BHT-407-MD-2

Section 1
SYSTEMS DESCRIPTION
1
TABLE OF CONTENTS

Paragraph Page
Subject Number Number
Introduction ............................................................................................ 1-1 ........... 1-9
Helicopter Description........................................................................... 1-2 ........... 1-9
Principal Dimensions ............................................................................ 1-3 ........... 1-11
Location References.............................................................................. 1-4 ........... 1-11
Fuselage Stations .............................................................................. 1-4-A ....... 1-11
Waterlines........................................................................................... 1-4-B ....... 1-15
Buttock Lines ..................................................................................... 1-4-C ....... 1-15
General Arrangement ............................................................................ 1-5 ........... 1-15
Crew Compartment............................................................................ 1-5-A ....... 1-16
Passenger Compartment .................................................................. 1-5-B ....... 1-17
Baggage Compartment ..................................................................... 1-5-C ....... 1-17
Tailboom ............................................................................................. 1-5-D ....... 1-18
Instrument Panel, Console, and Pedestal ........................................... 1-6 ........... 1-18
Instrument Panel................................................................................ 1-6-A ....... 1-18
Overhead Console and Pedestal ...................................................... 1-6-B ....... 1-20
Pitot-static System................................................................................. 1-7 ........... 1-20
Magnetic Compass ................................................................................ 1-8 ........... 1-20
Garmin G1000H Integrated Avionics System (IAS) — Overview....... 1-9 ........... 1-20
Primary Flight Display (PFD) and Multi-Function Display (MFD)
(GDU 1040H) (2 Units)........................................................................ 1-9-A ....... 1-24
Audio Panel (GMA 350H)................................................................... 1-9-B ....... 1-32
Integrated Avionics Units (GIA 63H) (2 Units)................................. 1-9-C ....... 1-32
Air Data Computer (GDC 74H) (ADC) and Outside Air
Temperature (GTP 59) (OAT) Probe ................................................. 1-9-D ....... 1-34
Attitude Heading Reference System (GRS 77H AHRS) .................. 1-9-E ....... 1-35
Magnetometer (GMU 44).................................................................... 1-9-F........ 1-36
Extended Squitter (ES) Mode S Transponder (GTX 33H ES) ......... 1-9-G ....... 1-36
Airframe and Engine System Processor (GEA 71H) (1 Unit) and
Engine Signal Conditioner (GSC 46)................................................ 1-9-H ....... 1-37
XM Weather/Radio Datalink (GDL 69AH) (Optional Kit) ................. 1-9-I......... 1-37
Datalink and Storage Unit (GDL 59H) and Iridium Transceiver
(GSR 56H) (Optional Kit) ................................................................... 1-9-J........ 1-37
TAS System (GTS 800) (Optional Kit) .............................................. 1-9-K ....... 1-38
Universal Access Transceiver (UAT) (GDL 88H) (Optional Kit)..... 1-9-L........ 1-38
Automatic Flight Control System (AFCS)............................................ 1-10 ......... 1-39
Flight Control Computer (FCC)......................................................... 1-10-A ..... 1-39
Mode Select Panel (MSP) .................................................................. 1-10-B ..... 1-41

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-1

BHT-407-MD-2

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number
Autopilot Basic Modes .................................................................. 1-10-B-1.. 1-41
Autopilot Outer Loop Modes ........................................................ 1-10-B-2.. 1-41
Trim and SCAS Actuators................................................................. 1-10-C ..... 1-42
Force Trim System ............................................................................ 1-10-D ..... 1-42
Pilot and Copilot Cyclic Grip Switches........................................ 1-10-D-1.. 1-43
Collective Grip Go-Around (GA) Switch ..................................... 1-10-D-2.. 1-43
Autopilot Crew Alerting System (CAS) Messages.......................... 1-10-E ..... 1-43
Maintenance Computer Software..................................................... 1-10-F ..... 1-43
Flight Instrument System — Integrated Displays............................... 1-11......... 1-44
PFD Annunciators and Alerting Features ....................................... 1-11-A ..... 1-53
Engine Indicating and Crew Alerting System (EICAS)....................... 1-12......... 1-53
Engine Indicating System (EIS)........................................................ 1-12-A ..... 1-53
Power Situation Indicator (PSI) .................................................... 1-12-A-1.. 1-58
PSI — Engine Torque (Q) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-2.. 1-67
PSI — Measured Gas Temperature (MGT) Data Inputs and
Exceedance Monitoring ................................................................ 1-12-A-3.. 1-69
PSI — Gas Producer (NG) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-4.. 1-71
PSI — Power Turbine (NP) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-5.. 1-73
PSI — Main Rotor (NR) Data Inputs and Exceedance
Monitoring ...................................................................................... 1-12-A-6.. 1-75
EIS — Engine Oil Pressure and Temperature Indication ........... 1-12-A-7.. 1-75
EIS — Transmission Oil Pressure and Temperature
Indication ........................................................................................ 1-12-A-8.. 1-78
EIS — Amperage Indication .......................................................... 1-12-A-9.. 1-80
EIS — Voltage Indication .............................................................. 1-12-A-10 1-82
EIS — Fuel Quantity Indication .................................................... 1-12-A-11 1-83
EIS — Fuel Pressure Indication.................................................... 1-12-A-12 1-83
EIS — Fuel Flow Indication ........................................................... 1-12-A-13 1-85
Hover Performance Section.......................................................... 1-12-A-14 1-86
Crew Alerting System (CAS)............................................................. 1-12-B ..... 1-86
Audio Alert Activation and Description ....................................... 1-12-B-1.. 1-87
Audio Alert Test ............................................................................. 1-12-B-2.. 1-91
Bell Maintenance Pages........................................................................ 1-13......... 1-91
Faults (ENG/ECU Faults) — Bell Maintenance Page ...................... 1-13-A ..... 1-92
Data Status (ENG/ECU Data & Status) — Bell Maintenance
Page .................................................................................................... 1-13-B ..... 1-98
Exceedances & Chip History — Bell Maintenance Page ............... 1-13-C ..... 1-98
Power Check History — Bell Maintenance Page ............................ 1-13-D ..... 1-98
Accessing the Bell Maintenance Pages on the Multi-Function
Display (MFD)..................................................................................... 1-13-E ..... 1-99
Saving the Data Displayed on the Bell Maintenance Pages,
Information Pages, and Screen Displays ........................................ 1-13-F ..... 1-99

1-2 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

BHT-407-MD-2

TABLE OF CONTENTS (CONT)

Paragraph Page
Subject Number Number
Clearing History From the Bell Maintenance Pages ....................... 1-13-G ..... 1-100
Recording of Flight Data Information .............................................. 1-13-H ..... 1-100
Weight & Balance Planning .............................................................. 1-13-I....... 1-101
Maintenance Log Page ..................................................................... 1-13-J...... 1-103
Maintenance Configuration Files ..................................................... 1-13-K ..... 1-103
Power Plant ............................................................................................ 1-14 ......... 1-103
Engine Controls — FADEC System ................................................. 1-14-A ..... 1-105
FADEC System ............................................................................... 1-14-A-1 .. 1-105
FADEC System — Operation ........................................................ 1-14-A-2 .. 1-105
Power-up Mode and Built-in Test ................................................. 1-14-A-3 .. 1-107
Start in Auto Mode ......................................................................... 1-14-A-4 .. 1-107
FADEC Manual Check ................................................................... 1-14-A-5 .. 1-109
Alternate Start — Auto Mode ........................................................ 1-14-A-6 .. 1-110
Start in Manual Mode ..................................................................... 1-14-A-7 .. 1-110
In-flight Auto Mode Operation ...................................................... 1-14-A-8 .. 1-111
FADEC System Faults ................................................................... 1-14-A-9 .. 1-112
Category 1 — FADEC Fail/FADEC Manual — Direct Reversion
to Manual System (DRTM)............................................................. 1-14-A-10 1-113
FADEC System Fails to the Manual Mode as Follows................ 1-14-A-11 1-113
Category 2 — FADEC Degraded ................................................... 1-14-A-12 1-122
Category 3 — FADEC Fault ........................................................... 1-14-A-13 1-122
Category 4 — Restart Fault........................................................... 1-14-A-14 1-122
FADEC Reversionary Governor.................................................... 1-14-A-15 1-123
Engine Overspeed Protection....................................................... 1-14-A-16 1-123
Engine Shutdown........................................................................... 1-14-A-17 1-124
HMU Manual Piston Parking Procedure....................................... 1-14-A-18 1-125
Category 5 — Maintenance Advisory, FADEC System Faults
— Engine Shutdown ...................................................................... 1-14-A-19 1-125
Checking FADEC Fault Codes and Exceedances....................... 1-14-A-20 1-125
Clearing FADEC Fault Codes........................................................ 1-14-A-21 1-126
Current (Active) Faults .................................................................. 1-14-A-22 1-126
Last Engine Run (Historical) Faults/Exceedances...................... 1-14-A-23 1-128
Accumulated Faults/ Exceedances .............................................. 1-14-A-24 1-130
FADEC Training in Manual Mode.................................................. 1-14-A-25 1-130
Cockpit Procedural Training on Ground
(Engine Not Running) .................................................................... 1-14-A-26 1-130
Flight Training in Manual Mode .................................................... 1-14-A-27 1-131
Simulated FADEC Failure Training (In-flight) .............................. 1-14-A-28 1-131
Combined Engine Filter Assembly (CEFA) ..................................... 1-14-B ..... 1-132
Power Plant Ignition System............................................................. 1-14-C ..... 1-132
Power Plant Temperature Measurement System............................ 1-14-D ..... 1-132
Power Plant Compressor Bleed Air System.................................... 1-14-E ..... 1-135
Engine Oil System ............................................................................. 1-14-F...... 1-135
Engine Auto Relight........................................................................... 1-14-G ..... 1-137
Auto Relight Caution Light ............................................................... 1-14-H ..... 1-137

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-3

............... 1-15-L ................................................................... 1-14-J-1 . 1-14-L ....... 1-145 Fuel Quantity Signal Conditioner................................... 1-14-H-2................................. 1-15....................... 1-148 Transmission .... 1-147 FUEL VALVE CAS Message................................................................ 1-15-B ......................................... 1-138 FADEC in Auto Mode.................................................... ECCN EAR99 ..................... 1-15-R ........................... 1-14-K ................. 1-147 L/FUEL XFR and R/FUEL XFR CAS Messages.................................. 1-143 Fuel System Controls............................... 1-15-C ................ 1-15-K-1...... 1-151 1-4 Rev.. 1-15-P ...... 1-140 Fuel System Operation............. 1-151 Rotor System ................ 1-15-H ................................... 1-145 Continuous Built-in Test (BIT) ......................................................................................... 1-145 Fuel System Indications and CAS Messages .......... 1-150 XMSN OIL PRESS CAS Message ..... 1-15-N ................................................ 1-15-G....................................... 1-15-K ........................................................................................... 1-17-C-4............................................. 1-150 XMSN OIL TEMP CAS Message................... 1-147 FUEL FILTER CAS Message .................................. 1-18-B ..... 1-15-F ............... 1-139 ENGINE OVSPD CAS Message........................ 1-15-M............................................... 1-15-U ....................................... 1-146 Fuel Quantity Calculation ................ 1-15-A .......... 1-139 Fuel System Description. 1-138 Engine ANTI-ICE Switch..... 1-15-Q........................ 1-15-O.... 1-15-J...................................................... 1-16................................. 1-143 Fuel Valve Switch ............ 1-15-T .................................. 1-17-A ......................................................................................................... 1-143 Left and Right Fuel XFR/Boost Switch .. 1-146 Fuel Pressure Indication .. 1-145 Signal Conditioner Built-in Test (BIT)............................................ 1-15-E ........................................... 1-17-B .................................................................................... 1-14-H-1. 1-143 Fuel Cell Drain Switches ................................................................ 1-149 Freewheel Assembly ................................. 1-147 L/FUEL BOOST and R/FUEL BOOST CAS Messages ................................................................. 1-17-C-3........................ 1-14-J-2 .................................. 1-147 Fuel Flow Indication ................. 1-150 Transmission Oil Temperature and Pressure Indication .. 1-18......... 1-15-K-2.......... 1-146 Fuel Quantity Indication........................................................................................................................................................................................... 1-145 Fuel System Capacity............ 1-140 Left Fuel Boost/XFR Alternate Electrical Circuit ................ 1-18-A ................................. 1-17................................................... 1-14-I...................... 1-151 Main Rotor Hub and Blades.......................... 1-15-I.............................................................. 1-148 FUEL LOW CAS Message ............ 1-151 Tail Rotor Hub and Blades .... 1-138 ENGINE OUT CAS Message and Audio Alert Warning ...... 1-150 XMSN CHIP CAS Message .. 1-139 ENGINE CHIP CAS Message.................. 1-145 Power-up BIT........................................ 1-138 Start and Continuous Operation in Manual Mode ............................................................................ 1-17-C-1.... 1-15-S ............................. 1-149 Transmission Oil System....................................................... 1-138 FADEC in Manual Mode ......... 1-17-C .............. 1-15-D ........................................................... 1-146 Fuel Quantity Button .................................................... 1-149 Transmission Indicators ...................................................................... 1-17-C-2........................................................................... 1-14-J...... 2 10 DEC 2015 Export Classification C............................... 1-14-H-3... 1-148 Retirement Index Number (RIN) ............................BHT-407-MD-2 TABLE OF CONTENTS (CONT) Paragraph Page Subject Number Number Start in AUTO Mode ....... 1-145 Fuel Quantity Gauging System (FQGS).......................... 1-138 Engine Out in Auto Mode .......

.... 1-152 Rotor Controls................................................ 1-26 .............................................................................. 1-152 Cyclic ....................................... 1-23-E ..................... 1-152 RPM Message and Audio Alert Warning.......... 1-26-B ....... 1-22-I.......................................... 1-24 .................. 1-19-B-1 ......................................................... 1-20-B-1 .............................................. 1-19-A ......................................................................................................................... 1-23-B ........................................................ 1-21-C ............................ 1-21-B .............................................................................................. 1-165 Export Classification C....................... 1-151 T/R CHIP CAS Message ........................................................ 1-163 Lighting System ............................................ 1-26-A ......................................................................................... 1-163 GEN FAIL CAS Message .................................................................................................... 1-158 HYDRAULIC SYS CAS Message......... 1-158 Electrical System ........................................ 1-23-C ....................................................................................... 1-23 ................................................................ 1-158 Hydraulic Filter Indicators........... 1-164 Anti-collision Light ........................ 1-23-D ................ 1-152 PSI Indicator ..... 1-152 Rotor System Indicators ....... 1-23-F................................. 1-162 Electrical System Indications and CAS Messages .... 1-155 Hydraulic System................... 1-20-C ............................................................................................ 1-162 Amperage Indication .................... 1-154 Collective ............................................... 1-164 Aft Cabin Lighting ............................ ECCN EAR99 10 DEC 2015 Rev............................................................................................................................................................ 1-22 ................................................................................................................ 1-155 Hydraulic Indicators .......... 1-22-C ............................ 1-161 Generator Switch ......................... 1-22-L....... 1-19 ..... 1-22-A ................. 1-22-E ......... 1-22-H ......... 1-22-K ........... 1-20-B-2 .............................. 1-152 NR Less Than 95%.................................................. 1-165 Emergency Equipment ................................. 1-164 Tail Rotor Camera .................. 1-164 Landing Lights .................................. 1-20 . 1-18-C ......................... 1-159 External Power ...................................... 1-25 .................................................................................. 1-152 Flight Control System........ 1-152 NR 107% or Greater................................... 1-162 Voltage Indication ............ 1-163 BATTERY RLY CAS Message ...................................................................... 1-18-C-1 .............................................................................. 1-162 Start Switch .................................. 1-154 Tail Rotor .............. 2 1-5 ........................................ 1-22-F....................................... 1-22-D . 1-162 BATTERY HOT CAS Message......................................................................................... 1-165 Portable Fire Extinguisher ................................ 1-23-A ...................... 1-19-B-2 .............. 1-163 START CAS Message ................... 1-20-B .............................. 1-20-D ....... 1-22-G ............................................................................................................................................... 1-164 Position Lights ........ BHT-407-MD-2 TABLE OF CONTENTS (CONT) Paragraph Page Subject Number Number Tail Rotor Gearbox............................................. 1-22-B .......................................... 1-21-A ............ 1-152 Main Rotor ....................................................................................................................... 1-165 First Aid Kit.... 1-21 ............................................................................ 1-20-A ..... 1-161 Battery Charging (17 and 28-Amp/Hour Batteries) ... 1-163 Cockpit Utility Light ........................ 1-163 Instrument Panel and Associated Lighting ........... 1-164 Ventilation and Defog System ........................ 1-159 Battery Switch ............................. 1-19-B .............................. 1-155 Airspeed Actuated Pedal Stop System....................... 1-22-J........

......................... 1-41. 1-15............................ 1-23.... ECCN EAR99 .............. 1-7................................................................... 1-42.... 1-32........................................................... 1-22 Pitot-static System ...................................................................................................................... 1-49 Vertical Speed and Vertical Deviation Indication ............... 1-8....... 1-4....... 1-54 Wind Data Indication .................. 1-35...... 1-23 Garmin G1000H Integrated Avionics System — Architecture.............. 1-84 Crew Alerting System (CAS) Messages — PFD and MFD Displays..................... 1-119 AUX — Weights............................. 1-2............... 1-3........ 1-104 FADEC Control System Schematic............................................. 1-22........................................................................................ 1-39................................. Fuel......................................... 1-29................................................... 1-13 Garmin G1000H Integrated Avionics System — Instrument Panel......................................... 1-30.... 1-115 Auto to Manual Transition at Intermediate Fuel Flow . 1-40.................... 1-59 PSI — Dual Tachometer Section .. 1-127 Power Plant Components ..................... 1-66 EIS — Engine Oil Pressure and Temperature Indication .............. 1-16. 1-25................. 1-28...................... 1-14................................................. 1-10 Principal Dimensions .................. 1-25 Garmin G1000H Integrated Avionics System — Primary Component Location............................................. 1-40 Primary Flight Display (PFD) .................................................................................... 1-60 Hover Performance Power Check .................... 1-31. 1-57 Engine Page and Reversionary Mode Displays................ 1-21......... 1-79 EIS — Amperage and Voltage Indications ................................................................... 1-52 Outside Air Temperature Indication..... 1-44A Additional PFD Information ............... 1-26 Automatic Flight Control System (AFCS) — Architecture............................................................................................. 1-6................ 1-46 Airspeed Indicator .............. 1-21 Maintenance Ports................................................................................................ 1-11................ 1-9............................................................................. 1-61 PSI — Engine Data Source Annunciation and Miscompare Monitoring ... 1-51 Horizontal Situation Indicator (HSI) .................................. 1-1........... 1-12..... 1-106 Auto to Manual Transition at Low Fuel Flow ............................................................................................................. 1-27.......................... 1-92A Weight & Balance Planning ..... Exceedances Page (MFD) (Version 1237................................................................. 1-24..04 Shown) ..................... 2 10 DEC 2015 Export Classification C............................... 1-38......BHT-407-MD-2 FIGURES Figure Page Subject Number Number Helicopter Description .................................. 1-17....................................... 1-117 Auto to Manual Transition at High Fuel Flow......... 1-5...................... 1-19................ 1-89 Bell Maintenance Pages.................................... 1-81 EIS — Fuel Indications — Description...... 1-45 Autopilot Annunciations and Airspeed/Vertical References............................................. 1-18........... 1-133 1-6 Rev................................ 1-47 Attitude Indicator ................................................................ 1-33............................................................................................. 1-76 EIS — Transmission Oil Pressure and Temperature Indication............. 1-20.................. 1-26............ 1-37................... 1-55 Terrain Alert PFD Information ................................ 1-88 Crew Alerting System (CAS) Messages — Quick Reference Table ..... 1-36.... 1-50 Vertical Navigation Indications (PFD).......................................................................... 1-12 Aft Cabin and Baggage Compartment............................................................................... 1-48 Altimeter ................................................ 1-34........... 1-10.............. 1-13. 1-56 Propulsion Instrument Displays............ 1-102 Power Plant ................................................ 1-19 Overhead Console .........

................................................................. 1-74 Engine Oil Pressure PSI Indication — Range Marking.................................................................................................................... 1-43 ... 1-80 Voltage Indication — Range Marking........................................................................... 1-17 ........................ 1-128 Transfer Light Activation ..................... 1-144 Flight Controls ...... 1-142 Left Fuel XFR/Boost Alternate Circuit Schematic....... 1-5 ................................. 1-14 ......................... 1-91 Time to Power Change .. 2 1-7/1-8 ............................. 1-8 ......... 1-121 250-C47B FADEC Software Versions 5............ 1-71 Gas Producer (NG) Exceedance Monitoring.......................... 1-12 ........... 1-13 .................... ECCN EAR99 10 DEC 2015 Rev........ 1-70 MGT Exceedance Monitoring — During Normal Operation ............... 1-48 ........................ 1-141 Fuel Transfer System Schematic ........................................................ 1-47 ................................................................................................. 1-80 Transmission Oil Temperature °C Indication — Range Marking.........000 Feet Pressure Altitude .................................................. 1-4 ................................... BHT-407-MD-2 FIGURES (CONT) Figure Page Subject Number Number Engine Oil System ............ 1-6 ............................................................................ 1-50 ................ 1-69 MGT Exceedance Monitoring — During Start ............ 1-157 DC Electrical System ............................ 1-15 .......... 1-11 ................................. 1-49 .........................358 (Reversionary Governor) and Subsequent Fault Code Display ............ 1-45 .......................... 1-153 Airspeed Actuated Pedal Stop System............................................................................................................................................ 1-46 ......... 1-68 Relationship Between Engine Torque Indication and FADEC System ........... 1-3 ... 1-2 .................... 1-35 Engine Torque Exceedance Monitoring ............................................. 1-15 . 1-136 Fuel System................................... 1-10 ............. 1-1 ............................ 1-156 Hydraulic System...................................................... 1-160 TABLES Table Page Subject Number Number AHRS Validation......... 1-77 Engine Oil Temperature °C Indication — Range Marking .................................................. 1-82 Fuel Pressure PSI Indication — Range Marking ............... 1-9 . 1-73 Power Turbine (NP) Exceedance Monitoring.................. 1-18 ... 1-77 Transmission Oil Pressure PSI Indication — Range Marking ..................................................... 1-90 Audio Alerts (Cont) .................................. 1-148 Export Classification C........... 1-72 NG Limit Versus OAT Above 10............ 1-44 ..................................... 1-16 .... 1-7 .......................... 1-85 Audio Alerts.....

.

04. For software version 1237. refer to bulkheads. graphite structure and provides the major load carrying elements of the forward cabin. ECCN EAR99 10 DEC 2015 Rev. The tailboom is an aluminum monocoque construction that For software version 1237. Navigation. The overhead console is centered on the The Garmin G1000H Integrated Flight Deck cabin ceiling and incorporates most of the Pilot’s Guide provides detailed system and electrical systems circuit breakers and operational information while the Garmin switches. and the tailboom section. The Model 407 helicopter.09. and 1237. The forward section The main helicopter and its components are uses aluminum honeycomb and carbon shown in Figure 1-1.10. longerons. semi-monocoque structure that uses navigation. configuration provides for one pilot and six passengers. Guide (190-01255-00) and Garmin G1000H Integrated Flight Deck Cockpit The Garmin G1000H integrated avionics Reference Guide (190-01254-00). 2 1-9 . displays. communication. engine. This information is provided to the Deck Cockpit Reference Guide pilot through two large format full color (190-01254-01). Communication. its primary and The fuselage consists of three main sections: auxiliary systems. BHT-407-MD-2 Section 1 SYSTEMS DESCRIPTION 1 1-1. NOTE BHT-407-MD-2 is provided to cover 1-2. and other additional and Garmin G1000H Integrated Flight features. as well as emergency the forward section. seven-place light helicopter. For information on the Garmin G1000H The intermediate section is a integrated flight. INTRODUCTION G1000H Integrated Flight Deck — Cockpit Reference Guide for the Bell 407GX provides higher level quick-reference data. HELICOPTER DESCRIPTION 407GX/407GXP helicopters. and surveillance system. flight management.08 and panel. Standard 54300 and subsequent). Reference Guide (190-01254-02). which incorporate the Garmin G1000H The 407GX/407GXP (Figure 1-1) is a single integrated avionics system (S/N engine. Garmin The pedestal extends from the instrument G1000H Integrated Flight Deck Pilot’s panel downward and aft to the cabin seat Guide (190-01255-02) and Garmin structure. Garmin transmits all stresses through its external G1000H Integrated Flight Deck Pilot’s skins. system provides flight instrument. equipment are described within this section. audio For software version 1237. the intermediate section. Garmin G1000H Integrated Surveillance (CNS). Engine Indication and Crew Alerting (EICAS). This forms a mounting platform for G1000H Integrated Flight Deck Cockpit optional equipment. Export Classification C. Flight Deck Pilot’s Guide (190-01255-01) hazard avoidance. and carbon fibre the following documents: composite side skins.

Engine oil tank access door 30. Lower window 43. Skid landing gear 12. Tail rotor gearbox assembly 34. Directional servo actuator 2. Aft skin panel 4. Baggage compartment 6. Battery 17. Position light 41. Tail rotor driveshaft assembly 32. Passenger door 8. Landing lights 407_MD-2_01_0001 Figure 1-1. Side body fairing 10. Oil cooler and blower assembly 28. Tail skid and weight 38. Main rotor hub and blade assembly 25. Oil cooler blower inlet duct 3. Fuel cells 7. Pitot tube 15. Tail rotor gearbox fairing 33. Winshield 18. Litter door 9. 1 16 JUN 2014 Export Classification C. Jettisonable crew door 11. Static port 14. Helicopter Description 1-10 Rev. Horizontal stabilizer 42. Main transmission assembly 24.BHT-407-MD-2 22 21 20 19 18 23 17 15 25 14 24 13 11 12 16 26 28 10 9 27 8 29 7 6 30 5 31 M OO ILB 32 TA 33 4 3 2 35 36 1 37 38 TE 40 34 E DIA 43 42 41 ERM INT 39 R D WA FOR 1. Tailboom 39. Engine cowl 27. Air inlet cowl assembly 5. Aft fairing 29. Tail rotor driveshaft cover 31. Transmission fairing assembly 23. Ventilation ducts 16. Hydraulic system 21. Vertical fin 35. ECCN EAR99 . Finlet 40. Skylight window 19. Anti-collision light 36. Forward fuselage 13. Forward fairing 22. Engine assembly (250-C47B) 26. Servo actuators 20. Tail rotor hub and blade assembly 37.

bladder-type fuel cells. Locations on and within the helicopter can be rotational speed is reduced (2.8 U. The tail rotor is a Fuselage Stations (FS or STA) are vertical two-bladed teetering rotor. oil 1-4. the longitudinal axis of the helicopter. 1 1-11 .S.0 (6317 to 413 RPM) in the transmission. installed in the baggage compartment 17-amp/hour battery or optional 24-volt. and measured along. and direction of crash resistant.4 mm) forward of the nose of the systems. aft short shaft.6 m) in diameter. with 1-4-A. consisting of cyclic. The main rotor is a four-bladed. All height dimensions must be engine mounted freewheel unit. aft fuel cell is located underneath and behind the aft passenger seats. altitude.9 U. waterlines.42 feet (1. compartment are shown in Figure 1-3.0 inch (25. may be derated to 180 amps to ensure Fuel from the forward fuel cell is transferred adequate cooling or it may be capable of to the main fuel cell by two transfer pumps providing a 200-amp output (paragraph 1-21). 5. Principal to 1. interior dimensions of the cabin and baggage and transferred to the mast assembly. (BHT-407-FMS-6). an additional 19 U. gallons (998. a two-stage gear reduction of 15. The 6317 RPM output from the engine power Principal exterior dimensions are shown in takeoff gear shaft is transferred through the Figure 1-2. and buttock lines and blade assembly. that provides directional control. The flight controls are hydraulically forward fuel cell is located underneath and boosted to reduce pilot effort and to between the aft facing passenger seats. Station zero is the reference datum plane and is Main rotor and tail rotor flight control 1. Optional high skid gear or pop-out emergency flotation gear is also available.S. starter-generator. the unit capacity of 146. 35 feet (10. LOCATION REFERENCES cooler blower shaft. gallons electrical system.29 loading and landing gear deflection. soft-in-plane design. and fuel from the main fuel cell is supplied to the engine through two boost pumps located Basic helicopter landing gear is the low skid at the base of the main fuel cell. KAflex main considered approximate due to variations in driveshaft. 28-amp/hour battery and a 30-volt. measured in inches (mm) from known reference points. BHT-407-MD-2 The standard fuel system consists of two helicopter attitude. and helicopter or 55. and segmented driveshafts. Depending on the part which provides a total fuel system usable number of starter-generator installed. Model 250-C47B turboshaft 1-3. in diameter.65 m) planes perpendicular to. 200-amp gallons (136 pounds) of fuel is available.16 inches (1401 mm) forward anti-torque controls are used to regulate the of the forward jack point centerline. The flight. Inside the tail rotor gearbox. type. ECCN EAR99 16 JUN 2014 Rev. Power for this system is (869. The counteract control feedback forces.53 to 1) to determined in relation to the fuselage 2500 RPM and directed to the tail rotor hub stations. collective. Total fuel system The helicopter is equipped with a 28 VDC usable capacity is 127. FUSELAGE STATIONS a composite hub and individually interchangeable blades. Export Classification C. When the auxiliary fuel tank is obtained from a nickel-cadmium 24-volt.0 pounds). Rotational output is also transferred from the engine to the tail rotor gearbox at 6317 RPM through the freewheel unit.S.9 pounds). The power plant is comprised of a Rolls-Royce. PRINCIPAL DIMENSIONS engine featuring a free power turbine.

33 m).91 feet (3. ECCN EAR99 . Principal Dimensions 1-12 Rev. 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 TYPICAL NOTE 1 When high gear is installed. dimension is 10. 407_MD_01_0003 Figure 1-2.

75 IN. (527.05 mm) VIEW FROM LEFT-HAND SIDE 21. BHT-407-MD-2 20. AUX (1067 mm) (940 mm) (914. ECCN EAR99 16 JUN 2014 Rev.0 IN.45 m3) Baggage compartment floor stressed for 86 pounds per square foot (4. TANK (711.0 IN. 407_MD_01_0004 Figure 1-3. Baggage compartment 16 cubic feet (0.2 mm) 16.6 m3) Cabin floor stressed for 75 pounds per square foot (3. Aft Cabin and Baggage Compartment (Sheet 1 of 2) Export Classification C. 1 1-13 . 2. 36.0 IN.5 IN. (419 mm) BAGGAGE COMPARTMENT FLOOR WITH AUX TANK INSTALLED VIEW LOOKING DOWN TYPICAL NOTES 1.4 m3) Left forward cabin 20 cubic feet (0.0 IN.7 kg/100 cm2). 37.2 kg/100 cm2). (546.1 mm) 42.5 IN.4 mm) FUEL 28. Aft cabin space 85 cubic feet (2.

46. 18. 43.0 inches (279 mm) deep 8. 49. 58.0 inches (1245 mm) 2. 39. Aft Cabin and Baggage Compartment (Sheet 2 of 2) 1-14 Rev. 11. 15. 1 16 JUN 2014 Export Classification C. ECCN EAR99 . 12.5 inches (851 mm) 407_MD_01_0005 Figure 1-3.0 inches (1168 mm) 12.0 inches (305 mm) high forward side 10.BHT-407-MD-2 1 4 3 12 2 11 9 10 8 6 5 7 TYPICAL VIEW FROM LEFT-HAND SIDE 1.5 inches (394 mm) 3. 36. 38.5 inches (1105 mm) 4.5 inches (1486 mm) including litter door 6.0 inches (965 mm) 5.5 inches (927 mm) forward side 9.3 inches (997 mm) 7. 33.0 inches (457 mm) 11.

air conditioning equipment. The skid-type latches secure the cowling.0 inches handling gear. certain skins incorporate bonded doublers. Each skid tube is fitted with a tow fitting. structure. and the tail rotor The fuselage assembly (Figure 1-1) consists control servo actuator. WATERLINES three-point attachment configuration. and an equipment compartment under the 1-5. doors. and the horizontal stabilizer and the forward fuselage utilizes two honeycomb vertical fin. which enclose the attached to the center of another honeycomb various roof and tailboom mounted panel to create the roof. and inspection windows or cutouts. the intermediate section. along the lateral axis of the helicopter. access floor and roof to make an integrated structure. engine installation. GENERAL ARRANGEMENT engine deck for electrical equipment. and the tailboom section. tail rotor hub and blade and the pylon support. and carbon fibre composite side skins that do not need Buttock Lines (BL) are vertical planes stiffeners or stringers. Two flush mounted toggle hook prevent ground resonance. pitch change mechanism. honeycomb composite fairing. tail rotor gearbox. a rear cap. To increase the strength of the bulkhead. (508 mm) below the lowest point on the fuselage. The engine pan and of three main sections: the forward section. The Buttock line zero is a plane at the lateral intermediate section provides a deck for centerline of the helicopter. passenger seating. BUTTOCK LINES bulkheads. provide inspection access assemblies and a center post connect the through the use of hinge mounts. 1 1-15 . two Waterlines (WL) are horizontal planes saddles with sockets for crosstubes. The lower section of perpendicular to. and measured to the left and the intermediate fuselage is closed out by a right. a baggage compartment. the shoes along the bottom. bulkhead aft of the passenger compartment. automotive-type latches. BHT-407-MD-2 1-4-B. and an aluminum roof beam assembly that is Cowlings and fairings. The forward fuselage section is closed out by They are manufactured from either composite two carbon fibre composite side body fairings or aluminum materials and are readily with interchangeable composite doors with removable for maintenance access. Waterline zero eyebolt fittings for mounting of ground is a reference plane located 20. panels that are connected to create the floor. The intermediate section is a semi-monocoque structure that uses 1-4-C. the fuel cell enclosures. ECCN EAR99 16 JUN 2014 Rev. which extends from The tailboom is a monocoque construction the bulkhead aft of the passenger that transmits all stresses through its external compartment to the tailboom attachment skins. skid perpendicular to. The forward cowling is a composite The landing gear is attached to the bottom of construction and incorporates a single point the forward and aft bulkheads. Export Classification C. The basic structure of assembly. Two bulkhead assemblies. forward and aft firewalls of the engine which extends from the cabin nose to the compartment are manufactured from titanium. Support rods are landing gear consists of two skids attached to internally stowed on each side of the cowl and the ends of two arched crosstubes that are fit into roof mounted clips to support the cowl secured to the fuselage by means of a in a raised position. The gear uses hinge fitting that is located at the forward end a three-point attachment configuration to of the fairing. and measured along. The tailboom assembly includes the The forward section provides for pilot and tail rotor driveshaft. longerons. and two vertical axis of the helicopter.

BHT-407-MD-2

The transmission cowling is a composite The tailboom uses two composite
construction and encloses the forward half of constructed fairings to enclose the tail rotor
the main transmission. This cowling is driveshaft.
mounted with fasteners. The fasteners are
contained in metal ejector clips, which ensure The tail rotor gearbox fairings are both
they are maintained with the cowling during composite constructed and secured with
removal, and allow for easy identification of screws. The upper and lower fairings both
any fastener that may have dislodged from its incorporate hinge mounted doors for access.
receptacle.
1-5-A. CREW COMPARTMENT
The air induction cowling is made of
aluminum or carbon/fiberglass and encloses The crew compartment or cockpit occupies
the aft half of the main transmission. Inlet the forward part of the cabin (Figure 1-1). The
pilot station is on the right side and the
ducts are provided on each side of the
copilot/forward passenger station is on the
cowling to direct the airflow into the induction
left.
screen or particle separator. A small
removable window is provided on either side
An instrument panel is mounted on a central
of the cowling to allow for checking of the
pedestal in front of the crew seats. The panel
inlet area when the particle separator is is tilted upward for maximum visibility from
installed. An inspection cutout is provided on either seat.
the right side to allow viewing of the
transmission oil level sight gauge. Two The overhead console is centered on the
hinged doors with flush-type latches are also forward cabin ceiling and incorporates most
provided for inspection of the aft of the electrical systems circuit breakers and
transmission area. switches.

The engine cowling has composite hinged Each crew seat is covered with
side doors and an aluminum upper structure. flame-retardant fabric and is equipped with a
The side doors incorporate flush-type latches lap seat belt and a dual shoulder harness.
and wing-style stud fasteners. Attached to the Each shoulder harness contains an inertia
side doors are oil cooler blower inlet ducts. reel that locks in the event of a rapid
The doors are held in the open position with deceleration.
mechanical support devices. The side doors
and upper structure of the engine cowling Jettisonable crew door assemblies are
provided on each side of the helicopter and
incorporate screened vents to allow air
permit direct access to the crew
movement through the engine compartment.
compartment.

The aft cowling is a composite construction
Each jettisonable door is equipped with
and encloses the oil cooler and blower
standard interior and exterior handles that
assembly and the engine oil tank. It operate a positive bolt latching mechanism.
incorporates a cutout to view the engine oil This style of door latching mechanism
tank sight gauge, and two doors that are ensures smooth and positive operation when
fastened with wing-style stud fasteners. The opening and closing the doors. Each exterior
cowling incorporates screened cooling vents. door handle incorporates a lock.

1-16 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

BHT-407-MD-2

covered with flame-retardant fabric and are
WARNING equipped with lap seat belts and shoulder
harnesses. The shoulder harnesses lock in
the event of a rapid deceleration.
DO NOT USE THE SE CONDA RY
RELEASE HANDLE WHEN THE
A cargo restraint kit is available for the
HELICOPTER IS AIRBORNE. USE OF
installation of tie-down provisions. This kit
THE SECONDARY RELEASE
provides forward bulkhead tie-down
HANDLE WHILE AIRBORNE
provisions using four shackle/eyebolt
JETTISONS THE DOOR, WHICH MAY
assemblies and floor mounted provisions
CONTACT THE ROTORS OR
using four anchor plates. These provisions
FUSELAGE.
allow cargo to be secured with a tie-down
assembly. It is the responsibility of the pilot to
As an additional safety enhancement and in
ensure the cargo is adequately secured and
the event a crew door cannot be opened using
uniformly distributed.
the standard interior handle, the jettisonable
crew doors contain a secondary release
handle and mechanism that when activated, A door on either side permits direct access to
disconnects the attachment pins from both the passenger compartment. In addition, the
door hinges and allows the door to be left passenger door is hinged on the litter
jettisoned from the helicopter. To prevent door, so that the two may be opened together
inadvertent operation, the secondary release to aid in the loading of the helicopter. The
handle is kept in the locked position with a litter door does not have an interior handle
strap assembly. and can only be opened from the outside. The
LITTER DOOR Crew Alerting System (CAS)
The door windows are made of gray tinted message illuminates if the litter door is not
acrylic plastic and incorporate a lower properly secured. Each passenger door is
forward sliding window for ventilation. equipped with interior and exterior handles
that operate a positive bolt latching
The main windshields are made of tinted mechanism. This style of door latching
polycarbonate material, while the lower cabin mechanism ensures smooth and positive
nose chin bubbles, and upper cabin roof operation when opening and closing the
skylight windows are made of gray tinted doors. Each exterior door handle
acrylic plastic. incorporates a lock. All cabin windows are
made of tinted acrylic plastic and the
passenger doors have a lower forward-sliding
1-5-B. PASSENGER COMPARTMENT
window for ventilation.
The aft area of the cabin (Figure 1-3) contains
a space of 85 cubic feet (2.4 m3) for the 1-5-C. BAGGAGE COMPARTMENT
carrying of passengers or internal cargo. The
cabin can be configured with utility, standard, The baggage compartment (Figure 1-3) is
or corporate interior kits. Each kit includes, located aft of the passenger compartment and
but is not limited to, vacuum formed has a capacity of 16 cubic feet (0.45 m3). The
polycarbonate panels, armrests, door and compartment can carry up to 250 pounds
sidewall magazine pockets, assist steps, door (113.4 kg) of baggage or other cargo, which
pulls, carpet, and all trim and attaching tracks can be secured using a tie-down assembly
and hardware. and the tie-down fittings provided. It is the
responsibility of the pilot to ensure the cargo
Basic configuration includes two aft-facing is adequately secured and uniformly
and three forward-facing seats. All seats are distributed.

Export Classification C, ECCN EAR99 16 JUN 2014 Rev. 1 1-17

BHT-407-MD-2

Access to the compartment is provided by an honeycomb structure. It is an inverted airfoil
exterior door on the left side of the aft that provides a downward resultant lift on the
fuselage. The door is hinged at the forward tailboom to maintain the cabin in a nearly
end and opens the full width and height of the level attitude throughout all cruise airspeeds
compartment. It is secured by two pushbutton and to aerodynamically streamline the
latches and a keyed lock. The fuselage to reduce drag. The leading edge
BAGGAGE DOOR Crew Alerting System slats are designed to improve pitch stability
(CAS) message illuminates if the door is not during climbs.
properly secured.
The small auxiliary vertical fins are located on
A 19.2 U.S. gallon (72.7 L) fuel tank may also each end of the horizontal stabilizer. The
be installed in the baggage compartment as
leading edges of the fins are both offset 5°
an optional kit (BHT-407-FMS-6).
outboard of the helicopter centerline. This
improves the roll stability of the helicopter in
1-5-D. TAILBOOM forward flight.

The tailboom consists of the tailboom and the The tailboom utilizes two composite
components it supports: tail rotor and drive constructed fairings to enclose the tail rotor
system, vertical fin, and horizontal stabilizer driveshaft. The cowlings are mounted with
(Figure 1-1). studs and receptacles. The studs are
contained in metal ejector clips, which ensure
The tail rotor drive system consists of a the studs are maintained with the cowlings
driveshaft mounted along the top of the during removal, and which ensure the easy
tailboom and a gearbox, which reduces the identification of any stud that may have
tail rotor driveshaft input speed from 6317 to dislodged from its receptacle.
2500 RPM. The gearbox also changes the
direction of drive 90° to accommodate the tail
The tail rotor gearbox fairings are both
rotor for directional control.
composite constructed and secured with
screws. A hinged door with wing-style stud
The vertical fin, composed primarily of fasteners is incorporated on the top fairing for
aluminum and honeycomb construction,
ease of servicing the gearbox. A hinged door
provides directional (yaw) stability and is
is incorporated on the bottom of the fairing
mounted on the aft end of the tailboom on the
for ease of access to the tail rotor gearbox
right side. It contains a top fairing to mount
chip detector. The tail rotor gearbox oil level
the anti-collision light and on the lower edge,
a rubber bumper and tail skid to protect the may be viewed through the aft screened
tail rotor and fin in the event of a tail low cooling vent of the fairing.
landing. The fin sweeps back, both above and
below the tailboom. The leading edge is 1-6. INSTRUMENT PANEL,
canted outboard 9° to reduce the required CONSOLE, AND PEDESTAL
amount of tail rotor thrust during forward
flight at cruise speed.
1-6-A. INSTRUMENT PANEL
The horizontal stabilizer extends through the
tailboom, and has leading edge slats and Figure 1-4 shows the instrument panel with
small auxiliary vertical fins or dynamic optional equipment installed. The instrument
dihedrals. The main body of the horizontal panel is mounted on a central pedestal in
stabilizer is a one-piece aluminum front of the crew seats.

1-18 Rev. 1 16 JUN 2014 Export Classification C, ECCN EAR99

Pedestal 13. Force trim switch 11. Emergency locator transmitter switch (optional kit) 2. Multi-Function Display Unit (MFD) (GDU 1040H) (TYPICAL) 407_MD-2_01_0004_c01 Figure 1-4. AFCS disc switch 10. RPM warning light/mute switch 6. ECCN EAR99 16 JUN 2014 Rev. Standby altimeter 4. (GDU 1040H) Glareshield 8.9 LBS REVERSION TO MANUAL INSTALLED. Standby airspeed indicator 3. BHT-407-MD-2 2 3 1 4 160 20 9 A0L T 1 5 6 7 140 AIRSPEED 40 8 2 MASTER EMERGENCY USE ONLY 120 KNOTS 7 3 W/C 60 WARNING ELT ARM ELT XMIT 100 80 6 5 4 PUSH TO MUTE RADIO CALL CAUTION RPM PIT N407GX TEST / RESET: PRESS TO XMIT WAIT 1 SEC PRESS TO ARM ROL THIS HELICOPTER MUST BE OPERATED IN COMPLIANCE WITH THE OPERATING LIMITATIONS SPECIFIED IN THE APPROVED FLIGHT MANUAL 15 FUEL CAPACITY BASIC 869 LBS FADEC SOFTWARE VERSION 5. Garmin G1000H Integrated Avionics System — Instrument Panel Export Classification C.RAD 14 QUIET LDG LTS BOTH START F W D 11 CARGO RELEASE NORMAL OFF DISENG FLOAT TA ARM MUTE 13 FLOAT INFLATE GA 1.ICS 2nd . AFCS mode select panel 14. Primary Flight Display (PFD) 7. Master warning/caution light/ 12 mute switch 5. Go-around switch 12. REFER TO PEDAL FADEC FUEL QTY DU FADEC ON (JET A AT 15°C) FLIGHT MANUAL FOR OPERATION AUTO FUEL MAN VALVE FLOAT FIRE STOP OVSPD FWD TANK BACKUP MODE OFF 8 9 VENT VENT GARMIN GMA-350 MKR MAN MUTE COM1 COM2 COM3 NAV1 AUX TEL MUSIC SQ MIC1 MIC2 SPLIT COM MIC3 NAV2 PILOT COPLT PASS SPKR PA VOL CRSR PUSH TO DISTRIBUTE 10 ATTD TRIM DN AFCS L R UP ALTS ALT VS SPD HDG NAV APR TRIGGER: AP ATT TRIM GA 1st .358 WITH DIRECT TEST WITH AUX 998. Audio panel (GMA 350H) 15. 1 1-19 . ATTD trim switch 9.

magnetic-type instrument the instrument panel. Garmin G1000H Integrated conventional impact air and ambient air Flight Deck Pilot’s Guide (190-01255-01) pressure sensing system. Alerting (EICAS). This information is provided to the pilot through The magnetic compass is a standard. pitot tube and right and left heated static ports and interconnecting tubing. OVERHEAD CONSOLE AND PEDESTAL SYSTEM (IAS) — OVERVIEW The overhead console (Figure 1-5) is centered NOTE on the cabin ceiling and incorporates most of the electrical system circuit breakers and Information in paragraph 1-9-A switches.08 and The pitot-static system (Figure 1-7) uses a 1237. For information on the operation of The pedestal (Figure 1-4) extends from the the Garmin G1000H Integrated instrument panel downward and aft to the Avionics System (IAS). MAGNETIC COMPASS and other additional features. ECCN EAR99 . audio panel. Communication. A standby airspeed mounted on a support that is attached to the indicator and standby altimeter as well as right side of the forward crew cabin. 1-9. The required switches and placards are also compass is used in conjunction with the mounted on the instrument panel.BHT-407-MD-2 The instrument panel is tilted at a 10° angle The two static ports are connected together to for maximum visibility. Navigation. An compass correction card. which is then integrated avionics system provides flight supplied to the ADC. Garmin G1000H Integrated Flight Deck Pilot’s The pitot tube supplies impact air pressure to Guide (190-01255-02) and Garmin the Air Data Computer (ADC) (GDC 74H) and G1000H Integrated Flight Deck Cockpit the standby airspeed indicator. G1000H Integrated Flight Deck Cockpit Reference Guide (190-01254-00). instrument lighting rheostat knob. Garmin (Figure 1-6) contains the FADEC/ECU. refer to the cabin seat structure. and Garmin G1000H Integrated Flight Deck Cockpit Reference Guide The pitot-static system consists of a heated (190-01254-01). This forms a mounting following documents: platform for the audio panel and optional equipment. GARMIN G1000H I N T E G R A T E D AV I O N I C S 1-6-B. and the standby altimeter. The lower left side of the pedestal For software version 1237.10. Reference Guide (190-01254-02). 2 10 DEC 2015 Export Classification C. M/R G1000H Integrated Flight Deck Pilot’s RADS. 1-8.04. AFCS maintenance ports and a 28 VDC Guide (190-01255-00) and Garmin auxiliary receptacle. and Surveillance (CNS). the standby airspeed instrument. For software version 1237. flight management.09. 1-20 Rev. two large format full color displays located on non-stabilized. hazard avoidance. PITOT-STATIC SYSTEM For software version 1237. The Garmin G1000H equalize the static pressure. 1-7. The forward section of the panel through paragraph 1-9-K is provided has integral lighting controlled by the as a general overview. Engine Indication and Crew indicator. adjustable glareshield is provided across the top of the instrument panel.

BHT-407-MD-2 HEADPHONE JACKS • •• FWD ••• TYPICAL 407_MD-2_01_0005_c01 Figure 1-5. ECCN EAR99 16 JUN 2014 Rev. 1 1-21 . Overhead Console Export Classification C.

1 16 JUN 2014 Export Classification C. ECCN EAR99 .BHT-407-MD-2 FADEC/ECU GROUND MAINTENANCE CONNECTOR LEFT SIDE LOWER CONSOLE NO OBJECT BEYOND THIS POINT 407_MD-2_01_0006_c01 Figure 1-6. Maintenance Ports 1-22 Rev.

Pitot drain 7 4. ECCN EAR99 16 JUN 2014 Rev. Static port 4 9 2 3. Pitot tube 3 9 2. Pitot tube disconnect 7. BHT-407-MD-2 STANDBY ALTIMETER STANDBY AIRSPEED INDICATOR SEE DETAIL A 8 AIR DATA COMPUTER 8 (GDC 74H) 8 2 PITOT LINE 7 8 6 STATIC LINE 1. Aluminum tube 9. 1 1-23 . Static drain 6. Pitot-static System Export Classification C. Flexible tube 1 DETAIL A 8. Plug NO OBJECT BEYOND THIS POINT 407gc_MM_95_0005 Figure 1-7. Static drain 5.

• GTP 59 Outside Air Temperature (OAT) probe To facilitate data Input and Output (I/O). This information is (MFD) (GDU 1040H) (2 UNITS) provided to the pilot through two large format full color displays (Figure 1-4). Both display units • GEA 71H airframe and engine receive data from both GIA 63H integrated system processor avionics units. • GDC 74H Air Data Computer (ADC) map range selection and panning. and context-sensitive softkeys. barometric correction inputs. hazard avoidance and other AND MULTI-FUNCTION DISPLAY additional features. 1-24 Rev. 1 and No. (PFD) and Multi-Function Display (MFD) The two GDU 1040H display units provide primary display and control capabilities of the • GMA 350H audio panel G1000H system. PRIMARY FLIGHT DISPLAY (PFD) (paragraph 1-10). 1024 x 768 resolution. such as flight plan and database uploading. For an Each Garmin Display Unit (GDU 1040H) overview of the IAS system architecture. ECCN EAR99 . Navigation. • GSC 46 engine signal conditioner Each display unit also receives data from its • GDL 69AH XM weather and radio cross-side GIA 63H integrated avionics unit satellite datalink receiver (optional through the other display unit through the kit) HSDB. and can following Line Replaceable Units (LRUs) operate in reversionary mode. Surveillance (CNS). The displays allow for the • GIA 63H integrated avionics unit tuning of communication and navigation No.BHT-407-MD-2 The Garmin G1000H Integrated Flight • GDL 59H WiFi datalink and storage Deck Pilot’s Guide provides detailed (optional kit) and GSR 56H iridium system and operational information transceiver (optional kit) while the Garmin G1000H Integrated • GTS 800 Traffic Avoidance System Flight Deck — Cockpit Reference (TAS) with 1090 extended squitter Guide for the Bell 407GX provides receiver (optional kit) higher level quick-reference data. The unit (Figure 1-9): installed on the right/pilot side is designated as PFD. Communication. cursor control. and paragraph 1-9-K. the • GRS 77H Attitude and Heading GDU 1040H has two Secure Digital (SD) card Reference System (AHRS) slots. 2 frequencies. Automatic Flight Control System (AFCS) 1-9-A. flight planning interfaces. The GDU 1040H can operate as a Primary Flight Display (PFD) or The Garmin G1000H system consists of the Multi-Function Display (MFD). • GDL 88H Universal Access The Garmin G1000H integrated avionics Transceiver (UAT) (optional kit) system provides flight instrument. refer (Figure 1-4) has a 10. and the display unit installed on the • GDU 1040H Primary Flight Display left/copilot side is designated as MFD. Engine A description of the primary Garmin G1000H Indication and Crew Alerting (EICAS). 2 10 DEC 2015 Export Classification C.4-inch LCD display with to Figure 1-8. audio LRUs is provided in paragraph 1-9-A through panel. flight management. • GMU 44 magnetometer The display units communicate with each • GTX 33H ES mode S transponder other and the on-side GIA 63H integrated with extended squitter avionics unit through a High-Speed Data Bus (HSDB) connection.

(SIGNAL (ENGINE (PRIMARY DATA SOURCES FOR RPM 5 CONDITIONER) THERMO. Refer to the Garmin G1000H Pilot’s Guide (190-01255-00 and subsequent) PRIMARY or the G1000H Integrated Avionics System DATA SOURCE Maintenance Manual (190-01737-00 and subsequent) ALTERNATE ENG CHIP XMSN CHIP TAIL ROTOR PUSH TO MUTE MGT DATA SOURCES DETECTORS (2) DETECTORS CHIP DETECTOR ENGINE FADEC ECU for specific G1000H System Messages. PRESS SWITCH HYDRAULIC SYS 4 INSTR FAN FAN CONTROL RELAY PEDAL STOP POSITION SWITCH PEDAL STOP RESTART FAULT FADEC ECU GSC 46 ENGINE SIGNAL CYCLIC CENTERING SWITCH CYC CTR START STARTER RELAY CONDITIONNER FAN CONTROL RELAY INSTR FAN FLOAT TEST FLOAT TEST SWITCH AND FADEC ECU QUIET MODE SEL FLOAT INFLATION SWITCH QUIET/NORMAL SWITCH/FADEC ECU QUIET MODE ON TRQ NR NG NP ENG OIL FUEL WOG ENG XMSN OIL XMSN WEIGHT ON GEAR SWITCH AMPS (ENGINE (XMSN (ENGINE (ENGINE PRESSURE PRESSURE OIL TEMP PRESSURE (SHUNT) PRESSURE MONOPOLE MONOPOLE MONOPOLE OIL TEMP (TRANSDUCER) (TRANSDUCER) (BULB) (TRANSDUCER) TRANSDUCER) SENSOR/ SENSOR/ (BULB) SENSOR) Airframe Analogs & Discretes FADEC ECU) FADEC ECU) NOTES 1. NP.08 and subsequent. 1 AUDIO TRANCEIVER (UAT) GIA 63H FREE FLIGHT GDL 59H GSR 56H GDL 69AH (KIT) GTS 800 CAS MESSAGE AUDIO ALERT RA 4500 WI-FI DATALINK & IRIDIUM DATALINK (XM WEATHER/ NO. 3 Not valid with software version 1237. ENGINE CHIP 4 XMSN CHIP 4 T/R CHIP 4 ARINC 429 NG. 2 (KIT) FUEL VALVE FUEL SHUTOFF VALUE GIA 63H ARINC 429 ARINC 429 GRS 77H GIA 63H GEN FAIL GENERATOR RELAY INTEGRATED ARINC 429 INTEGRATED AIRFRAME DISCRETE INPUT CAS MESSAGE AUDIO ALERT AVIONICS UNIT ARINC 429 ATTITUDE AND HEADING RS 232 AVIONICS UNIT HEATER OVERTMP HEATER TEMP SENSOR (AIRCOMM STC) RS 232 REFERENCE SYSTEM (AHRS) L/FUEL BOOST L/FUEL PRESS SWITCH-MAIN CELL CONFIGURATION BATTERY THERMAL SWICH BATTERY HOT 4 ANT: L/FUEL XFR L/FUEL PRESS SWITCH-FWD CELL XPDR MODULE EMERGENCY USE ONLY ENGINE OUT RELAY ENGINE OUT 6 RS 232 GTX 33H ES RS 232 LITTER DOOR LITTER DOOR SWITCH ELT ARM (TRANSPONDER) FADEC ECU ENGINE OVSPD R/FUEL BOOST R/FUEL PRESS SWITCH-MAIN CELL CONFIGURATION ELT XMIT XMSN OIL TEMP SWITCH XMSN OIL TEMP 4 R/FUEL XFR R/FUEL PRESS SWITCH-FWD CELL RS 485 MODULE TEST / RESET: PRESS TO XMIT GEA 71H RS 485 WAIT 1 SEC PRESS TO ARM XMSN OIL PRESS SWITCH XMSN OIL PRESS AUTO RELIGHT AUTO RELIGHT RELAY AIRFRAME AND ENGINE SYSTEM PROCESSOR BATTERY RELAY BATTERY RLY ENGINE ANTI-ICE ENG ANTI-ICE PRESSURE SWITCH HYD. NG MISCOMP 4 HSDB (HIGH SPEED DATA BUS) HSDB MFD will generate NP EXCEED 4 9 AURAL TA ALERT these messages TA INHIBIT 1 CONFIGURATION NP MISCOMP 4 AUDIO ALERT CAS MESSAGE AIRFRAME DISCRETE INPUT MODULE NR MISCOMP 4 Q EXCEED 4 9 4 BATTERY HOT BATTERY THERMAL SWICH GDU 1040H COM / VOICE ALERT AUDIO GMA 350H COM / VOICE ALERT AUDIO GDU 1040H Q MISCOMP Standard Garmin Equipment 4 8 ENGINE FIRE FIRE OVERHEAT DETECTOR (MFD) RS 232 (PFD) AUDIO PANEL RS 232 ALTN DATA FAIL 6 ENGINE OUT ENGINE OUT RELAY HSDB HSDB NG OAT LIMIT 7 FADEC FAIL FADEC ECU CONFIGURATION FADEC MAINT BAGGAGE DOOR BAGGAGE DOOR SWITCH MODULE FADEC DEGRADED FADEC ECU ARINC 429 ARINC 429 FADEC FAULT FADEC ECU ARINC 429 GDC 74H ARINC 429 FADEC MANUAL FADEC AUTO/MANUAL RELAY RS 232 AIR DATA COMPUTER (ADC) FLOAT ARM FLOAT ARM SWITCH ARINC 429 ANT: ANT: FUEL FILTER A/F FUEL FILTER SWITCH COM RS 232 GTP 59 COM ARTEX ELT NAV/GS GMU 44 NAV/GS ARINC 429 FUEL LOW LOW LEVEL DETECTOR GPS (MAGNETOMETER) RS 485 (OAT PROBE) GPS (C406 N-HM) 4 NO.08 and subsequent)). NON-GARMIN 7 Repeating ding-dong tone. Chapter 95. This schematic provides primary IAS architecture and is not intended to RPM WARNING PBA (ALTERNATE DATA SOURCE depict all backup redundancy features. Audio Alerts and other related FUEL QTY (2+ FREEWHEEL) information. AUTO FUEL CAUTION 4 MAN VALVE STANDARD 5 Continuous solid tone.2 GENERATED) GARMIN EQUIPMENT TEST WARNING 4 PEDAL FADEC FUEL QTY DU FADEC ON (KITS) 4 Single ping. 1 NO. MASTER W/C OPTIONAL (GIA NO. PEDAL STOP FOR TORQUE Q). 2 1-25 . Garmin G1000H Integrated Avionics System — Architecture Export Classification C. EQUIPMENT (KITS) 8 Continuous sweeping sound for Russian certification.1 OR NO. EXISTING AIRCRAFT 9 Double ping (Impending exeedance aural tone (version 1237. ECCN EAR99 10 DEC 2015 Rev. EQUIPMENT 407_MD_2_0045 Figure 1-8. STOP OVSPD FWD TANK BACKUP MODE OFF GARMIN EQUIPMENT WARNING/CAUTION PBA FLOAT FIRE 6 Continuous fast-pulsing tone. 1 ARINC 429 RS 232 TRAFFIC ADVISORY GIA 63H RAD ALT (KIT) STORAGE (KIT) (KIT) AUDIO) (KIT) TA INHIBIT 2 SYSTEM (TAS) (KIT) AUDIO AUDIO MGT EXCEED 4 9 HSDB HSDB HSDB MGT MISCOMP 4 3 (COLLECTIVE SWITCH) HTAWS/TAS MUTE NG EXCEED 4 9 If PFD fails. SOLENOID STATUS BHT-407-MD-2. Section 1 or BHT-407-MM-10. Refer to BHT-407-FM-2. BHT-407-MD-2 GDL 88H UNIVERSAL ACCESS NO. Section 3. MGT) COUPLE) 2. NR.

2 (GIA 63H) AIRFRAME AND ENGINE SYSTEM PROCESSOR (GEA 71H) XM WEATHER RECEIVER (GDL 69AH) (OPTIONAL KIT) CHIPS HARNESS AFCS MODE SELECT VIEW A PANEL LOOKING FORWARD (INSTRUMENT PANEL AND SHROUD REMOVED FOR CLARITY) 407 MD-2 01 0008a c02 Figure 1-9. Garmin G1000H Integrated Avionics System — Primary Component Location (Sheet 1 of 3) 1-26 Rev. 1 (GIA 63H) (GDL 59H) (ADC) (OPTIONAL KIT) TRANSPONDER (GDC 74H) (GTX 33H ES) INTEGRATED AVIONICS UNIT NO. 2 10 DEC 2015 Export Classification C. ECCN EAR99 .BHT-407-MD-2 SEE DETAIL D A SEE DETAIL B SEE DETAIL C INTEGRATED CHIPS AVIONICS HARNESS WI-FI DATALINK AIR DATA RECEIVER COMPUTER UNIT NO.

BHT-407-MD-2 TRAFFIC ADVISORY ENGINE SIGNAL SYSTEM (TAS) (GTS 800) CONDITIONER (OPTIONAL KIT) IRIDIUM TRANSCEIVER (GSC 46) (GSR 56) (OPTIONAL KIT) ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) (GRS 77H) RADAR ALTIMETER TRANSCEIVER (RA 4500) (OPTIONAL KIT) DETAIL B FLIGHT CONTROL TRANSCEIVER COMPUTER (GDL 88H) (OPTIONAL KIT) DETAIL C DETAIL D NO OBJECT BEYOND THIS POINT 407_MD-2_01_0008b_c02 Figure 1-9. ECCN EAR99 10 DEC 2015 Rev. Garmin G1000H Integrated Avionics System — Primary Component Location (Sheet 2 of 3) Export Classification C. 2 1-27 .

137 MHz (XMT/RCV) (ONLY ACTIVE ON-GROUND) 407 MD-2 01 0008c c01 Figure 1-9. INSIDE LEFT SIDE LOCATION: LEFT SIDE 2412 .42 MHz (GPS-RCV) GARMIN GA 58 LOCATION: CENTER 2332.RCV) GPS1/WAAS/XM ANTENNA GARMIN GA36 (WITHOUT XM) GARMIN GA37 TOP TAS ANTENNA (KIT) (SATELLITE XM WX-RCV) (KIT) LOCATION: CENTER IRIDIUM ANTENNA (KIT) 1575.XMT/RCV 118 MHz . ECCN EAR99 .137 MHz (COM-XMT/RCV) 1575. 406 MHz (XMT) RAD ALT RCV AND XMT BOTTOM TAS UNIVERSAL ACCESS ANTENNAS (KIT) ANTENNA (KA-61) (KIT) TRANSCEIVER (UAT) LOCATION: SIDE-BY-SIDE LOCATION: CENTER (GDL 88H) ANTENNA (KIT) 4300 MHz 1030 MHz (XMT) LOCATION: LEFT SIDE 1090 MHz (RCV) 978 MHz/1090 MHz (RCV) XPDR ANTENNA (KA-61) OUTSIDE AIR LOCATION: RIGHT SIDE TEMPERATURE PROBE 1030 MHz (XMT) (GTP 59) 1090 MHz (RCV) WI-FI DATALINK (GDL 59) ANTENNA (KIT) COM 1 ANTENNA LOCATION: NOSE.BHT-407-MD-2 LEFT AND RIGHT NAV / GS 1 AND 2 LOCATION: LEFT AND RIGHT SIDE 108 MHZ .5 MHz. Garmin G1000H Integrated Avionics System — Primary Component Location (Sheet 3 of 3) 1-28 Rev.336 MHz (GS .118 MHz (NAV .5 MHz .RCV) 328 MHZ . 2 10 DEC 2015 Export Classification C.5 MHz (XMT/RCV) 1090 MHz (RCV) COM2/GPS2 ANTENNA MAGNETOMETER LOCATION: RIGHT SIDE (GMU44) 118 .2345 MHz 1030 MHz (XMIT) 1616 MHz .42 MHz (GPS-RCV) ELT ANTENNA (KIT) LOCATION: CENTER 121. 243 MHz.2484 MHz .1626.

based on the current green representing aircraft airspeed and vertical speed rate of trend vector change. COM 1/COM 2 communication Crew Alerting System (CAS). • Depiction of land features attitude. water based on information from terrain database Airspeed and altitude trend vectors provide airspeed and altitude predicted • Flight path marker shown in in 6 seconds. 1 1-29 . ECCN EAR99 16 JUN 2014 Rev. heading and slip/skid including terrain and bodies of indicators in a standard helicopter T. • HTAWS alerts — HTAWS terrain Course and heading selection. • Flight Plan window Selectable aircraft symbol format • Procedures window (single-cue or cross-pointer). and obstacle alerts are incorporated into synthetic Altitude select and baro-correction terrain depiction in addition to setting. aural voice call-out alerts Radar altimeter display when FreeFlight • Traffic display — Traffic is RA 4500 is installed (optional kit). Wind vector — Display of wind speed and NOTE direction. BHT-407-MD-2 The PFD (Figure 1-4) provides the following topography immediately in front of the functionalities: aircraft. including: Pathway is available when synthetic vision is enabled and single-cue • Direct To window cross-pointer is selected. enhance situational awareness The end of the trend vector provides the with respect to the desired flight heading predicted in 6 seconds. • Nearest Airports window Vertical speed indication with climb limitation marker. Export Classification C. presentation — SVS depicts a VOR/LOC 1/LOC 2 NAV frequencies. frequencies. based path on the present turn rate. both active and standby. • Zero-pitch line extended full Two optional display HSI formats (360 width of the display to provide mode and arc mode) may be selected pilot greater awareness of the through the PFD softkey. both forward-looking attitude display of the active and standby. depicted in the synthetic terrain depiction and changes size Minimum descent altitude and Decision relative to range Height (DH) setting. Pathway is not available with Flight management system interfaces cross-pointer aircraft symbol format. horizon line Turn rate indicator — Tick marks to the • Pathways shown in periodic left and right of the lubber line denote intervals and provide a tunnel to half standard and standard turn rates. altimeter. Synthetic Vision (SVS) display VHF NAV 1/NAV 2 tuning and controls. including the following: Airspeed with dynamic VNE marker. VHF COM 1/COM 2 tuning and controls.

NP. airspace. Continuous Power (MCP) and the limits of the next parameter to exceed MCP. if only reserve fuel data available on MFD) remains. The PSI indicates the power Range selection. • Weather data Electrical load and voltage indication. Engine oil pressure and temperature • Flight plan legs indication. 1-30 Rev. and fuel flow data. The MFD (Figure 1-4) provides the following functionalities: Course and heading selection. ECCN EAR99 . automatically or manually. • Topographic data a dashed green circle indicates • Traffic the selected range to reserve fuel. — The system display and control backlight can be adjusted either VHF NAV 1/NAV 2 tuning and controls. • Topographic data Fuel quantity and pressure indication. both active and standby. and current • Vertical profile view track. the range is indicated by a solid yellow circle Power Situation Indicator (PSI) for the indications of Torque (Q). • Traffic data Fuel flow indication. (distance and bearing to pointer) Transponder control and current status. Moving map with user-selectable Altitude select and baro-correction overlays including: setting. • Airports. 1 16 JUN 2014 Export Classification C. fuel quantity. • Waypoints Transmission oil pressure and • HTAWS data temperature indication.BHT-407-MD-2 Flight plan status that includes active • Field of view operation waypoint. • Wind direction and speed and NR. a solid green circle • HTAWS indicates the total endurance range based on current input • Weather data (subset of weather data. navaids. airways. VOR/LOC 1/LOC 2 NAV frequencies. COM 1/COM 2 communication Display backlighting adjustment control frequencies. declutter. desired track. NG. MGT. distance and bearing to waypoint. • Nav range ring — Direction of travel (ground track) on rotating Inset map — A small version of MFD compass card navigation map including: • Fuel range ring — Instantaneous • Auxiliary Flight Display (AFD) fuel range ring shows the remaining flight distance and • Geographic data time based on ground speed. land data with names Clock/Timer. VHF COM 1/COM 2 tuning and controls. both active and standby. zoom. parameter closest to Maximum bearing/distance capabilities. • Map pointer information Outside Air Temperature (OAT).

and Maintenance logs pages (paragraph departure operations 1-13-J) • U. BHT-407-MD-2 Dedicated Engine page — Display of System Synoptic pages including: enlarged Power Situation Indicator (PSI). and scheduler/ • Stores up to 100 flight plans reminder messages • Lateral and vertical direct to • Auxiliary video features Bell Maintenance pages including: • Supports user defined waypoints • Faults page (paragraph 1-13-A) • Supports published SIDs. Available Export Classification C. non-precision (LNAV) Weight & Balance planning with Center of approach. trip capabilities statistics. • Data Status page (paragraph STARS.S. Auxiliary pages including: Flight Management System (FMS) including: • System status — Status and software version numbers for all • Flight planning detected system LRUs • Graphical flight planning • Utility page — Flight timer. • Vertical Navigation (VNAV) Safe taxi — Greater map detail when • Upload/download of flight plans viewing airports at close range. and holding patterns 1-13-B) • Track trend vector overlay on • Exceedances & Chip History moving map page (paragraph 1-13-C) Navigation capabilities including: • Power Check History page (paragraph 1-13-D) • Oceanic and domestic enroute. LNAV/VNAV Gravity (CG) indication (paragraph 1-13-I) approach. expanded CAS window. terminal. 2 1-31 . and Engine • Power assurance Indication Strip (EIS) on the right side of • Weight & balance MFD. • Auto-tuning VHF navaid on VOR/LOC approaches Maintenance configuration files (paragraph 1-13-K) provided by Product • Supports Dead Reckoning (DR) Support Engineering capability in the event of GPS failure during enroute and Electronic charts — FliteCharts and oceanic flight phases ChartView (both versions resemble the paper version of terminal procedures • ARINC 424 leg types charts). Both charts are available through • Victor and Jet Airways service subscription from Garmin and Jeppesen.08 and subsequent. LPV approach. terminal and enroute RNAV NOTE • Automatic transition from GPS to ILS final approach This is only applicable for software version 1237. ECCN EAR99 10 DEC 2015 Rev.

broken. 1 16 JUN 2014 Export Classification C. 2 (GIA 63H) (Figure 1-8) function as • FADEC Failed the main communication hub. Manual squelch override integrated avionics unit communicates with is also available. the unit provides and copilot volume control. 1 and No. Each microphone has a an on-side display unit through a High-Speed dedicated VOX circuit to ensure that only the Data Bus (HSDB) connection. The Master Avionics Squelch RS-485.5 minutes of recording Garmin. Additionally. copilot. Each integrated avionics unit is • VNE Warning physically connected to its on-side display unit and parameters are also cross-filled to • JAR-OPS "150 feet" the cross-side display unit. • Master Warning/Master Caution 1-9-C. The COM interface can support up to three The system also features two entertainment transceivers. thereby together and do not communicate with each improving cockpit communications.BHT-407-MD-2 through service subscription from capability and up to 2. In addition. 1. The processing helps to de-emphasize ambient integrated avionics units are not paired noise from the avionics inputs. while the NAV interface inputs (MUSIC 1 and MUSIC 2) with identical supports up to five radios. and passenger The GMA 350H audio panel (Figure 1-8) headset positions. The GMA 350H audio system is equipped with Each integrated avionics unit contains the a digital clearance recorder with playback following sub-assemblies and functions: 1-32 Rev. of all of the selected COM audio sources. the the pilot with a fail-safe mode connection to voice recognition feature allows the pilot (and COM 1 and alert audio from integrated optionally the copilot) to control the avionics unit No. and a pilot To enhance safety of flight. ECCN EAR99 .5 mm front panel and five for passengers). 1-9-B. Each squelch threshold. includes an Intercom Cockpit System (ICS). mini-jack that can be used as an entertainment input or a telephone input. linking all Line Replaceable Units (LRUs) with the on-side • Engine Fire display unit. INTEGRATED AVIONICS UNITS • Low Rotor RPM (GIA 63H) (2 UNITS) • Engine Out The Garmin integrated avionics units No. • HTAWS Alerts Each integrated avionics unit contains a GPS • Traffic System Alerts WAAS receiver. The GMA 350H streaming content from the GDL 69H (XM audio system can accommodate up to seven Satellite Weather and Radio Kit). dual stereo entertainment inputs. and aural alert generation. GMA 350H using spoken commands. other directly. and ARINC 429 data busses. The The audio system supports aural tones jack automatically detects if a device is generated externally to the audio panel that plugged into the jack and if the device is a can be associated with the following: telephone source or an entertainment source. VHF COM/NAV/GS receivers in addition to supporting input and output Each microphone input has an automatic processing. and with other active microphone is heard when squelch is Line Replaceable Units (LRUs) using RS-232. mono/stereo headsets (two for pilot/copilot the system provides a 3. AUDIO PANEL (GMA 350H) The system also provides ICS audio isolation modes for the pilot.

ECCN EAR99 16 JUN 2014 Rev. BHT-407-MD-2 A main subsystem manages the routing WAAS and MSAS signals. The determine the bearing of an database currently specifies aircraft relative to a selected that the GPS receiver uses VOR transmitter and also to be Export Classification C. the communication transceiver • Designed to interact with automatically tunes to the additional Satellite-Based emergency frequency Augmentation Systems (SBAS) (121. EGNOS can be enabled in the This information may originate from navigation database in the within the integrated avionics unit or future when the system is from other units with which the declared operational for aviation integrated avionics unit interfaces. The use integrated avionics units main subsystem supports various input/output • Primary navigation for all interface capabilities listed as follows: phases of flight including Oceanic • Discrete and analog interfaces to other avionics and engine/ • Fault Detection and Exclusion airframe sensors (FDE) • ARINC 429 VHF COM transceiver — The integrated avionics unit VHF communications • RS-232 receiver has the following properties as standard: • RS-485 or RS-422 • Minimum 16-watt transmit • Garmin HSDB protocol power capability GPS/WASS receiver — The integrated • Communications transceiver avionics units GPS navigation receiver tuning from 118. 1 1-33 .990 MHz • The ability to determine its • User-selectable channel position within 5 minutes from spacing of 8.500 MHz) and is able to such as European transmit and receive Geostationary (EGNOS) and Multi-functional Satellite VHF NAV and glideslope receivers — The Augmentation System (MSAS).33 kHz or 25 kHz the time power is applied to the unit • Communications audio output • Simultaneously tracks and uses • Capability for pilot and copilot to information from a WAAS transmit simultaneously on both satellite and up to 12 GPS COMs (pilot using one GIA 63H satellites and copilot using the other) • Compliant with specifications • In the event of the GIA main for use with WAAS subsystem failure. of various information amongst LRUs.00 to has the following properties as standard: 136. integrated avionics unit VHF navigation The Garmin navigation database receivers have the following properties on the bottom slot of the GDU as standard: includes tables that specify which SBAS systems are to be • VOR receiver — To be able to used by the GPS receiver.

Using the raw data from avionics unit has the following aural alert the appropriate sensors. the unit computes generation properties: and provides the following data in ARINC 429 • The G1000H determines the format to the Primary Flight Display (PFD). JAR-OPS "150 feet" (voice airport runway warning) • VOR/Localizer receiver tuning NOTE from 108. prioritization.4 MHz as (ADC) AND OUTSIDE AIR paired with the frequency tuned TEMPERATURE (GTP 59) (OAT) on the VOR/ILS localizer PROBE receiver The GDC 74H Air Data Computer (ADC) • VHF Nav and glideslope (Figure 1-8) provides air data for flight information are packed in HSDB instrumentation. and Multi-Function Display (MFD). Master Warning/Caution • Air temperature information (single “ping”) • Density altitude 2. VNE Warning (continuous the pilot with a visual display of “ting. 1 16 JUN 2014 Export Classification C. sequencing. Engine Fire (single position relative to a fixed glide “ping”. impact pressure and fast-pulsing tone) total pressure 1-34 Rev.BHT-407-MD-2 able to navigate toward or away 4. a continuous sweeping sound is used • ILS glideslope receiver — To for Engine Fire. The system measures data packets for use by the aircraft static port and impact pitot pressure display units information from pressure transducers and raw air temperature from an outside Aural alert generation — The integrated temperature probe. AIR DATA COMPUTER (GDC 74H) from 328. Low Rotor RPM (continuous solid tone) • True airspeed 3. ting.6 to 335. ting” tone) aircraft position relative to a straight-line approach to the 6. provide pilot with a visual display of aircraft vertical 7.00 to 117. Engine Out (continuous • Static pressure. FADEC Fail (repeating from a selected VOR transmitter “ding-dong” tone) • Localizer receiver — To provide 5.95 MHz in 50 kHz increments For Russian certification. ECCN EAR99 . or continuous path angle on the pilot's sweeping sound (Russian approach to the airport runway certification)) (optional kit) • ILS glideslope receiver tuning 1-9-D. and both GIA inhibiting of individual alerts 63H integrated avionics units: from both the G1000H system and most external sources • Pressure altitude • Vertical speed • Maintains a prioritized queue of aural alerts to be played: • Computed airspeed 1.

. (copilot GIA) through RS-232 for maintenance and test purposes (i. magnetic direction. ATTITUDE HEADING and. AHRS Validation ATTITUDE SENSOR INPUTS AVAILABLE AND AHRS OUTPUTS VALID SOLUTION MODE RELIABLE INERTIALS MAG AIR GPS HDG PITCH ROLL ANG ACCEL DATA RATES S Primary Yes Yes Not Yes Yes Yes Yes Yes Yes Used Reversion. The GDC 74H air data computer receives pitot-static pressure from the existing pitot The AHRS continuously calculates and probe and static vents. air data REFERENCE SYSTEM information. determine the helicopter attitude and heading. should its primary GPS modes. magnetometer 1-9-E. Yes Yes Yes No Yes Yes Yes Yes Yes No GPS Reversion. and two GPS sources. Outside air applies attitude and heading measurement temperature is provided by Garmin's GTP 59 updates to correct the gyro-integrated attitude Outside Air Temperature (OAT) probe. External inputs to the AHRS include one Aircraft specific air data computer magnetometer (GMU 44). the AHRS automatically displayed in the Primary Flight Display (PFD) Export Classification C. performing software The AHRS uses a combination of internal uploads. ECCN EAR99 10 DEC 2015 Rev. and hence is required to determine magnetic heading.. should its external inputs become become invalid. in certain reversionary modes. BHT-407-MD-2 The GDC 74H air data computer also (Figure 1-8) that outputs attitude and heading interfaces with integrated avionics unit No.e. requesting test and configuration solid-state sensors and external input data to mode operation). one air data configuration parameters (i. Yes No No Yes No Yes Yes Yes Yes No Magnetometer No Air Data The AHRS provides automatic reversionary uses its backup GPS. Additionally.e. An alert message is invalid. and heading solution during all flight maneuvers based on the GPS. SSEC) are computer (GDC 74H). 1 data for primary display and other purposes. Table 1-1. (GRS 77H AHRS) Table 1-1 summarizes the attitude solution The GRS 77 is a remote-mounted Attitude modes and specifies the data that must be Heading Reference System (AHRS) valid for the AHRS to operate in each mode. Yes No Yes Yes No Yes Yes Yes Yes No Magnetometer Reversion. 2 1-35 . stored in an external configuration module The magnetometer is the sensor source for located within the units connector backshell.

The capabilities: heading preset mode operation time is a pre-determined value (the default value is The GTX 33H ES receives the TIS signal 8 minutes) and can be extended slightly under on the 1030 MHz frequency when it is certain conditions. Entering the heading preset mode results in the AHRS uncoupling on-the-ground mode. earth. performance measurements. The precise NOTE position of the helicopter is given by the The ADS-B Out and the TIS are GPSs of the G1000H Integrated Avionics functional with all versions of the System (IAS). and other vital information converted from their original analog voltage format into digital RS-485 format by without the need for an interrogation. track. System (AHRS). This traffic information broadcast provides the relative location of all 1-9-F. software version 1237. The magnetometer relays its information to The Extended Squitter (ES) provides the GRS 77H Attitude Heading Reference ADS-B Out on the 1090 MHz frequency. elementary sensing device for a short period of time surveillance. the GTX 33H ES computation and using the heading input transponder supports the following from the pilot as the heading reference. Other aircraft equipped with 1-9-G. permitting to avoid them. automatic selection/deselection of entered by the pilot. They are only certified with AHRS is using a backup sensor or data path. speed. and enhanced surveillance. (GTX 33H ES) and show potential collision situations. temperature sensing to perform its position. This should allow the helicopter enough time to operate in the area available from the Air Traffic Controller with the magnetic anomaly influence. GTX 33H ES transponder provides remote In this mode. a tilt sensor. The when the system detects magnetic anomaly. MAGNETOMETER (GMU 44) Mode A and C transponder-equipped aircraft in the vicinity. others outside the radar stations coverage. ECCN EAR99 . and flight ID capability. the transponder is magneto-resistive sensors. It also measures its pitch and roll angles relative to the surface of the PFD. 1-36 Rev. and measures its internal temperature. 2 10 DEC 2015 Export Classification C. the AHRS can accept a heading.BHT-407-MD-2 alert auxiliary window to inform the pilot if the software. The traffic The GMU 44 magnetometer (Figure 1-8) information is received through the measures the magnitude of the local magnetic Mode S datalink and is displayed on the field in three axes. The magnetometer uses With ADS-B Out. IDENT. EXTENDED SQUITTER (ES) 1090 MHz ADS-B In equipment can then MODE S TRANSPONDER receive and process that information. Voltage-to-Frequency Converters (VFCs) and which makes the helicopter visible to digital counters. (ATC). The AHRS also provides a heading preset The GTX 33H ES transponder (Figure 1-8) mode of operation. and support European Mode S heading data without using the magnetic mandates for extended squitter. The sensor readings are capability.10 and or if the AHRS is not receiving information subsequent. The heading preset mode functions are controlled by the Primary Flight is designed to allow the AHRS to compute the Display (PFD). and continuously broadcasting the identity. the magnetic sensing device from the heading In addition to the above. from its external inputs.

XM WEATHER/RADIO DATALINK SYSTEM PROCESSOR (GEA 71H) (GDL 69AH) (OPTIONAL KIT) (1 UNIT) AND ENGINE SIGNAL CONDITIONER (GSC 46) The GDL 69AH XM radio datalink (Figure 1-8) is a remote-mounted XM satellite radio The Garmin airframe and engine system receiver that is capable of receiving digital processor (GEA 71H) (Figure 1-8) receives datalink weather and digital audio and processes signals from the following entertainment from an XM satellite. ECCN EAR99 10 DEC 2015 Rev. These alternate data signals are The GDL 59H datalink management unit and used in the event of primary NR. BHT-407-MD-2 1-9-H. It also provides an event of a signal failure. DATALINK AND STORAGE UNIT (GDL 59H) AND IRIDIUM • MGT thermocouple (alternate TRANSCEIVER (GSR 56H) instrumentation data source) (OPTIONAL KIT) • Engine torque (Q) — The Q signal is provided to the GEA 71H through the The GDL 59H datalink management unit engine signal conditioner (GSC 46). instrumentation data sources are A subscription is required for use of the provided to the GEA 71H through the Iridium satellite network. transmission. functions: The airframe and engine system processor Flight parameter recorder and storage — communicates with both integrated avionics The flight parameter recorder and units No.11g (Wi-Fi) while the used for instrumentation. which adds airborne low speed data link and voice communication • NR. 2 1-37 . the Q signal interface to an optional GSR 56H Iridium is provided from the FADEC ECU. and NP — These alternate capability using the Iridium satellite network. voice/data transceiver. The Export Classification C. AIRFRAME AND ENGINE 1-9-I. GSR 56H Iridium voice/data transceiver or NP signal loss provided from the datalink system provide the following major FADEC ECU. 1 and No. engine signal conditioner (GSC 46). (Figure 1-8) provides a flight parameter The GSC 46 converts the signals recorder function and a high-speed datalink into a usable format by the GEA 71H. In the aircraft is on the ground. temperature • Fuel signal conditioner (fuel The GDL 69AH radio datalink interfaces to the quantity) Multi-Function Display (MFD) through an Ethernet link (high-speed database) for • Fuel pressure displaying weather information and controlling the XM audio channel and volume. NG. XM sensors: weather and radio operate in the S-band frequency range to provide continuous uplink • Engine oil pressure and temperature capabilities at any altitude throughout North America. NG. A third party XM/WX subscription is • Transmission oil pressure and required. and tail rotor gearbox) 1-9-J. 2 using an RS-485 digital storage function is provided by the interface. • Chip detectors (engine. • Generator voltage The GDL 69AH radio datalink also interfaces • Generator current (amp meter) to the GMA 350H audio panel for amplification and distribution of the XM audio signal. between the aircraft systems and ground This is the primary torque signal computers using 802. GDL 59H datalink management unit.

Mode S and Mode C transponders to provide Logged data reports can be transmitted traffic advisories to the pilot independent of through Wi-Fi. one top-mounted and one cockpit audio interface bottom-mounted. • An incoming call message is 1-9-L. or any Crew Alerting through MFD display System (CAS)/maintenance message. the MFD Two directional GA 58 antennas are part of the • GMA 350H audio panel provides system. Surveillance-Broadcast (ADS-B) In 1-38 Rev. The GTS 800 Traffic Avoidance System (TAS) (Figure 1-8) offers expanded traffic alerts Wi-Fi data transmission — The GDL 59H such as "Traffic! 11 o'clock! High! Two datalink management unit supports a Miles!". or short burst. the phone surveillance data with passive surveillance number can be dialed through 1090 extended squitter ADS-B data.BHT-407-MD-2 GDL 59H datalink management unit • Ability to send and receive text supports the capability to sort logged messages data into configurable reports. Worldwide weather capability. The GTS 800 TAS system. bearing accuracy by correlating the active • From the cockpit. meaning that oldest data is overwritten first when the memory is full. 2 10 DEC 2015 Export Classification C.11g (Wi-Fi) while the aircraft is on the aircraft. the GDL 59H (GDL 88H) kit provides the crew with traffic adds the capability for a Plain information through the reception of the Old Telephone System (POTS) following signals on the 978 MHz (UAT) handset to be used by frequency: passengers (customizing kit) • Automatic Dependent Text messaging (SMS). when ground. TAS SYSTEM (GTS 800) Memory allocated for recording functions (OPTIONAL KIT) is circular. The the following capabilities: GTS 800 TAS system provides both active and passive surveillance capabilities (12 Nm Low speed data transmission through active surveillance and estimated 50 Nm the Iridium satellite network. UNIVERSAL ACCESS provided to indicate an TRANSCEIVER (UAT) (GDL 88H) incoming call is being received (OPTIONAL KIT) • The satellite phone functionality is supported with or without a The Universal Access Transceiver (UAT) GDL 59H installed. the air traffic control system. Supported logged data includes any HSDB packet • User interface supported within the system. and high-speed datalink between the aircraft the ability to process 1090 MHz ADS-B systems and ground computers using Extended Squitter (ES) from an intruder 802. The GDL 59H datalink management unit capability of up to 2Gb of data storage. 1-9-K. provides aircraft The Iridium satellite datalink system provides level ADS-B In and Out (I/O) capability. Two types of passive surveillance). Fully integrated satellite phone The GTS 800 provides improved target functionality. ECCN EAR99 . a selectable GDU display range. paired with GTX 33H ES. RUDICS. Iridium data transmission formats are supported: Iridium RUDICS (long form The GTS 800 TAS uses active interrogation of internet) or Iridium short burst data.

port The AFCS includes the following The GDL 88H UAT unit is a components: receiver-transmitter-processor unit. NOTE using the attitude reference and heading data from the Garmin GRS 77H AHRS (paragraph The Automatic Flight Control System 1-9-E) and the GMU 44 Magnetometer (AFCS) integrates with the avionics (paragraph 1-9-F).S. isolation. 2 1-39 . and • One Mode Select Panel (MSP) weather information to the operator. It is installed on • Two trim actuators the ceiling in the back of the baggage compartment on a dedicated mounting rack. helicopter. Export Classification C. ECCN EAR99 10 DEC 2015 Rev. AUTOMATIC FLIGHT 1-10-A. only) by reception and processing of the Flight Information • Fault reporting to the PFDs and the Service-Broadcast (FIS-B) signal on the UAT Ground Servicing Equipment (GSE) frequency. and aircraft on the 1090 MHz frequency. 1-10. FLIGHT CONTROL COMPUTER (FCC) CONTROL SYSTEM (AFCS) The FCC (2210CM1) computes control data. both pitch and roll SCAS actuators. It receives the 1090 MHz and the 978 MHz (UAT) • One Flight Control Computer frequencies. It sends the control suite Garmin G1000H (paragraph commands on two ARINC 429 data busses to 1-9). but it is not configured in this installation. It processes the received signals (FCC) (2210CM1) and communicates with the Primary Flight Display (PFD) to display the traffic. It also redundancy of functions to prevent provides subscription free weather critical failures information (U. It is installed on a small fairing The SCAS uses information from the Flight assembly under the copilot feet on the bottom Control Computer (FCC) to stabilize the of the fuselage. flight. BHT-407-MD-2 • Traffic Information • Stability and Control Augmentation Service-Broadcast (TIS-B) System (SCAS) through control of two SCAS actuators • Automatic Dependent Surveillance-Rebroadcast (ADS-R) • Selectable attitude hold (ATT) • Force trim control (through the beep It provides traffic information through the switches and trim actuators) reception and processing of the Mode S Extended Squitter (ES) signal from nearby • Fault detection. • Switches and relays The basic functionality of the AFCS provides The UAT/1090 antenna is a monopole single-channel SCAS (Stability and Control vertically polarized antenna capable of Augmentation System) that operates for both receiving and transmitting in the range of hands-on and hands-off flight. The digital Automatic Flight Control System Air data is received from the Garmin GDC 74H (AFCS) (Figure 1-10) provides the following: air data computer (paragraph 1-9-D). The (2210A1) GDL 88H is also capable of providing ADS-B • Two SCAS actuators out on the UAT frequency. frequencies necessary for UAT and 1090 MHz operation.

1-40
BHT-407-MD-2

Rev. 2
HSDB HSDB

ARINC 429 ARINC 429

COM/VOICE ALERT AUDIO COM/VOICE ALERT AUDIO
GMA 350H
RS232 RS232
(ICS)
GDU 1040H
ARINC 429 ARINC 429 GDU 1040H
(MFD)

10 DEC 2015
ARINC 429 GDC 74H (MFD)
HSDB ARINC 429
RS232 (ADC) HSDB

ARINC 429
GTP59
(OAT)

RS232 GMU 77H
GMU 44H (AHRS) Discretes --
(Magnetometer) RS485 Weight on Gear
ARINC 429
WOG
ARINC 429
ARINC 429

Discretes -- Rad Alt Kit
ARINC 429 (FreeFlight
Multiple Signals
ANT: RA-4500)
No. 1 (Optional)
COM No. 2
GIA 63H
NAV ANT:
(Integrated AFCS Panel GIA 63H
GPS Discretes -- Multiple Signals COM
Avionics Discretes -- Multiple Signals (Integrated
Discretes -- Go Around
NAV
Unit) Avionics
ARINC 429 ARINC 429 GPS
ARINC 429 Unit)
Discrete -- OPS Mode Selected ARINC 429
Discrete -- ILSOPS Approach Discretes Pilot Grip
Discrete -- NAV Source Change
Switches
Generic FCC
Copilot Grip Analog - PWM
Switches

Pitch Series

Pitch Trim

Roll Series

Discrete -- Trim Release
Discretes --

Figure 1-10. Automatic Flight Control System (AFCS) — Architecture
Trim Release

Roll Trim

407_MM_22_0004+_c01

Export Classification C, ECCN EAR99

BHT-407-MD-2

The autopilot functions in two modes: the 1-10-B-1. AUTOPILOT BASIC MODES
autopilot basic (inner loop) and the coupled
autopilot (outer loop). The AP switch:

The autopilot basic (inner loop) modes are as • Engages/disengages the autopilot
follows:
• Enables actuators
• Stability/Control Augmentation
• Initiates the preflight built-in test (if
(SCAS, all speed)
on ground)
• Attitude hold (all speed)
• If the AP is ON and the ATT OFF,
• Heading hold (> 45 knots) defaults to the SCAS ON

The coupled autopilot (outer loop) modes are The ATT switch:
as follows:
• Engages/disengages the attitude
• Go-around (>70 knots) (ATT) mode

For the pitch: • Activates annunciator status
provided by FCC
• Altitude hold (> 65 knots)
• Engages TRIM if not previously
• Altitude preselect (> 65 knots) selected
• Vertical speed hold (> 65 knots) The TRIM switch turns ON/OFF the force trim
system and:
• Airspeed hold (> 40 knots)
• Glideslope (ILS or GPS) capture and • The illuminated TRIM annunciator
track (> 65 knots) confirms the trim clutch electrical
power is available
For the roll (> 45 knots):
• Force trim must be ON to enable the
• Heading select ATT mode

• FMS flight plan following The GA switch:

• VOR capture and track • Provides the same function as the
collective grip GA switch
• Localizer (ILS or GPS) capture and
track • Turns on the GA mode
1-10-B. MODE SELECT PANEL (MSP) • Automatically engages the Autopilot
(AP), Attitude (ATT), Speed (SPD),
The Mode Select Panel (MSP) (Figure 1-4) is and Trim (TRIM) modes if any are off
located in the pedestal.
1-10-B-2. AUTOPILOT OUTER LOOP
The MSP selects autopilot modes and MODES
provides autopilot annunciations. The MSP
consists of 11 integrated mode switches and The ALT, VS, or SPD switch engages the ALT,
NVIS green a LED annunciators. VS, or ASPD mode respectively:

The mode switches on the MSP have the • Helicopter maintains applicable
following functions: state existing at the mode setting

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-41

BHT-407-MD-2

• Reference ALT, VS, or SPD may be engaged, descent begins when
increased or decreased with capture window is reached
operation of cyclic pitch beep
switch, or pressing FORCE TRIM • While mode is armed, the NAV and
release switch and maneuvering the APR annunciators on AFCS mode
helicopter to new state select panel flash, as applicable, and
go to steady state when captured
• If the engine power setting is not
sufficient to maintain the targeted • On the PFD, in the AFCS STATUS
values, the FCC does not use the BOX, the associated indications are
vertical speed and altitude data in displayed in white when armed and
order to maintain a safe airspeed green when captured
while coupled to VS or ALT mode
1-10-C. TRIM AND SCAS ACTUATORS
The ALTS switch engages the ALTS mode
and: The longitudinal and lateral trim actuators
provide spring force to maintain the cyclic
• It turns on the VS mode and the control system linkage in a certain position, in
ALTS annunciator flashes to indicate order to relieve the pilot and copilot from the
armed. A white ALTS indication is strain of holding a particular cyclic control
also displayed on the AFCS STATUS stick assembly position. When the autopilot is
BOX on the Primary Flight Display engaged, the trim actuators control the
(PFD). Desired climb or descent rate helicopter direction and attitude depending
is set with the cyclic pitch beep on the autopilot modes. Control signals from
switch. Helicopter levels off at the the Flight Control Computer (FCC) control the
altitude value (cyan altitude bug) trim actuators to keep the helicopter in a
previously set when the ALTS switch specific attitude or flight path.
was selected
The SCAS actuators contain a DC drive motor,
• After capture, the ALTS annunciator a brake release solenoid, and a Linear
goes off and the ALT annunciator Variable Differential Transformer (LVDT). The
comes on FCC controls the brake release solenoid and
sends the drive signal to move the directional
The HDG switch engages the HDG mode and SCAS actuators.
the helicopter banks to capture and maintain
existing reference (heading bug setting on 1-10-D. FORCE TRIM SYSTEM
PFD).
The force trim system provides a spring force
The NAV or APR switch: artificial feel to the controls and helps
maintain the controls in a set position.
• Engages the NAV or APR mode

• The mode is armed, with HDG mode The AFCS and force trim system provides a
engaged until capture window is "fly through" autopilot capability. As such,
reached. The PFD displays selected moving the cyclic against the pitch or roll
navigation source. At capture, the spring does not disengage the autopilot
helicopter banks to intercept the function. Alternatively, the force opens a
selected course detent switch on the assembly, which causes
the autopilot function to temporarily suspend
• If on ILS or LPV approach, the automatic trim operation. The associated
glideslope mode is automatically out-of-detent PIT/ROL indication is displayed
armed, with ALT, SPD or VS mode on the upper left corner of the PFD. Releasing

1-42 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

BHT-407-MD-2

the spring force closes the detent switch and 1-10-D-2. COLLECTIVE GRIP GO-AROUND
restores autotrim operation. An out-of-detent (GA) SWITCH
indication that is not the result of intentional
pilot input may be indicative of a blocked or NOTE
binding flight control, or a control friction The collective grip GA switch
adjustment that is set too high. Out-of-detent provides the same function as the
indications operate in all modes of operation mode select panel GA switch.
when force trim is ON.
The GA switch turns on the GA mode and
automatically engages the SPD, AP, ATT and
1-10-D-1. PILOT AND COPILOT CYCLIC
TRIM modes if any are turned off. After
GRIP SWITCHES approximately 10 seconds, the GA indication
is replaced by SPD on the AFCS STATUS BOX
and the autopilot targets an airspeed of
NOTE 70 knots.
The following switches will be
available on the copilot side only if 1-10-E. AUTOPILOT CREW ALERTING
SYSTEM (CAS) MESSAGES
the copilot AFCS cyclic stick
(407-706-062) kit is installed. The AP DEGRADED Crew Alerting System
(CAS) message is displayed if there is a
FORCE TRIM Release Switch failure condition of some autopilot functions
during operation (loss or degraded operation
The FORCE TRIM release switch of an axis, loss of airspeed gain scheduling,
momentarily releases the trim actuator or a stuck trim beep switch).
clutches when pressed. It synchronizes
The AP FAILED CAS message is displayed if
the attitude references if in ATT mode. It there is a loss of an FCC channel, AHRS data,
also synchronizes the airspeed, vertical linear actuator, or communication between
speed, or altitude reference, as involved LRUs.
applicable, when coupled.
The AUTOTRIM message is displayed if the
ATTD Trim Beep Switch trim system is not responding to the FCC
commands.
The momentary four-way cyclic ATTD
1-10-F. MAINTENANCE COMPUTER
trim beep switch slows the pitch and roll
SOFTWARE
attitude reference when in ATT mode. It is
also used to change the VS or SPD The AMITS software provides a graphical user
reference value when coupled, and interface for downloading maintenance
drives the pitch or roll actuator at fixed information from the Flight Control Computer
rate if the ATT mode is off. (FCC).

AFCS DISC Switch The AMITS software runs on laptop
computers that use the Microsoft® Windows
XP, Windows Vista, or Windows 7 operating
The momentary AFCS DISC switch turns system. The laptop computer must be
off the autopilot and the force trim connected to the AFCS maintenance ports on
system when pressed. the left side of the pedestal (Figure 1-6), with

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-43

BHT-407-MD-2

either the RS-232 ports, or the USB ports, as Increased situational awareness is provided
applicable. with an easy-to-scan Primary Flight Display
(PFD) (Figure 1-11) that features a large
1-11. FLIGHT INSTRUMENT horizon, airspeed, attitude, altitude, vertical
speed, and course deviation information. In
SYSTEM — INTEGRATED
addition to the flight instruments, engine,
DISPLAYS navigation, communication, terrain, traffic,
and weather information are also presented
NOTE on the PFD. Additional display features of the
PFD are shown in Figure 1-12.
For operational information on the
Garmin G1000H flight instrument The following flight instruments and
system, refer to the following supplemental flight data are displayed on the
documents: PFD:

For software version 1237.04, Garmin • Airspeed indicator (Figure 1-14),
G1000H Integrated Flight Deck Pilot’s showing indicated airspeed,
Guide (190-01255-00) and Garmin airspeed awareness ranges, trend
G1000H Integrated Flight Deck Cockpit vector
Reference Guide (190-01254-00).
• Airspeed indicator and vertical
For software version 1237.08 and speed references when the autopilot
1237.09, Garmin G1000H Integrated is active (Figure 1-13)
Flight Deck Pilot’s Guide (190-01255-01)
• Attitude indicator (Figure 1-15) with
and Garmin G1000H Integrated Flight
slip/skid indication
Deck Cockpit Reference Guide
(190-01254-01). • Altimeter (Figure 1-16), showing
barometric setting, trend vector,
For software version 1237.10, Garmin reference altitude
G1000H Integrated Flight Deck Pilot’s
Guide (190-01255-02) and Garmin • Radar Altimeter (RA 4500)
G1000H Integrated Flight Deck Cockpit (Figure 1-12) (optional kit)
Reference Guide (190-01254-02).
• Vertical Speed Indicator (VSI)
The Garmin G1000H Integrated Flight (Figure 1-17)
Deck Pilot’s Guide provides detailed • Vertical deviation, glideslope, and
system and operational information glidepath indicators (Figure 1-18 and
while the Garmin G1000H Integrated Figure 1-19)
Flight Deck — Cockpit Reference
Guide for the Bell 407GX provides • Vertical Navigation (VNV) indications
higher level quick reference data. (Figure 1-18)

1-44 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

BHT-407-MD-2

21 20

1 19

18

17
2
16

15
3

4 14

5 13

6 12

7 11

8 10

9

1. NAV frequency box 12. Horizontal Situation Indicator (HSI)
2. Airspeed indicator 13. Turn rate indicator
3. Current heading 14. Altimeter barometric setting
4. Ground speed 15. Vertical Speed Indicator (VSI)
5. Power Situation Indicator (PSI) 16. Selected altitude
6. Selected heading bug 17. Altimeter
7. Dual tachometer 18. Selected altitude
8. Outside Air Temperature (OAT) 19. Com frequency box
9. Softkeys 20. Slip/skid indicator
10. System time 21. Attitude indicator
11. Transponder data box

Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0126

Figure 1-11. Primary Flight Display (PFD)

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-44A/1-44B

.

Selected course 11. 1 1-45 . Bearing information windows 7. Additional PFD Information Export Classification C. Barometric minimum descent altitude 8. BHT-407-MD-2 1 12 11 2 3 10 9 4 8 5 6 7 1. Annunciation window 10. ECCN EAR99 16 JUN 2014 Rev. Selected heading 4. Traffic annunciation 2. Marker beacon annunciation Copyright 2011 Garmin Ltd or its Subsidiaries. Flight plan window 9. Wind data 5. All Rights Reserved 407gc_MM_95_0127 Figure 1-12. Glideslope indicator 12. Radar altimeter 3. DME information window 6.

ECCN EAR99 .BHT-407-MD-2 AIRSPEED ALTIMETER BOX VERTICAL SPEED BOX AIRSPEED VERTICAL REFERENCE SPEED BUG REFERENCE BUG AFCS MODE ANNUNCIATIONS AIRSPEED AFCS STATUS VERTICAL SPEED INDICATOR INDICATOR AFCS STATUS BOX OUT OF DETENT ANNUNCIATION NAV PIT/ROL FREQUENCY BOX CAS MESSAGE WINDOW CYCLIC CENTERING ANNUNCIATION MESSAGE POWER WINDOW SITUATION INDICATOR NAV SOURCE HORIZONTAL AND FLIGHT SITUATION PHASE INDICATOR 407_MM_22_0010+ Figure 1-13. Autopilot Annunciations and Airspeed/Vertical References 1-46 Rev. 1 16 JUN 2014 Export Classification C.

1 1-47 . Airspeed Indicator Export Classification C. All Rights Reserved 407gc_MM_95_0128 Figure 1-14. ECCN EAR99 16 JUN 2014 Rev. BHT-407-MD-2 AIRSPEED TREND INDICATED VECTOR AIRSPEED SPEED SHUTTER COVERS RANGES RED POINTER AT VNE INDICATED AIRSPEED BELOW 20 KNOTS VNE 100 KNOTS GROUND EXCEEDED IN SPEED AUTOROTATION Copyright 2011 Garmin Ltd or its Subsidiaries.

Attitude Indicator 1-48 Rev. All Rights Reserved 407gc_MM_95_0129 Figure 1-15. 1 16 JUN 2014 Export Classification C. Aircraft symbol 6 5. Roll pointer 2 7 2. Roll scale 3. Roll scale zero 4 5 SLIP/SKID INDICATION Copyright 2011 Garmin Ltd or its Subsidiaries. Slip/skid indicator 8. Horizon line 4. Land representation 3 6.BHT-407-MD-2 9 8 1 1. ECCN EAR99 . Sky representation 9. Pitch scale 7.

BHT-407-MD-2 SELECTED ALTITUDE SELECTED (METERS) ALTITUDE SELECTED ALTITUDE BUG CURRENT ALTITUDE ALTITUDE (METERS) CURRENT TREND ALTITUDE VECTOR MDA/DH BUG BAROMETRIC BAROMETRIC SETTING BOX SETTING (HECTOPASCALS) ALTIMETER ALTIMETER (METRIC) Copyright 2011 Garmin Ltd or its Subsidiaries. 1 1-49 . Altimeter Export Classification C. All Rights Reserved 407gc_MM_95_0130 Figure 1-16. ECCN EAR99 16 JUN 2014 Rev.

BHT-407-MD-2 VNV TARGET ALTITUDE VERTICAL SPEED INDICATOR VERTICAL DEVIATION GLIDESLOPE GLIDEPATH INDICATOR INDICATOR INDICATOR VERTICAL REQUIRED SPEED VERTICAL POINTER SPEED INDICATOR VERTICAL SPEED AND GLIDESLOPE GLIDEPATH DEVIATION INDICATORS (VSI AND VDI) INDICATOR INDICATOR Copyright 2011 Garmin Ltd or its Subsidiaries. All Rights Reserved 407gc_MM_95_0131 Figure 1-17. ECCN EAR99 . Vertical Speed and Vertical Deviation Indication 1-50 Rev. 1 16 JUN 2014 Export Classification C.

1 1-51 . ECCN EAR99 16 JUN 2014 Rev. All Rights Reserved 407gc_MM_95_0132 Figure 1-18. Vertical Navigation Indications (PFD) Export Classification C. BHT-407-MD-2 TOP OF DESCENT MESSAGE VNV TARGET ALTITUDE VERTICAL DEVIATION INDICATOR REQUIRED VERTICAL SPEED BUG GPS IS TERMINAL SELECTED PHASE OF NAVIGATION FLIGHT SOURCE VNV Indication Removed Criteria Required Vertical Vertical VNV Target Speed (RSVI) Deviation (VDI) Altitude Aircraft > 1 min before the next TOD due to flight X X X plan change VNV cancelled (CNCL VNV softkey selected on MFD) X X X Distance to active waypoint cannot be computed due to unsupported flight plan leg type X X X Aircraft > 250 feet below active VNV X X X Target Altitude Current crosstrack or track angle error has X X X exceeded limit Active altitude-constrained waypoint can not be reached within maximum allowed flight path angle and X X vertical speed Copyright 2011 Garmin Ltd or its Subsidiaries.

Current track indicator 4. Turn rate and heading trend vector 16. 1 16 JUN 2014 Export Classification C. ECCN EAR99 . Current heading 17. All Rights Reserved 407gc_MM_95_0133 Figure 1-19. Heading bug 13. Selected course 15. Lateral deviation scale 5.BHT-407-MD-2 1. OBS mode active 10. Course deviation indicator (CDI) 8. Course pointer 12. To/from indicator 11. Rotating compass card 9. Navigation source 6. Selected heading 3. Turn rate indicator 2. Aircraft symbol 7. Flight phase 14. Horizontal Situation Indicator (HSI) 1-52 Rev. Lubber line 17 16 15 1 Half-standard 2 14 Turn Rate 3 Arrow Shown 13 Standard for Turn Rate 4 Turn Rate > 4 deg/sec 5 12 6 11 TURN RATE INDICATOR 10 AND TREND VECTOR 7 9 8 360° HSI SHOWN Tuning Mode Bearing 1 Bearing 2 Pointer Pointer Frequency Distance Distance to Station ADF Bearing Source Identifier Frequency Bearing Source Pointer 1 Pointer 2 Bearing Source BEARING 1 INFORMATION WINDOW BEARING 2 INFORMATION WINDOW HSI WITH BEARING AND DISTANCE INFORMATION Copyright 2011 Garmin Ltd or its Subsidiaries.

showing Power height alerting Situation Indicator (PSI) and dual tachometer • Radar altimeter These flight instruments receive inputs from • Autopilot annunciations when the the following primary sources: autopilot is active (Figure 1-13) • Pitot-static system 1-12. ENGINE INDICATING SYSTEM (EIS) Synthetic Vision is also available on the PFD and is explained in the Garmin G1000H The G1000H integrated flight deck offers Integrated Flight Deck Pilot’s Guide improved flight operations and reduces pilot (190-01255-01) and subsequent. and ident/reply System (AFCS). workload by automatically monitoring critical system parameters and providing system 1-11-A. 1 and information on the Crew Alerting System No. ECCN EAR99 16 JUN 2014 Rev. includes the following: • System alerting • Power Situation Indicator (PSI) and • Marker beacon annunciations dual tachometer display on the Primary Flight Display (PFD) • Traffic annunciation (Figure 1-23) Export Classification C. BHT-407-MD-2 • Horizontal Situation Indicator (HSI). 1 1-53 . ALERTING FEATURES The Engine Indicating System (EIS) provides The following annunciations and alerting an indication of the performance of the functions are displayed on the Primary Flight systems related to the power plant and Display (PFD) (Figure 1-12). of the Automatic Flight Control code. • Flight Control Computer (FCC) (Figure 1-9) 1-12-A. PFD ANNUNCIATORS AND alerts during all phases of flight. ENGINE INDICATING AND • Air Data Computer (ADC) (GDC 74H) CREW ALERTING SYSTEM (EICAS) • Attitude and Heading Reference System (AHRS) (GRS 77H) Information on the Engine Indicating System (EIS) is provided in paragraph 1-12-A. bearing pointers and information windows. • Outside Air Temperature (OAT) • Altitude alerting low altitude (Figure 1-20) annunciation • Wind data (Figure 1-21) • Minimum descent altitude/decision • Engine data. • Helicopter Terrain Awareness and (Figure 1-19) showing turn rate Warning System (HTAWS) indicator. navigation NOTE source The altitude alerting is independant • Transponder mode (Figure 1-11). and • Integrated avionics units No. Course Deviation Indicator annunciations (Figure 1-22) (CDI). 2 (GIA 63H) (CAS) is provided in paragraph 1-12-B.

BHT-407-MD-2 NORMAL DISPLAY REVERSIONARY MODE Copyright 2011 Garmin Ltd or its Subsidiaries. 1 16 JUN 2014 Export Classification C. All Rights Reserved 407gc_MM_95_0134 Figure 1-20. Outside Air Temperature Indication 1-54 Rev. ECCN EAR99 .

BHT-407-MD-2 OPTION 1 OPTION 2 OPTION 3 NO DATA Copyright 2011 Garmin Ltd or its Subsidiaries. 1 1-55 . Wind Data Indication Export Classification C. All Rights Reserved 407gc_MM_95_0135 Figure 1-21. ECCN EAR99 16 JUN 2014 Rev.

1 16 JUN 2014 Export Classification C. Terrain Alert PFD Information 1-56 Rev. ECCN EAR99 .BHT-407-MD-2 HTAWS TERRAIN ALERT TERRAIN CAUTION POTENTIAL IMPACT POINTS TERRAIN ALERT INFORMATION 407_MD-2_01_0012 Figure 1-22.

1 1-57 . ECCN EAR99 16 JUN 2014 Rev. All Rights Reserved 407gc_MM_95_0137 Figure 1-23. BHT-407-MD-2 PFD CAS WINDOW POWER SITUATION INDICATOR DUAL TACHOMETER MFD EIS STRIP ENGINE INDICATION SYSTEM (EIS) (NORMAL) Copyright 2011 Garmin Ltd or its Subsidiaries. Propulsion Instrument Displays Export Classification C.

POWER SITUATION INDICATOR (PSI) • Hover annunciations The Power Situation Indicator (PSI) For the pilot. also provided on the following: In the event of a PFD or MFD failure. ECCN EAR99 . The power indicator section provides this information for the following • Engine power turbine speed (NP) parameters: • Rotor speed (NR) • Engine torque (Q) The PSI is made up of four sections: • Measured Gas Temperature (MGT) • Power indicator section with a Hover Power Indicator (HPI) when hover • Engine gas producer turbine speed performance power is on. and NG). MGT. and system failures (paragraph 1-12-A-3-A). The PSI presents traditional three (Q. as described in the following (Figure 1-25) is an integrated display paragraphs. information is page of the MFD. information on the following parameters: 1-12-A-1-A. cautions. (NG) 1-58 Rev. section electrical. as well as a condensed • Engine starting indications EIS strip. and fuel information on the Multi-Function Display (MFD) • Dual tachometer presentation section • Hover performance calculator displays on the Engine page of the • Hover performance parameters (MFD) (Figure 1-26) section (Figure 1-26) A larger version of the PSI and dual In addition to the information displayed within tachometer are also available on the Engine the four sections of the PSI. 1 16 JUN 2014 Export Classification C. the primary benefit of the power presentation of all parameters required to situation indicator is that only one indicator manage the power from the engine and its needs to be monitored instead of the effect on the rotor system.BHT-407-MD-2 • Engine Indication System (EIS) strip • Power parameters digital readout (Figure 1-23) displays the engine. the PSI and dual tachometer. PSI — Power Indicator Section • Engine torque (Q) The power indicator section (Figure 1-25) of • Engine Measured Gas Temperature the PSI provides a single round-dial gauge (MGT) presentation of the power that is currently being demanded from the engine and also • Engine gas producer turbine speed provides a presentation of the power limits (NG) that are available. • Data source inputs and exceedance monitoring 1-12-A-1. statuses. and advisories and miscompare monitoring to communicate conditions. • 5-minute takeoff timer The associated Crew Alerting System (CAS) • Engine data source annunciation displays warnings. are provided in reversionary mode (Figure 1-24).

1 1-59 . ECCN EAR99 16 JUN 2014 Rev. Engine Page and Reversionary Mode Displays Export Classification C. BHT-407-MD-2 MFD ALERTS WINDOW CONTAINING CAS MESSAGES EIS STRIP POWER SITUATION INDICATOR DUAL TACHOMETER ENGINE PAGE DISPLAY (MFD) EIS STRIP CAS WINDOW POWER SITUATION INDICATOR DUAL TACHOMETER REVERSIONARY MODE (MFD OR PFD) 407gc_MM_95_0138+ Figure 1-24.

ECCN EAR99 . 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 RED RADIAL TICK (OPERATING LIMIT) MAXIMUM CONTINUOUS CONTROLLING PARAMETER (BOXED) POWER LIMIT POWER PARAMETERS DIGITAL READOUT SECTION POWER INDICATOR NEEDLE ENGINE TORQUE READOUT MGT READOUT NG READOUT POWER INDICATOR SECTION NR DIGITAL READOUT DUAL TACHOMETER SECTION NR/NP NEEDLE POINTER NORMAL OPERATION (TYPICAL) RED RADIAL TICK (MGT START LIMIT) CONTROLLING PARAMETER (Q OR MGT) CONTROLLING PARAMETER (MGT) 5 MINUTE TAKE OFF ZONE TIMER MGT START EXCEEDANCE (TYPICAL) Q TIMER (TYPICAL) 407gc_MM_95_0139_c01+ Figure 1-25. PSI — Dual Tachometer Section 1-60 Rev.

BHT-407-MD-2 OUT OF GROUND EFFECT IN GROUND EFFECT HOVER POWER INDICATOR (REAL TIME) IGE (IN GROUND EFFECT) HOVER SOFTKEY PERFORMANCE PARAMETERS HOV PWR OGE (HOVER PERFORMANCE (OUT OF GROUND EFFECT) POWER CHECK) SOFTKEY SOFTKEY REAL TIME HOVER PERFORMANCE POWER CHECK (OUT OF GROUND EFFECT SHOWN) OUT OF GROUND EFFECT IN GROUND EFFECT HOVER POWER INDICATOR (HOVER PREDICTION MODE) HOV PRED HOV-P HOVER PREDICTION MODE) (HOVER ANNUNCIATION PREDICTION HOVER MODE) PERFORMANCE SOFTKEY PARAMETERS IGE HOV PWR (IN GROUND (HOVER PERFORMANCE EFFECT) POWER CHECK) SOFTKEY OGE SOFTKEY (OUT OF GROUND EFFECT) SOFTKEY HOVER PREDICTION MODE PERFORMANCE POWER CHECK (OUT OF GROUND EFFECT SHOWN) 407_MD-2_01_0027 Figure 1-26. ECCN EAR99 16 JUN 2014 Rev. Hover Performance Power Check Export Classification C. 1 1-61 .

MGT. since the designed scaling of the PSI gauge is to present the margin the power indicator section makes all remaining between Q. MGT. The numbers should power margin. When operating past the MCP red line is displayed at the 10 position. limit. operating conditions change. Margins are displayed in terms of first. which. if it becomes the limiting parameter. MGT. The point. considered an indication of the available or NG) values. In this case. the power indicator needle indicates red line limit for NG also changes. The arc The power indicator needle indicates against beyond this appears gray. only be considered as indicators to differentiate power indicator needle The red radial tick mark. The yellow arc represents the available 5-minute takeoff power available. The red line position may not necessarily be the 3 position on the scale approximately same as the controlling parameter. or NG).000 feet 1-62 Rev. For a given set of conditions. based on the parameter furthest away from the MCP operational pressure altitudes below or above point.BHT-407-MD-2 The intent of the power indicator section of In other words. MGT.000 feet. the power indicator section indication needle always corresponds to the maintains a display of the margins to any parameter (Q. MGT. the position of 5-minute takeoff limitation. the power the red tick mark. the red line may change position as corresponds to ground idle power with the power is demanded from the engine or as throttle at idle on a standard day. MGT. as the power indicator needle corresponds to the NG does not have a 5-minute takeoff parameter (Q. 10. MGT. indicator needle position and rate of movement is about the same for similar The size of the yellow arc and the position of power settings no matter which parameter is the red radial tick mark can vary from the driving the needle. This means that for if the power indicator needle moves beyond standard operating conditions. The angular on the 12 linear sections of the power distance between the power indicator needle indicator section of the PSI are not to and the 10 position (MCP limit) can be be interpreted as parameter (Q. the power addition. When operating in the green portion of the In addition. would be closest to the the yellow arc zone decreases in size until the MCP point. or the one that travels furthest past the power indicator needle travel rather than MCP point. When operating above 10. and the parameters move at approximately the same Maximum Continuous Power (MCP) limit. and NG). the parameter (Q. or NG) that ends up being NOTE responsible for establishing the position of the power indicator needle is referred to as The 0 through 10 numbers displayed the controlling parameter. if plotted on limitation. MGT. For example. (needle straight up) corresponds to the MCP or NG) reaches its red line limit. the 10 position on the scale margin available until any parameter (Q. In rate during power changes. NG. but changes to red a normalized arc scale. or NG) that reaches MCP other limit. ECCN EAR99 . limit. which is positioned position versus the available power at the end of the power indicator section margin remaining to the displayed yellow arc. represents the engine operating operating limit. the normalized scale. or NG) determining with the throttle in the FLY detent. The 5 position on the scale approximately corresponds to 100% flat pitch The parameter (Q. 1 16 JUN 2014 Export Classification C. actual parameter values. not all parameters have a yellow. power indicator section arc. For all three parameters 10 position into the gray arc to indicate the (Q.

MGT. If the system determines when operating above the operating limit.2). or NG) legend is used to mark the tick of the arc indicates the 102.1% NP limit. Export Classification C.4% NP lower limit of The digital readouts are colored in the avoid continuous operation range. the color of the power indicator The color of the NP and NR indicator pointers needle matches the color of the controlling matches the associated color of the arc that parameter digital readout. the NR digital readout is suppressed (blank) and the NR and • Engine torque (Q) as a percentage of NP pointers are displayed at the the transmission torque limit bottom of the rotor arc scale. or NG) NOTE associated with the power indicator section. Red helicopter is airborne. matches the color of the parameter range and the power indicator needle. In general. the rotor arc is scaled while the helicopter is airborne. In the event that the engine is in an actual engine out condition When in autorotation. and of an actual engine out condition while the yellow when in the 5-minute takeoff zone. The upper red tick indicates the 107% NR power off limit and the lower red tick 1-12-A-1-C. The governing speed of 92% NP/NR is indicated by dual tachometer section is presented in an arc a magenta circle with a thin reference line that format and provides the following: indicates the 92% NP/NR location on the arc. 2 1-63 . The upper red tick of the arc indicates the A color-coded box around the parameter (Q. If both NR and NP values are less than The digital readout provides: 20%. BHT-407-MD-2 pressure altitude. PSI — Power Parameter Digital Readouts • NP needle pointer The power parameter digital readouts • NR digital readout (Figure 1-25) are provided to show the actual values of the parameters (Q. operation range while the lower yellow tick of the arc indicates the 68. PSI — Dual Tachometer Section indicates the 85% NR minimum limit. 100% NR. In the event green in the normal range (below MCP). The dual tachometer section of the PSI When operating in quiet mode (Figure 1-25) represents the power turbine (BHT-407-FMS-25. The the value of NP and/or NR to be invalid. • NR needle pointer 1-12-A-1-B. the engine AUTO speed (NP) and main rotor speed (NR). the for autorotation and the white reference tick at associated digital readouts are displayed in the 9 o'clock position of the arc indicates grey. the controlling parameter indicator box also associated pointer is suppressed from view. controlling parameter responsible for the The lower red tick of the arc indicates the power indicator needle position in the power 87. accordance with their operating ranges. • Measured Gas Temperature (MGT) in degrees Celsius (°C) The rotor arc is scaled for normal operation and the engine AUTO governing speed of 99 • Gas producer turbine speed (NG) in to 100% NP/NR is indicated by a white percent reference tick at the 9 o'clock position of the arc. 107% NR power off limit and the middle red MGT. ECCN EAR99 10 DEC 2015 Rev. the NG red line limit is • Rotor arc scale determined as a function of OAT. the NP indicator pointer (white digits on a red background) is used is displayed in grey.1% NP upper limit of the avoid continuous indicator section. Digital readouts are the pointer is positioned within.

1-12-A-1-E. Otherwise. a red MGT exceedances associated with the PSI. ECCN EAR99 . the indications are provided from the FADEC ECU red triangle stays at the 927°C scale position. and the airframe and engine system processor (GEA 71H) and then are fed to The red triangle is removed from display integrated avionics units No. The Power Situation Indicator (PSI) is or a 10-second transient up to 843°C. (Figure 1-25). an When the engine is in start mode and exceedance is logged in the display unit MGT is the controlling parameter on memory. which is associated with engine torque (Q) and Measured Gas • Gas producer turbine speed Temperature (MGT) limitations. PSI — Engine Data Source The red triangle also moves position in Annunciation and Miscompare accordance with the allowed start limit profile. 1 and No. Monitoring The initial triangle position profile allows a temperature spike for 1 second up to 927°C. For additional information on recorded Q or When an engine start is initiated. (NG) If the power indicator needle enters the yellow • Power turbine speed (NP) arc zone when Q or MGT is the controlling • Main rotor speed (NR) parameter. triangle appears on the power indication refer to paragraph 1-12-A-2 and paragraph section red arc to indicate the MGT start limit 1-12-A-3. the timer counts down in MANUAL mode. a yellow 5-minute timer indication also appears inside the power indicator arc • Measured Gas Temperature (Figure 1-25). (MGT) 1-64 Rev. For example. and an the power indication section. PSI — Engine Start display turns red. PSI — 5-Minute Takeoff Zone Timer The primary data source input signals that drive the PSI are provided as follows: The yellow arc zone of the power indicator section represents the 5-minute time limited FADEC ECU supplied signals: operating zone. 2 10 DEC 2015 Export Classification C. to cyan except when the power indicator An impending exceedance audio alert tone needle is in the yellow or red range. If the timer has less needle and controlling parameter box change than 30 seconds remaining. as well as in the FADEC ECU. the MGT EXCEED message is displayed in the 5-minute takeoff zone timer is Crew Alerting System (CAS) window. if MGT does not The input signals that drive the PSI exceed 843°C for more than 10 seconds. scale position. “ping-ping” activates. 2 (GIA 5 seconds after the starter is disengaged at 63H). the timer value remains at zero and the 1-12-A-1-D. 1-12-A-1-F. if MGT is the controlling NOTE parameter and the timer reaches zero. If the timer reaches zero. the alternate data source inputs for indication red triangle is displayed to indicate the 843°C redundancy. which in turn feed the Primary Flight 50% NG. the timer flashes. If MGT provided with primary data source inputs and exceeds 843°C for more than 10 seconds. inhibited. the engine power indicator minutes and seconds.BHT-407-MD-2 When the FADEC ECU is operating in When displayed. Display (PFD) and Multi-Function Display (MFD).

If the primary data • Power turbine speed (NP) source input signal data does not match the alternate data source input signal for each PSI • Main rotor speed (NR) parameter (NG. ECCN EAR99 10 DEC 2015 Rev. between 32% and 125% If the primary data source input is unavailable • NR MISCOMP – Difference > 2% and the alternate data source input is in use. 2 1-65 . display in the CAS window.08.e. NP. the respective yellow miscompare (MGT) message appears in the CAS window as follows: FADEC ECU supplied Signal: • NG MISCOMP – Difference > 2% • Engine torque (Q) and at least one of the NG values is between 10% and 125% NOTE As NP does not have a digital • NP MISCOMP – Difference > 2% readout. This indicates that the alternate data source is in use. The applicable CAS FADEC ECU (for alternate Q) as follows: messages for both. for any reason. This indicates a loss of available greater than 3% Export Classification C. parameter (i. BHT-407-MD-2 Airframe and engine system processor backup should the primary data source be (GEA 71H) supplied signal: lost. the annunciation ALTN appears • Q MISCOMP – Difference > 4% and on top of the power parameters digital at least one of the Q values is readout. a yellow A displays next to NOTE the affected parameter label to indicate the The MGT MISCOMP function is not alternate data source being used for this valid for software version 1237. however. the ALTN DATA FAIL Crew Alerting System (CAS) message displays • Engine torque (Q) beside the PSI indication. any of the primary data In the event that a primary data source input source input signals are not available. • MGT MISCOMP – Difference > 20°C If the alternate data source is unavailable for any reason. the following information and at least one of the NP values is does not apply for this parameter. the PSI is unavailable at the same time that an automatically switches to the alternate data alternate data source is unavailable. Additionally. NP. Additionally. and at least one of the NR values is the annunciation ALTN appears on top of the between 22% and 125% engine digital readout (Figure 1-27). Airframe and engine system processor (GEA 71H) supplied signals: The system also continually monitors and • Gas producer turbine speed compares input signal data from the FADEC (NG) ECU and the airframe and engine system processor (GEA 71H). alternate Q data in use). and Q) within the allowed tolerances for a period of more than • Measured Gas Temperature 5 seconds. If. QA to indicate primary Q data failed. the source input available from the airframe and ALTN annunciation has priority over the engine system processor (GEA 71H) or the ALTN annunciation.. MGT.

BHT-407-MD-2 ALTERNATE SOURCE UNAVAILABLE PRIMARY FAILED. ALTERNATE IN USE PRIMARY MGT FAILED. ALTERNATE IN USE 407gc_MM_95_0141 Figure 1-27. ALTERNATE IN USE PRIMARY Q FAILED. PSI — Engine Data Source Annunciation and Miscompare Monitoring 1-66 Rev. ALTERNATE IN USE PRIMARY NR FAILED. ALTERNATE IN USE PRIMARY NG FAILED. 1 16 JUN 2014 Export Classification C. ECCN EAR99 .

ECCN EAR99 16 JUN 2014 Rev. To convert from Bell Although Bell Helicopter Textron recorded % torque to FADEC ECU % (BHT) and Rolls-Royce use different torque. The integrated avionics As mentioned previously. To 710 HP and transmission limit = 560 convert FADEC ECU % torque to Bell foot-pounds/674 HP). torque to foot-pounds. The Q signal is then fed to integrated avionics units No. and then to the airframe carried out.. (i. PSI — ENGINE TORQUE (Q) DATA applied to provide BHT Q values on INP UTS A ND EX CE E DA NC E the PSI. To convert FADEC ECU % values to represent 100% Q. This output is divided on the scaling factor is automatically helicopter between the tail rotor drive system Export Classification C. 1 and No. all Q values % torque. in the event that Q data source inputs are obtained from The 100% maximum PSI torque indication the alternate Rolls-Royce engine represents 674 horsepower at the engine mounted torque transducer. BHT-407-MD-2 1-12-A-2. 2 Q in percent. exceedance. multiply FADEC ECU % displayed on the PSI reflect BHT torque by 1.9. This oil pressure is fed to two separate torque transducers. 1 and No. Exceedance values recorded by the FADEC ECU represents Rolls-Royce NOTE values. values. Rolls-Royce engine mounted torque In the event of a recorded torque transducer. divide Bell % torque by torque transducers and oil pressure 1. and engine system processor (GEA 71H). reference to both the BHT-407-MM and Rolls Royce The primary Q data source input signal from 250-C47B Operation and the airframe mounted torque transducer is Maintenance Manual is required to initially provided to the engine signal ensure appropriate inspections are conditioner (GSC 46).0535. Therefore. 1 and No. 1 1-67 . 2 (GIA 63H) through an NOTE RS 485 data bus. all Q exceedances recorded on the indication. display units reflect BHT values. (GIA 63H) through an RS 485 data bus. 1 and No. port outputs a specific oil pressure for a specific engine torque. The NOTE primary Q data source for the PSI is provided Any torque exceedance value that is from the Bell Helicopter Textron (BHT) recorded represents the straight airframe mounted torque transducer and the torque seen by both the engine alternate data source is provided from the gearbox and the main transmission.e. The integrated avionics units No. 2 (GIA 63H) then feed their although BHT and Rolls-Royce use respective Primary Flight Display (PFD) and different torque transducers and oil Multi-Function Display (MFD) through a High pressure values to represent 100% Speed Data Bus (HSDB) to display the PSI Q. and units No. a output shaft.0535. multiply engine limit = 590 foot-pounds/ FADEC ECU % torque by 5. 2 (GIA 63H) then feed their respective PFD and The engine torquemeter pressure sensing MFD through an HSDB. MONITORING The alternate Q data source input signal is The engine torque (Q) indication on the power provided from the engine mounted torque parameter digital readout of the Power transducer to the FADEC ECU and then to the Situation Indicator (PSI) (Figure 1-25) displays integrated avionics units No.

4 to 110% PSI indications shown in red. ECCN EAR99 .e.6 to 100% PSI indications shown in yellow and Not recorded. 1 16 JUN 2014 Export Classification C. Impending exceedance audio alert Q EXCEED CAS message tone activated.5% for Q triggered event. 5-minute takeoff counter activated. This division (i. unless exceedance data is erased by authorized maintenance personnel. Impending exceedance audio alert Q EXCEED CAS message tone activated.BHT-407-MD-2 and the main rotor drive system. 100. This is the maximum limit maintenance action is required). 1 displayed and Q exceedance recorded in display unit and FADEC ECU. Impending exceedance audio alert tone activated. Recorded immediately.. Therefore.3% PSI indications shown in red. ARINC 429 primary data fails). in the total drivetrain system.. The torque • Peak value recorded by the display unit is the torque at the engine gearbox.1% PSI indications shown in red. NOTE: 1 The alert tone shall not be reactivated until Q ≤ 93. alternate data in the event ECU of horsepower is done automatically in flight.e. • Duration 630 horsepower at the indicator represents 630 horsepower at the engine gearbox. The MFD upon subsequent power-up as long as 674 horsepower limit is the maximum allowed exceedance data remains in the NVM (i. • Time Q exceedance recording (Table 1-2) is based • Date on data from either FADEC ECU ARINC 429 data (primary data) or local analog input data Table 1-2.5% shall be recorded in NVM by the display unit (630 horsepower) and 100% (674 horsepower) and the FADEC ECU: represents a 5-minute limit on the engine gearbox in this range of power. The 5-minute limit between 93. A summary of depending on the power requirements of the the exceedances shall be displayed on the different drivetrain systems. Engine Torque Exceedance Monitoring TORQUE% INDICATION EXCEEDANCE 93. Above 110.5% PSI torque indication represents upon subsequent power-up to indicate that 630 horsepower. Not recorded. Recorded after 10 seconds. the following parameters gearbox.1 to 105. For each allowed on a continuous basis on the engine exceedance event. 1 105. a summary of the exceedances is displayed The 93. 1-68 Rev. 1 displayed and Q exceedance recorded in display unit and FADEC ECU.

3 100. refer to Recorded pressure to the indicated torque is a straight Exceedances/Conversion Factors in line relationship. The Although the torque indicator and the FADEC transducer has a pressure diaphragm and a system both are driven by the engine oil strain gauge bridge. BHT-407-MD-2 1-12-A-2-A.92 674 560 91. Engine Torque Indication 1-12-A-2-B.5 1-12-A-3. 1 and No. When evaluating an engine processor (GEA 71H). The engine Measured Gas Temperature (MGT) indication on the power parameter digital readout of the Power Situation Indicator (PSI) The primary MGT data source input signal is (Figure 1-25) displays MGT in degrees C. The torque indicator displays a indicator system and the FADEC system is percentage of torque corresponding to the shown in Table 1-3. Chapter 76.75 107. For additional information input signal. the following sensing port changes the strain gauge bridge information is valuable in relating the torque in the airframe mounted engine torque indication system to the relevant engine transducer. The relationship of the oil and conversion formulas.57 88. This in turn changes the signal sent to the engine signal conditioner values. The second signal is INP UTS A ND E XC EE D AN CE provided to the airframe and engine system MONITORING processor (GEA 71H) and is used as the alternate data source. Table 1-3.9 105.88 766 637 103.73 630 524 85.00 94. Engine Torque Indication System Transducer — System — Relationship Description Between Torque Indicator and FADEC System The engine torque pressure transducer (1B7) is mounted in the transmission compartment on the left side of the forward firewall. 2 separate signals. the The strain gauge circuit of the airframe interpretation of what represents 100% is transducer receives an excitation voltage of different between the torque indicator and the 10 VDC from the airframe and engine system FADEC. PSI — MEASURED GAS the FADEC ECU and is used as the primary TE M P E R A T U R E ( M G T ) D A TA MGT data source. provided from the FADEC ECU to both integrated avionics units No.00 710 590 96. The relationship between the torque (GSC 46). pressure from the engine torquemeter sensing port on the engine gearbox.35 100. 1 and No. engine turbine section and provides two The integrated avionics units No. 2 An MGT thermocouple is mounted on the (GIA 63H) through an ARINC 429 data bus. One signal is provided to (GIA 63H) then feed their respective PFD and Export Classification C. The oil pressure output overtorque situation (Rolls-Royce supplied by the engine torquemeter pressure Maintenance Manual). 1 1-69 . Relationship Between Engine Torque Indication and FADEC System TORQUE FADEC TORQUE HORSEPOWER FOOT-POUNDS ENGINE OIL INDICATOR (%) (%) (HP) PRESSURE (PSI) 113.4 93. ECCN EAR99 16 JUN 2014 Rev.

. provided from the airframe and engine system unless exceedance data is erased by processor (GEA 71H) to the integrated authorized maintenance personnel. Above 928°C PSI indications shown in red. For each feed their respective PFD and MFD through an exceedance event.e. alternate data in the event ECU • Date Table 1-4. The exceedance recording is based on data from • Duration either the FADEC ECU ARINC 429 data • Time (primary data) or from local analog input data (i. exceedance recorded in display unit and FADEC ECU. If MGT exceeds message displayed and MGT 843°C for more than 10 seconds. 2 (GIA 63H) summary of the exceedances is displayed through an RS 485 data bus.BHT-407-MD-2 MFD through a High Speed Data Bus (HSDB) ARINC 429 primary data fails).. PSI Recorded immediately. 1 16 JUN 2014 Export Classification C. 1-70 Rev. the exceedances shall be displayed on the MFD upon subsequent power-up as long as The alternate MGT data source input signal is exceedance data remains in the NVM (i. ECU. 2 (GIA 63H) then maintenance action is required). The integrated upon subsequent power-up to indicate that avionics units No. 1 and No. exceedance recorded in display unit and FADEC ECU.9°C PSI indications shown in red. provides a red triangle on the power MGT EXCEED CAS indication section red arc to indicate the message displayed and MGT 927°C MGT start limit. provides a red triangle on the power MGT EXCEED CAS indication section red arc to indicate the message displayed and MGT 927°C MGT start limit. a avionics units No. MGT Exceedance Monitoring — During Start MGT°C INDICATION EXCEEDANCE 843 to 926°C PSI provides a red triangle on the power Recorded after 10 seconds.1 to 927. 1 and No. PSI Recorded after 1 second. A summary of to display the PSI indication. the following parameters HSDB. the red exceedance recorded in triangle is then displayed to indicate the display unit and FADEC 843°C scale position. ECCN EAR99 .e. shall be recorded in NVM by the display unit and the FADEC ECU: MGT exceedance recording is provided for operations in start mode (Table 1-4) as well as • Peak value normal engine operation (Table 1-5). indication section red arc to indicate the MGT EXCEED CAS 927°C MGT start limit. 926.

The primary NG signal is the four voltages that is representative of the passed through the FADEC ECU. Each thermocouple the engine gearbox and provides two probe generates a DC voltage that is directly separate signals to the FADEC ECU. The primary NG data source input signal is provided from the FADEC ECU to both 1-12-A-4. 5-minute takeoff counter activated. Above 905°C PSI indications shown in red. Recorded immediately. 779. 1 is used as the alternate thermocouple harness provide an average of data source input. ECCN EAR99 16 JUN 2014 Rev. BHT-407-MD-2 Table 1-5. NOTE: 1 The alert tone shall not be reactivated until MGT ≤ 727 °C for MGT triggered event. 2 (GIA 63H) then feed their respective Primary The engine gas producer (NG) indication on Flight Display (PFD) and Multi-Function the power parameter digital readout of the Display (MFD) through a high speed data bus Power Situation Indicator (PSI) (Figure 1-25) (HSDB) to display the PSI indication. Impending exceedance audio alert tone MGT EXCEED CAS message activated. 2 DATA INPUTS AND EXCEEDANCE (GIA 63H) through an ARINC 429 data bus. The thermocouples and the input and signal No. PSI — GAS PRODUCER (NG) integrated avionics units No.1 to 779°C PSI indications shown in yellow and Recorded after 5 minutes. 1 and No. 1 displayed and MGT exceedance recorded in display unit and FADEC ECU. 1 1-71 . MGT EXCEED CAS message displayed and MGT exceedance recorded in display unit and FADEC ECU. even when turbine outlet temperature of the gases as the ECU is not powered. MONITORING The integrated avionics units No. Impending exceedance audio alert tone MGT EXCEED CAS message activated. relation to the input signal from the thermocouples. MGT Exceedance Monitoring — During Normal Operation MGT°C INDICATION EXCEEDANCE 727. Signal proportional to the gas temperature that it No. Recorded after 12 seconds. 2 is used as the primary NG data source senses. Export Classification C.1 to 905°C PSI indications shown in red. MGT Indication System displays NG speed in percentage of rated Thermocouples — Description RPM. The two NG signals from the monopole speed sensor are provided from the FADEC ECU The MGT indication of the indicator is in direct through two separate paths. 1-12-A-3-A. 1 displayed and MGT exceedance recorded in display unit and FADEC ECU. 1 and No. they go out of the gas producer turbine of the engine. Four alumel-chromel thermocouples are An NG monopole speed sensor is mounted on mounted on the engine.

1 displayed and NG exceedance recorded in display unit and FADEC ECU. • Duration NG exceedance recording (Table 1-6) is based • Time on data from either FADEC ECU ARINC 429 data (primary data) or from local analog input • Date Table 1-6. a bus. 1 displayed and NG exceedance recorded in display unit and FADEC ECU..1 to 106% PSI indications shown in red.BHT-407-MD-2 The alternate NG data source input signal is data (i. 2 (GIA 63H) then feed their respective PFD upon subsequent power-up to indicate that and MFD through a high speed data bus maintenance action is required). The integrated avionics units No. Power and/or altitude should be reduced. ECCN EAR99 . In addition to the exceedance limits provided exceedance recorded immediately in the in Table 1-6. is then fed to integrated avionics units No. (HSDB). which then the exceedances shall be displayed on the provides the signal to the airframe and engine MFD upon subsequent power-up as long as system processor (GEA 71H). NOTE: 1 The alert tone shall not be reactivated until NG ≤ 98% for NG triggered event.. 1 and summary of the exceedances is displayed No. For each exceedance event. alternate data in the event ECU provided from the FADEC ECU to the engine ARINC 429 primary data fails).e. Above 106. Gas Producer (NG) Exceedance Monitoring NG% INDICATION EXCEEDANCE 105. A summary of signal conditioner (GSC 46). 1-72 Rev. Recorded after 10 seconds.1% PSI indications shown in red. The NG signal exceedance data remains in the NVM (i. Impending exceedance audio alert NG EXCEED CAS message tone activated. 1 unless exceedance data is erased by and No. the following An NG OAT LIMIT Crew Alerting System parameters shall be recorded in NVM by the (CAS) advisory message displays if the display unit and the FADEC ECU: engine is NG limited due to OAT.e. Pulling additional power with the message displayed • Peak value causes the rotor to droop. the NG EXCEED CAS caution display unit and FADEC ECU when NG message is also displayed and an NG exceeds the limits shown in Table 1-7. 1 16 JUN 2014 Export Classification C. Recorded immediately. 2 (GIA 63H) through an RS 485 data authorized maintenance personnel. Impending exceedance audio alert NG EXCEED CAS message tone activated.

PSI — POWER TURBINE (NP) signal conditioner (GSC 46). 1 and No . BHT-407-MD-2 Table 1-7. as the alternate data source input.6 100. 1 is used (GIA 63H) through an ARINC 429 data bus. 1 1-73 . sensor are provided from the FADEC ECU The pickup has two coils that output the same through two separate paths. Display (MFD) through a High Speed Data Bus (HSDB) to display the PSI indication. As the signal is passed through the FADEC ECU. 2 for the NG indication and signal No. NG Magnetic Pickup — An NP monopole speed sensor is mounted on Description the engine gearbox and provides two separate signals to the FADEC ECU. The primary NP data source input signal is The coil between pins C and D (signal No.000 FT HP MAXIMUM NG % RPM WITH OAT IS AS FOLLOWS OAT °C -40 -39 -38 -37 -36 -35 -34 -33 -32 -31 -30 MAX NG % 99. The frequency of the alternating The two NP signals from the monopole speed voltage increases as the gear RPM increases.2 primary NG signal is passed through the (GIA 63H) then feed their respective Primary FADEC ECU.000 Feet Pressure Altitude GAS PRODUCER RPM (NG) LIMIT WHEN ABOVE 10.0 99. 2 (GIA 63H) through an RS 485 data the Power Situation Indicator (PSI) bus. which then DATA INPUTS AND EXCEEDANCE provides the signal to the airframe and engine MONITORING system processor (GEA 71H).8 100. which is alternate data source input. The coil between pins A and B (signal No. magnetic field is converted into an alternating voltage. NG Limit Versus OAT Above 10.6 99. 2) provided from the FADEC ECU to both is used as the primary NG data source input integrated avionics units No. (HSDB).0 100. The NG signal is then fed to integrated avionics units No. The The integrated avionics units No.2 99. gears pass by the sensor. 2 (GIA 63H) then feed their respective PFD indicator pointer.2 100. The alternate NP data source input signal is provided from the FADEC ECU to the engine 1-12-A-5. 1 The engine power turbine (NP) indication on and No. a change in the even when the ECU is not powered. The primary NP part of the gas producer geartrain. 1 and No. even when the ECU is not Flight Display (PFD) and Multi-Function powered.8 101. ECCN EAR99 16 JUN 2014 Rev. signal. The integrated avionics units No. 1) provides the primary input for use by the FADEC/ECU. Export Classification C. One The NG speed pickup consists of a magnetic signal is used as the primary NP data source sensor mounted in the engine gearbox near input and the second signal is used as the the centrifugal breather idler gear. 1 and (Figure 1-25) is displayed through an NP No.1 1-12-A-4-A.4 99. A digital readout of NP and MFD through a High Speed Data Bus speed is not provided.4 100.

1 to 107. 1 is used as the in the nut pass by the sensor. The primary NP magnetic field is converted into alternating signal is passed through the FADEC ECU. The coil between The NP speed pickup is a magnetic sensor pins C and D (signal No. a change in the alternate data source input. voltage increases as the RPM of the nut increases. operators are to use the For each exceedance event. alternate data in the event ECU ARINC 429 primary data fails). the following FADEC ECU recorded values for parameters shall be recorded in NVM by the maintenance actions.BHT-407-MD-2 NOTE power-up as long as exceedance data remains in the NVM (i. Recorded immediately. ECU.e. a summary of the exceedances is from the Rolls-Royce NP exceedance displayed upon subsequent power-up to parameters recorded by the FADEC indicate that maintenance action is required). As the slots indication and signal No.3% PSI indications shown in red. NP EXCEED CAS message displayed and NP exceedance recorded in display unit and FADEC ECU. 1-74 Rev. display unit and the FADEC ECU: NP exceedance recording (Table 1-8) is based • Peak value on data from either the FADEC ECU ARINC 429 data (primary data) or from local • Duration analog input data (i.e. NP Speed Pickup — Description The pickup has two coils that each provide a separate output signal. 2) is used as the mounted in the engine gearbox near the primary NP data source input for the NP power turbine shaft spanner nut. voltage. 1 16 JUN 2014 Export Classification C. 1-12-A-5-A. NP EXCEED CAS message displayed and NP exceedance recorded in display unit and FADEC ECU. Recorded after 15 seconds.. Power Turbine (NP) Exceedance Monitoring NP % INDICATION EXCEEDANCE 102.. The frequency of the alternating even when the ECU is not powered. unless exceedance As the NP exceedance recording data is erased by authorized maintenance parameters shown in Table 1-8 differ personnel. A • Time summary of the exceedances shall be displayed on the MFD upon subsequent • Date Table 1-8. Above 107. ECCN EAR99 .3% PSI indications shown in red.

indication. The exceedances are not recorded by the display pointer bar is shown in a single color (red. The engine oil pressure and temperature The primary NR data source input signal is indications (Figure 1-28) are displayed provided from the FADEC ECU to both through the Engine Indicating System (EIS) integrated avionics units No. The coil between pins 3 Power Situation Indicator (PSI) (Figure 1-25). the change in the magnetic field is FADEC/ECU. 1 and Each vertical scale is indicated by a white. When pegged Description at the bottom of the scale. PSI — MAIN ROTOR (NR) DATA as the gear RPM increases. yellow. A pointer bar within the The integrated avionics units No. converted into alternating voltage. INP UTS A ND EX CE E DA NC E MONITORING The pickup has three coils that output the same signal. The integrated avionics units No. Export Classification C. As missing or invalid. NR Monopole Sensor — specified operating limitations. The NR signal is then fed to integrated avionics units No. the FADEC ECU and is used as the primary NR data source. The pointer bar is topped with a trapezoidal pointer such that the flat top of the In regards to exceedance monitoring. not used. 1 and No. The frequency of the alternating voltage increases 1-12-A-6. normal mode. The coil between pins 5 and 6 is percentage of rated RPM. the trapezoid pointer remains visible. EIS — ENGINE OIL PRESSURE the engine signal conditioner (GSC 46) and is AND TEMPERATURE INDICATION used as the alternate data source. The pointer bar is The NR speed pickup is a magnetic sensor suppressed when the parameter data is mounted on the transmission lower case. The second signal is provided to 1-12-A-7. 2 vertical scale extends from the base of the (GIA 63H) then feed their respective PFD and vertical scale to the parameter value MFD through an HSDB. or gray) based on the parameter indication in relation to the 1-12-A-6-A. processor (GEA 71H). ECCN EAR99 16 JUN 2014 Rev. The coil between pins 1 and 2 The main rotor (NR) indication is provided provides the alternate data source input for within the dual tachometer section of the the NR indication. and 4 provides the primary input to the The NR digital readout displays NR speed in FADEC/ECU. green. 1 and No. units. 2 (GIA 63H) through an RS 485 data bus. BHT-407-MD-2 The coil between pins A and B (signal No. NR trapezoid indicates the parameter value. An NR monopole speed sensor is mounted on The NR indication is in proportion to the the main transmission and provides two frequency input from the NR monopole separate signals. 2 strip of the Multi-Function Display (MFD) in (GIA 63H) through an ARINC 429 data bus. Engine oil pressure is displayed on the left The alternate NR data source input signal is side in PSI and engine oil temperature is provided from the engine signal conditioner displayed on the right side in degrees Celsius (GSC 46) to the airframe and engine system (°C). 1) the gear teeth of the spiral bevel gear pass by provides the primary input for use by the the sensor. 1 and No. No. un-filled rectangle. 2 (GIA 63H) then feed their respective Primary The engine oil pressure and temperature Flight Display (PFD) and Multi-Function indication is displayed using vertical scales Display (MFD) through a High Speed Data Bus with an accompanying digital readout. (HSDB) to display the PSI indication. One signal is provided to sensor. 1 1-75 .

EIS — Engine Oil Pressure and Temperature Indication 1-76 Rev. ECCN EAR99 . 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 DIGITAL READOUT MFD EIS STRIP MFD OR PFD IN INDICATION REVERSIONARY MODE TRANSIENT REFERENCE VERTICAL TRIANGLE SCALE HORIZONTAL REFERENCE LINES POINTER BAR DIGITAL READOUT 407gc_MM_95_0149 Figure 1-28.

The color of the both integrated avionics units (GIA 63H) and digital readout matches the color of the then to the MFD and PFD. NG RPM between 79 and 94% Green 115 to 130 Continuous Operation NG RPM greater than 94% Red 130 Maximum Red Triangle 200 Maximum Cold Start Table 1-10. 1 1-77 . which provides the information to bottom of each vertical scale. on the engine oil tank. For example. — Range Markings The engine oil temperature and pressure indications are also displayed as a digital The range marking for the engine oil pressure readout on the EIS display of the MFD or indication is shown in Table 1-9. Engine Oil Pressure PSI Indication — Range Marking MARKING RANGE (PSI) DEFINITION Red 50 Minimum Yellow 50 to 90 Operation below 79% NG RPM Green 90 to 115 Continuous Operation. The range Primary Flight Display (PFD) in reversionary marking for the engine oil temperature is mode. The engine oil temperature input operation. BHT-407-MD-2 Thin horizontal reference lines are also The engine oil pressure signal is provided by provided and also coincide with the a transducer mounted on the forward engine limitations for the parameter. Table 1-9. ECCN EAR99 16 JUN 2014 Rev. shown in Table 1-10. the pointer bar is within the range signal is provided by a thermobulb installed of the horizontal reference lines. when a parameter is in the green portion of the scale. pointer bar. These signals are sent to the airframe and engine system processor A digital readout is also provided at the (GEA 71H). the pointer 1-12-A-7-A. Engine Oil Temperature °C Indication — Range Marking MARKING RANGE (°C) DEFINITION Yellow Less than 0°C Green 0 to 107 Continuous Operation Red 107 Maximum Export Classification C. Engine Oil Pressure and bar and digital readout are both shown in Temperature Indication System green. During normal firewall.

transducer has a pressure diaphragm and a yellow.BHT-407-MD-2 1-12-A-7-B. The missing or invalid. bottom of each vertical scale. The engine oil Transmission oil pressure is displayed on the temperature input signal is provided by a left side in PSI and engine oil temperature is thermobulb installed on the transmission displayed on the right side in degrees Celsius filter manifold. The pointer bar is shown in a single color (red. airframe and engine system processor (GEA 71H). The engine oil pressure indicator shows the oil pressure in PSI in relation to the input A digital readout is also provided at the signal from the transducer. the pointer bar is within the range of the horizontal reference lines. For example. when a parameter PRESSURE AND TEMPERATURE is in the green portion of the scale. A pointer bar within the then to the MFD and PFD. ECCN EAR99 . The color of the digital readout matches the color of the 1-12-A-8. The pointer bar is excitation voltage of 5 VDC from the airframe suppressed when the parameter data is and engine system processor (GEA 71H). The pointer bar is topped with a The engine oil pressure transducer (1G5) is trapezoidal pointer such that the flat top of the mounted in the transmission compartment on trapezoid indicates the parameter value. During normal processor (GEA 71H). Engine Oil Pressure Transducer vertical scale extends from the base of the — Description vertical scale to the parameter value indication. parameter indication in relation to the specified operating limitations. 1-78 Rev. the pointer INDICATION bar and digital readout are both shown in green. green. which provides the information to Each vertical scale is indicated by a white. or Primary Flight Display (PFD) in reversionary mode. The transmission oil pressure and temperature indications (Figure 1-29) are The transmission oil temperature and displayed through the Engine Indicating pressure indications are also displayed as a System (EIS) strip of the Multi-Function digital readout on the EIS display of the MFD Display (MFD) in normal mode. both integrated avionics units (GIA 63H) and un-filled rectangle. These signals are sent to the (°C). When pegged The strain gauge circuit of the engine oil at the bottom of the scale. provided by a transducer mounted on the transmission oil manifold. or gray) based on the strain gauge bridge. operation. EIS — TRANSMISSION OIL pointer bar. The the right side of the forward firewall. the trapezoid pressure transducer (1G5) receives an pointer remains visible. engine oil pressure port on the engine gearbox outputs a specific oil pressure that changes the strain gauge bridge in the Thin horizontal reference lines are also transducer. The transmission oil pressure and temperature indication is displayed using vertical scales with an accompanying digital The transmission oil pressure signal is readout. This in turn changes the signal provided and also coincide with the sent to the airframe and engine system limitations for the parameter. 1 16 JUN 2014 Export Classification C.

1 1-79 . ECCN EAR99 16 JUN 2014 Rev. EIS — Transmission Oil Pressure and Temperature Indication Export Classification C. BHT-407-MD-2 DIGITAL READOUT MFD EIS STRIP MFD OR PFD IN INDICATION REVERSIONARY MODE VERTICAL SCALE HORIZONTAL REFERENCE LINES POINTER BAR DIGITAL READOUT 407gc_MM_95_0154 Figure 1-29.

The digital readout is shown in green when the indication is within the The transmission oil pressure transducer allowable operating limitations. EIS — Transmission Oil The strain gauge circuit of the transmission Pressure and Temperature oil pressure transducer (1G6) receives an Indication System — Range excitation voltage of 10 VDC from the airframe Markings and engine system processor (GEA 71H).BHT-407-MD-2 1-12-A-8-A. The digital readout is transducer has a pressure diaphragm and a suppressed when the parameter data is strain gauge bridge. When the (1G6) is mounted on the transmission oil digital readout is outside of the operating manifold. This in turn temperature scale is shown in Table 1-12. it is displayed as white numbers deck under the main driveshaft. MARKING RANGE (PSI) DEFINITION 1-12-A-8-C. Transmission Oil Temperature °C (GEA 71H). Transmission Oil Pressure PSI The transmission oil pressure indicator Indication — Range Marking shows the oil pressure in PSI in relation to the input signal from the transducer. missing or invalid. As the temperature of the oil in the Indication — Range Marking transmission filter manifold changes. ECCN EAR99 . The transmission oil pressure port on the The range marking for the transmission oil transmission oil manifold provides a specific pressure scale is shown in Table 1-11. Operation Red 70 Maximum The resistive type temperature bulb (1RT2) provides a specific resistance value to the airframe and engine system processor Table 1-12. EIS — AMPERAGE INDICATION Operation The amperage indication (Figure 1-30) is Red 110 Maximum provided through the Engine Indicating System (EIS) strip and displayed on the Multi-Function Display (MFD) in normal mode. 1-12-A-8-B. 1 16 JUN 2014 Export Classification C. Table 1-11. Transmission Oil Temperature Red 30 Minimum Indication System — Operation Yellow 30 to 40 Idle Operation The transmission oil temperature bulb (1RT2) only is installed on the transmission oil filter manifold. MARKING RANGE (°C) DEFINITION The transmission oil temperature indicator shows the temperature in relation with the Yellow Less than resistance value of the temperature bulb. the resistance of the temperature bulb changes. The manifold is on the transmission limitations. 15°C Green 15 to 110 Continuous 1-12-A-9. The oil temperature bulb is in Green 40 to 70 Continuous contact with the oil of the transmission. 1-80 Rev. The oil pressure output that changes the strain range marking for the transmission oil gauge bridge in the transducer. changes the signal sent to the airframe and engine system processor (GEA 71H). Transmission Oil Pressure The amperage indication is displayed as a Indication System — Operation digital readout. The on a red background.

EIS — Amperage and Voltage Indications Export Classification C. 1 1-81 . BHT-407-MD-2 DIGITAL READOUT MFD EIS STRIP MFD OR PFD IN INDICATION REVERSIONARY MODE DIGITAL READOUT 407gc_MM_95_0162 Figure 1-30. ECCN EAR99 16 JUN 2014 Rev.

Shunt Resistor — Description The voltage input signal is provided from the The shunt resistor has a very low resistance. which is installed in (GEA 71H) for its protection. it is displayed as white numbers The amperage indication is also displayed as on a red background or as black numbers on a digital readout on the EIS display of the MFD a yellow background (Table 1-13). Voltage Indication — Range Marking MARKING RANGE (PSI) DEFINITION Yellow 22 Less than 22 VDC Green 22 to 32 Continuous Operation Red 32 Greater than 32 VDC 1-82 Rev. which then provides provided through the Engine Indicating the information to both integrated avionics System (EIS) strip and displayed on the units (GIA 63H) and then to the MFD and the Multi-Function Display (MFD) in normal mode. 1-12-A-9-A. The signal is sent from the shunt to the airframe and engine system The voltage indication (Figure 1-30) is processor (GEA 71H). readout is outside of the normal operating limitations.BHT-407-MD-2 The amperage input signal is provided from the airframe and engine system processor the 28 VDC shunt (2R1). which then shunt is calibrated so that it gives a specific provides the information to both integrated millivolt drop for a given current flow. The voltage signal is sent from the starter-generator and the helicopter the circuit breaker to the airframe and engine 28 VDC bus. Table 1-13. Primary Flight Display (PFD). readout is suppressed when the parameter data is missing or invalid. EIS — VOLTAGE INDICATION shunt resistor. When the digital wires from the shunt resistor. Circuit breakers are digital readout on the EIS display of the MFD installed on both outputs from the shunt to or PFD in reversionary mode. The digital readout is shown in green signal by two circuit breakers. The digital or PFD in reversionary mode. 28 VDC bus through the GEA (7320CB1) It is connected in series between the output of circuit breaker. The airframe and engine processor (GEA 71H) is protected The voltage indication is displayed as a digital against a current overload from the input readout. line with the output of the generator (2MG1). The circuit when the indication is within the allowable breakers are installed in line with the two operating limitations. ECCN EAR99 . The load current is measured across the 1-12-A-10. 1 16 JUN 2014 Export Classification C. The voltage drop across the system processor (GEA 71H). The avionics units (GIA 63H) and then to the MFD voltage supplied to the ammeter is designed and the Primary Flight Display (PFD). to indicate a specific amperage based on the difference between the HI input from the The voltage indication is also displayed as a shunt and the LO input.

The flat top of the indicator auxiliary fuel tank when it is installed. a red X appears across the bar System (EIS) strip of the Multi-Function scale and the associated digital readout. then the display of the indicator bar is displayed through the Engine Indicating suppressed. The signal conditioner provides a signal to the airframe and engine system Thin horizontal reference lines are also provided for half tank and full tank reference processor (GEA 71H). the Fuel Quantity Gauging System (FQGS). which provides the points. When the FUEL QTY FWD TANK The fuel quantity indication is in relation to button is pressed. Display (MFD) in normal mode. When the Auxiliary System (EIS) strip on the Multi-Function Fuel Kit is installed. the indicator bar is signals from the probes are used by the fuel shown in yellow. The fuel quantity indication is also displayed The fuel quantity indication is displayed using as a digital readout on the EIS display of the a vertical scale with an accompanying digital MFD or Primary Flight Display (PFD) in readout. INDICATION If the fuel quantity data is either missing or The fuel quantity indication (Figure 1-31) is invalid. bar indicates the fuel quantity value. The indicator bar is shown in a single color (cyan or yellow) based on the fuel quantity The fuel quantity is measured by three indication. which tells the signal conditioner to rectangular field. usable fuel weight in pounds. On installation of the auxiliary fuel quantity is displayed above the vertical bar as tank in the helicopter. There is no additional probe installed in the auxiliary The digital readout associated with the fuel fuel tank. un-filled rectangle. the readout is displayed as black digits within a yellow filled rectangle. 2 1-83 . (100 ±10 pounds or less). During low fuel conditions capacitance type probes in the fuel tanks. which is displayed in cyan. un-filled engaged. 1-12-A-12. A varying height indicator which measures the quantity of fuel in the two bar within the vertical scale extends from the main fuel tanks (Figure 1-31). EIS — FUEL PRESSURE INDICATION When the Auxiliary Fuel Kit (407-706-011) is not installed. the term FWD is displayed the input signal from the signal conditioner. The digital indication provides the reversionary mode. BHT-407-MD-2 bar is 955 pounds for full scale for JP-4 fuel 1-12-A-11. The fuel quantity indication. EIS — FUEL QUANTITY and 999 pounds for JP-5/JP-8 fuel. the scaling of the vertical Display (MFD) in normal mode. The FQGS also base of the vertical scale to the fuel quantity accounts for the quantity of fuel in the value indication. information to both integrated avionics units (GIA 63H) and then to the MFD and PFD. the scaling of the vertical bar is The fuel pressure indication (Figure 1-31) is 869 pounds for full scale JP-5/JP-8 fuel and displayed through the Engine Indicating 831 pounds for JP-4 fuel. in white. in place of the standard TOTAL label. is provided from The vertical scale is indicated by a cyan. signal conditioner (1Z2) to calculate the fuel quantity. Export Classification C. a microswitch is a cyan digital readout in a white. except when in the yellow use a different set of values to calculate the low fuel range. ECCN EAR99 10 DEC 2015 Rev. During low fuel conditions fuel quantity. The (100 ±10 pounds or less).

EIS — Fuel Indications — Description 1-84 Rev. ECCN EAR99 . 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 DIGITAL READOUT MFD EIS STRIP MFD OR PFD IN INDICATION REVERSIONARY MODE DIGITAL VERTICAL READOUT BAR INDICATOR BAR 407gc_MM_95_0157 Figure 1-31.

Table 1-14. system processor (GEA 71H). gives fuel pressure output through a common fuel pressure line to the fuel shutoff valve. which provides the information to both integrated avionics units (GIA 63H). Pounds Per Hour (PPH) using a digital readout. The transducer is the parameter data is missing or invalid. The digital readout is shown Description in green when the indication is within the allowable operating limitations. 1 1-85 . which changes the strain provides the information to both integrated gauge bridge in the transducer. as a digital readout on the EIS display of the MFD or Primary Flight Display (PFD) in Either one of the two aft fuel boost pumps reversionary mode. Fuel Pressure Transducer — digital readout. The fuel pressure indication displays the The fuel pressure transducer is mounted on pressure output from the two aft fuel boost the pressure line before the shutoff valve. mounted on a fitting in the pressure line between the aft fuel boost pumps and the fuel shutoff valve. The resolution of the readout is displayed in 10 PPH increments. Fuel Pressure PSI Indication — Range Marking The fuel flow indication is also displayed as a digital readout on the EIS display of the MFD MARKING RANGE (PSI) DEFINITION or Primary Flight Display (PFD) in Red 8 Minimum reversionary mode. The fuel pressure input The strain gauge circuit of the fuel pressure signal is provided by a fuel pressure transducer receives an excitation voltage of transducer (1B6) mounted on the inlet side of 10 VDC from the airframe and engine system the fuel shutoff valve. The signal from the processor (GEA 71H). pumps located in the main fuel cell in Pounds per Square Inch (PSI). This changes avionics units (GIA 63H) and then to the MFD the signal sent to the airframe and engine and the PFD. The transducer has a pressure The fuel pressure indication is also displayed diaphragm and a strain gauge bridge. The fuel pressure indicator shows the fuel pressure in PSI in relation to the input signal 1-12-A-13. Fuel Pressure Indication — displayed through the Engine Indicating Range Markings System (EIS) strip on the Multi-Function Display (MFD) in normal mode. When the The fuel pressure transducer (1B6) is digital readout is outside of the normal mounted along with the fuel shutoff valve in a operating limitations. One or both of the aft transducer is sent to the airframe and engine fuel boost pumps gives a specific fuel system processor (GEA 71H). The range marking on the PSI scale is shown The fuel flow indication is displayed in in Table 1-14. Green 8 to 25 Continuous The fuel flow signal is provided from the Wf Operation Actual output of the FADEC ECU (1A50) through the ARINC 429 databus to both Red 25 Maximum integrated avionics units (GIA 63H) and then Export Classification C. ECCN EAR99 16 JUN 2014 Rev. which then pressure output. BHT-407-MD-2 The fuel pressure indication is displayed as a 1-12-A-12-B. The fuel flow indication (Figure 1-31) is 1-12-A-12-A. it is displayed as white compartment on the right side of the aft numbers on a red background pressed when electrical equipment shelf. EIS — FUEL FLOW INDICATION from the transducer.

refer to the following documents: The Hover Performance Indicator (HPI) is displayed through the Engine Indicating For software version 1237. Guide (190-01255-02) and Garmin G1000H Integrated Flight Deck Cockpit Pressing the HOV-P (Hover Prediction Mode) Reference Guide (190-01254-02). softkey allows the pilot to edit the hover The Garmin G1000H Integrated Flight performance parameters for preflight Deck Pilot’s Guide provides detailed planning purposes. Garmin G1000H Integrated Flight Deck Pilot’s Guide (190-01255-01) The hover performance power check displays and Garmin G1000H Integrated Flight the power required to perform an OGE (Out of Deck Cockpit Reference Guide Ground Effect) or IGE (In Ground Effect) (190-01254-01). a The CAS system includes the following: yellow CHK WIND annunciation is displayed above the hover performance parameters. For additional information on power situation indicator. The Hover Power system and operational information Indicator (HPI) and editable parameters are while the Garmin G1000H Integrated displayed in cyan. and the HOV PRED Flight Deck — Cockpit Reference annunciation is displayed in yellow. airframe discrete inputs. Garmin System (EIS) strip on the Multi-Function G1000H Integrated Flight Deck Pilot’s Display (MFD) by pressing the HOV-PWR Guide (190-01255-00) and Garmin softkey (Figure 1-26). the CHK LIMIT annunciation is Primary Flight Display (PFD) (Figure 1-11) in displayed. CREW ALERTING SYSTEM (CAS) calculation within the FADEC ECU is directly related to the position of the fuel flow NOTE metering valve within the Hydromechanical Unit (HMU).08 and Check 1237.09.04. Hover Performance Power For software version 1237. The Wf Actual 1-12-B. refer to Figure 1-8. and audio alerts.BHT-407-MD-2 to the MFD and PFD. a yellow CHK messages and activation conditions are listed WIND annunciation is displayed above the in Figure 1-33. and the hover performance normal mode while associated audio alerts calculation is not performed. If limit conditions are not satisfied. 2 10 DEC 2015 Export Classification C. For operational information on the Garmin G1000H flight instrument 1-12-A-14. The airframe system CAS performance power check. If wind conditions are not within the required range while in hover prediction mode. HOVER PERFORMANCE SECTION system. (paragraph 1-12-B-1) are provided through the Garmin G1000H Integrated Avionics System If wind conditions are not within the required (IAS) through the audio panel (GMA 350H) and range while performing a real time hover crew headsets. Guide for the Bell 407GX provides higher level quick-reference data. ECCN EAR99 . For software version 1237.10. Garmin The hover performance power check can be G1000H Integrated Flight Deck Pilot’s used in real time or during preflight planning. hover. the CAS messages. 1-12-A-14-A. G1000H Integrated Flight Deck Cockpit Reference Guide (190-01254-00). the respective parameters are displayed in Visual indications are provided through the yellow. • CAS window on the PFD 1-86 Rev.

a CAS A CAS message does not appear more than window containing messages appears to the once at any given time. softkeys for scrolling up and down through Advisory CAS messages flash for 5 seconds the messages in the PFD CAS window. Export Classification C. For additional information on the Caution (yellow) — Immediate crew Garmin G1000H Integrated Avionics awareness and subsequent corrective System (IAS) features that have action required. more audio alert tones. the CAS softkey takes the place of the INSET softkey. In and are then automatically acknowledged. the CAS and CAS softkeys become available as NOTE needed to permit scrolling up and down For information on system messages through the messages on this page. Warning and caution right of the vertical speed indicator on the CAS messages flash when they are Primary Flight Display (PFD) (Figure 1-32). the message remains displayed at the top of its respective CAS alerts are additionally displayed on the priority group in the CAS window until either a upper left of the Engine Indicating System newer message of the same priority appears (EIS) Engine page on the Multi-Function or the condition(s) that caused the CAS Display (MFD) (Figure 1-32). and a flashing DESCRIPTION WARNING light is illuminated above the PFD through the Master Warning/Caution NOTE PBA. (Warning. After the acknowledgment. Advisory. For information on audio alerts associated with the CAS messages. and a flashing refer to the Garmin G1000H CAUTION light illuminated above the PFD Integrated Flight Deck Pilot’s Guide through the Master Warning/Caution for the Bell 407GX (190-01255-00) PBA. urgency and on the required action (Figure 1-33). When CAS messages are generated. Warning/Mute PBA Safe Operating Advisory (green) — Crew • Audio alerts awareness required. and subsequent. and Safe refer to the Garmin G1000H Operating Advisory) and sorted by order of Integrated Flight Deck Pilot’s Guide appearance (most recent messages on top). and continue to flash until to 12 messages can be displayed in this acknowledged by pressing the Master window. awareness and immediate crew action required. for the Bell 407GX (190-01255-00) The color of the message is based on its and subsequent. BHT-407-MD-2 • Instrument panel mounted Master Advisory (white) — Crew awareness Warning/Caution Pushbutton required and subsequent action may be Annunciator (PBA) and RPM required. AUDIO ALERT ACTIVATION AND audio alert tones. reversionary mode. specific to the Garmin G1000H CAS messages are grouped by criticality Integrated Avionics System (IAS). accompanied by one or associated audio and voice alerts. If the warning or accumulate. the CAS message is reset. Caution. Up to 19 message to display no longer exists. 2 1-87 . accompanied by one or more 1-12-B-1. refer to paragraph Warning (red) — Immediate crew 1-12-B-1. the CAS softkey becomes caution trigger condition is inactive for more available. When more than 19 messages accumulate. Pressing the CAS softkey displays than 3 seconds. ECCN EAR99 10 DEC 2015 Rev. Up generated. messages can be shown on this page. When more than 12 messages Warning/Caution PBA.

BHT-407-MD-2 PFD CAS WINDOW CAS SCROLLING CAS DISPLAY (PFD) SOFTKEY (DISABLED UNTIL MORE THAN 12 MESSAGES ARE DISPLAYED) MFD ALERTS WINDOW CONTAINING CAS MESSAGES CAS SCROLLING SOFTKEYS (DISABLED UNTIL MORE THAN 19 MESSAGES ARE DISPLAYED) ENGINE PAGE CAS DISPLAY (MFD) 407gc_MM_96_0051 Figure 1-32. ECCN EAR99 . Crew Alerting System (CAS) Messages — PFD and MFD Displays 1-88 Rev. 1 16 JUN 2014 Export Classification C.

5 ± 0. BROKEN AT 5 PSI MAX INCREASING) T/R CHIP GND GROUND PATH COMPLETED THROUGH TAIL ROTOR CHIP DETECTOR (1E4) XMSN CHIP GND GROUND PATH COMPLETED THROUGH TRANSMISSION CHIP DETECTOR (1E3. BROKEN AT 5 PSI MAX INCREASING) LITTER DOOR GND LITTER DOOR SWITCH (24S6) CONTACTS CLOSED (LITTER DOOR OPEN) MGT EXCEED EXCEEDANCE PROCESSING LOGIC MGT IS IN EXCEEDANCE NG EXCEED EXCEEDANCE PROCESSING LOGIC ENGINE NG IS IN EXCEEDANCE NG MISCOMP MISCOMPARISON EVENT LOGIC NG PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. OR NP REACHES OR EXCEEDS 102.5 ± 0. DIFFERENCE > 2% AND AT LEAST ONE OF THE NR VALUES IS BETWEEN 22% AND 125% MGT MISCOMP MISCOMPARISON EVENT LOGIC MGT PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. MAINTENANCE ACTION REQUIRED. DIFFERENCE > 4% AND AT LEAST ONE OF THE Q VALUES IS GREATER THAN 3% R/FUEL BOOST GND MAIN FUEL CELL . OPENS AT 200 ± 8°F (93 ± 4. LINEAR ACTUATOR. DIFFERENCE > 20°C (NOT VALID FOR SOFTWARE VERSION 1237. QUIET MODE SEL GND QUIET MODE SWITCH IN QUIET POSITION RESTART FAULT GND FADEC/ECU (1A50) SENSES AN INTERNAL FAULT THAT MAY INHIBIT A NORMAL START PROCEDURE START GND STARTER RELAY (1K1) ENERGIZED FLOAT TEST 28 VDC FLOAT TEST SWITCH (24S7) PRESSED AND HELD WHILE FLOAT INFLATION SWITCH (24S9) IS ALSO PRESSED AND HELD FLOAT TEST GND QUIET MODE ON GND MAIN ROTOR OPERATING AT 92% NR IN QUIET MODE. LOSS OF AIRSPEED GAIN SCHEDULING. FUEL LOW GND LOW LEVEL DETECTOR (1S16) CONTACTS CLOSED (THIS WILL OCCUR AT APPROXIMATELY 100 ± 10 LBS) FUEL VALVE GND FUEL SHUTOFF VALVE IS IN TRANSITION OR IS NOT AT ITS COMMAND POSITION. INCORRECT SOLENOID POSITION. WOG GND WEIGHT ON GEAR SWITCH (8S5) CONTACTS CLOSED WHEN HELICOPTER ON GROUND WITH WEIGHT ON GEAR.1% FOR 2.RIGHT FUEL PRESSURE SWITCH (1S21) ACTIVATED (SWITCH CONTACT MADE AT 1.8°C) ENGINE FIRE 28 VDC TEMPERATURE SENSORS DETECT A TEMPERATURE ABOVE 338°F (170°C) ENGINE OUT GND POWER SITUATION INDICATOR (PSI) DISPLAY OF NG LESS THAN 55% OR FADEC ECU SENSES ENGINE OUT. 2 1-89 .5 SECONDS OR IMMEDIATELY WHEN NP REACHES 107. MADE AT 650 +100/-0 DECREASING) L/FUEL BOOST GND MAIN FUEL CELL . BHT-407-MD-2 CAS MESSAGE ACTIVATION ACTIVATION CONDITION BATTERY HOT GND BATTERY TEMPERATURE THERMAL SWITCH ACTIVATED (17 AMP BATTERY ACTIVATES AT 145 ± 5°F (62.5 ± 0. MGT.LEFT FUEL PRESSURE SWITCH (1S22) ACTIVATED (SWITCH CONTACT MADE AT 1.4°C) HYDRAULIC SYS GND HYDRAULIC PRESSURE SWITCH (9S1) CONTACT A TO B MADE (A TO B CONTACT BROKEN AT 750 +0/-100 PSI INCREASING. OAT.5 PSI DECREASING. DIFFERENCE > 2% AND AT LEAST ONE OF THE NG VALUES IS BETWEEN 10% AND 125% NP EXCEED EXCEEDANCE PROCESSING LOGIC ENGINE NP IS IN EXCEEDANCE NP MISCOMP MISCOMPARISON EVENT LOGIC NP PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT.0 PSI DECREASING) FADEC MAINT GND FADEC LAMP TEST FAILURE DURING POWER-UP SELF TEST AND IN-FLIGHT TEST.4°C).5 PSI DECREASING. COMMUNICATION BETWEEN INVOLVED LRU’S AUTOTRIM TRIM SYSTEM NOT RESPONDING TO FCC COMMANDS BAGGAGE DOOR GND BAGGAGE DOOR SWITCH (4S6) CONTACTS CLOSED (BAGGAGE DOOR OPEN) BATTERY RLY GND BATTERY RELAY (2K1) IN ENERGIZED POSITION WITH BATTERY SWITCH (2S1) POSITIONED TO OFF ENGINE CHIP GND GROUND PATH COMPLETED THROUGH ENGINE CHIP DETECTOR (ENGINE SUMP OR ENGINE SCAVENGE) FADEC DEGRADED GND FADEC/ECU (1A50) SENSES DEGRADED PERFORMANCE FADEC FAULT GND FADEC/ECU (1A50) SENSES CERTAIN PROTECTION FEATURES ARE NOT FUNCTIONAL FADEC MANUAL GND FADEC AUTO/MANUAL RELAY (1K4) DE-ENERGIZED (RELAY DE-ENERGIZED IF ECU 1A50 FAILS TO MANUAL OR IF AUTO/MANUAL SWITCH (1S18) SELECTED TO MANUAL) FLOAT ARM 28 VDC FLOAT ARM SWITCH (24S8) IN ARMED POSITION (FLOAT INFLATION SOLENOID IS ARMED) FUEL FILTER GND AIRFRAME FUEL FILTER IMPENDING BYPASS INDICATOR SWITCH CLOSED (SWITCH CONTACT A TO B MADE AT 0. Crew Alerting System (CAS) Messages — Quick Reference Table Export Classification C. XMSN OIL PRESS GND TRANSMISSION OIL PRESSURE SWITCH (1S4) ACTIVATED (SWITCH CONTACT MADE AT 30 ± 2 PSI DECREASING. AUTO RELIGHT GND IGNITOR RELAY (2K4) ENERGIZED ENGINE ANTI-ICE GND ENGINE ANTI-ICE SYSTEM PRESSURE SWITCH (1S50) ACTIVATED. Q EXCEED EXCEEDANCE PROCESSING LOGIC ENGINE TORQUE IS IN EXCEEDANCE Q MISCOMP MISCOMPARISON EVENT LOGIC Q PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT.5 ± 0.7 ± 2.3%.1 ± 2. GEN FAIL GND GENERATOR RELAY (2K3) DE-ENERGIZED (GENERATOR NOT CONNECTED TO DC BUS) HEATER OVERTMP 28 VDC AIRCOMM BLEED AIR HEATER TEMP SENSOR ACTIVATED (SENSOR CLOSES AT 220 ± 8°F (104 ± 4.LEFT FUEL PRESSURE SWITCH (1S24) ACTIVATED (SWITCH CONTACT MADE AT 1. ENGINE OVSPD GND FADEC/ECU (1A50) SENSES NP OVERSPEED. STUCK TRIM BEEP SWITCH AP FAILED LOSS OF A FCC CHANNEL. 407_MD_2_0046 Figure 1-33. BROKEN AT 38 PSI MAX INCREASING) XMSN OIL TEMP GND TRANSMISSION OIL TEMP SWITCH (1S3) ACTIVATED (SWITCH WILL ACTIVATE AT 230 ± 10°F OR 110 ± 5.8°C) 28 AMP ACTIVATES AT 160 ± 5°F (71.RIGHT FUEL PRESSURE SWITCH (1S23) ACTIVATED (SWITCH CONTACT MADE AT 1. BROKEN PRIOR TO 3.5 ± 0.6°C) AP DEGRADED LOSS OR DEGRADED OPERATION ON AN AXIS. PULLING ADDITIONAL POWER WILL CAUSE ROTOR TO DROOP. (SWITCH B TO C CONTACT MADE ON INCREASING PRESSURE AT 5.5 PSI DECREASING. NR OR Q) NOT AVAILABLE. 1E5) OR FREEWHEEL CHIP DETECTOR ALTN DATA FAIL DATA FAIL LOGIC ALTERNATE INPUT DATA SIGNAL (NG. INSTR FAN GND FAILURE OF INSTRUMENT COOLING FAN (INTERNAL FAN ROTATION SENSOR ACTIVATED) NG OAT LIMIT GND ENGINE HAS REACHED NG LIMIT DUE TO ALTITUDE VS. BROKEN AT 5 PSI MAX INCREASING) R/FUEL XFR GND FWD.08 AND SUBSEQUENT) PEDAL STOP GND INPUT POWER TO ADC IS UNAVAILABLE OR INSUFFICIENT.875 ± 0.5 PSI DECREASING. DIFFERENCE > 2% AND AT LEAST ONE OF THE NP VALUES IS BETWEEN 32% AND 125% NR MISCOMP MISCOMPARISON EVENT LOGIC NR PRIMARY VERSUS ALTERNATE INPUT DATA SIGNAL MISCOMPARE EVENT. CYC CTR GND THE ANNUNCIATOR COMES ON WHEN THE WEIGHT-ON-GEAR SWITCH (8S5) SENSES A WEIGHT-ON-GEAR CONDITION (HELICOPTER ON THE GROUND) AND THE CYCLIC STICK NOT CENTERED. FUEL CELL .5 PSIG. AHRS DATA.125 PSI). NP. BROKEN AT 5 PSI MAX INCREASING) L/FUEL XFR GND FWD. LOSS OF ADC INPUTS OR TEST FAILURE. FUEL CELL . FADEC FAIL GND FADEC/ECU (1A50) SENSES AN INTERNAL FAILURE OF THE PRIMARY AND REVERSIONARY CHANNELS. ECCN EAR99 10 DEC 2015 Rev.

continuous sweeping sound 700 Hz clipped sine wave sweep up to 1700 Hz in 0. discrete input = active) (paragraph 1-14-A-11). ting. ±500 Hz. ting”. (same as master warning tone). AJAR-OPS “150 Single “150 feet” pre-set audio “150 feet” voice warning. temperature above 338°F Russian certification kit provides (170°C). Low Rotor RPM Continuous RPM audio alert warning Continuous solid tone at 2900 Hz Alert logic (paragraph 1-18-B). Master Caution Single Activates for caution Single “ping” 800 Hz clipped sine Tone messages and wave decaying over 0.5 seconds. the IAS shall activate the 150-foot audio alert when Rad Alt is less than or equal to 150 feet. rotor RPM. Engine Out Continuous Engine out audio alert Fast-pulsing tone at a rate of warning logic (paragraph maximum 8 pulses per second at 1-14-J). Audio Alerts NAME AUDIO TYPE ACTIVATION LOGIC ALERT DESCRIPTION Master Warning Single Activates for warning Single “ping” 800 Hz clipped sine Tone messages except for low wave decaying over 0. Engine Fire Continuous Engine compartment Standard kit provides single (Optional Kit) located temperature “ping” 800 Hz clipped sine wave sensors detect a decaying over 0. feet” alert is enabled.5 seconds exceedances. G1000H IAS features are associated with Table 1-15. 2900 Hz ±500 Hz. Once active. audio alert remains active until the airspeed value is less than VNE for more than 1 second. FADEC Fail Continuous FADEC fail audio alert Repeating “ding dong” tone at warning logic (FADEC fail frequency 750 to 912 Hz.85 second ±10% following with an interruption interval of 0. the continuous “ting. VNE Warning Continuous When airspeed is greater Garmin’s pre-defined VNE than VNE for more than continuous warning tone or 1 second. warnings that have their own audio warning alerts. The airframe associated audio (CAS) messages as well as specific Garmin alerts are shown in Table 1-15.5 seconds.12 second ±10%. 1 16 JUN 2014 Export Classification C. 1-90 Rev. ECCN EAR99 .BHT-407-MD-2 All warning and caution Crew Alerting System audio alerts. Engine Out and FADEC Fail.

25 seconds 1237. Refer to Table 1-15 for information on the audio alerts. include the following pages: Pressing the Master Warning/Caution Pushbutton Annunciator (PBA) for more than • Faults page (paragraph 1-13-A) 1 second. Autopilot N/D N/D N/D Disconnect Autopilot Mode N/D N/D N/D With Garmin System software version all audio alerts interspaced by 0.08. causes the Garmin G1000H Integrated Avionics • Exceedances & Chip History page System (IAS) to initiate a sequential output of (paragraph 1-13-C) Export Classification C.5% for Q triggered event (GMA 350H) and crew headsets. 2 1-91 . ECCN EAR99 10 DEC 2015 Rev. BELL MAINTENANCE PAGES inhibited during engine start. when the rotor RPM is less than • Data Status page (paragraph 1-13-B) 20% and with an engine out condition. The Bell Maintenance pages. “ping-ping” 800 Hz clipped sine wave. the alert tone does not • Impending exceedance “ping-ping” reactivate (to prevent multiple triggers operating at the threshold) until: • MGT ≤ 727°C for MGT triggered event The audio alerts are provided through the Garmin G1000H IAS through the audio panel • Q ≤ 93. which can be 1-12-B-2. AUDIO ALERT TEST accessed and displayed on the Multi-Function Display (MFD). the impending exceedance audio of dead audio as follows: alert tone “ping-ping” will be activated when any of the conditions that follow occur based • Master warning and caution tone on the respective PSI controlling parameter: • Low rotor RPM — 4 sweeps • When the Take-Off (T/O timer begins • Engine Out warning audio for to flash (last 30 seconds of the T/O 2 seconds timer) • FADEC Failed warning audio for • When MGT > 779°C 2 seconds • When Q > 100% • VNE warning audio for 2 seconds • When NG immediately enters “Red • “150 feet” voice (once) Range” • Engine fire — 4 sweeps (optional kit) Once the impending exceedance audio alert tone is activated. • NG ≤ 98% for NG trigger event The impending exceedance audio alert tone is 1-13. BHT-407-MD-2 Table 1-15. Audio Alerts (Cont) NAME AUDIO TYPE ACTIVATION LOGIC ALERT DESCRIPTION Impending Single Impending exceedances Non-continuous double Exceedance aural warning logic.

degraded must be installed into the upper SD card slot engine faults. These pages fall under the AUX information 1-13-A. 1-92 Rev. ECCN EAR99 . and maintenance engine faults of the MFD and the helicopter must be on the on the Multi-Function Display (MFD). 2 10 DEC 2015 Export Classification C. Primary (paragraph 1-13-E). FAULTS (ENG/ECU FAULTS) — page group of the MFD under the page title of BELL MAINTENANCE PAGE OEM Diagnostics (Figure 1-34).BHT-407-MD-2 • Power Check History page ground with the WOG Crew Alerting System (paragraph 1-13-D) (CAS) message displayed. The ENG/ECU Faults page (Figure 1-34) To access and view these pages on the MFD displays information on main faults. the maintenance SD card Governor (PG) control faults. Reversionary assembly (407-075-219-101 or subsequent) Governor (RG) control faults.

ECCN EAR99 10 DEC 2015 Rev. 2 1-92A/1-92B . Bell Maintenance Pages (Sheet 1 of 6) Export Classification C. BHT-407-MD-2 ENTER KEY LARGE FMS KNOB SMALL FMS KNOB MFD POWER-UP PAGE RIGHTMOST SOFTKEY 407gc_MM_95_0166a+ Figure 1-34.

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AND AVAILABLE PAGES PAGE GROUPS SELECTION SEQUENCE STEP 1. AVAILABLE PAGES 407gc_MM_95_0166b+ Figure 1-34. PAGE GROUPS STEP 2. ECCN EAR99 16 JUN 2014 Rev. Bell Maintenance Pages (Sheet 2 of 6) Export Classification C. BHT-407-MD-2 SELECTED PAGE GROUP ACTIVE PAGE TITLE AVAILABLE PAGES PAGE TITLES IN SELECTED GROUP PAGE GROUPS. PAGE TITLES. 1 1-93 . PAGE TITLES STEP 3.

Bell Maintenance Pages (Sheet 3 of 6) 1-94 Rev.BHT-407-MD-2 PAGE TITLE FAULTS PAGE 407gc_MM_95_0166c+ Figure 1-34. 1 16 JUN 2014 Export Classification C. ECCN EAR99 .

BHT-407-MD-2 DATA STATUS PAGE 407gc_MM_95_0166d+ Figure 1-34. ECCN EAR99 16 JUN 2014 Rev. Bell Maintenance Pages (Sheet 4 of 6) Export Classification C. 1 1-95 .

BHT-407-MD-2 EXCEEDANCES & CHIP HISTORY PAGE 407gc_MM_95_0166e+ Figure 1-34. Bell Maintenance Pages (Sheet 5 of 6) 1-96 Rev. 1 16 JUN 2014 Export Classification C. ECCN EAR99 .

Bell Maintenance Pages (Sheet 6 of 6) Export Classification C. BHT-407-MD-2 POWER CHECK HISTORY PAGE 407gc_MM_95_0166f+ Figure 1-34. 1 1-97 . ECCN EAR99 16 JUN 2014 Rev.

maintenance action is required prior to further flight. ECCN EAR99 . refer to paragraph 1-13-E. This stores the image on the page. This stores the image on the The Power Check History page (Figure 1-34) maintenance SD card assembly displays date. or if the Reference to Table 1-17 provides a general alternate input signal from the fault description of the displayed fault code. the Multi-Function Display (MFD). press the SAVE (Figure 1-34) displays ENG/ECU data. pressure altitude. maintenance action is (MFD). press the SAVE IMG softkey. These publications contain Exceedances & Chip History page of the data to determine the maintenance action the MFD reflects Bell Helicopter required prior to further flight. (407-075-219-101 or subsequent). which is Regardless if an exceedance was identified in installed in the upper SD card slot of the MFD. peak. MGT margin. airspeed. The ENG/ECU Data & Status page To save an image of the page. maintenance SD card assembly (407-075-219-101 or subsequent).BHT-407-MD-2 Regardless if an ENG/ECU fault Crew Alerting parameter. ENG/ IMG softkey. and regardless if the the MFD. and the identification of the detector associated with a chip occurrence. and ENG/ECU status. and duration of recorded System (CAS) message was displayed in exceedances on the Multi-Function Display flight or at shutdown. installed in the upper SD card slot of the MFD and PWR margin values for both regular power checks (BHT-407-FM-2. required prior to further flight. In specific regards to torque To access and view this maintenance page on exceedances. The Exceedances & Chip History page To access and view this maintenance page on (Figure 1-34) displays the date. which is MGT. EXCEEDANCES & CHIP HISTORY assured power checks (BHT-407-FMS-9) on — BELL MAINTENANCE PAGE the Multi-Function Display (MFD). This stores the image on the GEA data. the MFD. cycles. press the SAVE values are not displayed on the MFD IMG softkey. flight or at shutdown. POWER CHECK HISTORY — BELL MAINTENANCE PAGE To save an image of the page. Rolls-Royce To save an image of the page. 1-98 Rev. DATA STATUS (ENG/ECU DATA & STATUS) — BELL To access and view this maintenance page on MAINTENANCE PAGE the MFD. which is To access and view this maintenance page on installed in the upper SD card slot of the MFD. The ENG/ECU Faults page displays last engine run (inactive historical) faults in white NOTE text and current (active) faults in yellow text. time. time. primary torque input signal is from the airframe transducer. vertical speed. maintenance SD card assembly (407-075-219-101 or subsequent). Chapter 76 and the the exceedance. refer to paragraph 1-13-E. limits regarding possible maintenance actions. refer to paragraph 1-13-E. The page also displays the date. 1-13-B. torque. 1-13-D. the recorded torque Rolls-Royce Operation and Maintenance exceedance displayed on the Manual 250-C47B. FADEC ECU is being used to drive This information can be used in conjunction the torque indication at the time of with the BHT-407-MM-9. 1 16 JUN 2014 Export Classification C. OAT. Section 4) and 1-13-C. refer to paragraph 1-13-E.

rotate the inner FMS NOTE knob to highlight the desired page. the Maintenance page unresponsive to subsequent inputs Export Classification C. Each large FMS knob to highlight the AUX image is typically 2 to 3 MBs in size. Once OEM Diagnostics is pressed. Set the battery switch to BATT. Set the battery switch to OFF. Press the ENT key on the MFD or Most maintenance and information pages and press the rightmost softkey on the certain screen displays provide a SAVE IMG MFD. ECCN EAR99 16 JUN 2014 Rev. 1. message displayed for the 8. available. PAGES. being viewed within OEM Diagnostics. INFORMATION PAGES. To change the Maintenance page maintenance pages to be available. highlight the desired Maintenance page: 1-13-E. or being drained of its stored electrical remove the external DC power from power. BHT-407-MD-2 To save an image of the page. 1 1-99 . which is rotate the small FMS knob to installed in the upper SD card slot of the MFD. the G1000H system may be highlighted. Press the ENT key on the MFD to must be on the ground with the view the highlighted Maintenance WOG Crew Alerting System (CAS) page. This stores the image on the of the MFD screen. When the SAVE IMG softkey is 6. Continue to rotate the saved in the print folder of the SD card. if Press the ENT key. SAVING THE DATA DISPLAYED apply external DC power to the ON THE BELL MAINTENANCE helicopter. softkey to save the displayed data to the maintenance SD card assembly 4. to prevent the battery from 9. AND SCREEN DISPLAYS 3. Use an external power unit. page group. the helicopter. press the SAVE menu appears in the upper left side IMG softkey. Rotate the large FMS knob until the (407-075-219-101 or subsequent). 5. The images are (Figure 1-34). ACCESSING THE BELL MAINTENANCE PAGES ON THE • Faults page (paragraph 1-13-A) MULTI-FUNCTION DISPLAY • Data Status page (paragraph (MFD) 1-13-B) NOTE • Exceedances & Chip History page (paragraph 1-13-C) The maintenance SD card assembly (407-075-219-101 or subsequent) • Power Check History page must be installed into the upper SD (paragraph 1-13-D) card slot of the Multi-Function Display (MFD) and the helicopter 7. MFD power-up check — Complete. 2. which is page group menu appears in the installed in the upper SD card slot of the lower right side of the screen Multi-Function Display (MFD). Rotate the small FMS knob to select NOTE the OEM Diagnostics page. Press the FMS maintenance SD card assembly knob to enable the curser and then (407-075-219-101 or subsequent). or 1-13-F.

BHT-407-MM AND ROLLS-ROYCE 250-C47B OPERATIONS AND 2. the leftmost softkey is Operations and Maintenance Manual. flight data (407-075-219-101 or subsequent) may be information is recorded into the data_log installed in the upper SD card slot of the PFD. 1-13-H. 9 each flight. SD card. 9 softkeys at following required maintenance activities in the same time for approximately 2 seconds. A separate date/time stamped file softkeys may be used to save the image in the is created for each flight and the following print folder. Refer to discussed in the following the Rolls-Royce 250-C47B paragraph. Press the SAVE IMG softkey to save a . parameters are recorded at a rate of 1 Hertz 1-100 Rev. 2 and No. CLEARING HISTORY FROM THE appears when the image is saved. 12. Clearing fault or exceedance history data from the Garmin G1000H integrated avionics In the event that the MFD page you would like system and from the FADEC ECU is only to be to save does not have a SAVE IMG softkey. performed by maintenance personnel you may press the No. card to release the spring latch and eject the card from the card slot. accordance with the BHT-407-MM and Rolls This saves a . BELL MAINTENANCE PAGES 1. 1 and the rightmost softkey is No.bmp file of the current screen Royce 250-C47B Operations and Maintenance image to the print folder on the maintenance Manuals. FAULTS AND EXCEEDANCES ARE N O T T O B E E R A S E D /C L E A R E D UNLESS APPROPRIATE NOTE M AINT EN AN CE A CT IO N S H AV E Remove the electrical power from the BEEN CARRIED OUT IN MFD prior to removing or installing ACCORDANCE WITH THE the maintenance SD card. No. Use of a maintenance terminal is required to clear faults To identify the softkey locations stored in the FADEC ECU. does not clear the associated faults and exceedances stored in the NOTE FADEC ECU. Select other pages and save the images as required. Gently press on the maintenance SD MAINTENANCE MANUAL. Insert the SD card into a Windows historical) faults from the ENG/ECU compatible PC or laptop Faults page or exceedances from the incorporating an appropriate SD card Exceedances & Chip History page of reader and save. print. the No.e. folder of the maintenance SD card during As previously mentioned. NOTE Clearing last engine run (i. inactive 3.BHT-407-MD-2 for 1 minute. ECCN EAR99 . 1 16 JUN 2014 Export Classification C. A pop-up window 1-13-G.bmp file of the current screen CAUTION image. or e-mail the the Multi-Function Display (MFD) data from the print folder as required.. 2 and No. RECORDING OF FLIGHT DATA INFORMATION In the event that you would like to save page images from the Primary Flight Display (PFD). In addition to the information provided on the a maintenance SD card assembly Bell Maintenance pages.

Export Classification C. 2 1-101 . Chapter 95 recommends that the files be copied from the data_log folder at • Roll least once a year or every 1000 hours of flight operation. ECCN EAR99 10 DEC 2015 Rev. the • Pitch BHT-407-MM-9. • Pressure altitude 1-13-I. adequate space for continuous recording and storage of the data_log files. etc. DO NOT DELETE THE DATA_LOG The AIRCRAFT DATA items correspond to FOLDER FROM THE MAINTENANCE actual installed hardware. longitude. but do not change the similar AIRCRAFT LOAD weights CAUTION on the Weight & Balance page. version 1237. the existing files can be deleted from the data_log folder. BHT-407-MD-2 (once per second) for the duration of each To ensure the maintenance SD card maintains flight. those locations. This is only applicable for software groundspeed. • CAS messages The Weight & Balance page (Figure 1-35) provides the following information: NOTE The following additional parameters • Aircraft Weight & Balance Calculator are included in a future system update: • Estimated Weight Calculator • NP speed • Dynamic Vne for the Increased Gross Weight Kit • NG speed • Aircraft Load Calculator • Rotor (NR) speed • Predicted CG Movement due to Fuel • Torque Burn Indicator • MGT. THIS FOLDER IS REQUIRED IN ORDER FOR THE The AIRCRAFT LOAD entries indicate the SY S TE M T O S AV E T HE F LIG H T crew. altitude. passengers. SD CARD. or baggage that occupy DATA INFORMATION FILES. Weight & Balance Configuration page are included in the zero fuel weight. Once the files are copied and • Heading stored in another location for possible future • Airspeed reference. turbine outlet temperature • Current Lateral and Longitudinal CG Individual files continue to be saved and Indicators stored in the data_log folder for each flight until such time that the maintenance SD card The AIRCRAFT DATA item weights on the is full.08 and subsequent. WEIGHT & BALANCE PLANNING • Vertical acceleration • OAT NOTE • GPS latitude.

ECCN EAR99 . Weight & Balance Planning 1-102 Rev.BHT-407-MD-2 CURRENT LATERAL CG AIRCRAFT LOAD AIRCRAFT WEIGHT & BALANCE CALCULATOR CALCULATOR PREDICTED CG MOVEMENT DUE TO FUEL BURN ESTIMATED WEIGHT CALCULATOR CURRENT LONGITUDINAL CG WEIGHT & BALANCE CONFIRM WEIGHT & CONFIGURATION SOFTKEY BALANCE SOFTKEY HOOK WEIGHT FUEL ONBOARD SOFTKEY SYNC SOFTKEY BASIC EMPTY WEIGHT BASIC EMPTY WEIGHT CG AIRCRAFT DATA WEIGHT ITEMS GO BACK SOFTKEY DEFAULTS SOFTKEY WEIGHT & BALANCE PAGE 407_MD-2_01_0031 Figure 1-35. 1 16 JUN 2014 Export Classification C.

19. The • Folder 6 — PAC History power turbine is a two-stage free turbine that is gas coupled to the gas generator turbine. basic inlet. the engine dataplate identifies system software configuration. 31°C. single entry centrifugal flow compressor directly coupled • Folder 5 — Continuous Log Data to a two-stage gas generator turbine. The gas generator is • Folder 4 — WOG/Start Counts composed of a single-stage.5% instrument torque). that mates with the freewheel unit. • Folders 0 and 1 — Exceedance Data 1-14. fuel injection and igniter.cga file). This ensures all 250-C47B engines sold to Bell Helicopter NOTE Textron meet or exceed the rated horsepower Folders 8 through 15 are not part of specification. MAINTENANCE LOG PAGE Product Support Engineering provides the operator with the applicable folders and files The maintenance log feature records (. ECCN EAR99 10 DEC 2015 Rev. basic inlet and at maximum version 1237. The engine or transmitted through Wi-Fi or Iridium has a single combustion chamber with single telephone. 2 1-103 . The engine incorporates a Full Authority Digital Engine Control (FADEC) system. the engine provides 630 horsepower at sea The maintenance configuration file is a level. horsepower shown on the engine dataplate is not the maximum horsepower that the engine It adds folders 8 through 15 for configurable delivers when installed in the 407GX data to provide more information.08 and subsequent. The output shaft center line is located below the center line of 1-13-K. the rated the basic software. helicopter. This gives the operator the maintenance data specified as follows: opportunity to have a CMC to support the fleet. guarantees the engine provides at sea level at a specific fuel flow and MGT. function of the Central Maintenance Computer (CMC) on the Garmin G1000H. POWER PLANT • Folder 2 — Fadec Fault Data The Rolls-Royce 250-C47B engine • Folder 3 — Chip History (Figure 1-36) is a turboshaft engine featuring a free power turbine. MAINTENANCE the engine and the single exhaust outlet is CONFIGURATION FILES directed upward. continuous power (93.5°C. This replaces the basic folders (paragraph 1-13-J) rated horsepower is what Rolls-Royce without changing the contents. BHT-407-MD-2 1-13-J. The To further clarify the 250-C47B engine CMC file is not part of the certified G1000H horsepower. Export Classification C. the engine provides 674 horsepower This is only applicable for software at sea level. At takeoff power (100% instrument NOTE torque). • Folder 7 — Plus PAC History The integral reduction gearbox has multiple accessory pads and a splined output shaft This data may then be copied to an SD Card. The file the engine's rated horsepower as 650. Therefore.

Combustion section 4. Air inlet 2. Turbine section 5. Power Plant 1-104 Rev.BHT-407-MD-2 3 2 4 1 5 TYPICAL 1. Compressor assembly 3. Power and accessories gearbox 407_MD_01_0002 Figure 1-36. ECCN EAR99 . 1 16 JUN 2014 Export Classification C.

of the redundant design is transparent to the pilot. Section 3. Since much mounted Hydro Mechanical Unit (HMU). for actual 1-14-A-2. along Measured Gas Temperature (MGT). FADEC FAIL warning tone and display of the troubleshooting. and other engine Although the possibility of a FADEC system parameters. This paragraph addresses the operational design of the Rolls-Royce 250-C47B FADEC A FADEC failure condition during operation in system. Compressor Inlet Temperature FADEC failure. The ECU provides inputs to the failure is unlikely. Ambient Pressure (P1). as provide other important benefits. ENGINE CONTROLS — FADEC emergency procedures as the following SYSTEM FADEC information is read within Manufacturer’s Data. acceleration rate.358 or subsequent with the direct reversion to manual system Respond to the tone and lights as described installed. continuous Electronic Control Unit (ECU) and the engine monitoring. Although flight manual emergency in BHT-407-FM-2. Engine Torque Textron recommends that personnel Meter Oil Pressure (TMOP). pilots and maintenance HMU to modulate fuel flow based on the personnel must have an operational continuous monitoring of the following: understanding of the FADEC system. Power Turbine speed troubleshooting procedures. FADEC SYSTEM — OPERATION flight operations. ECCN EAR99 10 DEC 2015 Rev. procedures are explained in this section. BHT-407-MD-2 1-14-A. its relationship with airframe and AUTO mode is indicated by activation of the rotor systems. In addition to the operational benefit of The FADEC uses a single channel control with increased TBO (compared to similar one microprocessor and one electronic lane. FADEC SYSTEM to operate in many modes. The control system (Figure 1-37) is designed 1-14-A-1. Bell Helicopter (NP). including the The FADEC system is designed to enhance transitional modes to and from the AUTO and flight safety and reduce pilot workload as well MANUAL modes. non-FADEC controlled engines). The FADEC system has rotor speed. Familiarization with this (CIT). temperature. Section 3. engine There is also a MANUAL mode hydro automatic start. Main Rotor speed (NR). refer to the BHT-407-FM-2. and precise control of main mechanical backup. and self diagnostics. and Power procedure helps to emphasize flight manual Lever Angle (PLA)/throttle position. The FADEC FAIL and FADEC MANUAL Crew information provided reflects operation with Alerting System (CAS) messages. Collective Pitch familiarize themselves with the procedure for (CP) and rate. FADEC Software Version 5. possible system faults. and training procedures. the Crew Alerting System (CAS) advises The ECU monitors numerous internal and of conditions resulting from the increased external inputs to modulate fuel flow and monitoring. the 407GX/407GXP feature two main components: the airframe mounted redundant signal sensing. Export Classification C. 2 1-105 . therefore control engine speed. covering all possible system states. Gas with a sound knowledge of emergency and Producer speed (NG).

ECCN EAR99 . FADEC Control System Schematic 1-106 Rev. 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 COCKPIT TYPICAL FUEL NOZZLE AIRFRAME 60 ENGINE 120 NG HYDRO- MECHANICAL FUEL IN ELECTRONIC VIBRATION 60 UNIT CONTROL ISOLATORS (HMU) POWER 120 THROTTLE UNIT (ECU) NP /N R LEVER (PLA) LINKAGE AMBIENT PRESSURE FUEL (P1) MGT OUT NG ON OVERSPEED TEST SWITCH IGNITER RELAY FUEL AUTO RELIGHT FILTER AUTO MANUAL NP (PMA) STARTER RELAY FADEC MODE SWITCH LATCHING PERMANENT MAGNET ALTERNATOR CAUTION PANEL LIGHTS/CAS FADEC/ECU MTCE MESSAGES (407GX) PORT (MTCE (CIT) MAIN ROTOR TERMINAL -FADEC FAIL COMPRESSOR SPEED (N R) CONNECTOR) -FADEC MANUAL INLET -FADEC DEGRADED (MGT) +28 VDC BATTERY/ -FADEC FAULT TEMPERATURE -RESTART FAULT MEASURED AIRFRAME POWER GAS -ENGINE OVSPD TEMPERATURE -ENGINE OUT -AUTO RELIGHT (MECHANICAL LINKAGE) GAS GENERATOR THROTTLE SPEED (N G) POWER LEVER ANGLE (PLA) POWER TURBINE TORQUE METER SPEED (NP ) OIL PRESSURE COLLECTIVE (TMOP) PITCH (CP) AND RATE 407MM_76_0001_c03+ Figure 1-37.

A After the throttle is set to idle. rate and proper range. electric of fuel flow is not required. The higher voltage source is selected. 1 1-107 . and altitude compensated bellows. Discrete inputs are checked for continuity and output drivers are NOTE monitored for current demand to sense failed actuators and open or shorted circuits. Do not initiate a start if TEST FADEC related CAS messages are displayed unless appropriate maintenance investigation The FADEC system incorporates logic and or successful corrective action has been circuitry to perform self-diagnostics. channel and reversionary governor. In carried out and no current faults are shown general. and the throttle set to the idle position. POWER-UP MODE AND BUILT-IN start is completed. actuator in MANUAL mode. if a delay of more than Export Classification C. sensors are checked for continuity. Therefore. monitors. it is recommended that both the throttle and start switch are guarded until the 1-14-A-3. The helicopter 28 VDC bus supplies electrical and does not introduce fuel if the power to the FADEC ECU until the engine start switch is held to START. and limits engine power while 1-14-A-4. hot start fuel solenoid valve. the associated CAS messages than 60 seconds. (paragraph 1-14-A-20). BHT-407-MD-2 In addition. the FADEC system display. The In the event of a primary power source failure. fuel metering assembly. a of the start engages when the FADEC FADEC MAINT Crew Alerting System (CAS) ECU senses momentary activation advisory message is displayed indicating that (1 second) of the start switch or upon maintenance action is required. the engine and the engine-driven Permanent Magnet uses a digital electronic control system based Alternator (PMA). positioned to START. as its primary power on two electronic governors called primary source. the Therefore. If any sensing a NG speed of 5%. If a start is additional faults are detected during the attempted following a delay of more self-test. Electronic Control (FADEC) that controls. The reversionary governor can automatically take To ready the system for an automatic start. achieves 85% NP. The latching feature self-test (or subsequently during flight). Observe START and AUTO RELIGHT Crew Alerting System The HMU consists of a two-stage suction fuel (CAS) messages are displayed before pump. ECCN EAR99 16 JUN 2014 Rev. with FADEC software Version FADEC ECU selects between the 28 VDC bus 5. primary channel is a Full Authority Digital the alternate source is selected. does not allow the starter to latch following release of the start switch. The HMU Although the start sequence is automatic. The reversionary governor AUTO. If a FADEC lamp initiate the start and engage the test failure is identified during the power-up latching feature. the FADEC power-up self-test exercises output momentary contact start switch must drivers and actuators to ensure system be activated within 60 seconds to functionality and readiness. the provides fuel modulation through a stepper pilot is responsible for monitoring the start motor in AUTO mode and a hydro mechanical and taking appropriate action if required. Auto/Manual releasing START switch. overspeed valve. control of the engine in the event of a primary the FADEC MODE switch must be set to channel failure. Above this speed. uses a limited set of inputs and provides The start switch is then momentarily basic electronic governing. mechanical fuel shutoff valve. START IN AUTO MODE maintaining helicopter rotor speed. Throttle modulation changeover solenoid valve.358 or subsequent installed.

3 VDC.000 feet or if ECU exceedances should they occur. refer to start-counter to the next number when lightoff paragraph 1-21-A. the To reduce residual MGT.6°C momentary voltage drop occurs at 1-108 Rev. The igniter relay activates the start engine igniter system and displays the • Start MGT exceeds 912°C (FADEC AUTO RELIGHT CAS message. or 10. While in Software Versions 5. ECCN EAR99 .358 and regulator to inhibit generator output.6°C (80°F) or below. repositioned to cutoff and then back to idle after power is restored to Upon reaching an engine NG speed of 50%. and smoothly accelerates the engine to idle while limiting MGT if To reset the system. flashes subsequent) at pressure altitudes the shunt field for the duration of the start. the throttle must be temperatures and at higher altitudes. a dry motoring run AUTO RELIGHT CAS message isdisplayed. If starting addition. the ECU increments the engine on external power.358 and start mode. it 5. relay until 60 ±1% NG. be repositioned to cutoff and then the FADEC increases start acceleration from 2 back to idle. A the FADEC ECU unlatches the FADEC/start normal automatic start sequence relay. detects the lightoff. 1 16 JUN 2014 Export Classification C. if electrical to 6% NG per second. and activates the igniter relay. re-enable the latching feature. less than 10.2°C at initiation (5% NG) of START CAS message. In addition.000 feet HP or below system and continues to energize the igniter 65°C. The FADEC/start following conditions occur: relay places the Engine Indicating System (EIS) MGT indication into the start mode. As a significant 12% for ambient temperatures above 26. the EIS MGT indication is subsequent) at pressure altitudes programmed to record start MGT greater than 10. (5% NG) of start Once NG speed reaches 10% for ambient • Voltage to FADEC ECU drops below temperatures of 26. may be performed in accordance with the The engine continues to accelerate until BHT-407-FM-2. At inlet temperatures below -18°C. displays the than 82. In may then commence. the throttle must necessary. To allow for cooler starts and reduce the Above 55% NG (FADEC Software Version possibility of reaching hot start abort limits. Section 2. The starter determined residual MGT was less relay activates the starter. The increase in the power is interrupted prior to acceleration rate is noticeable during start initiating the start. is detected. the (80°F). reaching a stabilized idle of 63 ±1% NG. when below 10. the FADEC system introduces fuel. During this time.000 feet and if ECU and activates the starter relay. which differ determined residual MGT was from normal operational MGT exceedance greater than 82. The FADEC system also incorporates "Hot Activating the automatic start mode engages Start Abort Logic" up to 50% NG during start.BHT-407-MD-2 60 seconds has occurred. with the throttle at and improves start performance at colder idle. the airframe mounted FADEC/start relay. system must be reset.000 feet HP prior to start.358 and subsequent) the FADEC ECU is recommended that residual MGT be below carries out a self-test of the auto relight 150°C. when above 10. This ECU controlled feature cuts off fuel flow which is then latched by the FADEC ECU until to the engine fuel nozzle if any of the the NG speed reaches 50%. • Start MGT exceeds 885°C (FADEC signals the generator control unit/voltage Software Version 5.2°C at initiation limits. terminating the start sequence.

increasing the throttle to the FLY detent position (PLA 70°). FADEC MANUAL CHECK reduces the possibility of voltage dropping to 10. PERFORM THE FADEC circuits. positioning the throttle to FADEC manual check. These signals dictate the and horn are activated. NG speed. 1 1-109 . but below 50% N G.3 VDC Every 150 hours. ensuring a position be conducted in a smooth and battery voltage of 24 VDC or above gradual manner. the FADEC ECU either modulates fuel flow to provide a start NOTE if NG speed is sufficient. TO the FADEC/start relay. after engine light-off. Therefore. increase throttle maximum fuel flow (NG limiting) based on as required to maintain 63% NG until throttle position. As the throttle is positioned from idle (PLA 30 to 40°) to the FLY NOTE detent position (PLA 70°). abort limits due to low NG speed. as the throttle is increased from idle to the FLY detent position. AUTO TO MANUAL TRANSITIONS NOTE WITH NP/NR AT 100% FLAT PITCH RESULTS IN RAPID NP/NR Momentarily positioning the start ACCELERATION IN switch to DISENG only deactivates APPROXIMATELY 7 SECONDS. Export Classification C. Engine acceleration from idle to 100% NR/NP ensure the throttle is positioned to idle and in AUTO mode. which in turn A V OI D P OS S I B L E OV E R S P E E D disables the starter and igniter CONDITION. To prevent amount of authority the ECU has to control this from occurring. or cut off Refer to the Rolls Royce 250-C47B fuel flow if MGT exceeds hot start Operation and Maintenance Manual. ECCN EAR99 16 JUN 2014 Rev. BHT-407-MD-2 initiation of the start. a FADEC manual check is required (BHT-407-MM-1. In the event deactivation of MANUAL CHECK WITH THE the starter and igniter circuits occurs THROTTLE AT IDLE (63% NG). the starter disengages. To avoid rapid engine If NG increases to more than 75% NG acceleration. NOTE the fuel flow is electronically increased until 100% NR/NP is obtained. it is recommended that throttle with throttle positioned in idle detent. electrical signals The engine idle speed may reduce to are sent to the ECU from the HMU-PLA the point where the engine out light potentiometer. cutoff is the appropriate method to manually stop the start sequence. the FADEC is designed MANUAL mode. Publication CSP 21001 to do the Therefore. Once 150°C MGT is CAUTION obtained. 1-14-A-5. and in turn controls engine the idle speed has stabilized. Chapter 5). The If a FADEC aborted start occurs or the pilot purpose of this check is to ensure the engine manually initiates a start abort by positioning responds to throttle movement while in the throttle to cut off. is achieved by smoothly NG speed is at 63 ±1%. prior to start. in conjunction with appropriate battery maintenance. Prior to positioning the FADEC MODE switch to MANUAL for the purposes of the check. application from idle to the FLY detent maintenance action is required. to automatically keep the starter engaged for up to 60 seconds from initiation of the start to reduce MGT to 150°C.

throttle from CUTOFF to IDLE. The engine idle speed may reduce to With the collective in the full down position the point where the engine out light and the throttle in CUTOFF. In MANUAL. moved to IDLE position. initiate the start by pressing the starter switch. The change in NG speed is due to the except for use under emergency conditions or fact that the FADEC system is not under special permit from the local aviation temperature compensated in regard to fuel authority. followed. Once throttle is maintenance action is required. The engine detects light Operation and Maintenance Manual. Engine should return to a NG speed of 63 ±1%. The start switch must be held in the START position until the start sequence is completed 1-14-A-6. 1 16 JUN 2014 Export Classification C. Position FADEC MODE switch to throttle positioned to cutoff. overcome this issue in most instances. Automatic hot start abort features are not available in MANUAL mode. MODE or NG speed specified in Rolls-Royce 250-C47B Operation and Maintenance Manual For helicopters that operate at temperatures for specific OAT. or out of cutoff and stop when the engine lights at high altitudes and experience a hot start off. Refer to the Rolls-Royce 250-C47B flow in MANUAL mode. the A U T O a n d e n s u r e FADEC MANUAL a n d FADEC does not latch the FADEC/start relay AUTO RELIGHT CAS messages extinguish. In accordance with the Rolls-Royce 250-C47B the NG speed may change from 63 ±1%. This energizes the starter motor and NOTE turns on the ignition exciter (continue to hold starter switch). 1-110 Rev. slowly increase throttle approximately 5 to 10% NG to ensure engine To ready the system for a manual start. this procedure can be used to alleviate the NOTE possibility of aborted hot starts. slowly advance the throttle of approximately 26.BHT-407-MD-2 Refer to the Rolls-Royce 250-C47B light off is detected. When the NG speed reaches 12%. Once NG has reached If NG increases to more than 75% NG approximately 16%. the throttle to the idle detent and monitor the and when prior troubleshooting has not NG speed. Allow the MGT to peak and then increase abort event. manual increase or decrease in NG speed may be mode starting on the ground is not authorized noticed. the pilot can and horn are activated. Once the engine has been started. START IN MANUAL MODE AUTO RELIGHT Crew Alerting System (CAS) messages are displayed. Engine load and HMU Operation and Maintenance Manual to ensure calibration also plays a part in determining if all manual mode operational procedures are the NG speed changes. An Operation and Maintenance Manual. position For hot and/or high altitude environments. ALTERNATE START — AUTO at 50% NG. the following start procedure is fuel flow by modulating throttle to maintain approved and has been demonstrated to MGT within limits. the starter latches Refer to the Rolls-Royce 250-C47B and the starter switch can be released once Operation and Maintenance Manual. the FADEC MANUAL and 1-14-A-7. ECCN EAR99 . Once NG is stabilized. In addition. revealed any engine maintenance issues. or control the fuel scheduling during the start. off and smoothly accelerates to ground idle while limiting the MGT if necessary.6°C (80°F) and above. Once the FADEC MODE switch is positioned to MAN. the pilot is to move the with throttle positioned in idle detent. the responds and then return throttle to idle FADEC MODE switch is set to MAN and the position.

detent position during normal flight operations.1% NP. continuing the is positioned from the FLY detent procedure until a relight occurs or the NG (PLA 70°) to a setting that is less than speed decays to 50%. BHT-407-MD-2 Idle detent speed in MANUAL may not control to maintain NR within limits. limiting). adjust throttle to avoid 68. The ECU occurs. engine NG speed. ECCN EAR99 16 JUN 2014 Rev. initiated. The FADEC NOTE controls the MGT and accelerates the engine If throttle is not maintained in FLY to the previously selected state. hydromechanical control of the HMU fuel metering valve. If this maintain NR within limits. Engine acceleration from idle to 100% is Therefore. as throttle is increased or achieved by positioning the throttle towards decreased. Although any throttle AUTO RELIGHT Crew Alerting System position from 62° PLA to full open (CAS) message and ENGINE OUT CAS provides the FADEC with complete message is illuminated and the engine out Export Classification C. receives engine and airframe parameter inputs and cockpit If NG stabilizes above 75% NG. The pilot should If required. In AUTO mode. engine control is also available to the pilot in Releasing the start switch from the START AUTO mode. the OPERATION auto-relight sequence is initiated by establishing a controlled fuel flow and activating the ignition system. (PLA 70°). and modulates the HMU stepper motor driven fuel metering valve to Once a MANUAL mode start has been achieve desired engine performance. maintenance action is required. an alternate means of has stabilized at an acceptable level. the approved throttle position for flight is the FLY detent position If NG speed stabilizes below 63 ±1%. perform of 40 to 62°. IN-FLIGHT AUTO MODE deceleration. and positioned between HMU power lever angles idle has been achieved and is stable. subsequent starts/ signals dictate the amount of authority the flight are prohibited until appropriate FADEC ECU has to control maximum fuel flow (NG system troubleshooting has been performed. the 62° PLA. the FADEC has complete speed does not fall into avoid STEADY control over engine operation to STATE range of 68. These engine flameout occurs. the FADEC is capable of detecting an engine flameout by sensing NG 1-14-A-8. command signals.1% NP. it may be terminated at any time by rotating the throttle to cutoff. position until the required engine performance is achieved. and in turn. processes them. This is achieved through regulated electrically by limiting the fuel flow. If ECU from the HMU-PLA potentiometer. adjust throttle to maintain 63 ±1% NG. During flight in AUTO mode with the If NG speed stabilizes between 63 ±1% th r o t tl e in F L Y d e t e n t p o s i ti o n and 75%. this is acceptable provided NP (PLA 70°). as may be the case in certain continue motoring the engine until the MGT emergency procedures.4 to 87. electrical signals are sent to the a momentary switch back to AUTO mode. During this time.4 to 87. This can be achieved by position disengages the FADEC/start relay manipulating the throttle below FLY detent and disables the starter and igniter circuits. stabilize at 63 ±1% NG. available engine power The automatic relight sequence initiates at may be limited. the maximum NG speed is full open. Without any pilot action. As the throttle is After a successful MANUAL mode start. This occurs if throttle detection of a flameout. 1 1-111 .

This is in the form of a appropriate accommodations to continue FADEC DEGRADED CAS message. pilot is alerted through the FADEC FAIL RESTART FAULT CAS messages. the FADEC system under the following conditions: discontinues the attempt to relight the engine and the ENGINE OUT CAS message and Engine operating: audio alert remain active. (CAS) messages that are controlled by the FADEC: FADEC FAIL . operation. if any failure occurs in the ECU or in one of its input/output signals When the engine is not operating. but that significantly impacts the ECU control of electrical power is applied. Engine not operating: While in AUTO mode. 1 16 JUN 2014 Export Classification C. run. FADEC FAULT .358 or 1-14-A-9. the the HMU. maintenance advisory faults and are displayed during shutdown when the throttle The FADEC ECU continuously monitors the is placed in the cutoff position and NG speed FADEC system for faults and makes decays below 9. WHEN A FADEC impair the functioning of the ECU. If the detected failure does not If any failure occurs in the ECU/HMU or in one significantly impair the functioning of the of the input/output signals that significantly ECU. In the event of an unsuccessful relight. FADEC FAULT . FADEC SYSTEM FAULTS subsequent installed. it is not FADEC DEGRADED . ECCN EAR99 . last engine refer to paragraph 1-14-G. refer to the restart When the engine is operating (i. FADEC FAIL and FADEC MANUAL CAS messages. exceedances as current. the pilot is alerted through the FADEC only records current faults as FADEC FAIL warning audio alert and the they occur. For additional FADEC automatically records faults/ information on in-flight AUTO mode restarts. the reversionary (backup) governor is activated under certain fault conditions to eliminate a FADEC FAIL condition. FADEC MANUAL . depending There are eight Crew Alerting System upon the nature of the fault. or a combination of. the FADEC DEGRADED .and RESTART FAULT CAS message. and accumulated. FADEC FAULT . BELL HELICOPTER TEXTRON REQUIRES MAINTENANCE ACTION.5%. If the detected failure does not significantly PRIOR TO FLIGHT.BHT-407-MD-2 warning audio alert is activated. or warning audio alert and the FADEC FAIL / combination of. the pilot is RELATED CAS MESSAGE IS alerted through a FADEC DEGRADED . These faults are identified as ENGINE OUT . running.. If the NG Faults and exceedances can be recorded decays below 50%. as they occur. automatic mode emergency procedure in the Iightoff has been detected) the BHT-407-FM-2. the pilot is alerted through the impacts the ECU or control of the HMU. communicated to the pilot with the engine RESTART FAULT . This allows operations in a CAUTION degraded mode while remaining in AUTO mode (paragraph 1-14-A-15). Fault codes have been preassigned to those parameters being The BHT-407-FM-2 provides the appropriate monitored by the FADEC ECU. ILLUMINATED. ENGINE OVSPD . With FADEC Software Version 5. If the fault is minor in nature. and AUTO RELIGHT . Section 3. depending on the nature of FADEC MANUAL CAS messages. the fault. action required by the pilot for each CAS 1-112 Rev.e.

underspeed condition. If this occurs. These faults are MANUAL mode. illumination of the FADEC FAIL and FADEC MANUAL Crew Alerting System Faults that require pilot action and (CAS) messages and FADEC MODE switch automatically initiate a transition to the MAN light at the time of the failure. Export Classification C. All FADEC faults have been categorized into 1-14-A-11. if any. 1-14-A-10. BHT-407-MD-2 message or CAS message/audio alert MODE switch to silence the audio alert. For In this situation. match ensures all FADEC failures revert directly to throttle bezel position to NG MANUAL. As the MANUAL mode are displayed immediately FADEC SYSTEM has initiated the transition to when detected by the ECU. FADEC SYSTEM FAILS TO THE five types. RPM hand from the collective to press the FADEC change. MANUAL mode allows the the FADEC DEGRADED CAS message may pilot to control N R /N P with coordinated also illuminate depending on the nature of the control of the collective and throttle. once condition. The pilot only has to remove his mode. 1 1-113 . collective and tone) activates in conjunction with the throttle have to be used to control RPM. In addition. Throttle — If time permits. resulting in little. ECCN EAR99 16 JUN 2014 Rev. In addition. reversion to MANUAL mode maintenance advisory faults displayed during occurs. the RESTART FAULT MANUAL system is to provide the pilot with CAS message is also displayed with a FADEC throttle control of the fuel metering valve in a FAIL/FADEC MANUAL condition. established in MANUAL mode. The reversion to MANUAL mode begins immediately. timely manner. The following procedural steps are required: The DIRECT REVERSION to MANUAL system 1. as following the transition to MANUAL required. With FADEC Software Version The objective of the DIRECT REVERSION to 5.358 and subsequent. refer to paragraph 1-14-A-19. within this system. The main intent of the DIRECT to MANUAL This procedure also permits a system is to simplify pilot procedures in the smoother transition to MANUAL event of a FADEC failure. This is mode. independent of the position of the shutdown. The within 2 to 7 seconds following a direct failure FADEC FAIL audio alert (“ding-dong” chime to MANUAL. The first four relate to in-flight MANUAL MODE AS FOLLOWS faults and the fifth relates to maintenance advisory faults with the engine shut down. FADEC FAIL and FADEC MANUAL CAS messages. the system This has proven to reduce the incorporates a throttle that is detented at the possibility of an overspeed or 90% NG bezel FLY position. FAIL FIXED failures do not exist indication. CATEGORY 1 — FADEC FAIL/ FA D E C M A N U A L — D I R E C T This condition can be identified by the REVERSION TO MANUAL sounding of the FADEC FAIL warning audio SYSTEM (DRTM) alert. fault and illuminates as a maintenance advisory during engine shutdown. the pilot must be aware that displayed as FADEC FAIL / FADEC MANUAL an increase or decrease in NR/NP may occur Crew Alerting System (CAS) messages. FADEC MODE switch on the instrument panel. This is due to the fact that the accomplished by allowing the pilot to keep actual NG speed and fuel metering his hands on the controls during a FADEC valve position prior to switching to failure and enable an increase or decrease in MANUAL mode are very close to that throttle from the FLY detent position.

This occurs valve shaft lever. It takes engages the fuel metering valve lever approximately 2. Figure 1-38 through Figure 1-40 for It is most important to ensure that NR/NP is additional information on AUTO to monitored and properly controlled. and following the transition to MANUAL mode. Refer to collective and throttle. This occurs during the period when As it takes 2 to 7 seconds to the HMU Manual Load Piston (slow complete the transition to MANUAL piston) engages the fuel metering mode. NR/NP — Maintain 95 to 100% with condition of high fuel flow. during MANUAL mode transitions. An increase in NR/NP speed may be experienced while in transition to Within 2 to 7 seconds after FADEC MANUAL from a condition of low to FAIL warning. ECCN EAR99 .BHT-407-MD-2 If time does not permit matching of transition from an initial condition of throttle bezel position to NG low fuel flow. complete.0 seconds for both and moves it to a more closed pistons to make contact with the fuel position as dictated by throttle to metering valve lever following a bezel position. Similarly. The two pistons during the period when the PLA move at different rates toward the Follower Piston (fast piston) fuel metering valve lever. This requires higher fuel flow. NR/NP may increase or higher fuel flow or high fuel flow to a decrease very rapidly. 1-114 Rev. condition of low to lower fuel flow or There are two pistons within the HMU high fuel flow to a lower fuel flow. which must of the procedure is lower than the hydromechanically extend to contact actual NG speed at the time of the opposite sides of the fuel metering FADEC failure condition. initially maintain throttle 7 seconds may be required for the in detented FLY position. arise. 2 10 DEC 2015 Export Classification C. a decrease in NR/NP speed valve in the HMU can be manually may be experienced during the controlled by the pilot through use of transition to MANUAL from a the throttle on the collective. two pistons to make contact following a transition from an initial 2. (Figure 1-38): a Manual Load Piston This is seen if the throttle to bezel (slow piston) and a PLA Follower selection made by the pilot in step 1 Piston (fast piston). This is seen if the collective inputs to control RPM. the use of throttle to control valve lever and moves it to a more NR/NP is ineffective until the open position until the PLA Follower transition to MANUAL mode is Piston (fast piston) is contacted. The throttle to bezel selection made by rotor system is very responsive to the pilot in step 1 of the procedure is collective inputs and can be higher than the actual NG speed at controlled by the pilot should a NR/ the time of the FADEC Failure NP overspeed/underspeed tendency condition. The transition is not completed until the fuel metering Inversely. up to indication.

1 1-115 . Auto to Manual Transition at Low Fuel Flow (Sheet 1 of 2) Export Classification C.0 SECOND 2. ECCN EAR99 16 JUN 2014 Rev.0 SECONDS MANUAL LOAD PISTON (SLOW) 2 PLA FOLLOWER PISTON (FAST) METERING VARIABLE VALVE ORIFICE LEVER MIN FUEL MAX FUEL FLOW FLOW PARTIAL CROSS SECTION OF HMU 407MM_76_0006+ Figure 1-38. BHT-407-MD-2 1 AUTO/MANUAL CHANGEOVER SOLENOID VALVE HIGH PRESSURE FUEL VALVE SHOWN OPEN (DE-ENERGIZED) POWER LOW LEVER PRESSURE FUEL 1.

This will minimize the fuel flow change during the transition. This provides the means to increase or decrease fuel flow by altering the position of the fuel metering valve.0 second to a position that is a function of throttle (PLA) position.BHT-407-MD-2 AUTO TO MANUAL TRANSITION AT LOW FUEL FLOW INITIAL CONDITION: Auto mode. low engine fuel flow. PLA follower piston position is regulated by fuel pressure bleed through variable orifice. fuel pressure is used to position the manual load piston and PLA follower piston. After both pistons engage. PLA follower piston "rapidly'' extends in approximately 1. Concurrently.0 seconds and begins to drive it to meet PLA follower piston. The decrease in fuel flow will be caused as the PLA follower piston engages the metering valve lever and drives it towards the manual load piston. 2 PLA follower piston is controlled by throttle (PLA) position during transition to manual and when in manual mode. Engages metering valve lever in approximately 2. 407MM_76_0007+ Figure 1-38. When in automatic mode. allowing high pressure fuel to manual load piston and PLA follower piston. Matching throttle and bezel to the actual N G speed will allow the PLA follower piston to position itself very close to the actual position of the metering valve at the time of the transition. With the valve open. Inversely. Auto to Manual Transition at Low Fuel Flow (Sheet 2 of 2) 1-116 Rev. ECCN EAR99 . both the PLA follower piston and manual load piston are retracted from the metering valve lever. positioning the throttle to a bezel setting that is lower than actual N G speed at the time of the transition will produce a decrease in fuel flow during the transition. Slew rate limiting is achieved by hydraulic dynamics. throttle at "FLY'' position. They are held in the retracted position by fuel pressure when the auto/manual changeover solenoid valve is closed (energized). After FADEC mode switch manual selection or initiation of direct reversion to manual: Auto/manual changeover solenoid valve is de-energized. manual mode is established and no delay exists between throttle (PLA) movement and fuel flow change. Auto/manual changeover solenoid valve is opened (de-energized) for transition to and during manual mode operation. NOTES 1 Auto/manual changeover solenoid valve normally closed (energized) in auto mode. Positioning the throttle to a bezel setting that is higher than actual NG speed at the time of the transition will produce an increase in fuel flow during the transition. 1 16 JUN 2014 Export Classification C. Manual load piston "slowly'' extends. Manual load piston ensures metering valve lever is held against PLA follower piston. The increase in fuel flow will be caused as the manual load piston engages the metering valve lever and drives it towards the PLA follower piston.

BHT-407-MD-2 AUTO/MANUAL 1 CHANGEOVER SOLENOID VALVE HIGH PRESSURE FUEL VALVE SHOWN OPEN (DE-ENERGIZED) POWER LOW LEVER PRESSURE FUEL 0. ECCN EAR99 16 JUN 2014 Rev. Auto to Manual Transition at Intermediate Fuel Flow (Sheet 1 of 2) Export Classification C.5 SECOND 3 SECONDS MANUAL LOAD PISTON (SLOW) PLA FOLLOWER 2 PISTON (FAST) METERING VARIABLE VALVE ORIFICE LEVER MIN FUEL MAX FUEL FLOW FLOW PARTIAL CROSS SECTION OF HMU 407MM_76_0008+ Figure 1-39. 1 1-117 .

The increase in fuel flow will be caused as the manual load piston engages the metering valve lever and drives it towards the PLA follower piston. PLA follower piston position is regulated by fuel pressure bleed through variable orifice.0 seconds and begins to drive it to meet PLA follower piston. Concurrently. Auto to Manual Transition at Intermediate Fuel Flow (Sheet 2 of 2) 1-118 Rev. They are held in the retracted position by fuel pressure when the auto/manual changeover solenoid valve is closed (energized). Matching throttle and bezel to the actual N G speed will allow the PLA follower piston to position itself very close to the actual position of the metering valve at the time of the transition. Positioning the throttle to a bezel setting that is higher than actual N G speed at the time of the transition will produce an increase in fuel flow during the transition. Manual load piston "slowly'' extends.5 second to a position that is a function of throttle (PLA) position. both the PLA follower piston and manual load piston are retracted from the metering valve lever. With the valve open. This provides the means to increase or decrease fuel flow by altering the position of the fuel metering valve. Inversely. The decrease in fuel flow will be caused as the PLA follower piston engages the metering valve lever and drives it towards the manual load piston. manual mode is established and no delay exists between throttle (PLA) movement and fuel flow change. fuel pressure is used to position the manual load piston and PLA follower piston. Slew rate limiting is achieved by hydraulic dynamics. throttle at "FLY'' position. 2 PLA follower piston is controlled by throttle (PLA) position during transition to manual and when in manual mode. 1 16 JUN 2014 Export Classification C. positioning the throttle to a bezel setting that is lower than actual N G speed at the time of the transition will produce a decrease in fuel flow during the transition. When in automatic mode. Engages metering valve lever in approximately 3. Manual load piston ensures metering valve lever is held against PLA follower piston. ECCN EAR99 . intermediate engine fuel flow. PLA follower piston "rapidly'' extends in approximately 0. 407MM_76_0009+ Figure 1-39. Auto/manual changeover solenoid valve is opened (de-energized) for transition to and during manual mode operation. NOTES 1 Auto/manual changeover solenoid valve normally closed (energized) in auto mode. After FADEC mode switch manual selection or initiation of direct reversion to manual: Auto/manual changeover solenoid valve is de-energized allowing high pressure fuel to manual load piston and PLA follower piston. After both pistons engage. This will minimize the fuel flow change during the transition.BHT-407-MD-2 AUTO TO MANUAL TRANSITION AT INTERMEDIATE (CRUISE) FUEL FLOW INITIAL CONDITION: Auto mode.

1 1-119 .1 SECOND 6 TO 7 SECONDS MANUAL LOAD PISTON (SLOW) PLA FOLLOWER 2 PISTON (FAST) METERING VARIABLE VALVE ORIFICE LEVER MIN FUEL MAX FUEL FLOW FLOW PARTIAL CROSS SECTION OF HMU 407MM_76_0010+ Figure 1-40. Auto to Manual Transition at High Fuel Flow (Sheet 1 of 2) Export Classification C. BHT-407-MD-2 AUTO/MANUAL 1 CHANGEOVER SOLENOID VALVE HIGH PRESSURE FUEL VALVE SHOWN OPEN (DE-ENERGIZED) POWER LOW LEVER PRESSURE FUEL 0. ECCN EAR99 16 JUN 2014 Rev.

Slew rate limiting is achieved by hydraulic dynamics.BHT-407-MD-2 AUTO TO MANUAL TRANSITION AT HIGH FUEL FLOW INITIAL CONDITION: Auto mode. When in automatic mode. high engine fuel flow. positioning the throttle to a bezel setting that is lower than actual NG speed at the time of the transition will produce a decrease in fuel flow during the transition. Inversely. Manual load piston "slowly'' extends. Concurrently. They are held in the retracted position by fuel pressure when the auto/manual changeover solenoid valve is closed (energized). Positioning the throttle to a bezel setting that is higher than actual NG speed at the time of the transition will produce an increase in fuel flow during the transition. Auto to Manual Transition at High Fuel Flow (Sheet 2 of 2) 1-120 Rev. After FADEC mode switch manual selection or initiation of direct reversion to manual: Auto/manual changeover solenoid valve is de-energized allowing high pressure fuel to manual load piston and PLA follower piston. Matching throttle and bezel to the actual NG speed will allow the PLA follower piston to position itself very close to the actual position of the metering valve at the time of the transition. The increase in fuel flow will be caused as the manual load piston engages the metering valve lever and drives it towards the PLA follower piston. PLA follower piston "rapidly'' extends in approximately 0. With the valve open. This will minimize the fuel flow change during the transition. Manual load piston ensures metering valve lever is held against PLA follower piston. manual mode is established and no delay exists between throttle (PLA) movement and fuel flow change. This provides the means to increase or decrease fuel flow by altering the position of the fuel metering valve. NOTES 1 Auto/manual changeover solenoid valve normally closed (energized) in auto mode. Engages metering valve lever in approximately 6 to 7 seconds and begins to drive it to meet PLA follower piston. fuel pressure is used to position the manual load piston and PLA follower piston. ECCN EAR99 . 2 PLA follower piston is controlled by throttle (PLA) position during transition to manual and when in manual mode. The decrease in fuel flow will be caused as the PLA follower piston engages the metering valve lever and drives it towards the manual load piston. throttle at "FLY'' position. Auto/manual changeover solenoid valve is opened (de-energized) for transition to and during manual mode operation. 407MM_76_0011+ Figure 1-40. PLA follower piston position is regulated by fuel pressure bleed through variable orifice. 1 16 JUN 2014 Export Classification C. both the PLA follower piston and manual load piston are retracted from the metering valve lever. After both pistons engage.1 second to a position that is a function of throttle (PLA) position.

1 1-121 . Table 1-16. with throttle and collective (paragraph 1-14-A-16). MANUAL mode power change can be minimized by fuel flow is pressure altitude compensated to matching the throttle bezel to the maintain an approximate constant actual indicated NG speed in step 1 horsepower.0 Second High Power Higher Power 7. the pilot has and possible change in engine power complete control of NR/NP by flight control while the system transitions to manipulation and the throttle on the MANUAL. time. The fuel flow slew rate is degree of power change during the hydromechanically limited to provide proper transition depends on engine power responsiveness for helicopter operation and at the time of the FADEC failure and also prevents surge.5 and 118. The pilot has slew rate the engine running. however. to that following the transition to MANUAL mode. The length of the delay and collective. the to or operation in MANUAL mode. with a change in altitude without of the FADEC failure procedure. Export Classification C. Fuel flow is a function of the desired power as selected by the pilot controlled fuel metering valve orifice throttle position for the transition.1 Second In simpler terms.0 Seconds Low Power Lower Power 1. BHT-407-MD-2 The approximate time to detect a to manual is summarized in power change during the transition Table 1-16. the degree of for all ambient conditions. the transition to MANUAL mode is control system is designed to keep complete. NOTE if any. Because of this. Fuel flow in permits the smoother transition to the MANUAL mode. is not MANUAL mode due to the fact that temperature compensated. This throttle adjustment by the pilot. ECCN EAR99 16 JUN 2014 Rev. the actual NG speed and fuel there may be temperatures at which maximum metering valve position prior to fuel flow in MANUAL mode is not sufficient to switching to MANUAL is very close achieve takeoff power. Throttle may now be used. In the event engine (NP) overspeed Once both pistons contact the lever system is activated during transition on the fuel metering valve shaft. there is a time delay Once in MANUAL mode. to maintain rotor and engine RPM 3. in conjunction with collective. Engine may limited control of the fuel metering oscillate between 112.5% valve through throttle position NP until corrective action is taken without any delay. FADEC MODE switch — Depress one within 95 to 100%. power/RPM change. Maximum continuous power is available stated previously. This results in little.0 Seconds High Power Lower Power 0. As size. Time to Power Change ENGINE POWER AT TIME OF DESIRED POWER AS APPROXIMATE TIME TO FADEC FAILURE SELECTED BY THROTTLE DETECT POWER CHANGE POSITION DURING TRANSITION TO MANUAL Low Power Higher Power 2.

Applicable maintenance action is required prior to next flight. It is detected by the ECU. required prior to next flight. CATEGORY 4 — RESTART FAULT FADEC DEGRADED faults represent a loss of some feature of the FADEC system. If the FADEC ECU is operational. ECCN EAR99 . NR lag. In conjunction with subsequent. the warning audio alert (ding-dong RESTART FAULT CAS message may also chime tone).358 and may not be functional. the FADEC FAULT CAS message 5. Rapid power changes continue in AUTO mode. MGT automatic limiting circuit (905°C in flight) Applicable maintenance action is may not be functional. DEGRADED 1-14-A-14. (backup) governor is activated under certain fault conditions. it tracks HMU operation. Operations should be recommended that the pilot plan the landing continued in AUTO mode and helicopter is to site accordingly. MANUAL mode was initiated by the FADEC system. These by the pilot and should not affect faults are displayed immediately when performance of the helicopter. As the transition to activate under certain fault conditions. In addition. which also allow operations This allows the pilot to keep hands in a degraded mode (paragraph 1-14-A-15). Applicable maintenance action is required 1-14-A-12.358 and be accomplished until pilot is firmly subsequent installed. then slowly faults are displayed immediately when increase the throttle to the desired detected by the ECU. 1 16 JUN 2014 Export Classification C. This may result in NR droop.BHT-407-MD-2 Depressing the FADEC MODE switch conjunction with the FADEC DEGRADED one time mutes the FADEC FAIL Crew Alerting System (CAS) message. These condition clears. Land as soon as practical. can be positioned to off. Normal shutdown if possible. or The fault does not require immediate action reduced maximum power capability. FADEC FAULT and RESTART FAULT CAS messages are displayed. perform 1-14-A-13. fuel shutoff valve BHT-407-FM-2. Surge detection and activation of the FADEC FAULT Crew avoidance are not available. and provide and NP A FADEC FAULT indicates that PMA and/or overspeed limiting with FADEC MGT. this step should not With FADEC Software Version 5. NP. RESTART FAULT CAS message may also decrease the throttle until the surge activate under certain fault conditions. These faults are displayed be flown smoothly and non-aggressively. the engine surge is encountered. CATEGORY 2 — FADEC prior to next flight. The pilot should follow the completed by rolling throttle to appropriate procedures as set out in the closed position. automatic engine start may not be possible. If both should be avoided. this indicates the 4. or NG automatic limiting circuit(s) Software Version 5. monitor engine functions. CATEGORY 3 — FADEC FAULT diagnostics. on flight controls during the transition to MANUAL mode. If an Alerting System (CAS) message. Operations should power level. the reversionary established in MANUAL control. In immediately when detected by the ECU and 1-122 Rev. which RESTART FAULT indicates a subsequent may cause a degradation in performance. is also displayed continuously whenever NP has exceeded a maintenance limit (paragraph If normal shutdown cannot be 1-14-A-16).

the FADEC FAULT CAS RESTART FAULT and FADEC DEGRADED message displays for the remainder of the CAS messages to warn the pilot. 1 1-123 . independent analog circuits integral to the maintenance investigation is required prior to ECU. NP Time No.3% 0s >5 consists primarily of a backup channel that is 3 > 113. or if NP reaches or properly followed. FADEC REVERSIONARY Condition Threshold Limit Events GOVERNOR 1 > 102. Do not available.358 and located on the Engine History Data page of subsequent. Failure of system test when the overspeed solenoid the FADEC into Reversionary Governor mode valve closes. the MANUAL mode pistons exceeds 102. The ENGINE OVSPD Crew Alerting System (CAS) warning message displays in the event If the engine shutdown procedures are not of a NP overspeed. is indicated by the illumination of the following three Crew Alerting If the ENGINE OVSPD CAS message is System (CAS) messages: FADEC FAULT . the Maintenance Terminal as well as the Export Classification C. Peak values of exceedances are with FADEC Software Version 5. displayed during engine operation due to an FADEC DEGRADED . and RESTART FAULT exceedance.5%. immediately when NP reaches or exceeds The FADEC may then be unable to prevent a 107. ECCN EAR99 16 JUN 2014 Rev. it is displayed the next time PROTECTION electrical power is applied following the FADEC system self-test. the pilot is provided with a performance and can cause NR droop or NR maintenance advisory on shutdown in the lag.3%. When the NP overspeed protection is available in both FADEC DEGRADED CAS message is the AUTO and MANUAL modes by displayed as a maintenance advisory. In the event of a FADEC Failure. With FADEC Software Version 5.3% 0s >0 contained in the ECU and is isolated from the primary governor by a firewall for EMI.5 seconds or may begin to engage during the shutdown. Applicable FADEC DEGRADED CAS messages display maintenance action is required prior to next when NG speed decays below 9. ENGINE OVERSPEED shutdown. of 1-14-A-15.1% for 2. The and ENGINE OVSPD smoothly and non-aggressively. It provides basic power turbine speed The ENGINE OVSPD CAS message also governing in the event of a hard fault displays momentarily during the overspeed occurring in the primary governor. NG overspeed protection is not available further flight.1% 15 s >0 The FADEC Reversionary (backup) Governor 2 > 107. Operations should be continued in form of a CAS FADEC DEGRADED AUTO mode and helicopter is to be flown message.358 hot start on the next start and displays the and subsequent. If the pilot flight (paragraph 1-14-A-20). An HMU flight and triggers the ENGINE OVSPD CAS manual piston parking procedure is required. BHT-407-MD-2 displayed as a RESTART FAULT Crew it is possible that overspeed protection is not Alerting System (CAS) message. fails to recognize illumination of the FADEC DEGRADED CAS message on 1-14-A-16. message to display on shutdown if NP as described in paragraph 1-14-A-18 and the exceeded a maintenance limit per the Rolls-Royce 250-C47B Operations and following conditions: Maintenance Manual. attempt a subsequent start until applicable maintenance action has been completed. and the value has been recorded This type of failure causes a degradation in by the ECU.

If this ECU has to control maximum fuel flow (NG occurs. If this occurs. If the overspeed test is unsuccessful. ENGINE OVSPD CAS message is overspeed limiting occurs. reduced by positioning the fuel metering • OVERSPEED SYSTEM SHUTDOWN TEST valve to control engine NG speed/power. Functionality of the overspeed system is In the unlikely event that a system fault checked during FADEC power-up and occurs. as throttle is decreased. the use of the overspeed shutdown test the engine is to be shut down by rolling the procedure. Therefore. The overspeed shutdown test procedure Pilot control of engine speed from 100% NR/ shuts down the engine only if collective NP to NG idle in MANUAL mode is controlled pitch is below 10%. the The minimum fuel flow increases the engine continues to operate at idle likelihood of the engine remaining power. engine speed by positioning the throttle to Operation of the overspeed solenoid is idle. electrical signals are sent to the ECU the overspeed between the activation trip from the HMU-PLA potentiometer. which reduces hot start abort feature. button must be pressed and held for a maintain idle speed at 63 ±1% NG with throttle. fuel to the engine to a minimum flow condition (sub-idle value of 34 to 45 pph). rotor speed with throttle and collective. 112. which does not allow a reduction in thereafter continuously by the ECU.5 ±1% NP and the signals dictate the amount of authority the deactivation point of 112. the When the engine reaches 118. Once the FADEC ECU senses a • NP OVERSPEED NG decrease greater than 0. These point of 118. the overspeed solenoid valve 1-14-A-17. 1 16 JUN 2014 Export Classification C. Once the test button is released. The FADEC ECU Series Overspeed Limits in the Rolls-Royce signals the overspeed solenoid valve to Operation and Maintenance Manual and the close and the ENGINE OVSPD Crew BHT-407-MM-1. Idle speed in MANUAL mode may less than 75%. refer to the 250-C47B completed as follows. As the throttle is controlled after fuel flow is reintroduced. attempt to control engine and limiting). throttle position is at hydromechanically through throttle idle. and in turn. the overspeed test is If limits are exceeded. The OVERSPEED test not stabilize at 63 ±1% NG. ECCN EAR99 . Pilot control of engine speed from 100% NR/ NP to idle in AUTO mode is controlled through In the event the overspeed cannot be throttle movement. the FADEC FAULT CAS message running and recovering from the displays. The analog extinguished. positioned from the detented FLY position to the overspeed limiting feature controls idle. 10 seconds. NG is between 60 to 66%. throttle to the CLOSED position. the overspeed solenoid valve is opened. and NP is movement. complete the 2-minute cool down at checked periodically by the pilot through 100% flat pitch.5 ±2% NP. Chapter 5. Once the NP speed drops to procedure must be carried out.5 ±1% NP. and the engine is shut overspeed limiting feature activates the down by FADEC ECU activation of the overspeed solenoid valve. engine speed. Alerting System (CAS) message to display.5%. and a normal shutdown overspeed. After the 2-minute cool down.BHT-407-MD-2 Exceedances & Chip History — Bell minimum of 1 second but not more than Maintenance Page (paragraph 1-13-C). 1-124 Rev. ENGINE SHUTDOWN is deactivated and fuel flow returns to its previously commanded value.5 ±2%. the maximum fuel Refer to the Engine Overspeed procedure flow that can be delivered to the engine is in the Flight Manual (BHT-407-FM-2).

CHECKING FADEC FAULT CODES AND EXCEEDANCES 2. FADEC DEGRADED . if any fault or exceedance has been detected during the last engine run or if 1-14-A-18. Position throttle to cutoff. the MANUAL mode pistons may move hydromechanically after Maintenance advisory faults are those electrical power is removed. Pull IGNITER circuit breaker. Wait for NG to decay to 0%. BATT — OFF. the pilot must also allow NG to 1-14-A-19. Wait for NG to decay to 0%. If this The FADEC DEGRADED Crew Alerting occurs. This indicates that PROCEDURE maintenance action is required prior to the next flight. a HMU manual piston parking System (CAS) message serves as the procedure is required per paragraph maintenance advisory message. If the pilot misses the of position. This may detected by the ECU that are considered cause the RESTART FAULT and minor in nature and are not communicated to FADEC DEGRADED Crew Alerting System the cockpit with the engine operating. ECCN EAR99 16 JUN 2014 Rev. Although FADEC Software Version 5. upon engine 250-C47B Operation and Maintenance Manual. FADEC MODE switch — AUTO. This closes the cutoff) for 10 seconds. Push in IGNITER circuit breaker.5% cutoff) for an additional 10 seconds. BATT — ON. power. Power-up check — Complete. FADEC MODE switch — MANUAL. If relight occurs. If this FAULTS — ENGINE SHUTDOWN procedure is not followed. Starting with the HMU MANUAL mode pistons in the wrong position may result in a hot start Maintenance advisory faults display during of the engine. idle. As stated previously. position the throttle to the closed position and activate the starter. BHT-407-MD-2 Following the appropriate cool down period at 5. faults can be displayed immediately through a FADEC FAIL . subsequent does not introduce fuel or activate the igniter during the time period 9.358 and 8. 3. Export Classification C. 1. 4. 11. When the pilot is not certain of shutdown when the throttle is placed in the the position of the pistons. it is recommended to leave the throttle in the 10. 7. mechanical fuel shutoff valve within the HMU. Additionally. or has received a CLOSED position and the NG speed decays Maintenance Advisory that the pistons are out below 9. shutdown. 1-14-A-20. FA D E C S Y S T E M positioning the battery switch to OFF. (CAS) messages to display the next time power is applied to the FADEC ECU. the following procedure assures maintenance advisory on shutdown. FADEC MANUAL . the pilot must immediately 12. it the pistons are in the correct position (fully illuminates at the next application of electrical retracted) for engine starting. the engine may be shut down in either the AUTO or MANUAL mode by positioning 6. Motor the engine (with throttle in the throttle to cutoff. cutoff position. unless the start switch is activated. This 1-14-A-18 or as described in the Rolls-Royce message is illuminated. HMU MANUAL PISTON PARKING a current fault exists. CATEGORY 5 — MAINTENANCE decay to 0% in AUTO mode prior to A D V I S O R Y.5%. Motor the engine (with throttle in when the NG is decreasing through 9. Continue prestart checklist. 1 1-125 .

the Multi-Function Display (MFD). CURRENT (ACTIVE) FAULTS using the Maintenance Terminal. faults are also used to identify exceedances. In addition. Do not (Figure 1-41). advisory faults are displayed on shutdown through the FADEC DEGRADED CAS 1-14-A-21. Fuel. and NP FADEC DEGRADED Crew Alerting System overspeed exceedance information (Engine (CAS) message is extinguished. Refer to BHT-407-MM-9. CLEARING FADEC FAULT CODES message. If fault is Faults. NOTE Clearing Last Engine Run (History) Regardless if the fault or exceedance faults from the AUX – OEM messages were displayed in flight or at Diagnostics ENG/ECU FAULTS page shutdown. maintenance action is required of the MFD does not clear faults prior to further flight. view the AUX BHT-407-MM and Rolls-Royce 250-C47B — Weights. Faults/exceedances are not to be erased NOTE unless appropriate maintenance actions have As an alternate method to check for been carried out in accordance with the recorded exceedances. stored in the FADEC ECU. 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 FADEC FAULT . Maintenance codes. it must be ensured that no FADEC Crew Alerting System (CAS) messages are illuminated when the With the Garmin G1000H integrated avionics throttle is positioned to IDLE for the next start system. the associated Faults (Fault History screen). Exceedances page Operations and Maintenance Manual. This page is displayed attempt to clear any fault or exceedance while when you press the ENT key on the the engine is operating. Last Engine Run Faults. current or last engine run fault. For maintenance purposes. RESTART FAULT Crew Reference to Table 1-17 provides a general Alerting System (CAS) message or by a high level description of the displayed fault combination of these messages. R e f er to th e G o od r ic h the fault is no longer displayed on the AUX – Maintenance Terminal User Guide for OEM Diagnostics ENG/ECU FAULTS page of operating instructions. a current fault exists and further maintenance action is required. pages (paragraph 1-13). allowing you to If maintenance actions have been conducted check for recorded exceedances due to a recorded exceedance or to correct a prior to each engine start. 1-126 Rev. ECCN EAR99 . If a FADEC related CAS message is by viewed directly from the Bell Maintenance displayed with the throttle positioned to IDLE. H is to r y s c re e n ). In addition. clear faults stored in the FADEC ECU. the FADEC faults or exceedances also need to be viewed by 1-14-A-22. The Maintenance Terminal (Windows version) is Current faults may be cleared by performing a capable of providing information on Current power reset (battery switch OFF/ON). FADEC faults and exceedances can attempt. Multi-Function Display (MFD) after initial power-up. Use of a Chapter 76 and the Rolls-Royce 250-C47B Maintenance Terminal is required to Operation and Maintenance Manual. Accumulated no longer detected.

ECCN EAR99 10 DEC 2015 Rev. BHT-407-MD-2 407_MD-2_01_0044 Figure 1-41. AUX — Weights.04 Shown) Export Classification C. Fuel. Exceedances Page (MFD) (Version 1237. 2 1-127 .

WDTTimeOut. LAST ENGINE RUN FAULTS/EXCEEDANCES faults/exceedances may be cleared from the Garmin G1000H integrated avionics system in LAST ENGINE RUN faults or exceedances accordance with the BHT-407-MM-10. OSVFlt. PGSDHdFltRG. BacCompFltRG. SwPwrFltRG NP Exceedance NpLmTOut Reversionary Governor did not ECUGovFltRG govern when Primary Governor failed. ECUOTFlt. PwrRstFlt. RAMFlt. Np2RawPGFltRG. RGSDFlt. 250-C47B FADEC Software Versions 5. Starter Relay Interface StrFlt 1-128 Rev. EEPROMFlt.QRawFlt. EngRnCtPGFltRG. UARTFltRG. ESWRGFlt. WDTTimeOutRG. AMSolFltRG Solenoid CIT temperature indication failure T1AFlt. with the Maintenance Terminal Users Guide. ESW2RGFlt. V15nFltRG. MGT indication failure MGTFlt Failure to control Auto/Manual AMSolFlt. NpOSFlt. WDTFlt. ESW4RGFlt. Chapter may be cleared by performing a successful 95 and from the FADEC ECU in accordance engine start. P1Flt. T1ARawPGFltRG. SPITempFltRG. Or28FltRG. V10FltRG. PGSDFltRG. UUIntFlt. ForCompFlt. UARTFlt. RAMFltRG. ForCompFltRG. EngRnTmPGFltRG. Table 1-17. AD8bitFlt. ARINCHWFlt. HLRfFLt. ESW3RGFlt. T1BFltRG or T1DFltRG Metering Valve is not in start OpenMvFlg position. TestCelFlt. P1RawPGFltRG. RGOTFltRG. V15Flt. OR28Flt. NpIncPGFltRG. V5Flt. ARINCHWFltRG. PW10Flt. LAST ENGINE RUN (HISTORICAL) As an alternate means. V5qFltRG. ECCN EAR99 . V15pFltRG. OrDiodeFltRG.BHT-407-MD-2 1-14-A-23. RGSelSwFlt or NDOTWRCdRGFlt Reversionary Governor Failed AD10bitFltRG. PROMFlt. PROMFltRG. GainFlt. SWConfigRGFlt. WfCorrPGFltRG. WDTFltRG. ARINCHdFltRG. CJCFlt. ESW5RGFlt. SWCfgFlt. SWConfigFltRG. T1ABFlt. BacCompFlt. T1BRawFlt. SWIntFlt. ESWPGFltRG. ARINCFlt.358 (Reversionary Governor) and Subsequent Fault Code Display FAULT DESCRIPTION MAINTENANCE MESSAGE FAULT CODE Primary Governor Failed AD12bitFlt. 1 16 JUN 2014 Export Classification C. RGTempFltRG. OffsFlt. OrDiodeFlt. PW10LoFltRG. ARINCFltRG. WfCorrPGHdFltRG.

SmFlt. WfLimFlagRG NP Run Limit NpRLmTOut Failure in HMU Metering Valve WfMvFlt. Not Used Verify that message is indicated by lamp. PLA12Flt or PLARfFlt Potentiometer) reading PMA power supply Al28Flt or Al28FltRG Failure to control HMU (Hot Start StSFlt. PLA2Flt. ECCN EAR99 16 JUN 2014 Rev. Ng12Flt or Ng1FltRG Airframe Power failure AF28Flt or AF28FltRG Engine Overspeed OSFlag or OSEventLmpRG TMOP Sensor – Torque indication QFltRG failure Failure in HMU (PLA PLA1Flt. Np2Flt. 1 1-129 . BHT-407-MD-2 Table 1-17. 250-C47B FADEC Software Versions 5. AMSolFlt or SmFltRG motor) This Status Message is not used.358 (Reversionary Governor) and Subsequent Fault Code Display (Cont) FAULT DESCRIPTION MAINTENANCE MESSAGE FAULT CODE NR Sensor — Rotor decay NrFlt anticipation Incorrect Overspeed Test switch OSTstSwFlt indication HMU – Failure to control fuel flow WfLimFlag. Failure to control HMU OSFlt (Overspeed Solenoid) Engine Surge event SgFlag NG speed indication failure Ng1Flt. Np12Flt. StSIFlt. NpDFltRG or Np1FltRG Export Classification C. NpDFlt. StSFltRG or StSIFltRG Abort Solenoid) Failure to control Ignition Relay IgnFlt or IgnIFlt Interface NP speed indication failure Np1Flt. WfStFlt or WfStFltRG Potentiometer reading Collective Pitch Potentiometer CPFlt indication failure Failure to control HMU (Stepper StepCntFlt. Ng2Flt.

Pull START and IGNTR circuit accordance with the Maintenance Terminal breakers and ensure fuel valve Users Guide. Connect external power source. ECCN EAR99 . COCKPIT PROCEDURAL EXCEEDANCES TRAINING ON GROUND (ENGINE NOT RUNNING) Accumulated faults or exceedances may only be cleared from the FADEC ECU in 1. Prior to actual flight training in the MANUAL mode. ACCUMULATED FAULTS/ 1-14-A-26. It is simulates a failure direct to MANUAL recommended that training be first mode. Repeat procedure until it is flight (paragraph 1-14-A-28). 1-130 Rev. from engine history data page of the FADEC ECU with the use of the Maintenance 3. 1 16 JUN 2014 Export Classification C. This 6. 7. complete self-test with FADEC MODE switch in AUTO.358 (Reversionary Governor) and Subsequent Fault Code Display (Cont) FAULT DESCRIPTION MAINTENANCE MESSAGE FAULT CODE Incorrect Auto/Manual switch AMSwFlt or AMSwFltRG indication Quiet Mode switch fault QMSwFlt 1-14-A-24.) (paragraph 1-14-A-27). direct to MANUAL mode and familiarize the pilot with the required cockpit actions. 1-14-A-25. FADEC messages associated with a FADEC failure MODE switch illuminates MAN. NP exceedance values may only be cleared 2. switch is positioned to OFF. Position throttle to FLY detent and MODE collective to approximate cruise flight setting. This of emergency procedures is required. This can provide a FADEC MANUAL Crew Alerting visual simulation of the audio alert and CAS System (CAS) messages. FADEC FAIL warning audio accomplished in the helicopter in a cockpit alert activates along with procedural environment (engine not running) illumination of the FADEC FAIL and (paragraph 1-14-A-26). FADEC TRAINING IN MANUAL 4.BHT-407-MD-2 Table 1-17. (Depressing the FADEC the pilot to become familiar with the required MODE switch silences the audio manipulation of the throttle and controls alert. Push in FADEC circuit breaker and Once the pilot is comfortable with flight in set FADEC MODE switch to AUTO. 250-C47B FADEC Software Versions 5. Allow instruments and FADEC to Terminal. simulated FADEC failure emergency procedures can be carried out in 8. Simulate FADEC FAILURE by pulling FADEC system along with a sound knowledge FADEC circuit breaker. an operational understanding of the 5. understood. Carry out the appropriate should be followed by a takeoff/hover/circuit BHT-407-FM-2 emergency response and landing in MANUAL mode which allows procedure. MANUAL mode.

power transient may be experienced position throttle to cutoff and push in as the FADEC ECU matches engine START and IGNTR circuit breakers. the following is applicable: 3. Takeoff Power Crew Alerting System (CAS) messages and may not be available. 4. In the event of a FADEC FAILURE while training in MANUAL mode. Upon parked. and a subsequent start in AUTO can selecting AUTO mode. When comfortable with manipulation displays. of throttle and flight controls in hover. This be made at any time by depressing ensures the manual pistons in the HMU are FADEC MODE switch to AUTO. Following simulated FADEC failure training in NOTE flight. 100% NR/NP. the FADEC FAIL When comfortable with flying circuits to CAS message displays. FLIGHT TRAINING IN MANUAL position following selection of AUTO MODE mode. Although the applicable FADEC for all ambient conditions. practical. Make sure throttle is positioned to FLY detent 1-14-A-27. Simulation can be accomplished by stating Maximum Continuous Power is available FADEC FAIL. make sure FADEC MODE switch is Transition back to AUTO mode can positioned to AUTO prior to shutdown. ECCN EAR99 16 JUN 2014 Rev. and conduct circuits to touchdown. FADEC ECU remains operational. BHT-407-MD-2 9. (63 ±1% NG) may result in change in NG. In MANUAL mode. 1-14-A-28. transitions audio alert does not sound. 1 1-131 . surge protection and TRAINING (IN-FLIGHT) avoidance logic is not available. Increase throttle to maintain 95 to Igniter operates continuously. Manipulate throttle/ collective and lift into hover. FADEC FAIL touchdown in MANUAL mode. the pilot should respond to the FADEC FAIL statement and 1. Manipulate throttle on ground to become familiar with MANUAL Switching to MANUAL mode at IDLE control. MANUAL mode. pilot shall position the FADEC MODE switch to transition to MODE switch to MANUAL. Perform START procedure and carry out the BHT-407-FM-2 emergency SYSTEMS CHECKS in AUTO mode. At idle (63 ±1% NG). an engine be carried out without maintenance action. Disconnect external power source. Once the throttle bezel position is matched to the actual NG 2. transition into forward flight FADEC MODE switch indicates MAN. depress FADEC indication. Export Classification C. AUTO RELIGHT and FADEC MANUAL Crew Alerting System (CAS) messages 5. power to rotor load. audio alert is not activated. Remain in between AUTO and MANUAL may be MANUAL mode and land as soon as conducted in flight. SIMULATED FADEC FAILURE However. response procedure.

indicator assembly is equipped with a thermal helicopter MGT indicator wiring.8 PSI. ignition exciter is only required during the Both indicators are reset manually following starting cycle since the combustion process replacement. Energy is provided visual signal when differential pressure in the form of high temperature/high across either element exceeds a amperage arcs at the spark igniter gaps. COMBINED ENGINE FILTER bowl. with an impending bypass indicator. a information on the engine auto relight system. the flame in the combustion liner acts as the The fuel bypass valve works in conjunction ignition agent for the fuel/air mixture.4 PSI minimum. and SYSTEM a disposable lube filter element. refer to paragraph 1-14-A-4. The harness terminates at a differential pressure across the filter is terminal block on the aft side of the horizontal between 8. signalling that a bypass is refer to paragraph 1-14-G. 1-132 Rev.BHT-407-MD-2 mounted at the bottom (aft end) of the lube 1-14-B. bypass condition if excessive differential pressure occurs across the filter elements. The fuel filter impending bypass indicator is located The temperature measurement system on the lower outboard side of the manifold consists of four chromel-alumel single assembly. fuel procedures are carried out prior to further bypass valve.8 to 10. disposable fuel filter element. POWER PLANT IGNITION valve. manifold assembly.0 PSI. solid-state low tension capacitor discharge ignition exciter. is continuous. power and accessory gearbox assembly. about to occur. The CEFA is located on the lower left side portion of the The ignition system consists of a harness. spark igniter lead. The voltages of the four visually signals an impending bypass thermocouples are electrically averaged in condition by extending a red button when the the assembly. The indicator actuates at 2. ECCN EAR99 . The bypass valve seats MEASUREMENT SYSTEM when the pressure drops to 3. make sure (Figure 1-42) provides both fuel and scavenge appropriate Rolls-Royce 250-C47B Series lube filtration within a single filter assembly. When differential pressure across the fuel filter rises For information on the engine ignition system to a pressure slightly less than the pressure during start. fuel differential pressure flight. lube bypass 1-14-C. POWER PLANT TEMPERATURE 3. Operation and Maintenance Manual which consists of a fuel filter bowl. indicator. The lube bypass fire shield. Once ignition takes place. red button extends. The element is dirty and requires replacement. The lube indicator assembly is block (Figure 1-42).1 to 2. For at which the bypass valve actually cracks. predetermined value indicating that the These arcs ignite the fuel/air mixture. and The bypass valves for both the fuel and shunted surface-gap spark igniter scavenge lube filters allow flow to go into a (Figure 1-42). The engine electrical harness.9 PSI and the bypass valve cracks at 1-14-D. ASSEMBLY (CEFA) If the fuel impending bypass indicator or lube The Combined Engine Filter Assembly (CEFA) filter bypass indicator extends. 1 16 JUN 2014 Export Classification C. junction thermocouples in the gas producer turbine outlet and an associated integral The scavenge lube filter bypass indicator harness. lube differential pressure indicator. The ignition system transfers energy to the The differential pressure indicators provide a combustible fuel mixture. lube filter bowl. and FADEC lockout for temperatures below 43°C ±17°C MGT input wiring all connect to this terminal (110°F ±15°F).

Engine oil pressure port (Ref) 10. Bleed air valve (acceleration) 5. Shroud bleed air manifold connection (Ref) 3. Engine intake (Ref) 2. Engine oil inlet port (Ref) 9. CEFA fuel filter impending bypass button 407_MD_01_0011 Figure 1-42. 1 1-133 . BHT-407-MD-2 COMPRESSOR TURBINE COMBUSTION SECTION 8 7 6 9 5 4 3 2 10 1 POWER ACCESSORIES GEAR BOX TYPICAL 1. Ignition exciter box (Ref) 6. Oil filter assembly 4. Power Plant Components (Sheet 1 of 2) Export Classification C. ECCN EAR99 16 JUN 2014 Rev. Engine oil outlet port (Ref) 8. Torque meter oil pressure port (Ref) 7.

Ignitor 19.BHT-407-MD-2 13 12 14 11 15 10 16 24 23 17 22 21 20 19 18 TYPICAL 11. Fuel filter 16. Chip plug forward 24. ECCN EAR99 . combustion chamber drain (Ref) 407_MD_01_0012 Figure 1-42. Hose assembly. Combined engine filter assembly (CEFA) 15. 1 16 JUN 2014 Export Classification C. Power Plant Components (Sheet 2 of 2) 1-134 Rev. Scavenge oil filter and impending bypass button 14. Permanent magnet alternator (PMA) 17. Fuel nozzle (Ref) 18. MGT terminal block 20. NP monopole pickup 21. Hydro mechanical unit (HMU) 13. Starter-generator 12. NG monopole pickup 22. Anti-ice solenoid valve 23.

and supports. and gear meshes of the power turbine gear train with the exception of the power output shaft bearings. and pressure The approximate capacity of the engine oil regulating valve. and cooling as from the open to the closed position. 1 1-135 . gas producer turbine. indication or overfilling of oil tank could result. The system consists Indicating-type magnetic chip detectors are of a bleed control valve located on the front installed at the bottom of the gearbox and at face of the scroll and an inducer bleed the engine oil outlet connection. and gears regardless of the helicopter attitude or The inducer bleed discharges air to altitude. scavenging. The oil cooler is mounted on top of the engine is not in operation. The engine incorporates a dry sump oil system (Figure 1-43) with an externally mounted supply tank and oil cooler located NOTE on the top aft section of the fuselage and If helicopter engine has been shut enclosed by the aft fairing. is engine oil consumption rate mounted within. At the predetermined The system is designed to furnish adequate pressure ratio. gallons. ECCN EAR99 16 JUN 2014 Rev. All engine oil manifold that encases the slotted compressor system lines and connections are internal shroud housing. flow changes from bleed to turbine rotor bearings. checked by means of a sight gauge mounted located between the filter package and the on the left side of the tank. consisting of one pressure If not accomplished.S. and power power settings. remains open until a predetermined pressure ratio is obtained. Export Classification C. The compressor bleed air system permits rapid engine response. the duct on the oil cooler blower. and the oil level is of the gearbox (Figure 1-42). pump assembly. consisting of an oil filter. At higher compressor. Oil is supplied down for more than 15 minutes. Dry motor run engine for accessory drive gearbox. except the pressure and scavenge lines to the front compressor bearing and to the bearings The bleed control valve is open during in the gas producer and power turbine starting and ground idle operation. A spur gear-type oil 30 seconds before checking oil level. from the tank to gear-type pressure and scavenge oil could have drained into scavenge pumps mounted within the engine gearbox. the valve begins to modulate lubrication. Jet lubrication is provided to all atmosphere at engine idle speed. needed to the bearings. A check valve. ENGINE OIL SYSTEM bearings and all other gears and bearings are lubricated by oil mist. and to the bearings intake air. Viewing access to accessory gearbox. splines. The oil filter assembly. BHT-407-MD-2 1-14-E. filter bypass valve. a false high element and four scavenge elements. The power output shaft 1-14-F. POWER PLANT COMPRESSOR Additional scavenge lube filtration is provided BLEED AIR SYSTEM within the combined engine filter assembly (CEFA) (paragraph 1-14-B).5 U. prevents oil from draining the sight gauge is provided by a cutout in the into the engine from the helicopter tank when cowling. is located in the top left side tank is 1.

ECCN EAR99 . Engine Oil System 1-136 Rev. 1 16 JUN 2014 Export Classification C.BHT-407-MD-2 OIL TANK OIL FILTER OIL COOLER CEFA OIL FILTER BYPASS VALVE CHECK VALVE MAGNETIC CHIP DETECTOR PRESSURE REGULATING VALVE OIL PRESSURE SENSE SCREEN PRESSURE SCREEN REDUCER OIL TANK VENT EXTERNAL SUMP TORQUEMETER PRESSURE OVERBOARD BREATHER AIR-OIL SEPARATOR MAGNETIC CHIP DETECTOR SUPPLY AND PRESSURE OIL SCAVENGE OIL BYPASS OIL TORQUE SCAVENGE VENT TO MODULATED RETURN ATMOSPHERE PRESSURE TYPICAL 407_MD_01_0013 Figure 1-43.

which passes through the accelerates the engine to idle. the increasing MGT is established. AUTO RELIGHT CAUTION LIGHT the integrated avionics unit No. the • MANUAL MODE throttle can be positioned to IDLE and the FADEC introduces fuel scheduling.5% NG. Once the NG decays below BHT-407-FM-2 procedures require that the 50%. 1-14-H. Ignition is provided in conjunction with activation of the In MANUAL mode. Section 3. refer to BHT-407-FM-2.5 and 50% NG. normal start Continuous ignition is provided above logic is used to introduce fuel based on 5. FADEC controls the MGT and existing NG speed. hot FADEC mode switch when positioned to start abort logic is enabled for starts initiated MANUAL. the FADEC controlled auto starter. the FADEC system detecting an engine flameout by measuring also incorporates specific relight logic. to help reduce the possibility of an from detection of flameout until the NG speed overtemperature condition from occurring. a fuel flow rate is established and are followed. the FADEC is capable of engine relight features. the FADEC engine out relay. the FADEC no longer attempts to relight throttle be initially positioned to the closed the engine. system is activated. the auto relight sequence When appropriate BHT-407-FM-2 procedures is initiated. BHT-407-MD-2 1-14-G. decays to 50%.1 operates as a trigger device for the ENGINE OUT CAS The AUTO RELIGHT Crew Alerting System message display and engine out audio alert (CAS) message is displayed when the ignition activation when NG drops below 55%. START. Without pilot action. relight circuit is disabled.5% and 50%. Once the starter is assisting to maintain or increase the NG speed. ENGINE AUTO RELIGHT • AUTO MODE — PILOT ASSISTED IN-FLIGHT RESTART • AUTO MODE — AUTO RELIGHT In addition to the previously mentioned In AUTO mode. The automatic auto relight sequence initiates Therefore. hot start abort function is disabled. at NG speeds below 9. the in-flight restart logic the ignition system is activated. Because of this. the ENGINE OUT Crew required to initiate an in-flight restart at NG Alerting System (CAS) message and warning speeds below 50%. In addition. if an in-flight reduce the possibility of flameout. ECCN EAR99 16 JUN 2014 Rev. the FADEC accelerates the engine operation. The ENGINE OUT CAS message to an idle speed of 63% NG. audio alert is activated by the FADEC ECU. When the FADEC system is in MANUAL mode. for an NG deceleration rate greater than the engine out conditions. Should a relight occur. As the priority of and warning audio alert turns off after a the in-flight relight logic is to help achieve an minimum NDOT (NG acceleration speed) or engine start in an emergency condition.5%. In the event of an unsuccessful position and the start switch be positioned to relight. 1 1-137 . restart is initiated below 9. when the NG speed is predetermined flameout boundary rate. the ignition system has been designed to operate continuously in MANUAL mode. Should a relight be accelerate the engine back to its commanded achieved. at engine gas As the in-flight restart logic is designed for NG producer (NG) speeds of 55% or greater to speeds between 9. Pilot action is flameout is detected. If a between 9.358 55% NG due to the igniter relay being FADEC software or subsequent (paragraph energized by a ground provided from the 1-14-A-4). If a relight is introduces fuel scheduling based on the achieved. Export Classification C.

Following ENGINE ANTI-ICE CAS message. which allows the 1-14-H-3. located in the the ENGINE OUT Crew Alerting System overhead console. START AND CONTINUOUS ENGINE ANTI-ICE CAS message to display. occurs on increasing pressure at 5. controls the engine (CAS) message and (fast-pulsing) audio alert 1-138 Rev. the ignition system is activated and prevents the flow of hot air from the by the FADEC. the anti-ice system speed of 60 ±1%.4 kPa). restarted or until the gas producer (NG) speed decays to 50%. FADEC IN AUTO MODE 1-14-I. This occurs when an engine engine anti-ice air valve to the engine out condition is detected and the engine is compressor front support guide vanes. message is on at all times under these Engine anti-ice pressure switch activation conditions. engine start and during continuous operation at gas producer (NG) speeds above 55%. OPERATION IN MANUAL MODE Engine anti-ice pressure switch deactivation During a start in MANUAL mode. Above 55% NG diffuser scroll air to flow from the engine (FADEC Software Version 5.358 and anti-icing air valve to the engine compressor subsequent). which turns OFF the positioned and held in START. ECCN EAR99 . The ENGINE OUT warning The engine anti-ice pressure switch is used to Crew Alerting System (CAS) message and control activation of the ENGINE ANTI-ICE audio alert and the AUTO RELIGHT advisory Crew Advisory System (CAS) message. (CAS) message is displayed continuously under these conditions. the FADEC carries out an auto front support guide vanes and prevent the relight test and continues activation of the formation of ice.0 PSI (20. at which time the fail safes to ON and provides continuous AUTO RELIGHT Crew Alerting System anti-icing.5 ±.68 kPa). ENGINE OUT IN AUTO MODE to OFF. detects an engine flameout (by sensing N G deceleration) or when gas producer (N G ) The AUTO RELIGHT Crew Alerting System speed is 55 ±1% or less. (CAS) message goes OFF. The engine anti-ice system is activated when the ENG During start in the AUTO mode. When the ENG ANTI-ICE switch is positioned 1-14-H-2. the ignition occurs on decreasing pressure prior to system is activated when the starter switch is 3. the 1-14-J. ENGINE ANTI-ICE SWITCH If the FADEC detects an engine flameout (NG deceleration) or NG speed of 55 ±1% or less. bus voltage is provided to the engine anti-ice bleed air solenoid valve from the In the event of an engine out condition during engine anti-ice circuit breaker. START IN AUTO MODE anti-ice bleed air solenoid valve.BHT-407-MD-2 1-14-H-1.9 ±3. The ENG ANTI-ICE switch. 1 16 JUN 2014 Export Classification C. This de-energizes the engine circuit breaker and the start circuit until the anti-ice bleed air solenoid valve allowing hot NG speed reaches 50 ±1%.5 PSI (37. This energizes normal engine operations with the FADEC in the engine anti-ice bleed air solenoid valve AUTO mode. 1-14-J-1. In the event of a total ignition system until a gas producer (NG) electrical system failure. the ignition ANTI-ICE switch is positioned to ENG system is activated through the engine igniter ANTI-ICE. (CAS) message and (fast-pulsing) audio alert which passes through the FADEC mode warning circuit activates when the FADEC switch when positioned to MANUAL. AND AUDIO ALERT WARNING Continuous ignition is provided above 55% NG due to the igniter relay being energized by The ENGINE OUT C rew Alerting S ystem a ground provided from the engine out relay. ENGINE OUT CAS MESSAGE ignition system operates continuously.

the ENGINE OVSPD CAS message also displays The ENGINE CHIP Crew Alerting System when NP is above the maximum continuous (CAS) message displays if sufficient metallic limit of 102. the FADEC automatically initiates an auto relight sequence immediately upon 1 > 102.1% 15 s >0 detection of a flameout (NG deceleration) 2 > 107. ENGINE CHIP CAS MESSAGE Version 5. Peak values of exceedances are located The engine out (fast-pulsing) audio alert on the Engine History Data page of the warning can be muted by pressing the Master Maintenance Terminal and on the Warning/Caution PBA. it is displayed the next time Engine out (flameout) protection in the electrical power is applied following the MANUAL mode is only provided by FADEC system self-test. avionics unit No.3% 0s >0 The engine out (fast-pulsing) audio alert warning can be muted by pressing the Master Warning/Caution PBA. The CAS valve is activated within the HMU message displays when the overspeed (BHT-407-FM-2). 1 and the engine out relay.358 and subsequent. BHT-407-MD-2 warning circuit is activated by the integrated NP Time No. When the continuous activation of the ignition system FADEC DEGRADED CAS message is at NG speeds of 55% or greater (paragraph displayed as a maintenance advisory. 3 > 113. ENGINE OVSPD CAS MESSAGE The ENGINE OVSPD CAS message also The ENGINE OVSPD Crew Alerting System displays momentarily during the overspeed (CAS) message displays if the FADEC detects shutdown test when the overspeed solenoid a NP overspeed of 118.5%. maintenance action is required prior to further flight. With FADEC Software 1-14-L. ECCN EAR99 16 JUN 2014 Rev. 1-14-K. If the ENGINE OVSPD CAS message is displayed during engine operation due to an 1-14-J-2. or particles in the oil accumulate on either the immediately when NP reaches or exceeds engine sump or scavenge chip detectors. 1-14-H-3). FADEC IN MANUAL MODE exceedance. The FADEC FAULT CAS message engine sump chip detector is located on the displays for the remainder of the flight and lower left side of the engine gearbox and the triggers the ENGINE OVSPD CAS message engine scavenge chip detector is located on to display on shutdown if NP exceeded a the forward right side of the engine gearbox. of avionics unit No.5 ±1%. maintenance limit per the following Both chip detectors are a quick-disconnect conditions: design.1% for 2. and the pilot is provided with a deceleration) or NG speed of 55 ±1% or less. Export Classification C. 1 1-139 . it is recorded by the FADEC ECU and the Garmin G1000H integrated avionics If the FADEC detects an engine flameout (NG system.5 seconds.3% 0s >5 (paragraph 1-14-G). The 107. 1 and the engine out relay. (CAS) message and (fast-pulsing) audio alert The FADEC DEGRADED CAS message warning circuit is activated by the integrated displays when NG speed decays below 9. maintenance advisory on shutdown in the the ENGINE OUT Crew Alerting System form of a FADEC DEGRADED CAS message. solenoid valve is activated within the Hydro Mechanical Unit (HMU).3%. In Condition Threshold Limit Events addition. If the pilot fails to recognize the FADEC DEGRADED CAS message on shutdown. Exceedances & Chip History — Bell Maintenance page (paragraph 1-13-C).

after the forward tank is empty. transfer system schematic. gallons (193.0 pounds)). ECCN EAR99 . FUEL SYSTEM DESCRIPTION when the fuel valve switch is ON to prevent inadvertent activation during flight. The drain valves are activated by two At this point. FUEL SYSTEM OPERATION forward fuel cell is located underneath and between the aft facing passenger seats. The fuel system (Figure 1-44) consists of two crash resistant. Left circuit breaker switches ON. transfer pumps becomes inoperative. A solenoid sump the forward tank. if either of the beyond the level of the top of the stand pipe. It then Fuel from the forward tank is transferred to flows through a common line to a fitting the main tank by two transfer pumps mounted located at the top right side of the main fuel on a sump plate assembly located on the cell. cell to the forward tank. openings located on the lower aft wall of the main fuel cell.1 pounds) of fuel accumulates in the aft Each transfer pump sends fuel through a main fuel cell.8 U.S. As the aft fuel cell fills Each check valve ensures that. bladder-type fuel cells. The 1-15-A.S. then through an airframe operation. A pressure main fuel cell is supplied to the engine transducer (located between the main fuel cell through two boost pumps located at the base fitting and the fuel shutoff valve) supplies the of the main fuel cell on a sump plate. tanks.4 U. the two transfer pumps and the two boost pumps are Both fuel cells are serviced through the filler operating. Fuel from the through the fuel shutoff valve.6 U. The aft tank is then filled to tank. At this time.BHT-407-MD-2 1-15. A modified tee fitting incorporating an orifice allows for a specific amount of fuel to bleed If the auxiliary tank is installed. gallons (869. which are connected to the bottom of the auxiliary tank (refer to Each boost pump sends fuel through a BHT-407-FMS-6 for information on this kit). 1 16 JUN 2014 Export Classification C. it is filled at back into the forward tank to reduce the the same time as the aft tank through two transfer rate. the level of the filler port (usable fuel capacity 127. fuel is the forward tank is completely filled (forward pumped to the aft tank and not through the tank fuel capacity 37. the aft cell and drain valve is installed on the sump plate forward cell are used equally down to the assemblies of both the forward and aft fuel level of the top of the gravity feed stand pipe.0 pounds)). Finally. gallons inoperative pump back into the forward fuel (256. 1-140 Rev. all fuel is used from the forward switches located on the right side of the lower tank. The fuel electrical signal to the Engine Indicating from the two boost pumps joins into a System (EIS) fuel pressure indication common fuel line that passes through a fuel (paragraph 1-12-A-12). prior to the forward cell being one-way check valve located at the outlet of filled through the gravity feed stand pipe. Approximately 28. Refer to Figure 1-45 for the fuel port located on the right side of the helicopter. The With power applied to the helicopter and the aft fuel cell is located underneath and behind Fuel XFR/Boost Right and Fuel XFR/Boost the aft passenger seats. aft fuselage. The line leaves the fuel cell and passes bottom of the forward fuel cell. These switches are deactivated the remaining fuel in the aft tank is used. The each pump and a common tee fitting through gravity feed stand pipe connects the aft fuel a line that transfers the fuel into the aft tank. one-way check valve located at the outlet of each pump and a common tee fitting.S. fuel is first used from the aft fuel mounted fuel filter before reaching the engine cell until its level is equivalent to the top of driven pump on the HMU.During normal shutoff valve.

1 1-141 . Fuel System Export Classification C. BHT-407-MD-2 FUEL VALVE SWITCH FUEL VALVE FUEL (AMBER) PRESS FIREWALL FUEL FILTER (AMBER) AIRFRAME FUEL FILTER ENGINE MANUAL VENT LINE DRAIN VALVE DRAIN HOSE SHUT OFF VALVE WITH THERMAL RELIEF PRESSURE AUX FUEL TANK TRANSDUCER KIT (REF) FUEL QTY FILLER CAP LBS ENGINE FEED OVERBOARD LINE VENT FWD FUEL FUEL SIGNAL AFT FUEL CELL CONDITIONER CELL QTY PROBE (3 PLACES) CHECK VALVE WITH THERMAL TRANSFER RELIEF BLEED CHECK VALVE WITH THERMAL TRANSFER RELIEF PUMP DUAL TRANSFER LINE BOOST PUMP DUAL INTERCONNECT LINE LOW LEVEL SWITCH ELECTRIC R/FUEL XFR R/FUEL BOOST SUMP DRAIN ELECTRIC SUMP (AMBER) DRAIN (AMBER) PRESSURE L/FUEL XFR L/FUEL BOOST FUEL LOW SWITCH (AMBER) (AMBER) (AMBER) LOW LEVEL SWITCH TYPICAL 407_MD_01_0014 Figure 1-44. ECCN EAR99 16 JUN 2014 Rev.

1 TIME (GIA 63H) DELAY ETHERNET OUT POWER IN ETHERNET OUT (RH FUEL XFR FAILED) (LH FUEL XFR FAILED) FUEL PROBE FORWARD FUEL TANK LEFT FUEL PRESSURE SWITCH CAS MESSAGE L/FUEL XFR FLOAT LEFT XFR PUMP RELAY LOW LEVEL FUEL XFR/ PUMP OUTPUT DETECTOR BOOST LEFT PRESSURE 10 LEFT XFR BATTERY SWITCH PUMP 4 BATTERY POWER OFF 5 6 28 VDC POWER ON TYPICAL 407_MD_2_01_0036 Figure 1-45. Fuel Transfer System Schematic 1-142 Rev. ECCN EAR99 .BHT-407-MD-2 FUEL XFR/ RIGHT XFR RIGHT XFR BOOST RIGHT PUMP RELAY PUMP 28 VDC BUS 10 FUEL QTY PUMP OUTPUT 3 PRESSURE FUEL SIGNAL CONDITIONER CAS MESSAGE R/FUEL XFR POWER IN TIME DELAY RIGHT FUEL PRESSURE SWITCH GROUND CIRCUIT FOR XFR LIGHTS BASED ON ACTIVATION TABLE INTEGRATED AVIONICS UNIT NO. 1 16 JUN 2014 Export Classification C.

During this condition. 1 1-143 . BHT-407-MD-2 Refer to paragraph 1-15-S for operational provides a means of shutting off the flow of information of the L/FUEL XFR and fuel to the engine. ECCN EAR99 16 JUN 2014 Rev. the shutoff valve motor rotates 1-15-B. an alternate circuit is also provided to allow operation of 1-15-C. and the left fuel XFR/boost yellow border (Figure 1-5) to identify that it circuit breaker switch to the left fuel transfer has an alternate circuit (Figure 1-46). The LEFT XFR pump continues to run as lower right side of the instrument panel. the BATT switch. The left and right FUEL XFR/BOOST switches (Figure 1-45) are a circuit breaker toggle The BATT switch configures the DC power design and located on the overhead console. and the LEFT FUEL BOOST/XFR circuit breaker switch to the left fuel transfer 1-15-D. and two FUEL CELL DRAIN switches. In the event that a short circuit or battery hot condition occurs in the helicopter and all DC 1-15-E. Export Classification C. a FUEL XFR/BOOST RIGHT bubble). FUEL VALVE SWITCH and left fuel boost pumps. an circuits within the fuel signal conditioner are alternate circuit is provided to allow operation used to control the operation of the left and of the left fuel transfer and left fuel boost right fuel transfer pumps as the forward fuel pumps. When activated by the FUEL VALVE switch. In addition to the left and right In the event the battery switch is positioned to FUEL/XFR switches. in this situation the LEFT BOOST pump continues to The FUEL VALVE switch is located on the run. The LEFT FUEL/XFR switch is outlined by a the battery switch. the fuel valve switch. During this condition. LEFT AND RIGHT FUEL XFR/ bus power is shut off. The controls consist of a BACKUP circuit breaker (located on the left FUEL VALVE switch. it is desirable to BOOST SWITCH maintain the operation of one transfer pump and one boost pump. closed position. with the fuel tank is emptied. valve switch positioned to ON. LEFT FUEL BOOST/XFR in the appropriate direction to OPEN or ALTERNATE ELECTRICAL CLOSE the gate valve. In the and left fuel boost pumps. overhead console. feed to the left fuel boost pump and the left Each switch controls the operation of its fuel transfer pump between the DC bus and respective boost pump located in the main the helicopter battery (Figure 1-46). a FUEL XFR/BOOST side of the instrument pedestal above the chin LEFT switch. with the FUEL VALVE Fuel system controls are located on the switch positioned to ON. It is a long as the fuel signal conditioner determines guarded two-position toggle switch that that there is fuel in the forward tank. battery voltage is supplied through the FUEL BOOST/XFR backup circuit breaker. The FUEL VALVE CIRCUIT Crew Alerting System (CAS) message momentarily displays during valve transit. Therefore. fuel tank and transfer pump in the forward fuel tank. separate electrical OFF during helicopter operations. and aft supplied through the FUEL BOOST/XFR lower right fuselage. SWITCH. FUEL SYSTEM CONTROLS the left fuel transfer and left fuel boost pumps. event the BATT switch is positioned to OFF during helicopter operations. the FUEL VALVE switch. R/FUEL XFR Crew Alerting System (CAS) messages and paragraph 1-15-U for The fuel shutoff valve is a motorized gate information on the FUEL LOW CAS valve that must be driven to either the open or message. battery voltage is instrument panel.

BHT-407-MD-2 BATTERY . ECCN EAR99 . Left Fuel XFR/Boost Alternate Circuit Schematic 1-144 Rev. 1 16 JUN 2014 Export Classification C. + FUEL VALVE SWITCH BATTERY RELAY FUEL BOOST/ OFF XFR BACKUP 1 A2 2 15 3 4 5 BATTERY SWITCH 6 4 OFF ON 5 28 VDC BUS 6 ON FUEL XFR/ BOOST LEFT 10 LEFT BOOST PUMP LEFT LEFT XFR TRANSFER PUMP PUMP RELAY FUEL SIGNAL CONDITIONER TYPICAL 407_MD_01_0017 Figure 1-46.

ECCN EAR99 16 JUN 2014 Rev. and FUEL LOW Crew Alerting System (CAS) The signal conditioner receives power from messages. The input. with the fuel gauging system signal pressing the FUEL CELL DRAIN switches conditioner circuits in the same physical unit. L/FUEL BOOST . valves. There is no connection The Fuel Quantity Gauging System (FQGS) between the BIT feature of the signal measures the quantity of fuel in the two main conditioner and the BIT performed by the fuel fuel tanks. the signal conditioner blanks the Export Classification C. of an outer environmental seal and an inner switch assembly. separate within the unit. FUEL CELL DRAIN SWITCHES signals from the probes are used by the fuel signal conditioner to calculate the fuel weight. The signal conditioner is a separate unit that The FUEL VALVE switch must be in the OFF is located on the aft electrical equipment shelf position to operate either of the fuel cell drain next to the DC controller (voltage regulator). The Engine Indicating System (EIS) consists of a fuel quantity indication. SIGNAL CONDITIONER BUILT-IN pressure indication and fuel flow indication as TEST (BIT) well as the FUEL VALVE . FUEL QUANTITY SIGNAL side on the lower right side of the aft fuselage. The FUEL CELL DRAIN switches provide a The signal conditioner provides a signal to means of draining fuel from both the forward the Engine Indicating System (EIS) fuel and aft fuel cells individually. refer to the power. There are three LEDs located on the aft side of the signal 1-15-G. R/FUEL BOOST . If a failure is detected during the power-up BIT or if an error is found in the probe signal The fuel quantity is measured by three received or the power source for the probe capacitance-type probes in the fuel tanks. The signal 1-15-I. fuel 1-15-K. FUEL SYSTEM CAPACITY power-up BIT when the unit is first provided For fuel system capacity. before the signal conditioner can take any readings of fuel quantity. BHT-407-MD-2 1-15-F. The electronic interface circuits for the fuel With helicopter electrical power provided and low level detection system are located along the FUEL VALVE switch positioned to OFF. POWER-UP BIT R/FUEL XFR . FUEL SYSTEM INDICATIONS conditioner that are used to display the Fuel AND CAS MESSAGES Quantity Gauging System (FQGS) status for purposes of troubleshooting. FUEL FILTER . the 28 VDC bus through the FUEL QTY circuit breaker. The FQGS also measures the quantity gauge. 1-15-K-1. opens the respective drain valves allowing fuel to be drained from the forward and main Both systems are physically and electrically fuel cells. This prevents inadvertent operation of the fuel cell drains during flight. The power-up BIT must be completed BHT-407-FM-2. The signal conditioner carries out a 1-15-H. 1 1-145 . L/FUEL XFR . Section 5. The switches quantity indication (paragraph 1-12-A-11) to are a momentary pushbutton design made up display the calculated fuel weight. They are mounted side by 1-15-J. quantity of fuel in the auxiliary fuel tank when it is installed. FUEL QUANTITY GAUGING conditioner should complete a power-up BIT SYSTEM (FQGS) check within approximately 4 seconds after application of power. CONDITIONER below and aft of the fuel filler port.

FUEL QUANTITY INDICATION In addition. FUEL QUANTITY BUTTON uses the information provided by the three fuel probes to compute the weight of the fuel The fuel quantity indication normally in the following steps: indicates the total usable fuel in both the forward and aft fuel tanks and auxiliary tank (if 1. unless the power is turned OFF the value from step 1. unless the power is turned OFF and ON to the signal conditioner. A calculation is done for all three probes to compute the The signal conditioner carries out a total system weight of fuel. even if the error has been corrected for fuel density by using corrected. default density (default density is 6. FUEL QUANTITY CALCULATION is displayed by the EIS (paragraph 1-12-A-11). and ON to the signal conditioner. ECCN EAR99 . the 2. indication back on. the failures detected are displayed is used to look up a volume of fuel in on three LEDs on the back of the signal gallons in a table contained in the conditioner (refer to the BHT-407-MM-10. 1-15-K-2. 3). Uses the Main Tank Forward Fuel installed). A continuous BIT whenever it is powered. 1-146 Rev. even if the error has been corrected. the failures detected are displayed The fuel quantity indication is displayed on three LEDs on the back of the signal through the Engine Indicating System (EIS) conditioner (refer to the BHT-407-MM-10. Non-Volatile Memory (NVM) of the Chapter 95 for fault explanation). The weight of the fuel is then (BIT) calculated by multiplying the volume by the density. Pushing the FUEL QTY FWD TANK Probe (Probe No. 2) input signal for button makes the fuel quantity indication density correction if it is totally display the fuel in the forward tank only. A microprocessor in the signal conditioner 1-15-N. Usable fuel weight (in pounds) is calculated by the fuel signal conditioner and 1-15-L. If errors have been detected and the fuel quantity indication has been blanked. on the Multi-Function Display (MFD) in normal Chapter 95 for fault explanation). 3. mode. The calculated height on each probe In addition. Calculates the height of the fuel signal conditioner does not turn the indicated for each of the three probes indication back on.BHT-407-MD-2 Engine Indicating System (EIS) fuel quantity immersed in fuel or. CONTINUOUS BUILT-IN TEST 4. if not. If a calculation is also done for only the failure is detected during the continuous BIT forward tank fuel probe (probe or if an error is found in the probe signal No. When the If errors have been detected and the fuel forward fuel quantity switch is pushed. uses a indication (paragraph 1-12-A-11). 1-15-M. 1 16 JUN 2014 Export Classification C. received or the power source for the probe input.6594 pounds/gallons). signal conditioner. the signal conditioner blanks the Total system weight information is Engine Indicating System (EIS) fuel quantity transmitted from the signal conditioner to the indication (paragraph 1-12-A-11). the weight for the forward tank only is signal conditioner does not turn the transmitted. Engine Indicating System (EIS) fuel quantity indication (paragraph 1-12-A-11). the quantity indication has been blanked.

BHT-407-MD-2 1-15-O.5 ±0. L/FUEL XFR AND R/FUEL XFR CAS MESSAGES The fuel pressure indication is displayed through the Engine Indicating System (EIS) Activation of either Crew Alerting System on the Multi-Function Display (MFD) in normal (CAS) message circuit is dependent on the mode (paragraph 1-12-A-12). FUEL FLOW INDICATION left and right fuel pressure switches open and cause the L/FUEL XFR or R/FUEL XFR CAS messages to go off. output pressure of 1. With the input CLOSED position. provided the conditions shown minimum pressure limit is set to ensure that in Table 1-18 are met. relationship between the fuel quantity in the forward fuel tank and the total quantity of the fuel system. the input signals to the fuel signal somewhere between the full OPEN or full conditioner are removed. When boost pump pressure is increasing. L/FUEL BOOST AND R/FUEL removing the ground to the right and left BOOST CAS MESSAGES transfer pump relays.5 PSI. the respective 1-15-P. the fuel signal conditioner utilizes two 360-second time delays prior to 1-15-R. 3 fuel probe and the low level malfunction and the valve has stopped detector. The message (Figure 1-44) displays when their fuel pressure input signal is provided from a respective fuel pressure switch senses a transducer mounted between the fuel boost decreasing boost pump pressure of pumps and the fuel shutoff valve. for 10 consecutive in Pounds Per Hour (PPH). ECCN EAR99 16 JUN 2014 Rev. refueled with an appropriate amount of fuel to Export Classification C. The FUEL VALVE Crew Alerting System (CAS) message displays when the fuel shutoff When forward fuel tank depletion is detected valve is in transit or in the event of a by the No. The fuel flow indication is displayed through the Engine Indicating System (EIS) on the When the fuel signal conditioner detects a Multi-Function Display (MFD) in normal mode forward fuel tank quantity of less than (paragraph 1-12-A-13). The fuel flow is 25 pounds and a total fuel system quantity of calculated by the FADEC ECU and displayed less than 250 pounds. signals removed. This allows the right and left transfer pumps to continue running for 360 seconds to ensure all the fuel in the The L/FUEL BOOST and R/FUEL BOOST forward tank is transferred to the main fuel Crew Alerting System (CAS) messages tank. FUEL PRESSURE INDICATION 1-15-S. seconds. 1 1-147 . With a L/FUEL XFR or R/FUEL XFR pump pressure of 5 PSI or greater. sufficient fuel pressure is supplied to the input of the engine driven fuel pump.5 PSI.1 pounds of total fuel is switch senses a decreasing boost pump indicated. The 1. The fuel pressure indication displays the pressure output from the two fuel boost The L/FUEL XFR or R/FUEL XFR CAS pumps in Pounds per Square Inch (PSI). the CAS The CAS message and transfer pump circuits messages extinguish prior to the pressure stay inoperative until the fuel system is passing through 5 PSI. FUEL VALVE CAS MESSAGE intermittent message flickering while the remaining fuel is transferred from the forward fuel tank to the aft fuel tank.5 ±0. The forward fuel cell is empty when display when their respective fuel pressure approximately 193. L/FUEL XFR or R/FUEL XFR CAS messages are deactivated to prevent 1-15-Q.

Pilots are to record torque events for each flight. This is a (CAS) message displays if the airframe fuel normal occurrence and is a function of fuel filter is in an impending bypass condition.1 pounds of fuel. When the the fuel low condition. FUEL LOW CAS MESSAGE sensitive to torque events is assigned a maximum Retirement Index Number (RIN) The FUEL LOW Crew Alerting System (CAS) (Information Letter GEN-03-94).1 and approximately approximately 18 pounds of fuel enters the 211. takeoffs are performed. the component is level detector is passed through the fuel removed from service. Transfer Light Activation Forward Tank < 25 Pounds Total Fuel < 250 Pounds for L/FUEL XFR or R/FUEL XFR for 10 Consecutive Seconds 10 Consecutive Seconds Light Illuminated (At a Decreasing Pressure of 1. signal conditioner power-up logic.875 ±0. it is possible that forward fuel cell. between 193. or being transfer pump circuits occurs when refueled to. The FUEL LOW CAS damage resulting from lifts and takeoffs. possibility of intermittent annunciator flickering due to fuel sloshing. 1 16 JUN 2014 Export Classification C. The input from the low maximum RIN is reached. ECCN EAR99 . Maintenance personnel convert the In addition.1 pounds of total fuel.BHT-407-MD-2 reactivate the system. Each component with a retirement life 1-15-U. Reactivation of the if the helicopter is shut down at. Certain components signal conditioner. RETIREMENT INDEX NUMBER 0. The airframe fuel (RIN) filter goes into bypass at 3. which provides a may be assigned a life in hours in addition to 13 ±3 second time delay to reduce the the RIN.25 PSI. forward fuel cell as unusable. Table 1-18. As the forward fuel cell is up to 18 pounds of fuel may remain in the empty at approximately 193. A message displays when approximately new component begins with an accumulated 100 ±10 pounds of usable fuel remains in the RIN of zero that is increased as lifts and main fuel cell.5 PSI) False False Yes False True Yes True False Yes True True No 1-15-T.75 ±0. This RIN message alerts the pilot that the main fuel corresponds to the maximum allowed fatigue tank quantity is low. The operator records the number of lifts and takeoffs and increase A float-type low level switch is used to detect the accumulated RIN accordingly. momentary activation (less than torque events into RIN to track the lives of all 2 seconds) of the FUEL LOW CAS message required components.125 PSI is present between the input and output of the fuel filter.5 ±0. This occurs when a differential pressure of 1-16. 1-148 Rev. FUEL FILTER CAS MESSAGE may display when power is applied to the helicopter and fuel quantity is greater than the The FUEL FILTER Crew Alerting System required low level activation point.

In addition. TRANSMISSION freewheel assemblies. and an pressure is controlled by a pressure regulator accessory gear drive. It is then directed to the transmission oil filter housing. and 1-17. FREEWHEEL ASSEMBLY takeoff plus the subsequent landing = one RIN) or a lift (internal or external). the main rotor system with a two-stage gear A non-vented filler cap is located on the right reduction of 15. conducted during pilot training operations may modify the RIN and hour factoring The tail rotor drive system is driven through a applied by maintenance personnel against flexible coupling and a splined adapter various helicopter components. this would total 16 torque power from the engine power takeoff gear events (6 takeoffs = 6 events. Engine power is transmitted to the 10 events. landings. rotor RPM monopole pickup. a run-on landing is defined as one where there is forward ground 1-17-B. For The freewheel unit (Figure 1-42) is mounted example. TRANSMISSION OIL SYSTEM travel of the helicopter greater than 3 feet with the weight on the skids.0 (6317 to 413 RPM). Make sure appropriate uses two side beams. forward of the engine button on the end of the filter housing that by a pylon installation. The pylon installation extends at 14 ±2 PSI. side of the top case to fill the transmission oil system. and two fore/aft restraint springs. mast. and two filter element. The components that valve that is set at approximately 52 PSI. chip detector. which drives the As autorotation landings (including hover freewheel inner shaft and couples the engine throttle chops) and run-on landings to the transmission input drive shaft. which delivers 6.29 to 1. 10 sling loads = shaft. which The transmission accessory gear drives the contains an input pinion and bevel gear oil pump. 6 + 10 = 16 events total). autorotation main rotor are allowed to drive the approaches with power recovery to a hover transmission mounted accessories and tail do not have to be counted as autorotation rotor drive system. An oil level sight gauge is located on the right side of the The transmission and mast assembly transmission lower case and may be viewed (Figure 1-42) transfers the engine torque to through a cutout in the air induction cowling. ECCN EAR99 16 JUN 2014 Rev.7 GPM. The transmission assembly is made up of a top support case and lower case. To ensure oil flow is not restricted. electric chip detectors. The arrangement. transmission oil pump. if an operator performs six takeoffs on the engine gearbox and is driven under and 10 sling loads. have taken place. BHT-407-MD-2 A torque event is defined as a takeoff (one 1-17-A.0 to 6. four elastomeric corner maintenance actions are carried out following mounts. an impending bypass indication in Export Classification C. 1 1-149 . the sprag clutch helicopter log book or alternate means. the filter The transmission assembly is attached to the incorporates an impending bypass indicator roof of the helicopter. outer race of the freewheel unit. To disengages and the rotational forces of the further clarify the requirement. then through the engaged sprag clutch. pilots need to mounted on the aft end of the freewheel inner inform maintenance when these operations shaft. The transmission oil system (Figure 1-43) lubricates the transmission. The are attached to the transmission and mast pump scavenges oil from the lower case assembly are the engine to transmission sump through a wire screen and the lower driveshaft. a planetary gear train. hydraulic transmission mounted oil manifold and the pump. This can be accomplished by notating the information in the applicable During autorotation.

The oil that 1-17-C-3. oil TEMPERATURE AND PRESSURE is gradually directed to the oil cooler until. (CAS) warning message are also located on Oil temperature is displayed in degrees the transmission mounted oil manifold. The transmission oil temperature and pressure indication is provided through the A temperature bulb for the oil temperature Engine Indicating System (EIS) (paragraph indication and a thermoswitch for the 1-12-A-8) and is displayed on the XMSN OIL TEMP Crew Alerting System Multi-Function Display (MFD) in normal mode. input driveshaft. cooler is bypassed and the oil is directed back to the transmission. At oil XMSN OIL PRESS . The transmission mounted oil manifold also which are provided via the Engine Indicating incorporates a thermostatic valve that System (EIS). XMSN OIL PRESS CAS MESSAGE lubricates the bearing in the aft housing moves forward through the hollow engine The XMSN OIL PRESS Crew Alerting System output driveshaft to the freewheel sprag (CAS) warning message will be displayed clutch and bearing. TRANSMISSION INDICATORS 29. 1-150 Rev. to lubricate the various gears and bearings. it is then directed to the transmission transmission oil filter manifold (Figure 1-43). the oil Alerting System (CAS) messages. The transmission oil pressure signal is The oil is then directed to a deck mounted oil provided by a transducer mounted on the manifold located below the transmission transmission deck oil manifold. all oil is directed through the cooler.6°C (230 ±10°F).6 to 38. A pressure transducer and oil pressure switch are mounted on the 1-17-C-2. Celsius and oil pressure is displayed in PSI.BHT-407-MD-2 accordance with the BHT-407-MM-6. XMSN OIL TEMP CAS MESSAGE transmission deck oil manifold. After leaving the deck mounted oil manifold. a filter bypass valve atmospheric pressure. TRANSMISSION OIL temperature increases above 150°F (66°C). The transducer provides signals to the oil The XMSN OIL TEMP Crew Alerting System pressure indication and the pressure switch (CAS) warning message will be displayed controls the XMSN OIL PRESS Crew when the transmission oil temperature Alerting System (CAS) warning message. The transmission system provides oil temperature and oil pressure indications. As the oil 1-17-C-1.6 PSI. The on the transmission oil filter manifold housing restrictor fittings reduce the flow and direct (Figure 1-43). at INDICATION 180°F (82°C). the oil to the freewheel forward duplex bearing and aft housing bearing. as well as XMSN OIL TEMP . 2 10 DEC 2015 Export Classification C. After the oil exits the cooler (or bypasses the The transmission temperature input signal is cooler through the thermostatic bypass provided by a thermobulb installed on the valve). controls the flow of oil to the oil cooler. ECCN EAR99 . and XMSN CHIP Crew temperatures below 150°F (66°C). thermoswitch detects a temperature of 110 ±5. a high pressure relief valve opens and the oil totally bypasses the filter. Additionally. the oil flows through the forward fire wall and The oil temperature thermoswitch is mounted a tee fitting equipped with two restrictors. opens if the differential pressure reaches 17 PSI and if the differential pressure reaches 1-17-C. The oil is then collected in when the transmission oil pressure switch the forward freewheel housing and returned detects a decreasing oil pressure of 30 ±2 PSI. to the main transmission lower case at Chapter 63.

If deformation of 1-18-A. one on the stops. ECCN EAR99 10 DEC 2015 Rev. glass/epoxy skins. the oil pressure switch will extinguish with conductive paint for lightning protection. contact maintenance personnel prior to further flight. The lower case chip detector glass/epoxy spar. Export Classification C. the CAS message prior to the pressure The blades are also individually passing through 38 PSI. The tail that require no lubrication are used.0 that reduces the driveshaft input speed of flapping. 6317 RPM to an output shaft speed of 2500 RPM. The gearbox has a self-contained oil and a nomex core afterbody. The blades incorporate nickel prevents the loss of oil from the gearbox plated stainless steel leading edge abrasion when the chip detector is removed. The tail rotor (Figure 1-45) is a two-bladed 1-17-C-4. The main rotor blades are a composite design using a glass/epoxy spar. interchangeable. The third strip and are coated with conductive paint for chip detector is mounted on the forward lightning protection. The tail rotor gearbox (Figure1-45). It is mounted on the left side of the The XMSN CHIP Crew Alerting System (CAS) tailboom and rotates clockwise when looking caution message will be displayed if magnetic inboard from the left side of the helicopter. glass/epoxy skins. ROTOR SYSTEM stressed beyond designed limits. coning/ 1. The oil pressure switch is mounted on the 1-18-B. The blades lubrication system. as the transmission oil pressure leading edge erosion strip and are coated builds. It contains two spiral bevel gears flexure. TAIL ROTOR GEARBOX (10. which prevents the loss of The tail rotor yoke static stop has been oil from the freewheel unit when the chip designed with yield indicators. which nomex core. BHT-407-MD-2 Similarly. 2 1-151 . drives the tail composite yoke that acts as a flapping rotor. XMSN CHIP CAS MESSAGE teetering rotor with a 5. non-vented filler cap. freewheel housing and also incorporates a self-sealing valve. indicators provide the ability to visually determine if the tail rotor yoke has been 1-18. particles in the oil system accumulate on any one of the three quick disconnect magnetic Teflon lined pitch change bearings are chip detectors. with the yoke (Figure 1-45). The yield detector is removed (Figure 1-43). Elastomeric bearings and dampers positioned at 90° angles to the other. The rotor assembly (Figure 1-44) is a four-bladed soft-in-plane design with a 35-foot 1-18-C. and droop stops.42-foot (1. and incorporate a nickel plated stainless steel a magnetic chip detector.6 m) diameter rotor. located on The main rotor hub contains a glass/epoxy the aft end of the tailboom. TAIL ROTOR HUB AND BLADES transmission deck oil manifold (Figure 1-43). The hub rotor gearbox has a gear reduction of 2. MAIN ROTOR HUB AND BLADES either yield indicator is evident.53 to also incorporates the use of lead-lag. upper case and one on the lower case. installed in a steel yoke assembly that uses an elastomeric flapping bearing and flapping Two magnetic chip detectors. This will be evident by deformation of either of the static The rotor system includes the main and tail stop yield indicators due to excessive contact rotor hub and blade assemblies. are mounted on the main transmission The blades are a composite design using a (Figure 1-43).65-m) diameter. and a incorporates a self-sealing valve.

A digital readout for NR is also provided. main rotor. MAIN ROTOR warning is displayed above the Primary Flight Display (PFD) through the RPM warning Main rotor cyclic and collective flight controls Pushbutton Annunciator (PBA) (Figure 1-4). FLIGHT CONTROL SYSTEM System (EIS). The RPM control sticks (Figure 1-47) in the cockpit are warning is also displayed at a NR speed of transmitted by push-pull tubes to hydraulic 107% and higher. The control inputs to the rotating controls and audio alert comes on briefly between 80 ±1% allows cyclic and collective pitch inputs to the and 96 ±1%. the RPM warning comes on levers. valve that prevents the loss of oil from the gearbox when the chip detector is removed. PSI INDICATOR activated. lower. collective. Rotor speed (NR) and power turbine 1-20-A. ECCN EAR99 . servo actuators mounted on the top deck. T/R CHIP CAS MESSAGE 1-19-B-1. Main rotor and tail rotor flight control systems (Figure 1-47) consisting of cyclic. NR LESS THAN 95% The T/R CHIP Crew Alerting System (CAS) If the rotor RPM sensor detects a main rotor caution message is displayed when a RPM (NR) of less than 95%. The low RPM audio alert can be muted by Control inputs from the cyclic and collective pressing the RPM Warning PBA. 2 10 DEC 2015 Export Classification C. The Power Situation Indicator (PSI) The RPM warning also comes on when the (paragraph 1-12-A-1) provides power turbine NR reaches a speed of 107 ±1%. 1-152 Rev. and direction ALERT WARNING of flight. low rotor RPM audio alert activates. ROTOR CONTROLS speed (NP) are both shown in percent RPM. The audio speed (NP) (paragraph 1-12-A-5) and main alert does not come on at 107 ±1%. and tilt the when the main rotor RPM (NR) reaches a swashplate. The flight controls are hydraulically boosted to reduce pilot effort and to The RPM warning and audio alert warning counteract control feedback forces. The indications are displayed on the Primary Flight Display (PFD) in normal mode. altitude. NR 107% OR GREATER 1-19. circuit is designed to activate when the main rotor RPM (NR) is less than 95%. which raise. The low rotor RPM audio alert can be muted by The chip detector incorporates a self-sealing pressing the RPM warning PBA. The swashplate converts fixed speed of 21 ±1% and goes off at 96 ±1%. 1-19-B. RPM MESSAGE AND AUDIO and anti-torque controls are used to regulate the helicopter attitude. The actuators operate the cyclic and collective On engine start.BHT-407-MD-2 1-18-C-1. ROTOR SYSTEM INDICATORS If the rotor RPM sensor detects a main rotor RPM NR of 107% or greater. 1-19-B-2. The rotor RPM horn is not 1-19-A. The RPM 1-20-B. rotor speed (NR) (paragraph 1-12-A-6) indications through the Engine Indicating 1-20. the RPM warning sufficient quantity of magnetic particles is displayed and the (continuous sounding) accumulate on the magnetic chip detector. regulate pitch and roll attitude and thrust. the RPM warning is displayed.

Cyclic centering switch 13 6. Cargo release switch DETAIL A 28. Collective pitch transducer (FADEC SYS) 16. Copilot cyclic stick 21. ECCN EAR99 10 DEC 2015 Rev. Cyclic cam 20. Flight Controls Export Classification C. Force trim switch 21 27. Tail rotor servo actuator 15 13. Copilot collective stick 3 17. SCAS actuator assembly 1 14. Collective servo actuato 10. Intercommunication/Radio transmit switch TYPICAL PILOT COLLECTIVE STICK NO OBJECT BEYOND THIS POINT 407_MD-2_01_0042_c01 Figure 1-47. Pilot cyclic stick 3. Balance springs 12. Cyclic friction knob 4 4. ATTD trim switch 25. Pilot tail rotor control pedal assembly 2. Copilot tail rotor control pedal assembly 19 22. Pilot collective stick 2 8. Control pedal spring 18 23. Cyclic longitudinal balance spring 20 19. Collective balance spring 15. BHT-407-MD-2 MAIN ROTOR 24 PITCH LINK 25 SWASHPLATE ASSEMBLY 26 28 11 9 12 27 10 DETAIL B CYCLIC GRIP 11 DETAIL B DETAIL A 1. AFCS disc switch 22 26. Cam override spring 23 7. Collective friction knob 9. 2 1-153 . Go-around (GA) switch 17 24. Trim actuator assembly 16 18. Cyclic servo actuators 14 11. Cyclic lateral balance spring 7 8 5 6 5.

BHT-407-MD-2

In the case of loss of hydraulic pressure to the A cyclic stick position switch (cyclic
servo actuators, springs are installed in centering switch) is attached to the cyclic
parallel to the cyclic and collective push-pull stick bellcrank. When the helicopter is on the
tubes on the cabin roof to assist the pilot with ground, this switch causes the CYC CTR
the increased control feedback forces. Crew Alerting System (CAS) caution message
to be displayed when the stick is not
1-20-B-1. CYCLIC centered.

The cyclic control stick (Figure 1-47) is The lateral and longitudinal SCAS actuator
mounted under the pilot crew seat and assemblies and the trim actuators are part of
protrudes from the forward bulkhead of the the Automatic Flight Control System (AFCS)
crew seat. The fore and aft cyclic input is (paragraph 1-10-C), which helps to reduce the
connected through push-pull tubes to the human effort required to control the flight
cyclic hydraulic servo actuators. In addition, plan of the helicopter.
all cyclic fore and aft movement is fed through
a cam assembly that automatically adds an 1-20-B-2. COLLECTIVE
amount of lateral cyclic input that is a
percentage of the fore and aft cyclic The collective control stick (Figure 1-47) is
movement. A spring canister is provided in mounted between the pilot and copilot crew
line with the cam input to permit cyclic seats. The collective control stick controls the
movement in the event that the cam assembly collective hydraulic servo actuator through
becomes jammed. push-pull tubes. This operates the collective
lever mounted on the top of the transmission.
The lateral cyclic input is connected through The collective lever raises and lowers the
push-pull tubes to the cyclic hydraulic servo swashplate ball-sleeve assembly and the
actuator. The hydraulic servo actuators cyclic levers to induce collective pitch to the
operate bellcranks and push-pull tubes that main rotor blades without affecting the cyclic
tilt the swashplate non-rotating ring. The path. A spring is installed under the copilot
swashplate rotating ring tilts likewise and crew seat to balance the required force to
actuates the pitch links, which control the raise and lower the collective with the
plane of rotation of the main rotor. hydraulic boost system operating. It contains
a go-around switch that is part of the
The cyclic control stick grip contains a Automatic Flight Control System (AFCS)
two-position intercommunication/radio (paragraph 1-10-D-2).
transmit switch and a cargo hook release
switch. It also contains the FORCE TRIM, A collective friction knob is located near the
AFCS DISC, and ATTD TRIM switches that are base of the collective stick between the pilot
part of the Automatic Flight Control System and copilot seats. A throttle twist grip for the
(AFCS) kit (paragraph 1-10-D-1). An adjustable engine is mounted on the collective stick. A
friction control knob, located at the base of mechanical idle release pushbutton is located
the cyclic stick where it protrudes through the in front of the twist grip throttle. A switchbox
forward crew seat bulkhead, allows the pilot located on the forward end of the collective
to set the desired amount of control stiffness stick provides a base for the engine start
for flight or to lock the cyclic control stick switch and landing light switch.
during ground operation or shutdown.

1-154 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

BHT-407-MD-2

1-20-C. TAIL ROTOR solenoid control relay, an actuating rotary
solenoid, a positioning sensing microswitch,
The tail rotor, or anti-torque, flight controls and a press-to-test PEDAL STOP (PTT) switch
(Figure 1-47) provide pitch adjustment of the (Figure 1-48).
tail rotor blades for yaw control. A set of
pedals on the cockpit floor, forward of the A manual release cable assembly is provided
pilot seat, are connected to a directional to override the airspeed actuated pedal
control hydraulic servo actuator, located in restrictor control system in the event of an
the aft fuselage near the tailboom. Push-pull electrical malfunction.
tubes connect the actuator to the fixed pitch
change mechanism of the tail rotor gearbox. The helicopter pitot and static installation
The tail rotor fixed mechanism is connected interfaces with the ADC. The ADC calculates
to the rotating controls through a rotating airspeed from the pitot and static inputs and,
push-pull tube. The push-pull tube attaches to when greater than 55 ±5 KIAS, provides a
a sliding crosshead that moves in and out on signal to integrated avionics unit No. 2, which
splines on the tail rotor mast to provide pitch in turn causes the solenoid control relay to
control. Rotating counterweights minimize the
energize and in turn cause the rotary solenoid
control forces required.
to extend the pedal stop restrictor into the left
pedal’s range of travel. The ADC and
The tail rotor control pedals contain a integrated avionic unit triggers the solenoid
bellcrank pedal adjuster, which provides for
control relay to de-energize and the rotary
manual adjustment of pedal position
solenoid to retract the pedal stop when
according to the pilot’s needs. In addition, the
calculated airspeed falls below 50 ±5 KIAS.
position of the pedal foot rests may also be
manually adjusted.
The PEDAL STOP Crew Alerting System
(CAS) caution message is displayed if a
For helicopters with dual controls, the fully
malfunction of the system is detected (i.e., if
functional copilot tail rotor control4 pedal
the pedal stop remains engaged when the
assembly is installed on the floor in front of
airspeed falls below 50 ±5 KIAS or if the pedal
the copilot seat to provide a means for the
copilot to control the tail rotor assembly. The stop does not engage when the airspeed is
control pedals are linked to the pilot pedals by greater than 50 ±5 KIAS). The message is also
means of control tubes and a bellcrank. The displayed during test.
copilot pedals can also be positioned, as
desired, by means of the pedal adjuster. The 1-21. HYDRAULIC SYSTEM
position of the pedal foot rests may also be
manually adjusted. The hydraulic system (Figure 1-49) provides
boost power for the cyclic, collective, and
1-20-D. AIRSPEED ACTUATED PEDAL anti-torque flight controls. The system
STOP SYSTEM includes a pump, reservoir, pressure and
return filter assemblies, pressure and return
Along with pitot and static system inputs, the manifold, pressure monitoring sensor,
airspeed actuated pedal stop system utilizes solenoid valve, pressure relief valve, flight
the Air Data Computer (ADC) (GDC 74A), both control servo actuators, and interconnecting
integrated avionics units (GIA 63H), a tubing and fittings.

Export Classification C, ECCN EAR99 10 DEC 2015 Rev. 2 1-155

BHT-407-MD-2

SOLENOID CONTROL RELAY
LCTN - PEDESTAL
B3
B2
B1
A3
A2
PEDAL STOP
A1
5A X1
28 VDC INTEGRATED AVIONICS UNIT NO. 1
BUS X2
(GIA 63H)
DISCRETE IN 8A (PS SOLENOID
FULLY EXTENDED)

ARINC 429 IN

AIR DATA COMPUTER
SOLENOID
(GDC 74H)
LCTN - PEDESTAL
PITOT INPUT
+

STATIC INPUT

ARINC 429 OUT

ARINC 429 OUT

INTEGRATED AVIONICS UNIT NO. 2
3140A2
(GIA 63H)
POSITION SWITCH ARINC 429 IN
LCTN - PEDESTAL
NC
DISCRETE IN 1A PEDAL STOP
SOLENOID C
SOLENOID FULLY EXTENDED
FULLY NO
EXTENDED

CAS MESSAGE
PEDAL STOP ETHERNET

PEDAL STOP SWITCH
LCTN - INSTR PANEL

PUSH TO
TEST DISCRETE IN 5A
(PEDAL STOP TEST)

ANNUNCIATE IN 2A
(PEDAL STOP CONTROL)

407_MD-2_01_0043

Figure 1-48. Airspeed Actuated Pedal Stop System

1-156 Rev. 2 10 DEC 2015 Export Classification C, ECCN EAR99

BHT-407-MD-2 OPERATING PRESSURE 1000 PSI -25/+50 HYDRAULIC FLUID MIL-PRF-5606 SEE DETAIL B SEE DETAIL B 1 16 17 2 3 SEE DETAIL B 4 15 15 5 6 7 8 CYCLIC 18 CYCLIC COLLECTIVE TAIL ROTOR 13 SEE DETAIL A 9 12 HYDRAULIC SYSTEM 14 DIFFERENTIAL CAUTION LIGHT RELIEF VALVE PRESSURE RETURN TEST PORT 10 11 SUCTION 5 8 PRESSURE RETURN RETURN RETURN SERVO SERVO PRESSURE PRESSURE ACTUATOR ACTUATOR (SYSTEM) (SYSTEM) SEQUENCE VALVE CHECK DE-ENERGIZED. Hydraulic pressure switch SEE DETAIL B 407_MD-2_0002 Figure 1-49.TYPICAL 18. 2 1-157 . ENERGIZED- VALVES SYSTEM ON SYSTEM OFF CYLINDER SOLENOID VALVE SCHEMATIC INPUT FROM OUTPUT FLIGHT CONTROLS DETAIL A 17. Tail rotor servo actuator SERVO ACTUATOR . Hydraulic System Export Classification C. ECCN EAR99 10 DEC 2015 Rev.

If pressure across the filter is 70 ±10 PSI. The pressure filter clogs completely in indication of clogging. the indicator gives the correct valve. Each filter assembly contains a red pop-up When HYD SYS switch is ON. Hydraulic fluid located on both the pressure and return filter is supplied to the pump from a vented gravity assemblies. The INDICATORS solenoid valve is controlled by a HYD SYS switch located on the overhead console. HYDRAULIC INDICATORS by the transmission. When the anti-torque actuators. the assemblies have red pop-up indicators. the red pop-up indicator rises. The filter indicator is reset decreases to 60 PSI. allows fluid to bypass the filter if it senses a indicating an impending clogged filter. and valve. Hydraulic system indicators include a self-lubricated type designed to operate HYDRAULIC SYS Crew Alerting System continuously and provide a rated discharge (CAS) caution message and pop-up indicators pressure of 1000 -25/+50 PSI. The HYDRAULIC SYS Crew Alerting System (CAS) caution message is displayed when the A relief valve is incorporated in the system. hydraulic pressure switch detects a between the pressure filter and the solenoid decreasing pressure of 650 -0/+100 PSI. and a solenoid valve. 1-158 Rev. The hydraulic fluid temperature is more than 35°F pressure filter does not contain a bypass (2°C). feed reservoir mounted forward of the transmission. the +0/-100 PSI. the solenoid indicator that indicates an impending clogged valve is de-energized to the open position and filter.BHT-407-MD-2 The hydraulic pump is mounted on and driven 1-21-A. This allows fluid returning from the servo 1-21-C. The hydraulic pressure switch is relief valve opens to protect the system from mounted on the hydraulic manifold. Both the pressure and return filter prevent inaccurate indications of bypass. The pop-up indicator is located on the fluid is routed to cyclic. When the differential pressure prior to next flight. and top of the filter assembly housing. collective. extinguishes on an increasing pressure at 750 When the pressure reaches 1225 ±150 PSI. To reservoir. provides its signal directly to integrated avionics unit No. HYDRAULIC FILTER a pressure filter. From the actuators. by pushing the button in. the bypass valve closes. ECCN EAR99 . HYDRAULIC SYS CAS MESSAGE actuators to return to the reservoir even if the return filter is completely clogged. which is then provided to the Primary Flight Display (PFD) and Multi-Function Display (PFD). These indicator does not work when the hydraulic indicators are activated when the differential fluid temperature is less than 35°F (2°C). 2. even if the ambient order to prevent contaminated hydraulic fluid temperature is below 35°F. The pump is a variable delivery pressure compensated. differential pressure across the filter is fluid passes through a return filter to the 70 ±10 PSI. forward damage. 1-21-B. differential pressure of 100 ±25 PSI across the maintenance action should be performed filter. The relief valve is normally closed. The return filter contains a bypass valve that If a filter pop-up indicator is extended. from being pumped through the system. The relief valve resets when of the hydraulic actuator support and pressure drops to approximately 1075 PSI. 2 10 DEC 2015 Export Classification C. Fluid passes through the pump.

Section 2). Failure of the generator can be determined by Reapplication of electrical power could cause a GEN FAIL Crew Alerting System (CAS) an overtemperature condition due to the caution message. Starter-generator battery. it is important to position the battery the starter-generator and the battery are switch to ON prior to removing the external grounded to the helicopter structure. In the system is obtained from a nickel-cadmium event of a total electrical failure (hard short on 24-volt. possibly flame out. opens. ELECTRICAL SYSTEM In the event power from the generator is lost. a zero ammeter reading. Refer to helicopter by means of a receptacle located the BHT-407-FM-2. assuming 80% charged.000 feet HP. power when a decrease in NG speed is noted. Chapter 95). If all for the electrical system are located on the sources of electrical power are removed from overhead console and the instrument panel.8 VDC). voltage regulator. Controls power source (BHT-407-FM-2. The integrated pumps for a period of approximately avionics system can be configured by 2. by the FADEC system. 28 VDC Ground Power Unit (GPU) shall be 500 amps or less to reduce the risk of starter Major components of the DC power system damage from overheating. under voltage inadvertently left OFF and the external power (18 ±1.08 to source is removed. starter-generator. can supply 206-062-200-113 has been derated to fuel boost and transfer pumps for a 180 amps to ensure adequate cooling under period of approximately 1. maintenance personnel to reflect the 180-amp or increased load 200-amp starter-generator 1-22-A. 28-amp/hour battery and a 30-volt. EXTERNAL POWER installation (BHT-407-MM-10. the 17-amp/hour 200-amp starter-generator. or reverse current (0. and reverse current protection. DC control unit. Negative terminals of position. causing the engine to decelerate and under voltage. If the battery switch is If an overvoltage (32 ±0. Section 1 for operating on the lower front section of the helicopter. assuming 80% Starter-generators 206-062-200-123/-141 are charged. ECCN EAR99 10 DEC 2015 Rev. the DC control unit/voltage regulator disconnects the generator from the system. the hot start solenoid valve in the HMU The generator is provided with overvoltage.5 VDC). do not attempt to reapply 0. relays. include the battery. Throttle should be positioned to cutoff. the ECU with the engine at idle in AUTO mode. BHT-407-MD-2 1-22. Export Classification C. optional 28-amp/hour battery. can supply fuel boost and transfer rated for 200-amp operations. 2 1-159 .7 hours. The all operating conditions up to 18.8 hours. or reduced NG speed and reintroduction of fuel a low battery voltage indication. which ensures the correct operating External power may be supplied to the limitations are provided to the pilot. limitations. placed to the OFF position. if the battery switch is immediately 24-volt. emergency power available from the battery The helicopter is equipped with a 28 VDC can be maximized by pulling the circuit electrical system (Figure 1-50). and circuit breakers. Power for this breakers on all non-essential systems. 28 VDC bus. All circuits in the If external power was used to power the start electrical system are single wire with fuselage and the battery switch was left in the OFF common ground return.150 VDC for 350 milliseconds) is detected. 17-amp/hour battery or optional bus).

2 10 DEC 2015 Export Classification C. ECCN EAR99 . DC Electrical System 1-160 Rev.BHT-407-MD-2 BATTERY EXTERNAL POWER RECEPTACLE BATTERY EXTERNAL RELAY POWER RELAY + . + AVIONICS BUS SHUNT STARTER GENERATOR C D GEN FIELD GEN FIELD FADEC/START E 10 15 RELAY GENERATOR SWITCH A B RESET START SWITCH START GEN RESET OFF 5 GEN DC CONTROL UNIT/ VOLTAGE REGULATOR FADEC/ECU J L FADEC DISENG MODE SWITCH START (-) M D AUTO G K AUTO H MANUAL ENG START MANUAL 5 TYPICAL 407_MD_01_0024 Figure 1-50. + + OFF - BATTERY SWITCH BAT (ON) AMMETER AVIONICS SWITCH STARTER GENERATOR RELAY RELAY 28 VDC BUS BUS BAR BUS BAR .

Battery continues to run all electrical systems BATTERY SWITCH SHALL BE SET through the closed battery relay. a variable voltage selector. ECCN EAR99 10 DEC 2015 Rev. with power is applied and voltage adjusted to 28. Charging is completed when GPU boost/XFR backup circuit breaker. incorporate a good quality constant voltage regulator. and the left event the BATTERY HOT CAS message is fuel XFR/ boost circuit breaker switch to the displayed. P R O C E D U R E . In the valve switch. due to minor bus. BHT-407-MD-2 1-22-B. To reduce TO OFF AND GPU POWER load on an overheated battery. the battery switch. the pilot REMOVED TO REDUCE should pull circuit breakers on all POSSIBILITY OF THERMAL non-essential systems. using a GPU. charging is supplied by the GPU and must be battery voltage is supplied through the fuel monitored. the battery switch shall be turned left fuel transfer and left fuel boost pumps.5 volts). During this condition. which connects the battery to the DC installed in the helicopter. BATTERY CHARGING (17 AND 28-AMP/HOUR BATTERIES) The battery switch is installed on the As a maintenance function. BOOST circuit breaker switch should be left ON to ensure fuel transfer from the forward NOTE fuel tank to the main fuel tank continues. Battery the FUEL VALVE switch positioned to ON.5 VDC (do not exceed 28. alternate circuit (Figure 1-46) is provided to allow operation of the left fuel transfer and left The battery switch may be set to ON after GPU fuel boost pumps. I F BATTERY HOT the pilot should turn GEN switch to OFF. 2 1-161 . OFF and GPU power removed. Reduced levels of electrolyte can cause cell helicopter battery (BATT switch positioned to imbalances and lower overall battery OFF). and an In the event BATTERY HOT Crew Alerting amperage indicator. battery charging overhead console and controls the battery may be accomplished with the battery relay. an procedures. The switch has two positions. BATTERY SWITCH 1-22-C. System (CAS) warning message is displayed. the battery continues to receive a MONITORED DURING THIS charge from the generator. The GPU must BATT. If battery relay contacts have not SYSTEM (CAS) WARNING MESSAGE MUST BE CONTINUOUSLY opened. If BATT switch is turned OFF and the BATTERY RLY CAUTION CAS caution message is displayed. capacity. the fuel output indicates approximately 8 amps. Left FUEL XFR/ RUNAWAY. It is recommended that the charging procedure not exceed 45 minutes in The BATT switch also configures the DC duration. this indicates battery relay contacts have not BATTERY HOT CREW ALERTING opened. OFF and depletion. the BATT switch shall be turned OFF. Frequent use of this power feed to the left fuel boost pump and the procedure may cause loss of left fuel transfer pump between the DC bus electrolyte due to gassing through (battery switch positioned to BATT) and the electrolysis. This procedure is not intended to take the place of In the event the battery switch is positioned to scheduled battery maintenance OFF during helicopter operations. To prevent this. CAS MESSAGE IS DISPLAYED. Export Classification C.

this allows the generator control unit/voltage regulator to monitor and control the output The electrical system includes a DC amps and voltage of the starter-generator and in turn volts indication through the Engine Indicating System (EIS) as well as BATTERY HOT . If the malfunction condition switch generator to OFF prior to generator persists following the RESET. positioned to start or disengage.BHT-407-MD-2 1-22-D. refer to paragraph 1-14-A-4 or paragraph 1-14-A-7. which resets the internal To ensure limits are not exceeded. MESSAGES Under normal operating conditions. Positioning the The voltage indication is provided through the generator switch to GEN with the GPU Engine Indicating System (EIS) (paragraph connected may cause a reverse current 1-12-A-10) and displayed on the situation and trip the generator off line. which removes control of the generator control unit/ The amperage indication is provided through voltage regulator from the generator and the Engine Indicating System (EIS) (paragraph generator relay. time. VOLTAGE INDICATION GPU is disconnected prior to positioning the generator switch to GEN. spring loaded design with only DISENG positions. In the event an overvoltage condition is Ammeter indications are continuous detected by the generator control unit/voltage regardless of load and the indication does not regulator. The switch is a double pole. 1-12-A-9) and displayed on the Multi-Function removing the generator from the 28 DC bus. Positioning the generator the BHT-407-FM-2 for generator load switch to RESET provides bus power. Following a brief to reset should not be made. of contacts moves. Additionally. to the generator control unit/ voltage regulator. With the generator switch positioned to GEN. momentary contact in either the START or double throw. The generator relay opens. When the switch is momentary contact in the RESET position. from limitations. ECCN EAR99 . Positioning the generator switch to OFF 1-22-G. only one set The switch has three positions. 1-162 Rev. It contains two sets output by opening and closing the generator of spring loaded contacts that provide field circuit. further attempts exceedance being reached. an internal regulator trip relay drop to zero if limits are exceeded. its function is to complete the generator field 1-22-F. and GEN FAIL 28 VDC bus through the generator relay. following a start using a GPU. ensure battery switch is positioned to ON and 1-22-H. ELECTRICAL SYSTEM circuit between the starter-generator and the INDICATIONS AND CAS generator control unit/voltage regulator. Refer to circuit is activated. OFF. connect the output of the generator to the BATTERY RLY . the battery. Multi-Function Display (MFD) in normal mode. START IN AUTO MODE or START IN MANUAL MODE. AMPERAGE INDICATION opens the generator field circuit. GENERATOR SWITCH 1-22-E. generator switch can be positioned to GEN (ON). For a description of a and RESET. START . Crew Alerting System (CAS) messages. pilot can trip relay circuit. Display (MFD) in normal mode. START SWITCH The generator switch is installed on the The start switch is located on the collective overhead console and controls generator switch box (Figure 1-50). 2 10 DEC 2015 Export Classification C. GEN.

GEN FAIL CAS MESSAGE battery incorporates three thermal switches. Export Classification C. and anti-collision lights. instrument (CAS) caution message is displayed if the panel and associated lighting. While both of the 17-amp/hour battery thermal The GEN FAIL Crew Alerting System (CAS) switches are used in the BATTERY HOT CAS caution message is displayed when the circuit. 1-23. being energized. only two of the three thermal switches generator relay is de-energized and not available on the 28-amp/hour battery are connecting the generator output to the DC used.1 ±2.4 VDC. engaged until the start switch is released from the START position. START CAS MESSAGE The Light Emitting Diode (LED) utility light provides a white light. and aft cabin battery relay has remained in the closed lighting. battery A removable utility light is secured in a power remains on the 28 VDC bus. bus. even if the generator is long. COCKPIT UTILITY LIGHT If the battery relay remains energized after the battery switch has been set to OFF. the GEN FAIL CAS message is displayed. position. has been set to OFF. The exterior lighting system includes (energized) position after the battery switch landing. the BATTERY RLY CAS tube tunnel between the cockpit seat backs. battery hot condition with either the basic With the FADEC MODE switch positioned ship 17-amp/hour or optional kit 28-amp/ to MANUAL. the starter relay stays engaged The BATTERY HOT Crew Alerting System until the gas producer (NG) speed (CAS) warning message is displayed during a reaches 50 ±1%. 1-22-K.7 ±2. The 17-amp/hour battery incorporates two thermal switches while the 28-amp/hour 1-22-L. spiral wound cord permits use off.8°C). 1-23-A. The starter relay is knob. BATTERY HOT CAS MESSAGE With the FADEC MODE switch positioned to AUTO. relay is energized. If this bracket on the forward side of the control situation occurs. displayed. the GEN FAIL message is the BATTERY HOT CAS message is extinguished. BHT-407-MD-2 1-22-I. A message is displayed. LIGHTING SYSTEM 1-22-J. the starter relay stays hour battery installed. Once the generator When any one of the thermal switches closes. anywhere in the cockpit. 2 1-163 . ECCN EAR99 10 DEC 2015 Rev. Prior to the generator relay (71. It can be used as a spot The START Crew Alerting System (CAS) or flood light and the intensity of the light is caution message is displayed when the controlled with the OFF/BRT/DIM control starter relay is energized. The 28-amp/hour battery generator output climbs through a threshold switches close at a temperature of 160 ±5°F of 24 ±2.8°C). The interior lighting system The BATTERY RLY Crew Alerting System includes a cockpit utility light. Power to the cockpit utility light is energized when the start switch is positioned provided through the 5-amp CKPT LIGHTS to START as follows: circuit breaker. The 17-amp/hour battery thermal switches The generator relay is energized by the close at a temperature of 145 ±5°F generator control unit/voltage regulator when (62. BATTERY RLY CAS MESSAGE The lighting systems include interior and exterior lighting.

2 10 DEC 2015 Export Classification C. Display (PFD). standby airspeed indicator. POSITION LIGHTS bright or fixed dim mode. of the position of the two reading light switches. and a white light located on the tail. are installed switch to PASS LT allows control of the below either side of the instrument panel. Position lights are also located on the lower cabin with a green light on the right side. RPM. VENTILATION AND DEFOG SYSTEM With the CABIN/PASS LT switch positioned to OFF. electric blower. INSTRUMENT PANEL AND 1-23-D. WARNING/CAUTION. Each side consists of a plenum With the CABIN/PASS LT switch positioned to with a vent door. 1-23-F. ECCN EAR99 .BHT-407-MD-2 1-23-B. with knobs. Multi-Function Display (MFD). all cabin lights are ON regardless defog nozzle. Power is provided to provided to the LED strobe light directly from the lights from the 5-amp CKPT LIGHTS the 5-amp ANTI COLL LT circuit breaker circuit breaker and controlled through the switch located on the overhead panel. The two lower Light Emitting Diode (LED) instrument panel lights. Lighting power is provided by the Positioning the LDG LT switch to FWD turns 5-amp INSTR LT circuit breaker. windshield CABIN LT. AFT CABIN LIGHTING The Light Emitting Diode (LED) anti-collision light consists of a single red strobe light The aft cabin lighting system consists of two mounted on top of the vertical fin. 1-24. are a fixed intensity and through the 5-amp POSN LT circuit breaker illuminated when the INSTR LT rheostat is switch located on the overhead panel. circuit breaker. and a red light on the left side. and FADEC MANUAL PBA switches is provided in either a 1-23-E. to allow outside ram air to enter the cabin 1-164 Rev. on the forward landing light and positioning the switch to both turns on both the forward The lighting intensity of the MASTER and downward landing lights. audio panel. Power is provided to the LED landing lights standby altimeter indicator. crew station. all cabin lights are OFF regardless of the A vent and defog system is installed at each position of the two reading light switches. Power is individual reading lights. CABIN/PASS LT switch and two individual reading light switches. reading lights through the reading light Pulling the cable opens the exterior vent door switches. turned on. ANTI-COLLISION LIGHT 1-23-C. which illuminate the Power is provided to the LED position lights lower test buttons. the INSTR LT rheostat located in the overhead console. The fixed dimming circuit is controlled through the BRT/DIM The Light Emitting Diode (LED) position lights CAUT LT switch when the INSTR LT rheostat consist of a green light located on the is positioned between the dim and bright horizontal stabilizer right vertical fin. LANDING LIGHTS ASSOCIATED LIGHTING The Light Emitting Diode (LED) landing lights consist of one forward and one The lighting intensity of the Primary Flight downward-facing lamp. Positioning the CABIN/PASSLT Control cables. standby compass through the 3-amp LDG LT circuit breaker edge lit panels is variable and is controlled by switch located on the overhead panel. Lighting power for the dimming light on the horizontal stabilizer left vertical circuit is provided by the 5-amp INSTR LT fin. and a control cable. a red position.

the images The first aid kit is supplied as loose change color from to black and white. Export Classification C. The blower intake takes 1-26. If installed. Chapter 97) for operation fairing assembly of the fuselage and provides procedures. The camera uses Charge-Coupled Device (CCD) 1-26-A. ECCN EAR99 10 DEC 2015 Rev. which provides a sensitive device that acts as the camera’s electronic eye. equipment. The control cables lock in any shown on the AUX — Video page on the position and are released by pressing the Multi-Function Display (MFD). The A portable fire extinguisher is mounted CCD technology changes the detected between the cockpit seat backs. EMERGENCY EQUIPMENT air from the cabin and blows it through the windshield defog nozzle onto the windshield. center button on each knob. a first aid kit. The 1-26-B. and an optional switch located in the overhead console. BHT-407-MD-2 through an opening at the bottom of the When selected by the pilot. Installation. ELT ARTEX C406-N HM Kit (BHT-407-II-38). refer to the ARTEX C406-N HM 1-25. 2 1-165/1-166 . and defogging when the helicopter is on the ground or hovering. photons of light into electronic signals that are used to make clear color images. FIRST AID KIT camera uses infrared technology and when the light conditions change to low. TAIL ROTOR CAMERA Description. PORTABLE FIRE EXTINGUISHER technology. the image is plenum. Power is provided to the tail rotor camera An electrically-driven axial flow blower in through the 1-amp T/R CAM circuit breaker each system provides airflow for ventilation switch located on the overhead panel. Emergency equipment includes a portable fire Both blowers are controlled by one DEFOG extinguisher. Operation. a fixed viewing angle of 120°. and Maintenance Manual (570-5060) The tail rotor camera is installed on the aft (BHT-407-CR&O-V.