Helicopter MD 500E. Flight Manual (1982-2011)

CSP-E-1

MD 500E

Title Page

FAA APPROVED

ROTORCRAFT

FLIGHT MANUAL

Type Certificate No. H3WE

Approved By_____________________________________

Manager, Flight Test Branch, ANM-160L

Federal Aviation Administration

Los Angeles Aircraft Certification Office

Transport Airplane Directorate

Original Approval Date:

23 November 1982

Reissue #1:

_______________________________________

THE FAA APPROVED ROTORCRAFT FLIGHT MANUAL CONSISTS OF THE FOLLOWING SECTIONS.

SECTION II -

LIMITATIONS

SECTION III -

EMERGENCY PROCEDURES

SECTION IV -

NORMAL PROCEDURES

SECTION V -

PERFORMANCE DATA

SECTION IX

OPTIONAL EQUIPMENT

THE HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS AS SET FORTH IN SECTION II OF THIS MANUAL AND

ANY ADDITIONAL LIMITATIONS FROM SECTION IX AS A RESULT OF AN INSTALLED OPTIONAL EQUIPMENT ITEM.

SECTIONS III, IV, AND V CONTAIN RECOMMENDED PROCEDURES AND DATA AND ARE FAA APPROVED.

THE ``AIRWORTHINESS LIMITATIONS'' LISTED IN SECTION 04-00-00 OF CSP-HMI-2 SHALL BE COMPLIED WITH.

THIS MANUAL MUST BE KEPT IN THE HELICOPTER AT ALL TIMES.

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CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

LOG OF REVISIONS BY DATE

FAA / NON-FAA REVISIONS

REVISION DATE/NUMBER

Original Issue . . .

23 November 1982

Revision 1

11 July 1984

Revision 2

29 September 1988

Revision 3

19 October 1988

Revision 4

5 April 1989

Revision 5

24 April 1990

Revision 6

4 May 1990

Revision 7

1 April 1992

Revision 8

17 July 1995

Revision 9

19 March 1998 (Revision 9 first part of reissue #1)

Revision 10

17 April 1998 (Revision 10 final part of reissue #1)

Revision 11

30 December 1999

Revision 12

10 October 2000

Revision 13

22 March 2001

Revision 14

3 October 2003

Revision 15

4 October 2006

Revision 16

21 Mar 2007

Revision 17

30 September 2010

Revision 18

28 July 2011

Manager, Flight Test Branch, ANM 160L

Federal Aviation Administration

Los Angeles Aircraft Certification Office

Transport Airplane Directorate

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MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

TABLE OF CONTENTS

PARAGRAPH

PAGE

Cover

Title Page

F-i

Log of Revisions By Date

F-ii

Approving authorities

F-iii

Summary of Revisions to the Rotorcraft Flight Manual

F-v

List of Effective Pages

F-vi

Section I - General

1-1.

Introduction

1-1

1-2.

Scope

1-1

1-3.

Rotorcraft Certification

1-1

1-4.

Multi-Purpose Utility Operations

1-1

1-5.

Pilot's Briefing

1-2

1-6.

Organization

1-2

1-7.

Method of Presentation

1-4

1-8.

Definition of Terms

1-4

1-9.

Abbreviations

1-5

1-10. Technical Publications

1-7

1-11. Design and Construction

1-8

1-12. Electrical System

1-11

1-13. Auto Reignition System

1-12

1-14. Capacities and Dimensions

1-13

1-15. Conversion Charts and Tables

1-15

Section II - Limitations

2-1.

Flight Restrictions

2-1

2-2.

Environmental Operating Conditions

2-2

2-3.

Airspeed Limitations

2-2

2-4.

Weight Limitations

2-3

2-5.

Rotor Brake Limitations (If Installed)

2-4

2-6.

Rotor RPM (Speed) Limitations

2-4

2-7.

Powerplant Limitations Rolls Royce 250-C20B

2-5

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ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

PARAGRAPH

PAGE

2-8.

Powerplant Limitations Rolls Royce 250-C20R/2

2-7

2-9.

Electrical System Limitations

2-9

2-10. Starter Limitations

2-9

2-11. Fuel System Limitations

2-9

2-12. Instrumentation

2-12

2-13. Placards and Decals

2-15

Section III - Emergency and Malfunction Procedures

3-1.

General

3-1

3-2.

Warning and Caution Indicators

3-2

3-3.

Engine Failure

3-3

3-4.

Air Restart - Engine

3-6

3-5.

Low Rotor Speed

3-7

3-6.

Emergency Landing Procedures

3-7

3-7.

Fire

3-9

3-8.

Engine FUEL Control System Malfunctions

3-14

3-9.

Other Engine Caution Indications

3-16

3-10. Main Rotor and Tail rotor Transmission Malfunctions

3-17

3-11. Flight Control Malfunctions

3-18

3-12. Abnormal Vibrations

3-22

3-13. Fuel System Malfunctions

3-22

3-14. Electrical System Malfunctions

3-24

3-15. Other Malfunctions

3-26

3-16. Emergency Egress

3-27

3-17. Emergency Equipment

3-27

Section IV - Normal Procedures

4-1.

Preflight Requirements

4-1

Daily Preflight Checks

4-3

4-2.

Engine Pre-Start Cockpit Check

4-12

4-3.

Engine Start

4-15

4-4.

Engine Run Up

4-17

4-5.

Before Takeoff

4-20

4-6.

Takeoff

4-22

4-7.

Cruise

4-23

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PARAGRAPH

PAGE

4-8.

Low Speed Maneuvering

4-23

4-9.

Practice Autorotation

4-24

4-10. Doors Off Flight

4-25

4-11. Landing Approach

4-25

4-12. Running Landing

4-25

4-13. Engine/Aircraft Shutdown

4-26

4-14. Post Flight

4-28

4-15. Deceleration Check

4-28

4-16. Normal Engine Restart

4-29

4-17. Noise Impact Reduction Procedures

4-29

Section V - Performance Data

5-1.

General

5-1

5-2.

Density Altitude

5-2

5-3.

Airspeed Calibration

5-4

5-4.

Speed For Best Rate of Climb

5-6

5-5.

Hover Ceiling VS Gross Weight - In ground Effect (IGE)

5-8

5-6.

Height Velocity Diagram/Gross Weight Limits For Height Velocity Diagram

5-20

5-7.

Power Check - Rolls Royce 250-C20B Engine

5-23

5-8.

Power Check - Rolls Royce 250-C20R/2

5-27

Section VI - Weight and Balance Data

6-1.

Weight and Balance Characteristics

6-1

6-2.

Weight and Balance Criteria

6-6

6-3.

Equipment Removal or Installation

6-6

6-4.

Weight and Balance Determination - Passenger Configuration

6-11

6-5.

Longitudinal Loading of Cargo

6-13

6-6.

Permissible Lateral Loadings

6-15

6-7.

Lateral Loading of Cargo

6-15

6-8.

Internal Loading of Cargo

6-22

Section VII - Handling Servicing and Maintenance

7-1.

Helicopter Components

7-1

7-2.

Use of External Power

7-1

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CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

PARAGRAPH

PAGE

7-3. Hoisting, Jacking, and Lifting

7-1

7-4. Ground Handling Wheels

7-3

7-5. Moving and Towing Helicopter

7-4

7-6. Parking and Mooring

7-5

7-7. Servicing - General

7-7

7-8. Fuel System - Servicing

7-14

7-9. Engine Oil System - Servicing

7-15

7-10. Main Rotor and Tail Rotor Transmission - Servicing

7-15

7-11. Cleaning General

7-16

7-12. Cleaning Fuselage Interior Trim and Upholstery

7-16

7-13. Cleaning Aircraft Exterior and Rotor Blades

7-17

7-14. Cleaning - Canopy and Door Transparent Plastic

7-17

7-15. Fluid Leak Analysis

7-17

7-16. Preservation and Storage

7-18

7-17. Flyable Storage - No Time Limit

7-18

7-18. Cockpit Door Removal and Installation

7-19

7-19. Special Operational Checks and Procedures

7-21

Section VIII - Additional Operations and Performance Data

8-1. Hover Ceiling - Out of Ground Effect (OGE)

8-1

Section IX - Optional Equipment

9-1. General Information

9-1

9-2. Listing - Optional Equipment

9-1

9-3. Optional Equipment Performance Data

9-3

9-4. Compatibility - Combined Optional Equipment

9-3

9-5. Operating Instructions: Cargo Hook Kit

9-5

9-6. Operating Instructions: Anti-Ice Airframe Fuel Filter

9-13

9-7. Operating Instructions: Four-Bladed Tail Rotor

9-17

9-8. Operating Instructions - Emergency Floats

9-25

9-9. Operating Instructions - Engine Air Inlet Diverter

9-35

9-10. Operating Instructions - Utility Floats

9-39

9-11. Operating Instructions: Garmin G500H Integrated System

9-49

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SUMMARY OF REVISIONS

TO THE ROTORCRAFT FLIGHT MANUAL

NOTE: Revisions are listed below by number with appropriate remarks.

Section II pages marked [C]* indicate FAA approved color pages.

Black-and-white reproductions of color pages are not considered to be “FAA

Approved”.

REVISION

REMARKS

NUMBER

Revision 18

Front Matter: Replaced logo on title page.

Section VII: Table 7-1. Updated servicing materials.

Paragraph 7-19. Added main rotor balance procedures.

Section IX: Added new Paragraph 9-11, Garmin G500H Integrated

System.

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General

S E C T I O N I

GENERAL

TABLE OF CONTENTS

PARAGRAPH

PAGE

1-1.

Introduction

1-1

1-2.

Scope

1-1

1-3.

Rotorcraft Certification

1-1

1-4.

Multi-Purpose Utility Operations

1-1

1-5.

Pilot's Briefing

1-2

1-6.

Organization

1-2

1-7.

Method of Presentation

1-4

1-8.

Definition of Terms

1-4

1-9.

Abbreviations

1-5

1-10. Technical Publications

1-7

1-11. Design and Construction

1-8

1-12. Electrical System

1-11

1-13. Auto Reignition System

1-12

1-14. Capacities and Dimensions

1-13

Table 1-1. Fuel System: Standard Non Self-Sealing Fuel Tanks

1-13

Table 1-2. Fuel System: Optional Self-Sealing Fuel Tanks

1-13

Figure 1-1. MD 500E Principal Dimensions - Standard Landing Gear

1-14

1-15. Conversion Charts and Tables

1-15

Figure 1-2. Speed: MPH/Knots/KmH

1-15

Figure 1-3. Temperature Conversion Chart

1-16

Table 1-3. Liquid Measure

- U.S. Gallons to Liters

1-17

Table 1-4. Linear Measure

- Inches to Centimeters

1-17

Table 1-5. Linear Measure

- Feet to Meters

1-18

Table 1-6. Weight

- Pounds to Kilograms

1-18

Figure 1-4. Conversion Chart: Knots - Meters/Second

1-19

Figure 1-5. Conversion Chart: Inches of Mercury - Millibars

1-20

Table 1-7. Standard Atmosphere Table

1-21

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MD 500E

ROTORCRAFT FLIGHT MANUAL

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(Model 369E)

General

SECTION I

GENERAL

1-1. INTRODUCTION

The Rotorcraft Flight Manual has been prepared to provide the pilot with all

information necessary to accomplish the intended mission with the maximum

amount of efficiency and safety.

1-2. SCOPE

This manual meets all FAA requirements for APPROVED DATA and that data

is so designated.

MDHI has included additional supplemental data which is intended to provide

the pilot with information that enhances and eases his task.

1-3. ROTORCRAFT CERTIFICATION

The rotorcraft is certified by the Federal Aviation Administration under FAA

Type Certificate Number H3WE.

Certification of the aircraft has been accomplished in accordance with all appli-

cable United States Department of Transportation, Federal Aviation Adminis-

tration Regulations in the normal helicopter category.

The FAA model designation is Model 369E.

The FAA/ICAO aircraft type designator is H500.

The MDHI commercial designation is MD 500E.

1-4. MULTI-PURPOSE UTILITY OPERATIONS

The installation and use of certain optional equipment is approved by the FAA

and requires supplemental flight data when limitations, performance or proce-

dures are affected. Refer to Section IX for Optional Equipment.

MDHI optional equipment items and STC items which are FAA approved for

the MD 500E may be installed and used.

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ROTORCRAFT FLIGHT MANUAL

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General

1-5. PILOT’S BRIEFING

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

Approach and depart the rotorcraft from the front in full view of the pilot,

being aware of the main and tail rotor.

Use of seat belts and shoulder harnesses.

Smoking.

The opening and closing of doors.

Evacuation of the aircraft in an emergency.

Location and use of emergency/survival equipment.

Securing baggage and cargo to prevent blockage of emergency egress.

1-6. ORGANIZATION

This manual is organized in the following manner:

FRONT MATTER:

Contains: Log of Revisions by Date, Table of Contents, Summary of Revi-

sions, and the List of Effective Pages.

By referring to the Log of Revisions By Date, the pilot may review a chro-

nological listing of changes to the Flight Manual.

Reading the Summary of Revisions will inform the pilot of what changes

have been made by paragraph reference. This summary contains only the

latest Flight Manual change.

The List of Effective Pages allows the pilot quick reference to page numbers

and their respective revision number. The pages listed should reflect the re-

vision number that appears at the bottom of each page.

SECTION I

- GENERAL

Information of general interest to the pilot, owner or operator of the aircraft

and general rotorcraft information and conversion charts.

SECTION II

- LIMITATIONS (FAA Approved)

Specifically defines the limiting factors, procedures and parameters within

which the rotorcraft may be operated. FAA regulations require that limita-

tions not be exceeded.

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(Model 369E)

General

SECTION III

- EMERGENCY AND MALFUNCTION PROCEDURES

(FAA Approved)

Problems which could be encountered in flight are defined and the proce-

dures necessary to cope with or alleviate them are discussed. The data is

recommended by MDHI.

SECTION IV

- NORMAL PROCEDURES (FAA Approved)

Normal operating procedures from preflight through shutdown. The data is

recommended by MDHI.

SECTION V

- PERFORMANCE DATA (FAA Approved)

Aircraft performance as defined within certain conditions, such as airspeed,

weight, altitude, temperature, humidity, and wind velocity. Data is provided

in tabular or graph form to allow the pilot to determine the aircraft's capa-

bilities in relation to the intended mission and prevailing conditions.

SECTION VI

- WEIGHT AND BALANCE DATA

Provides aircraft weight and balance operational data in chart and table

form and provides examples that allow the pilot to accurately determine the

aircraft's gross weight, and whether the load is within longitudinal and lat-

eral center of gravity limits. Also contained in this section are the original

weight and balance report and equipment list (equipment both required and

optional) installed on the aircraft at the time of licensing.

SECTION VII - AIRCRAFT HANDLING, SERVICING, AND

MAINTENANCE

The information contained in this section is extracted from the Handbook of

Maintenance Instructions and is highly selective. The subjects chosen are

those with which the pilot may have direct involvement either while at his

normal base of operations or in the field.

SECTION VIII - ADDITIONAL OPERATIONS AND PERFORMANCE

DATA

The information provided in Section VIII is given by the manufacturer to

further assist the pilot in obtaining maximum utilization of the rotorcraft.

SECTION IX - OPTIONAL EQUIPMENT

Certain optional equipment is available for performance of specific tasks. In

many cases the equipment is removable and may be used in combination

with other optional items. Whenever the installation of an option affects

FAA approved limitations, normal/emergency procedures or performance

(Sections II thru V), an FAA approval is required. In addition, a tabular

listing of all options is provided as well as a table showing the compatibility

of the various options with one another.

At the front of each section a table of contents lists the data by paragraph

number, title, and page number.

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CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

General

1-7. METHOD OF PRESENTATION

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

er information is given in step-by-step procedures, graphs, charts, or tabular

form.

The information in the step-by-step procedure is presented in the imperative

mode; each statement describing a particular operation to be accomplished. Ex-

pansion of the steps is accomplished as follows.

A WARNING brings to the pilot’s immediate attention that

WARNING

equipment damage and/or personal injury will occur if the

instruction is disregarded - placed after the instruction/step.

A CAUTION alerts the individual that equipment damage may result

CAUTION_{if the procedural step is not followed to the letter - placed after}

the instruction/step.

NOTE: A NOTE expands upon and explains the preceding step and provides fuller

understanding of the particular operation.

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.

1-8. DEFINITION OF TERMS

The concepts of procedural word usage and intended meaning that have been

adhered to in preparing this manual is as follows.

“Shall” has been used only when the application of a procedure is mandatory.

“Should” has been used only when the application of a procedure is recom-

mended.

“May” and “need not” have been used only when the application of a proce-

dure is optional.

The terms IMMEDIATELY, POSSIBLE, and PRACTICAL as used in this

manual refer to the degree of urgency with which a landing must be made.

LAND IMMEDIATELY - Execute a power-on approach and landing without

delay.

LAND AS SOON AS POSSIBLE - Execute a power-on approach and landing

to the nearest safe landing area that does not further jeopardize the aircraft

or occupants.

LAND AS SOON AS PRACTICAL - Extended flight is not recommended.

Whether to complete the planned flight is at the discretion of the pilot-in-com-

1-4

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MD 500E

ROTORCRAFT FLIGHT MANUAL

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General

mand. However, the nature of the specific problem or malfunction may dictate

termination of the flight before reaching the destination.

1-9. ABBREVIATIONS

EXT

Extend; External

Air Conditioner

Fahrenheit

AGL

Above Ground Level

FAA

Federal Aviation

ALT

Alternate; Altitude

Administration

APU

Auxiliary Power Unit

FAR

Federal Aviation

ATT

Attitude

Regulation

AUTO

Automatic

Fuselage Station

AUX

Auxiliary

Foot, Feet

GAL

Gallons

BAT

Battery

GCU

Generator Control Unit

BLD

Bleed

GEN

Generator

GPU

Ground Power Unit

Celsius

Gross Weight

CAB

Cabin

CAB HEAT Cabin Heat

H_D

Density Altitude

CAUT

Caution

Mercury

Center of Gravity

HIRF

High Intensity Radiated

CKP(T)

Cockpit

Field

H_P

Pressure Altitude

Centimeters

HSI

Horizontal Situation

COM

Communication

Indicator

CCW

Counter Clockwise

HVR

Hover

Clockwise

IAS

Indicated Airspeed

dBA

Decibel, A-weighted

ICS

Intercommunication

Direct Current

System

IFR

Instrument Flight Rules

DIR

Direction; Directional

IGE

In Ground Effect

IGN

Ignitor(s)

EGT

Exhaust Gas Temperature

IMC

Instrument Meteorological

ENG

Engine

Conditions

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1-5

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

General

IMP

Imperial

OGE

Out of Ground Effect

INST

Instrument

Inches

PNL

Panel

INST(R)

Instrument

POSN

Position

IVSI

Instantaneous Vertical

PRI

Primary

Speed Indicator

PRESS

Pressure

PSI

Pounds per Square Inch

Kilogram

PWR

Power

KCAS

Knots Calibrated Airspeed

Kilogram(s)

QTY

Quantity

KIAS

Knots Indicated Airspeed

Kilometer

Right

KmH

Kilometers per Hour

RPM

Revolutions per Minute

KTAS

Knots True Airspeed

RTR

Rotor

Left; Liters

Sec

Seconds

LAT.

Lateral

SEL

Sound Exposure Level

Lb(s)

Pound(s)

SHP

Shaft Horsepower

LND

Landing

Sea Level

LONG.

Longitudinal

STBY

Standby

Light

STA

Station

STC

Supplemental Type

Certificate

Meters

SYS

System

MAN

Manual

Mbar

Millibar

Min

Minutes

TOP

Takeoff Power

MPH

Miles-Per-Hour

VFR

Visual FLight Rules

N₁

Gas Producer Speed

V_H

Maximum speed in level

flight at MCP

N₂

Power Turbine Speed

VLV

Valve

NAV

Navigation

VMC

Visual Meteorological

N_R

Rotor Speed

Conditions

V_NE

Never Exceed Speed

OAT

Outside Air Temperature

Versus

1-6

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MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

General

V_Y

Best Rate of Climb Speed

Water Line

U.S.

United States

XMSN

Transmission

XPNDR

Transponder

1-10. TECHNICAL PUBLICATIONS

A file of technical publications is available to aid in obtaining maximum utili-

zation of your rotorcraft. Revisions and new issue publications are provided to

continually update and expand existing data.

MDHI Publications Revisions and Reissues

Changes in limitations, procedures, performance, optional equipment, etc.,

require flight manual revisions and change or replace flight manual content

as appropriate. To ensure that MDHI manuals continue to show current

changes, revised information is supplied as follows.

Revisions

Change to parts of the manual by the replacement, addition and/or dele-

tion of pages is done by revision. The List of Effective Pages that accom-

panies each revision, identifies all affected pages. Such pages must be

removed from the manual and discarded. Added or replaced pages must

be put in and examined against the List of Effective Pages.

Reissues

Occasionally the manual may be reissued and is identified as ``Reissue

#1, Reissue #2'', etc. The preceding issue of the manual then becomes ob-

solete and must be discarded. This flight manual was reissued in two

parts: Revision 9, the first part, and Revision 10 the last part. Subse-

quent revisions to this manual will continue with the next higher revi-

sion number. The reissue may also include new or changed data. These

changes will be identified on the ``Summary of Revisions'' page as well as

having change bars appear in the page margin on the effected pages.

The following publications are available.

Pilot's Flight Manual (CSP-E-1).

Handbook of Maintenance Instructions (HMI)

Servicing and Maintenance

Instruments - Electrical - Avionics

Component Maintenance Manual (CMM)

Structural Repair Manual (SRM)

Illustrated Parts Catalog (IPC)

Revision 14

1-7

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

General

Service Information Notices and Letters

New and revised publications are available through MDHS Subscription Ser-

vice. Further information may be obtained by contacting:

MD Helicopters, Inc.

M615-G048

4555 E McDowell Rd

Mesa, AZ 85215-9734

or your local Service Center, Distributor, or Sales Company.

All persons who fly or maintain MDHS helicopters are urged to keep abreast

of the latest information by using the subscription service.

1-11. DESIGN AND CONSTRUCTION

The MD 369E helicopter is a 5 place, turbine powered, rotary-wing aircraft

constructed primarily of aluminum alloy. The main rotor is a fully articulated

five-bladed system, with anti-torque provided by a 2-bladed semi-rigid type

tail rotor. Power from the turboshaft engine is transmitted through the main

drive shaft to the main rotor transmission and from the main transmission

through a drive shaft to the tail rotor. An overrunning (one-way) clutch, placed

between the engine and main rotor transmission permits free-wheeling of the

rotor system during autorotation.

Airframe:

The airframe structure is egg-shaped and provides very clean aerodynamic

lines. The rigid, three-dimensional truss type structure increases crew safe-

ty by means of its roll bar design, and by reduction in the number of poten-

tial sources of failure. The airframe structure is designed to be energy ab-

sorbing and fails progressively in the event of impact.

The fuselage is a semi-monocoque structure that is divided into three main

sections. The forward section is comprised of a pilot compartment and, di-

rectly aft separated by a bulkhead, a passenger/cargo compartment. The pi-

lot compartment is equipped with seats for the pilot and either one or two

passengers. A canopy of transparent tinted acrylic panels provide excellent

visibility. The left seat in the pilots compartment (looking forward) is the

pilot's seat (command position); in special military version helicopters, the

pilot's seat is on the right side.

The lower fuselage structure beneath the pilot/passenger floor contains com-

partment space for the aircraft battery and provision for small cargo storage

or installation of avionics equipment. Access to the compartments is through

two floor door plates.

The cargo compartment in the center of the aircraft contains provisions for

installation of a bench or individual folding type seats for two passengers,

which are adjustable in height.

1-8

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MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

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General

The aft section includes the structure for the tailboom attachment and en-

gine compartment. Access to the engine compartment is provided through

clamshell doors contoured to the shape the fuselage.

The lower section is divided by the center beam and provides a housing for

the two fuel cells. Provisions for the attachment of a cargo hook are located

on the bottom of the fuselage in line with the center beam.

The tailboom is a monocoque structure of aluminum alloy frames and skin.

The tailboom is the supporting attachment structure for the stabilizers, tail

rotor transmission and tail rotor. The tailboom also houses the tail rotor

transmission drive shaft; the one-piece dynamically balanced shaft requires

no intermediate couplings or bearings.

Landing gear:

The landing gear is a skid-type attached to the fuselage at 12 points and is

not retractable. Aerodynamic fairings cover the struts. Nitrogen charged

landing gear dampers act as springs and shock absorbers to cushion land-

ings and provide ground resonance stability. Provisions for ground handling

wheels are incorporated on the skid tubes.

Helicopter interior:

The standard MD 500E requires a minimum crew of one pilot seated on the

left side of the cockpit. The passengers sit to the right, abreast of the pilot.

Seat belts are provided for all positions. In the military version, the center

seat is eliminated.

An instrument panel is located forward of the seat at the aircraft center-

line. The panel incorporates standard flight and engine instruments in addi-

tion to warning and caution lights. The panel also contains adequate space

provisions for various arrangements of communication and navigation equip-

ment.

Seat belts are provided with several styles being offered. The seats and

belts are easily removed. Cargo compartment bench-type seats may be easi-

ly folded out of the way or completely removed for accommodating cargo.

During cargo carrying operations, the compartment floor serves as the cargo

deck. Removable and interchangeable cargo tiedown fittings are available.

Four doors are installed on the helicopter-two on each side. The two for-

ward doors permit access to the forward compartment for pilot and passen-

gers. The two aft doors allow entry to the passenger/cargo compartment.

Transparent tinted windows are contained in the doors.

Power plant:

The power plant used is either the Allison Model 250-C20B or 250-C20R/2

gas turbine engine with a takeoff power rating of 420shp for the C20B and

450shp for the C20R/2. Only 375 shp at 103 percent N2 RPM is used for

takeoff; 350 maximum continuous shp provides sufficient power for all other

flight modes.

Revision 14

1-9

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

General

Limiting the maximum power to less than the maximum rated power pro-

vides a higher engine critical altitude. The power turbine governor provides

automatic constant speed control of rotor RPM.

Drive System:

The overrunning clutch transmits power from the engine to the main drive

shaft. The clutch has no external controls and disengages automatically dur-

ing autorotation and engine shutdown. The main drive shaft connects to the

main rotor transmission input shaft. The engine oil cooler blower is belt

driven off the main drive shaft. The oil cooler blower draws cooling air from

the air inlet fairing to supply ambient air to the engine and transmission

oil coolers and to the engine compartment.

The main rotor transmission is mounted on the basic airframe structure

above the passenger/cargo compartment. The transmission is lubricated by

its own air cooled lubrication system.

The main rotor static mast is non-rotating and is rigidly mounted to the

mast support structure. The rotor hub is supported by the rotor mast.

Torque is transmitted independently to the rotor through the main rotor

drive shaft. Lifting loads are prevented from being imposed onto the main

transmission eliminating thrust loading of transmission parts.

The tail rotor transmission is mounted on the aft end of the tailboom and

has a self-contained lubricant system. The tail rotor is mounted on the out-

put shaft of the transmission and consists of two variable-pitch blades.

Main rotor system:

The helicopter utilizes a five bladed, fully articulated main rotor assembly

with unique features. While contemporary helicopters use torsion tension

straps in lieu of thrust bearing stacks to contain blade centrifugal loading

and allow feathering, the MDHI strap pack arrangement goes three steps

further. First, the strap configuration (while secured firmly to the hub) ac-

tually allows the centrifugal load exerted by one blade to be countered by

the force exerted by the opposite two blades. Thus, very light centrifugal

loads are sensed by the hub. Second, the V-legs of the strap pack rotate as

driving members to turn the blades. Finally the straps are configured to al-

low feathering and flapping of the blades. The main rotor blades are se-

cured to the hub with quick release lever type pins.

Flight controls:

Cyclic, collective, and adjustable pedal controls are provided at the left crew

position (right position, military only). Adjustable friction devices, which

may be varied to suit the individual pilot, are incorporated in the cyclic, col-

lective and throttle controls. In addition, electrical cyclic trim actuators al-

low flight loads to be trimmed out. Since stick control forces are low, a hy-

draulic boost system is unnecessary. An optional dual control system may be

easily removed to provide room for passengers or cargo.

1-10

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MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

General

1-12. ELECTRICAL SYSTEM

The 500E electrical system is a direct current (DC) system with electrical pow-

er supplied by a 24 volt battery and a 28 volt, 150 amp generator driven by

the aircraft's powerplant.

The original (``pre-generic”) system utilizes a model-specific wire harness with

additional wiring added as needed for optional equipment. Voltage regulation

and control is handled by a voltage regulator, reverse current relay, overvoltage

relay and a generator switch. This ``pre-generic” system was delivered on air-

craft serial numbers 001E through 383E.

Beginning with aircraft serial number 384E the electrical system incorporated

a generic electrical wire harness that is common with other current production

MD500 series aircraft (500N and 369FF) and includes wiring for common op-

tional equipment kits and future growth. Co-location of major power distribu-

tion components, increased size and isolation of main feeder lines, and the use

of a single generator control unit (GCU) increases the reliability and perfor-

mance of the helicopter's electrical system.

The early (``early generic”) version of the generic system utilized an air/ground

switch to disable the ENGINE OUT/low rotor audio warning while on the

ground and a three position RE-IGN test switch that, in addition to testing

the reignition system, also tested the ENGINE OUT/low rotor audio warning.

This ``early generic” version was delivered on aircraft serial numbers 384E

through 508E.

On aircraft serial numbers 509E and subsequent, a modified (``late generic”)

version of the system eliminated the air/ground switch, incorporated the EN-

GINE OUT/low rotor audio warning disable into the generator switch, and

changed the RE-IGN test switch back to a two-position, momentary-type

switch. In operating the reignition system and checking the ENGINE OUT/low

rotor audio warning the ``late generic” system functions almost identical to the

``pre-generic” system.

Pilots should be aware that aircraft originally delivered with the ``early gener-

ic” version of the system may have been modified in the field to the ``late ge-

neric” version. Look at the RE-IGN test switch and it's labelling to determine

which version of the system is installed in your particular helicopter. ``Pre-ge-

neric” and ``late generic” utilize a two-position, momentary-type switch, la-

belled OFF at the bottom and TEST at the top. ``Early generic” systems utilize

a three-position switch labelled OFF at the bottom, FLT in the middle, and

TEST GND at the top (see Section IV for switch location and labelling).

Revision 14

1-11

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ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

General

1-13. AUTO REIGNITION SYSTEM

The automatic reignition system provides automatic actuation of the ignition

exciter in the event that power is lost as a result of engine flameout.

The system senses signals from the engine power out warning unit and con-

sists of a indicator light (RE IGN P RST) on the instrument panel, a RE-IGN

test switch, and the necessary electrical components and wiring to connect the

system. Power is supplied through the ENG OUT circuit breaker and the sys-

tem is armed by M/R transmission oil pressure.

Each time that an ENGINE OUT/low rotor warning is activated, the RE IGN

P RST caution light will illuminate, showing that the ignition exciter has been

energized. This light will remain ON until manually reset after N₁ and N_R in-

crease back above the values (55% N₁/468 N_R) that activate the ENGINE OUT/

low rotor warning.

On Aircraft equipped with the original (``pre-generic'') electrical system the ig-

nitor will stop firing once the N₁ and N_R increase above 55% N₁/468 N_R.

On aircraft equipped with a generic wire harness style electrical system, the

ignitor will also continue to fire until the RE IGN P RST caution light is reset.

NOTE: In the event of a N_R or N₁ tach generator failure, the RE IGN P RST caution light

will illuminate and the continuous duty ignition exciter will remain energized until

the engine is shut down or the auto reignition system is disarmed. The reignition

system is armed under all operating conditions.

Following any activation of the automatic reignition system as a result of

flameout due to snow, ice, or water ingestion, inspect the engine in accordance

with the appropriate Allison Operation and Maintenance Manual.

Yawing of the helicopter may or may not follow an engine flameout and reigni-

tion sequence. Magnitude of the yaw will depend on forward speed and power

being used.

Failure or deactivation of the ENGINE OUT/low rotor waring system, renders

the reignition system inoperative.

1-12

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

General

1-14. CAPACITIES AND DIMENSIONS

Table 1-1. Fuel System: Standard Non Self-Sealing Fuel Tanks

Imp.

U.S.

Pounds/

Fuel Type

Liters

Gal

Kilograms

Jet-A

Usable

235

51.7

62.1

421.9/191.4

Unusable

7.2

1.6

1.9

13.1/5.9

Total

242

53.3

64.0

435.0/197.3

Jet-B

Usable

235

51.7

62.1

403.5/183.0

Unusable

7.2

1.6

1.9

12.5/5.7

Total

242

53.3

64.0

416.0/188.7

Table 1-2. Fuel System: Optional Self-Sealing Fuel Tanks

Imp.

U.S.

Pounds/

Fuel Type

Liters

Gal

Kilograms

Jet-A

Usable

226.8

49.9

59.9

407.0/184.9

Unusable

7.9

1.7

2.1

14.3/6.5

Total

234.7

51.6

62.0

421.3/190.8

Jet-B

Usable

226.8

49.9

59.9

389.4/176.7

Unusable

7.9

1.7

2.1

13.6/6.2

Total

234.7

51.6

62.0

403.0/182.0

Capacities - Oil:

Engine oil tank: 3.0 U.S. quarts (2.84 L)

Main transmission: 12.0 U.S. pints (5.67 L)

Tail rotor transmission: 0.5 U.S. pints (236 cc; 0.23 L)

Dimensions

Refer to Figure 1-1 for exterior dimensions.

Revision 14

1-13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

General

Table 1-3. Liquid Measure - U.S. Gallons to Liters

U.S.

Gallons

Liters

3.785

7.571

11.356

15.142

18.927

22.713

26.498

30.283

34.069

37.854

41.640

45.425

49.211

52.996

56.781

60.567

64.352

68.138

71.923

75.709

79.494

83.280

87.065

90.850

94.636

98.421

102.21

105.99

109.78

113.56

117.35

121.13

124.92

128.70

132.49

136.28

140.06

143.85

147.63

151.42

155.20

158.99

162.77

166.56

170.34

174.13

177.92

181.70

185.49

189.27

193.06

196.84

200.63

204.41

208.20

211.98

215.77

219.56

223.34

227.13

230.91

234.70

238.48

242.27

246.05

249.84

253.62

257.41

261.19

264.98

268.77

272.55

276.34

280.12

283.91

287.69

291.48

295.26

299.05

302.83

306.62

310.41

314.19

317.98

321.76

325.55

329.33

333.12

336.90

340.69

344.47

348.26

352.05

355.83

359.62

363.40

367.19

370.97

374.76

100

378.54

382.33

386.11

389.90

393.69

397.47

401.26

405.04

408.83

412.61

110

416.40

420.18

423.97

427.75

431.54

435.62

439.11

442.89

446.68

450.46

Table 1-4. Linear Measure

- Inches to Centimeters

Inches

2.54

5.08

7.62

10.16

12.70

15.24

17.78

20.32

22.86

25.40

27.94

30.48

33.02

35.56

38.10

40.64

43.18

45.72

48.26

50.80

53.34

55.88

58.42

60.96

63.50

66.04

68.58

71.12

73.66

76.20

78.74

81.28

83.82

86.36

88.90

91.44

93.98

96.52

99.06

101.60

104.14

106.68

109.22

111.76

114.30

116.84

119.38

121.92

124.46

127.00

129.54

132.08

134.62

137.16

139.70

142.24

144.78

147.32

149.86

152.40

154.94

157.48

160.02

162.56

165.10

167.64

170.18

172.72

175.26

177.80

180.34

182.88

185.42

187.96

190.50

193.04

195.58

198.12

200.66

203.20

205.74

208.28

210.82

213.36

215.90

218.44

220.98

223.52

226.06

228.60

231.14

233.68

236.22

238.76

241.30

243.84

246.38

248.92

251.46

100

254.00

256.54

259.08

261.62

264.16

266.70

269.24

271.78

274.32

276.86

Revision 14

1-17

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

General

Table 1-5. Linear Measure

- Feet to Meters

Feet

Meters

0.305

0.610

0.914

1.219

1.524

1.829

2.134

2.438

2.743

3.048

3.353

3.658

3.962

4.267

4.572

4.877

5.182

5.466

5.791

6.096

6.401

6.706

7.010

7.315

7.620

7.925

8.229

8.534

8.839

9.144

9.449

9.753

10.058

10.363

10.668

10.972

11.277

11.582

11.887

12.192

12.496

12.801

13.106

13.411

13.716

14.020

14.325

14.630

14.935

15.239

15.544

15.849

16.154

16.459

16.763

17.068

17.373

17.678

17.983

18.287

18.592

18.897

19.202

19.507

19.811

20.116

20.421

20.726

21.031

21.335

21.640

21.945

22.250

22.555

22.859

23.164

23.469

23.774

24.070

24.383

24.688

24.993

25.298

25.602

25.907

26.212

26.517

26.822

27.126

27.431

27.736

28.041

28.346

28.651

28.955

29.260

29.565

29.870

30.174

100

30.479

30.784

31.089

31.394

31.698

32.003

32.308

32.613

32.918

33.222

Table 1-6. Weight

- Pounds to Kilograms

Pounds

Kilo-

grams

0.454

0.907

1.361

1.814

2.268

2.722

3.175

3.629

4.082

4.536

4.990

5.443

5.897

6.350

6.804

7.257

7.711

8.165

8.618

9.072

9.525

9.979

10.433

10.886

11.340

11.793

12.247

12.701

13.154

13.608

14.061

14.515

14.969

15.422

15.876

16.329

16.783

17.237

17.690

18.144

18.597

19.051

19.504

19.958

20.412

20.865

21.319

21.772

22.226

22.680

23.133

23.587

24.040

24.494

24.948

25.401

25.855

26.308

26.762

27.216

27.669

28.123

28.576

29.030

29.484

29.937

30.391

30.844

31.298

31.751

32.205

32.659

33.112

33.566

34.019

34.473

34.927

35.380

35.834

36.287

36.741

37.195

37.648

38.102

38.555

39.009

39.463

39.916

40.370

40.823

41.277

41.730

42.184

42.638

43.091

43.545

43.998

44.453

44.906

100

45.359

45.813

46.266

46.720

47.174

47.627

48.081

48.534

48.988

49.442

1-18

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

General

Table 1-7. 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)

TEMPERATURE

ALTITUDE

DENSITY

PRESSURE

(feet)

RATIO σ

pσ

(mbar)

(in. Hg)

RATIO

(°C)

(°F)

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

Revision 17

1-21

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

S E C T I O N I I

LIMITATIONS

TABLE OF CONTENTS

PARAGRAPH

PAGE

2-1.

Flight Restrictions

2-1

2-2.

Environmental Operating Conditions

2-2

2-3.

Airspeed Limitations

2-2

2-4.

Weight Limitations

2-3

Figure 2-1. Center of Gravity Envelope

2-3

2-5.

Rotor Brake Limitations (If Installed)

2-4

2-6.

Rotor RPM (Speed) Limitations

2-4

2-7.

Powerplant Limitations Rolls Royce 250-C20B

2-5

Figure 2-2. Maximum Allowable Output Shaft (N₂ ) Limits (250-C20B) . . .

2-6

2-8.

Powerplant Limitations Rolls Royce 250-C20R/2

2-7

Figure 2-3. Maximum Allowable Output Shaft (N₂ ) Limits (250-C20R/2)

2-8

2-9.

Electrical System Limitations

2-9

2-10. Starter Limitations

2-9

2-11. Fuel System Limitations

2-9

Table 2-1. Unusable Fuel: Standard Non Self-Sealing Fuel Tanks

2-10

Table 2-2. Unusable Fuel: Optional Self-Sealing Fuel Tanks

2-10

Figure 2-4. Operating Limitations when Using MIL-G-5572E Emergency

Fuel (Aviation Gasoline)

2-11

2-12. Instrumentation

2-12

Figure 2-5. Instruments (Sheet 1 of 3)

2-12

Figure 2-5. Instruments (Sheet 2 of 3)

2-13

Figure 2-5. Instruments (Sheet 3 of 3)

2-14

2-13. Placards and Decals

2-15

Figure 2-6. VNE Placards - Rolls Royce 250-C20B (Sheet 1 of 2)

2-15

Figure 2-6. V_NE Placards - Rolls Royce 250-C20B (Sheet 2 of 2)

2-16

Figure 2-7. V_NE Placards - Rolls Royce 250-C20R/2 (Sheet 1 of 2)

2-16

Figure 2-7. V_NE Placards - Rolls Royce 250-C20R/2 (Sheet 2 of 2)

2-17

Figure 2-8. Decals and Placards

2-18

FAA Approved

Revision 17

2-i

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

SECTION II

LIMITATIONS

NOTE: Unless otherwise stated, the restrictions and limitations put forth in this section

apply to MD 500E (Model 369E) Helicopters equipped with either the Rolls

Royce 250-C20B or 250-C20R/2 engines

2-1. FLIGHT RESTRICTIONS

Approved as a five place (maximum) helicopter.

Flight crew position:

The minimum flight crew consists of one pilot operating the helicopter from

the left seat with left-hand command controls. The right crew seat may be

used for an additional pilot when the approved dual controls are installed.

The minimum flight crew consists of one pilot operating the helicopter from

the right seat with right-hand command controls. The left crew seat may

be used for an additional pilot when the approved dual controls are

installed.

Aerobatic flight is prohibited.

Hovering downwind with a cyclic trim failure (full forward) when wind is

above 15 knots is prohibited.

Installed equipment:

Certification is based on an Engine Failure Warning System, (including both

visual and audio indications), Low Rotor Warning System, Outside Air Tem-

perature gauge, and Fuel Low caution light being installed and operable.

Flight with doors removed is approved under the following conditions.

Approved doors-off configurations

All doors off.

Both rear doors off.

Both forward doors off.

Any one door off.

All loose items properly secured or stowed.

Unoccupied seat cushions and seat backs properly secured or stowed.

Any object that is not properly secured may exit the aircraft during

WARNING

flight. Items secured with Velcro tape should not be considered

properly secured (see Section IV, for Doors Off Flight).

V_NE with doors removed: 130 KIAS or less - Ref. Figure 2-6

FAA Approved

Revision 14

2-1

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

Flight with center front seat occupied is approved under the following

conditions.

Dual controls removed.

Center location seatback and seat cushion installed and secured.

Seat belt(s) and shoulder harness(es) installed and operable.

2-2. ENVIRONMENTAL OPERATING CONDITIONS

Kinds of operations:

This rotorcraft is certified in the normal helicopter category for day and

night VFR operation when the appropriate instruments and equipment re-

quired by the airworthiness and/or operating rules are approved, installed

and are in operable condition.

Maximum operating altitude:

Maximum operating density altitude is 16,000 feet.

Ambient temperature limitations:

From sea level to 6000 feet pressure altitude the maximum engine air inlet

ambient temperature is 54°C (130°F); from 6000 feet to 20,000 feet pressure

altitude the maximum temperature varies linearly from 54°C to 27°C (130°F

to 80°F), respectively. It is to be assumed that engine air inlet temperature

is the same as ambient (free air) temperature.

Cold weather operations:

Flight into known icing conditions is prohibited.

Flight operation is permitted in falling and/or blowing snow only when the

Automatic Engine Reignition Kit and Engine Failure Warning System are

installed and operable.

2-3. AIRSPEED LIMITATIONS

V_NE is 152 KIAS or less (Ref. Figure 2-6 and Figure 2-7).

VNE is 130 KIAS (``barber pole'' on airspeed indicator) or less during autorota-

tion (Ref. Figure 2-6 and Figure 2-7).

V_NE is 130 KIAS or less when carrying less than 35 pounds of fuel (Ref.

Figure 2-6 and Figure 2-7).

V_NE is 130 KIAS or less during doors off flight (Ref. Figure 2-6 and

Figure 2-7).

FAA Approved

2-2

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

2-4.

WEIGHT LIMITATIONS

Maximum gross weight: 3000 lbs.

Minimum flying gross weight: 1538 lbs.

Cargo deck capacity: 1300 lbs. (not to exceed 115 lbs. per square foot).

Utility stowage compartment:

Maximum weight in the utility stowage compartment is 50 pounds.

CG Limits:

Ensure helicopter CG and weight are within approved limits throughout

flight (Ref. Figure 2-1).

3000

FORWARD

2800

2600

2400

LATERAL

‘‘-’’ CG

‘‘+’’ CG

2200

2000

1800

MINIMUM FLYING WEIGHT

1538 POUNDS

1600

AIRCRAFT CENTERLINE

100

102

104

106

108

107.4

LATERAL CG LIMITS

3 INCHES

FUSELAGE STATION - INCHES

F03-007

FORWARD

AFT

Figure 2-1. Center of Gravity Envelope

FAA Approved

Revision 13

2-3

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

2-5. ROTOR BRAKE LIMITATIONS (IF INSTALLED)

The rotor brake must be in the stowed position prior to engine starting.

The rotor brake may be applied after engine shutdown with the rotor at or be-

low 205 RPM.

2-6. ROTOR RPM (SPEED) LIMITATIONS

Normal Operating Range: 487 RPM to 492 RPM (102 - 103 percent N₂ )

Power on: maximum RPM is 492 RPM (Ref 103 percent N₂)

Power on: minimum RPM is 487 RPM (Ref 102 percent N₂)

Power off: maximum RPM is 523 RPM (Ref 109 percent N₂)

Power off: minimum RPM is 410 RPM (Ref 87 percent N₂)

FAA Approved

2-4

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

2-7. POWERPLANT LIMITATIONS ROLLS ROYCE 250-C20B

Engine torque limits:

Maximum takeoff (5 minute): 87.2 psi torque.

Maximum continuous:

81.3 psi torque with TOT at or below 738°C.

74.3 psi torque with TOT greater than 738°C.

Transient torque limits:

87.3 to 93.0 psi torque for 15 seconds at 103 percent N₂.

93.1 to 97.6 psi torque for 3 seconds at 103 percent N₂.

Turbine outlet temperature limits:

Maximum takeoff (5 minute): 810°C

Maximum for starting (lightoff): 150°C

Maximum continuous:

755°C with torque at or below 74.3 psi torque.

738°C with torque greater than 74.3 psi torque.

Transient limits:

During start and shutdown: 810°C and above for 10 seconds or less with

a momentary peak temperature of 927°C for not more than 1 second.

During power changes in flight: 810°C to 843°C for 6 seconds.

Gas producer (N₁) speed limits:

Maximum continuous: 105%.

Minimum: ground idle speed 64%.

Transient limits:

106% for 15 seconds.

Power turbine (N₂) speed avoid range:

Steady-state operations between 75% and 88% are time limited and must

be recorded. Transition through the speed avoid range shall be accomplished

as quickly as possible.

Maximum cumulative steady-state time in the speed avoid range

CAUTION_{is 1 minute.}

NOTE: Refer to Rolls-Royce CEB A-1400.

FAA Approved

Revision 17

2-5

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

Power Turbine (N₂) speed limits:

815

810

ÉÉÉÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

760

É ÉÉÉ

ÉÉÉÉ

ÉÉÉ

ÉÉÉÉ

ÉÉÉ

ÉÉÉÉ

704

POWER OF

ROTOR

LIMIT (REF)

ÉÉÉÉ

649

NORMAL

15 SECONDS

POWER-ON

ÉÉÉÉ

OPERATION

ÉÉÉÉ

ÉÉ

POWER ON

593

ROTOR LIMIT

ÉÉ

MAXIMUM

ÉÉ

ÉÉÉÉ

538

100

101

102

103

104

105

106

107

108

109

110

111

112

113

PERCENT SPEED-OUTPUT SHAFT (N₂)

F03-008

Figure 2-2. Maximum Allowable Output Shaft (N₂ ) Limits (250-C20B)

Engine oil system limits:

Flight operation temperature limits: 0°C to 107°C

NOTE: These engine oil temperature limits pertain to all gauge configurations. 0°C is

when the needle is at the bottom of the yellow/green arc.

Flight operation pressure limits:

50 to 130 psi with the following minimums:

115 psi at 94 percent N₁ and above.

90 psi at 79 percent N₁.

50 psi below 79 percent N₁.

FAA Approved

2-6

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

2-8. POWERPLANT LIMITATIONS ROLLS ROYCE 250-C20R/2

Engine torque limits:

Maximum takeoff power (5 minute): 87.2 psi torque

Maximum continuous: 81.3 psi torque

Transient torque limits:

87.3 to 93.0 psi torque for 15 seconds at 103 percent N₂.

93.1 to 97.6 psi torque for 3 seconds at 103 percent N₂.

Turbine Outlet Temperature limits:

Maximum takeoff (5 minute): 810°C

Maximum for starting (lightoff): 150°C

Maximum continuous: 752°C

Transient limits:

During start and shutdown: 810°C and above for 10 seconds or less with

a momentary peak temperature of 927°C for not more than 1 second.

During power changes in flight:

810°C to 843°C for 6 seconds for aircraft with ``analog only” TOT indica-

tor.

810°C to 899°C for 6 seconds for aircraft with ``analog/digital” TOT indi-

cator.

Gas Producer (N₁) speed limits:

Maximum continuous: 105%.

Minimum: ground idle speed 64%.

Transient limits:

106% for 15 seconds.

Power turbine (N₂) speed avoid range:

Steady-state operations between 75% and 88% are time limited and must

be recorded. Transition through the speed avoid range shall be accomplished

as quickly as possible.

Maximum cumulative steady-state time in the speed avoid range

CAUTION_{is 1 minute.}

NOTE: Refer to Rolls-Royce CEB A-72-4095.

FAA Approved

Revision 17

2-7

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

Power Turbine (N₂) speed limits:

815

810

ÉÉÉÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

760

É ÉÉÉ

ÉÉÉÉ

ÉÉÉ

ÉÉÉÉ

ÉÉÉ

ÉÉÉÉ

704

POWER OF

ROTOR

LIMIT (REF)

ÉÉÉÉ

649

NORMAL

15 SECONDS

POWER-ON

ÉÉÉÉ

OPERATION

ÉÉÉÉ

ÉÉ

POWER ON

593

ROTOR LIMIT

ÉÉ

MAXIMUM

ÉÉ

ÉÉÉÉ

538

100

101

102

103

104

105

106

107

108

109

110

111

112

113

PERCENT SPEED-OUTPUT SHAFT (N₂)

F03-008

Figure 2-3. Maximum Allowable Output Shaft (N₂ ) Limits (250-C20R/2)

Engine oil system limits:

Flight operation temperature limits: 0°C to 107°C

NOTE: These engine oil temperature limits pertain to all gauge configurations. 0°C is

when the needle is at the bottom of the yellow/green arc.

Flight operation pressure limits:

50 to 130 psi with the following minimums:

120 psi at 94 percent N₁ and above.

90 psi at 79 percent N₁.

50 psi below 79 percent N₁.

FAA Approved

2-8

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

2-9.

ELECTRICAL SYSTEM LIMITATIONS

Generator limits:

Maximum continuous: 85 amps

85 to 150 amps: 10 minutes

>150 amps: 2 minute limit prior to takeoff during battery recharging cycle

only.

Battery limits:

Flight following a battery overtemperature of 160°F (71°C) or above is pro-

hibited until the battery has been inspected.

2-10. STARTER LIMITATIONS

If ignition is not attained:

1 minute on, 1 minute off;

1 minute on, 23 minutes off;

2-11. FUEL SYSTEM LIMITATIONS

Fuel Specifications:

For additional information on fuels, refer to the appropriate Rolls Royce Opera-

tion and Maintenance Manual.

Primary

Jet A (ASTM D-1655); Jet A-1 (ASTM D-1655); Jet B (ASTM-D-1655)

JP-1 conforming to ASTM D-1655, Jet A or Jet A-1

JP-4 (MIL-DTL-5624); JP-5 (MIL-DTL-5624); JP-8 (MIL-DTL-83133)

Arctic Diesel Fuel DF-A conforming to ASTM D-1655, Jet A or Jet A-1

Diesel No. 1 conforming to ASTM D-1655, Jet A or Jet A-1

Peoples Republic of China RP-3.

Alternate

AVGAS/JetA, A-1, JP-5 or JP-8 mixture may be used at ambient tem-

peratures of 4°C and below.

Refer to Rolls Royce Operation and Maintenance Manual for AVGAS

mix, cold weather fuel and blending instructions.

Emergency

Aviation Gasoline MIL-G-5572 (ASTM D 910).

MIL-G-5572 aviation gasolines containing Tri-Cresyl-Phosphate

CAUTION_{(TCP) additives shall not be used. Use of MIL-G-5572E gasolines is}

limited to a maximum of 6 hours of operation per engine overhaul

period and operation within safe conditions. (Ref. Figure 2-4).

When using alternate fuel mixtures or emergency fuels, the start

CAUTION_{pump should remain on until the engine is shutdown. (Ref.}

Figure 2-4).

FAA Approved

Revision 14

2-9

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

Table 2-1. Unusable Fuel: Standard Non Self-Sealing Fuel Tanks

Imp.

U.S.

Pounds/

Fuel Type

Liters

Gal

Kilograms

Jet-A

7.2

1.6

1.9

13.1/5.9

Jet-B

7.2

1.6

1.9

12.5/5.7

Table 2-2. Unusable Fuel: Optional Self-Sealing Fuel Tanks

Imp.

U.S.

Pounds/

Fuel Type

Liters

Gal

Kilograms

Jet-A

7.9

1.7

2.1

14.3/6.5

Jet-B

7.9

1.7

2.1

13.6/6.2

Cold weather operations:

Fuels must meet anti-icing capability of JP-4 when operating at 4°C (40°F)

or less.

The 250-C20R/2 (SP) engine does not require fuel anti-ice additives above

fuel temperatures of -30° F (-34°C). However the continued use of anti-ice

additives under all temperature conditions is recommended to provide addi-

tional protection against fuel system icing and microbiological contamina-

tion.

Fuel filter:

Upon completion of the flight in progress, further flight is prohibited until

the fuel filter has been serviced following the illumination of the FUEL

FILTER caution light.

Fuel system purging:

Further flight is prohibited until the fuel system is purged (see HMI) following:

Engine flameout caused by fuel exhaustion.

Draining fuel from engine compartment fuel drains (if installed) without the

start pump on.

Engine shutdown using emergency fuel shutoff valve.

Motoring the helicopter engine without fuel in the fuel tank.

FAA Approved

2-10

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

FUEL TEMPERATURE ~ DEG C

16,000_{ÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉÉ}

5,000

ÉÉÉÉ

ÉÉÉÉÉ

14,000

ÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

4,000

ÉÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

12,000

ÉÉ

ÉÉÉÉ

PROHIBITED

ÉÉÉÉ

OPERATION

10,000

ÉÉÉÉ

3,000

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

8,000

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

ÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

2,000

6,000

ÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

ÉÉÉÉÉ

ÉÉÉÉ

É ÉÉÉ

ÉÉÉÉ

4,000

ÉÉ

ÉÉÉÉ

SAFE OPERATION

1,000

(START FUEL PUMP ON)

ÉÉÉ

ÉÉÉÉ

2,000

ÉÉ

ÉÉÉÉ

100

120

140

FUEL TEMPERATURE ~ DEG F

NOTES:

1. USE OF MIL-G-5572E FUEL IS LIMITED TO

A MAXIMUM OF 6 HOURS OF OPERATION

PER ENGINE OVERHAUL PERIOD

2. TO CONSERVATIVELY ESTIMATE THE

FUEL TEMPERATURE, ASSUME IT TO BE

EQUAL TO THE HIGHEST TEMPERATURE

THE HELICOPTER HAS BEEN EXPOSED TO

DURING THE PRECEDING 24 HOURS

F03-009

Figure 2-4. Operating Limitations when Using MIL-G-5572E Emergency

Fuel (Aviation Gasoline)

FAA Approved

Revision 13

2-11

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

2-12. INSTRUMENTATION

RED

YELLOW

GREEN

RED INDICATES MAXIMUM AND

YELLOW INDICATES CAUTIONARY

GREEN INDICATES NORMAL

MINIMUM OPERATING LIMITS; THE

OPERATING RANGE.

EDGE OF A RED LINE IS THE

BLUE

LIMITING VALUE; THE POINTER

BLUE INDICATES SPECIAL

SHOULD NOT ENTER THE RED

OPERATING CONDITIONS

DURING NORMAL OPERATIONS

TORQUEMETER (C20R/2)

TORQUEMETER (C20B)

87.2 PSI

81.3 TO 87.2 PSI

0 TO 81.3 PSI

74.3 PSI

TURBINE OUTLET TEMPERATURE (C20/R2)

TURBINE OUTLET TEMPERATURE (C20B)

ANALOG

ANALOG / DIGITAL

ANALOG

810°C

400 TO 752°C

810°C

752 TO 810°C

755 TO 810°C

360 TO 752°C

810°C

360 TO 755°C

843°C

899°C

843°C

927°C

738°C

150°C

F03-010-1

Figure 2-5. Instruments (Sheet 1 of 3)

FAA Approved

2-12

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

2-13. PLACARDS AND DECALS

VNE IAS (KNOTS)

OAT

PRESS ALT X 1000

GROSS WT = 2000 OR LESS

°C

−30

141

136

131

127

122

118

113

109

104

−20

149

144

139

134

129

124

119

115

101

−10

151

145

140

135

130

125

110

146

141

136

121

102

152

146

137

111

151

143

123

104

148

140

114

NO FLIGHT

144

127

106

150

143

122

103

FOR AUTOROTATION V_NE REDUCE SPEED BY 22K

(85K MIN); DO NOT EXCEED CHART V_NE

MAX V_NE 130 KTS WITH LESS THAN 35 LB FUEL

VNE IAS (KNOTS)

OAT

PRESS ALT X 1000

GROSS WT = 2001 TO 2500 LB

°C

−30

141

136

131

127

122

118

113

104

−20

149

144

139

134

129

124

113

−10

151

145

140

135

123

104

146

138

113

152

124

105

143

115

127

107

NO FLIGHT

117

100

137

113

FOR AUTOROTATION V_NE REDUCE SPEED BY 22K

(90K MIN); DO NOT EXCEED CHART V_NE

MAX V_NE 130 KTS WITH LESS THAN 35 LB FUEL

Figure 2-6. V_NE Placards - Rolls Royce 250-C20B (Sheet 1 of 2)

FAA Approved

Revision 14

2-15

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

VNE IAS (KNOTS)

OAT

PRESS ALT X 1000

GROSS WT = 2501 TO 3000 LB

°C

−30

141

136

131

127

122

115

100

−20

149

144

139

134

125

106

−10

151

145

139

115

125

107

152

140

116

100

126

108

144

117

102

NO FLIGHT

129

110

124

106

FOR AUTOROTATION V_NE REDUCE SPEED BY 22K

(95K MIN); DO NOT EXCEED CHART V_NE

MAX V_NE 130 KTS WITH LESS THAN 35 LB FUEL

Figure 2-6. V_NE Placards - Rolls Royce 250-C20B (Sheet 2 of 2)

250-C20R/ 2

V_NE IAS (KNOTS)

OAT

PRESS ALT X 1000

GROSS WT = 2000 LB OR LESS

°C

−30

141

136

131

126

122

117

113

108

104

−20

148

143

138

133

129

124

119

114

100

−10

150

145

138

135

130

125

108

151

146

141

135

116

101

152

145

133

109

149

142

119

102

146

137

111

NO FLIGHT

150

143

122

104

148

142

117

101

FOR AUTOROTATION V_NE REDUCE SPEED BY 21K

(85K MIN); DO NOT EXCEED CHART V_NE

MAX V_NE 130 KTS WITH LESS THAN 35 LB FUEL

Figure 2-7. V_NE Placards - Rolls Royce 250-C20R/2 (Sheet 1 of 2)

FAA Approved

2-16

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Limitations

250-C20R/ 2

V_NE IAS (KNOTS)

OAT

PRESS ALT X 1000

GROSS WT = 2001 TO 2500 LB

°C

−30

141

136

131

126

122

117

113

−20

148

143

138

133

129

124

105

−10

150

145

140

135

116

151

146

129

106

152

117

132

107

119

100

NO FLIGHT

138

110

128

106

FOR AUTOROTATION V_NE REDUCE SPEED BY 21K

(90K MIN); DO NOT EXCEED CHART V_NE

MAX V_NE 130 KTS WITH LESS THAN 35 LB FUEL

250-C20R/ 2

V_NE IAS (KNOTS)

OAT

PRESS ALT X 1000

GROSS WT = 2501 TO 3000 LB

°C

−30

141

136

131

126

122

111

−20

148

143

138

133

122

101

−10

150

145

140

110

151

122

102

152

141

111

124

103

144

113

NO FLIGHT

126

105

121

101

FOR AUTOROTATION V_NE REDUCE SPEED BY 21K

(95K MIN); DO NOT EXCEED CHART V_NE

MAX V_NE 130 KTS WITH LESS THAN 35 LB FUEL

Figure 2-7. V_NE Placards - Rolls Royce 250-C20R/2 (Sheet 2 of 2)

FAA Approved

Revision 14

2-17

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Limitations

(Model 369E)

Minimum N₁ Speed

Starting Recommendations

OAT, °C

-18 AND BELOW

-18 TO 7

7 AND ABOVE

N₁%

THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING

LIMITATIONS SPECIFIED IN THE APPROVED ROTORCRAFT FLIGHT MANUAL.

CAUTION CYCLIC

FORCES TO BE TRIMMED

TO NEUTRAL DURING

STARTUP AND SHUTDOWN

NOTE: Above placards located on instrument panel.

50 POUNDS MAXIMUM LOAD UNIFORMLY DISTRIBUTED

NOTE: Above placard located inside utility stowage compartment.

IF MOISTURE VISIBLE

AND OAT BELOW 5°C

USE ANTI-ICE

NOTE: Above placard located by OAT gauge.

Figure 2-8. Decals and Placards

FAA Approved

2-18

Revision 13

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

S E C T I O N I I I

EMERGENCY AND

MALFUNCTION PROCEDURES

TABLE OF CONTENTS

PARAGRAPH

PAGE

3-1.

General

3-1

3-2.

Warning and Caution Indicators

3-2

Figure 3-1. Warning and Caution Indicators

3-2

3-3.

Engine Failure

3-3

Complete Power Loss

3-3

Partial Power Loss

3-5

3-4.

Air Restart - Engine

3-6

3-5.

Low Rotor Speed

3-7

3-6.

Emergency Landing Procedures

3-7

Water Landing

3-7

3-7.

Fire

3-9

Engine Fire on the Ground

3-10

Engine Fire During Flight

3-11

Cabin Fire/Smoke

3-12

3-8.

Engine FUEL Control System Malfunctions

3-14

Fuel Control or Power Turbine governor Failure

3-14

3-9.

Other Engine Caution Indications

3-16

Engine Chip Detector

3-16

Low Engine Oil Pressure

3-16

Engine Torque

3-16

3-10. Main Rotor and Tail rotor Transmission Malfunctions

3-17

M/R Transmission Oil Pressure

3-17

M/R Transmission Oil Temperature

3-17

M/R Transmission Chip Detector

3-17

Tail rotor Transmission Chip Detector

3-17

3-11. Flight Control Malfunctions

3-18

Anti-Torque Failure

3-18

One Way Lock Failure

3-19

FAA Approved

Revision 14

3-i

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

SECTION III

EMERGENCY AND

MALFUNCTION PROCEDURES

3-1. GENERAL

The procedures contained in this section are recommendations to be followed in

the event of an emergency or malfunction that may potentially affect the safety

of the aircrew, passengers, aircraft, or personnel on the ground.

These procedures are recommended to minimize danger to the helicopter. How-

ever, these procedures should not limit the pilot from taking additional actions

if the situation warrants.

In the event of an emergency or malfunction, the pilot's primary consider-

ation is control of the aircraft. Then, the pilot must identify the problem

and perform the appropriate procedures relevant to the situation.

Terms such as ``land immediately'', ``land as soon as possible'', and ``land

as soon as practical'' are defined in Section I.

FAA Approved

Revision 14

3-1

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-2. WARNING AND CAUTION INDICATORS

Warning and caution indicators are located at the top of the instrument panel

(Ref. Figure 3-1).

A red warning or yellow caution indicator will illuminate and in some cases,

an audible warning will sound announcing a failure or malfunction.

Audible and visual warnings are provided for:

ENGINE OUT

LOW ROTOR

ENGINE OUT AUDIBLE

WARNING HORN

(SEE NOTE)

CAUTION AND

WARNING LIGHTS

1. ENGINE OUT

9. MAIN ROTOR TRANSMISSION CHIPS

2. TRANSMISSION OIL PRESSURE

10. TAIL ROTOR TRANSMISSION CHIPS

3. TRANSMISSION OIL TEMPERATURE

11. ENGINE CHIPS

4. BATTERY TEMPERATURE 160°F

12. GENERATOR OUT

5. BATTERY TEMPERATURE 140°F

13. AIR FRAME FILTER*

6. RE-IGN PRESS TO RESET

14. AIR FILTER CLOGGED*

7. FUEL LEVEL LOW

15. FLOAT PRESS TO TEST*

8. FUEL FILTER

16. PRESS TO TEST WARNING AND CAUTION LIGHTS

NOTE:

*OPTIONAL EQUIPMENT

ON LATER MODEL 369E HELICOPTERS,

ENGINE OUT AUDIBLE WARNING HORN

RELOCATED ADJACENT TO COCKPIT

F03-011

UTILITY LIGHT ON MAP CASE PANEL.

Figure 3-1. Warning and Caution Indicators

FAA Approved

3-2

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

3-3. ENGINE FAILURE

COMPLETE POWER LOSS

ENGINE

Indications: Red

warning indicator ON and audible warning in headset.

OUT

Left yaw (due to a reduction in torque)

Drop in engine speed.

Drop in rotor speed.

Change in noise level.

NOTE: The amount of yaw is dependent upon the amount of torque at the moment of

power loss. High torque will cause a large yaw while low torque will cause a

relatively small yaw.

Respond immediately to the ENGINE OUT/low rotor RPM warning by

WARNING

adjusting collective to maintain rotor RPM within limits, then check

engine instruments and other indications to confirm engine trouble.

Conditions: The failure indicators are actuated when N₁ falls below 55% or N_R falls

below 468 N_R (Ref. 98 ± 1% N₂).

Procedures: Engine Failure - In Cruise at 500 Feet AGL or Above

F Adjust collective pitch according to altitude and airspeed to maintain rotor

speed between 410 and 523 RPM.

F Apply pedal pressure as necessary to control aircraft yaw.

F Adjust cyclic control as necessary to control airspeed and flight path. Al-

low airspeed to stabilize at 130 Knots IAS or lower (refer to V_NE plac-

ards).

NOTE: At airspeeds above maximum autorotational V_NE (130 KIAS or less Ref. Section II

V_NE Placards), use aft cyclic to maintain aircraft’s attitude and slow to desired

airspeed as collective pitch is lowered. Increase collective as necessary after

entering autorotation to prevent rotor overspeed. If desired, operate at minimum

rotor speed to reduce rate of descent and/or extend glide distance.

The minimum rate of descent with power off will be attained at 60 KIAS and 410 N_R.

FAA Approved

Revision 14

3-3

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

The maximum glide distance with power off will be attained at 80 KIAS and 410 N_R.

Glide distances attained during an actual engine out autorotation may be less than

the glide distances achieved during practice autorotations when operating at

reduced RPM (N₂/NR needles joined).

F After confirming complete loss of power, time and altitude permitting,

place twistgrip in cutoff and close fuel shutoff valve.

F Select landing area and maneuver as required.

F If operating at reduced rotor RPM to extend glide or reduce rate of de-

scent, restore rotor RPM by lowering collective prior to flare out.

F Flare as required for the terrain to reduce forward speed and rate of de-

scent. Level aircraft before ground contact.

F Touch down in a level attitude, increasing collective pitch to cushion land-

ing.

F Avoid the use of aft cyclic or rapid lowering of the collective pitch during

initial ground contact or any subsequent ground slide.

FAA Approved

3-4

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

Procedures: Engine Failure - Above 12 Feet and Below 500 Feet AGL

The Height - Velocity Diagram (Ref. Section V) depicts the combinations of air-

speeds vs. altitudes wherein a successful autorotation landing can be made in

the event of an engine failure. Flight within the cross-hatched regions repre-

sent airspeed/altitude combinations from which a successful autorotation land-

ing may be difficult to perform. Operation within the cross-hatched area

should be undertaken with caution.

F In the event of a power failure during takeoff/low level flight, the collec-

tive pitch must be initially lowered to maintain rotor speed. The amount

and duration of collective reduction depends upon the airspeed and height

above the ground at which the power loss occurs.

F As the ground is approached, flare as required to reduce forward speed

and rate of descent.

F Touch down in a level attitude, increasing collective pitch to cushion land-

ing.

F Avoid the use of aft cyclic or rapid lowering of the collective during initial

ground contact or during ground slide.

Procedures: Engine Failure - Hovering Flight Below 12 Feet AGL

F Do not reduce collective pitch.

F Apply right pedal to prevent yawing.

F Increase collective pitch as necessary to cushion landing.

PARTIAL POWER LOSS

Indications: Under partial power conditions, the engine may operate smoothly with

reduced power or it may operate erratically with intermittent surges of

power.

Procedures:

F Turning the start pump ON may smooth out an erratic operating engine

and/or restore power enabling the pilot to fly to a favorable landing area.

However, do NOT disregard the need to land.

F If possible, fly at reduced power to the nearest safe landing area and land

as soon as possible. Be prepared for a complete power loss at any time.

FAA Approved

Revision 14

3-5

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-4. AIR RESTART - ENGINE

Because the exact cause of engine failure cannot be determined in flight, the

decision to attempt a restart will depend on aircraft altitude, time available,

rate of descent, and potential landing areas.

CAUTION

Do not attempt restart if a malfunction is suspected.

Conditions: At low altitude or when time is critical.

Procedures:

F Close twist grip to cutoff position.

F Press start/ignition button immediately.

NOTE: Pressing the starter button actuates the igniter. If N₁ is 18 percent or above, open

twist grip immediately to ground idle. N₁ speeds of 25 to 40 percent are preferred

for coolest and fastest restarts. Maintain safe autorotational airspeed.

Conditions: When altitude and time permit.

Procedures:

F Perform normal engine start if N₁ has decayed below 18 percent. Refer to

Section IV, Engine Starting.

F Recommended airspeed is 60 knots IAS.

F Advance twistgrip from ground idle to full open once N₁ reaches 60 -

65%.

F Collective pitch: increase as required once N₂/N_R are 103%.

FAA Approved

3-6

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

3-5. LOW ROTOR SPEED

ENGINE

Indications: Red

warning indicator ON and audible warning in headset.

OUT

Drop in rotor RPM.

Change in noise level.

NOTE: The LOW ROTOR warning is activated when N_R falls below 468.

Conditions: Low rotor RPM will most commonly be associated with the following:

Engine Failure.

Transient rotor droop during large, rapid increases in power.

Governor failure producing an underspeed.

Procedures:

F Respond immediately to the low rotor RPM warning by adjusting collec-

tive to maintain rotor RPM within limits.

F Check other Caution/Warning indicators and engine instruments to con-

firm engine trouble and respond in accordance with appropriate proce-

dures in this section.

3-6. EMERGENCY LANDING PROCEDURES

WATER LANDING

Conditions: Power off.

Procedures:

F Adjust collective pitch as necessary to establish autorotation.

F If time permits, open doors and push door handle full down to prevent re-

latching.

F Make autorotative approach, flaring as required to minimize forward

speed at touchdown.

FAA Approved

Revision 14

3-7

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

F Level aircraft and apply full collective pitch as contact is made with the

water.

F When aircraft begins to roll, lower collective to full down to minimize

blades skipping off the water.

F Release safety harness and clear the aircraft as soon as the rotor blades

have stopped turning

Do not inflate personal flotation gear before exiting aircraft. Safe

WARNING

exit will be restricted.

Conditions: Power on.

Procedures:

F Descend to hovering altitude over water.

F Open doors and push door handle full down to prevent relatching.

F Passengers and copilot exit aircraft.

F Fly a safe distance away from all personnel in the water to avoid injury.

F Close twistgrip to the cutoff position and perform a hovering autorotation.

F Allow aircraft to settle in a level attitude while applying full collective

pitch.

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

blades skipping off the water.

F Release safety harness and exit the aircraft as soon as the blades have

stopped turning.

Do not inflate personal flotation gear before exiting aircraft. Safe

WARNING_{exit will be restricted}

FAA Approved

3-8

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

3-7. FIRE

The safety of the helicopter occupants is the primary consideration when a fire

occurs. Therefore, if airborne, it is imperative that the pilot maintain control of

the aircraft and land immediately. If the fire occurs on the ground or upon

landing from an inflight fire, it is essential that the engine be shut down, crew

and passengers evacuated and fire fighting begun immediately. If the situation

permits, a ``MAYDAY'' radio call should be made before electrical power is OFF

to expedite assistance from fire fighting and rescue personnel.

Indications: A pilot must rely on his senses to detect fire on board the aircraft. The

sound of electrical arcing, the smell of burning insulation, or the sighting

of smoke and/or flame are all possible indicators of an on board fire. Also,

the pilot may be notified of an on board fire by personnel outside the

aircraft via visual or audio communication methods.

At unprepared landing sites, dried grass or brush may catch fire

CAUTION_{if allowed to contact hot engine exhaust.}

Procedures: Cabin Smoke and Fume Elimination

Smoke and fume accumulation in the cabin can impede the pilot’s

CAUTION_{ability to maintain control of the aircraft and execute a safe landing.}

To protect the pilot and passengers from the effects of toxic fumes

and smoke, ventilate the cabin:

Cabin heat (if source of smoke is

OFF

the cabin heat duct)

Fresh air vent

OPEN

Pilot/Cabin door vents

OPEN AND FACING AFT

NOTE: If necessary, open pilot’s door (airspeed below 130 KIAS) to expedite smoke and

fume evacuation. Door will stabilize open a few inches in forward flight.

FAA Approved

Revision 14

3-9

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

Procedures: Aircraft Evacuation

F A thorough preflight passenger briefing is essential for a quick and safe

evacuation of passengers and crew when fire is involved. How to release

seat belts, the opening of doors, the proper exiting of the helicopter

keeping head and hands low to avoid the main rotor, are all critical to

insure the safety of passengers and crew.

Procedures: Fire extinguisher

F Pilots should be familiar with the operating instruction and hazards

associated with the particular type of fire extinguisher installed in their

aircraft. Classes (type) of fire for which it is approved, operating

instructions, and hazards associated with its use are listed on the

extinguisher.

F Use of a fire extinguisher on a cabin fire while still airborne is NOT

recommended and should only be considered after all other means to

extinguish and control the fire have been tried. The pilot's first

responsibility is to fly the helicopter and land immediately. Once on the

ground, with passengers and crew evacuated, attention can be turned to

extinguishing the fire.

F If a fire extinguisher is discharged in the cabin, use only the amount of

extinguishing agent necessary to extinguish the fire. This will minimize

the adverse effects of the particular agent being used in a confined and

occupied space. Ventilate the cabin area as soon as possible after

extinguishing the fire.

Use extreme caution when attempting to extinguish an aircraft fire

WARNING

on the ground. The possibility of an explosion should not be

disregarded!

ENGINE FIRE ON THE GROUND

Conditions: Engine fire during starting

An engine fire during start could be caused by an overloading of fuel in

the combustion chamber and a delayed ignition of the fuel resulting in

flame emanating from the engine exhaust. This condition is normally

accompanied by a rapid rise in TOT. To extinguish the fire:

Procedures:

Twistgrip

CUTOFF

Starter

MOTOR UNTIL TOT IS BELOW 150°C

Fuel shut-off valve

PULL TO CLOSE

FAA Approved

3-10

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

Conditions: Engine compartment fire

Procedures:

Twistgrip

CUTOFF

Fuel shutoff valve

PULL TO CLOSE

BAT/EXT switch

OFF

Passengers/crew

EVACUATE

IF TIME AND SITUATION PERMIT:

Rotor brake (if installed)

APPLY

Secure area

HAVE PASSENGERS AND SPECTATORS

MOVE A SAFE DISTANCE FROM THE AIR-

CRAFT

Fire extinguisher

USE AS APPROPRIATE

ENGINE FIRE DURING FLIGHT

Conditions: At low altitude (AGL)

Procedures:

Land immediately

POWER ON APPROACH AND LANDING

WITHOUT DELAY

Twistgrip

CUTOFF-AS SOON AS HELICOPTER IS ON

GROUND

Fuel shutoff valve

PULL TO CLOSE

BAT/EXT switch

OFF

Passengers/crew

EVACUATE

FAA Approved

Revision 14

3-11

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

Conditions: At high altitude (AGL)

Procedures: Prevailing circumstances such as altitude (AGL), available landing areas,

and confirmation of engine fire must be considered in order to determine

whether to execute a power-on approach, as described for low altitude

(AGL) fires, or a power off autorotational descent to the ground. If a

power off descent is chosen proceed as follows.

Collective

DOWN TO ESTABLISH AUTOROTATION TO

SELECTED AREA

Twistgrip

CUTOFF

Fuel shutoff valve

PULL TO CLOSE

Radio

‘‘MAYDAY’’ CALL

Execute autorotational landing

MAINTAIN CONTROL

BAT/EXT switch

OFF

Passengers/crew

EVACUATE

CABIN FIRE/SMOKE

Conditions: On ground

Procedures:

Twistgrip

CUTOFF

BAT/EXT switch

OFF

Passengers/crew

EVACUATE

IF TIME AND SITUATION PERMIT:

Rotor brake (if installed)

APPLY

Secure area

HAVE PASSENGERS AND SPECTATORS

MOVE A SAFE DISTANCE FROM THE AIR-

CRAFT

Fire extinguisher

USE AS APPROPRIATE

FAA Approved

3-12

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

Conditions: In flight

Procedures:

Land immediately

POWER ON APPROACH AND LANDING

WITHOUT DELAY

Air vents

VENTILATE CABIN AS NECESSARY

Twistgrip

CUTOFF-AS SOON AS HELICOPTER IS ON

GROUND

BAT/EXT switch

OFF

Passengers/crew

EVACUATE

IF UNABLE TO LAND IMMEDIATELY AND FIRE SOURCE

CAN BE IDENTIFIED:

Malfunctioning system

OFF

Fire extinguisher

USE AS NECESSARY

Cabin

VENTILATE

Land

AS SOON AS POSSIBLE

IF FIRE SOURCE IS UNKNOWN:

Cabin heat

OFF

Generator

OFF

All electrical circuits

OFF

(not required for safety of flight)

Cabin

VENTILATE

Land

AS SOON AS POSSIBLE

FAA Approved

Revision 14

3-13

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-8. ENGINE FUEL CONTROL SYSTEM MALFUNCTIONS

FUEL CONTROL OR POWER TURBINE GOVERNOR FAILURE

Indications: Failure is indicated by an instrument needle fluctuation.

A rise or drop of:

N₁

N₂/N_R

TOT

Torque

Conditions: Failure Producing an Overspeed.

Indications: Engine torque, TOT, N₁ and N₂/N_R, suddenly increasing.

Possible right yaw.

Procedures:

F Increase collective to load the main rotor, simultaneously rolling the twist-

grip toward the ground idle position until control of N₂ speed is obtained.

F Manually control N2 speed (102-103%) with the pilots twistgrip.

F If operating RPM cannot be controlled, close twistgrip to CUTOFF and

make an autorotational landing.

Immediate pilot action is necessary because engine torque, TOT,

CAUTION

N₂, and rotor rpm may suddenly increase above approved limits.

When shutting down the engine, do not reduce collective pitch until

the rotor rpm has decreased to within the normal operating range.

FAA Approved

3-14

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

Conditions: Failure Producing an Underspeed:

Indications:

N₂/N_R decaying.

Possible left yaw.

Possible low rotor warning indication.

Procedures:

F Lower collective to maintain rotor RPM in the green (410-523) and at-

tempt level flight at 60 knots IAS.

F If power is insufficient for level flight or a power-on decent, make an au-

torotational landing.

Conditions: Power Turbine Governor Surge.

Indications: N₂ fluctuating: governor not maintaining pre-set speed (102-103%N₂).

Procedures:

NOTE: Turning the start pump ON may allow the engine to operate smoothly. If

operation of the engine returns to normal, it may be possible to fly to a favorable

landing area, however do not disregard the need to land.

F Beep N₂ to maximum.

F Control N₂ manually with twistgrip (102% to 103% N₂).

NOTE: This action takes the governor out of the system allowing the pilot manual control

of the N2 and should eliminate the surge.

FAA Approved

Revision 14

3-15

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-9. OTHER ENGINE CAUTION INDICATIONS

ENGINE CHIP DETECTOR

Indications: Yellow

ENGINE

indicator ON.

CHIPS

Conditions: Metal contamination of oil.

Procedures:

F Land as soon as possible.

LOW ENGINE OIL PRESSURE

Indications: Oil pressure decreasing below normal operating range (Ref. Section II).

Conditions: In flight.

Procedures:

F Land as soon as possible.

F Shut engine down.

Conditions: On ground.

F Shut engine down.

ENGINE TORQUE

Indications: Loss of engine torque indication.

NOTE: Loss of torque indication may be the result of broken torque meter tubing.

Conditions: In flight.

Procedures:

F Land as soon as possible.

F Shut engine down.

Conditions: On ground.

F Shut engine down.

FAA Approved

3-16

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

3-10. MAIN ROTOR AND TAIL ROTOR TRANSMISSION MALFUNCTIONS

M/R TRANSMISSION OIL PRESSURE

XMSN

Indications: Red

OIL

indicator ON.

PRESS

Conditions: Transmission oil pressure low.

Procedures:

F Land as soon as possible.

M/R TRANSMISSION OIL TEMPERATURE

XMSN

Indications: Red

OIL

indicator ON.

TEMP

Conditions: Transmission oil temperature exceeds maximum limit.

Procedures:

F Land as soon as possible.

M/R TRANSMISSION CHIP DETECTOR

M/R

Indications: Yellow

XMSN

indicator ON.

CHIPS

Conditions: Metal contamination of oil.

Procedures:

F Land as soon as possible.

TAIL ROTOR TRANSMISSION CHIP DETECTOR

T/R

Indications: Yellow

XMSN

indicator ON.

CHIPS

Conditions: Metal contamination of oil.

Procedures:

F Land as soon as possible.

FAA Approved

Revision 14

3-17

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-11. FLIGHT CONTROL MALFUNCTIONS

ANTI-TORQUE FAILURE

Different types of failure may require slightly different techniques for optimum

success in recovery. Therefore, it is not possible to provide a standardized solu-

tion for an anti-torque emergency.

The nose of the aircraft will turn right with power application. The nose of the

aircraft will turn left with power reduction.

Conditions: Complete loss of thrust - forward flight

This involves a break in the drive system (ie., a broken drive shaft) that

causes the tail rotor to stop turning, resulting in a complete loss of

thrust. Directional control becomes dependant on airspeed and power

setting.

Indications: Failure is normally indicated by an uncontrollable (by pedal) yawing to the

right.

Procedures:

F Reduce power by lowering collective.

F Adjust airspeed between 50 to 60 knots.

F Use left lateral cyclic in combination with collective pitch to limit left

sideslip to a reasonable angle.

F If conditions permit, place the twistgrip in the ground idle position once a

landing area is selected and perform a normal autorotation. Plan to touch

down with little or no forward speed.

Conditions: Complete loss of thrust - at a hover

Indications: Failure is normally indicated by an uncommanded right turn.

Procedures: Place the twistgrip in the ground idle position and perform a hovering

autorotation.

When hovering at altitudes within the cross-hatched areas depicted

WARNING

on the Height Velocity Diagram (Ref. Section V), reduce altitude to

12 feet or less prior to placing the twistgrip in the ground idle

position and performing a hovering autorotation.

FAA Approved

3-18

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

Conditions: Anti-torque failure, fixed tail rotor pitch setting.

Procedures:

F Adjust power to maintain 50 to 60 knots airspeed.

F Perform a shallow approach and running landing to a suitable area,

touching down into wind at a speed between effective translational lift

and 30 knots. Directional control may be accomplished by small adjust-

ments in throttle and or collective control.

ONE WAY LOCK FAILURE

NOTE: The one-way lock assembly is a self-contained hydraulic unit that prevents aft

feedback forces in the longitudinal cyclic control system.

Indications: Aft feedback in the cyclic at high airspeed and/or during pull ups from

high airspeed or higher than normal forces required to move the cyclic

longitudinally.

NOTE: If the one-way lock has a push rod shaft or check valve seizure in the closed

valve position, a pull or push of 10 to 20 pounds will be necessary to open the

hydraulic relief valve and bypass the check valve. This additional pull or push will

be required for each subsequent longitudinal movement of the cyclic stick.

Temporary forces as high as 40 pounds may be experienced when flying in

turbulence.

Procedures:

F Reduce airspeed to 100 KIAS or less.

F Limit cyclic movement to those movements required to safely fly the heli-

copter. Abnormal or extreme control inputs are not necessary.

FAA Approved

Revision 14

3-19

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

CYCLIC TRIM FAILURE

Indications: Inability to reduce cyclic forces with the cyclic trim switch. The failure will

be one of the following types.

Control of the helicopter is the primary consideration of a pilot

WARNING

confronted with any type of trim motor or switch malfunction. The

pilot-in-command should land the helicopter immediately if the

pilot’s physical condition, strength, or threshold of fatigue, would

compromise their ability to safely control the helicopter in

continued flight.

Indications: Inoperative trim

Conditions: The trim motor fails to respond to application of the cyclic trim switch in

one or more directions.

Procedures:

F Establish a safe flight condition that produces the least cyclic control

force. Normally straight and level at the last trimmed airspeed.

F Actuate the trim switch thru all positions in an attempt to restore trim

capability and determine the extent of trim failure. If restored, trim to a

near neutral position and land as soon as practical avoiding further trim-

ming.

F If trim failure is determined to be in all directions, and control of the he-

licopter can be maintained safely, check/reset TRIM circuit breaker.

F Land as soon as practical if unable to re-establish full cyclic trim control

with the pilot's cyclic.

FAA Approved

3-20

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

Conditions: Runaway trim

Indications: An uncommanded longitudinal or lateral cyclic trim actuation. The cyclic

may move to a full travel position or some intermediate position resulting

in cyclic forces up to the maximum. Uncommanded movement can occur

after cyclic trim switch actuation or as a result of an electrical short.

NOTE: Runaway cyclic trim failures can produce cyclic stick forces of approximately 30

pounds in the direction of the runaway. Although the forces required to move the

cyclic will be higher than normal, the helicopter will respond normally to all cyclic

inputs by the pilot.

Procedures:

F Establish a safe flight condition that produces the least cyclic control

force.

NOTE: If a forward longitudinal runaway trim failure is experienced, it may be possible

to reduce cyclic stick forces by maintaining higher airspeeds. Cyclic stick forces

may be reduced if an aft longitudinal runaway trim failure is experienced by

maintaining slower airspeeds. Lateral runaway trim forces cannot be reduced by

adjusting flight conditions.

F Utilize left hand and legs, as necessary, to apply pressure against the cy-

clic stick to relieve the right hand loads and conserve strength for land-

ing. Use collective friction to prevent unwanted collective movement and

associated power change. Be prepared to respond to any emergency re-

quiring the use of collective pitch.

F Actuate the trim switch thru all positions, several times if necessary, as

this will generally re-establish trimming capability. When restored, trim

to a near neutral position and land as soon as practical avoiding further

trimming.

F If trim runaway is to the full forward position, accomplish landing into

the wind and do not hover downwind in winds in excess of 15 knots.

FAA Approved

Revision 14

3-21

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-12. ABNORMAL VIBRATIONS

Indications: Sudden, unusual or excessive vibrations occurring during flight.

Conditions: The onset of unusual or excessive vibrations in the helicopter may be an

indication of problems in the rotor or drive train systems.

Procedures:

F LAND AS SOON AS POSSIBLE.

F No further flights should be attempted until the cause of the vibration

has been identified and corrected.

3-13. FUEL SYSTEM MALFUNCTIONS

FUEL FILTER

FUEL

Indications: Yellow

indicator ON.

FILTER

Conditions: A predetermined pressure differential across the filter has been reached

and an impending bypass condition exists.

Procedures:

F Turn on start pump.

F Continue flight

If any unusual engine indications or conditions occur, land as soon

CAUTION_{as possible.}

F Service the fuel filter prior to the next flight. (Ref. the HMI and the Alli-

son Engine Operation and Maintenance Manual).

NOTE: Following the completion of the flight in progress, additional flight is prohibited

until the fuel filter has been serviced.

FAA Approved

3-22

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

FUEL LOW

FUEL

Indications: Yellow

LEVEL

indicator ON when approximately 35 pounds of fuel

LOW

(22.5 LBS usable) remain in fuel tank.

Never use the FUEL LEVEL LOW light as a working indication of

CAUTION_{fuel quantity.}

Procedures:

F Avoid large steady side slip angles and uncoordinated maneuvers.

Sideslips may cause fuel starvation and result in unexpected power

WARNING

loss or engine failure. Avoid large steady side slip angles,

uncoordinated maneuvers, or speeds above 130 knots IAS when

FUEL LEVEL LOW caution indicator is illuminated.

F Land as soon as possible.

Fuel consumption rates vary with power demand. Pilots should land

WARNING

prior to fuel exhaustion. Fuel exhaustion will result in engine

flameout.

FAA Approved

Revision 14

3-23

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-14. ELECTRICAL SYSTEM MALFUNCTIONS

BATTERY OVERTEMPERATURE

BAT

Indications: Red

TEMP

indicator ON.

160°

Conditions: Battery overtemperature at 160°F (71°C) or above.

Procedures:

F Battery switch: OFF.

NOTE: On helicopters equipped with the ‘‘generic’’ electrical system, the battery

hi-temp relay removes the battery from the DC electrical bus when battery

temperature reaches 160°F.

F Land as soon as possible

NOTE: No further flights are authorized until battery is inspected and cause of overtemp

corrected.

BAT

Indications: Yellow

TEMP

indicator ON.

140°

Conditions: Battery overtemperature at 140°F (60°C).

Procedures:

F Battery switch: OFF

F Battery must remain off line during remainder of flight.

NOTE: The Yellow BAT TEMP 140°F light will go out after the battery has cooled to

below 140°F (60°C).

No further flights are authorized until battery is inspected and cause of overtemp

corrected.

FAA Approved

3-24

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

GENERATOR MALFUNCTION

GEN

Indications: Yellow

indicator ON, and ammeter indicating zero.

OUT

Generator (GEN) switch tripped to OFF (``early generic'' configuration

only)

NOTE: See Sections I and IV to determine which version of the electrical system is

installed in the aircraft.

Conditions: Generator is not powering electrical bus.

Procedures:

F Check generator (GEN) circuit breaker IN and return generator switch to

ON (if tripped OFF).

F Turn the generator switch OFF, then ON to reset.

F If GEN OUT indicator remains ON or comes back ON, pull generator cir-

cuit breaker OUT and insure generator switch is in the ON position for

the remainder of the flight.

NOTE: The generator switch must be in the ON position to enable the Engine Out/Low

Rotor audio warning to function as required (‘‘Pre-generic and late generic’’

configurations only).

F If GEN OUT indicator remains ON, reduce electrical load to a minimum.

F Land as soon as practical.

FAA Approved

Revision 14

3-25

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

(Model 369E)

Emergency and

Malfunction Procedures

3-15. OTHER MALFUNCTIONS

ENGINE AIR PARTICLE SEPARATOR FILTER CLOGGED (IF INSTALLED)

AIR

Indications: Yellow

FILTER

indicator ON.

CLOGGED

NOTE: Certain flight conditions may cause the yellow caution indicator to flicker

momentarily. The FILTER BYPASS DOOR should be opened only when a

steady illumination of the caution indicator is five seconds or more.

Conditions: A predetermined pressure differential has been reached across the engine

air inlet.

Procedures:

F FILTER BYPASS control handle: OPEN

F SCAV AIR: OFF

F Service particle separator prior to next flight (Ref. HMI).

To prevent compressor erosion avoid operation in a dirty or dusty

CAUTION_{environment with the filter bypass door open.}

FAA Approved

3-26

Revision 14

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Emergency and

Malfunction Procedures

3-16. EMERGENCY EGRESS

Pilot compartment doors:

Pilot doors function as primary and emergency exits.

Cabin doors:

Passenger doors function as primary and emergency exits.

EXIT

OPEN

LOCK

PILOT COMPARTMENT DOOR LH (TYPICAL)

PILOT/PASSENGER COMPARTMENT DOOR EXIT

F03-012

Figure 3-2. Emergency Exits

3-17. EMERGENCY EQUIPMENT

First Aid Kit:

The first aid kit is located on the right side forward edge of the pilot's seat

structure.

The kit is a commercial type containing the items necessary to render lim-

ited emergency first aid.

Fire Extinguisher:

The fire extinguisher is located on the pilot side forward door frame.

Refer to the ``FIRE'' paragraph in this section for recommended use of fire

extinguisher.

FAA Approved

Revision 17

3-27

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Normal Procedures

S E C T I O N IV

NORMAL PROCEDURES

TABLE OF CONTENTS

PARAGRAPH

PAGE

4-1.

Preflight Requirements

4-1

Figure 4-1. Pilot's Preflight Guide

4-2

Daily Preflight Checks

4-3

Figure 4-2. Instrument Panel, LH Command - Layout Typical

4-9

Figure 4-3. Instrument Panel, RH Command - Layout Typical

4-10

Figure 4-4. Cyclic and Collective Stick Grips

4-11

4-2.

Engine Pre-Start Cockpit Check

4-12

4-3.

Engine Start

4-15

4-4.

Engine Run Up

4-17

4-5.

Before Takeoff

4-20

4-6.

Takeoff

4-22

4-7.

Cruise

4-23

4-8.

Low Speed Maneuvering

4-23

4-9.

Practice Autorotation

4-24

4-10. Doors Off Flight

4-25

4-11. Landing Approach

4-25

4-12. Running Landing

4-25

4-13. Engine/Aircraft Shutdown

4-26

4-14. Post Flight

4-28

4-15. Deceleration Check

4-28

4-16. Normal Engine Restart

4-29

4-17. Noise Impact Reduction Procedures

4-29

FAA Approved

Revision 17

4-i

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Normal Procedures

SECTION IV

NORMAL PROCEDURES

4-1. PREFLIGHT REQUIREMENTS

NOTE: The checks described in this Section apply to the standard configuration MD

500E and do not include certain optional equipment items. Preflight checks for

optional equipment items may be found in Section IX of this manual. If your

helicopter is equipped with STC’d items, refer to the STC holder’s flight manual

supplement.

``CHECK'' means to observe the helicopter and note any obvious damage.

Damage is defined as any condition that is not normal or not within limits.

Examples of conditions to look for are: inoperable equipment, excessive leak-

age, discoloration caused by heat, loose attachment, dents, cracks, punctures,

abrasion, chafing, galling, nicks, scratches, delamination and evidence of corro-

sion. These are the most common types of damage, however, checks should not

be limited to these items.

Further checks shall be performed before the next flight if discrepancies are

noted to determine if the aircraft is airworthy. Flight is prohibited when unrep-

aired damage exists which makes the aircraft unairworthy.

Have a thorough understanding of operating limitations. (Ref. Section II).

Service helicopter as required. (Ref. Section VII and CSP-HMI-2).

Determine that helicopter loading is within limits. (Ref. Sections II and VI).

Check helicopter performance data. (Ref. Sections V, VIII and IX).

Be sure to include a review of the appropriate flight manual

CAUTION_{supplemental data for type of optional equipment installed}

(including STC items) as a regular part of preflight planning.

Perform Pilot's Daily Preflight Check prior to the first flight of the day.

Perform Pilot's Preflight Check prior to subsequent flights that same day.

Brief passengers on relevant operational procedures and associated hazards

(Ref. Sec. I, Pilot's Briefing).

FAA Approved

Revision 13

4-1

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Normal Procedures

DAILY PREFLIGHT CHECKS

PRELIMINARY CHECKS

Fuel cell drain valve - take sample (Start pump OFF)

CHECK FOR

CONTAMINANTS

Anti-ice fuel filter drain valve (if installed) take sample

CHECK FOR

(Start pump ON)

CONTAMINANTS

Do not open fuel filter drain valve unless start pump is ON. An

WARNING

unexpected flameout or power loss may occur if air is allowed to

enter the fuel system.

EXTERIOR

FUSELAGE - FORWARD END

Aircraft tiedowns and covers

REMOVED

Aircraft attitude for weak or damaged landing gear

CHECK

dampers

Canopy for condition and cleanliness

CHECK

OAT thermometer sun shield

CHECK

Fresh air vent

NO OBSTRUCTIONS

Pitot tube

NO OBSTRUCTIONS

Tail rotor pedals for condition and

CHECK

security of quick-release pins (both sides with dual

controls)

Landing light and anticollision light

CHECK

FAA Approved

Revision 13

4-3

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Normal Procedures

(Model 369E)

FUSELAGE - RH SIDE

Skid, strut fairings, strut cuffs

CHECK

Position light, skid tip

CHECK

Fuel tank vent

NO OBSTRUCTIONS

Fuselage skin

CHECK

Passenger steps for condition and security

CHECK

Passenger and cargo doors condition and latching

CHECK

M/R transmission oil level

CHECK

M/R transmission oil filter bypass indicator (if installed)

CHECK

Fuel level; cap security

CHECK

Engine oil level; cap security

CHECK

NOTE: Oil level should be checked within 15 minutes after shutdown.

Overhead canopy for condition and cleanliness

CHECK

Main rotor hub, pitch control rods, blade dampers,

CHECK

swashplate and mast

Lead-lag link attach nuts for cracks

CHECK

Main rotor blades for chordwise cracks on the underside of

CHECK

the blade skin and doubler. If existing, the cracks will be at

the leading and trailing edges of the root fitting in the area

of the two most outboard bolts or outermost end of lower

root fitting.

Oil cooler air inlet

NO OBSTRUCTIONS

Engine air inlet/plenum chamber

NO OBSTRUCTIONS

OR FOREIGN

OBJECTS

When the helicopter has been parked outside during falling or

CAUTION_{blowing snow, remove accumulated ice and snow from engine inlet}

area and all helicopter exterior surfaces. Also open plenum

chamber access door and visually determine that the inlet screen

or particle separator (if installed) has not become clogged with

ice and snow.

Static port

NO OBSTRUCTIONS

All inspections doors/panels

SECURED

FAA Approved

4-4

Revision 17

MD 500E

ROTORCRAFT FLIGHT MANUAL

CSP-E-1

(Model 369E)

Normal Procedures

TAILBOOM/TAIL ROTOR

Tailboom

CHECK: NO DAMAGE

ALLOWED

Position and anti collision lights

CHECK

Stabilizers (vertical, horizontal and end plates)

CHECK: NO DAMAGE

ALLOWED

Tail skid

CHECK

Tail rotor gearbox attachment to tailboom for security and

CHECK

condition

Chip detector and wiring

CHECK

Control push-pull rod and bellcrank

CHECK

Tail rotor transmission oil level

CHECK

Output shaft dust cover, retainer nut, tang washer, rubber

CHECK

bumper.

Check for torque stripe paint across retainer nut, tang washer, and

CAUTION_{fork assembly. If torque stripe on nut and tang washer is not in}

line with stripe on drive fork, the tang washer inner key tang may

be sheared. Advise maintenance.

Tail rotor drive fork conical bearings (if installed):

F F

Pivot tail rotor hub and fork through full range of travel

CHECK

and check for axial play between the conical bearing

inner and outer races. No play is allowed.

Tail rotor drive fork elastomeric bearings (if installed):

NOTE: Check bearing for general condition. Elastomeric bearings are suspected of

being unserviceable if rubber deterioration or separation, or a vibration is noted.

Evidence of light swelling, pock marks and crumbs are surface conditions and

are not indications of bearing failure.

F F

Apply teetering force by hand to tail rotor blades

CHECK

(stop-to-stop). Check for fork-to-bearing bond failure.

Failure is indicated by any motion between outer

bearing cage and fork (bearing turns in fork).

F F

Teeter blades stop-to-stop. Observe four radial molded

CHECK

ridges on each bearing as teetering takes place. If ridges

assume continuous curved shape, bearings are intact.

Discontinuity in molded ridges indicates bearing failure.

Tail rotor pitch bearing

F F

Hold tail rotor hub firmly and check lead-lag play at tip

CHECK FOR WEAR

of each blade. Play in excess of approximately 0.25 in.

on either blade may not be acceptable.

Tail rotor blades and pitch links

CHECK

FAA Approved

Revision 15

4-5

CSP-E-1

ROTORCRAFT FLIGHT MANUAL

MD 500E

Normal Procedures

(Model 369E)

NOTE: Visually check each tail rotor blade abrasion strip for evidence of debonding

along the abrasion strip/airfoil bond line.

Tail rotor drive shaft coupling

CHECK: NO DAMAGE

ALLOWED

F F

Rock tail rotor back and forth in plane of rotation and check main rotor blades

for coincidental movement.

NOTE: If tail rotor blade tip can move in excess of 3/4 inch (1.9 cm) without coincidental

movement of the main rotor blades, inspect tail rotor drive shaft couplings in

accordance with the Handbook of Maintenance Instructions.

Main rotor blades for condition and abrasion strip for

CHECK

condition and bonding (do not handle trim tabs)

Overrunning clutch (turn main rotor blade forward then aft) CHECK

All inspection panels

SECURED

ENGINE COMPARTMENT

Engine mounts, mounting pads, and firewalls

CHECK

Landing gear attach points, rear dampers (leaks and

CHECK

inflation)

Engine oil, air, and fuel lines

CHECK

Scavenge oil filter bypass indicator (if installed)

CHECK

Fuel filter bypass indicator (C20R/2 SP only)

CHECK

Engine electrical connections

CHECK

Generator control unit circuit breakers (2) (generic wire

CHECK

harness only)

Fuel control, N₂ governor, and associated linkages

CHECK

Exhaust ducts

CHECK

Engine compartment doors for condition and security

CHECK

FUSELAGE - LH SIDE

Skid, strut fairings; strut cuffs

CHECK

Position light, skid tip

CHECK

Pilot and cargo doors - condition and latching

CHECK

Passenger steps for condition and security

CHECK

Fuselage skin

CHECK

FAA Approved

4-6

Revision 13

Helicopter MD 500E. Flight Manual (1982-2011) - page 1