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Bell 412 Training Manual PDF
Bell 412 Training Manual PDF
COURSEWARE SUPPORT—HURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 Fax (817) 276-7501
BELL 412
PILOT
TRAINING
MANUAL
VOLUME 1 — Operational Information
NOTICE
iii
VOLUME 1—OPERATIONAL INFORMATION
CONTENTS
EXPANDED CHECKLIST
Normal Procedures
Emergency/Malfunction Procedures
LIMITATIONS
MANEUVERS AND PROCEDURES
WEIGHT AND BALANCE
PERFORMANCE
CRM
MASTER WARNING SYSTEM
SYSTEMS REVIEW
Revision 1
The information normally contained in this chapter is
not applicable to this particular aircraft.
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
EXPANDED CHECKLISTS
CONTENTS
Page
GENERAL INFORMATION ............................................................ EC-1
Introduction.............................................................................. EC-1
Operating Limitations .............................................................. EC-1
Flight Planning......................................................................... EC-1
Preflight Check ........................................................................ EC-2
PREFLIGHT GENERAL—
NORMAL PROCEDURES ............................................................... EC-4
Before Exterior Check ............................................................. EC-4
Exterior Check ......................................................................... EC-7
Interior Check ........................................................................ EC-23
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATION
Figure Title Page
EC-1 Preflight Check Sequence ............................................... EC-3
BELL 412 P I L O T T R A I N I N G M A N U A L
EXPANDED CHECKLISTS
GENERAL INFORMATION
INTRODUCTION
This section contains instructions and procedures for operating the helicopter
from the planning stage, through actual flight conditions, to securing the he-
licopter after landing.
The instructions and procedures contained herein are written for the purpose
of standardization and are not applicable to all situations.
OPERATING LIMITATIONS
The minimum and maximum limits, and the normal and cautionary operat-
ing ranges for the helicopter and its subsystems are indicated by instrument
markings and placards.
FLIGHT PLANNING
Each flight should be planned adequately to ensure safe operations and to pro-
vide the pilot with the data to be used during flight.
BELL 412 P I L O T T R A I N I N G M A N U A L
PREFLIGHT CHECK
The pilot is responsible for determining whether the helicopter is in condi-
tion for safe flight. Refer to Figure EC-1 for preflight check sequence.
NOTE
The pilot walkaround and interior checks are outlined
in the following procedures. The preflight check is
not intended to be a detailed mechanical inspection, but
simply a guide to help the pilot check the condition of
the helicopter. It may be made as comprehensive as
conditions warrant at the discretion of the pilot.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
Refer to the Weight and Balance section in the Rotocraft Flight Manual.
Samples as follows:
BELL 412 P I L O T T R A I N I N G M A N U A L
b. FUEL Switches................................................................................. ON
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
EXTERIOR CHECK
WARNING
Fuselage—Front
1. Cabin Nose ............................................................................ CONDITION
BELL 412 P I L O T T R A I N I N G M A N U A L
Transmission Chip
Detector Indicators ........................................................................ CHECK
BELL 412 P I L O T T R A I N I N G M A N U A L
UNOBSTRUCTED
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
..2.
Position Lights...............................
CONDITION
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
Tailboom
1. Tailboom .............................................................................. CONDITION;
ACCESS COVERS
SECURED
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
Do not bend elevator trailing edge tab.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
Cabin Top
1. Hub and Sleeve Assembly ............................................................. CHECK
CONDITION
BELL 412 P I L O T T R A I N I N G M A N U A L
d. Elastomeric Bearings,
Lead-Lag Dampers................................................ CHECK GENERAL
CONDITIONS
g. Simple Pendulum
Absorbers (if installed) ............................................. SECURITY AND
CONDITION
CAUTION
IF ANY TEMP-PLATE IS MISSING OR HAS BLACK
DOTS, MAINTENANCE PERSONNEL SHALL AS-
SIST IN DETERMINING AIRWORTHINESS.
BELL 412 P I L O T T R A I N I N G M A N U A L
INTERIOR CHECK
1. Cabin Interior.................................................................... CLEANLINESS
AND SECURITY
OF EQUIPMENT
3. Protective Breathing
Equipment (if installed) ............................................... CONDITION AND
PROPERLY SERVICED
NOTE
Opening or removing doors shifts helicopter center
of gravity and reduces V NE . Refer to Weight and
Balance section in the Rotocraft Flight Manual (RFM)
and to Doors Open or Removed in the RFM
Limitations section.
BELL 412 P I L O T T R A I N I N G M A N U A L
NORMAL PROCEDURES—412SP
CONTENTS
Page
INTERIOR CHECK ................................................................... NP-SP-1
Prestart Check ................................................................... NP-SP-1
Engine Starting .................................................................. NP-SP-5
Engine 1 Start .................................................................... NP-SP-5
Engine 2 Start .................................................................... NP-SP-8
False Start........................................................................ NP-SP-10
Systems Checks............................................................... NP-SP-11
BEFORE TAKEOFF ................................................................ NP-SP-21
Power Assurance Check.................................................. NP-SP-22
TAKEOFF................................................................................. NP-SP-23
IN-FLIGHT OPERATION ....................................................... NP-SP-24
Maneuvering with AFCS in SAS Mode.......................... NP-SP-24
Maneuvering with AFCS in ATT Mode.......................... NP-SP-24
BEFORE LANDING................................................................ NP-SP-24
AFTER LANDING .................................................................. NP-SP-25
ENGINE SHUTDOWN............................................................ NP-SP-26
AFTER EXITING HELICOPTER ........................................... NP-SP-28
BELL 412 P I L O T T R A I N I N G M A N U A L
NORMAL PROCEDURES—412SP
INTERIOR CHECK
PRESTART CHECK
1. Seat and Pedals ............................................................................. ADJUST
6. Transmission Chip
Detector Indicators......................................................................... CHECK
Reset if required.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
Check standby attitude instrument light illuminates and OFF flag retracts
momentarily, then switch OFF.
NOTE
If external power is used—CONNECT (1,000 amps
maximum). Check 27 ± 1 Volts DC; adjust power
source if required.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Test operate all lights when night flights are planned
or anticipated. Accomplish light tests with external
power connected or during engine runup.
NOTE
Rotor brake shall be off at all times when engines
are running.
BELL 412 P I L O T T R A I N I N G M A N U A L
ENGINE STARTING
NOTE
If the helicopter has been cold soaked in ambient
temperatures of -18°C (0°F) or less, both throttles will
be difficult to move and follow through coupling
may be increased.
Actuate ENG 1 IDLE STOP release, roll engine 1 throttle to full closed,
then apply friction as desired. Repeat procedure using engine 2 throttle
and ENG 2 IDLE STOP release.
NOTE
When either IDLE STOP release is activated, the ap-
propriate idle stop plunger will not release if pressure
is applied toward the closed position of the throttle.
NOTE
Either engine may be restarted first; however, the fol-
lowing procedure is provided for starting engine 1 first.
ENGINE 1 START
1. Engine 1 FUEL TRANS Switch............................................................ ON
BELL 412 P I L O T T R A I N I N G M A N U A L
4. Engine 1 FUEL
PRESS Indicator ............................................................................ CHECK
5. Rotor............................................................................................... CLEAR
CAUTION
Prolonged exposure to ambient temperatures of 0°C
(32°F) or less may freeze moisture in the engine fuel
control system. Monitor ENG RPM (N 2 ) during cold
weather starting for overspeed. If an overspeed ap-
pears imminent, abort start and close throttle to the
OFF position.
Maximum ITT during start is 1090°C, not to exceed two seconds above
960°C. If ITT continues to rise, abort start by activating idle stop
release and rolling throttle fully closed. Starter should remain engaged
until ITT decreases. Do not attempt restart until corrective maintenance
has been accomplished.
NOTE
If engine fails to start, refer to False Start proce-
dures, this section.
CAUTION
If stick centering indicator system is inoperative, ground
operation shall be conducted at 97% rotor rpm or above.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
On side slopes greater than five degrees, disregard CYC
CTR caution lights and position cyclic, as required.
NOTE
CYC CTR caution lights are inhibited between 95 and
105% rotor rpm.
NOTE
During extremely cold ambient temperatures, idle
rpm will be high and the ENGINE, XMSN, and GEAR-
BOX OIL pressures may exceed maximum limits for
up to two minutes after starting. Warm up shall be con-
ducted at 77 to 85% rotor rpm at flat pitch.
NOTE
Do not increase ROTOR above 85% rpm until XMSN
OIL temperature is above 15˚C.
CAUTION
During rpm increase, any abnormal increase in one-
per-rev vibration may indicate one or more main
rotor droop restrainers failed to disengage from static
position. Verify proper operation prior to flight.
BELL 412 P I L O T T R A I N I N G M A N U A L
Friction as desired.
NOTE
For ground operation, maintain ROTOR RPM within
allowable range. Higher minimum ROTOR RPM re-
duces blade flapping.
CAUTION
If external power is used, proceed to engine 2 start.
If battery was used, proceed as follows:
ENGINE 2 START
1. Engine 2 FUEL TRANS Switch............................................................ ON
Check No. 2 FUEL BOOST light out (FUEL XFEED caution light will
illuminate momentarily).
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
Ensure second engine engages as throttle is increased.
A nonengaged engine indicates 10 to 15% higher
ENG rpm (N 2 ) than the engaged engine and near zero
torque. If a nonengagement occurs, close the throt-
tle of the nonengaged engine. When the nonengaged
engine has stopped, shut down the engaged engine.
CAUTION
If a sudden (hard) engagement occurs, shut down
both engines. Maintenance action is required.
NOTE
If external power was used—disconnect. GEN 1
Switch—ON
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Only one BATTERY BUS switch (1 or 2) should
remain on with both generators operating.
NOTE
AMPS 2 will indicate a higher load than AMPS 1
until battery is fully charged.
FALSE START
Attempted Engine Start With No Light Off
When the engine fails to light off within 15 seconds after the throttle has been
opened to idle, the following action is recommended:
3. Starter.................................................................................... DISENGAGE
BELL 412 P I L O T T R A I N I N G M A N U A L
After GAS PROD RPM (N 1 ) has decreased to zero, allow 30 seconds for fuel
to drain from engine. Conduct a DRY MOTORING RUN before attempting
another start.
Allow the required cooling period for the starter before proceeding. Follow
normal start sequence as described on preceding pages.
SYSTEMS CHECKS
Stick Centering Indicator Check
CAUTION
During extreme cold ambient temperatures limit
cyclic movements until XMSN OIL temperature
reaches 15°C.
CAUTION
Do not displace cyclic more than 1.5 inches from
center to check the system. If CYC CTR caution
lights do not illuminate within the 1.5 inch dis-
placement, the system is inoperative.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
CYC CTR caution lights are inhibited between 95 and
105% ROTOR RPM.
Check CYC CTR caution light illuminates each time when displaced and
extinguishes when centered.
Check trim releases with button pressed; reengages when button is released.
NOTE
Uncommanded control movement or motoring with
either hydraulic system off may indicate hydraulic
system malfunction.
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
Do not allow GAS PROD to decrease below 50%
rpm (N 1 ).
NOTE
In the vicinity of 8,000 feet pressure altitude, GAS
PROD RPM (N 1 ) may not change significantly when
manual fuel control is selected.
Observe a change in the GAS PROD RPM (N1) and GOV MANUAL
caution light illuminates. Open respective throttle carefully to ensure GAS
PROD RPM (N1) responds upward, then return to flight idle position.
Return GOV switch to AUTO. Check for a return to original GAS PROD
RPM (N1) and GOV MANUAL caution light extinguishes. Check second
governor in like manner.
NOTE
After turning either boost pump off, FUEL BOOST
caution light should illuminate on failed side only.
BELL 412 P I L O T T R A I N I N G M A N U A L
5. FUEL XFEED/INTCON
Test Switch ............................................................................. TEST BUS 2
AND HOLD
6. Engine 2 BOOST
PUMP Switch....................................................................................... OFF
9. FUEL XFEED/INTCON
Test Switch ...................................................................................... NORM
BELL 412 P I L O T T R A I N I N G M A N U A L
Check all emergency lights illuminate. Switch to ARM; check lights dim
to faint glow.
BELL 412 P I L O T T R A I N I N G M A N U A L
AFCS Check
NOTE
Verification of AFCS actuator centering is necessary.
Failure of the actuators to center could result in reduced
control margins and abnormal control positions.
NOTE
If fast slaving is desired, center ADI roll trim knob,
then push and hold VG FAST ERECT button until at-
titude indicator displays zero degrees bank angle.
Use of VG FAST ERECT button will disengage the
respective helipilot.
WARNING
Observe ATT light illuminates, APIs center, and AFCS caution light
extinguishes.
NOTE
CYC CTR caution lights may illuminate momentar-
ily during cyclic control checks.
Move cyclic forward, aft, right, left. Observe APIs do not move.
Move cyclic forward, aft, right, left. Observe APIs do not move.
5. Cyclic ATTD
TRIM Switch.................................................... RIGHT FOR 2 SECONDS
THEN AFT FOR 2 SECONDS
Observe APIs move right, up.
BELL 412 P I L O T T R A I N I N G M A N U A L
Observe SAS light illuminates. Move cyclic right, left, forward and aft.
Observe APIs move in corresponding direction. Displace right pedal, then
left. Observe yaw API moves right, left.
Move cyclic right, left, forward, and aft. Observe APIs move in
corresponding direction.
Engine Runup
CAUTION
If helicopter is sitting on ice or other slippery or
loose surface, advance throttles slowly to prevent
rotation of helicopter.
2. ENG ..................................................................................STABILIZED AT
95 ± 1% RPM (N2)
BELL 412 P I L O T T R A I N I N G M A N U A L
Check ENG does not exceed 101.5% RPM (N2). Set at 100% ENG RPM (N2).
CAUTION
Do not operate heater above 21°C OAT.
CAUTION
HEATER switch shall be turned OFF when heated air-
flow does not shut off after thermostat is turned to
full COLD, HEATER AIR LINE LIGHT illuminates,
or CABIN HTR circuit breaker trips.
3. HEATER Switch.................................................................................... ON
6. DEFOG Lever........................................................................................ ON
Check airflow distributed equally between pedestal outlets and aft outlets.
Return switch to OFF.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Heater operation affects performance. Refer to Hover
Ceiling and Rate of Climb charts for HEATER ON
in section 4, Rotorcraft Flight Manual.
4. Cyclic..................................................................................... CENTERED;
FRICTION REMOVED
Move cyclic forward, aft, left and right approximately one inch. Center cyclic.
BELL 412 P I L O T T R A I N I N G M A N U A L
WARNING
NOTE
System 1 will normally operate 10 to 20°C cooler than
system 2.
BELL 412 P I L O T T R A I N I N G M A N U A L
BEFORE TAKEOFF
1. Engine, Gearbox,
Transmission, Hydraulic and
Electrical Instruments ............................................ WITHIN OPERATING
RANGES
WARNING
Adjust frictions.
8. PITOT-STATIC
HEATERS Switch.................................................................................. ON
BELL 412 P I L O T T R A I N I N G M A N U A L
ATT mode shall be used during IFR flight; SAS mode recommended for
ground operation, hover, and takeoff.
CAUTION
Minimum rotor—97% RPM for ground operation
with stick centering indicator system inoperative.
NOTE
Minimize blade flapping by maintaining highest rotor
RPM (N R ) within allowable range.
NOTE
On side slopes greater than five degrees, maintain 100%
rotor RPM. CYC CTR caution lights are inhibited.
BELL 412 P I L O T T R A I N I N G M A N U A L
TAKEOFF
CAUTION
During lift-off to hover, any abnormal increase in one-
per-rev vibration may indicate one or more main
rotor droop restrainers failed to disengage from static
position. Verify proper operation prior to flight.
NOTE
When AFCS is in ATT mode, the FORCE TRIM re-
lease button should be depressed before lift-off (to
trim actuators to center positions) and should be held
until desired climbout attitude is attained.
NOTE
Downwind takeoffs are not recommended since the pub-
lished takeoff distance performance will not be realized.
During takeoff, pitch attitude must be adjusted com-
mensurate with power application to prevent enter-
ing the AVOID area of the Height-Velocity diagram.
Torque shall not exceed 15% above IGE hover power
while accelerating to Takeoff Climbout Safety Speed.
BELL 412 P I L O T T R A I N I N G M A N U A L
IN-FLIGHT OPERATION
NOTE
With the simple pendulum absorber kit, vibration
isolation is most effective in cruise flight at 97%
ENG RPM (N 2 ).
NOTE
Maximum pitch attitude capability of standby atti-
tude indicator is ±60°.
For momentary attitude changes, manual cyclic movement may be used; how-
ever, AFCS actuators may be saturated to limit authority when cyclic is
moved manually.
NOTE
In flight use of VG FAST ERECT button will disen-
gage the respective helipilot and decouple the auto-
matic flight control modes.
BEFORE LANDING
1. Flight Controls ......................................................... ADJUST FRICTION,
AS DESIRED
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
For landing distance information in the event of en-
gine failure during approach, refer to Section 4, RMP.
CAUTION
Run-on landings may result in roll oscillations while
on the ground. If this occurs, lowering collective
full down or disengaging HP1 and HP2 will stop the
oscillations.
AFTER LANDING
1. Collective ............................................................................. FULL DOWN
2. Pedals...................................................................................... CENTERED
CAUTION
Minimum rotor—97% RPM for ground operation with
stick centering indicator system inoperative.
BELL 412 P I L O T T R A I N I N G M A N U A L
Center cyclic and friction as necessary to extinguish CYC CTR caution lights.
NOTE
On side slopes greater than five degrees, disregard CYC
CTR caution lights and position cyclic, as required.
ENGINE SHUTDOWN
1. HP1 and HP2 ........................................................................ DISENGAGE
2. Cyclic................................................................................... FRICTIONED
AS DESIRED
NOTE
For ground operation, maintain rotor RPM within
allowable range. Higher minimum rotor RPM reduces
blade flapping.
6. STBY ATTD
Switch (if installed) .............................................................................. OFF
7. EMERG LT Switch
(if installed).................................................................................. DISARM
9. IDLE STOP
Release Switch .............................................................. ENG 1 POSITION
BELL 412 P I L O T T R A I N I N G M A N U A L
WARNING
BELL 412 P I L O T T R A I N I N G M A N U A L
1. Check general condition of droop restraint system and verify that the
droop restraint arms are engaged in the lower detent of the cam window.
2. Install main rotor blade tiedown socks on blades and secure to mooring points.
4. Install exhaust covers, engine inlet protective plugs and pitot tube covers.
BELL 412 P I L O T T R A I N I N G M A N U A L
EMERGENCY/MALFUNCTION
PROCEDURES—412SP
CONTENTS
Page
INTRODUCTION ...................................................................... EM-SP-1
DEFINITIONS ........................................................................... EM-SP-1
EMERGENCY PROCEDURES ................................................ EM-SP-9
Engine Fires ...................................................................... EM-SP-9
Smoke or Fumes in Cabin............................................... EM-SP-11
Baggage Compartment Fire............................................ EM-SP-12
Engine Failures ............................................................... EM-SP-12
Tail Rotor Failures .......................................................... EM-SP-15
Main Driveshaft Failure.................................................. EM-SP-20
MALFUNCTION PROCEDURES .......................................... EM-SP-21
Engine Hot Start ............................................................. EM-SP-21
Engine Restart in Flight .................................................. EM-SP-22
Engine Fuel Control Malfunctions ................................. EM-SP-24
Electrical Power Failures ................................................ EM-SP-28
Hydraulic System Failure ............................................... EM-SP-30
AUTOMATIC FLIGHT CONTROLS SYSTEM..................... EM-SP-31
AFCS Malfunctions ........................................................ EM-SP-31
Stick Centering Indicator Failure.................................... EM-SP-34
Cabin Heater Malfunction .............................................. EM-SP-34
Fuel Quantity Indications Malfunction........................... EM-SP-35
Static Port Obstruction.................................................... EM-SP-36
COMMUNICATIONS SYSTEM ............................................ EM-SP-36
Intercom Failure.............................................................. EM-SP-36
Communications Radio Failure ...................................... EM-SP-37
BELL 412 P I L O T T R A I N I N G M A N U A L
TABLES
Tables Title Page
EM-SP-1 Warning Lights .......................................... EM-SP-2
EM-SP-2 Caution Lights ........................................... EM-SP-3
BELL 412 P I L O T T R A I N I N G M A N U A L
EMERGENCY/MALFUNCTION
PROCEDURES—412SP
INTRODUCTION
The following procedures contain the indications of equipment or system fail-
ure or malfunction, the use of emergency features of primary and back-up sys-
tems, and appropriate warnings, cautions, and explanatory notes Table
EM-SP-1 lists fault conditions and corrective actions required for illumina-
tion of red warning lights. Table EM-SP-2 addresses malfunction procedures
associated with yellow caution lights.
All corrective action procedures listed herein assume the pilot gives first pri-
ority to aircraft control and a safe flight path.
DEFINITIONS
The following terms indicate the degree of urgency in landing the helicopter:
The following terms are used to describe the operating condition of a system,
subsystem, assembly, or component:
BELL 412 P I L O T T R A I N I N G M A N U A L
Transmission oil R e d u c e p o w e r. C h e c k X M S N O I L
XMSN OIL TEMP temperature temperature. If not within limits, land
above limit. as soon as possible.
BELL 412 P I L O T T R A I N I N G M A N U A L
NO. 1 OIL Engine oil pressure Shut down affected engine. Fuel
PRESSURE below limit. INTCON switch—OPEN. Land as
soon as practical.
NO. 2 OIL
PRESSURE
CAUTION
BELL 412 P I L O T T R A I N I N G M A N U A L
NO. 2 FUEL
FILTER
BELL 412 P I L O T T R A I N I N G M A N U A L
NO. 1 GOV Engine governor in Torque, ITT, and rpm must be con -
MANUAL manual mode. trolled with throttle.
NO. 2 GOV
MANUAL
NO. 1 ENGINE Metal particles Reduce power and shut down en-
CHIP in engine oil. gine as soon as practical to mini-
mize engine damage. Land as soon
NO. 2 ENGINE as practical.
CHIP
NO. 1 FUEL Fuel valve not prop- Check FUEL VALVE circuit breaker
VALVE erly seated or cir- in. Monitor aircraft instruments. Land
cuit breaker out. as soon as practical. If on ground,
NO. 2 FUEL cycle FUEL switch.
VALVE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
RPM W/AUDIO Rotor rpm at or be- Adust collective pitch and/or RPM
low 95%. INCR—DECR switch as required.
or Refer to ENGINE FUEL CONTROL
Rotor rpm at or MALFUNCTION procedures.
RPM W/O AUDIO above 105%.
BELL 412 P I L O T T R A I N I N G M A N U A L
EMERGENCY PROCEDURES
ENGINE FIRES
Indications
• FIRE 1 PULL or FIRE 2 PULL handle illuminated
1. Throttle......................................................................................... CLOSED
5. Appropriate FIRE
PULL Handle..................................................................................... PULL
9. Exit Helicopter
2. Collective..................................................................................... REDUCE
(ALTITUDE PERMITTING)
3. Appropriate FIRE
PULL Handle..................................................................................... PULL
BELL 412 P I L O T T R A I N I N G M A N U A L
9. Exit helicopter
2. Appropriate FIRE
PULL Handle .................................................................................... PULL
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
1. VENT BLOWER Switch....................................................................... ON
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
1. Reduce power to minimum required.
ENGINE FAILURES
Single Engine Failure
ENG RPM (N 2 ) of the normally operating engine is allowed to droop to 97%
during transition from twin-engine operation to single engine operation.
When the best rate-of-climb airspeed (70 KIAS) is obtained, ENG RPM (N 2 )
should be increased to 100% if possible.
Flight can be continued on the remaining engine until a desirable landing site
is available. There are certain combinations of gross weight, altitude, and cold
ambient temperatures at which a single engine approach will result in the OEI
torque limit being exceeded. A run-on landing at 20 to 30 KIAS is recommended.
CAUTION
Run-on landings may result in roll oscillations while
on the ground. If this occurs, lowering collective
fully down or disengaging HP1 and HP2 will stop the
oscillations.
Loss of an engine while hovering at high gross weight and extremely cold con-
ditions will most likely result in exceeding the OEI torque limit. If an over-
torque is observed or suspected, an appropriate log book entry shall be made.
Refer to Performance Charts in Section 4 of the RFM.
NOTE
If an engine restart is to be attempted, refer to ENGINE
RESTART in the Malfunction Procedures section.
Indications
• ENG 1 OUT or ENG 2 OUT Warning Light illuminated
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
WARNING
CAUTION
During cold weather operations, carefully monitor
torque of the normal engine when one engine fails or
is shut down in flight.
1. Collective..................................................................................... REDUCE
Reduce as required to maintain rotor rpm and power within OEI limits.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
WARNING
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Airspeed for best angle of glide in autorotation is 90
KIAS, and airspeed for minimum rate of descent is
70 KIAS. Autorotational rate of descent is a function
of airspeed and rotor rpm and is virtually unaffected
by gross weight and density altitude.
If time permits before landing, and a restart will not be attempted, proceed
as follows:
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
Close throttles and lower collective pitch immediately. Establish a glide
speed slightly above normal autorotation approach speed.
If a turn is required to reach a more desirable place to land or to align into
the wind, make it to the right if possible. A turn to the right can be more nearly
streamlined by the use of a little power.
Once aligned for landing, yaw can be controlled in the following manner.
Right Yaw
If the nose yaws right with power off, a pulse of up-collective will produce
more friction in the mast thrust bearings, creating a left moment. The greater
the input of the pulse, the more the response will be.
WARNING
Moving the collective upward abruptly increases rotor loading. Do not hold
the collective up, as rotor rpm will decrease lower than desirable. It is essential
that the collective be returned to the down position for autorotation. This cycle
is one pulse. The pulse should be rapid (up and down) but should not be used
at low altitudes.
Left Yaw
If the nose yaws left with the power off, a slight addition of power should ar-
rest it. Further increase in power results in more right yaw response.
Landing
CAUTION
Run-on landings may result in roll oscillations while
on the ground. If this occurs, lowering the collective
fully down or disengaging HP1 and HP2 will stop the
oscillations.
During the final stages of the approach, a mild flare should be executed and
all power to the rotor should be off. Maintain helicopter in a slight flare and
use the collective smoothly to execute a soft, slightly nose-high landing.
Landing on the aft portion of the skids will tend to correct side drift. If heli-
BELL 412 P I L O T T R A I N I N G M A N U A L
copter starts to turn, move cyclic as necessary to follow the turn until heli-
copter comes to a complete stop. This technique will, in most cases, result in
a run-on type landing.
CAUTION
For zero ground speed landing, the deceleration and
the abrupt use of the collective may cause the nose to
yaw left. Do not correct with the throttle. Although ap-
plication of throttle will result in yawing to the right,
addition of power is a very strong response measure
and is too sensitive for the pilot to manage properly.
Do not add power at this time. Slight yawing upon
touchdown at zero ground speed may be expected.
If altitude permits with airspeed above 60 KIAS, throttle and collective may
be gently applied to determine if some degree of powered flight can be re-
sumed. If unacceptable yawing is experienced, re-enter autorotation and con-
tinue descent to a landing.
The landing technique is the same as prescribed for the climb condition above.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
If the helicopter is in a trimmed condition when the malfunction is discov-
ered, engine power and airspeed should be noted and the aircraft flown to a
suitable landing area.
Combinations of engine torque, rotor rpm, and airspeed will correct or ag-
gravate yaw attitude and these should be adjusted as required to control yaw
during landing.
At 60 to 75 feet AGL and when the landing area can be made, start a slow de-
celeration to arrive at the intended landing point with about 25 knots indi-
cated airspeed.
At 2 to 5 feet AGL, slowly reduce throttle to overcome yaw effect and allow
the helicopter to settle. When aligned with the landing area, allow helicopter
to touch down.
CAUTION
Run-on landings may result in roll oscillations while
on the ground. If this occurs, lowering the collective
fully down or disengaging HP1 and HP2 will stop the
oscillations.
After ground contact, use the collective and throttle as necessary to maintain
alignment with landing strip, and to minimize forward speed. If the helicopter
starts to turn, move the cyclic as necessary to follow the turn until the heli-
copter comes to a complete stop.
BELL 412 P I L O T T R A I N I N G M A N U A L
Apply collective pitch to stop the rate of descent and forward speed, and to
align the helicopter with the intended landing path. Allow helicopter to touch
down at near-zero ground speed, maintaining alignment with the throttle.
At 50 to 75 feet AGL and when the landing area can be made, start a decel-
eration to arrive at the intended landing point with airspeed at 25 KIAS.
CAUTION
Run-on landings may result in roll oscillations while
on the ground. If this occurs, lowering the collective
fully down or disengaging HP1 and HP2 will stop the
oscillations.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
The corrective action procedures are described in Fixed Pitch Failures on
the previous page. The specific procedure to be used depends on the yaw
change experienced.
Indications
• Left yaw
• Driveshaft breakage
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
1. Collective .......................................................................... AS REQUIRED
(TO ESTABLISH
AUTOROTATIVE
DESCENT)
MALFUNCTION PROCEDURES
ENGINE HOT START
Indications
A hot start is caused by excessive fuel in the combustion chamber and delayed
fuel ignition. The result is flames emitting from the tail pipe and/or exces-
sive ITT indication. Internal and external damage can result.
Procedure
Abort start of affected engine as follows:
4. Starter................................................................................ CONTINUE TO
ENERGIZE UNTIL
ITT DECREASES
5. Complete shutdown
BELL 412 P I L O T T R A I N I N G M A N U A L
requirements.
CAUTION
If the cause of engine failure is obviously mechani-
cal as evidenced by abnormal sounds, do not attempt
a restart.
Procedure
Position the controls of the affected engine to attempt restart as follows:
CAUTION
OEI performance can be affected during generator-
assisted start (with both BATTERY switches on).
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
When restarting an engine in manual fuel control
mode, carefully monitor ITT.
NOTE
Do not open throttle further until ITT and GAS PROD RPM
(N 1 ) stabilize.
CAUTION
When operating in manual fuel control mode, make
slow, smooth, coordinated throttle and collective move-
ments to avoid compressor stall, overtemp, under-
speed/overspeed, and possible drive train damage.
NOTE
If torque of affected engine is controlled slightly
(approximately 4%) below torque of normal engine,
rotor rpm will be governed within limits automati-
cally by normal engine.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Normal deviation of ROTOR RPM from the governed
setting may occur when large collective changes are
made, but should not be confused with fuel control fail-
ure unless a large steady-state torque split occurs.
The indications of a high side or a low side fuel control failure will vary in
accordance with the specific cause of failure and the total power demand at
the time of failure.
BELL 412 P I L O T T R A I N I N G M A N U A L
Indications
• High ENG RPM (N 2 ) and rotor rpm, possibly with RPM caution light
• Return of ENG RPM (N 2 ) and rotor rpm to governed value (if power
demand is very high)
Procedure
CAUTION
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
When operating in manual fuel control mode, make
slow, smooth, coordinated throttle and collective
movements to avoid compressor stall, overtemp, un-
derspeed/overspeed, and possible drive train dam-
age.
If there is a high power demand (greater than single engine power available)
at the time of low side failure, ROTOR RPM will decrease along with ENG RPM
(N 2 ), TORQUE, ITT, and GAS PROD RPM (N 1 ) of the affected engine. As
ROTOR RPM decreases, the normal engine will increase to maximum power
to assume the load, causing significant increases in TORQUE, ITT and GAS
PROD RPM (N 1), while ENG RPM (N 2) will remain below the governed value.
Indications
• Low ENG RPM (N 2) and ROTOR RPM (possibly with RPM caution light
and audio if power demand is in excess of single engine power available)
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
WARNING
CAUTION
When operating in manual fuel control mode, make
slow, smooth, coordinated throttle and collective move-
ments to avoid compressor stall, overtemp, under-
speed/overspeed, and possible drive train damage.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
If this failure occurs during takeoff or landing, no immediate corrective ac-
tion is necessary to complete either maneuver.
As soon as practical, roll back both throttles to maintain 97 to 100% ENG RPM
(N 2 ). Further adjustment of collective and throttles simultaneously will allow
full power at pilot’s discretion.
Land as soon as practical.
Procedure
1. GEN FIELD and GEN
RESET circuit breakers ............................................................ CHECK IN
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
Do not select EMERG LOAD at pressure altitudes
above 5,000 feet. Both fuel boost pumps will become
inoperative, resulting in possible fuel starvation.
NOTE
A fully charged battery provides electrical power for
approximately 30 minutes under normal conditions.
With EMERG LOAD switch in EMERG LOAD po-
sition, the battery provides approximately 90 minutes
of electrical power.
AC Power Failure
Indications
• INVERTER 1 or 2 caution light illuminates
Procedure
If either INVERTER caution light illuminates, proceed as follows:
1. AC VOLTS..................................................................................... CHECK
BELL 412 P I L O T T R A I N I N G M A N U A L
1. AC FEEDERS Circuit
Breakers (8 each) ...................................................................... CHECK IN
During IFR flight, if both inverters fail, land as soon as practical, or continue
flight under VFR, if desired.
If a hydraulic system failure occurs shortly after the helicopter has been cold
soaked at or below –25°C (–13°F), some resistance may occur when the
cyclic is near control position extremes. This resistance can be overcome by
increased pilot effort.
Indications
• No. 1 or No. 2 HYDRAULIC caution light illuminated
Procedure
If either hydraulic system fails, or if system temperature or pressure exceeds
limits, proceed as follows:
WARNING
BELL 412 P I L O T T R A I N I N G M A N U A L
WARNING
NOTE
If inverter 1 or 2 fails, HP1 or HP2 will disengage,
but can be reengaged by pressing the respective but-
ton on the AFCS control panel.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
1. Airspeed .............................................. REDUCE TO 115 KIAS OR LESS
CAUTION
Do not attempt to reset any circuit breaker more
than once.
b. AC FEEDERS
BELL 412 P I L O T T R A I N I N G M A N U A L
Autotrim Runaway
An autotrim runaway can occur only when both HP1 and HP2 are on in ATT mode.
Indications
An autotrim runaway in flight will be evidenced by the cyclic stick being driven
in a direction opposite to the actuator position indications (HP1 or HP2). This
condition occurs because the series actuators will be driven to limit author-
ity to compensate for the autotrim runaway. When the actuators are saturated
(on stops), the helicopter will respond to the runaway trim command; how-
ever, with both HP1 and HP2 operative, the autotrim will be cut off auto-
matically two seconds after actuator saturation.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
1. Cyclic FORCE TRIM
Release Button..................................................... DEPRESS TO CENTER
ACTUATORS AND RETRIM
TO DESIRED ATTITUDE
NOTE
It is preferable to turn HP2 off to retain yaw stabilization.
Procedure
1. Maintain ROTOR between 97 and 100% rpm for ground operation before
beginning ENGINE SHUTDOWN procedures.
BELL 412 P I L O T T R A I N I N G M A N U A L
Indications
• HEATER AIR LINE caution light illuminates
• Heated air flow does not shut off when thermostat knob is turned to
full cold position
Procedure
1. HEATER Switch ...................................................... OFF IMMEDIATELY
2. CABIN HTR Circuit Breaker......................................... CHECK; IF OUT,
DO NOT RESET
NOTE
A power failure to the signal conditioner will disable
the FUEL LOW caution light and alter the FUEL
TRANS caution indication for affected fuel system.
Refer to Table EM-SP-2.
Procedure
1. FUEL QTY Circuit Breaker........................................................RECYCLE
(AFFECTED SIDE)
2. FUEL INTCON Switch ......................................................................OPEN
NOTE
Allow sufficient time for fuel levels to equalize.
Approximate fuel loads may be obtained by dou-
bling remaining fuel quantity indicated.
BELL 412 P I L O T T R A I N I N G M A N U A L
Procedure
1. Windows and vents ...........................................................................CLOSE
NOTE
This procedure selects an alternate static source
(cabin air) for pilot side instruments only.
COMMUNICATIONS
INTERCOM FAILURE
Indication
• Weak reception in headset
• No reception in headset
a. Plug headset into EMERGENCY COMM jack (above and behind pilot
position).
BELL 412 P I L O T T R A I N I N G M A N U A L
• No reception in radio
Procedure
1. Verify proper radio selected.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
BELL 412 P I L O T T R A I N I N G M A N U A L
BASIS OF CERTIFICATION
This helicopter is certified under FAR Part 29, Category “A” and “B.”
TYPE OF OPERATION
The basic configured helicopter is approved as a fifteen-place helicopter and
is certified for operation under day or night VFR and IFR non-icing conditions.
REQUIRED EQUIPMENT—AFCS
AFCS shall be disengaged or operated in SAS mode during prolonged ground
operation, except as required for AFCS check.
REQUIRED EQUIPMENT—IFR
In addition to the basic equipment required for certification, the 412-705-006
IFR Kit shall be installed and the following equipment shall be operational
for IFR flight:
• DME equipment
• ATC transponder
BELL 412 P I L O T T R A I N I N G M A N U A L
• Pilot IVSI
• Force trim
OPTIONAL EQUIPMENT
Refer to appropriate Flight Manual supplement(s) for additional limitations,
procedures, and performance data with optional equipment installed.
The left crew seat may be used for an additional pilot when the approved dual
controls and copilot instrument kits are installed.
Symmetrical configurations:
• Both sliding doors locked open or removed with both hinged panels
installed or removed.
Asymmetrical configurations:
NOTE
Opening or removing doors shifts helicopter center-
of-gravity and reduces V NE . Refer to the RFM,
Manufacturer’s Data, and to Airspeed Limitations.
BELL 412 P I L O T T R A I N I N G M A N U A L
The minimum gross weight for flight is 6,400 pounds (2,903 kilograms).
LOADING LIMITATIONS
NOTE
Refer to the Weight and Balance section of the
Manufacturer’s Data for loading tables to be used in
weight/CG computations.
PASSENGER LOADING
The outboard facing seats should not be occupied unless at least four of the
forward or aft facing passenger seats are occupied.
The above loading procedure does not apply if cargo or a combination of cargo
and passengers are being transported. It shall then be the pilot’s responsibility
to ensure that the helicopter is properly loaded so that the entire flight is
conducted within the limits of the Gross Weight Center-of-Gravity Charts
(Figure LIM-1).
BELL 412 P I L O T T R A I N I N G M A N U A L
13,000
135.1 141.4
12,000 11,900
11,000
GROSS WEIGHT—LB
10,000
9,000
8,800 FORWARD LIMIT AFT LIMIT
8,000
7,000
6,400
130.4 MINIMUM WEIGHT
6,000
130 132 134 136 138 140 142 144
LONGITUDINAL C.G. FUSELAGE STA.—IN.
ENGLISH UNITS
5,800
5,600
3,432 3,592
5,400 5,398
5,200
GROSS WEIGHT—KILOGRAMS
5,000
4,800
4,600
4,400
4,200
3,992 FORWARD LIMIT AFT LIMIT
3,800
3,600
3,400
3,200
3,000 2,948
2,800 2,903
3,312 MINIMUM WEIGHT 3,658
2,600
3,250 3,300 3,350 3,400 3,450 3,500 3,550 3,600 3,650
LONGITUDINAL C.G.~FUSELAGE STA.—MM.
METRIC UNITS
BELL 412 P I L O T T R A I N I N G M A N U A L
Baggage compartment has a load limit of 400 pounds (181 kilograms), not to
exceed 100 pounds per square foot (4.9 kg/100sq cm).
ALTITUDE LIMITATIONS
The maximum operating pressure altitude is 20,000 feet (6,096 meters).
The maximum density altitude for takeoff, landing, and in-ground-effect ma-
neuvers is 14,000 feet (4,267 meters). Refer to the Weight-Altitude-Temperature
Limitations Chart (Figure LIM-2).
Above 15,000 feet (4,572 meters) pressure altitude, restart shall be attempted
in manual fuel control mode only.
Below 15,000 feet (4,572 meters) pressure altitude, restart may be attempted
in either manual or automatic fuel control mode.
NOTE
Refer to applicable operating rules for high altitude
oxygen requirements.
BELL 412 P I L O T T R A I N I N G M A N U A L
WEIGHT—ALTITUDE—TEMPERATURE LIMITATIONS
FOR TAKEOFF, LANDING AND IN-GROUND EFFECT MANEUVERS
NOTE: ALLOWABLE GROSS WEIGHTS OBTAINED
FROM THIS CHART MAY EXCEED CONTINUOUS
HOVER CAPABILITY UNDER CERTAIN AMBIENT
CONDITIONS. REFER TO HOVER CEILING CHARTS
IN SECTION 4.
14,000 FT.
DEN. ALT. LIMIT
000
14,
000
12,
MAXIMUM
GROSS WEIGHT
000
LIMIT
10,
MAX OAT
00
8,0
00
6,0
MIN
OAT
00
4,0
T.
—F
00
2,0
DE
ITU
EL
EV
ALT
AL
RE
SE
SU
ES
PR
10,900 LB
11.9
BELL 412 P I L O T T R A I N I N G M A N U A L
The minimum ambient temperature for operation at all altitudes with en-
gine oil pressure/temperature indicator 209-070-262-109 installed is
–34°C (–30°F).
NOTE
During extremely cold ambient temperatures, idle
rpm will be high and the ENGINE OIL pressure
may exceed maximum limits for up to two minutes
after starting.
NOTE
Either engine oil pressure/temperature gage shall
be installed in pairs.
HEIGHT-VELOCITY LIMITATIONS
The height-velocity limitations are critical in the event of single engine
failure during takeoff, landing, or other operation near the surface (Figure
LIM-3). The AVOID area of the Height-Velocity diagram defines the
combinations of airspeed and height above ground from which a safe sin-
gle engine landing on a smooth, level, firm surface cannot be assured.
MANEUVERING LIMITATIONS
Aerobatic maneuvers are prohibited.
BELL 412 P I L O T T R A I N I N G M A N U A L
HEIGHT-VELOCITY DIAGRAM
FOR SMOOTH, LEVEL, FIRM SURFACES
400 120
AND ABOVE
NOTE HELICOPTER CONFIGURATION AND ABOVE
380 SHALL COMPLY WITH THE WEIGHT-
375 114.3
ALTITUDE-TEMPERATURE LIMITS AS
360 PRESENTED IN FIGURE 5-1 FOR HEIGHT- 110
VELOCITY DIAGRAM TO BE VALID.
340
100
320
300 90
260 80
240
70
220
200 60
180
160 50
140
40
120
100 30
80
20
60
40
10
20 4.9
16
0 0
0 10 20 30 40 VNE
INDICATED AIRSPEED—KNOTS
BELL 412 P I L O T T R A I N I N G M A N U A L
ELECTRICAL LIMITATIONS
BATTERY LIMITATIONS
The maximum battery case temperature is 54.5° C (130° F), as indicated
by illumination of the BATTERY TEMP warning light.
WARNING
The minimum ambient temperature for battery start when battery and
helicopter have been cold soaked is –25° C (–13° F).
GENERATOR LIMITATIONS
• Continuous operation — 0 to 75 amps
NOTE
During OEI operation electrical loads may have
to be reduced to remain below maximum continu-
ous limits.
NOTE
The ammeter needle may deflect full scale
momentarily during generator-assisted start of the
second engine.
• 30 seconds ON
• 60 seconds OFF
• 30 seconds ON
• 5 minutes OFF
BELL 412 P I L O T T R A I N I N G M A N U A L
• 30 seconds ON
• 15 minutes OFF
HEATER
Heater shall not be operated when OAT is above 21° C (69.8° F).
FUEL
Fuel conforming to ASTM D-1655 Type B, NATO F-40, or MIL-T-5624
Grade JP-4 may be used at all ambient temperatures.
NOTE
DOD-L-85734AS or MIL-L-23699 is recommended.
BELL 412 P I L O T T R A I N I N G M A N U A L
HYDRAULIC LIMITATIONS
NOTE
Refer to RFM-Manufacturer’s Data, Section 4 for ap-
proved fluids and vendors.
Hydraulic fluid type MIL-H-5606 (NATO H-515) shall be used at all ambi-
ent temperatures.
WARNING
Below 15,000 feet (4,572 meters) pressure altitude, restart may be attempted
in either manual or automatic fuel control mode.
AIRSPEED LIMITATIONS
The minimum IFR airspeed is 60 KIAS.
Basic V NE is 140 KIAS from sea level to 3,000 feet density altitude at all
gross weights. V NE decreases for ambient conditions in accordance with
airspeed limitations placard (Figure LIM-5).
The airspeed shall not exceed 105 KIAS (or placard V NE , if less) when op-
erating above maximum continuous transmission torque 84% and 81% for
SP, HP and EP.
V NE with only one helipilot/autopilot engaged is 115 KIAS (or placarded V NE,
if less). If both helipilots/autopilots are disengaged, basic V NE applies.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Asymmetric door configuration is not authorized
with energy attenuating seats installed.
Refer to the Critical Relative Wind Azimuths diagram in Section 4 of the RFM.
BELL 412 P I L O T T R A I N I N G M A N U A L
12,000
DENSITY ALTITUDE—FEET
10,000
WIND LIMIT
8,000
6,000
4,000
2,000
0
14 16 18 20 22 24 26 28 30 32 34 36 38
BELL 412 P I L O T T R A I N I N G M A N U A L
OGE
0°
30°
SEE
NOTE
1
270° 90°
95°
SEE
180°
NOTE
2
NOTES:
1. PEDAL CRITICAL WIND AZIMUTH—HOVERING WITH THE RELATIVE
WIND WITHIN THESE AZIMUTH ANGLES CAN RESULT IN THE FOLLOWING:
A. INABILITY TO MAINTAIN HEADING DUE TO LARGE LEFT PEDAL
REQUIREMENTS FOR CERTAIN WIND VELOCITIES.
B. REDUCTION OF AVAILABLE LEFT PEDAL CONTROL WITH A
DIRECTIONAL AFCS HARDOVER.
2. LONGITUDINAL CYCLIC CRITICAL WIND AZIMUTH—AFT CYCLIC MAY BE
LIMITED WITH LONGITUDINAL AFCS HARDOVER.
0°
IGE 45°
SEE
NOTE
1
270° 90°
105°
SEE 180°
NOTE
2
BELL 412 P I L O T T R A I N I N G M A N U A L
°C
INDICATED VNE KNOTS 412-706-009
2389 LBS
FOR TRAINING PURPOSES ONLY
FlightSafety
International
LIM-15
BELL 412 P I L O T T R A I N I N G M A N U A L
MAIN ROTOR
Number of blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 ft
Chord (equivalent) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ft 2 in
Airfoil section:
At tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8%
At root . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23%
TAIL ROTOR
Number of blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ft 7 in.
BELL 412 P I L O T T R A I N I N G M A N U A L
ENGINE
Manufacturer . . . . . . . . . . . . . . . . . . . . . . . Pratt and Whitney of Canada, Ltd.
TRANSMISSION RATING
Maximum continuous power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,134 shp
WEIGHTS
Standard configuration (approximate empty weight) . . . . . . . . . . . . 6,425 lb
FUEL
Capacity:
ENGINE OIL
Capacity:
TRANSMISSION OIL
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.75 U.S. gal
BELL 412 P I L O T T R A I N I N G M A N U A L
CARGO AREA
USABLE CUBAGE
Main cargo space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 cu ft
BELL 412 P I L O T T R A I N I N G M A N U A L
SYSTEM MATERIAL
BELL 412 P I L O T T R A I N I N G M A N U A L
WARNING
AHRS ALIGNMENT
To perform in-flight/shipboard AHRS alignment, the following conditions must
be met:
132
(3353)
133
(3378) PENALTY
REGION
134
(3404)
FUSELAGE STATION—INCHES (MILLIMETERS)
BELL 412 P I L O T T R A I N I N G M A N U A L
135
(3529)
FOR TRAINING PURPOSES ONLY
136
(3454)
137
(3480)
138
(3605)
139
(3531)
140
(3556)
VNE FOR HOIST OPERATIONS—60 KIAS
141
(3556)
142
(3607)
FlightSafety
143
(3632)
–7 –6 –5 –4 –3 –2 –1 0 1 2 3 4 5 6 7
(–178) (–152) (–127) (–102) (–76) (–51) (–25) (0) (25) (51) (76) (102) (127) (152) (178)
International
LIM-21
LATERAL—INCHES (MILLIMETERS)
BELL 412 P I L O T T R A I N I N G M A N U A L
CONTENTS
Page
POWERPLANT LIMITATIONS................................................ LIM-SP-1
INSTRUMENT MARKINGS .................................................... LIM-SP-2
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
Figure Title Page
LIM-SP-1 Instrument Markings ........................................ LIM-SP-2
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Operation in 2- 1/2 minute or 30-minute OEI range is
intended for emergency use only, when one engine
becomes inoperative due to an actual malfunction.
BELL 412 P I L O T T R A I N I N G M A N U A L
AIRSPEED
0 20 0 TO 30 KNOTS INDICATOR UNRELIABLE
140
30 TO 140 KNOTS CONTINUOUS OPERATION
AIRSPEED
120 40 105 KNOTS MAXIMUM FOR AUTO-
ROTATION AT OR BELOW
KNOTS 10,000 FT (3048M) HP
USE ON
100 BELL 412 ONLY
140 KNOTS VNE
60
80
TRIPLE TACHOMETER
ROTOR RPM (NR)
70 60 97% MINIMUM
BELL 412 P I L O T T R A I N I N G M A N U A L
0
12% MINIMUM FOR OPENING THROTTLE
9
8
1
2
0 1 DURING START
% X 10 61% FLIGHT IDLE RPM
7 3 RPM 2
6 4
5
10 3 61 TO 100.8% CONTINUOUS OPERATION
0
12% MINIMUM FOR OPENING THROTTLE
9
8
1
2
0 1 DURING START
% X 10 61% FLIGHT IDLE RPM
7 3 RPM 2
6 4
5
10 3 61 TO 101.8% CONTINUOUS OPERATION
110°C MAXIMUM
15 10
10 OIL 8
TRANSMISSION OIL PRESSURE
6
0
T °C PSI
X 10
P 2
4 30 PSI MINIMUM FOR FLIGHT IDLE
–5 0 30 TO 40 PSI FLIGHT IDLE RANGE
5
40 TO 70 PSI CONTINUOUS OPERATION
70 PSI MAXIMUM
FUEL PRESSURE
40 50 4 PSI MINIMUM
30 FUEL 4 TO 35 PSI CONTINUOUS OPERATION
PSI
20 35 PSI MAXIMUM
10 0
BELL 412 P I L O T T R A I N I N G M A N U A L
115°C MAXIMUM
15 15
10 OIL 10
ENGINE OIL PRESSURE
5
T
0
°C
X 10
PSI
P 5 40 PSI MINIMUM FOR FLIGHT IDLE
–5 0
40 TO 80 PSI OPERATION BELOW 79% NI RPM
115°C MAXIMUM
15 10
10 OIL 8
6
5
0
T °C
X 10
PSI
P 2
4
COMBINING GEARBOX OIL PRESSURE
–5 40 PSI MINIMUM FOR FLIGHT IDLE
0
40 TO 60 PSI OPERATION BELOW 94% NII RPM
80 PSI MAXIMUM
BELL 412 P I L O T T R A I N I N G M A N U A L
3 3 AMMETER
AMPS 2 0 TO 75 AMPS CONTINUOUS OPERATION
2
1 2 75 TO 150 AMPS CAUTION
1 1
X100 150 AMPS MAXIMUM
0 0
4
8 822°C MAXIMUM 30-MINUTE OEI
5
°C X 100 6
850°C MAXIMUM 21/2-MINUTE OEI
7
1090°C MAXIMUM FOR STARTING
(2 SECONDS MAXIMUM ABOVE
960°C)
CAUTION
–5 0
900 TO 1100 PSI CONTINUOUS OPERATION
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
Figure Title Page
WB-1 CG Reference Datum Lines .............................................. WB-2
WB-2 Helicopter Station Diagram .............................................. WB-4
WB-3 CG Limits ......................................................................... WB-5
WB-4 Actual Weight Record....................................................... WB-7
WB-5 Internal Fuel Tank Station Location ............................... WB-16
TABLES
Table Title Page
WB-1 Door Weights and Moments ............................................ WB-9
WB-2 Pilot and Passenger Table of Moments........................... WB-10
WB-3 Internal Cargo Loading Table ......................................... WB-11
WB-4 Baggage Loading Table ................................................. WB-12
WB-5 Fuel Loading Table ......................................................... WB-14
WB-6 Fuel Loading Table—Lateral.......................................... WB-15
WB-7 Required Equipment List................................................ WB-20
BELL 412 P I L O T T R A I N I N G M A N U A L
The longitudinal CG reference line is the reference datum line which is lo-
cated approximately 20 inches aft of the helicopter nose. The lateral CG ref-
erence line is the centerline of the helicopter (Figure WB-1).
Longitudinal and lateral CG of the helicopter must fall within the allowable
CG range listed in the Limitations section of the RFM for all phases of heli-
copter flight.
BELL 412 P I L O T T R A I N I N G M A N U A L
FOR TRAINING PURPOSES ONLY
34
1 26
23 26
22 19
FS 138.00 BAGGAGE
8 CENTERLINE COMPARTMENT
0
8 84 IN.
2 19
22 23 26 26
LEGEND 34
1 PILOT SEAT
2 COPILOT OR PASSENGER SEAT
SEATS
LATERAL LOCATION (INCHES FROM G) OF HELICOPTER
LONGITUDINAL LOCATION (INCHES AFT OF REF DATUM) OF PERSONNEL
FlightSafety
EXTERNAL CARGO
APRIL 1999
International
Figure WB-1. CG Reference Datum Lines
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
GROSS WEIGHT CG
It shall be the pilot’s responsibility to ensure that the helicopter is properly
loaded so that the entire flight is conducted within the limits of the Gross Weight
Center of Gravity chart in the Limitations section of the Flight Manual. The
gross weight center of gravity may be calculated from the helicopter Actual
Weight Record (historical records) and the Loading Tables shown in this
chapter or in appropriate Flight Manual Supplements to assure safe loading.
Figure WB-2 presents fuselage station and buttock line data to aid in weight
and balance computations.
CG LIMITATIONS
Longitudinal and lateral CG range limits are shown in Figure WB-3. Allowable
longitudinal CG range decreases as helicopter gross weight increases. Lateral
CG range is constant for all gross weights.
FUSELAGE
STATIONS
0 23 166 243
BELL 412 P I L O T T R A I N I N G M A N U A L
FOR TRAINING PURPOSES ONLY
34
1 26
23 26
22 19
FS 138.00 BAGGAGE
8
COMPARTMENT
0
8 84 IN.
2 19
22 23 26 26
LEGEND 34
1 PILOT SEAT
2 COPILOT OR PASSENGER SEAT
SEATS
FlightSafety
LATERAL LOCATION (INCHES FROM G) OF HELICOPTER
APRIL 1999
International
EXTERNAL CARGO
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
CALCULATING HELICOPTER CG
General
The helicopter’s actual CG is calculated by starting with a known helicopter
empty weight and moment. The empty weight and moment are originally cal-
culated by the manufacturer and are provided in the actual weight record sup-
plied with the helicopter when delivered. When installed items are added or
removed from the helicopter, the actual weight record must be refigured to
provide a new empty weight (Figure WB-4).
CG Formula
The CG of the helicopter, both longitudinal and lateral, is determined by math-
ematical calculations using one of the formulas shown below:
By adding the weights and moments of all fuel, persons, cargo, etc., to the
empty weight and moment of the helicopter, the total weight and total mo-
ment can be obtained. Then, by dividing the total moment by the total weight,
the helicopter CG is easily calculated.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELLHELICOPTER TEXTRON
ACTUAL WEIGHT RECORD
MODEL 412
DATE WEIGHED SERIAL NUMBER
LONGITUDINAL LATERAL* R
E
WEIGHT EMPTY DERIVATION WEIGHT ARM MOMENT ARM MOMENT V
ADD:
WEIGHT EMPTY
+ PILOT + 170.0 47.0 + 7990 + 22.0 + 3740
+ OIL, ENGINE + 24.5 169.1 + 4146 0 0
+ FUEL + 2247.0 151.5 + 340421 –0.4 –854
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE: Equipment listed above was installed when helicopter was weighted except as indicated by (*), or
partially installed as indicated by (Δ).
BELL 412 P I L O T T R A I N I N G M A N U A L
After the installation of optional equipment, the empty weight and moment
must be recomputed and any adjustment made to ensure that the empty weight
CG is within allowable limits of the maintenance manuals.
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
The two aft outboard facing seats should not be oc-
cupied unless at least four passengers are seated in
the forward or aft facing seats. The cabin deck cargo
loading limit is 100 pounds per square foot (4.9 kg/
100 sq cm).
WARNING
BELL 412 P I L O T T R A I N I N G M A N U A L
Refer to Table WB-3 for internal cargo weight and moment data.
BELL 412 P I L O T T R A I N I N G M A N U A L
BAGGAGE COMPARTMENT
LOADING TABLE
NOTE: LOAD BAGGAGE AS FAR FORWARD AS POSSIBLE.
20 245 4900
40 247 9880
60 249 14940
80 251 20080
100 253 25300
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
This table is invalid with auxiliary fuel tank(s) installed.
(TABLE I.D. 910664)
BELL 412 P I L O T T R A I N I N G M A N U A L
*Most critical fuel amount for left side most lateral CG condition.
(TABLE I.D. 910662)
FUSELAGE
STATIONS 177.5
102 127 200 243
0
166.5
BELL 412 P I L O T T R A I N I N G M A N U A L
REF 47 155
FOR TRAINING PURPOSES ONLY
84.5
DATUM
FS 138.00 BAGGAGE
COMPARTMENT
84 IN.
2
LEGEND
1 PILOT SEAT
178
2 COPILOT OR PASSENGER SEAT
FlightSafety
FUEL TANKS
LONGITUDINAL LOCATION (INCHES AFT OF REF DATUM) OF PERSONNEL
APRIL 1999
International
EXTERNAL CARGO
BELL 412 P I L O T T R A I N I N G M A N U A L
kilograms), not to exceed 100 pounds per square foot (4.9 kg/100 sq cm). These
are structural limitations only and do not infer that CG will remain within ap-
proved limits. When weight is loaded into the baggage compartment, indis-
criminate crew, passenger and fuel loading can no longer be assumed, and the
pilot must compute gross weight CG to assure loading within approved limits.
Loading of the baggage compartment should be from front to rear. The load
shall be secured to tiedown fittings if shifting of the load in flight could re-
sult in structural damage to the baggage compartment or in gross weight cen-
ter of gravity limits being exceeded. The CG shall be computed with the load
in the most adverse position.
FUEL LOADING
Due to the fuel flow sequencing between the tanks, the fuel loading CG will
vary between fuselage station 139.4 and 160.9. The maximum aft CG will occur
at approximately 952 pounds for Jet A, A-1, JP-5, and approximately 910
pounds for Jet B, JP-4. The maximum forward CG will occur at 397 pounds
for Jet A, A-1, JP-5, and at 379 pounds for Jet B, JP-4. With normal crew and
passenger loading, gross weight CG will remain within limits at any fuel quan-
tity. Refer to Tables WB-5 and WB-6 for fuel weights and moments.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
OUTBOUND FLIGHT
LONGITUDINAL LATERAL
+Oil 25 4146 0 0
+Pilot 190 8930 +22.0 +4180
+Passengers, (5 man seat) 850 99450 0 0
+Passengers, (4 man seat) 680 59160 0 0
+Baggage 180 46980 0 0
+Takeoff Fuel (320 U.S. Gallons) 2080 150.7 313456 –0.4 –811
BELL 412 P I L O T T R A I N I N G M A N U A L
RETURN FLIGHT
LONGITUDINAL LATERAL
BELL 412 P I L O T T R A I N I N G M A N U A L
Windshield Wiper—
Blade and Arm (2) 1.6/0.7 ea. 34.5/876 0/0
Motor (2) 4.2/1.9 ea. 41.0/1041 0/0
+Oil 25 4146 0 0
+Pilot 190 8930 +22.0 +4180
+Takeoff Fuel (320 U.S. Gallons) 2080 150.7 313456 –0.4 –811
BELL 412 P I L O T T R A I N I N G M A N U A L
PERFORMANCE
CONTENTS
Page
INTRODUCTION .......................................................................... PER-1
GENERAL...................................................................................... PER-1
LIMITATIONS................................................................................ PER-1
General .................................................................................. PER-1
Basis of Certification............................................................. PER-2
Type of Operation.................................................................. PER-2
Required Equipment.............................................................. PER-2
Optional Equipment .............................................................. PER-2
Flight Crew............................................................................ PER-3
Doors Opened or Removed ................................................... PER-3
Weight/CG............................................................................. PER-3
Airspeed ................................................................................ PER-6
Altitude.................................................................................. PER-8
Ambient Air Temperature ..................................................... PER-8
Height-Velocity ..................................................................... PER-8
Maneuvering.......................................................................... PER-8
Slope Landing ..................................................................... PER-10
Systems ............................................................................... PER-10
Bell 412EP Limitations ....................................................... PER-10
HELICOPTER PERFORMANCE ............................................... PER-12
General ................................................................................ PER-12
Hover Ceiling—In Ground
Effect (IGE)......................................................................... PER-12
Hover Ceiling—Out of Ground
Effect (OGE) ....................................................................... PER-14
Bell 412EP Performance ..................................................... PER-14
PERFORMANCE CHARTS ........................................................ PER-18
POWER ASSURANCE CHECK ................................................. PER-18
DENSITY ALTITUDE CHART .................................................. PER-24
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
Figure Title Page
PER-1 Weight-Altitude-Temperature
Limitations Chart ...................................................... PER-4
PER-2 Gross Weight
Center-of-Gravity Chart ............................................ PER-5
PER-3 Airspeed Limitations Placard .................................... PER-6
PER-4 Maximum Speed—Sideward and
Rearward Flight, Crosswind
and Tailwind at a Hover ............................................ PER-7
PER-5 Height–Velocity Diagram .......................................... PER-9
PER-6 PT6T-3D ITT Limitations........................................ PER-10
PER-7 PT6T-3D N1 Limitations.......................................... PER-11
PER-8 PT6T-3D Engine Oil
System Limitations .................................................. PER-11
PER-9 Hover Ceiling
IGE—Bell 412SP .................................................... PER-13
PER-10 Hover Ceiling
IGE—Bell 412HP .................................................... PER-13
PER-11 Hover Ceiling
OGE—Bell 412SP .................................................. PER-15
PER-12 Hover Ceiling
OGE—Bell 412HP .................................................. PER-15
PER-13 Hover Ceiling
OGE Comparison .................................................... PER-17
PER-14 Single-Engine
Rate-of-Climb Comparison...................................... PER-19
PER-15 Power Assurance
Check for PT6T-3B
Engine—Hover ........................................................ PER-20
PER-16 Power Assurance
Check for PT6T-3B
Engine—In-Flight .................................................... PER-21
PER-17 Power Assurance
Check for PT6T-3D
Engine—Hover ........................................................ PER-22
PER-18 Power Assurance
Check for PT6T-3D
Engine—In-Flight .................................................... PER-23
FOR TRAINING PURPOSES ONLY PER-iii
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
PERFORMANCE
INTRODUCTION
This chapter introduces the methods the operator may use to determine the
performance capabilities of the Bell 412 for a particular operation. Some of
the pertinent limitations from the Rotorcraft Flight Manual (RFM) have been
included for training purposes.
The performance data presented herein are derived from the engine manu-
facturer’s specification power for the engine less installation losses. These
data are applicable to the basic helicopter without any optional equipment which
would appreciably affect lift, drag, or power available.
GENERAL
It is helpful to remember that the performance data in Section 4 of the RFM
is informational data while the limitations in Section I of the RFM require
mandatory compliance. The weight of the loaded helicopter and the result-
ing center of gravity is the variable that the pilot can control most effectively
in order to achieve the performance required for the operation. The weight
and balance of the 412 is a primary factor in many of the requirements of the
Limitations section of the RFM.
Performance charts provide the pilot with information on how the helicopter
performs, provided applicable limitations are followed and the engines are
providing proper power. Since engine performance is somewhat variable,
helicopter performance charts are based on the engine manufacturer's spec-
ification engine power.
LIMITATIONS
GENERAL
The limitations section of the RFM is specifically approved by the Federal
Aviation Administration, and it is the pilot in command's responsibility to en-
sure compliance with all limitations in the RFM.
BELL 412 P I L O T T R A I N I N G M A N U A L
The pilot should refer to Section 1 of the RFM during the following discussion.
BASIS OF CERTIFICATION
The Bell 412 is certified under FAR Part 29 for Transport Category Helicopters
and is approved for both Category A and Category B operations. For Category
A operations data see Section 6 (412 and SP), and Appendix A (HP and EP
Optional Equipment Supplements) of the RMD.
TYPE OF OPERATION
The helicopter is certified for flight in nonicing conditions, both day and night
VFR/ IFR.
REQUIRED EQUIPMENT
A list of required equipment is provided in the RFM Weight and Balance sec-
tion. These items are required for both VFR and IFR certified Bell 412s.
Additional required equipment for IFR operation is provided in Section 1,
Limitations, of the RFM.
OPTIONAL EQUIPMENT
Optional equipment supplements are provided in Section 5 (412 and SP) of
the RFM, Appendix A (HP andEP Optional Equipment Supplements) of the
RMD and are listed by a different number for each piece of equipment cov-
ered. Limitations, performance data, and weight and balance information for
optional equipment approved under a Supplemental Type Certificate (STC)
are provided by the holder of the STC.
Some optional equipment may prohibit operation of the helicopter under cer-
tain circumstances.
BELL 412 P I L O T T R A I N I N G M A N U A L
FLIGHT CREW
The Bell 412 is certified for single-pilot operation for both VFR and IFR.
An additional crewmember is required when internal cargo includes
flammable materials.
WEIGHT/CG
General
Numerous weight and CG limitations apply; the pilot should refer to the
RFM for additional information.
Maximum gross weight for takeoff and landing is 11,900 pounds unless oth-
erwise restricted by the weight-altitude-temperature chart or other factors.
The W-A-T chart is a good general reference chart for flight planning and can
be used to determine helicopter gross weight limits for the most critical por-
tion of a flight. Once the limiting gross weight is determined, the takeoff gross
weight can be calculated.
W-A-T chart gross weight limitations should be computed for both initial take-
off and the hottest and highest conditions expected for IGE hovering.
Conservative rather than optimistic OAT and PA values should be used to avoid
less than expected performance.
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
GROSS WEIGHT
000
LIMIT
10,
MAX OAT
0
8,00
00
6,0
MIN OAT
00
4,0
00
2,0
EL
T
—F
EV
AL
DE
ITU
SE
ALT
RE
SU
10,900 LB
ES
PR
11.9
BELL 412 P I L O T T R A I N I N G M A N U A L
Center-of-Gravity Limits
CG range is from station 130 to 144, depending on gross weight (Figure PER-2).
Lateral CG limits are 4.5 inches left and right of the fuselage centerline.
Loading Limitations
Passenger Loading—Outboard facing seats should not be occupied until at
least four of the forward or aft facing seats are occupied.
13000
135.1 141.4
12000
11900
11000
GROSS WEIGHT
10000
9000
8800 FORWARD LIMIT AFT LIMIT
8000
7000
6400
130.4 MINIMUM WEIGHT
6000
130 132 134 136 138 140 142 144
BELL 412 P I L O T T R A I N I N G M A N U A L
AIRSPEED
All airspeed limitations are based on installation of the airspeed indicator,
part number 412-075-009-105.
V NE is 140 KIAS from sea level up to 3,000 feet density altitude for all gross
weights. V NE decreases with density altitude in accordance with the cockpit
placard (Figure PER-3).
An airspeed of 105 KIAS maximum with torque above 81% exists for maxi-
mum continuous power.
BELL 412 P I L O T T R A I N I N G M A N U A L
Climb/Descent Limitations
Maximum IFR rate of climb or descent is 1,000 feet per minute.
45°
PEDAL CRITICAL WIND AZIMUTH—
LEFT PEDAL MAY BE LIMITED
WITH DIRECTIONAL AFCS
HARDOVER. REFER TO SECTION 3
OF THE RFM.
270° 90°
105°
LONGITUDINAL CYCLIC
CRITICAL WIND AZIMUTH—
AFT CYCLIC MAY BE
LIMITED WITH LONGITUDINAL 180°
AFCS HARDOVER. 14,000 FT DENSITY ALTITUDE
LIMITED FOR IGE MANEUVERS
14,000
12,000
10,000
DENSITY ALTITUDE—FEET
WIND LIMIT
8,000
6,000
4,000
2,000
0
14 16 18 20 22 24 26 28 30 32 34 36 38
BELL 412 P I L O T T R A I N I N G M A N U A L
ALTITUDE
Maximum operating altitude is 20,000 feet pressure altitude.
HEIGHT–VELOCITY
The height–velocity diagram indicates airspeed/altitude areas (shaded) from
which a safe single-engine landing to a smooth level surface cannot be as-
sured. The height–velocity diagram is only valid when weight-altitude-tem-
perature limitations are not exceeded (Figure PER-5).
NOTE
When the aircraft is in an approved configuration of
nine passengers or less, the Height–Velocity Diagram
is removed as a limitation, provided that takeoffs
and landings are limited to a maximum of 9,000 feet
density altitude or less (see BHT-412-FMS-3 1).
The height-velocity limitations are critical in the event of single engine fail-
ure during takeoff, landing, or other operation near the surface (Figure PER-
1). The AVOID area of the height velocity diagram defines the combinations
of airspeed and height above ground from which a safe single engine land-
ing on a smooth, level, firm surface cannot be assured.
MANEUVERING
Aerobatic maneuvers are prohibited.
BELL 412 P I L O T T R A I N I N G M A N U A L
HEIGHT—VELOCITY DIAGRAM
FOR SMOOTH, LEVEL, FIRM SURFACES
400 120
AND ABOVE NOTE: AND ABOVE
HELICOPTER CONFIGURATION SHALL COM-
375 380 PLY WITH THE WEIGHT ALTITUDE. TEMPER- 114.3
ATURE LIMITS AS PRESENTED IN FIGURE PER-1
360 FOR HEIGHT-VELOCITY DIAGRAM TO BE 110
VALID.
340
100
320
280
260 80
240
70
220
200 60
180
160 50
140
40
120
100 30
AVOID
80
20
60
40
10
20 4.9
16
0 0
0 10 20 30 40 VNE
INDICATED AIRSPEED—KNOTS
BELL 412 P I L O T T R A I N I N G M A N U A L
SLOPE LANDING
Slope landings are limited to a maximum 10° side slope.
If the slope landing kit 412-704-012 is installed on the 412HP and EP, addi-
tional limitations of the supplement apply.
SYSTEMS
Section 1 of the RFM also provides limitations for operation of the electri-
cal, powerplant, transmission, rotor, fuel, oil, and hydraulic systems. The pilot
should review these limitations and the instrument panel gage markings ap-
plicable to the specific system.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
HELICOPTER PERFORMANCE
GENERAL
The improvement in Bell 412 HP performance can best be defined by com-
parison with 412 SP performance. The following provides comparisons under
certain atmospheric conditions and is for example only. The pilot must refer
to Section 4, Performance, of the RFM for specific performance data.
If we were using the same chart and OAT of +10°C to determine the highest
altitude at which we could hover each aircraft at MGW of 11,900 pounds,
we would find that the 412 could be hovered at 1,400 feet H P while the 412
HP could be hovered at 3,500 feet H P , almost 2,000 feet higher (Example B).
Perhaps a better comparison would be the following: the pilot has to hover and
takeoff an 11,900-pound 412 from an oil platform at sea level on a +30°C day
(Example C). Even though the charts indicate that this is within the capability
of both 412SP and 412HP helicopters, the 412SP will be hovering using sig-
nificantly less than 100% transmission torque while the 412HP will be hover-
ing using significantly less than 100% mast torque. It is evident that the 412HP
will have a significant margin of power and takeoff will be much easier.
BELL 412 P I L O T T R A I N I N G M A N U A L
CEILING ARE BASED ON
DENSITY ALTITUDE LIMITS FOR 14,000 FT. DEN. ALT. LIMIT
0
0
DENSITY ALTITUDE LIMITS
0
,0
0
14
,0
00
0
,0
0
,0
12
WITH LESS THAN TAKEOFF
10
0
0
MAX
0
00
,0
8,
10
OAT
0
0
00
00
MAX OAT MAXIMUM GROSS
6,
8,
WEIGHT LIMIT
50 °C
0
0
00 ,00
00
6,
4
EXAMPLE A
00 T
F
30
EXAMPLE C
SE 0 FT 2,0
FT
SE RE 2, FT 500 00
EXAMPLE B
00 3 4,0
EXAMPLE B
00 UD VEL
—
EXAMPLE A
—
FE
LE
0
FE
14
L UD
LE LT 0
A
00
EXAMPLE C
VE IT
30
,0 IT
-2 L T
A
A
11.9
E
UR
SU
MAX OAT HEATER ON (21°C)
00
A
S
ES
,0
ES
-2
PR
00
PR
11.9
,0
-4
–40 –30 –20 –10 0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
FlightSafety
OAT — °C
–40 –30 –20 –10 0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000 3.5 4.0 4.5 5.0 5.4 KG X 1000
OAT — °C GROSS WEIGHT
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
International
PER-13
Figure PER-9. Hover Ceiling IGE—Bell 412SP Figure PER-10. Hover Ceiling IGE—Bell 412HP
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
The MGW for a 412SP to hover OGE on a standard day (+15) at sea level is
11,500 pounds while the 412HP can easily hover at 11,900 pounds MGW
(Example A).
A +30°C day at sea level would further limit the 412SP to a hovering MGW
of 11,400 pounds while the 412SP can still be hovered at 11,900 pounds and
have a small power reserve available (Example B).
NOTE
Comparison figures are for Bell 412HP vs Bell 412EP.
The only published normal performance area that indicates increased per-
formance as a result of increased engine capability is Hover Ceiling—Out-
of-Ground Effect which is discussed below.
BELL 412 P I L O T T R A I N I N G M A N U A L
14,000 FT. DEN. ALT. LIMIT
00
,0
10
FOR TRAINING PURPOSES ONLY
°C
0
OAT
00
30 OAT
,
AREA B
AR
10
0
00
20
MAX O
EA
8,
10
0
B
0°C
0
AT
00
10°C
MAX
MAX O
8,
0
20°C
00
AREA A
6,
OAT
AT
40
30
0
00
°C
0
6,
00
4,
MAX
40
0
0
OAT
00
00
50
°C
2,
4,
TORQUE
52
LIMIT
T EXAMPLE B
.)
.L
0
FE
(S
00
AREA A
0
2,
TI 000
50
DE
EXAMBLE A
,
°C
TU
-1
ET
0
FE
AL
EXAMPLE
52
—
RE
00 DE
°C
SU
TU
ES
TI
PR
AL
EXAMPLE
,0
RE
A
-2
FlightSafety
SU
ES
PR
+15 0 10 40 10 12
20 30 50 60 8 9 11
International
PER-15
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000 LB X 1000
OAT — °C
OAT — °C 3.5 4.0 4.5 5.0 5.4 kg X 1000
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT GROSS WEIGHT
Figure PER-11. Hover CeilingOGE—Bell 412SP Figure PER-12. Hover Ceiling OGE—Bell 412HP
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
Hover Ceiling—OGE
The Hover Ceiling—out-of-ground effect (OGE) shows significant im-
provement due to the PT6T-3D engines (Figure PER-13).
NOTE
Comparison figures are for Bell 412HP vs Bell 412EP.
Using the identical conditions of a 20° C day and a pressure altitude of 10,000
feet, it is evident that the Bell 412HP would be limited to an 8,100 pound gross
weight while the Bell 412EP would be capable of an 9,200 pound gross
weight. The 1,100 pound increase is due primarily to the fact that the 412HP
is limited to maximum continuous power of the engines, most likely N 1 rpm,
while the higher limits of the 412EP engines allow them to provide sufficient
power to reach the airframe limit of maximum continuous XMSN power.
14,000 FT. DEN. ALT. LIMIT 14,000 FT. DEN. ALT. LIMIT
OAT — °C
BELL 412 P I L O T T R A I N I N G M A N U A L
0
00 10
,0
OAT
FOR TRAINING PURPOSES ONLY
10
00
AR
,0
EA
10
0°C
20
10°C
B
00
20°C
80
0
00
8,
00
60
TORQUE
0
00
LIMIT
6,
00
40
0
00
00
4,
20
AREA A
T.
T. 00 .L.)
-F
T.
0
AL 10 (S
00
AL
2,
.
0
FT
E
R
SU
—
CONT XMSN
5MIN XMSN
–
ES
PR
S.
ES
0
PR
FlightSafety
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
0 10 20 8 9 10 11 12 LB X 1000
OAT — °C
OAT — °C 3.5 4.0 4.5 5.0 5.4 KG X 1000
International
3.5 4.0 4.5 5.0 5.26 kg X 1000
PER-17
GROSS WEIGHT
GROSS WEIGHT
BELL 412 P I L O T T R A I N I N G M A N U A L
Single-Engine Rate-of-Climb
The Single-Engine Rate-of-Climb chart shows significant improvement due
to the PT6T-3D engines ( Figure PER-14).
NOTE
Comparison figures are for Bell 412HP vs Bell 412EP.
Using identical conditions of 11,900 pounds gross weight, a 20° C day and
working from the same level flight, 0 feet/minute bottom index on both charts,
we determine that the Bell 412HP would be limited to an OEI level flight pres-
sure altitude of 3,600 feet while the Bell 412EP would be capable of an OEI
level flight pressure altitude of 4,800 feet. The 1,200 foot increase for the EP
is due primarily to the higher N 1 and ITT limits of the PT6T-3D engines.
PERFORMANCE CHARTS
The example performance charts on the following pages include conditions
listed below each chart which provide necessary data to work the sample prob-
lem shown.
Helicopter performance, provided in the "Performance" section of the RFM,
is based on the powerplant producing the engine manufacturer's specification
power. The power assurance check chart is used to ensure that each engine is
operating property and is capable of producing minimum specification power
as installed in the helicopter.
If the engines pass the power assurance check the helicopter should be ca-
pable of meeting all performance chart capabilities.
If an engine exceeds the power assurance check limits, the helicopter's per-
formance can be expected to be less than performance chart capabilities.
The power assurance check does not require the engine to produce maximum
power, but rather determines that, for the power produced during the check,
N 1 and ITT fall within limits of the manufacturer's specification engine. If
N 1 and ITT limits are not exceeded, the engine's performance can be ex-
pected to provide the power of a specification engine.
20,000 20,000
6,000 6,000
BELL 412 P I L O T T R A I N I N G M A N U A L
18,000 5,500 18,000 5,500
FOR TRAINING PURPOSES ONLY
OAT
OAT 5,000 –20°C 5,000
16,000 TWIN ENGINE M.C.P. –10°C 16,000 TWIN ENGINE M.C.P.
ABSOLUTE CEILING –30°C
–20°C ABSOLUTE CEILING –40°C
–30°C 4,500 4,500
–40°C
10,000 10,000
–1
3,000 3,000
0°C 0°
8,000 2,500 8,000 2,500
C
0°C
2,000 2,000
10°
6,000 6,000
10° 20°C C
C
OAT LIMIT
C
1,500 1,500
20°
4,000 4,000
C
OAT LIMIT
30° 0°C
1,000 1,000
30°
C
4
2,000 2,000
40° C
500 500
50°C
50°
C
FlightSafety
0 0
–2,000 –1,600 –1,200 –800 –400 0 400 –2,000 –1,600 –1,200 –800 –400 0 400 800
RATE OF CLIMB — FEET/MINUTE RATE OF CLIMB — FEET/MINUTE
(–10.0) (–8.0) (–6.0) (–4.0) (–2.0) (0) (2.0) (–10.0) (–8.0) (–6.0) (–4.0) (–2.0) (0) (2.0) (4.0)
International
PER-19
BELL 412 P I L O T T R A I N I N G M A N U A L
REPEAT CHECK USING OTHER ENGINE.
FOR TRAINING PURPOSES ONLY
OPENS
ES
SU 0 (
40
RE SE
50
40 0
AL A L
30
3
TI EV
TU EL
20
20
10 0°C
OA 10
DE )
10
20 00
T
—
AT
–
00
40 00
–1
FE
–2
0°
60
0
ET
–3 0
0
C
–2
80
–4 0
0
10
0
00
FlightSafety
–5
–3
,00
0
0
–4
0
–5
0
International
40 50 60 70 80 MAXIMUM FOR TAKEOFF MAXIMUM CONTINUOUS
ENGINE TORQUE — PERCENT (INDICATED)
BELL 412 P I L O T T R A I N I N G M A N U A L
THROTTLES:
FOR TRAINING PURPOSES ONLY
TEST ENGINE—FULL OPEN, FRICTIONED ENTER CHART AT INDICATED ENGINE TORQUE, MOVE IF EITHER ENGINE EXCEEDS ALLOWABLE ITT OR N1
UP TO INTERSECT PRESSURE ALTITUDE, PROCEED RPM AFTER STABILIZING FOUR MINUTES,
OTHER ENGINE—DECREASE SLOWLY UNTIL TEST TO THE RIGHT TO INTERSECT OUTSIDE AIR PUBLISHED PERFORMANCE MAY NOT BE
ENGINE TORQUE IS WITHIN TEST RANGE. DO NOT TEMPERATURE, THEN MOVE UP TO READ VALUES ACHIEVABLE. CAUSE SHOULD BE DETERMINED AS
EXCEED 810°C ITT OR 100.8% N1 RPM. FOR MAXIMUM ALLOWABLE ITT AND GAS PRODUC- SOON AS PRACTICAL.
ER (N1).
ENGINE—97% RPM (N2). MAXIMUM ALLOWABLE ITT — °C MAXIMUM ALLOWABLE NI RPM — PERCENT
500 550 600 650 700 750 782° 800 85 90 95 98.9%100 105
BLEED VALVE
OPENS
BLEED
PR
ES
VALVE
SU 0
OPENS
R (SE 20 00
40
E A
50
AL L
30
40
TI EV
30
TU E
20
OA 0
20
D )
10 °C
E
10
T0
AT
–
0
—
L
0
40
1
–2 0
FE
0°
–3 0
60
0
–1
C
E
–2
–4 0
T
00
0
80
–5
–3
00
10
0
,0
FlightSafety
–4
00
0
–5
0
International
PER-21
BELL 412 P I L O T T R A I N I N G M A N U A L
MODEL 412
POWER ASSURANCE CHECK — HOVER
PT6T-3D ENGINE
CONDITIONS: PA—O FT
TORQUE—63% OAT—10°C
40
RE SE
AL L
30
TI EV
A
TU EL
20
DE )
10
20 00
O
—
AT
00
40
–1
FE
0°
60
0
E
–2
T
00
80
0
00
10
–3
,00
0
–4
0
0
–5
0
BELL 412 P I L O T T R A I N I N G M A N U A L
MODEL 412
POWER ASSURANCE CHECK — IN-FLIGHT
PT6T-3D ENGINE
CONDITIONS: PA—O FT
TORQUE—63% OAT—10°C
ESTABLISH LEVEL FLIGHT ABOVE 1,000 FEET ENTER CHART AT INDICATED ENGINE TORQUE,
AGL. MOVE UP TO INTERSECT PRESSURE ALTITUDE,
PROCEED TO THE RIGHT TO INTERSECT
AIRSPEED—100 KIAS (OR VNE, IF LESS). OUTSIDE AIR TEMPERATURE, THEN MOVE UP TO
READ VALUES FOR MAXIMUM ALLOWABLE ITT.
HEATER/ECU—OFF.
IF INDICATED ITT EXCEEDS MAX ALLOWABLE,
THROTTLES: REPEAT CHECK STABILIZING POWER FOUR
TEST ENGINE—FULL OPEN, FRICTIONED. MINUTES.
40
RE SE
AL L
30
TI EV
A
TU EL
20
DE )
10
20 00
O
—
AT
00
40
–1
FE
0°
60
0
ET
–2
0
80
0
00
10
–3
,00
0
–4
0
0
–5
0
BELL 412 P I L O T T R A I N I N G M A N U A L
If either engine does not meet the requirements of the hover or the in-flight
power assurance check, published performance may not be achievable. The
cause of engine power loss, or excessive ITT should be determined as soon
as practical. Refer to Engine Maintenance Manual.
Two power assurance charts are provided in the RFM. One, titled "Power
Assurance Check (Hover)," may be used with the helicopter in a hover or rest-
ing lightly on the ground. The other, titled "Power Assurance Check (In-
Flight)," may be used during cruise flight. The hover check is generally
preferred since more stable engine performance can be achieved. Whichever
check is used, it should be performed daily and whenever unusual operating
conditions or engine indications arise.
The engine being checked must be operating at a torque setting that results
in a high enough N 1 rpm to ensure that the compressor air bleed valve is closed.
As a general rule 50 % or higher torque on the engine being checked provides
proper results.
If either engine does not meet the requirements of the hover or the in-flight
power assurance check, published performance may not be achievable. The
cause of engine power loss, excessive ITT, or excessive GAS PROD N 1 should
be determined as soon as practical. Corrective Maintenance action should be
taken.
If either engine exceeds the maximum N 1 or ITT values of the charts, pub-
lished performance capability may not be achieved, and corrective mainte-
nance action should be taken.
The pilot can determine PA from his altimeter by setting 29.92 inches Hg in the
Kollsman window. Ambient temperature/OAT is available from the cockpit OAT
gage. The PA lines in the body of the chart are identified by the pressure alti-
tude numbers above the lines. The heavy black diagonal line is for standard day.
A Density Altitude Chart (Figure PER-19) is provided to aid in calculation
of performance and limitations. Density altitude is an expression of the
BELL 412 P I L O T T R A I N I N G M A N U A L
38
8) 1.80
,66 EXAMPLE: IF AMBIENT TEMP. IS –15°C 1
(11.0) 36 10
00( 1.78
AND PRESSURE ALT. IS 6,000 FEET, ⋅σ
35,0 1.76
34 THE DENSITY ALT IS 4,000 FEET
1.74 AND 1 IS 1.06.
(10.0) 1.72
32 ⋅σ 1.70
1.68
.0) 1.66
30 44 1.64
(9.0)
0 (91 1.62
1.60
,00 1.58
28 30 1.56
.0) 1.54
(8.0) 20 .)
26 ( 76 (m 1.52
,0 00 FT 1.50
25 — 1.48
24 DE
DENSITY ALTITUDE FT. (m) X 1000
1.46
ITU
(7.0) A LT 1.44
) RE 1.42
22 96.0 SU 1.40
60 ES
00( PR 1.38
(6.0) 20 2 0,0 1.36
1.34
18 1.32
.0) 1.30
(5.0) 72
16 45 1.28
0(
,00 1.26
15 1.24
14
(4.0) 1.22
12 .0) 1.20
48
( 30 1.18
10 ,000 1.16
(3.0) 10 00
6,0 1.14
8 1.12
7,500 FT 1.115
.0) 1.10
(2.0) 24
6 15
0 0( 1.08
4,000 FT 4 5,0
1.06
(1.0) EL)
V 1.04
2 A LE
(0.5) 1.02
(SE
0 1.00
4 .0) 0.98
52
(–0.5) –2 (–1
,0 00 0.96
(–1.0) –4 –5
–70 –60 –50 –40 –30 –20 –10 0 10 20 30 40 50 60
15°
TEMPERATURE — °C
CONDITIONS:
OAT — 15°C
PA — 6,000 FT
BELL 412 P I L O T T R A I N I N G M A N U A L
density of the air in terms of height above sea level; hence, the less dense the
air, the higher the density altitude. For standard conditions of temperature and
pressure, density altitude is the same as pressure altitude. As temperature in-
creases above standard for any altitude, the density altitude will also increase
to values higher than pressure altitude. The chart expresses density altitude
as a function of pressure altitude and temperature.
The chart also includes the inverse of the square root of the density ratio (1/√σ),
which is used to calculate KTAS by the relation:
EXAMPLE
SOLUTION
From this point, move horizontally to the left and read a density al-
titude of 4,000 feet and move horizontally to the right and read 1/√σ
equals 1.06.
While not specifically stated in the RFM, winds in excess of those shown in
RFM Figure 1-3 should be avoided to preclude loss of tail rotor effectiveness
or insufficient aft cyclic control.
During all hovering operations, every attempt should be made to hover the
helicopter into the wind whenever possible.
BELL 412 P I L O T T R A I N I N G M A N U A L
0°
30° NOTE:
b. Reduction of available
left pedal control with a
directional AFCS
hardover.
see note 2. Longitudinal cyclic
2 critical wind azimuth—aft
cyclic may be limited with
180°
45°
see note
1
270° 90°
105°
see note
2
180°
IGE CRITICAL RELATIVE WIND AZIMUTH
BH 412, SP, HP, AND EP
BELL 412 P I L O T T R A I N I N G M A N U A L
The Hover Ceiling In Ground Effect (IGE) charts (Figure PER-21) provide
the maximum allowable gross weights for hovering IGE at all pressure alti-
tude and outside air temperature conditions with heater on or off. Conversely,
the hover ceiling altitude can be determined for any given gross weight.
The IGE hover charts are based on both engines operating, generators loaded
to 150 amperes each, heater on or off, and a 4-foot skid height. Adequate cyclic
and tail rotor pedal flight control margins exist for winds up to 20 knots from
any direction. Gross weight calculated from the continuous power chart is con-
siderably below that of the takeoff power chart.
The charts can also be worked in reverse to determine the IGE hovering alti-
tude for a given helicopter gross weight.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412
HOVER CEILING
IN GROUND EFFECT
MAX OAT
12
TAKEOFF POWER.
00
,0
10
MAXIMUM GROSS
WEIGHT LIMIT
0
00
8,
0
00
6,
0
00
4,
0
00
2,
VEL
—
LE
FE
A
00 UD
SE
T
-2 LTI
A
,0
RE
11.6
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—SP
HOVER CEILING
IN GROUND EFFECT
MAXIMUM GROSS
WEIGHT LIMIT
0
00
8,
0
00
MAX OAT
6,
50 °C
0
00
4,
0
00
2,
00 TUD VEL
—
LE
FE
A
SE
-2 LTI
A
,0
RE
11.9
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—HP/EP
HOVER CEILING
IN GROUND EFFECT
MAX
0
,0
10
OAT
0
00
MAXIMUM GROSS
8,
WEIGHT LIMIT
0
00
6,
0
00
4,
—
FE
L UD
LE LT 0
00
VE IT
SE RE 2,
A
11.9
SU
00
A
ES
,0
-2
PR
0 0
,0
-4
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION
OGE hover operation may result in violation of
height–velocity limitations.
Some of the OGE hover ceiling charts are divided into two areas as follows:
NOTE
Tail rotor or cyclic control margin may preclude op-
eration in AREA B of the hover ceiling charts when
the relative wind is in the respective critical wind az-
imuth area.
Area A calculations provide gross weights where adequate cyclic and tail rotor
pedal flight control margins exist for relative winds up to 35 knots from any
direction at or below 3,000 feet HD. Area B calculations provide higher gross
weights which can be realized in calm winds or winds outside the critical rel-
ative wind azimuth areas (Figure PER-22).
If a wind in excess of those shown in RFM Figure 1-3 during OGE hover is
from a critical azimuth, cyclic or tail rotor flight control margins may be lim-
ited and may preclude safe OGE hovering operations.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412
HOVER CEILING
OUT OF GROUND EFFECT
TAKEOFF POWER SKID HEIGHT 60 FEET
ENGINE RPM 100% (N2) HEATER OFF
GENERATOR 150 AMPS (EA) 0° TO 52°C
OAT °C
AREA B 30
0
00
20
MAX O
8,
10
0
AT
MAX
0
00
AREA A
6,
OAT
40
0
00
4,
0
00
50
2,
TORQUE
52
LIMIT
T
.)
.L
E
FE
(S
0
—
TI 00
DE
AL -1,0
TU
RE
SU
ES
PR
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
10,800
OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—SP
HOVER CEILING
OUT OF GROUND EFFECT
TAKEOFF POWER SKID HEIGHT 60 FEET
ENG — 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA) 0° TO 52°C
OAT °C
AREA B 30
0
00
20
MAX O
8,
10
0
AT
MAX
0
00
AREA A
6,
OAT
40
0
00
4,
0
00
50
2,
TORQUE
52
LIMIT
T
.)
.L
E
FE
(S
0
—
TI 00
DE
AL -1,0
TU
RE
SU
ES
PR
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
11,200
OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—SP
HOVER CEILING
OUT OF GROUND EFFECT
MAXIMUM CONTINUOUS POWER SKID HEIGHT 60 FEET
ENG — 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA) 0° TO 52°C
OAT—°C
0
,0
10
10
0
AREA B
20
0
00
8,
MAX O
MAX O
30
0
00
AT
AT
6,
40
AREA A
0
00
TORQUE
4,
LIMIT
0
00
2,
50
.)
ET
,0 (S.L
52
FE
0
—
00
DE
-1
TU
TI
AL
RE
SU
ES
PR
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
9,600
KG X 1000
OAT — °C
3.5 4.0 4.5 5.0 5.26
GROSS WEIGHT
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—EP
HOVER CEILING
OUT OF GROUND EFFECT
OAT
,0
10
AR
EA
0°C
10°C
0
B
00
20°C
8,
0
00
MAX O
MAX
6,
30
OAT
°C
AT
0
00
40
4,
°C
0
00
2,
AREA A
50°
C
52°
0
.
FT
C
E-
D
TU
TI
AL
00
E
,0
R
-2
SU
ES
PR
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
11,200
OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Downwind takeoffs are not recommended because the
published takeoff distance performance cannot be
achieved.
Two takeoff distance charts are provided: one for over a 50-foot obstacle and
the other for over a 15-meter obstacle. These charts allow the pilot to calcu-
late the distance required to clear a 50-foot obstacle during a takeoff flight
path from a 4-foot hover using hover power plus 15 % torque. The chart is
based on a zero wind condition, 45-KIAS takeoff climbout speed (V TOCS ),
and a flight path which avoids the critical areas of the height-velocity dia-
gram. Takeoff distance performance cannot be achieved if the takeoff is
downwind (Figure PER-23).
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412
TAKEOFF DISTANCE
OVER 50 FOOT OBSTACLE
HOVER POWER + 15% TORQUE INITIATED FROM 4 FT SKID HEIGHT
ENGINE RPM 100% (N2) VTOCS = 45 KIAS
GENERATOR 150 AMPS (EA) HEATER ON OR OFF
MAXIMUM
12,
GROSS WEIGHT
FOR TAKEOFF
000
10,
MAX
00
8,0
OAT
7,000
8,000
00
9,000
6,0
00
MIN
10,0
OAT
00
4,0
00
,0
11
LB
00
—
,6
HT
11
00
IG
2,0
E
FT.
W
SS
RO
—
G
ALT S.L.
DE
ITU
RE
SU
ES
0 00
PR
–2,
MAX OAT
HEATER ON
(21°C)
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
12,
GROSS WEIGHT
FOR TAKEOFF
0
,00
10
00
MAX
8,0
OAT
7,000
8,000
00
9,000
6,0
00
MIN
10,0
00
OAT
4,0
00
,0
lb
11
00
—
00
00 HT
2,0
,6
9
1, EI
G
11
1 W
FT.
SS
.
RO
—
S.L
G
DE
ITU
ALT
RE
SU
00
–2,0
ES
MAX OAT
PR
HEATER ON
(21°C)
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
0
GROSS WEIGHT
FOR TAKEOFF
0
3000
300
3500
0
250
4000
0
200
OAT
450
0
150
00
50
0
100
53 262
kg
98
—
5
T
500
GH
m
EI
—
W
S
DE
.
OS
S.L
ITU
GR
ALT
RE
SU
0
ES
–50
MAX OAT
PR
HEATER ON
(21°C)
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
12,
GROSS WEIGHT
FOR TAKEOFF
0
,00
10
MAX
00
OAT
8,0
7,000
8,000
00
9,000
6,0
00
MIN
10,0
00
OAT
4,0
00
,0
lb
11
00
—
HT
0
0
2,0
0 IG
,9
,6
E
11
11
W
FT.
SS
RO
—
.
G
S.L
DE
ITU
ALT
RE
00
SU
–2,0
ES
MAX OAT
PR
HEATER ON
(21°C)
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
350
GROSS WEIGHT
FOR TAKEOFF
0
3000
300
3500
0
250
4000
0
200
OAT
0
150
00
50
0
100
53 262
kg
98
—
5
HT
500
G
m
EI
—
W
S
DE
OS
.
S.L
ITU
GR
ALT
RE
SU
0
ES
–50
MAX OAT
PR
HEATER ON
(21°C)
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
12,
GROSS WEIGHT
FOR TAKEOFF
0
,00
10
MAX
00
OAT
8,0
7,000
00
8,000
9,000
6,0
MIN
00
00
10,0
OAT
4,0
00
,0
lb
00
11
—
00
00 HT
2,0
9
,6
FT.
G
1, EI
11
1 W
—
SS
DE
RO
.
S.L
G
ITU
ALT
RE
SU
ES
00
PR
–2,0
MAX OAT
HEATER ON
(21°C)
–60 –40 –20 0 20 40 60 400 600 800 1000 1200 1400
930 FT
OAT — °C TAKEOFF DISTANCE—FT
BELL 412 P I L O T T R A I N I N G M A N U A L
MAXIMUM
GROSS WEIGHT
FOR TAKEOFF
3000
0
300
3500
0
250
4000
0
200
MIN
MAX OAT
0
OAT
450
0
150
00
50
0
100
53 262
kg
—
98
5
HT
500
E IG
m
W
—
SS
DE
O
.
S.L
GR
ITU
AL T
RE
SU
0
–50
ES
MAX OAT
PR
HEATER ON
(21°C)
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
All rate of climb data are based on changes in true
altitude (pressure altitude corrected for nonstandard
temperature).
The twin-engine rate-of-climb charts allow the pilot to determine the heli-
copter's rate of climb. The charts differ by gross weight, if the heater is on or
off, and if takeoff power or maximum continuous power is used. All charts
are based on both engines operating at 100% N 2 , generators loaded to 150 am-
peres each, and 70 KIAS with the doors on and closed. The chart headings
also include airspeed and ROC adjustment for climb with the helicopter's doors
open or removed.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 10,000 LB (4,536 kg)
20,000
6000
18,000 5500
OAT
–10°C 5000
16,000 –20°C
–30°C
–40°C 4500
4000
12,000
3500
0°
C
10,000 3000
10
°C
8,000 2500
20
°C
6,000
°C
1500
40
4,000
°C
1000
2,000
500
50
°C
0
0 400 800 1200 1600 2000 2400 2800 3200
RATE OF CLIMB – FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—SP
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 10,000 LB (4,536 kg)
TAKEOFF POWER 70 KIAS
ENG – 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA)
18,000 5500
OAT
–10°C 5000
16,000 –20°C
–30°C
–40°C 4500
4000
12,000
3500
0°
C
10,000 3000
10
°C
8,000 2500
20
°C
6,000
°C
1500
40
4,000
°C
1000
2,000
500
50
°C
0
0 400 800 1200 1600 2000 2400 2800 3200
RATE OF CLIMB – FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—HP
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 10,000 LB (4,536 kg)
TAKEOFF POWER 70 KIAS
ENGINE RPM 100% (N2) HEATER OFF
GENERATOR 150 AMPS (EA)
20,000
NOTE:
6000
DECREASE CHART VALUES
300 FT/MIN.
18,000 5500
OAT
5000
16,000
-30°C 4500
-20°C
4000
-40°C
12,000
-10°C 3500
0°
10,000
C
3000
10
°C
OAT 2500
8,000 LIMIT
20
°C
2000
6,000
30
°C
1500
4,000
1000
40
°C
2,000
500
50
°C
0
0 400 800 1200 1600 2000 2400 2800 3200
RATE OF CLIMB – FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 10,000 LB (4,536 kg)
MAXIMUM CONTINUOUS POWER 70 KIAS
ENGINE RPM 100% (N2) HEATER ON
GENERATOR 150 AMPS (EA)
20,000
6000
18,000 5500
OAT
–20°C
–30°C 5000
16,000 –40°C
–1
0°C 4500
C
4000
10
12,000 °C
3500
20
°C
10,000 3000
8,000 2500
2000
6,000
1500
4,000
1000
2,000
500
0
0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB – FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—SP
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 10,000 LB (4,536 kg)
MAXIMUM CONTINUOUS POWER 70 KIAS
ENG—100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA)
20,000
6000
18,000 5500
OAT
–40°C 5000
16,000
–30°C
–20°C
4500
0°C 4000
12,000
10 3500
°C
10,000 20 3000
°C
8,000 2500
30
°C
2000
6,000
1500
40
°C
4,000
OAT LIMIT 1000
2,000
500
50
°C
0
0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB – FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—HP
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 11,000 LB (4,990 kg)
MAXIMUM CONTINUOUS POWER 70 KIAS
ENG INE RPM 100% (N2) HEATER OFF
GENERATOR 150 AMPS (EA)
OAT
–40°C
5000
16,000
–30°C
–20°C
4500
14,000 0°
C
4000
0°C
12,000
3500
10
°C
10,000 3000
20
°C
8,000 2500
30
°C
2000
6,000
40
1500
°C
4,000
OAT LIMIT
1000
2,000
500
50
°C
0
0 200 400 600 800 1000 1200 1400 1600
RATE OF CLIMB — FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
20,000
6000
NOTE: DECREASE CHART
VALUES 300 FT/MIN
18,000 5500
OAT
5000
16,000
-30°C 4500
-20°C
4000
-40°C
12,000
-10°C 3500
0°
10,000
C
3000
10
CONT
OAT
°C
8,000 2500
LIMIT
20
XMSN
°C
2000
6,000
30
1500
C °
5 MIN
4,000
1000
XMSN
40
2,000
°C
500
50°
C
0
0 400 800 1200 1600 2000 2400 2800 3200
RATE OF CLIMB – FEET/MINUTE
(0) (2.0) (4.0) (6.0) (8.0) (10.0) (12.0) (14.0) (16.0)
RATE OF CLIMB – (METERS/SECOND)
BELL 412 P I L O T T R A I N I N G M A N U A L
NOTE
Published single engine performance is intended for
emergency use only when one engine becomes in-
operative due to an actual malfunction. Routine op-
eration in excess of published twin engine operating
limits can affect engine service life.
The charts differ depending on gross weight and if 30-minute OEI power or
maximum continuous power is used. All charts are based on doors on and
closed, one engine operating at 97 % N 2 , its generator loaded to 150 amperes,
the other engine secured, the heater off, and 70 KIAS. The chart headings also
include airspeed and ROC adjustments for climb with the helicopter's doors
open or removed.
Since a zero rate of climb is the same as level flight, the single-engine rate-
of-climb charts can be used to determine the pressure altitude and/or maxi-
mum gross weight that can be maintained in level flight if an engine fails. This
calculation can be very important if operating in high, mountainous terrain.
The calculation to determine the PA that can be maintained in level flight re-
quires an estimate of the OAT and then working the appropriate chart in reverse.
To determine the MGW that can be maintained at a given PA again requires an
estimate of the OAT at that altitude and the checking of several charts.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412/SP
SINGLE-ENGINE RATE-OF-CLIMB
GROSS WEIGHT 10,000 LB (4536 KG)
30 MINUTE OEI POWER 70 KIAS
ENG – 97% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA) INOPERATIVE ENGINE SECURED
4500
4000
12,000
3500
10,000 3000
-10
°C °C
2500
8,000
0
OAT LIMIT
10° 20°C
2000
C
6,000
1500
30°
4,000
C
1000
40°
2,000
C
500
50
°C
0
-2000 -1600 -1200 -800 -400 0 400 800 1200
RATE OF CLIMB – FEET/MINUTE
(-10.0) (-8.0) (-6.0) (-4.0) (-2.0) (0) (2.0) (4.0) (6.0)
RATE OF CLIMB – (METERS/SECOND)
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—HP
SINGLE-ENGINE RATE-OF-CLIMB
GROSS WEIGHT 11,000 LB (4990 KG)
18,000 5500
5000
16,000
4500
14,000
PRESSURE ALTITUDE—METERS
4000
PRESSURE ALTITUDE—FEET
12,000
3500
10,000 3000
2500
8000
2000
6000
1500
4000
1000
2000
500
0
–2000 –1600 –1200 –800 –400 0 400
RATE-OF-CLIMB—FEET/MINUTE
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412—EP
SINGLE-ENGINE RATE-OF-CLIMB
GROSS WEIGHT 10,000 LB (4536 KG)
4500
4000
12,000
3500
10,000 3000
-10
°C
2500
8,000
0°C
OAT LIMIT
10°
2000
C
6,000
20°
1500
C
30°
4,000
C
1000
40°
2,000
C
500
50
°C
0
-2000 -1600 -1200 -800 -400 0 400 800 1200
RATE OF CLIMB – FEET/MINUTE
(-10.0) (-8.0) (-6.0) (-4.0) (-2.0) (0) (2.0) (4.0) (6.0)
RATE OF CLIMB – (METERS/SECOND)
BELL 412 P I L O T T R A I N I N G M A N U A L
LANDING DISTANCE
The Single Engine Landing Distance chart (Figure PER-26) provides the
landing distance required to clear a 50-foot (15-meter) obstacle for all out-
side air temperatures, pressure altitudes, and gross weights. Landing distances
are based on an approach condition of 45 KIAS and 500 feet per minute rate
of descent, zero wind.
ALL MODELS
SINGLE ENGINE LANDING DISTANCE
OVER 50 FT. (15 M) OBSTACLE
21/2 MINUTE OEI 45 KIAS
POWER AS REQUIRED RATE OF DESCENT 500 FT/M
ENGINE RPM 97% HARD SURFACED RUNWAY
GENERATOR 150 AMPS INOPERATIVE ENGINE SECURED
MAX. OAT
0 00
10,
00
8,0
00
MIN.
OAT
6,0
00
4,0
00
LANDING DISTANCE
2,0
DE
LEV
ITU
SEA
ALT
RE
0
PR -2,00
SU
ES
BELL 412 P I L O T T R A I N I N G M A N U A L
140
LEVEL FLIGHT
CALIBRATED AIRSPEED — KNOTS
120
100
AUTOROTATION
80
CLIMB
60
40
20
0
0 20 40 60 80 100 120 140 160
INDICATED AIRSPEED — KNOTS
BELL 412 P I L O T T R A I N I N G M A N U A L
Helicopter flight produces three forms of drag: profile drag associated with
rotation of the rotor systems through the air, induced drag which occurs when
the rotor system produces lift, and parasite drag that develops when the non-
lift producing parts of the helicopter are moved through the air. Each form of
drag requires a corresponding form of power to overcome the drag effects
(Figure PER-28).
Profile power overcomes profile drag and remains fairly constant through-
out the helicopter flight envelope.
Induced power required is very high during hovering, when the rotor must pro-
duce all its own lift, and increases very slightly just before the helicopter enters
translational lift. After translational lift, the induced airflow through the rotor
as a result of forward airspeed reduces the need for induced power significantly.
The helicopter’s most efficient airspeed is that at which the sum total of all
three types of power is the lowest.
100%
90%
70%
P 60%
O PARASITE POWER
W 50%
E
R 40%
30%
20%
10%
PROFILE POWER
AIRSPEED
BELL 412 P I L O T T R A I N I N G M A N U A L
NOISE LEVELS
CERTIFICATION
This aircraft is certified as a Stage 2 helicopter as prescribed in FAR Part
36, Subpart H, for gross weights up to and including the certificated maxi-
mum takeoff and landing weight of 11,900 pounds (5,398 kilograms). There
are no operating limitations in meeting the takeoff, flyover, or approach
noise requirements.
The following noise levels comply with FAR Part 36, Appendix H, Stage 2 noise
level requirements. They were obtained by analysis of approved data from
noise tests conducted under the provisions of FAR Part 36, Amendment 36-14.
NOTE
No determination has been made by the Federal
Aviation Administration that the noise levels of this
aircraft are or should be acceptable or unacceptable
for operation at, into, or out of any airport.
SUPPLEMENTAL INFORMATION
The test and analysis procedures used to obtain these noise levels are es-
sentially equivalent to those required by the International Civil Aviation
Organization (ICAO) in Annex 16, Volume 1, Chapter 8. Approval is ap-
plicable only after endorsement by the Civil Aviation Authority of the coun-
try of aircraft registration.
BELL 412 P I L O T T R A I N I N G M A N U A L
CATEGORY A OPERATIONS
Most Bell 412s are operated under FAR Part 29 Category B operations, and
the majority of the RFM limitations and performance charts are based on
Category B.
• The helicopter is operating under a FAR Part 133, 135, or 127 certificate.
• The party owning, operating, or hiring the helicopter requires that the
flight should be conducted under Category A.
BELL 412 P I L O T T R A I N I N G M A N U A L
4,000
20
°C
MA
25
°C
XO
30
°C
3,000
AT
PRESSURE ALTITUDE~FEET
35
°C
40
°C
2,000
45
°C
1,000
0
50
51
°C
.7
M
°C
A
X
O
AT
–1,000
74 76 78 80 82 84 86 88 90 92 94 96 98 100 ~ lb X 100
34 35 36 37 38 39 40 41 42 43 44 45 ~ kg X 100
8020 LB
GROSS WEIGHT
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
20
Δ TORQUE—%Q
2
10
1
0 0
60 70 80 90 100 110 120 130 140
TRUE AIRSPEED—KNOTS
90 8
XMSN LIM
CLEAN CONFIGURATION
80
70 7
FUEL FLOW—100 LB/HR
60 —
GW
12
TORQUE—%Q
LRC
50 6 11
10
9
40 8
5 7
30
MAX END
VNE
20 4
10
3
60 70 80 90 100 110 120 130 140
TRUE AIRSPEED—KNOTS
BELL 412 P I L O T T R A I N I N G M A N U A L
SYLLABUS/CURRICULUM
CONTENTS
Page
INTRODUCTION ........................................................................... SYL-1
GENERAL INFORMATION.......................................................... SYL-1
PROGRAMMED TRAINING HOURS.......................................... SYL-1
GROUND SCHOOL MODULES................................................... SYL-2
GENERAL OPERATIONAL
SUBJECTS MODULES.................................................................. SYL-2
Module 1—Weight and Balance........................................... SYL-2
Module 2—Performance ...................................................... SYL-2
Module 3—Flight Planning .................................................. SYL-2
Module 4—Rotorcraft
Flight Manual (RFM) ............................................................ SYL-2
Module 5—Windshear.......................................................... SYL-2
Module 6—Crew Resource
Management (CRM) .............................................................. SYL-2
AIRCRAFT SYSTEMS MODULES.............................................. SYL-3
Module 1—Aircraft General................................................. SYL-3
Module 2—Powerplant ......................................................... SLY-3
Module 3—Air Management................................................ SYL-3
Module 4—Fire Protection ................................................... SYL-3
Module 5—Fuel System ....................................................... SYL-3
Module 6—Electrical System............................................... SYL-3
Module 7—Lighting ............................................................. SYL-3
Module 8—Master Warning System .................................... SYL-3
Module 9—Powertrain ......................................................... SYL-4
Module 10—Main Rotor ....................................................... SYL-4
Module 11—Tail Rotor.......................................................... SYL-4
Module 12—Flight Controls/AFCS ...................................... SYL-4
Module 13—Hydraulic .......................................................... SYL-4
Module 14—Ice and Rain Protection .................................... SYL-4
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
SYLLABUS/CURRICULUM
INTRODUCTION
This syllabus has been prepared to serve as a general outline to assist you while
you attend this course. Normally it serves as a guide for the instructor, but
deviations will occur. Occasionally changes must be made due to unforeseen
circumstances to accommodate training in the most effective manner. If some
items are not covered where or when indicated, they will be covered at a dif-
ferent time.
GENERAL INFORMATION
The pilot recurrent training consists of the following:
NON-
PART 142 PART 142
• Classroom hours .......................................... 12.0* 12.0*
• Preflight................................................................................................ 1.0
BELL 412 P I L O T T R A I N I N G M A N U A L
GENERAL OPERATIONAL
SUBJECTS MODULES
MODULE 1—WEIGHT AND BALANCE
Module 1 is a thorough review regarding the center of gravity (CG). Items
to be covered will include weight and balance limits, data, and cockpit and
cabin loading.
MODULE 2—PERFORMANCE
Module 2 is a review of Section 4 of the Rotorcraft Flight Manual (RFM), with
emphasis on power assurance checks, hover power charts, takeoff and OEI land-
ing distance charts, and twin engine and single engine rate-of-climb charts.
MODULE 5—WINDSHEAR
Module 5 will review windshear with a low level temperature inversion in a
frontal zone associated with thunderstorms and microbursts.
BELL 412 P I L O T T R A I N I N G M A N U A L
automation, decision making and judgement errors, and effects of and cop-
ing with stress.
MODULE 2—POWERPLANT
Module 2 will be a review of the Pratt and Whitney PT6T Twinpac engine sys-
tems, their operation, associated malfunctions and malfunction procedures.
MODULE 7—LIGHTING
Module 7 will be a review of the aircraft interior and exterior lighting.
BELL 412 P I L O T T R A I N I N G M A N U A L
MODULE 9—POWERTRAIN
Module 9 will be a review of the powertrain components, main driveshaft,
main transmission, main transmission lubrication system, main transmis-
sion subsystems, tail rotor drive system, and tail rotor malfunctions.
MODULE 13—HYDRAULICS
Module 13 will be a review of the Bell 412 hydraulic systems to include the
hydraulic system components, operations, and malfunctions.
MODULE 15—ENVIRONMENTAL
Module 15 will be a review of the environmental systems, cockpit and cabin
heating system, and cockpit ventilation system.
MODULE 16—AVIONICS
Module 16 will be a review of the function and operation of the general
avionics system in the Bell 412 helicopter. The King Gold Crown series
equipment will be discussed.
BELL 412 P I L O T T R A I N I N G M A N U A L
MODULE 18—PREFLIGHT
Module 18 will be a pilot walkaround and interior check of the Bell 412 uti-
lizing the preflight check in the Rotorcraft Flight Manual.
MODULE 19—REVIEW
During Module 19, the pilot will successfully complete a multiple choice ex-
amination for which a minimum score of 70% is required for Non-Part 142
and 80% for Part 142 requirements. Each incorrect response will be critiqued.
As a pilot’s proficiency and job requirements vary, each pilot will be trained
in the environment most closely approximating his/her flying requirements
(i.e. VFR, VFR/IFR, offshore, EMS, military, air taxi, corporate, etc.).
1. Preparation
a. Preflight
b. Performance Limitations
2. Surface Operations
a. Powerplant Start
b. Pretakeoff Checks
BELL 412 P I L O T T R A I N I N G M A N U A L
3. Takeoff
a. Hover Taxi
b. Air Taxi
4. Climb
a. Normal
b. Traffic Patterns
5. Landings
a. Parking
1. Flight Controls
5. Engine System
2. Pinnacle/Platform Operation
3. Rapid Deceleration
BELL 412 P I L O T T R A I N I N G M A N U A L
1. Takeoff
a. Instrument Takeoff
2. Enroute
b. Steep Turns
3. Approaches
c. Nonprecision Approach
d. Missed Approach
4. Landings
a. Go Around
a. Holding
BELL 412 P I L O T T R A I N I N G M A N U A L
4. Emergency Equipment
6. Powerplant
7. Fuel System
8. Electrical
9. Hydraulics
2. Transmission
3. Tail Rotor
4. Fuel System
1. Preflight Procedures
2. Ground Operations
4. Inflight Maneuvers
5. Instrument Procedures
BELL 412 P I L O T T R A I N I N G M A N U A L
8. Emergency Procedures
9. Postflight Procedures
COMPLETION STANDARDS
The pilot must demonstrate satisfactory performance through behavioral
checks and examinations in the classroom and in the simulator to insure skill
requirements have been demonstrated to maintain pilot-in-command status.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
Figure Title Page
MWS-1 Annunciators—SNs 33001–33107 .......................... MWS-8
MWS-2 Annunciators—SNs 33108 and Subsequent ............ MWS-9
MWS-3 Annunciators—SNs 36087 and Subsequent ............ MWS-9
TABLES
Table Title Page
MWS-1 Caution Panel Caution/Warning Lights .................... MWS-2
MWS-2 Additional Caution/Warning Lights ........................ MWS-6
BELL 412 P I L O T T R A I N I N G M A N U A L
GENERAL
The caution/warning system includes: the caution panel, other caution/warn-
ing lights for associated systems, the two MASTER CAUTION lights, cau-
tion panel system switches, and associated electrical supply systems. Warning
lights pertaining to systems that require the pilot’s immediate attention have
black letters on a red background (red letters on a black background on SNs
33108 and subsequent). Caution lights pertaining to systems that require
other than immediate attention have amber letters on a black background.
CAUTION PANEL
The caution panel is located on the engine instrument panel. For Bell 412 SNs
33001 through 33107, the panel contains 40 individual monitoring/detecting
systems and lights, all of which are functional. The caution panel for Bell SNs
33108 through 36086 contains 54 lights of which 43 are functional, and Bell
SNs 36087 and Subsequent contains 54 lights, of which 47 are functional.
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
NO. 1 FUEL SP, HP, EP Fuel transfer pump has failed, flow
TRANS switch or ejector pump malfunc-
tioned. Prior to BH 412 SN 33168
NO. 2 FUEL or fuel has leaked back into mid
TRANS underfloor cell after completion of
fuel transfer.
FUEL VALVE 107 Fuel valve not properly seated or
circuit breaker out.
FUEL
VALVE SP, HP, EP Fuel valve not properly seated or
circuit breaker out.
FUEL XFEED
107 Fuel crossfeed valve not fully open
or closed.
FUEL
XFEED
SP, SH, EP Fuel crossfeed valve not fully open
BELL 412 P I L O T T R A I N I N G M A N U A L
CAUTION/
WARNING MODEL CAUSE FOR ILLUMINATION
LIGHT
GEN OVHT 107 Generator overheating.
INVERTER 2
BELL 412 P I L O T T R A I N I N G M A N U A L
ENG 2 OUT
FIRE 2 PULL
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
TEST RESET
OIL PART SEP E E PART SEP OIL
PRESSURE OFF PNL BRT OFF PRESSURE
N N
GOV
ENGINE
CHIP
GOV
MANUAL
G G MANUAL
ENGINE
CHIP
FUEL DC
1 LT
+
DIM 2 DC FUEL
VALVE GENERATOR GENERATOR VALVE
RESET
OIL PART SEP E TEST E PART SEP OIL
PRESSURE OFF OFF PRESSURE
N PNL BRT N
GOV
ENGINE
CHIP
GOV
MANUAL
G G MANUAL
ENGINE
CHIP
FUEL DC
1 LT DIM 2 DC FUEL
VALVE GENERATOR GENERATOR VALVE
NO. 1 FUEL NO. 1 AUTO C'BOX OIL XMSN OIL NO. 1 AUTO NO. 2 FUEL
TRANS PILOT PRESSURE PRESSURE PILOT TRANS
BELL 412 P I L O T T R A I N I N G M A N U A L
SYSTEMS REVIEW
CONTENTS
Page
INTRODUCTION ............................................................................. SR-1
HELICOPTER DESCRIPTION........................................................ SR-1
Principal Dimensions ............................................................... SR-1
Location References................................................................. SR-1
GENERAL ARRANGEMENT......................................................... SR-5
Crew Compartment .................................................................. SR-5
Passenger/Cargo Compartment................................................ SR-5
Baggage Compartment............................................................. SR-6
INSTRUMENT PANEL AND CONSOLES..................................... SR-7
ROTOR SYSTEMS ........................................................................... SR-7
Main Rotor ............................................................................... SR-7
Tail Rotor ................................................................................. SR-7
TRANSMISSION.............................................................................. SR-8
HYDRAULIC SYSTEMS................................................................. SR-9
FLIGHT CONTROL SYSTEM ........................................................ SR-9
FORCE TRIM SYSTEM ................................................................ SR-10
Force Trim Controls............................................................... SR-10
PITOT-STATIC SYSTEM ............................................................... SR-10
AUXILIARY SYSTEMS ................................................................ SR-11
Heating Systems..................................................................... SR-11
Ventilating Systems ............................................................... SR-11
Lighting Systems ................................................................... SR-11
Windshield Wipers................................................................. SR-12
Intercommunications Systems ............................................... SR-12
Rotor Brake............................................................................ SR-12
EMERGENCY EQUIPMENT ........................................................ SR-13
Fire Detection System............................................................ SR-13
BELL 412 P I L O T T R A I N I N G M A N U A L
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
Figure Title Page
SR-1 Principal Dimensions ....................................................... SR-2
SR-2 Transmission Oil System Schematic ............................. SR-8
BELL 412 P I L O T T R A I N I N G M A N U A L
SYSTEMS REVIEW
INTRODUCTION
The helicopter, its primary and auxiliary systems, and emergency equipment
are described within this section.
HELICOPTER DESCRIPTION
The Bell Helicopter Textron Model 412 is a twin-engine, fifteen-place heli-
copter with a single four-bladed main rotor system and a tail rotor to provide
directional control.
PRINCIPAL DIMENSIONS
Principal exterior dimensions are shown in Figure SR-1. All height dimen-
sions must be considered approximate due to variations in loading and alight-
ing gear deflection.
LOCATION REFERENCES
Locations on and within the helicopter can be determined in relation to fuse-
lage stations, waterlines, and buttock lines, measured in inches from known
reference points.
Fuselage Stations
Fuselage stations (FS or sta.) are vertical planes perpendicular to, and mea-
sured along, the longitudinal axis of the helicopter. Station zero is the ref-
erence datum plane and is 20 inches (508 millimeters) aft of the nose of
the helicopter.
Waterlines
Waterlines (WL) are horizontal planes perpendicular to, and measured along,
the vertical axis of the helicopter. Waterline zero is a reference plane located
7.4 inches (188 millimeters) below the lowest point of the fuselage.
46 FT
BELL 412 P I L O T T R A I N I N G M A N U A L
(14 M)
FOR TRAINING PURPOSES ONLY
2 FT 7 IN.
(777 MM)
4 FT 8 IN. 9 FT 4 IN.
(1.4 M) (2.8 M)
1 FT 2 IN.
(360 MM)
FlightSafety
International
Figure SR-1. Principal Dimensions (Sheet 1 of 3)
BELL 412 P I L O T T R A I N I N G M A N U A L
FOR TRAINING PURPOSES ONLY
NOTES:
VERTICAL DIMENSIONS ARE FOR HELICOPTERS
6 FT 8 IN. AT 11,900 POUNDS (5,262 KILOGRAMS)
(2.0 M) GROSS WEIGHT. VERTICAL DIMENSIONS WILL
INCREASE APPROXIMATELY 3.3 INCHES
(83.8 MILLIMETERS) WHEN HELICOPTER IS EMPTY.
9 FT 4 IN.
(2.8 M)
FlightSafety
International
SR-3
56 FT 2 IN.
(17.1 M)
45 FT 11 IN.
(14 M) 41 FT 8 IN.
(12.7 M)
BELL 412 P I L O T T R A I N I N G M A N U A L
12 FT 10 IN.
FOR TRAINING PURPOSES ONLY
(3.9 M)
8 FT 7 IN.
(2.6 M)
10 FT 10 IN.
(3.3 M) 1 FT 5 IN.
(423 MM)
5 FT 1 IN.
(1.5 M)
15 FT 1 IN.
1 FT 3 IN. (4.6 M)
11 FT 5 IN. (393 MM)
FlightSafety
(3.5 M)
International
Figure SR-1. Principal Dimensions (Sheet 3 of 3)
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
Buttock Lines
Buttock lines (BL) are vertical planes perpendicular to, and measured to the
left and right along the lateral axis of the helicopter. Buttock line zero is the
plane at the longitudinal centerline of the helicopter.
GENERAL ARRANGEMENT
The fuselage forward section contains the nose compartment for electrical and
avionics equipment, the crew compartment, the passenger/cargo compartment,
and the lower fuel cells. The center section incorporates the transmission com-
partment, the pylon support structure, and the upper fuel cells. The aft sec-
tion of the fuselage houses the left and right engines, the combining gearbox
and oil coolers, and has compartments for avionics, AFCS computers, the bleed-
air heater, and optional equipment components.
The tailboom is attached to the aft end of the fuselage and supports the tail
rotor and drive train, vertical fin, horizontal stabilizer/elevator, and tail skid.
A baggage compartment is located in the forward end of the tailboom.
CREW COMPARTMENT
The crew compartment or cockpit occupies the forward part of the cabin. The
pilot station is on the right side, and the copilot/forward passenger station is
on the left.
The instrument panel extends across the front of the cockpit and is tilted up-
ward slightly for more direct viewing of the instruments. An overhead con-
sole is centered on the cabin roof, and a floor-mounted pedestal is located
between the crew seats.
A door on either side permits direct access to the crew compartment. Large
glass windshields and clear acrylic windows in the crew doors, roof, and lower
nose area allow good visibility from the crew compartment.
Crew Seats
The pilot and copilot seats are designed for energy attenuation to absorb ver-
tical impact loads in the event of a hard landing. Adjustment handles located
beneath the right side of each seat can be pulled to adjust seats 4.0 inches (10.2
centimeters) vertically and 4.5 inches (11.4 centimeters) longitudinally. Each
crew seat is equipped with a lap seatbelt and a dual shoulder harness with in-
ertial reel, which locks in the event of rapid deceleration.
PASSENGER/CARGO COMPARTMENT
The aft area of the cabin contains a space of 220 cubic feet (6.2 cubic meters)
for the carriage of passengers or internal cargo.
BELL 412 P I L O T T R A I N I N G M A N U A L
A large sliding door and a hinged panel on either side of the cabin provide
full, direct access to the passenger/cargo compartment. Large acrylic windows
in the doors allow outside viewing from any seat.
Passenger Seats
The passenger seats are arranged in a row of four seats facing aft, another row
of five seats facing forward, and a pair of seats facing outboard from either
side of the pylon support structure. All seats are equipped with lap seatbelts,
shoulder harnesses, and inertial reels, and are designed for energy attenua-
tion to absorb vertical impact loads in the event of a hard landing.
BAGGAGE COMPARTMENT
The baggage compartment is located in the forward end of the tailboom and
has a capacity of 28 cubic feet (0.8 cubic meter). The compartment can carry
up to 400 pounds (181 kilograms) of baggage or other cargo, which can be
secured using the twenty tiedown fittings provided.
The access door is on the right side of the tailboom and is provided with a
key lock for security of baggage compartment contents.
Two interior lights illuminate the baggage compartment when the door is open.
The DOOR LOCK caution light illuminates on the caution panel when the door
is not properly latched.
BELL 412 P I L O T T R A I N I N G M A N U A L
The flight instruments are mounted in the section in front of the pilot’s seat.
The system’s instruments and the caution panel are mounted in the center
section of the panel. Optional copilot flight instruments are mounted in the
section in front of the left seat.
The collective control panel mounts engine switches used during starting and
shutdown, landing light and searchlight control switches, and optional
equipment switches.
The pedestal, located between the two crew seats, supports the avionics con-
trol heads, and engine and flight control system switches. A case for stowage
of the helicopter logbook, maps, and other data is incorporated into the
pedestal.
The hourmeter panel is located at the base of the pedestal on the right side.
It supports the hourmeter, transmission chip indicators (XMSN CHIP IND),
and the battery bus circuit breakers (NO. 1 BUS BAT and NO. 2 BUS BAT).
The hourmeter records aircraft operating time in hours and tenths. The trans-
mission chip indicators provide an indication to maintenance personnel that
the transmission chip caution light (XMSN CHIP) had illuminated and where
the chip occurred. To reset the indicator, rotate the outer portion 60 degrees
clockwise.
The Dual Digital AFCS EEPROM READ and ERASE switches are located
on the console just aft of the hourmeter panel.
The overhead console mounts electrical system switches and circuit breakers.
ROTOR SYSTEMS
MAIN ROTOR
The main rotor system consists of four composite blades mounted to flex-beam
type yokes to provide a soft-in-plane arrangement. Elastomeric bearings help
damp vibrations and provide lead-lag action for the main rotor blades. Two
of the blades can be folded parallel to the others to minimize the space re-
quired for storage.
TAIL ROTOR
The tail rotor is a two-bladed, semi-rigid rotor system mounted on the right
side of the vertical fin. Rotor flapping is allowed by a delta hinge for stabil-
ity during hovering turns and forward flight.
BELL 412 P I L O T T R A I N I N G M A N U A L
INPUT
QUILL
FILTER UPPER
JET 4 X
M
S
N
FULL MAST
PUMP C
LOW H
CAUTION PANEL I
PUMP SCREEN P
PLNTY
CHIP XMSN
CHIP I
DETECTOR N
D
TEMP SUMP
BYPASS
VALVE FILTER
DEBRIS
TO RESET
ROTATE
LEGEND RING
60° CW
COOLER OIL SUPPLY
PRESSURE
NOTE Debris Monitor
DRAIN on HP/EP only.
QUICK DISC.
VALVE
TRANSMISSION
The transmission is mounted in the pylon support structure with four vibra-
tion-isolating mounts. Two stages of planetary reduction gears and spiral bevel
gears are used to reduce the input driveshaft speed to the speeds required for
main rotor and tail rotor drive. Both hydraulic pumps are driven by the trans-
mission (Figure SR-2).
A gage in the instrument panel allows the flight crew to monitor transmis-
sion oil temperature and pressure. Warning lights are provided to warn of high
transmission oil temperature and low transmission oil pressure. A caution light
is provided to warn of metal particles in transmission oil. Three remote trans-
mission chip indicators are located on the right side of the pedestal near the
cabin floor. On some models a fourth chip detector indicator is connected to
a debris monitor which is located in the transmission internal filter.
BELL 412 P I L O T T R A I N I N G M A N U A L
HYDRAULIC SYSTEMS
Two separate hydraulic systems are used to assist cyclic, collective, and anti-
torque flight controls. Each system contains a reservoir, a pump, an integrated
valve and filter assembly, an accumulator, and check valves.
Each integrated valve and filter assembly contains a system pressure filter and
a system return filter. In the event any one of these filters becomes partially
clogged, a button on the filter housing will pop out to give an indication of
filter bypass. This button will also activate a switch which will cause a re-
mote hydraulic filter bypass indicator in the lower right area of the nose to
switch from green to red. The remote bypass indicator can be seen on the pre-
flight check through the lower right nose window.
The hydraulic pumps are driven by the transmission and have different rated
capacities. The system 1 pump delivers a greater volume of fluid to operate
the antitorque flight control servoactuator.
The cyclic and collective flight control servoactuators are each powered by
both hydraulic systems, such that if either system fails, the remaining sys-
tem will operate the actuators. The antitorque servoactuator is powered by
the No. 1 hydraulic, only.
Each hydraulic system has a gage to allow the flight crew to monitor fluid
pressure and temperature. A HYDRAULIC caution light illuminates in the
event of low hydraulic fluid pressure or high temperature in either system.
Control inputs from the cyclic stick, collective stick, and antitorque pedals
are transmitted by push-pull tubes and bellcranks to the hydraulic flight con-
trol actuators. The two cyclic flight control actuators are connected to the swash-
plate, located above the transmission. The swashplate converts the fixed
controls to rotating controls and actuates alternating cyclic pitch inputs to the
main rotor.
The antitorque flight control actuator is located in the aft fuselage compart-
ment near the tailboom attachment. The tail rotor fixed controls are connected
BELL 412 P I L O T T R A I N I N G M A N U A L
The antitorque control pedals in the cockpit can be adjusted fore and aft
by depressing and rotating a knob located on the floor just forward of each
crew seat.
The pilot cyclic control stick is gimbal mounted to provide movement in any
direction. There are two cyclic centering caution lights located on the pilot’s
and copilot’s instrument panel near the MASTER CAUTION light. These lights
will illuminate upon excessive cyclic inputs during ground operations below
normal operating range. Properly positioning the cyclic stick will extinguish
the lights.
PITOT-STATIC SYSTEM
The pitot system consists of an electrically heated pitot tube connected to the
airspeed indicator. A second, independent pitot system is installed when the
optional copilot’s instrument kit is installed.
The static system consists of the static ports and the tubing necessary to con-
nect them to the airspeed indicator(s), altimeter(s), and vertical speed indi-
cator(s). Two static ports are located just forward of the crew doors. IFR
configured helicopters are equipped with heated static ports. Two additional
static ports are located on the roof underneath the transmission cowling.
BELL 412 P I L O T T R A I N I N G M A N U A L
An alternate static port (if installed) is located inside the cockpit on the
pilot’s instrument panel on back of the STATIC SOURCE switch. Under
normal conditions, the switch should be placed in the PRI position. This
position selects the static ports located forward of the crew doors as well
as the roof mounted static ports (if installed). If erratic readings are
seen on the airspeed indicator, altimeter, and vertical speed indicators,
obstruction of the outside static ports is a possible cause. If this occurs,
the STATIC SOURCE switch should be placed in the ALTN position. This
position selects the alternate static air source (cabin air) and at the same
time, shuts off the outside static air source for the pilot’s side only.
AUXILIARY SYSTEMS
HEATING SYSTEM
The cabin heating system, which includes the windshield defrost system,
uses bleed air from the engine compressor sections as the source of heat. A
mixing valve which is controlled by a thermostat, mixes heated air with out-
side air to obtain the desired temperature.
When windshield defrost is selected, heated air is diverted from the doorpost
and pedestal heater outlets to the windshield nozzles.
VENTILATING SYSTEM
The ventilating system delivers outside air to nozzles by the instrument panel
and also to the windshield nozzles to defog the windshield and provide fresh
air ventilation. The overhead ventilation system delivers outside air through
overhead nozzles to the crew and passenger compartments.
LIGHTING SYSTEMS
Interior Lighting
Two multipurpose cockpit/map lights are mounted overhead in the crew com-
partment. Either the white or red light can be selected and the lights may be
adjusted from spot beam to flood type illumination. These lights may be re-
moved from their mounts for increased utility.
Three dome lights with intensity adjustments are mounted in the passenger
compartment. The dome lights also illuminate either red or white and are con-
trolled by a switch and rheostat located in the overhead console.
Other interior lighting circuits include the instrument panel lights, instrument
secondary lights, overhead console lights, and pedestal lights all controlled
by rheostats in the overhead console. An approach plate and map light is lo-
cated on each forward crew doorpost and is controlled by a rheostat knob on
the instrument panel.
BELL 412 P I L O T T R A I N I N G M A N U A L
Four self-illuminating beta lights are mounted over the windows in the pas-
senger/cargo doors to identify the emergency exits.
Exterior Lighting
Exterior lighting circuits include position lights, anticollision lights, a land-
ing light, a searchlight, and utility (step) lights. The landing light and search-
light are controlled by switches on the pilot’s collective stick. The other
exterior lights are controlled by switches in the overhead console.
WINDSHIELD WIPERS
Electrically powered windshield wipers are mounted above the windshields.
Selector knobs on the overhead console allow the pilot and copilot to control
the windshield wipers independently.
INTERCOMMUNICATIONS SYSTEM
The intercommunications control panel(s), located on the pedestal, are used
by the flight crew to control the intercom system and the navigation and com-
munication radio signals.
An optional aft intercom system may be installed to enable the flight crew to
communicate with passengers in the aft cabin in response to illumination of
the AFT INT CALL lights on the instrument panel. Passengers may also use
the aft intercom system to communicate with each other, or to monitor other
communication or navigation systems being used by the flight crew. During
IFR operations it is recommended that AFT INT be left off to preclude in-
terference with air traffic control communications.
ROTOR BRAKE
The rotor brake incorporates dual hydraulic systems which are independent
of the flight control hydraulic systems. The primary components include a
dual master cylinder located on the forward cabin roof, a brake disc with dual
brake cylinders mounted on the transmission, and associated hydraulic tub-
ing. Two ROTOR BRAKE warning lights on the caution panel are activated
by pressure switches in the brake hydraulic systems to warn the pilot that the
brake is not fully released.
BELL 412 P I L O T T R A I N I N G M A N U A L
EMERGENCY EQUIPMENT
FIRE DETECTION SYSTEM
A set of heat sensing elements is mounted to the cowling and forward fire-
wall for each power section. A fire or overheat condition will cause the FIRE
PULL handle for the affected power section to illuminate.
EMERGENCY EXITS
Door Jettison
If crew doors will not open, door jettison can be accomplished by pulling the
jettison handles, located on the doorpost forward of each crew door.
Window Jettison
If cabin sliding doors or hinged panels cannot be opened, emergency escape
is possible by pushing on the corners of the windows in the sliding doors to
jettison the windows.
BELL 412 P I L O T T R A I N I N G M A N U A L
SYSTEMS REVIEW—412SP
CONTENTS
Page
POWERPLANT ........................................................................... SR-SP-5
FUEL SYSTEM ........................................................................... SR-SP-5
Description—Mechanical................................................... SR-SP-5
Description—Electrical .................................................... SR-SP-10
ELECTRICAL SYSTEM .......................................................... SR-SP-16
DC Electrical System ....................................................... SR-SP-16
AC Electrical System ....................................................... SR-SP-18
HYDRAULIC SYSTEM ........................................................... SR-SP-18
FLIGHT CONTROL SYSTEM................................................. SR-SP-19
Force Trim Systems.......................................................... SR-SP-20
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)........... SR-SP-20
AFCS Controls and Indicators ......................................... SR-SP-21
PITOT-STATIC SYSTEM ......................................................... SR-SP-23
AUXILIARY SYSTEMS........................................................... SR-SP-23
Heating System ................................................................ SR-SP-23
Ventilating System............................................................ SR-SP-23
Lighting Systems.............................................................. SR-SP-24
Windshield Wipers ........................................................... SR-SP-24
Intercommunications Systems.......................................... SR-SP-24
Rotor Brake ...................................................................... SR-SP-25
EMERGENCY EQUIPMENT................................................... SR-SP-25
Fire Detection ................................................................... SR-SP-25
Engine Fire Extinguishing System ................................... SR-SP-25
First Aid Kit ..................................................................... SR-SP-26
Emergency Exits............................................................... SR-SP-26
BELL 412 P I L O T T R A I N I N G M A N U A L
ILLUSTRATIONS
Figure Title Page
SR-SP-1 Instrument Panel ....................................................... SR-SP-1
SR-SP-2 Overhead Console..................................................... SR-SP-2
SR-SP-3 Pedestal ..................................................................... SR-SP-3
SR-SP-4 Hourmeter Panel ....................................................... SR-SP-4
SR-SP-5
(SNs 33108–33167)................................................... SR-SP-6
Airframe Fuel Storage Systems
SR-SP-6
(SNs 33168 and Subsequent).................................... SR-SP-7
Fuel Transfer Pump Operation
TABLES
Table Title Page
SR-SP-1 Essential Bus Failure Listing.................................. SR-SP-14
SR-SP-2 Emergency Bus Failure Listing .............................. SR-SP-15
BELL 412 P I L O T T R A I N I N G M A N U A L
AC FEEDERS AC FEEDERS
AC AC
NO 1 XMSN AFCS ENG 1 ENG 2 AFCS CBOX NO 2
HYD CPLT OIL 26V TORQUE OIL FUEL LF FUEL OIL TORQUE 26V OIL PILOT HYD
PRESS HSI PRESS NO 2 METER PRESS PRESS ADF PRESS PRESS METER NO 1 PRESS HSI PRESS
CABIN CPLT STOP BCN ADF COMM COMM NAV ALT XPDR ATT PLT
LIGHTING LIGHTING
INST INST MAP LDG LDG SCHLT SCHLT MAP INST ENG ANTI BAG
POS CSL PED SEC CPLT CPLT CONTR PWR PWR CONTR PILOT PILOT INST UTIL COLL COMPT
HYD CAUTION/WARNING CAUTION/WARNING HYD
CBOX BAG MAIN ENG 1 ENG 2 RES XMSN
OIL NO 1 NO 1 ENG 1 COMPT FIRE FIRE MASTER CAUTION FIRE FIRE ROTOR ENG 2 NO 2 NO 2 OIL
TEMP SYS TEMP RPM FIRE EXT DET CAUTION FAIL DETR EXTG RPM RPM TEMP SYS TEMP
ENGINE NO 1 ENGINE NO 2
FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL
TRANS CONTR BOOST XFEED CONTR VALVE QTY INT CON INTCON QTY VALVE CONTR XFEED BOOST CONTR TRANS
HTR HTR
PITOT PITOT
ITT IGN START PART GEN 1 OIL ICS HTR HTR ICS OIL GEN 2 PART START IGN ITT
COMP RLY SEP RESET TEMP CPLT CPLT PILOT PILOT TEMP RESET SEP RLY COMP
ENGINE NO 1 ENGINE NO 2
MAIN DC MAIN DC
WIND EMERG WIND
INV 1 SHIELD GOV GEN 1 NO 2 ESNTL NO 1 ESNTL NO 1 ESNTL NO 2 ESNTL GEN 2 BUS SHIELD INV 2
PWR WIPER CONTR FIELD BUS BUS BUS BUS FIELD INICT WIPER PWR
CPLT FEEDERS FEEDERS FEEDERS FEEDERS PILOT
WIPERS
OFF OFF
ON ON ON
PK LO PK LO
NORMAL NON-ESNTL
MED MED BUS INV 1 INV 2
MANUAL OFF OFF
HI HI
COPILOT PILOT
NORMAL ON ON
EMERG LOAD
AFT DOME LIGHT
PITOT STATIC GEN 1 GEN 2 BATTERY
HEATERS RESET RESET OFF OFF
WHITE OFF
O O
F F
OFF F F
OFF BRT ON ON ON ON
RED ON BUS 1 BUS 2
BELL 412 P I L O T T R A I N I N G M A N U A L
SYS 2 ON
L R
YAW ROLL PITCH
HP 1 HP 2
ON ON
CPL SAS/ATT
ON SAS/ATT
NAV 1 NAV 2
MANUAL OVRD ON OVRD ON MANUAL
FUEL
XFEED/INTCON
TEST BUS 1
ENGINE 1 ENGINE 2
NAV NAV
VOL VOL NORM
OFF OFF F ON ON F
U TEST BUS 2 U
E E
L OFF FUEL XFEED OFF L
NORM
COMM 1 COMM 2
B FWD FWD B
P P
O
U ON TANK OVRD CLOSE
TANK ON O
U
O T T O
M ON FR ON M
S FUEL FR S
P UA P
T OFF INTCON U A OFF T
VOL
COMM VOL
COMM EN NORM EN
OFF PULL OFF PULL LS LS
TEST TEST OFF OPEN OFF
AFT AFT
TANK OVRD CLOSE TANK
ON ON ON ON
VOL VOL
DC DC
NAV AUDIO
MKR BCN DME
HI
LO
OFF
SENSITIVITY VOL VOL
MAP
AND
DATA
CASE
BELL 412 P I L O T T R A I N I N G M A N U A L
TRANSMISSION
The transmission is mounted in the pylon support structure with four vibration-
isolation mounts. Two stages of planetary reduction gears and spiral bevel gears
are used to reduce the input driveshaft speed to the speeds required for main
rotor and tail rotor drive. Both hydraulic pumps are driven by the transmission.
A gage on the instrument panel allows the flight crew to monitor transmission
oil temperature and pressure. Caution lights are provided to warn of high
transmission oil temperature, low transmission oil pressure, and metal particlesin
transmission oil. Three remote transission chip indicators are located on the
right side of the pedestal near the cabin floor (Figure SR-HP-4).
NO 1 NO 2
BUS BUS
BAT BAT
UPPER
X
M
MAST
S
N
C
H
I
PLNTY P
I
N
2 157 1 D
SUMP
TO RESET
ROTATE
RING
60° CW
BELL 412 P I L O T T R A I N I N G M A N U A L
POWERPLANT
The powerplant, a Pratt and Whitney PT6T-3B twin turboshaft engine, con-
sists of two identical free-turbine power sections connected to a combin-
ing/reduction gearbox. Each power section has its own lubrication system,
starter/generator, and fuel control. The combining gearbox has a separate
lubrication system.
FUEL SYSTEM
The fuel system description is in two parts—mechanical and electrical.
DESCRIPTION—MECHANICAL
The fuel system (Figure SR-SP-5) is comprised of 10 crash resistant fuel cells.
Six of the cells are located below the cabin floor and four are located aft of
the cabin and above the level of the underfloor cells. A system of transfer pumps,
interconnects, and standpipes provides a fuel burn sequence (Figure SR-SP-
7) that maintains the fuel C.G. within the required limits. Partial cell dividers
(isolation barrier) cells in the upper center main cells,and the system inter-
connect valve provide 65.5 gallons (247.9 liters) isolated fuel supply for
each engine.
Cell Vents
Four fuel cell vents are located on the underside of the fuselage. The two vents
located inside of the doorposts vent the lower forward and mid cells. The two
vents located aft of the fuel compartment vent the lower main and upper
fuel cells.
During refuel operations, air pressure may force some fuel into the vent lines,
and it is normal for the system to expel up to a pint of fuel under each
doorpost.
BELL 412 P I L O T T R A I N I N G M A N U A L
FOR TRAINING PURPOSES ONLY
THERMISTOR
THERMISTOR
LEGEND
FUEL CELLS
FUEL STORAGE SYSTEM COMPONENTS
FlightSafety
FUEL QUANTITY PROBES
International
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
T
FLOOR
1
2 3 5 6
T T
4 T
1 TRANSFER PUMP
2 HIGH PRESSURE/LOW QUANTITY FUEL
3 EJECTOR PUMP
4 LOW PRESSURE/HIGH QUANTITY FUEL
5 FLOW SWITCH CHECK VALVE
6 ADDED FUEL LINE FOR FUEL OUT
TO UPPER CENTER CELL
T THERMISTOR
NOTE:
LEFT SIDE SHOWN
RIGHT SIDE OPPOSITE
6
3 4
MAIN CELL
MIDDLE CELL
1 LEGEND
FORWARD CELL TRANSFER PRESSURE
BELL 412 P I L O T T R A I N I N G M A N U A L
gine feed cells on helicopter S/N 33167 and prior, and to the upper forward
center cell on helicopter S/N 33168 and subsequent by a dual transfer (left
and right) system. Each system consists of an electrically driven transfer
pump located in the forward underfloor cell, and a combination flow switch
and check valve. The transfer system will operate continuously until the burn
4 fuel is depleted, then the thermistors located in the forward underfloor
cells will shut off the transfer pumps. Fueling through the gravity filler cap
will fill the cells in the reverse order of the fuel burn sequence.
A transfer pump in each lower forward tank transfers fuel to the corresponding
lower main tank or upper forward center tank. This flow provides the motive
force for an ejector pump in the lower mid tanks, which transfers fuel from
that tank to the corresponding lower main tank. The transfer pumps shut off
automatically after the lower forward tanks are emptied.
BELL 412 P I L O T T R A I N I N G M A N U A L
13000
T/O CG
135.1 141.4
12000
11,900 LB
BURN 1 T/O FUEL
330.5 GAL
T/O GW 11073 LB 2148 LB
11000
GROSS WEIGHT—LB
BURN 2
8000
7000
LND CG
6400
MINIMUM WEIGHT
6000
130.4 BURNS 1, 3, AND 5
130 132 134 136 138 140 142 144
BURN 6
BURN 2
BURN 1
BURN 4 BURN 3
BURN 5
T
FLOOR
T T
BELL 412 P I L O T T R A I N I N G M A N U A L
feed and interconnect valves is closed, but the interconnect valve has an op-
tional open position. Both have an override position so the valves may be closed,
if necessary, after being automatically opened. Electrical power for the cross-
feed valve is provided by the 28 VDC essential buses. Electrical power for
the interconnect valve is provided by the 28 VDC emergency buses. If essential
bus fails, the valves will continue to operate. The fuel valves are powered by
the 28VDC emergency buses. Circuitry protection is provided by circuit
breakers located on the overhead circuit breaker panel. For a more complete
description of the electrical portion of the fuel system, refer to DESCRIP-
TION—ELECTRICAL.
DESCRIPTION—ELECTRICAL
The electrical portion of this system is basically two distinct parts. One part
is fuel quantity indication that is inclusive of the fuel gaging and fuel low level
indication. The other part is the fuel transfer system.
The fuel quantity part of this system is identical for each side of the helicopter,
respective to fuel tanks. Fuel quantity system components in each side are
four capacitive fuel probes, a section of the fuel quantity signal conditioner,
and one needle of a dual needle indicator. In addition to these components
are the digital display and the FWD/MID TANK switch function. The digi-
tal display, switch function, and probe locations are adequately described in
the mechanical portion of fuel system description.
The probes send information to the signal conditioner, and in turn the signal
conditioner processes and sends the information to the indicator.
The low fuel indication that is displayed by a caution segment indicator light
consists of the caution segment, a part of the signal conditioner, and thermistors
on the fuel quantity probe in each outboard upper fuel cell. A thermistor is a
device that changes signal level when fuel is no longer covering it. Thus, this
change in signal level is transmitted to the signal conditioner, which in turn
provides a signal to illuminate the FUEL LOW caution light. Each signal con-
ditioner can provide this information to a single FUEL LOW caution light.
This means that either outboard upper fuel tanks low fuel condition will re-
sult in illuminating the FUEL LOW caution light. The FUEL LOW caution
light signal from either side is inhibited if electrical power to the respective
side is not present. This operation is necessary to prevent a signal that is a
result of power failure and not necessarily low fuel.
The fuel low function interacts with a fuel interconnect feature. When both
low fuel signals from both signal conditioners occur, the fuel interconnect valve
will automatically open between the two engine feed fuel tanks. This will cause
the FUEL INTCON caution light to illuminate. The light will extinguish
when the FUEL INTCON switch is positioned from NORM to OPEN. The op-
tion to open or close the interconnect valve is available should a manual
override be desired from either valve position. When the valve is commanded
to change position from the opposite position, by selecting OPEN or OVRD
CLOSE, the FUEL INTCON caution light will illuminate during the time of
valve movement. It will extinguish after the valve reaches a compatible po-
sition with the switch. A press-to-test feature is provided to determine if re-
BELL 412 P I L O T T R A I N I N G M A N U A L
The transfer part of this system for each side of the helicopter fuel tanks is
identical to the other side. However, the fuel quantity signal conditioner sig-
nal that enables the fuel transfer pump is supplied for both fuel transfer
pumps from either signal conditioner. This results in operation of both fuel
transfer pumps until both forward fuel tanks are empty.
Each side has a FUEL TRANS caution light associated with the fuel transfer
function. This light will illuminate if there is fuel in the respective forward
fuel tank and no fuel is being transferred. This condition can occur if the FUEL
TRANS switches are not positioned to ON and fuel is present in either for-
ward tank. Another condition for illumination of this caution light is if fuel
should be present in the mid tank after fuel transfer is complete from the for-
ward. This is an indication of trapped, unusable fuel in the mid tank. The last
condition for illumination of this caution light is loss of power to the respective
fuel quantity signal conditioner and absence of fuel flow from the respective
transfer pump. This would result in an illuminated FUEL TRANS caution light
when the respective fuel quantity indicator is inoperative and fuel transfer
from this forward tank is complete. The light will remain illuminated under
this condition after fuel transfer is complete.
The condition of power loss to the signal conditioner affects the fuel low level
caution function as previously discussed. The total indication of power loss
to a signal conditioner is a loss of fuel quantity indication for the respective
side and a FUEL TRANS caution light that illuminates and will not extinguish
after fuel transfer from the forward tank is complete.
FUEL
TRANS
CLOGGED
EJECTOR PUMP
BELL 412 P I L O T T R A I N I N G M A N U A L
FAILED TRANSFER
SIGNAL PUMP
FOR TRAINING PURPOSES ONLY
CONDITIONER
LEGEND
THERMISTOR SWITCHES
FlightSafety
BEFORE FUEL TRANSFER
DURING FUEL TRANSFER
International
Figure SR-SP-8. Fuel Transfer Caution Light Diagram
AFTER FUEL TRANSFER
FlightSafety
International
BELL 412 P I L O T T R A I N I N G M A N U A L
NO. 1 NO. 2
STARTER STARTER
GENERATOR GENERATOR
EXT
PWR
DC DC
LOAD- CONTROL CONTROL LOAD-
NO. 1 NO. 2
METER UNIT UNIT METER
START START
RLY RLY
EXT
NO. 1 PWR RLT NO. 2
SHUNT SHUNT
GEN GEN
RLY RLY
BAT BUS
NO. 1 BUS NO. 2 BUS
NO. 1 BAT RLY BAT RLY NO. 2
NON- NON-
ESS BAT ESS
BUS BUS
RLY RLY
OVLD OVLD
SENSOR SENSOR
NO. 1 NO. 2
VOLT VOLT
METER METER
EMER LOADS SWITCH
FROM
BAT
BUS
NO. 1 NO. 2
NO. 1 115-VAC BUS
INVERTER INVERTER
NO. 1 AC NO. 2 AC
VOLT METER VOLT METER
BELL 412 P I L O T T R A I N I N G M A N U A L
Engine/rotor rpm warning control unit ENGINE OUT light inop None Ess 1/2
Rotor rpm warning inop None Ess 2
BELL 412 P I L O T T R A I N I N G M A N U A L
Avionics, AFCS, and lighting VHF 1 COMM inop No xmit or rec Emer 1
Pilot turn/slip inop None Emer 2
BELL 412 P I L O T T R A I N I N G M A N U A L
Caution Lights
Fuel system caution light segments in the caution panel (Figure SR-SP-1)
illuminate to advise the pilot if any of the following conditions exist:
FUEL LOW Fuel level in left or right cells at or below 190 pounds.
Interconnect valve will open automatically when fuel
level in opposite side decreases to 190 pounds to
allow fuel in lower cells to equalize.
ELECTRICAL SYSTEMS
DC ELECTRICAL SYSTEM
The primary electrical system is a 28-volt direct current, negative ground
system (Figure SR-SP-9). Power is supplied by two 30-volt, 200-ampere
starter/generators, one mounted on each engine. The output voltage of each
generator is monitored and regulated by a DC control unit. The DC control
units provide overvoltage and reverse current protection and control paral-
leled generator operation so that the two generators share total load
requirements within ± 20 amperes.
BELL 412 P I L O T T R A I N I N G M A N U A L
In the event that one generator or engine should fail, both nonessential buses
are automatically dropped, and all essential and emergency DC loads are sup-
plied by the remaining generator. The nonessential bus switch (NON-ESNTL
BUS) located on the overhead console (Figure SR-SP-2) is available so that
the pilot, if desired, can manually restore power to the nonessential buses. In
the event that the pilot has manually restored power to the nonessential buses
and the second generator fails, both nonessential buses are again automati-
cally dropped. This arrangement provides automatic DC load shedding (Table
SR-SP-2) for a 30-minute flight with electrical power supplied by the bat-
tery only.
The battery bus switches through the respective battery bus relays prevent a
ground fault (short) in one main DC bus from disabling both generators.
BELL 412 P I L O T T R A I N I N G M A N U A L
They also select the generator that charges the battery. During normal oper-
ation, BATTERY BUS 2 switch is ON. However, for a battery start of engine
1, BATTERY BUS 1 switch must be ON. With both generators or generator
2 operating, BATTERY BUS 1 switch will automatically switch to OFF if
BATTERY BUS 2 switch is ON.
AC ELECTRICAL SYSTEM
The AC electrical system (Figure SR-SP-9) consists of two 450-va, 115/26.5-
volts, 400 Hz, single-phase, solid state inverters and associated controls.
Inverter 1 is energized by emergency DC bus 1 and is controlled by the INV
1 switch, located in the overhead console. Inverter 2 is energized by the es-
sential DC bus 2 and is controlled by the INV 2 switch, located in the over-
head console.
There are four additional components essential to the control and operation
of the AC electrical system: two AC voltage sensor relays, an emergency AC
bus control relay, and an Inverter 2 interlock relay.
Each voltage sensor relay monitors the 115-VAC output from the corre-
sponding inverter and directs the AC voltages to the respective buses of each
inverter. If an inverter fails to maintain a 104 to 125-VAC output, the corre-
sponding AC voltage sensor relay will transfer the AC load to the remaining
inverter.
The emergency AC bus control relay sheds all AC buses, except the 115 and
26.5-VAC emergency buses when the emergency load switch is in the EMERG
LOAD position (Figure SR-SP-2).
The inverter 2 interlock relay disables inverter 2 while the emergency load
switch is in the EMERG LOAD position.
Inverter 1, inverter 2 and AC voltage sensor relays are located on the lower
nose shelf. The emergency AC bus control relay and Inverter 2 interlock
relay are located in the cabin roof aft of overhead console.
INV 1 PWR and INV 2 PWR circuit breakers protect DC circuits, providing
power to the respective inverters.
Eight circuit breakers in the overhead console (Figure SR-SP-2) protect the
AC power distribution system.
HYDRAULIC SYSTEMS
Two separate hydraulic systems are used to assist cyclic, collective, and an-
titorque flight controls. Each system contains a reservoir, pump, integrated
valve and filter assembly, accumulator, and check valves.
BELL 412 P I L O T T R A I N I N G M A N U A L
Each integrated valve and filter assembly contains a system pressure filter and
a system return filter. In the event any one of these filters becomes partially
clogged, a button on the filter housing will pop out to give an indication of
filter bypass. This button will also activate a switch which will cause a hy-
draulic filter bypass indicator in the lower right area of the nose switch from
green to red. The remote bypass indicator can be seen on preflight check through
the lower right nose window.
The hydraulic pumps are driven by the transmission and have different rated
capacities. System 1 pump delivers a greater volume of fluid to operate the
antitorque flight control servoactuator.
NOTE
An electrical interlock prevents both hydraulic sys-
tems from being switched off at the same time. If one
system is off, and the other system is switched off,
the second system will remain on.
The cyclic and collective flight control servoactuators are each powered by
both hydraulic systems, such that if either system fails, the remaining sys-
tem will operate the actuators. The antitorque servoactuator is powered by
hydraulic system 1 only.
Each hydraulic system has a gage to allow the flight crew to monitor fluid
pressure and temperature. A No. 1 HYDRAULIC or No. 2 HYDRAULIC
caution light illuminates in the event of low hydraulic fluid pressure or tem-
perature in the corresponding system.
Control inputs from the cyclic stick, collective stick, and antitorque pedals
are transmitted by push-pull tubes and bellcranks to the hydraulic flight
control actuators. The two cyclic flight control actuators are connected to the
swashplate, located above the transmission. The swashplate converts the
fixed controls to rotating controls and actuates alternating cyclic pitch inputs
to the main rotor.
The antitorque flight control actuator is located in the aft fuselage compart-
ment near the tailboom attachment. The tail rotor fixed controls are connected
BELL 412 P I L O T T R A I N I N G M A N U A L
The antitorque control pedals in the cockpit can be adjusted fore and aft by de-
pressing and rotating a knob located on the floor just forward of each crew seat.
The pilot cyclic control stick is gimbal mounted to provide movement in any di-
rection. There are two cyclic centering caution lights located on the pilot and
copilot instrument panel near the MASTER CAUTION light. These lights will
illuminate upon excessive cyclic inputs during ground operations below normal
The dual automatic flight control system (AFCS) enhances the stability and con-
trollability of the helicopter and reduces pilot workload. The AFCS consists
of two independent helipilot systems, either of which is capable of helicopter
attitude control. HP1 is a three-axis helipilot system (pitch, roll, and yaw), and
HP2 controls the pitch and roll axis only. The systems incorporate independent
gyro references, helipilot computers, and linear actuators to enable either he-
lipilot to continue functioning in the event that the other fails.
Either helipilot can be operated in SAS mode or in ATT mode. The stability
augmentation system (SAS) mode provides short term stabilization without
sacrificing maneuverability. Aircraft response to a control input is attitude
BELL 412 P I L O T T R A I N I N G M A N U A L
rate limited to provide smooth, coordinated movement about pitch, roll, and
yaw axes. The attitude retention (ATT) mode provides automatic (hands off)
control of pitch and roll attitudes with short term stabilization of yaw atti-
tude. Turbulence damping in all three axis is provided automatically in ei-
ther SAS or ATT mode.
Use of the force trim system is optional during operation in SAS mode; how-
ever, the force trim must be on during ATT mode operation.
Automatic trim is provided in ATT mode (when both helipilots are engaged)
to maintain the linear actuators close to their center positions for optimum
control authority. Autotrim is disabled during single helipilot operation.
Helipilots 1 and 2 are selected by HP1 and HP2 buttons. The SAS/ATT but-
ton is used to select the desired helipilot mode. When either helipilot is en-
gaged, ATT mode is automatically engaged. SAS mode may then be selected
by depressing the SAS/ATT button.
The CPL button is used to couple the optional flight director (when installed)
to the helipilot system for fully automatic navigational control. Refer to
BHT-412-FMS-6.
When the FORCE TRIM switch is on while operating in ATT mode, with both
helipilots engaged, the pitch and roll trim actuators are controlled by the trim
computer to move the cyclic as required to keep the linear actuators operat-
ing within ± 30% of their center positions. This autotrim function relieves
the pilot of continuous actuator monitoring.
BELL 412 P I L O T T R A I N I N G M A N U A L
Upon depressing the FORCE TRIM button, the pitch and roll rotary trim ac-
tuators are de-energized; the pitch, roll, and yaw linear actuators return to their
center positions; and the helipilot computers are placed in a fast follow-up
mode to track flight control positions. Upon releasing the FORCE TRIM
button, the helipilots will resume functioning in the preselected mode. If in
ATT mode, the helipilots will maintain the pitch and roll attitudes existing
at the moment the button is released.
Failure to depress and hold the button while manually flying in ATT mode
will result in the AFCS counteracting the control inputs from the pilot in an
effort to maintain the helicopter at the reference attitude. Although the pilot
can override the AFCS, control response will be sharply reduced. Likewise,
upon releasing the FORCE TRIM button, the pilot should release the cyclic
stick to prevent interference with AFCS operation.
The ATTD TRIM switch is disabled during operation in SAS mode and dur-
ing single helipilot operation in ATT mode.
BELL 412 P I L O T T R A I N I N G M A N U A L
The APIs will move slightly during operation in SAS or ATT mode. Autotrim
will keep the actuators operating near their center positions when both he-
lipilots are engaged in ATT mode.
PITOT-STATIC SYSTEM
The pitot system consists of an electrically heated pitot tube connected to
the airspeed indicator. A second, independent pitot system is installed when
the optional copilot’s instrument kit is installed.
The static system consists of static ports and the tubing necessary to con-
nect them to the airspeed indicator(s), altimeter(s), and vertical speed indi-
cator(s). Two static ports are located just forward of the crew doors. IFR
configured helicopters are equipped with static ports. Two additional static
ports are located on the roof underneath the transmission cowling.
An alternate static port (if installed) is located inside the cockpit on the pilot
instrument panel on back of the STATIC SOURCE switch. Under normal con-
ditions, the switch should be placed in the PRI position. This position selects
the static ports located forward of the crew doors as well as the roof-mounted
static port (if installed). If erratic readings are seen on the airspeed indica-
tor, altimeter, and vertical speed indicators, obstruction of the outside static
ports is a possible cause. If this occurs, the STATIC SOURCE switch should
be placed in the ALN position. This position selects the alternate static air
source (cabin air) and at the same time, shuts off the outside static air source
for the pilot side only.
AUXILIARY SYSTEMS
HEATING SYSTEM
The cabin heating system, which includes the windshield defrost system, uses
bleed air from the engine compressor sections as the source of heat. A mix-
ing valve, which is controlled by a thermostat, mixes heated air with outside
air to obtain the desired temperature.
When windshield defrost is selected, heated air is diverted from the door-
post and pedestal heater outlets to the windshield nozzles.
VENTILATING SYSTEM
The ventilating system delivers outside air to the nozzles by the instrument
panel and also to the windshield nozzles to defog the windshield and provide
fresh air ventilation. The overhead ventilation system delivers outside air
through overhead nozzles to the crew and passenger compartments.
BELL 412 P I L O T T R A I N I N G M A N U A L
LIGHTING SYSTEMS
Interior Lighting
Two multipurpose cockpit/map lights are mounted overhead in the crew
compartment. Either white or red light can be selected and the light may be
adjusted from spot beam to flood type illumination. These lights may be
removed from their mounts for increased utility. The pilot light is powered
by the emergency DC bus 2. Circuit protection is provided by the MAP
PILOT circuit breaker. The copilot light is powered by the nonessential DC
bus 1. Circuit protection is provided by the MAP CPLT circuit breaker.
Three dome lights with intensity adjustments are mounted in the passenger
compartment. The dome lights also illuminate either red or white and are
controlled in the overhead console.
Other interior lighting circuits include the instrument panel lights, instru-
ment secondary lights, overhead console lights, and pedestal lights, all
controlled by rheostats in the overhead console. An approach plate and map
light is located on each forward crew doorpost and is controlled by a rheo-
stat knob on the instrument panel. The pilot’s approach plate and map light
is powered by the emergency DC bus 2. Circuit protection is provided by the
MAP PLT circuit breaker. The copilot’s approach plate and map light is
powered by the nonessential DC bus 1. Circuit protection is provided by the
MAP CPLT circuit breaker.
Four self-illuminating beta lights are mounted over the windows in the pas-
senger/cargo doors to identify the emergency exits.
Exterior Lighting
Exterior lighting circuits include position lights, anticollision (strobe) lights,
landing light, searchlight, and utility (step) lights. The landing lights and
search light are controlled by switches on the pilot collective stick. The
other exterior lights are controlled by switches in the overhead console.
WINDSHIELD WIPERS
Electrically powered windshield wipers are mounted above the windshields.
Selector knobs on the overhead console allow the pilot to control the wind-
shield wipers independently.
INTERCOMMUNICATIONS SYSTEM
The intercommunications control panel(s), located on the pedestal, are used
by the flight crew to control the intercom system and the navigation and com-
munication radio signals.
BELL 412 P I L O T T R A I N I N G M A N U A L
An optional aft intercom system may be installed to enable the flight crew
to communicate with passengers in the aft cabin in response to illumination
of the AFT INT CALL lights on the instrument panel. Passengers may also
use the aft intercom system to communicate with each other, or to monitor
other communication or navigation systems being used by the flight crew.
During IFR operations, it is recommended that AFT INT be left off to
preclude interference with air traffic control communications.
ROTOR BRAKE
The rotor brake incorporates dual hydraulic systems which are independent
of the flight control hydraulic systems. The primary components include a
dual master cylinder located on the forward cabin roof, a brake disc with dual
brake cylinders mounted on the transmissions, and associated hydraulic
tubing. Two ROTOR BRAKE warning lights on the caution panel are acti-
vated by pressure switches in the brake hydraulic systems to warn the pilot
that the brake is not fully released.
Rotor brake application is limited to ground operation after both engines have
been shut down and rotor rpm has decreased to 40%. The brake should be
released just before the rotor stops to preclude backlash, and the brake
handle should be returned to the full-up detent position. After securing the
main rotor blades, the rotor brake may be locked to stabilized the rotor dur-
ing windy conditions.
EMERGENCY EQUIPMENT
FIRE DETECTION
A set of heat sensing elements is mounted to the cowling and forward fire-
wall for each power section. A fire or overheat condition will cause the
FIRE PULL handle for the affected power section to illuminate.
BELL 412 P I L O T T R A I N I N G M A N U A L
EMERGENCY EXITS
Door Jettison
If crew doors will not open, door jettison can be accomplished by pulling
jettison handles located on doorpost forward of each crew door.
Window Jettison
If cabin sliding doors or hinged panels cannot be opened, emergency escape
is possible by pulling on lower corners of windows in sliding doors to jetti-
son windows.