206 L4 Manufacturers Data

MANUFACTURERS DATA
BHT-206L4-MD-1
Section 1
SYSTEM DESCRIPTION
1
TABLE OF CONTENTS Subject Introduction ............................................................................................ Helicopter Description General........................................................ Principal Dimensions ............................................................................ Location References.............................................................................. Fuselage Stations .............................................................................. Waterlines........................................................................................... Buttock Lines ..................................................................................... Fuselage General Arrangement ....................................................... Fuselage Forward Section............................................................ Fuselage Intermediate Section .................................................... Fuselage Tailboom Section .......................................................... Cabin Hard Points.................................................................................. Cowlings ................................................................................................. Landing Gear.......................................................................................... Ground Handling.................................................................................... Crew and Passenger Seating................................................................ Seat Restraint Assemblies................................................................ Instrument Panel and Consoles ........................................................... Pitot/Static System ................................................................................ Instrument System................................................................................. Flight Instruments.............................................................................. Airspeed Indicator ......................................................................... Altimeter ......................................................................................... Turn and Slip Indicator .................................................................. Vertical Speed Indicator ................................................................ Attitude Indicator ........................................................................... Inclinometer.................................................................................... Directional Gyro ............................................................................. Navigation Instruments ..................................................................... Magnetic Compass ........................................................................ Propulsion Instruments..................................................................... Dual Tachometer Turbine/Rotor (N2/NR)...................................... Gas Producer Indicator (N1).......................................................... Torquemeter Indicator ................................................................... Turbine Outlet Temperature Indicator.......................................... Engine Oil Pressure/Temperature Indicator ................................ Transmission Oil Pressure/Temperature Indicator..................... Paragraph Number 1-1 ........... 1-2 ........... 1-3 ........... 1-4 ........... 1-4-A ....... 1-4-B ....... 1-4-C ....... 1-5 ........... 1-5-A ....... 1-5-B ....... 1-5-C ....... 1-6 ........... 1-7 ........... 1-8 ........... 1-9 ........... 1-10 ......... 1-10-A ..... 1-11 ......... 1-12 ......... 1-13 ......... 1-13-A ..... 1-13-A-1 .. 1-13-A-2 .. 1-13-A-3 .. 1-13-A-4 .. 1-13-A-5 .. 1-13-A-6 .. 1-13-A-7 .. 1-13-B ..... 1-13-B-1 .. 1-13-C ..... 1-13-C-1 .. 1-13-C-2 .. 1-13-C-3 .. 1-13-C-4 .. 1-13-C-5 .. 1-13-C-6 .. Page Number 1-7 1-7 1-10 1-10 1-10 1-10 1-10 1-10 1-10 1-15 1-16 1-16 1-16 1-17 1-17 1-17 1-17 1-18 1-18 1-18 1-18 1-18 1-23 1-23 1-23 1-23 1-24 1-24 1-24 1-24 1-24 1-25 1-25 1-26 1-26 1-26 1-27
23 OCT 2008Rev. 11-1
BHT-206L4-MD-1
MANUFACTURERS DATA
TABLE OF CONTENTS (CONT) Subject Fuel Pressure/DC Loadmeter ....................................................... Fuel Quantity Indicator.................................................................. FUEL QTY switch (206L4 and 206L3+ IGW Upgrade Helicopters S/N 51244 and Subsequent).......................................................... Miscellaneous Instruments............................................................... Outside Air Temperature Gauge .................................................. Eight Day Clock or Digital Chronometer ..................................... Hourmeter....................................................................................... Caution and Warning System............................................................... Engine Out.......................................................................................... Rotor Low RPM .................................................................................. Warning Audio Mute System ............................................................ Battery Hot ......................................................................................... Battery Relay...................................................................................... Generator Failure............................................................................... Transmission Oil Pressure ............................................................... Transmission Oil Temperature......................................................... Engine Chip Detector ........................................................................ Transmission Chip Detector............................................................. Tail Rotor Gearbox Chip Detector.................................................... Fuel Low ............................................................................................. Fuel Boost Pumps ............................................................................. Fuel Filter............................................................................................ Baggage Door .................................................................................... Litter Door .......................................................................................... Spare Caution Light........................................................................... Fuel Valve Switch .................................................................................. Miscellaneous Control Panel................................................................ Particle Separator Purge Switch ...................................................... Caution and Warning Panel Bright/Dim Switch .............................. Engine Anti-icing Switch................................................................... Hydraulic System Switch .................................................................. Overhead Console ................................................................................. Generator Switch ............................................................................... Battery Switch.................................................................................... Defog Blower Switch ......................................................................... Pitot Heat Switch ............................................................................... Position Light Switch ........................................................................ Anti-collision Light Switch................................................................ Instrument Light Rheostat ................................................................ Lighting Systems................................................................................... Interior Lighting System ................................................................... Exterior Lighting System .................................................................. Cyclic Flight Control Switches ............................................................. Collective Flight Control Switches....................................................... Paragraph Number 1-13-C-7.. 1-13-C-8.. 1-13-C-9.. 1-13-D ..... 1-13-D-1.. 1-13-D-2.. 1-13-D-3.. 1-14......... 1-14-A ..... 1-14-B ..... 1-14-C ..... 1-14-D ..... 1-14-E ..... 1-14-F ..... 1-14-G..... 1-14-H ..... 1-14-I....... 1-14-J...... 1-14-K ..... 1-14-L ..... 1-14-M..... 1-14-N ..... 1-14-O..... 1-14-P ..... 1-14-Q..... 1-15......... 1-16......... 1-16-A ..... 1-16-B ..... 1-16-C ..... 1-16-D ..... 1-17......... 1-17-A ..... 1-17-B ..... 1-17-C ..... 1-17-D ..... 1-17-E ..... 1-17-F ..... 1-17-G..... 1-18......... 1-18-A ..... 1-18-B ..... 1-19......... 1-20......... Page Number 1-27 1-28 1-28 1-28 1-28 1-28 1-29 1-29 1-29 1-29 1-29 1-30 1-30 1-30 1-30 1-30 1-30 1-30 1-30 1-31 1-31 1-31 1-31 1-31 1-31 1-32 1-32 1-32 1-32 1-32 1-32 1-32 1-32 1-33 1-33 1-33 1-33 1-33 1-33 1-34 1-34 1-34 1-34 1-34
1-2Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
TABLE OF CONTENTS (CONT) Subject Governor RPM Increase/Decrease Switch....................................... Landing Light Switch......................................................................... Start Switch ........................................................................................ Rotor Brake ............................................................................................ Ventilation System................................................................................. Defog System ......................................................................................... Portable Fire Extinguisher .................................................................... Electrical System General ................................................................ Battery System................................................................................... External Power System ..................................................................... Battery Charging................................................................................ Generator System .............................................................................. Starter/Igniter System........................................................................ Circuit Breakers and Switches ......................................................... Battery Switch ................................................................................ Generator Switch ........................................................................... Generator Field and Reset Circuit Breakers................................ Start Switch .................................................................................... Electrical System Indicators ............................................................. Electrical System Emergencies and Malfunctions ......................... Battery Hot Warning Light............................................................. Battery Relay Caution Light .......................................................... Generator Fail Caution Light ........................................................ Electrical System Complete Electrical Failure ........................... Fuel System General......................................................................... Fuel System Circulation .................................................................... Fuel Burn Sequence .......................................................................... Fuel Cells ............................................................................................ Fuel Boost Pumps ............................................................................. Fuel Manifold...................................................................................... Fuel Pressure Transducer................................................................. Fuel Valve ........................................................................................... Airframe Fuel Filter ............................................................................ In-Line Fuel Filters and In-Line Check Valves................................. Fuel Flow Switches ............................................................................ Dual Element Ejector Pump .............................................................. Fuel Low Level Detector.................................................................... Fuel Sump Drain Valves .................................................................... Fuel Quantity Transmitter ................................................................. Fuel System Emergency Operation ............................................. Particle Separator .................................................................................. Power Plant ............................................................................................ Compressor........................................................................................ Compressor Bleed System ........................................................... Anti-Icing System........................................................................... Paragraph Number 1-20-A ..... 1-20-B ..... 1-20-C ..... 1-21 ......... 1-22 ......... 1-23 ......... 1-24 ......... 1-25 ......... 1-25-A ..... 1-25-B ..... 1-25-C ..... 1-25-D ..... 1-25-E ..... 1-25-F...... 1-25-F-1 .. 1-25-F-2 .. 1-25-F-3 .. 1-25-F-4 .. 1-25-G ..... 1-25-H ..... 1-25-H-1 .. 1-25-H-2 .. 1-25-H-3 .. 1-25-I....... 1-26 ......... 1-26-A ..... 1-26-B ..... 1-26-C ..... 1-26-D ..... 1-26-E ..... 1-26-F...... 1-26-G ..... 1-26-H ..... 1-26-I....... 1-26-J...... 1-26-K ..... 1-26-L...... 1-26-M..... 1-26-N ..... 1-26-O ..... 1-27 ......... 1-28 ......... 1-28-A ..... 1-28-A-1 .. 1-28-A-2 .. Page Number 1-36 1-36 1-36 1-36 1-36 1-36 1-36 1-37 1-37 1-37 1-37 1-39 1-39 1-39 1-40 1-40 1-40 1-40 1-42 1-42 1-42 1-42 1-42 1-42 1-43 1-45 1-45 1-49 1-49 1-49 1-49 1-49 1-50 1-50 1-50 1-50 1-50 1-50 1-51 1-51 1-52 1-54 1-57 1-57 1-57
23 OCT 2008Rev. 11-3
BHT-206L4-MD-1
MANUFACTURERS DATA
TABLE OF CONTENTS (CONT) Subject Combustion Section.......................................................................... Turbine Section.................................................................................. Turbine Outlet Temperature (TOT) ............................................... Power and Accessory Gearbox........................................................ Engine Torquemeter ...................................................................... Engine Accessories....................................................................... Engine Oil System ......................................................................... Engine Fuel and Control System ................................................. N2 Droop Compensator System ................................................... Retirement Index Number (RIN) ........................................................... Drivetrain System .................................................................................. Freewheel Assembly ......................................................................... Main Driveshaft .................................................................................. Transmission ..................................................................................... Transmission Oil System.................................................................. Transmission Mounts........................................................................ Transmission Restraint..................................................................... Main Rotor Mast................................................................................. Main Rotor System ................................................................................ Main Rotor Blades ............................................................................. Tail Rotor Drive ...................................................................................... Tail Rotor Driveshaft Hanger Bearings............................................ Tail Rotor Gearbox ............................................................................ Tail Rotor Hub And Blade Assembly ................................................... Main Rotor Flight Controls ................................................................... Cyclic Flight Controls........................................................................ Collective Flight Controls ................................................................. Elevator Flight Controls .................................................................... Tail Rotor Directional Controls......................................................... Vertical Control Column.................................................................... Swashplate and Collective Lever ..................................................... Dual Controls ..................................................................................... Hydraulic System................................................................................... Hydraulic System Components........................................................ Hydraulic Pump ............................................................................. Hydraulic Solenoid Valve .............................................................. Hydraulic Filters............................................................................. Pressure Relief Valve .................................................................... Paragraph Number 1-28-B ..... 1-28-C ..... 1-28-C-1.. 1-28-D ..... 1-28-D-1.. 1-28-D-2.. 1-28-D-3.. 1-28-D-4.. 1-28-D-5.. 1-29......... 1-30......... 1-30-A ..... 1-30-B ..... 1-30-C ..... 1-30-D ..... 1-30-E ..... 1-30-F ..... 1-30-G..... 1-31......... 1-31-A ..... 1-32......... 1-32-A ..... 1-32-B ..... 1-33......... 1-34......... 1-34-A ..... 1-34-B ..... 1-34-C ..... 1-34-D ..... 1-34-E ..... 1-34-F ..... 1-34-G..... 1-35......... 1-35-A ..... 1-35-A-1.. 1-35-A-2.. 1-35-A-3.. 1-35-A-4.. Page Number 1-58 1-58 1-58 1-58 1-59 1-59 1-60 1-60 1-62 1-63 1-63 1-63 1-66 1-66 1-66 1-69 1-69 1-70 1-70 1-70 1-71 1-71 1-71 1-72 1-72 1-73 1-73 1-73 1-77 1-77 1-77 1-80 1-80 1-80 1-80 1-82 1-82 1-82
1-4Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
FIGURES Subject General Helicopter and Main Components ......................................... Principal Dimensions ............................................................................ Cabin and Baggage Compartment ....................................................... Instrument Panel.................................................................................... Pitot-static System................................................................................. Cyclic and Collective Control Switches............................................... DC Power System .................................................................................. Left Fuel Boost Pump Alternate Circuit Schematic............................ Fuel System............................................................................................ Fuel Burn Sequence .............................................................................. Particle Separator and Vortex Generator ............................................ Power Plant ............................................................................................ Engine Oil System ................................................................................. Drivetrain System .................................................................................. Freewheel Shaft Assembly ................................................................... Transmission Oil System ...................................................................... Cyclic Controls....................................................................................... Collective Controls ................................................................................ Elevator Controls ................................................................................... Tail Rotor Controls ................................................................................ Swashplate and Support ....................................................................... Hydraulic System................................................................................... Hydraulic System Schematic................................................................ Figure Number 1-1 ........... 1-2 ........... 1-3 ........... 1-4 ........... 1-5 ........... 1-6 ........... 1-7 ........... 1-8 ........... 1-9 ........... 1-10 ......... 1-11 ......... 1-12 ......... 1-13 ......... 1-14 ......... 1-15 ......... 1-16 ......... 1-17 ......... 1-18 ......... 1-19 ......... 1-20 ......... 1-21 ......... 1-22 ......... 1-23 ......... Page Number 1-8 1-11 1-14 1-19 1-22 1-35 1-38 1-41 1-44 1-46 1-53 1-55 1-61 1-64 1-65 1-67 1-74 1-75 1-76 1-78 1-79 1-81 1-83
23 OCT 2008Rev. 11-5/1-6
MANUFACTURERS DATA
BHT-206L4-MD-1
Section 1
SYSTEM DESCRIPTION
1
1-1. INTRODUCTION
The 206L4 LongRanger helicopter, its primary and auxiliary systems, as well as emergency equipment are described in this section. The main helicopter and its components are shown in Figure 1-1. The information in this Manufacturers Data is also applicable to 206L1+ and 206L3+ helicopters (Increased Gross Weight Upgrade kit 206-706-530 i n s ta l l e d per B H T- 2 0 6 - S I - 2 0 5 2 ) . I n f o r m a t i o n t h a t i s specifically applicable to 206L1+ and 206L3+ helicopters will be identified as 206L1+ and 206L3+ IGW Upgrade. The basic 206L4 as well as the 206L3+ IGW Upgrade helicopters have a fuel capacity of 112.0 U.S. gallons (110.7 gallons usable) [99.4 U.S. gallons (98.4 gallons usable) for the 206L1+ IGW Upgrade] distributed into three cells. The helicopters are designed to operate on standard aviation jet fuels. The helicopter is powered by a Rolls-Royce turboshaft engine, model 250-C30P, that provides 490 Shaft Horsepower (SHP) for takeoff and 370 SHP for maximum continuous operation. The drivetrain system provides a means of transmitting power from the engine to the main and tail rotor assemblies. The main rotor is a semi-rigid, seesaw, two blade design that employs a preconed and underslung feathering axis to ensure smooth operation. The tail rotor is a semi-rigid, delta hinged, two blade design. The flight controls are mechanical linkages that are actuated by conventional controls and are used to control flight attitude and direction. Both the cyclic and the collective controls incorporate hydraulic servo actuators. The main rotor controls consist of the swashplate, drive link and pitch links. The hydraulic system provides pressurized fluid to operate the cyclic and collective flight control servo actuators. Operation of the system is electrically controlled by means of the hydraulic system switch. The helicopter can be equipped with various landing gear configurations including: low skid landing gear (stand ard ), high skid landing gear, float landing gear, or emergency flotation gear. 23 OCT 2008Rev. 11-7
1-2. HELICOPTER DESCRIPTION GENERAL

The LongRanger (Figure 1-1) is a single engine, seven place helicopter designed to takeoff and land on any reasonably level terrain. Standard configuration provides for one pilot and six passengers. The fuselage consists of three main sections: the Forward Section which extends from the c a b i n n o s e t o t h e b u l k h e a d a ft o f t h e passenger compartment, the Intermediate Section which extends from the bulkhead aft o f t h e pa s s e n g e r c o m pa r t m e n t t o t h e tailboom, and the Tailboom Section. The helicopter is equipped with a 28 VDC electrical system. The helicopter electrical power is provided by a nickel-cadmium battery, a starter/generator and an external power receptacle.
BHT-206L4-MD-1
MANUFACTURERS DATA
3 4
2 5 1 6 7 TAILBOOM SECTION
8 9
INTERMEDIATE SECTION
36 35
12 11
10 FORWARD SECTION
13 14 34 33 32 31 30 29 28 27 26 15 16 17
25
24 23 22 21 20 19 18
206L4_MD_01_0001
Figure 1-1. General Helicopter and Main Components (Sheet 1 of 2) 1-829 SEP 2006
MANUFACTURERS DATA
BHT-206L4-MD-1
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36.
Hydraulic servo actuators and reservoir Main rotor hub and blades Tail rotor gearbox and servicing door Tail rotor hub and blades Tail rotor driveshaft and cover Horizontal stabilizer and end plates Engine and transmission oil cooler blower Engine and access door Baggage compartment door Main input driveshaft Litter door Cabin ventilation inlet Aft fairing Engine cowling Air inlet induction cowling Transmission cowling Forward cowling Pitot tube External power receptacle Battery Static port Crew door Passenger door Landing gear Fuel cell filler cap Fuel sump drain button Fuel shutoff valve panel Main transmission Intake cowling access door Tailboom attachment access panel Engine oil tank and access panel Navigation light Tailboom Tail skid Vertical fin Strobe (anti-collision) light
206L4_MD_01_0026
Figure 1-1. General Helicopter and Main Components (Sheet 2 of 2) 29 SEP 20061-9
BHT-206L4-MD-1
MANUFACTURERS DATA Intermediate Section, and the Tailboom Section.
1-3. PRINCIPAL DIMENSIONS

Principle exterior dimensions are shown in Figure 1-2. All height dimensions must be considered approximate due to variations in loading and landing gear deflection. Principle interior dimensions of the cabin and baggage compartment are shown in Figure 1-3.
1-5-A.
FUSELAGE FORWARD SECTION
1-4. LOCATION REFERENCES

Locations on and within the helicopter can be determined in relation to fuselage stations, waterlines and buttock lines, measured from k n o w n r e f e r e n c e p o i n ts . R e f e r t o t h e BHT-206L4-MM, Chapter 6 (BHT-206L1-MM/ BHT-206L3-MM for 206L1+ and 206L3+ IGW Upgrade) for a lines drawing of the helicopter.
1-4-A.
FUSELAGE STATIONS
The forward section (Figure 1-1) utilizes aluminum honeycomb structure and provides the major load carrying elements of the forw ard cabin. It provides for pilot and passenger seating, fuel cell enclosure, and pylon support. The cabin area accommodates up to seven persons or 80 cubic feet (2.2 m3) of cargo. The pilot's station is situated on the right side of the crew compartment. The left side can accommodate a passenger, or a copilot if the dual controls are installed. Floor loading in the cabin area is limited to 75 pounds per square foot (3.7 kg/100 cm2). The crew and passenger doors contain a three-component wedge shaped window of blue tinted plastic with the lower forward section being used as a sliding window for ventilation. This sliding window is adjustable and the window handle functions not only as a handle to open, but also as a retainer to keep the window from sliding out of the track. The windshields are fabricated of tinted acrylic plastic and are supported by formed aluminum alloy sections. Two blue-tinted transparent lower windows (chin bubbles) fabricated of plastic are located in the lower cabin nose section. Two cabin roof windows (skylights) are provided in the roof of forward compartment. The right side cabin panel window is fixed and made of tinted plastic. The helicopter is equipped with five entrance/ exit doors for crew and passengers, as well as a variety of hinged doors and panels, which provide access for inspection and servicing. Crew and passenger doors are located on both sides of the fuselage, while a single litter door and a baggage compartment door are located on the left side of the helicopter.
Fuselage stations (FS or STA) are vertical planes perpendicular to, and measured along the longitudinal axis of the helicopter. Station zero is the reference datum plane and is located 55.16 inches (1401 mm) forward of the forward jack point centerline.
1-4-B.
WATERLINES
Wa t e r l i n e s ( W L ) a r e h o r i z o n ta l p l a n e s perpendicular to, and measured along the vertical axis of the helicopter. Waterline zero is a plane 20 inches (508 mm) below the lowest point on the fuselage of the helicopter.
1-4-C.
BUTTOCK LINES
Buttock lines (BL) are vertical planes perpendicular to, and measured to the left and right along the lateral axis of the helicopter. Buttock line zero is a plane at the longitudinal centerline of the helicopter.
1-5. FUSELAGE GENERAL ARRANGEMENT

The fuselage (Figure 1-1) consists of three main sections: the Forward Section, the 1-10Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
206L4 (206L1+ AND 206L3+ IGW UPGRADE) STANDARD LOW GEAR
6 FT. 10.7 IN. (2.10 m)
4 FT. 4.0 IN. (1.32 m)
6 FT. 4.2 IN. (1.93 m)
AT GROSS WT .OF 4000 LBS. 7 FT. 8.1 IN. (2.34 m) PIVOT POINT 4 FT. 4.0 IN. 1 FT. 1.0 IN. (1.32 m) (0.33 m)
NO LOAD ON GEAR 7 FT. 5.0 IN. (2.30 m)
TURNING RADIUS 23 FT. 10.0 IN. (7.26 m)
5.5
3 FT. 2.9 IN. (0.988 m) 37 FT. 0.0 IN. (11.28 m) 23 FT. 6.2 IN. (7.17 m) 5 9 FT. 6.1 IN. (2.90 m) 6 FT. 5.7 IN. (1.97 m) 10 FT. 0.4 IN. (3.05 m) 5 CLEARANCE 1 FT. 11.3 IN. (0.59 m) 6 FT. 2.7 IN. (1.90 m) 8 30' FLAPPING (UP + DOWN) 5.25 IN. (0.13 m)
C PITCH CHANGE
AXIS 215' PRECONE
5 FT. 5.0 IN. (1.65 m)
GROUND LINE AT 4000 LBS. GW

10 FT. 2.4 IN. (3.11 m) 6 FT. 0.0 IN. (1.83 m) 3 FT. 8.0 IN. (1.12 m) 1 FT. 3.0 IN. (0.38 m) 9 FT. 10.9 IN. (3.02 m)
DOOR OPENING (APPROXIMATE) 3.33 FT. HEIGHT (1.02 m) 5.0 FT. WIDTH (1.52 m)
2 FT. 10.5 IN. (0.88 m)
12 FT. 10.2 IN. (3.92 m) 42 FT. 8.5 IN. (13.02 m) 11 FT. 8.3 IN. (3.56 m)
206L4_MD_01_0002_c1
Figure 1-2. Principal Dimensions (Sheet 1 of 3) 23 OCT 2008Rev. 11-11
BHT-206L4-MD-1
MANUFACTURERS DATA
206L4 (206L1+ AND 206L3+ IGW UPGRADE) HIGH SKID GEAR
6 FT. 10.7 IN. (2.10 m)
1 FT. 6.0 IN. (0.46 m)
4 FT. 4.0 IN. (1.32 m)
6 FT. 4.2 IN. (1.93 m)
5.5
3 FT. 2.9 IN. (0.988 m) 37 FT. 0.0 IN. (11.28 m) 5 10 FT. 0.0 IN. (3.05 m) 23 FT. 6.2 IN. (7.17 m) 10 FT. 0.4 IN. (3.05 m) 5 CLEARANCE 1 FT. 11.3 IN. (0.59 m) 10 FT. 10.8 IN. (3.32 m) 6 FT. 5.7 IN. (1.97 m) 5.25 IN. (0.13 m)
C PITCH CHANGE
215' PRECONE AXIS
8 30' FLAPPING (UP + DOWN)
7 FT. 1.2 IN. (2.16 m)
5 FT. 5.0 IN. (1.65 m)

11 FT. 0.9 IN. (3.38 m) 6 FT. 0.0 IN. (1.83 m) 4 FT. 0.0 IN. (1.21 m) 2 FT. 1.2 IN. (0.64 m) 9 FT. 10.8 IN. (3.01 m)
3 FT. 10.8 IN. (1.18 m)
206L4_MD_01_0052_c1
Figure 1-2. Principal Dimensions (Sheet 2 of 3) 1-12Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
206L4 (206L1+ AND 206L3+ IGW UPGRADE) EMERGENCY FLOAT KIT
6 FT. 10.7 IN. (2.10 m)
6 FT. 4.2 IN. (1.93 m)
5.5
3 FT. 2.9 IN. (0.988 m) 37 FT. 0.0 IN. (11.28 m) 5 10 FT. 0.0 IN. (3.05 m) 23 FT. 6.2 IN. (7.17 m) 10 FT. 0.4 IN. (3.05 m) 5 CLEARANCE 1 FT. 11.3 IN. (0.59 m) 10 FT. 10.8 IN. (3.32 m) 6 FT. 5.7 IN. (1.97 m) 5.25 IN. (0.13 m)
C PITCH CHANGE
215' PRECONE AXIS
8 30' FLAPPING (UP + DOWN)
7 FT. 1.2 IN. (2.16 m)
5 FT. 5.0 IN. (1.65 m)

11 FT. 0.9 IN. (3.38 m) 6 FT. 0.0 IN. (1.83 m) 2 FT. 6.0 IN. (0.75 m) 2 FT. 1.2 IN. (0.64 m) 14 FT. 4.8 IN. (4.39 m) 3 FT. 10.8 IN. (1.18 m)
206L4_MD_01_0053_c1
Figure 1-2. Principal Dimensions (Sheet 3 of 3) 23 OCT 2008Rev. 11-13
BHT-206L4-MD-1
MANUFACTURERS DATA
1.3 FT (0.4 m)
3.6 FT (1.1 m)
4.2 FT (1.3 m)
1.8 FT (0.5 m)
3.7 FT (1.1 m)
5.0 FT (1.5 m) 4.2 FT (1.3 m)
3.1 FT (0.9 m)
2.1 FT (0.6 m)
NOTE
Aft cabin space 80 cubic feet (2.2 m) Left forward cabin 20 cubic feet (0.6 m ) Cabin floor stressed for 75 pounds/square foot (3.7 kg/100 cm ) Baggage compartment 16 cubic feet (0.45 m ) Baggage compartment floor stressed for 86 pounds/square foot (4.2 kg/100 cm )
206L4_MD_01_0003
Figure 1-3. Cabin and Baggage Compartment 1-14Rev. 123 OCT 2008
MANUFACTURERS DATA A crew door is installed on each side of the forward fuselage to provide access to the cockpit area. Each door is equipped with a latch assembly, which may be operated from either side of the door, and a lock, installed in the exterior door handle. Each door incorporates a sliding window and a stationary window. A passenger door is installed on each side of the fuselage to provide access to the cabin area. Each door is equipped with a latch assembly, which may be operated from either side of the door, and a lock installed in the exterior door handle. The left passenger door is hinged on the litter door so that the two may be opened together to aid in loading the helicopter. The litter door, located between the crew and passenger doors on the left side of the helicopter, is hinged forward and is opened in conjunction with the left passenger door to provide increased access for loading the cabin area. The door must be closed and latched properly, or the LITTER DOOR OPEN warning light will illuminate. The baggage compartment door, located aft of the passenger door on the left side of the helicopter, is hinged forward and is secured by two pushbutton latches and a keyed lock. Door locks are installed in the crew, litter, passenger, and baggage compartment doors to provide security to the cockpit, cabin, and baggage areas. Locks are similar in construction, and are keyed alike. The battery access door, located on the nose of the helicopter, provides access to the b a t t e r y, b a t t e r y r e l a y, Tu r b i n e O u t l e t Temperature (TOT) light reset key switch, hourmeter circuit breaker, hourmeter, and left fuel boost pump circuit breaker. The access door is hinged aft, and two camloc fasteners secure the forward edge of the door to the fuselage.
BHT-206L4-MD-1 Doors and panels are also provided at various locations in the cowling and fairings for servicing and inspection. The engine oil reservoir access door and the oil cooler access door are located on the aft fairing. The engine cowling has side panels which are hinged for easy access, and the air induction cowling has doors on both sides for inspection of the transmission area. Most miscellaneous access doors open on piano hinges and are secured with flush latches and winghead stud fasteners.
1-5-B.
FUSELAGE INTERMEDIATE SECTION
The intermediate section (Figure 1-1) utilizes an aluminum semi-monocoque construction and provides a deck for engine installation, a baggage compartment, and a compartment under the engine deck for heater and electrical equipment. A titanium engine pan, located below the engine, acts as both a drip pan and firewall. It provides clearance to remove accessories without having to remove the engine. The engine pan along with the titanium fore and aft firewalls are fitted within the top part of this section to form the engine compartment. Located directly below the engine area is the baggage compartment. This compartment has a volume capacity of 16 cubic feet (0.45 m 3) and can carry a maximum of 250 pounds (113.4 kg) not to exceed 86 pounds per square foot (4.2 kg/cm2). The baggage door, located on the left side of the fuselage and hinged at the forward end, opens the full width and height of this compartment and it is secured by means of two pushbutton latches and a keyed lock. Within the compartment are 10 tie-down footman loops to secure cargo and equipment. The equipment compartment is the area b e h i n d t h e pa r c e l s h e l f a n d a b o v e t h e baggage compartment. It contains the DC power system electrical relays and voltage regulator and has space for the optional 23 OCT 2008Rev. 11-15
BHT-206L4-MD-1 heater or environmental control unit and provides a convenient location near the source of bleed air.
MANUFACTURERS DATA A one-piece cowling is used to cover the tail rotor driveshafts and is secured with quick release fasteners. The tail rotor gearbox fairing encloses the tail rotor gearbox and is attached to the tailboom and vertical fin. It incorporates a white position light and three screens. The screens provide cooling airflow for the tail rotor gearbox. The oil level in the gearbox is visible through one of the screened openings.
1-5-C.
FUSELAGE TAILBOOM SECTION
The tailboom (Figure 1-1) is attached to the aft fuselage by means of four bolts. It consists of an aluminum alloy monocoque tailboom which supports the tail rotor drivetrain as well as a horizontal stabilizer with end plates, vertical fin, and fairings. Modifications of the tailboom, including installation of antenna, lights or equipment that change the mass or mass distribution of the helicopter, are not permitted without appropriate Bell Helicopter approval. The horizontal stabilizer is constructed of aluminum honeycomb. The stabilizer is an inverted airfoil that provides a downward resultant lift on the tailboom to maintain the cabin in a nearly level attitude throughout the cruise airspeed range and to aerodynamically streamline the fuselage to reduce drag. Leading edge slats are installed to improve pitch stability during climbs. A controllable trailing edge synchronized elevator modifies the downforce transmitted to the tailboom based on airflow across the unit. Th e le ad in g ed ges o f the e nd pla tes or dynamic dihedrals, located on each end of the horizontal stabilizer, are offset 5 to the left of centerline (Figure 1-2). The offset improves dihedral (roll) stability of the helicopter in forward flight. The vertical fin, constructed primarily of aluminum and honeycomb material, provides directional (yaw) stability. The leading edge of the fin is canted 5.5 outboard to reduce tail rotor thrust requirements during forward flight (Figure 1-2). It contains a top fairing to mount the anticollision light and a rubber bumper and tail skid to protect the tail rotor and w arn the pilot o f a tail-low landing attitude. 1-16Rev. 123 OCT 2008
1-6. CABIN HARD POINTS

Two airframe hard points are located on the belly of the helicopter forward of the front crosstube and one hard point is located on the belly aft of the baggage compartment. These hard points are used for jacking and mooring. Clevises may be attached to these hard points for securing helicopter tie-downs. The hard points are not to be used for towing. Refer to Section 2 for additional information.
1-7. COWLINGS
The forward, transmission, air inlet induction, engine, and aft fairing cowlings (Figure 1-1) are constructed of aluminum alloy, fiberglass, or honeycomb materials. Each section is readily removable for engine and transmission maintenance. Access doors are provided with flush-type latches that permit inspections and servicing without removing the cowling. The forward cowling incorporates a single point hinge fitting assembly that is located at the forward end of the fairing. Two support rods are stowed inside to support the fairing in a raised position. Two toggle hook latch fittings secure the cowling in the closed position. The transmission cowling encloses the forward portion of the main transmission and co ntrol linka ge from the coc kp it to the swashplate.
MANUFACTURERS DATA The air inlet induction cowling encloses the aft portion of the main transmission. Inlet ducts are provided on each side of the air induction cowling to direct the airflow into the induction screen or particle separator. Two doors are also provided for maintenance and inspection of the induction area and main transmission. The induction screen is located inside and attached to the air induction cowl and the forward side of the forward engine firewall. The engine cowling, which includes the e n g i n e u p p e r c o w li n g a n d e n g in e s i d e cowling doors, is constructed of aluminum alloy. It contains two screen vents forward of the cutout for the exhaust stack. Hinged to the engine upper cowling are two engine side doors. The side doors are constructed of aluminum alloy and incorporate five screen vents, three flush latches, and two camloc fasteners. The right engine side door includes a screen vent for the starter/generator inlet air cooling duct. Each engine side door may be hinged open and supported by a rod for access into the engine compartment. The aft cowling is constructed of aluminum alloy and incorporates two screen vents, oil cooler and oil tank access doors, and a cutout for the oil cooler blower exhaust.
BHT-206L4-MD-1 installed, the front mounting hardware must be modified to include a spacer bar, springs, a n d t w o l o w e r s u p p o r ts p e r s i d e . T h i s additional attachment hardware will prevent medium frequency vibrations from being transmitted from the landing gear to the airframe. It is recommended that no components be attached to the landing gear assembly except a s d e s i g n a t e d b y t h e m a n u f a c t u r e r. Unauthorized attachments may lead to failure of the crosstubes.
1-9. GROUND HANDLING

Ground handling wheels may be attached to the two lugs on the skid tubes. Care should be e xerc ise d to ma ke su re tha t g rou nd handling wheels are properly maintained and securely attached to the skids, prior to lifting the helicopter. Tow rings are located on the inside of each skid. Never attach a towing device to any other location. Refer to Section 2 for additional information.
1-10. CREW AND PASSENGER SEATING

All seat back cushions are constructed of soft sponge with styrene backing. Seat cushions are constructed of soft urethane foam. Back and seat cushions are bonded to tubular frames and upholstered with fabric resistant to flame, fluids, and climatic conditions. A small storage area is located behind each crew seat. Aft facing seats are equipped with an adjustable headrest.
1-8. LANDING GEAR

The skid landing gear (Figure 1-1) consists of two skid tubes attached on the ends of two arched crosstubes that are secured to the fuselage by means of four strap assemblies. Each skid tube is designed with a forward end step, a tow fitting, two saddle fittings for crosstube attachment, six separate shoes along the bottom, a rear cap, and two eyebolt fittings for mounting of ground handling wheels. The airfoil type skid landing gear fairings (optional) enclose the forward and aft crosstubes. These fairings are constructed from white thermoplastic with aluminum alloy stiffeners and supports. When the optional high skid gear or emergency lightweight flotation gear is
1-10-A. SEAT RESTRAINT ASSEMBLIES

Each crew and passenger seat is equipped with a restraint assembly that consists of an inertia reel, shoulder harness, and an adjus table sea t belt. Th e ine rtia reel is provided with an anti-rebound lock feature a n d i s c a pa b l e o f r e t r a c t i n g 2 2 i n c h e s (558.8 mm) of web belt. 23 OCT 2008Rev. 11-17
BHT-206L4-MD-1
MANUFACTURERS DATA mounted in the upper left corner of the pilot's w i n d s h i e l d . T h e m a g n e t i c c o m pa s s i s m o u n t e d t o t h e r ig h t s i d e o f t h e c a b i n structure slightly forward of the instrument panel. The hourmeter is mounted in the battery compartment.
1-11. INSTRUMENT PANEL AND CONSOLES

The instrument panel (Figure 1-4) is mounted on a center pedestal forward of the two crew seats and the top is tilted forward at a 5 angle for maximum visibility. Flight instruments are located on the right side of the panel and system instruments are in two vertical rows to the left of the flight instruments. Caution and Warning panel lights are mounted just below the glare shield across the top of the instrument panel. The pedestal extends aft from the instrument panel between the seats to form a console for the radios and miscellaneous controls. The overhead console is centrally positioned aft of the windshields on the cockpit ceiling. This console contains most of the circuit breakers and electrical switches.
1-13-A. FLIGHT INSTRUMENTS

The flight instruments include the airspeed indicator, altimeter, turn and slip indicator (optional), vertical speed indicator (optional), attitude indicator (optional) or inclinometer and directional gyro (optional). 1-13-A-1. AIRSPEED INDICATOR
1-12. PITOT/STATIC SYSTEM

T he p ito t t u be is m o u n te d o n th e m o st forward part of the cabin nose structure (Figure 1-5). The tube supplies impact air to the airspeed indicator. Turning the PITOT HEAT switch to the ON position activates the heater element for the pitot tube. Static air pressure for the airspeed, altimeter and vertical speed indicator operation is obtained from two non-heated static ports on the left and right sides of the helicopter, aft of the cabin lower chin bubble windows.
206L4_MD_01_0007
1-13. INSTRUMENT SYSTEM

The instrument system (Figure 1-4) is divided into fo ur s epara te c ateg ories : flight, navigation, propulsion, and miscellaneous. All indicators are installed in the hinged instrument panel except the OAT gauge, compass, and hourmeter. The OAT gauge is 1-1829 SEP 2006
The airspeed indicator is a standard pitot/ static instrument. This indicator provides an airspeed reading in knots (KTS) and miles per hour (MPH) by measuring the difference between impact air pressure from the pitot tube and the static air pressure from the static ports. The indicator presents airspeed from 0 to 150 knots and is scaled in 5-knot increments at 20 knots and above. A maximum autorotation speed blue line is located at 100 knots and a maximum speed (VNE) red line is located at 130 knots.
MANUFACTURERS DATA
BHT-206L4-MD-1
SPARE SPARE
FUEL LOW SPARE
SPARE SPARE
LITTER DOOR OPEN SPARE
SPARE SPARE
GEN FAIL BAGGAGE DOOR
R/FUEL PUMP L/FUEL PUMP
FUEL FILTER T/R CHIP
ENG CHIP TRANS CHIP
TRANS BATTERY ENG OUT OIL PRESS HOT TRANS ROTOR BATTERY OIL TEMP LOW RPM RLY
CAUTION
7
LT TEST
6 8
2 1
ENG 15 OIL 15 10 P PSI 5 0 10 5
60 70 50 80 40 TORQUE 90 30 100 20 PERCENT 110 10 120 0
WRN HORN MUTE
150
20 40
C T
X 10
120 100
22
17 4 AIRSPEED 14 MPH 6 12 X 10 8 10 KNOTS
TOT
23
60
PULL FOR QUICK ERECT
80
LT TEST
XMSN 15 OIL 15 10 P PSI 5
10 5
C T
2 1
4 5 3 TURB 6
OUT
16
7
14 10 9
21
X 10
TEMP CX100 8
FWD
20
3 4 5
60 70 80 GAS
PRODUCER
50 40 30
ROTOR 80 T POWER 90 TURBINE
60
70
TOTAL FUEL QTY

THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS SPECIFIED IN THE APPROVED HELICOPTER FLIGHT MANUAL. MINIMUM COCKPIT WEIGHT 170 LBS. SELECTIVE PASSENGER LOADING WHEN BOTH CREW SEATS ARE OCCUPIED ONLY ONE (1) MID PASSENGER IS PERMITTED UNLESS THERE ARE TWO (2) AFT PASSENGERS. WHEN ONLY ONE (1) CREW SEAT IS OCCUPIED, NO MORE THAN TWO (2) AFT PASSENGERS ARE PERMITTED UNLESS THERE IS ONE (1) MID PASSENGER. ABOVE 4,150 LB GW, ALTERNATE PASSENGER LOADING FROM SIDE TO SIDE. REFER TO RFM WEIGHT AND BALANCE FOR ADDITIONAL LOADING INFORMATION.
100
2 1 0
FUEL QTY LBS x100
6 7 8
50 40 30 20
90
17
20
PERCENT 110 RPM
R
10 0 120
% RPM
10
3 2
100
6 9 7 8
AVOID CONT OPS 71.8% TO 91.5% N2
11
2 MIN TURN
LOAD FUEL
10 5
3 2 1
OBS
12
ON FUEL VALVE OFF
% DC PSI P
0
X 10
19
18
15
13
(TYPICAL)
Figure 1-4. Instrument Panel (Sheet 1 of 3)
206L4_MD_01_0043_c1
23 OCT 2008
Rev. 1
1-19
BHT-206L4-MD-1
MANUFACTURERS DATA
29
24 25
26
27
28
MISCELLANEOUS CONTROL PANEL (TYPICAL)

38 37 30
36
35
31
34
33
32
OVERHEAD PANEL (TYPICAL)

Figure 1-4. Instrument Panel (Sheet 2 of 3)
206L4_MD_01_0044_c1
1-20
Rev. 1
23 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38.
Engine oil temperature/pressure gauge Torquemeter indicator Airspeed indicator RPM warning horn mute button Attitude indicator (optional)/inclinometer (not shown) Caution and warning panel Caution and warning panel light test button Altimeter indicator Vertical speed indicator (optional) Directional gyro/horizontal situation indicator (optional) Turn and slip indicator (optional) Fuel valve switch and guard Radio magnetic indicator (RMI) (optional) Dual tachometer indicator VOR indicator (optional) Turbine outlet temperature gauge Gas producer indicator Clock Fuel pressure/loadmeter gauge Fuel quantity gauge Forward fuel cells quantity switch Turbine outlet temperature gauge light test button Transmission oil temperature/pressure gauge Miscellaneous controls panel Particle separator purge switch (optional) Caution and warning panel Bright/Dim switch Engine anti-icing switch Hydraulics switch Overhead panel Anti-collision light switch Generator switch Battery switch Defog blower switch Pitot heat switch Attitude indicator switch (optional) Heater/air conditioning switch (optional) Position light switch Instrument light intensity rheostat
206L4_MD_01_0037
Figure 1-4. Instrument Panel (Sheet 3 of 3) 29 SEP 20061-21
BHT-206L4-MD-1
MANUFACTURERS DATA
Figure 1-5. Pitot-static System 1-2229 SEP 2006
MANUFACTURERS DATA 1-13-A-2. ALTIMETER
BHT-206L4-MD-1 straight and level flight, i.e. "in trim". If the helicopter is in a slip or skid, the ball will move off center. 1-13-A-4. VERTICAL SPEED INDICATOR
206L4_MD_01_0008
The barometric pressure altimeter presents an altitude reading in feet above mean sea level (MSL) based on the relationship between the static air pressure and the barometric setting on the altimeter. The barometric setting may be adjusted to reflect the current barometric pressure corrected to sea level in inches of mercury or in millibars, depending on the instrument installed. 1-13-A-3. TURN AND SLIP INDICATOR
206L4_MD_01_0015
The vertical speed indicator (optional) utilizes static air pressure to present rate of climb or descent information from 0 to 4000 feet per minute. 1-13-A-5. ATTITUDE INDICATOR
206L4_MD_01_0010
The turn and slip indicator (optional) turn needle is powered by the 28 VDC bus through the TURN IND circuit breaker. The turn needle indicates the rate at which the helicopter is turning about the vertical axis in degrees per second. The ball indicates when the helicopter is in a coordinated turn or balanced
206L4_MD_01_0056
The attitude indicator (optional) is powered by the 28 VDC bus and presents pitch and roll attitudes of the helicopter in relation to the horizon. A fail flag will be visible when power to the indicator is lost, warning that attitude information is unreliable. 29 SEP 20061-23
BHT-206L4-MD-1 The manual caging knob should be pulled out to erect the gyro when power is applied. The pitch trim knob is used to adjust the helicopter symbol vertically. 1-13-A-6. INCLINOMETER
MANUFACTURERS DATA flux valve and therefore, must be set prior to takeoff and periodically during flight to correct for magnetic variation and gyroscopic precession. A fail flag will be visible when p ow er to th e i nd i ca to r is l o st , w a rn in g directional information is unreliable.
1-13-B. NAVIGATION INSTRUMENTS

The navigation instrument on the basic helicopter is the magnetic compass. All other navigation instruments are not part of the basic helicopter. See the avionics manufacturers documentation for applicable information. 1-13-B-1. MAGNETIC COMPASS
206L4_MD_01_0050
The inclinometer consists of a curved glass tube, ball, and dampening fluid. The ball indicates when the helicopter is in a coordinated turn or balanced straight and level flight, i.e. "in trim". If the helicopter is in a slip or skid, the ball will move off center. 1-13-A-7. DIRECTIONAL GYRO
206L4_MD_01_0009
T h e m a g n e t i c c o m pa s s i s a s ta n d a r d , non-stabilized, magnetic-type instrument mounted on a support attached to the pilot side of the forward cabin next to the door post. A compass correction card is located below the instrument.
1-13-C. PROPULSION INSTRUMENTS

The propulsion instruments consist of the dual tachometer, gas producer tachometer, t o r q u e m e t e r i n d i c a t o r, t u r b i n e o u t l e t temperature indicator, engine oil pressure/ temperature indicator, transmission oil pressure/temperature indicator, fuel pressure/ DC loadmeter indicator and fuel quantity indicator.
206L4_MD_01_0049
The directional gyro (optional) is powered by the 28 VDC bus. It is not slaved to a magnetic 1-2429 SEP 2006
MANUFACTURERS DATA 1-13-C-1. DUAL TACHOMETER TURBINE/ ROTOR (N2/NR) 1-13-C-2.
BHT-206L4-MD-1 GAS PRODUCER INDICATOR (N1)
206L4_MD_01_0011
206L4_MD_01_0012
The dual tachometer is equipped with two pointers, one displaying main rotor RPM on the inner scale and one that displays engine power turbine RPM on the outer scale. All scales are presented in percent of rated RPM. NOTE The rotor (N R ), and turbine (N 2 ), tachometer generators are self-generating and will operate without electrical bus power. The T (engine) indication is powered by the power turbine (N2) tachometer generator that is mounted on the left front side of the engine accessory gearcase. The R (rotor) indication is powered by the rotor tachometer generator mounted onto the tran smissio n o il pu mp pa d o n the transmission lower case.
NOTE An alternate indicator to that shown may be installed. Refer to the BHT-206L4-FM-1, Section 1. NOTE The gas producer (N 1 ) tachometer generator is self-generating and will operate without electrical bus power. The gas producer indicator (N 1 ) displays engine gas producer speed in percent of rated RPM. The outer scale of the gauge displays in 2% increments and the smaller dial scale displays in 1% increments. The indication is powered by the gas producer tachometer generator that is mounted onto the right front of the engine accessory gearcase.
23 OCT 2008Rev. 11-25
BHT-206L4-MD-1
MANUFACTURERS DATA
1-13-C-3.
TORQUEMETER INDICATOR
NOTE Alternate indicators to that shown may be installed on 206L1+ and 206L3+ IGW Upgrade helicopters. Refer to the BHT-206L4-FM-1, Section 1. Turbine Outlet Temperature (TOT) indicator displays engine turbine gas temperature in degrees Celsius. Four probes measure gas tem p er atu re b etw e en th e ga s p rod uc er turbine and the power turbine. The TOT gauge is powered by the 28 VDC bus through the 3-amp TOT IND circuit breaker. A TOT Light Test button is located on the left side of the instrument panel.
206L4_MD_01_0013
1-13-C-5.
NOTE The engine torquemeter indicator operates without electrical bus power. The engine torquemeter is a wet oil gauge. The system utilizes engine oil that has been m e te re d b y t he to rq u em e te r g e ar sh a ft assembly within the engine to indicate power output of the engine. The gauge displays in percent torque. 1-13-C-4. TURBINE OUTLET TEMPERATURE INDICATOR
ENGINE OIL PRESSURE/ TEMPERATURE INDICATOR
206L4_MD_01_0017
NOTE The pressure side of the gauge operates without electrical bus power. The engine oil pressure gauge is a wet oil gauge. The engine oil pressure/temperature indicator displays oil pressure in PSI on the left side of the instrument and oil temperature in degrees Celsius on the right side. The engine oil temperature input signal is provided by a thermo-bulb installed on the
206L4_MD_01_0018
1-26Rev. 123 OCT 2008
MANUFACTURERS DATA engine oil tank. The temperature side of the gauge is powered by the 28 VDC bus through the 3-amp ENG TEMP IND circuit breaker in the overhead panel. 1-13-C-6. TRANSMISSION OIL PRESSURE/ TEMPERATURE INDICATOR 1-13-C-7.
BHT-206L4-MD-1 FUEL PRESSURE/DC LOADMETER
206L4_MD_01_0021
NOTE
206L4_MD_01_0019
NOTE The pressure side of the gauge operates without electrical bus power. The transmission oil pressure/temperature indicator displays oil pressure in PSI on the left side of the instrument and oil temperature in degrees Celsius on the right side. The transmission oil pressure gauge is a wet oil gauge. The transmission oil temperature input signal is provided by a thermo-bulb installed on the t r a n s m i s s i o n o i l f i l t e r a s s e m b l y. T h e temperature side of the gauge is powered by the 28 VDC bus through the 3-amp XMSN TEMP IND circuit breaker in the overhead panel.
Alternate indicator to that shown may be installed on 206L1+ and 206L3+ IGW Upgrade helicopters. Refer to the BHT-206L4-FM-1, Section 1. The fuel pressure/DC loadmeter displays fuel pressure in PSI on the right side of the instrument and the DC current load of the generator on the left side of the instrument. Fuel pressure is derived from a pressure-operated transducer that measures the output pressure of the boost pumps. The transducer is located just below the fuel shutoff valve. The pressure side of the gauge is powered by the 28 VDC bus through the 3-amp QTY PRESS circuit breaker in the overhead panel. The loadmeter indicates the load in percentage that is supplied to the 28 VDC bus from the generator. The loadmeter signal is provided from the loadmeter shunt located in the electrical equipment shelf. The circuit is completed through two circuit breakers in close proximity to the shunt. The DC loadmeter indicates the load in amperes that is being supplied to the 28 VDC bus by the 23 OCT 2008Rev. 11-27
BHT-206L4-MD-1 generator. The maximum continuous load is 90% (180 amps). 1-13-C-8. FUEL QUANTITY INDICATOR
MANUFACTURERS DATA TOTAL position allows the gauge to display the fuel quantity of the entire system.
1-13-D. MISCELLANEOUS INSTRUMENTS

The miscellaneous instruments are the OAT gauge, the clock, and the hourmeter. 1-13-D-1. OUTSIDE AIR TEMPERATURE GAUGE
206L4_MD_01_0020
NOTE Alternate indicator to that shown may be installed on 206L1+ IGW Upgrade helicopters. Refer to the BHT-206L4-FM-1, Section 1. The fuel quantity indicator displays total fuel quantity in pounds. The gauge will indicate 752.8 pounds (669.1 POUNDS, 206L1+ IGW Upgrade) (JP-5 at 15C) with a full fuel load. The signal is generated by the fuel quantity transmitter that is connected to three fuel probes located in the fuel system. The fuel quantity indicator is powered by the 28 VDC bus through the 3-amp QTY PRESS circuit breaker on the overhead panel. 1-13-C-9. FUEL QTY SWITCH (206L4 AND 206L3+ IGW UPGRADE HELICOPTERS S/N 51244 AND SUBSEQUENT)
206L4_MD_01_0055
The Outside Air Temperature (OAT) gauge is mounted in the upper left corner of the pilots windshield. It provides OAT information in both degrees Celsius and Fahrenheit. 1-13-D-2. EIGHT DAY CLOCK OR DIGITAL CHRONOMETER
The FUEL QTY switch has two positions (FWD and TOTAL). The switch is spring loaded to the TOTAL (center) position. Holding the switch in the FWD position causes the fuel gauge to indicate fuel quantity in the forward cells only. Allowing the switch to return to the 1-28Rev. 123 OCT 2008
206L4_MD_01_0014
MANUFACTURERS DATA The eight day clock or digital chronometer (shown), is mounted in the lower left area of the instrument panel. Features of the digital clock include Universal Coordinated Time (GMT), Local Time (LT) in 24-hour format, or Elapsed Time. Elapsed Time feature includes a count up timer to a maximum of 99 hours, 59 minutes. The eight day clock provides information in hours, minutes, and seconds and needs to be would mechanically. 1-13-D-3. HOURMETER
BHT-206L4-MD-1 segmented indicator light is in series with its respective system. The warning lights are colored RED while caution lights are colored AMBER. Pressing the CAUTION LT TEST button will illuminate all the lights.
1-14-A. ENGINE OUT
The ENGINE OUT warning system provides simultaneous visual and audible indications of an engine out condition. This includes an ENGINE OUT warning light, located on the caution and warning light panel, and the ENGINE OUT warning horn (intermittent sound), located on the overhead trim panel. When gas producer RPM (N1) drops below 55 3%, the engine RPM sensor closes, activating the warning light and audio.
1-14-B. ROTOR LOW RPM
206L4_MD_01_0022
The hourmeter is mounted on the aft bulkhead of the battery compartment. The hourmeter is powered by the 28 VDC bus through a 1-amp remote circuit breaker that draws power from the 5-amp CAUTION circuit breaker. The system is activated when the gas producer RPM (N1) is greater than 55%.
1-14. CAUTION AND WARNING SYSTEM

The caution and warning system includes the caution and warning light panel (Figure 1-4), engine RPM sensor and warning horn, low rotor RPM sensor and warning horn, associated components, and interconnecting wiring. Th e ca u tio n a nd w a rn ing lig h t pan e l is powered by the 28 VDC bus and protected by the 5-amp CAUTION circuit breaker. Each
The rotor low RPM warning system provides simultaneous visual and audible indications of a low rotor RPM condition. The rotor low RPM light and audio (continuous tone) are activated when the N R sensor detects the rotor RPM decelerating below 90 3% regardless of collective position.
1-14-C. WARNING AUDIO MUTE SYSTEM

The warning audio mute system is installed on all 206L4 helicopters as well as 206L3+ IGW Upgrade helicopters S/N 51190 and subsequent or S/N 51001 through 51189 Post TB 206L-87-137 and 206L1+ IGW Upgrade helicopters S/N 45154 and subsequent Post TB 206L-87-137. A button is located in the upper center area of the instrument panel to silence the audio for ENG OUT and ROTOR LOW RPM. Pressing the HORN MUTE button 23 OCT 2008Rev. 11-29
BHT-206L4-MD-1 will temporarily silence both warning horns. The warning horns are automatically reset to operate when preset operational parameters are re-established.
MANUFACTURERS DATA
1-14-H. TRANSMISSION OIL TEMPERATURE
1-14-D. BATTERY HOT

A thermal switch is located on the transmission oil filter assembly. If the oil temperature rises above 110C 5.5C, the TRANS OIL TEMP caution light will illuminate.
A temperature sensor installed within the battery case activates the BATTERY HOT warning light when preset temperature limits (approximately 140F/60C) are reached.
1-14-I.
ENGINE CHIP DETECTOR
1-14-E. BATTERY RELAY

The engine chip detector caution system includes the ENG CHIP caution light which may be activated from either of two engine gearbox mounted magnetic chip detectors. If ferrous metal particles are found in the engine oil, the magnets in the detectors will attract them, completing the circuit and illuminating the ENG CHIP caution light.
The BATTERY RLY caution light illuminates when the battery switch is placed in the OFF position and the battery relay remains closed (battery still connected to the 28 VDC bus).
1-14-F. GENERATOR FAILURE
1-14-J. TRANSMISSION CHIP DETECTOR
The GEN FAIL caution light illuminates when the generator is not online or has failed.
1-14-G. TRANSMISSION OIL PRESSURE
Th e tra n smis sio n o il pre ss u re w ar nin g system includes the TRANS OIL PRESS caution light which is activated by an oil pressure switch that is mounted in the lower pedestal area. The light will illuminate when pressure decreases to 30 PSI 2 and extinguishes when pressures increases to 36 PSI. 1-30Rev. 123 OCT 2008
The transmission chip detector caution system includes the TRANS CHIP caution light, two transmission chip detectors, and a freewheeling unit chip detector. If ferrous metal particles are found in the transmission or freewheel oil, the magnets in the detectors will attract them, completing the circuit and illuminating the TRANS CHIP caution light.
1-14-K. TAIL ROTOR GEARBOX CHIP DETECTOR
MANUFACTURERS DATA The tail rotor gearbox chip detector caution system includes the T/R CHIP caution light and the tail rotor gearbox chip detector. If ferrous metal particles are found in the gearbox oil, the magnet in the detector will attract them, completing the circuit and illuminating the T/R CHIP caution light.
BHT-206L4-MD-1
1-14-N. FUEL FILTER
1-14-L. FUEL LOW
The FUEL FILTER caution light illuminates when the airframe fuel filter is in an impending bypass condition (approximately 1 PSI differential). The airframe fuel filter will bypass at approximately 4 PSI differential.
1-14-O. BAGGAGE DOOR
The FUEL LOW caution light illuminates when approximately 50 to 75 pounds (10 gallons) of fuel remains in the aft (main) cell. A fuel low sensor located in the aft fuel cell, independent o f t h e fu e l q u a n ti t y in d i c at i n g s ys t e m , controls the FUEL LOW caution light.
1-14-M. FUEL BOOST PUMPS
A micro-switch located in the upper right corner of the baggage compartment opening illuminates the BAGGAGE DOOR caution light when the door is opened or is not securely fastened.
1-14-P. LITTER DOOR
The L/FUEL PUMP and R/FUEL PUMP caution lights are controlled by their respective fuel flow switch located near the ejector pump, between the forward fuel cells. The flow switches are activated when fuel flow is insufficient to operate the ejector pump. If both fuel pump lights are illuminated, unusable fuel may be as high as 86.3 pounds (39.2 kg) with FUEL QTY switch installed or 1 5 6 .9 p o u n d s (7 0 . 9 k g ) o n 2 0 6 L 3 + IG W Upgrade helicopters without FUEL QTY switch (154.4 pounds (70.1 kg) for 206L1+ IGW Upgrade) due to inability to transfer fuel.
The litter door includes the LITTER DOOR OPEN warning light, micro-switches for the upper and lower door strikers, and related wiring. If the litter door is not securely fas tened or if it has been removed, the caution light illuminates.
1-14-Q. SPARE CAUTION LIGHT
T h e s pa r e c a u t i o n l i g h ts a r e n o r m a l l y illuminated only during the testing of the press to test feature for the caution and warning system. 23 OCT 2008Rev. 11-31
BHT-206L4-MD-1
MANUFACTURERS DATA through the anti-ice valve to the engine inlet housing. This hot air aids in preventing ice formation on the hollow inlet guide vanes. Power is only provided to the solenoid when the switch is positioned to OFF. In the event of total electrical failure, the system is fail-safe ON (no electrical power = engine anti-icing ON).
1-15. FUEL VALVE SWITCH

A fuel valve switch (Figure 1-4) is located on the lower right side of the instrument panel and electrically operates a motor-driven fuel valve providing a means of shutting off fuel flow to the engine. The FUEL VALVE switch is covered by a red locking device to prevent inadvertent closing of the fuel valve.
1-16. MISCELLANEOUS CONTROL PANEL

The miscellaneous control panel (Figure 1-4) contains switchology that allows the pilot to activate certain helicopter systems. Switches on this panel include the Particle Separator Purge switch (optional), the Caution and Warning Panel Bright/Dim switch, the Engine Anti-icing switch, and the Hydraulic System switch.
1-16-D. HYDRAULIC SYSTEM SWITCH

The HYDRAULIC SYSTEM switch (Figure 1-4) controls the operation of the hydraulic bypass solenoid. The solenoid is normally open when de-energized. The switch provides power to the solenoid in the OFF position only. In the event of total electrical failure, the system is fail-safe ON (no electrical power = hydraulics ON).
1-17. OVERHEAD CONSOLE

The overhead console (Figure 1-4) is centrally positioned aft of the windshields on the cockpit ceiling. This console contains most of the helicop ter elec tric al sy stem circu it breakers and electrical switches and is easily accessible from the pilot's station. The circuit breakers are installed to protect a specific system from excessive amperage. Circuit breakers may be either the pop-out or switch s ty l e . T h e e l e c tr ic t o g g le s w it ch e s a r e designed to connect/disconnect a specific system to the 28 VDC bus.
1-16-A. PARTICLE SEPARATOR PURGE SWITCH

When the Particle Separator Purge switch (optional) (Figure 1-4) is selected to the ON position, engine bleed air is used to purge debris from the particle separator.
1-16-B. CAUTION AND WARNING PANEL BRIGHT/DIM SWITCH

When the INST LT rheostat is ON (Figure 1-4), positioning the BRT/DIM CAUTION LIGHTS s w i t c h m o m e n ta r i l y t o t h e B R T o r D I M position will dimly or brightly illuminate the caution panel lights. The caution lights will remain at the selected intensity until the INST LT rheostat is turned OFF or another position is selected.
1-17-A. GENERATOR SWITCH

The GEN switch (Figure 1-4) is a three-position switch that controls a normally open line control relay (Figure 1-7) that connects the generator to the 28 VDC bus. Switch positions are OFF, GEN (ON), and RESET. When the GEN switch is in the OFF position, the line control relay is de-energized, interrupting the circuit from the generator to the 28 VDC bus. If electrical power is applied to the bus through the battery or external power with the GEN switch in the OFF position, the GEN FAIL caution light will be illuminated on the caution and
1-16-C. ENGINE ANTI-ICING SWITCH

The engine anti-ice solenoid valve is powered from the 28 VDC bus through the 5-amp ENGINE ANTI-ICING circuit breaker and the ENGINE ANTI-ICING switch (Figure 1-4). When the solenoid valve is de-energized (ON), hot air passes from the compressor diffuser 1-32Rev. 123 OCT 2008
MANUFACTURERS DATA warning panel. When the switch is selected to the GEN (ON) position with the electrical system operating normally, the line control relay is energized closed, completing the circuit and connecting the generator to the 28 VDC bus and extinguishing the GEN FAIL c a u ti o n l ig h t . T h e R E S E T p o s i t io n i s a momentary spring-loaded position that allows the operator the attempt to reset the generator should a generator malfunction o c c u r. T h i s R E S E T f e a t u r e i s u s e d i n conjunction with the 10-amp GEN FIELD and 5-amp GEN RESET circuit breakers located immediately aft of the GEN switch on the overhead panel.
BHT-206L4-MD-1 element in the pitot tube to the 28 VDC bus. When the switch is positioned to the aft position (OFF), the circuit is de-energized and the pitot heat element is OFF. When the switch is positioned forward, the circuit is completed, connecting the pitot heat element to the 28 VDC bus, heating the element to prevent ice formation and removing moisture inside the pitot tube. The static ports are not heated.
1-17-E. POSITION LIGHT SWITCH

T h e P O S LT s w i t c h ( F i g u r e 1 - 4 ) i s a two-position, 5-amp circuit breaker style switch that connects the five helicopter position lights to the bus. When the switch is positioned to the aft position (OFF), the circuit is de-energized and the position lights are OFF. When the switch is positioned forward (ON), the circuit is completed, connecting the position lights to the 28 VDC bus. Position lights are located on the outboard side of the auxiliary fins on the horizontal stabilizer, the lower forward fuselage left and right side, and on the tail rotor gearbox fairing.
1-17-B. BATTERY SWITCH

The BAT switch (Figure 1-4) is a two-position switch that controls a normally open battery relay (Figure 1-7) in the nose of the helicopter that connects the battery to the 28 VDC bus. Switch positions are OFF and BAT. When the switch is in the OFF position, the battery relay is de-energized, interrupting the circuit from the battery to the 28 VDC bus. When the switch is selected to the BAT (ON) position, the battery relay is energized closed, completing the circuit and connecting the battery to the 28 VDC bus.
1-17-F. ANTI-COLLISION LIGHT SWITCH

The ANTI-COLL LT switch (Figure 1-4) is a two-position, 5-amp circuit breaker style switch that connects the anti-collision light on top of the vertical fin to the bus. When the switch is positioned to the aft position (OFF), the circuit is de-energized and the anti-collision light is OFF. When the switch is p o s i t io n e d f o rw a r d ( O N ), t h e c i r c u i t i s completed, connecting the anti-collision light to the bus.
1-17-C. DEFOG BLOWER SWITCH

The DEFOG BLOWER switch (Figure 1-4) is a two-position, 5-amp circuit breaker style switch that connects the two electric blower motors to the 28 VDC bus. When the switch is positioned to the aft position (OFF), the circuit is de-energized and the two blower motors are OFF. When the switch is positioned forward, the circuit is completed, connecting the two blower motors to the bus, blowing ambient air on the windscreens to assist in fog removal.
1-17-G. INSTRUMENT LIGHT RHEOSTAT

The INST LT rheostat (Figure 1-4) controls the brightness of the background lighting on the in s tr u m e n t pa n e l a n d lit p o rt io n of th e overhead console. This rheostat is also used along with the caution and warning panel BRT/DIM switch on the miscellaneous control panel to control the brightness of the caution and warning lights. 23 OCT 2008Rev. 11-33
1-17-D. PITOT HEAT SWITCH

The PITOT HEAT switch (Figure 1-4) is a two-position, 5-amp circuit breaker style switch that connects the electric heating
BHT-206L4-MD-1
MANUFACTURERS DATA position, the passengers can individually control each light. When the switch position is OFF (centered), the cabin lights system is de-energized.
1-18. LIGHTING SYSTEMS

The lighting system includes both interior and exterior lighting. The interior lighting system includes the cockpit map reading light, instrument and control panel lighting, and cabin lighting. The exterior lighting system includes anti-collision, position, and landing lights.
1-18-B. EXTERIOR LIGHTING SYSTEM

The anti-collision light is mounted on the top portion of the vertical fin. Position lights are located on the outboard side of the auxiliary fins on the horizontal stabilizer, the lower forward fuselage, left (red), and right (green) side, and on the tail rotor gearbox (white) fairing. Dual fixed landing lights are located in the lower portion of the helicopter nose section and are controlled by the LDG LTS switch located on the collective switch box.
1-18-A. INTERIOR LIGHTING SYSTEM

The cockpit map reading light features a narrow spotlight or wide floodlight beam. It is a multipurpose utility light designed to provide blue or white illumination and is protected by its own circuit breaker. Controls for ON/OFF, BRIGHT/DIM, BLUE/WHITE, and SP OT/FL OO D a re incorp orated in to the cockpit light body. The 28 VDC power is supplied through the COCKPIT LIGHTS 5-amp circuit breaker located on the overhead console. Instrumentation lighting 28 VDC power is supplied through the INSTR LIGHTS 5-amp circuit breaker located on the overhead console. The INST LT rheostat knob, also located on the overhead console, adjusts light intensity. Rotation of this knob operates the power OFF/BRT switch that provides power to both the 28 and 5 VDC instrument panel lighting systems. The INSTR LT rheostat also enables the BRT/DIM switch on the miscellaneous control panel. Four individual white cabin lights provide passenger area illumination at the pilot's discretion. These four lights are protected by their own circuit breaker. They are regulated by the CABIN LT circuit breaker switch and by individual switches located near each light. When the CABIN LT switch is placed in the CABIN LT position, all four cabin lights illuminate. When the switch is placed in PASS 1-34Rev. 123 OCT 2008
1-19. CYCLIC FLIGHT CONTROL SWITCHES

The cyclic control (Figure 1-6) incorporates a series of switches. A two-position transmit switch is mounted on the forward side the cyclic grip. Depressing the switch to the first detent position will activate internal communication system (ICS) between the pilot and passengers. Depressing the switch to the second detent allows for the pilot to transmit on the radio selected on the audio panel. Additional switches are used to control optional equipment that may be installed on the helicopter (i.e. cargo hook).
1-20. COLLECTIVE FLIGHT CONTROL SWITCHES

The collective control (Figure 1-6) in c o rp o ra te s a s e r ie s o f s w i tc h es . T h e collective switches are the GOV RPM INCR/ DECR switch, LDG LTS switch, and the START switch.
MANUFACTURERS DATA
BHT-206L4-MD-1
5 6 7
1 8 2
1. 2. 3. 4. 5. 6. 7. 8. 9.
ICS switch Communication radio transmit switch Cyclic friction knob Landing light switch Governor RPM switch Starter switch Idle stop release button Throttle Collective friction knob
206L4_MD_01_0045
Figure 1-6. Cyclic and Collective Control Switches 29 SEP 20061-35
BHT-206L4-MD-1
MANUFACTURERS DATA
1-20-A. GOVERNOR RPM INCREASE/ DECREASE SWITCH

The GOV RPM INCR/DECR switch (Figure 1-6) is a spring-loaded, momentary contact switch that enables the pilot to change the governor RPM actuator setting. With the switch held in the INCR position, the actuator motor moves the governor arm and the N2/NR RPM increases. With the switch held in the DECR position, the actuator motor moves the governor arm in the opposite direction and decreases the N2/NR RPM. With the switch in the normal (centered) position, the circuit is de-energized.
1-22. VENTILATION SYSTEM

Air for c abin v entila tion is ob tained by opening the sliding window in each of the entrance doors. Additional ventilation to the cockpit may be obtained by pulling out the VENT control knobs and positioning the DEFOG BLOWER switch on the overhead console to the forward (ON) position. When the VENT control knobs below the instrument panel are pulled out, ram air is forced into the air intake grills (Figure 1-1) and directed through a plenum and flapper valve. The flapper valve assembly is opened or closed with the VENT control knob.
1-20-B. LANDING LIGHT SWITCH

The LDG LTS switch (Figure 1-6) located in th e middle of the collective switch box controls the two fixed landing lights located under the nose of the helicopter. The switch is a three-position switch, OFF/FWD/BOTH. In the OFF position, the circuit from the 28 VDC bus to the lights is disconnected and the lights are extinguished. In the FWD position, the most aft mounted forward facing light is energized while the forward mounted downward facing light is de-energized. In the BOTH position, both lights are energized.
1-23. DEFOG SYSTEM

Two electrically-driven axial flow blowers are installed in the inlet end of the defroster nozzles. The blowers are controlled by a DEFOG BLOWER circuit breaker switch on the forward row of the overhead console. The defog system is primarily used for ventilation and defogging during ground operation of the helicopter.
1-24. PORTABLE FIRE EXTINGUISHER
1-20-C. START SWITCH

T h e S TA R T E R s w i t c h ( F i g u r e 1 - 6 ) i s a spring-loaded, momentary contact pushbutton switch that enables the pilot to engage the starter through the starter relay, when 28 VDC power is applied to the helicopter electrical system. With the switch in the normal (extended) position, the circuit is de-energized.
1-21. ROTOR BRAKE

When the optional rotor brake is installed, application is limited to ground operation after the engine has been shut down and NR has decreased to between 38 to 30%. Engine starts with the rotor brake engaged are prohibited. 1-36Rev. 123 OCT 2008
206L4_MD_01_0016
A manually-operated fire extinguisher is furnished and is located in the crew compartment between the pilot and copilot
MANUFACTURERS DATA seats. A mounting bracket with a quick release mechanism is provided for rapid removal of the extinguisher.
BHT-206L4-MD-1 loadmeter (20 cell battery), the battery is charged. Battery can supply emergency DC load for approximately 1 hour with 17 ampere drain. The battery relay, located in the nose section forward of battery, is an electrically operated switch controlling battery current to the main bus bar. The relay is actuated by the battery switch, located in the overhead console, which opens and closes the circuit to the relays energizing coil.
1-25. ELECTRICAL SYSTEM GENERAL

The helicopter is equipped with a 28 VDC electrical system (Figure 1-7). The helicopter electrical power is provided by a nickel-cadmium battery, a 200-amp starter/ generator, and an external power receptacle. The major components of the DC power system include the battery, starter/generator, DC voltage regulator, relays, 28 VDC bus, and circuit breakers. All circuits in the electrical system are single wire with fuselage common ground return. Controls for the electrical system are located on the overhead console and instrument panel. The battery and associated relays are located in the battery compartment in the nose of the helicopter. The starter/generator is mounted on the right side of the engine accessory gearcase. The DC voltage regulator and electrical control panel (start relay, generator relay and shunt) are located on the accessory shelf above the baggage compartment. The main 28 VDC bus and circuit breakers are located in the overhead console.
1-25-B. EXTERNAL POWER SYSTEM

The external power system (Figure 1-7) includes the external power receptacle, external power relay, and related wiring. The external power receptacle is located in the lower front center of the nose section. A 28 VDC Ground Power Unit (GPU) shall be 500 amperes or less to reduce risk of starter damage from overheating.
1-25-C. BATTERY CHARGING

As a maintenance function, battery charging may be accomplished with battery installed in helicopter, due to minor depletion, using a GPU. The GPU must incorporate a good quality constant voltage regulator, a variable voltage selector, and an amperage indicator. NOTE It is recommended that the charging procedure does not exceed 45 minutes in duration. Frequent use of this procedure may cause loss of electrolyte due to gassing through electrolysis. Redu ced levels of electrolyte can cause cell imbalances and lower overall battery capacity. This procedure is not intended to take the place of scheduled battery maintenance procedures. 23 OCT 2008Rev. 11-37
1-25-A. BATTERY SYSTEM

The battery system (Figure 1-7) includes the battery, a battery relay, and a battery switch with related wiring. The nickel-cadmium 24 volt 17 ampere-hour battery is located in the nose of the helicopter. During engine operation, a fully charged battery can be determined by moving the BAT switch from BAT to OFF and observing the effect on the generator loadmeter. If the change in indication is less than 2.5% on the
BHT-206L4-MD-1
MANUFACTURERS DATA
2BT1 BATTERY 2J2 2K1 2S1 BATTERY SWITCH OFF BATTERY RELAY 2K2 EXTERNAL POWER RELAY EXTERNAL POWER RECEPTACLE
BAT (ON) 2TB1
2CR4
28 VDC BUS
1CB1
ENG START LOADMETER
2MG1 STARTER GENERATOR C D E A B 4A1S3 STARTER SWITCH 2S2 GEN SWITCH GEN RESET 5 RESET OFF GEN
1K1 STARTER RELAY BUS BAR
2K3 LINE CONTROL RELAY BUS BAR 2R1 SHUNT
GEN FIELD 10
2VR1 DC CONTROL UNIT/ VOLTAGE REGULATOR J M G L D H
206L4_MD_01_0005
Figure 1-7. DC Power System 1-38Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1 The line control relay is installed on the electrical panel assembly located on the equipment shelf above the baggage compartment. It opens or closes the power circuit between the DC bus and the generator, and is controlled by the presence or absence of a proper output voltage from the voltage regulator. The generator shunt is also installed on the electrical panel assembly on the equipment shelf above the baggage compartment and provides a voltage drop proportional to the current to operate the loadmeter.
CAUTION BATTERY HOT CAUTION LIGHT MUST BE CONTINUOUSLY MONITORED DURING THIS PROCEDURE. IF BATTERY HOT LIGHT ILLUMINATES, BATTERY SWITCH SHALL BE SET TO OFF AND GPU POWER REMOVED TO REDUCE POSSIBILITY OF THERMAL RUNAWAY. BAT switch may be set to BAT (ON) after GPU power is applied and voltage adjusted to 28.5 VDC (do not exceed 28.5 volts). Battery charging is supplied by the GPU and must be monitored. Charging will be completed when GPU output indicates approximately 8 amperes. In the event BATTERY HOT warning light illuminates, battery shall be turned OFF and GPU power removed.
1-25-E. STARTER/IGNITER SYSTEM

The starter/igniter system includes the starter portion of the starter/generator, starter relay, field/igniter relay, igniter, and starter switch. The starter/generator is energized by the starter relay to spool the engine. The starter relay is installed on the electrical panel assembly located on the electrical shelf above the baggage compartment. Direct current is supplied to the starter through the starter relay when the start switch is engaged. The field/igniter relay is also installed on the electrical panel assembly located on the electrical shelf above the baggage compartment. Direct current is supplied to the igniter and start field suppress section of the DC control unit through the field/igniter relay when the starter is engaged. The tension capacitor discharge ignition exciter (igniter exciter) is located on the lower left section of the engine accessory case. This exciter provides increased voltage to the igniter plug to insure fuel ignition during the engine start cycle.
1-25-D. GENERATOR SYSTEM

The generator system (Figure 1-7) includes the generator portion of the starter/generator, DC control unit/voltage regulator, line control relay, generator reset switch, and generator shunt. The 30 volt, 200 amp generator is derated to 180 amps (90% loadmeter indication). It is located on the lower right aft side of the engine accessory gearbox and furnishes pow er a t a reg ulated v oltage for all D C electrical components on the helicopter. The generator output connects to the main bus when the generator switch is positioned to GEN (ON) and generated voltage exceeds the voltage on the bus by 0.30 to 0.42 volt. The DC control unit/voltage regulator controls the operation of the electrical system. It operates the line control relay, regulates generator voltage, and provides protection against overvoltage, low voltage, and reverse current.
1-25-F. CIRCUIT BREAKERS AND SWITCHES

The majority of circuit breakers and switches are mounted in the overhead console (Figure 1-4). Circuits are protected by the 23 OCT 2008Rev. 11-39
BHT-206L4-MD-1 applicable push/pull circuit breakers and toggle style switches. 1-25-F-1. BATTERY SWITCH
MANUFACTURERS DATA Positioning the generator switch to OFF, opens the generato r field circuit which removes control of the generator control unit/ voltage regulator from the generator and generator line control relay. The generator line control relay will open removing the generator from the 28 VDC bus. In the event an over voltage condition is detected by the generator control unit/voltage regulator, an internal regulator trip relay circuit will be activated. Positioning the generator switch to RESET, provides bus power from the battery to the generator control unit/voltage regulator, which will reset the internal trip relay circuit. If the malfunction condition persists following the RESET, further attempts to reset should not be made. Additionally, following a start using a GPU, ensure battery switch is positioned to BAT (O N ) a nd G PU is d isc on ne c ted p rio r to positioning the generator switch to GEN. Positioning the generator switch to GEN with the GPU connected may cause a reverse current situation and trip the generator off line. 1-25-F-3. GENERATOR FIELD AND RESET CIRCUIT BREAKERS
The BAT switch (Figure 1-4) is installed on the overhead console and controls the battery relay that connects the battery to the DC bus. The switch positions are OFF and BAT. The BAT switch also configures the DC power feed to the left fuel boost pump between the DC bus (battery switch positioned to BAT), an d th e h eli co pte r b atte ry ( BAT sw itc h positioned to OFF). In the event the battery switch is positioned to OFF during helicopter operations, an alternate circuit (Figure 1-8) is provided to allow operation of the left fuel boost pump. During this condition, with the FUEL VALVE switch positioned to ON, battery voltage is supplied through the 10-amp left hand fuel boost circuit breaker, the fuel valve switch, the battery switch, and the 7.5-amp left fuel boost circuit breaker to the left fuel boost pump. 1-25-F-2. GENERATOR SWITCH
The GEN switch (Figure 1-4) is installed on the overhead console and controls generator output by opening and closing the generator field circuit. The switch is a double pole, double throw, spring loaded design with only momentary contact in the RESET position. The switch positions are GEN, OFF, and RESET. With the generator switch positioned to GEN, its function is to complete the generator field circuit between the starter generator and the generator control unit/voltage regulator. Under normal operating conditions, this will allow the generator control unit/voltage regulator to monitor and control the output voltage of the starter generator and in turn connect the output of the generator to the 28 VDC bus through the generator line control relay. 1-40Rev. 123 OCT 2008
These 10- and 5-amp circuit breakers are located on the overhead panel (Figure 1-4) and protect the generator line control relay and the generator field relay. If either of these circuit breakers has tripped, they should be reset (once only). If the circuit breaker trips again, leave it out. A generator reset will not be possible under these conditions. 1-25-F-4. START SWITCH
The START switch (Figure 1-6) is located on the collective switch box. It contains a spring loaded contact that provides momentary contact in the START position.
MANUFACTURERS DATA
BHT-206L4-MD-1
Figure 1-8. Left Fuel Boost Pump Alternate Circuit Schematic 29 SEP 20061-41
BHT-206L4-MD-1
MANUFACTURERS DATA non-essential systems. LEFT BOOST circuit breaker should be left in to ensure fuel t r a n s f e r f r o m f r o n t ta n k s t o m a i n ta n k continues. If BATTERY RLY light illuminates when the battery switch is placed in the OFF position and BATTERY HOT warning light is on, land as soon as possible. 1-25-H-3. GENERATOR FAIL CAUTION LIGHT
1-25-G. ELECTRICAL SYSTEM INDICATORS

The DC loadmeter (Figure 1-4) indicates the load in amperes that is being supplied to the 28 VDC bus by the generator. The maximum continuous load is 90% (180 amps).
1-25-H. ELECTRICAL SYSTEM EMERGENCIES AND MALFUNCTIONS

The electrical system has one warning light and two caution lights associated. 1-25-H-1. BATTERY HOT WARNING LIGHT
The 17 amp/hour nickel cadmium battery incorporates an internal thermal switch that will illuminate the warning light if the internal battery temperature reaches 60C (140F). Turn BAT switch OFF and land as soon as practical. 1-25-H-2. BATTERY RELAY CAUTION LIGHT
The GEN FAIL light is controlled by the line control relay. The light will illuminate when the generator relay is de-energized and the generator output is not connected to the DC bus. The line control relay is energized by the DC control unit/voltage reg ulator w hen generator output climbs through a threshold of 24 2.4 VDC. Prior to the generator relay being energized, the GEN FAIL light is on. Once the generator relay is energized, the GEN FAIL light is extinguished. If this caution light illuminates in flight, the pilot should follow the generator failure procedures prescribed in the BHT-206L4-FM-1, Section 3 and land as soon as practical.
1-25-I.
ELECTRICAL SYSTEM COMPLETE ELECTRICAL FAILURE
The BATTERY RLY light will illuminate if the battery relay has remained in the closed (energized) position after the battery switch has been selected to OFF (1-25-H-1). If the battery relay remains closed after the battery s w i t c h h a s b e e n s e l e c t e d t o O F F, a disagreement circuit will advise the pilot that the relay is not in the selected position. If ba tte ry r ela y fa ils to op en , ba tte ry w ill continue to receive a charge from generator. To prevent this, pilot should turn GEN switch OFF. Battery will continue to run all electrical systems through closed battery relay. To reduce load on overheated battery, pilot should pull circuit breakers on all 1-42Rev. 123 OCT 2008
The electrical system design has provided a way for the helicopter to function (fly) without electrical bus power. If circumstances dictate that the pilot turns off both the generator and battery in flight, the electrical system is designed to operate the left boost pump directly from the battery (paragraph 1-25-F-1). In the event of a complete electrical failure, a fully charged battery will continue to operate the left boost pump for more than 3 hours. This will provide boosted fuel pressure to the engine and transfer fuel from the forward cells, making all of the fuel available and maintaining longitudinal CG on the helicopter.
MANUFACTURERS DATA In the event of a complete electrical failure, the following systems will be ON regardless of system switch position (fail-safe on). Engine Anti-ice Hydraulics Particle Separator Purge (if applicable) The following will continue to operate with the battery and generator switched off: Turbine Engine Engine Oil Pressure Indication Left Boost Pump (as long as the battery is not completely depleted) Transmission Oil Pressure Indication Torquemeter Indication N1 Tachometer Indication N2 Tachometer Indication NR Tachometer Indication Altimeter Airspeed Vertical Speed Inclinometer Compass NOTE A shut down helicopter in which the left hand fuel boost pump circuit breaker is pushed in, and the fuel valve has been left ON, will duplicate the total electrical failure situation. The left boost pump will operate and de ple te the ba tter y. F or no rmal shutdown, the fuel valve should be turned OFF to prevent battery depletion. 206L3+ IGW Upgrade S/N 51001 through 51243 without FUEL QTY switch 206L4 and 206L3+ IGW Upgrade S/N 51244 and subsequent with FUEL QTY switch 206L1+ IGW Upgrade
BHT-206L4-MD-1 two forward cells are located under the mid passenger seats and the aft fuel cell is located below and behind the aft passenger seat. Helicopters equipped with the FUEL QTY switch provide the operator with the capability to monitor fuel quantity in the forward fuel cells independently of the main fuel cell. All fuel cells are serviced through the single point filler port located on the right side of the helicopter. Fuel will fill the aft cell until it reaches the top of the gravity feed standpipe, as follows: 206L3+ IGW Upgrade S/N 51001 through 51243 without FUEL QTY switch 206L4 and 206L3+ IGW Upgrade S/N 51244 and subsequent with FUEL QTY switch 206L1+ IGW Upgrade 319.1 pounds
109.5 pounds
270.6 pounds
At this point, fuel will begin to fill the two forward fuel cells through the standpipe until the fuel level in the forward cells is equal to the level in the aft fuel cell, as follows: 476.0 pounds
195.8 pounds
425.0 pounds
1-26. FUEL SYSTEM GENERAL

The fuel system (Figure 1-9) comprises three interconnected crash-resistant fuel cells. The
At this point, the forward fuel cells are full on 206L3+ IGW Upgrade helicopters S/N 51001 through 51243 (without FUEL QTY switch) and on 206L1+ IGW Upgrade helicopters. For 206L4 and 206L3+ IGW Upgrade helicopters S/N 51244 and subsequent (with FUEL QTY switch), fuel will then fill the forward and aft fuel cells together until the forward cells are full (407.3 pounds). The remainder of the aft fuel cell will then be filled, as follows: 23 OCT 2008 Rev. 1 1-43
BHT-206L4-MD-1
MANUFACTURERS DATA
TO ENGINE TO ENGINE 10 UPPER FUEL QUANTITY PROBE AND TRANSMITTER VENT (TOP) TO FWD VENT 9 8 7 12 TO AFT VENT 6 2 1 5 4 3 17 16 LEFT FUEL CELL VENT (TOP) CHECK VALVES INLINE FUEL FILTERS 14 15 FUEL FLOW SWITCHES TWO SINGLE ELEMENT BOOST PUMPS (ELECTRIC) THERMAL RELIEF VALVES PROBE FUEL TRANSFER FEED LINES 13 FUEL CELL INTERCONNECT TUBE AND GRAVITY STANDPIPE PROBE DUAL ELEMENT EJECTOR PUMP 11 RIGHT FUEL CELL VENT (TOP) A/F MOUNTED FUEL FILTER SHUT-OFF VALVE FUEL PRESSURE TRANSDUCER
FILLER CAP
AFT FUEL CELL ENGINE SUPPLY LINE FORWARD TO AFT CELL TRANSFER LINE ONE-WAY CHECK VALVES MANIFOLD
23 20 22 21
19
18
BOOST PUMP PRESSURE INTERCONNECT FUEL TRANSFER FUEL PRESSURE EJECTOR PUMP FUEL PRESSURE FUEL CELL VENT
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
Right forward fuel cell Forward fuel cells vent line Fuel flow switches Forward to aft fuel cell transfer line Fuel cell interconnect tube and gravity feed standpipe Aft fuel cell Fuel filler cap Fuel pressure transducer Fuel shutoff valve Airframe fuel filter Aft fuel cell vent line Engine fuel supply line
13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23.
Aft fuel cell upper fuel quantity probe and transmitter Aft fuel cell lower fuel quantity probe Fuel boost pumps Fuel manifold including check and thermal relief valves Low fuel level detector and electric sump drain valve Fuel transfer feed lines In-line fuel filters and check valves Left forward fuel cell Forward fuel cell fuel quantity probe Forward fuel cell manual sump drain valve Dual element ejector pump
206L4_MD_01_0028
Figure 1-9. Fuel System
1-44
Rev. 1
23 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1 into the engine supply line and the pressurized fuel transfer feed lines servicing the ejector pump. The engine supply line fuel flows past the fuel pressure transducer, then to the fuel valve. When the fuel valve is opened, the fuel flow continues through to the airframe fuel filter, into the engine driven fuel pump, and into the fuel control unit. If the pilot has opened the throttle, fuel will flow from the fuel control unit, through the fuel nozzle, and into the combustion chamber. Fuel flow to the ejector pump When the BAT switch is turned ON, the boost pumps begin to operate, pumping pressurized fuel into the fuel manifold. The fuel enters the manifold through the boost pump one-way check valves and is directed into the engine supply line and the pressurized fuel transfer feed lines servicing the dual element ejector pump. There are two pressurized lines moving fuel forward, one for ea ch fue l bo os t pu mp, c on nec ted to its respective side of the ejector pump. That portion of the fuel flowing to the ejector pump flows through a screen mesh filter, an in-line check valve, through a flow switch and into the dual element ejector pump. The movement of the pressurized fuel through the ejector pump creates a venturi effect inside the pump. This venturi effect causes the transfer of fuel from the forward cells to the aft cell through the transfer return line. If the gravity standpipe is submerged in fuel and the boost pump(s) are running, there will be a constant circulation of fuel between the forward and aft cells.
752.8 pounds 206L4 and 206L3+ IGW Upgrade S/N 51001 and subsequent 206L1+ IGW Upgrade 669.1 pounds
All fuel cells are vented overboard by a common vent line. Fuel from the aft fuel cell is provided to the engine by two electric boost pumps which are mounted on a sump plate assembly at the bottom of the aft cell. Pressure fuel from the pumps is fed through a fuel manifold, fuel shutoff valve and airframe mounted fuel filter before reaching the engine. Pressure fuel is also directed by the manifold forward to a dual element ejector pump which in turn transfers fuel from the forward fuel cells to the aft fuel cell. A low fuel level detector and electrically operated sump drain valve are also mounted on the sump plate assembly at the bottom of the aft cell. The low level detector activates the FUEL LOW caution light (50 to 75 pounds) and the drain valve is activated by a switch on the lower right side of the aft fuselage. The switch is deactivated when the fuel valve switch is ON to prevent inadvertent activation during flight. A capacitance type fuel quantity gauging system using three probes is used to provide a signal to the fuel quantity indicator. One probe is located in the left forward fuel cell and two are located in the aft fuel cell. The upper probe in the aft fuel cell is also utilized as a transmitter which sends the electrical signals from the three probes to the fuel quantity indicator.
1-26-B. FUEL BURN SEQUENCE

W h e n t h e e n g i n e i s s ta r t e d a n d f u e l i s consumed, there are burn sequences controlled by the height of the gravity standp ipe (Fig ure 1-1 0). The se b urn sequences reverse the fill sequence and manage the transfer of fuel to the aft cell where it can be consumed, and also manage the shift in longitudinal CG that results from fuel burn.
1-26-A. FUEL SYSTEM CIRCULATION

Fuel flow to the engine When the BAT s w i t c h i s t u r n e d O N , t h e b o o s t p u m ps (F i g ur e 1 - 9 ) b e g in t o o p e r a te , p u m p in g pressurized fuel into the fuel manifold. The fuel enters the manifold through the boost pump one-way check valves and is directed
23 OCT 2008
Rev. 1
1-45
BHT-206L4-MD-1
MANUFACTURERS DATA
FUEL BURN SEQUENCE (206L3+ IGW UPGRADE S/N 51001 THROUGH 51243) WITHOUT FUEL QUANTITY SWITCH
Fuselage Station - m illim eters
1. FULL FUEL 752.8 LBS
2. PARTIAL FUEL BURN FROM 752.8 TO 476 LBS
3050 120
3150
3250
3350
3450
3550
3650 450
1 (752.8 LBS) FUEL BURN START

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
110
752.8 LBS
7 8
400 100 90 80 350
752.8 LBS
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
1 0
QTY LBS x 100
BURN ZONE 476 LBS
300
2 (476 LBS)
Fuel - US Gallons
250
60 50 40 200
3 (319.1 LBS)
3. PARTIAL FUEL BURN FROM 476 TO 319.1 LBS
150
FUEL BURN START FINISH BURN ZONE 476 LBS 319.1 LBS Fuel is consumed from forward cells until depleted. Fuel center of gravity moves from position 2 to position 3 on fuel C of G burn curve.
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
FUEL BURN START FINISH

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
30
BURN ZONE 319.1 LBS 0
100
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
20 10 0 120
(0 LBS) 4
50
EMPTY
Fuel is consumed from aft cell until depleted. Fuel center of gravity moves forward from position 3 to position 4 on fuel C of G burn curve.
124
128
132
136
140
0 144
Fuselage Station - Inches
FUEL CENTER OF GRAVITY (C of G) BURN CURVE (NO SWITCH)

FUEL BURN ZONE FUEL REMAINING
206L4_MD_01_0057
Figure 1-10. Fuel Burn Sequence (Sheet 1 of 3)
1-46
Rev. 1
23 OCT 2008
Fuel - Liters
With boost pumps operating, fuel is circulating from the forward cells through the ejector pump to the aft cell, then returning to the forward cell. See position 1 on fuel C of G burn curve.
Fuel is consumed from aft cell down to the level of the gravity standpipe. Fuel center of gravity moves from position 1 to position 2 on fuel C of G burn curve.
70
MANUFACTURERS DATA
BHT-206L4-MD-1
FUEL BURN SEQUENCE (206L4 AND 206L3+ IGW UPGRADE S/N 51244 AND SUBSEQUENT) WITH FUEL QUANTITY SWITCH 1. FULL FUEL 752.8 LBS 2. PARTIAL FUEL BURN FROM
752.8 TO 407.3 LBS
3. PARTIAL FUEL BURN FROM

407.3 TO 195.8 LBS 2800 120 2900
FUSELAGE STATION - MILLIMETERS 3000 3100 3200 3300 3400 3500 450
FUEL BURN START

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
752.8 LBS
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
752.8 LBS
7 8

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
1 (752.8 LBS) 110
1 0
QTY LBS x 100
BURN ZONE 407.3 LBS
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
400 407.3 LBS BURN ZONE 195.8 LBS FUEL - U.S. GALLONS 100 90 80 70 60 50 40 30 20 BURN ZONE 109.5 LBS 0 0 110 114 118 122 126 10 (0 LBS) 130 5 134 138 (195.8 LBS) 3 (109.5 LBS) 4 50 (407.3 LBS) 2 FUEL - LITERS 250 350
C of G moves forward until the aft level is equal to the forward level (407.3 pounds). Fuel center of gravity moves from position 1 to position 2 on fuel C of G burn curve.
Fuel is consumed equally from aft and forward cells down to the level of the gravity standpipe. Fuel center of gravity moves from position 2 to position 3 on fuel C of G burn curve.
300
200
4. PARTIAL FUEL BURN FROM 195.8 TO 109.5 LBS
150
FUEL BURN START FINISH BURN ZONE 195.8 LBS 109.5 LBS Fuel is consumed from forward cells until depleted. Fuel center of gravity moves from position 3 to position 4 on fuel C of G burn curve.
2 1 0 3 3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
100
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
EMPTY
FUSELAGE STATION - INCHES
FUEL CENTER OF GRAVITY (C of G) BURN CURVE (WITH SWITCH)
206L4_MD_01_0058
23 OCT 2008
Rev. 1
1-47
BHT-206L4-MD-1
MANUFACTURERS DATA
FUEL BURN SEQUENCE (206L1+ IGW UPGRADE)

Fuselage Station - m ilim eters
1. FULL FUEL 669.1 LBS
2920 100
3020
3120
3220
3320
1
3420
3520
3620
FUEL BURN START

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
(669.1 LBS) 669.1 LBS

7 8
90
350
669.1 LBS
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
1 0
QTY LBS x 100
BURN ZONE 425 LBS
80
300
70 250
(425 LBS) 2
Fuel - US Gallons
50
200
3. PARTIAL FUEL BURN FROM 425 TO 270.6 LBS
40
3 (270.6 LBS)
150
FUEL BURN START FINISH BURN ZONE 425 LBS 270.6 LBS Fuel is consumed from forward cells until depleted. Fuel center of gravity moves from position 2 to position 3 on fuel C of G burn curve.
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100

3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
30 100
BURN ZONE 270.6 LBS 0
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
3 4 5 2 FUEL 6 1 7 0 QTY 8
LBS x 100
20 50
(0 LBS) 4
EMPTY
10
0 115
120
125
130
135
140
0 145
Fuselage Station - Inches
FUEL CENTER OF GRAVITY (C of G) BURN CURVE (206L1 ENGINE UPGRADE)
206L4_MD_01_0059
1-48
Rev. 1
23 OCT 2008
Fuel - Liters
Fuel is consumed from aft cell down to the level of the gravity standpipe. Fuel center of gravity moves from position 1 to position 2 on fuel C of G burn curve.
60
MANUFACTURERS DATA
BHT-206L4-MD-1 fuel transfer to continue from the forward cells and all fuel remains usable, assuming that the battery is not depleted. The recommended engine shutdown procedure includes turning OFF the fuel valve. This opens the alternate circuit and prevents power from reaching the left fuel boost pump while the BAT switch is OFF. If the fuel valve is not turned off, the left boost pump continues to operate and depletes the battery. Pulling the LEFT BOOST PUMP circuit breaker is not recommended.
1-26-C. FUEL CELLS

The helicopter has three crash-resistant bladder type fuel cells (Figure 1-9) that are serviced through a single point filler port located on the right side of the helicopter. These tanks have a combined capacity of 112.0 U.S. gallons (110.7 U.S. gallons usable) for 206L4 and 206L3+ IGW Upgrade and 99.4 U.S. gallons (98.4 U.S. gallons usable) for the 206L1+ IGW Upgrade. The aft cell is located below and behind the aft passenger seats and has a total capacity of 89 gallons for 206L4 and 206L3+ IGW Upgrade and 75.7 gallons for the 206L1+ IGW Upgrade. The forward cells are located under the mid passenger seats. Each forward cell has a capacity of 11.5 gallons (43.5 L). A standpipe permits fuel to gravity transfer from the aft to forward cells whenever the level of fuel in the aft cell is above the height of the standpipe. The gravity and pressure return lines that connect the aft and forward cells are routed along the floor of the main cabin and are covered by a protective floor panel.
1-26-E. FUEL MANIFOLD

The fuel manifold (Figure 1-9) directs fuel flow through a one-way check valve (which will close and prevent re-circulation in the event of a single boost pump failure), combines the flow from each pum p, and delivers fuel through a common line to the engine. A portion of the fuel from each boost pump is routed out of the manifold through a transfer feed line on the floor, an in-line filter, an in-line check valve, a flow switch, and into the respective side of the dual element ejector pump.
1-26-D. FUEL BOOST PUMPS

Two electric boost pumps (Figure 1-9) are mounted on a common sump plate on the lo w e r s e c ti o n o f t h e aft fu e l c e ll . E a c h individual pump is capable of sufficient pressure to supply fuel to the engine-driven fuel pump. A portion of the output from each pump (left or right) is also used for operating its respective side of the dual element ejector p u m p . E a c h b o o s t p u m p d e l i v e r s i ts pressurized fuel flow into the fuel manifold. The LEFT FUEL BOOST circuit breaker in the overhead panel is outlined by a yellow border to identify that it has an alternate electrical circuit (Figure 1-8). If a malfunction requires that OFF be selected for both the GEN and BAT switches, all DC bus power is lost. In this case, the only electrical component that continues to operate is the left fuel boost pump. This pump receives power from the battery through the fuel valve switch even though the BAT switch is OFF. This enables
1-26-F. FUEL PRESSURE TRANSDUCER

The fuel pressure transducer (Figure 1-9) converts a wet line pressure into an electrical sign al. The fuel pressure trans ducer is powered by 28 VDC power and measures the combined fuel boost pump pressure to the engine. This data is displayed on the fuel pressure gauge in the cockpit. The transducer is installed in the engine supply line prior to the fuel shutoff valve. The fuel pressure ga uge w ill d ispla y th e pro per pre ss ure indication with the BAT switch ON and boost pump(s) energized, regardless of fuel valve position.
1-26-G. FUEL VALVE

The fuel valve (Figure 1-9) is located along with the transducer behind the inspection panel on the right side of the helicopter above 23 OCT 2008Rev. 11-49
BHT-206L4-MD-1 the refueling port. The FUEL VALVE switch is located on the lower right corner of the instrument panel and electrically controls the fuel valve. When the switch is in the ON position, fuel flows through the open valve and into the airframe fuel filter. When the switch is placed into the OFF position, the fuel valve closes and stops fuel flow to the engine.
MANUFACTURERS DATA
1-26-J. FUEL FLOW SWITCHES

A fuel flow switch (Figure 1-9) in each fuel feed transfer line continuously monitors fuel flow to the dual element ejector pump. These flow switches will activate the L/FUEL PUMP or R/FUEL PUMP caution light if fuel flow is inadequate in the fuel feed transfer line. Inadequate flow may be the result of boost pump failure, in-line filter clogging, or ejector pump clogging. If fuel flow is restricted, the system may not have sufficient pressure to operate the ejector pump.
1-26-H. AIRFRAME FUEL FILTER

The airframe fuel filter (Figure 1-9) is located on the rig ht side of the fo rward e ngine firewall. It is equipped with a built-in filter bypass valve and impending bypass switch that is electrically connected to an amber c a u t i o n l i g h t o n t h e c a u t i o n pa n e l . A t a p p ro x im a te ly 1 P S I D (d i ff er e n ti a l f ue l pressure), the FUEL FILTER caution light illuminates. The illumination of this light indicates that the filter is in impending bypass. The filter bypasses at approximately 4 PSID, however, there are no further cockpit indications. A red press-to-test button is located on the top of the filter head to check the electrical connection to the fuel filter caution light.
1-26-K. DUAL ELEMENT EJECTOR PUMP

The dual element ejector pump (Figure 1-9) is connected to each of the forward fuel cells and to the pressurized fuel feed transfer lines from the boost pumps. The ejector pump will utilize this pressurized fuel flow to create low pressure inside the ejector pump. This low pressure (venturi) effect will suck the fuel from the respective forward cell and move the fuel aft through a pressure transfer line between the ejector pump and the aft cell.
1-26-I.
IN-LINE FUEL FILTERS IN-LINE CHECK VALVES
AND
1-26-L. FUEL LOW LEVEL DETECTOR

A float type low-level detector (Figure 1-9) is mounted on the sump plate in the aft fuel cell and is calibrated to activate the FUEL LOW caution light on the caution panel when approximately 10 gallons (50 to 75 pounds) of fuel remains in the aft tank.
An in-line fuel filter (Figure 1-9) with a mesh screen is installed in the pressure transfer feed line from each boost pump to the ejector pump. These filters protect components downstream in the fuel flow from debris and possible blockage. The in-line check valves are immediately downstream from the filters and are opened by fuel flow (pressure). The purpose of the in-line check valves is to prevent air from entering the fuel system in the event of a dual boost pump failure. To be more specific, if a check valve is defective and both boost pumps are inoperative, air may be drawn into the fuel system by the engine driven fuel pump once the fuel level in the aft cell is below the top of the fuel gravity feed standpipe. 1-50Rev. 123 OCT 2008
1-26-M. FUEL SUMP DRAIN VALVES

An electrically activated sump drain valve (Figure 1-9) is located on the sump plate in the aft fuel cell and is electrically operated by means of the drain switch located aft of the right side passenger door. The drain switch is wired through the FUEL VALVE switch on the instrument panel. The FUEL VALVE switch must be in the OFF position to operate the drain valve.
MANUFACTURERS DATA Two manually-operated sump drain valves are mounted in the forward tanks and may be accessed from below the fuselage.
BHT-206L4-MD-1
206L4 and 206L3+ IGW Upgrade S/N 51244 and subsequent with FUEL QTY switch 206L1+ IGW Upgrade
109.5 pounds
1-26-N. FUEL QUANTITY TRANSMITTER

A fuel quantity transmitter (Figure 1-9) is located on the electrical shelf behind the rear forward facing seat. Three separate fuel quantity probes (one located in the forward left cell and two located in the aft cell) send signals that indicate fuel quantity (based on fuel levels and density) to the fuel quantity t r a n s m i t t e r. A m i c r o p r o c e s s o r i n t h e transmitter uses the information provided by the three probes to compute the weight of the fuel. The fuel quantity indicator then displays the combined fuel quantity in pounds. The pilot can monitor fuel quantity in the forward fuel cells independently of the aft fuel cell by selecting FWD on the FUEL QTY switch (206L4 and 206L3+ IGW Upgrade S/N 51244 and subsequent) located to the left of the fuel quantity indicator. Under normal conditions, in level flight, fuel begins transferring from the forward fuel cell to main fuel cell at the following approximate total fuel quantities: 206L3+ IGW Upgrade S/N 51001 through 51243 without FUEL QTY switch 206L4 and 206L3+ IGW Upgrade S/N 51244 and subsequent with FUEL QTY switch 206L1+ IGW Upgrade 476.0 pounds
270.6 pounds
1-26-O. FUEL SYSTEM EMERGENCY OPERATION

There are four caution lights associated with the fuel system:
L FUEL PUMP/ R FUEL PUMP When the flow switches detect a problem in flow to the ejector pump, they illuminate the respective L/FUEL PUMP or R/FUEL PUM P caution light(s). A flow problem may indicate that the pump has failed or that the in-line filter is clogged. In the case of a single boost pump failure, pressurized fuel continues to flow to the engine and the ejector pump from the remaining boost pump. The pilot should descend below 6000 HP and land as soon as practical. If a dual boost pump failure should occur, the ejector pump will not function and cannot transfer fuel from the forward cells to the aft cell. In this case also, the pilot should descend below 6000 feet HP and land as soon as possible. All of the fuel remaining in the forw ard cells is tra ppe d a nd sho uld be considered unusable. Depending upon the level of fuel in the forward cells at the time of failure, this quantity may be as much as: 206L3+ IGW Upgrade S/N 51001 through 51243 without FUEL QTY switch 156.9 pounds
407.3 pounds
425.0 pounds
Tr an sfe r i s co mple te a nd fo rw ar d ce lls emptied at the following approximate total fuel quantities: 206L3+ IGW Upgrade S/N 51001 through 51243 without FUEL QTY switch 319.1 pounds
23 OCT 2008Rev. 11-51
BHT-206L4-MD-1
MANUFACTURERS DATA consists of the separator, bleed air tubing and hoses, compressor wash fittings, and other required hardware. The separator section has 281 filter elements and is positioned so that all inlet air must pass through the filter elements before entering the engine. Each of the filter elements or tube assemblies in the separator consists of a vortex generator bonded into an inlet tube and a second smaller tube to form a scavenge chamber. Particles such as dust, dirt or sand, entering the filter elements, are spun in the vortex g e n e r a t o r ( F i g u r e 1 - 11 ) a n d h u r l e d centrifugally into the scavenge chamber. They are ejected overboard by the venturi effect created by engine bleed air as it is discharged through the ejector tubes. This scavenge flow, which carries the particulate material with it, accounts for approximately 8% of the inlet air flow. A window is installed on each side of the cowling to permit visual inspection of the separator plenum chamber. The ejector tubes are mounted on each side of the cowling just below these windows. A compressor wash fitting permits the introduction of wash water directly into the engine inlet. Installation imposes no aerodynamic restrictions and has no effect on the maximum gross weight. The kit is equipped with a particle separator purge switch located o n t h e m i s c e l l a n e o u s c o n t r o l pa n e l (Figure 1-4). With the switch ON, engine bleed air is used to purge the particle separator plenum. Due to the pressure drop at the inlet and the use of bleed air to purge the system, there is a slight reduction of power available. With the switch OFF, slightly more engine power is available because of the reduction in bleed air use. On 206L1+ and 206L3+ IGW Upgrade helicopters without a particle separator purge switch, bleed air is continually provided to purge the particle separator plenum.
206L4 and 206L3+ IGW Upgrade S/N 51244 and subsequent with FUEL QTY switch 206L1+ IGW Upgrade
86.3 pounds
154.4 pounds
FUEL FILTER The fuel filter caution light illuminates when the differential pressure switch senses a difference between input and output pressure greater than 1 PSI. This pressure difference is an indication that the filter is becoming clogged. The filter will con tin ue to fu nction no rma lly un til the pressure differential reaches approximately 4 PSI. At this time, the bypass valve will open and permit fuel to bypass the filter enroute to the engine fuel pump. Proper pilot action is to land as soon as practical. The filter must be inspected/replaced prior to the next flight.
FUEL LOW The FUEL LOW light illuminates when approximately 50 to 75 pounds of fuel (approximately 10 gallons) remain in the aft cell. This caution light is activated by the low level detector which is mounted on the sump p l a t e i n t h e a ft c e l l a n d i s c o m p l e t e l y independent of the fuel quantity system. If the light illuminates, the pilot should verify the fuel quantity, then land as soon as practical. If there is a fuel transfer problem, the fuel quantity indicated may be higher than normal, indicating fuel is trapped in the forward cells and not available to the engine.
1-27. PARTICLE SEPARATOR

The optional particle separator (Figure 1-11) may be installed in place of the standard inlet screen. The particle separator provides continuous protection for the compressor against damage from the ingestion of sand, dust, and other foreign material. The unit 1-52Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
VORTEX GENERATION VORTEX TUBE
OUTLET TUBE
DIRTY AIR IN
CLEAN AIR
TO ENGINE INLET
SCAVENGE FLOW WITH CONTAMINANT
206L4_MD_01_0027
Figure 1-11. Particle Separator and Vortex Generator 23 OCT 2008Rev. 11-53
BHT-206L4-MD-1 Flight in falling or blowing snow requires the i n s ta ll a t i o n o f B H T- 2 0 6 L 4 - F M S - 7 S n o w Deflector Kit, either with or without the particle separator installed.
MANUFACTURERS DATA screen (or particle separator), the air inlet, and then into the compressor. The compressor compacts and increases the velocity of this incoming air, then discharges it into two external ducts that direct the air to the combustion section of the engine. An automatic bleed air system is incorporated to allow a portion of the compressed air to vent overboard during the start cycle. This will allow the engine speed to accelerate at a desired rate and minimize the opportunity for compressor stall to occur. As compressor speed increases, the pneumatically controlled bleed valve gradually closes. The combustion section burns the fuel at peak efficiency. After the igniter is energized and when fuel is introduced into the chamber at a precisely controlled rate, the mixture ignites. Combustion is even and continuous as long as the proper air/fuel mixture is maintained. The turbine section consists of a two-stage gas producer turbine, gas coupled to the two-stage power turbine. The gas producer turbine (N1) rotates at 50,940 RPM at 100% N1 speed and the two-stage power turbine (N 2) rotates at a constant 30,650 RPM at 100% N2 speed. The turbine section is designed to utilize the energy from combustion to drive various gear trains. These gear trains drive the components that will sustain the engine opera tion and provide a n ou tp ut to the helicopter drivetrain. The engine is horizontally mounted aft of the transmission and above the fuselage to simplify the drive system, improve the inlet/ exhaust arrangement, and to reduce cabin noise. The engine is supported by three bipod m o u n ts o n t h e e n g i n e d e c k t o p r o v i d e structural integrity. The transmission is coupled to the engine by means of the main input driveshaft and freewheeling unit. T h e m a j o r e n g i n e c o m p o n e n ts a r e a compressor, combustion section, turbine section, and power and accessory gearbox.
1-28. POWER PLANT

The Rolls-Royce 250-C30P engine (Figure 1-12) is an internal combustion turboshaft engine featuring a free power turbine. The gas generator is composed of a single stage, single entry centrifugal flow compressor directly coupled to a two-stage gas generator turbine. The power turbine is a two-stage free turbine which is gas coupled to the gas gene ra tor tu rb ine . The integral reduction gearbox has front and rear drive splines to mate the helicopter drives. The engine has a single combustion chamber with single ignition. The output shaft centerline is located below the centerline of the engine turbine shafting and the single exhaust outlet is directed upward. The Model 250-C30P is a thermodynamically rated 650 shaft horsepower (SHP) engine. For installation in the 206L4 and on 206L1+ and 206L3+ IGW Upgrade helicopters, the maximum fuel flow the engine will receive has been set to 356 PPH. This fuel flow will produce approximately 575 SHP or 117% torque at sea level on a standard day. This flat rating is set lower than the thermodynamic limit to protect the drivetrain from excessive torque. Torque gauge markings create a derated limit. At takeoff the pilot may use 490 SHP or 100% torque (5 minute limit), and 370 SHP for continuous operation 75% torque. This combination of flat rating and derated limits will enable the helicopter to have consistent lifting performance from sea level to moderate altitudes (see performance charts in BHT-206L4-FM-1, Section 4 for detailed information). Air is supplied to the engine through air scoops on either side of the fuselage located immediately aft of the transmission cowling. The air is directed through a protective inlet 1-54Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
OIL FILTER ASSEMBLY
FUEL NOZZLE Pc AIR FILTER TURBINE OUTLET TEMPERATURE (TOT) THERMOCOUPLE ASSEMBLY IGNITER PLUG BLEED VALVE ANTI-ICING SOLENOID VALVE ANTI-ICING VALVE N2 TACHOMETER
N1 TACHOMETER
SPARE PAD POWER OUTPUT PAD IGNITION EXCITER
BURNER DRAIN VALVES OIL PUMP (LOCATED INSIDE GEARBOX) POWER TURBINE GOVERNOR FORWARD ENG CHIP DETECTOR
START COUNTER
REAR POWER OUTPUT PAD SPARE PAD
STARTER GENERATOR PAD GAS PRODUCER FUEL CONTROL ENGINE DRIVEN FUEL PUMP LOWER ENG CHIP DETECTOR
206L4_MD_01_0023
Figure 1-12. Power Plant (Sheet 1 of 2)
23 OCT 2008
Rev. 1
1-55
BHT-206L4-MD-1
MANUFACTURERS DATA
AIR FLOW
COMPRESSOR SECTION ACCESSORY GEARBOX SECTION
TURBINE SECTION
COMBUSTION SECTION
COMPRESSOR ROTOR
EXHAUST AIR OUTLET TURBINE TO COMPRESSOR COUPLING
AIR
PINION GEAR
N2 N1
COMBUSTION LINER
INLET
SPUR ADAPTER GEAR SHAFT
FUEL NOZZLE
COMPRESSOR DISCHARGE AIR TUBE
POWER OUTPUT
TORQUEMETER GEAR
POWER OUTPUT GEAR
IGNITER PLUG
INLET AIR COMPRESSOR BLEED AIR COMPRESSOR DISCHARGE AIR COMBUSTION GASES/EXHAUST GASES FUEL
206L4_MD_01_0031
Figure 1-12. Power Plant (Sheet 2 of 2)
1-56
Rev. 1
23 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1 volum e of air entering the engine. This inducer bleed port works in conjunction with a pressure-activated, diffuser scroll mounted bleed valve, to complete the system design. The bleed valve (Figure 1-12) is open during starting and idle operation and remains open un til a pre determine d p ress ure ratio is obtained. At this pressure ratio, the valve begins to modulate from open to the closed position. It reaches the full closed position during acceleration to full power. When power is reduced, the bleed valve will open. Opening and closing of the bleed valve is controlled by c o m p r e s s o r d is c h a r g e p r e s s u r e in t h e diffuser. 1-28-A-2. ANTI-ICING SYSTEM
1-28-A. COMPRESSOR
The compressor assembly (Figure 1-12) consists of a compressor front support, sh r ou d h ou s in g , di ffu s e r, re a r s u pp o rt a s s e m b l y, c e n t r i f u g a l i m p e l l e r, s c r o l l assembly, mount assembly and bearings. The front support encloses the front bearing and supports it through five hollow inlet struts. The struts are hollow to provide an anti-icing capability using compressor discharge air. Oil pa s s a g e s a r e i n c o r p o r a t e d t o p r o v i d e lubrication of the compressor front bearing. The compressor rear bearing is mounted in the rear support assembly and is lubricated from the gearbox. The compressor impeller is machined from a single piece of forged titanium. The vanes transition from axial to centrifugal, eliminating the need for stators. At 100% N1 the compressor is rotating at 50,940 RPM. The compression ratio is approximately 8.5:1 (8.5 Bars or 123 PSI). This rapid compression will increase the temperature of the compressed air to approximately 291C (555F). The compressor impeller requires a considerable amount of shaft horsepower to pump air to provide the required air flow and pressure. The shaft horsepower required by the compressor rotor varies directly with air density and N 1 RPM, and the gas producer turbine rotor must develop the horsepower required. As a general rule, a compressor will consume approximately 2 HP for each horsepower at the output shaft. 1-28-A-1. COMPRESSOR BLEED SYSTEM
Operation of the engine during icing conditions could result in ice formations on the compressor front support. If ice were allowed to build up, airflow to the engine could be affected and performance decreased. The engine anti-icing system is designed to prevent ice formation on the compressor front support. The pilot activates the system by placing the ENGINE ANTI-ICING switch to the ON position (Figure 1-4). When the system is in operation, compressor discharge air, which has been heated due to compression, flows through the anti-icing valve (Figure 1-12) and tube to the compressor front support passages. Hot air flows between the double wall outer shell and into the five hollow radial struts. The hot air flowing through the radial struts exhausts either from small slots in the trailing edge of the struts or from the double wall bullet nose hub of the compressor front support. The compressor inlet guide vanes and front bearing support hub are the only engine components with anti-icing provisions. The bleed air shutoff valve is solenoid controlled. In the event of a total electrical failure, the system is fail-safe to on (no electrical power = anti-ice ON). 23 OCT 2008Rev. 11-57
Two features are used to control pressures in the compressor. The compressor liner has a narrow slot machined into the perimeter near the front. This slot is known as the inducer bleed port. During low RPM operation, air exits through the port, reducing drag. This reduction of drag allows rapid acceleration. At higher RPM, when maximum engine efficiency is required, air enters the compressor through this slot, increasing the
BHT-206L4-MD-1
MANUFACTURERS DATA The turbines take advantage of the impact and reaction of the gases passing through the gas producer and power turbines. The turbines may be broadly classified as an impact, reaction type. Varying fuel flow changes the temperature of the gases passing through the turbine section and the amount of energy in the gas stream. This variation of gas energy will result in a change in the expansion rate of the gases as well as a change in gas velocity through the turbines. Consequently, any increase in gas temperature will result in an increase in the speed and torque developed by the turbines. 1-28-C-1. TURBINE OUTLET TEMPERATURE (TOT)
1-28-B. COMBUSTION SECTION

The combustion section (Figure 1-12) consists of an outer combustion case and a combustion liner. The combustion liner is located inside the outer case. The fuel nozzle and igniter plug are mounted in the aft end of the outer combustion case. Compressor discharge air enters the combustion case via two air tubes connected to the diffuser scroll. Air then enters the combustion liner through vanes and holes in the liner dome and skin. The air is mixed with fuel sprayed from the fuel nozzle and combustion takes place. Air enters the combustion liner in such a manner that the flame pattern is prevented from touching the wall of the combustion liner, thus insulating and protecting the liner from damage and deformation caused by excessive heat. Combustion is even and continuous as long as the proper air/fuel mixture is maintained. Approximately 20 to 25% of the air delivered to this section is required to burn the fuel. The other 75 to 80% is used to expand the gases and cool the internal parts. Approximately 2% of the air is used to seal oil passages.
T h e t e m p e r a t u r e o f t h e g a s e s pa s s i n g through the turbine is sensed by means of four thermocouples (Figure 1-12) located between the N1 and N2 turbine wheels. Each t h e r m o c o u p l e p r o d u c e s a v o l ta g e proportional to the gas temperature. An average of the four voltages is displayed on the cockpit TOT gauge.
1-28-C. TURBINE SECTION

As the gas stream leaves the combustion chamber, it passes to the turbine section (Figure 1-12). This high-energy gas stream powers the two turbine sections to sustain the airflow through the engine and provide output power. The turbine section consists of a gas producer turbine support, power turbine support, a two-stage gas producer turbine rotor, a two-stage power turbine rotor, and an exhaust collector support. The gas producer turbine drives the compressor and certain engine accessories through the N1 drivetrain. A t 1 0 0 % N 1 , t h e t u r b i n e r o ta t e s a t approximately 50,940 RPM. The power turbine drives the power output shaft and certain engine accessories. At 100% N 2 R PM , the p ow e r tu rbin e ro tate s at a constant 30,650 RPM. 1-58Rev. 123 OCT 2008
1-28-D. POWER AND ACCESSORY GEARBOX

The main power and accessory drive gear trains (Figure 1-12) are enclosed in a single gearcase. The gearcase serves as the structural support of the engine. All engine components are attached to the case. There a re t w o i n d ep e n d e n t d ri v e tr a in s i n th e gearb ox, gas produ cer (N 1 ), an d po wer turbine (N2). The gas producer (N1) gear train drives the N1 tachometer generator, fuel pump, fuel control, starter generator, and oil pump. The power turbine (N2) gear train drives the N2 ta c h o m e t e r g e n e r a t o r, p o w e r t u r b i n e governor, torquemeter, and freewheeling unit. A two-stage helical and spur gear set is used to reduce N 2 rotational speed from 30,650 RPM at the power turbine to 6016 RPM at the
MANUFACTURERS DATA output drive spline which mates with the freewheel. 1-28-D-1. ENGINE TORQUEMETER
BHT-206L4-MD-1 combustion is continuous and the ignition source is no longer required. Electrical power is supplied from the electrical bus and is protected by the 5-amp IGNTR circuit breaker. The start counter (if installed) is energized by the ignition system and is used to record the number of starts or attempted starts. The oil pump supplies a pressurized volume of oil for proper lubrication and cooling of the bearings and gears. A scavenge pump collects oil from the various sump cavities and returns it to the airframe mounted engine oil tank. The fuel nozzle atomizes and injects fuel into the combustion liner at the proper spray angle and pattern. The burner drain valves drain any unburned fuel from the combustion section following an engine shutdown or aborted start. During start, the drain valves close when the air pressure within the combustion section exceeds the air pressure on the outside of the combustion section by a predetermined value. The valves open on shutdown by means of spring action. The starter/generator is used as a DC motor to spool the engine during the starting cycle. Once the start is completed, the DC generator su p plie s all th e el ec tric al ne ed s o f th e helicopter and charges the battery. The engine-driven fuel pump assembly is a single element gear type pump that produces approximately 600 PSI. This high pressure is needed to operate the fuel control system. The pump receives filtered fuel from the airframe mounted fuel filter, increases the pressure, and delivers the high pressure fuel into the fuel control unit. The gas producer fuel control and power turbine governor serve as the fuel control system to provide speed governing of the power turbine rotor and overspeed protection for the gas producer turbine. The fuel control system senses N1 and N2 RPM, compressor 23 OCT 2008Rev. 11-59
The torquemeter in the engine gearbox is a hydraulic type that uses the engine lubrication system as its oil (hydraulic) pressure source. The output oil pressure from the engine torquemeter is displayed on the cockpit torque indicator. In order to minimize f r i c t i o n e f f e c ts a n d p r o v i d e a c c u r a t e measurement of torque, the axial gear thrust on the helical torquemeter gear shaft is high. System pressure must always be greater than the torquemeter oil pressure. Therefore, it is necessary to regulate the system oil pressure to the relatively high value of 115 to 130 PSI. 1-28-D-2. ENGINE ACCESSORIES
Information on the various engine accessories (Figure 1-12) follows: The oil filter assembly includes an oil filter, oil pressure regulating valve, and an oil filter bypass valve. The gas producer N 1 tachometer/generator produces an electrical signal that is a function of N 1 gas producer turbine rotor RPM. The o u tp u t o f th is ta c h o m e te r g e n e r a t o r i s delivered to the gas producer tachometer indicator and reflects gas producer turbine (N1) RPM. The power turbine N 2 tachometer/generator produces an electrical signal that is a function of N2 power turbine rotor RPM. The output of this tachometer generator is delivered to the dual tachometer turbine/rotor indicator and reflects power turbine (N2) RPM. The ignition exciter converts 28 VDC energy into high temperature/high amperage arcs at the igniter plug and is required during the starting cycle. The igniter plug is threaded into the combustion outer case. It extends into the combustion liner providing ignition sparks that ignite the fuel/air mixture during s ta r t . O n c e t h e s ta r t i s c o m p l e t e , t h e
BHT-206L4-MD-1 discharge pressure, fuel control lever position, and collective position to regulate and maintain fuel flow between established limiting values. The system regulates the e n g i n e f u n c t i o n s d u r i n g s ta r t i n g , acceleration, governing, deceleration, and shutdown. 1-28-D-3. ENGINE OIL SYSTEM
MANUFACTURERS DATA The oil cooler and blower assembly are mounted aft of the engine. The cooler blower is a part of the tail rotor drive system and forces air upward through the cooler core. Return oil from the engine flows through the oil cooler bypass valve. The bypass valve will direct oil away from the cooling fin ducts if the oil temperature is low. The valve is designed to regulate oil temperature between 71 and 81C (160 and 178F). The normal capacity of the engine oil tank is 6.0 US quarts (5.7 L). The oil level is checked by means of a dipstick mounted on the cap and adapter assembly of the oil tank. The oil tank provides port openings for the supply tube, vent tube, scavenge tube, temperature bulb, and drain valve. Engine oil pressure is monitored by routing regulated oil pressure through an external line to the engine oil pressure gauge in the cockpit. Oil temperature is monitored by the use of a temperature bulb mounted in the oil line at the base of the oil tank. That signal is delivered to the temperature side of the engine oil gauge and is protected by a 3-amp XMSN TEMP IND circuit breaker. 1-28-D-4. ENGINE FUEL AND CONTROL SYSTEM
The engine incorporates a dry sump oil system with an airframe mounted supply tank and an oil cooler located on the top aft section of the fuselage (Figure 1-13). The oil filter assembly, consisting of an oil filter, filter bypass valve, and pressure regulating valve, is located on the top of the gearbox. Magnetic chip detectors are installed at the bottom of the gearbox and at the engine oil outlet connection on the front of the gearbox. All engine oil system lines and connections are internal except the pressure and scavenge lines to the front compressor bearing and to the bearings in the gas producer and power turbine supports. The system is designed to furnish adequate lubrication, scavenging, and cooling as needed to the bearings, splines, and gears, regardless of the helicopter attitude or altitude. Jet lubrication is provided to all compressor, gas producer turbine, and power turbine rotor bearings, and to the bearings and gear meshes of the power turbine gear train, with the exception of the power output shaft bea rings. Th e pow er output shaft bearings and all other gears and bearings are lubricated by oil mist. Oil from the tank is delivered to the engine internal pressure pump. System oil pressure is regulated to 115 to 130 PSI by the pressure regulating valve. Pressurized oil passes through the filter and then to various points of lubrication. The scavenge pump returns the heated oil to the engine oil outlet port where it is routed to the oil cooler. 1-60Rev. 123 OCT 2008
The principal components of the engine fuel system are the engine driven fuel pump, gas producer fuel control, power turbine governor, an accumulator, and a fuel nozzle (Figure 1-12). Th e en gine d rive n fue l p um p as se m bly incorporates a single gear type pumping element and a bypass pressure regulating valve. The pump produces high-pressure fuel (600 PSI) based upon N1 speed and sends it to the fuel control for metering. The aft face of the pump provides a mounting pad for the gas producer fuel control.
MANUFACTURERS DATA
BHT-206L4-MD-1
LUBRICATION SYSTEM SCHEMATIC (250-C30P)

OIL TEMPERATURE AND PRESSURE GAUGE TORQUEMETER GAUGE PRESSURE REGULATING VALVE OIL FILTER ASSEMBLY CHECK VALVE OIL NOZZLE PRESSURE REDUCER OIL NOZZLE PUMP PRESSURE OIL COOLER BLOWER FILTER BYPASS VALVE COOLER BYPASS VALVE
COOLING AIR OUTLET OIL COOLER
FILTER ELEMENT
PULLER CAP AND DIP STICK ACCESSORY GEARBOX HOUSING
OVERBOARD VENT AIR-OIL SEPARATOR GEAR
OIL TANK TEMP BULB DRAIN VALVE COOLING AIR INLET
CENTRIFUGAL OIL BREATHER
OIL NOZZLE
GEARBOX HOUSING MAGNETIC CHIP DETECTOR PLUG THREE SCAVENGE PUMPS CHIP DETECTOR LIGHT CHIPS
SUPPLY FROM TANK AND PRESSURE PUMP PRESSURE OIL BYPASS OIL SCAVENGE OIL SCAVENGE RETURN TO TANK TORQUE MODULATED PRESSURE
MAGNETIC CHIP DETECTOR PLUG
GEARBOX SCAVENGE PUMP
206L4_MD_01_0032
Figure 1-13. Engine Oil System
23 OCT 2008
Rev. 1
1-61
BHT-206L4-MD-1 The gas producer fuel control and the power turbine governor provide for a fuel metering system. This system senses gas producer RPM, power turbine RPM, compressor discharge pressure, and throttle position to regulate and maintain fuel flow. The gas producer fuel control is the device that will meter fuel into the engine to determine idle speed, fuel flow for the initial combustion process, and start acceleration. When the throttle is in the full open position, the fuel control unit will control the fuel flow into the engine based upon the pneumatic signal received by the power turbine governor. The fuel control unit has been mechanically adjusted (flat rated) to restrict fuel flow to a maximum of 356 pounds per hour to deliver approximately 575 SHP. An accumulator is located in the pneumatic line between the power turbine governor and the gas producer fuel control. The accumulator dampens pressure signals from the power turbine governor to the fuel control due to torsional vibrations encountered from the rotor system and maintains a constant N1 RPM. The fuel nozzle has a single entry and a dual outlet orifice. This nozzle provides a finely atomized spray of fuel at all flow conditions that are required by the engine. It is designed to p ro v id e a n op t im u m s p ra y a ng l e f o r starting the engine and an even distribution of fuel into the combustion liner. The nozzle is equipped with a filter to minimize the possibility of contamination. The fuel control system maintains engine power output by regulating the gas producer speed. Gas producer speed levels are established by the action of the power turbine fuel governor, which senses power turbine speed. Power turbine speed (N 2) is selected by the pilot utilizing the BEEP switch on the collective. The power required to sustain the selected RPM is maintained by power turbine governor action on metered fuel flow. The power turbine governor sends pneumatic signals to the fuel control to increase or
MANUFACTURERS DATA decrease fuel flow to the combustion chamber based on N 2 RPM changes and movement of the collective. The engine controls consist of both the N 1 gas producer controls and the N 2 droop compensator controls. The gas producer controls are operated by a twist grip on the collective stick, and the droop compensator controls are operated from a bellcrank in the collective system. The twist grip throttle on the collective controls the gas producer fuel control and consists of a flexible control cable which extends from the throttle arm on the rear of the collective stick to a bellcrank assembly mounted on the engine deck. A control tube is connected between the bellcrank and a lever mounted on the fuel control shaft. 1-28-D-5. N2 DROOP COMPENSATOR SYSTEM
206L4_MD_01_0024
206L4_MD_01_0025
1-62
Rev. 1
23 OCT 2008
MANUFACTURERS DATA The droop com pen sator co ntrol system consists of a mechanical linkage between an idler in the collective system and a lever mounted on the power turbine governor shaft. Movement of the collective stick results in a repositioning of the governor shaft. This action provides droo p com pensation to prevent RPM variations as power changes are made. The system incorporates a linear actuator that is controlled electrically by a GOVernor RPM INCrease/DECRease switch mounted on the collective stick. The droop compensator maintains N2 engine RPM as power demand is increased. It is a direct mechanical linkage between the collective stick and the speed selector lever on the N2 governor and will maintain N2 RPM when properly rigged. Droop is defined as the speed change in N 2 engine RPM as power is increased from a no load condition. It is a characteristic designed into the governor system to prevent instability from developing as engine output is increased. Without this characteristic, N 1 speed would overshoot or hunt the value necessary to satisfy the new power condition. If N2 is allowed to droop other than momentarily, the reduction in rotor speed could become critical.
BHT-206L4-MD-1 Pilots are to record torque events for each flight. Maintenance personnel will convert the torque events into RIN to track the lives of all the required components. A torque event is defined as a takeoff (one takeoff plus the subsequent landing = 1 RIN) or a lift (internal or external). For example, if an operator performs six takeoffs and 10 sling loads, this would total 16 torque events (6 takeoffs = 6 events, 10 sling loads = 10 events, 6 + 10 = 16 events total).
1-30. DRIVETRAIN SYSTEM

The drivetrain system (Figure 1-14) provides a means of transmitting power from the engine to the main and tail rotor assemblies. The drivetrain includes the freewheel assembly, main driveshaft, transmission, mast, tail rotor driveshaft, and the tail rotor gearbox. The rotor systems include the swashplate assembly, the main rotor hub and blades and the tail rotor hub and blades, and the tail rotor pitch change mechanism.
1-30-A. FREEWHEEL ASSEMBLY

The freewheel assembly (Figure 1-14 and Figure 1-15) is mounted on the engine gearbox and driven under power from the engine power takeoff (PTO) gear shaft. Engine power i s t r a n s m i tt e d t o t h e o u t e r s h a ft o f t h e freewheeling unit, through the engaged sprag clutch, and then to the freewheeling inner s h a ft . T h e f r e e w h e e l i n g i n n e r s h a ft i s connected to the main input driveshaft on the forward adapter flange. The tail rotor drive system is driven through a flexible coupling and a splined adapter mounted on the aft end of the freewheel inner shaft. D u r i n g a u t o r o ta t i o n , t h e s p r a g c l u t c h disengages and the rotational forces of the main rotor are utilized to drive the transmission accessories and tail rotor drive system.
1-29. RETIREMENT INDEX NUMBER (RIN)

Each component with a retirement life sensitive to torque events will be assigned a maximum Retirement Index Number (RIN). This RIN corresponds to the maximum allowed fat igu e d am a ge res ul ting fro m lifts an d takeoffs. A new component will begin with an accumulated RIN of zero that will be increased as lifts and takeoffs are performed. The operator will record the number of lifts and takeoffs and increase the accumulated RIN. When the max imu m R IN is re ach ed, the component will be removed from service. Certain components may be assigned a life in hours in addition to a RIN.
23 OCT 2008
Rev. 1
1-63
BHT-206L4-MD-1
MANUFACTURERS DATA
19
39 1 36 37
2 3 35 18 23 22 4 8 5 6 7 20 32 33 21 24 32 34 38 40
9 28 14 13 12 11 10 27 31 29 30 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. Freewheel chip detector Forward freewheel housing and shaft assembly Freewheel assembly Aft freewheel housing and output adapter Forward shaft assembly Oil cooler blower shaft hanger Oil cooler blower shaft Oil cooler blower Thomas couplings Aft short shaft Tail rotor driveshaft hanger bearings Tail rotor segmented driveshafts (qty 5) Tail rotor driveshaft hangers Tail rotor gearbox input pinion Tail rotor gearbox Oil filler cap Tail rotor gearbox chip detector Tail rotor gearbox output shaft Tail rotor hub and blade assembly Tail rotor pitch change mechanism
206L4_MD_01_0038
16 13. 14. 15. 16. 17. 18. 19. 20.
26 25
15
17
Transmission restraint Up stop Stop mount Link attachment Hydraulic pump and NR tachometer generator Lower chip detector Upper chip detector Nodal beam assemblies and mounts Drag pin Link attachment Main input driveshaft Rotor brake assembly (optional) Spacer
Figure 1-14. Drivetrain System
1-64
Rev. 1
23 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
1 MATES WITH MAIN INPUT K-FLEX DRIVESHAFT
MATES WITH TAIL ROTOR DRIVESHAFT ADAPTER
MATES WITH ADAPTER (ITEM 1)
MATES WITH ENGINE PTO SHAFT
1. 2. 3. 4.
Adapter Inner shaft Sprag clutch Outer shaft
CLUTCH UNLOCKED
CLUTCH LOCKED
206L4_MD_01_0033
Figure 1-15. Freewheel Shaft Assembly 23 OCT 2008Rev. 11-65
BHT-206L4-MD-1
MANUFACTURERS DATA a rra n ge m e nt , pla n eta ry g e ar tra in , an d accessory gear drive. Components attached to the transmission assembly are the main d r i v e s h a ft , t r a n s m i s s i o n o i l p u m p , transmission oil filter housing, hydraulic pump, rotor RPM tachometer generator, and two magnetic chip detectors. The transmission system is equipped with a te m p e r a t u re s w i tc h , t e m p e r a t u r e b u lb , pressure switch, and wet line pressure gauge to provide system information.
1-30-B. MAIN DRIVESHAFT

The main driveshaft (Figure 1-14) is designed to transfer power from the engine to the transmission during normal operations and to transfer drive from the transmission to the tail rotor system during autorotation. The main driveshaft rotates at 6016 RPM at 100% N2. The helicopter uses the Kaflex driveshaft, which provides a flexible drive coupling between the freewheeling unit and transmission. This flexing allows for the smooth transfer of torque when the transmission and freewheeling unit are not aligned. The driveshaft is made up of three rectangular plate sets in each coupling. Each coupling can be considered a truss work in which torque loads are carried as axial loads through the straight members of each plate. Preflight inspection consists of checking the flex frames for cracks and for condition and security.
1-30-D. TRANSMISSION OIL SYSTEM

The transmission oil system (Figure 1-16) includes a pump, a pressure regulating valve, an oil cooler, a filter element, and two spray jets. The pump is a constant volume type driven by the accessory gear, which delivers pressurized oil externally to the filter and housing assembly, cooler, and then returns it to the main transmission where spray jets lubricate the internal parts. A sight glass is located on the right side of the main transmission lower case where the oil level can be easily checked. A non-vented filter cap is located on the transmission top case. The oil system also provides lubrication for the freewheeling assembly mounted in the engine accessory gearcase. Pressurized oil is delivered from the transmission into a T-fitting on the cabin roof. Oil flowing out of the left side of the fitting is reduced in pressure and is utilized to lubricate the freewheeling unit. Oil flowing out o f t h e r i g h t s i d e o f th e f it t i n g d e l i v e r s regulated pressure into the transmission oil pressure gauge and into the oil pressure switch for the TRANS OIL PRESS caution light. The oil pump, rotor tachometer generator, and hydraulic pump are mounted together on the forward side of the transmission. The accessory drive gear drives these components using a 1.42 to 1 ratio.
1-30-C. TRANSMISSION
The transmission (Figure 1-14), located on the c a b in ro o f, in c o rp o ra t e s a n o d a l b e a m suspension and restraint. It is mounted on two nodes, and a flexure assembly absorbs normal vibrations and vertical movement. Elastomeric bearings are used to minimize vibrations being transferred into the airframe. The transm ission reduces engine RPM, changes the angle of drive from the engine to th e ro t o r, a n d s e rv e s a s th e s tr u c t u ra l member that links the mast to the airframe. It provides a two-stage reduction of 15.23 to 1.0 (6016 to 395 RPM). The first stage is a bevel gear arrangement with a 3.26 to 1.0 reduction; the second stage reduction is obtained through a planetary gear train that provides a 4.67 to 1.0 reduction. The transmission assembly consists of a top support case and a lower case. This lower case contains the input pinion, bevel gear 1-66Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
ENGINE SECTION TRANSMISSION SECTION
PRESSURE OIL FROM PUMP TO COOLER PRESSURE OIL FROM COOLER INTO TRANSMISSION AND FREEWHEEL LUBRICATING OIL THERMOBULB CLOG FILTER INDICATOR HIGH TEMP WARNING SW FILTER BYPASS VALVE OIL COOLER THERMO BYPASS VALVE OIL COOLER
2 3
MAST ASSEMBLY
4
OIL RETURN FROM FREEWHEEL ASSEMBLY MAST BEARING MAGNETIC CHIP DETECTOR CHIP COLLECTOR PAN OIL JET NO. 2 BLOWER ASSEMBLY PLANETARY ASSEMBLY FILTER ELEMENT
1
OIL PRESSURE TO FREEWHEEL ASSEMBLY PRESSURE REG VALVE OIL PUMP 4.5 TO 5 GPM (17 TO 19 IPM) OIL JET NO. 1 INTERNAL JETS TO SUN GEAR AND PLANETARY FILTER
RESTRICTORS IN FITTING
6 8 7
OIL PRESSURE FROM FILTER TO PRESSURE SWITCH AND INDICATOR
FREEWHEEL UNIT ENGINE
DRAIN PLUG AND MAGNETIC CHIP DETECTOR
DRAIN PLUG AND MAGNETIC CHIP DETECTOR
1. 2. 3. 4. 5. 6. 7. 8.
Oil cooler Return oil nose Outlet oil nose Oil filter housing Drain valves (baggage compartment) Restrictor Pressure regulating valve Oil pump
OVERBOARD DRAIN LINES
NOTE
1 To pilot oil pressure gauge and low pressure warning switch.
206L4_MD_01_0035
Figure 1-16. Transmission Oil System
23 OCT 2008
Rev. 1
1-67
BHT-206L4-MD-1 The pump output is between 6.0 to 6.7 gallons per minute (22.7 to 25.4 L/min). The pressure is regulated by the transmission oil pressure regulator valve and is set at 50 to 55 PSI. The pump scavenges oil from the lower case sump through a wire screen and the lower chip detector. Oil is then directed to the transmission oil filter assembly. The transmission oil pressure regulating valve, which is located on the left rear corner of the lower case, is used to adjust the oil pressure to normal operating limits and to relieve excess oil pressure back into the transmission case. The transmission oil filter and housing assembly, which is mounted on the aft side of the transmission, has a filter element, bypass i n d i c a t o r, b y p a s s v a l v e , t h e r m o s ta t , temperature bulb, and a temperature switch. The filter element, which is contained in the lower housing of the oil filter assembly, is a disposable, pleated paper element. The oil filter bypass indicator, which is located on the filter housing above the filter element, incorporates a spring-loaded magnet that is ported to the bypass valve. If the bypass valve opens due to a clogged filter element or extreme cold temperatures, the indicator button will extend to indicate an impe ndin g bypas s. The b ypass v alve assembly will open when excessive back pressure is caused by either a clogged filter element or extreme cold temperatures. It will then allow oil to bypass the filter element and to be directed to the thermostat and oil cooler. The tempe ra tu re bulb is located on the forward side of the filter housing and is electrically connected to the oil temperature indicator in the instrument panel. The transmission oil temperature switch is lo ca te d on th e oil fi lter h o us ing an d is electrically connected to the TRANS OIL TEMP caution light segment. When the oil temperature reaches 110C, the temperature switch will close and illuminate the caution light segment. The TRANS OIL PRESS caution
MANUFACTURERS DATA light segment switch is located below the instrument panel and is connected into the transmission oil pressure indicator oil line. During normal operation, the oil pressure switch opens at maximum 36 PSI on increasing oil pressure and closes at 30 2 PSI on decreasing pressure. The oil pump inlet screen assembly, which is located in a boss adjacent to the transmission oil pump, filters oil prior to its entering the oil pump. Tw o o i l j e t s a r e i n c o r p o r a t e d i n t h e transmission. The No. 1 oil jet directs a lubricating oil spray to the transmission bevel gears, and the No. 2 oil jet lubricates the planetary pinions and mast bearing. The three electric chip detectors (two on the transmission and one on the freewheeling unit) consist of a self-locking, bayonet type probe with a permanent ceramic magnet at the end. In the event that metal particles should become free in the oil, the magnet will a t t r a c t t h e m . W h e n s u f f i c i e n t m e ta l i s attracted to complete a circuit between the pole and ground, the TRANS CHIP segment on the caution panel will illuminate. T h e o i l c o o l e r a s s e m b l y c o n ta i n s t w o separate and independent cores welded together. The aft core is for the engine oil s y st e m an d th e fo rw a r d c o re is fo r t he transmission oil system. The cooler assembly is connected to the oil cooler blower assembly by means of a transition duct. The thermal bypass valve for the transmission oil cooler is located on the transmission oil filter housing and will begin to regulate oil to the cooler when transmission oil reaches a temperature of approximately 65.6C (150F). T he the rmal b ypas s will dire ct a ll transmission oil to the cooler at oil temperatures of 81.1C (178F).
1-68
Rev. 1
23 OCT 2008
MANUFACTURERS DATA The oil cooler blower is mounted aft of the engine firewall on the helicopter structure and supplies air to the engine and transmission oil cooler. The cooler blower shaft is mounted on two sealed bearings and is connected to the forward and the aft short shafts. It passes through the blower assembly housing, and the blower impeller is bolted to the shaft. This shaft is part of the tail rotor driveshaft system and is used to power the blower. During normal operation, oil flows from the transmission to the cooler and back to the transmission. Two transmission oil cooler drain valves (pressure line/return line) are located inside the baggage compartment to allow for the draining of the transmission oil cooler when transmission oil is changed.
BHT-206L4-MD-1 The up stops mounted on the drag pins restrict the vertical movement of the transmission and all oscillatory movement. Tuning weights, which are bolted to the arm and flexure assemblies, provide for the fine-tuning and balance of the transmission mounting system. The arm and flexure assembly is the primary nodal beam component that isolates main rotor and transmission vibrations from the f u s e l a g e . T h e n o d a l b e a m i n s ta l l a t i o n develops a standing wave form to reduce fuselage vibrations throughout the helicopter's speed range. The arm assemblies are manufactured from aluminum alloy and are bushing-mounted to the fore and aft support assemblies. The flexure assembly, which is contained between the two arm assemblies, consists of a laminated elastomer flexure, shims, and shear pads bonded into metal brackets. Tellurium lead tuning weights, which are located on the end of the arm assemblies adjacent to the flexure, provide a method for tuning the nodal beam installation. The forward and aft support assemblies, which are manufactured from aluminum alloy, contain bonded elastomeric bearing and bushing members to isolate the arm and flexure assemblies from the fuselage.
1-30-E. TRANSMISSION MOUNTS

The transmission, mast, main rotor hub, and the blade assembly are supported by and isolated from the fuselage by means of the transmission mounts (nodal beam) and transmission restraint (Figure 1-14). This is accomplished through the use of four link attachments and two stop mounts bolted to the transmission. Attached to these are four link assemblies, which are secured to the four supports and the flexure assemblies. The support assemblies are bolted to the cabin roof shell and cabin roof beam. The support assemblies contain elastomeric bearing and bushing members to isolate and balance vibration inputs from the rotor into the flexure assemblies. These assemblies are the primary vibration-isolating component that dampens the 2/rev vibration from the rotor system from being transmitted into the cabin, providing for a vibration free ride throughout the helicopter's speed range. The transmission restraint restricts movement of the transmission through the use of an elastomeric bearing and bushing member secured to the transmission restraint support. This support is then bolted to the cabin roof shell and cabin roof beam along with two drag pins. The two stop mounts bolted to the transmission are installed over the drag pins.
1-30-F. TRANSMISSION RESTRAINT

The transmission restraint (Figure 1-14) is an elastomeric spring assembly enclosed in a steel housing. The restraint is secured in an isolation support that is mounted to the cabin roof beam. This restraint restricts forward, aft, and lateral transmission movement. The f o r w a r d a r m s o f t h e r e s t r a i n t c o n ta i n teflon-lined spherical bearings that are attached to the stop mounts, which in turn are secured to the transmission. The transmission is further restrained through the stop mounts by means of the up stops and drag pins. The aluminum alloy isolation support is secured to the upper cabin roof shell and 23 OCT 2008Rev. 11-69
BHT-206L4-MD-1 cabin roof beam. It provides a fixed structural support for the transmission restraint. T h e t w o s t e e l s t o p m o u n ts , w h i c h a r e attached to the lower a ft p ortion of the transmission case, limit vertical and oscillatory movement of the transmission. The two steel drag pins limit the oscillatory movement of the transmission through the stop mounts. Vertical restraint is limited by the up stops, which consist of a bonded upper and lower disc in contact with the stop mounts.
MANUFACTURERS DATA to the yoke by means of the tension-torsion ( T- T ) s t r a p a s s e m b l i e s w h i c h t r a n s f e r centrifugal loading from the blades to the yoke and also assist to counteract a e r o d y n a m ic fo r c e s . T h e p i tc h c h a n g e bearings are housed in the grips and are grease lubricated. The change in blade pitch angle is accomplished by rotating the grips on the yoke with an input at the pitch horns. The blades are attached to the grips with bolts which have hollow shanks that are used to install weight for static and dynamic balance o f t h e h u b a n d b l a d e a s s e m b l y. B l a d e alignment is accomplished by adjustment of the blade latches which engage the root end of the blade. The trunnion mates the rotor system to the mast, transmits drive to the yoke assembly, and serves as a pivot point for the rotor flapping axis. The yoke supports the main rotor system. It has two hollow and preconed journals to relieve stresses. Each journal has the hollow bore especially machined at the outboard end to fit a seal assembly, and the inboard end is machined to fit the tension-torsion (T-T) strap end fitting. The T-T strap, which consists of stainless steel wire wrapped around two steel ends, provides a connection between the grips and yoke. During rotor feathering, the flexibility of the strap allows the grip bearings to rotate on the yoke journals. The grip assembly is the structural member between the yoke and the main rotor blades. The outboard end of each grip has a machined hole for the blade retention bolt, and the grip body has drilled tangs to fit the blade latch bolt that retains the outboard end of the T-T strap.
1-30-G. MAIN ROTOR MAST

The main rotor mast (Figure 1-14) is attached to the transmission by means of a mast locking plate and studs in the top of the transmission case. The mast is a hollow, steel shaft that transmits rotational energy from the transmission to the rotor system. It has three sets o f sp lines a nd two threaded areas incorporated into its design. The upper spline is master splined to correctly position the main rotor trunnion. The swashplate drive splines, located in the mid portion of the mast, are machined to receive a collar set to which the swashplate drive link is attached. The lower splines are the drive splines where the rotational energy from the transmission is transmitted to the mast from the planetary gearing. The upper portion of the mast is threaded to receive the mast retaining nut.
1-31. MAIN ROTOR SYSTEM

The main rotor system (Figure 1-14) is a semi rigid, underslung hub, feathering axis rotor with two metal blades. The hub assembly is attached to the mast by means of a splined trunnion that also functions as the rotor flapping axis. The flapping bearings are grease lubricated roller bearings that assemble into the pillow block housing that is attached to the yoke and also serves to provide hub centering provisions together with the trunnion. The yoke serves as the pitch change axis, and the grips are attached 1-70Rev. 123 OCT 2008
1-31-A. MAIN ROTOR BLADES

The main rotor blades (Figure 1-14) have qualities of advanced aerodynamic efficiency, ruggedness, and simplicity. The blades have a
MANUFACTURERS DATA -11 twist and an airfoil characterized by a significant positive camber to the first 1/3 of the chord length and by the flat symmetrical surfaces of the aft 2/3. Through the use of a droop-snoot airfoil section, rotor blade efficiency is significantly improved compared to symmetrical blade shapes. A wide thrust margin for maneuverability and high efficiency in a hover are, in part, the result of this airfoil design. It is an all metal bonded assembly consisting of three structural members: an aluminum spar, spar closure, and a trailing edge strip. Skins, stabilized by honeycomb core, are bonded to the major section by adhesive applied under heat and pressure. Reinforcing doublers, grip plates, and drag plates are bonded to the blade butt end. The basic portion of the blade has a 13.026 inch (33.09 cm) chord. The flap restraint is installed on the main rotor hub trunnion and incorporates counterweights and springs which serve to limit flapping freedom during starting and shutdown, but permit normal flapping at operating RPM.
BHT-206L4-MD-1 means of a splined adapter and the first tail rotor driveshaft segment. The segmented tail rotor driveshaft consists of five segments that extend along the top of the tailboom. Each segment of the drive system is identical and interchangeable with the others.
1-32-A. TAIL ROTOR DRIVESHAFT HANGER BEARINGS

Seven hanger bearing assemblies (Figure 1-14) support the driveshafts and flexib le, s teel, d isc co uplin gs. Tho mas couplings are used to both connect the shaft sections and allow continued alignment with the tailboom.
1-32-B. TAIL ROTOR GEARBOX

The tail rotor gearbox (Figure 1-14), located on the aft end of the tailboom, drives the left side mounted tail rotor. It contains two spiral bevel gears positioned at 90 angles to the other. The direction of drive is changed 90 and there is a speed reduction of 2.35 to 1.0 at the gearbox to achieve an output shaft speed of 2550 RPM. The magnesium housing is attached to the tailboom by means of four bolts and two alignment pins. The assembly includes a breather type filler cap, oil level sight gauge, and a combination electrical chip detector and self-closing valve. The chip detector consists of a self-locking bayonet probe with a permanent magnet at the end. Free ferrous metal particles in the oil will be attracted to the magnet, and when sufficient metal is attracted to complete the circuit between pole and ground, the T/R CHIP detector segment on the caution panel will illuminate. The valve automatically closes and prevents loss of oil when the electric chip detector is removed for inspection. It also serves as a drain plug. 23 OCT 2008Rev. 11-71
1-32. TAIL ROTOR DRIVE

The tail rotor driveshaft (Figure 1-14) is made up of the forward short shaft, the oil cooler blower shaft, the aft short shaft, and the tail rotor driveshaft segments. Steel laminated flexible couplings (Thomas couplings) are used to connect the shaft sections and the tail rotor gearbox. The forward and aft short shafts are located on either side of the oil cooler blower a s s e m b l y. T h e f o r w a r d s h o r t s h a ft i s constructed of steel and is connected to the aft end of the freewheeling assembly and the forward end of the fan shaft by means of splined adapters. The aft short shaft is constructed of aluminum alloy and is connected to the aft end of the fan shaft by
BHT-206L4-MD-1
MANUFACTURERS DATA
1-33. TAIL ROTOR HUB AND BLADE ASSEMBLY

The tail rotor assembly (Figure 1-14) is a delta hinge type that consists of a hub and two interchangeable blades. The yoke of the hub is made with a 4 twist for each blade. The aluminum alloy forged yoke is attached to the tail rotor gearbox shaft by means of a splined trunnion inside the yoke to provide a flapping axis for the assembly. At the time of assembly, spanwise balance is accomplished by using washers on the blade bolts at the yoke, and chordwise balance is accomplished by using weights and washers on the trunnion bearing housing restraining bolts. The tail rotor blades are all metal assemblies consisting of a stainless steel shell reinforced by a honeycomb filler and stainless steel leading edge abrasive strip. Ballast stations, located at the inboard trailing edge and the tip of the blades, are provided for mass balance of the blades. Weights used in these locations are determined when the blade is manufactured. The blades are attached to the yoke by means of spherical bearings (this provides for pitch change of the blades) that are mounted in the grip plates of the blades on the pitch change axis. Connecting linkage consists of push-pull tubes, bellcranks, levers, and supports that connect the pilot and copilot (if installed) tail rotor control pedals to the tail rotor pitch change mechanism. Tail rotor pitch control is accomplished by means of bellcrank, rod, and lever assembly mounted on the tail rotor gearbox which actuates a control tube through the hollow output driveshaft to the crosshead and pitch links. 1-72Rev. 123 OCT 2008
1-34. MAIN ROTOR FLIGHT CONTROLS

The flight controls (Figure 1-17 through Figure 1-20) are mechanical linkages that are actuated by conventional controls and used to control flight attitude and direction. Both the cyclic (longitudinal and lateral) and the collective controls incorporate hydraulic servo actuators. A synchronized elevator is linked into the fore and aft controls at the cyclic torque tube. The flight controls are routed beneath the forward seats, aft to the vertical control column, then up to the cabin roof. The vertical control column also serves as a primary cabin structure. Access doors on the aft side of the control column and seat panels are provided for inspection of control components and maintenance accessibility. Dual controls are installed as an option to provide dual flight control capability either for operations requiring a pilot and a copilot or for pilot training operations. Installation of dual controls provides a collective stick, cyclic stick, and a tail rotor control pedal assembly for the copilot. The pilot and copilot co ntrols a re similar in a ppe ara nce a nd relative position and the control input to the rotor system is the same. The control feel for the copilot controls is the same as that for the pilot controls. T he copilot c ontrols are connected to the pilot controls by means of a jackshaft, control tubes, and electrical wiring. Quick disconnects are provided for the copilot collective and cyclic. Aluminum alloy c ontrol tubes are u sed throughout the collective, cyclic, and tail rotor control system. Some control tubes are fixed in length with bonded end fittings, while others may have adjustable fittings. Bellcranks, levers, and supports are used throughout the collective, cyclic, and tail rotor control systems. These parts transmit or control change movements in the particular system in which they are installed.
MANUFACTURERS DATA
BHT-206L4-MD-1 servo actuator to the swashplate collective lever. Collective pitch control is transmitted to the main rotor controls by vertical movement of the swashplate. The servo actuator is mounted on a support, which is located on the cabin roof directly forward of the transmission, along with two servo actuators for the cyclic system. The collective stick is installed to the left of the pilot seat, and it extends upward and f o r w a r d t h r o u g h a f l e x i b l e c o v e r. T h e collective jackshaft provides a mounting point for the collective stick. An adjustable friction bearing mounted on the jackshaft allows the pilot to adjust the friction to his own requirements. A minimum friction adjustment clamp located at the left end of the jackshaft ensures that the collective stick will always have a preset minimum friction to eliminate collective bounce. The collective trunnion and lever is installed between the collective jackshaft and control tube. It ties the collective controls to the mixing lever of the cyclic controls. When the collective stick is moved to change rotor pitch, the cyclic control servo actuators and linkage will move to maintain the swashplate in its relative plane. For helicopters with dual controls, the copilot collective stick is installed at the left of the copilot seat with a fully functioning throttle control. A quick disconnect feature permits rapid removal of the copilot collective stick. A spring pin assembly is provided to ensure positive engagement of the stick.
1-34-A. CYCLIC FLIGHT CONTROLS

The cyclic flight controls (Figure 1-17) consist of a control stick, torque tube, yoke, hydraulic servo actuators, control tubes, and bellcranks. Movement of the control stick is transmitted through linkage and hydraulic servo actuators to the swashplate, which actuates the rotating controls to the main rotor. Servo actuators are incorporated to minimize the effort required to move the controls and to reduce main rotor feedback forces. The cyclic stick extends upward and forward from the front of the pilot seat. The torque tube connects to the cyclic stick support and provides a mounting point for the elevator controls. The cyclic system yoke extends aft from the cyclic stick support and jackshaft. Movement of the cyclic stick is transmitted to the mixing lever by means of the yoke. This mixing lever transmits cyclic movement to the swashplate through mechanical linkage and servo actuators. A balance spring is used in the system to minimize the cyclic stick mass imbalance forces and elevator induced forces in the longitudinal control system. For helicopters with dual controls, the copilot cyclic stick is installed in front of the copilot seat with all VFR control functions. A quick disconnect feature permits rapid removal of th e s tic k . If th e el ec tr ic al c o nn e c to r is disconnected, an adapter must be installed to pro vide circuit continuity. A spring pin assembly is provided to ensure positive engagement of the stick.
1-34-C. ELEVATOR FLIGHT CONTROLS

The elevator flight controls (Figure 1-19) consist of a horizontal stabilizer, elevator, supports, bellcranks, walking beam, and control tubes. To safeguard against elevator or cyclic controls jamming, the control tube includes a shear joint in the interconnect linkage from the fore and aft cyclic control torque tube to the elevator horn. 23 OCT 2008Rev. 11-73
1-34-B. COLLECTIVE FLIGHT CONTROLS

The collective flight controls (Figure 1-18) consist of a collective stick, jackshaft, control tubes, bellcranks, and a hydraulic servo actuator. Movement of the collective stick is transmitted by means of linkage and the
BHT-206L4-MD-1
MANUFACTURERS DATA
18 17
15 16 12
14 13
7 1 4 8 6
10
11
Adjustable control tubes
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18.
Cyclic control stick Cyclic friction adjuster Cyclic torque tube Yoke Balance spring Mixing lever Control tube Control tube Longitudinal servo actuator Lateral servo actuator Support Control tube Control tube Bellcrank Bellcrank Control tube Control tube Swashplate inner ring
206L4_MD_01_0046
Figure 1-17. Cyclic Controls 1-74Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
16
15 14 MIXING LEVER 9 8 10 11 13 12
CYCLIC CONTROLS (REF) 7
4 3
ATTACHES TO MIXING LEVER
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.
Collective jackshaft Friction knob Collective stick Trunnion and lever Control tube Support Collective servo actuator Yoke Right cyclic control tube Elevator control tube Left cyclic control tube Idler Control tube Collective bellcrank Link Collective lever
206L4_MD_01_0047
Figure 1-18. Collective Controls 23 OCT 2008Rev. 11-75
BHT-206L4-MD-1
MANUFACTURERS DATA
Figure 1-19. Elevator Controls 1-76Rev. 123 OCT 2008
MANUFACTURERS DATA The horizontal stabilizer/elevator is mounted on the tailboom. The horizontal stabilizer section is stationary while the elevator, which is attached to the aft side of the stabilizer, is synchronized to fore and aft cyclic application. The elevator horn is connected to the cyclic torque tube through the elevator control linkage. The elevator control linkage consists of control tubes, bellcranks, and walking beams. The forward control tube, which contains a shear pin, is attached to an eyebolt mounted in the cyclic torque tube. The aft control tube is attached to the elevator horn. Should the pin shear, the rod has sufficient length to slide within the tube to prevent separation that could result in jamming of the cyclic controls.
BHT-206L4-MD-1 means of control tubes and a bellcrank. The copilot pedals can be positioned, as desired, by means of the pedal adjuster. Alternate pedals may also be installed which allow the copilot to manually adjust the position of the pedal foot rests. Connecting linkage consists of push-pull tubes, bellcranks, levers, and supports that connect the pilot tail rotor control pedals to the tail rotor pitch change mechanism. Tail rotor pitch control is accomplished by means of bellcrank, rod, and lever assembly mounted on the tail rotor gearbox which actuates a control tube through the hollow rotor driveshaft to the crosshead and pitch links.
1-34-E. VERTICAL CONTROL COLUMN

The flight controls are routed beneath the pilot and passenger seats aft to the vertical control column then up to the cabin roof. This control column also serves as a primary cabin support structure. Access panels on the aft side of the column, the bottom of the helicopter, and seat panels are provided for i n s p e c t i o n o f c o n t r o l c o m p o n e n ts a n d maintenance accessibility. The cyclic controls are mixed with collective control through the mixing lever bellcrank located at the base of the control column.
1-34-D. TAIL ROTOR DIRECTIONAL CONTROLS

The tail rotor directional controls (Figure 1-20) include the control pedal assembly, pedal adjuster, control tubes, bellcranks, damper assembly, and a pitch control mechanism mounted through the tail rotor gearbox shaft. Moving the pedals causes pitch change in the tail rotor blades to offset the main rotor torque and to control the directional heading of the helicopter. The tail rotor control pedals mounted on the pilot's compartment deck are connected under the center console to a bellcrank pedal adjuster, which provides for manual adjustment of pedal position according to the pilot's needs. Alternate pedals may also be installed which allow the pilot to manually adjust the position of the pedal foot rests. For helicopters with dual controls, the copilot fully fu nc tion al ta il ro tor co ntr ol ped al assembly is installed on the floor in front of the copilot seat to provide a means for the copilot to control the tail rotor assembly. The control pedals are linked to the pilot pedals by
1-34-F. SWASHPLATE AND COLLECTIVE LEVER

T h e m a in r o t o r c o n t r o ls c o n s i s t o f t h e swashplate and support assembly (Figure 1-21), drive link, and pitch links. The swashplate transfers cyclic control motions from the non-rotating to the rotating control system. The swashplate and support encircle the mast directly above the transmission. The swashplate mounts on a universal support (pivot sleeve and uniball) that permits it to move in any direction. Movement of the cyclic r e s u l ts i n a c o r r e s p o n d i n g t i l t o f t h e swashplate and the main rotor. 23 OCT 2008Rev. 11-77
BHT-206L4-MD-1
MANUFACTURERS DATA
11 10 9 12 8 ALTERNATE PEDALS 7 1 5 6 3 4
17
14 15 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. Pedals Pedal adjuster Control tube Control tube Control tube 13 Counter weight Bellcrank Control tube Bellcrank Control tube 12 Walking beam Control tube Walking beam Control tube Bellcrank Rod assembly Tail rotor hub and blade Pitch change mechanism 16
18
206L4_MD_01_0039
Figure 1-20. Tail Rotor Controls 1-78Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
1 2 18 3 4
17 6
5 7
8 16 15 14 10 11 12 9
13
1. 2. 3. 4. 5. 6. 7. 8. 9.
Mast Idler lever Idler drive link Nut Cotter pin Washer Washer Washer Stud
10. 11. 12. 13. 14. 15. 16. 17. 18.
Nut Washer Support Collective lever Spherical bearing Inner ring Outer ring Boot Collar set
206L4_MD_01_0040
Figure 1-21. Swashplate and Support 23 OCT 2008Rev. 11-79
BHT-206L4-MD-1 The collective lever and link assembly is mounted to the swashplate support assembly and transfers collective inputs to the lower swashplate. Movement of the collective pitch lever actuates the collective sleeve assembly that in turn raises or lowers the swashplate and transmits collective input to the main rotor. The swashplate drive assembly consists of a collar set, idler drive link, and idler lever. The collar set is attached to the mast and the idler drive link is attached to the outer ring of the swashplate. This connects the upper swashplate to the mast, causing it to rotate with the mast. The pitch link assemblies connect the pitch horns on the blade grips to the swashplate which transmits control input from both the collective and cyclic controls.
MANUFACTURERS DATA pressurized hydraulic fluid flows to the three servo actuators (Figure 1-23). When it is energized (switch OFF), the pressurized hydraulic fluid is directed back to the reservoir and bypasses the three servo actuators. In case of a total electrical failure, the system is fail-safe ON (no electrical power = hydraulics ON). The cyclic and collective servo actuator support is installed on the cabin roof forward of the transmission. It serves as a mount for the three servo actuators and associated bellcranks. The collective servo actuator is mounted in the center position and the two cyclic servo actuators are mounted on the outboard positions. The hydraulic reservoir and cover are constructed from magnesium alloy. The reservoir is mounted on a brace and support forward of the main transmission. The hydraulic system has no specific cooling system. Heat is dissipated from the hoses and lines as air circulates beneath the forward cowling (radiation cooling to the atmosphere).
1-34-G. DUAL CONTROLS

Installation of dual controls provides a collective, cyclic, and a tail rotor control pedal assembly for the copilot. The copilot controls are connected to the pilot controls by means of the jackshaft, control tubes, and electrical wiring. Quick disconnects are provided for the collective and cyclic. The copilot controls do not provide electrical cargo release, flight idle stop, throttle bezel marking, starter switch, or landing light controls.
1-35-A. HYDRAULIC SYSTEM COMPONENTS

T h e h y d r a u l i c s y s t e m c o m p o n e n ts (Figure 1-22) include the hydraulic pump, hydraulic solenoid valve, hydraulic filters, and pressure relief valve. 1-35-A-1. HYDRAULIC PUMP
1-35. HYDRAULIC SYSTEM

The hydraulic system (Figure 1-22) provides pressurized fluid to operate the cyclic and collective flight control servo actuators. O p e ra ti o n o f t h e s y s te m i s e l ec t ri ca l ly controlled by means of the HYDRAULIC SYSTEM switch on the miscellaneous control panel. When the hydraulic system solenoid v a l v e is d e - e n e r g i z e d ( s w i tc h O N ) , t h e 1-80Rev. 123 OCT 2008
The hydraulic pump (Figure 1-22) is mounted on the transmission lower case and driven by the transmission accessory drive. The pump is a constant pressure, variable delivery, self-lubricated type designed to operate continuously and provide a rated discharge pressure of 1000 25 PSI.
MANUFACTURERS DATA
BHT-206L4-MD-1
10
9 5 4 3 6 7
8 11 2 12
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12.
Manifold Servo actuator hose assembly Quick disconnect coupling outlet Quick disconnect coupling inlet Filter assembly return Filter assembly pressure Relief valve Solenoid valve Reservoir Sight glass Hydraulic pump Rotor tach generator
206L4_MD_01_0041
Figure 1-22. Hydraulic System 23 OCT 2008Rev. 11-81
BHT-206L4-MD-1 1-35-A-2. HYDRAULIC SOLENOID VALVE
MANUFACTURERS DATA differential pressure across the filter is 70 10 PSI, the red button will rise. To prevent inacc urate ind ic atio ns o f clogg in g, the indicator will not work when the hydraulic fluid temperature is less than 2C (35F). The return line filter incorporates a bypass valve. If the filter element in the return line becomes clogged, the bypass valve will open and allow fluid to bypass the filter and return to the reservoir. 1-35-A-4. PRESSURE RELIEF VALVE
The hydraulic solenoid valve (Figure 1-22) is mounted on the cabin roof forward of the hydraulic pump and reservoir. The valve is electrically closed and is controlled by the HYDRAULIC SYSTEM switch on the m i s c e l l a n e o u s pa n e l ( F i g u r e 1 - 4 ) . T h e electrical circuit is protected by a 5-amp HYDR SYSTEM circuit breaker on the overhead console. Because the valve must have electrical power to close, the system is referred to as fail-safe ON. When the switch is turned off, hydraulic fluid bypasses the servos and returns to the hydraulic reservoir. 1-35-A-3. HYDRAULIC FILTERS
The hydraulic filters (Figure 1-22) are installed on a bracket on the forward right side of the cabin roof near the main transmission. Each filter assembly contains a filter indicator that indicates an impending clogged filter. The indicator consists of a red button mounted on t h e f i lt e r a s s e m b ly h o u s in g . W h e n t h e
The pressure relief valve (Figure 1-22) is installed forward of the transmission and on the left side of the cyclic and collective servo actuator support. During normal operations, the relief valve is in the closed position. If system pressure should increase to 1075 to 1375 PSI, the valve will open to prevent damage to the system by returning excess pressure into the return side of the solenoid valve. The valve will close when pressure returns to normal.
1-82Rev. 123 OCT 2008
MANUFACTURERS DATA
BHT-206L4-MD-1
SYSTEM CAPACITY 65 CUBIC INCHES RESERVOIR CAPACITY 40.0 CUBIC INCHES RESERVE CAPACITY 24.3 CUBIC INCHES OPERATING PRESSURE 1000 PSI OPERATING TEMPERATURE -65 TO 160F (-54 TO 71C) HYDRAULIC FLUID MIL-H-5606 SEE DETAIL B 3 4 5 6 15 SEE DETAIL B 15
SEE DETAIL B
16
8 CYCLIC 9 12 13 SEE DETAIL A CYCLIC DIFFERENTIAL RELIEF VALVE COLLECTIVE
TEST PORT 14 10 11 5 8 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. PRESSURE RETURN SUCTION
RETURN PRESSURE
RETURN SERVO ACTUATOR
SERVO PRESSURE ACTUATOR
DE-ENERGIZEDSYSTEM ON
ENERGIZEDSYSTEM OFF
SOLENOID VALVE SCHEMATIC DETAIL A
PRESSURE RETURN Reservoir Screen vent Sight glass Internal baffle Quick disconnect coupling Return filter Filter bypass relief valve Differential pressure indicator Check valve Pump Pump seal drain Pressure filter Relief valve Solenoid valve Cyclic servo actuator Collective servo actuator
SEQUENCE VALVE
CHECK VALVES INPUT FROM FLIGHT CONTROLS CYLINDER OUTPUT
SERVO ACTUATOR - TYPICAL SEE DETAIL B

206L4_MD_01_0042_c1
Figure 1-23. Hydraulic System Schematic
23 OCT 2008
Rev. 1
1-83/1-84

206 L4 Manufacturers Data

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MANUFACTURERS DATA

23 OCT 2008Rev. 11-1

1-2Rev. 123 OCT 2008

23 OCT 2008Rev. 11-3

1-4Rev. 123 OCT 2008

23 OCT 2008Rev. 11-5/1-6

1-2. HELICOPTER DESCRIPTION GENERAL

MANUFACTURERS DATA Intermediate Section, and the Tailboom Section.

1-3. PRINCIPAL DIMENSIONS

FUSELAGE FORWARD SECTION

1-4. LOCATION REFERENCES

1-5. FUSELAGE GENERAL ARRANGEMENT

206L4 (206L1+ AND 206L3+ IGW UPGRADE) STANDARD LOW GEAR

6 FT. 10.7 IN. (2.10 m)

4 FT. 4.0 IN. (1.32 m)

6 FT. 4.2 IN. (1.93 m)

NO LOAD ON GEAR 7 FT. 5.0 IN. (2.30 m)

TURNING RADIUS 23 FT. 10.0 IN. (7.26 m)

5 FT. 5.0 IN. (1.65 m)

GROUND LINE AT 4000 LBS. GW

2 FT. 10.5 IN. (0.88 m)

Figure 1-2. Principal Dimensions (Sheet 1 of 3) 23 OCT 2008Rev. 11-11

206L4 (206L1+ AND 206L3+ IGW UPGRADE) HIGH SKID GEAR

6 FT. 10.7 IN. (2.10 m)

1 FT. 6.0 IN. (0.46 m)

4 FT. 4.0 IN. (1.32 m)

6 FT. 4.2 IN. (1.93 m)

NO LOAD ON GEAR 7 FT. 5.0 IN. (2.30 m)

TURNING RADIUS 23 FT. 10.0 IN. (7.26 m)

8 30' FLAPPING (UP + DOWN)

7 FT. 1.2 IN. (2.16 m)

5 FT. 5.0 IN. (1.65 m)

GROUND LINE AT 4000 LBS. GW

3 FT. 10.8 IN. (1.18 m)

Figure 1-2. Principal Dimensions (Sheet 2 of 3) 1-12Rev. 123 OCT 2008

206L4 (206L1+ AND 206L3+ IGW UPGRADE) EMERGENCY FLOAT KIT

6 FT. 10.7 IN. (2.10 m)

6 FT. 4.2 IN. (1.93 m)

NO LOAD ON GEAR 7 FT. 5.0 IN. (2.30 m)

TURNING RADIUS 23 FT. 10.0 IN. (7.26 m)

8 30' FLAPPING (UP + DOWN)

7 FT. 1.2 IN. (2.16 m)

5 FT. 5.0 IN. (1.65 m)

GROUND LINE AT 4000 LBS. GW

Figure 1-2. Principal Dimensions (Sheet 3 of 3) 23 OCT 2008Rev. 11-13

5.0 FT (1.5 m) 4.2 FT (1.3 m)

FUSELAGE INTERMEDIATE SECTION

FUSELAGE TAILBOOM SECTION

1-6. CABIN HARD POINTS

1-9. GROUND HANDLING

1-10. CREW AND PASSENGER SEATING

1-8. LANDING GEAR

1-10-A. SEAT RESTRAINT ASSEMBLIES

1-11. INSTRUMENT PANEL AND CONSOLES

1-13-A. FLIGHT INSTRUMENTS

1-12. PITOT/STATIC SYSTEM

1-13. INSTRUMENT SYSTEM

FUEL LOW SPARE

LITTER DOOR OPEN SPARE

GEN FAIL BAGGAGE DOOR

R/FUEL PUMP L/FUEL PUMP

FUEL FILTER T/R CHIP

ENG CHIP TRANS CHIP