206 TRNG Manual

--,-~"-,--
I~TRODUCTION
/
The LongRanger III is a single engine, seven place helicopter designed to taka off and land on
any reasonably level terrain'. Standard configuration provides for one pilot and RX passen-
gers. Passenger seat cushions can be removed or rearranged and approximately 80 cubic
feet of cargo can be carried internally at a floor loading limit of 75 pounds per sql'are foot.
Also, the aft doors may be removed to permit carrying wide loads. In addition, a 16 cU,bic
foot baggage compartment is located beneath the engine compartment with a maximum
cargo weight of 250 pounds and a floor loading limit of 86 pounds per square foot; but this
cargo weight limit is dependent upon the calculated center of gravity limits of tileaircrah for
the flight. Fuel capacity is 112 U.S. gallons distributed within three cells. '
The main rotor is a semirigid, seesaw, two blade design which employs a precOiled and
underslung feathering axis to ensure smooth operation. The blades are a droop snoot airfoil
with swept tips which reduce noise and minimize the adverse effects of the high mach
numbers on the advancing blade tip.
The, tail rotor is a semirigid, delta hinged, two blade design.
The LongRanger III is powered by an Allison turboshaft engine Model 250-C30P that provides
435 shaft horsepower for takeoff and 370 shaft horsepower for maximum continuous opera-
tion. The use of this light weight gas turbine engine, a high strength. to weight ratio bonded
honeycomb constructed airframe, simplified dynamic components, and a nodal beam suspen-
s'.on to dampen main rotor vibrations have produced a precision balance between perfor-
mance, maintenance dependability, and capability.
The 206L-3 can be equipped with various landing gear configurations including: high skid
landing gear, float landing gear (standard), or emergency flotation gear.
'. '
1
HELICOPTER COMPONENTS
======~==~========
~
1
@
. 1. Vertical fin 15. Tail rotor drive shaft

..... 2. Horizontal stabilizer and fin 16. Tail rotor gearbox
3: Engine oil tank 17 . Tail skid
4. Swash plate drive link 18. Passenger station
5. Cycfic.and..collectille servo_aCluators .19_ OiLcoole,
6. Pitot tube 20. Oil coole, blower
7. Static port 21. Tailboom attachment access panel
8. Copilot/passenger station 22. Fuel shutoff valve access panel
9. Fuel tank filler 23. Anticollision beacon
10. Battery 24. Drain valve switch
11. Hydraulic reservoir 25. Engine/transmission drive shaft
12. Transmission assembly 26. External power plug
13. Engine 27. Tie-down and jack point
14. F.eewheeling unit 28. Pilot's station
2
PRINCIPAL DIMENSIONS
AT GROSS WT. OF 4000 LBS. -

~~~~~~~~I-
~
NO LOAOON GEAR
(7 FT. 5.0 IN.)
(7 FT. 8.1 IN.)
(4 FT. 4.0 IN.) =:::::;:;=====;:;"
. r~FT.'.0IN.) ~~~~~;;;~~~
~n
~ (37~.)1-II__--E=~~~if==
(3 FT. 2.9 IN.).
(3 FT. 8.0 IN.) (9 FT. 10.9 IN.) -

1_ _ _ _ _ _ _ _ _ (23FT. 62 IN.) - - - - -
(42 FT. 8.5 IN.)

(9 FT. 6.' IN.) I
2 0 15'
::"ECONE 1 - ('0 FT. 0.4 IN.)-
50 _ -
....:-f
60 30' FLAPPING (6FT. 571,~') I
t
\.-.
<t PITCH
CHANGE
AXIS
t s;;,30' FLAPPING
1000001 -.. . .
CLEARANCE -
(1 FT. 11.3 IN.) r lfllJi
//l··
\" / I
J . 'Z~/.i
,4!-0 '"GII
\ .. ~
1
(6 FTf.7 IN.)
"L J 2° 09' I
J. \'
L
(10 FT. 2.4 IN.)

H6 FT. 0.0 IN.)·
.1
(1 FT. 3.0 IN.) .' '_, 12FT;
..
'~.5IN.~
(12 FT. 102 IN.) -
(10 FT. 3.8 IN.
L (11 FT. 8.3 IN.)
~ ..
3
GENERAL DATA TABLE 20SL-3
ENGINE
ModeJ· number 250-C30P

Manufacturer Allison Gas Turbine Division of GMC
TORQUE vs HORSEPOWER
Maximum continuous power 85% torque/370 shaft horsepower

Takeoff power (5 minute limit) 100% torque!435 shaft horsepower
Transient (maximum 5 seconds) 105% torque/457 ~haft horsepower
AIRSPEED LIMITATIONS (INDICATED)
Maximum airspeed V NE 130 knots (1 50 mph)

fVlaximum airspeed for Autorotation 100 knots (115 mph)
ivla?<imum airspeed with doors off 90 knots (1 00 mph)
Maximum airspeed at 85 to 100% torque 84 knots (96 mph)
RECOMMENDED AIRSPEEDS (INDICATED)
Minimum rate of descent 57 knots (66 mph)

Maximum glide distance 69 knots (80 mph)
Nominal autorotational airspeed 61 knots (70 mph)
Hydraulic failure 61 - 69 knots (70 - 80 mph)
Al..TITUDE
M~ximum operating 20,000 feet Hp
WEIGHTS
. Ayerage empty weight 2,265 pounds

.M.3ximurn gross weight (internal) 4,150 pounds
Maximum gross weight (external) 4,250 pounds
Cargo hook rated capacity 2,000 pounds
., FUELS
Maximum capacity 112 U.S. gallons (93.25 imp gal)

ASTM type Jet B (JP-4) All temperatures
ASTM type Jet A or A-1 (JP-5) Above OaF
Use a mixture of 80/87 AVGAS and ASTM Jet A and A-l (no time limit) Below OaF
Alternate mixture 100 low lead (300 hours between overhauls)
·i"iefar toBHT-206L3-FMS-15)
4
GENERAL DATA TABLE 20SL-3 (Cont)
APPROVED LUBRICANTS
Engine and power train gear case oils must conform to MIL-L-7808, MIL-L-23699, o~ DOD-L-
85734(AS) 555 series specification. The same group number oil used in the transm:ssiGio
must be used in the engine. ' .
Hydraulic fluid MIL-H-5606

1 pint in system
1 pint in reservoir
MAIN ROTOR
Number of blades 2
Diameter 37'feet
Chord 13 inches
Twist -11 degrees
Engine to main rotor gear ratio 15.23to1
RPM at 100% 395
TAIL ROTOR
Number of blades 2
Diameter 65 inches
Chord 5.27 inches
Twist o degrees
Yoke twist 4 degrees
Engine to tail rotor gear ratio 2.35 to' 1
2560
RPM at 100%
AIRFRAME
42 feet 8.5 inches
Overall length
10 feet 3.8 inche's
Overall height
Tread at 4000 pounds gross weight 7 feet.8, 1 inches
PASSENGER/CARGO DOOR OPENING
39 inches
Height
36 in.;:h\ls
Width
Ambulance
+ 25incr.es
CARGO AREA VOLUME

. SO.,cubic 'feet
Main cargo area
16 'cubic feet
Baggage compartment
5
AIRFRAME
The fuselage consists of three 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 tailbocm, and the
tailboom section.
The forward section utilizes aluminum honeycomb structure and provides the major load·
carrying elements of the forward cabin. It provides for pilot and passenger seating, fuel cell
enclosure, and pylon support.
The crew (optional) and passenger doors (standard) contain a three component wedge
shaped window of blue tinted plastic with the lower forward section as a sliding window for
ventilation. This sliding window is adjustable and the window handle functions not only as
·a.;handle to open but also as a retainer to keep the window from sliding out of the track. The
windshields are fabricated of tinted acrylic plastic and are supported by formed aluminum
allqy sections. Two blue tinted transparent lower windows fabricated of plastic are located
in the lower cabin nose section. Two cabin roof windows (skylight) are provided in the roof
of forward compartment. The cabin panel window is located on the right side of the helicop-
ter, and it is a fixed window made of tinted plastic.
6
The helicopter is equipped with five entrance/exit doors for crew and passengers, as well as
a variety of hinged doors and panels, which provide access for inspection ami ser.Jicing,
Crew and passenger doors are located on both sides of the fuselage, while a sil'lg\e litter door
and a baggage compartment door are on the left side of the helicopter.
A crew door is installed on each side of the forward fuselage to provide access to the cockpit
area. Each door is equipped with a latch assembly, which may be operated from either side
of. the door, and a lock, installed in the exterior door handle. Each door incorporates a sliding
window and a stationary window.
A passenger door is installed on each side of the fuselage to provide access to the cabin
area. Each is equipped with a latch assembly, which may be operated from either side of the
door, and a lock installed in the exterior door handle. The left passenger door is hinged on
the litter door, so that the two may be opened together to aid in loading the helicopter.
The litter door, located between the crew and passenger doors on the left side of the helicop-
ter, is hinged forward and is opened in conjunction with the left passenger door to provide
_. increased access for loading the cabin area. The door must be closed and latched properly,
or the LInER DOOR OPEN warning light will illuminate.
The baggage compartment door, located aft of the passenger door on the left side of the heli-
copter, is hinged forward and is secured by two pushbutton latches and a keyed lock.
The battery access door, located on the nose of the helicopter, provides access to the
battery,.battery.relay, TOTlight reset key switch, the reset key switch circuit breaker, hour-
meter, and the 10 amp left fuel boost pump circuit breC!ker. The access door is hinged aft,
and two camloc fasteners secure the forward edge of the door to the fuselage.
'J Door locks are installed in the crew, ·Iitter, passenger, and baggage compartment d90rS .to
provide security to the cockpit, cabin, and baggage areas. Locks are similar in construction,
and are keyed alike, except for the baggage compartment door lock.
Doors and panels are provided at various locations in the cowling and fairings for servicing
and inspection of interior areas. The oil reservoir access door and the oil cooler access door
are located on the aft fairing. The engine cowling has side panels which are hinged for easy
access, and the air induction cowling has doors on both sides for inspection of the transmis-
sion area. Most miscellaneous access doors open on piano hinges and are secured with flush
latches and winghead stud fasteners.
The intermediate section utilizes an aluminum semimonocoque construction and provides a

deck for engine instanation, baggage compartment, aria a compartment under the engine
deck for heater and electrical equipment.
A titanium engine pan, located below the engine, acts as both a drip pan and firewail. "it is
curved to provide sufficient clearance to allow for the removal of accessories witho,.!t having
to remove the engine. The engine pan along with the titanium fore and aft firewalls are fitted
within the top part of this section to form the engine compartment. .
-----------
TAil ROTOR
GEAR BOX
FAIRING
SYNCHRONIZED
,_JJ-..f!--- ELEVATOR
""""--
POSITION
l.IGHT
LEADING
EDGE
SLAT
~
/
/ \
( '.
~
8
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, located
on the left side of the fuselage and hinged at the forward end, opens the full width and
height of this compartment; and it is secured by means of two pushbutton latches and a
keyed lock. Within the 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 behind the parcel shelf and above the baggage
ccmpartment. 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.
The tail boom is attached to the aft fuselage by means of four bolts. Two end plates, the
horizontal stabilizer, vertical fin, and fairings are provided not only to provide stability but
also to protect and provide a covering. for the tail rotor drive shaft and tail rotor gearbox.
Modification, including installation of antenna, lights or equipment that change the mass or
mass distribution of the helicopter are not permitted without Bell Helicopter TEXTRON
approval.
The end plates or dynamic dihedrals, located on each end of the horizontal stabilizer and off-
set 5 degrees to the left of centerline to provide a 0 degree angle of incidence to the airflow
over the tail boom, improve dihedral (roll) stability of the aircraft in forward flight.
The horizontal stabilizer, a one piece aluminum honeycomb structure, is an inverted airfoil
which provides a downward resultant lift on the tailboom to maintain the cabin in a nearly
level·attitude throughout all cruise airspeeds and to aerodynamically streamline the fuselage
to reduce drag. Along with the leading edge slats that were included to improve pitch stabil-
ity during climbs are controllable trailing edge surfaces that function to increase the center
of gravity range. .
The vertical fin, composed primarily ·of aluminum and honeycomb construction, provides
directional (yaw) stability. It contains a top fairing to mount the anticollision light and on the
lower edge, a rubber bumper and tail skid. It sweeps back, both above and below the end
of the tailboom, on the right side. The leading edge is canted outboard to reduce tail rotor
thrust during forward flight at cruise speed.
The tail rotor gearbox fairing encloses the tail rotor gearbox and is attached to the tailboom
and vertical fin. It incorporates a white position light and three screens. Orie screen is used
for tail rotor gearbox oil level inspection. The other two are for cooling of the tail rotor
gearbox.
9
10
A tubular steel tail skid and bumper are installed on the lower portion of the vertical fin. The
purpose of the tail skid is to warn the pilot of a tail low altitude when landing.
The skid landing gear consists of two skids attached on ends of two arched cross tubes that·
are secured to the fuselage by means of four strap assemblies. Each skid tube is fitted with·
a forward end step, a tow fitting, two saddles with sockets for cross tubes, six separate·
shoes along the bottom, a rear cap, and two eyebolt fittings for mounting of ground handling
gear. The airfoil type skid landing gear fairings enclose the forward and aft cross tubes and
are constructed from white thermoplastic with aluminum alloy stiffeners and supports.
The allowable permanent set of the cross tubes with the weight of the helicopter removed
for the standard gear is1.:.9Jnch per side. High gear with float pans or high gear with skid
tubes is 2.0 inches per side. Also, it is recommend that no components be attached to the
landing gear assembly except as designated by the manufacturer. To do otherwise, could
lead to premature failure of the crosstube.
NOTES
11 ! .
.-
1. Forward fairing
2. Transmission fairing
3. Air induction cowling
4. Engine cowling
5. Aft fairing
2-
1
ENGINE
fORWARD COMPARTMENT
/ AIR INLETS
The cowling is constructed of aluminum alloy, fiberglass, and honeycomb material. It

consists of the forward, transmission, air induction, engine, and aft fairing sections, which
are constructed of aluminum alloy, fiberglass, or honeycomb materials. Each section is
removable for engine and transmission changes or repairs. Access doors are provided with
flush-type latches which permit inspections and servicing without removing the cowling.
The forward cowling incorporates a single point hinge fitting assembly, located at the
forward end of the fairing. A rod is stowed inside on the left side to support the fairing in
a raised position. Two toggle hook latch fittings secure it in the closed position.
The transmission cowling encloses the forward half of the main transmission and controls.
The air induction cowling encloses the aft half of the main transmission. Inlet ducts are
provided on each side of the air induction cowling to direct the airflow into the induction
screen. Two doors are also provided for maintenance and inspection of the induction screen
and main transmission. The induction screen is located inside and attached to the air
;,lduction cowl and the forward side of the forward firewall.
The engine cowling, which includes the engine upper cowling and engine side cowling, is
constructed of aluminum alloy; and it contains two screen vents forward of the cutout for
the exhaust stack. Hinged to the engine upper cowling are two engine side cowlings. The
side panels are constructed of aluminum alloy and incorporate five screen vents and three
flush latches. The right engine side cowling includes a screen vent for the starter/generator
cooling duct. Engine side cowling may be hinged open and supported by a rod.
The aft cowling is constructed of aluminum alloy and incorporates two screen vents, oil
cooler and oil tank access doors, and a cutout for the oil cooler blower exhaust.
12
NOTES
13
dANDLING AND SERVICE
. . eKING, AND lEVELING
/~~~7
./: :/
90·
4> . . . : : . : : : : :. . . . . . '~
'< •••••
~ ....~~:.•;;-::::~' ..- ....... .

')HAllS
~nITlEVEL
'ETHOO
':OPTERS/N
""''1 ANOSUSSi
3
plate
trIg
":i~ fittings
DETAil A
PLUMB BOB METHOD
(HELICOPTER SIN
14 51001 THRU 515041
LIFTING
Using main rotor boot tie-down, and tail rotor strap, secure main and tail rotor blades as
necessary. Attach suitable hoisting cable and T1 01897 lifting eye clevis to the eye provided
in main rotor mast nut. Connect a suitable hoist and take up slack. Station a person at tail
skid to steady helicopter when hoisting. If lifting of helicopter will be beyond arms reach
from ground, secure a safety rope to tail skid. Hoist helicopter slowly with a constant lifting
force.
JACKING
Secure main rotor blades with main rotor boot tie-down. Position three hydraulic jacks under
jack fittings, and simultaneously at three positions; jack helicopter up to desired height. Be
careful to keep helicopter level a.s it is raised to desired height. When lowering helicopters,
slowly and carefully lower the three jacks simultaneously.
LEVELING
A level plate is located on the cabin floor at fuselage station 117.70 and buttock line 11.14.
Level plate location is approximately 4.0 inches forward of the aft seat and left of the
helicopter center line. The helicopter is level when the bubble in spirit level is centered fore-
and-aft and laterally.
NOTES
15
SERVICING
FILLER CAP
!OJ
FUEL CELL
EXTERNAL
POWER
USE·POWER
~
~F 28.5 vee U3~~ CAPA£LE
O
MPERES OUTPU+ 450 206075-223-1
16
SERVICING
I FREQUENCY SYMBOL I I REQUIREMENT
o DW~ Inspect prior to first flight of the day.
B ProIJight Inspect prior to each flight.
D 100 Hours Remove battery and service according
o 200 Hours
to manufacturers service manual.
1. Drain and refill tall rotor gearbox

each 200 hours.
2. Transmission each 200 hours

a Drain transmissi.on
b. Clean and reinstall transmission oil screen
c. Inspect oil fiber for metal particles
d. Replace oil filter
e. Refill trensmission
I SERVICING MATERIALS
MlL-L-7808 lubricating Oil Turbine Mll·t· 7808 or Mll·L·23699

MIL·L·23699
I Eng;ne Fuel. TUTb;ne (Refer to Flight Manual)
~===~
Mll·H·5606 I Hydr'~I;c Flu;d. Mll·H·5606
Petroleum Base. Red
NOTES:
& Do Not Mix Oils. (Reier to Flight ManuaL)
&. Refarto appropriate Allison Series Operation and Maintenance Manualforfrequency

of oil change. authorized fuels. and oils.
17
LUBRICATION
1. After each day of operation in rain showers or snow, or after washing the helicopter,
all exposed control bearings should be purge lubricated to remove trapped moisture and
to ensure that a lube film is applied to susceptible surfaces.
2. Parking helicopters outside in a heavy dew environment requires that all exposed
control bearings be purge lubricated every seven days to ensure that no voids exist that
could trap moisture.
3. If helicopter is stored for periods in excess of 45 days without operation or service,

purge lubricate all bearings.
4. The calendar life (months) listed for a lubricated component shall be adhered to whether
the component is installed on a helicopter or is placed on· a shelf as a spare. The
calendar time or hours of operating time, whichever comes first, shall not be exceeded.
DETA!L C DETAil 0
DETAIL A
SEE OETAILC
18
:::
LUBRICATION
INTERVAL LUBRICANT COMPLY

(HOURS) ITEM COMPONENT (GREASE) WITH NOTE
50 1. Swashplate outer ring MIL-G-81322 2,4,6,7

(Hand gun)
50 2. Tail rotor trunnion bearing MIL-G-81322 2, 6, 7

(2 places) (Hand gun)
50 3. Main rotor pitch horn trunnion MIL-G-81322 2, 6, 7, 8

bearing (6 places) (Hand gun)
50 4. Main rotor pillow block/trunnion MIL-G-81322 2, 5, 7, 8

bearing if equipped with (Hand gun)
lubrication fitting (2 places)
50 5. Main rotor grip bearing if equipped MIL-G-81322 2, 5, 7, 8, 9

-
with lubrication fitting (2 places) (Hand gun)
100 6. Tail rotor pitch change mechanism MIL-G-81322 1,2,7

300 7. Tail rotor drive shaft hanger MIL-G-81322 2, 3

bearing (7 places) (Hypodermic needle)
300 8. Tail rotor drive shaft sliding MIL-A-907

adapter splines (4 places) (Hand)
600 or 9. Engine to transmission drive shaft 204-040-755-005 10

12 months coupling (2 places) (Hand)
whichever
occurs first
- 6 months 10. Ground handling wheel bearings MIL-G-81322 6

(2 places) (Hand gunl
300 11. Hydraulic pump drive adaptor Plastilube

(Hand)
Special Components exposed to elements As specified above 6
NOTES
1. To prevent pumping grease into tail rotor gearbox .. remove boot before purging bearings with grease.
Purge and clean boot of all grease after purging. Resafety.
19
NOTES (Cont)
2. Mll-G-81322 grease is recommended for use in all applications which previously used Mll-G-25537
grease; however, intermixing of greases ;s prohibited. When changing from one grease to the other,
purge, until previous grease is depleted. Exercise same care when switching brands of grease as when
switching types of grease.
3. Lubricate tail rotor bearing.
a. Wipe clean the outboard side of bearing seal plate to reveal the four 0.08 inch diameter holes.
b. Using a 6 cubic centimeter fCC) medical syringe and 18 gauge hypodermic needle or equivalent, inject
0.5 CC of MIL-G-81322 grease into e.acll bearing: Inject"!he 0.5 CC of grease into one of the holes
in bearing seal plate. if hypodermic n·eedle does not fully enter seal and bearing, remove needle and
rotate drive shaft to clear bearing ball cage and reinsert and inject grease into bearing.
c. Needle shall be purged prior to each use and external surface of needle lubricated to prevent tearing
seal. Wipe excessive grease from exterior of bearing.
d. Maximum recommended operating temperature is 185°F {85°Cj. In the first 15 to 20 hours, after
lubrication, it is normal for a 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 swa:;bpiate duplex bearings
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.
6. Special Lubrication Requirements.
3. After each day of operation in rain showers or snow or after washing helicopter, all exposed control
bearings should be purge lubricated to remove trapped moisture and ensure that a lube film is applied
to susceptible surfaces. .
b. Parking helicopters outSide in a heavy dew environment requires that all expoSed· control bearings be
purge lubricated every-seven days to ensure that no voids exist that could trap moisture.
c. If helicopter is stored for a period in excess of 45 days without operation, or service, purge lubricate
all bearings.
7. Purge lubricate.
8. Every time main rotor hub is disassembled, hub shall be lubricated during reassembly, after first run up,
and after first flight.
9. Remove main rotor grip relief 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.
20
NOTES
21
SWASHPlATE
22
SWASHPlATE
The main rotor controls consist of the swashplate and support assembly, sleeve drive link,
and pitch links.
The swashplate and support assembly transfers cyclic control motions from the nonrotating
to the rotating control system. The swashplate and support encircles the mast directly above
the transmission, and it is mounted on a universal support (pivot sleeve 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 collective lever and link assembly is mounted to the swash plate support assembly and
transfers collective flight control i.nputs to the swashplate.
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 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 the pitch horn on the blade grips to the swashplate which
transmits control input from both the .collective and cyclic controls.
NOTES
23
SWASH PLATE
__- The V can be pointing

'-"~,..- either up or down as
long as the lines of
V are aiigned.
' ' ' ' ' ' ' '1' 111' TEFLON FABRIC
~1:mmfilh!li BEARING SURFACE
f8&2S! TUNGSTEN CARBIDE
SURFACE
~ HARD ANADIZED
SURFACE
24
SWASHPlATE
NOTES
25
TRANSMISSION
TRANSMISSION MOUNTS
TRANSMISSION MOUNTS
The transmission, mast, main rotor hub, and the blade assembly are supported by and iso-
lated from the fuselage by means of the transmission mounts (nodal beam) and transmission
restraint. This is accomplished through the use of four link attachments and two stop
mounts bolted to the transmission. Attached to these are four link assemblies, which are
secured to the four support and the flexure assemblies. The support assemblies are bolted
to the cabin roof shell and cabin roof beam, and they contain elastomeric bearing and bush-
ing members to isolate and to balance vibration inputs from the rotor into the flexure assem-
blies. These assemblies are the primary vibration isolating component that provide for a
vibration free ride throughout the helicopter's speed range. The transmission restraint
restricts movement of the transmission through the use of <;In elastomeric !;lea ring and bush-
ing member which is secured to the transmisSion restraint support. This support is then
bolted to the cabin roof shell and cabin roof beam along with two drag pins. The two stop
mounts bolted to the transmission are installed over the drag pins. The up stops mounted
on the drag pins restrict the vertical movement of the transmission and all oscillatory
movement. Tuning weights, which are bolted to the arm and flexure assemblies, provide for
the fine tuning and balance of the transmission mounting system.
The arm and flexure assembly is the primary nodal beam component that isolates main rotor
and transmission vibrations from the fuselage. The nodal beam installation develops through-
out the helicopter's speed range a standing wave form to reduce fuselage vibrations. The
arm assemblies are manufactured from aluminum alloy and are bushing mounted to the fore
and aft support assemblies. The flexure assembly, which is contained between the two arm
assemblies, consists of a laminated elastomer flexure, shims, and shear pads bonded into
metal brackets. Tellurium lead tuning weights, which are located on the end of the arm
assemblies adjacent to the flexure, provide a method for tuning the nodal beam instaliatic;m.
The forward and aft support assemblies, which are manufactured from aluminum alloy,
contain bonded elastomeric bearing and bushing members to isolate the arm and flexure
assemblies from the fuselage.
NOTES
27
·.,Al\iSMISSION RESTRAINT
28
TRANSMISSION RESTRAINT
The transmission restraint is an elastomeric spring assembly enclosed in a steel housing. The
restraint is secured in an isolation support that is mounted to the cabin roof beam; and it
restricts forward, aft, and lateral transmission movement. The forward arms of the restraint
contain teflon lined spherical bearings that are attached to the stop mounts which in turn are
secured to the transmission. The transmission is further restrained through the stop mounts
by means of the up stops and drag pins.
The aluminum alloy, isolation support is secured to the upper cabin roof sheil and cabin roof
beam. It provides a fixed structural support for the transmission restraint.
The two steel stop mounts, which are attached to tbe lower aft portion of the transmission
case, limit vertical and oscillatory movement of the transmission.
the two steel drag pins limit the oscillatory movement of the transmission through the stop
mounts. Vertical restraint is limited by the up stops which consist of a bonded upper and
lower disk in contact with the stop mounts.
NOTES
---------------------- ..
29
MAST
30
MAIN DRIVE SHAFT
The main drive shaft consists of flexible splined couplings and a flanged hollow shaft which
are installed between the freewheeling assembly and the transmission input drive adapter
flange. The flexible coupling accommodates movement between the transmission and free-
wheeling assembly. A spring in each coupling assists in the centering of the drive shaft
during operation.
It is designed to transfer power from the engine to the transmission during normal operations
and to transfer from the transmission to the tail rotor system during autorotation. Preflight
inspection consists of observing the outer coupling for discoloration caused by overheating,
signs of damage to the grease seals, or actual grease loss.
NOTES
r··· -':' .. ". -.- t.·' . .- ,- -
i . .' ,L, .
35
TAIL ROTOR FORWARD AND AFT DRIVE SHAFTS
14
13 I
1.Ji1
~
INDEXING FLATS ON INDIVIDUAL DISCS

ARE Al:rERNATED AS ILLUSTRATED ON
A PROPERLY STACKED ASSEMBLY
18
(§)
~I
I
°0°
20 19
°° DETAIL A
1. Freewheeling assembly
2. Splined adapter
." ·_·3: Forward""Short shaft
4. Blower shaft
5. Blower assembly
11.
12.
13.
14.
15.
Beveled washer
Beveled washer
Thin steel washer
Nut
Bolt
6. Aft short shaft 16. Beveled washer
7. First tail rotor 17. Disc assembly
drive shaft segment 18. Beveled washers
8. Splined adapter 19. Thin steel washer
9. Splined adapter 20. Nut
10. Bolt
36
TAIL ROTOR FORWARD AND AFT DRIVE SHAFTS
The tail rotor drive shaft is made up of the forward shaft, the oil cooler blower shaft, the aft
drive shaft, and the tail rotor drive shaft segments. Steel laminated flexible couplings
(Thomas couplings) are used to connect the shaft sections and the tail rotor gearbox.
The forward and aft drive shafts are located on either side of the oil cooler blower assembly.
The forward short shaft is constructed of steel and is connected to the aft end of the free-
wheeling assembly and the forward end of the fan shaft by means of splined adapters. The
aft drive shaft is constructed of aluminum alloy and is connected to the aft end of the fan
shaft by means of a splined adapter and the first tail rotor drive shaft segment.
NOTES
37
TAil ROTOR SEGMENTED DRIVE SHAFTS
1 /
~ '\ -:> ~ . /
'.;, SEEDETAllA
~ .' 6
/.~~
I ~
1. First tail rotor drive shaft segment
2. Second tail rotor drive shaft segment
3. Third tail.rotor drive shaft segment
4. Fourth tail rotor drive shaft segment
5. Fifth tail rotor drive shaft segment
6. Slip adapter
7. T ai! rotor gearbox
8 8. Splined adapter
$~1l
9. Hanger
10. Drive shaft
11. Nut
12. Thin steel washer
~~
13. Beveled washers
I 14. Disc assembly
13 12 15. Beveled washer
16. Bolt
17. Aluminum washer
18. Nut
14 19. Aluminum washer
20. Screw
21. Packing
22. Bushing
23. Spring
- 24. Spacer
25. Nut
EXPANSION GAP 26. Hanger bracket
DETAil A
NOTE
& Two packings. one each side. forward end of fourth hanger only.
& Two washers may be used if screw is too long for cotter pin installation.
38
TAIL ROTOR SEGMENTED DRIVE SHAFTS
The segmented tail rotor drive shaft consists of five segments, and it extends along the top
of the tailboom.
Seven hanger bearing assemblies support the drive shafts and flexible, steel, disc couplings.
Thomas couplings are used to both connect the shaft sections and allow continued alignment
with the tailboom.
INDEXING fLATS ON INDIVIDUAL DISK

ARE ALTERNATED AS I!.LUSTRATED
ON A PROPERLY STACKED ASSEMBLY
)~lli,nrd;::::::::::::CY HANGER BRACKET
NOTES
39
HYDRAULIC SYSTEM
1. Manifold
2. Servo actuator hose assembly
3:nuick disconnect coupling - outlet
4. Quick disconnect coupling - inlet
5. Filter assembly - return
6. Filter assembly - pressure
7. Relief valve
8. Solenoid valve
9. Reservoir
10. Pump
11. Tachometer generator
40
HYDRAUliC SYSTEM
The hydraulic system provides pressurized fluid to operate the cyclic and collective flight
control servo actuators.
Operation of the system is electrically controlled by means of the hydraulic system switch.
When the hydraulic system solenoid valve is de-energized (switch on), fluid flows to the
three servo actuators. When the valve is energized (switch off), fluid flows to the reservoir
and bypasses the three servo actuators. In case of total electrical failure, the system is fail-
safe ON.
The hydraulic reservoir and cover, constructed from magnesium alloy, are mounted on a
brace and support forward of the main transmission and above the hydraulic pump assembly.
Fluid is cooled in the reservoir by means of atmospheric radiation.
The hydraulic pump, mounted on and driven through the rotor tachometer generator, is a
variable delivery, self-lubricated type, that is designed to operate continuously, and to
provide a rated discharge pressure of 600 + 25 psi. The pump contains four marked ports:
inlet, outlet, case, and seepage drain.
Each hydraulic filter, rated at 15 microns absolute, incorporate a 70 psid, red indicator
button, which is installed on a bracket on the forward right side of the cabin roof near the
main transmission. One filter is installed in the pressure line and the other in the return line.
The return line filter incorporates a bypass valve, which serves to prevent over pressurization
of the return system if the filter eleme!1t in the return line becomes clogged, and it will open
when pressure drop across the filter element increases to 100 ± 10 psi. When the pressure
decreases to 65 psi minimum, the bypass valve will close. Therefore, if the filter element in
the return line becomes clogged, the bypass valve will open and allow fluid to bypass the fil-
ter and return to the reservoir. Also, the hydraulic pump has an internal pressure compensa-
tor which will prevent application of excessive pressure to the filter in the pressure line;
therefore, no bypass valve is required in the pressure line filter.
The relief valve, installed forward of the transmission in the center work deck area, is incor-
porated in the hydraulic system to control system pressure. It is normally closed; but if
system pressure should exceed the normal pressure range of 600 psi and rise to 670 to 750
psi, it will open to protect the system from damage.
The cyclic and collective servo actuator support, installed on the cabin roof forward of the
transmission, serves as a mount for the three servo actuators and associated bell cranks. The
collective servo actuator is mounted in the center position and the two cyclic servo actuators
are mounted on the outboard positions .
.
41
SYSTEM CAPACITY 65 CUBIC INCHES 11100 CUBIC CENTIMETERSI
RESERVOIR CAPACITY 40.0 CUBIC INCHES (655 CUBIC CENTIMETERS)
RESERVE CAPACITY 24.3 CUBIC INCHES (398 CUBIC CENTIMETERS)
OPERATING PRESSURE 600 PSI (4010 KPal
OPERATING TEMPERATURE -65°F to 160°F
(-54°C TO 71 °CI
HYDRAULIC FLUID MIL·H·5606
SEE DETAILB
2
SEE DETAIL B
-15
15
6
..
7
o o
o ° o
8
°
CYCLIC CYCLIC COLLECTIVE
13 I SEE DETAIL A DIFFERENTIAL RELIEF VALVe:
LEGEND: . TEST PORT

14 PRESSURE _
RETURN -=-=>
10 sueT I D N """""'"
HOSE =
11 8
1.
2. Reservoir
Screen vent PRESS
RETURN
:=~~~lt:~~~~~11
3. Scupper drain
4. Internal baffle
I
PRESS
n
~YLlND~~ESS ~CYLINDER
rt I 5.
6.
Quick dlscon~ect coupling
Return filter SEQUENCE VALVE
7. Filler by· pass relief valve . CHECK VALVES
8. Differential pressure Indicator INPUTFRDM
RETURN RETURN 9 .. Check valve PILOTFLIGHT CYLINDER
10. Pump CONTROLS OUTPUT
OE.ENERGIZED - ENERGIZED- 11. Pump seal drain
SYSTEM ON SYSTEM OFF 12. Pressure filter
SOLENOID VALVE SCHEMATIC 13. Relief valve SERVO ACTUATOR:rVPICAL
14. Solenoid valve DETAIL B
DEl AIL A 15. Cyclic servo actuators
16. Collective servo actuator 206L3·29·2
( ( ( ( ( (((((( ( ( (
SERVO ACTUATOR SERVO VALVE
The servo valve is a closed-center, four-way valve. When in the neutral position, there is no
hydraulic fluid flow out the return port except the leakage specified in the maintenance
manual. Valve operating load shall not exceed 8 ounces with 600 psi pressure.
SERVO ACTUATOR BYPASS VALVE
The bypass valve is a closed-center, three-way valve. When in the neutral position, there
is no hydraulic fluid flow to the servo ports. The valve is preloaded to the center position,
and a force of 1 5 to 30 pounds shall be required to override the preload force throughout its
stroke in each direction.
SERVO ACTUATOR CHECK VALVES
The check valves have a cracking pressure of 2 to 5 psi and reseat with 1 psi of the cracking
pressure.
SERVO ACTUATOR SEQUENCE AND THERMAL RELIEF VALVE
The sequence valve opens the return port at 100 to 1 88 psi and provides ·full fluid flow at
a pressure not to exceed 275 psi. The sequence valve aJso functions as a thermal relief
valve at a static pressure of 125 to 200. psi. The valve shall reseat after both functions at
approximately 65 percent of the cracking pressure.
SERVO ACTUATOR DIFFERENTIAL RELIEF VALVE
The differential relief valve has a cracking pressure between 825 and 895 psi and a reseat
pressure within 120 psi of cracking pressure.
NOTES
43
ELECTRICAL SYSTEM
Controls for the 28 volt direct current electrical system are located on the overhead console
and instrument panel. Power is supplied by a nickel-cadmium battery and a combination
starter/generator. Control relays, power relays, voltage regulators, and circuit breakers
control and regulate the voltage transfer. Malfunction monitoring circuits are located in
individual compartments.
DC POWER SYSTEM
The dc power systems include the battery, external power, starter/generator, and
starter/igniter systems.
BATTERY SYSTEM .
The battery system includes the battery, battery relay, battery switch, and related wiring.
During engine operation a fully charged battery can be determined by moving the battery
switch from BAT to OFF and observing the effect on the generator loadmeter. Ifthe change
in indications is less thaI) 2.5% on loadmeter, the battery is fully charged.
The battery relay, located in the nose section forward of battery, is an electrically operated
switch controlling battery current to the main bus bar. It is actuated by a battery switch,
located in the overhead console, which opens and closes the circuit to the relay energizing
coil.
EXTERNAL POWER SYSTEM
The external power system includes the external power receptacle, external power relay, and
related wiring. (Maximum current limit of the external power source should not exceed 1,000
amperes.)
The external power receptacle, located in front center at the nose section, is a polarized
receptacle used as a contact point for external power plug in.
The external power relay, located in the nose below the battery in the landing light compart-
ment, is an electrically operated switch between the external power receptacle and main bus
bar. It is controlled through the small positive pin from the external power source which
energizes the circuit to the activating coil of the relay.
GENERATOR SYSTEM
The generator system includes the generator portion of the starter/generator, generator
control unit, line control relay, generator reset switch, and generator shunt.
The generator, located on the underside of the engine to the right of the helicopter centerline,
furnishes power at a regulated voltage for all dc electrical components on the helicopter. The
44
generator switches onto the main bus when the generated voltage exceeds the voltage on
the bus by 0.30 to 0.42 volts.
A generator control unit is the heart of the electrical system. It operates the line control
relay, regulates generator voltage, and provides protection against overvoltage and reverse
current. It contains an electronic voltage regulator to control the voltage output of the de
generator and a circuit to energize the line contactor when correct conditions exist.
The line control relay is installed on the electrical panel assembly located on the equipment
shelf above the baggage compartment. It opens or closes the power circuit between the de
bus and generator, and it is controlled by the presence or absence of a proper output voltage
from the generator control unit.
The generator reset switch, located on the overhead console, is a double-pole, triple-throw,
spring-loaded switch with only momentary contact in the RESET position. It completes the
generator field circuit in the ON position, supplies voltage to reset the generator field in the
RESET position, and disconnects generator field circuit in the center OFF position.
The generator shunt is installed on the electrical panel assembly on the equipment shelf
above the baggage compartment and provides a voltage drop proportional to the current in
order to operate the loadmeter.
1. Field igniter relay

2. Line control relay .
3. Starter relay
4. loadmeter shunt
45
DC POWER SYSTEM
G VOcrAGE
REGULATOR
M "1
BATT 17 APH
+ BAT. RlY
i
I
ON
!
~_J I
I o
BATT
SHUNT
!
..J:.
.-------l-----'1l I
~o---<I
SW
7.SA
i FUEL
BOOST
SOMV
UNE
ON - ! START RELAY CONTACroR
LEFT t STARTSW
:OFF~
FUEL
PUMP
+---0
I ON
I STARTER.-{ SA
I
I
~+-----------------~----_+----~----_±----_±.,
~~________~O~____~____~----~--~~--~~BUS
28VaC
I
LEFT
FUEL f{ lOA
SA 9
)i FUel
VALVE : SA}i IGNITER
BOOST
I
I
r
1 fiELD
'--.. IGNITER
RELAY
OFF ON OFF ON
FUEL START
VALVE
IGNITER EVENT
2 _5 K V
J SWITCH COUNTER
.1
VALVE
t ·-EXT
PWR
SWITCH
,..,.""''"' RlY
OFF ON OO~UMP
VALVE
2CR4
FUEL
'------.()
EXTPWRRECP SHUTOFF
3S0-400A VALVE
RECOMMENDED
46
.STARTER/IGNITER SYSTEM
The starter/igniter system includes the starter portion of the starter/generator, starter relay,
field/igniter relay, igniter, and starter switch.
The starter/generator, located on the underside ofthe engine, is energized by the starter relay
to start the engine.
The starter relay, installed on the electrical panel assembly located on the electrical equip-
ment shelf above the baggage cornpartment, supplies direct current to the starter when the
starter switch is depressed.
The field/igniter relay, installed on the electrical panel assembly located on the electrical shelf
above the baggage compartment, is actuated when the start switch is depressed. It supplies
direct current to the igniter and ·start field suppress section of the generator control unit.
The igniter, furnished with the power turbine and located below the tachometer generator
on the lower left section of engine, consists of a tension capacitor discharge ignition exciter
which provides a continuous arc during engine start cycle.
The starter switch, located in the collective stick switch box, is a single-pole, single-throw,
spring-loaded pushbutton type switch. When the switch is pressed to START position, a
ground potential is furnished to energize the starter and field/igniter relays.
NOTES
--------------------------------------------------------
47
GONTROl PANElS AND CIRCUiT BREAKERS
LOW ROTOR RPM
o
WARNING HORN
(I
(I
SPEAKER PHONES
ON
i6T66~
SYSTEM CONT PWA S£P REO>
FUEL
v....""
OFF
r::::--:LlCHTS~ TOT
@@1@~~
LOG
INSTR COCKPIT <NO
(I CAUTION (I
F E ENG
I~ Q~ L::---:-l XMSN
~i~~@J
LE FT FlIGHT PRESS VAlVE TEMP i~@)~~~
Ih:O OFF DIM OFF OFF
PARTICLE CAUTION £NCINE HYDRAULIC
ENG GOV ~NGINE~ $E," PRC I..ICHTS ANTJ.lCINC $Y$T£M
6~~~~
OVSP CONT IGNTA' START ANTI.ICING
,
E> OFF
INST J..T @
(I
o,,~aRT @
OFF (I
~
POS LT ANn
HTR HEAT COLL J..T
CE. C. .
OOOFF
... - @@
",'
START VENT FIELD RESET
CIR GYROPITOTDEFOC OFF !=IEUT
~ @ <ij) ~ 0
&tATT HEATBLOWEA 8A.T
0
"
CEN
'NO
0 .c
@
'"' E>
48
CONTROL PANelS AND CIRCUiT BREAKERS
Controls and control panels are mounted in the overhead console and instrument panel.
The circuit breakers are mounted on the overhead console. Circuits can be separated and
closed by operating these push/pull circuit breakers.
NOTES
49
NOTES
..~
50
20SL-4 FIELD MAINTENANCE DAILY REVIEW
INTRODUCTION
TRUE OR FALSE
1. Compliance with an Alert Service Buiietin is only mandatory

if an AD Note has also been issued on this bulletin ...
2. Information pertaining to the installation of an approved kit

will be found in a Technical B u l l e t i n . "
3. A Alert Service Bulletin will be used to notify the operator

of an increase in the retirement life of a component."'" ::
4. A Technical Bulletin will contain all maintenance

requirements for an approved STC installation.
---
)
5. A Technical Bulletin will override a Maintenance Manual for
any existing maintenance procedure until the Maintenance ! i
Manual is revised.
6. A Service Instruction contains the maintenance procedure

required for an after market installation.
7. The illustrations in the Illustrated Parts. Book (IPB) can be

used to assemble or disassemble components.
8. Product Support Engineering is available to assist you with

technical information and guidance in maintaining your
aircraft in an airworthy condition.
9. The penalties for utilizing bogus parts could result in: Loss
of life, loss of Mechanics license, fines and imprisonment.
10. Procedures for a major structural would be covered in the

.'
Structural Repair Manual.
11. A Information Letter is used to inform operators of general

and nontechnical information.
REV. JUN. IS, '94 1

206L-4 FIELD MAINTENANCE DAILY REVIEW
AIRFRAME
1. The forward section of the airframe is primarily constructed

of honeycomb panels, the intermediate section is semi-
monocoque, and the tailboom is full monocoque.
p-- 2. The forward fuselage assembly has five entrance door

assemblies, and four exit doors.
3. There are no structural panels located on the 206, and the

aircraft can be ground run, lifted, towed, or jacked with any
or all panels removed.
4. The primary ioad carrying member within the airframe

assembly is two I beams running in the longitudinal axis
and on each side under the roof assembly.
5. Repairs contained in the 206 Structural Repair Manual are

F.A.A. approved.
6. Butt lines are consistent with all aircraft,.and water line -0-
is the ground.
7. The fuel filler port is not equipped with a screen; therefore,

extreme caution must be used during refueling to prevent
F.O.D. from entering the fuel system.
8. The pitot tube is heated to warm the air prior to entering

the altimeter system.
9. The entire tailboom has critical damage limits; the mOSt

critical limits are located towards the root end.
10. The primary purpose of the vertical fin is to balance the

tailboom with the airframe.
11. Landing gear skid shoes are designed in such a manner, and
made of material, that wear is generally not a concern.
2
AIRFRAME cont ...
TRUE or FALSE
-r 12. The defog system consist of two electrically controlled

blower motors providing defog air to the two windshield
distributors.
-,
r'
REV.JUN.1S,' 94 3
206l-4 FIELD MAINTENANCE DAilY REVIEW
GROUND HANDLING & SERVICE
TRUE OR FALSE
f 1. The main rotor hub has a total of eight lubrication fittings.
I 2. The battery is installed in the nose of section of the .

helicopter.
~
I 3. The entire helicopter may be hoisted by attaching a suitable

clevis to the main rotor retaining nut.
I 4. The jack fittings may also be used as tie-down fittings.
F 5. The procedure for jacking the helicopter requires using four

jacks.
c:=-
I 6. The tail rotor gearbox fairing must be removed to check the.
oil level of the gearbox.
-
r ' 7. The transmission is serviced from the top through a vented.
filler cap.
/'
1-- 8. Lubricating oils meeting specifications to MIL-L- 7808 and
MIL-L-23699 are identical and are mixable .
•9. Sumping of the fuel cells is required only on the first flight
of the day.
f 10. The lubrication interval for the main rotor head is every fifty
hours.
J 11. Checking of the engine oil is accomplished by use of a dip

stick located on the filler cap.
-/ 12. . The tail rotor trunnion bearings are lubricated with grease
meeting MIL-G-81322 specifications.
REV. JUN. 15, '94 4

WEIGHT & BALANCE
TRUE OR FALSE
1. The aircraft must be jacked & balanced to calculate a

derived weight & balance change.
f 2. It is allowable to extend the empty weight & balance chart

as required if the empty weight of the aircraft exceeds the
chart.
3. Previously installed ballast is part of the empty weight of

the aircraft.
4. It is permissible to have ballast installed in the nose and tail

at the same time.
5. Empty weight & balance is calculated with all oils drained

to the "Undrainable" state .
• 6. Any form of lead plates can be used as ballast.
7. Each ballast location has its own predetermined amount of

allowable ballast.
----
f 8. When calculating the center of gravity, it is necessary to If -~
add the two forward scale readings, as they are on the
same arm.
9. A quick form of center of gravity would be to hoist the
---
aircraft from the mast nut, and view the way it hangs.
I 10. Once ballast is installed as required it becomes part of the

required equipment of that aircraft.
REV.JUN.1S, '94 5
206l4T FIELD MAINTENANCE DAilY REVIEW
MAIN ROTOR
TRUE OR FALSE
1. The main rotor has an underslung flapping axis.
2. It is recommended that the trailing edge latch nut not be

disturbed for blade. removal and re-installation.
3. Adjustment of the trunnion centering screw is from within

the center of the trunnion.
---
! 4. At least one pitch change horn must be locked to the yoke
during removal of the hub and blade assembly to prevent
damaging the tension torsion straps.
,.
5. The two washers used on the main rotor blade bolt are the
,;..'~).~:":'.":.;.; ---"'-'-
,?:.<>. . .'-~ same.
6. The trunnion centering screw is installed from the outboard

end of the trunnion.
--I 7. The main rotor blades are individually interchangeable.
8. The trunnion must be centered to within

. .003" of. the yoke.
9. Balancing of the main rotor will be accomplished prior to

blade alignment.
F 10. A blade may be swept forward to obtain static balance and

alignment of the hub and blade assembly .
.,...
r 11. Se"iant is used to seal the excluder to the aluminum
retainer ring.
12. Main rotor lateral vibrations are corrected for by cordwise,

and/or span wise weight correction.
! 13. Main rotor aerodynamic collective forces may be

compensated for by adjusting the inboard strap fitting shim.
REV.,rm.IS, '94 6
MAIN ROTOR cant ...
TRUE or FALSE
f 14. To increase autorotation RPM, lengthen both pitch change

links an equal amount.
., 15. A check to insure that the autorotation RPM has properly
been adjusted can only be accomplished in flight.
j 16. A vertical vibration is always airspeed sensitivec-7C:3;
i 17. A lateral vibration is never airspeed sensitive.
F 18. When installing the pitch change links, the fine threads are
installed at the bottom.
r 19. Sweeping a blade aft is done to correct spanwise out of

balance.
20. Zero degree trim tab is parallel with the bottom surface of F
the main rotor blade.
REV.JUN.1S, '94 7
SWASH PLATE AND SUPPORT
, ,lyE OR FALSE
1. The collective lever will be installed with the curved side .."...
down.
2. The slider bolt is installed with the head inboard.

0-
3. The upper bearing is a split, two piece assembly. ,.
4. The upper seal rotates on the inner cap. -

5. The length of flanged bushing is greater than the slider""
block.
6. While lubricating the duplex bearings, you note grease

coming into the collective sleeve area. This could possibly
indicate a defective or missing packing under the head of
the slider bushing bolt.
7. The lower seal rotates on the outer ring.'
8. The upper and the lower seals will be installed with the lips
of the seals facing down.
9. The collective sleeve rotates and will move up with

collective control input.
1 O. When purging the swash plate duplex bearing, grease will

escape between the inner and outer rings ..
11. A damaged th,ead of the swash pi ate inner or outer ring

requires replacement of the outer and inner ring assembly.'
1.2. To increase swashplate breakaway force, reduce shims

installed between upper bearing and inner cap.
13. Swashplate friction is checked by hooking a spring scale to

the outer ring.
r
5, '94 8
SWASHPLATE AND SUPPORT cont ....
TRUE or FALSE
r:
_-,'_'_ 14. The slider bushing can be install in any direction, in the
slots of the collective sleeve.
REV. JUN . 15, ' 94 9
'.
20Sl-4 FIELD MAINTENANCE DAilY REVIEW
TRANSMISSION
TRUE OR FALSE
1 During installation of the transmission the chamfered

spindle washer. is installed with the chamfered side
outboard. ".I.,,·~,
2. The transmission oil jets are interchangeable and the #1 jet

provide lubricate for the mast bearing. i? ;.,.f M ,""... ,,?
3. The transmission oil filter assembly contains a bypass valve

and a impending bypass indicator.
,~
4. Transmission oil temperature is taken between the oil filter

and the oil cooler.
:: 5. The transmission mounts will be shimmed to achieve the

fore and aft and lateral tilt of the pylon upon replacement
of the mounts. d·"o' :.1 J<~I,'7 ." !
~ 6. When metal particles are found within the transmission oil

filter, the transmission and oil cooler will require
replacement.
f-
7. All of the cases of the transmission are made of aluminum .
. i;:' 8. The sun gear drives the two planetary pinions.
9. The primary thrust loading through input pinion triplex

bearings is outboard.
10. The carbon portion of the magnetic input quill seal rotates.
11. The transmission has total of three chip detectors.
12. Transmission oil pressure will be monitored with a warning

light and an indicator.
!
REV. JUN. 15, '94 10
-MAST
TRUE OR FALSE
1. The mast thrust bearing has a split inner race and a single
outer race.
2. The mast alignment bearing is a matched set ..
3. The mast bearing seal rotates with the mast. ,
I~ 4. Replacement of the transmission because of an internal

failure will also require replacement of the mast.
,v 5. The plastic plug inserted in the upper end of a spare mast

is for shipping purposes only and is required to be removed
before installation of a mast.
6. The mast bearing is required to be inspect every 1500 ..,..

hours.
7. The outer race of the mast thrust bearing is locked to the

liner by the seal plate with pinch fit controlled by a steel
shim installed between the seal..£lClte and lin.e:r.
8. The mast has three sets of splines, two of which have r

master splines.
9. During installation of the mast assembly, pour one quart of

oil into the transmission to lubricate gears and splines.
10. The mast thrust bearing is lubricated by the #2 ,..

transmission oil jet.
11. Inspect the inner and outer races of mast bearing for
evidence of microspalling, in the loaded ball path.
-r
Microspalling is cause for replacement.
12. The mast is driven by the upper plate of planetary

assembly.
REV. JON. IS, '94 11

DRiVETRAIN
TRUE OR FALSE
./
,i" 1. The main drive shaft is lubricated with 206-040-755-005
grease,
f 2, After installation, the main drive shaft must be balanced to

within .2 IPS,
3. A special tool is required to properly remove the main drive-

shaft.
,
~
4, It is permissible to disassemble the main drive shaft for
inspection.
~
,-
~
5 The freewheeling unit has its own independent oil system.
.-1/ 6, The split cone set at the aft housing is a matched set, and 9'
has a retirement life of 3,000 hours,
f " 7. The freewheeling unit has a duplex bearing.

,-C-
I 8. The forward seal in the freewheeling unit is a carbon seal.
I~ '" 9. The sprag clutch locks the inner shaft and the outer shaft
during an autorotation.
A'
, 10. The segmented tail rotor drive shafts provide a means of
flexibility during dynamic operation.
~
r- 11, Replacement of a hanger bearing requires a TIR run in not

to exceed .002" using a dial indicator.
,;- 12. The number three and number seven, taii rotor drive shaft
are interchangeable,
, r- 13. It is acceptable to use as many bevelled washers as

necessary at each Thomas couplings to adjust the tail rotor
drive shafts assemblies. i''') ;./ /
REV,JUN,15,'94 12
DRIVETRAIN cant ...
TRUE or FALSE
--;-- 14. It is an unacceptable practice to clean Thomas couplings ·r

with abrasive materials.
REV.JUN.1S,' 94 13
TAIL ROTOR HUB AND BLADE ASSEMBLY
TRUE OR FALSE
.~'"
i 1. The tail rotor blades are all metal assemblies and' are
individually replaceable.
2. The tail rotor blades are attached to the yoke through two "1'
I
spherical bearings. The bearings also provide the pitch
change axis for the blades.
i~
3. Span wise balance of the tail rotor assembly is
accomplished by shifting the trunnion within the yoke.
---:--
I 4. When installing the tail rotor hub on the aircraft, increasing
the thickness of the shim between the static stop and the
trunnion will increase the flapping angle and decrease
tailboom to tail rotor clearance.
5. The tail rotor blade pitch horns are installed on the blades
with the pitch link attaching stud on the trailinil side of the
blades.
6. Tail rotor pitch horns should be retorqued after 2 hours r I

following initial installation of sealant to ensure adequate
torques.
7. Maximum axial play of the tail rotor hub about the trunnion :-
is
0.003" provided there are no objectional vibrations.
8. The dynamic balance wheel contacts a plain nut and a

knurled nut. ".e·'
9. Dynamic balancing of the tail rotor hub and blade assembly

is accomplished with the use of the balance wheel.
10. The static stop contacts the trunnion.
,,~
11 . The steel pin locking the pitch change shaft to the output> .-
shaft is retained by the trunnion. • .> '~,
.-- •. _- i,., ',..:.:..-, "/:.1:
(,:,/..,,,,' '
REV.JUN.l5,'94 l4
TAil ROTOR ASSY. cant ...
TRUE or FALSE
1 2. Static chord wise balance of the tail rotor hub and blade ..,-
assembly is accomplished by adding weight to the trunnion
cap retention boits.
13. The trunnion bearings have removable inner races.
REV.JUN.1S,'94 15
TAIL ROTOR GEARBOX AND PITCH CHANGE
TRUE OR FALSE
1. The entire pitch change mechanism is iubricated with tail

rotor gearbox oil.
1 2. Tail rotor gearbox reduction is a single stage with a 2.35: 1

reduction ratio.
3. The pitch change mechanism is vented thorough a hole in

the boot.
4. The entire pitch change mechanism is lubricated with

grease conforming to MIL-G-81322 specification.
,
-;
5. The pitch change shaft is hollow with a cork installed in
both ends.
6. There are two grease fittings in the housing attached to the

aft side of the gearbox. ;,/ .'C<,.~, ,.j., " '7' . -
7. Radial play of the tail rotor gearbox output shaft my be
checked .on an assembled unit. Maximum radial play is
0.003" measured two inched outboard of the cap assembly
face. . - - - - -
,.
8. A gasket is installed between the pitch change housing and
the gearbox.
-;: 9. The gearbox uses a nonvented filler cap.
/c 10. The output shaft seal is retained by a snap ring in the cap.
fv- 11. The output shaft seal rotates on a replaceable bonded wear
sleeve.
~
12. The input shaft seal rotates on a replaceable loose fit wear
sleeve.
REV.JUN.15,' 94 16
FLIGHT CONTROLS
TRUE OR FALSE
1. The tail rotor control system is hydraulically boosted.
2. The sequence for collective rigging is to center the cyclic

first.
3. Collective pitch control is transmitted to the main rotor .-

control by vertical movement of the swashplate.
4. Collective minimum friction is controlled by the pilot.
5. Changing collective rigging will effect the N2 rigging, cyclic

rigging.
r 6. The tail rotor controls are rigged with the pedals In the
neutral position.
-c
I 7. The primary stops for the cyclic are located on the cabin
roof.
F 8. The collective flight controls have four adjustable control

tubes.
1"" 9. Cyclic stick minimum friction is adjusted for a breakaway

friction of .5 to 1.5 lbs.
-r 10. The elevators are adjusted to 6 ° 15 minutes to 7 ° 15

minutes.
11. Tail rotor flapping angle is 22° to 23°, with a minimum of

1 inch clearance to tailboom.
12. The purpose of the cyclic stick balance spring is to prevent

the stick from vibrating in the pilots hand.
REV.JUN.1S,' 94 17
20SL-4 FIELD MAINTENANCE DAilY REVIEW
HYDRAULICS
..... ~ 1. Hydraulic system pressure limits are 600 ± 25 psi.
r_ 2. Both pressure and return filters have bypass capabilities.
L 3. Maximum leakage on servo actuators is one drop per 20

cycle of operation.
L_ 4. To bleed hydraulic system, apply hydraulic cart and cycle

flight controls a minimum of 10 cycles.
5. Hydraulic pressure can be observed by indication on the

Hydraulic pressure indicator.
6. The hydraulic shares the oil cooler with the transmission

and engine oil.
7. The servo actuators have a test port where a person can

hook up a direct reading gage and read system pressure.
8. The hydraulic system is a pressurized not vented .system.
9. Hydraulic filters are 20 micron, paper element throwaway

items.
10. The relief valve is normally closed, but will open at 1075
psi.
11. When the hydraulic solenoid is energized the boost in "on"

and operating.
12. Both pressure and return filters are cleanable.
13. The hydraulic reservoir provides a gravity feed to the

hydraulic pump.
18
206l-4 FIELD MAiNTENANCE DAilY REVIEW
POWERPlANT
TRUE OR FALSE
1. Rigging the N2 Power Turbine Governor the appropriate

range is 99 - 101 %.
2. A oil flow check is required every 100 hours, the correct

flow is a minimum of 90cc's.
f
3. An upward collective movement operates the linear
actuator electrically.
,r
·r
4. When the "beep" switch on the collective stick is placed in
the increase RPM position, the actuator should extend.
'>- 5. To adjust a "beep" range reported to be 96% to 99% N2,

you would shorten the linear actuator rod.
6. High TOT, high Nl, and low torque could be the indications
resulting from a dirty compressor.
-- 7. The engine anti-ice system will go into operation with loss

of electrical power on the helicopter .
....-(
8. The Nl and N2 tach generators are engine accessories .
..; 9. High engine oil temperature could result from an engine oil
cooler thermostat valve stuck in the closed_position.
-"-"--
---;-'
, 10. Fuel pressure with both boost pumps in operation is
insignificant as long as each pump meets minimum pressure
requirements of 8 PSI.
I;;' 11. In the event of an electrical system failure, the main fuel
valve may be opened by a closed handle.
12. The fuel quantity system utilizes a single capacitance type

probe and a quantity gage on the instrument panel
calibrated in pounds.
REV.JUN.lS, '94 19
POWERPlANT cont ...
TRUE or FALSE
13. The engine oil cooler must be replaced if internal engine

failure or metal contamination has occurred which might
contaminate the cooler.
~p
14. Minimum travel of the oil cooler bypass valve is 0.800".
..-
~~
15. Oil tank capacity is determined by a sight glass on the left
side of the oil tank.
16. To operate the fuel sump drain, the battery and fuel valve
switch must be on.
17. To read boost pump pressure, the fuel valve must be open.
REV.JUN.1S, '94 20
FUEL AND OiL
TRUE OR FALSE
-- I 1. The airframe mounted fuel filter provides 10 micron fuel

filtration.
/
r 2. Low level fuel light should illuminate at approximetly 100lbs
fuel remaining. y, (; 1;'-·
--- I 3. Fuel capacity for the two forward cells is 11 gallons each.
4. Both forward fuel cells have fuel quantity probes installed.·
f 5. Fuel capacity for the aft cell is 110 gallons.
6. Boost pump operating pressure is 8 to 21 psi. I
I 7. An annual inspection for the fuel cell is a internal inspection

for debris, water and fungus growth.
i- 8. It is possible to remove the poppet valves, disassemble

them, calibrate and reinstall.
.~
{- 9. Oil pressure is regulated by shimming the oil pump.
--- i 10. The oil cooler is divided into 2 sections, transmission and
engine oil.
-r 11. Oil tank has a dipstick attached to the cap for determining
oil quantity .
.--
r 12. The oil cooler bypass valve is normally closed, and will
open to route oil through the cooler.
REV.JUN.1S,'94 21
ElECTRICAL SYSTEM
i RuE or FALSE
1. A resistance, insulation and instrument calibration check is

necessary if a new TOT harness or engine has been
replaced.
2. The generator caution light will illuminate if the generator

trips off line or the start mode is engaged.
3. The hourmeter will become inoperative if the engine RPM

drops to 55% ± 3% N1.
4. The start relay and the geQ§l[ator line relay energize during
start mode.
5. The battery is removed at each 100 hours for

reconditioning.
6. A generator which has lost @sidual magnetism will produce

28 vdc if the voltage regulator is operating properly.
7. The left boost pump will operate if both circuit breakers are
"IN", battery switch is "OFF" and the fuel valve switch is
"OFF".
8. The line contactor ouput from the voltage regulator must be

28.5 vdc before the line contactor will energize. :z i
9. A diode in the external power relay coil prevents generator
reverse polarity output.
10. The wire currently used on the 206L4 is KAPTON .

. -~-------
-; I ' 94 22
BELL 20·6L~4
. -.
TABLE OF CONTENTS
SECTION SUBJECT PAGE
.1 INTRODUCTION\INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-1
2 AIRFRAME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
3 GROUND HANDliNG AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
4 WEIGHT AND BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
5 MAIN ROTO R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5-1
6 SWASHPLATE . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . ... 6-1
7 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
8 MAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8-1
9 DRIVE TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 9-1
10 TAIL ROTOR HUB AND BLADE ASSEMBLY . . . . . . . . . . . . . . . . . . . . 10-1
11 TAIL ROTOR GEARBOX AND PITCH CHANGE . . . . . . . . . . . . . . . . . . 11-1
12 FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . •. 12-1
13 HYDRAULICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13-1
14 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
15 FUEL AND Oil SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
16 ELECTRICAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1
""'FORTRAINING PURPOSES ·ONlY

The information printed herein is. specifically
prepared to teach systems and operations. Use
of tris information for reference purposes for
operation, service, maintenance or overhaul of
a serviceable aircraft is not authorized. Refer
to the applicable approved publications.
BEll HELICOPTER HISTORY
Bell Aircraft Corporation, the predecessor of Bell Helicopter Textron Inc. was founded July
10,1935 in Buffalo, New York by Lawrence D. Bell, a man referred to as "America's most
seasoned dreamer."
.'
Bell Helicopter Textron Inc. started from the Bell Aircraft Corporation's early developments
in the helicopter field during World War II, which produced the world's first commercially
licensed helicopter in March 1946. By 1950, the commercial and military helicopter business
had grown to such proportions as to warrant the establishment of a separate Helicopter Divi-
sion, which moved into its new facilities at Fort Worth, Texas, in 1952.
This move was made in order to establish an integrated facility that could concentrate its full
attention on the design, development, and the production of rotary wing aircraft. The
facilities and management techniques that have been developed and continuously updated
represent the most modern capabilities in the United States today for the development and
production of VTOL systems. They provide Bell Helicopter Textron Inc. with a complete in-
house capability to produce VTOL systems including the full range of engineering talents, and
the ability to produce all components required in the manufacture of the basic helicopter
vehicle.
In 1960, Textron Inc. of Providence, Rhode Island bought various Bell Aircraft properties
including the helicopter operation. Textron changed the name of the helicopter operation to
Bell Helicopter Company, and within a few years Bell Helicopter Company established itself
as Textron's largest division. In January, 1976, the name was changed to Bell Helicopter
Textron, and in 1982 to Bell Helicopter Textron Inc. The Helicopter Training Facility was first
established at Buffalo in June 1946, and moved to Fort Worth, Texas with the Helicopter
Operation. Over 41,000 students have graduated from ihe Bell Helicopter Training Academy.
TOday, Bell's Customer Training Academy and Aircraft Delivery Center facilities offer the
most complete training and customer service available. The facilities include an instruction
building housing classrooms, instructor and pilot office space; new aircraft delivery offices
and custome'r lounge. In addition, two hangars and one shop/laboratory are also available.
One hangar and the laboratory are utilized by the Training Academy to teach hands-on
maintenance and overhaul courses. The second hangar provides a maintenance area for
helicopters used in training and as a storage space for new aircraft awaiting delivery.
Over 27,000 military and commercial Bell Helicopters have been delivered to customers.
INTRODUCTION\INSPECTION - SECTION 1
TABLE OF CONTENTS
SUBJECT PAGE
BEll COMMERCiAL PUBLICATIONS : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
ALERT SERVICE BULLETINS . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . • . .. 1-4
OPERATION SAFETY NOTICES . . . . . . . . . . . . . . . • . . • . . . . . . . . . . . . . . . . . , 1-4
TECHNICAL BULLETINS. . . . . . . . . . • . . . . . . • . . . . • • • . . . . . . . . . . . . . . . •. 1-4
INFORMATION LETTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
SERVICE INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 1-4

;(..-
.
- "\ .:;".,~ M"~LFUNCTION REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '-5
HELICOPTER RECORDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1-5
CUSTOMER SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 1-5
AIRWORTHINESS LIMITATIONS '" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 1-6
SCHEDULED iNSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1~
SPECIAL INSPECTIONS . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . , '-7
CONDITIONAL iNSPECTIONS ., . . . . • . . . • . . . . . . . . . . . . . • . . . . • . . . . . • .. 1-7
COMPONENT OVERHAUL . • . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . . . . . . 1-7
'-1
BEll COMMERCIAL PUBLICATIONS .'<;
.
,-
Bell Helicopter Textron, Inc. (BHTI) commercial model manuals have certain requirements that"':
determine content and format. Some Flight Manual data is required by regulations of the
Federal Aviation Administration, and the Maintenance Manual format is determined by the
A ""(A.~J QO Specification of the ~merjc_antransROr:t Association Cl:f America. Some deviations
to the specification are made to better adapt the ptlblications to helicopter maintenance.
The instructions set forth in the Flight and Ma:ntenance publications, as supplemented or
modified by Alert Service Bulletins and other directions issued by BHT! and Airworthiness
Directives issued by the Federal Aviation Administration, must be strictly followed.
Before attempting any procedures not described in the BHTI publications or allied
publications, contact Bell Helicopter Textron, Inc. Product Support Department.
FLIGHT MANUAL (BHT -20SL4-FM-1)
The Flight Manual, which is be carried in the helicopter at all times, contains limitations,
normal and emergency procedures, and performance data.
The BHTI Flight Manual consists of two parts - Part one is data that is FAA approved and
Part two is manufacturer's data. ---~,-. --
Part 1 of the Flight Manual is divided into the following sections:
SECTION 1 - LIMITATIONS
SECTION 2 - NORMAL PROCEDURES
SECTION 3 - EMERGENCY AND MALFUNCTION PROCEDURES
SECTION 4 - PERFORMANCE
SECTION 5 - OPTIONAL EQUIPMENT SUPPLEMENTS
MANUFACTURER'S DATA MANUAL (BHT-206L4-MD-1)
The Manufacturer's Data Manual is used in conjunction with the Basic Flight M;;~!:l.It~and con-
tains useful information to familiarize the operator with the helicopter andits..~Y:stem.s, to
facilitate ground handling and servicing procedures, and to assist in flight pl,anning,and
operat;ons. ' .
Part 2 of the Flight Manual is divided into the following sections:
SECTION 1 - WE'IGHT AND BALANCE

SECTION 2 - SYSTEMS DESCRIPTION·
SECTION 3 - OPERATIONAL INFORMATION
SECTION 4 -IiANDLING/SERVICING/MAINTENANCE /
/pr' .... :~-,
;. \
""'-.
1-2
MAINTENANCE MANUAL {BHT-206L4-MM-1 thru -121
(
This set of manuals, censisting efitwelve velumes, centains the necessary data te provide
helicepter eperaters with field maini:enance precedures,airwerthiness Iimitatiens, inspectiens,
and general infermatien abeut the aircraft and systems.
v COMPONENT REPAIR AND OVERHAUL MANUAL (BHT-206L-CR&O)
This manual prevides data fer the repair and .overba_uJ.9L ce.rnQeElents and assemblies I
,l'remOvedfrom thfhelic()~)'ter! The removal-andinstallatien precedures for cempenents·and
assemblies centained in the Cemponent Repair and Ove,haul Manual are provided in the
Maintenance Manual.
STRUCTURAL REPAIR MANUAL (BHT-206-SRM-1)
This manual prevides varieus repair precedures en the airframe and tailbeom assembly. The
,precedures centained in the Structural Repair Manual are appreved by the Federal Aviatien
" .Admin i§tral:.Le.l1.
STANDARD PRACTICES
.
-'-~-.'-'-'.--. - MANUAL CBHT-ALL-SPMI
...... _--, .. .
This manual centains maintenance infermatien and precedures that are cemmen to all Bell
H~e.pters. Typical infermatien includes st§'rl.Qard~9(ct@.cbar:ts and application p~ocedures,
"- nendestructive inspection materials and techniques, applicatien .of pretective finishes,
cleaning, thermal fitting precedures,. bearing and sleeve replacement, and censumable
" . materials.
ILLUSTRATED PARTS BREAKDOWN MANUAL IBHT-206L4-IPBI
This manual lists all parts 'censidered necessary for the maintenance, repair, .or .overhaul .of
the helicopter. Cemmenly used hardware and material, e.g., rivets, cotter pins, grease,
adhesives, etc., normally available locally, have been excluded.
Explanatien en this manual's use is centained in the General Infermatien Sectien .of the IPB.
The use of parts listed in the IPB may be restricted .or prehibited by BHTiAler:t. Service
Bulletins. Accerdingly, this manual must be used in cenjunction with all applicable BHTI
publications.
ALERT SERVICE.BUlLEIiN (ASB)
1-3
OPERATIONS SAFETY NOTICE (OSN)
This notice is approved by the BHTI Safety Board and notifies operators of safety/potential
safety conditions that have come to the attemtiqnQfBl:ffl. Normally, ~chni~1 cOrn'p'~an~e
information will not be published in an OSN. Alert service Bulletins and/or Technical Bulletins
are used for this purpose.
TECHNICAL BULLETIN (TBl
. This document is used to provide operators with information of a technical nature that does
not affect safety of flight. Examples of subjects covered in a TB are modificatiOns to improve
economy or facilitate maintenance, substitution of interchangeable parts, increase in time
between inspection and/or overhaul and in~r,e;ase. of service and/or retirement time of
compon§!nts ..
_" __
'-'_'_--.
INFORMATION LETTER (lL)
This publication is used to provide information not covered in other publications and IS
divided into two major areas:
GENERAL: NOT1:I.ELlCQEIER MODEL SPECIFIC.

SPECIFIC: HELICOPTER MODEL SPECIFIC.
SERVICE INSTRUCTIONS (SI)
Ser:.ice instructions cover BHTI kits installed on the helicopter. Kits are components or
systems that are not part of the basic helicopter. The Service Instruction will contain the
necessary information to operate and maintain the kit as installed on the helicopter.
,-hi~; yf~:.ll*:({btn R2;.O'-; ;~ a ere printed form to be submitted to BHTI for all warranty
. :"p;\sk:,d~t;:;i;/P';;?:E:tf;7;::';;on RePDrt'salso i'equired for all parts returned to BHTI for repair,
~it;.~;;:ly¥:i;'·df:'air! ;:,1:h8; ~82<i0n. It can also be user! to report any malfunction with a-'BHTI
hei:iJi;:;';:'~:B(;'r::;;;r<;E0d&x~,ic"Tltion for the us'~ of the Malfunction Report is provided on the
:_~.( .• i-_.":'.:· ,. - '---" .-
. ·ba~~~_{j.f<t~~ti: ~fGr~\:'
::,;'[, ""Th?'!1e:!iciJc1)2;r le6&-rdi;.c'ce~;·;"'2~2f.H'eJ.ogbook to,er.lter4iscrepancies,.keep a i..irirling t-otal 01\

", airjcr2rf6pc~tior{:p(ovIdc 2 ,'"cc,d of compliance with required IT:"fGtenance attit)n,;weight>
,,_ '. and b3;i:irn;;x.diY<!}i'·ndh;k6'fc:~,i service rec.::rds {Overhaul and Retirement Life Components\:"
" ' , Tr\eengirie-;,b~okc~i'~oC;'f~;'i)G U!J,c3'i;ng rnanual are part of the helicopter recon:i~::;nd-aJe
,"'. ";. . 1"~r:ov;clGd
if"" ','
~;v.·th'~ ··;in;~i~ne:, 'rrl:-)n"'::':J--":jr7"~
::'_.-:,_'."-' .- • ..,'. -- ""'-"'-~"-.
.
...., ,
1-4
CUSTOMER SUPPORT
PRODUCT SUPPORT ENGINEERING
Provides technical support for the various models of aircraft manufactured by Bell Helicopter.
TELEPHONE: (514) 437-2862

FAX: (514) 433-0272
TELEX: 050-35580 (BELLSJAN)
HELI-COMM: PSECANLIGHT
INWATTS: (CANADA) 1-800-361-9305
INWATTS: (USA) 1-800-363-8023
CUSTOMER SUPPORT REPRESENTATIVES
Located throughout the world to assist customers with technical support, spares and
warranty issues. See Customer Support Directory for the representative in your local area.
SPARES
Provides spares and replacement parts for all models of aircraft. Supply centers located in
Fort Worth, Texas; Alberta, Canada;· Amsterdam, and Singapore.
~ . ,;o!P CUSTOMER PROPERTY RETURN
Provides receiving, shipment, and status on items returned to BHTI for warranty, repair,
overhaul, and analysis. ---
.
WARRANTY ADMINISTRATION
Assist customers in warranty related .issues on new helicopters and spare.:parts, .•

.:-;
i~.IHWORTHiNESS LIMITATIONS·· _ ~1.... '. ~: ~- ';;
-" . .-~ --
The .airworthiness li~itations schedule can be foundi·~.tn~ ~?6.~:'.{,:Mainter.~ncelV\<:t;!J~;:'·
Volu.mt:U "G.i:NEH.6L.INFORMATION; ~hapte; 4. Th&. schedule lists thf< max:murIit..air.wo;thi.-
r.ess, life oJ various c'omponimts for which ,,1',,3"; m;-;y rSrflF:in in sei'iiCe,2::\i:orr!RQr~ntmust
be removed from service ·before the airworthines~; :ife is exceeded., ... ",,:' ., :-. " ..
"-CAUT1~jN
~.: .
. AiRWORTHINESS. 'liFE OF SOME KiT COMPONENTS is NOT' CQVEREO iN THIS "

SCHE.DULE. REFER TO APPLICABLE SERVICE INSTRUCTIONS fORi':rr .cor?:PO~,€NTS
SCHEDUI.E. . ' - . '.
.. " . ".
..' "- .
. .-
, ~ ... 1-5
,
WARNING
SOME PARTS ARE INSTALLED AS ORIGINAL EQUIPMENT ON MILITARY HELICOPTERS C'-" -
AND MAY HAVE A LOWER AIRWORTHINESS LIFE AND/OR OVERHAUL SCHEDULE THAN -
" WHEN USED ON A COMMERCIAL HELICOPTER. CONSEQUENTLY, PARTS THAT HAVE
BEEN USED ON MILITARY HEliCOPTERS SHOULD NOT BE USED ON COMMERCIAL
HELICOPTERS.
SCHEDULED iNSPECTIONS
After each 100 hours, 300 hours, 1200 hours, and/or one cale[ldar year, the aircraft sh'ould
be inspected in accordance with the requirements outlined in the 206L-4 Maintenance
Manual: Volume 1, GENERAL INFORMATION; Chapter 5.
SPECIAL INSPECTIONS
Perform the applicable special inspection of helicopter in accordance with theJequirements

outlined in the 206L-4 Maintenance Manual: Volume 1, GENERAL INFORMATION; Chapter
5. The inspections shall be carried out after fuel system maintenance and/or change, three
to eight hours after each component installation, ten hours after each component installation,
25 hours after each component installation, 100 hours after each component installation,
600 hours of component operation, 1200 hours of component operation, 1500 hours of
component operation, 3000 hours of component operation, 12 months of componeJ"l·
operation, 24 months of component operation, operation in a corrosive atmosphere, and afte-
storage,
CONDITIONAL INSPECTIONS
Perform applicable conditional inspection of helicopter after a magnetic compass malfunctioB,

after a hard landing, after a main rotor or tail rotor sudden stoppage, after a main rotpr
overspeed, after an engine overtorgue, and after a lightning strike, in accordance with the
206L~4 Maintenance Manual: Volume 1, GENERAL INFORMATION; Chapter 5.
COMPONENT OVERHAUL
Time between overhauls and inspection periods is based upon experience, testing and
engineering judgement. The recommended Comp.onent Overhaul Schedule may be found in
the 206L-4 Maintenance-- ..Manual:
- Volume 1, GENERAL INFORMATION; Chapter 5.. -
__ • _NO:rES_ _
1-6
;? './
/"
/
.-.:'
AIRFRAME - SECTION 2
TABLE OF CONTENTS
SUBJECT PAGE
AIRFRAME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-2
AIRFRAME SECTIONS '.' . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-3
HELICOPTER COMPONENTS . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
PRINCIPAL DIMENSIONS . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . . . . ... 2-6
STATION DIAGRAM . . . . . . . . • . . . . . . . . . . . . . . . . . . • . . . . . . ._......... 2-8
STATION LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-9
SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . 2-10
CREW, LITTER, AND PASSENGER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-12
CREW AND PASSENGER DOOR LATCHES 2-15
WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
WINDSHIELDS ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .• 2-18
VENTILATION SYSTEM .... . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . .. 2-20
RAM AIR SYSTEM AND DEFOG SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . • .. 2-22
TAILBOOM . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . 2-24
HORIZONTAL STABILIZER .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-28
VERTICAL FIN . . . . . . . . . . . . . . . . . . .-. . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-30
LANDING GEAR ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2-32
COWLING . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . 2-36
2-1
AIRFRAME
2-2
'- '
AIRFRAME
The 206L-4 is a single engine, seven place, utility type helicopter. Standard empty weight
is 2,274 pounds, the maximum internal gross weight is 4,450 pounas and the maximum
cargo hook loading is 2000 pounds. '.
The standard configuration provides seating for one pilot and six passengers. The passenger
seats and doors can be removed to utilize the aircraft in a utility configuration. Removal of
the seats in the cabin area provides approximately 80 cubic feet of cargo area, with a
maximum floor loading of 75 pounds per square foot. An optional cargo hook can be attach-
ed to the bottom of the aircraft to accommodate external cargo operations. Also, the
aircraft has a 16 cubic foot baggage compartment with a maximum floor loading of 86
pounds per square foot.
The aircraft is powered by an Allison turboshaft engine Model 250C-30P, rated at 650 shaft
horsepower. The transmission is limited at 490 shaft horsepower for takeoff, and 370 shaft
horsepower continuous operation. Q ,I
:2- ·3S
The main rotor is a semirigid, seesaw, two blade design which employs preconing and an
underslung feathering axis to ensure smooth operation: The blades are a droop snoot airfoil
with swept ~ips to reduce noise. --- -
The tail rotor is a semirigig, delta,~inged, two blade design.
The aircraft is equipped with a .nod~1 beam suspension system to dampen main rotor
vibrations.
1{several different skid type landing gear configurations are available to better equip the
'j: aircraft for a particular type operation. 1.<", Oi,J'
!. ' t f4,.
J.hj.' ~f,.",. w> II- r.
AIRFRAME SECTIONS '
TheQ06L-4 is divided into three major sections: forward, intermediate, and tailboom.
The forward section of the aircraft begins at the nose of the aircraft and extends aft tothe
rear landing gear attachment point. Included in the forward section of the aircraft is the
main rotor, transmission, cabin, pilot and passenger doors, fuel cells, and the landing gear.
\Ihe forward section is composed primarily of aluminum ho_neyc:.()ID.t> structure. This structure
was utilized due to both the excellent weight to strength ratio and the ability to dampen
noise and vibrations.
The intermediate section includes the engine, the equipment/electrical shelf. the baggage
compartment, and oil cooler assembly. It consists of.semimonocoque constructiQll, and the
~Iuminum skins are of various thickness to accommodate the different dynamic loads.
The tailboom section includes the tail rotor drive shafts, horizontal stabilizer, vertical fin, tail
rotor gearbox, and the tail rotoL The tailboom is a full monocoque structure.
2-3
f \
====~~============
~
®
'-
@CD
J
:J.r,'-" p~j,
(j. ;..J- (JA ftV' 1. Vertical fin 15. Tail rotor drive shaft
p/. ~ W .q 2. Horizontal stabilizer and fin 16. Tail rotor gearbox
',J1" »)_ 3. Engine oil tank 17. Tail skid
",,( or ~ 4. Swash plate drive link 18. Passenger station
-",)" 5.,Cyclic-eAd--oeIl~ve_.v<>-ilctuators ,19 ...gil eeeler
6. Pitot tube 20. Oil cooler blower
7. Static port 21. Tailboom attachment access panel
8. Copilot/passenger station 22. Fuel _shutoff valve access panel
9. Fuel tank lill{!r 23. Anticollision beacon
10. Battery 24. Drain valve switch
11. Hydraulic reservoir 25. Engine/transmission drive shaft
12. Transmission assembly 26. External power plug
13. Engine 27. Tie-down and jack point
14. Freewheeling unit 28. Pilot's station
2-4
NOTES
, ,
;~./. .' .• '
.-' .
-. -'':: / .- -' - ; ; .
.. . , '., ~. '
~' -7
,/
I .
t·/ 7:"l
!&' ~o "-';C 1<-00 (j) ~ k;d.@ /.<- n/(o Iu. 0 ( P--t·c-t.,..

r..Prl.&"' .....
2-5
PRINCIPAL DIMENSIONS
I
1(S·FT. 42 IN.)
'-1"",,---,4 FT'j'O IN·i
~~=======%~=---NOL~ONG~
AT GROSS WT. OF 4000 LSS. -l.------I~ (7 FT. 5.0 IN.)
(7 FT. S.lIN.)
r (1 FT. 1.0 IN.)

(4 FT. 4.0 IN.) =::;:;t========:;:;t>
'1\: ~;:"~, ~ ~.)J~ ~ ~ J~j~ ~ ~FT~ '~1~O~'~9!T.I~N~'~)~ .i~ ~ ~ :;~ ~ ~ ~

1_ _ _ _ _ _ _ _ _ (23 FT. 62 I N . ) - - - - _ I
r - - - - - - - + - - - - - - - - ( 4 2 F T . a.5IN.)-------------~
2°15"-::- (0 N) (9FT.S.lIN.)
PRECONE,l,.. '. - 1 FT. 0.4 I .
~'I S0 _ f eo 30' F\.APPING (6 FT. 5.7 IN.)
~~prr=CH~r~~~~~~~==~
~HANGE t So 30' F\.APPING
AXIS
CLEARANCE
(1 FT. 11.3 IN.) 1
I
(6 FT. 2.7 IN.)
!
(10 FT. 2.4 IN.) (1 FT. 3.0 IN.) (2 FT. 10.5 IN.)
1 - - - (12 FT. 102 IN.) -
(10 FT. 3.8 IN.
(11 FT. 8.3 IN.)
2-6
PRINCIPAl.DIMENSIONS
NOTES
,
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rid- I t-. ,14/ .
W7 J
I4 -2
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t , ,1
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'.
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I J if
2-7
d & -'/ I ~r""M.lj /1. N",.
(6"p,,, ,:Jk,!"", ---OJ 3/' 8 7
~
80TTOM flAT STA
toDD STA ~Wl26.00 ROOF FlAT~TA 15Q 001:;~3 STA 8TA
.
STA'9.00 8' 27 Wl93 00 '46'1'9 STA . STA'92 00 2'7,84
5500
'"
C S 8 50 ~ - '79.66 STA
I.~; /V 8l'8.qO <.1'j t-..... r---r--..~4.92
::j 500
r: rCOWLIROOF
z
m Dl 5 06 /" B,l 'lOO .."'1\.:.......>- L -- /-r--INTERSECTION
II>
'III Ii. HEl COPTER IBlO.OO I -,- ~BlO
~ 0
p 8'S DL 3.286
r: ...... 1ls 31.87
;:
6l7.365
,
11l2...4ll5
!!l
m
500 I
STA
STA
. Dl26 360.569
"
!::! STA STA
61.00 STA
230.76
'-==""" 8l38.94
36.21
1000 74.50 30~4 58,61 ~ 10150
+~c........:l~O.:,o.:0...l';":~_,c..::20J,0:::0:.....,-,~..,-,3~O~.O~P...l'_~'_L'.::41l:.;P::0:.:.,":::-c',..,.-,-~,,:5:.:0:.:,o;O::"'='~'C-L'::.:qO:;:,o:.:O:..,.-,~......:7::.0,;:OO:....._~.....:.80:L'O:.:0:.....,_,~, 9~O, , ,10qO:0 ,
FUSElAGE STATIONS (MlllIMETERSI ~4633
2000 I ' ,30.0
0
I_~ STA
STA
121.425 STA
167.33
809-
1~.opO, ' 800 M ~TAlIONS (MILLIMETERS I 399.622
3135 Wl123.841 ~
Ii. PITCH CHANGE AXIS"""'-
5° ..... ...
STA
99.20 'i
STA
N,
00
180%CHORDI
380.589
LEGEND: BL - Butt lin.
55.14 166.18 as - Boom Station

t,,, 0 010' ~tvv.> . CL - Cent.r lino
NOTE
STA - Station
All values are measured in inches, Metric equivalents
are shown for reference. WL - Water Line
& Tail Rotor Bearing Hange;
(S'j Constant Fuselag. Section
(, ( (' (
STATION DIAGRAM
\
STATION LOCATIONS
Station locations are provided to assist individuals in locating an exact point on the aircraf1.
Station locations will be referenced throughout the maintenance publications for weight and
balance purposes, repairs, flight control rigging, etc.. A through knowledge of station
locations is necessary for both
," - crew and maintenance personal. . '~
FUSELAGE STATIONS (STA)
Fuselage stations, referenced in both inches and millimeters, extend along the longitudinal
axis of the aircraft. - Station - -O.:J~o)]e.
~ ,- -
'
inch forward oLtlte.J)Q:;?
, .. -:- -of
.the aircraft._
- - .
BOOM STATIONS
Boom stations, referenced in both inches and millimeters, extend along the longitudinal axis
of the tailboom.
WATER LINES
Water lines, referenced in both inches ancl- millimeters, provide a reference to the aircraft in
the vertical axis. Water line 20 (inches) is the lowest point of the fuselage.
BUTT LINES
Butt lines, measured in both inches and millimeters, provide a reference to aircraft width.
Butt line -0- is the center of the aircraft. Butt lines extending from the center of the aircraft
are defined by a (-) or ( +) preceding the figure. (-) represents the left side of the aircraft and
( +) represents the right side of the aircraft.
NOTE
All reference to the left or right side of the aircraft is viewed from the tail of the aircraft
looking forward.
NOTES
"/
j / .~ I
"> .f / (- .(j~~ f, ..--..,;.{-- >?-/.(- i~' .Ii -1:"",/d> :!/ -./
2-9
SEATS
~e'f 1~~'I~vP'
~!;""1 &J m.J&1"P~
pb~t"
fJt e,'v.<,~
2-10
SEATS
The 206L-4 is equipped with a total of seven seats. The pilot is positioned in the right
forward seat. Five passenger seats are provided in the aft cabin: two seats face aft which
are divided by a center column and three seats located against the aft bulkhead face
forward. The sixth p~;;~gerseai:'is located on the left-hand. side in th;-~rew cabin.
Each of the seven _!!eats is based on a pair of .1IJP_uLal"Jr.~mE1.s - one for the seat and one for
the seat back. Each frame has its own cushion. The construction begins with a neoprene
membrane to provide support and vibration isolation. Foam adds to the comfort and then
the unit is finished in a fire resistant fabric. The seat backs are shaped to provide lumbar
support. Each seat back is pushed up into position into two pairs of metal hook.s. Once in -
place, it is held there by the seat when it is positioned. The seats are secured by a single
pin pushed through the two eyebolts on its forward edge. All seats are equipped with seat
belts,and the two forward seats have dual strap shoulder harnesses. The five remaining
seats are equipped with a single shoulder harness straps. All should8.Lb.arnesses are
~ounted on individual inertia-reels.
NOTES
Zl I
I
I
:s
~
\
\ )
I \
I
;= 'S, \
( I
\ I
S 7
/
"'"
2-11
CREW, LITTER, AND PASSENGER DOORS
•
.~
1. Oil reservoir access door

2. Oil cooler access door (left side only)
3. Engine side cowling
4. Baggage compartment door (left side only)
5. Air induction cowling door
S. Passenger door
7. Utter door (left side only)
8. Crew door
9. Battery access door
2-12
CREW, UTTER, AND PASSENGER DOORS
The helicopter is equipped with five entrance/exit doors for crew and passengers. as well as
a variety of hinged doors and panels, which provide access for inspection and servicing.
Crew and passenger doors are located on both sides of the fuselage, while a single litter door
and baggage compartment door are located on the left side of. the helicopter.
CREW, LITTER, AND PASSENGER DOORS HINGES
The doors hinge halves are manufactured from sjee! investment casting!'. Shims are used
under hinge halves to align doors with fuselage contour.
NOTE
I Tag and identify serviceable hinge halves and shims as they are removed to ensure correct
, positioning upon installation. Shims vary in thickness and hinge halves differ in their
I! angles.
/J
(f...,;~'i1
" . !
.-' ~J ,~ /! ../1.(, ./'.Y;1
t
.;-'? /.
2-13
CREW AND PASSENGER DOOR lATCHES
8 B
45
7~fI
. II
I
,II
i
I II
~
• •
17
34
.,<28
'~27
, 24
r •
0=25 26
1. Screw 14. Nut 27. Spa.;er 40. Screw

2. Thin aluminum washer 15. Rod 28. Pin 41. Shim
3. Screw 16. Clevis 29. Rod 42. Striker
4. Cover 17 .. lower latch 30. Thin aluminum washer 43. Screw
5. Screw -'Is. Screw . 3 ... pjut 44. Special washer
6. Access panel 19. link 32. Clevis 45. Nut
7. Screw 20. Bel/crank 33. Thin aluminum washer 46. Shim
8. Cover 21. Spring 34. Interior handle
9. Thin washer 22. Case 35. Spacer
10. Upper latch 23. lock 36. Spacer
11. Screw 24. Exterior handle 37. Thin aluminum washer
12. Pin 25. Receptacle 38. Pin
13. C:evis 26. Shim 39. Striker housing
2-14
CREW AND PASSENGER DOOR LATCHES
Crew and passenger door latches are similar in design and operation. Each door incorporates
two latches to provide for a positive air and water seal to fuselage. Large interior and
exterior handles permit ease of door opening and latching. Door latch assemblies are
available through Adams Rite, part number 3468-() and Skylock, part number 20122-().
NOTE
Door should iatch and unlatch without binding, and should ciose with exterior handle in
slam position (detent which holds handle midway between full open and locked positions).
Latches should not be restricted by strikers when opening or closing, and doors should
fit snugly against fuselage when latched.
CREW AND PASSENGER DOOR STRIKERS
Door strikers are secured to striker housings with screws and striker housings are bonded
and riveted to the doorfranies of the fuselage. Strikers are adjustable by shimming to hold
door tightly closed for a positive air and water seal to fuselage.
/ 1 . . - t
/~/0~~t~:f' .i'..i,.- .J/. _J -,,~ '_F,". ,.._.' .l~ // (.( /t·' v . / :/ //;> / /. ''::''''',/ .
.J .7 'j
2-15
WINDOWS
1. Windshields
2. Cabin roof window - -
3. Passenger door window
4. litter door window
cabin panel window (opposite}
5. Crew doo. window
6. Lower window
2-16
WINDOWS
The windows are constructed of blue tinted acrylic plastic. The crew and passenger doors
contain a three components window with the lower forwar.d section as a sliding window for
ventilation.
The crew doors, passenger doors, litter door, and cabin panel have beaded windows.
Beaded windows are installed to provide a better water seal than standard windows provide.
Extruded ethylene-propylene rubber seals and urethane adhesive are used to secure beaded
windows to their frames.
NOTES
2-17
WINDSHIELDS
O.50IN.113mm)
~----SUPPORT
SEALAJIIT IC-30S)
SEC110NA-A
SEALAJIIT
SUPPORT
RETAINER
SEC110N 8-8
M788512-4-1 RIVETS
C
r
t
O.56IN.114mml
WINDSHIELD
SEALANT
SUPPORT
RETAINER
NOSE
"--:f--->"'..., 0.120 IN.i3.0S mm) SECTIONC-C

CLEARANCE BETWEEN
WINDSHIELDS
VIEWD-D
BlO.OO
INTERSECTION WINDSHIELD 16.1mm}
CONTOUR
WITH NOSE CONTOUR--.... 0.06 iN.!1.S mml TRUE CONSTANT
EXCEPT AS SHOWN
2-18
WINDSHIELDS
The windshields are fabricated of tinted, acrylic plastic and are supported by formed
aluminum alloy sections. For water tightness, sealant is applied to the faying surfaces of the
windshield.
Cracks, holes, or other damage may be temporarily repaired by stop drilling, patching, or
other standard approved methods for acrylic plastic.
NOTES
1 ~ ./,..1#...
~ .
. J.!cL &-« c,?< 1 &L !w~f/;j4t. ,; C; 40/#! 1~'l?tXCedr4l·
7t q ~~::!U<£'L I~ P:, I~;: ~~ Gu;;::Q<~ d~1 w' &."'7 45
2-19
VENTILATION SYSTEM
DEFOG
NOZZLES
SLIDING
WiNDOWS
2-20
VENTilATION SYSTEM
Air for cabin ventilation is obtained by opening the sliding windows in each of the entrance
doors. Additional ventilation to the crew area may be obtained through ram air grills located
in nose of the helicopter. When this additional ventilation is needed, it is gained by the pilot
pulling the VENT control knob and positioning DEFCJG Blf)WER. switch on overhead console
to 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 opened or closed by means of a control
cable and the vent control knob.
NOTES
2-21
RAM AIR AND DEFOG SYSTEM
1 . Grill 13. Grommet
2. Blower 14. Drain tube
3. Coupling 15. Plenum
4. Grommet 16. Clamp
5. Electrical leads 17~ Isolation mount
6. Spacer 18. Gasket
7. Defogger nozzle 19. Flapper valva
8. Control cable 20. Thin steel washer
9. Vent control knob 21. Control arm
10. Terminal 22. Terminal 9
11. Turn vane 23. Hinge
12. Tube
DETAIL A
FLAPPER VALVE
8
SEE DETAil A
SEE DETAil B
FUSELAGE SKIN
CONTOUR _ _ _ _~
®--17
11
"". '"~
14 4~~ OETAllB
n L 0.50 IN. !13 mm)

BLOWER MOUNT CLAMP
2-22
RAM AIR AND DEFOG SYSTEM
VENT CONTROL CABLE
Vent controls cables are mounted on brackets and right lower sides of the instrument panel.
Controls will lock in all positions when pulled and will unlock ~y pressing the release.
PLENUM AND TURN VANE
Plenum and turn vane are constructed of molded polycarbonate and direc"t the flow of ram
ventilation air. The plenum incorporates the flapper valve that Is connected to control cable
and VENT control knob and is controlled by the pilot to regulate the amount of air flow. The
turn vane is attached to the plenum and incorporates a drain tube to drain moisture from the
system.
FlAPPER VALVE
The flapper valve is mounted in the aft portion of the plenum. The opening or closing of the
flapper valve is regulated by the pilot through the use of the"VENT control knob.
DEFOG SYSTEM
Two electrically driven axial flow blowers are installed in the inlet end of the defroster
nozzles. The blowers are controlled by DEFOG BLOWER circuit breaker type switch on the
forward end of the overhead console. The defog system is primarily used for ventilation and
defoggin.g during ground operation of the helicopter. When system is used for ventilation
.or defogging, it is recommended that both VENT control knobs be pulled out and locked to
full open position.
AXIAL FlOW BLOWER
The two axial blowers are the multivane type and are mounted to the defroster nozzles in
an isolator mount clamp.
DEFOGGER NOZZLE
The defogger nozzles are constructed of molded polycarbonate. Outlet slots are located
along upper edge of nozzle to direct ambient air to the windshield contour. Three spacers
are located just below the outlet slot for mounting the defogger nozzles to the structure
support angles.
NOTES
2-23
t.J'-"'- 6tu1<.
(f) eJ _ 1(;-'-7 II _ f'{~ t..P(I"""~ ~~.u-&..li..
ffZ fH;'- /V>-Il~t-·q$...r.-e - ) p.p,..'
TAllBOOM r - ~flr~a.tI.L..f -)
J. #-JP-l.
&:0'1"
u
B.S.
1 146.09
I B.S.
I 182.40
/" 3 B.S.
174.10 '/
.. / ~",,,,.\
/ s.s.
r~iI' .
S9.55
.></.'--2 I ~d "'' - ! it:.-

()c-.<.",'~
ct- /f;n?>VI ~£...-!

B.S.
31.92 B.S.
98.8S
y-f '" J'(J
I
B.S.
7S.82
1. Tail rotor drive shaft cover
SEE DETAIL C 2. Fastener
3. Clip
4. Tailboom
5. Clip
@ Bearing support bracket ~.5:C,,~;
7. Fairlead \j
8. Bracket
9. Bolt
. '·1 O. Countersunk washers
11. Thin steel washers
12. Nut
13. Shim
14. Clip -,') i'§ 9
15. Pad
2-24
, ." /;, .. .'. ,'-: --,-
TAllBOOM
'.~ .
The tail boom, which is attached to the aft fuselage by means of four bolts, is of monocoque
construction and uses aluminum preformed alloy skins, intercoastals, and quarter bulkheads.
The doublers and attachment fittings serve only to distribute loads into the skin. The
assembly supports the horizontal stabilizer assembly, vertical :fin, tail rotor drive shaft, and
tail rotor.
TAILBOOM WAVINESS LIMITS
TOTAL MAXIMUM WAVINESS BETWEEN STATION
± 0.06 inch (1.5 mm) 42.6 and 79.S

± 0.09 inch (2.3 mm) 9S.9 and 174.1
TAILBOOM NEGLIGABLE DENT LIMITS
BOOM STATION (B.S.) LOWER RIGHT SIDE QUADRANT OTHER THREE QUADRANTS
31.92to 42.59 0.005 in. (0.127 mm) 0.005 in. (0.127 mm)
42.59 to 61.29 No Dents & 0.005 in. (0.127 mm)
61.29 to 79.S2 No Dents D. 0.010 in. (0.254 mm)
79.S2 to 146.09 0.010 in. (0.254 mm) 0.020 in. (0.50S mm)
146.09to174.10 0.020 in. (0.50S mm) 0.030 in. (0.762 mm)
NOTE.
&. No dents are permitted in either the lower I~t\.side Qr lower right side quadrants.
between B.S. 42.59 and 79.S2. .
NOTES
@ 1"11 /1'7/ it"" e4-£ .tf., "~r. eit,£.. !iJ 1&4 '<y!&Lb WL{ ~jt Jd( de", .
2-25
T AILBOOM (Cont)
I B.S. 31.92 ,
.9 &:, 7
"",=___ TA'LSOOM SKIN
Y/O.05:0.03
'-iNCH(1.3: A
O.7mmIGA?~
fUSELAGE SKIN
f-~-TAILBOOM
CANTED
8 BULKHEAD
o
L
~~#.. #;:
I:, "",:1
VIEW A
-/ /
/'-r ~. .:/! 0.'_'" :~~
VlEW LOOKING AFT
TAllBOOM CANTED BULKHEAD
TORQUE
375 TO 415 IN·lSS
NOTES 142.3 TO 46.8 Nml
.& External wrenching

countersunk washers are to be
bolts and
installed through tailboom and

fuselage. Boltheads are to be on
tailboom side with washer
countersunk next to boltheads. Thin
steel washers, are to be installed as
required. maximum of six washers per
attachment point, to provide not less
than one thread and not more than
three threads exposed on end of
external wrenching bolts.
Gap between tailboom canted f~

'bulkhead and fuselage results from 11, DETAILC
tour shims bonded to the forward face I' CLIP AND PADS
,of the tailboom canted bulkhead, TYPICAL 9 PlACES
2-26
T AllBOOM (Cent)
BOLT PART NO. LOCATION
20-065-06026 Top Left -

20-065-06022 Top Right
20-065-06020 Bottom Left and Right'
NOTES
. (; P
.;
.1~";2.<:/.
il.
i
I::'
;,
/~.'fl Ik:;/ ! t;, //J,.

//~;..(j.
.;
/1/;. ~:~ ./7b- ,;,,-zJ
t .€./.-!-.i.' ~', .i'~--{ .! / ..;
./
./
/) ',,",-, ,.(::":. '. {...~"/ ;-;,." 0...-
f
i'AJ://,) (;,... ,,-.;.L ,; £'
,
/_{·;:-ip).(." . .A.t.~(;AI;"_<:.,,,
j
2-27
HORIZONTAL STABiUZER
5 .'.' 13
6
--- ---
11
21
1. Fin 12. Thin aluminum washer

2. Screw 13. Support
3. Thin aluminum washer 14. Support 11-
4. Fitting 15. Nut
5. Aluminum washer 16. Washer
6. Screw 17. Screw
7. Stabilizer 18. Tube
8. Pin 19. Horn
9. Pin 20. Tube
10. Elevator 21. Slat
11. Screw 22. Screw
2-28
HORIZONTAL STABILIZER
The horizontal stabilizer, two end plates, and the vertical fin provide stal;lility. The fairings
act to protect and provide a covering for the tail rotor drive shaft and tail rotor gearbox.
Modification, including installation of antenna, lights or equipment that change the mass or
mass distribution of the helicopter are not permitted without Bell_Helicopter TEXTRON
approval.
The horizontal stabilizer, a one piece !?llummwm honeycom5i structure, consists of a fixed
stabilizer, a moveable elevator, a'leading edge slat, .and vertical end plates constructed of
honeycomb panels. The assembly is an airfoil shaped beam with chem milled skins that
support the end plates or auxiliary vertical fins on each end and a movable honeycomb
elevator on the trailing edge. Ihe horizontal stabilizer provides a Q.Qwnw.ar:d.J:e.s.ultan!J.i.f:L9J1
the tail boom to maintain the cabin in a nearly level attitude throughout all cruise airspeeds
and to aerodynamIcally streamline the fuselage to reduce drag. Along with the leading edge
slats, that were added to the leading edge of the stabilizer to improve pitch stability during
climbs, are controllable trailing edge surfaces, know as elevators, ihat function to increase
t.!:!e Center of gravity range.
The end plates or dynamic dihedrals, located on each end of the horizontal stabilizer, are
shaped, flat honeycomb panels with chem milled skins and fiberglass leading edge and tips.
They are attached to the ends of the stabilizer by means of .§Ingle brackets and are offset 5
degrees to the left of centerline·ta provide a 0 degree angle of incidence to the airflow over
the tailboom to improve dihedral (roll) stability of the aircraft in forward flight.
NOTES
I~'::1/'/ //'/"
", -/' oJ"
'!f,:" .,,/.,.~, . -"
.{__ /
f..-_, ' . I /••' -~,",-...,.
F " ,.- .'f~.- .'c.~"/
' / -/..t - .
'..•...••..
/" ~ ./.. ~ -
.-:'C;"•. •. :.....· '''~:
_~ .•..'.•''''_-'''"''
-
2·29
VERTICAL FIN
1
SEEDETAll A
4
I
5
~ 61rJt
\
DETAIL A
NOTE
For fin installation use bolt NAS 1304-28.
1. Anticollision light
2. Fairing
3. Vertical fin
4. Tail rotor gearbox and fin supports
5. Nut retainer
6. Barrel nut
7. Tailboom
8. Sleeve and plug
9. Thin aluminum washers
10. Bolt
11. Former - Tail rotor gearbox fairing
2-30
-~ VERTICAL FIN
The vertical fin, a flatlaluminum honeycombjpanel with chem milled skins,_provid_es_dJr~c:
tional (yaw) stabili!Y. It contains a top fairing to mount the anticollision light and on the
lower edge, a rubber bumper and tail skid. It sweeps back, both above and below the end
of the tailboom, on the right side. The leading edge is canted .outboard 5.5 0 to reduce tail
rotor thrust regLJ!!emen~9.uring forward flight at cruise speed: T.tl~aiL~~i(=L?Jta_ch fi:ttirIg
a-nd bumper are boncl~cI ~()1b~J().w.~!:..?D9-PLthe_J.1I1~ Fiberglass tips close the ends of the fin
assemblY.--Fcirmed--angles or inserts- are provided to support the tailrotor gearbox fairing to
the fin attachment.
The tail rotor gearbox fairing encloses the- tail rotor gearbox and is attached to the tailboom
and vertical fin_ It incorporat;es a white position light and three screens. One screen is used
for tail rotor gearbox oil level inspection. The other two are for cooling of the tail rotor
gearbox.
A tl1hll1pr steel tail skid is install.ed on the lower portion of the vertical fin. It purpose is to
warn the pilot of a tail low altitude when landing. -
NOTES ,
./~d/~.' /~·;"7/-!. /~'::O/i.
,
:'''-. ..:'
,"-
.',·/~/" ,"-;, ..:'- ',-::(.'" .:.."> ' /
2-31
LANDING GEAR
~---------,
l~o
•
'0
~l•
L:: _____ 0:..J•
VIEW A
lOOKING UP
,5
rz18
13
1. Fining 12. Aft saddle

2. Strap assembly 13. Skid tube
3. Aft crosstube .. l~:Radius washer
4. Fairing 15. Eyebolt
5. Cushion 16. Forward saddle
5. Aft strap 17 .Tow fitting
7. Support 18. Forward strap
8. Plug 19. Fairing
9. Skid shoe 20. Forward crosstube
10. Screw 21. Strap assembly
11. Washer 22. Fining
2-32
LANDING GEAR
The skid landing gear consists of two skids attached on ends of two arched cross tubes that
are secured to the fuselage by means of four strap assemblies. Each skid tube is fitted with
a forward end step, a tow fitting, two saddles with sockets for cross tubes, seven separate
shoes along the bottom, a rear cap, and two eyebolt fittings for mounting of ground handling
gear. The airfoil type skid landing gear fairings enclose the forward and aft cross tubes and
are constructed from w.hite .!b.ermoplastic
-------------with aluminum alloy stiffeners
_.. --,,----,-- - -- .... - and
-...
---~--,-
supports.
The allowable permanent set of the cross tubes with the weight of the helicopter removed
fort-he standa-rd gearlsYdinchper-side.- High-gear -is TSTncnEfs-per-side:----- --. -.-
It is recommend that no componen!s.be attached to the landing gear assembly except as

designated by the manufacturer. To do otherwise, could lead to premature failure of the
crosstube.
NOTES
./
:::---- (! I
J
I: . .
t':';,;",'-...,/ ;'
..... /
.: ',.~ ~
., '
"; /~:: /ff" /I~'~/ (' i{,~( !
.. - . , .. ,"
2-33
LANDING GEAR (ContI
AREAS AREA A
- 1 3 . 0 IN.--!-_ _ _ 14.0 IN .. - - - - !
It
CROSSTUBE
i3,d1L#~" I
CENTERLINE
FORWARD CROSSTUBE AFT CROSSTUBE

,
AREA REFERENCE ALLOWABLE REFERENCE ALLOWABLE
THICKNESS UMITS THICKNESS UMITS
Al .250 .015 .340 .015
A2 .250 .005 .340 .005
I
I
A3 .250 .015 .340 .015
A4 .250 .005 .340 .005
S1 .184 .el15 .217 .015
I B2 .184 .005 .217 .005
S3 .184 .015 .217 .015
B4 .184
I .005 .217 .005
C1 .'18 .012 .094 .009
C2 .'18 .012 .094 .009
C3 .118 .012 .094 .009
C4 .'18 .005 .094 .005
APPLICATION: . .P./N.206"053-20~ . (TYPICAL) STANDARD GEAR
NOTES
1. All dimensions are in inches.
2. Repairs limited to one repair per area.
2-34
LANDING GEAR (Cont)
AFT AND FORWARD CROSsrUBES

!TYPICAL BOTH SIDES)
Bl
0.00
CENTERLINE
CROssrUBE
1_'- ___ 43.00 IN. (1090 mm) - MINIMUM

/ 44.00 IN.11120mml- MAXIMUM
MAXIMUM CROSsrUBE DEFLECTION
NOTES
'j "-
! .i-:.·,;:':', .r:::; .f: :.:'(.
, ~:.~" -./~- (,'

./ :
~
iff:::· / 1. If !~:7,-.; -:-
I
I.e.: 1/ 1'15-,_:-~
2-35
COWLING
2-
1
ENGINE
FORWARD COMPARTMENT
/ AIR INLETS
1. Forward fairing
2. T~a~smission fairing
3. Air ~nductioncowling
4. Engme cowling
5. Aft fairing
2-36
COWLING
The cowling is constructed of aluminum alloy, fiberglass, and honeycomb material. It

consists of the forward, transmission, air induction, engine, and aft fairing sections, which
are constructed of aluminum alloy, fiberglass, or honeycomb materials. Each section is
readily removable for engine and transmission changes or repair~. Access doors are provided
with flush-type latches which permit inspections and servicing without removing the
cowling.
The forward cowling incorporates a single point h:nge fitting assembly which is located at
the forward end of the fairing. A rod is stowed inside on the left side to support the fairing
in a raised position. Two toggle hook latch fittings secure it in the closed position.
The transmission cowling encloses the forward half of the main transmission and controls.
---------"- ._._---~-----_._.~.- -- -
The air induction cowling encloses the aft half of the main transmission. 1[1let ducts are
provided on each side of the air induction cowling to direct -the-airflow-into the iiicfuction
screen. Two doors are also provided for maintenance and inspection ofthe indl1CticHn;creen
aiiCJmain- transmission. The inductio-n- scr;~n-is located-inside -~lnifati:actiea-to'tne--air
induction cowl and the forward side of the forward firewall. -----
The engine cowling, which in91udes the engine upper cowling and engine side cowling, is
constructed of aluminum alloy; and it contains 1"",0 sc~e_r::.\len_ts forward of the' cutout for
the exhaust stack. Hinged to the engine upper cowling are two en_gine side cowlings. The
, side panels are constructed of aluminum alloy and incorporate five screen vents and three
.flush .latChes. I he nght engine side cowling includes a screen vent for the s1:<3.rter/gElnerator
cooling duct. Engine side cowling may be hinged open and supported by a rod.--- "-
---
The aft cowling is constructed of fiberglass_skin, nomex honeycomb and incorporates two
s~reen vents, oil cooler and oil tank access dOQfs, and a cutout for the oil cooler blower
----- ----
exhaust.
Cowl supports are sheet metal rails fastened to the outboard top portions of the fuselage.
Receptacles installed in the supports provide a means of securing the cowlings to the
structure.
NOTES
2-37
NOTES
2-38
pu-tVh< (,. #/.a/frfJ
hal. ~v?i _) ~orAA.;}f (l~ t/e?v7t"/YJ,iM·
_? I!;&'( Ibf !b1 ~~!lt.
1. Forward Fairing - 2024 Aluminum Alloy QQ·A·250/5-T42. 0.032 Inch-
2. Transmission Fairing Honeycomb Core.-OTi5 Inch -Thlck~ , ""PfYGlaSs Fabric
3. Air Induction Cowling Skin Ollter 2024 Aluminum Alloy QQ-A-2S0/ 5-T42.
0.025 Inch
Skin Inner 6OS1 Aluminum Alloy QQ-A-250/11-T.6.
0.040 Inch
4. Upper Engine Cowling - 2024 Alumil"tU!Tll Anoy QQ-A-2S0/5- n.
0.025 !-Meh
5. Aft Fairing - 2024 Aluminum AllOY QQ-A-2S0/5-T42. 0.025 Inch
6. Side Engine Panel - Skin Outer 2024 Aiuminum AUoyQQ-A-2S0/S-T42.- 0.025 fneh
- Skin Inner 2024 Aluminum Alloy QQ-A-2S0/5-T42. 0.016 inch
7. Access Panel - 2024 Aluminum Alloy QQ-A-2S0/S-T3. 0.016 Inch
8. Forward Firewall ...... Titanium M'1t-T-9046.~Type r. Condo C. 65. 0.012 Inch
9. Engine Pan - Titanium Mll-T-9046. Type t Comp 8. 80. 0.012 Inch
, O.Aft Firewall - Titanium Mll·T·9046. Type I. Condo C. 65, 0.012 Inch
". Skin 2024 AlumInum Alloy QQ.A·250/S-T42. 0.032 Inch
12. Skin - 2024 Alummum Alloy QQ·A·250/S-T42. O.OlSlnch
13. Skin - 2024 Aluminum Alloy QQ·A·250/5-T42. 0.020 Inch
14. Fairing - t:1.Q.~f.Q!1.lILC.0:r:.e_O...1_4.!?_~r:t_Q..O_~~5Q.1rlJ~h Thick. 2 Ply Glass Fabric
15. Baggage 000' Skin - 2024 Aluminum Alloy QQ·A·250/5- T3. 0.016 Inch
16. lower Aft Shell - O.J.ltat..S.kin..2Y..lY-~ Fabric. Honeycomb Core 1.0 Inch Thick
17. Aft Cabin Closu,e Skin 2024 Aluminum Alloy QQ.A·250/5-T42. 0.020 Inch
18. Passenger Door Outer Skin 2024 Aluminum Alloy QQ-A-2S0/6- n. 0.025 Inch
Inn.'tt..SJ!i.'L2024 Ah..rninum AllOY QQ·A·250/4·T42. 0.032 Inch
Window Ac;:viic·P·laStidtS·9·947.090·1B. O.100·ln·ch
19. une, Doc, (left Sitlel - Skin 2024 Aluminum Alloy.O_Q·A·250/S-T3. 0.025 Inch
- Window Acrvlic Plastrc 299-947-090-1B. 0.100 Inch
19A. Scuff Plate - CRES 301 MIL-S-5059 Hard 150 Minimum
19B Striker Plate - CRES 301 Mll-S-5059 Hard 150 Minimum.
20 Panel (R'9ht Sidel Outer Skin 2024 Aruminum Alloy QQ-A-2S0/4-T3. 0.032 Inch
Chern-Milled
Inner Skin 2024 Aluminum Alloy QQ-A-250/4- T3. 0.008 Inch
Honeycomb Core. 0.375 Inch Thick.
Window Acrylic Plastic 299-947-090. 0.100 Inch
21 Lower Forward SheH Outer skin·2024 Aluminum Alloy QQ-A·250/ 4- TJ. 0.050 Inch
Chemi-Milled·
Inner Skin 2024. Aluminum.Alloy QQ-A-2s0/4- T3. 0.050 inch
Rigidized Chem-Milled
22 Crew Door Outer SkIM 2024 Aluminum Atloy aQ-A-2S0/4- T3. 0.025 Inch
Inner Skin 2024 Aluminum AUoy QQ-A-2S0/4- T42. 0.032 Inch
Window Acrylic Plastic 299 947-090-1 B. 0.100 Inch
23. Lower Windo- - Acryhc Plastic 299-947-090- 1 A. 0.080 inch
24 Upper Nose Sk,n - Honeycomb Core 0.125 Inch. 2 Ply_Glass Fabric
25 Sanery 00011" - Skin 2024 Aluminum A!loy QQ-A-2S0/S- T42. 0.100 Chem-Milled
26. Windshield - Acrylic PlastiC 299·947-090·1B. 0.100 Inch
27. Skylight W.ndow - Blue Polycarbon.t. (206·031.10B·27. -28). 209·947·044.
o OBO Inch 0< P'''' 55 (20B·031.108-33. ·34) MIl·P·S1S4.
0.100 !nch
28 Cabin Roof Shell Honeycomb Core. 0.250 and 0.500 Inch Thick
Stuns 7075 Aluminum Alloy QQ-A-250/12- TS. 0.008 and
0012 Inch
Skin 2024 Aluminum AllOY QQ·A-250/5-T3. 0.012. 0.020
Gnd 0.032 Inch Chem·!VIilled
SlUM Titanium Mil"-T-904S'-··-Type I. Condo C. 130. 0,025 Inch
Forward fuselage structure material identification

GROUND HANDLING AND SERVICE - SECTION 3
TABLE OF CONTENTS
SUBJECT PAGE
GROUND HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . 3-2
TOWIN G . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . • . . . . . . .. 3-3
LIFTING, JACKING, AND LEVELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
COVERS AND TIE-DOWNS . . . . . . . . . . . . • . . . . . . . . . • . . . . . . . . . • . . . . . . • 3-6
PARKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . . • . . . . . . . . . . 3-7
EXTERNAL POWER . . .. ." . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-7
SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 3-10
HYDRAULIC SYSTEM 3-10.
ENGINE OIL SYSTEM 3-11
TRANSMISSION OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-11
TAIL ROTOR GEARBOX OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
LUBRICATION . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 3-12
3-1
GROUND HANDLING
1.Towbar
2. Tow ring ..
3. Ground handling wheels
....
--/7
....j~-
... ..
..
- -_ //:~:-;::::/
_.--:::::....-.-_...--_.-..-
~.
3-2
GROUND HANDLING
Two ground handling wheel assemblies are provided for quick mounting on landing gear
skids to allow moving helicopter on the ground. Each assembly consists of two wheels on
an offset axle, a support cradle, and hand operated hydraulic pump which will actuate axle
to extend or retract wheels. The cradle is mounted to eyebolts on landing gear skid tube by
means of a fixed rear pin and a spring-loaded front pin. ..
TOWING
The helicopter can be equipped for towing by attaching two ground handling wheel
assemblies to the landing gear skid tubes. A standard tow bar may be attached to the tow
rings provided near the forward end of each landing gear skid tube.
NOTES
") 75 I; ~I?! s·;:
3-3
LIFTING, JACKING, AND LEVELING
1. Main rotor mast nut

2. Hoisting cable and clevis 'J;~::~"~~~t:
,t<:~::;};;';"D
3. Ma:n rotor tie-down
4. Alt jack fitting
5. Jack
6. Forward jack fitting
_--<-::;,;~.~~~r~~~~ ~,·7..--· ...-

-------:::--- _' --_. . . . -'- ).:i?-.':.'!.
. //
_-- ",_
.-- .-----
_. .:.:..7
. __- . . ' _ .... _.-_-~.¥
..:4f;;~'_E" .'''. :-, ',":, -' .--- 5
4
..-.. . .-..............- . .:.:' 5;:~

--=:' ... -
;1- '-.. :::-6

', .
.. -,-:=,. y~ ..} : } ; /
=.--
5
1. Aft jack fitting

2. Jacks
3. Level plate
4. Forward jack fittings
5. Spirit level
2 4
3-4
LIFTING
Using main rotor boot tie-down, and tail rotor strap, secure main and tail rotor blades as
necessary. Attach suitable hoisting cable and T1 01897 lifting eye clevis to the eye provided
on the main rotor mast nut. Connect a suitable hoist and take up slack. Station a person
at tail skid to steady helicopter when hoisting. If lifting of helicopter will be beyond arms
reach from ground, secure a safety rope to tail skid. Hoist helicopter slowly with a constant
lifting force.
JACKING
Secure main rotor blades with main rotor boot tie-down. Position three hydraulic jacks under
jack fittings, and simultaneously at three positions, jack helicopter up to desired height. Be
careful to keep helicopter level as it is raised to desired height. When lowering helicopters,
slowly and carefully lower the three jacks simultaneously.
LEVELING
A level plate is located on the cabin floor at fuselage station 117.70 and buttock line -11 14 (
Level plate location is approximately 4.0 inches forward of the aft. seat and left of the
h~licopter center line. The helicopter is level when the bubble in spirit level is centeredfore~
and-aft and laterally.
NOTES
j
-) .- Ii - i.i.
,
,' / / I !
/. /-/ :',' .i'H~- I'. 'If"..: " ;.
, / I ./
3-5
COVERS AND TIE-DOWNS
+~
4 34'~1860mml ~~:::~~=====~
I
t
90 LB ,40 kgl
MAX1MUM [MAXIMUM
DEfLECTION
I
LOAD
.'
.' .'
1. Engine inlet plug assembly

2. Engine exhaust cover
3. Tail rotor strap
4. Main rotor boot tie-down
5. Pitot tube cover assembly
3-6
,'
- -._- - ----- ,---- ----------
® IC-f!-:, ?r i'vl 61';.

c\.~. i~J~ c--c'i
, : '2..~""-j '"2-e""C ~
I \. i-, 1 (:..1 - I i 9vv-,.y~_ .
~ d ~~""- '1-1 Lt.;}
c _:zU)&~+- 'I r;:
bl.) ,I'T '
i' <\.LrLfll . ,.
1-
..
"1-'-
I
TIE-DOWN AND PARKING
Normal Conditions - When winds are expected up to 50 knots, the tail rotor and main rotor
should be secured with the appropriate straps. The pitot tube, engine exhaust, and inlet
covers should be installed; and all electrical switches should be in the off position.
Turbulent Conditions - When winds are expected above 50 knots, aircraft should face the
direction in which the highest winds are e.xpected. Secure helicopter to ramp tie-d.own
fittings. Secure main and tail fotor with appropriate straps. Install pitot tube, engine inlet,
and exhaust covers. Fuel aircraft to maximum capacity, and secure all loose equipment
which might be blown by high winds.
EXTERNAL POWER
External power may be supplied to the helicopter by means of receptacle located on lower
front section of fuselage. For external power application, it is recommended that a source
of 28.5 volts be regulated from 350 to 450 amps.
NOTES
3-7
SERVICING
FILLER CAP
TAIL ROTOR
GEARBOX
NICKEL-
CADMIUM
BATTERY-
.0]
~- .~ TRANSMISSION
FUEL CELL
FlLLER CAP
EXTER' •
POWER
RECEP".'· ,
USE AUX, "
/
"vWER UNIT
ca=l
CAPAS !DC.350
TQ4S( "ITPUT
3-8
SERVICING
FREQUENCY SYMBOL REQUIREMENT .1
o Daily Inspect prior to first flight of the day_
B Preflight
D 100 Hours Remove battery and service according
o 200 Hours
'0 BHT-ALl-SPM.
i. Drain and refill tail rotor gearbox
each 200 hours. .
2. Transmission each 200 hours j/

a. Drain transmission
b. Clean and reinstall transmiSSIon oil screen
c. Inspect oil tilter tor metal panicles
d. Replace oil filter
e. Refill transmission
ISERVICING MATERIALS
MIL-t-7S0S Lubricating Oil Turbine Mll-l-7S08 or DOD-l-85734

DOD-L-S5734
MIL-L· 780B lubricating Oil Turbine Mll-L· 7808 or Mll·l·23699

Mll-l·23699
Engine Fuel. Turbine iBHT-20Sl4-FM-ll
MIL-H·5606
~_ _ _ _ _..J I Hydraulic Fluid.
Petroleum Base. Red
MIL-H-5606
.. - ·,..OTES
& Do not mix o;ls_ IBHT-20Sl4-FM-11
& Refer to Allison 2S0-C30P Series Operation and Maintenance manual.

14W2PM for frequency of oil change. authorized fuels. and oils.
3-9
SERVICING
Fuel Turbine Fuel Total: 112 U.S. Gallons
(424 liters)
Usable: 110.7 U.S.
Gallons (419 liters)
Engine Oil Lubricating Oil,MIL-L-7808 6.0 U.S. Quarts

or M!L-L-23699 (5.7 liters)
Hydraulic Hydraulic Fluid, Red, MIL- 2.3 U.S. Pints

Reservoir H-5606
Transmission Lubricating Oil, MIL-L-7808 5.0 U.S. Quarts

or DOD-L-85734 (4.7 liters)
Tail Rotor Lubricating Oil, MIL-L-7808 0.38 U.S. Pints

Gearbox or DOD-L-85734 !( 175 cc)1
Ground Handling Hydraulic Fluid, Red, MIL-
Wheels H-5606
FUEL SYSTEM
The fuel system contains three interconnected cells that are serviced through a single filler
located on the right side of the helicopter. A grounding jack is provided near the filler. A
sump drain is located in the bottom of each cell beneath the aft facing passenger seats. A
fuel filter is located on the engine deck and incorporates an impending bypass valve and
switch. The switch is electrically connected to an impending bypass light on the ·caution
panel. Capacity of the fuel system is 112 U.S. Gallons of which 110.7 is usable.
HYDRAULIC SYSTEM
The hydraulic system provides power to operate the cyclic and collective flight control servo
actuators. Operation of the hydraulic system is electrically controlled by the hydraulic
system switch. The hydraulic reservoir is located forward of the transmission and is serviced
with MIL-H·5606 hydraulic fluid. A sight glass is used to determine fluid level. Capacity of
the hydraulic reservoir is 2.3 U.S. Pints.
3-10
SERVICING (Cont)
ENGINE Oil SYSTEM
The engine oil tank is located aft of the engine. Fairing access doors are provided for
servicing. A filler cap dipstick is provided to determine quantity of oil in the tank. Periodical
servicing of the oil should be accomplished ~n 15 minutes afte.r:E fligbt. The engine oil
- / should be-wnL-L-7S0S or MIL-L-23699. lYIixing~f_~~.e_.,?ils is pro~ibited. Capacity of the
-( engine oil system is 6.0 U.S. Quarts.
TRANSMISSION Oil SYSTEM

The transmission oil, serviced through an unvented filler cap, has a separate breather line
located on top of the transmission case. A sight glass is provided for visual indication of
proper oil level. Oil used for servicing will be compatible with MIL-L-7S0S or DOD-L-S5734
Do not mix oils. Capacity of the transmission oil system is 5.0 U.S. Quarts. The
freewheeling unit is also lubricated by the transmission oil system.
TAil ROTOR GEARBOX Oil SYSTEM
The tail rotor gearbox contains a y.ei1Jed JillieIc:ap or"ltbe.topofgearbox. A sight glass is
provided for visual oil level indication. Oil used for servicing will be compatible with MIL-L-
7S0S or DOD-L-85734. Do not mix oils. Capa.city of the tail rotor gearbox oil system is
0.38 U.S. Pints (175 cc.).
NOTES
3-11
'.
\
LUBRICATION
6
2
DETAILC DETAIL B
DETAILD
SEEDETAILB
DETAIL A
SEE DETAIL A - "''''
SEEDETAllC
SEEDETAILE
10 DETAIL!'
3-12
LUBRICATION
INTERVAL ITEM COMPONENT LUBRICANT COMPLY
(HOURS) (GREASE) WITH NOTE
'50 1. Swashplate outer ring MIL-G-81~22 2, 4, 6, 7

(Hand gun)
'50 2. Tail rotor trunnion bearing MIL-G-81322 2, 6, 7

50 3. Main rotor pitch horn trunnion MIL-G-81322 2, 6, 7, 8

bearing (2 places) (Hand gun)
50 4. Main rotor pillow block MIL-G-81322 2, 5, 7, 8

trunnion bearing (2 places) (Hand gun)
'50 5. Main rotor grip bearing MIL-G-81322 2,5,7,

(2 places) (Hand gun) 8, 9
"100 6. Tail rotor pitch change MIL-G-81322 ~1, 2, 7

300 7. Tail rotor drive shah hanger MIL-G-81322 2, 3

bearing (7 places). (Hypodermic
needle)
300 8. Tail rotor drive shah sliding MIL-A-907 4

adaptor splines (3 places) (Hand)
6 months 9. Ground handling wheel support MIL-G-81322 6

300 10. Transmission N.R. Engine N1 Plastilube #3

and N2 tach generator drive (Hand)
0'300 11. Hydraulic pump drive adapter Plastilube #3

(Hand)
Special Components exposed to elements as specified 6

. above
NOTES:
1. To prevent the pumping of grease into the tail rotor gearbox, remove the boot before
purging the bearings with grease. Purge and clean the boot of all grease aher purging.
Install safety wire on the boot aher reinstallation.
3-13
LUBRICATION
NOTES continued
2. MIL-G-81322 grease is recommended for use in all applications which previously used
MIL-G-25537 grease; however, intermixing of greases is: prohibited. When changing
from one grease to the other grease, purge with the new grease until all preyiously
used grease is removed.
3. Lubricate tail rotor bearing.
a. Wipe the outboard side of bearing seal plate cleanto reveal the four 0.08 inch
diameter holes.
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
ccof grease into one of the holes in the bearing seal plate. If the hypodermic
needle does not fully enter the seal and bearing, remove the needle and rotate
the drive shaft to clear the bearing ball cage. Reinsert the needle and inject
grease into bearing.
c. Needle shall be purged prior to each use and external surface of needle
lubricated to prevent tearing the seal. Wipe excessive grease from the exterior
of bearing.
NOTE
~
a'ximum recommended bearing operating temperature is 185';1:i85°C). In the
~ irst 15 to 20 hours after lubrication, it is normal for a beanng to run 90°F
(32°C) hotter than the maximum recommended operating temperature.
4. Lubricate the bearings more frequently if conditions warrant. Refer to Note 6.

Lubricate swashplate duplex bearings only at the lubrication fitting. Purge lubricate
these bearings. Rotate the swashplate 90 degrees and purge again. To prevent
contamination of teflon bearings, remove all purged grease from duplex bearings.
Wipe all external surfaces of duplex bearings. Lift lower lip of swashplate boot and
wipe off all grease visible on up;::>er surfaces of swashplate.
5. Inject grease slowly to prevent pressurizing the bearing and damaging the cup or
seals.
3-14
LUBRICATION
- ---'.
NOTES continued
6. Special Lubrication Requirements.
After each day of operation in rain, snow, or after washing helicopter, all
;::--. exposed control bearings should be purge lubricated to remove trapped
moisture and ensure that a lube film is applied to susceptible surfaces.
b. Parking helicopters outside in a heavy dew environment requires that all

exposed control bearings be purge lubricated every seven days. This is done
to ensure that no voids exist around the bearings that could trap moisture.
,". ,"
c. If helicopter is stored for a period in excess of 45 days, without operation or

service, it is necessary to purge lubricate all bearings.
Purge lubricate.
8. Every time 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 grip relief valves before lubricating .the main rotor grip
bearings .
. ,"-;', ,: -, :: :; NOTES
- c' ~
,'i
'.~ ..~:.;""'n, -. :"-:./~ ,S'" ,::j> .....;..~ . ~)_ .. i; ;..-_.~_~/., "_l,<::.. ,.~,-,·. :>;JL.;";_'. : .i.-:":·,", -i/., .:'
~~~~~~~~--------------------~~~~~~~~~~~~~'~/~~~~~~~~
.,- :;:' ,-:' .'. .c'.:.'",:'-,-':..:::.~,l,.;::'::.',:,?:::::""---:;.'12.''2;'i..::;':.:'"i: ":~:4""Z"'"'9''--____________----:.:(;;.,.,~.:.;: :I~: : ..·'=I,"'..:.·•..:,

... -'... c::.'-'.!':.../::.i7~2,'/.,i.;=/"',--;::.'-'-/:...\.'~.--"'.i~::..·L/.,-·~·.~.:.··,':....-=:....:..,:''''.[.:=
. /, ::... ;...
J~ i:/: ~..:..I-'./·"":...=.'3,,,&:::d,.:.:: ':~': : ~"-I::."~.. c::.-.:.. .2.~/"'.,.:. ~'''',.:.'________________-",';;\'.~:,1.:.·""--'1.:.. .::..·.:.1_.:;:(.::...·.:.:.•.:.,·..:c:.:;:;;:::.:.':",/.:.!.'. ",:::;'.______.....:.5..:'{,:,:;:o,:"'''':..li..::....:./-'-._'~

, S- rJ·~" _c~-';:~/"i-':'/'":':C;'·~C:C;'-i-,·________·_7__-:-________________________________________________
,,_~ ,_;/ /'
3-15
NOTES
3-16
WEIGHT AND BALANCE - SECTION 4
TABLE OF CONTENTS
SUBJECT PAGE
WEIGHT AND BALANCE 4-2
DEFINITIONS 4-3
ABSOLUTES 4-3
DETERMINE CENTER OF GRAVITY . . . . . . . . . . . . . . . . • . . . • . . . . . . . . • . • . . 4-7
CALCULATING AMOUNT OF BALLAST REQUIRED . . . . • • . . . • . . . . . . . . . . . . 4-10
4-1
WEIGHT AND BALANCE
Why is weight and balance important? SAFETY. To insure that complete flight control
capability is achieved.
There are two basic types of weight and balance:
1. Gross Weight and Balance - The responsibiiity of the pilot in command to ensure the
operating loads are distributed in a manner that will not exceed the most forward and
most aft aliowable limits specified in the Flight Manual. It is also the pilot's
responsibility to insure the maximum gross weight of the aircraft is not exceeded.
2. Empty Weight and Balance - The responsibility of maintenance to ensure and adjust
with ballast, if necessary, the Center of Gravity leg). Obtaining correct Empty Weight
and Balance will give the pilot the ability to load the aircraft as need be and to remain
within the allowable Max Gross weight limits specified in the flight manual.
With respect to maintenance, four basic and necessary functions to check or correct Empty
Weight and Balance:
• Determine the EMPTY WEIGHT of the aircraft.
• Determine WHERE the center of gravity (cg) is located.
• Compare the center of gravity (cg) to the allowable limits specified in the maintenance
manual.
• Correct the empty weight center of gravity using ballast if it is not within allowable
limits.
When must an Empty Weight and Balance calculation be done?
• Whenever a modification or alteration affects the weight of the aircraft.
• Depending on the local Airworthiness Authority.
NOTES
4-2
DEFINITIONS
Reference Datum Line, Station "0", is located one inch forward of the nose of the aircraft.
This is the point where the various locations or arms will originate.
Center of gravity (cg) - An imaginary vertical line through which the helicopter could be
balanced.
A - Forward Arm - Forward point where the aircraft will be jacked/weighed, Station 55.16.
B - Aft Arm - Aft point where the aircraft will be jacked/weighted, Station 204.92 .
..
C - Forward Scale reading (net). Note: there are two forward jacking points, and both are
located at the same arm (station 55.1"6). When calculating Empty Weight and Balance, the
two scale readings will be added together to acquire one (1) forward weight and one (1) arm
(station 55.16)
D - Aft scale reading (net)
AC - Forward Moment (A x C) equals the forward moment (forward arm x forward weight).
BD - Aft Moment (B x D) equals the aft moment (aft anTi x aft weight).
C + D equals the total net weight. Remember the two forward scale reading were added
together to obtain "CO Forward Scale Reading.
Ballast - lead plates of various weights to be removed or installed accordingly to achieve

balanc"e within allowable limits.
Tare weight - If using scales other than Load Cells, this would be the weight of the jacks
on the scales. Also, this weight must be subtracted" from actual weight to obtain "NET
WEIGHT".
ABSOLUTES
Forward Arm - Station 55.16
Aft Arm - Station 204.92
Forward Ballast Locations -
Station 13 maximum weight 28 Ibs.

Station 16.4 221bs.
Station 29.8 " " 201bs.
Station 35.8 " 301bs.
Tailboom ballast location must not exceed a maximum of 20 pounds.
4-3
ABSOLUTES (Cont)
jp-4 6.5 Ibs per U.S. gal.
jp-5 6.8 Ibs per U.S. gal.
MIL-7808 7.7 Ibs per U.S. gal.
MIL-23699 8.4 Ibs per U.S. gal.
DOD-L-85734- 8.4 Ibs. per U.S. gal.
When performing physical weighing to calculate the Empty Weight and Balance:
1. Transmission oil, hydraulic oil, and tail rotor gearbox cil serviced to normal operating
levels.
2. Engine oil drained to "undrainable level."
a. MIL-7808 1 .4 Ibs. at station 192

b. MIL-23699 1.6 Ibs. at station 192
3. Fuel drained to "unusable level."
a. jp-4 7.3 Ibs. at station 94

b. jp-5 7.6 Ibs. at station 94
CALCULATING EMPTY WEIGHT AND BALANCE:
1. Weights and moments can be added but the arms cannot.
2. After removing or installing equipment in aircraft, amend equipment list in flight manual.
NOTE
If the empty weight of aircraft exceeds chart 12,900 Ibs.l. The chart cannot be
extended. Refer to the gross weight center of gravity chart in the applicable flight
manual regarding limits for the forward and aft longitudinal center of gravity at any
specific weight.
NOTE
If the empty weight exceeds the maximum empty weight as set out in the chart, the
helicopter should be placarded to advise the pilot that the most forward and most aft
longitudinal center of gravity for flight conditions should be calculated.
NOTE
Never allow both forward and mid tailboom ballast to be installed at same time.
4-4
::iE
m
(j')
:I:
-I
=
F5
fS
»2:
150.00
f5 192.00 o
99.20
I I to
00000
»
r
»
2:
n
o m
en
-I
»
::!
o
t 2:
01 I I
s· t:I
FS
FS 0 I 13.0
fS FS FS
36.22 ~5.16 73.00
FS FS FS FS FS FS );
117.70 155.18 204.92 230.76 262.20 317.18 (j')
FS FORWARD LEVEL PLATE AFT JACKING TAIL ROTOR
18.6 JACKING POINT CENTERLINE ~
POINT
NOTES »
CG
FS
Center of gravity
Fuselage st~tion
s:
= 1. Reference datum line. Station 0 Is located 55.16
A = Forward arm 55.16 inches Inches forward of the forward jack point contorllno.
B = Aft arm 204.92 inches
C = Forward scale reading (netl 2. Forward ballast stations ora at FS 13.0. FS 16.4. FS
0 = Aft scale reading (net) 29.8 and FS 35.8.
AC = Forward moment
BO = Aft moment 3. Mid tailboom ballast stations for ono pound plates aro
C+D = Total weight at FS 279.15. FS 286.26. FS 287.76. and FS 294.85.
AC + BD . 4. Mid taliboom ballast .stations for three or six pound

= CG FROM
C + 0 STAO plates are at FS 282,7 forward or FS 291.3 aft. 200L4·M·Q·2·
WEIGHT EMPTY vs CENTER OF GRAVITY CHART
2900 '
11315.4) \ .
\ ..
I \
2800
1\ , ~
(1270.0) I\ I
I i\
,
2700
I \
11224.71 \
iii
::E \ AFT LlMIT_
<t
c::
0
\ VFRONLY
0
.... \
~ 2600
., (1179.3) \
c
z
=> - . ~.- -
0
!\
I
""I I
...
>
2500
\ 1\
""::E (1134.0) \
...
w
:I: \
0
w
?:
\ 1\
2400 \
(1088.6) I
I 1\
! I
I \
2300
I
(1043.3) 1 ~ r...
FORWARD :;; AFTUMIT
LIMIT
VFRAND IFR
\ .IFRONLY
\
.. . . \
2200 1\
"
1997.91 127
128 129 130 131
132261 (3251) (3277) (3302) 13327)
LONGITUDINAL CENTER OF GRAVITY
FUSELAGE STATiONS - INCHES (MILLIMETERS)
4-6
FWD SCALE READING BUTT LINE ·16.82 (LEFT) STA.55.16 567 LBS.
FWD SCALE READING BUTT LINE + 16.82 (RIGHT) STA.55.16 586 LBS.
TOTAL FWD SCALE READINGS STA.55.16 1153 lBS
AFT SCALE READING BUTT LINE ·0· STA.204.92 1212 LBS
TOTAL NET WEIGHT I 2.365 lBS
1. Aircraft weighted using Load Cells; therefore Tare Weight. is not applicab!e.
2. Aircraft weighted with seats, ballast (if installed), kits, special equipment, transmission
oil and hydraulic fluid, unusable fuel, undrainable engine oil, tail rotor gearbox to
serviceable oil level, and baggage compartment empty.
3. When calculating weight and balance, it is necessary to add the two forward net scale
readings together since both weight points are at the same arm (55.16).
DETERMINE CENTER OF GRAVITY
[(NET WEIGHT FWD. SCALES x ARM nAn) + (NET WEIGHT AFT SCALE x ARM "sn)] -<-
TOTAL NET WEIGHT = CENTER OF GRAVITY
x= (1,153 pounds x 55.16 inches) = 63,599.48 inch-pounds
Y = (1,212 pounds x 204.92 inchesl = 248,363.04 inch-pounds
x+ Y = 311,962.52 inch·pounds
(311,962.52 inch-pounds) -<- 2,365 pounds = 131.90 inch~s (Center of Gravity)
Compare the center of gravity, 131.90 inches, to the Weight Empty vs Center of Gravity
chart. Use VFR limit line. The actual center of gravity compared to chart indicates the cg
is aft of allowable limits. This indicates the tail is heavy; therefore, to bring the weight
empty cg within allowable limits, it will be necessary to add ballast in the nose compartment.
NOTES
4-7
BALLAST LOCATIONS
FS
J
\
1. Forward ballast plates

2. Washer
3. Bolt
4. Nut
5. Forward ballastplates
6. Screw
7. Bolt
8. Washer
6
9. Small midboom ballast plate
10. large midbeom ballast~late \
11. Console ballast plates
12. Countersunk washer
Wl r
32.'3 6
fS
FS
17.15 Wl/ 1 11
9.21 FS
27.00 34.00
4-8
BALLAST LOCATIONS (Cont)
13. Console forward ballast plates

14. Washer
15. Screw
F5
33.10
I WL
13--
3 PER SIDE
ADDITIONAL BALLAST
4-9
CALCULATING AMOUNT OF BALLAST REQUIRED
[Derived Weight x (Required cg - Derived cg)] "'" (Ballast Arm - Required cg)
= Amount of Ballast to Be Installed
[2,365 pounds x (129.87 inches - 131.90 inches)] (13.0 il1ches - 129.87 inches)
= Amount of Ballast
a. (129.87 inches - 131.90 inches) = -2.03 inches
b. (13.0 inches - 129.87 inches) = -116.87 inches

c. (2365 pounds x -2.03 inches) = -4,800.95 inch-pounds
d. (-4,800.95 inch-pounds) "'" (-116.87 inches) = 41.08 pounds
Therefore, 41.08 pounds of ballast is to be installed at Station 13. However, the maximum
amount of ballast permitted at station 13 is 28 pounds; so:
a. 2,365 pounds + 28 pounds = 2,393 pounds
b. 28 pounds x 13 inches =364 inch-pounds
c. 364 inch-pounds + 311,962.52 inch-pounds = 312,326.52 inch-pounds
d. (312,326.52 inch-pounds) "'" (2,393 pounds) = 130.5 inches (CG)
e. 2,393 pounds x (129.75 inches - 130.5 inches) = (2,393 pounds) x (-.75 inches)
= -1,794.75 inch-pounds
17'~/f
f. (-1,794.75 inch-pounds) "'" (16.4 inches - 129.75 inches) = (-1-974.75 inch-pounds)
"'" (-113.35 inches) = 15.83 pounds
Amount of Ballast = 15.83 pounds
g. 2,393 pounds + 15.83 pounds = New empty weight of 2,408.83 pounds
h. 15.83 pounds x 16.4 inches = 259.61 inch-pounds
I. 259.61 inch-pounds + 312,326.52 inch-pounds = New total moment of 312,586.13

inch-pounds .
J. 312,586.13 inch-pounds"," 2,408.83 pounds = New CG of 129.76 inches
• Revise Weight and Balance Data in Flight Manual.

• Add Ballast amounts. and locations to Equipment List.
• Make Log Book Entry that reflects Weight and Balance changes.
4-10
NOTES
-. .
4-11
NOTES
4-12
Non-underslung Rotor System
Coriol,s Effect
When weight closer
-J
to center of rotation
A - Advancing blade as viewed from rear. R - Retreating blade.

• - Center of mass of the rotor blade.
Underslung Rotor System
. I ~"
R -r-et-+-_-.I
I
I
I
I
I
I
I
I
I
I
I
I
MAIN ROTOR - SECTION 5
TABLE OF CONTENTS
SUBJECT PAGE
MAIN ROTOR HUB AND BLADES . .. .. . .. .. .. .. .. .. .. .. .. . . .. .. .. .. . . .. .. .. . .. . .. .. .. .. .. . .... 5-2
MAIN ROTOR HUB COMPONENTS • • • . . . . . . • . . . . . . . • . . . . . . . . . . . . . . . • 5-4
MAIN ROTOR HEAD REMOVAL\INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
FLAP RESTRAINT . . . • . . • . . . . . . . . . . . . . . • . . . •.. • . . • • . . . . • . • . . . . .. 5-10
PITCH LINKS . . • . . . . . . . . . . . . . . • . . . . • • • . . . . . . . . . . . • . . . . . . . . . . . . 5-12
MAIN ROTOR BLADES . . . . . . . • • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . 5-14
BLADE ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . 5-16
STATIC BALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
TAB BENDING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5-20
iNBOARD TRIM TABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 5-22
OUTBOARD TRIM TABS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-23
AUTO ROTATION 5-24
5-1
MAIN ROTOR HUB AND BLADES
~...~:~'.~:.,.:...
.' "" ';.r ....
\
-21
~-22
.&
-""""""'11
:" ::; -.. -_.. ',~:-:.~~~.~:~ ~ ~ ;~~.~j~ 23

24
NOTE
.&. One washer under bolthead. Maximum two washers

under nut as required to locate nut for cotter pin.
1. Main rotor blade 14. Trunnion bearing

2. Trunnion 15. Pitch hom
3. Flap restraint 16. Cone set
4. Nut 17. Mast
5. Washer 18. Sta.tic stop
6. Screw 19. Washer
7. Mast nut 20. Bolt
8. Bolt 21. Pitch link
9. lock 22. Bolt
10. Bolt 23. Thin steel washer (2 max.)
11. Thin steel washer (1) 24. Nut
12. Nut 25. Grip
13. Yoke
5-2
MAIN ROTOR HUB AND BLADES
The main rotor assembly is a two blade, semirigid, underslung hub with metal blades. The
hub assembly is attached to the mast by means of a splined trunnion which also functions
as the rotor flapping axis. The flapping bearings are grease lubricated roller bearings which
assemble into the pillow block housing. The pillow block housing assembly is attached to .
the yoke and provides hub centering provisions in conjunction with the trunni<>n. The yoke
serves as this pitch change axis C!l)d the grips are attached to the yoke with tension-torsion
~trap assemblies. The straps transfer the centrifugal foads.from the blades to the yoke and
assist to counteract the aerodynamic forces. The pitch change bearings are housed in the_
grips and are grease lubricated. The change in blade pitch angle is accomplished by rotating
the grips on the yoke with an input at the pitch horns. The blades are attached to the grips
by means of bolts with hollow shanks that are used to install weights for static balance of'·
the hub and blade assembly. Biade alignment is accomplished by adjustment of blade latches
which engage the root end of the blade.
NOTES
,·6· o·
;, 1£, Vto
5-3
------. .
MAIN ROTOR HUB COMPONENTS
o
1. Packing 20. Seal 39. Washer
2. Retainer 21. Bearing inner race 40. Nut
3. Packing 22. Bearing 41. Blade latch
4. Excluder 23. Grease fitting . 42. Nut
5. Nut 24. Pillow block 43. Closure
6. Washer 25. Pillow block pad 44. Nut
7. Yoke 26. Bushing 45. Washer
8. Identification plate 27. Countersunk washer ·46. Buffer pad
9. laminated shim 28. Bolt 47. Grip "~""'i''' .
10. Rubber stop 29. Relief valve· 48. Pin
11. Static stop 3D-; Pitch horn 49. Strap bolt U .. (lC
12. Radius rin-g 31. Pitch horn 50. Blade latch
13. Strap fitting z.J,~ 32. Identification plate 51. Nut
14. Strap Pin ,i..,o 33. Packing 52. Blade bolt
15. Trunnion '-4$4tJH-. 34. Bearing 53. Packing
16. Adjusting screw 35. Spacer 54. Blade bolt cap
17. Disk 36. Bearing 55. Seal
18. Thrust washer 37. Spot decal 56. Wear seal bending
19. Packing 38. Grease fitting 57. Tension-torsion strap ,z.I1AHir'
NOTES
.'{
~-,
\ !(;u pjkJ 4/;-f1J"f' -;? 4! ~ &tk.

Or. ",.I- 6 / MLW 44"",. 17"Z>Zn& k Ja""L
'-./"
13
----/6
5-5
MAIN ROTOR HUB COMPONENTS (Cont) ,-
!
The Main Rotor Hub can be divided into 3 sections:
• Yoke
• Trunnion
• Grip
MAiN ROTOR YOKE
The yoke, the main structural member of the rotor head, is a machined steel forging that has
-
hollow spindles which are preconed 2.5 degrees to relieve forces within the hub assembly.
The yoke is a conditional retirement item.
MAIN ROTOR TRUNNION
The trunnion allows the hub to flap on the mast, and it attaches the main rotor hub assembly
to the mast. The trunnion is master splined and has a 2,400 hour retirement interval. he :r
trunnion is centered in the yoke to minimize any lateral vibrations.
MAIN ROTOR GRIP

\
The grip assembly is supported by two bearings on the yoke. It is secured to the yoke by \
,~
. a latch bolt passing through the grip and the tension torsion strap. The grip with the aid of
the blade bolt secures the blade to the hub assembly. The excluder assembly is also housed
in the grip.
NOTES
5-6
NOTES
5-7
(
MAIN ROTPR HEAD REMOVAl/INSTALLATION
!&
,
TORQUE
250 TO 275 FT·LB
(339 TO 373 N·m)
1T TORQUE
274TO 140.
FT·LB
1371 TO
Nom)":"
TORQUE
60IN·LB
(6.78 N·m) -------;:;,.,=___'~
75T095
FT·lB
1102TO
129N-m)
!~
, )/r
0~
TORQUE
60 IN·LB
,;/fer ---TORQUE
/TORQUE , so TO 200 IN·lB
I 100 TO 14O'N·LB 116.95 TO 22.60 N·m)
111.30 TO 15.82 N-m)
.I. r--r-4-- TORQUE
TORQUE 65 TO 85 IN·lB
~
50 TO 70IN·LB 17.34 TO 9.60 N·m)
15.65 TO 7.91 N·ml-i""'=::£J.
TORQUE
17SIN-lB ~
119.77 N-m) -".:.,;
TORQUE
'50 TO 200 IN-lB
116.95TQ 22.60N·ml
NOTES
ill Main rotor mast nut torque
check required. Minimum
... ,;...-_ _ _ TORQUe 100 TO 140 IN·LB
111.30 TO 15.82 N·m)
three flight hours not to IUPPER AND LOWERl
\\. exceed eight hours affer
installatiol"l.
2. The torques listed are for

special application. Refer to
BHT-All-SPM for standard
torque application. Torque to be
applied to nut.
... One washer under bolthead.
** Maximum two washers under nut as required to align cotter pin.
5-8
MAIN ROTOR HEAD REMOV ALIINST ALLA TION
HOLE FOR LOCKWI RE
r-Z.O TO 3.0 IN.-j
0.312 IN. II
i
DIAMETER ROD-
I
s SIN
. .
MACHINE TO 0.250 IN.

3.2S
THIS HALF
CAUTION
DO NOT ALLOW MAIN ROTOR GRIPS OR YOKE TO ROTATE ON PITCH CHANGE AXIS. I
IF GRIP OR YOKE IS ALLOWED TO ROTATE ON THE PITCH CHANGE AXIS ItEYO!\ID...9..0 ,i
DEGREES, THE MAIN ROTOR GRIP RETENTION STRAPS MUST BE REPLACED. SECURE
MAIN ROTOR BLADES GRIP THROUGH THE PITCH HORNS WITH A SUITABLE WORKAlD.
NOTES
5-9
•
FLAP RESTRAINT
1. Nut
2. Steel washer (AN960-516; Max. Qty 91.
3. Steel washer (AN970-5, Max. Qty-ru.- I
TORQUE
4. Arm assembly . 30 TO 40
5. Steel washer (AN960-616) I IN-LBS
~j
6. Eye bolt
7. Spring
8. Eye bolt
9. Steel washer
10. Support
, 1. Thin steel washer
12. Nut
13. Bearing
14. Bolt
,
5-10
•
FLAP RESTRAINT
The flap restraint, mounted on the main rotor trunnion, is designed to limit the main rotor
flapping to 6 degrees up and down when engaged (12 degree§J:gtal fl_ap). The flap restraint
arms should disengage betweef] 25 and 3J--percent Nr (Rotor rpm) to allow the rotor to flap
the full amount of travel which is 8.5 degrees up and down 07 degrees total flap).
NOTES
/ J J
/1
- { / /
,
6:" ~7~'~ , ' I.~j /.:,. :/~;,. . ',: ~<
./ ( ./
,
/
5-11
PITCH LINKS
!
2.28 TO 2.32 iN - 1
,
{57.9 TO 58.9 mIT'll
2
I:f, 3
,,
30.550 TO 30.530 1111
(778.51 TO 778.00 MM) 4
14
I~
,
Il!I
I
L-----
fir -u : 'J."--
,"--""
~: ~\:\ "".~.~> Y-
.& Apply corrosion preventive compound

IC·' 01) t. all threads at assembly .
1. Clevis .&. Torque jamnots 12 and 6) to barrel

14)150 to 200 inch·pounds 115.95 to
2. Jamnut
3. :nsert .. .22.S Jlewtllll·meters. .. ..
4. Barrel
5. Decal
.& 13Secure jamnuts 12 and 6) to inserts
and 6) with lockwire IC·405).
6. Insert
7. Jamnut
8. Clevis
5-12
PITCH LINKS
The pitch links connect the main rotor pitch horn to the rotating swash plate outer ring, and
they transmit flight control inputs from the swashplate to the main rotor. The links are also
used to adjust main rotor tracking and aircraft auto rotation sper-ci- Adjustments are made
by either turning the barrel nut clockwise or coun~rclockwiset.2he upper threads on the
pitch link are fine and the lower threads are course.7:Jc '
-.-J /f'
NOTES
, -
/ N;!/-
,"
:? ;,);,,:-::.
j,- :1-7
. ;' I" /" ,/
5-13
'-:- //.) !~ :::, J:' I .... · '_~,'),I"•.l
MAIN ROTOR BLADES ".,."
., .L> ,'!.,.(.[--; I.~'-:::
11"""--8 II"""--A
STATION
18.S
',----: 7
--_8
VIEW B-B
18
1. Grip pad 10. Balance weight and support

2. Grip plate - upper ):1.'.' Retention bolthole bushing
3. Doubler \:1.2; Wear pad (4 required)
4,,"Spar 13. Spar spacer
5. Alignment drive rivet 14. Core
6. Tip weight support 15. Skin
7 .. T!p. fairing. 16. Spar 910sure
8. Trailing edge strip 17 . Trailing edge closure
9. Trim tabs 18. Grip plate - lower
5-14
MAIN ROTOR BLADES
~------------------A-:------;=~~~~====~
3.2'2IN.
I'
r----~C
(81.58mml
I
BUTTJOINT":'NTOSPAR _ _ I f~:'~c;,:~' rBj
........ ,...- -...;: -.;;: -.;: "

~~===J[-
t - l REWORK
CONTOUR IREF~ ~"
J ...)
- - . . . . . . . f:::::;#;;;;;;;;;:::::;:====::::::~-~-I---
SKINJ .1 I
. SPAR...!
0.625 IN. !15.9 mml MINIMUM DIMENSION
AFTER lEADING EDGE ClEANUP---J
O. 125 IN. 13. 17 mm' MAXIMUM
lEADING EDGE REMOVAL AUOWEO
The main rotor blades are of all m.etaLcoDslcuctioo with primarily aluminum skin, alumimn:n
honeycomb, and an aluminum alloy spar. Each blade is' 209.6 inche's long, has ;;-'3 inch
cord',weights approximately 97 po"unds, and at ., 00% N2 rotates at 395 rpm. The 37 foot
~
diameter rotor disk produces a, total disk area of 1,075 square feet. The blades ha\l~_a..
3,600 hour retirement interval, and each blade is statically balanced to a master blade to
permit interchangability.
NOTES
./
.';:. j/..-; .... j )
I . j ,
-It,,, ,;-!- /-
,
• c/· / .1 '
5-15
BLADE ALIGNMENT
) - AL.IGI~MENT POINT
EDGE OF CHAMFER
CAP REMOVED)
........--SloE DETAIL A DETAIL A
(Df---
VIEW A-A
, .. ..-"
1. Drive rivet
2.
Main rotor blade
3.
Nylon cord
4.
Cap
5.
Blade bolt
6.
Mirror
7.
leading edge nut
8.
Grip
9. Pitch horn
'IG. Bearing
11. Trunnion
12. Alignment point
13. Traifing edge nut
14. Yoke
5-16
BLADE ALIGNMENT
Blade alignment will position the blades 180 degrees from each other. Alignment is perform-
ed by using the blade bolts and the rivet head on the tip cap as references points. The
blades will be swept by either tightening or loosening the blade bolt latch nuts. Once
,
alignment is establish, never sweep a blade forward of the alignment point.
NOTES
// /j
r:~ r.';~t« ~'!,!/L:~) ./
! ,!
.I
5-17
;- .'.( -,'.>/- ,/>
, t
STATIC BALANCE
Note
Index parts 1. 4, 8. '1 and 12
with pencil or ink to keep
pans aligned during balance
procedures as shown. Special
tools sets T1 01 544 and
T1 01576 must be used
in conjunction with each other.
_ T1 01576-3 MANDREl..
1~~~t-T101576.21 SPACER
L MSI34366 BALL
1~~~lfiIMS29561-i13 PACKING
---0)
DETAIL A
1. Bull's eye level (810550)

g---
2. Screw (NAS1351-6-161
3. Washer (AN960-616)
rEf
4. Plug (T101576-23)
5. Pin (MS20392-4C53) 11---1@
6. Lock (T101544-7)
7. Adjuster (T101544-9)
8. Base (T101576-13)
9. Washer (AN960PD416)
10. Screw (NAS1351-4-161
11. Mandrel assembly (T101576-3)
12. Stand assembly (T101576-7)
13. Screws (NAS1351-4-16) and nuts (AN316-4R)
14. Plate (T101576-19)
5-18
STATIC BALANCE
1-~~
2
1. Nut
2. Washer
3. Hub balance weight
. ~
y' 6. Retainer
'l "'''- /
/ 5/~-1
,,4 3
&"'-.
DETAil A
HUB BALANCE WEIGHTS
INSTALLATION TYPICAL FOR LEFT SIDE.
RIGHT SIDE OPPOSITE eXCEPT AS NOTED.
NOTES
&. Hub balance weights are to be

adjusted as required during hub and
blade balance.
2. Hub balance weight assembly may be

temporarily removed to allow
installation of workaid during main
rotor hub and blade assembly
removal/installation.
NOTES
5-19
TAB BENDING TOOL
r SEE DETAil A
1. Tab bender
2. Tab gage
3. Spring
.4. Handle
5. Wingnut
6. Inboard trim tab
7. Plate
8. Bolt (b on d ed to plate)
DETAiL A
TAB BENDER AND TAB GAGE
5-20
TAB BENDING TOOL
NOTES
,I
--'"/
5-21
INBOARD TRIM TABS
NOTES
1. Roll sensitivities are for 80 knots lAS. 5. Target blade is forward when double
_ int....rupter -is..ov.er magnetic pickup.
2. Tab sensitivities for "!~QJ~nQtll~.
6. IPS will increase when inboard tabs are bent. \',
3. Both inboard tab and outboard tab moves are
made simultaneously when inboard tab move is ii 7. Use outboard tab andlor roll to reduce IPS
required. level when clock angle is not in shaded area.
4. Use inboard trim tabs when clock

Angle is in shaded area.
5-22
OUTBOARD TRIM TABS
NOTES (Cont)
_." -.- S.4f<lftic<tl l-ireY-measUfed -witlHlte tail intG-#le

wind or during flight 1.5 knot rearward .flig_~!.
206l SERIES TRACKING CHART

(OUTBOARD TRIM TABS)
5-23
AUTO ROT A TION CHART
lIP AUTOROTATION RPM UMITATION 1 .,.,"'"

MAXIMUM 107.0"-'> N. /
MINIMUM 90.0"-'> N.
1 ~ ....'" II II I I
• ONE FULL TURN OF THE COARSE THREADED
ClEVIS OF MIR PITCH UNK WILL CHANGE
I-
'"'"
I.U
u.. ."''''''''''
"0"
I~ ,WV / II il
J
AUTOROTATION RPM ABOUT 3"10 N. ' 1
" l ~: j / 1~
lIP AUTOROTATION RPM Will INCREASE '"'"
Cl
::> ... "''''''
rl [717 1:7 W ~.s
APPROXIMATELY 1% N. FOR EACH 1000 I-
,I FOOT INCREASE IN DENSITY AlmUDE OR
......
l- 7 ) J 7 .
~
-
I, ABOUT 100 POUNDS INCREASE IN GROSS -' II f7 rlll
1/ V
"
WEIGHT. ..,
ex: """"
c::
::>
I I I J I
lIP IF RPM IS lOW, DECREASE THE LENGTH
OF BOTH PIICtLlINKS.EQUAllY.IF RPM ~
.., A"''''' II [7 717 II
IS HIGH, u:NGiHEN BOTH PITCH UN~ c::
C>..
/ J I
EQUAllY.
"''''''''' II I I 1/11 1/
/ I
0 II I II II II
"
I il /V
"'- V 'I II VI I
i"- J 1/ J II V I
r-...... r-...... I ....... 1/ IJ I I 11 V
1"- f"" II :>7 V VI I j
. r-...... r-...... r-...... I [I II V
"""
.,. .
'''- "- ~J l"'- II) 'III ,I1/ II V
..:" r-...... r-....... r~ lo.. r-...... II / /11 ~ '/ J /
."
i""'-. . < II V I II ro\W II ~
"
1"-
"
""
.
ltJb 1"- J
II V / I ''J~7 .Iir
"
I'.... I'.....
" "
r--..
l"'-
I'..... . ~~~
..j. i""'-.
'" l"'- '" i"- I 1/17 17 17 r,,{ y<t'
J 7f7 r717 ,/"
I"'-
rn.-.( "'-
..........
"'-
'" I. . . . . '" ~
I'.....
..........
I'.....
vv
II VV
j
II
) I
/~
~-
"'- !'.. - .......... -- j /1 /~;

~;
""
i"'.
"'- """
. "' .. ,-
.'
"t Ii' r-....... r-...... .'.'
"
""
""
I'..... 'a
........ ;0.-
" 1"- ""

"
"" .., II VII -"
r-....... r-...... r-......
" "
" " V J
loa I 106 104 102 100 !ia ! i6 94 '!O
107 ROTOR RPM - PERCENT io
MAX MIN
5-24
AUTOROTA TION
Proper autorotation is essential to the successful accomplishment of emergency landings.

At low gross weights and/or density altitudes, there is a tendency for the rotor to
un'derspeed; and at high gross weights and/or density altitudes, the tendency is to over-
speed. The main rotor auto rotatIon rpm adjustment chart will. guide the operator to set the
autorotation rpm according to prevailing conditions. Once set, this rpm will remain within
limits throughout the gross weight and density altitude range.
NOTES
;.<
ON
'bv~-I-I\/ Ii
l.f CwfuXOkl±ifM RPM :0 kLc:tl,) ~r<PXQM?_ ~-'~'\ ~kb c~~=
5-25
LATERAl1/REV BALANCE CHART
For Hover Into Wind ~
-0>
o~ "co
12
1
.:::l-
=E
,-~ = -
.... ":l III
c
-
0::;
-i:
~ {:. .,
u.. "E
-
ca
-;;
~
e:
0
.!;
--"
<0
u..
"':::
Ole:
10///X :-l'
2
"C
"C
.,
<E
e:
>
o Ol
III
l-
"'-
l-c :I:
Il.
W
W
~ 1
7Tf1Z75( -~ " ,Y\ \ \
'f.... "X'\ \ \ \ \ "
toZOO
9 00
Cl
w
~ ~
(( If (~
In 6 00 III
-~ X\ \ 3 00
:::l
W X' _ :I:
U
"'"
_l 1\3~ ~ ~ IT
z ' ,
I'" w
300
:3.=: \
~ '/... I 600
U
z
1 ), .,,- R 1/ I / :3<
r<
c
~ ~ I"-
~
\ 900
w . ~
fl( I f'.,( II I / III
1 ZOO
!!!
~ .-
"C
2
t\ [;p,
V~ il W
~
ca- III
I~ ~ Rr--
C 8
e: ~< 4 §
V
~
0 0'::: C
:I: u..= [.....-- e:
U " 0
c;Cl ~ ~ I--- :I:
Ol_
·0 7 i'---. I--- ---- V 5
U
~ 4 :
---
300
.
260 200 160 100
, • ,
50 0 60 100 160 200 250 300
Add To Blank Or Add To Target Or

Remove From Targe't Remove From Blank
S?ANWISE BALANCE - BLADE BOLT (grams)
SCALE: 0.025 IPS Per Division
MAIN ROTOR HUB WEIGHTS - CHORDWISE BALANCE

206-011-157-101 : 100 grams
206-011-157-103 : 50 grams
206-011-157-105 : 25 grams
5-26
NOTES
f,·,
, '. -
(: .I-I'-" ! ,4-'~;j
f
.,,,,~
.. /~:r~ "-,!:,~
,-,
:/
5-27
5
INTRODUCTION OF NEW JETRANGER

MAIN ROTOR BLADES
Inboard trim tab on new blade aids in reduc:ing 1:1 vertical vibration.
by. Technical Bulletin 206-93-145 intro- bold line AI-A2 on the chart repre-
Tom Grover duces the -133 main rolor blades. sents the actual move line direction
Product Support EngiDeer for inboard tab only adjustments.
Technical Bulletin 206-93-145 COIl- When the plotted poillt falls within
Field experience indicates that some tains a new track and balance chart the shaded area of the chart, inboard
main rotor blades, operated as a set, for the 206-010-200-133 main rotor tabs are adjusted !o establish a new
will not permit the 1:1 vertical vibra- blades. The new chart plots the plaited point (end of move line) in a
tion to be reduced to an acceptable "move lines~ required 10 get to the position that will enable use of out-
level. This condition is indicated on center of the chart instead of plotting board tab and pilch link 10 intercept
the Vibrex track chart by a move line inboard tab vs outboard tab moves. the chart center.
tangent to, but not toward, the center Working through the following ex-
of the chart and results from the out- amples will lead to an understanding Example 1
board tab and· pitCh link adjustment of the interrelationship between in-
creating a move line in one direction .. board tab and outboard tab adjust- Data Recorded: 05 IPS at 12:00 -
ments and their effect on the result- Plolted as point "C' on the chart. This
The 206-010-200-133 main rotor ing move lines. point is in the shaded area of the chart,
blade was developed with an inboard and, therefore, adjustment of outboard
trim tab to. allow improved rotor The move lines for outboard tab tab andlor pitch link alone, will not
smoothing capabilities under these and pitch link have been refined provide a move to the center of the
C)nditions. The inboard trim tab is based on data obtained 'with the chart resulting in an acceptable ride.
.sed to skew the move line toward RADS-AT. The bold line BI-B2 on Inboard labs must be adjusted in
the center of the chart and thereby the chart represents the actual move conjunction with outboard tab and/or
reduce vertical 1:1 vibrations to an line direction for outboard tab and pitch link.
accepta~le level. Bell Helicopter pitch link only adjustments. . The continued on page 6
COMMENTS FROM Unfortunately. even with the best com-

CUSTOMER SUPPORT munication techniques we may not always
gel the message.
by
George Hawkins, We frequently ask for customer opinion
Director, Customer Support in the form of surveys or personal discus-
sions, bUI we still may not get yOW' mes-
sage ..
In an effort to be responsive to our cus-
tomers' needs we continually look for Help us help you. We need your input.
ways to improve our services. As a BelJ When you have suggestiOns on how we
Helicopter customer. you deserve not only can improve OUT customer support let me
the best product, but also the best pos- know_Let me know what we are doing
sible after-market support. right, what we are doing wrong, and what
Qass Bell ser..ice network of more than you would want us to do to improve our
'3ell has established an extensive world- 250 companies has been developed 10 be support to you. Send your nOles to:
ide distribution· and service network responsive to each customers' needs
,1ich includes OUT maintenance partners., where and when Ihal need occurs. The Bell Helicopter Textron Inc.
Customer Service Facilities. and our sales customer benefits from bringing these G. E. Hawkins
and distribution partners. our International multipJe resources together to provide P. O. Box 482
Independent Representatives. This World- support. FL Worth, TX 76101
6
206B M/R Blade continued from page 5 board tab adjustment results in a move Plot point "D" on the "Outboard Tab"
line paraliel to line AI-A2. scaie to determine the outboard tab ad-
Tab Adjustment: To move plotted point justment required to get back to the cen-
"C" towards the center of the chan, we Plot "C" and "D" on the "Inboard Tab': ter of the chart. The outboard tab adjust-
require an inboard tab move line in the scale. Add the two tab angles (this is ment required is 3.2 degrees~ and since
direction Al to A2 in order to intersea done.to move point "C' 5 degrees to the the final move line is in the direction B2
the outboard tab/pitch link move line BI- o degree line, and then a further 8 de- to BI, adjust target tab down, or blank.
B2. This will move the plot out of the grees to intersect line Bl-B2 at point "D"). tab up.
shaded area, and onto line BI-B2 which The total inboard tab adjustment required
will permit the use of outboard tab and! is 13 degrees. and since the required move Example 2
or pitch link to get to the center of the line is in the direction Alto A2, adjust
chart.. The resultant move Hne win in- target tab up l3 degrees and blank tab Data Recorded: 0.4 IPS at
tersect Hne 'BI-B2 at point "D" since in- down 13 degrees. 09:45 - Plotted as point "F'
on the chart. Once again, we
find the plotted point in the
206..01 0-200-133 Main Rotor Blade shaded area of the chart., and
Tracking Chart .. Examples a~ inboard tab vs outboard tab
and/or pitch link adjustment
'2
will be required to move to the
center of the chart..
Tab Adjustment: To move

plotted poi~t "E" toward the
center of the chart, we re:quire
an inboard tab move line in the
direction Alto A2 and an out·
board tab move Hne in the di-
rection B2 to B1. The inboard
tab move line wiil intersect line
-.
;;
g
BI-B2 at point "F", since the
resultant move line E-F is par-
allel to the inboard tab move
'"c
::;
11
line AI-A2.
-
&. 2
;";:
4
"2
..,~
:
Plot "E'"' and "P" on the "In-
board Tab" scale. Since point
"F' is located at the l-degree
0
position on a line from 0 de-
gree to 10.5 degrees (parallel
to line AI-A2) only 9.5 degrees
of inboard tab adjustment is re-
quired to intersect line Bl-B2.
Since the required move line
Sensitivities Are For 100 Kts is in the direction A 1 to A.4
SCALE: 0.1 IPS Per Division (Ring) adjust target lab up 9.5 degrees
and blank tab down 9.5 de-
Inboard Tab YS Outboard Tab grees.
Plot Point IPS Level Oock Angle Inboard Tab AdjUS'O'T'oent Outboard Tab Adjustment
Plot point "F" on the "Out-
C 0.5 12:00 8"+5"'=13- TargetUoAnd 3.T Target Down Or
Blanlc:Down Blank Up board Tab'"' sca1e to determine
E 0.4 09:45 10.5"'-'":9.5" Target Up And 4- Target Down Or the outboard tab adjustment re-
Slank Down Blank: Up
quired to get back to the center
Inboard Tab YS Outboard Tab Move Unes of the chart. From the chart.,
Move Line Direction Tabs Adjustment th.e outboard tab adjustment re-
quired is 4 degrees, and since
A,~A2 Inboard Target Up And Blank Down
Target Down And Blank Up the final move line is in the
A2~A' Inboard
B, -+ 82 Outboard Target Up Or Blank Down direction B2 to B I, adjust tar-
82-+ 81 Outboard Target Down Or Blank Up get tab down, or blank tab up.
MAIN ROTOR BLADE
TIP ROOT
ROOT ANGLE
T!PANGLE
/'
00
AT FLAT PITCH THE ANGLES COULD BE:
AT THE TiP AT THE ROOT
-5 & +5
-4 & +6
-6 & +4
THE COMBINATIONS ARE DEPENDENT ON AUTO ROTATIVE PITCH SETTINGS
-- -----
ROTOR RPM LOW ROTOR RPM CORRECT ROTOR RPM HIGH
--- -----0
PITCH ROD PITCH ROD PITCH ROD

TOO LONG CORRECT LENGTH TOO SHORT
--------------------_._.-.-._-- .. _-------------
SWASH PLATE AND SUPPORT ASSEMBLY - SECTION 6
TABLE OF CONTENTS
SUBJECT PAGE
SWASHPLATE AND SUPPORT ASSEMBLY . . . . . . . . . . . . . . . . • . . . . • . . . . . . . 6-2
SWASHPLATE DRIVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
SWASHPLATE AND SUPPORT (BREAKDOWN) . . . . . . . . . . . . . • . . . . . . . . . . . . 6-6
SWASHPLATE AND SUPPORT (CUT-AWAY) . • . . . . . . . . . . . . • . . . . . • . . . . . . 6-8
SWASHPLATE FRICTION AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-10
6-1
SWASHPlATE AND SUPPORT ASSEMBLY
3
4
17 _ _ _-1.'
15
15 ---..4
14
13 ~_-9
---10
~;::;.-::r---- 11
1. Mast 10. Washer

2. Idler lever 11. Support
3. Idler link 12. Collective lever
4. Nut 13. Spherical bearing
5. Washer 14. Inner ring
6. Washer 15. Outer ring
7. Washer 16. Boot
8. Stud 17. Collar set
9. Nut
6-2
SWASHPLATE AND SUPPORT ASSEMBLY
The purpose of the swashplate and support assembly is to.£Q.Q\(§!IVJQnro~§tt09-CW)tr9JiT}e.l,l!~.

into rotating centrol outputs. The assembly encircles the mast directly abeve the transmis-
sion. The sWashplate-Ts-'mo'unted en a universal (collective sleeve) support which permits
it to be tilted in any direction. Mqvement ef the cyclic control Fesults in a corresponding tilt
of the swash plate and the main retor. Movement ef the cellective centrel actuates the
sleeve assembly which raises er lewers the swashplate and transmits cellective centrel to.
the main retor. The cyclic centrels are preperly coerdinated with cellective contro.l by actien
of the mixing lever at the base ef the contro.l celumn,:.
NOTES
. - ,.
/
,/";'/. ,~-,-.
-?
- .
6-3
SWASH PLATE DRIVE ASSEMBLY
1. Mast 2 3
2. Bolt
3. Washer
4. Spacer
5. Idler lever
6. Nut
7. Washer
8. Washer
9. Nut
10. Spherical bearing
11. Idler link
12. Teflon bushing
13. Collar set
14. Bolt
15. Washer UNDERCUT FOR 6
16. Clamp.
17. Boot
18. Nut
19. Washer
20. Lockwire
10 !r\
3 9
SEE DETAil A - - -
20
....."
:'~ ~---- ,~..::~-:;:~:--~:;::.~-,
,,
INSTAlLATION ,,
,
OF BOar
OETAlLA :<:.:~~-
....::-., :
. . . . .\ :")
'
" .........-.....-~ "'~
"'-:.::~-
.. -.. ·----i--------... --.!
_0
0
- ~. • ...
(;~~f2~)0'
---_ ' ........:.... ..
6-4
SWASHPlATE DRIVE ASSEMBLY
Without. removing the assembly, look for metal-to-metal contact between idler lever, idler
link, and collar set. Metal-to-metal contact is an indication" that the teflon bearing pad on the
bushing in the lever has worn through, is loose, or that a bushing has broken. If metal-to-
metal scoring has occurred, r~~aJI four_bushing=i~the ~d~er link. V ~"
NOTES
I.
) -' ~,,:~/-,
(/
//", , - ·'C(' / ....-r./~,

/.,;, ',/," '1#~'
6-5
SWASHPLATE AND SUPPORT ASSEMBLY BREAKDOWN
" /,(
ii,
..
-34
,-:.'~}-:~:,
!/~" .
'j" C·
:'~,j.';,) [. .~
',~ ,',
\4,0-
Bearings must be installed

-7
with "V" on bearing outer
race aligne.d,o "_~:' : I'~~' 14
_ ; ; •• ,::.;;-~.:. ,h
...--! ",
/~\ (~{'v·:~_'_ ..:~~~~~

'44" . ?'f'" 'i"i,':
9 ':'
,. --<- :.,!I-'I"
.-, C-r ~; y(
',J /~.
""
~
~. ~~ ~\ '-
~)~~~>'~ -~~
_ !.':'v';'-
:.'
. '):~-
\-'
- 6-6
SWASH PLATE AND SUPPORT ASSEMBLY BREAKDOWN (Cont)
1. Sleeve bearing 23. Bolt
2. Collective sleeve 24. Washer· aluminum
3. Bushing 25. Washer - aluminum
4. Bearing set 26. Screw
5. Bolt 27. Pin
~~O-(i.os.. 28. Bushing
7. Inner ring 29. Collective lever
8. Sup\>ort 30. Nut
9. Bushing 31. Cotter pin
10. Washer - aluminum 32. Washer - countersunk
11. Nut 33. Bolt
12. Cotter pin 34. Outer cap
13. Bolt 35. Bolt
14. Spherical bearing 36. Washer - countersunk
15. Coner pin 37. Grease fitting
16. Nut 38. Seal
17. Bushing 39. Shim - laminated
18. Slider bushing 40. Inner cap
19'-Sp-acer--- 41. Duplex bearing
20. Bushing 42. Outer ring
21. Collective link 43. Spherical bearing
22. Spherical bearing 44. Stud
NOTES
/
/ -:;/.,,/ U~ ,~>/::.~
/ /
.'
I:'.:!.:: <: ...-,";...-. ,~/."
./ ,','-.
-~
/.;/;( g/
";. /
6-7
SWASHPlATE AND SUPPORT ASSEMBLY (CUT-AWAY)
k :>,,'
•\ ",(L/
. ::/
/ I;;"~ ~
J
5 4
1 2 4 5
7
~~-1
Mt s
11 10
10
o
1. Outer ring assembly 13
2. Collective sleeve
14
3. Packing r:i--12
4. Inner cap 1,1
. :>'
;l.-.
5. Upper bearing i "
6. Outer cap
7. laminated shim
8. Bearing
9. Seal
10. Inner ring
11. Bearing
12. Swashplate
13. Collective link
14. Collective lever
15. Grease fining
6-8
SWASH PLATE AND SUPPORT ASSEMBLY (CUT-AWAY)
~rrangement.
.
The swashplate duplex bearings are a matched set, and they are installed in a face to face
-
Up er and low!,,~___ s are installed with both lips facing down. _When lubricating, grease will
enter the grease fitting through outer ring cap to purge eanngs-and will purge through lower
seal betweelJ inner ring and outer ring.
Packings are installed under the heads of bolts of the slider bushings to prevent grease from
entering around bolts and getting into collective sfeeve-area.------- --------- ------. -
------ -------_ ..._---.- -~- -'".-~
The outer race of bearings are secured to the outer ring by means.of the outer ring cap
• ___• ________ •• __ • _
.
-=---
,, _________ • _ _ ___ ..:... - _...:.; _ _ _ ~ r.<
The inner race of bearings are secured to the inner ring by means of the inner ring cap.
The curved side of the collective lever is installed facing down and with the word TOP facing
u p . - - -------- -- _. -- -------------- -------------'-.- -- --------
NOTES
6-9
SWASHPlATE FRICTION AND INSPECTION
WEAR POIN·rS - - - " . 0.025 INCH (O.635 mm) AXIAL LOOSENESS

2 PLACES
BEARING 0.010 INCH (0.254 mm) AXIAL

OR RADIAL PLAY
SPRING SCALE \
\
SPHERICAL BEARINGS
0.010 INCH (0.254 mm)
MAXIMUM AXIAL AND
RADIAL PLAY (6 PLACES)
6-10
SWASHPlATE FRICTION AND INSPECTiON
100 AND ANNUAL SCHEDULE INSPECTION
Duplex bearing for condition.
300 HOUR INSPECTION
Perform 100 hour schedule inspection.
Check swashp!ate tilt friction. Value must be between 15 to 32 pounds. If below 15

r
pounds, adjust to 15 to 32 pounds and check again.
Swashplate friction mi-nirilum and' maximum vclIr~s in all positions. must be within four
pounds of each other. iil", .
. 25 HOURS AFTER EACH INSTALLATiON
Perform swash plate tilt friction check.' Swashplate tilt friction shall be between 15 and 32
pounds.
NOTES
.-
6-11
NOTES
6-12
TRANSMISSION -
----
:·i/:,;/;":.:~':':,'
SECTION 7
:-f /,-/j
TABLE OF CONTENTS
SUBJECT PAGE
TRANSMISSION GEAR REDUCTION RATiO 7-2
TYPES OF ELASTOMERiC BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
TRANSMISSION MOUNT - NODAL BEAM. . . . . . . . . . . . . . . . . . . . • . • . . . . .. 7-6
TRANSMISSION RESTRAINT . . . . . . . . . . . . . . . . • . . . . . . • . . . . . . . . . . . . . . 7-8
TBANSMISSION OIL JETS AND OIL REGULATING VALVE . . • . . . . . . . . . . . . . . 7-10
TRANSMISSION OIL FILTER HOUSING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . 7-12
OIL PUMP, SCREEN, AND ELECTRIC CHIP DETECTORS . . . . . . . . . . . . . . . . . . . 7-14
TRANSMISSION OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7-16
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7-18
TRANSMISSION OIL SY~TEM S~HEMA TIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
TRANSMISSION REMOVAL AND INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 7-22
TRANSMISSION TOP CASE AND INTERNAL COMPONENTS . . . . . . . . . . . . . . . . 7-24
TRANSMISSION MAIN CASE AND INTERNAL COMPONENTS .. . • . . . . . . . . . .. 7-26
TRANSMISSION INPUT DRIVE QUILL SEAL • . . . . . . . . . . . . . . . . . . . . . . . . . . 7-28
7-1
TRANSMISSION GEAR REDUCTION RATIO
:~." .-".,;....{':~. ,~::, .~.;;.

'
,.~ ..
,
" /. /,; / .. ' !

,..... L";:··~ \..;' ,... . . I ... " ; It.~:>A
,'/ c..1 .F-d i --:"' ~
/;/ 'oJ ,/
RING GEAR PERPJI.ANENTLY
TWO STAGE REDUCTION FIXED TO THE CASE IMPARTS
15.23 TO 1.0 MOTION 1'0 THE PLANETARY
CASE WHEN THE FOUR PLANE-
UPPER GEAR TARY GEARS ARE TURNED.
ON THE
CASE DRIVES SECOND STAGE-
THE ROTOR PLANETARY GEAR REDUCTION
MAST 4.67 TO 1.0
~;~,~---PILAIIIIET;~RY CASE
FOUR PLANETARY GEARS

,.,
lj j! y<,,;;'''' ,yv. _C'
I
'v
, ;;
/
o• . / '
\,'TO THE PLANETARY

STAGE,
SUN GEAR
DRIVEN BY THE
FIRST REDUCTION
" 5·:,-5;
STAGE .-/~'
I FIRST STAGE
REDUCTION 3.26 TO 1
ACCESSORY
DRIVE 1.42 TO 1 h:~~ ..._- ENGINE
INPUT
./;'i,..:.,,/
"j'".'~'10C.' ,.t i
,"
/ " //-;
7-2
TRANSMISSION GEAR REDUCTION RATIO
The transmission provides a two-stage reduction of 15.23 to 1.0 (6,016 to 395 rpm). The
first stage is the spiral bevel gear arrangement with a 3.26 to 1.0 reduction. The second
stage is obtained by means of a planetary gear train that provides a 4.67 to 1.0 reduction.
The main input spiral bevel gear shaft also drives the accessor.v. gear at a 1 A2 to 1.0 (6,016
to 4,200). The accessory gear in turn drives the transmission oil pump, main rotor
tachometer generator, and the hydraulic pump.
NOTES
) . ,",,;
~,,- i·>~;j~,.: J'.'! /'t· <,;/ ',- / /: ,_-.~<_, ,,' ;4
~- /,., 1 ./ // ./ 'j
!.. -~:" ,I;." .!:,:p,/.-') .?J•.. f!..: //-.'"f.'",-: -!!~,:.;-. '.'-i_~._~. "~a~ //-.., ·/:i.{
, .I ./ '/
/,,!.- /-" /:,} .;'1""_",,,:' .t.' " -: ,/;/--.!,!~.;
/
.•j
:,:':;", Il--~
'-,.
/- i:~,:'J '/ l::~.i. 1,--'

I
It;-';:, "~:/" 7:-:-;" 7

} j "
,~/-::/! -/ . ,:r -'~~ .--.. _~I.~ :_,". ".
·-1/--
,/ , /
~-~ /is<~·.4:· 'I (' /,'." - -~
,_ /
"'~'..".'
{, - I
//
~ .j v
...:.:'~.':~",.",.<~:_.:..J;......;..':;":.:';,'~'''-f::''''",.,--,",,'.-if"'··..:.'-'-."--"=~":""."'-'_. ..:...:...:...:..;..,:... ..:.;::.,,'~.-'-."-.:..:.,'::.'-_':'",7-".. ..:.>"":''':''''-'":'/.~:::··"'-7=-"·":'·'-·-","•..:.,,-,,,-l".L:..""~':..<",',,,."'/~.,:.../",,(,,,,,',,-'..:t. : .:. :.

",', r,' :«;/ I • -::'
'. '. :'~., .
? T. p.
srs
,,~-
7-3
TYPES OF ElASTOMERIC BEARINGS
AXIAL COMPRESSION
TORSIONAL
F AXIAL SHEAR
COMPRESSION
+-t 8
RADIAL
SHEAR
¢
../"..... MISALIGNMENT
~ADIAl SHEAR
F -COMPRESSION
CONVENTIONAL THRUST BEARING SHEAR
SPHERICAL THRUST BEARING
F
~RADIAL
~ COMPRESSION
RADIAL ~ AXIAL
COMPRESSION
TORSIONAL SHEAR
AXIAL SH~_~
--
4~---
cp- 8
.
iii!Jt
TORSIONAL
--- -- _-.-.. S
'I MISALIGNMENT
SHEAR
~SHEAR
RADIAL JOURNAL BEARING ROD END BEARING
AXiAL COMPRESSION/SHEAR
RADIAL F
COMPRESSION
"":0 tss. TORSIONAL

,....,SHEAR
CONICAL BEARING
7-4
TYPES OF ElASTOMERIC BEARINGS
An elastomeric bearing is a component in which elastomer is used as a lubricant and as a
structural material between two or more moving surfaces. The word elastomer is used
instead of rubber since the material is either a synthetic, a natural rubber or a blend of natural
rubber and synthetics. Elastomeric bearings are fail-safe and capable of taking large, multi-
directional, repeated loads and alternating motion concurrently.
Regardless of the material used, the elastomer is usually formed in thin layers and bonded
to alternating layers of thin metal called shims and to the attaching major metal components.
These major metal components may be considered the bearing races. One of the races
(either the inner or outer race) will be attached to a stationary part and the other race to the
torsional or axial (or combination oftorsional or axial) motion part. The movement within the
bearing will take place between the races and through the elastomer and shims.
There are five basic types of elastomeric bearings. The first type is the Conventional Thrust
Bearing designed to carry high axial loads in compression while accommodating torsional
motions through shear loading of the elastomer. The second type is the Spherical Thrust
Bearing which. permits motion around three mutually perpendicular axes through shear
loading while high loads are carried axially in compression. The third type is the
Radial-Journal Bearing. It carries high radial loads while accommodating torsional and axial
motions in the shear mode. The fourth type is the Rod-End Bearing. It carries high radial
loads while accommodating motions in the torsional and misalignment directions as well as
some axial motions depending on the actual shim geometry. The fifth configuration involves
the Conical Bearing which carry higb loads in both the axial and radial directions while
accommodating torsional motions. Special variations or combinations of any of the above
basic configurations can be incorporated into one bearing depending on need.
General elastomeric bearing failure could be described as gradual crumbling around the
circumference, beginning in the inner most layer of the upper quadrant on the drive side with
uniform progressive deterioration (black eraser dust on surfaces followed by strings on
leading load surface. Fretting, rubbing of metal shims (red dust, steel shims or black dust,
aluminum shims) will occur as the elastomer fails between the shims. A good "rule of
thumb" Ls that the beginnings of measurable elastomer deterioration occur at the bearing'~
half-life. Presence of "eraser dust" or "elastomer strings" is a normal failure mode.
Elastomeric Bearing Inspection Terminology:
1. Sheeting . . . . . Layer of elastomer protruding from bearing.

2. Crumbling. . . . . Small particles of elastomer separating from bearing_
3. Delamination. . . . Bond line failure. use strong light to inspect.
4. Extruding. . . . . String like elastomer being produced by the bearing.
Refer to the Standard Practices Manual, Maintenance Manual or CR&O for cleaning,
inspection, removal or installation of elastomeric bearings.
7-5
TRANSMISSION MOUNT - NODAL BEAM
Apply film of sealing compound (C-32S) between

mating flanges.
After installation of parts. apply bead of sealant
IC-30S) to mating edge of parts and transmission.
18
/~ I ,,:.jf..
cr'" /;
/'t,.:-l{ ,"
'-"__ 17
/
16 /
/
19
J
I .',
\~>.
.,\
1. link attachment 12. Aft arm assembly
2. Bearin!::,1 Washer 13. Tuning weights
3. Bearing 14. Down stop
4. link ssembly 15. Spacer
5. Bearing 16. Up stop
6. Support washer 17. Washer
7. Thin aluminum washer 18. Packing
8. Nut 19. Forward arm 22 J 21
9. Bolt 20. Bolt
~
10. Aft support 21 . Forward support
, 1. Flexure 22. Bastomeric bearing and
bushing member
7-6
,
/
~ l' "l
\.
J,
TRANSMISSION MOUNT - NODAL BEAM
The transmission, mast, and the main rotor hub and blade assembly are supported by and
isolated from the fuselage by the transmission mounts (Nodal Beam) and the transmission
restraint. This is accomplished through the use of four link attachments (two spindle and
two restraint attachments) and two stop mounts bolted to the;transmission. Connected to
these spindle link attachments are four link assemblies that incorporate elastomeric bearings
and are secured to the four support assemblies and flexure assemblies. ~1§Q,_tb.ese_s1lp~rt
assemblies, bolted to the cabin roof shell and beam, contain elastomeric bearing and bushing
m~rni>~i-:S:t9~{Sol?.:I:~ arld to'balance vibration inputs from the rotor into the flexure assemblies,
that function as the primary vibration isolating components in order to provide a vibration
free ride throughout the helicopter speed range.
The transmission restraint limits movement of the transmission through the use of an
elastomeric bearing and bushing member that is secured to the transmission restraint
support. This support is bolted to the cabin roof shell and cabin roof beam along with two
drag pins. The two stop mounts, bolted to the transmission, are installed over the drag pins.
The up stops, mounted on the drag pins, restrict the up movement of the transmission and
all oscillatory movement.
Tuning weights are also bolted to the arm and flexure assemblies to provide_J()rJ.he fine
tun.irJg and balan~_Q.f.t.l1e tr.<'l.rt..s_missiClI1 rl1~lJn_ti.ngsystElrn.
The arm and flexure assembly is the primary Nodal Beam component used to isolate main
rotor and transmission vibrations from the fuselage. The Nodal Beam installation develops
a standing wave form to reduce fuselage vibrations throughout the helicopter speed range
to belo)/V the level of perception. The aluminum alloy arm assemblies are bushing mounted
to. the forward and aft support assemblies. The flexure assembly, located between the tlillQ
arm assemblies, consists of a laminated elastomer flexJI[e, shims, and shear pads bonded
into metal brackets. Telfurium lead tuning weights' are located on the end of the arm
assemblies, adjacent to the flexure, to provide a method for tuning the Nodal Beam system .
. The aluminum aIl150tcY~fO~rW~a~rdilia~n~d~aift~~SUd;P~PioErt~sclc~o~n~t~a'~ln~b~oEn~d~~e~la~s=t~o~m~e~ri~c~i-~~ and

bushing membersr 0 isolate the ar e assemblies from the fuselage. :;..rtr
:>
NOTES
.I.-.'~..-;~;~,.-
:,... . . ,'/
li' - /'-. •
~~?
7-7
TRANSMISSION RESTRAINT
11
0.121N \3.0 mml
~~~~~~=SOND PACKING
USING ADHESIVE
\C·3111
0.10 IN 12.5 mm)

DETAil A
NOTES
&. Permissible to use a maximum of four additional
washers. as required. to obtain torque range for
coner pin installation.
£. Permissible to use a maximum of three washers (9)

between isolation support and transmission
restraint.
1. Transmission 6. Aluminum washer

2. Nut 7. Transmission restraint
3. Up stop 8. Restraint spring
4. Packing g. Special washer 1140-009H25S40)
5. Bolt 10. Bearing
11 . Stop mount
7-8
TRANSMISSION RESTRAiNT
The transmission restraint is an elastomeric spring assembly enclosed in a steel housing. It
is secured in an isolation support that is mounted to the cabin roof beam; and it acts to limit
both fore, aft, and later,,1 transmission movement. The forward arms of the restraint contain
teflon lined spherical bearings that are attached to the stop mounts which are secured to the
transmission. The transmission is further restrained through the stop mounts by the up stops
and drag pins.
STOP MOUNTS
The steel stop mounts are attached to the lower aft portion of the transmission lower case
to limit vertical and oscillatory movement of the transmission.
DRAG PINS AND UP STOPS
Thetwo steel drag pins are attached to the upper cabin roof shell and cabin roof beam to
limit the oscillatory movement of the transmission through the stop mounts. Vertical
restraint is limited by.the up stops which consist of bonded upper and lower disc in contact
with the stop mounts.
NOTES
:::I~"];;'~' ,'.-, ..-,-; ", .,.~J:' ,', -v···J', ,-:;.. .-1 ".j / , .1,;/_." -/ • :/,-
',7.;- 'I,' /~/., ", .::;'.;.;:;,;...".,';. .-'",;., . ,", .... ,.:.,., .. ,/j-"/1:; •.. f.(s, . ,~~.,..·~;:t;-'_,;;'~";.,~;""?'~,·:;:_,,:--,,
~)·,/:'~,~:,::'i~·.·- '''~:'~"-?'.:'/~: .';:","""',,,.~'~":"~"~u-. ; ,~.,c: ".>;."-~J. ,-. (_:-; '. /(' .'.__ / ..." ~";'-i., _u.... ~" I",
-' '.' '. _.... !-,-,
/.. -,,( /-:
'--. r.,
:iJ.'., '
7-9
TRANSMISSION Oil JETS AND OIL REGULATING VALVE
J..!. . \
;: D -,:v-';:,·1. ·\s·e~~;"'J
-;".
10
1;
1. Oil filter and housing 6. Spring ·i;:::.F / T{J--
2. Oil jet no. 2 7. Piston
3. Nut -8: Retaining ring
4. Valve body 9. Oil jet no. 1
5. Adjusting screw 10. Transmission
7-10
TRANSMISSION Oil JETS AND OIL REGULATING VALVE
OIL JETS
. Two oil jets are incorporated in the transmission -- No.1 oil jet directs a lubricating oil spray
to the spiral bevel gears of the transmission and the No.2 oil jet lubricates planetary pinions
and mast bearing.
OIL PRESSURE REGULATING VALVE
The transmission oil pressure regulating valve is located on the left rear corner of the
transmission lower case. The. valve is used to adjust transmission oil pressure to normal
operating limits and to relieve excess oil pressure back into the transmission main case.
NOTES
._(/<,'~ _~.~- ./;;r..:.:-- :""'. :-;;.1..7 !/~ ""'/-"~/~' .;.'~ ~;-~':'..~'; r..,' i,"':, / .. ,",' ."':.,-. _, .,:,.',-/ ,_:l:~·,,-: .;'.. / .... I,;','
rr
; .
.,.' ~.", /,-- .
/
.J
,
7-11
TRANSMISSION OIL FilTER HOUSING ASSEMBLY
1--15
1. Transmission 11. Oil filter housing

2. Thermostat ··12.l'acl<ing
3. Temperature Bulb 13. Plug
4. Union (inlet) 14. Filter element
5. Union (outlet) 15. Housing
6. Bypass valve 16. Union
7. Spring 17. Packing
8. Retainer 18. Reducer
9. Thermoswitch 19. Tube assembly
10. Bypass indicator
7-12
TRANSMISSION OIL FilTER HOUSING ASSEMBLY
The transmission oil filter and housing assembly, mounted to the aft side of the transmission,
incorporates a disposable filter element, impending bypass indicator, bypass valve,
thermostat, temperature bulb, and a thermoswitch.
TRANSMISSION Oil FilTER
The transmission oil filter element is contained in lower housing of oil filter housing assembly;
and it has a disposable, 10 micronic, pleated paper type filter element.
- ---.-----.----.-----~----- ---------_."... -
TRANSMISSION Oil THERMOSTAT
On start up when the transmission th.eLffio.sliltvalve is .open, lubricating oil does n.ot go to
the"C"Oolerbut it returns to the transmission. The thermostat valve begins to close·at150oF
(65.6°C). As the valve beginstoc~ some .oil flews through the co.oler. At 178°F
(8l.l °C) the therm.ostat valve is closed en seat, and alief the .oil is directed thr.ough the
c.o.oler.
TRANSMISSION Oil TEMPERATURE BULB
The transmission oil temperature bulb is lecated en f.orward side of .oil filter h.ousing and is
electrically connected t.o .oil temperature indicat.or en instrument panel.
TRANSMiSSION Oil BYPASS VALVE
The transmissi.on .oil bypass valve assembly will .open at 20 _psid when excessive back
pressure is caused by a clogged filter element or extreme ·celd temperatures. The bYP<lsS
valve will then all.ow lubricating .oil to bypass the oil filter element and be directed tf) t~le
therm.ostat and .oil cooler.
TRANSMISSION OIL THERMOSWITCH
The transmissi.on .oil thermoswitch is located on the filter h.ousing and is electrically
c.onnected t.o the TRANS OIL TEMP caution light segment. When transmission oil reaches
a temperature of i-1QoC
.; (230°F)
- "
the thermo·switch·will illuminate cauti.on light segment .
TRANSMISSION IMPENDING BYPASS iNDICATOR
The transmission oil filter impending·b¥passindicator operates-an 3 psid.
7-13
Oil PUMP, SCREEN, AND ELECTRIC CHIP DETECTORS
31
32
2
: ':-!'''':
.J
i-4
w--5
-6
OIL LEVEL SIGHT GAGE LOCATED
RIGHT SIDE MAIN TRANSMISSION
LOWERCASE
OETAllA'
1. Filler cap
2. lanyard
3. Packing
4. Tube assembly
5. Breather
6. Packing SEE DETAil A
7. Electric chip
detector .,
j'(/
8. Packings ' ,'-'.";
9. Self·closing valve
10. Packing
11. Transmission
12. Packing
13. Oil pump
14. Aluminum washer
15. Nut \
16. Aluminum washer \ ,;r---i__
17. Nut
18. Hydraulic pump
~\".
19. Gasket
20. Tachometer generator
21. Gasket o', .'.' 11
"'\I. j'"
22. Packing
23. Self·closing valve
24. Packing
25. Electric chip
detector
'/7
26. Screen
assembly 14
27.
28.
Packing
Retaining
~15
ring 16
29. Sight gage 17 ,
30. Plate \
31. Screw
:;;
7-14
Oil PUMP, SCREEN, AND ElECTRIC CHIP DETECTORS
OIL PUMP
The· oil pump, tachometer generator, and hydraulic pump are mounted together on the
f()~rd?ide of the transmission and are driven by ~b~_accessory drive gear. Both the
hydraulic pump and tachometer generator must be removed to gain access to the oil pump_
OIL PUMP INLET SCREEN
The oil pump inlet screen assembly, located in a boss. adjacent to the oil pump in the
transmission main case, filters lubricating oil before entering the oil pump_ Screen.!!laJ.eri§.1
is 16 x 16 mesh, number--23 gauge steel screening that is brCized to_arl inlet sle-eve-and plug.
---- ,. -- ,-- -' ----.. --- "-_ .. -- ---- . - ~~- .',-.-.---.... -~-------
ELECTRIC CHIP DETECTORS
The electric chip detectors consist of a self-locking bayonet type probe with a permanent
ceramic magnet at the end. In case metal particles should become free in the oil and when
sufficient metal is attracted to complete a circuit between pole and ground, the applicable
-----
yellow caution segment on the --_._---_
caution.panel will illuminate.
.__ ._._- .. _._-- ,._-- .- .. _---_., .
.-----~.
. NOTES
.
".,-
"~
7-15
1. Filler cap 12. Drain valves
2. Transmission 13. Hose assembly
3. lanyard 14. Hose assembly
4. Electric chip detector - upper 15. Tube assembly
5. Return oil hose 16. Restrictor fitting 9
6. Outlet oil hose 17. Tube assembly
7. Oil filter and housing 18. Pressure regulating valve
8. Union 19. Oil pump 8
9. Packing 20. Electric chip detector
10. Engine and transmission oii cooler 21. Oil screen
11. Oil cooler blower
6 7
1 OIL RETURN
FROM FREEWHEELING
ASSEMBLY
OIL PRESSURE TO
FREEWHEELING
ASSEMBLY
Hi
17
19 OIL PRESSURE
18 FROM FILTER TO
PRESSURE SWITCH
SEE DETAIL A AND INDICATOR
1 3
OVERBOARD
~-..vENT~NE
DRAIN LINES ." ~'
206L4-M·63·
DETAIL A
7-16
TRANSMISSION OIL FITTINGS
Transmission oil fittings consist of unions, plugs, a reducer, and attaching oil hoses or tube
assemblies to the transmission and oil filter housing.
OIL SYSTEM HOSES AND TUBE ASSEMBLIES
The transmission oil system hose and assemblies comprise the distribution system. The tube
assemblies have sleeves and fittings which are retained by flares on tubes.
BLEEDING TRANSMISSION OIL PRESSURE LINES
Any time transmission oil pressure line is disconnected between the transmission and the
transmission oil pressure indicator, the system should be bled. This will ensure a positive
indication of oil pressure on starts and eliminate sluggish or erratic operation.
TRANSMISSION Oil PRESSURE SWITCH
The transmission oi,1 pressure switch, located below the instrument panel, is connected into
the transmission oil pressure indicator 0;,1 I;"e. During normal operation, the oil pressure
switch contacts open at 38 si maximum .01'; increasing oil pressure and the caution light is
,extingyished. The switch contacts c1os~.at~ 2 psi on decreasing oil pressure to cause
the illumination of the TRANS OIL PRE"'~C':ution hght segment on the pilot's instrument
panel.
NOTES
7-17
TRANSMISSION OIL COOLER
5
\
\...y .~~ I
~~'-- 4 ..-
TANK-VENT
TO ENGINE OIL
TANK - RETURN
21--0
20-t~
19--1 1. Tube assembly

2. Oil cooler
3. Packing
XM$N IN
4. Union
5. Tube assembly
6. Packing
7. Nut
8. Elbow
XMSN OUT 9. Tube assembly
10. Transition duct
11. Washer - thin aluminum
12. Screw
13. Washer - thin aluminum
16 --"<'0,, 14. Bolt
15. Oil cooler blower
15---~
16. Tube assembly
17. Union
18. Packing
19. Tube assembly
20. Union
21. Packing
7-18
TRANSMISSION Oil COOLER
The oil cooler assembly contains two separate independent cores welded together. The aft
core is for the engine oil system and the forward core is for the transmission oil system. The
cooler is secured to the oil cooler blower assembly by means of a transition duct. The
thermal bypass valve controlling the flow of oil through the engine oil cooler is located on
the i!:)let side of the oil cooler and allows oil to bypass the oil .cooler core when oil
temperature [s low. The thermal bypass valve for the transmission oil cooler is located on
the transmission.
CAUTION
IF THE OIL COOLER HAS BEEN REMOVED DUE TO METAL CONTAMINATION, IT SHALL
BE REPLACED. MANUFACTURER DOES NOT RECOMMEND REPAIRING DAMAGED OR
CLEANING CONTAMINATED OIL COOLERS.
OIL SYSTEMS WITH CONTAMINATION SHALL HAVE ALL Oil TUBES, HOSES, VALVES,
AND FITTINGS REMOVED; AND THEY SHALL BE THOROUGHLY CLEANED WITH
SOLVENT AND FLUSHED WITH LUBRICATING OIL
NOTES
r', .-';',
", / '...<
,/' r/
/:,~,!, i~,,_ <;',-~{::./ :l,:~i/.' ... /
/
;"~:!v .. /. ,'/ _(~ "
'- .-'~~ ->-,
!:.r.. _~'.' ,_:,:; ~~ ~::"_..( 1-" . •' ""-':..' .Li-~'{ ;:-.. t.l.c Ii-..,:, /{ ',~ ..>'/</-
I
'/
7-19
I RANSMISSION Oil SYSTEM SCHEMATIC
FILTER BYPASS VALVE
Oil COOLER THERMO

MASTASSY BYPASS VALVE
OIL ,",U'ULIE"
MAST BEARING
MAGNETIC CHIP
OETECTOR
CHIP CO,LLECTOR PAN
BlOWERASSY
PLANETARY ASSY
l,;~ ~.... t~.t
OIL PUMP
4.STO ~~~-~~~~ml
SGPM
/;.....,:.' "
(17TO 19 IPM) === FREEWHEELING UNIT
INT~!!I\IA.L.JETS,TO SqRGEAR
ORAIN PLUG & MAGNETIC & PLANETARY
CHIP DETECTOR DRAIN PLUG & MAGNETIC
CHIP OETECTOR
NOTE LUBRICATING OIL
To pilot panel oil pressure gage and

low pressure warning switch. I I FLOW OF OIL
UNDER PRESSURE
.D,'. . ~-:J C'1.,..,:,{".~·. ,

/£···-J"·;--...·.....i; [,.'..'~·i
, ';'::.,:..-,.:
J·.·~'-.:(;-~~·7(,~/i..: It J;(..I';.~
,
7-20
TRANSMISSION Oil SYSTEM SCHEMATIC
The lubrication system includes an oil pump, Peessure regulating valve, oil cooler, filter
element, and spray oil jets No.1 and No.2. The oil pump, driven by the accessory gear, is
a constant volume type that delivers oil under pressure through an external line to the oil
filter and housing assembly, and the oil cooler. From thec;ooler it returns to the main
transmission and spray jets to lubricate the internal parts. An oil level sight gage is located
on the right side of main transmission lower case where it can be easily inspected. A non-
vented filler. cap is located on the main transmission top case.
The transmission oil system also provides lubrication for the freewheeling assembly mounted
in the engine accessory gearcase. ~ pressure to lubricate the freewheeling assembly and
for pressure indications in the transmission oil pressure gage, located in the instrument panel,
is taken from a tee fitting installed in the pressure lint(
Oil temperature indications are provided from an oil temperature bulb located in the outlet
side of the oil filter housing and a high oil temperature switch which is connected to TRANS
Oil TEMP caution segment. The TRANS Oil PRESS caution segment light is connected to
the transmission oil pressure switch below and forward of the instrument panel.
NOTES
./ ,: ,,~.-- .
I/j I~: .,:.' ./.

-I .;
.- . ~ . .-',.-.-.
-' ! - ~.
/ /
I, " .
-.- ,
.: J:/'
7-21
TRANSMISSION REMOVAL AND INSTAllATION
1, Main rotor hub and blade

2. Mast
3. Pitch link
4. Collar set and idler
5. Swashplate and suppC!rt
6. Cyclic control tubes •
7. Nut
8. Transmission restraint
9. Reducer (oil pressure outlet)
10. Union (freewheeling oil return)
n. Nut
12. Stop
13. Nut
14. Support washer
15. Stop mount
16. Unk attachment
...-11
17. link assembly C3-12
18. Drag pin
19. Hydraulic pump and
tachometer generator
20. Electric chip
detector (lower)
21. Cyclic control tube
22. Collective control tube
23. Collective link
24. Electric chip
detector (upper)
~-TORaUE
14/' / 36 TO 2041N·lBS
13 14.07 TO 23.0 Nm)
7-22
TRANSMISSION REMOVAL AND INSTAllATION
NOTE
1. The transmission may be remov!l.c:Lwith the swashpiate and support assembly, and the
mast installed. _.. . - - - - - - ... -.. ... ..... . . .
2. All disconnected transmission fluid lines require the installation of protective caps and
plugs to ,,~vent sy.stel!1coJ1tamiQ§!iSlr..
3. Total static or dynamic input qui!! leakage should not exceed 1.Q. drops per minute.
Total transmission leakage at all sources must not exceed 15 drops per minute.
NOTES
,I /
, _~. .i.:{"'/.~; ~-;~ _,...
/ :II
7-23
TRANSMISSION TOP CASE AND INTERNAL COMPONENTS
lvi :,-, t-'! ~~ .
,"
}. --/
~!
) t: .[_",,-75/
6
: ./~,
..Y,.,
i~ I
1. Top case
2. Ring gear case
3. Spacer ring
D:1"
4. Planetary gear
5. Upper thrust bearing
6. Sun gear
7. Gear shaft case
8. Gear shaft roller bearing B
9. Retainer
9
7-24
__ :.. -''1
:... -'.
TRANSMISSION TOP CASE AND INTERNAL COMPONENTS

TOP CASE
The transmission top case is made from an aluminum forging. The studs on the top case-er
repairable is long as there is IJQ.£Qn:,oJ;i9RtJ~Y~l1sLttteJimitati.0J:tsetJ.nJh~.B.Hl"-206L-CR&O:·
Inspect top case for nicks, scratches, and damage. Damage not exceeding O..:..Q10jD.ch
(O.254 mm) ._-"- .....- . _._. . ....
DEBRIS COllECTOR
The debris collector will collect metal particles f[Qm the upper Po_rtiCl!l.ofthe ~o'p'c;a!>~..alJd
give warning through th~ HO.. 2..electric_chip detector:.before faJlingjnto the main case and
enterlngtneoil. syste'm~ .
' .. - -----
RING GEAR
The steel ring gear, which provides the second stage of gear reduction, allows the planetary
pinions to walk around the ring gear.
PLANETARY ASSEMBLY
The planetary assembly is made up of a carrier assembly and four pinion gears. The top half
of the carrier assembly provides the drive for the mast assembly.
SUN GEAR
The sun gear lower'splines or splined into the input gear shaft. The upper splines of the sun
gear provides drive for the four-pinion gears of the planetary assembly,
GEAR SHAFT CASE
The magnesium gear shaft case houses a roller alignment bearing that'provides support for
the input gear shaft.
NOTES
7-25
TRANSMISSION MAIN CASE AND INTERNAL COMPONENTS
If (."(
17 1. fretting washer -
2. Input driven shaft
! 3. Spiral bevel gear
4. Magnetic seal
..!
5. Housing assembly
6. Nut
7. Cover
8. lock spring
9. Adapter
10. Transfer tube
11. Accessory drive housing
12. Accessory drive gear
13. Spacer ring
14. Spacer ring
15. Input gear shaft
16. Triplex bearings
17. Shim
--18. -Nut
19. lock spring
20. Castellated nut
21. Retainer
25--0/ --=- 22. Bearing
~
23. Mast bearing support
(: 24 housing
24. Retainer
25. Lock key
7-26
TRANSMISSION MAIN CASE AND INTERNAL COMPONENTS
The main case provides support for the spiral bevel gear assembly, lower mast bearing
support and accessory bevel gear, and the main input quill.
MAIN CASE
The transmission main case is made fTom magnesium casting. The studs on the main case
'.
.p:f repairable as long as there is no corrosion beyond the limitation set in the overhaul
manual. Inspect main case for nicks scratches and damage. Qamag.e.D.QLexc.,geding 0.020
inch (0.508 mm) on the magnesium main case may be blended out with 400 a~vecloth
or paper.
INPUT GEAR SHAFT AND INPUT SPIRAL BEVEL GEAR
The steel, spiral bevel gear assembly consists of the. input gear shaft and input spiral bevel
gear.
LOWER MAST BEARING SUPPORT
The aluminum, lower mast bearing support houses a rolling alignment bearing. It also
provides support fofthe lower portion of the mast assembly.
MAIN INPUT QUILL
f..he main input quill supports a·triplex bearing set and provides drive for the spiral bevel gear
• assemb'fl . ' .
-NOTES
,, Cj
7-27
TRANSMISSION INPUT DRIVE QUill SEAL
APPLY PROSEAL TYPE 8·2 TO

DUTSI!lE DIAMETER OF HOUSING 4
AND TRArdSMISSION CASE.
LUBRICATE PACKING AND 3

HOUSING BORE WIT.
IJlTRACHEM HUID #1.
13
5
--;-14
16-.... ·~ t
15
1. Shim
2. Packing
3. Magnetic seal
4. Bearing and seal housing
5. Packing
6. Aluminum washer
8. Nut
9. Input pinion nut
10. Cover
... ·'11. "tocking Spring
12. Adapter
13. Wear sleeve
14. Packing
15. Plug
16. Packing
17. Oil drain tube
7-28
TRANSMISSION INPUT DRIVE QUill SEAL
MAGNETIC SEAL
Seal inspection procedures must be accomplished under clean room conditions. All seal
handlers must wear white cotton gloves. Do not slide seal on mating ring. Do not allow
carbon sealing surface or sealing annulus on magnetic ring to contact any other object.
Magnetic seals may be rebuilt by seal vendor.
Magnetic Seal Corporation

166 Bay Spring Avenue
West Barrington RI 02806
Attention: Quality Assurance
Telephone: (401) 246-1000
HOUSING
The magnesium housing does not have any jackscrew provisions. Caution needs to be
taking when removing the housing.
SHIMS
The shims provides 0.001 to 0.004 pinch fit between housing and outer race of input quill
triplex bearing.
NOTES'
/,
,....:::;~<~~ .... ~ CO-'.
;-::;
-
/.",'4:/ _-/. ".1
J
.~ /-_. "'l-~.~.'
/7...:. ' ___ "'_ '" -f.'.' ·.. ·7/ ..... / cf'~l
. '/ //
'/ t·
/', <. __';'I:'~:f,·d~
i
--._r: .,;- I ··l f!..,-:'

/ / :'1 I
/.
....-". :'>.".' . "'." .' ~ ~;." 'v ;.. '. "
;
;' ,
./.... ,' :
7-29
NOTES
7-30
MAIN ROTOR MAST - SECTION 8
TABLE OF CONTENTS
SUBJECT PAGE
MAIN ROTOR MAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2

r
MAIN ROTOR MAST COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8-4
MAIN ROTOR MAST CROSS SECTION . . . . . . . . . . . . . . . . . . . :.. . . . . • . . . .. . . 8-6
8-1
MAIN ROTOR MAST
~1
I
)
1 . Stud nut and washers

2. Transrnission top case
3. Seal bearing plate
8-2
MAIN ROTOR MAST
The main rotor mast is a hollow, steel shaft that transmits torque to the main rotor. There
are thre.e sets of splines on the main rotor mast. The first set of splines has a master spline
that mates the trunnion to the main rotor. The second set has a machined groove that aligns
the collar set of the swashplate and support assembly. The tl1jrd set has no master spline;
it splines into the top half of carrier of the planetary assembly.
NOTES
/ .
<.
Ii)
..0;t.~;. ::"1 .. -if. ::: ) "~ // .~;JIl/ .(.::J-

<!:_"_~ i~/'/ ;::;' /".. f
cCdi,.
/2jt:.,:. ',' ;... !/ 4.:1 I' f. // I.t;: :/·1.0-
flli [; ,{{i;-w!.i'i! rk I I ,I
I !
t.., . /7".: ·-I-c,;,.- "JI.:,' -'.,:'." (.!.~«
i
-< [.j
"" .'
1~:' .<;1'~,-;.. 1 /~_,~~._.,-->
,
1
~" !'J,_-:''7:.,,;~<:•. ,;._::.( !(/ l~~.,.., !~y /: ~':;-. /'~ .. ,,,
;.;
/',' .'
f~; ,x- -
i,~, ..:.,-_",:. ,I.'.'.·..• ./ ~. '
.,''''''':-..
j
8-3
MAIN ROTOR MAST COMPONENTS
1--
b
~ 4
Ci~
4 f'::-,:./, ""';_~:'- . "...iU",':-c-.' i'

/r~';~: !.,.J.._....
-
' .......:::.H~,./--/ /-:;-~;"- ; :'--:". :' '-:".;.;
-5
S;-:;,: ;7t;'"
//~-'
,:, J.;: :;'".,--
. -,
.-1;;:/'-''-..
13
8-4
MAIN ROTOR MAST COMPONENTS
1. Screw 6. Screw 11. Bearing
2. Washer 7. Plate 12. Spacer
3. locking Plate 8. Shim 13. Mast Assembly
4. Nut 9. Preformed Packing 14. Plug Cap
5. Seal 10. liner
PLASTIC PLUG - To keep debris and moisture out of the inside of mast.
SERRATED PLATE - To pick up serrations in threads of mast to lock nut.
STAINLESS STEEL NUT - To lock inner race of mast bearing to shoulder of mast. Nut also
provides sealing surface for inner diameter of seal.
DOUBLE LIP GARLOCK SEAL - Installed in seal plate with proseal applied around outer
diam'eter of seaL Inner lip of seal is packed with MIL-G-81322 grease.
SEAL PLATE - Steel and it provides housing for the double lip seal.
"SHIM - Used to provide 0.0,01 to 0~004 inch pinch fit and to lock outer race of bearing to
the liner.
BEARING - Single double thrust bearing with split inner race.

'---------_.- .--.,,--- -
LINER - To provide housing for bearing and a mounting for the main rotor mast assembly
to the top case the transmission. of
NOTES
.;. .'
.4"~...
Ui
-',~~'_. ....L}--":-.~~.;~:..:"-.-', : :.;'-, ,c~'-':i.' ' : :;~' ' ' "' ' ' : :;:i.:-,.::..?i"::.1...(_'.--:.• ;..:'.;..--"_"';-"......~'..'--"'.r.=. :,,:--z(=---".·:",-;-::"-(c.·~'~... -"'-""~"-'-'":'i"/~/"'--"'f?"'""-.-T/' ' ~:' '-'::"'/''''('--=':''-'',,-:,.'::-~.1..(_':..:'/",'-"LI.·"".~- r;. : ..:,
_-""-''''''--''-'-"''-I,.'-..:..'-10":'""" ..2_'_.i./!::.'--"",(""::"'(;:i. '~~:,-,---{,:"'/''-''-''-~~....L'--::".-,-~"'-',-,-,,-~I:.-,-:J../_.,-:':"''-''~'-'~-;~7'~:Lt/!...//::..~l,,-!.../;..:'.i.~/£;.<";!;·I....L
e .''';' i f;. . ,:_- i•..:.'_\L____
'I' t ! /
/.! L4:'10'> /1.-/ /. 0' ... /,. /;,'.. <L l.:J. . c '_ .,:''>/; / ''/','" .:;-,., ./ /t, j~ ./".,. ~/,/.:.:_;,,?~,j. " ..;
~ /
_~/ct' --.1/","~;:",..- -J.t_!:.:{~·:..:,,~.,_'":"1:;1",-.~i.~-. {: ;i':./: ,.', ?~"':. .'
.f..,,:e.. ~'-.:.i.':'~:.Lf;:. -, , .~i,",*"-"_·J.i"',i,;.:.!./.:.....!l:=i'~/:""_':..:':, :. . "'c, '-~.:;"-'
---",;....,.;J.',' ":"'-:"'--""J../";;"-'.l",,"'
, .:.... ..:~,-/~!",,:~./~ a."
<,,:c'';.-'_.",."''7"",<s'J:L/J.."'. L!.
. /t::I·
f , ./. /
/1... l,J.·-, /'. i:, r/',-;- ":-~:'-<-I/ /;'-' ,7'}:- /;.;;/~" _,:,~_ ~,.,;- .L.. ,;r
/~,., l-'" .
f !
8-5
MAIN ROTOR MAST CROSS SECTION
MAST ASSEMBLY
PIN 206-040-014-107
NUT
SEAL
SHIM
PACKING
PLATE
LINER
BEARING
SPACER
MAST
ASSEMBLY
8-6
MAIN ROTOR MAST CROSS SECTION
NOTES
,.
/ ... ,f; ;~_~' !-,~
/ . .•"J if
I!f;" {:.1 ;~'-:c_:~' .(/:~ if" ...::. 6 ___ L.:,L,.:.../.-" J~. ' .. _, '" ~_'", :;,--::1
,I", ,v' /,.
.-
,(,,-/_... V~ . (~_-/,_._,_ ,:._.' "-'
';/---- ,.-, t £
/1 (!
/ ;/
J f
I,f;.'"".;_/ . --') ;f. ,r"_- r/ >
/
-)
I /, I
p'?'; _"fl', Y/.' .~, : I .r--f'-
8-7
NOTES
8-8
DRIVE TRAIN - SECTION 9
TABLE OF CONTENTS
SUBJECT PAGE
MAIN DRIVE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
FREEWHEELING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-4
TAIL ROTOR DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
TAll ROTOR DRIVE SHAFTS . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . 9-8
Oil COOLER BLOWER ASSEMBLY . . . . . . . . . • . . . . . . . . . . • . . . . . . . . . . . . . 9-10
SEGMENTED TAil ROTOR DRIVE SHAFTS . . . . • . . . . . . . . . . . . . . . . . . . . . . . 9-12
-,
9-1
MAiN DRIVE SHAFT
0'
':/~?' .r:: ,-, 1: ;i~"/ ':-; t
;,//
,;. I ......'
-11'''_!-:'c.~ £<"-:l.':'" ,;! !~'Y:C>YL'/',11"
•
/,I,!,L.h)k-& ..<. ~~,;. 1,,' ,.,-'...,// :- '/ :;',/' I;

. :': j'-<-';;' .J
f<..t~"";·'?
- (~l. .,;,;...·,;·.A,,) !/:;. ;~:~-(
"
' I ;",' , / " f
'/ / ~/',.';/;o
/ !' ! d<
it:':';
~,
';'
c'//J /"" ",
..
': '
;'k;:;-"'/
;is ;/'.-:,"'k."
"";";{.(l'" v, ... ,,!.;-,,~u; ,"c,C::/, '1 d)/
1. Main drive shaft assembly
2, Rectangular plate !4 per coupling section)
3, Washers
4. Nut
9-2
MAIN DRIVE SHAFT
The engine to transmission Kaflex drive shaft provides a flexible drive connection between
the freewheeling unit and the transmission. This flexible shaft allows smooth transfer of
torque even though the transmission and freewheeling units are not always in perfect
alignment.
Flexibility of the shaft is provided by rectangular plates, ~ in each coupling. Each plate
flexes providing both a.o.g.uJ.<lLmi.~a.Ij9.iJ.ment and lengtb.,gba!=lg~s. to accommodate movement
of the transmission on its mounts. Each coupling can be considered a trusswork in which
:t,orgue loads are carried as axial loads in straight.membe(§ of each plate.
A fail-safe feature exists which enables uninterrupted drive of the shaft after a failure has
occurred in one of the dual load paths provided by the plate couplings. During normal opera-
tion, a radial clearance exists between the center shaft internal diameter and the internal
protruding hub of the end fitting. ,Upon the unlikely event of a plate failure, the center shaft
shifts to contacts the hub surface to restore hub balance and stable operation. The off-
center operation of the center shaft is sufficient to cause a noticeable unbalance to signal
'that a partial failure has .occurred and the fail-safe mode is in operation with the last remain-
ing load path.
CAUTION
...
.
,~ ~
The drive shaft is not to be dissembled. Disassembly or disturbing fasteners requires
replacement.
NOTES
,
/' / /{-,': /(. ,-,-,-; -",',
/ ./
9-3
· -. . ,,' ','::.,-',".,
Y.~---
6/ .::. .. -' .
!:>.~ ~.~}~ '">- :".~-:
-,--\(:~,
;.:.-.i- i / ' /,,~
. /
~
I
1
I
2
3
12
I
t:....·;.(, 3:.: Ie'.

~;:I''';'''~ ,.'.'~-§;":,",'
?-;,j; / /-
9-4
FREEWHEELING UNIT
1.Retaining ring 12. Washer 23. Cone set
2.Plug assembly ~3. Shim 24. Spacer
3.Adapter bolt 14. lock ring 25. Retaining ring
4.Adapter 1 5. RoUer bearing 26. Roller bearing
5.Retaining ring 16. Plate 27. Housing - aft bearing
6.Carbon seal 17. Clutch assembly 28. Seal
7.Nut 18. Retaining ring 29. Wear sleeve
8.Duplex bearing 19. Sail bearing 30. Output Adapter
9.Spacer 20. Shaft - Outer ra"e 31. Washer adapter
1 o. Cap assembly 21. Ring 32. Chip detecter
11. Shaft - Inner race 22. Housing assembly
The freewheeling unit is mounted within the engine accessory gearbox. Engine power is
directed from the power take-off gear· shaft to splines on the outer race shaft of the
freewheeling unit. A sprag clutch assembly within the freewheeling unit engages the outer
race shaft with the inner shaft: Power is ~ directed from the main output adapter on the
freewheeling unit through the main drive shaft to the transmission. Simultaneously, engine
power is dire.c_te.d from the tail rotor output adapter along the taj\.r9J:pr drive shafts to the tail
/' rotor_control~!:5!er!1. - . ........ - -
During auto··otation the sprag clutch assembly will dJsengage the outer race sb.aftJrom the
inner shaft. This allows the rotor system, transmission, transmission accessories, free-
wheelinginner shaft, and tail rotor drives system to operate independently of the engine.
The freewheeling unit is lubricated with oil supplied from the transmission. This design
allo~s for continuous lubrication to the freewheeling unit in case of engine failure i.e., engine
oil pressure loss. .
NOTES
. ~ ,I •• /~_.
.,
I
.. '\
, I
i, _-'
-' ......:. I ./ /,.,:,~- ..

I
----~.J.t~.--------------~~ __---------------------------------------------------
./
j I:;, i-< ;{-:~>;~ ~/
/
9-.5
. TAil
,,'ROTOR DRIVE SYSTEM
i,' .
,
"
TAil ROTOR DRIVE SYSTEM
The tail rotor drive system provides a means of transmitting power from the transmission to
the tail rotor. The system includes the tail rotor drive shaft, oil cooler blower, and tail rotor
gearbox.
..
The tail rotor drive shaft is flexible in design to accommodate the movement of the tailboom
~ring operation.
The drive shaft system contains eight segmented shafts. seven hanger bearings assemblies
and nine Thomas couplings.
NOTES
9-7
TAil ROTOR DRIVE SHAFTS
1. Forward short shaft

2. Blower shaft
3. Blower assembly
4. Aft short shaft
5. First tail ·rotor drive shaft assgmbly
6. Sp/ined adapter
7. Spiined adapter
8. Bolt
9. Beveled washer
10. Beveled washer
12. Nut
13. Bolt
14. Beveled washer 1 7
15. Disc pack
16. Beveled washers
18. Nut
INDEXDNG FI.RS ON INDIVIDUAL DISCS

AIlE AlJ'BlNATED AS ILWSI1I.fJED ON Ii
A PROP£RI.Y STACItED ASSEMBLy
7
15
15 16
. .
~;~ti,....:/ L.~:/~I 1"
DFrAiLA
ITYI'!CAI. 4 PLACES)
9-8
T All ROTOR DRIVE SHAFTS
The tail rotor drive shaft consists of the forward short shaft, oil cooler blower shaft, aft short
shaft, and tail rotor drive shaft segments. Steel laminated flexible couplings requiring no
lubrication are used to connect the shaft sections and the tail rotor gearbox.
FORWARD AND AFT SHORT SHAFTS
The forward and aft short shafts are located on either side of the oil cooler blower assembly.
The forward short shaft is constructed of steel- and is connected to the aft end of the
freewheeling assembly and the forward end of the oil cooler blower shaft by means of
splined adapters. The aft short shaft is constructed of aluminum alloy and is connected to
the aft end of the oil cooler blower shaft by means of a splined adapter and to the first tail
rotor drive shaft segment.
CAUTION
After a disc pack has been run on a helicopter, disc should not be changed from original
pack, except as noted in the maintenance manual.
The grain of each disc runs parallel to the indexing flat edges. When assembling disc
pack, it is necessary to alternate indexing flats to obtain alternate grain direction. Disc
should not be changed from original pack, except as noted in the maintenance manual.
Beveled washers must be installed' with rounded edge side contacting disc packs and
quantities must be equal at 180 degree position.
Only the grip portion !unthreadedl.of bolts is permitted to contact disc packs and bolt
lengths must be equal at 180 degree positions.
NOTES
9-9
OIL COOLER BLOWER ASSEMBLY
12
!,,;.' ',",
:- ~ ;- ,."
'~ ;',' SEE DETAIL A 10
[i/
I
"
/1>---19
SEEDETAILs
4 '-;., .~
; ,,..--;.
~.~.-
j _____7';
./ i.~' ,'r
--I L- O.060 ± 0.010 1lII.

I I '1.52± 0.25 mm)
;. " -,'
: ) ,r.
I, 0.710 IN ('8.0 mm) I

1°. 705 . 17.9 ..,
DETAIL A DETAil 13
IMPELLER SPACER
1. Screw 15. Spacer
• 2. Searing cover 16. Nut
3. Gasket 17. Bolt
4. Aft firewall 18. Thin steel washer
, -5..Flller .. 19 .. Shim
6. Blower shaft 20. Bolt
7. forward hanger 21. Thin steel washer
8. Steel washer 22. Shim
9. Nut 23. Spring
10. Impeller 24. Spacer
11. Oil cooler blower 25. Nut
12. Bolt 26. Bolt
13. Aft hanger 27. Thin steel washer
14. Spring 28. Shim
9-10
OIL COOLER BLOWER ASSEMBLY
The oil cooler blower assembly is mounted aft of the engine aft firewall. The assembly hous-
ing is mounted on the helicopter structure and. supports the engine and transmission oil
cooler. The oil cooler blower shaft is mounted in!!!2. sealed bearings and is connected to
the forward short shaft. The blower shaft passes through the. i:>lower assembly housing and
the blower impeller is bolted to the shaft. This shaft serves to drive the tail rotor and also
to drive the blower impeller which forces air to the engine and transmission oil cooler.
NOTE
Shims are bonded to the oil cooler support deck to provide for alignment. Exercise care
during removal of forward hanger, aft hanger, and oil cooler blower not to disturb shims.
It is recommended that the bolts be installed immediately after removal of parts to prevent
shims being knocked loose.
NOTES
! , '..-.!'I'/C-'
.; ,j.....,u -4/ ,;_.i-•• ..:..:.-'
/ / . ,I'
,_:':/.y._,- ,-;:---<"'0.• -
:,1
.':"':'
0·;
1:"< ,,'~: •., ":;.'
I ! ~ '1 ,
9-11
SEGMENTED TAil ROTOR DRiVE SHAFTS
4
I .~
1. First tail rotor drive shaft segment
2. Second tail rotor drive shaft segment
~~--,
3. Third tail rotor drive shaft segment
4. Fourth tail rotor drive shaft segment
5. Fifth tail rotor drive shaft segment
6. Sfip adapter
7. Tail rotor gearbox
8. Spfined adapter
SEEDETAiLE 24~25 9. Hanger
23(~
1 O. Drive shaft
11. Nut'
13. Beveled washers
14. Disc assembly
15. Beveled washer
16. Bolt
17. Aluminum washer
18. Nut,
19. Aluminum washer
20. Screw
21. PaCking
22.8ushing
23. Spring
24. Spacer
25. Nut
26. Hanger' bracket
.&. Two packings, one each side, forward end of

fourth hanger only.
.£ Two washers may be used if screw is too long

for cotter pin installation.
9-12
SEGMENTED TAil ROTOR DRIVE SHAFTS
The segmented tail rotor drive shaft consists of five s~_gmE!l1ts and extends along the top of
the tailboom. Each segment of the drive system is identical and interchangeable with each
other.
CAUTION
After a disc pack has been run on a helicopter, discs should not be changed from original
pack, except as noted in the maintenance manual.
NOTE
New bearings will normally run warm for the first 20 hours of operation. If a rough
bearing is found, but there is no indication of overheating, fly helicopter for an.o.!.b.eL..2..!c:>
20 hours and check bearing again for roughness. Also check proper alignment of the
bearing to the shaft by rotating the shaft and checking for wobble of the hanger at the
attaching bracket, with screws removed.
If there is any question of bearing overheating, check bearing operating temperature by the
use of a cold__c.)!.liJtd.l1! p~()_l;>~. The maximum recommended operating temperature is 1.35 o~
(85°.f). A new bearing may run to.275°F (135°C) for the initial 15 to 20 hours of opera-
tion. If bearing is running hot, inspect at frequent intervals until 20 hours of operation have
- elapsed. If bearing temperature has not stabilized after this time, replace bearing.
NOTES
.~,~ ',' " .' .
' 7
.-'
!,~, -. I~.·,,, -,!-" ,.. J_ ...: , . . { h:=- .)~. ""'," ,~ c· i/.. ..:-·, --/
:~.
/: IL -F',.. _ :,,_:,~_, __ , ./~.: .~_., /~:/ -.::~,/ . :J.. -'''',
9-13
SEGMENTED TAil ROTOR DRIVE SHAFTS (Cont)
- I I~' 22
20
16
, ;.,'~
,.J ;.
, p;)..1
TWO PER AFT END

(O.762mm)
DETAILS
INDEXING FLATS ON INDIVIDUAL DISC

ARE Al:rERNATED AS IllUSTRATED 14
ON A PROPERLY STACKED ASSEMBLY
10
I
I
DETAILD
DETAllC 7
:' .
,,..-
i .~' . I I. O.060± 0.010 IN.

I r 11.52±0.25mmJ
i"~~:
~-'"1
,;.. /'\/"
;.....' J
'.·t l
~ 0.550
0.545
IN.
OETAILE
+< 14.0
13.8 mm
)
9-14
CAUTION
After a disc pack has been run on a helicopter, disc should not be changed from original
pack, except as noted in the maintenance manual. The graitl of each disc runs parallel to
the indexing flat edges. When assembling new disc pack, it is necessary to alternate
indexing flats 90 degrees to obtain alternate grain direction (detail c, page 9-14).
Inspect disc packs for cracks, wear, or damage. Old and new discs should not be mixed
together, except that unserviceable discs may be replaced as required. When disc pack is
installed, check for gaps between discs. Gaps of more than 0.005 inch (0.127 mm) are not
acceptable. If any gaps are. excessive, loosen bolts and retorque per instructions in the
maintenance manual. Recheck for gaps. When discs are in an assembly, the thickness is
0.115 to 0.127 inch (2.92 to 3.22 mm). The disc packs vary between 9 to a maximum of
12 plates. Thickness of each plate varies between 0.010 to 0.014 inch (0.254 to 0.355
mm).
CAUTION
Beveled washers must be installed with rounded edge side contacting disc packs and
quantities must be equal at 180 degree positions.
Only the grip portion (unthreaded) of bolts is permitted to contact disc packs and bolt
lengths must be equal at 180 degree positions.
Inspect all disc packs for distortion resulting in gaps between the individual discs. If any
gaps are detected by visual examination, measure gaps with a feeler gauge. Use.caut.ion arid
avoid making gaps wider with the fe.eler gauge. Maximum allowable gap is 0.005 inch
(G. 127 mm). If any gaps are found"which exceed this limit, loosen ·bolts and 'torque per
instructions in the maintenance manual. Check gaps. If gaps still exceed limit, replace disc
pack (14).
Install two bushings (22) into hanger (9) and insert first tail rotor drive shaft segment (1) in
hanger bracket on top of tailboom. Use suitable support to hold aft section of tail rotor drive
shaft segment at approximate alignment.
Install two screws (20) with head forward through hanger bracket and hanger (9) with two
aluminum washers (17) between aft end of hangers and hanger brackets. Install aluminum
washers (191. and.nuts(18)... T.orque.nuts (.18) 30 to 40inch.pounds (3.39 to 4.52 newton-
meters) .
NOTE
Additional aluminum washers may be used to ensure correct nut and cotter pin
engagement.
9-15
WARNING
Ensure only spacers (24) measuring 0.545 To 0.550 inch (13.8 To 14.0 mm) in length
from flanged end are used in five bearing hangers (9) (detall e).
Do not grasp tail rotor drive shaft segments during ground run or rotor coast down.
Prepare helicopter for ground run and accomplish hanger bearing centering as followS:
CAUTION
Do not exceed l-minute run-up or bearings may spin excessively in hangers.
Prior to run-up, lubricate bearings until grease purges past seals. loosen hanger clamping
nuts (25) until all preload is removed from springs (23) and springs can be turned, by hand;
then using nonsharp tool in split-line of hanger, pry open slightly and move bearing slightly,
by hand, to ensure freedom. Remove tool from hanger. Run-up helicopter to 60 to 62 per-
cent rotor rpm for 45 seconds to 1 minute. Start timing when rotor starts turning. Shut heli-
copter down and torque nuts (25) 50 to 70 inch-pounds (5.65 to 7.91 newton-meters).
Wipe off any grease from outside of bearing.
Ground run helicopter for 15 minutes. Check hanger bearings in first, second, third, fourth
and fifth tail rotor drive shaft segment (1,2,3,4, and 5) for signs of overheating. Maximum
recommended bearing operating temperature is 185°F (85°C). A new bearing may run
275 ° F (135°CI for the initial 15 to 20 hours of operation. If bearings are running hot,
inspectat frequent intervals until 20 hours of operation have elapsed. If bearing operating
·temperature has not stabilized after this time, replace bearing.
NOTE
A cold cylinder probe may be used to obtain a precise measurement of bearing operating
temperature.
9-16
TAIL ROTOR HUB AND BLADE ASSEMBLY - SECTION 10
TABLE OF CONTENTS
SUBJECT PAGE
TAil ROTOR HUB AND BLADE ASSEMBLY 10-2
TAil ROTOR COMPONENTS . . . . . . . . . . . . . . . . . . . . . • . . . • . . . . . . . . . . . 10-4
TAIL ROTOR BLADES - REMOVAL AND INSTALLATION . . . • . . • . . . . . . . . . . . 10-6
TAli.. ROTOR HUB ASSEMBLY . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . 10-8
TAIL ROTOR HUB AND BLADES - STATIC BALANCiNG . . . . . . . . . . . . . . . . . 10-10
TAIL ROTOR BLADE ..•... . . . . . . • . . . . . . . . . • . • . . . • . . . . . . . . . . . . .. 10-12
TAIL ROTOR - DYNAMIC BALANCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10-14
COUNTERWEIGHT ADJUSTMENTS .-. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10-16
10-1
• .~; OR HUB AND BLADE ASSEMBLY
10-2
TAIL ROTOR HUB AND BLADE ASSEMBLY
The tail rotor assembly, consisting of a hub and two blades, is mounted to the tail rotor
gearbox shaft by means of a splined trunnion that is mounted on bearings in the hub to
provide a flapping axis for the assembly. The yoke of the hub is made with a four degree
twist in each tang to provide additional tail rotqr thrust for hl9:b altitude performance.. The
spherical bearings, installed in the blades bn the pitch change axis permit, pitch change.
- The tail rotor hub and blades counteracts the torque of the main rotor, and the pitch in the
tail rotor blades is varied by means of the tail rotor control system. The tail rotor is mounted
on the left side of the tailboom, and it rotates at approximately _25§~m.
NOTES
'I
~"~':".J_:.. l~ ,..- .ft.. hL.;.z.',,,.,!
': 1'''''-'./,...,..
i.::...~ "'. L' ..-)~..' I.': r --; ">/"'..j;,' I.-~,:
Jr' ..... fo{
"
-;, ~ .- ,i
(1.4:0,,1.':.4-• /.•./ . .~·i:;
.~---- ~.' t, --'--.--'~ '-.~; .

."._',.;1,,-<:<-0:..C:;,-;;",~c.c.;3j"::,---",,,-,·!_,-,"::::-",?--,.c./",i':'-:.:..;,:.:~~",',,:"Lr7,-,,'/JC.';-<::;.",,-,,<,-'....:':::<....:.-'....;.,,/_"",-,,,,,-,,-_J,,:~,,.i","_,,-'''-''__
",l-,J,,>'-'.. "-"'-,4-!",mc..,,/,-,~;.....""~""-;::::,,--'/,,£."'. -=,.,,::._.,,1; ; . ~,.•l L-t,.'.;
. I ~
.i...:i l?, C (.i... f ·jn.;J,,:./·.....· ,:k-l.:..,' //:/ l . . . I;::' ,'i -'/..--..[,/,: ../i'J:.;...d:'" l,:"'/~~'~ .~~,·~2;:.t,;:::::·!,,~
;-'.j' v...,""-.-;/::.k7";' t~
,'./;- ·-'t'···... .;... ;., 17:, :..".... .. ,£,~ ·(~: I£%~"" t •
''%., ':. '" 1-../ ;::; jc~ l,. / (~J\I;' .-.~~.:~.".:..~:/ ~·t:.;;,:~ ':~ ';7~d /..-"i;, ( ,;, /-.# :.,/.:-,.~',~ ,. y' ~. i~ ill~
" ,
",;~. /" '•.;:,~ ;- .;':-"/A -:...!
//
J/ i /1.:
:7:. (/. /. / _J /'.:.....; ," oj //.:-"~
,::;:
7
<~ [.;,:'. . ,.;:. ~; /~
,j
.'11']:.- /.:..", .;.-;r..J
•
?:~.';"'-:.--'·rJ.:...ii.:..·
.j
6. ,f..~~ t;..~, l?:.t. t.~-:~,.:/ tvi.. .... .{ li.<.
.
~ ~ i
,; t-;-, til-~ (..>,.-, ,.L" 17..., r:Yl,~:../,\~~ U,' I /L::.; f,,-;, I,' r["'/~" I -0~ ?,'''';..'j,./-;;'',,-f
/"".-<.,,-:,
.. ,~ /..,
r 'I' ,:;.1'.
-7 r."":.,'/ J ..". ,J',_'''' .!"Y/"
1,:'"':.>;/
f :,,,.
'f
<.--... ,,/:~-I.,;,,,;.,#..v.;,-,,, /,:;, c.';.'> ,i;.,,-,,---,
.j
! "
/;'·~'.F .J" .<. ,',- , /: )/"".I,.-..:;.._'t -.i.~':o;."..,:;, .!;,"" ......~
t
/:i. '::';'" ,,' /vI, > /:Il.~,(/ l:/.. /
:)
10.. 3
TAil ROTOR COMPONENTS
TAIlROTOR
f
....•..
"
g . . . ......
GEARBOX
SHAFT (REF)
- ,
~.........
~.z27
0
<:;::, ".'-...~....... 22 ____'

"" .
I I .- ...........
'~
1 ~~28
26 2'/" ,,;
T/
I
24.
I
3
22
4
I 5
i
"
));.SI","L>'
Maximum inside diameter

L A B INBOARD for pin hole in gearbox'
AND TWO OUTBOARD
output shaft is O. 191 0
DETAIL A inch 14.851 mm)
DETAllB
1. Tail rotor hub and blades 13. Nut 25. Key

2. Shim 14. Bolt 26. Pin
3. Rubber bumper 15. Nut 27. Nut
4. Static stop W.-Washer ····28. Washer (AN970-3, AN960JD10), or
5. Special washer 17. Pin PIN 206-011-859-101)
6. Nut 18. Crosshead 29. Bolt (IIIAS1303-13D thru -190)
7. liner 19. Knurled nut
8. Nut 20. Shim
9. Washer 21. Balance wheel
10. Pitch link 22. Pitch hom
11. Special washer (1'/111 206·011-820-101) 23. Spacer
12. Cupped washer 24. Control tube
10-4
TAIL ROTOR COMPONENTS
-,::.:.\--
--"-,.,----
PITCH LINKS
The aluminum pitch links are not adjustable. Inspect bearino for axial and radial play. The
maximum axial play is 0.020 inch (0.508 mm) and the maximlJm radial play is 0.010 inch
(0.254 mm). "
CROSSHEAD
The steel and cadmium plated crosshead provides a mounting for the outboard bearing of the
pitch links. Qhe hole in the center of the crosshead is tapered to prevent it from being
installed backwardS] .
KNURLED NUT
The carbon impregnated,tefion liner of the knurled nut has a maximum inside diameter of
0.640 inch (16.3 mm).
Shims installed between the balance wheel and knurled nut are used to ere load the liner'" I
,002 . .t\.s!just s~im. thickness to completely filLttl~9.§IJJ between the i9lJJ.rI~cl nut.and \:Lalan.c::e
-
Wheel,
. with the knurled
.
nut hand tight
' ........
.
BALANCE WHEEL
The balance wheel provides a means to dynamically balance the tail rotor hub and blade
assembly.
STATIC STOP
The steel static stop controls the flapping of tail rotor with the use of shims. ffi also holds
the pin in.that keeps the pitch change shaft rotating with the output sha:9
RUBBER BUMPER
Provides a bumper between the yoke and the static stop.
10·5
TAIL ROTOR BLADE - REMOVAL AND INSTALLATION
r; :,i LC::;~~~. ?' /-:., /;" t: },.u i if.. '.,:
.-
.'
,/
'\ ;:,'.../-
I
NOTE
&. ~~e in each iocation. s
I
1.Bushing
2.Hub
3.Washer (MS9482-12)
4.Washer (AN960-616)
5.Washer (AN960-616Ll
6.Washer (AN970-61
7.Bolt (20-057-6-34 or 20-057-6-36)
8.Bolt (20-057-6-34,20-057-6-36, 20-057-6-38,
or 20-057-6-401
9. Tail rotor blade
10. Bearing
11. Nut
10-6
!.
.,,-:-:-,; r;/ ...."";.-.-. ~..::.

·i/ "'7 / ::.'~"7
'1
o .-0,,1 .'-' '~,' ~,.: "'~:" ..J,! r;":~ :'[
~<'~(;'I·f ",;r'i«i ~';
<~.' -:-:_;' ~.r,

'-'-"'""'i/ ~/~~ '/
;'.:.... nry_-~' -':.:-~.'"-: ,;--' ;~'" /1 '~ ";~. ". ::/ 'f . /~t ~·"'.',i'~. '?e' ~'.--:,- -".'J/ ~~\ /
i"j j,-<;,~/ ~
...-;;;-,
~,,,,:/'./ ,.;::~ /;~'!.;',
";:..;/ .,~'-;.;; -?~:'!!'/'('7;'// /; ., ; - p"; ~.'"'j-( '/ :;. ,;/ :,~....-:--,.,..,-./
'" .-,--: . ~ ~,~ ~";:'-'" -':1 l(~-r -,r:'
<i ~.. '/ •. j
;'-r:1JI '~;I?":.i..s ~ ~.'If;./;/ ;-' ;';-:"';:'~:;' .I "'':? ';'/

. ;';,. ~?:~/
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r'// /.:;;'-7"/ ~"'/-:'j' (. W5:0' ,~"Y
.
,
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" .'
; ,-. -:4.:;, j?t/~,' )';;~,,? /;(, 1 '~''')7 v .,;r...,../:/Y ":':':;1;:'--;,::-
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'.:::;;- ,!r~.,:,-;,-::·>;~, " .j'•...,. [ .• 7f~/t -~l /?::" " (!; !-
;"'·~'7'?"'~';7_·' 'l./~-:".7C,/
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, 1-/ ·!I -.--/ --:"'7 -"" I
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if
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'f /~ ',/1; 1:,~. t~::~':
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F
-':i;' 7/'''' TJ"_!;r /:;. ~?-/:~' (J_(,.
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'7" ";-:-~;. .~::; ,,",.I:'~ ,,"
. "'7::' ." {j .'-'" ~ ~ . ~ ;~- ~'J..l
'-;;r-'~l ~~7 -r:-::;""') ......f:,- .", ': .-. ,'-'" y:'-",
.. "':~(I vy(' '-; ,.., ....;-1 .-,- J,'i:;://' -~ , , ' _~ I --:;' ___ > f ."
- . ;:f:;
1 --;,. / fl [ ... /' • ; , ,
./ I:': '-?./"·/C' ·."J:7/ j)-/:I "7/"',; 177 ':'.:/-'-"''';';~'- "r~? -r:- -r--r--,;~ ....:;'-:..-...'.-I---.'T-.,.---"o<.:."'~_ -~~"-----r-"-~.. ___ ~:t
' -,"".- --.,----...--'.
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l
r'-, ';> r"·' /7 )"'''.7
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--- ~
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'. I
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-
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,..- ?-~1 "
m7-:r>·Y'/.;-;~' .... 1'0/ .~/ ~,:.. ;-'o-~t

}---;:?- """',"",:"':. ~- ~ ~.~."", '-'''''.'!''-;'~/ '1t (- i' ;>--j-_"~ -,:::,0
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;"'-;0;.""-:/
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/ ." ;; '''-;
:;' .. ~
<D
// . ,j (_. '-;.
/ ;/ ,_ "I 1 ,/:C;)/:
.- ... ' ,5' -;
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I
lV'/::
(
:'77/ ~1
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'1
,l_1~·.~/ (- />7
..' :!~/>""1/
',,?',/'"
-:' .- >;;"'. ~""",.·,:i~/ J

;-~ ' /
,-'>'
" ~
..... / "
; --:-,;.
"
._/./":_:.;.:" ;.--",' . "''/ '-"'-""J
.v.:: 7 "'~J '~'1
-j.":; ,-:,' '\: 1i
., ,;- '·':'·· . 9. . )~'. .,,-" ~:')-.
-":,, 'j."'" ! -;
'-- '/
~ :, -§
(- '-:;/
~7,_,~i .- r_/ '--< --;'
'<; ,,~,- r __ '
/ J
";
F 'r-~·:~~:O/<· .' 'r' ~? /.,"
,<'., co"'/ /,-1:. ;I ,--_.-..../,;,-
TAIL ROTOR BLADES - REMOVAL AND INSTALLATION
YOKE
The aluminum forged yoke has four steel bushings in each tang.
The proper installation of the tail rotor blade retention bolts is with the heads outboard and
a special washer on both sides against the yoke. Addition washers are used to statically
balance the tail rotor.
When the tail rotor hub and blade assembly is installed, the data plate on the yoke shall face
outboard and the data plate on tail rotor blades shall face inboard.
PITCH HORN
The aluminum pitch horn must be installed with the stud for the pitch link on the leading
edge side of the blade.
TAIL ROTOR BlADE
The metal tail rotor blade assembly consists of a stainless steel shell reinforced with a
honeycomb filler and a stainless steel leading edge abrasive strip. Two sphericai-bearings
are installed in an aluminum alloy retention block to provide for pitch change movement of
the blade in the tail rotor hub. (/ ".' " ' J , ~ .. , ''''f
,'/'- ,~;...r- ,r,., •. , ,:;or:;- '-',1 .;..:
' :;--~., ",,/; , .' ,
Ii' ;/.','
/ ..
NOTES
/'.l'/ ,.....<. -/r - /',," 'i:j~- / /Ii. -? -' :-,',:' // , ':.:- ~, . -'~ r.,c ':, ..:~/--:;: f' ~~~.~
'/
/-...;-" }- /"-'/; ..0.:..:,:, v_;. _,:'!c.::.,:,; /\/~'~_'- h~L,-;/ "(cd '7'£~--.-: p."·o:~:".--.t'>
i",
l,,/.: .. -::';' v ;')"~"<-' .::<..// /~~:. i·.'f..~7 ;; ,'p';'! " /C, )

~ / ./ If.. /
,y.::... s ,.,..( . ,,;:"-,
'/
/1 _:'/ ' ,',
~'f~/:" """'?{
I oJ
-~.-::~..:. :'./~./'
'j
10-7
-~------------
TAil ROTOR HUB ASSEMBLY

3
4
2
;..-/:'.
c-/( p~~' ",
-
'"
'i~
,
',~ .
H'~ :,~v.~
L'" i.v. ,-.,'.
,.:"
.-,."".
12 i (.
I;:; ,
):,;, L
13
1--,--14
1. Pitch horn assembly 8. Thrust plug
2. Bushing 9. Trunnion
3. Balance weights 1 O. Thrust plug
4. Bearing housing 11. Insert
5. Needle bearing 12. Yoke washer
6. Seal 13. Washer
7. Shim 14. Tail rotor blade
10-8
TAIL ROTOR HUB ASSEMBLY
The delta hinged, tail rotor hub assembly is mounted to provide for automatic equalization
ot'thrust on the advancing and retreating blades.
DISSYMMETRY OF LIFT
The unequal lift across a rotor disc that occurs in forward flight due to the difference in
airflow over the advancing and retreating blades.
TRUNNION
The trunnion is master splined with a removable inner race. (The trunnion housing is epoxy
resin coated and has a removable needle bearing and single lip ~an:
NOTES
/.
/-t~,.r:>;. "'-_ .~ /I-~, ,_ .·h I. ttl . M ....
/ /
/f/" I "
/ ./
..
/~;~. ~'-"/-"/
'/
"
":. ,"
,'I, "'.-/
,.l::-", ;~, '~',.,,' [..:..

,r,. /,
'-'0.·', ." (/- • . / / . . . . ; ~! -~-,> ••
, .. ~
,.'
J.t-i~it~_, J/, 1_ •
I ' ; /,;'
' ./
j'" .I rJ -,,/.
/. ,',.
I ./ :/
:.- "', ': : ... ": .Iv', -' ,.
.1/ .,,
10-9
TAIL ROTOR HUB AND BLADES - STATIC BALANCING
Note
Index tools 1. 4. 7.10.11 and 12

with pencil or ink to keep too:s
aligned during balance procedu:-es
as shown.
I
-T101576·3 MANDREL
TI01576-21 SPACER
MS 134366 BALL
9-10 ,
®-a
I
~-9
SEE
DETA!L A_
1~""=:II1-i,+-MSZ9S61.113 PACKING
11
OETAILA REFER TO NOTE
1.3--
. -12
13
/,. Bulls eye level (810550) /9. Screw (NAS1351-4-S)

/2. Screw (NAS1351-S-16) 10. Spacer IT! 01544-5)
./ 3. Washer (AN9S0-S1S) .--'11. Mandrel IT! 0157S-3)
/4. Plug (T10157S-151 /12. Stand assembly (Tl0157S-7J
5. Tail rotor hub and blade assembly 13. Screw (NAS1351-4-16)
S. Lock (T! 01554-3) /'4. Extension (Tl01571)
7. Base (T10157S-13) 15. Plate (Tl0157S-19)
./ 8. Washer (AN9S0PD41S) IS. Washers IAN970-31
10-10
TAIL ROTOR HUB AND BLADES - STATIC BALANCING
Set up of balancer for the tail rotor requires that the spacer be installed between the mandrel
and ball bearing to increase sensitivity of balancer for tail rotor.
It is necessary to balance and to index all parts of tools to eac;h other prior to installing the
tail rotor on the balancer.
NOTE
Adjustment of c:hordwise balanc~Lwili also affect s.e.anwise balance. If necessary,

temporarily place washers on yo.ke to balance spanwise so that accurate .chordwise
readings may be obtained.
Use NAS1304-2H through NAS1304-8H bolts as required to secure weight/washer

combinations. Ensure a minimum of 0.250 inch thread engagement of bolt.
Balance assembly spanwise by using combinations of AN960-616, AN960-616L, AN970-6

and MS9482-12, washers on tail rotor blade bolts. As a minimum, one MS9482-12 washer
must be used under head of each bolt and nut.
NOTES
10-11
TAIL ROTOR BLADES
TRAlUNG EDGE
PLATE OR CORE
SPANWlSE SCRATCHES. ANY SCRATCH OTHER SCRATCHES. ANY SCRATCH WHICH

WHICH UES FROM 0' TO 15' SPANWlSE UES FROM 0' TO 75' TO CHORDUNE
ACCEPTABLE
IF SEAlED
0.53 ( 13 )-i-\
0.47 I~. 12 mm. I I
rr~---,,.-
",,:'
o L.25 IN.
(6.3mm) i
, MAX
1°
':--"~--:.:::..~;.:,~
I
!' .. ~
---~t.
INSPECT fOR
VOIDS BETWEEN
SHELL AND
o
1°
~~:~~DS
NOT
SHEll ---fj-;+- TIP BlOC)K BE1WEEN
ACCEPTABLE -;.-.~,-
1°
- - - -:.------------- ' RIVETS (5PLAC~:PBLOCK& SHell ---I\,- 10
I
TIP BLOCK SEE NOTE 0
~ c
DETAIL A
NOTES
;\
\\,'. Unmodified 206-016-201-001 and -107 blades have
2.
-
MS20426AD3 or MS20426B4 rivets installed.
Modified 206-016-201-001 and -107 blades [ 0.12IN.

(3.0mml
206-016-201-113 and -127 blades have CSR903B4
rivets installed. MAX
ACCEPTABLE
IF SEALED
0.23 IN ( 5.8 mm,1 __1

0.17 . 4.3
10-12
TAIL ROTOR BLADES
CLEANING
NOTE
The following cleaning procedure should be accomplished each week, or more frequently
if deemed necessary, to prevent corrosion, to extend tail rotor blade service liIe, and to
maintain enhanced visibility.
Wipe tail rotor blades clean with aliphatic naphtha or drycleaning solvent.
Wash tail rotor blades with cleaning compound. Rinse with clean water and wipe dry with
clean cloths.
Coat tail rotor blade surfaces with wax. Do not use silicone type waxes since they may
interfere with future repairs or refinishing.
WARNING
IF A CRACK EXISTS IN ANY LOCATION, THE BLAPE SHALL BE REPLACED. ALL DENTS
SHALL BE CLOSELY iNSPECTED FOR NICKS, SCRATCHES, AND CRACKS. iF NICKS OR
SCRATCHES EXIST IN DENTS AND iF TOTAL DEPTH IS IN EXCESS OF THAT PER-
MITTED, BLADE SHALL BE REPLACED. CORRODED OR DAMAGED RIVETS ON TIP
BLOCK END OF BLADE SHALL BE REPLACED.
NOTES
,
:; .. --/ ,.,,~'/ ;;~"I'; (1 . 1
- Ii
,.' ·f .' S ''I Ii

!
/:!" /; /., ... J -: :'~'~ y.
,
["':;>(C~;'/
10-13
TAIL ROTOR - DYNAMIC BALANCE
SEE
DETAIL A
DETAIL A
1. Tail rotor blade

2. Balance strip (masking tape)
113. Bolt
4. Washer
5. Balance wheel
6. Washer
7. Nut
10-14
TAIL ROTOR DYNAMiC BALANCE
NOTES
'/
j( ../,-. '-..-~ ,~.)';';;(;...
'/
I
10-15
···C::QWEIGHT ADJUSTMENTS
- l-f
2-~
'-5
II
I,
6~4
~-6
I "'---7
,
I
~
..../
i
~
9--+-+~.
1. Bolt
2. Washer
3. Bolt
4. Washers
,
,,
5. Pitch he,.c
6. Nut
7. Cotter pin
8. Bearing
9. Blade
10-16
COUNTERWEIGHT ADJUSTMENTS
The counterweight and friction adjustments shall be accomplished after tail rotor control
rigging is completed and helicopter is prepared for ground run-up and flight test.
Position helicopter into wind and operate at 100% N2. Place. edals in neutral position and
observe if pedals creep when not held by foot pressure. J1 s orwar ,
counterweight washers are too _heavy and shall be adjusted in accordance with t e
'maintenance manual.
CAUTION
TO PREVENT UNBALANCING TAil ROTOR HUB AND BLADE ASSEMBLY, MEASURE

EACH·' COUNTERWEIGHT WASHER AS IT IS REMOVED TO ENSURE AN EQUAL
THICKNESS AND QUANTITY OF WASHERS ARE REMOVED AT All FOUR POINTS ON
THE TWO PITCH HORNS.
NOTES
r,,
;,,.
i.,'/
?,"/l-:'
"
i'r:::v
...
-I c:..:-.. ~:..:.t.(.:'.
I>'
,
./Klf;t .
., -;'1 '
! J .. _./'[; h./;/ '; ~~/,i /i /; ;' j/J
--)
,/ /.
.; )'
;~: / ~ ;:c; i-~ ;,.,/.,1/..,
1
.j
(!
10-17
NOTES
10-18
TAil ROTOR GEARBOX AND PITCH CHANGE - SECTION 11
TABLE OF CONTENTS
SUBJECT PAGE
TAil ROTOR GEARBOX AND PITCH CHANGE . . . . . . . . . . . . . . . . . . . . . . . . .. 11-2
TAil ROTOR GEARBOX - EXTERNAL COMPONENTS . . . . . . . . . • . . . . . . . . .. 11-4
TAil ROTOR GEARBOX REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-6
TAil ROTOR GEARBOX MOUNTING . . . . . . . . • . . . . . . . . . . . • • . . . . . . • . . . 11-8
TAil ROTOR GEARBOX - SEAL REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . 11-10
TAIL ROTOR PITCH CHANGE MECHANISM ~~ ... ...... - ..................... .. .

, - 11-12
11-1
TAil ROTOR GEARBOX AND PITCH CHANGE
11-2
TAil ROTOR GEARBOX AND PITCH CHANGE
fThe tail rotor gearbox contains two spiral bevel gears that are positioned ninety degrees to
each othiJ The direction of drive is changed ninety degree, and there is a speed reduction
of 2.35 to 1.0 at the gearbox. The magnesium gearbox housing is attached to the tailboom
by means of four studs, nut.s, washers. and two dowel pins f()!...ali9!:lm~r:.t. The assembly
includes a breather-type filler cap, oil level sight gauge, and a combination electrical chip
detector antl self-closing valve. The self-closing valve makes it possible to check the electric
chip detector for metal particles without draining oil from the gearbox. it also serJes 3S a
drain plug for the gearbox.
The tail rotor pitch change mechanism mounts on the right side of the tail rotor gearbox.
Movement of the tail rotor control system is transmitted through the gearbox to the tail rotor
through the pitch change mechanism.
NOTES
J
l- "j /'/ ..~'_.--, j ,.f/.
!
,-
;> I f.:, ,-"
.-.-;0 £: t- ;.' , Ih<'
::> ~
~. "':; f If<,
:; j
11-3
TAil ROTOR GEARBOX - EXTERNAL COMPONENTS
1 . Tail rotor gearbox

J] ,U ,}.'-<~,
2. Cap
.j
3. Self-closing valve
( ' .• ' c . • ·
4. Electric chip detector
5. Sight glass
6. Cap assembly
7. Output shaft
11-4
TAil ROTOR GEARBOX - EXTERNAL COMPONENTS
VENTED FILLER CAP
The vented filler cap has replaceable, aluminum wool inside of the cap assembly. The
correct amount of aluminum wool is installed when the washer can be pressed down ().06_
inch from its normal installed position, released, and springs back to its original position.
ELECTRIC CHIP DETECTOR ASSEMBLY
One electric detector assembly is installed in the tail rotor gearbox. The electric chip detector
assembly consists of one self-closing valve and an electric chip detector ..
The self-closing valve, which automatically closes to prevent loss of oil when the electric
chip detector is removed for inspection, also serves as a drain plug.
SIGHT GLASS
The sight glass provides for visual indications of oil presence. Oil used for servicing will be
compatible with MIL-L-7S0S or DOD-L-85734. Do not mix oils. Capacity of the tail rotor
gearbox oil system is 0.38 U.S. Pints (175 ccl.
NOTES
.•-
i :.,. J1 /-r-z':.. /-~/;,::- _->;' .
./
?
-~ ..' ..,., , I
! { /'
::' ,!.':..;.;.,' ,,'--,~-=h~~' _=-/;".i" ::'.<~,,' ' .... I .;. -,L. ./t.
.F"' ./
'/~~~I ~ ;,~/. ,. ,-. .1

.,
'.: " .~,: j i ",;. ..,. .
_G, ,-........! :.~...:-.:. ,

".> ,w'- .
.<./",;.rw/'
./ / , . .
/~ /(;-*/1:- l /.
j~):'
?
: -':"i .:>-"'"
/.) .
,:.': )' / . /,
/ /
11-5
TAil ROTOR GEARBOX REMOVAL AND INSTAllATION
* TORQUE
50 TO 70 IN·lES SEE DETAIL A
15.65 TO 7.91 Nml
SEE DETAil S
18
~270-11
0.420 I I
INCH 16.86 TO 10.7 mmJ
'l
DETAil A
'~1~-~-8
1. Nut 12. Input pinion shaft 6

. 2. Thin steel washer 13. Nut ADJUST SHAFT
3. Beveled washer ..., 4.
Thin steel-washer TaJlTTAIN DIMENSION
4. Beveled washer 15. Beveled washers
DETAilS
5. Bolt 16. Disc pack
6. Slip adapter 17. Beveled washer
7. Pitch change levers 18. Bolt
8. Tail rotor gearbox 19. Drive shaft segment
9. Tail rotor hub and blades 20. Idler
10. Nut 21. Pitch change control rod
11. Steel washer
11-6
TAIL ROTOR GEARBOX REMOVAL AND INSTALLATION
After the tail rotor gearbox is removed from the tailboom, install T1 021 03 dehydrator on
gearbox.
NOTE
An appropriate logbook entry shall be made upon installation of dehydrator.
If the tail rotor gearbox is removed for extended maintenance, shipping or storage, perform
preservation (BHT-ALL-SPM).
NOTES
11-7
TAil ROTOR GEARBOX MOUNTING
.),;~,
(_.(,
" ,
\, l' £'~
... .../.'
,;
r.' i"""
_or- GEARBOX MOUNTING

HOLES (4 PLACES)
0.277 TO 0.283 INCH
17.04 TO 7.19 mml
DIAMETER
MAXIM~M ALLOWABLE
WEAR LIMIT: 0.287
INCH 17.29 mml
ALIGNMENT HOLES
CAST TAIL CONE
0.253 TO 0.255 INCH
NOTES 16.43TO 6.48 mml
DIAMETER
MAXIMUM ALLOWABLE WEAR LIMIT:
1. Clean machined surfaces with safety solvent. 0.259 INCH (S.58 mml
"'.\ 2. Apply one thickness of barrier tape to machined

\.. surfaces in contact with gearbox {see textl.
11-8
TAil ROTOR GEARBOX MOUNTING
NOTE
The top surfaces of the mounting points for the tail rotor gearbox, when barrier tape
(dissimilar metal tape) is installed, must be in the same plane within 0.002 inch (0.051
mm) and parallel within 0.001 inch (0.025 mm) across the diameter of the surfaces.
NOTES
.. '
11-9
TAil ROTOR GEARBOX· -- SEAL REPLACEMENT
TORQUE----------,
100 TO 150 FT-LBS
1136 TO 203 Nm)
SECURE WITH lOCKWIRE
IC-40S)
3
°16
17
1. Case
2. Output shaft
3. Retaining ring
4. Bearing
5. Packing
6. Cap assembly
7. Sleeve
8. Seal
9. Nut
1 o. Thin steel washer
11. Aluminum washer
12. Input pinion gear
13. Packing
14. Input shaft outer nut "TORQUE TORQUE ----~
15. Seal 360 TO 400 IN·LBS 50 TO 70 IN·lBS
140.7 TO 45.4 Nm) 15.65 TO 7.S1 111m)
16. Inner locknut
1 7. Lockwasher
18. Spacer
19. Packing
Apply sealant to outer diameter of seal prior to installation. Wipe excess sealant after installation.
Apply sealant to mating joint of nut and gearbox case after assembly. Smo.oth sealant.
Apply sealant to mating joint of cap assembly and gearbox case after assembly. Smooth sealant.
Apply sealing compound between input shaft nut and mating surfaces.
11-10
TAIL ROTOR GEARBOX SEAL REPLACEMENT
NOTES
r
):'.';'~~':I~"-· -
/ ./
/
11-11'
TAil ROTOR PITCH CHANGE MECHANISM
5
I Ii
~I
3
4 ~
..,/
2 /
1 --I
9
11--15
$--18
.11
10
$-16
®--17
1. Lever 10. Nut

2. Pitch change. mechanism 11. Washer
3. Trunnion 12. Washer
4. Boot 13. Bolt
5. Nut 14. Rod
6. Washer 15. Bolt
7. Housing 16. Washer
8. Control tube 17. Nut
9. Packing 18. Washer
11-12
TAil ROTOR PITCH CHANGE MECHANISM
The tail rotor pitch change mechanism mounts on the right side of the tail rotor gearbox, and
movement of the tail rotor control system is transmitted through the gearbox to the tail rotor
by means of this mechanism.
NOTES
./
//"-:--' /~'I-:
!
- /1/;>,.1"---
11-13
NOTES
11-14
Model20Gl COMP ONENT REPAIR AN D OVERHAUL
()~
\\. . .~._/"............ ...- ...- @
.. /
"
....
X:·····. '>
.. '
..
.-..,;......
~_ ..,.......
<:::, .....-~.....
@~ ....
....
Figure 2 7-45. .
- h change m echanzsm
Tail rotor Pltc (Sheet 1 of 2)
" ·..··--'-30-02
- - "£7
27-70
COMPONENT REPAIR AND OVERHAUL Model206L
1. Bolt 29. Bolt

2. Washer - Thin Steel 30. Washer - Stee I
3. Cap - Trunnion 31. Bolt
4. Fitting - Lubrication 32. Washer - Steel
5. Nut 33. lever
6. Cotter Pin 34. Nut
7. Washer - Thin Steel 35. Cotter Pin
8. Bearing 36. Nut
9. Trunnion 37. Cotter Pin
10. Seal 38. Nut
11. Soc'!: 39. Cotter Pin
12. Nut 40. Red Assembly
13. Washer - Aluminum 41. Pin
14. Fitting - Lubrication 42. Key
15. Housing 43. Spacer
16. Bearing 44. Shim
17. Bushing 45. Bumper - Rubber
18. Seal 46. Static Stop
19. Bearing 47. Pitch link
20. Seal 48. Wa'sher
21. Retaining Ring 49. Nut
22. Packing 50. Balance Wheel
23 .. Control Tube 51. Shim
24. Sleeve 52. Liner
25. Solt 53. Nut
26. Washer - Steel 54. Cross head
27. Bushing 55. Pin
28. Idler
., L206011-75-2
)
-,
,
,
/
FLIGHT CONTROLS - SECTION 12
TABLE OF CONTENTS
SUBJECT PAGE
FliGHT CONTROL DESCRIPTION . . . . . • • . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
COLLECTIVE PITCH CONTROLS . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . .. 12-4
COLLECTIVE PiTCH CONTROL RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-6
~ COLLECTIVE STICK AND JACKSHAFT .......................................... ".............. 12-10
CYCLIC CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-12
CYCLIC STICK AND TORQUE TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-13
CYCLIC CONTROL RIGGING . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . , 12-14
CYCLIC YOKE AND MIXING LEVER .. : . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12-15
ELEVATOR CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-17
ELEVATOR CONTROL RIGGiNG . . . . . . . . . . . . ""."" . . . . . . . . " .. ""." .. 12-20
TAiL ROTOR CONTROLS . " " . . . . . . . . " ... " . " " ... " . " .. " . " . " . " .. " ". 12-22
TAIL ROTOR CONTROL RIGGING . . . . . . . " ... " ... "."" ... """."" .. "." 12-24
TAiL ROTOR PEDALS AND ADJUSTER ""."""".""." . . . . . . . """"" .. ".. 12-26
TAIL ROTOR FRICTION CLAMP "" ... " .. " .... """" ... "." .. " ... " .. ". 12-28
12-1
FLIGHT CONTROLS
COllECTIVE
STICK
CYCLIC STICK
TAIL ROTOR CONTROL PEDAL ASSEMBLY
12-2
FLIGHT CONTROLS
The flight controls are mechanical linkages, actuated by conventional controls and used to
control flight attitude ancidirection. ~ syn_~broni2:~gelevator, mounted in the horizontal
sJ§.QWz.e.J:. is linked into the fore al1 d aft controls at tl1~ 9'c!ic torgue tub~ The controls are
r.outed Q~neaJb the Qilo!'i> .seat~aft oftiJe.ceoteJ.otthe helicopter and up to the cabin roof
throuBILtbe.control column which also serves as a primary cabin structure. Access panels
I~cated on the aft side of the control column are provided for control inspection and
maintenance accessibility. Cyclic and collective controls are routed to the main rotor blades
through the swashplate. The directional controls are routed through the tailboom to the tail
rotor. Fixed length control tubes and a minimum of adjustable tubes simplify rigging. All
self-aligning bearings and rod ends are spherical bearings and require no lubrication.
The cyclic and collective control systems incorporate hvdraulic servo actuators. t[be servo
actuators on the cyclic and collective incorporate irreversible valves which reduce control
force feedback. l.he tail rotor control system is not hydraulically boost~ §stallation of
counterweight washers on the pitch horns provides a means of balancing pedal forces. The
balance wheel installation provides a means to dynamically balance the tail rotor hub and
blade assemblyl
---
. NOTES
12-3
--------------------------
COLLECTIVE PITCH CONTROLS
1
, _"j.tA
il t
' •
/'tJ",J(
;~ll":
CYCLIC CONTROLS
{REF)
1. Bellcrank
2. Control tube
3 . .lackshaft
4. Friction knob
5. Trunnion lever
6. Support
7. Idler
8. Control tube [collective)
9. Control tube (cyclic)
10. Control tube [elevator)
11. Yoke
t\W§I Adjustable control tubes
12-4
COLLECTIVE PITCH CONTROLS
The collective pitch controls consist of a collective shaft, jackshaft, control tubes, belicranks,
and a hydraulic servo actuator. Movement of the collective stick is transmitted through
linkage and servo actuator to the swashplate collective lever. £s>lIective Ei!c)1 C-'1.ntro.l. is
.transmitted
.. ---
~- -to.the ..JlJC!,in.
-- r.Qtorc.ontroi by vertical movement of. the swashplate.
,- - '~-".-
NOTES
:;
(. .
I.: lit.· -y
F -/ , ..
(.··!l,(t.:./'u /0:.,./ ; /l.L A /i'l' i/ 1//. /£.4'.
j I /J j / J
,
~:v:/"fB
/
12-5
COLLECTIVE PITCH CONTROL RIGGING
CYCLIC CENTERING
1. Cyclic stick
2. Pivot assembly
3. Cover
4. NAS 1305 bolt
5. Friction adjuster
12-6
COLLECTIVE PITCH CONTROL RIGGING (Cont)
SEE OETAll E
/~ g--!~~ j!-t',.-,
SEE DETAil B
ir
CYCLIC CONTROLS
{REF!
--SEE DETAil 0
1. Bellcrank
2. Control tube
3. Jackshaft
4. Friction knob
5. Trunnion and lever
6. Support
7. Idler
8. Control tube (collective)
9. Control tube (cyclic)
10. Control tube (elevatorl
11. Yoke
j; ... (]" . . -,.-; i'.'V

3
.,:,\~
/i,. j"
/I j
@M Adjustable control tubes
12-7
COLLECTIVE PITCH CONTROL RIGGING (ContI
"'#--14
2.40 IN. i
(S1.0mm) J
DETAil C
. ~~I=--·
~ .......,
DETAIL A 13
STOP SURFACE ON BELlCRANK

TO BE AGAINST STOP SURFACE
'r ON SUPPORT
16
15
8
STOP SURFACE DETAIL D
(HIGH COLLECTIVE)
STOP BOLT IN BEllCRANK TO
MAKE CONTACT WITH STOP
• StlRFACE ON SUPPORT
DETAil C ;,.;~
12. Collective stick
13. Seat
14. Rigging tool (T1020191
15. Support
16. Bell crank
17. Stop bolt
18. Servo actuator
12-8
COLLECTIVE PITCH CONTROL RIGGING (Cont)
LINK
!
2 ..12 ± 0.03 IN . (HIGH COLLECTIVE)
____'L (53.S±O.Smm)
•
2.25 ± 0~03IN. (LOW COLLECTIVE) REF
CONTROL TUBE ").,~=::!§~=!§!::~ ___L 157.1 ± 0.8 mml
, (SPOTFACE
) .' ----- - - - MACHiNED SURFACE)
\ /.r-
<~~;~>~y
SWASHPLATE SUPPORT
BElLCRANK
-i:::- --....;/
DETAil E
19. Collective lever

20. link
NOTES
/1 j~.;.;' IL ..c
j
" 1; . :. .
" /."' ...... ,I; :,'v':
,
-:........:,., I...{ 1;(, (~'~u..:.,-.c.:,~. .'1
( ".-,.-' )
:;'/_f
i /
' • .A ;,~..:r-/ J;., ,j
", ~ j,-, -;; .- /'

i . 'J;;~J/_I'
,!
j " <' ~/,.
.;1.,;", i,_.j., /; 7:-' /. ..:

I. -) / ~--::-".
12-9
COLLECTIVE STICK AND JACKS HAFT
Bl
2.50
IREf)
I
SEE DETAIL A DETAIL II LOOKING AFT

~ __ (g:~~~ mm)
DETAIL A
see DETAil II ---"":--

1
"
;),/ "~' ("-
1. Collective stick
2. Friction knob
3. link
4. Throttle arm
5. Clamp
6. Support
7. Bearing
12-10
COLLECTIVE STICK AND JACKSHAFT
The collective stick, installed left of the pilot's seat, extends upward and forward through
a flexible cover. The stick incorpo\ates a t~is_t.g!lP.. for operation of g~~.QroducEl.~ contr()ls.
Switches. are installed on top of stick for starter, N2 governor rpm, landing light, and idle
stop /releCl.se. - .
•
The collective jackshaft provides a mounting point for the collective stick. Also, an
adjustable friction bearing mounted on the jackshaft allows the pilot to adjust friction for his
own requirements. ~ minimum friction adjustment clamp, located at the left end of the
jackshaft ensures that the collective stick will always have a preset minimum frictioB
NOTES
V
I, " ~
",' ?
.r>, -"
., .
'.'- '.-',
{...c .. :1 ...
'--/
/ c
:/ ..•."'.
f..-.;[~-, . . ._>
- • .~ (".:. ,£-.:. .' c, ,•••..• "

./. --:.i.
.,
(.-l/o,,>,,: :,~ , J~. '-'
12-11
CYCLIC CONTROLS
"
tl~====c6~»-----ri
b::J 9.420 TO 9.450 IN.
(239.3 TO 240.0 mmi
""''-/.... Ir___ ~t (MACHINED SURFACE)
DETAIL A
lOOKING AFT
/:~.I.-'!~>-->
I
1. Swash plate
2. Control tubes
3. Sellcranks
4. Control tubes
SEEDETAILF
5. Mixing lever
6. Eyebolt 3
7. Balancing spring
8. Yoke
9. Torque tube
10. Cyclic control stick
17
(REF)
//
//
7
DETAILS
SEE DETAil 0 ~ Adjustable Control Tubes
SEEDETAllC
SEE DETAil S
12-12
CYCliC CONTROLS
The cyclic controls consist of a control stick, torque tube, yoke, hydraulic servo actuators,
control tubes, and bell cranks. Movement of the control stick is transmitted through linkage
and the hydraulic servo actuators to the swashplate where the rotating controls to the main
rotor are activated. Servo actuators are incorporated to reduce:the effort required for control
and to reduce main rotor feedback forces.
CYCLIC STiCK AND TORQUE TUBE

The cyclic extends upward and forward from the front of the pilot's seat. Switches are
installed on the grip for the.intercom system and radio.:.. The torque tube connects to the
cyclic stick support and provides a mounting point for the elevator controls.
NOTES
!-.;, I
-co
.".,.< .~.",~._r,..-!,- ~.",/~.~ .',,;..~ ...., ",.<-'e. /,:"c J,'r:' t'/,-, /;,..;.,:(,
--/' I
/:;~./ /1.. : I '-.':
;- . j
I i' J ,i;.,;--;../
12-13
CYCLIC CONTROL RIGGING
.,
11---15 v
14
0'
11 ---Ull 12
(SEE CAUTION)
DETAil C
li--17 1
5.385 IN. 1136.8 mml
18
S.41SIN. (137.5 mmJ
!
DETAIL E
19 DETAil II
! CAUTION!
2
REMOVE NAS 1305 BOLT AFTER

APPLYING MAXIMUM CYCLIC FRICTION
11. NAS 1305 bolt

12. Cover
13. Support
14. Servo actuators
15. Rigging tool
16. Bellcrank
17. Control tubes
18. Cyclic stick pivot
19. Friction adjuster shaft
12-14
CYCLIC STICK AND TORQUE TUBE
~. ---.
~~-.~::-' ~.
"- :~ .... _---
5 --'-----L_ •••_ ----'__
. . -..--.. ---
:-J
-:-
--- ---~
'--
'J--7
/~·,-o';;"/:'-'__ .'·'~I .")"" /1
7
/ / ._; !~"-c:y. /,( ?'! . ,
1. Cyclic stick
:::.11// (./11. % /ri C i, _
2. Right yoke
3. lever assembly
4. 'Split friction bearing
5. Retainer
6. Washers
7. Pivot support
9
8. Cover
9. Knob and shaft
12·15
CYCLIC YOKE AND MIXING LEVER
. SEE llETAIL A
I .-
I,,",
/
") ,. I "',,: ;I-/..
II 'I
1. lever assembly
2. Right yoke
3. Control tube 10 .... 9
4. Collective trunnion and lever 8
5. Mixing lever
6. Left yoke
7. Balance spring
8. Bracket
9. Eyebolt NOTE
10. lever assembly
~ Adjustable control tubes.
12-16
.CYCLIC YOKE AND MIXING LEVER
120-0Q3..16-9
SHIM
1. Clevis 5. Shim
2. Thrust washer 6. Nut
3. Bushing 7. lever
4. Slotted thrust washer 8. Bearing
3
4
206-001.062 206-001.0&7 ADJUST SHIMS lSI. AS REQUIRED.
00 0.65/0.68 00 0.75/0.75 ·TO INSTALL COTTER PIN. iI
TORQUE NUT (6) TO OBTAIN 2 .: I
DETAIL A DETAIL B
T04;INCH·OUNCES 10.014 TO 1/
TYPICAL 3 PLACES 0.028 NEWTON·METERS) ROTAnONAL
FORCE BElWEEN ClEVIS I' I AND
LEVER 17) AND BElWEEN BEARING
IS) AND !.EVER 171.
The cyclic system yoke extends aft from the cyclic stick support and torque tube. Move-
ment of the cyclic stick is transmitted through the yoke to the mixing lever. The mixing lever
then tral lSi i ,ltSthis cyclic movement· to the swashplate through mechanical linkage and the
servo actuators.
NOTES
12-17
REV A TOR CONTROLS
1. Cyclic torque tube

2. Control tube
5
5
3. Bellcrank
6 7
4. Control tube
5. Spacer
6. Eyebolt
7. Bolt, washers,
nuts, and cotter pin
1
DETAllA
- ADJUSTABLE CONTROL
TUBE ASSEMBLY
NOTE
Control tube (2) incorporates

a shear pin (MS204701l3).
4
3
DETAIL B
I
\!i
\~
12-18
REV ATOR CONTROLS
The elevator controls consist of a stabilizer, elevator, supports, bellcranks, walking beam,
and control tubes. It includes the interconnect linkage from the forward and aft cyclic
control torque control tube to the elevator horn. Also, a shear pin is installed in the tube to
safeguard th~ cyclic controls in case of jammed elevator controls.
NOTES
12-19
ELEVATOR CONTROL RIGGING
8. Walking beam
9. Support
10. Control tube
11. Bellcrank
,. 11)
,", 11 SEEDETAllC
: I
;';1 WASHER
"
"
/I BOLT MAY 8E
"
/I
... ~,....!~\
INSTALLED FROM
EITHER SIDE
•.t!···· "
::':;'~".::.... ...•1J::l~
. ". .).}"~{<:'.'<"~. TYPICAL ROO ENO TO 6ELLCRANK
INSTALLATION
·····~·J...~~:~l~:: DETAILC
12-20
ELEVATOR CONTROL RIGGING (Cont)
14 13
7 15'1
6 15 'i
15 iT AJL8oor-,1
SECTIONE·E
17
~ ADJUSTABLE CONTROL
~ TUBE ASSEMSL Y
SEE DETAIL 0
SEE SECTlOIII E-E
SHO~Te:NING THIS TUBE WIll

INCREASE ELEVATOR TRAVEL
~RIGHT
~(SIOE)
! - - - - 5 . 3 1 1111. (135"'''')-_ _ _ 1
'1.00 IN.
STARTING O'M.
Hi 125.4 mrn) 11
FLATS MUST S£ IN
LATERAL POSfTION
STA 209.94 RtF'
OETAILD
f31.7mm)
MAX
12. Elevator horn
13. Elevator 15. Control tube
16. Bel/crank
14. Stabilizer
17. Control tube
12-21
TAil ROTOR CONTROLS
6
/-1
,I,
SEe DETAil H
111
SEE DETAil C
ANDG
11
B
1. Pedal assembly 7. Walking beam
2. Pedal adjuster 8. Control tube
3. Control tube 9. Tail rotor hub and blade
4. Bellcrank 10. Crosshead
5. Control tube 11. Walking beam
6. Support
12-22
TAil ROTOR CONTROLS
The tail rotor controls include the pedal control assembly, pedal adjuster, control tubes,
bellcranks, damper assembly, and a pitch control mechanism mounted through the tail rotor
gearbox shaft. Movement of the pedals causes a corresponding pitch change in the tail rotor
blades to offset main rotor torque and to control the directional heading of the helicopter.
NOTES
<
12-23
TAil ROTOR RIGGING
ROD END
"" ~WASHER 3
!L.. _
~
COTTER BOLT MAV BE
PIN-......... • -- ~ IN$T ALLED
i FROM EITHER
____ , $IOE
,-it-_m-- --1-
SPACER~
'" ;~
;,,_c
" - - BELLCRANK 1.4SIN. (37.1 mml
DETAil A
TYPICAL ROO END TO I--- ----'j --L
BELLCRANK INSTALLATION
ROOR OF HEUCOPTER
DETAilS
PROPELLER PROTRACTOR
O~ EQUIVALENT 15
.t 0.285 IN. (7.24 mrn)
TO
0.315 IN. f8.00 mm)
n01740 16
RIGGING 17
TOOL OR
WORKAID
DETAllD
DETAIL C
24 25
18 19
19
12
DETAllF
VIEW LOOKING AFT
12. Control tube 19. Control tube

22 21 13. Bellcrank 20_ Bellcrank
14. Rigging tool (T1017401 21. Clamp
DETAILE
VIEW LOOKING UP 15. Control tube 22. Control tube
16. Rod 23. Damper
~ Adjustable control tubes 17. Sellcrank 24. Support
18. Screw 25. Floating bushing
12-24
TAIL ROTOR RIGGING
5
FLAPP!NG
ALIGNMENT
5.0 IN. 1130 mml

WORKAID I
i © i
HORIZONTAL~§~~~~$;::J
WlTHINO.5
I. 0.040 IN. 11.02 mml MINIM"JM
0.070 IN.11.7Smml MAXIMUM
DEG
DETAILG
DETAlLH
~ 12
® I
26. Weight assembly

26
DETAILJ
12-25
TAil ROTOR PEDAL AND ADJUSTER
. c.f
.," ., 1
SEE
1. Pedal
DETAil A 2. Knob
5 3. Support
4. Filler pad
5. Clevis
6. Control tube
7. Washer
8. Bellcrank
7 3 2
DETAil A
i 2-26
TAIL ROTOR PEDAL AND ADJUSTER
The pedal assembly provides a means for the pilot to control the tail rotor assembly. The
pedals can be positioned, as desired, by means of the pedal adjuster.
NOTES
12-27
TAIL ROTOR FRICTION CLAMP
ANTI TORQUE
SUPPORT
INSTALL SCREW (8) AND

NUT (5) WITH NO TENSION.
REFER TO RIGGING
INSTRUCTIONS.
3
= ,
I.,L"·
Y - - - 'I '.
c, _\
L:-- 6 5
1. Bellcrank
2. Pin
3. Spacer
4. Clamp
5. Nut
6. Washer
7. Washer
8. Screw
12-28
TAil ROTOR FRICTION CLAMP
NOTES
12-29
NOTES
12-30
HYDRAULICS - SECTION 13
TABLE OF CONTENTS
SUBJECT PAGE
HYDRAULIC COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13-2
HYDRAULIC SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
HYDRAULIC RESERVOIR . . . . . . . . . . . . • . . . . . . • . . . . . . . . . . . . . . . . . . . . 13-4
HYDRAULIC PUMP . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13-6
HYDRAULIC FILTER AND ELEMENT . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
HYDRAULIC SOLENOID AND RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 13-10
SERVO ACTUATORS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 13-12
13-1
HYDRAULIC COMPONENTS
1. Manifold
2. Servo actuator hose assembly
'·3. "Qu;ckoisconnect coupling - outlet
4. Quick disconnect coupling - inlet
5. Filter assembly - return
6. Filter assembly - pressure
7. Relief valve
8. Solenoid valve
9. Reservoir
10. Pump
11 . Tachometer generator
13-2
HYDRAULIC SYSTEM DESCRIPTION
The hydraulic system provides fluid to operate the cyclic and collective flight control servo
actuators.
Operation of the system is electrically controlled by means of the hydraulic system switch.
When the hydraulic system solenoid is de-energized (switch on), the pressurized hydraulic
fluid flows to the three servo actuators. When it is energized (switch off), the pressurized
hydraulic fluid flows to the reservoir and bypasses the three servo actuators. In case of a
total electrical failure, the system is fail-safe O~. Hydraulic fluid is MIL-H-5606. There is
no hydraulic pressure indicator in the aircraft. iThe hydraulic system has no cooler, system
is cooled by continuous fluid flow through the 'systeffi./
~
.
Bleeding the hydraulic system may be accomplished by means of a hydraulic test stand or
by helicopter operation.
To bleed the system with a hydraulic test stand, connect stand to helicopter. Set hydraulic
test stand pressure to/! ,000 psi with 2.8 gpm flow. Slowly move pilot's cyclic and
collective controls through full travel. Repeat a minimum of 10 times to bleed air from
system.
To bleed the hydraulic- system during helicopter operation, start aircraft and operate at flight
idle. Slowly move pilot's cyclic and collective controls to allowable limits for ground
operation. Repeat at least 10 times to bleed air from system.
Components of the hydraulic system are:
a. _ Reservoir
b. Pump <':--:'" ';.-j'- r~1
-c. Return filter assembly
d. Pressure filter assembly
e. Solenoid valve
f. Relief valve
g. Servo actuators
h. Outlet quick disconnect coupling
I. Inlet quick disconnect coupling
J. Hoses and tube assemblies
NOTES
13-3
HYDRAULIC RESERVOIR
1. Screen
2. Cover
3. Strainer
4. Gask~t
5. Reservoir
6. latch 1---2
7. Packing
8. Sight plug
'..--)---3
l----4
5
6 --+-!
13-4
HYDRAULIC RESERVOIR
The magnesium alloy hydraulic reservoir and cover are mounted on a brace and support for-
ward of the main transmission and above the hydraulic pump. The hydraulic reservoir is
vented to atmosphere through a screen in the filler cap.
To service the reservoir, remove a safety pin (not shown) from latch and lift cover. Pour
hydraulic fluid through screen which will filter particles down to 0.0035 inch. The reservoir
is full when the sight glass is compiete.ly full.with hydraulic fluid .. Close cover and reinstall
safety pin into latch.
NOTES
Jt 1;,u,4" t...e: ~ =-d w...& '! 07?,<{bc,....
~~lmL~~\~::t.r*.
13-5
HYDRAULIC PUMP
c~-6
1. Inlet port hose 6. Rotor tachometer generator

2. Hydraulic pump 7. Gasket
3:-Check valve -00"8. ""Seepage drain port plug
4. Case port hose 9. Outlet port hos"
5. Gasket
13-6
HYDRAULIC PUMP
The variable delivery, self-lubricated hydraulic pump, mounted on and driven through the
rotor tachometer generator, is designed to operate continuously and to provide a rated
discharge pressure of 1,000 + 25 psi. The pump contains four marked ports: inlet, outlet,
case and seepage drain. Rotation of the pump is counter clockwise when viewed from the
dr}ve end. The pump has an integral Rressure reaulator whichisno·tadjustable.lfl the field .
.. ~.-~,- ----- . ' -
To perform an operational check of the hydraulic pump, remove plug from test port of one
servo actuator and connect a calibrated pressure gauge having a "LlL'L..5llQ psi range.
\Ground run helicopter at flight idle rpm1. Check indication on calibrated pressure gauge,
pressure should be 1,000 ± 25 psi. .
NOTES
!id //1 ttf£ JIlt tit &~ tn/PI-s·;: fc2s-/..£.r. /I,', --. dkk 1 C7"
t {;kJ, f }"j,1!.rh
c..
IW ~. at I !/d! JA vLd t? k f'41=4'4.1'
&p." t'4lAA f!w..,t,t.,." ~ .,.; jlJW( ~M441h I /t, /?/it,
>.
13-7
HYDRAULIC FILTER AND ELEMENT
I
0-11
I
13
TORQUE
20 TO 60 IN-LBS
12.B6 TO 6.7B Nml
1. Coupling 8. Filter body

2. Coupling half 9_ Packing
3. Packing 10. Backup ring
4. Byp ass valve 11. Packing
5. Red indicator button 12. Element
6. Packing 13_ Filter bowl
7. Union
13-8
HYDRAULIC FILTERS
Both hydraulic filters incorporate a 70 psid, red indicator button, which are installed on a ~
bracket on the forward right side of the cabin roof near the main transmission. One filter is
installed in the pressure line and the other in the return line. The return line filter incor-
porates a bypass valve, which serves to prevent over pressurization of the return system if
the filter element in the return line becomes clogged, it will open when pressure drop across
the filter element increases to 100 ± i 0 psi. When the pressure decrease to 65 psi
minimum, the bypass valve will close. Therefore, if the filter element in the return line
becomes clogged, the bypass "Valve will open and allow fluid to bypass the filter and return
to the reservoir. The hydraulic pump has an internal ressur pensator which will
prevent application of excessive pressure 0 t e liter in the -pressure line; therefore, no
bypass valve is required in the pressure line filter, The hydraulic filter element functions at
-high pressure over a wide temperature range. When the red indicator button on return line
filter rises, inspect, clean or replace hydraulic filter element.
The filter, a 10 micron cleanable element, can be cleaned using hydraulic fluid, solvent,
safety solvent, turbine fuel, or a 112 percent liquid detergent and water solution. -
NOTE
-
Hydraulic filter elements are field cleanable at least three times.
'
Backflush element during cleaning procedure with one of the above mentioned fluids. Dry
element using filtered air at 80 to 95 psi.
NOTES
i?dUfn (a1bd.< J'(f'£iry iJ,f'" I"J;~ )o!S.j'.J)
I tI
13-9
HYDRAULIC SOLENOID VALVE AND RELIEF VALVE
1. Relief valve
2. Cross
3. Solenoid valve
4. Body
13-10
HYDRAULIC SOLENOID VALVE AND RELIEF VALVE
,;,.- .:.,~
.:.,..
'.1 '-;
\~V .
V·
1. Relief valve
2. Cross
3. Solenoid valve
4. Body
13-10
HYDRAULIC FILTERS
Both hydraulic filters incorporate a 70 psid, red indicator button, which are installed on a
bracket on the forward right side of the cabin roof near the main transmission. One filter is
installed in the pressure line and the other in the return line. The return line filter incor-
porates a bypass valve, which serves to prevent over pressurization of the return system if
the filter element in the return line becomes clogged, it will open when pressure drop across
the filter element increases to 100 ± 10 psi. When the pressure decrease to 65 psi
minimum, the bypass valve \'liill close. Therefore, if the filter element in the return line
becomes clogged, the bypass valve will open and allow fluid to bypass the filter and return
to the reservoir. The hydraulic pump has an internal pressure. compensator which will
prevent application of excessive pressure to the filter in the pressure line; therefore, no
bypass valve is required in the pr.essure line filter. The hydraulic filter element functions at
high pressure over a wid'e temperature range. When the red indicator button on return line
filter rises; inspect, clean or replace hydraulic filter element.
The filter, a 10 micron cleanable element, can be cleaned using hydraulic fluid, solvent,
safety solvent, turbine fuel, or a 1/2 percent liquid detergent and water solution. -
NOTE
Hydraulic filter elements are field cleanable at least three times.

----------
Backflush element during cleaning procedure with one of the above mentioned fluids. Dry
element using filtered air at 80 to 95 psi.
NOTES
Jif'&"If iJ'r [~",~ -;> )p I s·T j)
fJ
13-9
HYDRAULIC SOLENOiD VALVE AND RELIEF VALVE
V' Q
2
~, ~
t
4
1. Relief valve
2. Cross
3. Solenoid valve
4. Body
13-10
HYDRAULIC SOLENOID AND RELIEF VALVE
The solenoid valve, incorporated in the hydraulic system to turn the system ON and OFF, is
installed forward of the transmission in the center of the work deck area. The solenoid valve
is normally open; and when the HYDR SYSTEM circuit breaker is in and the HYDRAULIC
SYSTEM switch is OFF, electrical power is applied to the solenojd which closes the valve and
removes hydraulic pressure from the three servo actuators
The relief valve, which is installed forward of the transmission in the center work deck area,
is incorporated in the hydraulic system to control excessive system pressure. It is normally
closed; but if system pressure should exceed the normal pressure of 1,000 psi and increase
to 1,225 ... 150 psi, it will open to protect the system from damage.
NOTES
-. ) S· - ) /3 75
13-11
SYSTEM CAPACITY 65 CUBIC INCHES (1100 CUBIC CENTIMETERS) en
RESERVOIR CAPACITY 40.0 CUBIC INCHES (655 CUBIC CENTIMETERS) m
RESERVE CAPACITY 24.3 CUBIC INCHES (398 CUBIC CENTIMETERS) ::XI
OPERATING PRESSURE 1000 PSI (6895 KPa)
OPERATING TEMPERATURE -65°F to 160°F o<
(-54°Cto 71°C) ):>
HYDRAULIC FLUID MIL-H-5606 o
SEE DETAILB n
-I
c:
SEE DETAIL B ):>
-I
-15
15 o::XI
5 en
7
D
o
Do o
o o o
8
~
CYCLIC COLLECTIVE
w
, CYCLIC
--' 13 I SEE DEl AIL A DIFFERENTIAL RELIEF VAL.VE

N
9
LEGEND: TEST PQ..fTI
1"4 PRESSURE..-
RETURN -=-::J
10 SUCTION ..........
HOSE' ==
~~Jil
11 --) 8 r .
,t 1. Reservoir
V"l"" 2.
3.
Screen vent
Scupper drain
PRESS
RETURN:::::: ; n' ,
4. Internal baffle·
-- I 5. Quick disconnect coupling
PRESS~
I@CYLINDER.[j'CYLINDER
PRESS"· I
6. Return fliter . SEQUENCE VALVE
7. Filter by-pass relief valve
CHECK VALVES
8. Differential pressure Indicator
RETURN RETURN INPUTFROM
9. Check valve -
PILOTFLIGHT CYLINDER
10. Pump
CONTROLS OUTPUT
OE·ENERGIZED - ENERGIZEO- 11. Pump seal drain·
SYSTEM ON SYSTEM OFF 12. Pressure filter
:;OLENOID VALVE SCHEMATIC 13. Relief valve SERVO ACTUATOR-TYPI'CAL
14. Solenoid valve
DETAil. B
DETAIL A 15. Cyclic servo actuators
16. Collective servo actuator
! ! ( , I !', I \ ( (\ ( ) ( ,\ I ( I ' (
/
• J SERVO ACTUATORS
The servo actuators in the cyclic and collective systems incorporate irreversible valves. In
case of hydraulic pressure loss to a servo actuator, the pLuI1ger io ..tbe_s.eque.o.c.e valve is
pushed up by the lower spring and poppet valve; the upper spring holds the valve seatdolr'n.
This action closes the hydraulic return port and maintains .irreversibility independent of
hydraulic system pressure. The pilot is provided with safe control of the helicopter even
though hydraulic pressure is lost.
The sequence valve also serves to rE;lljeveJhermaUlJ:.e>:;su[\3buildup should this occur while
the system is ina_ctive. The sequence valve would normally be closed when system pressure
is less than 100 - 188 psi. If internal pressure builds up, the vaive seat is pushed up
compressing the upper spring. The poppet valve on the lower spring is prevented from
following by an internal obstruction. in the valve.
The differential relief valve serves to relieve pressure buildup which could occur when the
pilot valve is centered with both return ports closed. The system also incorporates a backup
valve which serves to function as an emergency valve in case the normally operated pilot
valve seizes by preventing the loss of control. The valve is preloaded to the center position,
and a force of 30 to 50 pounds shall be required to override the preload force throughout its
stroke in each direction.
NOTES
,:::::.- I r ("-
i
r' .(
.""'-. -,
..
,
I); )/~. --.. ~! : ~ ,:~' ' \I ; ..(. ...~ ~.-) . ';'- --.' ., -_ .. .-c-,'
,
, \
~ I
I
\ 1, ) I
\ I I j ! I I
I ~ I I iI ,I I
i -~ 1~1 -=-t. b I I I
I I
I
T
I.· W
13-13
NOTES
-----:-------'-------------
13-14
SERVO ACTUATORS CONT'D
__ .NO VALVE HEAD ASSEMBLY
The valve assembly consist of an input drive rod, a servo valve spool, a by-pass valve spool,
a by-pass valve sleeve, and preload springs for the by-pass valve.
SERVO VALVE
The servo valve is a closed-center, four-way valve, i,e., with the valve spool in neutral, there
. shall be no flow out the return port except the leakage specified. Pressure pnderlap shall be
0.0005 to 0.0015 inches. Return overlap shall be 0.0015 to 0.0025 inches.
SERVO VALVE SPOOL TRAVEL
Total servo valve spool travel from the neutral position shall be ± 0.015 to 0.0175 inch.
Total travel at the point of pilot input from the valve neutral position shall be ±0.030 to
0.035 inch.
SERVO VALVE OPERATING LOAD
The maximum breakout force reguireq at the pilot input point to operate the servo valve
'mder flow conditions with the normal operating pressure sllall not exceed 10 Q.Unc~s. This
:.:tuirement shall also be met after the cylinder has remained static for a period of 5 minutes
ouring which time normal operating pressure have been maintained.
BY-PASS VALVE
The by-pass valve is a closed center,-three-w<'iY valve, i.e., with the valve spool in neutral
there shall be no flow to Jhe cylinder ports.
BY-PASS VALVE SPOOL TRAVEL
By-pass valve spool travel shall be as short as practicable but sufficient to flow 8 cubic
inches per second with 50 psig maximum pressure drop with input lever against stop. With
the servo valve locked in opposite extreme pOSition, bypass spool travel shall be sufficient
to let t~le input lever bottom against its stop without loading any of the linkage or internal
valve parts.
BY-PASS VALVE PRELOAD fORCE
For the -3. -5 and -101 actuators. a force range of 15 to 30 pounds applied at the input \ '1
lever shall be required to override the preload force of the by-pass valve. The force required .!
. to fully open the by-pass valve shall not exceed 35 pounds. The by-pass valve shall return I
to center position (by-pass closed) when the force on the input lever is reduced to 8 pounds. I
-- 4
13-15
SERVO ACTUATOR DRAWING
_,/- oct
~
~.'V,/ ),,0 ,
~\iJ'"\",..
Return "" Pressu Port '/)iit"'l.;.,t Q.'£'-'/ "-,,,,~.,
1,::::::~iI:!i--t---1r----+-----=~ (y.- g.ef:>t; g.95'~·S;:;:'6.
4~ v.&". ~~ f. so;: ~--.
().u,i J<.....,IO "'" I
~«<.'(I.. u,:,if'4 iJ.....It. fJ-«d.,'fj 1 - .

tJ '''' I'. S·J. . (,. a.4
(f ';1".'0/ 'I-.t-
t7~f.~';:·~ .
4--7-_-+--;._ _ _ ...L-l-T est Port
o 0
13-16
ALLISON 250C-30P ENGINE - SECTION 14
TABLE OF CONTENTS
SUBJECT PAGE
ALLISON 250-C30P TURBOSHAFT ENG!NE .. .. . .. .. .. . . . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .... 14-3
COMPRESSOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . • . . . . . . •. 14-6
COMBUSTION ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14-9
N1 POWER TURBINE GEAR TRAIN 14-10
N2 POWER TURBINE GEAR TRAiN 14-11
TURBINE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . • • . . • . . . . . . . .. 14-12
ACCESSORY GEARBOX ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-12
TO RQUEMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14-14
BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
AIRCRAFT OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20
'oIL COOLER AND TANK ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14-22
ENGINE OIL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14-23
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . • . . . . . . . . 14-23
ENGINE OIL COOLER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14-23
ENGINE OIL COOLER BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 14-23
OIL FILTER ASSEMBLY 14-23
ENGINE FUEL SYSTEM 14-24
GAS PRODUCER CONTROLS 14-26
14-1
ALLISON 250C-30P ENGINE - SECTION 14
TABLE OF CONTENTS (Cont)
SUBJECT PAGE
START DERICHMENT ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14-27
IDLE SPEED ADJUSTMENT . . . . . . • . . . . . . . . . . • . . . . . . . . . . . . • . . • . . . 14-27
ACCELERATION ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . 14-27
N2 DROOP COMPENSATOR CONTROLS . . . . . . . . • • • . . . . . • . . . . . . • . . . . 14-28
DROOP COMPENSATOR . . . . . . . . . . . . . . . . . . . • . . . . . . . • . . . . . . . . . . . 14-29
N2 DROOP COMPENSATOR CONTROL CHART ... '. . . . . . . . . • • . . . . . . . •. 14-34
POWER ASSURANCE CHECK CHART . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . 14-35
POWER ASSURANCE CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 14-36
.14-2
ALLISON 250-C30P TURBOS HAFT ENGINE
14-3
ALLISON 250-C30P TURBOSHAFT ENGINE
The Allison 250-C30P engine consists of a compressor assembly, combustion assembly, tur-
bine assembly and an accessory gearbox assemblv. The engine is rated at 650 shaft horse-
power (shp). The engine is an internal combustion engine. Air is deliveredTrito-the compres-
sor assembly which contains a rotor assembly that pressurizes :the air. This pressurized air
is delivered to the combustion assembly through two compressor air discharge tubes. A fuel
nozzle sprays fuel into the combustion liner. This fuel is mixed with'the pressurized air and
ignited. The exhaust gases expand through the turbine roto'[S and into the exhaust collector
support which exhaust the gas through the tailpipe and away from the aircraft.
System Limits:
Gas producer rpm IN1)
, Continuous operation 63 to 105%

:(~,Ma;dmum 105%
'h*i£~Ximum transient 106%
,"1~'not exceed 10 seconds above 105%)
, <f~~~:~
T01t(ue
Continuous operation o to 75%

Maximum continuous 75%
5 minute takeoff 75 to 100%
Maximum for takeoff '100%
Maximum transient 105%
(Do not exceed 5 seconds above 109%.
intentional use is prohibited.)
Turbine outlet temperature (TOT)
Continuous operation 100 to 716°C

Maximum continuous 716°C
5 minute takeoff range 716 to 768°C
Maximum for takeoff 768°C
Maximum-during power transient 871°C
(Do not exceed 10 seconds above 826°C.)
Maximum for starting and shutdown
(Do not exceed ,1 O'·seconds above 826°C)
Power turbine rpm
Minimum 99%
Continuous operation 99 to 101%
Maximum continuous 101%
Transient overspeed 101 to 104%
(5 minutes maximum.)
14-4
I I . )
,l>
,.
FUEl
NOZZLE e-n
o
z
N
THERMOCOUPLE 01
ASSEMBLY oI
Cl
W
IGNITER o
PLUG
"-Ic:
:xl
to
o
en
:x:
l>
t
01
~
m
Z
SPARE
PAD
::::::::'~~)i~~ -ZCO')
m
Nl POWER ~
. TACHOMETER OUTPUT PAD . _.:'_
~ lit· OIL PUMP
START (LOCATED POWER TURBINE
IGNITION COUNTER INSIDE GOVERNOR
EXCITER GEARBOX) , REAR POWER
.OUTPUT PAO
GAS PRODUCER SPARE PAD

FUEl CONTROL STARTER
GENERATOR
PAD
ENG CHIP
' - - - DETECTOR
COMPRESSOR ASSEMBLY
YEIiT
n
jf ....
I
i: I tS
irj. A';'
/ YUill,.,. J..'
OllJlCf Q
u
SHROUD-aUEP
AIR IIIUIfOLD 1f"~~'O'~
OIL ounn
RUR SUPPORT
14-6
COMPRESSOR ASSEMBLY
The compressor assembly is a single stage, single entry centrifugal flow compressor. Its
primary function is to take in ambient air, pressurize the air, and deliver it to the combustion
assembly.
. .
The assembly consists of a front support, shroud housing, diffuser, rear support assembly,
centrifugal impeller , scroll assembly, mount assembly, and bearings. The five struts in the
compressor inlet serve several functions. They both direct and distribute air into the
compressor rotor in an efficient manner. When the anti-ice system is turned on, hot
compressor discharge air is directed through the struts into the compressor inlet to prevent
icing. ~e struts also serve as a passage way to lubricate the number 1 bearinj]
The compressor takes air· from the inlet through the compressor rotor. The rotor vanes
accelerate the air into a decreasing space to increase the air pressure and air temperature. /"
The impeller discharges air into the vanes of the diffuser. The diffuser vanes direct air into
the diffuser scroll. The diffuser scroll collects the compressor outlet flow at a constant
velocity and directs the air into the transfer tubes which direct the air into the combustion
assembly.
NOTES
14-7
AIR FLOW
ACCISSORY GIARBOX
COIIPRISSOR mllON mllON IURBINI SICTION COMBUSTION mllON
r-------~'------~vr----~'~----~vr------------~'~------------~vr-----------~'----------~
EXHAUST QUlllI
o
TORQUIMIIII
GIU
(OMPlmOR DIS(HARGE "I TUII
POWER
OUTPUT
/L,
~ ,..\;;;::~p::2y;:z::<==i.,
8 INLET AIR
COMPRESSOR DISCHARGE AIR
8
o
COMBUSTION GASES
EXHAUST GASES
FUEl
\
COMBUSTION ASSEMBLY
The primary function of the combustion assembly is to mix pressurized air with fuel, then
ignite the mixture. After the ignition process, which cause the gases to expand, they are
directed to the turbine assembly.
The combustion assembly consists of two compressor discharge air tubes, combustion outer
case and a combustion liner. The combustion outer case is tapped with bosses for mounting
two burner drain valves, a fuel nozzle, and one spark ignitor. The burner drain valves thread
into the bosses and will ensure appropriate &aining when the engine is not in operation. The
fuel nozzle and spark ignitor bosses are on the rear and extend into the center of the com-
bustion liner. \The fuel nozzle positions and supports the.aft end of the combustion liner, and
the spark ignitors center the combustion liner in the outer case:! The combustion outer
casing is flanged on the front for mounting the combustion assel'l4bly to the gas producer
turbine support. The combustion liner must provide for rapid mixing of fuel and air, it must
control the flame length and position to ensure that the flame does not contact any metallic
surface. The two air discharge tubes form ducts that transfers compressor discharge air'
from the scroll to the outer combustion case where it is directed to the combustion liner,
Approximately 75% of the air entering the combustion assembly is used'for cooling, while
the remaining 25% is used for combustion.
NOTES
14-9
N1 GAS PRODUCER GEAR TRAIN
2
TURBINE TO COMPRESSOR
COMPRESSOR
ROTOR
GAS PRODUCER
TURBINE ROTOR
DRIVES FUEL PUMP,

f--._ FUEL CONTROL,
OIL PUMP,
N1 TACH-GENERATOR
SPARE
1. SPUR ADAPTOR GEARSHAFT DRIVES STARTER/GENERATOR
2. SPUR CENTRIFUGAL BREATHER GEARSHAFT
3. SPUR IDLER GEARSHAFT
4. SPUR IDLER GEARSHAFT
5. SPUR FUEL PUMP, FUEL CONTROL, & OIL

PUMP GEARSHAFT
6. GENERATOR IDLER GEAR
7. STARTER GENERATOR GEARS HAFT
14-10
N2 POWER TURBINE GEAR TRAIN
POWER TURBINE
SHAFT
TURBINE SHAFT TO
PINION GEAR COUPLING
DRIVES POWER TURBINE

GOVERNOR & POWER
POWER TURBINE
ROTOR
11
DELIVERS ENGINE OUTPUT POWER

TO HELICOPTER
13
14 ;;r-'},Kt: DRIVE - 15 HP
8. HELICAL POWER TRAIN DRIVE GEAR
9. HELICAL TORQUEMETEP. GEARSHAFT
10. HELICAL POWER TAKEOFF GEARS HAFT
11. SPUR POWER TRAIN IDLER GEAR
12. SPUR POWER TRAIN TACHOMETER &

GOVERNOR GEARS HAFT
13. SPARE DRIVE IDLER HELICAL - SPUR

GEARSHAFT
14. SPARE SPUR DRIVE GEARSHAFT
14-11
TURBINE ASSEMBLY
The basic function of the turbine assembly is to take the energy (expanding gases) developed
in the combustion assembly and direct it over the two stage gas producer, two stage power
turbine wheels, and to convert the expanding gas energy into shah horsepower.
This turbine assembly consists of the gas producer turbine support assembly, gas producer
turbine rotor assembly, power turbine support assembly, power turbine rotor assembly, and
the exhaust collector support assembly.
It incorporates the components necessary for the development of power and the exhausting
of gases. The turbine assembly has a two~stage gas producer turbine and a two-stage power
turbine. Power to drive the compressor rotor is furnished from the gas producer turbine rotor
through a direct drive. The power turbine rotor converts the remaining gas energy into
power which is delivered into the exhaust collector support.
The gas producer turbine consists of the 1 st and 2nd turbine stages, and the power turbine
consists of the 3rd and 4th turbine stages. The gas producer and power turbine rotors are
not "mechanically" coupled, but they are "gas" coupled, in that the exhausting gases must
flow through the four turbine stages. The power turbine is a "free turbine" since it is free
to rotate at a different speed than the gas producer turbine rotor.
ACCESSORY GEARBOX ASSEMBLY

The basic function of the accessory gearbox is to reduce turbine rotor speeds down to usable
speeds for the output power gearshah, and the various accessories mounted and driven by
the accessory gearbox.
The accessory gearbox is the primary structural member of the engine as.it provides
mounting and support for the compressor and turbine assemblies. The accessory gearbox
contains most of the lubrication system components and incorporates two separate gear
trains. The purpose of the power turbine gear train is to reduce the engine speed from
30,65Q..rpm at the power turbine rotor to 6,016 rpm at the power output shah. The power
turbine gear train incorporates a torquemeter to measure engine output torque. The power
turbine tachometer generator, power turbine governor, and spare drive gearshah are driven
by the power gear train. The gas producer gear train provides drive for the oil pump, fuel
pump, gas producer fuel control, gas producer tachometer generator and starter/generator.
During start, the starter/generator rotates the engine through the gas producer gear train.
NOTES
14-12
NOTES
14-13
\
O lNGIHE LUBRICATING
,-RISSURI OIL
o m~~\~lblr SINSING
FORWARD THRUST
Oil
Nur
,~~,
;'1'/
ACCESSORY
GEARBOX HOUSING
TORQUE,METER
The torquemeter is incorporated in the accessory gearbox to provide a pressure signal which
is directly proportional to output torque. Pressure in the oil chamber is directed to the
torquemeter pressure sensing port on the front side of the accessory gearbox. The filtered
oil is directed to the aircraft's torquemeter indicator located ()n the instrument panel.
The torque indicator is a "wet" gage that will require bleeding if air enters the system. The
indicator has a green band from 0 to 85% which is continuous operation, a yellow band from
85 to 100% for the 5 minute takeoff range. The indicator also has a red band at 100% for
maximum operation.
For troubleshooting the torque system a direct reading gage can be hooked to the accessory
gearbox. This will eliminate the possibility of an improperly indicating torque indicator.
NOTES
14-15
tu
I
m
m
C
<
EVACUATED
BillOWS
(lMD VIIW)
»
I
ALIGNMENT PIN ,--.....,---- <
m
VENT TO Po
.... ,'
....... --.. VENT TO Pa COVER
DIAPHIAGM
SLEEVE
liND VIlli) " ......
EVACUATED PA
BEllOWS
OR I Fie! ..l--.-'I-i"il
INTERMEDIATE
BODY
0>
BODY
O~'IRPO,ARD DlHD
OUTlET
PA
\
BLEED VALVE
The compressor bleed air system permits rapid engine response. The system consists of a
bleed control valve located on the front face of the scroll and an inducer bleed manifold
which encases the slotted compressor shroud housing.
The bleed control valve is open during starting and ground idle operation, and it remains open
until a predetermined pressure ratio is obtained. At this pressure ratio, the valve begins to
modulate from open to the closed position. It will be open during the start cycle and ground
idle, will modulate closed during acceleration to full operational speed, and will remain closed
during flight operation speeds. Pressure sensing for bleed control valve operation is within
the valve.
The inducer bleed discharges air to atmosphere at engine idle speed. At higher power
settings, flow changes from bleed to intake air.
-
~
c
- =
=
"-
V>
-30 -20 -10 0 10 20 30 40 50

COMPRESSOR iNLET TEMPERATURE ("C)
Compressor Bleed Valve Operating Characteristics
NOTES
14-17
g »t:=::; b /
\
VANE ASSEMBLY /
\ /
\ (End View) /
/
/
/
/
Pc: COMPRESSOR
DISCHARGE
AIR. PRESSURE
COMPRESSOR
ANTI·ICING FRONT
AIR OUTlET SUPPORT
ANTI-ICING AIR VALVE ANTI·ICING
(IHOWH o"NI
SOLENOID VALVE
~~~"""J)
/" Vent to PA
(WHEN DHNlROIZEO)
PA AMBIENT
AIR PRESSURE
ON
ANTI·ICE
28 V.D.C. CONTROL SWIlC~
8UI
I ( ; I ] ( ) (
UJBRICA OVERBOARD VENt
Ale TORQUE"MFl'n GAGI:
CHIP DETECTOR.
LIGHT
(I AU10SPHm o COOLING Ala

r
! to the compressor
jitions. This system
ne anti-icing system
s isn't arry need for

~eded or the control
,if will automatically
nti-icing valve to the

; deliver hot air into
vs from the annular
Oil SYSTEM
The engine incorporates a dry sump oil system with an externally mounted supply tank and
oil cooler located on the top aft section of the fuselage and enclosed by the aft fairing. Oil
is supplied from the tank to[2ear type_ pressure and scavenge pumps mounted within the
engine accessory drive gearbo>q A spur gear type oil pump;assembly, consisting of ~
Rressure element and four sclli'lenge elements, is mounted within. Also the oil filter
assembly, consisting of an oil filter. filter bypass Vq!~, and pressure re.gulatin~lv~, is
located externaily in the upper left-hand §ide of the g.e.2Lbox. [3" check valve, located
between the filter package and the accessory gearbox, prevents oil from draining into the
engine from the aircraft tank when the engine is not in operatii61 Indicating type magnetic
chip detectors (drain plugs) are installed at the bottom of the gearbox and at the engine oil
outlet connection. All engine oil system lines and connections are internal except the
pressure and scavenge lines to the front compressor bearing and to the bearings in the gas
producer and power turbine supports.
The system is designed to furnish adequate lubrication, scavenging, and cooling as needed
to the bearings, splines, and gears regardless of the helicopter attitude or altitude. :Jet
lubrication is provided to all compressor, gas producer turbine, and power turbine roTor
bearings, and to the bearings and gear mes s of the power turbine gear train with the
exception of the power output shaft bearings. The power output shaft bearings and all other
gears and bearings are lubricated by oil mist.:
.toil from the tank is delivered to the pressure pump which passes it through the filter and
L.ffi-~nto various points of lubrication. Return oil is routed from the engine oil outlet port to
the cooler and from there to the tank. A cooler blower assembly is mounted on the tail rotor
drive shaft and provides cooling air to the oil cooler. The system oil pressure is regulated to
115-130 psig by the ressure re ulatin valve in order to balance the hi h axial gear thrust
in the torquemeter. This high thrust v.<;llue is necessary to minimize friction effects an
-provide accurate measurement of to~
The normal capacity of the engine oil tank is 1. 5 U. S. gallons, and the oil level is checked
by means of a dipstick mounted on the cap and adapter assembly. The oil tank provides port
openings for the supply tube, vent tube, scavenge tube, temperature bulb, and drain valve.
The oil cooler is mounted on top of the duct on the oil cooler blower. Return oil from the
engine flows through the oil cooler bypass valve or through the oil cooler core and returns
to the oil tank.'
NOTES
.. ~
14-21
OIL COOLER AND TANK ASSEMBLY
TO EN:GINEOIL/~
TANK~-VENT
......
~
TO ENGINE OIL
. TANK ~ RETURN
. . I I '
~~/k
f
RETURN
TO ENGINE
1. Oil tank
2. Temperature bulb
3. Support
. '.- 4 ..Drain hose
5. Drain valve
6. Drain hose
14-22
ENGINE Oil SYSTEM SCHEMATIC
TRANSMISSION BYPASS
OIL TANK V""'MT._I OIL COOLER VALVE
ENGINE OIL
COOLER
OIL PRESSURE
GAGE OIL TEMP BULB OIL
~~~~~~:::::---~ZS~~~S2~~~zS;;~~~~RT:A~N~K~~~
:::: ENGINE ___.SCUPPER
DRAIN
all. TEMP GAGE
TORQUEMETER
~V~SZ1!~ SUPPLY
~ PRESSURE
ENG CHIP
I VENT
~.;:::;;;I~I RETURN
OIL TANK
The 1.5 U.S. gallon capacity, oil tank provides for the engine inlet tube, vent tube, scavenge
tube, temperature bulb, and drain valve. Oil level is checked by means of a dipstick attached
to the cap and adapter assembly.
ENGINE OIL COOLER
The oil cooler is mounted on top of a duct attached to the oil cooler blower. When the oil
cooler bypass valve is open, return oil from the engine flows around the oil cooler core and
returns to the oil tank. The oil cooler is divided into 2 sections - §e forward 1/3 is for
transmission oil and the aft 2/3's is for engine c:9~etal contamination of the cooler will
require the cooler to be replaceO]
ENGINE Oil COOLER BYPASS VALVE
The oil cooler bypass valve allows oil to either enter or bypass the oil cooler, and it will
remain open until the oil :temperature reaches 71 DC. At this temperature the valve will begin
to close and to allow oil to enter the cooler. At approximately 81 DC, the valve will be fully
closed, and all oil will flow through the cooler.
OIL FILTER ASSEMBLY
The engine oil filter has a 10 micron, ultrasonically cleanable, metal element.
14-23
\
m'
:2
COMrUEsson
olSCllARGE
PRESSURE
-mZ
G)
INLET
(Pc) "11
c:
m
r
(f)
-<
(f)
-l
m
.' S
"
GAS PRODUCER
FUEL CONTHOL
POWER TURBINE
~
GOVERNOR
f'
N
.j>.
, ,
fUELINlET
FROM
AIRCRAFT
TANK
o Po BYPASS FUEL o P1 PUMP DISCHARGE FUEL 0 Pn FUEL OUTlET
o Pc COMPRESSOR DISCHARGE PRESSURE o Pr R!:'GULATED ~IR PRESSURE 0 Pg GOVERNOR PRESSURE

The principal compenents ef the engine fuel system are the fuel pump, gas producer fuel
centro I, pewer turbine geverner, accumulator, and a fuel nozzle.
!The fuel pump assembly incerporates a single gear type pumping element and a bypass
~essure regulating valve. When the engine is In operatlen, the gas producer fuel centrel
bypasses fuel back to. the pump assembly. The regulater valve centrels the bypass fuel
pressure. The aft face of the pump provides a mounting pad for the gas producer fuel
~~oQ .
iThe gas preducer fuel contro.l and the power turbine gevernor previde fer a fuel metering
system71!'"ti~s system senses gas preducer rpm, power turbine rpm, compressor discharge
presSUr'e, and twist grip position to regulate and maintain fuel flo0Z1 ~
An accumulator is lecated in the pneumatic line between the pewer turbine geverner and the
geverner reset sectien ef the gas producer fuel centrel. It is used to. dampen pressure signals
from the pewer turbine geverner to. the fuel centrol due to. torsienal vibratiens encountered
frem the retor system.
The fl.!el nezzle has a single entry and a dual eutlet orifice. This nozzle provides a finely
atomized spray of fuel at all flow conditiens that are required by the engine. It is designed
to. provide an eptimum spray angle fer starting the engine, plus even distributien of fuel into
the combustion liner, and it is equipped with a filter to minimize the possibility of
centaminatien.
[fbe fuel centro I system maintains engine power output by regulating the gas producer sp~
Gas producer speed levels are established by the actien ef the pewer turbine fuel gevernor,
which senses power turbine speed. The power turbine speed is selected by the eperater,
and the pewer required to maintain this speed is automatically maintained by pewer turbine
geverner actien on metered fuel f!ew. Thus, the power turbine gevernor lever schedules the
pewer turbine governor requirements; and the pewer turbine governor, in turn, schedules the
gas producer speed to a changed power output to maintain output shaft speed.
§el flow fer engine contro.l is established as a functien of compressor discharge pressure,
engine speed (gas producer Nl and/or power turbine N2J. gas producer lever angle and
power turbine geverner lever angle. Fuel flow is a functien of compressor discharge pressure
as sensed in the fuel contrQU
Ehe engine controls consist of beth the N1 gas preducer centrels and the N2 droop
cempensater controls. The gas preducer centro Is are operated by a twist grip on the
collective stick, and the droop ·compensater centrols are eperated from a bellcrank in the
collective system]
The Nl gas producer contrels operate the gas producer fuel contro.l and censist of a flexible
control cable which extends from the throttle arm en the rear ef the cellective stick to. a
belicrank assembly mounted on the engine deck. A central tube is connected between the
bell crank and a lever meunted en the fuel central shaft.
14-25
PRODUCER CONTROLS
DETAIL A 5
(LOOKING INBOARD
RIGHTSIDEI
11 111 9
.~.~
4
/" '
,/
/ 13
14
15
17
v ~
. - _.liiI'
.0)IK-
SEEDETAILS
26
25
DETAilS
14-26
GAS PRODUCER CONTROLS (Cont)
1. Tube assembly 10. Ball joint connector 19. Stop lever
2. lever 11. Nut 20. Idle adjustment screw
3. Nut 12. Control cable 21. Maximum stop
4. Nut 13. Bracket 22. Fuel control pointer
5. Bracket 14. Seal nut 23. Throttle arm
6. Bellcrank 15. Ball joint connector 24. Bolt
7. Bracket 16. Adapter 25. Spacer:
8. Tube assembly 17. Rod end 26. Nut
9. Nut 18. Minimum stop
NOTES
/."
14-27
GAS PRODUCER CONTROLS
VIEWING fORWARD
f--f-+/ 516411.981 MAX AIlOWAS!! POSITION'

ERROR FROM All CAUSES
MARK THE QUADRANT OR FABRICATE

A 1[MPLAl! TO SHOW 5164 (1.98) BELOW
40 DEGREES Non:, TO GET CONSISTENT ANO
ACCURATE READINGS ALwAYS
VIEW THE QUADRANT FROM
SQUARE AWAY.
INTERNAL WRENCHING
SCREW QUADRANT QUADRANT
-/ ./'
/'----- ------...,
/"- . ., HI
SCRIBED MARK' . SCRIBED MARK
"' 437/443
INTERMEDIATE
'1'-A~~~-JAM NUT _-\==::rlJttf-lll 3101315 1-!7IFIT'-1l1=1"'"". SCRIBED MARK
STAMPED MARK
JAM 'LD
NUT ' STAMPED MARK
-:--- --- . .. ,-
..... -.-
~
". .:.. - - --'
---.'.~
"
SIDE VIEW SIDEVlEW

(ENLARGED) (ENLARGED)
BENDIX PIN 2524854 BENDIX PIN 2524944, 2524922.
SERIES FUEL CONTROL 2549001
SERIES FUa CONTROLS
14-28
GAS PRODUCER CONTROLS
The fuel control system components are calibrated to exacting requirements at the time of
manufacture. Many of the adjustments made at that time can only be made on special test
equipment and are not designed to be made in the field. The following adjustments and
procedures can normally be made in the field.
CAUTION
The following adjustments and procedures are the only ones normally required with the
fue! control and govenor installed on the engine.
START DERICHMENT ADJUSTMENT
An adjustment is provided on the start derichment device to increase or decrease the flow
during the start range. Loosen locknut so that the clamp and pointer can be turned. A
clockwise adjustment will increase the flow while the counterclockwise a·djustment will
decreaseth·~ flo~in ·thestartingrange. After
an adjustment has been made, the locknut
shoulcnJe torqued to 20-25 inch pounds and resafety wired.
IDLE SPEED ADJUSTMENT
Idle speed is set on the fuel coritrol. Turn adjusting screw clockwise to increase N 1 and
counterclockwise to decrease Nl as viewed from the head of the screw; 1/8 turn willCFi'iinge
RPM approximately five percent Nl.
ACCELERATION ADJUSTMENT
An adjustment is provided on the fuel control to increase or decrease the flow during
acceleration. If this adjustment is required, it is only necessary to turn the adjustment
clockwise to increase and counterclockwise to decrease the fuel floWL~lick of the
adjustment changes the fuel flow approximately one pound per hour. Onlyoneci1CK of the
adjustment should be used at a time to preclude the possibility of hot starts or compressor
stalling.'] .
NOTES
'i
14-29
N2 DROOP COMPENSATOR CONTROLS
SEEDETAlLC
13
SEE DETAIL B
14-30
N2 DROOP COMPENSATOR CONTROLS
The 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 repositioning of the governor shaft. This action provides
droop compensation to prevent rpm variations as power chaf"lges are made. The system
incorporates a linear actuator which is controlled electrically by a GOVernor rpm
INCrease/DECRease switch mounted on the collective stick.
DROOP COMPENSATOR
The droop compensator maintains N2 engine rpm as power demand is increased. It is a

direct mechanical linkage between the collective stick and the speed selector lever on the N2
governor and will maintain N2 rpm when properly rigged.
Droop is defined as the speed change in N2 engine rpm as power is increased from a no load
condition. It is a characteristic designed into the governor system to prevent instability from
developing as engine output is increased. Without this charac-teristic, N1 speed would
overshoot or hunt the value necessary to satisfy the new power condition. If N2 is allowed
to droop other than momentarily, the reduction in rotor speed could become critical.
NOTES
14-31
DROOP COMPENSATOR CONTROLS (Cont)
posmON WRENCH
FLATS HORIZONTAL
90 DEGREES
7
OETAII.A
PosmON WRENCH
fLATS HORIZONTAL
0.39 IN. \9.9 mm) STROKE
_ 10.50 IN. 1266.7 mml EXTENDED
rr--1,..-18
. 19
13 14
-n-- 0.06 IN.
(1.5mml
'<ll:tl:;:;M- Z1
11
DETAllB
1. Collective idler 12. Bracket

2. link 13. Bellcrank
3. Jackshaft arm . -,4. ActlJator
4. Bracket 15. lever
5. Jackshaft assembly 16. Washer
6. Jackshaft lever 17. Nut 30
7. Rod end 18. locknut DEGREES
8. Bracket 19. Adjusting SCrew DETAILC
9. Control assembly 20. Stop arm
10. Clamp 21. Maximum stop
11. Rod end 22. Minimum stop
14-32
DROOP COMPENSATOR CONTROLS
NOTES
4tc/~~) 5"':) ') "
14-33
N2 DROOP COMPENSATOR CONTROL CHART
1
I o +
14
LINEAR
15]+ + G
E + ACTUATOR
REF
): + H
~ +
3 13
"-"-- 6 9
A 4-
B +
C -I-
DROOP COMPENSATOR CONTROLS SCHEMATlC
DETAil 0
TO CHANGE RATE OF DROOP COMPENSATION
DIRECTION REF. CONFIGURATION APPROXIMATE

OF CHANGE NO. SETTING COMPENSATION
1. C 0 G
1.3%
2. C E G
' .4%'
3. C F G
1.1%
4. C 0 H
JIL 1.0%
5. C E H
1.1%
6. C F H
0.1%
7. B 0 G
0.9%
w w B. B E G
'"<tw '"<tw 9. B F G
0.9%
a: a: 0.8%
U U 10. B 0 H
w
0
Z
- , 1.
12.
B
B
E
F
H
H
0.7%
0.7%
'.7%
13. A 0 G
t\r 14. A E G
0.5%
0.5%
--'5. ·A l' -c;
0.4%
16. A 0 H
17. 0.4%
A E H
0.4%
18. A F H
14-34
POWER ASSURANCE CHECK
A Power assurance check chart is provided for the Allison model 250-C30P engine. This
chart indicates the minimum percent torque that must be available from an engine meeting
minimum Allison specification. The engine must develop these values in order to meet
performance data contained in this flight manual. This chart cafl also be used to periodically
monitor engine performance.
To perform a power assurance check, turn off all sources of bleed air to include ENGINE
ANTI-ICING. Establish level flight at an AiRSPEED of 85 to 105 KIAS (98 to 121 MPH) or
VNE , whichever is lower.
NOTE
For altitudes above approximately 8,000 feet, it may be desirable to check engine power
during IGE hover prior to takeoff. Power assurance check chart can be used to accomplish
this procedure. IGE hover installation losses require as much as 2% more power than in
. flight. Therefore, hover power check may be 2% below that shoWnon-figure 12-2, and
still achieve predicted flight manual performance.
Record following information from cockpit instruments:
EXAMPLE:
Hp 12,000 feet
OAT 25°C
TOT 720°C
TORQUE Actual reading
SOLUTION:
Enter Power assurance check chart at observed OAT (25°C), proceed vertically to
intersect indicated TOT (720°C), follow horizontally to intersect Hp (12,000 feet), then
drop vertically to read minimum torque available (65%).
If cruise power check cannot be accomplished below helicopter 75% torque and 84 KIAS (97
MPH) V NE limitation, perform check at a higher altitude or in a stabilized 57 KIAS{66 MPH)
climb and subtract 1 % from chart percent torque reading. For previous example, cha:1:
percent torque would become 64%.
If actual torque indication is the same or greater than required chart torque, engine power
equals or exceeds minimum performance specification; and performance data contained
in this manual can be achieved.
If actual torque indication is less than required chart torque, engine power is less than
minimum specification; and all performance data contained in this manual cannot be
achieved. Refer to appropriate maintenance manual to determine cause of low power.
14-37
NOTES
14-38
"-
FUEl SYSTEM - SECTION 1 5
TABLE OF CONTENTS
SUBJECT PAGE
FUEL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15-2
FUEL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . • . . . . • . . . . . • . . . .. 15-3
FORWARD FUEL CEllS. . . . . . . . . . . . . . . . . . . . . . . • • . . . . . . . . . . . . . . .. 15-5
AFT FUEL CEll . . . . • . . . . . . . . . . . . • . . . . . . . • . . . • • . . . . . . . . . . . . . . . 15-7
FUEL PRESSURE TRANSDUCER AND SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . 15-7
FUEL QUANTITY PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-7

;I,
1 BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . 15-9
lOW lEVEL FUEL WARNING SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15-9
FUEL SUMP DRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . .. 15-9"
FUEL MANIFOLD . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . 15-9
DUAL ELEMENT EJECTOR PUMP . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . 15-11
FUEl FLOW SWITCHES. . . . . . . . . . • . . . . . . . . . . . . . • . . . . . • . . . . . . . .. 15-11
IN-LINE FILTERS .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15-11
INTERCONNECT TUBE . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . .. 15-11
IN-LINE CHECK VALVES . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . 15-11
FUEL FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . • . . .. 15-12
FUEL FilTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-13
15-1
FUEL SYSTEM SCHEMATIC
:[C')' "j:: ("

:- ),
.';.....0•• ' .
ENGINE - - - :
Alf MOUNTED: fIAt 311"".

10 J-L. fUEL FILTER •
fUEl OUANTffi TRANSMlma SHUTOFF fIP!"''''/'

VALVE
VENT ..J_ v';
(TOP) FUEL PRESSURE TRANSDUCER ~/ •
rl--=~I·-.. /'
RIGHT FUEL CELL
VENT (TOP)
fiLLER CAP
AFT fUEL CEU
{"', It-t:.""u
DUAL ELEMENT EJECTOR PUMP ~ #:,~,.tdf.u/
fpla.t'lf.uwA
p"""1"~r\). . Id"" .
~ ."''!. .~ ,--F:""':<r!!- CHECK VALVES
~" INTERCONNECT TUBE ,,
ie' __
MANIFOLD
fUEL fLOW TWO ELECTRIC ••
~
::=:!::d:~z:=.~~~=~t~~~SINGLE
SWITCHES
BOOST PUMPS
elEMENT '. //1
RELIEF '. r,,'." .:-
• . "', i' .-.v--;
. t,y.' /•. VALVES (.:>/-, . ''2. .:
\\ '\ '-
.,
IN·LlNE fUEL LOW
11---1!- PROBE
fUel fiLTERS flOAT SWITCH
VENT (TOP)
LEFT FUEL CELL
15-2
i.
. t If.<
t~ (.t.~
T ",
"
..!!-
FUEL SYSTEM DESCRIPTION ! d'Y-[f!.t.
..v
The fuel system consists of three interconnected ibladder type fuel cells! Two cells are
located below the middle passenger seats, and the aft cell is located under and behind the
aft passenger seats. Fuel from the two forward cells is transferred aft to the rear cell
through a dual element ejector pump, located between and connected to both forward cells.
All three cells are externally vented overboard through a common line.l}ach forward cell has
a fuel flow switch located outside the cell and adjacent to the ejector pu~ All three cells
have a sump iocated on the bottom of the cell. Two fuel boost pumps are mounted on the
fuel cell sump. A fuel quantity transmitter is mounted to the upper aft probe and is electrical-
ly connected to all three fuel quantity p-robes.llhe aftfuerceTlsump is equipped with a low
level fuel switch that is connected to a fuel low light located on the caution panel. it is also
equipped with a fuel sump drain solenoid valve]
---'
When servicing the fuel system, fuel enters the main cell. At approximately 40 gallons the
fuel level reaches the inlet to the interconnect tube. Fuel then gravity flows through the tube
to fill both forward cells which are also interconnected. Fuel capacity is measured the fuel
quantity transmitter and probes in the aft cell and in the forward left cell.
During operation of the dual element fuel boost pumps, fuel is supplied to the fuel manifold
which routes the fuel flow for engine operation and fuel transfer. The f!Jel pressure
transducer transmits the system pressure indication to the cockpit gauge. The shutoff valve
provides the ability to shut off the fuel supply in the event of an emergency. The airframe
mounted fuel filter provides 10 micron fuel filtration.
The dual manifold also controls fuel flow for t.@D.SieLS.Ystem operatio.[l through the in-line
filters, check valves, flow switches and dual element ejector pump. The in-line filters
. prec.lude blockage of the flow switches, and the check valves close off the pressure line in
the event a boost pump fails or is turned off. The flow switches activate the I 18 fpeJ...p..l.Jll1R
caution lights,. and the c:!.ual element ejector pump transfers fuel from the left/right forward
fuel cells to the aft fuel cell by the pressure from the boost pump.
The low level switch activates the low level caution light when fuel capacity in the aft cell
is reduced to approximately 95 to 75 pounds. All cells are interconnected to an overboard
vent line.
-/
NOTES
i
.... '. . .: ..:_l._, .-,-, .
15-3
FORWARD FUEL CEllS
1. Fuel flow switch

2. Dual element ejector pump
3. Interconnect tube
4. Right fuel cell
5. Fuel quantity probe
6. Vent hose
7. Left fuel cell
TO AFT
8. Vent fitting
FUEL
9. Drain valve
VENT
10. Drain fitting
t
-10
15-4
FORWARD FUEL CELLS
Two forward fuel cells are located under the aft-facing seats just forward of Station 100.00.
Each eleven gallon capacity fuel cell is constructed of a nonself-sealing, crash-resistant,
rubberized fabric that are secured in place by means of nylon lacing cord. The cells have
molded type metal fittings at the openings and passages for internal components. Both cells
are vented and interconnected, and each utilizes a dual ejector pump mounted between
them. lQ:te ejector pump transfers fuel from the forward fuel cells into the aft fuel cell when
either fuel boost pump is operati!J?jl Also, the left forward fuel cell is equipped withafUel
quantity probe.
NOTES
15-5
AFT FUEl CEll
:-'
(1)' J.:?f<i:~ ,. Fuel shutoff valve

2. Vent hose
3. Fuel supply hose
4. Fuel quantity transmitter
5. Ejector pump tube
6. Jnterconnect tube
7. Aft fuel quantity probe
TOFWO / g. Fuel boost pump assembly
VENT
!>i
15-6
AFT FUEL CELL
Th~ ninety g.allon capacity aft fuel cell is constructed of a nonself-sealing, crash resistant,
rubberized fabric; and it is located below and aft of the rear passenger seat. Mounted on a
sump plate in the bottom of the cell are two electrically operated fuel boost pumps, an
electrically operated sump drain, two seal drains, and a low level switch. T)NO fuel quantity
probes are also installed in the aft fuel cell. The lower fuel probe is located in the lower left
hand area of the cell; mounted from the top just below the left hand passenger seat cushion.
The upper fuel probe is located in the upper left hand area of the fuel cell; mounted from the
top just aft of the left hand passengers' hat rack area . .A. fuel fiiler cap is located on the right
,-'- side of the helicopter just aft of the passenger door.
FUEL PRESSURE TRANSDUCER AND FUel SHUTOFF VALVE
The fuel pressure transducer provides a means to monitor fuel pressure in the system, and
it is located beside the fuel shutoff valve. The fuel shutoff valve is located above the aft fuel
cell servicing port and is electrically operated; when the valve is closed, all fuel flow to the
engine will stop.
FUEL QUANTITY PROBES
The forward fuel quantity probe is one of three probes used to monitor the fuel level. The
forward fuel quantity probe is electrically connected to the two probes in the aft fuel cell.
The fuel quantity probe electrical wire is routed from the aft fuel cell through the
interconnect tube to the left forward fuel cell. Readings from the probes are transmitted to
a fuel quantity indicator on the instrument panel. The forward fuel quantity switch in the
cockpit will provide a reading only on the. fuel in the forward cells.
The aft cell contains two fuel quantity probes. The lower probe is mounted from the tog.pf
the lower left hand side of the fuel cell and is electrically connected to the upper probe. @e
upper probe has a transmitter mounted on it, which will transmit fuel quantity indication to
the fuel quantity gaugg
NOTES
15-7
FUEL MANIFOLD BOOST PUMP ASSEMBL"~
'"' ' ' ,J

o
PUMPS
NOTES
.& Unions not shown in' five open ports. Do not remove
unions for purpose of cleaning manifold.
&. Do not disassemble or attempt to adjust poppet.
o -~-·-OO
15-8
BOOST PUMPS
The electrical fuel boost pumps, both part of the sump assembly and located in the bottom
of the aft cell, transfer fuel from the fuel cell through two check valves in the fuel manifold
to a single line to the engine. Two additional check valves and fuel lines from the manifold
allow the boost pumps to operate the ejector pumps and to transfer fuel from the forward
cells into the aft fuel cell. Boost pump operating pressure is 8 psi to 25 psi, and a minimum
of 8 psi is required for operation. <
is.Yring each annual inspection, remove the fuel boost pump assembly and inspact fuel ceil
Interior for debris, water, contamination and fungus grcwt~ (Reference 206L-4 Maintenance
Manual, chapter 5)
LOW LEVEL FUEL WARNING SWITCH
The low level fuel warning switch, located in the aft fuel cell, is mounted through the bottom
of the fuel boost pump assembly and is electrically connected to the caution panel.. The
caution light will illuminate when approximately 50 to 75 pounds of fuel remain in the aft
cell.
FUEL SUMP DRAIN
The sump drain valve is located in the fuel boost plate assembly, and it is electrically
operated by means of a drain switch located aft of the right side passenger door. To sump
the fuel cell, both fuel boost pump circuit breakers should be pulled out, the battery switch
should be in the ON position, and the fuel valve should be in the OFF position. Manual
sumps are provided in each forward fuel cell.
CAUTION
Do not use soaps or strong detergents when cleaning fuel cell. Certain powerful
detergents are detrimental to fuel cell. Soaps can react with fuel to form a compound
which tend to plug fuel filters. ffinder no circumstances should methyl-ethyl-ketone or
similar solvents be used for cleaning fuel cel~
FUEL MANIFOLD
A duai feed fuel manifold is installed near the fuel boost pump assembly in the aft fuel c6il.
During boost pump operation, fuel is supplied to the fuel manifold where the fuel flow is
routed for engine opera1ion and fuel transfer.Theiu~1 manifoldl1as two valves with poppets
that are lightly spring loaded and normally closed. During normal operation, fuel pressure
causes the poppet valves to open and remain open.
CAUTION
Disassembly or adjustment of poppet valve is not authorized. For repair and lor
calibration return to bell helicopter approved facility for repair.
15-9
DUAL ELEMENT EJECTOR PUMP
1. Dual element ejector pump

2. Check valve
3. In-line fuel filter
4. Check valve
5. In-line fuel filter
6. Interconnect tube
7. Fuel flow switch
15-10
DUAL ELEMENT EJECTOR PUMP
The dual element ejector pump, located between the forward fuel cells and connected by
means of tube assemblies, transfers fuel from the forward cells aft when the boost pump is
operating.
FUEl FLOW SWITCHES
The fuel flow switches are located between the two forward fuel cells and monitor the fuel
flow to the dual element ejector pump.
IN-UNE FilTERS
The in-line filters, which protect the ejector pump from debris, are located on the upstream
side of the flow switches.
INTERCONNECT TUBE
The interconnect tube, which is located between and connected to both forward and aft fuel
celis, allows flow between both forward fuel cells; and in case of a boost pump failure, this
tube allows gravity transfer between both forward cells and the aft cell until the fuel level
drops below the top of the standpipe located in the aft cell.
IN-UNE CHECK VALVES
fAn in-line check valve is located between each filter and fuel flow switch. In case of fuel
L.b-o-ost pump failure, each prevents air from entering the fuel system when the fuel level drops
below the top of the ejector stand P i':.9'
NOTES
~
-) ;'. :);; <.,-.
I /"
I
15-11
FUEL FilTER ASSEMBLY
.. /,
,.... "
MANUAL
PRESS-TO-TEST
(~~~~~~~~-1
---'~'>I
BUTTON
2
7
,
L_
~-
3
6 4
1. Filter head
2. Packing
3. Seal
4. Filter bowl
5. Retainer
6. Seal
7. Filter element
15-12
FUEL FILTER
The airframe mounted fuel filter has a 10 micron disposable paper element located on the
forward firewall on the right side of the engine. It is equipped with a built-in filter bypass
valve and impending bypass switch that is electrically connected to the fuel filter caution
light segment in the caution panel. Also, a red, press to test button is located on the top of
the filter to check the electrical connection to the fuel filter caution light. During normal
operations, the fuel filter will illuminate on the caution panel when a 1.2 psid occurs inside
the filter housing.
NOTES
) ,'/
/).. j' ':'~ z..

I /
15-13
TECHNICAL BUllETIN NO. 206L-87-142
Ben ~e~it:opte!l"~ i ~:~ a~t·] ~! lO-l-S"7

DATE D:·J~sICr. ':)! Textron Inc
PAGE NO. 1 of 9
REV. Post Office Box 482· Fort Worth. Texas 76101
MODELS AFFECTED: 206L, 206L-1, and 206L-3

SUBJECT: MAIN ROTOR BLADE, PIN 206-015-001-0011
-103 AND -105 INCREASED TRHl CAPABILITY
AND VIBRATION WORKING PROCEDURES.
HELICOPTERS AFFECTED: Ipboabd_Iab_Installatiop
All Model 206L and 206L-1 helicopters
and 206L-3 helicopters prior to SIN
51231.
[Model 206L-3 SIN 51231 and subsequent

will be equipped with main rotor
blades, PIN 206-015-001~107 prior to
delivery.]
[Blades PIN 206-015-001-105 with serial

numbers T-792, T-793, I-844, I-847,
I-848, I-850 and T-855 through I-884
have been reworked and are in
compliance with this bulletin].
Uibbatjop_Wobkipg_Ebocedubes
All 206L, 206L-1 and 206L-3 helicopters
NOTE
Ihis bulletin supersedes Technical

Bulletin 206L-84-119, dated 6-7-84.
COMPLIANCE: At customer's option
DESCRIPTION:
Field experience has indicated that some main rotor blades, when
operated as a set, will not permit the 1:1 vertical vibration to
be reduced to a target level of .2 IPS or less.
During normal tracking procedures, the plotted pOints, or "move

line" may not move to the center of the chart but may develop as
a tangent at some IPS circle.
Since outboard tab and pitch link adjustments generate a move
line in the same direction, this point of tangency will be the
best track attainabl~ under the given conditions.
AN APPROPRIATE ENTRY SHOULD 6E MADE IN TI-IE AIRCRAFT LOG BOOK UPON ACCOMPLISHMENT
IF OWNERSHIP OF AIRCRAFT MAS CHANGED PLEASE FORWARD TO NEW OWNER

-T.B. 206L-87-142
Page 2 of 9
Adjustment of inboard trim tabs will cause the l/Rev. "move line"
to shift toward the main roll and tab "move line". This then
allows the 1/Rev to be reduced using normal techniques. The 206L
series tracking chart illustrated in Figure 2 may be used during
the tracking procedures.
This bulletin provides instructions for adding an inboard trim
tab to main rotor blades, PIN 206-015-001-001/-103 and -105. Main
rotor blade, PIN 206-015-001-107 incorporates an inboard trim tab
and replaces the -101, -103, and -105 blades for future spares
procurement. These part numbers may be mixed or matched on Model
206L series helicopters.
FAA APPROVAL:
The Design Engineering aspects of this bulletin are FAA approved.
MANPOWER:
Manhours are based on "hands on" time. Elapsed time to accomplish

the required task may vary due to manpower and facilities
available to the operator.
Approximately 10 manhours are required to accomplish this
bulletin and includes main rotor hub and blade assembly static
balance and troubleshooting procedures.
MATERIAL:
The following parts are required to accomplish this bulletin and

may be ordered from your BHTI spares outlet:
Nomenclature
206~015-019-101 Trim tab assembly One per
blade
The following consumable materials are required to accomplish
this bulletin and should be purchased locally.
Nomepclature
P-P-l01, 180 grit Abrasive cloth or paper AIR
P-P-l01, 200 grit Abrasive cloth or paper AIR
TT-M-261 Methyl-Ethyl-Keytone (MEK) AIR
MIL-B-121C Barrier paper AIR
Masking tape (1 inch) AIR
EA934NA Adhesive AIR
Gloves, cotton AIR
T.B. 206L-87-142
Page 3 of 9
Hysol960 or 960-F Fairing compound filler AIR

MIL-C-5541 or equi- Brush alodine, Type II AIR
valent
MIL-P-23377 Primer, polyamide epoxy AIR
MIL-L-81352 Acrylic lacquer, gloss AIR
white
MIL-L-81352 Lusterless black lacquer AIR
O-M-232 or Alcohol, Methyl or
TT-I-735 Isopropyl AIR
SPECIAL TOOLS:
Chadwick vibrex equipment or equivalent
Wooden blocks
C-clamps
1/16 or 1/8 inch rubber pad
Paint spray equipment
NOTE
An inboard trim tab bending tool is
not presently available. Figure 3
illustrates an inboard tab bending
tool that may be locally manufactured.
WEIGHT AND BALANCE:
Not affected
ELECTRICAL LOAD DATA:
Not affected
REFERENCES:
T.B. 206L-84-119, 6-7-84.
206L Component Repair and Overhaul Manual, Revision 15.
Paragraph 65-20.
Chadwick Track and Balance Checklist No. 4300.
PUBLICATIONS AFFECTED:
BHT-206L-MM-1, Revison 19, Chapter 65.
BHT-206L-IPC, Revision 1, Chapter 65.
BHT-206L-1-MM-1, Revision 14, Chapter 65.
BHT-206L-l-IPC, Revision 3, Chapter 65.
BHT-206L-3-MM-1, Revision 4, Chapter 65.
BHT-206L-3-IPC, Revison 1, Chapter 62.
~.D. ~VUL-ol-I~~
Page 4 of 9
ACCOMPLISHMENT INSTRUCTIONS:
1. Remove the paint finish by sending spanwise with 200

grit abrasive cloth or paper for a distance of 0.25 to
0.50 inch around the perimeter of the area where the new
trim tab will be bonded, (Refer to Figure 1).
2. Clean the area by wiping with a clean cloth dampened

with MEK. Continue wiping with new cloths until surfaces
are completely clean. Final wipe with alcohol to remove
solvent film left by the MEK.
3. Protect surface with wrapping paper and masking tape

until preparations for bonding are complete.
4. Bond new trim tab to main rotor blade as fOllows:
CAUTION
DO NOT CONTAMINATE THE INSIDE ADHESIVE
SURFACE AFTER REMOVING THE PEEL-PLY.
USE CLEAN WHITE CLOTH GLOVES WHILE
HANDLING THE TRIM TAB.
5. Peel the peel-ply fabric from the inner surface of the

trim tab exposing the cured adhesive. Abrade the
adhesive surface lightly with 180 grit abrasive cloth or
paper and wipe with a clean cloth dampened with alcohol.
Repeat with successive clean cloths and alcohol until
the cloth remains clean after wiping. Wipe dry with a
final clean cloth.
6. "Apply ~A934 adhesive to the inside surface of the trim

tab and to the clean mating surface of the blade. Rub
adhesive around on the blade and tab to assure complete
"wetting" of the contact surfaces.
7. Install the trim tab on the blade. The outboard trailing

corner of the tab is to be located at blade station 81.0
(Refer to Figure 1.)
8. Bond the trim tab to the blade using 5 to 30 psi
pressure and cure for 2 hours at 140 degrees to 160
degrees F (60 degrees to 71 degrees C). Wooden blocks
and C-clamps approximately the size of the tabs may be
used as pressure devices. A rubber pad 1/16 to 1/8 inch
thick, of approximately 40 durometer hardness, should be
used between the w60d blocks and tab to evenly
distribute the pressure.
T.B. 206L-~7-142
Page 5 of 9
9. Remove C-clamps and clean up adhesive squeezeout. Wipe

the tab and surrounding area of the blade with clean
cloth dampened with MEK, then wipe dry with a clean
cloth. Fair around the edges of the tab with Hysol 960
smoother.
10. On all bare aluminum surfaces apply chemical film
treatment, brush alodine, or alcoholic-phosphoric
solution in accordance with 206L Maintenance Manual,
Chapter 20.
11. Touch up reworked areas with primer and lacquer,

including the new trim tab, in accordance with 206L,
CRID. Paragraph 65-20.
1. Install Chadwick vibrex equipment in accordance with-

Checklist No. 4300.
2. Hover the ship with tail into the wind.
3. Record magnitude and clock angle of vertical l/Rev.
4. Plot this on the vertical chart. Refer to Figure 4.
5. If the clock angle is below the zero line, bend the

target tab up or the blank tab down approximately 1
degree for every .10 IPS.
6. If the clock angle is above the zero line, bend-the

target tab down or the blank tab up approximately 1
- degree for every • 10 IPS •
7. Use roll for forward flight vertical l/Rev.

T.B. 206L-87-142
Page 6 of 9
STATION STATION STATION STAnOH

18.5 8',0 184.0 218.07·
I I
STAnON
218.07
NOTE
FOR SPARE PART REPLACEMENT, OUTBOARD TAB

PIN 206-015-517·101 REPLACES THE EARLIER
OUTBOARD TABS PIN 206·010·219·001 AND
PIN 206·010·219·113 ON MAIN ROTOR BLADES.
PIN 206-015-001 (ALL DASH NUMBERS).
StADE PIN 206-015-001'-103/.105
1. TAB PiN 206-015-019.101

2. TAB PIN i06-015-S17.101
3. TAB PIN 206-010·219·001
4. TAB PiN 206·010·219·113
TRIM TAB
206l SERIES MAIN ROTOR BLADE
TB206-35A
FIGURE'
T.B. 206L-87-142
Page 7 of 9
NOTES
';:lOLL SENSITIVITIES ARE FOR 80 KNOTS lAS
TAB SENSITIVITIES FOR 120 KNOTS lAS
30TH INSOARD TAB AND OUTBOARD TAB

~~ovES ARE MADE SIMULTANEOUSLY WHEN USE INBOARD TRIM TABS wHEN CLOCK
INBOARD TAB MOVE IS REQUtRED ANGL~ IS IN SHADED AREA
TARGET BLADE 1$ FORWARD WHEN DOUBLE

!NTERRuPTER 1$ OVER MAGNETIC PICKUP
IPS WILL l~"CREASE wHEN INBOARO TASS

ARE BENT.
USE OUTBOARD TAB AND/OR ROLL TO

REDUCE IPS LEVEL wHEN CLOCK ANGLE 1$
NOT IN SHADED AREA.
2'
-,
206l SERIES TRACKING CHART TB206L·36

(INBOARD TRIM TABS)
FIGURE 2
~.b. ~UOL-O/-~~~
Page 8 of 9
1 BREAK SHARP EOGES 0.01 ~ x 45'" OR 0.015 R
0.283
0.277 HOL.E THRU "' REQO
NAS&604-.8 SOLT" R£QO
----------13.00 AN96()..416L WASHER 4 REQO
________ 11.25 _________-;
- - - - - - - - - 12.00 - - - - - - - - - - - '
MS3542€·27 NUT 4 REQO-,
i
i SF .....CE.R 0.040 INCH r
I /----7.75 - - - - - i.l00 X lZ.l INCH /
o.OgA. TY"P , 1· _ _ ,·25

0.75_ n ;:.:;:,:"" . " " " /
0.50-1 -
---;-..,.-;-,--,--',-,--+-----i-----+------+--,/('
r fJot ;:hl J________ - ___________ _
2.12
I
i i' LL
1·_'_
,75
_--l-! <D 0
I
i 3i38 -'"=_:-:_:-:;:::.6""o-T-v-p...,1---...... - - -- - "'- l.OOR
EA930S
, I np PLATE OR
I . 0.25 INCH EA954
: ...I _ _ _ !-'
L. T3512024 ADHESIVE
-I
' ',-
15.00 1 AL. ALY
o.looi. - 0.50 TY P 1.00 TVP
OR EQUIV
i,
n
O.09R DR
CHAM 0.09 , 45" TV.
-'-----::::::-S-.7-5===:::-c'I-1.~5I-
0.25 INCH
T351 2024 ALALY OR EQUIV.
206L INBOARD·T AS
IBIENO ING TOOL
(USE WITH Tl01537 GAGE) TS2OGL..a
FIGURE 3
T.B. 206L- 87-142
Page 9 of 9
NOTE
VERTICAl.. i/REV MEASURED WITH THE TAIL INTO WJND OR DURING
15 KNOT REARWARD FLIGHT.
weRKING VERTICAL IN HOVER

(206 SERIES) T8206..4 T
FIGURE 4
~-----------------------------------------
/-
206l-IV Field Maintenance
MACHINIST TOOLS and SUPPLIES, INC.,

1000 QUAKER St. DALLAS, TX 75207
TELEPHONE: (214) 631-9390
Vendor of dimensional inspection pin sets and

inspection probes.
BEU.
APPRO'lEO
PAr.T
BELL-APPROVED PART definition REVISED: Effective the 1st of May Bell

Helicopter Textron has re-defined the "Bell-Approved Part".
BELL-APPROVED PART
Supercedes all definitions prior to May 1, 1992

A. A PART IS A BELL-APPROVED PART WHEN PURCHASED FROM BELL HELICOPTER
TEXTRON. ITS AlTfHORIZED INDEPENDENT REPRESENTATIVE(S) OR BELL CUS- -~
TOMER SERVICE FACILITIES.
The Bell-Approved Part bas:
1. A BELL OR VENDOR PART NUMBER AND AN INSPECTION STAMP(S) ON THE

PART AND/OR
2. WHEN APPLICABLE. METAL IDENTIFiCATION TAG(S) WITH THE PART NUMBER

AND SERIAL NUMBER OR THE PART NUMBER AND APPLICABLE SERIAL
NUMBER PERMANENTLY APPLIED; AND A BELL HISTORICAL SERVICE RECORD
IF A COMPONENT HAS A FiNITE LIFE OR SCHEDULED OVERHAUL LIFE.
3. THE INVOICE CONTAINS A STATEMENT SIGNED BY A REPRESENTATIVE OF BELL

HELICOPTER TEXTRON. THE CSF OR INDEPENDENT REPRESENTATIVE WHICH
UNEQUIVOCALLY STATES THAT THE SPECIFiC PART YOU ARE PURCHASING WAS
MADE UNDER THE SURVEILLANCE AND AlTfHORITY OF BELL.
B. BELL-APPROVED PARTS MAY ALSO BE NEW PARTS MANUFACTURED BY BELL

HELICOPTER TEXTRON INC. AND SURPLUSED BY THE U.S. GOVERNMENT WHEN
PURCHASED DIRECTLY FROM THE U.S. GOVERNMENT IN THE ORIGINAL BEll
HELICOPTER PACKAGING. UNOPENED VvTTH SF..ALS INTACT. VvTTH UNITED STATES
GOVERNMENT CONTRACT IDENTIFiCATION AND PROOF OF MANUFACTURE BY
BELL HELICOPTER TEXTRON.
BELL HEUCOPTER TEXTRON CANADA
206 PRODUCT SUPPORT ENGINEERING
Don Maguire ............... Manager
Jim Dawson Peter Novey

Ed Horodeski Claude Paquette
Lorenz Jessen Noel Paquette
Pierre Legault Chuck Morrice
Pierre St Georges
Telephone: (514) 437-2862
FAX: (514) 433-0272
Telex: 050-35580 (BELLSJAN)
Heli-Comm: PSECANUGHT
Inwatts(Canada): 1-800-361-9305
Inwatts(USA): 1-800-363-8023
-----
,--'-'
206L-Series Door latches
. wo diffe,ent vendors have been supplying similar door latches assemblies for
,he 20i5L h0iicopter. Depending on which door latch assembly !s installed on
. :;r a:rcraft, f'il\! will be different.
Adams-Rite Products Skylock Industries Ltd.

Chevy Chase Dr. 340 W. Chestnut Ave.
Glendale, Ca. 91.204 Monrovia, Ca. 91016-03318
Tel: 818/241-5121 Tel: 818/357-5361
by
E. 1- Brubaker
Senior Product Engineer
Lord Corporation
Elastomeric bearings are wideJy u..o;ed in

the helicopter industry due to theiT mainte-
nance-free long life~ vibration reducing
characteristics and their gradual fail-safe
modes of degradation. Because these
bearings usually have an on-condition re-
moval criteria. maintenance personnel
need to understand their degradation
modes in order to increase helicopter re-
liability and readiness, and to reduce di-
rect operating costs.
The service life of an elastomeric bearing

is primarily de:ermined by the life of the high loadng of a healthy bearing or-dur-"- detergents;·sunlight heat and ozone that
elastomer (rubber) itself. The elastomer ing normal loading of a bearing sev~rely" take their toll On elastomeric bearings.
can degrade by fatigue, limit loading, and! weakened by fatigue or environmental Prolonged "expOsu'ie to petroleum-based
or environmental attack. attack. Often. limit load damage is due to fluids attacks t,le rubber-te-metal bond,
.g6uging of the 'elastomer by tools, clamps, causing separation; and attacks the elas·
~atigue fasteners and miscellaneous hardwaJ;e. In torner, weakening it and causing it to swell
this case. the tear strength of the: elas- and extrude. Prolonged exposure to
As an elastomeric bearing cycles through tomer is exceeded locaHy by a sharp for- ozone. sunlight and heat eventually causes
its motions, small surface cracks will eign obiec.!. superficial surface. cracks in the elasto-
eventually form in t!"te hig~est strained re- -mer-t-Hat-C2.a .provide initiation sites for
gions of the bearing. These cracks will Environmental Attack the formation of fatigue cracks.
grow creeper into the elastomer., allowing
the crack faces to rub' against each other, Elastomer degradation due to environmen- Removal Cracks
This normal abrasion causes small rubber tal attack is very common in the «real '.
crumbs to bloom from the surface ')f the world". Controlled qualification testing While an understanding of the degrada-
crack location. As the cracks continue to is conducted to evaluate products for their tion modes of eiastomeric bearings is valu-
grow and interconnect. small segments of resistance to fatigue and the environment. able in itself, the critical question posed
elastomer will be extruded along with the but the testing does not effectively simu- by most operators is "How do I deter-
crumbs. This will continue gradually un- late the daily exposure to oils. solvents~ mine if the bearing is stiIl serviceable?'"
til a substantial portion of elastomer is
extruded. resulting in reduced stiffness.
increased vibration. and/or cracked shims,
Limit Loading
Limit load damage (overload) occurs

when the tensile strength/tear strength of
the elastomer is exceeded. or the shear
strength of the rubber-to-metal bond is
exceeded, Limit loading is characterized
'; large clean cracks in thl! elastomer.
Jent Or cracked shims. and/or separated
rubber-Io-metal interfaces. "Overload n
causes a rapid reduction in the load-
carrying capability of the elaslomeric
(.!EAT
be~rin~ and can occur dur:ng extremely
----------
FOR TRAINING ONLY
ELEvAIOR FLIGHT" CONTROL RIGGING TOOL WORK AID
HORIiONTAL_~Ei.tCRANK TO FORMER STA. 217 .84 POSITIONING TOOL
5·3 I INCHES
lifT
. 5 112 deg OFFSET UNLOADS THE TAILROTOR
MOST EFFECTIVE @ SPEEDS ABOVE 60 KTS
ESPECIALLY USEFUL ABOVE 60 KTS DURING LOSS OF TIR

FOR TRAINING ONLY
TOOL UBED fOR REPlACING IIIWA811PlATE BEARINGS
ACTUAL BilE
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T101030 1I0LLIITAKINQ KIT,

FOR TRAINING ONLY
USED FOR REMOVING TAIL ROTOR TRUNNION NEEDLE BEAFU :
ACTUAL SIZE MODIFIED BOLTS-"
- NUT, USED FOR

/' PRESSING SHOULDER
FOR TRAINING ONLY
FL'fCUTTEIl
USED FOR REPLACING SWASKPLATE STEEL SPHEIUCAI. BI!ARIiIIGS .lIIIANUI'ACTIIIiE
SIZE DESIRED
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BHT-ALL-SPM
;:,."~.,,-<;,, ..,: ... : ....'.:: CHAPTERS

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MISCEllAI'JEOUS FRACTICES
--""-'-'- ,--, +.
8-,', . MiSCElLANEca;~ PRACTiCES, 3, Coat mating parts of case port, quill sleeve,
and packing wit;, approved oil (C-01 0 or 011) .
':;,:;.
.. 8-2, S!.lrt~ce Roughness', 4. ~r;,s~;:!!, q:;m- assembly. Exercise care to properly'-"
~<' :1 .. ~E;~ C;pm zrG -::~ engage gear teeth properly as qum is-,
SI}riaGe rO'.!3hne?-S ,'j,g? ~z i.:iafltlfieCJ in one of the
. .,... foi!o~'Jillg ncmeOlc!~-!~res: Root r"h~8""l Sq~.'Jar~ (RI'!!Sl.
: ,R~'.Jghness Height Ra~i;·'8 (RHR) or micrui;1ches. The
. 'i:t~: ee nomencla i u r e5 refer to the average linear
8-4. Com",! ","e !Adjustable) - Alignmen~,
7,'" . "._! ~
'~,r:lpvj3Ti(\n of the actual :::>urface. The surface NOTE: Adjustab!e control tubes are connected
::l r:-: ". "",,~ i'cugilnebs heigilt is ihe arithmetical average - betwee,-, 'two) different type bearings, spherical-
":0"" ,,~,:'r:~'"
deviatio!1 p.~?ress.f.d in r:-:;croinches ,,,easured normal self-::!nQ!"li~~ anc/or nonseif-aligning. If the control-,
to .t~e center line. A microinch is one millionth of an tU:::8 is /;.onnccted between two spherical
inch 10,000001 ;~c.,). The following list gives sei'f-aii!)nin9'be~rings, refer to step 1. If the control ~
rn~'lr.~c ol"'cf roughness numb!:r "~h,at wlil normally be tube:3 CG~,cC!:1d between one spherical self-aligning
, ach:·evad. 0earing ~110 o',1e nonself-aligning bearing, refer to
t ..... ~~,.
o:::,,;.~. step 2,
ROUGHNESS
DfS:GNATION 1" Align (;o(ltrol tube between two spherical....../
(lv1icroinchesi seli-aiig,.,ing hea,;ngs as follows:
Rough Machine L:OO ~. Lov~~n iocknut on control tube.

',,.--:;0. ,--,'"
'tl, _
... .-. M'ec:wr. Machine, Drill 125
",.:.:~.:
- Smooth Machine, Ream 63 b, Turn control tube and adjustable end so ~

Grind, Fine Machine 32 bottom out, in same direction.
Grind, Hene 16
hOi1e (;
Lap, Polish 4 ti. Turn c.:ontrc.1 tube in both directions by hand, __
Pi;;lish, Superfinish 2 and cheek that each end bottoms out at the same
r-:.oTE:: . General Electric makes a SVrf2':'::€, R')ughness

time.
I,
,$c<.1\e·thc.t provides -3ctual jin!~hp'5 of L. ::0 2000
!'T"!Cr0!n~hes.
6, If one spherical self-aligning bearing has
more tro".;c: &:-.::i does not bottom out. then loosen
-If
l'JCy.~~'J":: 2~C :'2~CS!::'Jn adjustable end to provide equal 1
clearance h' €'ach direction, at bearing having the _'"
8-3. Quills - h''!st'ailation Procedl.!'rt:.$. extr~' tra':e!. (;9hten locknut and recheck alignment.
", _.. . .
Prior to installing transmi::;?;~0rt or gearbOX C;:...iHs the f. Mov~ ~o"tmls through full range oftravel and
.mJ:Jr!':-:i'ng port in the c.:;::s:; shot-tid _t:-E> h~ated to verif~:that cl")'1--:rol tube clevises have clearance at all
in_~.(c:;,::::e its r..:iameter to m~k~ in$1~lla1it)n PAsi-':'r. positions.
, ... " ..... '
. 2.' Align c':lntrcl tube between one spherical
1. ' . Quill must be clean Z:td free from ,;;.hi~8. dirt. or
self-aJignirig 6p.afil"l,g and one nonself~aligning bearing
other conr8m i nants.
as follow::;:
2, H,eat Quill. port with standar:rl he:::!tj l'1O 1-3rn~

-.......... ..
-:;-.::;- : j ~
2~"J 'J\,:C::'~'l
k.f,ared bu!b.
0!' 2
b, Pcsition control tube so that tangs of clevis

NOTE: Heating tir:1~"'''''';'>'v~:;r'y, but unit shuu!d oe ar:: paraliel to flat surface of spherical se!f-alipnin,., ~
heated until port is ho ..-'..0 tv';"ch. bearing retaining boss.
~ .'.
8-1
----
TERMiNOL-OCY FACTS AHDFEATURES
TYP E: The Specimens ore Th. S22 MICRO FINISH COM- result c;f yearS" o! roslKI'rch ~nd
electro formed roplicas .of orig~ PARATOR Surface Roughness .ngineori"'g. DckJils c:cv~l"in9.
inol machined surfaces_ Seale is mode by a duol c-I.c- this subject Qr. noW' publis~~cf
troforming process whorein pure in American Stando:rd, Pn7:r.·
MA TERIAL, . This MICRO- nickel is eloctrodepositod to ieol Spec:imons of Surfo~e
F~:SH COMPARATOR Sur. provid.a- on exact reproduction Rouihness ond lay··A,SA-E46. T.,
fo'ce Roughness Sccle is made in intricate dotail. The some 1962 sponsored bySAE andASME ...
of pure nickel. It will not ciec:troforming process used to
corrode_ proouco the- ~u..f(O.:.a. ~'::U.:9t!noss .,. is~ ~~jmpJC!"
APPEARA'NCE: . Each spec-

i~~on has the surface rough-
Score is' available 'from Gar
Elec:troforming Div., to
/TO USE
servo your product nee~s~ . I~he MICROFINISH COMPAR-
ness characteristics of 0 A 'TO~ Surfa~e 'Roughness Sc:ol ••
. tn.chinot~ motollic motorial. Tho surfaces used in tliis score Place the Scale alongside your
ore reproductions of oceurately-
work piece. Slide the Sca!e 10"
SU~FACE ROUGHNESS: Moons rrlochin.,d $·wfoce-: TnOCS.;u:ed'- in
~Gt 1he rec:{oQngle wi,h tho
the fi~ol}': :.. 5;:-0:$& surface . r"icrornchfis (:'nil"liond,:~ of on
st.,.:,fa.:o r9ughness you went i$
il'ntguicritiC's producod by tho inch - O.OCOOO1·~. "ine r,..,m!:lers Cldjacent to the piece you· ~r.
cutting action of the .1'001 ongroved olongsit. <!Joeh .s.ur- examining. Compare by crowing
'od30S' - o.-:d' abiesi'vo groins, fcce ore the ova-rage deviation rhe tip 01 the ringernoil oc:r..,s~
and by the food of the machine from the !":'IOGn surface' e;c- ooch ·surface. at right angles
tool. pressed in microinches. . ro the tool marks. Tho (..,1 c;·
The S22 MICROFlNISH CaM- fin30!'!'IoH c.mtocts rnvst bft.
UNIFORMITY AND ACCU- PARA TOR. Surface r-..,ughness the sarno if the finisJn,:s. ere
RACY: Tho' original mast.rs Scale provides industry with ido:;tic:cl. '
ond ,- tf.'eo eleetroformod replica established flat-surface rou~h
p~~c;.tion mesters hovo b••" ness specimens for visual and
..checked !="t ovonly eli stributod toe-'uol com peri son. It 'is used
intervals. 'Su';fi'ci ont measure- in specifying and c:ont'l'OlI;ng Th. S22 ,MICROFINISH COM-
monts' W~r'e"
token to determine surface roughness when a PARATOR :Surfoce Roughnes:l
product having the appearance Scale is '!J patented item ond
CI ropresentot,ive Qyc-rago. Tho
af typically machined surfoces is a product of the engineoring
rdting"listed is tne oyerago of
thoso readings: is roquir~.
Skill and precise worlemanship-
of:
LAY: This is the term used to Tho S22 MICROFINISH COM-
des;gnote the direction of pro--' PARA TO R Surface Roughness
.. dominant surfcc~ irrogularities •. Seale provides on economical
Fl.AWS: TheSIIt oro' the irregll- tool which permits roughness
larities which mcy' appear at to be specified on the some
infrequent intervals. They are basis as linear moosurernents.
'.' not typi col of a moeh ined
Tne surfaces prosented are tho
GAR ElECTROFORMiNG 0111.
surface. OANBU~Y. CONN. 06610
.. < .
._-,,,,.---
PHYSICAL SPECIMENS OF SURFACE ROUGHNESS AIND LAY BULLETIN G-20~
TYPE OF SURFACE ·ROUGt:tNESS HlIGHT

IMluoi..doe.)
LAY
FEED
Clftche(.)
S 22
,,
Honod, 2 Pg".II..llg
,
I
Lapped, or IQ<Og C;m.:r,~~:O';:
'oll.hod
Ground with ,.,
gf lpoteime"
Po."Il,,! to
'.1 MIGROFINISH
.porJphory , long di ....".io"
ofwh_1 J
32
63 of .pee..... n
COMPARATOR ®
,.
.
Oround .... Ith

flo' ")Id. Ang .... lof i"
of who.1 32 both di .... c:t'o,,·
{BlanchcrdJ
1 Surf~~~ Rou!Jhness Scale
32 0.002
.,
Sha,..\1 63 Po,oH.' 'Ig .. 0.010
CI.~.'-·· -
·Tu~oC'
Side MIII"_
.
125
2'0 .
500
.3
125
long di ....".,o"
of lPOC'rnen .'
Cir.: .... Io,

0.020
.0.030
0.010
0.020
I SURFACE
·forQUALITY
CONTROL
I!nd MiIl.d
M. - 250 Ano ....!ot ito! O.loo
'ralll.cl ., .~- 500 , bolh d,ntc:tioM 0.100
,
MIII~ wI#:
m
63 pO,r;>H.r to
0.050
0.075
ENGINEERING DATA
...rlphory ,hor\' of; ...........,.,
250 1 0.125
of CuneO'
500 of .poo;j...." <1.250
AND
.
. .INSTRUCTIONS FOR USE
'-". ,,- ,
ROIlGb!NESS HEiGHT
!.
·2';'~ ....- ..•. ;;:
(microinches) __ .P.~rc~n~
'iCC AR !' .- . j .~
* Average deviation
from the
mean surface~
2-4
16
8
32 end obo.,;e;
.. 25-35
+ 20- 30
+ 15 - 25
+ 15 - 20
I&
DANBURY. CONN. 00810
![·1
lHho tn U.S.A. • Fl... ·lJ.l. Pat. Off.
.. ) ) ) \
) ;
,
)
.. \
)
) )
.126"-
/IOJIlSTER -.760" -.315"
-.600"
'-----4 3 1 0 " - - - - -
'503"->(.-IJF~"
onll.I. AND TAP
01·32 SCA..
i.OIY'
_l..-._ _ -'-
l.qo"
EI .1116"
I
- ' -(+~~'b--:I===:r=1===-TI' l·'~-·-~-<II~!======~===I
'- .:1... I c· : ADJUST'" 1)2. .--' I
,..- - - - - - - - - - - - 1 1 . 6 " --------:'--'------
Maintenance Tip
M ..... ACTCA
-~';;"?ITO! C>f.>J<~.
,i..
UNit
This toc1 aJlgws :n. main =

I . I
CENTUI OF UP",!!,! BeLT S"CT =pit::: ~ linia to be ~
tl:a ~ .ndlCm :n. em to
I
:.a WC"'!!!; I
TO aNTl!~ 011' acne:.: SOLT
SLOT IS 2!l.Sl0 IHOIES tracit tue ret« bWias. It is fahnQ·
ta!d. from go ~ ~ aitrmir:xm T:-:.e
I I
, I mmnc'MI, bci: sines in the 2nzie
,immnnm ailew ti:te1:Ccu:ncrr~ bmts
to siicie u;:a me dC"lfl"Zl to '=nmmo-
ci.ata an,.· ~itO e...~~ !ink !et:::'.:".
AitBr ~ UIe pi:.ch d=ie
!i::b frem :n. ~ pW:a en..
t ,."g Ooi~ th."'CU~ uC hel.. in
thai "p~ mci ~ c!ev'isti. The"
riih.... u.o =~ bok j = nuts
t4 SRCm'2 the baits in piact. This SI'~
tlla ad to :n. ieng'd:l ci the pite:
d" ell W:la befcmt Wry an ciis:s.
~ 1rith thta tcol m"';nrVn;n~
tbeir~le~ .
~ ~-=i:IIY of the aWn
"""'" pitcit ~. licia.. .
tham to tM tcOI. "'pin pl:IaI ene
re=
"""",tirus bola thrcg~ :n. pitcit
&:3'-= l;-k t:~;:er a......ci lower eie":~
isa. No-. W ,,!,per. =<i !uv..... j =
m::s == be :cr.:uecl =<i w lew....
d~ foci: .n....a. The m= l'CtO~
::= ~ iiW<s = "Ow,'" ",:n'
:ICIlleQ oa tne a.uuzit ""tbcu~ =
neea to u-..c:it t:le ret"'" iol2Ce:s. tl.
G8
FOR TRAINING ONLY
ELEVATOR FLIGHT CONTROL RIGGING W~~ AID

. .
ELEVATOR NEutRAL POSITIONING TOOL
............... .................. .
.,
'.
(Q 0
o 0
~ 1:::===1
o 0
~".
0'0
-.
FOR TRAINING ONLY '"....~ ....
.. '-' .~
CYLICFLIGHT:-,CONrR(;lR;IGGD!G TOOL WORK - .~Ij).• -- --' :;:0: : -
CYLIC SERVO BELLCRANK POSITIONING TOOL

.... <> . . . . . . <) .. ., .. "- • 0;".'" • • ~ '> ., ~ ........... e .... c" • • • • • •
O'••
..' ..
.~ . ,
t3::::
-0- r~~~--~~--------------j
r', .1 z: (
;:,~ - . : .•..
'to
~
1.0
g
I.t)
CO
('()
\0
\ \
\
':"
.
- .:.. -. -
~ ,.."
: '\' .;, ...
FOR TRAINING ONLY
FLIGHT COi"l'R,OLS ;.:.COLLEC'I:IYE>R,lG~ING· WORK ~DS -.
... ,.'
,'.r.
-,
"~.
-•
'.":" ;
................................ ....
) ---
.'
n
2-+0 :INCHES
c.___________-'-----'
"
" '
l:
SWASHPLATE.POSITIONING TOOL
•••••••• • eo . . . . . . . . . . . . . . . .
'.1
./
.-~~ --:1-
. _.
,
.
,.q
T .J.
+
_
". r -, "_
L.''-.')I.,.
~
h ,- L '-/ )
FOE. ..TRAINING
- ONLY
r" J . . . -, ,.:..
"
ANTI-TORQUE FLIGHT CONTROL RIGGING WORK AID
"":"'
CONTROL TUNNEL BELLCRANK POSITIONING TOOL .

. ... " - 0 0 . . . . . . . ,: . . . . . . . . . ':. ,_: • • "! . . . . . . . •. ~. 0_• • • • • • • • • • • • • • • • •
.. ~..
\ .:" .
..........
.-, ~.'
......
. ~.:
. i
,. ...i':I"~
. ::"'..
.;,', ....
'''.''.-"
,
. '"'
~ !:i 'Y. ;:;
:t~ ~-..: ,
't':( .-'::' •
- -~ -"- -- -.~-
",:,~:. ,
JJx, . S/;Jc~)EPl~.~S;'~D 7'

,
/
,',. ,: ' ,. . . '" ,. , . "
i _5)lrf S/3C;'S CJNJ$,>b~,;J,-,

L4)5 .,
.; iY-,
,,\1~ ,>r
""" i
,. , . ., r'!.'r
-~~'J: /:7'
"
;/1" ,<.,>v
0..''''' / >' ,
". ...0 -. 0,,'" '
q\ ., '\, ; ..
o..''!) "\ v ,
~',
" - ',~
"
. .... - .,
b", ' \
", .
A
-.,'~
-. , ", .
- '., ,- _..
\ -" .
: ,
. ~ ~-:-
.. --,.-~',-'~~ ~" -.
J.
'.~rjDJl J
.Jz/
FOR TRAINING ONLY
';' IVE AND .CYLIC' FLIGHT: CON.r.ROLS.'. RIGGING TOOL WORK AID
......
,."., __ ~'IE AND, CYiIC SERVO PILar VALVE CENTERING PIN
• • • • • , • • • • • • • r • • • • • • • • o.o~-_ • • • ~ • • : • • ~~ • • • • • • • • • • • • • •
ot'and!nch
, .' t .. ",,~ .
f
......... :::::--- -
" .r'
. ,:.
"""~'"
' ..
---.-
, .
,S;ii~~~~·."~ .,- ", ;"
. "....",:~ >:.,:. . ;
~ '; "
. -::-'::
:~--~-
"- ,-
....... ,
"
"
... - ....
-"2
..
.,,~.,'
5 . - ~
1
6
3
.... 109.5 1=:-.......

1
----...;.;;;. 7
.'.
50-75
. /
i
FUEL LOW" 4
752.11'-
FULL
110.7 GAL
152.8 LBS'
". ~.
FULL
Tv
. MOST AFT FUEL eG.
16.1.~Ai..
10S.5 LSS '.• "·.·.·. . 'I
'. . !
r"' J '. k.'·"~ . ~~
'r ::.'
...... .
-. j
..,"",
.-.

206 TRNG Manual

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--,-~"-,--

The, tail rotor is a semirigid, delta hinged, two blade design.

. 1. Vertical fin 15. Tail rotor drive shaft

AT GROSS WT. OF 4000 LBS. -

(4 FT. 4.0 IN.) =:::::;:;=====;:;"

(3 FT. 8.0 IN.) (9 FT. 10.9 IN.) -

(42 FT. 8.5 IN.)

(10 FT. 2.4 IN.)

ModeJ· number 250-C30P

Maximum continuous power 85% torque/370 shaft horsepower

AIRSPEED LIMITATIONS (INDICATED)

Maximum airspeed V NE 130 knots (1 50 mph)

RECOMMENDED AIRSPEEDS (INDICATED)

Minimum rate of descent 57 knots (66 mph)

M~ximum operating 20,000 feet Hp

. Ayerage empty weight 2,265 pounds

Maximum capacity 112 U.S. gallons (93.25 imp gal)

Hydraulic fluid MIL-H-5606

PASSENGER/CARGO DOOR OPENING

CARGO AREA VOLUME

The intermediate section utilizes an aluminum semimonocoque construction and provides a

The cowling is constructed of aluminum alloy, fiberglass, and honeycomb material. It

~ ....~~:.•;;-::::~' ..- ....... .

I FREQUENCY SYMBOL I I REQUIREMENT

o DW~ Inspect prior to first flight of the day.

B ProIJight Inspect prior to each flight.

D 100 Hours Remove battery and service according

1. Drain and refill tall rotor gearbox

2. Transmission each 200 hours

MlL-L-7808 lubricating Oil Turbine Mll·t· 7808 or Mll·L·23699

I Eng;ne Fuel. TUTb;ne (Refer to Flight Manual)

& Do Not Mix Oils. (Reier to Flight ManuaL)

&. Refarto appropriate Allison Series Operation and Maintenance Manualforfrequency

3. If helicopter is stored for periods in excess of 45 days without operation or service,

INTERVAL LUBRICANT COMPLY

50 1. Swashplate outer ring MIL-G-81322 2,4,6,7

50 2. Tail rotor trunnion bearing MIL-G-81322 2, 6, 7

50 3. Main rotor pitch horn trunnion MIL-G-81322 2, 6, 7, 8

50 4. Main rotor pillow block/trunnion MIL-G-81322 2, 5, 7, 8

50 5. Main rotor grip bearing if equipped MIL-G-81322 2, 5, 7, 8, 9

100 6. Tail rotor pitch change mechanism MIL-G-81322 1,2,7

300 7. Tail rotor drive shaft hanger MIL-G-81322 2, 3

300 8. Tail rotor drive shaft sliding MIL-A-907

600 or 9. Engine to transmission drive shaft 204-040-755-005 10

- 6 months 10. Ground handling wheel bearings MIL-G-81322 6

300 11. Hydraulic pump drive adaptor Plastilube

Special Components exposed to elements As specified above 6

3. Lubricate tail rotor bearing.

6. Special Lubrication Requirements.

__- The V can be pointing

INDEXING FLATS ON INDIVIDUAL DISCS

INDEXING fLATS ON INDIVIDUAL DISK

)~lli,nrd;::::::::::::CY HANGER BRACKET

13 I SEE DETAIL A DIFFERENTIAL RELIEF VALVe:

LEGEND: . TEST PORT

SERVO ACTUATOR BYPASS VALVE

SERVO ACTUATOR CHECK VALVES

SERVO ACTUATOR SEQUENCE AND THERMAL RELIEF VALVE

SERVO ACTUATOR DIFFERENTIAL RELIEF VALVE

EXTERNAL POWER SYSTEM

1. Field igniter relay

LOW ROTOR RPM

1. Compliance with an Alert Service Buiietin is only mandatory