rotorcraft flight manual
DESCRIPTION
The attached manual is a reissue of the MD902 (with PWC 207E engines) flight manual. Referto the ‘‘Summary of Revisions’’ page for revised material included in this reissue.TRANSCRIPT
CSP−902RFM207E−1
� RFM Revision900 Series
TransmittalPage 1/( 2 blank)
Manual: CSP−902RFM207E−1, Rotorcraft Flight ManualModels: MD900 (902 Configuration with PW 207E) HelicopterOriginal Issue: 28 July 2000Reissue 1: 2 December 2008
The attached manual is a reissue of the MD902 (with PWC 207E engines) flight manual. Re-fer to the ‘‘Summary of Revisions’’ page for revised material included in this reissue.
FILING INSTRUCTIONS:
Remove all pages in Sections I thru XI (do not remove STCsupplements or weight and balance records in Section VI) includingfront matter, and replace them with the new flight manual.
Operators with questions regarding the new manual may contact:Mike Zale at 480−346−6558 from 6:00 AM to 2:30 PM MST.
CSP−902RFM207E−1
Model MD900 (902 Configuration with PW 207E)
F90−001
R O T O R C R A F T F L I G H T M A N U A L
REGISTRATION NO: _________________SERIAL NO: _________________
Cover
CSP−902RFM207E−1
Copyright � 1999−2008 by MD Helicopters, Inc. All rights reserved under the copyright laws.
F−iOriginal
FAA APPROVED
ROTORCRAFT
FLIGHT MANUAL
for
Model MD900
THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS.
SECTION II − LIMITATIONSSECTION III − EMERGENCY PROCEDURESSECTION IV − NORMAL PROCEDURESSECTION V − PERFORMANCE DATASECTION X − OPTIONAL EQUIPMENTSECTION XI − CATEGORY−A OPERATIONS
The helicopter must be operated in compliance with the operating limitations as set forth in section II ofthis manual and any additional limitations from Section X as a result of an installed optional equipmentitem.
Sections III, IV, V, X and XI contain recommended procedures and data and are FAA approved.
THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.
Title Page
(902 Configuration with PW 207E)
Type Certificate No. H19NM
Approved By:_____________________________________
Manager, Flight Test Branch, ANM−160L
Federal Aviation Administration
Los Angeles Aircraft Certification Office
Transport Airplane Directorate
Original Approval Date: July 28, 2000
Reissue #1 ________________________
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Original F−iiReissue 1
LOG OF REVISIONS BY DATEFAA / NON−FAA REVISIONS
REVISION NUMBER AND DATE
Original Issue 28 July 2000.
Revision 1 30 May 2001. . . . . .
Revision 2 02 November 2001. . . . . .
Revision 3 26 December 2002. . . . . .
Revision 4 13 February 2003. . . . . .
Revision 5 23 April 2003. . . . . .
Revision 6 22 September 2003. . . . . .
Revision 7 13 January 2004. . . . . .
Revision 8 8 July 2005. . . . . .
Revision 9 21 August 2007. . . . . .
Revision 10 20 February 2008. . . . .
Revision 11 11 April 2008. . . . .
Reissue #1 2 December 2008. . . . .
Approved By:
_______________________
Manager, Flight Test Branch, ANM−160LFederal Aviation AdministrationLos Angeles Aircraft Certification OfficeTransport Airplane Directorate
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Original F−iii/( F−iv blank)Reissue 1
APPROVING AUTHORITIES
Joint Aviation Authorities (JAA)
This manual was approved by the JAA.
European Aviation Safety Authority (EASA)
The MD900 and this manual were accepted by EASA based on the JAA approvallisted above. Subsequent revisions of this manual are approved by EASA whoissues a four−digit approval number. See MDHI web page http://www.mdhelicop-ters.com, publications link for EASA approval number and instructions.
National Agency of Civil Aviation (Brazil)
This Aircraft Flight Manual is approved by the FAA on behalf of the NationalAgency of Civil Aviation for Brazilian registered aircraft, in accordance withthe Regulamentos Brasileiros de Homologação Aeronáutica" (RBHA) 21, Section21.29.
/ (Initial FAA Approval Signature/Date)Manager, Flight Test Branch, ANM−160LFederal Aviation AdministrationLos Angeles Aircraft Certification OfficeTransport Airplane Directorate
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
F−vOriginal
Reissue 1
TABLE OF CONTENTS
PARAGRAPH PAGECover 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Title Page F−i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Log of Revisions By Date F−ii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approving Authorities F−iii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Summary of Revisions to the Rotorcraft Flight Manual F−xi. . . . . . . . . . . . . . . . . . . . . . . .
List of Effective Pages F−xii. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section I − General1−1. Introduction 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−2. Scope 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−3. Organization 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−4. Method of Presentation 1−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−5. Definition of Terms 1−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−6. Abbreviations 1−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−7. Multi−Purpose Utility Operations 1−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−8. Technical Publications 1−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−9. Rotorcraft Certification 1−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−10. Pilot’s Briefing 1−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−11. Dimensions 1−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−12. Conversion Charts 1−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section II − Limitations2−1. Flight Restrictions 2−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−2. Environmental Operating Conditions 2−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−3. Airspeed Limitations 2−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−4. Weight Limitations 2−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−5. Center of Gravity (CG Envelope) 2−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6. Rotor Brake Limitations 2−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−7. Rotor Speed Limitations 2−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8. Transmission Limitations 2−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−9. Power Plant Limitations 2−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−10. Generator Limitations 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
CSP−902RFM207E−1
F−vi OriginalReissue 1
PARAGRAPH PAGE2−11. Starter limitations 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−12. Fuel System Limitations 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−13. Integrated Instrumentation Display System (IIDS) 2−10. . . . . . . . . . . . . . . . . . . . . . .
2−14. Decals and Placards 2−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section III − Emergency and Malfunction Procedures3−1. General 3−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−2. Caution and Warning Annunciators and Audio Tones 3−2. . . . . . . . . . . . . . . . . . . . . . .
3−3. Engine Emergencies 3−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−4. Emergency Landing Procedures 3−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−5. EEC Malfunctions 3−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−6. Engine Starting − Manual 3−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−7. Engine/Aircraft Shutdown − Manual 3−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−8. Fire Emergencies 3−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−9. Flight Control Malfunctions 3−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation 3−23. . . . .
3−11. Engine and Generator Malfunction Indications 3−24. . . . . . . . . . . . . . . . . . . . . . . . . . .
3−12. Transmission Malfunction Indications 3−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−13. Fuel System Display Advisories 3−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−14. Caution and Warning Advisories 3−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−15. Other Malfunction/Advisories 3−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−16. Vibrations 3−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−17. Emergency Egress 3−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−18. Emergency Equipment 3−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section IV − Normal Procedures4−1. Preflight Requirements 4−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−2. Pilot’s Daily Preflight Check 4−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−3. Pilot’s Preflight Check 4−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−4. Engine Pre−Start Cockpit Check 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−5. Engine Starting − Automatic 4−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−6. Engine Runup 4−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−7. Before Takeoff 4−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−8. Normal Takeoff 4−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
F−viiOriginal
Reissue 1
PARAGRAPH PAGE4−9. Cruise 4−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−10. Slow Flight/Approach 4−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−11. Landing 4−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−12. Engine/Aircraft Shutdown − Normal 4−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−13. Post Flight 4−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−14. Noise Impact Reduction Procedures 4−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−15. Flight With Doors Removed or Cabin Doors Open 4−32. . . . . . . . . . . . . . . . . . . . . . . . .
4−16. One Engine Inoperative Training 4−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−17. Fuel System 4−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section V − Performance Data5−1. General 5−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−2. Noise Characteristics 5−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−3. Density Altitude Chart 5−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−4. Airspeed Calibration 5−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−5. Best Rate of Climb Speed 5−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−6. Rate of Climb and Descent − OEI 5−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−7. Rate of Climb − AEO 5−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−8. Hover Ceiling, AEO 5−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−9. Hover Ceiling, OEI 5−50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−10. Height Velocity Diagram 5−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−11. Power Assurance Check − Automatic 5−54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−12. Power Assurance Check − Manual 5−56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section VI − Weight and Balance Data6−1. Weight and Balance Characteristics 6−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−2. Load Limits and Balance Criteria 6−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−3. Equipment Removal or Installation 6−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−4. Longitudinal Weight and Balance Determination: Passenger Configuration 6−8. .
6−5. Longitudinal Loading of Cargo 6−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−6. Permissible Lateral Loadings − Passenger Configuration 6−10. . . . . . . . . . . . . . . . . . .
6−7. Lateral Loading of Cargo 6−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−8. Internal Loading of Cargo 6−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
CSP−902RFM207E−1
F−viii OriginalReissue 1
PARAGRAPH PAGE
Section VII − Systems Description7−1. Helicopter Exterior Description 7−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−2. Fuselage 7−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−3. Tailboom and Empennage 7−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−4. Landing Gear 7−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−5. Main Rotor System 7−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−6. Flight Controls 7−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−7. Hydraulic Systems 7−20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−8. Propulsion System 7−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−9. Engine Air Intake and Inlet Particle Separator (IPS) 7−28. . . . . . . . . . . . . . . . . . . . . . .
7−10. Engine Power Management System 7−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−11. Fuel System 7−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−12. Fire Extinguishing System 7−34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−13. Electrical System 7−36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−14. Environmental Control 7−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−15. Integrated Instrumentation Display System (IIDS) 7−41. . . . . . . . . . . . . . . . . . . . . . .
7−16. IIDS Data Storage 7−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−17. Balance Monitoring System 7−52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−18. IIDS Menu Structures 7−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Section VIII − Handling, Servicing, and Maintenance8−1. Hoisting, Lifting, and Jacking 8−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−2. Towing and Moving 8−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−3. Parking and Storage 8−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−4. Access and Inspection Provisions 8−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−5. Servicing 8−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−6. Aircraft Cleaning 8−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−7. Cockpit Door Removal 8−34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−8. Cabin Seats: Removal/Installation 8−36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−9. Copilot Flight controls 8−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−10. Engine Charts 8−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−11. Special Operational Checks and Procedures 8−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
F−ixOriginal
Reissue 1
PARAGRAPH PAGE
Section IX − Additional Operations and Performance Data9−1. Abbreviated Checklists 9−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9−2. Fuel Flow vs Airspeed 9−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9−3. International Civil Aviation Organization (ICAO) Noise Levels 9−26. . . . . . . . . . . . . .
Section X − Optional Equipment10−1. General Information 10−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−2. Listing − Optional Equipment 10−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−3. Compatibility − Combined Optional Equipment 10−2. . . . . . . . . . . . . . . . . . . . . . . . . . .
10−4. Optional Equipment Performance Data 10−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−5. Operating Instructions: Air Conditioning (P/N 900P7250302−103) 10−3. . . . . . . . . .
10−6. Operating Instructions: Controllable Landing/Search Light 10−7. . . . . . . . . . . . . . . .
10−7. Operating Instructions: Rotorcraft Cargo Hook Kit 10−13. . . . . . . . . . . . . . . . . . . . . . . .
10−8. Operating Instructions: Windscreen Wipers 10−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−9. Operating Instructions: Supplemental Fuel System 10−25. . . . . . . . . . . . . . . . . . . . . . .
10−10. Operating Instructions: Rescue Hoist 10−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−11. Operating Instructions: Removable CoPilot Controls 10−49. . . . . . . . . . . . . . . . . .
10−12. Operating Instructions: Airframe Fuel Filter 10−55. . . . . . . . . . . . . . . . . . . . . . . . .
10−13. Operating Instructions: SX−16 Night Sun with Aft Mount 10−59. . . . . . . . . . . . .
10−14. Operating Instructions: RDR−1400C Weather Radar 10−65. . . . . . . . . . . . . . . . . .
10−15. Operating Instructions: LEO−II−A5 Observation System 10−71. . . . . . . . . . . . . .
10−16. Operating Instructions: Annunciator panel 10−75. . . . . . . . . . . . . . . . . . . . . . . . . . .
10−17. Operating Instructions: Moving Map Navigation Systems 10−77. . . . . . . . . . . . .
10−18. Operating Instructions: W.E.S.T Battery Protection System 10−81. . . . . . . . . . . .
10−19. Operating Instructions: SX−16 Night Sun with EPMS Mount and Laser Pointer 10−83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−20. Operating Instructions: Smoke Detector 10−89. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−21. Operating Instructions: Crew Door Modification with Quick Release Mechanism 10−93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
CSP−902RFM207E−1
F−x OriginalReissue 1
PARAGRAPH PAGE
Section XI − Category A OperationsPart I General 11−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1.1. General 11−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1.2. Definitions − Category A Takeoff 11−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1.3. Definitions − Category A Landing 11−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part II Limitations 11−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−2.1. Clear Airfield, Heliport and Elevated Helipad 11−5. . . . . . . . . . . . . . . . . . . . . . . .
11−2.2. Maximum Takeoff and Landing Weight Limits 11−6. . . . . . . . . . . . . . . . . . . . . . . .
Part III Takeoff and Landing Procedures 11−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.1. Clear Airfield Takeoff Procedures 11−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.2. Heliport/Elevated Helipad Takeoff Procedures 11−13. . . . . . . . . . . . . . . . . . . . . . . .
11−3.3. Landing Procedures − Clear Airfield, Heliport and Elevated Helipad 11−15. . .
11−3.4. Equipment Malfunctions 11−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part V Performance Data 11−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.1. Takeoff Performance 11−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.2. Takeoff Distance Required 11−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.3. Continued Takeoff FLight Path 11−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.4. Landing Performance − Open Airfield 11−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.5. Landing Performance − Heliport/Elevated Helipad 11−27. . . . . . . . . . . . . . . . . . . .
Part IX Additional Operations 11−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−9.1. Category A OEI Training 11−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Original F−xiReissue 1
SUMMARY OF REVISIONSTO 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 “FAAApproved”.
REVISIONNUMBER REMARKS
Reissue 1 All pages now indicate the current reissue number above the effectiverevision number.
Sections I thru IV and VII thru XI: Added metric equivalents to En-glish measurements where appropriate.
Section I: Replaced conversion tables with conversion charts. AddedU.S. gallons to liters to imperial gallons conversion chart.
Section II: Table 2−1. Added R.T. and TS−1 as approved fuels.Paragraph 2−5. Updated Figure 2−5.
Section IV: Paragraph 4−12. Added requirement to turn off electricalpower before entering IIDS �TIME SUMMARY" menu.
Section V: Paragraph 5−2. Revised noise characteristics.
Paragraph 5−8 and all AEO hover charts. Removed references to 5000FT HD limit when operating at weights between 6251 LB and 6500 LBlimit.
Section VI: Table 6−1. Updated aft longitudinal CG limit at 6500 LB.Figure 6−1. Revised �Chart B".
Section VIII: Paragraph 8−11. Added battery removal requirement.Added Resetting IIDS Time/Date procedure.
Section X: Paragraph 10−7. Corrected weight limitation on landinggear. Figure 10−6. Added 6500 lb to CG Envelope.
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
CSP−902RFM207E−1
F−xii Original
Reissue 1
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MD900 (902 Configuration with PW 207E)
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MD900 (902 Configuration with PW 207E)
CSP−902RFM207E−1
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CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) General
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S E C T I O N IGENERAL
TABLE OF CONTENTS
PARAGRAPH PAGE1−1. Introduction 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−2. Scope 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−3. Organization 1−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−4. Method of Presentation 1−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−5. Definition of Terms 1−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−6. Abbreviations 1−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−7. Multi−Purpose Utility Operations 1−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−8. Technical Publications 1−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−9. Rotorcraft Certification 1−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−10. Pilot’s Briefing 1−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−11. Dimensions 1−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−1. MD Explorer Rotorcraft Principal Dimensions 1−10. . . . . . . . . . . . . . . . .
Figure 1−2. Interior Dimensions and Volumes 1−11. . . . . . . . . . . . . . . . . . . . . . . . . . . .
1−12. Conversion Charts 1−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−3. Speed: MPH/Knots/KmH 1−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−4. Speed: Knots − Meters/Second 1−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−5. Temperature Conversion Chart 1−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−6. Liquid Measure �−� U.S. Gallons to Liters to Imperial Gallons 1−15. .
Figure 1−7. Linear Measure �−� Inches to Centimeters 1−16. . . . . . . . . . . . . . . . . . . .
Figure 1−8. Linear Measure �−� Meters to Feet 1−17. . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−9. Weight �−� Pounds to Kilograms 1−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1−10. Conversion Chart: Inches of Mercury − Millibars 1−19. . . . . . . . . . . . .
Table 1−1. Standard Atmosphere Table 1−20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−1Reissue 1
SECTION IGENERAL
1−1. INTRODUCTION
The Rotorcraft Flight Manual has been prepared to provide the pilot with all informa-tion necessary to accomplish the intended mission with the maximum amount ofefficiency and safety.
1−2. SCOPE
This manual meets all FAA requirements for APPROVED DATA and that datais so designated.
MD Helicopters, Inc. has included additional supplemental data which is intendedto provide the pilot with information that expands, enhances and eases his task.
1−3. ORGANIZATION
This manual is organized in the following manner:
FRONT MATTER:
Contains: Log of Revisions by Date, Table of Contents, Summary of Revisions,and the List of Effective Pages.
By referring to the Log of Revisions By Date, the pilot may review a chronologicallisting of changes to the Flight Manual.
Reading the Summary of Revisions will inform the pilot of what changes havebeen made by paragraph reference. This Summary contains only the latest FlightManual Change.
The List of Effective Pages allows the pilot quick reference to page numbersand their respective revision number. The pages listed should reflect the revisionnumber that appears at the bottom of each page.
SECTION I �−� GENERAL
Information of general interest to the pilot, owner or operator of the aircraftand general rotorcraft information and conversion charts.
SECTION II �−� LIMITATIONS (FAA Approved)
Specifically defines the limiting factors, procedures and parameters within whichthe rotorcraft may be operated. FAA regulations require that limitations notbe exceeded.
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SECTION III �−�EMERGENCY AND MALFUNCTION PROCEDURES(FAA Approved)
Problems which could be encountered in flight are defined and the proceduresnecessary to cope with or alleviate them are discussed. The data is recommendedby the manufacturer.
SECTION IV �− NORMAL PROCEDURES (FAA Approved)
Normal operating procedures from preflight through shutdown. The data givenis that recommended by the manufacturer.
SECTION V �−� PERFORMANCE DATA (FAA Approved)
Aircraft performance as defined within certain conditions, such as airspeed,weight, altitude, temperature, humidity, and wind velocity. Data is provided intabular or graph form to allow the pilot to determine the aircraft’s capabilitiesin relation to the intended mission and prevailing conditions.
SECTION VI �−� WEIGHT AND BALANCE DATA
Provides aircraft weight and balance operational data in chart and table formand provides examples that allow the pilot to accurately determine the aircraft’sgross weight, and whether the load is within longitudinal and lateral centerof gravity limits. Also contained in this section are the original weight and balancereport and equipment list (equipment both required and optional) installed onthe aircraft at the time of licensing.
SECTION VII − SYSTEMS DESCRIPTION
Offers a pilot−oriented technical description of the operation of each systeminstalled on the helicopter.
SECTION�VIII −�AIRCRAFT HANDLING, SERVICING, MAINTENANCE AND TESTING
The information contained in this section is extracted from the Handbook ofMaintenance Instructions and is highly selective. The subjects chosen are thosewith which the pilot may have direct involvement either while at his normalbase of operations or in the field.
SECTION IX − ADDITIONAL OPERATIONS AND PERFORMANCE DATA
The information provided in Section IX is given by the manufacturer to furtherassist the pilot in obtaining maximum utilization of the rotorcraft. It also providesthe pilot with abbreviated checklists as well as additional performance data.
SECTION X OPTIONAL EQUIPMENT (FAA Approved)
Certain optional equipment is available for performance of specific tasks. Inmany cases the equipment is removable and may be used in combination(s) withother optional items. Whenever the installation of an option affects FAA approvedlimitations, normal/emergency procedures or performance (Sections II thru V),an FAA approval is required. In addition, a tabular listing of all options is providedas well as a table showing the compatibility of the various options with oneanother.
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SECTION XI Category A Operations (FAA Approved)
Information contained in this section pertains to Category A operations onlyand supplements information that appears in Sections I thru X of this manual.
At the front of each section there is an table of contents that lists the data by para-graph number, title, and page number.
1−4. METHOD OF PRESENTATION
General information in the various sections is provided in narrative form. Otherinformation 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. Expansionof the steps is accomplished as follows:
A black change bar ( l ) 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.
A WARNING brings to the pilot’s immediate attention thatequipment damage and/or personal injury will occur if theinstruction is disregarded − placed after the instruction/step.
A CAUTION alerts the individual that equipment damage may resultif the procedural step is not followed to the letter − placed afterthe instruction/step.
NOTE: A NOTE expands upon and explains the preceding step and provides fullerunderstanding of the particular operation.
1−5. DEFINITION OF TERMS
The concept of procedural word usage and intended meaning has been adheredto in preparing this manual is as follows:
�Shall" has been used only when the application of a procedure is mandatory.
�Should" has been used only when the application of a procedure is recommended.
�May" and �need not" have been used only when the application of a procedureis optional.
The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this manualrefer to the degree of urgency with which a landing must be made.
LAND IMMEDIATELY − Execute a power−on approach and landing without delay.
WARNING
CAUTION
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Original1−4Reissue 1
LAND AS SOON AS POSSIBLE − Execute a power−on approach and landingto the nearest safe landing area that does not further jeopardize the aircraft oroccupants.
LAND AS SOON AS PRACTICAL − Extended flight is not recommended. Whetherto complete the planned flight is at the discretion of the pilot−in−command. However,the nature of the specific problem or malfunction may dictate termination of theflight before reaching the destination.
1−6. ABBREVIATIONS
SIGNS
> Greater than
� Equal to or greater than
< Less than
� Equal to or less than
A
AC Air Conditioner
AEO All Engines Operating
A/N Alphanumeric
AGL Above Ground Level
ALT Alternate; Altitude
AOG Aircraft On Ground
APU Auxiliary Power Unit
ASCM Aircraft Systems ConditionMonitoring
ATT Attitude
B
BAT Battery
BIT Built In Test
BL Butt Line
BLD Bleed
BMS Balance MonitoringSystem
C
CAB Cabin
CAB HEAT Cabin Heat
CC Cubic Centimeter
CCW Counter Clockwise
CKP(T) Cockpit
CLP Collective Lever Position
Cm Centimeters
COM Communication
CW Clockwise
D
dBA A−weighted Decibel
DIR Direction; Directional
E
ECS Environmental ControlSystem
ECTM Engine Condition TrendMonitoring
EEC Electronic Engine Control
EGT Exhaust Gas Temperature
ENG Engine
ESNTL Essential
ETL Effective Translational Lift
EXT Extend; External
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−5Reissue 1
F
FAA Federal AviationAdministration
FADEC Full Authority DigitalElectronic Control
FAR Federal AviationRegulation
FMU Fuel Metering Unit
FSO Flights since overhaul
Ft Feet
Ft/Min Feet per Minute
FWD Forward
G
GA Go−around
GCU Generator control unit
GEN Generator
GBMC Ground−basedMaintenance Computer
GPU Ground Power Unit
H
HAT Height Above Touchdown
HD Density Altitude
Hg Mercury
HIRF High Intensity RadiatedField
HP Pressure Altitude
HSI Horizontal SituationIndicator; Hot SectionInspection
HVR Hover
HYD Hydraulic
I
IAS Indicated Airspeed
ICS Intercom System
IFR Instrument Flight Rules
IGE In Ground Effect
IIDS Integrated Instrumentation
Display System
IMC Instrument Meteorological
Conditions
INST Instrument
IPS Inlet Particle Separator
In Inches
INST(R) Instrument
IVSI Instantaneous Vertical
Speed Indicator
K
Kg KG Kilogram
KIAS Knots Indicated Airspeed
Km KM Kilometer
Km/H KM/H Kilometers per
Hour
KT Knots
KTAS Knots True Airspeed
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−6Reissue 1
L
L Left; Liters
LB Pound
Lb(s) Pound(s)
L.H. Left Hand
LND Landing
LT Light
M
M m Meters
MBAR Millibar
MCP Maximum ContinuousPower
Min Minutes
MPH Miles−Per−Hour
M/R Main Rotor
MSTR Master
N
NAV Navigation
NG Gas Producer RPM
NP Power Turbine RPM
NR Rotor Speed
O
OAT Outside Air Temperature
OEI One Engine Inoperative
OGE Out of Ground Effect
OVRD Override
OVSP Overspeed
P
PLA Power Lever Angle
PMA Permanent MagnetAlternator
PNL Panel
POSN Position
PRI Primary
Pt Pint
PWC Pratt and Whitney Canada
R
R Right
REL Release
RET Retract
R.H. Right Hand
RTR Rotor
S
Sec Seconds
SEL Sound Exposure Level
SL Sea Level
SLT Searchlight
SSO Starts since overhaul
STA Station
STBY Standby
STC Supplemental TypeCertificate
SYS System
T
TBO Time Between Overhaul
TOP Takeoff Power
TSN Time Since New
TSO Time Since Overhaul
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−7Reissue 1
U
U.S. gal U.S. gallons
V
VFR Visual Flight Rules
VH Maximum speed in levelflight at MCP
VLV Valve
VMC Visual MetrologicalConditions
VNE Never Exceed Speed
Vs Versus
VSCS Vertical StabilizationControl System
VY Best Rate of Climb Speed
W
WL Water Line
X
XFD Crossfeed
XMSN Transmission
XPNDR Transponder
1−7. MULTI−PURPOSE UTILITY OPERATIONS
The installation and use of certain optional equipment is approved by the FAAand requires supplemental flight data when limitations, performance or proceduresare affected. Refer to Section X for Optional Equipment.
MD Helicopters, Inc. optional equipment items and STC items which are FAA ap-proved for the MD EXPLORER may be installed and used.
1−8. TECHNICAL PUBLICATIONS
A file of technical publications is available to aid in obtaining maximum utilizationof your rotorcraft. Revisions and new issue publications are provided to continuallyupdate and expand existing data.
MDHI Publications Revisions and Reissues
Changes in limitations, procedures, performance, optional equipment, etc., re-quire flight manual revisions and change or replace flight manual content asappropriate. 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 deletionof pages is done by revision. The List of Effective Pages that accompanieseach revision, identifies all affected pages. Such pages must be removed fromthe manual and discarded. Added or replaced pages must be put in and ex-amined against the List of Effective Pages.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−8Reissue 1
Reissues
Occasionally the manual may be reissued and is identified as ‘‘Reissue #1,Reissue #2’’, etc. The preceding issue of the manual then becomes obsoleteand must be discarded. The reissue includes all prior revisions. All pagesin a reissue become ‘‘Original’’ pages. The reissue may also include new orchanged 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 effectedpages.
The following publications are available.
Rotorcraft Flight Manual (RFM).
Rotorcraft Maintenance Manual (RMM)
Servicing and Maintenance
Instruments − Electrical − Avionics
Component Maintenance Manual (CMM)
Structural Repair Manual (SRM)
Illustrated Parts Catalog (IPC)
Service Information Bulletins and Letters
New and revised publications are available through MDHS Subscription Service.Further information may be obtained by contacting:
MD Helicopters, Inc.M615−G0484555 E McDowell RdMesa, AZ 85215−9734
or your local Service Center, Distributor, or Sales Company.
All persons who fly or maintain MD helicopters are urged to keep abreast of thelatest information by using the subscription service.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−9Reissue 1
1−9. ROTORCRAFT CERTIFICATION
Certified under FAR Part 27 through amendment 27−26 dated April 5, 1990, SpecialCondition for High Intensity Radiated Fields (HIRF) protection per FAR 21.16; FARPart 36 Appendix J, Noise, effective on the date of Type Certification, and FARPart 27 Appendix C Criteria for Category A effective August 8, 1996.
The rotorcraft is certified by the Federal Aviation Administration under FAA TypeCertificate Number H19NM.
The FAA model designation is MD900
The FAA/ICAO aircraft type designator is EXPL
The MD Helicopters, Inc. commercial designation is MD Explorer
1−10.PILOT’S BRIEFING
Prior to flight, passengers should be briefed on the following.
Approach and depart the rotorcraft from the front in full view of the pilot, beingaware 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.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−10Reissue 1
1−11.DIMENSIONS
Refer to Figure 1−1 and Figure 1−2 for exterior dimensions and interior volumes.
F92−002B
5.33 FT
5 0’°
9.17 FT
STATIC GROUND LINE
@ DESIGN GROSS WEIGHT
3 16’°
12.00 FT
10.92 FT
9.33 FT
7.33 FT
33.83 FT
(1.62 M)
5.92 FT(1.80 M)
(10.34 M)
(2.23 M)
(3.66 M)
(3.33 M)
(2.79 M)
40.58 FT(12.37 m)
34.08 FT(10.39 M)
Figure 1−1. MD Explorer Rotorcraft Principal Dimensions
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−11Reissue 1
4.08 FT (1.2 M)
4.16 FT (1.2 M) WITH DOOR ON4.33 FT (1.3 M) WITH DOOR OFF
ENTIRE AFT CABIN172.5 FT3 (4.9 M3)
BAGGAGE COMPARTMENT51.4 FT3 (1.5 M3)
4.75 FT (1.4 M)
18.25 FT (5.5 M)
12.9 FT (3.9 M)
6.25 FT (1.9 M)
F90−003
Figure 1−2. Interior Dimensions and Volumes
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−12Reissue 1
1−12.CONVERSION CHARTS
F92−004
200
180
160
140
120
100
80
60
40
20
0
180160140120100806040200
200
180
160
140
120
100
80
60
40
20
0
220
240
260
280
300
320
MP
H
Km
/H
KNOTS
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
Figure 1−3. Speed: MPH/Knots/KmH
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−13Reissue 1
F92−006
METERS/SECKNOTS
CONVERT KNOTS TO METERS/SEC
KNOWN:WIND SPEED = 25 KT
METHOD:ENTER CHART AT 25 KT READAPPROXIMATELY 13 METERS/SECACROSS ON METERS/SEC SCALE
METHOD MAY BE REVERSED TO FIND KNOTS WHEN METERS/SEC AREKNOWN
EXAMPLE
0
5
10
15
20
25
30
35
40
45
50
0
5
10
15
20
25
Figure 1−4. Speed: Knots − Meters/Second
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−14Reissue 1
CONVERT °F TO °C
KNOWN:TEMPERATURE = 50° F
METHOD:ENTER AT 50° FREAD 10° C ACROSS ON °C SCALE
METHOD MAY BE REVERSED TO FIND ° F WHEN ° C IS KNOWN
ALTERNATE METHOD:° F = (9/5 X °C) + 32°C = 5/9(°F − 32)
TEMPERATURE
EXAMPLE:
°°F C140
120
100
80
60
40
20
0
−20
−40
−60
60
40
20
0
−20
−40
−60−80
F92−005
−50
−30
−10
10
30
50
Figure 1−5. Temperature Conversion Chart
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−15Reissue 1
F927−150
U.S. GALLONS
1901801701601501401301201101009080706050403020100
LIT
ER
S
IMPERIAL (BRITISH) GALLONS
700
650
600
550
500
450
400
350
300
250
200
150
100
50
0
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
Figure 1−6. Liquid Measure − U.S. Gallons to Liters to Imperial Gallons
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−16Reissue 1
F927−152
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0
INCHES
CE
NT
IME
TE
RS
Figure 1−7. Linear Measure − Inches to Centimeters
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−17Reissue 1
F927−151
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500 6000 65000
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
FE
ET
METERS
20000
Figure 1−8. Linear Measure − Meters to Feet
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−18Reissue 1
F927−149
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
0 500 1000 1500 2000 2500 3000 3500 4000
3000
2900
2800
2700
2600
2500
2400
2300
2200
2100
2000
1900
1800
POUNDS
KIL
OG
RA
MS
4500 5000 5500 6000 65004000
Figure 1−9. Weight − Pounds to Kilograms
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) General
Original 1−19Reissue 1
F92−007
MILLIBARS
1000995990985980975970965960955950945
29.5
29.4
29.3
29.2
29.1
29.0
28.9
28.7
28.6
28.5
28.4
28.3
28.2
28.1
28.0
28.8
10551050104510401035
EXAMPLE 1: 29.44 IN. Hg = 997 mbarEXAMPLE 2: 30.18 IN. Hg = 1022 mbar
10351030102510201015101010051000
IN. H
g
30.6
30.7
30.8
30.9
31.0
31.1
30.5
2
1 30.5
29.5
29.6
29.7
29.8
29.9
30.0
30.1
30.2
30.3
30.4
Figure 1−10. Conversion Chart: Inches of Mercury − Millibars
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)General
Original1−20Reissue 1
Table 1−1. Standard Atmosphere Table
Standard Sea Level Conditions:Temperature: 59°F (15°C)Pressure: 29.921 in.Hg (1013.25 mbar)Density: 0.0023769 slugs/ft3 (1.225 kg/m3)
ALTITUDE(feet)
DENSITYRATIO σ
1 �σ
TEMPERATURE PRESSURE(mbar)
PRESSURE(in. Hg)
PRESSURERATIO(°C) (°F)
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
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 2−i/(2−ii blank)
S E C T I O N I ILIMITATIONS
TABLE OF CONTENTS
PARAGRAPH PAGE2−1. Flight Restrictions 2−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−2. Environmental Operating Conditions 2−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−1. Ambient Temperature Envelope 2−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−2. WAT Limit and �Area A" Azimuth For Crosswind Operations 2−3. . .
2−3. Airspeed Limitations 2−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−3. VNE Chart 2−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−4. Weight Limitations 2−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−4. Minimum Flying Weight 2−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−5. Center of Gravity (CG Envelope) 2−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−5. Center of Gravity Envelope 2−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−6. Rotor Brake Limitations 2−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−7. Rotor Speed Limitations 2−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−8. Transmission Limitations 2−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−9. Power Plant Limitations 2−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−10. Generator Limitations 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−11. Starter limitations 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−12. Fuel System Limitations 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 2−1. Fuel Specifications 2−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−13. Integrated Instrumentation Display System (IIDS) 2−10. . . . . . . . . . . . . . . . . . . . . . .
Figure 2−6. Primary IIDS Display 2−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−7. NP and NR Scales 2−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−8. Engine Torque 2−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−9. Engine Exhaust Gas Temperature 2−11. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−10. Secondary IIDS Display 2−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−11. Engine Display 2−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−12. Transmission and Fuel Quantity Display 2−13. . . . . . . . . . . . . . . . . . . .
Figure 2−13. Airspeed Indicator 2−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2−14. Decals and Placards 2−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−14. Decals and Placards (Sheet 1 of 2) 2−14. . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 2−14. Decals and Placards (Sheet 2 of 2) 2−15. . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−1
SECTION IILIMITATIONS
2−1. FLIGHT RESTRICTIONS
Approved as an eight place (maximum) helicopter.The minimum flight crew consists of one pilot operating the helicopter from the rightseat. The left crew seat may be used for an additional pilot when the approved dualcontrols are installed.Under seat baggage stowage:
Placing of cargo or baggage under seats (including crew seats) is permitted onlywhen the seat is unoccupied.
Aerobatic flight:Aerobatic flight is not allowed.
Aircraft equipped with Bendix/King KFC900 Flight Control System:NOTE: The following information supersedes applicable limitations found in Bendix/King IFR
Avionics/KFC 900 RFMS 006−00845−0000 and 006−00845−0004 for STCSR00436WI−D.
For VFR flights at gross weights between 6251 and 6500 lb (2835 and 2948kg):
Maximum airspeed with autopilot engaged is 100 KIASMaximum Operating Altitude with autopilot engaged 5000 FT HD
For IFR flights at gross weights between 6251 and 6500 lb (2835 and 2948 kg):Autopilot must be operational.Maximum airspeed with autopilot engaged is 100 KIASMaximum Operating Altitude with autopilot engaged 5000 FT HD
Flight with doors opened or removed is approved under the followingconditions.
Baggage door removed:With the baggage door removed and cockpit and cabin doors closed, maximumairspeed is limited to the 140 KIAS envelope shown in Figure 2−3.
Approved doors off configurations:Maximum airspeed is limited to the 100 KIAS envelope shown in Figure 2−3.Both cockpit doors removedBoth cabin doors removedBoth cockpit and both cabin doors removed
Cabin doors open in flight:Maximum airspeed is limited to 60 KIAS (with or without cockpit doors).One or both cabin doors may be opened or closed in flight at airspeeds up to60 KIAS.Maximum airspeed is limited to 100 KIAS (with or without cockpit doors) follow-ing installation of modified upper door fittings (Ref. Figure 2−14).For sustained flight with the cabin doors open, use of the cabin door hold opendevice is required.
NOTE: Baggage compartment door may be removed with any of the above configurations.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−2
2−2. ENVIRONMENTAL OPERATING CONDITIONS
Kinds of Operations:
This rotorcraft is certified in the normal helicopter category for day and nightVFR operation when the appropriate instruments and equipment required bythe airworthiness and/or operating rules are approved, installed and are in oper-able condition.
Maximum operating altitude at gross weights 6250 lb (2835 kg) and be-low: 20,000 Feet HD
Maximum operating altitude at gross weights 6251 to 6500 lb (2835 to2948 kg): 14,000 Feet HD.
Maximum altitude for HIGE/takeoff and landing operations: Refer toFigure 2−2.
F927−001C
20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
FREE AIR TEMPERATURE − °C
PRIMARY FUELSONLY
PRIMARY ANDSECONDARY
FUELS
DASHED LINES FORAIRCRAFT WITHOUTGENERATOR COOLINGMODIFICATION
−20 −10 0 10 20 30 4052
50−30−40−50−36
HIGE OPERATIONSLIMITED TO 5 MINUTESAT TEMPERATURESFROM 50 TO 52°C
40.6
14000HD LIMIT FORGROSS WEIGHTSFROM 6251 TO 6500 LB
Figure 2−1. Ambient Temperature EnvelopeIIDS Built In Test − cold temperature:
A commanded IIDS BIT must be performed prior to the first start of the dayif the helicopter has been statically exposed to temperatures below 0°C for 12hours or longer.
NOTE: The IIDS display may not be readable during the initial power up BIT whenstatically exposed to the above ambient temperatures.
Icing conditions:
Flight into known icing conditions is prohibited.
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−3
Snow conditions (IPS installed):
Flight into falling or blowing snow is only permitted when the NACA inlet switchis in the closed position. The switch shall remain in the closed position for theduration of the flight, even after leaving the falling or blowing snow conditions.
Cabin heat:Cabin heat must be OFF in the crew and passenger compartments when ambienttemperatures are greater than 28°C (82°F).
F927−002C
ÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏ
GROSS WEIGHT − LBS
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
120°
135°
AZIMUTH RANGE FOR AREA A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
4000 4200 4400 52005000 60006500
4600 4800 5400 5600 5800 6200 6400 66006250
12400
OBSERVE THE MAXIMUM WEIGHT,
ALTITUDE, TEMPERATURE (WAT)
LIMITS FOR TAKEOFF AND LANDING
IGE HOVER OPERATIONS HAVE BEENDEMONSTRATED IN WINDS UP TO 17 KNOTSFROM ANY AZIMUTH.
IGE HOVER OPERATIONS HAVE BEENDEMONSTRATED IN WINDS UP TO 17 KNOTS FROMALL AZIMUTHS EXCEPT BETWEEN 120� AND 135� ANDIGE HOVER OPERATIONS HAVE BEENDEMONSTRATED IN WINDS UP TO 15 KNOTS FORAZIMUTHS BETWEEN 120� AND 135�.
AVOID STEADY IGE HOVER OPERATIONS IN AREA A WHEN WINDS AREGREATER THAN 15 KNOTS FROM AZIMUTHS BETWEEN 120� TO 135�.
MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITHINCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS INCALM WINDS OR HEADWINDS
Figure 2−2. WAT Limit and “Area A” Azimuth For Crosswind Operations
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−4
2−3. AIRSPEED LIMITATIONS
Observe gross weight depictions on chart.
VNE is 60 KIAS with lateral C.G. greater than +2 inches.
VNE is 134 KIAS at 6500 lb (2948 kg) following compliance with SB900−105.
VNE decreases at a rate of 4 kts/1000 FT above 5500 Feet HD
ÏÏÏÏÏÏÏÏÏÏÏÏ
20000
15000
10000
5000
0
40 50 60 70 80 90 100 110 120 150130 140
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
INDICATED AIRSPEED − KNOTS
−30°C
−36°C
F92−010B
VNE: AUTOROTATIONOEI OPERATIONS
HYDRAULICS FAILUREVSCS FAILURE
XMSN CHIP LIGHT
140 KIAS ENVELOPE
<5100 LB
VNE : POWER ONVNE: � −25°C
5100 − 6250LB
: VNE DUE TOTIP MACH
: HD AND VNELIMIT FOR 6251TO 6500LB
100 KIASENVELOPE
134
Figure 2−3. VNE Chart
2−4. WEIGHT LIMITATIONS
Serial numbers 900−00117 and subsequent: Maximum gross weight 6500 lb (2948 kg).
Serial numbers 900−00116 and prior:
If SB900−099R1 and SB900−102R1 have been accomplished: Maximum grossweight 6500 lb (2948 kg).
If only SB900−099R1 has been accomplished: Maximum gross weight 6250 lb(2835 kg).
If SB900−099R1 and SB900−102R1 have not been accomplished: Maximum grossweight 5400 lb (2449 kg).
Minimum flying gross weight: Refer to Figure 2−4.
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−5
Cargo deck capacity: 1500 lb. (680 kg) not to exceed 115 lb/ft2 (4.85 kg/m2).
Maximum weight in baggage compartment (sta. 234 to 257): 500 lb. (227 kg) notto exceed 115 lb/ft2 (21.07 kg/m2).
F92−169A
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
GROSS WEIGHT − LB
20000
4000
2000
0
−2000
−4000
−6000
−8000
3000 3500 4000
1153
−6812
4185
Figure 2−4. Minimum Flying Weight
2−5. CENTER OF GRAVITY (CG ENVELOPE)
Ensure helicopter CG and weight are within approved limits throughout flight.
Expanded lateral C.G.:
Maximum lateral C.G. for takeoffs and landings from/to a surface is + 2 inches.
VNE is 60 KIAS with lateral C.G. greater than +2 inches.
Longitudinal C.G. envelope is as shown on chart �B" below when lateral C.G.is greater than +2 inches.
F92−011B
3000
3500
4000
4500
5000
5500
6000
6500
−3 −2 −1 0 1 2 3 4 5 6 73000
3500
4000
4500
5000
5500
6000
6500
194 196 198 200 202 204 206 208
GR
OS
S W
IGH
T − L
BSG
RO
SS
WIG
HT
− L
BS
WHEN OPERATING IN THEEXPANDED CG REGION OFCHART A, THE MAXIMUMLONGITUDINAL C.G. LIMIT,AS DEPICTED BY THEDASHED LINE IN CHART B,APPLIES.
CHART A: LATERAL C.G. STATION (IN.)
EXPANDEDCG LIMITS
CHART B: LONGITUDINAL C.G. STATION (IN)
5100 LBS
Figure 2−5. Center of Gravity Envelope
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−6
2−6. ROTOR BRAKE LIMITATIONS
The rotor brake must be in the stowed position prior to engine starting.
The rotor brake may be applied after both engines are shutdown with NR at orbelow 70 percent.
2−7. ROTOR SPEED LIMITATIONS
Power on:
Continuous operation Maximum 101%Minimum 99%
Transient Range: 91% to 98%102% to 108%
Power off:
Continuous operation: 108% maximum88% minimum
2−8. TRANSMISSION LIMITATIONS
Maximum transmission oil pressure: 104% PSI
Minimum transmission oil pressure: See Figure 2−12.
Maximum transmission oil temperature: 110°C
Minimum transmission oil temperature: −18°C
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−7
2−9. POWER PLANT LIMITATIONS
The pilot shall monitor the IIDS during all phases of operation andrecord and report any exceedances to maintenance as soon aspossible.
Torque limits:
Normal:
Maximum continuous: 100%
Takeoff (5 minute): 101% to 110%
Maximum transient over torque: 111% to 124% for 10 seconds
OEI limits:
Maximum continuous: 124%
2.5 minute: 125% to 135%
Torque greater than 135%: NOT ALLOWED
Exhaust gas temperature limits:
Normal limits:
Maximum continuous: 850°CTakeoff (5 minutes): 851°C to 900°CTransient limits: 901°C to 1000°C for 20 seconds
OEI limits:
Maximum continuous: 900°C2.5 minute: 901°C to 970°CMaximum transient limits: 971°C to 1000°C for 20 seconds
Overtemperature limits for starting:
Maximum 875°C for 2 seconds711°C for 10 seconds650°C for 45 seconds
NOTE: Engine start should be completed within 45 seconds with EGT stabilized below650°C.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−8
Output shaft (NP) speed limits:
Normal operating range: 99% to 101%
Transient limits: >102% to 108% for 20 seconds (not cumulative)
NG limitations:
Normal limits:
Maximum continuous: 97.2%
Takeoff (5 minutes): 97.3% to 99.8%
Transient limits: 99.9% to 104.1% for 20 seconds
OEI operating limits:
Maximum continuous: 99.8%
2.5 minute: 99.9% to 103.0%:
Transient limits: 103.1% to 104.1% for 20 seconds
Engine oil system limitations:
Engine oil temperature limits:
During starting: −40°C to 125°CNormal operating range: 10°C to 120°C
Engine oil pressure limits:
Normal operating range: 85% to 100% psi
Maximum: 100% psi (>5 minutes)
Minimum: <80% psi (>5 seconds)
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−9
2−10.GENERATOR LIMITATIONS
Maximum continuous: 99% for each generator.
2−11.STARTER LIMITATIONS
30 seconds on, 30 seconds off; 30 seconds on, 30 seconds off; 30 seconds on, 30 minutesoff.
2−12.FUEL SYSTEM LIMITATIONS
Table 2−1. Fuel Specifications
PRIMARY FUELS (1) SECONDARY FUELS (2)
Jet A (ASTM D1655) Jet B (ASTM D6615)
Jet A−1 (ASTM D1655) JP−4 (MIL−DTL−5624)
JP−5 (MIL−DTL−5624) TS−1 (CIS GOST 10227) (3)(4)
JP−8 (MIL−DTL−83133)
RT (CIS Standards OrganizationGOST 10227)(4)
Notes:(1). Using these primary fuels, the engine shall operate satisfactorily throughout the
altitude/temperature envelope (Ref. Figure 2−1).
(2). Using these secondary fuels, the engine shall operate satisfactorily up to 10,000 FT(Ref. Figure 2−1).
(3). Use of TS−1 is considered to be satisfactory for occasional use only: not morethan100 hours (intermittently or continuously). If fuel is used for more than 100hours, refer to PWC engine maintenance manual (3038324).
(4). Must contain one of the following anti−ice additives at a concentration up to 0.3%by volume: Ethylene Glycol Monomethyl Ether (Ethylcellosolve, Liquid I) as definedin GOST 8313, Liquid I−M (mixture 50% Liquid I with 50% methyl alcohol) as de-fined in TU−6−10−1458, Tetrahydrofurfuryl alcohol (TGF) as defined in GOST17477 or Liquid TGF−M (mixture 50% TGF with 50% methyl alcohol ) as defined inTU 6−10−1457.
Additional fuel specifications may be found in Section VIII.
Maximum 140 KIAS with either left or right low fuel warning tickmarks ON.
During operations in temperatures of 13°F (−10°C) or colder, fuel added to the tankmust contain either anti−icing additive PFA-55MB or anti−icing additive perMIL-I-27868 or MIL-I-85470 with a minimum concentration of 0.06% by volumeand a maximum concentration of 0.15% by volume. Follow manufacturer’s instruc-tions.
WARNING
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−10
2−13.INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)
..
NPNR
EECMANFAIL
NP
EECMANFAIL
ENGOUT
TORQUE
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
ENGINE TORQUE EXHAUST GASTEMPERATURE DISPLAY
POWER TURBINESPEED DISPLAY
ROTOR SPEED DISPLAY
DISPLAY
F92−012
DIGITALDISPLAYS EGT
Figure 2−6. Primary IIDS Display
NPNR
NP
NR
99 − 101%>101%
<99%
>108%
>112%
<91%
98 − 102%
>102%
>108%
<98%
<88%
>111%
<80%F927−003
NOTE: > = GREATER THAN< = LESS THAN
NP
Figure 2−7. NP and NR Scales
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−11
>98%
>100%
>109%
F927−004
NOTE: > = GREATER THAN< = LESS THAN
EECMANFAIL
TORQUE OEI OPERATIONS
>135%
>124%
>122%
EECMANFAIL
TORQUENORMAL
OPERATIONS
Figure 2−8. Engine Torque
..
ENGOUT
EGT
..
ENGOUT
EGT
OEI OPERATION
F927−005
>900°C
>850°C
>845°C
>970°C
>900°C
>894°C
NOTE: > = GREATER THAN< = LESS THAN
ONLY
NORMALOPERATIONS
Figure 2−9. Engine Exhaust Gas Temperature
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−12
SECONDARY IIDS DISPLAY
CAB HEAT
BAT HOT
BAT WRM
ROTORBRAKECABINDOOR
BAGGAGEDOOR
1 HYD 2
IIDS
FIRECHIPS
%LOAD
FUEL
GEN
LB
OAT °C
%PSI°C
FIRECHIPS
FIRECHIPS
NG
%PSI°C %PSI°C
%LOAD
NG
GEN
LEFT ENGINE PARAMETERDISPLAY TRANSMISSION PARAMETER
DISPLAYRIGHT ENGINE PARAMETER
DISPLAY
FUEL QUANTITY
ENGINE OIL
ENGINE OILPRESSURE DISPLAY
GENERATOR%LOAD DISPLAY
GAS PRODUCERTURBINE SPEED DISPLAY
TEMPERATURE DISPLAY
PRESSURE DISPLAYTRANSMISSION OIL
TRANSMISSION OILTEMPERATURE DISPLAY
F92−016
Figure 2−10. Secondary IIDS Display
FIRE
CHIPS
%LOAD
GEN
%PSI° C
NG
HIGH WARNING: >125°CHIGH CAUTION: >120°C
<80% PSI >2 SEC<80% PSI >5 SEC
CAUTION: 100% LOAD
HIGH WARNING: >103.0% NGHIGH CAUTION: >99.8% NG
LOW WARNING: <50% NG
F927−052
LOW CAUTION: <10°C WITH NG >50%<−45°C WITH NG < 50%
>100% PSI >5 MINUTES
TIME
TIME
NOTE: ‘‘>’’ = GREATER THAN‘‘<’’ = LESS THAN‘‘<’’ = EQUAL TO OR LESS THAN
Figure 2−11. Engine Display
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−13
FUEL
LB
FIRECHIPS
%PSI°C
HIGH WARNING: >110°CHIGH CAUTION: >93°C
LOW CAUTION: <−18°C
HIGH WARNING: >104% PSIHIGH CAUTION: >100% PSI
LOW CAUTION: <75% PSI NONELOW WARNING: <65% PSI <50% PSI
LOW CAUTION: 300 LBSLOW FUEL WARNING
SEGMENT: 150 LBS
F92−018A
FLIGHT
LEFT/RIGHT LOW FUEL WARNING TICK MARKS: 97 TO 127 LBS
IDLE
NOTE: ‘‘>’’ = GREATER THAN‘‘<’’ = LESS THAN
Figure 2−12. Transmission and Fuel Quantity Display
MPH
200
150
100 80
60
40
40
60120
140
160
180200
KNOTS
AIRSPEED
100
AIRSPEED INDICATOR MARKINGS:
150 KNOTS
100 KNOTS
F92−019A
0−30kt INDICATOR UNRELIABLE
40
60120
140
160
180200
KNOTS
AIRSPEED
100
100 80 100 80
Figure 2−13. Airspeed Indicator
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Limitations
FAA ApprovedReissue 1Original
2−14
2−14.DECALS AND PLACARDS
SEAT ATTACHONLY
NO TIEDOWN
WARNING
THIS PANEL MUST BE SECUREDPRIOR TO JACKING, TOWING
OR FLYING THE AIRCRAFT
FUEL CELL ACCESS DOOR
WARNINGREPLACE DOOR BEFORE FLIGHT
AND JACKING AIRCRAFT
F92−020−1
LOCATED AT UPPER CABINSEAT ATTACH POINTS
LOCATED ON CABIN FLOOR
LOCATED ON BAGGAGECOMPARTMENT FLOOR
NO ARTICLES TO BESTOWED UNDER SEATS
LOCATED ON COCKPIT DOORLOWER WINDOW FRAME
1. LOCATED ON UPPER COCKPIT DOOR FRAME
2. LOCATED ADJACENT
TO COCKPIT DOORACCESS HANDLE
PRIOR TO FLIGHT1. TURN HANDLE TO SAFELOCK POSITION
2. FASTEN SEAT BELTS AND SHOULDER HARNESS
SLIDING
DOOR
EMERGENCY EXIT
PULL TAB
TO REMOVE WINDOW
NO ARTICLES TO BESTOWED UNDER SEATS
LOCATED ON CABIN DOORUPPER FRAME (FWD)
LOCATED ON CABIN DOORUPPER FRAME (CENTER)
LOCATED ON CABIN DOORUPPER FRAME (AFT)
LOCATED ON CABIN DOOR FRAMEADJACENT TO EMERGENCY EXITRELEASE HANDLE
Figure 2−14. Decals and Placards (Sheet 1 of 2)
CSP−902RFM207E−1
Limitations
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
2−15/(2−16 blank)
DURING OPERATIONS IN TEMPERATURES OF 13�F (−10�C)OR COLDER, FUEL ADDED TO THE TANK MUST CONTAIN
EITHER ANTI-ICING ADDITIVE PFA-55MB OR ANTI-ICINGADDITIVE PER MIL-I-27868 OR MIL-I-85470 WITH AMINIMUM CONCENTRATION OF .06% BY VOLUME
AND A MAXIMUM CONCENTRATION OF .15% BY VOLUME.SEE FLIGHT MANUAL FOR MIXING PROCEDURES.
F92−020−2B
STATIC PORTKEEP HOLES ANDSURFACE CLEAN
NO STEP
USEABLE CAP. 158.5 U.S. GALS.
LOCATED ABOVE FUEL FILLER
LOCATED ABOVE FUEL FILLER
LOCATED ON FILLER NECK
LOCATED ON FILLER NECK
LOCATED ABOVE STATIC PORT
RADIO CALLN X X X X X
ROTORBRAKE
LIFT HANDLE,
ROTATE CW,
PULL DOWN
DO NOTENGAGE ROTORBRAKE ABOVE
70% NR
THIS HELICOPTER MUST BE OPERATEDIN COMPLIANCE WITH THE OPERATING
LIMITATIONS SPECIFIED IN THE FAAAPPROVED ROTORCRAFT FLIGHT MANUAL
LOCATED ON INSTRUMENT PANEL
LOCATED ON INSTRUMENT PANEL
LOCATED ON INSTRUMENT PANEL
LOCATED ADJACENT TO ROTOR BRAKE
VNE CHART: LOCATED ON INSTRUMENT PANEL
APPROVED FORVFR DAY/NIGHT
100 KTCAPABILITY
MODIFIED FITTING WITH DECAL
Figure 2−14. Decals and Placards (Sheet 2 of 2)
Emergency andMalfunction Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−i
S E C T I O N IIIEMERGENCY AND MALFUNCTION
PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE3−1. General 3−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−2. Caution and Warning Annunciators and Audio Tones 3−2. . . . . . . . . . . . . . . . . . . . . . .
3−3. Engine Emergencies 3−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Single Engine Failure 3−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Second Engine Failure 3−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Rotor RPM Warning 3−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−4. Emergency Landing Procedures 3−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Landing − Dual Engine Failure 3−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Water Landing − OEI/AEO 3−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−5. EEC Malfunctions 3−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−1. EEC Caution/Warning Annunciators 3−8. . . . . . . . . . . . . . . . . . . . . . . . .
EEC Critical Fault 3−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EEC NonCritical Fault 3−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC Manual Control 3−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−6. Engine Starting − Manual 3−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−7. Engine/Aircraft Shutdown − Manual 3−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−8. Fire Emergencies 3−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Fire/Smoke 3−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Fire 3−16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3−2. Engine/Transmission Deck Fire Annunciators 3−17. . . . . . . . . . . . . . . . .
Engine Fire − On Ground 3−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine FIRE − During Flight 3−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission Area Fire 3−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−9. Flight Control Malfunctions 3−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti−Torque Failure − General 3−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti−Torque Failure − Complete Loss of Thrust 3−19. . . . . . . . . . . . . . . . . . . . . . . . . . . Anti−Torque Failure − Fixed Thruster Setting 3−20. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency andMalfunction Procedures
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
3−ii
PARAGRAPH PAGEVSCS Failure 3−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−3. VSCS Indicator 3−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System Failure 3−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cyclic Trim Failure 3−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Collective Friction Failure 3−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−10. Pitot/Static System Malfunction: Single or Dual Pitot Tube Installation 3−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Static System Malfunction 3−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−4. Alternate Static Source Toggle Valve 3−23. . . . . . . . . . . . . . . . . . . . . . . . .
Pitot Heat Failure 3−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−11. Engine and Generator Malfunction Indications 3−24. . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−5. Engine and Generator Malfunction Annunciators 3−24. . . . . . . . . . . . . .
Engine High Oil Temperature 3−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Low Oil Temperature 3−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine High Oil Pressure 3−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Low Oil Pressure 3−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Chips 3−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NG High 3−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NG Low 3−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generator High Load 3−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Generator 3−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−12. Transmission Malfunction Indications 3−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−6. Transmission Malfunction Annunciators 3−28. . . . . . . . . . . . . . . . . . . . . .
Transmission Oil Temperature High 3−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission Oil Temperature Low 3−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Oil Pressure Low 3−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Oil Pressure High 3−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmission Chips 3−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Input Torque Split 3−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−13. Fuel System Display Advisories 3−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−7. Fuel System Advisory Indicators 3−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Low 3−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Boost Pump Failure 3−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single Fuel Probe Failure 3−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dual Fuel Probe Failure 3−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Impending Fuel Filter bypass 3−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Shutoff Valve Malfunction 3−34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−14. Caution and Warning Advisories 3−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−8. Caution/Warning Cluster 3−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Heat 3−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency andMalfunction Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−iii/(3−iv blank)
PARAGRAPH PAGEBattery Hot 3−36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Warm 3−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rotor Brake 3−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cabin Door 3−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Baggage Door 3−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IIDS 3−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−15. Other Malfunction/Advisories 3−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IIDS Failure 3−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Battery Discharge 3−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extinguisher Pressure Low 3−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IPS Bypass 3−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
NACA Inlet Malfunction 3−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rotor Speed Display Malfunction 3−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground power Unit door open 3−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−16. Vibrations 3−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−17. Emergency Egress 3−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−9. Cabin Door Emergency Exit 3−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3−18. Emergency Equipment 3−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 3−10. Emergency Fire Extinguisher 3−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−1
SECTION III EMERGENCY AND
MALFUNCTION PROCEDURES
3−1. GENERAL
The procedures contained in this section are to be followed in the event of an emergen-cy or malfunction that may potentially affect the safety of the aircrew, passengers,aircraft, or personnel on the ground.
These procedures are recommended to minimize danger to the helicopter. However,these procedures should not limit the pilot from taking additional actions if thesituation warrants.
In the event of an emergency or malfunction, the pilot’s primary considerationis control of the aircraft. Then, the pilot must identify the problem and performthe appropriate procedures relevant to the situation.
Terms such as ‘‘land immediately’’, ‘‘land as soon as possible’’, and ‘‘land assoon as practical’’ are defined in Section I.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−2
3−2. CAUTION AND WARNING ANNUNCIATORS AND AUDIO TONES
A red warning or yellow caution annunciator will illuminate on the IIDS displayand in some cases, an audio warning will sound announcing a failure or malfunction.
Some secondary IIDS displays have a digital display with a corresponding caution/warning annunciator. Pilots should insure that both the digital display and its ap-propriate caution/warning annunciator are in agreement before executing the properemergency procedure. If they do not agree, other parameters should be cross-checkedin an attempt to validate a given abnormal indication.
The following logic applies to the warning advisories:
1. ENG OUT, FIRE, CAB HEAT, and LOW FUEL warning tick marks flash(only go OFF if condition that caused the warning goes away).
2. All other warnings turn ON continuously (only go OFF if condition that causedthe warning goes away).
Audio warnings alert the pilot through the headset that a malfunction has occurredthat may require immediate corrective action.
The warning tone: The warning tone will sequence a high and low tone twiceto indicate a warning condition. These tones are activated for FIRE, CAB HEAT,BAT HOT, and EEC FAIL.
Low Rotor Audio tone: The low rotor RPM tone (a sweep tone) is activated forrotor RPM less than 95% and either engine operating, or activated for rotorRPM less than 88% and both engines failed. When the IIDS senses an enginefailure, the low rotor RPM tone is activated for one cycle. The audio tones aredisabled when the aircraft is on the ground.
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−3
3−3. ENGINE EMERGENCIES
ENGOUT
TORQUE EGT
The ENG OUT warning annunciator is located between the TORQUE and EGTvertical displays. When the IIDS senses an engine failure, the ENG OUT
warning flashes and the low rotor RPM tone is activatedfor one cycle. The EGT and TORQUE displays also re−scale. The ENG OUT advisory is disabled with aircrafton the ground.
SINGLE ENGINE FAILURE
Indications: ENG OUT annunciator illuminated and low rotor tone on for one cycle.Affected engine torque, NP and NG decreasing to zero.
Conditions: At a hover − IGE:
Procedures:
� Land
Conditions: At a hover − OGE:
Procedures:
� Collective pitch ADJUST TO MAINTAIN OEI LIMITS
NOTE: The decision to land or fly−away, following a single engine failure, will dependon ambient conditions and aircraft gross weight. Refer to Section V for best rateof climb speed, single engine rate of climb and descent, and height velocityenvelope performance data.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−4
Conditions: In flight:
� Maintain operating engine within OEI limits
� Reduce airspeed to 100 KIAS or less (Ref. Section II)
Identify affected (failed) engine by cross checking torque, NP andNG prior to performing the following steps.
� Engine control switch OFF ON AFFECTED ENGINE� Fuel boost pump OFF ON AFFECTED ENGINE� Fuel shutoff valve OFF ON AFFECTED ENGINE
NOTE: With fuel shutoff valve OFF, fire extinguishing system is now armed.
NOTE: Fuel warning tick mark on side of affected engine may illuminate prior to tick markfor operating engine.
NOTE: If attempting a restart, leave fuel shutoff valve ON. Do not attempt restart if amalfunction is suspected.
� Land as soon as practical
NOTE: If cabin heat or air-conditioning is being used when an engine failure occurs itwill automatically be switched OFF to enable the pilot to utilize the maximumavailable power from the remaining engine for a safe recovery. If, afterrecovering to a safe OEI flight condition, cabin heat is needed for windscreendefogging, cabin comfort, etc., select the CAB HEAT OVRD position to restorecabin heat. Prior to the OEI landing, insure CAB HEAT is OFF to ensure that themaximum power is available from the remaining engine.
� Air start:
� Failed engine control switch TO OFF THEN TO FLY� IIDS MONITOR
CAUTION
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−5
SECOND ENGINE FAILURE
Indications: Low rotor RPM with low rotor tone ON if RPM is below 88%.Possible left yawTorque, NP, and NG decreasing to zero.
Procedures:
� Lower collective and maintain rotor speed within limits.
� Perform autorotation to suitable landing area.
LOW ROTOR RPM WARNING
Procedures:
� Adjust collective as necessary to control rotor RPM.
Respond immediately to the ENGINE OUT/low rotor RPM warningby adjusting collective to maintain rotor RPM within limits, thencheck engine instruments and other indications to confirm enginetrouble.
WARNING
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−6
3−4. EMERGENCY LANDING PROCEDURES
WATER LANDING − DUAL ENGINE FAILURE
Procedures:
� Adjust collective pitch as necessary to establish autorotation.
� Cabin doors may be opened when airspeed is 60 KIAS or less.
� Make autorotative approach, flaring as required to minimize forward speedat touchdown.
� Level aircraft. Increase collective pitch as contact is made with the water.
� When aircraft begins to roll, lower collective to full down to minimize bladesskipping off the water.
� Notify crew/passengers to evacuate aircraft after blades have stopped turning.
Do not inflate personal flotation gear until clear of the aircraft −safe exit will be restricted.
WATER LANDING − OEI/AEO
Conditions: Available power allows hovering.
NOTE: The gross weight of the aircraft will determine whether sufficient power isavailable to terminate the approach at a hover or whether a run−on landing mustbe performed if landing OEI.
Procedures:
� Establish normal approach to intended landing point.
� Cabin doors may be opened when airspeed is 60 KIAS or less.
� Plan to arrive at 100 FT above touchdown at approximately 40 KIAS.
� At approximately 50 FT, enter a decelerating attitude and increase power toreduce rate of closure.
� Descend to hovering altitude over water.
� Passengers and copilot exit aircraft.
WARNING
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−7
� Fly a safe distance away from all personnel in the water to avoid injury.
� Place ENGINE CONTROL switch(s) in OFF and perform a hovering autorota-tion.
� Allow aircraft to settle in a level attitude while applying full collective pitch.
� When aircraft begins to roll, reduce collective to full down to minimize bladesskipping off the water.
� Release safety harness and exit the aircraft as soon as the blades have stoppedturning.
Do not inflate personal flotation gear until clear of the aircraft −safe exit will be restricted.
Conditions: Available power does not allow hovering.
Procedures:
� Establish normal approach to intended landing point.
� Cabin doors may be opened when airspeed is 60 KIAS or less.
� Plan to arrive at 100 FT (30.5 M) above touchdown at approximately 40 KIAS.
� At approximately 50 FT (15.2 M), enter a decelerating attitude and increasepower to reduce rate of closure.
� As water contact is made, shut down engine and hold the helicopter as levelas possible, keeping forward speed and rate of descent to a minimum.
� When aircraft begins to roll, reduce collective to full down to minimize bladesskipping off the water.
� Release safety harness and exit the aircraft as soon as the blades have stoppedturning.
Do not inflate personal flotation gear until clear of the aircraft −safe exit will be restricted.
WARNING
WARNING
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−8
3−5. EEC MALFUNCTIONS
EECMANFAIL
EECMANFAIL
TORQUE
EEC MANUAL MODEANNUNCIATOR (YELLOW)
EEC CRITICAL FAULT WARNINGANNUNCIATOR (RED)
F92−021
EEC NON CRITICAL FAULTCAUTION ANNUNCIATOR
( YELLOW)
Figure 3−1. EEC Caution/Warning AnnunciatorsNOTE: The pilot should attempt to reset the EEC by by slightly moving the affected
engine’s twistgrip out of the NORMAL detent, pressing the EEC RESET button,and returning the twistgrip to NORMAL. Two attempts may be required. If theEEC malfunction indication clears, the EEC was experiencing a transient fault.If the EEC malfunction indication remains ON, the fault condition is still presentand the appropriate malfunction procedure shall be followed.
EEC CRITICAL FAULT
NOTE: In the event that the EEC on one of the engines fails, the fuel flow of that engineremains fixed and can only be controlled by the twistgrip. The engine with theserviceable EEC will attempt to maintain NP/NR within limits.
Indications: EEC with FAIL warning annunciator on and activation of the warning tonefor two cycles.
Procedures:
� When necessary, move the affected engine twist grip out of the NORMAL posi-tion to assume manual control of the FMU.
NOTE: The pilot has the option of leaving the fuel flow fixed or using the throttle twist gripto adjust the fuel flow (torque). When either twist grip is taken out of the NORMALposition, the EEC MAN annunciator will illuminate. Changes in power will becompensated through the serviceable EEC engine from zero torque totemperature limits. Twist grip movement is only required for large powerchanges.
When operating in manual mode (i.e., EEC MAN illuminated),reductions in power that allow the torque on the engine in theautomatic mode to approach zero % can lead to an increase inNP on the engine being manually controlled into the transient (20second time limit) overspeed range (> 104.5% − third yellow chevronis illuminated).
CAUTION
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−9
� Set power of the affected engine as desired.
� Continue flight and monitor engine indications on the IIDS primary display.
There is no NR governing following EEC failures on both engines.NR and power must be controlled by the pilot using a combinationof collective and twistgrips.
EEC NONCRITICAL FAULT
An EEC caution annunciator ON in flight may result in one of the following indica-tions.
Indications: Engine torque matching may be degraded.
Conditions: During flight
Procedures:
� Continue flight
� Advise maintenance
Indications: EGT indication blanks
Conditions: In flight
Procedures:
� Continue flight
� Advise maintenance
Conditions: On ground prior to starting
Procedures:
� Do not attempt start, or abort start.
� Advise maintenance
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−10
Indications: Inability to change engine mode with engine control switch.
Conditions: In flight
Procedures:
� Continue flight
� After landing, perform manual engine shutdown (Ref. paragraph 3−7).
Conditions: On ground after landing
Procedures:
� Perform manual engine shutdown (Ref. paragraph 3−7).
Indications: NP and NR indications not matched (split)
Conditions: In flight
Procedures:
� Continue flight
� Avoid maneuvers that cause NR to increase above normal. (High rates of de-scent, quick stops)
Conditions: On ground
Procedures:
� Do not takeoff
� Advise maintenance
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−11
EEC MANUAL CONTROL
Indications: EEC and MAN annunciator ON
Procedures:
� EEC RESET switch PRESS
� Twistgrips CHECK IN NORMAL DETENT
Indications: EEC annunciator flashing. The EEC is in automatic, but one of the twist gripsis not in the normal position.
Procedures:
� Twist grip RETURN TO NORMAL POSITION
3−6. ENGINE STARTING − MANUAL
NOTE: The following procedure is provided to the pilot as a means of starting an engineafter experiencing an EEC FAIL warning which would preclude a normalautomatic start. Flight with one EEC failed (one engine manually controlled)should be considered an abnormal procedure. It should only be done toevacuate the helicopter from a hazardous environment or, if necessary, for areturn flight to a maintenance base where repairs can be performed. Beforeattempting a start and flight with an EEC FAIL warning on one engine, pilotsshould be familiar with the information in paragraphs 3−5 thru 3−7.
NOTE: To enable the starter to function during a manual start with an EEC FAIL warning,it may be necessary for a second crew member to push and hold the appropriateEngine Manual Start Button located on the back corners of the electrical loadcenter (Ref. Section VII).
NOTE: Complete the Engine Prestart cockpit check (Ref. Section IV) before attemptinga manual start.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−12
� Collective control:
NOTE: The following steps of rotating the twist grip to reset the PLA are not required ifthe engine was previously shut down utilizing the manual shutdown proceduresin paragraph 3−7. Insure the twist grip is in the OFF position.
� � Twist grip on selected engine ROTATE TO FULL OPEN (PASTTHE ‘‘NORMAL’’ DETENT): THISRESETS THE PLA
� � Twist grip on selected engine ROTATE TO OFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer be able tobe rotated toward the OFF position without applying additional force(approximately 30 to 40 lb / 13 to 18 kg).
� Electrical master panel:
� � Generator on selected engine OFF
� Fuel system panel:
� � L BOOST or R BOOST for appropriateengine
ON, CHECK IIDS INDICATIONS
� Engine control panel:
� � L ENGINE or R ENGINE IDLE
Monitor EGT, NG, and starter limits during start. Abort the startIf EGT rises rapidly through 700°C.CAUTION
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−13
� Abort start procedure:
� � Twistgrip on selected engine OFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer able to berotated toward the OFF position without applying additional force (approximately30 to 40 LBS).
� � Engine control panel switch OFF WHEN EGT IS BELOW 150°C� Twist grip for selected engine ROTATE TOWARDS NORMAL
NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.Observe EGT indication for immediate temperature rise. Monitor EGT and NGduring start. Increase twistgrip toward normal only as necessary to keep NGaccelerating toward idle. Manually bring NP/NR to 65%.
If lightoff is not attained with an increase of EGT and NG within10 seconds, rotate the twistgrip to OFF and place the engine controlswitch to off. Following a 30 second fuel drain period, perform a30 second dry motoring run (Ref. Section VIII) before attemptinganother start. Repeat the complete starting sequence observinglimitations.
� Engine oil pressure CHECK
� Generator ON
� IIDS CHECK
� GPU start only:
� � Generators ON
� � GPU DISCONNECT
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−14
3−7. ENGINE/AIRCRAFT SHUTDOWN − MANUAL
NOTE: This procedure may be performed in the event a normal shutdown cannot beaccomplished on one or both engines.
� Collective stick FULL DOWN
� Cyclic stick TRIM TO NEUTRAL
� Pedals NEUTRAL
� Twist grip(s) IDLE DETENT
NOTE: The idle position is not marked on the twist grips. Idle is located at the point wherethe twist grip can no longer be rotated toward the OFF position without applyingadditional force (approximately 30 to 40 LBS).
� Utility panel:
� � All unnecessary bleed air and electricalequipment
OFF
� Fuel system panel:
� � L/R BOOST OFF
� Electrical master panel:
� � L/R GEN OFF
� NP(s) slows to idle CHECK
� EEC MAN indication(s) on primary IIDSdisplay
CHECK
� Engine control panel:
� � L ENGINE or R ENGINE OFF
� Twistgrip(s) SNAP TO CUTOFF
NOTE: AT a point between NORMAL and OFF, the twist grip will no longer able to berotated toward the OFF position without applying additional force (approximately30 to 40 LBS).
� IIDS CHECK NORMAL SHUTDOWNINDICATIONS
� Continue with normal shutdown proce-dures
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−15
3−8. FIRE EMERGENCIES
CABIN FIRE/SMOKE
Indications: Smoke and fume accumulation in the cabin.
Conditions: On ground
Procedures:
� Engine control switches OFF
� Passengers/crew EVACUATE
� Rotor brake (if installed) APPLY
� Power switch OFF
Conditions: In flight
Procedures:
� Cabin heat OFF (if source of smoke is thecabin heat duct)
� Fresh air vents OPEN
� AC/VENT switch VENT LOW OR VENT HIGH
NOTE: If crew station and/or passenger compartment gaspers appear to be the sourceof smoke and or fumes, the AC/VENT switch should remain OFF or be returnedto OFF.
� Cockpit door vents OPEN
� Land immediately
� After landing:
� � Engine control switches OFF� � Rotor brake (if installed) APPLY� � Power switch OFF� � Passengers/crew EVACUATE
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−16
ELECTRICAL FIRE
Indications: Smoke and fume accumulation in the cabin.
Conditions: On ground
Procedures:
� Engine control switches OFF
� Passengers/crew EVACUATE
� Rotor brake (if installed) APPLY
� Power switch OFF
Conditions: In flight
Procedures:
� Cabin heat OFF
� Fresh air vents OPEN
� Generator switches OFF
� If smoke/fire conditions persist:
� � POWER switch ESNTL� Land as soon as possible.
� After landing:
� � Engine control switches OFF� � Rotor brake (if installed) APPLY� � Power switch OFF� � Passengers/crew EVACUATE
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−17
FIRECHIPS
FIRECHIPS
FIRECHIPS
LEFT ENGINE FIRE WARNINGANNUNCIATOR (RED)
TRANSMISSION DECK FIRE WARNING ANNUNCIATOR (RED)
RIGHT ENGINE FIRE WARNINGANNUNCIATOR (RED)
F92−022
Figure 3−2. Engine/Transmission Deck Fire Annunciators
ENGINE FIRE − ON GROUND
Indications: Engine FIRE warning annunciator ON and activation of the warning tone fortwo cycles.
Procedures:
� Engine control switches OFF BOTH ENGINES
� Rotor brake (if installed) APPLY
� Fuel shutoff valve OFF FOR AFFECTED ENGINE
� Fuel boost pumps OFF
� Attempt to confirm existence of fire
� Fire bottle switch PRI (ALT IF NECESSARY)
NOTE: Fire bottle will not discharge with fuel valve ON.
� Power switch OFF
� Passengers/crew EVACUATE
ENGINE FIRE − DURING FLIGHT
Indications: Engine FIRE warning annunciator ON and activation of the warning tone fortwo cycles.
Procedures:
� Attempt to confirm existence of fire
� Engine control switch OFF FOR AFFECTED ENGINE
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−18
� Fuel shutoff valve OFF FOR AFFECTED ENGINE
� Airspeed REDUCE TO O.E.I. VNE OR LESS
� Fuel boost pump OFF FOR AFFECTED ENGINE
� Fire bottle discharge switch PRI (ALT IF NECESSARY)
NOTE: The fire bottle will not discharge with the fuel valve ON.
� If FIRE warning goes OFF LAND AS SOON AS PRACTICAL
� If FIRE warning remains ON LAND IMMEDIATELY
� After landing:
� � Engine control switch OFF FOR OPERATING ENGINE� � Rotor brake (if installed) APPLY� � Power switch OFF� � Passengers/crew EVACUATE
TRANSMISSION AREA FIRE
Indications: Transmission FIRE warning annunciator ON and activation of the warningtone for two cycles.
Procedures:
� Land immediately
� After landing:
� � Engine control switches OFF� � Rotor brake (if installed) APPLY� � Power switch OFF� � Passengers/crew EVACUATE� � Fire extinguisher USE AS APPROPRIATE
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−19
3−9. FLIGHT CONTROL MALFUNCTIONS
ANTI−TORQUE FAILURE − GENERAL
Different types of failure may require slightly different techniques for optimumsuccess in recovery. Therefore, it is not possible to provide a standardized solu-tion for an anti−torque emergency.
ANTI−TORQUE FAILURE − COMPLETE LOSS OF THRUST
This involves a break in the fan drive system (ie., a broken drive shaft) that causesthe fan to stop turning resulting in a complete loss of fan thrust. Directional controlbecomes dependent on airspeed and power setting.
Indications: Inability to �trim" helicopter with pedals.
Conditions: In Forward Flight
Procedures:
� Adjust airspeed and power for level flight between 80 and 100 KIAS.
Do not attempt an autorotation from forward flight unless an actualdual engine failure occurs.
� Perform a shallow approach and running landing to a hard surface or othersuitable area. If possible, select an approach direction that offers a left quarter-ing headwind to reduce the touchdown ground speed and the amount of rightyaw.
NOTE: Touchdowns made into the wind between 20 and 30 KIAS, may provide gooddirectional control at reduced power (collective) settings.
� An aggressive reduction in power (collective) as the aircraft is deceleratedduring the final approach should yaw the aircraft to the left.
� As the ground is neared, adjust collective as necessary to align the air-craft with the touchdown direction and cushion the landing.
� During ground run out adjust collective to maintain directional control. If neces-sary, during touchdown and ground run out, reduce rotor RPM by rotatingboth twist grips simultaneously towards IDLE to assist in maintaining direc-tional control.
NOTE: Use of the twist grips to change RPM is generally not recommended due to thecomplexity of manipulating both twist grips simultaneously and now having bothengines in the manual mode. If needed, it is recommended that they be used onlyto reduce RPM just prior to or at the moment of touchdown.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−20
Conditions: At a high hover
Indications: Helicopter begins an uncommanded turn to the right and does not respondto pilot input to the pedals.
Procedures:
� Reduce power with collective and attempt to fly away.
NOTE: If altitude permits, a positive reduction of collective pitch may result in a stoppingor slowing of the “uncommanded turn to the right”, and allow the pilot to fly outof the condition.
� Proceed with procedures for complete loss of thrust in forward flight
Conditions: At a low hover
Indications: Helicopter begins an uncommanded turn to the right and does not respondto pilot input to the pedals.
Procedures:
� Reduce power and altitude with collective, if necessary.
� As the ground is approached, rotate both twist grips simultaneously to IDLEand perform a hovering autorotation. Avoid rotating twistgrips with collectiveapplications during autorotation.
ANTI−TORQUE FAILURE − FIXED THRUSTER SETTING
Conditions: Right pedal applied
Procedures:
� Adjust airspeed and power for level flight at an airspeed that producesthe least amount of right yaw, usually between 80 and 100 KIAS.
� Perform a shallow approach and running landing to a hard surface or othersuitable area. If possible, select an approach direction that offers a left quarter-ing headwind to reduce the touchdown ground speed and the amount of rightyaw.
NOTE: Touchdowns made into the wind between 20 and 30 KIAS, may provide gooddirectional control at reduced power (collective) settings.
� An aggressive reduction in power (collective) as the aircraft is deceleratedduring the final approach should yaw the aircraft to the left.
� As the ground is neared, adjust collective as necessary to align the air-craft with the touchdown direction and cushion the landing.
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−21
� During ground run out adjust collective to maintain directional control. If neces-sary, during touchdown and ground run out, reduce rotor RPM by rotatingboth twist grips simultaneously towards IDLE to assist in maintaining direc-tional control.
NOTE: Use of the twist grips to change RPM is generally not recommended due to thecomplexity of manipulating both twist grips simultaneously and now having bothengines in the manual mode. If needed, it is recommended that they be used onlyto reduce RPM just prior to or at the moment of touchdown.
Conditions: Left pedal applied
Procedures:
� Use a shallow to normal approach into wind or with a right crosswind.
� Plan to touchdown with little or no forward speed.
� Maintain directional control with small adjustments in collective.
VSCS FAILURE
LEFT VERTICAL STABILIZERPOSITION INDICATOR
RIGHT VERTICAL STABILIZERPOSITION INDICATOR
MID−RANGE DEFLECTIONPOINT
L RVERTICAL STAB
L RVERTICAL STABFIN TRAILING EDGE
DEFLECTION INDICATORS
F92−023
Figure 3−3. VSCS Indicator
Indications: VSCS Fail message(s) on IIDS alpha−numeric display.
VSCS indicator: Abnormal indication − no movement or continuous full−scaledeflection.
Possible uncommanded sideslip in forward flight.
Procedures:
� Trim aircraft with pedals.
� VSCS OFF ON AFFECTED SYSTEM(S)
� Reduce airspeed below 100 KIAS (Ref. Section II).
� Continue flight to next point of intended landing.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−22
HYDRAULIC SYSTEM FAILURE
Indications: Single system failure: The ‘‘1HYD’’ or ‘‘HYD2’’ caution annunciator illuminatedon the caution/warning advisory display. Both hydraulic system pressures or‘‘TEMPERATURE’’ indication will be displayed on the IIDS alphanumericdisplay. A stiffness in the anti−torque pedals will occur with a failure of thenumber 2 system.Dual system failure: The ‘‘1HYD2’’ caution annunciator illuminated on thecaution/warning advisory display. Both hydraulic system pressures or‘‘TEMPERATURE’’ indications will be displayed on the IIDS alphanumericdisplay.
Conditions: Single system failure − loss of pressure
Procedures:
� Decrease air speed to below 100 KIAS.
NOTE: A stiffness in the anti−torque pedals will occur with a failure of the number 2system.
� Continue the flight to the point of next intended landing.
� Perform a shallow approach to a hover; land vertically for a single systemfailure.
Conditions: Dual system failure − loss of pressure
Procedures:
� Decrease air speed to below 100 KIAS.
� Continue the flight to the point of next intended landing.
� Perform a running landing.
Conditions: High hydraulic fluid temperature
Procedures:
� Land as soon as practical.
CYCLIC TRIM FAILURE
Indications: Cyclic trim failure is indicated by an inability to reduce cyclic forces with thecyclic trim switch. Cyclic stick forces of approximately 15 lb (6.8 kg) may berequired for full control movement.
Procedures:
� Continue flight
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−23
COLLECTIVE FRICTION FAILURE
Conditions: Collective friction release failure
Indications: 25 lb (11.34 kg) of force required to move the collective up or down.
Procedures:
� Continue flight.
Conditions: Collective friction fails to engage
Indications: Collective control movements will require only 5 lb (2.27 kg) of force.
Procedures:
� Continue the flight.
3−10.PITOT/STATIC SYSTEM MALFUNCTION: SINGLE OR DUAL PITOT TUBE INSTALLATION
STATIC SYSTEM MALFUNCTION
Indications: Altimeter and IVSI (if installed) show no change in indication duringclimb/descent.
Conditions: Primary static source is clogged.
Procedures:
� Alternate static source toggle valve (on affected side)
PULL UP
NOTE: The altimeter will indicate 60 feet less during climb operations.
F92−024
CO−PILOT PITOT TUBE ALTERNATE STATIC SOURCETOGGLE VALVE LOCATED ON OPPOSITE SIDE OFINSTRUMENT PANEL.
NOTE: TO OPERATE TOGGLE VALVE, PULLVALVE HANDLE UP. TO RETURN TO PRIMARYSTATIC SOURCE, PUSH HANDLE DOWN.
Figure 3−4. Alternate Static Source Toggle Valve
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−24
PITOT HEAT FAILURE
Indications: Yellow pitot heat caution light (if installed) PITOT
L R
ON.
Conditions: Flight conditions requiring use of pitot heat.
Procedures: Left or right pitot heat failure.
� Continue flight.
Procedures: Left and right pitot heat failure.
� Land as soon as practical.
3−11.ENGINE AND GENERATOR MALFUNCTION INDICATIONS
NOTE: Certain malfunctions may require an engine to be shutdown, however, the pilotmust assess the type of problem and decide if the affected engine is to remainoperational.
FIRECHIPS
%PSI°C
%LOAD
NG
GEN
ENGINE FIRE WARNINGANNUNCIATOR (RED)ENGINE CHIPS CAUTION
ANNUNCIATOR (YELLOW)
HIGH ENGINE OIL PRESSURECAUTION ANNUNCIATOR (YELLOW)
LOW ENGINE OIL PRESSURECAUTION ANNUNCIATOR (YELLOW)WARNING ANNUNCIATOR (RED)
HIGH ENGINE OIL TEMPERATUREWARNING ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR(YELLOW)
ENGINE LOW OIL TEMPERATURECAUTION ANNUNCIATOR (YELLOW)
NG HIGH WARNING ANNUNCIATOR (RED)NG HIGH CAUTION ANNUNCIATOR (YELLOW)
GENERATOR OUT CAUTIONANNUNCIATOR (YELLOW)
GENERATOR HIGH LOADCAUTION ANNUNCIATOR (YELLOW)
GENERATOR LOADDIGITAL DISPLAY (WHITE)
F92−025
NG LOW WARNINGANNUNCIATOR (RED)
Figure 3−5. Engine and Generator Malfunction Annunciators
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−25
ENGINE HIGH OIL TEMPERATURE
Indications: Upper yellow caution annunciator ON at 120°C and/or Red warning annunciatorON at 125°C
NOTE: The engine is certified to operate continuously up to 125°C. The caution rangeand yellow annunciator are advisories only and indicate temperaturesapproaching maximum.
Procedures:
� Reduce power on affected engine.
� Monitor pressure and temperature.
NOTE: If temperature remains above limits (red annunciator ON) and/or abnormal oilpressure is indicated, shut down affected engine.
� If indications return to normal, increase power on affected engine as desired.
� Land as soon as practical.
ENGINE LOW OIL TEMPERATURE
Indications: Lower yellow caution annunciator ON at +10°C and below for NG >50%.
Procedures:
� Allow engine oil temperature to increase to normal range before placing EngineControl in FLY.
ENGINE HIGH OIL PRESSURE
NOTE: The red high engine oil pressure annunciator is only activated during the lamptest mode.
Indications: Upper yellow caution annunciator ON if the oil pressure is greater than 100%PSI for more than 5 minutes.
Procedures:
� Monitor pressure.
� Continue flight.
� Advise maintenance.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−26
ENGINE LOW OIL PRESSURE
Indications: Lower yellow caution annunciator or lower red warning annunciator ON.
Procedures:
� If single engine power is sufficient to continue flight, shut down affected engine.
� Land as soon as practical.
ENGINE CHIPS
Indications: Yellow CHIPS caution annunciator ON.
Conditions: On ground:
� Shut down engine
Conditions: In flight:
� Land as soon as practical.
NG HIGH
Indications: Red warning or yellow caution annunciator ON.
Procedures:
� Reduce power to normal range
� Check engine torque and EGT indications
NG LOW
Indications: Red warning annunciator ON.
Procedures:
� Check affected engine IIDS indications (primary display) for possible enginefailure.
� If engine failure is confirmed, proceed with engine failure procedures (Ref.paragraph 3−3).
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−27
GENERATOR HIGH LOAD
Indications: Upper yellow generator high load annunciator ON.
Procedures:
� Turn off unnecessary electrical equipment.
Failure to turn off unnecessary electrical equipment may causethe generator(s) to automatically go off line.
GENERATOR
Indications: Yellow GEN annunciator ON and %LOAD is ‘‘0’’.
Procedures:
� L GEN or R GEN (or both if dual generatorfailure) switch
RESET
� If GEN annunciator still ON OFF FOR AFFECTEDGENERATOR(S)
� Continue flight.
� If both generators failed.
� � Power switch ESNTL UNLESS FLIGHTCONDITIONS DICTATEOTHERWISE
NOTE: With both generators failed and the power switch in the ESNTL position, a fullycharged battery will supply power for at least 30 minutes.
WIth the power switch in the ESNTL position, only that equipment powered bythe essential bus will be operational.
� � Land as soon as practical.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−28
3−12.TRANSMISSION MALFUNCTION INDICATIONS
FIRE
CHIPS
%PSI° C
TRANSMISSION CHIPS CAUTIONANNUNCIATOR (YELLOW)
TRANSMISSIONHIGH OIL PRESSURE WARNING ANNUNCIATOR (RED)
TRANSMISSIONHIGH OIL TEMP WARNING
ANNUNCIATOR (RED)
TRANSMISSIONHIGH OIL TEMP CAUTIONANNUNCIATOR (YELLOW)
TRANSMISSIONLOW OIL TEMP
CAUTIONANNUNCIATOR
(YELLOW)
TRANSMISSIONHIGH OIL PRESSURE CAUTIONANNUNCIATOR (YELLOW)
TRANSMISSIONLOW OIL PRESSURE CAUTION ANNUNCIATOR (YELLOW)
TRANSMISSIONLOW OIL PRESSUREWARNINGANNUNCIATOR (RED)
FIRE WARNINGANNUNCIATOR (RED)
F92−026
Figure 3−6. Transmission Malfunction Annunciators
TRANSMISSION OIL TEMPERATURE HIGH
Indications: Upper yellow caution or red annunciator ON.
Procedures:
� Reduce power
� Transmission oil pressure CHECK
� Air−conditioner (if installed) OFF
� If temperature remains high LAND AS SOON AS POSSIBLE
TRANSMISSION OIL TEMPERATURE LOW
Indications: Lower yellow caution annunciator ON.
Procedures:
� Continue flight
� Do not takeoff with low temperature annunciator ON.
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−29
TRANSMISSION OIL PRESSURE LOW
Indications: Lower red warning annunciator ON.
Conditions: Loss of transmission oil pressure.
Procedures:
� Reduce power to 56% torque or less as soon as possible.
� Land as soon as possible.
NOTE: The transmission has demonstrated operation without oil for 30 minutes at apower setting of 56%.
Indications: Lower yellow caution annunciator ON.
Procedures:
� Land as soon as practical.
TRANSMISSION OIL PRESSURE HIGH
Indications: Upper yellow caution annunciator ON or red warning annunciator ON.
Procedures:
� Monitor transmission oil pressure.
� Land as soon as practical.
TRANSMISSION CHIPS
Indications: Yellow CHIPS annunciator ON.
Procedures:
� Reduce airspeed to 100 KIAS.
� Monitor transmission oil temperature and pressure. If normal, land as soonas practical.
� If temperature/pressure are not normal, land as soon as possible.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−30
TRANSMISSION INPUT TORQUE SPLIT
Indications: TQ SPLIT EXCEED message on the alphanumeric display.Possible EEC caution indicator on.
Conditions: Possible EEC noncritical fault resulting in transmission input torque mismatchof 18% or more.
NOTE: For this message to be displayed, both engines must be in the FLY mode, neitherengine can be out or operating in the manual mode, and the aircraft must not beon the ground as determined by AOG logic.
Procedures:
� Continue flight.
� Advise maintenance.
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−31
3−13.FUEL SYSTEM DISPLAY ADVISORIES
CAB HEATBAT HOT
BAT WRM
ROTORBRAKECABINDOOR
BAGGAGEDOOR
1 HYD 2
IIDS
FIRECHIPS
%LOAD
FUEL
GEN
LBOAT
°C
%PSI°C
FIRECHIPS
FIRECHIPS
NG
%PSI°C %PSI°C
%LOAD
NG
GEN
ÇÇÇÇÉÉÉÉ
FUEL
LB
ÇÇ YELLOWWHITE
B. NORMAL FUEL FLOW WITH IMPENDING ENGINE FUEL FILTERS BY−PASS
E. INDICATES BOTH FUEL SHUTOFF VALVES IN CLOSED POSITION (NOTE 1)
FUEL FILTER IMPENDING
BY−PASS CAUTION (YELLOW)
FUEL FILTER IMPENDING BY−PASS
CAUTION
FUEL SHUTOFF VALVE (YELLOW)
(NOTE 1)
FUEL SHUTOFFVALVE (YELLOW)
(NOTE 1)
ÉÉÂÂÂÂ
C. INDICATES LOW FUEL PRESSURE ON BOTH FUEL BOOST PUMPS OR BOTH BOOSTER PUMPS IN OFF POSITION
REDGREEN
LOW FUELWARNING
TICK MARK (RED)(LEFT SHOWN,
(RIGHT OPPOSITE) LOW FUEL CAUTIONSEGMENT (YELLOW)
FUEL QUANTITY SEGMENTS
FUEL QUANTITY DIGITALDISPLAY (WHITE)
D. LOW FUEL PRESSURE LEFT BOOST PUMP WITH NORMAL FUEL PRESSURE ON RIGHT BOOSTER PUMP
A. NORMAL FUEL PRESSURE
NOTE:
1. THE LIGHT SEGMENT BAR(S) WILL FLASH ON THE IIDS PANEL WHENTHE VALVE IS IN TRANSIT BETWEEN THE OPEN AND CLOSED POSITION.
LOW FUEL WARNING SEGMENT(RED)
F92−027
Figure 3−7. Fuel System Advisory Indicators
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−32
FUEL LOW
Indications: Fuel quantity displays yellow caution bars when fuel level decreases to 300pounds; the red warning bar displays at 150 pounds. Low fuel warningtick mark(s) displays at 127 to 97 LBS while in cruise flight.
NOTE: Under normal operating conditions (cruise flight), a low fuel warning tick mark(left or right) will illuminate when approximately 127 to 97 total pounds remainin the fuel tank. With tick mark(s) illuminated and both engines operating at MCP,approximately 10 minutes of fuel remain.Under conditions where either side of the fuel tank fails (i.e.,develops asubstantial leak) the system will display a low fuel warning tick mark whenapproximately 10 minutes of fuel remain (65 LBS) on either side of the collectortank at maximum OEI fuel consumption rate.
Procedures:
� With low fuel warning tick mark(s) ON 140 KIAS MAXIMUM AND AVOIDUNCOORDINATEDTURNS/MANEUVERS
Indications: Early display of low fuel warning tick marks − above 220 LBS in hoverand 160 LBS in cruise.
Conditions: Fuel transfer system malfunction.
Procedures:
� Place L BOOST and R BOOST switches OFF.
NOTE: Expect engine flameout on side with early low fuel warning tick mark illuminated.
FUEL BOOST PUMP FAILURE
Indications: Alternating white and yellow offset segments indicate low fuel pressure.
Procedures: Single Failure
� Place L BOOST and R BOOST switches OFF.
NOTE: If helicopter is equipped with the Supplemental fuel system, refer to Section X,“Operating Instructions: Supplemental Fuel System” for information regardingfuel transfer with boost pumps off.
For operation with Secondary Fuels (Ref. Section II), continue flight and avoidhigh ‘‘G’’ maneuvers.
� Continue flight
NOTE: If flight is continued into low fuel conditions (fuel warning tick mark(s) on), it ispossible for an engine to flame out from fuel starvation with as much as 50 LBSof fuel still being indicated on the fuel quantity display. Under this condition, theindicated fuel is available for OEI flight using the remaining engine.
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−33
SINGLE FUEL PROBE FAILURE
Indications: Digital fuel quantity indicator blanked.Vertical fuel quantity segments indicate approximately half the remaining fuelquantity.
Procedures:
NOTE: Continuous display of fuel flow is available on the IIDS as a top level menu item:
L ENG WF XXX PPH
L ENG WF XXX PPH
� Continue the flight using consumption and time calculations.
DUAL FUEL PROBE FAILURE
Indications: Digital fuel quantity indicator blanked.Vertical quantity segments blanked.
NOTE: The low fuel warning tick mark indication remains operational with a dual fuelprobe failure.
Procedures:
� Continue the flight using consumption and time calculations.
NOTE: Continuous display of fuel flow is available on the IIDS as a top level menu item:
L ENG WF XXX PPH
L ENG WF XXX PPH
IMPENDING FUEL FILTER BYPASS
Indications: Impending bypass is shown by an inverted ‘‘U’’ above affected fuel flow line.
Procedures:
� Continue flight
� If other bypass indicator is displayed LAND AS SOON AS POSSIBLE
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−34
FUEL SHUTOFF VALVE MALFUNCTION
Indications: Two yellow bar segments flashing above and below the fuel flow line to the left or right of center.
Conditions: Fuel valve not fully opened/closed
Procedures:
� In flight:
� � Continue flight
� � Be prepared for affected engine to flame out
� Pre Start:
� � Fuel shutoff switch CYCLE OFF TO ON
� � If no change in indication DO NOT ATTEMPT START
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−35
3−14.CAUTION AND WARNING ADVISORIES
CAB HEAT
BAT HOT
BAT WRM
ROTORBRAKECABINDOOR
BAGGAGEDOOR
1 HYD 2
IIDS
OAT°C
CABIN DOOR OPENCAUTION ANNUNCIATOR (YELLOW)
BAGGAGE DOOR OPENCAUTION ANNUNCIATOR (YELLOW)
IIDS MALFUNCTIONCAUTION ANNUNCIATOR (YELLOW)
HYDRAULIC SYSTEMPRESSURE OR HIGH TEMPERATURECAUTION ANNUNCIATOR (YELLOW)
CABIN HEATWARNING ANNUNCIATOR (RED)
BATTERY WARM CAUTION ANNUNCIATOR (YELLOW)
BATTERY HOTWARNING ANNUNCIATOR (RED)
ROTOR BRAKECAUTION ANNUNCIATOR (YELLOW)
F92−028
Figure 3−8. Caution/Warning Cluster
CABIN HEAT
Indications: Red CAB HEAT annunciator ON and activation of the warning tone for twoseconds.
Conditions: Bleed air leak
Procedures:
� Turn CAB HEAT switch OFF.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−36
BATTERY HOT
Indications: Red BAT HOT warning annunciator ON (battery internal temperature 71°C)and activation of the warning tone for two cycles.
Conditions: On ground
Procedures:
� Shut down aircraft.
� Service or replace battery prior to next flight.
Overheated battery can cause burns to personnel unlessprotective clothing and adequate tools are utilized. In someinstances the battery may cause a secondary fire or may ruptureadding the further danger of electrolyte burns. Exercise cautionin dealing with an overheated battery. Maintain extinguisher readyfor use. Do not use the fire extinguisher to cool the battery.
Conditions: In flight
Procedures:
� Power switch OFF.
� Land as soon as possible
WARNING
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−37
BATTERY WARM
Indications: Yellow BAT WRM annunciator ON (battery internal temperature 57°C).
Conditions: On ground
Do not attempt to start an engine on battery power with BAT WRMannunciator ON.
NOTE: A battery warm condition results in the battery being disconnected from theaircraft electrical system once a generator is placed on line. Generator poweralone is not sufficient to start an engine.
Procedures:
� Utilize a GPU to start engines.
� Power switch OFF after both generators are on line.
� If BATT WARM annunciator remains ON for more than five minutes, shutdownthe aircraft.
� Otherwise, continue flight.
� Service or replace battery prior to next flight.
Conditions: In flight
Procedures:
� Power switch OFF.
� Continue flight.
� Service or replace battery prior to next flight.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−38
ROTOR BRAKE
Indications: Yellow ROTOR BRAKE annunciator ON.
Procedures:
� Rotor brake handle CHECK STOWED
� If annunciator remains on, land as soon as possible.
CABIN DOOR
Indications: Yellow CABIN DOOR annunciator ON.
Conditions: On ground
Procedures:
� Close and safe lock door
Conditions: In the air
Procedures:
� Reduce airspeed to 60 KIAS (Ref. Section II)
� Land as soon as practical and close and safe lock the door.
BAGGAGE DOOR
Indications: Yellow BAGGAGE DOOR annunciator ON.
Conditions: On ground
Procedures:
� Close and safe lock door
Conditions: In the air
Procedures:
� Land as soon as practical and close and safe lock the door.
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−39
IIDS
Indications: Yellow IIDS annunciator ON.
Conditions: IIDS fault
Procedures:
� Continue flight.
� Check fault log after landing; advise maintenance.
3−15.OTHER MALFUNCTION/ADVISORIES
IIDS FAILURE
Indications: IIDS displays blanks.
Conditions: Loss of electrical power to IIDS.
Procedures: On ground
� Shut down.
Procedures: In flight
� Reduce airspeed to 100 KIAS or less.
� Reduce electrical load.
� Land as soon as practical.
BATTERY DISCHARGE
Indications: BATT DISCHARGE message on IIDS alphanumeric display.
Conditions: Battery bus voltage is less than 26 volts
Procedures:
� Check generator load indications.
� Recycle GEN switches as required.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−40
EXTINGUISHER PRESSURE LOW
Indications: EXTNGSHR PRESS LO message on IIDS alphanumeric display
Conditions: Low pressure in Halon containers.
Procedures: Advise maintenance
IPS BYPASS
Indications: IPS BYPASS message on IIDS alphanumeric display.
Conditions: Both IPS bypass doors open.
Procedures: Advisory only
NACA INLET MALFUNCTION
NOTE: Helicopters with the standard engine inlet screen do not have NACA doors.
Indications: NACA DOOR message on IIDS alphanumeric display.
Conditions: NACA door(s) in the incorrect position.
Procedures:
NOTE: In the event that the malfunction results in one door remaining closed after theaircraft has gone beyond the threshold airspeed of 47 KIAS, the engine with theclosed NACA door will indicate a higher EGT than the engine having the NACAdoor open.
� Place NACA INLET switch in CLOSE if flying in falling or blowing snow (Ref.Section II).
NOTE: Flight into falling or blowing snow is only permitted when the NACA inlet switchis in the closed position. The switch shall remain in the closed position for theduration of the flight, even after leaving the falling or blowing snow conditions.
� Advise maintenance
ROTOR SPEED DISPLAY MALFUNCTION
Indications: Rotor speed display blanks.
Procedures: Avoid high rates of descent and maneuvers that would cause the rotor tooverspeed (e.g., rapid decelerations, quick stops, etc.)
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−41
GROUND POWER UNIT DOOR OPEN
NOTE: Helicopters with aft mounted batteries only.
Indications: Yellow GPU
indicator light ON.
Conditions: External power door open.
Procedures: On ground.
� Close door. If light remains ON with door closed, advise maintenance aftercompletion of flight.
� In the air: advise maintenance after completion of flight.
Procedures: In the air
� Advise maintenance after completion of flight.
3−16.VIBRATIONS
Indications: Sudden, unusual or excessive vibrations occurring during flight.
Conditions: The onset of unusual or excessive vibrations in the helicopter may be anindication of problems in the rotor or drive train systems.
Procedures:
� LAND AS SOON AS POSSIBLE.
� No further flights should be attempted until the cause of the vibrationhas been identified and corrected.
Indications: �CHECK NOTAR BAL" or �CHECK ROTOR BAL" on IIDS alphaneumericdisplay.
Conditions: NOTAR fan or main rotor balance out of acceptable range.
Procedures:
� Clear message from adphaneumeric display.
� Land as soon as practical.
If the message on alphaneumeric display reappears during thesame flight, land as soon as possible.
� Advise maintenance.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Emergency andMalfunction Procedures
FAA ApprovedReissue 1Original3−42
3−17.EMERGENCY EGRESS
Crew compartment doors:Both doors function as primary and emergency exits.
Cabin door window removal:Each cabin door window may be used as an emergency exit by pulling the emergencyexit pull tab and pulling the window inward (Ref. Figure 3−9).
EMERGENCY EXIT
PULL TABTO REMOVE WINDOW
F92−029
EMERGENCY EXIT RELEASE
COCKPIT DOOR FRAMELOOKING OUTBOARD
RIGHT SIDE
RIGHT SHOWNLEFT OPPOSITE
1. LOCATED ON UPPER COCKPIT DOOR FRAME
2. LOCATED ADJACENT TO COCKPIT DOORACCESS HANDLE
CABIN DOOR EMERGENCY EXIT
CREW COMPARTMENT DOOR EXIT
Figure 3−9. Cabin Door Emergency Exit
CSP−902RFM207E−1
Emergency andMalfunction Procedures
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 3−43/(3−44 blank)
3−18.EMERGENCY EQUIPMENT
Emergency Fire Extinguisher:
The fire extinguisher mounts either to the aft side of the center console or onthe aft right hand side of the station 155.5 bulkhead. It detaches from the mount-ing bracket by unfastening the quick release clamps. The extinguisher uses Halon1211 extinguishing agent. The fire extinguisher is equipped with a pressuregauge that indicates normal, charge, and overcharge pressures.
F92−030
Figure 3−10. Emergency Fire ExtinguisherFirst Aid Kit:
The first aid kit is located on the right hand sidewall panel of the baggage compart-ment.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Normal Procedures
FAA ApprovedReissue 1Original 4−i/(4−ii blank)
S E C T I O N I VNORMAL PROCEDURES
TABLE OF CONTENTS
PARAGRAPH PAGE4−1. Preflight Requirements 4−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−1. Pilot’s Preflight Guide (Sheet 1 of 2) 4−2. . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−1. Pilot’s Preflight Guide (Sheet 2 of 2) 4−3. . . . . . . . . . . . . . . . . . . . . . . . . . .
4−2. Pilot’s Daily Preflight Check 4−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−3. Pilot’s Preflight Check 4−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−2. Instrument Panel − Single Pilot (Typical) 4−16. . . . . . . . . . . . . . . . . . . . .
Figure 4−3. Instrument Panel − Two Pilot (Typical) 4−17. . . . . . . . . . . . . . . . . . . . . . .
Figure 4−4. Switches and Circuit Breakers − Console Mounted (Typical) 4−18. . . .
Figure 4−5. Circuit Breakers − Baggage Compartment Mounted (Typical) 4−19. . .
Figure 4−6. Collective Pitch Stick Controls 4−20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−7. Cyclic Stick Grip 4−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−4. Engine Pre−Start Cockpit Check 4−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−5. Engine Starting − Automatic 4−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−6. Engine Runup 4−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−7. Before Takeoff 4−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−8. NOrmal Takeoff 4−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−9. Cruise 4−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−10. Slow Flight/Approach 4−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−11. Landing 4−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−8. Tail Skid to Landing Surface Clearance 4−27. . . . . . . . . . . . . . . . . . . . . . .
4−12. Engine/Aircraft Shutdown − Normal 4−28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−9. Cyclic Centering 4−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−13. Post Flight 4−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−14. Noise Impact Reduction Procedures 4−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−15. Flight With Doors Removed or Cabin Doors Open 4−32. . . . . . . . . . . . . . . . . . . . . . . . .
Figure 4−10. Cabin Door Hold Open Device 4−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−16. One Engine Inoperative Training 4−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4−17. Fuel System 4−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−1
SECTION IVNORMAL PROCEDURES
4−1. PREFLIGHT REQUIREMENTS
NOTE: The checks described in this Section apply to the standard configuration MD900and do not include certain optional equipment items. Preflight checks for optionalequipment items may be found in Section X of this manual. If your helicopter isequipped with STC’d items, refer to the STC holder’s flight manual supplement.
‘‘CHECK’’ means to observe the helicopter and note any obvious damage. Damageis defined as any condition that is not normal or not within limits. Examples ofconditions to look for are: inoperable equipment, excessive leakage, discolorationcaused by heat, loose attachment, dents, cracks, punctures, abrasion, chafing, gall-ing, nicks, scratches, delamination and evidence of corrosion. These are the mostcommon types of damage, however, checks should not be limited to these items.
Further checks shall be performed before the next flight if discrepancies are notedto determine if the aircraft is airworthy. Flight is prohibited when unrepaired damageexists which makes the aircraft unairworthy.
Have a thorough understanding of operating limitations. (Ref. Section II).
Service helicopter as required. (Ref. Section VIII and the Aircraft MaintenanceManual).
Determine that helicopter loading is within limits. (Ref. Sections II and VI).
Check�helicopter�performance�data.�(Ref. Sections V, IX,�and�X).
Be sure to include a review of the appropriate flight manualsupplemental data for type of optional equipment installed(including STC items) as a regular part of preflight planning.
Perform Pilot’s Daily Preflight check prior to the first flight of the day.
Perform Pilot’s Preflight Check prior to subsequent flights that same day.
Brief passengers on relevant operational procedures and associated hazards (Ref.Section I).
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−2
F92−031−1A
Figure 4−1. Pilot’s Preflight Guide (Sheet 1 of 2)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−3
F92−031−2A
Figure 4−1. Pilot’s Preflight Guide (Sheet 2 of 2)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−4
4−2. PILOT’S DAILY PREFLIGHT CHECK
Perform these checks prior to the first flight of the day.
PRELIMINARY CHECKS
� Aircraft attitude CHECK
� Covers and tiedowns REMOVE
� Main rotor blades CHECK
EXTERIOR CHECKS − FRONT
� Battery compartment (front mounted bat-tery only)
BATTERY CONNECTED; SECURE
� Battery compartment door (front mountedbattery only)
CONDITION; CLOSED
� Pitot tube(s) CONDITION, FREE OFOBSTRUCTIONS
� Windscreen CONDITION
� Chin windscreen CONDITION
� � Chin windscreen area CHECK PEDAL LINKAGES;FOREIGN OBJECTS
� Fuselage Bottom:
� � Landing and searchlight SECURITY, CONDITION
� � Antennas/externally mounted equip-ment
CHECK SECURITY/ATTACHMENT
� � OAT probe CHECK
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−5
FORWARD RIGHT SIDE
� Right crew door:
� � Glass and vents SECURITY, CONDITION
� � Hinges CHECK
� � Latch system and handle CHECK OPERATION
� � Door release handle CONDITION
� � Door strut and strap OPERATION, SECURITY, CONDITION
� Crew Seat CONDITION; NOTHING STOWEDUNDER SEAT
� Pilot pedals:
� � Adjust ADJUSTMENT PINS ENGAGED
� � Move pedals by hand OBSERVE MOVEMENT OF THRUSTER
� Electrical master panel:
� � POWER switch BAT/EXT
� IIDS panel: CHECK LAMP TEST MODE (B.I.T.)
� � Fuel quantity CHECK
NOTE: The fuel quantity indication will not display actual fuel weight when the fuelsystem is ‘‘topped off’’. Remove fuel cap and pull lanyard to assure tank is fullby noting fuel level on the inside of filler neck (Ref. SECTION VIII). Fuel can betrapped in filler neck by the flapper valve.
� Lighting control panel CHECK OPERATION OF LIGHTS ASREQUIRED
� Electrical master panel:
� � POWER switch OFF
� Crew door CLOSE
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−6
FUSELAGE − RIGHT SIDE
� Landing gear:
� � Skid tube step SECURITY, CONDITION
� � Forward spacer fitting; crosstube CHECK
� � Skid tube and abrasion strips CHECK
� � Aft crosstube and damper fluid level CHECK (REF. SECTION VII)
� Aft fuel vent fairing CLEAR OF OBSTRUCTIONS
� � Antennas/externally mounted equip-ment
CHECK SECURITY/ATTACHMENT
� Fuel sump drain:
� � Push in fuel drain control to take sample CHECK FOR CONTAMINATION;VERIFY PROPER OPERATION OFDRAIN VALVES
� � Fuel drain door CLOSED
� Forward fuselage skin and steps CONDITION
� External power door, (front mounted bat-tery only) avionics access panel, static port,fuel cap
SECURITY, CONDITION
� Right side passenger door:
� � Upper and lower track and guide CHECK
� � Door rollers CHECK OPERATION
� � Door skin and glass CHECK
� � Door stops/pins CHECK
� Right side passenger compartment:
� � Upholstery CHECK CONDITION
� � Seats and seat belts CHECK OPERATION
� � Cabin heat controls AS DESIRED
� � Loose equipment STOWED
NOTE: Nothing stowed under seats that are to be occupied.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−7
RIGHT FORWARD TRANSMISSION DECK
� Hydraulic System:
� � Hydraulic manifold CHECK MOUNTING AND FLUID LEVEL� � System filters CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)� � Longitudinal hydraulic actuator CHECK LEAKS, MOUNTING� � Hydraulic lines CHECK LEAKS, FITTINGS� Static mast supports CHECK ATTACHMENT� Rotor brake fluid level CHECK (IF INSTALLED)� Environmental control system:
� � Air inlet screen CHECK� � Cabin air and fan plenum CHECK MOUNTING� � Air ductwork CHECK CONDITION� Generator cooling ducts (if installed) CHECK CONDITION
� Transmission deck CHECK FOR FOREIGN OBJECTS ANDSIGNS OF FLUID LEAKAGE
� Forward access door CHECK OPERATION AND CONDITION;CLOSE
� Generator cooling inlet (if installed) CHECK
RIGHT CENTER TRANSMISSION DECK
� Oil cooler:
� � Cooling air inlet NO OBSTRUCTIONS
� � Oil cooler CHECK MOUNTING, LEAKS ANDCONDITION
� � Air ducts CHECK MOUNTING AND CONDITION
� Transmission:
� � Transmission oil level CHECK
� � Transmission oil filler cap CHECK SECURITY
� Static mast support CHECK MOUNTING AND CONDITION
� Forward outside engine mount CHECK MOUNTING AND CONDITION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−8
� Engine drive shaft CHECK
� Fan drive shaft CHECK
� Rotor brake CHECK
� Transmission deck CHECK FOR FOREIGN OBJECTS ANDSIGNS OF FLUID LEAKAGE
� Engine accessory gear box CHECK FITTINGS, LINES, CONNECTORSAND WIRING
� Engine oil filter CHECK BYPASS INDICATOR
� Transmission access door latches,hinges, and door
CHECK OPERATION; CLOSE
� Cabin door closed and latched CHECK
FUSELAGE − RIGHT TOP REAR
� Work platforms/steps. CHECK
� Engine air inlet w/o particle separator:
� � Inlet screen CHECK − NO OBSTRUCTIONS
� � NACA inlet NO OBSTRUCTIONS
� Engine air inlet with particle separator:
� � Particle separator CHECK − NO OBSTRUCTIONS
� � Bypass door CLOSED − CONDITION OF SEAL
� � NACA inlet door CLOSED − NO OBSTRUCTIONS
� Right Engine:
� � Engine oil access door CHECK CONDITION
� � Engine oil level CHECK
NOTE: To reduce the possibility of over servicing and ensure accurate readings for oilconsumption measurement, it is recommended that oil level always be checkedwithin 10 minutes after engine shutdown (Ref Section VIII).
� � Oil filler cap CHECK
� � Engine cowling assembly CHECK
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−9
� Fuselage skin CHECK CONDITION
� Notar fan inlet:
� � Fan air inlet screen and duct CHECK CLEAR
� � Notar fan blades CHECK
ROTOR SYSTEM
� Stationary swashplate CHECK
� Lower control rodend bearings CHECK
� Rotating swashplate CHECK
� Scissors drive link CHECK
� Pitch change links CHECK
� Striker plates and rollers CHECK
� Inner flexbeam attach points CHECK
� Flexbeam lead and lag legs CHECK
� Upper and lower damper and damper caps CHECK
� Elastomeric feathering bearing CHECK
� Pitch change housing CHECK
� Blade attach pins (bolts):
� � Check for upward shift of installed bladeretention bolts.
ADVISE MAINTENANCE IF UPWARDSHIFT IS NOTED
� � Check blade retention bolts for gap be-tween thrust washer and retainer.
ADVISE MAINTENANCE IF NO GAP ISPRESENT
� Blade attach points CHECK
� Rotor blades CHECK
� Top of rotor head CHECK
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−10
FUSELAGE − RIGHT REAR
� Fuselage skin CHECK
� Exhaust ejector cowl CHECK
� Baggage door:
� � Handle OPERATION
� � Skin CHECK
� � Door strut CHECK
� � Rear spoiler CHECK
� � Hinge pins CHECK
� � Environmental control system vent CHECK
� Baggage compartment:
� � Loose items SECURED
� � Circuit breaker panel CHECK
� � Baggage door CLOSED AND LATCHED
� � Antennas/externally mounted equip-ment
CHECK SECURITY/ATTACHMENT
TAILBOOM AND EMPENNAGE − RIGHT SIDE
� Tailboom attach ring CHECK
� Tailboom slots CLEAR OF OBSTRUCTIONS
� Tailboom CHECK CONDITION
� Horizontal stabilizer:
� � Horizontal stabilizer attach points CHECK
� � Horizontal stabilizer fairing CHECK
� � Antennas CHECK SECURITY/ATTACHMENT
� Vertical stabilizer CHECK
� Nav light/strobe lenses CHECK
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−11
� Thruster rotating cone: CHECK FOR FREEDOM OF ROTATION
� � Place hands at the 11 and 5 o’clock positions and press inward while rotating thecone to the left and right. Repeat check by using the 1 and 7 o’clock positions. Ad-vise maintenance if any unusual noise or roughness is noticed.
CAUTION: Do not rotate cone beyond one−half left/right open.
� � Turning vanes CHECK
TAILBOOM AND EMPENNAGE − LEFT SIDE
� Horizontal stabilizer:
� � Horizontal stabilizer attach points CHECK
� � Horizontal stabilizer fairing CHECK
� � Antennas CHECK SECURITY/ATTACHMENT
� Tail skid CHECK
� Vertical stabilizer CHECK
� Nav light CHECK
� Tailboom CHECK CONDITION
� Tailboom attach ring CHECK
LEFT REAR FUSELAGE
� Fuselage skin CHECK
� Exhaust ejector cowl CHECK
� Work platforms/steps CHECK
� External power door, (aft mounted batteryonly)
SECURITY, CONDITION
� � Antennas/externally mounted equip-ment
CHECK SECURITY/ATTACHMENT
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−12
FUSELAGE − LEFT SIDE
� Landing gear: CHECK
� � Aft crosstube and damper fluid level CHECK (REF. SECTION VII)
� � Passenger step CHECK
� � Skid tube and abrasion strips CHECK
� � Forward spacer fitting; crosstube CHECK
� � Skid tube step SECURITY, CONDITION
� Underside of fuselage:
� � Fuselage skin CHECK
� � Antennas/externally mounted equip-ment
CHECK SECURITY/ATTACHMENT
� Left side passenger door:
� � Upper and lower track and guide CHECK
� � Door rollers CHECK OPERATION
� � Door skin and glass CHECK
� � Door stops/pins CHECK
� Left side passenger compartment:
� � Upholstery CHECK CONDITION
� � Seats and seat belts CHECK OPERATION
� � Loose equipment STOWED
NOTE: Nothing stowed under seats that are to be occupied.
FORWARD LEFT SIDE
� Left crew/passenger door:
� � Glass and vents SECURITY, CONDITION
� � Hinges CHECK
� � Latch system and handle CHECK OPERATION
� � Door release handle CONDITION
� � Door strut and strap OPERATION, SECURITY, CONDITION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−13
� Crew Seat CONDITION − NOTHING STOWEDUNDER SEAT
NOTE: Nothing stowed under seats that are to be occupied.
� Co−pilot pedals (if installed) ADJUSTED; ADJUSTMENT PINSENGAGED
� Crew door CLOSE
� Avionics access panel CHECK
� Static port CHECK − NO OBSTRUCTIONS
� Fwd fuel vent fairing CHECK − NO OBSTRUCTIONS
LEFT FORWARD TRANSMISSION DECK
� Hydraulic System:
� � Hydraulic manifold CHECK MOUNTING AND FLUID LEVEL� � System filters CHECK IMPENDING BYPASS
INDICATORS (REF. SECTION VIII)� � Lateral and collective hydraulic actua-
torsCHECK LEAKS, MOUNTING
� � Hydraulic hand pump CHECK LEAKS, FITTINGS� � Hydraulic lines CHECK LEAKS, FITTINGS� Static mast supports CHECK ATTACHMENT� Environmental control system: (if installed)
� � Evaporator CHECK� � Freon lines CHECK� � Air ductwork CHECK CONDITION� Transmission deck CHECK FOR FOREIGN OBJECTS AND
SIGNS OF FLUID LEAKAGE� Transmission oil filter CHECK BYPASS INDICATOR (REF.
SECTION VIII)� Generator cooling ducts (if installed) CHECK CONDITION
� Forward access door CHECK OPERATION AND CONDITION;CLOSE
� Generator cooling inlet (if installed) CHECK
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−14
LEFT CENTER TRANSMISSION DECK
� Oil cooler:
� � Cooling air inlet NO OBSTRUCTIONS
� � Oil cooler CHECK MOUNTING, LEAKS AND CONDITION
� � Air ducts CHECK MOUNTING AND CONDITION
� Static mast support CHECK MOUNTING AND CONDITION
� Forward outside engine mount CHECK MOUNTING AND CONDITION
� Engine drive shaft CHECK
� Fan drive shaft CHECK
� Rotor brake CHECK
� Transmission deck CHECK FOR FOREIGN OBJECTS ANDSIGNS OF FLUID LEAKAGE
� Engine accessory gear box CHECK FITTINGS, LINES,CONNECTORS AND WIRING
� Engine oil filter CHECK BYPASS INDICATOR
� Transmission access door latches, hinges,and door
CHECK OPERATION; CLOSE
� Cabin door closed/open and latched/secured CHECK
FUSELAGE − LEFT TOP REAR
� Engine air inlet w/o particle separator:
� � Inlet screen CHECK − NO OBSTRUCTIONS� � NACA inlet NO OBSTRUCTIONS
� Engine air inlet with particle separator:
� � Particle separator CHECK − NO OBSTRUCTIONS
� � Bypass door CLOSED, CONDITION OF SEAL� � NACA inlet door CLOSED, NO OBSTRUCTIONS
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−15
� Left Engine:
� � Engine oil access door CHECK
� � Engine oil level CHECK
NOTE: To reduce the possibility of over servicing and ensure accurate readings for oilconsumption measurement, it is recommended that oil level always be checkedwithin 10 minutes after engine shutdown (Ref Section VIII).
� � Oil filler cap CHECK
� � Engine cowling assembly CHECK
4−3. PILOT’S PREFLIGHT CHECK
Perform these checks prior subsequent flights of the same day.
� Fluid levels CHECK
� Transmission deck − signs of fluid leakage CHECK
� Air inlet screens/particle separators CHECK
� Fuel cap, access doors and panels CHECK
� Rotor blades CHECK BLADE RETENTION BOLTS(PINS)
� Rotor blades CHECK
� Tailboom and empennage CHECK
� Cargo and loose equipment CHECK
� Baggage, cabin and crew doors CHECK
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−16
F92−032−1A
IIDS
AIRSPEEDINDICATOR
MAGNETIC COMPASS
ALTIMETER
IVSI
FOOT HEATERCONTROL VALVE
ALTERNATE STATIC SOURCETOGGLE VALVE
VSCS INDICATOR
ATTITUDEINDICATOR
TAKEOFF TIMINGINDICATOR LIGHTS
GPU DOORLIGHT (AFT MOUNTED
BATTERY ONLY) LOCATION TYPICAL
Figure 4−2. Instrument Panel − Single Pilot (Typical)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−17
F92−032−2A
ALT
ER
NAT
E S
TATIC
SO
UR
CE
T
OG
GLE
VALV
EA
LTE
RN
ATE
STAT
IC S
OU
RC
E
TO
GG
LE VA
LVE
FO
R LE
FT
SID
E
NO
TE
1:N
OT
E 2:
NO
TE
1:N
OT
E 2:
PIT
OT
/STAT
IC IN
ST
RU
ME
NT
S.
Figure 4−3. Instrument Panel − Two Pilot (Typical)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−18
NAVCOM 1
ESSBUS R
GCUR
ENGFIRE R
XMSNFIRE
FUELVLV R
PITOTHEAT R
IIDSVSCS
R TRIM AUDIOAP/SASALERT
INSTRLTG
EADIR PRIMARY
NAVCOM 2
LDGLT
AIRDATA CFU
AHRS 1
ESSBUS L
GCUL
ENGFIRE L
FUELVLV RL
VSCSL
R ESS BUS
L ESS BUSFUEL
PROBE GPS
BLD AIRLEAK
STBYATT
AP/SASEHSIR CMPTR DISC ACCEL
L DC BUS R DC BUSINSTRFLOOD ANNUN
XPNDR1
BLD AIRHEAT
COCKPIT HEAT
CONTROL
ENGINE CONTROLOVSP TEST
L ENGINE R ENGINE
OFF
IDLE FLYTRAIN
FUEL SYSTEML BOOST R BOOST
ON
OFF
BOTTLE
PRI
ALT
LEFT OFF RIGHT OFF
ON
OFF
FUEL SHUTOFF
DISCHARGE
OFF
ELECTRICAL MASTER
AVIONICS L GEN R GEN POWER
ON
OFF RESET RESET
ON ON
OFF OFF OFF
BAT/EXT
ESNTL
LIGHTING CONTROL
LT MSTR CONSOLE IIDS
FLOOD INSTR
STROBE AREAPOSN
ON
OFF OFF OFF
ON
OFF
ON
OFF OFF
BOTH
CKP
CAB
IPS
HEAT
AC/VENT
PITOTHEAT
HYDTEST
OFF
ON
SYS 1 OVRD
SYS 2
COOLLOW
COOLHIGH VENT
HIGH
VENTLOW
OFF
OFF
OFF
ON
ON
L VSCS RON
OFF
TEST
CAB
F927−006A
KEY SWITCHOFF
IDLE FLYTRAIN
UTILITY PANEL
NOTE
HELICOPTERS WITHIPS ONLY
STROBES
BOTH
RED
OFF
NACAINLET
CLOSE
NORMAL
Figure 4−4. Switches and Circuit Breakers − Console Mounted (Typical)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−19
F927−007A
PITOTHEAT 2
LEFT GENERATOR BUS
AUDIOPNL 2
CKPTUTL
CABUTL
EVAP VENTEVAP
COMP
ATTGYRO 2
CPLTCLOCK
CNDSRFAN 2
EADIL
EHSIL
L W/SWIPER
AHRS1 AUX
LH DCFDR
IIDS TRAKSTB
HYDTEST
AVFAN
IPS
HOIST CUT
HOISTPWR
ATTGYRO1
PILOTCLOCK
CNDSRFAN 1
ELT R W/SWIIPER
AHRS2 AUX
RH DCFDR
FD SYN FLT DIR MODE SEL INVTRLEFT ESS BUS
LEFT AVIONICS BUS
RIGHT GENERATOR BUS
ADF2 RADARRT
RADARIND
MKRBCN
RADALT
PAPWR
COM 3 XPNDR2
DIRGYRO 2
NAV 3
MVGMAP
LIGHTING
RIGHT AVIONICS BUS
L R L R
L R L R
BST PUMP EECRH FUEL
LOW
DETENT IGNTR
CNSL POSN STROBE AREA
AHRS2 PRI
AVMSTR
AUXFUEL
FIREHRD
SMOKEDET
ENCALT
SRCHLGT
HVRLGT
NACA LH FUELFUEL
CABAUD
5 VDIM
NSUNCONT
NSUNPWR
CARGOHOOK
L FLDEXCIT
R FLDEXCIT
HDG SAS/AP ADF26 VAC BUS
ADF1 FMCTRL
FM1RT
FM2RT
FM3RT
DME STORMSCOPE
CAMERA NAV 1 RMI
BATTERY BUS
20
T/OTIMER
Figure 4−5. Circuit Breakers − Baggage Compartment Mounted (Typical)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−20
45
6
7
8
9
10
1. COLLECTIVE FRICTION RELEASE2. EEC RESET SWITCH3. TAKEOFF TIMER4. HOVER, LANDING AND SEARCHLIGHT SWITCHES5. SEARCH LIGHT CONTROL SWITCH 6. GO−AROUND SELECT SWITCH7. COMMUNICATIONS SELECT SWITCH8. YAW SYNCHRONIZATION SWITCH9. AUTO PILOT YAW/VERTICAL BEEP SWITCH10. LEFT/RIGHT ENGINE TWIST GRIPS11. INDEX MARKS12. ALIGNMENT MARK
F927008
L
R
NORMAL
NORMAL
1
11
12
3
2
Figure 4−6. Collective Pitch Stick Controls
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−21
CYCLIC TRIM
FLOAT INFLATION SWITCH
RADIO/ICS
F92−036
AUTO PILOTDISENGAGE
CARGO HOOKRELEASE
Figure 4−7. Cyclic Stick Grip
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−22
4−4. ENGINE PRE−START COCKPIT CHECK
ELECTRICAL POWER − OFF
� All cabin doors closed and safelocked CHECK� Seat belt and shoulder harness for proper fit and engage-
ment of buckleFASTENED
� Operation�of�shoulder�harness�inertia lock CHECK� Rotor brake STOWED� Magnetic compass CHECK� Flight instruments CHECK STATIC
POSITION/SET� Collective Control:
� � Collective friction ON
� � Collective stick position FULL DOWN
If collective is not full down, do not try to force down until hydraulicpressure increases during start.
� � Twistgrip alignment marks aligned with index mark CHECK
� � LDG/HVR lights OFF� Key switch ON� Essential bus panels:
� � Circuit breakers IN� NACA inlet panel (if installed):
� � NACA inlet switch NORMAL� Utility panel:
� � CAB HEAT OFF
� � AC/VENT OFF
� � PITOT HEAT (if installed) OFF
� � IPS (if installed) OFF
� � VSCS L/R ON
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−23
� Lighting control panel:
� � LT MSTR AS REQUIRED
� � CONSOLE/IIDS/FLOOD/INSTR AS DESIRED
� � STROBE(S)/POSN/AREA AS DESIRED
NOTE: If white strobe lights are installed, the “BOTH” position is to be used duringdaytime operations only. (Ref. Figure 4−4.)
� Electrical master panel:
� � Avionics AS DESIRED
� � L GEN and R GEN ON (OFF FOR GPUSTART)
� � POWER OFF� Fuel system panel:
� � L BOOST AND R BOOST OFF
� � LEFT/RIGHT FUEL SHUTOFF ON; COVER CLOSED� Engine control panel:
� � L ENGINE and R ENGINE OFF
ELECTRICAL POWER − ON
� Electrical master panel:
� � POWER BAT/EXT
NOTE: If helicopter has the aft battery option, the yellow GPU light will be ON when aGPU is used for electrical power.
� IIDS:
� � Monitor BIT FIRE WARNING ANNUNCIATORSON FOR 2 SECONDS; CHECK IIDSFOR ADVISORIES
NOTE: Perform a commanded IIDS BIT if the helicopter has been statically exposed totemperatures below 0°C for 12 hours or longer.
� � Fuel quantity display CHECK
� � DISP (display by exception) AS DESIRED
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−24
4−5. ENGINE STARTING − AUTOMATIC
NOTE: Either engine may be started first.Engine starts have been demonstrated at temperatures as low as −36°C with aground power unit (GPU) assisted by the aircraft battery.Engine starts using battery power only have been demonstrated after the aircraftand battery have been statically exposed to temperatures down to 0°C for 12hours or more.A GPU should be used in lieu of aircraft battery power when attempting morethan one initial engine start during operations in ambient temperatures above32°C.Maximum wind speed for starting and stopping the rotor is 50 knots.
� Fuel system panel:
� � L BOOST or R BOOST ON; CHECK IIDS INDICATION
� EEC MAN indicators OFF
� Engine control panel:
� � L ENGINE or R ENGINE SET TO IDLE/FLY AS REQUIRED
Monitor EGT, NG, and starter limits during start. If EGT is observedapproaching maximum overtemperature limits during start (Ref.Section II), abort the start as follows.Engine control switch OFF, fuel boost pump OFF; monitor IIDSdisplays.
If lightoff is not attained with an increase of EGT and NG within10 seconds, turn fuel boost pump OFF and place the engine controlswitch to OFF. Following a 30 second fuel drain period, performa 30 second dry motoring run (Ref. Section VIII) before attemptinganother start. Repeat the complete starting sequence observinglimitations. This procedure applies to ground and air−starts in theauto mode.
Abort start if: abnormal noises are heard; engine start hangs (NGbelow 54%); NG or NP increase beyond limits; start is not completedwithin 45 seconds.
Ensure collective full down, cyclic (Ref. Figure 4−9) and pedalscentered as hydraulic pressure increases. Should an abnormalvibration occur as the NR passes through 35 to 40%, shutdownaircraft and advise maintenance. This vibration may indicate thatpossible damage to the flexbeam has occurred.
If collective is not full down, do not try to force down until hydraulicpressure increases during start. Sufficient hydraulic pressure willbe available when NR is above 25 percent.
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−25
� IIDS CHECK FOR NORMAL INDICATIONS
NOTE: If any abnormal indications are observed, i.e. low transmission/engine oilpressures, shut down engine.
� Repeat starting procedure for second engine
NOTE: Do not start second engine until at least 60% NR is attained on the first engine.
� GPU start only:
� � L GEN/R GEN ON
� � GPU DISCONNECT
� � Yellow GPU indicator light (aft mounted battery only) OUT
4−6. ENGINE RUNUP
� Electrical master panel:
� � Avionics ON, AS DESIRED
� Engine control panel:
� � L ENGINE and R ENGINE FLY
4−7. BEFORE TAKEOFF
� Cyclic response check:
� � Move cyclic stick and observe rotor tip for correct movement.
� Collective friction AS DESIRED
� Primary and secondary IIDS displays CHECK ADVISORIES
� Utility Panel:
� � PITOT HEAT (if installed) AS REQUIRED
NOTE: Turn pitot heat ON when visible moisture conditions prevail and OAT is 5°C andbelow.
� � IPS switch (if installed) AS DESIRED
� � CAB HEAT AS DESIRED
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−26
4−8. NORMAL TAKEOFF
� Hover area and takeoff path CLEAR
� Hover power NOTE TORQUE
� Takeoff PERFORM, USING UP TO 10% ABOVEHOVER POWER
NOTE: For takeoff in noise−sensitive areas, refer to Paragraph 4−14.
NOTE: With the fuel system ‘‘topped off’’, the IIDS fuel quantity will not display adecrease until after approximately 10 minutes of flight.
4−9. CRUISE
IPS switch (if Inlet Particle Separator installed) may be turned OFF.
NOTE: Decision to use the inlet particle separator scavenge air should be based onatmospheric conditions, gross weight and height above terrain where operationsare to be conducted.
NACA doors (if installed) may be closed if blowing dust, sand, etc. is present inthe atmosphere.
IIDS menu/display mode selection:
The IIDS MENU and DISP keys may occasionally become non−responsive and/ormay register key inputs twice. This condition will clear itself after a brief interval.
Care should be taken when using the arrow keys (‘‘�’’ or ‘‘�’’) to scroll betweenmenu and submenu names, or between data and message items. Pressing thearrow keys too fast may result in scrolling past the desired menu or messagedisplayed. The arrow keys should be pressed only after the menu item or messagechanges in the alphanumeric display.
If a garbled message appears while scrolling through a menu, scrolling pastthat menu item and then returning to the desired menu item will correct thedisplay.
While switching between the display modes (display by exception or continuousdisplay modes), pilots are reminded to clear the alphaneumeric display priorto switching display modes.
4−10.SLOW FLIGHT/APPROACH
Observe controllability envelope and critical wind azimuth as stated in Section II.
The NACA door actuators (if installed) receive a discrete input from an airspeedswitch in the airspeed indicator. This signals the NACA doors to automatically close.When airspeed increases above 47 KIAS, the NACA doors open. If door actuatorfails to function properly, the IIDS will display ‘‘NACA DOOR’’ advisory messagein the alphanumeric display.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−27
4−11.LANDING
Use the illustration below to determine safe landing attitudes. Nose up attitudesin excess of 9° 40′ will result in the tail skid contacting the landing surface.
F927−098
9° 40′30.16 IN(76.61cm)
Figure 4−8. Tail Skid to Landing Surface ClearanceRunning landing:
Maximum recommended ground contact speed is 30 knots for smooth hard sur-face.
Avoid�rapid�lowering�of the�collective and aft cyclic after ground contact.
Slope landing:
Slope landings have been demonstrated up to 12° in any direction. Successfulcompletion of this maneuver on a particular surface will depend on sufficientfriction between the skid tubes and the landing surface to prevent the helicopterfrom sliding.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−28
4−12.ENGINE/AIRCRAFT SHUTDOWN − NORMAL
NOTE: Shut down the engines before exiting the helicopter unless safety or operationalconsiderations dictate otherwise.
Maximum demonstrated wind speed for starting and stopping the rotor is 50knots.
� Collective stick FULL DOWN; FRICTION ON
� Cyclic stick TRIM TO NEUTRAL(REF FIGURE 4−9)
� Pedals NEUTRAL
� Engine control panel
� � L ENGINE and R ENGINE SET TO IDLE
� All unnecessary electrical equipment OFF
� Utility panel:
� � Heat OFF
� � AC (if installed) OFF
� � Pitot heat (if installed) OFF
� � IPS (if installed) OFF
� Lighting control panel AS DESIRED
� Electrical master panel:
� � Avionics master switch OFF
� � L GEN/R GEN switches OFF
� Fuel system panel:
� � L BOOST/R BOOST OFF
Failure to turn OFF boost pumps will result in engine fuel nozzlecoking over time.CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−29
CAUTION: CYCLIC SHOULD BE TRIMMED TO THE NEUTRAL POSITION FOR START−UP AND SHUTDOWN.
NEUTRAL POSITION IS ACHIEVED WITH CENTERING STRAP EXTENDED, TOUCHING CENTERING DECAL WHEN PERPENDICULAR TO INSTRUMENT PANEL.
CENTERING STRAP INSTOWED POSITION)
CENTERING STRAP IN EXTENDED POSITION
CENTERING DECAL
CENTERING STRAP
90°
F92−037
Figure 4−9. Cyclic Centering
� Engine control panel:
� � L ENGINE and R ENGINE OFF
� ENG OUT indications CHECK IIDS
Do not use collective pitch to slow rotor.Should an abnormal vibration occur as the NR passes through 40to 35%, advise maintenance before further flights. This vibrationmay indicate that possible damage to the flexbeam has occurred.
NOTE: Check that compressor decelerates freely. Abnormal noise or rapid run down(rapid loss of NG) may indicate turbine blade rubbing.
If there is evidence of post engine high EGT, follow the dry runprocedure as described below.
� Dry run procedure:
� � Twist grip OFF� � Engine control switch for selected engine SET TO IDLE −
OBSERVE STARTERTIME LIMITS
� � Engine control switch for selected engine OFF
CAUTION
WARNING
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−30
Normal shutdown continued:
� Rotor brake (if installed):
� � Raise brake handle to release from stowed position
� � Rotate handle clockwise and apply brake by pullingdown on handle until handle locks aft. Release rotorbrake during last revolution unless conditions dictateotherwise.
APPLY BELOW70% NR
Care should be taken while applying the rotor brake if the helicopteris parked on a slippery or icy surface. Anti−torque control isminimized at less than normal operating RPM when the engine isnot driving the rotor system. Full control of the helicopter duringthese conditions may be limited.
� IIDS CHECK FORINDICATIONS ORMESSAGES
NOTE: If entering the IIDS “Time Summary” menu to check “TOT FLT HR”, turn powerswitch to OFF after 0% NG. then back to on to check “TOT FLT HR”.
� Electrical master panel:
� � POWER OFF AT 0% NG� Key Switch AS DESIRED
4−13. POST FLIGHT
� Aircraft−investigate�any�suspected damage CHECK
� Rotor blades CHECK BLADERETENTION BOLTS(PINS)
� Fuel and oil leaks CHECK
� Engine and rotor transmission oil levels CHECK
NOTE: Engine oil level should be checked within 10 minutes after shutdown.
� Logbook entries COMPLETE
� Flight manual and equipment STOWED
� Aircraft tiedowns, covers AS REQUIRED
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−31
4−14.NOISE IMPACT REDUCTION PROCEDURES
Safe operation of the helicopter always has the highest priority.Utilize the following procedures only when they will not conflictwith safe helicopter operation.
Certain flight procedures are recommended to minimize noise impact on surroundingareas. It is imperative that every pilot subject the public to the least possible noisewhile flying the helicopter.
Takeoff:
Takeoff using maximum takeoff power at the speed for best rate of climb (Ref.Section V).
Proceed away from noise sensitive areas.
If takeoff must be made over noise sensitive area, distance (altitude) is the bestform of noise suppression.
Cruise:
Maintain 1000 feet minimum altitude where possible.
Maintain speed of no more than 110 KIAS over populated areas.
Coordinated turns at around the speed for best rate of climb cause no appreciablechange in noise.
Sharper turns reduce area exposed to noise.
Approach:
Use steepest glideslope consistent with passenger comfort and safety.
Noise characteristics data is provided in Section V.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original4−32
4−15.FLIGHT WITH DOORS REMOVED OR CABIN DOORS OPEN
Stow or secure all loose objects with doors opened or removed.
The aircraft may be flown with cabin doors open or removed in accordance withthe flight restrictions stated in Section II.
NOTE: Refer to Section VI for weight and balance data with doors opened or removed.
One or both cabin doors may be opened or closed in flight at airspeeds upto 60 KIAS.
For sustained flight with the cabin doors open, use of the cabin door holdopen device is required (Ref. Figure 4−10).
CABIN DOORRESTRAINT FITTING
LEFT SIDE, LOOKING INBOARD
F92−038
NOTE: THE CABIN DOOR HOLD OPEN DEVICE OPERATESBY ATTACHING TO THE FORWARD CABIN DOOR RESTRAINTWHEN THE DOOR IS IN THE FULLY OPEN POSITION.
CABIN DOOR HOLDOPEN DEVICE
(STOWED)
CLIP
Figure 4−10. Cabin Door Hold Open Device
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Normal Procedures
FAA ApprovedReissue 1Original 4−33/(4−34 blank)
4−16.ONE ENGINE INOPERATIVE TRAINING
TRAIN mode:
Placing an engine control switch in the TRAIN position will simulate a one engineinoperative (OEI) condition by resetting the selected engine’s governed speedto 92% NP, thereby putting the engine on standby while allowing single enginetraining on the opposite engine. In the event of an engine failure (or inadvertentswitching to IDLE) on the opposite engine, the engine in TRAIN will automatical-ly revert to 100% NP. Also, if the opposite engine control switch is placed inTRAIN both engines will revert to 100% NP.
NOTE: When an engine is placed into TRAIN the opposite engine will retain the 5 minuteTake−off Power engine parameter limiters and the IIDS does not rescale. Theresult is more realistic pilot OEI training, providing rotor droop in training if thepower requested is above the limiters as would happen in a real OEI condition.
IDLE mode:
If rescaling of the TORQUE and EGT displays and activation of the ENG OUTwarning is desired, the pilot should select IDLE instead of TRAIN for OEI train-ing. In the event the opposite engine should fail during this time the pilot mustselect FLY on the engine control switch to bring the good engine back to 100%NP.
NOTE: When operating with one engine in the IDLE mode OEI limits apply. OEI limitsare generally considered for ‘‘emergency use only’’ and excursions into thoselimits require recording in the engine log book and may increase themaintenance required. See Section VIII for recording and maintenance actionrequirements.
Precautions:
Pilots should consider such things as flight mode, gross weight, density altitudeand aircraft familiarity before conducting OEI training to avoid excursions intoOEI limits.
Recommended maximum takeoff weight for OEI training:
6000 LBS below 5000 Ft HD
5200 LBS at or above 5000 Ft HD
NOTE: For recommended Category A OEI training weights, refer to Section XI, Part IX.
4−17.FUEL SYSTEM
Capacities − Fuel System:
JET A: 1097 LBS; 498 kg; 161.3 U.S. gal; 611L total capacity
1078 LBS; 158.5 U.S. gal; 600L useable
JET B: 1048 LBS; 476 kg; 161.3 U.S. gal; 611L total capacity1030 LBS; 158.5 U.S. gal; 600L useable
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Performance Data
FAA ApprovedReissue 1Original 5−i
S E C T I O N VPERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH PAGE5−1. General 5−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−2. Noise Characteristics 5−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−3. Density Altitude Chart 5−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−1. Density Altitude Chart 5−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−4. Airspeed Calibration 5−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−2. Airspeed Calibration Curve 5−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−5. Best Rate of Climb Speed 5−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−3. Best Rate of Climb Speed (VY) 5−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−6. Rate of Climb and Descent − OEI 5−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−4. Single Engine Rate of Climb and Descent, From −36°C to 0°Cat VY, OEI MCP, and 3500 LB Gross Weight 5−9. . . . . . . . . . . . . . . . .
Figure 5−5. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 3500 LB Gross Weight 5−10. . . . . . . . . . . . . . . . .
Figure 5−6. Single Engine Rate of Climb and Descent, From 0°C to −36°Cat VY, OEI MCP, and 4000 LB Gross Weight 5−11. . . . . . . . . . . . . . . . .
Figure 5−7. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 4000 LB Gross Weight 5−12. . . . . . . . . . . . . . . . .
Figure 5−8. Single Engine Rate of Climb and Descent, From −36°C to 0°Cat VY, OEI MCP, and 4500 LB Gross Weight 5−13. . . . . . . . . . . . . . . . .
Figure 5−9. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 4500 LB Gross Weight 5−14. . . . . . . . . . . . . . . . .
Figure 5−10. Single Engine Rate of Climb and Descent, From −36°C to 0°Cat VY, OEI MCP, and 5000 LB Gross Weight 5−15. . . . . . . . . . . . . . . . .
Figure 5−11. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 5000 LB Gross Weight 5−16. . . . . . . . . . . . . . . . .
Figure 5−12. Single Engine Rate of Climb and Descent, From −36°C to −0°Cat VY, OEI MCP, and 5500 LB Gross Weight 5−17. . . . . . . . . . . . . . . . .
Figure 5−13. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 5500 LB Gross Weight 5−18. . . . . . . . . . . . . . . . .
Figure 5−14. Single Engine Rate of Climb and Descent, at VY, OEI MCP, and 5750 LB Gross Weight 5−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Performance Data
FAA ApprovedReissue 1Original5−ii
PARAGRAPH PAGEFigure 5−15. Single Engine Rate of Climb and Descent, at VY,
OEI MCP, and 6000 LB Gross Weight 5−20. . . . . . . . . . . . . . . . . . . . . . .
Figure 5−16. Single Engine Rate of Climb and Descent, at VY, OEI MCP, and 6250 LB Gross Weight 5−21. . . . . . . . . . . . . . . . . . . . . . .
Figure 5−17. Single Engine Rate of Climb and Descent, at VY, OEI MCP,6500 LBS Gross Weight 5−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−7. Rate of Climb − AEO 5−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−18. Rate of Climb − AEO, at VY, MCP, 3500 Pounds Gross Weight 5−24.
Figure 5−19. Rate of Climb − AEO, at VY, MCP, 4000 Pounds Gross Weight 5−25.
Figure 5−20. Rate of Climb − AEO, at VY, MCP, 4500 Pounds Gross Weight 5−26.
Figure 5−21. Rate of Climb − AEO, at VY, MCP, 5000 Pounds Gross Weight 5−27.
Figure 5−22. Rate of Climb − AEO, at VY, MCP, 5500 Pounds Gross Weight 5−28.
Figure 5−23. Rate of Climb − AEO, at VY, MCP, 6000 Pounds Gross Weight 5−29.
Figure 5−24. Rate of Climb − AEO, at VY, MCP, 6250 Pounds Gross Weight 5−30.
Figure 5−25. Rate of Climb − AEO, at VY, MCP, 6500 Pounds Gross Weight 5−31.
Figure 5−26. Rate of Climb − AEO, at VY, TOP, 3500 Pounds Gross Weight 5−32. .
Figure 5−27. Rate of Climb − AEO, at VY, TOP, 4000 Pounds Gross Weight 5−33. .
Figure 5−28. Rate of Climb − AEO, at VY, TOP, 4500 Pounds Gross Weight 5−34. .
Figure 5−29. Rate of Climb − AEO, at VY, TOP, 5000 Pounds Gross Weight 5−35. .
Figure 5−30. Rate of Climb − AEO, at VY, TOP, 5500 Pounds Gross Weight 5−36. .
Figure 5−31. Rate of Climb − AEO, at VY, TOP, 6000 Pounds Gross Weight 5−37. .
Figure 5−32. Rate of Climb − AEO, at VY, TOP, 6250 Pounds Gross Weight 5−38. .
Figure 5−33. Rate of Climb − AEO, at VY, TOP, 6500 Pounds Gross Weight 5−39. .
5−8. Hover Ceiling, AEO 5−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−34. Controllability Envelope and Azimuth Range for Crosswind Operations 5−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−35. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet, Takeoff Power, Cabin Heat Off 5−42. . . . . . . .
Figure 5−36. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet, Takeoff Power, Cabin Heat On 5−43. . . . . . . .
Figure 5−37. Hover Ceiling, OGE, Standard Engine Inlet, Takeoff Power, Cabin Heat Off 5−44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−38. Hover Ceiling, OGE, Takeoff Power, Standard Engine Inlet, Cabin Heat On 5−45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−39. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed, Takeoff Power, Cabin Heat Off 5−46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−40. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed, Takeoff Power, Cabin Heat On 5−47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Performance Data
FAA ApprovedReissue 1Original 5−iii/(5−iv blank)
PARAGRAPH PAGEFigure 5−41. Hover Ceiling, OGE, IPS Installed, Takeoff Power,
Cabin Heat Off 5−48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−42. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat On 5−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−9. Hover Ceiling, OEI 5−50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−43. Hover Ceiling, OGE, Standard Inlet, 2.5 Minute OEI Power 5−51. . .
Figure 5−44. Hover Ceiling, OGE, IPS, 2.5 Minute OEI Power 5−52. . . . . . . . . . . . .
5−10. Height Velocity Diagram 5−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−45. Height Velocity Diagram 5−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−11. Power Assurance Check − Automatic 5−54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−46. Power Assurance Check Menu 5−54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5−12. Power Assurance Check − Manual 5−56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−47. Engine Torque Chart 5−58. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−48. EGT Chart 5−59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 5−49. NG Chart − (NG read from Secondary IIDS Display) 5−60. . . . . . . . . .
Figure 5−50. NG Chart − (NG read from Third Level Power Check Menu) 5−61. . .
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−1
SECTION VPERFORMANCE DATA
5−1. GENERAL
This section contains baseline helicopter performance information as defined withincertain conditions such as airspeed, weight, altitude, temperature, wind velocityand engine power available. Data is applicable to the basic helicopter without anyoptional equipment installed unless otherwise noted.
5−2. NOISE CHARACTERISTICS
NOTE: No determination has been made by the Federal Aviation Administration that thenoise levels of this aircraft are or should be acceptable or unacceptable foroperation at, into, or out of, any airport.
The MD900 meets the FAR Part 36−J noise requirements at the certified maximumgross weight of 6500 LB for level flight at 0.9 VH.
MD900 NOISE CHARACTERISTICS − 6500 lb (2948 kg)
ENGINE: PW 207E
Configuration 0.9 VH(S.L. at 25°C)
118 KTAS
81.2 dBA
Clean aircraft, doors on,no external kits.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−2
5−3. DENSITY ALTITUDE CHART
Description: The chart allows a quick estimation of the density altitude whenpressure altitude and OAT are known. This chart can also be used to determinetrue airspeed.
Use of Chart:
To determine density altitude, the pilot must know pressure altitude and outsideair temperature. Enter bottom of chart with known or estimated OAT, moveup to known pressure altitude line, move to left and note density altitude.
Pressure altitude is found by setting 29.92 (1013 mb) in Kolsman window± altimeter error.
To determine true airspeed convert indicated airspeed (IAS) to calibrated airspeed(CAS) utilizing the Airspeed Calibration Curve (Ref. Figure 5−2). Read valueon right of chart opposite known density altitude. Multiply CAS by this valueto determine true airspeed.
Examples:
Find density altitude for 6000 HP at −15°C:
Follow −15°C line to 6,000 ft pressure altitude line; read density altitude (3800ft).
Find density factor:
Read directly across from density altitude: (3800 ft). Note density factor of 1.058.
Find true airspeed:
130 KIAS = 127 KCAS (from Figure 5−2)127 KCAS � 1.058 = 134.4; round to 134 knots true airspeed.
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−3
−40 −30 −20 −10 0 10 20 30 40
−2000
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
0.98
1.00
1.02
1.04
1.06
1.08
1.10
1.12
1.14
1.16
1.18
1.20
1.22
1.24
1.26
1.28
1.30
1.32
1.34
1.36
TEMPERATURE − °C
TEMPERATURE − °F
50 60
−40 −30 −20 −10 0 10 20 30 40 50 60 70 80 90 100 110F927−009
120 130 140
Figure 5−1. Density Altitude Chart
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−4
5−4. AIRSPEED CALIBRATION
Description: This charts show the difference between indicated and calibratedairspeeds.
Indicated airspeed (IAS) corrected for position error equals calibrated airspeed(CAS).
Use of chart: Use the chart as illustrated by the example. To determine calibratedairspeed, the pilot must know the indicated airspeed.
NOTE: The example below refers to Figure 5−2.
Example:
Wanted: Calibrated airspeed
Known: Indicated airspeed = 120 knots
Method: Enter the bottom of the chart at the indicated airspeed of 120 knots.Move up to the airspeed calibration line; move left and read 117 knots,calibrated airspeed.
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−5
F927−010
160
140
120
100
80
60
40
2016014012010080604020
INDICATED AIRSPEED − KNOTS
CA
LIB
RA
TE
D A
IRS
PE
ED
− K
NO
TS
Figure 5−2. Airspeed Calibration Curve
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−6
5−5. BEST RATE OF CLIMB SPEED
Description: This chart shows the indicated airspeed to use for the best rate ofclimb at any given density altitude.
Use of Chart: Use the chart as illustrated by the example below.
Example:
Wanted: Best rate of climb
Known: Density altitude = 8,000 feet
Method: Enter the left side of chart at the known density altitude of 8,000 feet.Move to the right to the airspeed calibration curve and then directlydown to read 60 knots indicated airspeed (IAS) as the best rate of climbspeed.
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−7
F927−011
20 25 30 35 40 45 50 55 60 65 70 75 80
INDICATED AIRSPEED − KNOTS
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000D
EN
SIT
Y A
LTIT
UD
E −
FE
ET
Figure 5−3. Best Rate of Climb Speed (VY)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−8
5−6. RATE OF CLIMB AND DESCENT − OEI
Description: These charts (Ref. Figure 5−4 thru Figure 5−17) show the rate ofclimb vs pressure altitude at maximum continuous OEI power at gross weightsranging from 3500 LB to 6500 LB at the best rate of climb speed.
NOTE: These charts based on an electrical load of 30%, heater off, and air-conditioningoff.
Use of Chart: The following example explains the correct use of the chart inFigure 5−4.
Use of Charts: Use the chart as illustrated by the example below.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 4000 feet
Known: Outside air temperature = 0°C
Method: Enter the left side of chart (Ref. Figure 5−4) at the known pressurealtitude of 4000 feet. Move to the right to the 0°C temperature curveand then directly down to read rate of climb of approximately 1750feet per minute.
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−9
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
RATE OF CLIMB AT VY − FT/MINF927−012−11
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−200 0 200 400 600 800 1000 1200 1400 1600 1800
Continuous OEI Power, Vy, 3500 lb
0
−10
−20
−30
−36
OAT − �C
MAXIMUMOAT LIMIT
Figure 5−4. Single Engine Rate of Climb and Descent, From −36°C to 0°Cat VY, OEI MCP, and 3500 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−10
F927−012−12A
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−200 0 200 400 600 800 1000 1200 1400 1600 1800 2000
40.5° OAT LIMIT
52° OAT LIMIT
30
40
50
20
10
0
−10
Continuous OEI Power, Vy, 3500 lb
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
RATE OF CLIMB AT VY − FT/MIN
OAT − �C
Figure 5−5. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 3500 LB Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−11
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
RATE OF CLIMB AT VY − FT/MINF927−012−2
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
0
−10
−20
−30
−36
OAT − �C
MAXIMUMOAT LIMIT
Continuous OEI Power, Vy, 4000 lb
Figure 5−6. Single Engine Rate of Climb and Descent, From 0°C to −36°Cat VY, OEI MCP, and 4000 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−12
F927−012−1A
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
40.5° OAT LIMIT
52° OAT LIMIT
30
40
50
20
10
0
−10
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
OAT − �C
Continuous OEI Power, Vy, 4000 lb
Figure 5−7. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 4000 LB Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−13
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
0
−10
−36
OAT − �C
RATE OF CLIMB AT VY − FT/MIN
F927−012−3
Continuous OEI Power, Vy and 4500 lb
−20
−30
MAXIMUMOAT LIMIT
Figure 5−8. Single Engine Rate of Climb and Descent, From −36°C to 0°Cat VY, OEI MCP, and 4500 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−14
F927−012−4A
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
Continuous OEI Power, Vy, 4500 lb
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
OAT − �C
RATE OF CLIMB AT VY − FT/MIN
52° OAT LIMIT
40.5° OAT LIMIT 30
40
50
20
10
0
−10
Figure 5−9. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 4500 LB Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−15
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
RATE OF CLIMB AT VY − FT/MIN F927−012−6
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
0
−10
−36
OAT − �C
Continuous OEI Power, Vy, 5000 lb
MAXIMUMOAT LIMIT
−30
−20
Figure 5−10. Single Engine Rate of Climb and Descent, From −36°C to 0°Cat VY, OEI MCP, and 5000 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−16
F927−012−5A
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
Continuous OEI Power, Vy, 5000 lb
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
OAT − �C
RATE OF CLIMB AT VY − FT/MIN
30
40
50
20
10
0
−10
40.5° OAT LIMIT
52° OAT LIMIT
Figure 5−11. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 5000 LB Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−17
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
RATE OF CLIMB AT VY − FT/MIN
F927−012−8
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
0
−10
−36
OAT − �C
Continuous OEI Power, Vy and 5500 lb
−30
−20
Figure 5−12. Single Engine Rate of Climb and Descent, From −36°C to −0°Cat VY, OEI MCP, and 5500 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−18
F927−012−7
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
Continuous OEI Power, Vy, 5500 lb
OAT − �C
RATE OF CLIMB AT VY − FT/MIN
30
40
50
20
10
0
−10
40.5° OAT LIMIT
52° OAT LIMIT
Figure 5−13. Single Engine Rate of Climb and Descent, From −10°C to 50°Cat VY, OEI MCP, and 5500 LB Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−19
F927−012−13A
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
Continuous OEI Power, Vy, 5750 lb
OAT − �C
RATE OF CLIMB AT VY − FT/MIN
−30
−20
−36
30
40
50
20
10
0
−10
52° OAT LIMIT
40.5° OAT LIMIT
Figure 5−14. Single Engine Rate of Climb and Descent, at VY, OEI MCP,and 5750 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−20
F927−012−9A
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
Continuous OEI Power, Vy, 6000 lb
OAT − �C
RATE OF CLIMB AT VY − FT/MIN
40.5° OAT LIMIT
52° OAT LIMIT
−36
−30
−20
30
40
50
20
10
0
−10
Figure 5−15. Single Engine Rate of Climb and Descent, at VY, OEI MCP, and 6000 LB Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−21
F927−012−14
−1000
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
−600 −400 −200 0 200 400 600 800 1000 1200 1400 1600
40.5° OAT LIMIT
52° OAT LIMIT
30
40
50
20
10
0
−10
−20
−36
−30
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
RATE OF CLIMB AT VY − FT/MIN
Continuous OEI Power, Vy, 6250 lb
OAT − �C
Figure 5−16. Single Engine Rate of Climb and Descent, at VY, OEI MCP, and 6250 LB Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−22
F927−107A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
−200 −100 0 100 200 300 400 500
−30°C
−36°C
−20°C
−10°C
0°C
10°C
20°C
30°C
5000 FT HD
40°C
41.5°COAT LIMIT
50°C
52°COAT LIMIT
THIS CHART BASED ON ELECTRICAL LOAD OF 30%,HEATER OFF, AND AIR−CONDITIONING OFF
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T
OAT
RATE OF CLIMB AT VY − FT/MIN
Continuous OEI Power, Vy, 6500 lb
Figure 5−17. Single Engine Rate of Climb and Descent, at VY, OEI MCP,6500 LBS Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−23
5−7. RATE OF CLIMB − AEO
Description: These charts show the rate of climb vs pressure altitude at twin engine(AEO) MCP (Ref. Figure 5−18 thru Figure 5−24) or TOP (Figure 5−26 thruFigure 5−33) at the best rate of climb speed.
NOTE: These charts based on an electrical load of 30%, heater off, and air-conditioningoff.
Use of Chart: The following example explains the correct use of the chart inFigure 5−18.
Example:
Wanted: Rate of climb
Known: Pressure altitude = 3000 feet
Known: Outside air temperature = 20°C
Method: Enter the left side of chart at the known pressure altitude of 3000 feet.Move to the right to the 20°C temperature curve and then directly downto read rate of climb of 4200 feet per minute.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−24
F927−013−7A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
MCP, VY, 3,500 lb
30
40
50
20
10
0
−10
−20
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
Figure 5−18. Rate of Climb − AEO, at VY, MCP, 3500 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−25
F927−013−1A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200 3400 3600 3800
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
MCP, VY, 4000 lb
30
40
50
20
10
0
−10
−20
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
Figure 5−19. Rate of Climb − AEO, at VY, MCP, 4000 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−26
F927−013−2A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
30
40
50
20
10
0
−10
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
MCP, VY, 4500 lb
−20
Figure 5−20. Rate of Climb − AEO, at VY, MCP, 4500 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−27
F927−013−3A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
MCP, VY, 5000 lb
30
40
50
20
10
0
−10
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
−20
Figure 5−21. Rate of Climb − AEO, at VY, MCP, 5000 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−28
F97−013−4A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
OAT − �C
MCP, VY, 5500 lb
30
50
20
10
0
−10
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
−20
40
Figure 5−22. Rate of Climb − AEO, at VY, MCP, 5500 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−29
F927−013−5A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
MCP, VY, 6000 lb
30
50
20
10
0
−10
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
−20
40
Figure 5−23. Rate of Climb − AEO, at VY, MCP, 6000 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−30
F927−013−6A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
MCP, VY, 6250 lb
30
50
20
10
0
−10
−30
40.5° OAT LIMIT
52° OAT LIMIT
−36
OAT − �C
−20
40
Figure 5−24. Rate of Climb − AEO, at VY, MCP, 6250 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−31
F927−081B
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
OAT −oC
52°OAT LIMIT
40.6° OAT LIMIT
14000 FT HDLIMIT
MCP, VY, 6500 lb
30
50
20
10
0
−10
−30
−36
−20
40
Figure 5−25. Rate of Climb − AEO, at VY, MCP, 6500 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−32
F927−013−8A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500 4700 4900 5100
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
30
40
50
20
10
0
−10
OAT − �C
−20
−30/−36
40.5° OAT LIMIT
52° OAT LIMIT
TOP , VY, 3,500 lb
Figure 5−26. Rate of Climb − AEO, at VY, TOP, 3500 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−33
F927−021−1A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900 4100 4300 4500
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
TOP, VY, 4000 lb
50
40.5° OAT LIMIT
52° OAT LIMIT
30
40
20
10
0
−10
−20
−30/−36
OAT − �C
Figure 5−27. Rate of Climb − AEO, at VY, TOP, 4000 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−34
F927−021−2A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
900 1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300 3500 3700 3900
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
TOP, VY, 4500 lb
50
40.5° OAT LIMIT
52° OAT LIMIT
30
40
20
10
0
−10
−20
OAT − �C
−30/−36
Figure 5−28. Rate of Climb − AEO, at VY, TOP, 4500 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−35
F927−021−3A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
500 700 900 1100 1300 1500 1700 1900 2100 2300 2500 2700 2900 3100 3300
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
TOP, VY, 5000 lb
50
40.5° OAT LIMIT
52° OAT LIMIT
30
40
20
10
0
−10
−20
−30/−36
OAT − �C
Figure 5−29. Rate of Climb − AEO, at VY, TOP, 5000 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−36
F927−021−4A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
TOP, VY, 5500 lb
50
40.5° OAT LIMIT
52° OAT LIMIT
30
40
20
10
0
−10
−20
−30/−36
OAT − �C
Figure 5−30. Rate of Climb − AEO, at VY, TOP, 5500 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−37
F927−021−5A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
TOP, VY, 6000 lb
50
40.5° OAT LIMIT
52° OAT LIMIT
30
40
20
10
0
−10
−20
−30/−36
OAT − �C
Figure 5−31. Rate of Climb − AEO, at VY, TOP, 6000 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−38
F927−021−6A
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
17000
18000
19000
20000
0 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400
Rate of Climb − ft/min
Pre
ssu
re A
ltit
ud
e −
ft
TOP, VY, 6250 lb
50
40.5° OAT LIMIT
52° OAT LIMIT
30
40
20
10
0
−10
−20
−30/−36
OAT − �C
Figure 5−32. Rate of Climb − AEO, at VY, TOP, 6250 Pounds Gross Weight
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−39
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
13000
14000
15000
16000
300 500 700 900 1100 1300 1500 1700 1900 2100
Pre
ssu
re A
ltit
ud
e −
ft
OAT − oC
F927−021−7A
Rate of Climb and Descent − ft/min
TOP, VY, 6500 LB
50
30
40
20
10
0
−10
−20
−36
−30
52°OAT LIMIT
40.6° OAT LIMIT
14000 FT HDLIMIT
Figure 5−33. Rate of Climb − AEO, at VY, TOP, 6500 Pounds Gross Weight
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−40
5−8. HOVER CEILING, AEO
Description:The hover ceiling charts (Ref. Figure 5−35 thru Figure 5−42) show the maximumhover weight capability, in ground effect (IGE) or out of ground effect (OGE), bothengines operating at take off power for known conditions of pressure altitude andoutside air temperature, or alternately, the maximum hover ceiling for a knowngross weight and outside air temperature.
Refer to Figure 5−34 for HIGE operations in crosswind conditions.
F927−146C
GROSS WEIGHT − LBS
120°
135°
270°
190°
80°
17 KTS
17 KTS
AZIMUTH RANGEB
B
0°
A
15 KTS
ÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔ
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
4000 4200 4400 52005000 60006500
4600 4800 5400 5600 5800 6200 6400 66006250
12400
IGE HOVER OPERATION INWINDS OF 17 KNOTS HAVEBEEN DEMONSTRATED FOR ALLAZIMUTHS UP TO THIS LINE.
IGE HOVER OPERATION IN WINDSIN EXCESS OF 17 KNOTS HAVEBEEN DEMONSTRATED INAZIMUTH RANGE �C"(SEE FIGURE BELOW).
MAXIMUM SAFE WINDS FOR HOVER OPERATIONS DECREASE WITHINCREASING DENSITY ALTITUDE. TAKEOFF AND LANDING OPERATIONS INCALM WINDS OR HEADWINDS
C
C
IGE HOVER OPERATIONLIMITED TO 15 KNOTSWHEN WIND IS FROMAZIMUTH RANGE ‘A’, OR 17KNOTS WHEN WIND ISFROM AZIMUTH RANGE �B"(SEE FIGURE BELOW).
C
Figure 5−34. Controllability Envelope and Azimuth Range for Crosswind Operations
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−41
Separate hover ceiling charts are provided for helicopters equipped with either theinlet particle separator (IPS) or screen inlet and heater operation.The phrase, ‘‘A/C On’’ apply to MDHS P/N 900P7250302−101 air-conditioning instal-lation only.
NOTE: The charts are based on an electrical load of 15% per generator (30 amps pergenerator). Reduce/increase gross weight capability by 35 LB for each 10%increase/decrease in total load.
For many operations, a reduction in gross weight capability still allows the aircraftto operate at a maximum gross weight of 6500 LB. Follow the example shownbelow.
Use of Chart: The following example explains the correct use of the IGE Chartin Figure 5−35.
Example:
Wanted: Maximum gross weight for hover at 3.5 feet skid height at takeoff power.
Known: PA = 7000 feet; OAT = 30°C; cabin heat off and A/C on; 25% electricalload.
Method: Enter the chart at 30° OAT and move vertically to the 7000 PA curve(dashed lines). At this point, move directly to the left of the chart andread from the gross weight scale 6280 pounds.
Gross weight data above 6500 LB has been provided for calculationpurposes or external load operations only. Weights above 6500LB must be external and jettisonable.
The instructions for using the IGE hover ceiling charts also apply to the OGE hoverceiling charts.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−42
F927−014−1C
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
GR
OS
S W
EIG
HT
− L
B
13000
1400015000
12000
PRESSURE ALTITUDE − FEET
15300 HD
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
16000
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY.
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
11000
10000
9000
7000
6000
8000
5000
4000
3000
OAT °C
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
Figure 5−35. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet, Takeoff Power, Cabin Heat Off
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−43
F927−014−2B
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
GR
OS
S W
EIG
HT
− L
B
OAT °C−50 −40 −30 −20 −10 0 10 20 30 40 50 60
11000
10000
9000
7000
13000
1400015000
12000
16000
8000
MAXIMUM TEMPERATUREFOR CABIN HEAT ON
PRESSURE ALTITUDE − FEET
15300 HD
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
6000
5000
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY.
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADSABOVE/BELOW 15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
Figure 5−36. Hover Ceiling, IGE, 3.5 Foot Skid Height, Standard Engine Inlet, Takeoff Power, Cabin Heat On
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−44
F927−015−1B
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
11000
10000
9000
7000
6000
13000
1400015000
12000
16000
8000
5000
4000
3000
2000
1000
0
PRESSURE ALTITUDE − FEET
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
15300 HD
GR
OS
S W
EIG
HT
− L
B
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
Figure 5−37. Hover Ceiling, OGE, Standard Engine Inlet, Takeoff Power, Cabin Heat Off
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−45
F927−015−2B
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900−40 −30 −20 −10 0 10 20 30 40 50 60
11000
10000
9000
13000
1400015000
12000
16000
8000
OAT °C
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
7000
MAXIMUM TEMPERATUREFOR CABIN HEAT ON
PRESSURE ALTITUDE − FEET
15300 HD
GR
OS
S W
EIG
HT
− L
B
6000
5000
4000
3000
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
Figure 5−38. Hover Ceiling, OGE, Takeoff Power, Standard Engine Inlet, Cabin Heat On
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−46
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
F927−014−4B
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW 15%,DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
GR
OS
S W
EIG
HT
− L
B
OAT °C−50 −40 −30 −20 −10 0 10 20 30 40 50 60
PRESSURE ALTITUDE − FEET
15300 HD
11000
10000
9000
7000
6000
13000
1400015000
12000
8000
5000
16000
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
2000
50003000
4000
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY.
Figure 5−39. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed, Takeoff Power, Cabin Heat Off
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−47
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900
F927−014−5B
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW 15%,DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
−50 −40 −30 −20 −10 0 10 20 30 40 50 60
GR
OS
S W
EIG
HT
− L
B
OAT °C
PRESSURE ALTITUDE − FEET
15300 HD
13000
1400015000
12000
16000
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION11000
10000
9000
8000
7000
MAXIMUM TEMPERATUREFOR CABIN HEAT ON
6000
5000
NOTE: GROSS WEIGHTS ABOVE 6500 LB PROVIDED FOR CALCULATION PURPOSES ONLY.
Figure 5−40. Hover Ceiling, IGE, 3.5 Foot Skid Height, IPS Installed, Takeoff Power, Cabin Heat On
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−48
F927−015−4B
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900−40 −30 −20 −10 0 10 20 30 40 50 60
OAT °C
GR
OS
S W
EIG
HT
− L
B
11000
10000
9000
7000
6000
13000
1400015000
12000
16000
8000
5000
4000
3000
2000
1000
PRESSURE ALTITUDE − FEET
0
15300 HD
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
REDUCE WEIGHT CAPABILITY 40 LBS WITH A/C ON
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
Figure 5−41. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat Off
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−49
F927−015−5B
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
6600
6700
6800
6900−50 −40 −30 −20 −10 0 10 20 30 40 50 60
11000
10000
9000
7000
6000
13000
140001500016000
8000
5000
4000
3000
PRESSURE ALTITUDE − FEET
THIS CHART BASED ON WINDS 3KTS OR LESS AND 15% ELECTRICAL LOAD. FOR ELECTRICAL LOADS ABOVE/BELOW15%, DECREASE/INCREASE WEIGHT CAPABILITY 35 LBS PER 10% CHANGE IN ELECTRICAL LOAD.
15300 HD
12000
OAT °C
MAXIMUMTEMPERATUREFOR CABIN HEAT ON
GR
OS
S W
EIG
HT
− L
B
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
NOTE: MAXIMUM INTERNAL GROSS WEIGHT 6500 LB.. WEIGHTS IN EXCESS OF 6500 LB MUST BE EXTERNAL AND JETTISONABLE.
Figure 5−42. Hover Ceiling, OGE, IPS Installed, Takeoff Power, Cabin Heat On
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−50
5−9. HOVER CEILING, OEI
Description: These charts (Ref. Figure 5−43 and Figure 5−44) may be used to deter-mine hover performance in zero wind conditions for internal load operations orin headwind conditions during external load operations with one engine inoperative(emergency conditions) and the remaining engine at 2.5 minute power rating.
NOTE: Unless otherwise authorized by operating regulations, the pilot is not authorizedto credit more that 50 percent of the performance increase resulting from theactual favorable head wind increase.
NOTE: These charts are not to be used while conducting Category A takeoff and landingoperations.
Use of Chart: The following example explains the correct use of the chart inFigure 5−43.
Example 1: Zero wind
Wanted: Maximum gross weight for hover OGE at 2.5 minute OEI power.Known: HP = 4000 FT, OAT = 10°C
Method: Enter the chart at 10°C and move right to the 4000 HP curve. At thispoint move up and read from the gross weight scale, 5275 LB.
Example 2: Headwind
NOTE: It is essential that reliable wind information be available prior to determininghover. Additionally, only the lower limit of a gust spread may be used to determinehead wind credit.
Wanted: Maximum gross weight for hover OGE at 2.5 minute OEI power.Known: HP = 4000 FT, OAT = 10°C, 10 knot head wind
Method: Enter the chart at 10°C and move right to the 4000 HP curve. At thispoint move down to the 10 knot headwind line. From this point, move to theleft and read from the gross weight scale, 5475 LB.
Next, subtract 5275 LB (from example 1) from 5475 LB to determine the unfac-tored head wind performance increase of 200 LB. However, the pilot is authorizedto allow only 50 percent of the performance credit, resulting in a gross weightincrease to 5375 LB.
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−51
−1,000
5,000
8,0007,000
9,000
1,000
4,000
2,000
3,000
0
10,000
6,000
14,000
13,000
12,000
11,000
NOTE:
WIND SPEEDS AREUNFACTORED. APPLYFACTOR AS REQUIREDBY OPERATIONALRULES
F927−022−1A
THIS CHART IS BASED ON OEICONDITIONS, 2.5 MIN POWER
WIND FROM THE NOSE ±30DEGREES AND CABIN HEAT OFF
HEADWIND − KNOTS
GROSS WEIGHT
6700
3700
3900
4100
4300
4500
4700
4900
5100
5300
5500
5700
5900
6100
6300
6500
POUNDS
0−5
10
1520
25
30
GROSS WEIGHT − POUNDS
−50
−40
−30
−20
−10
0
10
20
30
40
50
60
OAT − °C
PRESSURE ALTITUDE − FEET
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
3900
3800
3700
5600
5700
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
Figure 5−43. Hover Ceiling, OGE, Standard Inlet, 2.5 Minute OEI Power
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−52
−1,000
5,000
8,000
7,000
9,000
1,000
4,000
2,000
3,000
0
10,000
6,000
14,000
13,000
12,000
11,000
F927−022−2A
HEADWIND − KNOTSGROSS WEIGHT
3700
3900
4100
4300
4500
4700
4900
5100
5300
5500
5700
5900
6100
6300
6500
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
5000
5100
5200
5300
5400
5500
GROSS WEIGHT − POUNDS
3900
3800
3700
−50
−40
−30
−20
−10
0
10
20
30
40
50
60
OAT − °C
PRESSURE ALTITUDE − FEET
POUNDS
0−510
152025
30
THIS CHART IS BASED ON OEICONDITIONS, 2.5 MIN POWER
WIND FROM THE NOSE ±30DEGREES AND CABIN HEAT OFF
NOTE:
WIND SPEEDS ARE UNFAC-TORED. APPLY FACTOR ASREQUIRED BY OPERATIONALRULES
5600
5700
6700
AIRCRAFT WITHOUTGENERATOR COOLING
MODIFICATION
Figure 5−44. Hover Ceiling, OGE, IPS, 2.5 Minute OEI Power
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−53
5−10.HEIGHT VELOCITY DIAGRAM
ÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒÒ
ÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖÖ
F927−016
100
80
60
40
20
0
ALT
ITU
DE
− A
GL
(F
EE
T)
INDICATED AIRSPEED − KNOTS
0 5 10 15 20 25 30
SMOOTH HARD SURFACE − WIND CALM
6251 TO 6500 LBAVOID AREA
CHART ‘‘A’’GROSS WEIGHT − LBS
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
NOTE: IF THE COMBINATION OFGROSS WEIGHT ANDDENSITY ALTITUDE FALLIN THE SHADED REGIONOF CHART ‘‘B’’, THE‘‘AVOID AREAS’’ INCHART ‘‘A’’ APPLY.
CHART ‘‘B’’
140
120
6001 TO6250 LBAVOID AREA
ÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔÔ0
1000
2000
3000
4000
5000
6000
7000
5800 5900 6000 6100 6200 6300 6400 6500
Figure 5−45. Height Velocity DiagramThe clear area of Figure 5−45 Chart ‘‘B’’ represents density altitude/gross weightcombinations for which the height velocity diagram does not apply.
Safe landings and single engine fly−aways following an engine failure have beendemonstrated for the conditions stated below.
6000 LB gross weight at 7000 Ft HD and 6250 LB gross weight at 1400 Ft HD:
Safe landings following a vertical descent were demonstrated up to a 35 FTskid height.
Safe run−on landings were demonstrated up to a 90 FT skid height.
Fly−aways were demonstrated down to a 100 FT skid height.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−54
5−11.POWER ASSURANCE CHECK − AUTOMATIC
The power assurance check provides a means for the pilot to determine, prior totake off, that each engine is capable of developing specification power.
NOTE: The primary purpose of this chart is its use as an engine performance trendingtool to aid in determining whether the engine is producing specification power,or if engine power deterioration has occurred. Power check data taken at regularintervals should be plotted to monitor trends in engine condition. Any trendindicating a reduction in engine performance should be investigated.
If desired, pilots can view the last power check under the IIDS POWER CHECKmenu or other previous power assurance checks in the TREND LOG underAIRCRAFT MONITOR menu.
NOTE: This power check procedure refers to the automated IIDS power check. If unableto perform the automated power check, use the manual power check methodfound in paragraph 5−12.
PERFORM POWER
ASSURANCE CHK
POWER CHECK
VIEW LAST POWER
ASSURANCE CHK
L PA CHK NG−X.X
L PA CHK EGT−XX.X
AUTOMATIC
RECORD DONE
L PA CHK NG−X.X
L PA CHK EGT−XX.X
R PA CHK NG−X.X
R PA CHK EGT−XX.X
R PA CHK NG−X.X
R PA CHK EGT−XX.X
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
GND POWER CHK LFT ENG TQ XXX.X%
TIME 30 SEC
PRESS REC
RECORD DONE
RT ENG TQ XXX.X%
TIME 30 SEC
PRESS REC
AUTOMATIC
AUTOMATIC
AUTOMATIC
LT NG = XXX.X%
RT NG = XXX.X%
NOTE 1
NOTE 1: USED WHEN PERFORMING A MANUAL
POWER ASSURANCE CHECK.
NOTE2: PRESS REC KEY TO SAVE DATA IN TREND LOG;
MENU OR CLR KEY ABORTS FUNCTION
F927−017
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
NOTE 2
Figure 5−46. Power Assurance Check Menu
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−55
HOW TO PERFORM THE CHECK:
NOTE: Power checks should be performed under the following conditions.1. Aircraft should be faced into the wind.2.Wind speed should not exceed 15 knots nor gust spread 5 exceed knots while
performing the check.3.Operate engine to be checked at 100% NP for five minutes to assure proper
operating temperatures are attained. 4. IPS and CABIN HEAT should be off and the generator load should be 10% or less.
� The engine to be checked should be at FLY.
� The other engine should be at IDLE or OFF.
� IPS and CABIN HEAT should be off and the generator load should be 10% or less.
� Select POWER CHECK top level menu on IIDS alphanumeric display.
� Press the ENT key 3 times to access the fourth level menu. LFT ENG TQ XXX.X%
TIME 30 SEC
Notice that the IIDS lists the left engine as the first engine to be checked. If the
the right engine is to be checked first, press the to access the
right engine menu. RT ENG TQ XXX.X%
TIME 30 SEC
� Stabilize engine torque at �3% of the ENG TQ value displayed for 30 seconds. TheIIDS provides a countdown from 30 seconds on the alphanumeric display duringdata acquisition. The countdown is started after the torque value is within the 3%range for more than 2 seconds.
NOTE: Counter will reset to 15 seconds if torque setting is not maintained within 3% for thelast 15 seconds of count down.
� After the IIDS calculates the performance margin of the selected engine, the
RECORD DONE
PRESS REC
menu is displayed and advises the pilot to press the REC
key to generate a trend log (Ref. Section VII) and to display the results of the powercheck on the alphanumeric display.
NOTE: If the power check fails, the IIDS displays a warning on the alphanumeric display.
� Lower collective and place engine control switch to IDLE
� After NP stabilizes, place other engine control switch to FLY.
� Press the to access the right engine menu; press the to
access the left engine menu.
� Repeat check for other engine.
NOTE: The engine torque value displayed should be approximately the same as the firstengine.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−56
VIEWING THE PREVIOUS POWER CHECK:
� Select POWER CHECK top level menu on IIDS alphanumeric display.
� Press the ENT key once to access the second level menu. PERFORM POWER
ASSURANCE CHK
� Press the key to enter the next second level menu. VIEW LAST POWER
ASSURANCE CHK
� Press the ENT to view the last power check. L PA CHK NG−X.X
L PA CHK EGT−XX.X
� Press the key to view the results for the other engine. R PA CHK NG−X.X
R PA CHK EGT−XX.X
5−12.POWER ASSURANCE CHECK − MANUAL
HOW TO PERFORM THE CHECK:
� The engine to be checked should be at FLY.
� The other engine should be at IDLE or OFF.
� IPS and CABIN HEAT should be off and the generator load should be 10%or less.
� Record the IIDS OAT and pressure altitude.
� Use the Engine Torque Chart (Ref. Figure 5−47) to determine the torque valueto be utilized based on the OAT and pressure altitude recorded in the previousstep.
� Increase collective and stabilize at the predetermined torque value. After oneminute, record the EGT and NG from the IIDS.
� Use the EGT Chart (Ref. Figure 5−48) and the NG Chart (Ref. Figure 5−49)or Figure 5−50) to determine maximum values of EGT and NG for the specificconditions. Subtracting the recorded values from the maximum values willresult in the EGT and NG margins.
NOTE: The IIDS displays NG in tenths (ie. 91.6%) viewable at the third level of thePOWER CHECK menu.
� The power check is passed if both the EGT and NG margins are greater thanor equal to zero. If either the EGT or NG margin is negative, repeat the testallowing torque to stabilize for 5 minutes. If the EGT margin is still negative,then the power assurance check is failed. If only the NG margin is negativerefer to the Rotorcraft Maintenance Manual for additional testing and trouble-shooting.
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−57
EXAMPLE:
NOTE: This example assumes the inability to access the third level POWER CHECKmenu and therefor uses Figure 5−49 to determine maximum NG value.
Recorded from the IIDS: OAT = +30°CPressure Altitude = 2000 ft.
Utilizing the Engine Torque Chart (Ref. Figure 5−47) the power setting for the abovenoted conditions is determined to be:
Engine torque = 71%
Utilizing the EGT and NG Power Check Charts (Ref. Figure 5−48 and Figure 5−49)the maximum values for EGT and NG for the above noted conditions is determinedto be:
EGT = 791°C
NG = 92.5%
After stabilizing the torque at 71% for one minute you record the following EGTand NG readings from the IIDS:
EGT = 770°C
NG = 92%
Subtract the observed values of NG and EGT from the maximum values obtainedfrom the charts to determine the power check margins:
EGT = 791°C (from chart) minus 770°C (from IIDS) = 21°C (pass)
NG = 92.4% (from chart) minus 92% (from IIDS) = 0.5% (pass)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−58
F927−018
−20 −10 0 10 20 30 40
35
40
45
50
55
60
65
70
75
80
EN
GIN
E T
OR
QU
E (
%)
AMBIENT TEMPERATURE (°C)
50
12000
6000
8000
14000
16000
10000
4000
2000
−30−36
SEA LEVEL
PRESSURE ALTITUDE (FEET)
Figure 5−47. Engine Torque Chart
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−59
500
550
600
650
700
750
800
850
900
−40 −20 0 20 40 60
PRESSURE ALTITUDE − FEET 4000
8000
SEA LEVEL
16000
12000
AMBIENT TEMPERATURE (°C) F927−019
Figure 5−48. EGT Chart
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Performance Data
FAA ApprovedReissue 1Original
5−60
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
−40 −30 −20 −10 0 10 20 30 40 50
NG
− %
AMBIENT TEMPERATURE (‘C)
PRESSURE ALTITUDE − FEET
8000
16000
12000
4000
SEA LEVEL
F927−020−1
Figure 5−49. NG Chart − (NG read from Secondary IIDS Display)
CSP−902RFM207E−1
Performance Data
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
5−61/(5−62 blank)
F927−020−2
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
−40 −30 −20 −10 0 10 20 30 40 50 60
AMBIENT TEMPERATURE (‘C)
NG
− %
PRESSUREALTITUDE − FEET
20000
16000
12000
8000
SEA LEVEL
4000
Figure 5−50. NG Chart − (NG read from Third Level Power Check Menu)
Weight andBalance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original 6−iReissue 1
S E C T I O N V IWEIGHT AND
BALANCE DATATABLE OF CONTENTS
PARAGRAPH PAGE6−1. Weight and Balance Characteristics 6−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 6−1. Center of Gravity Limits 6−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−1. Center of Gravity Envelope. 6−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−2. Reference Coordinates 6−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−3. Station Diagram 6−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−4. Sample Weight and Balance Record 6−5. . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−5. Sample Weight and Balance Report 6−6. . . . . . . . . . . . . . . . . . . . . . . . . .
6−2. Load Limits and Balance Criteria 6−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−3. Equipment Removal or Installation 6−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 6−2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data 6−7. .
Table 6−3. Cabin Doors Open Weight Data 6−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−4. Longitudinal Weight and Balance Determination:Passenger Configuration 6−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXAMPLE I: Longitudinal CG Determination − Passenger 6−8. . . . . . . . . . . . . . . .
6−5. Longitudinal Loading of Cargo 6−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXAMPLE II: Longitudinal CG Determination − Cargo 6−9. . . . . . . . . . . . . . . . . . .
6−6. Permissible Lateral Loadings − PassengerConfiguration 6−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXAMPLE III: Lateral CG Determination − Passenger 6−10. . . . . . . . . . . . . . . . . . . .
6−7. Lateral Loading of Cargo 6−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6−8. Internal Loading of Cargo 6−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin. 6−12. . . . . . . . . . . .
Table 6−4. Internal Cargo Loading 6−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−6. Cargo Restraint 6−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−7. Fuel Station Diagram − Jet−A 6−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 6−8. Fuel Station Diagram − Jet−B 6−16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 6−5. Fuel Loading Table − Jet A (6.8 lb/U.S. gal) 6−17. . . . . . . . . . . . . . . . . . . .
Table 6−6. Fuel Loading Table − Jet B (6.5 lb/U.S. gal) 6−18. . . . . . . . . . . . . . . . . . . .
Table 6−7. Weight and Longitudinal Moments − Pilot, Passengers, Baggage 6−19.
Weight andBalance Data
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original6−iiReissue 1
PARAGRAPH PAGETable 6−8. Weight and Longitudinal Moments − Cargo 6−20. . . . . . . . . . . . . . . . . . . .
Table 6−9. Weight and Lateral Moments − Pilot and Passengers 6−21. . . . . . . . . . . .
Table 6−10. Weight and Lateral Moments − Cargo 6−22. . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−1Reissue 1
SECTION VIWEIGHT AND BALANCE
DATA
6−1. WEIGHT AND BALANCE CHARACTERISTICS
The weight and balance characteristics are as follows:
Maximum weight on the landing gear with thruster extension: 6500 pounds.
Minimum Flying Weight: 3500 pounds.
Longitudinal Reference Datum: 199.3 inches forward of rotor hub centerline (rotorhub centerline is located at Station 199.3)
Cargo Deck Capacity: 1500 pounds not to exceed 115 pounds per square foot.
Baggage compartment limit (sta. 234.3 to 256.9): 500 pounds not to exceed 115lbs per square foot.
Ultimate load factors (cargo restraint): Forward: 17 G’sLateral: 8 G’s
Center of Gravity Limits:
NOTE: Lateral ‘‘+’’ is right of centerline ; lateral ‘‘−’’ is left of centerline when lookingforward.
Table 6−1. Center of Gravity Limits
Gross WeightLongitudinal C.G. Limit
(Sta−in.)Lateral C.G. Limit
(Sta−in.)
(lb) Forward Aft (+) Right, (−) Left
6500 196.0 202.3 +2.0; −2.0
6250 196.0 203.2 +2.0; −2.0
5100 196.0 206.0 +2.0; −2.0
*3500 196.0 206.0 +2.0; −2.0
Airspeed restrictions apply. Refer to Section II:
6250 196.0 202.1 +5.0; −2.0
5100 196.0 203.7 +5.7; −2.0
*3500 196.0 204.4 +6.0; −2.0
*Minimum flying weight.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−2Reissue 1
F92−051C
LONGITUDINAL CG ENVELOPE
LATERAL CG ENVELOPE
WHEN OPERATING IN THEEXPANDED CG REGION OF CHARTA, THE MAXIMUM LONGITUDINALC.G. LIMIT, AS DEPICTED BY THEDASHED LINE IN CHART B, APPLIES.
3000
3500
4000
4500
5000
5500
6000
6500
−3 −2 −1 0 1 2 3 4 5 6 7
3000
3500
4000
4500
5000
5500
6000
6500
194 196 198 200 202 204 206 208
GR
OS
S W
IGH
T −
LB
SG
RO
SS
WIG
HT
− L
BS
CHART A: LATERAL C.G. STATION (IN.)
EXPANDEDCG LIMITS
CHART B: LONGITUDINAL C.G. STATION (IN)
5100 LBS
NORMAL CG LIMITS
NORMAL CG LIMITS
Figure 6−1. Center of Gravity Envelope.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−3Reissue 1
+15.85
−15.85
STA 130.7 STA 173.0
0.0
+19.0
−19.0
STA 213.0 STA 245.6
CG OF PILOT ORCOPILOT/PASSENGER
CG REAR FACINGPASSENGERS
CG FWD FACINGPASSENGERS
CL OF BAGGAGE
COMPARTMENT
F92−052
CG CABIN
STA 193.0
0.0
Figure 6−2. Reference Coordinates
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−4Reissue 1
F92−053A
60 40 20 0 −20 −40 −60
220
200
180
160
140
120
100
80
60
WL 106FLOOR
BL 24BEAM
BL 8.5BEAM
−5050
220
200
180
160
140
120
100
80
60
STA 155.5FRAME
STA 230.5FRAME
3° 16"
STA 292.817WL 147
WL 159ROOF DECK
60 80 100 120 140 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460
STA 199.25WL 207.97
160
5° 0"
WL 106FLOOR
JACKINGPOINTS
480
Figure 6−3. Station Diagram
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−5Reissue 1
BA
SIC
WE
IGH
T A
ND
BA
LA
NC
E R
EC
OR
D(C
ON
TIN
UO
US
HIS
TO
RY
OF
CH
AN
GE
S IN
ST
RU
CT
UR
E O
R E
QU
IPM
EN
T A
FF
EC
TIN
G W
EIG
HT
AN
D B
ALA
NC
E)
AIR
CR
AF
T M
OD
EL
MD
900
SE
RIA
L N
UM
BE
R90
0−00
0XX
X
MD
Hel
icop
ters
, In
c.
DAT
E
ITE
M N
O.
INO
UT
RE
GIS
TR
AT
ION
NU
MB
ER
N9X
XX
XP
AG
E 4
OF
4
DE
SC
RIP
TIO
N O
F A
RT
ICLE
WE
IGH
T C
HA
NG
ER
UN
NIN
G T
OTA
LB
AS
IC A
IRC
RA
FT
AD
DE
D (
+)R
EM
OV
ED
(−)
WE
IGH
TLO
NG
AR
MW
EIG
HT
LON
GA
RM
For
m H
OQ
014
(rev
5/0
0)
12/2
3/xx
01/0
9/xx
01/0
9/xx
XA
CT
UA
L B
AS
IC W
EIG
HT
RE
VIS
ED
CA
LCU
LAT
ED
BA
SIC
WE
IGH
T
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ED
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LLA
ST
IN N
OS
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087
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8
3277
.821
0.2
6891
03
210.
432
72.8
6886
65
F92−054A
OR
MO
CIF
ICA
TIO
NLA
TA
RM
LON
GM
OM
EN
TLA
TM
OM
EN
TW
EIG
HT
LON
GA
RM
LAT
AR
MLO
NG
MO
ME
NT
LAT
MO
ME
NT
LAT
AR
MLO
NG
MO
ME
NT
LAT
MO
ME
NT
0.4
1465
0.4
1309
Figure 6−4. Sample Weight and Balance Record
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−6Reissue 1
Weighed by
Model Serial No. Reg. No.
J. Doe
MD900 900−000XX N92XXX 12/23/XXDate
AIRCRAFT ACTUAL WEIGHT
FUELOIL, ENGINE LHOIL, ENGINE RHOIL, TRANSMISSIONHYDRAULIC FLUID
X
EMPTY FULL
X
X
X
X
F92−187A
220
200
180
160
140
120
100
80
60
STA 155.5FRAME
STA 230.5FRAME
3° 16"
STA 292.817WL 147
WL 159ROOF DECK
60 80 100 120 140 180 200 220 240 260 280 300 320 340 360 380 400 420 440 460
STA 199.25WL 207.97
160
5° 0"
WL 106FLOOR
JACKINGPOINTS
480
NOTE: IN A LEVEL ATTITUDE, MAIN ROTOR MAST IS TILTED 3 DEG. FORWARD.
WEIGHING POINTAVE. SCALE
READINGLBS
TARE ORCALIB. CORR.
LBS
NETWEIGHT
LBS
LONGITUDINALARM
IN
LATERALARM
IN
LONGITUDINALMOMENTIN−LBS
LATERALMOMENTIN−LBS
Forward 869.7 0.0 869.7 154.0 −9.3 133929 −8066
Aft Right 1289.5 0.0 1289.5 233.0 23.3 300454 29981
Aft Left 887.5 0.0 887.5 233.0 −23.3 206788 −20634
TOTAL (AS WEIGHED) 3046.7 210.4 0.4 641170 1280
Less : Surplus Weight (See Table 1) −1.8 189.4 −10.4 −346 19
Plus: Missing Required Equipment (See Table 1) 222.6 198.0 0.0 44071 0
TOTAL − BASIC WEIGHT 3267.4 209.6 0.4 684895 1299
Figure 6−5. Sample Weight and Balance Report
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−7Reissue 1
6−2. LOAD LIMITS AND BALANCE CRITERIA
The load limits and balance conditions are as noted in Table 6−1.
Do not exceed these limitations at any time during flight.
Use the helicopter Basic Weight as recorded in the Basic Weight and Balance Recordinserted in this section to perform all weight and balance computations. Basic Weightincludes oil, hydraulic fluid, and unusable fuel.
6−3. EQUIPMENT REMOVAL OR INSTALLATION
Removal or addition of equipment must be entered on the repair and alterationreport form, FAA 337, in accordance with Federal Air Regulations which shall thenbecome part of the helicopter log book file.
Record the weight and balance effects of these changes in the Basic Weight andBalance Record inserted in this section.
Use the balance and station diagrams shown as an aid for weight and balancechanges.
Use the following tables to assist in determining weight and balance effects withdoors opened or removed.
Table 6−2. Cockpit, Cabin, and Baggage Compartment Doors Weight Data
ITEMWEIGHT
(LB)LONGITUDINAL
STATION(ARM)
LATERALSTATION
(ARM)
MOMENT(IN−LB)
Longitudinal Lateral
Cockpit doors (2) 24.0 132.9 �30.6 3190 �367
Cabin doors (2) 32.2 196.0 �31.2 6311 �502
Baggage door (1) 9.4 269.0 0 2529 0
Table 6−3. Cabin Doors Open Weight Data
ITEM
WEIGHT(LB)
LONGITUDINALSTATION
(ARM)
LATERALSTATION
(ARM)
MOMENT(IN−LB)
Longitudinal Lateral
Cabin doors (2) 32.2 248.0 �31.2 7986 �502
Note: At minimum flying weight (3500 LBS) the CG shifts 0.48 inch aft with cabin doorsopen.
At maximum gross weight (6250 LBS) the CG shifts 0.27 inch aft with cabin doors open.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−8Reissue 1
6−4. LONGITUDINAL WEIGHT AND BALANCE DETERMINATION:PASSENGER CONFIGURATION
To determine that the gross weight and longitudinal center of gravity (fore andaft) for a given flight are within limits, proceed as follows.
Obtain aircraft basic weight and moment from the Weight and Balance Record in-serted in this section.
Determine weights and moments of useful load items (Ref. Figure 6−2).
Add above items.
Determine corresponding center of gravity for gross weight by dividing total momentby gross weight. This computation must be done with zero fuel and with missionfuel gross weight (Ref. EXAMPLE I: ).
NOTE: If loadings are not symmetrical about the aircraft centerline, determine lateralCG’s as described in Paragraphs 6−6 and 6−7.
EXAMPLE I: Longitudinal CG Determination − Passenger
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight (from Figure 6−4) 3272.8 688665
Pilot 170 130.70 22219
Copilot/Passenger 170 130.70 22219
Passenger − Rear Facing R/H 170 173.0 29410
Passenger − Rear Facing L/H 170 173.0 29410
Passenger − FWD Facing R/H 170 213.0 36210
Passenger − FWD Facing L/H 170 213.0 36210
1. Zero Fuel WeightAdd: Fuel (Jet−A)
4292.8994.0 191.1
864343189953
2. Gross Weight 5286.8 1054296
Calculation of Longitudinal CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight=
864343= 201.3
Zero Fuel Weight 4292.8
CG at Gross Weight:
Moment at Gross Weight=
1054296= 199.4
Gross Weight 5286.8
NOTE: The CG’s fall within the limits specified in Table 6−1; therefore, the loading meetsthe longitudinal CG limits.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−9Reissue 1
6−5. LONGITUDINAL LOADING OF CARGO
The large aft compartment of the Model 900 provides great flexibility in the varietyof cargo loads it can accommodate.
To determine the gross weight and center of gravity for a given flight are withinlimits, proceed as follows.Obtain the Basic Weight and Moment from the Weight and Balance Record (Ref.Figure 6−4).
Establish the weight of cargo load.
Determine the location of the cargo longitudinal CG (Ref. Figure 6−3)
Obtain the cargo moment:
Cargo Moment = Cargo Weight X Cargo CGPerform weight and balance as previously described for passenger configura-tion.
EXAMPLE II: Longitudinal CG Determination − Cargo
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight (from Figure 6−4) 3272.8 688665
Pilot 170 130.7 22219
Copilot/Passenger 170 130.7 22219
Cargo 750 190.0 142500
1. Zero Fuel WeightAdd: Fuel (Jet−A)
4362.8300.0 187.0
87560356100
2. Gross Weight 4662.8 931703
Calculation of Longitudinal CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight=
875603= 200.7
Zero Fuel Weight 4362.8
CG at Gross Weight:
Moment at Gross Weight=
931703= 199.8
Gross Weight 4662.8
NOTE: The CG’s fall within the limits specified in Table 6−1; therefore, the loading meetsthe longitudinal CG limits.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−10Reissue 1
6−6. PERMISSIBLE LATERAL LOADINGS − PASSENGERCONFIGURATION
Safe operation of this helicopter requires that it be flown within established lateralas well as longitudinal center of gravity limits.
It is therefore imperative that lateral center of gravity control be exercised.
All combinations of internal loadings are permissible if gross weight, longitudinal,and lateral center of gravity considerations permit.
To determine the gross weight and center of gravity for a given flight are withinlimits, proceed as follows.Obtain the basic weight and longitudinal moment from The Basic Weight and Bal-ance Record (Ref. Figure 6−4).
For pilot and passenger longitudinal and lateral center of gravity stations, see
Figure 6−2.
EXAMPLE III: Lateral CG Determination − Passenger
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight (from Figure 6−4) 3272.8 1309
Pilot 170 +15.85 2695
Passenger − Rear Facing R/H 170 +19.00 3230
Passenger − FWD Facing R/H 170 +19.00 3230
1. Zero Fuel WeightAdd: Fuel (Jet−A)
3782.8500.0
−−10464
0
2. Gross Weight 4282.8 10464
Calculation of Lateral CG
CG at Zero Fuel Weight:
Moment at Zero Fuel Weight=
10464= 2.77
Zero Fuel Weight 3782.8
CG at Gross Weight:
Moment at Gross Weight=
10464= 2.44
Gross Weight 4282.8
NOTE: The CG’s fall outside the limits specified in Table 6−1; therefore, the loadingdoes not meet the lateral CG limits.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−11Reissue 1
6−7. LATERAL LOADING OF CARGO
To determine the gross weight and lateral center of gravity for a given flight arewith limits, proceed as follows.
Find weight of load.
Determine lateral location (station) of load center of gravity.
Measure load distance from aircraft (centerline) lateral station zero), right(+) : left (−).
Obtain the lateral load moment as follows.
Lateral moment = weight X lateral station (or use Table 6−10).
Perform weight and balance as previously described for longitudinal CG determina-tions.
6−8. INTERNAL LOADING OF CARGO
The following instructions should be followed when carrying internal cargo.
Restrain the cargo from shifting by using the correct number of tiedowns in accor-dance with Table 6−4.
Locate restraint loops in accordance with Figure 6−6.
NOTE: Cargo carried in the baggage compartment shall not be higher than 36 inches.
To assure that cargo is properly secured, refer to Table 6−4.
The numbered tiedown location is located in the far left column of Table 6−4with their respective restraint values in the six columns to the right.
Locate the cargo tiedown numbers for all of the tiedowns that you will be usingin the respective cargo areas (main cabin or baggage compartment).
Add the restraint values for each of the tiedowns in each of the three directions(forward, left and right).
If the sum of restraint values in each of the three directions equals or exceeds theweight of the cargo, then the cargo is sufficiently restrained.
NOTE: 1. Cargo should be centered in the cabin or baggage compartment.2. Do not load cargo outside the perimeter defined by the cargo tiedown fittings.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−12Reissue 1
EXAMPLE IV: Tiedown 500 pounds of cargo in the main cabin.
LATERAL
TIEDOWN No. FORWARD LEFT RIGHT
1 −−− 220 −−−
14 −−− −−− 220
2 20 40 −−−
13 20 −−− 40
4 130 40 −−−
11 130 −−− 40
5 120 220 −−−
10 120 −−− 220
____ ____ ____
TOTAL 540 520 520
Since all three values exceed the weight of the cargo (500 pounds), the cargo issufficiently restrained.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−13Reissue 1
Table 6−4. Internal Cargo Loading
TIE−DOWN LOCATION RESTRAINT VALUE/POUNDS OF CARGO
TIE−DOWNNUMBER
FUSELAGESTATION
LATERALSTATION
MAIN CABINRESTRAINT DIRECTION
BAGGAGE COMPARTMENTRESTRAINT DIRECTION
FORWARDLATERALLEFT (−)
LATERALRIGHT (+)
FORWARDLATERALLEFT (−)
LATERALRIGHT (+)
1 156.8 −27.0 220
2 174.9 −25.0 20 40
3 193.0 −25.0 130 20
4 211.1 −25.0 130 40
5 229.2 −27.0 120 220
6 229.2 −11.0 50 240
7 229.2 −8.0 50 240
8 229.2 8.0 50 240
9 229.2 11.0 50 240
10 229.2 27.0 120 220
11 211.1 25.0 130 40
12 193.0 25.0 130 20
13 174.9 25.0 20 40
14 156.8 27.0 220
15 156.8 11.0 240
16 156.8 8.0 240
17 156.8 −8.0 240
18 156.8 −11.0 240
19 232.9 −21.6 90 185
20 251.0 −24.8 120 135 110
21 233.3 0.0 85 85
22 257.9 0.0 20 120 120
23 232.9 21.6 90 185
24 251.0 24.8 120 135 110
25 230.5 −24.6 110
26 230.5 24.6 110
27 269.0 −17.5 105
28 269.0 17.5 105
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−14Reissue 1
CARGO RESTRAINT LOCATION
1
2
3
4
5 6 7 8 9 10
12
13
1415161718
19
20
21 23
24
25 26
27 28
FWD
LEFT RIGHT
11
F92−056
TIEDOWNS 25 AND 26 ARE ‘‘D’’RINGS LOCATED AT WL 154.5
TIEDOWNS 19 THRU 28 ARE‘‘D’’ RINGS. TIE DOWNS 27 AND28 ARE LOCATED AT WL 155.0
22
Figure 6−6. Cargo Restraint
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−15Reissue 1
183 184 185 186 187 188 189 190 191FUSELAGE STATION CG
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
425
450
475
500
525
550
575
600
625
650
675
700
725
750
775
800
825
850
875
900
925
950
975
1000
FU
EL
WE
IGH
T −
PO
UN
DS
F92−057−1
NOTES:
WEIGHTS AND MOMENTS BASED ON JET−A FUEL
2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPONTHE SPECIFIC GRAVITY AND TEMPERATUREVARIATION SHOULD BE ANTICIPATED IN GAUGE READINGS WHEN TANKS ARE FULL.
3. FUEL CG VARIES WITH QUANTITY
(ASTM D−1655) AT 6.8 POUNDS PER U.S. GALLON
1025
1050
1075
1100
Figure 6−7. Fuel Station Diagram − Jet−A
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−16Reissue 1
F92−057−2
FU
EL
WE
IGH
T −
PO
UN
DS
183 184 185 186 187 188 189 190 191
FUSELAGE STATION CG
0
25
50
75
100
125
150
175
200
225
250
275
300
325
350
375
400
425
450
475
500
525
550
575
600
625
650
675
700
725
750
775
800
825
850
875
900
925
950
975
1000
NOTES:WEIGHTS AND MOMENTS BASED ON JET B FUEL
2. TOTAL WEIGHT OF FUEL IS DEPENDENT UPONTHE SPECIFIC GRAVITY AND TEMPERATUREVARIATION SHOULD BE ANTICIPATED IN GAUGE READINGS WHEN TANKS ARE FULL.
3. FUEL CG VARIES WITH QUANTITY
(ASTM D−1655) AT 6.5 POUNDS PER U.S. GALLON
1025
1050
Figure 6−8. Fuel Station Diagram − Jet−B
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−17Reissue 1
Table 6−5. Fuel Loading Table − Jet A (6.8 lb/U.S. gal)
VOLUME U.S. GALLONS
WEIGHTPOUNDS
STATIONINCHES
MOMENTIN−LBS
10 68 184.0 1251115 102 184.4 1881320 136 184.9 2514425 170 185.3 3150330 204 185.7 37888
35 238 186.1 4429740 272 186.5 5072845 306 186.9 5718150 340 187.2 6365355 374 187.5 70142
60 408 187.9 7664765 442 188.2 8316670 476 188.4 8969775 510 188.7 9623780 544 188.9 102787
85 578 189.2 10934390 612 189.4 11590595 646 189.6 122470
100 680 189.8 129038105 714 189.9 135607
110 748 190.1 142176115 782 190.2 148744120 816 190.3 155309125 850 190.4 161872130 884 190.5 168431
135 918 190.6 174986140 952 190.7 181537145 986 190.8 188033150 1020 190.8 194626155 1054 190.9 201165160 1088 190.9 207710
NOTES:1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICI−PATED IN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.3. MAXIMUM USEABLE FUEL QUANTITY IS 994 LBS.4. MAXIMUM USEABLE FUEL QUANTITY IS 1078 LBS. WITH RANGE
EXTENDER
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−18Reissue 1
Table 6−6. Fuel Loading Table − Jet B (6.5 lb/U.S. gal)
VOLUME U.S. GALLONS
WEIGHTPOUNDS
STATIONINCHES
MOMENTIN−LBS
10 65 184.0 1195915 98 184.4 1798320 130 184.9 2403525 163 185.3 3011330 195 185.7 36216
35 228 186.1 4234240 260 186.5 4849045 293 186.9 5465850 325 187.2 6084555 358 187.5 67048
60 390 187.9 7326665 423 188.2 7949770 455 188.4 8573975 488 188.7 9199280 520 188.9 98252
85 553 189.2 10451990 585 189.4 11079195 618 189.6 117067
100 650 189.8 123345105 683 189.9 129624
110 715 190.1 135903115 748 190.2 142181120 780 190.3 148457125 813 190.4 154730130 845 190.5 161000
135 878 190.6 167266140 910 190.7 173528145 943 190.8 179786150 975 190.8 186040155 1008 190.9 192290160 1040 190.9 198538
NOTES:1. TOTAL WEIGHT OF FUEL IS DEPENDANT UPON THE SPECIFIC
GRAVITY AND TEMPERATURE. VARIATION SHOULD BE ANTICIPATEDIN GAUGE READINGS WHEN TANKS ARE FULL.
2. FUEL CG VARIES WITH QUANTITY.3. MAXIMUM USEABLE FUEL QUANTITY IS 950 LBS. 4. MAXIMUM USEABLE FUEL QUANTITY IS 1030 LBS. WITH RANGE
EXTENDER
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−19Reissue 1
Table 6−7. Weight and Longitudinal Moments − Pilot, Passengers, Baggage
PASSENGERWEIGHT
(LBS)
PILOT OR COPILOT/PASSENGER STA 130.7
REAR FACING PASSENGER
STA 173.0
FWD FACINGPASSENGER
STA 213.0
MOMENT(IN−LB)
MOMENT(IN−LB)
MOMENT(IN−LB)
100 13070 17300 21300
120 15684 20760 25560
140 18298 24220 29820
160 20912 27680 34080
180 23526 31140 38340
200 26140 34600 42600
220 28754 38060 46860
240 31368 41520 51120
BAGGAGE(LBS)
AFTBAGGAGESTA 245.6 BAGGAGE
(LBS)
AFTBAGGAGESTA 245.6
MOMENT(IN−LB)
MOMENT(IN−LB)
100 24560 320 78592
120 29472 340 83504
140 34384 360 88416
160 39296 380 93328
180 44208 400 98240
200 49120 420 103152
220 54032 440 108064
240 58944 460 112976
260 63856 480 117888
280 68768 500 122800
300 73680
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−20Reissue 1
Table 6−8. Weight and Longitudinal Moments − Cargo
WEIGHT(LBS)
MOMENT (IN−LB)
STATION 160 STATION 180 STATION 200 STATION 220 STATION 240
100 16000 18000 20000 22000 24000
120 19200 21600 24000 26400 28800
140 22400 25200 28000 30800 33600
160 25600 28800 32000 35200 38400
180 28800 32400 36000 39600 43200
200 32000 36000 40000 44000 48000
220 35200 39600 44000 48400 52800
240 38400 43200 48000 52800 57600
260 41600 46800 52000 57200 62400
280 44800 50400 56000 61600 67200
300 48000 54000 60000 66000 72000
320 51200 57600 64000 70400 76800
340 54400 61200 68000 74800 81600
360 57600 64800 72000 79200 86400
380 60800 68400 76000 83600 91200
400 64000 72000 80000 88000 96000
420 67200 75600 84000 92400 100800
440 70400 79200 88000 96800 105600
460 73600 82800 92000 101200 110400
480 76800 86400 96000 105600 115200
500 80000 90000 100000 110000 120000
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Weight andBalance Data
Original 6−21Reissue 1
Table 6−9. Weight and Lateral Moments − Pilot and Passengers
PASSENGERWEIGHT
(LBS)
PILOT OR COPILOT/PASSENGER
STA. ±15.85*
REAR FACINGPASSENGERSTA. ±19.00*
FWD FACINGPASSENGERSTA. ±19.00*
MOMENT(IN−LB)
MOMENT(IN−LB)
MOMENT(IN−LB)
100 1585 1900 1900
110 1744 2090 2090
120 1902 2280 2280
130 2061 2470 2470
140 2219 2660 2660
150 2378 2850 2850
160 2536 3040 3040
170 2695 3230 3230
180 2853 3420 3420
190 3012 3610 3610
200 3170 3800 3800
210 3329 3990 3990
220 3487 4810 4810
230 3646 4370 4370
240 3804 4560 4560
250 3963 4750 4750
260 4121 4940 4940
270 4280 5130 5130
280 4438 5320 5320
290 4597 5510 5510
300 4755 5700 5700
*Indicated moments are + (right lateral) and − (left lateral).
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Weight andBalance Data
Original6−22Reissue 1
Table 6−10. Weight and Lateral Moments − Cargo
WEIGHT(LBS)
MOMENT (IN−LB)
LATERAL STATION ±5 in.*
LATERAL STATION ±10 in.*
LATERAL STATION ±15 in.*
LATERAL STATION ±20 in.*
20 100 200 300 400
40 200 400 600 800
60 300 600 900 1200
80 400 800 1200 1600
90 450 900 1350 1800
100 500 1000 1500 2000
110 550 1100 1650 2200
120 600 1200 1800 2400
130 650 1300 1950 2600
140 700 1400 2100 2800
150 750 1500 2250 3000
160 800 1600 2400 3200
170 850 1700 2550 3400
180 900 1800 2700 3600
l90 950 1900 2850 3800
200 1000 2000 3000 4000
210 1050 2100 3150 4200
220 1100 2200 3300 4400
230 1150 2300 3450 4600
240 1200 2400 3600 4800
250 1250 2500 3750 5000
260 1300 2600 3900 5200
270 1350 2700 4050 5400
280 1400 2800 4200 5600
290 1450 2900 4350 5800
300 1500 3000 4500 6000
*Indicated moments are + (right lateral) and − (left lateral).
Systems Description
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original 7−iReissue 1
S E C T I O N V I ISYSTEMS DESCRIPTION
TABLE OF CONTENTS
PARAGRAPH PAGE7−1. Helicopter Exterior Description 7−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−1. Helicopter − Major Components 7−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−2. Fuselage 7−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−2. Door Opening Decals − Exterior 7−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−3. Tailboom and Empennage 7−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−4. Landing Gear 7−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−3. Landing Gear 7−7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−5. Main Rotor System 7−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−4. Main Rotor System 7−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−6. Flight Controls 7−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−5. Cyclic Controls Subsystem 7−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−6. Collective Controls Subsystem 7−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−7. Upper Flight Controls Subsystem 7−14. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 1 of 3) 7−16. . . . . . . . . . . . . . . .
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 2 of 3) 7−17. . . . . . . . . . . . . . . .
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 3 of 3) 7−18. . . . . . . . . . . . . . . .
Figure 7−9. VSCS Control Subsystem 7−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−7. Hydraulic Systems 7−20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−10. Hydraulic System Installation 7−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−11. Hydraulic System Block Diagram 7−22. . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−12. Rotor Brake System 7−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−8. Propulsion System 7−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−13. PW207E Engine Installation 7−24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−14. Powerplant − Components 7−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−15. Drive System (Sheet 1 of 2) 7−26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−15. Drive System (Sheet 2 of 2) 7−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−9. Engine Air Intake and Inlet Particle Separator (IPS) 7−28. . . . . . . . . . . . . . . . . . . . . . .
Figure 7−16. Engine Air Intake 7−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−10. Engine Power Management System 7−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Systems Description
CSP−902RFM207E−1
Original7−iiReissue 1
PARAGRAPH PAGE7−11. Fuel System 7−31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−17. Fuel System Schematic 7−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−18. IIDS Fuel System Display 7−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−12. Fire Extinguishing System 7−34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−19. Fire Extinguishing System 7−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−13. Electrical System 7−36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−20. Battery Power and External Power Subsystem Block Diagram 7−36.
Figure 7−21. Battery Power, External Power, and DC Power Component Locator 7−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−14. Environmental Control 7−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−22. Heat/Defog System Schematic 7−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−15. Integrated Instrumentation Display System (IIDS) 7−41. . . . . . . . . . . . . . . . . . . . . . .
Figure 7−23. IIDS System Monitoring 7−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−24. IIDS Display Brightness Control 7−45. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−25. Alphanumeric Display 7−47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages 7−47. . . . . . . . . . . . . . . . . . . . . . . .
7−16. IIDS Data Storage 7−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7−17. Balance Monitoring System 7−52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−26. Balance Monitoring System Installation 7−52. . . . . . . . . . . . . . . . . . . . .
7−18. IIDS Menu Structures 7−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−27. IIDS Top Level Menus 7−53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−28. Time Summary 7−54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−29. Balance Monitor, Main Rotor Balance 7−55. . . . . . . . . . . . . . . . . . . . . . .
Figure 7−30. Balance Monitor, Run M/R Measurements 7−56. . . . . . . . . . . . . . . . . . .
Figure 7−31. Balance Monitor, Main Rotor Configuration 7−57. . . . . . . . . . . . . . . . . .
Figure 7−32. Balance Monitor, Main Rotor Solution Options 7−58. . . . . . . . . . . . . . .
Figure 7−33. Balance Monitor, Display M/R Solution 7−59. . . . . . . . . . . . . . . . . . . . . .
Figure 7−34. Balance Monitor, M/R Track 7−60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−35. Balance Monitor, NOTARR Balance 7−61. . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−36. Balance Monitor, NOTARR Data 7−62. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−37. Balance Monitor, Spectrum 7−63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−38. Balance Monitor, BMS Fault Log 7−64. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−39. Balance Monitor, BMS Version Log 7−65. . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−40. Balance Monitor, BMS Maintenance 7−66. . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−41. Aircraft Monitor, Exceedance Log Menu 7−67. . . . . . . . . . . . . . . . . . . . .
Systems Description
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original 7−iii/(7−iv blank)Reissue 1
PARAGRAPH PAGEFigure 7−42. Aircraft Monitor − Trend Log 7−68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−43. Aircraft Monitor, Fault Log Menu 7−69. . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−44. Aircraft Monitor − IIDS Setup 7−70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−45. Fuel Calibration 7−71. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−46. Set Engine Parameters 7−72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 7−47. Set Time/Date 7−72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−1Reissue 1
SECTION VIISYSTEMS DESCRIPTION
7−1. HELICOPTER EXTERIOR DESCRIPTION
Design features:
� Category A performance capabilities
� Cockpit with outstanding field of view
� All composite fuselage with expanded aluminium foil embedded in skin for light-ning protection
� Wide (52 in/132 cm), sliding cabin doors for loading bulky cargo
� Crash resistant fuel cell
� Built−in steps and work platforms for maintenance
� NOTAR� anti−torque system
� H−type empennage with twin vertical stabilizers
� Five−bladed main rotor with swept blade tips
� Hingeless low drag main rotor hub
� Optional engine inlet air particle separator
� On−board systems monitoring and computerized track and balance
The patented NOTAR� anti−torque system provides many benefits. It results inlow noise by locating the fan in the fuselage and eliminating the conventional noisytail rotor, provides outstanding safety because there is no exposed tail rotor, andimproved directional controllability over that of the conventional tail rotor helicopter.
The five−bladed main rotor is designed for outstanding performance and flying quali-ties. Vibration in the passenger spaces is minimized by the incorporation of thefive blades and the unique dynamically−tuned ‘‘static mount" that supports therotor and transmission. The swept tips on rotor blades improve performance andreduce main rotor noise. Interior noise is minimized by using an acoustic noiseattenuating support for the transmission gearbox, and acoustic insulation in theceiling and sidewalls of the cabin.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−2Reissue 1
MAIN ROTOR BLADEASSEMBLY
ENGINERIGHTHAND
ENGINELEFT HAND
EMPENNAGEASSEMBLY
UPPER COWLINGAND FAIRINGS
TRANSMISSIONASSEMBLY TAILBOOM
ASSEMBLY
ANTI−TORQUETHRUSTER
BAGGAGECOMPARTMENTDOOR
ANTI−TORQUEASSEMBLY
CABIN DOOR
LANDING GEARASSEMBLY
COCKPITDOOR
FLIGHTCONTROLS
FUSELAGE STRUCTUREASSEMBLY
COCKPITDOOR
CABIN DOOR
F92−058
Figure 7−1. Helicopter − Major Components
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−3Reissue 1
The composite flexbeam main rotor hub replaces the normal hinges with a fiberglass/epoxy flexbeam that twists and bends to accommodate the blade motions. It, andthe elastomeric lead/lag dampers, are located within the elliptical pitchcase for alow drag hub that is composed of a minimum number of parts.
The empennage includes a fixed horizontal stabilizer and two controlled verticalstabilizers that provide directional stability.
The screened NOTAR� inlet is on the top of the cowling, between the engines andaft of the rotor. In this location it is protected from dust and debris, and is shapedto direct NOTAR� fan noise up and away from observers on the ground, thus helpingto minimize noise.
The cabin floor is approximately three feet above the ground. This provides spaceunder the fuselage for the energy absorbing landing gear to deflect, and room inthe lower fuselage for the 161.3 gallon fuel cell. A convenience step is providedon the right side of the fuselage for entering and departing.
Step/handholds and fold−out work platforms are built into the sides of the fuselage,forward and aft of the cabin doors, for easy access to equipment located on theengine and transmission decks.
Two tiedown fittings are positioned high on the sides of the fuselage in line withthe forward edge of the cabin doors, and one on the fuselage centerline just abovethe baggage compartment door. Fabric socks are used to capture the blade tipsfor tying them to the landing gear crosstubes.
7−2. FUSELAGE
The fuselage contains the cockpit; cabin; baggage compartment; fuel cell; NOTAR�
fan, support, and ducts; and avionics equipment. The rotor/transmission support,engines, and systems equipment are mounted on the top, and the landing gearon the bottom. The fuselage structure has an aluminum upper deck, main frames,and anti−plowbeams under the cockpit, with graphite/epoxy skins, keel beams,cockpit framing, floors, and doors.
The fuselage is one of three components that contribute to an integrated systemsapproach to the MD Explorer’s hard landing energy absorbing concept. The othersare the landing gear and crew/passenger seats. This approach has served well inthe OH−6A, AH−64A, and MD500 helicopters.
The cabin has an open flat floor from the front of the copilot’s station throughthe cabin and to the back of the baggage compartment area. With the seats removed,the entire floor area is usable for loading cargo.
Space is provided in the nose for the battery; under the cockpit floor and in thebaggage compartment for avionics equipment; and under the baggage compartmentfloor for air conditioning equipment. The single fuel cell is mounted in the bellyof the fuselage surrounded by bulkheads fore and aft, and keel beams to the sides.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−4Reissue 1
Entry Doors:
Hinged cockpit doors, sliding cabin doors, and a hinged baggage compartment doorprovide access. The cockpit doors have door release handles that allow the doorsto be removed (Ref. Section VIII). The windows in the cabin doors are easily remov-able and the meet Transport Category emergency exit size criteria.
The cockpit door handles have four positions and main cabin door handles havethree positions:
F927−024CABIN DOOR OPENING DECALCOCKPIT DOOR OPENING DECAL
KEYLOCK
SAFELOCK
OPEN
SLAM
SAFELOCK
OPEN
LOCK
SLIDING
DOOR
Figure 7−2. Door Opening Decals − ExteriorThe rotor/transmission mount consists of an eight−legged metal truss that sup-ports the mast base and the static mast. The transmission gearbox mounts beneaththe mast base and the rotor turns on the static mast tube on a set of tapered rollerthrust bearings. Two of the truss tubes on the right side of the aircraft are removablefor transmission maintenance.
Graphite/epoxy cowlings and access doors on top of the fuselage enclose the equip-ment located there.
Saddle mounts in the lower fuselage clamp the forward and aft landing gear cross-tubes in place.
Lightning protection for the graphite/epoxy skins is provided by expanded alumi-num foil molded into the surface, with all components electrically bonded together.Electromagnetic pulse protection (EMP) is provided by the aluminum structure,the expanded aluminum foil on the graphite skins, and the shielding of individualelectric/avionics systems components and wiring.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−5Reissue 1
7−3. TAILBOOM AND EMPENNAGE
Anti−torque, directional control, and yaw stability is provided by the NOTAR�
fan, circulation control tailboom, the thruster, and the horizontal and verticalstabilizers with VSCS.
The NOTAR� fan is driven directly from the main transmission. The fan is locatedin the aft fuselage, and supplies pressurized air to the tailboom (pressure ratio= 1.02 to 1.12). Its blade pitch and the thruster nozzle rotational positions are oper-ated by the anti−torque pedals.
The circulation control tailboom is a hollow graphite/epoxy cylinder that boltsto the aft end of the fuselage and supports the horizontal and vertical stabilizers,tail bumper, and the thruster. The tailboom directs the pressurized air to the thrusterwhile allowing some air to flow out of the two slots along its right side. This arrange-ment creates a significant side force on the tailboom as a result of the circulationflow around the tailboom while it is immersed in the main rotor downwash. Theremainder of the side force required for directional control is produced by airflowout of the controllable direct jet thruster at the end of the tailboom.
The empennage consists of the horizontal stabilizer with upper and lower moveablevertical stabilizers located at each tip. The horizontal and vertical surfaces are graph-ite/epoxy. The horizontal stabilizer has an inverted NACA 2412 airfoil with a fixedincidence of −1 degree. A trailing edge Gurney tab is installed above and belowthe airfoil to balance aerodynamic moments. The vertical stabilizers have a hybridNACA 23012/NACA 0012 airfoil cambered toward the right side of the helicopter.
The vertical stabilizers are controlled in incidence by electro−mechanical actuatorslocated within the horizontal stabilizer that operate in response to collective pitchinputs. Both vertical stabilizers also respond to the Vertical Stabilizer Control Sys-tem (VSCS) to function as a yaw damper.
To minimize tail vibration, the horizontal stabilizer attaches to the top of the tailboomwith an energy absorbing mount that is hinged along a fore−and−aft axis at theright side, and connected by an elastomeric damper on the left side.
Lightning protection is provided by a strip of aluminum foil bonded onto thesurface of the tailboom, expanded aluminum foil co−cured onto the empennage sur-faces, and jumpers to form a continuous electrical path to the fuselage.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−6Reissue 1
7−4. LANDING GEAR
The landing gear (Ref. Figure 7−3) supports the helicopter when it is in contactwith the ground. The landing gear can withstand loads encountered during landing,ground handling, and provides a stable platform to prevent ground resonance.
The landing gear primarily absorbs normal landing forces, with the capabilitiesto absorb severe landing forces during overload conditions. The landing gear dimen-sions are based on the required minimum roll−over and minimum pitch−over angles.A minimum angle of 27 degrees is maintained from the center of gravity (CG) locationto the skid−to−ground contact point. The landing gear consists of the following compo-nents:
Forward and Aft Crosstubes − Provide energy absorbing capabilities during nor-mal or severe landings.
Forward and Aft Saddle Assemblies − Provide a means to attach the crosstubeassemblies to the fuselage attachment points.
Side Stop Clamp Assemblies − Prevent side movement of the crosstube assemblies.
Forward Spacer Fittings − Forward attachments for the skid tubes and forwardcrosstube assembly.
Skid Tubes − Provide landing gear−to−ground contact points.
Damper Assemblies − Aft attachments for the skid tubes and aft crosstube assem-bly.
Each damper has a reservoir fluid level indicator that is a rotating shaft whichshows through a 120� pie shaped window. When the reservoir is filled, the windowshows green with a very thin wedge of red showing to the first notch on thehousing. The thin wedge of red shows the reservoir is not completely full, toallow for fluid expansion.
Ensure fluid level in reservoir is within limits.
Reservoir is near empty, when the window shows red and should be serviced(RMM. Section 12−00−00).
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−7Reissue 1
LANDING GEAR DAMPER
RESERVIOR FLUIDLEVEL INDICATOR
FIRST NOTCH
SECOND NOTCH
GREENRED
EMPTY FULL
F92−060
RESERVOIR INDICATOR CLOCKING TYPICAL
SKID TUBE
FORWARDSPACER FITTING
AFTSADDLE ASSEMBLY
AFTCROSSTUBE
SIDE STOPCLAMP ASSEMBLY
PLUG
DAMPERASSEMBLY
AFTABRASION STRIP
FORWARDCROSSTUBE
FORWARDSADDLE ASSEMBLY
STEP
FORWARDABRASION STRIP
GROUND HANDLINGATTACH POINTS
MID ABRASIONSTRIP
Figure 7−3. Landing Gear
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−8Reissue 1
7−5. MAIN ROTOR SYSTEM
The main rotor is a five−bladed, fully articulated hingeless flexbeam system. Therotor diameter is 33.83 ft (10.34 m) with a blade chord of 10 in (25 cm). At its nominal100 percent rotational speed (NR), the rotor runs at 392 rpm (695 feet/second tipspeed).
The flexbeam is primarily a unidirectional fiberglass/epoxy, y−shaped member thatconnects the blade to the rotor hub, and twists and bends to accommodate the blademotions, resisting centrifugal force while transmitting drive torque to the blade.The five flexbeams attach to the hub by five bolts.
The pitchcase is a hollow, elliptically shaped graphite/epoxy tube that surroundsthe flexbeam and is attached to both the flexbeam and the blade at its outboardend by a pair of expandable−bushing bolts. The pitchcase provides flapwise, chord-wise, and torsional stiffness to the inboard end of the blade and serves to transmitthe feathering control motions to the blade. The pitchcase is attached to the hubat its inboard end by the elastomeric snubber/damper that provides centering forflapping and feathering motions, and by a combination spring/damper restraintfor chordwise motion to eliminate ground resonance. An elastomeric bumper isbonded to the flexbeam halfway along its length to bear against the inside of thepitchcase and restrict a flexbeam bending oscillation that would otherwise occurduring spin−up and shut−down of the rotor.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−9Reissue 1
OUTBOARDABRASION STRIP
TRIM TABASSEMBLY
MAINROTOR
HUB
PITCHCASE
FLEXBEAM
ROTOR BLADE
INBOARDABRASION STRIP
ROTOR BLADERETENTION BOLTS
CENTERINGBEARING
PITCH CHANGEHORN
DRIVEPLATE
DAMPER
SCISSORS
LOWERHUB
FLEXBEAMBUMPER
UPPERHUB
DRIVERING
F92−061
Figure 7−4. Main Rotor SystemThe hub consists of two machined aluminum plates with a steel spacer betweenthem. The plates are grooved to accept the flexbeams and are bolted together withthe same bolts that attach the flexbeams. The hub mounts to the static mast bya pair of grease lubricated, tapered roller bearings. A splined drive plate bolts tothe top of the hub and is driven by the main rotor shaft that rotates inside themast.
This static mast rotor support configuration has been used successfully in theOH−6A, AH−64A, and MD500 helicopters and is incorporated into the MD Explorerfor three reasons:
Vibration Control − fuselage/mast/rotor structure is tuned dynamically for mini-mum vibration.
Reduced transmission weight − gearcase is not required to support rotor loads.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−10Reissue 1
Safety − if the drive shaft should break, the rotor remains mounted to the mastby its two bearings for a safe autorotation landing.
The main rotor blade is made from fiberglass/epoxy with a hollow leading edgespar and a Nomex honeycomb−filled trailing edge. It has a theoretical twist of −10degrees; and the high performance airfoil tapers in thickness from 12 percent atit’s inboard end to 9.5 percent at the tip. The outboard 14 in. (36 cm) of the bladeplanform has a parabolic swept back taper. A 8 in. (20 cm) long by 3/4 in. (20 mm)chord trim tab is centered on the 77 percent radius station. Two pockets in thebottom of the blade near the tip are provided for installing blade balance weights.
A titanium abrasion strip protects the inboard, constant−chord portion of the bladewhile an electroformed nickel abrasion strip is fitted outboard. A polyurethane sheetprotects the under side of the blade outboard.
The MD Explorer has a built−in track and balance system for the main rotor andfor the NOTAR� fan blades that operates through the Integrated Instrument DisplaySystem (IIDS).
Lightning protection is afforded by a continuous electrical path from blade tipto rotor mast, and so on into the fuselage. This consists of the metal abrasion stripon the blade, expanded aluminum foil co−cured onto the surface of the pitchcase,dual jumpers across all joints, and twin carbon brushes for hub−to−mast continuity.
7−6. FLIGHT CONTROLS
The flight controls provide a means of controlling blade pitch of the main rotorin flight and during ground operations. The helicopter is equipped with dual pilotcontrols.
The flight controls integrate pilot inputs from the cyclic, collective, and anti−torquesubsystems. The cyclic and collective control stick inputs are mechanically linkedto the upper flight controls for longitudinal, lateral, and vertical control. The anti−torque pedal inputs are transmitted to the NOTAR� fan and direct jet thrusterfor directional control. The flight controls consist of the cyclic controls, collectivecontrols, upper flight controls, anti−torque controls, and vertical stabilizer controlsubsystems.
The cyclic controls subsystem controls helicopter pitch and roll attitudes (longitu-dinal and lateral control). The cyclic controls move the upper flight controls to cycleincreases or decreases in the rotor blades angle of attack in a cyclic manner aroundthe rotor azimuth. The result is a change in the helicopter pitch and/or roll attitude.
The cyclic control subsystem consists of the following components:
Cyclic stick assembly − Provides pilot control of helicopter pitch and/or roll atti-tude. This cyclic stick mount places the stick grip at its highest point abovethe floor when it is farthest aft − it moves down as it moves forward. This allowsthe pilot to rest his/her forearm on his/her thigh throughout all flight modesfor very comfortable flying.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−11Reissue 1
Longitudinal and lateral trim actuators − Allow the pilot to position the cyclicas required during flight and while on the ground.
Longitudinal linkages − Allow for cyclic input to the main rotor blades for helicop-ter pitch control.
Longitudinal servoactuator − Hydraulically transfers longitudinal linkage inputsto position the upper flight controls.
Lateral linkages − Allow for cyclic input to the main rotor blades for helicopterroll control.
Lateral servoactuator − Hydraulically transfers lateral linkage inputs to positionthe upper flight controls.
The collective controls subsystem controls helicopter lift (vertical control) andthrust. As the collective stick assembly is moved, control linkages increase or de-crease the rotor blades angle of attack.
The collective pitch system includes two automatic control features:
Conventional ‘‘anticipatory" circuit into the Engine Electronic Controls (EEC) toprepare them for an upcoming change of power demanded by the changing collectivepitch position, and vertical stabilizer incidence angle change (VSCS).
The collective control subsystem consists of:
Collective stick assembly − Provides pilot control of helicopter lift.
Collective friction unit − Allows collective stick assembly resistance to varyfrom 5−25 lb (2.27−11.34 kg).
Collective friction release switch − Allows the pilot to release collective stickassembly resistance.
Collective linkages − Allows the pilot to transmit collective input to the upperflight controls.
Collective servoactuator − Hydraulically transfers collective linkage inputs tothe upper flight controls.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−12Reissue 1
LONGITUDINALBELLCRANKASSEMBLY
CYCLIC CONTROLSTICK BOOT
CYCLIC BASEASSEMBLY
CYCLIC STICKASSEMBLY
LATERALBRACKET
ASSEMBLY
LATERALBELLCRANKASSEMBLY
AFT COCKPITLONGITUDINALCONTROL ROD
ASSEMBLY
LATERALCONTROL
RODASSEMBLY
LONGITUDINAL CLOSET-CONTROL ROD ASSEMBLY
LATERAL GRADIENTSPRING ASSEMBLY
LONGITUDINAL CONTROLSCONTROL ROD
ASSEMBLY
LATERALTRIM ACTUATOR
LATERAL CONTROLSBRACKET ASSEMBLY
LONGITUDINAL TRIM ACTUATORCRANK ASSEMBLY
LONGITUDINAL GRADIENTSPRING ASSEMBLY
EXPANDABLEDIAMETER
BOLT ASSEMBLY
REFUPPER DECK
DUAL LATERAL ROD ENDBALL BEARING
COCKPIT LATERAL CONTROLSTUBE ASSEMBLY
DUALLONGITUDINALCONTROL ROD
ASSEMBLY
LONGITUDINALBRACKET ASSEMBLY
LATERALCONTROLSCONTROL RODASSEMBLY
LATERALBELLCRANKASSEMBLYLONGITUDINAL
TRIM ACTUATOR ASSEMBLY
LATERAL TRIM ACTUATORCRANK ASSEMBLY
F92−062−1
Figure 7−5. Cyclic Controls Subsystem
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−13Reissue 1
PILOTCOLLECTIVE STICK
ASSEMBLY
COLLECTIVECONTROL STICK BOOT
COLLECTIVEFRICTION UNIT
COLLECTIVEBRACKET ASSEMBLY
COLLECTIVE STICKBRACKET ASSEMBLY
DETENT MODULEASSEMBLY
DETENT MODULEMOUNTING BRACKET
COLLECTIVECONTROL ROD ASSEMBLY
CONTROL BRACKETASSEMBLY
COLLECTIVEBRACKET ASSEMBLY
COLLECTIVE CONTROLROD ASSEMBLY
COLLECTIVEBELLCRANK ASSEMBLY
LONGITUDINAL/COLLECTIVEFOD COVER
UPPER DECKCOLLECTIVE CONTROLROD ASSEMBLY
COLLECTIVE HYDRAULICSERVOACTUATOR
COLLECTIVE FRICTIONRELEASE SWITCH
COLLECTIVE INTERCONNECTCONTROL ROD ASSEMBLY
INTERCONNECTCABLE ASSEMBLY
COLLECTIVEBELLCRANK ASSEMBLY
COPILOTCOLLECTIVE STICK ASSEMBLY
SENSORBRACKET
ASSEMBLY
SENSORLINK ASSEMBLY
SENSOR COLLECTIVEPOSITION BELLCRANKASSEMBLY
POTENTIOMETERCLAMP
POTENTIOMETERS
COLLECTIVEBELLCRANK ASSEMBLY
F92−062−2
Figure 7−6. Collective Controls Subsystem
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−14Reissue 1
Main Rotor Controls:
The main rotor mechanical control system uses conventional pushrods and bell-cranks under the cockpit floor; in the forward, right hand cockpit/cabin bulkhead;and in the cabin ceiling to transmit the control motions to the dual tandem hy-draulic actuators that operate the rotor control mixer and the swashplate.
SWASHPLATEASSEMBLY
MIXERASSEMBLY
SCISSORS DRIVELINK ASSEMBLY
COLLECTIVE DRIVELINK ASSEMBLY
LATERAL ANTI−TORQUEDRIVE LINK ASSEMBLY
ROTOR CONTROLPITCH LINK ASSEMBLY
F92−062−3
Figure 7−7. Upper Flight Controls Subsystem
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−15Reissue 1
Anti−torque Controls:
The anti−torque pedals are adjustable fore and aft and include an adjustablefriction device. They operate through a pushrod/bellcrank system and a singlehydraulic actuator to control the rotation of the direct jet thruster and changethe blade pitch angle of the NOTAR� fan to maintain constant air pressurein the tail boom as the thruster nozzle opens and closes. The hydraulic actuatoroperates the NOTAR� fan blade pitch through a pushrod/bellcrank/cam linkage,and the thruster rotation through a push/pull type cable along the length ofthe tailboom and a local tension cable loop at the thruster. The pedals do notcontrol the vertical stabilizers.
Attached to the lower directional crank assembly is the pedal anticipator. Thepedal anticipator provides the EEC’s an indication of impending anti−torquefan pitch change, which allows the EEC’s to anticipate an increase in powerdemand. The pedal anticipator also allows the IIDS to display and record pedalposition.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−16Reissue 1
F92−062−4
DIRECTIONALINTERCONNECT
CONTROL ROD ASSEMBLY
PILOT DUAL CONTROLDIRECTIONAL
PEDAL ASSEMBLY
COPILOT DUAL CONTROLDIRECTIONAL PEDAL ASSEMBLY
RIGHTHEEL REST
SUPPORTLEFTHEEL RESTSUPPORT
HEEL RESTASSEMBLY
DIRECTIONALCONTROL ROD ASSEMBLY
LOWER CLOSETDIRECTIONALBELLCRANK ASSEMBLY
AFT DIRECTIONALCONTROL ROD ASSEMBLY
HEEL RESTASSEMBLY
REF UPPER DECKDIRECTIONAL
BELLCRANK ASSEMBLY
PEDALADJUSTMENT
HANDLE
PEDALCRANK
ASSEMBLY
DIRECTIONAL PEDALLINK ASSEMBLY
PEDALANTICIPATOR
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 1 of 3)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−17Reissue 1
F92−062−5A
NOTAR® FAN LINKAGE
INNER BELLCRANKASSEMBLY
DIRECTIONALBRACKET
ASSEMBLY DIRECTIONAL CABLEATTACH BRACKET
DIRECTIONALBELLCRANKASSEMBLY
DIVERTERPLATE ASSEMBLY
TO THRUSTERCONTROL
DIRECTIONAL CONTROLSCONTROL ROD ASSEMBLY
DIRECTIONALCONTROL CABLE
ASSEMBLY
DIRECTIONAL CONTROLSCONTROL ROD
ASSEMBLY
DIRECTIONALCONTROL ROD
ASSEMBLY
SPLITTERASSEMBLY
DIRECTIONALBRACKET ASSEMBLY
DIRECTIONALBELLCRANKASSEMBLY
FODCOVER
CONTROLBRACKET ASSEMBLY
DIRECTIONALBELLCRANKASSEMBLY
ANTI−TORQUESERVO ACTUATOR
DIRECTIONALBRACKET ASSEMBLY
UPPERDECK
DIRECTIONALCONTROL ROD
ASSEMBLY
DIRECTIONALCONTROL ROD
ASSEMBLY
OUTER BELLCRANKASSEMBLY
NOTAR® FAN INPUT FORCELIMITING CONTROL ROD
ASSEMBLY
NOTAR® FAN INPUT FORCELIMITING CONTROL ROD
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 2 of 3)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−18Reissue 1
F92−062−6
AFTTHRUSTER CONTROL
CABLE ASSEMBLY
THRUSTERSTATIONARYCONE ASSEMBLY
THRUSTER CONTROLDRUM ASSEMBLY
THRUSTER DRUMBRACKET ASSEMBLY
THRUSTER CONTROLSECTOR ASSEMBLY
THRUSTER CONTROLROD ASSEMBLY
THRUSTER BUILDUPASSEMBLY
ROTATING CONEASSEMBLY
TAILBOOMASSEMBLY
DIRECTIONAL CONTROLCABLE ASSEMBLY
THRUSTER CONTROLROD ASSEMBLY
VIEW ROTATED
Figure 7−8. Anti−Torque Controls Subsystem (Sheet 3 of 3)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−19Reissue 1
The Vertical Stabilizer Control System (VSCS) operates the incidence of thevertical stabilizers through two electro−mechanical actuators, one for the left stabi-lizer and one for the right stabilizer. One portion of the system is a fly−by−wireactuator of stabilizer incidence as a function of collective pitch stick position. It’spurpose is to provide an anticipation that a power change is occurring to preventrotor droop and to maximize the anti−torque contribution of the stabilizers at highspeed thereby minimizing power required by the fan − leaving more power availablefor the main rotor. The second portion of the system is a fly−by−wire yaw dampingfunction that uses yaw gyro/lateral accelerometer signals to impose a supplementaryincidence on both vertical stabilizers. Instrumentation/control includes a dual indica-tor on the instrument panel to show incidence angle of the two vertical stabilizers;a LEFT STAB FAIL, RIGHT STAB FAIL, or TOTAL STAB FAIL yellow CAUTIONannunciator on the IIDS alphanumeric display; and two OFF/ON/TEST ‘‘L VSCSR’’ switches on the utility panel, and a ‘‘YAW SYNC’’ switch located on the collectivecontrol module (Ref. Section IV). The ‘‘YAW SYNC’’ switch allows the pilot to resetthe VSCS to operate around the current lateral acceleration and yaw rate. Thisfeature is useful when transitioning from hovering to forward flight, and when transi-tioning from a turn to level flight or from level flight into a turn.
VERTICAL STABL R
VERTICAL STABL R
VSCS INDICATOR
F92−063
LEFT VSCSCONTROL UNIT
YAW RATEGYRO
COLLECTIVECONTROL POSITION
TRANSDUCERS
YAWRATEGYRO
LEFTVERTICALSTABILIZER
RIGHTVERTICAL
STABILIZER
RIGHT LINEARACTUATOR
LEFTLINEAR
ACTUATOR
RIGHT VERTICALSTABILIZER LINKAGES
LEFT VERTICALSTABILIZER LINKAGES
RIGHT LATERALACCELEROMETER
RIGHT VSCSCONTROL UNIT
Figure 7−9. VSCS Control Subsystem
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−20Reissue 1
7−7. HYDRAULIC SYSTEMS
Flight Controls:
The helicopter is equipped with two hydraulic systems for operation of the flightcontrols. Under certain conditions, the main rotor control loads are such thatthey require at least one hydraulic system operating at all times; hence, thedual system for safety. However, the aircraft can be flown in a minimally degradedcondition with the anti−torque actuator depressurized.
The system is powered by two variable displacement hydraulic pumps mountedon and driven by the main transmission, has a reservoir/manifold for each systemplaced on opposite sides of the upper fuselage deck, and has three tandem actua-tors, one for each cyclic pitch function and one for collective pitch of the mainrotor.
The #1 system operates only the main rotor controls while the #2 system operatesthe main rotor controls and also the NOTAR�
anti−torque control system.
The main rotor actuators are mounted forward of the main rotor while the anti−torque actuator is mounted in the cabin ceiling just aft of the right hand cabindoor.
A hand pump option is installed for use in servicing the hydraulic systems inthe field.
The two systems normally operate at 500 psi each for a total system pressureof 1000 psi. If pressure in one system should drop to less than 400 psi, the othersystem automatically compensates by increasing its pressure to maintain a totalsystem pressure of 1000 psi nominal. A yellow caution annunciator,‘‘1 HYD’’ or ‘‘HYD 2’’, illuminates on the IIDS caution/warning display and acaution message is displayed on the alphanumeric display when the affectedsystem’s pressure falls below 250 psi.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−21Reissue 1
PRESSURETRANSDUCER
SYSTEMSELECT
SOLENOID
SYSTEM NO. 2PUMP
SYSTEM NO. 1PUMP
GSE PANELS
F92−064
SYSTEM NO. 1MANIFOLD
SYSTEM NO. 2MANIFOLD
PRESSURETRANSDUCER
SYSTEMSELECT
SOLENOID
SYSTEM NO. 2PUMP
SYSTEM NO. 1PUMP
GSE PANELS
F927−023
SYSTEM NO. 1MANIFOLD
SYSTEM NO. 2MANIFOLD
FLUID LEVELSIGHT GAUGE
FILTER BOWL(PRESSURE)FILTER BOWL
(RETURN)
BLEED VALVE
SAMPLINGVALVE
TEMPERATURESWITCH
Figure 7−10. Hydraulic System Installation
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−22Reissue 1
GSEPANEL
F92−065
HANDPUMP
(OPTIONAL)
MANIFOLDRESERVOIR
VARIABLEDELIVERY
PUMP
VARIABLEDELIVERY
PUMP
MANIFOLDRESERVOIR
COLLECTIVE SERVO ACTUATOR
LONGITUDINAL SERVO ACTUATOR
LATERAL SERVO ACTUATOR
DIRECTIONAL SERVO ACTUATOR
SYSTEM 1 SYSTEM 2
GSEPANEL
Figure 7−11. Hydraulic System Block Diagram
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−23Reissue 1
Rotor Brake:
A completely separate secondary stand−alone hydraulic system is a part of therotor brake installation. It incorporates a master cylinder operated by the brakehandle in the cockpit, and the actuator that operates the disc brake on the backside of the transmission where the NOTAR� drive shaft connects. A yellowBRAKE caution annunciator in the IIDS secondary display screen warns if thebrake is not fully disengaged.
MASTER CYLINDER WITHINTEGRAL RESERVOIR
HYDRAULICTUBE
CONTROL LINKAGE
F92−066
BRAKECALIPER
Figure 7−12. Rotor Brake System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−24Reissue 1
7−8. PROPULSION SYSTEM
The propulsion system is designed to meet the engine isolation requirements formulti−engine rotorcraft that are defined by the Category A requirements of FARPart 29, paragraph 29.903(b).
Powerplant:
This system consists of two Pratt and Whitney Canada (P&WC) PW207E turbo-shaft engines mounted above the baggage compartment and pointing inboardto drive into the main transmission gearbox (Ref. Figure 7−13 and Figure 7−14).
Each engine is mounted to the fuselage upper deck by a three point, adjustabletitanium mount. The air inlet which is in the middle of the engine is locatedinside a titanium−walled inlet plenum that leads from a flush−mounted inletin the side of the cowling. The combuster end of the engine is surrounded bytitanium firewalls forward, aft, inboard side, and below. It is covered by a fairingdoor, and is ventilated by an exhaust−driven ejector at the aft end of the compart-ment.
PRIMARY EXHAUSTNOZZLE ASSEMBLY SECONDARY
EJECTOR
INSULATIONBLANKET
F92−067
TRIPODMOUNT
TRIPODMOUNT
FWD INLETPANEL
AFT INLETPANEL
ENGINEAIR INLET
REAR STAYASSEMBLY
FORWARDFIRE SEAL AFT
FIRE SEAL
FMUSHROUD
Figure 7−13. PW207E Engine Installation
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−25Reissue 1
DCU
T6 THERMOCOUPLE
NP SENSOR
NG SENSOR
OIL PRESSURE PORT
OIL TEMPERATURE PORT
TORQUESENSOR
RH OIL LEVEL SIGHT GLASS
LH OIL LEVEL SIGHT GLASS
CHIP DETECTOR
OIL FILTER IMPENDINGBYPASS INDICATOR
OIL FILTER COVER
FREON PUMP PAD(IF INSTALLED − RH ENGINE ONLY)
STARTERGENERATOR PAD
PMA
FMU
FUEL PUMP
FUEL FILTER
FUEL NOZZLE
AIR INLET SCREEN
FUEL MANIFOLD
F927−057
FMU SHROUD
T6 THERMOCOUPLE
Figure 7−14. Powerplant − Components
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−26Reissue 1
Drive system:
A short shaft with flexible diaphragm couplings and anti flail devices connectseach engine to the transmission. A longer shaft with similar couplings drivesthe NOTAR� fan. The main rotor drive shaft connects the planet gear carrierin the top of the transmission to the main rotor hub through a splined connectionat each end. The engines and transmission are electrically bonded to the airframeby suitable jumpers.
BLOWERHOUSINGASSEMBLY
TRANSMISSIONASSEMBLY
STRUTASSEMBLY
STATIC MASTSUPPORT ASSEMBLY
DECK FITTINGASSEMBLY
HYDRAULICPUMP DRIVE
LUBRICATIONPUMP AND FILTER
PRESSURETRANSDUCER
TEMPERATUREPROBE AND
SWITCH
INPUTDRIVE SHAFTS
MAIN ROTORDRIVE SHAFT
F92−069−1
Figure 7−15. Drive System (Sheet 1 of 2)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−27Reissue 1
To minimize structurally−transmitted acoustic noise from the transmission intothe passenger spaces, the transmission is supported from the mast base by eightbolts in elastomeric bushings, and is restrained against rotation by a toothedcoupling arrangement that has a contoured elastomeric ring between the bottomof the mast base and the top of the gearbox.
EXHAUST DUCT
INTERCONNECT DUCT
OIL COOLER
INLET DUCT
AIRFRAMEDECK
VIEW ROTATED
NOTAR FANDRIVE SHAFT
PRESSURE SWITCH(LOW)
MAGNETICCHIP DETECTOR
F92−069−2
Figure 7−15. Drive System (Sheet 2 of 2)
Engine and transmission lubricating oil is cooled by air/oil heat exchangersmounted in the sides of the cowling alongside the transmission. Each cooler is splitso that it serves separately one engine’s requirements plus half of the transmission’srequirements. A direct drive fan on each side of the transmission induces ambientair to flow through the cooler cores. Each engine has its own lubrication pump;the transmission’s pump is located low on the front centerline of the gearbox.
Magnetic chip detectors are provided for each engine and the transmission. Thedetector in the transmission has ‘‘burn−off ’’ capability; the detectors in the enginesdo not.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−28Reissue 1
7−9. ENGINE AIR INTAKE AND INLET PARTICLE SEPARATOR (IPS)
The air intake system provides a path for ambient air to enter each engine compressorcase inlet. The air intake system consists of an inlet screen or optional inlet particleseparator for each engine that prevents debris from entering the engine ducts.
Inlet screen:
The standard inlet screens are 1/4 in. ( 64 mm) steel wire mesh screens locatedon the upper intake cowlings (Ref. Figure 7−16). Each engine inlet screen pre-vents large foreign objects from entering the inlet plenum. A bypass openingis located at the aft end of each inlet screen. The aft facing bypass opening assuresairflow if the screen becomes clogged.
IPS (if installed):
The inlet particle separator is an inertial type particle separator that removesdebris from the ambient air before it enters the engine. The particle separatoris located on the upper intake cowling (Ref. Figure 7−16). Ambient air entersthe particle separator and the air velocity is increased as the air passes overswirl guides. The swirl guides create a vortex that separates heavy particlesfrom the air. The particles drop to the bottom of the particle separator panel.A solenoid valve and bleed air lines route engine compressor bleed air to theparticle separator ejector to eject the particles overboard. The ejector is controlledby the pilot through the IPS switch located on the Utility panel. In the eventthat the particle separator becomes clogged with debris, solenoid operated bypassdoors automatically open for both engines inlets.
NACA inlet:
The NACA engine inlets provide ‘‘ram air’’ for enhanced engine operation/perfor-mance during cruise flight. If the aircraft is equipped with the IPS, the NACAdoors open/close automatically when the airspeed is greater/less than 47 KIAS.A NACA inlet switch is provided on the options switch panel that allows thepilot to override the automatic door opening feature and leave the NACA inletdoors in the closed position. On aircraft with the standard engine inlet screen,the NACA inlet does not include doors, but has a screen covering the inlet. Addi-tional information for operations with the NACA inlet may be found in SectionsII, III, IV, and IX.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−29Reissue 1
F92−070
SOLENOIDSHUTOFF VALVE
PARTICLE SEPARATOR EJECTOR
EJECTORTUBE ASSEMBLY
BLEED AIRTUBE ASSEMBLY
PARTICLESEPARATOR PANEL
BYPASS DOORSOLENOID LATCH
STANDARD INLETSCREEN
BYPASS DOOR
NACA INLET DOOR(IF INSTALLED)
Figure 7−16. Engine Air Intake
7−10.ENGINE POWER MANAGEMENT SYSTEM
Automatic Engine Control:
The Pratt and Whitney PW207E engine is equipped with a single channel FullAuthority Digital Electronic Control (FADEC) which consists of an ElectronicEngine Control (EEC), Fuel Metering Unit (FMU), and fuel pumps. A manualbackup system is provided for emergency operation in case the EEC becomesinoperative. The pilot’s controls for normal operation consist of two rotary enginecontrol switches on the engine control panel for the left and right engines. Theseswitches are gated between OFF and IDLE: the switch knobs must be liftedto pass the gates. The other switch positions are FLY and TRAIN and are notgated. For normal operation, the two twist grips on the collective pitch stickare always left in their NORMAL detent position.
The EEC’s of the two engines are connected together electrically for a torque−matching function, and are both connected electrically to the collective stickand pedal position resolvers for power change anticipation.
When the EEC’s are working properly, the procedure for starting and stoppingrequires no more than selection of the desired engine operation with an enginecontrol switch.
P&WC has built into the PW207E engine the proper shielding to protect theEEC’s from the HIRF threat, and the helicopter’s wiring system components
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−30Reissue 1
that are associated with the EEC’s are protected in a similar manner. With thisprotection in place, freedom from lightning damage is also assured.
Train Mode:
Placing an engine control switch in the TRAIN position will simulate a one engineinoperative condition by resetting the selected engine’s governed speed to 92percent NP, thereby putting the engine on standby while allowing single enginetraining on the opposite engine. In the event of an engine failure on the oppositeengine, the engine in TRAIN will automatically revert to 100% NP.
Additionally, the opposite engine will retain the 5 minute Take−off Power engineparameter limiters. The result is more realistic pilot OEI training, providingrotor droop in training if the power requested is above the limiters as wouldhappen in a real OEI condition.
Emergency Manual Control:
The controls for manual operation of the engine power consist of two twist gripson the collective pitch stick and a push button located on the collective control moduleat the end of the collective stick.
The EEC is designed to ‘‘fail−fixed" (EEC’s stepper motor is fixed at its last con-trolled power setting) so there is no sudden change in the level of power if anEEC becomes inoperative. The only noticeable happening is illumination of theyellow EEC/red FAIL warning on the Integrated Instrument Display System(IIDS). No matter at what power level the EEC becomes inoperative, there issufficient travel in the twist grip to control the engine manually from full powerto idle and engine shutdown.
After the EEC becomes inoperative, the pilot uses the appropriate twist gripon the collective stick to modulate the power.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−31Reissue 1
7−11.FUEL SYSTEM
The single crash−resistant elastomeric fuel cell is capable of holding 161.3 U.S.gallons of jet fuel and is located in the lower fuselage under the main cabin floor(Ref. Figure 7−17). It is contained between crash−resistant keelbeams and bulk-heads, with a support panel underneath.
The powerplant separation feature includes a partial−height baffle that runs foreand aft along the bottom center of the cell that provides sufficient fuel reserve forat least twenty minutes of flight following loss of fuel in the other compartment.This provides two separate fuel supplies, and each are capable of transferring fuelfrom the other. This is a pressurized system with a boost pump and jet pump locatedon each side of the longitudinal baffle. With boost pumps operating, fuel is pumpedthrough jet pumps in the opposite fuel cell cavity. The jet pump draws fuel fromthe sump through a pickup and the fuel is ejected on the other side of the longitudinalbaffle.
The fuel system is pressurized having a separate fuel pump located in the sumpin each side of the cell.
The cell is designed with a seven percent expansion space, and has two anti−sloshbaffles across it. Pilot−operated shutoff valves are positioned at the engine firewalls.Self-closing breakaway fittings are installed where fuel lines penetrate the cell wallsand where they penetrate the engine deck. Overboard fuel cell vent lines incorporaterollover valves and flame arrestors located in the vent system stand pipes.
The gravity−type fuel filler port is located on the right side of the fuselage justaft of the pilot’s cockpit door.
Two sump overboard drains for removing sediment and water (one for each sideof the cell) are operated by knobs located under the right side cabin step.
The engine fuel drain system provides a path for residual fuel from the fuel manifoldthat remains after shutdown to be returned to the fuel cell.
A provision is made in the fitting at the aft left hand corner of the cell for makinga connection to an optional auxiliary fuel tank.
The pilot controls the fuel system by the Fuel System Panel mounted switches.Fuel level is sensed by a forward probe and an aft probe, and is displayed on theIIDS. Two fuel pressure switches activate caution lights in the IIDS when the pres-sure falls below the acceptable limit.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−32Reissue 1
FUEL METERING UNIT (FMU)SHROUD BOX (2 PL)
ENGINE DECKFUEL SHUTOFF
VALVE (2 PL)
FUEL PRESSURESWITCH (2 PL)
RH FUEL FEEDVAPOR SHROUD
TEE FITTING (2 PL)
RH FUEL FEED SYS
TO FWD RHVENT SYS
FUEL FILLERASSY
FLAMEARRESTOR (2 PL)
VENT OVBDDRAIN (2 PL)
SUMP DRAIN CABLE
SPRING LOADEDFLAPPER VALVE
FUEL BOOSTPUMP (2 PL)
SUMP OVBDDRAIN (2 PL)
FUEL QTY PROBE(2 PL) LEFT AND RIGHT
SUMP DRAINVALVE (2 PL) FUEL CELL
LOW FUEL LEVELSENSOR (2 PL)
CENTER BAFFLE
CENTER BAFFLEFUEL BOOSTPUMP (2 PL)
FEED LINE TO R ENGINE FEED LINE TO L ENGINE
"T" FITTING (2 PL)
R FUEL XFER TUBINGL FUEL XFER TUBING
EJECTOR PUMP (2 PL)
CHECK VALVE (2 PL)
FUEL TRANSFER SYSTEM
FUEL CELL OUTLETVAPOR SHROUD
FWD LHVENT SYS
LH FUEL FEEDVAPOR SHROUD
LH FUELFEED SYS
FUEL FEED FRANGIBLECONNECTOR (2 PL)
ENGINE DECK FRANGIBLECONNECTOR (2 PL)
TEE FITTING VAPORSHROUD DRAIN (2 PL) TOENGINE DRAIN SYSTEM
VENT−ROLLOVERVALVE (4 PL)
TO AFT LHVENT SYS
LEFTENGINE
RIGHTENGINE
LOOKING DOWN
GRAVITY FILL VALVEAND FLAPPER VALVE
F92−073
Figure 7−17. Fuel System Schematic
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−33Reissue 1
NOTE: If the voltage for the probe drops below the specified operating limit, thesegments in the fuel quantity vertical scale blank with the digital quantity stillactive.
FUEL
FUEL LOW CAUTIONSEGMENTS (YELLOW)
FUEl QUANTITYSEGMENTS (GREEN)
FUEL LOW WARNINGSEGMENT (RED)
LB
FUEL LOW WARNING TICK MARK (RED)
FUEL FLOW LINELOW FUEL PRESSURE
ANNUNCIATORS (YELLOW)
FUEL FILTER IMPENDINGBYPASS ANNUNCIATOR (YELLOW)
FUEL SHUTOFF VALVE POSITIONANNUNCIATOR (YELLOW)
LOW FUEL PRESSUREANNUNCIATORS (YELLOW)
CURRENT FUEL QUANTITYDIGITAL DISPLAY (WHITE)
FUEL FILTER IMPENDINGBYPASS ANNUNCIATOR (YELLOW)
F92−072
Figure 7−18. IIDS Fuel System DisplayFuel quantity (FUEL) is shown by a vertical bargraph inside a fuel tank iconrectangle, with the corresponding digit value in pounds, shown immediately below.The green bar shortens vertically from the top as fuel is burned proportional tothe total tank volume. When the green box disappears, two yellow segments illumi-nate below to indicate a low fuel caution (approximately 45 minute reserve). Whenthe last yellow segment disappears, a red segment illuminates below to indicatelow fuel (approximately 20 minute reserve). Independent left and right fuel lowwarning red ‘‘tick’’ marks beside the red segments are activated when the low levelsensor reaches the warning level of 100 lbs.
Fuel flow to the engines is shown below the fuel quantity bargraph: Connectionsfrom the fuel tank to each engine is shown immediately below the digit value offuel quantity. A solid line indicates normal fuel flow and alternating white and yellowoffset segments indicate low fuel pressure.
The display of fuel valve left and right engine position is shown by a segmentabove and below each fuel line for the respective left and right fuel valves. During
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−34Reissue 1
the time a fuel valve is in transit between open and closed positions, the fuel valveindications will flash. Fuel valve in transit is defined by both fuel valve input discreetsbeing open circuit.
The fuel filter impending bypass status is shown by an inverted ‘‘U’’ above eachfuel line indication.
7−12.FIRE EXTINGUISHING SYSTEM
The fire extinguishing system provides a means for the pilot to direct a chargeof fire extinguishing agent into the designated fire zone of each engine. There isno fire extinguishing system for the transmission area.
Refer to Section III, paragraph for fire emergencies.
The fire extinguishing system (Ref. Figure 7−19) contains two individual hermetical-ly sealed pressurized spherical containers (bottles) that are filled with 60 cubicinches (16.38 CC) of CF3 BR (Bromotrifluoromethane), also known as Halon 1301,and pressurized with nitrogen gas to an internal pressure of 700 PSIG (49.22 kg/cm2).Each bottle serves as the primary bottle for its appropriate side engine.
Each bottle is equipped with dual outlet ports, a pressure gauge with electricallow pressure warning signal to IIDS, filler port and thermal relief valve. The outletsports are fitted with electrically discharged explosive squibs. The fire extinguishercartridges are armed and ready for firing when the fuel shutoff valves are placedin the OFF (closed) position. The bottles are discharged when the BOTTLE DIS-CHARGE switch is momentarily placed in the PRI (primary) or ALT (alternate)position.
The BOTTLE DISCHARGE switch is a momentary type, three position switch lo-cated between the left and right fuel shutoff valves on the cockpit FUEL SYSTEMpanel. Placing a fuel shutoff valve OFF arms the fire extinguishing system for thatengine and selection of PRI discharges its primary bottle. Selection of ALT dischargesthe second bottle onto the same engine.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−35Reissue 1
DISTRIBUTION TUBERIGHT SIDE
DISTRIBUTION TUBELEFT SIDE
REFENGINEDECK
REFENGINE DECK
DISCHARGE TUBE
OUTLETPORT
DISCHARGETUBE
OUTLETPORT
CROSS FLOWTUBES
FIRE BOTTLEASSEMBLY
(BLUE PORT)ALTERNATECARTRIDGE
(RED PORT)PRIMARY
CARTRIDGE
PRESSURE GAUGE
FILLER PORT
F92−146
FUEL SYSTEML BOOST R BOOST
ON
OFF
BOTTLE
PRI
ALT
LEFT OFF RIGHT OFF
ON
OFF
FUEL SHUTOFF
DISCHARGE
OFF
FIRE EXTINGUISHERBOTTLE DISCHARGESWITCH
Figure 7−19. Fire Extinguishing System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−36Reissue 1
7−13.ELECTRICAL SYSTEM
The electric system is designed to maintain separation of the power generating sys-tems. Wiring for each system is physically separated to each side of the helicopter tothe greatest extent possible. Power from the two generators does not pass togetherthrough a single connector at any point on the aircraft to preclude any single pointfailure that could result in loss of power to the essential bus.
F92−075B
LEFTSTARTER
GENERATOR
LEFT
START RELAY
LEFT BUS TIE RELAYLEFT PWR RLY
LEFT GEN BUS
EXTERNAL POWER
LEFT AVNCS BUS
LEFT AVIONICS RELAY BAT
RIGHTSTARTER
GENERATOR
RIGHTSTART RELAY
LEFT BUS TIE RELAYRIGHT PWR RLY
RIGHT GEN BUS
RIGHT AVNCS BUS
RIGHT GCU
RIGHT AVIONICS
RELAY
SHUNT 2
LEFT GCU
SHUNT 1
ESS PWR
ESS PWR
BATTERY RELAY
RT ESS BUSRELAY
RIGHT ESS BUS
LEFT ESS BUS
BATTERY BUS
EXTERNALPOWERRELAY
RIGHT DC BUS
LEFT DC BUSRT
LT
LT ESS BUSRELAY
Figure 7−20. Battery Power and External Power Subsystem Block Diagram
Two engine−mounted starter−generators rated at 200 amperes each provide29 volts DC to the aircraft. Bus tie relays provide redundancy by allowing eithergenerator to provide power to all busses.
When installed, a generator cooling option allows aircraft operations in higher ambi-ent temperature conditions (Ref. Figure 7−21).
The left and right essential bus relays allow the left and right essential busesto be powered by either of the two generators, or by the battery if all power fromthe generators is lost.
Starter and generator functions are directed by individual generator controlunits (GCU), each of which provides starter control, voltage regulation, and protec-
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−37Reissue 1
tive functions. Electric power is distributed by two electric busses and a batterybus. A starter contactor connects the starter generator to the battery bus. Aftera successful start, the starter−generator begins generating current and is broughton line by the GCU through the generator contactor.
The pilot monitors generator load on the IIDS. The pilot can manually reset or dese-lect either generator by using the generator switches located on the Electrical Masterpanel.A standard 22 ampere−hour nickel−cadmium battery is used for engine startand for reserve electric power. A 27 amp hour and 44 amp hour (aft mounted batteryonly) are also available as options. The battery relay and external power relay arecontrolled by the power switch on the Electrical Master panel. The standard mount-ing of the battery is in the nose of the helicopter, however, an aft−mounted batteryis available as an option.
BATTERY
POWER AND L/R GENERATOR SWITCHES
EXTERNAL POWER BOX RELAY(FRONT MOUNTED BATTERY)
EXTERNAL POWERRECEPTACLE
STARTER/GENSTARTER/GEN
ELECTRICALLOAD CENTER
GENERATOR CONTROL UNIT
GENERATOR CONTROL UNIT
F927−091A
OPTIONAL REAR−MOUNTEDBATTERY
EXTERNAL POWER BOX RELAYFOR REAR−MOUNTED BATTERY
VIEW LKG INBD
AIR VENT INLET (REF)
GENERATOR COOLING INLET (IF INSTALLED)(RH SHOWN; LH OPPOSITE)
GENERATOR COOLING INLET
Figure 7−21. Battery Power, External Power, and DC Power Component Locator
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−38Reissue 1
The key switch is located on the right hand side of the instrument panel. Allswitches and brightness controls that operate the electric system are on the console.
The ground power receptacle for 28 volts DC is in the right hand side of thefuselage below and forward of the pilot’s door.
Two grounding jacks are located on the right hand side of the fuselage, one ad-jacent to the ground power receptacle (forward mounted batery) and one adjacentto the fuel filler port.
Circuit breakers for essential circuits are located in the cockpit on the Left andRight Essential Bus panels; nonessential breakers are located in the baggagecompartment ceiling. One 29 volt DC outlet is located in the cockpit on the copilot’sside of the console, and another one is on the left hand cabin wall aft of the cabindoor.
Aircraft Lighting:
Aircraft Interior Lighting:
Cockpit:
Floodlight (1)
Map Light (1)
Instrument Floodlights (3) (Powered By Right Essential Bus)
Main Cabin:
Threshold Lights (2)
Baggage Compartment:
Floodlight (1)
Aircraft Exterior Lighting:
Nose:
Fixed Landing Light (1)
Fixed Hover Light (1)
Empennage:
Left End of Horizontal Stabilizer:
Red Navigation Light (1)
Right End of Horizontal Stabilizer:
Green Navigation Light (1)
Top Center of Stabilizer:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
Bottom of Tailboom, Forward of Thruster:
Flashing Red Anticollision Light (1)
White Navigation Light (1)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−39Reissue 1
7−14.ENVIRONMENTAL CONTROL
The environmental control system for the helicopter consists of the ventilation sys-tem and the heat/defog system.
Ventilation System:
Ambient air is taken in through an inlet in the right side of the upper cowling,is directed through a water separator and a two−speed fan, and into a manifoldthat distributes the air to the cockpit and to the cabin − then out of a port inthe baggage compartment door. In the cockpit, four adjustable gaspers, two onthe windshield’s center bow blow outboard toward the pilots’ heads, and twoon the forward door frame blow inboard toward their lower torsos. Six adjustablegaspers are mounted in the ceiling of the cabin. The fan speed switch is locatedon the Utility Panel.
Secondary ventilation for the cockpit is provided by two conventional clear plasticadjustable snap vents in the window of each cockpit door.
Heat/Defog System:
The heat source is bleed air from the compressors of the two engines. This hotair is directed through a pilot−operated on/off valve located on the Utility panelto a pair of ejectors that mix bleed air and ambient air to a desired temperatureand flow rate. One ejector serves the cockpit; the other serves the cabin.
The cabin ejector is located low on the right side of the cabin just aft of thedoor. Its discharge air is directed across the cabin under the rear seats. An adjust-ing lever for controlling the bleed air admitted to the ejector, and so the dischargevolume, is recessed in the wall at head height directly above the ejector.
The cockpit ejector is located in the compartment below the pilot’s seat, andis operated by a push/pull control mounted vertically along the right hand sideof the console. From the ejector, warm air is ducted forward to two aft−facingnozzles above and forward of the pilots’ feet, and to a pair of nozzles along thebottom of the upper windshield panels to defog them. Each pilot has a push/pullknob located under the instrument panel to operate a butterfly valve that modu-lates the airflow toward his/her feet.
An automatic disconnect monitored by the IIDS cuts off all bleed air whenevereither engine becomes inoperative in flight to maximize the operating engine’spower output to the rotor. This cutoff function maybe overridden by placing theCAB HEAT switch in the OVRD position.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−40Reissue 1
CREW STATION
PASSENGER COMPARTMENT
PASSENGERCOMPARTMENTEJECTORS
ENGINEENGINE
CHECKVALVES
START−UPLOCK OUT
HEAT ON/OFFSWITCH
DEFOGGINGMANIFOLDS
FOOT HEATERS FOOT HEATERSCONTROL VALVES
FLOW CONTROLVALVES
FLOWCONTROL
VALVES
FLOW CONTROLSHUT−OFF VALVE
(ON/OFF)
PILOT HEATEJECTORS
F92−076
Figure 7−22. Heat/Defog System Schematic
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−41Reissue 1
7−15.INTEGRATED INSTRUMENTATION DISPLAY SYSTEM (IIDS)
The IIDS provides for the monitoring and display of various aircraftparameters and for caution/warning annunciation. The baseline config-uration includes a set of engine, drive train, rotor, NOTAR�, electrical,fuel, hydraulic, and caution/warning indicators. It also incorporates abuilt−in rotor and NOTAR� fan balance system and stores system oper-ating and exceedance parameters for enhanced maintainability.
The IIDS accepts analog and discrete inputs from various aircraft sub-system transducers and provides signal conditioning and conversionto digital format. Once converted to digital format, this informationis provided to the display electronics for the cockpit display and to aserial port for access by a data recorder or computer. Also, limit checkingon certain parameters is performed to provide the caution/warning an-nunciation. The display is a color, Liquid Crystal Display (LCD) panelwhich allows the flexibility of integrating the specified sensor data andcaution/warning information onto a display packaged as one unit.
Three levels of Built−in−Test (BIT) are used to determine system health,including Power−up, Continuous, and Commanded BIT. Power−up diag-nostics will check the health of each function or module within the IIDSand display this test status. Continuous testing checks the operationof the IIDS during aircraft operation and displays and/or logs any fail-ures. Commanded BIT, initiated using the IIDS keyboard, performsa display test, along with those tests performed during Continuous BIT.The display is put into ‘‘lamp test’’ mode, where all segments are acti-vated, so that the display can be visually inspected for segment failures.Both Power−up and Commanded BIT test the two engine and the trans-mission fire detectors, and the bleed air leak detector (if installed).
General
Built−In−Test
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−42Reissue 1
F92−077
ROTORSYSTEM
HYDRAULICSYSTEM
AIRFRAMESYSTEM
POWERPLANTSYSTEM
BALANCEMONITORING
SYSTEM
INTEGRATED INSTRUMENTDISPLAY SYSTEM (IIDS)
DRIVESYSTEM
FUELSYSTEM
ELECTRICALSYSTEM
NOTAR�SYSTEM
Figure 7−23. IIDS System Monitoring
BIT failures are stored in non−volatile memory to assist in three situa-tions:
First, a transient or intermittent failure;
Second, a situation where the pilot observed a problem with the IIDSbut didn’t notice any failure annunciation;
Third, ease of IIDS maintenance on and off the aircraft. These faultwords are stored in the Fault Log when a BIT failure was detectedin the IIDS, BMS, EEC, or aircraft transducers/sensors, and can beexamined through the IIDS display or ground based maintenance com-puter (GBMC).
When the testing determines that an internal fault exists, the appropri-ate redundant function, if such redundant system exists, will be com-manded to assume the primary role. The redundant functions shallbe sufficiently isolated such that a failure of the function will not cause
BITFailures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−43Reissue 1
the failure of another function. These fault monitoring provisions areimplemented using hardware Built−in−Test Equipment (BITE) and soft-ware diagnostics, allowing isolation of failures to at least the internalmodule level. In addition, provisions are made to check operation ofthe transducers and sensors and provide an appropriate maintenancealert.
Any sensor that can be checked for proper function and is determinedto have failed causes blanking of the digit display for that parameter.
The following are exceptions to the above:
1. A failure of a sensor for the primary display parameters (EGT,Torque, NR, and NP) causes both the vertical scale and digit valueto blank.
2. If the voltage for the fuel probes (Battery Bus voltage input) dropsbelow the specified operating low limit of 18 volts for more than40 seconds, the low voltage indication shall be to blank the segmentsin the fuel quantity vertical scale. The digit quantity shall remainactive. When the probe voltage goes back above 18 volts for morethan one second, the vertical scales shall be illuminated. A failureof one of the fuel probes causes only the digit values to blank whereasthe failure of both probes causes both the vertical scale and digitvalue to blank.
3. If the parameters displayed on the alphanumeric display (Pressure/Density Altitude, L/R engine fuel flow, CLP, and Hydraulic Pressure)are out−of−range, the display will read NOT VALD.
The functional architecture of the IIDS to meet these design goals andthe operational requirements of the aircraft is shown in Figure 7−23.
SYSTEM OPERATING PROGRAM: The System Operating Programprovides the programming and functions controlling the data collection,displays and formatting, key entry functions, date/time clock, cautionsand warnings, exceedance detection, memories and BIT feature.
SystemSoftware
Architecture
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−44Reissue 1
The integrated display is divided into two separate displays. The prima-ry is on the right side and the secondary is on the left.The primary display includes the following information.
Power turbine speed: NP
Rotor speed: NR
Measured gas temperature: EGTEngine Torque: TORQUE
NR and NP are displayed with three vertical bargraphs and a digitvalue of NR displayed in the center.
Torque display: Displayed in % torque. The IIDS obtains engine torquefrom the EEC. If the EEC fails, the IIDS calculates torque by usingNG, OAT, and pressure altitude measurements. The vertical bargraphsand three digit indicators on this display indicate torque in percent(%). The vertical bar has four ranges as defined below:
Green segments indicate continuous operating range including Maxi-mum Continuous Power (MCP).
Yellow segments indicate:
Transient Take Off Power (TOP) operating range (5 minute limit)
OEI operating range (2.5 minutes)
Top red segments − do not exceed limit.
NOTE: Even though the IIDS displays engine torque, the transmission sets the torquelimit for helicopter operations, and therefore, the displayed torque limits arelower than those for the engine as stated in the Pratt & Whitney MaintenanceManual.
EGT is indicated by two vertical bargraphs and a three digit indicatorshowing EGT in 1°C increments. Displayed on the IIDS as EGT. Pratt& Whitney refers to this measurement as MGT (Measured Gas Tempera-ture). The vertical bargraph has four ranges as defined by the displaymode; they are:
Green segments: continuous operating range (MCP operating range)Yellow segments: transient operating range (TOP or OEI)Top red segment: do not exceed limit
NOTE: The IIDS provides a time count−down on the alphanumeric display when thepilot enters TOP, OEI, or transient flight conditions. Should the pilot exceedthe count−down, the IIDS then provides an time overcount, and exceedanceand data logs are created.
Warning annunciators in red are for EGT, Torque, NR, NP, and EEC FAIL.Caution annunciators in yellow are for EEC minor fault, EEC MAN(manual) mode, and OEI (one engine inoperative).
Primary andSecondary
Displays
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−45Reissue 1
In the secondary display, caution annunciators in yellow are givenfor engine chips, engine oil temperature, high or low, engine oil pressurehigh or low, generator load high, generator out, NG high, transmissionchips, transmission oil temperature high or low, fuel pressure low, fuelfilter impending by−pass, fuel valve closed, battery warm, rotor brake,hydraulic system status, baggage door open and IIDS status.
Engine oil pressure display: Displayed in % PSI, and is a function ofNG speed and engine oil temperature.
Engine oil temperature display: °CGas producer turbine speed display: %NG
Transmission oil pressure display: Displayed in % PSI, and is a functionof NR speed and transmission oil pressure.
Transmission oil temperature display: °CGenerator load display: %LOAD
Warning Annunciators displayed in red are shown for engine fire, engineoil temperature high, engine oil pressure high or low, NG high or low,transmission area fire, transmission oil pressure high or low, fuel quanti-ty low CAB HEAT (bleed air leak), and BAT HOT.
Day or night modes may be selected using the Light Master switchlocated on the Lighting Control Panel. Placing the Light Master switchON selects night mode.
The display brightness is adjustable using the inner ring of the IIDScontrol potentiometer also located on the Lighting Control Panel.
When in the night mode, the IIDS will automatically increase displaybrightness when a caution/warning message is received and displayed.To return to the preset brightness, press the CLR key momentarily.
LIGHTING CONTROL
LT MSTR CONSOLE IIDS
FLOOD INSTR
STROBE AREAPOSN
ON
OFF OFF OFF
ON
OFF
ON
OFF OFF
BOTH
CKP
CAB
IIDS DISPLAYBRIGHTNESSCONTROL
F92−078
LIGHT MASTERSWITCH
Figure 7−24. IIDS Display Brightness Control
The IIDS has a 2 line by 16 character alphanumeric display. This displayallows messages to be displayed regarding systems limit exceedance,
Display Brightness
Controls
AlphanumericDisplay
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−46Reissue 1
condition, various cautions and warnings as well as expanded featuresof the IIDS to be viewed by the pilot. Yellow and red segments are locatedto the left of each line that indicate if the associated message is a cautionor a warning. The expanded features of the IIDS are selected in conjunc-tion with the IIDS keyboard.
Certain conditions will cause the alphanumeric display to automaticallydisplay a message.
At start−up, and if required during flight, messages are displayed onthe alphanumeric display automatically. A list of these messages isfound in Table 7−1. This table also defines the priority of the messageto be displayed, the classification of the message (warning/caution/advi-sory W/C/A), and whether the message can be cleared (CLR) from thedisplay.
The IIDS uses the following logic to determine an aircraft on−ground/off−ground condition. The IIDS uses this information to enable or disablecertain caution/warning, indications and alphanumeric display advisorymessages.
Aircraft on−ground if:1. NR � 80%
ORAircraft on−ground if:
1. NR >80%, and2. CLP <5%, and3. Torque (either engine) >10%
Otherwise, the aircraft is off−ground. The transition from one conditionto the other is not recognized until after the new condition has existedfor 5 seconds.
AOGLogic
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−47Reissue 1
NOTE: Advisory messages may not indicate a malfunction or emergency.
CAUTION ANNUNCIATOR(YELLOW)
NPNR
NPENGOUT
TORQUE EGT
. . . . . . . . . . . . . . .
. . . . . . . . . . . . . . .
F92−079
WARNINGANNUNCIATOR (RED)
ALPHA−NUMERICMESSAGEDISPLAYWARNING
ANNUNCIATOR (RED)
CAUTION ANNUNCIATOR(YELLOW)
Figure 7−25. Alphanumeric Display
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages
SAMPLE MESSAGE(Fault)
CAUSE FOR DISPLAY W/C/A CLR CORRECTIVE ACTION
ENG POWER CHECKL PA CK NG −1.8LPA CK EGT−11.2
Invalid performancemargin (power checkfailed)
W YES Advise Maintenance
OVR TORQ LFT 2:30OVR TORQ RT 2:30OVR EGT LFT 2:30OVR EGT RT 2:30OVR NG LFT 2:30OVR NG RT 2:30
MTO or OEI overcount W NO Advise Maintenance
PRES 1 = 0 PSIPRES 2 = 1000 PSI
Hydraulic system sta-tus: activated on hy-draulic caution indica-tion1
C YESPerform malfunctionprocedure. Ref. Section III.
TEMPERATUREHydraulic system over-temperature
C YESPerform malfunctionprocedure. Ref. Section III.
L ENG OIL COLDEngine oil temperaturecold (Starting)
C NO
Start engine with enginecontrol in IDLE. Do notadvance to FLY untilmessage blanks
RIGHT STAB FAIL
LEFT STAB FAIL
TOTAL STAB FAIL
Right Stabilizer Actuator Failure
Left Stabilizer ActuatorFailure
Both StabilizerActuator Failure
C
C
C
YES
YES
YES
Perform malfunctionprocedure. Ref. Section III.
CHK BMS SENSOR BMS sensor(s) failure2 C YES Advise maintenance
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−48Reissue 1
Table 7−1. Automatic Alphanumeric Display Warning/Caution/Advisory Messages
SAMPLE MESSAGE(Fault) CORRECTIVE ACTIONCLRW/C/ACAUSE FOR
DISPLAY
TQ SPLIT EXCEEDTransmission inputtorque split exceedance
C YES Ref. Section III
TORQ LFT 2:30TORQ RT 2:30EGT LFT 2:30EGT RT 2:30NG LFT 2 :30NG RT 2:30
TOP or OEI countdown A NO N/A
CARGO HOOK OPEN Cargo hook open A YES N/A
IPS BYPASSParticle separatorclogged: IPS in bypass
A YES Ref. Section III
NACA DOORNACA door in the incor-rect position.
A YES Advise Maintenance
BATT DISCHARGE Battery Discharging A YES N/A
EXTGSHR PRESS LOOptional fire extin-guishing system bottlepressure low
A YES Advise Maintenance
RECORDING DATACrew commanded datarecord
A NO N/A
DATA XFER CMPLDownload of data logsto ground based com-puters
A YES N/A
CHECK FAULT LOGFault Log duringflight2,3 A YES Advise Maintenance
CHK EXCEED LOGExceedance Log duringflight3 A YES Advise Maintenance
CHECK ROTOR BALMain rotor out of bal-ance
A YES Advise Maintenance
CHECK NOTAR BALNOTAR fan out of bal-ance
A YES Advise Maintenance
NOTE: 1.With a single system failure, this message is displayed when the failed systempressure decreases to 250 PSI. This message will reappear when remainingoperating system pressure decreases to 500 PSI.
2.This caution does not affect dispatchability.3.These messages are generated for conditions that create a fault log or an
exceedance log and are displayed only when the aircraft is on−ground as determined by the AOG logic.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−49Reissue 1
7−16.IIDS DATA STORAGE
Selected information that is monitored by the IIDS for display is alsostored by the IIDS. Information is stored in non−volatile memory andis available by selecting various menu functions through the front panelkeys. All information is available using a ground based maintenancecomputer (GBMC). A partial Data Log and Cumulative Log are viewableon the alphanumeric display. Complete Data and Cumulative logs areavailable through the GBMC. The operating data is stored in one ofsix data records:
LOG TYPE A/N DISPLAY
Data Log NO
Cumulative Log NO
Exceedance Log YES
Fault Log YES
Trend Log YES
Setup Log YES
The data log provides one and a half minutes of data collection. Thedata is recorded in a continuous memory buffer ‘‘loop’’ and will be contin-uously over−written unless an exceedance occurs, or the crew requestsa record of an event. Exceedances generate both data logs and excee-dance logs. The data log record provides a ‘‘window in time’’ to examineevents around an exceedance or other incident. The data log can storefive of these events. This information is accessed by the GBMC only.
Pilots may generate a data log by first clearing the alphanumeric display,then pressing and holding the �REC" button for 7 to 10 seconds beforereleasing. The message RECORDING DATA will then be displayed onthe alphanumeric display.
The cumulative log retains data concerning the aircraft operational his-tory and current configuration. As the aircraft configuration changes(e.g. component changes) the Cumulative Log will be updated by themaintainer on the GBMC. The IIDS will only retain one CumulativeLog in memory.
NOTE: Time Summary Menu procedure (Ref. Figure 7−28) may be used to accesscumulative usage data as well as flight time data.
Data Storage
Data Logs
Cumulative Log
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−50Reissue 1
The exceedance Log provides a ‘‘snapshot’’ record of the parameter dataat a particular moment in time. This type of record occurs whenevera parameter exceedance is detected. This recording function is onlyactive when NG for either engine AND NR is greater than 50 % ANDEGT on either engine is greater than 400°C
This feature is capable of storing 100 exceedance Logs. Exceedancesare recorded for EGT, engine torque, transmission torque, NG, NP, NR
(high), engine oil pressure (low), transmission oil pressure (low), andcargo hook.
Exceedance logs maybe either recorded or downloaded to the GBMC.
Perform Exceedance Log Menu procedure (Ref. Figure 7−41) to accesscumulative usage data.
The Fault Log contains data associated with fault discrete data fromthe EEC’s and a BIT failure that was detected in the IIDS, BMS, oraircraft transducers/sensors. This type of log is recorded whenever anIIDS, EEC, or aircraft sensor fault is detected. The system is capableof storing 100 Fault Logs.
Fault logs maybe either recorded or downloaded to the GBMC.
Perform the Fault Log Menu procedure to access data (Ref. Figure 7−43).
IIDS setup contains (Ref. Figure 7−44) data that reflects the currentconfiguration of the aircraft, such as, aircraft serial number, enginetype installed, engine serial number, fuel calibration, operating soft-ware, etc.
On power up, the IIDS uses information in the setup log to comparethe current Torque and EGT trim values from the EEC to the valuesstored in the IIDS setup log to assure the data collected by the IIDSremains with the respective engine. If there is a discrepancy, a faultlog is created and certain engine ASCM functions are disabled for theaffected engine(s): Exceedance Logs for NG, NP, Torque, EGT; PowerAssurance function (including trend logs); and Cumulative Logs (cyclecounting, SSO, FSO, TSN, and engine run time).
To recover from this disable function, the Setup Log must be revisedto match the values from that specific engine(s) through the GBMC.Once the Setup Log has been revised, a power−up of the IIDS will verifythe new data. If the new values match, all engine ASCM functions arerestored.
ExceedanceLog
FaultLog
IIDS Setup Log
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−51Reissue 1
The IIDS features 7 keys on the right side of the front face to allowthe pilot access to the various functions/programs by paging throughthe menus. The keys include:
‘‘CLR’’ (clear): Used to blank the alphanumeric display and exit allmenu functions if pressed for more than 1.5 seconds. If pressed for lessthan 1.5 seconds in the Night Mode after a C/W/A event, the CLR keyresets the intensity to the previous setting.
MENU: Used to access the next higher level of the menu structureor to enter the top level menu from display blanked and to return tothe ‘‘action’’ menu with edit fields not updated.
UP ARROW � : Used to scroll between menu and submenu names,or between data and message items. Holding this key for more than2 seconds initiates automatic scrolling, at approximately one item persecond. When the scrolling reaches the end of the menu the scrollingfeature loops back to the start of the menu.
DN (down) � ARROW: Same as the UP ARROW, except scrolls inthe opposite direction.
ENT (enter): Used to enter a menu or submenu after it has been selectedwith the ‘‘�’’ or ‘‘�’’ keys, enter an ‘‘Action’’ field within a menu selectionthat is bracketed by ‘‘< >’’ to allow editing, and to advance to the nextedit digit (or field within the ‘‘Action’’ field. The digit (or field) that canbe edited will flash.
‘‘REC’’ (record): Used to initiate crew requested Data Log and to enterinto memory data that is used to initialize the TIME/DATE, ENGINEPARM, and Cargo Hook CALIB CODE and FUEL CALIBRATION func-tions in the IIDS. When the key is pressed for 7 to 10 seconds, theparameter data from 45 seconds prior to and 45 seconds after key activa-tion, is stored in nonvolatile memory. The message RECORDING DATAis displayed on the alphanumeric display during this time.
‘‘DISP’’: Used to change the display from ‘‘display by exception’’ to ‘‘con-tinuous display’’ when the key is pressed for less than 1.5 seconds. Inthe exception mode, the secondary display screen area is blank unlessone of the limits is within a predetermined range of it’s caution limitvalue. When this happens, the digit display of the particular limit willrevert to continuous display until the parameter value drops below thepredetermined threshold. If the exceedance parameter enters cautionor warning range the appropriate caution or warning displays are illumi-nated.
When the ‘‘DISP’’ key is held for more than 1.5 seconds the IIDS performsa BIT test and the front panel display will show all LCD segments ina lamp test mode.
CLR
MENU
ENT
REC
DISP
J1
F92−080
IIDSKeyboard
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−52Reissue 1
7−17.BALANCE MONITORING SYSTEM
NOTE: Helicopter gross weight should be at 5200 �300 LBS before performing ‘‘MainRotor Balance’’ procedure.
The BMS program is an integrated vibration monitoring system whichcalculates and displays balance solutions for both main rotor and NO-TAR� fan. The intention of this integrated balance system is to eliminatethe requirement to fly dedicated tracking/balance flights.
The system is linked to three vibration sensors on the airframe andtwo position pickups on the main rotor and the NOTAR� fan. The stan-dard BMS program is a ‘‘smart chart’’ system. For most balancing actionsthe user will simply follow the directions of the BMS Alpha−numericdisplay (Ref. Figure 7−29 thru Figure 7−40). The normal sequence ofevents is for the pilot to request the BMS program from the IIDS bypressing the ‘‘MENU’’ key on the IIDS panel and paging down the menuto BMS. The BMS system will then analyze the input from the rotor/fansensors and calculate a correction and display this information in theIIDS Alpha−numeric display.
ÎÎÎÎ
1. IIDS2. BMS SIGNAL PROCESSING UNIT3. BMS SENSOR CABLE HARNESS4. AZIMUTH SENSOR (MAG PICKUP/PHOTOCELL)5. VIBRATION SENSOR (VELOCIMETER) F92−081
Figure 7−26. Balance Monitoring System Installation
An optional item to the BMS is a Spectrum Analyzer Vibralog. Thesoftware for this program resides within the GBMC. Spectrum analysisallows downloading to the GBMC and viewing of the entire vibrationspectrum of the rotor and the NOTAR� fan. The system allows theoperator to analyze vibrations, other than rotor/fan, and determine theprobable source by comparison with known component frequencies.
Standard BMSProgram
Optional Spectrum
Analyzer
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−53Reissue 1
7−18.IIDS MENU STRUCTURES
F92−082
For expanded menu structure
Ref. Figure 7−46
ELAPSED TIME
MM.SS
TOP LEVEL
TIME SUMMARY
POWER CHECK
BALANCE MONITOR
AIRCRAFT MONITOR
CLPXXX PERCENT
PRES ALT XXXXFT
DENS ALT XXXXFT
TIME/DATE
FUEL CALIBRATION
HOOK WT XXXX LBS
ENT
ENT
ENT
ENT
Continuous display of collective position
Continuous display of altitude
‘‘ENT’’ Key resets, starts and stops timer (alternate action);
‘‘CLR’’ Key exits function and resets timer
For expanded menu structure
Ref. Figure 7−29 thru Figure 7−40
For expanded menu structure
Ref. Figure 7−41 thru Figure 7−44
For expanded menu structure
Ref. Figure 7−45
SET ENGINE PARMENT
For expanded menu structure
Ref. Section VENT
For expanded menu structure
Ref. Figure 7−28ENT
ENTFor expanded menu structure
Ref. Section X
For expanded menu structure
Ref. Figure 7−47
L ENG WF XXX PPH
L ENG WF XXX PPHContinuous display of fuel flow
Figure 7−27. IIDS Top Level Menus
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−54Reissue 1
TIME SUMMARY
GEAR BOX
TSO =
RT ENGINE TIME
ENT
LST FLT TIME
ENT
NOTE 1: THIRD LEVEL MENU FOR RIGHT ENGINE
SAME AS FOR LEFT ENGINE
POWER MODULE
TSO=
CMPSR TURB CYCLE
CNT ACCUM=
POWER TURB CYCLE
CNT ACCUM=
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENUF92−083
TOP LEVEL SECOND LEVEL THIRD LEVEL
TOT FLT HR
TOT FLIGHTS
LFT ENGINE TIME
IMPELLER CYCLE
CNT ACCUM =
NOTE 1
Figure 7−28. Time Summary
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−55Reissue 1
ACQUISITION
COMPLETE
MAIN ROTOR TRACK
MAIN ROTOR
SOLUTION OPTIONS
RUN XX M/R
MEASUREMENTS
BALANCE MONITOR COLLECT M/R DATAMAIN ROTOR
BALANCE
F92−084NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
FLY 100% GROUND
PRESS REC
ACQUIRING
100% GND LAT
FLY HOVER IGE
PRESS REC
FLY 120 KIAS
PRESS REC
ACQUIRING
100% GND LAT
X.XX IPS AT YY.YY
NOTAR
BALANCE
SPECTRUM
BMS FAULT LOG
BMS VERSION LOG
MAIN ROTOR
CONFIGURATION
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
DISPLAY M/R
SOLUTION RUN XX
NOTE 2
NOTE 3
ACQUIRING
HOVER IGE LAT
HOVER IGE LAT
X.XX IPS AT YY.YY
NOTE 3
ACQUIRING
120 KIAS LAT
NOTE 2
120 KIAS LAT
X.XX IPS AT YY.YY
NOTE 3
NOTE 2
120 KIAS VERT
X.XX IPS AT YY.YY
NOTE 4NOTE 2: AUTOMATICALLY STEPS THROUGH ACQUIRING
MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 4 SECONDS AND THE DISPLAY GOES TO
NEXT REGIME.
NOTE 1: WHEN COMPLETED, MESSAGE IS DISPLAYED
FOR 1 SECOND
RUN XX RPM XXX
120 KIAS VERT
FLY 80 KIAS
PRESS REC
ACQUIRING
ACQUIRING
80 KIAS LAT
80 KIAS LAT
X.XX IPS AT YY.YY
80 KIAS VERT
X.XX IPS AT YY.YY
80 KIAS VERT
NOTE 1
NOTE 2
NOTE 3
NOTE 5: THE DISPLAY GOES BACK TO THE FIRST
REGIME WHEN THE ABOVE DATA HAS BEEN
COLLECTED
BMS ADVISORY LOG
BMS MAINTENANCE
NOTE 2
ACQUISITION
COMPLETE
NOTE 1
ACQUISITION
COMPLETE
NOTE 1
ACQUISITION
COMPLETE
NOTE 1
REDO 100% GND
PRESS REC
NOTE 5
NOTE 4: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 4 SECONDS
NOTE 2
NOTE 3
Figure 7−29. Balance Monitor, Main Rotor Balance
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−56Reissue 1
BALANCE MONITOR COLLECT M/R
DATA RUN XX
MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
100% GND LAT
X.XX IPS AT YY.YY
NOTAR�
BALANCE
BMS ADVISORY LOG
MAIN ROTOR TRACK
BMS FAULT LOG
BMS VERSION LOG
RUN XX M/R
MEASUREMENTS
MAIN ROTOR
CONFIGURATION
MAIN ROTOR
SOLUTION OPTIONS
DISPLAY M/R
SOLUTION RUN XX
HOVER IGE LAT
X.XX IPS AT YY.YY
80 KIAS LAT
X.XX IPS AT YY.YY
80 KIAS VERT
X.XX IPS AT YY.YY
120 KIAS LAT
X.XX IPS AT YY.YY
120 KIAS VERT
X.XX IPS AT YY.YY
NOT ACQUIRED
OR NOTE 1
NOTE 1: COULD APPLY FOR EACH REGIME
SPECTRUM
BMS MAINTENANCE
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
F92−085
Figure 7−30. Balance Monitor, Run M/R Measurements
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−57Reissue 1
BLADE 5 TRIM TAB
<XXX> MILS
NOTE 1: �ENT" KEY SELECTS DIGITS TO BE EDITED,
� AND � KEYS INCREASE/DECREASE DIGIT VALUE,
�REC" KEY STORES SELECTED VALUES, �CLR" EXITS
OUT OF MENU TO DISPLAY BLANK.
BALANCE MONITOR COLLECT M/R
DATA RUN XX
MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTAR�
BALANCE
SPECTRUM
MAIN ROTOR TRACK RUN XX M/R
MEASUREMENTS
MAIN ROTOR
CONFIGURATION
MAIN ROTOR
SOLUTION OPTIONS
DISPLAY M/R
SOLUTION RUN XX
BLADE 1 HUB WT
<XXX> GRAMS
BLADE 5 HUB WT
<XXX> GRAMS
BLADE 1 PC WT
<XXX> GRAMS
BLADE 5 PC WT
<XXX> GRAMS
BLADE 1 TRIM TAB
<XXX> MILS
THROUGH
THROUGH
THROUGH
NOTE 1
NOTE 1 AND 2
NOTE 1 AND 2
NOTE 1 AND 2
NOTE 1
NOTE 1
NOTE 2: STEP THROUGH BLADES SEQUENTIALLY
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
F92−086
Figure 7−31. Balance Monitor, Main Rotor Configuration
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−58Reissue 1
BALANCE MONITOR COLLECT M/R
DATA RUN XX
MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTAR�
BALANCE
SPECTRUM
MAIN ROTOR TRACK RUN XX M/R
MEASUREMENTS
MAIN ROTOR
CONFIGURATION
MAIN ROTOR
SOLUTION OPTIONS
DISPLAY M/R
SOLUTION RUN XX
ADJUSTMENTS USED
<PCL/TAB/WEIGHT>
COMPUTE
<ENTIRE SOLTN>
NOTE 1
NOTE 2
NOTE 1
NOTE 2: OPERATOR OPTIONAL SELECTION
OR
OR
OR
OR
NOTE 2
NOTE 2
NOTE 2
<PCL/TAB>
<PCL WEIGHT>
COMPUTE
<GND SOLTN ONLY>
COMPUTE
<80 KIAS SOLUTION>
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
OR
<TAB/WEIGHT>
NOTE 1: �ENT" KEY SELECTS FIELD TO BE EDITED,
� AND � KEYS CHANGE FIELD SELECTION,
�REC" KEY STORES THE SELECTION, �CLR" EXITS
OUT OF MENU TO DISPLAY BLANK.
F92−087
Figure 7−32. Balance Monitor, Main Rotor Solution Options
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−59Reissue 1
TAB DWN XXX MILS
BLD X <NOT MADE>
TAB UP XXX MILS
BLD X <NOT MADE>
HUB ADD XXX.X G
BLD X <NOT MADE>
ENTIRE SOLTN
<NOT MADE>
80 KIAS SOLTN
<NOT MADE>
GND SOLTN ONLY
<NOT MADE>
HUB SUB XXX.X G
BLD X <NOT MADE>
NOTE 1: MESSAGE FLASHING IF COMPUTING A SOLUTION
NOTE 2: �ENT" KEY SELECTS FIELD TO BE EDITED, � AND � KEYS
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, �REC" KEY STORES
SELECTION, �CLR" EXITS TO BLANK DISPLAY.
BALANCE MONITOR COLLECT M/R
DATA RUN XX
MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTAR�
BALANCE
SPECTRUM
MAIN ROTOR TRACK RUN XX M/R
MEASUREMENTS
MAIN ROTOR
CONFIGURATION
MAIN ROTOR
SOLUTION OPTIONS
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
DISPLAY M/R
SOLUTION RUN XX
NOTE 3: SELECTIONS ARE NOT MADE, ALL MADE, OR AS SELECTED
PCL UP XX.X FLAT
BLD X <NOT MADE>
NOTE 3
PREDICTED VIBS
BELOW X.XX IPS
NOTE 2PCSE ADD XXX.X G
BLD X PCSE <NOT MADE>
OR
OR
OR
PCL DN XX.X FLAT
BLD X <NOT MADE>
OR
OR
OR
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
COMPUTING M/R
SOLTN RUN XX.XXNOTE 1
AUTOMATIC
NOTE 4: SELECTIONS ARE ALL MADE, OR AS SELECTED
PCSE SUB XXX.X G
BLD X PCSE <NOT MADE>
NOTE 4
NOTE 4
NOTE 2
NOTE 2
NOTE 2
NOTE 2
NOTE 2
NOTE 2
NOTE 2
F92−088
Figure 7−33. Balance Monitor, Display M/R Solution
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−60Reissue 1
BALANCE MONITOR
FLASH STROBE
BLD SPREAD <ON>
MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTAR�
BALANCE
SPECTRUM
MAIN ROTOR TRACK
DEFAULT
OR
FLASH STROBE
BLD SPREAD <OFF>
TOP LEVEL SECOND LEVEL THIRD LEVEL
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
F92−089
Figure 7−34. Balance Monitor, M/R Track
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−61Reissue 1
NOTE 1
NOTE 2
NOTE 3
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
BALANCE MONITOR COLLECT NOTAR
RUN XX RPM XXXX
MAIN ROTOR
BALANCE
NOTAR
BALANCE
SPECTRUM
MAIN ROTOR TRACK RUN XX NOTAR
MEASUREMENTS
NOTAR WEIGHT
CONFIGURATION
DISPLAY NOTAR
SOLUTION RUN XX
FLY 100% GND
PRESS REC
ACQUIRING
100% GND RADIAL
100% GND RADIAL
X.XX IPS AT YY.YY
ACQUISITION
COMPLETE
NOTE 2: WHEN COMPLETE, RESULT DISPLAYED FOR 4 SECONDS.
NOTE 1:AUTOMATICALLY STEPS THROUGH ACQUIRING
MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 3: WHEN COMPLETE, MESSAGE DISPLAYED FOR 1 SECOND
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
F92−090
Figure 7−35. Balance Monitor, NOTAR� Balance
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−62Reissue 1
NOTE 3
NOTE 4
DISPLAY NOTAR
SOLUTION
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
BALANCE MONITOR
COLLECT
NOTAR DATA
MAIN ROTOR
BALANCE
NOTAR
BALANCE
MAIN ROTOR
TRACK
NOTAR
MEASUREMENTS
NOTAR WEIGHT
CONFIGURATION
100% GND RADIAL
X.XX IPS AT YY:YY
STD 1 WEIGHT
<XX.X> GRAMS
NOTE 1
PREDICTED VIBS
BELOW X.XX IPS
ADD XXX GRAMS
STD XX <NOT MADE>
NOTE 3
STD 13 WEIGHT
<XX.X> GRAMS
AUTOMATIC
NOT ACQUIRED
OR
OR
NOTAR SOLUTION
<NOT MADE>
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
COMPUTING NOTAR
SOLTN RUN XX.XX
SUB XXX GRAMS
STD XX <NOT MADE>
NOTE 1: �ENT" KEY SELECTS DIGITS TO BE EDITED,
� AND � KEYS INCREASE/DECREASE DIGIT VALUE,
�REC" KEY STORES SELECTED VALUES, �CLR" EXITS
OUT OF MENU TO DISPLAY BLANK.
NOTE 2: MESSAGE FLASHING IF COMPUTING A SOLUTION
NOTE 3: �ENT" KEY SELECTS FIELD TO BE EDITED, � AND � KEYS
CHANGE FIELD SELECTION FROM NOT MADE TO MADE, �REC" KEY STORES
SELECTION, �CLR" EXITS TO BLANK DISPLAY.
NOTE 4: SELECTIONS ARE MADE, ALL MADE OR AS SELECTED
NOTE 1
NOTE 2
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
SPECTRUM
F92−091
Figure 7−36. Balance Monitor, NOTAR� Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−63Reissue 1
BALANCE MONITOR MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
FLY 100% GND
PRESS REC
FLY HOVER IGE
PRESS REC
FLY 120 KIAS
PRESS REC
NOTAR
BALANCE
SPECTRUM
MAIN ROTOR TRACK
BMS FAULT LOG
BMS VERSION LOG
TREND SPECTRUMS
RANDOM SPECTRUM
PRESS REC
GATHERING RANDOM
NO XX SPC XX/XX
RANDOM SPECTRUM
NO XX COMPLETE
NOTE 1
GATHERING TREND
SET XX SPC XX/XX
NOTE 1
TREND SPECTRUM
SET XX COMPLETE
NOTE 2
NOTE 1
NOTE 2
NOTE 1
NOTE 2
NOTE 1: AUTOMATICALLY STEPS THROUGH ACQUIRING
MEASUREMENTS SPECIFIED FOR THIS REGIME.
NOTE 2: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 3 SECONDS AND DISPLAY GOES BACK TO
RANDOM SPECTRUM MENU
NOTE 3: WHEN COMPLETE, THE RESULT IS DISPLAYED
FOR 3 SECONDS AND THE DISPLAY GOES TO THE
NEXT REGIME.
GATHERING TREND
SET XX SPC XX/XX
TREND SPECTRUM
SET XX COMPLETE
GATHERING TREND
SET XX SPC XX/XX
TREND SPECTRUM
SET XX COMPLETE
NOTE 2
TOP LEVEL SECOND LEVEL THIRD LEVEL FOURTH LEVEL
F92−092
Figure 7−37. Balance Monitor, Spectrum
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−64Reissue 1
BALANCE MONITOR MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTAR
BALANCE
SPECTRUM
MAIN ROTOR TRACK
BMS OK
DBASE USAGE XXX%
ADVISORIES = XX
END OF BMS
FAULT LOG
OR
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
BALANCE OK
END OF BMS
ADVISORY LOG
OR
NOTE 1: OR VIBRATION DATA
NOTE 2: OR ERROR MESSAGES
NOTE 1
NOTE 2
TOP LEVEL SECOND LEVEL THIRD LEVEL
F92−093
Figure 7−38. Balance Monitor, BMS Fault Log
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−65Reissue 1
BALANCE MONITOR MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
BMS BOARD P/N
XXXXX−XX
BMSBP VER XX.XXX
P/N XXXXX−XX
BMSBP CHECKSUM
XXXXXXXX
NOTAR
BALANCE
SPECTRUM
MAIN ROTOR TRACK
MAIN ROTOR MODEL
VER XX.XXX
BMSOP VER XX.XXX
P/N XXXXX−XX
BMSOP CHECKSUM
XXXXXXXX
NOTAR MODEL
VER XX.XXX
VIB MONITOR
VER XX.XXX
SPECTRUM SETUP
VER XX.XXX
BMSBM CHECKSUM
XXXXXXXX
BMSBM VER XX.XXX
P/N XXXXX−XX
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
TOP LEVEL SECOND LEVEL THIRD LEVEL
F92−094
Figure 7−39. Balance Monitor, BMS Version Log
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−66Reissue 1
BALANCE MONITOR MAIN ROTOR
BALANCE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
CLEAR FAULT
LOG
CLEAR ADVISORY
LOG
CLEAR SPECTRUM
LOG
NOTAR
BALANCE
SPECTRUM
MAIN ROTOR TRACK
FORMAT DATABASE
AND RESET BMS
CLEAR M/R
BALANCE LOG
CLEAR NOTAR
BALANCE LOG
CLEAR ALL LOGS
CLEAR SETUP
CONFIGURATION
BMS ADVISORY LOG
BMS FAULT LOG
BMS VERSION LOG
BMS MAINTENANCE
TOP LEVEL SECOND LEVEL THIRD LEVEL
NOTE 1: FOR ALL ‘‘CLEAR’’ MENU SELECTIONS, PRESS ENT KEY AND A ‘‘PRESS TO
CLEAR’’ MESSAGE WILL BE DISPLAYED. PRESS REC KEY TO CLEAR THE LOG
AND A ‘‘CLEARED OK PRESS ANY KEY’’ MESSAGE WILL BE DISPLAYED.
PRESSING ANY KEY WILL RETURN TO THE ‘‘CLEAR LOG MENU’’.
NOTE 2: PRESS ENT KEY AND A ‘‘PRESS TO FORMAT AND RESET’’ MESSAGE WILL
BE DISPLAYED. PRESS REC KEY TO FORMAT THE DATA BASE AND A ‘‘DBASE
FORMATTED INITIALIZING BMS’’ MESSAGE WILL BE DISPLAYED. PRESSING
ANY KEY WILL RETURN TO THE ‘‘CLEAR LOG’’ MENU AFTER 30 SECONDS
NOTE 1
NOTE 2
F92−095
Figure 7−40. Balance Monitor, BMS Maintenance
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−67Reissue 1
AIRCRAFT MONITOR EXCEEDANCE LOGENT ENT
EXCEED LOG XXX
L ENG TORQUE
DATE XX−XX−91
TIME XX:XX:XX
PEAK VALUE XXX%
SEC TO PK = XX SEC
DATA LOG NO X
SEC ABV T1 = XX
SEC TO T2 = XX
SEC ABV T2 = XX
SEC TO T3 = XX
SEC ABVT3 = XX
SEC TO T4 = XX
SEC ABV T4 = XX
NOTE: PRESSING THE BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.MENU
F92−096
TOP LEVEL SECOND LEVEL THIRD LEVEL
TREND LOG
FAULT LOG
IIDS SETUP
THE EXCEEDANCE LOG PROVIDES A ‘‘SNAPSHOT" RECORD OF THE PARAMETER DATA AT APARTICULAR MOMENT IN TIME. THIS TYPE OF RECORD OCCURS WHENEVER A PARAMETEREXCEEDANCE IS DETECTED.
Figure 7−41. Aircraft Monitor, Exceedance Log Menu
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−68Reissue 1
AIRCRAFT MONITORENT
ENTTREND LOG XX
LEFT ENGINE
DATE
TIME
NP XXX%
T1 XC
TORQUE XX%
NG XX%
EGT XXXC
P0 XXXX FT
OAT XX C
PERFORM MARGIN
L PA CK NG −XX
L PA CK EGT−XX
NG COR FTR XX.X
EGT COR FTR XXX
NOTE: PRESSING THE BUTTON WILL TAKE YOU TO THE PREVIOUS HIGHEST MENU LEVEL.MENU
F92−097
EXCEEDANCE LOG
TREND LOG
FAULT LOG
IIDS SETUP
Figure 7−42. Aircraft Monitor − Trend Log
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−69Reissue 1
AIRCRAFT MONITORENT
ENTFAULT LOG
L ENG S/N
R ENG S/N
DATE
TIME
IIDS FALT1=X XX
XX, XX
IIDS FALT XX
ACFT FALT=X
SENS FALT=X
BMS FALT=X
LEFT EEC
DSCWD1 =X XX XX
NCFUR1=X XX
NCFUR2=X XX XX
NCFUR3=X XX
CFUR=0
RIGHT EEC
DSCWD1=
RIGHT EEC MENU SAME AS
LEFT EEC MENU.
NOTE: PRESSING THE BUTTON WILL TAKE YOU
TO THE PREVIOUS HIGHEST MENU LEVEL.
MENU
TOP LEVEL SECOND LEVEL THIRD LEVEL
F92−098
EXCEEDANCE LOG
TREND LOG
FAULT LOG
IIDS SETUP
THE FAULT LOG CONTAINS DATA ASSOCIATED WITH EECFAULTS AND FAILURES DETECTED IN THE IIDS, BMS, ORAIRCRAFT TRANSDUCERS/SENSORS. THIS LOG IS RE-CORDED WHENEVER AN IIDS OR EEC FAULT IS DE-TECTED. STORAGE IS AVAILABLE FOR 100 FAULT LOGS.
Figure 7−43. Aircraft Monitor, Fault Log Menu
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−70Reissue 1
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
AIRCRAFT MONITOR EXCEEDANCE LOG
ENG INSTALL PWC
IPS INSTALLED
HT/DEFOG INSTAL
ROTOR BRK INSTAL
FAULT LOG
IIDS SETUP
TREND LOG
FWD FUEL CAL XXX
AFT FUEL CAL XXX
TOP LVL SFTWR PN
XXXXXXXXXXXX
A/C NO XXXXXXXX
CFG DAT MM−DD−YY
CFG TIM HR:MN:SE
OPER SFTWR PN
XXXXXXXXXXXX
MAINT SFTWR PN
XXXXXXXXXXXX
BMSOP SFTWR PN
XXXXXXXXXXXX
BMSBP SFTWR PN
XXXXXXXXXXXX
SETUP DATA ID
XXXXXXXX
BMSBM SFTWR PN
XXXXXXXXXXXX
TOP LEVEL SECOND LEVEL THIRD LEVEL
F92−099
Figure 7−44. Aircraft Monitor − IIDS Setup
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Systems Description
Original 7−71Reissue 1
FUEL CALIBRATION FWD FUEL CAL<XXX>
AFT FUEL CAL <XXX>
SET CAL CODE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
DO CALIBRATION AIRCRAFT READY?
CRUISE ATTITUDE?
NOTE 1: PRESS �ENT" FOR MORE THAN 4 SECONDS TO ENTER
FUNCTION, THIRD LEVEL MENU APPEARS.
NOTE 2: �ENT" SELECTS DIGITS TO BE EDITED, AND KEYS
CHANGE SELECTED DIGITS, �REC" KEY STORES
SELECTION, �CLR" EXITS TO BLANK DISPLAY.
NOTE 3: PRESS �ENT" FOR MORE THAN 4 SECONDS COMMANDS
CALIBRATION. IIDS WITH CAL CODES AFTER
CALIBRATION COMPLETE. �REC" CHANGES CODE TO
CALCULATED VALUE. PRESS ‘‘MENU’’ TWICE TO
RETURN TO TOP LEVEL
FWD FUEL CAL XXX
AFT FUEL CAL XXX
NOTE 1
NOTE 1
NOTE 2
NOTE 3
F92−100
TOP LEVEL SECOND LEVEL THIRD LEVEL
NOTE: TO MOVE HORIZONTALLY ( → ) TO THE NEXT LOWER LEVEL − PRESS ENT
Figure 7−45. Fuel Calibration
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Systems Description
Original7−72Reissue 1
SET ENGINE PARM LNG COR FCTR <XX.X>
LEGT CORFCT <XX.X>
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
RNG COR FCTR <XX.X>
REGT CORFCT <XX.X>
NOTE 1
NOTE 1
NOTE 1: �ENT" SELECTS DIGITS TO BE EDITED, � AND � KEYS
CHANGE SELECTED DIGITS, �REC" KEY STORES
SELECTION, �CLR" EXITS TO BLANK DISPLAY.
F92−101
TOP LEVEL SECOND LEVEL
Figure 7−46. Set Engine Parameters
SET TIME/DATE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTE 1
F92−102
TOP LEVEL SECOND LEVEL
TIME <HH:MM>
DATE MM−DD−YYNOTE 1.: ‘‘ENT’’ KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELDBLINKS, � AND � KEYS INCREMENT/DEINCRE-MENT DIGIT VALUE, ‘‘REC’’ KEY CHANGES TIMEAND DATE TO SELECTED VALUES
Figure 7−47. Set Time/Date
Handling Servicingand Maintenance
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original 8−iReissue 1
S E C T I O N VIIIHANDLING, SERVICING
AND MAINTENANCETABLE OF CONTENTS
PARAGRAPH PAGE8−1. Hoisting, Lifting, and Jacking 8−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−2. Towing and Moving 8−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−1. Helicopter Towing and Ground Handling 8−4. . . . . . . . . . . . . . . . . . . . .
8−3. Parking and Storage 8−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−2. Helicopter Tiedowns and Covers 8−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−3. Helicopter Grounding 8−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−4. Access and Inspection Provisions 8−10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−4. Access Methods 8−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−5. Nose Access Panels 8−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−6. Left Side Access Panels 8−13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−7. Right Side Access Panels 8−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−8. Top View Access Panel 8−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−9. Bottom View Access Panels 8−16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−10. Stabilizers Access Panels 8−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−11. Cabin Floor Interior Access Panels 8−18. . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−12. Pedestal Access Panels 8−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−13. Fan Assembly Access Panels 8−20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−5. Servicing 8−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−14. Servicing Points 8−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 8−1. Acceptable Fuels 8−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 8−2. Servicing Materials 8−22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 8−15. Fuel System Gravity Filler Port 8−25. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−16. Hydraulic System 8−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−17. Main Transmission Servicing 8−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−18. Rotor Brake 8−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−19. Engine Oil System − Servicing 8−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−6. Aircraft Cleaning 8−33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−7. Cockpit Door Removal 8−34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Handling Servicingand Maintenance
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original 8−iiReissue 1
PARAGRAPH PAGEFigure 8−20. Cockpit Door Attachment 8−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−8. Cabin Seats: Removal/Installation 8−36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−21. Cabin Passenger Seat Attachment 8−36. . . . . . . . . . . . . . . . . . . . . . . . . .
8−9. Copilot Flight controls 8−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−22. Copilot Pedals 8−37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8−10. Engine Charts 8−38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−23. EGT Vs Time − All Conditions Except Starting 8−38. . . . . . . . . . . . . . .
Figure 8−24. EGT Vs Time − Starting 8−39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−25. Power Turbine (NP) Speed Vs Time 8−39. . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−26. Compressor Turbine (NG) Speed Vs Time 8−40. . . . . . . . . . . . . . . . . . . .
Figure 8−27. Engine Overtorque Limits − All Conditions 8−40. . . . . . . . . . . . . . . . . .
8−11. Special Operational Checks and Procedures 8−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine NP Overspeed Test Procedure 8−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Out/Low Rotor Warning Check 8−41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic System Check 8−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VSCS Check 8−42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Wet Engine Motoring Run 8−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dry Engine Motoring Run 8−43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Wash procedures 8−44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−28. Engine Wash Panel 8−46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Engine Shutdown Check 8−47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Engine Start Check 8−48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Autorotation RPM Check 8−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Battery Removal 8−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Resetting IIDS Time/Date 8−50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 8−29. Set Time/Date 8−50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−1Reissue 1
SECTION VIIIHANDLING, SERVICING, AND
MAINTENANCE
8−1. HOISTING, LIFTING, AND JACKING
Hoisting, lifting, and jacking of the helicopter shall only beperformed with the proper equipment and tools as specified in theMD900 Rotorcraft Maintenance Manual. Failure to follow thespecified procedures will result in damage to aircraft components.
8−2. TOWING AND MOVING
Moving the helicopter on prepared surfaces is accomplished by mounting groundhandling wheels to fittings located on the landing gear skid tubes.
The ground handling wheel set is used for moving the MD Explorer by hand andfor towing. The wheels are manually lowered with a detachable jack handle, andare held in the down position by a mechanical lock. The ground handling wheelset is equipped with a tow bar attach fitting.
Helicopter Manual Moving:
Ensure all stress panels listed in Figure 8−11 are installed.
Airframe structure damage can occur if stress panels are not inplace before moving helicopter.
NOTE: The wheel set attaches at four points, two inboard and two outboard, on the skidassemblies.
A ‘‘T" handle is strapped to the skid tubes and extends out, to pull the wheelsto and from the helicopter.
Position wheel set over skid tubes and roll wheel set forward.
NOTE: The wheel set can be installed in either direction, depending on jack handleposition.
Attach wheel set to attach points on skid tubes.
Hold tail up while lowering ground handling wheels.
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−2Reissue 1
Jack hydraulic ram which forces wheels down and skids up.
When the jack is extended, a mechanical safety latch automatically snaps intoposition, to prevent the wheels from going up in the event of loss of hydraulicpressure.
Operators and maintenance personnel should avoid lead−lag loadsin excess of 25 lb (11 kg) at the tip of the main rotor blades.
Excessive lead−lag load applied to the main rotor blades during ground handlingcan result in damage to the damper assembly.
Manually move helicopter on ground handling wheel set by balancing tailboomand pushing on rear fuselage portion of airframe.
When ground handling helicopter do not lift main rotor blades toclear objects. The main rotor should be rotated to clear objects.To prevent rotor component damage, the main rotor hub deflectionfor a non−operating rotor is not to exceed four feet up, maximum.Measurement to be taken from static rest.
Helicopter Towing
The towbar is equipped with caster wheels and is designed for use with theground handling wheels and allows the helicopter to be moved by one person.
The towbar does not interfere with equipment that may be hung under the heli-copter
Ensure all stress panels listed in Figure 8−11 are installed.
Airframe structure damage can occur if stress panels are not inplace before moving helicopter.
Raise helicopter up with wheel set.
Position caster wheels, to straddle, over front skid tubes.
Attach nylon strap under skid tubes and ratchet skid tubes into rubber cups.
Attach tow bar to a power unit.
Do not tow helicopter at speeds over 5 mph.When ground handling helicopter do not lift main rotor blades toclear objects. The main rotor should be rotated to clear objects.To prevent rotor component damage, the main rotor hub deflectionfor a non−operating rotor is not to exceed four feet up, maximum.Measurement to be taken from static rest.
CAUTION
CAUTION
CAUTION
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−3Reissue 1
Avoid sudden stops and starts.
Avoid short turns, which could cause helicopter to turn over.
A safe minimum turning radius is approximately 20 feet (6.1m).
Allow inside wheel to turn (not pivot) while helicopter is being turned.
Helicopter Transport
The heli−porter is designed for the MD Explorer with the use of a towing tractoror vehicle.
The heli−porter is a welded tubular steel frame with dual pneumatic swivelcaster on the front and rear. The platform is a grated walkway with hold downsafety straps for the landing gear. The heli−porter has a hand brake to the reartires and has a 10,000 lb (4540 Kg) capacity.
Ensure all stress panels listed in Figure 8−11 are installed.
Airframe structure damage can occur if stress panels are not inplace before moving helicopter.
Land or hoist helicopter (Ref. RMM, Section 07−10−00) on heli−porter platform.
Attach safety hold−down straps to skid tubes.
Release heli−porter hand brake.
When ground handling helicopter do not lift main rotor blades toclear objects. The main rotor should be rotated to clear objects.To prevent rotor component damage, the main rotor hub deflectionfor a non−operating rotor is not to exceed four feet up, maximum.Measurement to be taken from static rest.
Do not tow helicopter at speeds over 5 mph. A safe minimum turningradius is approximately 20 feet (6.1m).
Attach heli−porter hook−up to a tow vehicle.
CAUTION
CAUTION
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−4Reissue 1
VIEW ROTATED
F92−103
SKID TUBE
GROUNDHANDLING
ATTACH POINTS
HELI−PORTER
TOW BAR
Figure 8−1. Helicopter Towing and Ground Handling
8−3. PARKING AND STORAGE
Helicopter tiedowns and covers
Covers and tiedowns (Ref. Figure 8−2) are provided to shield the MD Explorerfrom inclement weather conditions and other outside environmental factors thatcould cause FOD damage while the helicopter is parked, moored, or while instorage.
NOTE: The decision to use protective covers and tiedowns is determined by theprevailing weather conditions, length of storage/parking, and location.
Forward and aft tiedowns
Each tiedown (Ref. Figure 8−2) has a quick connect fitting with a streamerattached ‘‘REMOVE BEFORE FLIGHT". Two aft tiedown straps are tobe attached to the upper aft fitting. Two separate upper forward tiedownsattach to the forward fuselage. Additional lower fore and aft tiedown attachpoints are located on left and right side of helicopter.
Blade tiedowns
Blade tiedowns (Ref. Figure 8−2) are socks, which fit over the blade tip, withor without the blade covers installed.
Each blade tiedown is fitted with a generous length of rope which can betied down at any convenient spot.
Upper deck cover
The upper deck cover (Ref. Figure 8−2), encloses the NOTAR� inlet, particleseparator inlets and exhaust stacks.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−5Reissue 1
Attach cover, at forward corners to snap−head screws placed in existing screwholes on lower edge of particle separator inlet.
Attach cover, at rear corners with similar snaps, or with a strap going under-neath the tailboom where it meets the fuselage.
NOTAR� boom cover
The boom cover (Ref. Figure 8−2) is a tubular cover made of nylon. Attachboom cover to thruster using side−release buckles.
NOTAR� thruster cover
The MD Explorer thruster cover (Ref. Figure 8−2) encloses the thruster coneand chokes tightly around the base near the trailing edge of the horizontalstabilizor.
Position cover on thruster.
Tighten cover with strap assembly.
Pitot tube cover
The pitot cover (Ref. Figure 8−2) is vinyl and reinforced with galvanized steelstaples at stress points.
A bright red warning streamer, ‘‘REMOVE BEFORE FLIGHT" attachesto the bottom edge of the cover
Attach pitot cover around pitot base.
Bubble cover
The MD Explorer bubble cover (Ref. Figure 8−2), encloses the entire canopy,including the windshield, front and rear doors and windows.
The cover, attaches at four points.
The cover, is color−coded, with swatches sewn in the corners, for ease of instal-lation. Red = Left, Green = Right.
Attach upper rear corners to snap−head screws placed in existing screw holeson lower edge of particle separator inlet.
Attach straps at lower rear corners to rear struts.
Tighten special rope in top and bottom hems, to insure a guarantee againstwind chaffing.
A large bright red pocket is sewn in the cover, for the temperature probe.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−6Reissue 1
UPPER DECK COVER
F92−104ABUBBLE COVER
BLADE COVER
BOOM COVER
ENGINE AREA COVER
THRUSTER COVERROTOR HUB COVER
AFT UPPER TIEDOWNFORWARD UPPER TIEDOWN
BLADE TIEDOWN
PITOT TUBE COVER
AFT LOWER TIEDOWN(IF INSTALLED)
FORWARD LOWER TIEDOWN(IF INSTALLED)
Figure 8−2. Helicopter Tiedowns and Covers
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−7Reissue 1
Rotor hub cover
The MD Explorer rotor hub cover (Ref. Figure 8−2) overlaps with the bladecovers and the engine area cover to insure complete protection for the entiremain rotor system.
Position cover over top of rotor hub.
Attach cover with buckles under each blade.
Tuck lower part of cover into the aperture beneath the rotor.
Engine area cover
The engine area cover is similar and does the same job as the upper deckcover, except that it also encloses the fan inlet.
Blade covers − standard
Blade covers (Ref. Figure 8−2) can be installed from the ground.
Tighten covers at blade root with attached straps and buckles.
The small opening at the blade tip bottom allows attachment of tiedown ropes.
Blade covers − cold weather
The MD Explorer cold weather blade covers are similar to the standard bladecovers, but are fitted with full length zippers and heater hose boots nearthe blade root.
Helicopter Parking
The decision to use protective covers and tiedowns is determined by the prevailingweather conditions, length of parking, and location.
Normal Conditions
NOTE: Tie down rotor blade(s) whenever helicopter is parked in an area subject toturbulent or gusting winds to prevent rotor windmilling. The maximum blade tiedown load is when the blade tip just begins to deflect downward.
Install pitot cover.
Close and secure all doors, windows and access panels.
Statically ground helicopter if possible.
Turbulent/Gusting Wind Conditions
Tie down all blades in winds of 45 knots or more to preventexcessive flapping and possible flexbeam damage.
NOTE: Maximum demonstrated wind speed for starting and stopping the rotor is 50knots.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−8Reissue 1
If possible, park helicopter into the prevailing wind and secure in accordancewith normal parking conditions.
Statically ground helicopter (Ref. Figure 8−3).
F92−105
GROUNDING JACK(2 LOCATIONS)
CABLE PLUG
Figure 8−3. Helicopter GroundingHelicopter Storage
Install protective covers as necessary (Ref. Figure 8−2) to prevent entry of blowingdust, water, freezing rain, snow and/or foreign objects into the helicopter duringground storage.
Maintain full fuel cell to reduce condensation in the cell.
Ensure drain holes are free of debris and kept open during storage period.
Store helicopter in hangar, if space allows.
Statically ground helicopter (Ref. Figure 8−3).
Flyable Storage
Flyable storage will maintain a stored MD Explorer in an operable condition.If daily use is impractical, the following procedures will keep the helicopterin flyable condition. At regular intervals inspect helicopter. Date and typeof storage must be recorded in helicopter records.
Perform engine run−up, at least once every five days.
Perform pre−flight inspection, at least once every seven days.
Inspect helicopter and treat for corrosion control.
Inspect static ground wires, blade tiedowns and mooring devices at regularintervals.
Inspect tiedowns immediately after winds exceeding 35 knots.
Enter type of storage and date helicopter was placed in storage, in helicopterrecords.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−9Reissue 1
High Wind Conditions − Helicopter Mooring
When severe storm conditions or wind velocities higher than 40 knots are forecast,helicopter should be hangared or evacuated to a safe area. If the helicopter mustbe parked in the open during high winds, comply with the following.
Structural damage can occur from flying objects during high windconditions. Helicopter should be hangared or evacuated to a safeweather area when wind conditions above 75 knots are expected.
If a paved ramp with tiedown rings are available, park helicopter headed indirection from which highest forecast winds are expected.
Secure helicopter to ramp tiedowns using forward and aft tiedowns (Ref.Figure 8−2).
If a paved ramp with tiedown rings are not available, park helicopter on anunpaved parking area, headed in the direction from which highest forecast windsare expected.
Install blade tiedowns.
Tiedown rotor blades, whenever helicopter is parked, to preventrotor damage from blade flapping as a result of air turbulence fromother aircraft or wind gusts. The maximum blade tie down loadis when the blade tip just begins to deflect downward.
Install engine area cover (Ref. Figure 8−2), and pitot cover.
Fill fuel cell, if possible.
After winds subside, inspect helicopter carefully for damage which may havebeen inflicted by flying objects.
Return to service
Flyable Storage Depreservation and Activation
Remove protective covers and tiedowns.
Clean helicopter as necessary.
Open all doors and ventilate helicopter.
Record date helicopter was prepared for service in helicopter records.
Remove static ground wire installed for storage.
Perform preflight checks.
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−10Reissue 1
8−4. ACCESS AND INSPECTION PROVISIONS
Various doors, covers, panels, and fairings are located through out the airframeto provide access for inspection, maintenance, and servicing. External and internaldoors, covers, panels and fairings are shown in Figure 8−5 thru Figure 8−13. Eachdoor, cover, panel, and fairing has a letter and a number designator. Each figureis directly related to a corresponding table which lists a reference designator, panelname, accessible item, access method and fastener type.
Reference Designator:
The number indicates the nearest attaching fuselage station.
The letter indicates the location:
(N) Nose(L) Left Side(R) Right Side(T) Top Side(B) Bottom Side(A) Cabin Floor (interior access)(S) Stabilizer(P) Pedestal (interior)(F) Fan Assembly (interior)
A combination of two letters may be used to help identify a door, cover, panelor fairing:
(FR) floor right(FL) floor left
L and R will indicate doors, panels, and covers at the same station location:
F(L/R)160.0.
Removal and Installation Methods:
Removal or installation of doors, covers, panels, and fairings are described bya method listed in a table with a supporting illustration. The type of fastenerand quantity used to remove or secure the door, cover, panel, and fairing is listed.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−11Reissue 1
9G06−008F92−106
UNLOCK−COUNTERCLOCKWISELOCK−CLOCKWISE
LOCKED
PUSH HERETO UNLOCKROTATES 180°
TO UNLOCK
1/4 TURN
UNLOCK− COUNTERCLOCKWISELOCK−CLOCKWISE
UNLOCKED
1/4 TURN
SCREW
BOLT
PULL TO RELEASEDOOR PINS
SLEEVE BOLT
LEVER ACTION HANDLE
CAMLOC
2 PULL
1 PUSH
KEYLOC CAMLOC LATCH
UNLOCKED
HINGE
LOCKED UNLOCKED
PUSH TOUNLOCK PUSH TO
LOCK
LATCHCAMLOC
LOCKED
HINGE PIN PIN CAMLOC
HOOK−1
LIFT
LOCK−TWO ACTIONS
PULL
UNLOCK−ONE ACTION
PUSH−2
LATCH
PULL OFFHERE
STRUT
LIFTHERE
TURN AND LOCK
CLOSED UNLOCKEDLOCKED
Figure 8−4. Access Methods
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−12Reissue 1
9G06−001F92−107
N80
N82
N106
ItemNo. Name Permits Access To
Removal and Installation
Quantity TypeMethod
Ref.Figure 8−4
N80 Nose Door Pitot − Static System, Battery 21
LatchKeyloc
BA
N82 Panel Landing Light, Flight Control RodsAvionics Cooling Fan, Wire Harness,External Power Box
18 Screw L
N106 Panel 30 Screw L
Figure 8−5. Nose Access Panels
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−13Reissue 1
F927−092
L155 L210
L220 L260
L270
L262
L166
L107L109 L240
ItemNo. Name Permits Access To
Removal and Installation
Quantity TypeMethod
RefFigure 8−4
L107 Crew Door Copilot Instrument Panel, Pedestal Console 111
Lever Action HandleHinge Pin / PinStrut End
HJ, K
T
L109 Access Panel AssemblyAvionics, LH
Electrical, Avionics, Flight Controls,Static System Drain Valve
114
KeylocCamloc
AB
L155 Forward Access DoorAssembly, LH
Main Transmission Access, FlightControl Actuators, Hydraulic HandPump, System 1 Hydraulic Manifold/Reservoir
52
CamlocHinge
E D
L166 Passenger Door, LH Passenger and Cargo Compartment 1 Lever Action Handle HL210 Transmission Access
Door Assembly, LHUPPER W/ NACAINLET
Main Transmission Access, EngineReduction Gearbox Housing
25
HingeCamloc
DE
L210 Transmission AccessDoor Assembly, LHLOWER W/ NACAINLET
Main Transmission Access, EngineReduction Gearbox Housing
7 Camloc E
L220 Engine Air Inlet PanelAssembly, LH
Inlet, Engine Compressor 25 Fastener Sleeve Bolt G
L240 GPU/EPR Door (AFT) Auxiliary / External Power Recep-tacle
1 Camloc E
260 Engine Cowling Assem-bly, LH
Engine, Engine Controls 10 Fastener Sleeve Bolt G
L262 Baggage CompartmentDoor
Baggage Compartment,behind trim panels; Engine EEC’s,Wire Harness, Drain Lines, ElectricalLoad Center, Engine Fire Extinguish-ing Bottles (optional)
1 Lever Action Handle H
L270 Exhaust Ejector CowlAssembly, LH
Engine Exhaust 18 Machine Screw L
Figure 8−6. Left Side Access Panels
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−14Reissue 1
9G06−003F92−109
R270
R260 R220 R210
R155
R107
R109R128R158R185
R166
ItemNo.
Name Permits Access To
Removal and Installation
Quantity TypeMethod
RefFigure 8−4
R107 Crew Door Pilot Instrument Panel, Pedestal Consol 111
Lever Action HandlePin AssemblyStrut
HJ, K
T
R109 APU/EPR Door Auxiliary / External Power Recep-tacle
1 Camloc E
R128 Avionics Access Panel Electrical, Avionics, Flight Controls,ECS Bleed Air Lines, Static SystemDrain Valve
114
Key LocCamloc
AB
R155 Forward Access DoorAssembly, RH
Main Transmission Access, FlightControl Actuators, System 2Hydraulic Manifold/Reservoir
52
CamlocHinge
ED
R158 Fuel Cap and Adapter Fuel Filler Neck 1 Turn and Lock SR166 Passenger Door, RH Passenger and Cargo Compart-
ment11
Lever Action HandleRelease Pin
HR
R185 Fuel Drain Access PanelAssembly
Fuel Sump Drain Control, Cables 1 Camloc N
R210 Transmission AccessDoor Assembly, RHUPPER W/ NACA INLET
Main Transmission Access,Engine Reduction GearboxHousing
25
HingeCamloc
DE
R210 Transmission AccessDoor Assembly, RHLOWER W/ NACAINLET
Main Transmission Access,Engine Reduction GearboxHousing
7 Camloc E
R220 Engine Air Inlet PanelAssembly, RH
Inlet, Engine Compressor Section 25 Sleeve Bolt G
R260 Engine Cowl Assembly, RH
Engine, Engine Controls 11 Sleeve Bolt G
R270 Exhaust Ejector CowlAssembly, RH
Engine Exhaust 19 Machine Screw L
Figure 8−7. Right Side Access Panels
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−15Reissue 1
T155 T220
T240
9G06−009F92−110
TR218T292
TL218
ItemNo. Name Permits Access To
Removal and Installation
Quantity TypeMethod
RefFigure 8−4
T155 Forward Fairing As-sembly Swashplate
Hydraulic Servo Actuators,Swashplate, Mixer
194
ScrewBolt
LM
TL118 Oil Dipstick HandHold, LH
Engine Oil Level and Filler 12
HingeCamlock
QE
TR118 Oil Dipstick HandHold, RH
Engine Oil Level and Filler 12
HingeCamlock
QE
T220 Aft Fairing AssemblySwashplate
Mast Support, Transmission,Flight Controls, ECS, EngineOil Level and Filler
584
ScrewBolt
LM
T240 Upper Inlet Duct As-sembly
Fan driveshaft, air inlet to fan 1924
ScrewBolt
LM
T292 Upper Tailboom Fair-ing Assembly
Required Panel Removal T240,L270 and R270
7 Screw L
Figure 8−8. Top View Access Panel
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−16Reissue 1
9G06−005F92−111
B142B178
B230
ItemNo. Name Permits Access To
Removal and Installation
Quantity Type Method RefFigure 8−4
B142 Access Panel Assem-bly Center
Throttle Interconnect Cable, RHCollective
14 Screw L
B178 Access Panel Assem-bly Sump
Fuel Sump Drain Valves 22 Screw L
B230 Aft Crosstube CoverAssembly
Landing Gear Crosstube Aft 30 Screw L
Figure 8−9. Bottom View Access Panels
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−17Reissue 1
9G06−004F92−112
SR5SL5
S4
S6
SR3
SR1
SL3S2SL1
SR7
SL7
ItemNo. Name Permits Access To
Removal and Installation
Quantity TypeMethod
RefFigure 8−4
S2 Lower Tailboom/Thruster Fairing Assembly
Horizontal Stabilizer Mount FittingStationary Thruster Mounting
22 Screw L
S4 Thruster End Cover Attachment Bolts For RotatingThruster
8 Screw L
S6 Leading Edge CoverCenter
10 Screw L
SL1 Upper Tailboom/Thruster Fairing As-sembly, Left Side
Horizontal Stabilizer Mount FittingStationary Thruster Mounting
21 Screw L
SL3 Outboard Fairing As-sembly, LH (Endplate)
Vertical Stab Torque Tube, ControlRod Electrical Wiring, Position Light
14 Screw L
SL5 Center Access Cover,LH (Horizontal Stabi-lizer)
Wiring 10 Screw L
SR1 Upper Tailboom/Thruster Fairing Assembly Right Side
Horizontal Stabilizer Mount FittingStationary Thruster Mounting
21 Screw L
SR3 Outboard Fairing As-sembly, RH (Endplate)
Vertical Stab Torque Tube, ControlRod Electrical Wiring, Position Light
14 Screw L
SR5 Center Access Cover(Horizontal Stabilizer)
Wiring 10 Screw L
SR7 Access Cover RH VSCS Actuator 10 Screw L
SL7 Access Cover LH VSCS Actuator 10 Screw L
Figure 8−10. Stabilizers Access Panels
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−18Reissue 1
AR129
AR138 AR155 AR165 AR230 AR250
AL250
A235
AL230
A217AL165 A170A160AL155
AL138
AL129
9G06−010F92−113
NOTE: ALL PANELS ARE STRESS PANELS.
ItemNo. Name Permits Access To
Removal and Installation
Quantity Type Method RefFigure 8−4
A160 Cabin Floor ForwardPanel Assembly
Fuel Cell 69 Screw L
A170 Cabin Floor CenterPanel Assembly
Fuel Cell 89 Screw L
A217 Cabin Floor Aft PanelAssembly
Fuel Cell Aft Vent Rollover Valves 75 Screw L
A235 Baggage Floor CenterPanel
Condenser Fans, Condenser 64 Screw L
AL129 Cockpit Outboard LeftFloor Panel
LH Collective Stick Socket, Wire Harness, LHStatic Port
301
ScrewBolt
LM
AL138 Cockpit Floor LeftAccess Panel
Flight Control Tubes, Cyclic Bellcrank 241
Screw Bolt
LM
AL155 Cabin Floor Left For-ward Access Cover
Left Forward Fuel Vent Valve, Fuel Cell 12 Screw L
AL165 Cabin Floor Left Out-board Panel
Fuel Cell Frangible Valve, Wire Harness 76 Screw L
AL230 Cabin Floor Left Aft Ac-cess Cover
Left Aft Fuel Vent Valve, Fuel Cell 13 Screw L
AL250 Baggage Floor LeftOutboard Panel
Fuel Tee Fittings, Fuel Pressure Switch DrainTubing, Fuel Hose Shrouds, Fuel Catch Can
254
ScrewBolt
LM
AR129 Cockpit Outboard RightFloor Panel
Fire Overheat Bleed Air Leak Control, WireHarness, RH Static Port
341
ScrewBolt
LM
AR138 Cockpit Floor RightAccess Panel
Flight Control Tubes, Bellcranks, ThrottleCables
35 Screw L
AR155 Cabin Floor Right For-ward Access Cover
Right Forward Fuel Vent Valve, Fuel Cell 12 Screw L
AR165 Cabin Floor Right Out-board Panel
Fuel Cell Frangible Valve, Heat/Defog BleedAir Line, Fire Overheat Bleed Air Leak Detec-tor
76 Screw L
AR230 Cabin Floor Right AftAccess Cover
Right Aft Fuel Vent Valve, Fuel Cell 13 Screw L
AR250 Baggage Floor RightOutboard Panel
Fuel Hose Shrouds, ECS Tubing, StrobePower Supply,
254
ScrewBolt
LM
Figure 8−11. Cabin Floor Interior Access Panels
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−19Reissue 1
9G06−012F92−114
PR120
PL120
ItemNo. Name Permits Access To
Removal and Installation
Quantity TypeMethod
RefFigure 8−4
PL120 Panel Wire Harness, Forward InterconnectPanel (Relays), Ground Modules
9 Camloc U
PR120 Panel Wire Harness, Forward InterconnectPanel (TB2, TB3,TB4)
9 Camloc U
Figure 8−12. Pedestal Access Panels
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−20Reissue 1
REF. STATOR
9G06−013F92−115
REF. FAN SUPPORT ANDHOUSING
F1 F2
F3
F4F5
F6
F7F9
F8
ItemNo. Name Permits Access To
Removal and Installation
Quantity TypeMethod
RefFigure 8−4
F1 Anti−Torque Drive ShaftCover
Fan Drive Shaft 6 Screw L
F2 Anti−Torque Lower InletDuct Assembly
Plenum Fan Assembly 1914
ScrewBolt
LM
F3 Anti−Torque Fan Fair-ing/Center Body Assem-bly
Fan Assembly, Fan Driveshaft Cou-pling, Support Housing, Fan BalanceMonitor System Magnetic Pickup andAccelerometer
19 Screw L
F4 Anti−Torque Middle InletDuct Assembly
Fan Assembly Plenum air Inlet 419
ScrewBolt
LM
F5 Anti−Torque Fan UpperDuct Assembly
Plenum Air Inlet, Upper Stator Bladesattached
24 Screw L
F6 Upper Center Diffuser Upper Stator Blades attached 24 Screw L
F7 Lower Center Diffuser Fan Assembly and Diverter, LowerStator Blades attached
20 Screw L
F8 Lower Access Panel As-sembly
Diverter 4 Latch P
F9 Anti−Torque Fan LowerDuct Assembly
Fan Assembly and Diverter, FanControl Linkage
18 Screw L
Figure 8−13. Fan Assembly Access Panels
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−21Reissue 1
8−5. SERVICING
General
Servicing includes replenishment of fuel, changing or replenishment of oil, andother such maintenance functions (Ref. RMM, Section 12−00−00).
The locations of servicing points are shown in Figure 8−14.
Engine, transmission and hydraulic servicing materials and capacities are shownin Table 8−2. A complete listing of servicing materials may be found in the RMM,Section 12−00−00.
F927−0593
5
12
6
78
4
9
1 ECS − AIR CONDITIONER SYSTEM OIL2 ECS − COMPRESSOR REDUCTION GEARBOX OIL3 FUEL SYSTEM − FUEL4 HYDRAULIC SYSTEM − MANIFOLD/RESERVOIR HY-
DRAULIC FLUID5 LANDING GEAR − DAMPER FLUID
6 TRANSMISSION & DRIVE SYSTEM − MAIN TRANSMIS-SION LUBRICATING OIL
7 POWERPLANT − ENGINE LUBRICATING OIL8 POWERPLANT − ENGINE WASH SOLUTION9 ROTOR BRAKE − HYDRAULIC FLUID
Figure 8−14. Servicing Points
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−22Reissue 1
Capacities − Fuel System:JET A: 1097 lb; 498 kg; 161.3 U.S. gal; 611L total capacity
1078 lbs; 158.5 U.S. gal; 600L useable
JET B: 1048 lb; 476 kg; 161.3 U.S. gal; 611L total capacity1030 lbs; 158.5 U.S. gal; 600L useable
Table 8−1. Acceptable Fuels
NOTE: For additional information on fuels, refer to Pratt and Whitney 207E MaintenanceManual
FUEL TYPE
SPECIFICATION
USA CANADA UK FRENCH NATO PRCKerosene:Jet A, A−1, A−2**JP8*
ASTM D1655MIL−T−83133
CGSB3.23−M86
AVTURDERD 2453*DERD 2494* AIR 3405D
F−34F−35
RP−3
Wide Cut:Jet BJP4*
ASTM D1655MIL−T−5624
CGSB3.22−M86
AVTAGDERD 2454*DERD 2486* AIR 3407B F−40
High Flash:JP5* MIL−T−5624
CGSB3.GP−24Ma
AVCATDERD 2452*DERD 2498* AIR 3404C
F−43F−44
* Contains fuel system icing inhibitor (FSII). For JP−8, MIL−T−83133C allows two grades. The grade meeting NATO code F−34 has FSIIwhile the grade meeting code F−35 has no FSII without prior agreement.
** For Jet A−2 conforming to CAN/CGSB 3.23−M86 is acceptable for use, provided the restrictions regarding flash and freezing points arestrictly observed.
Table 8−2. Servicing Materials
Specification Material Manufacturer
1. Engine − Total Capacity 1.34 U.S. Gal (1.12 Imp Gal; 5.12 L)NOTE: The mixing of different oil brands is not approved.
MIL−PRF−23699 Aero Shell Turbine Oil 500 Shell Oil Co.50 W. 50th StNew York, NY 10020
Shell Canada Products Ltd.1500 Don Mills RoadDon Mills, OntarioCanada M3B 3K4
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−23Reissue 1
Specification Material Manufacturer
MIL−PRF−23699 Castrol 5000 Castrol Canada, Inc.3660 Lakeshore Blvd. WestToronto, OntarioCanada M8W 1P2
Castrol Specialty Products Div.16715 Von Karman Ave.Suite 230Irvine, CA 92714−4918
Castrol (U.K.) Ltd.Burmah HousePipers WaySwindon, BerkshireSN3 1RE England
Exxon Turbo Oil 2380Exxon Turbo Oil 2525
Exxon International Co.200 Park Avenue Florham Park, NJ 07932−1002
Esso Petroleum Canada55 St. Clair Avenue WestToronto, OntarioCanada M5W 2J8
Exxon Co.P.O. Box 2180Houston, TX 77001
Mobil Jet Oil II Mobil Oil Corp.International Aviation Division150n East 42nd StreetNew York, NY 10017, USA
Mobil Oil Corp.Aviation and Government Sales3225 Gallows RoadFairfax, VA 22037
Esso Petroleum Canada55 St. Clair Avenue WestToronto, OntarioCanada M5W 2J8
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−24Reissue 1
Specification ManufacturerMaterial
MIL−PRF−23699 Royco Turbine Oil 500 Royal Lubricants Co. Inc.P.O. Box 518Hanover, NJ 07936
Turbonycoil 525−2A Nyco S.A.66Ave. Des Champs ElyseeParis, France 75008
2. Main Transmission − Total Capacity 10.0 Quarts, 9.5 L
NOTE: Observe servicing instruction placard located on transmission oil filler.
Transmissions P/N 900D1400004−101 and 900D1400005−101:
MIL−PRF−23699 See item 1. Engine
Mobil Jet Oil 254
Transmission P/N 900D1400006−101:
Mobil SHC 626
3. Hydraulic System
MIL−PRF−83282
4. Rotor Brake
MIL−PRF−83282
Fuel system:
Fuel System Servicing Precautions
Only qualified authorized personnel may fuel the helicopter.
Static producing clothing shall not be worn.
Open flames and smoking are not permitted in refueling area.
Refueling vehicle should be parked a minimum of 20 feet from helicopterduring fueling operation.
At least one fully−charged 50 pound CO2 fire extinguisher shall be in theimmediate area.
Before starting fueling operation ground helicopter if possible.
Service fuel cell slowly.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−25Reissue 1
Fuel system filling
NOTE: With the fuel system ‘‘topped off’’, the fuel quantity indication will not displayactual fuel weight. The pilot must visually determine fuel quantity by removingthe fuel cap and noting fuel level on the inside of filler neck (Ref. Figure 8−15).
Fuel helicopter with correct fuel as soon as possible after landing to preventmoisture condensation.
Keep fuel nozzle free of all foreign matter.
Always ground fueling nozzle or fuel truck to GROUND HERE receptacleor to another bare metal location before removing service cap.
Remove the filler cap and secure the lanyard in the slot provided in the fillercap adapter.
NOTE: The lanyard must be secured properly in order to assure that the gravity filler portcheck valve fully opens.
Do not attempt to refuel helicopter if the lanyard has broken.
Service fuel cell slowly.
Secure filler cap after fueling.
Remove fuel nozzle and ground(s) from helicopter.
FUEL SYSTEM FILLER PORT
FUEL CAP LANYARD
F92−117
156 − GAL
152 − GAL
146 − GAL
FUEL QUANTITY MARKS
Figure 8−15. Fuel System Gravity Filler Port
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−26Reissue 1
Hydraulic System:
NOTE: The hydraulic system may be serviced by using either the optional hydraulicsystem hand pump or a hydraulic mule. For servicing the system using the mule,refer to the RMM, Section 29−00−00.If the hand pump is not installed, the hydraulic fluid level must monitored closelyand serviced before leaving an area where proper facilities are located.
The hand pump (optional) provides capability to pump fluid into the manifold/res-ervoir without the need of a ground support unit. The hand pump is mountednext to the GSE panels on the transmission deck.
A sight glass indicates when the fluid is at the 0.3 qt level. On the undersideof the cover, a can opener provides a clean means of opening new cans of hydraulicfluid.
A manually operated selector valve is mounted internally in the housing. Theselector valve lever provides for selection of system 1 or system 2 servicing.
The drive handle folds and clips against the reservoir housing for storage. Whenin use, the handle extends through the open access panel, providing a convenientmeans of operation.
NOTE: The following servicing procedure applies to aircraft equipped with the optionalhydraulic system hand pump.
Do not mix different specification hydraulic fluids. Ensure that onlyMIL−H−83282 fluid is used to service the hydraulic systems forall helicopter operations in temperatures above −40°F.The intentional mixing of approved hydraulic oils is not permitted.
Servicing − Hydraulic hand pump:
Open transmission access panel (Ref. Figure 8−6 and Figure 8−7).
Verify that hydraulic fluid is low by checking oil level on hand pump reservoirfluid level sight gauge (Ref. Figure 8−16).
Unscrew the reservoir cover to remove.
Add appropriate amount of hydraulic oil.
Replace cover.
Servicing − Hydraulic system:
Verify that pump reservoir has fluid; replenish if necessary.
Select system to be serviced by using the selector valve lever on the handpump (Ref. Figure 8−16).
Disengage handle from stowed position.
Rotate handle in direction of arrow (CW).
Servicing is complete when the hydraulic manifold fluid level sight gaugeis at the correct level.
Stow handle.
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−27Reissue 1
F927−025
MINIMUM OIL LEVEL
HANDLE (STOWED)
HANDLE IN OPERATING POSITION
SELECTOR VALVELEVER
HAND PUMP (OPTIONAL)
HYDRAULIC MAINFOLD/RESERVOIR
FLUID LEVELSIGHT GAUGE
COVER
FLUID TEMP
−40°C 95°CFULL
REFILL
EMPTY
FULL
VIEW LOOKING DOWN
REFILL
Figure 8−16. Hydraulic System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−28Reissue 1
Main Transmission Filling
Open access panel (Ref. Figure 8−6 and Figure 8−7).
Open oil filler cap (Ref. Figure 8−17).
Pour in oil.
Verify quantity of oil in sight window.
NOTE: Correct oil livel is when the observed level is halfway between the “ADD” and“FULL” marks (Ref. Figure 8−17).
Close oil filler cap.
Close access panel (Ref. Figure 8−6 and Figure 8−7).
Main Transmission Draining
Open access panel (Ref. Figure 8−6 and Figure 8−7).
Remove chip detector (Ref. RMM, Section 63−20−00).
Using transmission drain line, place free end of drain line in a suitable container.
Insert drain line probe in chip detector housing.
Allow transmission to drain.
Remove drain line and install chip detector (Ref. RMM, Section 63−20−00).
Close access panel (Ref. Figure 8−6 and Figure 8−7).
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−29Reissue 1
CHIP DETECTOR
ADD
FULL
ADD
FULL
VIEW ROTATED
OIL LEVELINDICATOR
F92−119B
OIL FILLER
CHIPDETECTORHOUSING
FILTER BYPASSINDICATOR
TRANSMISSIONOIL FILL
SERVICE WITHMOBIL SHC 626 OIL
NOTE: 900D1400006−101 TRANSMISSION ONLY
TRANSMISSIONOIL FILL
SERVICE WITH OILPER MIL−L−23699
NOTE: 900D1400004−101 AND 900D1400005−101TRANSMISSIONS ONLY
TRANSMISSION IS SERVICEDPROPERLY WHEN OIL LEVEL IS
HALFWAY BETWEEN �FULL" AND �ADD".
Figure 8−17. Main Transmission Servicing
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−30Reissue 1
Rotor brake:
The rotor brake reservoir is located on the top forward deck.
Open right−hand forward access door.
Remove filler cap.
Using hydraulic fluid, fill reservoir to top of sight glass.
Install filler cap.
Close right−hand forward access door.
FILLER CAP
SIGHT GLASS
F92−120
Figure 8−18. Rotor Brake
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−31Reissue 1
Powerplant
Engine Oil System Filling / Replenishing
Do not mix different brands or types of oil since their differentchemical structures may make them incompatible. If differentbrands or types of oil become mixed, drain system (includingengine integral oil tank, engine oil filter housing, engine oil heatexchanger and oil in and out hoses) and refill with new oil.
NOTE: To reduce the possibility of over filling the oil tank, check the oil level 10 minutesafter engine shutdown.
Open oil dipstick hand hold/door (Ref. Figure 8−6 and Figure 8−7).
Remove engine oil filler cap.
Refill engine oil tank with specified oil in related manufacturers’ publications(Ref. RMM, Section 01−00−00)
NOTE: Correct oil level is when the observed level is between the MAX and MIN markson the oil dipstick. Filling the oil tank to MAX may result in oil being ventedoverboard, causing a buildup of carbon deposits on the tailboom andempennage. Should this occur, monitor engine oil level without adding oil (unlessthe oil level falls below MIN) to determine if the level stabilizes at some pointbetween MAX and MIN. Once this level is determined, fill oil to and maintain thislevel.
Replace oil filler cap.
Install and lock the oil filler cap on the oil transfer tube as follows (Ref.Figure 8−19).
Make sure to install the oil filler cap correctly. Incorrect installationcan lead to disengagement of the cap locking lugs; the cap canthen lift from its locking position and have an incorrect sealing.This can result in an oil loss that may require shuting down theengine.
Place the dipstick in the gearbox and make sure that the dipstick off−setof the cap is in line with the off−set hole of the oil filler tube of the gearbox.Turn the handle and lock the cap. Make sure that the cap handle is in thelock position.
If extra force is required to lock the cap, it means that the capis not installed correctly. Remove the cap and reinstall it.
NOTE: The writing on the cap handle should be facing toward the front of the engine.
Close oil dipstick hand hold/door.
CAUTION
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−32Reissue 1
VIEW LOOKING AFT
CHIP DETECTOR
OIL FILTER IMPENDINGBYPASS INDICATOR
F92−121A
OIL FILLER DIPSTICK(VIEW ROTATED)
NOTE: SOME ENGINE DETAIL OMITTED FOR CLARITY
WRITING ON TAB FACING FORWARD
Figure 8−19. Engine Oil System − Servicing
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−33Reissue 1
8−6. AIRCRAFT CLEANING
General cleaning of oil and dirt deposits from the helicopter and its componentscan be accomplished by using dry−cleaning solvent, standard commercial gradekerosene, or a solution of detergent soap and water. Exceptions that must be observedare specified in the following cleaning paragraphs.
Storage, use, and disposal of all solvents must be per Governmentand local health and safety regulations.
Fuselage Interior Trim and Upholstery
Fuselage Interior Trim and Upholstery Cleaning
Carpet cleaning agents may damage underlying metal or compositesurfaces. Carpet or seats must be removed from helicopter priorto cleaning and allowed to air dry prior to reinstallation.
Clean dirt or dust accumulations from floors and other metal surfaces withvacuum cleaner or small hand brush.
Any flammable solvent that may affect material flammability mustbe removed completely after cleaning.
Sponge soiled upholstery and trim panels with a mild soap and lukewarmwater solution. Avoid complete soaking of upholstery and trim panels. Wipesolution residue from upholstery with cloth dampened by clean water.
Use solvents sparingly. Some solvents may soften or dull material.Test an inconspicuous area prior to use.
Remove imbedded grease or dirt from upholstery and carpeting by spongingor wiping with an upholstery cleaning solvent.
Helicopter Exterior
Main Rotor Blade Cleaning
Use care to prevent scratching of fiberglass skin when cleaningmain rotor blades. Never use volatile solvents or abrasive materials.Never apply bending loads to blades or blade tabs during cleaning.
NOTE: Avoid directing high pressure concentrations of soap and/or clean water towardengine air intake areas, instrument static source ports and main rotor swashplatebearings.
Clean rotor blades when necessary using solution of clean water and mildsoap.
CAUTION
CAUTION
CAUTION
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−34Reissue 1
Fuselage Exterior Cleaning
NOTE: Avoid directing high pressure concentrations of soap and/or clean water towardengine air intake areas, instrument static source ports and main rotor swashplatebearings.
NOTE: Check and drain, if moisture present, the static system drain valves after theaircraft has been washed or exposed to rain or snow and any time the airspeedor altimeter indicators are showing sporadic readings. (Ref. Figure 8−6 andFigure 8−7).
Clean helicopter exterior, including fiberglass/kevlar components, when nec-essary, use solution of clean water and mild soap.
Transparent Plastic
Transparent Plastic Cleaning
Clean outside surfaces of plastic panels by rinsing with clean water and rub-bing lightly with palm of hand.
Use mild soap and water solution or aircraft type plastic cleaner to removeoil spots and similar residue.
Never attempt to dry plastic panels with cloth. To do so causesany abrasive particles lying on plastic to scratch or dull surface.Wiping with dry cloth also builds up an electrostatic charge thatattracts dust particles from air.
After dirt is removed from surface of plastic, rinse with clean water and letair−dry.
Clean inside surfaces of plastic panels by using aircraft type plastic cleanerand tissue quality paper wipers.
8−7. COCKPIT DOOR REMOVAL
Disengage gas strut from cockpit floor attachment (Ref. Figure 8−20).
NOTE: Fit between socket end of strut and ball end of ball stud is by interference.Removal of strut from its attachment requires a snap action motion to pull awaythe socket end from the ball stud.
Remove lower quick release pin by pulling on the ring.Remove door restraint by pulling away from lower fork assembly.Remove upper quick release pin while holding the door.Remove door.Install quick release pins into upper and lower fork assemblies.
Installation is opposite of removal.
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−35Reissue 1
F92−123A
BALL SOCKET BALL STUD
VIEW LOOKING OUTBOARDLEFT SIDE SHOWN, RIGHT SIDE OPPOSITE
DOOR RESTRAINT
DOORFRAME
WINDOWFRAMELOWER DOOR ATTACHMENT WITH
REMOVABLE RESTRAINT. UPPERDOOR ATTACHMENT SIMILAR.
GAS STRUT
QUICKRELEASE PIN
RING
LOWERFORKASSEMBLY
Figure 8−20. Cockpit Door Attachment
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−36Reissue 1
8−8. CABIN SEATS: REMOVAL/INSTALLATION
Cabin Seat Removal (Ref. Figure 8−21):
First disengage upper quick disconnect fittings then lower quick disconnect fit-tings from their anchor plates to release cabin seat assembly. Remove seat assem-bly.
Cabin Seat Installation (Ref. Figure 8−21):
Align cabin seat assembly with floor anchor plates. First engage lower quickdisconnect fittings then upper quick disconnect fittings of cabin seat assemblyinto mating roof and floor anchor plates to secure.Ensure fittings are fully and properly engaged.
ANCHOR PLATE
LOWER SEAT ATTACHMENT
UPPER SEAT ATTACHMENT
F92−124
QUICK DISCONNECT
NOTE: PULLING/RELEASING THE KNURLED COLLAR ONTHE QUICK DISCONNECT RELEASES/ENGAGESTHE LOCKING MECHANISM
KNURLED COLLAR
ANCHOR PLATE
Figure 8−21. Cabin Passenger Seat Attachment
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−37Reissue 1
8−9. COPILOT FLIGHT CONTROLS
F92−125
PEDAL DISENGAGE PIN
PEDAL SHAFTASSEMBLY
PEDAL ADJUSTMENT PINS
PEDAL CRANKASSEMBLY
HOOK TAPE
Figure 8−22. Copilot PedalsCopilot Pedals: Disengaging (Ref. Figure 8−22)
Copilots pedal shaft assemblies can be temporarily stowed in the full forwardposition.
Pull up pedal adjustment pins.
Pull out pedal disengage pin.
Swing shaft assemblies forward to their hook tape secured positions.
Copilot Pedals: Engaging
Reengaging copilot’s pedals is opposite of disengaging.
NOTE: Ensure that pedal adjustment pins are fully seated in pedal crank assemblies.
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−38Reissue 1
8−10.ENGINE CHARTS
The following charts define maintenance action requirements for engine over temper-ature, overspeed, and overtorque.
980
960
940
920
900
880
870
860
840
820
800
0 20 30 60 90 120 150 180 210 240 270 300 330 SECMIN1 2 3 4 5
AREA C
NO ACTION REQUIRED
AREA A − RECORD IN ENGINE LOG BOOK(2.5 MINUTE RATING)
AREA B − RECORD IN ENGINE LOG BOOK(CONTINUOUS OEI)
AREA C − RETURN ENGINE FOR OVERHAUL
DO AN HSI IF THE FOLLOWING CONDITION OCCURS:15 MINUTES OF CUMULATIVE RUNNING TIME IN AREA A.
TIME (MINUTES AND SECONDS)
EX
HA
US
T G
AS
TE
MP
ER
AT
UR
E
F927−054
930
890
970ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
AREA A
850
910
950
9901000
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
AREA BTAKE−OFF(FIVE MINUTES)
AREA C
Figure 8−23. EGT Vs Time − All Conditions Except Starting
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−39Reissue 1
820
20 30
AREA C
NO ACTION REQUIRED
AREA A − VISUAL INSPECTION THROUGH EXHAUST DUCT ANDRECORD IN ENGINE LOG BOOK
AREA B − PERFORM HSIAREA C − RETURN ENGINE TO OVERHAULAREA D − DETERMINE CAUSE FOR HUNG START AND CARRY
OUT DRY MOTORING RUN PRIOR TO ATTEMPTINGA RE−START
TIME (SECONDS)
ME
AS
UR
ED
GA
S T
EM
PE
RA
TU
RE
(E
GT
)
2
650
760
875
45
AREA D
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
AREA A
AREA B
F92−127
Figure 8−24. EGT Vs Time − Starting
0 20 30 40 50 SEC
NO ACTION REQUIRED
AREA A − RETURN ENGINE TO OVERHAUL
TIME (SECONDS)
PO
WE
R T
UR
BIN
E S
PE
ED
(%
RP
M)
100.0
104.5
112.4
10
F92−128
Figure 8−25. Power Turbine (NP) Speed Vs Time
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−40Reissue 1
ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ
0 20 40 60 80 120 SECMIN1 2
AREA A − RECORD IN ENGINE LOG BOOK (2.5 MINUTE RATING)
AREA B − RECORD IN ENGINE LOG BOOK (CONTINUOUS RATING)
AREA C − RETURN ENGINE FOR OVERHAUL
TIME (MINUTES AND SECONDS)
GA
S G
EN
ER
AT
OR
SP
EE
D −
%
NG
100 1402.5
100.0
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
AREA C103.0
F927−055
98.2
160 180 200 220 240 260 280 3003 4 5
104.1
AREA B
AREA A
97.2NO ACTION REQUIRED
99.8
TAKE−OFF(5 MINUTES)
Figure 8−26. Compressor Turbine (NG) Speed Vs Time
ÑÑÑÑÑÑ
5MIN
ÑÑÑÑÑÑÑÑÑ
2.5MIN
ÓÓÓÓÓÓ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ ÉÉÉÉ
ÉÉÉÉÉÉÉÉ
F927−056A
AREA C
AREA A
AREA B
020
30 60 90 120 150 180 210 240 270 300 330 (SEC)
1 2 2.5 3 4 5 (MIN)
100%
88.4%
116.7
112.7%
AREA A DETERMINE CAUSE AND RECORD IN ENGINE LOG BOOK
AREA B RETURN ENGINE FOR OVERHAUL
AREA C RECORD IN ENGINE LOG BOOK EXCEPT OEI CONDITION
TIME (MINUTES AND SECONDS)
TORQUEIIDS (XMSN) ENGINE
NOTE: THE TORQUE DISPLAYED ONTHE IIDS PRIMARY DISPLAYIS TRANSMISSION TORQUE.
110%
124%
135%
145%
OEIAEO
100%
MCP
MCP
10SEC
140%
Figure 8−27. Engine Overtorque Limits − All Conditions
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−41Reissue 1
8−11.SPECIAL OPERATIONAL CHECKS AND PROCEDURES
The following checks are typically utilized as part of a post maintenance run upassociated with scheduled inspections, troubleshooting or maintenance on specificaircraft systems. Refer to the Rotorcraft Maintenance Manual (CSP900RMM−2)for the recommended use and frequency of the following checks.
These checks and or procedures are to be performed only whileaircraft is on the ground.
ENGINE NP OVERSPEED TEST PROCEDURE
NOTE: This procedure is to be performed with one engine at idle and the other engineoff.
� Engine control switch IDLE� Collective INCREASE TO 20% TORQUE� OVSP test switch MOVE TOWARD OPERATING ENGINE AND HOLD� � Primary IIDS display OBSERVE DECREASE IN TORQUE AND NR� OVSP test switch RELEASE� � Primary IIDS display OBSERVE INCREASE IN TORQUE AND NR� Collective FULL DOWN� Engine control switch OFF� Start other engine and repeat procedure.
ENGINE OUT/LOW ROTOR WARNING CHECK
� Engine control switches FLY
� Collective INCREASE TO A CLP OF >5% FOR MORETHAN 5 SECONDS
� Collective LOWER TO A CLP OF 0%
� Engine control switches SWITCH TO IDLE AND NOTE THE FOLLOWING
� ENG OUT warning light flashes and low rotor RPM tone is activated for one cycle. Asrotor RPM decreases through 88%, the low rotor RPM tone will reactivate until theAOG logic disables the warning.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−42Reissue 1
HYDRAULIC SYSTEM CHECK
� With the aircraft operating at IDLE or FLY (100%):
� � IIDS secondary display CHECK ‘‘1 HYD 2” CAUTION SEGMENTS ARE NOTILLUMINATED
� With the aircraft operating at FLY (100%):
� � HYD TEST switch SET AND HOLD TO ‘‘SYS 1”
� � IIDS secondary display CHECK ‘‘1 HYD” CAUTION SEGMENT ILLUMINATES
� � IIDS alphanumeric display VERIFY 250 PSI MAXIMUM FOR HYD 1 AND 1,000+100/−50 PSI FOR HYD 2
� � HYD TEST switch RELEASE AND CHECK ‘‘1 HYD” CAUTIONSEGMENT OFF
� � HYD TEST switch SET AND HOLD TO ‘‘SYS 2”
� � IIDS secondary display CHECK ‘‘HYD 2” CAUTION SEGMENT ILLUMINATES
� � IIDS alphanumeric display VERIFY 250 PSI MAXIMUM FOR HYD 2 AND 1,000+100/−50 PSI FOR HYD 1
� � HYD TEST switch RELEASE AND CHECK ‘‘HYD 2” CAUTIONSEGMENT OFF
VSCS CHECK
NOTE: This functional check may be performed with the engines off and aircraftconnected to an external power source.
� Left and right VSCS switches OFF� IIDS alphanumeric display VERIFY CAUTION SEGMENT ON AND ‘‘TOTAL STAB
FAIL” INDICATION� VSCS indicator needles CENTERED� Left VSCS switch ON� Right VSCS switch MOMENTARILY TO ‘‘TEST” AND THEN TO ‘‘ON’’� IIDS alphanumeric display VERIFY ‘‘RIGHT STAB FAIL” INDICATION FOR 5 TO 8
SECONDS, THEN OUT� Left VSCS switch MOMENTARILY TO ‘‘TEST” AND THEN TO ‘‘ON’’� IIDS alphanumeric display VERIFY ‘‘LEFT STAB FAIL” INDICATION FOR 5 TO 8
SECONDS, THEN OUT� VSCS indicator needles VERIFY NEEDLES ARE APPROXIMATELY 55% RIGHT
OF CENTER WITH 0% CLP AND AIRCRAFT LEVEL
NOTE: If the selected VSCS system fails the test, the failure annunciation will remainon the IIDS alphanumeric display.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−43Reissue 1
WET ENGINE MOTORING RUN
Before performing this procedure, insure that the power supplyto the ignition exciter is disconnected (IGNTR circuit breakerspulled).
When a fuel metering unit/pump is replaced in the field, motoringor starting the engine is not recommended until priming isaccomplished by performing a engine wet motoring run.
� Twistgrip on selected engine(s) NORMAL
� Fuel valve ON CHECK
� Fuel boost pump ON
� Engine control switch IDLE
NOTE: Maintain starter operation for desired duration while observing starter limits.
� Engine control switch OFF
� Fuel boost pump OFF
NOTE: After a wet motoring run, a dry motoring should be accomplished before any startis attempted.
DRY ENGINE MOTORING RUN
NOTE: This procedure is used to clear internally trapped fuel and vapor from the engine.This procedure maybe used if there is evidence of a fire within the engine or lackof EGT indication after lightoff at the beginning of an engine start.
� Twist grip OFF� Engine control switch for selected engine SET TO IDLE −
OBSERVE STARTER TIME LIMITS� Engine control switch for selected engine OFF
� EEC RESET button PRESS
� Twistgrip PLACE IN NORMAL DETENT
� EEC MAN or flashing indication CHECK OFF
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−44Reissue 1
ENGINE WASH PROCEDURES
Engine Water Wash − Desalination
Open main transmission access door (Ref. Figure 8−6 and Figure 8−7).
NOTE: If cleaning agent is to be used, prepare solution and compressor wash systemin accordance with related manufacturers’ publications (Ref. RMM, Section01−00−00)
Use of correct mixture as specified in the PWC Maintenance manualis very important, not only when the temperature is below freezingat the time of washing, but also if the temperature is expected tobe below 2°C (36°F) between time of washing and the next start.
Connect cleaning solution or water source to engine wash panel using ANtype fittings.
NOTE: To prevent precipitation of deposits through the use of hard water, engine mustbe allowed to cool to below 65°C (150°F). Minimum cooling period of 40 minutesmust be allowed since the engine was last operated.
Ensure inlet particle separator and heat / defog shutoff valves areturned off.
Do not motor engine for more than 30 seconds.
NOTE: Ensure cleaning solution or water source pressure of 60−82 PSI.
Perform dry engine motoring run; when NG reaches 5%, inject water solutioninto air inlet case.
Close tank valve as soon as NG falls to 5%.
Allow starter to cool between runs.
If water/methanol mixture has been used, perform additional dry engine mo-toring run.
Close main transmission access door (Ref. RMM, Section 06−00−00).
Repeat procedure on other engine.
Once engine wash is complete, start and operate engines at idle for at leastone minute to completely dry engines.
CAUTION
CAUTION
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−45Reissue 1
Engine Wash − Performance Recovery
Open main transmission access door (Ref. Figure 8−6 and Figure 8−7).
NOTE: If cleaning agent is to be used, prepare solution and compressor wash systemin accordance with related manufacturers’ publications (Ref. RMM, Section01−00−00)
Use of correct mixture as specified in the PWC Maintenance manualis very important, not only when the temperature is below freezingat the time of washing, but also if the temperature is expected tobe below 2°C (36°F) between time of washing and the next start.
Connect cleaning solution or water source to engine wash panel using ANtype fittings.
NOTE: To prevent precipitation of deposits through the use of hard water, engine mustbe allowed to cool to below 65°C (150°F). Minimum cooling period of 40 minutesmust be allowed since the engine was last operated.
Ensure inlet particle separator (IPS) and heat / defog shutoff valvesare turned off.Do not motor engine for more than 30 seconds.
NOTE: Ensure cleaning solution or water source pressure of 60−82 PSI.
Perform dry engine motoring run; when NG reaches 5%, inject wash solutioninto air inlet case.
Close tank valve as soon as NG falls to 5%.
Allow cleaning solution to soak for 10 minutes.
Perform dry engine motoring run; when NG reaches 5%, inject one half ofrinse solution into air inlet case.
Observe starter cooling period.
Perform dry engine motoring run; when NG reaches 5%, inject remainderof rinse solution into air inlet case.
If water/methanol mixture has been used, perform second dry engine motoringrun.
Close main transmission access door.
Repeat procedure on other engine.
Once engine wash is complete, start and operate engines at idle for at leastone minute to completely dry engines.
CAUTION
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−46Reissue 1
RIGHT ENGINE WASHTUBE ASSEMBLY
ENGINE WASHNOZZLE
F92−122
VIEW ROTATED
ENGINEWASH
LEFT
RIGHT
LEFT ENGINE WASHTUBE ASSEMBLY
Figure 8−28. Engine Wash Panel
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−47Reissue 1
MANUAL ENGINE SHUTDOWN CHECK
NOTE: This procedure should be performed with engine control switch in IDLE and allunnecessary bleed air and electrical equipment, including generator, OFF.
� Twist grip IDLE DETENT
� NP slows to idle CHECK
� EEC MAN indication on primary IIDS dis-play
CHECK
� Twistgrip SNAP TO CUTOFF
� Engine control switch OFF
� IIDS CHECK NORMAL SHUTDOWNINDICATIONS
� NG zero percent CHECK� EEC RESET button PRESS
� Twistgrip PLACE IN NORMAL DETENT
DO NOT return twist grip to the NORMAL detent until NG is at zeroand the EEC RESET button is pressed. Failure to follow thisprocedure may cause a re−light with a subsequent EGTexceedance.
� EEC MAN indication CHECK OFF
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−48Reissue 1
MANUAL ENGINE START CHECK
NOTE: Complete the Engine Prestart cockpit check (Ref. Section IV) before attemptinga manual start.
� Twistgrip ROTATE TO FULL OPEN (PASTTHE ‘‘NORMAL’’ DETENT)
� EEC MAN indication on primary IIDS dis-play
CHECK
� Twist grip ROTATE TO OFF
� Generator OFF
� L BOOST or R BOOST ON, CHECK IIDS INDICATIONS
� Engine control switch IDLE
� Twist grip ROTATE TOWARD IDLE AS NGINCREASES THROUGH 8PERCENT
NOTE: As NG increases through 8% rotate twistgrip toward normal until lightoff occurs.Observe EGT indication for immediate temperature rise. Monitor EGT and NGduring start. Observe start limits. Increase twistgrip toward normal only asnecessary to keep NG accelerating toward idle. Manually bring NP/NR to 65%.
If lightoff is not attained with an increase of EGT and NG within10 seconds, rotate the twistgrip to OFF and place the engine controlswitch to off. Following a 30 second fuel drain period, perform a30 second dry motoring run before attempting another start. Repeatthe complete starting sequence observing limitations.
� EEC RESET button PRESS WHEN NP/NR IS 65PERCENT
� EEC MAN indication CHECK FLASHING� Twistgrip NORMAL DETENT
� EEC MAN indication CHECK OFF
� Engine oil pressure CHECK
� Generator ON
� IIDS CHECK
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Handling Servicingand Maintenance
Original 8−49Reissue 1
AUTOROTATION RPM CHECK
Refer to CSP−900RMM−2, Section 18−00−00.
NOTE: This procedure should be performed with engine control switches in FLY andcollective full down. However, aircraft operating at or near gross weight limits andat high density altitudes may not be able to perform this procedure with collectivefull down without exceeding rotor limits. Refer to CSP−900RMM−2, Section18−00−00 for alternative collective position while operating at high grossweights.
� Target altitude SELECT
NOTE: Select an altitude above target altitude so as to arrive at the target altitude insteady state autorotation at 70 KIAS. Failure to maintain constant airspeedduring autorotation will cause rotor RPM fluctuations, resulting in inaccurateRPM readings.
� IIDS SELECT “CLP” ONALPHANEUMERIC DISPLAY
� Airspeed 70 KIAS� Collective lever position ZERO % OR 10% AS REQUIRED
Observe rotor limits.
� At target altitude RECORD ROTOR RPM
NOTE: If gross weight/density altitude combination allows procedure with collective fulldown, the torque reading should be zero percent at target altitude for accurateautorotation RPM.
BATTERY REMOVAL
The battery should be removed from the helicopter and placed in a heated premisesif ambient air temperatures of minus 18°C or less or when long time exposure tocold temperatures is expected.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Handling Servicingand Maintenance
Original8−50Reissue 1
RESETTING IIDS TIME/DATE
SET TIME/DATE
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
NOTE 1
F92−102
TOP LEVEL SECOND LEVEL
TIME <HH:MM>
DATE MM−DD−YYNOTE 1.: ‘‘ENT’’ KEY SELECTS FIELD TO BE SET (MINUTE,
HOURS, DAY, MONTH, YEAR) AND SELECTED FIELDBLINKS, � AND � KEYS INCREMENT/DEINCRE-MENT DIGIT VALUE, ‘‘REC’’ KEY CHANGES TIMEAND DATE TO SELECTED VALUES
Figure 8−29. Set Time/DateTo change date or time:
This procedure is to be perfromed with both engines OFF.
Press MENU to enter menu system.
Use ↑ or ↓ keys to select SET TIME/DATE and press ENT. The following isdisplayed on the IIDS two line alphanumeric display:TIME HH:MMDATE MM−DD−YY
Press ENT to edit display. The hour digits in the TIME HH:MM display willblink indicating these are the digits selected for editing.
Use ↑ or ↓ keys to change value of flashing digit/value.
NOTE: Holding the arrow key for more than one second will cause the value of thedigit(s) being edited to increment at the rate of one per second.
Press ENT to select next digit(s) (the minutes digits will blink) and set valueusing ↑ or ↓ keys.
NOTE: Each press of the ENT key will select the next value to edit in the sequence theyare displayed.
Repeat above steps until the correct time and date is displayed.
Use the REC key to save the changed time/date. Pressing the CLR key insteadof REC will abandon all changes.
NOTE: The REC key may be pressed at any time during the editing process to save thechanges made. Any fields not changes will remain at their present values.
Additional Operationsand Performance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original 9−i/( 9−ii blank)
Reissue 1
S E C T I O N I XADDITIONAL OPERATIONSAND PERFORMANCE DATA
TABLE OF CONTENTS
PARAGRAPH PAGE9−1. Abbreviated Checklists 9−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9−2. Fuel Flow vs Airspeed 9−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 9−1. Fuel Flow, AEO, Sea Level, ISA (15°C) 9−5. . . . . . . . . . . . . . . . . . . . . . .
Figure 9−2. Fuel Flow, AEO, 4000 Feet HP , ISA (7°C) 9−6. . . . . . . . . . . . . . . . . . . .
Figure 9−3. Fuel Flow, AEO, 8000 Feet HP, ISA (−1°C) 9−7. . . . . . . . . . . . . . . . . . . .
Figure 9−4. Fuel Flow, AEO, Sea Level, ISA + 20°C (35°C) 9−8. . . . . . . . . . . . . . . . .
Figure 9−5. Fuel Flow, AEO, 4000 Feet HP, ISA + 20°C (27°C) 9−9. . . . . . . . . . . . .
Figure 9−6. Fuel Flow, AEO, 8000 Feet HP, ISA + 20°C (19°C) 9−10. . . . . . . . . . . . .
Figure 9−7. Fuel Flow, AEO, Sea Level, ISA + 30°C (45°C) 9−11. . . . . . . . . . . . . . . . .
Figure 9−8. Fuel Flow, AEO, 4000 Feet HP, ISA + 30°C (37°C) 9−12. . . . . . . . . . . . .
Figure 9−9. Fuel Flow, AEO, 8000 Feet HP, ISA + 30°C (29°C) 9−13. . . . . . . . . . . . .
Figure 9−10. Fuel Flow, OEI, Sea Level, ISA (15°C) 9−14. . . . . . . . . . . . . . . . . . . . . . .
Figure 9−11. Fuel Flow, OEI, 4000 Feet HP , ISA (7°C) 9−15. . . . . . . . . . . . . . . . . . . .
Figure 9−12. Fuel Flow, OEI, 8000 Feet HP , ISA (−1°C) 9−16. . . . . . . . . . . . . . . . . . .
Figure 9−13. Fuel Flow, OEI, Sea Level, ISA + 20°C (35°C) 9−17. . . . . . . . . . . . . . . .
Figure 9−14. Fuel Flow, OEI, 4000 Feet HP , ISA + 20°C (27°C) 9−18. . . . . . . . . . . .
Figure 9−15. Fuel Flow, OEI, 8000 Feet HP , ISA + 20°C (19°C) 9−19. . . . . . . . . . . .
Figure 9−16. Fuel Flow, OEI, Sea Level, ISA + 30°C (45°C) 9−20. . . . . . . . . . . . . . . .
Figure 9−17. Fuel Flow, OEI, 4000 Feet HP , ISA + 30°C (37°C) 9−21. . . . . . . . . . . .
Figure 9−18. Fuel Flow, OEI, 8000 Feet HP , ISA + 30°C (29°C) 9−22. . . . . . . . . . . .
Figure 9−19. Fuel Flow, OEI, −1000 Feet HP , ISA (17°C) 9−23. . . . . . . . . . . . . . . . . .
Figure 9−20. Fuel Flow, OEI, −1000 Feet HP , ISA + 20°C (37°C) 9−24. . . . . . . . . . .
Figure 9−21. Fuel Flow, OEI, −1000 Feet HP , ISA + 30°C (47°C) 9−25. . . . . . . . . . .
9−3. International Civil Aviation Organization (ICAO) NoiseLevels 9−26. . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−1Reissue 1
SECTION IXADDITIONAL OPERATIONS AND
PERFORMANCE DATA
9−1. ABBREVIATED CHECKLISTS
NOTE: These checklists do not have any CAUTION, WARNINGS, or NOTES. Be sureyou have a thorough understanding of the checks as described in Section IVbefore attempting to operate the helicopter.
ENGINE PRE−START COCKPIT CHECK
ELECTRICAL POWER − OFF
� All cabin doors CHECK
� Seat belt and shoulder harness FASTENED
� Rotor brake STOWED
� Flight instruments CHECK STATIC POSITION/SET
� Collective friction ON
� Collective stick position FULL DOWN
� Twistgrip alignment marks aligned with in-dex mark
CHECK
� LDG/HVR lights OFF
� Key switch ON
� Circuit breakers IN
� Utility panel switches OFF EXCEPT VSCS ON
� NACA inlet switch AS REQUIRED
� Lighting control panel switches AS REQUIRED
� Avionics AS DESIRED
� L GEN and R GEN ON (OFF FOR GPU START)
� POWER OFF
� L BOOST AND R BOOST OFF
� LEFT/RIGHT FUEL SHUTOFF ON; COVER CLOSED
� L ENGINE and R ENGINE OFF
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−2Reissue 1
ELECTRICAL POWER − ON
� POWER BAT/EXT
� Monitor BIT FIRE WARNING ANNUNCIATORS ONFOR 2 SECONDS; CHECK IIDS FORADVISORIES AT COMPLETION OF BIT
� Fuel quantity display CHECK
� DISP (display by exception) AS DESIRED
ENGINE STARTING − AUTOMATIC
� L BOOST or R BOOST ON; CHECK IIDS INDICATIONS
● EEC MAN indicators OFF
� L ENGINE or R ENGINE SET TO IDLE/FLY AS REQUIRED
� IIDS CHECK FOR NORMALINDICATIONS
� Repeat starting procedure for second engine
� GPU start only:
● L GEN/R GEN ON
● GPU DISCONNECT
ENGINE RUNUP
� Avionics ON, AS DESIRED
� L ENGINE and R ENGINE FLY
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−3Reissue 1
BEFORE TAKEOFF
� Cyclic control CHECK RESPONSE
� Collective friction AS DESIRED
� Primary and secondary IIDS displays CHECK ADVISORIES
� Utility panel switches AS REQUIRED
ENGINE/AIRCRAFT SHUTDOWN − NORMAL
� Collective stick FULL DOWN/FRICTION ON
� Cyclic stick TRIM TO NEUTRAL
� Pedals NEUTRAL
� L ENGINE and R ENGINE IDLE
� All unnecessary electrical equipment OFF
� Heat OFF
� AC (if installed) OFF
� Pitot heat (if installed) OFF
� IPS (if installed) OFF
� Lighting control panel AS DESIRED
� Avionics master switch OFF
� L GEN/R GEN switches OFF
� L BOOST/R BOOST OFF
� L ENGINE and R ENGINE OFF
� ENG OUT indications CHECK IIDS FOR NORMALINDICATIONS
� Rotor brake (if installed) APPLY BELOW70% NR
� IIDS CHECK FOR INDICATIONSOR MESSAGES
� POWER OFF
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−4Reissue 1
9−2. FUEL FLOW vs AIRSPEED
Description: The fuel flow charts presented in this section are based on level flightperformance data. Fuel consumption values are based on minimum specificationengines and thus may vary between engines. This data is based on a baseline aircraftwith 15% electrical load, engine bleeds and air conditioner off.
Use of Chart: Use the charts as illustrated by the example below.
NOTE: The following example uses Figure 9−1.
Example:
Wanted: Rate of fuel flow
Known: Airspeed = 115 KIAS
Known: Estimated gross weight = 5500 pounds
Method: Enter the chart at the known airspeed of 115 knots (interpolation re-quired). Move vertically to the 5500 pound point (interpolation required)then move to the left to the fuel flow scale and read a fuel flow of approxi-mately 460 LB/HR.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−5Reissue 1
F927−026−1B
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
450
500
550
600
40 50 60 70 80 90 100 110 120 130 140 150
Long range cruise
6,000 lb.
5,000 lb.
4,000 lb.
6250 lb.
6500 lb.
MCP limit
Figure 9−1. Fuel Flow, AEO, Sea Level, ISA (15°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−6Reissue 1
F927−026−2A
6,000 lb.
5,000 lb.
4,000 lb.
MCP limit
6250 lb.
Long range cruise
6500 lb.
200
250
300
350
400
450
500
550
600
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−2. Fuel Flow, AEO, 4000 Feet HP , ISA (7°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−7Reissue 1
F927−026−3A
6,000 lb.
5,000 lb.
4,000 lb.
MCP limit
6250 lb.
Long range cruise
6500 lb.
200
250
300
350
400
450
500
550
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−3. Fuel Flow, AEO, 8000 Feet HP, ISA (−1°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−8Reissue 1
F927−027−1
200
250
300
350
400
450
500
550
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
MCP limit
Long range cruise
6,000 lb.
5,000 lb.
4,000 lb.
6250 lb.
6500 lb.
600
Figure 9−4. Fuel Flow, AEO, Sea Level, ISA + 20°C (35°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−9Reissue 1
F927−027−2A
MCP limit
Long range cruise
6,000 lb.
5,000 lb.
4,000 lb.
6250 lb.
6500 lb.
200
250
300
350
400
450
500
550
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−5. Fuel Flow, AEO, 4000 Feet HP, ISA + 20°C (27°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−10Reissue 1
F927−027−3A
200
250
300
350
400
450
500
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
MCP limit
Long range cruise
6500 lb.
6,000 lb.
5,000 lb.
6250 lb.
4,000 lb.
Figure 9−6. Fuel Flow, AEO, 8000 Feet HP, ISA + 20°C (19°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−11Reissue 1
F927−028−1A
MCP limit
6500 lb.
6,000 lb.
5,000 lb.
6250 lb.
4,000 lb.
Long range cruise
200
250
300
350
400
450
500
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
550
Figure 9−7. Fuel Flow, AEO, Sea Level, ISA + 30°C (45°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−12Reissue 1
F927−028−2A
MCP limit
6500 lb.
6,000 lb.
5,000 lb.
6250 lb.
4,000 lb.
Long range cruise
200
250
300
350
400
450
500
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−8. Fuel Flow, AEO, 4000 Feet HP, ISA + 30°C (37°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−13Reissue 1
F927−028−3
MCP limit
6500 lb.
6,000 lb.
5,000 lb.
6250 lb.
4,000 lb.
Long range cruise
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
450
500
40 50 60 70 80 90 100 110 120 130 140 150
Figure 9−9. Fuel Flow, AEO, 8000 Feet HP, ISA + 30°C (29°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−14Reissue 1
F927−029−1A
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100 110
6500 lb.
6,000 lb.
5,000 lb.
6250 lb.
4,000 lb.
MCP limit
Figure 9−10. Fuel Flow, OEI, Sea Level, ISA (15°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−15Reissue 1
F927−029−2A
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100 110
MCP limit
6500 lb.
6,000 lb.
5,000 lb.
6250 lb.
4,000 lb.
Figure 9−11. Fuel Flow, OEI, 4000 Feet HP , ISA (7°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−16Reissue 1
F927−029−3A
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100 110
6,000 lb.
5,000 lb.
4,000 lb.
MCP limit
Figure 9−12. Fuel Flow, OEI, 8000 Feet HP , ISA (−1°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−17Reissue 1
F927−030−1A
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100 110
MCP limit
6250 lb.
4,000 lb.
6,000 lb.
5,000 lb.
Figure 9−13. Fuel Flow, OEI, Sea Level, ISA + 20°C (35°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−18Reissue 1
F927−030−2A
MCP limit
5,000 lb.
4,000 lb.
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100 110
Figure 9−14. Fuel Flow, OEI, 4000 Feet HP , ISA + 20°C (27°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−19Reissue 1
F927−030−3A
MCP limit
5,000 lb.
4,000 lb.
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100
Figure 9−15. Fuel Flow, OEI, 8000 Feet HP , ISA + 20°C (19°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−20Reissue 1
F927−031−1A
MCP limit
5,000 lb.
4,000 lb.
INDICATED AIR SPEED − KNOTS
FU
EL
FL
OW
− L
B/H
R
200
250
300
350
400
40 50 60 70 80 90 100
Figure 9−16. Fuel Flow, OEI, Sea Level, ISA + 30°C (45°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−21Reissue 1
F927−031−2
200
250
300
350
400
40 50 60 70 80 90 100Indicated Airspeed − Knots
Fu
el F
low
− lb
./hr.
MCP limit
5,000 lb.
4,000 lb.
Figure 9−17. Fuel Flow, OEI, 4000 Feet HP , ISA + 30°C (37°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−22Reissue 1
F927−031−3
200
250
300
350
400
40 50 60 70 80 90 100Indicated Airspeed − Knots
Fu
el F
low
− lb
./hr.
MCP limit
4,000 lb.
4500 lb.
Figure 9−18. Fuel Flow, OEI, 8000 Feet HP , ISA + 30°C (29°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−23Reissue 1
F927−032−1
200
250
300
350
400
40 50 60 70 80 90 100Indicated Airspeed − Knots
Fu
el F
low
− lb
./hr.
MCP limit
6,000 lb.
5,000 lb.
4,000 lb.
6250 lb.
Figure 9−19. Fuel Flow, OEI, −1000 Feet HP , ISA (17°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−24Reissue 1
F927−032−2
200
250
300
350
400
40 50 60 70 80 90 100Indicated Airspeed − Knots
Fu
el F
low
− lb
./hr.
MCP limit
6,000 lb.
4,000 lb.
6250 lb.
5,000 lb.
Figure 9−20. Fuel Flow, OEI, −1000 Feet HP , ISA + 20°C (37°C)
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Additional Operationsand Performance Data
Original 9−25Reissue 1
F927−032−3
200
250
300
350
400
40 50 60 70 80 90 100
Indicated Airspeed − Knots
Fu
el F
low
− lb
./hr.
MCP limit
6,000 lb.
5,000 lb. 4,000 lb.
Figure 9−21. Fuel Flow, OEI, −1000 Feet HP , ISA + 30°C (47°C)
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Additional Operationsand Performance Data
Original9−26Reissue 1
9−3. INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) NOISELEVELS
The MD900 meets the ICAO Annex 16, Volume 1, Chapter 8 noise requirementsfor level flight, takeoff/climb, and approach descent profiles at the certified maximumgross weight of 6250 LB.
MD900 ENGINE: PW 207E GROSS WEIGHT: 6250 LB
Configuration Level FlyoverEPNL
(EPNdB)
TakeoffEPNL
(EPNdB)
ApproachEPNL
(EPNdB)
Clean aircraft, doors on, noexternal kits.
83.50 85.40 89.62
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Optional Equipment
FAA ApprovedReissue 1Original 10−i
S E C T I O N XOPTIONAL EQUIPMENT
TABLE OF CONTENTS
PARAGRAPH PAGE10−1. General Information 10−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−2. Listing − Optional Equipment 10−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−1. Optional Equipment MD900 Helicopter 10−2. . . . . . . . . . . . . . . . . . . . . . .
10−3. Compatibility − Combined Optional Equipment 10−2. . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−2. Optional Equipment Kit Compatibility − MD900 Helicopter 10−2. . . .
10−4. Optional Equipment Performance Data 10−2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−5. Operating Instructions: Air Conditioning (P/N 900P7250302−103) 10−3. . . . . . . . . .
Figure 10−1. Air-conditioning System 10−4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−2. Air Conditioner Control 10−6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−6. Operating Instructions: Controllable Landing/Search Light 10−7. . . . . . . . . . . . . . . .
Table 10−3. Search Light Switch Functions 10−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−3. Collective Stick Switch Panel 10−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−4. Circuit Breakers − Baggage Compartment Mounted (Typical) 10−10. .
10−7. Operating Instructions: Rotorcraft Cargo Hook Kit 10−13. . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−5. VNE Placard 10−14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−6. Weight and Balance Envelope 10−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−7. Cargo Hook IIDS Menu 10−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−8. Cargo Hook Installation 10−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−8. Operating Instructions: Windscreen Wipers 10−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−9. Windscreen Wiper with Optional Windscreen
Washer Installation 10−21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−10. Windscreen Wiper Control Switch 10−22. . . . . . . . . . . . . . . . . . . . . . . . . .
Servicing Materials − Windscreen Washer Fluid 10−23. . . . . . . . . . . . . . . . . . . . . . . . . .
10−9. Operating Instructions: Supplemental Fuel System 10−25. . . . . . . . . . . . . . . . . . . . . . .
Figure 10−11. Gauge, Switch and Indicator Light − Location Typical 10−27. . . . . . .
EXAMPLE I: Longitudinal CG Determination 10−28. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−4. Fuel Loading Table − Jet−A (6.8 LB/GAL) 10−29. . . . . . . . . . . . . . . . . . . . .
Table 10−5. Fuel Loading Table − Jet−B (6.5 LB/GAL) 10−29. . . . . . . . . . . . . . . . . . . . .
Figure 10−12. Fuel Station Diagram 10−30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−13. Supplemental Fuel System 10−32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Optional Equipment
FAA ApprovedReissue 1Original 10−ii
PARAGRAPH PAGE
10−10. Operating Instructions: Rescue Hoist 10−35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−14. Center of Gravity Envelope for Hoist Operations Below 60 KIAS 10−36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−15. Rescue Hoist Controls 10−40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EXAMPLE I: Lateral CG Determination − Enroute (above 60 KIAS) 10−42. . . . . . . . EXAMPLE II: Lateral CG Determination − Destination (below 60 KIAS) 10−42. . . . EXAMPLE III: Lateral CG Determination − With Hoist Load 10−43. . . . . . . . . . . . . . Figure 10−16. Allowable Rescue Hoist Loading Chart 10−44. . . . . . . . . . . . . . . . . . . . .
Figure 10−17. Rescue Hoist Installation 10−46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−6. Servicing Materials 10−47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−11. Operating Instructions: Removable CoPilot Controls 10−49. . . . . . . . . . . . . . . . . . .
Figure 10−18. Collective and Cyclic Placards 10−49. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−19. Removable Copilot Cyclic Control 10−51. . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−20. Removable Copilot Collective Control 10−52. . . . . . . . . . . . . . . . . . . . . . .
10−12. Operating Instructions: Airframe Fuel Filter 10−55. . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−21. Airframe Fuel Filter Installation and Block Diagram 10−58. . . . . . . .
10−13. Operating Instructions: SX−16 Night Sun with AftMount 10−59. . . . . . . . . . . . . . .
Figure 10−22. SX−16 Aft Mount Installation 10−61. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−23. SX−16 Searchlight Assembly 10−63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−14. Operating Instructions: RDR−1400C Weather Radar 10−65. . . . . . . . . . . . . . . . . . .
Figure 10−24. RDR 1400C EFIS System Interface 10−67. . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−25. CP 113 10−69. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−15. Operating Instructions: LEO−II−A5 Observation System 10−71. . . . . . . . . . . . . . .
Figure 10−26. LEO−II−A5 Mounting 10−72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−16. Operating Instructions: Annunciator panel 10−75. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−27. Caution and Advisory Annunciators 10−75. . . . . . . . . . . . . . . . . . . . . . . .
10−17. Operating Instructions: Moving Map Navigation Systems 10−77. . . . . . . . . . . . . .
Figure 10−28. AVM4090 Display Controls 10−78. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−7. AVM4090 Display Control Functions 10−78. . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−29. AI−500 Monitor 10−79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table 10−8. AI−500 Control Functions 10−79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−18. Operating Instructions: W.E.S.T Battery Protection System 10−81. . . . . . . . . . . . .
Figure 10−30. Ensave02 Indicator/Button 10−81. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−19. Operating Instructions: SX−16 Night Sun with EPMS Mount and Laser Pointer 10−83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−31. SX−16 EPMS Installation 10−84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Optional Equipment
FAA ApprovedReissue 1Original 10−iii/( 10−iv blank)
PARAGRAPH PAGEFigure 10−32. W.E.S.T. SX−16 Control Panel 10−86. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10−20. Operating Instructions: Smoke Detector 10−89. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CArgo Compartment Fire/Smoke 10−89. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−33. Smoke Detector and Press−To−Test Switch Location. 10−90. . . . . . . . .
10−21. Operating Instructions: Crew Door Modification withQuick Release Mechanism 10−93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 10−34. Cockpit Door Attachment 10−95. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CSP−902RFM207E−1
Optional Equipment
ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−1
SECTION XOPTIONAL EQUIPMENT
10−1.GENERAL INFORMATION
This section provides general supplemental information on optional equipment forthe helicopter. The information includes a listing of usable optional equipment andcompatibility of combined equipment on the helicopter.
Supplemental data is prepared and included in this section whenever the installationof that equipment affects the FAA Approval Data for Limitations (Section II), Emer-gency and Malfunction Procedures (Section III), Normal Procedures (Section IV),and Performance Data (Section V).
The Flight Manual Supplemental Data is to be used in conjunction with the basicFlight Manual data and takes precedence over that data when the equipment isinstalled.
Be sure to include a review of the appropriate flight manualsupplemental data for type of optional equipment installed(including STC items) as a regular part of preflight planning.
10−2.LISTING − OPTIONAL EQUIPMENT
Table 10−1 lists MDHI optional equipment items available that require additionaloperatinig instructions. This table does not include non−MDHI STC items that maybe FAA approved for use. Other optional equipment items may be found in theRMM.
SPECIAL NOTE:
Items in the table marked with an asterisk (*) are optional equipment items thathave had their supplemental data incorporated into the main body of the flightmanual and are identified by the statement, ‘‘If installed’’.
CAUTION
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)Optional Equipment
FAA ApprovedReissue 1Original10−2
Table 10−1. Optional Equipment MD900 HelicopterEquipment Publication No.
Air conditioner (P/N 900P7250302−101) CSP−902RFM207E−1 Section X
Search light CSP−902RFM207E−1 Section X
Cargo hook CSP−902RFM207E−1 Section X
Windscreen Wipers CSP−902RFM207E−1 Section X
Supplemental Fuel System CSP−902RFM207E−1 Section X
Rescue Hoist CSP−902RFM207E−1Section X
*Pitot heat CSP−902RFM207E−1
*Rotor brake CSP−902RFM207E−1
*Engine air particle separator filter CSP−902RFM207E−1
* Indicates data incorporated into the flight manual (Sections I thru IX where appropriate).
10−3.COMPATIBILITY − COMBINED OPTIONAL EQUIPMENT
Table 10−2. Optional Equipment Kit Compatibility − MD900 Helicopter
Compatibility: Blank = Yes; X = No
Optional Equipment
A. B. C. D. E. F. G. H. I. J. K. L. M. N.
A. Air conditioner
B. Search light
C. Engine air particle separator
D. Rotor brake
E. Pitot heat
F. Cargo hook
G. Windscreen Wipers
H. Supplemental Fuel System
I. Rescue Hoist
J. Removable Copilot controls
K. Airframe fuel filter
L. SX−16 Searchlight
M. RDR 1400C Weather radar
N. LEO−II−A5 Observation system
10−4.OPTIONAL EQUIPMENT PERFORMANCE DATA
SPECIAL NOTE:Optional equipment that affect IGE/OGE hover performance requireadditional hover performance charts. All Optional Equipment hoverperformance charts are located in Section V.
Optional EquipmentAir−Conditioning System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−3
10−5.OPERATING INSTRUCTIONS: AIR CONDITIONING (P/N 900P7250302−103)
PART IGENERAL
The air−conditioning system circulates conditioned air throughout the cabin. A fiveposition rotary switch AC/VENT controls the vent fan and air−conditioning. COOLHIGH provides air−conditioning at a high setting. COOL LOW provides air−condi-tioning at a low setting, selected from the center console utility panel assembly.The air−conditioning system provides ventilation, temperature, and humidity con-trol. The air−conditioning system consists of:
Freon Compressor Assembly − Compresses the air conditioning system refriger-ant.Lines and Tubing − Routes refrigerant throughout the air conditioning system.Condenser − Heat exchanger for the condensing refrigerant.Receiver Dehydrator − Removes moisture from the air conditioning system refrig-erant.High Pressure Switch − Turns off the compressor in a high pressure conditionto prevent damage to air conditioning system.Low Pressure Switch − Activates or deactivates the Freon compressor assemblyin a low pressure condition to prevent damage to the air conditioning system.Thermal Expansion Valve − Regulates air conditioning system refrigerant injectedinto the evaporator.Evaporator − Heat exchanger that cools cabin air.Evaporator Fan − Induces airflow through evaporator.Three Way Valve Duct Assembly − Controls the flow of recirculated cabin airor ambient air to the air conditioning system.Three Way Valve Control Cable − Controls position of the three way valve.
The compressor is mounted on the gearcase of the right hand engine. The condensersare attached to the oil cooler blowers. The evaporator occupies the forward endof the upper cowling. The air conditioning system makes use of the ventilation sys-tem’s ducting to direct the cooled air to cabin and cockpit, but adds a manual valveto permit selection of fresh or recirculated air. The knob for this push/pull controlis on the rear cockpit wall above the pilot’s right shoulder. Other air conditionercontrols are located on the Utility panel.
Optional EquipmentAir−Conditioning System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−4
F927−053
LOW PRESSURE SWITCH
WATER SEPERATOR
3−WAY VALVE
3−WAY VALVEDUCT ASSEMBLY
3−WAY VALVECONTROL CABLE
EVAPORATORFAN
EVAPORATOR
THERMOSTATICSWITCH AIR PLENUM
DUCT
LINES ANDTUBING
SIGHTGLASS
COMPRESSOR
HIGH PRESSUREGUAGE SWITCH
RECIEVERDEHYDRATOR
RH CONDENSER
Figure 10−1. Air-conditioning System
Optional EquipmentAir−Conditioning System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−5
PART IILIMITATIONS
No change.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
NOTE: An automatic cutoff procedure similar to that for the heat/defog system shutsdown the air conditioner in flight if either engine becomes inoperative to maintainthe best power output from the running engine.
LOSS OF COOLING
Indications: No cooling air with system ON
Conditions: Automatic system safety shutdown, or internal failure
Procedures:
• A/C control switch OFF
• Use fresh air vent system as required
Optional EquipmentAir−Conditioning System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−6
PART IVNORMAL PROCEDURES
A five position rotary switch AC/VENT controls the vent fan and air−conditioning.Selecting the COOL HIGH position provides air−conditioning at a high setting;COOL LOW provides air−conditioning at a low setting, selected from the centerconsole utility panel assembly.
IPS
HEAT
AC/VENT
PITOTHEAT
HYDTEST
OFF
ON
SYS 1 OVRD
SYS 2
COOLLOW
COOLHIGH
VENTHIGH
VENTLOW
OFF
OFF
OFF
ON
ON
L VSCS RON
OFF
TEST
CAB
AC/VENT CONTROL
F92−138
Figure 10−2. Air Conditioner Control
PART VPERFORMANCE DATA
Ref. Section V for hover performance with air-conditioning ON.
Optional EquipmentControllable Landing/Search Light
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−7
10−6.OPERATING INSTRUCTIONS: CONTROLLABLE LANDING/SEARCH LIGHT
PART IGENERAL
The controllable search light may be located on the lower fuselage ahead of theforward landing gear crosstube and offset to the left of the centerline or installedon a mounting pod that allows the use of the searchlight when other equipmentis installed in front of the standard search light location.
In the stowed position, the search light is flush with the lower fuselage skin andfaces downward.
Illuminating the search light is accomplished through the search light power switch(SRCH) while positioning the search light is accomplished by operating the five−posi-tion search light control switch (Ref. Figure 10−3). The search light is availablewith an optional IR lamp.
PART IILIMITATIONS
No Change.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No Change.
Optional EquipmentControllable Landing/Search Light
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−8
PART IVNORMAL PROCEDURES
Table 10−3. Search Light Switch Functions
SWITCH POSITION FUNCTION
SRCH LT
OFF
Switches search light ON.
Switches search light OFF.
IR Switches IR lamp ON (if installed).
Search LightControlSwitch
EXT
RET
L
R
Press and hold switch to extend search light.
Press and hold switch to retract search light.
Press and hold switch to rotate search light to theleft.
Press and hold switch to rotate search light to theright.
Preflight Checks − Electrical power OFF:
� Search light CHECK FOR BROKEN COVER,DAMAGE TO MECHANICALASSEMBLY OR BURNED OUTBULB.
� Baggage compartment mounted SRCH LGT andHVR LGT circuit breakers (early configuration)
IN (REF. FIGURE 10−4)
� Baggage compartment mounted SRCH LT andSEARCH LT CONT circuit breakers (current con-figuration)
IN (REF. FIGURE 10−4)
Optional EquipmentControllable Landing/Search Light
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−9
Preflight Checks − Electrical power ON:
NOTE: The following operational checks shall be performed with an external powersource.
� Electrical master panel
� � POWER switch BAT/EXT
� Collective stick switch panel
� � SRCH switch to LT (Ref. Figure 10−3) CHECK SEARCH LIGHT ON
� � Use search light switch to rotate light left (L)and right (R)
CHECK OPERATION
� � SRCH switch to OFF SEARCH LIGHT OFF
F927−033
SEARCH LIGHT
SEARCH LIGHTPOWER SWITCH
CONTROL SWITCH
Figure 10−3. Collective Stick Switch Panel
Optional EquipmentControllable Landing/Search Light
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−10
F92−141A
PITOTHEAT 2
LEFT GENERATOR BUS
AUDIOPNL 2
CKPTUTL
CABUTL
EVAP VENTEVAP
COMP
ATTGYRO 2
CPLTCLOCK
CNDSRFAN 2
EADIL
EHSIL
L W/SWIPER
AHRS1 AUX
LH DCFDR
IIDS TRAKSTB
HYDTEST
AVFAN
IPS
HOIST CUT
HOISTPWR
ATTGYRO1
PILOTCLOCK
CNDSRFAN 1
ELT R W/SWIIPER
AHRS2 AUX
RH DCFDR
FD SYN FLT DIR MODE SEL INVTRLEFT ESS BUS
LEFT AVIONICS BUS
RIGHT GENERATOR BUS
ADF2 RADARRT
RADARIND
MKRBCN
RADALT
PAPWR
COM 3 XPNDR2
DIRGYRO 2
NAV 3
MVGMAP
LIGHTING
RIGHT AVIONICS BUS
L R L R
L R L R
BST PUMP EECRH FUEL
LOW
DETENT IGNTR
CNSL POSN STROBE AREA
AHRS2 PRI
AVMSTR
AUXFUEL
FIREHRD
SMOKEDET
ENCALT
SRCHLGT
HVRLGT
NACA LH FUELFUEL
CABAUD
5 VDIM
NSUNCONT
NSUNPWR
CARGOHOOK
L FLDEXCIT
R FLDEXCIT
HDG SAS/AP ADF26 VAC BUS
ADF1 FMCTRL
FM1RT
FM2RT
FM3RT
DME STORMSCOPE
CAMERA NAV 1 RMI
BATTERY BUS
20
SEARCHLT CONT
SEARCHLT
CURRENT CONFIGURATION
CONFIGURATIONEARLY
Figure 10−4. Circuit Breakers − Baggage Compartment Mounted (Typical)
Optional EquipmentControllable Landing/Search Light
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−11/(10−12 blank)
PART VPERFORMANCE DATA
No change.
PART VIWEIGHT AND BALANCE DATA
No change.
PART VIISYSTEM DESCRIPTION
The search light is controlled by the three position SRCH toggle switch. This switchconnects battery bus power to the search light. Later configurations are poweredthrough the left generator bus.
Movement of the search light is accomplished by actuating the search light controlswitch located on the collective stick switch panel.
Maximum light extension is 120° from stowed.
If the search light is rotated 90° either side of center and with an extended segmentof 0° to 60°, an interlock switch automatically deenergizes the lamp while positioningthe light is still possible.
PART VIIIHANDLING SERVICING AND MAINTENANCE
No change.
PART IXADDITIONAL OPERATIONS AND PERFORMANCE DATA
No change.
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−13
10−7.OPERATING INSTRUCTIONS: ROTORCRAFT CARGO HOOK KIT
PART IGENERAL
The cargo hook is an option that permits the helicopter to carry a jettisonable externalload of up to 3,000 pounds. The hook is suspended by a bridle of four cables thatattach to the landing gear saddle fittings, and join at the cargo load cell link tosupport the hook.
The pilot’s controls for the hook consist of an electric release push−button on thetop of the cyclic grip and a manual/emergency cargo hook release mechanism.
Quick disconnect pins at the four attachment points for the bridle allow the flightcrew to install or remove the hook assembly. Quick disconnects for the electric andmechanical release cables are located on the bottom of the fuselage near the forwardcross tube.
When the kit is installed, an owner or operator holding a valid Rotorcraft ExternalLoad Operator Certificate may utilize the helicopter for transportation of externalcargo when operated by a qualified pilot. OPERATIONS WITH CARGO ON THEHOOK SHALL BE CONDUCTED IN ACCORDANCE WITH APPLICABLE POR-TIONS OF FEDERAL AVIATION REGULATIONS PART 133.
Information provided in this supplement is presented with the intent of furnishingimportant data that can be used in the Rotorcraft Load Combination Flight Manual.The Combination Flight Manual, which is required by FAR Part 133, will be preparedby the applicant to obtain the rotorcraft External Load Operator Certificate.
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−14
PART IILIMITATIONS
Weight Limitations:
Maximum weight allowed on the landing gear is 6500 pounds.Weight in excess of 6500 pounds and up to 6900 pounds mustbe external and jettisonable.
Maximum Rotorcraft − Load Combination operating gross weight is 6900 pounds.
Center of Gravity Limitations:
See Figure 10−6.
Cargo Hook Limitations:
Maximum weight on the hook is 3000 LBS unless placarded otherwise (Ref.Figure 10−8).
Airspeed Limitations:
With no load on hook, maximum VNE is 90 KIAS.
With load on hook, maximum VNE is 100 KIAS (Ref. Figure 10−5).
NOTE: Use caution as size and shape of load, and load attaching cable size and lengthmay affect flight characteristics. Satisfactory flight characteristics have beendemonstrated with a compact load.
Placards: Placard located on instrument panel.
F92−142
20000
15000
10000
5000
0
40 50 60 70 80 90 100 110
DE
NS
ITY
ALT
ITU
DE
− F
EE
T
INDICATED AIRSPEED − KNOTS
VNE WITH LOAD ON THE HOOK
VNE WITH NO LOAD ON THE HOOK IS 90 KIAS
Figure 10−5. VNE Placard
CAUTION
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−15
CG LIMITS >6250LBS
194 196 198 200 202 204 206
7000
6500
6000
5500
5000
4500
4000
3500
3000
FUSELAGE STATION (IN.)
WE
IGH
T −
PO
UN
DS
F92−143A
208
NORMAL CG LIMITS
CARGO HOOKCG LIMITS >6250LBS
7000
6500
6000
5500
5000
4500
4000
3500
3000
LATERAL CG STATION (IN)
WE
IGH
T −
PO
UN
DS
−5 −4 −3 −2 −1 0 1 2 3 4 5
NORMAL CG LIMITS
CARGO HOOK
LATERAL CGENVELOPE
LONGITUDINAL CGENVELOPE
Figure 10−6. Weight and Balance Envelope
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−16
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
The presence of an external load may further complicate procedures following anemergency or malfunction. Release of loads attached through the cargo hook shouldbe considered consistent with safety of flight factors.
Emergency Release:
Actuate the mechanical release handle, mounted on the cyclic stick, to releasecargo in the event of an electrical failure.
PART IVNORMAL PROCEDURES
Preflight Checks (Ref. Figure 10−8):
Verify security of cargo hook bridle attach points.
Visually inspect hardware for damage or indications of possible fatigue.
Check for fraying, wear or any other form of damage to the cable bridle assembly.
Inspect electrical release, and load indicating wire harness and connectors for gener-al condition and security.
Examine manual release cable housing for nicks, cuts, kinks or general damagethat might restrict movement of cable within housing.
Inspect manual release connector for general condition and security.
Ensure a service loop is present in the manual release cable at cargo hook.
Inspect hook for general condition.
Cargo Hook Operational Checks:
NOTE: Functional checks of the cargo hook require an external power source forelectrical power or an operating engine.
Ensure that the CRGO HOOK circuit breaker (left generator bus) is IN.
NOTE: Refer to Chapter 25−55−00 in the RMM for special functional checks requiredfollowing the initial installation of the cargo hook kit or following replacement ofthe manual release cable.
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−17
With the load beam in its locked position, apply pressure to simulate a load onthe beam and functionally check the three methods of cargo hook release:
Mechanical release lever on the right side of hook
Manual cargo hook release handle on cyclic
Electric cargo hook release switch on cyclic
NOTE: The TARE weight should be reset each time following aircraft shutdown andrestart (Ref. Figure 10−7).
Operating Procedures:
Use care to avoid passing load attaching cables over landing gearskid tube when attaching load to hook with helicopter on theground.
Apply collective smoothly when lifting cargo.
With the hook weight suspended, and the selection made on the IIDS panelmenu for HOOK WT (Ref. Figure 10−7), the load indication should read HOOKWT. xxxx LBS on the alphanumeric display.
Ensure that there is adequate clearance between the sling load and any obstaclesalong the takeoff flightpath.
Activate cargo release switch on cyclic stick to release cargo.
Check CARGO HOOK OPEN advisory on IIDS alphanumeric display.
NOTE: Ground support personnel should manually assure positive reset of the cargohook after use of mechanical release, prior to further cargo pickups.
Instruct ground crew to ensure that the helicopter has been electrically groundedprior to attaching cargo to drain charges of static electricity that may build upin flight.
The cargo hook extends 18 inches below the landing gear whilehovering. Ensure that there is adequate clearance between thecargo hook and any obstacles along the flightpath.
SET CALIB CODE
<XXXX>
HOOK WT 2456 LBS ZERO WEIGHT DISP
2456 LBS
NOTE: TO RETURN TO PREVIOUS HIGHER LEVEL − PRESS MENU
TOP LEVEL SECOND LEVEL
�ENT" SELECTS DIGITS TO BE EDITED (LEFT TO RIGHT),
AND �� KEYS INCREMENT/DEINCREMENT DIGIT VALUE,
�REC" KEY CHANGES CODE TO SELECTED VALUE,
PRESSING �ENT" FOR MORE THAN 2 SECONDS
TAKES A TARE READING AND ZEROS DISPLAY
F92−144
Figure 10−7. Cargo Hook IIDS Menu
CAUTION
CAUTION
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−18
LH AFT LANDINGGEAR FITTING
RH AFT LANDINGGEAR FITTING
RH FWD LANDINGGEAR FITTING
LH FWD LANDINGGEAR FITTING
CYCLIC STICK
MANUAL CARGO HOOKRELEASE
F92−145A
CARGO HOOK
LOAD INDICATORELECTRICAL CONNECTOR
MANUAL RELEASECABLE CONNECTION
ELECTRICAL RELEASECONNECTOR
AFT SADDLE CLAMP
FWD SADDLE CLAMP
QUICKRELEASE PIN
(SEE NOTE)
PIN LINK
CABLE
LOAD BEAM
QUICK RELEASE PIN(SEE NOTE)
FORWARDPIN LINK
CABLE
ELECTRIC CARGOHOOK RELEASE
CYCLIC GRIP ROTATED
MECHANICALRELEASE LEVER
SERVICE LOOP
NOTE: ENSURE QUICK RELEASEPIN HEAD FACES ‘‘UP’’AFTER INSTALLATION
LINK ASSEMBLY
LINK ASSEMBLY
CARGO HOOK PLACARD
MAX WORKINGLOAD 2200 LB
Figure 10−8. Cargo Hook Installation
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−19
PART VPERFORMANCE DATA
Hover Ceiling:
Use the OGE hover ceiling charts: Refer to Section V for Hover Ceiling Data.
PART VIWEIGHT AND BALANCE DATA
Cargo Hook Longitudinal CG: 203.0 In.
Cargo Hook Assembly Weight: 26.12 lbs.
The following table of Cargo Hook Loads may be used by the operator to assistin determining the helicopter center of gravity.
Cargo Weight(lb)
Moment/100(in.−lb)
Cargo Weight(lb)
Moment/100(in.−lb)
100 20300 1600 324800
200 40600 1700 345100
300 60900 1800 365400
400 81200 1900 385700
500 101500 2000 406000
600 121800 2100 426300
700 142100 2200 446600
800 162400 2300 466900
900 182700 2400 487200
1000 203000 2500 507500
1100 223300 2600 527800
1200 243600 2700 548100
1300 263900 2800 568400
1400 284200 2900 588700
1500 304500 3000 609000
Optional EquipmentRotorcraft Cargo Hook Kit
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−20
PART VIISYSTEM DESCRIPTION
Cargo Hook Installation (Ref. Figure 10−8):
Align cargo hook cable attaching hardware with landing gear saddle clamp assem-blies.
Install FWD link assemblies into FWD saddle clamps.
Install FWD pin links into link assemblies and quick release pins into FWDpin links.
Connect cargo hook electrical connector, load indicator electrical connector andmechanical release control cable connector.
Repeat procedure for aft link assembly attachment.
Perform cargo hook preflight and operational checks.
Cargo Hook Removal (Ref. Figure 10−8):
Remove quick release pins from Aft pin links and remove cable assembly fromaft saddle clamps.
Disconnect cargo hook electrical connector, load indicator electrical connectorand manual release control cable connector.
Remove pin links attaching cargo hook cables and cargo hook to FWD landinggear saddle clamp assemblies.
Remove cargo hook and bridle assembly.
Optional EquipmentWindscreen Wipers
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−21
10−8. OPERATING INSTRUCTIONS: WINDSCREEN WIPERS
PART IGENERAL
The windscreen wipers provide the pilot a means to clear the windscreens of rainor snow. The windscreen washers (if installed) provide pressurized washer fluid to the wind-screen through spray nozzles. The washer pump and reservoir are located in thebattery compartment.
There are no changes to limitations, emergency procedures, or performance datawith the installation of the windscreen wipers or windscreen washers.
F92−170A
WASHER PUMP
WASHERRESERVOIR
WINDSCREENWIPERS
Figure 10−9. Windscreen Wiper with Optional Windscreen Washer Installation
Optional EquipmentWindscreen Wipers
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−22
PART IVNORMAL PROCEDURES
Windscreen wipers:
Use the windscreen wipers whenever it is necessary to clear the windscreensof rain or snow.
Do not use the windscreen wipers on a dry windscreen.
The wipers have a panel mounted control switch (Ref. Figure 10−10). The rotary-switch has four positions:PARK, OFF, LOW, and HIGH.The PARK position is a momentary position and is used to stow the wipers whennot in use.The OFF position turns the wipers off.The LOW and HIGH positions refer to wiper speed. Select the speed appropriatefor weather conditions.
The three position toggle switch HIGH (HI) and LOW (LO) positions functionas above. The OFF position parks and turns the wipers off.
Windscreen washer (if installed):
Preflight Check
Check washer reservoir fluid level.
On dry windscreen
Press and hold the WASHER button for two to three seconds before turningthe WINDSHIELD WIPERS switch to LOW. Turn off wipers while windscreenis still wet.
During wiper operation
Press and hold the WASHER button for two to three seconds or as neededto clear the windscreen.
Cold weather operation
Use 50 percent by volume isopropyl alcohol mixed with distilled or deionizedwater when temperatures are at or below 0°C.
F927−093B
ROTARY CONTROL SWITCH
PARKOFF
LOW
DO NOT OPERATE WIPERS
WASHER
ON DRY WINDSCREEN
WINDSHIELDWIPERS
HIGH
WASHER CONTROL SWITCH(IF INSTALLED)
OFF
LOW
DO NOT OPERATE WIPERSON DRY WINDSCREEN
WINDSHIELDWIPERS
HIGH
3−POSITION TOGGLE SWITCH
WIPERS
HI
LO
OFF
DO NOT OPERATE WIPERSON DRY WINDSCREEN
3−POSITION LOCKINGTOGGLE SWITCH
Figure 10−10. Windscreen Wiper Control Switch
Optional EquipmentWindscreen Wipers
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−23/(10−24 blank)
PART VIWEIGHT AND BALANCE DATA
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Washer reservoir full − water onlyWasher reservoir full − water alcohol mixture
4.84.3
82.782.7
394356
PART VIIIHANDLING, SERVICING AND MAINTENANCE
Servicing Materials − Windscreen Washer Fluid
Specification Material Manufacturer
Washer reservoir − Total Capacity approximately 2 US quarts.
None Distilled or deionized water for opera-tions above freezing and 50 percent byvolume mixture of isopropyl alcoholand distilled or deionized water for op-erations below freezing.
None
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−25
10−9. OPERATING INSTRUCTIONS: SUPPLEMENTAL FUEL SYSTEM
PART IGENERAL
The MD900 supplemental fuel system option adds a transfer type auxiliary fueltank located below the baggage compartment floor. Refer to Part VII for systemdescription.
PART IILIMITATIONS
Placards:
SUPPLEMENTAL FUEL SYSTEMUSE MAIN FUEL DOWN TO
700 LBS BEFORE SELECTINGAUX FUEL TRANSFER
LOCATED BY AUXILIARY FUEL GAUGE.
NOTE: LOCATION MAY VARY.
LOCATED ABOVE FUEL FILLERF92−172A
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−26
PART IVNORMAL PROCEDURES
� Preflight checks:
� � Fuel cap SECURED� Prestart cockpit check:
� � Fuel transfer switch OFF� Inflight operation:
� � Fuel transfer switch ON; VERIFY FUEL TRANSFER LIGHT‘‘ON’’
NOTE: Fuel transfer should be begun when the fuel level in the main tank is between700 and 300 LBS.
� � Main fuel tank quantity begins toincrease and auxiliary fuel quantitybegins to decrease.
CHECK
NOTE: Fuel Transfer:Fuel transfer time is approximately 20 minutes (22 minutes if second check valveinstalled) with a full auxiliary fuel tank while in normal cruise. Transferring fuel to the main tank may be accomplished once main tankindicated fuel quantity is at or less than approximately 500 LB in normal groundattitude or approximately 700 LB in normal cruise attitude.Fuel transfer rate is approximately 600 LB/HR (540 LB/HR with second checkvalve) in normal cruise and approximately 400 LB/HR in normal ground attitude.
Starting Fuel Transfer below 300 LBS:With engines at MCP, the auxiliary fuel transfer rate may not keepup with the engine fuel consumption rate.
Starting fuel transfer below 300 LBS following a boost pump failure(boost pumps OFF, Ref. Section III) may result in early right enginefuel starvation (fuel transfers from the auxiliary fuel tank into theleft side of the main fuel tank).
� � Fuel transfer switch OFF WHEN TRANSFER IS COMPLETE
NOTE: The auxiliary fuel quantity gauge has been found to be inaccurate (indicateshigh) during hover operations.
� Engine/aircraft shutdown
� � Fuel transfer switch OFF; VERIFY FUEL TRANSFER LIGHT‘‘OFF’’
CAUTION
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−27
F92−173B
ON
OFF
E F
AUX FUEL
50 100 150
FUEL TRANSFER INDICATOR LIGHT
FUEL TRANSFER SWITCH
AUXILIARY FUEL QUANTITY GAUGE
GAUGE, SWITCH AND INDICATOR LIGHTS
SUPPLEMENTAL FUEL SYSTEMUSE MAIN FUEL DOWN TO
700 LBS BEFORE SELECTINGAUX FUEL TRANSFER.
FUELXFER
Figure 10−11. Gauge, Switch and Indicator Light − Location Typical
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−28
PART VIWEIGHT AND BALANCE DATA
Weight and balance characteristics:
The lateral CG of the auxiliary fuel tank is at station −2.0.
Calculate CG as shown in the example below.
EXAMPLE I: Longitudinal CG Determination
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight 3512.4 738045
Pilot 185.0 130.70 24180
Copilot/Passenger 185.0 130.70 24180
Passenger − Rear Facing R/H 175.0 173.0 30275
Passenger − Rear Facing L/H 175.0 173.0 30275
Passenger − FWD Facing R/H 175.0 213.0 30275
Passenger − FWD Facing L/H 175.0 213.0 30275
1. Zero Fuel Weight 4582.4 201.1 30275
2. Add: Fuel − Main Tank Only (Jet−A)Gross Weight:
1025.05607.4
191.2199.3
1959801117484
3. Add: Fuel − Auxiliary Tank OnlyGross Weight:
200.04782.4
244.8202.9
48960970464
4. Add: Fuel − Both TanksGross Weight:
1225.05807.4 200.9 1166444
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−29
Table 10−4. Fuel Loading Table − Jet−A (6.8 LB/GAL)
FUEL WEIGHT(LB)
LONGITUDINALSTATION
LONGITUDINALMOMENT
LATERALSTATION
LATERALMOMENT
20 239.4 4789 −2.0 −40
40 240.6 9625 −2.0 −80
60 241.6 14494 −2.0 −120
80 242.3 19387 −2.0 −140
100 242.9 24294 −2.0 −200
120 243.4 29210 −2.0 −240
140 243.8 34133 −2.0 −280
160 244.1 39062 −2.0 −320
180 244.4 44000 −2.0 −360
200 244.8 48951 −2.0 −400
Table 10−5. Fuel Loading Table − Jet−B (6.5 LB/GAL)
FUEL WEIGHT(LB)
LONGITUDINALSTATION
LONGITUDINALMOMENT
LATERALSTATION
LATERALMOMENT
20 239.5 4790 −2.0 −40
40 240.7 9629 −2.0 −80
60 241.7 14501 −2.0 −120
80 242.5 19397 −2.0 −140
100 243.1 24306 −2.0 −200
120 243.5 29224 −2.0 −240
140 243.9 34149 −2.0 −280
160 244.3 39080 −2.0 −320
180 244.6 44022 −2.0 −360
200 244.9 48982 −2.0 −400
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−30
210200190180170160150140130120110100908070605040302010
0
FU
EL
WE
IGH
T −
LB
JET − B (6.5 LB/GAL)
FUSELAGE STATION − INCHES238.0 238.5 239.0 239.5 240.0 240.5 241.0 241.5 242.0 242.5 243.0 243.5 244.0 244.5 245.0
210200190180170160150140130120110100908070605040302010
0
FU
EL
WE
IGH
T −
LB
JET − A (6.8 LB/GAL)
FUSELAGE STATION − INCHES
238.0 238.5 239.0 239.5 240.0 240.5 241.0 241.5 242.0 242.5 243.0 243.5 244.0 244.5 245.0
F92−174
Figure 10−12. Fuel Station Diagram
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−31
PART VIISYSTEM DESCRIPTION
The MD900 supplemental fuel system option adds a transfer type auxiliary fueltank with a usable capacity of approximately 29.4 US gallons (200 LB, Jet−A) under-neath the baggage compartment floor. The tank is filled through a gravity fill porton the right side of the aircraft. Transfer into the main tank is performed usinga fuel transfer pump mounted in the auxiliary fuel tank. Overfilling the main tankis prevented by use of a float−type level control valve mounted in the main tank.This level control valve prevents transfer into the main tank until the fuel remainingin the main tank is less than approximately 500 LB in normal ground attitudeor approximately 700 LB in normal cruise attitude. The level control valve willshut off transfer into the main tank if the fuel in the main tank increases to approxi-mately 755 LB in normal ground attitude or approximately 832 LB in normal cruiseattitude. An inline check valve is installed in the fuel transfer line in the mainfuel tank to prevent backflow of fuel from the main tank into the auxiliary tank.A second check valve may be installed in the auxiliary fuel tank transfer line thatprevents gravity transfer from the auxiliary tank into the main tank in high−speedcruise flight. The auxiliary tank vent is teed into the existing main tank aft venttubing.
The installation includes a cockpit mounted fuel quantity gauge (AUX FUEL) forthe auxiliary tank, a fuel transfer pump switch, and a fuel transfer indicator lightand on some installations, an additional grounding jack is located above the auxiliaryfuel tank filler.
Electrical power is supplied from the battery bus through the ‘‘AUX FUEL’’ 5 AMPcircuit breaker. A separate 1 AMP ‘‘AUX FUEL XMIT’’ circuit breaker providespower for fuel quantity indicating. These circuit breakers are located on the baggagecompartment circuit breaker panel under ‘‘BATTERY BUS’’.
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−32
AUXILIARY TANK FILLER NECK
MAIN FUEL TANK (REF.)
FUEL VENT LINE
FUEL LEVEL CONTROL VALVE
FUEL TRANSFER LINE
AUXILIARY FUEL TANK
FUEL TRANSFER LINE
FUEL QUANTITY TRANSMITTER
FUEL VENT ROLL OVER VALVE
GRAVITY FILL PORT
AFT RH VENT LINE
FLAME ARRESTOR
AFT VENT FAIRING
AUX FUEL PORTVENT ROLLOVER VALVE
CABIN FLOOR (REF)
MAIN FUEL TANK(REF)
LEVEL CONTROL VALVE
STA 230.5 BULKHEAD
CHECK VALVE
FUEL TRANSFER LINE
BAGGAGE COMPARTMENT FLOOR(REF.)
VENT/ROLLOVER VALVE
CHECK VALVE
AUXILIARY FUEL TANK
FUEL QUANTITY XMITTER FLOAT
TRANSFER PUMP
FUEL TANK DRAIN PLUG
FUEL TRANSFER LINE
FUEL TRANSFER LINE VENT LINE
(AUXILIARY FUEL TANK ROTATED 90° CW FOR CLARITY)
SUPPLEMENTAL FUEL SYSTEM SCHEMATIC
SUPPLEMENTAL FUEL SYSTEM INSTALLATION
F92−175B
NEW CHECK VALVE(IF INSTALLED)
Figure 10−13. Supplemental Fuel System
Optional EquipmentSupplemental Fuel System
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original
10−33/(10−34 blank)
PART VIIIHANDLING SERVICING AND MAINTENANCE
Fuel additives:
Anti−icing additives, if required, must be added to the auxiliary fuel tank duringrefueling.
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−35
10−10.OPERATING INSTRUCTIONS: RESCUE HOIST
PART IGENERAL
The rescue hoist system provides a means for lowering and raising personnel orcargo from an airborne helicopter. It is capable of being operated from the passengercabin by a qualified crewmember or from the pilot’s station.
PART IILIMITATIONS
Type of operation:
Hoist operations shall be conducted under appropriate airworthiness and/or oper-ating rules for external loads.
Minimum flight crew:
Pilot, when conducting operations with hoist stowed.
Pilot and hoist operator, when conducting hoist operations.
NOTE: Hoist operator must wear appropriate safety gear, safety harness, and havevoice communications with the pilot during hoist operations.
Weight and balance:
Maximum lateral CG limit at 60 KIAS or less:+9.0 IN at 5550 LB gross weight; +7.5 IN at 6500 LB gross weight.
At airspeeds above 60 KIAS, normal CG limits apply.
With hoist installed, lateral C.G. may be exceeded with fuelconsumption. Flight planning should include a minimum fuel lateralC.G. check.
CAUTION
Optional EquipmentRescue Hoist
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−36
Airspeed limitations:
Observe airspeed limitations in Section II with hoist installed and doors closed.
Observe VNE for doors open/removed flight in Section II.
VNE while conducting hoist operations is 60 KIAS.
Hoist limitations:
Maximum load on hoist is 600 LB.
Maximum permissible cable deflection is 15° with respect to the aircraft verticalaxis.
During normal flight operations and airspeeds above 60 KIAS, the cable/hookmust be in the fully raised position.
Center of gravity limitations:
Size, weight, shape of load and cable length may affect flightcharacteristics.
3000
3500
4000
4500
5000
5500
6000
6500
−3 −2 −1 0 1 2 3 4 5 6 7 8 9 10LATERAL C.G. STATION (IN.)
WE
IGH
T −
PO
UN
DS
F927−134
MAXIMUM LATERAL CGLIMIT AT 60 KIAS OR LESS:+9.0 IN AT 5550 LB GROSSWEIGHT; +7.5 IN AT 6500 LBGROSS WEIGHT.
Figure 10−14. Center of Gravity Envelope for Hoist Operations Below 60 KIAS
CAUTION
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−37
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
CABLE CUTTING:
Procedures:
Pilot: Activate the CABLE CUT switch on collective to jettison load in theevent of an emergency.
Hoist operator: Use provided cable cutters.
GENERATOR FAILURE:
NOTE: Hoist operations can require up to 125 amps of electrical power (63% load fromone generator).
Procedures:Monitor operating generator load and turn off unnecessary electricalequipment if required to maintain generator load within limits. Allowinga GENERATOR HIGH LOAD condition to exist will result in theoperating generator going off line.
ADVISORY INDICATIONS:
Indications: Green or yellow indicator light (located on control pendant) − steady greenor yellow
Indications:
Conditions: Motor overtemperature.
NOTE: The light will remain on until the motor has cooled or electrical power to thecontroller is switched off.
Procedures: Complete hoist operation in progress.
Prolonged operation of hoist with motor overtemperature lightilluminated will result in damaged or a ‘‘burned out’’ motor.
Indications: Flashing green light and a reduction of hoist speed.
Conditions: Hoist load above 250 LB with load mode select switch set to 250.
Procedures: Reduce hoist load or place load mode select switch to 600.
CAUTION
Optional EquipmentRescue Hoist
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−38
PART IVNORMAL PROCEDURES
Preflight checks:
To lower the work platforms/steps, remove the quick release pinon the hoist strut and move the strut aside. The quick release pinmust be reinstalled before any load is placed on the hoist.
NOTE: External power is required for functional checks.� Rescue hoist assembly CHECK − FOR OIL
LEAKS AND GENERALCONDITION
� Hoist fairing CONDITION ANDSECURITY
� Electrical connections CHECK
� Hook assembly − freeness of swivel and latch CHECK
� Hoist support tube CHECK MOUNTING
� Hoist strut CHECK MOUNTING ANDQUICK RELEASE PIN
� Pendant control − electrical connection CHECK
� HOIST PWR and HOIST CUT circuit breakers IN
� Pilot’s hoist control panel CHECK SWITCH OFF
� Electrical Master Panel
� � Power switch BAT/EXT
� Pilot’s Hoist Control
� � Hoist arming switch ON
� � Hoist armed light − on CHECK
� � Payout displays CHECK
� � Hoist operational check (pilot and operator) CHECK
Do not restrict cable payout during this check. Fouling of the cableon the drum will result if this precaution is not followed.
� � Reel out approximately 25 feet (8 meters) or more ofcable by using both the pendant and the pilot payoutcontrols. Do not exceed 15° cable deflection
OPERATE HOIST
CAUTION
CAUTION
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−39
NOTE: The cable should be reeled out onto a smooth, clean surface or payed out intoa drum. Exercise care to prevent kinking of the cable.
� � Reel in cable by using both the pendant and the pilotpayout controls and verify hoist stops when hookreaches upper limit without excess tension on cable.Verify that pilot’s pay out switch overrides hoist oper-ator’s pendant control
OPERATE HOIST
NOTE: It is important that the cable be reeled in with an even pull under a drag load of10 to 20 LB so that it does not wrap loosely on the drum. A drag load must beapplied using a gloved hand or clean heavy cloth on the cable to achieve tight,even layers on the drum.
� � Hoist arming switch OFF
� Electrical Master Panel:
� � Power switch OFF
Hoist operation:
Hoist operator must wear appropriate safety gear, safety harness,and have voice communications with the pilot during hoistoperations.
NOTE: Operation of the pilot’s payout switch overrides the hoist operator.
� Hoist arming switch ON
� Stabilize the aircraft in a hover over area ESTABLISH
� Cabin door (if closed) OPEN
� Hoist operator select load mode 250 OR 600 LB
� Payout control switch DOWN
NOTE: If possible, ensure that the helicopter has been electrically grounded prior toattaching cargo to drain static electricity that may build up in flight.
� Payout control switch UP
� Maintain hover until load is inside passenger cabin unless safety or operationalconditions dictate otherwise.
NOTE: Certain combinations of weight and cable length may induce a noticeablelateral oscillation. Should a lateral oscillation occur, raise or lower the load toalleviate this condition.
WARNING
Optional EquipmentRescue Hoist
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−40
ÔÔÔÔÔÔÔÔÔÔ
OFF
UP
DNHOIST
MOTOR
WRN
250
600
LB
FEET
106
CABLE PAYOUTFEET
106
PILOT’S HOIST CONTROL
INDICATORLIGHT
LOAD MODE SELECT
CABLE PAYOUT DISPLAY
ICS CONTROL SWITCH
HOIST OPERATOR’S CONTROLPENDANT ASSEMBLY
ON
OFFHOIST
PAYOUTDIRECTION/SPEED
CONTROL
HOIST ARMING SWITCH
COLLECTIVE CONTROLMODULE (REF)
DN
UP
PILOT’S PAYOUTCONTROL SWITCH
HOISTCUT
HOISTPWR
BAGGAGE COMPARTMENT MOUNTEDCIRCUIT BREAKER PANEL
RESCUE HOISTCIRCUIT BREAKERS
HOIST ARMED LIGHT F927−058B
EMERGENCY CABLE CUT
HOIST
CABLE CUT
T/O
TIMER
ÔÔÔÔÔÔÔÔÔÔ
OFF
UP
DNHOIST
MOTOR
WRN
250
600
LB
METERS
25
25
CABLE PAYOUTMETERS
HOIST
PWR
HOIST POWER SWITCH/ARMEDINDICATOR
LATEST CONFIGURATION
NOTE: LOCATIONS OF PILOT’S HOIST POWER SWITCH/ARMED LIGHT AND HOISTPOWER SWITCH/ARMED INDICATOR VARY WITH INSTALLED OPTIONS.
CABLE
CUT
LATESTCONFIGURATION
EMERGENCY CABLE CUTPUSHBUTTON SWITCH
Figure 10−15. Rescue Hoist Controls
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−41
PART VPERFORMANCE DATA
Reduce hover gross weight capability 70 LB when hovering withrescue hoist installed.
Refer to Section V for hover performance data.
PART VIWEIGHT AND BALANCE DATA
Maximum operating and hoist load weights:
Maximum gross weight for hoist operations is 6500 LB including hoist load.
Maximum load on the hoist is 600 LB. This is a structural limit and does notassure loading within approved limits. Maximum allowable hoist load changeswith gross weight and aircraft CG. Refer to Figure 10−16 to determine maximumallowable hoist load.
ITEM WEIGHTSTATION (ARM) MOMENT
Lateral Longitudinal Lateral Longitudinal
Hoist installation 136.8 55.60 199.1 7611 27231
Hoist Load −−−−− 59.25 199.1 −−−−− −−−−−
Hoist lateral CG determination:
The following examples show a minimum crew of pilot and hoist operator. Noticethat in Example I, the helicopter is enroute (above 60 KIAS) and the hoist operatoris stationed in the left rear facing seat, thereby maintaining the lateral CG limitof �2 IN.
In Example II, the helicopter is at the destination (below 60 KIAS) and the hoistoperator moves to the right of the aircraft cabin and stands on step.
Example III shows CG with a load on the hoist.
CAUTION
Optional EquipmentRescue Hoist
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−42
EXAMPLE I: Lateral CG Determination − Enroute (above 60 KIAS)
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight 3272.8 1465
Hoist Installation 136.8 55.60 7611
Pilot 200 15.85 3170
Hoist Operator (L/H seat) 200 −19.00 −3800
Fuel 700 0.00 0
Gross Weight 4509.6 8446
Calculation of Lateral CG:
CG at Gross Weight:
Moment at Gross Weight=
8446= 1.90
Gross Weight 4509.6
EXAMPLE II: Lateral CG Determination − Destination (below 60 KIAS)
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight 3272.8 1465
Hoist Installation 136.8 55.60 7611
Pilot 200 15.85 3170
Hoist Operator (R/H step) 200 35.00 7000
Fuel 400 0.00 0
Gross Weight 4209.6 19246
Calculation of Lateral CG:
CG at Gross Weight:
Moment at Gross Weight=
19246= 4.60
Gross Weight 4209.6
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−43
EXAMPLE III: Lateral CG Determination − With Hoist Load
ITEM WEIGHT(LB)
STATION(ARM)
MOMENT(IN−LB)
Basic Weight 3272.8 1465.0
Hoist Installation 136.8 55.60 7611.0
Pilot 200.0 15.85 3170.0
Hoist Operator (R/H step) 200.0 35.00 7000.0
Hoist load 250.0 59.25 14812.5
Fuel 400.0 0.00 0
Gross Weight 4409.6 34058.5
Calculation of Lateral CG:
CG at Gross Weight:
Moment at Gross Weight=
34058.5= 7.72
Gross Weight 4409.6
Optional EquipmentRescue Hoist
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−44
F927−133
4700
6300620061006000590058005700560055005400530052005100500049004800
46004500440043004200410040003900
MAXIMUMHOIST LOAD
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0
600 LB500 LB
300 LB
HELICOPTER LATERAL STGATION CG (IN) − WITHOUT HOIST LOAD
HE
LIC
OP
TE
R G
RO
SS
WE
IGH
T (
LB)
− W
ITH
OU
T H
OIS
T L
OA
D
FOR USE BELOW60 KIAS ONLY
64006500
200 LB100 LB
400 LB
Figure 10−16. Allowable Rescue Hoist Loading ChartUse of chart:
Use Figure 10−16 to determine the maximum hoist load for this operation.
Example:
Known:
From EXAMPLE II: lateral CG = 4.6 inchesgross weight = approximately 4210 LB.
Enter chart at the ‘‘Helicopter Gross Weight Without Hoist Load’’ scale at 4210pounds and proceed horizontally to intersect with a line drawn vertically fromthe ‘‘Helicopter Lateral Station Without Hoist Load’’ scale at 4.6 IN. Where thetwo lines intersect is the allowable hoist load. For this example the allowablehoist load is approximately 369 pounds.
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−45
PART VIISYSTEM DESCRIPTION
The hoist assembly consists of a cable drum that holds 245 feet (75.7 meters) of3/16" in. (5 millimeter) spin resistant cable, a fail safe load brake, 28 VDC electricmotor, limit switches coupled to the cable drum to control fully−extended and inter-mediate cable positions, and redundant switches. The hoist installation is mountedto the airframe by a support tube and strut assembly (Ref. Figure 10−17).
Hoist speed control is accomplished by a command applied to either the variablespeed switch on the hoist operator’s control pendant or the constant speed switchlocated on the collective control module. With the load selection switch set at 250,cable speed is 225 feet (68.5 meters) per minute. With the load selection switchset at 600, cable speed is 100 feet (30.5 meters) per minute (Ref. Figure 10−15).If the load select switch is set at 250 and the hoist load is above 250 LB, a flashingwarning light will illuminate and the hoist speed will automatically be reducedto 100 feet (30.5 meters) per minute.
The controller also passes cable position information from the hoist. This positioninformation is absolute and will continue to provide cable position information ifpower is interrupted.
The pilot’s payout switch overrides the hoist operator. When the pilot operates thepayout switch, the hoist is automatically set to the 600 LB 100 feet (30.5 meters)per minute mode.
Additional information pertaining to the hoist installation may be found in theBreeze−Eastern Corp. manual TD−92−015.
Optional EquipmentRescue Hoist
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−46
É
SUPPORTTUBE
STRUT
CONTROLPENDANT
VARIABLE SPEEDCONTROLLER
HOIST SUPPORT ASSEMBLY ROTATED
HOOK
F92−177A
HOIST ASSEMBLY(FAIRING
REMOVED)
FAIRING
MID SKID GUARD
AFT
INBOARD
WHITE STRIPE
15°15°
WHITE STRIPE
MID SKIDGUARD
FWD SKID TUBECOVER
AFT SKID TUBECOVER
HAND HOLD(OPTIONAL)
Figure 10−17. Rescue Hoist Installation
Optional EquipmentRescue Hoist
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−47/(10−48 blank)
PART VIIIHANDLING SERVICING AND MAINTENANCE
Table 10−6. Servicing Materials
Specification Material Manufacturer
Hoist assembly:
MIL−L−7808 Stauffer Jet I Stauffer Chemical Co.380 Madison AvenueNew York, NY 10017
American PQLubricant 6899
American Oil andSupply Co.
Mobil Avrex STurbo 256
Mobil Oil Co.
Brayco 880H Bray Oil Co1925 Marianna StreetLos Angeles, CA 90032
Exxon TurboOil 2389
Exxon Co.
Optional EquipmentRemovableCopilot Controls
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−49
10−11.OPERATING INSTRUCTIONS: REMOVABLE COPILOT CONTROLS
PART IGENERAL
The Removable copilot controls allows the aircrew to change their cockpit configura-tion from dual to single controls and back to dual, as desired, without the use oftools.
PART IILIMITATIONS
Flight crew:
Single pilot operation from the copilot seat is not approved with removable copilotcontrols installed.
Placards:
NO SINGLE PILOT OPERATIONUSING THIS CONTROL STICK
Figure 10−18. Collective and Cyclic Placards
PART IILIMITATIONS
No change.
PART IVNORMAL PROCEDURES
Copilot cyclic stick removal (Ref. Figure 10−19):
Pull back hook tape fasteners (Velcro) and remove cyclic boot.
Detach P1 connector from receptacle on bulkhead.
Detach bonding jumper.
Remove quick release expandable bolts from from cyclic. Slide cyclic forwardto remove.
Remove protective cover or jumper plug from adjacent dummy receptacle andinstall it on J143.
Reinstall cyclic boot.
Optional EquipmentRemovableCopilot Controls
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−50
Properly stow cyclic.
Copilot cyclic stick installation:
Installation is opposite of removal.
NOTE: Verify correct operation of cyclic switches following installation.
Optional EquipmentRemovableCopilot Controls
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−51
COPILOT QUICK RELEASE
OPEN CLOSED
CYCLICBASE
CYCLIC STICK ASSEMBLY
BOOT
BONDING JUMPER
EXPANDABLE DIAMETER BOLT
BULKHEAD (REF)
COPILOT QUICK RELEASE
JUMPER PLUG OR PROTECTIVE COVER
P−1 CONNECTORJ143
DUMMY RECEPTACLE
F927−060
Figure 10−19. Removable Copilot Cyclic Control
Optional EquipmentRemovableCopilot Controls
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original10−52
Copilot collective stick removal (Ref. Figure 10−20):
Detach electrical connector P1 from receptacle J532 and connect it to dummyreceptacle after removing dust cap.
Pull back hook tape fasteners (Velcro) along collective boot.
Remove quick release pin by depressing button on top of pin and pull pin out.
Slide collective forward to remove.
Properly stow collective.
Copilot collective stick installation:
Installation is opposite of removal.
NOTE: Verify correct operation of collective switches following installation.
P1BOOT
QUICKRELEASE PIN
(
DUMMYRECEPTACLE
F927−061
J532
DUST CAP
Figure 10−20. Removable Copilot Collective Control
Optional EquipmentRemovableCopilot Controls
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 10−53/(10−54 blank)
PART VIWEIGHT AND BALANCE DATA
Use the weight information listed below to determine C.G. shift following controlremoval or installation.
ITEMWEIGHT
(LB)LONGITUDINAL
STATION(ARM)
LATERALSTATION
(ARM)
MOMENT(IN−LB)
Longitudinal Lateral
Collective control 3.60 142.35 −27.60 512.46 −99.36
Cyclic 3.11 119.86 −15.70 372.77 −48.82
Cyclic boot 0.28 118.65 −15.85 33.22 −42.29
Pedal cover 0.56 101.14 −15.85 56.64 −8.88
Cyclic hole cover 0.45 120.00 −15.85 54.00 −7.13
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Optional EquipmentAirframe Fuel FIlter
Original 10−55
FAA ApprovedReissue 1
10−12. OPERATING INSTRUCTIONS: AIRFRAME FUEL FILTER
PART IGENERAL
The airframe fuel filter incorporates a filter unit mounted in series between theaircraft fuel system and the engine fuel system. A pressure sensing switch in thefilter body will illuminate a FUEL FILTER L or R caution light on the instrumentpanel when the fuel differential pressure across the filter increases to a preset level.When the filter becomes fully clogged, a bypass valve contained in the filter unitopens and the fuel bypasses the filter element.
PART IILIMITATIONS
Placards:
When the airframe fuel filter is installed, the following placard is required:
AIRFRAMEFUEL FILTER
INSTL
USE PRIMARYFUELS ONLY
F927−094
Fuel system:
Fuel specification
Primary fuels only (Ref. Section II).
Optional EquipmentAirframe Fuel FIlter
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Original10−56
FAA ApprovedReissue 1
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
FUEL FILTER CLOGGED
Indications: Yellow FILTERFUEL
L R
caution indicator ON.
Conditions: Left, right, or both airframe fuel filter(s) in impending bypass condition.
Procedures: With both fuel boost pumps operational.
� Continue the flight in progress.
� Service the airframe filter prior to next flight.
Procedures: With single fuel boost pump failure.
� Continue the flight in progress.
� Leave operating fuel boost pump ON.
If flight is continued into low fuel conditions (less than 300 poundsremaining), the engine with the failed boost pump will experiencean early flame out due to a loss of the fuel transfer system (Ref.Figure 10−21).
� Land as soon as practical if fuel level falls below 300 pounds.
Procedures: With dual fuel boost pump failure.
� Land as soon as possible.
FUEL BOOST PUMP FAILURE
Procedures:
� Leave operating fuel boost pump ON.
If flight is continued into low fuel conditions (less than 300 poundsremaining), the engine with the failed boost pump will experiencean early flame out due to a loss of the fuel transfer system (Ref.Figure 10−21).
� Continue the flight in progress.
� Land as soon as practical if fuel level falls below 300 pounds.
CAUTION
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E) Optional EquipmentAirframe Fuel FIlter
Original 10−57
FAA ApprovedReissue 1
PART IVNORMAL PROCEDURES
Preflight:
� Power switch BAT/EXT
� Left and right boost pumps ON
Attempting to drain the fuel filter with boost pumps off will causeair to enter the fuel system.
� Filter unit, drain valve, and associated lines CHECK FOR LEAKS
� Filter unit drain valve PRESS TO DRAIN
NOTE: If the aircraft has been exposed to freezing temperatures, failure of the drain maybe due to ice formation in the filter element.
� Press−to−test button PRESS
� AIRFRAME FILTER caution lights ON
� Left and right boost pumps OFF
� Power switch OFF
Post Flight:
� When ambient temperature is expected to go below freezing, any water in the fil-ter unit should be drained following completion of flight.
� Following the completion of the flight in progress after illumination of the FUELFILTER caution light, service the filter prior to the next flight.
CAUTION
Optional EquipmentAirframe Fuel FIlter
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
Original10−58
FAA ApprovedReissue 1
LH DRAIN LINE
NOTE: LEFT HAND SHOWN; RIGHT HAND OPPOSITE. NOT TO SCALE.
F927−065
ELECTRICALCONNECTOR
FUEL FILTER ENCLOSURE
DRAIN HOSE
INLET HOSE
OUTLET HOSE
DRAIN VALVE
PRESS TO TESTBUTTON
VIEW LOOKING AFT
ENGINE DECK
RH FUEL FEED SYS
VENT OVBDDRAIN (2 PL) FUEL CELL
LH FUELFEED SYS
RIGHTENGINE
LEFTENGINE
AIRFRAMEFUEL FILTER
FUEL FILTER DRAIN (2PL)
FUEL BOOST PUMPS
FUEL TRANSFER SYSTEM
Figure 10−21. Airframe Fuel Filter Installation and Block Diagram
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
SX−16 Night Sun: Aft Mount
Original 10−59
FAA ApprovedReissue 1
10−13. OPERATING INSTRUCTIONS: SX−16 NIGHT SUN WITH AFTMOUNT
PART IGENERAL
These operating instructions describe the SX−16 Nightsun Searchlight installationfor the MD900 as installed with the aft mount. Additional information may be foundin the SX−16 operations manual. Whenever the installation or operation of thisspecial mission equipment affects the operation of the basic helicopter, appropriatemention of the affected procedure, limitation, operation, will be described herein.
The searchlight is mounted to a trapeze−style, quick−disconnect, aft support mountattached to the rear of the fuselage (Ref. Figure 10−22)
PART IILIMITATIONS
A landing light shall be switched on when operating below 100ft AGL with thesearchlight (SX−16) on.
The use of the SX−16 as a landing light is not approved.
Do not turn ON the SX−16 while on the ground.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IVNORMAL PROCEDURES
Ensure that the searchlight assembly has cooled before handling.
Do not turn the searchlight ON while on the ground.
Temporary blindness may occur to personnel if searchlight isaimed at vehicles or other aircraft at distances closer that 330 feet(100 meters).
In the infrared (IR) mode, the light beam is invisible and is a hazardto personnel at distances closer that 425 FT (130 meters). Do notperform operational checks of the searchlight with the IR filter inplace while helicopter is on the ground.
WARNING
Optional EquipmentSX−16 Night Sun: Aft Mount
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−60
FAA ApprovedReissue 1
Preflight checks:
� Aft mount (Ref. Figure 10−22):
� � Support tube and quick release pins CHECK ATTACHMENT� � Vertical and side struts CHECK ATTACHMENT
� � Bonding jumpers CHECK ATTACHMENT� � Mounting plate CHECK ATTACHMENT� Searchlight (Ref. Figure 10−23):
� � Drive assemblies CHECK� � IR filter CHECK CONDITION� � Clear lens CHECK CONDITION� � Cooling fan intake NO OBSTRUCTIONS� � Searchlight mounting CHECK ATTACHMENT
Search light operation (while airborne only):
� Turning searchlight ON:
� � Master switch ON; THEN TO START
Holding the start switch to START longer than 5 seconds will causedamage to the lamp.
NOTE: Do not operate searchlight while on ground unless conducting maintenancechecks. Ground checks may be accomplished with generator power or with theaircraft connected to a GPU.The magnetic compass may become inaccurate with the SX−16 ON.
• • Focus and directional control switches OPERATE ASNECESSARY
� Turning searchlight OFF:
Do not turn lamp OFF until lamp is fully illuminated.
� � Searchlight SET TO NEUTRALPOSITION
� � Master switch OFF
NOTE: Allow lamp to cool for one minute before turning back ON.
CAUTION
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
SX−16 Night Sun: Aft Mount
Original 10−61
FAA ApprovedReissue 1
F927−074A
BONDINGJUMPER
QUICKRELEASE PIN
AFT/SIDE MOUNT STRUT AND SUPPORT TUBE ATTACHMENTS
SX−16
VERTICALSTRUT
BONDINGJUMPER
QUICKRELEASE PIN
SIDE STRUT
SEARCHLIGHTSUPPORT TUBE
Figure 10−22. SX−16 Aft Mount InstallationBaggage compartment access:
NOTE: To gain access to the baggage compartment, the searchlight and supportassembly must be lowered. Lowering may be accomplished with generatorpower or with the aircraft connected to a GPU.
Before attempting to lower the searchlight and support, thesearchlight must be aimed toward the ground and the infrared lensmust be lowered. Damage to the lamp assembly and aircraft canoccur if lamp assembly is left in the up position while lowering.
CAUTION
Optional EquipmentSX−16 Night Sun: Aft Mount
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−62
FAA ApprovedReissue 1
Lowering searchlight and support (Ref. Figure 10−22):
� Hand controller
� � Master switch ON
� � IRCO switch CLOSE
� � Directional control switch DOWN
The searchlight must be aimed toward the ground and the infraredlens must be lowered. Damage to the lamp assembly and aircraftcan occur if lamp assembly is left in the up position while lowering.
� � Master switch OFF
� Eectrical master panel:
� � Power switch OFF
� SX 16 Aft mount:
� � Side strut bonding jumpers SEPARATE
� � Vertical strut bonding jumper SEPARATE
� � Side strut quick release pins REMOVE
� � Aft strut release pin REMOVE
NOTE: While holding the searchlight vertical support strut remove the quick release pinfrom the vertical strut, gently lower the SX−16 to the ground.
Raising searchlight and support (Ref. Figure 10−22):
Raising searchlight and support is opposite of lowering except there is no require-ment for electrical power.
CAUTION
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
SX−16 Night Sun: Aft Mount
Original 10−63
FAA ApprovedReissue 1
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
NOTE: IR FILTER SHOWN RETRACTED
IR FILTER DRIVEASSEMBLY
ELEVATION DRIVEASSEMBLY
AZIMUTH DRIVE ASSEMBLY
IR FILTER
CLEAR LENS
F927−063AHAND CONTROLLER
MASTERSWITCH
DIRECTIONALCONTROL
FOCUSCONTROL
IR LENSCONTROL
SWITCH POSITION FUNCTION
Master OFFON
START
Removes electrical power from SX−16 system.Turns on electrical power to SX−16 system.Energizes lamp starting circuit.
DirectionalControl
LEFT, RIGHT,UP, DOWN
Allows aiming of the searchlight.
FOCUS Press Momentary switch that changes light beam spread.
IRCO CLOSEOPEN
Positions IR filter in front of lamp.Retracts IR filter.
Figure 10−23. SX−16 Searchlight Assembly
Optional EquipmentSX−16 Night Sun: Aft Mount
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−64
FAA ApprovedReissue 1
PART VPERFORMANCE DATA
No change.
PART VIWEIGHT AND BALANCE DATA
ITEMWEIGHT
(LB)LONGITUDINAL
STATION (IN)(ARM)
LONGITUDINALMOMENT(IN−LB)
LATERALSTATION (IN)
(ARM)
LATERALMOMENT(IN−LB)
SX−16 Search light and sup-port assembly
66.0 279.3 18433.8 0.0 0.0
PART VIISYSTEM DESCRIPTION
The SX−16 searchlight installation consists of a gimbal mounted searchlight assem-bly attached to an airframe searchlight mount, an electrical junction box a handcontroller. A 70 AMP circuit breaker, located on the baggage compartment circuitbreaker panel, recieves power from a generator bus.
The SX−16 has a 1600 Watt short arc Xenon lamp with a peak beam intensityof 30 million candlepower and a typical range of 3200 feet (1 km).
PART VIIIHANDLING SERVICING AND MAINTENANCE
NOTE: A ground power unit should be used while conducting ground maintenancechecks of the SX−16.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
RDR 1400C Weather Radar
Original 10−65
FAA ApprovedReissue 1
10−14. OPERATING INSTRUCTIONS: RDR−1400C WEATHER RADAR
PART IGENERAL
No change.
PART IILIMITATIONS
Ambient temperature limits:
Maximum temperature for operating radar is 40°C.
National safety regulations for radar operations shall be followed.
Do not operate radar within 50 FT (15M) of refueling vehicles orcontainers containing flammables or explosives.
Do not operate radar within 100 FT (30M) of refueling operations.
Do not allow personnel within 15 FT (5M) of area being scannedby antenna when system is transmitting.
Placard:
WEATHER RADAR SYSTEM MUST BE TURNED TO �STBY" OR �OFF" WHEN ON THE GROUND.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IVNORMAL PROCEDURES
NOTE: Additional operating instructions may be found in the Telephonics Pilot’s Guide,RDR−1400C Color Weather and Search & Rescue Radar, publication number106501.
Preflight checks:
• Radome CHECK CONDITION
Engine starting:
Ensure that the RDR 1400C is not switched ON during engine starts.
Landing:
• Function switch SET TO “STBY”, OROFF
WARNING
Optional EquipmentRDR 1400C Weather Radar
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−66
FAA ApprovedReissue 1
PART VPERFORMANCE DATA
No change.
PART VIISYSTEM DESCRIPTION
RDR−1400C interface with EFIS 40 or EFIS 50:
The Telephonics Weather Radar RDR1400C is an integrated system, interfacingwith the LITEF LCR 92S AHRS and the Honeywell EFIS 40 installed by theHoneywell (formerly Allied Signal, Inc.) IFR STC SR00436WI−D, or theHoneywell EFIS 50 installed by the Heli−Dyne STC SR09151RC.
The Telephonics Weather Radar system consists of 5 flight−line replaceable units:
Receiver−Transmitter RT−1401BControl Panel CP−113Navigation Concentrator NC−104BRadar Antenna Drive unit DA−1203AAntenna Array AA−4510A
The Receiver−Transmitter (R/T) is installed in the nose of the MD900. TheR/T provides pulsed X−band output signal to the sector−scanning antenna. Thereflected signal is amplified by the receiver, digitized and then routed to theNavigation Concentrator for conversion to ARINC 453 data for the EFIS SymbolGenerators. Operating parameters permit optimum performance in each of thefive operational modes: 3 search, weather, and beacon modes
The Radar Control Panel is located in the center console. All of the WX systemcontrols except for display range are located on this control panel. Mode selections,Antenna Tilt, Search gain, BCN gain, and Scan are available for selection. TheAntenna Tilt and Roll adjustment screws are also located on this panel.
The Navigation Concentrator (NC) is installed in the nose, just above theR/T. It provides interface capabilities to convert WX R/T data into ARINC 453format required by the EFIS Symbol Generator. The Nav Concentrator receiveslow speed ARINC 429 data from the EFIS containing the range selected andconverts this into usable information for the R/T. The NC also receives low speedARINC 429 data from the Control Panel converting it into mode and controlcommands for the R/T. Lastly, the NC converts 429 attitude information fromthe AHRS for the R/T.
The Radar Antenna Assembly consists of a drive unit and a 10 inch array.The motor driven drive unit positions the array in azimuth and elevation axis.Scans are performed in 90 degree sectors. Stabilization is in accordance withpitch and roll signals from aircraft AHRS as converted by the NC−104B. Tiltis selectable for +/− 15 degrees from horizontal from the Control panel. The 10inch array has a range of 185NM.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
RDR 1400C Weather Radar
Original 10−67
FAA ApprovedReissue 1
F927−078
ÉÉÉÉÉÉÉÉÉÉÉÉ
ATTITUDE
NAVCONCENTRATOR
RT−1401B
ANTENNA DRIVEDA−1203
ANTENNAAA−451A
CONTROL PANELCP−113
WAVE GUIDE
EFIS #1 EFIS #2
RANGE
ARINC 429
DATA
ARINC 453
ON/OFF
TILT
ROLL TRIM
ARINC 429
RANGE
ARINC 429
DATA
ARINC 453
ARINC 429
Figure 10−24. RDR 1400C EFIS System InterfaceSystem Function/Operational Modes:
Search modes
There are three search modes, with 6 ranges. Two of the search modes (SR1,SR2) can detect and display surface targets down to a minimum range of1000 feet. Even under adverse conditions, targets such as a small boat canbe detected. The search modes permit ground mapping or searching for topo-graphical features such as bodies of water, islands, high ground, bridges,etc. The slant range from the aircraft to a reflective ground object, withinthe area of scan, can be deduced directly from the display. The Search 1 modeuses special clutter rejection circuitry and is designed for short−range (ie0.5, 1,2,5,10 and 20NM) mapping of targets in a sea clutter environment.
Optional EquipmentRDR 1400C Weather Radar
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−68
FAA ApprovedReissue 1
Search 2 is designed for precision ground mapping with very high resolutionof short ranges (ie 20NM or less). Search 3 is designed for maximum clutterreturns as required for mapping of oil slicks. On long ranges (beyond 20NM),Search 1 and Search 2 are similar to Search 3.
Weather Avoidance Modes (Wx and WxA)
By means of a radar echo displayed on the EFIS, the system can furnishcontinuous enroute weather information relative to rain cloud formation, rain-fall rate, thunderstorms with moisture, and areas of icing conditions. Digitalcircuitry provides a means for determining the relative density of the rainfallareas. With the EFIS display the pilot can see storm areas in his flight pathand can also distinguish corridors of relative calm through the storms. Thesystem detects the strong returns from high density rainfall and convertsthem into red areas on the EFIS display. If the pilot changes the mode tothe weather alert (WxA) mode and the red area is beyond the range displayed,the TGT ALRT will flash.
Beacon Mode
In the beacon mode, the system can interrogate and receive pulses from afixed transponder(s) located within a range up to 160 NM. The coded repliesare received on a special beacon frequency (9310 MHz). The radar indicatordisplays beacon returns from both 2−pulse and DO−172 6 pulse transponders,located in range and bearing with respect to the aircraft.
The beacon mode can be operated alone, or combined with either the weatheror search modes.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
RDR 1400C Weather Radar
Original 10−69
FAA ApprovedReissue 1
ONTST
STBY
OFF
60
SRCH GAIN
MIN MAX
BCN
GAIN
PUSH
CODE
MIN MAX
PULL
STABOFF
TILT0
+5
+10
+15
−5
−10
−15
Wx WxA
SRCH BCN
F927−090
FUNCTION SELECTOR
PRIMARY MODE SELECTORS
SECONDARY MODE SELECTOR ANDGAIN CONTROLS
ANTENNACONTROL
Figure 10−25. CP 113Operational controls:
Function Selector
OFF Removes system power.
STBY System is operationally ready; no display.
TEST Displays a test pattern without transmitting, identified by TEST andRT FAULT.
ON System transmits in normal operation.
60� is not supported by this installation and functions the same as �ON".
Primary Mode Selectors (PUSH ON/ PUSH OFF)
Wx Selects weather mode, the primary mode of operation. Weather displayedand Wx appear on screen. When pressed again, the weather mode is removed.If no other mode button is active, the Wx mode remains.
WxA Selects weather alert mode. WxA appears and Target Alert is enabled.
SRCH Pressing this push button selects the three Search modes in sequentialcyclic manner (i. e., Search 1, Search 2, Search 3, etc.). Search modes are as follows: Search 1 − Sea clutter rejection. Active on the ten− mile range or less. Search 2 − Short range precision mapping. Active on the ten− mile rangeor less. Search 3 − Normal surface mapping.
NOTE: Beacon mode is compatible with both weather mode and Search mode.
Optional EquipmentRDR 1400C Weather Radar
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−70
FAA ApprovedReissue 1
BCN Pressing this button will select the two Beacon type formats to be se-lected. Sequentially pressing the Beacon button will select the following bea-con modes: Beacon Only Mode − Beacon A, Beacon B, Beacon A, Beacon B, . . . Dual Mode (Beacon/ Weather or Beacon/ Search) Beacon A, Beacon B, BeaconOff, Beacon Am . . . Beacon Only Mode: − If the starting mode of operation is weather (or search),then pressing the beacon button will place the system in Beacon/ Weather(Search) mode. To activate beacon only mode, press the weather (or search)button to turn off weather (search) mode. To reactivate dual mode, press eitherthe weather or search buttons.
Beacon A − Standard 2−pulse beacon Beacon B − DO−172 compatible beacon
Secondary Mode Selector and Gain Controls
BCN GAIN − The Beacon Gain is a rotary potentiometer that controls thegain of the Beacon receiver.
SRCH GAIN − The Search Gain is a rotary potentiometer that controls thegain of the Search receiver.
CODE − Pressing this switch selects Beacon Codes in a sequential cyclic fash-ion (i. e., Code 0, Code 1, Code 2, . . . Code 15 or Code 0, Code 1, Code 2,. . . Code 9) depending on Beacon Mode selected. The selected code is annun-ciated on the MFD.
When DO−172 Beacon (Beacon Mode B) is selected via the BCN button, thetotal of sixteen codes (0−15) can be selected by the Code switch. Selectinga Standard two−pulse Beacon (Beacon Mode A) via the BCN button, the totalof ten codes (0−9) can be selected by the Code button. The Code button isnot active unless the Beacon mode has been selected.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
LEO−II−A5 Observation System
Original 10−71
FAA ApprovedReissue 1
10−15. OPERATING INSTRUCTIONS: LEO−II−A5 OBSERVATION SYSTEM
PART IGENERAL
These operating instructions describe the LEO−II−A5 installed either on the �univer-sal mount" or the External Paload Mounting System (EPMS). Additional informationmay be found in the LEO−II−A5 operator manual.Whenever the installation or operation of this special mission equipment affectsthe operation of the basic helicopter, appropriate mention of the affected procedure,limitation, operation, will be described herein.
PART IILIMITATIONS
EPMS only:
Maximum airspeed 140 KIAS.
Do not use the equipment adaptors as steps.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IVNORMAL PROCEDURES
NOTE: Additional operational procedures may be found in the Cumulus LEO−II−A5operating instructions manual.
Preflight checks:
• Stabilized turret assembly CHECK CONDITIONAND ATTACHEMENTTO MOUNTINGSURFACE
• EPMS
• • Main beam and cross tube attachment brackets CHECK CONDITIONAND INTEGRITY OFSTEP ASSEMBLY
• • Cross tube attachment brackets CHECK ATTACHMENTTO LANDING GEAR
• • Equipment adaptor CHECK CONDITIONAND SECURITY
Engine starting:
Ensure that the laptop control unit power switch is OFF during engine starts.
Optional EquipmentLEO−II−A5 Observation System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−72
FAA ApprovedReissue 1
FRONT CROSS TUBE AT-TACH BRACKET
AFT CROSS TUBE AT-TACH BRACKET
EQUIPMENT ADAPTOR
EPMSMAIN BEAM
UNIVERSAL MOUNT
STABILIZED TURRETASSEMBLY
F927−064A
Figure 10−26. LEO−II−A5 Mounting
PART VPERFORMANCE DATA
No change.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
LEO−II−A5 Observation System
Original 10−73
FAA ApprovedReissue 1
PART VIWEIGHT AND BALANCE DATA
ITEMWEIGHT
(LB)LONGITUDINAL
STATION (IN)(ARM)
LONGITUDINALMOMENT(IN−LB)
LATERALSTATION (IN)
(ARM)
LATERALMOMENT(IN−LB)
Universal Mount:
Stabilized turret assemblywith external harness
94.90 83.60 7933.60 0.0 0.0
EPMS:
Main beam 28.75 181.90 5229.60 +41 +1178.8
Leo−II Adaptor (fwd RH) 12.80 119.90 1534.70 +41 +524.80
Stabilized turret assemblywith external harness
94.90 105.50 10011.95 +41 +3890.9
Optional EquipmentLEO−II−A5 Observation System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−74
FAA ApprovedReissue 1
PART VIISYSTEM DESCRIPTION
The LEO−II−A5 Observation System consists of a Stabilised Turret Assembly (STA),Control Electronics Unit (CEU) and Laptop Control Unit (LCU).
Stabilized Turret Assembly:
The STA consists of three sub units namely the Stabilised Turret Unit (STU),Sensor Pack Assembly (SPA), and the Front Shell Assembly.
The STA may be mounted to either the universal mount or the EPMS (Ref.Figure 10−26).
Stabilised turret unit (STU)
The STU is a four−axis design, gyro stabilised in outer azimuth and elevationand inner azimuth and elevation. The STU provides the remote movementof the Sensor Pack Line−Of−Sight (LOS), corresponding to the centre of theimaged scene, to any position within the Field−Of−Regard (FOR). The FORfor the LEO−II−A5 Observation System is mechanical +20 degrees to –105degrees in elevation and a continuous 360 degrees in azimuth from thelook−ahead position.
Sensor pack Assembly (SPA)
The Sensor Pack contains the gyroscope, Sensor Control Electronics PCB,Triple QWIP thermal imager with three fields of view optics, TV Zoom CameraAssembly with a Three−CCD camera and 54X zoom lens, and a DummySpotter TV Assembly in the standard configuration.
Front Shell Assembly
The Front Shell Assembly consists of an aluminium shell into which windowsare fitted to accommodate the optical paths of the various sensors of the SensorPack Assembly. It also houses a desiccant holder, which eliminates moisturebuilt−up in the STA.
CONTROL ELECTRONIC UNIT (CEU):
The CEU houses all computing and control functions of the STA. It is the centralpoint of transfer for system signals, command, and data I/O. The CEU controlspower distribution and system timing. It implements software algorithms thatperform such tasks as the generation of overlay symbology and controlling themenu−driven functions of the system. The CEU communicates with other systemmodules through a serial data bus.
LAPTOP CONTROL UNIT (LCU)
The LCU is a lightweight laptop held unit by which control of the ObservationSystem is executed.
The Laptop Control Unit is held in place with a neck strap on the operator’slap during flight. The Laptop Control Unit is used by the operator to steer theSTA and control the sensor fitted in the Sensor Payload Assembly.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Annunciator Panel
Original 10−75/(10−76 blank)
FAA ApprovedReissue 1
10−16. OPERATING INSTRUCTIONS: ANNUNCIATOR PANEL
PART IGENERAL
This panel advises the pilot of the operating mode and status of auxiliary fuel trans-fer, pitot heat, ground power unit door (aft mounted battery only), and airframefuel filter. These annunciator lights may be installed individually or in part as deter-mined by the optional equipment installed and are only available with the HoneywellIFR Avionics STC.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
For actions following illumination of any of the caution/advisory annunciators, referto Section X for Supplemental Fuel System and Airframe Fuel Filter; for the remain-ing caution/advisories, refer to Section III.
PART IVNORMAL PROCEDURES
To check the operation of the annunciators, press the ANNUN test button on theAvionics switch panel.
F927−110
AHRS1 AHRS2 TEST
DG
CCW
CW
MRKR AP/SAS ANNUN
SLVD
DG
SLVD
CCW
CW
DMEHOLD
ANNUNDIM
BRIGHTRELEASE
Figure 10−27. Caution and Advisory Annunciators
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Moving Map Navigation Systems
Original 10−77
FAA ApprovedReissue 1
10−17. OPERATING INSTRUCTIONS: MOVING MAP NAVIGATIONSYSTEMS
PART IGENERAL
Whenever the installation or operation of this special mission equipment affectsthe operation of the basic helicopter, appropriate mention of the affected procedure,limitation, or operation, will be described herein.
EuroNav III:
The EuroNav III is a GPS based navigation system with moving map displayand integrated task management system. The system is protected by a 5 amperecircuit breaker located on the baggage compartment circuit breaker panel andis approved with for use with the AI−500 monitor.
AeroNav� II:
The AeroNav II is a Moving Map and Task Management system. The systemis protected by a 5 ampere circuit breaker located on the baggage compartmentcircuit breaker panel and is approved with for use with the AVM4090 monitor.
Dornier DKG4:
The DKG 4 moving map is a digital map system that provides pilot navigationsupport. The digital pictorial information is displayed on the Avalex AVM4090Monitor in the cockpit and/or on a Skyquest monitor in a cabin workstation(if installed). The system is protected by a 2 ampere circuit breaker located onthe baggage compartment circuit breaker panel.
PART IILIMITATIONS
The use of any approved moving map navigation system as a primary means ofnavigation is not approved.
EuroNav III:
Normal ambient temperature range is 0°C to 40°C for cockpit mounted AI−500monitor.
Optional EquipmentMoving Map Navigation Systemss
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−78
FAA ApprovedReissue 1
PART IVNORMAL PROCEDURES
AeroNav� II and Dornier DKG4:
Refer to AeroNavII/III HB−NAV−350, and Dornier DKG4 HB103−000000B/01operator manuals for operational information.
F927−113
PWR CMPT VIDEO FRZ/Z
Figure 10−28. AVM4090 Display Controls
Table 10−7. AVM4090 Display Control FunctionsControl Function
PWR Turns unit on or off when pressed.
CMPT Displays the video source. Each time this button is pressed, the video source(VGA1 or VGA2) appears on the lower left side of the display.
VIDEOThis button allows the display of FLIR, CCD, or VCR playback. Each time this but-ton is pressed, the video source (VID1, VID2 or VID3) appears on the lower leftside of the display.
FRZ/Z This button processes video and CMPT (SVGA) inputs and either freezes or zoomsor toggles between the two.
These buttons are used to control display brightness and operates the menu sys-tem. The monitor retains the previous brightness setting upon restart.
NOTE: Refer to the Avalex AVM4090 Operations guide for more detailed information.
EuroNav III:
Refer to Table 10−8 for AI−500 monitor operating instructions.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Moving Map Navigation Systems
Original 10−79/(10−80 blank)
FAA ApprovedReissue 1
F927−109
Figure 10−29. AI−500 Monitor
Table 10−8. AI−500 Control FunctionsControl Function
POWER When the Power button is depressed to ON the adjacent power indicator lights togreen. To turn the power off, depress the POWER button again.
VIDEO SELECT The two buttons, identified as IR/CCD or MAP select their respective video source.The selected button lights in green when depressed.
MENU Pressing the MENU button provides a screen menu which allows the operator toadjust the following levels: CONTRAST: (Picture Contrast) Adjusts the picture contrast. Decreasing the valuelowers the contrast, and increasing the value raises it. Adjustable range: −30 to+30
BRIGHTNESS: (Picture Brightness) Adjusts the picture brightness. Decreasingthe value makes the picture darker, and increasing the value makes it brighter.Adjustable range: −30 to +30
SHARPNESS: (Picture Sharpness) Adjust the picture sharpness. Decreasing thevalue makes the picture softer, and increasing the value makes it more sharp. Ad-justable range: −30 to +30
CHROMA: (Picture Chroma) Adjusts the picture chroma. Decreasing the valuemakes the picture lighter, and increasing the value makes it deeper. Adjustablerange: −30 to +30
PHASE: (Picture phase, NTSC only) Adjusts the picture phase. Decreasing the val-ue makes the picture more reddish and increasing the value makes it more green-ish. Adjustable range: −30 to +30
COLOUR SYSTEM: (Colour System) Displays the colour system (NTSC or PAL)used by the video equipment.
POWER SAVE: (Power Save) With the power save function set to ON (active) themonitor automatically enters standby mode when no video signal is input. Whenthe power save function is active the POWER indicator blinks in green. When avideo signal is input, the power save function becomes inactive and the monitor isrestored to normal operation. Pressing any buttons on the front operation panelalso sets the power safe function to inactive.
The power save function becomes active when no video signal is input for over 30seconds.
COLOUR SWITCH: Turns the picture into black and white for checking the whitebalance.
The MENU + and − buttons control the settings for each of these controls.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
W.E.S.T. Battery Protection System
Original 10−81
FAA ApprovedReissue 1
10−18. OPERATING INSTRUCTIONS: W.E.S.T BATTERY PROTECTION SYSTEM
PART IGENERAL
The W.E.S.T. Ensave 02 battery protection system allows the pilot to use selectedelectrical equipment with the aircraft battery OFF.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IVNORMAL PROCEDURES
Operating the Ensave 02:
NOTE: The battery protection system will not function with generator/GPU power andis designed to be operated with the POWER switch OFF.
Pressing the indicator button, activates the battery protection system.
Press the indicator button once to activate the GND 1 consumers.
Press the indicator button a second time to activate and add the GND 2 con-sumers.
Pressing the indicator button a third time deactivates the battery protectionsystem.
Once the system is activated, battery power to GND 1/GND2 consumers willbe available for one hour. After the one hour period is completed, a buzzer soundsadvising the operator that battery power to the GND 1/GND 2 consumers willbe removed within 10 seconds.
NOTE: The operator may reactivate the battery protection system following anautomatic shut off by pressing the button again, however sufficient battery powerfor starting may not be available.
F927−097
GND 1
GND 2
Figure 10−30. Ensave02 Indicator/Button
Optional EquipmentW.E.S.T. Battery Protection System
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−82
FAA ApprovedReissue 1
PART VIISYSTEM DESCRIPTION
This system uses a timer and �consumer" button functions to time the usage ofselected equipment for specific periods without draining the battery to the extentthat a battery start could not be accomplished. At the end of the specified time,a buzzer sounds to alert the pilot that battery usage has reached a defined point.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
SX−16 Night Sun: EPMS Mount
Original 10−83
FAA ApprovedReissue 1
10−19. OPERATING INSTRUCTIONS: SX−16 NIGHT SUN WITH EPMSMOUNT AND LASER POINTER
PART IGENERAL
These operating instructions describe the SX−16 Nightsun Searchlight with laserpointer installed on the external payload mounting system (EPMS). Additional infor-mation may be found in the SX−16 operator manual and the W.E.S.T. �Operatorpanel for SX−16 and laser system". Whenever the installation or operation of thisspecial mission equipment affects the operation of the basic helicopter, appropriatemention of the affected procedure, limitation, operation, will be described herein.
PART IILIMITATIONS
A landing light shall be switched on when operating below 100FT AGL with thesearchlight (SX−16) on.
The use of the SX−16 as a landing light is not approved.
Do not turn ON the SX−16 while on the ground.
Maximum airspeed 140 KIAS.Do not use the equipment adaptors as steps.Searchlight to be in maximum up position and facing forward when not in use.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IVNORMAL PROCEDURES
Ensure that the searchlight assembly has cooled before handling.
Do not turn the searchlight ON while on the ground.
Temporary blindness may occur to personnel if searchlight isaimed at vehicles or other aircraft at distances closer that 330 feet(100 meters).
In the infrared (IR) mode, the light beam is invisible and is a hazardto personnel at distances closer that 425 FT (130 meters). Do notperform operational checks of the searchlight with the IR filter inplace while helicopter is on the ground.
Avoid aiming the laser pointer at personnel below a distance of 72feet (22 meters).
WARNING
Optional EquipmentSX−16 Night Sun: EPMS Mount
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−84
FAA ApprovedReissue 1
PREFLIGHT CHECKS
� EPMS (Ref. Figure 10−31):
� � Main beam and cross tube attachmentbrackets
CHECK CONDITION ANDINTEGRITY OF STEP ASSEMBLY
� � Cross tube attachment brackets CHECK ATTACHMENT TOLANDING GEAR
� � Equipment adaptors CHECK CONDITION ANDSECURITY
F927−088A
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
NOTE: IR FILTER SHOWN RETRACTED
IR FILTER DRIVEASSEMBLY
ELEVATION DRIVEASSEMBLY
AZIMUTH DRIVE ASSEMBLY
IR FILTER
CLEAR LENS
HEAT SHIELD
MAIN BEAM
FRONT CROSS TUBEATTACH BRACKET
AFT CROSS TUBEATTACH BRACKET
AFT EQUIPMENT ADAPTOR
FWD EQUIPMENTADAPTOR
LASER POINTER
SX−16−FWD MOUNT
SX−16−AFT MOUNT
Figure 10−31. SX−16 EPMS Installation
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
SX−16 Night Sun: EPMS Mount
Original 10−85
FAA ApprovedReissue 1
� Searchlight (Ref. Figure 10−31):
� � Drive assemblies CHECK
� � IR filter CHECK CONDITION
� � Clear lens CHECK CONDITION
� � Cooling fan intake NO OBSTRUCTIONS
� � Laser pointer CHECK ATTACHMENT
� � Searchlight mounting CHECK ATTACHMENT
� � Heat shield CHECK ATTACHMENT
AFTER TAKEOFF
The SX−16 is fully controllable in azimuth up to 85 KIAS. Above 85 KIAS, controlof the SX−16 may be affected by the slipstream, resulting in the searchlight movingon its own by slipping the clutch.
With the IR lens in the forward and horizontal position, the SX−16 can be controlledup to 80 KIAS . As the light is moved to the side and rear position, the lens isless affected by the slipstream and can be raised and lowered at progressively higherairspeeds up to 100 KIAS.
Search light operation (while airborne only):
� Turning searchlight ON:
� � Master switch ON; THEN MOMENTARILY TOSTART POSITION
NOTE: Do not operate searchlight while on ground unless conducting maintenancechecks. Ground checks may be accomplished with generator power or with theaircraft connected to a GPU.The magnetic compass may become inaccurate with the SX−16 ON.
• • W.E.S.T. control panel switches OPERATE ASNECESSARY
� Turning searchlight OFF:
Do not turn lamp OFF until lamp is fully illuminated.
� � Searchlight MAXIMUM UPPOSITION
� � Master switch OFF
NOTE: Allow lamp to cool for one minute before turning back ON.
CAUTION
Optional EquipmentSX−16 Night Sun: EPMS Mount
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−86
FAA ApprovedReissue 1
F927−114
INFRARED FILTERINDICATOR
SLAVEINDICATOR
LASERINDICATOR
SX−16 �ON"INDICATOR
GIMBAL DIRECTIONCONTROL
SWITCH POSITION FUNCTION
SX16 OffOf
Start
Removes electrical power from SX−16 system.Turns on electrical power to SX−16 system.Energizes lamp starting circuit.
FOCUS Press Momentary switch that changes light beam spread.
GimbalDirectional
Control
LEFT, RIGHT,UP, DOWN
Allows aiming of the searchlight.
IFCO UP Positions IR filter in front of lamp.Retracts IR filter.
Slave UP Connects to AeroNav slaving unit (or other system asdetermined by installation requirements).
Laser OffOn
Flash
Turns laser off.Turns laser on.Flashes the laser beam.
BLT UP Allows testing of laser system before flight or duringmaintenance.
Sync. UP Provides synchronization between the FLIR and SX−16zero−position.
Figure 10−32. W.E.S.T. SX−16 Control Panel
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
SX−16 Night Sun: EPMS Mount
Original 10−87/(10−88 blank)
FAA ApprovedReissue 1
PART VPERFORMANCE DATA
No change.
PART VIWEIGHT AND BALANCE DATA
ITEMWEIGHT
(LB)LONGITUDINAL
STATION (IN)(ARM)
LONGITUDINALMOMENT(IN−LB)
LATERALSTATION (IN)
(ARM)
LATERALMOMENT(IN−LB)
Main beam 28.75 181.90 5229.60 −41 −1178.80
SX−16 Adaptor (aft LH) 8.75 251.10 2197.10 −41 −358.80
SX−16 Search light (aft LH) 47.50 264.80 12578.00 −41 −1947.50
SX−16 Adaptor (fwd LH) 8.75 122.00 1067.50 −41 −358.80
SX−16 Search light (fwd LH) 47.50 110.00 5225.00 −41 −1947.50
PART VIISYSTEM DESCRIPTION
The SX−16 searchlight installation consists of a gimbal mounted searchlight assem-bly attached to an airframe searchlight mount, an electrical junction box a panel−mounted controller. A 70 AMP circuit breaker, located on the baggage compartmentcircuit breaker panel, receives power from a generator bus.
The SX−16 Control Panel incorporates full authority over the Nightsun system in-cluding an enhancement to automate beam �cool down" following use. The Panelalso incorporates full authority over the laser spotter device. Additionally, the laserpointer is coupled to the radar altimeter and automatically turns off when a predeter-mined decision height has been reached. If desired, the pilot/copilot may allow theSX−16 to operate in a synchronized mode with the FLIR LEO II surveillance systemif installed.
The SX−16 has a 1600 Watt short arc Xenon lamp with a peak beam intensityof 30 million candlepower and a typical range of 3200 feet (1 km).
PART VIIIHANDLING SERVICING AND MAINTENANCE
NOTE: A ground power unit should be used while conducting ground maintenancechecks of the SX−16.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Smoke Detector
Original 10−89
FAA ApprovedReissue 1
10−20.OPERATING INSTRUCTIONS: SMOKE DETECTOR
PART IGENERAL
No change.
PART IILIMITATIONS
No change.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
CARGO COMPARTMENT FIRE/SMOKE
Indications: Smoke detector warning tone in headset.
Conditions: On ground
Procedures:
� Engine control switches OFF
� Passengers/crew EVACUATE
� Rotor brake (if installed) APPLY
� Power switch OFF
Conditions: In flight
Procedures:
� Fresh air vents OPEN
� AC/VENT switch VENT LOW OR VENT HIGH
� Cockpit door vents OPEN
� Land immediately
Optional EquipmentSmoke Detector
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−90
FAA ApprovedReissue 1
� After landing:
� � Engine control switches OFF� � Rotor brake (if installed) APPLY� � Power switch OFF� � Passengers/crew EVACUATE
PART IVNORMAL PROCEDURES
PRE FLIGHT CHECKS: ELECTRICAL POWER ON
Baggage compartment:
� Circuit breaker panel cover REMOVE� SMOKE DET press−to−test button PRESS� Listen for smoke detector warning tone in
headset.CHECK
NOTE: A second crew member is required to perform this check.
� Circuit breaker panel cover REPLACE
RH REAR FUSELAGESHELL ASSEMBLY
SMOKEDETECTOR
F927−118
RIGHT AVIONICS BUS
HDG SAS/AP ADF26 VAC BUS
ADF1 FMCTRL
FM1RT
FM2RT
FM3RT
DME STORMSCOPE
CAMERA NAV 1 RMI
PRESS TOTEST
SMOKEDET
BAGGAGE COMPARTMENT-CIRCUIT BREAKER PANEL
Figure 10−33. Smoke Detector and Press−To−Test Switch Location.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Smoke Detector
Original 10−91/(10−92 blank)
FAA ApprovedReissue 1
PART VPERFORMANCE DATA
No change.
PART VIISYSTEM DESCRIPTION
The smoke detector is a photoelectric device specifically developed for aircraft cargobay applications and is located on the upper right hand wall of the baggage compart-ment adjacent to the baggage compartment door. The detector incorporates specificdesign features that virtually eliminate the reliability problems typically associatedwith aircraft smoke detectors. The detector is a dual−channel, ratio−comparing de-vice in which one channel detects the presence of smoke and the second channelserves as a reference. By comparing smoke and reference ratios, the detector isable to operate reliably despite dust, moisture, temperature changes, and aging.
The detector provides an alarm signal (sweeping tone) to the aircraft ICS systemwhen the output from the smoke channel exceeds a predetermined ratio to the outputfrom the reference channel. The warning tone is heard through the headset. A testinput activates a complete through−the−lens check of electronic and optical func-tions. The press−to−test button is located on the lower right hand corner of theright avionics bus.
The smoke detector system receives power from the battery bus and is protectedby a 5 amp. circuit breaker.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Crew Door Modification
Original 10−93
FAA ApprovedReissue 1
10−21.OPERATING INSTRUCTIONS: CREW DOOR MODIFICATION WITHQUICK RELEASE MECHANISM
PART IGENERAL
The quick release mechanism allows removal of crew doors in the field.
PART IILIMITATIONS
No change.
PART IIIEMERGENCY AND MALFUNCTION PROCEDURES
No change.
PART IVNORMAL PROCEDURES
PRE FLIGHT CHECKS
� Left/Right crew door interior (Ref. Figure 10−34):
� � Door release handle up CHECK
� � Pull rods engaged in fork assemblies CHECK
Optional EquipmentCrew Door Modification
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
Original10−94
FAA ApprovedReissue 1
Cockpit door removal:
Open cockpit door.
Pull lower end of gas strut (1) up away from pivot post ball fitting (2) to remove.
NOTE: Fit between lower socket end of strut and ball fitting is by interference. Removalof strut from its attachment requires a snap action motion to pull away the socketend from the post ball fitting.
Push door release handle (3) forward to disengage pull rod assemblies (10) andrelease cockpit door retaining bosses (4).
NOTE: When activating cockpit door release mechanism, spacer, washer, and retainingbosses (6, 5, 4) will fall loose as the pull rods (10) are retracted. Place looseattaching hardware in a suitable location for reinstallation
Remove complete door assembly with retainers (7) in place on fork (8) assemblies.
Cockpit door installation:
NOTE: Refer to Figure 10−34 for proper placement of attaching hardware.
Install cockpit door assembly into door frame with retainers and spacer (7, 5)in place on fork assemblies (8).
Install washer (6), door restraint (9), and retaining boss (4) to lower fork assembly(8).
Install spacer (5) and retaining boss (4) on upper fork assembly (8).
Align pull rods (10) with retaining bosses (4).
Pull door release handle (3) backward and verify insertion of pull rods into retain-ing bosses.
Push down lower end of gas strut (1) onto lower pivot post ball fitting (2) toattach.
Close cockpit door.
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E) Optional Equipment
Crew Door Modification
Original 10−95/(10−96 blank)
FAA ApprovedReissue 1
F927−130
DOOR RELEASE HANDLE
DOOR RESTRAINING STRAP
LOWER PULL ROD ASSEMBLY
UPPER PULL ROD ASSEMBLY
DOOR ATTACHING HARDWARE
DOOR RELEASE MECHANISM
1
2
3
45
6
78
9
10
GAS STRUT
2
4
10
5
87
Figure 10−34. Cockpit Door Attachment
Category A Operations
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUALMD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11− i
S E C T I O N XICATEGORY AOPERATIONS
TABLE OF CONTENTS
PARAGRAPH PAGEPart I General 11−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1.1. General 11−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1.2. Definitions − Category A Takeoff 11−1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−1.3. Definitions − Category A Landing 11−3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part II Limitations 11−5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2.1. Clear Airfield, Heliport and Elevated Helipad 11−5. . . . . . . . . . . . . . . . . . . . . .
Figure 11−2.1. Takeoff and Landing Wind Azimuth Limitations 11−6. . . . . . . . . . . .
11−2.2. Maximum Takeoff and Landing Weight Limits 11−6. . . . . . . . . . . . . . . . . . . . .
Figure 11−2.2. Weight Altitude Temperature Limits − Clear Airfield 11−7. . . . . . . .
Figure 11−2.3. Weight Altitude Temperature Limits − Heliport/Elevated Helipad 11−8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part III Takeoff and Landing Procedures 11−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3.1. Clear Airfield Takeoff Procedures 11−9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.1. Takeoff Timing Indicator Lights and Switch 11−9. . . . . . . . . . . . . . . .
Figure 11−3.2. Normal Takeoff and Takeoff Path 11−10. . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.3. Category A Rejected Takeoff 11−11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.4. Continued Takeoff 11−12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.2. Heliport/Elevated Helipad Takeoff Procedures 11−13. . . . . . . . . . . . . . . . . . . . .
Figure 11−3.5. Normal Takeoff Profile − Heliport/Elevated Helipad 11−13. . . . . . . . .
11−3.3. Landing Procedures − Clear Airfield, Heliport and Elevated Helipad 11−15.
Figure 11−3.6. Normal Landing Profile 11−15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.7. Balked Landing 11−16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−3.8. Continued Landing 11−17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−3.4. Equipment Malfunctions 11−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IIDS Failure 11−18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Category A Operations
FAA ApprovedReissue 1Original
11− ii
PARAGRAPH PAGEPart V Performance Data 11−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.1. Takeoff Performance 11−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.2. Takeoff Distance Required 11−19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.1. Distance Required to Clear a 35 FT (11M)
Obstacle on Takeoff (Clear Airfield) 11−20. . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.2. Rejected Takeoff Distance Required (Clear Airfield) 11−21. . . . . . . . .
Figure 11−5.3. Distance Required to Clear a 35 FT (11M)
Obstacle on Takeoff Heliport/Elevated Helipad 11−22. . . . . . . . . . . . . .
11−5.3. Continued Takeoff FLight Path 11−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.4. OEI Takeoff Flight Path 11−23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−5.5. Takeoff Distance Segment I − Distance Required to Climb from 35 FT (11M) to 200 FT (61M) HAT 11−24. . . . . . . . . . . . . . .
Figure 11−5.6. Acceleration Distance − Distance to Accelerate from
45 KIAS (83 KM/H) to VY at 200 FT (61M) HAT 11−25. . . . . . . . . . . . .
Figure 11−5.7. Takeoff Distance Segment II − Distance Required to
Climb from 200 FT (61M) HAT to 1000 FT (305M) 11−26. . . . . . . . . . .
11−5.4. Landing Performance − Open Airfield 11−27. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−5.5. Landing Performance − Heliport/Elevated Helipad 11−27. . . . . . . . . . . . . . . . .
Part IX Additional Operations 11−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11−9.1. Category A OEI Training 11−29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 11−9.1. Recommended OEI Training Weight 11−30. . . . . . . . . . . . . . . . . . . . . . .
Category A OperationsGeneral
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−1
SECTION XICATEGORY A OPERATIONS
PART IGENERAL
11−1.1. GENERAL
Information contained in this section pertains to Category A operations only andsupplements information that appears in Sections 1 thru 10 of this manual.There are several ‘‘Parts’’ to this section. Each ‘‘Part’’ is associated with a respectiveSection from the RFM, with the exception of Part III which covers both normaland emergency procedures.
NOTE: Performance charts in this section are based on an aircraft with IPS, NACA inletdoor closed, and a power assurance check with zero margin for both engines.
11−1.2. DEFINITIONS − CATEGORY A TAKEOFF
Category A takeoff:
The takeoff must be performed in such a manner that in the event of a singleengine failure the helicopter must be able to:
Prior to TDP, return to, and stop safely on the takeoff area (rejected takeoff).
After TDP, continue the takeoff and climbout, and attain a configuration andairspeed that allows continued flight.
Take−off Decision Point (TDP):
Clear airfield
The TDP is a point that occurs 8 seconds after the takeoff procedure is initiated.The takeoff light will display a yellow ‘‘NO−GO’’ indication for 8 seconds.
The green ‘‘GO’’ indicator illuminates after the TDP.
Heliport/Elevated helipad
The TDP is a point 100 FT (30m) HAT and approximately 300 FT (91m)behind the center of the heliport.
HAT
Height above touchdown.
Category A OperationsGeneral
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−2
Rejected takeoff distance:
The horizontal distance required to land and come to a complete stop shouldthe engine fail before reaching TDP.
Continued takeoff distance:
The continued takeoff distance is the horizontal distance along the takeoff pathfrom the start of the takeoff to the point at which the rotorcraft attains andremains at least 35 feet (11m) above the takeoff surface, attains and maintainsa speed of at least VTOSS, and establishes at least a 100 ft/min (30m/mini) rateof climb, assuming the recognition of a critical engine failure at TDP.
Takeoff Segment distances:
Segment I distance:
The horizontal distance required to climb at VTOSS from 35 FT (11m) AGLto 200 FT (61m) AGL.
Acceleration distance:
The horizontal distance required to accelerate from VTOSS at 200 FT (61m)to VY.
Segment II distance:
The horizontal distance required to climb at VY from 200 FT (61m) AGLto 1000 FT (305m) AGL.
Take−Off Safety Speed (VTOSS)
The speed (40 KIAS [74km/h]) at which a safe take−off can be continued followingan engine failure.
Best rate of climb speed (VY):
The best rate of climb speed is that airspeed that achieves the best rate of climbat a given density altitude (Ref. Section V).
Category A OperationsGeneral
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−3/(11−4 blank)
11−1.3. DEFINITIONS − CATEGORY A LANDING
Category A landing:
The landing must be performed in such a manner so that if the critical enginefails at any point in the approach path, the helicopter must be able to:
Prior to LDP, climb out and attain an airspeed that allows continued flight(balked landing).
After LDP, land and stop safely.
Landing Decision Point (LDP):
The landing decision point is the last point in the approach and landing pathat which a balked landing can be accomplished with the critical engine failedor failing and with the engine failure recognized by the pilot. This point is definedas 100 FT (30m) HAT and 35 KIAS (65km/h).
Landing Distance:
Clear Airfield
The horizontal distance required to land and come to a complete stop froma point 50 feet (15m) above the landing surface.
Heliport/Elevated helipad
The horizontal distance required to land and come to a complete stop froma point 25 feet (8m) above the landing surface.
Category A OperationsLimitations
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−5
PART IILIMITATIONS
NOTE: Limitations contained in this part pertain to Category A operations only andsupplements information that appears in Section II.
11−2.1. CLEAR AIRFIELD, HELIPORT AND ELEVATED HELIPAD
Flight Restrictions:
Aircraft equipped with Bendix/King KFC900 Flight Control System:
NOTE: The following information supersedes applicable limitations found in Bendix/KingIFR Avionics/KFC 900 RFMS 006−00845−0000 and 006−00845−0004 for STCSR00436WI−D.
For VFR flights at gross weights between 6251 (2835kg) and 6500LB(2948):
Maximum airspeed with autopilot engaged is 100 KIAS (185 km/h)Maximum Operating Altitude with autopilot engaged 5000 FT (1524m) HD
IFR flights are only approved at gross weights up to 6250 LB and:Autopilot must be operational.Maximum airspeed with autopilot engaged is 100 KIAS (185 km/h)Maximum Operating Altitude with autopilot engaged 5000 FT (1524m) HD
Environmental operating conditions:
Kinds of operations
This rotorcraft is certified in the normal helicopter category for day and nightVFR Category A operations when the appropriate instruments and equipmentrequired by the airworthiness and/or operating rules are approved, installedand are in operable condition.
Critical wind azimuth
Refer to Figure 11−2.1.
Weight altitude temperature limits
Open field: Maximum weight for Category A operations is 6500 LB (2948kg)or less as determined by Figure 11−2.2.
Heliport/Elevated helipad: Maximum weight for Category A operations is6500 LB (2948kg) or less as determined by Figure 11−2.3.
Maximum altitude for Category A operations is 10,000 FT (3048m) HD.
Power assurance checks:
Each engine must pass a power assurance check prior to takeoff (Ref. SectionV).
Heliport/Elevated helipad requirements:
Heliport/Elevated helipad restricted to a solid surface.
Minimum Heliport/Elevated helipad dimensions: 50 FT X 50 FT (15m X 15m).
Category A OperationsLimitations
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−6
ÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌÌ
F927−040
CATEGORY A TAKEOFFSAND LANDINGS WITH
WINDS FROM THE CROSSHATCHED AREA ARE NOT
PERMITTED.
30°330° 0°
Figure 11−2.1. Takeoff and Landing Wind Azimuth Limitations
11−2.2. MAXIMUM TAKEOFF AND LANDING WEIGHT LIMITS
Description: These charts show the maximum gross weight for a given temperatureand altitude for Category A operations from a clear airfield (Ref. Figure 11−2.2)or Heliport/Elevated helipad (Ref. Figure 11−2.3).
Use of Chart: The following example explains the correct use of the chart inFigure 11−2.2.
Example:Wanted: Maximum gross weight for Category A operations from a clear
airfield.Known: Outside air temperature = 28°CKnown: Pressure altitude = 2000 FT (610m)Method: Enter bottom of chart at 28°C. Move up to the 2000 FT (610m)
line and then directly to the left to read 6160 LB (2794kg).
Category A OperationsLimitations
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−7
F927−034−1D−20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
LIMIT
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
OAT − °C
GR
OS
S W
EIG
HT
− L
BS
(kg
)
DASHED LINES FORAIRCRAFT WITHOUTGENERATOR COOLINGMODIFICATION
10000 HD
LIMIT
NOTE: CABIN HEAT AND AC OFF
11000(3353M)
10000(3048M)
8000(2438M)
7000(2134M)
6000(1829M)
5000(1524M)
4000(1219M)
3000(914M)
2000(610M)
1000(305M)
SL −1000(−305M) PRESSURE
ALTITUDE − FEET
9000(2743M)
MAXIMUM OAT
(3048M)
(2268kg)
(2313kg)
(2359kg)
(2404kg)
(2449kg)
(2495kg)
(2540kg)
(2585kg)
(2631kg)
(2676kg)
(2722kg)
(2767kg)
(2812kg)
(2858kg)
(2903kg)
(2948kg)
(METERS)
Figure 11−2.2. Weight Altitude Temperature Limits − Clear Airfield
Category A OperationsLimitations
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−8
F927−034−2D
−20 −15 −10 −5 0 5 10 15 20 25 30 35 40 45 50 55
OAT − °C
DASHED LINES FORAIRCRAFT WITHOUTGENERATOR COOLINGMODIFICATION
NOTE: CABIN HEAT AND AC OFF
SL
MAXIMUM OAT
10000 HD
LIMIT
(3048M)
5000
5100
5200
5300
5400
5500
5600
5700
5800
5900
6000
6100
6200
6300
6400
6500
(2268kg)
(2313kg)
(2359kg)
(2404kg)
(2449kg)
(2495kg)
(2540kg)
(2585kg)
(2631kg)
(2676kg)
(2722kg)
(2767kg)
(2812kg)
(2858kg)
(2903kg)
(2948kg)
GR
OS
S W
EIG
HT
− L
BS
(kg
)
4000(1219M)
3000(914M)
2000(610M)
1000(305M)
−1000(−305M)
PRESSURE ALTITUDE − FEET
(METERS)
10000(3048M)
8000(2438M)
7000(2134M)
6000(1829M)
5000(1524M)
9000(2743M)
Figure 11−2.3. Weight Altitude Temperature Limits − Heliport/Elevated Helipad
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−9
PART IIITAKEOFF AND LANDING PROCEDURES
NOTE: This section contains both normal and emergency procedures for Category Atakeoffs and landings as well as special procedures for equipment malfunctions.
11−3.1. CLEAR AIRFIELD TAKEOFF PROCEDURES
Takeoff timer operation and check:
To start the takeoff timer, push up on the TAKEOFF TIMER switch (Ref.Figure 11−3.1). This action turns on the yellow NO−GO light. After 8 seconds,the green GO light illuminates.
To shutoff the takeoff timer, push down on the TAKEOFF TIMER switch a secondtime.
The TAKEOFF TIMER switch is not functional on the copilot’s collective (if dualcontrols are installed).
NOTE: The GO and NO−GO lights dim when the LIGHT MASTER switch is placed inthe ON (‘‘night mode’’) position.
Follow the above procedure prior to performing a clear airfield takeoff.
NO−GO GO
YELLOWNO−GO LIGHT
GREEN GO LIGHT
F927−035
TAKEOFF TIMERSWITCH
Figure 11−3.1. Takeoff Timing Indicator Lights and Switch
NOTE: TDP is a point that occurs 8 seconds after the takeoff procedure is initiated. The takeoff light will display a yellow ‘‘NO−GO’’ indication for 8 seconds. At the TDP, the green ‘‘GO’’ indicator illuminates.
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−10
Normal takeoff and takeoff path:
� Power assurance check PASS� Takeoff timer CHECK� Pre takeoff check PERFORM� Hover ESTABLISH − 3.5 FT (1M) SKID HEIGHT; NOTE
HOVER TORQUE� Takeoff/climb SIMULTANEOUSLY:
START LEVEL ACCELERATION TAKEOFF(APPROXIMATELY 12° NOSE DOWN).START TAKEOFF TIMER, SET COLLECTIVE TO A TORQUE 10% ABOVEHOVER POWER.
AS AIRCRAFT PASSES THROUGH ETL MAINTAINPITCH ATTITUDE TO ALLOW CLIMB ANDCONTINUED ACCELERATION TO TDP. (AT TDP THE ALTITUDE SHOULD BEAPPROXIMATELY 20 FT (6M)HAT.)
NOTE: Category A timer will display NO GO for 8 seconds; then GO.
� After TDP CLIMB AND ACCELERATE TO VY.� Takeoff timer TURN OFF AS DESIRED
8 SECONDS
CLIMB AT VY
ACCELERATETO VY
TDP
HOVER AT 3.5 FT (1M)SKID HEIGHT
F927−041
Figure 11−3.2. Normal Takeoff and Takeoff Path
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−11
ENGINE FAILURE BEFORE TDP
Indications: Normal engine failure indications (Ref. Section III).
Conditions: Takeoff timer displays yellow NO GO.
Procedures:
� Simultaneously reduce collective and establish a decelerative attitude.
� When approaching the ground, establish a landing attitude.
� Apply power to cushion landing.
HIGE AT 3.5 FT (1M)SKID HEIGHT
TDP
8 SECONDS
REJECTED TAKEOFF DISTANCE F927−042A
Figure 11−3.3. Category A Rejected Takeoff
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−12
ENGINE FAILURE AFTER TDP
Indications: Normal engine out indications.
Conditions: Category A timer displays GO.
Procedures:
� Decrease collective to prevent rotor droop and adjust power to OEI 2.5 minutelimit.
� Continue takeoff/climb and accelerate to above 40 KIAS (74 Km/H).
� Assure power set to OEI 2.5 minute limits.
� Climb at 45 KIAS (83 Km/H) to 200 FT (61M) HAT.
� Accelerate to VY .
� Climb at VY and OEI MCP (Ref. Section II).
� Refer to Section III for single engine emergencies.
� Takeoff timer − OFF
2−1/2MIN. OEI LIMIT
HIGE AT 3.5 FT (1M)SKID HEIGHT
TDP
CONTINUED TAKEOFF DISTANCE
ACCELERATE TO VTOSS (40 KIAS)
(74KM/H)
CLIMB OEI MCP
AT VY
35 FT
8 SECONDS
200 FT (61M) HAT
ACCELERATE TO VY
F927−043A
CLIMB AT 45 KIAS(83KM/H)
(11m)
Figure 11−3.4. Continued Takeoff
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−13
11−3.2. HELIPORT/ELEVATED HELIPAD TAKEOFF PROCEDURES
Normal heliport takeoff and takeoff path:
NOTE: TDP is a point 100 FT HAT and approximately 300 FT behind center of heliport.The distance behind the helipad is achieved by following the takeoff procedurebelow.
� Power assurance check PASS� Pre takeoff check PERFORM� Heliport elevation NOTE HELIPORT ELEVATION WHILE AT FLAT PITCH� Takeoff ESTABLISH CORRECT SIGHT PICTURE BY CLIMBING
VERTICALLY UNTIL THE FAR EDGE OF THEHELIPORT IS JUST ABOVE THE SIGHT PLANE OF THEINSTRUMENT PANEL GLARE SHIELD.CONTINUE REARWARD CLIMB MAINTAINING SAMESIGHT PICTURE TO 130 FT (40M) ABOVE HELIPORTUSING THE BAROMETRIC ALTIMETER (100 FT [30M])HAT).
� At TDP PITCH NOSE DOWN TO TRANSITION TO LEVEL ORCLIMBING FLIGHT WHILE ACCELERATING TO VY
ACCELERATE TO VY
TDP
CLIMB AT VY
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
HELIPAD
F927−044
Figure 11−3.5. Normal Takeoff Profile − Heliport/Elevated Helipad
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−14
ENGINE FAILURE PRIOR TO TDP
Indications: Normal engine failure indications.
Conditions: Before reaching or at TDP.
Procedures:
� Pitch nose down (initial pitch down attitude varies with height above the heli-pad starting at 0° at 10 FT (3M) and varying to 20° at TDP) and reduce collectiveto prevent rotor droop.
� When approaching the ground establish a landing attitude. Apply power tocushion landing.
ENGINE FAILURE AFTER TDP
Indications: Normal engine failure indications.
Conditions: After TDP and initiation of forward acceleration (nose down pitch).
Procedures:
� Pitch nose down and reduce collective to prevent rotor droop, accelerate toVTOSS (40 KIAS [74 Km/H]) and adjust power to 2.5 minute OEI limit (Ref.Section II).
NOTE: Initial pitch down attitude is determined by the airspeed at the time of enginefailure − up to 20 degrees nose down prior to an indication of airspeed.
� Continue climb at 45 KIAS (83 Km/H) to 200 FT (61M) HAT.
� Accelerate to VY.
� Continue climb at VY and observe OEI limits (Ref. Section II).
� Refer to Section III for single engine emergencies.
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−15
11−3.3. LANDING PROCEDURES − CLEAR AIRFIELD, HELIPORT AND ELEVATED HELIPAD
Normal landing profile:
NOTE: LDP is 100 feet (30 meters) above intended landing area at an airspeed of 35KIAS and a rate of descent of 500 ft/pm (152 m/min) or less.
� Before landing checks PERFORM� Approach angle ESTABLISH A 6° SIGHT PICTURE AND PLAN
APPROACH TO ARRIVE AT LDP AT 35 KIAS� Landing TERMINATE APPROACH ABOVE LANDING AREA
AT 3.5 FT (1M) SKID HEIGHT
HOVER AT 3.5 FT (1M)SKID HEIGHT
LDP 100 FT (30M) AGLAND 35 KIAS
(65KM/H)
F927−045A
Figure 11−3.6. Normal Landing Profile
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−16
ENGINE FAILURE PRIOR TO LDP
Indications: Normal engine failure indications
Conditions: Prior to LDP
Procedures:
NOTE: The pilot may elect to perform the following procedures or continue the approachand landing by following the procedures stated for ‘‘Engine Failure After LDP’’.
� Increase power to OEI 2.5 minute limit.
� Accelerate to above 40 KIAS (74 Km/H).
� Climb to 200 FT (61m) at 45 KIAS (83 Km/H).
� Accelerate to VY.
� Continue climb at VY and observe OEI limits (Ref. Section II).
� Refer to Section III for single engine emergencies.
2−1/2MIN. OEI LIMIT
LDP35 KIAS (65KM/H)100 FT (30M) AGL
ENGINE FAILURE PRIOR TO LDP
CLIMB OEI MCPAT VY
OEI MCP
ACCELERATE TO VY
F927−046A
CLIMB AT 45 KIAS(83KM/H)
200 FT (61M) HAT
Figure 11−3.7. Balked Landing
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−17
ENGINE FAILURE AFTER LDP
Indications: Normal engine failure indications.
Conditions: After to LDP
Procedures:
� Continue approach.
� Perform OEI landing.
2−1/2MIN. OEI LIMIT
50/25 FT
ENGINE FAILUREAFTER LDP
DECELERATE
CATEGORY A LANDING DISTANCEOPEN AIRFIELD/HELIPORT/ELEVATED HELIPAD F927−047A
LDP35 KIAS (65KM/H)100 FT (30M) AGL
(15/8m)
Figure 11−3.8. Continued Landing
Category A OperationsTakeoff and Landing Procedures
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−18
11−3.4. EQUIPMENT MALFUNCTIONS
IIDS FAILURE
Indications: IIDS displays blanks.
Conditions: Loss of electrical power to IIDS.
Procedures: On ground
� Shut down
Procedures: In flight
� Reduce airspeed to 75 KIAS (139 Km/H).
� Reduce electrical load.
� Land as soon as practical.
Category A OperationsPerformance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−19
PART VPERFORMANCE DATA
11−5.1. TAKEOFF PERFORMANCE
Takeoff performance:
Takeoff performance is limited by weight/altitude/OAT limits (Ref. Figure 11−2.2and Figure 11−2.3).
11−5.2. TAKEOFF DISTANCE REQUIRED
Description: Flight planning must be based on the rejected and continued takeoffdistance charts (Ref. Figure 11−5.1, thru Figure 11−5.3.) and the respective chartsfor Segment I and Segment II climb gradients and acceleration distance (Ref.Figure 11−5.5 thru Figure 11−5.7)
Use of Chart: The following example explains the correct use of the chart inFigure 11−5.1.
Example:Wanted: Takeoff distance required.Known: Maximum takeoff gross weight from example in paragraph
11−2.2 = 6160 LB (2791KG).Known: Outside air temperature = 28°CKnown: Pressure altitude = 2000 FT (610M)Method: Enter top chart at 28°C, move right to the 2000 FT (610M) pressure
altitude line, now move down to the 6160 LB (2791KG) weightpoint (interpolated) and now to the left to read approximately 750 FT (229M) takeoff distance.
NOTE: Rejected Takeoff Distance Required (Clear Airfield) for the above example isapproximately 680 FT (207M) (Ref. Figure 11−5.2)
NOTE: Distance Required to Clear a 35 FT Obstacle for the above example isapproximately 370 FT (113M) (Ref. Figure 11−5.3)
Category A OperationsPerformance Data
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−20
F927−036B
300
500
700
900
1100
1300
1500
1700
1900
0
10
20
30
40
50
−10
−20
SL
TAKEOFF DISTANCEFEET (METERS)
OAT − °C
GROSS WEIGHT − POUNDS
PRESSURE ALTITUDE − FEET
(METERS)
(KILOGRAMS)6500
5500
6000
5000(2268kg)
(2495kg)
(2722kg)
(2948kg)
−1000(−305M)
10000 HD
LIMIT
(3048M)
1000(305M)
2000(610M)
3000(914M) 4000
(1219M)
5000(1524M)
6000(1829M)
7000(2134M)
10000(3048M)
8000(2438M)
9000(2743M)
(91M)
(152M)
(213M)
(274M)
(335M)
(396M)
(457M)
(518M)
(579M)
Figure 11−5.1. Distance Required to Clear a 35 FT (11M) Obstacle on Takeoff (Clear Airfield)
Category A OperationsPerformance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−21
F927−050B
0
10
20
30
40
50
−10
−20
TAKEOFF DISTANCE
OAT − °C
GROSS WEIGHT − POUNDS
SL
FEET (METERS)
6250
6500
300
400
500
600
700
800
900
1000
1200
1300
1400
1500
1600
1100
(KILOGRAMS)
−1000(−305M)
11000(3353M)
10000 HD
LIMIT
(3048M)
5000(2268kg)
5200(2359kg)
5400(2449kg)5600
(2540kg)5800
(2631kg)6000
(2722kg)(2835kg)
(2948kg)
PRESSURE ALTITUDE − FEET
(METERS)
(91m)
(122m)
(152m)
(183m)
(213m)
(238M)
(274m)
(305m)
(335m)
(366m)
(396m)
(427m)
(457m)
(488m)
6000(1829M)
5000(1524M)
3000(914M)
2000(610M)
1000(305M)
4000(1219M)
7000(2134M)
10000(3048M)
8000(2438M)
9000(2743M)
Figure 11−5.2. Rejected Takeoff Distance Required (Clear Airfield)
Category A OperationsPerformance Data
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−22
F927−051B
−6
,00
0
7,000
8,000
9,000
10,0
00
11,0
00
TAKEOFF DISTANCE
OAT − °C
GROSS WEIGHT − POUNDS
0
10
20
30
40
50
−10
−20
SL
6500
5500
6000
5000
0
100
200
300
400
500
600
700
(91m)
(122m)
(152m)
(183m)
(213m)
(30M)
(61M)
(2268kg)(2495kg)
(2722kg)
(2948kg)
10000 HD
LIMIT
(3048M)
PRESSURE ALTITUDE − FEET
(METERS)
(KILOGRAMS)
−1000(−305M)
6000(1829M)
5000(1524M)
7000(2134M)
10000(3048M)
8000(2438M)
9000(2743M)
3000(914M)
2000(610M)
1000(305M)
4000(1219M)
FEET (METERS)
Figure 11−5.3. Distance Required to Clear a 35 FT (11M)Obstacle on Takeoff Heliport/Elevated Helipad
Category A OperationsPerformance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−23
11−5.3. CONTINUED TAKEOFF FLIGHT PATH
The continued takeoff flight path begins at the end of the Continued Takeoff DistanceRequired, at 35 feet (11 meters) above the takeoff surface or higher at VTOSS, andis divided into three segments.
SEGMENT ICLIMB AT 45 KIAS
(83KM/H)
F927−048A
2−1/2MIN. OEI LIMIT
SEGMENT IICLIMB AT VY
ACCELERATE TO VY
200 FT (61M) AGL
CONTINUOUS OEI LIMIT
1000 FT(305M) AGL
Figure 11−5.4. OEI Takeoff Flight Path
Category A OperationsPerformance Data
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−24
F927−037B
OAT − °C
0
10
20
30
40
50
−10
−20
SL
11000
500
1000
1500
2000
2500
3000
3500
4000
TAKEOFF DISTANCEFEET (METERS)
PRESSURE ALTITUDE − FEET
(METERS)
6000(1829M)
5000(1524M)3000
(914M)
2000(610M)
1000(305M)
4000(1219M)
−1000(−305M)
7000(2134M)
10000(3048M)
8000(2438M)
9000(2743M)
(3353M)
10000 HD
LIMIT
(3048M)
GROSS WEIGHT − POUNDS(KILOGRAMS)
62506500
5000(2268kg)
5200(2359kg)
5400(2449kg)
5600(2540kg)
5800(2631kg)6000
(2722kg)(2835kg)
(2948kg)
(152M)
(305M)
(457M)
(610M)
(762M)
(914M)
(1067M)
(1219M)
Figure 11−5.5. Takeoff Distance Segment I − Distance Required to Climb from 35 FT(11M) to 200 FT (61M) HAT
Category A OperationsPerformance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−25
F927−038B
OAT − °C
0
10
20
30
40
50
−10
−20
SL
2100
PRESSURE ALTITUDE
X 1000 FT
TAKEOFF DISTANCE − FEET(METERS)
10000 HD
LIMIT
(3048M)11000
6000(1829M)
5000(1524M)
3000(914M)
2000(610M)
1000(305M)
4000(1219M)
−1000(−305M)
7000(2134M)
10000(3048M)
8000(2438M)
9000(2743M)
(3353M)
GROSS WEIGHT − POUNDS(KILOGRAMS)
62506500
5000(2268kg)
5200(2359kg)
5400(2449kg)
5600(2540kg)
5800(2631kg)
(2835kg)(2948kg)
6000(2722kg)
500
700
900
1100
1300
1500
1700
1900
(152M)
(213M)
(274M)
(335M)
(396M)
(457M)
(518M)
(579M)
(640M)
Figure 11−5.6. Acceleration Distance − Distance to Accelerate from 45 KIAS (83 KM/H) to VY at 200 FT (61M) HAT
Category A OperationsPerformance Data
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−26
5000(1524M)
F927−039B
OAT − °C
0
10
20
30
40
50
−10
−20
5000
10000
15000
20000
25000
30000
35000
400005000 (2268kg)
5200 (2359kg)
5400 (2449kg)
5600 (2540kg)
5800 (2631kg)
6000 (2722kg)
6250 (2835kg)
6500 (2948kg)
PRESSURE ALTITUDE − FEET
(METERS)
11000
6000(1829M)
3000(914M)1000
(305M)
4000(1219M)
7000(2134M)
10000(3048M)
8000(2438M)
9000(2743M)
(3353M)
−1000(−305M)
2000(610M)
TAKEOFF DISTANCEFEET (METERS)
(1524m)
(3048m)
(4572m)
(6096m)
(7620m)
(9144m)
(10668m)
(12192m)
GROSS WEIGHT − POUNDS(KILOGRAMS)
10000 HD
LIMIT
(3048M)
Figure 11−5.7. Takeoff Distance Segment II − Distance Required to Climb from 200 FT (61M) HAT to 1000 FT (305M)
Category A OperationsPerformance Data
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−27/(11−28 blank)
11−5.4. LANDING PERFORMANCE − OPEN AIRFIELD
The landing distance from 50 FT (15m) above the landing surface to the point atwhich the helicopter comes to a complete stop is 500 FT (152m).
11−5.5. LANDING PERFORMANCE − HELIPORT/ELEVATED HELIPAD
The landing distance from 25 FT (8m) above the landing surface to the point atwhich the helicopter comes to a complete stop is 250 FT (76m).
Category A OperationsAdditional Operations
CSP−902RFM207E−1ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original 11−29
PART IXADDITIONAL OPERATIONS
11−9.1. CATEGORY A OEI TRAINING
To simulate OEI operations in a Category A environment, follow the profiles asdescribed in ‘‘Part 3, Takeoff and Landing Procedures’’, of this section.
Operate at the recommended gross weight as depicted in Figure 11−9.1. See examplebelow.
Observe normal (twin) engine operating limitations (Ref. Section II).
NOTE: Operating at the recommended gross weight, assists the pilot in maintainingnormal (twin) engine operating limitations and accurately simulates actual OEIconditions.
Description: This chart (Ref. Figure 11−9.1) reflects the weight at which CategoryA OEI training may be performed with the operating engine within normal (twin)engine operating limitations.
Use of Chart: The following example explains the correct use of the chart inFigure 11−9.1.
Example:
Wanted: Maximum gross weight for training under the following conditions.Known: HP = 4000 FT (1219m), OAT = 10°C
Method: Enter the chart at 10°C and move vertically to 4000 HP (1219m) curve.At this point move directly to the left and read from the gross weight scale,5200 LB (2359kg).
Category A OperationsAdditional Operations
CSP−902RFM207E−1 ROTORCRAFT FLIGHT MANUAL
MD900 (902 Configuration with PW 207E)
FAA ApprovedReissue 1Original11−30
F927−049B
−20 −10 0 10 20 30 40 50
3700
3800
3900
4000
4100
4200
4300
4400
4500
4600
4700
4800
4900
OAT − °C−36 −30
SL
PR
ES
SU
RE
ALT
ITU
DE
− F
EE
T (
M)
GR
OS
S W
EIG
HT
− P
OU
ND
S (
KG
)
7000(2134M)
6000(1829M)
5000(1524M)
4000(1219M)
3000(914M)
2000(610M)
1000(305M)
−1000
(−305M)
10000 HD
LIMIT
(3048M)
11000(3353M)
10000(3048M)
8000(2438M)
9000(2743M)
13000(3962M)
12000(3658M)
14000(4267M)
5000
5100
5200
5300
5400
5500
5600
5700
(2268kg)
(2313kg)
(2359kg)
(2404kg)
(2449kg)
(2495kg)
(2540kg)
(2585kg)
(2223kg)
(2177kg)
(2132kg)
(2087kg)
(2041kg)
(1996kg)
(1950kg)
(1905kg)
(1860kg)
(1814kg)
(1769kg)
(1724kg)
(1678kg)
Figure 11−9.1. Recommended OEI Training Weight