Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 1

NEMETH DESIGNS
MBB/Kawasaki BK
BK-117
117 B2 for FSX
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 2

I. GENERAL
In 1964 a new concept of a light transport helicopter was established to fulfill the requirements off the seventies and eighties: the multi purpose
helicopter BO 105. The BO 105 was the first twin engine helicopter of the 2 ton class flying worldwide in various modifications. In 1977 a larger
version of helicopter was created: the BK 117. The BK 117 is a result of co-operative design between MBB (ECD) and Kawasaki, Japan.
The BK 117 is best suited for executive transport, for offshore activities, for search and rescue, ambulance missions, and for many other utility
tasks. The design objectives have been proven by flight trails under most servire conditions. Based on this, the go-ahead for serial production
has been given.

II. LIFTING SYSTEM

The lifting system of the BK 117 is located in the transmission compartment on top of the cabin roof, within the center-of-gravity area. Its main
components are:

- Main transmission
- Rotor brake system
- Main rotor system
- Main rotor blades

The purpose of the main transmission is to transmit the power from the two engines to the main rotor and tail rotor. Furthermore, the engine
power is transmitted to the accessory units (oil cooler fans and hydraulic pumps). Another task is to transmit the weight and lifting forces
generated by the main rotor system into the fuselage. This is done via the transmission mountings.
The main transmission is provided with an independent redundant lubrication system of wet sump type. The system consists of two identical
circuits. Each circuit comprises one oil pump, one oil filter, and one oil cooler with fan.
For monitoring purposes, the main transmission is provided with certain indication and warning systems, concerning oil temperature, oil
pressure, main rotor RPM, oil contamination, and mast moment.
The BK-117 is equipped with a rotor brake system to stop main rotor as quick as possible. When the brake lever is pulled about 5° to 10°, a
micro-switch closes contact and the caution light ROTOR BRAKE illuminates. So rotor brake operation is indicated to the pilot via the
annunciator panel. After releasing the brake lever, pressure decreases and the brake master cylinder pistons are relieved. The relief valve
prevents the system from excessive pressure. If the valve opens, the fluid returns to the brake fluid reservoir. So a maximum braking force can
never be exceeded.
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 3

The main rotor system provides the lift and propulsion of the helicopter. It is a hingeless 4-blade rotor system. The main rotor head is bolted
directly to the rotor mast of the main transmission. The scissors assembly consists of the fork link, the drive link and the bearing block which is
attached to the rotor mast. The assembly drives the rotating part of the swash plate.
The rotating pitch links are the connecting links between the swash plate and the control levers of the rotor head. The purpose is to transmit
control movements to the rotor blades. The four main rotor blades generate the lift and propulsion required for flight. They are attached to the
main rotor head by two bolts each.
The main rotor blades are made of light weight construction glass and carbon fibers reinforced plastics. They generate the necessary
aerodynamic forces. They are producing lift and permit control of the helicopter in the longitudinal and lateral axis. The blade fitting assembly
attached to the blade mounting fork is the connection between the main rotor blade and the main rotor head. Each blade is retained by the main
blade bolt and the secondary blade bolt. The main blade bolt is hollow to permit installation of dynamic balance weights. The blade contour
without the root section is rectangular and has a total linear twist from 0°to -10° from the center of the rotor mast. During forward flight at low
speeds and when leveling off after a dive, high vibrations may occur. These vibrations are generated by the main rotor blades. The vibration
absorbers reduce the intensity of vibrations.

III. FUSELAGE
The fuselage of the BK 117 is a conventional semi-monocoque construction. The modular design concept simplifies the assembly of the
helicopter and permits the replacement of individual modules without the necessity of disassembling the entire fuselage. During the production
of the fuselage aluminum, titanium and Kevlar are used

IV. TAIL BOOM

The purpose of the tail rotor is to counteract the main rotor torque and to control yaw around the vertical axis. The two tail rotor blades in GRP
design generate the lift required for flight to compensate main rotor torque and permit control of the helicopter around its vertical axis. The
blades are attached to the tail rotor by blade mounting forks via two steel bushings, integrated in the blade root and two bolts. The tail rotor drive
is the connection between the main rotor transmission and the tail rotor. The drive shaft are installed on top of the tail boom and are covered by
a fairing. The horizontal stabilizer is bolted to the tail boom cone. It damps pitching motions of the helicopter around the lateral axis during
forward flight. The vertical stabilizers are bolted to the outboard ends of the horizontal stabilizer. They help to stabilize the helicopter around the
yaw axis. The tail skid prevents the tail rotor from contacting the ground. It is attached to the rear bottom side of the tail boom.

V. ENGINES
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 4

The Lycoming LTS-101-750 B-1 is a turbo shaft engine with a free power turbine. The energy generated by the turbine is converted into usable
mechanical power, which is driving the main rotor. The engine integrates a single stage axial and a single stage centrifugal compressor with
transonic blades. The compressor is connected to and driven by a single stage turbine with impulse reaction type blades.
The gas producer feeds the reverse flow, annular combustion chamber. Into which metered fuel is sprayed through eight fuel nozzles and
ignited. Gases leaving the gas producer turbine driving the power turbine. It is a so called “free turbine” because of the absent of a mechanical
connection. The power turbine is driving the accessory gearbox via the power turbine shaft. The engine is equipped with a pneumatic fuel
control system for gas generator and for power turbine speed. The fuel control rules the gas generator speed as a function of power lever
setting. The governor is controlling a constant output shaft speed as a function of power demand.
The accessory gearbox is the main supporting structure of the entire engine. The gearbox housing has the mounting pads for the installation to
the helicopter.
Each engine is equipped with an independent lubrication system to provide adequate lubrication, scavenging, and cooling of bearings, splines,
and gears under all operating conditions. This lubrication system is a dry sump type, i.e. oil is not stored in the bottom of the engine, but
pumped to an external oil tank. The oil pump is attached to the accessory gearbox. The extenal tank is ventilated into the accessory gearbox
Each oil cooler assembly is located above the respective oil tank. It is attached to the main transmission, and provides heat transfer from the oil
to the cooling air. Two oil system parameters of each engine are indicated permanently, oil pressure and oil temperature. Additional information
is given to the pilot by low pressure caution lights, filter contamination caution lights and metal contamination caution lights. Whenever there are
abnormal conditions within the lubrication systems, the respective caution lights illuminate.
The normal range of the indicated oil pressure values is 3,4 - 6,9 bar. If the oil pressure drops below 2,7 bar the pressure switch closes
contact. Thereby the respective ENG OIL P caution light illuminates. The normal range of the engine oil temperature is -10°C to +115°C.
Two chip detectors are installed in the oil scavenge line. Accumulation of particles bridge the contact gap of a detector magnet and close the
circuit of the respective ENG CHIP 1/2 caution light, which then illuminates.
The purpose of the ignition system is to ignite the fuel-air mixture in the combustion chamber. Ignition is only required for starting, because once
the engine is started, continuous combustion provides auto ignition.
The Lycoming LTS 101 series engines are equipped with an electronic overspeed protection system, which protects the power turbine, if the N2
RPM exceeds 106 %.
The gas producer fuel control of each engine is controlled by a power lever. The two power levers are located on the overhead console of the
cockpit. The left hand lever operate the left engine and the right hand lever the right engine.
The CUT OFF position is used for shutting down the engine. In this position no fuel is supplied to the combustion chamber, because the fuel
cut-off valve is closed. The IDLE position is used before flight for warming up or after flight for cooling down of the engine. In this position a
prescribed time must elapse to allow temperatures to stabilize in the turbine section. The flight position is used during all normal flight
operations. It is the high fuel flow position.
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 5

Raising the collective pitch lever causes an increase of the blade pitch angle equally on all four blades. This creates more thrust but also
causes a greater amount of drag (resistance). To avoid Rotor and N2 RPM fall the droop compensation system acts on the power turbine
governor so that the engine power is adjusted and the N2/NRO RPM remains constant. The input signal is taken from the collective control
output lever

VI. FUEL SYSTEM

The fuel pump is attached to the front side of the accessory gearbox below the starter/generator. Fuel enters the pump assembly at the inlet
port and is let to the jet boost pump. There it is boosted by pressurized return fuel from the fuel control. Then
the fuel passes the low pressure fuel strainer, which can be bypassed in case of clogging.
From there the fuel enters the gear pump and is delivered to the filter assembly. The fuel filter assembly is attached to the front side of the
accessory gearbox above the power turbine governor. Fuel coming from the fuel pump passes the high pressure filter and is delivered to the
fuel control.
The purpose of the fuel control, made by Bendix, is to determine the proper fuel flow, to meet power demand. This is done by monitoring n1
gas producer speed and variation of different air pressure signals from compressor discharge pressure pc.
The purpose of the power turbine governor is to maintain power turbine speed, and thus rotor speed constant under all power loading
condition. The speed selector lever is connected to the collective pitch lever. Its purpose is to compensate n2 RPM droop during collective pitch
increase.
To provide sufficient combustion under all operating conditions, the amount of fuel delivered from the fuel control system is split into a primary
and a secondary fuel flow and injected into the combustion chamber by the fuel injection system.
The BK 117 has five fuel cells, incorporated in four fuel tanks. They are flexible bag tanks made of gummed nylon fabric. The 80 kg fuel tank is
connected to the front main tank via one interconnecting tube. The front main tank is connected to each prime tank by an overflow tube.
Transfer pumps feed fuel from the main tanks into the prime tanks. There are two separated prime tanks glued together. They contain the prime
pumps and lines to supply fuel to the engines. The left engine is supplied from the left prime tank and the right engine from the right prime tank.
The rear main tank carries the fuel filler neck, through which the tanks are refilled. In addition the rear main tank is connected to the front main
tank by two upper and one lower interconnecting tubes The total capacity (usable) of all three tanks is 697,4 liters (558,0 kg).

This amount is divided as follows:

– 80 kg fuel tank 79.5 kg (99,4 ltr.)
– Main tank 401.2 kg (501,4 ltr.)
– Prime tanks 77.3 kg (96,6 ltr.)
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 6

The transfer pumps deliver fuel from the main tank to the prime tank via the transfer lines. The prime pumps deliver fuel to the engines via the
feed lines during engine start. The pump in the left tank supplies the left engine and the pump in the right tank supplies the right engine. With
both engine running, the engine mounted fuel pumps draw in the fuel from the prime tanks. Thus the prime pumps can be switched off.

In the event of engine fire, the fuel supply to the appropriate engine must be cut off. For this purpose a fuel shut-off valve is installed in the fuel
feed line of each engine.
Two fuel pumps are located in the supply tank, feeding fuel to the engines during the starting process. They are called prime pumps. The other
two fuel pumps are located in the front main tank, front and rear feeding fuel to the supply tank. They are called transfer pumps.
The purpose of the fuel shut-off valve within the fuel feed system is to permit positive fuel shut-off by the pilot in the event of emergency. There
is one valve for each engine. If the fire extinguisher arming switch of a system is set to the ARM position, the respective fuel shut-off valve will
closed, independently of the shut-off valve position.
The standard fuel system monitoring equipment indicates the fuel quantity in the tanks and checks the functioning of the fuel feed system.
The fuel quantity indicator is located on the pilots instrument panel in the middle of the bottom. It is triple indicator and arranged as follows:

- Main tank fuel quantity indication top,

- Supply tank 1+2 fuel quantity indication lower left and right.
The low fuel warning system is an additional fuel level control, to warn the pilot, if less than 23 kg of fuel is left in either supply tank. When the
fuel level in either supply tank drops below 23 kg, it causes the FUEL LOW 1 or FUEL LOW 2 caution light in the annunciator panel to
illuminate.
The fuel pressure warning system indicates low pressure at the engine fuel pump inlet, caused by clogged fuel supply. Whenever the fuel
pressure at the engine fuel pump inlet port of engine 1 or 2 drops below 0,4 bar, the fuel pressure switch closes contact, thus activating the
respective FUEL PRESS caution light.
The fuel filter contamination warning system detects clogged filter elements. In this event, indication is given to the pilot by a caution light. The
two caution lights are located on the annunciator panel and are identified as FUEL FILTER 1 and FUEL FILTER 2.

VII. ELECTRICAL SYSTEM

Electrical power is supplied to the BK 117 by the starter/generator and the battery or by an external power unit.
Each engine is equipped with a combination starter/generator, which either starts the engine or supplies power to the on-board electrical
system, including battery charge.
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 7

The starter/generator can be operated in two different modes:

- Starter mode
- Generator mode
The generator switches GEN I and GEN II are installed in the main switch panel. Each switch has three positions:
- ON
- OFF
- RESET
With an engine running and the respective generator switch in the ON it energizes the generator relay in case of normal system function. In the
OFF position the generator relay is open, the generators are not supplying any power. The RESET position is used to reset the generator
system.

The generator trip switch is located in the main switch panel, throwing it into position I or II connects the excitation winding of the
corresponding generator to ground, thus switching the generator completely off.

The purpose of the battery is to act an auxiliary power source for the engine starting and as an emergency power source for the on-board
electrical system in the event of generator failure during flight. During normal operation the battery is charged by the generators. The battery
consists of 20 nickel-cadmium cells, with a nominal voltage of 24V and a nominal capacity of 25 AH if fully charged.

To spare the battery power during ground operation (system checks), an external power unit can be connected to the helicopter electrical
system.

The power selector switch is installed in the main switch panel. The power selector switch has three positions:
- BAT
- OFF
- EXT PWR
The power selector switch opens and closes the relays for power supply either by the board battery or by an EPU.

With EPU connected no generator and battery supply available.

The BUS-TIE no.1 and no.2 switches are installed in the main switch panel. They has two switching positions:
- OFF
- ON
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 8

Under normal conditions, i. e., when both generators are operating and in parallel, the bus tie relays interconnect the main bus bars and the
battery bus. In this case, both bus tie relays function as an equalizer bus to which the equalizing lines of both generator control units are directly
connected. If one of the generators should fail, the operating one will supply power to the buses.

The electrical system of the BK 117 is monitored by Ammeter, Voltmeter and Annunciator system.

The ammeter together with the ammeter selector switch is located on the DC-power supply control panel. The left scale indicates the current
being produced by the no.1 generator. The right scale indicates either the current being produced by the no.2 generator, with the ammeter
selector switch in the GEN II position, or the current being taken from the battery or EPU with the ammeter selector switch in the BAT/EXT
PWR position.

The voltmeter M034 is located on the DC-power supply control panel below the ammeter. The left scale indicates the no.1 DC main bus bar
voltage, the right scale indicates the no.2 DC main bus bar voltage. The indication range of each scale is from 0 V to +30V.

VIII. STANDARD EQUIPMENT

The ventilation system is used to provide sufficient fresh outside air to the cockpit and windshield. By switching the toggle switch VENT FAN L
and/or VENT FAN R on the center console to ON, the fan (s) is (are) energized. The fan vanes operate and draw outside air via two air inlets
The heating system enables conditioned air to be supplied to the cockpit and cabin. In addition, conditioned air can be directed onto the
windshields in order to defog and/or deice them. Setting the HTR switch to ON position energises the heater system. The intensity can be select
by switching the heater mode switch to NORM or MAX, and rotating the temperature adjust knob to the desired position. The pilot controls the
air flow to the cockpit and the windshield by the defog control knob DEFOG and PULL FOR AIR.

IX. FIRE DETECTION AND EXTINGUISHER SYSTEM

The fire detection system is sensing fire in the engine compartments and indicates it to the pilot by a warning light. If a fire occurs in the fwd or
aft engine compartment one of the four installed fire detectors operates and causes the fire warning light in the cockpit to illuminate. The fire
detection system can be tested by the FIRE DET TEST switch.
If the switch is set to the No.1 position, the FIRE I warning light must illuminate. Testing of No.2 system is performed with test switch to NO.2.
Testing of the fire extinguishing system is not possible.
In case of fire in the engine compartments, a fire detecting and extinguishing system is provided in the helicopter. It is attached to the right side
of the rear engine compartment deck.
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 9

The fire extinguishing system consists of two bottles, filled with a extinguishing agent, and a distribution system, which is led into both (fwd and
aft) engine compartments of each engine. Three nozzles are attached to each distribution line to spray the agent into the entire engine
compartment.
The fire extinguishing system is activated at the fire control panel located on top of the instrument panel. In case of fire the respective warning
light illuminates. Then the following activities have to be performed:

1. FIRE EXT switch to position ARMED;

- Electrical power is supplied to AGENT DISCH-switch,
- Thefuel shut-off valve closes,
- Theshut-off valve in the bleed air heating system closes.

2. AGENT DISCH switch to position NO.1 BOT

Firing the cartridge related to bottle No 1, the agent is released into
both engines. If the first shot should not fully extinguish the fire a
2nd attempt is possible by setting the AGENT DISCH-switch to
position NO.2 BOT.
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 10

X. INSTRUMENTS AND CONTROL PANELS

Overview
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 11

Main Panel - Pilot's side

Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 12

1. Firefighting system 10. Engine #2 oil pressure and oil 21. NAV 2 indicator
2. Engine #2 overspeed warning temperature 22. Horizontal Situation Indicator
3. Engone #1 and rotor overspeed 11. Transmission oil temperature (NAV1)
warning 12. Transmission oil pressure 23. Vertical speed
4. General warning 13. Distance measuring equipment 24. Autopilot
5. Engine #1 N1 turbine RPM 14. Engine #1, engine #2 and rotor N2 25. Gyro mode selector
6. Engine #2 N1 turbinbe RPM RPM 26. Clock
7. Engine #1 turbine outlet 15. Backup attitude indicator 27. Windshield wiper mode switch
temperature 16. Indicated airpseed 28. Cockpit ventillation lever
8. Engine #2 turbine outlet 17. Attitude indicator 29. Windshield heater lever
temperature 18. Barometric altitude
9. Engine #1 oil pressure and oil 19. Torque indicator
temperature 20. Radio altimeter

Fire control (Firefighting system)

a. Engine #1 fire extinguisher arm switch
b. Engine #1 fire extinguisher
c. Engine #1 fire detector test switch
d. Engine #2 fire detector test switch
e. Engine #2 fire extinguisher
f. Engine #2 fire extinguisher arm switch

Autopilot
1. Altitude hold Notes: To make the AP function adequately at
2. Speed hold least three axis controlles have to be engaged.
3. Vertical speed hold One for the horizontal direction, one for the vertical
4. Heading hold direction and the IAS. For example, engage ALT,
5. NAV1 hold (course) IAS and HDG or VS, IAS and NAV at the same
6. VOR hold (bearing) time. Once the SBY is engaged the AP attemps to
7. LOC hold hold the values that are indicated on the respective
8. GPS course hold gauges at the moment of pressing the SBY button
9. Go-around pattre hold on the AP instrument or hitting the key-shortcut of
10. SBY (AP engage/disengage) the default "Cabin Seat Belt" FSX command.
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 13

Main Panel - Copilot's side

1. Cockpit air control lever

2. General warning
3. Indicated airspeed
4. Attitude indicator
5. Barometric altimeter
6. Mast Moment
7. Fuel quantity
8. ADF and NAV2 bearing indicator
(yellow = NAV2; green = ADF)
9. Horizonatl Situation Indicator
10. vertical speed
11. GPS
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 14

Overhead panel

1. Engine Control Lever #1

2. ECL #1 lock (INOP)
3. ECL #2 lock (INOP)
4. Engine Control Lever #2
5. Cold start Normal/Cold select switch
6. Hydraulic system #1 pressure
7. Hydraulic system #2 pressure
8. Hydraulics test switch
9. Heater system ON/OFF
10. Heater system Normal/Max select
switch
11. Heater temperature control knob
12. Ignition buttons
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 15

Center console upper section

1. Advisory lights
2. Audio panel
3. NAVCOM1
4. NAVCOM2
5. Transponder
6. ADF
7. Landing light switch
8. Emergency float test switch
9. Annunciator panel test button
10. Backup attitude switch
11. Right ammeter indicator source select
switch (battery or generator #2)
12. Ammeter indicator
13. Voltmeter

Notes: To enter squawk number on the

transponder press the CRSR button then enter
the numbers with the digit buttons then press the
CRSR again to confirm. Press the VFR button to
enter the default 1200 VFR number.
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 16

Center console lower section

1. Inverter #1
2. Inverter #2
3. Bust-tie #1
4. Bus-tie #2
5. DC power source select switch (battery or external)
6. Generator trip select switch
7. Generator #1 switch
8. Generator #2 switch
9. Prime pump #1 switch
10. Prime pump #2 switch
11. AFT transfer pump switch
12. FWD transfer pump switch
13. Engine overspeed test switch
14. Fuel cutoff valve engine #1
15. Fuel cutoff valve engine #2
16. Position lights
17. Anti-collision light
18. Strobe lights
19. Interior lights
20. Copilot pitot heater
21. Pilot pitot heater
22. Engine anti-ice
23. Static port heater
24. Vent fan #1
25. Vent fan #2
26. Rotor heater switch
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 17

Collective lever

1. Recognition light
2. Landing light ON/OFF
3. Landing light extend/retract
4. Taxi light
 Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 18

XI. CHECKLISTS

1. Pre flight

All systems and switches OFF

Avionics OFF
Cycle, rudder, collective Neutral, fully down
Engine power lever no.1 / 2 OFF
HYD TEST switch NORM
COLD START switch NORM
FIRE EXT switch no.1 / 2 NORM
FIRE DET TEST switch NORM
AGENT DISCH switch OFF
GEN TRIP switch NORM
OVERSP TEST switch OFF (mid.)
FUEL VALVE 1 / 2 switches OPEN (down)

2. Pre start

PWR SELECT switch

on battery start BAT
on EPU start EXT PWR
Voltmeter Min 24 V
BUS-TIE 1 / 2 switches ON
FIRE DET TEST switch NO.1
FIRE 1 illuminates
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 19

FIRE DET TEST switch NO.2

FIRE 2 illuminates
FIRE DET TEST switch NORM
FIRE 1 / 2 Goes out
ANN PNL TEST button Press
annunciators Illuminate
Rotor brake lever Pull
ROTOR BRAKE Illuminates
Rotor brake lever Full down
ROTOR BRAKE Goes out
ANTI-COLL light ON

3. Engine start

Notes: General principles of startup is to engage the battery and prime pumps, engine control lever in 5-10% position then press the
START button (10-15 sec). When the N1 starts to rise the engine control lever has to be pushed to the IDLE position.
FUEL PUMP PRIME 1 switch (or 2) ON
IGN button Press (10-15 sec)
Engine control lever 1 (or 2) (above 10% N1) IDLE
N2, NR, oil press Increase, check
GENERATOR 1 switch (or 2) ON
GEN 1 Goes out
ammeter, voltmeter Check, 60-90A, 28V
Engine control lever 1 (or 2) FLY
Repeat engine start on second engine
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 20

FUEL PUMP XFER FWD / AFT switches ON

F PUMP XFER FWD / AFT Goes out
FUEL PUMP PRIME 1 / 2 Switches OFF

4. Post start

INVERTER 1 / 2 switches ON
INV 1 and 2 Goes out
Engine control lever 1 (or 2) IDLE
OVERSP TEST switch ENG 1 (or 2)
respective N2 Decreses
OVERSP TEST switch OFF (middle)
respective N2 Increases (~90%)
Engine control lever 1 (or 2) FLY
HYD TEST switch 1-2
HYD 1-2 Illuminates
HYD TEST switch 2-1
HYD 1-2 Goes out
HYD 2 Illuminates
HYD TEST switch NORM
HYD 1-2, HYD 2 Goes out
MM button Press
MM indication Increase to max
MM warning light Illuminates
POS LIGHT switch ON
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 21

N1, N2, NR, TOTengine oil press, xmsn oil press Within normal range
Warning and caution annaunciators Not illuminating
Avinonics, navigation, radios As required
On board accessory equipments As required

5. Shut.down

Cycle, rudder, collective Neutral, fully down

Engine control levers IDLE
On board accessory equipments OFF
Avionics, navigation, radios OFF
Lights, except ANTI-COLL OFF
INVERTER 1 / 2 OFF
Engine control levers OFF
N1, N2, NR, TOT Decreasing
FUEL PUMP XFER FWD / AFT switches OFF
GENERATOR 1 / 2 switches OFF
Rotor brake lever NR < 60% -> Pull
N1, N2, NR Decreases to 0%
ANTI-COLL switch OFF
PWR SELECT switch OFF
Nemeth Designs MBB/Kawasaki BK-117 B2 Operation Manual Page 22

Nemeth Designs Developent Group

©2014

Sounds by Vance Dylan

Sonic Solutions

All copyrights reserved