines is required. TURBINE OUTLET TEMPERATURE INDICATOR The turbine outlet temperature indicator receives temperature indica- tions from four thermocouples mounted between the N1 and N2 turbines. It is graduated in degrees Celsius, and electrical power is supplied from the 28 Vde bus through the TOT circuit breaker. A 1g light is incorporated on the face of the indicator; and if 1d temperature limits are exceeded, the light will illuminate. 26 | | = mm alMISCELLANEOUS INSTRUMENTS LOADMETER The dc loadmeter measures and indicates ampreage output of the generator in percent. It is part of a dual instrument that provides both loadmeter and fuel pressure indications. The engine hour meter is mounted in the nose compartment on the aft bulkhead behind the battery. The clock mechanism is calibrated in hours and registers The free air temperature indicator is mounted at the top of the right windshield just to the right of the center post. The probe portion is exposed to outside temperatures through the windshield and is pro- tected by a sun guard. The indicator provides a direct reading of the outside air temperature in both degrees Fahrenheit and Celsius. The 8 day clock has a sweep-second pointer. A control knob located on the case is used to wind it or to change the hour. 27CAUTION AND WARNING SYSTEMS The caution and warning systems consist of the segmented caution lights located across the top of the instrument panel and their respective sensing devices. A caution light test switch allows for testing of the caution lights. A bright/dim switch (located on an edge lit panel of the instrument pedestal) in conjunction with the INST LT control varies the inten- sity of the caution lights. Also, an ENG OUT warning horn is located on the overhead console. CAUTION PANEL AE FOEL FUTER [ame [ome [ome [ore [rmru [rane rae ee ed BATTERY TENE Figure 2-3. Caution Panel Segments DEFINITIONS LAND Land without delay at the nearest and landing is reasonably assured. LAND ASISOOW!ASIPRACTICAL ~ The landing site and duration of flight are at the discretion of the pilot. Extended flight beyond the nearest approved landing area is not recommended. ENGINE OUT The engine out warning system provides both visual and audible indications of an engine ‘out condition. It includes the ENG OUT warning light located on the caution panel, the engine out warning alarm located on the overhead console, and the engine rpm sensor located on the equipment shelf forward of the instrument panel. e., open field) at which a safe approach NotesThe low rotor rpm caution system provides both visual and audible indications of a low rotor rpm condition. It includes the ROTOR LOW RPM caution light located on the instru- ment panel, the rotor rpm warning alarm installed on right side plastic headliner, and the rotor rpm sensor located on the equipment shelf forward of the instrument panel. Notes RPM WARNING HORN MUTING SYSTEM The rpm warning horn muting system disables the warning horns when the pilot activates @ pushbutton switch mounted on the instrument panel. The rpm warning horns are automatically reset when operational limits are attained. Notes TRANSMISSION OIL PRESSURE : The transmission oil pressure caution system includes the TRANS OIL PRESS caution light and an oil pressure switch. The pressure switch, which is installed in the trans- mission oil pressure line to the indicator, serves to activate a TRANS OIL PRESS caution light on the cation panel to advise the pilot of low oil pressure. Notes TRANSMISSION OIL TEMPERATURE The transmission oil temperature switch, which is located next to the temperature bulb on the transmission oil filter assembly, closes when the temperature of the oil rises above and the light illuminates. Notes 29BATTERY TEMP The battery temperature sensing system includes the BATTERY TEMP caution light, over- temp sensing module, and related wiring. The battery temp light illuminate: battery case temperature of 130°F (54.4°C). When the light illuminate: copsnsamcanitn a: engaged’ from the elect I system to allow the case temperature ct se 130°F (54.4°C). Notes BATTERY HOT The battery hot warning system includes the BATTERY HOT warning light and battery overtemp sensor module. The battery hot switch is activated when the battery case temperature of 140°F (60°C) is reached, and the light illuminates. Notes ENGINE CHIP DETECTOR The engine chip detector caution system includes the ENG CHIP caution light, two engine furnished magnetic drain plug/chip detectors, and related wiring. If metal particles are found in the oil, the magnets attract them; and when there are sufficient metal particles on the probe tip(s) to complete the circuit, the ENG CHIP caution light illuminates. TRANSMISSION CHIP DETECTOR The transmission chip detector caution system includes the TRANS CHIP caution light, two or three transmission chip detectors, and related wiring. If metal particles are found in the oil, the magnets attract them; and when there are sufficient metal particles on the probe tip(s) to complete the circuit, the TRANS CHIP caution light illuminates. TAIL ROTOR GEARBOX CHIP DETECTOR The tail rotor gearbox chip detector caution system includes the T/R CHIP caution light, tail rotor gearbox chip detector, and related wiring. If metal particles are found in the oil, the magnet attracts them; and when there are sufficient metal particles on the probe tip(s) to complete the circuit, the T/R CHIP caution light illuminates. Notes 2-10 HSEEETERPEEEREEEREEEESFUEL PUMP A pressure sensitive switch is mounted in the outlet port of each fuel boost pump (for- ward and aft). If the pressure at the outlet drops to 4.0 + 0.5 psi due to pump failure, the switch closes. This closing of the switch completes the electrical circuit to the FUEL PUMP segment on the caution panel, and the light illuminates. Notes pf FUEL FILTER The airframe fuel fliter limpending bypass) switch is part of the engine inlet fuel filter assembly. The switch is pressure operated and is connected to the A/F FUEL FILTER cau- tion light. If the filter element becomes too clogged to allow normal fuel flow, the bypass valve opens and allows fuel to circumvent the filter. The impending bypass switch closes prior to bypass occurring, and the caution light illuminates. The circuit incorporates a Press to test button on the filter assembly, and depressing the button will illuminate the caution light to verify circuit integrity. Notes FUEL FILTER (If installed) The filter pressure switch, which is part of the engine fuel filter assembly, is pressure Operated and connected to the fuel filter caution light. If the fuel filter pressure drops below safe operating limits due to a clogged filter, the switch closes and the fuel filter caution light illuminates. Notes FUEL LOW FUEL LOW Effective helicopter S/N 4110 and prior, approximately 20 gallons of fuel remains, Effective helicopter S/N 4111 and subsequent, approximately 17 gallons of fuol remai Notes 2411FUEL VALVE The fuel shutoff valve, located above the aft fuel cell on the right side of the helicopter, is an electrically operated, motor driven valve; and it provides a means of shutting off fuel to the engine. It is controlled by the FUEL VALVE switch located in the lower right- hand side of the instrument panel. On helicopters serial number 3567 and subsequent the switches are marked ENGINE ANTI-ICING and HYDRAULIC SYSTEM. Prior to this, switches are marked ENGINE DE-ICING and CONTROL BOOST. MISCELLANEOUS CONTROL PANEL BRT ON O99 OFF CAUTION ENGINE HYDRAULIC LIGHTS. ANTEICING "SYSTEM. Figure 2-4. Miscellaneous Control Panel BRIGHT/DIM SWITCH When the INST LT rheostat is turned ON, the caution panel lights can be dimly or brightly illuminated by positioning the bright/dim switch momentarily to the BRIGHT or DIM posi- tion. The caution lights will remain at the intensity selected until the INST LT rheostat is turned off or another position is selected. Effective helicopter S/N 4128 and prior: For daylight operations, ensure the INST LT switch (rheostat) is OFF. If the INST LT switch is on, the caution lights can be dimmed and may not be visible. Effective helicopter S/N 4129 and subsequent: When the INST LT switch (rheostat) is turned ON and the caution light selector positioned to DIM, the caution lights are dimmed to a fixed intensity and cannot be adjusted by the INST LT switch. ENGINE ANTI-ICE SYSTEM The anti-ice motor is powered from the 28 Vdc essential bus through the ENG ANTI-ICE circuit breaker and the ENGINE ANTI-ICE switch. When the anti-ice is selected, hot air passes from the compressor diffuser through the anti-ice valve to the engine inlet housing. This hot air aids in preventing ice formation on the hollow inlet guide vanes. Power is only provided to the solenoid when it is positioned to ON. If the-electrical system-fails, the anti-icing valve will remain in the position selected:at the time of failure. 2412 PEPE REE REEEEEEEEIELHYDRAULIC SYSTEM SWITCH The hydraulic system switch controls the operation of the hydraulic bypass solenoid. The solenoid is normally open when de-energized. Therefore, the switch provides power to the solenoid in the OFF position only; and the system is considered LIGHTING SYSTEM The lighting system consists of equipment for the illumination of the instruments and ‘switches, and the operation of the interior/ exterior and landing lights as follows: Two edge or integrally lit control panels located on the instrument panel. One integrally lit control panel located in the forward section of the overhead console, and it contains: Contro! switches The INST LT rheostat controls a transistor- ized dimming circuit through a range of 5 to 28 Vdc. One cockpit light, located on control post or below the pilot's seat at the centerline of the helicopter. One forward and one, downward looking landing light, controlled by separate relays. A double-pole, double-throw switch on the collective stick grip selec- tively energizes the relays. An option of both landing lights ON or forward landing light ON only is available. The lights are Mounted on brackets, located on center- line, down and forward from the instru- ‘ment panel. A metal enclosure around lights shields cockpit from glare. 886 65 INTEGRALLY UT PANEL Exterior lights One position light is located on each hori- zontal stabilizer tip, and a tail light is installed on the most aft limit of the tailboom. Figure 2-5. Overhead Console A flashing anticollision light (strobe light assembly) is mounted on top of the vertical fin. All lighting circuits are connected to the 28 volt bus. The circuit breakers for each system are located in the overhead console. 213CYCLIC SWITCHES Two switches are mounted on the cyclic grip. The intercom system (ICS) button is a thumb operated switch located at the top of the grip (1). The radio transmit switch Is located on the front of the grip and can be activated with the index finger (2). Blesces Figure 2-6. Cyclic Control COLLECTIVE STICK The pilot’s collective pitch control is installed to the left of the pilot’s seat, and it extends up and forward through a flexible boot. It incorporates a twist grip type power control for positive engine operation in cutoff, flight idie, and full open position. Switches are installed on top of the stick for engine start, governor rpm, landing lights, and idle stop release. GOVERNOR RPM SWITCH AND ACTUATOR ‘The governor actuator located on the forward left side of the engine is a reversible motor that provides an increase or decrease of the governor setting, and it is controlled by the GOV RPM switch on the collective The GOV RPM increase/decrease switch is a spring-loaded, momentary contact switch ‘that enables the pilot to change the governor rpm actuator setting. When the switch is in the INCR position, the actuator motor moves the arm and the rpm increases. Conversely, when the switch in the DECR position, the actuator motor moves the arm in the opposite direction and decreases the rpm. With the switch in the normal position, the circuit is de-energized. 2141. Landing light switch 2. Governor control switch 3. Starter Button 4, Idle stop release button 5. 6, - Throttle . Collective friction knob Figure 2-6. Collective Control Head 1. Pedal assembly 2. Pedal adjuster assembly Figure 2-7. Pedals and Pedal Adjuster TAIL ROTOR PEDALS AND ADJUSTER The pedal assembly provides a means for the pilot to contro! the tail rotor assembly. The pedals can be positioned by means of the pedal adjuster, 215RAM AIR SvsTEM. HELICOPTER S/W 2489 AND SUBSEQUENT Figure 4-5. Ventilation System VENTILATION SYSTEM Air for cabin ventilation is obtained by opening the sliding windows in each of the entrance doors. Additional ventilation to the cockpit may be obtained through the ram air grills located on the nose of the helicopter by pulling out on the VENT control knob and positioning the DEFOG BLOWER switch on the overhead console to the ON position. RAM AIR SYSTEM When the VENT control knob below the instrument panel is pulled out, ambient ram air will be forced into the air intake grills and directed through the plenum and turn vane. The turn vane incorporates a flapper valve assembly which is open or closed by use of the VENT control knob through the control cable. DEFOG SYSTEM ‘Two electrically driven axial flow blowers are installed in the inlet end of the defroster nozzles. The blowers are controlled by the DEFOG BLOWER circuit breaker/switch on the forward end of the overhead console. The defog system is primarily used for ventilation and defogging during ground operation of the helicopter. When the system is used for ion or defogging, it is recommended that’both| VENT control knobs be*pulled/out™ SEATING Beginning with helicopter serial numbers 2212 through 3121, ach seat was equipped 2-16a os nea om with a frame bottom cushion, back cushion, and lap safety belt. Effective with helicopter serial number 3122 and subsequent, each seat is equipped with frame bottom cushion, back cushion, lap belt, shoulder harness, and inertia reel. Current seat base structure for the pilot and copilot/passenger is constructed integral to the airframe. Seat bases are aluminum honeycomb panels and the seat back is part of the cabin bulkhead. The left ‘seat converts from passenger seat to copilot seat with the dual contro! kit installed. ‘The aft compartment provides seating for three passengers or with the seats removed space for cargo. The seat support is constructed of aluminum honeycomb panels and covers the forward portion of the fuel cell. RESTRAINT ASSEMBLIES Beginning with helicopter serial no. 2212 through 3121, each seat was equipped with a lap type safety belt anchored to the structure at each side of the seat. A personnel restraint kit is currently available as an option for those pilot and copilot seats. With helicopters serial no. 3122 and subsequent, each pilot and passenger seat is equipped with lap belt, shoulder harness, and inertia reel. An inertia reel is also provided that is capable of retracting 22 inches of webb belt and that has an antirecoil lock feature. INERTIA REEL INSPECTION Inspect inertia reel for damage and smoothness of operation. Inspect shoulder harness and seat belt for fraying, wear, and loose stitching. Inspect buckle for proper operation. Se Replace unserviceable items. CHECKLIST, AND AIRWORTHINESS AND REGISTRATION CERTIFICATE CASE The pilot's checklist, used for operation of the helicopter, is located in.the crew cabin. The airworthiness and registration certificate case is riveted to the right forward side of the instrument panel console. The certificate is required to be carried at all times. FIRE EXTINGUISHER Beginning with helicopter serial no. 2212 through 3566, the fire extinguisher was install- ed on the console immediately forward of the pilot's seat. It is hand operated and is mounted to the structure in a bracket with a quick release band clamp. With helicopter serial no. 3567 and subsequent, the fire extinguisher is installed on the forward side of the control column above the pilot’s seat back, and it is retained in the mounting bracket by means of a quick opening latch. The fire extinguisher consists of two major parts. The operating head embodies a discharge nozzle, operating lever, safety catch, and a red discharge indicator disc. The body of the extinguisher, which incorporates a pressure gage, is the agent container. The fire fighting agent is BROMOCHLORIDIFLUOROMETHANE (BCF), a vaporizing liquid. The extinguisher is rechargeable at the factory, and replacement cylinders are available. 217Operation 1, Remove fire extinguisher from mounting bracket. 2. Unlock safety catch on fire extinguisher handle. 3, Aim at base of fire and squeeze lever. Inspection Check the gauge on the fire extinguisher to verify that the needle is in the green arc. If it is not in the green arc, remove the extinguisher and recharge or replace. inspect the mounting bracket for security. Check operation of the latch for quick opening and positive locking. FIRST AID KIT A first aid kit is provided as loose equipment, and it can be mounted to the console pedestal or in the map and data case. 218Section 3 OPERATING LIMITATIONS LIMITATIONS Compliance with the limitations section is required by appropriate operating rules. Intentional use of transient limits is prohibited. Turn anticollision light OFF during flight in or near visible moisture to prevent reflections and possible pilot vertigo. Keep cabin glass clean to prevent halation. TYPE OF OPERATION The basic helicopter is approved for e seating and is certified for land operation under day or night VFR ed Flight operations are approved with the landing gear crosstube fairings installed or removed. NIGHT FLIGHT LIMITATIONS Night flight operation is limited to visual contact flight conditions. Orientation shall be maintained through visual reference to ground objects solely as a result of lights on the ground or adequate celestial illumination, FLIGHT WITH DOOR(S) OFF All unsecured items must be removed from cal Do not exceed Airspeed and Center of Gravity Limitations. Protracted rearward and sideward flight prohibited. External Cargo Loading limited to 3,350 pounds (1,519.6 kilograms) gross weight with any combination of door(s) OFF. Flight with forward door(s) OFF is prohibited with litters. ‘This section is to be used for training only end ‘applicable to Bell Model 2068-3, Refer to ‘current Flight Manual for approved Operating Procedures and Limitations.FLIGHT WITH OPTIONAL EQUIPMENT INSTALLED The following equipment shall be installed when conducting flight operation: and/or blowing snow to reduce possibility of engine flameout: failing ‘The Particle Separator Engine Air Induction System Kit and the Deflector Kit. (See BHT-206B3-FMS-10 and BHT206B3-FMS-12.) Refer to appropriate Flight Manual Supplement(s) for additional Limitations, Procedures, and Performance Data. FLIGHT CREW The minimum flight crew consists of one pilot who shall operate the helicopter from the right crew seat. ‘The left crew seat may be used for an additional pilot when the approved dual controls are installed. ALTITUDE LIMITATIONS 3,000 POUNDS (1,360.8 KILOGRAMS) GROSS WEIGHT AND BELOW Maximum operating —"20]0001(S6H Bressure/aniwide” ABOVE 3,000 POUNDS (1,360.8 KILOGRAMS) GROSS WEIGHT Maximum operating — 13/500 feat idénsity altitude. AIRSPEED LIMITATIONS NOTE All airspeed values are Calibrated Airspeed (CAS), except when Indicated Airspeed (IAS) is specifically stated. 3,000 POUNDS (1360.8 KILOGRAMS) GROSS WEIGHT AND BELOW ‘ne 150 MPH IAS (130 KIAS) sea level to 3,0 t density altitude. Decrease Vne4i0 MPH IAS (315 KIAS) pei density altitude. Maximum pressure altitude — 20,000 feet. ABOVE 3,000 POUNDS (1,360.8 KILOGRAMS) GROSS WEIGHT Vne 140 MPH (122 knots) sea level to 3. eet density altitude. Decrease Vne'8.0" MPH ts) per feet density altitude. Maximum densi altitude — 13,500 feet. Refer to Airspeed Placard for Indicated Airspeed (IAS). 3-2AFT DOOR(S) OFF \Vne 100 MPH (87/knOts) IAS power ON or OFF. FORWARD DOORYS) OFF Vne 80 MPH (69)KAOt) power ON or OFF. Aitspeeds in excess of airspeed limitations door(s) off will cause.cyclic'forevand.aft 85 TO 100% TORQUE TAKEOFF POWER RANGE Vne 92 MPH (@O/kniots)! WEIGHT LIMITATIONS Loads that result in gross weights above 3,200 pounds shall be carried on the cargo hook and shall not be imposed on the landing gear. MAXIMUM GROSS WEIGHT FOR TAKEOFF AND LANDING: Internal — 3,200 pounds (1,451.5 kilograms). External — 3,350 pounds (1,519.5 kilograms). FRONT SEAT WEIGHT Minimum — 170 pounds (77.1 kilograms). NOTE Ballast as required to maintain weight empty CG within limits, Refer to Center of Gravity vs Weight Empty chart in BHT-20683-MM-1. LONGITUDINAL CENTER OF GRAVITY LIMITS Center of gravity limits are from station 106.0 (2,692.4 millimeters) to 114.2 (2,900.7 millimeters); however, the aft limits are variable depending upon gross weight. Refer to Center of Gravity vs Gross Weight Chart (figure 3-1) and BHT-206B3-MD.1, 3-3NOTE Station 0 (datum) is located 55.16 inches (1,401.1 millimeters) forward of forward jack point centerline. DOOR(S) OFF No change from basic helicopter CG with only the aft cabin door(s) OFF. Center of gravity limits are from station 106.0 (2692.4 millimeters) to 110.0 (2794.0 eters) with one or both forward door(s) OFF or any combination of forward and aft cabin door(s) OFF. Actual weight change shall be determined after doors, etc., have been removed and ballast readjusted, if necessary, to return empty weight center of gravity to within allowable limits. LATERAL CENTER OF GRAVITY LIMITS 3.0 inches (76.2 mi 4.0 inches (101.6 eters) left of helicopter centerline. imeters) right of helicopter centerline. NOTE Lateral CG limits vary depending on longitudinal CG location. Refer to Lateral vs Longitudinal CG limits chart, figure 3-2. POWER PLANT LIMITATIONS ALLISON Model 250-C20B Engine or 250-C20J Engine. The 250-C20B engine limitations contained herein are applicable to the 250-C20J engine. POWER TURBINE (N2) OPERATING RPM LIMITS POWER ON Minimum 29790) Maximum —/100%0)) 34 EEGEEEESEECENTER OF GRAVITY VS GROSS WEIGHT ENGLISH UNITS Las. 117,61N, 3200 aE {id} I | t 18 too 110 11214 000 | ce umarts i WITH FORWARD “| BOOR(s) OFF q (REGARDLESS OF : Ar boons | CoNFIeURATION) ‘4 2200 1 ‘i | : lg 5 Ss 5 a 1 = 2600—}— j a o g 1 & g 2400— | eons | 2425 188 | WiTHALL DOORS ON OR WITH AFT 1 DOORIS) ONLY OFF lq z200—| ale z 3 3 LONGITUDINAL CENTER OF GRAVITY Figure 3-1. Center of gravity vs gross weightLATERAL VS LONGITUDINAL CG LIMITS ENGLISH UNITS IN. + - 2.3 IN. 106 — — ————— z = /V I f E ok Zz zs c ot * zeke t 108 — Z25 5 z08 6 g | | 55 83 5 5S8 308 Z 8 10— 23° -Bzg 3 5838 é a + 114.2 eS IN -30 -20 -1 0 1 2 3 4 LEFT RIGHT—~ LATERAL CENTER OF GRAVITY Figure 3-2. Lateral vs longitudinal CG limits and Malfunction Procedures for exception. Refer to section 3, Emergency 12 TRANSIENT OVERSPEED LIMITS Refer to figure 3-3. 3-6 BERBER ERR EEEBEBEEEEEESESGAS PRODUCER (N1) RPM LIMITS Maximum — 105%. Transient — 106% (maximum of 15 seconds). TORQUE LIMITS Takeoff — 100% (5 minute limit). Transient — 110% (5 second limit. Intentional use prohibited). Maximum Continuous — 85%. TURBINE OUTLET TEMPERATURE (TOT) LIMITS Takeoff — 810°C (5 minute limit). Maximum Continuous — 738°C During Power Transient — 810 to 843°C (6 seconds maximum. Intentional use is Prohibited). Exceeding the limits of 810°C TOT or 100% torque may cause N1 topping with resultant rotor droop. During Starting and Shutdown = 810 to 927°C (10 seconds maximum). Some helicopters are equipped with a red warning light on the TOT gage. The light luminates when either of the following conditions are exceeded: 812 to 927°C for 10 seconds 927°C or higher for 1 second Some helicopters are equi 999°C on TOT. ped with a red warning light with or without gage marked at ENGINE OIL PRESSURE LIMITS Minimum — 50 PSI. Below 78.5% Gas Producer RPM — 50 PSI Minimum. Between 78.5 and 94.2% Gas Producer RPM — 90 PSI Minimum. Above 94.2% Gas Producer RPM — 115 PSI Maximum — 130 PSI ENGINE OlL TEMPERATURE LIMITS Continuous operation — O°C to 107°C. Maximum — 107°C. 3-7ENGINE RPM % ENGINE TORQUE % N2 transient overspeed limits 15 seconds maximum. Shaded area represents allowable overspeed. Figure 3-3. N2 transient overspeed limits FUEL PRESSURE LIMITS : Minimum — 4.0 PSI. Maximum — 30.0 PSI. i Fuel boost pumps shall be ON during normal engine operations. ENGINE STARTER LIMITATIONS Limit starter energizing time to the following: External Power Battery, 25 Seconds — ON 40 Seconds — ON 30 Seconds — OFF 60 Seconds — OFF 25 Seconds — ON 40 Seconds — ON 30 Seconds — OFF 60 Seconds — OFF 25 Seconds — ON 40 Seconds — ON 30 Minutes — OFF 30 Minutes — OFF ENGINE ANTLICE LIMITATIONS ambient temperatures above 4.4°C (40°F). ht in visible moisture in temperature below 44°C. 3-8TRANSMISSION OIL LIMITATIONS OIL PRESSURE Minimum — 30 PSI Continuous operation — 30 to 50 PSI Maximum — 70 PSI OIL TEMPERATURE Continuous operation — 15 to 110°C Maximum = 110°C ROTOR LIMITATIONS POWER ON Minimum — 97%. — 100%. NOTE Transient rotor RPM droop down to 95% is permitted but should not exceed 5 seconds. 50% to 60% — Accelerate through this range as rapidly as practical with cyclic control in neutral. POWER OFF Minimum — 90% rotor RPM. Maximum. — 107% rotor RPM. LOADMETER LIMITATIONS Maximum. — 70%. FUEL LIMITATIONS ASTM D-1655, Type B or MIL-T-5624 (JP-4) for all temperatures. ASTM D-1655, Type Jet A, A-1, or MIL-T5624 (JP-5) above - 17.8°C (0°F), Helicopters equipped with airframe mounted fuel filter do not require the use of anti-icing additive at any ambient temperature. Refer to Allison 250-C20 series Operation and Maintenance Manual for AVGAS Mix, Cold Weather Fuel, and Blending Instructions. 39ENGINE OlL LIMITATIONS Airoraft turbine engine olf, MIL-L-7808, MIL-L-23699, or DOD-L-85734 (AS). (Refer to BHT-206B3-MD-1 for list of approved lubricants.) Operation with MIL-L-23699 and DOD-L85734 (AS) limited to ambient temperature above -40°C (-40°F). NOTE Refer to Allison Mode! 250-C20 Operation and Maintenance Manual and BHT- 206B3-MD-1 regarding mixing of oils of different brands, types, and manufacturers. TRANSMISSION AND TAIL ROTOR GEARBOX Ol TYPE LIMITATIONS Oil Type - MIL-L-7808, MIL-L-23699, or DOD-L-85734 (AS). Operation with MIL-L-23699 and DOD-L-85734 (AS) is limited to ambient temperatures above -40°C (-40°F). INSTRUMENT MARKINGS Refer to figure 3-4. PLACARDS Refer to figure 3-5. 3-10BESESBS SSS SPSS SB EBB LEE EBEBE INSTRUW I NT MARKINGS ENGINE OIL TEMPERATURE ©°C to 107°C Continuous Operation 107° \sexienum ENGINE O11, PRESSURE S0PS.Misimum below 54% 101 90S! Ainimwum from 70.5% ¢0 94.2% HY 115 PStinium sbave 94.28 11 (ouble wide are) S051 Micimum.430 1 Maviewsn TSANSW SION O\ . PRESSURE 39.(0 50 PSI Continuous Operstion SD 20S! Minimum. 70S! Maxima TRANSW SSION OIL T=\.PERATL 3E 15% 20 10°C Continuous Operation RES 18°C Maxioun Loapier 70.0% Maxiewn FUEL PRESSURE 4.0 P31 Minium 4010 20.0 PSI Continuous Operation PSI Nasi Oto 130Kcno1s10 to 150 MeH | GBB Conrinuous Creration Knots (150 MAH} Maximum gma 100 Knots (118 MPH | Mexienurn for (juli Amorotation AIRSPEED-UPH 0 fo 180 fiP4 (0 69 130 Knots) Continuous Cpacetion 150 M4 (130 Knots) Meximun 15 MPH: (700 Kate Maximum for utorotation Figu-e 3-4. instrument markings (Sheet 1 of 3)PLACARDS The following 206B Airspeed Limitations placard is installed in helicopter serial number 3567 and subsequent. (206B AIRSPEED LIMITATIONS-KNOTS—1AS| A, 3000 LB GW AND BELOW iD 1000 Fr | 46 [ 40 | 20 | o |-20 oO 2 4 6 | 103 | 106 | 173 | 122 | 130 8{ 96 | 97 [105 | 113 | 122 10 104 | 113 OAT="C ~40 128 {130 [130 |130 | 130 | 130 jai [122 [130 [130 | 130 | 130 1112 [114 [122 | 129 | 130_| 130 130 130, 12 113 14 73 104 i6 96 18 76 | 87_| 20 or 6 [=20 [40 118 [122 [122 122 122 122 0 2|102 |106 | 122 |122 a 95 | 89 | 104 | 121 | 122 122 6{ 69 | 73 | 88 | 103 | 127 | 122 gj 52 | 56 | 70 | 86 | 103 | 122 10 53 | 69 | 86 | 104 12 52 69 | 87 14 51_|_ 69 16 51 Figure 3-5. Placards (Sheet 1 of 2)el ee ee ae ee ae ee INSTRUMENT MARKINGS *TURBINE OUTLET TEMPERATURE 100 to 738°C Continuous Operstion 738 to 810°C Take-off Sower Range 810°C Maximum (5 Minute Limit) © 927°C Maximum During Starting and Shut down (10 Seconds Maximum) *TURSINE OUTLET TEMPERATURE S55 100 to 738°C Continuous Operation RG UEe SS) | S736 to 810°C Take-off Power Range ca) 810°C Maximum (5 Minute Limit) @ 927°C Maximum During Starting and Shutdown (10 Seconds (Maximum) © Red Warning Light The light illuminates when either of the following conditions are exceeded. 812 to 927°C for 10 Seconds 927° or Higher for 1.0 Seconds NOTE Gage Mark at 999 °C Any one of the three turbine outlet temperature gages may be installed helicopter. Figure 3-4. instrument mer! kings (Sheet 2 of 3)PLACARDS (Cont) FWD DOOR(S) OFF VNE 80 MPH (69 KNOTS) C.G. 106 - 110 (Located on both forward door frame posts.) THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS SPECIFIED IN FAA APPROVED ROTORCRAFT FLIGHT MANUAL Peres ceer eee Se OPEC Sree eee ee eeeeeee cece MINIMUM PILOT WEIGHT 170 LBS (installed on helicopters S/N 4077 and prior) THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS SPECIFIED IN THE APPROVED HELICOPTER FLIGHT MANUAL ania ann ES Sen MINIMUM PILOT WEIGHT 170 LBS (installed on helicopters S/N 4078 and sub.) (These placards tocated on the inside of baggage compartment door.) CARGO MUST BE SECURED IN MAX ALLOWABLE WEIGHT 250 LBS. MAX ALLOWABLE WEIGHT PER SQ, FT. 86 LBS. Figure 3-5. Placards (Sheet 2 of 2) 3-14 ACCORDANCE WITH FLIGHT MANUAL INSTRUCTION ] 4—) SB See Ge eaeggrae Sp BS SS = = = INSTRUMENT MARKINGS GAS PRODUCER 60.0 to 105.0% Normal Operation 105.0% Maximum DUAL TACHOMETER POWER TURBINE INDICATOR 97% Minimum Operation 97 to 100% Continuous Operation 100% Maximum ROTOR INDICATOR Se 0% _Minimur Operation ae 50 to 60% Accelerate through this Range 80 to 107% Normal Operation rig TORQUE BBB 0 to 85.0% Continuous Operation 85.0 to 100.0% Take-off Power Range GT 100.0% Maximum {5 parts Urn 206075-243-2, FUEL QUANTITY (S/N 3867 and Subsequent) (won Empty FUEL QUANTITY On Empty aa Figure 3-4. Instrument markings (Sheet 3 of 3)S Ss Ss Hf sss Zs Ferrets Section 4 Uae The fuselage consists of four main sections: the forward section which extends from the cabin nose to the bulkhead aft of the passenger compartment, the intermediate section which extends from the bulkhead aft of the passenger compartment to the tailboom, the tailboom section, and the cowling section. The forward section ces RSet provides the major load carrying elements of the forward cal ‘ads, one behind each seating area, and a vertical control tunnel, fitted from floor to roof immediately behind the forward bulkhead, are built into the cabin to add structural integrity and to provide rollover protection for the occupants. A pair of longitudinal beams in the cabin roof provides additional strength to support the transmission. The nose and console form an extension of the crew compartment. The honeycomb deck, which supports the instru- ment panel and radio pedestal, extends up to the windshields, forming compartments for the landing lights and the battery. The honeycomb cabin structure provides rugged durability. Its strength-to-weight ratio is superior to conventional aircraft construction techniques, and it affords high impact strength as a result of a combination of multiple load paths and structural integrity. Four entrance doors are provided for access to the forward section. The doors utilize a partial honeycomb structure and tinted acrylic windows. Sliding windows are provided for Ventilation, and straps are installed at the lower hinge to restrain the door. P The crew doors are hinged to the fuselage and are equipped with 4 windows and either single or dual latch assemblies that may be actuated to open or close the doors from the interior or exterior. The single latch are spring-loaded, plunger type assemblies and are provided on all four entrance doors. The assemblies are identical except for a longer link employed in the two aft doors to connect the inside door handle to the latch. The dual latch assemblies on the passenger door are similar in design and operation. Each cabin door incorporates two blade type latches with connecting linkage, flush exterior handles with provisions for door locks, and standard handle on interior of doors. Dual latch assemblies provide for a more positive air and water seal to fuselage. 441. Windshield 7. intermediate section 2. Crew doors 8, Tailboom 3. Passenger doors 9. Vertical fin 4, Baggage compartment 10. Horizontal stabilizer 8. Landing ge 11. Tail rotor drive shaft housing 6. Forward section Figure 4-1, Fuselage Assembly ‘The windshield, lower windows, and cabin door windows are blue tinted acrylic plastic. The roof windows are tinted polycarbonate plastic or plexiglass. Both the windshields, the two lower windows in the cabin nose section, and the two skylight windows are secured by means of aluminum alloy retainer strips riveted to the structure. ‘The crew and cabin door windows are secured to the door assembly by means of rivets. Sliding windows, constructed of acrylic plastic and provided for ventilation, are adjustable. The sliding window handle functions as a retainer to keep the window from sliding out of the track. Helicopters, serial numbers 2212 through 3566, have passenger door windows flared to contour. Helicopters, serial numbers 3567 and subsequent, have bulged windows in the passenger doors to allow more room for passengers. 42The intermediate section is a semimonoogue structure that provides an engine deck, a baggage compartment, and an equipment compartment. It is enclosed by aluminum alloy skins and a fiberglass fairing at the lower aft end. A titanium engine pan, located below the engine, acts as both a drip pan and firewall. It is curved to provide sufficient clearance to allow for the removal of accessories without having to remove the engine. The engine pan along with the titanium fore and aft fire- walls are fitted within the top part of this section to form the engine compartment. Located directly below the engine area is the baggage compartment which has a volume capacity of 16 cubic feet and can carry a maximum of 250 pounds. The cargo door, which is located on the left side of the fuselage and is hinged at the forward end, opens the full width and height of this compartment; and it is secured by means of two push button latches and a keyed lock. Within this compartment are ten tie-down loops to secure cargo and equipment. There is space for additional equipment immediately behind the baggage compartment. Selected items can be installed there without interfering with the baggage area. The equipment compartment is the area immediately behind the parcel shelf and above the baggage compartment. It contains the electrical relays and regulators and has space for the optional heater or environmental control unit — a convenient location near the source of bleed air. Notes 43VERTICAL FIN TAIL ROTOR GEARBOX FAIRING TAIL ROTOR DRIVE SHAFT COVER HORIZONTAL STABILIZER Figure 4-2. Tailboom Assembly ‘The tailboom, except for the forward 10 inches where the loads are redistributed by means of four intercostal load carrying members, is a It supports the tail rotor drive shafts, tail rotor, gear box, vertical fin, horizontal stabilizer. tail rotor drive shaft bearing supports, and the internal supports for the tail rotor control tubes. Covers are provided to protect and provide a fairing for the tail rotor drive shaft and the gear box.The tail rotor gearbox fairing is constructed of aluminum alloy, and it is secured to the vertical fin and tailboom by means of bolts. hr faciaai stabilizer helps to maintains neatly level fiselagélitiml throughout thé full! It is constructed of aluminum and attached to a spar by means of clamps. The inboard rib of the horizontal stabilizers contains a fitting which secures the stabilizer to the tailboom by means of bolts. The vertical fin provides dvBetOHalStaIIRy. It sweeps back above and below the end of the tailboom on the right side. The leading edge is canted outboard to reduce tail rotor thrust requirements during forward flight. This very effective vertical fin enhances the aircraft's ability during landing procedures related to the loss of or stuck pedal conditions. {tis constructed of aluminum honeycomb core and aluminum skin. The leading and tr ing edge caps are formed aluminum. The tail skid mount fittings and tail skid bumper are bonded into the base of the fin. Figure 4-3. Tail skid Assembly The landing gear system consists of a skid gear assembly and a tail skid. The skid gear is consists of two main skid tubes and two curved tubular cross tubes. The landing gear is attached to the fuselage structure by means of four strap assemblies and can be removed and installed with ase. Provisions for installing ground handling wheels and tow rings are made on the skid tubes. Each skid tube is provided with replaceable skid shoes that absorb the wear caused by normal ground contact of the helicopter. The allowable permanent set of the cross tubes with the weight of the helicopter removed for the standard gear is 1.0 inch per side. High gear with float pans or high gear with skid tubes is 2.0 inches per side. 45.n the lower portion of the vertical fin, ‘A tubular steel tall skid and bumper are installed ot jw altitude when landing. ‘The purpose of the tail skid is to warn the pilot of a tail lo Figure 4-4. Landing gear Assembly 46q Ql q q Q 0 Q f t f t f ‘The cowling consists of four sections: the forward fairing, induction fairing, engine cowl assembly, and aft fairing. It is constructed of aluminum alloy, fiberglass, and honeycomb material; and it is readily removable for engine and transmission changes. Access panels are provided with snap open fasteners which permit inspection without removing the cover unit. The forward and aft fairing assemblies are secured by means of deus fasteners. The engine cowling is removable as a single unit or the hinged section on either side of the engine may be opened individually. Screened openings are provided on both sides for cooling. The aft fairing covers the engine oil cooler, provides tail rotor drive shaft access, and an area for oil cooler exit air. The center cow! section houses the engine air iniet, the inlet bellmouth, and the forward firewall, Engine exhaust stacks are constructed of stainless steel and are clamped to the engine by ‘means of V-ring clamps. Forward Fairing Induction Fairing Engine Cowl Exhaust Stack Ait Foiring ‘Access Door Cow! Side Panel ‘Soran Panalt Filter Screen Cover Plate Beexogsens Figure 4-5. Cowling 47Section 5 POWERPLANT The Allison Model 250-C20J is a 420 shaft horsepower engine that provides 317 shaft horsepower for takeoff and 270 shaft horsepower for continuous operation. The principle of the C20J engine is continuous combustion that produces a steady supply of power. Air is supplied to the engine through airscoops on either side of the fuselage immediately aft of the transmission cowling. However, before it reaches the engine inlet and compressor, it passes through a protective screen or particle separator to prevent the induction of large particulate matter. The titanium compressor is a Sixistage axial’and singievstage centrifugal unit that both compacts and increases the velocity of the incoming air then discharges it into a pair of external ducts that direct it to the combustion section of the engine. An air system is incorporated in the compressor that allows some air to vent overboar during th nd as the compressor speeds up, thespneumatically"eontrolled bleed valve gradually elosesi™y The combustion section consists of an outer case and liner, spark igniter, and a fuel injector. It is a prechamber combustion system designed to burn fuel at peak efficiency and to minimize emissions. Fuel is sprayed into the chamber at a precisely controlled rate; and when the igniter is energized, the mixture ignites. Combustion is even and contin- uous as long as the proper air to fuel mixture is maintained. Combustion gases move forward out of the combustion liner to accelerate and sustain the gas producer turbine section. The tur cludes , which is gas coupled to Att gas producer, which is mechanical- ly linked to the compressor, rotates 50,970 rpm. After passing through both stages of the gas producer turbine, the combustion gases then pass through and drive the two sta: f the hich furnish the output power of the engine and which rotate a &cbnstant 33.290 tp Final, the gases ext through two exhaust stacks which direct them upward and clear of the fuselage surface. The engine is horizontally mounted aft of the transmission and above the fuselage to simplify the drive system, to improve the inlet/exhaust arrangement, to reduce cabin noise, and to provide better structural integrity. It is supported by thr: the service deck and is coupled to the main transmission through thi and main drive shaft. 5-1Figure 5-1. 250-C20J Enginea mw Bp SB SB SE SB = 250-C20J TURBOSHAFT ENGINE ‘The 250-C20J is an internal combustion engine that consists of an intake section, compressor section, combustion section, turbine section, and accessory gearbox. Like all internat combustion engines, it requires intake, compression, combustion, and-exhaust during operation. However, there is no power stroke cycle such as in the internal com- bustion engine for the absorption of energy from the gases of combustion to develop shaft horsepower since the combustion cycle is continuous. The absorption of energy from the gases of combustion and the development of shaft horsepower are accomplish- ed through the use of four turbine stages that are located between the combustion and exhaust sections. These turbines provide the means of extracting gas energy and con- verting it into mechanical energy in the form of shaft horsepower. As a result, this engine is classified as a gas turbine engine; and it must have the following operational sections 10 produce power: intake, compressor, combustion, turbine, exhaust, and gear case. The intake section consists of inlet ducting and an engine compressor front support that offer minimum restriction to air flow. It is designed so that ice formations cannot result in complete blockage of air flow to the compressor. This intake section also incorporates a means of preventing the entry of large objects that can damage the engine, The compres- sor front support has seven radial struts which serve as entrance guide vanes to direct air onto the 1st stage compressor blades. The compressor section is that portion of the engine which produces ar crease in air pressure. It consists of six axial and one centrifugal stage. The 1st stage rotor blades accelerate air rearward into the 1st stage vane assembly. This ‘Ist stage vane assembly slows down the air and directs it into the 2nd stage compressor rotor blades. The 2nd stage compressor rotor blades accelerate the air rearward into the 2nd stage vane assem- bly, etc, until air enters the impeller where it is accelerated into the scroll which collects and delivers it to two diffusing compressor discharge air tubes. As air is pumped through the compressor, both air pressure and temperature increase due to compression. At standard conditions and 100% N1 rpm, the temperature and pressure increases across the compressor are approximately 500°F and 7 to 1 respectively. The compressor rotor requires a considerable amount of shaft horsepower to pump air; and on a standard day, it requires approximately 600 shp at 100% N1 rpm. This shaft horsepower required by the compressor rotor varies directly with air density and N1 rpm. The air pumped by the compressor is required for the combustion of fuel, internal cooling, and mass flow for power development. Approximately 20% to 25% of the air is required for the combustion process, and the remainder for cooling. This cooling air enters the combustion liner in such a manner that the flame pattern is prevented from impinging on the wall of the combustion liner. As the hot gases leave the combustion chamber before entering the turbine sections, they remix with the cooling air to decrease the temperature of the gases passing the turbine section to within desired limits. ‘The combustion section consists of a combustion liner and outer case. The combustion liner is located in the outer case. It is supported and oriented at the forward ond by the gas producer nozzle vane assembly and at the rear by the fuel injector, which is mounted 5-3rs AIR FLOW SCHEMATIC 250-€20, -C208 ACCESSORY COMPRESSOR SECTION GEARBOX SECTION TURPINE SECTION COMBUSTION SECTION EXHAUST AIR OUTLET INLET AIR COMPRESSOR DISCHARGE AIR COMBUSTION GASES EXHAUST GASES FUEL sonve’ as in the aft end of the outer case. The igniter plug is radially mounted near the aft end of the case. Air enters the aft end of the combustion liner through holes in the liner dome and skin. This mixed with fuel sprayed from the fuel injector, combustion takes place, then these gases move forward out of the combustion liner to the first-stage gas producer turbine section. The design of the turbine section is such as to take advantage of the impact and reaction of the gases passing through the gas producer and power turbines. Varying fuel flow changes the temperature of the gases passing through the turbine section; and, as a result, the amount of energy in the gas stream. This variation of gas energy results in a variation of the expansion rate of the gases as well as a change in velocity through the turbine. Consequently, any increase in gas temperature results in an increase in torque developed by the turbines. As torque increases, the N1 rpm increases; and this torque developed by the power turbine is delivered to the helicopter rotor system in the form of horsepower. This section consists of a gas producor turbine support, a power turbine support, a gas producer turbine rotor, a power turbine rotor, and a turbine and exhaust collector support. All of which is mounted between the combustion section and the power and accessory gearbox. The two-stage gas producer turbine drives the compressor and accessory gear train while The two-stage power turbine drives the spare pad, governor, tachometer generator pad, and furnishes the engine output power. The temperature of the gases passing through the turbine is sensed by means of four thermocouples located at the outlet side of the gas producer turbine. Exhausting gases from the power turbine are directed into the exhaust collector support, which provides for the exhaust flow at right angles to the engine centerline through two elliptic ducts at the top of the engine. These ducts are offset 40° on either side of the aircraft center line. The accessory gearbox is the primary structural member of the engine since it provides both mounting and susport for the compressor and turbine assemblies. The gearbox housing, which is the most rigid structural member, contains most of the lubrication system components and it incorporates two separate gear trains. The purpose of the power turbine gear train is to reduce the N2 speed from 33,290 rpm at the power turbine rotor to 6,016 rpm at the power output pads.og ENGINE CUTAWAY SCHEMATIC 250-C20B avanry || Rae a ll vite in sar ape eer wrerrFrFer=rweweret scro | I 5 a J a Components required for the operation of the 250 series turboshaft engine can be classi- fied as driven or nondriven. All driven components are mounted on the accessory gear- box, and they are driven either by the gas producer or the power turbine gear train. Components driven by the N1 gas producer gear train: Gas producer tachometer generator Fuel pump assembly Starter/Generator Gas producer fuel contro! Oil pump assembly Components driven by the NZ power turbine gear train: Power turbine tachometer generator Power turbine governor Torquemeter (internal) Freewheeling uni Notes 57TURBINE TO COMPRESSOR COUPLING COMPRESSOR ROTOR GAS PRODUCER TURBINE ROTOR - Spur adaptor gear shaft . Spur fuel control and pump idler gearshatt Spur fuel control gear shaft Gas producer train idler gear shatt . Starter/generator gear shaft . Spur gas producer train idler gear Spur gas producer train idler gear . Spur fuel pump drive gear shaft Spur gas producer train idler gear . Spur accessory drive gear shaft ve prepay Be Figure 5-4. N'1 Gas Producer Gearing 5-8 im mm rT mi ia im ml ialSea Be ee ee POWER TURBINE SHAFT ‘TURBINE SHAFT TO. PINION GEAR COUPLING DRIVES POWES TURBINE GOVERNOR & POWER TURBINE TACH-GENERATOR 11. Helical Power train drive (pinton gear) 12. Helical torquemeter gear shaft 13. Helical power takeoff gear shaft 14. Spur power train idler gear 15. Spur powr train tachometer and governor gear shatt Figure 5-5, N2 Power Turbine Gearing POWER TURBINE ROTOR POWER OUTPUT GEARTORQUEMETER SCHEMATIC 250-C18, -C20, -C20B, -C20F -BI7 Og roxaviarie eansnat ax x p O OWL PRESSURE @ ronoutmerer Pressure is SE Zena y Zz. eee aE LL a fe aa) Accessory StAtBOK iwousine a RiTORQUEMETER ‘The torquemeter in the 250 series engine gearbox is sgiRERIRTERUne Karauagaater hat uses the engine lubrication system as its oil (hydraulic) pressure source. In order to minimize friction effects and to provide accurate measurement of torque, the axial gear thrust on the helical torquemeter gearshaft is high. System pressure must always be greater than the torquemeter oil pressure. Therefore, it is necessary to regulate the system oil pressure to the relatively high value of 115-130 p: The N2 power turbine gear train has two stages of helical gearing. The 1st stage reduc- tion is accomplished by the helical power train drive gear driving the larger diameter gear on the helical torquemeter gear shaft. The 2nd stage reduction is accomplished by the ‘smaller diameter gear on the helical torquemeter gear shaft driving the helical power takeoff gear shaft. Helix angles are such that both stages of reduction produce a forward axial thrust on the helical torquemeter gear shaft. If friction is neglected, this axial thrust directly proportional to the torque transmitted through the gears. A ball bearing transmits helical gear thrust from the rotating helical torquemeter gear shaft to the nonrotating torquemeter piston. This piston has an antirotation pin which contacts another antirotation pin on the flange of the support shaft. The piston is free to slide axially on the nonrotating and axially retained support shaft. This sliding piston serves as a variable position valve which admits regulated engine pressure oil from the ‘support shaft to the cil chamber formed by the piston and the flange on the support shaft. The flange also has an external groove which houses a piston ring and expander. ‘The support shaft and piston are arranged in such a manner that an increase in gear thrust increases the piston inlet port opening. Since the outlet openings of the remain constant, the pressure inside the oil chamber is directly proportional to torque. Pressure in the oil chamber is directed to the torquemeter pressure sensing port on the front side of the accessory gearbox. The chamber oil is transferred through the support shaft antirotation pin and filter screen that is located in this passage. During a stabilized power condition, the axial thrust force acting on the piston is counter balanced by the torquemeter pressure in the oil chamber. Assume that the torque output of the engine is increased. This results in an increased axial thrust acting on the piston and an unbalanced condition on the piston. The piston moves forward slightly to increase the piston inlet port opening. With this larger opening, there is less restriction to the flow of oil into the oil chamber. As a result, the pressure in the oil chamber increases, and it continues to increase until its force acting on the piston counterbalances the axial thrust acting on the piston. When the two forces are equal, the piston stops moving and the Pressure in the oil chamber will be higher than it was prior to the torque increase. The torquemeter indicating system, sensing a higher pressure, registers the increased torque. 5-11: ACCESSORIES LOCATION 250-C208 on FuLTER ASSEMBLY tse a CONTEOL vawe CAS PRODUCER TACHOMETEE we (GENERATOR FAD wEhe owen Tunas TACHOMETEE ® GENERATOR FAD iGyuren PLUG in LOCATED INSIDE GEARBOX| b; y as ruet PUMP ‘START COUNTER oNITION cas rnopucen Green Fon ‘conte @ areccessomes onver a 6as rnovucer cm) @ rccessoses oarven by rower ees (2) @ sow-varven aceessonesACCESSORIES LOCATION Oil filter assembly The oil filter assembly includes the oil filter and the oil pressure regulating valve. Anti-icing valve Compressor anti-icing protection is provided by the hot air system. Compressor discharge air is routed from the compressor diffuser scroll through a manually operated anti-icing valve to two fittings on the compressor front support. Anti-icing air is then routed through the seven hollow compressor front support radial struts. A portion of the air discharges from the vane trailing edges while the remainder is discharged from four holes in the forward and of the compressor front support bullet nose. Air bleed control valve The air bleed control valve is a modulating pneumatic control which bleeds Sth stage compressor air over a specific range of the ratio of compressor discharge pressure to ambient pressure. Bleeding air from the 5th stage of the compressor results in surge free operation in the low speed range and improved acceleration responses. Gas producer tachometer generator The gas producer tachometer generator generates an"aelwoltage with a-frequency’that is a function offi7 gas producer turbine fot6rltpm:-The output of this tachometer generator is delivered to the gas producer tachometer indicator which indicates the frequency terms of N1 rpm. Power turbine tachometer generator ‘The power turbine tachometer generator generates an a@iWoltage with a frequency that is a function of N2 power turbinewotor"pm. The output of this tachometer generator is delivered to the power turbine tachometer indicator which indicates the frequency in terms of N2 rpm. Ignition exciter The ignition exciter receives deiGleettiGal power during engine starting. It provides the necessary ignition currents and voltages through the spark igniter lead to the spark igniter. Spark igniter The spark igniter, threaded into the combustion outer case, extends into the combustion liner, and it provides the ignition sparks that ignite the fuel/air mixture 5-13Start counter 'A stert counter is mounted on the gearbox cover just behind the ignition exciter to record the total number of engine starts. It is electrically connected to the power input terminal wrihe exciter; and each time that the ignition system is energized, it increments the number of starts by one. A lead seal provides security. Single element fuel pump and filter assembly ‘The single element fuel pump assembly consists of one spur gear type PUMP: filter, filter bypass valve, and regulator valve. Fuel enters the engine fuel system ot the inlet port of aye emp and passes through the filter before entering the gear element, in case of fuel contamination, the filter bypass valve opens to permit continued fuel flow to the pum ing clement. When th vanvation, the ges producer fuel Gontfllbypasses excess - ‘The regulator valve controls the bypass fuel pressure Starter/Generator The starter/generator is used as aE ois the engine Once the engine is started, the starte (or functions as the electrical needs of the helicopter and to Gas producer fuel control and power turbine governor The gas producer fuel control and the power turbine governor serve as the fuel control system to provide speed governing of the power turbine rotor and ousrs eed protection for the gas producer turbine rotor. The fuel control oe (aSenSBSINicnd. NZ” ‘compressor discharge’pressure, twistgrip-position, and"eollectivelpasition,to regulate and ctitain fuel flow between established limiting values. The system regulates the engine Tumetions during starting, acceleration, governing, deceleration, and shutdown. Fuel nozzle The fuel nozzle atomizes and injects fuel into the combustion liner at the proper TPkEy angle. It has a single entry and a dual outlet orifice, and it provides a finely atomized Spray of fuel at all flow conditions that are required by the engine, It is designed to provide an optimum spray angle for starting the engine and an even distribution of fuel vey the combustion liner. The nozzle is equipped with a filter to minimize the possibility of contamination. The metering valve is designed to prevent the draining of fuel after Shutdown. At the tip of the nozzle, an air shroud surrounds the dual orifices, that fontaine 2 number of holes through which air is directed at high velocity to minimize the formation of soot around the orifices. Burner drain valve ‘The burner drain valve located on the bottom of the combustion outer casing is spring ‘Weded to the open position. During engine start the burner drain valve closes when the air pressure within the combustion ee a prEaSure"Gr-e outside of the 5-14 SESSERREERSSEEEEEEE‘combustion section by a predetermined value. This valve remains closed during engine operation, but it opens on engine shutdown by Sprifig action, and it will drain any unburn- ed fuel from the combustion section tovprewant accumulation Of fuehin the combustion outer casing. Accumulator and double check valve ‘These units are used with the Bendix fue! system, and they are located in the pneumatic line between the power turbine governor and the governor reset section of the gas produ- cer fuel control. They are incorporated to dampen torsional vibrations encountered in the helicopter rotor system. Temperature measurement system ‘An equal resistance branch thermocouple harness assembly with four integral probes is used to sense the temperature of the gases on the outlet side of the gas producer turbine rotor. Each thermocouple probe consists of a single element, SERRE a ccoretiy with a bare wire junction. ee which is directly proportional to the gas temperature it senses, is generated by each thermocouple. The thermocouples and thermocouple harness provide an average of the four voltages representative of the turbine outlet temperature (TOT) for cockpit temperature indication.do * TUNIVURAWEL LEIGH OM ov ott cot_ oe oP ov oz or oy 09 Yt a331d Had. AS SDSS t y ra. aaite «ison i Wau% - a334S UIINGONd SVD 2461 ASSAY “A0u aunssiad QOUVHDSIG BOSSIUdWOD RUNSSHU ONLAVINGOH (d) aONSSaad AOVAS HLS Vel wn / em ano { nzz0H ur as g & AL19- ‘9029- ‘0Z9-0S% DULWWAHDS JATVA G3714 YOSSIUdWOD ahaaCOMPRESSOR BLEED AIR SYSTEM Compressor blades are airfoils. If the angle of attack is too great or if the velocity of air flowing over an airfoil is too low, flow separation occurs and the airfoil stalls. In order to produce engines with superior fuel consumption and rapid acceleration characteristics, is necessary to operate as close to the stall region as possible. Also, the ability of the compressor to pump air is a function of rpm. At low rpm, the compressor does not have the same ability to pump as it does at higher rpm. In order to keep both the angle of attack and air velocity within desired limits, it is necessary to “unload” the compressor in some manner during starting and low power operations and to make it sense less restric- tion to the flow of air by using a compressor bleed air system. This compressor bleed air system is an entirely‘automatic"systém.which bleeds air from the 5thystage,of the compressor during engine startingwaceeleration, and at low compressoripressure'ratiovoperation. The system includes a bleed air control valve attached to the compressor case and the necessary plumbing between the diffuser scroll and the bleed air control valve. The control valve is a modulating, pneumatic"contro! that bleeds this air pressure over a specific range of'théliratio of compressor discharge ‘pressure:to-ambienvpressure. This valve bleeds 5th stage pressure at low pressure ratios to unload the compressor in order to prevent compressor stall and surge. Compressor discharge air pressure sensing for air bleed control valve operation is obtain- ed at a sensing port on the right front side of the diffuser scroll. The air bleed contro! valve is openduring:starting and ‘flight idlé"operation. It remains open until a predeter- mined pressure ratio is obtained, whereupon the valve begins to modulate from the open to the closed position. When the engine is not in operation, the bleed valve is positioned fullysopan by means of arspring loGatedtinside of the vented piston chamber. The spring along with 5th stage pressure, directed onto the bleed valve end, are used during engine starting and acceleration to position the bleed valve fully open. The bleed valve is positioned open during engine starting and acceleration until thelPx: pressure"inGréases sufficiently to Overcome the combined value of thelspring and!Pe” ‘Pressure! The bleed valve then closes, and it remains closed at alliNiespeedsiabOVe'the closing rpm. NotesANTI-ICING VALVE — ciose ~Q\~ oven THING, To GAs movuctr ‘nk TUBES EL CONTROL rau VEL CONTROL COMPRESSOR DISCHARGE Al TURE Figure 5-10. Anti-icing System SchematicANTI-CING SYSTEM The engine is equipped with an anti- icing system that provides hot air to the compressor front support areas that are subject to the formation of ice during icing coni system is entirely separate and‘independent-of any other'bleed'air’systom, ‘The compressor inlet guide vanes and front bearing support hub are the only engine components with anti-icing provisions. Anti-icing is provided by the use of compressor discharge air which is taken from a fitting at the twelve o’clock position on the front face of the compressor scroll. A manually operated air shutoff valve is mounted in this Position to control the heated The compressor front support is a fabricated, stainless steel, sheet metal component which consists of a double wall outer skin, seven hollow radial struts, and a double wall hub (bullet nose). During anti-icing operation the anti-icing tubes deliver hot air from the ing valve to the two anti-icing inlet ports on the compressor front support. These Ports deliver hot air into an annular passage formed by the double wall outer skin. Hot air flows from the annular passage through the hollow struts into the bullet nose, Some of the air flowing through the struts is exhausted out of slots on the trailing edge of the struts, and the remaining air is exhausted out of holes in the bullet nose. Consequently, all surfaces of the compressor front support which come into contact with the compressor inlet air, are heated; and the formation of ice cannot occur. Notes 5-190z-8 LUBRICATION SYSTEM SCHEMATIC 280-C20, -C20B on surte Sst on cootra ‘ale t \ (BD sereer aon tame aguene j rane, ae roar [Yi (EE ovens on [J scare on [1 steve sero to re abezssonr ‘SEY (ES roreet ecousrn ress Ecce eee eee ions eat 30 pose ae eENGINE OIL SYSTEM The dry sump lubrication system is furnished with an external reservoir and heat exchan- ger. A gear type pressure and scavenge pump assembly is mounted within the gearbox. An assembly containing an oil filter element, a filter bypass valve, and a pressure regulat- ing valve, accessible from the top of the engine, is located in the upper right-hand side of the gearbox housing. A check valve, located between the filter package and the acces- sory gearbox, prevents oil from draining into the engine from the aircraft tank when the engine is not in operation. Magnetic chip detectors are installed at the bottom of the gearbox and at the engine oil outlet connection. Alll engine oil system lines and connec- tions are internal except the pressure and scavenge lines to the compressor front bearing and the bearings in the gas producer and power turbine supports. The lubrication system is designed to furnish adequate lubrication, scavenging, and cooling as needed for bearings, splines, and gears regardless of helicopter attitude or altitude. Jet lubrication is provided to all compressor, gas producer turbine, and power turbine rotor bearings, and to bearings and gear meshes of the power turbine gear train with the exception of the power output shaft bearings. The/power Output Shaft bearirigs and all other gears and bearings are lubricated*by"oil'miste™ Oil from the tank is delivered to the pressure pump which pumps oil through the oil filter and then to various points of lubrication. The check valve is open when the engine is running, and closed when not in operation. The system oil pressure in regulated to 115 - 130 psig by the pressure regulating valve. The pressure is to value invordentobalanee the deegaaRegeANIEE which to minimize friction effects and to provide amaccurate:measurementiofitorquen The external, engine oil tank has a normal capacity of 4150U0SMGallons; and the oil level is checked by means of a dip stick mounted on the filler cap. The tank provides port open- ings for engine supply, engine return, vent, oil temperature bulb, oil level sight gage, and self-locking drain valve. necessary Air is supplied to the engine oil cooler by means of a blower mounted on the tail rotor drive shaft. An engine.oil.temperature"bUI'Is mounted in ‘thelengine 6il/tahKilocated aft of the engine and is connected to an indicator on.thesinstrument’panel. 5-21OWL COOLER SloweRHousinc wer) ff pera A “view SHOWN FROM LEFT SIOE Figure 5-12. Engine Oil Systemcu ‘On, Tan VENT out PressuRe ace i 5 = secessonr onve ater ei ronoueneven (ZNZ1 surecy 1 eressune C9 van BED cevum Figure 5-13. Oil System Schematic Notes 5-23FUEL SYSTEM SCHEMATIC compnssso. ® 250-C20B Dlschance INE (Pe) Foe "eSemnot [3 Pc Fare DericHiMent \ és) po accumuator SQ accumtuaron 4p *~ FUEL NOZZLE CHECK VALVE Sef FILTER COVER POWER TURBINE — LEVER GOVERNOR FUEL PUMP £ AND FILTER f @® Fi PUMP DISCHARGE FUEL @ P2 METERED FUEL @ PY GOVERNOR SERVO PRESSURE © fo BYPASS FUEL ‘@ Pc COMPRESSOR DISCHARGE PRESSURE @ Pr REGULATED AiR PRESSURE @ Po GOVERNOR PRESSUREENGINE FUEL SYSTEM Fuel system components are as follows: fuel pump assembly, gas producer fuel control, power turbine governor, check valve assembly and accumulators, and the fuel nozzle. The fuel pump assembly incorporates a single gear type pumping element and a bypass Pressure regulating valve. When the engine is in operation, the gas producer fuel control bypasses fuel back to the pump assembly. The regulator valve controls the bypass fuel pressure. The gas producer fuel control and the power turbine governor provide for a fuel metering system. To regulate and to maintain fuel flow, this system senses gas producer rpm, Power turbine rpm, compressor discharge pressure, and twist grip position. The double check valve assembly and accumulator, located in the pneumatic line between the power turbine governor and the governor reset section of the gas producer fuel control, are incorporated to dampen torsional vibrations encountered in helicopter rotor systems, The fuel nozzle has a single entry and a dual outlet orifice. This nozzle provides a finely atomized spray of fuel at all flow conditions that are required by the engine. It is designed to provide an optimum spray angle for starting the engine, plus into the combustion liner, and it is equipped with a filter to mini contamination FUEL CONTROL SYSTEM This system controls engine.power.output by controlling the"gasiproducer'speed. These speed levels are established by the action of the power turbine fuel governor, which senses power turbine speed. The power turbine speed is selected by the pilot, and the power required to maintain this speed is automatically maintained by power turbine governor action on metered fuel flow. Thus, the power turbine governor lever schedules the power turbine governor requirements; and the power turbine governor, in turn, schedules the gas producer speed to a changed power output to maintain output shaft speed. Fuel flow for engine control is established as a function of compressor discharge pressure, engine speed (N1 gas producer and/or N2 power turbine), gas producer lever angle and power turbine governor lever angle. Fuel flow is a function of compressor discharge pressure as sensed in the fuel control. ENGINE CONTROLS Engine controls consist of both theWiigas\producercontrols and the W2 droop compen-— ‘sator-controls: The gas producer controls are operated by altwist"Grip’ on-the"eollective stick. The droop compensator controls are operated from a” bellcrank"inthe collective ‘system. 5-25The N17 gas producer controls operate the gas producer fuel control. They consist of a flexible control cable which extends from the throttle arm on the rear of the collective stick to a bellcrank assembly mounted on the engine deck. A control tube is connected between the bellcrank and a lever mounted on the fuel control shaft. Figure 5-15. N1 Rigging 5-26a tour sPec0. sansa ADJUSTHENT PEED stor: ERRORFROM ALL CAUSES i MAXMUME ALLOWABLE POSTION Pees NOTE TOORTAMCONSISTANT AND ACCURATE READINGS ALWAYS. ‘VEw Tue CUADRANT FROM SQUARE AWAY. aun SPEED STOP STARTIACCELERATION ADIUSTMENT cunoeant in | zm 25 ra sore MA. 1 seri FoR 8a 20, ras] aos, | wal fl STARY DERICHMENT ADIUSTMENT. sie vw ure) Figure 5-16. N1 Fuel Control 5-275-17, Droop Compensator Controls Figure 5-28The N2 droop compensator control system consists of a mechanical linkage between an idler in the collective system and a lever mounted on the power turbine governor shaft. Movement of the collective stick results in a repositio ing of the governor shaft. This action provides droop compensation to prevent rpm variations as power changes are made. The system incorporates a linear actuator which is controlled electrically by a GOVernor rpm INCrease/DECRease switch mounted on the collective stick. ENGINE RPM % ENGINE TORQUE % N2 transient overspeed limits 15 seconds maximum. Shaded area represents allowable overspeed. Figure 5-18. N2 transient overspeed limits Notes 5-29ENGINE START (Modified excerpt from the 206 Flight Manual.) BAT switch - ON for battery start. Collective pitch - Full down. Throttle - Full closed. Rotors - Clear. Starter - Engage (observe Engine Starter Limitations, Section 1). Engine oil pressure - Indication of increase. Throttle - Open to flight idle between 12:to:15% gas producer RPM with Turbine Outlet Temperature (TOT) at A start should not be attempted at N1 speeds belows12% Verify that rotor is turning By'25%NT. Starter --Release-at’58% gas producer RPM (N1). Engine and transmission oil - Check pressures increasing. If the engine has been shut down for more than 15 minutes, stabilize at idle speed for ‘one minute before increasing power. Gas producer RPM (N1) - Check for 60 to 62%. Throttle - Open to 70% gas producer RPM. GEN switch - On. 5-30Power turbine (N2) governor - Check range 97 to 100% RPM. Collective - Full down, friction removed. Rotor RPM (Nr) - Set to 100%. ENGINE SHUTDOWN Throttle - Flight idle. Check engine deceleration time. Full RPM to 65% N1 should take 3'to 5 seconds. WRN HORN MUTE button (if installed) - Press to mute. Flight controls - Position for shutdown; apply friction. ENGINE DEICING or ENGINE ANTI-ICING switch - OFF. TOT - Stabilized atiflightidlé speed foritwolminutes.” IDLE REL button - Depress and roll throttle firmly to full closed position. To ensure engine cutoff, hold throttle in closed position until N1 decelerates to 0 and TOT is stabilizing. Do not turn BAT switch off until N1 is 0 and TOT stabilized. TOT - Check decreasing. — During rotor coast down, apply cyclic to minimize static stop contact. FUEL VALVE switch OFF. GEN switch - OFF. BAT switch - OFF after N1 is zero and TOT stabilized. Pilot should remainvatflight controls until rotor has come to"@.complete.stop: 5-31Operating Techniques No. 6 & 7 Scavenge Passage Wall Temp. Immediate Shut own 700" F 30 Second Dwell at Idle 580° F 1 Minute dwell at Idle 490° F 2 Minute Dwell at Idle 436° F * 2-5 minutes after shut down. Synthetic base oils form carbonaceous deposits as indicated in the following Vist: Approximate Temp. Deposit Descriptios 400°F - s00°F Light,straw coloured varnish in thin layers 500°F - 600°F Forms a dark tan varnish in thin layers. 00°F - 70°F Begins to form a dark black, granular form, carbon deposit in relatively thick layers. 700°F Forms a black, shiny paint type carbon deposit which tenas to peel and flake. It can be seen that obeying the two minute dwell period prior to shut down is advantageous in reducing carbon build-upSection 6 FUEL SYSTEM FUEL SYSTEM (helicopters serial nos. 2212 through 3566)" The fuel system incorporates a single, bladder type fuel cell located below and Passenger seat. The fuel cell is filled from the right side, and it has a Capacity. Otherwise, it is similar to the fuel system on current production FUEL SYSTEM (helicopters serial nos. 3567/and subsequent)” The fuel system incorporates a single, crash resistant, bladder type fuel cell located below and aft of the passenger seat (See figure 6-l). Installed within the fuel cell are two electrically operated boost pumps, lower and upper tank indicating unit and electrically Operated sump drain valve. The boost pumps are interconnected and supply fuel through a single hose assembly to the fuel shutoff valve, and from the shutoff valve to the air- frame mounted fue! filter. The boost pumps incorporate pressure switches in the discharge ports and drain plugs in the pump drain ports. The fuel cell is filled from the right side and has Access to the boost pumps, lower tank unit, and the solenoid drain valve is from the bottom of the fuselage, and access to the upper indicating unit is gained through a cover plate located on the deck aft of the passenger seats. Access to the fuel shutoff valve and vent is in the fuel compartment which is located on the right side above the filler cap. Provisions are made in the fuel compartment for a fuel purging line to be installed at the tank vent fitting for maintenance purposes. FUEL BOOST PUMP ‘Two electrically operated, fuel boost pumps are located in the bottom of the fuel cell. The pumps are interconnected and furnish fuel through one supply line. The pumps are equipped with check and thermal relief valve, pump drain port, seal drain port, intake screen, and the pump operating pressure switch located in the discharge port of the pump. The pumps are protected by circuit breakers located in the overhead console. The fuel pump motor/im; rtridge can be removed without removing the fuel boost pump assembly, :an furnish sufficient fuel flow for engine operation. 6-11. Aiefrome fuol fier 2. Hose 3 uo! coll 4, Uppar quantity unit 5. Aft fuol pump 6. Lower quantity unit 7. Solenoid drain valve 8, Chack vaives 8, Forward fual pump 10. Hose 11. Hose 12. Fillar cop 13. Tubo 14. Fusl shutoff valve 15. Hose 16. Clamps, 17. Tube 18. Tubo 19, Fuol call attachmant screws 20, Transducer 2osust-c4D Figure 6-1. Fuel system 6-2FUEL SHUTOFF VALVE A motor operated shutoff valve incorporating a thermal relief feature is installed in the main fuel supply, and it is located in the fuel compartment above the fuel filler cap. The valve is electrically controlled by an ON/OFF switch located on the instrument panel, and protected by a circuit breaker located in the overhead console panel. In case of -electri¢al'failuré, the valve will vemaimin'the po: fi FUEL QUANTITY INDICATING UNITS. ‘Two float type fuel level transmitting units are installed in the fuel cell. The lower unit is mounted in the tank bottom and monitors fuel level up to the horizontal surface of the cell under the seat. The upper unit monitors fuel level in the upper section of the fuel cell behind the seat, and it is mounted to the top of the fuel cell. Both indicating units are connected to a common quantity indicator. AIRFRAME MOUNTED FUEL FILTER A fuel filter is mounted to the structure on the left side of the engine compartment (right side of forward firewall on helicopters serial nos. 3387 and subsequent) to filter inlet fuel to the engine. The filter assembly consists of a replaceable filter element, a drain valve, a bypass valve, impending bypass switch and manual test button. Indication of impending bypass lights the A/F FUEL FILTER segment on pilot’s caution panel. The filter element must be removed and replaced when the caution light illuminates during engine operation. FUEL LOW Effective helicopter S/N 4110 and prior, approximately"20' Gallons of fuel remaining. Effective helicopter S/N 4111 and subsequent, approximately ‘17/allons of fuel Notes 6-3enaine. ENGINE FUEL PUMP EFF: sy2212-3566 ANDEILTER PhessuRe Suiee. (eevee cauTION LIGHT” Raw VALE Err: Sv 2212-3566 (HB resume TE) rue, rags CO ver bail) ‘AIRFRAME MOUNTED ‘CAUTION FILTER tour SHUT-OFF VALVE, check check VALE | VALVE 20087 PUMP. (etecrRIc) PRessuRe PRESSURE sunTCH—=P") shite SOLENOID DRAIN VALVE FUEL PUMP 206060-308 TAaTION tice Figure 6-2. Fuel system schematic 646-5 NotesPOWER FROM OVERHEAD ‘CONSOLE FUEL VALVE SWITCH Fuel Cell Drain (584 and Sub.) electrical schematic . Fuel sump di Figure 6- ELECTRICAL FUEL SUMP DRAIN SYSTEM actuated fuel drain valve and the fuel drain 1@ lower fuel cell, and it vents ‘i. The switch is spring-loaded to the off position, and it It hae a rubber cover and is located on the right side ‘ear skid mount. As long as the switch is depressed, ‘enoid when the battery switch is on and the fuel sists of the solenoid ‘The fuel drain system con: .d at the lowest point of th switch, The valve is locates directly overboard when energizes is mounted flush with the fuselage. of the helicopter directly above the fF 28 volts de is applied to the valve sol valve switch off. 66FUEL DRAIN PROCEDURE {Excerpt from the 206B-3 Flight Manual) Fuel sump - Drain fuel sample as follows: FUEL BOOST AFT and FWD circuit breakers - Out. BAT switch - On. FUEL VALVE switch - OFF. Fuel drain or button - Depress, drain sample, then release. NOTE Apply the following procedure to the airframe (A/F) fuel filter kit and/or ‘engine fuel pump filter. AJF fuel filter (if installed) - Drain and check before first flight of the day: FUEL VALVE switch - ON. FUEL BOOST AFT and FWD circuit breakers - In. CAUTION LT circuit breaker - In. Fuel filter drain valve - Open, drain sample, then close. NOTE Filter test switch is located on top of fuel filter. Fuel filter test switch - Depress and check A/F FUEL FILTER caution light on. Release switch and check light out. FUEL VALVE switch - OFF. BAT switch - OFF. 6-7Section 7 HANDLING/SER VICE/MAINTENANCE COVERS AND TIE-DOWNS 1 Protective covers and tic-downs are furnished as loose equipment and are used for the | parking and mooring of the helicopter (Refer to Covers and Tie-downs, figure 7-1). | Additional equipment such as ropes, cables, clovises, ramp tie-downs or dead man te- 1 downs will be required during mooring, ° | COVER - ENGINE INLET AND PITOT TUBE The engine inlet plugs are red, flame resistant, and each cover is attached with a red at | streamer stenciled in white letters, "REMOVE BEFORE FLIGHT." A strap joins the pitot , tube cover and engine inlet covers into one assembly. Cover pitot tube first, then press | inlet plugs into engine air inlets. Tie pitot tube cover securely with cord attached. COVER - ENGINE EXHAUST | The engine exhaust cover is red, flame resistant, and includes a red streamer stenciled in white letters, "REMOVE BEFORE FLIGHT." A 3/16 inch diameter cord is stitched to the j cover for securing to the engine exhaust. TIE-DOWN - MAIN ROTOR The main rotor tie-down boot is dull grey and includes a bright red nylon strap with shot bags attached to the ends to assist in retrieving the main rotor blade for tie-down. A | strap is sewn to the boot and is stenciled in white on both sides, "REMOVE BEFORE i FLIGHT.” Maximum load applied to blade tips shall not exceed 100 pounds. Maximurn ‘deflec-tion measured between the flapping axis and a connecting line between the blade tips shall not exceed 24 inches. Refer to covers and tie-downs, figure 7-1 After main rotor blades have stopped turning, toss lead shot bag ends of straps over one main rotor blade near tip; this will aid in pulling blade tip down to install boot. Install boot ‘This section Is to bo used for waining only and is applicable to Boll Model 2060-3. Rofer to } current Fight Manual for approved Operating mm Procedures and Limitationswith strap on top surface, reading "THIS SIDE UP." Rotate main rotor until main rotor blades ligned with the vertical fin. Cross straps once between main rotor blades and tailboom, then drawing blade down lightly against the static stop, tie below tailboom forward of the horizontal stabilizer. Refer to Covers and Tie-downs, figure 7-1. over blade ti 100 ues vo0 Las Z {Maxum Maximo maximum tone’ toa DerLEcTiOn eran A See DETAIL Ay Figure 7-1. Covers and Tie-downs TIE-DOWN - TAIL ROTOR ‘The tail rotor tie-down is red and is stenciled in white letters, "REMOVE BEFORE FLIGHT." To tie down the tail rotor assembly, rotate main rotor until tail rotor blades are 7-2 EERE RRR RRR EER EEEBEEESaligned with the tailboom or with the vertical fin and main rotor blades are aligned with tailboom. Tie down main rotor first, then secure tail rotor to tailboom or to vertical fin with tie-down strap. Do not tie down tail rotor to the extent that tail rotor blade flexes. SERVICING DATA FUEL Usable Fuel Capacity 76.0 U.S. gallons 91.0 U.S. gallons (SN 3567 and subsequent) 287.7 liters 344.5 liters 494.0 pounds (JP-4) 891.5 pounds (JP-4) 516.8 pounds (JP-5) 618.8 pounds (JP-5) 224.1 kilograms (JP-4) 268.7 kilograms (JP-4) 234.4 kilograms (JP-5) 280.8 kilograms (JP-5) 18°C. Unusable Capacity - 1.03 U.S. gallons (4.0 liters) ENGINE OIL Capacity - 5.5 U.S. quarts (5.2 liters). TRANSMISSION OIL Capacity - 5.0 U.S. quarts (4.7 liters), TAIL ROTOR GEARBOX Capacity - 0.375 U.S. pint (0.2 liter). HYDRAULIC FLUID MIL-H-5606 Reservoir Capacity - 1.0 U.S. pint (0.5 liter). 73FUELS Fuels conforming to the following commercial and military specifications are approved. ASTM D-1655, Type A, A-1, or B MIL-T-8624, Grade JP-4 or JP-5 Refer to BHT-206B3-FIMI-1. ‘The following fuel listing is provided for the convenience of the operator. It shall be the responsit lity of the operator and his fuel supplier to ensure that the fuel used in the helicopter conforms to one of the approved specifications above. Refer to Allison Operation and Maintenance Manual for AVGAS mix, cold weather fuel and blending instructions. Table 7-1. COMMERCIAL TYPE B FUELS (FOR ANY OAT) ASTM D-1655, Type B FUEL VENDOR PRODUCT NAME ‘ARCO Arcojet B British Petroleum B.P.A.T.G. California - Texas Caltex Jet B Chevron Chevron Jet Fuel B Continental Conoco JP-4 Esso Esso Turbo Fuel 4 Exxon Co., U.S.A. Exxon Turbo Fuel 4 Gulf Oil Corp. Gulf Jet B Mobil Oil Corp. Mobil Jet B Phillips Petroleum Co. Shell Oil Co. Standard Oil of British Columbia Standard Oil of California Standard Oil of Indiana Standard Oil of Kentucky Standard Oil of Texas ‘Texaco Inc. Union Oil 14 st JP-4 Aeroshell Turbine Fuel JP-4 Chevron Jet Fuel B Chevron Jet Fuel B American JP-4 Chevron Jet Fuel B Chevron Jet Fuel B Texaco Avjet B Union JP-4Table 7-2. COMMERCIAL TYPE A AND A-1 FUELS (FOR OAT ABOVE -17.8°C/0°F) FUEL VENDOR ASTM D-1655, TYPE A PRODUCT NAME ASTM D-1655, TYPE A-1 PRODUCT NAME American Oil Co. ARCO (Atlantic Richfield) Boron Oil Co. British Petrotoum California-Texas Chevron Cities Service Continental Esso Exxon Co. U.S.A. Gulf Oil Corp. Mobil Oil Com. Phillips Petroleum Co. Shell Oil Co. Standard Oil of British Columbia Standard Oil of California Standard Oil of Indiana Standard Oil of Kentucky ‘Standard Oil of Ohio ‘Standard Oil of Texas American Jet Fuel Type A Arcojet A Jet A Kerosene BLP. Jet A Chevron Jet A-50 Citgo Turbine Type A Conoco Jet-40 Conoco Jet-50 Exxon Turbo Fuel A Gulf Jet A Aeroshell Turbine Fuel 640 Chevron Jet A-50 Chevron Jet A-50 American Jet Fuel Type A. Chevron Jet 4-50 Jet A Kerosene Chevron Jet A-50 American Jet Fuel Type A-1 Arcojet A-1 Jet A-1 Kerosene BPAT.K Caltex Jet A-t Chevron Jet A-1 Conoco Jet-60 Esso Turbo Fuol A-1 Exxon Turbo Fuel A-1 Gulf Jet A-1 Mobil Jet A-1 Acroshell Turbine Fuel 650 Chevron Jet A-1 Chevron Jet A-1 American Jet Fuel Type A-1 Chevron Jet A-1 Jet A-1 Kerosene Chevron Jet A-1 Texaco Inc. Texaco Avjet A Texaco Avjet A-1 Union Oi 76 Turbine Fuel Table 7-3. MILITARY FUELS NATO F-40 NATO F-44. COUNTRY (JP-4 TYPE) (P-5 TYPE) Belgium BA-PF-2 3 GP-24 Canada 3 GP-22 3 .GP.24 Denmark MIL-T-5624 Grade JP-4 Fronce AIR 3407 AIR 3404 Germany VIL 9130-006 VTL-9130-007 VTL-9130-010 Greece MIL-T-5624 Grade JP-a Italy AER-N-C.142 AA-M-C.143 Netherlands MiL-T-5624 Grade JP-4 D. Eng. B.D, 2498 Norway MIL-T-5624 Grade JP-4 Portugal Tutkey United Kingdom United States D. Eng, R.D. 2454 MIL-T-5624 Grade JP-4 D. Eng. A.D, 2498 D. Eng. R.D. 2452 MIL-T-5624 Grade UP-5 75os Oils and vendors are listed in this section for the convenience of the operator. An appropriate entry shall be made in the aircraft logbook when oil has been added to the engine, transmission, or tail rotor gearbox. The entry shall show the type and brand name of oil used to prevent inadvertent mixing of oils. Mixing of oils is permitted only within a given group. In the following list of oils, there is ‘a group number column to the left of manufacturer’s designation column. An oil may be mixed with any other oi group. For example, an oil in group 4 may be mixed with another brand in group 4. An oil in group 23 may be mixed with any other brand in group 23. Mixing of oils not in the same group is permitted only in an emergency. Use of mixed oils (oils not in the same group) is limited to 5 hours total operating time, ENGINE OILS Certain oils which conform to the following specifications are approved for use in the engine: DOD-L-85734 (AS) oils shall meet the engine manufacturer's approval in all cases. Consult with the engine manufacturer for use of oil brands not listed herein. It is recommended that ail of the same group be used in the engine and transmission, because oil seal leakage could result in oil intermixing. Refer to BHT-206B3-FM-1. Refer to the engine Maintenance Manual for servicing instructions. Table 7-4. MIL-L-7808 OILS (FOR ANY OAT) GROUP NO. OIL VENDOR MIL-L-7808 PRODUCT NAME 4 American Oil and Supply Co. American PO Lubricant 6899 2 Bray Oil Co. Brayco 880H 2 Exxon Co. U.S.A. Exxon Turbo Oil 2389 4 Mobil Oil Co. Mobil Avrex S Turbo 256 4 Mobil Oil Co. Mobil RM-201A 5 Mobil Oil Co. Mobil RM-184A, 6 Stauffer Chemical Co. Stauffer Jet 76Table 7-5. Ml! 23699 OILS (FOR OAT ABOVE -40°C/-40°F) MIL-L-23699 SERIES PRODUCT GROUP NO. OIL VENDOR NAME 23 American Oil and Supply Co. American PO Lubricant 6700 23 Bray Oil Co. Brayco 899D 26 Caltex Petroleum Corp. Caltex RPM Jet Engine Oil § 26 Chevron International Oil Co, Chevron Jet Engine Oil 5 24 Exxon Co, U.S.A. Exxon Turbo Oil 2380 23 Hatcol Chemical Di Hatcol 3211 21 Mobil Oil Co. Mobil Jet tt 21 Mobil Oil Co, Mobil Jet 254 22 Royal Lubricants Royco Turbine Oil 500 22 Royal Lubricants Royco 899 (C-915) 22 Shell Oil Co. Aeroshell Turbine Oil 500 25 Stauffer Chemical Co. Stauffer Jet 1l (Castrol 205) Toble 7-6. DOD-L-85734 (AS) (FOR OAT ABOVE -40°C/-40°F) GROUP NO. Olt VENDOR PRODUCT NAME a7 Royal Lubricants Royco Turbine Oil 555 27 Shell International Petroleum Co. Aeroshel! Turbine Oil 555 TRANSMISSION AND TAIL ROTOR GEAREOX OILS ‘The oils listed herein are epproved for use in the transmission end tail rotor gearbox. These oils conform to the following specifications: TRANSMISSION AND TAIL ROTOR GEARBOX OILS. ‘The oils listed herein ore approved for use in the transmission and These oils conform to the following specifications: rotor gearbox. MiL-L-7808 MIL-L-23699 DOD-L-85734 (as) Refer to BHT-206B3-FM-1, 77‘Table 7-7. MIL-L-7808 OILS (FOR ANY OAT) OIL VENDOR PRODUCT NAME ‘American Oit and Supply Co. ‘American PO Lubricant 6899 PQ Turbine Oil 8365 PO Turbine Oil 8366 ‘BP (North America) Ltd. BP Aero Turbo Oil 15 + Bray Oil Co. Brayco 880H ] Brayco 880J | Exxon Co. U.S.A. Exxon Turbo Oil 2389 Exxon International Esso Turbo Oil 2389 1 Esso Turbo Oil 2391 | Mobil Oil Co. RM-1844, : RM-201 A = RM-248A ] Avrex § Turbo 256 i wyco Turbonycoll 160 Royel Lubricants Royco 808H 4 Royco 808HS | Shell International Petroleum Co. Aeroshell Turbine Oil 308 Stauffer Chemical Co. E6825 Stauffer Jet | Table 7-8. MIL-L-23699 OILS (FOR OAT ABOVE -40°C/-40°F) Ol VENDOR PRODUCT NAME American Oil and Supply Co. PQ Turbine Lubricant 6423 PQ Turbine Lubricant 6700 PO Turbine Lubricant 9598 PO Turbine Lubricant 3889 PO Turbine Lubricant 3893 PQ Turbine Lubricant C-3788 BP (North America) Ltd. BP Enorjet 57 Bray Oil Co. Brayco B99 1 Brayco 899G and 899M i Burmah-Castrol Corp. Castro! 5000 California Texas Oil Corp. Caltex RPM Jet Engine Oil & Castrol Oils, Inc. Castrol 205 Chevron Chevron Jet Engine Oil 5 : Emery industries EMGARD Synthesized Turbine Lubricant (2952) | Exxon Intemational Esso Turbo Olt 2380 Exxon Co., U.S.A. Exxon Turbo Oil 2380 Hatco Chemical HATCOL 3217 et HATCOL 3611 HATCOL 1680 78 |= Table 7-8. MIL-1-23699 OILS (FOR OAT ABOVE ~40°C/-40°F} (Cont) Ol VENDOR PRODUCT NAME Mobil Oil Co. Nyconnor PVO International Royal Lubricants Shell Oil Co. Stauffer Chemical Co. Mobil Jet Oil It RM-139A RM-1478, RM-246A, RM-2478, RM-2498, RM-2548, Turbonycoll 599 STO-5700 Royco 899 (C-915) Royco 8998 (D-759-3) Royco 899C (D-758) Royco 899 HC Royco Turbine 500 Aeroshell Turbine Oil 500 ‘Stauffer Jet Il ‘Stauffer STL ‘Table 7-9. DOD-L-85734 (AS) (FOR OAT ABOVE -40°C/-40°F) OIL VENDOR PRODUCT NAME Royal Lubricants Shell International Petroleum Co. Royco Turbine Oil 555 Aeroshell Turbine Oil 555 When changing to an oil of a different specification, accomplish the following steps: Drain transmission, freewheeling unit, and teil rotor gearbox. Reploce transmission oil filter. + Service the transmission with proper amount of approved lubricant. Service the tail rotor gearbox with the proper amount of approved lubricant. Operate the aircraft for not less than 30 minutes nor longer than 5 hours. Drain the transmission, freewheeling unit, and teil rotor gearbox. Service the transmission with the proper amount of approved lubricant. Service the tail rotor gearbox with the proper amount of approved lubricant, _i Closely observe oil sight gages during first 100 hours of of hazy appearance. If this occurs, operation with new oil for indications of foggy fepeat steps 6 through 9 until eliminated. The MIL-L-7809, MIL-L-23699, or DOD-L-85734 (AS) should not be mixed. If this should ‘occur, drain the system and refill with the oy ‘through 9 above, pproved lubricant in accordance with steps 6 7-9Do not use MiL-L-23699 or DOD-L8573¢ {AS) oil when ambient temperature falls below -40°F (-40°C), Remove MIL-L-23699 or DOD-L-85734 (AS) and replace with MIL-L-7808 in accordance with steps 1 through 9 above. When oils of different brands but the same specification are being replaced accomplish the following steps: Drain transmission, freewhes Replace transmission oil filter. Service the transmission with the proper amount of approved lubricant. Service the teil rotor gearbox with the proper amount of approved lubricant. 19 unit, and tail rotor gearbox. HYDRAULIC FLUIDS The hydraulic fluids listed herein conform to MIL-H-5606 and are approved for use in the flight controt system, Refer to BHT20683-MM-1 for servicing instructions. Toble 7-10. HYDRAULIC FLUIDS FLUID VENDOR PRODUCT NAME American Oil and Supply Co. Bray Ol Co. Castro! Oils, Inc. Chevron Mobil Oil Co. MZF Associates Penreco Royal Lubricants Shell International Petroleum Co. Standard Oil Co, of California Stauffer Chemical Co. Texaco,Inc. 7-10 PO 2863 Po 2890 PO 2903 PO 2905 PO 2950 PO 3808 Po 4140 Brayco 756 C, D, E, or F Brayco 7578 Brayco Micronic 756 ES Castrol Hyspin A Chevron Aviation Hydraulic Fluid D (PED 5225) Mobil Aero HED 25606 Petrofluld 4606 Petrofluid 4607 Royco 756C (C730-4) Royco 756D DS-437 Aeroshell Fluid 41 PED 3337 PED 3565 Stauffer Aero Hydroll 500 TL5874, |HyORAULIC RESERVOIR = caomiu ‘BATTERY. EXTERNAL POWER RECEPTACLE: SUMP DRAIN Use powen unr capapl or zea voc. feacsourmer, Figure 7-2. Servicing diagram (sheet 1 of 2) ran)FREQUENCY SYMBOL REQUIREMENT, CT] sosmen eee oO 200 Hours 4. Drain and refill tail rotor gearbox Mai -H-B608 MILH-G606. NOTES: AN vo not mi oi AA, ‘ater applica Alison Operation ani Mainenonco Manual (1012) (0 core afer to aca i change tobe extonded to Z00hours, authorized fuelzand oie, and ao check Dy rete ear clo must ba 1/8 inch ove theo lveindeator ating orblicopers Teper Sit candord landing oo AX otort bien commercial Soniee Les, 250-C208 CS1-1052, ii eeming and oressie TaSeatone ae experianced. Figure 7-2. Servicing gram (sheet 2 of 2) 72eS ee ee ee ot Figure 7-3. Lubrication chart (sheet 1 of 3)INTERVAL TEM coMmPONENT LuaRICANT comPLy : (HOURS) (GREASE) WITH NOTE 50 1. Swashplate duplex bearing MiL-6-61322 2.4,6,7 7 (Hand gun) ad 2. Tai rotor pitch hom trunnion bearing ‘MlL-G-81322 2.6.7 oH (2 places) (Hand gun} ] 3. Main rotor pitch hom trunnion be MiL-6-81322 2.6.7.8 : (2 places) (Hand gun) q j 4. Main rotor pillow blockitrunnion bearing MiL-G-81322 2,8.6,7.8 al : if equipped with lubrication fiting (Hand gun} 1 (2 places) | 8. Main rotor grip bearing if equipped with MIL--81322 2,5.6,7.8,9 a lub:ication fiting (2 places) (Hand gun} 7 100 6. Taio ich tang meshanem — maLGeraas 1.2.7 ml (2 places) (Hand gunt 1 ein 300 7. Tait rotor drive shaft hanger bearing MIL-G-81322, i (7 places) (Hypodermic needie) ; 7A, Tal rotor drive shatt sliding adaptor —_—MIL-A-907 ] splines (4 PLACES) (Hana) J 300 oF 6 months 8. 206-040-100 engine to transmission 204.040.755.005 10 whichever occurs drive shaft coupling (2 places) (Hana) first 600 or 12 months 8. 206-040-015 mi drive shaft coupling 204-040-758-005 10 whichever occurs. {2 places) and) tu first 6 months 9. Ground handling wheel support MiL-G-81322 6 (2 places) (Hand gun) 4 Special Components exposed to elements As specified above S 1200 or 12 months 10. Hydraulic pump and tachometer MIL-A-907 whichever occurs generator drive splines (Hane) s first Notes: : 1. To prevent pumping grease into tall rotor gearbox, remove boat before purging bearings with grease. Purge and clean boot of all grease after purging. Resafety. 2, MIL-G-81322 grease is recommended for use in all applications which previously used MIL-G-25637 grease; however, intermixing of greases Is prohibited. When changing from one grease to the other, Purge, until previous grease is depleted. Figure 7-3. Lubrication chart (sheet 2 of 3) m4 HEREREERESEESE a 5 i q i 5 { i 1 I | | i | | NOTES (Cont 3. Lubricate tail rotor bearing. 2. Wipe clean the outboard side of bearing seal plate to reveal the four 0.08 inch diameter holes. It |s not necessary to wipe the inboard seal plate clean. b. Using a 6 cubic centimeter (cc) medical syringe and 18 gage hypodermic needle, inject 0.5 cc of MiL-G-81322 grease into each bearing. Inject the 0.5 cc of grease into one of the holes in be: seal plate. If hypodermic needle does not fully enter seal and beating, remove needle and rotate drive shaft to clear bearing ball cage and reinsert and inject grease into bearing. ©. Needle shall be purged prior to each use and extemal surface of needle lubricated to prevent tearing seal. Wipe excessive grease from exterior of bearing. NOTE Maximum recommended operating temperature is 185°F (85°C). In the first 15 to 20 hours after lubrication, it is normal for @ bearing to run 90°F (32°C) hotter than the maximum recommended operating temperature. 4. Lubricate more frequently if conditions warrant. Refer to Note 6. Lubricate swashplate duplex besrings only at lubrication fitting. Purge lubricate. Rotate 90 degrees and purge again. 5. Inject grease slowly to prevent pressurizing bearing and damaging cup or seals. 8. Special Lubrication Requirements. a. Alter each day of operation in rain showers, snow or after washing helicopter, all exposed contro! bearings should be purge lubricated to remove trapped moisture and to ensure that a lube film is applied to susceptible surfaces. b. Parking helicopters outside in a heavy dew environment requires that all exposed control beatings ‘be purge lubricated every seven days to ensure that no voids exist that could trap moisture. ©. Ithelicopter is stored for a period in excess of 45 days without operation or service, purge lubricate all bearings, 7. Purge lubricate. 8. Every time that the main rotor hub is disassembled the hub shall be lubricated during reassembly, after first run up, and after first flight. 9, Remove main rotor o} felief valves before lubricating main rotor grip bearings. 10, The 204-040-755-05 grease has a four year shelf life from packing date on container. Figure 7-3. Lubrication chart (sheet 3 of 3) 718TRANSMISSION & DRIVETRAIN The power train system provides a means of transmitting power from the engine to the main and tail rotor assemblies. It includes the freewheeling assembly, main drive shaft, transmission, tail rotor drive shaft, oil cooler blower, tall rotor gearbox, and mast. Figure 8-1. Power train 8-4BHBRRBE RE R TERE RB ERE EESETRANSMISSION The transmission provides a total gear reduction of 15.23 to 1.0 (6,016 to 395 rpm). A 3.26 to 1.0 reduction is provided by the first stage bevel gear assembly, and the second ‘stage reduction of 4.67 to 1.0 by the planetary gear train. An accessory gear, mounted ‘on the forward side of the transmission case provides a 1.42 to 1.0 reduction to operate the hydraulic system. The transmission itself is mounted forward of the engine on the cabin roof deck. It is supported by and isolated from the helicopter by means of two pylon support links and a drag link that is secured to the bottom of the transmission and Connected by means of a bolt to the rubber isolation support mount. A cylindrical boss extends downward from the forward end of the drag link and fits loosely into a hole in the pylon stop to provide a positive limit of travel for the pylon. The main rotor mast is Secured to the transmission by means of the mast bearing, bearing liner, and bearing and seal plate. ‘TWO STAGE REDUCTION 15.23 TO 1.0 UPPER GEAR ‘ON THE CASE DRIVES ‘SECOND STAGE- THE ROTOR eo PLANETARY GEAR REDUCTION masT 4.6770 1.0 PLANETARY CASE FOUR PLANETARY GEARS {To THE pLanerary Figure 8-5. Internal components of transmission 8-5Figure 8-6, Transmission assembly It is attached to the cabin roof by means of a pair of pylon support links and an isolation ie arrenat Keeps the transmission aligned, reduces airframe vibration, and pertits higher {speeds without compromising the fatigue life of the airframe and dynamic parts. Tike support system differs from the conventional four or five point spring mounted arrangement in that the bipod supports aim or focus the pylon input loads at the fuselage area vente of gravity. Tho use of elastomeric bearings provides pylon static centering, Lubrication is provided by a system that includes a pump, relief valves, filter, spray jets, temperature bulb, and an oil cooler. The pump is a constant volume type driven by the 8-68-8. Mast Figuretrols Figure 8-9. Main rotor coiMAIN ROTOR CONTROLS ‘The main rotor controls consist of the swashplate and support assembly, collective lever and link, collar set and drive linkage, and pitch link assembly. The swashplate and support assembly transfers cyclic control motions from the nonrotating to the rotating control system. The assembly encircles the mast directly above the transmission, and it is mounted on a universal support (pivot sieeve or uniball) that permits it to be tilted in any direction. Movement of the cyclic control stick results in a corresponding tilt of the swashplate and the main rotor. The sleeve transfers collective motion. Movement of the collective pitch lever actuates the sleeve assembly which in turn raises or lowers the swashplate and transmits collective control to the main rotor. The cyclic controls are mixed with collective control through the mixing lever located at the base of the control column. The pitch link, which connects the pitch horn on the blade grips to the swash- plate outer ring, receives control input from both the collective and the cyclic controls, The collective lever and link assembly is mounted to the swashplate support assembly and transfers collective flight control inputs to the swashplate. The swashplate drive assembly consists of a collar set, idler link, and an idler lever. The collar set is attached to the mast, and the idler link is attached to the outer ring of the swashplate. The idler lever connects between the collar set and idler link. The pitch link assembly connects pitch horn on blade grips to swashplate which transmits control input from collective and cyclic controls. Notes at