MANUAL - Hughes MD369

MD Helicopters, Inc.
ROTORCRAFT FLIGHT MANUAL
MD HELICOPTERS INC.
CSP−HE/HS−1
Rotorcraft Flight Manual
FOR
MDHI 500 (369HE/HS/HM) HELICOPTERS

ISSUED: 13 JULY 1998
NOTE
This manual has been reprinted and now contains
Revisions 1 through 9
R MD500 Models
369HE, 369HS and 369HM*
*This manual applies to the following 369HM serial numbers only. Helicopter
Serial No. 0101M thru 0214M, 0220M thru 0231M, 0233M thru 0238M,
0244M and subsequent. Refer to Section IX for 369HM Configuration.
Cover
REGISTRATION NO: _________________

SERIAL NO: _________________
F−0
F−i
CSP−HE/HS−1
MD500 Models
R 369HE, 369HS and 369HM*
*This manual applies to the following 369HM serial numbers only. Helicopter
Serial No. 0101M thru 0214M, 0220M thru 0231M, 0233M thru 0238M,
0244M and subsequent. Refer to Section IX for 369HM Configuration.
Title Page
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
Type Certificate No. H3WE
Approved By_____________________________________
Manager, Flight Test Branch, ANM−160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
Original Issue . . . . . . . 369HS − Configuration A: 2 July 1969
369HS − Configuration B: 9 March 1972
Original Issue . . . . . . . 369HE − Configuration A: 19 May 1969
369HE − Configuration B: 10 April 1972
Approval Date: 13 July 1998
Original Issue . . . . . . . 369HM* − Configuration A: 4 May 1970
369HM* − Configuration B: 10 April 1972
Revision 4: ____________
THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS.
SECTION II − LIMITATIONS
SECTION III − EMERGENCY PROCEDURES
SECTION IV − NORMAL PROCEDURES
SECTION V − PERFORMANCE DATA
SECTION IX − OPTIONAL EQUIPMENT
The helicopter must be operated in compliance with the operating limitations as set forth in Section II of
this manual and any additional limitations from Section IX as a result of an installed optional equipment
item.
Sections III, IV, V, and portions of section IX contain recommended procedures and data and are FAA
approved.
THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.
Revision 5
Copyright E 1999−2007 by MD Helicopters, Inc.
All rights reserved under the copyright laws. F−i
MD 500 ROTORCRAFT FLIGHT MANUAL CSP−HE/HS−1
(Models 369HE/HS/HM)
LOG OF REVISIONS BY DATE

FAA / NON−FAA REVISIONS
REVISION NUMBER AND DATE

Original Issue . . . 369HS − Configuration A: 2 July 1969
369HS − Configuration B: 9 March 1972
Original Issue . . . 369HE − Configuration A: 19 May 1969
369HE − Configuration B: 10 April 1972
Original Issue . . . 369HM* − Configuration A: 4 May 1970
369HM* − Configuration B: 10 April 1972
Original . . . . . . . . 13 July 1998
Revision 1 . . . . . . 12 November 1998
Revision 2 . . . . . . 25 February 2000
Revision 3 . . . . . . 22 May 2000
Revision 4 . . . . . . 10 October 2000
Revision 5 . . . . . . 22 March 2001
Revision 6 . . . . . . 4 October 2006
Revision 7 . . . . . . 21 March 2007
Revision 8 . . . . . . 9 March 2009
Revision 9 . . . . . . 30 September 2010
F−ii Revision 9
TABLE OF CONTENTS
PARAGRAPH PAGE
Title Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F−i
Log of Revisions By Date . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F−ii
Summary of Revisions to the Rotorcraft Flight Manual . . . . . . . . . . . . . . . . . . . . . . F−xiii
List of Effective Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F−xiv
SECTION I − GENERAL
1−1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1
1−2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1
1−3. Helicopter Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1
1−4. Multi Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2
1−5. Pilot’s Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2
1−6. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−3
1−7. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−5
1−8. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−5
1−9. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1−10. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−9
1−11. Design and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−10
1−12. General Dimensional Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−13
1−13. Capacities−Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−14
1−14. Conversion Charts/Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−15
SECTION II − LIMITATIONS
2−1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1
2−2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3
2−3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3
2−4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6
2−5. Rotor Brake Limitations (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2−6. Rotor Speed Limits − Allison 250−C18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2−8. Power Plant Limits−Allison 250−C18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2−9. Powerplant Limitations Allison 250−C20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−10
Revision 5 F−iii
CSP−HE/HS−1 ROTORCRAFT FLIGHT MANUAL MD 500
PARAGRAPH PAGE
2−10. Electrical System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−11
2−11. Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−11
2−12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−11
2−13. Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−14
2−14. Placards and Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−17
SECTION III − EMERGENCY AND MALFUNCTION PROCEDURES

3−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1
3−2. Warning and Caution Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2
3−3. Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3
3−4. Air Restart−Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−6
3−5. Low Rotor Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−7
3−6. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−7
3−7. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−9
3−8. Engine Fuel Control System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−14
3−9. Other Engine Caution Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
3−10. Main Rotor and Tail Rotor Transmission Malfunctions . . . . . . . . . . . . . . . . . . . . 3−17
3−11. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−19
3−12. Abnormal Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
3−13. Fuel System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
3−14. Electrical System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
3−15. Other Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−27
3−16. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−28
3−17. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−29
SECTION IV − NORMAL PROCEDURES1

4−1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1
Daily Preflight Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3
4−2. Engine Pre−Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−12
4−3. Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−15
4−4. Engine Run−Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−17
4−5. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−19
4−6. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−19
4−7. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−21
4−8. Low Speed Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−21
F−iv Revision 5
PARAGRAPH PAGE
4−9. Practice Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−22
4−10. Doors Off Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−23
4−11. Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−24
4−12. Landing Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−24
4−13. Running Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−24
4−14. Engine/Aircraft Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−25
4−15. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−27
4−16. Deceleration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−27
4−17. Normal Engine Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−28
4−18. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−28
SECTION V − PERFORMANCE DATA

5−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1
5−2. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2
5−3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−4
5−4. Speed for Best Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−6
5−5. Height Velocity Diagram − Gross Weight Limits for Height Velocity Diagram 5−8
5−6. Hover Ceiling vs Temperature − IGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−11
5−7. Power Check Chart − Allison 250−C18 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−29
SECTION VI − WEIGHT AND BALANCE DATA

6−1. Weight and Balance Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1
6−2. Weight and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−12
6−3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−12
6−4. Weight and Balance Determination − Passenger Configuration . . . . . . . . . . . . 6−12
6−5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−14
6−6. Permissible Lateral Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−16
6−7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−16
6−8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−20
SECTION VII − HANDLING, SERVICING AND MAINTENANCE

7−1. Helicopter Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1
7−2. Use of External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1
7−3. Hoisting, Jacking, and Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1
Revision 5 F−v
PARAGRAPH PAGE
7−4. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3
7−5. Moving and Towing Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4
7−6. Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4
7−7. Servicing − General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−7
7−8. Fuel System − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−12
7−9. Engine Oil System − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−13
7−10. MainRotorTransmission − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−13
7−11. Tail Rotor Transmission − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7−12. Cleaning − General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7−13. Cleaning Fuselage Interior Trim and Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7−14. Cleaning Aircraft Exterior and Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7−15. Cleaning Transparent Plastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7−16. Fluid Leak Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7−17. Main Rotor Blade Leading Edge Abrasion Tape . . . . . . . . . . . . . . . . . . . . . . . . . . 7−16
7−18. Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−16
7−19. Flyable Storage − No Time Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−17
7−20. Engine Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−18
SECTION VIII − ADDITIONAL OPERATIONS AND PERFORMANCE DATA

8−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1
SECTION IX − OPTIONAL EQUIPMENT

9−1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1
9−2. Listing − Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1
9−3. Kit Compatibility − Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . 9−3
9−4. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−3
9−5. Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . 9−5
9−6. Operating Instructions: Anti−Ice Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−11
9−7. Operating Instructions: Cargo Swing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−17
9−8. Operating Instructions: Engine Air Inlet Deflector . . . . . . . . . . . . . . . . . . . . . . . 9−21
9−9. Operating Instructions: Emergency Floats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−23
9−10. Operating Instructions: Rotorcraft Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−29
9−11. Operating Instructions: Rotorcraft Litter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−35
9−12. Operating Instructions: Luggage Pod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−43
F−vi Original
PARAGRAPH PAGE
9−13. Operating Instructions: Search Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−45
9−14. Operating Instructions: Utility Floats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−47
9−15. Operating Instructions: Automatic Reignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−51
9−16. 369HM Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−59
Revision 9 F−vii
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F−viii Revision 9
SUMMARY OF REVISIONS
TO THE ROTORCRAFT FLIGHT MANUAL
NOTE: Revisions are listed below by number with appropriate remarks.

Section II pages marked [C]* indicate FAA approved color pages.
Black−and−white reproductions of color pages are not considered to be “FAA
Approved”.
REVISION
REMARKS
NUMBER
Revision 9 Section II: Paragraph and 2−9. Revised N2 Speed avoid range.
Section IV: Paragraph 4−1. Added requirement to check lead−lag link
attach nuts for cracks. Paragraph 4−9. Revised practice autorotation
procedures. Paragraph 4−16. Added engine designaiton.
Section VII: Table 7−1. Updated select engine oil and one−way lock
material and manufacturer informaiton.
Section IX: Paragraph 9−5. Revised preflight check and added rig-
ging illustration to Figure 9−2.
Changed page numbering format that now includes blank pages

having the following text.
“This page intentionally left blank!”
Revision 9 F−ix
LIST OF EFFECTIVE PAGES
FAA APPROVED NON FAA APPROVED

SECTION PAGE NUMBER
REVISION NUMBER REVISION NUMBER
FRONT Cover −−−−−−−− −−−−−−−−
F−i Revision 5 −−−−−−−−
F−ii Revision 9 −−−−−−−−
F−iii −−−−−−−− Revision 5
F−iv −−−−−−−− Revision 5
F−v −−−−−−−− Revision 5
F−vi −−−−−−−− Revision 5
F−vii −−−−−−−− Revision 9
F−viii −−−−−−−− Revision 9
F−ix −−−−−−−− Revision 9
F−x −−−−−−−− Revision 9
F−xi −−−−−−−− Revision 9
F−xii −−−−−−−− Revision 9
F−xiii −−−−−−−− Revision 9
F−xiv −−−−−−−− Revision 9
F−xv −−−−−−−− Revision 9
F−xvi −−−−−−−− Revision 9
F−xvii −−−−−−−− Revision 9
F−xviii −−−−−−−− Revision 9
I 1−i −−−−−−−− Revision 9

1−ii −−−−−−−− Revision 9
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F−xviii Revision 9
(Models 369HE/HS/HM) General
SECTION I
GENERAL
TABLE OF CONTENTS
PARAGRAPH PAGE
1−1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1
1−2. Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1
1−3. Helicopter Certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1
1−4. Multi Purpose Utility Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2
1−5. Pilot’s Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2
1−6. Organization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−3
1−7. Method of Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−5
1−8. Definition of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−5
1−9. Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−6
1−10. Technical Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−9
1−11. Design and Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−10
1−12. General Dimensional Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−13
Figure 1−1. MD 500 Helicopter Principal Dimensions . . . . . . . . . . . . . . . . . . . . . 1−13
1−13. Capacities−Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−14
1−14. Conversion Charts/Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−15
Figure 1−2. Speed: MPH/Knots/KmH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−15
Figure 1−3. Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−16
Table 1−1. Liquid Measure − U.S. Gal/L U.S. Gallons−to−Liters . . . . . . . . . . . . 1−17
Table 1−2. Linear Measure − In/Cm Inches−to−Centimeters . . . . . . . . . . . . . . . 1−17
Table 1−3. Linear Measure − Ft/M Feet−to−Meters . . . . . . . . . . . . . . . . . . . . . . . . 1−18
Table 1−4. Weight − Lb/Kg Pounds−to−Kilograms . . . . . . . . . . . . . . . . . . . . . . . . . 1−18
Figure 1−4. Conversion Chart: Knots − Meters/Second . . . . . . . . . . . . . . . . . . . . 1−19
Table 1−5. Standard Atmosphere Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−20
Revision 9 1−i
General (Models 369HE/HS/HM)
1−ii Revision 9
SECTION I
GENERAL
1−1. INTRODUCTION
The Pilot’s Flight Manual has been prepared with one very fundamental goal
in mind; that is, to provide the pilot with all information necessary to accom-
plish the intended mission with the maximum amount of efficiency and safety.
NOTE: Unless otherwise stated, information presented in this manual pertains to both
Model 369HE or 369HS helicopters equipped with the Allison 250−C18 or
250−C20 engines. When information is affected by model designation or engine
configuration, that information will be so noted. Be sure to select the appropriate
data for model type and engine installed.
1−2. SCOPE
This manual meets all FAA requirements for APPROVED DATA and that data
is so designated.
MDHI has included additional supplemental data which is intended to provide
the pilot with information that enhances and eases his task.
1−3. HELICOPTER CERTIFICATION
The helicopter is certified by the Federal Aviation Administration under FAA

Type Certificate Number H3WE.
The FAA model designations are − Models 369HE and 369HS.
The MDHI commercial designation is − MD 500.
The FAA/ICAO aircraft type designator is H500.
Certification of the aircraft has been accomplished in accordance with all appli-
cable United States Department of Transportation, Federal Aviation Adminis-
tration Regulations in the normal helicopter category.
Revision 8 1−1
1−4. 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 proce-
dures are affected. Refer to Section IX for Optional Equipment.
MDHI optional equipment items and STC items which are FAA approved for
the 369HE/HS may be installed and used.
1−5. PILOT’S BRIEFING
Prior to flight, passengers should be briefed on the following.
• Approach and depart the helicopter from the front in full view of the pi-
lot, 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.
• Proper securing of loose personal belongings (purses, coats, briefcases,

etc.) to keep clear of controls and when flying with the doors removed.
1−2 Revision 6
1−6. ORGANIZATION
FRONT MATTER:
Contains: Log of Revisions by Date, Table of Contents, Summary of Revi-
sions, and the List of Effective Pages.
By referring to the Log of Revisions By Date, the pilot may review a chro-
nological listing of changes to the Flight Manual.
Reading the Summary of Revisions will inform the pilot of what changes
have been made by paragraph reference. This summary contains only the
latest Flight Manual change.
The List of Effective Pages allows the pilot quick reference to page numbers
and their respective revision number. The pages listed should reflect the re-
vision number that appears at the bottom of each page.
SECTION I − GENERAL
Information of general interest to the pilot, owner or operator of the aircraft
and general rotorcraft information and conversion charts.
SECTION II − LIMITATIONS (FAA Approved)
Specifically defines the limiting factors, procedures and parameters within
which the rotorcraft may be operated. FAA regulations require that limita-
tions not be exceeded.
SECTION III −EMERGENCY AND MALFUNCTION PROCEDURES
(FAA Approved)
Problems which could be encountered in flight are defined and the proce-
dures necessary to cope with or alleviate them are discussed. The data is
recommended by MDHI.
SECTION IV − NORMAL PROCEDURES (FAA Approved)
Normal operating procedures from preflight through shutdown. The data is
recommended by McDonnell Douglas.
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 capa-
bilities in relation to the intended mission and prevailing conditions.
Revision 6 1−3
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 lat-
eral center of gravity limits. Also contained in this section are the original
weight and balance report and equipment list (equipment both required and
optional) installed on the aircraft at the time of licensing.
SECTIONVII −AIRCRAFT HANDLING, SERVICING, AND
MAINTENANCE
The information contained in this section is extracted from the Handbook of
Maintenance Instructions and is highly selective. The subjects chosen are
those with which the pilot may have direct involvement either while at his
normal base of operations or in the field.
SECTION VIII − ADDITIONAL OPERATIONS AND PERFORMANCE
DATA
The information provided in Section VIII is given by the manufacturer to
further assist the pilot in obtaining maximum utilization of the rotorcraft.
SECTION IX OPTIONAL EQUIPMENT (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
with other optional items. Whenever the installation of an option affects
FAA approved limitations, normal/emergency procedures or performance
(Sections II thru V), an FAA approval is required. In addition, a tabular
listing of all options is provided as well as a table showing the compatibility
of the various options with one another.
At the front of each section a table of contents lists the data by paragraph
number, title, and page number.
1−4 Revision 6
1−7. METHOD OF PRESENTATION
General information in the various sections is provided in narrative form. Oth-

er 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. Ex-
pansion of the steps is accomplished as follows:
A WARNING brings to the pilot’s immediate attention that
WARNING equipment damage and/or personal injury will occur if the
instruction is disregarded − placed after the instruction/step.
A CAUTION alerts the individual that equipment damage may result
CAUTION if the procedural step is not followed to the letter − placed after
the instruction/step.
NOTE: A NOTE expands upon and explains the preceding step and provides fuller
understanding of the particular operation.
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.
1−8. DEFINITION OF TERMS
The concepts of procedural word usage and intended meaning that have been
adhered to in preparing this manual is as follows.
Shall" has been used only when the application of a procedure is mandatory.
Should" has been used only when the application of a procedure is recom-
mended.
May" and need not" have been used only when the application of a proce-
dure is optional.
The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this
manual refer to the degree of urgency with which a landing must be made.
LAND IMMEDIATELY − Execute a 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−com-
mand. However, the nature of the specific problem or malfunction may dictate
termination of the flight before reaching the destination.
Revision 6 1−5
1−9. ABBREVIATIONS
SIGNS COM Communication
A CCW Counter Clockwise

CW Clockwise
A/N Alphanumeric
D
AGL Above Ground Level
DC Direct Current
ALT Alternate; Altitude
DIR Direction; Directional
APU Auxiliary Power Unit
E
ATT Attitude
AUTO Automatic ENG Engine
AUX Auxiliary EXT Extend; External
B F
BATT Battery F Fahrenheit
BLD Bleed FAA Federal Aviation

Administration
BL Butt Line
FAR Federal Aviation
C Regulation
C Celsius FS Fuselage Station
CAB Cabin Ft Foot, Feet
CAB HEAT Cabin Heat G
CAUT Caution GAL Gallons
CG Center of Gravity GEN Generator
CKP(T) Cockpit GPU Ground Power Unit
Cm Centimeters GW Gross Weight
1−6 Revision 6
H K
HD Density Altitude Kg Kilogram

KCAS Knots Calibrated Airspeed
Hg Mercury
KG Kilogram(s)
HP Pressure Altitude
KIAS Knots Indicated Airspeed
HSI Horizontal Situation
Indicator Km Kilometer
KmH Kilometers per Hour
HVR Hover
KTAS Knots True Airspeed
I
L
IAS Indicated Airspeed
L Left; Liters
ICS Intercommunication LAT. Lateral
System
Lb(s) Pound(s)
IFR Instrument Flight Rules
LND Landing
IGE In Ground Effect LONG. Longitudinal
IGN Ignitor(s) LT Light
IMC Instrument Meteorological M
Conditions
M Meters
IMP Imperial
MAN Manual
INST Instrument
Mbar Millibar
In Inches MCP Maximum Continuous
INST(R) Instrument Power
IVSI Instantaneous Vertical Min Minutes

Speed Indicator MPH Miles−Per−Hour
Revision 6 1−7
N S
N1 Gas Producer Speed Sec Seconds

SHP Shaft Horsepower
N2 Power Turbine Speed
SL Sea Level
NAV Navigation
STBY Standby
NP Power Turbine Speed
STA Station
NR Rotor Speed STC Supplemental Type
O Certificate
SYS System
OAT Outside Air Temperature
T
OGE Out of Ground Effect
TOP Takeoff Power
P
U
PNL Panel U.S. United States
POSN Position V
PRI Primary VFR Visual Flight Rules
PRESS Pressure VH Maximum speed in level
flight at MCP
PSI Pounds per Square Inch
VLV Valve
PWR Power
VMC Visual Meteorological
Q Conditions
VNE Never Exceed Speed
QTY Quantity
Vs Versus
R
VY Best Rate of Climb Speed
R Right W
REL Release WL Water Line
RET Retract X
RPM Revolutions per Minute XMSN Transmission
RTR Rotor XPNDR Transponder
1−8 Revision 6
1−10. TECHNICAL PUBLICATIONS
A file of technical publications is available to aid in obtaining maximum utili-

zation of your helicopter. Revisions and new issue publications are provided to
continually update and expand existing data.
MDHI Publications Revisions and Reissues
Changes in limitations, procedures, performance, optional equipment, etc.,
require flight manual revisions and change or replace flight manual content
as appropriate. To ensure that MDHI manuals continue to show current
changes, revised information is supplied as follows.
Revisions
Change to parts of the manual by the replacement, addition and/or dele-
tion of pages is done by revision. The List of Effective Pages that accom-
panies each revision, identifies all affected pages. Such pages must be
removed from the manual and discarded. Added or replaced pages must
be put in and examined against the List of Effective Pages.
Reissues
Occasionally the manual may be reissued and is identified as ‘‘Reissue
#1, Reissue #2’’, etc. The preceding issue of the manual then becomes ob-
solete and must be discarded. 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 as well as having change bars appear in the page
margin on the effected pages.
The publications available are the following.
Pilot’s Flight Manual (containing the FAA Approved Rotorcraft Flight Manual).
Basic Handbook of Maintenance Instruction (HMI) − CSP−H−2:
Optional Equipment Manual (Basic HMI Appendix A)
Periodic Inspections, Overhaul and Retirement Schedule and Weight and
Balance Procedure (Basic HMI Appendix B)
Component Overhaul Manual (Basic HMI Appendix C)
Structural Repair Manual (Basic HMI Appendix D)
Illustrated Parts Catalog (IPC)
Illustrated Optional Accessories and Modification Kit Catalog (IKC)
Service Information Notices and Letters
Corrosion Control Manual
Revision 6 1−9
New and revised publications are available through MDHI Subscription Ser-
vice. Further information may be obtained by contacting:
MD Helicopters, Inc.
M615−G048
4555 E McDowell Rd
Mesa, AZ 85215−9734
or your local Service Center, Distributor, or Sales Company.
All persons who fly or maintain MDHI helicopters are urged to keep abreast of
the latest information by using the subscription service.
1−11. DESIGN AND CONSTRUCTION
369HE/HS differences:
Except for interior trim upholstery and floor coverings, equipment furnish-
ings, paint finish and other details, the 369HS and 369HE are essentially
identical to the basic helicopter configuration. Normally, the 369HS has the
standard trim package and the 369HE has the executive trim package. Fur-
nishing variations between models include a passenger/cargo compartment
folding table, passenger steps, and different ashtray locations and passen-
ger/cargo convenience panels.
The MD 500 helicopter is a turbine powered, rotary−wing aircraft constructed
primarily of aluminum alloy. The main rotor is a fully articulated four−bladed
system, while the tail rotor is a two−bladed semi−rigid type. Power from the
turboshaft engine is transmitted through the drive shafts to the main and tail
rotor transmissions. An overrunning (one−way) clutch, placed between the en-
gine and main rotor transmission, permits free−wheeling of the rotor system
during autorotation.
The airframe structure is egg−shaped and provides very clean aerodynamic
lines. The rigid, three−dimensional truss type structure increases crew safety
by means of its roll bar design, and by reduction in the number of potential
sources of failure. The airframe structure is designed to be energy absorbing
and fails progressively in the event of impact.
The fuselage is a semi−monocoque structure that is divided into three main
sections. The forward section is comprised of a pilot compartment and, directly
aft separated by a bulkhead, a passenger/cargo compartment. The pilot com-
partment is equipped with seats for the pilot and either one or two passengers.
A canopy of transparent tinted acrylic panels provide excellent visibility. The
left seat in the pilots compartment (looking forward) is the pilot’s seat (com-
mand position); in special military version helicopters, the pilot’s seat is on the
right side.
The MD 500 requires a minimum crew of one pilot seated on the left side of
the compartment. The passengers sit to the right, abreast of the pilot. Seat
1−10 Revision 6
belts are provided for all positions. In the military version, the center seat is
eliminated.
An instrument panel is located forward of the seat at the aircraft centerline.
The panel incorporates standard flight and engine instruments in addition to
warning and caution lights. The panel also contains adequate space provisions
for various arrangements of communication and navigation equipment.
The lower fuselage structure beneath the pilot/passenger floor contains com-
partment space for the aircraft battery and provision for small cargo storage or
installation of avionics equipment. Access to the compartments is through two
floor door plates.
The cargo compartment in the center of the aircraft contains provisions for in-
stallation of a bench or individual folding type passenger seats, which are ad-
justable in height.
Seat belts are provided with several styles being offered. The seats and belts
are easily removed. Cargo compartment bench−type seats may be easily folded
out of the way or completely removed for accommodating cargo.
During cargo carrying operations, the compartment floor serves as the cargo
deck. Removable and interchangeable cargo tiedown fittings are available.
The aft section includes the structure for the tailboom attachment and engine
compartment. Access to the engine compartment is provided through clamshell
doors contoured to the shape the fuselage.
The lower section is divided by the center beam and provides a housing for the
two fuel cells. Provisions for the attachment of a cargo hook are located on the
bottom of the fuselage in line with the center beam.
Four doors are installed on the helicopter−two on each side. The two forward
doors permit access to the forward compartment for pilot and passengers. The
two aft doors allow entry to the passenger/cargo compartment. Transparent
tinted windows are contained in the doors.
The power plants used are either the Allison Model 250−C18 gas turbine en-
gine with a takeoff power rating of 317 shp or the Allison 250−C20 with a
take−off power rating of 400 shp. Only 278 shp at 104 percent N2 RPM is used
for takeoff; 243 maximum continuous shp provides sufficient power for all oth-
er flight modes.
Limiting the maximum power to less than the maximum rated power provides
a higher engine critical altitude. The power turbine governor provides automat-
ic constant speed control of rotor RPM.
The overrunning clutch transmits power from the engine to the main drive
shaft. The clutch has no external controls and disengages automatically during
autorotation and engine shutdown. The main drive shaft connects to the main
rotor transmission input shaft. The engine oil cooler blower is belt driven off
the main drive shaft. The oil cooler blower draws cooling air from the air inlet
fairing to supply ambient air to the engine oil cooler and to the engine com-
partment.
Revision 6 1−11
The main rotor transmission is mounted on the basic airframe structure above
the passenger/cargo compartment. The transmission is lubricated by its own
internal lubrication system.
The main rotor static mast is non−rotating and is rigidly mounted to the mast
support structure. The rotor hub is supported by the rotor mast.
Torque is transmitted independently to the rotor through the main rotor drive
shaft, thus lifting loads are prevented from being imposed onto the main trans-
mission eliminating thrust loading of transmission parts.
The tailboom is a monocoque structure of aluminum alloy frames and skin.

The tailboom is the supporting attachment structure for the stabilizers, tail ro-
tor transmission and tail rotor. The tailboom also houses the tail rotor trans-
mission drive shaft; the one piece dynamically balanced shaft requires no inter-
mediate couplings or bearings. Metallic diaphragm shaft−end−couplings are
used.
The tail rotor transmission is mounted on the aft end of the tailboom and has
a self contained lubrication system. The tail rotor is mounted on the output
shaft of the transmission and consist of two variable pitch blades.
The helicopter utilizes a four bladed, fully articulated main rotor assembly
with unique features. While contemporary helicopters use torsion tension
straps in lieu of thrust bearing stacks to contain blade centrifugal loading and
allow feathering, the MDHI strap pack arrangement goes three steps further.
First, the strap configuration (while secured firmly to the hub) actually allows
the centrifugal load exerted by one blade to be countered by the force exerted
by the opposite blade. Thus, very light centrifugal loads are sensed by the hub.
Second, the V−legs of the strap pack rotate as driving members to turn the
blades. Finally the straps are configured to allow feathering and flapping of
the blades. The main rotor blades are secured to the hub with quick release
lever type pins.
Cyclic, collective, and adjustable pedal controls are provided at the left crew
position (right position, military only). Adjustable friction devices, which may
be varied to suit the individual pilot, are incorporated in the cyclic, collective
and throttle controls. In addition, electrical cyclic trim actuators allow flight
loads to be trimmed out. Since stick control forces are low, a hydraulic boost
system is unnecessary. An optional dual control system may be easily removed
to provide room for passengers or cargo.
The landing gear is a skid−type attached to the fuselage at 12 points and is

not retractable. Aerodynamic fairings cover the struts. Nitrogen charged land-
ing gear dampers act as springs and shock absorbers to cushion landings and
provide ground resonance stability. Provisions for ground handling wheels are
incorporated on the skid tubes.
1−12 Revision 6
1−12. GENERAL DIMENSIONAL DATA
DIMENSIONAL CONVERSION
ENGLISH METRIC
(FEET) (METERS)
0.79 0.24
4.25 1.295
4.57 1.393
5.06 1.542 26.33 ft
(8.02 m)
6.30 1.92
6.80 2.07 5.06 ft
7.00 2.13 (1.54 m)
7.20 2.20
8.20 2.50 4.57 ft
8.50 2.59 (1.39 m)
15.00 4.572
21.25 6.477
23.00 7.010
26.33 8.025
30.30 9.235
NOTE:
ADD 0.63 FOOT (0.19 METER) TO
ALL VERTICAL DIMENSIONS IF
EXTENDED GEAR IS INSTALLED.
30.30 ft
(9.23 m)
23.00 ft
21.25 (7.01 M)
(6.47 m)
15.00 ft
(4.57m)
8.20 ft 8.50 ft
(2.50 m) (2.59 m
7.20 ft
(2.20 m) 7.00 ft
0.79 ft (2.13 m) 6.30 4.25 ft
(0.24 m) (1.92 m) (1.29 m)
6.80 ft
(2.07 m)
F01−001
Figure 1−1. MD 500 Helicopter Principal Dimensions
Revision 6 1−13
1−13. CAPACITIES − FUEL SYSTEM
JET A:
Standard non self−sealing tanks:
Capacity is 64.0 U.S. gallons (242 liters), 435.0 pounds.
Usable fuel is 63.4 U.S. gallons (240 liters), 431.1 pounds.
Optional self−sealing tanks:

Capacity is 62.0 US gallons (234 liters), 421.6 pounds.
Usable fuel is 59.9 U.S. gallons (226.8 liters), 407.5 pounds.
JET B:
Standard non self−sealing tanks:
Capacity is 64.0 U.S. gallons (242 liters), 416.0 pounds.
Optional self−sealing tanks:

Capacity is 62.0 US gallons (234 liters), 402.0 pounds.
CAPACITIES − OIL
Engine oil − 3.0 US quarts (2.84 L)

Main transmission − 12.0 US pints (5.67 liters)
Tail rotor transmission − 0.5 US pint (0.23 liter)
1−14 Revision 6
1−14. CONVERSION CHARTS/TABLES
EXAMPLE: CONVERT 100 KNOTS TO MPH AND TO KM/HR:

ENTER CHART AT 100 KNOTS AND FOLLOW ARROW TO SLOPING LINE. TO FIND MPH, MOVE LEFT AND READ
115 MPH. TO FIND KM/HR, MOVE RIGHT FROM THE SLOPING LINE AND READ 185 KM/HR
200 320
300
180
280
160 260
240
140 220
200
120
180
MPH
100
Km/H
160
140
80
120
60 100
80
40
60
40
20
20
0 0
0 20 40 60 80 100 120 140 160 180
KNOTS
F05−002
Figure 1−2. Speed: MPH/Knots/KmH
Revision 6 1−15
FAHRENHEIT/CELCIUS CONVERSIONS
TEMPERATURE
°F °C
140 60
EXAMPLE 120
40
CONVERT °F TO °C 100
KNOWN:
TEMPERATURE = 50° F
METHOD: 80
ENTER AT 50° F
READ 10° C ACROSS ON °C SCALE 20
60
METHOD MAY BE REVERSED
TO FIND ° F WHEN ° C IS KNOWN
40
0
ALTERNATE METHOD:
° F = (9/5 X °C) + 32
20
°C = 5/9(°F − 32)
0
−20
−20
−40 −40
−60
−60
−80
F05−003
Figure 1−3. Temperature Conversion Chart
1−16 Revision 6
Table 1−1. Liquid Measure − U.S. Gal/L U.S. Gallons−to−Liters

0 1 2 3 4 5 6 7 8 9
U.S.
Gallons Liters Liters Liters Liters Liters Liters Liters Liters Liters Liters
0 − 3.785 7.571 11.356 15.142 18.927 22.713 26.498 30.283 34.069

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

0 1 2 3 4 5 6 7 8 9
Inches Cm Cm Cm Cm Cm Cm Cm Cm Cm Cm
0 − 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86
10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66
30 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06
40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46
50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26
70 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66
80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06
90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86
Revision 6 1−17
Table 1−3. Linear Measure − Ft/M Feet−to−Meters

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

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

10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.772 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.308 26.762
60 27.216 27.669 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31.298
70 31.751 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.730 42.184 42.638 43.091 43.545 43.998 44.453 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442
1−18 Revision 6
KNOTS METERS/SEC
50
25
45
40
20
EXAMPLE 35
CONVERT KNOTS TO METERS/SEC
KNOWN:
WIND SPEED = 25 KT
30
15
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
10
15
10 5
0 0 F90−003
Figure 1−4. Conversion Chart: Knots − Meters/Second
Revision 6 1−19
Table 1−5. Standard Atmosphere Table

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

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

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

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

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

22000 0.4976 1.4176 −28.587 −19.456 427.91 12.636 0.4223
23000 0.4806 1.4424 −30.568 −23.002 409.99 12.107 0.4046
24000 0.4642 1.4678 −32.549 −26.588 392.72 11.597 0.3874
25000 0.4481 1.4938 −34.530 −30.154 375.99 11.103 0.3711
1−20 Revision 6
(Models 369HE/HS/HM) Limitations
SECTION II
LIMITATIONS
TABLE OF CONTENTS
PARAGRAPH PAGE
2−1. Flight Restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1
2−2. Environmental Operating Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3
2−3. Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3
Figure 2−1. Variation of VNE With Altitude − 250−C18 . . . . . . . . . . . . . . . . . . . . 2−4
Figure 2−2. Variation of VNE with Altitude − 250−C20 . . . . . . . . . . . . . . . . . . . . 2−5
2−4. Weight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6
Table 2−1. Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6
Figure 2−3. Takeoff and Landing Weight Limitations −
Helicopters Without Aluminum Tail Rotors . . . . . . . . . . . . . . . . . . . 2−7
2−5. Rotor Brake Limitations (If Installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8
2−8. Power Plant Limits−Allison 250−C18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9
2−9. Powerplant Limitations Allison 250−C20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−10
2−10. Electrical System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−11
2−11. Starter Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−11
2−12. Fuel System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−11
Figure 2−4. Operating Limitations: MIL−G−5572E Emergency Fuel
(Aviation Gasoline) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−13
2−13. Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−14
Figure 2−5. Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−14
Figure 2−6. Instrument Markings Allison − 250−C18 Engine . . . . . . . . . . . . . . 2−15
Figure 2−7. Instrument Markings − Allison 250−C20 Engine . . . . . . . . . . . . . . 2−16
2−14. Placards and Decals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−17
Figure 2−8. VNE Placards − Allison 250−C18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−17
Figure 2−9. VNE Placards − Allison 250−C20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−18
Figure 2−10. Decals and Placards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−19
FAA Approved
Revision 9 2−i
Limitations (Models 369HE/HS/HM)
FAA Approved
2−ii Revision 9
SECTION II
LIMITATIONS
NOTE: Unless otherwise stated, information presented in this section pertains to both
Model 369HE and 369HS helicopters equipped with the Allison 250−C18 or
250−C20 engines. When any limitation or restriction is affected by serial number,
model, or engine configuration, that information will be noted. Be sure to select
the appropriate limitation or restriction for model type and engine installed.
2−1. FLIGHT RESTRICTIONS
Approved as a five place (maximum) helicopter.

The minimum flight crew consists of one pilot operating the helicopter from
the left seat. The right crew seat may be used for an additional pilot when the
approved dual controls are installed.
Aerobatic flight is prohibited.
Installed equipment:
Certification is based on an Engine Failure Warning System (including both
visual and audio indications) and an Outside Air Temperature gauge being
installed and operable.
Flight with doors removed is approved under the following conditions.
Approved doors−off configurations
All doors off.
Both rear doors off.
Any single door off.
Model 369HS
For helicopters with serial numbers 0272S and prior that have been mo-
dified by the installation of 369A2405−29 and −30 stiffener on the
369A2405 overhead canopy panels or serial numbers 0273S and subse-
quent, flight limitations are unchanged.
For helicopters with serial numbers 0272S and prior that have not been
modified, VNE is 85 knots IAS.
FAA Approved
Revision 5 2−1
Model 369HE
For helicopters with serial numbers 0215E and prior that have been mo-
dified by the installation of 369A2405−29 and −30 stiffener on the
369A2405 overhead canopy panels or serial numbers 0216E and subse-
quent, flight limitations are unchanged.
For helicopters with serial numbers 0215E and prior that have not been
modified, VNE is 85 knots IAS.
See Sec. IV, Doors Off Flight, for interior configuration changes required.
Any object that is not properly secured may exit the aircraft during
WARNING flight. Items secured with Velcro tape should not be considered
properly secured (see Section IV, Doors Off Flight).
Flight with the center seat occupied:

Dual controls removed (refer to the HMI).
Right hand seat cushion relocated outboard and secured.
Center location seatback and seat cushion installed and secured.
Seat belt(s) and shoulder harness(es) installed and operable.
FAA Approved
2−2 Revision 5
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 re-
quired by the airworthiness and/or operating rules are approved, installed
and are in operable condition.
Maximum operating altitude:
Maximum operating density altitude is 20,000 feet.
Ambient temperature limitations:
At sea level, the maximum engine inlet temperature is 54°C (130°F) varying
linearly to 6000 feet pressure altitude at a maximum temperature of 35°C
(95°F) varying linearly to 20,000 feet pressure altitude at a temperature
0°C (32°F). It is to be assumed that engine air inlet temperature is the
same as ambient (free air) temperature.
Cold weather operations:
Flight into known icing conditions is prohibited.
Flight operation is permitted in falling and/or blowing snow only when the
Automatic Engine Reignition Kit and Engine Failure Warning System are
installed and operable.
2−3. AIRSPEED LIMITATIONS
From sea level to 3000 feet: Limit VNE to 130 knots IAS.
Select the appropriate VNE placard (based on gross weight) prior to takeoff
(Ref. paragraph 2−14)
See Figure 2−1 for variations of VNE with altitude with 250−C18.
See Figure 2−2 for variations of VNE with altitude with 250−C20.
FAA Approved
Revision 5 2−3
20,000
18,000
16,000
GROSS WEIGHT =
2000 LB OR LESS
14,000
DENSITY ALTITUDE − FEET
12,000
10,000
8,000
GROSS WEIGHT =
MORE THAN 2000 LB
6,000
4,000
2,000
0
0 20 40 60 80 100 120 140
INDICATED AIRSPEED − KNOTS F01−008
Figure 2−1. Variation of VNE With Altitude − 250−C18
FAA Approved
2−4 Revision 5
20,000
18,000
16,000
14,000
GROSS WEIGHT =
2000 LB OR LESS
12,000
10,000
GROSS WEIGHT =
MORE THAN 2200 LB
8,000
6,000
4,000
2,000
0
0 20 40 60 80 100 120 140
AIRSPEED − KIAS F01−010
Figure 2−2. Variation of VNE with Altitude − 250−C20
FAA Approved
Revision 5 2−5
2−4. WEIGHT LIMITATIONS
Maximum gross weight:

369HE/HS, S/N 0001 thru 0100:
Maximum gross weight is 2400 pounds.
369HE/HS, S/N 0101 and subs
Maximum gross weight is 2550 pounds.
NOTE: See Figure 2−3 for takeoff and landing weight limitations for helicopters not
equipped with aluminum tail rotors.
Cargo deck capacity:
369HE/HS S/N 0001 thru 0100
950 LB at 115 pounds per square foot.
369HE/HS S/N 0101 and subsequent
1300 LB at 115 pounds per square foot.
Utility stowage compartment:
Maximum weight in the utility stowage compartment is 50 pounds.
C.G. limits:
Table 2−1. Center of Gravity Limits

Longitudinal C.G. Limit Lateral C.G. Limit
Gross Weight (Sta−in.) (Sta−in.)
(lb)
Forward Aft (−) Left (+) Right
2401 to 2550 99.0 104 ±3.0

2201 to 2400 97.0 104 ±3.0
2001 to 2200 97.0 104 −3.0; +4.0
105 −1; +3
2000 and below 97.0 104 −3; +5

106 −1; +3
FAA Approved
2−6 Revision 5
20,000
6,000
18,000
5,000
16,000
14,000
4,000
PRESSURE ALTITUDE − METERS

PRESSURE ALTITUDE − FEET
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
*WEIGHT GREATER THAN 2,550 LB

MUST BE JETTISONABLE
0 0
−40 −30 −20 −10 0 10 20
AMBIENT TEMPERATURE − DEGREES C
−40 −30 −20 −10 0 10 20 30 40 50 60 70

AMBIENT TEMPERATURE − DEGREES F
F01−005
Figure 2−3. Takeoff and Landing Weight Limitations −

Helicopters Without Aluminum Tail Rotors
FAA Approved
Revision 5 2−7
2−5. ROTOR BRAKE LIMITATIONS (IF INSTALLED)
The rotor brake is to be applied only while the helicopter is on the ground dur-
ing normal engine shutdown with NR at or below 235 RPM.
Do not apply collective to assist in slowing rotor.
Damage to the main rotor strap pack may result from holding the
CAUTION collective in other than the full down position during rotor brake
application.
Release rotor brake during the last revolution of the rotor.
Damage to the rotor blades and drive train can result from sudden
CAUTION stoppage of the rotor.
2−6. ROTOR SPEED LIMITS − ALLISON 250−C18
Maximum RPM Power on: 489 RPM (Ref: 104 percent N2)
Minimum RPM Power on: 484 RPM (Ref: 103 percent N2)
Maximum RPM Power off: 514 RPM
Minimum RPM Power off 400 RPM
2−7. ROTOR SPEED LIMITS − ALLISON 250−C20
Maximum RPM Power on 489 RPM (Ref: 104 percent N2)

Minimum RPM Power on 484 RPM (Ref: 103 percent N2)
Maximum RPM Power off 523 RPM
Minimum RPM Power off 400 RPM
FAA Approved
2−8 Revision 5
2−8. POWER PLANT LIMITS − ALLISON 250−C18
Engine torque limits:

Maximum takeoff (5 minute): 80.3 psi torque.
Maximum continuous: 70 psi torque.
Transient torque limits:
80.4 to 90.0 psi torque for 10 seconds at 104 percent N2.
90.1 to 100.0 psi torque for 3 seconds at 104 percent N2.
Turbine outlet temperature limits:
Maximum takeoff (5 minute): 749°C
Maximum continuous: 693°C
Maximum for starting (lightoff): 150°C
Transient limits:
During start and shutdown: 749°C to 927°C for up to 10 seconds with a
momentary peak temperature of 927°C for not more than 1 second.
During power changes in flight: 749°C to 843°C for 6 seconds.
Gas producer (N1) speed limits:
Maximum continuous: 104%.
Ground idle speed 62 − 67%.
NOTE: During autorotative flight, the N2 governor may reduce N1 below 62 percent.
Transient limits: 105% for 15 seconds.
N2 limits:
Normal Power On operation: 103% to 104% N2.
Transient over speed limit (15 seconds maximum): 110% (red dot on N2
scale) at idle power varying linearly to 106% at 80.3 psi torque.
Engine oil system limits:
Flight operation temperature limits:
0°C to 107°C provided engine oil pressure is within limits.
NOTE: These engine oil temperature limits pertain to all gauge configurations. 0°C is
when the needle is at the bottom of the yellow/green arc.
Flight operation pressure limits:
97 percent N1 and above: 110 − 130 psig
78 to 97 percent N1 speed: 90 − 130 psig
78 percent N1 and below: 50 psig min.
FAA Approved
Revision 5 2−9
2−9. POWERPLANT LIMITATIONS ALLISON 250−C20

Engine torque limits:
Maximum takeoff power (5 minute): 64.5 psi torque
Maximum continuous: 56.0 psi torque
Transient torque limits:
72.0 psi torque for 10 seconds at 104 percent N2.
80.0 psi torque for 3 seconds at 104 percent N2.
Turbine Outlet Temperature limits:
Maximum takeoff (5 minute): 793°C
Maximum continuous: 737°C
Maximum for starting (lightoff): 150°C
Transient limits:
During start and shutdown: 793°C to 927°C for up to 10 seconds with a
momentary peak temperature of 927°C for not more than 1 second.
During power changes in flight: 793°C to 843°C for 6 seconds.
Gas Producer (N1) speed limits:
Maximum continuous: 104%
Ground idle speed: 61 − 65%
Transient limits:
104 − 106% for 15 seconds
Power Turbine (N2) speed limits:
Normal Power On operation: 103% to 104% N2.
Transient overspeed limit (15 seconds maximum): 113% at idle power vary-
ing linearly to 108% at 64.5 psi torque.
Steady−state operations between 75% and 88% are time limited and must
be recorded. Transition through the speed avoid range shall be accomplished
as quickly as possible.
Maximum cumulative steady−state time in the speed avoid range
CAUTION is 1 minute.
NOTE: Refer to Rolls−Royce CEB A−1400.
Engine oil system limits:
Flight operation temperature limits: 0°C to 107°C
NOTE: These engine oil temperature limits pertain to all gauge configurations. 0°C is
when the needle is at the bottom of the yellow/green arc.
Flight operation pressure limits:
94.2 percent N1 and above: 115 − 130 psig
78.5 to 94.2 percent N1: 90 − 130 psig
78.5 percent N1 and below: 50 − 130 psig
FAA Approved
2−10 Revision 9
2−10. ELECTRICAL SYSTEM LIMITATIONS
Generator limits:
Maximum continuous: 66 amps
66 to 150 amps: 10 minutes
>150 amps: 2 minute limit prior to takeoff during battery recharging cycle
only.
Battery limits:
Flight following a battery overtemperature of 160°F (71°C) or above is pro-
hibited until the battery has been inspected.
2−11. STARTER LIMITATIONS
If ignition is not attained:

1 minute on, 1 minute off;
1 minute on, 23 minutes off;
2−12. FUEL SYSTEM LIMITATIONS
Fuel Specifications:
For additional information on fuels, refer to the appropriate Rolls Royce Opera-
tion and Maintenance Manual.
Primary
Jet A (ASTM D−1655); Jet A−1 (ASTM D−1655); Jet B (ASTM−D−1655)
JP−1 conforming to ASTM D−1655, Jet A or Jet A−1
JP−4 (MIL−DTL−5624); JP−5 (MIL−DTL−5624); JP−8 (MIL−DTL−83133)
Arctic Diesel Fuel DF−A conforming to ASTM D−1655, Jet A or Jet A−1
Diesel No. 1 conforming to ASTM D−1655, Jet A or Jet A−1
Peoples Republic of China RP−3.
Alternate
AVGAS/JetA, A−1, JP−5 or JP−8 mixture may be used at ambient tem-
peratures of 4°C and below.
Refer to Rolls Royce Operation and Maintenance Manual for AVGAS
mix, cold weather fuel and blending instructions.
FAA Approved
Revision 6 2−11
Emergency
Aviation Gasoline MIL−G−5572E.
MIL−G−5572 aviation gasolines containing Tri−Cresyl−Phosphate

CAUTION (TCP) additives shall not be used. Use of MIL−G−5572E gasolines is
limited to a maximum of 6 hours of operation per engine overhaul
period and operation within safe conditions. (Ref. Figure 2−4).
When using alternate fuel mixtures or emergency fuels, the start

CAUTION pump must be on until the engine is shutdown. (Ref. Figure 2−4).
Cold weather operations:

Fuels must meet anti−icing capability of JP−4 when operating at 4°C (40°F)
or less.
Refer to Section VII for additional cold weather fuel information.
Fuel filter:
Upon completion of the flight in progress, further flight is prohibited until
the fuel filter has been serviced following the illumination of the FUEL
FILTER caution light.
Fuel system purging:
Further flight is prohibited until the fuel system is purged (see HMI) fol-
lowing:
Engine flameout caused by fuel exhaustion.
Draining fuel from engine compartment fuel drains (if installed) without
the start pump on.
Engine shutdown using emergency fuel shutoff valve.
Motoring the helicopter engine without fuel in the fuel tank.
FAA Approved
2−12 Revision 6
22,000
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
20,000
6000
18,000
NO
FLIGHT
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ 5000
16,000
PRESSURE ALTITUDE, METERS

PRESSURE ALTITUDE, FEET
14,000
4000
12,000
10,000 3000
8,000
START
6,000
FUEL PUMP
2000
ON
4,000
1000
2,000
0
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ 0
20 40 60 80 100 120 140 160
FUEL TEMPERATURE, DEGREES F
0 10 20 30 40 50 60 70
FUEL TEMPERATURE, DEGREES C
NOTES: (1) USE OF MIL−G−5572E FUEL IS LIMITED TO
A MAXIMUM OF 6 HOURS OF OPERATION
PER ENGINE OVERHAUL PERIOD.
(2) TO CONSERVATIVELY ESTIMATE THE
FUEL TEMPERATURE, ASSUME IT TO BE
EQUAL TO THE HIGHEST TEMPERATURE
THE HELICOPTER HAS BEEN EXPOSED TO
DURING THE PRECEDING 24 HOURS.
F01−007
Figure 2−4. Operating Limitations: MIL−G−5572E Emergency Fuel (Aviation Gasoline)
FAA Approved
Revision 5 2−13
2−13. INSTRUMENT MARKINGS
RED YELLOW GREEN
RED INDICATES MAXIMUM AND YELLOW INDICATES GREEN INDICATES

MINIMUM OPERATING LIMITS; CAUTIONARY OPERATING NORMAL OPERATING
THE EDGE OF A RED LINE IS THE RANGE. RANGE
LIMITING VALUE; THE POINTER
SHOULD NOT ENTER THE RED
DURING NORMAL OPERATIONS.
150 125
150 130 107 3 F
75 90 2 LBS X 100
50 PSI °C 1
75 30
150
125
150 107 3 F
75 2 LBS X 100
°C 1
75 30
150
DC AMP ENG OIL TEMP

(AMMETER) ENG OIL PRESS (ENGINE OIL TEMPERATUIRE) FUEL QUANTITY
150 AMPS 50 AND 130 PSI 107° C FUEL LOW CAUTION
35 POUNDS
66 TO 150 AMPS 50 TO 90 PSI 15° TO 30° C
0 TO 66 AMPS 90 TO 130 PSI 30° TO 107° C
KNOTS
140 20 100
20
160
50 150
140
120
40
120 40
60
100
100
80 OIL
0 PRESS
80 60 PSI
AIRSPEED INDICATOR ENGINE OIL PRESSURE

N1 TACHOMETER (LATER CONFIGURATION)
130 KNOTS 59 AND 104 50 AND 130 PSI
42 TO 130 KNOTS 59 TO 104 50 TO 90 PSI

90 TO 130 PSI F01−002A
Figure 2−5. Instrument Markings
FAA Approved
2−14 Revision 6
DUAL TACHOMETER
(BOTH FACES SHOWN FOR CLARITY) G R

B
Y
0 0
1 1
5 5
2 2
4 4
3 3
N 2 ROTOR ROTOR RPM
103 AND 104% 400 AND 514 RPM
103 TO 104% 400 TO 514 RPM
110%
10 12 90 100
80
TOT 110
8 70 TORQUE
6 60
PSI 10
C X 100 50
4 0 20
2 40 30
749° C 80.3 PSI

693 TO 749° C 70 TO 80.3 PSI
385 TO 693° C 0 TO 70 PSI
843° C
G R
B
Y
F01−003
Figure 2−6. Instrument Markings Allison − 250−C18 Engine
FAA Approved
Revision 5 2−15
DUAL TACHOMETER G R
B
Y
(BOTH FACES SHOWN FOR CLARITY)
N 2 ROTOR ROTOR RPM
103AND 104% 400 AND 523 RPM
103 TO 104% 400 TO 523 RPM
113%
10 12 90 100
80
8 TOT 110
70 TORQUE
6 60
PSI 10
C X 100 50
4 0 20
2 40 30
793° c 64.5 PSI

737 TO 793° C 56 TO 64.5 PSI
360 TO 737° C 0 TO 56 PSI
G R
B
Y 843° C
F01−004
Figure 2−7. Instrument Markings − Allison 250−C20 Engine
FAA Approved
2−16 Revision 5
2−14. PLACARDS AND DECALS
VNE, KNOTS, IAS

GROSS WEIGHT = 2000 LBS OR LESS
PRESSURE
ALTITUDE
°C x 1000 0 1 4 7 10 13 17 20
OAT
−30 116 73 40
−15 126 102 58 −−
0 130 116 86 42 −−
15 127 103 71 −− −−
30 118 89 56 −− −−
45 129 107 76 43 −− −−
VNE, KNOTS, IAS

GROSS WEIGHT = MORE THAN 2000 LBS
PRESSURE
ALTITUDE
°C x 1000 0 1 4 7 10 13
OAT
−30 92 66
−15 108 79 54
0 130 128 92 66 43
15 109 80 55 −−
30 94 68 45 −−
45 125 112 83 58 −− −−
Figure 2−8. VNE Placards − Allison 250−C18
FAA Approved
Revision 5 2−17
VNE, KNOTS, IAS

GROSS WEIGHT = 2200 LBS OR LESS
PRESSURE
ALTITUDE
x 1000
0 1 4 7 10 13 17 20
°C
OAT
−30 123 93 52 22
−15 108 78 38 −−
0 130 123 93 64 −− −−
15 109 79 50 −− −−
30 125 95 66 37 −− −−
45 112 83 −− −− −− −−
VNE, KNOTS, IAS

GROSS WEIGHT = MORE THAN 2200 LBS
PRESSURE
ALTITUDE
x 1000
0 1 4 7 10 13
°C
OAT
−30 91 64
−15 107 77 51
0 130 128 91 64 39
15 108 78 52 −−
30 93 66 41 −−
45 125 111 81 55 −− −−
Figure 2−9. VNE Placards − Allison 250−C20
FAA Approved
2−18 Revision 5
Starting Recommendations
OAT, °C −32 TO −18 −18 TO 7 7 AND ABOVE
N1% 12 13 15
THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING

LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL.
CAUTION CYCLIC
FORCES TO BE TRIMMED
TO NEUTRAL DURING
STARTUP AND SHUTDOWN
NOTE: Above placards located on instrument panel.
50 POUNDS MAXIMUM LOAD UNIFORMLY DISTRIBUTED
NOTE: Above placard located inside utility stowage compartment.
IF MOISTURE VISIBLE
AND OAT BELOW 5°C
USE ANTI−ICE
NOTE: Above placard located by OAT gauge.

Figure 2−10. Decals and Placards
FAA Approved
Revision 9 2−19
FAA Approved
2−20 Revision 9
Emergency and
Malfunction Procedures
SECTION III
EMERGENCY AND
MALFUNCTION PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
3−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1
3−2. Warning and Caution Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2
Figure 3−1. Warning and Caution Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2
3−3. Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3
Complete Power Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3
Partial Power Loss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−5
3−4. Air Restart−Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−6
3−5. Low Rotor Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−7
3−6. Emergency Landing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−7
Water Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−7
3−7. Fire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−9
Engine Fire on the Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−10
Engine Fire During Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−11
Cabin Fire/Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−12
3−8. Engine Fuel Control System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−14
Fuel Control or Power Turbine governor Failure . . . . . . . . . . . . . . . . . . . . . . . . . . 3−14
3−9. Other Engine Caution Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
Engine/Oil Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
Low Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
Engine Torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−16
3−10. Main Rotor and Tail Rotor Transmission Malfunctions . . . . . . . . . . . . . . . . . . . . 3−17
M/R Transmission Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−17
M/R Transmission Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−17
M/R Transmission Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−17
Tail Rotor Transmission Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−18
Oil Chips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−18
Oil Pressure−Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−18
FAA Approved
Revision 6 3−i
Emergency and
PARAGRAPH PAGE
3−11. Flight Control Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−19
Anti−Torque Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−19
One−Way Lock Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−20
Cyclic Trim Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−21
3−12. Abnormal Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
3−13. Fuel System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−23
Fuel Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−24
3−14. Electrical System Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
Battery Overtemperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−25
Generator Malfunction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−26
3−15. Other Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−27
Engine Air Particle Separator (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−27
3−16. Emergency Egress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−28
Figure 3−2. Emergency Exits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−28
3−17. Emergency Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−29
FAA Approved
3−ii Revision 6
(Models 369HE/HS/HM) Emergency and
SECTION III
EMERGENCY AND
MALFUNCTION PROCEDURES
250−C20 engines. When any information is affected by model designation or
engine configuration, that information will be so noted. Be sure to select the
appropriate procedure for model type and engine installed.
3−1. GENERAL
The procedures contained in this section are recommendations to be followed in

the event of an emergency or malfunction that may potentially affect the safety
of the aircrew, passengers, aircraft, or personnel on the ground.
These procedures are recommended to minimize danger to the helicopter. How-
ever, these procedures should not limit the pilot from taking additional actions
if the situation warrants.
In the event of an emergency or malfunction, the pilot’s primary consider-
ation is control of the aircraft. Then, the pilot must identify the problem
and perform the appropriate procedures relevant to the situation.
Terms such as ‘‘land immediately’’, ‘‘land as soon as possible’’, and ‘‘land
as soon as practical’’ are defined in Section I.
FAA Approved
Revision 6 3−1
Emergency and (Models 369HE/HS/HM)
3−2. WARNING AND CAUTION INDICATORS
Warning and caution indicators are located at the top of the instrument panel.
A red warning or yellow caution indicator will illuminate indicating a failure
or malfunction, and in the event of an engine failure, the engine out audible
horn will also sound.
BATTERY HOT (RED)
BATTERY WARM (YELLOW) BATTERY
ENGINE OUT AUDIBLE LATE CONFIGURATION

140F 160F
WARNING HORN
CAUTION AND
WARNING LIGHTS
PARTICLE SEPARATOR ENGINE XMSN XMSN
OIL
GEN ENGINE M/R
XMSN
T/R
XMSN FUEL FUEL PRESS
TO
BRACKET ASSEMBLY OUT OIL
PRESS TEMP OUT CHIPS CHIPS CHIPS LOW FILTER TEST
(IF INSTALLED)
FILTER
CLOGGED
SCAV AIR SWITCH

1 2 3 4 5 6 7 8 9 10
RED YELLOW
1. ENGINE OUT 4. GENERATOR OUT
2. TRANSMISSION OIL PRESSURE 5. ENGINE CHIPS
3. TRANSMISSION OIL TEMPERATURE 6. MAIN ROTOR TRANSMISSION CHIPS
7. TAIL ROTOR TRANSMISSION CHIPS
8. FUEL LOW
9. FUEL FILTER
10. PRESS−TO−TEST
BATTERY HOT (RED)

BATTERY WARM (YELLOW) BATTERY
ENGINE OUT AUDIBLE

WARNING HORN 140F 160F
EARLY CONFIGURATION
CAUTION AND
WARNING LIGHTS
PARTICLE SEPARATOR ENGINE XMSN OIL GENERATOR OIL
CHIPS
FUEL FUEL
OUT PRESS−TEMP OUT LOW FILTER
BRACKET ASSEMBLY
(IF INSTALLED)
FILTER
CLOGGED
SCAV AIR SWITCH

RED YELLOW
1. ENGINE OUT 3. GENERATOR OUT
2. TRANSMISSION OIL PRESSURE 4. OIL CHIPS
AND TRANSMISSION OIL TEMPERATURE 5. FUEL LOW
6. FUEL FILTER
F01−012
Figure 3−1. Warning and Caution Indicators
FAA Approved
3−2 Revision 6
3−3. ENGINE FAILURE
COMPLETE POWER LOSS

ENGINE
Indications: Flashing red OUT warning indicator ON with engine out audible
warning tone in headset.
Left yaw (due to a reduction in torque)

Drop in engine speed.
Drop in rotor speed.
Change in noise level.
NOTE: The amount of yaw is dependent upon the amount of torque at the moment of
power loss. High torque will cause a large yaw while low torque will cause a
relatively small yaw.
Respond immediately to the ENGINE OUT/low rotor RPM warning

WARNING by adjusting collective to maintain rotor RPM within limits, then
check engine instruments and other indications to confirm engine
trouble.
Conditions: The failure indicators are actuated when N1 falls below 55%.
Procedures: Engine Failure − In Cruise at 420 Feet AGL or Above

F Allison C−18 engine: Adjust collective pitch according to altitude and
airspeed to maintain rotor speed between 400 and 514 RPM.
F Allison C−20 engine Adjust collective pitch according to altitude and air-
speed to maintain rotor speed between 400 and 523 RPM.
F Apply pedal pressure as necessary to control aircraft yaw.
F Adjust cyclic control as necessary to control airspeed and flight path.
NOTE: The minimum rate of descent with power off will be attained at an airspeed of 60
KIAS and 400 rotor RPM.
The maximum glide distance with power off will be attained at an airspeed of 80
KIAS and 400 rotor RPM.
Glide distances attained during an actual engine out autorotation may be less
than the glide distances achieved during practice autorotations when operating
at reduced RPM (N2/NR needles joined).
F After confirming complete loss of power, time and altitude permitting,
place twistgrip in cutoff and close fuel shutoff valve.
FAA Approved
Revision 6 3−3
F Select landing area and maneuver as required.
F If operating at reduced rotor RPM to extend glide or reduce rate of de-

scent, restore rotor RPM by lowering collective prior to flare out.
F Flare as required for the terrain to reduce forward speed and rate of de-
scent. Level aircraft before ground contact.
F Touch down in a level attitude, increasing collective pitch to cushion land-

ing.
F Avoid the use of aft cyclic or rapid lowering of the collective pitch during
initial ground contact or any subsequent ground slide.
Conditions: Engine Failure − Altitude above 8 feet and below 420 feet AGL
The Height − Velocity Diagram (Ref. Section V) depicts the combinations

of airspeeds vs. altitudes wherein a successful autorotation landing can be
made in the event of an engine failure. Flight within the cross−hatched
regions represent airspeed/altitude combinations from which a successful
autorotation landing may be difficult to perform. Operation within the
cross−hatched area should be undertaken with caution.
Procedures:
F In the event of a power failure during takeoff/low level flight, the collec-
tive pitch must be initially lowered to maintain rotor speed. The amount
and duration of collective reduction depends upon the airspeed and height
above the ground at which the power loss occurs.
F As the ground is approached, flare as required to reduce forward speed

and rate of descent.
F Touch down in a level attitude, increasing collective pitch to cushion land-

ing.
F Avoid the use of aft cyclic or rapid lowering of the collective during initial
ground contact or during ground slide.
FAA Approved
3−4 Revision 6
Conditions: Engine Failure − Hovering Flight Below 8 Feet AGL
Procedures:
F Do not reduce collective pitch.
F Apply right pedal to prevent yawing.
F Increase collective pitch as necessary to cushion landing.
PARTIAL POWER LOSS
Indications: Under partial power conditions, the engine may operate smoothly with
reduced power or it may operate erratically with intermittent surges of
power.
Procedures:
F Turning the start pump ON may smooth out an erratic operating engine
and/or restore power enabling the pilot to fly to a favorable landing area.
However, do NOT disregard the need to land.
F If possible, fly at reduced power to the nearest safe landing area and land
as soon as possible. Be prepared for a complete power loss at any time.
FAA Approved
Revision 6 3−5
3−4. AIR RESTART − ENGINE
Because the exact cause of engine failure cannot be determined in flight, the
decision to attempt a restart will depend on aircraft altitude, time available,
rate of descent, and potential landing areas.
CAUTION Do not attempt restart if a malfunction is suspected.
Conditions: At low altitude or where time is critical.
Procedures:
F Close twist grip to cutoff position.
F Press start/ignition button immediately.
NOTE: Pressing the starter button actuates the igniter. If N1 is 18 percent or above, open
twist grip immediately to ground idle. N1 speeds of 25 to 40 percent are preferred
for coolest and fastest restarts. Maintain safe autorotational airspeed.
Conditions: When altitude and time permit.
Procedures:
F Perform normal engine start, if N1 has decayed below 18 percent. Refer to

Section IV, Engine Starting.
F Recommended airspeed is 60 KIAS.
F Advance twistgrip from ground idle to full open once N1 reaches 60 −

65%.
F Collective pitch: increase as required once N2/NR are 103 − 104%.
FAA Approved
3−6 Revision 6
3−5. LOW ROTOR SPEED
NOTE: Early versions of the engine power out warning unit do not sense rotor rpm and
do not activate the audible and visual warning indicators.
Indications: Red ENGINE warning indicator ON and audible warning in headset.

OUT
Drop in rotor RPM.

Change in noise level.
NOTE: The LOW ROTOR warning is activated when NR falls below approximately 460.
Conditions: Low rotor RPM will most commonly be associated with the following:
Engine Failure.
Transient rotor droop during large, rapid increases in power.
Governor failure producing an underspeed.
Procedures:
F Respond immediately to the low rotor RPM warning by adjusting collec-

tive to maintain rotor RPM within limits.
F Check other Caution/Warning indicators and engine instruments to con-

firm engine trouble and respond in accordance with appropriate proce-
dures in this section.
3−6. EMERGENCY LANDING PROCEDURES
WATER LANDING
Conditions: Power off.
Procedures:
F Adjust collective pitch as necessary to establish autorotation.
F If time permits, open doors and push door handle full down to prevent re-
latching.
F Make autorotative approach, flaring as required to minimize forward

speed at touchdown.
FAA Approved
Revision 6 3−7
F Level aircraft and apply full collective pitch as contact is made with the
water.
F When aircraft begins to roll, lower collective to full down to minimize

blades skipping off the water.
F Release safety harness and clear the aircraft as soon as the rotor blades
have stopped turning
Do not inflate personal flotation gear before exiting aircraft. Safe

WARNING exit will be restricted.
Conditions: Power on.
Procedures:
F Descend to hovering altitude over water.
F Open doors and push door handle full down to prevent relatching.
F Passengers and copilot exit aircraft.
F Fly a safe distance away from all personnel in the water to avoid injury.
F Close twistgrip to the cutoff position and perform a hovering autorotation.
F Allow aircraft to settle in a level attitude while applying full collective

pitch.
F When aircraft begins to roll, reduce collective to full down to minimize

blades skipping off the water.
F Release safety harness and exit the aircraft as soon as the blades have
stopped turning.
Do not inflate personal flotation gear before exiting aircraft. Safe

WARNING exit will be restricted
FAA Approved
3−8 Revision 6
3−7. FIRE
The safety of the helicopter occupants is the primary consideration when a fire
occurs. Therefore, if airborne, it is imperative that the pilot maintain control of
the aircraft and land immediately. If the fire occurs on the ground or upon
landing from an inflight fire, it is essential that the engine be shut down, crew
and passengers evacuated and fire fighting begun immediately. If the situation
permits, a ‘‘MAYDAY’’ radio call should be made before electrical power is OFF
to expedite assistance from fire fighting and rescue personnel.
Indications: The sound of electrical arcing, the smell of burning insulation, or the
sighting of smoke and/or flame are all possible indicators of an on board
fire. Also, the pilot may be notified of an on board fire by personnel
outside the aircraft via visual or audio communication methods.
At unprepared landing sites, dried grass or brush may catch fire

CAUTION if allowed to contact hot engine exhaust.
Procedures: Cabin Smoke and Fume Elimination
Smoke and fume accumulation in the cabin can impede the pilot’s
CAUTION ability to maintain control of the aircraft and execute a safe landing.
To protect the pilot and passengers from the effects of toxic fumes
and smoke, ventilate the cabin:
F Cabin heat (if source of smoke is OFF

the cabin heat duct)
F Fresh air vent OPEN
F Pilot/Cabin door vents OPEN AND FACING AFT
NOTE: If necessary, open pilot’s door to expedite smoke and fume evacuation. Door will
stabilize open a few inches in forward flight.
FAA Approved
Revision 6 3−9
Procedures: Aircraft Evacuation
F A thorough preflight passenger briefing is essential for a quick and safe

evacuation of passengers and crew when fire is involved. How to release
seat belts, the opening of doors, the proper exiting of the helicopter
keeping head and hands low to avoid the main rotor, are all critical to
insure the safety of passengers and crew.
Procedures: Fire extinguisher
F Pilots should be familiar with the operating instruction and hazards

associated with the particular type of fire extinguisher installed in their
aircraft. Classes (type) of fire for which it is approved, operating
instructions, and hazards associated with its use are listed on the
extinguisher.
F Use of a fire extinguisher on a cabin fire while still airborne is NOT

recommended and should only be considered after all other means to
extinguish and control the fire have been tried. The pilot’s first
responsibility is to fly the helicopter and land immediately. Once on the
ground, with passengers and crew evacuated, attention can be turned to
extinguishing the fire.
F If a fire extinguisher is discharged in the cabin, use only the amount of

extinguishing agent necessary to extinguish the fire. This will minimize
the adverse effects of the particular agent being used in a confined and
occupied space. Ventilate the cabin area as soon as possible after
extinguishing the fire.
Use extreme caution when attempting to extinguish an aircraft fire

WARNING on the ground. The possibility of an explosion should not be
disregarded!
ENGINE FIRE ON THE GROUND
Conditions: Engine fire during starting
An engine fire during start could be caused by an overloading of fuel in

the combustion chamber and a delayed ignition of the fuel resulting in
flame emanating from the engine exhaust. This condition is normally
accompanied by a rapid rise in TOT. To extinguish the fire:
FAA Approved
3−10 Revision 6
Procedures:
F Twistgrip CUTOFF
F Starter MOTOR UNTIL TOT IS BELOW 150°C
F Fuel shut−off valve PULL TO CLOSE
Conditions: Engine compartment fire
Procedures:
F Twistgrip CUTOFF
F Fuel shutoff valve PULL TO CLOSE
F BATTERY/EXT PWR switch OFF
F Passengers/crew EVACUATE
If time and situation permit:

F Rotor brake (if installed) APPLY
F Secure area HAVE PASSENGERS AND SPECTATORS
MOVE A SAFE DISTANCE FROM THE AIR-
CRAFT
F Fire extinguisher USE AS APPROPRIATE
ENGINE FIRE DURING FLIGHT
Conditions: At low altitude (AGL)
Procedures:
F Land immediately POWER ON APPROACH AND LANDING

WITHOUT DELAY
F Twistgrip CUTOFF−AS SOON AS HELICOPTER IS ON
GROUND
FAA Approved
Revision 6 3−11
Conditions: At high altitude (AGL)
Procedures:
Prevailing circumstances such as altitude (AGL), available landing areas,

and confirmation of engine fire must be considered in order to determine
whether to execute a power−on approach, as described for low altitude
(AGL) fires, or a power off autorotational descent to the ground. If a
power off descent is chosen proceed as follows.
F Collective DOWN TO ESTABLISH AUTOROTATION TO

SELECTED AREA
F Twistgrip CUTOFF
F Radio ‘‘MAYDAY’’ CALL
F Execute autorotational landing MAINTAIN CONTROL
CABIN FIRE/SMOKE
Conditions: On ground
Procedures:
F Twistgrip CUTOFF
If time and situation permit:

F Rotor brake (if installed) APPLY
F Secure area HAVE PASSENGERS AND SPECTATORS
MOVE A SAFE DISTANCE FROM THE AIR-
CRAFT
F Fire extinguisher USE AS APPROPRIATE
FAA Approved
3−12 Revision 6
Conditions: In flight
Procedures:
F Land immediately POWER ON APPROACH AND LANDING

WITHOUT DELAY
F Air vents VENTILATE CABIN AS NECESSARY
F Twistgrip CUTOFF−AS SOON AS HELICOPTER IS ON
GROUND
If unable to land immediately and fire source can be identified:

F Malfunctioning system OFF
F Fire extinguisher USE AS NECESSARY
F Cabin VENTILATE
F Land AS SOON AS POSSIBLE
If fire source is unknown:

F Cabin heat OFF
F GEN OFF
F All electrical circuits OFF
(not required for safety of flight)
F Cabin VENTILATE
F Land AS SOON AS POSSIBLE
FAA Approved
Revision 6 3−13
3−8. ENGINE FUEL CONTROL SYSTEM MALFUNCTIONS
FUEL CONTROL OR POWER TURBINE GOVERNOR FAILURE
Indications: Failure is indicated by an instrument needle fluctuation.

A rise or drop of:
N1
N2/NR
TOT
Torque
Conditions: Failure Producing an Overspeed.
Indications: Engine torque, TOT, N1 and N2/NR, suddenly increasing.

Possible right yaw.
Procedures:
F Increase collective to load the main rotor, simultaneously rolling the twist-
grip toward the ground idle position until control of N2 speed is obtained.
F Manually control N2 speed (103−104%) with the pilots twistgrip.
F If operating RPM cannot be controlled, close twistgrip to CUTOFF and

make an autorotational landing.
CAUTION Immediate pilot action is necessary because engine torque, TOT,

N2, and rotor rpm may suddenly increase above approved limits.
When shutting down the engine, do not reduce collective pitch until
the rotor rpm has decreased to within the normal operating range.
FAA Approved
3−14 Revision 6
Conditions: Failure Producing an Underspeed:
Indications:
N2/NR decaying.
Possible left yaw.
Possible low rotor warning indication.
Procedures:
F Lower collective to maintain rotor RPM in the green (400−514) and at-
tempt level flight at 60 knots IAS.
F If power is insufficient for level flight or a power−on decent, make an au-

torotational landing.
Conditions: Power Turbine Governor Surge.
Indications: N2 fluctuating: governor not maintaining pre−set speed (103−104%N2).
Procedures:
NOTE: Turning the start pump ON may allow the engine to operate smoothly. If
operation of the engine returns to normal, it may be possible to fly to a favorable
landing area, however do not disregard the need to land.
F Beep N2 to maximum.
F Control N2 manually with twistgrip (103% to 104% N2).
NOTE: This action takes the governor out of the system allowing the pilot manual control
of the N2 and should eliminate the surge.
FAA Approved
Revision 6 3−15
3−9. OTHER ENGINE CAUTION INDICATIONS
ENGINE/OIL CHIP DETECTOR
Indications: Yellow ENGINE indicator ON.

CHIPS
Conditions: Metal contamination of engine oil.
Procedures:
F Land as soon as possible.
Indications: Yellow OIL indicator ON (early configuration).

CHIPS
Conditions: Metal contamination of engine, main or tail rotor transmission oil.
Procedures:
LOW ENGINE OIL PRESSURE

Indications: Oil pressure decreasing below normal operating range (Ref. Section II).
Conditions: In flight.
Procedures:
F Shut engine down.
Conditions: On ground.
F Shut engine down.
ENGINE TORQUE
Indications: Loss of engine torque indication.
NOTE: Loss of torque indication may be the result of broken torque meter tubing.
Conditions: In flight.
FAA Approved
3−16 Revision 6
Procedures:

F Shut engine down.
Conditions: On ground.
F Shut engine down.
3−10. MAIN ROTOR AND TAIL ROTOR TRANSMISSION MALFUNCTIONS
M/R TRANSMISSION OIL PRESSURE
XMSN
Indications: Red OIL indicator ON (late configuration).
PRESS
Conditions: Transmission oil pressure low.
Procedures:

M/R TRANSMISSION OIL TEMPERATURE
XMSN
Indications: Red OIL indicator ON (late configuration).
TEMP
Conditions: Transmission oil temperature exceeds maximum limit.
Procedures:
M/R TRANSMISSION CHIP DETECTOR
M/R
Indications: Yellow XMSN indicator ON (late configuration).
CHIPS
Conditions: Metal contamination of oil.
Procedures:
FAA Approved
Revision 6 3−17
TAIL ROTOR TRANSMISSION CHIP DETECTOR
T/R
Indications: Yellow XMSN indicator ON (late configuration).
CHIPS
Conditions: Metal contamination of oil.

Procedures:
OIL CHIPS
Indications: Yellow OIL indicator ON (early configuration).

CHIPS
Conditions: Metal contamination of engine, main or tail rotor transmission oil.
Procedures:
OIL PRESSURE−TEMPERATURE
Indications: Yellow XMSN OIL indicator ON (early configuration).

PRESS−TEMP
Conditions: Transmission oil pressure low or transmission oil temperature exceeds

maximum limit.
Procedures:
FAA Approved
3−18 Revision 6
3−11. FLIGHT CONTROL MALFUNCTIONS
ANTI−TORQUE FAILURE
Different types of failure may require slightly different techniques for optimum
success in recovery. Therefore, it is not possible to provide a standardized solu-
tion for an anti−torque emergency.
The nose of the aircraft will turn right with power application. The nose of the
aircraft will turn left with power reduction.
Conditions: Complete loss of thrust − Forward flight
This involves a break in the drive system (ie., a broken drive shaft) that
causes the tail rotor to stop turning, resulting in a complete loss of
thrust. Directional control becomes dependant on airspeed and power
setting.
Indications: Failure is normally indicated by an uncontrollable (by pedal) yawing to the

right.
Procedures:
F Reduce power by lowering collective.

F Adjust airspeed to 50 − 60 knots.
F Use left lateral cyclic in combination with collective pitch to limit left
sideslip to a reasonable angle.
F If conditions permit, place the twistgrip in the ground idle position once a
landing area is selected and perform a normal autorotation. Plan to touch
down with little or no forward speed.
Conditions: Complete loss of thrust − at a hover
Indications: Failure is normally indicated by an uncommanded right turn.
Procedures: Place the twistgrip in the ground idle position and perform a hovering
autorotation.
When hovering at altitudes within the cross−hatched areas

WARNING depicted on the Height Velocity Diagram (Ref. Section V), reduce
altitude to 8 feet or less prior to placing the twistgrip in the ground
idle position and performing a hovering autorotation.
FAA Approved
Revision 6 3−19
Conditions: Anti−torque failure, fixed tail rotor pitch setting.
Procedures:
F Adjust power to maintain 50 − 60 knots airspeed.
F Perform a shallow approach and running landing to a suitable area,

touching down into wind at a speed between effective translational lift
and 30 knots. Directional control may be accomplished by small adjust-
ments in throttle and or collective control.
ONE−WAY LOCK FAILURE

NOTE: The one−way lock assembly is a self−contained hydraulic unit that prevents aft
feedback forces in the longitudinal cyclic control system.
Indications: Aft feedback in the cyclic at high airspeed and/or during pull ups from
high airspeed or higher than normal forces required to move the cyclic
longitudinally.
NOTE: If the one−way lock has a push rod shaft or check valve seizure in the closed
valve position, a pull or push of 30 pounds will be necessary to open the hydraulic
relief valve and bypass the check valve. This additional pull or push will be
required for each subsequent longitudinal movement of the cyclic stick.
Procedures:
F Reduce airspeed to 100 KIAS or less.
F Limit cyclic movement to those movements required to safely fly the heli-
copter. Abnormal or extreme control inputs are not not necessary.
FAA Approved
3−20 Revision 6
CYCLIC TRIM FAILURE
Indications: Inability to reduce cyclic forces with the cyclic trim switch. The failure will
be one of the following types.
Control of the helicopter is the primary consideration of a pilot

WARNING confronted with any type of trim motor or switch malfunction. The
pilot−in−command should land the helicopter immediately if the
pilot’s physical condition, strength, or threshold of fatigue, would
compromise their ability to safely control the helicopter in
continued flight.
Indications: Inoperative trim
Conditions: The trim motor fails to respond to application of the cyclic trim switch in
one or more directions.
Procedures:
F Establish a safe flight condition that produces the least cyclic control
force. Normally straight and level at the last trimmed airspeed.
F Actuate the trim switch thru all positions in an attempt to restore trim
capability and determine the extent of trim failure. If restored, trim to a
near neutral position and land as soon as practical avoiding further trim-
ming.
F If trim failure is determined to be in all directions, and control of the he-

licopter can be maintained safely, Check/reset TRIM circuit breaker.
F Land as soon as practical if unable to re establish full cyclic trim control

with the pilot’s cyclic.
FAA Approved
Revision 6 3−21
Conditions: Runaway trim
Indications: An uncommanded longitudinal or lateral cyclic trim actuation. The cyclic

may move to a full travel position or some intermediate position resulting
in cyclic forces up to the maximum. Uncommanded movement can occur
after cyclic trim switch actuation or as a result of an electrical short.
NOTE: Runaway cyclic trim failures can produce cyclic stick forces of approximately 30
pounds in the direction of the runaway. Although the forces required to move the
cyclic will be higher than normal, the helicopter will respond normally to all cyclic
inputs by the pilot.
Procedures:
F Establish a safe flight condition that produces the least cyclic control
force.
NOTE: If a forward longitudinal runaway trim failure is experienced, it may be possible

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

the wind and do not hover downwind.
FAA Approved
3−22 Revision 6
3−12. ABNORMAL VIBRATIONS
Indications: Sudden, unusual or excessive vibrations occurring during flight.
Conditions: The onset of unusual or excessive vibrations in the helicopter may be an

indication of problems in the rotor or drive train systems.
Procedures:
F LAND AS SOON AS POSSIBLE.
F No further flights should be attempted until the cause of the vibration

has been identified and corrected.
3−13. FUEL SYSTEM MALFUNCTIONS
FUEL FILTER
Indications: Yellow FUEL caution indicator on.

FILTER
Conditions: A predetermined pressure differential across the filter has been reached
and an impending bypass condition exists.
Procedures:
F Turn on start pump.
F Continue flight
If any unusual engine indications or conditions occur, land as soon

CAUTION as possible.
F Turn start pump ON, monitor engine instruments and continue flight.
F Service the fuel filter prior to the next flight. (Ref. the HMI and the Alli-
son Engine Operation and Maintenance Manual).
NOTE: Following the completion of the flight in progress, additional flight is prohibited
until the fuel filter has been serviced.
FAA Approved
Revision 6 3−23
FUEL LOW
FUEL
LOW
Indications: Yellow indicator ON when approximately 35 pounds of fuel
remains in fuel tank.
Procedures:
F Avoid large steady side slip angles and uncoordinated maneuvers.
Never use the FUEL LOW light as a working indication of fuel

CAUTION quantity.
Fuel consumption rates vary with power demand. Pilots should

WARNING land prior to fuel exhaustion. Fuel exhaustion will result in engine
flameout.
FAA Approved
3−24 Revision 6
3−14. ELECTRICAL SYSTEM MALFUNCTIONS
BATTERY OVERTEMPERATURE
BATTERY
Indications: Red 140F 160F battery 160°F warning indicator ON.
Conditions: Battery overtemperature at 160°F(71°C) or above.
Procedures:
F Battery switch: OFF
F Land as soon as possible
NOTE: No further flights are authorized until battery is inspected and cause of overtemp
corrected.
BATTERY
Indications: Yellow 140F 160F battery 140°F caution indicator ON.
Conditions: Battery overtemperature at 140°F (60°C).
Procedures:
F Battery switch: OFF
F Battery must remain off line during remainder of flight.
NOTE: The Yellow battery 140°F light will go out after the battery has cooled to below
140°F (60°C). No further flights are authorized until battery is inspected and
cause of overtemp corrected.
FAA Approved
Revision 6 3−25
GENERATOR MALFUNCTION
Indications: Yellow GEN indicator ON and ammeter indicating zero.

OUT
Conditions: Generator is not powering electrical bus.
Procedures:
F Check generator (GEN) circuit breaker IN
F Turn the generator (GEN) switch, OFF then ON to reset.
F If GEN OUT indicator remains ON or comes back ON, pull generator cir-
cuit breaker OUT and insure generator switch is in the ON position for
the remainder of the flight.
NOTE: The generator switch must be in the ON position to enable the Engine Out/Low
Rotor audio warning to function as required.
F If GEN OUT indicator remains ON, reduce electrical load to a minimum.
F Land as soon as practical.
FAA Approved
3−26 Revision 6
3−15. OTHER MALFUNCTIONS
ENGINE AIR PARTICLE SEPARATOR (IF INSTALLED)
Indications: Yellow FILTER indicator ON.

CLOGGED
Conditions: A predetermined pressure differential has been reached across the engine
air inlet.
Procedures:
F FILTER BYPASS control handle: pull OPEN
F SCAV AIR: OFF
F Service particle separator prior to next flight (Ref. HMI).
To prevent compressor erosion avoid operation in a dirty or dusty

CAUTION environment with the filter bypass door open.
FAA Approved
Revision 6 3−27
3−16. EMERGENCY EGRESS
Pilot compartment doors:

Pilot doors function as primary and emergency exits.
Cabin doors:
Passenger doors function as primary and emergency exits.
EXIT
TO
OPEN
TO
LOCK
CAUTION
SAFELOCK
INNER HANDLE
PILOT COMPARTMENT DOOR LH (TYPICAL) IN POSITION
SHOWN BEFORE
FLIGHT
PILOT/PASSENGER COMPARTMENT DOOR EXIT
F01−058
Figure 3−2. Emergency Exits
FAA Approved
3−28 Revision 6
3−17. EMERGENCY EQUIPMENT
First Aid Kit:

The first aid kit is located on the right side forward edge of the pilot’s seat
structure.
The kit is a commercial type containing the items necessary to render lim-
ited emergency first aid.
Fire Extinguisher:
The fire extinguisher is located on the pilot side forward door frame.
See the paragraph in this section entitled ‘‘FIRE’’ for recommended use of
fire extinguisher.
FAA Approved
Revision 9 3−29
FAA Approved
3−30 Revision 9
(Models 369HE/HS/HM) Normal Procedures
S E C T I O N IV
NORMAL PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE
4−1. Preflight Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1
Figure 4−1. Pilot’s Preflight Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2
Daily Preflight Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3
Figure 4−2. Instrument Panel (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−9
Figure 4−2. Instrument Panel (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−10
Figure 4−3. Cyclic and Collective Stick Grip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−11
4−2. Engine Pre−Start Cockpit Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−12
4−3. Engine Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−15
4−4. Engine Run−Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−17
4−5. Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−19
4−6. Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−19
4−7. Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−21
4−8. Low Speed Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−21
4−9. Practice Autorotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−22
4−10. Doors Off Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−23
4−11. Cold Weather Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−24
4−12. Landing Approach . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−24
4−13. Running Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−24
4−14. Engine/Aircraft Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−25
4−15. Post Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−27
4−16. Deceleration Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−27
4−17. Normal Engine Restart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−28
4−18. Noise Impact Reduction Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−28
FAA Approved
Revision 9 4−i
Normal Procedures (Models 369HE/HS/HM)
FAA Approved
4−ii Revision 9
SECTION IV
NORMAL PROCEDURES
4−1. PREFLIGHT REQUIREMENTS
250−C20 engines. When information is affected by model designation or engine
data for model type and engine installed.
‘‘CHECK’’ means to observe the helicopter and note any obvious damage.
Damage is defined as any condition that is not normal or not within limits.
Examples of conditions to look for are: inoperable equipment, excessive leak-
age, discoloration caused by heat, loose attachment, dents, cracks, punctures,
abrasion, chafing, galling, nicks, scratches, delamination and evidence of corro-
sion. These are the most common types of damage, however, checks should not
be limited to these items.
Further checks shall be performed before the next flight if discrepancies are
noted to determine if the aircraft is airworthy. Flight is prohibited when unrep-
aired damage exists which makes the aircraft unairworthy.
Have a thorough understanding of operating limitations. (Ref. Section II).
Service helicopter as required. (Ref. Section VII and the Aircraft Maintenance
Manual).
Determine that helicopter loading is within limits. (Ref. Sections II and VI).
Checkhelicopterperformancedata.(Ref. Sections V, VII,andIX).
Be sure to include a review of the appropriate flight manual

CAUTION supplemental data for type of optional equipment installed
(including STC items) as a regular part of preflight planning (Section
IX).
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. Sec. I, Pilot’s Briefing).
FAA Approved
Revision 5 4−1
F01−014
Figure 4−1. Pilot’s Preflight Guide
FAA Approved
4−2 Revision 5
DAILY PREFLIGHT CHECKS
PRELIMINARY CHECKS
F Fuel cell drain valve − take sample (Start Pump OFF) CHECK FOR
CONTAMINANTS
FUSELAGE − FORWARD END
F Aircraft tiedowns and covers REMOVED

F Aircraftattitudeforweakordamageddampers CHECK
F Canopy:
F F Condition and cleanliness CHECK
F F OAT thermometer sun shield CHECK
F Fresh air vent NO OBSTRUCTIONS
F Pitot tube NO OBSTRUCTIONS
F Anti−torque pedals:
F F Condition and security ofquick−releasepins(both CHECK
sides with dual controls)
F Landing light CHECK
F Antennas CHECK
F Lower access panels CHECK
F Lower fuel tank vent fairing NO OBSTRUCTIONS
FAA Approved
Revision 5 4−3
FUSELAGE − RIGHT SIDE

F Landing gear:
F F Skid tube CHECK
F F Abrasion strips CHECK
F F Strut fairings and cuffs CHECK
F F Position light − skid or step CHECK
F Fuselage skin CHECK
F Right side static port NO OBSTRUCTIONS
F Passengerstepsforconditionandsecurity CHECK
F Right front door for condition and latching CHECK
F Right front interior:
F F Seats, seat belts, and shoulder harness CHECK
F F Co−pilot controls (if installed) CHECK
F F First aid kit CHECK
F F Airworthiness and Registration certificates CHECK
F Right front door for condition and latching CHECK
F Right cabin interior:
F F Forward landing gear damper CHECK
F F Seats, seat belts, and shoulder harness CHECK
F F Loose equipment or cargo SECURED
NOTE: With passengers in cabin, cargo or baggage should be secured so as not to block
emergency egress.
Refer to ‘‘DOORS OFF FLIGHT” if planning flight with doors removed.
F F Cabin heat outlets AS DESIRED

F F M/R transmission oil level CHECK
F Engine air inlet bypass door CHECK
FAA Approved
4−4 Revision 5
F Rotor system:
F F Main rotor hub, pitch control rods, blade dampers for CHECK
correct phasing, swashplate and mast
F F Main rotor strap pack CHECK
F F Blade and damper attach pins CHECK
F F Main rotor blade root fittings, lead−lag link assemblies CHECK
and lead−lag nuts for cracks.
F F Main rotor blades for chordwise cracks on the underside CHECK
of the blade skin and doubler.
F Engine air inlet NO OBSTRUCTIONS
If helicopter has been standing in falling snow, clear engine inlet

CAUTION area and surrounding skin areas of all accumulated snow and ice.
Open plenum chamber door and inspect the inlet screen and
particle separator (if installed) for ice and snow blockage.
F Oil cooler air inlet CHECK

F All inspection panels and cabin doors SECURED
F Fuel level; cap security CHECK
F Engine oil level; cap security CHECK
NOTE: Engine oil level should be checked within 15 minutes after shutdown.
TAILBOOM AND TAIL ROTOR

F Tailboom NO DAMAGE
ALLOWED
F Antennas (if installed) CHECK
F Position and anti collision lights CHECK
F Stabilizers and strut for obvious damage. Check for secure CHECK
attachment.
F Tail skid CHECK
F Tail rotor transmission:
F F Tail rotor transmission attach bolt faying surfaces for CHECK
evidence of movement.
FAA Approved
Revision 9 4−5
F F Chip detector and wiring. CHECK

F F Control push−pull rod and bellcrank. CHECK
F F Tail rotor transmission oil level. CHECK
F F Output shaft dust cover, retainer nut, tang washer CHECK
and rubber bumper.
Check for torque stripe paint across retainer nut, tang washer, and
CAUTION fork assembly. If torque stripe on nut and tang washer is not in
line with stripe on drive fork, the tang washer inner key tang may
be sheared. Advise maintenance.
F Tail rotor drive fork conical/sphericalbearings (if
installed):
F F Pivot tail rotor hub and fork through full range of travel CHECK
and check for axial play between the conical bearing
inner and outer races. No play is allowed.
F Tail rotor drive fork elastomeric bearings (if installed):
NOTE: Check bearing for general condition. Elastomeric bearings are suspected of
being unserviceable if rubber deterioration or separation, or a vibration is noted.
Evidence of light swelling, pock marks and crumbs are surface conditions and
are not indications of bearing failure.
F F Apply teetering force by hand to tail rotor blades CHECK
(stop−to−stop). Check for fork−to−bearing bond failure.
Failure is indicated by any motion between outer
bearing cage and fork (bearing turns in fork).
F F Teeter blades stop−to−stop. Observe four radial molded CHECK
ridges on each bearing as teetering takes place. If ridges
assume continuous curved shape, bearings are intact.
Discontinuity in molded ridges indicates bearing failure.
F Tail rotor pitch bearing
F F Hold tail rotor hub firmly and check lead−lag play at CHECK FOR WEAR
tip of each blade. Play in excess of approximately 0.25
in. on either blade is not considered acceptable.
F Tail rotor blades and abrasion strips CHECK
NOTE: Visually check each tail rotor blade abrasion strip for evidence of debonding
along the abrasion strip/airfoil bond line.
F Tail rotor blade pitch links CHECK
F Tail rotor drive shaft coupling NO DAMAGE
ALLOWED
F F Rock tail rotor back and forth in plane of rotation and check main rotor blades
for coincidental movement.
NOTE: If tail rotor blade tip moves in excess of 3/4 inch (1.9 cm) without coincidental
movement of the main rotor blades, inspect tail rotor drive shaft couplings in
accordance with the Handbook of Maintenance Instructions.
FAA Approved
4−6 Revision 6
F Main rotor blades for condition and abrasion strip for CHECK
condition and bonding (do not handle trim tabs)
F Overrunning clutch (turn main rotor blade forward then CHECK
aft)
F All inspection panels CHECK
ENGINE COMPARTMENT
F Engine mounts, mounting pads, and firewalls CHECK

F Landing gear attach points, rear dampers (leaks, inflation CHECK
and evidence of hard landing)
F Engine oil, air, and fuel lines CHECK
F Engine electrical connections CHECK
F Fuel control, N2 governor, and associated linkages CHECK
F Scavenge oil filter bypass indicator (if installed) CHECK
F Exhaust ducts CHECK
F Engine compartment doors for condition and security CHECK
FUSELAGE − LH SIDE
F Skid, strut fairings, strut cuff. CHECK

F Position light − skid or step. CHECK
F Pilot and cabin doors − condition and latching CHECK
F Overhead canopy CHECK
FUSELAGE − UNDERSIDE

F Cargo hook (if installed) CHECK
F Fuel tank vent NO OBSTRUCTIONS
F Antennas CHECK
F Anti−collision light CHECK
FAA Approved
Revision 5 4−7
AFT COMPARTMENT
F Oil cooler blower belt CHECK

F Fuel cell access panels SECURED
F Controls access panel SECURED
NOTE: Refer to Paragraph ‘‘DOORS OFF FLIGHT’’ if planning flight with doors
removed.
F Loose equipment or cargo SECURED
F Seats, seat belts, and shoulder harness CHECK
F Compartment doors closed and latched CHECK
FORWARD COMPARTMENT
F Battery compartment CHECK

F Fire extinguisher and first aid kit CHECK
F Loose equipment or cargo CHECK
NOTE: Refer to Paragraph ‘‘DOORS OFF FLIGHT’’ if planning flight with doors
removed.
F Seats, seat belts, and shoulder harness CHECK
F Interior and exterior lights (all switches OFF after check) CHECK
PREFLIGHT CHECKS
Perform these checks prior to subsequent flights of the same day.

F Fluid levels CHECK
F Engine compartment − fluid leaks and CHECK
bypass indicators
F Air inlet screens/particle separator CHECK
F Fuel cap, access doors and panels CHECK
F Main rotor blades CHECK
F Tailboom and empennage CHECK
F Tail rotor rotor blades CHECK
F Cargo and loose equipment CHECK
F Crew and cabin doors CHECK
FAA Approved
4−8 Revision 5
BATTERY TEMPERATURE
SENSING CAUTION
AND WARNING LIGHTS BATTERY
MAGNETIC COMPASS
140F 160F
ENGINE OUT AUDIBLE
WARNING HORN
CAUTION AND
WARNING LIGHTS
OIL
CHIPS
AIRSPEED INDICATOR
SCAVENGE AIR
(IF INSTALLED)
N2 AND NR (ROTOR) ALTIMETER

TACHOMETER INDICATOR
BLANK PLATES
(5 PLACES)
TORQUE GAGE
TURBINE OUTLET FAIRING

TEMPERATURE (TOT) AND HOOD
INDICATOR
START PUMP LIGHT
INSTRUMENT
N1 TACHOMETER IN- CLUSTER (4 PACK)
DICATOR
F01−013−1
Figure 4−2. Instrument Panel (Sheet 1 of 2)
FAA Approved
Revision 5 4−9
BATTERY TEMPERATURE
SENSING CAUTION BATTERY CLOCK
AND WARNING LIGHTS
ENGINE OUT AUDIBLE 140F 160F
WARNING HORN
CAUTION AND
WARNING LIGHTS
ALTIMETER
AIRSPEED INDICATOR
SCAVENGE AIR
(IF INSTALLED)
N2 AND NR (ROTOR) TACHOME-

TER INDICATOR
TORQUE
GAGE
TURBINE OUTLET
TEMPERATURE (TOT)
INDICATOR
INSTRUMENT CLUSTER
N1 TACHOMETER (3−PACK)
INDICATOR
ENGINE OIL
PRESSURE INDICATOR
F01−013−2
Figure 4−2. Instrument Panel (Sheet 2 of 2)
FAA Approved
4−10 Revision 5
SWITCH HOUSING SWITCH HOUSING

LANDING LIGHT
SWITCH
IDLE RING
PILOT’S THROTTLE
TWISTGRIP
COPILOT’S
TWISTGRIP
THROTTLE TWIST- GOVERNOR INCREASE/DE-
GRIP FRICTION CREASE SWITCH
NUT
COLLECTIVE STICK FRIC-

TION NUT
COPILOT’S COLLECTIVE
STICK (OPTIONAL)
PILOT’S COLLECTIVE
STICK
DWN
CARGO HOOK RE-

LEASE R
CYCLIC TRIM
SWITCH
ICS/COMM L
TRIGGER
UP
START
BUTTON
PILOT’S COL-
LECTIVE
F01−012
Figure 4−3. Cyclic and Collective Stick Grip
FAA Approved
Revision 5 4−11
4−2. ENGINE PRE−START COCKPIT CHECK
ELECTRICAL POWER − OFF

F All cabin doors CLOSED AND SAFELOCKED CHECK
F Tail rotor pedals ADJUST
NOTE: Adjust pedal position to insure that the pedals can be moved throughout the
entire range of travel.
F Tail Rotor pedal lock pins SECURED
F Seat belt and shoulder harness for proper fit and FASTENED
engagement of buckle
NOTE: Insure center seat shoulder harness crosses over center of body.
F Operationofshoulderharnessinertia lock CHECK
F Cyclic, collective (frictionsoff), and pedals CHECK
FULL TRAVEL
F Cyclic stick NEUTRAL
FRICTION ON
NOTE: Cyclic stick longitudinal neutral position is about 35 percent (1/3) travel from full
aft; lateral position may be determined by centering the friction control knob in
the guide link.
F Tail rotor pedals CENTERED
F Collective stick FULL DOWN
FRICTION ON
F Landing light OFF
F Rotor brake handle (if installed) STOWED
F Air filter BYPASS CONTROL handle (if installed) CHECK SECURITY AND
POSITION
F Anti−ice valve OFF
F Cabin heat (if installed) OFF
Attempting to start the engine with any bleed air device ON may
CAUTION result in a ‘‘Hot Start’’.
F Magnetic compass heading CHECK

F VNE card SELECT
F Static position of all instruments CHECK
FAA Approved
4−12 Revision 5
F Altimeter SET
F All electrical switches OFF
F Radio switches OFF
F Circuit breakers AS REQUIRED
F Fuel shutoff valve OPEN (IN)
ELECTRICAL POWER − ON
F Electrical power: Battery or external power start:
F F BATTERY/EXT PWR switch−set to BATTERY for AS REQUIRED
battery start; to EXT PWR for external power start
F F If used, connect ground power cart per manufacturer’s
instructions.
NOTE: Minimum power required 20V dc with 500 amp load. Maximum power allowable
28.5V dc with 500 amp load.
F F Lights AS REQUIRED
F F Ignition key ON
F ENGINE OUT warning system check GEN SWITCH ON
THEN OFF
NOTE: Proper engine out warning system operation is indicated by flashing indicator
light on the caution and warning light panel and audible warning in headsets (if
installed) and external horn mounted on the instrument panel. Audio warning
system will be inoperative if generator (GEN) switch is set to OFF.
F Auto−reignition test (if installed) CHECK
(REF. SECTION IX)
F Fuel gauge CHECK READING
F All other instruments CHECK
F Transmission,engineoutwarning lights and generator ON
caution light
F Warning and caution light checks:
F F Press−to−testcautionandwarning lights CHECK
F F Caution light dimming (early models with night CHECK
lighting kit, or late models with caution light dim
switch.)
FAA Approved
Revision 5 4−13
NOTE: Caution lights will return to bright when all power is removed (BATTERY and
GEN OFF) and restored, or by pulling and resetting the PNL LT circuit breaker.
F F Caution light dimming (lights on some later models CHECK
may be dimmed by pressing the legend face of the
indicator. Pressing the indicator a second time
restores the light to bright)
F Twistgrip to FULL OPEN, return to GROUND IDLE CHECK
STOP, then to CUTOFF position
F Cyclic trim control check:
F F Cyclic friction OFF
F F Momentarily motor cyclic trim control− forward, left, OPERATE
right, aft − listen for motor actuation
FAA Approved
4−14 Revision 5
4−3. ENGINE START
F Cyclic stick trimmed to neutral; friction − ON RECHECK
Do not attempt engine start with cyclic stick in positions other than
CAUTION neutral. Damage to rotor head and controls will result.
F Collectivestick− full down; friction on RECHECK

F Twistgrip − CUTOFF position RECHECK
F Start pump AS REQUIRED
NOTE: Start pump required when using alternate or emergency fuels (Ref. Section II).
F Rotors CLEARED
F Start/ignition button PRESS AND HOLD
NOTE: Starter time limits are 1 minute ON, 1 minute OFF; 1 minute ON, and 23 minutes
OFF.
F Rotate twistgrip the appropriate amount (based on type of engine control system) for
ignition when N1 indicates 12 to 15 percent (see Section II, Minimum N1 Speed
Starting Recommendations Placard).
NOTE: The 250−C20 Series engine has two qualified control systems. They are:
The Bendix system which uses an automatic start mode and the CECO system
which uses a modulated start mode. The 250−C18 Series engine uses only the
automatic start mode.
Automatic Start Mode (Bendix system):
Rotate twistgrip to ground idle for ignition when N1 indicates 12 to 15 per-
cent.
Modulated Start Mode (Ceco system):
Rotate twistgrip toward ground idle until engine lights off when N1 indi-
cates 12 to 15 percent. Monitor TOT and N1 and adjust twistgrip to acceler-
ate N1 to idle while maintaining TOT within specified limits. Insure twist-
grip is in the ground idle detent once N1 is at idle (61% − 65%).
NOTE: Peaking of N1 below 15 percent may occur during cold weather starting
conditions. Under these conditions, a start may be attempted at a minimum of
12 percent N1. APU starts are recommended when normal cranking speed can
not be obtained by using the battery.
FAA Approved
Revision 6 4−15
During starts, overtemperatures between 793°C (C20) or 749°C

CAUTION (C18) and 927°C are permitted for up 10 seconds with a momentary
peak at 927°C for not more than 1 second. Consult Allison Engine
Operation and Maintenance Manual if these limits are exceeded.
ABORT START IF:

1. An immediate temperature rise is not observed on the TOT
indicator.
2. No indication of engine oil pressure is observed.
3. Main rotor is not rotating by 25 percent N1.
4. A zero or positive indication is observed on ammeter with the
start button pressed.
NOTE: If an engine fire (may be indicated by flames emanating from the tailpipe) occurs,
pull out fuel valve and abort start.
F Abort start procedures:
F F Close twistgrip to the cutoff position.
F F Use starter to continue motoring engine for at least ten seconds or until TOT
decreases below 150°C.
F Start/ignition button−release at 58 to 60 percent N1 RELEASE
F Engine oil pressure50 to 130 psi CHECK
NOTE: During cold weather operation, 150 psi oil pressure is allowable following an
engine start. Remain at ground idle RPM until normal oil pressure limits are
attained.
F Allcautionandwarningindicators out CHECK
NOTE: Transmission oil pressure warning (XMSN OIL PRESS) indicator will go out
within 30 seconds from engine light−off; GEN OUT indicator will remain on until
the generator switch is moved to the GEN position.
F Engine idle speed:
F F 250−C18 − 62 to 67 percent N1 CHECK
F F 250−C20 − 61 to 65 percent N1 CHECK
NOTE: During engine operation at ground idle, keep pedals centered.

F All other engine instruments CHECK
F F N2 engine and rotor rpm indicators for superimposed CHECK
reading.
FAA Approved
4−16 Revision 5
If rotor and engine rpm indicator needles are not superimposed,

CAUTION shut down engine.
NOTE: ‘‘Superimposed’’ means within 1/2 needle width. The relative positions of the
superimposed needles should remain constant during powered flight.
F Start pump AS REQUIRED
4−4. ENGINE RUN−UP
NOTE: Checks with an asterisk (:) need only be performed prior to the first flight of the
day. Insure that an “Auto Reignition Check” is performed prior to flying into falling
or blowing snow.
NOTE: C20−Refer to Section II “Power turbine (N2) speed limits − speed avoid range”.
F Electrical power SELECT
F F External start: Set BATTERY/EXT PWR switch to CHECK
BATTERY, disconnect external power source.
F Set generator (GEN) to ON (GEN OUT caution light out; OPERATE AND CHECK
ammeter will show charge)
F Cyclic friction RELEASE AND SET AS
DESIRED
F Avionics (as required) ON AND CHECK
F Twistgrip FULL OPEN
Check for unusual aircraft vibration or noise while accelerating

CAUTION from ground idle to flight idle. If any unusual vibration or noise
occurs, this may be an indication of a loose or defective tailrotor
dirveshaft damper. Shut aircraft down and advise maintenance.
Avoid rapid acceleration when parked on slippery surfaces.

CAUTION
NOTE: If the engine has been shut down for more than 15 minutes, stabilize at idle for
1 minute before increasing power.
FAA Approved
Revision 7 4−17
F
: Engine controls:
F F 250−C18:
F F F N2 high beep range − 104 percent or more (105 CHECK
percent maximum)
F F F N2 low beep range − 100 percent or less CHECK
F F 250−C20:
F F F N2 high beep range − 104 percent or more (105 CHECK
percent maximum)
F F F N2 low beep range − 100 percent or less CHECK
NOTE: If malfunction is noted, shut down engine.

F F Low rotor warning (if installed) and Auto−reignition CHECK
(if installed) − ON at 98 ±1 percent
F
: Engine bleed air device checks:
F F SCAV−AIR switch (if installed) observe slight rise in ON
TOT (about 5°C)
F F Engine ANTI−ICE ON − Observe TOT increase (10 − CHECK
15°C)
F F CABIN HEAT (if installed) − ON observe 20 − 30°C CHECK
increase in TOT
F F CABIN HEAT OFF NOTE TOT DECREASE
F F ANTI−ICE switch OFF NOTE TOT DECREASE
F F SCAV−AIR (if installed) PILOT’S DISCRETION
F
: Throttle rigging check:
F F N2 104 percent RECHECK
F F Pilot’s twistgrip SNAP TO IDLE
If engine flames out, do not try to recover by opening twistgrip.

CAUTION Close twistgrip to CUTOFF and monitor TOT.
If engine flames out, refer to the HMI for proper throttle control rigging.
FAA Approved
4−18 Revision 5
F F If dual controls are installed, repeat procedure using RECHECK

copilot’s twistgrip.
F F Twistgrip FULL OPEN
F N2 − 103 percent RECHECK
F Engine oil pressure−above 90 pounds RECHECK
F Ammeter CHECK READING
NOTE: Ammeter reading will fluctuate slightly when anti−collision lights are on.
F All caution and warning lights out RECHECK
4−5. BEFORE TAKEOFF
F All cabin doors closed and safelocked RECHECK

F Collective friction RELEASE AND SET AS
DESIRED
When removing collective friction, be alert for abnormal collective

WARNING loads that would cause the collective to raise by itself.
F Cyclic response check:

F F With collective pitch full down, gently move cyclic CHECK
stick and observe rotor tip for correct movement and
track
F All instruments in the green CHECK
F Position and anti collision lights AS REQUIRED
F Pitot heat (if installed) AS REQUIRED
F SCAV AIR (if installed) ON
F Cabin heat (if installed) AS REQUIRED
F F Use engine ANTI−ICE when OAT (outside air AS REQUIRED
temperature) is below 5°C (41°F) and visible moisture
is present.
NOTE: Hover performance is reduced with cabin heat and/or anti−ice ON (Refer to
Section V).
4−6. TAKEOFF
NOTE: For takeoff in noise−sensitive areas, refer to paragraph 4−19, ‘‘Noise Impact
Reduction Procedures’’.
Determine that hover area and takeoff path are clear.
FAA Approved
Revision 5 4−19
Follow normal helicopter takeoff procedures with engine speed at 103 to 104
percent N2.
Governed N2 rpm should increase 1 to 2 percent (C18); 1−1/2 to 2 percent
(C20) on takeoff − adjust as necessary to maintain N2 at 104 percent.
If sudden, unusual or excessive vibrations should occur during

WARNING flight, a precautionary landing should be made. No further flights
should be attempted until the cause of the vibration has been
identified and corrected.
Follow recommended takeoff profile shown in Height Velocity

CAUTION Diagram (Refer to Section V).
NOTE: Momentary fluctuation in indicated airspeed may occur during acceleration and
climbout. This fluctuation is characterized by a rapid rise in indicated airspeed
to approximately 40 knots, followed by a drop back to 30 knots and then normal
increase as determined by the rate of acceleration. Maintain recommended
takeoff profile to minimize fluctuation. Indicated airspeed is unreliable when
airspeed is less than 40 KIAS.
Use Cyclic trim as required to minimize cyclic stick forces.
NOTE: Proper longitudinal trim is established when small fore and aft cyclic movements
require the same force.
FAA Approved
4−20 Revision 5
4−7. CRUISE
Scav Air switch (part of the optional engine air particle separator kit) may be
turned OFF.
NOTE: Decision to use the particle separator scavenge air should be based on
atmospheric conditions and height above terrain where operations are to be
conducted.
It is recommended that the SCAV AIR switch be placed in the ON position at all
times except in those takeoff and landing situations when maximum power is
required. In those situations, the switch may be briefly placed in the OFF
position, but should be returned to the ON position as soon as power is reduced.
Filtration is significantly improved with SCAV AIR ON.
Trim − use proper trimming procedures described for climbout.
Above 50 knots and 50−foot altitude above terrain, select N2 between 103 and
104 percent for best comfort level.
Use engine anti−icing when OAT is below 5°C (41°F) and visible moisture
conditions prevail.
4−8. LOW SPEED MANEUVERING
Avoid maneuvers that exceed thrust capability of the tail rotor.
NOTE: Conditions where thrust limits may be approached are: High density altitude,
high gross weight, rapid pedal turns, and placing the helicopter in a downwind
condition.
Avoid any maneuver that requires full pedal.
Avoid extreme aircraft attitudes and maneuvers at low speeds.
Uncoordinated turns/maneuvers may cause fuel starvation with

WARNING less than 35 pounds of fuel on board.
Controllability during downwind hovering, sideward flight and rearward flight

has been demonstrated to be adequate in winds up to 20 knots.
Observe altitude recommendations of Height Velocity diagrams

CAUTION (Refer to Section V).
FAA Approved
Revision 5 4−21
4−9. PRACTICE AUTOROTATION
Perform throttle rigging check prior to attempting practice

WARNING
autorotations. (See Engine Run−up).
Misrigging of the throttle control may result in inadvertent

flameout during rapid closing of the twistgrip to the ground idle
position.
Do not practice autorotation if FUEL LOW caution indicator light is illumi-

nated. If while in practice autorotation, FUEL LOW caution indicator lights,
return to powered flight.
Make practice autorotation landings as follows:
For autorotation descent, the twistgrip should be in the full open or ground
idle position. However, if a practice autorotation landing (minimum engine
power) is desired, rotate the twistgrip to the ground idle position.
NOTE: Increase collective pitch after establishing autorotation to prevent rotor
overspeed if flight is being conducted at high gross weight or high density
altitude. To reduce rate of descent or to extend gliding distance, operate at
minimum rotor rpm. Restore rotor rpm by lowering collective prior to flareout.
If a power recovery is desired, lower collective to fulldown, rotate the twist-
grip to the full openposition, verify that N2 is between 103 and 104 percent
and that fullengine power is available prior to increasing collective.
Maintain rotor between 420 and 514/523 (observe rotor limits on rotor tach) by
use of the collective control.
NOTE: Keeping the rotor above 420 RPM will place the engine above the N2 speed
avoid range.
C20−Refer to Section II “Power turbine (N2) speed limits − speed

CAUTION avoid range”.
NOTE: Glide distances attained during an actual engine out autorotation may be less
than the glide distances achieved during practice autorotations when operating
at reduced RPM (N2/NR needles joined).
Touchdown in a level attitude.
Avoid use of aft cyclic control or rapid lowering of collective pitch during initial
ground contact or during ground slide.
FAA Approved
4−22 Revision 9
NOTE: Normal rotor rpm (collective fully down) is 485 ±5 rpm at 2200 pounds gross
weight at sea level, 60 knots. Rotor speed will decrease approximately 12 rpm
for each 100 pounds reduction in gross weight and increase 7 rpm for each 1000
foot increase in density altitude. For gross weights greater than 2200 pounds,
increase collective control as required to maintain approximately 485 rpm.
4−10. DOORS OFF FLIGHT
Doors off flight is permitted in accordance with the restrictions noted in Sec-
tion II and the following.
Any object that is not properly secured may exit the aircraft during
WARNING flight:
1. Items (ie. first aid kit, seat cushions,) secured with velcro
should not be considered properly secured.
2. Secure or stow in the baggage compartment all loose
equipment.
3. Secure or remove unoccupied seat cushions.
4. Secure folding tables (369HE only).
For HE/HS aircraft with serial numbers 0101E thru 0215E and 0101S thru
0200S the following interior components should be removed prior to doors
off flight.
Aft bulkhead right and left hand panels.
Aft bulkhead lower panel
Transmission cover
Seat back covers
Floor covering
For HE/HS aircraft with serial numbers 0216E and subsequent and 0201S
and subsequent the following interior component should be removed prior to
doors off flight.
Floor covering
Use ear protection.
FAA Approved
Revision 5 4−23
4−11. COLD WEATHER OPERATION
If operations are to be conducted at ambient temperatures below 10°F, it is rec-

ommended that the 369H90127 Winterization Kit be installed. Helicopters
0333S and 0216E and subs have the kit installed as standard equipment.
4−12. LANDING APPROACH
Set N2 to 104 percent.

Set SCAV−AIR (if installed) as required.
4−13. RUNNING LANDING
Maximum recommended ground contact speed is 30 knots for smooth hard sur-
face.
Avoidrapidloweringof thecollective after ground contact.
Avoid the use of aft cyclic after ground contact.
FAA Approved
4−24 Revision 5
4−14. ENGINE/AIRCRAFT SHUTDOWN
Care should be taken when rotating the twistgrip to the ground

CAUTION idle position and from ground idle to the cut off position if the
helicopter is parked on a icy or slippery surface (helicopter may
spin in direction of main rotor blade rotation).
NOTE: Shut down the engine before exiting the helicopter unless safety or operational
considerations dictate otherwise.
F Pilot’s twistgrip PERFORM
DECELERATION
CHECK
NOTE: To insure proper engine performance, perform the deceleration check during
shut down after the last flight of the day (see ‘‘Deceleration Check’’).
F Twistgrip to GROUND IDLE stop−hold for 2 minutes SET
F Collective stick FULL DOWN
FRICTION ON
F Cyclic stick (neutral position −approximately 1/3 from TRIM TO NEUTRAL
full aft) APPLY FRICTION
F All unnecessary bleed air and electrical equipment OFF
F Pedals (maintain until rotor has stopped) CENTERED
F Twistgrip from GROUND IDLE to CUTOFF position SET
NOTE: Immediately after closing twistgrip to the CUTOFF position, a dual tachometer
needle split should occur with NR lagging behind N2. If no needle split occurs,
check overrunning clutch for proper operation per HMI.
To ensure throttle cutoff, hold twistgrip in cutoff position until N1 decelerates to

zero and TOT is stabilized. Check for TOT decrease.
An engine fire (recognized by a rapid increase in TOT) can occur

CAUTION during shutdown if fuel cutoff is not complete. If an shutdown fire
occurs, immediately engage starter and motor the engine to
minimize the temperature encountered. To extinguish the fire,
continue motoring the engine with the twistgrip in the CUTOFF
position and pull out the fuel shutoff valve. Observe TOT limits.
FAA Approved
Revision 5 4−25
NOTE: If thumping or a rapping sound is heard from the drive train during the final
revolution of the main rotor, inspect the tail rotor drive shaft couplings in
accordance with the HMI.
F Engine out warning at 55 percent N1 CHECK
F Auto reignition light (if installed) ON
CAUTION Do not use collective pitch to slow rotor.
F Generator switch OFF

F NAV/COM switches OFF
F All other switches OFF
Care should be taken while applying the rotor brake if the helicopter
CAUTION is parked on a slippery or icy surface. The tail rotor control is
minimized at less than normal operating RPM when the engine is
not driving the rotor system. Full control of the helicopter during
these conditions may be limited.
Damage to the rotor blades and strap pack can result from sudden
stopping of rotor.
F Rotorbrake (if installed) − applyat235 rpm or less, APPLY

release during last rotor revolution
F Rotor brake handle stowed (up) CHECK
FAA Approved
4−26 Revision 5
4−15. POST FLIGHT
F Aircraft−investigateanysuspected damage CHECK

F Fuel and oil leaks CHECK
F Logbook entries COMPLETE
F Flight manual and equipment STOWED
F Aircraft tiedowns, covers SECURED
NOTE: Oil level should be checked within 15 minutes after shutdown.

F Engine oil tank for correct oil level REPLENISH IF LOW
4−16. DECELERATION CHECK: 250−C20 ONLY
F Generator (GEN) switch OFF

F Pilot’s twistgrip FULL OPEN
F Pilot’s collective control FULL DOWN
FRICTION ON
F Stabilize N2 at exactly 104 percent (BEEP as required) SET
F Pilot’s twistgrip SNAP TO IDLE
Begin time check with stop watch. Stop time as N1 passes through 65 percent.
Observe elapsed time. Minimum allowable lapsed time is 2 seconds.
NOTE: Practice or retakes may be required before proficiency can be obtained in
deceleration timing.
If deceleration time is less than two seconds, make two more checks to confirm
time. If confirmed time is less than the allowable minimum, refer to the appli-
cable Allison Operation and Maintenance Manual.
If engine flames out, do not try to recover by opening twistgrip.

CAUTION Close twistgrip to the CUTOFF position and monitor TOT.
If engine flames out, refer to the HMI.

If dual controls are installed, repeat procedure using copilot’s twistgrip.
F Generator switch ON
FAA Approved
Revision 9 4−27
4−17. NORMAL ENGINE RESTART
Do not exceed 150°C residual TOT when ignition is attempted.

Reduce TOT by motoring engine with starter. Speeds in excess of 15 percent
N1 may be experienced.
4−18. NOISE IMPACT REDUCTION PROCEDURES
Safe operation of the helicopter always has the highest priority.

CAUTION Utilize the following procedures only when they will not conflict
with safe helicopter operation.
Certain flight procedures are recommended to minimize noise impact on sur-

rounding areas. It is imperative that every pilot subject the public to the least
possible noise while flying the helicopter.
Takeoff:
Takeoff using maximum takeoff power at the speed for best rate of climb.
Proceed away from noise sensitive areas.
If takeoff must be made over noise sensitive area, distance (altitude) is
the best form of noise suppression.
Cruise:
Maintain 1000 feet minimum altitude where possible.
Maintain speed of no more than 110 knots over populated areas.
Keep noise sensitive areas to the left side of helicopter.
Coordinated turns at around the speed for best rate of climb cause no ap-
preciable change in noise.
Sharper turns reduce area exposed to noise.
Approach:
Use steepest glideslope consistent with passenger comfort and safety.
Keep noise sensitive areas to the left side of helicopter.
FAA Approved
4−28 Revision 5
(Models 369HE/HS/HM) Performance Data
SECTION V
PERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH PAGE
5−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1
5−2. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2
Figure 5−1. Airspeed Calibration Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−3
5−3. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−4
Figure 5−2. Density Altitude Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5
5−4. Speed for Best Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−6
Figure 5−3. Speed for Best Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−7
5−5. Height Velocity Diagram − Gross Weight Limits for Height Velocity Diagram 5−8
Figure 5−4. Height Velocity Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−9
Figure 5−5. Gross Weight Limits for Height Velocity Diagram . . . . . . . . . . . . . . 5−10
5−6. Hover Ceiling vs Temperature − IGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−11
Figure 5−6. Hover Ceiling vs Temperature, IGE, 3−Foot Skid Clearance,
Short Landing Gear, Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−13
*Figure 5−7. Hover Ceiling vs Temperature, IGE, 3−Foot Skid Clearance, Short
Landing Gear, Aluminum Tail Rotor, Takeoff Power, (Sheet 1 of 2)
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−14
*Figure 5−7. Hover Ceiling vsTemperature, IGE, 3−Foot Skid Clearance, Short
Landing Gear, Aluminum Tail Rotor, Takeoff Power (Sheet 2 of 2)
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−15
*Figure 5−8. Hover Ceiling vs Temperature, IGE, 3−Foot Skid Clearance,
Extended Landing Gear, Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−16
Extended Landing Gear, Aluminum Tail Rotor, Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−17
Short Landing Gear, Aluminum Tail Rotor,Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−18
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−19
FAA Approved
Revision 5 5−i
Performance Data (Models 369HE/HS/HM)
PARAGRAPH PAGE
Extended Landing Gear, Utility Floats Installed, Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−20
*Figure 5−13. Hover Ceiling vs Temperature, IGE, 2−Foot Skid Clearance, Extended
Landing Gear, Aluminum Tail Rotor and Utility Floats, Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−21
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−22
Landing Gear, Tail Rotor Blade Abrasion Strips Installed, Takeoff Power
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−23
Extended Landing Gear, Take−off Power
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−24
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−25
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−26
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−27
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−28
Figure 5−21. Power Check Chart
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−31
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−34
FAA Approved
5−ii Revision 5
SECTION V
PERFORMANCE DATA
5−1. GENERAL

CAUTION supplemental data for any optional equipment installed (including
STC items) as a regular part of preflight planning (Section IX).
250−C20 engines. When any data is affected by model designation or engine
performance data for model type, engine, and optional equipment installed.
Figure numbers marked with an asterisk ( * ) indicate data pertinent to an

installed optional equipment item.
This section contains helicopter performance information as defined within cer-
tain conditions such as airspeed, weight, altitude, temperature, wind velocity
and engine power available.
Controllability during downwind hovering, sideward and rearward flight has
been demonstrated to be adequate in winds up to 20 knots.
FAA Approved
Revision 5 5−1
Engine Critical Altitude:

Above the ‘‘Engine Critical Altitude’’ line on hover performance charts, pow-
er is limited by:
Helicopters equipped with 250−C18 engines; Maximum TOT (749°C). Be-
low that line, power is limited by maximum engine torque pressure (80.3
psi).
Helicopters equipped with 250−C20 engines; Maximum TOT (793°C). Be-
low that line, power is limited by maximum engine torque pressure (64.5
psi).
5−2. AIRSPEED CALIBRATION CURVE
Description:
This chart shows the difference between indicated and calibrated airspeeds.
Indicated airspeed (IAS) corrected for position and instrument error equals
calibrated airspeed (CAS).
Use of Chart:
Use the chart as illustrated by the example. To determine calibrated air-
speed, the pilot must know the indicated air speed.
Example:
WANTED: Calibrated airspeed
KNOWN: Indicated airspeed = 80 knots
METHOD: Enter the bottom of the chart at the indicated airspeed of
80 knots. Move up to the airspeed calibration line; move left and read
approximately 83 knots, calibrated airspeed.
By entering the chart from the opposite direction, calibrated airspeed
may be converted to indicated airspeed.
FAA Approved
5−2
Revision 5
160
150
140
130
120
110
CALIBRATED AIRSPEED (KTS)
100
90
80
70
60
50
40 PITOT SYSTEM 369H4226

STATIC SYSTEM 369H6610−501
30
30 40 50 60 70 80 90 100 110 120 130 140 150
INDICATED AIRSPEED (KTS)
F01−057
Figure 5−1. Airspeed Calibration Curve
FAA Approved
Revision 5 5−3
5−3. DENSITY ALTITUDE CHART
Description:
This chart allows a quick estimation of the density altitude when pressure
altitude and OAT are known. This chart should be used for determining
density altitude for use with gross weight limits for the HV Diagram and
speed for Best Rate of Climb Chart. This chart can also be used to deter-
mine true airspeed.
Use of Chart:
To determine density altitude, the pilot must know pressure altitude and
outside air temperature. Enter bottom of chart with known or estimated
OAT, move up to known pressure altitude line, move to left and note densi-
ty altitude.
NOTE: 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 5−1).
Read value on right of chart opposite known density altitude. Multiply CAS
by this value to determine true airspeed.
Examples:
Wanted: Find density altitude
Known: Temperature = −15°C; HP = 6,000 FT
Method: Follow −15°C line to 6,000 FT pressure altitude line; read density
altitude (3780 ft).
Wanted: Find True Airspeed
Method: First, find density factor by reading directly across from density
altitude (3780 ft). Note density factor of 1.058.
To determine true airspeed:
130 KIAS = 130.5 KCAS

130.5 KCAS 1.058 = 138.1; round to 138 knots true airspeed.
FAA Approved
5−4
Revision 5
20000
1.36
1.34
18000
1.32
1.30
16000 1.28
1.26
14000 1.24
1.22
12000 1.20
1.18
10000
1.16
1.14
8000
1.12
1.10
6000
1.08
4000 1.06
1.04
2000
1.02
0 1.00
0.98
−2000
−30 −20 −10 0 10 20 30 40 50 60
TEMPERATURE − °C
−20 −10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

TEMPERATURE − °F F01−055
Figure 5−2. Density Altitude Chart
FAA Approved
Revision 5 5−5
5−4. SPEED FOR BEST RATE OF CLIMB
Description:
This chart shows the indicated airspeed to use for the best rate of climb at
any given density altitude.
Use of Chart:
Use the chart as illustrated by the example below.
Example:
Wanted: Best rate of climb
Known: Density altitude = 9,000 feet Gross Weight =2100 pounds
Method: Enter the left side of chart at the known density altitude of
9,000 feet. Move to the right along line and read 60 knots indi-
cated airspeed (IAS) as the best rate of climb.
FAA Approved
5−6
Revision 5
20,000
2000 lb
18,000
2200 lb
16,000
14,000
2550 lb
12,000
10,000
8,000
6,000
4,000
2,000
0
0 10 20 30 40 50 60 70
INDICATED AIRSPEED − KNOTS
F01−015
Figure 5−3. Speed for Best Rate of Climb
FAA Approved
Revision 5 5−7
5−5. HEIGHT VELOCITY DIAGRAM − GROSS WEIGHT LIMITS FOR

HEIGHT VELOCITY DIAGRAM
Description:
Airspeed/altitude combinations to be avoided in the event of an engine fail-
ure during takeoff are shown in the height−velocity diagram.
Conditions:
The height velocity diagram is based on sea level, standard day conditions,
over a smooth hard surface at 2550 pounds gross weight.
Use of Chart:
Observe the cross−hatched regions of the Height Velocity Diagram.

CAUTION These areas represent hazardous airspeed/ altitude combinations
from which a successful autorotation landing may be difficult to
perform. Operation within the cross−hatched area is not prohibited,
but should be undertaken only with extreme caution.
The recommended takeoff profile line shows the airspeed/altitude combina-

tions recommended for takeoff sequence.
The unmarked region represents the area in which safe autorotational land-
ings may be performed with average pilot skill and reaction time.
Gross Weight Limits for Height Velocity Diagram:
Description:
The gross weight limits for this chart show the reduction in gross weight
required as a function of density altitude in order for the Height Velocity
curve to apply.
Use of Chart:
Use chart to determine gross weight at which Height Velocity curve will ap-
ply for other density altitudes above sea level.
Example:
Wanted: Gross weight for Height Velocity Diagram
Known: Density altitude = 2000 feet
Method: Enter left side of chart at 2000 feet density altitude. Move
right to the line; move down and note 2465 pounds gross
weight.
FAA Approved
5−8
Revision 5
500
150
SMOOTH, HARD SURFACE − WIND CALM
AVOID OPERATION IN CROSSHATCHED AREAS
ÉÉÉÉÉÉÉÉÉÉÉ
ÉÉÉÉÉÉÉÉÉÉÉ 125
400
100
ALTITUDE AGL − METERS

300
ALTITUDE AGL − FT
RECOMMENDED
TAKEOFF PROFILE
75
200
ÉÉÉÉÉÉÉÉÉÉÉ 50
100
25
0 0
0 20 40 60 80 100 120 140
Figure 5−4. Height Velocity Diagram
FAA Approved
Revision 5 5−9
7000
2000
6000
5000 1500
4000
DENSITY ALTITUDE − METERS

1000
3000
2000
500
1000
0 0
2000 2100 2200 2300 2400 2500 2600
GROSS WEIGHT − LB
F01−023
Figure 5−5. Gross Weight Limits for Height Velocity Diagram
FAA Approved
5−10
Revision 5
5−6. HOVER CEILING VS TEMPERATURE − IGE
Ensure that the appropriate hover ceiling chart for type of engine
WARNING and optional equipment installed is selected prior to determining
IGE hover performance.
NOTE: The hover performance charts are grouped according to the engine type
installed: 250−C18 then 250−C20.
Description:
The hover ceiling charts show the hover ceiling in ground effect (IGE) for
known conditions of gross weight and outside air temperature (OAT).
The Hover Ceiling vs Temperature charts are based on:

1. Takeoff power at 104 % N2
2. Cabin heat and engine anti−ice OFF
3. Electrical load of 10 amps
If cabin heat and/or anti−ice are used, reduce weight capability (LBS) as
per the applicable chart.
If the engine air particle separator is installed, hover performance is af-
fected. Reduce takeoff gross weight by:
Allison 250−C18
33 pounds with particle separator.
11 pounds with engine inlet screen, 369H8086, installed.
Allison 250−C20
Reduce hover ceiling 400 FT above critical altitude over and above any
other hover reduction for any other installed kit (or basic aircraft) when
the particle separator is installed.
Allison 250−C18 and 250−C20
33 pounds with SCAV AIR ON.
50 pounds with main rotor abrasion tape installed.
NOTE The IGE hover charts that depict 6−foot skid clearance may be used if the
optional rotorcraft cargo hook kit is installed in the helicopter.
FAA Approved
Revision 5 5−11
Use of Chart:
The following example explains the correct use of the chart as in
Figure 5−6. To determine the maximum hover ceiling at 3.0ft. skid height,
the pilot must know the gross weight and the outside air temperature.
Example:
Helicopter configuration:
Short landing gear
Standard engine air inlet
Engine bleed air devices OFF
250C−18 engine
Wanted: Maximum gross weight for hover at 3.0 feet skid height at
takeoff power
Known: Gross weight = 2190; Ambient Temperature = 25°C
Method: Select the appropriate chart (Figure 5−6 for this example). Enter
the chart at 25°C on the ambient temperature scale and move ver-
tically to 2190 LB (interpolation is required) and move directly to
the left to read 8000 PA as the maximum hover ceiling.
FAA Approved
5−12
Revision 5
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI− REDUCE WEIGHT CAPABILITIES LBS AS FOLLOWS
ICE OFF, ELECTRIC LOAD 30 AMPERE, APPLICABLE PRESSURE CABIN ANTI− BOTH
ALT, FT HEAT ICE
TO 369H8094 ENGINE AIR INLET SCREEN, 250−C18
REDUCE HOVER WEIGHT CAPABILITY SEAL LEVEL TO
ENGINE
1. 33 LB WITH PARTICLE SEPARATOR 162 204 405
5000
10000 125 160 295
2. 33 LB WITH SCAVENGE AIR ON 15000 105 130 255
3. 11 LB WITH ENGINE AIR INLET SCREEN 369H8086 20000 90 110 210
20,000 4. 50 LB WITH MAIN ROTOR ABRASION TAPE
INSTALLED INCREASE (OR DECREASE
WEIGHT CAPABILITY LBS 6,000
(ABOVE CRITICAL ALTITUDE)
PER 10 AMPERE REDUCTION
18,000 (OR OAT °C INCREASE)
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000
4,000

12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHT ABOVE
2550 LB MUST BE EXTER-
NAL AND JETTISONABLE
0 0
−40 −30 −20 −10 0 10 20 30 40
NOTE: SOLID LINES REPRESENT HOVER CAPABILITY WITHIN THE LIMITATIONS OF 20 KNOT SIDE WIND. DASHED LINES ARE REPRESENTED FOR IN-
FORMATION ONLY AND REPRESENT PERFORMANCE CAPABILITY IN ZERO WIND CONDITIONS.
F01−024

<<<< Allison 250−C18 >>>>
FAA Approved
Revision 5 5−13
NOTE: APPLICABLE TO MODELS 369H, HM, HS: S/N;

REDUCE WEIGHT CAPABILITIES LBS AS FOLLOWS
369H − ALL, 0001M − 0100M, 0001S − 0100S
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE PRESSURE CABIN ANTI− BOTH
ALT, FT HEAT ICE
OFF, ELECTRIC LOAD 15 AMPERE, APPLICABLE TO STAN-
SEAL LEVEL TO
DARD ENGINE
REDUCE AIR INLET,WEIGHT
HOVER 250−C18CAPABILITY
ENGINE 5000 162 204 405
1. 33 LB WITH PARTICLE SEPARATOR 10000 125 160 295
15000 105 130 255
3. 11 LB WITH ENGINE AIR INLET SCREEN 369H8086
INSTALLED INCREASE (OR DECREASE
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHTS ABOVE
0 0
−30 −20 −10 0 10 20 30 40
AMBIENT TEMPERATURE − DEGREES C F01−025
*Figure 5−7. Hover Ceiling vs Temperature, IGE, 3−Foot Skid Clearance, Short Landing
Gear, Aluminum Tail Rotor, Takeoff Power, (Sheet 1 of 2)
<<<< Allison 250−C18 >>>>
FAA Approved
5−14
Revision 5
NOTE: APPLICABLE TO MODELS 369HE, HM, HS: S/N; 0101E REDUCE WEIGHT CAPABILITIES LBS AS FOLLOWS
AND SUBS, 0101M AND SUBS, 0101S AND SUBS
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, PRESSURE CABIN ANTI− BOTH
ELECTRIC LOAD 15−AMPERE, APPLICABLE TO 369H8094 EN- ALT, FT HEAT ICE
GINE AIR INLET SCREEN, 250−C18 ENGINE SEA LEVEL
REDUCE HOVER WEIGHT CAPABILITY TO
1. 33 LB WITH PARTICLE SEPARATOR 125
10000 155 290
4. 50 LB WITH MAIN ROTOR ABRASION TAPE
20,000 INSTALLED
INCREASE (OR DECREASE
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHTS ABOVE

0 0
−40 −30 −20 −10 0 10 20 30 40
AMBIENT TEMPERATURE − DEGREES F01−026
Landing Gear, Aluminum Tail Rotor, Takeoff Power (Sheet 2 of 2)
<<<< Allison 250−C18 >>>>
FAA Approved
Revision 5 5−15
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI− REDUCE WEIGHT CAPABILITY LBS AS FOL-
ICE OFF, ELECTRICAL LOAD 30 AMPERES, 250−C18 LOWS
ENGINE ALTITUDE CABIN ANTI− BOTH
FEET HEAT ICE
REDUCE HOVER WEIGHT CAPABILITY
1. 33 LB WITH PARTICLE SEPARATOR SEA LEVEL
2. 33 LB WITH SCAVENGE AIR ON TO
3. 11 LB WITH ENGINE AIR INLET SCREEN 369H8086 10,000 125 155 290
15,000 105 130 240
20,000 85 105 195
INSTALLED
20,000
6,000
WEIGHT CAPABILITY LBS
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHTS ABOVE 2550
LB MUST BE EXTERNAL AND
JETTISONABLE
0 0
−40 −30 −20 −10 0 10 20 30 40
NOTE: SOLID LINES REPRESENT HOVER CAPABILITY WITHIN THE LIMITATIONS OF 20 KNOT SIDE WIND. DASH LINES ARE REPRESENTED FOR INFORMA-
TION ONLY AND REPRESENT PERFORMANCE CAPABILITY IN ZERO WIND CONDITIONS.
F01−031A

Extended Landing Gear, Takeoff Power
<<<< Allison 250−C18 >>>>
FAA Approved
5−16
Revision 5
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI− REDUCE WEIGHT CAPABILITIES LBS AS FOLLOWS
ICE OFF, ELECTRICAL LOAD 15 AMPERE, APPLICABLE PRESSURE CABIN ANTI− BOTH
TO 369H8094 ENGINE AIR INLET SCREEN, 250−C18 ALT, FT HEAT ICE
ENGINE REDUCE HOVER WEIGHT CAPABILITY SEA LEVEL
1. 33 LB WITH PARTICLE SEPARATOR TO
15000 105 130 240
INSTALLED
INCREASE (OR DECREASE 6,000
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000

14,000
4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHTS ABOVE
0 0
−40 −30 −20 −10 0 10 20 30 40
AMBIENT TEMPERATURE − DEGREES C F01−027A

Extended Landing Gear, Aluminum Tail Rotor, Takeoff Power
<<<< Allison 250−C18 >>>>
FAA Approved
Revision 5 5−17
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, REDUCE WEIGHT CAPABILITIES LBS AS FOLLOWS
ELECTRICAL LOAD 15 AMPERES, APPLICABLE TO 369H8094
ENGINE AIR INLET SCREEN, 250−C18 ENGINE PRESSURE CABIN ANTI− BOTH
ALT, FT HEAT ICE
2. 33 LB WITH SCAVENGE AIR ON TO
1000 125 155 290
4. 50 LB WITH MAIN ROTOR ABRASION TAPE 20000 85 105 195
20,000 INSTALLED
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000

14,000
4,000
12,000
10,000
3,000
8,000
GROSS WEIGHTS ABOVE
2550 LB MUST BE EXTERNAL
AND JETTISONABLE
2,000
6,000
4,000
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40
NOTE: 5−FOOT SKID CLEARANCE WITH EXTENDED LANDING GEAR INSTALLED F01−028

Short Landing Gear, Aluminum Tail Rotor,Takeoff Power
<<<< Allison 250−C18 >>>>
FAA Approved
5−18
Revision 5
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS
OFF, ELECTRICAL LOAD 30 AMPERE, 250−C18 ENGINE ALTITUDE CABIN ANTI− BOTH
FT HEAT ICE
REDUCE HOVER WEIGHT CAPABILITY SEA LEVEL
2. 33 LB WITH SCAVENGE AIR ON 5,000 162 204 405
15,000 105 130 255
20,000 90 110 210
INSTALLED
20,000
18,000 PER 10 AMPERE REDUCTION
(OR OAT °C INCREASE)
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
* WEIGHT GREATER
THAN 2550 LB MUST 2,000
6,000 BE EXTERNAL AND
JETTISONABLE
4,000
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40
NOTE: SOLID LINES REPRESENT HOVER CAPABILITY WITHIN THE LIMITATIONS OF 20 KNOT SIDE WIND. DASHED LINES ARE REPRESENTED FOR
INFORMATION ONLY AND REPRESENT PERFORMANCE CAPABILITY IN ZERO WIND
CONDITIONS. 5−FOOT SKID CLEARANCE WITH EXTENDED LANDING GEAR INSTALLED.
F01−032

<<<< Allison 250−C18 >>>>
FAA Approved
Revision 5 5−19
THIS CHART BASED ON CCABIN HEAT, ENGINE REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS
ANTI−ICE OFF, ELECTRICAL LOAD 30 AM- PRESSURE CABIN ANTI− BOTH
PERES, 250C18 ENGINE ALT. FT. HEAT ICE
REDUCE HOVER WEIGHT CAPABILITY SEA LEVEL
20,000 85 105 195
20,000 INSTALLED
−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40
NOTE: SOLID LINES REPRESENT HOVER CAPABILITY WITHIN THE LIMITATIONS OF 20 KNOT SIDE WIND. DASHED LINES ARE REPRESENTED FOR IN-
FORMATION ONLY AND REPRESENT PERFORMANCE CAPABILITY IN ZERO WIND CONDITIONS.
F01−029

<<<< Allison 250−C18 >>>>
FAA Approved
5−20
Revision 5
OFF, ELECTRICAL LOAD 15 AMPERE, APPLICABLE TO PRESSURE CABIN ANTI− BOTH
369H8094 ENGINE AIR INLET SCREEN, 250−C18 ENGINE ALT. FT HEAT ICE
TO
4. 50 LB WITH MAIN ROTOR ABRASION TAPE 20,000 85 105 195
20,000 INSTALLED

−5 15 35 IN
ELECTRICAL
WT LOAD
2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4.000
1,000
2,000
GROSS WEIGHT ABOVE

0 0
−40 −30 −20 −10 0 10 20 30 40
Landing Gear, Aluminum Tail Rotor and Utility Floats, Takeoff Power
<<<< Allison 250−C18 >>>>
FAA Approved
Revision 5 5−21
THIS CHART BASED ON CABIN HEAT, ENGINE REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS
ANTI−ICE OFF, ELECTRIC LOAD 30 AMPERE. ALTITUDE CABIN ANTI−
250−C20 ENGINE FEET HEAT ICE BOTH
SEA LEVEL
1. 33 LB WITH SCAVENGE AIR ON
2.. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED TO
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE 8,000 162 175 348
OVER AND ABOVE ANY OTHER HOVER REDUCTION FOR ANY 12,000 132 144 288
OTHER INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE 16,000 116 123 250
SEPARATOR IS INSTALLED.
20,000 98 108 217
20,000
INCREASE (OR DECREASE) WEIGHT 6,000
CAPABILITY (ABOVE CRITICAL
ALTITUDE) PER 10 AMPERE REDUCTION
18,000 (OR INCREASE) IN ELECTRICAL LOAD
OAT°C −5 15 35
WT LBS 2 5 7
16,000 5,000

14,000
4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
* WEIGHT GREAT-
ER THAN 2550 LB 1,000
MUST BE JETTI-
SONABLE
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40 50
F01−035A

<<<< Allison 250−C20 >>>>
FAA Approved
5−22
Revision 5
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE REDUCE WEIGHT CAPABILITY LBS AS FOL-
OFF, ELECTRICAL LOAD 30 AMPERES, 250−C20 ENGINE LOWS
ALTITUDE CABIN ANTI− BOTH
REDUCE HOVER WEIGHT CAPABILITY FEET HEAT ICE
1. 33 LB WITH SCAVENGE AIR ON SEA LEVEL
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE
OTHER INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE 12,000 132 144 288
PARTICLE SEPARATOR IS INSTALLED. 16,000 116 123 250
20,000 98 108 217
20,000
INCREASE (OR DECREASE) WEIGHT
CAPABILITY (ABOVE CRITICAL 6,000
ALTITUDE) PER 10 AMPERE
REDUCTION (OR INCREASE) IN
18,000 OAT°C LOAD−5
ELECTRICAL 15 35
WT LBS 2 5 7
16,000 5,000

14,000
4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
* WEIGHT GREATER
THAN 2550 LB
0 MUST BE JETTI-
SONABLE
0
−40 −30 −20 −10 0 10 20 30 40

F01−036
*Figure 5−15. Hover Ceiling vs Temperature, IGE, 3−Foot Skid Clearance, Short Landing
Gear, Tail Rotor Blade Abrasion Strips Installed, Takeoff Power
<<<< Allison 250−C20 >>>>
FAA Approved
Revision 5 5−23
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI− REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS
ICE OFF, ELECTRICAL LOAD 30 AMPERES, 250−C20
ENGINEREDUCE HOVER WEIGHT CAPABILITY FEET HEAT ICE
2.. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED SEA LEVEL
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE TO
OTHER INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE 16,000 116 123 250
PARTICLE SEPARATOR IS INSTALLED.
20,000 98 108 217
20,000
CAPABILITY (ABOVE CRITICAL 6,000
ALTITUDE) PER 10 AMPERE REDUCTION
(OR INCREASE) IN ELECTRICAL LOAD
18,000 OAT°C −5 15 35
WT LBS 2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000 GROSS WEIGHTS ABOVE

2550 LB MUST BE JETTISON-
ABLE AND EXTERNAL
0 0
−40 −30 −20 −10 0 10 20 30 40 50
F01−037A

Extended Landing Gear, Take−off Power
<<<< Allison 250−C20 >>>>
FAA Approved
5−24
Revision 5
OFF, ELECTRICAL LOAD 30 AMPERE. 250−C20 ENGINE PRESSURE CABIN ANTI− BOTH
REDUCE HOVER WEIGHT CAPABILITY ALT. FT HEAT ICE

OTHER INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE
SEPARATOR IS INSTALLED. 20,000 98 108 217
20,000
CAPABILITY (ABOVE CRITICAL ALTITUDE) 6,000
PER 10 AMPERE REDUCTION (OR
INCREASE) IN ELECTRICAL LOAD
OAT°C −5 15 35
18,000
WT LBS 2 5 7
16,000 5,000

14,000
4,000
12,000
10,000
3,000
8,000
2,000
6,000
GROSS WEIGHTS ABOVE

2550 LB MUST BE JETTISON-
4,000 ABLE AND EXTERNAL
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40
<<<< Allison 250−C20 >>>>
FAA Approved
Revision 5 5−25
ICE OFF, ELECTRICAL LOAD 30 AMPERE. 250−C20 PRESSURE CABIN ANTI− BOTH
ENGINEREDUCE HOVER WEIGHT CAPABILITY ALT. FT HEAT ICE
SEA LEVEL
TO
2.. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED
8,000 162 175 348
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE
OTHER INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE 16,000 116 123 250
20,000 98 108 217
20,000
6,000
CAPABILITY (ABOVE CRITICAL ALTITUDE)
18,000 OAT°C −5 15 35
WT LBS 2 5 7
16,000 5,000

14,000
4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHTS ABOVE
2550 LB MUST BE EXTERNAL
AND JETTISONABLE
0 0
−40 −30 −20 −10 0 10 20 30 40 50
NOTE: 5−FOOT SKID CLEARANCE WITH EXTENDED LANDING GEAR INSTALLED F01−039

<<<< Allison 250−C20 >>>>
FAA Approved
5−26
Revision 5
ICE OFF, ELECTRICAL LOAD 30 AMPERE, 250−C29
PRESSURE CABIN ANTI− BOTH
ENGINEREDUCE HOVER WEIGHT CAPABILITY ALT. FT HEAT ICE
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE 8,000 175 348
162
OVER AND ABOVE ANY OTHER HOVER REDUCTION FOR ANY
12,000 132 144 288
OTHER INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE
16,000 116 123 250
20,000 98 108 217
20,000
CAPABILITY (ABOVE CRITICAL ALTITUDE)
6,000
18,000 OAT°C −5 15 35
WT LBS 2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHT ABOVE

2550 LB MUST BE EXTERAL
AND JETISONABLE
0 0
−40 −30 −20 −10 0 10 20 30 40
AMBIENT TEMPERATURE − DEGREES

NOTE: 5−FOOT SKID CLEARANCE WITH EXTENDED LANDING GEAR INSTALLED F01−040A
<<<< Allison 250−C20 >>>>
FAA Approved
Revision 5 5−27
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS
ELECTRICAL LOAD 30 AMPERE. 250−C20 ENGINE CABIN
PRESSURE ANTI− BOTH
REDUCE HOVER WEIGHT CAPABILITY HEAT
ALT. FT ICE
2.. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED SEA LEVEL
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE OVER TO
AND ABOVE ANY OTHER HOVER REDUCTION FOR ANY OTHER 12,000 132 144 288
INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE SEPARATOR 16,000 116 123 250
IS INSTALLED.
20,000 98 108 217
20,000
CAPABILITY (ABOVE CRITICAL ALTITUDE) 6,000
PER 10 AMPERE REDUCTION (OR INCREASE)
IN ELECTRICAL LOAD
18,000 OAT°C −5 15 35
WT LBS 2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
GROSS WEIGHTS ABOVE 2550 LB
MUST BE EXTERNAL AND JETTI-
SONABLE
0 0
−40 −30 −20 −10 0 10 20 30 40 50

<<<< Allison 250−C20 >>>>
FAA Approved
5−28
Revision 5
5−7. POWER CHECK CHART − ALLISON 250−C18 ENGINE
Description
The Power Check Chart shows the relationship of engine torque, turbine outlet
temperature, and horsepower at various conditions of pressure altitude and
OAT for an Allison 250−C18 engine producing specification power as installed
in the Model 500 helicopter. 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.
NOTE Power check data taken at regular intervals should be plotted to monitor trends
in engine condition. See Allison 250−C18 Series Operation and Maintenance
Manual for additional information on trend analysis.
The power check chart is based on the following conditions:
103 percent N2.

Cabin heat and engine anti−ice OFF.
Particle separator SCAV AIR OFF.
30 amperes electrical load.
Engine bleed valve closed.
Do not exceed engine/aircraft limits.

WARNING
Accessories required for safe flight should be operated during
each check.
Maintain separation from objects in air or on the ground.

CAUTION
Reset altimeter if required after obtaining pressure altitude.
FAA Approved
Revision 5 5−29
Use Of Chart:
The primary use of the chart is illustrated by the example below and by the
sample arrows shown on the chart. To determine power check values, it is nec-
essary to read and record engine TORQUE PRESSURE, TURBINE OUTLET
TEMPERATURE, PRESSURE ALTITUDE, and OAT while the helicopter is
flown in level flight at 103 percent N2.
Example:
Wanted: Check engine performance
Data obtained during flight:

Torque = 52.0 psig
TOT = 600°C
PA = 2000 feet
OAT = 10°C
Method: Enter the at 52.0 psi torque. Move right along the 52.0 psig torque
line to the 2000 foot pressure altitude curve, move up to the 10°C
OAT curve; now move left and read specification TOT of 610°C.
Compare the specification TOT of 610°C with the TOT observed

during flight (600°C for this example). The TOT that wasobserved
is lower than the specification TOT. If the TOT observed had been
higher than the specification TOT read from the chart, some power
deterioration will have occurred and the performance data given in
this manual may not be obtained.
When trend check procedures indicate engine power deterioration,

refer to the Allison Operation and maintenance Manual for correc-
tive action.
NOTE Data obtained during engine operation with the bed valve not fully closed will
result in incorrect comparisons of actual versus specification TOT.
Actual engine horsepower any be obtained by entering the chart at the ob-
served engine torque pressure, moving horizontally along the torque line to
the horsepower curve, and then moving down to read the engine shaft
horsepower.
FAA Approved
5−30
Revision 5
400
500
600
TURBINE OUTLET
TEMPERATURE
DEGREES C
700
TOT LIMIT
800
20
TORQUE − PSI
40
60
N2 = 103%, CABIN HEAT,
ANTI−ICE OFF, 30
AMPERES ELECTRICAL
LOAD
TORQUE LIMIT
80
100
100 150 200 250 300 350
SHAFT HORSEPOWER F01−049

<<<< Allison 250−C18 >>>>
FAA Approved
Revision 5 5−31
5−8. POWER CHECK CHART − ALLISON 250−C20 ENGINE
Description
The Power Check Chart shows the relationship of engine torque, turbine outlet
temperature, and horsepower at various conditions of pressure altitude and
OAT for an Allison 250−C20 engine producing specification power as installed
in the Model 500 helicopter. 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.
NOTE Power check data taken at regular intervals should be plotted to monitor trends
in engine condition. See Allison 250−C20 Series Operation and Maintenance
Manual for additional information on trend analysis.
The power check chart is based on the following conditions:
103 percent N2.

Cabin heat and engine anti−ice OFF.
Particle separator SCAV AIR OFF.
30 amperes electrical load.
Do not exceed engine/aircraft limits.

WARNING
Accessories required for safe flight should be operated during
each check.
Maintain separation from objects in air or on the ground.

CAUTION
Reset altimeter if required after obtaining pressure altitude.
Use Of Chart:
The primary use of the chart is illustrated by the example below and by the
sample arrows shown on the chart. To determine power check values, it is nec-
essary to read and record engine TORQUE PRESSURE, TURBINE OUTLET
TEMPERATURE, PRESSURE ALTITUDE, and OAT while the helicopter is
flown in level flight at 103 percent N2.
FAA Approved
5−32
Revision 5
Example:
Wanted: Check engine performance
Data obtained during flight:
Torque = 56.0 psig
PA = 4000 feet
OAT = 20°C
TOT = 710°C
Method: Enter the chart at 56.0 psig torque. Move left along the 56.0 psig
torque line to the 4000 foot pressure altitude curve, move down to the
20°C OAT curve; now move right and read specification TOT of 720°C.
Compare the specification TOT of 720°C with the TOT observed dur-
ing flight (710°C for this example). The TOT that wasobserved is low-
er than the specification TOT. If the TOT observed had been higher
than the specification TOT read from the chart, some power deteriora-
tion will have occurred and the performance data given in this manu-
al may not be obtained.
When trend check procedures indicate engine power deterioration, re-

fer to the Allison Operation and maintenance Manual for corrective
action.
NOTE Data obtained during engine operation with the bed valve not fully closed will
result in incorrect comparisons of actual versus specification TOT.
Actual engine horsepower may be obtained by entering the chart at an ob-

served engine torque pressure, moving horizontally along the torque line to the
horsepower curve, and then moving up to read the engine shaft horsepower.
FAA Approved
Revision 5 5−33
SHAFT HORSEPOWER
400 350 300 250 200 150 100
100
N2 = 103%, CABIN HEAT,

ANTI−ICE OFF
30 AMPERES ELECTRICAL LOAD
80
TORQUE LIMIT
60
TORQUE − PSI
40
20
850
TOT LIMIT 800
TURBINE OUTLET
750
TEMPERATURE
DEGREES C
700
650
600
F01−056
550

<<<< Allison 250−C20 >>>>
FAA Approved
5−34
Revision 5
(Models 369HE/HS/HM) Weight and
Balance Data
S E C T I O N 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. Balance Diagram (Sheet 1 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3
Figure 6−2. Balance Diagram (Sheet 2 of 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−4
Figure 6−3. Station Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−5
Figure 6−4. Sample Weight and Balance Report (Sheet 1 of 2) . . . . . . . . . . . . . . 6−6
Figure 6−4. Sample Weight and Balance Report (Sheet 2 of 2) . . . . . . . . . . . . . . 6−7
Figure 6−5. Sample Surplus and Missing Items . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−8
Figure 6−6. Sample Basic Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . 6−9
Figure 6−7. Fuel Station (JET A at 6.8 Pounds per Gallon) (Sheet 1 of 2) . . . . 6−10
Figure 6−7. Fuel Station (JET B at 6.5 Pounds per Gallon) (Sheet 2 of 2) . . . . 6−11
6−2. Weight and Balance Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−12
6−3. Equipment Removal or Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−12
6−4. Weight and Balance Determination − Passenger
Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−12
Example I :Longitudinal CG Calculation − Passenger . . . . . . . . . . . . . . . . . . . . . 6−13
6−5. Longitudinal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−14
Example II :Longitudinal CG Calculation − Passenger and Cargo . . . . . . . . . . 6−15
6−6. Permissible Lateral Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−16
6−7. Lateral Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−16
Example III :Lateral CG Calculation − Passenger and Cargo . . . . . . . . . . . . . . . 6−17
Table 6−2. Weights and Longitudinal Moments − Pilot, Passenger, Baggage . 6−18
Table 6−3. Weights and LateralMoments − Pilot, Passenger, Baggage . . . . . . 6−19
6−8. Internal Loading of Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−20
Table 6−4. Cargo Weight vs Loop Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−20
Figure 6−8. Cargo Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−21
Revision 9 6−i
Weight and (Models 369HE/HS/HM)
Balance Data
6−ii Revision 9
(Models 369HE/HS/HM) Weight and Balance Data
SECTION VI
WEIGHT AND BALANCE
DATA
6−1. WEIGHT AND BALANCE CHARACTERISTICS
The weight and balance characteristics of the McDonnell Douglas 500 helicop-
ter are as follows (Ref. Table 6−1 and Figure 6−1).
Maximum Certified Gross Weight
Refer to Section II.
Longitudinal Reference Datum
100 inches forward of rotor centerline (rotor hub centerline is located at
Station 100 (See Figure 6−2 and Figure 6−3).
Cargo Deck Capacity
950 or 1300 pounds, not to exceed 115 pounds per square foot (Ref Sec-
tion II).
Utility Stowage Compartment
Limited to 50 pounds
Center of Gravity Limits:
Lateral (+) is right of centerline; lateral (−) is left of centerline when seated
in the crew compartment looking forward.
Table 6−1. Center of Gravity Limits

(lb)
Forward Aft (+) Right (−) Left
2401 to 2550 99.0 104 ±3.0
2201 to 2400 97.0 104 ±3.0
2001 to 2200 97.0 104 +4 −3
105 +3 −1
2000 and below 97.0 104 +5 −3
106 +3 −1
Revision 6 6−1
Weight and Balance Data (Models 369HE/HS/HM)
FORWARD
GROSS WEIGHTS
AIRCRAFT 2401 TO 2550 LB
(1089 TO 1157 KG)
97
LONGITUDINAL TRAVEL − INCHES
99
2201 TO 2400 LB
(998 TO 1089 KG
FUSELAGE STATIONS
2001 TO 2200 LB
(907 TO 998 KG)
2000LB OR LESS
(907 KG OR LESS)
104
105
106
−3 −1 0 +3 +4 +5
LATERAL TRAVEL − INCHES
F01−006
Figure 6−1. Center of Gravity Envelope
6−2 Revision 6
STA. STA.
78.5 124.0
CG OF RIGHT SIDE ROTOR C STA.L
FORWARD PASSENGER 100.0
CARGO COMPARTMENT
STA. 28.0
STA.
174.0
+18.1
+12.1
+2.6
−12.1
−13.0
CG OF AFT PASSENGERS
CG OF FWD PASSENGER
THREE−PLACE COCKPIT (STANDARD
CG OF PILOT HE/HS)
STA. STA. STA.
71.5 73.5 105.0
STA.
78.50
CG OF COPILOT/PASSENGER
STA. 28.0
+13.0
−13.0
TWO−PLACE COCKPIT (OPTIONAL

HE/HS)
CG OF PILOT
STA.
73.5
F01−060
Figure 6−2. Balance Diagram (Sheet 1 of 2)
Revision 6 6−3
STA. 97.0 STA. 104.0
STA. PERMISSIBLE CG RANGE (369HS (S/N 0001 THRU 0100) ONLY)

28.0
20 40 60 80 100 120 140 160 180 200 210 240 260 280 300
SLING POINT OIL TANK − RH SIDE
LEVELING PLUMB STA.

92.6
FIREWALL
JIG POINT
3°
AFT JACKING POINT STA.
197.2
STA. 174.0
STA.
BHD
282.0
ENGINE SECTION
BATTERY STA. STA. FUEL CELL COMPARTMENT

78.5 124.0
REFERENCE JIG POINT
DATUM FWD JACKING POINT STA.
96.9
f01−061
Figure 6−2. Balance Diagram (Sheet 2 of 2)
6−4 Revision 6
f01−062
Figure 6−3. Station Diagram
Revision 6 6−5
WEIGHT AND BALANCE REPORT
MDHC MODEL ___________________________
F01−063−1
Figure 6−4. Sample Weight and Balance Report (Sheet 1 of 2)
6−6 Revision 6
F01−063−2
Figure 6−4. Sample Weight and Balance Report (Sheet 2 of 2)
Revision 6 6−7
F01−064
Figure 6−5. Sample Surplus and Missing Items
6−8 Revision 6
BASIC WEIGHT AND BALANCE RECORD
CONTINUOUS HISTORY OF CHANGES IN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE
MD 500
AIRCRAFT MODEL SERIAL NUMBER REGISTRATION NUMBER PAGE 4 OF 4

369E
WEIGHT CHANGE
RUNNING TOTAL
BASIC AIRCRAFT
ITEM NO. ADDED (+) REMOVED (−)
DATE DESCRIPTION OF ARTICLE OR MODIFICATION
LONG LONG LONG
MOMENT MOMENT MOMENT
WEIGHT ARM WEIGHT ARM WEIGHT ARM
IN LB IN LB IN LB
IN OUT
ACTUAL BASIC WEIGHT−DELIVERY 1273 108.36 137840
Revision 6
Figure 6−6. Sample Basic Weight and Balance Record

F01−065
Weight and Balance Data
6−9
Hughes Helicopters, Inc.
CSP−HE/HS−1
EXAMPLE: Find fuel moment for 340 lb fuel:
MD 500
F05−034
1. Enter chart at 340 lb on fuel weight scale. From that point, move to right along the 340 lb line until
reaching the fuel weight CG curve. Now move down to the longitudinal CG scale to find the fuel
station (CG) of approximately 96.80 − in.
Figure 6−7. Fuel Station (JET A at 6.8 Pounds per Gallon) (Sheet 1 of 2)
2. Multiply 96.80 − in (station) by 340 lb (fuel weight) to arrive at 32,912 in − lb (moment).
FUEL
WEIGHT FUEL WT AND CG CURVE USING JET A
POUNDS
460
440
NOTES:
65 420 1. WEIGHTS AND MOMENTS BASED ON JET A FUEL.
400 (ASTM D−1655) AT 6.8 POUNDS PER GALLON
60 380 2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON
THE SPECIFIC GRAVITY AND TEMPERATURE
360 VARIATION SHOULD BE ANTICIPATED IN

FUEL QUANTITY (GALLONS)
55 GAUGE READINGS WHEN TANKS ARE FULL.

340
3. FUEL CG VARIES WITH QUANTITY
50 320 4. MAXIMUM FUEL QUANTITY IS 435 POUNDS
300
Revision 6
5. MAXIMUM USABLE FUEL QUANTITY IS
45 422 POUNDS.
280
OPTIIONAL SELF SEALING TANKS
40 260
1. MAXIMUM FUEL QUANTITY IS 420.5 POUNDS
240
35 220
2. MAXIMUM USABLE FUEL QUANTITY IS
407.5 POUNDS
30 200
180
25 160
140
20
120
15 100
80
10
60
5 40
20
0
CSP−HE/HS−1
0
90 90.5 91 91.5 92 92.5 93 93.5 94 94.5 95 95.5 96 96.5 97 97.5 98 98.5 99
6−10
LONGITUDINAL C.G. (INCHES)
EXAMPLE: Find fuel moment for 340 lb fuel:
1. Enter chart at 340 lb on fuel weight scale. From that point, move to right along the 340 lb line until
reaching the fuel weight CG curve. Now move down to the longitudinal CG scale to find the fuel
MD 500
station (CG) of approximately 97.10 − in.

2. Multiply 97.10−in (station) by 340 lb (fuel weight) to arrive at 33,014 in−lb (moment)
FUEL
WEIGHT
POUNDS FUEL WT AND CG CURVE USING JET B
460
440
NOTES:
65 420 1. WEIGHTS AND MOMENTS BASED ON JET B
(ASTM D−1655) AT 6.5 POUNDS PER GALLON
400
60 2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPON
380 THE SPECIFIC GRAVITY AND TEMPERATURE
360 VARIATION SHOULD BE ANTICIPATED IN
55 GAUGE READINGS WHEN TANKS ARE FULL.
340
3. FUEL CG VARIES WITH QUANTITY
50 320 4. MAXIMUM FUEL QUANTITY IS 416 POUNDS
300 5. MAXIMUM USABLE FUEL QUANTITY IS
45 403.5 POUNDS
280
OPTIIONAL SELF SEALING TANKS
40 260
1. MAXIMUM FUEL QUANTITY IS 402 POUNDS
240
Revision 6
35 2. MAXIMUM USABLE FUEL QUANTITY IS
220 389.5 POUNDS
30 200
180
25 160
140
20
FUEL QUANTITY (GALLONS)

120
15 100
80
10
60
5 40
20
0
0
Figure 6−7. Fuel Station (JET B at 6.5 Pounds per Gallon) (Sheet 2 of 2)
90 90.5 91 91.5 92 92.5 93 93.5 94 94.5 95 95.5 96 96.5 97 97.5 98 98.5 99
LONGITUDINAL C.G. (INCHES)
F05−035
6−11
CSP−HE/HS−1
6−2. WEIGHT AND BALANCE CRITERIA
Use the delivered weight as recorded in the Weight and Balance Record in-
serted in this section to perform all weight and balance computations. Deliv-
ered weight includes oil and unusable fuel.
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 Weight And Bal-
ance Record inserted in this section.
Use the balance and station diagrams shown as an aid for weight and balance
changes.
6−4. WEIGHT AND BALANCE DETERMINATION − PASSENGER

CONFIGURATION
To determine that the gross weight and longitudinal center of gravity (fore and
aft) for a given flight are within limits, proceed as follows.
Obtain aircraft delivered weight and moment from the Weight and Balance
Record inserted in this section.
Determine weights and moments of useful load items.
Add above items (Ref. Example I ).
Determine corresponding center of gravity for gross weight by dividing total
moment by gross weight. This computation must be done with zero fuel
gross weight and with mission fuel gross weight (Ref. Example I ).
NOTE: If loadings are not symmetrical about the aircraft centerline, determine lateral
CG’s as described in Paragraph 6−6.
Weight and balance must be computed for minimum front seat

CAUTION weight prior to loading any passengers in rear seats with only pilot
in front. Ballast, if required, must be carried.
NOTE: Ballast may be carried in the utility stowage compartment or stowed and secured
by seat belt and shoulder harness in opposite front seat. Ballast may consist of
shot, sandbags, or similar material, adequately contained and secured.
6−12 Revision 6
Example I :Longitudinal CG Calculation − Passenger

369HE 369HS
Items Weight (lb) Moment (in.−lb) Weight (lb) Moment (in.−lb)
Basic Weight 1,138 125,965 1,280 138,905
Pilot 170 12,500 170 12,500
Passenger − Fwd Outboard 170 12,500 170 12,500
Passenger − Fwd Center 170 12,155 170 12,155
Passenger − Aft R/H 170 17,850 170 17,850
Passenger − Aft L/H 170 17,850 170 17,850
Utility Stowage (Sta. 55) 20 1,100 20 1,100
Baggage (under seat) 40 4,400 40 4,400
1. Zero Fuel Weight 2,048 204,320 2,190 217,260
Add: Fuel 350 34,000 350 34,000
2. Gross Weight 2,398 238,320 2,540 251,260
Calculation of Longitudinal CG:
CG (Zero Fuel Weight)
Moment at Zero Fuel Weight 204,320

369HE = = 99.8 in.
Zero Fuel Weight 2,048
369HS = = 99.2 in.
CG (Gross Weight)
Moment at Gross Weight 238,320

369HE = = 99.4 in.
Gross Weight 2,398
369HS = = 98.9 in.
Gross Weight 2,540
NOTE: The CG’s fall within the limits specified in Table 6−1.
Revision 6 6−13
6−5. LONGITUDINAL LOADING OF CARGO
The large aft compartment of the Model 369HE/HS provides great flexibility in
the variety of cargo loads it can accommodate.
In general, the placement of cargo CG within 4 inches of the center of the
compartment will ensure that the helicopter will be within the approved CG
limits.
To determine the gross weight and center of gravity for a given flight are with-
in limits, proceed as follows.
Establish the weight of the cargo load.
Determine the location of the cargo longitudinal CG by measuring the dis-
tance to the cargo from the jacking point located on the side of the fuselage
(station 96.9).
Cargo CG = 96.93 ± measured distance (inches); ie.,
(+) if aft of mark; (−) if forward of mark.
Obtain the cargo moment:
Cargo Moment = Cargo Weight Cargo CG
Perform weight and balance as previously described for passenger configura-
tion.
Refer to Example II for sample CG computation.
6−14 Revision 6
Example II :Longitudinal CG Calculation − Passenger and Cargo

369HE 369HS
Items Weight (lb) Moment (in.−lb) Weight (lb) Moment (in.−lb)
Basic Weight 1,138 125,965 1,280 138,905
Pilot 170 12,500 170 12,500
Passenger − Fwd Outboard 170 12,500 170 12,500
Cargo 500 50,800 500 50,800
1. Zero Fuel Weight 1,978 201,765 2,120 214,705
Add: Fuel 400 39,100 400 39,100
2. Gross Weight 2,378 240,865 2,520 253,805
Calculation of Longitudinal CG:

369HE = = 102.1 in.
369HS = = 101.3 in.
CG (Gross Weight)

369HE = = 101.3 in.
Gross Weight 2,378
369HS = = 100.7 in.
Gross Weight 2,520
Revision 6 6−15
6−6. PERMISSIBLE LATERAL LOADINGS
Safe operation of this helicopter requires that it be flown within established

lateral as well as longitudinal center of gravity limits.
It is therefore imperative that lateral center of gravity control be exercised.
All combinations of internal and external loadings are permissible if gross
weight, longitudinal, and lateral center of gravity considerations permit.
For pilot and passenger lateral center of gravity, see Figure 6−2.
6−7. LATERAL LOADING OF CARGO
To determine the gross weight and lateral center of gravity for a given flight
are within limits, proceed as follows.
Find weight of load.
Determine lateral location (station) of load center of gravity.
Measure load distance from aircraft centerline (lateral station zero), right
(+); left (−).
Obtain the lateral load moment as follows.
Lateral moment = lateral weight lateral station (Ref. Example III ).
6−16 Revision 6
Example III :Lateral CG Calculation − Passenger and Cargo

369HE 369HS
Lateral Lateral Lateral Lateral
Weight Arm Moment Weight Arm Moment
Items (lb) (in.) (in.−lb) (lb) (in.) (in.−lb)
Basic Weight 1,138 −0.5 −569 1,280 −0.5 −569
Pilot (L/H) 170 −13.0 −2,210 170 −13.0 −2,210
Passenger − Fwd (R/H) 170 +18.1 +3,077 170 +18.1 +3,077
Cargo 400 +2.0 +800 400 +2.0 +800
1. Zero Fuel Weight 1,878 +0.58 +1,098 2,020 +0.54 +1,098
Add: Fuel 400 0 0 400 0 0
2. Gross Weight 2,278 +0.48 +1,098 2,420 +0.45 +1,098
Calculation of Lateral CG:

369HE = = +0.58 in.
369HS = = +0.54 in.
CG (Gross Weight)

369HE = = +0.48 in.
Gross Weight 2,278
369HS = = +0.45 in.
Gross Weight 2,420
Revision 6 6−17
Table 6−2. Weights and Longitudinal Moments − Pilot, Passenger, Baggage
Moment (in.−lb)
Pilot or Fwd Center Fwd Aft Passenger
Passenger R/H Passenger Passenger R/H and L/H
Weight (lb) Station 73.5 Station 71.5 Station 105.0
120 8,820 8,580 12,600
140 10,290 10,010 14,700
160 11,760 11,440 16,800
170 12,495 12,155 17,850
180 13,230 12,870 18,900
200 14,700 14,300 21,000
220 16,170 15,730 23,100
240 17,640 17,160 25,200
Baggage Weights and Longitudinal Moments
Moment (in.−lb)
Baggage Utility Stowage Under Seat
Weight Compartment and Center Behind Seat Fwd Bulkhead
(lb) Station 52.9 Station 110 Station 120 Station 87
10 529 1,100 1,200 900
20 1,058 2,200 2,400 1,700
30 1,587 3,300 3,600 2,600
40 2,116 4,400 4,800 3,500
*50 2,645 5,500 6,000 4,400
60 −− 6,600 7,200 5,200
70 −− 7,700 8,400 6,100
80 −− 8,800 9,600 7,000
90 −− 9,900 10,800 7,800
100 −− 11,000 12,000 8,700
*Maximum Capacity of Utility Stowage Compartment.
6−18 Revision 6
Table 6−3. Weights and Lateral Moments − Pilot, Passenger, Baggage
Pilot and Passenger Weight and Lateral Moments

Moment (in.−lb)
Passenger Pilot Passenger Passenger Aft Passenger
Weight L/H R/H Fwd Center Fwd R/H and L/H
(lb) Station −13.0 Station +18.1 Station +2.6 Station +12.1
120 −1,560 +2,172 +312 ±1,452
140 −1,820 +2.534 +364 ±1,694
160 −2,080 +2,896 +416 ±1,936
170 −2,210 +3,077 +442 ±2,057
180 −2,340 +3,258 +468 ±2,178
200 −2,600 +3,620 +520 ±2,420
220 −2,860 +3,982 +572 ±2,662
240 −3,120 +4,344 +622 ±2,904
Baggage Weights and Lateral Moments
Baggage Weight (lb) Moment
Station +12.8 (in.−lb)
10 +128
20 +256
30 +348
40 +512
50 +640
Revision 6 6−19
6−8. INTERNAL LOADING OF CARGO
The following instructions should be followed when carrying internal cargo.

Rope, cable, or equivalent must have a minimum loop strength of 1,800
pounds.
Restrain the cargo from shifting by using the correct number of restraining
loops in accordance with Table 6−4.
Position restraining loop in accordance with Figure 6−8.
Cargo deck capacity is 1300 pounds (not to exceed 115 pounds per square
foot).
View II shows typical tiedown for 500−pound cargo.
Restraint loops are to be secured as indicated and tied to the cargo to pre-
vent slippage of the loops.
Variations of the tiedown are allowable, providing total restraint require-
ments are met.
Caution should be exercised to keep the cargo from bearing against the cen-
ter slanted portion of the aft bulkhead.
Table 6−4. Cargo Weight vs Loop Restraint
Number of Required Restraint Loops

Cargo Forward Aft Vertical/Lateral
(lb) Restraint Restraint Restraint
Up to 100 1 1 2
101 to 300 2 1 2
301 to 400 3 2 2
401 to 600 4 2 2
601 to 800 5 3 2
801 to 1000 6 3 3
1001 to 1100 *7 4 3
1101 to 1200 *8 4 3
1201 to 1300 *8 4 3
*Note the 7th and 8th loops are to use the outboard seat belt attach fitting (Station 124)
6−20 Revision 6
F01−066
Figure 6−8. Cargo Restraint
Revision 9 6−21
6−22 Revision 9
(Models 369HE/HS/HM) Handling Servicing
and Maintenance
S E C T I O N VII
HANDLING, SERVICING
AND MAINTENANCE
TABLE OF CONTENTS
PARAGRAPH PAGE
7−1. Helicopter Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1
7−2. Use of External Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1
7−3. Hoisting, Jacking, and Lifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1
Figure 7−1. Helicopter Major Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2
7−4. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3
Figure 7−2. Ground Handling Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3
7−5. Moving and Towing Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4
7−6. Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4
Figure 7−3. Parking and Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6
7−7. Servicing − General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−7
Table 7−1. Servicing Materials (Operating Supplies) . . . . . . . . . . . . . . . . . . . . . . 7−7
Figure 7−4. Servicing Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−11
7−8. Fuel System − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−12
7−9. Engine Oil System − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−13
7−10. MainRotorTransmission − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−13
7−11. Tail Rotor Transmission − Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7−12. Cleaning − General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7−13. Cleaning Fuselage Interior Trim and Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . 7−14
7−14. Cleaning Aircraft Exterior and Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7−15. Cleaning Transparent Plastic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7−16. Fluid Leak Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−15
7−17. Main Rotor Blade Leading Edge Abrasion Tape . . . . . . . . . . . . . . . . . . . . . . . . . . 7−16
7−18. Preservation and Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−16
7−19. Flyable Storage − No Time Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−17
7−20. Engine Compressor Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−18
Revision 9 7−i
Handling Servicing (Models 369HE/HS/HM)
and Maintenance
7−ii Revision 9
(Models 369HE/HS/HM) Handling, Servicing,
and Maintenance
SECTION VII
HANDLING, SERVICING
AND MAINTENANCE
7−1. HELICOPTER COMPONENTS
The major components of the helicopter are shown in Figure 7−1.
7−2. USE OF EXTERNAL POWER
An external receptacle is located at the right side of the pilot’s compartment

seat structure. The right door must be open to use the receptacle. Any source
of external 28−volt, direct−current power with sufficient amperage rating may
be used.
Before connecting external power, be sure that helicopter main electrical power
selector switch is OFF.
After power is connected to receptacle, power switch must be set to EXT PWR
position to connect external power to helicopter electrical system.
7−3. HOISTING, JACKING, AND LIFTING
Hoisting, lifting, and jacking of the helicopter shall only be

CAUTION performed by qualified maintenance personnel with the proper
equipment and tools as specified in the Handbook of Maintenance
Instructions. Failure to follow the specified procedures may result
in damage to aircraft components.
Revision 6 7−1
Handling, Servicing, (Models 369HE/HS/HM)
and Maintenance
UPPER VERTICAL
STABILIZER
MAIN ROTOR HORIZONTAL

STABILIZER
LOWER VERTICAL
STABILIZER
TAIL ROTOR
TRANSMISSION
TAIL BOOM
AFT SECTION
FLIGHT CONTROLS
TAIL ROTOR
FORWARD SECTION
MAIN TRANSMISSION
& POWER TRAIN ENGINE
ENGINE ACCESS
DOOR
CARGO DOOR
LOWER SECTION
PILOT DOOR
LANDING GEAR
F01−015
Figure 7−1. Helicopter Major Components
7−2 Revision 6
and Maintenance
7−4. GROUND HANDLING WHEELS
Standard ground handling wheels are used for moving the helicopter by hand
and for towing. The wheels are manually lowered with a detachable jack han-
dle and are held in the down position (helicopter raised on wheels) by a me-
chanical lock.
The wheels are equipped with tow bar attach fittings. Attach ground handling
wheels and hold tail up when lowering the wheels (raising helicopter).
F01−046
Figure 7−2. Ground Handling Wheels
Revision 6 7−3
and Maintenance
7−5. MOVING AND TOWING HELICOPTER
Manually move helicopter on ground handling wheels by balancing at tailboom

and pushing on rear fuselage portion of airframe.
Except under extreme emergency conditions, do not tow helicopter

CAUTION at speeds over 5 mph. Do not allow front end of skid tubes to drag
on ground. Avoid sudden stops and starts and short turns which
could cause helicopter to turn over. Allow inside wheel to turn (not
pivot) while helicopter is being turned. Safe minimum turning radius
is approximately 20 feet.
Tow helicopter on ground handling wheels by attaching suitable tow bar to tow
bar fittings. If tow bar is not equipped to keep front ends of skid tubes from
dragging, have an assistant balance helicopter at tailboom.
7−6. PARKING AND MOORING
Parking (Ref. Figure 7−3):
To prevent rotor damage from blade flapping (droop stop pounding)

CAUTION as a result of air turbulence from other aircraft landing, taking off
or taxiing or sudden wind gusts, rotor blades should be secured
whenever helicopter is parked.
Locate helicopter slightly more than one blade length clearance from nearby
objects on the most level ground available.
Apply friction to lock cyclic and collective so that cyclic is neutral and col-
lective is full down.
Secure main rotor blades as follows.
Turn blades until one blade is directly above tailboom.
Install blade socks on all blades.
Secure blade sock tiedown cord for blade located above tailboom to tail-
boom. Secure other blade sock tiedown cords to fuselage jack fittings.
When securing blade sock tiedown cords, take up slack, but do

CAUTION not apply excessive bending loads on blades.
7−4 Revision 6
and Maintenance
Mooring (Ref. Figure 7−3):

Whenever severe storm conditions or wind velocities higher than 40 knots
are forecast, helicopter should be hangared or evacuated to safer area. If
these precautions are not possible, moor helicopter as follows.
Park helicopter and remove main rotor blades and install air inlet fair-
ing and engine exhaust covers.
Install pitot tube cover.
Fill fuel tank (if possible).
Apply friction to lock cyclic and collective sticks.
Secure helicopter to ground by attaching restraining lines (cable or rope)
between jack fittings and stakes or ground anchors.
Revision 6 7−5
and Maintenance
OIL COOLER BLOWER/TRANSMISSION

COOLING AIR INLET PLUGS (2 PLACES)
BLADE SOCK
369D26661
(4 PLACES)
TIEDOWN TETHER
MOORING ANCHOR
(4 PLACES)
PITOT TUBE COVER

369H4009
CABLE OR MANILA ROPE
ZIPPER
AIR INLET FAIRING
ENGINE EXHAUST OUTLET COVER 369H9803
COVER 369H9804
ACCESS
DOOR
LATCH
(REF)
EXTENSION
SPRING
TIE CORD
FUEL CELL ACCESS DOOR
(TYPICAL 2 PLACES)
LOCKPIN
JACK FITTING
LOCKPIN STOWAGE
TO BLADE FUSELAGE STRUCTURE

SOCK JACKING FITTING
TO MOORING TO BLADE SOCK
ANCHOR
F01−048
Figure 7−3. Parking and Mooring
7−6 Revision 6
and Maintenance
7−7. SERVICING − GENERAL
Servicing helicopter includes replenishment of fuel, changing or replenishment

of oil and other such maintenance functions.
Fuels, oils, other servicing materials and capacities are listed in Table 7−1.
Locations of servicing points are shown in Figure 7−4.
Table 7−1. Servicing Materials (Operating Supplies)
1. Tail Rotor Transmission − Capacity 0.5 US Pt (0.23 Liter)
Use the materials listed under Item 3 or Mobil SHC 626.
2. Main Transmission − Capicity: 4.0 US Quarts (3.78 liters)
Use the materials listed under Item 3 or Mobil SHC 626.
3. Engine − Capacity: 3.0 US Qt. (2.84 liters)
Ambient Temperature Oil Type
0°C (32°F) and above MIL−PRF−23699C or subsequent preferred
0°C (32°F) to −40°C (−40°F) MIL−PRF−23699C or subsequent preferred or
MIL−PRF−7808G or subsequent
−40°C (−40°F) and below MIL−PRF−7808G or subsequent only
Specification Material Manufacturer
MIL−PRF−7808
(see Footnote 2 and 3)
American PQ Lubricant American Oil and Supply Co.
6899 238 Wilson Ave.
Newark, NJ 07105
BP Turbo Oil 2389 Air BP Lubricants
Exxon Turbo Oil 2389 Maple Plaza II − 1N
6 Campus Drive
Parsippany, NJ 07054
Brayco 880 As above
Mobil Avrex S Turbo 256 Mobil Oil Corporation
3225 Gallows Road
Fairfax, VA 22037
Mobil RM−201A As above
Mobil RM−184A As above
Stauffer Jet 1 Stauffer Chemical Co.
380 Madison Ave.
New York, NY 10017
Revision 9 7−7
and Maintenance

MIL−PRF−23699 STD
AeroShell/Royco Anderol Inc.
Turbine Oil 500 River Road, P.O. Box 518
East Hanover, NJ 07936
American PQ Lubricant American Oil and Supply Co.
6700 238 Wilson Ave.
Newark, NJ 07105
Exxon Turbo Oil 2380 Maple Plaza II − 1N
6 Campus Drive
Caltex RPM Jet Caltex Petroleum Corp.
Engine Oil 5 380 Madison Avenue
New York, NY 10017
Castrol Aero Jet 5 Specialty Products Division
Castrol 5050 1000 West 31st Street
Downers Grove, IL 60515
Chevron Jet Engine Oil 5 Chevron International Oil Co.
555 Market Street
San Francisco, CA 94105
Hatcol 3211 Hatcol Corporation
King George Post Road
Fords, New Jersey 08863
Mobil Jet Oil II ExxonMobil Lubricants
Stauffer Jet II Stauffer Chemical Co.
380 Madison Ave.
New York, NY 10017
Turbonycoil 600 (TN 600) NYCO S.A.
66, Champs−Elysees−51
Rue De Ponthieu
F−75008 Paris, France
MIL−PRF−23699 HTS
Aeroshell/Royco Anderol Inc.
Turbine Oil 560 River Road, P.O. Box 518
East Hanover, NJ 07936
BPTO 2197 Air BP Lubricants
Maple Plaza II − 1N
6 Campus Drive
Mobil Jet 254 or 291 ExxonMobil Lubricants
7−8 Revision 9
and Maintenance

SAE AS5780 SPC
Maple Plaza II − 1N
6 Campus Drive
MJO II ExxonMobil
Swedesboro, NJ
SAE AS5780 HPC
BPTO 2197 Air BP Lubricants
MJO 254 ExxonMobil
Swedesboro, NJ
4. Fuel Cells − Standard Nonself−sealing, Capacity: 64.0 US Gal (242 liters), 416 pounds
Optional Self−sealing, Capacity: 62.0 US Gal (234 liters), 402 pounds.
Refer to Rolls−Royce 250 Series Operations Manual for complete fuel specifica-
tions.
MIL−DTL−5624 JP−4 MIL−DTL−5624 JP−5 ASTM D 1655 Jet A
ASTM D 1655 Jet A−1 ASTM D 1655 Jet B JP−1 conforming to ASTM D 1655,
Peoples Republic of China ASTM D 6615 Jet B Jet A or Jet A−1
RP−3.
Arctic Diesel Fuel DF−A Diesel No. 1 conforming to MIL−DTL−83133, grade JP−8
(W−F−800B) conforming to ASTM D 1655, Jet A or Jet
ASTM D 1655, Jet A or Jet A−1
A−1
CAUTION: At 4.4°C (40°F) and below, fuel must contain anti icing additive that meets
MIL−I−27686 requirements. For blending information and authorized fuels, refer
to the appropriate Rolls−Royce Operation and Maintenance Manual.
5. Overrunning Clutch − Capacity:
− 11, −21, −31 1.52 U.S. Oz (45cc)
− 41, −51, 1.01 U.S. Oz (30cc)
Use the materials listed under item 3 but not Mobil SHC 626.
6. One−Way Lock − Capacity: 0.67 US Oz (20cc)
MIL−PRF−5606
Brayco Micronic 756 and 756PH Specialty Products Division
1001 West 31st Street
Downers Grove
Illinois 60515
Aero Shell Fluid 41 Shell Oil Co.
Royco 756 Anderol Inc
Mobil Aero HF ExxonMobil Lubricants
Revision 9 7−9
and Maintenance

One−Way Lock Continued
Invarol FJ 13 ESSO Saf
2, rue des Martinets
92569 Rueil−Malmaison
Cedex, France
MIL−PRF−6083
Brayco Micronic 783 Castrol Industrial North America
Inc.
Royco 783 Anderol Inc.
Hydraunycoil FH−6 NYCO, S.A.
7. Battery (NiCad) − Capacity: As required
MS36300 Distilled Water Any acceptable source
Footnotes:
(1) Oils approved for use in main transmission and tail rotor transmission are synthetic lubri-
cation oils that have a certified Ryder Gear Value in excess of 2500 pounds per inch.
(2) Not a preferred lubricant for transmissions. Use MIL−PRF−7808 lubricating oil in trans-
mission only when other oils are not available.
(3) For Model 250 Series engine oil change requirements and restrictions on mixing of oils, re-
fer to the RollsRoyce Operation and Maintenance Manual.
DO NOT use Mobil SHC 626 oil in 250 Series engines.
WARNING: Only discretionary mixing of oils within an oil series is permitted without a time pen-
alty. Use of mixed oils from different series in an engine is limited to five hours total
running time during one overhaul period. Adequate maintenance records must be
maintained to ensure that the five hour limit is not exceeded. Failure to comply with
oil mixing restrictions can result in engine failure.
7−10 Revision 9
and Maintenance
MAIN TRANSMISSION FILLER
MAIN TRANSMISSION DRAIN MAIN TRANSMISSION

SIGHT GAUGE
ENGINE OIL SIGHT GAUGE

BATTERY
OVERBOARD OIL DRAIN LINE
ONE−WAY LOCK
RESERVOIR
ENGINE ACCESSORY
GEARBOX DRAIN
BREATHER
FILLER
ENGINE OIL
TANK FILLER
FUEL SUPPLY
LINE DRAIN
EXTERNAL POWER RE-
VALVE
CEPTACLE
OIL SYSTEM
TAIL ROTOR TRANSMISSION DRAIN VALVE
SIGHT GAUGE
GROUND RE- FUEL SYSTEM FUEL CELL’S
CEPTACLE FILLER DRAIN VALVE
TAIL ROTOR TRANSMIS-

SION DRAIN
ENGINE WASH FITTING
(IF INSTALLED)
F01−044
Figure 7−4. Servicing Points
Revision 6 7−11
and Maintenance
7−8. FUEL SYSTEM − SERVICING
Refueling vehicle should be parked a minimum of 20 feet from helicopter dur-

ing fueling operation.
Before starting fueling operation, always ground fueling nozzle or fuel truck to
GROUND HERE receptacle or to another bare metal location.
Comply with the following precautions when servicing the fuel system.
Turn off electrical switches and disconnect any external power

WARNING from helicopter. Electrically ground helicopter prior to refueling or
defueling. Static discharge spark in presence of fuel vapors can
cause fire or an explosion.
Cold weather fuels:

Grade JP−4 (MIL−T−5624), grade JP−5, and grade JP−8 (MIL−T−3133A, or
later) type fuels contain anti−ice additive which conforms to MIL−1−27686
(or later). These fuels do not require additional anti−ice additive.
Cold weather fuel mixtures
When operating at or below 4°C (40°F), a mixture of AVGAS and jet fuels
(other than JP−4 or Jet B) may be used in a ratio of one part by volume
AVGAS to two parts by volume commercial jet fuel.
Refer to Allison Operation and Maintenance Manual for additional cold
weather fuel mix and blending instructions.
Filling:
The fuel system has two fuel cells that are interconnected for simultaneous
flow and venting. Fuel system filler is on right side of helicopter.
Refuel the helicopter with the proper fuel as soon after landing as possible
to prevent moisture condensation and to keep helicopter as heavy as possi-
ble in case of winds.
Keep fuel nozzle free of all foreign matter.
Check filler cap for security after refueling.
7−12 Revision 6
and Maintenance
Fuel draining:
Fuel draining should be accomplished with helicopter as level as possible.
Fuel system may be defueled in two ways: One is to defuel through filler
port, using a pump. The other method is to open the drain valve on fuse-
lage underside.
Fuel cell drain valve is spring−loaded closed and is opened by depressing
internal plunger.
After defueling, be sure to check drain valves for leakage.
To avoid possible damage to start pump, do not operate start pump

CAUTION with fuel tanks drained.
7−9. ENGINE OIL SYSTEM − SERVICING
The engine oil tank filler is on the right side of the helicopter. A liquid level
sight gauge for checking oil level in tank is visible through a transparent win-
dow near the filler (Ref. Figure 7−4).
NOTE: Oil level should be checked within 15 minutes after shutdown.
Replenish with correct oil until oil level is FULL on sight gauge.
CAUTION DO NOT use Mobil SHC 626 oil in the engine oil system.
NOTE: To avoid possible foaming of oil and/or engine oil pressure fluctuation, shake oil
can thoroughly to mix anti−foam agent before filling engine oil system.
Make certain that oil tank filler cap is securely tightened immediately after
servicing.
7−10. MAIN ROTOR TRANSMISSION − SERVICING
Check transmission oil level at liquid level sight gauge (Ref. Figure 7−4)
NOTE: Indicated oil level may be incorrect if aircraft is not level or has been ground
handled in a tail−low attitude since last flight.
Replenish with correct oil until oil level is at the dashed lines above the ADD
mark on sight gauge.
NOTE: If oil was drained from transmission cooler, ground run helicopter for 15 minutes
after replenishing with oil and recheck oil level at sight gauge. Replenish oil as
necessary. This purges air from the oil cooling system and ensures that entire
oil cooling system is full.
Fill main transmission by lifting breather−filler cap and inserting funnel into
opening. Check that spring−loaded cap closes when funnel is removed.
Revision 6 7−13
and Maintenance
7−11. TAIL ROTOR TRANSMISSION − SERVICING
Transmission oil should be replaced with new oil whenever it is drained. A

liquid level sight gauge for checking oil level is located on the transmission
housing.
Check oil level.
Servicing of the tail rotor transmission should be performed by maintenance
personnel.
Some commercial cleaning agents, such as readily available

CAUTION household cleaners, contain chemicals that can cause corrosive
action and/or leave residue that can result in corrosion. Examples
of cleaning agents that are not to be used are ‘‘Fantastic’’ and ‘‘409’’
type cleaners, or locally made strong soap cleaners.
7−12. CLEANING − GENERAL
General cleaning of oil and dirt deposits from the helicopter by using dry-
cleaning solvent, standard commercial grade kerosene or a solution of deter-
gent soap and water.
Exceptions that must be observed are specified in the following cleaning para-
graphs.
7−13. CLEANING FUSELAGE INTERIOR TRIM AND UPHOLSTERY
Clean dirt or dust accumulations from floors and other metal surfaces with
vacuum cleaner or small hand brush.
Sponge soiled upholstery and trim panels with a mild soap and luke−warm wa-
ter solution. Avoid complete soaking of upholstery and trim panels. Wipe solu-
tion residue from upholstery with soft dampened with clean water.
Remove imbedded grease or dirt from upholstery and carpeting by sponging or
wiping with an upholstery cleaning solvent recommended for the applicable
fabric (nylon, vinyl, leather, etc).
NOTE: If necessary, seat upholstery may be thoroughly dry-cleaned with solvent. When
complete dry cleaning is performed, upholstery must be re−flame−proofed to
comply with Federal Aviation Regulation Part 27.
7−14 Revision 6
and Maintenance
7−14. CLEANING AIRCRAFT EXTERIOR AND ROTOR BLADES
Use care to prevent scratching of aluminium skin when cleaning

CAUTION main rotor blades. Never use volatile solvents or abrasive materials.
Never apply bending loads to blades or blade tabs during cleaning.
Wash helicopter exterior, including fiberglass and rotor blades, when necessary,
using a solution of clean water and mild soap.
NOTE: Avoid directing soapy or clean water concentrations toward engine air intake
area and instrument static ports.
Clean surface stained with fuel or oil by wiping with soft cloth dampened by
solvent, followed by washing with clean water and mild soap.
Rinse washed areas with water and dry with soft cloth.
7−15. CLEANING TRANSPARENT PLASTIC
Clean outside surfaces of plastic by rinsing with clean water.

Use mild soap and water solution or aircraft type plastic cleaner to remove oil
spots and similar residue.
Never attempt to dry plastic panels with cloth. To do so causes

CAUTION any abrasive particles lying on plastic to scratch or dull surface.
Wiping with dry cloth also builds up an electrostatic charge that
attracts dust particles from air.
After dirt is removed from surface of plastic, rinse with clean water and let air
dry or dry with soft, damp chamois.
Clean inside surfaces of plastic panels by using aircraft type plastic cleaner
and tissue quality paper wipers or soft cloth.
7−16. FLUID LEAK ANALYSIS
Main or Tail rotor Transmission Oil Leak:

Oil leakage, seepage or capillary wetting at oil seals or assembly joint lines
of main or aft transmission are permissible if leakage rate does not exceed
2cc per hour (one drop per minute).
An acceptable alternate rate of leakage from either transmission is if oil
loss is not more than from full to the add mark on sight gauge within 25
flight hours. (Repair leaks according to instructions in the HMI).
Revision 6 7−15
and Maintenance
NOTE: On transmission input gear oil seals with less that 2 hours of operation, some
seepage or wetting of adjacent surfaces is normal until seal is wetted and
worn−in (seated). If seepage continues at rate of one drop per minute or less,
seal may be continued in service. Check transmission oil level and observe
seepage rate after every 2 hours of operation. Shorter inspection periods may
be required is seal leakage appears to be increasing.
Engine Oil leaks
Refer to Allison Engine Operation and Maintenance Manual for definition of
permissible engine oil leakage.
Landing Gear Damper − Hydraulic Fluid Leak
Hydraulic fluid leakage from any landing gear dampers is not permissible.
If leakage is present, damper assembly should be overhauled as required
and a serviceable unit installed. If leaking landing damper is not replaced
when leakage is noticed, continuation of damper in service can cause inter-
nal damage that might not otherwise occur.
NOTE: It is normal for a thin hydraulic oil film to remain on damper piston as a result of
wiping contact with piston seal. Newly installed dampers may also have slight
oil seepage from oil trapped in end cap threads during damper assembly. Neither
of these should be considered damper leakage or cause from damper
replacement.
7−17. MAIN ROTOR BLADE LEADING EDGE ABRASION TAPE
Materials:
Y−8560 Polyurethane Tape, 3.0 inches wide x 0.014 inch thick (3M Co., St.
Paul, Minnesota)
Solvent (methyl−ethyl−ketone, toluene or trichloroethane)
Cement
Replacing of main rotor blade abrasion tape should be performed by mainte-
nance personnel.
NOTE: Tape for all four blades should be equal in length and carefully applied to
maintain a balanced rotor.
7−18. PRESERVATION AND STORAGE
A helicopter placed in storage or nonoperative status must have adequate in-

spection, maintenance and preservation to avoid unnecessary deterioration of
airframe and components or equipment.
Extent of preventive maintenance that is to be performed on the helicopter for
storage up to 45 days, storage up to 6 months, and indefinite storage is cov-
ered in the HMI.
7−16 Revision 6
and Maintenance
7−19. FLYABLE STORAGE − NO TIME LIMIT
Inspection before storage:

Perform Daily Inspection.
Ensure that fuel cells are full (topped off), and that oil in engine oil tank
and main and aft transmissions is at FULL level.
Storage:
To maintain a flyable storage condition, perform daily inspection; ground ru-
nup must be performed at least once every 5 days.
Perform daily pre−flight check.
Start engine (Section IV). After idle stabilizes, accelerate engine to flight
idle. Operate until oil temperature shows an increase and ammeter reads
zero.
Replenish fuel as necessary.
Open movable air vents in each cargo door; positioning air vent openings
downward.
Install covers and equipment used to park and moor helicopter.
Install static ground.
Before next flight:
Remove covers and equipment used to park and moor helicopter.
Perform daily preflight check (Ref. Section IV).
Revision 6 7−17
and Maintenance
7−20. ENGINE COMPRESSOR WASH
Water wash provisions are incorporated in current configuration helicopters

(Ref. Figure 7−4).
Engine compressor cleaning should be performed by qualified personnel in ac-
cordance with the HMI and the Engine Operation and Maintenance Manual.
The following information is provided for pilots assisting qualified personnel in
the cleaning process.
The starter−generator can be used to motor the Allison 250 Series engine
for compressor cleaning cycle.
Input voltage should be 24 vdc, but it is permissible to use 12 vdc.
To prevent starter−generator damage, duty cycle (cranking) time limits that
must not be exceeded are:
24 vdc External 24 vdc Helicopter

Auxiliary Power Battery Power
25 Seconds ON 30 Seconds ON
30 Seconds OFF 2 Minutes OFF
30 Seconds OFF 2 Minutes OFF
30 Minutes OFF 30 Minutes OFF
12 vdc External Auxiliary Power
2 Minutes ON
30 Minutes OFF
2 Minutes ON
NOTE: Current required by starter−generator to maintain10 percent N1 rpm should be

approximately 150 amperes with 12 vdc input.
7−18 Revision 6
and Maintenance
Procedures:
F Ensure engine anti−ice, cabin heat, and scav air (if installed) are off prior
to engine wash or rinse.
F Water injection will be started three seconds prior to starter engagement.
F Motor the engine with the twistgrip in CUTOFF.
F Release starter switch as necessary to maintain between 5% and 10% N1

speed during the wash/rinse.
F Water injection will continue during coast down until N1 stops.
F Allow engine to drain.
F Within 15 minutes of the water rinse, operate the engine at idle for five
minutes and actuate anti−ice, cabin heat, and scav−air (if installed) sys-
tems for one minute to purge and evaporate all residual water .
Revision 9 7−19
and Maintenance
7−20 Revision 9
(Models 369HE/HS/HM) Additional Operations
and Performance Data
S E C T I O N VIII
ADDITIONAL OPERATIONS
AND PERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH PAGE
8−1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1
*Figure 8−1. Hover Ceiling Vs Temperature, OGE,
Tail Rotor Abrasion Strips Installed, Takeoff Power
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3
*Figure 8−2. Hover Ceiling Vs Temperature, OGE, Utility Floats
<<<< Allison 250−C20 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−4
*Figure 8−3. Hover Ceiling Vs Temperature, OGE, Utility Floats,
Takeoff Power <<<< Allison 250−C20>>>> . . . . . . . . . . . . . . . . . . . 8−4
Hover Ceiling Vs Temperature, OGE, Takeoff Power
<<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−6
*Figure 8−4. Hover Ceiling Vs Temperature, OGE, Utility Floats,
Takeoff Power <<<< Allison 250−C18 >>>> . . . . . . . . . . . . . . . . . . . 8−7
Table 9−1. Maximum Hover Weight, OGE <<< Allison 250−C20 >>> . . . . . . . . 8−8
Revision 9 8−i
Additional Operations
8−ii Revision 9
SECTION VIII
ADDITIONAL OPERATIONS
AND PERFORMANCE DATA
8−1. GENERAL
OGE hover performance charts:

OGE hover performance charts (Ref. Figure 8−1 thru Figure 8−5) are pro-
vided for the standard Model HE/HS as well as those equipped with option-
al equipment.
To use the chart, follow the instructions for IGE hover charts as described
in Section V.
OGE hover performance table:
An OGE hover perfromance table is provided for 369HE/HS helicopters
equipped with Allison 250−C20 engines (Ref. Table 9−1). This table may be
used for planning flights with external loads. When using this table for
OGE hover data with internal loads, the maximum certified gross weight is
limited to 2550 LBS. Weights above 2550 LBS must be external and jetison-
able.
Be sure to select the appropriate hover ceiling chart for type of

CAUTION equipment installed installed on the helicopter. Figure numbers
marked with an asterisk (*) indicate data pertinent to an installed
optional equipment item.
Revision 6 8−1
Additional Operations (Models 369HE/HS/HM)
ELECTRICAL LOAD 30 AMPERE. 250−C20 ENGINE PRESSURE CABIN ANTI− BOTH
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE OVER
INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE 16,000 97 106 206
20,000 83 89 175
20,000 INCREASE (OR DECREASE) WEIGHT
CAPABILITY (ABOVE CRITICAL ALTITUDE) PER 6,000
10 AMPERE REDUCTION (OR INCREASE) IN
ELECTRICAL LOAD
OAT°C −5 15 35
18,000
WT LBS 2 5 7

16,000 SONABLE
5,000
14,000
4,000
12,000

10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40
*Figure 8−1. Hover Ceiling Vs Temperature, OGE,

<<<< Allison 250−C20 >>>>
8−2 Revision 6
ELECTRICAL LOAD 30 AMPERE. 250−C20 ENGINE PRESSURE CABIN ANTI− BOTH
TO
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE OVER
INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE 16,000 97 106 206
20,000 83 89 175
20,000 INCREASE (OR DECREASE) WEIGHT
CAPABILITY (ABOVE CRITICAL ALTITUDE) PER 6,000
10 AMPERE REDUCTION (OR INCREASE) IN
ELECTRICAL LOAD
OAT°C −5 15 35
18,000
WT LBS 2 5 7

16,000 SONABLE
5,000
14,000
4,000
12,000

10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40
F01−077
*Figure 8−2. Hover Ceiling Vs Temperature, OGE, Utility Floats
<<<< Allison 250−C20 >>>>
Revision 6 8−3
THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, ELEC- REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS
TRICAL LOAD 30 AMPERE. 250−C20 ENGINE PRESSURE CABIN ANTI− BOTH
TO
3. REDUCE HOVER CEILING 400 FT ABOVE CRITICAL ALTITUDE OVER AND
ABOVE ANY OTHER HOVER REDUCTION FOR ANY OTHER INSTALLED KIT 12,000 132 144 288
(OR BASIC AIRCRAFT) WHEN THE PARTICLE SEPARATOR IS INSTALLED. 16,000 116 123 250
20,000 98 108 217
20,000
6,000
CAPABILITY (ABOVE CRITICAL ALTITUDE) PER
18,000 10 AMPERE REDUCTION (OR INCREASE) IN
ELECTRICAL LOAD
OAT°C −5 15 35
WT LBS 2 5 7
16,000 GROSS WEIGHTS ABOVE 2550 LB 5,000
SONABLE
14,000
4,000
12,000

10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
0 0
−40 −30 −20 −10 0 10 20 30 40 50
AMBIENT TEMPERATURE − DEGREES C F01−069A
*Figure 8−3. Hover Ceiling Vs Temperature, OGE, Utility Floats, Takeoff Power
<<<< Allison 250−C20>>>>
8−4 Revision 6
REDUCE WEIGHT CAPABILITY LBS AS FOL-

THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, LOWS
ELECTRICAL LOAD 30 AMPERES, 250−C18 ENGINE HEAT ICE
FEET
SEA LEVEL
1. 33 LB WITH PARTICLE SEPARATOR 10,000 125 155 290
20,000 85 105 195
4. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED
20,000
WEIGHT CAPABILITY LBS (ABOVE
CRITICAL ALTITUDE) PER 10
AMPERE REDUCTION (OR
18,000 INCREASE)
OAT °C IN ELECTRICAL
−5 15
LOAD
35
WT 2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
MUST BE EXTERNAL AND JETTISON-
ABLE
0 0
−40 −30 −20 −10 0 10 20 30 40
TION ONLY AND REPRESENT PERFORMANCE CAPABILITY IN ZERO WIND CONDITIONS. F01−067
Figure 8−4. Hover Ceiling Vs Temperature, OGE, Takeoff Power

<<<< Allison 250−C18 >>>>
Revision 6 8−5
REDUCE WEIGHT CAPABILITY LBS AS FOL-

THIS CHART BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, LOWS
ELECTRICAL LOAD 30 AMPERES, 250−C18 ENGINE
FEET HEAT ICE
SEA LEVEL
1. 33 LB WITH PARTICLE SEPARATOR 10,000 125 155 290
20,000 85 105 195
4. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED
20,000
WEIGHT CAPABILITY LBS (ABOVE
CRITICAL ALTITUDE) PER 10
AMPERE REDUCTION (OR
18,000 INCREASE)
OAT °C IN ELECTRICAL
−5 15
LOAD
35
WT 2 5 7
16,000 5,000
14,000

4,000
12,000
10,000
3,000
8,000
2,000
6,000
4,000
1,000
2,000
MUST BE EXTERNAL AND JETTISON-
ABLE
0 0
−40 −30 −20 −10 0 10 20 30 40
TION ONLY AND REPRESENT PERFORMANCE CAPABILITY IN ZERO WIND CONDITIONS. F01−068
*Figure 8−5. Hover Ceiling Vs Temperature, OGE, Utility Floats, Takeoff Power
<<<< Allison 250−C18 >>>>
8−6 Revision 6
Table 9−1. Maximum Hover Weight, OGE

<<< Allison 250−C20 >>>
TEMPERATURE − °C −40 −30 −20 −10 0 10 20 30 40
°F
−40 −22 −4 14 32 50 68 86 104
HP − FEET HP − METERS
0 0 2920 2900 2860 2815 2780 2745 2710 2680 2640
1000 305 2890 2855 2815 2780 2745 2710 2680 2650 2615
2000 610 2855 2820 2785 2750 2715 2680 2645 2620 2585
3000 914 2820 2790 2750 2710 2680 2650 2615 2590 2530
4000 1219 2785 2755 2720 2680 2650 2610 2580 2555 2420
5000 1524 2750 2720 2685 2650 2610 2580 2550 2510 2320
6000 1829 2720 2690 2650 2610 2580 2550 2520 2440 2220
7000 2134 2685 2650 2615 2575 2545 2515 2455 2355 2120
8000 2438 2650 2620 2580 2545 2520 2485 2415 2255 2025
9000 2743 2620 2585 2545 2500 2485 2450 2320 2160 1940
10000 3048 2580 2550 2515 2470 2460 2365 2220 2065 1850
11000 3353 2550 2520 2480 2435 2380 2265 2130 1980 1770
12000 3658 2520 2490 2450 2395 2285 2165 2035 1890 1680
13000 3962 2475 2450 2385 2290 2190 2080 1950 1805 1600
14000 4267 2450 2370 2285 2200 2110 1990 1870 1725
15000 4572 2355 2275 2195 2110 2020 1910 1790 1645
16000 4877 2250 2175 2100 2025 1935 1830 1710 1570
17000 5182 2155 2090 2020 1935 1850 1750 1635
18000 5486 2070 2005 1935 1850 1770 1675 1560
19000 5791 1990 1920 1850 1775 1690 1605
20000 6096 1905 1845 1775 1700 1615 1530
GROSS WEIGHTS ABOVE 2550 LB MUST BE EXTERNAL AND JETTISONABLE
REDUCE WEIGHT CAPABILITY LBS AS FOLLOWS

PRESSURE CABIN ANTI− BOTH
ALT. FT HEAT ICE
THIS TABLE BASED ON CABIN HEAT, ENGINE ANTI−ICE OFF, ELECTRICAL SEA LEVEL
LOAD 30 AMPERE. 250−C20 ENGINE TO
REDUCE HOVER WEIGHT CAPABILITY 12,000 112 120 236
1. 50 LB WITH MAIN ROTOR ABRASION TAPE INSTALLED 16,000 97 106 206
OVER AND ABOVE ANY OTHER HOVER REDUCTION FOR ANY OTHER
INSTALLED KIT (OR BASIC AIRCRAFT) WHEN THE PARTICLE INCREASE (OR DECREASE) WEIGHT CAPABILITY
SEPARATOR IS INSTALLED. (ABOVE CRITICAL ALTITUDE) PER 10 AMPERE
REFER TO FIGURE 8−3 FOR ENGINE CRITICAL ALTITUDE LINE. REDUCTION (OR INCREASE) IN ELECTRICAL LOAD
OAT°C −5 15 35
WT LBS 2 5 7
Revision 9 8−7
8−8 Revision 9
(Models 369HE/HS/HM) Optional Equipment
S E C T I O N IX
OPTIONAL EQUIPMENT
TABLE OF CONTENTS
PARAGRAPH PAGE
9−1. General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1
9−2. Listing − Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1
Table 9−1. Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2
9−3. Kit Compatibility − Combined Optional Equipment . . . . . . . . . . . . . . . . . . . . . . . 9−3
Table 9−2. Optional Equipment Kit Compatibility . . . . . . . . . . . . . . . . . . . . . . . . 9−3
9−4. Optional Equipment Performance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−3
9−5. Operating Instructions: Rotorcraft Cargo Hook Kit . . . . . . . . . . . . . . . . . . . . . . . 9−5
Figure 9−1. Cargo Hook Release − Electrical and Mechanical . . . . . . . . . . . . . . 9−7
Figure 9−2. Cargo Hook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−9
Table 9−3. Cargo Hook Loading Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−10
9−6. Operating Instructions: Anti−Ice Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−11
Figure 9−3. Anti−Ice Airframe Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−13
Figure 9−4. Anti−Ice Fuel Filter Switch and Indicator Panel . . . . . . . . . . . . . . . 9−14
9−7. Operating Instructions: Cargo Swing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−17
Table 9−4. Cargo Hook Loading Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−20
9−8. Operating Instructions: Engine Air Inlet Deflector . . . . . . . . . . . . . . . . . . . . . . . 9−21
9−9. Operating Instructions: Emergency Floats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−23
Figure 9−5. Minimum Float Operational Temperature for Over−water Flight 9−25
9−10. Operating Instructions: Rotorcraft Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−29
Table 9−5. Permissible Hoist Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−33
Table 9−6. Loading Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−34
9−11. Operating Instructions: Rotorcraft Litter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−35
Figure 9−6. Variation of VNE With Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−37
Figure 9−7. VNE Placard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−37
Figure 9−8. Best Rate of Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−39
Figure 9−9. Indicated Airspeed Vs Calibrated Airspeed . . . . . . . . . . . . . . . . . . . . 9−40
9−12. Operating Instructions: Luggage Pod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−43
9−13. Operating Instructions: Search Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−45
FAA Approved
Revision 6 9−i
Optional Equipment (Models 369HE/HS/HM)
PARAGRAPH PAGE
9−14. Operating Instructions: Utility Floats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−47
Figure 9−10. Takeoff and Landing Limitations − 250−C18 Engine . . . . . . . . . . 9−48
9−15. Operating Instructions: Automatic Reignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−51
Figure 9−11. Auto Reignition Switch Panel Locations . . . . . . . . . . . . . . . . . . . . . 9−53
9−16. 369HM Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−59
Figure 9−12. Warning and Caution Indicators − Typical . . . . . . . . . . . . . . . . . . . 9−60
Figure 9−13. Type T" Instrument Panel − Layout Typical . . . . . . . . . . . . . . . . . 9−61
Figure 9−14. Electrical Controls Console − Layout Typical . . . . . . . . . . . . . . . . . 9−62
Figure 9−15. Cyclic Grip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−62
FAA Approved
9−ii Revision 6
SECTION IX
OPTIONAL EQUIPMENT
9−1. GENERAL INFORMATION
This section provides general supplemental information on optional equipment

for the MD 500 Model 369HE/HS helicopters. The information includes a list-
ing of usable optional equipment and compatibility of combined equipment on
the helicopter.
NOTE: Unless identified in the List of Models Effected block at the beginning of each
optional equipment operating instructions, the optional equipment is approved
for all MD 500 Model 369HE/HS helicopters.
Supplemental data is prepared and included in this section whenever the in-
stallation of that equipment affects the FAA Approval Data for Limitations
(Section II), Emergency and Malfunction Procedures (Section III), Normal Pro-
cedures (Section IV), and Performance Data (Section V).
The Flight Manual Supplemental Data is to be used in conjunction with the
basic Flight Manual data and takes precedence over that data when the equip-
ment is installed.

CAUTION supplemental data for type of optional equipment installed
(including STC items) as a regular part of preflight planning.
9−2. LISTING − OPTIONAL EQUIPMENT
Table 9−1 lists MDHI optional equipment items available that require addition-
al operating instructions. This table does not include non−MDHI STC items
that may be FAA approved for use. Other optional equipment items may be
found in the HMI.
SPECIAL NOTE:
Items in the table marked with an asterisk ( * ) are optional equipment items that have had
their supplemental data incorporated into the main body of the flight manual and are identified
by the statement, ‘‘If installed’’.
FAA Approved
Revision 6 9−1
Table 9−1. Optional Equipment

Equipment Part No. Publication No.
*Extended Landing Gear 369H90006 CSP−HE/HS−1
*Rotor Brake 369H90123 CSP−HE/HS−1
*Aluminum Tail Rotor Kit 369A9005 CSP−HE/HS−1
*Engine Air Particle Separator Filter 369H90148 CSP−HE/HS−1
*Heated Pitot Tube 369H90034 CSP−HE/HS−1
369H90115
Automatic Reignition 369H90118 Section IX
Luggage Pod 369H90002 Section IX
Litter 369H90011 Section IX
Cargo Swing 369H90017 Section IX
Cargo Hook 369H90065 Section IX
369H90072
Hoist 369H90070 Section IX
Utility Floats 369H90086 Section IX
Emergency Floats 369H90121 Section IX
Searchlight 369H90142 Section IX
Anti−Ice Fuel Filter 369A90022 Section IX
Engine Air Deflector M30287 Section IX
*Indicates data incorporated into the flight manual (Sections I thru VIII where
appropriate).
FAA Approved
9−2 Revision 6
9−3. KIT COMPATIBILITY − COMBINED OPTIONAL EQUIPMENT
Table 9−2. Optional Equipment Kit Compatibility

Compatibility: Blank = Yes; X = No; = Installable/Not Usable
Optional Part A. B. C. D. E. F. G. H. I. J.
Equipment Number 90121 90011 90007 90148 90070 90072 90086 90017 90002 90060
90065
A. Emergency Floats 369H90121 (1)(2) (1) X (1) (5)(6) (4)
B. Litter Kit 369H90011

C. Ext. Landing Gear 369H90007
D. Particle Separator 369H90148
E. Hoist Kit 369H90070 (1)(2) (1) (3) (3)
F. Cargo Hook Kit 369H90072 (1) (1) X
369H90065
G. Utility Floats 369H90086 X X

H. Cargo Swing 369H90017 (1) X X X
I. Luggage Pod 369H90002 (5)(6) (3) X X
J. Passenger Step 369H90060 (4) (3) X X X
NOTES:
(1) Cyclic stick grip kit 369H90129 must be installed.
(2) For functional use of Hoist, emergency floats must be in stowed configuration for either standard or extended landing gear.
(3) Single Component only. Installed on opposite side of hoist.
(4) Do not use in flight.
(5) Compatible if installed on extended landing gear.
(6) Not compatible if installed on standard landing gear.
● The Anti−Ice Fuel filter is approved for use on 369HE/HS helicopters equipped with the 250−C20 engines only and may be used in
combination with all other approved optional equipment.
● Emergency floats on standard landing gear may not be installed with 369H90062−5 and −6 step assemblies (components of the night
flying kit).
● The search light control handle must be in the stowed (handle forward) position when the co−pilot’s stick is installed.
● The Searchlight Kit may be installed simultaneously with the utility Float Kit or the Emergency Float Kit unless Skid Tip Position Lights
are installed.
9−4. OPTIONAL EQUIPMENT PERFORMANCE DATA
SPECIAL NOTE:
Optional equipment that affect IGE/OGE hover performance require additional hover performance charts.
Optional Equipment IGE hover performance charts are located in Section V and are marked with an aster-
isk (*). Optional Equipment IGE hover performance charts are located in Section V and are marked with an
asterisk (*). Optional Equipment OGE hover performance charts are located in Section VIII and are
marked with an asterisk (*).
FAA Approved
Revision 9 9−3
FAA Approved
9−4 Revision 9
Cargo Hook Kit
9−5. OPERATING INSTRUCTIONS: ROTORCRAFT CARGO HOOK KIT
PART I
GENERAL
The MDHI Cargo Hook Kit consists of a cargo hook which attaches to the fuse-
lage keel beam, electrical connections to provide the pilot with cargo release or
jettison capability using a switch on the cyclic stick, and a manual backup re-
lease mechanism. The cargo hook kit is designed to carry hook loads up to
1800 pounds.
When the kit is installed, an owner or operator holding a valid Rotorcraft Ex-
ternal Load Operator Certificate may utilize the helicopter for transportation of
external cargo when operated by a qualified pilot. OPERATIONS WITH CAR-
GO ON THE HOOK SHALL BE CONDUCTED IN ACCORDANCE WITH
APPLICABLE PORTIONS OF FEDERAL AVIATION REGULATIONS PART
133.
Information provided in these operating instructions is presented with the in-
tent of furnishing important data that can be used in the Rotorcraft Load
Combination Flight Manual. The Combination Flight Manual, which is re-
quired by FAR Part 133, will be prepared by the applicant to obtain the rotor-
craft External Load Operator Certificate.
FAA Approved
Revision 6 9−5
Cargo Hook Kit
PART II
LIMITATIONS
Weight Limitations:
Maximum weight allowed on the landing gear is 2550 pounds.

CAUTION Weight in excess of 2550 pounds must be external and jettisonable.
Maximum Rotorcraft − Load Combinations operating gross weight 3000

pounds (FAR 133).
Center of Gravity Limitations:
Center of gravity not to exceed the limits certified for the basic helicopter.
For gross weights greater than 2550 pounds, center of gravity limits for
2550 pounds apply.
Cargo Hook Limitations:
Cargo hook structural load limit is 1800 pounds.
Airspeed Limitations:
With no load on hook, airspeed limits are unchanged.
With load on hook, airspeed limits are presented on the external load VNE
placards.
NOTE: Use caution as size and shape of load, and load attaching cable size and length
may affect flight characteristics. Satisfactory flight characteristics have been
demonstrated with a compact load.
For operations at gross weights greater than 2550 pounds and up to 3000
pounds, VNE is limited to 80 knots IAS from sea level to 2400 feet PA.
Above 2400 feet, reduce VNE 7 knots per 1000 feet of pressure altitude.
Placards:
Make placards stating approved load class(es) and occupancy limitations.
Display placards in conspicuous location in the cockpit.
Placard stating, ‘‘External Load Limit 1800 Pounds’’ installed on or next to
cargo hook.
FAA Approved
9−6 Revision 6
Cargo Hook Kit
PART III
EMERGENCY AND MALFUNCTION PROCEDURES
ENGINE FAILURE:
The presence of an external load may further complicate a failed engine
condition. Release of loads attached through the cargo hook should be ac-
complished as soon as practical; consistent with other safety of flight factors
(rotor RPM, altitude, airspeed, ground personnel safety, etc.).
EMERGENCY RELEASE:
Actuate mechanical release handle to release cargo in the event of an elec-
trical failure. Operate handle quickly and deliberately.
NOTE: Ground support personnel should manually assure positive reset of the cargo
hook after use of mechanical release, prior to further cargo pickups.
Static Electricity Discharge:
Instruct ground crew to insure that the helicopter has been electrically
grounded prior to attaching cargo to drain charges of static electricity that
may build up in flight.
CARGO HOOK MECHANICAL RELEASE
CARGO HOOK
ELECTRICAL RELEASE
CYCLIC−MOUNTED ELECTRICAL HOOK RELEASE CARGO HOOK

RELEASE CABLE
MECHANICAL HOOK RELEASE
F01−070
Figure 9−1. Cargo Hook Release − Electrical and Mechanical
FAA Approved
Revision 6 9−7
Cargo Hook Kit
PART IV
NORMAL PROCEDURES
Normal Operation:
Preflight
Place battery switch in BATTERY position and check that HOOK circuit
breaker is in.
Push cargo load ring into hook throat. Cargo hook keeper should permit
easy entrance into throat. Leave ring in hook for remainder of operation-
al checks.
Pull aft and downward on load ring; hook must remain in locked posi-
tion.
Operational Checks
Check electrical and emergency operation of cargo release.
Check operation of external release knob (located on left side of cargo
hook body).
Hookshouldreturntotheclosedpositionafterabove checks.
Move pilot’s cyclic to all extreme positions. Cargo hook must remain
locked and external release knob must not rotate.
With load ring in cargo hook, swing hook to the limits of trav-
elinalldirections. Hookmustremainintheclosed position.
Inflight
Check HOOK circuit breaker IN.
Use care to avoid passing load attaching cables over landing gear
CAUTION skid tube when attaching load to hook with helicopter on the
ground.
Apply collective smoothly when lifting cargo.

Activate cargo release switch on cyclic stick to release cargo.
FAA Approved
9−8 Revision 9
Cargo Hook Kit
EXTERNAL RELEASE
(TURN CLOCKWISE)
ELECTRICAL WIRE HARNESS
KEEPER
MANUAL RELEASE CABLE

HOOK (LOAD BEAM)
KEEPER
KEEPER
CORRECT RIGGING
LOAD ARM
LOAD
ARM INSIDE
PRIMARY CIRCULAR RING
ENGAGING LOAD ARM DIAMETER
CIRCULAR
PRIMARY
PRIMARY
LOAD RING
LOAD RING
SECONDARY LOAD MEMBER

SECONDARY MEMBER
(RING OR SHACKLE)
VIEW LOOKING
FORWARD TO LOAD
TO LOAD TO LOAD F60−052−3
Figure 9−2. Cargo Hook
FAA Approved
Revision 9 9−9
Cargo Hook Kit
PART V
PERFORMANCE DATA
Refer to Section V for IGE Hover Ceiling vs. Temperature and Section VIII for
OGE Hover Ceiling vs. Temperature.
PART VI
The following table of Cargo Hook Loading Data should be used by the opera-
tor to assist in evaluating the helicopter center of gravity for various hook load
weights.
Cargo Hook Loading Data:
Table 9−3. Cargo Hook Loading Data
Cargo Longitudinal CG = 99.3 In.
Cargo Weight Moment/100
(lb) (in.−lb)
100 99
200 199
300 298
400 397
500 497
600 596
700 695
800 794
900 894
1000 993
1100 1092
1200 1191
1300 1291
1400 1390
1500 1490
1600 1589
1700 1688
1800 1787
FAA Approved
9−10 Revision 9
Anti−Ice Airframe Fuel Filter
9−6. OPERATING INSTRUCTIONS: ANTI−ICE FUEL FILTER
LIST OF MODELS AFFECTED
369HS Helicopter Serial No. 0101S and Subs

369HE Helicopter Serial No. 0101E and Subs
NOTE: This Kit is approved for installation in helicopters equipped with Allison
250−C20 engine only.
PART I
GENERAL
The Anti−Ice Airframe Fuel Filter is designed to filter out ice particles and
other solid contaminants from the fuel prior to entering the engine fuel system.
Installation of the filter will delete the requirement for use of fuel containing
anti−ice additives.
The filter unit is mounted on the aft face of the firewall ahead of the engine
fuel pump inlet and contains a 10 micron, 500 square inch disposable filter ele-
ment.
A pressure sensing switch in the filter body will illuminate a cockpit caution
light and activate the start pump when the fuel differential pressure across the
filter drops to a preset level. If the filter becomes clogged, a by−pass valve in
the filter body will open allowing unfiltered fuel to flow to the engine fuel
pump.
FAA Approved
Revision 6 9−11
PART II
LIMITATIONS
Altitude limitations:
If ground temperature prior to flight is 5°C or less, flight operations are
limited to 12,000 feet pressure altitude maximum.
If ground temperature prior to flight is above 5°C, flight operations are lim-
ited to 14,000 feet pressure altitude maximum, but not to exceed limitations
of Basic RFM Section II.
Anti−Ice fuel Additives:
Installation of the Anti−Ice Airframe Fuel Filter eliminates the need for
anti−ice fuel additives in the fuel (i.e., Prist).
Placards:
ANTI−ICE FUEL FILTER INSTALLED
For ground temperature of 5°C or less, max ALT 12,000 ft.
For ground temperature greater than 5°C, max ALT 14,000 ft.
PART III
ANTI−ICE AIRFRAME FUEL FILTER
Indications: caution light on.
Conditions: Anti−ice airframe fuel filter becoming clogged with ice or other solid
contaminants.
Procedures:
F Turn start pump ON.
F Land as soon as practical.
FAA Approved
9−12 Revision 6
PART IV
NORMAL PROCEDURES
Preflight Checks:
F BATTERY/EXT PWR switch AS REQUIRED
F Start pump ON
Do not open drain valve unless start pump is ON. An unexpected

WARNING flameout or power loss may occur if air is allowed to enter the fuel
system.
NOTE: If aircraft has been exposed to freezing temperatures, failure to drain may be due
to ice in filter element.
F Drain filter from valve on bottom of filter unit.
NOTE: The following checks should be performed as part of the engine compartment
checks listed in the basic preflight checklist in Section IV.
F Start pump OFF
TEST BUT-
TON
FIREWALL
FILTER BOWL
ANTI−ICE DRAIN
VALVE
F01−072
Figure 9−3. Anti−Ice Airframe Fuel Filter
FAA Approved
Revision 6 9−13
Ground check of system operation:

With electrical power on, verify that FUEL ANTI−ICE circuit breaker for
caution system is in the ‘‘in’’ position and the dimming switch is in the BRT
position.
If FUEL FILTER light is illuminated, depress to ensure that system is re-
set.
Depress red press−to−test button located on the top of the fuel filter hous-
ing; hold for 5 seconds; FUEL FILTER and start pump lights should illumi-
nate.
Release the press−to−test button; FUEL FILTER and start pump lights
should remain on.
Depress FUEL FILTER caution light on panel; FUEL FILTER and start
pump light should go out. Caution system is reset.
DIMMING
SWITCH
FUEL ANTI−ICE F01−073

CIRCUIT BREAKER
Figure 9−4. Anti−Ice Fuel Filter Switch and Indicator Panel
FAA Approved
9−14 Revision 6
Inflight Operation:
Check that FUEL ANTI−ICE caution system circuit breaker is in the ‘‘in’’
position and the dimming switch is in the BRT position.
A fuel icing condition will be indicated by illumination of the FUEL FIL-
TER caution light.
NOTE: Once system is activated, it will remain on until manually reset by pressing FUEL
FILTER caution light.
Icing may be verified by momentary depressing the FUEL FILTER caution light.
If the caution light does not re−illuminate in approximately 3 seconds, pull and
reset the FUEL ANTI−ICE circuit breaker to verify that icing conditions do not
exist.
Post Flight Filter Cleaning:
When ambient temperature is expected to go below freezing, filter unit
should be drained following completion of flight.
Following any actuation of FUEL FILTER light, fuel filter should be serv-
iced (Ref. HMI).
FAA Approved
Revision 9 9−15
FAA Approved
9−16 Revision 9
Cargo Swing
9−7. OPERATING INSTRUCTIONS: CARGO SWING
PART I
GENERAL
The MDHI Cargo Swing Kit consist of a curved tube that fits underneath the
helicopter and attaches to the jacking fittings near the sill of the cargo door,
cables that suspend the cargo hook from the tube, electrical connections to pro-
vide the pilot with cargo release or jettison capability using a switch on the cy-
clic stick, and manual backup release mechanism. The cargo hook is automati-
cally stowed when not in use. The cargo swing kit is designed to carry hook
loads up to 1400 pounds.
ternal Load Operator Certificate may utilize the helicopter for transportation of
external cargo when operated by a qualified pilot. OPERATIONS WITH CAR-
GO ON THE HOOK SHALL BE CONDUCTED IN ACCORDANCE WITH AP-
PLICABLE PORTIONS OF FEDERAL AVIATION REGULATIONS PART 133.
FAA Approved
Revision 6 9−17
Cargo Swing
PART II
LIMITATIONS
Weight Limitations:
Gross weight not to exceed the maximum certificated for the basic helicop-
ter.
Center of gravity not to exceed the limits certificated for the basic heli-
copter.
Cargo Swing Load Limitations:
Cargo swing structural limit is 1400 pounds.
With the hook stowed, airspeed limitations are unchanged.
With no load on hook and hook not stowed, 80 knots or basic helicopter
VNE whichever is less.
With load on hook, use caution since size and shape of load may effect con-
trollability. Operator must establish airspeed limits in accordance with FAR
part 133.
Placards:
Make placards stating approved load class(es) and occupancy limitations;
display placards in a conspicuous location in cabin.
Make placard stating: ‘‘External Load Limit 1400 Pounds" and install on or
next to cargo hook.
Fourteen hundred pounds is the allowable load limit on the cargo

CAUTION swing.
Kit Combination Limitations:

The Rotorcraft Cargo Hook Kit may not be used in combination with the
Cargo Swing Kit.
FAA Approved
9−18 Revision 6
Cargo Swing
PART III
Engine Failure:
The presence of an external load may further complicate a failed engine
condition. Release of loads attached through the cargo swing should be ac-
complished as soon as practicable; consistent with other safety of flight fac-
tors (rotor RPM, altitude, airspeed, ground personnel safety, etc).
Emergency Release:
Actuate the mechanical release handle to release cargo in the event of an
electrical failure. Operate handle quickly and deliberately.
swing after use of mechanical release, prior to further cargo pickups.
Instruct ground crew to insure that the helicopter has been electrically
PART IV
NORMAL PROCEDURES
Normal Operations:
Check cargo release circuit breaker IN.
Activate cargo release arming switch.
Use care to avoid passing load attaching cables over landing gear
CAUTION skid tube when attaching load to hook with helicopter on ground.
Apply collective smoothly when lifting cargo.

Activate cargo release switch on cyclic to release cargo.
NOTE: When flying without load on cargo hook, hook stow cable should be attached.
Flight after release of cargo load should be limited to nominal airspeeds (80
knots) until hook can be secured to stow cable to preclude damage to underside
of helicopter.
Emergency Release:
Actuate mechanical release handle to release cargo in the event of an elec-
trical failure. Operate handle quickly and deliberately.
hook after the use of mechanical release, prior to further cargo pickups.
FAA Approved
Revision 6 9−19
Cargo Swing

Instruct ground crew to ensure that the helicopter has been electrically
PART V
PERFORMANCE DATA
Refer to Section V for IGE Hover Ceiling vs. Temperature and Section VIII for
OGE Hover Ceiling vs. Temperature.
PART VI
Weight and Loading:

The following table of Cargo Swing Loading Data should be used by the op-
erator to assist in evaluating the helicopter center of gravity for various
hook load weights.
Table 9−4. Cargo Hook Loading Data
Cargo Longitudinal CG = 96.9
Cargo Weight (lb) Moment (in.−lb)
100 9,690
200 19,380
300 29,070
400 38,760
500 48,450
600 58,140
700 67,830
800 77,520
900 87,210
1000 96,900
1100 106,590
1200 116,280
1300 125,970
1400 135,660
FAA Approved
9−20 Revision 6
Engine Air Inlet Deflector
9−8. OPERATING INSTRUCTIONS: ENGINE AIR INLET DEFLECTOR
PART I
GENERAL
The MDHI Engine Air Inlet Deflector Kit inhibits the ingestion into the engine
air inlet of foreign objects which are of sufficient mass to puncture the inlet
screen/particle separator and damage the engine.
The kit includes a hub and engine air inlet cover to inhibit the entrance of
snow and water while the helicopter is parked.
PART III
Air Restart Engine:

Follow the emergency air restart procedure as described in Section III of
the Pilot’s Flight Manual.
Recommended pressure altitude is 11,000 feet or below.
FAA Approved
Revision 9 9−21
Engine Air Inlet Deflector
FAA Approved
9−22 Revision 9
Emergency Floats
9−9. OPERATING INSTRUCTIONS: EMERGENCY FLOATS
PART I
INTRODUCTION
The MDHI Emergency Float Kit consists of inflatable−bag type floats intended
for use in emergency landings only, during over−water operation. The floats are
normally carried in the stowed configuration mounted as a compact package on
top of each skid. Individual press−to−test lights are provided to check the
condition of the electrical actuation circuits for each float. These lights along
with a circuit breaker are on an auxiliary panel at the bottom of the instru-
ment panel. A guarded switch is provided on the cyclic stick for the pilot to ini-
tiate inflation when required. The switch actuates valves allowing air stored in
cylinders within the float package to inflate the
An optional Night Landing Lighting Kit is available as an aid to landing on
water at night. It consists of dual belly−mounted sealed beam lights, a circuit
breaker, and a three−position switch installed on the collective control. Switch
forward position activates the standard nose mounted landing light; center
position is off; and aft position activates the dual belly lights. The dual belly
mounted lights were developed during Certification of the Float Kit for the
500D Helicopter Model 369D. During power−on and autorotational landings on
water at night it was determined that these dual belly lights enhanced percep-
tion of the water surface. This light kit has now been made available for use
on the Hughes 500 Model 369H Series Helicopters.
A modification Kit, M50458, is available for converting the solenoid operated
valves to squib actuated valves.
FAA Approved
Revision 6 9−23
Emergency Floats
PART II
OPERATING LIMITATIONS
Tail low landings on hard surfaces should be avoided, as stress
CAUTION damage to the float extensions may occur.
Flight with floats inflated, or at time of inflation, is limited to 80 knots
IAS, or basic helicopter VNE, whichever is less.
With floats stowed, airspeed limitations are the same as the basic helicop-
ter.
Gross Weight Limitations:
Emergency floats (369H90121−505) on extended landing gear, maximum
gross weight is 2000 pounds.
Flight Limitations:
Night flight over water beyond autorotational capability to ground is prohib-
ited, unless the Night Landing Kit is installed.
Placards:
Float inflation above 80 knots prohibited.
Emergency floats on standard landing gear may not be installed with
369H90062−5 and −6 step assemblies, which are components of the night
lighting kit.
When the 369H90060 passenger step kit is installed in combination with
the emergency floats, the steps must be removed prior to over water flight.
Type of Operation:
Night flight over water beyond autorotation capability to ground is prohib-
ited unless the night lighting light is installed.
Operations with the emergency floats inflated is limited to flight to a servic-
ing facility for repacking and recharging the system. Airspeed with the
floats inflated is limited to 100 knots.
For water and ground landings, change of altitude is limited to 3000 feet
below the altitude at inflation or to 3000 feet below the maximum altitude
to which the inflated floats are subsequently flown.
NOTE: If the allowable altitude change noted above is exceeded, the minimum
operational float pressure (3.0 psig) for water and ground landings may not be
available.
FAA Approved
9−24 Revision 6
Emergency Floats
Operational Temperature:
The minimum float operational temperature for over−water flight is a func-
tion of initial minimum charge pressure as shown in Figure 9−5.
Operational Float Inflation Altitude Required

Temperature Time For Deployment
Up to 70°F (21°C) 9.0 sec 330 feet
Above 70°F 6.3 sec 250 feet
50
EXAMPLE:
IF IN A 55° ENVIRONMENT, THE GAUGE PRESSURE IS READ AT 3100
40 PSIG, THE MINIMUM FLOAT OPERATIONAL TEMPERATURE IS −5° F
30
20
PRESSURE PSIG
3000
10
3100
0
3200
−10
3300
−20 3400
−25
−30
0 10 20 30 40 50 60 70 80 90
TEMPERATURE AT TIME OF READING PRESSURE GAUGE, ° F F01−074
Figure 9−5. Minimum Float Operational Temperature for Over−water Flight
FAA Approved
Revision 6 9−25
Emergency Floats
PART III
Emergency Float Operation:
If emergency occurs at airspeeds greater than maximum permissible float
inflation speed, i.e., 80 knots IAS, reduce speed to 80 knots or less prior to
float inflation. Do not exceed airspeed limits.
NOTE: Inflations have been demonstrated up to 100 knots IAS in autorotation.
Float Inflation:
Check float circuit breaker IN.
Actuate guarded float inflation switch on cyclic stick grip.
NOTE: Only momentary switch actuation is required.
Float inflation time and altitude required for deployment are presented
below. Deployment altitude is based on a stabilized autorotational rate of
descent of 1800 feet per minute. It was calculated using the tabulated
float inflation time and a two second increment for pilot reaction time:
Inflation should be accomplished in autorotation at 2,000 feet or less
above landing surface to minimize differential pressure change with alti-
tude change.
For over−water operation in the crossed hatch area of the Height Veloc-
ity Diagram, immediate pilot reaction will be required to ensure float
inflation prior to water contact.
Make a normal landing approach. Minimize forward speed prior to water
contact. Recommended water contact speed 10 knots or less. Do not low-
er collective until forward speed is 5 knots or less. Landings have been
demonstrated at gross weights up to 2,550 pounds and touchdown speeds
up to approximately 15 to 20 knots.
Emergency Floats (369H90121−505) on extended landing gear:
Make a normal landing approach. Minimize forward speed prior to water
contact. Recommended water contact speed 5, knots or less. Landings
have been demonstrated at gross weights up to 2,000 pounds and touch-
down speeds up to approximately 10 knots.
NOTE: Landings should be made with the helicopter as level as possible laterally and
the nose of the helicopter slightly high. One−float−first landings may produce
undesirable but controllable yaw.
Solenoid Installation. After landing, open the emergency float circuit
breaker to prolong the life of the solenoid.
If emergency occurs at night over water, the dual landing lights should
not be illuminated above 1000 feet in order to preserve battery power.
Approach and landing as noted above.
FAA Approved
9−26 Revision 6
Emergency Floats
PART IV
NORMAL PROCEDURES
Checks Prior to Flight:

Check condition and security of stowed float package.
NOTE: Emergency floats with squib−actuated valve are identified by the word ‘‘SQUIB”
clearly visible on float cover.
Check pressure gauge in each float package. If the pressure vessel is at
70°F (21.1°C), the pressure should read 3000 to 3500 psig.
Indicated gauge pressure will increase (decrease) approximately as tabulated
below per 1°F (1°C) increase (decrease) in temperature of the pressure ves-
sel.
See Figure 1 to verify that pressure is adequate for the anticipated mini-
mum operating temperature.
Charge Pressure Psig/°F Psig/°C

3000 5.7 10.2
3100 5.9 10.5
3500 6.6 11.9
Set BATTERY−EXT switch in proper position (BATTERY when using ro-
torcraft battery. EXT when using an external power source).
Close emergency float circuit breaker.
Press−to−test. All four circuit indicator lamps should illuminate.
PART V
PERFORMANCE DATA
Hover Performance with Stowed Floats:

No change from that of the basic helicopter.
Height Velocity Diagram:
With floats stowed, Landing Height−Velocity Diagram is unchanged from
that of the basic helicopter.
FAA Approved
Revision 6 9−27
Emergency Floats
PART VI

Emergency floats (369H290121−Basic) on standard landing gear, no change.
Emergency floats (369H90121−509) on extended landing gear as follows:

(lb)
Forward Aft (+) Right, (−) Left
2251 to 2550 99.0 102.0 ± 3.0
2001 to 2250 99.0 103.0 ± 3.0
2000 and below 99.0 104.0 ± 3.0
Emergency Floats (369H90121−511) on standard landing gear as follows:

(lb)
Forward Aft (+) Right, (−) Left
2001 to 2250 99.0 104.0 ± 3.0
2000 and below 97.0 104.0 ± 3.0
Emergency floats 369H90121−505) on extended landing gear:
Longitudinal limits . . . . . Station 99 to 103
Lateral limits . . . . . . . . . . ±3 inches
Weight and station data for the float kit, after installation, become a part of
the aircraft basic empty weight (Section VI of the Pilot’s Flight Manual).
PART VII
HANDLING SERVICING AND MAINTENANCE
Inspection and functional checks of the emergency float system should be con-
ducted in accordance with applicable installation instructions.
FAA Approved
9−28 Revision 6
Rotorcraft Hoist
9−10. OPERATING INSTRUCTIONS: ROTORCRAFT HOIST
PART I
INTRODUCTION
The MDHI Hoist Kit is a fixed position, electrically operated unit. The hoist
assembly is designed for rapid installation and removal to facilitate maximum
utility of the helicopter. Approximately 110 feet of cable is provided with limit
switches incorporated to automatically stop the hoist at either extreme. The
rate of travel of the cable is approximately 60 feet per minute. The pilot is
provided with a recessed cable cutter button on the cyclic stick. The hoist oper-
ator is provided with a safety harness, a three position switch to raise or lower
the cable, and a guarded cable cutter button. The cable cutter is a redundant
circuit, electrically initiated, pyrotechnic device. A door ‘‘hold−open’’ is provided
for use during hoisting operation.
ternal Load Operator Certificate may utilize the helicopter for hoisting opera-
tions, compensation for hire, when operated by a qualified pilot. OPERATIONS
WITH A LOAD ON THE HOIST SHALL BE CONDUCTED IN ACCORDANCE
WITH APPLICABLE PORTIONS OF FEDERAL AVIATION REGULATIONS
PART 133. The operator may obtain a multiple airworthiness certificate under
provisions of FAR 21.187.
FAA Approved
Revision 6 9−29
Rotorcraft Hoist
PART II
LIMITATIONS
Minimum Flight Crew:
For hoist operation, minimum flight crew is two, consisting of a pilot and
hoist operator.
Weight Limitations:
Gross weight not to exceed the maximum certificated gross weight for the
basic helicopter.
With no load on hoist, cable stowed and door closed, airspeed limits are un-
changed.
During hoisting operation or with door ‘‘hold−open’’ in place, flight is limited
to 25 mph forward, rearward, or sideward.
ÈÈÈÈÈÈÈÈÈÈÈÈÁÁÁÁÁÁÁÁÁÁÁÁÀÀÀÀÀÀÀÀÀÀÀÀ
During hoisting operations:
ÈÈÈÈÈÈÈÈÈÈÈÈÁÁÁÁÁÁÁÁÁÁÁÁ
Gross Weight
(lbs)
ÀÀÀÀÀÀÀÀÀÀÀÀ
ÈÈÈÈÈÈÈÈÈÈÈÈÁÁÁÁÁÁÁÁÁÁÁÁÀÀÀÀÀÀÀÀÀÀÀÀ
Longitudinal CG
Station (in)
Lateral CG
Station (in)
2001 to 2550 99 to 105 +5.5, −5.0
200 or below 97 to 106 +5.5, −5.0
‘‘+’’ is right of centerline; ‘‘−’’ is left of centerline when looking forward.
For all other operations with hoist cable stowed: same as those for the basic
helicopter.
Fuel system limitations:
When using the center of gravity limits specified for hoisting operations, us-
able fuel is reduced to 63 US gallons (239 liters) for non self sealing fuel
tanks and to 61 US gallons (230 liters) for self−sealing fuel tanks.
Hoist Limitations:
NOTE: The static load test requirements of FAR 133.43 have been accomplished.
Hoist structural load limit is 300 pounds.
Use of the hoist for personnel is restricted to rescue and should be limited
to removal of the person from a perilous situation.
The Hoist may not be operated when the 369H90017 Cargo Swing is
installed.
The Hoist may be installed in combination with the 369H90121 Emergency
floats. However, it may only be operated if either the −509 or −511 versions
(incorporating hard covers) are installed.
FAA Approved
9−30 Revision 6
Rotorcraft Hoist
The Hoist may not be operated when the 369H30086 Utility Float kit is
installed.
The Hoist Kit may not be operated when the 389H90011 Litter kit is
installed. When litters are removed and the 369H90085 (flat glass) doors
are installed, hoist operation is permitted.
When the 369H90060 Passenger Step Kit is installed, the step on the same
side as the hoist must be removed prior to hoisting operations.
Operations combining cargo hook/cargo swing loads with the hoist is not
permitted.
Placards:
Make placards stating approved load class(es) and occupancy limitations;
display placards in conspicuous location in cabin.
NOTE: 300 pounds is the allowable loading limit on the hoist hook.
Placard stating, ‘‘External Load Limit 300 Pounds’’ installed on the hook.
PART III
Emergency Release:
Hoist operator may jettison hoist load by lifting guard on cable cutter
switch and moving switch to CUT position.
Pilot may jettison load by depressing recessed cable cut button located on
the cyclic stick grip.
FAA Approved
Revision 6 9−31
Rotorcraft Hoist
PART IV
NORMAL PROCEDURES
Normal Operation:
Check hoist circuit breaker IN.
Check cable cut circuit breaker IN.
Hoist operator must wear an approved safety harness (provided with hoist)
during all hoisting operations.
While in hovering flight (at speeds less than 25 mph forward, rearward, or
sideward) over hoist operations site, bring the hook over the door as the
door is opened, slide the bar latch into door slot to lock door in open posi-
tion; attach electrical connector to hoist.
Operator may move cable up or down by means of the three position switch
provided in the cargo compartment.
NOTE: Any time that the cable is extended, limit speed to 20 mph or less.
Prior to moving away from hoist operation site, the cable should be stowed,
electrical connector disconnected, and the door closed.
Use of the hoist for personnel is restricted to rescue and should be limited
to removal of the person from a place of peril or imminent peril to safety.
FAA Approved
9−32 Revision 6
Rotorcraft Hoist
PART VI
Weight and Loading:

The following table should be used by the operator to assist in evaluating
the helicopter center of gravity for various hoist load weights. The maxi-
mum hoist load of 300 pounds and the maximum helicopter gross weight of
2550 pounds must not be exceeded. Examples of use of the tables are pro-
vided.
Table 9−5. Permissible Hoist Loads

Forward Attendant Weight (Pounds)
Pilot Weight Passenger
Weight 150 175 200 225
(Pounds)
(Pounds) Permissible Hoist Loads (Pounds)
0 300 300 300 300
150 295 285 275 260
A 150 175 280 270 255 245
200 265 250 240 230
225 245 235 225 215
0 300 300 300 300
150 300 300 295 285
B 175 175 300 290 280 270
200 285 275 265 255
225 270 260 250 240
0 300 300 300 300
150 300 300 300 300
C 200 175 300 300 300 295
200 300 300 290 275
225 295 280 270 260
0 300 300 300 300
150 300 300 300 300
D 225 175 300 300 300 300
200 300 300 300 300
225 300 300 295 285
NOTE: Permissible hoist load may be increased 9 pounds for each 10 pounds of ballast or
passenger weight placed at seat location opposite hoist load during hoisting operations
to 300 pounds maximum.
FAA Approved
Revision 6 9−33
Rotorcraft Hoist
Table 9−6. Loading Examples

NUMBER 1:
Pilot = 175 Pounds
Attendant Weight = 175 Pounds
Forward Passenger Weight = 0 Pounds
Find: Permissible Hoist Load = ???
Consult Table I, Part B for the given weights. The maximum allowable hoist load is
300 pounds.
NUMBER 2:
Pilot Weight = 225 Pounds
Attendant Weight = 150 Pounds
Forward Passenger Weight = 150 Pounds
Find Permissible Hoist Load = ???
Consult Table I, Part D for the given weights. The maximum allowable hoist load is
300 pounds.
FAA Approved
9−34 Revision 6
Rotorcraft Litter
9−11. OPERATING INSTRUCTIONS: ROTORCRAFT LITTER
PART I
GENERAL
The MDHI Litter Kit has been designed to facilitate rapid conversion of the
helicopter to an air ambulance configuration. The Litter Kit provides for trans-
porting one or two litter patients as well as one or two attendants in the cargo
compartment of the helicopter. The kit consists of two litters, folding litter sup-
port structure, attaching hardware, and two special doors. The special doors
incorporate provisions for quick installation of bubble windows which permit
high speed and/or long distance transportation of patients and attendants in
comfort. Also included in the kit is a set of basic shape door window glass pan-
els for quick interchange with the bubble glass panels, for normal operation.
FAA Approved
Revision 6 9−35
Rotorcraft Litter
PART II
LIMITATIONS
Litters Installed Configuration:

With litters installed, operations must be conducted with the 369H92733
bubble glass window panels in the 369H90085 door installation, and limita-
tions stated in these operating instructions apply.
Litters Removed Configuration:
If the litters are removed and the the basic shape door glass panels are
installed the basic flight manual limitations apply.
If the litters are removed and the bubble glass door panels remain, limita-
tions stated in these operating instructions apply.
Gross Weight Limitations:
Maximum gross weight with the litter kit installed is 2539 pounds for heli-
copters with the the 250−C18 engine installed; with the 250−C20 engine, no
change.
Center of gravity limits are the same as those for the basic helicopter ex-
cept that the maximum aft longitudinal center of gravity is 104.0 inches.
Maximum speed (VNE) is limited to 113 knots IAS from sea level to 1400
feet.
Above 1400 feet, reduce VNE in accordance with Figure 9−6.
FAA Approved
9−36 Revision 6
Rotorcraft Litter
14,000
12,000
DENSITY ALTITUDE 10,000
8,000
6,000
4,000
2,000
0
60 80 100
Figure 9−6. Variation of VNE With Altitude
VNE WITH BUBBLE DOORS

369H90085
PRESS ALT
VNE KNOTS, IAS
X 1000
°C G.W. UP TO 2536 LBS
OAT 0 1 4 7 10 13
−30 104 86 167
−15 113 95 76 58
0 104 85 67 49
15 95 77 59 −
30 111 105 87 68 50 −
45 103 97 79 61 − −
369H6528−511
Figure 9−7. VNE Placard
FAA Approved
Revision 6 9−37
Rotorcraft Litter
PART IV
NORMAL PROCEDURES
Before Takeoff:
Restraining belts for litter occupants should be secure prior to flight. Belts
are to be installed with the fixed length, 369H6511−11; −13 (with buckle)
attached to the outboard fitting, on each side of helicopter.
In Flight:
Attendants should remain seated with belts fastened as much as possible,
especially during takeoff and landing.
When rear seats are installed, seats belts must be installed in accordance
with the HMI.
PART V
PERFORMANCE DATA
Litters Installed Configuration:

When the litters are installed, operations must be conducted with the
bubble glass window panels installed and performance will be as noted in
the following paragraphs.
Hover Performance:
Reduce hover performance by 14 pounds with litter kit installed in basic he-
licopter or in combination with other optional equipment items (ie., Utility
Float Kit).
Speed for Best Rate of Climb:
The variation of speed for best rate of climb is shown in Figure 9−8.
Airspeed Calibration:
Indicated airspeed versus calibrated airspeed for a ship equipped with the
litter kit is shown in Figure 9−9.
Litter Removed Configuration:
If the litters are removed and the bubble glass door panels remain
installed, performance will be as noted in preceding paragraphs.
If the Litters are removed and the basic shape door panels are installed,
the basic flight manual (Section V) provisions apply.
FAA Approved
9−38 Revision 6
Rotorcraft Litter
18000
16000 2000 LB OR LESS
14000
12000
10000 MORE THAN 2000 LB
8000
6000
4000
2000
0
0 10 20 30 40 50 60 70
INDICATED AIRSPEED
(CORRECTED FOR INSTRUMENT ERROR)
F01−051
Figure 9−8. Best Rate of Climb Speed
FAA Approved
Revision 6 9−39
Rotorcraft Litter
120
110
100
90
CALIBRATED AIRSPEED − KNOTS
80
70
60
50
40
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100 110 120
INDICATED AIRSPEED − KNOTS
F01−050
Figure 9−9. Indicated Airspeed Vs Calibrated Airspeed
FAA Approved
9−40 Revision 6
Rotorcraft Litter
PART VI
Weight and Loading:
ITEM WEIGHT (Lbs.) STATION (In.)

Litter Kit − without bubble doors 49.9 93.3
Special doors with bubble windows 37.4 98.5
Special doors with standard windows 26.2 100.0
Aircraft loadings with litter kit are permissible for as many as seven per-
sons (based on 170 pounds each), and may be positioned indiscriminately
for any combination under seven, provided the gross weight of 2536 pounds
(with 250−C18 engine) or 2550 pounds (with 250−C20 engine) is not exceed-
ed. Some loading conditions may result in a limitation to the fuel supply.
Substantial differences in the weight of the passengers will necessitate a
weight and balance analysis to assure center of gravity limits are main-
tained.
The following longitudinal center of gravity stations should be used to de-
termine weight and balance if required:
ITEM LONGITUDINAL CG (IN.)

Pilot 73.5
Forward Passenger 73.5
Forward Center Passenger 71.5
Litter Load (lower) 92.4
Litter Load (Upper) 96.4
Litter Attendant(s) 116.0
FAA Approved
Revision 9 9−41
Rotorcraft Litter
FAA Approved
9−42 Revision 9
Luggage Pod
9−12. OPERATING INSTRUCTIONS: LUGGAGE POD
PART I
GENERAL
The Luggage Pod Kit is designed to increase the cargo carrying capability of
the helicopter.
The kit consists of one or two externally mounted luggage pods and attaching
hardware. The pods attach to the side of the helicopter, below the passenger
compartment doors, using the jacking fittings and the cargo hook hard−points.
Fold−up steps are incorporated in the pods to facilitate entry to the passenger
compartment.
PART II
LIMITATIONS
Weight Limitations:
Maximum allowable weight in each pod is 250 pounds. Do not exceed 60
pounds per square foot load density in pods.
Helicopter center of gravity including effect of pod and load in pod must not
exceed the helicopter center of gravity (Section VI).
Kit Combinations Limitations:
The 369H90070 Rotorcraft Hoist Kit may not be used when a Luggage pod
is installed on the same side as the hoist.
Only the 369H90121−509 version of the Emergency float Kit may be used
in combination with the luggage pods.
Flight Limitations:
Pod installation is limited to one pod on each side of the helicopter. Pod/
pods may be installed individually or simultaneously.
FAA Approved
Revision 6 9−43
Luggage Pod
PART IV
NORMAL PROCEDURES
Prior to Takeoff:
When two pods are installed, load pods as symmetrically as possible to
minimize effect on lateral center of gravity.
When one pod is installed, it is recommended that it be installed on the
side opposite the pilot.
Check the security of tiedown of cargo in pods.
Check security of pod door latches.
PART V
PERFORMANCE DATA
Hover Performance:
With the Luggage Pod Kit installed, hover performance capability is reduced
19 pounds.
With the Luggage Pod Kit installed in combination with the Litter kit, re-
duce hover performance capability by 25 pounds.
With the Luggage Pod Kit installed in combination with any other kit that
reduces hover performance capability, the sum of the reduced weight capa-
bilities for each kit shall be applied to determine hover capability.
PART VI
Weight and Loading:
ITEM WEIGHT (Lbs.) STATION (In.)

Luggage Pod (ea) 30.7 99.1
A weight and balance analysis should be performed for loading of the lug-
gage pods. See Section VI for CG envelope. The maximum allowable load
for each pod is 250 pounds.
The following center of gravity stations should be used to determine a
weight and balance analysis:
Items Longitudinal Lateral CG (in.)

Pilot (LH or RH) 73.5 ±13.0
Passenger − Fwd Outboard 73.5 ±13.0
Passenger − Aft L/H 105.0 −12.1
Passenger − Aft R/H 105.0 +12.1
Luggage Pod Load (center of pod 99.1 ±25.3
compartment)
FAA Approved
9−44 Revision 6
Searchlight
9−13. OPERATING INSTRUCTIONS: SEARCH LIGHT
PART I
GENERAL
The MDHI Searchlight Kit is designed to provide illumination for night search
operations by law enforcement agencies or any other purpose which requires
ground illumination.
The searchlight kit consists of dual searchlight assemblies mounted below the
cockpit, a handle which protrudes through the cockpit floor and provides for
operation of the searchlight in flight, a warning light which indicates when the
lights are extended, and the necessary structural support and electrical system.
PART II
LIMITATIONS

The search light control handle must be in the stowed (handle forward)
position when the copilot’s cyclic stick is installed.
The Searchlight Kit may not be installed simultaneously with the Utility
Float Kit or the Emergency Float Kit unless Skid Tip Position Lights are
installed.
FAA Approved
Revision 6 9−45
Searchlight
PART IV
NORMAL PROCEDURES
Operating Procedures:
The searchlight may be extended at any time following takeoff and transi-
tion into forward flight, or in hover with sufficient ground clearance.
The warning light will illuminate any time the searchlight is out of the
stowed (retracted and locked) position.
Prior to landing, assure that the searchlight is in the stowed position
(warning light out).
During inflight searchlight operations, the operator should use care to avoid
glare and reflections on the canopy that may distract the pilot.
When the searchlight kit is installed with utility floats, the lights should
not be turned on until fully extended and care should be exercised to avoid
prolonged exposure of the light beam on the floats.
When the searchlight kit is installed in combination with the Cargo

CAUTION Hook or Cargo Sling Kit, use care to avoid fouling cargo cables
in the searchlight.
FAA Approved
9−46 Revision 6
Utiltiy Floats
9−14. OPERATING INSTRUCTIONS: UTILITY FLOATS
PART I
GENERAL
The MDHI Utility Float Kit is designed to facilitate operation of the helicopter
from both land and water.
The kit consists of multicell bag−type floats, two aft skid tube extensions, and
assorted attaching hardware and is mounted on extended landing gear.
An optional Night Landing Kit is available consisting of dual belly mounted
sealed beam lights, a circuit breaker and a three position switch installed on
the collective control. Switch forward position activates the standard nose
mounted landing light; center position is off; and aft position illuminates the
the belly lights. Night flight over water is permitted with the night landing
light kit installed.
PART II
LIMITATIONS
Weight Limitations:
NOTE: Figure 9−10 does not apply to helicopters equipped with the optional aluminum
tail rotor kit or with the 250−C20 engine installed.
Maximum gross weight is 2515 pounds with 250−C18 engine installed. See
Figure 9−10 for takeoff and landing weight limitations.
Longitudinal center of gravity limits are station 99 to 104 at all gross
weights.
Flight Limitations:
Night flights with floats permitted if the following equipment is installed:
Standard night light kit.
Lighting kit, P/N 369H90062−511.
Takeoff from and landing on water, and flight over water beyond autorota-
tional capability to the ground, is permitted at night if Night Landing
Lighting Kit 369D292032 is installed.
FAA Approved
Revision 6 9−47
Utiltiy Floats
22,000
20,000
18,000
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
−50 −40 −30 −20 −10 0 10 20 30
TEMPERATURE − DEGREES C
−40 −20 0 20 40 60
TEMPERATURE − DEGREES F F01−054
Figure 9−10. Takeoff and Landing Limitations − 250−C18 Engine
FAA Approved
9−48 Revision 6
Utiltiy Floats
Changes of altitude are limited is accordance with the following:
If The Base The Allowable The Allowable

Altitude Float Altitude Altitude
Pressure Is: Increase Is: Decrease Is:
(psig) (feet) (feet)
1.5 (minimum) 7400 0
2.0 5100 1000
3.0 3000 3000
4.0 1000 5100
5.0 0 7400
NOTE: This will include the normal variations in ambient temperature associated with
changes in altitude.
The floats incorporate a pressure relief valve with a nominal setting of 5 psig.
If the allowable increase in altitude noted above is exceeded, minimum opera-
tional float pressure (1.5 psig) will not be available on return to base altitude.
To account for variations in ambient temperature or water temperature at a
given base of operations, the following criteria should be used to maintain the
minimum 1.5 psig inflation pressure.
When an ambient (air) temperature or water temperature colder than the tem-
perature at initial inflation is anticipated, float inflation pressure should be in-
creased 0.5 psig (above minimum 1.5 psig) for each 15 degrees decrease in
temperature anticipated.
EXAMPLE: Floats inflated to 1.5 psig
75°F ambient temperature at time of inflation

50°F anticipated water temperature at scheduled landing site
25°F temperature decrease
Pressure change to account for: (25° 15°) X 0.5 psig = 0.8 psig
Minimum float inflation pressure for this operation would be:

1.5 psig + 0.8 psig = 2.3 psig
Temperature increase will increase float inflation pressure and need not
be considered.
Kit Combinations Limitations:
The 369H90060 Passenger Step Kit may not be installed in combination
with the Utility Floats.
FAA Approved
Revision 6 9−49
Utiltiy Floats
PART III
Engine Failure:
Perform engine failure procedures as stated in Section III of the flight
manual.
If engine failure occurs at night, do not illuminate the night landing lights
above 1000 AGL.
PART IV
NORMAL PROCEDURES
Rotor Engagement or Rotor Brake Application on Water:

Determine that sufficient clearance exists between the helicopter and any
obstacle during these operations. Tail swing before directional control is ob-
tained during engagement will be approximately 200 degrees nose right and
200 degrees nose left during rotor brake application.
Landing:
Water landing speed should be 20 knots or less.
Touchdown with a slightly tail low attitude.
Water taxi speed should be less than 10 mph. It will be necessary to in-
crease collective pitch to taxi at more than 5 mph.
For normal night landings, the night landing light should be turned on.
PART V
PERFORMANCE DATA
Hover Ceiling:
See Section V or Section VIII of the Pilot’s Flight Manual.
Height−Velocity Diagram is the same as in Section V of the PFM, and in-
cludes the condition of calm water for landings on water.
FAA Approved
9−50 Revision 6
Automatic Engine Reignition
9−15. OPERATING INSTRUCTIONS: AUTOMATIC REIGNITION
PART I
GENERAL
The Automatic Engine Reignition Kit provides automatic reignition of the en-
gine in the event that power is lost as a result of engine flameout. There are
three versions of this kit: an early system (250−C18 only), a later unmodified
system (250−C18 or 250−C20 engine) and a later modified system (250−C18 or
250−C20 engine).
Early system (250−C18 only):
The system consists of a pressure switch in the engine compartment sensing
engine torque pressure, a guarded arming switch and two indicator lights on
the instrument panel in the cockpit, plus the necessary electrical compo-
nents and wiring to connect the system.
When the system is armed by means of the cockpit switch, the ARMED in-
dicator light is illuminated. Engine torque pressure less than approximately
25 psi will close the pressure switch illuminating the RE−IGN indicator
light in the cockpit and energizing the engine ignition exciter to reignite the
engine.
Later unmodified System (250−C18 or C20):
The system consists of a modification to the Engine Failure/ Low Rotor
Speed Warning sensing unit, a guarded arming switch and two indicator
lights on the instrument panel in the cockpit, plus the necessary electrical
components and wiring to connect the system.
When the system is armed by means of the cockpit switch, the ARMED in-
dicator light is illuminated. Main rotor speed less than 98% or N1 speed
less than 55%, depending on the throttle position, will illuminate the RE−
IGN indicator light in the cockpit and energize the engine ignition exciter to
reignite the engine.
Later, modified system (250−C18 or C20):
This system consists of a modification to the Engine Failure/Low Rotor
RPM warning sensing unit, a test switch and two indicator lights on the
instrument panel plus the necessary electrical components and wiring to
connect the system.
Whenever there is transmission oil pressure, the ARMED indicator is illu-
minated. Rotor speeds less than 98 ±1 percent N2 or N1 speeds below 55
percent the RE−IGN indicator and energize the ignition exciter.
FAA Approved
Revision 6 9−51
PART II
LIMITATIONS
Flight into falling or blowing snow is only permitted with the automatic reigni-
tion system armed and operable.
Flight into falling or blowing snow is only permitted with the center front seat
occupied following completion of HN−160.
Placards:
The following placard is to be located in view of the pilot and in close prox-
imity to the automatic reignition arming switch if HN−160 has not been
completed.
MIDDLE FRONT SEAT IS NOT TO BE OCCUPIED

DURING FLIGHT INTO FALLING OR BLOWING SNOW
NOTE: The above placard is not required if the helicopter has been modified per
HN−160 or is equipped with the ‘‘later modified automatic reignition system’’.
FAA Approved
9−52 Revision 6
EARLY INSTRUMENT PANEL WITH EARLY AUTO−REIGN PRESS

TO RESET
UNMODIFIED AUTO REIGNITION SYSTEM RE−IGN
SWITCH AND INDICATOR PANEL
ARMED
NOTE: SHOWN WITH SWITCH GUARD REMOVED OFF
PRESS
EARLY INSTRUMENT PANEL WITH LATER TO RESET
MODIFIED AUTO REIGNITION SYSTEM RE−IGN
SWITCH AND INDICATOR PNEL ARMED

AUTO−REIGN
TEST
OFF
EARLY INSTRUMENT PANEL
LATER MODIFIED AUTO

REIGNITION SWITCH AND
PRESS
TO RESET INDICATOR PANEL
RE−IGN
ARMED
AUTO−REIGN
TEST
OFF
AUTO−REIGN
ARM
RE−IGN
ARMED
OFF
PRESS TO RESET
EARLY UNMODIFIED AUTO
REIGNITION SWITCH AND
INDICATOR PANEL
NOTE: SHOWN WITH
SWITCH GUARD REMOVED
LATER INSTRUMENT PANEL

F01−075
Figure 9−11. Auto Reignition Switch Panel Locations
FAA Approved
Revision 6 9−53
PART IV
NORMAL PROCEDURES
NOTE: Operational checks following completion of TB369H−004 are found on page

9−57.
Early system (250−C18 only):
Before engine start:
F Electrical power and key switch on.
F Lift switch guard and arm the system. ARMED light should illuminate
and ignition igniter operation heard. Press RE−IGN light; light should go
off and immediately come on again.
F Set ARMED switch to OFF.

Engine Run−up:
F Set engine torque to approximately 40 psi. Reset the RE−IGN switch.
F Lift guard on arming switch and arm the system. Green ARMED light
should illuminate.
F Reduce engine torque to below 25 psi. The RE−IGN light (amber) should
illuminate, indicating operation of the ignition igniter.
F If it is desired to extinguish the RE−IGN light, increase engine torque

pressure to approximately 40 psi. Press and release RE−IGN light. Light
should go out.
F Arm the system any time falling or blowing snow is encountered.
NOTE: Each time the engine torque pressure falls below 25 psi with the system ARMED,
the amber RE−IGN indicator will illuminate, indicating that the ignition igniter is
firing.
If RE−IGN light is reset OFF at than 40 psi torque, it will not indicate
CAUTION the next activation.
NOTE: If the activation of the system is intentional, i.e. power reduction for descent, the
RE−IGN light must be returned to OFF after engine torque pressure exceeds 40
psi to reset the warning light for the next activation.
F Following any activation of reignition system caused by flameout from
snow, ice or water ingestion, inspect engine in accordance with Allison 250
Series C18 Operation and Maintenance Manual.
FAA Approved
9−54 Revision 8
F Yawing of the helicopter may or may not follow an engine flameout and
reignition sequence. The magnitude of the yaw will depend on forward
speed and power being used. Reignition has been satisfactorily demon-
strated at idle power, in autorotation, and takeoff power in a climb.
LATER, UNMODIFIED SYSTEM (250−C18 or C20):
F Electrical power and key switch ON.
F PNL LT and ENG OUT circuit breakers IN.
F Place arming switch in the ARM position. ARMED light and RE−IGN
indicators illuminate.
F Press RE−IGN light; light should go out. Press again; RE−IGN light
stays out and ARMED light stays on.
F Set arming switch to OFF.
Engine run−up:
F Set N2 above 98 ±1 percent.
F Move arming switch to ARM. Green ARMED light should illuminate and
RE−IGN indicator should be out.
F Reduce RPM to below 98 percent. The RE−IGN light should illuminate
indicating that the ignition igniter has been energized.
F If it is desired to extinguish the RE−IGN light, press and release RE−
IGN light. Light should go out.
F If continued operation of the system is not desired, disarm the system.
Arm the system any time falling or blowing snow is encountered.
Each time that the engine failure low/rotor rpm warning system is activated
(main rotor speeds below 98 percent N2 or N1 below 55 percent) the RE−IGN
indicator light will illuminate, indicating that the ignition igniter has been en-
ergized.
NOTE: RE−IGN indicator light will stay on until manually reset. The reignition system will
continue to function normally whether reset or not.
If the NR or N1 tach generator fails, the RE−IGN indicator will light and the igniter
will be energized until the engine is shut down or the reignition system is
disarmed (ENG OUT circuit breaker pulled).
Failure or deactivation of the engine failure/low rotor rpm warning system,
renders the reignition system inoperative. Under certain failure conditions, the
ARMED light may stay on.
FAA Approved
Revision 6 9−55
Pulling out the ENG OUT circuit breaker will disarm the Auto
CAUTION Reignition system.
Following any activation of reignition system caused by flameout from snow,

ice or water ingestion, inspect engine in accordance with the appropriate Alli-
son 250 Series Operation and Maintenance Manual.
Yawing of the helicopter may or may not follow an engine flameout and re-
ignition sequence. The magnitude of the yaw will depend on forward speed
and power being used.
LATER, MODIFIED SYSTEM (250−C18 or C20):
F Electrical power and key switch ON.
F PNL LT and ENG OUT circuit breakers IN.
F Place and hold test switch in the TEST position. ARMED and RE−IGN
indicators illuminate and the sound of the igniter firing is heard.
F Release test switch. Only the RE−IGN light should remain illuminated
after the test switch is released.
F Press RE−IGN light to reset the light.

Engine Run−up:
NOTE: The RE−IGN light may illuminate when the XMSN OIL PRESS light goes out.
After flight rpm is established, press the RE−IGN light to reset (extinguish) the
light.
Whenever there is transmission oil pressure, the ARMED light should be on.
F Set N2 above 98 ±1 percent. RE−IGN light should be OFF.
F Reduce RPM to below 98 percent. The RE−IGN light should illuminate

indicating that the ignition igniter has been energized.
F Set N2 to 103 percent.
F To extinguish the RE−IGN light, press and release RE−IGN light. Light
should go out.
Each time that the engine failure/low/rotor rpm warning system is activated
(main rotor speeds below 98 percent N2 or N1 below 55 percent) the RE−IGN
indicator light will illuminate, indicating that the ignition igniter has been en-
ergized.
FAA Approved
9−56 Revision 6
NOTE: RE−IGN indicator light will stay on until manually reset. The reignition system will
continue to function normally whether reset or not.
If the NR or N1 tach generator fails, the RE−IGN indicator will light and the igniter
will be energized until the engine is shut down or the reignition system is
disarmed (circuit breaker pulled). The reignition system is armed under all
operating conditions.
Failure or deactivation of the engine failure/low rotor rpm warning system,
renders the reignition system inoperative. Under certain failure conditions, the
ARMED light may stay on.
Pulling out the ENG OUT circuit breaker will disarm the Auto
CAUTION Reignition system.
Following any activation of reignition system caused by flameout from snow,

ice or water ingestion, inspect engine in accordance with the appropriate Alli-
son 250 Series Operation and Maintenance Manual.
System Checks following completion of TB369H−004:
NOTE: The principle change to the system removes the manual reset requirement of the
automatic reignition indicator light to automatic reset once the event that caused
the reignition condition is not present.
Before engine start
F Verify ARMED and RE−IGN lights come on when switch is placed in the
ARM or TEST position.
F Verify hearing igniter firing.
F Verify RE−IGN light turns off after switch is returned to the off position.
Engine Run−up for early systems with the ARM switch
F Set engine torque to approximately 40 psi.
F Turn ARM switch on, ARMED light should illuminate
F Reduce engine torque to below 25 psi, RE−IGN light should illuminate.
F Increase engine torque to approximately 40 psi, RE−IGN light should turn
off.
Engine Run−up for later systems with the TEST switch
F When there is transmission oil pressure, the ARMED light should be on.
F Set N2 above 98%, the RE−IGN light should be off.
F Reduce RPM to below 98%, the RE−IGN light should illuminate.
F Set N2 to 103%, the RE−IGN light should go out.
FAA Approved
Revision 9 9−57
FAA Approved
9−58 Revision 9
369HM Configuration
9−16. 369HM CONFIGURATION
369HM Serial Number Effectivity
NOTE: This option configuration applies to the following 369HM serial numbers only.
Helicopter Serial No. 0101M thru 0214M, 0220M thru 0231M, 0233M thru
0238M, 0244M and subsequent.
PART I
GENERAL
The 369HM configuration is essentially the same as the basic 369HE/HS ex-
cept for dual flight controls (right−hand command"), self−sealing fuel cells,
mesh seats for pilot/co−pilot, and two canvas or nylon mesh passenger seats in
the cargo compartment. Additionally, the helicopter may be equipped with the
standard instrument panel (Ref. Section IV) or a T" instrument panel (Ref.
Figure 9−13).
PART II
LIMITATIONS
Flight restrictions:
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. Solo flight from the left seat is not
authorized.
FAA Approved
Revision 6 9−59
369HM Configuration
PART III
Warning and Caution indicators:

The caution and warning indicators consisting of thirteen indicator lights
and a PRESS−TO−TEST switch. The PRESS−TO−TEST non−lighted switch
is electrically connected to the caution and warning indicators for testing
indicator lights.
NOTE: The warning/caution indicators are not indicated by a yellow or red indicator light.
Warning and Caution annunciation:
The MASTER CAUTION light switch flashes at the same time any other
warning or caution light is activated by a fault signal (e.g., engine chips).
Pressing the MASTER CAUTION light/switch resets (turns off) the flashing
light.
Malfunction procedures:
Refer to Section III.
1 2 3 4 5 6 7 8 9 10 11 12 13 14
1. DC GENERATOR (GENERATOR OUT) 8. BATTERY 140F

2. ENGINE CHIPS 9. BATTERY 160F
3. TRANSMISSION CHIPS 10. TRANSMISSION OIL TEMPERATURE
4. TAIL ROTOR TRANSMISSION CHIPS 11. ENGINE OUT
5. FUEL LOW 12. TRANSMISSION OIL PRESSURE
6. FUEL FILTER 13. MASTER CAUTION
7. *START PUMP ON 14. PRESS TO TEST
*INDICATES THAT START PUMP IS ON".
F01−080
Figure 9−12. Warning and Caution Indicators − Typical
FAA Approved
9−60 Revision 6
369HM Configuration
PART IV
NORMAL PROCEDURES
F01−078
Figure 9−13. Type “T” Instrument Panel − Layout Typical
FAA Approved
Revision 6 9−61
369HM Configuration
PILOT’S
COLLECTIVE
CIRCUIT
BREAKER PANEL
ASH TRAY AND LIGHTER
SWITCH CONTROL PANEL
LIGHTS CONTROL PANEL
F01−079
Figure 9−14. Electrical Controls Console − Layout Typical

DWN
L
CYCLIC TRIM
R
CARGO HOOK
RELEASE UP
HOIST
GUILLOTINE
FLOATS
INFLATION
Figure 9−15. Cyclic Grip
FAA Approved
9−62 Revision 6

MANUAL - Hughes MD369

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MD Helicopters, Inc.

ROTORCRAFT FLIGHT MANUAL

MDHI 500 (369HE/HS/HM) HELICOPTERS

ROTORCRAFT FLIGHT MANUAL

REGISTRATION NO: _________________

Type Certificate No. H3WE

LOG OF REVISIONS BY DATE

REVISION NUMBER AND DATE

SECTION III − EMERGENCY AND MALFUNCTION PROCEDURES

SECTION IV − NORMAL PROCEDURES1

SECTION V − PERFORMANCE DATA

SECTION VI − WEIGHT AND BALANCE DATA

SECTION VII − HANDLING, SERVICING AND MAINTENANCE

SECTION VIII − ADDITIONAL OPERATIONS AND PERFORMANCE DATA

SECTION IX − OPTIONAL EQUIPMENT

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FAA APPROVED NON FAA APPROVED

I 1−i −−−−−−−− Revision 9

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II 2−i Revision 9 −−−−−−−−

LIST OF EFFECTIVE PAGES

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FAA APPROVED NON FAA APPROVED

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FAA APPROVED NON FAA APPROVED

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FAA APPROVED NON FAA APPROVED

VI 6−i −−−−−−−− Revision 9

VII 7−i −−−−−−−− Revision 9

LIST OF EFFECTIVE PAGES

FAA APPROVED NON FAA APPROVED

VIII 8−i −−−−−−−− Revision 9

IX 9−i Revision 6 −−−−−−−−

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1−3. HELICOPTER CERTIFICATION

The helicopter is certified by the Federal Aviation Administration under FAA

1−4. MULTI PURPOSE UTILITY OPERATIONS

1−5. PILOT’S BRIEFING

Prior to flight, passengers should be briefed on the following.

• Use of seat belts and shoulder harnesses.

• The opening and closing of doors.

• Evacuation of the aircraft in an emergency.

• Location and use of emergency/survival equipment.

• Proper securing of loose personal belongings (purses, coats, briefcases,

SECTION VI − WEIGHT AND BALANCE DATA

1−7. METHOD OF PRESENTATION

General information in the various sections is provided in narrative form. Oth-

1−8. DEFINITION OF TERMS

SIGNS COM Communication

A CCW Counter Clockwise