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CSP-H-2
Book TOC 500 Series - Basic HMI

SECTION 3
FUSELAGE
1. Fuselage Assembly
(1). Forward Section
The fuselage forward section includes
upper-, center-, and lower-canopy
windshield assemblies, door frames,
and a canopy panel containing an air
intake duct and provisions for a
are those that form the cylindrically tapered
boom assembly.
(1). Negligible Damage
No damage can be considered negligi­
ble. All repairable damage shall be
repaired upon detection. Cracks, tears
or punctures in stressed sheet metal

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landing/hovering light. panels that do not exceed 0.20 inch

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(5.08 mm) diameter and can be re­
(2). Lower Section

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moved by drilling out with a 1/4 inch

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The fuselage lower section includes the (6.35 mm) or smaller diameter drill do
not require structural doublers.

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pilot's compartment floor, cargo

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compartment floor, underfloor stowage (2). Repair or Replacement

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compartment and battery area, floor
and seat support bulkheads and seat Cracks, tears or punctures in stressed

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support bulkheads and associated sheet metal panels exceeding 0.20 inch
structure, the center beam assembly, (5.08 mm) diameter are to be repaired.
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landing gear fittings, and the fuel tank
support structure. B. Non−Stressed Sheet Metal Panels

(3). Aft Section Non‐stressed sheet metal members consist

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primarily of hinged covers and doors except

The fuselage aft section includes the
main rotor mast support structure,
cargo door frames, engine compart­
ment, engine air inlet (plenum cham­
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the fuel cell access and controls access doors
which are stressed (Ref. Stressed Sheet Metal
Panels).

ber) installation, engine inlet aft (1). Negligible Damage

fairing, firewall installation, and the
Small dents, scratches, nicks, and light
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boom fairing.
corrosion deposits are considered
2. Fuselage Sheet Metal Repair negligible damage. Cracks that do not
exceed 0.250 inch (6.35 mm) in length,
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Perform repair of the structure according to are less than one‐fourth the width of
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applicable instructions in CSP-H-6. Refer to the damaged component, and are

the following paragraphs for classification and removed at least one-inch from the end
definition of the types of negligible damage, of the damaged component or an
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and for guidelines defining the extent of
damage requiring repair or replacement.
A. Stressed Sheet Metal Panels
Stressed sheet metal panels consist primarily
of the helicopter fuselage skins and bulkhead
webs. The most highly stressed skin sections
attachment point, may also be con—
sidered negligible damage.
(2). Repair or Replacement
Repair or replacement of non‐stressed
panels shall be at the discretion of the
owner. Refer to CSP-H-6.

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500 Series - Basic HMI Book TOC

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FORWARD FUSELAGE

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LOWER FUSELAGE

AFT FUSELAGE
30-027

Figure 3−1. Major Sections of Fuselage

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CSP-H-2
Book TOC 500 Series - Basic HMI

3. Mast Support Structure (a). Inspect the side channels and

(Ref. Figure 3-2) The mast support structure
consists of two mast support fittings, stiffener
angles, a panel riveted to the upper‐rear
surface of the mast support fittings, a pan, a
doubler riveted to the lower forward surfaces
of the mast support fittings, and two channels.
Two bolt holes in each mast support fitting
provide the four attach points for mounting
the main rotor mast support base. Three
additional holes through the forward end of
the left-hand mast support fitting provide
forward and aft webs of the controls
tunnel, from the mast support fitting
down to the top of the pilot's seat-
back (canted bulkhead waterline
45.36).
(b). Inspect visible areas of mast support
fitting, mast base and mast tube,
with particular attention to base
attachment areas and shaded areas.
(c). Inspect both side of channels on aft
canted bulkhead from mast support

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attach points for mounting the tail rotor fitting down to waterline 34.00 with
control rod bellcrank support bracket. The particular attention to points of

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forward end of the mast support fittings are attachment.
riveted to the upper ends of two channels on (d). Clean and inspect any suspected

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the rear surface of Sta. 78.50 canted bulkhead.

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area; use dye-penetrant to determine
The aft ends of the mast support fittings are if a crack does exist. If a crack is

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riveted to the upper ends of two channels on found, part must be replaced.

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the forward surface of Sta. 124.00 canted
bulkhead. (5). Inspect mast support structure for
corrosion, loose bolts and rivets and
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A. Mast Support Structure Inspection
(6). Check that the two 1/4 inch (6.35 mm)
drain holes located in the pan are not
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Any time work is being per­

CAUTION formed near the engine air inlet,
use care to prevent entry of foreign objects.
Tape covers of cardboard or other suitable
material in place over the engine inlet
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plugged.
(7). Reinstall controls tunnel cover.
(8). Reinstall left and right forward sections

screen and oil cooler air inlets. Do not re­ of air inlet fairing.
move covers until work is completed and de­
(9). Reinstall main transmission access
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bris is thoroughly cleaned out of the area.

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cover and main gearbox access cover.

After removing covers, verify that the area
around base of mast, air inlet, and entire 4. Main Rotor Mast
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plenum chamber are free of foreign materi­

al. (Ref. Figure 3-3) The main rotor mast consists
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of a steel tube and a forged base assembly. The

mast encloses the main rotor drive shaft and
(1). Remove left and right forward sections
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supports the main rotor hub assembly.

of air inlet forward fairing.
A. Main Rotor Mast Removal
(2). Remove main transmission cover and
main gearbox access cover.
(3). Detach controls tunnel cover from
structure. Slide cover up on control rods
and secure it out of the way. and slide
out of way.
(4). Using a bright light and a 5-power
magnifying glass, carefully inspect the
following areas for evidence of cracks.
Main rotor mast is highly
CAUTION stressed. Do not allow tools to
strike mast or mast to strike any object. Any
impact damage may require replacement of
mast.
(1). Remove main rotor hub.
(2). Remove main rotor controls.
(3). Remove main transmission. Transmis­
sion removal is required for access to
the mounting studs.

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MD Helicopters, Inc. Main Menu
500 Series - Basic HMI Book TOC

NOTES:
1. THIS STUD REQUIRES ELECTRICAL BOND TO
STRUCTURE PAN THIS SURFACE.
2. SEAL MAIN ROTOR MAST TO STRUCTURE
HUB SLEEVE BEARING PAN (INSIDE MAST TUBE AT BASE) WITH
SURFACE SILICONE RUBBER (17, TABLE 2-4).

MAIN ROTOR MAST

NUT (LEFT-HAND THREADS)

TAPE PLATE SPACER

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MAST BASE

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RIVETS

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MAST SUPPORT
STRUCTURE PAN
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DRAIN
HOLES
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MAST SUPPORT
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FITTING
NUT
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700-820 IN. LB
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(81.35-92.65 NM)
MAIN TRANSMISSION MOUNTING STUD
160-190 IN. LB (18.08-21.47 NM)
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AFT BULKHEAD
NOTE 1
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CHANNEL
TUNNEL BEAM WEB
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TUNNEL BEAM (SIDE) CHANNEL

WATERLINE 45.36

WATERLINE 34.00

30-017E

Figure 3−2. Main Rotor Mast and Support Structure

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CSP-H-2
Book TOC 500 Series - Basic HMI

MAXIMUM
REPAIRABLE
AREA REMOVAL OF REPAIR
DAMAGE
MATERIAL (DEPTH) PROCEDURE

POLISH AREA SMOOTH WITH

CORROSION 0.010 IN. ABRASIVE CLOTH (20 AND 23, TABLE
A AND 2-4) IF CADMIUM PLATING HAS BEEN
(0.254 MM)
SCRATCHES PENETRATED. TREAT REWORKED
A AREA WITH PRIMER (4).

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THICKNESS OF POLISH AREA SMOOTH WITH

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0.063 IN. CHIPPING NICKEL
(1.6002 MM) B ABRASIVE CLOTH (20 AND 23, TABLE
OF NICKEL PLATING 0.0035 2-4). THREAT REWORKED AREA

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PLATING IN. (0.0889 MM) WITH PRIMER (4).
B MAXIMUM

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LONGITUDINAL
SCRATCHES THAT

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DO NOT
PENETRATE MUST NOT

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THROUGH THE PERNETRATE POLISH AREA WITH ABRASIVE CLOTH
IN TR C NICKEL PLATE. NICKEL PLATING (20 AND 23, TABLE 2-4) TO REMOVE
D SCRATCHES MUST 0.0035 IN. BURRS AND SHARP EDGES ONLY.
E BE A MINIMUM OF (0.0889 MM)
0.25 IN. (6.35 MM) MAXIMUM
APART. RADIAL
SCRATCHES ARE
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NOT PERMITTED.

CORROSION POLISH AREA SMOOTH WITH ABRASIVE

F D 0.020IN.
AND CLOTH (20 AND 23, TABLE 2-4)
(0.508 MM)
SCRATCHES
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POLISH AREA SMOOTH WITH

CORROSION ABRASIVE CLOTH (20 AND 23, TABLE
E AND 0.010 IN. 2-4). TREAT REWORKED AREA WITH
(0.254 MM)
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SCRATCHES PRIMER (7) AND A TOP COAT OF

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LACQUER (6).
AREA REMOVE DAMAGED OR
ENCLOSED DETERIORATED TAPE. POLISH
CORROSION AND
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BY 0.010 IN. CORROSION SPOTS WITH ABRASIVE

F REPLACEMENT OF CLOTH (20 AND 23, TABLE 2-4). TREAT
MAST BASE TAPE (0.254 MM)
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REWORKED AREA WITH PRIMER (7)

AND A TOP COAT OF LACQUER (6).
MAST TUBE TO BE PERPENDICULAR TO REPLACE TAPE (32).
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MAST BASE WITHIN 0.010 IN. (0.254 MM)

IN 10 INCHES (25.4 CM) NOTE: FOR MAGNETIC PARTICLE INSPECTION, REMOVE
PAINT FROM APPLICABLE SURFACES.

30-160B

Figure 3−3. Main Rotor Mast Inspection and Repair Criteria

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CSP-H-2
MD Helicopters, Inc.
500 Series - Basic HMI
(4). Remove four studs, washers and nuts
(Ref. Figure 3-3). Nuts securing studs
have left-hand threads.
(5). Remove shaft support hold-down nuts,
washers and bolts.
(6). Lift main rotor mast from helicopter.
B. Main Rotor Mast Installation
(1). Apply silicone sealant (17, Table 2-4)
on bottom surface of mast tube and
base at drive shaft opening to seal base
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to mast support structure at installa­
tion. Sealing will contain any oil
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leakage coming from top of transmis­
sion.
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(2). Position main rotor mast so that holes
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in base align with holes in mast
support structure.
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(3). Install four holddown bolts, eight
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washers and four nuts; torque nuts to
700 - 820 inch-pounds (79.09 - 92.65
Nm).
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(4). Check underside of mast support
structure at left aft stud hole location.
Stud-to-pan doubler surface must be
clean to bare metal for electrical
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bonding (Ref. Figure 3-2). Install main
transmission mounting four studs,
plate spacers and nuts. Torque studs to
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160 - 190 inch-pounds (18.08 - 21.47
Nm).
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(5). Using 0.001-0.0015 inch
(0.0254-0.0381 mm) feeler gage, check
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for gap between self-locking nuts and
plate spacers. No gap is allowed.
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(6). If gap is observed, remove nut and
replace with new self-locking nut.
Torque studs into replacement nuts to
160 - 190 inch-pounds (18.08 - 21.47
Nm) and repeat step (5). above.
Continue until each nut is flush against
its spacer. Seal bare bond area with
clear lacquer (47).
(7). Install main transmission.
(8). Install main rotor controls.
(9). Install main rotor hub.
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Book TOC
C. Main Rotor Mast Inspection and Repair
Inspect all areas of main rotor mast for cracks,
nicks, scratches and evidence of impact
damage. Refer to Figure 3-3 for inspection and
repair criteria. Inspect bearing surfaces for
scoring and galling. Inspect threads and
serrations for damage. Inspect four rivets that
secure base to mast tube for security. Check
that tape on forward edge of mast tube is
secure and undamaged.
NOTE: To inhibit corrosion of mast when oper­
ating in salt water environment, check tape
at frequent intervals. Also, apply thin
grease film (18, Table 2-4) to bearing jour­
nals.
(1). Inspect all areas of main rotor mast for
cracks, nicks, scratches and evidence of
impact damage.
(2). Inspect bearing surfaces for scoring and
galling.
(3). Inspect threads for damage.
(4). Inspect rivets that secure base to mast
tube for security.
(5). Check that tape (Ref. Figure 3-2) on
forward edge of mast tube is secure and
undamaged; replace if defective.
(a). Peel defective tape from mast.
(b). As required, polish area to remove
burrs and sharp areas with abrasive
cloth (20, Table 2-4) or crocus cloth
(23).
(c). Clean mast thoroughly with cleaner
(183) and allow to dry.
(d). Apply primer (4) and paint (6) to
affected area.
(e). Apply pressure sensitive tape (123) to
mast.
NOTE: To inhibit corrosion of mast when oper­
ating in salt water environment, check tape
at frequent intervals. Also, apply thin
grease film (18, Table 2-4) to bearing jour­
nals.
(6). Inspect internal bore for paint chipping,
orange peeling or flaking, none allowed.
NOTE: Chipping, orange peeling or flaking
paint will normally be at the base of the
static mast tube.
Main Menu MD Helicopters, Inc.
Book TOC 500 Series - Basic HMI
(7). Re-apply finish to mast internal bore
as follows:
(a). Remove main rotor hub (Ref. Sec.
62-20-00 or 62-20-60, Main Rotor
Hub Replacement).
(b). Remove main transmission (Ref. Sec.
63-20-00 or 63-20-25, Main Trans­
mission Replacement).
(c). Remove static mast (Ref. Main Rotor
Static Mast Replacement).
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(d). Thoroughly clean interior tube with
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Solvent (1).
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(e). Inspect for any corrosion, none
allowed.
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(f). Remove paint from bad areas and
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lightly feather paint edge with crocus
cloth (23), remove any residue from
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feathering.
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(g). Apply primer (131) to repair areas.
(h). Allow to cure per manufacturer's
instructions.
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(i). Reinstall static mast.
(j). Reinstall main transmission.
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(k). Reinstall main rotor hub.
5. Fuselage Structure
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A. Center Beam
(Ref. Figure 3-4) The lower section center
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beam is a primary structural member of the
helicopter. The beam is a riveted and bolted
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assembly of aluminum alloy webbing, stiffen­
ers and doublers. Landing gear fittings of
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machined aluminum forgings are mounted at
the forward and aft ends of the center beam.
Each fitting contains four swivel bearings for
attachment of the landing gear braces and
struts. The forward fittings have two addition­
al bearing attachment points for the longitudi­
nal and lateral cyclic trim actuators.
B. Sta. 78.50 Canted Frame
The Sta. 78.50 canted frame establishes the
forward portion of the cross-sectional form of
the helicopter. The canted frame, constructed
of formed sheet metal webs, stiffeners and
doublers, is a primary structural member of
CSP-H-2
the helicopter. Three cutouts, at cargo floor
level, provide access to the landing gear
dampers, other underseat components and the
four flight control push rods that are routed
upward through the canted tunnel.
C. Sta. 124.00 Canted Frame and Lower
Section Frame
The Sta. 124.00 upper and lower section
frames are primary structural members of the
helicopter. The upper canted frame is formed
of channel and sheet aluminum. Passenger
seat, shoulder harness and engine mount
support fittings are bolted to the chanted
frame. The lower section frame is formed of
titanium sheet and aluminum channel
members.
D. Pilot’s Compartment Floor
The pilot's compartment floor is a structure of
aluminum alloy formed channels, intercostals,
clips, gussets and skin. The pilot's seat support
structure attaches to the aft end of the floor.
Tail rotor control support fittings are at the
forward end of the floor and there are openings
on each side for access to the underfloor
compartments.
E. Instrument Panel Support Structure
The instrument panel support assembly is
aluminum alloy sheeting, stiffeners, webs and
channels riveted together to form a pedestal
assembly.
F. Pilot’s Seat Support Structure
The pilot's seat support structure is formed of
aluminum alloy ribs and sheet. The seat
structure incorporates forged or cast and
machined aluminum alloy and/or magnesium
fittings for seat belt attachment, landing gear
damper attachment, and flight and engine
control components. Refer to Section 2 for
corrosion control and identification of magne­
sium and aluminum alloy.
G. Cargo Compartment Floor
The cargo compartment provides a multi-use
area for accommodation of cargo and/or
passengers. If floor is bent or punctured,
remove appropriate fuel cell access cover and
inspect fuel cell. If water accumulation is
noted, refer to CSP-H-6 for drain hole
addition instructions.
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500 Series - Basic HMI Book TOC

H. Cargo Floor Fittings
The cargo floor incorporates 8 cargo tiedowns,
4 seat belt attachment fittings and on the
underside of the floor, 12 tiedown eyelets that
support the fuel cell and lacing.
I. Fuel Tank Support Skins
The fuel tank support skins located under the
cargo compartment floor are made of fiberglass
sheets riveted to the tank support ribs.
J. Fuel Tank Support Skin Inspection
upper firewall is thin, 0.0015 inch (0.0381 mm)
thick sheet, rigidized CRES sheet, covered
with a double thickness of nonflammable
ceramic fiber blanket. Flanges at the forward
and lower edges of the upper firewall are
covered with heat‐resistant tape. Pronged
fasteners attach the upper firewall to three
vertical fuselage rings and to a horizontal rib.
The semicircular forward firewall is an
assembly of CRES sheets that contain circular
cutouts for passage of the engine drive shaft
and engine oil cooler lines, and a reinforced
rectangular opening for the engine oil cooler.

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The forward firewall is riveted to the fuselage

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When the cells are removed, check security of
fiberglass skin attachment to support angles structure.

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and brackets, and inspect the anti-abrasion
A. Firewall Inspection
tape for security of adhesion over rivet heads,

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all sharp edges and lap joints. Inspect the aft upper firewall for security,

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K. Fuel Tank Support Skin Repair punctures, and corrosion. Inspect the forward

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firewall for punctures, corrosion, and for a

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(1). Cover exposed rivet heads with 10-mil
by one inch (2.54 cm) tape (16,
Table 2-4) to prevent chafing fuel cell
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fabric.
(2). Perform repair of the fuel tank support
skins according to applicable instruc­
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complete seal around the openings for the
overrunning clutch, engine compressor air
inlet, and the oil cooler. No un-repaired
damage is permissible. Refer to CSP-H-6 for
forward firewall repair.
B. Upper Firewall Replacement

tion in CSP-H-6.
Be careful when working on or
6. Firewalls CAUTION around the firewall shell. It is
extremely light gage, 0.0015 inch (0.0381
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(Ref. Figure 3-5) The shell like aft section mm) thick sheet.
upper firewall surrounds the upper portion of
the engine combustion chamber and exhaust (1). Remove tailpipes.
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pipe assembly and is designed to contain

engine heat as well as any fire that might (2). Remove tape covering fasteners and
develop within the engine compartment. The firewall edges.
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 CSP-H-2

30-018C

Revision 18
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N BOOM FAIRING RING
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TAIL ROTOR SHAFT FAIRING
AFT SECTION STRUT
C STA 197.78 BOOM
C A

Figure 3−4. Major Bulkheads and Structural Members

FAIRING CANTED
STA 78.50 UPPER FRAME FITTING
CANTED FRAME
U D WATERLINE
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34.96 RIB
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AFT SECTION
UPPER FIREWALL
500 Series - Basic HMI
MD Helicopters, Inc.

STA 137.50 UPPER AFT

CANOPY LOWER
FRAME IN TR SECTION RING
FWD FIREWALL
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SECTION FRAME
AFT LANDING
PA C
GEAR FITTING
STA 124.00 LOWER
SECTION FRAME
IA CARGO DOOR FRAME
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CENTER BEAM ASSY
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TANK SUPPORT RIBS
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Book TOC

STA 78.50 LOWER CANTED FRAME

FWD LANDING GEAR FITTING
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