BK117 C - 2 Training Manual Autopilot BK1

BK117 C--2
Training Manual
Autopilot
BK117 C-2
Training Manual
Autopilot
EUROCOPTER DEUTSCHLAND GmbH

Training Academy
P.O. Box 1353
D--86603 Donauwörth
Phone: (0049) 906 71-4481
Fax: (0049) 906 71-4499
For training and information only December 2006 1

BK117 C--2
Training Manual
Autopilot
Foreword
About this Training Document This training document comprises the following ATA chapters:
This purpose of this training document is to provide an overall picture Autopilot ATA 22
of the Auto Flight Control System with which the BK117 C-2 helicopter Yaw SAS ATA 22
is equipped. It has been prepared with the aid of the information
contained in the the BK117 C-2 Flight Manual. Pitch/Roll SAS ATA 22
DC System ATA 24
The information contained in this training document represents the
technical status as at December 2006. Warning Unit ATA 31
CPDS ATA 31
It is expressly emphasized that this training document is of a purely
informational nature and is not subject to any revision service. Air Data Computer ATA 34
Attitude and Heading Reference System ATA 34
The authors
Trim System ATA 67
_____________________________________________________
All rights reserved.
Disclosure to third parties, reproduction or translation of this training
document or parts thereof requires the express written approval of the
EUROCOPTER Deutschland GmbH.
2. edition September 2004
1. revision December 2006
_____________________________________________________
Please direct any inquiries you may have to the
Training Academy.

BK117 C--2
Training Manual
Autopilot
Table of Contents
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Push Button Indicator Switches AP1 / AP2 . . . . . . . . . . . . . . . 54
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Push Button Indicator Switches A.TRIM CYC/YAW . . . . . . . 55
Automatic Flight Control System AFCS . . . . . . . . . . . . . . . . . . 8 Disengagement and Override . . . . . . . . . . . . . . . . . . . . . . . . . . 57
AFCS Design Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Heading Select (HDG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Basic Structure of Automatic Flight Control Systems . . . . . . 13 Indicated Airspeed Hold (IAS) . . . . . . . . . . . . . . . . . . . . . . . . . . 60
AFCS System Requirements (VFR/SPIFR) . . . . . . . . . . . . . . . . 14 Altitude Hold (ALT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
System Description Autopilot BK117 C-2 . . . . . . . . . . . . . . . . 16 Altitude Aquire (ALT.A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Installation Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Vertical Speed Hold Mode (VS) . . . . . . . . . . . . . . . . . . . . . . . . . 66
System Components and Controls . . . . . . . . . . . . . . . . . . . . . . 24 VOR Navigation Mode NAV (VOR) . . . . . . . . . . . . . . . . . . . . . . 68
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 VOR Approach Mode APP (VOR.A) . . . . . . . . . . . . . . . . . . . . . 71
Electrical Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Localizer Approach Mode APP (LOC) . . . . . . . . . . . . . . . . . . . 74
Autopilot Module (APM 2001) . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Glide Slope Mode (GS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
APMS 2360 Autopilot Mode Selector (Control Unit) . . . . . . . 30 Go Around (GA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Cyclic Stick Grip / Collective Pitch Lever . . . . . . . . . . . . . . . . . 34 Excessive Deviation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Pelican Rack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
AHRS Attitude and Heading Reference System . . . . . . . . . . 38 Automatic Level--Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Air Data Computer (ADC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Long Range Navigation Mode NAV (NMS) . . . . . . . . . . . . . . . 86
Temperature Sensor for ADC . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Emergency and Malfunction Procedures . . . . . . . . . . . . . . . . . 88
Collective Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 AFCS Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Yaw Position Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 AFCS Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Relays for SAS or AP Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 AFCS Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Pitch, Roll Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Digital Test System (DTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Yaw Rate Gyro . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Maintenance Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Trim Motors (Parallel Actuators) . . . . . . . . . . . . . . . . . . . . . . . . 46 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Serial Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 AFCS Maintenace Mode Capabilities: . . . . . . . . . . . . . . . . . . . 100
Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Annex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Actuator Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Push Button Indicator Switch TEST . . . . . . . . . . . . . . . . . . . . . 53

BK117 C--2
Training Manual
Autopilot
Abbreviations
ADC Air Data Computer BACKUP SAS Stability Augmention System (digital); SAS
ADU Air Data Unit functionality used as backup for autopilot,
provided by Yaw SAS, P&R SAS. It is a
AEO All Engines Operative hands--on operation.
AFCS Automatic Flight Control System; complete BC Back Course
autopilot system consists of APM, AP SAS,
Actuator, Sensors, Y FOG, P FOG, etc. BEEP TRIM 4-way BEEP TRIM switch on cyclic stick
(ATT TRIM)
AGL Above Ground Level
BIT Built In Test
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
CAD Caution and Advisory Display
A/C Aircraft
CH Channel
ALT/ALT.A Altitude Hold Mode / Altitude Acquisition
CLPS Collective Lever Position Sensor
AMLCD Active Matrix Liquid Crystal Display
CPDS Central Panel Display System
AP Autopilot; functionality of autopilot computer
(APM) and associated software, used to CRS Course
define source of control. CSPS Collective Stick Position Sensor
APM Autopilot Module; computer hardware CTL Control
APMS Auto Pilot Mode Selector (= control panel)
AP SAS Autopilot SAS; SAS function provided by the DH Decision Height
APM when both AHRS are off DPIFR Dual Pilot Instrument Flight Rules
ARINC Digital Bus (Aeronautical Radio Cooperation) DTS Digital Test System
ATT Attitude
A.TRIM Autopilot automatic trim; attitude hold function FAR Federal Aviation Rules
provided by APM as default.
FCDM Flight Control Display Module
FCDS Flight Control Display System

BK117 C--2
Training Manual
Autopilot
FLI First Limit Indicator MEL Minimum Equipment List

FMS Flight Management System MF Multi Frequency
FOG Fibre Optic Gyro
FTR Force Trim Release NAV Navigation system
GPS Global Positioning System NCU Navigation Computing Unit
GA Go Around ND Navigation Display
GS Glide Slope NMS Navigation Management System
NVG Night Vision Goggles
HC Helicopter
HDG Heading OAT Outside Air Temperature
HSI Horizontal Situation Indicator OEI One Engine Inoperative
IAS Indicated Airspeed OGE Out of Ground Effect
ICP Instrument Control Panel
ICS Intercoms P Pitch
IGE In Ground Effect PA Parallel Actuator
ILS Instrument Landing System PFD Primary Flight Display
PPS Pedal Position Sensor
JAA Joint Aviation Authorities PTT Press to Talk
LCD Liquid Crystal Display R Roll

LH Left Hand RA Radio Altimeter
LOC Localizer RCU Reconfiguration Control Unit
LVDT Linear Variable Differential Transducer RH Right Hand
RMM Removable Memory Module
RVDT Rotary Variable Differential Transducer

BK117 C--2
Training Manual
Autopilot
SAS Stability Augmention System (digital); SAS XOD Trim actuator out of detent
(= backup SAS) functionality used as backup for autopilot, XPDR/XTR Transponder
provided by YAW SAS, P&R SAS. It is a
hands--on operation.
SEMA Smart Electro-Mechanic Actuator Y Yaw
SMD Smart Multifunction Display
SMD 68 H SMD 6 inches x 8 inches for HC
SMD 45 H SMD 4 inches x 5 inches for HC
SPIFR Single Pilot Instrument Flight Rules
STD Standard (standard air pressure)
TST Test
UL Upper Limit
VEH Vehicle
VEMD Vehicle & Engine Multifunction Display
VFR Visual Flight Rules
VNE Velocity Never Exceed
VRM Video and Radar Module
VS Vertical Speed
WXR Weather Radar

BK117 C--2
Training Manual
Autopilot
INTENTIONALLY LEFT BLANK

BK117 C--2
Training Manual
Autopilot
Automatic Flight Control System AFCS
Introduction -- Undesired control cross-coupling can be eliminated.

Generally helicopters show a low natural stability, which in These systems have one principal in common: they provide
combination with atmospheric influence causes a high workload for stabilization but not control.
the pilot. A stabilized helicopter will in fact maintain its attitude for a while but will
With the aid of control technology (stability augmentation systems), then roll or pitch away from the trimmed attitude under influences such
the natural flying qualities of a helicopter can be artificially improved. as turbulence, remainders of dynamic modes, displacement of the
center of gravity due to fuel consumption etc.
Control technology is also brought into operation when automatic
control is necessary where maneuvers could not be flown at all The pilot must therefore remain in the the control loop (hands-on
manually or could not be performed with the desired precision operation). Control inputs from the stability augmentation systems do
(autopilot). not cause the pilot’s controls to move.
Stability Augmentation System (SAS) Autopilot Systems

-- Damps all disturbances (= angular acceleration) in the These systems additionally provide control but, just like a human pilot,
attitude due to dynamic modes, atmospheric influences etc. they can only fulfill their task if the aircraft is sufficiently stable. For this
-- Disturbances in this sense are also control inputs by the reason, they are installed as a higher authority system in SAS or CSAS
pilot which are thus damped as well. equipped helicopters.
-- The helicopter flight behavior becomes “soppy” and Autopilots make hands-off operation possible and the pilot can stay
hesitant. outside the control loop.
Stability and Control Augmentation System (SCAS or
CSAS)
-- This damps all attitude disturbances but filters out control
inputs from the pilot or amplifies these inputs by an amount
which will then be damped out again.
-- In several helicopters, these systems also oversteer to
improve control response (particularly in cases of teetering
rotors).

BK117 C--2
Training Manual
Autopilot
Automatic Flight Control System
Information Transfer
BASIC CONTROL LOOP
Cockpit Control Stability and Control Aircraft

Pilot
Controls System Characteristics Reaction
SAS / CSAS
SAS CONTROL LOOP
Autopilot
AFCS CONTROL LOOP

BK117 C--2
Training Manual
Autopilot
“Basic” Autopilot (Attitude Hold) For this, horizontal and vertical control modes are defined. The
horizontal modes are those controlled through changes in the lateral
The basic function of any autopilot is attitude hold i.e. maintaining a
attitude. The vertical modes are the ones which are controlled by
selected attitude.
inputs in the longitudinal control direction.
-- Initially, the flight attitude which the helicopter had when the
As a rule, these systems control flight attitude in the roll and pitch axes
basic autopilot was activated is taken as the selected flight
(2-axes) as a minimum. Additionally the yaw axis may be controlled as
attitude. Changes in this attitude are generally possible by
well (3-axes).
means of a trim switch on a switch panel or on the cyclic
stick. In practice, with 3-axis autopilots, a horizontal and a vertical mode are
-- The pilot can “fly through” the attitude hold at any time. usually used at the same time (e.g. heading hold and altitude hold).
-- Following “fly through”, the system steers the helicopter The use of two vertical modes at the same time (e.g. indicated
back to the last flight attitude which had been trimmed airspeed hold plus vertical speed hold) is only possible if the AFCS has
previously. authority over the collective pitch (4-axis AFCS).
-- The control inputs coming from the autopilot also cause the With a 3-axis autopilot, it is still the job of the pilot to set the necessary
controls in the cockpit to move. power manually by using the collective pitch lever. If the pilot does not
pay sufficient attention to his manual power setting, the helicopter
Autopilot with higher Function (Upper Modes) speed may drop below the minimum approved air speed in climb or --
Besides the attitude hold, AFCS systems provide additional functions: what is even worse -- that the Vne may be exceeded in descent.
-- Maintaining heading selected by the pilot (heading hold)
-- Maintaining preselected flight altitude (altitude hold)
-- Maintaining airspeed (indicated airspeed hold) or of a rate
of climb or descent (vertical speed hold).
Horizontal modes Vertical modes
Heading hold Altitude hold
Indicated airspeed hold
Vertical speed hold

BK117 C--2
Training Manual
Autopilot
Operational Autopilots (Full Flight Profiles)

The “basic” function and the upper modes of an AFCS can be
extended by adding intelligence in the sense of the ability to fly full flight
profiles such as, for example, complete distance flights, including
instrument approaches and holding or search patterns.
In the terminology of the BK117 C-2 all “higher functions” above
attitude hold are called upper modes.
Horizontal modes Vertical modes
Navigation modes Glide slope
(a part from glide slope)
Go around function

BK117 C--2
Training Manual
Autopilot
AFCS Design Principles

An analogue autopilot system uses analogue signals and requires rate 2) Actuator authority
gyros and alternating voltage for signals. Mechanical gyros have to be The operating range of a single (serial) actuator is limited to 5% -- 10%
handled carefully and more adjustment of analogue parts is in relation to the total control range of the respective control axis,
necessary. The basic functions are fixed and cannot be altered without hence excessive control movement is avoided in the event of a
changing hardware. runaway. Nevertheless, this control authority is enough for normal
A digital autopilot system --as it is installed in the BK117 C-2-- has a conditions. The pilot also can easily override a runaway.
better performance, a higher degree of monitoring and built-in test To avoid the limit stop of the actuator, the position of the actuator is
possibilities. Additionally, the control laws, functions, (e.g. damping, shifted always to a neutral position (i.e. to the center of its authority
stabilization, performance) are programmed by software. range) within a defined period of time by way of an “auto trim”.
Maintenance is much easier. An update which enables e.g. more
functionality or which may change or improve the characteristics of the 3) Duplex signals
AFCS can simply be done by a software upload. Each actuator receive its signal from its own control circuit. In case of
a discrepancy the actuator will automatically freeze its position.
Safety
4) Monitoring and control laws
All parts of the AFCS are designed to ensure that a single defect will
not lead to a critical flight condition. To achieve a high reliability, several Each actuator is monitored and will either freeze or re-center its
methods are used: position. Important devices are monitored and can indicate a
malfunction at the Instrument Panel. Additionally, some control laws
1) Redundancy allow permanent monitoring. In case of a failure still some functions will
This can consist of two actuators, installed in series, and each be provided because the autopilot can change its control gains.
integrates in its own control circuit. If a runaway of one of the actuators
occurs, the other one runs in the opposing direction and neutralizes
the effect.

BK117 C--2
Training Manual
Autopilot
Basic Structure of Automatic Flight Control Systems

The fundamental structure of all the systems described above consists
of three components:
-- The sensors, which measure the relevant data.
-- A computation unit, which analyses the data passed to it
and computes control signals from it.
-- Actuators, which convert the control signals from the
computation unit into physical control movements.
The interaction between these three segments is laid out as a control
loop:
Sensors
Computation
Actuators

BK117 C--2
Training Manual
Autopilot
AFCS System Requirements (VFR/SPIFR)
Stabilization Guidance
The system shall provide improvements in stability and add crew and Depending on the avionics installation, it shall be possible to
passenger comfort. The performance of the stabilization shall be such automatically couple navigation aids.
as to reduce the pilot flying activity. The attitude retention shall be
commensurate with piloting, hands-off and with flight path acquisition System Failures
and hold modes. Failures of the stabilization system must be such that the single crew
For SPIFR operation, the automatic stabilization shall be such that member can safely recover and continue flight until a suitable landing
continued hands-off shall be possible, so that the pilot can concentrate can be performed. In particular, the minimum recovery intervention
on other tasks than just flying, the helicopter. Though the pilot will times of the certification authorities applicable to hands-off operation
normally be provided with autopilot modes for SPIFR operation, the under IFR will be observed.
hands-off requirement shall be achieved with a minimum attitude hold Failures of the AFCS, in particular failures causing a run-away of the
function in the pitch and roll axis. series actuators, must be at least fail safe, within the minimum
intervention times as specified by the certification requirements.
Control Grip/Pedal Forces
Failures which cannot be shown to be extremely improbable will
Cyclic stick break-out and force gradients shall be provided by the trim require flight test demonstration, or an equivalent means of proof, to
system. It shall be possible for the pilot to trim the cyclic stick force free. show that they are fail safe.
In addition there will be an additional flexibility to permanently release
Subsequent to a failure of the system, the pilot shall be able to continue
the cyclic stick from the trim forces via a permanent Force Trim
flight, if necessary with increased pilot workload and reduced flight
Release (FTR) button. The pedals shall be provided with friction only.
envelope under emergency procedures, until a suitable safe landing
Auto-Trim can be made.
In order to achieve the hands-off requirement, a longitudinal and No single failure will render the stabilization in the pitch axis
lateral cyclic as well as a pedal auto-trim function shall be provided. inoperative. Single failures will not render both the roll axis and the yaw
The pilot shall be able to override and deactivate the auto-trim function axis stabilization inoperative.
and zero grip forces at any time, including failures.

BK117 C--2
Training Manual
Autopilot

BK117 C--2
Training Manual
Autopilot
System Description Autopilot BK117 C-2
The BK117 C-2 AFCS basic version is connected to the 28 V DC power The navigation sensor information is acquired through the FCDMs
system and consists of: which ensure data integrity and transmit the information via digital link
to the processing modules (APM).
-- Two dual electronic modules (Autopilot Modules -- APM)
which acquire helicopter angles and rates, compute AFCS Backup Stability Augmentation System (SAS)
control laws (basic stabilization and upper modes Considerations
functions) and transmit them to the actuators. A built-in test
is provided for preflight check. The autopilot modules are The P/R backup SAS is installed and operable only together with the
located inside the PELICAN rack of the helicopter. AFCS APM 1/2 as certified with the S/DIFR helicopter. It shall operate
-- Self-monitored duplex series actuators of the smart in case of AFCS failures, mainly with the 2. Failure condition. It is not
electro-mechanical (SEMA) type for pitch and roll axes. certified and allowed to fly with the P/R SAS only in SPIFR as well in
Simplex SEMA is used for the directional axis. VFR conditions. No single or even duplex failure in P/R/Y backup SAS
will reduce any function of the AFCS. The Yaw SAS is certified to be
-- Force-feel parallel actuators for pitch and roll axes, friction an optional equipment together with VFR rules.
trim actuator for yaw.
-- One Autopilot Mode Selector (APMS) for AFCS Both ADCs and both AHRSs are directly connected to the APM in
engagement and mode selection, located in the center order to avoid transmission delays.
console. Additional controls are located on cyclic sticks and The data from AHRS 1 and AHRS 2 are consolidated and the average
collective levers. is used by default to calculate the control laws. AHRS 1 is used to
-- Two independent Attitude & Heading Reference Systems monitor AHRS 2 and vice versa (in conjunction with the backup FOGs
(AHRS) which measure the required signals for basic as a third source for comparisons). In case one AHRS or ADC is
stabilization, and two Air Data Computers (ADC) providing detected to be faulty, the APM will be using data from the other AHRS
necessary data for upper mode functions. These or ADC as primary source.
informations are shared with the FCDS. In case of any hardware failure, each APM sends a discrete signal to
-- A 3--axis backup SAS, based on three independent the displays (via FCDM and APMS) in order to require a
fibre-optic rate gyros (FOG) (for pitch, roll and yaw axis reconfiguration to the other computer which is in hot spare state.
respectively), which compute and deliver SAS-commands
to single series actuator for each axis. The SAS is
designed for hands-on operation.

BK117 C--2
Training Manual
Autopilot
AFCS -- Schematic
Copilot Warning Unit Pilot
CPDS
Pitch Parallel Actuator
APMS
ICP 1 ICP 2 Roll Parallel Actuator
Cyclic Stick Cyclic Stick

Coll. Lever Coll. Lever
Yaw Parallel Actuator
RCU
FCDM 1
FCDM 2 GPS
DME
RALT
NAV1 Roll Hyd. Boost
AHRS#1 NAV2 AHRS#2
Roll Ser. Act. 1 Roll Ser. Act. 2
Pitch Hyd. Boost

Pitch Ser. Act. 1 Pitch Ser. Act. 2
APM1+APM2
Magnet #1 FCDM#1+FCDM#2
Magnet #2
Yaw Ser. EM Act. Yaw Hyd. Boost
Yaw FOG Roll FOG

OAT#1 ADC#1 ADC#2 OAT#2
(incl. YAW SAS) (incl. Roll SAS)
Pitch FOG
(incl. Pitch SAS)

BK117 C--2
Training Manual
Autopilot
AFCS Functions In ATT mode flythrough function are also available, namely
The AFCS is designed to provide automatic 3--axis stabilization -- automatic trim follow-up in hover
(termed “basic stabilization”) so that the pilot perceives increased -- reference beep trim
dynamic stability when compared with the unamended helicopter -- override action
flying qualities. The AFCS also includes upper modes to enable
-- effort against spring loads
accurate navigation as well as Autopilot -- independent control laws
(backup SAS) guaranteeing adequate flying qualities in the case of Upper Modes of AFCS
total AFCS failure.
In upper mode operation the AFCS provides the following functions:
Series actuators alongside mechanical flying controls are used as the
primary method of introducing the control inputs to the main rotor cyclic -- altitude hold (ALT)
and tail rotor collective blade angles. In particular, pitch and roll axis -- heading acquisition and hold (HDG)
actuation is realized by means of duplex limited authority -- air speed hold (IAS)
Smart--Electro--Mechanical Actuators (SEMA), whereas directional -- vertical speed hold (VS)
control shall be achieved via a single limited authority series SEMA.
-- altitude acquire (ALTA)
Longitudinal and lateral stick force gradients are realized with a spring -- back course (BC) (optional)
box integrated within the cyclic stick position trim system. The manual
trim system shall be implemented using parallel actuators with a -- go around (GA)
nominal 100% control authority. -- glide slope (GS)
-- localizer (LOC)
Pilot cyclic command inputs shall be detected via detent switches built
into the parallel actuators. Under the basic stabilization function the -- VOR approach (VORA)
pilot is able to maintain the attitude of the helicopter for long periods -- VOR navigation (VOR)
of time without intervention. When the trim actuators are not operative -- coupling to the navigation computer (NAV)
the pilot may have to re-center the series actuation occasionally, yet
the system provides him the capability of flying with increased stability.

BK117 C--2
Training Manual
Autopilot
Block Diagram AFCS (simplified)
RCU
FCDM 1 FCDM 2
Parallel Actuator duplex

Pitch
APM 1
Master
Series Actuator Series Actuator

Pitch 2 Pitch 1
Pitch
SEMA SEMA
FOG
ADC#1 AHRS#1
Series Actuator Series Actuator
Roll 1 Roll 2
Roll
FOG SEMA SEMA
APMS
ADC#2 Series Actuator
AHRS#2 Yaw
YAW
SEMA
FOG
Switching Logic Parallel Actuator duplex
Controlled by Roll
APM 1&2 Valid
Warning Unit
APM 2
CAD VEMD Hot Back Up
Cautions Parallel Actuator duplex
Yaw
ARINC 429
DESCRETE or ANALOG

BK117 C--2
Training Manual
Autopilot
Installation Locations
APM Yaw FOG

The two autopilot modules are integrated in the PELICAN rack. The The yaw fibre optic gyro is installed in the aft, upper section of the cargo
rack is mounted below the aft cabin floor board and is vented via a compartment near to the rear structure attachment cone. This “laser”
separate air intake. Each APM consists of two computers integrated gyro operates in backup SAS mode as signal source for the yaw SEMA
on a single printed circuit board. Both computers perform continuous and is used in AP mode as backup signal for comparison.
crosstalk to verify and ensure its correct operation
APMS
ADC The autopilot mode selector is integrated below the instrument panel
The Air Data Computers are connected to the respective pitot/ static in the slanted console or in the center console. It comprises all
system. They provide the FCDS with data of the barometric flight necessary buttons and knobs to engage the autopilot and to select the
altitude, indicated airspeed and vertical speed (ALT/IAS/ VS). ADC2 various upper modes.
is installed in the RH side channel, ADC1 is located in the FWD
Pitch SEMA
avionics bay LH side.
The two pitch SEMAS are installed in series in the pitch control rod
Pitch FOG above the cabin roof. SEMA1 in the front one, SEMA2 is the rear one.
The pitch fibre optic gyro is installed in the LH side channel of the Both SEMAs form a unit and are fitted with a dust cab.
helicopter. This “laser” gyro operates in backup SAS mode as signal
Roll SEMA
source for the pitch SEMA1, and is used in AP mode as backup signal
for comparison. The two poll SEMAS are installed in series in the roll control rod above
the cabin roof. SEMA1 in the front one, SEMA2 is the rear one. Both
Roll FOG SEMAs form a unit and are fitted with a dust cab.
The roll fibre optic gyro is located in the FWD avionics bay LH side Yaw SEMA
close to the floor.
The yaw SEMA is installed in the vertical fin. The series--connected
This “laser” gyro operates in backup SAS mode as signal source for actuator operates between the ball crank at the intermediate
the roll SEMA1 and is used in AP mode as backup signal for transmission and the hydraulic tail rotor actuator.
comparison.

BK117 C--2
Training Manual
Autopilot
Trim Motors (Parallel Actuators) Collective Potentiometer

The trim motors for pitch/roll and yaw are installed below the cabin floor The motion pick-up potentiometer is a position sensors which changes
in the forward section of the helicopter and are respectively connected its resistance correspondingly to mechanical displacement.
with the pitch and roll controls. The potentiometer used for the collective lever shaft position is
Also the “hands-on” detection is done inside the trim motors. This installed vertical near the two LVDTs. The signal is provided to both
information is required to inform the SAS and / or the autopilot in order APMs and is applied for monitoring of the LVDTs.
to prevent a counteract of the systems to a pilot’s command.
AHRS
FCDM 1/2
The AHRS 1/2 are installed below the floor in the center section of the
The flight control display modules are installed in the PELICAN rack helicopter. They comprise of 3-axis fibre optical gyros (laser gyros) and
which is below the aft cabin floor board. Each FCDM provides signals accelerometers and provide information of the helicopter’s attitude.
to display the required information to the Primary Flight Display and to
the Navigation Display. Magnetometers
Additionally, NAV information (e.g. VOR) is transferred from the The magnetometers are installed in the tail boom. They give reference
FCDMs to the autopilot module. to magnetic north.
Pedal Position Potentiometer DTS Testconnectors

The Pedal Position Potentiometer (linear position sensor) is mounted The connection receptacle for the test equipment of the AFCS system
directly on the pilot’s pedal structure below the cabin floor in the is integrated on the non ess bus 2 bracket in the cargo compartment
forward section of the helicopter. It measures the position of the pedals RH side. Here, a test computer can be connected to read ARINC429
as a backup and provides the information to the APM. signals.
Additional SUB D test--connectors for the SAS system are installed at
LVDTs Collective
both non essential bus brackets.
The linear transducers (linear position sensors) are installed below the
floor in the center section of the helicopter and are connected with the
collective pitch lever. The APM requires the position of the collective
lever e.g. as one of the conditions for detection “in flight” or “helicopter
on ground”.

BK117 C--2
Training Manual
Autopilot

BK117 C--2
Training Manual
Autopilot
Autopilot -- Location of Components
Yaw SEMA
Yaw FOG
Pitch SEMA 1/2 Magnetometer 1/2
Roll SEMA 1/2

Relay Bracket Sys. 2
AHRS 1/2 Pelican Rack
APMS (Center Console) APM 1/2
FCDM 1/2
Roll Parallel Actuator
ADC 2
CPDS/FCDS//WU Relay Bracket Sys. 1

Non Essential Bus Bracket 1/2
Pitch Parallel Actuator
Yaw Parallel Actuator
Pitch FOG
Motion Pick-up Yaw
LVDT Coll. (2 off) Roll FOG
Motion Pick-up Coll. ADC 1

BK117 C--2
Training Manual
Autopilot
System Components and Controls
Instrument Panel The primary indications on the PFD can be as follows:

-- AFCS and mode status
General
(engagement/armament/change/loss) indication
The instrument panel described in this training manual represents the -- AFCS major/minor degradation indication (request for
dual pilot IFR (DPIFR) configuration. The following components for immediate recovery, AFCS/FDS dialog anomaly or loss of
autopilot operation are installed: dialog, loss of redundancy at sensors or actuators level)
-- Primary Flight Display (PFD) for pilot and also copilot -- excessive deviation indication
-- Navigation Display (ND) for pilot and also copilot -- out--of--trim indication
-- Central Panel Display System (CPDS), consisting CAD and
ND
VEMD)
-- Warning Unit The ND provides the pilot with visual AFCS references.
-- analog back-up instruments (airspeed indicator, artificial CPDS
horizon, altimeter, emergency compass)
If there is a failure in the autopilot system, the respective caution is
PFD displayed on the CPDS.
The PFD is used to display the so called AFCS stripe. The AFCS stripe After the AFCS test has been passed successfully, on the CAD the
gathers on two lines (one for engaged mode and one for armed mode) advisory PRE FLIGHT TEST OK is displayed.
and three columns (one for pitch axis, one for yaw/roll axis, one is
optional). Warning Unit
AP warning comes for ten seconds together with a gong in the headset
if there is a major failure of the autopilot system (e.g. APM failure)
which forces the pilot to react immediately.

BK117 C--2
Training Manual
Autopilot
Instrument Panel
Airspeed Indicator (Back Up)
Displays for Flight Control Horizon (Back Up)
Copilot’s Side Altimeter (Back Up)
Displays for Flight Control
Pilot’s Side

BK117 C--2
Training Manual
Autopilot
Electrical Power System
General
The power supply to the AFCS and the backup SAS system is fully
operational if the avionics master switches1/2 are switched on. APM 1
(master) is connected to the ESS Bus 2 (Pilot’s side) and APM 2 (slave)
is connected to the SHED Bus 1 (Copilot’s side).
The avionics master switches 1 commands the Avionic ESS Bus1
(K70011) and the Avionics SHED Bus relay (K70013) and the ESS
Bus1 AP relay (K75514).
The avionics master switches 2 commands the Avionic ESS Bus 2
(K70012) and the Avionics SHED Bus relay (K70014) and the ESS
Bus 2 AP relay (K75515).
! NOTE Avionics Master 1 ON powers both Autopilots

(APM 1 and APM 2).
Avionics Master 2 ON powers only APM 1 (master).

BK117 C--2
Training Manual
Autopilot
Electrical Power Supply -- Overhead Panel
N O O
INV 2
O F F
R F F
M N
N N O
2 1 1 2 5 5 5 O O R 1 1 1 3 3
R R M
M M
INV 1
STBY HOR FM CNT FM CNT FM ENC FM1 FM2 FM3 O
R R WX RAD AHRS2 ENC ICS NMS2 BAT EM
BAT COCKPIT CABIN CNT N
E E
SEL ALT BACKUP EX LT
AV.SHED.BUS 1 S S AC BUS 2 ESS.BUS 2
EMER SHD BUS BUS TIE 1 BUS TIE 2 INVERTER
3 3 1 7.5 2 3 2 20 20 15 3 2 3 2
S S
H H
E E
NMS1 IC-- AMP ICS VHF-- AM1 NAV1 DF VRU AVIO D D AVIO EMER RAD DME ADF2 VRU WX RAD
PAX CAB AV.SHED.BUS 1 MAIN MAIN BAT ALT AVIONIC SHED. BUS 2
B B
U U
7.5 2 7.5 3 5 5 S S 3 10 20 2 1 1 5 2
1 2
FCDS2 DIMM PT/ST AP2 MIR PWR CARGO XFER-- A HTG-- V INST. PWR CONT GPS ELT INT ATC2 NAV2
BACKUP TEST CP LOAD HOOK PX LT PUMP COOL L/S LIGHT
3 3 3 1 5 5 2 1 20 20 1 2 5 5 3 1 3 3 3
FCDM1 ND1 PFD1 BLW AHRS1 AHRS2 ADC AVIO AVIO AVIO AVIO ADC AHRS1 AHRS2 ROLL2 BLW PFD2 ND2 FCDM2
AV.ESS.BUS1 PEL MSTR MAIN MAIN MAST SEMA PEL AV. ESS. BUS 2
5 3 3 7.5 1 3 3 2 1 5 5 3 3 5 7.5
ICS P1 HTG CKPT FTR ROLL 1 E E YAW BEEP MAST XFER-- F SX 16 P2 AP1 ICS VHF
SAS CONT VENT SAS SAS TRIM MOM PUMP SEMA AM2
S S
S S
5 10 1 1 B B 5 10 5 3 7.5 5
U U
S S
HUMS FLOATS CONT CC-- PIL BOOM POS LDG CKPT VAR N2 INSTR ACOL EM/EX CC-- PED AUX PT/ST FLOATS HUMS
WINCH LIGHTS NR 1 2 TRIM LIGHTS WINCH TANK PLT
1 15
WIPER
1
GEN AMP
3
TQ/N2 OVSP
5 5
PRIME-- P
1
FIRE-- D
ENG
2
FUEL-- V IGN
7.5
START
5 5
START IGN
7.5 2
FUEL-- V
1
FIRE-- D
5
PRIME-- P
ENG
5
OVSP TQ/N2
3 1
ROTOR
RPM
2
1 1 5 1 2 2 5 5 5 5 2 2 1 5 1 1
GEN B/T FIRE-- E FUEL-- L HYD-- P W/U CAD VEMD VEMD CAD W/U HYD-- P FUEL-- L FIRE-- E B/T GEN
SYS SYS
CPDS OFF S-- 2 NORM OFF OFF OFF

N E N
O X O
R R
T
M M
W/U EXT WRN S-- 2 TEST ON ON ON
DSPLY FIRE HYD BAT STBY HOR 1 2 1 2
1 2 HOR/EX INVERTER AVIO MSTR
TEST

BK117 C--2
Training Manual
Autopilot
Autopilot Module (APM 2001)

The Auto Pilot Modules are 2--board modules each of which includes The APMs are directly interfaced to:
two processing channels for control laws and monitoring computation.
-- AHRS 1+2
The duplex operation of the APMs is based on a hot spare principle: -- ADC 1+2
One APM serves as MASTER and the second as SLAVE. Using this
-- pitch, roll and yaw FOGs
operation the MASTER APM is nominally used to calculate all AFCS
functions and in case of an APM failure the SLAVE APM automatically -- SEMAs and parallel actuators
takes over all the functions performed by the MASTER with no loss of -- APMS
functionality in the AFCS operation1. This is achieved by forcing the -- FCDM 1+2
BACON signal state of the SLAVE APM to FALSE, while in nominal -- CPDS
configuration with no APM failure.
-- RCU
Physically, the MASTER APM uses the ARINC visualization output to -- warning unit
carry across to the SLAVE necessary information for task reallocation
in case of MASTER APM failure. This information includes data
describing the whole AFCS status (actuator and reference commands,
inceptor positions, and override actions, failure memorization, upper
mode status and their references etc.). This data is acquired by the
second board (CPU 2) of the SLAVE APM and it is then transferred to
the CPU 1 of the SLAVE APM.

BK117 C--2
Training Manual
Autopilot
APM 2001 Digital Autopilot Computer

BK117 C--2
Training Manual
Autopilot
APMS 2360 Autopilot Mode Selector (Control Unit)

General -- navigation in combination with an NMS -- refer to
FMS 9.2--17 (NAV)
The APMS 2360 Autopilot Control Unit allows to the pilot to select the
operation modes and the preflight check on a simple and clear way. -- altitude acquisition (ALT.A)
The active mode of the autopilot will be selected and indicated on the -- back course approach (BC -- optionally)
autopilot control unit. -- glide slope (GS)
The control unit is equipped with push button indicator switches to -- vertical speed hold (VS)
switch on and off the autopilots and to select the operation modes. The -- indicated airspeed hold (IAS)
active operation mode will be indicated by illuminating the respective -- altitude hold (ALT)
display area on the push button indicator switch. For adequate
brightness, the light intensity may be dimmed externally. Preflight Test Conditions
The mode “Back Course” (BC) is not certified and therefore it will be To perform a preflight test, the following conditions must be fulfilled:
not explained. -- all SAS systems are enabled, AP is switched off
Autopilot Mode Selector -- both engines in idle (hydraulics on)
-- mast moment at minimum
The AFCS is engaged, tested and controlled via the APMS. The push
-- cyclic stick centered
buttons on the APMS are of the momentary push-type, whereas the
push buttons for HDG and ALT.A modes are rotary pb. The APMS also -- cyclic stick unlocked
features illumination for mode status indication. -- collective fully down and locked
The APMS enables the pilot to perform the following: -- pedals in center position
-- hands and feet off the controls
-- preflight test
-- engagement/disengagement of both APMs ! NOTE As long as the test runs, the “ON” light is blinking.
-- engagement/disengagement of autotrim If the test has passed, no light appears at the test
button and the advisory AP TEST OK appears. The
-- engagement/disengagement of the following upper modes:
“ON” light remains permanently illuminated
-- VOR/LOC approach (APP) indicating a major failure or continues blinking
-- heading acquisition and hold (HDG) indicating a minor failure. The respective cautions
appear in the CAD.

BK117 C--2
Training Manual
Autopilot
Autopilot Mode Selector
A.TRIM
AP1 AP2 CYC YAW TEST
OFF OFF OFF OFF ON
A C A C
APP HDG NAV ALT.A
A C A C ON ON ON
BC GS VS IAS ALT

BK117 C--2
Training Manual
Autopilot
AFCS Indications
Change of Mode Change of Preselection
Indication in box for 10 sec in same White underlining flashes
colour as for mode while knob being turned
Actuation Saturation
Captured Roll/Yaw Modes:
Excessive Deviation
HDG, NAV, VOR, LOC, VOR.A, OFF
Yaw Pitch Amber coloured and flashing
Captured collective modes
VOR (not available) Captured Pitch Modes:
ALT.A IAS, ALT, ALT.A, VS
G/S, OFF
HDG Roll
LOC
ALTA
8000
72 Actuation saturation
72
71 Preselected Pitch Mode G/S
UL 71
7000 Preselected Roll/Yaw Mode VOR, VOR.A, LOC
7000
69 Preselected collective mode (not available)
69
68
68
67 Selected pressure altitude Colour codes:
Cyan Preselected mode
66 Selected Green Captured mode
vertical speed Amber Degraded, be attentive
Red Defect, “hands-on” immediately

BK117 C--2
Training Manual
Autopilot
AFCS Warning, Cautions and Advisory
Warning AP
AP1
AP2
Cautions TRIM
AHRS DISC
ACTUATOR
BACKUP SAS
Advisory YAW SAS
AP TEST OK
CAD

BK117 C--2
Training Manual
Autopilot
Cyclic Stick Grip / Collective Pitch Lever

Switching Functions
The following AFCS switching functions are arranged on the cyclic
stick grip:
-- SAS/AP CUT
Disengages both the SAS (3--axis backup SAS) and the
AFCS simultaneously → totally unstabilized.
-- SAS ON (4--way)
(Re)engagement of P/R/Y backup SAS (press any
direction)
-- FTR
Opens both cyclic stick parallel actuator clutches to release
stick forces. If the AP is active, FTR sets the new reference
for the AP auto trim function.
-- BEEP TRIM (4--way)
Modifies the attitude reference in ATT mode.
Modifies IAS, ALT, ALT.A, HDG, GA or VS reference when
the respective mode is engaged.
-- AP MD DCPL
Cancels all upper modes and reverts to ATT mode.
The following AFCS switching function is arranged on the collective
grip:
-- GO AROUND
Engages GA mode, used in case of a missed approach.

BK117 C--2
Training Manual
Autopilot
Cyclic Stick / Collective Lever Grip Controls

SAS ON
SAS ON RESET
SAS ON SAS ON
Guard
SAS/AP CUT
SAS ON
BEEP TRIM 4-WAY SWITCH BACKUP SAS RST
FTR
AP MD DCPL
GO AROUND
Cyclic Stick Grip
Collective Pitch (Pilot)

BK117 C--2
Training Manual
Autopilot
Pelican Rack
General The two FCDMs communicate with each other via a cross channel
data link (CCDL). They exchange information about data to be
The Pelican Rack consists of two compartments respectively cooled
displayed and perform a consistency check. If data to be displayed is
by a fan. In each compartment are two plug-ins for modules integrated.
inconsistent e.g. discrepancy in the attitude information, a warning
In each compartment one FCDM and one APM are implemented,
message is issued and displayed to the crew. The crew can decide
secured by a locking device. The Pelican Rack is mounted below the
then by comparing the data with stand-by instruments, which data is
aft cabin floor board and is vented via a separate air intake.
more reliable and which lane FCDM#1 or FCDM#2 has to be selected.
FCDM In case of a detected failure of one of the duplex sensor e.g. airdata
computer the FCDM alerts the pilot and the pilot manually has to switch
The input signals to the FCDMs have their origin in most of the cases over to the valid sensor.
from duplex sources. Since the displays can be switched over from
pilot to copilot system and vice versa via the RCU, at the same time the The FCDM provides to the APM the sensor data for the autopilot
sources have to be switched over inside the FCDMs in order to have modes, area navigation (RNAV, LNAV, GPS) and approach/landing
consistent parameters displayed. Both FCDMs send data necessary (APP, GS). Sensor data used for basic stabilization and flight path hold
for the flight guidance and control functions to the APM. modes (ALT, IAS, VS) are direct inputs to the APM from the sensor
systems in order to avoid additional delays, due to the data
The following tasks are performed: transmission via the FCDM.
-- symbol generation for displays
-- monitoring of sensor data and flight critical AFCS display
information (e.g. discrepancy check, signal selection in
case of sensor failure etc.)
-- reference management for navigation modes and flight
director functions (selection of course, course deviation)

BK117 C--2
Training Manual
Autopilot
Pelican Rack
View from below
Blowers
APM 2
Pelican Rack
FCDM 2
APM 1
FCDM 1

BK117 C--2
Training Manual
Autopilot
AHRS Attitude and Heading Reference System

General Function of the FOG
The AHRS generates and computes the attitude (pitch, roll and The turning rates around the three axis are measured by three fibre
gyro-magnetic heading), angular speed and linear acceleration in optic gyros (FOG).
three axis. The system comprises the AHRU (Attitude and Heading A FOG uses counter propagating light waves in a fibre optic loop to
Reference Unit), a RMM (Removable Memory Module) and a sense rotation about it s measurement axis. Being an optical device,
magnetometer.
the FOG has no moving parts with mechanical wear, fast system
Function response and high accuracy. Based on the Sagnac effect, the light
from a laser diode travels via a polarizer to the main coupler where the
Two AHRSs measure the flight attitude for further processing in the polarized light beam is split and circulated around the fibre optic coil
autopilot computer and for viewing on the flight displays. in both sides. They pass again through the polarizer and are deflected
The direction of the earth’s magnetic field is measured by the to a photo-detector module. When angular motion exists, a phase
magnetometer and this data is sent to the AHRS inertial unit for difference between the clock-- and counterclockwise circulating
calculation of the actual heading. The inertial unit compensates for beams occurs.
external influences such as drift and, from the measured turning rates,
Measurement of Acceleration
calculates the helicopter attitude.
The AHRS measures the acceleration in the direction of the three axis
RMM by means of three acceleration sensors.
These memory modules store harmonization and calibration data of
Magnetometer
the helicopter e.g. the location, displacement, roll and pitch inclination
and the compensation data for the magnetometer. A replaced and new The magnetometer provides a magnetic bearing data. The two
AHRS gets all the necessary information from the RMM. magnetometers deliver magnetic bearing to their dedicated AHRS.
The sensor comprises three coils in a special arrangement and does
Each RMM belongs to it s own AHRS and shall not be mixed up. It
not require any adjustment.
belongs to the helicopter and is secured with a rope to the frame.

BK117 C--2
Training Manual
Autopilot
AHRS (AHRU, RMM), Magnetometer
AHRU
Compensation Memory
(RMM)
Magnetometer
Electrical Connector

BK117 C--2
Training Manual
Autopilot
Air Data Computer (ADC) Temperature Sensor for ADC

General General
The ADU 3000 air data system consists of a temperature sensor (TPU) Mounted on the forward underside of the BK117 C-2, there is an air
and an air data computer. The air data computer provides the autopilot temperature sensor for each ADC. This temperature probe is made of
computer with the data for the barometric flight altitude (ALT, a platinum wire. A temperature variation modifies the resistance
QNH/QFE, FL) and with the horizontal and vertical speed (IAS, VS). through a calculation law. The platinum resistor is electrically supplied
The data from the ADC are transmitted digitally to the AHRS, AFCS by the ADC.
and to the flight display system (FCDM) and are displayed on the PFD.
With the help of the temperature sensor, the ADC can calculate the
density altitude which is needed e.g. for correct IAS or altitude
indication.
At present, the correct function of the temperature sensor can only be
checked by ARINC signal readout.

BK117 C--2
Training Manual
Autopilot
ADC, Temperature Sensor
Air Data Computer
Temperature Sensor
Dynamic Pressure Port
Static Pressure Port

BK117 C--2
Training Manual
Autopilot
Collective Position Sensors Yaw Position Sensors

Linear Transducer RVDT
The linear transducers are position sensors which convert mechanical Two RVDTs are mounted inside the parallel yaw actuator to provide the
displacement into an electrical signal. They measure the position of pedal position to the APMs.
the collective lever for matching of the autopilot to ground or flight
status. Potentiometer
The two LVDTs are mounted between a lever of the collective shaft and The potentiometer is used to provide a monitoring of the RVDT of the
a bracket below the forward cabin floor. yaw parallel actuator.
The potentiometer of the yaw pedals is mounted between the
Potentiometer
guidance unit of the pilot’s pedals and a bracket below the forward
The motion pick-up potentiometer is a position sensors which changes cabin floor.
its resistance correspondingly to mechanical displacement.
The potentiometer used for the collective lever shaft position is
Relays for SAS or AP Mode
installed vertical near the two LVDTs. The signal is provided to both
APMs and is applied for monitoring of the LVDTs. General
Caution Eight relays are used in order to switch the SEMAs to the APM and for
second failure condition to the Back-up SAS. In this case the FOG SAS
If there is a failure of the collective position sensors, the amber caution
controls the FOGs. The BACON 1/2 outputs from APM 1/2 command
COLL LINK appears on the PFD.
the relays. With additional contacts of the switching relays the APMs
get a feed back about the switching situation and status of the SEMAs.
Location
The two relay brackets are mounted LH and RH of the Pelican Rack.

BK117 C--2
Training Manual
Autopilot
Collective Motion Pick-up
Collective Lever
Collective Shaft
Parallel Trim Actuator

Yaw
Motion Pick-up Motion Pick-up Yaw

(LVDT) (Potentiometer)
Motion Pick-up
(Potentiometer)

BK117 C--2
Training Manual
Autopilot
Pitch, Roll Rate Gyro Yaw Rate Gyro

General General
The pitch rate gyro (FOG, fibre optic gyro) is installed in the left cable The yaw rate gyro (FOG, fibre optic gyro) is installed in the aft section
channel. The roll rate gyro is below the floor in the forward left avionics of the cargo compartment near to the rear structure attachment cone.
compartment and only accessable from below. and measures angular changes of the helicopter in its vertical axis.
The rate gyro uses counter propagating light waves in a fibre optic loop The function of the yaw rate gyro is the same as of the pitch and roll
to sense rotation about its measurement axis. Being an optical device, rate gyros.
the rate gyro has no moving parts with mechanical wear, fast system
The yaw rate gyro provides digital signals for control of the yaw SEMA.
response and high accuracy. Based on the Sagnac effect, the light
from a laser diode travels via a polarizer to the main coupler where the Power supply for the system is provided via the YAW circuit breaker
polarized light beam is split and circulated around the fibre optic coil located in the overhead panel.
in both sides. They pass again through the polarizer and are deflected The yaw rate gyro and the yaw SEMA together form the Yaw SAS
to a photo-detector module. When angular motion exists, a phase system.
difference between the clock-- and counterclockwise circulating
beams occurs. ! NOTE With autopilot engaged, a gyro is used as a backup
signal source for the autopilot in addition to the
! NOTE During SAS mode, the gyro is the signal source AHRS 1 and AHRS 2 signals.
with the SAS control law for the respective
SEMA 1.

BK117 C--2
Training Manual
Autopilot
Pitch, Roll, Yaw Rate Gyro (FOG)
Axis of Measurement

BK117 C--2
Training Manual
Autopilot
Trim Motors (Parallel Actuators)

General Yaw Parallel Actuator
Parallel actuators with nominally 100 % control authority are used to The yaw parallel actuator is different to the cyclic actuators. The
implement the trim function in the longitudinal and lateral cyclic actuator contains the following features:
controls. They provide manual and automatic trimming of the -- duplex detent switches to translate crew action (hands--on
helicopter attitude in the respective control axes (pitch/roll and yaw) detection)
and control of higher autopilot operation modes.
-- duplex sensor (RVDT) to supply actuator output shaft
Pitch / Roll Parallel Actuators position data
Each parallel actuator contains the following features: -- friction device
-- mechanic limit stops
-- artificial force feel (break-out and force displacement
gradient) The pedal forces are created by a friction device. The spring is only for
-- duplex detent switches to translate crew action through the correct operation of the out of detent switches. A FTR function is not
artificial feel law (hands--on detection) possible.
-- duplex sensor (RVDT) to supply actuator output shaft Location
position data
The trim motors for pitch/roll are installed below the floor in the forward
-- force trim release (FTR) to release all artificial stick forces section of the helicopter cabin and are respectively connected with the
-- stick damping, in order to minimize overshoot by e.g. FTR pitch and roll controls of the helicopter.
-- mechanic limit stops The yaw trim motor is mounted below the cabin floor to the left of the
For attitude hold, the parallel actuators (trim motors) are essential. pedals of the pilot.
They have a big travel way and full authority, but they operate slowly
compared to a SEMA (seconds). Control Box
The cyclic stick trim motors can operate with different speeds
depending on how long the beep trim is pressed. The control box
powers the cyclic trim motors with pulse width modulation.

BK117 C--2
Training Manual
Autopilot
Parallel Actuators

Longitudinal

Yaw
Control Box

Motion Pick-up Yaw Lateral
(Potentiometer)

BK117 C--2
Training Manual
Autopilot

BK117 C--2
Training Manual
Autopilot
Yaw Parallel Actuator Pitch/Roll Parallel Actuator

Electrically Activated
Force Law (out of detent) Switches Coupling
Force Law (out of detent) Switches
Motor Motor Centrifugal Friction
Position Sensors Position Sensors Damper
Friction Device (RVDT) Worm Gear
(RVDT) Worm Gear
Spring Force Law Spring

Shear Pin Shear Pin
Output Shaft Gear Train Output Shaft Gear Train

BK117 C--2
Training Manual
Autopilot
Serial Actuators
Pitch and Roll Actuators
The duplex pitch and roll SEMAs are integrated into the main rotor
hydraulic block, whose mechanical connection to the swashplate is
identical to that of the basic helicopter without AFCS. The SEMAs
operate in series with the cyclic flying controls and introduce a limited
authority motion directly to the hydraulic boost without movement of
the cyclic stick. The total SEMA equivalent control authority (both
actuators) for roll is ±18 %, for pitch ±11 %. Due to safety reasons, the
BACKUP SAS function uses the authority of only one SEMA actuator
authority.
Yaw Actuator
The yaw SEMA is installed inside the vertical tail fin structure between
the end of the flexball cable and the hydraulic booster. It operates in
series with the mechanical directional pedal control and provides
limited authority motion directly to the hydraulic boost without
movement of the pedals. The yaw SEMA equivalent control authority
is ±12%.

BK117 C--2
Training Manual
Autopilot
SEMA
Pitch SEMA 2
Pitch SEMA 1
Roll SEMA 2
Roll SEMA 1
YAW SEMA

BK117 C--2
Training Manual
Autopilot
Authorities
Due to safety considerations the backup SAS function uses the AP = ON with cyclic and Yaw A.TRIM=OFF (D-- SAS)
authority of one SEMA actuator only. Pitch and roll trim motor directly from BEEP TRIM switch
Axis/Actuator Travel (mm) Authority in % Yaw trim motor inactive
Yaw SEMA ±4 ± 12.42 Pitch SEMA 1 by APM 1 or 2
Pitch SEMA 1 ±4 ± 5.53 Pitch SEMA 2 by APM 1 or 2
Roll SEMA 1 by APM 1 or 2
Pitch SEMA 2 ±4 ± 5.53
Roll SEMA 1 ±4 ± 9.16
Yaw SEMA by APM 1 or 2
Roll SEMA 2 ±4 ± 9.16
AP = ON with cyclic and yaw A.TRIM=ON
Pitch and roll trim motor by APM 1 or 2
Actuator Control Yaw trim motor by APM 1 or 2
The following listing shows the actuator control of different AP Pitch SEMA 1 by APM 1 or 2
conditions: Pitch SEMA 2 by APM 1 or 2
AP = OFF bzw. “back--up” SAS
Pitch and roll trim motor directly from BEEP TRIM switch
Yaw SEMA by APM 1 or 2
Yaw trim motor inactive
Pitch SEMA 1 by pitch FOG
Pitch SEMA 2 inactive
Roll SEMA 1 by roll FOG
Roll SEMA 2 inactive
Yaw SEMA by yaw FOG

BK117 C--2
Training Manual
Autopilot
Push Button Indicator Switch TEST
Description A preflight check is possible only on ground, autopilot switched off, and the
collective full down and locked and cyclic stick in neutral position.
The test has to be performed after the hydraulic check with both engines in idle
and mast moment trimmed to minimum. Cyclic sticks and pedals have to be
centered before testing.
NOTE: Do not touch the controls (cyclic and pedals) and the APMS during the test
cycle!
For troubleshooting external hydraulic pressure is required.
Switching on Press the push button indicator switch TEST: The TEST indication light ON and
AP1 (later AP2) will flash during test procedure.
Modes & Limitations On the warning unit the indication light AP will illuminate.
On the PFD will be displayed during test procedure (10 sec.):
YR + P, 3 slashes
On the CAD will be displayed during test procedure:
AP1, TRIM, ACTUATOR, BACKUP SAS, AHRS DISC
Additionally the cyclic stick and pedals will move during AP1 and AP2 Test.
Indication light ON on the push button indicator switch TEST illuminates
continuously without flashing, if there is an error of the test mode. On the CAD the
corresponding message will be displayed. In this case the autopilot is not available.
Press the TEST pushbutton to acknowledge the faulty test result.
If the system test was successful the pushbutton TEST light extinguishes and AP1
and AP2 pushbuttons are illuminated on the APMS. Additionally the advisory AP
TEST OK will come on the CAD.
Now the AFCS can be engaged by pressing the AP1/AP2 pushbutton.

BK117 C--2
Training Manual
Autopilot
Push Button Indicator Switches AP1 / AP2
Description Engages and disengages the respective Autopilot.

Switching on Press the respective push button indicator switch AP1 or AP2: The respective AP Active mode:
indication light OFF will extinguish. Attitude Hold (Auto Trim)
Modes & Limitations Normal mode after initialisation of the helicopter is AP OFF: The AP indication Active function:
lights OFF are illuminated. BACKUP SAS
Switching off Press the push button indicator switches AP: The AP indication light OFF will Active function:
illuminate. BACKUP SAS

BK117 C--2
Training Manual
Autopilot
Push Button Indicator Switches A.TRIM CYC/YAW

Description The A.TRIM mode stabilizes the attitude for hands-off operation. In Hoverflight it
causes the cyclic stick to follow the pilot’s inputs by means of a follow up trim.
Switching on Press the push button indicator switches AP1/AP2: The AP indication lights OFF Active mode:
will extinguish and the A.TRIM mode is automatically activated. Attitude Hold (Auto Trim)
Or (if A.TRIM “OFF” indication lights were illuminated): Depress the push button
indicator switches CYC/YAW: The A.TRIM indication lights OFF will extinguish.
Initial Conditions Normal mode is A.TRIM switched on: The indication lights OFF are not illuminated.
& Limitations
Switching off Depress the push button indicator switches A.TRIM CYC/YAW: The A.TRIM Active function:
indication lights OFF will illuminate and the autopilot will fall back to D SAS mode. D--SAS
Or: Press the switch AP/SAS CUT, located on cyclic stick grip: All stabilizing
systems will be switched off. The pilot has to continue the flight hands-on. Active function/mode:
None
Override Longitudinal or/and lateral motion of the cyclic stick temporarily overrides A.TRIM
mode.
Or: Pressing the switch FTR, located on the cyclic stick grip, will release the cyclic
control forces. Depress the switch while changing the trim position of the
helicopter. The reference of the attitude will be synchronized to the actual attitude
when releasing the switch labelled TRIM REL.
Or: Fore and aft motion of the 4 way switch BEEP TRIM, located on the cyclic stick
grip, swivels the reference of attitude with 2 deg/sec. Left and right motion of the
BEEP TRIM switch will slew the attitude reference with 4 deg/sec. The helicopter
will change its attitude softly to the new reference. This method is for small
changes of attitude or for fine tuning. Left or right pedal motions temporarily
override YAW A.TRIM mode.

BK117 C--2
Training Manual
Autopilot
Function D-SAS (A.TRIM OFF)
Description Control inputs for pitch-- and roll SEMAs will be executed via the autopilot modules,
if this mode has been selected. Additionally stability will be enhanced and
interference with turbulences will be reduced when operating hands-on.
Switching on Press the push button indicator switches A.TRIM CYC/YAW: The A.TRIM Active function:
indication lights OFF will illuminate. D--SAS
Initial Conditions Limitations are the same as Backup SAS. Active function:
& Limitations D--SAS
Switching off Press the push button indicator switches AP1/AP2: The AP indication lights OFF
will illuminate. The autopilots are switched off and the system changes over to
BACKUP SAS.
Or: Actuate the switch SAS/AP CUT, located on cyclic stick grip: All stabilizing
systems will be switched off. The pilot has to continue the flight hands-on.
Override Actuating the switch TRIM REL, located on the cyclic stick grip, will release the
cyclic control forces.

BK117 C--2
Training Manual
Autopilot
Disengagement and Override
Disengagement Any mode can be disengaged by

-- pressing the selected mode button on the APMS again
-- pressing the AP MD DCPL switch on the stick (all upper modes are deselected,
AP reverts to ATT HOLD)
-- pressing the SAS / AP CUT switch on the stick (AP and SAS functions
completely switched off)
-- pressing the GA button on the collective lever
-- selecting any other mode in the respective axis (except HDG)
Override Any mode can be overidden by the pilot
-- lateral stick inputs override any roll mode
-- longitudinal stick inputs override any pitch mode
Heading Select (HDG)
Description The heading select mode is used to select and maintain a desired magnetic
heading.
Engagement The heading select “bug” at the PFD/ND will only become visible when the HDG
knob is rotated or pressed. It will disappear again after engagement of another
roll-mode. If the HDG knob is just pressed when the heading select “bug” is
invisible, the mode will be engaged with the “bug” at the top index at the PFD/ND.
A certain heading can also be preselected while rotating the knob and therafter to
engage the mode by pressing the heading knob. Additionally the HDG indication
light illuminates.

BK117 C--2
Training Manual
Autopilot
Initial Conditions Aircraft axis control via roll attitude following the mode engagement or a roll beep
& Limitations or override action as long as the heading error is above 0.6 deg. Then it holds the
heading via the yaw axis until the heading error is above 4 deg or the pilot
performs a roll beep or override action, in which the roll case is activated again. In ATT TRIM
case of loss of the yaw series actuation or pedals position invalidity, it drives only
the roll axis.
Left and right motion of the 4-way cyclic ATT TRIM switch will slew the HDG
reference at 5 deg/s (with or without simultaneous override). In case of
simultaneous beep and override, the trim is additionally commanded to follow-up
the stick.
Compatibility with Pitch axis: Any AP mode

other Modes Roll axis: VOR armed, VOR.A armed, LOC armed.

BK117 C--2
Training Manual
Autopilot
Mode: HDG (Heading Select)
HDG ALTA
4000
UL
32
120
31
100 3000
29
80
28
27
STD
ILS1
HDG
15 S 21 174
CRS 205 ILS 2 Heading “Bug”

TTG 4 108.10 DST 10.0
SPD 100
HDG 174 S
15
21
2500
12
24
E
W 2000
6
30
3 1500
33
N DH 300

BK117 C--2
Training Manual
Autopilot
Indicated Airspeed Hold (IAS)
Description The IAS maintains the indicated airspeed at the reference value at the time of
engagement.
Engagement Press the IAS button of the APMS: The IAS ON indication light of the button
illuminates. The reference will be synchronised to the indicated airspeed at the ON
time of engagement.
IAS
Initial Conditions The mode acts through the helicopter pitch axis only. The IAS will be maintained at
& Limitations the cost of holding altitude. The pilot must adjust the collective lever power setting
if the altitude is to be held, or use the mode as a convenient method of maintaining
IAS whilst independently commanding a variety of power settings (i.e. climb ATT TRIM
descent rates).
The reference is limited from 30 kts to VNE. The IAS can be engaged above 60 kts.
Fore or aft motion of the 4-way cyclic “Beep” switch will slew the IAS reference at
8 kt/s (with or without simultaneous override). In case of simultaneous beep and
override, the trim is additionally commanded to follow-up the stick.
Compatibility with Pitch axis: GS armed.

Other Modes Roll axis: Any AP mode.

BK117 C--2
Training Manual
Autopilot
Mode: IAS (Indicated Air Speed)
ALTA
IAS 4000
UL
32
120
31
100 3000
29
80
28
Airspeed Reference “Bug” 27
STD
ILS1
HDG
15 S 21 174

BK117 C--2
Training Manual
Autopilot
Altitude Hold (ALT)
Description Altitude hold maintains the current barometric altitude.

Engagement Press the ALT button of the APMS: The ALT ON indication light of the button
illuminates. The reference will be synchronised to the barometric altitude at the ON
time of engagement.
ALT
Initial Conditions Aircraft axis control is performed via pitch attitude.
& Limitations The reference will be indicated only in feet.
FWD or AFT motion of the 4-way cyclic “Beep” switch will slew the altitude ATT TRIM
reference at 1500 ft/min (with or without simultaneous override). In case of
simultaneous beep and override, the trim is additionally commanded to follow-up
the stick.
Fixed default V/S: 500 ft/min

Other Modes Roll axis: Any AP mode.

BK117 C--2
Training Manual
Autopilot
Mode: ALT (Altitude Hold)
ALTA
ALT 4000
UL
32
120
31
100 3000
29
80 Altitude Reference “Bug”
28
27
STD
ILS1
HDG
15 S 21 174

BK117 C--2
Training Manual
Autopilot
Altitude Aquire (ALT.A)
Description The ALT.A mode is used to acquire and execute an automatic level-off and capture
of a desired predefined barometric altitude.
Engagement Rotate the ALT.A knob of the APMS to preselect the desired altitude: The current
selected value is shown on the PFD above the ALT box.
Press the ALT.A rotating knob to engage the altitude acquisition: The ALT.A ALT.A
indication light illuminates.
As the helicopter nears the selected altitude, the ALT.A indication light ON
extinguishes and the ALT ON indication light of the ALT button illuminates on the
APMS. The ALT mode is now active. This mode switching from ALT.A to ALT ALT.A ALT
occurs 300 ft before reaching the selected altitude.

& Limitations The ALT.A mode uses the VS mode implicitly. A maximum vertical speed of
500 ft/min is used after ALT.A engagement. If the vertical speed is greater then ATT TRIM
500 ft/min at time of engagement then the current vertical speed is used.
FWD or AFT motion of the the 4-way cyclic “Beep” switch will slew the maximum
vertical speed reference at 200 ft/min each second (with or without simultaneous
override). In case of simultaneous beep and override, the trim is additionally
commanded to follow-up the stick.

Other Modes Roll/yaw axis: Any AP mode.

BK117 C--2
Training Manual
Autopilot
Mode: ALT.A (Altitude Preselect)
Attraction Frame
(appears for 6 sec after engaging)
HDG ALTA
V/S 4000
ALT.A UL
32
120
31
5
100 3000
29
80
28
27
STD
ILS1
HDG
15 S 21 174

BK117 C--2
Training Manual
Autopilot
Vertical Speed Hold Mode (VS)
Description The VS mode maintains the vertical speed at the reference value at the time of
engagement. At low height, the mode reverts automatically to the ALT mode,
levelling off at approximately 65 ft above the ground (Radar altitude required).
Engagement Press the VS button of the APMS: The VS ON indication light of the VS button
illuminates. The reference will be synchronised to the vertical speed at the time of ON
engagement.
VS

& Limitations The reference vertical speed is limited within the range of ± 2200 ft/min.
ATT TRIM
FWD or AFT motion of the 4-way cyclic “Beep” switch will slew the vertical speed
reference at 200 ft/min each second to a maximum of 2200 ft/min (with or without
simultaneous override). In case of simultaneous beep and override, the trim is
additionally commanded to follow-up the stick.

Other Modes Roll/yaw axis: Any AP mode.

BK117 C--2
Training Manual
Autopilot
Mode: VS (Vertical Speed Hold Mode)
ALTA
V/S 4000
UL
32
120
12 31
100 3000
29
80
28
27
STD
ILS1
HDG
15 S 21 174

BK117 C--2
Training Manual
Autopilot
VOR Navigation Mode NAV (VOR)
Description VOR Navigation Mode (VOR): The VOR mode is used to capture and track a
desired course TO or FROM a VOR station.
Engagement Select the sensor master side via MASTER selector on the RCU. Select the VOR
source for the AP via the ICPs of the FDS: A valid selection for the VOR source is 108.100
VOR1 or VOR2, in nominal mode VOR1 for the copilot or VOR2 for the pilot side.
Tune the navigation receiver to the desired VOR frequency.

CRS
Set the course pointer on the ICP for the VOR radial/ track desired.
A C
Press the NAV button of the APMS: The NAV A indication light illuminates (armed).
The AP is now armed for automatic capture of the selected course. NAV
For VOR radial/track interception: Rotate the HDG knob of the APMS to set the
heading “bug“ to the VOR radial/track interception course on the PFD/ND. HDG
Press the HDG knob to engage mode: The AP is flying the heading select mode
(HDG) as described.
C
NAV
As the helicopter nears the selected VOR radial/track, the AP automatically
disengages HDG (if it is engaged) and NAV ARM.
The NAV C indication light illuminates (captured) on the APMS, indicating VOR
radial/track capture and the helicopter turns onto and maintains the radial/track.
HDG

BK117 C--2
Training Manual
Autopilot
Initial Conditions Aircraft axis control is performed via roll attitude.

& Limitations Interception VOR
The VOR radial/track capture conditions are as follows: >45 deg:
i) At an interception angle > 45 deg the capture and tracking occurs at 4.52 deg
Capture
course deviation. Then the mode aligns the aircraft on a heading difference of 45 deg align.
45 deg down to a course deviation of 1.33 deg. There the helicopter is tracked to
the selected course radial/track.
HC
4.52 deg
1.33 deg
ii) At an interception angle < 45 deg the capture and tracking occurs at 1.33 deg CRS radial
course deviation.
Interception VOR
< 45 deg:
OSS (Over Station Sensing) Capture
The OSS phase is a sub-function of the VOR or VOR A modes. It is being involved
when nearing the station as the VOR sensor detects erratic signal fluctuations HC
associated with the cone of confusion above the station. If the pilot does not make
any course adjustments to a new outbound source the VOR mode will trace the
previously valid VOR radial outbound. The time of confusion depends on speed
and altiude. 1.33 deg
CRS radial
Compatibility with Pitch axis: Any AP mode except GA.

Other Modes Roll/yaw axis: HDG (with VOR armed)

BK117 C--2
Training Manual
Autopilot
Mode: NAV (VOR)
VOR Armed Phase (with HDG engaged) VOR Capture Phase VOR OSS Phase
HDG ALTA VOR ALT

ALTA VOR ALT ALTA
VOR ALT 4000 4000 4000
UL UL UL
32 32 32
120 120 140
31 31 31
100 3000 100 3000 120 3000
29 29 29
80 80 100
28 28 28
27 27 27
STD STD 1012
hPa
HDG
15 S 21 174 15 S 21 15 S 21 24
CRS 205 VOR 2 BRG CRS 205 VOR 2 BRG CRS 195 VOR 2 BRG
TTG 4 108.00 DST 10.0 TTG 4 DST 9.0 TTG 1 108.00 DST 0.1
100 108.00
SPD SPD 100 SPD 120
HDG 174 S S
15 15 S 21
21 21
2500 15 24 2500
12 2500
12
24 24
12 W
E E
W 2000 W 2000 2000
E 30
6 6
30 30
6 33
3 1500 3 1500 1500
33 33 3
N DH 300 N DH 300 N DH 200

BK117 C--2
Training Manual
Autopilot
VOR Approach Mode APP (VOR.A)
Description VOR Approach Mode (VOR.A):

The VOR.A mode is more sensitive and accurate than the normal VOR navigation
mode and is used to capture and track a desired course TO or FROM a VOR
station for approach purposes. This mode is used for capture typically within a
distance of 10 nm from the beacon.
Engagement Select the sensor master side via MASTER selector on the RCU. Select the VOR
source for the AP via the ICPs of the FDS: A valid selection for the VOR source is 108.100
VOR1 or VOR2, in nominal mode VOR1 for the copilot or VOR2 for the pilot side.
Tune the navigation receiver to the desired VOR frequency.
Set the course pointer on the ICP for the VOR radial/ track desired. CRS
Press the APP button of the APMS: The APP A indication light illuminates (armed). A C
The AP is now armed for automatic capture of the selected course.
APP
For VOR radial/track interception: Rotate the HDG knob of the APMS to set the
heading “bug” to the VOR radial/track interception course on the PFD/ND.
Press the HDG knob to engage mode: The AP is flying the heading select mode HDG
(HDG) as described.
C
As the helicopter nears the selected VOR radial/track, the AP automatically APP
disengages HDG (if it is engaged) and APP ARM.
The APP C indication light illuminates (captured) on the APMS, indicating VOR
radial/track capture and the helicopter turns onto the radial/track.
HDG

BK117 C--2
Training Manual
Autopilot

& Limitations Interception VOR
The VOR radial/track capture conditions are as follows: >30 deg:
i) At an interception angle > 30 deg the capture and tracking occurs at 10.0 deg
course deviation. Then the mode aligns the aircraft on a heading difference of 30 Capture
30 deg align.
deg down to a course deviation of 3.33 deg . There the helicopter is tracked to the
final course.
HC
10.0 deg
3.33 deg
CRS radial
ii) At an interception angle < 30 deg the capture and tracking occurs at 3.33 deg Interception VOR
course deviation. < 30 deg:
OSS (Over Station Sensing) Capture

The OSS phase is a sub-function of the VOR or VOR A modes. It is being involved
when nearing the station as the VOR sensor detects erratic signal fluctuations
associated with the cone of confusion above the station. If the pilot does not make HC
any course adjustments to a new outbound source the VOR mode will trace the
previously valid VOR radial outbound. The time of confusion depends on speed
and altiude. 3.33 deg
CRS radial
Other Modes Roll/yaw axis: HDG (with VOR armed).

BK117 C--2
Training Manual
Autopilot
Mode: APP (VOR.A)

VOR.A Armed Phase (with HDG engaged) VOR.A Capture Phase VOR.A OSS Phase
HDG ALTA VOR.A ALT

ALTA VOR.A ALT ALTA
VOR.A ALT 4000 4000 4000
UL UL UL
32 32 32
120 120 140
31 31 31
100 3000 100 3000 120 3000
29 29 29
80 80 100
28 28 28
27 27 27
STD STD 1012
hPa
HDG HDG HDG
15 S 21 174 15 S 21 174 15 S 21 24 195
CRS 205 VOR 2 BRG CRS 205 VOR 2 BRG CRS 195 VOR 2 BRG
TTG 6 108.00 DST 10.0 TTG 5 108.00 DST 9.0 TTG 1 108.00 DST 0.1
SPD 100 SPD 100 SPD 120
HDG 174 S HDG 174 S HDG 195 S 21
15 15
21 21
2500 15 24 2500
2500 12
12
24 24
12 W
E E
W 2000 W 2000 2000
E 30
6 6
30 30
6 33
3 1500 3 1500 1500
33 33 3 N
N DH 300 N DH 300 DH 300

BK117 C--2
Training Manual
Autopilot
Localizer Approach Mode APP (LOC)
Description The APP mode for localizer is used to capture and track the inbound front course
of a localizer for runway approach.
Engagement Tune the navigation receiver to the desired LOC frequency. Select the sensor
master side via MASTER selector on the RCU. Select the LOC source for the AP 108.100
via the ICPs. A valid selection for the LOC source is ILS1 and ILS2, in nominal
mode ILS1 for the copilot and ILS2 for the pilot side with identical ILS frequency on
both NAV receivers.
Set the course pointer on the ND for the LOC course by tuning the ICP rotary CRS
knob. Select an intercept heading in the HDG mode.
Press the APP button of the APMS: The APP A indication light illuminates (armed).
The AP is now armed for automatic capture of the selected localizer. A C
APP
HDG
C
APP
As the helicopter nears the LOC radial, the AP automatically disengages HDG (if it
is engaged) and APP ARM.
On APMS the APP C indication light illuminates (captured), indicating LOC radial
capture and the helicopter turns towards the LOC radial.
HDG

BK117 C--2
Training Manual
Autopilot
Initial Conditions Aircraft axis control is performed via roll attitude. Interception LOC
& Limitations For LOC radial (inbound front course) interception the procedure is as follows: >25 deg:
i) At an interception angle > 25 deg the capture occurs at 2.0 dots course Capture +
deviation. The mode aligns the aircraft on a new limited heading difference down to new ltd.
inters.
a LOC deviation of 1.0 dot. Then the helicopter is tracked to the LOC inbound front angle
course.
HC
2.0 dot
Interception LOC 1.0 dot
< 25 deg: Inbound
front CRS
ii) At an interception angle < 25 deg the capture and tracking occurs at the 1.0 dot
deviation with respect to the LOC inbound front course.
Capture
Interception LOC
HC
< 25 deg:
Capture
between
1.0 and 2.0
deg after
1.0 dot max. 30s
Inbound
front CRS
HC
2.0 dot
1.0 dot
iii) At an interception angle < 25 deg the capture and tracking occurs in the range
1.0 to 2.0 deg after a maximum time of 30 s even if the deviation exceeds 1.0 dot. Inbound
front CRS

BK117 C--2
Training Manual
Autopilot

BK117 C--2
Training Manual
Autopilot
Mode: APP (LOC)

LOC Armed Phase (with HDG engaged) LOC Capture Phase
HDG ALTA LOC ALT ALTA

LOC ALT 4000 4000
UL UL
32 32
120 120
31 31
100 3000 100 3000
29 29
80 80
28 28
27 27
STD STD
ILS1 ILS1
HDG HDG
15 S 21 174 15 S 21 174
CRS 205 ILS 2 CRS 205 ILS 2

TTG 6 108.10 DST 10.0 TTG 5 DST 9.0
SPD 100 108.10
S
SPD 100
HDG 174 15 HDG 174 15
S
21 21
2500 2500
12 12
24 24
E E
W 2000 W 2000
6 6
30 30
3 1500 3 1500
33 33
N DH 300 N DH 300

BK117 C--2
Training Manual
Autopilot
Glide Slope Mode (GS)
Description The GS mode acquires and holds the selected glide slope in order to perform an
ILS approach to an airport. At 65 ft above the ground, the mode reverts
automatically to the ALT mode to level off (Radar altitude required).
Engagement Tune the navigation receiver to the desired ILS frequency. Select the sensor
master side via MASTER selector on the RCU. Select the ILS source for the AP on 108.100
the ICPs. A valid selection for the ILS source is ILS1 and ILS2, in nominal mode
ILS1 for the copilot and ILS2 for the pilot side with identical ILS frequency on both
NAV receivers.
Perform all actions to arm and/or engage the APP (LOC) mode as well as the
desired interception heading as described previously in the APP (LOC) mode
section.
NOTE: LOC and GS are engaged separately. Therefore the annunciation ARM A C
and/or CAP varies dependent on the flight status at mode engagement. APP
HDG
C
APP
Press the GS button of the APMS: The GS A indication light illuminates (armed).
The AP is now armed for automatic capture of the glide slope. A C
GS

BK117 C--2
Training Manual
Autopilot
Upon ILS/LOC capture, the AP automatically disengages APP ARM and HDG
(if engaged).
HDG light extinguishes. C
APP A indication light extinguishes (arrmed) on the APMS. GS
APP C indication light illuminates (captered), indicating ILS/LOC radial capture and
the helicopter turns onto the ILS/LOC inbound front course toward the runway. A C
GS A indication light remains illuminated (armed) as long as glide slope is not
captured. GS
C
Upon ILS/GS capture, the AP automatically disengages GS ARM and any previous APP
active pitch mode.
GS A indication light extinguishes,
C
GS C indication light illuminates (captered).
The helicopter is commanded to track the glideslope beam. GS
Initial Conditions Aircraft axis control is performed via pitch attitude. Normal Condition
& Limitations The GS mode will not capture or be engaged before the APP(LOC) mode is
+ 0.5 dot HC
engaged (captured). Also it cannot be engaged if the BC mode is armed or Capture
GS
captured or if the GA mode is engaged. -- 0.2 dot
GS--TX
The GS mode captures when the GS deviation is lower than approx. 2.2 dot. HC
Capture
Limitations for Limitations for ILS approach see APP (LOC) mode.
ILS approach
Compatibility with Pitch axis: GS ARM not possible when GA engaged.
Other Modes Engagement of IAS, ALT, ALT.A, VS or GA disengages GS CAP.
Roll/yaw axis: LOC must be engaged for GS CAP.

BK117 C--2
Training Manual
Autopilot
Mode: GS (APP (LOC) + GS) = ILS: Instrument Landing System Mode

LOC and GS Armed Phase (with HDG engaged) LOC Capture and GS Armed Phase LOC and GS Capture Phase
HDG ALT
ALTA LOC ALTA LOC G/S ALTA
LOC 4000 ALT 4000 4000
G/S UL G/S UL UL
32 32 32
140 140 140
31 31 31
120 3000 120 3000 120 3000
29 29 29
100 100 100
28 28 28
27 27 27
STD 1012 1012
ILS1 ILS1 hPa ILS1 hPa 1012
HDG HDG HDG hPa
15 S 21 174 15 S 21 174 15 S 21 24 195
CRS 195 ILS 2 CRS 195 ILS 2 CRS 195 ILS 2

TTG 6 108.10 DST 10.0 TTG 5 108.10 DST 9.0 TTG 3 108.10 DST 8.0
SPD 120 SPD 120 SPD 120
HDG 174 S HDG 174 S HDG 195 S 21
15 15
21 21
2500 2500 15 24 2500
12 12
24 24
12 W
E E
W 2000 W 2000 2000
E 30
6 6
30 30
6 33
3 1500 3 1500 1500
33 33 3 N
N DH 200 N DH 200 DH 200

BK117 C--2
Training Manual
Autopilot
Go Around (GA)
Description The GA mode, used in case of a missed approach, acquires and holds a climb with
1000 ft/min vertical speed and wings level.
Engagement Press the GA button on collective lever: The ON indication light of the VS button
illuminates. The GA indication in the PFD illuminates for 10 sec. and will change
then to VS.
NOTE: Any NAV mode will be disengaged after engagement of the GA mode GA
(except HDG will not decouple)
The last ATT in roll axis will be maintained.
Initial Conditions Aircraft axis control is performed via pitch attitude (using Vertical Speed Mode).
& Limitations The mode reference is 1000 ft/min climb
An initial altitude loss of up to 60 ft may be encountered after engaging GA mode. ATT TRIM
GA is automatically disengaged when airspeed is below 26 kts for at least 10 sec.
Fore or aft motion of the 4-way cyclic “Beep” switch will slew the IAS reference at
8 kt/s (with or without simultaneous override). In case of simultaneous beep and
override, the trim is additionally commanded to follow-up the stick.
Compatibility with Pitch axis: No pitch mode.

Other Modes Roll axis: HDG.

BK117 C--2
Training Manual
Autopilot
Mode: GA (Go Around)
ALTA
G.A 4000
UL
32
120
10 31
100 3000
29
80
28
27
STD
ILS1
HDG
15 S 21 174

BK117 C--2
Training Manual
Autopilot
Excessive Deviation
Description An excessive deviation caution is indicated to the pilot with blinking amber
chevrons around the corresponding upper modes label at the PFD under the
following conditions:
Mode Deviation
ALT + ALT.A 25 m for more than 2 sec.
IAS 12 kts for more than 2 sec.
V/S + GA 500 ft/min for more than 2 sec.
GS 1.2 dots for more than 2 sec.
APP (only LOC) 1/ dot for more than 2 sec.
3
NOTE: The corresponding label will revert to amber, if the value of the selected
mode can not be recovered.
Limitations
Minimum Airspeed 60 kts (Minimum airspeed with IAS mode engaged).
NOTE 1: The AFCS will protect against excessive air speed deviations below
60 kts and above VNE + 5 kts, by means of levelling the aircraft or loss of altitude.
NOTE 2: In ALT mode below 80 kts the airspeed indicator shall be monitored
closely.
Minimum Height WARNING: When operating near the ground with autopilot engaged in any mode
of operation, the pilot should remain attention to the flying task since an actuator
runaway could result in a loss of altitude.
200 ft (Minimum height for hands-off operation during T/O and approach).
500 ft (Minimum height for hands-off operation in cases other than T/O and
approach).

BK117 C--2
Training Manual
Autopilot
Operational AFCS operation is prohibited if the system preflight test has not been successfully
Limitations accomplished before takeoff. In this case the autopilot system must be switched off
by means of the SAS/AP CUT pushbutton.
CAUTION: It is not permitted to takeoff with only the 3--axis Backup SAS engaged.
The commanded pitch attitude is limited to ±15°.
The commanded roll attitude is limited to 0.15 times the airspeed in kts with the
maximum of 21°.
The commanded roll attitude is limited to 0.22 times the airspeed in kts with the
maximum of 30° in approach mode.
At 2% of lateral or longitudinal control input the AFCS will detect an override
situation and will revert internally to AP SAS mode. Releasing the controls will bring
back the helicopter to the latest attitude or latest engaged mode values.
Limitations for Absolute Limitations:
LOC/ILS approach Minimum LOC interception distance: 4 nm
Maximum LOC interception angle: 90°
Maximum approach angle: 4.6°
Recommended Parameters:
Recommended maximum interception angle: 45°
Recommended minimum LOC interception distance: 5 nm
Recommended air speed: 80--125 kts
Recommended maximum cross wind: 30 kts
other Modes Roll/yaw axis: HDG (with LOC armed).

BK117 C--2
Training Manual
Autopilot
Actuator Saturation Under extreme turbulence conditions, particulary after loss of a series actuator or a
parallel actuator, an amber triangle may momentarily illuminate near the respective
upper mode label on the PFD. This indicates that the actuator is operating at the
end of its authority range.
Automatic Level--Off
Automatic Level-Off The automatic level-off upon ground proximity detection is foreseen as an addi-
tional AFCS safety feature. The protection function is internally armed, if the radio
altimeter is valid and if any vertical modes (e.g. GS) are engaged.
Depending on the circumstances (crosswind, IAS, V/S...), the AP will do a level off
at 65 ft and will keep at least a minimum of 50 ft above ground, mainly by doing a
nose up command to the pitch axis actuators, based on the ALT hold mode
function.
NOTE: The “hands-off” ILS approach is limited down to 200 ft height and from
there, the pilot has to continue in “hands-on”. However, if a pilot intervention in
longitudinal control is detected, the automatic adaptation of ALT mode reference
value to keep a minimum of 50 ft above ground is stopped. In this case the level-off
may occur at a different height above ground.
The automatic ALT reference adjustment based on radar height is active for 60
sec. after automatic reversion to ALT mode.

BK117 C--2
Training Manual
Autopilot
Long Range Navigation Mode NAV (NMS)
Description Long range Navigation Mode (NAV):

The NAV mode is used in combination with a navigation management system
(NMS or GPS) issuing a pure roll steering command to the autopilot.
Engagement Prepare NMS/GPS with a suitable navigation mode.
Select the sensor master side via MASTER selector on the RCU. Select the
NMS/GPS as navigation source for the AP via the ICP of the FCDS. C
Press the NAV button of the APMS: The NAV C indication light illuminates NAV
(captured). The AP navigation mode is now engaged.
& Limitations This mode can not be armed.
Other Modes Roll/yaw axis: None.

BK117 C--2
Training Manual
Autopilot
Mode: NAV (NAV)

NAV Mode Engaged NAV Mode Engaged
Configuration 1 Configuration 2
NAV NAV
UL UL
100 100
32 32
31 80 31
80
3000 3000
60 29 60 29
28 28
40 40
27 27
1012 1012
hPa hPa
DTK 216 NMS BRG 217 DTK 216 NMS BRG217

TTG 20 GPS DST 19.9 TTG 20 GPS DST 19.9
SPD 55 S SPD 55
HDG 174 HDG 174 S
15 15
21
21 2500 2500
12
24
174
E
2000 W 2000
" EUR
6
30
20 20 1500 3 1500
DH 200 33
N DH 200

BK117 C--2
Training Manual
Autopilot
Emergency and Malfunction Procedures
AFCS Warnings The PFD “immediate corrective action” indication consists of red axis
labels in the displayed combination YR for yaw/roll and P for pitch which
AP Warning Light flash for 15 s on the PFD AFCS strips. It has the same meaning as the
AP warning light and requires the pilot to take immediate action and put
his hand on the cyclic stick.
AP
Basic rules for AFCS warnings (immediate corrective action)
The AP warning light or the PFD AFCS strip “immediate corrective
The red AP warning light is triggered together with an acoustic gong action” indication are displayed upon an immediate corrective action
and indicates a request for immediate corrective action. This
request. After expiration of the warning indication period the PFD
immediate corrective action is to put the hand on the cyclic stick as the
AFCS strips will display the AP system state by either amber caution
system has switched to hands-on mode due to loss of the complete
axes labels or OFF indication(s). The amber labels in combination with
autotrim function. The AP warning light remains illuminated for 10 s.
the generated CAD caution indications deliver more detailed
PFD AFCS strip “immediate corrective action” indication information about the system degradation and guide the pilot to
determine further corrective action steps.
AFCS Strip
YR P
103
160 160

BK117 C--2
Training Manual
Autopilot
AFCS Cautions
The AFCS cautions are displayed/illuminated in amber colour. The amber Y and/or R or P symbols on the PFD indicate a degradation
of performance in the relevant axis which requires manual correction
Caution indications (on CAD) by the pilot or, as described above, the loss of both actuators in one
The CAD displays the following AFCS related caution indications: axis.
AP1/AP2 Failure or disengagement of APM 1 or 2 Y and/or

TRIM Failure of cyclic and/or yaw autotrim
AHRS DISC AHRS discrepancy R P
ACTUATOR Failure of a series actuator
BACKUP SAS Failure of a FOG containing the backup
10
SAS
160
YAW SAS Failure of yaw SAS, failure of yaw FOG
and/or yaw SEMA
AVIO OVHT Exceeding of normal operating
temperature
“Additional indications” provides further information concerning system
status and/or specific failure.
A CAD caution triggers the MASTER caution light as well.
Basic caution indication principles on the PFD

Principle 1:
The flashing red R or P symbols on the PFD indicate the loss of both
actuators in one axis. After 15 s the indication turns to steady amber.

BK117 C--2
Training Manual
Autopilot
Principle 2:
An amber rectangle flashing for 10 s serves as attention attractor and
indicates an attitude hold mode degradation or upper mode
disengagement. For these 2 cases there is no axis label, only the
amber rectangle will flash for 10 s and extinguish afterwards.
160

BK117 C--2
Training Manual
Autopilot
Principle 3: Caution Indications on the APMS:

An upper mode degradation in the relevant axis without decoupling of Illumination of the OFF label on the AP1 or AP2 push button indicates
the mode is indicated by reversion of the upper mode axis label from failure or disengagement of APM 1 or 2:
green to amber.
A.TRIM
IAS AP1 AP2 CYC YAW TEST
OFF OFF OFF OFF ON
160
Illumination of the OFF label on the A.TRIM CYC or A.TRIM YAW pb

Principle 4: indicates failure or disengagement of cyclic or yaw autotrim,
The disengagement of both autopilots is displayed as follows: respectively:
OFF OFF A.TRIM

OFF OFF OFF OFF ON
160

BK117 C--2
Training Manual
Autopilot
AFCS Advisories Principle 2
The AFCS advisories use colours different from red and amber. A normal attitude hold mode engagement without any degradation is
displayed by non-- illuminated AFCS strips leaving the PFD black on
Advisory indication principles on the PFD this location as shown below:
Principle 1
A normal upper mode engagement without any degradation is
indicated by a green upper mode axis label as shown for the heading
mode in the following example:
160
HDG
Principle 3
160 Pilot’s override action during upper mode operation is indicated by a
rectangle, alternately blinking amber/green as shown for the heading
mode in the following example:
HDG
160

BK117 C--2
Training Manual
Autopilot
Advisories on APMS Example 3

An engagement of an upper mode or of the preflight test is indicated A flashing amber ON label on the TEST button indicates: preflight test
by green advisories. in progress.
Example 1
Illumination of the IAS button by a green ON label indicates
engagement of the IAS mode: A.TRIM
OFF OFF OFF OFF ON
A C A C
APP HDG NAV ALT.A
A C A C ON ON ON
! NOTE Steady illumination of the label indicates a failure
BC GS VS IAS ALT of the test mode. A respective caution will be
displayed in the CAD.
Example 2
Illumination of the triangle next to the HDG rotary pb indicates
engagement of the HDG mode:
A C A C
APP NAV ALT.A
HDG
A C A C ON ON ON
BC GS VS IAS ALT

BK117 C--2
Training Manual
Autopilot
AFCS Hands-On Procedures for IFR Operation (for Details, see Flight Manual)
Failure Warning Warning / Caution Description Pilot’s action
AP defective AP AP 1 + AP 2 AUTOPILOT
failure
Land as soon as practicable

One axis (duplex failure) Total loss of
defective AP ACTUATOR series actuation
in one axis
Failure of Reconfigure AHRS Release carefully

Failure of one AHRS AHRSi and/or ATT one AHRS to nonaffected side cyclic stick
Discrepancy Release carefully

Reconfigure AHRS
AHRS discrepancy AHRS DISC + ATT
between
AHRS 1 and 2 to nonaffected side cyclic stick
YR P Cyclic and
A TRIM defective TRIM + Yaw trim
failure
Land as soon as possible

Second AHRS failure YR P 2nd AHRS
(after reconfiguration TRIM + AHRSi failure
of AHRS)
WARNING: Hands-on flying is required during any AHRS reconfiguration

BK117 C--2
Training Manual
Autopilot
BK117 C-2 AFCS Levels
Press
Engaged Press Deselect
A TRIM
Press Press
upper modes AP MD DCPL Upper modes AP1 & AP2 SAS/AP CUT
CYC & YAW
Attitude hold
Digital SAS
Backup--SAS Pull cb P1 SAS &

Press
R1 SAS, fly with
YAW SAS AP1 & AP2
YAW SAS only
Push the After AP TEST not OK

Unstabilized SAS ON sw Push the SAS ON
on Cyclic sw on Cyclic and...

BK117 C--2
Training Manual
Autopilot
Overview of AFCS and Degraded Functions
AFCS Failure: Back-up SAS

Hands off Loss of both APM
A.TRIM (Cyc./Yaw on) Hands on
Upper Modes on P/R/Y SEMA simplex
AP1 + AP2 on
2 AHRS P/R/Y
P/R SEMA duplex
Y SEMA simplex
AP/SAS
Failure:
Loss of both AHRS Hands on
A.TRIM (Cyc./Yaw off)
Failure: Upper Modes off
P/R Trim P/R SEMA duplex
e.g. Trim Motor Y SEMA simplex
A.TRIM OFF Failure:

(Cyc. Axis) Loss of P/R/Y D/SAS
trim actuators
Hands on
Hands off or SEMA Pi/Ri
Upper Modes off
Upper Modes on or APi
AP1 + AP2 on or APi
2 AHRS P/R/Y
P/R SEMA simplex
Y SEMA simplex

BK117 C--2
Training Manual
Autopilot

BK117 C--2
Training Manual
Autopilot
Digital Test System (DTS)
DTS Capabilities The DTS can display 16 parameters on the screen. It is possible to
zoom to 4 parameters which is called 1 page. Pages are predefined
The following capabilities are provided from the DTS:
but can also be created individually by copy/ paste. At least, over 60
-- storage of flight scenarios, pages are available as a default.
-- detection of AP-- software version and configuration, Even “own” ARINC labels can be programmed. By clicking on a
-- predefined screens for failure-- diagnosis (e.g. AHRS, ADC, parameter, the presentation can be changed from decimal to HEX or
ADC’s temperature probe), BIN or as bargraph (it depends on the configuration).
-- APM failure-- memory access: instant and memorizes
Flight Mode
failures, low/ high discrepancies,
-- detailed parameter listing (e.g. actuator position), This selection is used for troubleshooting during flight. Several
parameters can be stored with a 25 ms sampling rate. The result can
-- ARINC429 read and write,
be displayed graphically.
-- detailed preflight test information,
-- position detection of collective and pedal position sensors, APM Maintenance Switch
-- can be upgraded with extension cards for FCDS upload, The maintenance switch is located at the right aft circuit breaker panel
CPDS upload, CVFDR-- reader, (NON ESS bus 2 bracket). Both autopilot modules can display failure
-- runs with helicopter’s power 28 V DC. memories at the VEMD’s system status page, but only one memory
can be shown at a time. The default is APM2 indication (switch secured
DTS General in “flight” position). After removing the cover and switching the APM
-- To order with WIN NT or XP, older versions with WIN 3.11, maintenance switch, APM1 signals are shown at the VEMD. Note that
-- connection cable required, APM1 operates as master therefore it is recommended to check the
APM1 failure memory first.
-- pre-- configured or customized configuration,
-- some of the existing parameters may be not used in this
helicopter.

BK117 C--2
Training Manual
Autopilot
Connectors for Test and Control Equipment

D--SUB for Measurement
of AP 1+2 Signals
Bracket for Non Essential
CB for DTS
Bus, System 1
Connector
DTS AP 1 DTS AP 2
J75532 J75533 CB75511
FLIGHT APM1
J75534 J75535 MAINT. SWITCH J75536
D--SUB for Test Equipment Maintenance Switch APM1 or APM2

Pitch FOG
D--SUB for Test Equipment
D--SUB for Test Equipment Yaw FOG
Roll FOG Bracket for Non Essential
Bus, System 2

BK117 C--2
Training Manual
Autopilot
Maintenance Mode
General The failure codes can be classified in the following way:
The Maintance Mode of the AFCS gives the possibility to access -- ARINC429 crosstalk/ validity check between APM and
necessary information for maintenance purposes. It is possible to read other elements
maintenance codes on the VEMD (system status page) triggered by -- actuator failures (DFACTO or DFACTX), sensor failures
the AFCS. These codes are related to the position sensor values and (DFSENSO or DFSENX)
buttons’ logics as well as failure codes at the AFCS level. Additionally, -- Events for troubleshooting (e.g. disengagement of the APM
the software version of the AFCS is displayed. via the APMS triggers the message “APMS APMDEN”)
All data are stored in the APM 1 and 2 memory, the VEMD is only used
Entering and Exiting the Maintenance Mode, Selection of
as a display and will not store autopilot failures.
APM1 or 2
For easy operation the AMM comprises an AFCS maintenance mask
Pressing the BC button for at least three seconds activates or
(orange plastic) which can be used for the APMS, but the AMM refers
deactivates the AFCS Maintenance Mode. Since there are two
also to the original APMS buttons.
autopilots installed, at first APM2’s memory is displayed as long as the
A triggered failure announcement depends on different boundary selector switch is set to position FLIGHT. This selector switch is located
conditions e.g. certain confimation times of discrepancies and different close to the DTS test connector and is active only if both APMs are
calculation rules. OFF.
! NOTE -- Both autopilots have to be switched OFF before

AFCS Maintenace Mode Capabilities: entering the Maintenance Mode
-- Position Sensor values (LVDTs, potentiometers, RVDTs of -- The default selection is APM2 (since the selector
the trim motors) switch is in position FLIGHT normally)
-- Discrete logics (buttons and switches) -- Press SCROLL on the VEMD to get the system
status page
-- Failure Codes
-- To safe battery power and to have both APMs
-- Read out of failure codes. active (APM2= SHED BUS 2) it may be helpful to
use the EPU as the helicopter’s power source.

BK117 C--2
Training Manual
Autopilot
Indications of the Autopilot Maintenance Mode To distingish between new failures or failures which already happened,
different storage pages are used:
Position sensor values
-- end page
The autopilots need information about the position of the cyclic stick,
can consist of several lines (scroll), where all failures are
the pedals and the collective lever. This is done by sensors e.g. LVDTs,
stored which happened during a flight.
potentiometers and RVDTs.
Example: F00150 END, DFACTO XXXX1X means flight
Those sensor signals can be displayed. After maintenance on the no. 150, actuator failure no. xxxx1x
controls, the sensors have to be adjusted mechanically and the signals -- new failure page
to the APMs must be checked. To display the signals either the DTS shows failures which happened for the first time at the
or the Maintenance Mode can be used: respective flight. A “N” in front of the storage time indicates
All sensors are connected to both APMs so it is necessary to confirm a new failure for the first time “in this flight” F00150,
the sensor’s data on both APMs. N11523, DFACTO XXXX1X means: at flight 150 a “new”
failure of an actuator called xxxx1x has occured at the time
The data format is <sensor> <M or P> <value>. 1 hour 15 min, 23 sec of flight.
Discrete logics, switches -- already triggered failure page
All important buttons and switches can be tested, e.g. shows a failure which has occured several times, giving
information about the momentarily selected flight and the
-- a ground flight detection is indicated, flight time. No hint when it did occur before, only telling it’s
-- buttons of the APMS, not a new failure (no “N”)
-- buttons of the cyclic stick, including the beep trim, The non--volatile memory can be erased, which is indicated by the
-- collective stick go around button (GA), message CLEAN UP MEM. A. For this a certain switch combination is
-- the hands--on detection of the cyclic stick and the pedals, necessary (see SDS).
-- master switch on the RCU,
-- failure codes on ground.
Generally, both APMs have a non volatile memory that stores failures
during flight.
It is possible to read these recorded failure codes by using the
Maintenance Mode on ground.

BK117 C--2
Training Manual
Autopilot
Example Overview of the Maintenace Mode YAW BRKOUT the pedals are pushed to the left or right by
Position sensor values the pilot
NAV COPSEL On the RCU, the master switch is set from
Example on display Meaning position right to left thus changing the
COLRVD M19 82 position sensor LVDT of the collective has autopilot’s navigation source to the
the value --19.82 mm copilot’s side.
COLRVD P19 98 position sensor LVDT of the collective has All buttons and important switches can be tested. To check the correct
the value +19.98 mm operation of the cyclic stick buttons, e.g pressing the button SAS/AP
Generally, each signal has a tolerance, e.g. the positon sensor of the CUT results in the message “FAST APMCUT”.
collective lever shows COLRVD M19 82. This means: Collective LVDT A movement of the cyclic stick means a pilot’s action, therefore the out
value minus (M) 19.82 mm. Movement of the collective to the other of detent switches inside the trim motors trigger signals: Moving the
position may result in COLRVD P19 98, which means a positive value stick slightly forward or aft results in the message “PITCH BRKOUT”.
(P) with 19.98 mm. Both end positions should display nearly the same Pressing the Go Around button at the collective lever triggers the
value. message “COLL GA”.
For tolerances and values refer to the AMM. Failure codes on ground (maintenace mode activated for failure
Discrete logics, switches read--out)
END page
Example on display Meaning
GROUND Aircraft is on GROUND Example on display Meaning
APM ENGAGE Pushbutton AP1 or AP2 pressed F000021 END This is the “END” page of Flight No. 21 and
UPPMOD DISENG AP MD DCPL button of the cyclic stick all failures during this flight can be
pressed displayed line by line:
LEFT BEEP The 4-- way beep trim switch of the cyclic DFACTO XXXX1X Yaw SEMA invalid
stick is pushed to the left side DFSENO XXX14X Yaw FOG failure, yaw FOG invalid
ARINC YAW FOG no valid ARINC signal of the yaw FOG
This failure messages can be created by pulling the YAW SAS circuit
breaker. The Yaw SAS consists of the yaw FOG as the signal source
and the yaw SEMA as the actuator.

BK117 C--2
Training Manual
Autopilot
NEW Failure Page Failure codes during flight (maintenance mode not activated)
Example on display Meaning Example on display Meaning
F000018 N10527 This is the “New Failure Page” of Flight No. ARINC AHRS1 message created by pulling the circuit
18. The following failures occured after 1 breaker of AHRS1, the following two
hour 5 min and 27 sec for the first time messages/ failures scroll automatically
DFACTO XXXX2X Roll SEMA invalid after 6s
ARINC ROLFOG no valid ARINC signal of the roll FOG DFSEN0 XX1XXX AHRS1 inertial data invalid
DFSENX XX1XXX Heading redundancy loss
In that case roll SEMA No.1 was defect, not roll SEMA 2, because the The Maintenance Mode is used for troubleshooting on ground.
failure table “DFACTO” would indicate a “second roll SEMA” invalidility Nevertheless, the VEMD system status page can show AFCS
by the message “DFACTO XXXXX4”. messages if the autopilot operates.
Already Triggered Failure Page If there are several failures, the failure codes scroll automatically every
6 seconds
Example on display Meaning
This is only a message function, because the messages disappear
F000020 21039 This is the “Already Triggered Failure after power off.
Page” of Flight No. 20. The following
failures occured after 2 hours 10 min and But any failure is stored in the APMs’ non volatile memory, so it is
39 sec, but that failure already happend accessible after flight by activating the maintenance mode.
before during this Flight No. 20. Abbreviations
DFACTO XXXX1X Yaw SEMA invalid
DFSEN means defect of a sensor, DFACT means defect of an actuator
DFSENO XXX14X Yaw FOG failure, yaw FOG invalid
DFDIS means defects, discrepancies (DFDIS1 is processor 1, DFDIS2
ARINC YAW FOG no valid ARINC signal of the yaw FOG
is processor 2), DFRSC means defects on ressources
It is possible to scroll through each of the three pages and start from
the beginning by using the ALT.A button. O means defect sensor table No. 1, X means defect sensor table no. 2

BK117 C--2
Training Manual
Autopilot

BK117 C--2
Training Manual
Autopilot
Autopilot Mode Selector
A.TRIM
OFF OFF OFF OFF ON
AC AC
APP HDG NAV ALT.A
AC AC ON ON ON
BC GS VS IAS ALT
FAST SCROLL
AP1 AP2 RWD FWD TEST
FINE SCROLL
PRESS 3 SEC TO ENTER
OR EXIT THE
MAINTENANCE MODE
PITRVDT LOGICS ROLRVDT REC CODES
SOFT ID COLLVDT COLPOTI YAWRVDT YAWPOTI

Tool No: B221 M 2100- 051 W1
DFACTX 47X32X
RA 2

BK117 C--2
Training Manual
Autopilot
AFCS Normal Operation This failure is also indicated at the primary flight display PFD: The
respective upper mode changes from green to amber. If there is no
Both autopilot modules are active (push buttons AP1 and AP2
upper mode (or disengaged manually), the autopilot indicates the
switched on). APM1 is the master, commands and controls all
failure axis “R” which means Roll. But the autopilot will not command
actuators, including the trim motors. AMP2 operates as a hot backup,
cyclic trim only with one trim motor, so it deactivates the cyclic auto trim
ready to take over immediately if APM1 fails.
function.
The three FOGs are disconnected from their SEMAs and give their
As a consequence, additionally an amber “P” appears in the PFD. Both
ARINC signals to both APMs as additional rate gyro information for
cyclic trim motors are not commanded by the autpilot any more.
comparison with both AHRS.
Double AHRS Failure
AFCS Function with Hot Backup
The attitude information is provided twice by AHRS1 and AHRS2. In
Each APM consists of two processors which compare each other. In
case of a double AHRS failure, the autopilot only gets rate gyro
case of a discrepancy the APM detects an internal failure and triggers
information from the three FOGs, which is insufficient to keep the
a signal to the other APM.
helicopter’s attitude at all weather conditions. As a result, the AP will
In this example, APM1 (master) fails. disable the auto trim function. The trim motors are not controlled any
Additionally, AMP2 checks and controls APM1 via a cross talk line and more by the AP, thus creating the warning “AP” for 10 seconds. The
takes over immediately if APM1 fails. At the same time a caution “AP1” pilot has to fly “hands on” and a caution “TRIM” is triggered.
is triggered. Since we have a duplex autopilot system, all functions are Since both APMs still operate, the AP control laws are used to
still available. There is no warning “AP”. Immediate corrective action command all SEMAs. The system falls back to AP SAS which has
by the pilots (hands on ) is not implied. more efficiency than “back--up SAS”.
Parallel Actuator Failure The picture in the annex refers to the autopilot therefore the trim
motors are shown disabled for the autopilot.
The system has detected a defect at the roll trim motor and triggers a
caution “TRIM”. Consequently this degradation is indicated at the PFD: an amber Y R
and P appears at the AFCS stripe.

BK117 C--2
Training Manual
Autopilot
Back-- up SAS Function

If both autopilots are switched off, the helicopter operates with
backup-- SAS.
The pitch FOG controls pitch SEMA 1, the roll FOG controls roll SEMA
1 and the yaw FOG controls the yaw SEMA.
Backup-- SAS is completely independent, it is a stand alone system.
A FOG is used as a signals source and to generate the SAS control
law. A single SEMA is used as an actuator.
Since there is no autopilot switched on, the Trim Motors are only
controlled by the pilot.
The picture in the annex refers to the autopilot therefore the trim
motors are shown disabled for the autopilot. The pilot may still use the
beep trim or FTR to adjust an new cyclic stick position.
Additional indication: the warning “AP” will come up for 10 seconds.
The respective cautions “AP1 and AP2” appear on the CAD.
On the PFD at the AFCS stripe “OFF” appears in amber at the roll, yaw
axis and “OFF” at the pitch axis.

BK117 C--2
Training Manual
Autopilot
Annex

Series Actuator
Pitch1 ESS1
SEMA
ESS 1 Pitch 1
Comand+RVDT+Detent
FOG
Comand+RVDT+Detent
Series Actuator
Bacon APM2 Bacon APM1 Pitch 2
APM 1 Comand+RVDT+Detent
ESS2
ESS 1 Roll SEMA

Master
FOG Collective LVDT
Series Actuator
Bacon 1 to Relays
ESS 2
Roll
Roll1 ESS1
ESS 2 Yaw Multipurpose

P&R&Y SAS
FOG
FAST CUT OFF SEMA
APMS ATT TRIM
AP 1 AP 2 CYC
A TRIM TEST
FTR
YAW
APMD DCPL Series Actuator

Shed 2 ESS 1
ESS 2
ADC #2
A C A C
ESS 2 Bacon APM2 Bacon APM1 Roll
Roll2
APP HDG NAV ALT.A DTS Test 1 ESS1
A C A C ON ON ON Cyclic Stick Grip Controls
BC GS VS IAS ALT
DTS Test 2 SEMA

Shed 1 ESS 2 Pedal
Coll.
ESS 1 AHRS#2 Potent.
ESS 2 Series Actuator
GA
Yaw ESS2
Bacon 2 to Relays
ESS 2
SEMA
ESS 1 AHRS#1 ESS 2
ESS 1
Shed1 Collective Grip Control

ESS 1 Pitch
ADC #1 Bacon APM2 Bacon APM1
Comand+RVDT+Detent
WARNING UNIT APM 2 Comand+RVDT+Detent

Roll
CAD CAD
VEMD Hot Back-up

CAD
Yaw
Maintenance Code Multipurpose
Collective LVDT
Comand+RVDT+Detent
CPDS
CAD “SAS”
PFD Pilot PFD Copilot
FCDM 1
AFCS Stripe AFCS Stripe
Legend:
FCDM 2
RCU = ARINC 429
= Descrete or analog
= PWM Comand &RVDT
& Detent switch
BK117 C-2 AFCS: Normal Operation
Series Actuator
Pitch1 ESS1
SEMA
ESS 1 Pitch 1
FOG
Series Actuator
APM 1 Bacon APM2 Bacon APM1 Pitch 2 ESS2
ESS 1 Roll SEMA

Master
FOG Collective LVDT
Series Actuator
Bacon 1 to Relays
ESS 2
Roll
Roll1 ESS1

P&R&Y SAS
FOG
FAST CUT OFF SEMA
APMS ATT TRIM
AP 1 AP 2 CYC
A TRIM TEST
FTR
YAW
OFF
Shed 2 ESS 1
ADC #2
A C A C
ESS 2 ESS 2 Bacon APM2 Bacon APM1 Roll
Roll2
BC GS VS IAS ALT
DTS Test 2 SEMA

Shed 1 ESS 2 Pedal
Coll.
GA
Yaw ESS2
Bacon 2 to Relays
ESS 2
ESS 1 AHRS#1 ESS 2
SEMA
ESS 1

ESS 1 Pitch
WARNING UNIT APM 2 Parallel Actuator duplex

Roll
CAD CAD
Hot Back Up
AP 1 VEMD

CAD
Yaw
Collective LVDT
CPDS
CAD “SAS”
FCDM 1
Legend:
FCDM 2
RCU = ARINC 429
= PWM Comand &RVDT
& Detent switch
BK117 C-2 AFCS: Function with Hot Back-up
Series Actuator
Pitch1 ESS1
SEMA
ESS 1 Pitch 1
FOG
Series Actuator
Bacon APM1
APM 1 Bacon APM2 Pitch 2 ESS2
ESS 1 Roll SEMA

Master
FOG Collective LVDT
Series Actuator
Bacon 1 to Relays
ESS 2
Roll
Roll1 ESS1

P&R&Y SAS
FOG
FAST CUT OFF SEMA
APMS ATT TRIM
AP 1 AP 2 CYC
A TRIM TEST
FTR
YAW
OFF
Shed 2 ESS 1
ESS 2
ADC #2
A C A C
Roll2
BC GS VS IAS ALT
DTS Test 2 SEMA

Shed 1 ESS 2 Pedal
Coll.
GA
Yaw ESS2
Bacon 2 to Relays
ESS 2
SEMA
ESS 1 AHRS#1 ESS 2
ESS 1

ESS 1 Pitch

Inactive for AP
Roll
CAD CAD
VEMD Hot Back-up
TRIM
Parallel Actuator duplex Defect

CAD
Yaw
Collective LVDT
CPDS
CAD “SAS”
FCDM 1
AFCS Stripe R P AFCS Stripe
Legend:
R P
FCDM 2
RCU = ARINC 429
= PWM Comand &RVDT
& Detent switch
BK117 C-2 AFCS: Parallel Actuator Failure
Series Actuator
Pitch1 ESS1
SEMA
ESS 1 Pitch 1
FOG
Series Actuator
Bacon APM2 Bacon APM1 Pitch 2
APM 1 ESS2
ESS 1 Roll SEMA

Master
FOG Collective LVDT
Series Actuator
Bacon 1 to Relays
ESS 2
Roll
Roll1 ESS1

P&R&Y SAS
FOG
FAST CUT OFF SEMA
APMS ATT TRIM
AP 1 AP 2 CYC
A TRIM TEST
FTR
YAW
OFF OFF
Shed 2 ESS 1
ESS 2
ADC #2
A C A C
Roll2
BC GS VS IAS ALT
DTS Test 2 SEMA

Shed 1 ESS 2 Pedal
Coll.
GA
Yaw ESS2
Bacon 2 to Relays
ESS 2
SEMA
ESS 1 AHRS#1 ESS 2
ESS 1

ESS 1 Pitch

Inactive for AP
Roll
CAD CAD
VEMD Hot Back-up
TRIM
Parallel Actuator duplex Inactive for AP

CAD
Yaw
Collective LVDT
Inactive for AP
CPDS
CAD “SAS”
FCDM 1
Legend:
YR P YR P
FCDM 2
RCU = ARINC 429
AHRS AHRS
= PWM Comand &RVDT
& Detent switch
BK117 C-2 AFCS: SAS Function AHRS Failure
Series Actuator
Pitch1 ESS1
SEMA
ESS 1 Pitch 1
FOG
Bacon APM2 Series Actuator
Bacon APM1 Pitch 2
APM 1 ESS2
ESS 1 Roll SEMA

Master
FOG Collective LVDT
Series Actuator
Bacon 1 to Relays
ESS 2
Roll
Roll1 ESS1

P&R&Y SAS
FOG
FAST CUT OFF SEMA
APMS ATT TRIM
AP 1 AP 2 CYC
A TRIM
YAW TEST
FTR
OFF OFF
Shed 2 ESS 1 Bacon APM2
A C A C
ESS 2
ADC #2 APP HDG NAV ALT.A DTS Test 1 ESS 2
Bacon APM1 Roll
Roll2 ESS1
BC GS VS IAS ALT
DTS Test 2 SEMA

Shed 1 ESS 2 Pedal
Coll.
GA
Yaw ESS2
Bacon 2 to Relays
ESS 2
SEMA
ESS 1 AHRS#1 ESS 2
ESS 1
Bacon APM2 Parallel Actuator duplex

ESS 1 Bacon APM1 Pitch
ADC #1
Comand+RVDT+Detent
WARNING UNIT AP APM 2 Comand+RVDT+Detent

Inactve for AP
Roll
CAD CAD
AP1 Hot Back Up Inactve for AP
AP2 VEMD

CAD
Yaw
Collective LVDT Inactve for AP
Comand+RVDT+Detent
CPDS
CAD “SAS”
FCDM 1
AFCS Stripe OFF OFF AFCS Stripe
Legend:
OFF OFF
FCDM 2
RCU = ARINC 429
= PWM Comand &RVDT
& Detent switch
BK117 C-2 AFCS: Back-up SAS Function

BK117 C - 2 Training Manual Autopilot BK1

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BK117 C--2

EUROCOPTER DEUTSCHLAND GmbH

For training and information only December 2006 1

For training and information only December 2006 2

For training and information only December 2006 3

For training and information only December 2006 4

FLI First Limit Indicator MEL Minimum Equipment List

LCD Liquid Crystal Display R Roll

For training and information only December 2006 5

WXR Weather Radar

For training and information only December 2006 6

INTENTIONALLY LEFT BLANK

For training and information only December 2006 7

Automatic Flight Control System AFCS

Introduction -- Undesired control cross-coupling can be eliminated.

Stability Augmentation System (SAS) Autopilot Systems

For training and information only December 2006 8

Automatic Flight Control System

BASIC CONTROL LOOP

Cockpit Control Stability and Control Aircraft

For training and information only December 2006 9

For training and information only December 2006 10

Operational Autopilots (Full Flight Profiles)

For training and information only December 2006 11

AFCS Design Principles

For training and information only December 2006 12

Basic Structure of Automatic Flight Control Systems

For training and information only December 2006 13

AFCS System Requirements (VFR/SPIFR)

For training and information only December 2006 14

INTENTIONALLY LEFT BLANK

For training and information only December 2006 15

System Description Autopilot BK117 C-2

For training and information only December 2006 16

Cyclic Stick Cyclic Stick

Pitch Hyd. Boost

Yaw FOG Roll FOG

For training and information only December 2006 17

For training and information only December 2006 18

Block Diagram AFCS (simplified)

Parallel Actuator duplex

Series Actuator Series Actuator

For training and information only December 2006 19

APM Yaw FOG

For training and information only December 2006 20

Trim Motors (Parallel Actuators) Collective Potentiometer

Pedal Position Potentiometer DTS Testconnectors

For training and information only December 2006 21

INTENTIONALLY LEFT BLANK

For training and information only December 2006 22

Autopilot -- Location of Components

Pitch SEMA 1/2 Magnetometer 1/2

Roll SEMA 1/2

CPDS/FCDS//WU Relay Bracket Sys. 1

For training and information only December 2006 23

System Components and Controls

Instrument Panel The primary indications on the PFD can be as follows:

For training and information only December 2006 24

For training and information only December 2006 25

Electrical Power System

! NOTE Avionics Master 1 ON powers both Autopilots

For training and information only December 2006 26

Electrical Power Supply -- Overhead Panel