900 Series
RFM Revision
R
MD HELICOPTERS INC.
CSP−902RFM206E−1
Rotorcraft Flight Manual
FOR
MD900 (902 Configuration with PW 206E) HELICOPTERS
Reissue 2: 4 JULY 2003
NOTE
This manual has been reprinted and now contains
Revisions 1 through 6.
A/( B blank)
CSP−902RFM206E−1
Cover
Model MD900 (902 Configuration with PW 206E)
ROTORCRAFT FLIGHT MANUAL
REGISTRATION NO: _________________
SERIAL NO: _________________
F90−001
CSP−902RFM206E−1
Title Page
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
for
Model MD900 (902 Configuration with PW 206E)
SN 0052 and Subsequent
Type Certificate No. H19NM
Approved By_____________________________________
Manager, Flight Test Branch, ANM 160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
Original Approval Date: 11 February 1998
Reissue #1: 20 May 1999
Reissue #2:
THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS.
SECTION
SECTION
SECTION
SECTION
SECTION
SECTION
II −
III −
IV −
V −
X −
XI −
LIMITATIONS
EMERGENCY PROCEDURES
NORMAL PROCEDURES
PERFORMANCE DATA
OPTIONAL EQUIPMENT
CATEGORY−A OPERATIONS
The helicopter must be operated in compliance with the operating limitations as set forth in section II of
this manual and any additional limitations from Section X as a result of an installed optional equipment
item.
Sections III, IV, V, and portions of section X contain recommended procedures and data and are FAA approved.
THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.
Copyright E 1999−2003 by MD Helicopters, Inc.
All rights reserved under the copyright laws.
Revision 6
F−i
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
LOG OF REVISIONS BY DATE
FAA / NON−FAA REVISIONS
REVISION NUMBER AND DATE
Original Issue 11 February 1998
Revision 1 . . . . 08 May 1998
Revision 2 . . . . 05 August 1998
Revision 3 . . . . 26 October 1998
Revision 4 . . . . 17 December 1998
Reissue #1 . . . 20 May 1999
Revision 1 . . . . 20 August 1999
Revision 2 . . . . 01 March 2000
Revision 3 . . . . 22 March 2001
Revision 4 . . . . 30 May 2001
Revision 5 . . . . 02 November 2001
Revision 6 . . . . 18 September 2002
Reissue #2 . . . 4 March 2003
This reissue replaces CSP−902RFM−1 in
its entirety.
Revision 1 . . . . 29 May 2003
Revision 2 . . . . 31 October 2003
Revision 3 . . . . 8 July 2005
Revision 4 . . . . 21 August 2007
Revision 5 . . . . 20 February 2008
Revision 6 . . . . 21 July 2009
F−ii
Revision 6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
APPROVING AUTHORITIES
Joint Aviation Authorities (JAA)
This manual was approved by the JAA.
European Aviation Safety Authority (EASA)
The MD900 and this manual were accepted by EASA based on the JAA approval
listed above. Subsequent revisions of this manual are approved by EASA who
issues a four−digit approval number. See MDHI web page http://www.mdhelicopters.com, publications link for EASA approval number and instructions.
National Agency of Civil Aviation (Brazil)
This Aircraft Flight Manual is approved by the FAA on behalf of the National
Agency of Civil Aviation for Brazilian registered aircraft, in accordance with
the Regulamentos Brasileiros de Homologação Aeronáutica" (RBHA) 21, Section
21.29.
/
(Initial FAA Approval Signature/Date)
Manager, Flight Test Branch, ANM−160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
Revision 4
F−iii/( F−iv blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
TABLE OF CONTENTS
PARAGRAPH
Cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
1
Title Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F−i
Log of Revisions By Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F−ii
Approving Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F−iii
Summary of Revisions to the Rotorcraft Flight Manual . . . . . . . . . . . . . . . . . . . . . . . .
F−xi
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F−xii
Section I − General
1−1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−1
1−2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−1
1−3. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−1
1−4. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−3
1−5. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−3
1−6. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−4
1−7. Multi−Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−7
1−8. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−7
1−9. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−9
1−10. Pilot’s Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−9
1−11. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−10
1−12. Conversion Charts and Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−12
Section II − Limitations
2−1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−1
2−2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−2
2−3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−4
2−4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−4
2−5. Center of Gravity (CG Envelope) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−5
2−6. Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−5
2−7. Rotor Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6
2−8. Transmission Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6
2−9. Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6
2−10. Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8
2−11. Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8
Revision 4
F−v
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
2−12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
2−8
2−13. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . .
2−9
2−14. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−13
Section III − Emergency and Malfunction Procedures
3−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−1
3−2. Caution and Warning Annunciators and Audio Tones . . . . . . . . . . . . . . . . . . . . . .
3−2
3−3. Engine Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−3
3−4. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−6
3−5. EEC Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−9
3−6. Engine Starting − Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−12
3−7. Engine/Aircraft Shutdown − Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−15
3−8. Fire Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−16
3−9. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−20
3−10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation . . .
3−24
3−11. Engine and Generator Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . .
3−25
3−12. Transmission Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−29
3−13. Fuel System Display Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−31
3−14. Caution and Warning Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−35
3−15. Other Malfunction/Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−39
3−16. Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−41
3−17. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−41
3−18. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−42
Section IV − Normal Procedures
4−1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−1
4−2. Pilot’s Daily Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−4
4−3. Pilot’s Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−15
4−4. Engine Pre−Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−22
4−5. Engine Starting − Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−24
4−6. Engine Runup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−25
4−7. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−25
4−8. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−26
4−9. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−26
F−vi
Revision 5
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
PARAGRAPH
4−10. Slow Flight/Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
4−26
4−11. Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−27
4−12. Engine/Aircraft Shutdown − Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−28
4−13. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−30
4−14. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−31
4−15. Flight With Doors Removed or Cabin Doors Open . . . . . . . . . . . . . . . . . . . . . . . .
4−32
4−16. One Engine Inoperative Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−33
4−17. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−33
Section V − Performance Data
5−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−1
5−2. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−1
5−3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−2
5−4. Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−4
5−5. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−6
5−6. Rate of Climb and Descent − OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−8
5−7. Rate of Climb − AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−23
5−8. Hover Ceiling, AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−40
5−9. Hover Ceiling, OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−50
5−10. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−53
5−11. Power Assurance Check − Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−54
5−12. Power Assurance Check − Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−56
Section VI − Weight and Balance Data
6−1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−1
6−2. Load Limits and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−7
6−3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−7
6−4. Longitudinal Weight and Balance Determination: Passenger Configuration .
6−8
6−5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−9
6−6. Permissible Lateral Loadings − Passenger Configuration . . . . . . . . . . . . . . . . . .
6−10
6−7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−11
6−8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−11
Revision 4
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
PAGE
Section VII − Systems Description
7−1. Helicopter Exterior Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−1
7−2. Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−3
7−3. Tailboom and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−5
7−4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−6
7−5. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−8
7−6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−10
7−7. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−20
7−8. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−24
7−9. Engine Air Intake and Inlet Particle Separator (IPS) . . . . . . . . . . . . . . . . . . . . . .
7−28
7−10. Engine Power Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−29
7−11. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−31
7−12. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−34
7−13. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−36
7−14. Environmental Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−39
7−15. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . .
7−41
7−16. IIDS Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−49
7−17. Balance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−51
7−18. IIDS Menu Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−53
Section VIII − Handling, Servicing, and Maintenance
8−1. Hoisting, Lifting, and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−1
8−2. Towing and Moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−1
8−3. Parking and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−4
8−4. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−10
8−5. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−21
8−6. Aircraft Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−33
8−7. Cockpit Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−34
8−8. Cabin Seats: Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−36
8−9. Copilot Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−37
8−10. Engine Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−38
8−11. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−41
F−viii
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
PARAGRAPH
PAGE
Section IX − Additional Operations and Performance Data
9−1. Abbreviated Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9−1
9−2. Fuel Flow vs Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9−4
9−3. International Civil Aviation Organization (ICAO) Noise Levels . . . . . . . . . . . . .
9−26
Section X − Optional Equipment
10−1.
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−1
10−2.
Listing − Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−1
10−3.
Compatibility − Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . .
10−2
10−4.
Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−2
10−5.
Operating Instructions: Air Conditioning (P/N 900P7250302−101) . . . . . .
10−3
10−6.
Operating Instructions: Controllable Landing/Search Light . . . . . . . . . . . .
10−7
10−7.
Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . .
10−13
10−8.
Operating Instructions: Windscreen Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−21
10−9.
Operating Instructions: Supplemental Fuel System . . . . . . . . . . . . . . . . . . . .
10−25
10−10.Operating Instructions: Rescue Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−35
10−11.Operating Instructions: Removable CoPilot Controls . . . . . . . . . . . . . . . . . . . . .
10−49
10−12.Operating Instructions: Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−53
Section XI − Category A Operations
Part I General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1
11−1.1.General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1
11−1.2.Definitions − Category A Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1
11−1.3.Definitions − Category A Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3
Part II Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5
11−2.1.Clear Airfield, Heliport and Elevated Helipad . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5
11−2.2.Maximum Takeoff and Landing Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . .
11−6
Part III Takeoff and Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−9
11−3.1.Clear Airfield Takeoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−9
11−3.2.Heliport/Elevated Helipad Takeoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . .
11−13
11−3.3.Landing Procedures − Clear Airfield, Heliport and Elevated Helipad . . . . .
11−15
11−3.4.Equipment Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−18
Part V Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−19
11−5.1.Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−19
Revision 4
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MD900 (902 Configuration with PW 206E)
PARAGRAPH
11−5.2.Takeoff Distance Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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11−5.3.Continued Takeoff Flight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−23
11−5.4.Landing Performance − Open Airfield . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−27
11−5.5.Landing Performance − Heliport/Elevated Helipad . . . . . . . . . . . . . . . . . . . . . .
11−27
Part IX Additional Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−9.1.Category A OEI Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−29
11−29
F−x
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
SUMMARY OF REVISIONS
TO THE ROTORCRAFT FLIGHT MANUAL
NOTE: Revisions are listed below by number with appropriate remarks.
Section II pages marked [C]* indicate FAA approved color pages.
Black−and−white reproductions of color pages are not considered to be “FAA
Approved”.
REVISION
NUMBER
Revision 6
REMARKS
Section II: Table 2−1, added additional approved fuels.
Section III: Paragraph 3−9, revised collective friction failure
procedures.
Section IV: Paragraph 4−2, revised blade attach pin and fan control rod
spring capsule checks.
Paragraph 4−12, Added NOTE to wait until NG is zero before entering
IIDS time summary" menu.
Section VIII: Paragraph 8−11, Added resetting IIDS Time/Date.
Section X: Paragraph 10−7, corrected maximum weight on landing
gear, and expanded Figure 10−7 to show 6500 LB
Paragraph 10−11, corrected errors on Figure 10−21.
Revision 6
F−xi
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
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MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
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MD900 (902 Configuration with PW 206E)
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MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
LIST OF EFFECTIVE PAGES
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CSP−902RFM206E−1
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
LIST OF EFFECTIVE PAGES
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MD900 (902 Configuration with PW 206E)
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
LIST OF EFFECTIVE PAGES
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MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
LIST OF EFFECTIVE PAGES
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XI
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
General
SECTION I
GENERAL
TABLE OF CONTENTS
PARAGRAPH
1−1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
1−1
1−2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−1
1−3. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−1
1−4. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−3
1−5. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−3
1−6. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−4
1−7. Multi−Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−7
1−8. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−7
1−9. Rotorcraft Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−9
1−10. Pilot’s Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−9
1−11. Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−1. MD Explorer Rotorcraft Principal Dimensions . . . . . . . . . . . . . . . .
Figure 1−2. Interior Dimensions and Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−10
1−10
1−11
1−12. Conversion Charts and Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−3. Speed: MPH/Knots/KmH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−4. Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 1−1. Liquid Measure − U.S. Gallons to Liters . . . . . . . . . . . . . . . . . . . . .
Table 1−2. Linear Measure − Inches to Centimeters . . . . . . . . . . . . . . . . . . . . .
Table 1−3. Linear Measure − Feet to Meters . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 1−4. Weight − Pounds to Kilograms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−5. Conversion Chart: Knots − Meters/Second . . . . . . . . . . . . . . . . . . .
Figure 1−6. Conversion Chart: Inches of Mercury − Millibars . . . . . . . . . . . . .
Table 1−5. Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
General
SECTION I
GENERAL
1−1. 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.
1−2. SCOPE
This manual meets all FAA requirements for APPROVED DATA and that data
is so designated.
MD Helicopters, Inc. has included additional supplemental data which is intended
to provide the pilot with information that expands, enhances and eases his task.
1−3. ORGANIZATION
This manual is organized in the following manner:
FRONT MATTER:
Contains: Log of Revisions by Date, Table of Contents, Summary of Revisions,
and the List of Effective Pages.
By referring to the Log of Revisions By Date, the pilot may review a chronological
listing of changes to the Flight Manual.
Reading the Summary of Revisions will inform the pilot of what changes have
been made by paragraph reference. This Summary contains only the latest Flight
Manual Change.
The List of Effective Pages allows the pilot quick reference to page numbers
and their respective revision number. The pages listed should reflect the revision
number that appears at the bottom of each page.
SECTION I − GENERAL
Information of general interest to the pilot, owner or operator of the aircraft
and general rotorcraft information and conversion charts.
SECTION II − LIMITATIONS (FAA Approved)
Specifically defines the limiting factors, procedures and parameters within which
the rotorcraft may be operated. FAA regulations require that limitations not
be exceeded.
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General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECTION III −EMERGENCY AND MALFUNCTION PROCEDURES
(FAA Approved)
Problems which could be encountered in flight are defined and the procedures
necessary to cope with or alleviate them are discussed. The data is recommended
by the manufacturer.
SECTION IV − NORMAL PROCEDURES (FAA Approved)
Normal operating procedures from preflight through shutdown. The data given
is that recommended by the manufacturer.
SECTION V − PERFORMANCE DATA (FAA Approved)
Aircraft performance as defined within certain conditions, such as airspeed,
weight, altitude, temperature, humidity, and wind velocity. Data is provided in
tabular or graph form to allow the pilot to determine the aircraft’s capabilities
in relation to the intended mission and prevailing conditions.
SECTION VI − WEIGHT AND BALANCE DATA
Provides aircraft weight and balance operational data in chart and table form
and provides examples that allow the pilot to accurately determine the aircraft’s
gross weight, and whether the load is within longitudinal and lateral center
of gravity limits. Also contained in this section are the original weight and balance
report and equipment list (equipment both required and optional) installed on
the aircraft at the time of licensing.
SECTION VII − SYSTEMS DESCRIPTION
Offers a pilot−oriented technical description of the operation of each system
installed on the helicopter.
SECTIONVIII −AIRCRAFT HANDLING, SERVICING, MAINTENANCE
AND TESTING
The information contained in this section is extracted from the Handbook of
Maintenance Instructions and is highly selective. The subjects chosen are those
with which the pilot may have direct involvement either while at his normal
base of operations or in the field.
SECTION IX − ADDITIONAL OPERATIONS AND PERFORMANCE DATA
The information provided in Section IX is given by the manufacturer to further
assist the pilot in obtaining maximum utilization of the rotorcraft. It also provides
the pilot with abbreviated checklists as well as additional performance data.
SECTION X OPTIONAL EQUIPMENT (FAA Approved)
Certain optional equipment is available for performance of specific tasks. In
many cases the equipment is removable and may be used in combination(s) with
other optional items. Whenever the installation of an option affects FAA approved
limitations, normal/emergency procedures or performance (Sections II thru V),
an FAA approval is required. In addition, a tabular listing of all options is provided
as well as a table showing the compatibility of the various options with one
another.
1−2
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ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
General
SECTION XI Category A Operations (FAA Approved)
Information contained in this section pertains to Category A operations only
and supplements information that appears in Sections I thru X of this manual.
At the front of each section there is an table of contents that lists the data by paragraph number, title, and page number.
1−4. METHOD OF PRESENTATION
General information in the various sections is provided in narrative form. Other
information is given in step−by−step procedures, graphs, charts, or tabular form.
The information in the step−by−step procedure is presented in the imperative mode;
each statement describing a particular operation to be accomplished. Expansion
of the steps is accomplished as follows:
l
A black change bar ( ) in the page margin designates the latest new or changed
information appearing on that page. A hand
points to changes in the contents
of an illustration.
WARNING
CAUTION
A WARNING brings to the pilot’s immediate attention that
equipment damage and/or personal injury will occur if the
instruction is disregarded − placed after the instruction/step.
A CAUTION alerts the individual that equipment damage may result
if the procedural step is not followed to the letter − placed after
the instruction/step.
NOTE: A NOTE expands upon and explains the preceding step and provides fuller
understanding of the particular operation.
1−5. DEFINITION OF TERMS
The concept of procedural word usage and intended meaning has been adhered
to in preparing this manual is as follows:
Shall" has been used only when the application of a procedure is mandatory.
Should" has been used only when the application of a procedure is recommended.
May" and need not" have been used only when the application of a procedure
is optional.
The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this manual
refer to the degree of urgency with which a landing must be made.
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CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
LAND IMMEDIATELY − Execute a power−on approach and landing without delay.
LAND AS SOON AS POSSIBLE − Execute a power−on approach and landing
to the nearest safe landing area that does not further jeopardize the aircraft or
occupants.
LAND AS SOON AS PRACTICAL − Extended flight is not recommended. Whether
to complete the planned flight is at the discretion of the pilot−in−command. However,
the nature of the specific problem or malfunction may dictate termination of the
flight before reaching the destination.
1−6. ABBREVIATIONS
C
SIGNS
>
<
AC
A/N
AGL
ALT
AOG
APU
ASCM
ATT
BAT
BIT
BL
BLD
BMS
1−4
Greater than
Equal to or greater than
Less than
Equal to or less than
A
CAB
Air Conditioner
Alphanumeric
Above Ground Level
Alternate; Altitude
Aircraft On Ground
Auxiliary Power Unit
Aircraft Systems Condition
Monitoring
Attitude
B
Cabin
CAB HEAT Cabin Heat
Battery
Built In Test
Butt Line
Bleed
Balance Monitoring
System
Original
CC
Cubic Centimeter
CCW
Counter Clockwise
CKP(T)
Cockpit
CLP
Collective Lever Position
Cm
Centimeters
COM
Communication
CW
Clockwise
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
D
General
H
dBA
A−weighted Decibel
HAT
Height Above Touchdown
DIR
Direction; Directional
HD
Density Altitude
Hg
Mercury
HIRF
High Intensity Radiated
Field
HP
Pressure Altitude
HSI
Horizontal Situation
Indicator; Hot Section
Inspection
E
ECS
Environmental Control
System
ECTM
Engine Condition Trend
Monitoring
EEC
Electronic Engine Control
EGT
Exhaust Gas Temperature
HVR
Hover
ENG
Engine
HYD
Hydraulic
ESNTL
Essential
ETL
Effective Translational Lift
EXT
Extend; External
I
F
FAA
Federal Aviation
Administration
FADEC
Full Authority Digital
Electronic Control
IAS
Indicated Airspeed
ICS
Intercom System
IFR
Instrument Flight Rules
IGE
In Ground Effect
IIDS
Integrated Instrumentation
Display System
IMC
Instrument Meteorological
Conditions
FAR
Federal Aviation
Regulation
INST
Instrument
FMU
Fuel Metering Unit
IPS
Inlet Particle Separator
FSO
Flights since overhaul
In
Inches
Ft
Feet
INST(R)
Instrument
Ft/Min
Feet per Minute
IVSI
FWD
Forward
Instantaneous Vertical
Speed Indicator
K
G
GA
Go−around
Kg
Kilogram
GCU
Generator control unit
KIAS
Knots Indicated Airspeed
GEN
Generator
Km
Kilometer
GBMC
Ground−based
Maintenance Computer
KmH
Kilometers per Hour
KT
Knots
Ground Power Unit
KTAS
Knots True Airspeed
GPU
Original
1−5
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
L
POSN
Position
L
Left; Liters
PRI
Primary
LB
Pound
Pt
Pint
Lb(s)
Pound(s)
L.H.
Left Hand
LND
Landing
R
Right
LT
Light
REL
Release
RET
Retract
R.H.
Right Hand
RTR
Rotor
R
M
M
Meters
MBAR
Millibar
MCP
Maximum Continuous
Power
Min
Minutes
MPH
Miles−Per−Hour
M/R
Main Rotor
MSTR
Master
S
N
Sec
Seconds
SEL
Sound Exposure Level
SL
Sea Level
SLT
Searchlight
NAV
Navigation
SSO
Starts since overhaul
NG
Gas Producer RPM
STA
Station
NP
Power Turbine RPM
STBY
Standby
NR
Rotor Speed
STC
Supplemental Type
Certificate
SYS
System
O
OAT
Outside Air Temperature
OEI
One Engine Inoperative
OGE
Out of Ground Effect
OVRD
Override
OVSP
Overspeed
T
P
PLA
Power Lever Angle
PMA
Permanent Magnet
Alternator
PNL
Panel
1−6
TBO
Time Between Overhaul
TOP
Takeoff Power
TSN
Time Since New
TSO
Time Since Overhaul
U
U.S. gal
Original
U.S. gallons
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
V
General
VSCS
Vertical Stabilization
Control System
VY
Best Rate of Climb Speed
VFR
Visual Flight Rules
VH
Maximum speed in level
flight at MCP
VLV
Valve
VMC
Visual Metrological
Conditions
XFD
Crossfeed
VNE
Never Exceed Speed
XMSN
Transmission
Vs
Versus
XPNDR
Transponder
W
WL
Water Line
X
1−7. MULTI−PURPOSE UTILITY OPERATIONS
The installation and use of certain optional equipment is approved by the FAA
and requires supplemental flight data when limitations, performance or procedures
are affected. Refer to Section X for Optional Equipment.
MD Helicopters, Inc. optional equipment items and STC items which are FAA approved for the MD EXPLORER may be installed and used.
1−8. TECHNICAL PUBLICATIONS
A file of technical publications is available to aid in obtaining maximum utilization
of your rotorcraft. Revisions and new issue publications are provided to continually
update and expand existing data.
MDHI Publications Revisions and Reissues
Changes in limitations, procedures, performance, optional equipment, etc., 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 deletion
of pages is done by revision. The List of Effective Pages that accompanies
each revision, identifies all affected pages. Such pages must be removed from
the manual and discarded. Added or replaced pages must be put in and examined against the List of Effective Pages.
Original
1−7
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Reissues
Occasionally the manual may be reissued and is identified as ‘‘Reissue #1,
Reissue #2’’, etc. The preceding issue of the manual then becomes obsolete
and must be discarded. The reissue includes all prior revisions. All pages
in a reissue become ‘‘Original’’ pages. The reissue may also include new or
changed data. These changes will be identified on the ‘‘Summary of Revisions’’
page.
The following publications are available.
Rotorcraft Flight Manual (RFM).
Rotorcraft Maintenance Manual (RMM)
Servicing and Maintenance
Instruments − Electrical − Avionics
Component Maintenance Manual (CMM)
Structural Repair Manual (SRM)
Illustrated Parts Catalog (IPC)
Service Information Bulletins and Letters
New and revised publications are available through MDHS Subscription Service.
Further information may be obtained by contacting:
MD Helicopters, Inc.
M615−G048
5000 E McDowell Rd
Mesa, AZ 85215
or your local Service Center, Distributor, or Sales Company.
All persons who fly or maintain MD helicopters are urged to keep abreast of the
latest information by using the subscription service.
1−8
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
General
1−9. ROTORCRAFT CERTIFICATION
Certified under FAR Part 27 through amendment 27−26 dated April 5, 1990, Special
Condition for High Intensity Radiated Fields (HIRF) protection per FAR 21.16; FAR
Part 36 Appendix J, Noise, effective on the date of Type Certification, and FAR
Part 27 Appendix C Criteria for Category A effective August 8, 1996.
The rotorcraft is certified by the Federal Aviation Administration under FAA Type
Certificate Number H19NM.
The FAA model designation is MD900
The FAA/ICAO aircraft type designator is EXPL
The MD Helicopters, Inc. commercial designation is MD Explorer
1−10.PILOT’S BRIEFING
Prior to flight, passengers should be briefed on the following.
Approach and depart the rotorcraft from the front in full view of the pilot, being
aware of the main rotor.
Use of seat belts and shoulder harnesses.
Smoking.
The opening and closing of doors.
Evacuation of the aircraft in an emergency.
Location and use of emergency/survival equipment.
Original
1−9
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
1−11. DIMENSIONS
Refer to Figure 1−1 and Figure 1−2 for exterior dimensions and interior volumes.
33.83 FT
(10.34 M)
5.33 FT
(1.62 M)
5.92 FT
(1.80 M)
40.58 FT
(12.37 m)
9.33 FT
5 ° 0’
9.17 FT
(2.79 M)
12.00 FT
(3.66 M)
10.92 FT
(3.33 M)
7.33 FT
(2.23 M)
34.08 FT
(10.39 M)
3 ° 16’ STATIC GROUND LINE
@ DESIGN GROSS WEIGHT
F92−002B
Figure 1−1. MD Explorer Rotorcraft Principal Dimensions
1−10
Revision 4
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
General
6.25 FT (1.9 M)
4.75 FT (1.4 M)
12.9 FT (3.9 M)
18.25 FT (5.5 M)
BAGGAGE COMPARTMENT
51.4 FT3 (1.5 M3)
4.08 FT (1.2 M)
ENTIRE AFT CABIN
172.5 FT3 (4.9 M3)
4.16 FT (1.2 M) WITH DOOR ON
4.33 FT (1.3 M) WITH DOOR OFF
F92−003
Figure 1−2. Interior Dimensions and Volumes
Original
1−11
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
1−12.CONVERSION CHARTS AND TABLES
EXAMPLE: CONVERT 100 KNOTS TO MPH AND TO KM/HR:
ENTER CHART AT 100 KNOTS AND FOLLOW ARROW TO SLOPING LINE. TO FIND MPH, MOVE LEFT AND READ
115 MPH. TO FIND KM/HR, MOVE RIGHT FROM THE SLOPING LINE AND READ 185 KM/HR
200
320
300
180
280
260
160
240
140
220
200
120
100
160
140
80
120
100
60
80
40
60
40
20
20
0
0
0
20
40
60
80
100
120
140
160
180
KNOTS
F92−004
Figure 1−3. Speed: MPH/Knots/KmH
1−12
Original
Km/H
MPH
180
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
General
TEMPERATURE
EXAMPLE:
CONVERT °F TO °C
KNOWN:
TEMPERATURE = 50° F
°F
°C
140
60
120
50
100
40
80
60
METHOD:
ENTER AT 50° F
READ 10° C ACROSS ON °C SCALE
40
20
METHOD MAY BE REVERSED
TO FIND ° F WHEN ° C IS KNOWN
0
ALTERNATE METHOD:
° F = (9/5 X °C) + 32
°C = 5/9(°F − 32)
30
20
10
0
−10
−20
−20
−30
−40
−40
−60
−50
−80
−60
F92−005
Figure 1−4. Temperature Conversion Chart
Original
1−13
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 1−1. Liquid Measure − U.S. Gallons to Liters
U.S.
0
Gallons
Liters
0
1
2
3
4
5
6
7
8
9
Liters
Liters
Liters
Liters
Liters
Liters
Liters
Liters
Liters
−
3.785
7.571
11.356
15.142
18.927
22.713
26.498
30.283
34.069
10
37.854
41.640
45.425
49.211
52.996
56.781
60.567
64.352
68.138
71.923
20
75.709
79.494
83.280
87.065
90.850
94.636
98.421
102.21
105.99
109.78
30
113.56
117.35
121.13
124.92
128.70
132.49
136.28
140.06
143.85
147.63
40
151.42
155.20
158.99
162.77
166.56
170.34
174.13
177.92
181.70
185.49
50
189.27
193.06
196.84
200.63
204.41
208.20
211.98
215.77
219.56
223.34
60
227.13
230.91
234.70
238.48
242.27
246.05
249.84
253.62
257.41
261.19
70
264.98
268.77
272.55
276.34
280.12
283.91
287.69
291.48
295.26
299.05
80
302.83
306.62
310.41
314.19
317.98
321.76
325.55
329.33
333.12
336.90
90
340.69
344.47
348.26
352.05
355.83
359.62
363.40
367.19
370.97
374.76
100
378.54
382.33
386.11
389.90
393.69
397.47
401.26
405.04
408.83
412.61
Table 1−2. Linear Measure − Inches to Centimeters
Inches
0
1
2
3
4
5
6
7
8
9
Cm
Cm
Cm
Cm
Cm
Cm
Cm
Cm
Cm
Cm
0
−
2.54
5.08
7.62
10.16
12.70
15.24
17.78
20.32
22.86
10
25.40
27.94
30.48
33.02
35.56
38.10
40.64
43.18
45.72
48.26
20
50.80
53.34
55.88
58.42
60.96
63.50
66.04
68.58
71.12
73.66
30
76.20
78.74
81.28
83.82
86.36
88.90
91.44
93.98
96.52
99.06
40
101.60
104.14
106.68
109.22
111.76
114.30
116.84
119.38
121.92
124.46
50
127.00
129.54
132.08
134.62
137.16
139.70
142.24
144.78
147.32
149.86
60
152.40
154.94
157.48
160.02
162.56
165.10
167.64
170.18
172.72
175.26
70
177.80
180.34
182.88
185.42
187.96
190.50
193.04
195.58
198.12
200.66
80
203.20
205.74
208.28
210.82
213.36
215.90
218.44
220.98
223.52
226.06
90
228.60
231.14
233.68
236.22
238.76
241.30
243.84
246.38
248.92
251.46
100
254.00
256.54
259.08
261.62
264.16
266.70
269.24
271.78
274.32
276.86
1−14
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
General
Table 1−3. Linear Measure − Feet to Meters
0
1
2
3
4
5
6
7
8
9
Meters
Meters
Meters
Meters
Meters
Meters
Meters
Meters
Meters
Meters
0
−
0.305
0.610
0.914
1.219
1.524
1.829
2.134
2.438
2.743
10
3.048
3.353
3.658
3.962
4.267
4.572
4.877
5.182
5.466
5.791
20
6.096
6.401
6.706
7.010
7.315
7.620
7.925
8.229
8.534
8.839
30
9.144
9.449
9.753
10.058
10.363
10.668
10.972
11.277
11.582
11.887
40
12.192
12.496
12.801
13.106
13.411
13.716
14.020
14.325
14.630
14.935
50
15.239
15.544
15.849
16.154
16.459
16.763
17.068
17.373
17.678
17.983
60
18.287
18.592
18.897
19.202
19.507
19.811
20.116
20.421
20.726
21.031
70
21.335
21.640
21.945
22.250
22.555
22.859
23.164
23.469
23.774
24.070
80
24.383
24.688
24.993
25.298
25.602
25.907
26.212
26.517
26.822
27.126
90
27.431
27.736
28.041
28.346
28.651
28.955
29.260
29.565
29.870
30.174
100
30.479
30.784
31.089
31.394
31.698
32.003
32.308
32.613
32.918
33.222
Feet
Table 1−4. Weight − Pounds to Kilograms
0
1
2
3
4
5
6
7
8
9
Pounds
Kilograms
Kilograms
Kilograms
Kilograms
Kilograms
Kilograms
Kilograms
Kilograms
Kilograms
Kilograms
0
−
0.454
0.907
1.361
1.814
2.268
2.722
3.175
3.629
4.082
10
4.536
4.990
5.443
5.897
6.350
6.804
7.257
7.711
8.165
8.618
20
9.072
9.525
9.979
10.433
10.886
11.340
11.793
12.247
12.701
13.154
30
13.608
14.061
14.515
14.969
15.422
15.876
16.329
16.783
17.237
17.690
40
18.144
18.597
19.051
19.504
19.958
20.412
20.865
21.319
21.772
22.226
50
22.680
23.133
23.587
24.040
24.494
24.948
25.401
25.855
26.308
26.762
60
27.216
27.669
28.123
28.576
29.030
29.484
29.937
30.391
30.844
31.298
70
31.751
32.205
32.659
33.112
33.566
34.019
34.473
34.927
35.380
35.834
80
36.287
36.741
37.195
37.648
38.102
38.555
39.009
39.463
39.916
40.370
90
40.823
41.277
41.730
42.184
42.638
43.091
43.545
43.998
44.453
44.906
100
45.359
45.813
46.266
46.720
47.174
47.627
48.081
48.534
48.988
49.442
Original
1−15
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
KNOTS METERS/SEC
50
25
45
40
20
EXAMPLE
35
CONVERT KNOTS TO METERS/SEC
KNOWN:
WIND SPEED = 25 KT
30
METHOD:
ENTER CHART AT 25 KT READ
APPROXIMATELY 13 METERS/SEC
ACROSS ON METERS/SEC SCALE
25
METHOD MAY BE REVERSED
TO FIND KNOTS WHEN METERS/SEC ARE
KNOWN
20
15
10
15
10
5
5
0
Figure 1−5. Conversion Chart: Knots − Meters/Second
1−16
Original
0
F92−006
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
General
EXAMPLE 1: 29.44 IN. Hg = 997 mbar
EXAMPLE 2: 30.18 IN. Hg = 1022 mbar
29.5
29.4
1
29.3
29.2
31.1
30.4
31.0
30.3
30.9
30.2
29.1
30.8
2
30.1
29.0
IN. Hg
30.5
30.7
30.0
28.9
30.6
29.9
28.8
30.5
29.8
28.7
1035
1040
1045
1050
1055
29.7
28.6
29.6
28.5
29.5
28.4
1000
28.3
1005
1010
1015
1020
1025
1030
1035
28.2
28.1
28.0
945
950
955
960
965
970
975
980
985
990
995
1000
MILLIBARS
F92−007
Figure 1−6. Conversion Chart: Inches of Mercury − Millibars
Original
1−17
CSP−902RFM206E−1
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 1−5. Standard Atmosphere Table
Standard Sea Level Conditions:
Temperature:
59°F (15°C)
Pressure:
29.921 in.Hg (1013.25 mbar)
Density:
0.0023769 slugs/ft3 (1.225 kg/m3)
ALTITUDE
(feet)
DENSITY
RATIO σ
1
σ
0
1.0000
1.000
1000
0.9711
2000
TEMPERATURE
(°F)
PRESSURE
(mbar)
PRESSURE
(in. Hg)
PRESSURE
RATIO
15.00
59.000
1013.25
29.921
1.0000
1.0148
13.019
55.434
997.18
28.856
0.9644
0.9428
1.0299
11.038
51.868
942.14
27.821
0.9298
3000
0.9151
1.0454
9.056
48.302
908.14
26.817
0.8962
4000
0.8881
1.0611
7.076
44.735
875.12
25.842
0.8637
5000
0.8617
1.0773
5.094
41.196
843.08
24.896
0.8320
6000
0.8359
1.0938
3.113
37.603
811.99
23.978
0.8014
7000
0.8106
1.1107
1.132
34.037
781.86
23.088
0.7716
8000
0.7860
1.1279
−0.850
30.471
752.63
22.225
0.7428
9000
0.7620
1.1456
−2.831
26.905
724.29
21.388
0.7148
10000
0.7385
1.1637
−4.812
23.338
696.82
20.577
0.6877
11000
0.7155
1.1822
−6.793
19.772
670.21
19.791
0.6614
12000
0.6932
1.2011
−8.774
16.206
644.40
19.029
0.6360
13000
0.6713
1.2205
−10.756
12.640
619.44
18.292
0.6113
14000
0.6500
1.2403
−12.737
9.074
595.23
17.577
0.5875
15000
0.6292
1.2606
−14.718
5.508
571.83
16.886
0.5643
16000
0.6090
1.2815
−16.669
1.941
549.14
16.216
0.5420
17000
0.5892
1.3028
−18.680
−1.625
527.23
15.569
0.5203
18000
0.5669
1.3246
−20.662
−5.191
505.99
14.942
0.4994
19000
0.5511
1.3470
−22.643
−8.757
485.48
14.336
0.4791
20000
0.5328
1.3700
−24.624
−12.323
465.63
13.750
0.4595
21000
0.5150
1.3935
−26.605
−15.899
446.47
13.184
0.4406
22000
0.4976
1.4176
−28.587
−19.456
427.91
12.636
0.4223
23000
0.4806
1.4424
−30.568
−23.002
409.99
12.107
0.4046
24000
0.4642
1.4678
−32.549
−26.588
392.72
11.597
0.3874
25000
0.4481
1.4938
−34.530
−30.154
375.99
11.103
0.3711
1−18
(°C)
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Limitations
SECTION II
LIMITATIONS
TABLE OF CONTENTS
PARAGRAPH
2−1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
2−1
2−2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−1. Ambient Temperature Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−2. WAT Limit and Area A" Azimuth For Crosswind Operations . .
2−2
2−2
2−3
2−3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−3. VNE Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−4
2−4
2−4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−4. Minimum Flying Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−4
2−5
2−5. Center of Gravity (CG Envelope) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−5. Center of Gravity Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−5
2−5
2−6. Rotor Brake Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−5
2−7. Rotor Speed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6
2−8. Transmission Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6
2−9. Power Plant Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6
2−10. Generator Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8
2−11. Starter limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8
2−12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 2−1. Fuel Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8
2−8
2−13. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . .
Figure 2−6. Primary IIDS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−7. NP and NR Scales . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−8. Engine Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−9. Engine Exhaust Gas Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−10. Secondary IIDS Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−11. Engine Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−12. Transmission and Fuel Quantity Display . . . . . . . . . . . . . . . . . . .
Figure 2−13. Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−9
2−9
2−9
2−10
2−10
2−11
2−11
2−12
2−12
FAA Approved
Revision 4
2−i
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
2−14. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−14. Decals and Placards (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−14. Decals and Placards (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . .
2−ii
FAA Approved
Revision 4
PAGE
2−13
2−13
2−14
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Limitations
SECTION II
LIMITATIONS
2−1. FLIGHT RESTRICTIONS
Approved as an eight place (maximum) helicopter.
The minimum flight crew consists of one pilot operating the helicopter from the right
seat. The left crew seat may be used for an additional pilot when the approved dual
controls are installed.
Under seat baggage stowage:
Placing of cargo or baggage under seats (including crew seats) is permitted only
when the seat is unoccupied.
Aerobatic flight:
Aerobatic flight is not allowed.
Aircraft equipped with Bendix/King KFC900 Flight Control System:
NOTE: The following information supersedes applicable limitations found in Bendix/King IFR
Avionics/KFC 900 RFMS 006−00845−0000 and 006−00845−0004 for STC
SR00436WI−D.
For VFR flights at gross weights between 6251 and 6500LB:
Maximum airspeed with autopilot engaged is 100 KIAS
Maximum Operating Altitude with autopilot engaged 5000 FT HD
For IFR flights at gross weights between 6251 and 6500LB:
Autopilot must be operational.
Maximum airspeed with autopilot engaged is 100 KIAS
Maximum Operating Altitude with autopilot engaged 5000 FT HD
Flight with doors opened or removed is approved under the following
conditions.
Baggage door removed:
With the baggage door removed and cockpit and cabin doors closed, maximum
airspeed is limited to the 140 KIAS envelope shown in Figure 2−3.
Approved doors off configurations:
Maximum airspeed is limited to the 100 KIAS envelope shown in Figure 2−3.
Both cockpit doors removed
Both cabin doors removed
Both cockpit and both cabin doors removed
Cabin doors open in flight:
Maximum airspeed is limited to 60 KIAS (with or without cockpit doors).
One or both cabin doors may be opened or closed in flight at airspeeds up to
60 KIAS.
For sustained flight with the cabin doors open, use of the cabin door hold open
device is required.
Maximum airspeed is limited to 100 KIAS (with or without cockpit doors) following installation of modified upper door fittings (Ref. Figure 2−14).
NOTE: Baggage compartment door may be removed with any of the above configurations.
FAA Approved
Revision 5
2−1
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
2−2. ENVIRONMENTAL OPERATING CONDITIONS
Kinds of Operations:
This rotorcraft is certified in the normal helicopter category for day and night
VFR operation when the appropriate instruments and equipment required by
the airworthiness and/or operating rules are approved, installed and are in operable condition.
Maximum operating altitude at gross weights 6250 LBS and below:
20,000 Feet HD
Maximum operating altitude at gross weights 6251 to 6500 LBS:
14,000 Feet HD.
Maximum altitude for HIGE/takeoff and landing operations: Refer to
Figure 2−2.
20000
14000 HD LIMIT FOR
GROSS
WEIGHTS
FROM 6251 TO 6500 LB
PRESSURE ALTITUDE − FEET
18000
16000
14000
PRIMARY FUELS
ONLY
12000
10000
8000
PRIMARY AND
SECONDARY
FUELS
6000
4000
2000
0
−50
−40
−30
−36
−20
−10
0
10
20
FREE AIR TEMPERATURE − °C
30
40
50
52
F92−008B
Figure 2−1. Ambient Temperature Envelope
IIDS Built In Test − cold temperature:
A commanded IIDS BIT must be performed prior to the first start of the day
if the helicopter has been statically exposed to temperatures below 0°C for 12
hours or longer.
NOTE: The IIDS display may not be readable during the initial power up BIT when
statically exposed to the above ambient temperatures.
Icing conditions:
Flight into known icing conditions is prohibited.
Snow conditions (IPS installed):
Flight into falling or blowing snow is only permitted when the NACA inlet switch
is in the closed position. The switch shall remain in the closed position for the
duration of the flight, even after leaving the falling or blowing snow conditions.
Cabin heat:
Cabin heat must be OFF in the crew and passenger compartments when ambient
temperatures are greater than 28°C (82°F).
2−2
FAA Approved
Revision 5
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITH
INCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS IN
CALM WINDS OR HEADWINDS
12400
12000
11000
DENSITY ALTITUDE − FEET
10000
IGE HOVER OPERATIONS HAVE BEEN
DEMONSTRATED IN WINDS UP TO 17 KNOTS
FROM ANY AZIMUTH.
9000
8000
7000
OBSERVE THE MAXIMUM WEIGHT,
ALTITUDE, TEMPERATURE (WAT)
LIMITS FOR TAKEOFF AND LANDING
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
IGE
HOVER
OPERATIONS
HAVE
BEEN
DEMONSTRATED IN WINDS UP TO 17 KNOTS FROM
ALL AZIMUTHS EXCEPT BETWEEN 120 AND 135
AND
IGE
HOVER
OPERATIONS
HAVE
BEEN
DEMONSTRATED IN WINDS UP TO 15 KNOTS FOR
AZIMUTHS BETWEEN 120 AND 135.
6000
5000
4000
3000
AVOID STEADY IGE HOVER OPERATIONS IN AREA A WHEN WINDS ARE
GREATER THAN 15 KNOTS FROM AZIMUTHS BETWEEN 120 TO 135.
2000
1000
0
4000
4200
4400
4600
4800
5000
5200
5400
5600
5800 6000
6250
6500
6200 6400
6600
GROSS WEIGHT − LBS
120°
AZIMUTH RANGE FOR AREA A
135°
F92−009C
Figure 2−2. WAT Limit and “Area A” Azimuth For Crosswind Operations
FAA Approved
Revision 5
2−3
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
2−3. AIRSPEED LIMITATIONS
Observe gross weight depictions on chart.
VNE is 60 KIAS with lateral C.G. greater than +2 inches.
VNE is 134 KIAS at 6500 LBS following compliance with SB900−105.
VNE decreases at a rate of 4 kts/1000 FT above 5500 Feet HD
20000
100 KIAS
ENVELOPE
DENSITY ALTITUDE − FEET
: VNE DUE TO
TIP MACH
VNE : POWER ON
VNE: −25°C
15000
: HD AND VNE
LIMIT FOR 6251
TO 6500LB
−36°C
10000
−30°C
VNE: AUTOROTATION
OEI OPERATIONS
HYDRAULICS FAILURE
VSCS FAILURE
XMSN CHIP LIGHT
5000
5100 − 6250LB
<5100 LB
0
40
50
60
70
80
90
100
110
INDICATED AIRSPEED − KNOTS
120
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
ÏÏÏ
140 KIAS
ENVELOPE
130
140 150
134
F92−010B
Figure 2−3. VNE Chart
2−4. WEIGHT LIMITATIONS
If SB900−099R1 and SB900−102R1 have been completed: Maximum gross weight
6500 pounds.
If only SB900−099R1 has been accomplished: Maximum gross weight 6250 pounds.
If SB900−099R1 and SB900−102R1 have not been completed: Maximum gross weight
5400 pounds.
Minimum flying gross weight: Refer to Figure 2−4.
Cargo deck capacity: 1500 lb. not to exceed 115 lbs. per square foot.
Maximum weight in baggage compartment (sta. 234 to 257): 500 lb. not to exceed
115 lb per square foot.
2−4
FAA Approved
Revision 5
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
DENSITY ALTITUDE − FEET
20000
4000
2000
1153
0
−2000
−4000
−6000
−6812
−8000
3500
3000
4000
4185
GROSS WEIGHT − LB
F92−169A
Figure 2−4. Minimum Flying Weight
2−5. CENTER OF GRAVITY (CG ENVELOPE)
Ensure helicopter CG and weight are within approved limits throughout flight.
Expanded lateral C.G.:
Maximum lateral C.G. for takeoffs and landings from/to a surface is + 2 inches.
VNE is 60 KIAS with lateral C.G. greater than +2 inches.
Longitudinal C.G. envelope is as shown on chart B" below when lateral C.G.
is greater than +2 inches.
6500
6500
WHEN OPERATING IN THE
EXPANDED CG REGION OF
CHART A, THE MAXIMUM
LONGITUDINAL C.G. LIMIT,
AS DEPICTED BY THE
DASHED LINE IN CHART B,
APPLIES.
5500
EXPANDED
CG LIMITS
5000
6000
5100 LBS
5500
5000
4500
4500
4000
4000
3500
3500
3000
−3
−2
−1
0
1
2
3
4
CHART A: LATERAL C.G. STATION (IN.)
5
6
7
194
196
198
200
202
204
206
GROSS WIGHT − LBS
GROSS WIGHT − LBS
6000
3000
208
CHART B: LONGITUDINAL C.G. STATION (IN)
F92−011B
Figure 2−5. Center of Gravity Envelope
2−6. ROTOR BRAKE LIMITATIONS
The rotor brake must be in the stowed position prior to engine starting.
The rotor brake may be applied after both engines are shutdown with NR at or
below 70 percent.
FAA Approved
Revision 4
2−5
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
2−7. ROTOR SPEED LIMITATIONS
Power on:
Continuous operation
Maximum 101%
Minimum 99%
Transient Range:
91% to 98%
102% to 108%
Power off:
Continuous operation:
108% maximum
88% minimum
2−8. TRANSMISSION LIMITATIONS
Maximum transmission oil pressure: 104% PSI
Minimum transmission oil pressure: See Figure 2−12
Maximum transmission oil temperature: 110°C
Minimum transmission oil temperature: −18°C
2−9. POWER PLANT LIMITATIONS
CAUTION
The pilot shall monitor the IIDS during all phases of operation and
record and report any exceedances to maintenance as soon as
possible.
Any time a limit is exceeded, the exceeded limit shall be reported to maintenance
as soon as possible.
Torque limits:
Normal:
Maximum continuous:
100%
Takeoff (5 minute):
101% to 110%
Maximum transient over torque: 111% to 124% for 10 seconds
OEI limits:
Maximum continuous: 124%
2.5 minute: 125% to 130%
Torque greater than 130%: NOT ALLOWED
2−6
FAA Approved
Revision 3
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Limitations
Exhaust gas temperature limits:
Normal limits:
Maximum continuous:
Takeoff (5 minutes):
Transient limits:
820°C
821°C to 863°C
864°C to 972°C for 20 seconds
OEI limits:
Maximum continuous: 885°C
2.5 minute: 886°C to 930°C
Maximum transient limits: 931°C to 972°C for 20 seconds
Overtemperature limits for starting:
760°C for 2 seconds maximum
Output shaft (NP) speed limits:
Normal operating range: 99% to 101%
Transient limits:
NG limitations:
Normal limits:
Maximum continuous:
Transient limits:
OEI operating limits:
Maximum continuous:
2.5 minute:
>101% to 108% for 20 seconds (not cumulative)
98.7%
98.8% to 103.4% for 20 seconds
100.4%
100.5% to 102.4%:
Transient limits:
102.4% to 103.4% for 20 seconds
Engine oil system limitations:
Engine oil temperature limits:
During starting: −36°C to 110°C
Normal operating range: 10°C to 110°C
Engine oil pressure limits:
Normal operating range: 85% to 100% psi
Maximum: 100% psi (>5 minutes)
Minimum: <80% psi (>5 seconds)
FAA Approved
Original
2−7
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
2−10.GENERATOR LIMITATIONS
Maximum continuous: 99% for each generator.
2−11. STARTER LIMITATIONS
30 seconds on, 30 seconds off; 30 seconds on, 30 seconds off; 30 seconds on, 30 minutes
off.
2−12.FUEL SYSTEM LIMITATIONS
Table 2−1. Fuel Specifications
PRIMARY FUELS (1)
SECONDARY FUELS (2)
Jet A (ASTM D1655)
Jet B (ASTM D6615)
Jet A−1 (ASTM D1655)
JP−4 (MIL−DTL−5624)
JP−5 (MIL−DTL−5624)
JP−8 (MIL−DTL−83133)
RT (CIS Standards Organization
GOST 10227)(4)
TS−1 (CIS GOST 10227) (3)(4)
Notes:
(1). Using these primary fuels, the engine shall operate satisfactorily throughout the
altitude/temperature envelope (Ref. Figure 2−1).
(2). Using these secondary fuels, the engine shall operate satisfactorily up to 10,000 FT
(Ref. Figure 2−1).
(3). Use of TS−1 is limited by P&WC to not more than 1000 hours (intermittently or
continuously) between engine fuel nozzle inspections.
(4). Must contain one of the following anti−ice additives at a concentration up to 0.3%
by volume: Ethylene Glycol Monomethyl Ether (Ethylcellosolve, Liquid I) as defined
in GOST 8313, Liquid I−M (mixture 50% Liquid I with 50% methyl alcohol) as defined
in TU−6−10−1458, Tetrahydrofurfuryl alcohol (TGF) as defined in GOST 17477 or
Liquid TGF−M (mixture 50% TGF with 50% methyl alcohol ) as defined in TU
6−10−1457.
Additional fuel specifications may be found in Section VIII.
Maximum 140 KIAS with either left or right low fuel warning tick
marks ON.
During operations in temperatures of 13F (−10C) or colder, fuel added to the tank
must contain either anti−icing additive PFA-55MB or anti−icing additive per
MIL-I-27868 or MIL-I-85470 with a minimum concentration of 0.06% by volume
and a maximum concentration of 0.15% by volume. Follow manufacturer’s instructions.
WARNING
2−8
FAA Approved
Revision 6
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
2−13.INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)
EXHAUST GAS
TEMPERATURE DISPLAY
ENGINE TORQUE
DISPLAY
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
DIGITAL
DISPLAYS
TORQUE
NR
NP
EGT
NP
ENG
OUT
.
POWER TURBINE
SPEED DISPLAY
EEC
MAN
FAIL
.
EEC
MAN
FAIL
F92−012
ROTOR SPEED DISPLAY
Figure 2−6. Primary IIDS Display
NP
NR
NR
NP
NP
>111%
>112%
>108%
>108%
>102%
98 − 102%
>101%
99 − 101%
<99%
<98%
<91%
<88%
<80%
NOTE: > = GREATER THAN
< = LESS THAN
F92−013
Figure 2−7. NP and NR Scales
FAA Approved
Original
2−9
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
NORMAL
OPERATIONS
TORQUE
OEI OPERATIONS
TORQUE
>109%
>130%
>100%
>124%
>98%
>122%
EEC
MAN
FAIL
EEC
MAN
FAIL
NOTE: > = GREATER THAN
< = LESS THAN
F92−014
Figure 2−8. Engine Torque
EGT
EGT
>863°C
>930°C
ENG
OUT
ENG
OUT
>820°C
.
.
>885°C
.
>815°C
.
>879°C
NORMAL
OPERATIONS
OEI OPERATION
ONLY
NOTE: > = GREATER THAN
< = LESS THAN
F92−015
Figure 2−9. Engine Exhaust Gas Temperature
2−10
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Limitations
SECONDARY IIDS DISPLAY
LEFT ENGINE PARAMETER
DISPLAY
TRANSMISSION OIL TRANSMISSION PARAMETER RIGHT ENGINE PARAMETER
DISPLAY
PRESSURE DISPLAY
DISPLAY
ENGINE OIL
TEMPERATURE DISPLAY
FIRE
FIRE
FIRE
CHIPS
CHIPS
CHIPS
CAB HEAT
BAT HOT
ENGINE OIL
PRESSURE DISPLAY
BAT WRM
° C %PSI
° C %PSI
° C %PSI
FUEL
TRANSMISSION OIL
TEMPERATURE DISPLAY
%LOAD
GEN
%LOAD
GEN
ROTOR
BRAKE
CABIN
DOOR
BAGGAGE
DOOR
1 HYD 2
GENERATOR
%LOAD DISPLAY
IIDS
NG
NG
LB
GAS PRODUCER
TURBINE SPEED DISPLAY
OAT ° C
FUEL QUANTITY
F92−016
Figure 2−10. Secondary IIDS Display
FIRE
HIGH WARNING: 110°C
HIGH CAUTION: 105°C
LOW CAUTION: 10°C WITH NG >50%
−45°C WITH NG < 50%
CHIPS
° C %PSI
>100% PSI
TIME
>5 MINUTES
<80% PSI
<80% PSI
TIME
>2 SEC
>5 SEC
CAUTION: 100% LOAD
%LOAD
GEN
HIGH WARNING: 102.4% NG
HIGH CAUTION: 98.7% NG
NG
LOW WARNING: 50% NG
NOTE: ‘‘>’’ = GREATER THAN
‘‘<’’ = LESS THAN
‘‘<’’ = EQUAL TO OR LESS THAN
F92−017
Figure 2−11. Engine Display
FAA Approved
Original
2−11
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FIRE
CHIPS
HIGH WARNING: 110°C
HIGH CAUTION: 93°C
HIGH WARNING: 104% PSI
HIGH CAUTION: 100% PSI
FLIGHT
°C %PSI
LOW CAUTION: −18°C
IDLE
LOW CAUTION: <75% PSI NONE
LOW WARNING: <65% PSI <50% PSI
FUEL
LOW FUEL WARNING
SEGMENT: 150 LBS
LOW CAUTION: 300 LBS
LEFT/RIGHT LOW FUEL WARNING
TICK MARKS: 97 TO 127 LBS
LB
F92−018
Figure 2−12. Transmission and Fuel Quantity Display
KNOTS
200
180
AIRSPEED INDICATOR MARKINGS:
ÎÎ
150 KNOTS
100 KNOTS
0−30kt INDICATOR UNRELIABLE
MPH
160
40
AIRSPEED
200
140
150
40
60
ÎÎ
ÎÎ
ÎÎ
120
100
80
60
100
F92−019
Figure 2−13. Airspeed Indicator
2−12
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Limitations
2−14.DECALS AND PLACARDS
SEAT ATTACH
ONLY
NO TIEDOWN
LOCATED AT UPPER CABIN
SEAT ATTACH POINTS
FUEL CELL ACCESS DOOR
WARNING
LOCATED ON CABIN FLOOR
REPLACE DOOR BEFORE FLIGHT
AND JACKING AIRCRAFT
WARNING
THIS PANEL MUST BE SECURED
PRIOR TO JACKING, TOWING
OR FLYING THE AIRCRAFT
NO ARTICLES TO BE
STOWED UNDER SEATS
LOCATED ON BAGGAGE
COMPARTMENT FLOOR
LOCATED ON COCKPIT DOOR
LOWER WINDOW FRAME
1. LOCATED ON UPPER
COCKPIT DOOR FRAME
2. LOCATED ADJACENT
TO COCKPIT DOOR
ACCESS HANDLE
SLIDING
DOOR
NO ARTICLES TO BE
STOWED UNDER SEATS
PRIOR TO FLIGHT
1.
2.
TURN HANDLE TO SAFELOCK POSITION
FASTEN SEAT BELTS AND SHOULDER HARNESS
EMERGENCY EXIT
PULL TAB
TO REMOVE WINDOW
LOCATED ON CABIN DOOR
UPPER FRAME (FWD)
LOCATED ON CABIN DOOR
UPPER FRAME (CENTER)
LOCATED ON CABIN DOOR
UPPER FRAME (AFT)
LOCATED ON CABIN DOOR FRAME
ADJACENT TO EMERGENCY EXIT
RELEASE HANDLE
F92−020−1
Figure 2−14. Decals and Placards (Sheet 1 of 2)
FAA Approved
Original
2−13
CSP−902RFM206E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
DURING OPERATIONS IN TEMPERATURES OF 13F (−10C)
OR COLDER, FUEL ADDED TO THE TANK MUST CONTAIN
EITHER ANTI-ICING ADDITIVE PFA-55MB OR ANTI-ICING
ADDITIVE PER MIL-I-27868 OR MIL-I-85470 WITH A
MINIMUM CONCENTRATION OF .06% BY VOLUME
AND A MAXIMUM CONCENTRATION OF .15% BY VOLUME.
SEE FLIGHT MANUAL FOR MIXING PROCEDURES.
THIS HELICOPTER MUST BE OPERATED
IN COMPLIANCE WITH THE OPERATING
LIMITATIONS SPECIFIED IN THE FAA
APPROVED ROTORCRAFT FLIGHT MANUAL
LOCATED ON INSTRUMENT PANEL
APPROVED FOR
VFR DAY/NIGHT
LOCATED ABOVE FUEL FILLER
LOCATED ON INSTRUMENT PANEL
RADIO CALL
N X X X X X
LOCATED ON INSTRUMENT PANEL
LOCATED ABOVE FUEL FILLER
USEABLE CAP. 158.5 U.S. GALS.
LOCATED ON FILLER NECK
NO STEP
LOCATED ON FILLER NECK
VNE CHART: LOCATED ON INSTRUMENT PANEL
STATIC PORT
ROTOR
BRAKE
KEEP HOLES AND
SURFACE CLEAN
LIFT HANDLE,
ROTATE CW,
PULL DOWN
LOCATED ABOVE STATIC PORT
DO NOT
ENGAGE ROTOR
BRAKE ABOVE
70% NR
LOCATED ADJACENT TO ROTOR BRAKE
100 KT
CAPABILITY
MODIFIED FITTING WITH DECAL
F92−020−2A
Figure 2−14. Decals and Placards (Sheet 2 of 2)
2−14
FAA Approved
Revision 1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
S E C T I O N III
EMERGENCY AND MALFUNCTION
PROCEDURES
TABLE OF CONTENTS
PARAGRAPH
PAGE
3−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−1
3−2. Caution and Warning Annunciators and Audio Tones . . . . . . . . . . . . . . . . . . . . . . .
3−2
3−3. Engine Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−3
Single Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−3
Second Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−5
Low Rotor RPM Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−5
3−4. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−6
Water Landing − Dual Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−6
Water Landing − OEI/AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−7
3−5. EEC Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−9
Figure 3−1. EEC Caution/Warning Annunciators . . . . . . . . . . . . . . . . . . . . . . . .
3−9
EEC Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−9
EEC Non Critical Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−10
EEC Manual Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−12
3−6. Engine Starting − Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−12
3−7. Engine/Aircraft Shutdown − Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−15
3−8. Fire Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
Cabin Fire/Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
Electrical Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−17
Figure 3−2. Engine/Transmission Deck Fire Annunciators . . . . . . . . . . . . . . . .
3−18
Engine Fire − On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−18
Engine FIRE − During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−19
Transmission Area Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−19
3−9. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−20
Anti−Torque Failure − General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−20
Anti−Torque Failure − Complete Loss of Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−20
Anti−Torque Failure − Fixed Thruster Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−21
VSCS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−22
FAA Approved
Original
3−i
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PAGE
PARAGRAPH
Figure 3−3. VSCS Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−22
Hydraulic System Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
Cyclic Trim Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
Collective Friction Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−24
3−10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation . . . . . 3−24
Static System Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−24
Figure 3−4. Alternate Static Source Toggle Valve . . . . . . . . . . . . . . . . . . . . . . . .
3−24
3−11. Engine and Generator Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
Figure 3−5. Engine and Generator Malfunction Annunciators . . . . . . . . . . . . .
3−25
Engine High Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
Engine Low Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−26
Engine High Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−26
Engine Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−26
Engine Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−27
NG High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−27
NG Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−27
Generator High Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−28
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−28
3−12. Transmission Malfunction Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−29
Figure 3−6. Transmission Malfunction Annunciators . . . . . . . . . . . . . . . . . . . . .
3−29
Transmission Oil Temperature High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−29
Transmission Oil Temperature Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−29
Transmission Oil Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−30
Transmission Oil Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−30
Transmission Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−30
3−13. Fuel System Display Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−31
Figure 3−7. Fuel System Advisory Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−31
Fuel Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−32
Fuel Boost Pump Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−32
Single Fuel Probe Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−33
Dual Fuel Probe Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−33
Impending Fuel Filter bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−33
Fuel Shutoff Valve Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−34
3−14. Caution and Warning Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−35
Figure 3−8. Caution/Warning Cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−35
Cabin Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−35
Battery Hot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−36
Battery Warm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−37
Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−38
Cabin Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−38
Baggage Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−38
3−ii
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
PARAGRAPH
PAGE
IIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−39
3−15. Other Malfunction/Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−39
IIDS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−39
Battery Discharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−39
Extinguisher Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−40
IPS Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−40
NACA Inlet Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−40
Rotor Speed Display Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−40
3−16. Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−41
3−17. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−41
Figure 3−9. Emergency Fire Extinguisher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−41
3−18. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−42
Figure 3−10. Cabin Door Emergency Exit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−42
FAA Approved
Revision 5
3−iii/(3−iv blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
SECTION III
EMERGENCY AND
MALFUNCTION PROCEDURES
3−1. GENERAL
The procedures contained in this section are 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. However,
these procedures should not limit the pilot from taking additional actions if the
situation warrants.
In the event of an emergency or malfunction, the pilot’s primary consideration
is control of the aircraft. Then, the pilot must identify the problem and perform
the appropriate procedures relevant to the situation.
Terms such as ‘‘land immediately’’, ‘‘land as soon as possible’’, and ‘‘land as
soon as practical’’ are defined in Section I.
FAA Approved
Original
3−1
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
3−2. CAUTION AND WARNING ANNUNCIATORS AND AUDIO TONES
A red warning or yellow caution annunciator will illuminate on the IIDS display
and in some cases, an audio warning will sound announcing a failure or malfunction.
Some secondary IIDS displays have a digital display with a corresponding caution/
warning annunciator. Pilots should insure that both the digital display and its appropriate caution/warning annunciator are in agreement before executing the proper
emergency procedure. If they do not agree, other parameters should be cross-checked
in an attempt to validate a given abnormal indication.
The following logic applies to the warning advisories:
1. ENG OUT, FIRE, CAB HEAT, and LOW FUEL warning tick marks flash
(only go OFF if condition that caused the warning goes away).
2. All other warnings turn ON continuously (only go OFF if condition that caused
the warning goes away).
Audio warnings alert the pilot through the headset that a malfunction has occurred
that may require immediate corrective action.
The warning tone: The warning tone will sequence a high and low tone twice
to indicate a warning condition. These tones are activated for FIRE, CAB HEAT,
BAT HOT, and EEC FAIL.
Low Rotor Audio tone: The low rotor RPM tone (a sweep tone) is activated for
rotor RPM less than 95% and either engine operating, or activated for rotor
RPM less than 88% and both engines failed. When the IIDS senses an engine
failure, the low rotor RPM tone is activated for one cycle. The audio tones are
disabled when the aircraft is on the ground.
3−2
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−3. ENGINE EMERGENCIES
The ENG OUT warning annunciator is located between the TORQUE and EGT
vertical displays. When the IIDS senses an engine failure, the ENG OUT
TORQUE
warning flashes and the low rotor RPM tone is activated
EGT
for one cycle. The EGT and TORQUE displays also re−
ENG
scale. The ENG OUT advisory is disabled with aircraft
OUT
on the ground.
SINGLE ENGINE FAILURE
Indications: ENG OUT annunciator illuminated and low rotor tone on for one cycle.
Affected engine torque, NP and NG decreasing to zero.
Conditions: At a hover − IGE:
Procedures:
Land
Conditions: At a hover − OGE:
Procedures:
ADJUST TO MAINTAIN OEI LIMITS
Collective pitch
NOTE: The decision to land or fly−away, following a single engine failure, will depend
on ambient conditions and aircraft gross weight. Refer to Section V for best rate
of climb speed, single engine rate of climb and descent, and height velocity
envelope performance data.
FAA Approved
Original
3−3
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Conditions: In flight:
Maintain operating engine within OEI limits
Reduce airspeed to 100 KIAS or less (Ref. Section II)
CAUTION
Identify affected (failed) engine by cross checking torque, NP and
NG prior to performing the following steps.
Engine control switch
OFF ON AFFECTED ENGINE
Fuel boost pump
OFF ON AFFECTED ENGINE
Fuel shutoff valve
OFF ON AFFECTED ENGINE
NOTE: With fuel shutoff valve OFF, fire extinguishing system is now armed.
NOTE: Fuel warning tick mark on side of affected engine may illuminate prior to tick mark
for operating engine.
NOTE: If attempting a restart, leave fuel shutoff valve ON. Do not attempt restart if a
malfunction is suspected.
Land as soon as practical
NOTE: If cabin heat or air-conditioning is being used when an engine failure occurs it
will automatically be switched OFF to enable the pilot to utilize the maximum
available power from the remaining engine for a safe recovery. If, after
recovering to a safe OEI flight condition, cabin heat is needed for windscreen
defogging, cabin comfort, etc., select the CAB HEAT OVRD position to restore
cabin heat. Prior to the OEI landing, insure CAB HEAT is OFF to ensure that the
maximum power is available from the remaining engine.
3−4
Air start:
Failed engine control switch
TO OFF THEN TO FLY
IIDS
MONITOR
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
SECOND ENGINE FAILURE
Indications: Low rotor RPM with low rotor tone ON if RPM is below 88%.
Possible left yaw
Torque, NP, and NG decreasing to zero.
Procedures:
Lower collective and maintain rotor speed within limits.
Perform autorotation to suitable landing area.
LOW ROTOR RPM WARNING
Procedures:
Adjust collective as necessary to control rotor RPM.
WARNING
Respond immediately to the ENGINE OUT/low rotor RPM warning
by adjusting collective to maintain rotor RPM within limits, then
check engine instruments and other indications to confirm engine
trouble.
FAA Approved
Original
3−5
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
3−4. EMERGENCY LANDING PROCEDURES
WATER LANDING − DUAL ENGINE FAILURE
Procedures:
Adjust collective pitch as necessary to establish autorotation.
Cabin doors may be opened when airspeed is 60 KIAS or less.
Make autorotative approach, flaring as required to minimize forward speed
at touchdown.
Level aircraft. Increase collective pitch as contact is made with the water.
When aircraft begins to roll, lower collective to full down to minimize blades
skipping off the water.
Notify crew/passengers to evacuate aircraft after blades have stopped turning.
WARNING
3−6
Do not inflate personal flotation gear until clear of the aircraft −
safe exit will be restricted.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
WATER LANDING − OEI/AEO
Conditions: Available power allows hovering.
NOTE: The gross weight of the aircraft will determine whether sufficient power is
available to terminate the approach at a hover or whether a run−on landing must
be performed if landing OEI.
Procedures:
Establish normal approach to intended landing point.
Cabin doors may be opened when airspeed is 60 KIAS or less.
Plan to arrive at 100 FT above touchdown at approximately 40 KIAS.
At approximately 50 FT, enter a decelerating attitude and increase power to
reduce rate of closure.
Descend to hovering altitude over water.
Passengers and copilot exit aircraft.
Fly a safe distance away from all personnel in the water to avoid injury.
Place ENGINE CONTROL switch(s) in OFF and perform a hovering 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.
WARNING
Do not inflate personal flotation gear until clear of the aircraft −
safe exit will be restricted.
FAA Approved
Original
3−7
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Conditions: Available power does not allow hovering.
Procedures:
Establish normal approach to intended landing point.
Cabin doors may be opened when airspeed is 60 KIAS or less.
Plan to arrive at 100 FT above touchdown at approximately 40 KIAS.
At approximately 50 FT, enter a decelerating attitude and increase power to
reduce rate of closure.
As water contact is made, shut down engine and hold the helicopter as level
as possible, keeping forward speed and rate of descent to a minimum.
When aircraft begins to roll, reduce collective to full down to minimize blades
skipping off the water.
Release safety harness and exit the aircraft as soon as the blades have stopped
turning.
WARNING
3−8
Do not inflate personal flotation gear until clear of the aircraft −
safe exit will be restricted.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−5. EEC MALFUNCTIONS
TORQUE
EEC NON CRITICAL FAULT
CAUTION ANNUNCIATOR
( YELLOW)
EEC
MAN
FAIL
EEC
MAN
FAIL
EEC MANUAL MODE
ANNUNCIATOR (YELLOW)
EEC CRITICAL FAULT WARNING
ANNUNCIATOR (RED)
F92−021
Figure 3−1. EEC Caution/Warning Annunciators
NOTE: The pilot should attempt to reset the EEC by by slightly moving the affected
engine’s twistgrip out of the NORMAL detent, pressing the EEC RESET button,
and returning the twistgrip to NORMAL. Two attempts may be required. If the
EEC malfunction indication clears, the EEC was experiencing a transient fault.
If the EEC malfunction indication remains ON, the fault condition is still present
and the appropriate malfunction procedure shall be followed.
EEC CRITICAL FAULT
Indications: EEC with FAIL warning annunciator on and activation of the warning tone
for two cycles.
In the event that the EEC on one of the engines fails, the fuel flow of that engine
remains fixed and can only be controlled by the twistgrip. The engine with the
serviceable EEC will attempt to maintain NP/NR within limits.
Procedures:
If necessary, move the affected engine twist grip out of the NORMAL position
to assume manual control of the FMU.
NOTE: The pilot has the option of leaving the fuel flow fixed or using the throttle twist grip
to adjust the fuel flow (torque). When either twist grip is taken out of the NORMAL
position, the EEC MAN annunciator will illuminate. Changes in power will be
compensated through the serviceable EEC engine from zero torque to
temperature limits. Twist grip movement is only required for large power
changes.
CAUTION
When operating in manual mode (i.e., EEC MAN illuminated),
reductions in power that allow the torque on the engine in the
automatic mode to approach zero % can lead to an increase in
NP on the engine being manually controlled into the transient (20
second time limit) overspeed range (> 104.5% − third yellow chevron
illuminated).
is
FAA Approved
Original
3−9
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Set power of the affected engine as desired.
Continue flight and monitor engine indications on the IIDS primary display.
CAUTION
There is no NR governing following EEC failures on both engines.
NR and power must be controlled by the pilot using a combination
of collective and twistgrips.
EEC NON CRITICAL FAULT
An EEC caution annunciator ON in flight may result in one of the following indications.
Indications: Engine torque matching may be degraded.
Conditions: During flight
Procedures:
Continue flight
Advise maintenance
Indications: EGT indication blanks
Conditions: In flight
Procedures:
Continue flight
Advise maintenance
Conditions: On ground prior to starting
Procedures:
3−10
Do not attempt start, or abort start.
Advise maintenance
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
Indications: Inability to change engine mode with engine control switch.
Conditions: In flight
Procedures:
Continue flight
After landing, perform manual engine shutdown (Ref. paragraph 3−7).
Conditions: On ground after landing
Procedures:
Perform manual engine shutdown (Ref. paragraph 3−7).
Indications: NP and NR indications not matched (split)
Conditions: In flight
Procedures:
Continue flight
Avoid maneuvers that cause NR to increase above normal. (High rates of descent, quick stops)
Conditions: On ground
Procedures:
Do not takeoff
Advise maintenance
FAA Approved
Original
3−11
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
EEC MANUAL CONTROL
Indications: EEC and MAN annunciator ON
Procedures:
EEC RESET switch
PRESS
Twistgrips
CHECK IN NORMAL DETENT
Indications: EEC annunciator flashing. The EEC is in automatic, but one of the twist grips
is not in the normal position.
Procedures:
RETURN TO NORMAL POSITION
Twist grip
3−6. ENGINE STARTING − MANUAL
NOTE: The following procedure is provided to the pilot as a means of starting an engine
after experiencing an EEC FAIL warning which would preclude a normal
automatic start. Flight with one EEC failed (one engine manually controlled)
should be considered an abnormal procedure. It should only be done to
evacuate the helicopter from a hazardous environment or, if necessary, for a
return flight to a maintenance base where repairs can be performed. Before
attempting a start and flight with an EEC FAIL warning on one engine, pilots
should be familiar with the information in paragraphs 3−5 thru 3−7.
NOTE: To enable the starter to function during a manual start with an EEC FAIL warning,
it may be necessary for a second crew member to push and hold the appropriate
Engine Manual Start Button located on the back corners of the electrical load
center (Ref. Section VII).
NOTE: Complete the Engine Prestart cockpit check (Ref. Section IV) before attempting
a manual start.
3−12
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
Collective control:
NOTE: The following steps of rotating the twist grip to reset the PLA are not required if
the engine was previously shut down utilizing the manual shutdown procedures
in paragraph 3−7. Insure the twist grip is in the OFF position.
Twistgrip on selected engine
ROTATE TO FULL OPEN (PAST
THE ‘‘NORMAL’’ DETENT): THIS
RESETS THE PLA
Twist grip on selected engine
ROTATE TO OFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer be able to
be rotated toward the OFF position without applying additional force
(approximately 30 to 40 LBS).
Electrical master panel:
Fuel system panel:
Engine control panel:
Generator on selected engine
L BOOST or R BOOST for appropriate
engine
ON, CHECK IIDS INDICATIONS
IDLE
L ENGINE or R ENGINE
CAUTION
OFF
Monitor EGT, NG, and starter limits during start. Abort the start
If EGT rises rapidly through 700°C.
FAA Approved
Original
3−13
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Abort start procedure:
Twistgrip on selected engine
OFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer able to be
rotated toward the OFF position without applying additional force (approximately
30 to 40 LBS).
Twist grip for selected engine
Engine control panel switch
OFF WHEN EGT IS BELOW 150°C
ROTATE TOWARDS NORMAL
NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.
Observe EGT indication for immediate temperature rise. Monitor EGT and NG
during start. Increase twistgrip toward normal only as necessary to keep NG
accelerating toward idle. Manually bring NP/NR to 65%.
CAUTION
If lightoff is not attained with an increase of EGT and NG within
10 seconds, rotate the twistgrip to OFF and place the engine control
switch to off. Following a 30 second fuel drain period, perform a
30 second dry motoring run (Ref. Section VIII) before attempting
another start. Repeat the complete starting sequence observing
limitations.
Engine oil pressure
CHECK
Generator
ON
IIDS
CHECK
GPU start only:
Generators
ON
GPU
DISCONNECT
3−14
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−7. ENGINE/AIRCRAFT SHUTDOWN − MANUAL
NOTE: This procedure may be performed in the event a normal shutdown cannot be
accomplished on one or both engines.
Collective stick
FULL DOWN
Cyclic stick
TRIM TO NEUTRAL
Pedals
NEUTRAL
Twist grip(s)
IDLE DETENT
NOTE: The idle position is not marked on the twist grips. Idle is located at the point where
the twist grip can no longer be rotated toward the OFF position without applying
additional force (approximately 30 to 40 LBS).
Utility panel:
Fuel system panel:
Electrical master panel:
NP(s) slows to idle
CHECK
EEC MAN indication(s) on primary IIDS
display
CHECK
Engine control panel:
Twistgrip(s)
All unnecessary bleed air and electrical
equipment
OFF
OFF
L/R BOOST
OFF
L/R GEN
OFF
L ENGINE or R ENGINE
SNAP TO CUTOFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer able to be
rotated toward the OFF position without applying additional force (approximately
30 to 40 LBS).
CHECK NORMAL SHUTDOWN
INDICATIONS
IIDS
Continue with normal shutdown procedures
FAA Approved
Original
3−15
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
3−8. FIRE EMERGENCIES
CABIN FIRE/SMOKE
Indications: Smoke and fume accumulation in the cabin.
Conditions: On ground
Procedures:
Engine control switches
OFF
Passengers/crew
EVACUATE
Rotor brake (if installed)
APPLY
Power switch
OFF
Conditions: In flight
Procedures:
Cabin heat
OFF (if source of smoke is the
cabin heat duct)
Fresh air vents
OPEN
AC/VENT switch
VENT LOW OR VENT HIGH
NOTE: If crew station and/or passenger compartment gaspers appear to be the source
of smoke and or fumes, the AC/VENT switch should remain OFF or be returned
to OFF.
OPEN
Cockpit door vents
Land immediately
After landing:
Engine control switches
OFF
Rotor brake (if installed)
APPLY
Power switch
OFF
Passengers/crew
EVACUATE
3−16
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ELECTRICAL FIRE
Indications: Smoke and fume accumulation in the cabin.
Conditions: On ground
Procedures:
Engine control switches
OFF
Passengers/crew
EVACUATE
Rotor brake (if installed)
APPLY
Power switch
OFF
Conditions: In flight
Procedures:
Cabin heat
OFF
Fresh air vents
OPEN
Generator switches
OFF
If smoke/fire conditions persist:
Land as soon as possible.
After landing:
Engine control switches
OFF
Rotor brake (if installed)
APPLY
Power switch
OFF
Passengers/crew
EVACUATE
ESNTL
POWER switch
FAA Approved
Original
3−17
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
LEFT ENGINE FIRE WARNING
ANNUNCIATOR (RED)
TRANSMISSION DECK FIRE
WARNING ANNUNCIATOR (RED)
RIGHT ENGINE FIRE WARNING
ANNUNCIATOR (RED)
FIRE
FIRE
FIRE
CHIPS
CHIPS
CHIPS
F92−022
Figure 3−2. Engine/Transmission Deck Fire Annunciators
ENGINE FIRE − ON GROUND
Indications: Engine FIRE warning annunciator ON and activation of the warning tone for
two cycles.
Procedures:
Engine control switches
OFF BOTH ENGINES
Rotor brake (if installed)
APPLY
Fuel shutoff valve
OFF FOR AFFECTED ENGINE
Fuel boost pumps
OFF
Attempt to confirm existence of fire
Fire bottle switch
PRI (ALT IF NECESSARY)
NOTE: Fire bottle will not discharge with fuel valve ON.
Power switch
OFF
Passengers/crew
EVACUATE
3−18
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ENGINE FIRE − DURING FLIGHT
Indications: Engine FIRE warning annunciator ON and activation of the warning tone for
two cycles.
Procedures:
Attempt to confirm existence of fire
Engine control switch
OFF FOR AFFECTED ENGINE
Fuel shutoff valve
OFF FOR AFFECTED ENGINE
Airspeed
REDUCE TO O.E.I. VNE OR LESS
Fuel boost pump
OFF FOR AFFECTED ENGINE
Fire bottle discharge switch
PRI (ALT IF NECESSARY)
NOTE: The fire bottle will not discharge with the fuel valve ON.
If FIRE warning goes OFF
LAND AS SOON AS PRACTICAL
If FIRE warning remains ON
LAND IMMEDIATELY
After landing:
Engine control switch
OFF FOR OPERATING ENGINE
Rotor brake (if installed)
APPLY
Power switch
OFF
Passengers/crew
EVACUATE
TRANSMISSION AREA FIRE
Indications: Transmission FIRE warning annunciator ON and activation of the warning
tone for two cycles.
Procedures:
Land immediately
After landing:
Engine control switches
OFF
Rotor brake (if installed)
APPLY
Power switch
OFF
Passengers/crew
EVACUATE
Fire extinguisher
USE AS APPROPRIATE
FAA Approved
Original
3−19
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
3−9. FLIGHT CONTROL MALFUNCTIONS
ANTI−TORQUE FAILURE − GENERAL
Different types of failure may require slightly different techniques for optimum
success in recovery. Therefore, it is not possible to provide a standardized solution
for an anti−torque emergency.
ANTI−TORQUE FAILURE − COMPLETE LOSS OF THRUST
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 dependent on airspeed and power setting.
Indications: Inability to trim" helicopter with pedals.
Conditions: In Forward Flight
Procedures:
Adjust airspeed and power for level flight between 80 and 100 KIAS.
CAUTION
Do not attempt an autorotation from forward flight unless an actual
dual engine failure occurs.
Perform a shallow approach and running landing to a hard surface or other
suitable area. If possible select an approach direction that offers a left quartering headwind to reduce the touchdown ground speed and the amount of right
yaw.
NOTE: Touchdowns made into the wind between 20 and 30 KIAS, may provide good
directional control at reduced power (collective) settings.
An aggressive reduction in power (collective) as the aircraft is decelerated during the final approach should yaw the aircraft to the left.
As the ground is neared, adjust collective as necessary to align the aircraft
with the touchdown direction and cushion the landing.
During ground run out adjust collective to maintain directional control. If necessary, during touchdown and ground run out, reduce rotor RPM by rotating
both twist grips simultaneously towards IDLE to assist in maintaining directional control.
NOTE: Use of the twist grips to change RPM is generally not recommended due to the
complexity of manipulating both twist grips simultaneously and now having both
engines in the manual mode. If needed, it is recommended that they be used only
to reduce RPM just prior to or at the moment of touchdown.
3−20
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
Conditions: At a high hover
Indications: Helicopter begins an uncommanded turn to the right and does not respond
to pilot input to the pedals.
Procedures:
Reduce power with collective and attempt to fly away.
NOTE: If altitude permits, a positive reduction of collective pitch may result in a stopping
or slowing of the “uncommanded turn to the right”, and allow the pilot to fly out
of the condition.
Proceed with procedures for complete loss of thrust in forward flight
Conditions: At a low hover
Indications: Helicopter begins an uncommanded turn to the right and does not respond
to pilot input to the pedals.
Procedures:
Reduce power and altitude with collective, if necessary.
As the ground is approached, rotate both twist grips simultaneously to IDLE
and perform a hovering autorotation. Avoid rotating twistgrips with collective
applications during autorotation.
ANTI−TORQUE FAILURE − FIXED THRUSTER SETTING
Conditions: Right pedal applied
Procedures:
Adjust airspeed and power for level flight at an airspeed that produces
the least amount of right yaw, usually between 80 and 100 KIAS.
Perform a shallow approach and running landing to a hard surface or other
suitable area. If possible, select an approach direction that offers a left quartering headwind to reduce the touchdown ground speed and the amount of right
yaw.
NOTE: Touchdowns made into the wind between 20 and 30 KIAS, may provide good
directional control at reduced power (collective) settings.
An aggressive reduction in power (collective) as the aircraft is decelerated
during the final approach should yaw the aircraft to the left.
As the ground is neared, adjust collective as necessary to align the aircraft with the touchdown direction and cushion the landing.
FAA Approved
Revision 3
3−21
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
During ground run out adjust collective to maintain directional control. If necessary, during touchdown and ground run out, reduce rotor RPM by rotating
both twist grips simultaneously towards IDLE to assist in maintaining directional control.
NOTE: Use of the twist grips to change RPM is generally not recommended due to the
complexity of manipulating both twist grips simultaneously and now having both
engines in the manual mode. If needed, it is recommended that they be used only
to reduce RPM just prior to or at the moment of touchdown.
Conditions: Left pedal applied
Procedures:
Use a shallow to normal approach into wind or with a right crosswind.
Plan to touchdown with little or no forward speed.
Maintain directional control with small adjustments in collective.
VSCS FAILURE
LEFT VERTICAL STABILIZER
POSITION INDICATOR
FIN TRAILING EDGE
DEFLECTION INDICATORS
MID−RANGE DEFLECTION
POINT
L
VERTICAL STAB
R
L
VERTICAL STAB
R
RIGHT VERTICAL STABILIZER
POSITION INDICATOR
F92−023
Figure 3−3. VSCS Indicator
Indications: VSCS Fail message(s) on IIDS alpha−numeric display.
VSCS indicator: Abnormal indication − no movement or continuous full−scale
deflection.
Possible uncommanded sideslip in forward flight.
Procedures:
3−22
Trim aircraft with pedals.
OFF ON AFFECTED SYSTEM(S)
VSCS
Reduce airspeed below 100 KIAS (Ref. Section II).
Continue flight to next point of intended landing.
FAA Approved
Revision 3
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
HYDRAULIC SYSTEM FAILURE
Indications: Single system failure: The ‘‘1HYD’’ or ‘‘HYD2’’ caution annunciator illuminated
on the caution/warning advisory display. Both hydraulic system pressures or
‘‘TEMPERATURE’’ indication will be displayed on the IIDS alphanumeric
display. A stiffness in the anti−torque pedals will occur with a failure of the
number 2 system.
Dual system failure: The ‘‘1HYD2’’ caution annunciator illuminated on the
caution/warning advisory display. Both hydraulic system pressures or
‘‘TEMPERATURE’’ indications will be displayed on the IIDS alphanumeric
display.
Conditions: Single system failure − loss of pressure
Procedures:
Decrease air speed to below 100 KIAS.
NOTE: A stiffness in the anti−torque pedals will occur with a failure of the number 2
system.
Continue the flight to the point of next intended landing.
Perform a shallow approach to a hover; land vertically for a single system
failure.
Conditions: Dual system failure − loss of pressure
Procedures:
Decrease air speed to below 100 KIAS.
Continue the flight to the point of next intended landing.
Perform a running landing.
Conditions: High hydraulic fluid temperature
Procedures:
Land as soon as practical.
CYCLIC TRIM FAILURE
Indications: Cyclic trim failure is indicated by an inability to reduce cyclic forces with the
cyclic trim switch. Cyclic stick forces of approximately 15 pounds may be
required for full control movement.
Procedures:
Continue flight
FAA Approved
Original
3−23
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
COLLECTIVE FRICTION FAILURE
Conditions: Collective friction release failure
Indications: 25 pounds of force required to move the collective up or down.
Procedures:
Set collective friction release switch to 5 lb position in an attempt to reduce
control forces.
Continue flight.
Advise maintenance.
Conditions: Collective friction fails to engage
Indications: Collective control movements will require only 5 pounds of force.
Procedures:
Continue the flight; advise maintenance.
3−10.PITOT/STATIC SYSTEM MALFUNCTION: SINGLE OR DUAL PITOT
TUBE INSTALLATION
STATIC SYSTEM MALFUNCTION
Indications: Altimeter and IVSI (if installed) show no change in indication during
climb/descent.
Conditions: Primary static source is clogged.
Procedures:
Alternate static source toggle valve (on
affected side)
PULL UP
NOTE: The altimeter will indicate 60 feet less during climb operations.
CO−PILOT PITOT TUBE ALTERNATE STATIC SOURCE
TOGGLE VALVE LOCATED ON OPPOSITE SIDE OF
INSTRUMENT PANEL.
NOTE: TO OPERATE TOGGLE VALVE, PULL
VALVE HANDLE UP. TO RETURN TO PRIMARY
STATIC SOURCE, PUSH HANDLE DOWN.
F92−024
Figure 3−4. Alternate Static Source Toggle Valve
3−24
FAA Approved
Revision 6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−11. ENGINE AND GENERATOR MALFUNCTION INDICATIONS
NOTE: Certain malfunctions may require an engine to be shutdown, however, the pilot
must assess the type of problem and decide if the affected engine is to remain
operational.
ENGINE CHIPS CAUTION
ANNUNCIATOR (YELLOW)
ENGINE FIRE WARNING
ANNUNCIATOR (RED)
HIGH ENGINE OIL TEMPERATURE
WARNING ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR
(YELLOW)
FIRE
CHIPS
ENGINE LOW OIL TEMPERATURE
CAUTION ANNUNCIATOR (YELLOW)
GENERATOR HIGH LOAD
CAUTION ANNUNCIATOR (YELLOW)
° C %PSI
LOW ENGINE OIL PRESSURE
CAUTION ANNUNCIATOR (YELLOW)
WARNING ANNUNCIATOR (RED)
%LOAD
GEN
NG HIGH
WARNING ANNUNCIATOR (RED)
NG HIGH
CAUTION ANNUNCIATOR (YELLOW)
GENERATOR LOAD
DIGITAL DISPLAY (WHITE)
NG
GENERATOR OUT CAUTION
ANNUNCIATOR (YELLOW)
HIGH ENGINE OIL PRESSURE
CAUTION ANNUNCIATOR (YELLOW)
NG LOW WARNING
ANNUNCIATOR (RED)
F92−025
Figure 3−5. Engine and Generator Malfunction Annunciators
ENGINE HIGH OIL TEMPERATURE
Indications: Upper yellow caution annunciator ON at 105°C and/or red warning annunciator
ON at 110°C
NOTE: The engine is certified to operate continuously up to 110°C. The caution range
and yellow annunciator are advisories only and indicate temperatures
approching maximum.
Procedures:
Reduce power on affected engine.
Monitor pressure and temperature.
NOTE: If temperature remains above limits (red annunciator ON) and/or abnormal oil
pressure is indicated, shut down affected engine.
If indications return to normal, increase power on affected engine as desired.
Land as soon as practical.
FAA Approved
Original
3−25
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ENGINE LOW OIL TEMPERATURE
Indications: Lower yellow caution annunciator ON at +10°C and below for NG >50%.
Procedures:
Allow engine oil temperature to increase to normal range before placing Engine
Control in FLY.
ENGINE HIGH OIL PRESSURE
NOTE: The red high engine oil pressure annunciator is only activated during the lamp
test mode.
Indications: Upper yellow caution annunciator ON if the oil pressure is greater than 100%
PSI for more than 5 minutes.
Procedures:
Monitor pressure.
Continue flight.
Advise maintenance.
ENGINE LOW OIL PRESSURE
Indications: Lower yellow caution annunciator or lower red warning annunciator ON.
Procedures:
3−26
If single engine power is sufficient to continue flight, shut down affected engine.
Land as soon as practical.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ENGINE CHIPS
Indications: Yellow CHIPS caution annunciator ON.
Conditions: On ground:
Shut down engine
Conditions: In flight:
Land as soon as practical.
NG HIGH
Indications: Red warning or yellow caution annunciator ON.
Procedures:
Reduce power to normal range
Check engine torque and EGT indications
NG LOW
Indications: Red warning annunciator ON.
Procedures:
Check affected engine IIDS indications (primary display) for possible engine
failure.
If engine failure is confirmed, proceed with engine failure procedures (Ref.
paragraph 3−3).
FAA Approved
Original
3−27
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
GENERATOR HIGH LOAD
Indications: Upper yellow generator high load annunciator ON.
Procedures:
Turn off unnecessary electrical equipment.
CAUTION
Failure to turn off unnecessary electrical equipment may cause
the generator(s) to automatically go off line.
GENERATOR
Indications: Yellow GEN annunciator ON and %LOAD is ‘‘0’’.
Procedures:
L GEN or R GEN (or both if dual generator
failure) switch
RESET
If GEN annunciator still ON
OFF FOR AFFECTED
GENERATOR(S)
Continue flight.
If both generators failed.
Power switch
Land as soon as practical.
ESNTL UNLESS FLIGHT
CONDITIONS DICTATE
OTHERWISE
NOTE: With both generators failed and the power switch in the ESNTL position, a fully
charged battery will supply power for at least 30 minutes.
WIth the power switch in the ESNTL position, only that equipment powered by
the essential bus will be operational.
3−28
FAA Approved
Original
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
3−12.TRANSMISSION MALFUNCTION INDICATIONS
TRANSMISSION
HIGH OIL TEMP WARNING
ANNUNCIATOR (RED)
FIRE WARNING
ANNUNCIATOR (RED)
TRANSMISSION
HIGH OIL TEMP CAUTION
ANNUNCIATOR (YELLOW)
TRANSMISSION
LOW OIL TEMP
CAUTION
ANNUNCIATOR
(YELLOW)
TRANSMISSION CHIPS CAUTION
ANNUNCIATOR (YELLOW)
TRANSMISSION
HIGH OIL PRESSURE
WARNING ANNUNCIATOR (RED)
FIRE
CHIPS
TRANSMISSION
HIGH OIL PRESSURE CAUTION
ANNUNCIATOR (YELLOW)
° C %PSI
TRANSMISSION
LOW OIL PRESSURE CAUTION
ANNUNCIATOR (YELLOW)
TRANSMISSION
LOW OIL PRESSURE
WARNING
ANNUNCIATOR (RED)
F92−026
Figure 3−6. Transmission Malfunction Annunciators
TRANSMISSION OIL TEMPERATURE HIGH
Indications: Upper yellow caution or red annunciator ON.
Procedures:
Reduce power
Transmission oil pressure
CHECK
If temperature remains high
LAND AS SOON AS POSSIBLE
TRANSMISSION OIL TEMPERATURE LOW
Indications: Lower yellow caution annunciator ON.
Procedures:
Continue flight
Do not takeoff with low temperature annunciator ON.
FAA Approved
Original
3−29
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TRANSMISSION OIL PRESSURE LOW
Indications: Lower red warning annunciator ON.
Conditions: Loss of transmission oil pressure.
Procedures:
Reduce power to 56% torque or less as soon as possible.
Land as soon as possible.
NOTE: The transmission has demonstrated operation without oil for 30 minutes at a
power setting of 56%.
Indications: Lower yellow caution annunciator ON.
Procedures:
Land as soon as practical.
TRANSMISSION OIL PRESSURE HIGH
Indications: Upper yellow caution annunciator ON or red warning annunciator ON.
Procedures:
Monitor transmission oil pressure.
Land as soon as practical.
TRANSMISSION CHIPS
Indications: Yellow CHIPS annunciator ON.
Procedures:
3−30
Reduce airspeed to 100 KIAS.
Monitor transmission oil temperature and pressure. If normal, land as soon
as practical.
If temperature/pressure are not normal, land as soon as possible.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−13.FUEL SYSTEM DISPLAY ADVISORIES
FIRE
FIRE
FIRE
CHIPS
CHIPS
CHIPS
CAB HEAT
BAT HOT
BAT WRM
°C %PSI
°C %PSI
°C %PSI
FUEL
%LOAD
GEN
%LOAD
GEN
NG
ROTOR
BRAKE
CABIN
DOOR
BAGGAGE
DOOR
1 HYD 2
IIDS
FUEL FILTER
IMPENDING
BY−PASS CAUTION
(YELLOW)
FUEL SHUTOFF
VALVE (YELLOW)
(NOTE 1)
FUEL FILTER
IMPENDING BY−PASS
CAUTION
FUEL SHUTOFF
VALVE (YELLOW)
(NOTE 1)
NG
°C
OAT
LB
ÇÇ
ÂÂ
ÉÉ
ÂÂ
YELLOW
WHITE
RED
GREEN
A. NORMAL FUEL PRESSURE
B. NORMAL FUEL FLOW WITH IMPENDING ENGINE FUEL FILTERS BY−PASS
C. INDICATES LOW FUEL PRESSURE ON BOTH FUEL BOOST PUMPS
OR BOTH BOOSTER PUMPS IN OFF POSITION
FUEL
LOW FUEL
WARNING
TICK MARK (RED)
(LEFT SHOWN,
(RIGHT OPPOSITE)
FUEL QUANTITY
SEGMENTS
ÉÉÉÉ
ÇÇÇÇ
LB
D. LOW FUEL PRESSURE LEFT BOOST PUMP WITH NORMAL FUEL
PRESSURE ON RIGHT BOOSTER PUMP
LOW FUEL CAUTION
SEGMENT
(YELLOW)
E. INDICATES BOTH FUEL SHUTOFF VALVES IN CLOSED POSITION (NOTE 1)
LOW FUEL WARNING SEGMENT
(RED)
FUEL QUANTITY DIGITAL
DISPLAY (WHITE)
NOTE:
1. THE LIGHT SEGMENT BAR(S) WILL FLASH ON THE IIDS PANEL WHEN
THE VALVE IS IN TRANSIT BETWEEN THE OPEN AND CLOSED POSITION.
F92−027
Figure 3−7. Fuel System Advisory Indicators
FAA Approved
Original
3−31
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUEL LOW
Indications: Fuel quantity displays yellow caution bars when fuel level decreases to 300
pounds; the red warning bar displays at 150 pounds. Low fuel warning tick
mark(s) displays at 127 to 97 LBS while in cruise flight.
NOTE: Under normal operating conditions (cruise flight), a low fuel warning tick mark
(left or right) will illuminate when approximately 127 to 97 total pounds remain
in the fuel tank. With tick mark(s) illuminated and both engines operating at MCP,
approximately 10 minutes of fuel remain.
Under conditions where either side of the fuel tank fails (i.e.,develops a
substantial leak) the system will display a low fuel warning tick mark when
approximately 10 minutes of fuel remain (65 LBS) on either side of the collector
tank at maximum OEI fuel consumption rate.
Procedures:
With low fuel warning tick mark(s) ON
140 KIAS MAXIMUM AND AVOID
UNCOORDINATED
TURNS/MANEUVERS
Indications: Early display of low fuel warning tick marks − above 220 LBS in hover and
160 LBS in cruise.
Conditions: Fuel transfer system malfunction.
Procedures:
Place L BOOST and R BOOST switches OFF.
NOTE: Expect engine flameout on side with early low fuel warning tick mark illuminated.
FUEL BOOST PUMP FAILURE
Indications: Alternating white and yellow offset segments indicate low fuel pressure.
Procedures: Single Failure
Place L BOOST and R BOOST switches OFF.
NOTE: If helicopter is equipped with the Supplemental fuel system, refer to Section X,
“Operating Instructions: Supplemental Fuel System” for information regarding
fuel transfer with boost pumps off.
For operation with Secondary Fuels (Ref. Section II), continue flight and avoid
high ‘‘G’’ maneuvers.
Continue flight
NOTE: If flight is continued into low fuel conditions (fuel warning tick mark(s) on), it is
possible for an engine to flame out from fuel starvation with as much as 50 LBS
of fuel still being indicated on the fuel quantity display. Under this condition, the
indicated fuel is available for OEI flight using the remaining engine.
3−32
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
SINGLE FUEL PROBE FAILURE
Indications: Digital fuel quantity indicator blanked.
Vertical fuel quantity segments indicate approximately half the remaining fuel
quantity.
Procedures:
NOTE: Continuous display of fuel flow is available on the IIDS as a top level menu item:
L ENG WF XXX PPH
L ENG WF XXX PPH
Continue the flight using consumption and time calculations.
DUAL FUEL PROBE FAILURE
Indications: Digital fuel quantity indicator blanked.
Vertical quantity segments blanked.
NOTE: The low fuel warning tick mark indication remains operational with a dual fuel
probe failure.
Procedures:
Continue the flight using consumption and time calculations.
NOTE: Continuous display of fuel flow is available on the IIDS as a top level menu item:
L ENG WF XXX PPH
L ENG WF XXX PPH
IMPENDING FUEL FILTER BYPASS
Indications: Impending bypass is shown by an inverted ‘‘U’’
above affected fuel flow line.
Procedures:
Continue flight
If other bypass indicator is displayed
FAA Approved
Original
LAND AS SOON AS POSSIBLE
3−33
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUEL SHUTOFF VALVE MALFUNCTION
Indications: Two yellow bar segments flashing above and below the fuel flow line
to the left or right of center.
Conditions: Fuel valve not fully opened/closed
Procedures:
In flight:
Continue flight
Be prepared for affected engine to flame out
Pre Start:
Fuel shutoff switch
CYCLE OFF TO ON
If no change in indication
DO NOT ATTEMPT START
3−34
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−14.CAUTION AND WARNING ADVISORIES
CAB HEAT
BAT HOT
BAT WRM
ROTOR
BRAKE
CABIN
DOOR
BAGGAGE
DOOR
1 HYD 2
IIDS
°C
OAT
CABIN HEAT
WARNING ANNUNCIATOR (RED)
BATTERY HOT
WARNING ANNUNCIATOR (RED)
BATTERY WARM
CAUTION ANNUNCIATOR (YELLOW)
ROTOR BRAKE
CAUTION ANNUNCIATOR (YELLOW)
CABIN DOOR OPEN
CAUTION ANNUNCIATOR (YELLOW)
BAGGAGE DOOR OPEN
CAUTION ANNUNCIATOR (YELLOW)
HYDRAULIC SYSTEM
PRESSURE OR HIGH TEMPERATURE
CAUTION ANNUNCIATOR (YELLOW)
IIDS MALFUNCTION
CAUTION ANNUNCIATOR (YELLOW)
F92−028
Figure 3−8. Caution/Warning Cluster
CABIN HEAT
Indications: Red CAB HEAT annunciator ON and activation of the warning tone for two
seconds.
Conditions: Bleed air leak
Procedures:
Turn CAB HEAT switch OFF.
FAA Approved
Original
3−35
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
BATTERY HOT
Indications: Red BAT HOT warning annunciator ON (battery internal temperature 71°C)
and activation of the warning tone for two cycles.
Conditions: On ground
Procedures:
Shut down aircraft.
Service or replace battery prior to next flight.
WARNING
Overheated battery can cause burns to personnel unless
protective clothing and adequate tools are utilized. In some
instances the battery may cause a secondary fire or may rupture
adding the further danger of electrolyte burns. Exercise caution
in dealing with an overheated battery. Maintain extinguisher ready
for use. Do no use the fire extinguisher to cool the battery.
Conditions: In flight
Procedures:
3−36
Power switch OFF.
Land as soon as possible
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
BATTERY WARM
Indications: Yellow BAT WRM annunciator ON (battery internal temperature 57°C).
Conditions: On ground
CAUTION
Do not attempt to start an engine on battery power with BAT WRM
annunciator ON.
NOTE: A battery warm condition results in the battery being disconnected from the
aircraft electrical system once a generator is placed on line. Generator power
alone is not sufficient to start an engine.
Procedures:
Utilize a GPU to start engines.
Power switch OFF after both generators are on line.
If BATT WARM annunciator remains ON for more than five minutes, shutdown
the aircraft.
Otherwise, continue flight.
Service or replace battery prior to next flight.
Conditions: In flight
Procedures:
Power switch OFF.
Continue flight.
Service or replace battery prior to next flight.
FAA Approved
Original
3−37
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ROTOR BRAKE
Indications: Yellow ROTOR BRAKE annunciator ON.
Procedures:
CHECK STOWED
Rotor brake handle
If annunciator remains on, land as soon as possible.
CABIN DOOR
Indications: Yellow CABIN DOOR annunciator ON.
Conditions: On ground
Procedures:
Close and safe lock door
Conditions: In the air
Procedures:
Reduce airspeed to 60 KIAS (Ref. Section II)
Land as soon as practical and close and safe lock the door.
BAGGAGE DOOR
Indications: Yellow BAGGAGE DOOR annunciator ON.
Conditions: On ground
Procedures:
Close and safe lock door
Conditions: In the air
Procedures:
3−38
Land as soon as practical and close and safe lock the door.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
IIDS
Indications: Yellow IIDS annunciator ON.
Conditions: IIDS fault
Procedures:
Continue flight.
Check fault log after landing; advise maintenance.
3−15.OTHER MALFUNCTION/ADVISORIES
IIDS FAILURE
Indications: IIDS displays blanks.
Conditions: Loss of electrical power to IIDS.
Procedures: On ground
Shut down.
Procedures: In flight
Reduce airspeed to 100 KIAS or less.
Reduce electrical load.
Land as soon as practical.
BATTERY DISCHARGE
Indications: BATT DISCHARGE message on IIDS alphanumeric display.
Conditions: Battery bus voltage is less than 26 volts
Procedures:
Check generator load indications.
Recycle GEN switches as required.
FAA Approved
Original
3−39
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
EXTINGUISHER PRESSURE LOW
Indications: EXTNGSHR PRESS LO message on IIDS alphanumeric display
Conditions: Low pressure in Halon containers
Procedures: Advise maintenance
IPS BYPASS
Indications: IPS BYPASS message on IIDS alphanumeric display.
Conditions: Both IPS bypass doors open.
Procedures: Advisory only
NACA INLET MALFUNCTION
NOTE: Helicopters with the standard engine inlet screen do not have NACA doors.
Indications: NACA DOOR message on IIDS alphanumeric display.
Conditions: NACA door(s) in the incorrect position.
Procedures:
NOTE: In the event that the malfunction results in one door remaining closed after the
aircraft has gone beyond the threshold airspeed of 47 KIAS, the engine with the
closed NACA door will indicate a higher EGT than the engine having the NACA
door open.
Place NACA INLET switch in CLOSE if flying in falling or blowing snow (Ref.
Section II).
NOTE: Flight into falling or blowing snow is only permitted when the NACA inlet switch
is in the closed position. The switch shall remain in the closed position for the
duration of the flight, even after leaving the falling or blowing snow conditions.
Advise maintenance
ROTOR SPEED DISPLAY MALFUNCTION
Indications: Rotor speed display blanks.
Procedures: Avoid high rates of descent and maneuvers that would cause the rotor to
overspeed (e.g., rapid decelerations, quick stops, etc.)
3−40
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
3−16.VIBRATIONS
Indications: Sudden, unusual or excessive vibrations occurring during flight.
Conditions: The onset of unusual or excessive vibrations in the helicopter may be an
indication of problems in the rotor or drive train systems.
Procedures:
LAND AS SOON AS POSSIBLE.
No further flights should be attempted until the cause of the vibration
has been identified and corrected.
Indications: CHECK NOTAR BAL" or CHECK ROTOR BAL" on IIDS alphaneumeric
display.
Conditions: NOTAR fan or main rotor balance out of acceptable range.
Procedures:
Clear message from adphaneumeric display.
Land as soon as practical.
If the message on alphaneumeric display reappears during the
CAUTION same flight, land as soon as possible.
Advise maintenance.
3−17.EMERGENCY EQUIPMENT
Emergency Fire Extinguisher:
The fire extinguisher mounts to the aft side of the center console. It detaches
from the mounting bracket by unfastening the quick release clamps. The extinguisher uses Halon 1211 extinguishing agent. The fire extinguisher is equipped
with a pressure gauge that indicates normal, charge, and overcharge pressures.
F92−030
Figure 3−9. Emergency Fire Extinguisher
FAA Approved
Revision 5
3−41
CSP−902RFM206E−1
Emergency and
Malfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
First Aid Kit:
The first aid kit is located on the right hand sidewall panel of the baggage compartment.
3−18.EMERGENCY EGRESS
Crew compartment doors:
Both doors function as primary and emergency exits.
Cabin door window removal:
Each cabin door window may be used as an emergency exit by pulling the emergency
exit pull tab and pulling the window inward (Ref. Figure 3−10).
RIGHT SHOWN
LEFT OPPOSITE
COCKPIT DOOR FRAME
LOOKING OUTBOARD
RIGHT SIDE
1. LOCATED ON UPPER
COCKPIT DOOR FRAME
CREW COMPARTMENT DOOR EXIT
2. LOCATED ADJACENT
TO COCKPIT DOOR
ACCESS HANDLE
EMERGENCY EXIT RELEASE
EMERGENCY EXIT
PULL TAB
TO REMOVE WINDOW
CABIN DOOR EMERGENCY EXIT
F92−029
Figure 3−10. Cabin Door Emergency Exit
3−42
FAA Approved
Revision 5
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
SECTION IV
NORMAL PROCEDURES
TABLE OF CONTENTS
PARAGRAPH
PAGE
4−1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−1
Figure 4−1. Pilot’s Preflight Guide (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . .
4−2
Figure 4−1. Pilot’s Preflight Guide (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−3
4−2. Pilot’s Daily Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−4
4−3. Pilot’s Preflight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−2. Instrument Panel − Single Pilot (Typical) . . . . . . . . . . . . . . . . . . . .
Figure 4−3. Instrument Panel − Two Pilot (Typical) . . . . . . . . . . . . . . . . . . . . . .
Figure 4−4. Switches and Circuit Breakers − Console Mounted (Typical) . . .
Figure 4−5. Circuit Breakers − Baggage Compartment Mounted (Typical) . .
Figure 4−6. Collective Pitch Stick Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−7. Cyclic Stick Grip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−15
4−16
4−17
4−18
4−19
4−20
4−21
4−4. Engine Pre−Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−22
4−5. Engine Starting − Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−24
4−6. Engine Runup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−25
4−7. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−25
4−8. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−26
4−9. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−26
4−10. Slow Flight/Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−26
4−11. Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−8. Tail Skid to Landing Surface Clearance . . . . . . . . . . . . . . . . . . . . . .
4−27
4−27
4−12. Engine/Aircraft Shutdown − Normal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−9. Cyclic Centering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−28
4−29
4−13. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−30
4−14. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−31
4−15. Flight With Doors Removed or Cabin Doors Open . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−10. Cabin Door Hold Open Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−32
4−32
4−16. One Engine Inoperative Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−33
4−17. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−33
FAA Approved
Revision 6
4−i/(4−ii blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
SECTION IV
NORMAL PROCEDURES
4−1. PREFLIGHT REQUIREMENTS
NOTE: The checks described in this Section apply to the standard configuration MD900
and do not include certain optional equipment items. Preflight checks for optional
equipment items may be found in Section X of this manual. If your helicopter is
equipped with STC’d items, refer to the STC holder’s flight manual supplement.
‘‘CHECK’’ means to observe the helicopter and note any obvious damage. Damage
is defined as any condition that is not normal or not within limits. Examples of
conditions to look for are: inoperable equipment, excessive leakage, discoloration
caused by heat, loose attachment, dents, cracks, punctures, abrasion, chafing, galling, nicks, scratches, delamination and evidence of corrosion. These are the most
common types of damage, however, checks should not be limited to these items.
Further checks shall be performed before the next flight if discrepancies are noted
to determine if the aircraft is airworthy. Flight is prohibited when unrepaired damage
exists which makes the aircraft unairworthy.
Have a thorough understanding of operating limitations. (Ref. Section II).
Service helicopter as required. (Ref. Section VIII and the Aircraft Maintenance
Manual).
Determine that helicopter loading is within limits. (Ref. Sections II and VI).
Checkhelicopterperformancedata.(Ref. Sections V, IX,andX).
CAUTION
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.
Perform Pilot’s Daily Preflight check prior to the first flight of the day.
Perform Pilot’s Preflight Check prior to subsequent flights that same day.
Brief passengers on relevant operational procedures and associated hazards (Ref.
Section I).
FAA Approved
Original
4−1
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
F92−031−1A
Figure 4−1. Pilot’s Preflight Guide (Sheet 1 of 2)
4−2
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
F92−031−2A
Figure 4−1. Pilot’s Preflight Guide (Sheet 2 of 2)
FAA Approved
Revision 4
4−3
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−2. PILOT’S DAILY PREFLIGHT CHECK
Perform these checks prior to the first flight of the day.
PRELIMINARY CHECKS
Aircraft attitude
CHECK
Covers and tiedowns
REMOVE
Main rotor blades
CHECK
EXTERIOR CHECKS − FRONT
Battery compartment
BATTERY CONNECTED; SECURE
Battery compartment door
CONDITION; CLOSED
Pitot tube(s)
CONDITION, FREE OF
OBSTRUCTIONS
Windscreen
CONDITION
Chin windscreen
CONDITION
CHECK PEDAL LINKAGES;
FOREIGN OBJECTS
Fuselage Bottom:
Landing and searchlight
SECURITY, CONDITION
Antennas
CHECK
OAT probe
CHECK
Chin windscreen area
FORWARD RIGHT SIDE
Right crew door:
4−4
Glass and vents
Hinges
Latch system and handle
Door release handle
SECURITY, CONDITION
CHECK
CHECK OPERATION
CONDITION
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
OPERATION, SECURITY, CONDITION
CONDITION; NOTHING STOWED
UNDER SEAT
Door strut and strap
Crew Seat
Pilot pedals:
Adjust
ADJUSTMENT PINS ENGAGED
OBSERVE MOVEMENT OF THRUSTER
Move pedals by hand
Electrical master panel:
POWER switch
IIDS panel:
Fuel quantity
BAT/EXT
CHECK LAMP TEST MODE (B.I.T.)
CHECK
NOTE: With the Range Extender installed the fuel quantity indication will not display
actual fuel weight when the fuel system is ‘‘topped off’’. Remove fuel cap and pull
lanyard to assure tank is full by noting fuel level on the inside of filler neck (Ref.
SECTION VIII). Fuel can be trapped in filler neck by the flapper valve.
CHECK OPERATION OF LIGHTS AS
REQUIRED
Lighting control panel
Electrical master panel:
POWER switch
Crew door
OFF
CLOSE
FUSELAGE − RIGHT SIDE
Landing gear:
Skid tube step
SECURITY, CONDITION
Forward spacer fitting; crosstube
CHECK
Skid tube and abrasion strips
CHECK
Aft crosstube and damper fluid level
CHECK (REF. SECTION VII)
Aft fuel vent fairing
CLEAR OF OBSTRUCTIONS
Fuel catch can drain (if installed)
DRAIN
Fuel sump drain:
Push in fuel drain control to take sample CHECK FOR CONTAMINATION;
VERIFY PROPER OPERATION OF
DRAIN VALVES
Forward fuselage skin and steps
Fuel drain door
CLOSED
CONDITION
FAA Approved
Original
4−5
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Auxiliary power door, avionics access panel, SECURITY, CONDITION
static port, fuel cap
Right side passenger door:
Upper and lower track and guide
CHECK
Door rollers
CHECK OPERATION
Door skin and glass
CHECK
Door stops/pins
CHECK
Right side passenger compartment:
Upholstery
CHECK CONDITION
Seats and seat belts
CHECK OPERATION
Cabin heat controls
AS DESIRED
Loose equipment
STOWED
NOTE: Nothing stowed under seats that are to be occupied.
RIGHT FORWARD TRANSMISSION DECK
Hydraulic System:
Hydraulic manifold
CHECK MOUNTING AND FLUID LEVEL
System filters
CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)
Longitudinal hydraulic actuator
CHECK LEAKS, MOUNTING
Hydraulic lines
CHECK LEAKS, FITTINGS
Static mast supports
CHECK ATTACHMENT
Rotor brake fluid level
CHECK (IF INSTALLED)
Environmental control system:
Air inlet screen
CHECK
Cabin air and fan plenum
CHECK MOUNTING
Air ductwork
CHECK CONDITION
Transmission deck
4−6
CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
Oil cooler
CHECK LEAKS
Forward access door
CHECK OPERATION AND CONDITION;
CLOSE
RIGHT CENTER TRANSMISSION DECK
Oil cooler:
Cooling air inlet
NO OBSTRUCTIONS
Oil cooler
CHECK MOUNTING AND CONDITION
Air ducts
CHECK MOUNTING AND CONDITION
Transmission:
Transmission oil level
CHECK
Transmission oil filler cap
CHECK SECURITY
Static mast support
CHECK MOUNTING AND CONDITION
Forward outside engine mount
CHECK MOUNTING AND CONDITION
Engine drive shaft
CHECK
Fan drive shaft
CHECK
Rotor brake
CHECK
Transmission deck
CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
Engine accessory gear box
CHECK FITTINGS, LINES, CONNECTORS
AND WIRING
Engine oil filter
CHECK BYPASS INDICATOR
Transmission access door latches, hinges,
and door
CHECK OPERATION; CLOSE
Cabin door closed and latched
CHECK
FAA Approved
Revision 2
4−7
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUSELAGE − RIGHT TOP REAR
CHECK
Work platforms/steps.
Engine air inlet w/o particle separator:
Inlet screen
CHECK − NO OBSTRUCTIONS
NACA inlet
NO OBSTRUCTIONS
Engine air inlet with particle separator:
Particle separator
CHECK − NO OBSTRUCTIONS
Bypass door
CLOSED − CONDITION OF SEAL
NACA inlet door
CLOSED − NO OBSTRUCTIONS
Right Engine:
Engine oil access door
CHECK CONDITION
Engine oil level
CHECK
NOTE: To reduce the possibility of over servicing and ensure accurate readings for oil
consumption measurement, it is recommended that oil level always be checked
within 10 minutes after engine shutdown (Ref Section VIII).
Oil filler cap
CHECK
Engine cowling assembly
CHECK
Fuselage skin
Notar fan inlet:
Fan air inlet screen and duct
CHECK CLEAR
Notar fan blades
CHECK
CHECK CONDITION
ROTOR SYSTEM
Stationary swashplate
CHECK
Lower control rodend bearings
CHECK
Rotating swashplate
CHECK
Scissors drive link
CHECK
Pitch change links
CHECK
Striker plates and rollers
CHECK
Inner flexbeam attach points
CHECK
4−8
FAA Approved
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Flexbeam lead and lag legs
Upper and lower damper and damper caps
Elastomeric feathering bearing
Pitch change housing
Blade attach pins (bolts):
Check for upward or downward shift of
installed blade retention bolts.
Check blade retention bolts for gap between thrust washer and retainer.
Blade attach points
Rotor blades
Top of rotor head
CSP−902RFM206E−1
Normal Procedures
CHECK
CHECK
CHECK
CHECK
ADVISE MAINTENANCE IF SHIFT IS
NOTED
ADVISE MAINTENANCE IF NO GAP IS
PRESENT
CHECK
CHECK
CHECK
FUSELAGE − RIGHT REAR
Fuselage skin
Exhaust ejector cowl
Baggage door:
Handle
Skin
Door strut
Rear spoiler
Hinge pins
Environmental control system vent
Baggage compartment:
Loose items
Circuit breaker panel
Fan Control Rod Spring Capsule:
• • Baggage compartment ceiling panel
•
• • •
CHECK
CHECK
OPERATION
CHECK
CHECK
CHECK
CHECK
CHECK
SECURED
CHECK
UNZIP
CHECK
Control rod spring capsule
NOTE: Check piston rod for movement, clips installed on outer bellcrank assembly and
lanyards connected to clips. If clips are bent and/or lanyards are taut, or piston
rod moves in any direction, advise maintenance.
• • •
Baggage compartment ceiling panel
Baggage door
ZIP UP
CLOSED AND LATCHED
FAA Approved
Revision 6
4−9
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TAILBOOM AND EMPENNAGE − RIGHT SIDE
Tailboom attach ring
CHECK
Tailboom slots
CLEAR OF OBSTRUCTIONS
Tailboom
CHECK CONDITION
Horizontal stabilizer:
Horizontal stabilizer attach points
CHECK
Horizontal stabilizer fairing
CHECK
Vertical stabilizer
CHECK
Nav light/strobe lenses
CHECK
Thruster rotating cone:
CHECK FOR FREEDOM OF ROTATION
Place hands at the 11 and 5 o’clock positions and press inward while rotating the
cone to the left and right. Repeat check by using the 1 and 7 o’clock positions. Advise maintenance if any unusual noise or roughness is noticed.
CAUTION: Do not rotate cone beyond one−half left/right open.
CHECK
Turning vanes
TAILBOOM AND EMPENNAGE − LEFT SIDE
Horizontal stabilizer:
Horizontal stabilizer attach points
CHECK
Horizontal stabilizer fairing
CHECK
Tail skid
CHECK
Vertical stabilizer
CHECK
Nav light
CHECK
Tailboom
CHECK CONDITION
Tailboom attach ring
CHECK
4−10
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
LEFT REAR FUSELAGE
Fuselage skin
CHECK
Exhaust ejector cowl
CHECK
Work platforms/steps
CHECK
FUSELAGE − LEFT SIDE
Landing gear:
CHECK
Aft crosstube and damper fluid level
CHECK (REF. SECTION VII)
Passenger step
CHECK
Skid tube and abrasion strips
CHECK
Forward spacer fitting; crosstube
CHECK
Skid tube step
SECURITY, CONDITION
Underside of fuselage:
Fuel catch can drain (if installed)
DRAIN
Fuselage skin
CHECK
Left side passenger door:
Upper and lower track and guide
CHECK
Door rollers
CHECK OPERATION
Door skin and glass
CHECK
Door stops/pins
CHECK
Left side passenger compartment:
Upholstery
CHECK CONDITION
Seats and seat belts
CHECK OPERATION
Loose equipment
STOWED
NOTE: Nothing stowed under seats that are to be occupied.
FAA Approved
Original
4−11
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FORWARD LEFT SIDE
Left crew/passenger door:
Glass and vents
SECURITY, CONDITION
Hinges
CHECK
Latch system and handle
CHECK OPERATION
Door release handle
CONDITION
Door strut and strap
OPERATION, SECURITY, CONDITION
Crew Seat
CONDITION − NOTHING STOWED
UNDER SEAT
NOTE: Nothing stowed under seats that are to be occupied.
Co−pilot pedals (if installed)
ADJUSTED; ADJUSTMENT PINS
ENGAGED
Crew door
CLOSE
Avionics access panel
CHECK
Static port
CHECK − NO OBSTRUCTIONS
Fwd fuel vent fairing
CHECK − NO OBSTRUCTIONS
LEFT FORWARD TRANSMISSION DECK
Hydraulic System:
Hydraulic manifold
CHECK MOUNTING AND FLUID LEVEL
System filters
CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)
Lateral and collective hydraulic actuators
CHECK LEAKS, MOUNTING
Hydraulic hand pump (if installed)
CHECK LEAKS, FITTINGS
Hydraulic lines
CHECK LEAKS, FITTINGS
Static mast supports
4−12
CHECK ATTACHMENT
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
Environmental control system: (if installed)
Evaporator
CHECK
Freon lines
CHECK
Air ductwork
CHECK CONDITION
Transmission deck
CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
Transmission oil filter
CHECK BYPASS INDICATOR (REF.
SECTION VIII)
Oil cooler
CHECK LEAKS
Forward access door
CHECK OPERATION AND CONDITION;
CLOSE
LEFT CENTER TRANSMISSION DECK
Oil cooler:
Cooling air inlet
NO OBSTRUCTIONS
Oil cooler
CHECK MOUNTING AND
CONDITION
Air ducts
CHECK MOUNTING AND
CONDITION
Static mast support
CHECK MOUNTING AND
CONDITION
Forward outside engine mount
CHECK MOUNTING AND
CONDITION
Engine drive shaft
CHECK
Fan drive shaft
CHECK
Rotor brake
CHECK
Transmission deck
CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE
FAA Approved
Original
4−13
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Engine accessory gear box
CHECK FITTINGS, LINES,
CONNECTORS AND WIRING
Engine oil filter
CHECK BYPASS INDICATOR
Transmission access door latches, hinges,
and door
CHECK OPERATION; CLOSE
Cabin door closed/open and latched/secured CHECK
FUSELAGE − LEFT TOP REAR
Engine air inlet w/o particle separator:
Inlet screen
CHECK − NO OBSTRUCTIONS
NACA inlet
NO OBSTRUCTIONS
Engine air inlet with particle separator:
Particle separator
CHECK − NO OBSTRUCTIONS
Bypass door
CLOSED, CONDITION OF SEAL
NACA inlet door
CLOSED, NO OBSTRUCTIONS
Left Engine:
Engine oil access door
CHECK
Engine oil level
CHECK
NOTE: To reduce the possibility of over servicing and ensure accurate readings for oil
consumption measurement, it is recommended that oil level always be checked
within 10 minutes after engine shutdown (Ref Section VIII).
Oil filler cap
CHECK
Engine cowling assembly
CHECK
4−14
FAA Approved
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
4−3. PILOT’S PREFLIGHT CHECK
Perform these checks prior subsequent flights of the same day.
Fluid levels
CHECK
Transmission deck − signs of fluid leakage
CHECK
Air inlet screens/particle separators
CHECK
Fuel cap, access doors and panels
CHECK
Rotor blades
CHECK BLADE RETENTION BOLTS
(PINS)
Tailboom and empennage
CHECK
Cargo and loose equipment
CHECK
Baggage, cabin and crew doors
CHECK
FAA Approved
Revision 5
4−15
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ATTITUDE
INDICATOR
AIRSPEED
INDICATOR
MAGNETIC COMPASS
TAKEOFF TIMING
INDICATOR LIGHTS
IIDS
ALTIMETER
IVSI
VSCS INDICATOR
ALTERNATE STATIC
SOURCE TOGGLE VALVE
FOOT HEATER
CONTROL VALVE
92−032−1
Figure 4−2. Instrument Panel − Single Pilot (Typical)
4−16
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
NOTE 2:
NOTE 2:
ALTERNATE STATIC SOURCE
TOGGLE VALVE FOR LEFT SIDE
PITOT/STATIC INSTRUMENTS.
NOTE 1:
NOTE 1:
ALTERNATE STATIC SOURCE
TOGGLE VALVE
F92−032−2
Figure 4−3. Instrument Panel − Two Pilot (Typical)
FAA Approved
Original
4−17
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ENGINE CONTROL
OVSP TEST
R ENGINE
L ENGINE
IDLE FLY TRAIN
IDLE FLY TRAIN
KEY SWITCH
OFF
OFF
UTILITY PANEL
FUEL SYSTEM
L BOOST
R BOOST
ON
ON
HYD
TEST
OFF
OFF
SYS 1
FUEL SHUTOFF
SYS 2
BOTTLE
DISCHARGE
O
F
F
OFF
ON
ON
L VSCS R
ON
OFF
OFF
TEST
IPS
RIGHT OFF
LEFT OFF
ELECTRICAL MASTER
AVIONICS
ON
L GEN
ON
OFF
R GEN
ON
POWER
BAT/EXT
OFF
RESET
OFF VENT
LOW
VENT
HIGH
OFF
ALT
OFF
COOL
OVRD
LOW
COOL
ON HIGH
PITOT
HEAT
PRI
AC/VENT
CAB
HEAT
OFF
NACA
INLET
CLOSE
NOTE
NORMAL
ESNTL
RESET
R ESS BUS
LIGHTING CONTROL
LT MSTR
ON
OFF
STROBE
FLOOD
POSN
ON
ON
OFF
OFF
GCU
R
ENG XMSN
FIRE R FIRE
IIDS
VSCS
R
TRIM
FUEL PITOT
VLV R HEAT R
IIDS
CONSOLE
OFF
ESS
BUS R
COCKPIT
HEAT
CONTROL
AP/SAS INSTR
AUDIO ALERT LTG
OFF
INSTR
AREA
BOTH
CKP
CAB
OFF
EADI AHRS 1 NAV
R PRIMARY COM 1
ESS
BUS L
GCU
L
LDG
LT
AIR
DATA
CFU
L ESS BUS
ENG
FUEL FUEL
FIRE L PROBE VLV RL
BLD AIR STBY
LEAK ATT
L DC BUS
EHSI
R
GPS
AP/SAS
CMPTR DISC
ACCEL
R DC BUS
NAV VSCS INSTR
XPNDR BLD AIR
L
COM 2
FLOOD ANNUN
1
HEAT
NOTE
HELICOPTERS WITH IPS ONLY
F92−033
Figure 4−4. Switches and Circuit Breakers − Console Mounted (Typical)
4−18
FAA Approved
Original
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
LEFT GENERATOR BUS
AUDIO
PNL 2
EVAP
EADI
L
EHSI
L
BATTERY BUS
CKPT
UTL
CAB
UTL
L
VENT
EVAP
COMP
PITOT
HEAT 2
L
ATT
GYRO 2
CPLT
CLOCK
CNDSR
FAN 2
CNSL
L W/S
WIPER
AHRS
1 AUX
LH DC
FDR
AHRS
2 PRI
R
L
BST PUMP
R
RH FUEL
LOW
EEC
L
R
R
IGNTR
DETENT
STROBE
AREA
AUX
FUEL
FIRE
HRD
SMOKE
DET
HVR
LGT
NACA
LH FUEL
FUEL
NSUN
CONT
NSUN
PWR
CARGO
HOOK
SAS/AP
ADF
POSN
LIGHTING
AV
MSTR
RIGHT GENERATOR BUS
20
IIDS
TRAK
STB
HYD
TEST
AV
FAN
IPS
HOIST
CUT
HOIST
PWR
ATT
GYRO1
PILOT
CLOCK
CNDSR
FAN 1
ELT
R W/S
WIIPER
AHRS
2 AUX
FD SYN
FLT DIR
RH DC
FDR
ENC
ALT
SRCH
LGT
CAB
AUD
5V
DIM
L FLD
EXCIT
R FLD
EXCIT
MODE SEL INVTR
HDG
LEFT ESS BUS
26 VAC BUS
RIGHT AVIONICS BUS
LEFT AVIONICS BUS
ADF2
RADAR
RT
RADAR
IND
MKR
BCN
RAD
ALT
ADF1
FM
CTRL
FM1
RT
FM2
RT
PA
PWR
COM 3
XPNDR
2
DIR
GYRO 2
NAV 3
DME
STORM
SCOPE
CAMERA
NAV 1
FM3
RT
RMI
MVG
MAP
F92−034
Figure 4−5. Circuit Breakers − Baggage Compartment Mounted (Typical)
FAA Approved
Original
4−19
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
EARLY CONFIGURATION
4
LDG
H
V
R
ÊÊ
ÊÊ
ÊÊ
SET
3
OFF
T
I
M
E
R
LIGHTS
LT SRCH
O
F
F
EEC
5
RET
L
6
R
GA
IR
UP
EXT
L
COLLECTIVE FRICTION RELEASE
EEC RESET SWITCH
TAKEOFF TIMER
HOVER, LANDING AND SEARCHLIGHT SWITCHES
SEARCH LIGHT CONTROL SWITCH
GO−AROUND SELECT SWITCH
COMMUNICATIONS SELECT SWITCH
YAW SYNCHRONIZATION SWITCH
AUTO PILOT YAW/VERTICAL BEEP SWITCH
LEFT/RIGHT ENGINE TWIST GRIPS
INDEX MARKS
ALIGNMENT MARK
R
7
COM
1
RESET
DOWN
2
1
COM
2
YAW
8
2
SYNC
L
11
N
O
R
M
A
L
9
10
3
N
O
R
M
A
L
CURRENT CONFIGURATION
R
12
1
11
F92−035A
Figure 4−6. Collective Pitch Stick Controls
4−20
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
AUTO PILOT
DISENGAGE
RADIO/ICS
CARGO HOOK
RELEASE
CYCLIC TRIM
FLOAT INFLATION SWITCH
F92−036
Figure 4−7. Cyclic Stick Grip
FAA Approved
Original
4−21
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−4. ENGINE PRE−START COCKPIT CHECK
ELECTRICAL POWER − OFF
All cabin doors closed and safelocked
Seat belt and shoulder harness for proper fit and engagement of buckle
Operationofshoulderharnessinertia lock
Rotor brake
Magnetic compass
Flight instruments
Collective Control:
CHECK
FASTENED
CHECK
STOWED
CHECK
CHECK STATIC
POSITION/SET
Collective friction
ON
Collective stick position
FULL DOWN
CAUTION
If collective is not full down, do not try to force down until hydraulic
pressure increases during start. Sufficient hydraulic pressure will
be available when NR is above 25 percent.
Twistgrip alignment marks aligned with index mark
CHECK
LDG/HVR lights
OFF
Key switch
Essential bus panels:
ON
IN
Circuit breakers
NACA inlet panel (if installed):
NORMAL
NACA inlet switch
Utility panel:
CAB HEAT
OFF
AC/VENT
OFF
PITOT HEAT (if installed)
OFF
IPS (if installed)
OFF
VSCS L/R
ON
4−22
FAA Approved
Original
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Lighting control panel:
LT MSTR
AS REQUIRED
CONSOLE/IIDS/FLOOD/INSTR
AS DESIRED
STROBE/POSN/AREA
AS DESIRED
Electrical master panel:
Avionics
AS DESIRED
L GEN and R GEN
ON (OFF FOR GPU
START)
POWER
OFF
Fuel system panel:
L BOOST AND R BOOST
OFF
LEFT/RIGHT FUEL SHUTOFF
ON; COVER CLOSED
Engine control panel:
OFF
L ENGINE and R ENGINE
ELECTRICAL POWER − ON
Electrical master panel:
POWER
IIDS:
BAT/EXT
FIRE WARNING ANNUNCIATORS
ON FOR 2 SECONDS; CHECK IIDS
FOR ADVISORIES
Monitor BIT
NOTE: Perform a commanded IIDS BIT if the helicopter has been statically exposed to
temperatures below 0°C for 12 hours or longer.
Fuel quantity display
CHECK
DISP (display by exception)
AS DESIRED
FAA Approved
Original
4−23
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−5. ENGINE STARTING − AUTOMATIC
NOTE: Either engine may be started first.
Engine starts have been demonstrated at temperatures as low as −36°C with a
ground power unit (GPU) assisted by the aircraft battery.
Engine starts using battery power only have been demonstrated after the aircraft
and battery have been statically exposed to temperatures down to 0°C for 12
hours or more.
A GPU should be used in lieu of aircraft battery power when attempting more
than one initial engine start during operations in ambient temperatures above
32°C.
Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.
Fuel system panel:
EEC MAN indicators
Engine control panel:
ON; CHECK IIDS INDICATION
L BOOST or R BOOST
OFF
SET TO IDLE/FLY AS REQUIRED
L ENGINE or R ENGINE
CAUTION
Monitor EGT, NG, and starter limits during start. If EGT is observed
rising above 700°C, abort the start as follows.
Engine control switch OFF; monitor IIDS displays.
If lightoff is not attained with an increase of EGT and NG within
10 seconds, place the engine control switch to off. Following a
30 second fuel drain period, perform a 30 second dry motoring
run (Ref. Section VIII) before attempting another start. Repeat the
complete starting sequence observing limitations. This procedure
applies to ground and air−starts in the auto mode.
Ensure collective full down, cyclic (Ref. Figure 4−9) and pedals
centered as hydraulic pressure increases. Should an abnormal
vibration occur as the NR passes through 35 to 40%, shutdown
aircraft and advise maintenance. This vibration may indicate that
possible damage to the flexbeam has occurred.
If collective is not full down, do not try to force down until hydraulic
pressure increases during start. Sufficient hydraulic pressure will
be available when NR is above 25 percent.
4−24
FAA Approved
Original
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CHECK FOR NORMAL INDICATIONS
IIDS
NOTE: Do not start second engine until at least 60% NR is attained on the first engine.
Repeat starting procedure for second engine
GPU start only:
L GEN/R GEN
ON
GPU
DISCONNECT
4−6. ENGINE RUNUP
Electrical master panel:
Engine control panel:
ON, AS DESIRED
Avionics
FLY
L ENGINE and R ENGINE
4−7. BEFORE TAKEOFF
Cyclic response check:
Collective friction
AS DESIRED
Primary and secondary IIDS displays
CHECK ADVISORIES
Utility Panel:
Move cyclic stick and observe rotor tip for correct movement.
PITOT HEAT (if installed)
AS REQUIRED
NOTE: Turn pitot heat ON when visible moisture conditions prevail and OAT is 5°C and
below.
IPS switch (if installed)
AS DESIRED
CAB HEAT
AS DESIRED
FAA Approved
Original
4−25
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−8. TAKEOFF
Hover area and takeoff path
CLEAR
Hover power
NOTE TORQUE
Takeoff
PERFORM, USING UP TO 10% ABOVE
HOVER POWER
NOTE: For takeoff in noise−sensitive areas, refer to Paragraph 4−14.
NOTE: With the Range Extender filler installed and the fuel system ‘‘topped off’’, the IIDS
fuel quantity will not display a decrease until after approximately 10 minutes of
flight.
4−9. CRUISE
IPS switch (if Inlet Particle Separator installed) may be turned OFF.
NOTE: Decision to use the inlet particle separator scavenge air should be based on
atmospheric conditions, gross weight and height above terrain where operations
are to be conducted.
NACA doors (if installed) may be closed if blowing dust, sand, etc. is present in
the atmosphere.
4−10.SLOW FLIGHT/APPROACH
Observe controllability envelope and critical wind azimuth as stated in Section II.
The NACA door actuators (if installed) receive a discrete input from an airspeed
switch in the airspeed indicator. This signals the NACA doors to automatically close.
When airspeed increases above 47 KIAS, the NACA doors open. If door actuator
fails to function properly, the IIDS will display ‘‘NACA DOOR’’ advisory message
in the alphanumeric display.
4−26
FAA Approved
Revision 5
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−11. LANDING
Use the illustration below to determine safe landing attitudes. Nose up attitudes
in excess of 9° 40′ will result in the tail skid contacting the landing surface.
9° 40′
30.16 IN
(76.61cm)
F927−098A
Figure 4−8. Tail Skid to Landing Surface Clearance
Running landing:
Maximum recommended ground contact speed is 30 knots for smooth hard surface.
Avoidrapidloweringof thecollective and aft cyclic after ground contact.
Slope landing:
Slope landings have been demonstrated up to 12° in any direction. Successful
completion of this maneuver on a particular surface will depend on sufficient
friction between the skid tubes and the landing surface to prevent the helicopter
from sliding.
FAA Approved
Revision 6
4−27
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−12.ENGINE/AIRCRAFT SHUTDOWN − NORMAL
NOTE: Shut down the engines before exiting the helicopter unless safety or operational
considerations dictate otherwise.
Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.
Collective stick
FULL DOWN; FRICTION ON
Cyclic stick
TRIM TO NEUTRAL
(REF FIGURE 4−9)
Pedals
NEUTRAL
Engine control panel
SET TO IDLE
L ENGINE and R ENGINE
All unnecessary electrical equipment
Utility panel:
OFF
Heat
OFF
AC (if installed)
OFF
Pitot heat (if installed)
OFF
IPS (if installed)
OFF
Lighting control panel
Electrical master panel:
AS DESIRED
Avionics master switch
OFF
L GEN/R GEN switches
OFF
Fuel system panel:
4−28
OFF
L BOOST/R BOOST
FAA Approved
Revision 6
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CENTERING STRAP IN
EXTENDED POSITION
90°
CENTERING DECAL
CENTERING STRAP IN
STOWED POSITION)
CENTERING STRAP
CAUTION: CYCLIC SHOULD BE TRIMMED TO THE NEUTRAL POSITION FOR START−UP AND SHUTDOWN.
NEUTRAL POSITION IS ACHIEVED WITH CENTERING STRAP EXTENDED, TOUCHING CENTERING DECAL WHEN PERPENDICULAR TO INSTRUMENT PANEL.
F92−037
Figure 4−9. Cyclic Centering
Engine control panel:
OFF
L ENGINE and R ENGINE
CHECK IIDS
ENG OUT indications
CAUTION
Do not use collective pitch to slow rotor.
CAUTION
Should an abnormal vibration occur as the NR passes through 40
to 35%, advise maintenance before further flights. This vibration
may indicate that possible damage to the flexbeam has occurred.
NOTE: Check that compressor decelerates freely. Abnormal noise or rapid run down
(rapid loss of NG) may indicate turbine blade rubbing.
WARNING
If there is evidence of post engine high EGT, follow the dry run
procedure as described below.
Dry run procedure:
Twist grip
OFF
Engine control switch for selected engine
SET TO IDLE −
OBSERVE STARTER
TIME LIMITS
Engine control switch for selected engine
OFF
FAA Approved
Revision 6
4−29
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Normal shutdown continued:
Rotor brake (if installed):
Raise brake handle to release from stowed position
Rotate handle clockwise and apply brake by pulling
down on handle until handle locks aft. Release rotor
brake during last revolution unless conditions dictate
otherwise.
CAUTION
APPLY BELOW
70% NR
Care should be taken while applying the rotor brake if the helicopter
is parked on a slippery or icy surface. Anti−torque control is
minimized at less than normal operating RPM when the engine is
not driving the rotor system. Full control of the helicopter during
these conditions may be limited.
CHECK FOR
INDICATIONS OR
MESSAGES
IIDS
NOTE: Wait for NG to reach 0% before entering the IIDS “Time Summary” menu to check
“LST FLT TIME” or “TOT FLT HR”. Failure to wait for NG to reach 0% may result
in incorrect time records.
Electrical master panel:
OFF AT 0%NG
POWER
AS DESIRED
Key Switch
4−13. POST FLIGHT
Aircraft−investigateanysuspected damage
CHECK
Rotor blades
CHECK BLADE
RETENTION BOLTS
(PINS)
Fuel and oil leaks
CHECK
Engine and rotor transmission oil levels
CHECK
NOTE: Engine oil level should be checked within 10 minutes after shutdown.
Fuel catch cans (installed)
DRAIN INTO
SUITABLE
CONTAINER
Logbook entries
COMPLETE
Flight manual and equipment
STOWED
Aircraft tiedowns, covers
AS REQUIRED
4−30
FAA Approved
Revision 6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
4−14.NOISE IMPACT REDUCTION PROCEDURES
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 surrounding
areas. It is imperative that every pilot subject the public to the least possible noise
while flying the helicopter.
Takeoff:
Takeoff using maximum takeoff power at the speed for best rate of climb (Ref.
Section V).
Proceed away from noise sensitive areas.
If takeoff must be made over noise sensitive area, distance (altitude) is the best
form of noise suppression.
Cruise:
Maintain 1000 feet minimum altitude where possible.
Maintain speed of no more than 110 KIAS over populated areas.
Coordinated turns at around the speed for best rate of climb cause no appreciable
change in noise.
Sharper turns reduce area exposed to noise.
Approach:
CAUTION
Use steepest glideslope consistent with passenger comfort and safety.
Noise characteristics data is provided in Section V.
FAA Approved
Revision 6
4−31
CSP−902RFM206E−1
Normal Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4−15.FLIGHT WITH DOORS REMOVED OR CABIN DOORS OPEN
CAUTION
Stow or secure all loose objects with doors opened or removed.
The aircraft may be flown with cabin doors open or removed in accordance with
the flight restrictions stated in Section II.
NOTE: Refer to Section VI for weight and balance data with doors opened or removed.
One or both cabin doors may be opened or closed in flight at airspeeds up
to 60 KIAS.
For sustained flight with the cabin doors open, use of the cabin door hold
open device is required (Ref. Figure 4−10).
CABIN DOOR HOLD
OPEN DEVICE
(STOWED)
CABIN DOOR
RESTRAINT FITTING
CLIP
LEFT SIDE, LOOKING INBOARD
NOTE: THE CABIN DOOR HOLD OPEN DEVICE OPERATES
BY ATTACHING TO THE FORWARD CABIN DOOR RESTRAINT
WHEN THE DOOR IS IN THE FULLY OPEN POSITION.
F92−038
Figure 4−10. Cabin Door Hold Open Device
4−32
FAA Approved
Revision 6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Normal Procedures
4−16.ONE ENGINE INOPERATIVE TRAINING
Placing an engine control switch in the TRAIN position will simulate a one engine
inoperative (OEI) condition by resetting the selected engine’s governed speed to
92% NP, thereby putting the engine on standby while allowing single engine training
on the opposite engine. In the event of an engine failure (or inadvertent switching
to IDLE) on the opposite engine, the engine in TRAIN will automatically revert
to 100% NP. Also, if the opposite engine control switch is placed in TRAIN both
engines will revert to 100% NP.
When operating with one engine in the train mode OEI limits apply. However the
TORQUE and EGT displays do NOT rescale to OEI limits nor is the ENG OUT
warning activated. OEI limits are generally considered for ‘‘emergency use only’’
and excursions into those limits require recording in the engine log book and may
increase the maintenance required. See Section VIII for recording and maintenance
action requirements. Pilots should consider such things as flight mode, gross weight,
density altitude and aircraft familiarity before conducting OEI training to avoid
excursions into the OEI limits.
Recommended maximum takeoff weight for TRAIN mode operation:
6000 LBS below 5000 Ft HD
5200 LBS at or above 5000 Ft HD
NOTE: For recommended OEI training weights, refer to Section XI, Part IX.
If rescaling of the TORQUE and EGT displays and activation of the ENG OUT
warning is desired the pilot should select IDLE instead of TRAIN for OEI training.
In the event the opposite engine should fail during this time the pilot must select
FLY on the engine control switch to bring the good engine back to 100% NP.
4−17.FUEL SYSTEM
Capacities − Fuel System:
JET A: 1097 LBS; 498 kg; 161.3 U.S. gal; 611L total capacity
1078 LBS; 158.5 U.S. gal; 600L useable
JET B: 1048 LBS; 476 kg; 161.3 U.S. gal; 611L total capacity
1030 LBS; 158.5 U.S. gal; 600L useable
FAA Approved
Revision 6
4−33/(4−34 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
SECTION V
PERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH
5−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
5−1
5−2. Noise Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−1
5−3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−1. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−2
5−3
5−4. Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−2. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−4
5−5
5−5. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−3. Best Rate of Climb Speed (VY) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−6
5−7
5−6. Rate of Climb and Descent − OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−4. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 3500 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−5. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 3500 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−6. Single Engine Rate of Climb and Descent, From 0°C to −36°C
at VY, OEI MCP, and 4000 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−7. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 4000 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−8. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 4500 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−9. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 4500 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−10. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 5000 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−11. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 5000 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−12. Single Engine Rate of Climb and Descent, From −36°C to −0°C
at VY, OEI MCP, and 5500 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−13. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 5500 LB Gross Weight . . . . . . . . . . . . . . . .
Figure 5−14. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
and 5750 LB Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−8
FAA Approved
Revision 4
5−9
5−10
5−11
5−12
5−13
5−14
5−15
5−16
5−17
5−18
5−19
5−i
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
Figure 5−15. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6000 LB Gross Weight . . . . . . . . . . . . . . . . . . . . . .
Figure 5−16. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6250 LB Gross Weight . . . . . . . . . . . . . . . . . . . . . .
Figure 5−17. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6500 LBS Gross Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
5−7. Rate of Climb − AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−18. Rate of Climb − AEO, at VY, MCP, 3500 Pounds Gross Weight .
Figure 5−19. Rate of Climb − AEO, at VY, MCP, 4000 Pounds Gross Weight .
Figure 5−20. Rate of Climb − AEO, at VY, MCP, 4500 Pounds Gross Weight .
Figure 5−21. Rate of Climb − AEO, at VY, MCP, 5000 Pounds Gross Weight .
Figure 5−22. Rate of Climb − AEO, at VY, MCP, 5500 Pounds Gross Weight .
Figure 5−23. Rate of Climb − AEO, at VY, MCP, 6000 Pounds Gross Weight .
Figure 5−24. Rate of Climb − AEO, at VY, MCP, 6250 Pounds Gross Weight .
Figure 5−25. Rate of Climb − AEO, at VY, MCP, 6500 Pounds Gross Weight .
Figure 5−26. Rate of Climb − AEO, at VY, TOP, 3500 Pounds Gross Weight . .
Figure 5−27. Rate of Climb − AEO, at VY, TOP, 4000 Pounds Gross Weight . .
Figure 5−28. Rate of Climb − AEO, at VY, TOP, 4500 Pounds Gross Weight .
Figure 5−29. Rate of Climb − AEO, at VY, TOP, 5000 Pounds Gross Weight .
Figure 5−30. Rate of Climb − AEO, at VY, TOP, 5500 Pounds Gross Weight .
Figure 5−31. Rate of Climb − AEO, at VY, TOP, 6000 Pounds Gross Weight .
Figure 5−32. Rate of Climb − AEO, at VY, TOP, 6250 Pounds Gross Weight .
Figure 5−33. Rate of Climb − AEO, at VY, TOP, 6500 Pounds Gross Weight . .
5−23
5−24
5−25
5−26
5−27
5−28
5−29
5−30
5−31
5−32
5−33
5−34
5−35
5−36
5−37
5−38
5−39
5−8. Hover Ceiling, AEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−34. Controllability Envelope and Azimuth Range for
Crosswind Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−35. Hover Ceiling, IGE, 3.5 Foot Skid Height,
Standard Engine Inlet,
Takeoff Power, Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−36. Hover Ceiling, IGE, 3.5 Foot Skid Height,
Standard Engine Inlet,
Takeoff Power, Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−37. Hover Ceiling, OGE, Standard Engine Inlet, Takeoff Power,
Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−38. Hover Ceiling, OGE, Takeoff Power, Standard Engine Inlet,
Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−39. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−40
5−ii
FAA Approved
Revision 4
5−20
5−21
5−22
5−40
5−42
5−43
5−44
5−45
5−46
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
PARAGRAPH
Figure 5−40. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−41. Hover Ceiling, OGE, IPS Installed, Takeoff Power,
Cabin Heat Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−42. Hover Ceiling, OGE, IPS Installed, Takeoff Power,
Cabin Heat On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
5−9. Hover Ceiling, OEI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−43. Hover Ceiling, OGE, Standard Inlet, 2.5 Minute OEI Power . .
Figure 5−44. Hover Ceiling, OGE, IPS, 2.5 Minute OEI Power . . . . . . . . . . . .
5−50
5−51
5−52
5−10. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−45. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−53
5−53
5−11. Power Assurance Check − Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−46. Power Assurance Check Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−54
5−54
5−12. Power Assurance Check − Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−47. Engine Torque Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−48. EGT Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−49. NG Chart − (NG read from Secondary IIDS Display) . . . . . . . . .
Figure 5−50. NG Chart − (NG read from Third Level Power Check Menu) . .
5−56
5−58
5−59
5−60
5−61
FAA Approved
Revision 4
5−47
5−48
5−49
5−iii/(5−iv blank)
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECTION V
PERFORMANCE DATA
5−1. GENERAL
This section contains baseline helicopter performance information as defined within
certain conditions such as airspeed, weight, altitude, temperature, wind velocity
and engine power available. Data is applicable to the basic helicopter without any
optional equipment installed unless otherwise noted.
5−2. NOISE CHARACTERISTICS
NOTE: No determination has been made by the Federal Aviation Administration that the
noise levels of this aircraft are or should be acceptable or unacceptable for
operation at, into, or out of, any airport.
The MD900 meets the FAR Part 36−H noise requirements for level flight, takeoff/
climb, and approach descent profiles at the certified maximum gross weight of 6500
LB.
MD900 NOISE CHARACTERISTICS
ENGINE: PW 206E, GROSS WEIGHT: 6500 LB
Configuration
* VH (KTAS)
(S.L. @25°C)
Level Flyover
EPNL
(EPNdB)
Takeoff
EPNL
(EPNdB)
Approach
EPNL
(EPNdB)
Clean aircraft, doors on, no
external kits.
130.3 KTAS
93.7
94.7
95.7
* VH airspeed is for demonstrating compliance to 14 CFR Part 36 Appendix H only and
does not imply approval to exceed established VNE airspeeds.
FAA Approved
Revision 4
5−1
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−3. DENSITY ALTITUDE CHART
Description: The chart allows a quick estimation of the density altitude when
pressure altitude and OAT are known. This chart can also be used to determine
true airspeed.
Use of Chart:
To determine density altitude, the pilot must know pressure altitude and outside
air temperature. Enter bottom of chart with known or estimated OAT, move
up to known pressure altitude line, move to left and note density altitude.
Pressure altitude is found by setting 29.92 (1013 mb) in Kolsman window
± altimeter error.
To determine true airspeed convert indicated airspeed (IAS) to calibrated airspeed
(CAS) utilizing the Airspeed Calibration Curve (Ref. Figure 5−2). Read value
on right of chart opposite known density altitude. Multiply CAS by this value
to determine true airspeed.
Examples:
Find density altitude for 6000 HP at −15°C:
Follow −15°C line to 6,000 ft pressure altitude line; read density altitude (3800
ft).
Find density factor:
Read directly across from density altitude: (3800 ft). Note density factor of 1.058.
Find true airspeed:
130 KIAS = 127 KCAS (from Figure 5−2)
127 KCAS 1.058 = 134.4; round to 134 knots true airspeed.
5−2
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
1.36
1.34
18000
1.32
1.30
16000
1.28
1.26
14000
1.24
1.22
DENSITY ALTITUDE − FEET
12000
1.20
1.18
10000
1.16
1.14
8000
1.12
1.10
6000
1.08
4000
1.06
1.04
2000
1.02
0
1.00
0.98
−2000
−40
−30
−20
−10
0
10
20
30
40
50
60
TEMPERATURE − °C
−40 −30 −20 −10 0
10
20
30
40
50
60
TEMPERATURE − °F
70
80
90
100 110 120
130 140
F92−039
Figure 5−1. Density Altitude Chart
FAA Approved
Revision 4
5−3
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−4. AIRSPEED CALIBRATION
Description: This charts show the difference between indicated and calibrated
airspeeds.
Indicated airspeed (IAS) corrected for position error equals calibrated airspeed
(CAS).
Use of chart: Use the chart as illustrated by the example. To determine calibrated
airspeed, the pilot must know the indicated airspeed.
NOTE: The example below refers to Figure 5−2.
Example:
Wanted: Calibrated airspeed
Known: Indicated airspeed = 120 knots
Method: Enter the bottom of the chart at the indicated airspeed of 120 knots.
Move up to the airspeed calibration line; move left and read 117 knots,
calibrated airspeed.
5−4
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
160
140
CALIBRATED AIRSPEED − KNOTS
120
100
80
60
40
20
20
40
60
80
100
120
INDICATED AIRSPEED − KNOTS
140
160
F92−040
Figure 5−2. Airspeed Calibration Curve
FAA Approved
Revision 4
5−5
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−5. BEST RATE OF CLIMB SPEED
Description: This chart shows the indicated airspeed to use for the best rate of
climb at any given density altitude.
Use of Chart: Use the chart as illustrated by the example below.
Example:
Wanted: Best rate of climb
Known: Density altitude = 8,000 feet
Method: Enter the left side of chart at the known density altitude of 8,000 feet.
Move to the right to the airspeed calibration curve and then directly
down to read 60 knots indicated airspeed (IAS) as the best rate of climb
speed.
5−6
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
18000
16000
14000
DENSITY ALTITUDE − FEET
12000
10000
8000
6000
4000
2000
0
20
25
30
35
40
45
50
55
60
INDICATED AIRSPEED − KNOTS
65
70
75
80
F92−041
Figure 5−3. Best Rate of Climb Speed (VY)
FAA Approved
Revision 4
5−7
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−6. RATE OF CLIMB AND DESCENT − OEI
Description: These charts (Ref. Figure 5−4 thru Figure 5−17) show the rate of
climb vs pressure altitude at maximum continuous OEI power at gross weights
ranging from 3500 LB to 6250 LB at the best rate of climb speed.
NOTE: These charts based on an electrical load of 30%, heater off, and air-conditioning
off.
Use of Chart: The following example explains the correct use of the chart in
Figure 5−4.
Use of Charts: Use the chart as illustrated by the example below.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 4000 feet
Known: Outside air temperature = 0°C
Method: Enter the left side of chart (Ref. Figure 5−4) at the known pressure
altitude of 4000 feet. Move to the right to the 0°C temperature curve
and then directly down to read rate of climb of approximately 1590
feet per minute.
5−8
FAA Approved
Revision 5
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
20000
19000
Continuous OEI Power, Vy, 3500 lb
18000
MAXIMUM
OAT LIMIT
17000
16000
OAT
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
11000
10000
−10°C
−36°C
9000
8000
−30°C
0°C
7000
−20°C
6000
5000
4000
3000
2000
1000
0
−1000
−400
−200
0
200
400
600
800
1000
1200
RATE OF CLIMB AT VY − FT/MIN
1400
1600
1800
F92−042−11A
Figure 5−4. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 3500 LB Gross Weight
FAA Approved
Revision 4
5−9
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
CONTINUOUS OEI POWER, VY, 3500 LB
19000
18000
17000
16000
OAT
15000
14000
−10°C
13000
PRESSURE ALTITUDE − FEET
12000
0°C
11000
10°C
10000
9000
20°C
8000
MAXIMUM
OAT LIMIT
7000
6000
30°C
5000
4000
3000
40°C
2000
1000
50°C
0
−1000
−400
−200
0
200
400
600
800
1000
1200
RATE OF CLIMB AT VY − FT/MIN
1400
1600
1800
F92−042−12A
Figure 5−5. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 3500 LB Gross Weight
5−10
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 4000 lb
19000
18000
MAXIMUM
OAT LIMIT
17000
16000
15000
14000
13000
−10°C
OAT
PRESSURE ALTITUDE − FEET
12000
11000
0°C
−36°C
10000
9000
−30°C
−20°C
8000
7000
6000
5000
4000
3000
2000
1000
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
F92−042−2A
Figure 5−6. Single Engine Rate of Climb and Descent, From 0°C to −36°C
at VY, OEI MCP, and 4000 LB Gross Weight
FAA Approved
Revision 4
5−11
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 4000 lb
19000
18000
17000
16000
15000
14000
OAT
13000
PRESSURE ALTITUDE − FEET
12000
−10°C
0°C
11000
10000
9000
8000
10°C
7000
MAXIMUM
OAT LIMIT
6000
20°C
5000
4000
30°C
3000
2000
40°C
1000
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
Figure 5−7. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 4000 LB Gross Weight
5−12
FAA Approved
Revision 4
F92−042−1A
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy and 4500 lb
19000
18000
MAXIMUM
OAT LIMIT
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
11000
OAT
−10°C
10000
9000
0°C
−20°C
8000
−30°C
7000
−36°C
6000
5000
4000
3000
2000
1000
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
F92−042−3A
Figure 5−8. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 4500 LB Gross Weight
FAA Approved
Revision 4
5−13
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 4500 lb
19000
18000
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
OAT
11000
−10°C
10000
9000
0°C
8000
10°C
7000
20°C
6000
5000
4000
30°C
MAXIMUM
OAT LIMIT
3000
40°C
2000
1000
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
Figure 5−9. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 4500 LB Gross Weight
5−14
FAA Approved
Revision 4
F92−042−4A
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
MAXIMUM
OAT LIMIT
19000
Continuous OEI Power, Vy, 5000 lb
18000
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
11000
10000
OAT
9000
8000
−36°C
−30°C
−20°C
7000
6000
−10°C
5000
0°C
4000
3000
2000
1000
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
F92−042−6A
Figure 5−10. Single Engine Rate of Climb and Descent, From −36°C to 0°C
at VY, OEI MCP, and 5000 LB Gross Weight
FAA Approved
Revision 4
5−15
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 5000 lb
19000
18000
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
OAT
11000
10000
9000
−10°C
8000
10°C
0°C
7000
6000
5000
4000
20°C
3000
2000
MAXIMUM
OAT LIMIT
30°C
40°C
1000
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
Figure 5−11. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 5000 LB Gross Weight
5−16
FAA Approved
Revision 4
F92−042−5A
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
20000
Continuous OEI Power, Vy and 5500 lb
19000
18000
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
11000
10000
OAT
9000
8000
7000
−36°C
−30°C
6000
−20°C
−10°C
5000
0°C
4000
3000
2000
1000
0
−1000
−600
−400
−200
0
200
400
600
800
RATE OF CLIMB AT VY − FT/MIN
1000
1200
1400
1600
F92−042−8A
Figure 5−12. Single Engine Rate of Climb and Descent, From −36°C to −0°C
at VY, OEI MCP, and 5500 LB Gross Weight
FAA Approved
Revision 4
5−17
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 5500 lb
19000
18000
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
11000
OAT
10000
9000
8000
7000
−10°C
6000
0°C
5000
10°C
4000
3000
MAXIMUM
OAT LIMIT
20°C
30°C
2000
40°C
1000
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
RATE OF CLIMB AT VY − FT/MIN
1000
1200
1400
1600
F92−042−7A
Figure 5−13. Single Engine Rate of Climb and Descent, From −10°C to 50°C
at VY, OEI MCP, and 5500 LB Gross Weight
5−18
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 5750 lb
19000
18000
17000
16000
15000
14000
13000
PRESSURE ALTITUDE − FEET
12000
11000
OAT
10000
9000
−10°C
8000
0°C
7000
10°C
−30°C
−20°C
−36°C
6000
20°C
5000
30°C
4000
3000
40°C
2000
1000
MAXIMUM
OAT LIMIT
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
1000
RATE OF CLIMB AT VY − FT/MIN
1200
1400
1600
F92−042−13A
Figure 5−14. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
and 5750 LB Gross Weight
FAA Approved
Revision 4
5−19
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 6000 lb
19000
18000
17000
16000
15000
−10°C
14000
−20°C
13000
PRESSURE ALTITUDE − FEET
12000
OAT
11000
10000
0°C
9000
8000
10°C
−36°C
7000
−30°C
6000
20°C
5000
30°C
4000
3000
2000
40°C
MAXIMUM
OAT LIMIT
1000
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
RATE OF CLIMB AT VY − FT/MIN
Figure 5−15. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6000 LB Gross Weight
5−20
FAA Approved
Revision 4
1600
F92−042−9A
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
Continuous OEI Power, Vy, 6250 lb
19000
18000
17000
16000
15000
14000
−20°C
13000
PRESSURE ALTITUDE − FEET
12000
11000
OAT
10000
9000
8000
−10°C
0°C
7000
−36°C
10°C
−30°C
6000
20°C
5000
4000
30°C
3000
2000
40°C
MAXIMUM
OAT LIMIT
1000
50°C
0
−1000
−600
−400
−200
0
200
400
600
800
1000
1200
1400
RATE OF CLIMB AT VY − FT/MIN
1600
F92−042−10A
Figure 5−16. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6250 LB Gross Weight
FAA Approved
Revision 4
5−21
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
10000
Continuous OEI Power, Vy, 6500 lb
9000
OAT
8000
−20°C
−10°C
7000
−36°C
−30°C
PRESSURE ALTITUDE − FEET
0°C
6000
5000 FT HD
5000
10°C
20°C
4000
30°C
3000
40°C
2000
1000
50°C
MAXIMUM
OAT LIMIT
0
−400
−300
−200
−100
0
100
200
300
400
500
RATE OF CLIMB/DESCENT AT VY − FT/MIN
F90−166
Figure 5−17. Single Engine Rate of Climb and Descent, at VY, OEI MCP,
6500 LBS Gross Weight
5−22
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
5−7. RATE OF CLIMB − AEO
Description: These charts show the rate of climb vs pressure altitude at twin engine
(AEO) MCP (Ref. Figure 5−18 thru Figure 5−24) or TOP (Figure 5−26 thru
Figure 5−32) at the best rate of climb speed.
NOTE: These charts based on an electrical load of 30%, heater off, and air-conditioning
off.
Use of Chart: The following example explains the correct use of the chart in
Figure 5−18.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 3000 feet
Known: Outside air temperature = 20°C
Method: Enter the left side of chart at the known pressure altitude of 3000 feet.
Move to the right to the 20°C temperature curve and then directly down
to read rate of climb of 3580 feet per minute.
FAA Approved
Revision 4
5−23
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
MCP, VY, 3,500 lb
19000
18000
OAT
17000
16000
−10°C
−36°C
15000
−30°C
14000
0°C
−20°C
13000
PRESSURE ALTITUDE − FEET
12000
10°C
11000
10000
20°C
9000
8000
7000
MAXIMUM
OAT LIMIT
6000
30°C
5000
4000
40°C
3000
2000
1000
50°C
0
700
900 1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500
RATE OF CLIMB AT VY − FT/MIN
Figure 5−18. Rate of Climb − AEO, at VY, MCP, 3500 Pounds Gross Weight
5−24
FAA Approved
Revision 4
F92−043−7
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
MCP, VY, 4000 lb
19000
18000
OAT
17000
16000
−36°C
−10°C
15000
−30°C
14000
−20°C
0°C
13000
PRESSURE ALTITUDE − FEET
12000
10°C
11000
10000
9000
20°C
8000
7000
MAXIMUM
OAT LIMIT
6000
30°C
5000
4000
40°C
3000
2000
1000
50°C
0
700
900
1100
1300
1500 1700 1900 2100
2300
2500 2700 2900
3100 3300
3500 3700
RATE OF CLIMB AT VY − FT/MIN
F92−043−1
Figure 5−19. Rate of Climb − AEO, at VY, MCP, 4000 Pounds Gross Weight
FAA Approved
Revision 4
5−25
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
MCP, VY, 4500 lb
19000
18000
OAT
17000
16000
−36°C
15000
−30°C
−10°C
14000
−20°C
0°C
13000
PRESSURE ALTITUDE − FEET
12000
11000
10°C
10000
9000
20°C
8000
7000
30°C
6000
MAXIMUM
OAT LIMIT
5000
4000
40°C
3000
2000
1000
50°C
0
400
600
800
1000
1200 1400 1600 1800 2000 2200
RATE OF CLIMB AT VY − FT/MIN
2400
2600 2800
3000 3200
Figure 5−20. Rate of Climb − AEO, at VY, MCP, 4500 Pounds Gross Weight
5−26
FAA Approved
Revision 4
F92−043−2
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
MCP, VY, 5000 lb
19000
18000
OAT
17000
−36°C
16000
15000
−30°C
−10°C
PRESSURE ALTITUDE − FEET
14000
−20°C
13000
0°C
12000
11000
10°C
10000
9000
20°C
8000
7000
MAXIMUM
OAT LIMIT
6000
30°C
5000
4000
40°C
3000
2000
1000
50°C
0
0
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
RATE OF CLIMB AT VY − FT/MIN
2800
F92−043−3
Figure 5−21. Rate of Climb − AEO, at VY, MCP, 5000 Pounds Gross Weight
FAA Approved
Revision 4
5−27
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
MCP, VY, 5500 lb
19000
18000
OAT°C
17000
16000
−36°C
15000
−30°C
14000
−10°C
−20°C
13000
PRESSURE ALTITUDE − FEET
12000
0°C
11000
10000
10°C
9000
20°C
8000
7000
6000
30°C
MAXIMUM
OAT LIMIT
5000
4000
40°C
3000
2000
1000
50°C
0
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
1800
2000
2200
Figure 5−22. Rate of Climb − AEO, at VY, MCP, 5500 Pounds Gross Weight
5−28
FAA Approved
Revision 4
2400
F92−043−4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
19000
MCP, VY, 6000 lb
18000
17000
OAT
16000
15000
−36°C
14000
−30°C
PRESSURE ALTITUDE − FEET
13000
−10°C
12000
−20°C
0°C
11000
10000
10°C
9000
8000
20°C
7000
6000
30°C
5000
4000
40°C
MAXIMUM
OAT LIMIT
3000
2000
1000
50°C
0
0
200
400
600
800
1000
1200
1400
RATE OF CLIMB AT VY − FT/MIN
1600
1800
2000
2200
F92−043−5
Figure 5−23. Rate of Climb − AEO, at VY, MCP, 6000 Pounds Gross Weight
FAA Approved
Revision 4
5−29
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
19000
MCP, VY, 6250 lb
18000
17000
OAT
16000
15000
−36°C
14000
−30°C
PRESSURE ALTITUDE − FEET
13000
−10°C
−20°C
12000
0°C
11000
10000
10°C
9000
8000
20°C
7000
6000
30°C
5000
4000
3000
40°C
MAXIMUM
OAT LIMIT
2000
1000
50°C
0
0
200
400
600
800
1000
1200
RATE OF CLIMB AT VY − FT/MIN
1400
1600
1800
Figure 5−24. Rate of Climb − AEO, at VY, MCP, 6250 Pounds Gross Weight
5−30
FAA Approved
Revision 4
2000
F92−043−6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
20000
19000
MCP, VY, 6500 lb
18000
17000
−36
OAT C
16000
14000 FT HD
LIMIT
15000
−30
14000
13000
−20
Altitude − ft
12000
11000
−10
10000
0
9000
8000
10
7000
20
6000
5000
30
4000
40
MAXIMUM OAT
LIMIT
3000
2000
1000
50
0
0
200
400
600
800
1000
1200
1400
Rate of Climb − ft/min
1600
1800
2000
F90−167−1A
Figure 5−25. Rate of Climb − AEO, at VY, MCP, 6500 Pounds Gross Weight
FAA Approved
Revision 5
5−31
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP , VY, 3,500 lb
19000
18000
OAT
17000
16000
−36°C
15000
−30°C
14000
−10°C
13000
PRESSURE ALTITUDE − FEET
12000
−20°
C
0°C
11000
10°C
10000
9000
8000
7000
6000
20°C
MAXIMUM
OAT LIMIT
30°C
5000
4000
3000
40°C
2000
1000
50°C
0
1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500 4700 4900 5100
RATE OF CLIMB AT VY − FT/MIN
F92−043−8
Figure 5−26. Rate of Climb − AEO, at VY, TOP, 3500 Pounds Gross Weight
5−32
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP, VY, 4000 lb
19000
18000
17000
16000
OAT
15000
−20°C
14000
−10°C
PRESSURE ALTITUDE − FEET
13000
12000
−30°C/−36°C
0°C
11000
10°C
10000
9000
20°C
8000
7000
6000
30°C
5000
MAXIMUM
OAT LIMIT
4000
40°C
3000
2000
1000
50°C
0
1100
1300 1500
1700 1900
2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300
F92−146−1
RATE OF CLIMB AT VY − FT/MIN
Figure 5−27. Rate of Climb − AEO, at VY, TOP, 4000 Pounds Gross Weight
FAA Approved
Revision 4
5−33
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP, VY, 4500 lb
19000
18000
17000
OAT
16000
15000
−20°C
14000
−30°C/−36°C
−10°C
PRESSURE ALTITUDE − FEET
13000
0°C
12000
11000
10°C
10000
9000
20°C
8000
7000
30°C
6000
MAXIMUM
OAT LIMIT
5000
40°C
4000
3000
2000
1000
50°C
0
700
900
1100
1300
1500
1700
1900 2100 2300 2500 2700
RATE OF CLIMB AT VY − FT/MIN
2900
3100
3300
3500
Figure 5−28. Rate of Climb − AEO, at VY, TOP, 4500 Pounds Gross Weight
5−34
FAA Approved
Revision 4
3700
F92−146−2
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP, VY, 5000 lb
19000
18000
17000
OAT
16000
15000
−20°C
14000
−30°C/−36°C
−10°C
PRESSURE ALTITUDE − FEET
13000
12000
0°C
11000
10°C
10000
9000
20°C
8000
7000
MAXIMUM
OAT LIMIT
6000
30°C
5000
40°C
4000
3000
2000
1000
50°C
0
300
500
700
900
1100
1300
1500 1700 1900 2100 2300
RATE OF CLIMB AT VY − FT/MIN
2500
2700
2900
3100
3300
F92−146−3
Figure 5−29. Rate of Climb − AEO, at VY, TOP, 5000 Pounds Gross Weight
FAA Approved
Revision 4
5−35
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP, VY, 5500 lb
19000
18000
17000
OAT
16000
15000
−20°C
14000
−30°C/−36°C
−10°C
PRESSURE ALTITUDE − FEET
13000
12000
0°C
11000
10°C
10000
9000
20°C
8000
7000
30°C
6000
MAXIMUM
OAT LIMIT
5000
40°C
4000
3000
2000
1000
50°C
0
0
200
400
600
800
1000 1200 1400
1600 1800
RATE OF CLIMB AT VY − FT/MIN
2000
2200
2400
2600
Figure 5−30. Rate of Climb − AEO, at VY, TOP, 5500 Pounds Gross Weight
5−36
FAA Approved
Revision 4
2800
F92−146−4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP, VY, 6000 lb
19000
18000
17000
OAT
16000
15000
14000
PRESSURE ALTITUDE − FEET
13000
−20°C
12000
−10°C
−30°C/−36°C
11000
0°C
10000
9000
10°C
8000
20°C
7000
6000
MAXIMUM
OAT LIMIT
5000
30°C
4000
40°C
3000
2000
1000
50°C
0
0
200
400
600
800
1000 1200
1400
1600 1800
RATE OF CLIMB AT VY − FT/MIN
2000
2200
2400
2600
F92−146−5
Figure 5−31. Rate of Climb − AEO, at VY, TOP, 6000 Pounds Gross Weight
FAA Approved
Revision 4
5−37
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
20000
TOP, VY, 6250 lb
19000
18000
17000
OAT
16000
15000
14000
PRESSURE ALTITUDE − FEET
13000
−20°C
12000
−10°C
−30°C/−36°C
11000
0°C
10000
9000
10°C
8000
20°C
7000
6000
MAXIMUM
OAT LIMIT
5000
30°C
4000
40°C
3000
2000
1000
50°C
0
0
200
400
600
800
1000
1200
1400
1600
RATE OF CLIMB AT VY − FT/MIN
1800
2000
2200
Figure 5−32. Rate of Climb − AEO, at VY, TOP, 6250 Pounds Gross Weight
5−38
FAA Approved
Revision 4
2400
F92−146−6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
16000
CSP−902RFM206E−1
Performance Data
−36
TOP, VY, 6500 lb
15000
−30
14000 FT HD
LIMIT
14000
OAT C
13000
−20
12000
−10
11000
0
Altitude − ft
10000
10
9000
8000
20
7000
30
6000
5000
40
4000
MAXIMUM
OAT LIMIT
3000
2000
1000
50
0
0
200
400
600
800
1000 1200 1400
Rate of Climb − ft/min
1600
1800
2000
2200
F92−202A
Figure 5−33. Rate of Climb − AEO, at VY, TOP, 6500 Pounds Gross Weight
FAA Approved
Revision 5
5−39
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−8. HOVER CEILING, AEO
Description:
The hover ceiling charts (Ref. Figure 5−35 thru Figure 5−42) show the maximum
hover weight capability, in ground effect (IGE) or out of ground effect (OGE), both
engines operating at take off power for known conditions of pressure altitude and
outside air temperature, or alternately, the maximum hover ceiling for a known
gross weight and outside air temperature.
Refer to Figure 5−34 for HIGE operations in crosswind conditions.
MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITH
INCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS IN
CALM WINDS OR HEADWINDS
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓÓÓÓÓÓ
12400
12000
11000
DENSITY ALTITUDE − FEET
10000
9000
IGE HOVER OPERATION
LIMITED TO 15 KNOTS
WHEN WIND IS FROM
AZIMUTH RANGE ‘A’, OR 17
KNOTS WHEN WIND IS
FROM AZIMUTH RANGE B"
(SEE FIGURE BELOW).
IGE HOVER OPERATION IN WINDS
IN EXCESS OF 17 KNOTS HAVE
BEEN
DEMONSTRATED
IN
AZIMUTH RANGE C"
(SEE FIGURE BELOW).
8000
7000
6000
IGE HOVER OPERATION IN
WINDS OF 17 KNOTS HAVE
BEEN DEMONSTRATED FOR ALL
AZIMUTHS UP TO THIS LINE.
5000
4000
3000
2000
1000
0
4000
4200
4400
4600
4800
5000
5200
5400
5600
5800 6000
6250
6500
6200 6400
6600
GROSS WEIGHT − LBS
0°
C
80°
C
270°
17 KTS
B
A
15 KTS
C
120°
17 KTS
B
135°
AZIMUTH RANGE
F927−146C
190°
Figure 5−34. Controllability Envelope and Azimuth Range for Crosswind Operations
5−40
FAA Approved
Revision 5
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
The phrase, ‘‘A/C On’’ apply to MDHS P/N 900P7250302−101 air-conditioning installation only.
Separate hover ceiling charts are provided for helicopters equipped with either the
inlet particle separator (IPS) or screen inlet and heater operation.
NOTE: The charts are based on an electrical load of 15% per generator (30 amps per
generator). Reduce/increase gross weight capability by 35 LB for each 10%
increase/decrease in total load.
For many operations, a reduction in gross weight capability still allows the aircraft
to operate at a maximum gross weight of 6500 LB. Follow the example shown
below.
Use of Chart: The following example explains the correct use of the IGE Chart
in Figure 5−35.
Example:
Wanted: Maximum gross weight for hover at 3.5 feet skid height at takeoff power.
Known: PA = 6000 feet; OAT = 24°C; cabin heat off and A/C on; 25% electrical
load.
Method: Enter the chart at 24° OAT and move vertically to the 6000 PA curve
(dashed lines). At this point, move directly to the left of the chart and
read from the gross weight scale 6325 pounds.
CAUTION
Gross weight data above 6500 LB has been provided for calculation
purposes or external load operations only. Weights above 6500
LB must be external and jettisonable. For IGE hover operations,
observe 5000 FT HD limit when operating at weights from 6251 to
6500 LB.
The instructions for using the IGE hover ceiling charts also apply to the OGE hover
ceiling charts.
FAA Approved
Revision 4
5−41
CSP−902RFM206E−1
Performance Data
4700
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4800
4900
11000
PRESSURE ALTITUDE − FEET
5000
12000
15300 HD
10000
5100
5300
GROSS WEIGHT − LB
5400
9000
13000
5200
8000
14000
16000
15000
7000
5500
6000
5600
5700
5000
5800
5900
4000
6000
3000
6100
2000
6200
6300
1000
6400
0
6500
6600
6700
6800
6900
−40
−30
−20
−10
0
10
20
30
40
50
60
OAT °C
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY. DO NOT EXCEED 6500 LB
GROSS WEIGHT LIMIT. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT WEIGHTS FROM 6251 TO 6500 LB
F92−044−1A
Figure 5−35. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet,
Takeoff Power, Cabin Heat Off
5−42
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4700
4800
11000
12000
PRESSURE ALTITUDE − FEET
4900
5000
15300 HD
5100
GROSS WEIGHT − LB
MAXIMUM TEMPERATURE
FOR CABIN HEAT ON
14000
5200
5300
10000
13000
16000
9000
15000
5400
8000
5500
5600
7000
5700
5800
5900
6000
6000
6100
5000
6200
6300
4000
6400
6500
6600
3000
6700
6800
6900
−40
−30
−20
−10
0
OAT °C
10
20
30
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY. DO NOT EXCEED 6500 LB
GROSS WEIGHT LIMIT. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT WEIGHTS FROM 6251 TO 6500 LB
40
50
60
F92−044−2A
Figure 5−36. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet,
Takeoff Power, Cabin Heat On
FAA Approved
Revision 4
5−43
CSP−902RFM206E−1
Performance Data
4400
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4500
4600
PRESSURE ALTITUDE − FEET
4700
15300 HD
11000
12000
10000
4800
13000
4900
GROSS WEIGHT − LB
5000
5100
16000
15000
9000
14000
8000
5200
7000
5300
6000
5400
5000
5500
5600
4000
5700
3000
5800
2000
5900
6000
1000
6100
0
6200
6300
6400
6500
6600
6700
6800
6900
−40
−30
−20
−10
0
10
OAT °C
20
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT
WEIGHTS FROM 6251 TO 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
30
40
50
60
F92−045−1A
Figure 5−37. Hover Ceiling, OGE, Standard Engine Inlet, Takeoff Power, Cabin Heat Off
5−44
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4400
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW 15%,
DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4500
4600
15300 HD
12000
11000
4700
4800
PRESSURE ALTITUDE − FEET
GROSS WEIGHT − LB
4900
10000
13000
14000
5000
16000
9000
15000
5100
8000
5200
MAXIMUM TEMPERATURE
FOR CABIN HEAT ON
5300
5400
7000
5500
5600
6000
5700
5800
5000
5900
6000
4000
6100
6200
6300
3000
6400
6500
2000
6600
6700
6800
6900
−40
−30
−20
−10
0
OAT °C
10
20
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT
WEIGHTS FROM 6251 TO 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
30
40
50
60
F92−045−2
Figure 5−38. Hover Ceiling, OGE, Takeoff Power, Standard Engine Inlet, Cabin Heat On
FAA Approved
Revision 4
5−45
CSP−902RFM206E−1
Performance Data
4800
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
11000
4900
15300 HD
5000
5100
PRESSURE ALTITUDE − FEET
9000
14000
5300
GROSS WEIGHT − LB
10000
13000
5200
5400
12000
16000
8000
15000
7000
5500
6000
5600
5000
5700
5800
4000
5900
3000
6000
6100
2000
6200
1000
6300
6400
0
6500
6600
6700
6800
6900
−40
−30
−20
−10
0
OAT °C
10
20
30
40
50
60
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY. DO NOT EXCEED 6500 LB
GROSS WEIGHT LIMIT. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT WEIGHTS FROM 6251 TO 6500 LB
F92−044−4A
Figure 5−39. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat Off
5−46
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
4700
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
4800
4900
PRESSURE ALTITUDE − FEET
5000
10000
13000
15300 HD
5100
MAXIMUM TEMPERATURE
FOR CABIN HEAT ON
14000
5200
5300
11000
12000
16000
9000
15000
8000
GROSS WEIGHT − LB
5400
5500
5600
7000
5700
5800
6000
5900
6000
5000
6100
6200
6300
4000
6400
6500
3000
6600
6700
6800
6900
−40
−30
−20
−10
0
10
20
30
40
50
60
OAT °C
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY. DO NOT EXCEED 6500 LB
GROSS WEIGHT LIMIT. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT WEIGHTS FROM 6251 TO 6500 LB
F92−044−5A
Figure 5−40. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed,
Takeoff Power, Cabin Heat On
FAA Approved
Revision 4
5−47
CSP−902RFM206E−1
Performance Data
4400
4500
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
15300 HD
4600
11000
4700
4800
12000
13000
4900
GROSS WEIGHT − LB
5000
5100
10000
PRESSURE ALTITUDE − FEET
9000
14000
16000
8000
15000
7000
5200
6000
5300
5400
5000
5500
4000
5600
5700
3000
5800
2000
5900
1000
6000
6100
0
6200
6300
6400
6500
6600
6700
6800
6900
−40
−30
−20
−10
0
OAT °C
10
20
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT
WEIGHTS FROM 6251 TO 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
30
40
50
60
F92−045−4A
Figure 5−41. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat Off
5−48
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS
ABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON 11000
15300 HD
4500
4600
12000
PRESSURE ALTITUDE − FEET
4700
4800
14000
4900
16000
5000
GROSS WEIGHT − LB
10000
13000
9000
15000
5100
8000
5200
MAXIMUM TEMPERATURE
FOR CABIN HEAT ON
5300
7000
5400
5500
6000
5600
5700
5000
5800
5900
6000
4000
6100
6200
3000
6300
6400
6500
2000
6600
6700
6800
1000
6900
−40
−30
−20
−10
0
OAT °C
10
20
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. OBSERVE 5000 FT HD LIMIT WHEN OPERATING AT
WEIGHTS FROM 6251 TO 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
30
40
50
60
F92−045−5A
Figure 5−42. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat On
FAA Approved
Revision 4
5−49
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−9. HOVER CEILING, OEI
Description: These charts (Ref. Figure 5−43 and Figure 5−44) may be used to determine hover performance in zero wind conditions for internal load operations or
in headwind conditions during external load operations with one engine inoperative
(emergency conditions) and the remaining engine at 2.5 minute power rating.
NOTE: Unless otherwise authorized by operating regulations, the pilot is not authorized
to credit more that 50 percent of the performance increase resulting from the
actual favorable head wind increase.
NOTE: These charts are not to be used while conducting Category A takeoff and landing
operations.
Use of Chart: The following example explains the correct use of the chart in
Figure 5−43.
Example 1: Zero wind
Wanted: Maximum gross weight for hover OGE at 2.5 minute OEI power.
Known: HP = 4000 FT, OAT = 10°C
Method: Enter the chart at 10°C and move right to the 4000 HP curve. At this
point move up and read from the gross weight scale, 4950 LB.
Example 2: Headwind
NOTE: It is essential that reliable wind information be available prior to determining
hover. Additionally, only the lower limit of a gust spread may be used to determine
head wind credit.
Wanted: Maximum gross weight for hover OGE at 2.5 minute OEI power.
Known: HP = 4000 FT, OAT = 10°C, 10 knot head wind
Method: Enter the chart at 10°C and move right to the 4000 HP curve. At this
point move down to the 10 knot headwind line. From this point, move to the
left and read from the gross weight scale, 5150 LB.
Next, subtract 4950 LB (from example 1) from 5150 LB to determine the unfactored head wind performance increase of 200 LB. However, the pilot is authorized
to allow only 50 percent of the performance credit, resulting in a gross weight
increase to 5050 LB.
5−50
FAA Approved
Revision 4
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
GROSS WEIGHT − POUNDS
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
−50
PRESSURE
ALTITUDE − FEET
−40
−30
−20
−10
12000
13000
14000
15000
11000
OAT − °C
0
9000
10000
8000
7000
6000
10
5000
4000
3000
20
2000
1000
30
0
−1000
40
50
NOTE:
60
WIND SPEEDS ARE UNFACTORED.
APPLY FACTOR AS REQUIRED BY
OPERATIONAL RULES
3500
0−5
10
15
20
25
30
3700
3900
4100
4300
4500
GROSS WEIGHT
POUNDS
HEADWIND − KNOTS
4700
4900
5100
5300
5500
THIS CHART IS BASED ON OEI
CONDITIONS, 2.5 MIN POWER
WIND FROM THE NOSE ±30
DEGREES AND CABIN HEAT OFF
5700
5900
6100
6300
F92−166−1A
6500
Figure 5−43. Hover Ceiling, OGE, Standard Inlet, 2.5 Minute OEI Power
FAA Approved
Revision 4
5−51
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
3500
3600
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
GROSS WEIGHT − POUNDS
−50
PRESSURE ALTITUDE − FEET
−40
−30
−20
−10
OAT − °C
0
9000
10000
12000
11000
13000
14000
8000
10
6000
20
1000
2000
3000
4000
7000
5000
0
30
−1000
40
50
NOTE:
WIND SPEEDS ARE UNFACTORED. APPLY FACTOR AS
REQUIRED BY OPERATIONAL
RULES
60
0−5
10
15
20
25
30
3500
3700
3900
4100
4300
4500
4700
GROSS WEIGHT 4900
POUNDS
5100
HEADWIND − KNOTS
5300
5500
5700
THIS CHART IS BASED ON OEI
CONDITIONS, 2.5 MIN POWER
WIND FROM THE NOSE ±30
DEGREES AND CABIN HEAT OFF
5900
6100
F92−166−2A
6300
6500
Figure 5−44. Hover Ceiling, OGE, IPS, 2.5 Minute OEI Power
5−52
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
5−10.HEIGHT VELOCITY DIAGRAM
120
ALTITUDE − AGL (FEET)
100
80
60
40
20
0
ÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
ÔÔÔÔÔÔÔ
ÖÖÖÖÖÖÖ
NOTE: IF THE COMBINATION OF
GROSS WEIGHT AND
DENSITY ALTITUDE FALL
IN THE SHADED REGION
OF CHART ‘‘B’’, THE
‘‘AVOID
AREAS’’
IN
CHART ‘‘A’’ APPLY.
SMOOTH HARD
SURFACE − WIND CALM
6251 TO 6500 LB
AVOID AREA
6001 TO 6250 LB
AVOID AREA
0
5
10
15
7000
6000
5000
DENSITY ALTITUDE − FEET
140
4000
3000
2000
1000
0
20
25
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
ÓÓÓÓÓÓÓÓ
5800 5900 6000 6100 6200 6300 6400 6500
30
GROSS WEIGHT − LBS
CHART ‘‘B’’
INDICATED AIRSPEED − KNOTS
CHART ‘‘A’’
F927−016
Figure 5−45. Height Velocity Diagram
The clear area of Figure 5−45 Chart ‘‘B’’ represents density altitude/gross weight
combinations for which the height velocity diagram does not apply.
Safe landings and single engine fly−aways following an engine failure have been
demonstrated for the conditions stated below.
6000 LB gross weight at 7000 Ft HD and
6250 LB gross weight at 1400 Ft HD:
Safe landings following a vertical descent were demonstrated up to a 35 FT
skid height.
Safe run−on landings were demonstrated up to a 90 FT skid height.
Fly−aways were demonstrated down to a 100 FT skid height.
FAA Approved
Revision 4
5−53
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
5−11. POWER ASSURANCE CHECK − AUTOMATIC
The power assurance check provides a means for the pilot to determine, prior to
take off, that each engine is capable of developing specification power.
NOTE: The primary purpose of this chart is its use as an engine performance trending
tool to aid in determining whether the engine is producing specification power,
or if engine power deterioration has occurred. Power check data taken at regular
intervals should be plotted to monitor trends in engine condition. Any trend
indicating a reduction in engine performance should be investigated.
If desired, pilots can view the last powercheck under the IIDS POWER CHECK
menu or other previous power assurance checks in the TREND LOG under AIRCRAFT MONITOR menu.
NOTE: This power check procedure refers to the automated IIDS power check. If unable
to perform the automated power check, use the manual power check method
found in paragraph 5−12.
TOP LEVEL
SECOND LEVEL
THIRD LEVEL
FOURTH LEVEL
AUTOMATIC
POWER CHECK
PERFORM POWER
ASSURANCE CHK
GND POWER CHK
LFT ENG TQ XXX.X%
TIME 30 SEC
NOTE 1
VIEW LAST POWER
ASSURANCE CHK
AUTOMATIC
LT NG = XXX.X%
RECORD DONE
RT NG = XXX.X%
PRESS REC
L PA CHK NG−X.X
L PA CHK EGT−XX.X
L PA CHK NG−X.X
L PA CHK EGT−XX.X
AUTOMATIC
R PA CHK NG−X.X
R PA CHK EGT−XX.X
RT ENG TQ XXX.X%
TIME 30 SEC
NOTE 2
AUTOMATIC
RECORD DONE
PRESS REC
R PA CHK NG−X.X
R PA CHK EGT−XX.X
NOTE 1: USED WHEN PERFORMING A MANUAL
POWER ASSURANCE CHECK.
NOTE2: PRESS REC KEY TO SAVE DATA IN TREND LOG;
MENU OR CLR KEY ABORTS FUNCTION
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
Figure 5−46. Power Assurance Check Menu
5−54
FAA Approved
Revision 4
F92−047
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
HOW TO PERFORM THE CHECK:
NOTE: Power checks should be performed under the following conditions.
1. Aircraft should be faced into the wind.
2. Wind speed should not exceed 15 knots nor gust spread 5 exceed knots while
performing the check.
3. Operate engine to be checked at 100% NP for five minutes to assure proper
operating temperatures are attained.
4. IPS and CABIN HEAT should be off and the generator load should be 10% or less.
The engine to be checked should be at FLY.
The other engine should be at IDLE or OFF.
IPS and CABIN HEAT should be off and the generator load should be 10% or
less.
Select
POWER CHECK
Press the
ENT
top level menu on IIDS alphanumeric display.
key 3 times to access the fourth level menu.
LFT ENG TQ XXX.X%
TIME 30 SEC
Notice that the IIDS lists the left engine as the first engine to be checked. If the
the right engine is to be checked first, press the
to access the right engine
RT ENG TQ XXX.X%
TIME 30 SEC
menu.
Stabilize engine torque at 3% of the ENG TQ value displayed for 30 seconds. The
IIDS provides a countdown from 30 seconds on the alphanumeric display during
data acquisition. The countdown is started after the torque value is within the 3%
range for more than 2 seconds.
NOTE: Counter will reset to 15 seconds if torque setting is not maintained within 3% for the
last 15 seconds of count down.
After the IIDS calculates the performance margin of the selected engine, the
RECORD DONE
menu is displayed and advises the pilot to press the
PRESS REC
REC
key to generate a trend log (Ref. Section VII) and to display the results
of the power check on the alphanumeric display.
NOTE: If the power check fails, the IIDS displays a warning on the alphanumeric display.
Lower collective and place engine control switch to IDLE
After NP stabilizes, place other engine control switch to FLY.
Press the
to access the right engine menu; press the
to access the
left engine menu.
Repeat check for other engine.
NOTE: The engine torque value displayed should be approximately the same as the first
engine.
FAA Approved
Revision 4
5−55
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
VIEWING THE PREVIOUS POWER CHECK:
Select
POWER CHECK
Press the
ENT
Press the
Press the
Press the
top level menu on IIDS alphanumeric display.
key once to access the second level menu.
key to enter the next second level menu.
ENT
to view the last power check.
PERFORM POWER
ASSURANCE CHK
VIEW LAST POWER
ASSURANCE CHK
L PA CHK NG−X.X
L PA CHK EGT−XX.X
key to view the results for the other engine.
R PA CHK NG−X.X
R PA CHK EGT−XX.X
5−12.POWER ASSURANCE CHECK − MANUAL
HOW TO PERFORM THE CHECK:
The engine to be checked should be at FLY.
The other engine should be at IDLE or OFF.
IPS and CABIN HEAT should be off and the generator load should be 10%
or less.
Record the IIDS OAT and pressure altitude.
Use the Engine Torque Chart (Ref. Figure 5−47) to determine the torque value
to be utilized based on the OAT and pressure altitude recorded in the previous
step.
Increase collective and stabilize at the predetermined torque value. After one
minute, record the EGT and NG from the IIDS.
Use the EGT Chart (Ref. Figure 5−48) and the NG Chart (Ref. Figure 5−49
or Figure 5−50) to determine maximum values of EGT and NG for the specific
conditions. Subtracting the recorded values from the maximum values will
result in the EGT and NG margins.
NOTE: The IIDS displays NG in tenths (ie. 91.6%) viewable at the third level of the
POWER CHECK menu.
5−56
The power check is passed if both the EGT and NG margins are greater than
or equal to zero. If either the EGT or NG margin is negative, repeat the test
allowing torque to stabilize for 5 minutes. If the EGT margin is still negative,
then the power assurance check is failed. If only the NG margin is negative
refer to the Rotorcraft Maintenance Manual for additional testing and troubleshooting.
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
EXAMPLE:
NOTE: This example assumes the inability to access the third level POWER CHECK
menu and therefor uses Figure 5−49 to determine maximum NG value.
Recorded from the IIDS: OAT = +30°C
Pressure Altitude = 2000 ft.
Utilizing the Engine Torque Chart (Ref. Figure 5−47) the power setting for the above
noted conditions is determined to be:
Engine torque = 71%
Utilizing the EGT and NG Power Check Charts (Ref. Figure 5−48 and Figure 5−49)
the maximum values for EGT and NG for the above noted conditions is determined
to be:
EGT = 784°C
NG = 92.4%
After stabilizing the torque at 71% for one minute you record the following EGT
and NG readings from the IIDS:
EGT = 760°C
NG = 92%
Subtract the observed values of NG and EGT from the maximum values obtained
from the charts to determine the power check margins:
EGT = 784°C (from chart) minus 760°C (from IIDS) = 24°C (pass)
NG = 92.4% (from chart) minus 92% (from IIDS) = 0.4% (pass)
FAA Approved
Revision 4
5−57
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
80
SEA LEVEL
75
2000
70
4000
65
PRESSURE
60
8000
ALTITUDE
ENGINE TORQUE (%)
6000
55
(FEET)
10000
50
12000
45
14000
16000
40
35
−36
−30
−20
−10
0
10
20
AMBIENT TEMPERATURE (°C)
Figure 5−47. Engine Torque Chart
5−58
FAA Approved
Revision 4
30
40
50
F92−048
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Performance Data
900
SEA LEVEL
850
4000
PRESSURE ALTITUDE − FEET
8000
800
12000
16000
750
700
650
600
550
500
−40
−20
0
20
AMBIENT TEMPERATURE (°C)
40
60
F92−049
Figure 5−48. EGT Chart
FAA Approved
Revision 4
5−59
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
96
95
SEA LEVEL
94
4000
PRESSURE ALTITUDE − FEET
93
8000
92
NG− %
91
12000
90
16000
89
88
87
86
85
84
83
82
81
−40 −36
−30
−20
−10
0
10
20
AMBIENT TEMPERATURE (‘C)
30
40
Figure 5−49. NG Chart − (NG read from Secondary IIDS Display)
5−60
FAA Approved
Revision 4
50
F92−050−1
CSP−902RFM206E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
97
SEA LEVEL
96
4000
95
PRESSURE ALTITUDE −
FEET
8000
94
12000
93
92
NG − %
91
90
16000
89
88
87
86
20000
85
84
83
−40
−30
−20
−10
0
10
20
30
40
50
AMBIENT TEMPERATURE (‘C)
60
F92−050−2
Figure 5−50. NG Chart − (NG read from Third Level Power Check Menu)
FAA Approved
Revision 4
5−61/(5−62 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Weight and
Balance Data
SECTION VI
WEIGHT AND BALANCE DATA
TABLE OF CONTENTS
PARAGRAPH
PAGE
6−1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−1
Table 6−1. Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−1
Figure 6−1. Center of Gravity Envelope. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−2
Figure 6−2. Reference Coordinates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−3
Figure 6−3. Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−4
Figure 6−4. Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . . . . .
6−5
Figure 6−5. Sample Weight and Balance Report . . . . . . . . . . . . . . . . . . . . . . . . .
6−6
6−2. Load Limits and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−7
6−3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−7
Table 6−2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data . .
6−7
Table 6−3. Cabin Doors Open Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−7
6−4. Longitudinal Weight and Balance Determination: Passenger Configuration . .
6−8
EXAMPLE I: Longitudinal CG Determination − Passenger . . . . . . . . . . . . . . . .
6−8
6−5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−9
EXAMPLE II: Longitudinal CG Determination − Cargo . . . . . . . . . . . . . . . . . . .
6−9
6−6. Permissible Lateral Loadings − Passenger Configuration . . . . . . . . . . . . . . . . . . . 6−10
EXAMPLE III: Lateral CG Determination − Passenger . . . . . . . . . . . . . . . . . . . . 6−10
6−7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−11
6−8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−11
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin. . . . . . . . . . . . . 6−12
Table 6−4. Internal Cargo Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−13
Figure 6−6. Cargo Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−14
Figure 6−7. Fuel Station Diagram − Jet−A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−15
Figure 6−8. Fuel Station Diagram − Jet−B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−16
Table 6−5. Fuel Loading Table − Jet A (6.8 lb/U.S. gal) . . . . . . . . . . . . . . . . . . . . 6−17
Table 6−6. Fuel Loading Table − Jet B (6.5 lb/U.S. gal) . . . . . . . . . . . . . . . . . . . . 6−18
Table 6−7. Weight and Longitudinal Moments − Pilot, Passengers, Baggage . 6−19
Table 6−8. Weight and Longitudinal Moments − Cargo . . . . . . . . . . . . . . . . . . . . 6−20
Table 6−9. Weight and Lateral Moments − Pilot and Passengers . . . . . . . . . . . . 6−21
Table 6−10. Weight and Lateral Moments − Cargo . . . . . . . . . . . . . . . . . . . . . . . . 6−22
Original
6−i/(6−ii blank)
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Weight and
Balance Data
SECTION VI
WEIGHT AND BALANCE
DATA
6−1. WEIGHT AND BALANCE CHARACTERISTICS
The weight and balance characteristics are as follows:
Maximum weight on the landing gear: 6500 pounds.
Minimum Flying Weight: 3500 pounds.
Longitudinal Reference Datum: 199.3 inches forward of rotor hub centerline (rotor
hub centerline is located at Station 199.3)
Cargo Deck Capacity: 1500 pounds not to exceed 115 pounds per square foot.
Baggage compartment limit (sta. 234.3 to 256.9): 500 pounds not to exceed 115
lbs per square foot.
Ultimate load factors (cargo restraint): Forward: 17 G’s
Lateral: 8 G’s
Center of Gravity Limits:
NOTE: Lateral ‘‘+’’ is right of centerline ; lateral ‘‘−’’ is left of centerline when looking
forward.
Table 6−1. Center of Gravity Limits
Gross Weight
Longitudinal C.G. Limit
(Sta−in.)
Lateral C.G. Limit
(Sta−in.)
(lb)
Forward
Aft
(+) Right, (−) Left
6500
196.0
201.4
+2.0; −2.0
6251
196.0
201.8
+2.0; −2.0
6250
196.0
203.2
+2.0; −2.0
5100
196.0
206.0
+2.0; −2.0
*3500
196.0
206.0
+2.0; −2.0
Airspeed restrictions apply. Refer to Section II:
6250
196.0
202.1
+5.0; −2.0
5100
196.0
203.7
+5.7; −2.0
*3500
196.0
204.4
+6.0; −2.0
*Minimum flying weight.
Revision 4
6−1
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
6500
GROSS WIGHT − LBS
6000
5500
EXPANDED
CG LIMITS
5000
LATERAL CG ENVELOPE
4500
4000
NORMAL CG LIMITS
3500
3000
−3
−2
−1
0
1
2
3
4
5
6
7
CHART A: LATERAL C.G. STATION (IN.)
WHEN OPERATING IN THE
EXPANDED CG REGION OF CHART
A, THE MAXIMUM LONGITUDINAL
C.G. LIMIT, AS DEPICTED BY THE
DASHED LINE IN CHART B, APPLIES.
6500
6000
GROSS WIGHT − LBS
5100 LBS
5500
LONGITUDINAL CG ENVELOPE
5000
4500
NORMAL CG LIMITS
4000
3500
3000
194
196
198
200
202
204
206
208
CHART B: LONGITUDINAL C.G. STATION (IN)
F92−051B
Figure 6−1. Center of Gravity Envelope.
6−2
Revision 4
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CG REAR FACING
PASSENGERS
Weight and
Balance Data
CL OF BAGGAGE
COMPARTMENT
CG FWD FACING
PASSENGERS
CG OF PILOT OR
COPILOT/PASSENGER
CG CABIN
+19.0
+15.85
0.0
0.0
−15.85
−19.0
STA 193.0
STA 130.7
STA 173.0
STA 213.0
STA 245.6
F92−052
Figure 6−2. Reference Coordinates
Original
6−3
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
50
60
−50
40
20
0
−20
−40
−60
220
200
180
160
140
120
WL 106
FLOOR
100
80
60
BL 8.5
BEAM
60
80
100
120
140 160 180 200
STA 199.25
WL 207.97
BL 24
BEAM
220 240
260
280
300
320
340 360
380
400 420 440
460
480
5° 0"
220
200
STA 292.817
WL 147
180
160
WL 159
ROOF DECK
140
WL 106
FLOOR
120
100
80
60
3° 16"
STA 155.5
FRAME
JACKING
POINTS
STA 230.5
FRAME
F92−053A
Figure 6−3. Station Diagram
6−4
Revision 4
IN
X
OUT
REVISED CALCULATED BASIC WEIGHT
FIXED BALLAST IN NOSE
ACTUAL BASIC WEIGHT
DESCRIPTION OF ARTICLE
OR MOCIFICATION
Form HOQ014 (rev 5/00)
01/09/xx
01/09/xx
12/23/xx
DATE
ITEM NO.
AIRCRAFT MODEL
MD900
BASIC WEIGHT AND BALANCE RECORD
WEIGHT
LONG
ARM
LAT
ARM
LONG
MOMENT
LAT
MOMENT
5.0
WEIGHT
87.6
LONG
ARM
LAT
ARM
438
LONG
MOMENT
3272.8
3277.8
PAGE 4 OF 4
0.4
0.4
688665
689103
1309
1465
LONG
LAT
MOMENT MOMENT
MD Helicopters, Inc.
210.4
210.2
LAT
ARM
RUNNING TOTAL
BASIC AIRCRAFT
WEIGHT LONG
LAT
MOMENT
ARM
(CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
SERIAL NUMBER
REGISTRATION NUMBER N9XXXX
900−000XXX
WEIGHT CHANGE
ADDED (+)
REMOVED (−)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Original
CSP−902RFM206E−1
Weight and
Balance Data
F92−054A
Figure 6−4. Sample Weight and Balance Record
6−5
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
AIRCRAFT ACTUAL WEIGHT
MD900
Model
Serial No.
900−000XX
N92XXX
Reg. No.
12/23/XX
J. Doe
Weighed by
EMPTY
FUEL
OIL, ENGINE LH
OIL, ENGINE RH
OIL, TRANSMISSION
HYDRAULIC FLUID
60
Date
80
100
120
140 160 180 200
STA 199.25
WL 207.97
FULL
X
X
X
X
X
220 240
260
280
300
320
340 360
380
400 420 440
460
480
5° 0"
220
200
STA 292.817
WL 147
180
WL 159
ROOF DECK
160
140
WL 106
FLOOR
120
100
80
60
3° 16"
STA 155.5
FRAME
STA 230.5
FRAME
JACKING
POINTS
NOTE: IN A LEVEL ATTITUDE, MAIN ROTOR MAST IS TILTED 3 DEG. FORWARD.
WEIGHING POINT
AVE. SCALE
READING
LBS
TARE OR
CALIB. CORR.
LBS
F92−187A
NET
WEIGHT
LBS
LONGITUDINAL
ARM
IN
LATERAL
ARM
IN
LATERAL
MOMENT
IN−LBS
−8066
Forward
869.7
0.0
869.7
154.0
−9.3
133929
Aft Right
1289.5
0.0
1289.5
233.0
23.3
300454
29981
Aft Left
887.5
0.0
887.5
233.0
−23.3
206788
−20634
3046.7
210.4
0.4
641170
1280
−1.8
189.4
−10.4
−346
19
222.6
198.0
0.0
44071
0
3267.4
209.6
0.4
684895
1299
TOTAL (AS WEIGHED)
Less : Surplus Weight (See Table 1)
Plus: Missing Required Equipment (See Table 1)
TOTAL − BASIC WEIGHT
Figure 6−5. Sample Weight and Balance Report
6−6
LONGITUDINAL
MOMENT
IN−LBS
Revision 4
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Weight and
Balance Data
6−2. LOAD LIMITS AND BALANCE CRITERIA
The load limits and balance conditions are as noted in Table 6−1.
Do not exceed these limitations at any time during flight.
Use the helicopter Basic Weight as recorded in the Basic Weight and Balance Record
inserted in this section to perform all weight and balance computations. Basic Weight
includes oil, hydraulic fluid, and unusable fuel.
6−3. EQUIPMENT REMOVAL OR INSTALLATION
Removal or addition of equipment must be entered on the repair and alteration
report form, FAA 337, in accordance with Federal Air Regulations which shall then
become part of the helicopter log book file.
Record the weight and balance effects of these changes in the Basic Weight and
Balance Record inserted in this section.
Use the balance and station diagrams shown as an aid for weight and balance
changes.
Use the following tables to assist in determining weight and balance effects with
doors opened or removed.
Table 6−2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data
ITEM
WEIGHT
(LB)
LONGITUDINAL
STATION
(ARM)
LATERAL
STATION
(ARM)
MOMENT
(IN−LB)
Longitudinal
Lateral
Cockpit doors (2)
24.0
132.9
"30.6
3190
"367
Cabin doors (2)
32.2
196.0
"31.2
6311
"502
9.4
269.0
Baggage door (1)
0
2529
0
Table 6−3. Cabin Doors Open Weight Data
ITEM
Cabin doors (2)
WEIGHT
(LB)
32.2
LONGITUDINAL
STATION
(ARM)
248.0
LATERAL
STATION
(ARM)
"31.2
MOMENT
(IN−LB)
Longitudinal
Lateral
7986
"502
Note: At minimum flying weight (3500 LBS) the CG shifts 0.48 inch aft with cabin doors
open.
At maximum gross weight (6250 LBS) the CG shifts 0.27 inch aft with cabin doors open.
Original
6−7
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
6−4. LONGITUDINAL 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 basic weight and moment from the Weight and Balance Record inserted in this section.
Determine weights and moments of useful load items (Ref. Figure 6−2).
Add above items.
Determine corresponding center of gravity for gross weight by dividing total moment
by gross weight. This computation must be done with zero fuel and with mission
fuel gross weight (Ref. EXAMPLE I: ).
NOTE: If loadings are not symmetrical about the aircraft centerline, determine lateral
CG’s as described in Paragraphs 6−6 and 6−7.
EXAMPLE I: Longitudinal CG Determination − Passenger
ITEM
Basic Weight (from Figure 6−4)
WEIGHT
(LB)
STATION
(ARM)
3272.8
MOMENT
(IN−LB)
688665
Pilot
170
130.70
22219
Copilot/Passenger
170
130.70
22219
Passenger − Rear Facing R/H
170
173.0
29410
Passenger − Rear Facing L/H
170
173.0
29410
Passenger − FWD Facing R/H
170
213.0
36210
Passenger − FWD Facing L/H
170
213.0
36210
1. Zero Fuel Weight
Add: Fuel (Jet−A)
4292.8
994.0
191.1
864343
189953
2. Gross Weight
5286.8
1054296
Calculation of Longitudinal CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight
Zero Fuel Weight
=
864343
4292.8
= 201.3
CG at Gross Weight:
Moment at Gross Weight
Gross Weight
=
1054296
5286.8
= 199.4
NOTE: The CG’s fall within the limits specified in Table 6−1; therefore, the loading meets
the longitudinal CG limits.
6−8
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Weight and
Balance Data
6−5. LONGITUDINAL LOADING OF CARGO
The large aft compartment of the Model 900 provides great flexibility in the variety
of cargo loads it can accommodate.
To determine the gross weight and center of gravity for a given flight are within
limits, proceed as follows.
Obtain the Basic Weight and Moment from the Weight and Balance Record (Ref.
Figure 6−4).
Establish the weight of cargo load.
Determine the location of the cargo longitudinal CG (Ref. Figure 6−3)
Obtain the cargo moment:
Cargo Moment = Cargo Weight X Cargo CG
Perform weight and balance as previously described for passenger configuration.
EXAMPLE II: Longitudinal CG Determination − Cargo
WEIGHT
(LB)
ITEM
Basic Weight (from Figure 6−4)
STATION
(ARM)
3272.8
MOMENT
(IN−LB)
688665
Pilot
170
130.7
22219
Copilot/Passenger
170
130.7
22219
Cargo
750
190.0
142500
1. Zero Fuel Weight
Add: Fuel (Jet−A)
4362.8
300.0
187.0
875603
56100
2. Gross Weight
4662.8
931703
Calculation of Longitudinal CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight
Zero Fuel Weight
=
875603
4362.8
= 200.7
CG at Gross Weight:
Moment at Gross Weight
Gross Weight
=
931703
4662.8
= 199.8
NOTE: The CG’s fall within the limits specified in Table 6−1; therefore, the loading meets
the longitudinal CG limits.
Original
6−9
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
6−6. PERMISSIBLE LATERAL LOADINGS − PASSENGER
CONFIGURATION
Safe operation of this helicopter requires that it be flown within established lateral
as well as longitudinal center of gravity limits.
It is therefore imperative that lateral center of gravity control be exercised.
All combinations of internal loadings are permissible if gross weight, longitudinal,
and lateral center of gravity considerations permit.
To determine the gross weight and center of gravity for a given flight are within
limits, proceed as follows.
Obtain the basic weight and longitudinal moment from The Basic Weight and Balance Record (Ref. Figure 6−4).
For pilot and passenger longitudinal and lateral center of gravity stations, see
Figure 6−2.
EXAMPLE III: Lateral CG Determination − Passenger
WEIGHT
(LB)
ITEM
Basic Weight (from Figure 6−4)
STATION
(ARM)
3272.8
MOMENT
(IN−LB)
1309
Pilot
170
+15.85
2695
Passenger − Rear Facing R/H
170
+19.00
3230
Passenger − FWD Facing R/H
170
+19.00
3230
1. Zero Fuel Weight
Add: Fuel (Jet−A)
3782.8
500.0
2. Gross Weight
4282.8
−−
10464
0
10464
Calculation of Lateral CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight
Zero Fuel Weight
=
10464
3782.8
= 2.77
CG at Gross Weight:
Moment at Gross Weight
=
Gross Weight
10464
4282.8
= 2.44
NOTE: The CG’s fall outside the limits specified in Table 6−1; therefore, the loading
does not meet the lateral CG limits.
6−10
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Weight and
Balance Data
6−7. LATERAL LOADING OF CARGO
To determine the gross weight and lateral center of gravity for a given flight are
with limits, proceed as follows.
Find weight of load.
Determine lateral location (station) of load center of gravity.
Measure load distance from aircraft (centerline) lateral station zero), right
(+) : left (−).
Obtain the lateral load moment as follows.
Lateral moment = weight X lateral station (or use Table 6−10).
Perform weight and balance as previously described for longitudinal CG determinations.
6−8. INTERNAL LOADING OF CARGO
The following instructions should be followed when carrying internal cargo.
Restrain the cargo from shifting by using the correct number of tiedowns in accordance with Table 6−4.
Locate restraint loops in accordance with Figure 6−6.
NOTE: Cargo carried in the baggage compartment shall not be higher than 36 inches.
To assure that cargo is properly secured, refer to Table 6−4.
The numbered tiedown location is located in the far left column of Table 6−4
with their respective restraint values in the six columns to the right.
Locate the cargo tiedown numbers for all of the tiedowns that you will be using
in the respective cargo areas (main cabin or baggage compartment).
Add the restraint values for each of the tiedowns in each of the three directions
(forward, left and right).
If the sum of restraint values in each of the three directions equals or exceeds the
weight of the cargo, then the cargo is sufficiently restrained.
NOTE: 1. Cargo should be centered in the cabin or baggage compartment.
2. Do not load cargo outside the perimeter defined by the cargo tiedown fittings.
Original
6−11
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin.
LATERAL
TIEDOWN No.
FORWARD
LEFT
RIGHT
1
−−−
220
−−−
14
2
−−−
20
−−−
40
220
−−−
13
20
−−−
40
4
11
130
130
40
−−−
−−−
40
5
120
220
−−−
10
120
____
−−−
____
220
____
TOTAL
540
520
520
Since all three values exceed the weight of the cargo (500 pounds), the cargo is
sufficiently restrained.
6−12
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Weight and
Balance Data
Table 6−4. Internal Cargo Loading
TIE−DOWN LOCATION
TIE−DOWN
NUMBER
RESTRAINT VALUE/POUNDS OF CARGO
MAIN CABIN
RESTRAINT DIRECTION
BAGGAGE COMPARTMENT
RESTRAINT DIRECTION
FUSELAGE
STATION
LATERAL
STATION
1
156.8
−27.0
2
174.9
−25.0
20
40
3
193.0
−25.0
130
20
4
211.1
−25.0
130
40
5
229.2
−27.0
120
220
6
229.2
−11.0
50
240
7
229.2
−8.0
50
240
8
229.2
8.0
50
240
9
229.2
11.0
50
240
10
229.2
27.0
120
220
11
211.1
25.0
130
40
12
193.0
25.0
130
20
13
174.9
25.0
20
40
14
156.8
27.0
220
15
156.8
11.0
240
16
156.8
8.0
240
17
156.8
−8.0
240
18
156.8
−11.0
240
19
232.9
−21.6
90
20
251.0
−24.8
120
21
233.3
0.0
22
257.9
0.0
23
232.9
21.6
90
24
251.0
24.8
120
25
230.5
−24.6
110
26
230.5
24.6
110
27
269.0
−17.5
105
28
269.0
17.5
105
FORWARD
LATERAL
LEFT (−)
LATERAL
RIGHT (+)
FORWARD
LATERAL
LEFT (−)
LATERAL
RIGHT (+)
220
185
135
20
110
85
85
120
120
185
135
Original
110
6−13
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CARGO RESTRAINT LOCATION
1
18
17
16
15
14
2
13
FWD
3
12
LEFT
RIGHT
4
TIEDOWNS 25 AND 26 ARE ‘‘D’’
RINGS LOCATED AT WL 154.5
11
5
6
7
8
9
10
25
26
19
21
23
20
24
22
27
28
TIEDOWNS 19 THRU 28 ARE
‘‘D’’ RINGS. TIE DOWNS 27 AND
28 ARE LOCATED AT WL 155.0
Figure 6−6. Cargo Restraint
6−14
Original
F92−056
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Weight and
Balance Data
FUEL WEIGHT − POUNDS
1100
1075
1050
1025
1000
975
950
925
900
875
850
825
800
775
750
725
700
675
650
625
600
575
550
525
500
475
450
425
400
375
350
325
300
275
250
225
200
175
150
125
100
75
50
25
0
NOTES:
WEIGHTS AND MOMENTS BASED ON JET−A FUEL
(ASTM D−1655) AT 6.8 POUNDS PER U.S. 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
183
184
185
186
187
188
FUSELAGE STATION CG
189
190
191
F92−057−1
Figure 6−7. Fuel Station Diagram − Jet−A
Original
6−15
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUEL WEIGHT − POUNDS
1050
1025
1000
975
950
925
900
875
850
825
800
775
750
725
700
675
650
625
600
575
550
525
500
475
450
425
400
375
350
325
300
275
250
225
200
175
150
125
100
75
50
25
0
NOTES:
WEIGHTS AND MOMENTS BASED ON JET B FUEL
(ASTM D−1655) AT 6.5 POUNDS PER U.S. 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
183
184
185
186
187
188
FUSELAGE STATION CG
Figure 6−8. Fuel Station Diagram − Jet−B
6−16
Original
189
190
191
F92−057−2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Weight and
Balance Data
Table 6−5. Fuel Loading Table − Jet A (6.8 lb/U.S. gal)
VOLUME
U.S. GALLONS
WEIGHT
POUNDS
STATION
INCHES
MOMENT
IN−LBS
10
15
20
25
30
68
102
136
170
204
184.0
184.4
184.9
185.3
185.7
12511
18813
25144
31503
37888
35
40
45
50
55
238
272
306
340
374
186.1
186.5
186.9
187.2
187.5
44297
50728
57181
63653
70142
60
65
70
75
80
408
442
476
510
544
187.9
188.2
188.4
188.7
188.9
76647
83166
89697
96237
102787
85
90
95
100
105
578
612
646
680
714
189.2
189.4
189.6
189.8
189.9
109343
115905
122470
129038
135607
110
115
120
125
130
748
782
816
850
884
190.1
190.2
190.3
190.4
190.5
142176
148744
155309
161872
168431
135
140
145
150
155
160
918
952
986
1020
1054
1088
190.6
190.7
190.8
190.8
190.9
190.9
174986
181537
188033
194626
201165
207710
NOTES:
1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICI−
PATED IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.
3. MAXIMUM USEABLE FUEL QUANTITY IS 994 LBS.
4. MAXIMUM USEABLE FUEL QUANTITY IS 1078 LBS. WITH RANGE
EXTENDER
Original
6−17
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 6−6. Fuel Loading Table − Jet B (6.5 lb/U.S. gal)
VOLUME
U.S. GALLONS
WEIGHT
POUNDS
STATION
INCHES
MOMENT
IN−LBS
10
15
20
25
30
65
98
130
163
195
184.0
184.4
184.9
185.3
185.7
11959
17983
24035
30113
36216
35
40
45
50
55
228
260
293
325
358
186.1
186.5
186.9
187.2
187.5
42342
48490
54658
60845
67048
60
65
70
75
80
390
423
455
488
520
187.9
188.2
188.4
188.7
188.9
73266
79497
85739
91992
98252
85
90
95
100
105
553
585
618
650
683
189.2
189.4
189.6
189.8
189.9
104519
110791
117067
123345
129624
110
115
120
125
130
715
748
780
813
845
190.1
190.2
190.3
190.4
190.5
135903
142181
148457
154730
161000
135
140
145
150
155
160
878
910
943
975
1008
1040
190.6
190.7
190.8
190.8
190.9
190.9
167266
173528
179786
186040
192290
198538
NOTES:
1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICIPATED
IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.
3. MAXIMUM USEABLE FUEL QUANTITY IS 950 LBS.
4. MAXIMUM USEABLE FUEL QUANTITY IS 1030 LBS. WITH RANGE
EXTENDER
6−18
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Weight and
Balance Data
Table 6−7. Weight and Longitudinal Moments − Pilot, Passengers, Baggage
PILOT OR
COPILOT/PASSENGER STA 130.7
REAR FACING
PASSENGER
STA 173.0
FWD FACING
PASSENGER
STA 213.0
MOMENT
(IN−LB)
MOMENT
(IN−LB)
MOMENT
(IN−LB)
100
13070
17300
21300
120
15684
20760
25560
140
18298
24220
29820
160
20912
27680
34080
180
23526
31140
38340
200
26140
34600
42600
220
28754
38060
46860
240
31368
41520
51120
PASSENGER
WEIGHT
(LBS)
BAGGAGE
(LBS)
AFT
BAGGAGE
STA 245.6
BAGGAGE
(LBS)
MOMENT
(IN−LB)
AFT
BAGGAGE
STA 245.6
MOMENT
(IN−LB)
100
24560
320
78592
120
29472
340
83504
140
34384
360
88416
160
39296
380
93328
180
44208
400
98240
200
49120
420
103152
220
54032
440
108064
240
58944
460
112976
260
63856
480
117888
280
68768
500
122800
300
73680
Original
6−19
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 6−8. Weight and Longitudinal Moments − Cargo
WEIGHT
(LBS)
6−20
MOMENT (IN−LB)
STATION 160 STATION 180 STATION 200 STATION 220 STATION 240
100
16000
18000
20000
22000
24000
120
19200
21600
24000
26400
28800
140
22400
25200
28000
30800
33600
160
25600
28800
32000
35200
38400
180
28800
32400
36000
39600
43200
200
32000
36000
40000
44000
48000
220
35200
39600
44000
48400
52800
240
38400
43200
48000
52800
57600
260
41600
46800
52000
57200
62400
280
44800
50400
56000
61600
67200
300
48000
54000
60000
66000
72000
320
51200
57600
64000
70400
76800
340
54400
61200
68000
74800
81600
360
57600
64800
72000
79200
86400
380
60800
68400
76000
83600
91200
400
64000
72000
80000
88000
96000
420
67200
75600
84000
92400
100800
440
70400
79200
88000
96800
105600
460
73600
82800
92000
101200
110400
480
76800
86400
96000
105600
115200
500
80000
90000
100000
110000
120000
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Weight and
Balance Data
Table 6−9. Weight and Lateral Moments − Pilot and Passengers
PILOT OR
COPILOT/PASSENGER
STA. ±15.85*
REAR FACING
PASSENGER
STA. ±19.00*
FWD FACING
PASSENGER
STA. ±19.00*
MOMENT
(IN−LB)
MOMENT
(IN−LB)
MOMENT
(IN−LB)
100
110
1585
1744
1900
2090
1900
2090
120
1902
2280
2280
130
140
2061
2219
2470
2660
2470
2660
150
160
2378
2536
2850
3040
2850
3040
170
2695
3230
3230
180
2853
3420
3420
190
3012
3610
3610
200
3170
3800
3800
210
220
3329
3487
3990
4810
3990
4810
230
3646
4370
4370
240
3804
4560
4560
250
3963
4750
4750
260
270
4121
4280
4940
5130
4940
5130
280
4438
5320
5320
290
300
4597
4755
5510
5700
5510
5700
PASSENGER
WEIGHT
(LBS)
*Indicated moments are + (right lateral) and − (left lateral).
Original
6−21
CSP−902RFM206E−1
Weight and
Balance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 6−10. Weight and Lateral Moments − Cargo
WEIGHT
(LBS)
MOMENT (IN−LB)
LATERAL
STATION ±5 in.*
LATERAL
LATERAL
LATERAL
STATION ±10 in.* STATION ±15 in.* STATION ±20 in.*
20
40
60
80
90
100
200
300
400
450
200
400
600
800
900
300
600
900
1200
1350
400
800
1200
1600
1800
100
110
120
130
140
500
550
600
650
700
1000
1100
1200
1300
1400
1500
1650
1800
1950
2100
2000
2200
2400
2600
2800
150
160
170
180
l90
750
800
850
900
950
1500
1600
1700
1800
1900
2250
2400
2550
2700
2850
3000
3200
3400
3600
3800
200
210
220
230
240
1000
1050
1100
1150
1200
2000
2100
2200
2300
2400
3000
3150
3300
3450
3600
4000
4200
4400
4600
4800
250
260
270
280
290
300
1250
1300
1350
1400
1450
1500
2500
2600
2700
2800
2900
3000
3750
3900
4050
4200
4350
4500
5000
5200
5400
5600
5800
6000
*Indicated moments are + (right lateral) and − (left lateral).
6−22
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
SECTION VII
SYSTEMS DESCRIPTION
TABLE OF CONTENTS
PARAGRAPH
7−1. Helicopter Exterior Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−1. Helicopter − Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
7−1
7−2
7−2. Fuselage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−2. Door Opening Decals − Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−3
7−4
7−3. Tailboom and Empennage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−5
7−4. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−3. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−6
7−7
7−5. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−4. Main Rotor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−8
7−9
7−6. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−5. Cyclic Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−6. Collective Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−7. Upper Flight Controls Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 1 of 3) . . . . . . . . . . . . . . .
Figure 7−9. Anti−Torque Controls Subsystem (Sheet 2 of 3) . . . . . . . . . . . . . . .
Figure 7−10. Anti−Torque Controls Subsystem (Sheet 3 of 3) . . . . . . . . . . . . . .
Figure 7−11. VSCS Control Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−10
7−12
7−13
7−14
7−16
7−17
7−18
7−19
7−7. Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−12. Hydraulic System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−13. Hydraulic System Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−14. Rotor Brake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−20
7−21
7−22
7−23
7−8. Propulsion System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−15. PW206E Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−16. Powerplant − Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−17. Drive System (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−17. Drive System (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−9. Engine Air Intake and Inlet Particle Separator (IPS) . . . . . . . . . . . . . . . . . . . . . .
Figure 7−18. Engine Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−24
7−24
7−25
7−26
7−27
7−28
7−29
7−10. Engine Power Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−29
Original
7−i
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
7−11. Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−19. Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−20. IIDS Fuel System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
7−31
7−32
7−33
7−12. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−21. Fire Extinguishing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−34
7−35
7−13. Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−22. Battery Power and External Power Subsystem Block Diagram
Figure 7−23. Battery Power, External Power, and
DC Power Component Locator . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−36
7−36
7−14. Environmental Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−24. Heat/Defog System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−39
7−40
7−15. Integrated Instrumentation Display System (IIDS) . . . . . . . . . . . . . . . . . . . . . .
Figure 7−25. IIDS System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−26. IIDS Display Brightness Control . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−27. Alphanumeric Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory
Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−16. IIDS Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−41
7−42
7−45
7−47
7−17. Balance Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−28. Balance Monitoring System Installation . . . . . . . . . . . . . . . . . . . .
7−51
7−52
7−18. IIDS Menu Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−29. IIDS Top Level Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−30. Time Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−31. Balance Monitor, Main Rotor Balance . . . . . . . . . . . . . . . . . . . . . .
Figure 7−32. Balance Monitor, Run M/R Measurements . . . . . . . . . . . . . . . . . .
Figure 7−33. Balance Monitor, Main Rotor Configuration . . . . . . . . . . . . . . . . .
Figure 7−34. Balance Monitor, Main Rotor Solution Options . . . . . . . . . . . . . .
Figure 7−35. Balance Monitor, Display M/R Solution . . . . . . . . . . . . . . . . . . . . .
Figure 7−36. Balance Monitor, M/R Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−37. Balance Monitor, NOTAR Balance . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−38. Balance Monitor, NOTAR Data . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−39. Balance Monitor, Spectrum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−40. Balance Monitor, BMS Fault Log . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−41. Balance Monitor, BMS Version Log . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−42. Balance Monitor, BMS Maintenance . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−43. Aircraft Monitor, Exceedance Log Menu . . . . . . . . . . . . . . . . . . . .
7−53
7−53
7−54
7−55
7−56
7−57
7−58
7−59
7−60
7−61
7−62
7−63
7−64
7−65
7−66
7−67
7−ii
Original
7−37
7−47
7−49
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
PARAGRAPH
Figure 7−44. Aircraft Monitor − Trend Log . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−45. Aircraft Monitor, Fault Log Menu . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−46. Aircraft Monitor − IIDS Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−47. Fuel Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−48. Set Engine Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−49. Set Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Original
PAGE
7−68
7−69
7−70
7−71
7−72
7−72
7−iii/(7−iv blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
SECTION VII
SYSTEMS DESCRIPTION
7−1. HELICOPTER EXTERIOR DESCRIPTION
Design features:
Category A performance capabilities
Cockpit with outstanding field of view
All composite fuselage with expanded aluminium foil embedded in skin for lightning protection
Wide (52 inch), sliding cabin doors for loading bulky cargo
Crash resistant fuel cell
Built−in steps and work platforms for maintenance
NOTAR anti−torque system
H−type empennage with twin vertical stabilizers
Five−bladed main rotor with swept blade tips
Hingeless low drag main rotor hub
Optional engine inlet air particle separator
On−board systems monitoring and computerized track and balance
The patented NOTAR anti−torque system provides many benefits. It results in
low noise by locating the fan in the fuselage and eliminating the conventional noisy
tail rotor, provides outstanding safety because there is no exposed tail rotor, and
improved directional controllability over that of the conventional tail rotor helicopter.
The five−bladed main rotor is designed for outstanding performance and flying qualities. Vibration in the passenger spaces is minimized by the incorporation of the
five blades and the unique dynamically−tuned ‘‘static mount" that supports the
rotor and transmission. The swept tips on rotor blades improve performance and
reduce main rotor noise. Interior noise is minimized by using an acoustic noise
attenuating support for the transmission gearbox, and acoustic insulation in the
ceiling and sidewalls of the cabin.
Original
7−1
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
MAIN ROTOR BLADE
ASSEMBLY
EMPENNAGE
ASSEMBLY
ENGINE
RIGHT
HAND
UPPER COWLING
AND FAIRINGS
CABIN DOOR
TRANSMISSION
ASSEMBLY
ENGINE
LEFT HAND
TAILBOOM
ASSEMBLY
ANTI−TORQUE
THRUSTER
FUSELAGE STRUCTURE
ASSEMBLY
COCKPIT
DOOR
BAGGAGE
COMPARTMENT
DOOR
ANTI−TORQUE
ASSEMBLY
COCKPIT
DOOR
CABIN DOOR
LANDING GEAR
ASSEMBLY
FLIGHT
CONTROLS
Figure 7−1. Helicopter − Major Components
7−2
Original
F92−058
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
The composite flexbeam main rotor hub replaces the normal hinges with a fiberglass/
epoxy flexbeam that twists and bends to accommodate the blade motions. It, and
the elastomeric lead/lag dampers, are located within the elliptical pitchcase for a
low drag hub that is composed of a minimum number of parts.
The empennage includes a fixed horizontal stabilizer and two controlled vertical
stabilizers that provide directional stability.
The screened NOTAR inlet is on the top of the cowling, between the engines and
aft of the rotor. In this location it is protected from dust and debris, and is shaped
to direct NOTAR fan noise up and away from observers on the ground, thus helping
to minimize noise.
The cabin floor is approximately three feet above the ground. This provides space
under the fuselage for the energy absorbing landing gear to deflect, and room in
the lower fuselage for the 149 gallon fuel cell. A convenience step is provided on
the right side of the fuselage for entering and departing.
Step/handholds and fold−out work platforms are built into the sides of the fuselage,
forward and aft of the cabin doors, for easy access to equipment located on the
engine and transmission decks.
Two tiedown fittings are positioned high on the sides of the fuselage in line with
the forward edge of the cabin doors, and one on the fuselage centerline just above
the baggage compartment door. Fabric socks are used to capture the blade tips
for tying them to the landing gear crosstubes.
7−2. FUSELAGE
The fuselage contains the cockpit; cabin; baggage compartment; fuel cell; NOTAR
fan, support, and ducts; and avionics equipment. The rotor/transmission support,
engines, and systems equipment are mounted on the top, and the landing gear
on the bottom. The fuselage structure has an aluminum upper deck, main frames,
and anti−plowbeams under the cockpit, with graphite/epoxy skins, keel beams,
cockpit framing, floors, and doors.
The fuselage is one of three components that contribute to an integrated systems
approach to the MD Explorer’s hard landing energy absorbing concept. The others
are the landing gear and crew/passenger seats. This approach has served well in
the OH−6A, AH−64A, and MD500 helicopters.
The cabin has an open flat floor from the front of the copilot’s station through
the cabin and to the back of the baggage compartment area. With the seats removed,
the entire floor area is usable for loading cargo.
Space is provided in the nose for the battery; under the cockpit floor and in the
baggage compartment for avionics equipment; and under the baggage compartment
floor for air conditioning equipment. The single fuel cell is mounted in the belly
of the fuselage surrounded by bulkheads fore and aft, and keel beams to the sides.
Original
7−3
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Entry Doors:
Hinged cockpit doors, sliding cabin doors, and a hinged baggage compartment door
provide access. The cockpit doors have door release handles that allow the doors
to be removed (Ref. Section VIII). The windows in the cabin doors are easily removable and the meet Transport Category emergency exit size criteria.
The cockpit door handles have four positions and main cabin door handles have
three positions:
CABIN DOOR OPENING DECAL
COCKPIT DOOR OPENING DECAL
SAFELOCK
SAFELOCK
OPEN
OPEN
SLAM
SAFELOCK
KEY
LOCK
OPEN SLIDING
LOCK
DOOR
EARLY CONFIGURATION
SLIDING
DOOR
LOCK
CURRENT CONFIGURATION
F92−059A
Figure 7−2. Door Opening Decals − Exterior
The rotor/transmission mount consists of an eight−legged metal truss that supports the mast base and the static mast. The transmission gearbox mounts beneath
the mast base and the rotor turns on the static mast tube on a set of tapered roller
thrust bearings. Two of the truss tubes on the right side of the aircraft are removable
for transmission maintenance.
Graphite/epoxy cowlings and access doors on top of the fuselage enclose the equipment located there.
Saddle mounts in the lower fuselage clamp the forward and aft landing gear crosstubes in place.
Lightning protection for the graphite/epoxy skins is provided by expanded aluminum foil molded into the surface, with all components electrically bonded together.
Electromagnetic pulse protection (EMP) is provided by the aluminum structure,
the expanded aluminum foil on the graphite skins, and the shielding of individual
electric/avionics systems components and wiring.
7−4
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
7−3. TAILBOOM AND EMPENNAGE
Anti−torque, directional control, and yaw stability is provided by the NOTAR
fan, circulation control tailboom, the thruster, and the horizontal and vertical
stabilizers with VSCS.
The NOTAR fan is driven directly from the main transmission. The fan is located
in the aft fuselage, and supplies pressurized air to the tailboom (pressure ratio
= 1.02 to 1.12). Its blade pitch and the thruster nozzle rotational positions are operated by the anti−torque pedals.
The circulation control tailboom is a hollow graphite/epoxy cylinder that bolts
to the aft end of the fuselage and supports the horizontal and vertical stabilizers,
tail bumper, and the thruster. The tailboom directs the pressurized air to the thruster
while allowing some air to flow out of the two slots along its right side. This arrangement creates a significant side force on the tailboom as a result of the circulation
flow around the tailboom while it is immersed in the main rotor downwash. The
remainder of the side force required for directional control is produced by airflow
out of the controllable direct jet thruster at the end of the tailboom.
The empennage consists of the horizontal stabilizer with upper and lower moveable
vertical stabilizers located at each tip. The horizontal and vertical surfaces are graphite/epoxy. The horizontal stabilizer has an inverted NACA 2412 airfoil with a fixed
incidence of −1 degree. A trailing edge Gurney tab is installed above and below
the airfoil to balance aerodynamic moments. The vertical stabilizers have a hybrid
NACA 23012/NACA 0012 airfoil cambered toward the right side of the helicopter.
The vertical stabilizers are controlled in incidence by electro−mechanical actuators
located within the horizontal stabilizer that operate in response to collective pitch
inputs. Both vertical stabilizers also respond to the Vertical Stabilizer Control System (VSCS) to function as a yaw damper.
To minimize tail vibration, the horizontal stabilizer attaches to the top of the tailboom
with an energy absorbing mount that is hinged along a fore−and−aft axis at the
right side, and connected by an elastomeric damper on the left side.
Lightning protection is provided by a strip of aluminum foil bonded onto the
surface of the tailboom, expanded aluminum foil co−cured onto the empennage surfaces, and jumpers to form a continuous electrical path to the fuselage.
Original
7−5
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
7−4. LANDING GEAR
The landing gear (Ref. Figure 7−3) supports the helicopter when it is in contact
with the ground. The landing gear can withstand loads encountered during landing,
ground handling, and provides a stable platform to prevent ground resonance.
The landing gear primarily absorbs normal landing forces, with the capabilities
to absorb severe landing forces during overload conditions. The landing gear dimensions are based on the required minimum roll−over and minimum pitch−over angles.
A minimum angle of 27 degrees is maintained from the center of gravity (CG) location
to the skid−to−ground contact point. The landing gear consists of the following components:
Forward and Aft Crosstubes − Provide energy absorbing capabilities during normal or severe landings.
Forward and Aft Saddle Assemblies − Provide a means to attach the crosstube
assemblies to the fuselage attachment points.
Side Stop Clamp Assemblies − Prevent side movement of the crosstube assemblies.
Forward Spacer Fittings − Forward attachments for the skid tubes and forward
crosstube assembly.
Skid Tubes − Provide landing gear−to−ground contact points.
Damper Assemblies − Aft attachments for the skid tubes and aft crosstube assembly.
Each damper has a reservoir fluid level indicator that is a rotating shaft which
shows through a 120 pie shaped window. When the reservoir is filled, the window
shows green with a very thin wedge of red showing to the first notch on the
housing. The thin wedge of red shows the reservoir is not completely full, to
allow for fluid expansion.
Ensure fluid level in reservoir is within limits.
Reservoir is near empty, when the window shows red and should be serviced
(RMM. Section 12−00−00).
7−6
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
SIDE STOP
CLAMP ASSEMBLY
AFT
CROSSTUBE
PLUG
AFT
ABRASION STRIP
AFT
SADDLE ASSEMBLY
DAMPER
ASSEMBLY
FORWARD
CROSSTUBE
FORWARD
ABRASION STRIP
FORWARD
SPACER FITTING
FORWARD
SADDLE ASSEMBLY
STEP
SKID TUBE
GROUND HANDLING
ATTACH POINTS
MID ABRASION
STRIP
LANDING GEAR DAMPER
RESERVIOR FLUID
LEVEL INDICATOR
SECOND NOTCH
FIRST NOTCH
RED
GREEN
EMPTY
FULL
RESERVOIR INDICATOR CLOCKING TYPICAL
F92−060
Figure 7−3. Landing Gear
Original
7−7
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
7−5. MAIN ROTOR SYSTEM
The main rotor is a five−bladed, fully articulated hingeless flexbeam system. The
rotor diameter is 33.83 feet with a blade chord of 10 inches. At its nominal 100
percent rotational speed (NR), the rotor runs at 392 rpm (695 feet/second tip speed).
The flexbeam is primarily a unidirectional fiberglass/epoxy, y−shaped member that
connects the blade to the rotor hub, and twists and bends to accommodate the blade
motions, resisting centrifugal force while transmitting drive torque to the blade.
The five flexbeams attach to the hub by five bolts.
The pitchcase is a hollow, elliptically shaped graphite/epoxy tube that surrounds
the flexbeam and is attached to both the flexbeam and the blade at its outboard
end by a pair of expandable−bushing bolts. The pitchcase provides flapwise, chordwise, and torsional stiffness to the inboard end of the blade and serves to transmit
the feathering control motions to the blade. The pitchcase is attached to the hub
at its inboard end by the elastomeric snubber/damper that provides centering for
flapping and feathering motions, and by a combination spring/damper restraint
for chordwise motion to eliminate ground resonance. An elastomeric bumper is
bonded to the flexbeam halfway along its length to bear against the inside of the
pitchcase and restrict a flexbeam bending oscillation that would otherwise occur
during spin−up and shut−down of the rotor.
7−8
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
ROTOR BLADE
ROTOR BLADE
RETENTION BOLTS
PITCHCASE
DRIVE
PLATE
FLEXBEAM
BUMPER
DAMPER
MAIN
ROTOR
HUB
FLEXBEAM
CENTERING
BEARING
PITCH CHANGE
HORN
UPPER
HUB
INBOARD
ABRASION STRIP
LOWER
HUB
DRIVE
RING
OUTBOARD
ABRASION STRIP
SCISSORS
TRIM TAB
ASSEMBLY
F92−061
Figure 7−4. Main Rotor System
The hub consists of two machined aluminum plates with a steel spacer between
them. The plates are grooved to accept the flexbeams and are bolted together with
the same bolts that attach the flexbeams. The hub mounts to the static mast by
a pair of grease lubricated, tapered roller bearings. A splined drive plate bolts to
the top of the hub and is driven by the main rotor shaft that rotates inside the
mast.
This static mast rotor support configuration has been used successfully in the
OH−6A, AH−64A, and MD500 helicopters and is incorporated into the MD Explorer
for three reasons:
Vibration Control − fuselage/mast/rotor structure is tuned dynamically for minimum vibration.
Reduced transmission weight − gearcase is not required to support rotor loads.
Original
7−9
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Safety − if the drive shaft should break, the rotor remains mounted to the mast
by its two bearings for a safe autorotation landing.
The main rotor blade is made from fiberglass/epoxy with a hollow leading edge
spar and a Nomex honeycomb−filled trailing edge. It has a theoretical twist of −10
degrees; and the high performance airfoil tapers in thickness from 12 percent at
it’s inboard end to 9.5 percent at the tip. The outboard 14 inches of the blade planform
has a parabolic swept back taper. A 8 inch long by 3/4 inch chord trim tab is centered
on the 77 percent radius station. Two pockets in the bottom of the blade near the
tip are provided for installing blade balance weights.
A titanium abrasion strip protects the inboard, constant−chord portion of the blade
while an electroformed nickel abrasion strip is fitted outboard. A polyurethane sheet
protects the under side of the blade outboard.
The MD Explorer has a built−in track and balance system for the main rotor and
for the NOTAR fan blades that operates through the Integrated Instrument Display
System (IIDS).
Lightning protection is afforded by a continuous electrical path from blade tip
to rotor mast, and so on into the fuselage. This consists of the metal abrasion strip
on the blade, expanded aluminum foil co−cured onto the surface of the pitchcase,
dual jumpers across all joints, and twin carbon brushes for hub−to−mast continuity.
7−6. FLIGHT CONTROLS
The flight controls provide a means of controlling blade pitch of the main rotor
in flight and during ground operations. The helicopter is equipped with dual pilot
controls.
The flight controls integrate pilot inputs from the cyclic, collective, and anti−torque
subsystems. The cyclic and collective control stick inputs are mechanically linked
to the upper flight controls for longitudinal, lateral, and vertical control. The anti−
torque pedal inputs are transmitted to the NOTAR fan and direct jet thruster
for directional control. The flight controls consist of the cyclic controls, collective
controls, upper flight controls, anti−torque controls, and vertical stabilizer control
subsystems.
The cyclic controls subsystem controls helicopter pitch and roll attitudes (longitudinal and lateral control). The cyclic controls move the upper flight controls to cycle
increases or decreases in the rotor blades angle of attack in a cyclic manner around
the rotor azimuth. The result is a change in the helicopter pitch and/or roll attitude.
The cyclic control subsystem consists of the following components:
Cyclic stick assembly − Provides pilot control of helicopter pitch and/or roll attitude. This cyclic stick mount places the stick grip at its highest point above
the floor when it is farthest aft − it moves down as it moves forward. This allows
the pilot to rest his/her forearm on his/her thigh throughout all flight modes
for very comfortable flying.
7−10
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
Longitudinal and lateral trim actuators − Allow the pilot to position the cyclic
as required during flight and while on the ground.
Longitudinal linkages − Allow for cyclic input to the main rotor blades for helicopter pitch control.
Longitudinal servoactuator − Hydraulically transfers longitudinal linkage inputs
to position the upper flight controls.
Lateral linkages − Allow for cyclic input to the main rotor blades for helicopter
roll control.
Lateral servoactuator − Hydraulically transfers lateral linkage inputs to position
the upper flight controls.
The collective controls subsystem controls helicopter lift (vertical control) and
thrust. As the collective stick assembly is moved, control linkages increase or decrease the rotor blades angle of attack.
The collective pitch system includes two automatic control features:
Conventional ‘‘anticipatory" circuit into the Engine Electronic Controls (EEC) to
prepare them for an upcoming change of power demanded by the changing collective
pitch position, and vertical stabilizer incidence angle change (VSCS).
The collective control subsystem consists of:
Collective stick assembly − Provides pilot control of helicopter lift.
Collective friction unit − Allows collective stick assembly resistance to vary
from 5−25 pounds.
Collective friction release switch − Allows the pilot to release collective stick
assembly resistance.
Collective linkages − Allows the pilot to transmit collective input to the upper
flight controls.
Collective servoactuator − Hydraulically transfers collective linkage inputs to
the upper flight controls.
Original
7−11
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
REF
UPPER DECK
LATERAL
CONTROL
ROD
ASSEMBLY
LONGITUDINAL CLOSETCONTROL ROD ASSEMBLY
CYCLIC STICK
ASSEMBLY
DUAL
LONGITUDINAL
CONTROL ROD
ASSEMBLY
LONGITUDINAL
BRACKET ASSEMBLY
CYCLIC CONTROL
STICK BOOT
EXPANDABLE
DIAMETER
BOLT ASSEMBLY
CYCLIC BASE
ASSEMBLY
LONGITUDINAL
BELLCRANK
ASSEMBLY
LATERAL CONTROLS
BRACKET ASSEMBLY
AFT COCKPIT
LONGITUDINAL
CONTROL ROD
ASSEMBLY
LATERAL
BRACKET
ASSEMBLY
LATERAL
BELLCRANK
ASSEMBLY
LATERAL
CONTROLS
CONTROL ROD
ASSEMBLY
LONGITUDINAL GRADIENT
SPRING ASSEMBLY
LONGITUDINAL TRIM ACTUATOR
CRANK ASSEMBLY
LATERAL GRADIENT
SPRING ASSEMBLY
COCKPIT LATERAL CONTROLS
TUBE ASSEMBLY
DUAL LATERAL ROD END
BALL BEARING
LONGITUDINAL CONTROLS
CONTROL ROD
ASSEMBLY
LATERAL
BELLCRANK
LATERAL TRIM ACTUATOR
LONGITUDINAL
ASSEMBLY
CRANK ASSEMBLY
TRIM ACTUATOR ASSEMBLY
LATERAL
TRIM ACTUATOR
Figure 7−5. Cyclic Controls Subsystem
7−12
Original
F92−062−1
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
COLLECTIVE HYDRAULIC
SERVOACTUATOR
LONGITUDINAL/
COLLECTIVE
FOD COVER
UPPER DECK
COLLECTIVE CONTROL
ROD ASSEMBLY
CONTROL BRACKET
ASSEMBLY
COLLECTIVE
BELLCRANK ASSEMBLY
COLLECTIVE
BRACKET ASSEMBLY
COLLECTIVE
CONTROL ROD ASSEMBLY
DETENT MODULE
ASSEMBLY
COLLECTIVE
BELLCRANK ASSEMBLY
COLLECTIVE CONTROL
ROD ASSEMBLY
SENSOR
LINK ASSEMBLY
DETENT MODULE
MOUNTING BRACKET
PILOT
COLLECTIVE STICK
ASSEMBLY
SENSOR COLLECTIVE
POSITION BELLCRANK
ASSEMBLY
POTENTIOMETER
CLAMP
POTENTIOMETERS
SENSOR
BRACKET
ASSEMBLY
COLLECTIVE FRICTION
RELEASE SWITCH
INTERCONNECT
CABLE ASSEMBLY
COLLECTIVE
BELLCRANK ASSEMBLY
COLLECTIVE
CONTROL STICK BOOT
COPILOT
COLLECTIVE STICK ASSEMBLY
COLLECTIVE
FRICTION UNIT
COLLECTIVE
BRACKET ASSEMBLY
COLLECTIVE STICK
BRACKET ASSEMBLY
COLLECTIVE INTERCONNECT
CONTROL ROD ASSEMBLY
F92−062−2
Figure 7−6. Collective Controls Subsystem
Original
7−13
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Main Rotor Controls:
The main rotor mechanical control system uses conventional pushrods and bellcranks under the cockpit floor; in the forward, right hand cockpit/cabin bulkhead;
and in the cabin ceiling to transmit the control motions to the dual tandem hydraulic actuators that operate the rotor control mixer and the swashplate.
SCISSORS DRIVE
LINK ASSEMBLY
ROTOR CONTROL
PITCH LINK ASSEMBLY
SWASHPLATE
ASSEMBLY
LATERAL ANTI−TORQUE
DRIVE LINK ASSEMBLY
COLLECTIVE DRIVE
LINK ASSEMBLY
MIXER
ASSEMBLY
F92−062−3
Figure 7−7. Upper Flight Controls Subsystem
7−14
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
Anti−torque Controls:
The anti−torque pedals are adjustable fore and aft and include an adjustable
friction device. They operate through a pushrod/bellcrank system and a single
hydraulic actuator to control the rotation of the direct jet thruster and change
the blade pitch angle of the NOTAR fan to maintain constant air pressure
in the tail boom as the thruster nozzle opens and closes. The hydraulic actuator
operates the NOTAR fan blade pitch through a pushrod/bellcrank/cam linkage,
and the thruster rotation through a push/pull type cable along the length of
the tailboom and a local tension cable loop at the thruster. The pedals do not
control the vertical stabilizers.
Attached to the lower directional crank assembly is the pedal anticipator. The
pedal anticipator provides the EEC’s an indication of impending anti−torque
fan pitch change, which allows the EEC’s to anticipate an increase in power
demand. The pedal anticipator also allows the IIDS to display and record pedal
position.
Original
7−15
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
DIRECTIONAL
CONTROL ROD ASSEMBLY
HEEL REST
ASSEMBLY
REF UPPER DECK
DIRECTIONAL
BELLCRANK ASSEMBLY
LOWER CLOSET
DIRECTIONAL
BELLCRANK ASSEMBLY
AFT DIRECTIONAL
CONTROL ROD ASSEMBLY
PEDAL
ADJUSTMENT
HANDLE
COPILOT DUAL CONTROL
DIRECTIONAL PEDAL ASSEMBLY
PEDAL
CRANK
ASSEMBLY
HEEL REST
ASSEMBLY
PEDAL
ANTICIPATOR
PILOT DUAL CONTROL
DIRECTIONAL
PEDAL ASSEMBLY
RIGHT
HEEL REST
SUPPORT
DIRECTIONAL
INTERCONNECT
CONTROL ROD ASSEMBLY
LEFT
HEEL REST
SUPPORT
DIRECTIONAL PEDAL
LINK ASSEMBLY
F92−062−4
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 1 of 3)
7−16
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SPLITTER
ASSEMBLY
FOD
COVER UPPER
DIRECTIONAL
DECK
BELLCRANK
ASSEMBLY
DIRECTIONAL
BRACKET ASSEMBLY
ANTI−TORQUE
SERVO ACTUATOR
DIRECTIONAL
CONTROL ROD
ASSEMBLY
DIRECTIONAL
CONTROL ROD
ASSEMBLY
Systems Description
NOTAR® FAN INPUT FORCE
LIMITING CONTROL ROD
ASSEMBLY
DIRECTIONAL CONTROLS
CONTROL ROD
ASSEMBLY
DIRECTIONAL
CONTROL ROD
ASSEMBLY
DIRECTIONAL
BRACKET ASSEMBLY
DIRECTIONAL
BELLCRANK
ASSEMBLY
CONTROL
BRACKET ASSEMBLY
DIRECTIONAL
BRACKET
ASSEMBLY
NOTAR FAN INPUT FORCE
LIMITING CONTROL ROD
ASSEMBLY
CSP−902RFM206E−1
DIRECTIONAL CABLE
ATTACH BRACKET
TO THRUSTER
CONTROL
OUTER BELLCRANK
ASSEMBLY
DIRECTIONAL
BELLCRANK
ASSEMBLY
NOTAR® FAN
LINKAGE
INNER BELLCRANK
ASSEMBLY
DIRECTIONAL
CONTROL CABLE
ASSEMBLY
DIVERTER
PLATE ASSEMBLY
DIRECTIONAL CONTROLS
CONTROL ROD ASSEMBLY
F92−062−5
Figure 7−9. Anti−Torque Controls Subsystem (Sheet 2 of 3)
Original
7−17
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ROTATING CONE
ASSEMBLY
THRUSTER BUILDUP
ASSEMBLY
TAILBOOM
ASSEMBLY
THRUSTER CONTROL
ROD ASSEMBLY
DIRECTIONAL CONTROL
CABLE ASSEMBLY
THRUSTER CONTROL
ROD ASSEMBLY
AFT
THRUSTER CONTROL
CABLE ASSEMBLY
THRUSTER
STATIONARY
CONE ASSEMBLY
THRUSTER CONTROL
SECTOR ASSEMBLY
THRUSTER CONTROL
DRUM ASSEMBLY
VIEW ROTATED
THRUSTER DRUM
BRACKET ASSEMBLY
Figure 7−10. Anti−Torque Controls Subsystem (Sheet 3 of 3)
7−18
Original
F92−062−6
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
The Vertical Stabilizer Control System (VSCS) operates the incidence of the
vertical stabilizers through two electro−mechanical actuators, one for the left stabilizer and one for the right stabilizer. One portion of the system is a fly−by−wire
actuator of stabilizer incidence as a function of collective pitch stick position. It’s
purpose is to provide an anticipation that a power change is occurring to prevent
rotor droop and to maximize the anti−torque contribution of the stabilizers at high
speed thereby minimizing power required by the fan − leaving more power available
for the main rotor. The second portion of the system is a fly−by−wire yaw damping
function that uses yaw gyro/lateral accelerometer signals to impose a supplementary
incidence on both vertical stabilizers. Instrumentation/control includes a dual indicator on the instrument panel to show incidence angle of the two vertical stabilizers;
a LEFT STAB FAIL, RIGHT STAB FAIL, or TOTAL STAB FAIL yellow CAUTION
annunciator on the IIDS alphanumeric display; and two OFF/ON/TEST ‘‘L VSCS
R’’ switches on the utility panel, and a ‘‘YAW SYNC’’ switch located on the collective
control module (Ref. Section IV). The ‘‘YAW SYNC’’ switch allows the pilot to reset
the VSCS to operate around the current lateral acceleration and yaw rate. This
feature is useful when transitioning from hovering to forward flight, and when transitioning from a turn to level flight or from level flight into a turn.
L
VERTICAL STAB
R
L
VERTICAL STAB
R
VSCS INDICATOR
RIGHT
VERTICAL
STABILIZER
RIGHT VERTICAL
STABILIZER LINKAGES
YAW
RATE
GYRO
COLLECTIVE
CONTROL POSITION
TRANSDUCERS
YAW RATE
GYRO
RIGHT LATERAL
ACCELEROMETER
RIGHT VSCS
CONTROL UNIT
RIGHT LINEAR
ACTUATOR
LEFT
LINEAR
ACTUATOR
LEFT
VERTICAL
STABILIZER
LEFT VERTICAL
STABILIZER LINKAGES
LEFT VSCS
CONTROL UNIT
F92−063
Figure 7−11. VSCS Control Subsystem
Original
7−19
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
7−7. HYDRAULIC SYSTEMS
Flight Controls:
The helicopter is equipped with two hydraulic systems for operation of the flight
controls. Under certain conditions, the main rotor control loads are such that
they require at least one hydraulic system operating at all times; hence, the
dual system for safety. However, the aircraft can be flown in a minimally degraded
condition with the anti−torque actuator depressurized.
The system is powered by two variable displacement hydraulic pumps mounted
on and driven by the main transmission, has a reservoir/manifold for each system
placed on opposite sides of the upper fuselage deck, and has three tandem actuators, one for each cyclic pitch function and one for collective pitch of the main
rotor.
The #1 system operates only the main rotor controls while the #2 system operates
the main rotor controls and also the NOTAR anti−torque control system.
The main rotor actuators are mounted forward of the main rotor while the anti−
torque actuator is mounted in the cabin ceiling just aft of the right hand cabin
door.
A hand pump option is installed for use in servicing the hydraulic systems in
the field.
The two systems normally operate at 500 psi each for a total system pressure
of 1000 psi. If pressure in one system should drop to less than 400 psi, the other
system automatically compensates by increasing its pressure to maintain a total
system pressure of 1000 psi nominal. A yellow caution annunciator,
‘‘1 HYD’’ or ‘‘HYD 2’’, illuminates on the IIDS caution/warning display and a
caution message is displayed on the alphanumeric display when the affected
system’s pressure falls below 250 psi.
7−20
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
SYSTEM NO. 2
PUMP
SYSTEM NO. 2
MANIFOLD
SYSTEM NO. 1
PUMP
SYSTEM NO. 1
MANIFOLD
SAMPLING
VALVE
GSE PANELS
PRESSURE
TRANSDUCER
BLEED VALVE
TEMPERATURE
SWITCH
FLUID LEVEL
SIGHT GAUGE
FILTER BOWL
(RETURN)
SYSTEM
SELECT
SOLENOID
FILTER BOWL
(PRESSURE)
F92−064
Figure 7−12. Hydraulic System Installation
Original
7−21
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
HAND
PUMP
(OPTIONAL)
SYSTEM 1
VARIABLE
DELIVERY
PUMP
GSE
PANEL
SYSTEM 2
VARIABLE
DELIVERY
PUMP
MANIFOLD
RESERVOIR
MANIFOLD
RESERVOIR
GSE
PANEL
COLLECTIVE SERVO ACTUATOR
LONGITUDINAL SERVO ACTUATOR
LATERAL SERVO ACTUATOR
DIRECTIONAL SERVO ACTUATOR
F92−065
Figure 7−13. Hydraulic System Block Diagram
7−22
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
Rotor Brake:
A completely separate secondary stand−alone hydraulic system is a part of the
rotor brake installation. It incorporates a master cylinder operated by the brake
handle in the cockpit, and the actuator that operates the disc brake on the back
side of the transmission where the NOTAR drive shaft connects. A yellow
BRAKE caution annunciator in the IIDS secondary display screen warns if the
brake is not fully disengaged.
HYDRAULIC
TUBE
CONTROL LINKAGE
MASTER CYLINDER WITH
INTEGRAL RESERVOIR
BRAKE
CALIPER
F92−066
Figure 7−14. Rotor Brake System
Original
7−23
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
7−8. PROPULSION SYSTEM
The propulsion system is designed to meet the engine isolation requirements for
multi−engine rotorcraft that are defined by the Category A requirements of FAR
Part 29, paragraph 29.903(b).
Powerplant:
This system consists of two Pratt and Whitney Canada (P&WC) PW206E turboshaft engines mounted above the baggage compartment and pointing inboard
to drive into the main transmission gearbox (Ref. Figure 7−15 and Figure 7−16).
Each engine is mounted to the fuselage upper deck by a three point, adjustable
titanium mount. The air inlet which is in the middle of the engine is located
inside a titanium−walled inlet plenum that leads from a flush−mounted inlet
in the side of the cowling. The combuster end of the engine is surrounded by
titanium firewalls forward, aft, inboard side, and below. It is covered by a fairing
door, and is ventilated by an exhaust−driven ejector at the aft end of the compartment.
FORWARD
FIRE SEAL
PRIMARY EXHAUST
NOZZLE ASSEMBLY
AFT
FIRE SEAL
FMU
SHROUD
SECONDARY
EJECTOR
INSULATION
BLANKET
TRIPOD
MOUNT
ENGINE
AIR INLET
REAR STAY
ASSEMBLY
TRIPOD
MOUNT
FWD INLET
PANEL
AFT INLET
PANEL
F92−067
Figure 7−15. PW206E Engine Installation
7−24
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
FUEL PUMP
FMU
FUEL MANIFOLD
FUEL FILTER
T6 THERMOCOUPLE
FUEL NOZZLE
FMU SHROUD
NP SENSOR
LH OIL LEVEL SIGHT GLASS
OIL FILTER COVER
DCU
OIL FILTER IMPENDING
BYPASS INDICATOR
CHIP DETECTOR
T1 SENSOR
OIL FILLER CAP
T1/T6 TERMINAL BOX
NG SENSOR
PMA
STARTER GENERATOR PAD
RH OIL LEVEL SIGHT GLASS
FREON PUMP PAD
(IF INSTALLED − RH ENGINE ONLY)
OUTPUT SHAFT
OIL PRESSURE PORT
OIL TEMPERATURE
PORT
TORQUE SENSOR
F92−068A
Figure 7−16. Powerplant − Components
Original
7−25
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Drive system:
A short shaft with flexible diaphragm couplings and anti flail devices connects
each engine to the transmission. A longer shaft with similar couplings drives
the NOTAR fan. The main rotor drive shaft connects the planet gear carrier
in the top of the transmission to the main rotor hub through a splined connection
at each end. The engines and transmission are electrically bonded to the airframe
by suitable jumpers.
MAIN ROTOR
DRIVE SHAFT
STATIC MAST
SUPPORT ASSEMBLY
PRESSURE
TRANSDUCER
INPUT
DRIVE SHAFTS
STRUT
ASSEMBLY
BLOWER
HOUSING
ASSEMBLY
LUBRICATION
PUMP AND FILTER
TRANSMISSION
ASSEMBLY
DECK FITTING
ASSEMBLY
HYDRAULIC
PUMP DRIVE
TEMPERATURE
PROBE AND
SWITCH
Figure 7−17. Drive System (Sheet 1 of 2)
7−26
Original
F92−069−1
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
To minimize structurally−transmitted acoustic noise from the transmission into
the passenger spaces, the transmission is supported from the mast base by eight
bolts in elastomeric bushings, and is restrained against rotation by a toothed
coupling arrangement that has a contoured elastomeric ring between the bottom
of the mast base and the top of the gearbox.
EXHAUST DUCT
INTERCONNECT DUCT
OIL COOLER
AIRFRAME
DECK
INLET DUCT
NOTAR FAN
DRIVE SHAFT
VIEW ROTATED
PRESSURE SWITCH
(LOW)
MAGNETIC
CHIP DETECTOR
F92−069−2
Figure 7−17. Drive System (Sheet 2 of 2)
Engine and transmission lubricating oil is cooled by air/oil heat exchangers
mounted in the sides of the cowling alongside the transmission. Each cooler is split
so that it serves separately one engine’s requirements plus half of the transmission’s
requirements. A direct drive fan on each side of the transmission induces ambient
air to flow through the cooler cores. Each engine has its own lubrication pump;
the transmission’s pump is located low on the front centerline of the gearbox.
Magnetic chip detectors are provided for each engine and the transmission. The
detector in the transmission has ‘‘burn−off ’’ capability; the detectors in the engines
do not.
Original
7−27
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
7−9. ENGINE AIR INTAKE AND INLET PARTICLE SEPARATOR (IPS)
The air intake system provides a path for ambient air to enter each engine compressor
case inlet. The air intake system consists of an inlet screen or optional inlet particle
separator for each engine that prevents debris from entering the engine ducts.
Inlet screen:
The standard inlet screens are 1/4 inch steel wire mesh screens located on the
upper intake cowlings (Ref. Figure 7−18). Each engine inlet screen prevents large
foreign objects from entering the inlet plenum. A bypass opening is located at
the aft end of each inlet screen. The aft facing bypass opening assures airflow
if the screen becomes clogged.
IPS (if installed):
The inlet particle separator is an inertial type particle separator that removes
debris from the ambient air before it enters the engine. The particle separator
is located on the upper intake cowling (Ref. Figure 7−18). Ambient air enters
the particle separator and the air velocity is increased as the air passes over
swirl guides. The swirl guides create a vortex that separates heavy particles
from the air. The particles drop to the bottom of the particle separator panel.
A solenoid valve and bleed air lines route engine compressor bleed air to the
particle separator ejector to eject the particles overboard. The ejector is controlled
by the pilot through the IPS switch located on the Utility panel. In the event
that the particle separator becomes clogged with debris, solenoid operated bypass
doors automatically open for both engines inlets.
NACA inlet:
The NACA engine inlets provide ‘‘ram air’’ for enhanced engine operation/performance during cruise flight. If the aircraft is equipped with the IPS, the NACA
doors open/close automatically when the airspeed is greater/less than 47 KIAS.
A NACA inlet switch is provided on the options switch panel that allows the
pilot to override the automatic door opening feature and leave the NACA inlet
doors in the closed position. On aircraft with the standard engine inlet screen,
the NACA inlet does not include doors, but has a screen covering the inlet. Additional information for operations with the NACA inlet may be found in Sections
II, III, IV, and IX.
7−28
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
STANDARD INLET
SCREEN
BLEED AIR
TUBE ASSEMBLY
SOLENOID
SHUTOFF VALVE
EJECTOR
TUBE ASSEMBLY
PARTICLE SEPARATOR EJECTOR
PARTICLE
SEPARATOR PANEL
BYPASS DOOR
BYPASS DOOR
NACA INLET DOOR
SOLENOID LATCH
(IF INSTALLED)
F92−070
Figure 7−18. Engine Air Intake
7−10.ENGINE POWER MANAGEMENT SYSTEM
Automatic Engine Control:
The Pratt and Whitney PW206E engine is equipped with a single channel Full
Authority Digital Electronic Control (FADEC) which consists of an Electronic
Engine Control (EEC), Fuel Metering Unit (FMU), and fuel pumps. A manual
backup system is provided for emergency operation in case the EEC becomes
inoperative. The pilot’s controls for normal operation consist of two rotary engine
control switches on the engine control panel for the left and right engines. These
switches are gated between OFF and IDLE: the switch knobs must be lifted
to pass the gates. The other switch positions are FLY and TRAIN and are not
gated. For normal operation, the two twist grips on the collective pitch stick
are always left in their NORMAL detent position.
The EEC’s of the two engines are connected together electrically for a torque−
matching function, and are both connected electrically to the collective stick
and pedal position resolvers for power change anticipation.
When the EEC’s are working properly, the procedure for starting and stopping
requires no more than selection of the desired engine operation with an engine
control switch.
P&WC has built into the PW206E engine the proper shielding to protect the
EEC’s from the HIRF threat, and the helicopter’s wiring system components
Original
7−29
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
that are associated with the EEC’s are protected in a similar manner. With this
protection in place, freedom from lightning damage is also assured.
Train Mode:
Placing an engine control switch in the TRAIN position will simulate a one engine
inoperative condition by resetting the selected engine’s governed speed to 92
percent NP, thereby putting the engine on standby while allowing single engine
training on the opposite engine. In the event of an engine failure on the opposite
engine, the engine in TRAIN will automatically revert to 100% NP.
Emergency Manual Control:
The controls for manual operation of the engine power consist of two twist grips
on the collective pitch stick and a push button located on the collective control module
at the end of the collective stick.
The EEC is designed to ‘‘fail−fixed" (EEC’s stepper motor is fixed at its last controlled power setting) so there is no sudden change in the level of power if an
EEC becomes inoperative. The only noticeable happening is illumination of the
yellow EEC/red FAIL warning on the Integrated Instrument Display System
(IIDS). No matter at what power level the EEC becomes inoperative, there is
sufficient travel in the twist grip to control the engine manually from full power
to idle and engine shutdown.
After the EEC becomes inoperative, the pilot uses the appropriate twist grip
on the collective stick to modulate the power.
7−30
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
7−11. FUEL SYSTEM
The single crash−resistant elastomeric fuel cell is capable of holding 149 U.S. gallons
of jet fuel and is located in the lower fuselage under the main cabin floor (Ref.
Figure 7−19). It is contained between crash−resistant keelbeams and bulkheads,
with a support panel underneath.
The powerplant separation feature includes a partial−height baffle that runs fore
and aft along the bottom center of the cell that provides sufficient fuel reserve for
at least twenty minutes of flight following loss of fuel in the other compartment.
This provides two separate fuel supplies, and each are capable of transferring fuel
from the other. This is a pressurized system with a boost pump and jet pump located
on each side of the longitudinal baffle. With boost pumps operating, fuel is pumped
through jet pumps in the opposite fuel cell cavity. The jet pump draws fuel from
the sump through a pickup and the fuel is ejected on the other side of the longitudinal
baffle.
The fuel system is pressurized having a separate fuel pump located in the sump
in each side of the cell.
The cell is designed with a seven percent expansion space, and has two anti−slosh
baffles across it. Pilot−operated shutoff valves are positioned at the engine firewalls.
Self-closing breakaway fittings are installed where fuel lines penetrate the cell walls
and where they penetrate the engine deck. Overboard fuel cell vent lines incorporate
rollover valves and flame arrestors located in the vent system stand pipes.
The gravity−type fuel filler port is located on the right side of the fuselage just
aft of the pilot’s cockpit door.
Two sump overboard drains for removing sediment and water (one for each side
of the cell) are operated by knobs located under the right side cabin step.
The engine fuel drain system provides a path for residual fuel from the combusters
and fuel control system that remains after shutdown to be directed overboard by
way of catch cans located under the baggage compartment floor.
A provision is made in the fitting at the aft left hand corner of the cell for making
a connection to an optional auxiliary fuel tank.
The pilot controls the fuel system by the Fuel System Panel mounted switches.
Fuel level is sensed by a forward probe and an aft probe, and is displayed on the
IIDS. Two fuel pressure switches activate caution lights in the IIDS when the pressure falls below the acceptable limit.
Original
7−31
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
RIGHT
ENGINE
FUEL SHUTOFF
VALVE (2 PL)
LEFT
ENGINE
FUEL METERING UNIT (FMU)
SHROUD BOX (2 PL)
ENGINE DECK FRANGIBLE
CONNECTOR (2 PL)
TEE FITTING VAPOR
SHROUD DRAIN (2 PL) TO
ENGINE DRAIN SYSTEM
ENGINE DECK
FUEL PRESSURE
SWITCH (2 PL)
TEE FITTING (2 PL)
VENT−ROLLOVER
VALVE (4 PL)
TO AFT LH
VENT SYS
RH FUEL FEED SYS
RH FUEL FEED
VAPOR SHROUD
TO FWD RH
VENT SYS
SPRING LOADED
FLAPPER VALVE
FWD LH
VENT SYS
FUEL FILLER
ASSY
GRAVITY FILL VALVE
AND FLAPPER VALVE
FLAME
ARRESTOR (2 PL)
LH FUEL FEED
VAPOR SHROUD
VENT OVBD
DRAIN (2 PL)
LH FUEL
FEED SYS
FUEL FEED
FRANGIBLE
CONNECTOR (2 PL)
SUMP DRAIN CABLE
FUEL BOOST
PUMP (2 PL)
SUMP OVBD
DRAIN (2 PL)
FUEL QTY PROBE
(2 PL) LEFT AND RIGHT
LOW FUEL LEVEL
SENSOR (2 PL)
SUMP DRAIN
VALVE (2 PL)
FUEL CELL
FUEL CELL OUTLET
VAPOR SHROUD
CENTER BAFFLE
FUEL BOOST
PUMP (2 PL)
CENTER BAFFLE
FEED LINE TO R ENGINE
FEED LINE TO L ENGINE
EJECTOR PUMP (2 PL)
"T" FITTING (2 PL)
R FUEL XFER TUBING
CHECK VALVE (2 PL)
LOOKING DOWN
L FUEL XFER TUBING
FUEL TRANSFER SYSTEM
Figure 7−19. Fuel System Schematic
7−32
Original
F92−073
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
NOTE: If the voltage for the probe drops below the specified operating limit, the
segments in the fuel quantity vertical scale blank with the digital quantity still
active.
FUEL
FUEL LOW WARNING
SEGMENT (RED)
FUEl QUANTITY
SEGMENTS (GREEN)
FUEL LOW CAUTION
SEGMENTS (YELLOW)
FUEL LOW WARNING TICK MARK (RED)
FUEL SHUTOFF VALVE POSITION
ANNUNCIATOR (YELLOW)
CURRENT FUEL QUANTITY
DIGITAL DISPLAY (WHITE)
FUEL FILTER IMPENDING
BYPASS ANNUNCIATOR (YELLOW)
FUEL FILTER IMPENDING
BYPASS ANNUNCIATOR (YELLOW)
LOW FUEL PRESSURE
ANNUNCIATORS (YELLOW)
LB
FUEL FLOW LINE
LOW FUEL PRESSURE
ANNUNCIATORS (YELLOW)
F92−072
Figure 7−20. IIDS Fuel System Display
Fuel quantity (FUEL) is shown by a vertical bargraph inside a fuel tank icon
rectangle, with the corresponding digit value in pounds, shown immediately below.
The green bar shortens vertically from the top as fuel is burned proportional to
the total tank volume. When the green box disappears, two yellow segments illuminate below to indicate a low fuel caution (approximately 45 minute reserve). When
the last yellow segment disappears, a red segment illuminates below to indicate
low fuel (approximately 20 minute reserve). Independant left and right fuel low
warning red ‘‘tick’’ marks beside the red segments are activated when the low level
sensor reaches the warning level of 100 lbs.
Fuel flow to the engines is shown below the fuel quantity bargraph: Connections
from the fuel tank to each engine is shown immediately below the digit value of
fuel quantity. A solid line indicates normal fuel flow and alternating white and yellow
offset segments indicate low fuel pressure.
The display of fuel valve left and right engine position is shown by a segment
above and below each fuel line for the respective left and right fuel valves. During
Original
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CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
the time a fuel valve is in transit between open and closed positions, the fuel valve
indications will flash. Fuel valve in transit is defined by both fuel valve input discreets
being open circuit.
The fuel filter impending bypass status is shown by an inverted ‘‘U’’ above each
fuel line indication.
7−12.FIRE EXTINGUISHING SYSTEM
The fire extinguishing system provides a means for the pilot to direct a charge
of fire extinguishing agent into the designated fire zone of each engine. There is
no fire extinguishing system for the transmission area.
Refer to Section III, paragraph for fire emergencies.
The fire extinguishing system (Ref. Figure 7−21) contains two individual hermetically sealed pressurized spherical containers (bottles) that are filled with 60 cubic
inches of CF3 BR (Bromotrifluoromethane), also known as Halon 1301, and pressurized with nitrogen gas to an internal pressure of 700 PSIG. Each bottle serves as
the primary bottle for its appropriate side engine.
Each bottle is equipped with dual outlet ports, a pressure gauge with electrical
low pressure warning signal to IIDS, filler port and thermal relief valve. The outlets
ports are fitted with electrically discharged explosive squibs. The fire extinguisher
cartridges are armed and ready for firing when the fuel shutoff valves are placed
in the OFF (closed) position. The bottles are discharged when the BOTTLE DISCHARGE switch is momentarily placed in the PRI (primary) or ALT (alternate)
position.
The BOTTLE DISCHARGE switch is a momentary type, three position switch located between the left and right fuel shutoff valves on the cockpit FUEL SYSTEM
panel. Placing a fuel shutoff valve OFF arms the fire extinguishing system for that
engine and selection of PRI discharges its primary bottle. Selection of ALT discharges
the second bottle onto the same engine.
7−34
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
PRESSURE GAUGE
FILLER PORT
(RED PORT)
PRIMARY
CARTRIDGE
(BLUE PORT)
ALTERNATE
CARTRIDGE
DISCHARGE TUBE
DISCHARGE TUBE
DISTRIBUTION TUBE
RIGHT SIDE
REF
ENGINE DECK
FIRE BOTTLE
ASSEMBLY
DISTRIBUTION TUBE
LEFT SIDE
OUTLET
PORT
CROSS FLOW
TUBES
OUTLET
PORT
FUEL SYSTEM
L BOOST
R BOOST
ON
ON
OFF
OFF
FUEL SHUTOFF
FIRE EXTINGUISHER
BOTTLE DISCHARGE
SWITCH
BOTTLE
DISCHARGE
PRI
O
F
F
ALT
LEFT OFF
RIGHT OFF
F92−14Z6
Figure 7−21. Fire Extinguishing System
Original
7−35
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
7−13.ELECTRICAL SYSTEM
The electric system is designed to maintain separation of the power generating systems. Wiring for each system is physically separated to each side of the helicopter to
the greatest extent possible. Power from the two generators does not pass together
through a single connector at any point on the aircraft to preclude any single point
failure that could result in loss of power to the essential bus.
RIGHT
STARTER
GENERATOR
LEFT
STARTER
GENERATOR
EXTERNAL POWER
LEFT
START RELAY
RIGHT
START RELAY
LEFT GCU
RIGHT GCU
EXTERNAL
POWER
RELAY
SHUNT 1
SHUNT 2
LEFT PWR RLY
RIGHT PWR RLY
LEFT BUS TIE RELAY
LEFT BUS TIE RELAY
BATTERY BUS
LEFT GEN BUS
LEFT AVIONICS RELAY
LEFT AVNCS BUS
LEFT DC BUS
BATTERY RELAY
RIGHT GEN BUS
RIGHT AVIONICS
RELAY
BAT
LT ESS BUS
RELAY
RT ESS BUS
RELAY
RIGHT AVNCS BUS
RIGHT DC BUS
RT
ESS PWR
RIGHT ESS BUS
LT
ESS PWR
LEFT ESS BUS
F92−075B
Figure 7−22. Battery Power and External Power Subsystem Block Diagram
Two engine−mounted starter−generators rated at 200 amperes each provide
29 volts DC to the aircraft. Bus tie relays provide redundancy by allowing either
generator to provide power to all busses.
The left and right essential bus relays allow the left and right essential buses
to be powered by either of the two generators, or by the battery if all power from
the generators is lost.
Starter and generator functions are directed by individual generator control
units (GCU), each of which provides starter control, voltage regulation, and protective functions. Electric power is distributed by two electric busses and a battery
bus. A starter contactor connects the starter generator to the battery bus. After
7−36
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
a successful start, the starter−generator begins generating current and is brought
on line by the GCU through the generator contactor.
The pilot monitors generator load on the IIDS. The pilot can manually reset or deselect either generator by using the generator switches located on the Electrical Master
panel.
A 22 ampere−hour nickel−cadmium battery is used for engine start and for
reserve electric power. The battery relay and external power relay are controlled
by the power switch on the Electrical Master panel.
STARTER/GEN
STARTER/GEN
GENERATOR CONTROL UNIT
EXTERNAL POWER
RECEPTACLE
BATTERY
GENERATOR CONTROL
UNIT
ELECTRICAL
LOAD CENTER
POWER AND L/R
GENERATOR SWITCHES
EXTERNAL POWER BOX
RELAY
F92−074
Figure 7−23. Battery Power, External Power, and DC Power Component Locator
The key switch is located on the right hand side of the instrument panel. All
switches and brightness controls that operate the electric system are on the console.
The ground power receptacle for 28 volts DC is in the right hand side of the fuselage
below and forward of the pilot’s door. Two grounding jacks are located on the right
hand side of the fuselage, one adjacent to the ground power receptacle and one
adjacent to the fuel filler port.
Circuit breakers for essential circuits are located in the cockpit on the Left and
Right Essential Bus panels; nonessential breakers are located in the baggage
compartment ceiling. One 29 volt DC outlet is located in the cockpit on the copilot’s
side of the console, and another one is on the left hand cabin wall aft of the cabin
door.
Original
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CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Aircraft Lighting:
Aircraft Interior Lighting:
Cockpit:
Floodlight
(1)
Map Light
(1)
Instrument Floodlights
(3) (Powered By Right Essential Bus)
Main Cabin:
Threshold Lights
(2)
Baggage Compartment:
Floodlight
(1)
Aircraft Exterior Lighting:
Nose:
Fixed Landing Light
(1)
Fixed Hover Light
(1)
Empennage:
Left End of Horizontal Stabilizer:
Red Navigation Light
(1)
Right End of Horizontal Stabilizer:
Green Navigation Light (1)
Top Center of Stabilizer:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
Bottom of Tailboom, Forward of Thruster:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
7−38
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
7−14.ENVIRONMENTAL CONTROL
The environmental control system for the helicopter consists of the ventilation system and the heat/defog system.
Ventilation System:
Ambient air is taken in through an inlet in the right side of the upper cowling,
is directed through a water separator and a two−speed fan, and into a manifold
that distributes the air to the cockpit and to the cabin − then out of a port in
the baggage compartment door. In the cockpit, four adjustable gaspers, two on
the windshield’s center bow blow outboard toward the pilots’ heads, and two
on the forward door frame blow inboard toward their lower torsos. Six adjustable
gaspers are mounted in the ceiling of the cabin. The fan speed switch is located
on the Utility Panel.
Secondary ventilation for the cockpit is provided by two conventional clear plastic
adjustable snap vents in the window of each cockpit door.
Heat/Defog System:
The heat source is bleed air from the compressors of the two engines. This hot
air is directed through a pilot−operated on/off valve located on the Utility panel
to a pair of ejectors that mix bleed air and ambient air to a desired temperature
and flow rate. One ejector serves the cockpit; the other serves the cabin.
The cabin ejector is located low on the right side of the cabin just aft of the
door. Its discharge air is directed across the cabin under the rear seats. An adjusting lever for controlling the bleed air admitted to the ejector, and so the discharge
volume, is recessed in the wall at head height directly above the ejector.
The cockpit ejector is located in the compartment below the pilot’s seat, and
is operated by a push/pull control mounted vertically along the right hand side
of the console. From the ejector, warm air is ducted forward to two aft−facing
nozzles above and forward of the pilots’ feet, and to a pair of nozzles along the
bottom of the upper windshield panels to defog them. Each pilot has a push/pull
knob located under the instrument panel to operate a butterfly valve that modulates the airflow toward his/her feet.
An automatic disconnect monitored by the IIDS cuts off all bleed air whenever
either engine becomes inoperative in flight to maximize the operating engine’s
power output to the rotor. This cutoff function maybe overridden by placing the
CAB HEAT switch in the OVRD position.
Original
7−39
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CHECK
VALVES
ENGINE
ENGINE
PASSENGER COMPARTMENT
FLOW
CONTROL
VALVES
START−UP
LOCK OUT
PASSENGER
COMPARTMENT
EJECTORS
HEAT ON/OFF
SWITCH
FLOW CONTROL
SHUT−OFF VALVE
(ON/OFF)
FLOW CONTROL
VALVES
DEFOGGING
MANIFOLDS
PILOT HEAT
EJECTORS
FOOT HEATERS
FOOT HEATERS
CONTROL VALVES
CREW STATION
Figure 7−24. Heat/Defog System Schematic
7−40
Original
F92−076
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
7−15.INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)
General
The IIDS provides for the monitoring and display of various aircraft
parameters and for caution/warning annunciation. The baseline configuration includes a set of engine, drive train, rotor, NOTAR, electrical,
fuel, hydraulic, and caution/warning indicators. It also incorporates a
built−in rotor and NOTAR fan balance system and stores system operating and exceedance parameters for enhanced maintainability.
The IIDS accepts analog and discrete inputs from various aircraft subsystem transducers and provides signal conditioning and conversion
to digital format. Once converted to digital format, this information
is provided to the display electronics for the cockpit display and to a
serial port for access by a data recorder or computer. Also, limit checking
on certain parameters is performed to provide the caution/warning annunciation. The display is a color, Liquid Crystal Display (LCD) panel
which allows the flexibility of integrating the specified sensor data and
caution/warning information onto a display packaged as one unit.
Built−In−Test
Three levels of Built−in−Test (BIT) are used to determine system health,
including Power−up, Continuous, and Commanded BIT. Power−up diagnostics will check the health of each function or module within the IIDS
and display this test status. Continuous testing checks the operation
of the IIDS during aircraft operation and displays and/or logs any failures. Commanded BIT, initiated using the IIDS keyboard, performs
a display test, along with those tests performed during Continuous BIT.
The display is put into ‘‘lamp test’’ mode, where all segments are activated, so that the display can be visually inspected for segment failures.
Both Power−up and Commanded BIT test the two engine and the transmission fire detectors, and the bleed air leak detector (if installed).
Original
7−41
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUEL
SYSTEM
POWERPLANT
SYSTEM
DRIVE
SYSTEM
ROTOR
SYSTEM
BALANCE
MONITORING
SYSTEM
NOTAR
SYSTEM
HYDRAULIC
SYSTEM
ELECTRICAL
SYSTEM
INTEGRATED INSTRUMENT
DISPLAY SYSTEM (IIDS)
AIRFRAME
SYSTEM
F92−077
Figure 7−25. IIDS System Monitoring
BIT
Failures
BIT failures are stored in non−volatile memory to assist in three situations:
First, a transient or intermittent failure;
Second, a situation where the pilot observed a problem with the IIDS
but didn’t notice any failure annunciation;
Third, ease of IIDS maintenance on and off the aircraft. These fault
words are stored in the Fault Log when a BIT failure was detected
in the IIDS, BMS, EEC, or aircraft transducers/sensors, and can be
examined through the IIDS display or ground based maintenance computer (GBMC).
When the testing determines that an internal fault exists, the appropriate redundant function, if such redundant system exists, will be commanded to assume the primary role. The redundant functions shall
be sufficiently isolated such that a failure of the function will not cause
7−42
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
the failure of another function. These fault monitoring provisions are
implemented using hardware Built−in−Test Equipment (BITE) and software diagnostics, allowing isolation of failures to at least the internal
module level. In addition, provisions are made to check operation of
the transducers and sensors and provide an appropriate maintenance
alert.
Any sensor that can be checked for proper function and is determined
to have failed causes an IIDS caution annunciation and a blanking of
the digit display for that parameter. No Fault Log is created.
The following are exceptions to the above:
1. A failure of a sensor for the primary display parameters (EGT,
Torque, NR, and NP) causes both the vertical scale and digit value
to blank.
2. If the voltage for the fuel probes (Battery Bus voltage input) drops
below the specified operating low limit of 18 volts for more than
40 seconds, the low voltage indication shall be to blank the segments
in the fuel quantity vertical scale. The digit quantity shall remain
active. When the probe voltage goes back above 18 volts for more
than one second, the vertical scales shall be illuminated. A failure
of one of the fuel probes causes only the digit values to blank whereas
the failure of both probes causes both the vertical scale and digit
value to blank.
3. If the parameters displayed on the alphanumeric display (Pressure/
Density Altitude, L/R engine fuel flow, CLP, and Hydraulic Pressure)
are out−of−range, the display will read NOT VALD.
The functional architecture of the IIDS to meet these design goals and
the operational requirements of the aircraft is shown in Figure 7−25.
System
Software
Architecture
SYSTEM OPERATING PROGRAM: The System Operating Program
provides the programming and functions controlling the data collection,
displays and formatting, key entry functions, date/time clock, cautions
and warnings, exceedance detection, memories and BIT feature.
Primary and
Secondary
Displays
The integrated display is divided into two separate displays. The primary is on the right side and the secondary is on the left.
The primary display includes the following information.
Power turbine speed: NP
Rotor speed: NR
Measured gas temperature: EGT
Engine Torque: TORQUE
NR and NP are displayed with three vertical bargraphs and a digit
value of NR displayed in the center.
Original
7−43
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Torque display: Displayed in % torque. The IIDS obtains engine torque
from the EEC. If the EEC fails, the IIDS calculates torque by using
NG, OAT, and pressure altitude measurements. The vertical bargraphs
and three digit indicators on this display indicate torque in percent
(%). The vertical bar has four ranges as defined below:
Green segments indicate continuous operating range including Maximum Continuous Power (MCP).
Yellow segments indicate:
Transient Take Off Power (TOP) operating range (5 minute limit)
OEI operating range (2.5 minutes)
Top red segments − do not exceed limit.
NOTE: Even though the IIDS displays engine torque, the transmission sets the torque
limit for helicopter operations, and therefore, the displayed torque limits are
lower than those for the engine as stated in the Pratt & Whitney Maintenance
Manual.
EGT is indicated by two vertical bargraphs and a three digit indicator
showing EGT in 1°C increments. Displayed on the IIDS as EGT. Pratt
& Whitney refers to this measurement as MGT (Measured Gas Temperature). The vertical bargraph has four ranges as defined by the display
mode; they are:
Green segments: continuous operating range (MCP operating range)
Yellow segments: transient operating range (TOP or OEI)
Top red segment: do not exceed limit
NOTE: The IIDS provides a time count−down on the alphanumeric display when the
pilot enters TOP, OEI, or transient flight conditions. Should the pilot exceed
the count−down, the IIDS then provides an time overcount, and exceedance
and data logs are created.
Warning annunciators in red are for EGT, Torque, NR, NP, and EEC FAIL.
Caution annunciators in yellow are for EEC minor fault, EEC MAN
(manual) mode, and OEI (one engine inoperative).
7−44
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
In the secondary display, caution annunciators in yellow are given
for engine chips, engine oil temperature, high or low, engine oil pressure
high or low, generator load high, generator out, NG high, transmission
chips, transmission oil temperature high or low, fuel pressure low, fuel
filter impending by−pass, fuel valve closed, battery warm, rotor brake,
hydraulic system status, baggage door open and IIDS status.
Engine oil pressure display: Displayed in % PSI, and is a function of
NG speed and engine oil temperature.
Engine oil temperature display: °C
Gas producer turbine speed display: %NG
Transmission oil pressure display: Displayed in % PSI, and is a function
of NR speed and transmission oil pressure.
Transmission oil temperature display: °C
Generator load display: %LOAD
Warning Annunciators displayed in red are shown for engine fire, engine
oil temperature high, engine oil pressure high or low, NG high or low,
transmission area fire, transmission oil pressure high or low, fuel quantity low CAB HEAT (bleed air leak), and BAT HOT.
Display
Brightness
Controls
Day or night modes may be selected using the Light Master switch
located on the Lighting Control Panel. Placing the Light Master switch
ON selects night mode.
The display brightness is adjustable using the inner ring of the IIDS
control potentiometer also located on the Lighting Control Panel.
When in the night mode, the IIDS will automatically increase display
brightness when a caution/warning message is received and displayed.
To return to the preset brightness, press the CLR key momentarily.
LIGHTING CONTROL
LIGHT MASTER
SWITCH
LT MSTR
ON
OFF
IIDS
CONSOLE
OFF
FLOOD
STROBE
POSN
ON
ON
OFF
OFF
OFF
BOTH
CKP
IIDS DISPLAY
BRIGHTNESS
CONTROL
INSTR
AREA
CAB
OFF
F92−078
Figure 7−26. IIDS Display Brightness Control
Original
7−45
CSP−902RFM206E−1
Systems Description
Alphanumeric
Display
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
The IIDS has a 2 line by 16 character alphanumeric display. This display
allows messages to be displayed regarding systems limit exceedance,
condition, various cautions and warnings as well as expanded features
of the IIDS to be viewed by the pilot. Yellow and red segments are located
to the left of each line that indicate if the associated message is a caution
or a warning. The expanded features of the IIDS are selected in conjunction with the IIDS keyboard.
Certain conditions will cause the alphanumeric display to automatically
display a message.
At start−up, and if required during flight, messages are displayed on
the alphanumeric display automatically. A list of these messages is
found in Table 7−1. This table also defines the priority of the message
to be displayed, the classification of the message (warning/caution/advisory W/C/A), and whether the message can be cleared (CLR) from the
display.
NOTE: IIDS menu functions may be lost if the MENU key is pressed immediately after
a W/C/A message is cleared. Pilots should wait two or more seconds before
selecting a menu option.
AOG
Logic
The IIDS uses the following logic to determine an aircraft on−ground/off−
ground condition. The IIDS uses this information to enable or disable
certain caution/warning, indications and alphanumeric display advisory
messages.
Aircraft on−ground if:
1. NR
OR
80%
Aircraft on−ground if:
1. NR >80%, and
2. CLP <5%, and
3. Torque (either engine) >10%
Otherwise, the aircraft is off−ground. The transition from one condition
to the other is not recognized until after the new condition has existed
for 5 seconds.
7−46
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
NOTE: Advisory messages may not indicate a malfunction or emergency.
WARNING
ANNUNCIATOR (RED)
. . . . . . . . . . . . . . .
CAUTION ANNUNCIATOR
(YELLOW)
. . . . . . . . . . . . . . .
WARNING
ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR
(YELLOW)
TORQUE
NR
NP
NP
ALPHA−
NUMERIC
MESSAGE
DISPLAY
EGT
ENG
OUT
F92−079
Figure 7−27. Alphanumeric Display
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages
SAMPLE MESSAGE
(Fault)
ENG POWER CHECK
L PA CK NG −1.8
LPA CK EGT−11.2
OVR TORQ LFT 2:30
OVR TORQ RT 2:30
OVR EGT LFT 2:30
OVR EGT RT 2:30
OVR NG LFT 2:30
OVR NG RT 2:30
CAUSE FOR
DISPLAY
W/C/A CLR
CORRECTIVE ACTION
Invalid performance
margin (power check
failed)
W
YES
Advise Maintenance
MTO or OEI overcount
W
NO
Advise Maintenance
PRES 1 =
0 PSI
PRES 2 = 1000 PSI
Hydraulic system status: activated on hydraulic caution indication1
C
YES
Perform malfunction
procedure.
Ref. Section III.
TEMPERATURE
Hydraulic system
overtemperature
C
YES
L ENG OIL COLD
Engine oil temperature cold (Starting)
C
NO
RIGHT STAB FAIL
Right Stabilizer
Actuator Failure
C
YES
LEFT STAB FAIL
Left Stabilizer Actuator Failure
C
YES
TOTAL STAB FAIL
Both Stabilizer
Actuator Failure
C
YES
Original
Perform malfunction
procedure.
Ref. Section III.
Start engine with engine
control in IDLE. Do not
advance to FLY until
message blanks
Perform malfunction
procedure.
Ref. Section III.
7−47
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages
SAMPLE MESSAGE
(Fault)
CHK BMS SENSOR
TORQ LFT 2:30
TORQ RT 2:30
EGT LFT 2:30
EGT RT 2:30
NG LFT 2 :30
NG RT 2:30
CARGO HOOK OPEN
IPS BYPASS
NACA DOOR
BATT DISCHARGE
EXTGSHR PRESS LO
RECORDING DATA
DATA XFER CMPL
CHECK FAULT LOG
CHK EXCEED LOG
CHECK ROTOR BAL
CHECK NOTAR BAL
PRATT & WHITNEY
CAUSE FOR
DISPLAY
W/C/A CLR
CORRECTIVE ACTION
BMS sensor(s) failure2
C
YES
Advise maintenance
TOP or OEI countdown
A
NO
N/A
A
YES
N/A
A
YES
Ref. Section III
A
YES
Advise Maintenance
A
YES
N/A
A
YES
Advise Maintenance
A
NO
N/A
A
YES
N/A
A
YES
Advise Maintenance
A
YES
Advise Maintenance
A
YES
Advise Maintenance
A
YES
Advise Maintenance
A
YES
N/A
Cargo hook open
Particle separator
clogged: IPS in bypass
NACA door in the incorrect position.
Battery Discharging
Optional fire extinguishing system
bottle pressure low
Crew commanded
data record
Download of data logs
to ground based computers
Fault Log during
flight2,3
Exceedance Log during flight3
Main rotor out of balance
NOTAR fan out of
balance
Engine Configuration4
NOTE: 1.With a single system failure, this message is displayed when the failed system
pressure decreases to 250 PSI. This message will reappear when remaining
operating system pressure decreases to 500 PSI.
2.This caution does not affect dispatchability.
3.These messages are generated for conditions that create a fault log or an
exceedance log and are displayed only when the aircraft is on−ground as
determined by the AOG logic.
4.This message displayed for 5 seconds following the power−up ‘‘Lamp Test’’.
7−48
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Systems Description
7−16.IIDS DATA STORAGE
Data Storage
Selected information that is monitored by the IIDS for display is also
stored by the IIDS. Information is stored in non−volatile memory and
is available by selecting various menu functions through the front panel
keys. All information is available using a ground based maintenance
computer (GBMC). Only the Data Log and Cumulative Log are not
viewable on the alphanumeric display. The operating data is stored
in one of six data records.
The data records are:
LOG TYPE
A/N DISPLAY
Data Log
NO
Cumulative Log
NO
Exceedance Log
YES
Fault Log
YES
Trend Log
YES
Setup Log
YES
Data Logs
The data log provides one and a half minutes of data collection. The
data is recorded in a continuous memory buffer ‘‘loop’’ and will be continuously over−written unless an exceedance occurs, or the crew requests
a record of an event. Exceedances generate both data logs and exceedance logs. The data log record provides a ‘‘window in time’’ to examine
events around an exceedance or other incident. The data log can store
five of these events. This information is accessed by the GBMC only.
Pilots may generate a data log by first clearing the alphanumeric display,
then pressing and holding the REC" button for 7 to 10 seconds before
releasing. The message RECORDING DATA will then be displayed on
the alphanumeric display.
Cumulative Log
The cumulative log retains data concerning the aircraft operational history and current configuration. As the aircraft configuration changes
(e.g. component changes) the Cumulative Log will be updated by the
maintainer on the GBMC. The IIDS will only retain one Cumulative
Log in memory.
NOTE: Time Summary Menu procedure (Ref. Figure 7−30) may be used to access
cumulative usage data as well as flight time data.
Exceedance
Log
The exceedance Log provides a ‘‘snapshot’’ record of the parameter data
at a particular moment in time. This type of record occurs whenever
a parameter exceedance is detected. This recording function is only
Revision 2
7−49
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
active when NG for either engine AND NR is greater than 50 % AND
EGT on either engine is greater than 400°C
This feature is capable of storing 100 exceedance Logs. Exceedances
are recorded for EGT, engine torque, transmission torque, NG, NP, NR
(high), engine oil pressure (low), transmission oil pressure (low), and
cargo hook.
Exceedance logs maybe either recorded or downloaded to the GBMC.
Perform Exceedance Log Menu procedure (Ref. Figure 7−43) to access
cumulative usage data.
Fault
Log
The Fault Log contains data associated with fault discrete data from
the EEC’s and a BIT failure that was detected in the IIDS, BMS, or
aircraft transducers/sensors. This type of log is recorded whenever an
IIDS, EEC, or aircraft sensor fault is detected. The system is capable
of storing 100 Fault Logs.
Fault logs maybe either recorded or downloaded to the GBMC.
Perform the Fault Log Menu procedure to access data (Ref. Figure 7−45).
IIDS Setup Log
IIDS setup contains (Ref. Figure 7−46) data that reflects the current
configuration of the aircraft, such as, aircraft serial number, engine
type installed, engine serial number, fuel calibration, operating software, etc.
On power up, the IIDS uses information in the setup log to compare
the current Torque and EGT trim values from the EEC to the values
stored in the IIDS setup log to assure the data collected by the IIDS
remains with the respective engine. If there is a discrepancy, a fault
log is created and certain engine ASCM functions are disabled for the
affected engine(s): Exceedance Logs for NG, NP, Torque, EGT; Power
Assurance function (including trend logs); and Cumulative Logs (cycle
counting, SSO, FSO, TSN, and engine run time).
To recover from this disable function, the Setup Log must be revised
to match the values from that specific engine(s) through the GBMC.
Once the Setup Log has been revised, a power−up of the IIDS will verify
the new data. If the new values match, all engine ASCM functions are
restored.
IIDS
Keyboard
7−50
The IIDS features 7 keys on the right side of the front face to allow
the pilot access to the various functions/programs by paging through
the menus. The keys include:
‘‘CLR’’ (clear): Used to blank the alphanumeric display and exit all
menu functions if pressed for more than 1.5 seconds. If pressed for less
than 1.5 seconds in the Night Mode after a C/W/A event, the CLR key
resets the intensity to the previous setting.
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
MENU: Used to access the next higher level of the menu structure
or to enter the top level menu from display blanked and to return to
the ‘‘action’’ menu with edit fields not updated.
UP ARROW : Used to scroll between menu and submenu names,
or between data and message items. Holding this key for more than
2 seconds initiates automatic scrolling, at approximately one item per
second. When the scrolling reaches the end of the menu the scrolling
feature loops back to the start of the menu.
DN (down) ARROW: Same as the UP ARROW, except scrolls in
the opposite direction.
CLR
ENT (enter): Used to enter a menu or submenu after it has been selected
with the ‘‘’’ or ‘‘’’ keys, enter an ‘‘Action’’ field within a menu selection
that is bracketed by ‘‘< >’’ to allow editing, and to advance to the next
edit digit (or field within the ‘‘Action’’ field. The digit (or field) that can
be edited will flash.
MENU
‘‘REC’’ (record): Used to initiate crew requested Data Log and to enter
into memory data that is used to initialize the TIME/DATE, ENGINE
PARM, and Cargo Hook CALIB CODE and FUEL CALIBRATION functions in the IIDS. When the key is pressed for more that 7 seconds,
the parameter data from 45 seconds prior to and 45 seconds after key
activation, is stored in nonvolatile memory. The message RECORDING
DATA is displayed on the alphanumeric display during this time.
ENT
REC
DISP
J1
‘‘DISP’’: Used to change the display from ‘‘display by exception’’ to ‘‘continuous display’’ when the key is pressed for less than 1.5 seconds. In
the exception mode, the secondary display screen area is blank unless
one of the limits is within a predetermined range of it’s caution limit
value. When this happens, the digit display of the particular limit will
revert to continuous display until the parameter value drops below the
predetermined threshold. If the exceedance parameter enters caution
or warning range the appropriate caution or warning displays are illuminated.
F92−080
When the ‘‘DISP’’ key is held for more than 1.5 seconds the IIDS performs
a BIT test and the front panel display will show all LCD segments in
a lamp test mode.
7−17.BALANCE MONITORING SYSTEM
NOTE: Helicopter gross weight should be at 5200 300 LBS before performing ‘‘Main
Rotor Balance’’ procedure.
Standard BMS
Program
The BMS program is an integrated vibration monitoring system which
calculates and displays balance solutions for both main rotor and
Revision 2
7−51
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
NOTAR fan. The intention of this integrated balance system is to
eliminate the requirement to fly dedicated tracking/balance flights.
The system is linked to three vibration sensors on the airframe and
two position pickups on the main rotor and the NOTAR fan. The standard BMS program is a ‘‘smart chart’’ system. For most balancing actions
the user will simply follow the directions of the BMS Alpha−numeric
display (Ref. Figure 7−31 thru Figure 7−42). The normal sequence of
events is for the pilot to request the BMS program from the IIDS by
pressing the ‘‘MENU’’ key on the IIDS panel and paging down the menu
to BMS. The BMS system will then analyze the input from the rotor/fan
sensors and calculate a correction and display this information in the
IIDS Alpha−numeric display.
ÎÎ
ÎÎ
1.
2.
3.
4.
5.
IIDS
BMS SIGNAL PROCESSING UNIT
BMS SENSOR CABLE HARNESS
AZIMUTH SENSOR (MAG PICKUP/PHOTOCELL)
VIBRATION SENSOR (VELOCIMETER)
F92−081
Figure 7−28. Balance Monitoring System Installation
Optional
Spectrum
Analyzer
7−52
An optional item to the BMS is a Spectrum Analyzer Vibralog. The
software for this program resides within the GBMC. Spectrum analysis
allows downloading to the GBMC and viewing of the entire vibration
spectrum of the rotor and the NOTAR fan. The system allows the
operator to analyze vibrations, other than rotor/fan, and determine the
probable source by comparison with known component frequencies.
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Systems Description
7−18.IIDS MENU STRUCTURES
TOP LEVEL
ELAPSED TIME
MM.SS
TIME SUMMARY
POWER CHECK
BALANCE MONITOR
AIRCRAFT MONITOR
‘‘ENT’’ Key resets, starts and stops timer (alternate action);
‘‘CLR’’ Key exits function and resets timer
ENT
For expanded menu structure
Ref. Figure 7−30
ENT
For expanded menu structure
Ref. Section V
ENT
For expanded menu structure
Ref. Figure 7−31 thru Figure 7−42
ENT
For expanded menu structure
Ref. Figure 7−43 thru Figure 7−46
CLPXXX PERCENT
Continuous display of collective position
PRES ALT XXXXFT
DENS ALT XXXXFT
Continuous display of altitude
L ENG WF XXX PPH
L ENG WF XXX PPH
Continuous display of fuel flow
FUEL CALIBRATION
SET ENGINE PARM
TIME/DATE
HOOK WT XXXX LBS
ENT
For expanded menu structure
Ref. Figure 7−47
ENT
For expanded menu structure
Ref. Figure 7−48
ENT
For expanded menu structure
Ref. Figure 7−49
ENT
For expanded menu structure
Ref. Section X
F92−082
Figure 7−29. IIDS Top Level Menus
Original
7−53
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
TOP LEVEL
THIRD LEVEL
ENT
TIME SUMMARY
LST FLT TIME
TOT FLT HR
TOT FLIGHTS
ENT
LFT ENGINE TIME
NOTE 1
RT ENGINE TIME
GEAR BOX
TSO =
POWER MODULE
TSO=
IMPELLER CYCLE
CNT ACCUM =
CMPSR TURB CYCLE
CNT ACCUM=
POWER TURB CYCLE
CNT ACCUM=
NOTE 1: THIRD LEVEL MENU FOR RIGHT ENGINE
SAME AS FOR LEFT ENGINE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−083
Figure 7−30. Time Summary
7−54
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
BALANCE MONITOR
SECOND LEVEL
MAIN ROTOR
BALANCE
Systems Description
THIRD LEVEL
FOURTH LEVEL
COLLECT M/R DATA
RUN XX RPM XXX
FLY 100% GROUND
PRESS REC
RUN XX M/R
MEASUREMENTS
ACQUIRING
100% GND LAT
NOTE 2
MAIN ROTOR TRACK
NOTE 3
NOTAR
BALANCE
MAIN ROTOR
CONFIGURATION
SPECTRUM
MAIN ROTOR
SOLUTION OPTIONS
100% GND LAT
X.XX IPS AT YY.YY
NOTE 1
BMS ADVISORY LOG
DISPLAY M/R
SOLUTION RUN XX
ACQUISITION
COMPLETE
FLY HOVER IGE
PRESS REC
NOTE 2
BMS FAULT LOG
ACQUIRING
HOVER IGE LAT
NOTE 3
BMS VERSION LOG
HOVER IGE LAT
X.XX IPS AT YY.YY
NOTE 1
BMS MAINTENANCE
ACQUISITION
COMPLETE
FLY 120 KIAS
PRESS REC
FLY 80 KIAS
PRESS REC
ACQUIRING
120 KIAS LAT
NOTE 2
NOTE 2
ACQUIRING
80 KIAS LAT
NOTE 3
120 KIAS LAT
X.XX IPS AT YY.YY
NOTE 3
NOTE 1: WHEN COMPLETED, MESSAGE IS DISPLAYED
FOR 1 SECOND
80 KIAS LAT
X.XX IPS AT YY.YY
NOTE 2: AUTOMATICALLY STEPS THROUGH ACQUIRING
MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 2
ACQUIRING
120 KIAS VERT
NOTE 2
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 4 SECONDS AND THE DISPLAY GOES TO
NEXT REGIME.
NOTE 4: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 4 SECONDS
NOTE 4
120 KIAS VERT
X.XX IPS AT YY.YY
ACQUIRING
80 KIAS VERT
NOTE 3
80 KIAS VERT
X.XX IPS AT YY.YY
NOTE 1
ACQUISITION
COMPLETE
NOTE 1
NOTE 5: THE DISPLAY GOES BACK TO THE FIRST
REGIME WHEN THE ABOVE DATA HAS BEEN
COLLECTED
ACQUISITION
COMPLETE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
NOTE 5
REDO 100% GND
PRESS REC
MENU
F92−084
Figure 7−31. Balance Monitor, Main Rotor Balance
Original
7−55
CSP−902RFM206E−1
Systems Description
TOP LEVEL
BALANCE MONITOR
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
THIRD LEVEL
MAIN ROTOR
BALANCE
MAIN ROTOR TRACK
FOURTH LEVEL
COLLECT M/R
DATA RUN XX
100% GND LAT
X.XX IPS AT YY.YY
RUN XX M/R
MEASUREMENTS
HOVER IGE LAT
X.XX IPS AT YY.YY
NOTAR
BALANCE
MAIN ROTOR
CONFIGURATION
SPECTRUM
MAIN ROTOR
SOLUTION OPTIONS
BMS ADVISORY LOG
DISPLAY M/R
SOLUTION RUN XX
80 KIAS LAT
X.XX IPS AT YY.YY
80 KIAS VERT
X.XX IPS AT YY.YY
120 KIAS LAT
X.XX IPS AT YY.YY
120 KIAS VERT
X.XX IPS AT YY.YY
BMS FAULT LOG
OR
NOTE 1
NOT ACQUIRED
BMS VERSION LOG
BMS MAINTENANCE
NOTE 1: COULD APPLY FOR EACH REGIME
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−085
Figure 7−32. Balance Monitor, Run M/R Measurements
7−56
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
SECOND LEVEL
BALANCE MONITOR
MAIN ROTOR
BALANCE
THIRD LEVEL
COLLECT M/R
DATA RUN XX
MAIN ROTOR TRACK
RUN XX M/R
MEASUREMENTS
NOTAR
BALANCE
MAIN ROTOR
CONFIGURATION
MAIN ROTOR
SOLUTION OPTIONS
SPECTRUM
BMS ADVISORY LOG
DISPLAY M/R
SOLUTION RUN XX
CSP−902RFM206E−1
Systems Description
FOURTH LEVEL
NOTE 1
BLADE 1 HUB WT
<XXX> GRAMS
THROUGH
BLADE 5 HUB WT
<XXX> GRAMS
NOTE 1
BLADE 1 TRIM TAB
<XXX> MILS
THROUGH
NOTE 1 AND 2
BLADE 5 TRIM TAB
<XXX> MILS
NOTE 1
BLADE 1 PC WT
<XXX> GRAMS
THROUGH
BMS FAULT LOG
NOTE 1 AND 2
NOTE 1 AND 2
BLADE 5 PC WT
<XXX> GRAMS
BMS VERSION LOG
BMS MAINTENANCE
NOTE 1: ENT" KEY SELECTS DIGITS TO BE EDITED,
AND KEYS INCREASE/DECREASE DIGIT VALUE,
REC" KEY STORES SELECTED VALUES, CLR" EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 2: STEP THROUGH BLADES SEQUENTIALLY
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−086
Figure 7−33. Balance Monitor, Main Rotor Configuration
Original
7−57
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
SECOND LEVEL
THIRD LEVEL
MAIN ROTOR
BALANCE
COLLECT M/R
DATA RUN XX
FOURTH LEVEL
NOTE 1
BALANCE MONITOR
ADJUSTMENTS USED
<PCL/TAB/WEIGHT>
OR
MAIN ROTOR TRACK
RUN XX M/R
MEASUREMENTS
NOTE 2
<PCL/TAB>
OR
NOTAR
BALANCE
MAIN ROTOR
CONFIGURATION
NOTE 2
<PCL WEIGHT>
OR
SPECTRUM
MAIN ROTOR
SOLUTION OPTIONS
<TAB/WEIGHT>
DISPLAY M/R
SOLUTION RUN XX
COMPUTE
<ENTIRE SOLTN>
NOTE 1
BMS ADVISORY LOG
OR
NOTE 2
COMPUTE
<GND SOLTN ONLY>
BMS FAULT LOG
OR
NOTE 2
COMPUTE
<80 KIAS SOLUTION>
BMS VERSION LOG
BMS MAINTENANCE
NOTE 1: ENT" KEY SELECTS FIELD TO BE EDITED,
AND KEYS CHANGE FIELD SELECTION,
REC" KEY STORES THE SELECTION, CLR" EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 2: OPERATOR OPTIONAL SELECTION
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−087
Figure 7−34. Balance Monitor, Main Rotor Solution Options
7−58
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
BALANCE MONITOR
SECOND LEVEL
THIRD LEVEL
MAIN ROTOR
BALANCE
MAIN ROTOR TRACK
NOTAR
BALANCE
CSP−902RFM206E−1
Systems Description
FOURTH LEVEL
COLLECT M/R
DATA RUN XX
COMPUTING M/R
SOLTN RUN XX.XX
RUN XX M/R
MEASUREMENTS
PREDICTED VIBS
BELOW X.XX IPS
MAIN ROTOR
CONFIGURATION
NOTE 1
AUTOMATIC
PCSE ADD XXX.X G
BLD X PCSE <NOT MADE>
NOTE 2
OR
SPECTRUM
MAIN ROTOR
SOLUTION OPTIONS
DISPLAY M/R
SOLUTION RUN XX
BMS ADVISORY LOG
PCSE SUB XXX.X G
BLD X PCSE <NOT MADE>
HUB ADD XXX.X G
BLD X <NOT MADE>
NOTE 2
NOTE 2
OR
BMS FAULT LOG
HUB SUB XXX.X G
BLD X <NOT MADE>
NOTE 2
BMS VERSION LOG
TAB DWN XXX MILS
BLD X <NOT MADE>
NOTE 2
OR
BMS MAINTENANCE
TAB UP XXX MILS
BLD X <NOT MADE>
NOTE 2
PCL UP XX.X FLAT
BLD X <NOT MADE>
NOTE 2
OR
NOTE 1: MESSAGE FLASHING IF COMPUTING A SOLUTION
PCL DN XX.X FLAT
BLD X <NOT MADE>
NOTE 2
ENTIRE SOLTN
<NOT MADE>
NOTE 3
OR
NOTE 2: ENT" KEY SELECTS FIELD TO BE EDITED, AND KEYS
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, REC" KEY STORES
SELECTION, CLR" EXITS TO BLANK DISPLAY.
NOTE 3: SELECTIONS ARE NOT MADE, ALL MADE, OR AS SELECTED
NOTE 4: SELECTIONS ARE ALL MADE, OR AS SELECTED
GND SOLTN ONLY
<NOT MADE>
OR
80 KIAS SOLTN
<NOT MADE>
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
NOTE 4
NOTE 4
MENU
F92−088
Figure 7−35. Balance Monitor, Display M/R Solution
Original
7−59
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
SECOND LEVEL
BALANCE MONITOR
MAIN ROTOR
BALANCE
THIRD LEVEL
DEFAULT
MAIN ROTOR TRACK
FLASH STROBE
BLD SPREAD <ON>
OR
NOTAR
BALANCE
FLASH STROBE
BLD SPREAD <OFF>
SPECTRUM
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−089
Figure 7−36. Balance Monitor, M/R Track
7−60
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
BALANCE MONITOR
SECOND LEVEL
MAIN ROTOR
BALANCE
CSP−902RFM206E−1
Systems Description
THIRD LEVEL
FOURTH LEVEL
COLLECT NOTAR
RUN XX RPM XXXX
FLY 100% GND
PRESS REC
NOTE 1
RUN XX NOTAR
MEASUREMENTS
MAIN ROTOR TRACK
ACQUIRING
100% GND RADIAL
NOTE 2
NOTAR WEIGHT
CONFIGURATION
NOTAR
BALANCE
100% GND RADIAL
X.XX IPS AT YY.YY
NOTE 3
DISPLAY NOTAR
SOLUTION RUN XX
SPECTRUM
ACQUISITION
COMPLETE
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
NOTE 1:AUTOMATICALLY STEPS THROUGH ACQUIRING
MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 2: WHEN COMPLETE, RESULT DISPLAYED FOR 4 SECONDS.
NOTE 3: WHEN COMPLETE, MESSAGE DISPLAYED FOR 1 SECOND
F92−090
Figure 7−37. Balance Monitor, NOTAR Balance
Original
7−61
CSP−902RFM206E−1
Systems Description
TOP LEVEL
BALANCE MONITOR
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
THIRD LEVEL
FOURTH LEVEL
MAIN ROTOR
BALANCE
MAIN ROTOR
TRACK
NOTAR
BALANCE
COLLECT
NOTAR DATA
100% GND RADIAL
X.XX IPS AT YY:YY
OR
NOTAR
MEASUREMENTS
SPECTRUM
NOT ACQUIRED
NOTE 1
BMS ADVISORY LOG
STD 1 WEIGHT
<XX.X> GRAMS
NOTE 1
NOTAR WEIGHT
CONFIGURATION
BMS FAULT LOG
STD 13 WEIGHT
<XX.X> GRAMS
NOTE 2
COMPUTING NOTAR
SOLTN RUN XX.XX
BMS VERSION LOG
AUTOMATIC
DISPLAY NOTAR
SOLUTION
BMS MAINTENANCE
PREDICTED VIBS
BELOW X.XX IPS
NOTE 3
ADD XXX GRAMS
STD XX <NOT MADE>
NOTE 1: ENT" KEY SELECTS DIGITS TO BE EDITED,
AND KEYS INCREASE/DECREASE DIGIT VALUE,
OR
REC" KEY STORES SELECTED VALUES, CLR" EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 3
SUB XXX GRAMS
STD XX <NOT MADE>
NOTE 2: MESSAGE FLASHING IF COMPUTING A SOLUTION
NOTE 4
NOTE 3: ENT" KEY SELECTS FIELD TO BE EDITED, AND KEYS
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, REC" KEY STORES
SELECTION, CLR" EXITS TO BLANK DISPLAY.
NOTE 4: SELECTIONS ARE MADE, ALL MADE OR AS SELECTED
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
Figure 7−38. Balance Monitor, NOTAR Data
7−62
Original
NOTAR SOLUTION
<NOT MADE>
F92−091
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
BALANCE MONITOR
SECOND LEVEL
THIRD LEVEL
MAIN ROTOR
BALANCE
CSP−902RFM206E−1
Systems Description
FOURTH LEVEL
FLY 100% GND
PRESS REC
NOTE 1
MAIN ROTOR TRACK
GATHERING TREND
SET XX SPC XX/XX
NOTE 2
NOTAR
BALANCE
TREND SPECTRUM
SET XX COMPLETE
TREND SPECTRUMS
SPECTRUM
FLY HOVER IGE
PRESS REC
NOTE 1
RANDOM SPECTRUM
PRESS REC
BMS FAULT LOG
GATHERING TREND
SET XX SPC XX/XX
NOTE 1
GATHERING RANDOM
NO XX SPC XX/XX
BMS VERSION LOG
NOTE 2
TREND SPECTRUM
SET XX COMPLETE
NOTE 2
RANDOM SPECTRUM
NO XX COMPLETE
FLY 120 KIAS
PRESS REC
NOTE 1
GATHERING TREND
SET XX SPC XX/XX
NOTE 2
TREND SPECTRUM
SET XX COMPLETE
NOTE 1: AUTOMATICALLY STEPS THROUGH ACQUIRING
MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 2: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 3 SECONDS AND DISPLAY GOES BACK TO
RANDOM SPECTRUM MENU
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 3 SECONDS AND THE DISPLAY GOES TO THE
NEXT REGIME.
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−092
Figure 7−39. Balance Monitor, Spectrum
Original
7−63
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
SECOND LEVEL
BALANCE MONITOR
MAIN ROTOR
BALANCE
THIRD LEVEL
MAIN ROTOR TRACK
NOTAR
BALANCE
NOTE 1
BALANCE OK
SPECTRUM
OR
BMS ADVISORY LOG
END OF BMS
ADVISORY LOG
BMS FAULT LOG
DBASE USAGE XXX%
ADVISORIES = XX
NOTE 2
BMS VERSION LOG
BMS OK
OR
END OF BMS
FAULT LOG
BMS MAINTENANCE
NOTE 1: OR VIBRATION DATA
NOTE 2: OR ERROR MESSAGES
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
Figure 7−40. Balance Monitor, BMS Fault Log
7−64
Original
F92−093
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
BALANCE MONITOR
SECOND LEVEL
CSP−902RFM206E−1
Systems Description
THIRD LEVEL
BMS BOARD P/N
XXXXX−XX
MAIN ROTOR
BALANCE
BMSBP VER XX.XXX
P/N XXXXX−XX
MAIN ROTOR TRACK
NOTAR
BALANCE
BMSBP CHECKSUM
XXXXXXXX
SPECTRUM
BMSOP VER XX.XXX
P/N XXXXX−XX
BMS ADVISORY LOG
BMSOP CHECKSUM
XXXXXXXX
BMS FAULT LOG
BMSBM VER XX.XXX
P/N XXXXX−XX
BMS VERSION LOG
BMSBM CHECKSUM
XXXXXXXX
BMS MAINTENANCE
MAIN ROTOR MODEL
VER XX.XXX
NOTAR MODEL
VER XX.XXX
VIB MONITOR
VER XX.XXX
SPECTRUM SETUP
VER XX.XXX
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−094
Figure 7−41. Balance Monitor, BMS Version Log
Original
7−65
CSP−902RFM206E−1
Systems Description
TOP LEVEL
BALANCE MONITOR
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
THIRD LEVEL
CLEAR FAULT
LOG
MAIN ROTOR
BALANCE
MAIN ROTOR TRACK
NOTE 1
CLEAR ADVISORY
LOG
NOTAR
BALANCE
CLEAR SPECTRUM
LOG
CLEAR M/R
BALANCE LOG
SPECTRUM
BMS ADVISORY LOG
CLEAR NOTAR
BALANCE LOG
BMS FAULT LOG
CLEAR SETUP
CONFIGURATION
CLEAR ALL LOGS
BMS VERSION LOG
FORMAT DATABASE
AND RESET BMS
BMS MAINTENANCE
NOTE 2
NOTE 1: FOR ALL ‘‘CLEAR’’ MENU SELECTIONS, PRESS ENT KEY AND A ‘‘PRESS TO
CLEAR’’ MESSAGE WILL BE DISPLAYED. PRESS REC KEY TO CLEAR THE LOG
AND A ‘‘CLEARED OK PRESS ANY KEY’’ MESSAGE WILL BE DISPLAYED.
PRESSING ANY KEY WILL RETURN TO THE ‘‘CLEAR LOG MENU’’.
NOTE 2: PRESS ENT KEY AND A ‘‘PRESS TO FORMAT AND RESET’’ MESSAGE WILL
BE DISPLAYED. PRESS REC KEY TO FORMAT THE DATA BASE AND A ‘‘DBASE
FORMATTED INITIALIZING BMS’’ MESSAGE WILL BE DISPLAYED. PRESSING
ANY KEY WILL RETURN TO THE ‘‘CLEAR LOG’’ MENU AFTER 30 SECONDS
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
Figure 7−42. Balance Monitor, BMS Maintenance
7−66
Original
F92−095
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
TOP LEVEL
ENT
AIRCRAFT MONITOR
EXCEEDANCE LOG
CSP−902RFM206E−1
Systems Description
THIRD LEVEL
ENT
TREND LOG
EXCEED LOG XXX
L ENG TORQUE
DATE XX−XX−91
TIME XX:XX:XX
FAULT LOG
PEAK VALUE XXX%
SEC TO PK = XX SEC
IIDS SETUP
DATA LOG NO X
SEC ABV T1 = XX
SEC TO T2 = XX
SEC ABV T2 = XX
SEC TO T3 = XX
SEC ABVT3 = XX
SEC TO T4 = XX
SEC ABV T4 = XX
THE EXCEEDANCE LOG PROVIDES A ‘‘SNAPSHOT" RECORD OF THE PARAMETER DATA AT A
PARTICULAR MOMENT IN TIME. THIS TYPE OF RECORD OCCURS WHENEVER A PARAMETER
EXCEEDANCE IS DETECTED.
NOTE: PRESSING THE
MENU
BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.
F92−096
Figure 7−43. Aircraft Monitor, Exceedance Log Menu
Original
7−67
CSP−902RFM206E−1
Systems Description
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ENT
AIRCRAFT MONITOR
EXCEEDANCE LOG
ENT
TREND LOG
TREND LOG XX
LEFT ENGINE
FAULT LOG
DATE
TIME
IIDS SETUP
NP XXX%
T1 XC
TORQUE XX%
NG XX%
EGT XXXC
P0 XXXX FT
OAT XX C
PERFORM MARGIN
L PA CK NG −XX
L PA CK EGT−XX
NG COR FTR XX.X
EGT COR FTR XXX
NOTE: PRESSING THE
MENU
BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.
F92−097
Figure 7−44. Aircraft Monitor − Trend Log
7−68
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
TOP LEVEL
CSP−902RFM206E−1
Systems Description
THIRD LEVEL
ENT
AIRCRAFT MONITOR
EXCEEDANCE LOG
TREND LOG
ENT
FAULT LOG
FAULT LOG
L ENG S/N
R ENG S/N
DATE
IIDS SETUP
TIME
IIDS FALT1=X XX
XX, XX
IIDS FALT XX
ACFT FALT=X
SENS FALT=X
BMS FALT=X
LEFT EEC
DSCWD1 =X XX XX
THE FAULT LOG CONTAINS DATA ASSOCIATED WITH EEC
FAULTS AND FAILURES DETECTED IN THE IIDS, BMS, OR
AIRCRAFT TRANSDUCERS/SENSORS. THIS LOG IS RECORDED WHENEVER AN IIDS OR EEC FAULT IS DETECTED. STORAGE IS AVAILABLE FOR 100 FAULT LOGS.
NCFUR1=X XX
NCFUR2=X XX XX
NCFUR3=X XX
CFUR=0
RIGHT EEC
DSCWD1=
NOTE: PRESSING THE MENU BUTTON WILL TAKE YOU
TO THE PREVIOUS HIGHEST MENU LEVEL.
RIGHT EEC MENU SAME AS
LEFT EEC MENU.
F92−098
Figure 7−45. Aircraft Monitor, Fault Log Menu
Original
7−69
CSP−902RFM206E−1
Systems Description
TOP LEVEL
AIRCRAFT MONITOR
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
THIRD LEVEL
EXCEEDANCE LOG
A/C NO XXXXXXXX
TREND LOG
ENG INSTALL PWC
IPS INSTALLED
HT/DEFOG INSTAL
ROTOR BRK INSTAL
FAULT LOG
FWD FUEL CAL XXX
AFT FUEL CAL XXX
IIDS SETUP
TOP LVL SFTWR PN
XXXXXXXXXXXX
OPER SFTWR PN
XXXXXXXXXXXX
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MAINT SFTWR PN
XXXXXXXXXXXX
BMSBM SFTWR PN
XXXXXXXXXXXX
BMSOP SFTWR PN
XXXXXXXXXXXX
SETUP DATA ID
XXXXXXXX
BMSBP SFTWR PN
XXXXXXXXXXXX
CFG DAT MM−DD−YY
CFG TIM HR:MN:SE
MENU
F92−099
Figure 7−46. Aircraft Monitor − IIDS Setup
7−70
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOP LEVEL
SECOND LEVEL
Systems Description
THIRD LEVEL
NOTE 2
NOTE 1
FUEL CALIBRATION
CSP−902RFM206E−1
SET CAL CODE
FWD FUEL CAL<XXX>
AFT FUEL CAL <XXX>
NOTE 1
DO CALIBRATION
AIRCRAFT READY?
CRUISE ATTITUDE?
NOTE 3
FWD FUEL CAL XXX
AFT FUEL CAL XXX
NOTE 1: PRESS ENT" FOR MORE THAN 4 SECONDS TO ENTER
FUNCTION, THIRD LEVEL MENU APPEARS.
NOTE 2: ENT" SELECTS DIGITS TO BE EDITED, AND KEYS
CHANGE SELECTED DIGITS, REC" KEY STORES
SELECTION, CLR" EXITS TO BLANK DISPLAY.
NOTE 3: PRESS ENT" FOR MORE THAN 4 SECONDS COMMANDS
CALIBRATION. IIDS WITH CAL CODES AFTER
CALIBRATION COMPLETE. REC" CHANGES CODE TO
CALCULATED VALUE. PRESS ‘‘MENU’’ TWICE TO
RETURN TO TOP LEVEL
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
NOTE: TO MOVE HORIZONTALLY ( → ) TO THE NEXT LOWER LEVEL − PRESS
ENT
F92−100
Figure 7−47. Fuel Calibration
Original
7−71
CSP−902RFM206E−1
Systems Description
TOP LEVEL
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SECOND LEVEL
NOTE 1
SET ENGINE PARM
LNG COR FCTR <XX.X>
LEGT CORFCT <XX.X>
NOTE 1
RNG COR FCTR <XX.X>
REGT CORFCT <XX.X>
NOTE 1: ENT" SELECTS DIGITS TO BE EDITED, AND KEYS
CHANGE SELECTED DIGITS, REC" KEY STORES
SELECTION, CLR" EXITS TO BLANK DISPLAY.
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−101
Figure 7−48. Set Engine Parameters
TOP LEVEL
SECOND LEVEL
NOTE 1
SET TIME/DATE
TIME <HH:MM>
DATE MM−DD−YY
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
NOTE 1.: ‘‘ENT’’ KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELD
BLINKS, AND KEYS INCREMENT/DEINCREMENT DIGIT VALUE, ‘‘REC’’ KEY CHANGES TIME
MENU
AND DATE TO SELECTED VALUES
F92−101
Figure 7−49. Set Time/Date
7−72
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
S E C T I O N VIII
HANDLING, SERVICING
AND MAINTENANCE
TABLE OF CONTENTS
PARAGRAPH
PAGE
8−1. Hoisting, Lifting, and Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−1
8−2. Towing and Moving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−1
Figure 8−1. Helicopter Towing and Ground Handling . . . . . . . . . . . . . . . . . . . .
8−4
8−3. Parking and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−4
Figure 8−2. Helicopter Tiedowns and Covers . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−6
Figure 8−3. Helicopter Grounding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−8
8−4. Access and Inspection Provisions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−10
Figure 8−4. Access Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−11
Figure 8−5. Nose Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−12
Figure 8−6. Left Side Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−13
Figure 8−7. Right Side Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−14
Figure 8−8. Top View Access Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−15
Figure 8−9. Bottom View Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−16
Figure 8−10. Stabilizers Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−17
Figure 8−11. Cabin Floor Interior Access Panels . . . . . . . . . . . . . . . . . . . . . . . . .
8−18
Figure 8−12. Pedestal Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−19
Figure 8−13. Fan Assembly Access Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−20
8−5. Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−21
Figure 8−14. Servicing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−21
Table 8−1. Acceptable Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−22
Table 8−2. Servicing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−22
Figure 8−15. Fuel System Gravity Filler Port . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−25
Figure 8−16. Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−27
Figure 8−17. Main Transmission Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−29
Figure 8−18. Rotor Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−30
Figure 8−19. Engine Oil System − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−32
8−6. Aircraft Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−33
8−7. Cockpit Door Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−34
Figure 8−20. Cockpit Door Attachment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−35
8−8. Cabin Seats: Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−36
Original
8−i
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PAGE
PARAGRAPH
Figure 8−21. Cabin Passenger Seat Attachment . . . . . . . . . . . . . . . . . . . . . . . . .
8−36
8−9. Copilot Flight controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−37
Figure 8−22. Copilot Pedals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−37
8−10. Engine Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−38
Figure 8−23. EGT Vs Time − All Conditions Except Starting . . . . . . . . . . . . . .
8−38
Figure 8−24. EGT Vs Time − Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−39
Figure 8−25. Power Turbine (NP) Speed Vs Time . . . . . . . . . . . . . . . . . . . . . . . .
8−39
Figure 8−26. Compressor Turbine (NG) Speed Vs Time . . . . . . . . . . . . . . . . . . .
8−40
Figure 8−27. Engine Overtorque Limits − All Conditions . . . . . . . . . . . . . . . . .
8−40
8−11. Special Operational Checks and Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−41
Engine NP overspeed Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−41
Hydraulic System Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−42
VSCS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−42
Wet Engine Motoring Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−43
Dry Engine Motoring Run . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−43
Engine Out/Low Rotor Warning Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−44
Engine Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−44
Figure 8−28. Engine Wash Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−46
Manual Engine Shutdown Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−47
Manual Engine Start Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−48
Autorotation RPM Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−49
Resetting IIDS Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−50
Figure 8−29. Set Time/Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−50
8−ii
Revision 6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
SECTION VIII
HANDLING, SERVICING, AND
MAINTENANCE
8−1. HOISTING, LIFTING, AND JACKING
CAUTION
Hoisting, lifting, and jacking of the helicopter shall only be
performed with the proper equipment and tools as specified in the
MD900 Rotorcraft Maintenance Manual. Failure to follow the
specified procedures will result in damage to aircraft components.
8−2. TOWING AND MOVING
Moving the helicopter on prepared surfaces is accomplished by mounting ground
handling wheels to fittings located on the landing gear skid tubes.
The ground handling wheel set is used for moving the MD Explorer by hand and
for towing. The wheels are manually lowered with a detachable jack handle, and
are held in the down position by a mechanical lock. The ground handling wheel
set is equipped with a tow bar attach fitting.
Helicopter Manual Moving:
Ensure all stress panels listed in Figure 8−11 are installed.
CAUTION
Airframe structure damage can occur if stress panels are not in
place before moving helicopter.
NOTE: The wheel set attaches at four points, two inboard and two outboard, on the skid
assemblies.
A ‘‘T" handle is strapped to the skid tubes and extends out, to pull the wheels
to and from the helicopter.
Position wheel set over skid tubes and roll wheel set forward.
NOTE: The wheel set can be installed in either direction, depending on jack handle
position.
Attach wheel set to attach points on skid tubes.
Hold tail up while lowering ground handling wheels.
Jack hydraulic ram which forces wheels down and skids up.
Original
8−1
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
When the jack is extended, a mechanical safety latch automatically snaps into
position, to prevent the wheels from going up in the event of loss of hydraulic
pressure.
CAUTION
Operators and maintenance personnel should avoid lead−lag loads
in excess of 25 pounds at the tip of the main rotor blades.
Excessive lead−lag load applied to the main rotor blades during ground handling
can result in damage to the damper assembly.
Manually move helicopter on ground handling wheel set by balancing tailboom
and pushing on rear fuselage portion of airframe.
CAUTION
When ground handling helicopter do not lift main rotor blades to
clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.
Helicopter Towing
The towbar is equipped with caster wheels and is designed for use with the
ground handling wheels and allows the helicopter to be moved by one person.
The towbar does not interfere with equipment that may be hung under the helicopter
Ensure all stress panels listed in Figure 8−11 are installed.
CAUTION
Airframe structure damage can occur if stress panels are not in
place before moving helicopter.
Raise helicopter up with wheel set.
Position caster wheels, to straddle, over front skid tubes.
Attach nylon strap under skid tubes and ratchet skid tubes into rubber cups.
Attach tow bar to a power unit.
CAUTION
Do not tow helicopter at speeds over 5 mph.
When ground handling helicopter do not lift main rotor blades to
clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.
Avoid sudden stops and starts.
8−2
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Avoid short turns, which could cause helicopter to turn over.
CAUTION
A safe minimum turning radius is approximately 20 feet.
Allow inside wheel to turn (not pivot) while helicopter is being turned.
Helicopter Transport
The heli−porter is designed for the MD Explorer with the use of a towing tractor
or vehicle.
The heli−porter is a welded tubular steel frame with dual pneumatic swivel
caster on the front and rear. The platform is a grated walkway with hold down
safety straps for the landing gear. The heli−porter has a hand brake to the rear
tires and has a 10,000 lb (4540 Kg) capacity.
Ensure all stress panels listed in Figure 8−11 are installed.
CAUTION
Airframe structure damage can occur if stress panels are not in
place before moving helicopter.
Land or hoist helicopter (Ref. RMM, Section 07−10−00) on heli−porter platform.
Attach safety hold−down straps to skid tubes.
Release heli−porter hand brake.
CAUTION
CAUTION
When ground handling helicopter do not lift main rotor blades to
clear objects. The main rotor should be rotated to clear objects.
To prevent rotor component damage, the main rotor hub deflection
for a non−operating rotor is not to exceed four feet up, maximum.
Measurement to be taken from static rest.
Do not tow helicopter at speeds over 5 mph. A safe minimum turning
radius is approximately 20 feet.
Attach heli−porter hook−up to a tow vehicle.
Original
8−3
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
TOW BAR
GROUND
HANDLING
ATTACH POINTS
VIEW ROTATED
HELI−PORTER
SKID TUBE
F92−103
Figure 8−1. Helicopter Towing and Ground Handling
8−3. PARKING AND STORAGE
Helicopter tiedowns and covers
Covers and tiedowns (Ref. Figure 8−2) are provided to shield the MD Explorer
from inclement weather conditions and other outside environmental factors that
could cause FOD damage while the helicopter is parked, moored, or while in
storage.
NOTE: The decision to use protective covers and tiedowns is determined by the
prevailing weather conditions, length of storage/parking, and location.
Forward and aft tiedowns
Each tiedown (Ref. Figure 8−2) has a quick connect fitting with a streamer
attached ‘‘REMOVE BEFORE FLIGHT". Two aft tiedown straps are to
be attached to the upper aft fitting. Two separate upper forward tiedowns
attach to the forward fuselage. Additional lower fore and aft tiedown attach
points are located on left and right side of helicopter.
Blade tiedowns
Blade tiedowns (Ref. Figure 8−2) are socks, which fit over the blade tip, with
or without the blade covers installed.
Each blade tiedown is fitted with a generous length of rope which can be
tied down at any convenient spot.
Upper deck cover
The upper deck cover (Ref. Figure 8−2), encloses the NOTAR inlet, particle
separator inlets and exhaust stacks.
8−4
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Attach cover, at forward corners to snap−head screws placed in existing screw
holes on lower edge of particle separator inlet.
Attach cover, at rear corners with similar snaps, or with a strap going underneath the tailboom where it meets the fuselage.
NOTAR boom cover
The boom cover (Ref. Figure 8−2) is a tubular cover made of nylon. Attach
boom cover to thruster using side−release buckles.
NOTAR thruster cover
The MD Explorer thruster cover (Ref. Figure 8−2) encloses the thruster cone
and chokes tightly around the base near the trailing edge of the horizontal
stabilizor.
Position cover on thruster.
Tighten cover with strap assembly.
Pitot tube cover
The pitot cover (Ref. Figure 8−2) is vinyl and reinforced with galvanized steel
staples at stress points.
A bright red warning streamer, ‘‘REMOVE BEFORE FLIGHT" attaches
to the bottom edge of the cover
Attach pitot cover around pitot base.
Bubble cover
The MD Explorer bubble cover (Ref. Figure 8−2), encloses the entire canopy,
including the windshield, front and rear doors and windows.
The cover, attaches at four points.
The cover, is color−coded, with swatches sewn in the corners, for ease of installation. Red = Left, Green = Right.
Attach upper rear corners to snap−head screws placed in existing screw holes
on lower edge of particle separator inlet.
Attach straps at lower rear corners to rear struts.
Tighten special rope in top and bottom hems, to insure a guarantee against
wind chaffing.
A large bright red pocket is sewn in the cover, for the temperature probe.
Original
8−5
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FORWARD UPPER TIEDOWN
AFT UPPER TIEDOWN
FORWARD LOWER TIEDOWN
(IF INSTALLED)
AFT LOWER TIEDOWN
(IF INSTALLED)
BLADE TIEDOWN
PITOT TUBE COVER
ROTOR HUB COVER
THRUSTER COVER
ENGINE AREA COVER
UPPER DECK COVER
BOOM COVER
BLADE COVER
BUBBLE COVER
F92−104A
Figure 8−2. Helicopter Tiedowns and Covers
8−6
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Rotor hub cover
The MD Explorer rotor hub cover (Ref. Figure 8−2) overlaps with the blade
covers and the engine area cover to insure complete protection for the entire
main rotor system.
Position cover over top of rotor hub.
Attach cover with buckles under each blade.
Tuck lower part of cover into the aperture beneath the rotor.
Engine area cover
The engine area cover is similar and does the same job as the upper deck
cover, except that it also encloses the fan inlet.
Blade covers − standard
Blade covers (Ref. Figure 8−2) can be installed from the ground.
Tighten covers at blade root with attached straps and buckles.
The small opening at the blade tip bottom allows attachment of tiedown ropes.
Blade covers − cold weather
The MD Explorer cold weather blade covers are similar to the standard blade
covers, but are fitted with full length zippers and heater hose boots near
the blade root.
Helicopter Parking
The decision to use protective covers and tiedowns is determined by the prevailing
weather conditions, length of parking, and location.
Normal Conditions
NOTE: Tie down rotor blade(s) whenever helicopter is parked in an area subject to
turbulent or gusting winds to prevent rotor windmilling. The maximum blade tie
down load is when the blade tip just begins to deflect downward.
Install pitot cover.
Close and secure all doors, windows and access panels.
Statically ground helicopter if possible.
Turbulent/Gusting Wind Conditions
CAUTION
Tie down all blades in winds of 45 knots or more to prevent
excessive flapping and possible flexbeam damage.
NOTE: Maximum demonstrated wind speed for starting and stopping the rotor is 50
knots.
Original
8−7
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
If possible, park helicopter into the prevailing wind and secure in accordance
with normal parking conditions.
Statically ground helicopter (Ref. Figure 8−3).
GROUNDING JACK
(2 LOCATIONS)
CABLE PLUG
F92−105
Figure 8−3. Helicopter Grounding
Helicopter Storage
Install protective covers as necessary (Ref. Figure 8−2) to prevent entry of blowing
dust, water, freezing rain, snow and/or foreign objects into the helicopter during
ground storage.
Maintain full fuel cell to reduce condensation in the cell.
Ensure drain holes are free of debris and kept open during storage period.
Store helicopter in hangar, if space allows.
Statically ground helicopter (Ref. Figure 8−3).
Flyable Storage
Flyable storage will maintain a stored MD Explorer in an operable condition.
If daily use is impractical, the following procedures will keep the helicopter
in flyable condition. At regular intervals inspect helicopter. Date and type
of storage must be recorded in helicopter records.
Perform engine run−up, at least once every five days.
Perform pre−flight inspection, at least once every seven days.
Inspect helicopter and treat for corrosion control.
Inspect static ground wires, blade tiedowns and mooring devices at regular
intervals.
Inspect tiedowns immediately after winds exceeding 35 knots.
Enter type of storage and date helicopter was placed in storage, in helicopter
records.
8−8
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
High Wind Conditions − Helicopter Mooring
When severe storm conditions or wind velocities higher than 40 knots are forecast,
helicopter should be hangared or evacuated to a safe area. If the helicopter must
be parked in the open during high winds, comply with the following.
CAUTION
Structural damage can occur from flying objects during high wind
conditions. Helicopter should be hangared or evacuated to a safe
weather area when wind conditions above 75 knots are expected.
If a paved ramp with tiedown rings are available, park helicopter headed in
direction from which highest forecast winds are expected.
Secure helicopter to ramp tiedowns using forward and aft tiedowns (Ref.
Figure 8−2).
If a paved ramp with tiedown rings are not available, park helicopter on an
unpaved parking area, headed in the direction from which highest forecast winds
are expected.
Install blade tiedowns.
CAUTION
Tiedown rotor blades, whenever helicopter is parked, to prevent
rotor damage from blade flapping as a result of air turbulence from
other aircraft or wind gusts. The maximum blade tie down load
is when the blade tip just begins to deflect downward.
Install engine area cover (Ref. Figure 8−2), and pitot cover.
Fill fuel cell, if possible.
After winds subside, inspect helicopter carefully for damage which may have
been inflicted by flying objects.
Return to service
Flyable Storage Depreservation and Activation
Remove protective covers and tiedowns.
Clean helicopter as necessary.
Open all doors and ventilate helicopter.
Record date helicopter was prepared for service in helicopter records.
Remove static ground wire installed for storage.
Perform preflight checks.
Original
8−9
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
8−4. ACCESS AND INSPECTION PROVISIONS
Various doors, covers, panels, and fairings are located through out the airframe
to provide access for inspection, maintenance, and servicing. External and internal
doors, covers, panels and fairings are shown in Figure 8−5 thru Figure 8−13. Each
door, cover, panel, and fairing has a letter and a number designator. Each figure
is directly related to a corresponding table which lists a reference designator, panel
name, accessible item, access method and fastener type.
Reference Designator:
The number indicates the nearest attaching fuselage station.
The letter indicates the location:
(N) Nose
(L) Left Side
(R) Right Side
(T) Top Side
(B) Bottom Side
(A) Cabin Floor (interior access)
(S) Stabilizer
(P) Pedestal (interior)
(F) Fan Assembly (interior)
A combination of two letters may be used to help identify a door, cover, panel
or fairing:
(FR) floor right
(FL) floor left
L and R will indicate doors, panels, and covers at the same station location:
F(L/R)160.0.
Removal and Installation Methods:
Removal or installation of doors, covers, panels, and fairings are described by
a method listed in a table with a supporting illustration. The type of fastener
and quantity used to remove or secure the door, cover, panel, and fairing is listed.
8−10
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CAMLOC
KEYLOC
Handling Servicing
and Maintenance
HINGE
LATCH
LOCKED
UNLOCKED
1/4
TURN
UNLOCK−
COUNTERCLOCKWISE
LOCK−CLOCKWISE
UNLOCK−
COUNTERCLOCKWISE
LOCK−CLOCKWISE
ROTATES 180°
TO UNLOCK
PUSH HERE
TO UNLOCK
LATCH
CAMLOC
UNLOCKED
LOCKED
LOCKED
SLEEVE BOLT
UNLOCKED
1/4
TURN
PUSH TO
UNLOCK
LEVER ACTION HANDLE
HINGE PIN
PUSH TO
LOCK
CAMLOC
SCREW
PIN
PULL TO RELEASE
DOOR PINS
BOLT
LATCH
UNLOCK−ONE ACTION
LOCK−TWO ACTIONS
1 PUSH
HOOK−1
PULL
2 PULL
PUSH−2
LIFT
STRUT
TURN AND LOCK
LOCKED
CLOSED
CAMLOC
UNLOCKED
PULL OFF
HERE
LIFT
HERE
9G06−008
F92−106
Figure 8−4. Access Methods
Original
8−11
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
N80
N82
N106
9G06−001
F92−107
Removal and Installation
Item
No.
Name
Permits Access To
N80
Nose Door
Pitot − Static System, Battery
N82
Panel
Landing Light, Flight Control Rods
Avionics Cooling Fan, Wire Harness,
External Power Box
N106 Panel
Quantity
Original
Method
Ref.
Figure 8−4
2
1
Latch
Keyloc
B
A
18
Screw
L
30
Screw
L
Figure 8−5. Nose Access Panels
8−12
Type
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
L220
L155
CSP−902RFM206E−1
Handling Servicing
and Maintenance
L260
L270
L210
L262
L166
L109
9G06−002
F92−108
L107
Removal and Installation
Item
No.
Name
Permits Access To
L107
Crew Door Copilot
Instrument Panel, Pedestal Console
L109
Access Panel Assembly
Avionics, LH
Forward Access Door
Assembly, LH
Electrical, Avionics, Flight Controls,
Static System Drain Valve
Main Transmission Access, Flight
Control Actuators, Hydraulic Hand
Pump, System 1 Hydraulic Manifold/
Reservoir
L166
L210
Passenger Door, LH
Transmission Access
Door Assembly, LH
UPPER W/ NACA
INLET
Passenger and Cargo Compartment
Main Transmission Access, Engine
Reduction Gearbox Housing
L210
Transmission Access
Door Assembly, LH
LOWER W/ NACA
Main Transmission Access, Engine
Reduction Gearbox Housing
L155
Quantity
Type
Method
Ref
Figure 8−4
1
1
1
1
14
5
2
Lever Action Handle
Hinge Pin / Pin
Strut End
Keyloc
Camloc
Camloc
Hinge
H
J, K
T
A
B
E
D
1
Lever Action Handle
H
2
5
Hinge
Camloc
D
E
7
Camloc
E
INLET
L220
260
L262
L270
Engine Air Inlet Panel
Assembly, LH
Engine Cowling Assembly, LH
Baggage Compartment
Door
Exhaust Ejector Cowl
Assembly, LH
Inlet, Engine Compressor
25
Fastener Sleeve Bolt
G
Engine, Engine Controls
10
Fastener Sleeve Bolt
G
1
Lever Action Handle
H
Machine Screw
L
Baggage Compartment,
behind trim panels; Engine EEC’s,
Wire Harness, ECS Bleed Air Lines,
Fuel Lines, Drain Lines, Electrical
Load Center, Engine Fire Extinguishing Bottles (optional)
Engine Exhaust
18
Figure 8−6. Left Side Access Panels
Original
8−13
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
R260
R220
R210
R270
R155
R107
R166
R185
9G06−003
F92−109
R109
R128
R158
Removal and Installation
Item
No.
Name
R107
Crew Door Pilot
Instrument Panel, Pedestal Consol
R109
APU/EPR Door
R128
Avionics Access Panel
R155
Forward Access Door
Assembly, RH
R158
R166
Fuel Cap and Adapter
Passenger Door, RH
R185
Fuel Drain Access Panel
Assembly
Auxiliary / External Power Receptacle
Electrical, Avionics, Flight Controls,
ECS Bleed Air Lines, Static System
Drain Valve
Main Transmission Access, Flight
Control Actuators, System 2
Hydraulic Manifold/Reservoir
Fuel Filler Neck
Passenger and Cargo Compartment
Fuel Sump Drain Control, Cables
R210
Transmission Access
R210
R220
Permits Access To
R270
1
1
1
1
Type
Lever Action Handle
Pin Assembly
Strut
Camloc
H
J, K
T
E
Key Loc
Camloc
A
B
5
2
Camloc
Hinge
E
D
1
1
1
1
Turn and Lock
Lever Action Handle
Release Pin
Camloc
S
H
R
N
Main Transmission Access,
2
5
Hinge
Camloc
D
E
Transmission Access
Door Assembly, RH
LOWER W/ NACA
INLET
Main Transmission Access,
Engine Reduction Gearbox
Housing
7
Camloc
E
Engine Air Inlet Panel
Assembly, RH
Engine Cowl
Assembly, RH
Exhaust Ejector Cowl
Assembly, RH
Inlet, Engine Compressor Section
25
Sleeve Bolt
G
Engine, Engine Controls
11
Sleeve Bolt
G
Engine Exhaust
19
Machine Screw
L
Figure 8−7. Right Side Access Panels
8−14
Method
Ref
Figure 8−4
1
14
Door Assembly, RH
Engine Reduction Gearbox
UPPER W/ NACA INLET Housing
R260
Quantity
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Handling Servicing
and Maintenance
T292
TR218
T240
T155
T220
TL218
9G06−009
F92−110
Removal and Installation
Item
No.
Name
Permits Access To
Quantity
T155
Forward Fairing Assembly Swashplate
Hydraulic Servo Actuators,
Swashplate, Mixer
19
4
TL118
Oil Dipstick Hand
Hold, LH
Engine Oil Level and Filler
TR118 Oil Dipstick Hand
Hold, RH
Engine Oil Level and Filler
T220
Aft Fairing Assembly
Swashplate
Mast Support, Transmission,
Flight Controls, ECS, Engine
Oil Level and Filler
T240
Upper Inlet Duct Assembly
Fan driveshaft, air inlet to fan
T292
Upper Tailboom Fairing Assembly
Required Panel Removal T240,
L270 and R270
Type
Method
Ref
Figure 8−4
Screw
Bolt
L
M
1
2
Hinge
Camlock
Q
E
1
2
Hinge
Camlock
Q
E
58
4
Screw
Bolt
L
M
19
24
Screw
Bolt
L
M
7
Screw
L
Figure 8−8. Top View Access Panel
Original
8−15
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
B178
B142
B230
9G06−005
F92−111
Item
No.
Removal and Installation
Name
Permits Access To
Quantity
Type
Method Ref
Figure 8−4
B142 Access Panel Assembly Center
Throttle Interconnect Cable, RH
Collective
14
Screw
L
B178 Access Panel Assembly Sump
Fuel Sump Drain Valves
22
Screw
L
B230 Aft Crosstube Cover
Assembly
Landing Gear Crosstube Aft
30
Screw
L
Figure 8−9. Bottom View Access Panels
8−16
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Handling Servicing
and Maintenance
S6
SR5
SL5
SR7
SL7
S4
SR3
SR1
SL1
SL3
S2
9G06−004
F92−112
Removal and Installation
Item
No.
Name
Permits Access To
S2
Lower Tailboom/
Thruster Fairing
Assembly
Horizontal Stabilizer Mount Fitting
Stationary Thruster Mounting
S4
Thruster End Cover
Attachment Bolts For Rotating
Thruster
S6
Leading Edge Cover
Center
SL1
Upper Tailboom/
Thruster Fairing Assembly, Left Side
SL3
Quantity
Type
Method
Ref
Figure 8−4
22
Screw
L
8
Screw
L
10
Screw
L
21
Screw
L
Outboard Fairing AsVertical Stab Torque Tube, Control
sembly, LH (Endplate) Rod Electrical Wiring, Position Light
14
Screw
L
SL5
Center Access Cover,
LH (Horizontal Stabilizer)
Wiring
10
Screw
L
SR1
Upper Tailboom/
Thruster Fairing
Assembly Right Side
Horizontal Stabilizer Mount Fitting
Stationary Thruster Mounting
21
Screw
L
SR3
Outboard Fairing AsVertical Stab Torque Tube, Control
sembly, RH (Endplate) Rod Electrical Wiring, Position Light
14
Screw
L
SR5
Center Access Cover
(Horizontal Stabilizer)
Wiring
10
Screw
L
SR10 Access Cover
RH VSCS Actuator
10
Screw
L
SL10 Access Cover
LH VSCS Actuator
10
Screw
L
Horizontal Stabilizer Mount Fitting
Stationary Thruster Mounting
Figure 8−10. Stabilizers Access Panels
Original
8−17
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
AR138
AR155
AR230
AR165
AR250
AR129
A235
AL138
AL230
AL129
AL155
A160
AL165
A170
A217
AL250
9G06−010
F92−113
NOTE: ALL PANELS ARE STRESS PANELS.
Item
No.
A160
A170
A217
A235
AL129
AL138
AL155
AL165
AL230
AL250
AR129
AR138
AR155
AR165
AR230
AR250
Name
Permits Access To
Cabin Floor Forward
Panel Assembly
Cabin Floor Center
Panel Assembly
Cabin Floor Aft Panel
Assembly
Baggage Floor Center
Panel
Cockpit Outboard Left
Floor Panel
Cockpit Floor Left
Access Panel
Cabin Floor Left Forward Access Cover
Cabin Floor Left Outboard Panel
Cabin Floor Left Aft Access Cover
Baggage Floor Left
Outboard Panel
Cockpit Outboard Right
Floor Panel
Cockpit Floor Right
Access Panel
Cabin Floor Right Forward Access Cover
Cabin Floor Right Outboard Panel
Cabin Floor Right Aft
Access Cover
Baggage Floor Right
Outboard Panel
Removal and Installation
Method Ref
Quantity
Type
Figure 8−4
Fuel Cell
69
Screw
L
Fuel Cell
89
Screw
L
Fuel Cell Aft Vent Rollover Valves
75
Screw
L
Condenser Fans, Condenser
64
Screw
L
LH Collective Stick Socket, Wire Harness, LH
Static Port
Flight Control Tubes, Cyclic Bellcrank
Left Forward Fuel Vent Valve, Fuel Cell
30
1
24
1
12
Screw
Bolt
Screw
Bolt
Screw
L
M
L
M
L
Fuel Cell Frangible Valve, Wire Harness
76
Screw
L
Left Aft Fuel Vent Valve, Fuel Cell
13
Screw
L
Fuel Tee Fittings, Fuel Pressure Switch Drain
Tubing, Fuel Hose Shrouds, Fuel Catch Can
Fire Overheat Bleed Air Leak Control, Wire
Harness, RH Static Port
Flight Control Tubes, Bellcranks, Throttle
Cables
Right Forward Fuel Vent Valve, Fuel Cell
25
4
34
1
35
Screw
Bolt
Screw
Bolt
Screw
L
M
L
M
L
12
Screw
L
Fuel Cell Frangible Valve, Heat/Defog Bleed
Air Line, Fire Overheat Bleed Air Leak Detector
Right Aft Fuel Vent Valve, Fuel Cell
76
Screw
L
13
Screw
L
Fuel Tee Fittings, Fuel Pressure Switch Drain
Tubing, Fuel Hose Shrouds, ECS Tubing,
Strobe Power Supply, Fuel Catch Can
25
4
Screw
Bolt
L
M
Figure 8−11. Cabin Floor Interior Access Panels
8−18
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
PR120
9G06−012
F92−114
PL120
Removal and Installation
Item
No.
Name
Permits Access To
Quantity
Type
Method
Ref
Figure 8−4
PL120 Panel
Wire Harness, Forward Interconnect
Panel (Relays), Ground Modules
9
Camloc
U
PR120 Panel
Wire Harness, Forward Interconnect
Panel (TB2, TB3,TB4)
9
Camloc
U
Figure 8−12. Pedestal Access Panels
Original
8−19
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
F4
F3
F5
REF. STATOR
F6
F7
F9
REF. FAN SUPPORT AND
HOUSING
F8
F2
F1
9G06−013
F92−115
Removal and Installation
Item
No.
Name
Permits Access To
Quantity
Type
Method
Ref
Figure 8−4
6
Screw
L
19
14
Screw
Bolt
L
M
F1
Anti−Torque Drive Shaft Fan Drive Shaft
Cover
F2
Anti−Torque Lower Inlet
Duct Assembly
F3
Anti−Torque Fan FairFan Assembly, Fan Driveshaft Couing/Center Body Assem- pling, Support Housing, Fan Balance
bly
Monitor System Magnetic Pickup and
Accelerometer
19
Screw
L
F4
Anti−Torque Middle Inlet Fan Assembly Plenum air Inlet
Duct Assembly
4
19
Screw
Bolt
L
M
F5
Anti−Torque Fan Upper
Duct Assembly
Plenum Air Inlet, Upper Stator Blades
attached
24
Screw
L
F6
Upper Center Diffuser
Upper Stator Blades attached
24
Screw
L
F7
Lower Center Diffuser
Fan Assembly and Diverter, Lower
Stator Blades attached
20
Screw
L
F8
Lower Access Panel As- Diverter
sembly
4
Latch
P
F9
Anti−Torque Fan Lower
Duct Assembly
18
Screw
L
Plenum Fan Assembly
Fan Assembly and Diverter, Fan
Control Linkage
Figure 8−13. Fan Assembly Access Panels
8−20
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
8−5. SERVICING
General
Servicing includes replenishment of fuel, changing or replenishment of oil, and
other such maintenance functions (Ref. RMM, Section 12−00−00).
The locations of servicing points are shown in Figure 8−14.
Engine, transmission and hydraulic servicing materials and capacities are shown
in Table 8−2. A complete listing of servicing materials may be found in the RMM,
Section 12−00−00.
8
9
1
2
3
10
7
5
6
9G12−002
F92−116
4
1.
2.
3.
4.
5.
ECS − AIR CONDITIONER REFRIGERANT
ECS − AIR CONDITIONER SYSTEM OIL
ECS − COMPRESSOR REDUCTION GEARBOX OIL
FUEL SYSTEM − FUEL
HYDRAULIC SYSTEM − MANIFOLD/RESERVOIR HYDRAULIC FLUID
6.
7.
LANDING GEAR − DAMPER FLUID
TRANSMISSION & DRIVE SYSTEM − MAIN TRANSMISSION LUBRICATING OIL
8. POWERPLANT − ENGINE LUBRICATING OIL
9. POWERPLANT − ENGINE WASH SOLUTION
10. ROTOR BRAKE − HYDRAULIC FLUID
Figure 8−14. Servicing Points
Original
8−21
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Capacities − Fuel System:
JET A: 1097 lb; 498 kg; 161.3 U.S. gal; 611L total capacity
1078 lbs; 158.5 U.S. gal; 600L useable
JET B: 1048 lb; 476 kg; 161.3 U.S. gal; 611L total capacity
1030 lbs; 158.5 U.S. gal; 600L useable
Table 8−1. Acceptable Fuels
NOTE: For additional information on fuels, refer to Pratt and Whitney 206E Maintenance
Manual
SPECIFICATION
FUEL TYPE
USA
CANADA
UK
FRENCH
NATO
Kerosene:
Jet A, A−1, A−2**
JP8*
ASTM D1655
MIL−T−83133
CGSB
3.23−M86
AVTUR
DERD 2453*
DERD 2494*
AIR 3405D
F−34
F−35
Wide Cut:
Jet B
JP4*
ASTM D1655
MIL−T−5624
CGSB
3.22−M86
AVTAG
DERD 2454*
DERD 2486*
AIR 3407B
F−40
MIL−T−5624
CGSB
3.GP−24Ma
AVCAT
DERD 2452*
DERD 2498*
AIR 3404C
F−43
F−44
High Flash:
JP5*
PRC
RP−3
* Contains fuel system icing inhibitor (FSII). For JP−8, MIL−T−83133C allows two grades. The grade meeting NATO code F−34 has FSII
while the grade meeting code F−35 has no FSII without prior agreement.
** For Jet A−2 conforming to CAN/CGSB 3.23−M86 is acceptable for use, provided the restrictions regarding flash and freezing points are
strictly observed.
Table 8−2. Servicing Materials
Specification
Material
Manufacturer
1. Engine − Total Capacity 1.34 U.S. Gal (1.12 Imp Gal; 5.12 L)
NOTE: The mixing of different oil brands is not approved.
MIL−PRF−23699
Aero Shell Turbine Oil 500
Shell Oil Co.
50 W. 50th St
New York, NY 10020
Shell Canada Products Ltd.
1500 Don Mills Road
Don Mills, Ontario
Canada M3B 3K4
8−22
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Specification
MIL−PRF−23699
Material
Castrol 5000
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Manufacturer
Castrol Canada, Inc.
3660 Lakeshore Blvd. West
Toronto, Ontario
Canada M8W 1P2
Castrol Specialty Products Div.
16715 Von Karman Ave.
Suite 230
Irvine, CA 92714−4918
Castrol (U.K.) Ltd.
Burmah House
Pipers Way
Swindon, Berkshire
SN3 1RE England
Exxon Turbo Oil 2380
Exxon Turbo Oil 2525
Exxon International Co.
200 Park Avenue
Florham Park, NJ 07932−1002
Esso Petroleum Canada
55 St. Clair Avenue West
Toronto, Ontario
Canada M5W 2J8
Exxon Co.
P.O. Box 2180
Houston, TX 77001
Mobil Jet Oil II
Mobil Oil Corp.
International Aviation Division
150n East 42nd Street
New York, NY 10017, USA
Mobil Oil Corp.
Aviation and Government Sales
3225 Gallows Road
Fairfax, VA 22037
Esso Petroleum Canada
55 St. Clair Avenue West
Toronto, Ontario
Canada M5W 2J8
Revision 2
8−23
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Specification
MIL−PRF−23699
Material
Manufacturer
Royal Turbine Oil 500
Royal Lubricants Co. Inc.
P.O. Box 518
Hanover, NJ 07936
Turbonycoil 525−2A
Nyco S.A.
66Ave. Des Champs Elysee
Paris, France 75008
2. Main Transmission − Total Capacity 10.0 Quarts, 9.5 L
NOTE: Observe servicing instruction placard located on transmission oil filler.
Transmissions P/N 900D1400004−101 and 900D1400005−101:
MIL−PRF−23699
See item 1. Engine
Mobil Jet Oil 254
Transmission P/N 900D1400006−101:
Mobil SHC 626
3. Hydraulic System
MIL−PRF−83282
4. Rotor Brake
MIL−PRF−83282
Fuel system:
Fuel System Servicing Precautions
Only qualified authorized personnel may fuel the helicopter.
Static producing clothing shall not be worn.
Open flames and smoking are not permitted in refueling area.
Refueling vehicle should be parked a minimum of 20 feet from helicopter
during fueling operation.
At least one fully−charged 50 pound CO2 fire extinguisher shall be in the
immediate area.
Before starting fueling operation ground helicopter if possible.
Service fuel cell slowly.
Fuel system filling
NOTE: With the fuel system ‘‘topped off’’, the fuel quantity indication will not display
actual fuel weight. The pilot must visually determine fuel quantity by removing
the fuel cap and noting fuel level on the inside of filler neck (Ref. Figure 8−15).
Fuel helicopter with correct fuel as soon as possible after landing to prevent
moisture condensation.
Keep fuel nozzle free of all foreign matter.
8−24
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Always ground fueling nozzle or fuel truck to GROUND HERE receptacle
or to another bare metal location before removing service cap.
Remove the filler cap and secure the lanyard in the slot provided in the filler
cap adapter.
NOTE: The lanyard must be secured properly in order to assure that the gravity filler port
check valve fully opens.
CAUTION
Do not attempt to refuel helicopter if the lanyard has broken.
Service fuel cell slowly.
Secure filler cap after fueling.
Remove fuel nozzle and ground(s) from helicopter.
FUEL QUANTITY MARKS
146 − GAL
152 − GAL
156 − GAL
FUEL CAP LANYARD
FUEL SYSTEM FILLER PORT
F92−117
Figure 8−15. Fuel System Gravity Filler Port
Original
8−25
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Hydraulic System:
NOTE: The hydraulic system may be serviced by using either the optional hydraulic
system hand pump or a hydraulic mule. For servicing the system using the mule,
refer to the RMM, Section 29−00−00.
If the hand pump is not installed, the hydraulic fluid level must monitored closely
and serviced before leaving an area where proper facilities are located.
The hand pump (optional) provides capability to pump fluid into the manifold/reservoir without the need of a ground support unit. The hand pump is mounted
next to the GSE panels on the transmission deck.
A sight glass indicates when the fluid is at the 0.3 qt level. On the underside
of the cover, a can opener provides a clean means of opening new cans of hydraulic
fluid.
A manually operated selector valve is mounted internally in the housing. The
selector valve lever provides for selection of system 1 or system 2 servicing.
The drive handle folds and clips against the reservoir housing for storage. When
in use, the handle extends through the open access panel, providing a convenient
means of operation.
NOTE: The following servicing procedure applies to aircraft equipped with the optional
hydraulic system hand pump.
CAUTION
Do not mix different specification hydraulic fluids. Ensure that only
MIL−H−83282 fluid is used to service the hydraulic systems for
all helicopter operations in temperatures above −40°F.
The intentional mixing of approved hydraulic oils is not permitted.
Servicing − Hydraulic hand pump:
Open transmission access panel (Ref. Figure 8−6 and Figure 8−7).
Verify that hydraulic fluid is low by checking oil level on hand pump reservoir
fluid level sight gauge (Ref. Figure 8−16).
Unscrew the reservoir cover to remove.
Add appropriate amount of hydraulic oil.
Replace cover.
Servicing − Hydraulic system:
Verify that pump reservoir has fluid; replenish if necessary.
Select system to be serviced by using the selector valve lever on the hand
pump (Ref. Figure 8−16).
Disengage handle from stowed position.
Rotate handle in direction of arrow (CW).
Servicing is complete when the hydraulic manifold fluid level sight gauge
is at the correct level.
Stow handle.
8−26
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
COVER
HANDLE (STOWED)
FLUID LEVEL
SIGHT GAUGE
MINIMUM OIL LEVEL
SELECTOR VALVE
LEVER
HANDLE IN
OPERATING POSITION
HAND PUMP (OPTIONAL)
FLUID LEVEL
SIGHT GAUGE
FILTER BYPASS
INDICATORS
FLUID TEMP
−40°C 95°C
F
F
U
U
L
L
L
L
R
E
R
F
E
I
F
L
I
L
L
L EMPTY
FLUID TEMP
−40°C
95°C
FULL
FULL
REFILL
REFILL
EMPTY
VIEW LOOKING DOWN
FILTER BOWL
(PRESSURE)
MANIFOLD / RESERVOIR
EARLY CONFIG
FILTER BOWL
(RETURN)
HYDRAULIC MAINFOLD
MANIFOLD / RESERVOIR
CURRENT CONFIG
F92−118A
Figure 8−16. Hydraulic System
Original
8−27
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Main Transmission Filling
Open access panel (Ref. Figure 8−6 and Figure 8−7).
Open oil filler cap (Ref. Figure 8−17).
Pour in oil.
Verify quantity of oil in sight window.
NOTE: Correct oil livel is when the observed level is halfway between the “ADD” and
“FULL” marks (Ref. Figure 8−17).
Close oil filler cap.
Close access panel (Ref. Figure 8−6 and Figure 8−7).
Main Transmission Draining
Open access panel (Ref. Figure 8−6 and Figure 8−7).
Remove chip detector (Ref. RMM, Section 63−20−00).
Using transmission drain line, place free end of drain line in a suitable container.
Insert drain line probe in chip detector housing.
Allow transmission to drain.
Remove drain line and install chip detector (Ref. RMM, Section 63−20−00).
Close access panel (Ref. Figure 8−6 and Figure 8−7).
8−28
Revision 5
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
OIL FILLER
TRANSMISSION
OIL FILL
SERVICE WITH
MOBIL SHC 626 OIL
CHIP
DETECTOR
HOUSING
NOTE: 900D1400006−101 TRANSMISSION ONLY
TRANSMISSION
OIL FILL
OIL LEVEL
INDICATOR
CHIP DETECTOR
SERVICE WITH OIL
PER MIL−L−23699
NOTE: 900D1400004−101 AND 900D1400005−101
TRANSMISSIONS ONLY
TRANSMISSION IS SERVICED
PROPERLY WHEN OIL LEVEL IS
HALFWAY BETWEEN FULL" AND ADD".
FULL
FULL
ADD
ADD
VIEW ROTATED
FILTER BYPASS
INDICATOR
F92−119AB
Figure 8−17. Main Transmission Servicing
Revision 5
8−29
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Rotor brake:
The rotor brake reservoir is located on the top forward deck.
Open right−hand forward access door.
Remove filler cap.
Using hydraulic fluid, fill reservoir to top of sight glass.
Install filler cap.
Close right−hand forward access door.
FILLER CAP
SIGHT GLASS
F92−120
Figure 8−18. Rotor Brake
8−30
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Powerplant:
Engine Oil System Filling / Replenishing
CAUTION
Do not mix different brands or types of oil since their different
chemical structures may make them incompatible. If different
brands or types of oil become mixed, drain system (including
engine integral oil tank, engine oil filter housing, engine oil heat
exchanger and oil in and out hoses) and refill with new oil.
NOTE: To reduce the possibility of over filling the oil tank, check the oil level 10 minutes
after engine shutdown.
Open oil dipstick hand hold/door (Ref. Figure 8−6 and Figure 8−7).
Remove engine oil filler cap.
Refill engine oil tank with specified oil in related manufacturers’ publications
(Ref. RMM, Section 01−00−00)
NOTE: Correct oil level is when the observed level is between the MAX and MIN marks
on the oil dipstick. Filling the oil tank to MAX may result in oil being vented
overboard, causing a buildup of carbon deposits on the tailboom and
empennage. Should this occur, monitor engine oil level without adding oil (unless
the oil level falls below MIN) to determine if the level stabilizes at some point
between MAX and MIN. Once this level is determined, fill oil to and maintain this
level.
Replace oil filler cap.
Install and lock the oil filler cap on the oil transfer tube as follows (Ref.
Figure 8−19).
CAUTION
CAUTION
Make sure to install the oil filler cap correctly. Incorrect installation
can lead to disengagement of the cap locking lugs; the cap can
then lift from its locking position and have an incorrect sealing.
This can result in an oil loss that may require shuting down the
engine.
Place the dipstick in the gearbox and make sure that the dipstick off−set
of the cap is in line with the off−set hole of the oil filler tube of the gearbox.
Turn the handle and lock the cap. Make sure that the cap handle is in the
lock position.
If extra force is required to lock the cap, it means that the cap
is not installed correctly. Remove the cap and reinstall it.
NOTE: The writing on the cap handle should be facing toward the front of the engine.
Close oil dipstick hand hold/door.
Draining fuel catch can (if installed)
NOTE: On a daily basis, drain the left and right hand fuel catch cans. Fuel draining from
overboard drain tube is an indication that fuel catch can is full and should be
drained immediately.
Place a suitable container below fuel catch can drain valve (Ref. Figure 8−14).
Revision 2
8−31
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Push drain valve up and allow fuel to drain.
WRITING ON TAB FACING FORWARD
OIL FILLER DIPSTICK
(VIEW ROTATED)
CHIP
DETECTOR
NOTE: SOME ENGINE DETAIL OMITTED FOR CLARITY
OIL FILTER
IMPENDING
BYPASS INDICATOR
VIEW LOOKING AFT
F92−121A
Figure 8−19. Engine Oil System − Servicing
8−32
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
8−6. AIRCRAFT CLEANING
General cleaning of oil and dirt deposits from the helicopter and its components
can be accomplished by using dry−cleaning solvent, standard commercial grade
kerosene, or a solution of detergent soap and water. Exceptions that must be observed
are specified in the following cleaning paragraphs.
CAUTION
Storage, use, and disposal of all solvents must be per Government
and local health and safety regulations.
Fuselage Interior Trim and Upholstery
Fuselage Interior Trim and Upholstery Cleaning
CAUTION
Carpet cleaning agents may damage underlying metal or composite
surfaces. Carpet or seats must be removed from helicopter prior
to cleaning and allowed to air dry prior to reinstallation.
Clean dirt or dust accumulations from floors and other metal surfaces with
vacuum cleaner or small hand brush.
CAUTION
Any flammable solvent that may affect material flammability must
be removed completely after cleaning.
Sponge soiled upholstery and trim panels with a mild soap and lukewarm
water solution. Avoid complete soaking of upholstery and trim panels. Wipe
solution residue from upholstery with cloth dampened by clean water.
CAUTION
Use solvents sparingly. Some solvents may soften or dull material.
Test an inconspicuous area prior to use.
Remove imbedded grease or dirt from upholstery and carpeting by sponging
or wiping with an upholstery cleaning solvent.
Helicopter Exterior
Main Rotor Blade Cleaning
CAUTION
Use care to prevent scratching of fiberglass skin when cleaning
main rotor blades. Never use volatile solvents or abrasive materials.
Never apply bending loads to blades or blade tabs during cleaning.
NOTE: Avoid directing high pressure concentrations of soap and/or clean water toward
engine air intake areas, instrument static source ports and main rotor swashplate
bearings.
Clean rotor blades when necessary using solution of clean water and mild
soap.
Original
8−33
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Fuselage Exterior Cleaning
NOTE: Avoid directing high pressure concentrations of soap and/or clean water toward
engine air intake areas, instrument static source ports and main rotor swashplate
bearings.
NOTE: Check and drain, if moisture present, the static system drain valves after the
aircraft has been washed or exposed to rain or snow and any time the airspeed
or altimeter indicators are showing sporadic readings. (Ref. Figure 8−6 and
Figure 8−7).
Clean helicopter exterior, including fiberglass/kevlar components, when necessary, use solution of clean water and mild soap.
Transparent Plastic
Transparent Plastic Cleaning
Clean outside surfaces of plastic panels by rinsing with clean water and rubbing lightly 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.
Clean inside surfaces of plastic panels by using aircraft type plastic cleaner
and tissue quality paper wipers.
8−7. COCKPIT DOOR REMOVAL
Disengage gas strut from cockpit floor attachment (Ref. Figure 8−20).
NOTE: Fit between socket end of strut and ball end of ball stud is by interference.
Removal of strut from its attachment requires a snap action motion to pull away
the socket end from the ball stud.
Remove lower quick release pin by pulling on the ring.
Remove door restraint by pulling away from lower fork assembly.
Remove upper quick release pin while holding the door.
Remove door.
Install quick release pins into upper and lower fork assemblies.
Installation is opposite of removal.
8−34
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
VIEW LOOKING OUTBOARD
LEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
DOOR
FRAME
RING
WINDOW
FRAME
LOWER DOOR ATTACHMENT WITH
REMOVABLE RESTRAINT. UPPER
DOOR ATTACHMENT SIMILAR.
QUICK
RELEASE PIN
LOWER
FORK
ASSEMBLY
DOOR RESTRAINT
F92−123A
BALL SOCKET
BALL STUD
GAS STRUT
F92−123
Figure 8−20. Cockpit Door Attachment
Revision 2
8−35
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
8−8. CABIN SEATS: REMOVAL/INSTALLATION
Cabin Seat Removal (Ref. Figure 8−21):
First disengage upper quick disconnect fittings then lower quick disconnect fittings from their anchor plates to release cabin seat assembly. Remove seat assembly.
Cabin Seat Installation (Ref. Figure 8−21):
Align cabin seat assembly with floor anchor plates. First engage lower quick
disconnect fittings then upper quick disconnect fittings of cabin seat assembly
into mating roof and floor anchor plates to secure.
Ensure fittings are fully and properly engaged.
NOTE: PULLING/RELEASING THE KNURLED COLLAR ON
THE QUICK DISCONNECT RELEASES/ENGAGES
THE LOCKING MECHANISM
UPPER SEAT ATTACHMENT
QUICK DISCONNECT
ANCHOR PLATE
KNURLED COLLAR
LOWER SEAT ATTACHMENT
ANCHOR PLATE
F92−124
Figure 8−21. Cabin Passenger Seat Attachment
8−36
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
8−9. COPILOT FLIGHT CONTROLS
PEDAL SHAFT
ASSEMBLY
PEDAL ADJUSTMENT PINS
PEDAL CRANK
ASSEMBLY
PEDAL DISENGAGE PIN
HOOK TAPE
F92−125
Figure 8−22. Copilot Pedals
Copilot Pedals: Disengaging (Ref. Figure 8−22)
Copilots pedal shaft assemblies can be temporarily stowed in the full forward
position.
Pull up pedal adjustment pins.
Pull out pedal disengage pin.
Swing shaft assemblies forward to their hook tape secured positions.
Copilot Pedals: Engaging
Reengaging copilot’s pedals is opposite of disengaging.
NOTE: Ensure that pedal adjustment pins are fully seated in pedal crank assemblies.
Original
8−37
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
8−10.ENGINE CHARTS
The following charts define maintenance action requirements for engine over temperature, overspeed, and overtorque.
AREA A − RECORD IN ENGINE LOG BOOK
(2.5 MINUTE RATING)
AREA B − RECORD IN ENGINE LOG BOOK
(CONTINUOUS OEI)
AREA C − RETURN ENGINE FOR OVERHAUL
DO AN HSI IF ONE OF THE FOLLOWING CONDITIONS OCCURS:
1. 15 MINUTES OF CUMULATIVE RUNNING TIME IN AREA A.
2. 10 HOURS OF CUMULATIVE RUNNING TIME IN AREA B.
980
972
960
AREA C
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
940
930
EXHAUST GAS TEMPERATURE
920
AREA A
900
885
880
AREA B
863
860
AREA B
840
820
NO ACTION REQUIRED
800
0
20
30
60
1
90
120
2
150
180
3
210
240
4
TIME (MINUTES AND SECONDS)
270
300
5
330 SEC
MIN
Figure 8−23. EGT Vs Time − All Conditions Except Starting
8−38
Original
F92−126
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
820
AREA A − VISUAL INSPECTION THROUGH EXHAUST DUCT AND
RECORD IN ENGINE LOG BOOK
AREA B − PERFORM HSI
AREA C − RETURN ENGINE TO OVERHAUL
AREA D − DETERMINE CAUSE FOR HUNG START AND CARRY
OUT DRY MOTORING RUN PRIOR TO ATTEMPTING
A RE−START
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
AREA C
AREA B
760
650
AREA A
NO ACTION REQUIRED
AREA D
2
20
30
45
TIME (SECONDS)
F92−127
Figure 8−24. EGT Vs Time − Starting
112.4
POWER TURBINE SPEED (% RPM)
MEASURED GAS TEMPERATURE (EGT)
875
Handling Servicing
and Maintenance
AREA A − RETURN ENGINE TO OVERHAUL
104.5
100.0
NO ACTION REQUIRED
0
10
20
30
40
TIME (SECONDS)
50
SEC
F92−128
Figure 8−25. Power Turbine (NP) Speed Vs Time
Original
8−39
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
AREA A − RECORD IN ENGINE LOG BOOK (2.5 MINUTE RATING)
AREA B − RECORD IN ENGINE LOG BOOK (CONTINUOUS RATING)
AREA C − RETURN ENGINE FOR OVERHAUL
103.4
ÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
AREA C
GAS GENERATOR SPEED − %N G
102.4
AREA A
100.4
AREA B
98.7
NO ACTION REQUIRED
97.4
0
20
40
60
1
80
100 120
2
140 160
2.5
180 200
3
220
240 260
4
280
300 SEC
5 MIN
F92−129A
TIME (MINUTES AND SECONDS)
Figure 8−26. Compressor Turbine (NG) Speed Vs Time
TORQUE
IIDS (XMSN)
ENGINE
AEO
OEI
165%
ÑÑÑ
ÑÑÑ
ÑÑÑ
ÓÓ
ÓÓ
ÓÓ
ÑÑ
ÑÑ
ÑÑ
130%
124%
2.5
MIN
AREA B
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇ
104.5%
AREA A
100%
10
SEC
5
MIN
110%
DETERMINE CAUSE AND RECORD IN ENGINE LOG BOOK
RETURN ENGINE FOR OVERHAUL
RECORD IN ENGINE LOG BOOK EXCEPT OEI CONDITION
AREA A
AREA B
AREA C
133.3%
88%
MCP
ÉÉÉÉ
ÉÉÉÉ
ÉÉÉÉ
AREA C
100%
MCP
NOTE:
THE TORQUE DISPLAYED ON
THE IIDS PRIMARY DISPLAY
IS TRANSMISSION TORQUE.
0
20
30
60
1
90
120 150 180 210 240 270 300
2
2.5 3
4
5
TIME (MINUTES AND SECONDS)
330 (SEC)
(MIN)
Figure 8−27. Engine Overtorque Limits − All Conditions
8−40
Original
F92−130A
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
8−11. SPECIAL OPERATIONAL CHECKS AND PROCEDURES
The following checks are typically utilized as part of a post maintenance run up
associated with scheduled inspections, troubleshooting or maintenance on specific
aircraft systems. Refer to the Rotorcraft Maintenance Manual (CSP900RMM−2)
for the recommended use and frequency of the following checks.
CAUTION
These checks and or procedures are to be performed only while
aircraft is on the ground.
ENGINE NP OVERSPEED TEST PROCEDURE
Engine control switches
SET BOTH TO IDLE
OVSP test switch
MOVE TO LEFT AND HOLD
Engine torque display
OVSP test switch
Engine torque display
OVSP test switch
Engine torque display
OVSP test switch
Engine torque display
OBSERVE TORQUE SPLIT WITH LEFT ENGINE
LOWER
RETURN TO CENTER
BOTH TORQUES SHOULD BE MATCHED
MOVE TO RIGHT AND HOLD
OBSERVE TORQUE SPLIT WITH RIGHT ENGINE
LOWER
RETURN TO CENTER
BOTH TORQUES SHOULD BE MATCHED
Original
8−41
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
HYDRAULIC SYSTEM CHECK
With the aircraft operating at IDLE or FLY (100%):
CHECK ‘‘1 HYD 2” CAUTION SEGMENTS ARE NOT
IIDS secondary display
ILLUMINATED
With the aircraft operating at FLY (100%):
SET AND HOLD TO ‘‘SYS 1”
HYD TEST switch
CHECK ‘‘1 HYD” CAUTION SEGMENT ILLUMINATES
IIDS secondary display
VERIFY 250 PSI MAXIMUM FOR HYD 1 AND 1,000
IIDS alphanumeric display
HYD TEST switch
HYD TEST switch
IIDS secondary display
IIDS alphanumeric display
HYD TEST switch
+100/−50 PSI FOR HYD 2
RELEASE AND CHECK ‘‘1 HYD” CAUTION
SEGMENT OFF
SET AND HOLD TO ‘‘SYS 2”
CHECK ‘‘HYD 2” CAUTION SEGMENT ILLUMINATES
VERIFY 250 PSI MAXIMUM FOR HYD 2 AND 1,000
+100/−50 PSI FOR HYD 1
RELEASE AND CHECK ‘‘HYD 2” CAUTION
SEGMENT OFF
VSCS CHECK
NOTE: This functional check may be performed with the engines off and aircraft
connected to an external power source.
Left and right VSCS switches
IIDS alphanumeric display
VSCS indicator needles
Left VSCS switch
Right VSCS switch
IIDS alphanumeric display
Left VSCS switch
IIDS alphanumeric display
VSCS indicator needles
OFF
VERIFY CAUTION SEGMENT ON AND ‘‘TOTAL STAB
FAIL” INDICATION
CENTERED
ON
MOMENTARILY TO ‘‘TEST” AND THEN TO ‘‘ON’’
VERIFY ‘‘RIGHT STAB FAIL” INDICATION FOR 5 TO 8
SECONDS, THEN OUT
MOMENTARILY TO ‘‘TEST” AND THEN TO ‘‘ON’’
VERIFY ‘‘LEFT STAB FAIL” INDICATION FOR 5 TO 8
SECONDS, THEN OUT
VERIFY NEEDLES ARE APPROXIMATELY 55% RIGHT
OF CENTER WITH 0% CLP AND AIRCRAFT LEVEL
NOTE: If the selected VSCS system fails the test, the failure annunciation will remain
on the IIDS alphanumeric display.
8−42
Revision 3
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
WET ENGINE MOTORING RUN
CAUTION
Before performing this procedure, insure that the power supply
to the ignition exciter is disconnected (IGNTR circuit breakers
pulled).
CAUTION
When a fuel metering unit/pump is replaced in the field, motoring
or starting the engine is not recommended until priming is
accomplished by performing a engine wet motoring run.
Twistgrip on selected engine(s)
NORMAL
Fuel valve ON
CHECK
Fuel boost pump
ON
Engine control switch
IDLE
NOTE: Maintain starter operation for desired duration while observing starter limits.
Engine control switch
OFF
Fuel boost pump
OFF
NOTE: After a wet motoring run, a dry motoring should be accomplished before any start
is attempted.
DRY ENGINE MOTORING RUN
NOTE: This procedure is used to clear internally trapped fuel and vapor from the engine.
This procedure maybe used if there is evidence of a fire within the engine or lack
of EGT indication after lightoff at the beginning of an engine start.
Twist grip
OFF
Engine control switch for selected engine
SET TO IDLE −
OBSERVE STARTER TIME LIMITS
Engine control switch for selected engine
OFF
Original
8−43
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ENGINE OUT/LOW ROTOR WARNING CHECK
Engine control switches
FLY
Collective
INCREASE TO A CLP OF >5% FOR MORE
THAN 5 SECONDS
Collective
LOWER TO A CLP OF 0%
Engine control switches
SWITCH TO IDLE AND NOTE THE
FOLLOWING
ENG OUT warning light flashes and low rotor RPM tone is activated for one cycle. As
rotor RPM decreases through 88%, the low rotor RPM tone will reactivate until the
AOG logic disables the warning.
ENGINE WASH
Engine Water Wash − Desalination:
Open main transmission access door (Ref. Figure 8−6 and Figure 8−7).
NOTE: If cleaning agent is to be used, prepare solution and compressor wash system
in accordance with related manufacturers’ publications (Ref. RMM, Section
01−00−00)
CAUTION
Use of correct mixture as specified in the PWC Maintenance manual
is very important, not only when the temperature is below freezing
at the time of washing, but also if the temperature is expected to
be below 2°C (36°F) between time of washing and the next start.
Connect cleaning solution or water source to engine wash panel using AN type
fittings.
NOTE: To prevent precipitation of deposits through the use of hard water, engine must
be allowed to cool to below 65°C (150°F). Minimum cooling period of 40 minutes
must be allowed since the engine was last operated.
CAUTION
Ensure inlet particle separator and heat / defog shutoff valves are
turned off.
Do not motor engine for more than 30 seconds.
NOTE: Ensure cleaning solution or water source pressure of 60−82 PSI.
Perform dry engine motoring run; when NG reaches 5%, inject water solution
into air inlet case.
Close tank valve as soon as NG falls to 5%.
8−44
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CAUTION
CSP−902RFM206E−1
Handling Servicing
and Maintenance
Allow starter to cool between runs.
If water/methanol mixture has been used, perform additional dry engine motoring
run.
Close main transmission access door (Ref. RMM, Section 06−00−00).
Repeat procedure on other engine.
Once engine wash is complete, start and operate engines at idle for at least
one minute to completely dry engines.
Engine Wash − Performance Recovery:
Open main transmission access door (Ref. Figure 8−6 and Figure 8−7).
NOTE: If cleaning agent is to be used, prepare solution and compressor wash system
in accordance with related manufacturers’ publications (Ref. RMM, Section
01−00−00)
CAUTION
Use of correct mixture as specified in the PWC Maintenance manual
is very important, not only when the temperature is below freezing
at the time of washing, but also if the temperature is expected to
be below 2°C (36°F) between time of washing and the next start.
Connect cleaning solution or water source to engine wash panel using AN type
fittings.
NOTE: To prevent precipitation of deposits through the use of hard water, engine must
be allowed to cool to below 65°C (150°F). Minimum cooling period of 40 minutes
must be allowed since the engine was last operated.
CAUTION
Ensure inlet particle separator (IPS) and heat / defog shutoff valves
are turned off.
Do not motor engine for more than 30 seconds.
NOTE: Ensure cleaning solution or water source pressure of 60−82 PSI.
Perform dry engine motoring run; when NG reaches 5%, inject wash solution
into air inlet case.
Close tank valve as soon as NG falls to 5%.
Allow cleaning solution to soak for 10 minutes.
Perform dry engine motoring run; when NG reaches 5%, inject one half of rinse
solution into air inlet case.
Observe starter cooling period.
Perform dry engine motoring run; when NG reaches 5%, inject remainder of
rinse solution into air inlet case.
Original
8−45
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
If water/methanol mixture has been used, perform second dry engine motoring
run.
Close main transmission access door.
Repeat procedure on other engine.
Once engine wash is complete, start and operate engines at idle for at least
one minute to completely dry engines.
ENGINE WASH
NOZZLE
RIGHT ENGINE WASH
TUBE ASSEMBLY
LEFT ENGINE WASH
TUBE ASSEMBLY
ENGINE
WASH
L
E
F
T
VIEW ROTATED
R
I
G
H
T
F92−122
Figure 8−28. Engine Wash Panel
8−46
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
MANUAL ENGINE SHUTDOWN CHECK
NOTE: This procedure should be performed with engine control switch in IDLE and all
unnecessary bleed air and electrical equipment, including generator, OFF.
Twist grip
IDLE DETENT
NP slows to idle
CHECK
EEC MAN indication on primary IIDS display
CHECK
Twistgrip
SNAP TO CUTOFF
Engine control switch
OFF
IIDS
CHECK NORMAL SHUTDOWN
INDICATIONS
NG zero percent
CHECK
EEC RESET button
PRESS
Twistgrip
PLACE IN NORMAL DETENT
CAUTION
DO NOT return twist grip to the NORMAL detent until NG is at zero
and the EEC RESET button is pressed. Failure to follow this
procedure may cause a re−light with a subsequent EGT
exceedance.
CHECK OFF
EEC MAN indication
Revision 2
8−47
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
MANUAL ENGINE START CHECK
NOTE: Complete the Engine Prestart cockpit check (Ref. Section IV) before attempting
a manual start.
Twistgrip
ROTATE TO FULL OPEN (PAST
THE ‘‘NORMAL’’ DETENT)
EEC MAN indication on primary IIDS display
CHECK
Twist grip
ROTATE TO OFF
Generator
OFF
L BOOST or R BOOST
ON, CHECK IIDS INDICATIONS
Engine control switch
IDLE
Twist grip
ROTATE TOWARD IDLE AS NG
INCREASES THROUGH 8
PERCENT
NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.
Observe EGT indication for immediate temperature rise. Monitor EGT and NG
during start. Observe start limits. Increase twistgrip toward normal only as
necessary to keep NG accelerating toward idle. Manually bring NP/NR to 65%.
CAUTION
If lightoff is not attained with an increase of EGT and NG within
10 seconds, rotate the twistgrip to OFF and place the engine control
switch to off. Following a 30 second fuel drain period, perform a
30 second dry motoring run before attempting another start. Repeat
the complete starting sequence observing limitations.
EEC RESET button
PRESS WHEN NP/NR IS 65
PERCENT
EEC MAN indication
CHECK FLASHING
Twistgrip
NORMAL DETENT
EEC MAN indication
CHECK OFF
Engine oil pressure
CHECK
Generator
ON
IIDS
CHECK
8−48
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Handling Servicing
and Maintenance
AUTOROTATION RPM CHECK
Refer to CSP−900RMM−2, Section 18−00−00.
NOTE: This procedure should be performed with engine control switches in FLY and
collective full down. However, aircraft operating at or near gross weight limits and
at high density altitudes may not be able to perform this procedure with collective
full down without exceeding rotor limits. Refer to CSP−900RMM−2, Section
18−00−00 for alternative collective position while operating at high gross
weights.
Target altitude
SELECT
NOTE: Select an altitude above target altitude so as to arrive at the target altitude in
steady state autorotation at 70 KIAS. Failure to maintain constant airspeed
during autorotation will cause rotor RPM fluctuations, resulting in inaccurate
RPM readings.
IIDS
SELECT “CLP” ON
ALPHANEUMERIC DISPLAY
Airspeed
70 KIAS
Collective lever position
ZERO % OR 10% AS REQUIRED
CAUTION
Observe rotor limits.
At target altitude
RECORD ROTOR RPM
NOTE: If gross weight/density altitude combination allows procedure with collective full
down, the torque reading should be zero percent at target altitude for accurate
autorotation RPM.
Revision 3
8−49
CSP−902RFM206E−1
Handling Servicing
and Maintenance
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
RESETTING IIDS TIME/DATE
TOP LEVEL
SECOND LEVEL
NOTE 1
SET TIME/DATE
TIME <HH:MM>
DATE MM−DD−YY
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
NOTE 1.: ‘‘ENT’’ KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELD
BLINKS, AND KEYS INCREMENT/DEINCREMENT DIGIT VALUE, ‘‘REC’’ KEY CHANGES TIME
MENU
AND DATE TO SELECTED VALUES
F92−101
Figure 8−29. Set Time/Date
To change date or time:
This procedure is to be performed with both engines OFF.
Press MENU to enter menu system.
Use ↑ or ↓ keys to select SET TIME/DATE and press ENT. The following is
displayed on the IIDS two line alphanumeric display:
TIME HH:MM
DATE MM−DD−YY
Press ENT to edit display. The hour digits in the TIME HH:MM display will
blink indicating these are the digits selected for editing.
Use ↑ or ↓ keys to change value of flashing digit/value.
NOTE: Holding the arrow key for more than one second will cause the value of the
digit(s) being edited to increment at the rate of one per second.
Press ENT to select next digit(s) (the minutes digits will blink) and set value
using ↑ or ↓ keys.
NOTE: Each press of the ENT key will select the next value to edit in the sequence they
are displayed.
Repeat above steps until the correct time and date is displayed.
Use the REC key to save the changed time/date. Pressing the CLR key instead
of REC will abandon all changes.
NOTE: The REC key may be pressed at any time during the editing process to save the
changes made. Any fields not changed will remain at their present values.
8−50
Revision 6
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Additional Operations
and Performance Data
SECTION IX
ADDITIONAL OPERATIONS
AND PERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH
9−1. Abbreviated Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
9−1
9−2. Fuel Flow vs Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 9−1. Fuel Flow, AEO, Sea Level, ISA (15°C) . . . . . . . . . . . . . . . . . . . . . .
Figure 9−2. Fuel Flow, AEO, 4000 Feet HP , ISA (7°C) . . . . . . . . . . . . . . . . . . .
Figure 9−3. Fuel Flow, AEO, 8000 Feet HP, ISA (−1°C) . . . . . . . . . . . . . . . . . . .
Figure 9−4. Fuel Flow, AEO, Sea Level, ISA + 20°C (35°C) . . . . . . . . . . . . . . . .
Figure 9−5. Fuel Flow, AEO, 4000 Feet HP, ISA + 20°C (27°C) . . . . . . . . . . . .
Figure 9−6. Fuel Flow, AEO, 8000 Feet HP, ISA + 20°C (19°C) . . . . . . . . . . . .
Figure 9−7. Fuel Flow, AEO, Sea Level, ISA + 30°C (45°C) . . . . . . . . . . . . . . . .
Figure 9−8. Fuel Flow, AEO, 4000 Feet HP, ISA + 30°C (37°C) . . . . . . . . . . . .
Figure 9−9. Fuel Flow, AEO, 8000 Feet HP, ISA + 30°C (29°C) . . . . . . . . . . . .
Figure 9−10. Fuel Flow, OEI, Sea Level, ISA (15°C) . . . . . . . . . . . . . . . . . . . . . .
Figure 9−11. Fuel Flow, OEI, 4000 Feet HP , ISA (7°C) . . . . . . . . . . . . . . . . . . .
Figure 9−12. Fuel Flow, OEI, 8000 Feet HP , ISA (−1°C) . . . . . . . . . . . . . . . . . .
Figure 9−13. Fuel Flow, OEI, Sea Level, ISA + 20°C (35°C) . . . . . . . . . . . . . . .
Figure 9−14. Fuel Flow, OEI, 4000 Feet HP , ISA + 20°C (27°C) . . . . . . . . . . .
Figure 9−15. Fuel Flow, OEI, 8000 Feet HP , ISA + 20°C (19°C) . . . . . . . . . . .
Figure 9−16. Fuel Flow, OEI, Sea Level, ISA + 30°C (45°C) . . . . . . . . . . . . . . .
Figure 9−17. Fuel Flow, OEI, 4000 Feet HP , ISA + 30°C (37°C) . . . . . . . . . . .
Figure 9−18. Fuel Flow, OEI, 8000 Feet HP , ISA + 30°C (29°C) . . . . . . . . . . .
Figure 9−19. Fuel Flow, OEI, −1000 Feet HP , ISA (17°C) . . . . . . . . . . . . . . . . .
Figure 9−20. Fuel Flow, OEI, −1000 Feet HP , ISA + 20°C (37°C) . . . . . . . . . .
Figure 9−21. Fuel Flow, OEI, −1000 Feet HP , ISA + 30°C (47°C) . . . . . . . . . .
9−4
9−5
9−6
9−7
9−8
9−9
9−10
9−11
9−12
9−13
9−14
9−15
9−16
9−17
9−18
9−19
9−20
9−21
9−22
9−23
9−24
9−25
9−3. International Civil Aviation Organization (ICAO) Noise Levels . . . . . . . . . . . . .
9−26
Original
9−i/( 9−ii blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Additional Operations
and Performance Data
SECTION IX
ADDITIONAL OPERATIONS AND
PERFORMANCE DATA
9−1. ABBREVIATED CHECKLISTS
NOTE: These checklists do not have any CAUTION, WARNINGS, or NOTES. Be sure
you have a thorough understanding of the checks as described in Section IV
before attempting to operate the helicopter.
ENGINE PRE−START COCKPIT CHECK
ELECTRICAL POWER − OFF
All cabin doors
CHECK
Seat belt and shoulder harness
FASTENED
Rotor brake
STOWED
Flight instruments
CHECK STATIC POSITION/SET
Collective friction
ON
Collective stick position
FULL DOWN
Twistgrip alignment marks aligned with index mark
CHECK
LDG/HVR lights
OFF
Key switch
ON
Circuit breakers
IN
Utility panel switches
OFF EXCEPT VSCS ON
NACA inlet switch
AS REQUIRED
Lighting control panel switches
AS REQUIRED
Avionics
AS DESIRED
L GEN and R GEN
ON (OFF FOR GPU START)
POWER
OFF
L BOOST AND R BOOST
OFF
LEFT/RIGHT FUEL SHUTOFF
ON; COVER CLOSED
L ENGINE and R ENGINE
OFF
Original
9−1
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ELECTRICAL POWER − ON
POWER
BAT/EXT
Monitor BIT
FIRE WARNING ANNUNCIATORS ON
FOR 2 SECONDS; CHECK IIDS FOR
ADVISORIES AT COMPLETION OF BIT
Fuel quantity display
CHECK
DISP (display by exception)
AS DESIRED
ENGINE STARTING − AUTOMATIC
L BOOST or R BOOST
ON; CHECK IIDS INDICATIONS
EEC MAN indicators
OFF
L ENGINE or R ENGINE
SET TO IDLE/FLY AS REQUIRED
IIDS
CHECK FOR NORMAL
INDICATIONS
Repeat starting procedure for second engine
GPU start only:
L GEN/R GEN
ON
GPU
DISCONNECT
ENGINE RUNUP
Avionics
ON, AS DESIRED
L ENGINE and R ENGINE
FLY
9−2
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Additional Operations
and Performance Data
BEFORE TAKEOFF
Cyclic control
CHECK RESPONSE
Collective friction
AS DESIRED
Primary and secondary IIDS displays
CHECK ADVISORIES
Utility panel switches
AS REQUIRED
ENGINE/AIRCRAFT SHUTDOWN − NORMAL
Collective stick
FULL DOWN/FRICTION ON
Cyclic stick
TRIM TO NEUTRAL
Pedals
NEUTRAL
L ENGINE and R ENGINE
IDLE
All unnecessary electrical equipment
OFF
Heat
OFF
AC (if installed)
OFF
Pitot heat (if installed)
OFF
IPS (if installed)
OFF
Lighting control panel
AS DESIRED
Avionics master switch
OFF
L GEN/R GEN switches
OFF
L BOOST/R BOOST
OFF
L ENGINE and R ENGINE
OFF
ENG OUT indications
CHECK IIDS FOR NORMAL
INDICATIONS
Rotor brake (if installed)
APPLY BELOW
70% NR
IIDS
CHECK FOR INDICATIONS
OR MESSAGES
POWER
OFF
Original
9−3
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
9−2. FUEL FLOW vs AIRSPEED
Description: The fuel flow charts presented in this section are based on level flight
performance data. Fuel consumption values are based on minimum specification
engines and thus may vary between engines. This data is based on a baseline aircraft
with 15% electrical load, engine bleeds and air conditioner off.
Use of Chart: Use the charts as illustrated by the example below.
NOTE: The following example uses Figure 9−1.
Example:
Wanted: Rate of fuel flow
Known: Airspeed = 115 KIAS
Known: Estimated gross weight = 5500 pounds
Method: Enter the chart at the known airspeed of 115 knots (interpolation required). Move vertically to the 5500 pound point (interpolation required)
then move to the left to the fuel flow scale and read a fuel flow of approximately 440 LB/HR.
9−4
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
600
MCP LIMIT
550
FUEL FLOW − LB/HR
500
6250 LB
450
6000 LB
LONG RANGE CRUISE
400
350
5000 LB
4000 LB
300
250
200
40
50
60
70
80
90
100
110
120
INDICATED AIRSPEED − KNOTS
130
140
150
F92−131−1
Figure 9−1. Fuel Flow, AEO, Sea Level, ISA (15°C)
Original
9−5
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
600
MCP LIMIT
550
6250 LB
FUEL FLOW − LB/HR
500
6000 LB
450
400
LONG RANGE CRUISE
4000 LB
350
5000 LB
300
250
200
40
50
60
70
80
90
100
110
120
INDICATED AIRSPEED − KNOTS
Figure 9−2. Fuel Flow, AEO, 4000 Feet HP , ISA (7°C)
9−6
Original
130
140
150
F92−131−2
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
600
550
MCP LIMIT
FUEL FLOW − LB/HR
500
6250 LB
450
6000 LB
400
350
LONG RANGE CRUISE
4000 LB
300
5000 LB
250
200
40
50
60
70
80
90
100
110
120
130
140
150
INDICATED AIRSPEED − KNOTS
F92−131−3
Figure 9−3. Fuel Flow, AEO, 8000 Feet HP, ISA (−1°C)
Original
9−7
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
700
650
600
MCP LIMIT
550
6250 LB
6000 LB
FUEL FLOW − LB/HR
500
450
LONG RANGE CRUISE
400
4000 LB
5000 LB
350
300
250
200
40
50
60
70
80
90
100
110
120
130
INDICATED AIRSPEED − KNOTS
Figure 9−4. Fuel Flow, AEO, Sea Level, ISA + 20°C (35°C)
9−8
Original
140
150
F92−132−1
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
600
550
MCP LIMIT
FUEL FLOW − LB/HR
500
6250 LB
450
6000 LB
400
LONG RANGE CRUISE
4000 LB
350
5000 LB
300
250
200
40
50
60
70
80
90
100
110
120
130
INDICATED AIRSPEED − KNOTS
140
150
F92−132−2
Figure 9−5. Fuel Flow, AEO, 4000 Feet HP, ISA + 20°C (27°C)
Original
9−9
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
600
550
FUEL FLOW − LB/HR
500
MCP LIMIT
6250 LB
450
6000 LB
400
350
LONG RANGE CRUISE
4000 LB
300
5000 LB
250
200
40
50
60
70
80
90
100
110
120
130
INDICATED AIRSPEED − KNOTS
Figure 9−6. Fuel Flow, AEO, 8000 Feet HP, ISA + 20°C (19°C)
9−10
Original
140
150
F92−132−3
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
600
550
MCP LIMIT
6250 LB
FUEL FLOW − LB/HR
500
6000 LB
450
LONG RANGE CRUISE
4000 LB
400
5000 LB
350
300
250
200
40
50
60
70
80
90
100
110
120
130
INDICATED AIRSPEED − KNOTS
140
150
F92−133−1
Figure 9−7. Fuel Flow, AEO, Sea Level, ISA + 30°C (45°C)
Original
9−11
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
600
550
FUEL FLOW − LB/HR
500
MCP LIMIT
6250 LB
450
6000 LB
400
LONG RANGE CRUISE
4000 LB
350
5000 LB
300
250
200
40
50
60
70
80
90
100
110
120
130
INDICATED AIRSPEED − KNOTS
Figure 9−8. Fuel Flow, AEO, 4000 Feet HP, ISA + 30°C (37°C)
9−12
Original
140
150
F92−133−2
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
600
550
FUEL FLOW − LB/HR
500
MCP LIMIT
450
6250 LB
6000 LB
400
350
LONG RANGE CRUISE
300
4000 LB
5000 LB
250
200
40
50
60
70
80
90
100
110
120
130
140
150
INDICATED AIRSPEED − KNOTS
F92−133−3
Figure 9−9. Fuel Flow, AEO, 8000 Feet HP, ISA + 30°C (29°C)
Original
9−13
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
400
MCP LIMIT
350
FUEL FLOW − LB/HR
VNE
100 KIAS
6250 LB
6000 LB
300
250
4000 LB
5000 LB
200
40
50
60
70
80
90
INDICATED AIRSPEED − KNOTS
Figure 9−10. Fuel Flow, OEI, Sea Level, ISA (15°C)
9−14
Original
100
F92−134−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Additional Operations
and Performance Data
400
FUEL FLOW − LB/HR
350
MCP LIMIT
VNE
100 KIAS
6250 LB
300
6000 LB
250
4000 LB
5000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−134−2
Figure 9−11. Fuel Flow, OEI, 4000 Feet HP , ISA (7°C)
Original
9−15
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
400
FUEL FLOW − LB/HR
350
300
MCP LIMIT
6000 LB
VNE
100 KIAS
250
5000 LB
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
Figure 9−12. Fuel Flow, OEI, 8000 Feet HP , ISA (−1°C)
9−16
Original
F92−134−3
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
400
FUEL FLOW − LB/HR
350
MCP LIMIT
6250 LB
6000 LB
VNE
100 KIAS
300
250
4000 LB
5000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−135−1
Figure 9−13. Fuel Flow, OEI, Sea Level, ISA + 20°C (35°C)
Original
9−17
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
400
FUEL FLOW − LB/HR
350
300
MCP LIMIT
VNE
100 KIAS
5000 LB
250
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
Figure 9−14. Fuel Flow, OEI, 4000 Feet HP , ISA + 20°C (27°C)
9−18
Original
F92−135−2
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
400
FUEL FLOW − LB/HR
350
300
MCP LIMIT
5000 LB
VNE
100 KIAS
250
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−135−3
Figure 9−15. Fuel Flow, OEI, 8000 Feet HP , ISA + 20°C (19°C)
Original
9−19
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
400
FUEL FLOW − LB/HR
350
MCP LIMIT
300
VNE
100 KIAS
5000 LB
250
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
Figure 9−16. Fuel Flow, OEI, Sea Level, ISA + 30°C (45°C)
9−20
Original
F92−136−1
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Additional Operations
and Performance Data
400
FUEL FLOW − LB/HR
350
300
MCP LIMIT
5000 LB
VNE
100 KIAS
250
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−136−2
Figure 9−17. Fuel Flow, OEI, 4000 Feet HP , ISA + 30°C (37°C)
Original
9−21
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
400
FUEL FLOW − LB/HR
350
300
MCP LIMIT
250
VNE
100 KIAS
5000 LB
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
Figure 9−18. Fuel Flow, OEI, 8000 Feet HP , ISA + 30°C (29°C)
9−22
Original
F92−136−3
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Additional Operations
and Performance Data
400
MCP LIMIT
350
VNE
100 KIAS
6250 LB
FUEL FLOW − LB/HR
6000 LB
300
5000 LB
4000 LB
250
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−188−1
Figure 9−19. Fuel Flow, OEI, −1000 Feet HP , ISA (17°C)
Original
9−23
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
400
350
MCP LIMIT
6250 LB
FUEL FLOW − LB/HR
6000 LB
VNE
100 KIAS
300
5000 LB
250
200
4000 LB
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−188−2
Figure 9−20. Fuel Flow, OEI, −1000 Feet HP , ISA + 20°C (37°C)
9−24
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Additional Operations
and Performance Data
400
FUEL FLOW − LB/HR
350
MCP LIMIT
6000 LB
VNE
100 KIAS
300
5000 LB
250
4000 LB
200
40
50
60
70
80
90
100
INDICATED AIRSPEED − KNOTS
F92−188−3
Figure 9−21. Fuel Flow, OEI, −1000 Feet HP , ISA + 30°C (47°C)
Original
9−25
CSP−902RFM206E−1
Additional Operations
and Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
9−3. INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) NOISE
LEVELS
The MD900 meets the ICAO Annex 16, Volume 1, Chapter 8 noise requirements
for level flight, takeoff/climb, and approach descent profiles at the certified maximum
gross weight of 6250 LB.
MD900
Configuration
Clean aircraft, doors on, no
external kits.
9−26
ENGINE: PW 206E
GROSS WEIGHT: 6250 LB
Level Flyover
EPNL
(EPNdB)
Takeoff
EPNL
(EPNdB)
Approach
EPNL
(EPNdB)
83.5
86.1
90.7
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
SECTION X
OPTIONAL EQUIPMENT
TABLE OF CONTENTS
PARAGRAPH
PAGE
10−1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−1
10−2. Listing − Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−1. Optional Equipment MD900 Helicopter . . . . . . . . . . . . . . . . . . . . . . .
10−3. Compatibility − Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−2. Optional Equipment Kit Compatibility − MD900 Helicopter . . . .
10−4. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−1
10−2
10−2
10−2
10−2
10−5. Operating Instructions: Air Conditioning (P/N 900P7250302−101) . . . . . . . . . .
Figure 10−1. Air-conditioning System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−2. Air Conditioner Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−3
10−4
10−6
10−6. Operating Instructions: Controllable Landing/Search Light . . . . . . . . . . . . . . . . 10−7
Table 10−3. Search Light Switch Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−8
Figure 10−3. Collective Stick Switch Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−9
Figure 10−4. This Figure Deleted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−9
Figure 10−5. Circuit Breakers − Baggage Compartment Mounted (Typical) . 10−10
10−7. Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−6. VNE Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−7. Weight and Balance Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−8. Cargo Hook IIDS Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−9. Cargo Hook Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−13
10−14
10−15
10−17
10−18
10−8. Operating Instructions: Windscreen Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−10. Windscreen Wiper with Optional Windscreen
Washer Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−11. Windscreen Wiper Control Switch . . . . . . . . . . . . . . . . . . . . . . . . .
Servicing Materials − Windscreen Washer Fluid . . . . . . . . . . . . . . . . . . . . . . . . . .
10−9. Operating Instructions: Supplemental Fuel System . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−12. Gauge, Switch and Indicator Light − Location Typical . . . . . .
EXAMPLE I: Longitudinal CG Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−4. Fuel Loading Table − Jet−A (6.8 LB/GAL) . . . . . . . . . . . . . . . . . . . . .
Table 10−5. Fuel Loading Table − Jet−B (6.5 LB/GAL) . . . . . . . . . . . . . . . . . . . . .
Figure 10−13. Fuel Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−21
FAA Approved
Original
10−21
10−22
10−23
10−25
10−27
10−28
10−29
10−29
10−30
10−i
CSP−902RFM206E−1
Optional Equipment
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
Figure 10−14. Supplemental Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
10−32
10−10. Operating Instructions: Rescue Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−35
Figure 10−15. Center of Gravity Envelope for Hoist Operations Below 60 KIAS . . . . .
10−36
Figure 10−16. Rescue Hoist Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−40
EXAMPLE I: Lateral CG Determination − Enroute (above 60 KIAS) . . . . . . . . 10−42
EXAMPLE II: Lateral CG Determination − Destination (below 60 KIAS) . . . . 10−42
EXAMPLE III: Lateral CG Determination − With Hoist Load . . . . . . . . . . . . . . 10−43
Figure 10−17. Allowable Rescue Hoist Loading Chart . . . . . . . . . . . . . . . . . . . . 10−44
Figure 10−18. Rescue Hoist Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−46
Table 10−6. Servicing Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−47
10−11. Operating Instructions: Removable CoPilot Controls . . . . . . . . . . . . . . . . . . . 10−49
Figure 10−19. Collective and Cyclic Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−49
Figure 10−20. Removable Copilot Cyclic Control . . . . . . . . . . . . . . . . . . . . . . . . . 10−50
Figure 10−21. Removable Copilot Collective Control . . . . . . . . . . . . . . . . . . . . . . 10−51
10−12. Operating Instructions: Smoke Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−22. Smoke Detector and Press−To−Test Switch Location. . . . . . . . .
10−ii
FAA Approved
Revision 2
10−53
10−54
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
SECTION X
OPTIONAL EQUIPMENT
10−1.GENERAL INFORMATION
This section provides general supplemental information on optional equipment for
the helicopter. The information includes a listing of usable optional equipment and
compatibility of combined equipment on the helicopter.
Supplemental data is prepared and included in this section whenever the installation
of that equipment affects the FAA Approval Data for Limitations (Section II), Emergency and Malfunction Procedures (Section III), Normal Procedures (Section IV),
and Performance Data (Section V).
The Flight Manual Supplemental Data is to be used in conjunction with the basic
Flight Manual data and takes precedence over that data when the equipment is
installed.
CAUTION
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.
10−2.LISTING − OPTIONAL EQUIPMENT
Table 10−1 lists MDHC optional equipment items available that require supplemental data. Other optional equipment items may be found in the RMM.
SPECIAL NOTE:
Items in the table marked with an asterisk (*) are optional equipment items that
have had their supplemental data incorporated into the main body of the flight
manual and are identified by the statement, ‘‘If installed’’.
FAA Approved
Original
10−1
CSP−902RFM206E−1
Optional Equipment
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Table 10−1. Optional Equipment MD900 Helicopter
Publication No.
Equipment
Air conditioner (P/N 900P7250302−101)
CSP−902RFM206E−1 − Section X
Search light
CSP−902RFM206E−1 − Section X
Cargo hook
CSP−902RFM206E−1 − Section X
Windscreen Wipers
CSP−902RFM206E−1 − Section X
Supplemental Fuel System
CSP−902RFM206E−1 − Section X
Rescue Hoist
CSP−902RFM206E−1 − Section X
*Pitot heat
CSP−902RFM206E−1
* Rotor brake
CSP−902RFM206E−1
* Engine air particle separator filter
CSP−902RFM206E−1
* Indicates data incorporated into the flight manual (Sections I thru IX where
appropriate).
10−3.COMPATIBILITY − COMBINED OPTIONAL EQUIPMENT
Table 10−2. Optional Equipment Kit Compatibility − MD900 Helicopter
Compatibility: Blank = Yes; X = No
Optional
Equipment
A.
B.
C.
D.
E.
F.
G.
H.
I.
A. Air conditioner
B. Search light
C. Engine air particle separator
D. Rotor brake
E. Pitot heat
F. Cargo hook
G. Windscreen Wipers
H. Supplemental Fuel System
I. Rescue Hoist
10−4.OPTIONAL EQUIPMENT PERFORMANCE DATA
SPECIAL NOTE:
Optional equipment that affect IGE/OGE hover performance require
additional hover performance charts. All Optional Equipment hover
performance charts are located in Section V.
10−2
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Air−Conditioning System
10−5.OPERATING INSTRUCTIONS: AIR CONDITIONING (P/N 900P7250302−101)
PART I
GENERAL
The air−conditioning system circulates conditioned air throughout the cabin. A five
position rotary switch AC/VENT controls the vent fan and air−conditioning. COOL
HIGH provides air−conditioning at a high setting. COOL LOW provides air−conditioning at a low setting, selected from the center console utility panel assembly.
The air−conditioning system provides ventilation, temperature, and humidity control. The air−conditioning system consists of:
Freon Compressor Assembly − Compresses the air conditioning system refrigerant.
Lines and Tubing − Routes refrigerant throughout the air conditioning system.
Condenser Fans − Induce ambient airflow over the condenser.
Condenser − Heat exchanger for the condensing refrigerant.
Receiver Dehydrator − Removes moisture from the air conditioning system refrigerant.
High Pressure Switch − Turns off the compressor in a high pressure condition
to prevent damage to air conditioning system.
Low Pressure Switch − Activates or deactivates the Freon compressor assembly
in a low pressure condition to prevent damage to the air conditioning system.
Thermal Expansion Valve − Regulates air conditioning system refrigerant injected
into the evaporator.
Evaporator − Heat exchanger that cools cabin air.
Evaporator Fan − Induces airflow through evaporator.
Three Way Valve Duct Assembly − Controls the flow of recirculated cabin air
or ambient air to the air conditioning system.
Three Way Valve Control Cable − Controls position of the three way valve.
The compressor is mounted on the gearcase of the right hand engine. The condenser
is placed under the floor of the baggage compartment with its associated heat transfer
equipment. Fan−driven cooling air for the condenser is taken in and discharged
through grilles in the belly just below the aft cabin door. The evaporator occupies
the forward end of the upper cowling. The air conditioning system makes use of
the ventilation system’s ducting to direct the cooled air to cabin and cockpit, but
adds a manual valve to permit selection of fresh or recirculated air. The knob for
this push/pull control is on the rear cockpit wall above the pilot’s right shoulder.
The other air conditioner controls are located on the Utility panel.
FAA Approved
Original
10−3
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Air−Conditioning System
CABIN/PASSENGER COMPARTMENT
AIR OUTLETS
6 PLACES
HIGH PRESSURE
SWITCH
È
È
TXV
RECEIVER/
DRYER
EVAPORATOR
3 WAY
VALVE
WATER
SEPARATOR
RAM AIR IN
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÎÎÎ
ÏÏÏÏÏÏÏÏÏ
ÎÎÎ
ÏÏÏÏÏÏÏÏÏ
ÎÎÎ
ÏÏÏÏÏÏÏÏÏ
ÎÎÎ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÎÎÎ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏÏÏÏ
ÏÏÏÏÏÏÏÏÏ
CONDENSER
EVAP FAN
OVBD DRAIN
OVBD DRAIN
OVERBOARD
CONDENSER
FAN
COMPRESSOR
ASSEMBLY
LOW PRESSURE
SWITCH
CREW/PILOTS COMPARTMENT
AIR OUTLETS
4 PLACES
RECIRC
AIR INLET
FROM CABIN
ÈÈ
ÎÎ
ÈÈ
ÎÎÏ
Figure 10−1. Air-conditioning System Diagram
10−4
FAA Approved
Original
HIGH PRESSURE LIQUID
LOW PRESSURE LIQUID
HIGH PRESSURE GAS
LOW PRESSURE GAS
F92−137
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Air−Conditioning System
PART II
LIMITATIONS
No change.
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
As with any air conditioning system the installation in the MD900 has several built
in features to prevent damage. The compressor has an electrically controlled clutch
which is engaged when the system is turned on. Should the condenser fan fail
the high pressure gas coolant passing through the condenser will not become a liquid
due to heat retention. This will result in a higher than normal pressure in the lines
to the evaporator. When this condition is detected the clutch disengages the compressor to prevent damage.
An automatic cutoff procedure similar to that for the heat/defog system shuts down
the air conditioner in flight if either engine becomes inoperative to maintain the
best power output from the running engine.
LOSS OF COOLING
Indications: No cooling air with system ON
Conditions: Automatic system safety shutdown, or internal failure
Procedures:
•
•
OFF
A/C control switch
Use fresh air vent system as required
FAA Approved
Original
10−5
CSP−902RFM206E−1
Optional Equipment
Air−Conditioning System
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART IV
NORMAL PROCEDURES
A five position rotary switch AC/VENT controls the vent fan and air−conditioning.
Selecting the COOL HIGH position provides air−conditioning at a high setting;
COOL LOW provides air−conditioning at a low setting, selected from the center
console utility panel assembly.
HYD
TEST
CAB
HEAT
SYS 1
OVRD
AC/VENT
ON
SYS 2
OFF
PITOT
HEAT
IPS
ON
ON
OFF
OFF
COOL
LOW
COOL
HIGH
OFF
VENT
LOW
VENT
HIGH
L VSCS R
ON
AC/VENT CONTROL
OFF
TEST
F92−138
Figure 10−2. Air Conditioner Control
PART V
PERFORMANCE DATA
Ref. Section V for hover performance with air-conditioning ON.
10−6
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Controllable Landing/Search Light
10−6.OPERATING INSTRUCTIONS: CONTROLLABLE LANDING/SEARCH
LIGHT
PART I
GENERAL
The controllable search light may be located on the lower fuselage ahead of the
forward landing gear crosstube and offset to the left of the centerline or installed
on a mounting pod that allows the use of the searchlight when other equipment
is installed in front of the standard search light location.
In the stowed position, the search light is flush with the lower fuselage skin and
faces downward.
Illuminating the search light is accomplished through the search light power switch
(SRCH) while positioning the search light is accomplished by operating the five−position search light control switch (Ref. Figure 10−3). The search light is available
with an optional IR lamp.
PART II
LIMITATIONS
No Change.
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
No Change.
FAA Approved
Revision 3
10−7
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Controllable Landing/Search Light
PART IV
NORMAL PROCEDURES
Table 10−3. Search Light Switch Functions
SWITCH
POSITION
SRCH
FUNCTION
LT
Switches search light ON.
OFF
Switches search light OFF.
IR
Search Light
Control
Switch
Switches IR lamp ON (if installed).
EXT
Press and hold switch to extend search light.
RET
Press and hold switch to retract search light.
L
Press and hold switch to rotate search light to the
left.
R
Press and hold switch to rotate search light to the
right.
Preflight Checks − Electrical power OFF:
Search light
CHECK FOR BROKEN COVER,
DAMAGE TO MECHANICAL
ASSEMBLY OR BURNED OUT
BULB.
Baggage compartment mounted SRCH LT circuit
breaker
IN (REF. FIGURE 10−5)
Preflight Checks − Electrical power ON:
NOTE: The following operational checks may be performed with an external power
source to prevent excessive battery drain.
Electrical master panel
BAT/EXT
POWER switch
Collective stick switch panel
SRCH switch to LT (Ref. Figure 10−3)
CHECK SEARCH LIGHT ON
Use search light switch to rotate light left (L)
and right (R)
CHECK OPERATION
SRCH switch to OFF
SEARCH LIGHT OFF
10−8
FAA Approved
Revision 3
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
SEARCH LIGHT
SEARCH LIGHT
POWER SWITCH
CONTROL SWITCH
LDG
H
V
R
ÊÊ
ÊÊ
ÊÊ
SET
T
I
M
E
OFF R
LIGHTS
LT SRCH
O
F
F
L
EEC
Optional Equipment
Controllable Landing/Search Light
SEARCH LIGHT
POWER SWITCH
SEARCH LIGHT
CONTROL SWITCH
RET
R
GA
IR
UP
EXT
L
RESET
CSP−902RFM206E−1
R
COM
1
DOWN
2
1
COM
2
YAW
SYNC
EARLY CONFIGURATION
CURRENT CONFIGURATION
F92−139A
Figure 10−3. Collective Stick Switch Panel
Figure 10−4. This Figure Deleted
FAA Approved
Original
10−9
CSP−902RFM206E−1
Optional Equipment
Controllable Landing/Search Light
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
LEFT GENERATOR BUS
AUDIO
PNL 2
EVAP
EADI
L
EHSI
L
BATTERY BUS
CKPT
UTL
CAB
UTL
L
VENT
EVAP
COMP
PITOT
HEAT 2
L
ATT
GYRO 2
CPLT
CLOCK
CNDSR
FAN 2
CNSL
L W/S
WIPER
AHRS
1 AUX
LH DC
FDR
AHRS
2 PRI
R
L
BST PUMP
R
RH FUEL
LOW
EEC
L
R
R
IGNTR
DETENT
STROBE
AREA
AUX
FUEL
FIRE
HRD
SMOKE
DET
HVR
LGT
NACA
LH FUEL
FUEL
NSUN
CONT
NSUN
PWR
CARGO
HOOK
SAS/AP
ADF
POSN
LIGHTING
AV
MSTR
RIGHT GENERATOR BUS
20
IIDS
TRAK
STB
HYD
TEST
AV
FAN
IPS
HOIST
CUT
HOIST
PWR
ATT
GYRO1
PILOT
CLOCK
CNDSR
FAN 1
ELT
R W/S
WIIPER
AHRS
2 AUX
FD SYN
FLT DIR
RH DC
FDR
ENC
ALT
SRCH
LGT
CAB
AUD
5V
DIM
L FLD
EXCIT
R FLD
EXCIT
MODE SEL INVTR
HDG
LEFT ESS BUS
26 VAC BUS
RIGHT AVIONICS BUS
LEFT AVIONICS BUS
ADF2
RADAR
RT
RADAR
IND
MKR
BCN
RAD
ALT
ADF1
FM
CTRL
FM1
RT
FM2
RT
PA
PWR
COM 3
XPNDR
2
DIR
GYRO 2
NAV 3
DME
STORM
SCOPE
CAMERA
NAV 1
FM3
RT
RMI
MVG
MAP
F92−141
Figure 10−5. Circuit Breakers − Baggage Compartment Mounted (Typical)
10−10
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Controllable Landing/Search Light
PART V
PERFORMANCE DATA
No change.
PART VI
WEIGHT AND BALANCE DATA
No change.
PART VII
SYSTEM DESCRIPTION
The search light is controlled by the three position SRCH toggle switch. This switch
connects battery bus power to the search light.
Movement of the search light is accomplished by actuating the search light control
switch located on the collective stick switch panel.
Maximum light extension is 120° from stowed.
If the search light is rotated 90° either side of center and with an extended segment
of 0° to 60°, an interlock switch automatically deenergizes the lamp while positioning
the light is still possible.
The Luminator search light has an optional IR lamp located inside the search light
housing. Illuminating the IR lamp is accomplished through the three position search
light toggle switch. If the IR lamp is not installed, the IR switch position is inoperative.
PART VIII
HANDLING SERVICING AND MAINTENANCE
No change.
PART IX
ADDITIONAL OPERATIONS AND
PERFORMANCE DATA
No change.
FAA Approved
Revision 3
10−11/(10−12 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
10−7.OPERATING INSTRUCTIONS: ROTORCRAFT CARGO HOOK KIT
PART I
GENERAL
The cargo hook is an option that permits the helicopter to carry a jettisonable external
load of up to 3,000 pounds. The hook is suspended by a bridle of four cables that
attach to the landing gear saddle fittings, and join at the cargo load cell link to
support the hook.
The pilot’s controls for the hook consist of an electric release push−button on the
top of the cyclic grip and a manual/emergency cargo hook release mechanism.
Quick disconnect pins at the four attachment points for the bridle allow the flight
crew to install or remove the hook assembly. Quick disconnects for the electric and
mechanical release cables are located on the bottom of the fuselage near the forward
cross tube.
When the kit is installed, an owner or operator holding a valid Rotorcraft External
Load Operator Certificate may utilize the helicopter for transportation of external
cargo when operated by a qualified pilot. OPERATIONS WITH CARGO ON THE
HOOK SHALL BE CONDUCTED IN ACCORDANCE WITH APPLICABLE PORTIONS OF FEDERAL AVIATION REGULATIONS PART 133.
Information provided in this supplement is presented with the intent of furnishing
important data that can be used in the Rotorcraft Load Combination Flight Manual.
The Combination Flight Manual, which is required by FAR Part 133, will be prepared
by the applicant to obtain the rotorcraft External Load Operator Certificate.
FAA Approved
Original
10−13
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART II
LIMITATIONS
Weight Limitations:
Maximum weight allowed on the landing gear is 6500 pounds.
Weight in excess of 6500 pounds and up to 6900 pounds must
be external and jettisonable.
CAUTION
Maximum Rotorcraft − Load Combination operating gross weight is 6900 pounds.
Center of Gravity Limitations:
See Figure 10−7.
Cargo Hook Limitations:
Maximum weight on the hook is 3000 LBS unless placarded otherwise (Ref.
Figure 10−9).
Airspeed Limitations:
With no load on hook, maximum VNE is 90 KIAS.
With load on hook, maximum VNE is 100 KIAS (Ref. Figure 10−6).
NOTE: Use caution as size and shape of load, and load attaching cable size and length
may affect flight characteristics. Satisfactory flight characteristics have been
demonstrated with a compact load.
Placards: Placard located on instrument panel.
20000
DENSITY ALTITUDE − FEET
15000
VNE WITH LOAD ON THE HOOK
10000
5000
VNE WITH NO LOAD ON
THE HOOK IS 90 KIAS
0
40
50
60
70
80
90
INDICATED AIRSPEED − KNOTS
Figure 10−6. VNE Placard
10−14
FAA Approved
Revision 6
100
110
F92−142
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
7000
6500
LONGITUDINAL CG
ENVELOPE
WEIGHT − POUNDS
6000
5500
5000
NORMAL CG LIMITS
4500
CARGO HOOK
CG LIMITS >6250LBS
4000
3500
3000
194
198
196
200
202
FUSELAGE STATION (IN.)
208
206
204
7000
6500
LATERAL CG
ENVELOPE
WEIGHT − POUNDS
6000
5500
NORMAL CG LIMITS
5000
CARGO HOOK
CG LIMITS >6250LBS
4500
4000
3500
3000
−5
−4
−3
−2
−1
0
1
LATERAL CG STATION (IN)
2
3
4
5
F92−143
Figure 10−7. Weight and Balance Envelope
FAA Approved
Revision 6
10−15
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
The presence of an external load may further complicate procedures following an
emergency or malfunction. Release of loads attached through the cargo hook should
be considered consistent with safety of flight factors.
Emergency Release:
Actuate the mechanical release handle, mounted on the cyclic stick, to release
cargo in the event of an electrical failure.
PART IV
NORMAL PROCEDURES
Preflight Checks (Ref. Figure 10−9):
Verify security of cargo hook bridle attach points.
Visually inspect hardware for damage or indications of possible fatigue.
Check for fraying, wear or any other form of damage to the cable bridle assembly.
Inspect electrical release, and load indicating wire harness and connectors for general condition and security.
Examine manual release cable housing for nicks, cuts, kinks or general damage
that might restrict movement of cable within housing.
Inspect manual release connector for general condition and security.
Ensure a service loop is present in the manual release cable at cargo hook.
Inspect hook for general condition.
Cargo Hook Operational Checks:
NOTE: Functional checks of the cargo hook require an external power source for
electrical power or an operating engine.
Ensure that the CRGO HOOK circuit breaker (left generator bus) is IN.
NOTE: Refer to Chapter 25−55−00 in the RMM for special functional checks required
following the initial installation of the cargo hook kit or following replacement of
the manual release cable.
10−16
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
With the load beam in its locked position, apply pressure to simulate a load on
the beam and functionally check the three methods of cargo hook release:
Mechanical release lever on the right side of hook
Manual cargo hook release handle on cyclic
Electric cargo hook release switch on cyclic
NOTE: The TARE weight should be reset each time following aircraft shutdown and
restart (Ref. Figure 10−8).
Operating Procedures:
CAUTION
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.
With the hook weight suspended, and the selection made on the IIDS panel
menu for HOOK WT (Ref. Figure 10−8), the load indication should read HOOK
WT. xxxx LBS on the alphanumeric display.
Ensure that there is adequate clearance between the sling load and any obstacles
along the takeoff flightpath.
Activate cargo release switch on cyclic stick to release cargo.
Check CARGO HOOK OPEN advisory on IIDS alphanumeric display.
NOTE: Ground support personnel should manually assure positive reset of the cargo
hook after use of mechanical release, prior to further cargo pickups.
Instruct ground crew to ensure that the helicopter has been electrically grounded
prior to attaching cargo to drain charges of static electricity that may build up
in flight.
CAUTION
TOP LEVEL
HOOK WT 2456 LBS
The cargo hook extends 18 inches below the landing gear while
hovering. Ensure that there is adequate clearance between the
cargo hook and any obstacles along the flightpath.
SECOND LEVEL
ZERO WEIGHT DISP
2456 LBS
PRESSING ENT" FOR MORE THAN 2 SECONDS
TAKES A TARE READING AND ZEROS DISPLAY
ENT" SELECTS DIGITS TO BE EDITED (LEFT TO RIGHT),
SET CALIB CODE
<XXXX>
AND KEYS INCREMENT/DEINCREMENT DIGIT VALUE,
REC" KEY CHANGES CODE TO SELECTED VALUE,
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS
MENU
F92−144
Figure 10−8. Cargo Hook IIDS Menu
FAA Approved
Original
10−17
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
QUICK RELEASE PIN
(SEE NOTE)
LINK ASSEMBLY
AFT SADDLE CLAMP
CABLE
QUICK
RELEASE PIN
(SEE NOTE)
PIN LINK
FORWARD
PIN LINK
LINK ASSEMBLY
FWD SADDLE CLAMP
CABLE
NOTE: ENSURE QUICK RELEASE
PIN HEAD FACES ‘‘UP’’
AFTER INSTALLATION
LH AFT LANDING
GEAR FITTING
MAX WORKING
LOAD 2200 LB
RH AFT LANDING
GEAR FITTING
CARGO HOOK PLACARD
LH FWD LANDING
GEAR FITTING
RH FWD LANDING
GEAR FITTING
CYCLIC STICK
SERVICE LOOP
CARGO HOOK
MECHANICAL
RELEASE LEVER
LOAD BEAM
LOAD INDICATOR
ELECTRICAL CONNECTOR
MANUAL CARGO HOOK
RELEASE
ELECTRICAL RELEASE
CONNECTOR
MANUAL RELEASE
CABLE CONNECTION
ELECTRIC CARGO
HOOK RELEASE
CYCLIC GRIP ROTATED
F92−145A
Figure 10−9. Cargo Hook Installation
10−18
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
PART V
PERFORMANCE DATA
Hover Ceiling:
Use the OGE hover ceiling charts: Refer to Section V for Hover Ceiling Data.
PART VI
WEIGHT AND BALANCE DATA
Cargo Hook Longitudinal CG: 203.0 In.
Cargo Hook Assembly Weight: 26.12 lbs.
The following table of Cargo Hook Loads may be used by the operator to assist
in determining the helicopter center of gravity.
Cargo Weight
(lb)
Moment/100
(in.−lb)
Cargo Weight
(lb)
Moment/100
(in.−lb)
100
20300
1600
324800
200
40600
1700
345100
300
60900
1800
365400
400
81200
1900
385700
500
101500
2000
406000
600
121800
2100
426300
700
142100
2200
446600
800
162400
2300
466900
900
182700
2400
487200
1000
203000
2500
507500
1100
223300
2600
527800
1200
243600
2700
548100
1300
263900
2800
568400
1400
284200
2900
588700
1500
304500
3000
609000
FAA Approved
Original
10−19
CSP−902RFM206E−1
Optional Equipment
Rotorcraft Cargo Hook Kit
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART VII
SYSTEM DESCRIPTION
Cargo Hook Installation (Ref. Figure 10−9):
Align cargo hook cable attaching hardware with landing gear saddle clamp assemblies.
Install FWD link assemblies into FWD saddle clamps.
Install FWD pin links into link assemblies and quick release pins into FWD
pin links.
Connect cargo hook electrical connector, load indicator electrical connector and
mechanical release control cable connector.
Repeat procedure for aft link assembly attachment.
Perform cargo hook preflight and operational checks.
Cargo Hook Removal (Ref. Figure 10−9):
Remove quick release pins from Aft pin links and remove cable assembly from
aft saddle clamps.
Disconnect cargo hook electrical connector, load indicator electrical connector
and manual release control cable connector.
Remove pin links attaching cargo hook cables and cargo hook to FWD landing
gear saddle clamp assemblies.
Remove cargo hook and bridle assembly.
10−20
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Windscreen Wipers
10−8. OPERATING INSTRUCTIONS: WINDSCREEN WIPERS
PART I
GENERAL
The windscreen wipers provide the pilot a means to clear the windscreens of rain
or snow.
The windscreen washers (if installed) provide pressurized washer fluid to the windscreen through spray nozzles. The washer pump and reservoir are located in the
battery compartment.
There are no changes to limitations, emergency procedures, or performance data
with the installation of the windscreen wipers or windscreen washers.
WINDSCREEN
WIPERS
WASHER
RESERVOIR
WASHER PUMP
F92−170A
Figure 10−10. Windscreen Wiper with Optional Windscreen Washer Installation
FAA Approved
Original
10−21
CSP−902RFM206E−1
Optional Equipment
Windscreen Wipers
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART IV
NORMAL PROCEDURES
Windscreen wipers:
Use the windscreen wipers whenever it is necessary to clear the windscreens
of rain or snow.
Do not use the windscreen wipers on a dry windscreen.
The wipers have a panel mounted control switch (Ref. Figure 10−11). The switch
has four positions:
PARK, OFF, LOW, and HIGH.
The PARK position is a momentary position and is used to stow the wipers when
not in use.
The OFF position turns the wipers off.
The LOW and HIGH positions refer to wiper speed. Select the speed appropriate
for weather conditions.
The three position toggle switch HIGH (HI) and LOW (LO) positions function
as above. The OFF position parks and turns the wipers off.
Windscreen washer (if installed):
Preflight Check
Check washer reservoir fluid level.
On dry windscreen
Press and hold the WASHER button for two to three seconds before turning
the WINDSHIELD WIPERS switch to LOW. Turn off wipers while windscreen
is still wet.
During wiper operation
Press and hold the WASHER button for two to three seconds or as needed
to clear the windscreen.
Cold weather operation
Use 50 percent by volume isopropyl alcohol mixed with distilled or deionized
water when temperatures are at or below 0°C.
WASHER CONTROL SWITCH
(IF INSTALLED)
ROTARY CONTROL SWITCH
3−POSITION TOGGLE SWITCH
WINDSHIELD
WIPERS
OFF
PARK
LOW
3−POSITION LOCKING
TOGGLE SWITCH
WINDSHIELD
WIPERS
HIGH
HIGH
WIPERS
HI
LO
LOW
WASHER
OFF
OFF
DO NOT OPERATE WIPERS
ON DRY WINDSCREEN
DO NOT OPERATE WIPERS
ON DRY WINDSCREEN
DO NOT OPERATE WIPERS
ON DRY WINDSCREEN
Figure 10−11. Windscreen Wiper Control Switch
10−22
FAA Approved
Revision 2
F927−093B
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Windscreen Wipers
PART VI
WEIGHT AND BALANCE DATA
ITEM
WEIGHT
(LB)
STATION
(ARM)
MOMENT
(IN−LB)
Washer reservoir full − water only
Washer reservoir full − water alcohol mixture
4.8
4.3
82.7
82.7
394
356
PART VIII
HANDLING, SERVICING AND MAINTENANCE
Servicing Materials − Windscreen Washer Fluid
Specification
Material
Manufacturer
Washer reservoir − Total Capacity approximately 2 US quarts.
None
Distilled or deionized water for operations above freezing and 50 percent by
volume mixture of isopropyl alcohol
and distilled or deionized water for operations below freezing.
FAA Approved
Original
None
10−23/(10−24 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
10−9. OPERATING INSTRUCTIONS: SUPPLEMENTAL FUEL SYSTEM
PART I
GENERAL
The MD900 supplemental fuel system option adds a transfer type auxiliary fuel
tank located below the baggage compartment floor. Refer to Part VII for system
description.
PART II
LIMITATIONS
Placards:
SUPPLEMENTAL FUEL SYSTEM
USE MAIN FUEL DOWN TO
700 LBS BEFORE SELECTING
AUX FUEL TRANSFER
LOCATED BY AUXILIARY FUEL GAUGE.
NOTE: LOCATION MAY VARY.
LOCATED ABOVE FUEL FILLER
FAA Approved
Original
F92−172A
10−25
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART IV
NORMAL PROCEDURES
Preflight checks:
Fuel cap
Prestart cockpit check:
Fuel transfer switch
Inflight operation:
Fuel transfer switch
SECURED
OFF
ON; VERIFY FUEL TRANSFER LIGHT
‘‘ON’’
NOTE: Fuel transfer should be begun when the fuel level in the main tank is between
700 and 300 LBS.
Main fuel tank quantity begins to
increase and auxiliary fuel quantity
begins to decrease.
CHECK
NOTE: Fuel Transfer:
Fuel transfer time is approximately 20 minutes (22 minutes if second check valve
installed) with a full auxiliary fuel tank while in normal cruise. Transferring fuel
to the main tank may be accomplished once main tank indicated fuel quantity
is at or less than approximately 500 LB in normal ground attitude or
approximately 700 LB in normal cruise attitude.
Fuel transfer rate is approximately 600 LB/HR (540 LB/HR with second check
valve) in normal cruise and approximately 400 LB/HR in normal ground attitude.
Starting Fuel Transfer below 300 LBS:
CAUTION With engines at MCP, the auxiliary fuel transfer rate may not keep
up with the engine fuel consumption rate.
Starting fuel transfer below 300 LBS following a boost pump failure
(boost pumps OFF, Ref. Section III) may result in early right engine
fuel starvation (fuel transfers from the auxiliary fuel tank into the
left side of the main fuel tank).
OFF WHEN TRANSFER IS COMPLETE
Fuel transfer switch
NOTE: The auxiliary fuel quantity gauge has been found to be inaccurate (indicates
high) during hover operations.
Engine/aircraft shutdown
10−26
Fuel transfer switch
OFF; VERIFY FUEL TRANSFER LIGHT
‘‘OFF’’
FAA Approved
Revision 1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
SUPPLEMENTAL FUEL SYSTEM
USE MAIN FUEL DOWN TO
700 LBS BEFORE SELECTING
AUX FUEL TRANSFER.
ON
FUEL TRANSFER SWITCH
FUEL TRANSFER INDICATOR LIGHT
OFF
E
50 100 150
F
AUX FUEL
AUXILIARY FUEL QUANTITY GAUGE
GAUGE, SWITCH AND INDICATOR LIGHT
F92−173A
Figure 10−12. Gauge, Switch and Indicator Light − Location Typical
FAA Approved
Original
10−27
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART VI
WEIGHT AND BALANCE DATA
Weight and balance characteristics:
The lateral CG of the auxiliary fuel tank is at station −2.0.
Calculate CG as shown in the example below.
EXAMPLE I: Longitudinal CG Determination
ITEM
Basic Weight
WEIGHT
(LB)
STATION
(ARM)
3512.4
MOMENT
(IN−LB)
738045
Pilot
185.0
130.70
24180
Copilot/Passenger
185.0
130.70
24180
Passenger − Rear Facing R/H
175.0
173.0
30275
Passenger − Rear Facing L/H
175.0
173.0
30275
Passenger − FWD Facing R/H
175.0
213.0
30275
Passenger − FWD Facing L/H
175.0
213.0
30275
1. Zero Fuel Weight
4582.4
201.1
30275
2. Add: Fuel − Main Tank Only (Jet−A)
Gross Weight:
1025.0
5607.4
191.2
199.3
195980
1117484
3. Add: Fuel − Auxiliary Tank Only
Gross Weight:
200.0
4782.4
244.8
202.9
48960
970464
4. Add: Fuel − Both Tanks
Gross Weight:
1225.0
5807.4
200.9
1166444
10−28
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
Table 10−4. Fuel Loading Table − Jet−A (6.8 LB/GAL)
FUEL WEIGHT
(LB)
LONGITUDINAL LONGITUDINAL
STATION
MOMENT
LATERAL
STATION
LATERAL
MOMENT
20
239.4
4789
−2.0
−40
40
240.6
9625
−2.0
−80
60
241.6
14494
−2.0
−120
80
242.3
19387
−2.0
−140
100
242.9
24294
−2.0
−200
120
243.4
29210
−2.0
−240
140
243.8
34133
−2.0
−280
160
244.1
39062
−2.0
−320
180
244.4
44000
−2.0
−360
200
244.8
48951
−2.0
−400
Table 10−5. Fuel Loading Table − Jet−B (6.5 LB/GAL)
FUEL WEIGHT
(LB)
LONGITUDINAL LONGITUDINAL
STATION
MOMENT
LATERAL
STATION
LATERAL
MOMENT
20
239.5
4790
−2.0
−40
40
240.7
9629
−2.0
−80
60
241.7
14501
−2.0
−120
80
242.5
19397
−2.0
−140
100
243.1
24306
−2.0
−200
120
243.5
29224
−2.0
−240
140
243.9
34149
−2.0
−280
160
244.3
39080
−2.0
−320
180
244.6
44022
−2.0
−360
200
244.9
48982
−2.0
−400
FAA Approved
Original
10−29
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUEL WEIGHT − LB
JET − A (6.8 LB/GAL)
210
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
238.0 238.5 239.0 239.5 240.0 240.5 241.0 241.5 242.0 242.5 243.0 243.5 244.0 244.5 245.0
FUSELAGE STATION − INCHES
FUEL WEIGHT − LB
JET − B (6.5 LB/GAL)
210
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
0
238.0 238.5 239.0 239.5 240.0 240.5 241.0 241.5 242.0 242.5 243.0 243.5 244.0 244.5 245.0
FUSELAGE STATION − INCHES
F92−174
Figure 10−13. Fuel Station Diagram
10−30
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
PART VII
SYSTEM DESCRIPTION
The MD900 supplemental fuel system option adds a transfer type auxiliary fuel
tank with a usable capacity of approximately 29.4 US gallons (200 LB, Jet−A) underneath the baggage compartment floor. The tank is filled through a gravity fill port
on the right side of the aircraft. Transfer into the main tank is performed using
a fuel transfer pump mounted in the auxiliary fuel tank. Overfilling the main tank
is prevented by use of a float−type level control valve mounted in the main tank.
This level control valve prevents transfer into the main tank until the fuel remaining
in the main tank is less than approximately 500 LB in normal ground attitude
or approximately 700 LB in normal cruise attitude. The level control valve will
shut off transfer into the main tank if the fuel in the main tank increases to approximately 755 LB in normal ground attitude or approximately 832 LB in normal cruise
attitude. A second check valve may be installed in the auxiliary fuel tank transfer
line that prevents gravity transfer from the auxiliary tank into the main tank in
high−speed cruise flight. The auxiliary tank vent is teed into the existing main
tank aft vent tubing.
The installation includes a cockpit mounted fuel quantity gauge (AUX FUEL) for
the auxiliary tank, a fuel transfer pump switch, and a fuel transfer indicator light.
Electrical power is supplied from the battery bus through the ‘‘AUX FUEL’’ 5 AMP
circuit breaker. A separate 1 AMP ‘‘AUX FUEL XMIT’’ circuit breaker provides
power for fuel quantity indicating. These circuit breakers are located on the baggage
compartment circuit breaker panel under ‘‘BATTERY BUS’’.
FAA Approved
Revision 1
10−31
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
FUEL VENT ROLL OVER VALVE
AUXILIARY TANK FILLER NECK
FUEL QUANTITY TRANSMITTER
FUEL VENT LINE
AUXILIARY FUEL TANK
FUEL TRANSFER LINE
FUEL TRANSFER LINE
FUEL LEVEL CONTROL VALVE
MAIN FUEL TANK (REF.)
SUPPLEMENTAL FUEL SYSTEM INSTALLATION
STA 230.5 BULKHEAD
VENT ROLLOVER VALVE AUX FUEL PORT
CHECK VALVE
CABIN FLOOR (REF)
BAGGAGE
(REF.)
FUEL TRANSFER LINE
COMPARTMENT
FLOOR
VENT/ROLLOVER VALVE
VENT LINE
FUEL TRANSFER LINE
MAIN FUEL TANK
(REF)
GRAVITY FILL PORT
LEVEL CONTROL VALVE
CHECK VALVE
AFT RH VENT LINE
AUXILIARY FUEL TANK
FLAME ARRESTOR
NEW CHECK VALVE
(IF INSTALLED)
AFT VENT FAIRING
FUEL QUANTITY XMITTER FLOAT
TRANSFER PUMP
FUEL TANK DRAIN PLUG
FUEL TRANSFER LINE
(AUXILIARY FUEL TANK ROTATED 90° CW FOR CLARITY)
SUPPLEMENTAL FUEL SYSTEM SCHEMATIC
F92−175B
Figure 10−14. Supplemental Fuel System
10−32
FAA Approved
Revision 1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Supplemental Fuel System
PART VIII
HANDLING SERVICING AND MAINTENANCE
Fuel additives:
Anti−icing additives, if required, must be added to the auxiliary fuel tank during
refueling.
FAA Approved
Original
10−33/(10−34 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
10−10.OPERATING INSTRUCTIONS: RESCUE HOIST
PART I
GENERAL
The rescue hoist system provides a means for lowering and raising personnel or
cargo from an airborne helicopter. It is capable of being operated from the passenger
cabin by a qualified crewmember or from the pilot’s station.
PART II
LIMITATIONS
Type of operation:
Hoist operations shall be conducted under appropriate airworthiness and/or operating rules for external loads.
Minimum flight crew:
Pilot, when conducting operations with hoist stowed.
Pilot and hoist operator, when conducting hoist operations.
NOTE: Hoist operator must wear appropriate safety gear, safety harness, and have
voice communications with the pilot during hoist operations.
Weight and balance:
Maximum lateral CG limit at 60 KIAS or less:
+9.0 In at 5550 LB gross weight; +7.5 In at 6250 LB gross weight
(Ref. Figure 10−15).
At airspeeds above 60 KIAS, normal CG limits apply.
CAUTION
With hoist installed, lateral C.G. may be exceeded with fuel
consumption. Flight planning should include a minimum fuel lateral
C.G. check.
FAA Approved
Revision 4
10−35
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Rescue Hoist
Airspeed limitations:
Observe airspeed limitations in Section II with hoist installed and doors closed.
Observe VNE for doors open/removed flight in Section II.
VNE while conducting hoist operations is 60 KIAS.
Hoist limitations:
Maximum load on hoist is 600 LB.
Maximum permissible cable deflection is 15° with respect to the aircraft vertical
axis.
During normal flight operations and airspeeds above 60 KIAS, the cable/hook
must be in the fully raised position.
Center of gravity limitations:
CAUTION
Size, weight, shape of load and cable length may affect flight
characteristics.
6500
MAXIMUM LATERAL CG
LIMIT AT 60 KIAS OR LESS:
+9.0 IN AT 5550 LB GROSS
WEIGHT; +7.5 IN AT 6500 LB
GROSS WEIGHT.
WEIGHT − POUNDS
6000
5500
5000
4500
4000
3500
3000
−3
−2
−1
0
1
2
3
4
5
LATERAL C.G. STATION (IN.)
6
7
8
9
10
F92−179A
Figure 10−15. Center of Gravity Envelope for Hoist Operations Below 60 KIAS
10−36
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
CABLE CUTTING:
Procedures:
Pilot: Activate the CABLE CUT switch on collective to jettison load in the
event of an emergency.
Hoist operator: Use provided cable cutters.
GENERATOR FAILURE:
NOTE: Hoist operations can require up to 125 amps of electrical power (63% load from
one generator).
Procedures:
Monitor operating generator load and turn off unnecessary electrical
equipment if required to maintain generator load within limits. Allowing
a GENERATOR HIGH LOAD condition to exist will result in the
operating generator going off line.
ADVISORY INDICATIONS:
Indications: Green indicator light (located on control pendant) − steady green
Conditions: Motor overtemperature.
NOTE: The light will remain on until the motor has cooled or electrical power to the
controller is switched off.
Procedures: Complete hoist operation in progress.
CAUTION
Prolonged operation of hoist with motor overtemperature light
illuminated will result in damaged or a ‘‘burned out’’ motor.
Indications: Flashing green light and a reduction of hoist speed.
Conditions: Hoist load above 250 LB with load mode select switch set to 250.
Procedures: Reduce hoist load or place load mode select switch to 600.
FAA Approved
Revision 4
10−37
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART IV
NORMAL PROCEDURES
Preflight checks:
CAUTION
To lower the work platforms/steps, remove the quick release pin
on the hoist strut and move the strut aside. The quick release pin
must be reinstalled before any load is placed on the hoist.
NOTE: External power is required for functional checks.
Rescue hoist assembly
CHECK − FOR OIL
LEAKS AND GENERAL
CONDITION
Hoist fairing
CONDITION AND
SECURITY
Electrical connections
CHECK
Hook assembly − freeness of swivel and latch
CHECK
Hoist support tube
CHECK MOUNTING
Hoist strut
CHECK MOUNTING AND
QUICK RELEASE PIN
Pendant control − electrical connection
CHECK
HOIST PWR and HOIST CUT circuit breakers
IN
Pilot’s hoist control panel
CHECK SWITCH OFF
Electrical Master Panel
BAT/EXT
Power switch
Pilot’s Hoist Control
Hoist arming switch
ON
Hoist armed light − on
CHECK
Payout displays
CHECK
Hoist operational check (pilot and operator)
CHECK
CAUTION
10−38
Do not restrict cable payout during this check. Fouling of the cable
on the drum will result if this precaution is not followed.
Reel out approximately 25 feet or more of cable by us- OPERATE HOIST
ing both the pendant and the pilot payout controls. Do
not exceed 15° cable deflection
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
NOTE: The cable should be reeled out onto a smooth, clean surface or payed out into
a drum. Exercise care to prevent kinking of the cable.
Reel in cable by using both the pendant and the pilot
payout controls and verify hoist stops when hook
reaches upper limit without excess tension on cable.
Verify that pilot’s pay out switch overrides hoist operator’s pendant control
OPERATE HOIST
NOTE: It is important that the cable be reeled in with an even pull under a drag load of
10 to 20 LB so that it does not wrap loosely on the drum. A drag load must be
applied using a gloved hand or clean heavy cloth on the cable to achieve tight,
even layers on the drum.
OFF
Hoist arming switch
Electrical Master Panel:
OFF
Power switch
Hoist operation:
WARNING
Hoist operator must wear appropriate safety gear, safety harness,
and have voice communications with the pilot during hoist
operations.
NOTE: Operation of the pilot’s payout switch overrides the hoist operator.
Hoist arming switch
ON
Stabilize the aircraft in a hover over area
ESTABLISH
Cabin door (if closed)
OPEN
Hoist operator select load mode
250 OR 600 LB
Payout control switch
DOWN
NOTE: If possible, ensure that the helicopter has been electrically grounded prior to
attaching cargo to drain static electricity that may build up in flight.
UP
Payout control switch
Maintain hover until load is inside passenger cabin unless safety or operational
conditions dictate otherwise.
NOTE: Certain combinations of weight and cable length may induce a noticeable
lateral oscillation. Should a lateral oscillation occur, raise or lower the load to
alleviate this condition.
FAA Approved
Revision 4
10−39
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
MOTOR
WRN
INDICATOR
LIGHT
ÔÔ
ÔÔ
ÔÔ
ÔÔ
ÔÔ
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CABLE PAYOUT DISPLAY
FEET
UP
106
6
0
0
OFF
DN
HOIST
2
5
0
LOAD MODE SELECT
LB
ICS CONTROL SWITCH
PAYOUT
DIRECTION/SPEED
CONTROL
EMERGENCY CABLE CUT
CABLE CUT
UP
HOIST OPERATOR’S CONTROL
PENDANT ASSEMBLY
H
O
I
S
DN T
PILOT’S PAYOUT
CONTROL SWITCH
HOIST ARMING SWITCH
ÊÊ
ÊÊ
ÊÊ
COLLECTIVE CONTROL
MODULE (REF)
BAGGAGE COMPARTMENT MOUNTED CIRCUIT
BREAKER PANEL − RT GENERATOR BUS (REF)
ON
106
CABLE PAYOUT
FEET
HOIST
CUT
OFF
HOIST
INSTRUMENT
PANEL (REF)
PILOT’S HOIST CONTROL
HOIST ARMED LIGHT
Figure 10−16. Rescue Hoist Controls
10−40
HOIST
PWR
FAA Approved
Revision 4
RESCUE HOIST
CIRCUIT BREAKERS
F92−176
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
PART V
PERFORMANCE DATA
CAUTION
Reduce hover gross weight capability 70 LB when hovering with
rescue hoist installed.
Refer to Section V for hover performance data.
PART VI
WEIGHT AND BALANCE DATA
Maximum operating and hoist load weights:
Maximum gross weight for hoist operations is 6250 LB including hoist load.
Maximum load on the hoist is 600 LB. This is a structural limit and does not
assure loading within approved limits. Maximum allowable hoist load changes
with gross weight and aircraft CG. Refer to Figure 10−17 to determine maximum
allowable hoist load.
ITEM
WEIGHT
STATION (ARM)
MOMENT
Lateral
Longitudinal
Lateral
Longitudinal
Hoist installation
136.8
55.60
199.1
7611
27231
Hoist Load
−−−−−
59.25
199.1
−−−−−
−−−−−
Hoist lateral CG determinaiton:
The following examples show a minimum crew of pilot and hoist operator. Notice
that in Example I, the helicopter is enroute (above 60 KIAS) and the hoist operator
is stationed in the left rear facing seat, thereby maintaining the lateral CG limit
of "2 In.
In Example II, the helicopter is at the destination (below 60 KIAS) and the hoist
operator moves to the right of the aircraft cabin and stands on step.
Example III shows CG with a load on the hoist.
FAA Approved
Revision 4
10−41
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Rescue Hoist
EXAMPLE I: Lateral CG Determination − Enroute (above 60 KIAS)
WEIGHT
(LB)
ITEM
Basic Weight
STATION
(ARM)
MOMENT
(IN−LB)
3272.8
Hoist Installation
1465
136.8
55.60
7611
Pilot
200
15.85
3170
Hoist Operator (L/H seat)
200
−19.00
−3800
Fuel
700
0.00
0
Gross Weight
4509.6
8446
Calculation of Lateral CG:
CG at Gross Weight:
Moment at Gross Weight
Gross Weight
=
8446
4509.6
= 1.90
EXAMPLE II: Lateral CG Determination − Destination (below 60 KIAS)
WEIGHT
(LB)
ITEM
Basic Weight
STATION
(ARM)
3272.8
Hoist Installation
MOMENT
(IN−LB)
1465
136.8
55.60
7611
Pilot
200
15.85
3170
Hoist Operator (R/H step)
200
35.00
7000
Fuel
400
0.00
0
Gross Weight
4209.6
19246
Calculation of Lateral CG:
CG at Gross Weight:
Moment at Gross Weight
Gross Weight
10−42
=
19246
4209.6
FAA Approved
Revision 4
= 4.60
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Rescue Hoist
EXAMPLE III: Lateral CG Determination − With Hoist Load
WEIGHT
(LB)
ITEM
Basic Weight
STATION
(ARM)
3272.8
MOMENT
(IN−LB)
1465.0
Hoist Installation
136.8
55.60
7611.0
Pilot
200.0
15.85
3170.0
Hoist Operator (R/H step)
200.0
35.00
7000.0
Hoist load
250.0
59.25
14812.5
Fuel
400.0
0.00
0
Gross Weight
4409.6
34058.5
Calculation of Lateral CG:
CG at Gross Weight:
Moment at Gross Weight
Gross Weight
=
34058.5
4409.6
FAA Approved
Revision 4
= 7.72
10−43
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
HELICOPTER GROSS WEIGHT (LB) − WITHOUT HOIST LOAD
Optional Equipment
Rescue Hoist
6500
6400
6300
6200
6100
6000
5900
5800
5700
5600
5500
5400
5300
5200
5100
5000
4900
4800
4700
4600
4500
4400
4300
4200
4100
4000
3900
100 LB
200 LB
300 LB
400 LB
500 LB
600 LB
FOR USE BELOW
60 KIAS ONLY
MAXIMUM
HOIST LOAD
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
4.0
4.5
5.0
5.5
6.0
6.5
7.0
7.5
8.0
HELICOPTER LATERAL STGATION CG (IN) − WITHOUT HOIST LOAD
8.5
9.0
F92−178A
Figure 10−17. Allowable Rescue Hoist Loading Chart
Use of chart:
Use Figure 10−17 to determine the maximum hoist load for this operation.
Example:
Known:
From EXAMPLE II:
lateral CG = 4.6 inches
gross weight = approximately 4210 LB.
Enter chart at the ‘‘Helicopter Gross Weight Without Hoist Load’’ scale at 4210
pounds and proceed horizontally to intersect with a line drawn vertically from
the ‘‘Helicopter Lateral Station Without Hoist Load’’ scale at 4.6 IN. Where the
two lines intersect is the allowable hoist load. For this example the allowable
hoist load is approximately 369 pounds.
PART VII
SYSTEM DESCRIPTION
The hoist assembly consists of a cable drum that holds 245 feet of 3/16" in. spin
resistant cable, a fail safe load brake, 28 VDC electric motor, limit switches coupled
to the cable drum to control fully−extended and intermediate cable positions, and
10−44
FAA Approved
Revision 4
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
redundant switches. The hoist installation is mounted to the airframe by a support
tube and strut assembly (Ref. Figure 10−18).
Hoist speed control is accomplished by a command applied to either the variable
speed switch on the hoist operator’s control pendant or the constant speed switch
located on the collective control module. With the load selection switch set at 250,
cable speed is 225 feet per minute. With the load selection switch set at 600, cable
speed is 100 feet per minute (Ref. Figure 10−16). If the load select switch is set
at 250 and the hoist load is above 250 LB, a flashing warning light will illuminate
and the hoist speed will automatically be reduced to 100 feet per minute.
The controller also passes cable position information from the hoist. This position
information is absolute and will continue to provide cable position information if
power is interrupted.
The pilot’s payout switch overrides the hoist operator. When the pilot operates the
payout switch, the hoist is automatically set to the 600 LB 100 feet per minute
mode.
Additional information pertaining to the hoist installation may be found in the
Breeze−Eastern Corp. manual TD−92−015.
FAA Approved
Revision 4
10−45
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Rescue Hoist
VARIABLE SPEED CONTROLLER
HOIST ASSEMBLY
(FAIRING REMOVED)
É
HOOK
CONTROL PENDANT
MID SKID GUARD
FAIRING
SUPPORT TUBE
15°
15°
WHITE STRIPE
WHITE STRIPE
STRUT
INBOARD
AFT SKID TUBE
COVER
MID SKID
GUARD
AFT
FWD SKID TUBE
COVER
HOIST SUPPORT ASSEMBLY ROTATED
Figure 10−18. Rescue Hoist Installation
10−46
FAA Approved
Revision 4
F92−177
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Rescue Hoist
PART VIII
HANDLING SERVICING AND MAINTENANCE
Table 10−6. Servicing Materials
Specification
Material
Manufacturer
Hoist assembly:
MIL−L−7808
Stauffer Jet I
Stauffer Chemical Co.
380 Madison Avenue
New York, NY 10017
American PQ
Lubricant 6899
American Oil and
Supply Co.
Mobil Avrex S
Turbo 256
Mobil Oil Co.
Brayco 880H
Bray Oil Co
1925 Marianna Street
Los Angeles, CA 90032
Exxon Turbo
Oil 2389
Exxon Co.
FAA Approved
Revision 4
10−47/(10−48 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Removable Copilot Controls
10−11.OPERATING INSTRUCTIONS: REMOVABLE COPILOT CONTROLS
PART I
GENERAL
The Removable copilot controls allows the aircrew to change their cockpit configuration from dual to single controls and back to dual, as desired, without the use of
tools.
PART II
LIMITATIONS
Flight crew:
Single pilot operation from the copilot seat is not approved with removable copilot
controls installed.
Placards:
NO SINGLE PILOT OPERATION
USING THIS CONTROL STICK
Figure 10−19. Collective and Cyclic Placards
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IV
NORMAL PROCEDURES
Copilot cyclic stick removal (Ref. Figure 10−20):
Pull back hook tape fasteners (Velcro) and remove cyclic boot.
Detach P1 connector from receptacle on bulkhead.
Detach bonding jumper.
Remove quick release expandable bolts from from cyclic. Slide cyclic forward
to remove.
Remove protective cover or jumper plug from adjacent dummy receptacle and
install it on J143.
Reinstall cyclic boot.
Properly stow cyclic.
Copilot cyclic stick installation:
Installation is opposite of removal.
NOTE: Verify correct operation of cyclic switches following installation.
FAA Approved
Original
10−49
CSP−902RFM206E−1
Optional Equipment
Removable Copilot Controls
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
EXPANDABLE DIAMETER BOLT
COPILOT QUICK
RELEASE
CYCLIC STICK ASSEMBLY
BOOT
CYCLIC
BASE
DUMMY RECEPTACLE
JUMPER PLUG OR PROTECTIVE COVER
J143
P−1 CONNECTOR
BULKHEAD (REF)
BONDING JUMPER
OPEN
CLOSED
COPILOT QUICK RELEASE
F927−060
Figure 10−20. Removable Copilot Cyclic Control
10−50
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Removable Copilot Controls
Copilot collective stick removal (Ref. Figure 10−21):
Remove dust cap from dummy receptacle.
Detach electrical connector P2 from receptacle J532 and connect it to dummy
receptacle.
Install dustcap on receptacle J532.
Pull back hook tape fasteners (Velcro) along collective boot.
Remove quick release pin by depressing button on top of pin and pull pin out.
Slide collective forward to remove.
Properly stow collective.
Copilot collective stick installation:
Installation is opposite of removal.
NOTE: Verify correct operation of collective switches following installation.
P2
DUST CAP
BOOT
QUICK RELEASE PIN
(
DUMMY RECEPTACLE
B
J532
F927−061A
Figure 10−21. Removable Copilot Collective Control
FAA Approved
Revision 6
10−51
CSP−902RFM206E−1
Optional Equipment
Removable Copilot Controls
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PART VI
WEIGHT AND BALANCE DATA
Use the weight information listed below to determine C.G. shift following control
removal or installation.
ITEM
WEIGHT
(LB)
LONGITUDINAL
STATION
(ARM)
LATERAL
STATION
(ARM)
MOMENT
(IN−LB)
Longitudinal
Lateral
Collective control
3.60
142.35
−27.60
512.46
−99.36
Cyclic
3.11
119.86
−15.70
372.77
−48.82
Cyclic boot
0.28
118.65
−15.85
33.22
−42.29
Pedal cover
0.56
101.14
−15.85
56.64
−8.88
Cyclic hole cover
0.45
120.00
−15.85
54.00
−7.13
10−52
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Smoke Detector
10−12.OPERATING INSTRUCTIONS: SMOKE DETECTOR
PART I
GENERAL
No change.
PART II
LIMITATIONS
No change.
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
CARGO COMPARTMENT FIRE/SMOKE
Indications: Smoke detector warning tone in headset.
Conditions: On ground
Procedures:
Engine control switches
OFF
Passengers/crew
EVACUATE
Rotor brake (if installed)
APPLY
Power switch
OFF
Conditions: In flight
Procedures:
Fresh air vents
OPEN
AC/VENT switch
VENT LOW OR VENT HIGH
Cockpit door vents
OPEN
Land immediately
FAA Approved
Revision 2
10−53
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Optional Equipment
Smoke Detector
After landing:
Engine control switches
OFF
Rotor brake (if installed)
APPLY
Power switch
OFF
Passengers/crew
EVACUATE
PART IV
NORMAL PROCEDURES
PRE FLIGHT CHECKS: ELECTRICAL POWER ON
Baggage compartment:
Circuit breaker panel cover
REMOVE
SMOKE DET press−to−test button
PRESS
Listen for smoke detector warning tone in
headset.
CHECK
NOTE: A second crew member is required to perform this check.
Circuit breaker panel cover
RH REAR FUSELAGE
SHELL ASSEMBLY
SMOKE
DETECTOR
REPLACE
BAGGAGE COMPARTMENTCIRCUIT
BREAKER PANEL
HDG
SAS/AP
ADF
26 VAC BUS
RIGHT AVIONICS BUS
ADF1
FM
CTRL
FM1
RT
FM2
RT
DME
STORM
SCOPE
CAMERA
NAV 1
FM3
RT
RMI
PRESS TO
TEST
SMOKE
DET
F927−118
Figure 10−22. Smoke Detector and Press−To−Test Switch Location.
10−54
FAA Approved
Revision 2
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Optional Equipment
Smoke Detector
PART V
PERFORMANCE DATA
No change.
PART VII
SYSTEM DESCRIPTION
The smoke detector is a photoelectric device specifically developed for aircraft cargo
bay applications and is located on the upper right hand wall of the baggage compartment adjacent to the baggage compartment door. The detector incorporates specific
design features that virtually eliminate the reliability problems typically associated
with aircraft smoke detectors. The detector is a dual−channel, ratio−comparing device in which one channel detects the presence of smoke and the second channel
serves as a reference. By comparing smoke and reference ratios, the detector is
able to operate reliably despite dust, moisture, temperature changes, and aging.
The detector provides an alarm signal (sweeping tone) to the aircraft ICS system
when the output from the smoke channel exceeds a predetermined ratio to the output
from the reference channel. The warning tone is heard through the headset. A test
input activates a complete through−the−lens check of electronic and optical functions. The press−to−test button is located on the lower right hand corner of the
right avionics bus.
The smoke detector system receives power from the battery bus and is protected
by a 5 amp. circuit breaker.
FAA Approved
Revision 2
10−55/(10−56 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
S E C T I O N XI
CATEGORY A
OPERATIONS
TABLE OF CONTENTS
PARAGRAPH
PAGE
Part I General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1
11−1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1
11−1.2.
Definitions − Category A Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1
11−1.3.
Definitions − Category A Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3
Part II Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−2.1. Clear Airfield, Heliport and Elevated Helipad . . . . . . . . . . . . . . . . . . . . .
Figure 11−2.1. Takeoff and Landing Wind Azimuth Limitations . . . . . . . . . . .
11−2.2. Maximum Takeoff and Landing Weight Limits . . . . . . . . . . . . . . . . . . . .
Figure 11−2.2. Weight Altitude Temperature Limits − Clear Airfield . . . . . . .
Figure 11−2.3. Weight Altitude Temperature Limits − Heliport/Elevated
Helipad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part III Takeoff and Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.1. Clear Airfield Takeoff Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.1. Takeoff Timing Indicator Lights and Switch . . . . . . . . . . . . . . .
Figure 11−3.2. Normal Takeoff and Takeoff Path . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Failure Before TDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.3. Category A Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Failure After TDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.4. Continued Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.2. Heliport/Elevated Helipad Takeoff Procedures . . . . . . . . . . . . . . . . . . . .
Figure 11−3.5. Normal Takeoff Profile − Heliport/Elevated Helipad . . . . . . . .
Engine Failure Prior to TDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Failure After TDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.3. Landing Procedures − Clear Airfield, Heliport and Elevated Helipad
Figure 11−3.6. Normal Landing Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Failure Prior to LDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAA Approved
Original
11−5
11−5
11−6
11−6
11−7
11−8
11−9
11−9
11−9
11−10
11−11
11−11
11−12
11−12
11−13
11−13
11−14
11−14
11−15
11−15
11−16
11− i
CSP−902RFM206E−1
Category A Operations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PARAGRAPH
Figure 11−3.7. Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Failure After LDP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.8. Continued Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PAGE
11−16
11−17
11−17
11−3.4. Equipment Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IIDS Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part V Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.1. Takeoff Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−18
11−18
11−19
11−19
11−5.2. Takeoff Distance Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.1. Distance Required to Clear a 35 FT Obstacle on Takeoff
(Clear Airfield) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.2. Rejected Takeoff Distance Required (Clear Airfield)
All Gross Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.3. Distance Required to Clear a 35 FT Obstacle on Takeoff
Heliport/Elevated Helipad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−19
11−5.3. Continued Takeoff FLight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.4. OEI Takeoff Flight Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.5. Takeoff Distance Segment I − Distance Required to
Climb from 35 FT to 200 FT HAT . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.6. Acceleration Distance − Distance to Accelerate from 45 KIAS
to VY at 200 FT HAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.7. Takeoff Distance Segment II − Distance Required to Climb
from 200 FT HAT to 1000 FT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−23
11−23
11−5.4.
Landing Performance − Open Airfield . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−27
11−5.5.
Landing Performance − Heliport/Elevated Helipad . . . . . . . . . . . . . . . .
11−27
Part IX Additional Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−9.1. Category A OEI Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−9.1. Recommended OEI Training Weight . . . . . . . . . . . . . . . . . . . . . .
11−29
11−29
11−30
11− ii
FAA Approved
Original
11−20
11−21
11−22
11−24
11−25
11−26
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
General
SECTION XI
CATEGORY A OPERATIONS
PART I
GENERAL
11−1.1. GENERAL
Information contained in this section pertains to Category A operations only and
supplements information that appears in Sections 1 thru 10 of this manual. There
are several ‘‘Parts’’ to this section. Each ‘‘Part’’ is associated with a respective Section
from the RFM, with the exception of Part III which covers both normal and emergency
procedures.
NOTE: Performance charts in this section are based on an aircraft with IPS, NACA inlet
door closed, and a power assurance check with zero margin for both engines.
11−1.2. DEFINITIONS − CATEGORY A TAKEOFF
Category A takeoff:
The takeoff must be performed in such a manner that in the event of a single
engine failure the helicopter must be able to:
Prior to TDP, return to, and stop safely on the takeoff area (rejected takeoff).
After TDP, continue the takeoff and climbout, and attain a configuration and
airspeed that allows continued flight.
Take−off Decision Point (TDP):
Clear airfield
The TDP is a point that occurs 8 seconds after the takeoff procedure is initiated.
The takeoff light will display a yellow ‘‘NO−GO’’ indication for 8 seconds.
The green ‘‘GO’’ indicator illuminates after the TDP.
Heliport/Elevated helipad
The TDP is a point 100 FT HAT and approximately 300 FT behind the center
of the heliport.
HAT
Height above touchdown.
FAA Approved
Original
11−1
CSP−902RFM206E−1
Category A Operations
General
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Rejected takeoff distance:
The horizontal distance required to land and come to a complete stop should
the engine fail before reaching TDP.
Continued takeoff distance:
The continued takeoff distance is the horizontal distance along the takeoff path
from the start of the takeoff to the point at which the rotorcraft attains and
remains at least 35 feet above the takeoff surface, attains and maintains a speed
of at least VTOSS, and establishes at least a 100 ft/min rate of climb, assuming
the recognition of a critical engine failure at TDP.
Takeoff Segment distances:
Segment I distance:
The horizontal distance required to climb at VTOSS from 35 FT AGL to 200
FT AGL.
Acceleration distance:
The horizontal distance required to accelerate from VTOSS at 200 FT to VY.
Segment II distance:
The horizontal distance required to climb at VY from 200 FT AGL to 1000
FT AGL.
Take−Off Safety Speed (VTOSS)
The speed (40 KIAS) at which a safe take−off can be continued following an
engine failure.
Best rate of climb speed (VY):
The best rate of climb speed is that airspeed that achieves the best rate of climb
at a given density altitude (Ref. Section V).
11−2
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
General
11−1.3. DEFINITIONS − CATEGORY A LANDING
Category A landing:
The landing must be performed in such a manner so that if the critical engine
fails at any point in the approach path, the helicopter must be able to:
Prior to LDP, climb out and attain an airspeed that allows continued flight
(balked landing).
After LDP, land and stop safely.
Landing Decision Point (LDP):
The landing decision point is the last point in the approach and landing path
at which a balked landing can be accomplished with the critical engine failed
or failing and with the engine failure recognized by the pilot. This point is defined
as 100 FT HAT and 35 KIAS.
Landing Distance:
Clear Airfield
The horizontal distance required to land and come to a complete stop from
a point 50 feet above the landing surface.
Heliport/Elevated helipad
The horizontal distance required to land and come to a complete stop from
a point 25 feet above the landing surface.
FAA Approved
Original
11−3/(11−4 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Limitations
PART II
LIMITATIONS
NOTE: Limitations contained in this part pertain to Category A operations only and
supplements information that appears in Section II.
11−2.1. CLEAR AIRFIELD, HELIPORT AND ELEVATED HELIPAD
Environmental operating conditions:
Kinds of operations
This rotorcraft is certified in the normal helicopter category for day and night
VFR Category A operations when the appropriate instruments and equipment
required by the airworthiness and/or operating rules are approved, installed
and are in operable condition.
Critical wind azimuth
Refer to Figure 11−2.1.
Weight altitude temperature limits
Open field: Maximum weight for Category A operations is 6250 LB or less
as determined by Figure 11−2.2.
Heliport/Elevated helipad: Maximum weight for Category A operations is
6250 LB or less as determined by Figure 11−2.3.
Maximum altitude for Category A operations is 7650 HD.
Power assurance checks:
Each engine must pass a power assurance check prior to takeoff (Ref. Section
V).
Heliport/Elevated helipad requirements:
Heliport/Elevated helipad restricted to a solid surface.
Minimum Heliport/Elevated helipad dimensions: 50 FT X 50 FT
FAA Approved
Original
11−5
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Limitations
330°
0°
30°
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
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ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
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ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
CATEGORY A TAKEOFFS
AND LANDINGS WITH
WINDS FROM THE CROSS
HATCHED AREA ARE NOT
PERMITTED.
F92−156
Figure 11−2.1. Takeoff and Landing Wind Azimuth Limitations
11−2.2. MAXIMUM TAKEOFF AND LANDING WEIGHT LIMITS
Description: These charts show the maximum gross weight for a given temperature
and altitude for Category A operations from a clear airfield (Ref. Figure 11−2.2)
or Heliport/Elevated helipad (Ref. Figure 11−2.3).
Use of Chart: The following example explains the correct use of the chart in
Figure 11−2.2.
Example:
Wanted: Maximum gross weight for Category A operations from a clear
airfield.
Known: Outside air temperature = 28°C
Known: Pressure altitude = 2000 FT
Method: Enter bottom of chart at 28°C. Move up to the 2000 FT
line and then directly to the left to read 5700 LB.
11−6
FAA Approved
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Limitations
5000
NOTE: CABIN HEAT AND AC OFF
5100
5200
7650 HD
5300
5400
5500
GROSS WEIGHT − LBS
5600
5700
5800
5900
6000
PRESSURE
ALTITUDE − FEET
6100
6200
6300
0
5
10
15
20
25
30
35
40
45
OAT − ° C
50
F92−147−1A
Figure 11−2.2. Weight Altitude Temperature Limits − Clear Airfield
FAA Approved
Original
11−7
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Limitations
5000
NOTE: CABIN HEAT AND AC OFF
7650 HD
5100
PRESSURE
ALTITUDE − FEET
5200
7000 FT
5300
5400
6000 FT
GROSS WEIGHT − LB
5500
5600
5000 FT
5700
5800
4000 FT
5900
6000
MAXIMUM GROSS WEIGHT
6250 LB
3000 FT
6100
6200
2000 FT
6300
0
5
1000 FT
10
15
SL
20
25
OAT −°C
−1000 FT
30
35
40
45
50
F92−147−2D
Figure 11−2.3. Weight Altitude Temperature Limits − Heliport/Elevated Helipad
11−8
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
PART III
TAKEOFF AND LANDING PROCEDURES
NOTE: This section contains both normal and emergency procedures for Category A
takeoffs and landings as well as special procedures for equipment malfunctions..
11−3.1. CLEAR AIRFIELD TAKEOFF PROCEDURES
Takeoff timer operation and check:
To start the takeoff timer, push up on the TAKEOFF TIMER switch (Ref.
Figure 11−3.1). This action turns on the yellow NO−GO light. After 8 seconds,
the green GO light illuminates.
To shutoff the takeoff timer, push down on the TAKEOFF TIMER switch a second
time.
The TAKEOFF TIMER switch is not functional on the copilot’s collective (if dual
controls are installed).
NOTE: The GO and NO−GO lights dim when the LIGHT MASTER switch is placed in
the ON (‘‘night mode’’) position.
Follow the above procedure prior to performing a clear airfield takeoff.
YELLOW
NO−GO LIGHT
LDG
ÊÊ
ÊÊ
ÊÊ
T
I
M
E
R
OFF
GO
GREEN
GO LIGHT
LIGHTS SRCH
RET
H
V
R
SET
NO−GO
L
R
GA
EEC
UP EXT
L
RESET
R
DOWN 1
COM
1
2
COM
2
YAW
TAKEOFF TIMER
SWITCH
SYNC
EARLY CONFIGURATION
CURRENT CONFIGURATION
F92−157A
Figure 11−3.1. Takeoff Timing Indicator Lights and Switch
NOTE: TDP is a point that occurs 8 seconds after the takeoff procedure is initiated.
The takeoff light will display a yellow ‘‘NO−GO’’ indication for 8 seconds.
At the TDP, the green ‘‘GO’’ indicator illuminates.
FAA Approved
Original
11−9
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Normal takeoff and takeoff path:
Power assurance check
Takeoff timer
Pre takeoff check
Hover
Takeoff/climb
PASS
CHECK
PERFORM
ESTABLISH − 3.5 FT SKID HEIGHT; NOTE HOVER
TORQUE
SIMULTANEOUSLY:
START LEVEL ACCELERATION TAKEOFF
(APPROXIMATELY 12° NOSE DOWN).
START TAKEOFF TIMER,
SET COLLECTIVE TO A TORQUE 10% ABOVE
HOVER POWER.
AS AIRCRAFT PASSES THROUGH ETL MAINTAIN
PITCH ATTITUDE TO ALLOW CLIMB AND
CONTINUED ACCELERATION TO TDP.
(AT TDP THE ALTITUDE SHOULD BE
APPROXIMATELY 20 FT HAT.)
NOTE: Category A timer will display NO GO for 8 seconds; then GO.
CLIMB AND ACCELERATE TO VY.
TURN OFF AS DESIRED
After TDP
Takeoff timer
8 SECONDS
ACCELERATE
TO VY
CLIMB AT VY
TDP
HOVER AT 3.5 FT
SKID HEIGHT
F92−158
Figure 11−3.2. Normal Takeoff and Takeoff Path
11−10
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
ENGINE FAILURE BEFORE TDP
Indications: Normal engine failure indications (Ref. Section III).
Conditions: Takeoff timer displays yellow NO GO.
Procedures:
Simultaneously reduce collective and establish a decelerative attitude.
When approaching the ground, establish a landing attitude.
Apply power to cushion landing.
8 SECONDS
TDP
HIGE AT 3.5 FT
SKID HEIGHT
REJECTED TAKEOFF DISTANCE
F92−159
Figure 11−3.3. Category A Rejected Takeoff
FAA Approved
Original
11−11
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Takeoff and Landing Procedures
ENGINE FAILURE AFTER TDP
Indications: Normal engine out indications.
Conditions: Category A timer displays GO.
Procedures:
Decrease collective to prevent rotor droop and adjust power to OEI 2.5 minute
limit.
Continue takeoff/climb and accelerate to above 40 KIAS.
Assure power set to OEI 2.5 minute limits.
Climb at 45 KIAS to 200 FT HAT.
Accelerate to VY .
Climb at VY and OEI MCP (Ref. Section II).
Refer to Section III for single engine emergencies.
Takeoff timer − OFF
2−1/2MIN. OEI LIMIT
CLIMB
OEI MCP
AT VY
8 SECONDS
200 FT HAT
ACCELERATE TO
VTOSS (40 KIAS)
HIGE AT 3.5 FT
SKID HEIGHT
TDP
35 FT
CLIMB AT 45
KIAS
F92−160A
CONTINUED TAKEOFF DISTANCE
Figure 11−3.4. Continued Takeoff
11−12
ACCELERATE TO
VY
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
11−3.2. HELIPORT/ELEVATED HELIPAD TAKEOFF PROCEDURES
Normal heliport takeoff and takeoff path:
NOTE: TDP is a point 100 FT HAT and approximately 300 FT behind center of heliport.
The distance behind the helipad is achieved by following the takeoff procedure
below.
Power assurance check
Pre takeoff check
Heliport elevation
Takeoff
At TDP
PASS
PERFORM
NOTE HELIPORT ELEVATION WHILE AT FLAT PITCH
ESTABLISH CORRECT SIGHT PICTURE BY CLIMBING
VERTICALLY UNTIL THE FAR EDGE OF THE
HELIPORT IS JUST ABOVE THE SIGHT PLANE OF THE
INSTRUMENT PANEL GLARE SHIELD.
CONTINUE REARWARD CLIMB MAINTAINING SAME
SIGHT PICTURE TO 130 FT ABOVE HELIPORT USING
THE BAROMETRIC ALTIMETER (100 FT HAT).
PITCH NOSE DOWN TO TRANSITION TO LEVEL OR
CLIMBING FLIGHT WHILE ACCELERATING TO VY
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
HELIPAD
ACCELERATE
TO VY
CLIMB AT VY
TDP
F92−161
Figure 11−3.5. Normal Takeoff Profile − Heliport/Elevated Helipad
FAA Approved
Original
11−13
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
ENGINE FAILURE PRIOR TO TDP
Indications: Normal engine failure indications.
Conditions: Before reaching or at TDP.
Procedures:
Pitch nose down (initial pitch down attitude varies with height above the helipad starting at 0° at 10 FT and varying to 20° at TDP) and reduce collective
to prevent rotor droop.
When approaching the ground establish a landing attitude. Apply power to
cushion landing.
ENGINE FAILURE AFTER TDP
Indications: Normal engine failure indications.
Conditions: After TDP and initiation of forward acceleration (nose down pitch).
Procedures:
Pitch nose down and reduce collective to prevent rotor droop, accelerate to
VTOSS (40 KIAS) and adjust power to 2.5 minute OEI limit (Ref. Section II).
NOTE: Initial pitch down attitude is determined by the airspeed at the time of engine
failure − up to 20 degrees nose down prior to an indication of airspeed.
11−14
Continue climb at 45 KIAS to 200 FT HAT.
Accelerate to VY.
Continue climb at VY and observe OEI limits (Ref. Section II).
Refer to Section III for single engine emergencies.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
11−3.3. LANDING PROCEDURES − CLEAR AIRFIELD, HELIPORT AND
ELEVATED HELIPAD
Normal landing profile:
NOTE: LDP is 100 feet above intended landing area at an airspeed of 35 KIAS and a
rate of descent of 500 ft/pm or less.
Before landing checks
Approach angle
Landing
PERFORM
ESTABLISH A 6° SIGHT PICTURE AND PLAN
APPROACH TO ARRIVE AT LDP AT 35 KIAS
TERMINATE APPROACH ABOVE LANDING AREA
AT 3.5 FT SKID HEIGHT
LDP 100 FT AGL
AND 35 KIAS
HOVER AT 3.5 FT
SKID HEIGHT
F92−162
Figure 11−3.6. Normal Landing Profile
FAA Approved
Original
11−15
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Takeoff and Landing Procedures
ENGINE FAILURE PRIOR TO LDP
Indications: Normal engine failure indications
Conditions: Prior to LDP
Procedures:
NOTE: The pilot may elect to perform the following procedures or continue the approach
and landing by following the procedures stated for ‘‘Engine Failure After LDP’’.
Increase power to OEI 2.5 minute limit.
Accelerate to above 40 KIAS.
Climb to 200 FT at 45 KIAS.
Accelerate to VY.
Continue climb at VY and observe OEI limits (Ref. Section II).
Refer to Section III for single engine emergencies.
2−1/2MIN. OEI LIMIT
OEI MCP
200 HAT
ENGINE FAILURE
PRIOR TO LDP
LDP
35 KIAS
100 FT AGL
CLIMB AT 45 KIAS
ACCELERATE
TO VY
CLIMB OEI MCP
AT VY
F92−163B
Figure 11−3.7. Balked Landing
11−16
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
ENGINE FAILURE AFTER LDP
Indications: Normal engine failure indications.
Conditions: After to LDP
Procedures:
Continue approach.
Perform OEI landing.
2−1/2MIN. OEI LIMIT
ENGINE FAILURE
AFTER LDP
LDP
35 KIAS
100 FT AGL
DECELERATE
50/25 FT
CATEGORY A LANDING DISTANCE
OPEN AIRFIELD/HELIPORT/ELEVATED HELIPAD
F92−164A
Figure 11−3.8. Continued Landing
FAA Approved
Original
11−17
CSP−902RFM206E−1
Category A Operations
Takeoff and Landing Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
11−3.4. EQUIPMENT MALFUNCTIONS
IIDS FAILURE
Indications: IIDS displays blanks.
Conditions: Loss of electrical power to IIDS.
Procedures: On ground
Shut down
Procedures: In flight
11−18
Reduce airspeed to 75 KIAS.
Reduce electrical load.
Land as soon as practical.
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Performance Data
PART V
PERFORMANCE DATA
11−5.1. TAKEOFF PERFORMANCE
Takeoff performance:
Takeoff performance is limited by weight/altitude/OAT limits (Ref. Figure 11−2.2
and Figure 11−2.3).
11−5.2. TAKEOFF DISTANCE REQUIRED
Description: Flight planning must be based on the rejected and continued takeoff
distance charts (Ref. Figure 11−5.1, thru Figure 11−5.3.) and the respective charts
for Segment I and Segment II climb gradients and acceleration distance (Ref.
Figure 11−5.5 thru Figure 11−5.7)
Use of Chart: The following example explains the correct use of the chart in
Figure 11−5.1.
Example:
Wanted: Takeoff distance required.
Known: Maximum takeoff gross weight from example in paragraph
11−2.2 = 5700 LBS.
Known: Outside air temperature = 28°C
Known: Pressure altitude = 2000 FT
Method: Enter top chart at 28°C, move right to the 2000 FT pressure
altitude line, now move down to the 5700 LB weight point (in−
terpolated) and now to the left to read approximately 488 FT
takeoff distance.
NOTE: The Rejected Takeoff Distance for the above example is 575 FT (Ref.
Figure 11−5.2)
NOTE: Takeoff Distance required for the above example using Figure 11−5.2A is 550
FT.
FAA Approved
Original
11−19
CSP−902RFM206E−1
Category A Operations
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
0
7
10
6
20
OAT − ° C
5
30
4
7650 HD
40
3
PRESSURE ALTITUDE
X 1000 FT
2
1
−1
50
SL
THIS CHART BASED ON NO
WIND, CABIN HEAT AND AC OFF
350
400
450
500
5000
TAKEOFF DISTANCE
FEET
550
5200
600
5400
650
700
5600
GROSS WEIGHT − POUNDS
6250
750
6000
5800
800
F92−149A
Figure 11−5.1. Distance Required to Clear a 35 FT Obstacle on Takeoff (Clear Airfield)
11−20
FAA Approved
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
0
Category A Operations
Performance Data
PRESSURE ALTITUDE X 1000 FT
7
7650 HD
10
6
20
5
30
4
OAT − ° C
3
40
2
1
−1
50
400
SL
THIS CHART BASED ON NO
WIND, CABIN HEAT AND AC OFF
500
600
TAKEOFF DISTANCE
FEET
700
800
900
F92−168B
Figure 11−5.2. Rejected Takeoff Distance Required (Clear Airfield)
All Gross Weights
FAA Approved
Original
11−21
CSP−902RFM206E−1
Category A Operations
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
PRESSURE ALTITUDE X 1000 FT
0
THIS CHART BASED ON NO
WIND, CABIN HEAT AND AC
OFF
−1
SL
1
2
3
4
5
6
7
7650 HD
10
20
OAT − °C
30
40
TAKEOFF DISTANCE − FEET
0
50
100 200 300 400 500 600 700 800 900
5000
5200
5400
5600
GROSS WEIGHT − LBS
5800
6250
6000
Figure 11−5.3. Distance Required to Clear a 35 FT Obstacle on Takeoff
Heliport/Elevated Helipad
11−22
FAA Approved
Original
F92−186A
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Performance Data
11−5.3. CONTINUED TAKEOFF FLIGHT PATH
The continued takeoff flight path begins at the end of the Continued Takeoff Distance
Required, at 35 feet above the takeoff surface or higher at VTOSS, and is divided
into three segments.
CONTINUOUS OEI LIMIT
2−1/2MIN. OEI LIMIT
SEGMENT II
CLIMB AT VY
SEGMENT I
CLIMB AT 45 KIAS
ACCELERATE
TO VY
1000 FT AGL
200 FT AGL
F92−165A
Figure 11−5.4. OEI Takeoff Flight Path
FAA Approved
Original
11−23
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Performance Data
0
PRESSURE ALTITUDE X 1000 FT
7
7650 HD
10
6
20
5
30
4
OAT − ° C
3
40
2
1
−1
SL
50
500
THIS CHART BASED ON
CABIN HEAT AND AC OFF
CLIMB AIRSPEED = 45 KIAS
2.5 MIN OEI POWER
1000
1500
TAKEOFF DISTANCE − FEET
2000
5000
5200
5400
6250
2500
6000
5800
5600
GROSS WEIGHT − POUNDS
3000
F92−151C
Figure 11−5.5. Takeoff Distance Segment I − Distance Required to Climb from 35 FT to
200 FT HAT
11−24
FAA Approved
Original
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Performance Data
0
PRESSURE ALTITUDE X 1000 FT
7
7650 HD
10
6
20
5
30
4
OAT −°C
3
40
2
1
−1
SL
50
500
THIS CHART BASED ON
CABIN HEAT AND AC OFF
2.5 MIN OEI POWER
600
700
800
900
TAKEOFF DISTANCE − FEET
5000
1000
5200
5400
1100
1200
5600
1300
6000
1400
6250
1500
5800
GROSS WEIGHT − POUNDS
F92−152B
Figure 11−5.6. Acceleration Distance − Distance to Accelerate from 45 KIAS to VY at 200
FT HAT
FAA Approved
Original
11−25
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Performance Data
0
PRESSURE ALTITUDE X 1000 FT
7
10
6
7650 HD
20
OAT − ° C
5
30
4
3
40
2
1
−1
50
5000
SL
THIS CHART BASED ON
CABIN HEAT AND AC OFF
AND
VY AT OEI MCP
10000
15000
20000
TAKEOFF DISTANCE − FEET
25000
30000
6250
6000
35000
GROSS WEIGHT − POUNDS
40000
5800
5600 5400 5200 5000
F92−153A
Figure 11−5.7. Takeoff Distance Segment II − Distance Required to Climb from 200 FT
HAT to 1000 FT
11−26
FAA Approved
Original
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Performance Data
11−5.4. LANDING PERFORMANCE − OPEN AIRFIELD
The landing distance from 50 FT above the landing surface to the point at which
the helicopter comes to a complete stop is 500 FT.
11−5.5. LANDING PERFORMANCE − HELIPORT/ELEVATED HELIPAD
The landing distance from 25 FT above the landing surface to the point at which
the helicopter comes to a complete stop is 250 FT.
FAA Approved
Original
11−27/(11−28 blank)
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
CSP−902RFM206E−1
Category A Operations
Additional Operations
PART IX
ADDITIONAL OPERATIONS
11−9.1. CATEGORY A OEI TRAINING
To simulate OEI operations in a Category A environment, follow the profiles as
described in ‘‘Part 3, Takeoff and Landing Procedures’’, of this section.
Operate at the recommended gross weight as depicted in Figure 11−9.1. See example
below.
Observe normal (twin) engine operating limitations (Ref. Section II).
NOTE: Operating at the recommended gross weight, assists the pilot in maintaining
normal (twin) engine operating limitations and accurately simulates actual OEI
conditions.
Description: This chart (Ref. Figure 11−9.1) reflects the weight at which Category
A OEI training may be performed with the operating engine within normal (twin)
engine operating limitations.
Use of Chart: The following example explains the correct use of the chart in
Figure 11−9.1.
Example:
Wanted: Maximum gross weight for training under the following conditions.
Known: HP = 4000 FT, OAT = 10°C
Method: Enter the chart at 10°C and move vertically to 4000 HP curve. At this
point move directly to the left and read from the gross weight scale, 4590 LB.
FAA Approved
Original
11−29
CSP−902RFM206E−1
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 206E)
Category A Operations
Additional Operations
13000
3500
3600
12000
3700
11000
3800
3900
10000
7650 HD LIMIT FOR
CATEGORY A OPERATIONS
4000
4100
9000
GROSS WEIGHT − POUNDS
4200
4300
8000
4400
7000
4500
4600
6000
4700
4800
5000
4900
5000
PRESSURE ALTITUDE − FEET
4000
5100
5200
0
3000
5300
2000
1000
−1000
5400
5500
5600
−50
−40
−30
−20
−10
0
10
OAT − °C
20
30
Figure 11−9.1. Recommended OEI Training Weight
11−30
FAA Approved
Original
40
50
60
F92−167A