CSP 520N 1

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MD 520N
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ROTORCRAFT FLIGHT MANUAL

REGISTRATION NO: _________________ SERIAL NO: _________________
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CSP520N1
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MD 520N
Title Page
FAA APPROVED ROTORCRAFT FLIGHT MANUAL

Type Certificate No. H3WE Approved By_____________________________________ Manager, Flight Test Branch Los Angeles Aircraft Certification Office Transport Airplane Directorate Original Approval Date: Reissue #1: 12 September 1991
_______________________________________
THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS. SECTION SECTION SECTION SECTION SECTION II III IV V IX LIMITATIONS EMERGENCY PROCEDURES NORMAL PROCEDURES PERFORMANCE DATA OPTIONAL EQUIPMENT
THE HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS AS SET FORTH IN SECTION II OF THIS MANUAL AND ANY ADDITIONAL LIMITATIONS FROM SECTION IX AS A RESULT OF AN INSTALLED OPTIONAL EQUIPMENT ITEM. SECTIONS III, IV, AND V CONTAIN RECOMMENDED PROCEDURES AND DATA AND ARE FAA APPROVED. THE AIRWORTHINESS LIMITATIONS LISTED IN SECTION 040000 OF CSPHMI2 SHALL BE COMPLIED WITH. THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.
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MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

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LOG OF REVISIONS BY DATE

FAA / NONFAA REVISIONS REVISION DATE/NUMBER Original . . . . . . . . 12 September 1991 Revision 1 . . . . . . 1 April 1992 Revision 2 . . . . . . 25 June 1992 Revision 3 . . . . . . 28 July 1992 Revision 4 . . . . . . 17 September 1992 Revision 5 . . . . . . 29 April 1993 Revision 6 . . . . . . 8 September 1993 Revision 7 . . . . . . 3 May 1994 Revision 8 . . . . . . 7 February 1995 Revision 9 . . . . . . 17 July 1995 Revision 10 . . . . . 30 July 1996 Reissue #1 . . . . . . 20 January 2000 Revision 1 . . . . . . 22 March 2001
Manager, Flight Test Branch Los Angeles Aircraft Certification Office Transport Airplane Directorate
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APPROVING AUTHORITIES
Centro Tcnico Aeroespacial (CTA) This Rotorcraft Flight Manual is approved by the FAA on behalf of Centro Tcnico Aeroespacial for Brazilian registered rotorcrafts in accordance with the Regulamentos Brasileiros de Homologao Aeronutica (RBHA) Part 21, Section 21.29.
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TABLE OF CONTENTS
PARAGRAPH Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Title Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Summary of Revisions to the Rotorcraft Flight Manual . . . . . . . . . . . . . . . . . . . . . . . . List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 1 Fi Fix Fx
Section I General
11. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14. MultiPurpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15. Pilots Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111. Design and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113. Auto Reignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114. Capacities and Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115. Conversion Charts and Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 11 11 11 12 12 14 14 15 17 19 112 113 114 116
Section II Limitations
21. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25. Rotor Brake Limitations (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26. Rotor RPM (Speed) Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27. Powerplant Limitations Allison 250C20R/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28. Electrical System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29. Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 22 22 23 24 24 25 27 27
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PARAGRAPH 210. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211. Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212. VNE Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213. Placards and Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE 27 210 212 218
Section III Emergency and Malfunction Procedures

31. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32. Warning and Caution Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33. Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34. Air Restart Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35. Low Rotor Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38. Engine Fuel Control System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39. Other Engine Caution Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310. Main Rotor and Aft Transmission Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . 311. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312. Abnormal Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313. Fuel System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314. Electrical System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315. Other Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 32 33 36 37 37 39 314 316 316 318 323 323 325 327 328 328
Section IV Normal Procedures

41. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42. Engine PreStart Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43. Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44. Engine Run Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48. Low Speed Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49. Practice Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 411 414 416 419 421 422 422 423
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PARAGRAPH 410. Doors Off Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411. Landing Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412. Running Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413. Engine/Aircraft Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415. Deceleration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416. YSAS Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417. Normal Engine Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE 424 424 424 425 427 427 428 428 429
Section V Performance Data

51. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55. Speed For Best Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56. Height Velocity Diagram/Gross Weight Limits For Height velocity diagram 57. Hover Ceiling Vs Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58. Power Check Chart Allison 250C20R/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 51 52 54 56 58 511 520
Section VI Weight and Balance Data

61. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62. Weight and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64. Weight and Balance Determination Passenger Configuration . . . . . . . . . . . . 65. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66. Permissible Lateral Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 610 610 610 612 614 614 620
Section VII Handling Servicing and Maintenance

71. Helicopter Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72. Use of External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73. Hoisting, Jacking, and Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 71 71 73
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PARAGRAPH 75. Moving and Towing Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76. Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77. Servicing General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78. Fuel System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79. Engine Oil System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 710. Main Rotor and Aft Transmission Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . 711. Cleaning General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712. Cleaning Fuselage Interior Trim and Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . 713. Cleaning Aircraft Exterior and Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 714. Cleaning Canopy and Door Transparent Plastic . . . . . . . . . . . . . . . . . . . . . . . . 715. Fluid Leak Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 716. Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 717. Flyable Storage No Time Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718. Cockpit Door Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 719. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE 74 75 77 712 713 713 714 714 715 715 715 716 716 717 719
Section VIII Additional Operations and Performance Data

81. ICAO Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Section IX Optional Equipment

91. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92. ListingOptional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93. Compatibility Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . 94. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95. Operating Instructions: Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96. Operating Instructions: AntiIce Airframe Fuel Filter . . . . . . . . . . . . . . . . . . . . 97. Operating Instructions Emergency Floats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 91 92 92 93 911 915
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SUMMARY OF REVISIONS TO THE ROTORCRAFT FLIGHT MANUAL

NOTE: Revisions are listed below by number with appropriate remarks. REVISION NUMBER Revision 1
REMARKS Section II: Paragraph 27. Added maximum TOT limit for engine re start. Section IV: Paragraph 41. Changed NOTE regarding checking heli copter surfaces for snow and ice accumulation to a CAUTION and added reference to YSAS check. Paragraph 43. Revised NOTE for checking transmission oil pressure warning light following start. Paragraph 44. Added requirement to recheck function of automatic reignition prior to flying into snow conditions. Moved YSAS check from paragraph 41 to new paragraph 416 and renumbered remainder of paragraphs. Section VII: Updated Table 71. Figure 74. Added illustrations and locations of transmission oil level sight gauge and oil and fuel pres sure differential indicators. Section IX: Paragraph 92. Adds clarification to listing of optional equipment. Paragraph 97. Corrected errors in airspeed limits, and minimum flying weight.
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LIST OF EFFECTIVE PAGES

SECTION FRONT MATTER PAGE NUMBER Cover Fi Fii Fiii/(Fiv blank) Fv Fvi Fvii Fviii Fix Fx Fxi Fxii Fxiii Fxiv Fxv Fxvi FAA APPROVED REVISION NUMBER Original Revision 1 NON FAA APPROVED REVISION NUMBER Original Original Original Original Revision 1 Revision 1 Revision 1 Revision 1 Revision 1 Revision 1 Revision 1 Original Revision 1 Revision 1
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SECTION PAGE NUMBER 113 114 115 116 117 118 119 120 121 122 II 2i/(2ii blank) 21 22 23 24 25 26 27 28 29 210 211 212 213 214 215 216 217 218 FAA APPROVED REVISION NUMBER Original Original Original Original Original Revision 1 Original Original Original Original Original Original Original Original Original Original Original Original Original NON FAA APPROVED REVISION NUMBER Original Original Original Original Original Original Original Original Original Original
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SECTION PAGE NUMBER 31 32 33 34 35 36 37 38 39 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 FAA APPROVED REVISION NUMBER Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original NON FAA APPROVED REVISION NUMBER
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SECTION PAGE NUMBER 44 45 46 47 48 49 410 411 412 413 414 415 416 417 418 419 420 421 422 423 424 425 426 427 428 429/(430 blank) 5i 5ii 51 52 53 54 55 56 FAA APPROVED REVISION NUMBER Revision 1 Revision 1 Original Original Original Original Original Original Original Original Original Revision 1 Revision 1 Original Original Original Original Original Original Original Original Original Original Original Revision 1 Revision 1 Original Original Original Original Original Original Original Original NON FAA APPROVED REVISION NUMBER
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SECTION PAGE NUMBER 57 58 59 510 511 512 513 514 515 516 517 518 519 520 521/(522 blank) 523/(524 blank) FAA APPROVED REVISION NUMBER Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original Original NON FAA APPROVED REVISION NUMBER
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SECTION PAGE NUMBER 616 617 618 619 620 621/(622 blank) FAA APPROVED REVISION NUMBER NON FAA APPROVED REVISION NUMBER Original Original Original Original Original Original
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SECTION IX PAGE NUMBER 9i 9ii 91 92 93 94 95 96 97 98 99 910 911 912 913 914 915 916 917 918 919 920 921/(922 blank) FAA APPROVED REVISION NUMBER Original Original Revision 1 Original Original Original Original Original Original Original Original Original Original Original Original Original Original Revision 1 Revision 1 Original Original Original Original NON FAA APPROVED REVISION NUMBER
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CSP520N1 General
SECTION I GENERAL
TABLE OF CONTENTS
PARAGRAPH 11. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14. MultiPurpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15. Pilots Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111. Design and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113. Auto Reignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114. Capacities and Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 11. Fuel System: Standard Non SelfSealing Fuel Tanks . . . . . . . . . . Table 12. Fuel System: Optional SelfSealing Fuel Tanks . . . . . . . . . . . . . . . Figure 11. MD 520N Principal Dimensions Standard Landing Gear . . . . 115. Conversion Charts and Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 12. Speed: MPH/Knots/KmH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 13. Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 13. Liquid Measure U.S. Gallons to Liters . . . . . . . . . . . . . . . . . . . . . Table 14. Linear Measure Inches to Centimeters . . . . . . . . . . . . . . . . . . . . Table 15. Linear Measure Feet to Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 16. Weight Pounds to Kilograms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 14. Conversion Chart: Knots Meters/Second . . . . . . . . . . . . . . . . . . . Figure 15. Conversion Chart: Inches of Mercury Millibars . . . . . . . . . . . . . Table 17. Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 11 11 11 11 12 12 14 14 15 17 19 112 113 114 114 114 115 116 116 117 118 118 119 119 120 121 122
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SECTION I GENERAL
11. INTRODUCTION
The Rotorcraft Flight Manual has been prepared to provide the pilot with all information necessary to accomplish the intended mission with the maximum amount of efficiency and safety.
12. SCOPE
This manual meets all FAA requirements for APPROVED DATA and that data is so designated. MDHI has included additional supplemental data which is intended to provide the pilot with information that enhances and eases his task.
13. ROTORCRAFT CERTIFICATION

The rotorcraft is certified by the Federal Aviation Administration under FAA Type Certificate Number H3WE. Certification of the aircraft has been accomplished in accordance with all appli cable United States Department of Transportation, Federal Aviation Adminis tration Regulations in the normal helicopter category. The FAA model designation is Model 500N. The FAA/ICAO aircraft type designator is HU50. The MDHI commercial designation is MD 520N.
14. MULTIPURPOSE UTILITY OPERATIONS

The installation and use of certain optional equipment is approved by the FAA and requires supplemental flight data when limitations, performance or proce dures are affected. Refer to Section IX for Optional Equipment. MDHI optional equipment items and STC items which are FAA approved for the MD 520N may be installed and used.
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15. PILOTS BRIEFING

Prior to flight, passengers should be briefed on the following. Approach and depart the rotorcraft from the front in full view of the pilot, being aware of the main rotor. Use of seat belts and shoulder harnesses. Smoking. The opening and closing of doors. Evacuation of the aircraft in an emergency. Location and use of emergency/survival equipment. Securing baggage and cargo to prevent blockage of emergency egress.
16. ORGANIZATION
This manual is organized in the following manner: FRONT MATTER: Contains: Log of Revisions by Date, Table of Contents, Summary of Revi sions, and the List of Effective Pages. By referring to the Log of Revisions By Date, the pilot may review a chro nological listing of changes to the Flight Manual. Reading the Summary of Revisions will inform the pilot of what changes have been made by paragraph reference. This summary contains only the latest Flight Manual change. The List of Effective Pages allows the pilot quick reference to page numbers and their respective revision number. The pages listed should reflect the re vision number that appears at the bottom of each page. SECTION I GENERAL Information of general interest to the pilot, owner or operator of the aircraft and general rotorcraft information and conversion charts. SECTION II LIMITATIONS (FAA Approved) Specifically defines the limiting factors, procedures and parameters within which the rotorcraft may be operated. FAA regulations require that limita tions not be exceeded.
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SECTION III EMERGENCY AND MALFUNCTION PROCEDURES (FAA Approved) Problems which could be encountered in flight are defined and the proce dures necessary to cope with or alleviate them are discussed. The data is recommended by MDHI. SECTION IV NORMAL PROCEDURES (FAA Approved) Normal operating procedures from preflight through shutdown. The data is recommended by MDHI. SECTION V PERFORMANCE DATA (FAA Approved) Aircraft performance as defined within certain conditions, such as airspeed, weight, altitude, temperature, humidity, and wind velocity. Data is provided in tabular or graph form to allow the pilot to determine the aircrafts capa bilities in relation to the intended mission and prevailing conditions. SECTION VI WEIGHT AND BALANCE DATA Provides aircraft weight and balance operational data in chart and table form and provides examples that allow the pilot to accurately determine the aircrafts gross weight, and whether the load is within longitudinal and lat eral center of gravity limits. Also contained in this section are the original weight and balance report and equipment list (equipment both required and optional) installed on the aircraft at the time of licensing. SECTION VII AIRCRAFT HANDLING, SERVICING, AND MAINTENANCE The information contained in this section is extracted from the Handbook of Maintenance Instructions and is highly selective. The subjects chosen are those with which the pilot may have direct involvement either while at his normal base of operations or in the field. SECTION VIII ADDITIONAL OPERATIONS AND PERFORMANCE DATA The information provided in Section VIII is given by the manufacturer to further assist the pilot in obtaining maximum utilization of the rotorcraft. SECTION IX OPTIONAL EQUIPMENT Certain optional equipment is available for performance of specific tasks. In many cases the equipment is removable and may be used in combination with other optional items. Whenever the installation of an option affects FAA approved limitations, normal/emergency procedures or performance (Sections II thru V), an FAA approval is required. In addition, a tabular listing of all options is provided as well as a table showing the compatibility of the various options with one another. At the front of each section a table of contents lists the data by paragraph number, title, and page number.
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17. METHOD OF PRESENTATION

General information in the various sections is provided in narrative form. Oth er information is given in stepbystep procedures, graphs, charts, or tabular form. The information in the stepbystep procedure is presented in the imperative mode; each statement describing a particular operation to be accomplished. Ex pansion of the steps is accomplished as follows.
WARNING equipment damage and/or personal injury will occur if the

instruction is disregarded placed after the instruction/step.
A WARNING brings to the pilots immediate attention that
CAUTION
A CAUTION alerts the individual that equipment damage may result if the procedural step is not followed to the letter placed after the instruction/step.
NOTE: A NOTE expands upon and explains the preceding step and provides fuller
understanding of the particular operation. A black change bar ( ) in the page margin designates the latest new or points to changes changed information appearing on that page. A hand in the contents of an illustration.
18. DEFINITION OF TERMS

The concepts of procedural word usage and intended meaning that have been adhered to in preparing this manual is as follows. Shall" has been used only when the application of a procedure is mandatory. Should" has been used only when the application of a procedure is recom mended. May" and need not" have been used only when the application of a proce dure is optional. The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this manual refer to the degree of urgency with which a landing must be made. LAND IMMEDIATELY Execute a poweron approach and landing without delay. LAND AS SOON AS POSSIBLE Execute a poweron approach and landing to the nearest safe landing area that does not further jeopardize the aircraft or occupants. LAND AS SOON AS PRACTICAL Extended flight is not recommended. Whether to complete the planned flight is at the discretion of the pilotincom
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mand. However, the nature of the specific problem or malfunction may dictate termination of the flight before reaching the destination.
19. ABBREVIATIONS
A AC AGL ALT APU ATT AUTO AUX Air Conditioner Above Ground Level Alternate; Altitude Auxiliary Power Unit Attitude Automatic Auxiliary B BAT BLD Battery Bleed C C CAB CAB HEAT CAUT CG CKP(T) Cm COM CCW CW Celsius Cabin Cabin Heat Caution Center of Gravity Cockpit Centimeters Communication Counter Clockwise Clockwise D dBA DC DIR Decibel, Aweighted Direct Current Direction; Directional E EGT ENG Exhaust Gas Temperature Engine GAL GCU GEN GPU GW HD Hg HIRF HP HSI HVR IAS ICS IFR IGE IGN IMC EXT F FAA FAR FS Ft Extend; External F Fahrenheit Federal Aviation Administration Federal Aviation Regulation Fuselage Station Foot, Feet G Gallons Generator Control Unit Generator Ground Power Unit Gross Weight H Density Altitude Mercury High Intensity Radiated Field Pressure Altitude Horizontal Situation Indicator Hover I Indicated Airspeed Intercommunication System Instrument Flight Rules In Ground Effect Ignitor(s) Instrument Meteorological Conditions
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IMP INST In INST(R) IVSI
Imperial Instrument Inches Instrument Instantaneous Vertical Speed Indicator K
O OAT OGE PNL POSN PRI PRESS PSI PWR QTY R RPM RTR Sec SEL SHP SL STBY STA STC SYS TOP VFR VH VLV VMC Outside Air Temperature Out of Ground Effect P Panel Position Primary Pressure Pounds per Square Inch Power Q Quantity R Right Revolutions per Minute Rotor S Seconds Sound Exposure Level Shaft Horsepower Sea Level Standby Station Supplemental Type Certificate System T Takeoff Power V Visual Flight Rules Maximum speed in level flight at MCP Valve Visual Meteorological Conditions
Kg KCAS KG KIAS Km KmH KTAS
Kilogram Knots Calibrated Airspeed Kilogram(s) Knots Indicated Airspeed Kilometer Kilometers per Hour Knots True Airspeed L
L LAT. Lb(s) LND LONG. LT
Left; Liters Lateral Pound(s) Landing Longitudinal Light M
M MAN Mbar MCP MDHI Min MPH
Meters Manual Millibar Maximum continuous power MD Helicopters, Inc. Minutes MilesPerHour N
N1 N2 NAV NR
Gas Producer Speed Power Turbine Speed Navigation Rotor Speed
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VNE Vs VY
Never Exceed Speed Versus Best Rate of Climb Speed U
WL
Water Line X
XMSN XPNDR
Transmission Transponder Y
U.S.
United States W
YSAS
Yaw Stability Augmentation System
110. TECHNICAL PUBLICATIONS

A file of technical publications is available to aid in obtaining maximum utili zation of your rotorcraft. Revisions and new issue publications are provided to continually update and expand existing data. A file of technical publications is available to aid in obtaining maximum utili zation of your rotorcraft. Revisions and new issue publications are provided to continually update and expand existing data. MDHI Publications Revisions and Reissues Changes in limitations, procedures, performance, optional equipment, etc., require flight manual revisions and change or replace flight manual content as appropriate. To ensure that MDHI manuals continue to show current changes, revised information is supplied as follows. Revisions Change to parts of the manual by the replacement, addition and/or dele tion of pages is done by revision. The List of Effective Pages that accom panies each revision, identifies all affected pages. Such pages must be removed from the manual and discarded. Added or replaced pages must be put in and examined against the List of Effective Pages. Reissues Occasionally the manual may be reissued and is identified as Reissue #1, Reissue #2, etc. The preceding issue of the manual then becomes ob solete and must be discarded. This flight manual was reissued in two parts: Revision 9, the first part, and Revision 10 the last part. Subse quent revisions to this manual will continue with the next higher revi sion number. The reissue may also include new or changed data. These changes will be identified on the Summary of Revisions page as well as having change bars appear in the page margin on the effected pages.
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The following publications are available. Pilots Flight Manual (CSP520N1). Handbook of Maintenance Instructions (HMI) Servicing and Maintenance Instruments Electrical Avionics Component Maintenance Manual (CMM) Structural Repair Manual (SRM) Illustrated Parts Catalog (IPC) Service Information Notices and Letters New and revised publications are available through MDHS Subscription Ser vice. Further information may be obtained by contacting: MD Helicopters, Inc. M615G048 4555 E McDowell Rd Mesa, AZ 852159734 or your local Service Center, Distributor, or Sales Company. All persons who fly or maintain MDHI helicopters are urged to keep abreast of the latest information by using the subscription service.
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111. DESIGN AND CONSTRUCTION

The MD 520N helicopter is a 5 place, turbine powered, rotarywing aircraft constructed primarily of aluminum alloy while the tailboom and thruster are primarily a graphite composite. The main rotor is a fully articulated five bladed system, with antitorque provided by the NOTAR system. Power from the turboshaft engine is transmitted through the main drive shaft to the main rotor transmission, from the main transmission through a drive shaft to the aft transmission and through a second drive shaft to the NOTAR fan. An over running (oneway) clutch, placed between the engine and main rotor transmis sion permits freewheeling of the rotor system during autorotation. Airframe: The airframe structure is eggshaped and provides very clean aerodynamic lines. The rigid, threedimensional truss type structure increases crew safe ty by means of its roll bar design, and by reduction in the number of poten tial sources of failure. The airframe structure is designed to be energy ab sorbing and fails progressively in the event of impact. The fuselage is a semimonocoque structure that is divided into three main sections. The forward section is comprised of a pilot compartment and, di rectly aft separated by a bulkhead, a passenger/cargo compartment. The pi lot compartment is equipped with seats for the pilot and either one or two passengers. A canopy of transparent tinted acrylic panels provide excellent visibility. The left seat in the pilots compartment (looking forward) is the pilots seat (command position); in special military version helicopters, the pilots seat is on the right side. The lower fuselage structure beneath the pilot/passenger floor contains com partment space for the aircraft battery and provision for small cargo storage or installation of avionics equipment. Access to the compartments is through two floor door plates. The cargo compartment in the center of the aircraft contains provisions for installation of a bench or individual folding type seats for two passengers, which are adjustable in height. The aft section includes the structure for the tailboom attachment, NOTAR fan and engine compartment. Access to the engine compartment is provided through clamshell doors contoured to the shape the fuselage. The lower section is divided by the center beam and provides a housing for the two fuel cells. Provisions for the attachment of a cargo hook are located on the bottom of the fuselage in line with the center beam. Landing gear: The landing gear is a skidtype attached to the fuselage at 12 points and is not retractable. Aerodynamic fairings cover the struts. Nitrogen charged
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landing gear dampers act as springs and shock absorbers to cushion land ings and provide ground resonance stability. Provisions for ground handling wheels are incorporated on the skid tubes. Helicopter interior: The standard MD 520N requires a minimum crew of one pilot seated on the left side of the cockpit. The passengers sit to the right, abreast of the pilot. Seat belts are provided for all positions. An instrument panel is located forward of the seat at the aircraft center line. The panel incorporates standard flight and engine instruments in addi tion to warning and caution lights. The panel also contains adequate space provisions for various arrangements of communication and navigation equip ment. Seat belts are provided with several styles being offered. The seats and belts are easily removed. Cargo compartment benchtype seats may be easi ly folded out of the way or completely removed for accommodating cargo. During cargo carrying operations, the compartment floor serves as the cargo deck. Removable and interchangeable cargo tiedown fittings are available. Four doors are installed on the helicoptertwo on each side. The two for ward doors permit access to the forward compartment for pilot and passen gers. The two aft doors allow entry to the passenger/cargo compartment. Transparent tinted windows are contained in the doors. Powerplant: The power plant used is the Allison Model 250C20R/2 gas turbine engine with a takeoff power rating of 450 shp. Only 425 shp at 100 percent N2 RPM is used for takeoff; 375 maximum continuous shp provides sufficient power for all other flight modes. Limiting the maximum power to less than the maximum rated power pro vides a higher engine critical altitude. The power turbine governor provides automatic constant speed control of rotor RPM. Drive System: The overrunning clutch transmits power from the engine to the main drive shaft. The clutch has no external controls and disengages automatically dur ing autorotation and engine shutdown. The main drive shaft connects to the main rotor transmission input shaft. The engine oil cooler blower is belt driven off the main drive shaft. The oil cooler blower draws cooling air from the air inlet fairing to supply ambient air to the engine and transmission oil coolers and to the engine compartment. The main rotor transmission is mounted on the basic airframe structure above the passenger/cargo compartment. The transmission is lubricated by its own air cooled lubrication system. The main rotor static mast is nonrotating and is rigidly mounted to the mast support structure. The rotor hub is supported by the rotor mast.
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Torque is transmitted independently to the rotor through the main rotor drive shaft. Lifting loads are prevented from being imposed onto the main transmission eliminating thrust loading of transmission parts. Anti Torque System: The NOTARR system is an antitorque system made up of an enclosed fan driven by the main rotor transmission through the aft transmission, a circu lation control tailboom, directjet thruster, and horizontal stabilizer with two vertical stabilizers. The left vertical stabilizer is connected to the pilots antitorque pedals. It operates similar to an airplane rudder. The stabilizer moves through ap proximately 29 degrees of motion, and is moveable to provide sufficient con trol power in an autorotation and to unload the thruster in forward flight for optimum cruise performance. A Yaw Stability Augmentation System (YSAS) controls the right vertical stabilizer and is driven by a small elec tromechanical actuator mounted within the horizontal stabilizer. The right stabilizer moves through approximately 15 degrees of motion. Signals for the yaw SAS are obtained from a yaw rate gyro and lateral accelerometer mounted under the right pilot seat. The YSAS is installed to enhance han dling qualities. In forward flight the vertical stabilizers in conjunction with the directjet thruster provide the required antitorque and directional control. Main rotor system: The helicopter utilizes a five bladed, fully articulated main rotor assembly with unique features. While contemporary helicopters use torsion tension straps in lieu of thrust bearing stacks to contain blade centrifugal loading and allow feathering, the MDHS strap pack arrangement goes three steps further. First, the strap configuration (while secured firmly to the hub) ac tually allows the centrifugal load exerted by one blade to be countered by the force exerted by the opposite two blades. Thus, very light centrifugal loads are sensed by the hub. Second, the Vlegs of the strap pack rotate as driving members to turn the blades. Finally the straps are configured to al low feathering and flapping of the blades. The main rotor blades are se cured to the hub with quick release lever type pins. Flight controls: Cyclic, collective, and adjustable pedal controls are provided at the left crew position (right position, military only). Adjustable friction devices, which may be varied to suit the individual pilot, are incorporated in the cyclic, col lective and throttle controls. In addition, electrical cyclic trim actuators al low flight loads to be trimmed out. Since stick control forces are low, a hy draulic boost system is unnecessary. An optional dual control system may be easily removed to provide room for passengers or cargo.
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112. ELECTRICAL SYSTEM

The 520N electrical system incorporates a generic electrical wire harness that is common with other current production MD500 series aircraft (369E & 369FF) and includes wiring for common optional equipment kits and future growth. Collocation of major power distribution components, increased size and isolation of main feeder lines, and the use of a single generator control unit (GCU) increases the reliability and performance of the helicopters electrical system. The early (early generic") version of the system utilized an air/ground switch to disable the ENGINE OUT/low rotor audio warning while on the ground and a three position REIGN test switch that, in addition to testing the reignition system, also tested the ENGINE OUT/low rotor audio warning. This early ge neric" version was delivered on aircraft serial numbers LN001 through LN044. On aircraft serial numbers LN045 and subsequent, a modified (late generic") version of the system eliminated the air/ground switch, incorporated the EN GINE OUT/low rotor audio warning disable into the generator switch, and changed the REIGN test switch to a twoposition, momentarytype switch. Pilots should be aware that aircraft originally delivered with the early gener ic" version of the system may have been modified in the field to the late ge neric" version. Look at the REIGN test switch and its labelling to determine which version of the system is installed in your particular helicopter. Late ge neric" systems utilize a twoposition, momentarytype switch, labelled OFF at the bottom and TEST at the top. Early generic" systems utilize a threeposi tion switch labelled OFF at the bottom, FLT in the middle, and TEST GND at the top (see Figure 42 for switch location and labelling).
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113. AUTO REIGNITION SYSTEM

The automatic reignition system provides automatic actuation of the ignition exciter in the event that power is lost as a result of engine flameout. The system senses signals from the engine power out warning unit and con sists of a indicator light (RE IGN P RST) on the instrument panel, a REIGN test switch, and the necessary electrical components and wiring to connect the system. Power is supplied through the ENG OUT circuit breaker and the sys tem is armed by M/R transmission oil pressure. Each time that an ENGINE OUT/low rotor warning is activated, the RE IGN P RST caution light will illuminate, showing that the ignition exciter has been energized. This light will remain ON until manually reset after N1 and NR in crease back above the values (55% N1/453 NR) that activate the ENGINE OUT/ low rotor warning.
NOTE: In the event of a NR or N1 tach generator failure, the RE IGN P RST caution light
will illuminate and the continuous duty ignition exciter will remain energized until the engine is shut down or the auto reignition system is disarmed. The reignition system is armed under all operating conditions. Following any activation of the automatic reignition system as a result of flameout due to snow, ice, or water ingestion, inspect the engine in accordance with the appropriate Allison 250C20R/2 Operation and Maintenance Manual. Yawing of the helicopter may or may not follow an engine flameout and reigni tion sequence. Magnitude of the yaw will depend on forward speed and power being used. Failure or deactivation of the ENGINE OUT/low rotor waring system, renders the reignition system inoperative.
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114. CAPACITIES AND DIMENSIONS
Table 11. Fuel System: Standard Non SelfSealing Fuel Tanks Fuel Type JetA Usable Unusable Total JetB Usable Unusable Total 235 7.2 242 51.7 1.6 53.3 62.1 1.9 64.0 403.5/183.0 12.5/5.7 416.0/188.7 235 7.2 242 51.7 1.6 53.3 62.1 1.9 64.0 421.9/191.4 13.1/5.9 435.0/197.3 Liters Imp. Gal U.S. Gal Pounds/ Kilograms
Table 12. Fuel System: Optional SelfSealing Fuel Tanks Fuel Type JetA Usable Unusable Total JetB Usable Unusable Total 226.8 7.9 234.7 49.9 1.7 51.6 59.9 2.1 62.0 389.4/176.7 13.6/6.2 403.0/182.0 226.8 7.9 234.7 49.9 1.7 51.6 59.9 2.1 62.0 407.0/184.9 14.3/6.5 421.3/190.8 Liters Imp. Gal U.S. Gal Pounds/ Kilograms
Capacities Oil: Engine oil tank: 3.0 U.S. quarts (2.84 L) Main transmission: 12.0 U.S. pints (5.67 L) Aft transmission: 0.5 U.S. pints (236 cc; 0.23 L) Dimensions Refer to Figure 11 for exterior dimensions.
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27.35 ft (8.34m)
6.3 ft (1.9m) 4.6 ft (1.4m) 6.1 ft (2.0m)
NOTES: 1. HELICOPTER ON GROUND WITH FULL FUEL. TYPICAL ATTITUDE OF CARGO DECK +4.7 DEGREES NOSE UP. 2. IF EXTENDED LANDING GEAR IS INSTALLED ADD 0.87 FEET TO ALL VERTICAL DIMENSIONS
31.39 ft (9.6m) 24.9 ft (7.6m)
8.8 ft. (2.7m) 7.7 ft (2.3m) 6.9 ft (2.1m) 7.7 ft (2.3m)
1.4 ft (0.4m)
F05001
Figure 11. MD 520N Principal Dimensions Standard Landing Gear
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115. CONVERSION CHARTS AND TABLES

EXAMPLE: CONVERT 100 KNOTS TO MPH AND TO KM/HR: ENTER CHART AT 100 KNOTS AND FOLLOW ARROW TO SLOPING LINE. TO FIND MPH, MOVE LEFT AND READ 115 MPH. TO FIND KM/HR, MOVE RIGHT FROM THE SLOPING LINE AND READ 185 KM/HR
200
320 300
180
280 260 240
160
140
220 200 180
120 MPH
Km/H
100
160 140
80 120 60 100 80 40 60 40 20 20 0 0 20 40 60 80 100 Knots

F03003
0 120 140 160 180
Figure 12. Speed: MPH/Knots/KmH
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TEMPERATURE
F 140 C 60 50 40 30 20 10 40 0 20 0 20 40 60 80 10 20 30 40 50 60
EXAMPLE:
120
CONVERT F TO C KNOWN: TEMPERATURE = 50 F METHOD: ENTER AT 50 F READ 10 C ACROSS ON C SCALE METHOD MAY BE REVERSED TO FIND F WHEN C IS KNOWN ALTERNATE METHOD: F = (9/5 X C) + 32 C = 5/9(F 32)
100 80 60
F03004
Figure 13. Temperature Conversion Chart
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Table 13. Liquid Measure U.S. Gallons to Liters

0 U.S. US Gallons 0 10 20 30 40 50 60 70 80 90 100 110 Liters 37.854 75.709 113.56 151.42 189.27 227.13 264.98 302.83 340.69 378.54 416.40 1 Liters 3.785 41.640 79.494 117.35 155.20 193.06 230.91 268.77 306.62 344.47 382.33 420.18 2 Liters 7.571 45.425 83.280 121.13 158.99 196.84 234.70 272.55 310.41 348.26 386.11 423.97 3 Liters 11.356 49.211 87.065 124.92 162.77 200.63 238.48 276.34 314.19 352.05 389.90 427.75 4 Liters 15.142 52.996 90.850 128.70 166.56 204.41 242.27 280.12 317.98 355.83 393.69 431.54 5 Liters 18.927 56.781 94.636 132.49 170.34 208.20 246.05 283.91 321.76 359.62 397.47 435.62 6 Liters 22.713 60.567 98.421 136.28 174.13 211.98 249.84 287.69 325.55 363.40 401.26 439.11 7 Liters 26.498 64.352 102.21 140.06 177.92 215.77 253.62 291.48 329.33 367.19 405.04 442.89 8 Liters 30.283 68.138 105.99 143.85 181.70 219.56 257.41 295.26 333.12 370.97 408.83 446.68 9 Liters 34.069 71.923 109.78 147.63 185.49 223.34 261.19 299.05 336.90 374.76 412.61 450.46
Table 14. Linear Measure Inches to Centimeters

0 Inches 0 10 20 30 40 50 60 70 80 90 100 Cm 25.40 50.80 76.20 101.60 127.00 152.40 177.80 203.20 228.60 254.00 1 Cm 2.54 27.94 53.34 78.74 104.14 129.54 154.94 180.34 205.74 231.14 256.54 2 Cm 5.08 30.48 55.88 81.28 106.68 132.08 157.48 182.88 208.28 233.68 259.08 3 Cm 7.62 33.02 58.42 83.82 109.22 134.62 160.02 185.42 210.82 236.22 261.62 4 Cm 10.16 35.56 60.96 86.36 111.76 137.16 162.56 187.96 213.36 238.76 264.16 5 Cm 12.70 38.10 63.50 88.90 114.30 139.70 165.10 190.50 215.90 241.30 266.70 6 Cm 15.24 40.64 66.04 91.44 116.84 142.24 167.64 193.04 218.44 243.84 269.24 7 Cm 17.78 43.18 68.58 93.98 119.38 144.78 170.18 195.58 220.98 246.38 271.78 8 Cm 20.32 45.72 71.12 96.52 121.92 147.32 172.72 198.12 223.52 248.92 274.32 9 Cm 22.86 48.26 73.66 99.06 124.46 149.86 175.26 200.66 226.06 251.46 276.86
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CSP520N1 General
Table 15. Linear Measure Feet to Meters

0 Feet 0 10 20 30 40 50 60 70 80 90 100 Meters 3.048 6.096 9.144 12.192 15.239 18.287 21.335 24.383 27.431 30.479 1 Meters 0.305 3.353 6.401 9.449 12.496 15.544 18.592 21.640 24.688 27.736 30.784 2 Meters 0.610 3.658 6.706 9.753 12.801 15.849 18.897 21.945 24.993 28.041 31.089 3 Meters 0.914 3.962 7.010 10.058 13.106 16.154 19.202 22.250 25.298 28.346 31.394 4 Meters 1.219 4.267 7.315 10.363 13.411 16.459 19.507 22.555 25.602 28.651 31.698 5 Meters 1.524 4.572 7.620 10.668 13.716 16.763 19.811 22.859 25.907 28.955 32.003 6 Meters 1.829 4.877 7.925 10.972 14.020 17.068 20.116 23.164 26.212 29.260 32.308 7 Meters 2.134 5.182 8.229 11.277 14.325 17.373 20.421 23.469 26.517 29.565 32.613 8 Meters 2.438 5.466 8.534 11.582 14.630 17.678 20.726 23.774 26.822 29.870 32.918 9 Meters 2.743 5.791 8.839 11.887 14.935 17.983 21.031 24.070 27.126 30.174 33.222
Table 16. Weight Pounds to Kilograms

0 Pounds 0 10 20 30 40 50 60 70 80 90 100 Kilograms 4.536 9.072 13.608 18.144 22.680 27.216 31.751 36.287 40.823 45.359 1 Kilograms 0.454 4.990 9.525 14.061 18.597 23.133 27.669 32.205 36.741 41.277 45.813 2 Kilograms 0.907 5.443 9.979 14.515 19.051 23.587 28.123 32.659 37.195 41.730 46.266 3 Kilograms 1.361 5.897 10.433 14.969 19.504 24.040 28.576 33.112 37.648 42.184 46.720 4 Kilograms 1.814 6.350 10.886 15.422 19.958 24.494 29.030 33.566 38.102 42.638 47.174 5 Kilograms 2.268 6.804 11.340 15.876 20.412 24.948 29.484 34.019 38.555 43.091 47.627 6 Kilograms 2.722 7.257 11.793 16.329 20.865 25.401 29.937 34.473 39.009 43.545 48.081 7 Kilograms 3.175 7.711 12.247 16.783 21.319 25.855 30.391 34.927 39.463 43.998 48.534 8 Kilograms 3.629 8.165 12.701 17.237 21.772 26.308 30.844 35.380 39.916 44.453 48.988 9 Kilograms 4.082 8.618 13.154 17.690 22.226 26.762 31.298 35.834 40.370 44.906 49.442
Original
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CSP520N1 General

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KNOTS 50
METERS/SEC 25
45
40
20
EXAMPLE
CONVERT KNOTS TO METERS/SEC KNOWN: WIND SPEED = 25 KT METHOD: ENTER CHART AT 25 KT READ APPROXIMATELY 13 METERS/SEC ACROSS ON METERS/SEC SCALE METHOD MAY BE REVERSED TO FIND KNOTS WHEN METERS/SEC ARE KNOWN
35
30
15
25
20
10
15
10
0 Figure 14. Conversion Chart: Knots Meters/Second
F03005
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CSP520N1 General
EXAMPLE 1: 29.44 IN. HG = 997 MBAR EXAMPLE 2: 30.18 IN. HG = 1022 MBAR
29.5 29.4 29.3 29.2
30.5 30.4 30.3 30.2
31.1 31.0 30.9
29.1 30.1 29.0 30.0
30.8 30.7 30.6 30.5 1035 1040 1045 1050 1055
IN. Hg
28.9 29.9 28.8 29.8 28.7 29.7 28.6 28.5 28.4 28.3 28.2 28.1 28.0 945 950 955 960 965 970 1000 1005 29.6 29.5
1010
1015
1020
1025
1030
1035
975
980
985
990
995
1000
MILLIBARS
F03006
Figure 15. Conversion Chart: Inches of Mercury Millibars
Original
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Table 17. Standard Atmosphere Table Standard Sea Level Conditions: Temperature: 59F (15C) Pressure: 29.921 in. Hg (1013.25 mbar) Density: 0.0023769 slugs/ft3 (1.225 kg/m3)
ALTITUDE (feet) 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 14000 15000 16000 17000 18000 19000 20000 21000 22000 23000 24000 25000 DENSITY RATIO 1.0000 0.9711 0.9428 0.9151 0.8881 0.8617 0.8359 0.8106 0.7860 0.7620 0.7385 0.7155 0.6932 0.6713 0.6500 0.6292 0.6090 0.5892 0.5669 0.5511 0.5328 0.5150 0.4976 0.4806 0.4642 0.4481 1 p 1.000 1.0148 1.0299 1.0454 1.0611 1.0773 1.0938 1.1107 1.1279 1.1456 1.1637 1.1822 1.2011 1.2205 1.2403 1.2606 1.2815 1.3028 1.3246 1.3470 1.3700 1.3935 1.4176 1.4424 1.4678 1.4938 TEMPERATURE (C) 15.00 13.019 11.038 9.056 7.076 5.094 3.113 1.132 0.850 2.831 4.812 6.793 8.774 10.756 12.737 14.718 16.669 18.680 20.662 22.643 24.624 26.605 28.587 30.568 32.549 34.530 (F) 59.000 55.434 51.868 48.302 44.735 41.196 37.603 34.037 30.471 26.905 23.338 19.772 16.206 12.640 9.074 5.508 1.941 1.625 5.191 8.757 12.323 15.899 19.456 23.002 26.588 30.154 PRESSURE (mbar) 1013.25 997.18 942.14 908.14 875.12 843.08 811.99 781.86 752.63 724.29 696.82 670.21 644.40 619.44 595.23 571.83 549.14 527.23 505.99 485.48 465.63 446.47 427.91 409.99 392.72 375.99 PRESSURE (in. Hg) 29.921 28.856 27.821 26.817 25.842 24.896 23.978 23.088 22.225 21.388 20.577 19.791 19.029 18.292 17.577 16.886 16.216 15.569 14.942 14.336 13.750 13.184 12.636 12.107 11.597 11.103 PRESSURE RATIO 1.0000 0.9644 0.9298 0.8962 0.8637 0.8320 0.8014 0.7716 0.7428 0.7148 0.6877 0.6614 0.6360 0.6113 0.5875 0.5643 0.5420 0.5203 0.4994 0.4791 0.4595 0.4406 0.4223 0.4046 0.3874 0.3711
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CSP520N1 Limitations
SECTION II LIMITATIONS
TABLE OF CONTENTS
PARAGRAPH 21. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 21. Center of Gravity Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25. Rotor Brake Limitations (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26. Rotor RPM (Speed) Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27. Powerplant Limitations Allison 250C20R/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 22. Maximum Allowable Output Shaft (N2 ) Limits . . . . . . . . . . . . . . 28. Electrical System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29. Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 21. Unusable Fuel: Standard Non SelfSealing Fuel Tanks . . . . . . . . Table 22. Unusable Fuel: Optional SelfSealing Fuel Tanks . . . . . . . . . . . . . Figure 23. Operating Limitations when Using MILG5572E Emergency Fuel (Aviation Gasoline) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211. Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 24. Instruments (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 24. Instruments (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212. VNE Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 25. VNE Placards (Sheet 1 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 25. VNE Placards (Sheet 2 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 25. VNE Placards (Sheet 3 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 25. VNE Placards (Sheet 4 of 4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213. Placards and Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 26. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAA Approved Original 2i/(2ii blank) PAGE 21 22 22 23 23 24 24 25 26 27 27 27 28 28 29 210 210 211 212 214 215 216 217 218 218

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SECTION II LIMITATIONS
21. FLIGHT RESTRICTIONS
Approved as a five place (maximum) helicopter. Flight crew position: The minimum flight crew consists of one pilot operating the helicopter from the left seat. The right crew seat may be used for an additional pilot when the approved dual controls are installed. Aerobatic flight is prohibited. Hovering downwind with a cyclic trim failure (full forward) when wind is above 15 knots is prohibited. Installed equipment: Certification is based on an Engine Failure Warning System, (including both visual and audio indications), Low Rotor Warning System, Outside Air Tem perature gauge, and Fuel Low caution light being installed and operable. Flight with doors removed is approved under the following conditions. Approved doorsoff configurations All doors off. Both rear doors off. Both forward doors off. Any one door off. All loose items properly secured or stowed. Unoccupied seat cushions and seat backs properly secured or stowed.
WARNING flight. Items secured with Velcro tape should not be considered
properly secured (see Section IV, for Doors Off Flight). VNE with doors removed: 129 KIAS or less Ref. Figure 25
Any object that is not properly secured may exit the aircraft during
FAA Approved Original
21

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Flight with center front seat occupied is approved under the following conditions. Dual controls removed. Center location seatback and seat cushion installed and secured. Seat belt(s) and shoulder harness(es) installed and operable.
22. ENVIRONMENTAL OPERATING CONDITIONS

Kinds of operations: This rotorcraft is certified in the normal helicopter category for day and night VFR operation when the appropriate instruments and equipment re quired by the airworthiness and/or operating rules are approved, installed and are in operable condition. Maximum operating altitude: Maximum operating density altitude is 20,000 feet. Ambient temperature limitations: From sea level to 6000 feet pressure altitude the maximum engine air inlet ambient temperature is 54C (130F); from 6000 feet to 20,000 feet pressure altitude the maximum temperature varies linearly from 54C to 27C (130F to 80F), respectively. It is to be assumed that engine air inlet temperature is the same as ambient (free air) temperature. Cold weather operations: Flight into known icing conditions is prohibited. Flight operation is permitted in falling and/or blowing snow only when the Automatic Engine Reignition Kit and Engine Failure Warning System are installed and operable.
23. AIRSPEED LIMITATIONS

VNE is 150 KIAS or less (Ref. Figure 25). VNE is 129 KIAS or less during autorotation (Ref. Figure 25). VNE is 129 KIAS or less when carrying less than 35 pounds of fuel (Ref. Figure 25). VNE is 129 KIAS or less during doors off flight (Ref. Figure 25).
FAA Approved 22 Original

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24. WEIGHT LIMITATIONS

Maximum gross weight: 3350 lbs. on the landing gear. Minimum flying gross weight: 1796 lbs. Cargo deck capacity: 1300 lbs. (not to exceed 115 lbs. per square foot). Utility stowage compartment: Maximum weight in the utility stowage compartment is 50 pounds. CG Limits: Ensure helicopter CG and weight are within approved limits throughout flight (Ref. Figure 21).
AIRCRAFT CENTERLINE LEFT 3500 RIGHT
3350
3300
3100
2900 GROSS WEIGHT (POUNDS)
2700
2500
2300
2100
1900 1796 1700 98 99 100 101.4 102 104 106 LONGITUDINAL ARM (INCHES) LONGITUDINAL C.G. ENVELOPE 107 108 109 110.3 5 4 3 2 1 +1 +2 LATERAL ARM (INCHES) LATERAL C.G. ENVELOPE +3 +4 +5 MINIMUM FLYING WEIGHT
FORWARD
AFT
F05005
Figure 21. Center of Gravity Envelope
23

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25. ROTOR BRAKE LIMITATIONS (IF INSTALLED)

The rotor brake must be in the stowed position prior to engine starting. The rotor brake may be applied after engine shutdown with the rotor at or be low 195 RPM.
26. ROTOR RPM (SPEED) LIMITATIONS

Normal Operating Range: 473 RPM to 477 RPM (99 100 percent N2 ) Power on: maximum RPM is 477 RPM (Ref 100 percent N2) Power on: minimum RPM is 473 RPM (Ref 99 percent N2) Power off: maximum RPM is 508 RPM (Ref 106.5 percent N2 red dot) Power off: minimum RPM is 410 RPM (Ref 86 percent N2)

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27. POWERPLANT LIMITATIONS ALLISON 250C20R/2

Engine torque limits: Maximum takeoff power (5 minute): 101.8 psi torque Maximum continuous: 89.8 psi torque Transient torque limits: 101.8 to 112.2 psi torque (red dot ton torque indicator) for 10 seconds at 100 percent N2. Turbine Outlet Temperature limits: Maximum takeoff (5 minute): 810C Maximum continuous: 752C Maximum for starting (lightoff): 150C Transient limits: During start and shutdown: 810C to 927C for up to 10 seconds with a momentary peak temperature of 927C for not more than 1 second. During power changes in flight: 810C to 843C for 6 seconds for aircraft with analog only" TOT indica tor. 810C to 899C for 6 seconds for aircraft with analog/digital" TOT indi cator. Gas Producer (N1) speed limits: Maximum continuous: 105%. Minimum: ground idle speed 64%. Transient limits: 106% for 15 seconds.
FAA Approved Revision 1
25

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Power Turbine (N2) speed limits:
760
ALLOWABLE C20R/2 (N2) OPERATION
TOT, o C
704
649
NORMAL POWERON OPERATION 500N POWER ON ROTOR LIMIT (REF)
593
538 99
100 101 102 103 104 105
PERCENT SPEEDOUTPUT SHAFT (N2)
Figure 22. Maximum Allowable Output Shaft (N2 ) Limits Engine oil system limits: Flight operation temperature limits: 0C to 107C Flight operation pressure limits: 50 to 130 psi with the following minimums: 120 psi at 94 percent N1 and above. 90 psi at 79 percent N1. 50 psi below 79 percent N1.
26

15 SECONDS MAXIMUM
815 810
OVER SPEED
POWER OFF ROTOR LIMIT (REF)
106 107 108
109
110 111
112 113
F05006

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28. ELECTRICAL SYSTEM LIMITATIONS

Generator limits: Maximum continuous: 85 amps 85 to 150 amps: 10 minutes >150 amps: 2 minute limit prior to takeoff during battery recharging cycle only. Battery limits: Flight following a battery overtemperature of 160F (71C) or above is pro hibited until the battery has been inspected.
29. STARTER LIMITATIONS

If ignition is not attained: 1 minute on, 1 minute off; 1 minute on, 23 minutes off;
210. FUEL SYSTEM LIMITATIONS

Fuel Specifications: For additional information on fuels, refer to Allison Operation and Mainte nance Manual. Primary Jet A (ASTMD1655); Jet A1 (ASTMD1655); Jet B (ASTMD1655) JP1 conforming to ASTM D1655, Jet A or Jet A1 JP4 (MILT5624); JP5 (MILT5624); JP8 (MILT83133A) Arctic Diesel Fuel DFA conforming to ASTM D1655, Jet A or Jet A1 Diesel No. 1 conforming to ASTM D1655, Jet A or Jet A1
27

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Emergency Aviation Gasoline MILG5572E. MILG5572 aviation gasolines containing TriCresylPhosphate CAUTION (TCP) additives shall not be used. Use of MILG5572E gasolines is limited to a maximum of 6 hours of operation per engine overhaul period and operation within safe conditions. (Ref. Figure 23). When using alternate fuel mixtures or emergency fuels, the start pump should remain on until the engine is shutdown. (Ref. Figure 23).
CAUTION
Table 21. Unusable Fuel: Standard Non SelfSealing Fuel Tanks Fuel Type JetA JetB Liters 7.2 7.2 Imp. Gal 1.6 1.6 U.S. Gal 1.9 1.9 Pounds/ Kilograms 13.1/5.9 12.5/5.7
Table 22. Unusable Fuel: Optional SelfSealing Fuel Tanks Fuel Type JetA JetB Liters 7.9 7.9 Imp. Gal 1.7 1.7 U.S. Gal 2.1 2.1 Pounds/ Kilograms 14.3/6.5 13.6/6.2
Cold weather operations: Fuels must meet antiicing capability of JP4 when operating at 4C (40F) or less. The 250C20R/2 (SP) engine does not require fuel antiice additives above fuel temperatures of 30 F (34C). However the continued use of antiice additives under all temperature conditions is recommended to provide addi tional protection against fuel system icing and microbiological contamina tion. Fuel filter: Upon completion of the flight in progress, further flight is prohibited until the fuel filter has been serviced following the illumination of the FUEL FILTER caution light. Fuel system purging: Further flight is prohibited until the fuel system is purged (see HMI) following: Engine flameout caused by fuel exhaustion. Draining fuel from antiice fuel filter (if installed) without the start pump on. Engine shutdown using emergency fuel shutoff valve. Motoring the engine without fuel in the fuel tank. FAA Approved 28 Original

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FUEL TEMPERATURE ~ DEG C 16,000 14,000
12,000 PRESSURE ALT ~ FEET 10,000
8,000
6,000
4,000
2,000
40
Figure 23. Operating Limitations when Using MILG5572E Emergency Fuel (Aviation Gasoline) FAA Approved Original

PROHIBITED OPERATION
SAFE OPERATION (START FUEL PUMP ON) 60 80 100 120 FUEL TEMPERATURE ~ DEG F NOTES: 1. USE OF MILG5572E FUEL IS LIMITED TO A MAXIMUM OF 6 HOURS OF OPERATION PER ENGINE OVERHAUL PERIOD 2. TO CONSERVATIVELY ESTIMATE THE FUEL TEMPERATURE, ASSUME IT TO BE EQUAL TO THE HIGHEST TEMPERATURE THE HELICOPTER HAS BEEN EXPOSED TO DURING THE PRECEDING 24 HOURS
16
27
39
49
60
5,000
4,000 PRESSURE ALT ~ METERS
3,000
2,000
1,000
0 140
F05007
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211. INSTRUMENTATION
RED RED INDICATES MAXIMUM AND MINIMUM OPERATING LIMITS; THE EDGE OF A RED LINE IS THE LIMITING VALUE; THE POINTER SHOULD NOT ENTER THE RED DURING NORMAL OPERATIONS YELLOW YELLOW INDICATES CAUTIONARY OPERATING RANGE. GREEN GREEN INDICATES NORMAL OPERATING RANGE.
150
75
85
150 +
FUEL LBS X 100
D.C. AMPS
AMMETER 150 AMPS 85 TO 150 AMPS 0 TO 85 AMPS
FUEL QUANTITY FUEL LOW CAUTION 35 POUNDS 12.5 POUNDS
100
15
50
150 C
107 125 ENG. OIL TEMP.
OIL PRESS PSI
ENGINE OIL PRESSURE 50 AND 130 PSI 50 TO 90 PSI 90 TO 130 PSI
ENGINE OIL TEMPERATURE 107C 0 TO 107C

F050081
Figure 24. Instruments (Sheet 1 of 2) FAA Approved 210 Original

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DUAL TACHOMETER
(FACE SHOWN TWICE FOR CLARITY)
0 120 0 5 4 3 1 100 2 90 80 70 110
10 20 30 40 50 60
N2 RPM 99 AND 100 % 99 TO 100% 106.5%
ROTOR RPM 410 AND 508 RPM 410 TO 508 RPM
N1 TACHOMETER 59 AND 105% 64 TO 105%
101.8 PSI 89.8 TO 101.8 PSI 0 TO 89.8 PSI 112.2 PSI TORQUEMETER AIRSPEED
150 KNOTS 42 TO 150 KNOTS 129 KNOTS
TURBINE OUTLET TEMPERATURE
10 8 6 4
12
TOT
ANALOG
ANALOG / DIGITAL
Figure 24. Instruments (Sheet 2 of 2) FAA Approved Original
810C 752 TO 810C 360 TO 752C 843C
C X 100 2
400 TO 752C 752 TO 810C 810C 899C 927C 150C* *Max. TOT for Lightoff
F050082
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212. VNE PLACARDS

Description: The VNE placards provide the pilot with a method to determine the maxi mum indicated airspeed allowed for various gross weight, pressure altitude and OAT combinations during powered or autorotative flight. Use of Placards: Select the appropriate card based on the takeoff gross weight of the aircraft being flown. (Refer to example 1: 2450 lbs. (1)) Determine the pressure altitude at which the aircraft is flying by adjusting the altimeter setting to 29.92 (1013 millibars) and read the pressure alti tude from the altimeter. (Refer to example 1: 12,000 ft. (2)). Note the Outside Air Temperature in degrees Celsius (C) from the OAT gauge in the aircraft. (Refer to example 1: 10C (3)) Read the VNE for powered flight from the block where the OAT and Pres sure Altitude columns cross. (Refer to example 1: 107 KIAS (4)) Autorotation VNE (Refer to example 1 (5)) is determined by subtracting 21 knots from the powered flight VNE until, in example 1, 90 knots is reached. At this point the autorotation VNE stays at 90 knots until the powered flight VNE goes below 90 knots at which point the autorotation and powered flight VNES become the same. Maximum VNE with less than 35 pounds of fuel (Refer to example 1 (6)) is 129 knots IAS to insure that approximately 22.5 pounds of fuel remain us able.
(2) (1)
VNE IAS (KNOTS)

OAT C 30 20 (3) 10 0 10 20 30 40 (5) 45 150 PRESS ALT X 1000 4 6 2 0 137 145 132 140 147 128 135 141 148 123 130 136 142 148 148 135 149 124 147 119 8 119 125 132 137 132 120 111 103 99 GROSS WT = 2351 TO 2500 LB 16 18 20 14 12 10 114 121 127 119 109 100 93 87 84 110 116 107 98 91 85 79 74 72 106 98 90 83 77 72 68 64 NO FLIGHT 89 82 76 71 66 (4) 76 70 65 64
FOR AUTOROTATION VNE REDUCE SPEED BY 21 KTS (90K MIN); DO NOT EXCEED CHART VNE MAX VNE 129 KTS WITH LESS THAN 35 LB FUEL (6)
EXAMPLE 1
F05057

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When operating at altitudes and/or temperatures that fall between those de picted on the placard, linearly interpolate between pressure altitude and temperature to determine the appropriate VNE (Refer to example 2). If un sure of interpolation, use the next higher pressure altitude and use the temperature which yields a lower VNE. VNE
OAT C 30 20 10 0 10 20 150 PRESS ALT X 1000 4 6 2 0 137 145 132 140 147 128 135 141 148 123 130 136 142 148 148 (A)134
IAS (KNOTS)
7000 FT
8 119 125 132 137 132 120 GROSS WT = 2351 TO 2500 LB 18 20 16 14 12 10 114 121 127 119 109 100 110 116 107 98 91 85 106 98 90 83 77 72 89 82 76 71 66 76 70 65 64
25C
30 40 45 135 149 124 147 119 FOR AUTOROTATION (90K MIN); DO NOT E MAX VNE 129 KTS W
(C)128
(B)123 111 103 99 93 87 84 79 74 72 68 64 NO FLIGHT
VNE REDUCE SPEED BY 21 KTS XCEED CHART VNE ITH LESS THAN 35 LB FUEL
EXAMPLE 2 Example of Interpolation Given Data: Gross Weight 2450 lbs Pressure Alt 7000 ft OAT 25C (A) = 148 120 = 28 2 = 14 + 120 = 134 (B) = 135 111 = 24 2 = 12 + 111 = 123 (C) = 134 123 = 11 2 = 5.5 + 123 = 128
F050058
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VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 6 123 130 136 142 148 150 148 144 149 147 140 138 8 119 125 132 137 143 139 131 120 116
GROSS WT = 2200 OR LESS 10 114 121 127 132 128 118 110 103 100 12 110 116 122 116 107 100 94 88 86 14 106 112 106 99 92 86 81 76 NO FLIGHT 16 102 98 91 85 79 18 90 84 78 20 77
30 20 10 0 10 20 30 40 45
FOR AUTOROTATION VNE REDUCE SPEED BY 21 KTS (87K MIN); DO NOT EXCEED CHART VNE MAX VNE 129 KTS WITH LESS THAN 35 LB FUEL
VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 6 123 130 136 142 148 150 148 144 149 136 8 119 125 132 137 143 132 120 111
GROSS WT = 2201 TO 2350 LB 10 114 121 127 129 118 109 101 94 12 110 116 116 107 99 92 87 81 14 106 106 98 91 85 79 74 70 NO FLIGHT 16 97 90 84 78 72 18 83 77 71 20 71
30 20 10 0 10 20 30 40 45
147 130 108 92 79 FOR AUTOROTATION VNE REDUCE SPEED BY 21 KTS (89K MIN); DO NOT EXCEED CHART VNE MAX VNE 129 KTS WITH LESS THAN 35 LB FUEL
Figure 25. VNE Placards (Sheet 1 of 4)

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VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 6 123 130 136 142 148 150 148 135 149 147 124 119 8 119 125 132 137 132 120 111 103 99
GROSS WT = 2351 TO 2500 LB 10 114 121 127 119 109 100 93 87 84 12 110 116 107 98 91 85 79 74 72 14 106 98 90 83 77 72 68 64 NO FLIGHT 16 89 82 76 71 66 18 76 70 65 20 64
30 20 10 0 10 20 30 40 45
VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 6 123 130 136 142 148 150 136 123 140 133 113 109 8 119 125 132 133 120 110 102 94 91
30 20 10 0 10 20 30 40 45
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VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 6 123 130 136 142 137 150 141 126 120 122 111 102 98 8 119 125 132 120 109 100 92 86 83
30 20 10 0 10 20 30 40 45
VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 6 123 130 136 138 121 150 141 124 147 136 112 107 110 100 92 88 8 119 125 120 108 98 90 83 77 74
30 20 10 0 10 20 30 40 45

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VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 137 145 2 132 140 147 4 128 135 141 148 150 140 123 144 126 120 111 101 97 6 123 130 136 121 108 98 90 84 81 8 119 121 108 97 89 82 76 70 68
30 20 10 0 10 20 30 40 45
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213. PLACARDS AND DECALS
Minimum N1 Speed Starting Recommendations OAT, C N1% 18 AND BELOW 12 18 TO 7 13 7 AND ABOVE 15
THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL.
CAUTION CYCLIC FORCES TO BE TRIMMED TO NEUTRAL DURING STARTUP AND SHUTDOWN
NOTE: Above placards located on instrument panel.

50 POUNDS MAXIMUM LOAD UNIFORMLY DISTRIBUTED
NOTE: Above placard located inside utility stowage compartment.

IF MOISTURE VISIBLE AND OAT BELOW 5C USE ANTIICE
NOTE: Above placard located by OAT gauge.

Figure 26. Decals and Placards

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CSP520N1
Emergency and Malfunction Procedures
SECTION III EMERGENCY AND MALFUNCTION PROCEDURES

TABLE OF CONTENTS
PARAGRAPH 31. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32. Warning and Caution Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 31. Warning and Caution Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33. Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Complete Power Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Partial Power Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34. Air Restart Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35. Low Rotor Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Fire on the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Fire During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cabin Fire/Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38. Engine Fuel Control System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Control or Power Turbine governor Failure . . . . . . . . . . . . . . . . . . . . . . . . . 39. Other Engine Caution Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310. Main Rotor and Aft Transmission Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . M/R Transmission Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M/R Transmission Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M/R Transmission Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Aft Transmission Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AntiTorque Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YSAS Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . One Way Lock Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cyclic Trim Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312. Abnormal Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313. Fuel System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAA Approved Original 3i PAGE 31 32 32 33 33 35 36 37 37 37 39 310 311 312 314 314 316 316 316 316 316 317 317 318 318 320 320 321 323 323 323 324
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PARAGRAPH 314. Electrical System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery Overtemperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generator Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315. Other Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Air Particle Separator Filter Clogged (If installed) . . . . . . . . . . . . . . . . 316. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 32. Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE 325 325 326 327 327 328 328 328
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SECTION III EMERGENCY AND MALFUNCTION PROCEDURES

31. GENERAL
The procedures contained in this section are recommendations to be followed in the event of an emergency or malfunction that may potentially affect the safety of the aircrew, passengers, aircraft, or personnel on the ground. These procedures are recommended to minimize danger to the helicopter. How ever, these procedures should not limit the pilot from taking additional actions if the situation warrants. In the event of an emergency or malfunction, the pilots primary consider ation is control of the aircraft. Then, the pilot must identify the problem and perform the appropriate procedures relevant to the situation. Terms such as land immediately, land as soon as possible, and land as soon as practical are defined in Section I.
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32. WARNING AND CAUTION INDICATORS

Warning and caution indicators are located at the top of the instrument panel (Ref. Figure 31). A red warning or yellow caution indicator will illuminate and in some cases, an audible warning will sound announcing a failure or malfunction. Audible and visual warnings are provided for: ENGINE OUT LOW ROTOR
1. 2. 3. 4. 5. 6. 7. 8. ENGINE OUT TRANSMISSION OIL PRESSURE TRANSMISSION OIL TEMPERATURE BATTERY TEMPERATURE 160F BATTERY TEMPERATURE 140F REIGNITION PRESS TO RESET FUEL LEVEL LOW FUEL FILTER 9. 10. 11. 12. 13. 14. 15. 16. MAIN ROTOR TRANSMISSION CHIPS AFT TRANSMISSION CHIPS ENGINE CHIPS GENERATOR OUT AIR FRAME FILTER* AIR FILTER CLOGGED* FLOAT PRESS TO TEST* PRESS TO TEST WARNING AND CAUTION LIGHTS
NOTE: Items marked with an asterisk (*) indicate an optional equipment item. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
ENGINE OUT
XMSN OIL PRESS
XMSN OIL TEMP
BAT 160o F
BAT 140o F
REIGN P RST
FUEL LEVEL LOW
FUEL FLTR
M/R XMSN CHIPS
AFT XMSN CHIPS
ENG CHIPS
GEN OUT
AIR FRAME FILTER
AIR FLTR CLOGD
FLOAT P TEST LH/RH
PRESS TO TEST
ALT 3
F05009
Figure 31. Warning and Caution Indicators
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33. ENGINE FAILURE COMPLETE POWER LOSS

Indications: Red
ENGINE OUT
warning indicator ON and audible warning in headset.
Left yaw (due to a reduction in torque) Drop in engine speed. Drop in rotor speed. Change in noise level.
NOTE: The amount of yaw is dependent upon the amount of torque at the moment of
power loss. High torque will cause a large yaw while low torque will cause a relatively small yaw.
WARNING adjusting collective to maintain rotor RPM within limits, then check
Respond immediately to the ENGINE OUT/low rotor RPM warning by
engine instruments and other indications to confirm engine trouble. Conditions: The failure indicators are actuated when N1 falls below 55% or NR falls below 453 NR (Ref. 95 1% N2). Procedures: Engine Failure In Cruise at 500 Feet AGL or Above
F
Adjust collective pitch according to altitude and airspeed to maintain rotor speed between 410 and 508 RPM. Apply pedal pressure as necessary to control aircraft yaw. Adjust cyclic control as necessary to control airspeed and flight path. Al low airspeed to stabilize at 129 Knots IAS or lower (refer to VNE plac ards).
F F
NOTE: At airspeeds above maximum autorotational VNE (129 KIAS or less Ref. Section II
VNE Placards), use aft cyclic to maintain aircrafts attitude and slow to desired airspeed as collective pitch is lowered. Increase collective as necessary after entering autorotation to prevent rotor overspeed. If desired, operate at minimum rotor speed to reduce rate of descent and/or extend glide distance. The minimum rate of descent with power off will be attained at 60 KIAS and 410 NR. FAA Approved Original
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The maximum glide distance with power off will be attained at 80 KIAS and 410 NR. Glide distances attained during an actual engine out autorotation may be less than the glide distances achieved during practice autorotations when operating at reduced RPM (N2/NR needles joined).
F
After confirming complete loss of power, time and altitude permitting, place twistgrip in cutoff and close fuel shutoff valve. Select landing area and maneuver as required. If operating at reduced rotor RPM to extend glide or reduce rate of de scent, restore rotor RPM by lowering collective prior to flare out. Flare as required for the terrain to reduce forward speed and rate of de scent. Level aircraft before ground contact. Touch down in a level attitude, increasing collective pitch to cushion land ing. Avoid the use of aft cyclic or rapid lowering of the collective pitch during initial ground contact or any subsequent ground slide.
F F
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Procedures: Engine Failure Above 12 Feet and Below 500 Feet AGL The Height Velocity Diagram (Ref. Section V) depicts the combinations of air speeds vs. altitudes wherein a successful autorotation landing can be made in the event of an engine failure. Flight within the crosshatched regions repre sent airspeed/altitude combinations from which a successful autorotation land ing may be difficult to perform. Operation within the crosshatched area should be undertaken with caution.
F
In the event of a power failure during takeoff/low level flight, the collec tive pitch must be initially lowered to maintain rotor speed. The amount and duration of collective reduction depends upon the airspeed and height above the ground at which the power loss occurs. As the ground is approached, flare as required to reduce forward speed and rate of descent. Touch down in a level attitude, increasing collective pitch to cushion land ing. Avoid the use of aft cyclic or rapid lowering of the collective during initial ground contact or during ground slide.
Procedures: Engine Failure Hovering Flight Below 12 Feet AGL

F F F
Do not reduce collective pitch. Apply right pedal to prevent yawing. Increase collective pitch as necessary to cushion landing.
PARTIAL POWER LOSS

Indications: Under partial power conditions, the engine may operate smoothly with reduced power or it may operate erratically with intermittent surges of power. Procedures:
F
Turning the start pump ON may smooth out an erratic operating engine and/or restore power enabling the pilot to fly to a favorable landing area. However, do NOT disregard the need to land. If possible, fly at reduced power to the nearest safe landing area and land as soon as possible. Be prepared for a complete power loss at any time. FAA Approved Original
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34. AIR RESTART ENGINE

Because the exact cause of engine failure cannot be determined in flight, the decision to attempt a restart will depend on aircraft altitude, time available, rate of descent, and potential landing areas.
CAUTION
Do not attempt restart if a malfunction is suspected.
Conditions: At low altitude or when time is critical. Procedures:

F F
Close twist grip to cutoff position. Press start/ignition button immediately.
NOTE: Pressing the starter button actuates the igniter. If N1 is 18 percent or above, open
twist grip immediately to ground idle. N1 speeds of 25 to 40 percent are preferred for coolest and fastest restarts. Maintain safe autorotational airspeed.
Conditions: When altitude and time permit. Procedures:

F
Perform normal engine start if N1 has decayed below 18 percent. Refer to Section IV, Engine Starting. Recommended airspeed is 60 knots IAS. Advance twistgrip from ground idle to full open once N1 reaches 60 65%. Collective pitch: increase as required once N2/NR are 100%.
F F
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35. LOW ROTOR SPEED
Indications: Red
ENGINE OUT
warning indicator ON and audible warning in headset.
Drop in rotor RPM. Change in noise level.
NOTE: The LOW ROTOR warning is activated when NR falls below 453.
Conditions: Low rotor RPM will most commonly be associated with the following: Engine Failure. Transient rotor droop during large, rapid increases in power. Governor failure producing an underspeed. Procedures:
F
Respond immediately to the low rotor RPM warning by adjusting collec tive to maintain rotor RPM within limits. Check other Caution/Warning indicators and engine instruments to con firm engine trouble and respond in accordance with appropriate proce dures in this section.
36. EMERGENCY LANDING PROCEDURES WATER LANDING

Conditions: Power off. Procedures:
F F
Adjust collective pitch as necessary to establish autorotation. If time permits, open doors and push door handle full down to prevent re latching. Make autorotative approach, flaring as required to minimize forward speed at touchdown. FAA Approved Original
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Level aircraft and apply full collective pitch as contact is made with the water. When aircraft begins to roll, lower collective to full down to minimize blades skipping off the water. Release safety harness and clear the aircraft as soon as the rotor blades have stopped turning Do not inflate personal flotation gear before exiting aircraft. Safe
WARNING exit will be restricted.
Conditions: Power on. Procedures:

F F F F F F
Descend to hovering altitude over water. Open doors and push door handle full down to prevent relatching. Passengers and copilot exit aircraft. Fly a safe distance away from all personnel in the water to avoid injury. Close twistgrip to the cutoff position and perform a hovering autorotation. Allow aircraft to settle in a level attitude while applying full collective pitch. When aircraft begins to roll, reduce collective to full down to minimize blades skipping off the water. Release safety harness and exit the aircraft as soon as the blades have stopped turning. Do not inflate personal flotation gear before exiting aircraft. Safe
WARNING exit will be restricted
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37. FIRE
The safety of the helicopter occupants is the primary consideration when a fire occurs. Therefore, if airborne, it is imperative that the pilot maintain control of the aircraft and land immediately. If the fire occurs on the ground or upon landing from an inflight fire, it is essential that the engine be shut down, crew and passengers evacuated and fire fighting begun immediately. If the situation permits, a MAYDAY radio call should be made before electrical power is OFF to expedite assistance from fire fighting and rescue personnel. Indications: A pilot must rely on his senses to detect fire on board the aircraft. The sound of electrical arcing, the smell of burning insulation, or the sighting of smoke and/or flame are all possible indicators of an on board fire. Also, the pilot may be notified of an on board fire by personnel outside the aircraft via visual or audio communication methods. At unprepared landing sites, dried grass or brush may catch fire if allowed to contact hot engine exhaust.
CAUTION
Procedures: Cabin Smoke and Fume Elimination Smoke and fume accumulation in the cabin can impede the pilots ability to maintain control of the aircraft and execute a safe landing. To protect the pilot and passengers from the effects of toxic fumes and smoke, ventilate the cabin: OFF OPEN OPEN AND FACING AFT
CAUTION
Cabin heat (if source of smoke is the cabin heat duct) Fresh air vent Pilot/Cabin door vents
F F
NOTE: If necessary, open pilots door (airspeed below 129 KIAS) to expedite smoke and
fume evacuation. Door will stabilize open a few inches in forward flight.
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Procedures: Aircraft Evacuation

F
A thorough preflight passenger briefing is essential for a quick and safe evacuation of passengers and crew when fire is involved. How to release seat belts, the opening of doors, the proper exiting of the helicopter keeping head and hands low to avoid the main rotor, are all critical to insure the safety of passengers and crew.
Procedures: Fire extinguisher

F
Pilots should be familiar with the operating instruction and hazards associated with the particular type of fire extinguisher installed in their aircraft. Classes (type) of fire for which it is approved, operating instructions, and hazards associated with its use are listed on the extinguisher. Use of a fire extinguisher on a cabin fire while still airborne is NOT recommended and should only be considered after all other means to extinguish and control the fire have been tried. The pilots first responsibility is to fly the helicopter and land immediately. Once on the ground, with passengers and crew evacuated, attention can be turned to extinguishing the fire. If a fire extinguisher is discharged in the cabin, use only the amount of extinguishing agent necessary to extinguish the fire. This will minimize the adverse effects of the particular agent being used in a confined and occupied space. Ventilate the cabin area as soon as possible after extinguishing the fire. Use extreme caution when attempting to extinguish an aircraft fire disregarded!
WARNING on the ground. The possibility of an explosion should not be ENGINE FIRE ON THE GROUND
Conditions: Engine fire during starting
An engine fire during start could be caused by an overloading of fuel in the combustion chamber and a delayed ignition of the fuel resulting in flame emanating from the engine exhaust. This condition is normally accompanied by a rapid rise in TOT. To extinguish the fire: Procedures:
F F F
Twistgrip Starter Fuel shutoff valve
CUTOFF MOTOR UNTIL TOT IS BELOW 150C PULL TO CLOSE FAA Approved Original
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Conditions: Engine compartment fire Procedures:

F F F F
Twistgrip Fuel shutoff valve BAT/EXT switch Passengers/crew
CUTOFF PULL TO CLOSE OFF EVACUATE IF TIME AND SITUATION PERMIT:
F F
Rotor brake (if installed) Secure area
APPLY HAVE PASSENGERS AND SPECTATORS MOVE A SAFE DISTANCE FROM THE AIRCRAFT USE AS APPROPRIATE
Fire extinguisher
ENGINE FIRE DURING FLIGHT

Conditions: At low altitude (AGL) Procedures:
F
Land immediately Twistgrip Fuel shutoff valve BAT/EXT switch Passengers/crew
POWER ON APPROACH AND LANDING WITHOUT DELAY CUTOFFAS SOON AS HELICOPTER IS ON GROUND PULL TO CLOSE OFF EVACUATE
F F F
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Conditions: At high altitude (AGL) Procedures: Prevailing circumstances such as altitude (AGL), available landing areas, and confirmation of engine fire must be considered in order to determine whether to execute a poweron approach, as described for low altitude (AGL) fires, or a power off autorotational descent to the ground. If a power off descent is chosen proceed as follows.
F
Collective Twistgrip Fuel shutoff valve Radio Execute autorotational landing BAT/EXT switch Passengers/crew
DOWN TO ESTABLISH AUTOROTATION TO SELECTED AREA CUTOFF PULL TO CLOSE MAYDAY CALL MAINTAIN CONTROL OFF EVACUATE
F F F F F F
CABIN FIRE/SMOKE
Conditions: On ground Procedures:
F F F
Twistgrip BAT/EXT switch Passengers/crew
CUTOFF OFF EVACUATE IF TIME AND SITUATION PERMIT:
F F
Rotor brake (if installed) Secure area
APPLY HAVE PASSENGERS AND SPECTATORS MOVE A SAFE DISTANCE FROM THE AIRCRAFT USE AS APPROPRIATE
Fire extinguisher
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Conditions: In flight Procedures:

F
Land immediately Air vents Twistgrip BAT/EXT switch Passengers/crew
POWER ON APPROACH AND LANDING WITHOUT DELAY VENTILATE CABIN AS NECESSARY CUTOFFAS SOON AS HELICOPTER IS ON GROUND OFF EVACUATE
F F
F F
IF UNABLE TO LAND IMMEDIATELY AND FIRE SOURCE CAN BE IDENTIFIED:

F F F F
Malfunctioning system Fire extinguisher Cabin Land
OFF USE AS NECESSARY VENTILATE AS SOON AS POSSIBLE
IF FIRE SOURCE IS UNKNOWN:

F F F
Cabin heat Generator All electrical circuits (not required for safety of flight) Cabin Land
OFF OFF OFF VENTILATE AS SOON AS POSSIBLE
F F
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38. ENGINE FUEL CONTROL SYSTEM MALFUNCTIONS FUEL CONTROL OR POWER TURBINE GOVERNOR FAILURE
Indications: Failure is indicated by an instrument needle fluctuation. A rise or drop of: N1 N2/NR TOT Torque Conditions: Failure Producing an Overspeed. Indications: Engine torque, TOT, N1 and N2/NR, suddenly increasing. Possible right yaw. Procedures:
F
Increase collective to load the main rotor, simultaneously rolling the twist grip toward the ground idle position until control of N2 speed is obtained. Manually control N2 speed (99100%) with the pilots twistgrip. If operating RPM cannot be controlled, close twistgrip to CUTOFF and make an autorotational landing. Immediate pilot action is necessary because engine torque, TOT, N2, and rotor rpm may suddenly increase above approved limits. When shutting down the engine, do not reduce collective pitch until the rotor rpm has decreased to within the normal operating range.
F F
CAUTION
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Conditions: Failure Producing an Underspeed: Indications: N2/NR decaying. Possible left yaw. Possible low rotor warning indication. Procedures:
F
Lower collective to maintain rotor RPM in the green (410508) and at tempt level flight at 60 knots IAS. If power is insufficient for level flight or a poweron decent, make an au torotational landing.
Conditions: Power Turbine Governor Surge. Indications: N2 fluctuating: governor not maintaining preset speed (99100%N2). Procedures:
NOTE: Turning the start pump ON may allow the engine to operate smoothly. If
operation of the engine returns to normal, it may be possible to fly to a favorable landing area, however do not disregard the need to land.
F F
Beep N2 to maximum. Control N2 manually with twistgrip (99% to 100% N2).
NOTE: This action takes the governor out of the system allowing the pilot manual control
of the N2 and should eliminate the surge.
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39. OTHER ENGINE CAUTION INDICATIONS ENGINE CHIP DETECTOR

Indications: Yellow
ENGINE CHIPS
indicator ON.
Conditions: Metal contamination of oil. Procedures:

F
Land as soon as possible.
310. MAIN ROTOR AND AFT TRANSMISSION MALFUNCTIONS M/R TRANSMISSION OIL PRESSURE
Indications: Red
XMSN OIL PRESS
indicator ON.
Conditions: Transmission oil pressure low. Procedures:

F
M/R TRANSMISSION OIL TEMPERATURE

Indications: Red
XMSN OIL TEMP
indicator ON.
Conditions: Transmission oil temperature exceeds maximum limit. Procedures:

F
Land as soon as possible. FAA Approved Original
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M/R TRANSMISSION CHIP DETECTOR

Indications: Yellow
M/R XMSN CHIPS
indicator ON.

F
AFT TRANSMISSION CHIP DETECTOR

Indications: Yellow
AFT XMSN CHIPS
indicator ON.

F
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311. FLIGHT CONTROL MALFUNCTIONS ANTITORQUE FAILURE

Different types of failure may require slightly different techniques for optimum success in recovery. Therefore, it is not possible to provide a standardized solu tion for an antitorque emergency. The nose of the aircraft will turn right with power application. The nose of the aircraft will turn left with power reduction. Conditions: Complete loss of thrust forward flight This involves a break in the fan drive system (ie., a broken drive shaft) that causes the fan to stop turning, resulting in a complete loss of fan thrust. Directional control becomes dependant on airspeed and power setting. Indications: Failure is normally indicated by an uncontrollable (by pedal) yawing to the right. Procedures:
F
Good directional control can be maintained with loss of NOTAR fan thrust by adjusting airspeed and power for level flight between 60 and 100 KIAS. Do not attempt an autorotation from forward flight unless an actual engine failure occurs. Perform a shallow approach and running landing to a hard surface or oth er suitable area. Touchdowns made into the wind between 2030 KIAS, will provide good directional control at reduced power settings.
CAUTION
F
CAUTION
Do not attempt flight below 20 knots.
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Conditions: Complete loss of thrust at a hover Indications: Failure is normally indicated by an uncommanded right turn. Procedures: Place the twistgrip in the ground idle position and perform a hovering autorotation. When hovering at altitudes within the crosshatched areas depicted
WARNING on the Height Velocity Diagram (Ref. Section V), reduce altitude to
12 feet or less prior to placing the twistgrip in the ground idle position and performing a hovering autorotation.
Conditions: Antitorque failure, fixed thruster setting, right pedal applied. Procedures:
F F
Adjust power to maintain 50 to 60 knots airspeed. Use a shallow approach and running landing, touching down into wind at a speed between 20 and 30 knots. Directional control may be accom plished by small adjustments in throttle and or collective control.
Conditions: Antitorque failure, fixed thruster setting, left pedal applied. Procedures:
F F F
Use a shallow to normal approach into wind or with a right crosswind. Plan to touchdown with little to no forward speed. Maintain directional control with small adjustments in throttle and or col lective control. Use a powered landing, otherwise it is unlikely that an autorotation can be accomplished.
WARNING
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YSAS MALFUNCTION
Indications: YSAS malfunctions are normally indicated by a one inch shift in pedal trim position or aircraft oscillations in the yaw axis. Procedures:
F F
If YSAS malfunction is suspected, turn off the YSAS switch. Continue to monitor aircraft response. If the malfunction persists, pull the YSAS circuit breaker.
ONE WAY LOCK FAILURE NOTE: The oneway lock assembly is a selfcontained hydraulic unit that prevents aft
feedback forces in the longitudinal cyclic control system. Indications: Aft feedback in the cyclic at high airspeed and/or during pull ups from high airspeed or higher than normal forces required to move the cyclic longitudinally.
NOTE: If the oneway lock has a push rod shaft or check valve seizure in the closed
valve position, a pull or push of 10 to 20 pounds will be necessary to open the hydraulic relief valve and bypass the check valve. This additional pull or push will be required for each subsequent longitudinal movement of the cyclic stick. Temporary forces as high as 40 pounds may be experienced when flying in turbulence. Procedures:
F F
Reduce airspeed to 100 KIAS or less. Limit cyclic movement to those movements required to safely fly the heli copter. Abnormal or extreme control inputs are not necessary.
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CSP520N1
CYCLIC TRIM FAILURE

Indications: Inability to reduce cyclic forces with the cyclic trim switch. The failure will be one of the following types. Control of the helicopter is the primary consideration of a pilot pilotincommand should land the helicopter immediately if the pilots physical condition, strength, or threshold of fatigue, would compromise their ability to safely control the helicopter in continued flight. Indications: Inoperative trim Conditions: The trim motor fails to respond to application of the cyclic trim switch in one or more directions. Procedures:
F
WARNING confronted with any type of trim motor or switch malfunction. The
Establish a safe flight condition that produces the least cyclic control force. Normally straight and level at the last trimmed airspeed. Actuate the trim switch thru all positions in an attempt to restore trim capability and determine the extent of trim failure. If restored, trim to a near neutral position and land as soon as practical avoiding further trim ming. If trim failure is determined to be in all directions, and control of the he licopter can be maintained safely, check/reset TRIM circuit breaker. Land as soon as practical if unable to reestablish full cyclic trim control with the pilots cyclic.
321
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Conditions: Runaway trim Indications: An uncommanded longitudinal or lateral cyclic trim actuation. The cyclic may move to a full travel position or some intermediate position resulting in cyclic forces up to the maximum. Uncommanded movement can occur after cyclic trim switch actuation or as a result of an electrical short.
NOTE: Runaway cyclic trim failures can produce cyclic stick forces of approximately 30
pounds in the direction of the runaway. Although the forces required to move the cyclic will be higher than normal, the helicopter will respond normally to all cyclic inputs by the pilot. Procedures:
F
Establish a safe flight condition that produces the least cyclic control force.
NOTE: If a forward longitudinal runaway trim failure is experienced, it may be possible

to reduce cyclic stick forces by maintaining higher airspeeds. Cyclic stick forces may be reduced if an aft longitudinal runaway trim failure is experienced by maintaining slower airspeeds. Lateral runaway trim forces cannot be reduced by adjusting flight conditions.
F
Utilize left hand and legs, as necessary, to apply pressure against the cy clic stick to relieve the right hand loads and conserve strength for land ing. Use collective friction to prevent unwanted collective movement and associated power change. Be prepared to respond to any emergency re quiring the use of collective pitch. Actuate the trim switch thru all positions, several times if necessary, as this will generally reestablish trimming capability. When restored, trim to a near neutral position and land as soon as practical avoiding further trimming. If trim runaway is to the full forward position, accomplish landing into the wind and do not hover downwind in winds in excess of 15 knots.
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CSP520N1
312. ABNORMAL VIBRATIONS

Indications: Sudden, unusual or excessive vibrations occurring during flight. Conditions: The onset of unusual or excessive vibrations in the helicopter may be an indication of problems in the rotor or drive train systems. Procedures:
F F
LAND AS SOON AS POSSIBLE. No further flights should be attempted until the cause of the vibration has been identified and corrected.
313. FUEL SYSTEM MALFUNCTIONS FUEL FILTER

Indications: Yellow
FUEL FILTER
indicator ON.
Conditions: A predetermined pressure differential across the filter has been reached and an impending bypass condition exists. Procedures:
F
Continue flight If any unusual engine indications or conditions occur, land as soon as possible. Service the fuel filter prior to the next flight. (Ref. the HMI and the Alli son Engine Operation and Maintenance Manual).
CAUTION
F
NOTE: Following the completion of the flight in progress, additional flight is prohibited
until the fuel filter has been serviced.
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FUEL LOW
Indications: Yellow
FUEL LEVEL LOW
indicator ON when approximately 35 pounds of fuel
(22.5 LBS usable) remain in fuel tank. Never use the FUEL LEVEL LOW light as a working indication of fuel quantity.
CAUTION
Procedures:
F
Avoid large steady side slip angles and uncoordinated maneuvers. Sideslips may cause fuel starvation and result in unexpected power uncoordinated maneuvers, or speeds above 129 knots IAS when FUEL LEVEL LOW caution indicator is illuminated.
WARNING loss or engine failure. Avoid large steady side slip angles,
Land as soon as possible. Fuel consumption rates vary with power demand. Pilots should land flameout.
WARNING prior to fuel exhaustion. Fuel exhaustion will result in engine
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CSP520N1
314. ELECTRICAL SYSTEM MALFUNCTIONS BATTERY OVERTEMPERATURE

Indications: Red
BAT TEMP 160
indicator ON.
Conditions: Battery overtemperature at 160F (71C) or above. Procedures:

F
Battery switch: OFF.
NOTE: The battery hitemp relay removes the battery from the DC electrical bus when
battery temperature reaches 160F.
F
Land as soon as possible
NOTE: No further flights are authorized until battery is inspected and cause of overtemp
corrected.
Indications: Yellow
BAT TEMP 140
indicator ON.
Conditions: Battery overtemperature at 140F (60C). Procedures:

F F
Battery switch: OFF Battery must remain off line during remainder of flight.
NOTE: The Yellow BAT TEMP 140F light will go out after the battery has cooled to
below 140F (60C). No further flights are authorized until battery is inspected and cause of overtemp corrected.
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GENERATOR MALFUNCTION
Indications: Yellow
GEN OUT
indicator ON, and ammeter indicating zero.
Generator (GEN) switch tripped to OFF (early generic configuration only)
NOTE: See Sections I and IV to determine which version of the electrical system is
installed in the aircraft. Conditions: Generator is not powering electrical bus. Procedures:
F
Check generator (GEN) circuit breaker IN and return generator switch to ON (if tripped OFF). Turn the generator switch OFF, then ON to reset. If GEN OUT indicator remains ON or comes back ON, pull generator cir cuit breaker OUT and insure generator switch is in the ON position for the remainder of the flight.
F F
NOTE: The generator switch must be in the ON position to enable the Engine Out/Low
Rotor audio warning to function as required (Late generic configurations only).
F F
If GEN OUT indicator remains ON, reduce electrical load to a minimum. Land as soon as practical.
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CSP520N1
315. OTHER MALFUNCTIONS ENGINE AIR PARTICLE SEPARATOR FILTER CLOGGED (IF INSTALLED)
Indications: Yellow
AIR FILTER CLOGGED
indicator ON.
Conditions: A predetermined pressure differential has been reached across the engine air inlet. Procedures:
F F F
FILTER BYPASS control handle: OPEN SCAV AIR: OFF Service particle separator prior to next flight (Ref. HMI). To prevent compressor erosion avoid operation in a dirty or dusty environment with the filter bypass door open.
CAUTION
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316. EMERGENCY EGRESS

Pilot compartment doors: Pilot doors function as primary and emergency exits. Cabin doors: Passenger doors function as primary and emergency exits.
EXIT
TO OPEN
TO LOCK
PILOT COMPARTMENT DOOR LH (TYPICAL)
PILOT/PASSENGER COMPARTMENT DOOR EXIT

F03012
Figure 32. Emergency Exits
317. EMERGENCY EQUIPMENT

First Aid Kit: The first aid kit is located on the right side forward edge of the pilots seat structure. The kit is a commercial type containing the items necessary to render lim ited emergency first aid. Fire Extinguisher: The fire extinguisher is located on the pilot side forward door frame. Refer to the FIRE paragraph in this section for recommended use of fire extinguisher. FAA Approved Original
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CSP520N1
Normal Procedures
S E C T I O N IV NORMAL PROCEDURES
TABLE OF CONTENTS
PARAGRAPH 41. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 41. Pilots Preflight Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Daily Preflight Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 42. Instrument Panel Layout Typical . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 43. Cyclic and Collective Stick Grips . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42. Engine PreStart Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43. Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44. Engine Run Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48. Low Speed Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49. Practice Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410. Doors Off Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411. Landing Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412. Running Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 413. Engine/Aircraft Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415. Deceleration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416. YSAS Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417. Normal Engine Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 41 42 43 49 410 411 414 416 419 421 422 422 423 424 424 424 425 427 427 428 428 429
FAA Approved Revision 1 4i/(4ii blank)

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CSP520N1 Normal Procedures
SECTION IV NORMAL PROCEDURES

41. PREFLIGHT REQUIREMENTS NOTE: The checks described in this Section apply to the standard configuration MD
520N and do not include certain optional equipment items. Preflight checks for optional equipment items may be found in Section IX of this manual. If your helicopter is equipped with STCd items, refer to the STC holders flight manual supplement. CHECK means to observe the helicopter and note any obvious damage. Damage is defined as any condition that is not normal or not within limits. Examples of conditions to look for are: inoperable equipment, excessive leak age, discoloration caused by heat, loose attachment, dents, cracks, punctures, abrasion, chafing, galling, nicks, scratches, delamination and evidence of corro sion. These are the most common types of damage, however, checks should not be limited to these items. Further checks shall be performed before the next flight if discrepancies are noted to determine if the aircraft is airworthy. Flight is prohibited when unrep aired damage exists which makes the aircraft unairworthy. Have a thorough understanding of operating limitations. (Ref. Section II). Service helicopter as required. (Ref. Section VII and CSPHMI2). Determine that helicopter loading is within limits. (Ref. Sections II and VI). Check helicopter performance data. (Ref. Sections V and IX). Be sure to include a review of the appropriate flight manual supplemental data for type of optional equipment installed (including STC items) as a regular part of preflight planning.
CAUTION
Perform Pilots Daily Preflight Check prior to the first flight of the day. Perform Pilots Preflight Check prior to subsequent flights that same day. Brief passengers on relevant operational procedures and associated hazards (Ref. Sec. I, Pilots Briefing).
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EXTERIOR
INTERIOR
F05010
Figure 41. Pilots Preflight Guide FAA Approved Original 42

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DAILY PREFLIGHT CHECKS PRELIMINARY CHECKS

F
Fuel cell drain valve take sample (Start pump OFF) Antiice fuel filter drain valve (if installed) take sample (Start pump ON)
CHECK FOR CONTAMINANTS CHECK FOR CONTAMINANTS
WARNING An unexpected flameout or power loss may occur if air is allowed to

enter the fuel system.
Do not open antiice fuel filter drain valve unless start pump is ON.
EXTERIOR FUSELAGE FORWARD END

F F
Aircraft tiedowns and covers Aircraft attitude for weak or damaged landing gear dampers Canopy for condition and cleanliness OAT thermometer sun shield Fresh air vent Pitot tube Antitorque pedals:
F
REMOVED CHECK CHECK CHECK NO OBSTRUCTIONS NO OBSTRUCTIONS
F F F F F F
Antitorque pedals for condition and security of quickrelease pins (both sides with dual controls) Antitorque pedal friction Move pedals by hand
CHECK
F F
F F
CHECK CONDITION OBSERVE MOVEMENT OF THRUSTER CHECK
Landing light and anticollision light
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FUSELAGE RH SIDE
F F F F F F F F F F F
Skid, strut fairings, strut cuffs Position light, and/or skid tip Fuel tank vent Fuselage skin Right side static port Passenger steps for condition and security Passenger and cargo doors condition and latching M/R transmission oil level M/R transmission oil filter bypass indicator (if installed) Fuel level; cap security Engine oil level; cap security
CHECK CHECK NO OBSTRUCTIONS CHECK NO OBSTRUCTIONS CHECK CHECK CHECK CHECK CHECK CHECK
NOTE: Oil level should be checked within 15 minutes after shutdown.

F F
Aft transmission oil level Engine air inlet/plenum chamber
CHECK NO OBSTRUCTIONS OR FOREIGN OBJECTS
CAUTION
If helicopter has been standing in falling snow, clear engine inlet area and surrounding skin areas of all accumulated snow and ice. Open plenum chamber door and inspect the inlet screen and particle separator (if installed) for ice and snow blockage. Check NOTAR fan inlet for ice and snow blockage. CHECK CHECK CHECK
F F
Overhead canopy for condition and cleanliness Main rotor hub, pitch control rods, blade dampers, swashplate and mast Main rotor blades for chordwise cracks on the underside of the blade skin and doubler. If existing, the cracks will be at the leading and trailing edges of the root fitting in the area of the two most outboard bolts or outermost end of lower root fitting. Oil cooler air inlet FAA Approved Revision 1
NO OBSTRUCTIONS
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F F F
NOTAR fan inlet NOTAR inlet screen All inspections doors/panels
NO OBSTRUCTIONS SECURED SECURED
CIRCULATION CONTROL TAILBOOM AND DIRECT JET THRUSTER

F
Tailboom:
F
NO DAMAGE ALLOWED CHECK CONDITION AND SECURITY NO OBSTRUCTIONS NO DAMAGE CHECK CHECK CHECK CHECK AS DESIRED (REF. PARAGRAPH 416) CHECK
Tailboom fairing Flow exit slots: upper and lower
F F F F
Position and anti collision lights Horizontal stabilizer Vertical stabilizers

F
YSAS
Direct jet thruster for freedom and limits of rotation
CAUTION
F
Do not rotate thruster beyond full open left and 2/3 open right. CHECK
Main rotor blades for condition and abrasion strip for condition and bonding (do not handle trim tabs)
F F F
Overrunning clutch (turn main rotor blade forward then aft) CHECK Rear tailboom fairing Strake SECURED CHECK CONDITION AND SECURITY
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ENGINE COMPARTMENT
F F
Engine mounts, mounting pads, and firewalls Landing gear attach points, rear dampers (leaks and inflation) Engine oil, air, and fuel lines Scavenge oil filter bypass indicator Fuel filter bypass indicator Engine electrical connections Generator control unit circuit breakers (2) Fuel control, N2 governor, and associated linkages Exhaust ducts Engine compartment doors for condition and security
CHECK CHECK CHECK CHECK CHECK CHECK CHECK CHECK CHECK CHECK
F F F F F F F F
FUSELAGE LH SIDE
F F F F F F F F
Skid, strut fairings; strut cuffs Position light, and/or skid tip cap Pilot and cargo doors condition and latching Left static port Passenger steps for condition and security Fuselage skin Overhead canopy Battery compartment vent
CHECK CHECK CHECK NO OBSTRUCTIONS CHECK CHECK CHECK NO OBSTRUCTIONS
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FUSELAGE UNDERSIDE
F F F
Fuselage skin Fuel tank and other vents Cargo Hook (if installed) Antennas
CHECK NO OBSTRUCTIONS CHECK (REF. SECTION IX) CHECK
INTERIOR AFT COMPARTMENT
F F F F F
Impeller belt Fuel vapor return line Fuel cell access panels Controls access panel Loose equipment or cargo
CHECK CHECK SECURED SECURED SECURED
NOTE: Refer to Paragraph 410 if planning doors off flight.

F F
Seats, seat belts, and shoulder harness Compartment doors closed and latched
CHECK CHECK
FORWARD COMPARTMENT
F F F
Battery compartment Fire extinguisher and first aid kit Loose equipment or cargo
CHECK CHECK CHECK
NOTE: Refer to Paragraph 410 if planning doors off flight.

F F F
Seats, seat belts, and shoulder harness Battery or External Power

F
CHECK ON CHECK
Interior and exterior lights
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PREFLIGHT CHECKS
Perform these checks prior to subsequent flights of the same day.
F F F F F F F F
Fluid levels Engine compartment fluid leaks and bypass indicators Air inlet screens/particle separator Fuel cap, access doors and panels Rotor blades Tailboom and empennage Cargo and loose equipment Crew and cabin doors
CHECK CHECK CHECK CHECK CHECK CHECK CHECK CHECK
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ALTIMETER AIRSPEED INDICATOR
ENGINE OIL TEMPERATURE INDICATOR
ENGINE OIL PRESSURE INDICATOR
VNE PLACARDS
ALT
FUEL QUANTITY INDICATOR
AMMETER
CLOCK DUAL TACHOMETER TORQUE INDICATOR TURBINE OUTLET TEMPERATURE (TOT) INDICATOR FUEL SHUTOFF VALVE KEY SWITCH
FUEL VALVE
PULL FOR AIR
FRESH AIR VENT N1 TACHOMETER EDGE LIGHTED SWITCH PANEL: LATE GENERIC
EARLY GENERIC ANTIICE SWITCH
NOTE: INSTRUMENT LOCATION SHOWN IS TYPICAL. INSTRUMENT LOCATION MAY VARY BASED ON INSTALLED OPTIONS.
Figure 42. Instrument Panel Layout Typical FAA Approved Original
EDGE LIGHTED CIRCUIT BREAKER PANEL
F05011C
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SWITCH HOUSING LANDING LIGHT SWITCH IDLE RING
SWITCH HOUSING
PILOTS THROTTLE TWIST GRIP
GOVERNOR INCREASE/DECREASE SWITCH
COPILOTS TWIST GRIP
THROTTLE TWIST GRIP FRICTION NUT COLLECTIVE STICK FRICTION NUT GOVERNOR INCREASE/DECREASE SWITCH COPILOTS COLLECTIVE (OPTIONAL)
PILOTS COLLECTIVE STICK
CARGO HOOK RELEASE (OPTION)
DWN R CYCLIC TRIM SWITCH
L ICS/COMM TRIGGER UP
FLOAT INFLATE SWITCH (OPTION) START BUTTON
PILOTS COLLECTIVE
F05012
Figure 43. Cyclic and Collective Stick Grips
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42. ENGINE PRESTART COCKPIT CHECK
ELECTRICAL POWER OFF

F F
All cabin doors CLOSED AND SAFELOCKED Antitorque pedals
CHECK ADJUST
NOTE: Adjust pedal position to insure that the pedals can be moved throughout the
entire range of travel.
F F
Antitorque pedal lock pins Seat belt and shoulder harness for proper fit and engagement of buckle
SECURED FASTENED
NOTE: Insure center seat shoulder harness crosses over center of body.
F F
Operation of shoulder harness inertia lock Cyclic, collective (friction off) and pedals Cyclic stick
CHECK CHECK FULL TRAVEL NEUTRAL, FRICTION ON
NOTE: Cyclic stick longitudinal neutral position is about 35 percent (1/3) travel from full
aft; lateral position may be determined by centering the friction control knob in the guide link.
F
Antitorque pedals
NEUTRAL
NOTE: The neutral pedal position is approximately one inch of right pedal from pedals
centered. This pedal position produces the minimum fan pitch and closes the thruster.
F
Collective stick Landing light Air filter bypass control handle (if installed) Rotor brake handle (if installed) Cabin heat (if installed) FAA Approved Original
FULL DOWN FRICTION ON OFF CHECK SECURITY AND POSITION STOWED OFF
F F
F F
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F F F F F F F F
Magnetic compass heading VNE card Static position of all instruments Altimeter All electrical switches Radio switches Circuit breakers Fuel shutoff valve
CHECK SELECT CHECK SET OFF OFF IN OPEN (IN)
CAUTION
Attempting to start the engine with any bleed air devices ON, may result in a Hot start.
ELECTRICAL POWER ON
F F
Electrical power: Battery or external power start

F
BAT/EXT switch: set to BAT for battery start; to EXT for external power start If used, connect GPU.
AS REQUIRED
NOTE: Minimum capacity 20V dc with 500 amp load.

Maximum capacity 28.5V dc with 500 amp load.
F F
Lights Key switch
AS REQUIRED ON
F F
Engine Out Warning System/Auto Reignition System Checks

F
Late Generic Configuration:
NOTE: See Section I and Figure 42 to determine which version of the electrical system
is installed in the aircraft.
F F F
GEN switch ON then OFF to check audible engine out warnings (both external horn in the cabin and internal within the ICS system). Hold REIGN TEST switch in the TEST position. Verify the REIGN caution light illuminates and the sound of the engine ignitor firing is heard. Release the REIGN TEST switch. FAA Approved Original
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F F
F F F
Early Generic Configuration: Place the Reignition Test switch in the GND TEST position (full up). Verify that the ENGINE OUT warning and REIGN caution lights illuminate, the audible engine out warnings activate (both external horn in the cabin and internal within the ICS system), and the sound of the ignitor firing is heard. Return test switch to OFF Press the REIGN caution light to reset (extinguish) the light. (Pregeneric configuration only) CHECK READING CHECK
F F
F F
F F
F F
Fuel gauge All other instruments
NOTE: If analog/digital TOT indicator is installed, verify power ON by noting an

appropriate digital display indication.
F
XMSN OIL PRESS, ENG OUT, and GEN warning/caution lights Presstotest caution and warning lights
F
ON CHECK CHECK
F F
Caution light dim switch
NOTE: BAT 140 and REIGN P RST caution lights do not dim. All other caution lights
will return to bright when power is removed and restored by cycling the BAT switch or pulling and resetting the PNL LT circuit breaker.
F F
Cyclic trim control check:

F
Momentarily motor cyclic trim control forward, left, right, aft (listen for motor actuation)
OPERATE CHECK
Twistgrip to FULL OPEN, return to GROUND IDLE STOP, then to CUTOFF position.
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43. ENGINE START

F
Cyclic stick trimmed neutral; friction ON
RECHECK
CAUTION
F F F
Do not attempt engine start with cyclic stick in positions other than neutral. Damage to rotor head and controls will result. RECHECK RECHECK RECHECK
Collective stick full down; friction on Twistgrip CUTOFF position Generator switch OFF
CAUTION
F
A hot start may result if the GEN switch is left in the ON position. (Early Generic Configuration Only) AS REQUIRED
Start pump
NOTE: Start pump required when using alternate or emergency fuel (Ref. to Section II).
F F
Rotors Start/ignition button
CLEARED PRESS AND HOLD
NOTE: Starter time limits are: 1 minute ON, 1 minute OFF; 1 minute ON, and 23 minutes
OFF.
F
Rotate twistgrip to ground idle for ignition when N1 indicates 12 to 15 percent (see Section II, Minimum N1 Speed Starting Recommendations Placard).
NOTE: Peaking of N1 below 15 percent may occur during cold weather starting
conditions. Under these conditions, a start may be attempted at a minimum of 12 percent N1. GPU starts are recommended when normal cranking speed cannot be obtained by using the battery.
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CAUTION
During starts, overtemperatures between 810C and 926C are permitted for up to 10 seconds with a momentary peak at 927C for not more than 1 second. Consult Allison Operation and Maintenance Manual if these limits are exceeded. ABORT START IF: 1. An immediate temperature rise is not observed on the TOT indicator. 2. No indication of engine oil pressure is observed. 3. Main rotor is not rotating by 25 percent N1 (Refer to Allison Operation and Overhaul Manual.) 4. A zero or positive indication is observed on ammeter (this may indicate a failure in the starting circuit that may deenergize the starter creating conditions favorable for a hot start).
F F F
Abort start procedures:

F F
Close twistgrip to the cutoff position. Use starter to continue motoring engine for at least ten seconds or until TOT decreases below 150C. RELEASE CHECK
F F
Start/ignition button release at 58 to 60 percent N1 Engine oil pressure 50 to 130 psi
NOTE: During cold weather operation, 150 psi oil pressure is allowable following an
engine start. Remain at ground idle RPM until normal oil pressure limits are attained.
F
All caution and warning indicators out
CHECK
NOTE: Transmission oil pressure warning (XMSN OIL PRESS) indicator will go out
within 30 seconds from engine lightoff for 369D25100 series transmissions, or within 60 seconds for 369F5100 transmissions. The auto reignition ARMED light ON; GEN OUT indicator will remain on until the generator switch is moved to the GEN position. The reignition indicator may illuminate when the transmission warning light goes out. After ground idle RPM is attained, press the REIGN light to reset.
F
Engine idle speed 64 to 65 percent N1
CHECK
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F F
All other engine instruments

F
CHECK
N2 engine and rotor rpm indicators for superimposed needles. Malfunctions are indicated if rotor and engine rpm indicator needles are not superimposed. Shut down engine if this condition exists.
CAUTION
NOTE: Superimposed means within 1/2 a needle width. The relative positions of the
superimposed needles should remain constant during powered flight.
F
Start pump
AS REQUIRED
44. ENGINE RUN UP NOTE: Checks with an asterisk (:) need only be performed prior to the first flight of the
day. Insure that an Auto Reignition Check is performed prior to flying into falling or blowing snow.
F F F F
Electrical power
F F
SELECT SELECT BAT DISCONNECT GPU OPERATE AND CHECK
BAT/EXT switch External power start
Set generator (GEN) to ON (GEN OUT caution light out; ammeter will show charge)
NOTE: Monitor N1 and TOT when turning generator switch ON. If N1 decays below 60
percent or TOT approaches 810, turn generator OFF and increase N1 speed with twistgrip to 70 percent, then reset generator to ON. During the initial recharging period after a battery start, electrical loads may exceed 150 amps for a short period of time (2 minute limit). The electrical load should be less than 150 amps prior to takeoff or activation of any additional electrical equipment.
F F F
YSAS Avionics (as required) Cyclic friction
CHECK ON ON AND CHECK RELEASE AND SET AS DESIRED
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Twistgrip
FULL OPEN
CAUTION
Avoid rapid acceleration when parked on slippery surfaces.
NOTE: If the engine has been shut down for more than 15 minutes, stabilize at idle for
1 minute before increasing power.
:ENGINE CONTROLS/ENGINE OUT AND LOW ROTOR WARNING/AUTO REIGNITION CHECKS NOTE: Whenever there is transmission oil pressure the autoreignition system is
armed.
F F F F
Press reignition (REIGN P RST) light N2 high beep range 103% or more (do not exceed 104%) N2 low beep range 94% or less Low rotor warning on at 95 1%
LAMP OUT CHECK CHECK CHECK
NOTE: ENGINE OUT light only no audio horn (early generic configuration).
ENGINE OUT light and audio horn (late generic).
F F F
REIGN P RST indicator light Set N2 to 100% Press reignition (REIGN P RST)
ON ESTABLISH LAMP OUT
CAUTION
Pulling the engine out warning system circuit breaker will disarm the auto reignition and engine out/low rotor warning systems.
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:ENGINE BLEED AIR SYSTEMS CHECKS

F
CABIN HEAT (if installed) ON Observe 3040C increase in TOT, then OFF. Engine ANTIICE ON Observe increase 1020C in TOT, then OFF. SCAVAIR Switch ON (if installed) observe slight rise in TOT (about 5C).
CHECK TOT INCREASE/ DECREASE CHECK TOT INCREASE/ DECREASE CHECK TOT INCREASE AND SET SWITCH AS DESIRED
NOTE: If no increase in TOT is observed, operation of the scavenge air system may be
checked by verifying that the flapper door (scavenge air outlet) is open.
:THROTTLE RIGGING CHECK NOTE: If the flight will involve rolling the twistgrip to the ground idle position while
airborne (Autorotation training, maintenance test flight, etc.) this check must be performed even thought it may not be the first flight of the day.
F F
N2 100% Pilots twistgrip
RECHECK SNAP TO IDLE
CAUTION
F F
If engine flames out, do not try to recover by opening twistgrip. Close twistgrip to CUTOFF and monitor TOT.
If engine flames out, refer to the HMI for proper throttle control rigging. If dual controls are installed, repeat procedure using copilots twistgrip. Twistgrip N2 98% RECHECK FULL OPEN RESET
F F
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45. BEFORE TAKEOFF

F F F
All caution and warning lights out Engine oil pressure 90 to 130 psi Ammeter
RECHECK RECHECK CHECK READING
NOTE: Ammeter reading will fluctuate slightly when anticollision lights are on.
F F
All cabin doors closed and safelocked Cabin heat
RECHECK AS DESIRED
NOTE: Hover performance is reduced with cabin heat ON (Ref. Section V).
F
Collective control friction
RELEASE AND SET AS DESIRED
WARNING loads that would cause the collective to raise by itself.

F F
When removing collective friction, be alert for abnormal collective
Cyclic response check:

F
With collective pitch full down, gently move cyclic stick and observe rotor tip for correct movement and track
CHECK CHECK AS REQUIRED AS DESIRED
F F F
All instruments in the green Position and anti collision lights SCAV AIR (if installed)
NOTE: Air filtration is improved with SCAVAIR on, however, hover performance is
reduced (Ref. Section V).
F
Pitot Heat (if installed)
AS REQUIRED
NOTE: Turn pitot heat ON when visible moisture conditions prevail and OAT is below
5C (41F).
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F F
Engine ANTIICE:
F
AS REQUIRED
Use engine ANTIICE when OAT is below 5C (41F) and visible moisture is present. Check for TOT increase when turning antiice ON
NOTE: Hover performance is reduced with ANTIICE ON (Ref. Section V).

F
Optional inflight test of the autoreignition/engine out warning system: (Early Generic Configuration Only):
NOTE: See Section I and Figure 42 to determine which version (early generic / late
generic) of the generic wire harness is installed in the aircraft. This check may be performed at the pilots discretion.
F F F F F
Prior to takeoff: While on the ground at 98% N2, place REIGN test switch in the FLT (middle) position. REIGN and ENGINE OUT lights should illuminate. Bring the aircraft to a hover and observe actuation of the engine out audible warnings.
NOTE: If audible warnings are not heard, this indicates a possible rigging problem with
the air/ground switch. Refer to applicable maintenance instructions for adjustment.
F F F
Land helicopter and return REIGN test switch to OFF and press REIGN light to reset system. While in cruise:
F F F
F F F F F
Place REIGN test switch in FLT position. REIGN and ENGINE OUT lights should illuminate along with the ENGINE OUT audible warning. Return REIGN test switch to OFF. Press REIGN light to reset system.
F F
F F
F F
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46. TAKEOFF NOTE: For takeoff in noisesensitive areas, refer to paragraph 418 for noise impact
reduction procedures.
F
Determine that hover area and takeoff path are clear. Follow normal helicopter takeoff procedure with N2 set at 98 percent. to maintain N2 at 100 percent.
NOTE: Governed N2 rpm should increase 2 percent on takeoff adjust as necessary

F
Follow recommended takeoff profile shown in Height Velocity Diagram (Ref. Section V). If sudden unusual or excessive vibrations should occur during shall be attempted until the cause of the vibration has been identified and corrected.
WARNING flight, a precautionary landing should be made. No further flights
NOTE: Momentary fluctuation in indicated airspeed may occur during acceleration and
climbout. This fluctuation is characterized by a rapid rise in indicated air speed to approximately 40 knots, followed by a drop back to 30 knots and then normal increase as determined by the rate of acceleration. Maintain recommended takeoff profile to minimize fluctuation. Indicated airspeed is unreliable when climbing at less than 40 knots IAS.
F
Use Cyclic trim as desired to minimize stick forces.
NOTE: Proper longitudinal trim is established when small fore and aft cyclic movements
require the same force.
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47. CRUISE
F F
Cyclic trim: use proper trimming procedures described for climbout. SCAV AIR (if installed) AS DESIRED
Above 50 knots and 50foot altitude above terrain, select N2 between 99 and 100 percent for best comfort level. Use engine antiicing when OAT is below 5C (41F) and visible moisture conditions prevail.
48. LOW SPEED MANEUVERING

F
Avoid extreme aircraft attitudes and maneuvers at low speeds. Uncoordinated turns/maneuvers may cause fuel starvation with
WARNING less than 35 pounds of fuel on board.

F
Controllability during downwind hovering, sideward and rearward flight has been demonstrated to be adequate in winds of up to 17 knots. Observe the crosshatched regions of Height Velocity Diagram
WARNING (Ref. Section V). These represent airspeed/altitude combinations

from which a successful autorotation may be difficult to perform. Operation within the cross hatched area in not prohibited, but should avoided.
NOTE: Maneuvers that require large, rapid applications of collective pitch or antitorque
control may cause overshoots of torque and/or TOT limitations, especially when operating at or near maximum gross weight.
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49. PRACTICE AUTOROTATION
WARNING autorotations (paragraph 44). Misrigging of the throttle control

may result in inadvertent flameout during rapid closing of the twistgrip to the ground idle position. Uncoordinated turns/maneuvers may cause fuel starvation with less than 35 LBS of fuel. Do not practice autorotations if the FUEL LEVEL LOW caution indicator is ON.
Perform throttle rigging check prior to attempting practice
CAUTION
Do not perform intentional full touchdown autorotation with blade tracking reflectors installed on blade tips.
Make practice autorotation landings as follows: For autorotation descent, the twistgrip should be in the full open or ground idle position. However, if a practice autorotation landing (minimum engine power) is desired, rotate the twistgrip to the ground idle position. Increase collective pitch after establishing autorotation to prevent rotor overspeed if flight is at high gross weight or high density altitude. To re duce rate of descent or to extend gliding distance, operate at minimum rotor rpm. Restore ROTOR RPM (NR) by lowering collective prior to flareout. If a power recovery is desired, lower collective to full down, rotate the twistgrip to the full open position, verify that N2 is between 99 and 100 percent and that full engine power is available prior to increasing collective. Conduct practice autorotation at 129 knots IAS or below (see VNE placards). Maintain rotor between 410 and 508 by use of the collective control. Maximum gliding distance is obtained at 80 knots and 410 rotor rpm. Minimum rate of descent is obtained at 60 knots and 410 rotor rpm.
NOTE: Glide distances attained during an actual engine out autorotation may be less
than the glide distances achieved during practice autorotations when operating at reduced RPM (N2/NR needles joined). Touchdown in a level attitude. Avoid use of aft cyclic control or rapid lowering of collective pitch during initial ground contact or during ground slide.
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Autorotation RPM: Normal rotor RPM (collective fully down) is 4855 RPM at 2516 pounds gross weight at sea level, 60 knots. Rotor speed will decrease approximately 7 RPM for each 100 pound reduction in gross weight and increase approxi mately 6 RPM for each 1000 foot increase in density altitude. For gross weights greater than 2516 pounds, increase collective control as required to maintain approximately 485 RPM.
410. DOORS OFF FLIGHT

Doors off flight is permitted in accordance with the restrictions noted in Sec tion II.
WARNING during flight.
Any object that is not properly secured may exit the aircraft
Items secured with Velcro (i.e., first aid kit, seat cushions) should not be considered properly secured. Secure or stow in the baggage compartment all loose equipment. Secure or remove unoccupied seat cushions. Use ear protection.
411. LANDING APPROACH

Set N2 at 100 percent. Set SCAVAIR (if installed) as desired.
412. RUNNING LANDING

Maximum recommended ground contact speed is 30 knots for smooth hard sur face. Avoid rapid lowering of the collective after ground contact. Avoid the use of aft cyclic after ground contact.
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413. ENGINE/AIRCRAFT SHUTDOWN
CAUTION
Care should be taken when rotating the twistgrip to the ground idle position and from ground idle to the cutoff position if the helicopter is parked on a icy or slippery surface (helicopter may spin in direction of main rotor blade rotation).
NOTE: Shut down the engine before exiting the helicopter unless safety or operational
considerations dictate otherwise.
F
Pilots twistgrip
PERFORM DECELERATION CHECK
NOTE: To insure proper engine performance, perform the deceleration check during
shut down after the last flight of the day (see paragraph 415).
F F
Twistgrip to GROUND IDLE detent hold for 2 minutes Collective stick Cyclic stick (neutral position approximately 1/3 from full aft) All unnecessary bleed air and electrical equipment Pedals Twistgrip from GROUND IDLE to CUTOFF position
SET FULL DOWN FRICTION ON TRIM TO NEUTRAL APPLY FRICTION OFF NEUTRAL SET
NOTE: Immediately after closing twistgrip to the CUTOFF position, a dual tachometer
needle split should occur with NR lagging behind N2. If no needle split occurs, check overrunning clutch for proper operation per HMI. To ensure throttle cutoff, hold twistgrip in cutoff position until N1 decelerates to zero and TOT is stabilized. Check for TOT decrease. An afterfire (recognized by a rapid increase in TOT) can occur during shutdown if fuel cutoff is not complete. If an afterfire occurs, immediately engage the starter and motor the engine to minimize the temperature encountered. To extinguish the fire, continue motoring the engine with the twistgrip in the CUTOFF position and pull out the fuel shutoff valve. Observe TOT limits. FAA Approved Original
CAUTION
425

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Engine out warning at 55 percent N1
CHECK
NOTE: Early Generic Configuration: ENG OUT light only no audio .

Late Generic Configuration: ENGINE OUT light and audio horn . See Section I and Figure 42 to determine which version of the generic wire harness is installed in the aircraft.
F
Auto reignition light Do not use collective pitch to slow rotor.
ON
CAUTION
F F F F
Generator switch YSAS NAV/COM switches All other switches Rotor brake (if installed) apply at 195 rpm or less, release during last rotor revolution
OFF AS DESIRED OFF OFF APPLY
CAUTION
Care should be taken when applying the rotor brake if the helicopter is parked on slippery or icy surface. Antitorque control is minimized at less than normal operating RPM when the engine is not driving the rotor system. Full control of the helicopter during these conditions may be limited. Damage to the rotor blades and strap pack can result from sudden stopping of rotor. CHECK OFF OFF
F F F
Rotor brake handle stowed (up) BAT/EXT switch Key switch
426

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414. POST FLIGHT

F F F
Aircraftinvestigate any suspected damage Fuel and oil leaks Engine oil tank for correct oil level
CHECK CHECK REPLENISH IF LOW

F F F
Logbook entries Flight manual and equipment Aircraft tiedowns, covers
COMPLETE STOWED SECURED
415. DECELERATION CHECK

F F F
Generator (GEN) switch Pilots twistgrip Pilots collective control Stabilize N2 at exactly 100 percent (BEEP as required) for 15 seconds Pilots twistgrip
OFF FULL OPEN FULL DOWN FRICTION ON SET SNAP TO IDLE
Begin time check with stop watch. Stop time as N1 passes through 65 per cent. Observe elapsed time. Minimum allowable lapsed time is 2 seconds.
NOTE: Practice or retakes may be required before proficiency can be obtained in

deceleration timing. If deceleration time is less than two seconds, make two more checks to con firm time. If confirmed time is less than the allowable minimum, refer to the applicable Allison Operation and Maintenance Manual If engine flames out, do not try to recover by opening twistgrip. Close twistgrip to the CUTOFF position and monitor TOT.
CAUTION
If engine flames out, refer to the HMI.

F
Generator switch FAA Approved Original
ON
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416. YSAS CHECK

F
Turn YSAS switch ON and confirm that the trailing edge of the right vertical stabilator is at its nominal position (approximately 2 inches inboard of the 5 degree mark on the degree plate located on the upper surface of the horizontal stabilizer). roll attitude, however it is not considered critical for this ground check. Also, when the YSAS switch is turned ON, movement of the right stabilator may or may not take place based upon a recent change in the helicopters roll attitude and/or the length of time the YSAS gyro has had to power up.
NOTE: This position will vary somewhat depending on how level the helicopter is in the
Hold the trailing edge of the horizontal stabilizer so the fingers of your right hand rest on both sides of the trailing edge of the right vertical stabilator. With your left hand, shake the helicopter laterally using either the tail skid or the horizontal stabilizer mounting bracket. Vertical stabilator movement should be detected if the actuator is functioning. may be flown, however the YSAS switch should be OFF and YSAS circuit breaker IN until the YSAS actuator is replaced. If there is any concern about the YSAS system operation, the YSAS ground test procedure should be performed per the instructions contained in the HMI.
NOTE: If the YSAS actuator does not appear to be functioning properly, then the aircraft
BAT/EXT PWR and interior/exterior lighting switches
OFF
417. NORMAL ENGINE RESTART

Do not exceed 150C residual TOT when ignition is attempted. Reduce TOT by motoring engine with starter. Speeds in excess of 15 percent N1 may be experienced.
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418. NOISE IMPACT REDUCTION PROCEDURES
CAUTION
Safe operation of the helicopter always has the highest priority. Utilize the following procedures only when they will not conflict with safe helicopter operation.
Certain flight procedures are recommended to minimize noise impact on sur rounding areas. It is imperative that every pilot subject the public to the least possible noise while flying the helicopter. Takeoff: Takeoff using maximum takeoff power at the speed for best rate of climb (Ref. Section V). Proceed away from noise sensitive areas. If takeoff must be made over noise sensitive area, distance (altitude) is best form of noise suppression. Cruise: Maintain 1000 feet minimum altitude where possible. Maintain speed of no more than 110 knots over populated areas. Keep noise sensitive areas to left side of helicopter. Coordinated turns at around the speed for best rate of climb cause no ap preciable change in noise. Sharper turns reduce area exposed to noise. Approach: Use steepest glideslope consistent with passenger comfort and safety. Keep noise sensitive areas to left side of helicopter.
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CSP520N1
SECTION V PERFORMANCE DATA

TABLE OF CONTENTS
PARAGRAPH 51. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 51. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 52. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55. Speed For Best Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 53. Speed for Best Rate Of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56. Height Velocity Diagram/Gross Weight Limits For Height velocity diagram Figure 54. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 55. Gross Weight Limits For Height Velocity Diagram . . . . . . . . . . . . 57. Hover Ceiling Vs Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 56. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Short Landing Gear, Standard Engine Inlet, Takeoff Power . . Figure 57. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Extended Landing Gear, Standard Engine Air Inlet, Takeoff Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 58. Hover Ceiling VS Gross Weight, IGE, 6Foot Skid Clearance, Standard Engine Air Inlet, Takeoff Power . . . . . . . . . . . . . . . . . . Figure 59. Hover Ceiling VS Gross Weight, Out of Ground Effect, Standard Engine Air Inlet, Takeoff Power . . . . . . . . . . . . . . . . . . Figure 510. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Short Landing Gear, Engine Air Particle Separator Inlet,Takeoff Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 511. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Extended Landing Gear, Engine Air Particle Separator Inlet, Takeoff Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 512. Hover Ceiling VS Gross Weight, IGE, 6Foot Skid Clearance, Engine Air Particle Separator Inlet, Takeoff Power . . . . . . . . . . FAA Approved Original 5i PAGE 51 51 52 53 54 55 56 57 58 59 510 511 512
513 514 515
516
517 518
CSP520N1

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PARAGRAPH Figure 513. Hover Ceiling VS Gross Weight, Out of Ground Effect, Engine Air Particle Separator Inlet, Takeoff Power . . . . . . . . . . 58. Power Check Chart Allison 250C20R/2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 514. Power Check Chart Allison 250C20R/2 . . . . . . . . . . . . . . . . . .
PAGE 519 520 523
FAA Approved 5ii Original

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CSP520N1 Performance Data
SECTION V PERFORMANCE DATA

51. GENERAL
This section contains baseline helicopter performance information as defined within certain conditions such as airspeed, weight, altitude, temperature, wind velocity and engine power available. Data is applicable to the basic helicopter without any optional equipment installed unless otherwise noted.
CAUTION
Be sure to include a review of the appropriate flight manual supplemental data for any optional equipment installed (including STC items) as a regular part of preflight planning (Section IX).
52. NOISE CHARACTERISTICS NOTE: No determination has been made by the Federal Aviation Administration that the
noise levels in this manual are or should be acceptable or unacceptable for operation at, into, or out of any airport. Certification Noise Levels. The following noise levels comply with FAR Part 36, Stage 2, noise require ments and were obtained by using FAA approved analysis techniques and FAA approved data from actual noise tests. Model: MD500N Engine: Allison 250C20R/2 Gross Weight: 3350 lbs Configuration VH (KTAS) Clean aircraft, doors on, no exter nal kits installed SX5 Starburst Search Light (R/H side), Float Lamp Assembly CCD LN001 Emergency Float Kit Emergency Float Kit With Float Lamp Assembly 125 Level Flyover EPNL (EPNdB) 80.2 Takeoff EPNL (EPNdB) 85.4 Approach EPNL (EPNdB) 87.9
118.5 120.4 117.0 FAA Approved Original
80.5 80.4 80.6
85.4 85.4 85.4
87.9 87.9 87.9
51

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53. AIRSPEED CALIBRATION CURVE

Description: The chart shows the difference between indicated and calibrated airspeeds. Indicated airspeed (IAS) corrected for position and instrument error equals calibrated airspeed (CAS). Use of Chart: Use the chart as illustrated by the example. To determine calibrated air speed, the pilot must know the indicated airspeed. Example: WANTED: Calibrated airspeed KNOWN: Indicated airspeed = 130 knots METHOD: Enter the bottom of the chart at the indicated airspeed of 130 knots. Move up to the airspeed calibration line; move left and read 131 knots, calibrated airspeed.
NOTE: By entering the chart from the opposite direction, calibrated airspeed may be
converted to indicated airspeed.
52

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160
150
140
130
120
CALIBRATED AIRSPEED (KTS)
110
100
90 80
70
60
50
40
30 30 40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED (KTS)

F05013
Figure 51. Airspeed Calibration Curve FAA Approved Original
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54. DENSITY ALTITUDE CHART

Description: The chart allows a quick estimation of the density altitude when pressure altitude and OAT are known. This chart should be used for determining density altitude for use with gross weight limits for the HV Diagram and speed for Best Rate of Climb Chart. This chart can also be used to deter mine true airspeed. Use of Chart: To determine density altitude, the pilot must know pressure altitude and outside air temperature. Enter bottom of chart with known or estimated OAT, move up to known pressure altitude line, move to left and note densi ty altitude. Pressure altitude is found by setting 29.92 (1013 mb) in kolsman window altimeter error. To determine true airspeed convert indicated airspeed (IAS) to calibrated airspeed (CAS) utilizing the Airspeed Calibration Curve (Figure 51). Read value on right of chart opposite known density altitude. Multiply CAS by this value to determine true airspeed. Examples: Find density altitude: Follow 15C line to 6,000 ft pressure altitude line; read density altitude (3780 ft). Find density factor: Read directly across from density altitude: (3780 ft). Note density factor of 1.058. Find true airspeed: 130 KIAS = 130.5 KCAS 130.5 KCAS 1.058 = 138.1; round to 138 knots true airspeed.
54

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20 1.36 1.34 18 1.32 1.30 16 1.28 1.26 14 1.24 1.22 12 1.20 1.18 DENSITY FACTOR
F05014
DENSITY ALTITUDE X 1000 FEET
10
1.16 1.14
8 1.12 1.10 6 1.08 4 1.06 1.04 2 1.02 0 1.00
2 40
30
20
10 0 10 TEMPERATURE, DEGREES C 0 10 20 30 40 50 60 TEMPERATURE, DEGREES F
20
30
40
40
30
20
10
70
80
90
100
Figure 52. Density Altitude Chart FAA Approved Original
55

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55. SPEED FOR BEST RATE OF CLIMB

Description: This chart shows the indicated airspeed to use for the best rate of climb at any given density altitude. Use of Chart: Use the chart as illustrated by the example below. Example: WANTED: Best rate of climb KNOWN: Density altitude = 11,000 feet METHOD: Enter the left side of chart at the known density altitude of 11,000 feet. Move to the right along line and read 61 knots indicated air speed (IAS) as the best rate of climb.
56

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20000
18000
16000
14000
DENSITY ALTITUDE FEET
12000
10000
8000
6000
4000
2000
0 0 20 40 60 80 100
F05015A
INDICATED AIRSPEED KNOTS
Figure 53. Speed for Best Rate Of Climb FAA Approved Original
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56. HEIGHT VELOCITY DIAGRAM/GROSS WEIGHT LIMITS FOR HEIGHT VELOCITY DIAGRAM
Height Velocity Diagram (Ref. Figure 54) Description Airspeed/altitude combinations to be avoided in the event of an engine failure during takeoff are shown in the heightvelocity diagram. Conditions The height velocity diagram is based on sea level, standard day condi tions, over a smooth hard surface at 3350 pounds gross weight. Use of Chart:
CAUTION
Observe the crosshatched regions of the Height Velocity Diagram. These represent airspeed/altitude combinations from which a successful autorotation landing would be difficult to perform. Operation within the crosshatched area is not prohibited, but should be avoided.
The recommended takeoff profile line shows the airspeed/altitude combina tions recommended for takeoff. The unmarked region represents the area in which safe autorotational land ings may be performed with average pilot skill and reaction time. Gross Weight Limits for Height Velocity Diagram (Ref. Figure 55) Description The gross weight limits for this chart show the reduction in gross weight required as a function of density altitude in order for the Height Velocity curve to apply. Use of Chart Use chart to determine gross weight at which Height Velocity curve will apply for other density altitudes above sea level. Example WANTED: Gross weight for Height Velocity Diagram KNOWN: Density altitude = 2000 feet METHOD: Enter left side of chart at 2000 feet density altitude. Move right to the line; move down and note 3250 pounds gross weight.
58
500

0
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400
100
200
ALTITUDE AGL (FEET)
300
20
Figure 54. Height Velocity Diagram
40
INDICATED AIRSPEED KNOTS

60
RECOMMENDED TAKEOFF PROFILE
80
SMOOTH HARD SURFACE WIND CALM AVOID OPERATION IN CROSS HATCHED AREA
100
120
Performance Data
140
CSP520N1
150
F05016
59

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14000
12000
10000
DENSITY ALTITUDE FEET
8000
6000
4000
2000
0 2200
2400
2600
3000 3200 GROSS WEIGHT POUNDS
2800
3400
3600
F05017
Figure 55. Gross Weight Limits For Height Velocity Diagram FAA Approved Original
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57. HOVER CEILING VS GROSS WEIGHT

Description: The hover ceiling charts show the maximum hover weight capability in ground effect (IGE) or out of ground effect (OGE) for known conditions of pressure altitude and outside air temperature (OAT), or alternately, the maximum hover ceiling for a known gross weight and outside air tempera ture.
CAUTION
Be sure to select the appropriate hover performance chart for the type of equipment installed on the helicopter. Figure numbers marked with an asterisk (*) indicate data pertinent to an installed optional equipment item.
The Hover Ceiling vs Gross Weight charts are based on the following: 1. 2. 3. 4. 5. Winds of less than 3 knots Takeoff power at 100 % N2 Cabin heat and engine antiice OFF Electrical load of 10 amps Engine exhaust stacks with extended deflectors
Controllability during downwind hovering, sideward and rearward flight has been demonstrated to be adequate in winds up to 17 knots.
NOTE: Momentary excursions into the transient TOT/torque power ranges may occur
when hovering in a right crosswind at higher density altitudes and/or heavy gross weights. Use of Chart: The following example explains the correct use of the chart in Figure 56. To determine the maximum gross weight for hovering at 3.0 ft skid height, the pilot must know the pressure altitude and the outside air temperature. Example: WANTED: Maximum gross weight for hover at 3.0 feet skid height at takeoff power. KNOWN: PA = 8000 feet; OAT = 25C (77F) METHOD: Select the appropriate chart and enter the chart at 8000 PA. Move horizontally across to the 25 OAT line. At this point, move direct ly down to the bottom of the chart and read off the gross weight scale 3000 pounds. This chart may also be used to determine maximum pressure altitude for hovering at 3.0 feet skid height if the gross weight and the outside air temperature are known. Enter the bottom of the chart at the known gross weight, move up to the known OAT, move left and read the maxi mum hover ceiling pressure altitude. FAA Approved Original
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20000
THIS CHART BASED ON CABIN HEAT AND ENGINE ANTIICE OFF; ELECTRICAL LOAD OF 10 AMPS. APPLICABLE TO ENGINE EXHAUST STACKS WITH EXTENDED DEFLECTORS. REDUCE WEIGHT: 65 LBS WHEN ENGINE EXHAUST STACKS WITHOUT EXTENDED DEFLECTORS ARE INSTALLED.
18000
16000
MAXIMUM INTERNAL GROSS WEIGHT
14000
GROSS WEIGHTS ABOVE 3350 LBS MUST BE EXTERNAL AND JETTISONABLE
PRESSURE ALTITUDE FEET
12000
10000
8000
6000
4000
REDUCE WEIGHT CAPABILITY (lbs) AS FOLLOWS: (APPLICABLE TO ALL TEMPERATURES).
PRESSURE
ALTFT
2000
SL TO 4000 8000 12000 16000
CABIN HEAT 295 282 239 203
ANTI ICE 368 349 296 252
BOTH 665 612 518 438
0 2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000 LBS
GROSS WEIGHT LBS

F05018
Figure 56. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Short Landing Gear, Standard Engine Inlet, Takeoff Power FAA Approved Original
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20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
PRESSURE ALTFT SL TO 4000 8000 12000 16000
CABIN HEAT 295 282 239 203
ANTI ICE 368 349 296 252
BOTH 665 612 518 438
0
2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000
GROSS WEIGHT LBS

Figure 57. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Extended Landing Gear, Standard Engine Air Inlet, Takeoff Power FAA Approved Original
F05019
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20000
18000
16000
14000
12000
10000
8000
6000
4000
PRESSURE
2000
ALTFT
SL TO 4000 8000 12000 16000
CABIN HEAT 295 282 239 203
ANTI ICE 368 349 296 252
BOTH 665 612 518 438
0 2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
F05020
GROSS WEIGHT LBS

Figure 58. Hover Ceiling VS Gross Weight, IGE, 6Foot Skid Clearance, Standard Engine Air Inlet, Takeoff Power NOTE: 5Foot skid clearance with extended landing gear installed. FAA Approved Original
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20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
CABIN HEAT 295 282 239 203
ANTI ICE 368 349 296 252
BOTH 665 612 518 438
0 2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
GROSS WEIGHT LBS

F05021
Figure 59. Hover Ceiling VS Gross Weight, Out of Ground Effect, Standard Engine Air Inlet, Takeoff Power FAA Approved Original
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20000
18000
THIS CHART BASED ON CABIN HEAT AND ENGINE ANTIICE OFF; ELECTRICAL LOAD OF 10 AMPS. APPLICABLE TO PARTICLE SEPARATOR (SCAV AIR OFF) AND ENGINE EXHAUST STACKS WITH EXTENDED DEFLECTORS. REDUCE WEIGHT: 1. 110 LBS WITHOUT MIST ELIMINATOR AND SCAV AIR ON 2. 180 LBS WITH MIST ELIMINATOR AND SCAV AIR ON 3. 70 LBS WITH MIST ELIMINATOR AND SCAV AIR OFF 4. 65 LBS WHEN ENGINE EXHAUST STACKS WITHOUT EXTENDED DEFLECTORS ARE INSTALLED.
16000
14000
12000
10000
8000
6000
4000
2000
CABIN HEAT 295 282 239 203
ANTI ICE 368 349 296 252
BOTH 665 612 518 438
0
2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000
GROSS WEIGHT LBS

F05022
Figure 510. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Short Landing Gear, Engine Air Particle Separator Inlet,Takeoff Power FAA Approved Original
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20000
18000
THIS CHART BASED ON CABIN HEAT AND ENGINE ANTIICE OFF; ELECTRICAL LOAD OF 10 AMPS. APPLICABLE TO PARTICLE SEPARATOR (SCAV AIR OFF) AND ENGINE EXHAUST STACKS WITH EXTENDED DEFLECTORS. REDUCE WEIGHT: 1. 110 LBS WITHOUT MIST ELIMINATOR AND SCAV AIR ON 2. 180 LBS WITH MIST ELIMINATOR AND SCAV AIR ON 3. 70 LBS WITH MIST ELIMINATOR AND SCAV AIR OFF 4. 65 LBS WHEN ENGINE EXHAUST STACKS WITHOUT EXTENDED DEFLECTORS ARE INSTALLED. MAXIMUM INTERNAL GROSS WEIGHT GROSS WEIGHTS ABOVE 3350 LBS MUST BE EXTERNAL AND JETTISONABLE
16000
14000
12000
10000
8000
6000
4000
PRESSURE
2000
ALTFT
SL TO 4000 8000 12000 16000
CABIN HEAT 295 282 239 203
ANTI ICE 368 349 296 252
BOTH 665 612 518 438
0 2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
F05023
GROSS WEIGHT
Figure 511. Hover Ceiling VS Gross Weight, IGE, 3Foot Skid Clearance, Extended Landing Gear, Engine Air Particle Separator Inlet, Takeoff Power FAA Approved Original
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20000
18000
16000
14000
12000
10000
8000
6000
4000
REDUCE WEIGHT CAPABILITY (lbs) AS FOLLOWS: (APPLICABLE TO ALL TEMPERATURES). PRESSURE ALTFT CABIN HEAT 295 282 239 203 ANTI ICE 368 349 296 252 BOTH 665 612 518 438
2000
SL TO 4000 8000 12000 16000
0 2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
F05024
GROSS WEIGHT
Figure 512. Hover Ceiling VS Gross Weight, IGE, 6Foot Skid Clearance, Engine Air Particle Separator Inlet, Takeoff Power NOTE: 5Foot skid clearance with extended landing gear installed. FAA Approved Original
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20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
REDUCE WEIGHT CAPABILITY (lbs) AS FOLLOWS: (APPLICABLE TO ALL TEMPERATURES). PRESSURE ALTFT SL TO 4000 8000 12000 16000 CABIN HEAT 295 282 239 203 ANTI ICE 368 349 296 252 BOTH 665 612 518 438
0 2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
GROSS WEIGHT LBS

Figure 513. Hover Ceiling VS Gross Weight, Out of Ground Effect, Engine Air Particle Separator Inlet, Takeoff Power FAA Approved Original
F05025
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58. POWER CHECK CHART ALLISON 250C20R/2

Description: The Power Check Chart shows the relationship of engine torque, turbine outlet temperature, and horsepower at various conditions of pressure alti tude and OAT for an Allison 250C20R/2 engine producing specification power as installed in the Model 500N helicopter. The primary purpose of this chart is its use as an engine performance trending tool to aid in deter mining whether the engine is producing specification power, or if engine power deterioration has occurred. NOTE: Power check data taken at regular intervals should be plotted to monitor trends in engine condition. See Allison 250C20R/2 Series Operation and Maintenance Manual for additional information on trend analysis. The power check chart is based on the following conditions: 100 percent N2. Cabin heat and engine antiice OFF. Particle separator SCAV AIR OFF. 10 amperes electrical load. Engine bleed valve closed. If a mist eliminator is installed, subtract 8C from the TOT read during flight before comparing it with the specification TOT. If a standard engine air inlet is installed, add 14C to the TOT read during flight before comparing it with the specification TOT. NOTE: The addition of Acceleration Bleed Valve Open lines to the chart, indicates that any reflection of data that falls below the appropriate dashed altitude reference line should be disregarded as it may involve a partially open engine accelerating bleed valve.
WARNING CAUTION
Do not exceed engine/aircraft limits. Accessories required for safe flight should be operated during each check. Maintain separation from objects in air or on the ground. Reset altimeter if required after obtaining pressure altitude.
Use of Chart: The primary use of the chart is illustrated by the example below and by the sample arrows shown on the chart. To determine power check values, it is necessary to read and record engine TORQUE PRESSURE, TURBINE OUTLET TEMPERATURE, PRESSURE ALTITUDE, and OAT while the he licopter is flown in level flight at 100 percent N2. First, an adjustment to the OAT should be made before entering the chart (add 2.5C if the data was taken in a hover or 1C if the data was taken in forward flight). FAA Approved Original
520

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Example 1: WANTED: Check engine performance DATA OBTAINED DURING FLIGHT: Torque = 91.0 psig TOT = 750C PA = 1000 feet OAT = 19C Specification TOT (from chart): 760C Compare the specification TOT of 760C with the TOT observed during flight (750C for this example). The TOT that was observed is lower than the specification TOT. If the TOT observed had been higher than the specification TOT read from the chart, some power deterioration will have occurred and the performance data given in this manual may not be obtained. Example 2: WANTED: Check engine performance DATA OBTAINED DURING HOVERING: Torque = 42.0 psig TOT = 650C PA = 8000 feet OAT = 7.5C
NOTE: Be sure to add 2.5C to the observed OAT before continuing.

Specification TOT (from chart): 640C Compare the specification TOT of 640C with the TOT observed during flight (650C for this example). The TOT that was observed is higher than the specification TOT. However, note that the junction of the 10C curve with the 640C TOT line lies below the 8000 foot (PA) bleed line (dashed line). Thus it is an inappropriate region in to which to deter mine power. The higherthanspec TOT is probably due to the bleed valve being partially opened rather than the engine having some power deterioration. IF POSSIBLE, START OVER AND CHECK THE ENGINE PERFORMANCE AT A HIGHER POWER SETTING.
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500
475
450
425
400
SHAFT HORSEPOWER
375
350
325
300
275
250
225
200 500 525 550 575 600 625 650 675 700 725 750 775 800 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105
F05026
TURBINE OUTLET TEMPERATUREC
TORQUE (psi)
Figure 514. Power Check Chart Allison 250C20R/2 FAA Approved Original
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CSP520N1 Weight and Balance Data
S E C T I O N VI WEIGHT AND BALANCE DATA

TABLE OF CONTENTS
PARAGRAPH 61. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 61. Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 61. Longitudinal Center of Gravity Envelope . . . . . . . . . . . . . . . . . . . . Figure 62. Reference Coordinates (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . Figure 62. Reference Coordinates (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . Figure 63. Sample Weight and Balance Report (Sheet 1 of 2) . . . . . . . . . . . . . Figure 63. Sample Weight and Balance Report (Sheet 2 of 2) . . . . . . . . . . . . . Figure 64. Sample Surplus and Missing Items . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 65. Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . . 62. Weight and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64. Weight and Balance Determination Passenger Configuration . . . . . . . . . . . . 65. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66. Permissible Lateral Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 66. Fuel Station Diagram (JetA at 6.8 Pounds per Gallon) (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 66. Fuel Station Diagram (JetB at 6.5 Pounds per Gallon) (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 62. Weights and Longitudinal Moments Pilot, Passenger, Baggage Table 63. Weights and Lateral Moments Pilot, Passenger, Baggage . . . . . 68. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 64. Cargo Weight Versus Loop Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 67. Cargo Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 61 61 62 63 64 65 66 67 68 69 69 69 611 613 613 615 616 617 618 619 619 620
Original
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SECTION VI WEIGHT AND BALANCE DATA
61. WEIGHT AND BALANCE CHARACTERISTICS

Weight and balance characteristics: Maximum certified gross weight 3350 pounds. Minimum flying weight 1796 pounds. Longitudinal Reference Datum 100 inches forward of rotor centerline (rotor hub centerline is located at Station 100). Cargo Deck Capacity 1300 pounds (not to exceed 115 pounds per square foot) Utility Stowage Compartment Limited to 50 pounds Center of Gravity Limits: Lateral + is right of centerline; lateral is left of centerline when look ing forward. Table 61. Center of Gravity Limits Gross Weight (lb) ***3850 3350 2600 2000 **1796 Longitudinal C.G. Limit (Stain.) Forward 99.0 99.0 99.0 100.8 101.4 Aft* 104.0 105.5 107.8 109.6 110.3 Lateral C.G. Limit (Stain.) (+) Right, () Left
3.0 3.0 3.0 3.0 2.2
* NOTE: The aft longitudinal C. G. limit varies linearly from a gross weight of 3850 pounds at Station 104.0 to 1796 pounds at Station 110.3 **Minimum Flying Weight. ***Weights between 3350 and 3850 must be external and jettisonable.
Original
61

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3350 3300
1497 kg
GROSS WEIGHT (POUNDS)
3100
1406 kg
2900
1315 kg
2700
1225 kg
2500 FORWARD CG LIMIT
1134 kg
2300
1043 kg
2100
953 kg
1900 1796 1700 97 98 99 100 101.4 102 104 106 107 108 109 110.3 MINIMUM FLYING WEIGHT
862 kg 815 kg 771 kg
LONGITUDINAL ARM (INCHES)
F05027A
Figure 61. Longitudinal Center of Gravity Envelope
62
Original

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ROTOR C L STA 78.5 STA 100.0 STA 124.0 CARGO COMPARTMENT CG OF COPILOT/ PASSENGER STA 15.0 + 15.5 STA 168..8 + 12.2
+0.8 0.0 CG OF CENTER PASSENGER 13.0
REFERENCE DATUM 12.2
CG OF PILOT STA 73.5 STA 71.5 STA 105.0
NOTE: REFERENCE COORDINATES VALID FOR TWO OR THREE PLACE COCKPIT/DUAL OR SINGLE CONTROLS
F05028
Figure 62. Reference Coordinates (Sheet 1 of 2)
Original
63
Weight and Balance Data
CSP520N1
64
STA 129.0 STA 132.9 STA 124.75 C L
Figure 62. Reference Coordinates (Sheet 2 of 2)
STA STA 146.62 168.20 STA STA STA 137.50 155.75 174.00 STA 159.97 CANT
STA 268.5
WL 66.0 STA 15.00 WL 38.36 C BEAM L WL 34.50
CORNER PILOTS SEAT WL 21.50 WL 22.75 WL 14.19
Original
WL 32.00 WL 11.98
WL 13.10 JACKING POINT STA 96.89 BL+25.6
WL 0.00 STA 44.65 STA 56.85 STA 64.37 STA STA STA 84.79 96.42 108.04 CANT STA 78.50 STA STA STA STA 90.61 102.23 113.85 124.00 STA STA 119.67 100.0 STA 137.50
WL 0.00 JACKING POINT STA 275.4 WL 41.0 BL 0 STA 315
STA 0.00
STA 50.50
F05029
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Aircraft Actual Weight

Model 500N 7/11/91 Weighed by
x
Serial No. J Doe
Registration No. Witnessed by
Date R Doe
EMPTY x
x
FULL FUEL OIL, ENGINE OIL, MAIN GEARBOX OIL, FAN GEARBOX
FIRST READING LBS. 692.3 675.2 163.5 SECOND READING LBS. 688.5 679.7 163.3 THIRD READING LBS. 688.9 678.5 163.5 AVG. SCALE READING LBS. 689.9 677.8 163.4 1531.1
WEIGHING POINT Left Main Right Main Tail TOTAL (AS WEIGHED)
STA 15.0 STA 28.0 20 40 60 80
STA 100.0 100 120 140 3 160 180 200 220 240 260 280 300
STA 315.0 320
REFERENCE DATUM
LEVELING PLUMB STA 92.6
OIL TANKRH SIDE FIRE WALL
ENGINE SECTION FUEL CELL COMPARTMENT STA STA 78.5 124.0 JIG POINT FWD JACKING POINT STA 96.9 NOTE: IN LEVEL ATITUDE, MAIN ROTOR MAST IS TILTED 3 FORWARD AVG. SCALE READING LBS. 689.9 677.8 163.4 TARE OR CALIB. CORR LBS. 0 0 0 NET WEIGHT LBS. 689.9 677.8 163.4 1531.1 10.2 183.7 H ARM IN. 96.9 96.9 275.4 115.9 60.9 91.5 L ARM IN. 25.6 +25.6 0.0 0.20 7.4 0.03
JIG POINT AFT JACKING POINT STA 275.4
F05030
WEIGHING POINT Left Main Right Main Tail
H MOMENT IN. LB. 66851 65679 45000 177530 621 16812
L MOMENT IN. LB. 17661 +17352 0 309 75 6
TOTAL (AS WEIGHED) Less: Surplus Weight (See Table 1) Plus: Missing Required Equipment (See Table 1)
Original
65

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TOTAL BASIC WEIGHT
1704.6
113.6
.23
193721
390
Figure 63. Sample Weight and Balance Report (Sheet 1 of 2)
66
Original

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MODEL 500N SERIAL NO. REGISTRATION NO. DATE 7/11/91 EXAMPLES OF FORWARD, AFT, AND LATERAL LOADING LONG. ARM (IN.) 113.6 73.5 71.5 73.5 91.6 LONG. MOMENT (IN.LB.) 193721 12495 12155 12495 3664
EXAMPLE 1, FORWARD BASIC WEIGHT (WITH SINGLE CONTROLS) PILOT PASSENGER FWD. CENTER PASSENGER FWD. CRITICAL FUEL QUANTITY
WEIGHT (LBS.) 1704.6 170.0 170.0 170.0 40.0
GROSS WEIGHT (CRITICAL FUEL) FWD C.G. 2254.6 104.0 234530 APPROVED FWD C.G. LIMIT FOR EXAMPLE 1 GROSS WEIGHT 100.1 IN CHES. EXAMPLE 2, AFT BASIC WEIGHT PILOT PASSENGER AFT L.H. PASSENGER AFT R.H. BAGGAGE UNDER AFT SEAT GROSS WEIGHT (ZERO FUEL) AFT C.G. WEIGHT (LBS.) 1704.6 170.0 170.0 170.0 50.0 2264.6 LONG. ARM (IN.) 113.6 73.5 105.0 105.0 110.0 **109.3 LONG. MOMENT (IN.LB.) 193721 12495 17850 17850 5500 247416
APPROVED AFT C.G. LIMIT FOR EXAMPLE 2 GROSS WEIGHT 108.8 IN CHES. **AFT. C.G. LIMIT EXCEEDED CORRECTIVE ACTION REQUIRED. LATRL. ARM (IN.) 0.23 13.0 12.2 2.3 LATRL. MOMENT (IN.LB.) 390 2210 2074 4674
EXAMPLE 3, LATERAL BASIC WEIGHT PILOT PASSENGER AFT L.H. GROSS WEIGHT(ZERO FUEL) LATERAL C.G.
WEIGHT (LBS.) 1704.6 170.0 170.0 2044.6
APPROVED LATERAL C.G. LIMIT FOR EXAMPLE 3 GROSS WEIGHT 3 INCHES.
Figure 63. Sample Weight and Balance Report (Sheet 2 of 2)
Original
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TABLE 1
SURPLUS AND MISSING EQUIPMENT Model No. 500N Serial No. Date 7/11/91
WEIGHT EQUIPMENT ITEM SURPLUS EQUIPMENT TOTAL: LBS ( 10.2 ) ARM INCHES LONG ( 60.9) LATR ( 7.4 )
Registration
MOMENT IN/LBS LONG ( 621 ) ( LATR 75 )
JACK PADS (2) DUAL CONTROLS KIT
1.3 8.9
96.9 55.9
0 8.5
126 495
0 75
MISSING EQUIPMENT TOTAL:
( 183.7 )
( 91.5 )
( .03 )
16812
I.C.S. W/O HEADSETS ATTITUDE GYRO IND. DIRECTIONAL GYRO IND. INST. VERT. SPEED IND. VHF COMM (369D24164) VHF NAV. (369D24164501) CARGO HOOK ROTOR BRAKE C.A.I. INTERIOR REAR SEAT INSTALLATION FLIGHT MANUAL PASSENGER STEPS UNUSABLE FUEL EQUIPMENT REMOVED TO INSTALL DUAL CONTROLS
1.2 3.3 2.7 1.7 7.0 7.9 5.9 7.4 83.9 31.9 1.8 9.5 12.0 7.5
35.5 42.2 42.6 45.0 55.0 61.4 90.9 107.3 94.7 112.9 85.0 96.9 93.1 70.8
0.9 0.0 0.0 3.5 0.8 0.1 0.1 2.4 0.0 0.0 0.0 0.0 0.0 2.4
43 139 115 77 385 485 536 794 7912 3601 153 921 1117 534
1 0 0 6 6 1 6 18 0 0 0 0 0 18
Page
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4 Figure 64. Sample Surplus and Missing Items
68
Original
MD 520N (500N) ROTORCRAFT FLIGHT MANUAL CSP520N1 Weight and Balance Data
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Figure 65. Sample Weight and Balance Record
Original
69

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62. WEIGHT AND BALANCE CRITERIA

Use the delivered weight as recorded in the Weight and Balance Record in serted in this section to perform all weight and balance computations. Deliv ered weight includes oil and unusable fuel.
63. EQUIPMENT REMOVAL OR INSTALLATION

Removal or addition of equipment must be entered on the repair and alteration report form, FAA 337, in accordance with Federal Air Regulations which shall then become part of the helicopter log book file. Record the weight and balance effects of these changes in the Weight And Bal ance Record inserted in this section. Use the balance and station diagrams as an aid for weight and balance changes.
64. WEIGHT AND BALANCE DETERMINATION PASSENGER CONFIGURATION

To determine that the gross weight and longitudinal center of gravity (fore and aft) for a given flight are within limits, proceed as follows: Obtain aircraft delivered weight and moment from the Weight and Balance Record inserted in this section. Determine weights and moments of useful load items (Ref. Figure 62, and Figure 66). Add above items (see Example I). Determine corresponding center of gravity for gross weight by dividing total moment by gross weight. This computation must be done with zero fuel gross weight and with mission fuel gross weight (see Example I).
NOTE: If loadings are not symmetrical about the aircraft centerline, determine lateral
CGs as described in Paragraphs 66 and 67. Weight and balance must be computed for minimum front seat weight prior to loading any passengers in rear seats with only pilot in front. Ballast, if required, must be carried.
CAUTION
NOTE: Ballast may be carried in the utility stowage compartment or stowed and secured
by seat belt and shoulder harness in opposite front seat. Ballast may consist of shot, sandbags, or similar material, adequately contained and secured.
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EXAMPLE I. Longitudinal CG Calculation Passenger Items Delivered Weight Pilot Passenger Fwd Outboard Passenger Aft R/H Passenger Aft L/H Utility Stowage (Station 52.9) Baggage (under seat) Weight (lb) 1,705 170 170 170 170 20 40 Moment (in.lb) 193,721 12,495 12,495 17,850 17,850 1058 4,400
1. Zero Fuel Weight Add: Fuel (Jet A @ 6.8 Lbs/Gal) 2. Gross Weight Calculation of Longitudinal CG CG (Zero Fuel Weight): Moment at Zero Fuel Weight Zero Fuel Weight CG (Gross Weight): Moment at Gross Weight Gross Weight = 301098 2867 =
2,445 422 2,867
259,869 41229 301,098
259869 2445
= 106 3 106.3
= 105 0 105.0
NOTE: The CG falls within the limits specified in Table 61.
Original
611

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65. LONGITUDINAL LOADING OF CARGO

The large aft compartment of the Model 520N provides great flexibility in the variety of cargo loads it can accommodate. In general, the placement of cargo CG within 4 inches of the center of the compartment will ensure that the helicopter will be within the approved CG limits. To determine the gross weight and center of gravity for a given flight are with in limits, proceed as follows. Establish the weight of the cargo load. Determine the location of the cargo longitudinal CG by measuring the dis tance to the cargo from the jacking point located on the side of the fuselage (station 96.9). Cargo CG = 96.9 measured distance (inches); ie., + if aft of mark, if for ward of mark. Obtain the cargo moment: Cargo Moment = Cargo Weight x Cargo CG Perform weight and balance as previously described for passenger configura tion.
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Original

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EXAMPLE II. Longitudinal CG Calculation Passenger and Cargo Items Delivered Weight Pilot Passenger Fwd Outboard Cargo Weight (lb) 1,705 170 170 1000 Moment (in.lb) 193,721 12,495 12,495 100,000
1. Zero Fuel Weight Add: Fuel (Jet A) 2. Gross Weight Calculation of Longitudinal CG CG (Zero Fuel Weight): Moment at Zero Fuel Weight Zero Fuel Weight CG (Gross Weight): Moment at Gross Weight Gross Weight = 332,871 3,195 =
3,045 150 3,195
318,711 14160 332,871
318,711 3,045
= 104 7 104.7
= 104 2 104.2
Original
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66. PERMISSIBLE LATERAL LOADINGS

Safe operation of this helicopter requires that it be flown within established lateral as well as longitudinal center of gravity limits. It is therefore imperative that lateral center of gravity control be exercised. All combinations of internal and external loadings are permissible if gross weight, longitudinal, and lateral center of gravity considerations permit. For crew and passenger lateral center of gravity, see Figure 62.
67. LATERAL LOADING OF CARGO

To determine if the gross weight and lateral center of gravity for a given flight are within limits. Proceed as follows: Find weight of load. Determine lateral location (station) of load center of gravity. Measure load distance from aircraft centerline (lateral station zero), right (+); left (). Obtain the lateral load moment as follows: Lateral moment = weight X lateral station. (See Example III.)
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Original

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EXAMPLE III. Lateral CG Calculation Passenger and Cargo Items Delivered Weight Pilot (L/H) Passenger Fwd (R/H) Cargo 1. Zero Fuel Weight Add: Fuel (Jet A) 2. Gross Weight Calculation of Lateral CG CG (Zero Fuel Weight): Moment at Zero Fuel Weight Zero Fuel Weight CG (Gross Weight): Moment at Gross Weight Gross Weight = +2033 3,195 = +0.6 in. +0 6 in = +2033 3,045 = +0.7 in. +0 7 in Weight (lb) 1,705 170 170 1000 3,045 150 3,195 Lateral Arm (in) 0.23 13.0 +15.5 +2.0 +0.7 0 +0.6 Lateral Moment (in.lb) 392 2,210 +2,635 +2,000 +2,033 0 +2,033
Original
615
CSP520N1
FUEL QUANTITY (GALLONS)
616 Original
EXAMPLE: Find fuel moment for 340 lb fuel: 1. Enter chart at 340 lb on fuel weight scale. From that point, move to right along the 340 lb line until reaching the fuel weight CG curve. Now move down to the longitudinal CG scale to find the fuel station (CG) of approximately 96.80 in. 2. Multiply 96.80 in (station) by 340 lb (fuel weight) to arrive at 32,912 in lb (moment).
FUEL WEIGHT POUNDS
Figure 66. Fuel Station Diagram (JetA at 6.8 Pounds per Gallon) (Sheet 1 of 2)
FUEL WT AND CG CURVE USING JET A

65 60 55 50 45 40 35 30 25 20 15 10 5 0
460 440 420 400 380 360 340 320 300 280 260 240 220 200 180 160 140 120 100 80 60 40 20 0
NOTES: 1. WEIGHTS AND MOMENTS BASED ON JET A FUEL. (ASTM D1655) AT 6.8 POUNDS PER GALLON 2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON THE SPECIFIC GRAVITY AND TEMPERATURE VARIATION SHOULD BE ANTICIPATED IN GAUGE READINGS WHEN TANKS ARE FULL. 3. FUEL CG VARIES WITH QUANTITY 4. MAXIMUM FUEL QUANTITY IS 435 POUNDS 5. MAXIMUM USABLE FUEL QUANTITY IS 422 POUNDS. OPTIIONAL SELF SEALING TANKS 1. MAXIMUM FUEL QUANTITY IS 420.5 POUNDS 2. MAXIMUM USABLE FUEL QUANTITY IS 407.5 POUNDS
90 90.5 91 91.5 92 92.5 93 93.5 94 94.5 95 95.5 96 96.5 97 97.5 98
98.5 99
LONGITUDINAL C.G. (INCHES)

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F05034
CSP520N1
FUEL WEIGHT POUNDS
FUEL WT AND CG CURVE USING JET B

NOTES: 1. WEIGHTS AND MOMENTS BASED ON JET B (ASTM D1655) AT 6.5 POUNDS PER GALLON 2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON THE SPECIFIC GRAVITY AND TEMPERATURE VARIATION SHOULD BE ANTICIPATED IN GAUGE READINGS WHEN TANKS ARE FULL. 3. FUEL CG VARIES WITH QUANTITY 4. MAXIMUM FUEL QUANTITY IS 416 POUNDS 5. MAXIMUM USABLE FUEL QUANTITY IS 403.5 POUNDS OPTIIONAL SELF SEALING TANKS 1. MAXIMUM FUEL QUANTITY IS 402 POUNDS 2. MAXIMUM USABLE FUEL QUANTITY IS 389.5 POUNDS
65 60
FUEL QUANTITY (GALLONS)
55 50 45 40 35 30 25 20 15 10 5
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460 440 420 400 380 360 340 320 300 280 260 240 220 200 180 160 140 120 100 80 60 40 20 0
Figure 66. Fuel Station Diagram (JetB at 6.5 Pounds per Gallon) (Sheet 2 of 2)
EXAMPLE: Find fuel moment for 340 lb fuel: 1. Enter chart at 340 lb on fuel weight scale. From that point, move to right along the 340 lb line until reaching the fuel weight CG curve. Now move down to the longitudinal CG scale to find the fuel station (CG) of approximately 97.10 in. 2. Multiply 97.10in (station) by 340 lb (fuel weight) to arrive at 33,014 inlb (moment)
F05035
90 90.5 91 91.5 92 92.5 93 93.5 94 94.5 95 95.5 96 96.5 97 97.5 98
98.5 99
LONGITUDINAL C.G. (INCHES)
Original
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Table 62. Weights and Longitudinal Moments Pilot, Passenger, Baggage Pilot and Passenger Weights and Longitudinal Moments Passenger Weight (lb) Moment (in.lb) Pilot or Fwd R/H Passenger Station 73.5 8,820 10,290 11,760 12,495 13,230 14,700 16,170 17,640 Moment (in.lb) Center Fwd Passenger Station 71.5 8,580 10,010 11,440 12,155 12,870 14,300 15,730 17,160 Moment (in.lb) Aft Passenger R/H and L/H Station 105.0 12,600 14,700 16,800 17,850 18,900 21,000 23,100 25,200
120 140 160 170 180 200 220 240
Baggage Weights and Longitudinal Moments Baggage Weight (lb) 10 20 30 40 *50 60 70 80 90 100 *Maximum Capacity Moment (in.lb) Utility Stowage Compartment Station 52.9 529 1,058 1,587 2,116 2,645 Moment (in.lb) Fwd Bulkhead Station 87 870 1,740 2,610 3,480 4,350 5,220 6,090 6,960 7,830 8,700 Moment (in.lb) Under Seat and Center Station 110 1,100 2,200 3,300 4,400 5.500 6,600 7,700 8,800 9,900 11,000 Moment (in.lb) Behind Seat Station 120 1,200 2,400 3,600 4,800 6,000 7,200 8,400 9,600 10,800 12,000
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Table 63. Weights and Lateral Moments Pilot, Passenger, Baggage Passenger Weight (lb) 120 140 160 170 180 200 220 240 Moment (in.lb) Pilot L/H Station13.0 1,560 1,820 2,080 2,210 2,340 2,600 2,860 3,120 Moment (in.lb) Passenger R/H Fwd Station+15.5 +1,860 +2.170 +2,480 +2,635 +2,790 +3,100 +3,410 +3,720 Moment (in.lb) Passenger Center Fwd Station +0.8 + 96 +112 +128 +136 +144 +160 +176 +192 Moment (in.lb) Aft Passenger R/H and L/H Station 12.2
1,464 1,708 1,952 2,074 2,196 2,440 2,684 2,928
Baggage Weights and Moments Baggage Weight (lb) Station +12.8 10 20 30 40 50 Moment (in.lb) +128 +256 +348 +512 +640
Original
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68. INTERNAL LOADING OF CARGO
The following instructions should be followed when carrying internal cargo. Rope, cable, or equivalent must have a minimum loop strength of 1,800 pounds. Restrain the cargo from shifting by using the correct number of restraining loops in accordance with Table 64. Position restraining loop in accordance with Figure 67. Cargo deck capacity is 1300 pounds (not to exceed 115 pounds per square foot). View II shows typical tiedown for 500pound cargo. Restraint loops are to be secured as indicated and tied to the cargo to pre vent slippage of the loops. Variations of the tiedown are allowable, providing total restraint require ments are met. Caution should be exercised to keep the cargo from bearing against the cen ter slanted portion of the aft bulkhead. Table 64. Cargo Weight Versus Loop Restraint Number of Required Restraint Loops Cargo (lb) Up to 100 101 to 300 301 to 400 401 to 600 601 to 800 801 to 1000 1001 to 1100 1101 to 1200 1201 to 1300 Forward Restraint 1 2 3 4 5 6 7 8 8 Aft Restraint 1 1 2 2 3 3 4 4 4 Vertical/Lateral Restraint 2 2 2 2 2 3 3 3 3
*Note the 7th and 8th loops are to use the outboard seat belt attach fitting (Station 124).
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VIEW I
LOOP FOR VERTICAL AND LATERAL RESTRAINT
CARGO FLOOR
VIEW SHOWING LOCATION OF CARGO TIEDOWN POINTS AND LOOPS MINIMUM LOOP STRINGTH 1800 LB WRAP CONTAINER WITH SIMILAR STRAP SUCH THAT LOOPS CANNOT SLIP
VIEW II
CARGO CARGO FLOOR
VIEW SHOWING 500 LB CARGO RESTRAINED

F05037
Figure 67. Cargo Restraint
Original
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Handling Servicing and Maintenance
S E C T I O N VII HANDLING, SERVICING AND MAINTENANCE

TABLE OF CONTENTS
PARAGRAPH 71. Helicopter Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72. Use of External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73. Hoisting, Jacking, and Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 71. MD 500N Helicopter Major Components . . . . . . . . . . . . . . . . . . . 74. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 72. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75. Moving and Towing Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76. Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 73. Parking and Mooring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77. Servicing General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 71. Servicing Materials (Operating Supplies) . . . . . . . . . . . . . . . . . . . . . Figure 74. Servicing Points (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78. Fuel System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79. Engine Oil System Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 710. Main Rotor and Aft Transmission Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . 711. Cleaning General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 712. Cleaning Fuselage Interior Trim and Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . 713. Cleaning Aircraft Exterior and Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 714. Cleaning Canopy and Door Transparent Plastic . . . . . . . . . . . . . . . . . . . . . . . . 715. Fluid Leak Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 716. Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 717. Flyable Storage No Time Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 718. Cockpit Door Removal and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 75. Pilot and Passenger/Cargo Door Removal . . . . . . . . . . . . . . . . . . . . 719. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 71 71 71 72 73 73 74 75 76 77 77 711 712 713 713 714 714 715 715 715 716 716 717 718 719
Figure 74. Servicing Points (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 710A
Revision 1
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SECTION VII HANDLING SERVICING AND MAINTENANCE

71. HELICOPTER COMPONENTS
The major components of the helicopter are shown in Figure 71.
72. USE OF EXTERNAL POWER

An external receptacle is located at the right side of the pilots compartment seat structure. The right door must be open to use the receptacle. Any source of external 28volt, directcurrent power with sufficient amperage rating may be used. Engine starting requirements are approximately 375 amperes, mini mum. Before connecting external power, be sure that helicopter main electrical power selector switch is OFF. After power is connected to receptacle, power switch must be set to EXT posi tion to connect external power to helicopter electrical system.
73. HOISTING, JACKING, AND LIFTING
CAUTION
Hoisting, lifting, and jacking of the helicopter shall only be performed by qualified maintenance personnel with the proper equipment and tools as specified in the Handbook of Maintenance Instructions. Failure to follow the specified procedures may result in damage to aircraft components.
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SAS CONTROL ACTUATOR
STATOR
ENGINE ASSY W/EXTENDED DEFLECTORS
ENGINE ASSY W/O EXTENDED DEFLECTORS
F05038
Figure 71. MD 500N Helicopter Major Components FAA Approved Original
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74. GROUND HANDLING WHEELS

Standard ground handling wheels, available as a special tool for helicopters not equipped with floats, are used for moving helicopter by hand and for towing helicopter (Ref. Figure 72). At regular intervals, check that wheel tire pressure is a maximum of 80 to 90 psi.
LOCK
WARNING: BE SURE LOCK SNAPS INTO POSITION SHOWN BEFORE RELEASING JACK HANDLE TOW BAR FITTING
WHEELS LOWERED AND LOCKED (HELICOPTER RAISED)
JACK HANDLE HANDLE LOCK PIN
GROUND HANDLING WHEELS AND JACK ASSEMBLY
SKID TUBE (RIGHT SIDE SHOWN) SKID FITTING
WHEELS RAISED (HELICOPTER LOWERED)
F05041
Figure 72. Ground Handling Wheels FAA Approved Original
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75. MOVING AND TOWING HELICOPTER

Manual moving: Excessive leadlag load applied to the main rotor blades during ground handling can result in damage to the elastomeric damper buns and failure of the damper assembly. Operators should use extra caution to avoid leadlag loads in excess of 35 pounds at the tip of the main rotor blades.
CAUTION
Ensure all stress panels are installed on helicopter before moving. Attach ground handling wheels (Ref. Figure 72) and hold tail up while low ering the wheels (raising helicopter). Manually move helicopter on ground handling wheels by balancing at tail boom and pushing on rear fuselage portion of air frame. Towing: Tow helicopter on ground handling wheels by attaching suitable tow bar to tow bar fittings. If tow bar is not equipped to keep front ends of skid tubes from dragging, have an assistant balance helicopter at tailboom. Ensure all stress panels are installed on helicopter before moving.
CAUTION
Except under extreme emergency conditions, do not tow helicopter at speeds over 5 mph. Do not allow front end of skid tubes to drag on ground. Avoid sudden stops and starts and short turns which could cause helicopter to turn over. Allow inside wheel to turn (not pivot) while helicopter is being turned. Safe minimum turning radius is approximately 20 feet.
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76. PARKING AND MOORING

Parking (Ref. Figure 73):
CAUTION
To prevent rotor damage from blade flapping (droop stop pounding) as a result of air turbulence from other aircraft landing, taking off or taxiing or sudden wind gusts, rotor blades should be secured whenever helicopter is parked.
Locate helicopter slightly more than blade clearance from nearby objects on most level ground available. Apply friction to lock cyclic and collective sticks so that friction control knobs are positioned as follows: neutral for cyclic stick an full down for col lective stick. Secure main rotor blades as follows. Turn blades until one blade is directly above tailboom (Ref. Figure 73). Install blade socks on all blades. Secure blade sock tiedown cord for blade located above tailboom to tailboom. Secure other blade sock tiedown cords to fuselage jack fittings or cabin steps.
CAUTION
When securing blade sock tiedown cords, take up slack, but do not apply excessive bending loads on blades.
Mooring (Ref. Figure 73): Whenever severe storm conditions or wind velocities higher than 40 knots are forecast, helicopter should be hangared or evacuated to safer area. Park helicopter and remove main rotor blades. Install pitot tube cover. Fill fuel tank (if possible). Apply friction to lock cyclic and collective sticks. Secure helicopter to ground by attaching restraining lines (cable or rope) be tween jack fittings and stakes or ground anchors. Install air inlet fairing cover on air inlet front fairing. Install engine exhaust cover on exhaust tailpipe. FAA Approved Original
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BLADE SOCK (5 PLACES)
TIEDOWN TETHER CABLE OR MANILA ROPE
MOORING ANCHOR (4 PLACES) ENGINE EXHAUST COVER
ZIPPER
AIR INLET FAIRING COVER PITOT TUBE COVER
PITOT TUBE COVER INSTALLATION FUEL CELL ACCESS DOOR LOCKPIN JACK FITTING TO BLADE SOCK LOCKPIN STOWAGE FUESELAGE STRUCTURE JACK FITTING
TIE CORD DOOR ACCESS LATCH ENGINE AIR INLET FAIRING COVER INSTALLATION
TO MOORING ANCHOR
TO BLADE SOCK JACK FITTING INSTALLATION (TYPICAL 2 PLACES)

F05042
Figure 73. Parking and Mooring. FAA Approved Original
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77. SERVICING GENERAL

Servicing helicopter includes replenishment of fuel, changing or replenishment of oil and other such maintenance functions. Fuels, oils, other servicing materials and capacities are listed in Table 71. Locations of servicing points are shown in Figure 74. Table 71. Servicing Materials (Operating Supplies) Specification Group Material Manufacturer
1. Aft transmission Capacity 0.5 US Pt (0.23 Liter) None (See Foot notes 1 and 2) (See footnote 2) Turbo Oil No. 35 Exxon Co. P Box 2180 .O. Houston, TX 77001 Mobil Oil Co. 150 E. 42nd St. New York, NY 10017 Shell Oil Co. 50 W 50th Street New York, NY 10020 Shell Oil Co. Mobil Oil Co. Mobil Oil Co. Exxon Co. Royal Lubricant 101 Eisenhower Pkwy. Roseland, NJ 07068 American Oil and Supply Co. 238 Wilson Ave. Newark, NJ 07105
Mobil SHC 626
MILL23699 (see footnotes 1, 2, and 5)
22
Aero Shell Turbine Oil 500 Aero Shell Turbine Oil 555 Mobil Jet II (RM139A) Mobil Jet Oil 254 Exxon Turbo Oil 2380 Royco Turbine Oil 500
27 21 21 24 22
23
American PQ Lubricant 6700
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Specification
Group
Material
Manufacturer
2. Main Transmission Capacity: 12.0 US Pt (5.67 liters) Use the materials listed under Item 1. 3. Engine Capacity: 3.0 US Qt. (2.84 liters) MILL7808 (see footnotes 3 and 4) 6 Stauffer Jet I Stauffer Chemical Co. 380 Madison Avenue New York, NY 10017 American Oil and Supply Co. Mobil Oil Co. Bray Oil Co 1925 Marianna Street Los Angeles, CA 90032 Exxon Co.
1 4 2
American PQ Lubricant 6899 Mobil Avrex S Turbo 256 Brayco 880II
3 MILL23699 (see footnotes 2 and 4) 25 21 21 27 22 22 23 23 23
Exxon Turbo Oil 2389
Stauffer Jet II (Castrol Stauffer Chemical 205) Mobil Jet II Mobil Jet Oil 254 Aero Shell Turbine Oil 555 Aero Shell Turbine Oil 500 Royco Turbine Oil 500 American PQ Lubricants 6700 Brayco 899G Hatcol 3211 Mobil Oil Co. Mobil Oil Co. Shell Oil Co. Shell Oil Co. Royal Lubricants American Oil& Supply Co. Bray Oil Co. Hatco Chemical Div. WR Grace & Co. King George Post Rd Fords, NJ 08863
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Specification
Group 24
Material Exxon Turbo Oil 2380
Manufacturer Exxon Co.
4. Fuel Cells Standard Nonselfsealing, Capacity 64.0 US Gal (242 liters), 416 pounds Optional Selfsealing, Capacity: 62.0 US Gal (234 liters), 402 pounds Refer to Allison 250C20R/2 Operations Manual for complete fuel specifications. Jet A (ASTMD1655) Jet A1 (ASTMD1655) Jet B (ASTMD1655) JP1 conforming to ASTM D1655 Jet A or Jet A1 JP4 (MILT5624) JP5 (MILT5624) JP8 (MILT83133A) Arctic Diesel Fuel DFA conforming to ASTM D1655, Jet A or Jet A1 Diesel No. 1 conforming to ASTM D1655, Jet A or Jet A1 CAUTION: At 4.4C (40F) and below, fuel must contain anti icing additive MILI27686. For blending information and authorized fuels, refer to the appropriate Allison Operation and Maintenance Manual. 250C20R/2 (SP) engines having the CECO fuel pump do not require fuel antiice additives above fuel temperatures of 30F (34C). However the continued use of antiice additives under all tempera ture conditions is recommended to provide additional protection against fuel system icing and microbiological contamination. 5. Overrunning Clutch (369A5350) Capacity: 1.64 US Oz (45cc) Use the ma terials listed under item 1 but not Mobil SH 626. 5A. Overrunning Clutch (369F5450) Capacity: 3.64 US Oz. Use Mobil SHC 626 only.
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Specification
Group
Material
Manufacturer
6. OneWay Lock Capacity: 0.67 US Oz (20cc) MILH5606 PQ Hydraulic Brayco 756C Brayco 756D 3126 Hydraulic Oil Aero Shell Fluid 4 PED 3337 MILH6083 Type I Univis PJ44 Brayco 783 7. Battery (NiCad) Capacity: As required MS36300 Distilled Water Any acceptable source American Oil Co Bray Oil Co. Exxon Oil Co. Shell Oil Co. Standard Oil Co. Exxon Oil Co. Bray Oil Co.
Footnotes: (1) Oils approved for use in MD520N Model 500N main transmission and aft transmission are synthetic lubrication oils that have a certified Ryder Gear Value in excess of 2500 pounds. Approved for use above 40C (40F). Approved for use at 54C (65F) and ambient temperatures below 40C or if MILL23699 oils are not available. For Model 250 Series engine oil change requirements and restrictions on mixing of oils, refer to Allison Operation and Maintenance Manual. DO NOT use Mobil SHC 626 oil in 250 Series engines. Listed in the basic Military Specification number only. Check the specifica tion sheet for the latest alpha change letter to determine whether materials being used conform.
(2) (3) (4)
(5)
CAUTION: Use of mixed oils (oils meeting the same specification but not in same group) in engine is permitted only in emergency and is limited to five hours total for each engine overhaul periods.
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OIL FILTER BYPASS INDICATOR (369F5100 M/R TRANSMISSION ONLY)
FILLER
SIGHT GAGE
AFT TRANSMISSION
&
AFT AND MAIN TRANSMISSION OIL LEVEL SIGHT GAUGES
BATTERY MAIN TRANSMISSION FILLER
LIQUID LEVEL SIGHT GAGE OVERBOARD OIL DRAIN LINE ONEWAY LOCK RESERVOIR ENGINE ACCESSORY GEARBOX DRAIN ENGINE COMBUSTION FUEL DRAIN GROUND LANDING GEAR DAMPER FUEL SYSTEM FILLER ENGNE OIL TANK FILLER FUEL CELL DRAIN VALVE
EXTERNAL POWER RECEPTCLE
F050431
Figure 74. Servicing Points (Sheet 1 of 2)
710A/(710B blank)

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ENGINE WASH FITTING
ENGINE OIL TANK DRAIN MAIN TRANSMISSION OIL COOLER DRAIN
ENGINE OIL COOLER DRAIN SCAVENGE OIL FILTER
STATION 137.50 BULKHEAD

OIL FILTER BYPASS INDICATOR
250C20/R2 SP ENGINE
BYPASS INDICATOR
ENGINE FUEL FILTER
F050432
Figure 74. Servicing Points (Sheet 2 of 2) FAA Approved Revision 1
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78. FUEL SYSTEM SERVICING

Refueling vehicle should be parked a minimum of 20 feet from helicopter dur ing fueling operation. Before starting fueling operation, always ground fueling nozzle or fuel truck to GROUND HERE receptacle (Ref. Figure 74) or to another bare metal location. Comply with the following precautions when servicing the fuel system.
WARNING helicopter. Electrically ground helicopter prior to refueling or
Turn off electrical switches and disconnect any external power from defueling. Static discharge spark in presence of fuel vapors can cause fire or an explosion.
Cold weather fuels: Grade JP4 (MILT5624), grade JP5, and grade JP8 (MILT3133A, or later) type fuels contain antiice additive which conforms to MIL127686 (or later). These fuels do not require additional antiice additive. Cold weather fuel mixtures To assure consistent starts at temperatures at or below 4C (40F), a mixture of AVGAS and jet fuels (other than JP4 or Jet B) may be used. The alternate avgasjet fuel mixture is not recommended for warm weather operation. Refer to Allison Operation and Maintenance Manual for additional cold weather fuel mix and blending instructions. Filling: The fuel system has two fuel cells that are interconnected for simultaneous flow and venting. Refuel the helicopter with the proper fuel as soon after landing as possible to prevent moisture condensation. Keep fuel nozzle free of all foreign matter. Fuel tank servicing is through the cell filler neck on the right side of the fuselage. The right side fuel cell contains the gravity filler port and cap. Check filler cap for security after refueling.
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Fuel draining: Fuel draining should be accomplished with helicopter as level as possible. The fuel system may be defueled in two ways: One is to defuel through the filler port, using a pump. The other method is to open the drain valve on fuselage underside. The fuel cell drain valve is springloaded closed and is opened by depress ing an internal plunger. After defueling, be sure to check drain valve for leakage.
79. ENGINE OIL SYSTEM SERVICING

The engine oil tank filler is on the right side of the helicopter (Ref. Figure 74). A liquid level sight gauge for checking oil level in tank is visible through a transparent window near the filler.

Replenish with correct oil until oil level is FULL on sight gauge.
CAUTION
DO NOT use Mobil SHC 626 oil in the engine oil system.
Make certain that oil tank filler cap is secured after servicing.
710. MAIN ROTOR AND AFT TRANSMISSION SERVICING

Main rotor transmission: Check transmission oil level at liquid level sight gauge (Ref. Figure 74)
NOTE: Indicated oil level may be incorrect if aircraft is not level or has been ground
handled in a taillow attitude since last flight. Replenish with correct oil until oil level is at the dashed lines above the ADD mark on sight gauge.
CAUTION
Mixing of oils within an oil series, not in the same group, is not recommended. If oils of different groups are mixed, flush and reservice gearbox. Mixing of oils from different series is prohibited.
NOTE: If oil was drained from transmission cooler, ground run helicopter for 15 minutes
after replenishing with oil and recheck oil level at sight gauge. Replenish oil as necessary. This purges air from the oil cooling system and ensures that entire oil cooling system is full. Fill main transmission by lifting breatherfiller cap and inserting funnel into opening. Check that springloaded cap closes when funnel is removed. FAA Approved Original
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Aft transmission: A liquid level sight gauge for checking oil level is located on the lower right hand side of the transmission housing (Ref. Figure 74). Check oil level by viewing sight gauge. Servicing of the aft transmission should be performed by maintenance per sonnel.
711. CLEANING GENERAL

General cleaning of oil and dirt deposits from the helicopter by using dry cleaning solvent, standard commercial grade kerosene or a solution of deter gent soap and water. Exceptions that must be observed are specified in the following cleaning para graphs.
CAUTION
Some commercial cleaning agents, such as readily available household cleaners, contain chemicals that can cause corrosive action and/or leave residue that can result in corrosion. Examples of cleaning agents that are not to be used are Fantastic and 409 type cleaners, or locally made strong soap cleaners.
712. CLEANING FUSELAGE INTERIOR TRIM AND UPHOLSTERY

Clean dirt or dust accumulations from floors and other metal surfaces with vacuum cleaner or small hand brush. Sponge soiled upholstery and trim panels with a mild soap and lukewarm wa ter solution. Avoid complete soaking of upholstery and trim panels. Wipe solu tion residue from upholstery with soft cloth dampened with clean water. Remove imbedded grease or dirt from upholstery and carpeting by sponging or wiping with an upholstery cleaning solvent recommended for the applicable fabric (nylon, vinyl, leather, etc).
NOTE: If necessary, seat upholstery may be thoroughly dry-cleaned with solvent. When
complete dry cleaning is performed, upholstery must be reflameproofed to comply with Federal Aviation Regulation Part 27.
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713. CLEANING AIRCRAFT EXTERIOR AND ROTOR BLADES

Use care to prevent scratching of aluminium skin when cleaning main rotor blades. Never use volatile solvents or abrasive materials. Never apply bending loads to blades or blade tabs during cleaning.
CAUTION
Wash helicopter exterior, including fiberglass and composite components and rotor blades, when necessary, using a solution of clean water and mild soap.
NOTE: Avoid directing soapy or clean water concentrations toward engine air intake
area and instrument static ports. Clean surface stained with fuel or oil by wiping with soft cloth dampened by solvent, followed by washing with clean water and mild soap. Rinse washed areas with water and dry with soft cloth.
714. CLEANING CANOPY AND DOOR TRANSPARENT PLASTIC

Clean outside surfaces of plastic by rinsing with clean water and rubbing light ly with palm of hand. Use mild soap and water solution or aircraft type plastic cleaner to remove oil spots and similar residue.
CAUTION
Never attempt to dry plastic panels with cloth. To do so causes any abrasive particles lying on plastic to scratch or dull surface. Wiping with dry cloth also builds up an electrostatic charge that attracts dust particles from air.
After dirt is removed from surface of plastic, rinse with clean water and let air dry or dry with soft, damp chamois. Clean inside surfaces of plastic panels by using aircraft type plastic cleaner and tissue quality paper towels.
715. FLUID LEAK ANALYSIS

Main rotor or aft transmission oil leak: Oil leakage, seepage or capillary wetting at oil seals or assembly joint lines of main rotor or aft transmission are permissible if leakage rate does not exceed 2cc per hour (one drop per minute). An acceptable alternate rate of leakage from either transmission is if oil loss is not more than from full to the add mark on sight gauge within 25 flight hours. FAA Approved Original
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NOTE: On transmission input gear oil seals with less that 2 hours of operation, some
seepage or wetting of adjacent surfaces is normal until seal is wetted and wornin (seated). If seepage continues at rate of one drop per minute or less, seal may be continued in service. Check transmission oil level and observe seepage rate after every 2 hours of operation. Shorter inspection periods may be required if seal leakage appears to be increasing. Engine oil leaks: Refer to engine operating and maintenance manual for definition of permis sible engine oil leakage. Landing gear damper hydraulic fluid leaks: Hydraulic fluid leakage from any landing gear dampers is not permissible. If leakage is present, damper assembly should be overhauled as required and a serviceable unit installed. If leaking landing damper is not replaced when leakage is noticed, continuation of damper in service can cause inter nal damage that might not otherwise occur.
NOTE: It is normal for a thin hydraulic oil film to remain on damper piston as a result of
wiping contact with piston seal. Newly installed dampers may also have slight oil seepage from oil trapped in end cap threads during damper assembly. Neither of these should be considered damper leakage or cause from damper replacement.
716. PRESERVATION AND STORAGE

A helicopter placed in storage or nonoperative status must have adequate in spection, maintenance and preservation to avoid unnecessary deterioration of airframe and components or equipment. Extent of preventive maintenance that is to be performed on the helicopter for storage up to 45 days, storage up to 6 months, and indefinite storage is cov ered in the HMI.
717. FLYABLE STORAGE NO TIME LIMIT

Inspection before storage: Perform Daily Preflight Check (Ref. Section IV). Ensure that fuel cells are full (topped off), and that oil in engine oil tank and main and aft transmissions is at FULL level. Storage: To maintain a flyable storage condition, ground runup must be performed at least once every 5 days. Perform daily preflight check. FAA Approved Original
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Start engine (Ref. Section IV). After idle stabilizes, accelerate engine to 100 percent N2. Operate until oil temperature shows an increase and ammeter reads zero. Shut down engine (Ref. Section IV). Replenish fuel as necessary. Open movable air vents in each cargo door; positioning air vent openings downward. Install covers and equipment used to park and moor helicopter. Install static ground. Before next flight: Remove covers and equipment used to park and moor helicopter. Perform daily preflight check (Ref. Section IV).
718. COCKPIT DOOR REMOVAL AND INSTALLATION

Door removal: Open door. Remove interior cover plates (pilots side remove fire extinguisher). Pull lower hinge pin up to remove. While holding door, rotate upper hinge pin until hinge pin tab clears the slot and pull down on pin to remove. Remove door. Stow hinge pins and cover plates. Door installation: Place door hinges into door frame and hold open. While holding door open, push in and rotate upper hinge pin until hinge pin tab enters and fully seats in the slot. Install lower hinge pin. Install interior cover plates. Install fire extinguisher (pilots side).
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DOOR FRAME
PILOTS DOOR
PASSENGER/CARGO COMPARTMENT DOOR (LH SHOWN, RH SIMILAR)
TAB HINGE PIN
FUSELAGE STRUCTURE
DOOR HINGE
DOOR STRUCTURE
F60043
Figure 75. Pilot and Passenger/Cargo Door Removal
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719. SPECIAL OPERATIONAL CHECKS AND PROCEDURES

Cleaning engine compressor: Water wash provisions are incorporated in current configuration helicopters (Ref. Figure 74). Engine compressor cleaning should be performed by qualified personnel in accordance with the HMI and the Engine Operation and Maintenance Manual. The following information is provided for pilots assisting qualified personnel in the cleaning process. The startergenerator can be used to motor the Allison 250 Series en gine for compressor cleaning cycle. Input voltage should be 24 vdc, but it is permissible to use 12 vdc. To prevent startergenerator damage, duty cycle (cranking) time limits that must not be exceeded are: 24 vdc External Auxiliary Power 25 Seconds ON 30 Seconds OFF 25 Seconds ON 30 Seconds OFF 25 Seconds ON 30 Minutes OFF 24 vdc Helicopter Battery Power 30 Seconds ON 2 Minutes OFF 30 Seconds ON 2 Minutes OFF 30 Seconds ON 30 Minutes OFF
12 vdc External Auxiliary Power 2 Minutes ON 30 Minutes OFF 2 Minutes ON
NOTE: Current required by startergenerator to maintain10 percent N1 rpm should be

approximately 150 amperes with 12 vdc input.
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Procedures:
F
Ensure engine antiice, cabin heat, and scav air (if installed) are off prior to engine wash or rinse. Water injection will be started three seconds prior to starter engagement. Motor the engine with the twistgrip in CUTOFF. Release starter switch as necessary to maintain between 5% and 10% N1 speed during the wash/rinse. Water injection will continue during coast down until N1 stops. Allow engine to drain. Within 15 minutes of the water rinse, operate the engine at idle for five minutes and actuate antiice, cabin heat, and scavair (if installed) sys tems for one minute to purge and evaporate all residual water .
F F F
F F F
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CSP520N1
Additional Operations and Performance Data
S E C T I O N VIII ADDITIONAL OPERATIONS AND PERFORMANCE DATA

TABLE OF CONTENTS
PARAGRAPH 81. ICAO Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 81
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CSP520N1 Additional Operations and Performance Data
SECTION VIII ADDITIONAL OPERATIONS AND PERFORMANCE DATA

81. ICAO NOISE CHARACTERISTICS
International Civil Aviation Organization (ICAO) Noise Levels. The following noise levels comply with ICAO Annex 16 noise requirements and were obtained by using approved analysis techniques and approved data from actual noise tests.
Model: MD500N
Engine: Allison 250C20R/2 VH (KTAS) Level Flyover EPNL (EPNdB) 80.0
Gross Weight: 3350 lbs Takeoff EPNL (EPNdB) 85.4 Approach EPNL (EPNdB) 87.7
Configuration
Clean aircraft, doors on, no exter nal kits installed SX5 Starburst Search Light (R/H side), Float Lamp Assembly CCD LN001 Emergency Float Kit Emergency Float Kit with Float Lamp Assembly Installed
125
118.5 120.4 117.0
80.3 80.2 80.3
85.4 85.4 85.4
87.7 87.7 87.7
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CSP520N1
Optional Equipment
S E C T I O N IX OPTIONAL EQUIPMENT
TABLE OF CONTENTS
PARAGRAPH 91. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92. ListingOptional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table 91. Optional Equipment MD 520N Helicopter . . . . . . . . . . . . . . . . . . . . . 93. Compatibility Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . Table 92. Optional Equipment Kit Compatibility Model 500N Helicopter 94. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95. Operating Instructions: Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 91. Center of Gravity Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 92. VNE Placards External Load Operations . . . . . . . . . . . . . . . . . . . Figure 93. Cargo Hook Release Electrical and Mechanical . . . . . . . . . . . . . Figure 94. Cargo Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96. Operating Instructions: AntiIce Airframe Fuel Filter . . . . . . . . . . . . . . . . . . . . AntiIce Airframe Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 95. AntiIce Airframe Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97. Operating Instructions Emergency Floats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 96. VNE Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Emergency Float Inflation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 97. Float Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 91 91 92 92 92 92 93 94 96 97 99 911 912 914 915 918 918 921
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CSP520N1 Optional Equipment
SECTION IX OPTIONAL EQUIPMENT
91. GENERAL INFORMATION

This section provides general supplemental information on optional equipment for the MD 520N Model 500N Helicopter. The information includes a listing of usable optional equipment and compatibility of combined equipment on the he licopter.
NOTE: Unless identified in the List of Models Effected block at the beginning of each
optional equipment operating instructions, the optional equipment is approved for all MD 520N Model 500N helicopters. Supplemental data is prepared and included in this section whenever the in stallation of that equipment affects the FAA Approval Data for Limitations (Section II), Emergency and Malfunction Procedures (Section III), Normal Pro cedures (Section IV), and Performance Data (Section V). The Flight Manual Supplemental Data is to be used in conjunction with the basic Flight Manual data and takes precedence over that data when the equip ment is installed. Be sure to include a review of the appropriate flight manual supplemental data for type of optional equipment installed (including STC items) as a regular part of preflight planning.
CAUTION
92. LISTINGOPTIONAL EQUIPMENT

Table 91 lists MDHI optional equipment items available that require addition al operating instructions. This table does not include nonMDHI STC items that may be FAA approved for use. Other optional equipment items may be found in the HMI.
SPECIAL NOTE:
Items in the table marked with an asterisk ( * ) are optional equipment items that have had their supplemental data incorporated into the main body of the flight manual and are identified by the statement, If installed. FAA Approved Revision 1
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Table 91. Optional Equipment MD 520N Helicopter Equipment * Extended landing gear * Rotor brake Part No. 369D290007 369H90123 Publication No. CSP520N1 CSP520N1 CSP520N1 CSP520N1 CSP520N1 CSP520N1
* Engine air particle separa 500N90148 tor filter Cargo hook AntiIce Fuel Filter Emergency Floats 369H90072 369H90022 369D290121531
*Indicates data incorporated into the flight manual (Sections I thru VIII where appropri ate).
93. COMPATIBILITY COMBINED OPTIONAL EQUIPMENT

Table 92. Optional Equipment Kit Compatibility Model 500N Helicopter Compatibility: Blank = Yes; X = No
Optional Equipment A. Extended Landing Gear Part Number 369D290007 A. 290007 B. 90148 C. 90072 D. 90123 E. 90022 F. 290121
B. Engine Air Particle 500N90148 Separator C. Cargo Hook D. Rotor Brake E. AntiIce Fuel Filter F. Emergency Floats 369H90072 369H90123 369H90022 369D290121 531
94. OPTIONAL EQUIPMENT PERFORMANCE DATA SPECIAL NOTE:

Optional equipment that affect IGE/OGE hover performance require addi tional hover performance charts. All Optional Equipment hover performance charts are located in Section V and are marked with an asterisk. FAA Approved Original
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CSP520N1 Optional Equipment Cargo Hook Kit
95. OPERATING INSTRUCTIONS: CARGO HOOK KIT
PART I GENERAL
The MDHI 369H90072523 Cargo Hook Kit consists of a cargo hook which at taches to the fuselage keel beam, electrical connections to provide the pilot with cargo release or jettison capability using a switch on the cyclic stick, and a manual backup release mechanism. The cargo hook kit is designed to carry hook loads up to 2000 pounds. When the kit is installed, an owner or operator holding a valid Rotorcraft Ex ternal Load Operator Certificate may utilize the helicopter for transportation of external cargo when operated by a qualified pilot. OPERATIONS WITH CAR GO ON THE HOOK SHALL BE CONDUCTED IN ACCORDANCE WITH AP PLICABLE PORTIONS OF FEDERAL AVIATION REGULATIONS PART 133. Information provided in these operating instructions is presented with the in tent of furnishing important data that can be used in the Rotorcraft Load Combination Flight Manual. The Combination Flight Manual, which is re quired by FAR Part 133, will be prepared by the applicant to obtain the rotor craft External Load Operator Certificate.
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PART II LIMITATIONS
Weight Limitations:
CAUTION
Maximum takeoff and landing gross weight 3350 pounds. Weight in excess of 3350 pounds must be external and jettisonable.
Maximum Rotorcraft Load Combinations operating gross weight 3850 pounds (FAR 133). Center of Gravity Limitations:
3850 3700
WEIGHTS BETWEEN 3350 AND 3850 MUST BE EXTERNAL AND JETTISONABLE
1746 kg 1678 kg
3500
1588 kg
3300
1497 kg
GROSS WEIGHT (POUNDS)
3100
1406 kg
2900
1315 kg
2700
1225 kg
2500 FORWARD CG LIMIT
1134 kg
2300
1043 kg
2100
953 kg
1900 1796 1700 97 98 99 100 101.4102 104 106 107 108 109
MINIMUM FLYING WEIGHT
862 kg 815 kg 771 kg 110.3

F05027
LONGITUDINAL ARM (INCHES)
Figure 91. Center of Gravity Envelope FAA Approved Original
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Cargo Hook Limitations: Cargo hook structural load limit is 2000 pounds. Airspeed Limitations: With no load on hook, airspeed limits are unchanged. With load on hook, airspeed limits are presented on the exterior load VNE placards.
NOTE: Use caution as size and shape of load, and load attaching cable size and length
may affect flight characteristics. Satisfactory flight characteristics have been demonstrated with a compact. Altitude Limitations: Maximum operating altitude is 14,000 feet density altitude.
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Placards: Make placards stating approved load class(es) and occupancy limitations. Display placards in a conspicuous location in cockpit. Placard stating, External Load Limit 2000 Pounds installed on or next to cargo hook.
VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 2 4 6
GROSS WT = 3200 OR LESS 8 10 12 14 69 59 69 16
30 20 10 0 10 20 30 40 45 73 65 61 79 71 62 54
60
NO FLIGHT
VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 2 4 6
GROSS WT= 3201 TO 3850 LB 8 10 69 76 69 62 55 12 56 14 16
30 20 10 0 10 20 30 40 45 78 75 76 70 65 62 79 75 69 63 57 52
62 56 50 NO FLIGHT
Figure 92. VNE Placards External Load Operations
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PART III EMERGENCY AND MALFUNCTION PROCEDURES ENGINE FAILURE:

The presence of an external load may further complicate a failed engine condition. Release of loads attached through the cargo hook should be ac complished as soon as practical; consistent with other safety of flight factors (rotor RPM, altitude, airspeed, ground personnel safety, etc).
EMERGENCY RELEASE:
Actuate mechanical release handle to release cargo in the event of an elec trical failure. Operate handle quickly and deliberately (Ref. Figure 93).
NOTE: Ground support personnel should manually assure positive reset of the cargo
hook after use of mechanical release, prior to further cargo pickups. Static electricity discharge: Instruct ground crew to insure that the helicopter has been electrically grounded prior to attaching cargo to drain charges of static electricity that may build up in flight.
CARGO HOOK MECHANICAL RELEASE
CARGO HOOK ELECTRICAL RELEASE
CYCLICMOUNTED ELECTRICAL HOOK RELEASE
CARGO HOOK RELEASE CABLE
MECHANICAL HOOK RELEASE
Figure 93. Cargo Hook Release Electrical and Mechanical
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PART IV NORMAL PROCEDURES

Normal Operation: Preflight Place battery switch in BAT position and check that HOOK circuit breaker is IN. Push cargo load ring (Dring or suitable substitute) into hook throat. Cargo hook keeper should permit easy entrance into throat. Leave ring in hook for remainder of operational checks (Ref. Figure 94). Pull aft and downward on load ring; hook must remain in locked posi tion. Operational Checks Check electrical and emergency operation of cargo hook release (Ref. Figure 93). Check operation of external release knob (located on left side of cargo hook body). Hook should return to the closed position after above checks. Move pilots cyclic to all extreme positions. Cargo hook must remain locked and external release knob must not rotate. With load ring in cargo hook, swing hook to the limits of trav el in all directions. Hook must remain in the closed position. Inflight Check cargo HOOK circuit breaker IN. Use care to avoid passing load attaching cables over landing gear skid tube when attaching load to hook with helicopter on the ground. Apply collective smoothly when lifting cargo. Activate cargo release switch on cyclic stick to release cargo.
CAUTION
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EXTERNAL RELEASE (TURN CLOCKWISE) ELECTRICAL WIRE HARNESS
KEEPER
MANUAL RELEASE CABLE
HOOK (LOAD BEAM)
Figure 94. Cargo Hook
PART V PERFORMANCE DATA

Refer to Section V for IGE and OGE hover performance to assist in planning operations with the cargo hook.
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PART VI WEIGHT AND BALANCE DATA

The following table of Cargo Hook Loading Data should be used by the opera tor to assist in evaluating the helicopter center of gravity for various hook load weights. Cargo Hook Loading Data: Cargo Longitudinal CG = 99.3 Cargo Weight (lb) 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 Moment/100 (in.lb) 99 199 298 397 497 596 695 794 894 993 1092 1191 1291 1390 1490 1589 1688 1787 1887 1986
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Optional Equipment AntiIce Airframe Fuel FIlter
96. OPERATING INSTRUCTIONS: ANTIICE AIRFRAME FUEL FILTER
PART I GENERAL
The MDHI AntiIce Airframe Fuel Filter is designed to strip the fuel of ice particles prior to entering the engine fuel system. Installation of the filter will delete the requirement for use of fuel containing antiice additives. The antiice airframe fuel filter incorporates a filter unit mounted in series between the aircraft fuel system and the engine fuel system. Electrical and mechanical equipment sense the buildup of ice in the filter unit and will automatically illuminate a cockpit caution on the annunciator panel. The pi lot then actuates a switch to activate the aircraft start pump. When the fil ter becomes fully clogged, a bypass valve contained in the filter unit opens and the fuel bypasses the filter element.
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PART II LIMITATIONS
No change.
PART III EMERGENCY AND MALFUNCTION PROCEDURES ANTIICE AIRFRAME FUEL FILTER
Indications: Yellow
AIR FRAME FILTER
caution indicator ON.
Conditions: Antiice airframe fuel filter becoming clogged with ice or other solid contaminants. Procedures:
F F F
Turn start pump ON. Land as soon as practical. Service filter prior to next flight.
NOTE: Following any actuation of AIR FRAME FILTER light, fuel filter should be
serviced (Ref. HMI2).
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Preflight checks:
NOTE: The following checks should be performed as part of the engine compartment
checks listed in the basic preflight checklist in Section IV. Battery switch BAT or EXT PWR Start Pump ON Drain any residual water in the filter unit through the drain valve on the bottom of the filter unit.
NOTE: If aircraft has been exposed to freezing temperatures, failure to drain may be due
to ice formation in the filter element. Start Pump OFF Press red presstotest button located on the top of filter unit (Ref. Figure 95); AIR FRAME FILTER light should come on. Release presstotest button; AIR FRAME FILTER light should go out. Post flight filter draining: When ambient temperature is expected to go below freezing, any water in the filter unit should be drained following completion of the flight.
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TEST BUTTON
FIREWALL
FILTER BOWL
ANTIICE DRAIN VALVE
Figure 95. AntiIce Airframe Fuel Filter
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CSP520N1 Optional Equipment Emergency Floats
97. OPERATING INSTRUCTIONS EMERGENCY FLOATS
PART I GENERAL
The MDHI Emergency Float Kit, consists of inflatable bagtype floats intended for use in emergency landings only, during overwater operation. It is fur nished with squibactuated valves and with steel pressure vessels. The floats are normally carried in the stowed configuration, mounted as a com pact package on top of each skid. A presstotest indicator light is provided to check the condition of the electrical actuation circuits for each float. This indi cator is located on the caution and warning indicator panel. The circuit break er is located at the bottom of the circuit breaker panel. A recessed switch is provided on the cyclic stick for the pilot to initiate inflation when required. The switch activates valves allowing air or nitrogen stored in pressure vessels within the float packages to inflate the floats. An optional Night Landing Kit is available consisting of dual belly mounted sealed beam lights, a circuit breaker, and a three position switch installed on the collective control. Forward position illuminates the standard nose mounted landing light; center position is off; and aft position illuminates the belly lights. Night flight over water is permitted with the night landing light kit in stalled.
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PART II LIMITATIONS
Night flight over water beyond autorotational capability to ground is prohib ited, unless 369D292032 Night Landing Kit is installed. Flight with floats inflated, or at time of inflation, is limited to the conditions of altitude and temperature presented on the EMERGENCY FLOATS INFLATED VNE PLACARD. Operations with the emergency floats inflated is limited to flight to a servicing facility for repacking and recharging the system. Environmental operating conditions: Operating temperature range Operational temperature range for over waterflight is: 25F (31.7C) minimum +117F (+47C) maximum Altitude limits floats inflated For water and ground landings, change of altitude is limited to 6500 feet below the altitude at inflation or to 6500 feet below the maximum alti tude to which the inflated floats are subsequently flown. This assumes the normal variation in ambient temperature associated with altitude changes.
NOTE: If the allowable altitude change noted above is exceeded, the minimum
operational float pressure (2.0 psig) for water and ground landings may not be available. Air speed limits: With floats stowed With floats stowed, airspeed limitations are the same as the basic heli copter. With floats inflated Airspeed with the floats inflated is limited (Ref. Figure 96). For float inflation Maximum speed for float inflation is 81 knots IAS at less than 6,000 feet altitude, 77 knots IAS at 6,000 feet altitude and above.
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Gross weight limitations: Minimum gross weight is 1949 pounds. Center of gravity limits: Gross Weight (lb) Longitudinal C.G. Limit (Stain.) Forward 3350 3000 2500 1949 99.0 99.0 99.3 101.0 Aft* 102.7 103.7 105.2 106.8 Lateral C.G. Limit (Stain.) () Left, (+) Right
3.0 3.0 3.0 2.8
* NOTE: The aft longitudinal C. G. limit varies linearly from a gross weight of 3350 pounds at Station 102.7 to 1949 pounds at Station 106.8. Placards: When emergency floats are installed, the following placards are required: Placard 1. WARNING: FLOAT INFLATION ABOVE 81 KNOTS IAS AT LESS THAN 6,000 FEET ALTITUDE, 77 KNOTS IAS AT 6,000 FEET AND ABOVE, IS PROHIBITED. Placard 2. NIGHT FLIGHT OVER WATER BEYOND AUTOROTATION CAPABILITY TO GROUND IS PROHIBITED.
NOTE: Placard 2 not required if 369D292032 Night Landing Kit is installed.

VNE Placards Refer to Figure 96. Be sure to select the appropriate VNE Placard for type of engine installed in helicopter.
CAUTION
Kit compatibility: The passenger step kit may not be installed in combination with emergency floats.
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EMER FLOATSINFLATED VNE IAS (KNOTS)

OAT
C
PRESS ALT X 1000 0 2 4 6 8 98 100 101 100 97 95 98 95 100 94 92 87 84 97 94 91 86 79 94 91 85 78
GROSS WT = 1949 TO 3350 LBS 10 91 84 77 12 77 14 16 18
30 20 10 0 10 20 30 40 45
NO FLIGHT
FOR AUTOROTATION VNE REDUCE SPEED BY 22 KTS (85K MIN); DO NOT EXCEED CHART VNE
Figure 96. VNE Placard
PART III EMERGENCY AND MALFUNCTION PROCEDURES EMERGENCY FLOAT INFLATION CAUTION
If emergency occurs at airspeeds greater than maximum permissible float inflation speed, i.e., 81 knots IAS at less than 6,000 feet altitude, 77 knots IAS at 6,000 feet altitude and above, reduce speed to an appropriate value prior to float inflation. Do not exceed airspeed limits of the EMERGENCY FLOATS INFLATED VNE placard.
NOTE: Inflations have been demonstrated up to 89 knots IAS in autorotation and in

powered flight. Procedures:
F F
Check float circuit breaker IN. Actuate float inflation switch. (Only momentary switch actuation is re quired.) FAA Approved Original
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Inflation should be accomplished at 2,000 feet or less above landing sur face to minimize differential pressure change with altitude change. For overwater operation in conditions near the HeightVelocity Diagram, immediate pilot reaction will be required to ensure float inflation prior to water contact. Make a normal landing approach. Minimize forward speed prior to water contact. Recommended water contact speed 10 knots or less. Do not lower collective until forward speed is 5 knots or less. Landings have been dem onstrated at gross weights up to 3,350 pounds and touchdown speeds up to approximately 10 knots. If emergency occurs at night over water, the dual landing lights should not be illuminated above 1000 feet in order to preserve battery power. Ap proach and landing as noted above.
NOTE: Landings should be made with the helicopter as level as possible laterally and
the nose of the helicopter slightly high. Onefloatfirst landings may produce undesirable but controllable yaw.
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Preflight checks: Check condition and security of stowed float package. Check pressure gauge in each float package. If the pressure vessel is at 70F (21.1C), the pressure should read within 3000 to 3500 psig (Ref. Figure 97). Indicated gauge pressure will increase (decrease) approximately, as tabu lated below, per 1F (1C) increase (decrease) in temperature of the pressure vessel. Charge Pressure 3000 3100 3500 Psig F 5.7 5.9 6.6 Psig C 10.2 10.5 11.9
Set BATEXT switch in proper position (BAT when using rotorcraft battery. EXT when using an external power source.) Check FLOATS circuit breaker IN.
FLOAT P TEST LH/RH
indicator. LH and RH indicator lamps Press to test green float should illuminate indicating that each circuit is operational. Landing:
CAUTION
Taillow landings on hard surfaces should be avoided, as stress damage to the float extensions may occur.
Inflight float inflation data: Float inflation time and altitude required for deployment are presented be low. Time is affected by temperature. Deployment altitude is based on a sta bilized autorotational rate of descent of 1800 feet per minute. It was calcu lated using the tabulated float inflation time, and a two second increment for pilot reaction time: Float Inflation Time Altitude Required For Deployment 9.0 sec 6.3 sec Temps up to 21C Temps above 21C
370 feet Temps up to 21C 280 feet Temps up to 21C FAA Approved Original
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PRESSURE GAGE INSPECTION WINDOW
RIGHT HAND SKID (LEFT HAND SIMILAR) PRESSURE GAGE
F02030
Figure 97. Float Pressure Gauge
PART V PERFORMANCE DATA

Hover Performance with Stowed Floats No change from that of the basic helicopter with extended landing gear.
PART VII HANDLING SERVICING AND MAINTENANCE

Inspection and functional checks of the emergency float system should be con ducted in accordance with applicable installation instructions.
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ROTORCRAFT FLIGHT MANUAL

FAA APPROVED ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LOG OF REVISIONS BY DATE

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

PAGE 27 210 212 218

Section III Emergency and Malfunction Procedures

Section IV Normal Procedures

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

Section V Performance Data

Section VI Weight and Balance Data

Section VII Handling Servicing and Maintenance

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

Section VIII Additional Operations and Performance Data

Section IX Optional Equipment

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

SUMMARY OF REVISIONS TO THE ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

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MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

Revision 1 Original Original Original

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

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MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

LIST OF EFFECTIVE PAGES

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

13. ROTORCRAFT CERTIFICATION

14. MULTIPURPOSE UTILITY OPERATIONS

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

15. PILOTS BRIEFING

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

17. METHOD OF PRESENTATION

WARNING equipment damage and/or personal injury will occur if the

A WARNING brings to the pilots immediate attention that

18. DEFINITION OF TERMS

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

IMP INST In INST(R) IVSI

Imperial Instrument Inches Instrument Instantaneous Vertical Speed Indicator K

Kg KCAS KG KIAS Km KmH KTAS

L LAT. Lb(s) LND LONG. LT

Left; Liters Lateral Pound(s) Landing Longitudinal Light M

M MAN Mbar MCP MDHI Min MPH

Gas Producer Speed Power Turbine Speed Navigation Rotor Speed

MD 520N (500N) ROTORCRAFT FLIGHT MANUAL

Never Exceed Speed Versus Best Rate of Climb Speed U

Yaw Stability Augmentation System

110. TECHNICAL PUBLICATIONS