BH412EP Training Manual Vol.1-Rev.1

FlightSafety international
COURSEWARE SUPPORT—HURST 8900 Trinity Blvd. Hurst, Texas 76053 (817) 276-7500 Fax (817) 276-7501
BELL 412 PILOT TRAINING MANUAL VOLUME 1
Record of Revision No. 1
This is a complete reprint of the Bell 412 Pilot Training Manual.
The portion of the text or figure affected by this revision is indicated by a

solid vertical line in the margin. A vertical line adjacent to blank space
means that material has been deleted. In addition, each revised page is
marked “Revision 1” in the lower left or right corner.
The changes made in this revision will be further explained at the

appropriate time in the training course.
the best safety device in any aircraft is a well-trained crew. . .

FlightSafety
international
BELL 412
PILOT
TRAINING
MANUAL
VOLUME 1 — Operational Information
FlightSafety International, Inc.

Marine Air Terminal, LaGuardia Airport
Flushing, New York 11371
(718) 565-4100
www.flightsafety.com
Courses for the Bell 412 are taught at the following
FlightSafety learning center:
Fort Worth Bell Learning Center

9601 Trinity Boulevard
Hurst, Texas 76053
(817) 282-2557
(800) 379-7413
Copyright © 1996 by FlightSafety International, Inc. All rights

reserved. Printed in the United States of America.
ii FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information

obtained from the aircraft manufacturer ’s Pilot Manuals and
Maintenance Manuals. It is to be used for familiarization and training
purposes only.
At the time of printing it contained then-current information. In the event

of conflict between data provided herein and that in publications issued
by the manufacturer or the FAA, that of the manufacturer or the FAA
shall take precedence.
We at FlightSafety want you to have the best training possible. We

welcome any suggestions you might have for improving this manual or
any other aspect of our training program.
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
FOR TRAINING PURPOSES ONLY EC-i

FlightSafety
International
ILLUSTRATION
Figure Title Page
EC-1 Preflight Check Sequence ............................................... EC-3
FOR TRAINING PURPOSES ONLY EC-iii

FlightSafety
International
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.
Normal and standard conditions are assumed in these procedures. Pertinent

data in other sections is referenced when applicable.
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.
Anytime an operating limitation is exceeded, an appropriate entry shall be

made in the helicopter logbook. The entry shall state which limit was exceeded,
the duration of time, the extreme value attained, and any additional information
essential in determining the maintenance action required.
These instrument markings and placards represent careful aerodynamic cal-

culations that are substantiated by flight test data.
Refer to Limitations and Specifications chapter for a detailed explanation of

each operating limitation.
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.
Essential weight and balance, and performance information should be com-

piled as follows:
• Check type of flight to be performed and destination.
• Select appropriate performance charts (see Performance chapter).
Takeoff and Landing Data

Refer to the RFM Limitations chapter for Takeoff and Landing Weight Limits,
and to the Performance chapter for Takeoff and Landing Distance Information.
FOR TRAINING PURPOSES ONLY EC-1

FlightSafety
International
Weight and Balance

Determine proper weight and balance of the helicopter as follows:
• Consult the “Weight and Balance” section of the Rotocraft Flight

Manual for instructions (see Weight and Balance chapter of this manual).
• Compute takeoff and anticipated landing gross weight, check helicopter

(CG) locations, and ascertain weight of fuel, oil, payload, etc.
• Check that loading limitations listed in the Limitations chapter have

not been exceeded.
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.
All areas checked shall include a visual check for ev-

idence of corrosion, particularly when helicopter is
flown near or over salt water or in areas of high
industrial emissions.
EC-2 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
Figure EC-1. Preflight Check Sequence
FOR TRAINING PURPOSES ONLY EC-3

FlightSafety
International
PREFLIGHT GENERAL—NORMAL PROCEDURES

BEFORE EXTERIOR CHECK
1. Flight Planning .................................................................... COMPLETED
2. Gross Weight and CG............................................................... COMPUTE
Refer to the Weight and Balance section in the Rotocraft Flight Manual.
3. Publications .............................................................................. CHECKED
4. Portable Fire Extinguishers ................................................... CONDITION

AND SECURITY
5. Fuel Sumps ..................................................................................... DRAIN
Samples as follows:
a. FUEL TRANS Switches................................................................. OFF
b. BOOST PUMP Switches ................................................................ OFF
c. FUEL Switches ............................................................................... OFF
412SP, HP, EP 412

FlightSafety
International
c. BAT BUS 1 Switch........................................................................... ON
d. Fuel Sump Drain

Buttons (left and right) —Aft/Middle/Forward .................... DEPRESS
6. Fuel Filters ...................................................................................... DRAIN
Before first flight of day, as follows:
a. BOOST PUMP Switches.................................................................. ON
b. FUEL Switches................................................................................. ON
412SP, HP, EP 412
Revision 1 FOR TRAINING PURPOSES ONLY EC-5

FlightSafety
International
c. Fuel Filter (left and right) ....................................... DRAIN SAMPLES
d. FUEL Switches ............................................................................... OFF
e. BOOST PUMP Switches ................................................................ OFF
412SP, HP, EP 412
f. BAT BUS 1 Switch ......................................................................... OFF
g. Main and tail rotor blade tie down.....................REMOVE AND STOW
h. Pitot tube cover(s)..............................................REMOVE AND STOW
i. No. 1 and 2 engine air intake covers..................REMOVE AND STOW

FlightSafety
International
EXTERIOR CHECK
WARNING
IF HELICOPTER HAS BEEN EXPOSED TO SNOW

OR ICING CONDITIONS, SNOW AND ICE SHALL
BE REMOVED PRIOR TO FLIGHT.
Fuselage—Front
1. Cabin Nose ............................................................................ CONDITION
All glass clean; wipers stowed.
2. Remote Hydraulic Filter Bypass Indicator ................... CHECK (GREEN)

FlightSafety
International
3. Circuit Breakers....................................................................... CHECK (IN)
Transmission Chip
Detector Indicators ........................................................................ CHECK
4. Pitot Tube(s) ........................................................ COVER(S) REMOVED;

FlightSafety
International
UNOBSTRUCTED
5. Static Ports (left and right)........................................... UNOBSTRUCTED
6. Rotor Blade (forward) ................... CONDITIONS AND CLEANLINESS

FlightSafety
International
7. Cabin Nose Ventilators ................................................ UNOBSTRUCTED
8. Nose Compartment....................................................................... SECURE
9. Battery Vent and Drain Tubes...................................... UNOBSTRUCTED
10. Searchlight and Landing Light ................................................... STOWED
11. Antennas ...................................................................... CONDITION AND

SECURITY

FlightSafety
International
Fuselage—Cabin left side

1. Copilot Door......................................... CONDITION AND OPERATION
Glass clean. Check security of emergency release handles.
..2.
Position Lights...............................
CONDITION
3. Passenger Door..................................... CONDITION AND OPERATION
Glass clean. Condition of pop-out windows.

FlightSafety
International
4. Landing Gear......................................................................... CONDITION

Handling wheels removed.
5. Passenger Step (if installed) .................... CONDITION AND SECURITY
Fuselage—Aft left side

1. No. 1 Engine Compartment ........................................................... CHECK
2. No. 1 Engine Oil Level ........................... VERIFY ACTUAL PRESENCE
OF OIL IN SIGHT GAGE
Visually check oil level and filler cap
3. N2 Governor Spring ................................................ CHECK CONDITION
4. Engine Fire Extinguisher ............................................... CHECK BOTTLE

PRESSURE GAGE AND
TEMPERATURE RANGE
EC-12 FOR TRAINING PURPOSES ONLY

FlightSafety
International
5. Combining Gearbox Filter ............................................. CHECK BYPASS

INDICATOR RETRACTED
6. Oil Cooler Blower........................................................ UNOBSTRUCTED
7. Avionics Compartment .......................... SECURITY OF COMPONENTS

8. Access Doors and Engine Cowling ........................................... SECURED
9. Rotor Blade (left)............................. CONDITION AND CLEANLINESS

FlightSafety
International
10. Drain Lines ........................................................................... CLEAN AND

UNOBSTRUCTED
12. Engine Exhaust Ejectors ........................................ COVERS REMOVED;

UNOBSTRUCTED
13. Oil Coolers................................................................... UNOBSTRUCTED
Tailboom
1. Tailboom .............................................................................. CONDITION;
ACCESS COVERS
SECURED
2. Tail Rotor Driveshaft Covers..................................................... SECURED

FlightSafety
International
CAUTION
Do not bend elevator trailing edge tab.
3. Elevator........................................................................ CONDITION AND

SECURITY
Check for spring condition by moving elevator toward the leading edge
down position.
4. Tail Rotor (90°) Gearbox ............................................. VERIFY ACTUAL

PRESENCE OF OIL
IN SIGHT GAGE
Visually check oil level. Check filler cap, and chip detector plug for security.
5. Tail Rotor Blade............................... CONDITION AND CLEANLINESS

6. Tail Rotor .......................................................... CONDITION AND FREE
MOVEMENT ON
FLAPPING AXIS
7. Tail Rotor Yoke ...................................... CONDITION OF STATIC STOP

Evidence of static stop contact damage (deformed static stop yield indicator).

FlightSafety
International
8. Rotor Blade (aft) .............................. CONDITION AND CLEANLINESS

9. Tail Skid....................................................................... CONDITION AND
SECURITY
10. Intermediate (42°) gearbox .......................................... VERIFY ACTUAL

PRESENCE OF OIL
IN SIGHT GAGE
Visually check oil level. Check filler cap and chip detector plug for security.
11. Elevator........................................................................ CONDITION AND

SECURITY
12. Tailboom................................................................................ CONDITION

FlightSafety
International
13. Baggage Compartment.............................................. CARGO SECURED;

SMOKE DETECTOR
CONDITION;
DOOR SECURED
Fuselage—Aft Right Side

1. Rotor Blade (right) .................................................. REMOVE TIEDOWN
Visually check condition and cleanliness.
2. Aft Compartment ........................................................................... CHECK

UNOBSTRUCTED
3. Tail Rotor Actuator ........................................................................ CHECK

FlightSafety
International
4. Engine Fire Extinguisher ............................................... CHECK BOTTLE

PRESSURE GAGE AND
TEMPERATURE RANGE
5. Combining Gearbox Oil Level..................................... VERIFY ACTUAL

PRESENCE OF OIL
IN SIGHT GAGE
6. Oil Cooler Blower........................................................ UNOBSTRUCTED

FlightSafety
International
7. No. 2 Engine Compartment ........................................................... CHECK
8. No. 2 Engine Oil Level ................................................ VERIFY ACTUAL

PRESENCE OF OIL
IN SIGHT GAGE
Visually check oil level and filler cap.
9. Access Doors and

Engine Cowling......................................................................... SECURED
10. Fuel Filler .................................................................. VISUALLY CHECK

QUANTITY; SECURED
Fuselage—Cabin Right Side

1. Passenger Door ............................................................ CONDITION AND
OPERATION
Glass clean. Condition of pop-out windows.

FlightSafety
International
2. Transmission Oil .......................................................... VERIFY ACTUAL

PRESENCE OF OIL
IN SIGHT GAGE
Visually check oil level.
3. Position Lights....................................................................... CONDITION
4. Landing Gear......................................................................... CONDITION
Handling wheels removed.
5. Passenger Step (if installed) ........................................ CONDITION AND

SECURITY
6. Pilot Door .................................................................... CONDITION AND

SECURITY
Glass clean. Check security of emergency release handles.

FlightSafety
International
Cabin Top
1. Hub and Sleeve Assembly ............................................................. CHECK
CONDITION
2. Swashplate, Support Assembly

and Collective Lever ...................................................................... CHECK
CONDITION
3. Main Rotor Pitch Links .................................................. SECURITY AND

CONDITION
4. Main Rotor Hub ................................................................... CHECK AND

GENERAL CONDITION
a. Mast Retaining Nut .............................................................. SECURED
b. Yoke Assembly ..................................................................CONDITION

FlightSafety
International
c. Pitch Horns..................................................................SECURITY AND

CONDITION
d. Elastomeric Bearings,
Lead-Lag Dampers................................................ CHECK GENERAL
CONDITIONS
e. Blade Retention Bolts ............................................... SECURITY AND

PROPER LATCHING
f. Droop Restrainers ...................................................... SECURITY AND

CONDITION
g. Simple Pendulum
Absorbers (if installed) ............................................. SECURITY AND
CONDITION
5. Rotor Blades .............................................................. VISUALLY CHECK

CONDITION AND
CLEANLINESS
6. Main Driveshaft and Coupling ......................................CONDITION AND

SECURITY WHERE
VISIBLE
Condition, security, and grease leakage. Check Temp-Plates (four places

each coupling) for evidence of elevated temperature indicated by dot
changing color to black.
CAUTION
IF ANY TEMP-PLATE IS MISSING OR HAS BLACK
DOTS, MAINTENANCE PERSONNEL SHALL AS-
SIST IN DETERMINING AIRWORTHINESS.
7. Transmission Oil Filler Cap ...................................................... SECURED
8. No.1 and No.2

Hydraulic Reservoirs ................................................. VISUALLY CHECK
FLUID LEVELS;
CAPS SECURED
9. Antenna(s) ................................................................... CONDITION AND

SECURITY
10. Combining Gearbox

Oil Filler Cap............................................................................. SECURED

FlightSafety
International
11. Anticollision Light....................................................... CONDITION AND

SECURITY
12. No. 1 and No. 2

Engine Air Intakes.................................................. COVERS REMOVED;
UNOBSTRUCTED
Check particle separator doors closed.
13. Engine and Transmission Cowling............................................ SECURED
14. Fresh Air Inlet Screen.................................................. UNOBSTRUCTED
15. Rotor Brake Reservoir Cap ...................................................... SECURITY
INTERIOR CHECK
1. Cabin Interior.................................................................... CLEANLINESS
AND SECURITY
OF EQUIPMENT
2. Cargo and Baggage

(if applicable) ............................................................ CHECK SECURITY
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.
4. Passenger Doors ........................................................................ SECURED
Go to the aircraft specific section of

this chapter to complete checklist.

FlightSafety
International
NORMAL PROCEDURES—412EP
CONTENTS
Page
INTERIOR CHECK .................................................................... NP-EP-1
Prestart Check ................................................................... NP-EP-1
Engine Starting .................................................................. NP-EP-5
Engine 1 Start .................................................................... NP-EP-5
Engine 2 Start .................................................................... NP-EP-8
Post Start ........................................................................... NP-EP-9
Engine Fails to Start ........................................................ NP-EP-10
Cold Weather Start .......................................................... NP-EP-11
Systems Checks............................................................... NP-EP-12
BEFORE TAKEOFF ................................................................ NP-EP-21
Power Assurance Check.................................................. NP-EP-23
OPERATION IN OR NEAR
MAGNETIC DISTURBANCES
(S/N 36248 AND SUBSEQUENT)........................................... NP-EP-24
TAKEOFF.................................................................................. NP-EP-24
IN-FLIGHT OPERATION ........................................................ NP-EP-26
Maneuvering with AFCS in SAS Mode.......................... NP-EP-26
Maneuvering with AFCS in ATT Mode.......................... NP-EP-26
DESCENT AND LANDING .................................................... NP-EP-27
AFTER LANDING ................................................................... NP-EP-27
ENGINE SHUTDOWN............................................................. NP-EP-28
POSTFLIGHT CHECK............................................................. NP-EP-30
Revision 1 FOR TRAINING PURPOSES ONLY NP-EP-i

FlightSafety
International
NORMAL PROCEDURES—412EP
INTERIOR CHECK
PRESTART CHECK
1. Seat and Pedals ............................................................................. ADJUST
2. Seatbelt and Shoulder Harness............................ FASTEN AND ADJUST
3. Shoulder Harness Inertia Reel and Lock ....................................... CHECK
4. Directional Control Pedals......................................... CHECK FREEDOM

OF MOVEMENT
Position for engine start.
5. Flight Controls..................................................... POSITION FOR START
Friction as desired.
6. EEPROM READ Switch........................................................ LOCKED IN

DOWN POSITION
7. Transmission Chip Detector Indicators.......................................... CHECK
Reset if required.
8. Lower Pedestal Circuit Breakers............................................................. IN
9. Collective Control Head Switches ....................................................... OFF
10. COMPASS CONTROL Switch(es) .......................... MAG (slave position)
11. AHRS Control Panel Switches ......................... MAG POSITION (locked)

(S/N 36248 and subsequent)
12. Radio Equipment.................................................................................. OFF
13. FUEL INTCON Switch................................................................... NORM
14. FUEL TRANS Switches ...................................................................... OFF
15. BOOST PUMP Switches ..................................................................... OFF
Revision 1 FOR TRAINING PURPOSES ONLY NP-EP-1

FlightSafety
International
16. FUEL XFEED Switch ..................................................................... NORM
17. ENGINE 1 and ENGINE 2 FUEL Switches........................................ OFF
18. PART SEP Switches ........................................................................ NORM
19. ENGINE 1 and ENGINE 2 GOV Switches...................................... AUTO
20. HYDR SYS NO. 1 and NO. 2 Switches................................................ ON
21. STEP Switch (if installed) .................................................... AS DESIRED
22. ROTOR RPM Audio Switch.................... SPRING-LOADED TO AUDIO
23. FORCE TRIM Switch............................................... ON, COVER DOWN
24. Instruments ...................................................................... STATIC CHECK
25. STATIC SOURCE Switch

(if installed) ........................................................................................... PRI
26. APPROACH PLATE and MAP LIGHT Knob(s) ................................ OFF
27. AUX SYS PITOT and STATIC Switches

(if installed) ..................................................................................... NORM
28. Altimeter(s) .......................................................................................... SET
29. Clock ........................................................................ SET AND RUNNING
30. FIRE EXT Switch ................................................................................ OFF
31. FIRE PULL Handles ........................................................ IN (FORWARD)
32. AFT DOME LIGHT Rheostat and Switch........................................... OFF
33. PITOT STATIC HEATERS Switch...................................................... OFF
34. WIPER Switches.................................................................................. OFF
35. CARGO RELEASE Switch

(if installed) .......................................................................................... OFF
36. HEATER Switch .................................................................................. OFF
37. AFT OUTLET Switch.......................................................................... OFF
NP-EP-2 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
38. VENT BLOWER Switch ..................................................................... OFF
39. EMERG LT Switch (if installed) ................................................. DISARM
40. STBY ATT Switch (if installed) ........................................................ TEST
Check standby attitude indicator light illuminates and OFF flag retracts
momentarily, then switch OFF.
41. WSHLD HEAT Switches (if installed) ................................................ OFF
42. Overhead Circuit Breakers ...................................................................... IN
43. All LT Rheostats................................................................................... OFF
44. UTILITY LIGHT Switch..................................................................... OFF
45. POSITION Light.................................................................................. OFF
46. ANTI COLL Light................................................................................. ON
47. EMERG LOAD Switch.............................................................. NORMAL
48. NON-ESNTL BUS Switch .......................................... SPRING-LOADED

TO NORMAL
49. INV 1 and 2 Switches .......................................................................... OFF
50. GEN 1 and 2 Switches ......................................................................... OFF
NOTE
If external power is used—connect (1,000 amps max-
imum). Check 27 ± 1 VDC; adjust power source if
required.
51. BATTERY Switches

(BUS 1 and BUS 2) ............................................................................... ON
Check BATTERY caution light illuminates.
NOTE
Test operate all lights when night flights are planned
or anticipated. Accomplish light tests with external
power connected or during engine runup. If Anti-
collision light is desired, NON-ESNTL
BUS—MANUAL.

FlightSafety
International
52. ROTOR BRAKE Lights..................................................................... TEST
Pull brake ON and check that both caution lights illuminate; return
to OFF and check lights extinguish.
NOTE
Rotor brake shall be off at all times when the engines
are running.
53. FIRE 1 and 2 Warning

Lights Test Button........................................................... PRESS TO TEST
54. BAGGAGE FIRE Warning

Light Test Button ............................................................ PRESS TO TEST
Verify light flashes.
55. OVER TORQ Caution Light ........................................................... PRESS
Check light illuminates and MAST TORQUE indicator reads 105 ± 1%.
CAUTION
If MAST TORQUE indicator indicates an error greater
than ± 1% from the 105% position, the mast torque
system is unreliable. Maintenance action is required.
56. CYC CTR Caution Lights............................................... PRESS TO TEST
57. Caution Panel TEST Switch ................................................................ PNL
All segments extinguish except CAUTION PANEL.
58. Caution Panel TEST Switch ................................................................... LT
All segments illuminate.
59. Caution Panel RESET Button.......................................................... PRESS
MASTER CAUTION light extinguishes.
60. FUEL SYS Test Switch ............................. FWD TANK, then MID TANK
Note digital and needle indications.

FlightSafety
International
61. FUEL SYS DIGITS TEST Button .................................................. PRESS
Digital display reads 888.
62. INV 1 and 2 Switches ............................................................................ ON
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 .
1. Throttles................................................ ROTATE ENGINE 1 THROTTLE

FULL OPEN THEN BACK
AGAINST IDLE STOP
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 pres-
sure is applied toward the closed position of the
throttle.
Moderate frictions should be applied to overcome follow-through coupling

between throttles.
2. RPM INCR/DECR Switch ................................ DECR FOR 8 SECONDS
ENGINE 1 START
NOTE
Either engine may be started first; however, the fol-
lowing procedure is provided for starting engine 1 first.
At ambient temperatures 5°C (41°F) and below, refer
to Cold Weather Start procedures this section.
1. Engine 1 FUEL TRANS Switch............................................................ ON
Check No. 1 FUEL TRANS caution light extinguished.

FlightSafety
International
2. Engine 1 BOOST PUMP Switch........................................................... ON
Check No. 1 FUEL BOOST light extinguished.
3. Engine 1 FUEL Switch.......................................................................... ON
FUEL VALVE caution light will illuminate momentarily.
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.
6. START Switch .............................................................. ENG 1 POSITION
Observe starter limitations
7. Engine 1 ENGINE OIL Pressure.......................................... INDICATING
8. Engine 1 Throttle................................................ OPEN TO IDLE AT 12%
GAS PROD RPM (N1)...............................................................MINIMUM
9. Engine 1 ITT....................................................................... MONITOR TO

AVOID HOT START
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 to 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.
10. Collective Pitch............................................................ ENSURE IN FULL

DOWN POSITION

FlightSafety
International
CAUTION
If stick centering indicator system is inoperative,
ground operation shall be conducted at 97% ROTOR
RPM or above.
NOTE
On side slopes greater than five degrees, disregard
CYC CTR caution lights and position cyclic as desired.
11. Cyclic ........................................................................................ POSITION
Position as necessary to extinguish CYC CTR caution lights.
NOTE
CYC CTR caution lights are inhibited between 95 and
105% ROTOR RPM.
12. START Switch............................................... CENTERED (OFF) AT 55%

GAS PROD RPM (N1)
13. GAS PROD ...................................................................... CHECK 61± 1%

WHEN THROTTLE
IS ON IDLE STOP
NOTE
Do not increase ROTOR above 85% rpm until XMSN
OIL temperature is above 15˚C.
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 78 to 80% ROTOR RPM at flat pitch.
14. Engine, XMSN, and

GEARBOX OIL Pressures............................................................. CHECK
15. Engine 1 PART SEP OFF Caution Light ....................................... CHECK

EXTINGUISHED
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.

FlightSafety
International
16. Engine 1 Throttle ............................................................... INCREASE TO

77 to 85% ENG RPM (N2)
Friction as desired
NOTE
Minimize blade flapping by maintaining highest rotor
rpm (N R ) within allowable range.
17. Rotor rpm (NR) ..................................................... MINIMUM 77 TO 85%

AS DESIRED
NOTE
If external power is used, proceed to Engine 2 Start.
If battery was used, proceed as follows.
18. N1 rpm ............................................................... CHECK 71% MINIMUM
19. GEN 1 Switch ........................................................................................ ON
NOTE
Before attempting generator assisted start on second
engine, it is recommended that the battery be charged
until the ammeter load drops below 150 amps.
20. AMPS 1 Indicator.............................................................. CHECK AT OR

BELOW 150 AMPS
ENGINE 2 START
NOTE
At ambient temperatures of 5°C (41°F) and below,
refer to Cold Weather Start procedures this section.
1. Engine 2 FUEL TRANS Switch............................................................ ON
Check No. 2 FUEL TRANS caution light extinguished.
2. Engine 2 BOOST PUMP Switch........................................................... ON
Check No. 2 FUEL BOOST light out (FUEL XFEED caution light will
illuminate momentarily).
3. Engine 2 FUEL Switch.......................................................................... ON
FUEL VALVE caution light will illuminate momentarily.

FlightSafety
International
4. Engine 2 FUEL PRESS Indicator .................................................. CHECK
5. START Switch .............................................................. ENG 2 POSITION
Observe starter limitations.
6. Engine 2 ENGINE OIL Pressure.......................................... INDICATING
7. Engine 2 Throttle................................................ OPEN TO IDLE AT 12%

GAS PROD RPM (N1)
8. Engine 2 ITT ............................................................................. MONITOR
Observe ITT limitations.
9. START Switch............................................... CENTERED (OFF) AT 55%

GAS PROD RPM (N1)
10. GAS PROD ................................................... CHECK 61 ± 1% RPM (N1)
When engine 2 throttle is on idle stop
CAUTION
Ensure second engine engages as throttle is increased.
A nonengaged engine indicates 10 to 15% higher N 2
rpm than the engaged engine and near zero torque.
If a nonengagement occurs, close the throttle of the
nonengaged engine. When the nonengaged engine has
stopped, shut down the engaged engine. If a sudden
(hard) engagement occurs, shut down both engines.
Maintenance action is required.
11. Engine 2 Throttle ......................................................INCREASE SLOWLY

TO MATCH ENGINE 1 N2 RPM
Monitor tachometer and torquemeter to verify the engagement of

second engine.
12. Engine 2 Oil Pressure..................................................................... CHECK
13. ENG 2 PART SEP

OFF Caution Light .......................................... CHECK EXTINGUISHED
POST START
1. ROTOR RPM (NR) .............................................. 77 TO 85% OR ABOVE

FlightSafety
International
NOTE
If external power was used—disconnect. GEN 1
Switch—ON.
2. GEN 2 Switch ........................................................................................ ON
BATTERY BUS 1 will switch OFF automatically.
CAUTION
Only BATTERY BUS 2 switch should remain on with
both generators operating.
NOTE
During rpm increase, any abnormal increase in one-
3. Caution Lights ........................................ CHECK ALL EXTINGUISHED

(EXCEPT AFCS)
4. Engine, XMSN and GEARBOX OIL

Temperatures and Pressures ........................................... WITHIN LIMITS
5. AMPS 1 and 2 ................................................................ WITHIN LIMITS
NOTE
AMPS 2 will indicate a higher load than AMPS 1 until
battery is fully charged.
6. Radios......................................................................... ON AS REQUIRED
7. ELT (if installed) ...................................... CHECK FOR INADVERTENT

TRANSMISSION
ENGINE FAILS TO START

When the engine fails to start within 15 seconds after the throttle has been
opened to idle, the following action is recommended:
1. IDLE STOP Release .................................................................. ACTUATE
2. Throttle ........................................................................... FULLY CLOSED
3. Starter ....................................................................................DISENGAGE
4. BOOST PUMP Switch......................................................................... OFF

FlightSafety
International
5. FUEL Switch........................................................................................ OFF
After GAS PROD RPM (N 1 ) has decreased to zero, allow 30 seconds for fuel
to drain from engine.
Before attempting another start:
6. Dry Motoring Run (see below) ................................................ CONDUCT
Dry Motoring Run

The following procedure is used to clear an engine whenever it is deemed nec-
essary to remove internally trapped fuel and vapor:
1. Throttle ........................................................................... FULLY CLOSED
2. BOOST PUMP Switch .......................................................................... ON
3. FUEL Switch ......................................................................................... ON
4. IGN Circuit Breaker ................................................................. PULL OUT
5. Starter ........................................................ ENGAGE FOR 15 SECONDS,

THEN DISENGAGE
7. FUEL Switch........................................................................................ OFF
8. IGN Circuit Breaker..................................................................... PUSH IN
Allow the required cooling period for the starter before proceeding. Follow
normal start sequence as described on preceding pages.
COLD WEATHER START

This procedure is applicable to either engine.
At ambient temperature 5°C (41°F) and below, incorporate warmup proce-

dures as follows:
1. GOV switch................................................................................ MANUAL
2. ENG 1/2 throttle......................................OPEN SLOWLY TO MAINTAIN

77 TO 85% ENG RPM AS DESIRED
(minimum 3 minutes)

FlightSafety
International
After warm-up:
3. Throttle........................................................................ REDUCE TO IDLE
4. GOV switch ............................................................... RETURN TO AUTO
CAUTION
Do not allow gas producer to decrease below 50% rpm
(N 1 ).
NOTE
rpm will be high and the ENGINE, XMSN, and GEAR
BOX OIL pressure may exceed limits for up to two
minutes after starting. Warm up shall be conducted
at 77 to 85% N R at flat pitch.
5. Start Sequence......................................................................... CONTINUE

(for normal start)
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.
Do not displace cyclic beyond point at which CYC

CTR caution light illuminates.
NOTE
CYC CTR caution lights are inhibited between 95 and
105% ROTOR RPM.
1. Cyclic .......................................................... DISPLACE APPROX 1.25 IN

(31.7 mm) FORWARD,
AFT, LEFT AND RIGHT

FlightSafety
International
Check CYC CTR caution light illuminates each time when displaced and
extinguishes when centered.
Force Trim Check

1. Flight Controls................................................................. FRICTION OFF;
COLLECTIVE LOCK REMOVED
2. Cyclic and Pedals ............................................. MOVE SLIGHTLY EACH

DIRECTION TO CHECK
FORCE GRADIENTS
3. Yaw Trim Release Switch (if installed)....................... PRESS FORWARD
Check that yaw trim only releases and then reengages with switch released.
4. Cyclic FORCE TRIM Release Button ....................................... DEPRESS
Check trim releases with button depressed; reengages when button is released.
5. FORCE TRIM Switch.......................................................................... OFF
Check trim disengages and FT OFF caution light illuminates.
6. FORCE TRIM Switch............................................... ON; COVER DOWN
Preliminary Hydraulic Check

1. Throttles .............................................................................. SET TO IDLE
NOTE
Uncommanded control movement or motoring with
either hydraulic system off may indicate hydraulic
system malfunction.
2. HYDR SYS No. 1 Switch ................................................ OFF, THEN ON
3. HYDR SYS No. 2 Switch ................................................ OFF, THEN ON
Engine Fuel Control Check

1. Throttles (both)................................................................................... IDLE
CAUTION
Do not allow GAS PROD to decrease below 50%
rpm (N 1 ).

FlightSafety
International
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.
2. GOV Switch (Engine 1 or 2)...................................................... MANUAL
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.
3. Throttles (both) ................................................. INCREASE SLOWLY TO

ABOVE 85% ROTOR RPM
Governor Check
CAUTION
If helicopter is sitting on ice or other slippery or
loose surface, advance throttles slowly to prevent
rotation of helicopter.
1. Engine 1 Throttle .................................................................. FULL OPEN
2. ENG ................................................STABILIZED AT 95 ± 1% RPM (N2)
3. Engine 2 Throttle ................................................................... FULL OPEN
Check No. 1 engine increases 2% ENG RPM (N 2) and both engines

stabilize at 97 ± 1% ENG RPM (N2).
4. RPM INCR/DECR Switch...................................................... FULL INCR
Check ENG does not exceed 101.5% rpm (N2). Set at 100% ENG RPM
(N2).
Fuel Crossfeed and Interconnect Valve Check

1. FUEL XFEED/INTCON
Test Switch ....................................................... TEST BUS 1 AND HOLD
NOTE
After turning either boost pump off, FUEL BOOST
caution light should illuminate on failed side only.
2. Engine 1 BOOST PUMP Switch ......................................................... OFF

FlightSafety
International
Check Engine 1 fuel pressure decreases, then returns to normal. (This

indicates that the crossfeed valve has been opened by Bus No. 1 power and
that the check valve is functioning properly.) Return switch to ON.
3. FUEL INTCON Switch .................................................................... OPEN
Check FUEL INTCON caution light illuminates, then extinguishes. (This

indicates that the interconnect valve has been opened by Bus No. 1 power
and that the valve is functioning properly.)
4. FUEL INTCON Switch ...................................................... OVRD CLOSE
Check FUEL INTCON caution light illuminates, then extinguishes.
5. FUEL XFEED/INTCON Test Switch .............. TEST BUS 2 AND HOLD
Check Engine 2 fuel pressure decreases, then returns to normal. Return

switch to ON.
Check FUEL INTCON caution light illuminates, then extinguishes. (This

indicates that the interconnect valve has been opened by Bus No. 2 power
and that the valve is functioning properly.)
Check FUEL INTCON caution light illuminates, then extinguishes.
9. FUEL XFEED/INTCON Test Switch ............................................. NORM
10. FUEL XFEED Switch ........................................................ OVRD CLOSE
Check fuel pressure drops to zero on affected system. Return switch to

ON. Repeat procedure for engine 2 BOOST PUMP switch.
12. FUEL XFEED Switch ..................................................................... NORM
Electrical Systems Check

1. DC VOLTS ............................................................ CHECK 27 ± 1 VOLTS
2. AC VOLTS ................................................... CHECK 104 TO 122 VOLTS

FlightSafety
International
3. AMPS 1 and 2.................................................. CHECK WITHIN LIMITS
5. EMERG LOAD Switch .................................................... EMERG LOAD
Check that the following items remain operational:
• AP 2 • Pilot ICS
• VHF #1 • STBY ATT Indicator
• Pilot Map Light • Essential Engine Instruments
6. EMERG LOAD Switch ............................................................. NORMAL
7. GEN 1 and 2 Switches .......................................................................... ON
8. INV 1 Switch........................................................................................ OFF
Check INVERTER 1 caution light illuminates. Check No. 1 and No. 2 AC

VOLTS for indication that Inverter 2 has assumed all AC loads.
9. RETURN INV 1 Switch ........................................................................ ON
10. INV 2 Switch........................................................................................ OFF
Check INVERTER 2 caution light illuminates. Check No. 1 and No. 2 AC

VOLTS for indication that Inverter 1 has assumed all AC loads.
11. RETURN INV 2 Switch ........................................................................ ON
12. STBY ATT Switch (if installed) ............................................................ ON
13. EMERG LT Switch (if installed) ....................................................... TEST
Check all emergency lights illuminate. Switch to ARM; check lights dim
to faint glow.
Hydraulic Systems Check

NOTE
The hydraulic systems check is to determine proper
operation of the hydraulic actuators for each flight
control system. If abnormal forces, unequal forces,
control binding or motoring are encountered, it
may be an indication of a malfunctioning flight
control actuator.

FlightSafety
International
1. FORCE TRIM Switch.......................................................................... OFF
2. Collective ............................................................................ FULL DOWN;

FRICTION REMOVED
3. Rotor ......................................................................... SET TO 100% RPM
4. Cyclic .................................................................................... CENTERED;

FRICTION REMOVED
5. HYDR SYS NO. 1 Switch ................................................................... OFF
Check No. 1 HYDRAULIC caution light and MASTER CAUTION light

illuminate and system 1 pressure drops to zero.
6. Cyclic........................................... CHECK FOR NORMAL OPERATION
Move cyclic forward, aft, left, and right approximately one inch.
Center cyclic.
7. Collective..................................... CHECK FOR NORMAL OPERATION
Increase collective control 1 to 2 inches. Repeat 2 to 3 times as required.

Return to full down position.
8. Pedals ................................................................... DISPLACE SLIGHTLY

LEFT AND RIGHT
Note an increase in force is required to move pedal in each direction.
NOTE
An electrical interlock prevents both hydraulic sys-
tems from being switched off at the same time. If one
system is off and the second system is switched off,
the second system will remain on.
9. HYDR SYS NO. 2 Switch ................................................................... OFF
Check hydraulic system 2 remains operational, and system 1 remains off.
10. HYDR SYS NO. 1 Switch..................................................................... ON
Check NO. 1 HYDRAULIC caution light extinguishes, and system 1

regains normal pressure. Check NO. 2 HYDRAULIC caution light
illuminates and system 2 pressure drops to zero.
11. Cyclic........................................... CHECK FOR NORMAL OPERATION

FlightSafety
International
Move cyclic forward, aft, left and right approximately 1 inch.

Center cyclic.
12. Collective..................................... CHECK FOR NORMAL OPERATION
Increase collective control 1 to 2 inches. Repeat 2 to 3 times as

required. Return to full down position.
13. Pedals ................................................................... DISPLACE SLIGHTLY

LEFT AND RIGHT
Note the pedals are now boosted.
14. HYDR SYS NO. 2 Switch..................................................................... ON
Check NO. 2 HYDRAULIC caution light extinguishes, system 2 pressure

returns to normal, and hydraulic system 1 remains operational.
15. Cyclic and Collective Friction...................................... SET AS DESIRED
16. FORCE TRIM Switch ........................................................................... ON
Check FT OFF caution light extinguishes.
WARNING
Both hydraulic systems shall be operational prior to

takeoff.
NOTE
System 1 will normally operate 10 to 20°C cooler than
system 2.
AFCS Check
NOTE
Verification of AFCS actuator centering is neces-
sary. Failure of the actuators to center could result
in reduced control margins (pitch and roll) and ab-
normal control positions (pitch, roll, and yaw).
NOTE
For S/N 36087–36247, if fast slaving is desired,
center ADI roll trim knob, then push and hold VG
FAST ERECT button until attitude indicator displays
zero degrees bank angle. Use of VG FAST ERECT
button will disengage the respective autopilot.

FlightSafety
International
1. Pilot and Copilot Attitude Indicators ............................ ERECT AND SET

AS NECESSARY
WARNING
If AFCS is left engaged in ATT mode during ground

operation, it can drive the cyclic stick to a control stop.
2. AP 1 and AP 2 .................................................... VERIFY DISENGAGED
3. Cyclic FORCE TRIM Switch ................................................. CHECK ON
For helicopters not equipped with Flight Director Kit: Press and hold the
CPL switch on autopilot control panel. While holding CPL switch, press
the TEST switch. Release both switches—verify TEST ON.
NOTE
AUTO TRIM light will remain illuminated during
AFCS test.
4. AFCS TEST Switch........................................... ON FOR LEVEL 1 TEST
5. AL-300 Air Data Display (ADD) .......................... VERIFY READS LE 1
6. AP 1 Light.................................................................. VERIFY FLASHES,

THEN PRESS
NOTE
Pilot shall closely monitor controls during test,
taking care not to restrict control movements. To
prevent nuisance failures, hands must remain off
controls.
7. Cyclic .............................................. VERIFY MOVEMENT AFT RIGHT

APPROXIMATELY ONE INCH,
THEN RETURN TO NEUTRAL
8. AP 2 Light.................................................................. VERIFY FLASHES,

THEN PRESS
9. Cyclic .............................................. VERIFY MOVEMENT AFT RIGHT

APPROXIMATELY ONE INCH,
THEN RETURN TO NEUTRAL
Upon completion of test, verify that the AP 1 and AP 2 lights extinguish and
AL-300 reads END 1.

FlightSafety
International
If error codes are present, press SBY (or cyclic NAV STBY switch) once to
view each code until END 1 is displayed.
AHRS equipped helicopters (S/N 36248 and subsequent), should perform

AHRS check.
Press cyclic grip NAV STBY to continue with level 2 test if desired, or press
TEST switch to exit AFCS test.
AHRS Equipped Helicopters (S/N 36248 and Subsequent)

1. AHRS No. 1 and No. 2 TEST switches ..................... PRESS AND HOLD
Confirm AFCS TEST flashing, ADI Pitch and Roll adjustment indicates
aligned.
NOTE
Test may be performed in MAG or DG mode. If TEST
accomplished in DG mode, heading must be manu-
ally aligned.
2. System Response........................................................................... VERIFY
• HSI Heading ...................................................ROTATES TO 015°

• HSI Heading OFF Flag ...................................................IN VIEW
• ADI Pitch .....................................................................5°NOSE UP
• ADI Roll ........................................................................45° RIGHT
• ATT Flag ...........................................................................IN VIEW
• RT Flag..............................................................................IN VIEW
3. AFCS TEST switch ......................................................... PRESS TO EXIT
Cabin Heater Check
1. GAS PROD .......................................................... CHECK 75% RPM (N1)

MINIMUM (BOTH ENGINES)
2. Thermostat Knob ................................................................... FULL COLD
CAUTION
Do not operate heater above 21°C OAT.

FlightSafety
International
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
4. VENT BLOWER Switch....................................................................... ON
5. Thermostat Setting ...................................... INCREASE AND OBSERVE

HEATED AIRFLOW
6. DEFOG Lever........................................................................................ ON
Check airflow is diverted from pedestal outlets to windshield nozzles.

Return lever to OFF.
7. AFT OUTLET Switch ........................................................................... ON
Check airflow distributed equally between pedestal outlets and aft outlets.
Return switch to OFF.
NOTE
Heater operation affects performance. Refer to Hover
Ceiling and Rate of Climb charts for HEATER ON
in the Performance chapter.
8. HEATER Switch................................................................... AS DESIRED
9. VENT BLOWER Switch...................................................... AS DESIRED
BEFORE TAKEOFF
1. Engine, Gearbox,
Transmission, Hydraulic and
Electrical Instruments ........................... WITHIN OPERATING RANGES
2. Caution and Warning Lights .......................................... EXTINGUISHED
3. Flight Instruments ................................. CHECK OPERATION AND SET
When flying IFR check as follows:
• IVSI ..........................................................NEEDLE NEAR ZERO

• Altimeter..........................................................SET AND CHECK
• HSI .......................................................................................CHECK

FlightSafety
International
• ADI ......................................................................................CHECK
• Radio Altimeter ....................................ZERO ALTITUDE; OFF
FLAG RETRACTED;
DH SET AS DESIRED
WARNING
If AFCS is left engaged in ATT mode during ground

operation, it can drive the cyclic stick to a control stop.
4. AFCS ........................................................... AP 1 AND AP 2 ENGAGED

AND SELECT ATT OR
SAS MODE AS DESIRED
ATT mode shall be used during IFR flight; SAS mode is recommended for
ground operations, hover, and takeoff.
5. TRIM/FD 1 or 2.................................................................... AS DESIRED
6. FORCE TRIM Switch................................................ ON IN ATT MODE;

AS DESIRED IN SAS MODE
7. Auxiliary Navigation Panel ....................................................AS DESIRED
WARNING
Moderate friction shall be applied to overcome

follow-through coupling between throttles.
8. Throttles ................................................................................. FULL OPEN
Adjust frictions.
9. ENG ............................................................................... 100% RPM (N2)

FOR BOTH ENGINES
10. Position Lights .................................................................. AS REQUIRED
11. ANTI COIL Light ................................................................... CHECK ON
12. PITOT-STATIC HEATERS Switch ....................................................... ON
Check ammeter for load indication. Leave ON in visible moisture when

temperature is below 4.4˚C (40˚F); turn OFF if not required.
13. Radio(s) ............................................................. CHECK FUNCTIONING

FlightSafety
International
14. EMERGENCY COMM

Panel (if installed) ....................................................CHECK FOR SINGLE
PILOT OPERATIONS
15. Cyclic Control.............................................. CENTERED OR SLIGHTLY

INTO THE WIND
16. COCKPIT VOICE RECORDER

TEST Switch (if installed) ...........................................PRESS AND HOLD
FOR 3 SECONDS
Verify meter indicates GOOD.
17. STEP Switch (if installed) ......................................................AS DESIRED
18. Passenger Seat Belts................................................................ FASTENED
19. All Doors ................................................................................... SECURED
POWER ASSURANCE CHECK

Power assurance check should be performed daily.
Prolonged Ground Operation

NOTE
For prolonged ground operation, AFCS shall not be
operated in ATT mode.
CAUTION
Minimum rotor—97% rpm for ground operation with
stick centering indicator system inoperative.
NOTE
For ground operation, maintain rotor rpm (N R) within
allowable range. Higher minimum rotor rpm reduces
blade flapping.
1. Rotor ...................................................... 77% TO 85% RPM OR ABOVE
2. Cyclic .......................................................... POSITION AS NECESSARY
Position as necessary to extinguish CYC CTR caution lights.

FlightSafety
International
NOTE
On side slopes greater than five degrees, maintain 100%
ROTOR RPM. CYC CTR caution lights are inhibited.
OPERATION IN OR NEAR MAGNETIC

DISTURBANCES
(S/N 36248 AND SUBSEQUENT)
CAUTION
To avoid heading error, accomplish inflight AHRS
heading syncronization only in level flight and, if
flight director installed, uncoupled (STBY).
When operation AHRS equipped helicopters in an area of suspected adverse

magnetic disturbance (e.g., an off-shore oil platform), a significant heading
error can occur during landing and takeoff. Prior to landing or before take-
off, switch AHRS from MAG mode to DG mode and, if necessary, manually
align heading with visual reference. When clear of magnetic disturbance, switch
back to MAG mode to initiate automatic heading synchronization.
TAKEOFF
CAUTION
During lift-off to hover, any abnormal increase in one-
NOTE
When AFCS is in ATT mode, the FORCE TRIM re-
lease button and the CLTV/YAW TRIM REL switch
should be depressed before lift-off (to trim actuators
to center positions )and should be held until desired
climbout attitude is attained.
1. ENG ............................................................................... 100% RPM (N2)
2. AP 1 and AP 2.....................................................................AS REQUIRED
3. TRIM/FD 1 or 2......................................................................AS DESIRED

FlightSafety
International
4. Area ............................................................................................. CLEAR
(AHRS equipped helicopters—S/N 36248 and subsequent).
CAUTION
Note HSI heading prior to liftoff. To ensure no mag-
netic disturbance exists, crosscheck heading in hover.
If discrepancy exists operate in DG mode (refer to
operations in or near magnetic disturbances).
NOTE
As collective is increased, it may be necessary to re-
match engine torques prior to reaching hover.
5. RPM (trim) Switch .............................ADJUST TO OBTAIN MATCHING

TORQUE, N1, OR ITT, AS
REQUIRED, AND 100% NR.
6. Hover Power ............................................ CHECK TORQUE REQUIRED

TO HOVER AT FOUR FEET
SKID HEIGHT
NOTE
Downwind takeoffs are not recommended since
the published takeoff distance performance will not
be achieved.
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.
(Refer to the Performance chapter.)
7. Cyclic Control ............................................. APPLY FORWARD CYCLIC

TO ACCELERATE SMOOTHLY
8. Collective Pitch ....................................... ADJUST AS DESIRED AFTER

REACHING VTOCS (45 KIAS)
9. Airspeed.......................................................................... WITHIN LIMITS

(60 KIAS MINIMUM FOR IFR

FlightSafety
International
IN-FLIGHT OPERATION
CAUTION
When operating near the maximum MAST TORQUE
limit, inadvertent overtorque may occur during ma-
neuvering flight conditions involving turns and/or
nose down attitude changes. Decrease power to 90%
MAST TORQUE prior to maneuvering helicopter.
1. ENG.........................................................................97 TO 100% RPM (N2)
2. Airspeed................................................................. WITHIN LIMITS FOR

FLIGHT ALTITUDE
3. Engine, Gearbox, and

Transmission Instruments............................................... WITHIN LIMITS
NOTE
Maximum pitch attitude capability of standby atti-
tude indicator is ±60°.
Refer to applicable operating rules for high altitude

oxygen requirements.
(AHRS equipped helicopters S/N 36248 and subsequent).
CAUTION
When AHRS is switched from DG to MAG mode, it
will instantaneously synchronize to detect magnetic
heading. Make switch selection only in level flight
to avoid invalid heading synchronization due to flux
valve sensing errors during turns.
MANEUVERING WITH AFCS IN SAS MODE

Use normal pilot control techniques.
MANEUVERING WITH AFCS IN ATT MODE

Depress cyclic FORCE TRIM release button and maneuver as desired. Release
button when desired attitude is reached. Autopilot will hold attitude until re-
trimmed to new attitude. Attitude may also be adjusted with cyclic ATTD
TRIM switch.

FlightSafety
International
For momentary yaw changes, due to power change, press forward on YAW
TRIM REL switch (if installed), which releases pedal force trim only. Adjust
yaw with pedals, then release switch.
For momentary attitude changes, manual cyclic movement may be used.

However, AFCS movement may be used. However, AFCS actuators may be
saturated to limit authority when cyclic is moved manually.
NOTE
In-flight use of VG FAST ERECT button (S/N
36087–36247) will disengage the respective autopilot.
DESCENT AND LANDING

1. Flight Controls .................................. ADJUST FRICTION AS DESIRED
Minimum friction for ATT mode operation.
2. AFCS ........................................................................... ENGAGE ATT OR

SAS MODE AS DESIRED
3. FORCE TRIM Switch................................................ ON IN ATT MODE;

AS DESIRED IN SAS MODE
4. Throttles ................................................................................. FULL OPEN
5. ENG ............................................................................... 100% RPM (N2)
6. Flight Path............................................. STAY CLEAR OF AVOID AREA

OF HEIGHT-VELOCITY DIAGRAM
7. STEP Switch (if installed) .................................................... AS DESIRED
CAUTION
Run-on landings may result in roll oscillations while
on the ground. If this occurs, lowering collective
fully down or disengaging AP 1 and AP 2 will stop
the oscillations.
AFTER LANDING
1. Collective Pitch .................................................................... FULL DOWN
2. Pedals...................................................................................... CENTERED

FlightSafety
International
3. FORCE TRIM Switch ........................................................................... ON
4. FORCE TRIM Release Button.............................DEPRESS AND CHECK

FOR ACTUATOR CENTERING
5. AFCS ...................................................................................... SAS MODE
ENGINE SHUTDOWN
1. AP 1 and AP 2 ...................................................................... DISENGAGE
Check autopilot lights extinguish and AFCS and MASTER CAUTION

lights illuminate.
2. Cyclic........................................................... FRICTIONED AS DESIRED
Maintain cyclic stick as near center as possible at all rotor speeds.
NOTE
For ground operation, maintain rotor RPM (NR) within
allowable range. Higher minimum rotor rpm reduces
blade flapping.
3. Throttle ........................................................ REDUCE TO 77 TO 85% NR
CAUTION
If stick centering indicator system is inoperative, N R
for ground operation shall be 97% or above.
4. Stick Centering Check............................................................ COMPLETE
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 re-
quired.
5. ITT .................................................... STABILIZE FOR ONE MINUTE
6. ELT (if installed) ...................................... CHECK FOR INADVERTENT

TRANSMISSION
7. STBY ATTD Switch (if installed)........................................................ OFF

FlightSafety
International
8. EMERG LT Switch (if installed) ................................................. DISARM
9. Engine Instruments......................................................... WITHIN LIMITS
10. IDLE STOP Release Switch ......................................... ENG 1 POSITION
11. Engine 1 Throttle............................................................ FULLY CLOSED
Check ITT and GAS PROD RPM (N1) decreasing
12. BATTERY BUS 1 Switch...................................................................... ON
13. IDLE STOP Release Switch ......................................... ENG 2 POSITION
14. Engine 2 Throttle............................................................ FULLY CLOSED
Check ITT and GAS PROD RPM (N1) decreasing
16. INV 1 and 2 Switches .......................................................................... OFF
17. Engine 1 and 2 FUEL Switches ........................................................... OFF
18. Engine 1 and 2

BOOST PUMP Switches ..................................................................... OFF
19. Engine 1 and 2

FUEL TRANS Switches ...................................................................... OFF
20. Radios................................................................................................... OFF
WARNING
Do not use collective to slow rotor rpm. Use of col-

lective to slow rotor rpm can cause excessive flap-
ping and/or coning.
CAUTION
Avoid rapid engagement of rotor brake if helicopter
is on ice or other slippery or loose surface to prevent
rotation of helicopter.
21. Rotor Brake .......................................................................... AS DESIRED

FlightSafety
International
Apply at or below 40% ROTOR RPM. Return to stowed position after

main rotor stops.
22. Pilot ................................................ REMAIN AT FLIGHT CONTROLS

UNTIL ROTOR HAS COME
TO A COMPLETE STOP
23. Lighting and

Miscellaneous Switches ....................................................................... OFF
24. BATTERY BUS 1 and

BUS 2 Switches.................................................................................... OFF
25. Collective Down Lock....................................... SECURED AS DESIRED
POSTFLIGHT CHECK
If conditions require, perform the following (refer to Manufacturer’s Data
BHT-412-MD-4, Section 4, for additional information):
1. Droop Restraint System ...................... CHECK GENERAL CONDITION
Verify that the droop restraint arms are engaged in the lower detent of the
cam window.
2. Main Rotor Blade Tiedown Socks ...................... INSTALL ON BLADES/

SECURE TO MOORING POINTS
3. Tail Rotor Tiedown Strap............................................ INSTALL/SECURE

TO VERTICAL FIN
4. Exhaust Covers/Engine Inlet

Protective Plugs/Pitot Tube Covers ............................................. INSTALL

FlightSafety
International
EMERGENCY/MALFUNCTION
PROCEDURES—412EP
CONTENTS
Page
INTRODUCTION ...................................................................... EM-EP-1
DEFINITIONS ........................................................................... EM-EP-1
EMERGENCY PROCEDURES ................................................ EM-EP-8
Engine Fires ...................................................................... EM-EP-8
Smoke Or Fumes in Cabin.............................................. EM-EP-10
Baggage Compartment Fire ............................................ EM-EP-11
Engine Failures ............................................................... EM-EP-11
Tail Rotor Failures.......................................................... EM-EP-15
Main Driveshaft Failure.................................................. EM-EP-20
MALFUNCTION PROCEDURES .......................................... EM-EP-21
Engine Hot Start and Shutdown ..................................... EM-EP-21
Engine Restart In Flight.................................................. EM-EP-22
Engine Fuel Control Malfunctions ................................. EM-EP-24
Electrical Power Failures ................................................ EM-EP-28
Hydraulic System Failure ............................................... EM-EP-31
Landing Gear .................................................................. EM-EP-32
Communication System.................................................. EM-EP-32
AUTOMATIC FLIGHT CONTROL SYSTEM ...................... EM-EP-33
AFCS Malfunctions ........................................................ EM-EP-33
AHRS ...................................................................................... EM-EP-40
Alignment In Flight (S/N 36248 and Subsequent) ......... EM-EP-40
Automatic AHRS Realignment ...................................... EM-EP-41
Manual AHRS Heading Synchronization....................... EM-EP-41
AHRS Fail to Realign..................................................... EM-EP-41
Stick Centering Indicator Failure.................................... EM-EP-42
Cabin Heater Malfunction .............................................. EM-EP-42
Fuel System Failures....................................................... EM-EP-43
Static Port Obstruction.................................................... EM-EP-44
Revision 1 FOR TRAINING PURPOSES ONLY EM-EP-i

FlightSafety
International
TABLES
Tables Title Page
EM-EP-1 Warning Lights .......................................... EM-EP-2
EM-EP-2 Caution Lights ........................................... EM-EP-3
EM-EP-3 Digital AFCS Error Codes .................... EM-EP-34
Revision 1 FOR TRAINING PURPOSES ONLY EM-EP-iii

FlightSafety
International
EMERGENCY/MALFUNCTION
PROCEDURES—412EP
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-EP-1 lists fault conditions and corrective actions required for illumina-
tion of red warning lights. Table EM-EP-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.
The helicopter should not be operated following any emergency landing or

shutdown until the cause of the malfunction has been determined and corrective
maintenance action taken.
DEFINITIONS
The following terms indicate the degree of urgency in landing the helicopter:
• Land as soon as possible—Land without delay at the nearest suitable

area (i.e. open field) at which a safe approach and landing is reason-
ably assured.
• Land as soon as practical—The duration of the flight and landing site

are at the discretion of the pilot. Extended flight beyond the nearest
approved landing area is not recommended.
The following terms are used to describe the operating condition of a system,
subsystem, assembly, or component:
• Affected—Fails to operate in the normal or usual manner.
• Normal—Operates in the intended or usual manner.
FOR TRAINING PURPOSES ONLY EM-EP-1

FlightSafety
International
Table EM-EP-1. WARNING LIGHTS
PANEL FAULT CORRECTIVE

WORDING CONDITION ACTION
Fire indication in Pull illuminated FIRE PULL handle. Select
FIRE 1 PULL NO. 1 or NO. 2 engine affected engine. Select RESERVE fire
compartment extinguisher if necessary. Land as soon
FIRE 2 PULL as possible.
Smoke in baggage Reduce power to minimum required.

BAGGAGE FIRE compartment Land as soon as possible. Inspect
tailboom area for damage.
GAS PROD abnorm- Check ENG TORQUE, GAS PROD ENG
ENG 1 OUT ally low, below 53 RPM (N1), ENG RPM (N2) and ITT.
± 2% PRM on NO. 1 Adjust power and airspeed to (70 KIAS).
ENG 2 OUT or NO. 2 engine Reset remaining ENG RPM (N2) to
normal range. Close throttle of affected
engine. Refer to ENGINE FAILURES and
RESTART INFLIGHT procedures. Land
as soon as practical.
Transmission oil Reduce power. Land as soon as possible.
XMSN OIL PRESS pressure below limit
Transmission oil Reduce power. Check XMSN OIL

XMSN OIL TEMP temperature above temperature. If not within limits, land as
limit soon as possible.
Combining gearbox Reduce power. Land as soon as possible.
C BOX OIL PRESS oil pressure below
normal
Combining gearbox Reduce power. Check GEAR BOX OIL
C BOX OIL TEMP oil temperature above temperature. If not within limits, land as
normal soon as possible.
Battery case temp- BATTERY BUS 1 and BUS 2 switch
BATTERY TEMP erature above limit –OFF. Land as soon as practical.
WARNING
Battery shall not be used for engine start

after illumination of BATTERY TEMP light.
Battery shall be removed and serviced in
accordance with manufacturer's
instructions prior to return to service.
ROTOR Rotor brake linings Check rotor brake handle is fully up in

BRAKE not retracted detent. If light remains on, land as soon
as possible.
Rotor RPM at or Adjust collective pitch and/or RPM INCR–

RPM W/AUDIO below 95% DECR switch as required. Refer to
ENGINE FUEL CONTROL
MALFUNCTION procedures.
RPM W/O AUDIO Rotor RPM at or
above 105%
EM-EP-2 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
Table EM-EP-2. CAUTION LIGHTS
Panel Fault Corrective

Wording Condition Action
NO. 1 OIL Engine oil pressure Shut down affected engine. Fuel INTCON
below limit. switch—OPEN. Land as soon as practical.
PRESSURE
NO. 2 OIL
PRESSURE
NO. 1 DC Failure of DC GEN FIELD and GEN RESET circuit break

GENERATOR generator. ers — Check in. GEN switch (affected gen-
erator) — RESET, then ON. If light remains
NO. 2 DC on, turn GEN switch OFF.
GENERATOR
If No. 2 generator failed:
• BATTERY BUS 2 switch —OFF.
• BATTERY BUS 1 switch —ON.
If nonessential bus power is required:

• NON-ESNTL BUS switch —MANUAL.
• DC AMPS —Monitor.
If both generators fail:
CAUTION
Do not select EMER LOAD at pressure
altitudes above 5,000 feet. Both FUEL
BOOST PUMPS will become inoperative,
resulting in possible fuel starvation.
EMER LOAD switch – As required. Land

as soon as practical.
NO. 1 PART Particle separator by- Check ENG 1 (or 2) RPM and PART SEP
pass door closed or cir- circuit breakers in.
SEP OFF cuit breaker out. Ice
NO. 2 PART and dust protection Move PART SEP switch to OVRD ON.
system inoperative.
SEP OFF
Fuel boost pump fail- If practical, descend below 5,000 feet H P

NO. 1 FUEL ure has occurred. to prevent possible fuel starvation if other
BOOST boost pump fails.
NO. 2 FUEL
BOOST NOTE FUEL INTCON switch—OPEN. Land as
If either fuel boost soon as practical.
pump fails and the
FUEL XFEED switch
is in NORM position,
the crossfeed valve CAUTION
is opened automati-
cally by a pressure
switch, allowing either If either BOOST PUMP fails, usable fuel
boost pump to furnish will be approximately 60 pounds less
fuel to both engines. than indicated.

FlightSafety
International
Table EM-EP-2. CAUTION LIGHTS (CONT)

NO. 1 FUEL Fuel filter is partially Land as soon as practical.
FILTER blocked
NO. 2 FUEL
FILTER
Fuel level in left or Land as soon as practical.

FUEL LOW right cells at or below
(less than 100 lbs 190 pounds
between NO. 1
and NO. 2 fuel
quantities)
NOTE NOTE
The FUEL LOW light Interconnect valve will open automatically
will not illuminate for when fuel level in opposite side de-
the affected side when creases to 190 pounds (as indicated by
fuel quantity indicator lights). This will allow the fuel quantity in
malfunction occurs. the lower aft cells to equalize.
Refer to FUEL
QUANTITY
INDICATION
MALFUNCTION In the event of a fuel BOOST PUMP
failure, all fuel in the lower cells will be
available to both engines through either
boost pump.
FUEL INTCON caution light can be

extinguished by placing FUEL INTCON
switch in the OPEN position.
Possible fuel leak in FUEL INTCON switch –OVRD CLOSE.

FUEL LOW cell with lower quantity Land as soon as possible.
(100 lbs or more
difference between
NO. 1 and NO. 2
fuel quantities)
NO. 1 GOV Engine governor in Torque, ITT, and rpm must be controlled
MANUAL manual mode with throttle.
NO. 2 GOV
MANUAL
NO. 1 ENGINE Metal particles in Reduce power and shut down engine as
CHIP engine oil soon as practical to minimize engine
damage. Land as soon as practical.
NO. 2 ENGINE
CHIP
NO. 1 FUEL Fuel valve not Check FUEL VALVE circuit breaker is in.
VALVE properly seated or Land as soon as practical. If on ground,
circuit breaker out. cycle FUEL switch.
NO. 2 FUEL
VALVE

FlightSafety
International

NO. 1 GEN Generator over- GEN switch – OFF
OVHT heating
NO. 2 GEN
OVHT
CAUTION Caution panel Check MASTER CAUTION circuit

PANEL inoperative breaker in. Monitor aircraft instruments.
Land as soon as practical.
Failure of AC power Check both AC voltmeters to determine
INVERTER 1 inverter that remaining inverter automatically
assumed load for failed inverter.
INVERTER 2 Check INV PWR circuit breakers in.
Reengage AP1 or AP2. If both inverters
fail during IFR flight, land as soon as
practical or continue flight under VFR, if
desired.
EMER LOAD switch Place EMER LOAD switch in NORMAL
INVERTER 2 EMER LOAD position position, if electrical load shedding is not
required.
EXTERNAL External power Check external power door is closed.

POWER receptacle door open
Passenger door(s) or Check doors are closed and locked.

DOOR LOCK baggage compartment
door not secured
Both BATTERY Turn one BATTERY switch ON, other
BATTERY switches/relays in the OFF. If light remains on, reverse
same position BATTERY switch positions.
Metal particle in Reduce power. Land as soon as practical.

C BOX CHIP combining gearbox
oil.
Metal particles in Reduce power and shut down engine as
XMSN CHIP transmission oil (one soon as practical to minimize engine
or more remote damage. Land as soon as practical.
XMSN CHIP
indicators tripped)
Metal particles in 42° Land as soon as practical.
42/90 BOX CHIP or 90° gearbox oil
NO. 1 Hydraulic pressure Verify fault and affect system from gage
HYDRAULIC below limit or readings. Turn off affected system. Land
temperature above as soon as possible.
NO. 2 limit.
HYDRAULIC
Revision 1 FOR TRAINING PURPOSES ONLY EM-EP-5

FlightSafety
International

Fuel transfer pump or Check Fuel TRANS circuit breaker–in.
NO. 1 FUEL TRANS ejector pump Check FUEL TRANS switch–ON.
malfunction (no
transfer from lower
NO. 2 FUEL TRANS forward and middle
CAUTION
cells to lower aft cell);
OR If either TRANSFER PUMP fails, usable
Check VALVE fuel will be 25 pounds less than indicated.
MALFUNCTION
allowing fuel to leak
from aft to mid cell If light remains illuminated, FUEL TRANS
after normal transfer is switch –OFF.
complete. (Total fuel
800 pounds or less).
CAUTION
NOTE Fuel trapped in mid cells unusable and

FUEL TRANS light must be subtracted from total quantity
will remain illuminated indication.
after quantity
indication malfunction. Monitor MID TANK quantity periodically.
Refer to QUANTITY Land as soon as possible.
INDICATION
MALFUNCTION.
Fuel interconnect Check FUEL INTCON circuit breakers
FUEL INTCON valve not fully closed. (both) in. FUEL INTCON switch–OPEN,
(Automatic valve then NORM.
(switch in norm opening is normal if
position) FUEL LOW light is
also illuminated).
(switch in open FUEL interconnect Check FUEL INTCON circuit breakers
position) not fully open or FUEL in. FUEL INTCON switch–OVRD CLOSE,
INTCON circuit then OPEN.
breakers out.
Fuel crossfeed valve Check FUEL XFEED circuit breakers
FUEL XFEED not fully open, or (both) in. Cycle FUEL XFEED switch.
FUEL XFEED circuit
breakers out.
Heater mixing valve Turn HEATER switch OFF immediately.
HEATER AIR LINE malfunction

FlightSafety
International

Autopilot 1 or 2 Engage affected autopilot. If unable to
NO. 1 AUTOPILOT inoperative engage, continue flight on remaining
system.
NO. 2 AUTOPILOT Automatic flight Reduce airspeed to 115 KIAS or below.
control system Check AFCS control panel. If either auto-
hardover pilot is turned off, attempt to switch ON.
OR (Refer to AFCS malfunction procedures)
Loss of AC power to
AP1 or AP2
OR
Loss of attitude gyro During IFR flight, if both AP1 and AP2 are
input to AP1 or AP2. failed and will not reset, land as soon as
(Possible disengage- practical or continue flight under VFR if
ment of either or both desired.
autopilots)
OR
Auto trim malfunction. Reduce airspeed to 115 KIAS or below.
Displacement actuator Check actuator position panel. If APIs are
between AP1 and AP2 centered, depress SYS 2 button to check
actuators at least 50 AP2 actuator displacement. Turn off
percent travel affected system.
Pitch, roll or yaw trim Cycle either AP1 or AP2 OFF, then ON. If
AUTOTRIM inoperative light does not extinguish, follow AUTO-
TRIM FAILURE procedures in this
section.
Flight data recorder Refer to applicable regulations for
FDR SYS FAIL inoperative operating with flight data recorder
inoperative.
(if installed)
Force trim inoperative Check FORCE TRIM switch is ON and

FT OFF FORCE TRIM circuit breaker in. If system
remains inoperative during IFR flight,
land as soon as practical or continue
flight under VFR if desired. Pilot may
increase cyclic friction to provide
additional cyclic stabilization.
Cyclic not centered Center cyclic.

CYC CTR
Mast torque exceeds Reduce power or severity of manuever.

OVER TORQ 100.5% Land as soon as practical.
AHRS FAN Avoid prolonged ground run operations if

AHRS FAN inoperative OAT exceeds 40°C.

FlightSafety
International
EMERGENCY PROCEDURES
ENGINE FIRES
Indications
FIRE 1 PULL or FIRE 2 PULL handle illuminated
Engine Fire During Start

Procedure
Abort the start of an affected engine as follows:
1. Throttle......................................................................................... CLOSED
4. FUEL Switch........................................................................................ OFF
5. Appropriate FIRE
PULL Handle..................................................................................... PULL
6. FIRE EXT Switch............................................................................. MAIN
7. If FIRE warning light remains on more than 10 seconds:
FIRE EXT Switch ...................................................................... RESERVE
8. Complete Engine Shutdown.
9. Exit Helicopter.
Engine Fire During Takeoff or Approach Procedure

If a landing site is available, begin approach; if not available, continue takeoff.
Indications
FIRE 1 PULL or FIRE 2 PULL handle illuminated
1. Airspeed .................................................................... 45 KIAS MINIMUM
2. Collective..................................................................................... REDUCE
(ALTITUDE
PERMITTING)

FlightSafety
International
3. Appropriate FIRE
PULL Handle..................................................................................... PULL
4. FIRE EXT Switch............................................................................. MAIN
6. ENG .................................................................... SET AT 100% RPM (N2)
IF POSSIBLE
7. Land as soon as possible.
8. Complete engine shutdown.
9. Exit helicopter.
Engine Fire in Flight

Procedure
Initiate emergency descent immediately, if possible. Shut down affected en-
gine as follows:
1. Appropriate FIRE
PULL Handle .................................................................................... PULL
2. Throttle ........................................................................................ CLOSED
3. FIRE EXT Switch ............................................................................ MAIN
4. FUEL XFEED Switch ....................................................... OVRD CLOSE
5. BOOST PUMP Switch
(affected engine)................................................................................... OFF
6. FUEL Switch (affected engine)............................................................ OFF
7. Fuel INTCON Switch ....................................................................... OPEN
9. ENG (unaffected engine) ..................................................... SET AT 100%
RPM (N2)

FlightSafety
International
If a landing site is not readily available, proceed as follows:
NOTE
If reserve bottle has not been discharged.
12. FIRE PULL Handle ................................................................................ IN
Provides fire protection for unaffected engine.
13. GEN Switch (affected engine) ............................................................. OFF
14. If No. 2 engine was shut down:
BATTERY BUS 2 Switch .................................................................... OFF
BATTERY BUS 1 Switch...................................................................... ON
15. NON-ESNTL BUS Switch ........................................................ MANUAL

AS DESIRED
After landing, proceed as follows:
16. Complete engine shutdown.
17. Exit helicopter.
SMOKE OR FUMES IN CABIN

Indications
• Smoke, toxic fumes, etc., in the cabin
Procedure
1. VENT BLOWER Switch....................................................................... ON
2. Vents and Windows........................................................................... OPEN
3. If additional ventilation is required:
Airspeed ........................................................................... REDUCE TO 60

KIAS OR LESS
Passenger Doors ................................................................................ OPEN

FlightSafety
International
4. If time and altitude permit and the source is suspected to be electrical,

attempt to identify and isolate the affected system.
BAGGAGE COMPARTMENT FIRE

Indication
• BAGGAGE FIRE warning light illuminates
Procedure
1. Reduce power to minimum required.
3. Inspect tailboom area for damage.
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. The
N 2 RPM 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
on the ground. If this occurs, lowering collective
fully down or disengaging AP1 and AP2 will stop the
oscillations.
Loss of an engine while hovering at high gross weight and extremely cold
conditions 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.
(See Performance charts in the Performance chapter.)

FlightSafety
International
NOTE
If an engine restart is to be attempted, refer to
ENGINE RESTART in the this section.
Indications
• ENG 1 OUT or ENG 2 OUT Warning Light illuminated
• GAS PROD below 53% RPM (N1) and decreasing
• ENG below 85% RPM (N2) and decreasing
• ITT below 400°C and decreasing
• ENG 1 or ENG 2 OIL PRESSURE, DC GENERATOR, and PART SEP

OFF caution lights illuminated
• Normal Engine N2 RPM droops to 97%
Procedure
WARNING
If corrective action is not initiated immediately,

ROTOR RPM could decay excessively.
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.
2. Airspeed ........................................................................................ 70 KIAS
70 KIAS or as required to maintain flight within OEI limits.
3. RPM Switch............................................................... INCR; SET N2 RPM

AT 100% IF POSSIBLE
4. Throttle (affected engine)............................................................. CLOSED

(affected engine)................................................................................... OFF

FlightSafety
International
6. FUEL Switch (affected engine)............................................................ OFF
8. Fuel INTCON Switch ....................................................................... OPEN
10. NON-ESNTL BUS Switch................................................... AS DESIRED
11. If No. 2 engine failed:
12. MASTER CAUTION Light ............................................................ RESET
13. Altitude ...................................................................... DESCEND BELOW

5,000 FEET HP
IF PRACTICAL
Descend to prevent possible fuel starvation if remaining boost pump fails.
14. Land as soon as practical.
Dual Engine Failure

Indications
• ENG 1 OUT and ENG 2 OUT Warning Lights illuminated
• RPM Caution Light illuminated
• ROTOR RPM Audio on
• N1 RPM below 53% and decreasing (both engines)
• N2 RPM below 85% and decreasing (both engines)
• ITT below 400°C and decreasing (both engines)
• ENG 1 and ENG 2 OIL PRESSURE, DC GENERATOR, and PART SEP

OFF Caution Lights illuminated

FlightSafety
International
Procedure
WARNING

1. Collective Pitch............................................................................ REDUCE
Establish autorotative glide at 65 to 90 KIAS.
NOTE
Airspeed for best angle of glide in autorotation is 90
KIAS, and airspeed for minimum rate of descent is
65 KIAS. Autorotational rate of descent is a function
of airspeed and ROTOR RPM and is virtually unaf-
fected by gross weight and density altitude.
2. Accomplish Autorotative Landing
If time permits before landing, and a restart will not be attempted, proceed
as follows:
3. Throttles (both) ............................................................................ CLOSED
4. BOOST PUMP Switches (both)........................................................... OFF
5. FUEL Switches (both).......................................................................... OFF
6. FUEL TRANS Switches (both) ........................................................... OFF
After landing, complete shutdown.
Engine Compressor Stall

Indications
• Engine ‘pops’
• High or erratic ITT
• Decreasing or erratic N1 and N2 rpm
• Torque oscillations

FlightSafety
International
Procedure
1. Collective ............................................................... REDUCE, MAINTAIN
SLOW FLIGHT
2. Heater Switch ....................................................................... REPOSITION
3. ITT and N1.......................................................... CHECK FOR NORMAL

INDICATIONS
4. SEAT BELT and No Smoking Signs ..................................................... ON
If an audible compressor stall is noted, refer to maintenance to determine cause.
TAIL ROTOR FAILURES

The key to successful handling of a tail rotor emergency lies in the pilot’s abil-
ity to quickly recognize the type of malfunction and to select the proper
emergency procedure. Following is a discussion of some types of tail rotor
malfunctions and their probable effects.
Complete Loss of Tail Rotor Thrust

Indications
This is a situation involving a break in the drive system, such as a severed drive-
shaft, wherein the tail rotor stops turning and delivers no thrust. A failure of this
type in a powered flight will result in the nose of the helicopter swinging to the
right (left side slip) and usually a roll of the fuselage. Nose down attitude will
also be present. The severity of the initial reaction will be affected by airspeed,
density altitude, gross weight, center of gravity, and power being used.
Loss of Tail Rotor Thrust at Hover

Procedure
Close throttles immediately and make a hovering autorotation landing. A slight
rotation can be expected on touchdown.
Loss of Tail Rotor Thrust in Climb

Indication
The degree of right yaw upon failure will be greater than that experienced in
level flight due to the higher power and anti-torque settings.

FlightSafety
International
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. A turn to the right can be more nearly stream-
lined 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
Do not allow ROTOR RPM to decay below minimum

limits.
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
on the ground. If this occurs, lowering the collective
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. This tech-
nique will, in most cases, result in a run-on type landing.

FlightSafety
International
Zero Ground Speed Landing

If it is essential that the landing be made at zero ground speed, the only
change in the technique described previously is that the flare should be exe-
cuted closer to the ground and more steeply. This will require a more rapid
forward cyclic input to land as near level as possible. A more positive and
abrupt use of collective will also be necessary.
CAUTION
The flare and the abrupt use of collective will cause
the nose to rotate left, but do not correct with
throttle. Although application of throttle will result in
rotation to the right, addition of power is a very strong
response measure and is too sensitive for the pilot to
manage properly at this time. Do not add power at this
time. Slight rotation upon touchdown at zero ground
speed should not cause any real problem.
Loss of T/R Thrust in Level Flight or Power Drive

Procedure
Close throttles and reduce the collective pitch immediately. Attain an airspeed
slightly above the normal autorotative glide speed.
If altitude permits with airspeed above 60 KIAS, throttle and pitch may be
gently applied to determine if some degree of powered flight can be resumed.
If unacceptable yawing is experienced, reenter autorotation and continue de-
scent to a landing.
The landing technique is the same as prescribed for the climb condition above.
Loss of Tail Rotor Thrust During Descent

(Low Power or Power Off)
Procedure
If both throttles are not closed at the time of the failure, close them. Proceed
as prescribed in the previous condition of level flight.
Loss of Tail Rotor Components

The loss of any tail rotor components will result in a forward center of
gravity shift. Other than additional nose down pitching, this situation would
be quite similar to complete loss of tail rotor thrust, as discussed above.

FlightSafety
International
Tail Rotor Fixed Pitch Failures

Indications
Tail rotor pitch change control failures are characterized either by a lack of
directional response when a pedal is pushed or by locked pedals. If pedals
cannot be moved with a moderate amount of force, do not attempt to apply a
maximum effort, since a more serious malfunction could result.
Fixed Pitch Failure at Hover

Procedure
Do not close throttles unless a severe right yaw occurs. If pedals lock in any
position at a hover, landing from a hover can be accomplished with greater
safety under power controlled flight rather than by closing throttles and
entering autorotation.
Fixed Pitch Failure in Flight

If tail rotor fixed pitch failure occurs during climb (left pedal applied), cruise
(approximately neutral pedals), and descent (right pedal applied), a descent
and landing can be effected safely by use of power and throttle changes.
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.
Right Pedal Locked Forward of Neutral

Power should be reduced and ENG RPM (N 2 ) maintained within the green
arc. This will help streamline the helicopter in flight. Right turns are easier
than left turns. Airspeed should be maintained at or above 60 KIAS.
Execute a steep to normal approach, maintaining engine rpm and an airspeed

of about 60 knots during the initial part of the approach.
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
indicated 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.

FlightSafety
International
CAUTION
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.
Left Pedal Locked Forward of Neutral

Reduce power and maintain ENG RPM (N 2) within the green arc. Normal turns
can be safely made under these conditions, although the nose may be displaced
to the left (depending on how far the pedal is forward) maintain about 60 knots
during the initial part of the approach. Execute a shallow to normal approach.
On final approach, reduce throttles to minimum operating rpm (97% N R ) and

simultaneously begin a slow deceleration so as to arrive at a point about two
to five feet above the intended touchdown area as effective translational lift
is lost.
Apply collective pitch (maintaining minimum operating rpm) to stop the rate
of descent and forward speed, and to align the helicopter with the intended
landing path. If not aligned after pitch application, increase throttle to further
help with alignment. Allow helicopter to touch down at near-zero ground speed,
maintaining alignment with the throttle.
Pedals Locked in Neutral

Reduce power and maintain ENG RPM (N 2) within the green arc. Normal turns
can be safely made under these conditions.
Execute a steep to normal approach, holding airspeed at 60 KIAS during the

initial part of the approach.
At 50 to 75 feet AGL and when the landing area can be made, start a slow
deceleration to arrive at the intended landing point with airspeed at 25 KIAS.
At 2 to 5 feet AGL, use throttle slowly as necessary to maintain alignment

with the landing area and to control yaw; do not allow the helicopter to settle
until alignment is assured, then touch down.
CAUTION
oscillations.

FlightSafety
International
After ground contact, use collective and throttle as necessary to minimize for-
ward speed and to maintain alignment. Move the cyclic as necessary to fol-
low the turn until the helicopter has come to a complete stop.
Loss of Pitch Change Control Linkage

Indications
In this type of failure, the pitch-change mechanism is broken at some point
and the tail rotor will assume a blade angle determined by the aerodynamic
and counterbalance forces.
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.
MAIN DRIVESHAFT FAILURE

WARNING
Failure of the main driveshaft to the transmission

will result in complete loss of power to the main
rotor. Although the cockpit indications for a drive-
shaft failure are somewhat comparable to a dual en-
gine failure, it is imperative that autorotative flight
procedures be established immediately. Failure to
react immediately to the low ROTOR RPM audio
signal, caution light, and tachometer indication will
result in loss of control.
Indication
• Left yaw
• Rapid decrease in NR
• Rapid increase in N2
• Illumination of rotor RPM warning light with audio
Possible increase in noise due to:
• Overspeeding engine turbines
• Overspeeding combining gearbox
• Driveshaft breakage

FlightSafety
International
Procedure
1. Collective .......................................................................... AS REQUIRED
Establish autorotative descent.
2. Airspeed ................................................................................. ESTABLISH
Establish airspeed for minimum rate of descent or maximum glide.
3. Throttles .................................................................................... CLOSE, IF

TIME PERMITS
4. Controls .................................................................... AS REQUIRED FOR

AUTOROTATIVE LANDING
MALFUNCTION PROCEDURES
ENGINE HOT START AND SHUTDOWN
Indications
A hot start is caused by a combination of excessive fuel in the combustion
chamber and delayed fuel ignition. Internal and external damage can result.
• Flames emitting from the exhaust
• Excessive ITT indication
Procedure
1. Throttles.............................................................................. CLOSE; KEEP
STARTER ENGAGED
3. FUEL Switch........................................................................................ OFF
4. Starter............................................................ CONTINUE TO ENERGIZE

UNTIL ITT DECREASES
5. Complete shutdown.
6. Exit helicopter and check for damage.

FlightSafety
International
If ITT limits for starting were exceeded, an appropriate entry shall be made
in the helicopter log book. The entry shall state which limit was exceeded,
the duration of time, the extreme value attained, and any additional information
essential in determining the maintenance action required. Refer to the Engine
Maintenance Manual for inspection requirements.
ENGINE RESTART IN FLIGHT

The conditions which would warrant an attempt to restart the engine would
probably be a flameout, caused by a malfunction of the automatic mode of
the fuel control unit. The decision to attempt an engine restart during flight
is the pilot’s responsibility.
Procedure
CAUTION
If the cause of engine failure is obviously mechani-
cal, as evidenced by abnormal sounds, do not at-
tempt a restart.
1. Throttle (affected engine)............................................................. CLOSED

(affected engine) .................................................................................... ON
3. FUEL Switch (affected engine) ............................................................. ON
4. FUEL XFEED Switch

(affected engine) .............................................................................. NORM
5. GOV Switch (affected engine) ................................................... MANUAL
CAUTION
OEI performance can be affected during generator as-
sisted start (with both battery switches on).
For battery start (nonassisted):
7. BATTERY BUS Switch

(normal engine) .................................................................................... OFF

FlightSafety
International
8. BATTERY BUS Switch

9. START Switch............................................................................. ENGAGE
Observe Starter Limitations.
10. Engine Oil Pressure ................................................ INDICATING A RISE
CAUTION
When restarting engine in manual fuel control mode,
carefully monitor ITT.
11. Throttle............................................................................. OPEN SLOWLY

AT 12% N1 RPM
Open Slowly until ITT begins to rise. Do not open throttle further until
ITT and N1 rpm stabilize.
12. START Switch .................................................................. CENTERED AT

55% N1 RPM
CAUTION
When operating in manual fuel control mode, make
slow, smooth throttle movements to avoid compres-
sor stall, overtemp, overspeed, and possible drive
train damage. Coordinate throttle and collective pitch
changes to avoid overloading the normal engine.
13. Throttle................................................................... INCREASE SLOWLY;

ADJUST AS REQUIRED
Adjust to control torque, ITT, and N1 rpm.
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.
14. GEN Switches (both)............................................................................. ON

FlightSafety
International
15. BATTERY BUS 2 Switch...................................................................... ON
16. FUEL TRANS Switch

If restart was unsuccessful, secure affected engine as prescribed in Single

Engine Failure procedure.
ENGINE FUEL CONTROL MALFUNCTIONS

Components of each engine fuel control system subject to malfunction are
the manual fuel control unit, the automatic fuel control unit (containing the
gas producer turbine governor), the power turbine governor, and the torque
control unit. In-flight determination of which component has malfunctioned
is virtually impossible and is irrelevant to the required corrective action. The
pilot, therefore, is tasked with interpreting the abnormal indications only so
far as to determine which engine has been affected, and which way, in order
to perform the proper corrective action.
The primary indications of a fuel control failure usually will be a TORQUE

split and an accompanying increase or decrease in POWER TURBINE RPM
(N 2 ) and ROTOR RPM (N R ) from the selected or governed value. The indi-
cations on the torquemeter, gas producer (N 1 ), and ITT gages alone will not
distinguish a high side failure from a low side failure. The triple tachometer
must be checked for high or low N 2 /N R indications.
NOTE
Normal deviations 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.
Engine Underspeed
NOTE

FlightSafety
International
If there is a low power demand (less than single engine power available) at
the time of low side failure, ROTOR RPM and N 2 of the affected engine will
decrease and stabilize at or slightly below the governed value. TORQUE, ITT
and N 1 of the affected engine will also decrease. As ROTOR RPM decreases,
the normal engine will increase TORQUE output to assume the load. If power
demand is near zero, there may not be a significant TORQUE split.
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 N 2 ,
TORQUE, ITT, and 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 N 1 , while N 2 will remain
below the governed value.
Indications
• Low N2 and rotor rpm (possibly with RPM caution light and audio if
power demand is in excess of single engine power available)
• Torque split (proportional to power demand)
• Low N1, ITT and torque on affected engine
Procedure
WARNING

1. Collective................................................................................ ADJUST AS
NECESSARY
Adjust to maintain ROTOR RPM.
2. Airspeed ........................................................................................ 70 KIAS
3. Affected Engine ........................................................................ IDENTIFY
4. Throttle Frictions................................................................. TIGHTEN ON

NORMAL ENGINE;
REDUCE ON
AFFECTED ENGINE
5. Throttle (affected engine)...................................................... REDUCE TO

FLIGHT IDLE

FlightSafety
International
CAUTION
slow, smooth, coordinated throttle and collective
movements to avoid compressor stall, overtemp, un-
derspeed/overspeed, and possible drive train damage.
Coordinate throttle and collective pitch changes to
avoid overloading the normal engine.
7. Throttle (affected engine)....................................... INCREASE SLOWLY;

ADJUST AS REQUIRED
Adjust throttle and collective as required to maintain torque of affected

engine slightly below torque of normal engine.
Engine Overspeed—Fuel Control/Governor Failure

NOTE
If there is a low power demand (less than single engine power available) at
the time of high side failure, ROTOR RPM and N 2 of the affected engine will
increase considerably above the governed value. TORQUE, ITT and N 1 of the
affected engine will also increase. As N 2 and ROTOR RPM increase above
the governed value, the normal engine will reduce power to keep itself from
overspeeding, and will indicate significantly lower TORQUE, ITT and N 1 than
the affected engine.
If there is a high power demand (greater than single-engine power available)

at the time of high side failure, ROTOR RPM and N 2 of the affected engine
will surge initially, along with TORQUE, ITT and N 1. As N 2 and ROTOR RPM
increase, the normal engine will reduce power to keep itself from over-
speeding. The affected engine then tries to assume all of the load, which is
beyond its capability, due to the high power demand. N 2 of the affected en-
gine (and ROTOR RPM) will then decrease and rejoin the N 2 of the normal
engine, stabilizing at or slightly above the governed value as the normal en-
gine adjusts power output to share the load.

FlightSafety
International
Indications
• High N2 and ROTOR RPM (NR), possibly with RPM caution light.
• Definite TORQUE split (proportional to power demand)
• High N1, ITT and TORQUE on affected engine
• Return of N2 and ROTOR RPM to governed value (if power demand is

very high)
Procedure
CAUTION
ROTOR RPM could overspeed excessively.
1. Collective................................................................................ ADJUST AS
NECESSARY
Adjust to maintain ROTOR RPM.
2. Affected Engine ........................................................................ IDENTIFY
3. Throttle (affected engine) ............................................................ REDUCE
Reduce to maintain TORQUE at or slightly below TORQUE of normal

engine.
4. Throttle Frictions................................................................. TIGHTEN ON

NORMAL ENGINE;
REDUCE ON
AFFECTED ENGINE
5. Throttle (affected engine)...................................................... REDUCE TO

FLIGHT IDLE
CAUTION
slow, smooth, coordinated throttle and collective
movements to avoid compressor stall, overtemp, un-
derspeed/overspeed, and possible drive train damage.

FlightSafety
International
7. Throttle (affected engine)....................................... INCREASE SLOWLY;

ADJUST AS REQUIRED
Adjust throttle and collective as required to maintain torque of affected

engine slightly below torque of normal engine.
CAUTION
If N R or MAST TORQUE exceeds 110% or overspeed
values are unknown, land as soon as possible.
Governor Actuator Failure (Full Increase)

Indications
• N2 and ROTOR RPM increase to approximately 101%
• RPM INCR–DECR switch inoperative
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% N 2 RPM.

Further adjustment of collective and throttles simultaneously will allow full
power at pilot’s discretion.
Land as soon as practical.
Governor Actuator Failure (Full Decrease)

Published Flight Manual performance may not be attainable.
ELECTRICAL POWER FAILURES

DC Power Failure
Indications
• DC GENERATOR caution light illuminates
• All lighting and avionics on the nonessential buses inoperative

FlightSafety
International
Procedure
1. GEN FIELD
and GEN RESET
circuit breakers.......................................................................... CHECK IN
2. GEN Switch
(affected generator)......................................................................... RESET,
THEN ON
If a generator remains inoperative proceed as follows:

3. GEN Switch
(affected generator) .............................................................................. OFF
4. If No. 2 generator failed:
5. NON-ESNTL BUS Switch ........................................................ MANUAL
6. DC AMPS ................................................................................. MONITOR
If load exceeds limit:
7. NON-ESNTL BUS Switch................................................... AS DESIRED
Switch off unnecessary equipment as required
If both generators fail and neither will reset, proceed as follows:
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.
8. EMERG LOAD Switch ........................................................ AS DESIRED
NOTE
A fully charged battery will provide sufficient elec-
trical power for approximately 30 minutes with
essential equipment operating normally except for
limitations as follows:

FlightSafety
International
VHF Comm #1—Transmit 3 minutes, Receive 30

minutes.
Pitot-Static Heaters—7 1/2 Minutes.
Utility Light (overhead portable)—3 minutes.
Search Light—2 minutes.
Windshield Wipers—2 minutes.
With emergency load switch in EMERG LOAD
position, battery will provide approximately 90
minutes of electrical power.
9. MASTER CAUTION light.............................................................. RESET
AC Power Failure
Indications
• INVERTER 1 or 2 caution light illuminates
• Possible loss of power to certain AC instruments (with no INVERTER

caution light)
Procedure
If either INVERTER caution light illuminates, proceed as follows:
1. AC VOLTS..................................................................................... CHECK
Check to determine that remaining inverter has assumed all AC loads.
2. INV PWR Circuit Breakers ...................................................... CHECK IN
3. AP1 or AP2 Button

(affected system) ....................................................................... PRESS TO
REENGAGE
AUTOPILOT
If power is lost only to certain AC instruments, but INVERTER caution lights

remain out, proceed as follows:
1. AC FEEDERS Circuit
Breakers (8 each) ...................................................................... CHECK IN

FlightSafety
International
During IFR flight, if both inverters fail, land as soon as practical, or continue
flight under VFR, if desired.
HYDRAULIC SYSTEM FAILURE

This helicopter has two independent hydraulic boost systems, both of which
supply power to the flight control system for the main rotor. The tail rotor
control system is powered by system 1 only.
If a hydraulic system failure occurs shortly after the helicopter has been cold
soaked at or below –25°C (–13°F) and the center of gravity of the helicopter
is near the forward or aft limit, 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 illuminates
• Abnormal (low, high, or fluctuating) hydraulic pressure in affected system
• Possible high temperature in affected system
• Increased pedal forces (if system 1 failed)
• Increased cyclic forces near control extremes (cold weather only)
Procedure
If either hydraulic systems fails, or if system temperature or pressure exceeds
limits, proceed as follows:
WARNING
Do not extend flight with failed hydraulic system. The

helicopter is not controllable with both hydraulic
systems inoperative.
WARNING
During cold weather operation avoid high rates of

climb. Make approaches and landings into the wind.

FlightSafety
International
Avoid extended hovering and do not hover with the

wind coming from the aft left quadrant.
1. Affected system......................................................................... IDENTIFY

POSITIVELY
2. HYDR SYS Switch

(affected system) .................................................................................. OFF
3. N2 RPM ............................................................................... SET TO 100%
4. MASTER CAUTION light.............................................................. RESET
LANDING GEAR FAILURE

Not applicable to skid gear helicopter.
COMMUNICATION SYSTEM FAILURES

Intercom Failure
Indication
Weak or no reception in headsets
Procedure
1. Check headset connection.
2. Verify volume and ICS controls set properly.
3. Cycle ICS circuit breaker out and in.
For single pilot operations only with Emergency Communications Panel in-
stalled:
4. Plug headset into EMERGENCY COMM jack (above and behind pilot
position).
5. Select desired radio on copilot ICS panel.
6. Key selected radio with EMERGENCY COMM switch (on center

pedestal).
Communication Radio Failure

FlightSafety
International
Indication
Weak or no reception in headsets
Procedure
1. Verify proper radio selected.
2. Verify volume properly adjusted.
3. Verify frequency properly set.
4. Check headset connection.
5. Cycle appropriate circuit breaker out and back in.
AUTOMATIC FLIGHT CONTROLS SYSTEM

AFCS MALFUNCTIONS
Automatic flight control system (AFCS) can be affected by malfunctions of
any vertical gyros, yaw rate gyros, (AHRS for S/N 36248 and subsequent),
inverters, accelerometers (4 axis only), or by other electrical malfunctions.
Failure of No. 1 hydraulic system will render AFCS yaw axis inoperative but
will not affect pitch or roll SAS or ATT mode functions. Failure of No. 2
hydraulic system will not affect AFCS.
Digital AFCS fault codes will be displayed on the AL-300 Air Data Display.
Table EM-EP-3 lists error codes and descriptions.

FlightSafety
International
Table EM-EP-3. DIGITAL AFCS ERROR CODES
PWR PRE CONT AL-300 ERROR CODE DESCRIPTION

UP FLT TEST DISPLAY
X X X E0 LOST PROCESSOR
X X X E1 RAM PARTITION FAIL
X E2 INSTRUCTION SET FAIL
X E3 REGISTER TEST FAIL
X X X E4 RAM RD/WR FAIL
X X X E5 EPROM CHECKSUM FAIL
X X E6 CPU FAIL
X X X E7 D/A-A/D FAIL
X E8 INTERRUPT REG FAIL
X E9 +15V MONITOR FAIL (POSSIBLE
HARDWARE E/A FAIL)
X E10 –15V MONITOR FAIL
X E11 +5V MONITOR FAIL
X E12 +10V MONITOR FAIL
X E13 LVC MONITOR FAIL
X E14 SAWTOOTH MONITOR FAIL
X E15 ACTUATOR REFERENCE MONITOR FAIL
X E16 WATCHDOG MONITOR FAIL
X X X E17 TICKET FAILURE
X E18 LVC FAIL
X E19 SAWTOOTH FAIL
X E20 ACTUATOR REFERENCE FAIL
X E21 WATCHDOG FAIL
X E25 TRIM END AROUND FAIL
X E26 TRMMON CKSUM FAIL
X E28 NO ROLL TRIM
X E29 NO PITCH TRIM
X E31 ROLL TRIM FAIL
X E32 PITCH TRIM FAIL
X E34 ROLL TRIM RUNAWAY
X E35 PITCH TRIM RUNAWAY
X E36 TRMRUN CKSUM FAIL
X E38 YAW SERIES SERVO FAIL
X E39 ROLL SERIES SERVO FAIL
X E40 PITCH SERIES SERVO FAIL
X E42 VG MISCOMPARE
X E55 ERROR CODE STORAGE ALERT:<100
AVAILABLE
X E56 ERROR CODE STORAGE ALERT: NONE
AVAILABLE
X E101 PITCH ARL TEST FAIL
X E102 ROLL ARL TEST FAIL
X E103 PITCH ACT MOVED DURING ARL TEST
X E104 ROLL ACT MOVED DURING ARL TEST
X E105 PITCH TRIM ACT MOVED
X E106 ROLL TRIM ACT MOVED
X E110 NO ROLL TRIM
X E111 NO PITCH TRIM
X E113 ROLL TRIM BACKWARDS

FlightSafety
International
Table EM-EP-3. DIGITAL AFCS ERROR CODES (CONT)

UP FLT TEST DISPLAY
X E114 PITCH TRIM BACKWARDS
X E115 SERVO VALID DELAY (2 SEC) FAIL
X E116 WATCHDOG CANNOT DISENGAGE AP
X E117 YAW ACT/SERVO AMP FAIL
X E118 ROLL ACT/SERVO AMP FAIL
X E119 PITCH ACT/SERVO AMP FAIL
X E121 FD ANN FAIL
X E124 FD ANN FAIL OTHER
X E125 POD DURING TEST
X E126 ROD DURING TEST
X E129 FTR DURING TEST
X E131 TRIM SWITCH OFF DURING TEST
X E139 YAW SERIES ACT MOVED
X E141 PITCH TRIM (H) E/A ON
X E142 PITCH TRIM (L) E/A ON
X E143 ROLL TRIM (H) E/A ON
X E144 ROLL TRIM (L) E/A ON
X E147 TRIM ENABLE FAIL
X E148 TRIM ONE-SHOT FAIL
X E149 PITCH TRIM (H) E/A OFF
X E150 PITCH TRIM (L) E/A OFF
X E151 ROLL TRIM (H) E/A OFF
X E152 ROLL TRIM (L) E/A OFF
X E155 SERVO VALID FAIL
X E156 TRIM END AROUND FAIL
X E157 APON OTHER INPUT FAIL
X E201 AL-300 KNOB MOTION
X E204 ANALOG GROUND FAIL
X E208 ROLL ATTITUDE MORE THAN 10 DEG
X E209 PITCH ATTITUDE MORE THAN 10 DEG
X E210 YAW RATE GYRO MORE THAN 10 DEG/
SEC
X E211 DIRECTIONAL GYRO FAIL
X E212 VERTICAL GYRO NOT VALID
X E213 DIRECTIONAL GYRO NOT VALID
X E216 SERIAL I/O NOT VALID
X E217 OTHER AUTOPILOT NOT IN TEST
X E219 AP CONTROLLER BUTTON(S) PRESSED
X E221 HARDWARE NOT VALID
X E222 FOUR-WAY BEEP SWITCH PRESSED
X E225 POD DURING TEST
X E226 ROD DURING TEST
X E229 FTR DURING TEST
X E231 TRIM SWITCH OFF DURING TEST
If both autopilots are disengaged, the following procedures do not apply.

FlightSafety
International
Table EM-EP-3. DIGITAL AFCS ERROR CODES (CONT)

UP FLT TEST DISPLAY
X E233 ENG TORQUE LESS THAN 5% OR
GREATER THAN 30%
X E234 ENG TEMP LESS THAN 150 DEG OR
GREATER THAN 900 DEG C
X E236 AIRSPEED INPUT OPEN
X E237 HEADING NOT VALID
X E241 C/A RESET BUTTON PRESSED
X E244 ERASE EEPROM SWITCH ON DURING
TEST
X E245 READ EEPROM SWITCH ON DURING
TEST
NOTE
If both autopilots are disengaged, the following pro-
cedures do not apply.
AFCS Fails to Engage or Disengages

Indications
NO. 1 Autopilot and NO. 2 Autopilot caution light illuminated
AP1 or AP2 off (button not illuminated)
Error code(s) displayed on AL-300. If more than one error exists, the AL-
300 will continuously scroll through all error codes.
Possible erratic API indications on AP1 or AP2
Possible ATT FAIL flag displayed on pilot or copilot ADI
Possible illumination of INVERTER 1 or 2 caution light
NOTE
If inverter 1 or 2 fails, AP1 or AP2 will disengage,
but can be reengaged by pressing the respective but-
ton on the AFCS control panel.

FlightSafety
International
Procedure
1. Airspeed ......................................................................... REDUCE TO 115
KIAS OR LESS
2. INV 1 and 2 Switches ............................................................................ ON
Check No. 1 and No. 2 INVERTER caution lights extinguished.
3. Pilot and Copilot’s ADIs................................................................ CHECK
Check that ATT FAIL flags are retracted and indicators are functioning
properly.
4. Check the following circuit breakers are in:
CAUTION
Do not attempt to reset any circuit breaker more
than once.
a. INV 1 PWR and INV 2 PWR

b. AC FEEDERS (8)
c. NO. 1 and NO. 2 ESNTL BUS FEEDERS (on main DC)
d. AFCS (No. 1 and No. 2)
e. AFCS 26.5V (No. 1 and No. 2)
f. AFCS 115V (No. 1 and No. 2)
g. PILOT ATT SYS and CPLT ATT SYS
h. PILOT AHRS and COPILOT AHRS 28VDC (S/N 36248 and

subsequent)
i. No. 1/No. 2 ATTD—26VAC—Check/Reset
5. AP1 or AP2 button

(affected system) ....................................................................... PRESS TO
REENGAGE
If either autopilot will not reengage, or if abnormal control disturbance oc-

curs, proceed as follows:
6. Affected Autopilot ................................................................ DISENGAGE
7. Airspeed ...................................................................... MAINTAIN AT OR

BELOW 115 KIAS

FlightSafety
International
8. If IFR, land as soon as practical; or continue flight under VFR, if desired.
9. If fault cannot be cleared, use error code displayed on AL-300 to

determine failed axis. Refer to Table EM-EP-3 for a list of error codes.
If both autopilots fail to reengage, proceed as follows:
AFCS Fails to Hold Attitude

Procedure
1. FORCE TRIM Switch............................................................. CHECK ON
2. SAS/ATT Button....................................................... CHECK ATT LIGHT

ILLUMINATED
If autotrim caution light illuminated, follow procedure for AFCS Fails to

Engage or Disengages.
AFCS Hardover or Abnormal Control Disturbance

Procedure
WARNING
If AP1 or AP2 fails or is disengaged, reduce airspeed

to 115 KIAS or less.
1. Cyclic FORCE TRIM

Release Switch................................................................................. PRESS
Correct helicopter attitude with cyclic and pedals, then release

switch.

KIAS OR LESS
3. Actuator Position Indicators............................................... CHECK BOTH

SYSTEMS
If any API shows maximum displacement or erratic operation of any

actuator, switch affected autopilot OFF.

FlightSafety
International
Autotrim Failure
Indication
AUTOTRIM caution light illuminates
Error code(s) displayed on AL-300 (ADC). If more than one error exists,
the AL-300 will continuously scroll through all error codes
Procedure
1. Ensure cyclic friction set at minimum.
2. Attempt to reset AUTOTRIM light by cycling either AP1 or AP2 OFF,

then ON.
3. If fault condition cannot be cleared, use error code displayed on AL-300 to

determine failed axis. Refer to Table EM-EP-3 for a list of error codes.
NOTE
If AUTOTRIM caution light illuminates and no error
codes are displayed on the AL-300 (ADD), then either
or both autopilot computers may be in AOG mode.
AOG mode inhibits the autotrim and attitude hold
junctions. This note does not apply to Flight Director
equipped helicopters.
Pitch or Roll Failure

Pilot may choose to remain in ATT mode, using cyclic FORCE TRIM release
switch and APIs to manually re-trim as required to keep actuators working
near center; or pilot may select SAS mode with FORCE TRIM switch ON or
OFF as desired.
Autotrim Runaway
An autotrim runaway can occur only when both AP1 and AP2 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 (AP1 or AP2). 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 AP1 and AP2 operative, the autotrim will be cut off auto-
matically two seconds after actuator saturation.

FlightSafety
International
Procedure
1. Cyclic FORCE TRIM Release Button.............. DEPRESS AND RETRIM
Depress to center actuators and retrim to desired attitude.

KIAS OR LESS
3. AP2 or AP1 .......................................................................................... OFF
4. APIs.................................................................................. MONITOR FOR

PROPER OPERATION
AHRS
ALIGNMENT IN FLIGHT (S/N 36248 AND SUBSEQUENT)
NOTE
During in-flight realignment in turbulent conditions,
prolonged invalid heading data may result despite
valid attitude data. Refer to Manual AHRS Heading
Synchronization.
A power loss of 0.5 seconds or more will require realignment of AHRS.
Indications
ATT, RT, or HDG fail flag displayed on pilot or copilot ADI/HSI
No. 1 or No. 2 AUTOPILOT—Disengaged—Caution light illuminated.
Error Code(s) displayed on AL-300. If more than one error exists, the AL-
300 will continuously scroll through all error codes.
Possible erratic API/HSI/ADI indication

FlightSafety
International
AUTOMATIC AHRS REALIGNMENT

Procedure
1. Airspeed ............................................................... REDUCE TO 115 KIAS
OR LESS
2. Affected Autopilot.............................................. VERIFY DISENGAGED
3. Unaffected Autopilot ................................................ VERIFY ENGAGED
4. Pilot/Copilot AHRS 28VDC

Circuit Breaker ............................................................ CHECK IN/RESET
5. No. 1/No. 2 ATTD 26VAC Circuit Breaker

Release Switch ............................................................ CHECK IN/RESET
6. Maintain unaccelerated straight and level flight for a minimum of 30

seconds for AHRS to realign. Verify AHRS alignment complete.
MANUAL AHRS HEADING SYNCHRONIZATION

Procedure
1. Pilot/copilot AHRS..................................... 28VDC CIRCUIT BREAKER
CHECK IN
2. Pilot/copilot HSI ....................................... 115VAC CIRCUIT BREAKER

CHECK IN
3. MAG/DG Mode Switch—While in straight and level flight, switch to DG

position, then return to MAG position. Verify AHRS alignment complete.
AHRS FAILS TO REALIGN

Indications
• Failed systems do not realign
• HSI and ADI do not function properly
• Either autopilot will not reengage
• Abnormal control disturbances

FlightSafety
International
Procedure
1. Airspeed........................................................... AT OR BELOW 115 KIAS
2. Affected Autopilot.............................................. VERIFY DISENGAGED
3. Unaffected Autopilot ................................................ VERIFY ENGAGED
4. If IFR, land as soon as practical; or continue under VFR.
NOTE
If fault condition cannot be cleared, use error code
display on AL-300 to determine failed axis. Refer to
Table 3-3 for a list of error codes.
STICK CENTERING INDICATOR FAILURE

Indication
• CYC CTR caution lights fail to illuminate when cyclic is displaced 1.5
inches or more from the center position while RPM caution light is
illuminated
Procedure
1. Maintain ROTOR between 97 and 100% RPM for ground operation
before beginning ENGINE shutdown procedures.
CABIN HEATER MALFUNCTION

A malfunction in the bleed-air heater controls may or may not cause heater
to become inoperative.
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

FlightSafety
International
2. CABIN HTR Circuit Breaker......................................... CHECK; IF OUT,

DO NOT RESET
3. Check prior to next flight.
FUEL SYSTEM FAILURES

Fuel Boost Pump Failure
Indication
• NO. 1 or NO. 2 FUEL BOOST caution light illuminates
Procedure
CAUTION
If either BOOST PUMP fails, usable fuel will be ap-
proximately 60 pounds less than indicated.
If practical, descend below 5,000 feet H P to prevent possible fuel starvation

in the event remaining boost pump fails.
NOTE
If FUEL XFEED switch is in NORM position, cross-
feed valve will be automatically opened allowing the
remaining pump to supply fuel to both engines.
Fuel Filter Partially Blocked

Fuel Quantity Indications Malfunction

Indication
One fuel quantity indicator goes to zero from a previously normal condition.
(Possible power failure to the respective fuel signal conditioner. The digital
indicator will read half total quantity.)
Power loss to both signal conditioners will give a zero quantity indication.

FlightSafety
International
NOTE
A power failure to the signal conditioner will disable
the FUEL LOW caution panel indication and alter the
FUEL TRANS caution indication for affected fuel sys-
tem. Refer to Table EM-EP-2.
Procedure
1. FUEL QTY circuit breaker ....................................................... RECYCLE
AFFECTED SIDE
NOTE
Allow sufficient time for fuel levels to equalize.
Approximate fuel loads may be obtained by
doubling remaining fuel quantity indicated.
STATIC PORT OBSTRUCTION

Indication
Erratic readings from the AIRSPEED indicator, VERTICAL SPEED
indicator, and altimeter when operating helicopter in rain with the STATIC
SOURCE switch in PRI position
Procedure
1. Windows and vents ...........................................................................CLOSE
2. HEATER Switch ....................................................................................OFF
3. STATIC SOURCE Switch...................................................................ALTN
NOTE
This procedure selects an alternate static source
(cabin air) for pilot side instruments only.

FlightSafety
International
LIMITATIONS AND SPECIFICATIONS

CONTENTS
Page
GENERAL OPERATING LIMITATIONS ..................................... LIM-1
Basis of Certification .............................................................. LIM-1
Type of Operation ................................................................... LIM-1
Required Equipment—AFCS ................................................. LIM-1
Required Equipment—IFR..................................................... LIM-1
Optional Equipment................................................................ LIM-2
FLIGHT CREW LIMITATIONS ..................................................... LIM-2
DOORS OPEN OR REMOVED ..................................................... LIM-2
WEIGHT AND CG LIMITATIONS ............................................... LIM-3
Weight Limits ......................................................................... LIM-3
Longitudinal Center-of-Gravity Limits .................................. LIM-3
Lateral Center-of-Gravity Limits............................................ LIM-3
LOADING LIMITATIONS.............................................................. LIM-3
Passenger Loading .................................................................. LIM-3
Internal Cargo Loading........................................................... LIM-5
CLIMB AND DESCENT LIMITATIONS....................................... LIM-5
ALTITUDE LIMITATIONS ............................................................ LIM-5
AMBIENT AIR TEMPERATURE LIMITATIONS ........................ LIM-5
HEIGHT-VELOCITY LIMITATIONS ........................................... LIM-7
MANEUVERING LIMITATIONS .................................................. LIM-7
SLOPE LANDING LIMITATIONS ............................................... LIM-7
ELECTRICAL LIMITATIONS ....................................................... LIM-7
Battery Limitations ................................................................. LIM-7
Generator Limitations............................................................. LIM-9
Engine Starter Limitations...................................................... LIM-9
Ground Power Starts............................................................... LIM-9
HEATER ........................................................................................ LIM-10
Revision 1 FOR TRAINING PURPOSES ONLY LIM-i

FlightSafety
International
ROTOR BRAKE LIMITATIONS ................................................. LIM-10

FUEL AND OIL LIMITATIONS .................................................. LIM-10
Fuel ....................................................................................... LIM-10
Engine and Combining Gearbox Oil .................................... LIM-10
Transmission, Intermediate and Tail Rotor Gearbox Oil...... LIM-10
HYDRAULIC LIMITATIONS ...................................................... LIM-10
ENGINE RESTART LIMITATIONS ............................................ LIM-11
ENGINE TORQUE LIMITATIONS ............................................. LIM-11
Twin-Engine Operation ........................................................ LIM-11
AIRSPEED LIMITATIONS........................................................... LIM-11
AREAS, DIMENSIONS, WEIGHTS, AND CAPACITIES.......... LIM-16
Airframe ............................................................................... LIM-16
Main Rotor ........................................................................... LIM-16
Tail Rotor.............................................................................. LIM-16
Engine................................................................................... LIM-17
Transmission Rating ............................................................. LIM-17
Weights ................................................................................. LIM-17
Fuel ....................................................................................... LIM-17
Engine Oil............................................................................. LIM-17
Transmission Oil................................................................... LIM-17
Cargo Area............................................................................ LIM-18
Usable Cubage...................................................................... LIM-18
Cargo Door Opening ............................................................ LIM-18
Hoist Penalty Region............................................................ LIM-20
AHRS Alignment ................................................................. LIM-20
LIM-ii FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
ILLUSTRATIONS
Figure Title Page

LIM-1 Gross Weight Center-of-Gravity Charts ...................... LIM-4
LIM-2 Weight-Altitude-Temperature Limitations for Takeoff,
Landing, and In-Ground-Effect Maneuvers................ LIM-6
LIM-3 Height-Velocity Diagram (OEI) ................................... LIM-8
LIM-4 Maximum Speed-Sideward and Rearward Flight,
Crosswind and Tailwind at a Hover ........................... LIM-13
LIM-5 Placards and Decals ..................................................... LIM-15
LIM-6 Inspection and Servicing ............................................ LIM-19
LIM-7 Longitudinal/Lateral C.G.
Envelope for Hoist Operations .................................. LIM-21
Revision 1 FOR TRAINING PURPOSES ONLY LIM-iii

FlightSafety
International

GENERAL OPERATING LIMITATIONS
Compliance with the limitations in this section is required by appropriate
operating rules.
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.
Digital AFCS preflight test (level 1 minimum) shall be accomplished prior

to first flight of the day or before planned flight into IMC.
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:
• Both helipilots HP 1 and HP 2 shall be engaged in ATT mode during

IFR flight.
• Heated pitot-static system
• Pilot windshield wiper
• 3-inch standby attitude indicator
• Two VHF communications radios
• Two navigation receivers with auxiliary equipment appropriate to in-

tended IFR route of flight
• DME equipment
• ATC transponder
• Marker beacon receiver
Revision 1 FOR TRAINING PURPOSES ONLY LIM-1

FlightSafety
International
• Pilot IVSI
• Force trim
• Roof window blackout curtains
OPTIONAL EQUIPMENT
Refer to appropriate Flight Manual supplement(s) for additional limitations,
procedures, and performance data with optional equipment installed.
FLIGHT CREW LIMITATIONS

The minimum flight crew consists of one pilot who shall operate the helicopter
from the right crew seat. Refer to Section 1 of the Manufacturer’s Data for
minimum crew weight.
The left crew seat may be used for an additional pilot when the approved dual
controls and copilot instrument kits are installed.
DOORS OPEN OR REMOVED

Helicopter may be flown with doors open or removed only with Bell Standard
Interior (412-705-501) or Bell Deluxe Interior (412-705-500) installed. Flight
operation is approved for following alternative configurations during VFR
conditions only:
Symmetrical configurations:
• Both crew doors removed.
• Both sliding doors locked open or removed with both hinged panels
installed or removed.
Asymmetrical configurations:
• Cargo doors can be opened or closed asymmetrically, to a locked po-

sition, with following restrictions:
• Two way communications between pilot and cabin crew member.
• All crew members and passengers are secured with an approved

restraint.
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.
LIM-2 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
WEIGHT AND CG LIMITATIONS

WEIGHT LIMITS
Maximum gross weight for takeoff and landing is 11,600 pounds (5,262
kilograms). The SP, HP and EP models, maximum gross weight for take-
off and landing is 11,900 pounds (5,398 kilograms).
Refer to Weight-Altitude-Temperature Limitations chart (Figure LIM-2) for

maximum allowable weight for takeoff, landing, and IGE hover operation.
The minimum gross weight for flight is 6,400 pounds (2,903 kilograms).
The minimum combined crew weight at fuselage station 47.0 is 170

pounds (77.1 kilograms).
LONGITUDINAL CENTER-OF-GRAVITY LIMITS

Longitudinal center-of-gravity limits vary from station 130 to 144, depending on
gross weight. Refer to the Gross Weight Center-of-Gravity Chart (Figure LIM-1).
LATERAL CENTER-OF-GRAVITY LIMITS

Lateral center-of-gravity limitations are 4.5 inches (114.3 millimeters) left
and right of the fuselage centerline for all gross weights.
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).
FOR TRAINING PURPOSES ONLY LIM-3

FlightSafety
International
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
Figure LIM-1. Gross Weight Center-of-Gravity Charts

LIM-4 FOR TRAINING PURPOSES ONLY
FlightSafety
International
INTERNAL CARGO LOADING

The maximum allowable deck loading for cargo is 100 pounds per square foot
(4.9 kg/100 sq cm). Deck mounted cargo tiedown fittings are provided and
have an airframe structural capacity of 1,250 pounds (567.0 kilograms) ver-
tical and 500 pounds (226.8 kilograms) horizontal per fitting. Provisions for
installation of cargo tiedown fittings are incorporated in the aft cabin bulk-
head and transmission support structure and have an airframe structural ca-
pacity of 1,250 pounds (567.0 kilograms) at 90 degrees to the bulkhead and
500 pounds (226.8 kilograms) in any direction parallel to the bulkhead. Cargo
shall be secured by an approved restraint method that will not impede access
to the cargo in the event of an emergency.
A second crewmember is required if cargo consists of flammable materials.

Second crewmember shall have access throughout cabin to perform duties of
fire fighting and ventilating the cabin to remove smoke and toxic fumes in
event of emergency. Approved protective breathing equipment is required for
each crewmember when transporting flammable cargo in cabin.
Baggage compartment has a load limit of 400 pounds (181 kilograms), not to
exceed 100 pounds per square foot (4.9 kg/100sq cm).
CLIMB AND DESCENT LIMITATIONS

The maximum IFR rate of climb or descent is 1,000 feet per minute.
The maximum IFR approach slope is 5 degrees.
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
AMBIENT AIR TEMPERATURE LIMITATIONS

The maximum sea level ambient air temperature for operation is +51.7° C
(+125° F) and decreases with pressure altitude at the standard lapse rate of
2° C (3.6° F) per 1,000 feet (305 meters) to 20,000 feet (6,096 meters).

FlightSafety
International
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
–40 –20 0 20 40 60 9 10 11 12 LB X 1000

CONDITIONS: OAT — °C
OAT—28° C 4.0 4.5 5.0 5.4 KG X 1000
PA—4,000 FT
Figure LIM-2. Weight-Altitude-Temperature Limitations for Takeoff,
Landing, and In-Ground-Effect Maneuvers
LIM-6 FOR TRAINING PURPOSES ONLY

FlightSafety
International
Minimum ambient temperature for operation at all altitudes with engine

oil pressure/temperature indicator 209-070-262-113 installed is –40°C
(–40°F).
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
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.
The Height-Velocity diagram is valid only when the Weight-Altitude-

Temperature limitations are not exceeded (Figure LIM-2). The diagram
does not define the conditions which assure continued flight following an
engine failure nor the conditions from which a safe power-off landing can
be made.
MANEUVERING LIMITATIONS
Aerobatic maneuvers are prohibited.
SLOPE LANDING LIMITATIONS

Slope landings are limited to side slopes not to exceed 10 degrees.

FlightSafety
International
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
SKID HEIGHT ABOVE SURVACE—METERS

280
SKID HEIGHT ABOVE SURVACE—FEET
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
Figure LIM-3. Height-Velocity Diagram (OEI)

FlightSafety
International
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 battery shall not be used for engine start after

illumination of BATTERY TEMP light. The bat-
tery shall be removed and serviced in accordance
with manufacturer’s instructions prior to return to
service.
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
• Caution — 75 to 150 amps
NOTE
During OEI operation electrical loads may have
to be reduced to remain below maximum continu-
ous limits.
• Maximum continuous — 150 amps (each)
NOTE
The ammeter needle may deflect full scale
momentarily during generator-assisted start of the
second engine.
ENGINE STARTER LIMITATIONS

Starter energizing times shall be limited as follows:
• 30 seconds ON
• 60 seconds OFF
• 30 seconds ON
• 5 minutes OFF

FlightSafety
International
• 30 seconds ON
• 15 minutes OFF
GROUND POWER STARTS

28-VDC ground power units for starting shall be limited to 1,000 amps maximum.
HEATER
Heater shall not be operated when OAT is above 21° C (69.8° F).
ROTOR BRAKE LIMITATIONS

Engine starts with rotor brake engaged are prohibited. Rotor brake applica-
tion is limited to ground operation and shall not be applied until both engines
are shut down and rotor rpm has decreased to 40% N R or below.
FUEL AND OIL LIMITATIONS

NOTE
Refer to Manufacturer’s Data, Section 4, for lists of
approved fuels, oils, and vendors.
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.
Fuel conforming to ASTM D-1655 Type A or A-1, NATO F-44, MIL-T-5624

Grade JP-5 NATO F-34, or MIL-T-8 3133, Grade JP-8, limited to ambient tem-
perature above –30° C (–22° F).
ENGINE AND COMBINING GEARBOX OIL

Oil conforming to PWA Specification No. 521 Type I and MIL-L-7808 may
be used at all ambient temperatures.
Oil conforming to PWA Specification No. 521 Type II and MIL-L-23699

(NATO O-156), or DOD-L-85734 as limited to ambient temperatures above
–40° C (–40° F).
TRANSMISSION, INTERMEDIATE AND TAIL ROTOR

GEARBOX OIL
Oil conforming to DOD-L-85734AS (Turbine Oil 555), MIL-L-23699 (NATO
O-156), or MIL-L-7808 may be used at all approved ambient temperatures.
NOTE
DOD-L-85734AS or MIL-L-23699 is recommended.

FlightSafety
International
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.
Both hydraulic systems shall be operative prior to takeoff.
WARNING
The helicopter is not controllable with both hydraulic

boost systems inoperative.
ENGINE RESTART LIMITS

ENGINE TORQUE LIMITS

TWIN-ENGINE OPERATION
The maximum allowable engine torque differential is 4% during normal op-
eration. Refer to the Transmission Torque Limits.
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.

FlightSafety
International
V NE , for steady state autorotation, is:
• 105 KIAS at or below 10,000 feet (3,048 meters) pressure altitude.
• 80 KIAS above 10,000 feet (3,048 meters) pressure altitude.
V NE with doors open or removed is 60 KIAS with energy attenuating pas-

senger seats installed.
V NE with doors symmetrically open or removed is 100 KIAS with Bell

Helicopter Installed Blanket Interior (412-705-501) or Deluxe Interior
(412-705-500).
The maximum allowable airspeed for sideward or rearward flight at or below

3,000 feet HD is 35 knots. (See Figure LIM-4 for additional limitations.)
The maximum allowable tailwind or crosswind speeds for hover opera-

tions at or below 3,000 feet HD is 35 knots. (See Figure LIM-4 for ad-
ditional limitations.)
V NE with cargo doors opened asymmetrically is 80 KIAS.
V NE with cargo doors in transit or in an unlocked position is 60 KIAS.
V NE with doors symmetrically open or removed is 60 KIAS with Bell

Helicopter installed energy attenuating passenger seats (412-706-002).
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.

FlightSafety
International
14,000 FT DENSITY ALTITUDE

LIMITED FOR IGE MANEUVERS
14,000
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
MAXIMUM ALLOWABLE WINDSPEED—35 KNOTS
Figure LIM-4. Maximum Speed-Sideward and Rearward Flight,

Crosswind and Tailwind at a Hover (Sheet 1 of 2)

FlightSafety
International
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
Figure LIM-4. Maximum Speed-Sideward and Rearward Flight,

Crosswind and Tailwind at a Hover (Sheet 2 of 2)

Revision 1
BASIC FUEL CAP DO NOT APPLY ROTOR BRAKE

2148 LBS ABOVE 40% RPM
WITH AUX FUEL KIT
PRESSURE ALTITUDE IN FTX11,000 412-706-007
OAT 0 2 4 6 8 10 12 14 16 18 20 3212 LBS
°C
INDICATED VNE KNOTS 412-706-009
2389 LBS
51.7 137 — — — — — — — — — — TWIN & 30 MIN OEL 100 8%

40 140 134 128 122 — — — — — — — 2 1/2 MIN OEL 102.4%
DO NOT OPERATE
20 140 139 133 127 121 115 109 103 97 — —
HEATER ABOVE 21
0 140 140 140 133 127 121 115 109 103 96 91 DEG C OUT AIR TEMP
–10 140 140 140 140 131 124 118 112 106 100 94
–20 140 140 140 138 133 127 121 115 108 102 96
–30 140 139 134 129 124 120 115 110 106 101 97 THIS HELICOPTER MUST BE OPERATED
IN COMPLIANCE WITH THE OPERATING
–40 134 129 124 120 116 111 107 102 98 94 90
LIMITATIONS SPECIFIED IN THE FAA
AUTOROTATION VNE 85 KIAS ABOVE 10,000 FT. APPROVED ROTORCRAFT FLIGHT MAN
IN ALTN POSITION MAINTAIN INSTRUMENT ACCURACY BY

CLOSING WINDOWS AIRVENTS AND TURNING HEATER OFF
FlightSafety
International
LIM-15
Figure LIM-5. Placards and Decals

FlightSafety
International
AREAS, DIMENSIONS, WEIGHTS,

AND CAPACITIES
AIRFRAME
Overall length (rotor turning) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 ft 2 in.
Fuselage length (tail rotor horizontal) . . . . . . . . . . . . . . . . . . . . . . 45 ft 11 in.
Width (rotor folded) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 ft 4 in.
Height (tail rotor horizontal) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 ft 5 in.
Landing gear tread (no load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ft 8 in.
MAIN ROTOR
Number of blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 ft
Chord (equivalent) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ft 2 in
Disc area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,662 sq ft
Airfoil section:
At tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8%
At root . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23%
Engine-to-rotor gear ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.38:1
Tip speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 780 ft/sec
RPM 100% (6,600 engine rpm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324 rpm
TAIL ROTOR
Number of blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ft 7 in.
Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.5 in.
Disc area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.8 sq ft
Tip speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 745 ft/sec
RPM 100% (6,600 engine rpm) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,660 rpm

FlightSafety
International
ENGINE
Manufacturer . . . . . . . . . . . . . . . . . . . . . . . Pratt and Whitney of Canada, Ltd.
Model number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PT6T-3B
Single-engine 2.5-minute power . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,025 shp
Single-engine 30-minute power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 970 shp
Output (100%) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,600 rpm
TRANSMISSION RATING
Maximum continuous power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,134 shp
Takeoff 5-minute power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,400 shp
WEIGHTS
Standard configuration (approximate empty weight) . . . . . . . . . . . . 6,425 lb
Maximum gross weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,900 lb
FUEL
Capacity:
SNs 33001 through 33107 . . . . . . . . . . . . . . . . . . . . . . . . . . . 211 U.S. gal
SNs 33108 and subsequent . . . . . . . . . . . . . . . . . . . . . . . . . . 337 U.S. gal
ENGINE OIL
Capacity:
Each engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.6 U.S. gal
Combining gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.25 U.S. gal
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.45 U.S. gal
TRANSMISSION OIL
Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.75 U.S. gal

FlightSafety
International
CARGO AREA
Length (overall) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ft 8 in.
Width (floor level) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ft
Height (maximum) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft 4 in.
USABLE CUBAGE
Main cargo space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 cu ft
Left side copilot/passenger seat space . . . . . . . . . . . . . . . . . . . . . . . . . 20 cu ft
Baggage compartment space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 cu ft
CARGO DOOR OPENING

Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ft 7 in.
Width (with hinged panel open) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ft 8 in.
Height above ground (approximate) . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ft 6 in.

FlightSafety
International
SYSTEM MATERIAL
FUEL TURBINE FUEL JP-4

JP-5
JP-8
ENGINE OIL, Lubricating Oil:

LEFT AND RIGHT MIL-L-7808
POWER SECTIONS, MIL-L-23699
AND COMBINING DOD-L-85734 AS
GEARBOX
TRANSMISSION OIL Lubricating Oil:

MIL-L-7808
MIL-L-23699
DOD-L-85734 AS
INTERMEDIATE Lubricating Oil:

GEARBOX MIL-L-7808
MIL-L-23699
DOD-L-85734 AS
TAIL ROTOR Lubricating Oil:

GEARBOX MIL-L-7808
MIL-L-23699
DOD-L-85734 AS
HYDRAULIC SYSTEMS Hydraulic Fluid:

MIL-L-5606
ROTOR BRAKE Hydraulic Fluid:

MIL-L-5606
BATTERY Servicing by qualified

battery shop only
ENGINE FIRE EXTINGUISHERS Nitrogen and Freon

(PORTABLE EXTINGUISHERS) (Monobromotrifluoromethane)
Figure LIM-6. Inspection and Servicing

FlightSafety
International
HOIST PENALTY REGION

Pilot shall know C.G. at time of hoist operation to determine if C.G. is within
penalty region of Hoist C.G. envelope (Figure LIM-7).
Each hoist operation performed is defined as an extension and retraction of

hoist cable while hovering with any weight attached.
Refer to BHT-412-FMS-7 or BHT-412-FMS-26 for Bell Helicopter approved

Hoists.
WARNING
THIS PENALTY IS VALID FOR ALL HOIST IN-

STALLATIONS.
OPERATION IN PENALTY REGION AFFECTS

AIRWORTHINESS LIMITATIONS OF ROTOR
COMPONENTS (REFER TO BHT-412-MM).
LIMITATIONS OF ROTOR COMPONENTS (REFER

TO BHT-412-MM).
AHRS ALIGNMENT
To perform in-flight/shipboard AHRS alignment, the following conditions must
be met:
Pitch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Less than ±10°
Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Less than ±5°
Yaw Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Less than 1°/sec
Lateral and . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Less than 0.05g

Longitudinal Acceleration
For a minimum of 30 seconds for attitude and heading to become valid.

Revision 1
132
(3353)
133
(3378) PENALTY
REGION
134
(3404)
FUSELAGE STATION—INCHES (MILLIMETERS)
135
(3529)
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)
Figure LIM-7. Longitudinal/Lateral C.G. Envelope for Hoist Operations

FlightSafety
International

412EP
CONTENTS
Page
REQUIRED EQUIPMENT—IFR .............................................. LIM-EP-1
POWERPLANT LIMITATIONS ............................................... LIM-EP-1
ALTITUDE................................................................................. LIM-EP-2
MAST TORQUE ........................................................................ LIM-EP-3
Twin-Engine Operation ..................................................... LIM-EP-3
INSTRUMENT MARKINGS .................................................... LIM-EP-4
FOR TRAINING PURPOSES ONLY LIM-EP-i

FlightSafety
International
ILLUSTRATIONS
Figure Title Page
LIM-EP-1 Placards and Decals ........................................... LIM-EP-3
LIM-EP-2 Instrument Markings ......................................... LIM-EP-4
FOR TRAINING PURPOSES ONLY LIM-EP-iii

FlightSafety
International

412EP
REQUIRED EQUIPMENT–IFR
• Both autopilots, AP 1 and AP 2, shall be engaged in ATT mode dur-
ing flight
• Heated pitot-static system
• Pilot windshield wiper
• Two VHF communications radios
• Two navigation receivers with auxiliary equipment appropriate to in-

tended IFR route of flight
• DME equipment
• ATC transponder
• Marker beacon receiver
• 3-inch standby attitude indicator
• Pilot IVSI
• Force trim
• Roof window blackout curtains
• EMERGENCY COMM panel (if installed) (single pilot only)
Digital AFCS preflight test (level 1 minimum) shall be accomplished prior

to first flight of the day or before planned flight into IMC.
Revision 1 FOR TRAINING PURPOSES ONLY LIM-EP-1

FlightSafety
International
POWERPLANT LIMITATIONS
• Pratt and Whitney Aircraft of Canada, Ltd. PT6T-3D
NOTE
Operation in 2 1/2 -minute or continuous OEI range is
intended for emergency use only, when one engine
becomes inoperative due to an actual malfunction.
Any time an engine is operated in an OEI range, an entry shall be made in the
helicopter logbook detailing the extent of operation in excess of twin-engine
takeoff power limits. This does not apply to approved ITT limits for starting.
ALTITUDE
NOTE
Maximum operating pressure altitude is 20,000 feet (6,096 meters).
Maximum density altitude for takeoff, landing, and in-ground-effect ma-

neuvers is 14,000 feet (4,267 meters). Refer to Weight-Altitude-Tempera-
ture Limitations chart (Figure LIM-2, General Limitations section).
LIM-EP-2 FOR TRAINING PURPOSES ONLY

FlightSafety
International
MAST TORQUE
TWIN-ENGINE OPERATION
Maximum continuous .....................................................................................81%
Takeoff range (5 minutes maximum) ...............................................81 to 100%
Maximum........................................................................................................100%
WARNING
Takeoff power shall not be used above 105 KIAS.
CAUTION
When operating near the maximum mast torque limit,
inadvertant overtorque may occur during maneuver-
ing flight conditions involving turns and/or nose
down attitude changes. Decrease power to 90% mast
torque prior to maneuvering helicopter.
Intentional use of mast torque over 100% is prohibited.
TWIN 103.1% CONTINUOUS

2.5 MIN OEI 109.2% OEI 103.7%
NOTE:
OTHER PLACARDS AND DECALS COMMON
TO ALL BHT MODEL 412's ARE LISTED ON
PAGE LIM-14, GENERAL LIMITATION SECTION.
Figure LIM-EP-1. Placards and Decals
FOR TRAINING PURPOSES ONLY LIM-EP-3

FlightSafety
International
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 TORQUE INDICATOR

TRANSMISSION (TWIN ENGINE OPERATION)
11 10
10 9 10 TO 81% CONTINUOUS OPERATION
9 8
8 7 81 TO 100% 5-MINUTE TAKEOFF RANGE
TORQUE
7 6 100% MAXIMUM
MAST ENG 5
6
2
ENGINE (ONE ENGINE INOPERATIVE)

1
5 4 5 TO 73.2% CONTINUOUS OEI OPERATION

% x 10
4 3
73.2 TO 81% 30-MINUTE OEI RANGE
3 2
2 1 81% MAXIMUM OEI
1
TRIPLE TACHOMETER
ROTOR RPM (NR)
26 TO 77% TRANSIENT GROUND OPERATION
80% MINIMUM FOR AUTOROTATION

ENG
0 10
BELOW 8,000 LB (3,629 KG)
120 GROSS WEIGHT
20 80 TO 91% POWER OFF OPERATION
110 ROTOR
BELOW 8,000 LB (3,629 KG)
30 GROSS WEIGHT
100 91 TO 104.5% CONTINUOUS OPERATION
R
(91% MINIMUM POWER OFF)

PERCENT
RPM
40 104.5% MAXIMUM
90
80 50 ENGINE RPM (NII)
70 60 97% MINIMUM
97 TO 100% CONTINUOUS OPERATION
100 TO 104.5% OPERATION AT OR BELOW

30% ENGINE TORQUE
104.5% MAXIMUM AT OR BELOW
30% ENGINE TORQUE
Figure LIM-EP-2. Instrument Markings (Sheet 1 of 4)

FlightSafety
International
GAS PRODUCER RPM (NI)

9
0
1
12% MINMUM FOR OPENING THROTTLE
8 2 1 DURING START
7 3% X 10 61% FLIGHT IDLE RPM
6 4 RPM 2
5
10 3 61 TO 103.1% CONTINUOUS OPERATION
9 4 103.1% MAXIMUM CONTINUOUS

8 5 103.1 TO 103.7% CONTINUOUS OEI
7 6 103.1 TO 109.2% 21/2-MINUTE OEI
103.7% MAXIMUM CONTINUOUS OEI
109.2% MAXIMUM 21/2-MINUTE OEI
TRANSMISSION OIL TEMPERATURE

15 TO 110°C CONTINUOUS OPERATION
110°C MAXIMUM
15 10
10 OIL 8
TRANSMISSION OIL PRESSURE
6
5
0
T °C
X 10
PSI
P 2
4 30 PSI MINIMUM FOR FLIGHT IDLE
–5 0 30 TO 40 PSI FLIGHT IDLE RANGE
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
FOR TRAINING PURPOSES ONLY LIM-EP-5

FlightSafety
International
ENGINE OIL TEMPERATURE

0°C MINIMUM
115°C MAXIMUM FOR MIL-L-7808 OIL

15 15
10 OIL 120°C MAXIMUM FOR MIL-L-23699 OR
10 DOD-L-85734 OIL
5
T
0
°C
X 10
PSI
P 5 ENGINE OIL PRESSURE
–5 0
40 PSI MINIMUM FOR FLIGHT IDLE
40 TO 80 PSI OPERATION BELOW 79% NI RPM
115 PSI MAXIMUM
COMBINING GEARBOX OIL TEMPERATURE

0°C MINIMUM
115°C MAXIMUM FOR MIL-L-7808 OIL

15 10
10 OIL 8 120°C MAXIMUM FOR MIL-L-23699 OR
6
5
0
T °C
X 10
PSI
P 2
4
DOD-L-85734 OIL
COMBINING GEARBOX OIL PRESSURE

–5 0
40 PSI MINIMUM FOR FLIGHT IDLE
40 TO 60 PSI OPERATION BELOW 94% N2 RPM
80 PSI MAXIMUM

FlightSafety
International
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
INTERTURBINE TEMPERATURE (ITT)

810°C MAXIMUM CONTINUOUS

EI 9 10
O
ITT 3 810 TO 925°C OEI OPERATION
4
8 820°C MAXIMUM CONTINUOUS OEI
5
°C X 100 6
925°C MAXIMUM 21/2-MINUTE OEI
7 MAXIMUM TRANSIENT-TWIN ENGINE
(5 SECONDS MAXIMUM ABOVE 810°C)
1090°C MAXIMUM FOR STARTING

(2 SECONDS MAXIMUM ABOVE 960°C)
HYDRAULIC OIL TEMPERATURE

88°C MAXIMUM
15 15
10 OIL HYDRAULIC OIL PRESSURE
10
5
0
T °C PSI
X 10
P 5
600 PSI
600 TO 900 PSI

MINIMUM
CAUTION
–5 0
1100 PSI MAXIMUM
RevIsion 1 FOR TRAINING PURPOSES ONLY LIM-EP-7

FlightSafety
International
WEIGHT AND BALANCE

CONTENTS
Page
GENERAL ....................................................................................... WB-1
CENTER OF GRAVITY (CG)......................................................... WB-1
Empty Weight CG................................................................... WB-1
Gross Weight CG .................................................................... WB-5
CG Limitations ....................................................................... WB-5
Calculating Helicopter CG...................................................... WB-5
Doors Open or Removed......................................................... WB-7
Optional Equipment and Kits ................................................. WB-7
LOADING THE HELICOPTER.................................................... WB-16
Cockpit and Cabin Loading .................................................. WB-16
Baggage Compartment Loading ........................................... WB-19
Fuel Loading......................................................................... WB-30
SAMPLE LOADING
PROBLEM (ENGLISH) ................................................................ WB-31
Required Equipment List...................................................... WB-31
APRIL 1999 FOR TRAINING PURPOSES ONLY WB-i

FlightSafety
International
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
APRIL 1999 FOR TRAINING PURPOSES ONLY WB-iii

FlightSafety
International
WEIGHT AND BALANCE

GENERAL
Proper weight and balance control to ensure that the helicopter CG is within
prescribed limits is essential. Failure to load the helicopter so that it is within
CG limits and then maintain helicopter CG within allowable limits during flight
may result in insufficient control capability and unsafe flight conditions.
Helicopter CG limits, both longitudinal and lateral, are provided in Section

1, Limitations, of the RFM. Section 1, Weight and Balance, of the RMD pro-
vides all necessary instructions and information for calculating helicopter CG.
Helicopter CG is expressed as a location, in inches or millimeters relative to

a reference line, where all of the helicopter’s weight is centered. The Bell 412
has two reference points, one for calculating longitudinal CG and one for cal-
culating lateral CG.
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.
All calculations to determine helicopter CG are based on the weight of items

loaded on the helicopter and the item’s location in the helicopter in relation
to the reference datum lines.
This chapter provides information regarding helicopter center of gravity and

cockpit and cabin loading. Loading tables for pilot, passengers, cargo, and fuel
are provided. A sample loading problem is provided to aid in flight planning.
APRIL 1999 FOR TRAINING PURPOSES ONLY WB-1

WB-2
0 23 FUSELAGE 166 243

STATIONS
REF 47 87 117 139 156

DATUM
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
CENTER OF GRAVITY (CG)

EMPTY WEIGHT CG
The empty weight consists of the basic helicopter with required equipment,
optional equipment kits, transmission and gearbox oils (not engine oils), hy-
draulic fluid, unusable fuel, undrainable engine oil, and fixed ballast. The empty
weight center of gravity shall be adjusted within the limits of the applicable
Weight Empty Center of Gravity chart in the Maintenance Manual.
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.

WB-4
NOTE: STATION 0 (REFERENCE DATUM) IS LOCATED 20 INCHES (508 MILLIMETERS)

AFT OF THE MOST FORWARD POINT OF THE CABIN NOSE.
FUSELAGE
STATIONS
0 23 166 243
REF 47 87 117 139 156

DATUM
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
SEATS
FlightSafety
LATERAL LOCATION (INCHES FROM G) OF HELICOPTER
APRIL 1999
International
EXTERNAL CARGO
Figure WB-2. Helicopter Station Diagram

FlightSafety
International
Figure WB-3. CG Limits

FlightSafety
International
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:
Moment = Weight x Arm
Center of Gravity = Total Moment

Total Weight
Moment is an expression of exerted force and is calculated by multiplying

the weight of an object by its Arm (distance from the reference datum line).
For example, a 170-pound pilot sitting in the pilot seat (right seat) has a lon-
gitudinal moment of, or exerts a force of, 7,990 inch-pounds (170 x 47) and
a lateral moment of +3,740 inch-pounds (170 x 22) (Figure WB-1).
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.
Normally, helicopter longitudinal CG should be calculated for takeoff, land-

ing, and the most critical forward CG. Additionally, the Weight and Balance
section of the RMD requires computation of the helicopter’s longitudinal CG
for all cargo/baggage configurations and whenever weight is loaded into the
baggage compartment. Longitudinal CG should also be computed whenever
the crew doors, hinged panel door, or passenger doors are removed or open
for flight.
Lateral CG should be calculated whenever loading or the use of optional

equipment, such as the rescue hoist, can affect lateral CG.
WB-6 FOR TRAINING PURPOSES ONLY APRIL 1999

FlightSafety International
BELLHELICOPTER TEXTRON
ACTUAL WEIGHT RECORD
MODEL 412
DATE WEIGHED SERIAL NUMBER
SCALE READINGS (LBS) SKID CONFIGURATION SCALE TARE NET
FORWARD JACKPOINT, F.S. 61.69 B.L. – 30.0 402.5 0.0 402.5

*IN LATERAL
FORWARD JACKPOINT, F.S. 61.69 B.L. + 30.0 2244.0 0.0 2244.0
CALCULATIONS
AFT JACKPOINT, F.S. 211.58 B.L. ± 14.53 3770.3 0.0 3770.3 – IS LEFT
TOTAL 6416.8 0.0 6416.8 + IS RIGHT
LONGITUDINAL C.G., AS WEIGHED
C.G. = 61.69 (2646.5) + 211.58 (3770.3) = 960983 = 149.76 IN.
TOTAL WEIGHT 6416.8
LATERAL C.G., AS WEIGHED*

C.G. = –30.0 (402.5) + 30.0 (2244.0) – 14.53 (3770.3) = + 463 = + .07 IN.
TOTAL WEIGHT 6416.8
LONGITUDINAL LATERAL* R
E
WEIGHT EMPTY DERIVATION WEIGHT ARM MOMENT ARM MOMENT V
AS WEIGHED: 6416.8 149.76 960983 + 0.1 + 463
REMOVE: ENGINE OIL –25.2 169.1 –4261 0 0

PLUMB BOB –0.5 117.5 –59 –44.1 + 22
M/R BLADE FOLDING TOOL –64.0 134.1 –8582 0 0
ADD:
FIRST AID KIT + 5.1 46.0 + 235 –7.0 .36

SOFT INTERIOR + 33.2 130.0 + 4316 0 0
MAP CASE + 1.7 50.0 + 85 0 0
PAINT + 30.9 194.9 + 6022 0 0
IFR CURTAINS + 1.5 53.4 + 80 + 1.4 +2
CREW SEATS + 90.8 54.4 + 4940 0 0
PASSENGER SEATS + 120.2 104.6 + 12578 + 0.1 + 12
HEADSETS (2) + 2.6 116.3 + 302 0 0
STEPS + 23.2 107.3 + 2489 0 0
BATTERY BLOCK + 75.0 –5.7 –428 + 7.9 + 593

BALLAST + 120.0 –4.3 –516 0 0
WEIGHT EMPTY, SKID CONFIG. 6831.3 143.19 978184 + 0.2 + 1056
MOST FORWARD C.G.
WEIGHT EMPTY
+ PILOT AND COPILOT + 340.0 47.0 + 15980 0 0
+ PASSENGERS (4), CENTER SEAT, + 680.0 87.0 + 59160 0 0
FACING AFT
+ PASSENGERS (5), BACK SEAT, + 850.0 117.0 + 99450 0 0
FACING FWD
+ OIL, ENGINE + 24.5 169.1 + 4146 0 0
+ FUEL MOST FORWARD + 397.0 139.9 + 55540 0 0
MOST AFT C.G. 9122.8 132.9 1212460 + 0.1 + 1056
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
9272.8 143.5 1330741 + 0.4 + 3942

Page 1 of 2
Figure WB-4. Actual Weight Record (Sheet 1 of 2)

BELL HELICOPTER TEXTRON

EQUIPMENT LIST
MODEL 412
DATE WEIGHED SERIAL NUMBER
OPTIONAL EQUIPMENT INSTALLED
PART NUMBER ITEM WEIGHT LONG LATERAL

ARM ARM
205-706-034-103 ROTOR BRAKE 29.2 115.4 – 2.4
205-706-043-017 PASSENGER SEATS 120.2 104.6 + 0.1 *

212=706-005-101 DUAL CONTROLS 22.6 35.9 – 22.7
212-706-049-001 COPILOT CLOCK 0.5 26.3 – 17.0
412-705-005-101 DME 6.6 19.1 + 6.7
412-705-006-101 FAA/IFR 3.1 43.7 – 6.6 Δ

412-705-015-101 # 2 VHF 5.7 16.8 – 4.5
412-705-015-103 NAV #1 12.6 95.1 –2.0
412-705-015-105 NAV #2 9.4 14.9 + 4.1
412-705-015-107 ADF 8.4 72.0 – 11.1
412-705-015-109 TRANSPONDER 4.9 14.9 – 0.3
412-706-012-103 ICS—AFT 10.0 86.1 + 1.3 Δ

412-706-116-119 COPILOTS INST. 28.9 22.8 + 12.8
412-706-117-113 STANDBY ATTITUDE IND. 8.8 10.8 + 6.6
412-705-502-101 STANDARD WINDSHIELD 51.9 120.3 + 0.3
412-705-510-101 SOFT INTERIOR 33.2 130.0 0 *

412-705-503-103 STANDARD SKID GEAR 143.3 122.5 0
212-706-105-003 PASSENGER STEPS 22.1 107.4 + 0.2 *
NOTE: Equipment listed above was installed when helicopter was weighted except as indicated by (*), or
partially installed as indicated by (Δ).
WEIGHT EMPTY DERIVATION CONT FROM PAGE 1 R

E
V
TOTAL FORWARD TO PAGE 1
Figure WB-4. Actual Weight Record (Sheet 2 of 2)

FlightSafety
International
DOORS OPEN OR REMOVED

Opening or removing doors results in center of gravity changes. Door con-
figuration shall be symmetrical for both sides of the fuselage. Table WB-1
lists weight and moment adjustments which should be made in determining
the gross weight and CG when a pair of doors are opened or removed.
OPTIONAL EQUIPMENT AND KITS

The installation of optional equipment on the helicopter affects helicopter CG
in two ways.
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.
When certain optional equipment is installed, the helicopter’s CG must be cal-

culated using the weight and balance information in the appropriate RFM sup-
plement. This is particularly important for the external cargo hook, auxiliary
fuel, litter kit, rescue hoist, and any STC kits whose use might affect heli-
copter CG.
Table WB-1. DOOR WEIGHTS AND MOMENTS
WEIGHT CHANGE ARM MOMENT

DOOR CHANGE
CONFIGURATION (POUNDS) (INCHES) (IN.-LB)
Both crew doors removed –39.0 46.2 –1802

Both hinged panels removed –20.4 85.0 –1734
Both sliding doors removed –90.4 130.0 –11,752
Both sliding doors full open 0 202.0 +6509

FlightSafety
International
LOADING THE HELICOPTER

Once the fuel requirements for the flight have been calculated, the pilot
should determine how the helicopter is loaded.
COCKPIT AND CABIN LOADING

A minimum crew weight of 170 pounds (77.1 kilograms) in the cockpit is re-
quired. Except for the two aft passenger seats, crew and passengers may be
loaded in any sequence without exceeding the gross weight center of gravity
limits approved for flight.
Refer to Table WB-2 for personnel weights and moments in English.
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
Helicopter center of gravity shall be computed for all

cargo baggage/configurations before flight.
Table WB-2. PILOT AND PASSENGER TABLE OF MOMENTS
PILOT AND PASSENGER TABLE OF MOMENTS (IN.-LB)
Passenger Passenger PASSENGER

Pilot and (4-Man Seat (5-Man Seat FACING OUTBOARD
Weight Copilot* Facing Aft) Facing Fwd) Fwd Seat Aft Seat
(Pounds) F.S. 47 F.S. 87 F.S. 117 F.S. 139 F.S. 156
100 4700 8700 11700 13900 15600

110 5170 9570 12870 15290 17160
120 5640 10440 14040 16680 18720
130 6110 11310 15210 18070 20280
140 6580 12180 16380 19460 21840
150 7050 13050 17550 20850 23400
160 7520 13920 18720 22240 24960
170 7990 14790 19890 23630 26520
180 8460 15660 21060 25020 28080
190 8930 16530 22230 26410 29640
200 9400 17400 23400 27800 31200
210 9870 18270 24570 29190 32760
220 10340 19140 25740 30580 34320
*Left Forward Seat

(TABLE I.D. 910670)

FlightSafety
International
Refer to Table WB-3 for internal cargo weight and moment data.
Table WB-3. INTERNAL CARGO LOADING TABLE
INTERNAL CARGO LOADING TABLE

MOMENTS IN-LB
Weight
Pounds F.S. 75.0 F.S. 90.0 F.S. 105.0 F.S. 120.0 F.S. 135.0 F.S. 150.0
50 3750 4500 5250 6000 6750 7500
100 7500 9000 10500 12000 13500 15000
150 11250 13500 15750 18000 20250 22500
200 15000 18000 21000 24000 27000 30000
250 18750 22500 26250 30000 33750 37500
300 22500 27000 31500 36000 40500 45000

350 26250 31500 36750 42000 47250 52500
400 30000 36000 42000 48000 54000 60000
450 33750 40500 47250 54000 60750 67500
500 37500 45000 52500 60000 67500 75000
550 41250 49500 57750 66000 74250 83500

600 45000 54000 63000 72000 81000 90000
650 48750 58500 68250 78000 87750 97500
700 52500 63000 73500 84000 94500 105000
750 56250 67500 78750 90000 101250 112500
800 60000 72000 84000 96000 108000 120000

850 63750 76500 89250 102000 114750 127500
900 67500 81000 94500 108000 121500 135000
950 71250 85500 99750 114000 128250 142500
1000 75000 90000 105000 120000 135000 150000
1050 78750 94500 110250 126000 141750 157500

1100 82500 99000 115500 132000 148500 165000
1150 86250 103500 120750 138000 155250 172500
1200 90000 108000 126000 144000 162000 180000
1250 93750 112500 131250 150000 168750 187500
1300 97500 117000 136500 156000 175500 195000

1350 101250 121500 141750 162000 182250 202500
1400 105000 126000 147000 168000 189000 210000
1450 108750 130500 152250 174000 195750 217500
1500 112500 135000 157500 180000 202500 225000
(TABLE I.D. 910668)

FlightSafety
International
Table WB-4. BAGGAGE LOADING TABLE
BAGGAGE COMPARTMENT
LOADING TABLE
NOTE: LOAD BAGGAGE AS FAR FORWARD AS POSSIBLE.
Weight Approximate CG Moment

(LB) (Fuselage Sta.—Inches) (IN.-LB)
20 245 4900
40 247 9880
60 249 14940
80 251 20080
100 253 25300
120 255 30600

140 257 35980
160 259 41440
180 261 46980
200 263 52600
220 265 58300

240 267 64080
260 269 69940
280 271 75880
300 273 81900
320 275 88000

340 277 94180
360 279 100440
380 281 106780
400 283 113200
(TABLE I.D. 910666)

FlightSafety
International

FlightSafety
International
Table WB-5. FUEL LOADING TABLE
USABLE FUEL LOADING TABLE

Jet B, JP-4 (6.5 Lbs/Gal) Jet A, A-1, JP-5 (6.8 Lbs/Gal)
U.S. Weight CG Moment U.S. Weight CG Moment
Gal. (Lb) In. In.-Lb. Gal. (Lb) In. In.-Lb.
10 65 139.4 9061 10 68 139.4 9479
20 130 139.6 18148 20 136 139.6 18986
30 195 139.8 27261 30 204 139.8 28519
40 260 139.9 36374 40 272 139.9 38053
50 325 139.9 45468 50 340 139.9 47566
*58.3 379 139.9 53022 *58.3 397 139.9 55540
60 390 141.1 55029 60 408 141.1 57569
70 455 146.0 66430 70 476 146.0 69496
80 520 149.8 77896 80 544 149.8 81491
90 585 152.7 89330 90 612 152.7 93452
100 650 155.0 100750 100 680 155.0 105400
110 715 156.8 112112 110 748 156.8 117286
120 780 158.3 123474 120 816 158.3 129173
130 845 159.7 134947 130 884 159.7 141175
140 910 160.9 146419 140.0 952 160.9 153177
150 975 156.4 152490 150 1020 156.4 159528
160 1040 152.4 158496 160 1088 152.4 165811
170 1105 149.0 164645 170 1156 149.1 172244
173.1 1125 148.0 166500 173.1 1177 148.0 174196
180 1170 149.0 174330 180 1224 149.0 182376
190 1235 150.4 185744 190 1292 150.4 194317
200 1300 151.6 197080 200 1360 151.6 206176
210 1365 152.8 208572 210 1428 152.8 218198
220 1430 153.9 220077 220 1496 153.9 230234
230 1495 154.7 231277 230 1564 154.7 241951
240 1560 155.7 242892 240 1632 155.7 254102
**243.1 1580 155.9 246322 **243.1 1653 155.9 257703
250 1625 154.8 251550 250 1700 154.8 263160
260 1690 153.2 258908 260- 1768 153.2 270858
270 1755 151.8 266409 270 1836 151.3 278705
280 1820 150.4 273728 280 1904 150.4 286362
290 1885 149.1 281054 290 1972 149.1 294025
295.1 1918 148.6 285015 295.1 2007 148.6 298240
300 1950 149.9 290550 300 2040 149.0 303960
310 2015 149.9 302049 310 2108 149.9 315989
320 2080 150.7 313456 320 2176 150.7 327923
330 2145 151.4 324753 330 2244 151.4 339742
***330.5 2148 151.5 325422 ***330.5 2247 151.5 340421
*Most critical fuel amount for most forward CG condition.

**Most critical fuel amount for most aft CG condition at weight empties up to 6,750 pounds.
***Most critical fuel amount for most aft CG condition at weight empties at 6,750 pounds or
greater. Weights given are nominal weights at 15° C.
NOTE
This table is invalid with auxiliary fuel tank(s) installed.
(TABLE I.D. 910664)

FlightSafety
International
Table WB-6. FUEL LOADING TABLE—LATERAL
USABLE FUEL LOADING TABLE

Jet B, JP-4 (6.5 Lbs/Gal) Jet A, A-1, JP-5 (6.8 Lbs/Gal)
U.S. Weight CG Moment U.S. Weight CG Moment
Gal. (Lb) In. In.-Lb. Gal. (Lb) In. In.-Lb.
10 65 0 0 10 68 0 0
20 130 0 0 20 136 0 0
30 195 0 0 30 204 0 0
40 260 0 0 40 272 0 0
50 325 0 0 50 340 0 0
58.3 379 0 0 58.3 397 0 0
60 390 –0.03 –12 60 408 –0.03 –12
70 455 –0.06 –27 70 476 –0.06 –29
80 520 –0.05 –26 80 544 –0.05 –27
90 585 –0.04 –23 90 612 –0.04 –24
100 650 –0.04 –26 100 680 –0.04 –27
110 715 –0.03 –21 110 748 –0.03 –22
120 780 –0.03 –23 120 816 –0.03 –24
130 845 –0.03 –25 130 884 –0.03 –27
140 910 –0.03 –27 140.0 952 –0.03 –29
150 975 –0.43 –419 150 1020 –0.43 –439
160 1040 –0.58 –603 160 1088 –0.58 –631
170 1105 –0.69 –762 170 1156 –0.69 –798
*173.1 1125 –0.72 –810 *173.1 1177 –0.72 –847
180 1170 –0.69 –807 180 1224 –0.69 –845
190 1235 –0.65 –803 190 1292 –0.65 –840
200 1300 –0.62 –806 200 1360 –0.62 –843
210 1365 –0.58 –792 210 1428 –0.58 –828
220 1430 –0.56 –801 220 1496 –0.56 –838
230 1495 –0.53 –792 230 1564 –0.53 –829
240 1560 –0.51 –796 240 1632 –0.51 –832
250 1625 –0.49 –796 250 1700 –0.49 –833
260 1690 –0.48 –811 260- 1768 –0.48 –849
270 1755 –0.46 –807 270 1836 –0.46 –845
280 1820 –0.44 –801 280 1904 –0.44 –838
290 1885 –0.43 –811 290 1972 –0.43 –848
300 1950 –0.41 –800 300 2040 –0.41 –836
310 2015 –0.40 –806 310 2108 –0.40 –843
320 2080 –0.39 –811 320 2176 –0.39 –849
330 2145 –0.38 –815 330 2244 –0.38 –853
330.5 2148 –0.38 –816 330.5 2247 –0.38 –854
*Most critical fuel amount for left side most lateral CG condition.
(TABLE I.D. 910662)
BAGGAGE COMPARTMENT LOADING

The baggage compartment is accessible from the right side of the tailboom and
contains approximately 25 cubic feet (SP and EP) and 28 cubic feet (107 and
HP) of space. The baggage compartment has a load limit of 400 pounds (181

WB-16
NOTE: STATION 0 (REFERENCE DATUM) IS LOCATED 20 INCHES (508 MILLIMETERS)

AFT OF THE MOST FORWARD POINT OF THE CABIN NOSE.
FUSELAGE
STATIONS 177.5
102 127 200 243
0
166.5
REF 47 155
84.5
DATUM
FS 138.00 BAGGAGE
COMPARTMENT
84 IN.
2
LEGEND
1 PILOT SEAT
178
FlightSafety
FUEL TANKS
APRIL 1999
International
EXTERNAL CARGO
Figure WB-5. Internal Fuel Tank Station Location

FlightSafety
International
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.
Refer to Table WB-4 for baggage weights and moments.
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.
Figure WB-5 depicts fuel tank location by station number.

FlightSafety
International

FlightSafety
International
SAMPLE LOADING PROBLEM (ENGLISH)

The helicopter is chartered to transport nine passengers and 180 pounds of
baggage on a trip that will require approximately 260 U.S. gallons of fuel one
way. The helicopter will be refueled and the 190-pound pilot will return
alone. Determine extreme CG conditions for both flights.
OUTBOUND FLIGHT
LONGITUDINAL LATERAL
WEIGHT CG MOMENT CG MOMENT
Weight Empty 7000 143.0 1001000 +0.2 +1400
+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
Basic Operating Weight + Payload 8925 136.7 1219666 +0.6 +5580
+Takeoff Fuel (320 U.S. Gallons) 2080 150.7 313456 –0.4 –811
Takeoff Condition 11005 139.3 1533122 +0.4 +4769
+Critical Forward Fuel

(58.3 U.S. Gallons) 379 139.9 53022 0 0
Most Forward Condition 9304 136.8 1272688 +0.6 +5580
+Landing Fuel (60 U.S. Gallons) 390 141.1 55029 0 0
Landing Condition 9315 136.8 1274695 +0.6 +5580

FlightSafety
International
RETURN FLIGHT
LONGITUDINAL LATERAL
WEIGHT CG MOMENT CG MOMENT
Table WB-7. REQUIRED EQUIPMENT LIST
UNIT LONGITUDINAL LATERAL ARM

REQUIRED WEIGHT ARM (–LEFT, +RIGHT)
EQUIPMENT LB/kg IN/mm IN/mm
Indicators
Attitude 7.5/3.4 21.0/533 +17.0/+432
Airspeed 1.0/0.5 22.0/559 +12.5/+318
Vertical Speed 1.8/0.8 23.2/589 +21.3/+541
Altimeter 1.8/0.8 22.0/559 +21.3/+541
Triple Tachometer 2.5/1.1 23.2/589 +9.0/+229
XMSN Oil Press & Temp 0.7/0.3 25.6/650 +6.0/+152
Gearbox Oil Press & Temp 1.0/0.5 25.6/650 +3.0/+76
Engine Oil Press & Temp (2) 1.0/0.5 ea. 24.2/615 +4.7/+119
Fuel Pressure (2) 0.6/0.3 ea. 24.8/630 +4.7/+119
Gas Producer Tachometer (2) 1.0/0.5 ea. 23.0/584 +4.7/+119
Turbine Inlet Temperature (2) 0.8/0.4 ea. 23.6/599 +4.7/+119
Hydraulic Oil Press & Temp (2) 0.4/0.2 ea. 23.0/584 0/0
Dual Torque Pressure 2.6/1.2 23.2/589 +12.5/+318
Fuel Quantity 1.0/0.5 23.6/599 +1.3/+33
Standby Compass 0.8/0.4 38.0/965 +17.6/+477
Horizontal Situation 6.5/2.9 22.5/572 +17.0/+432
Clock 0.5/0.2 25.8/655 +26.2/+665
Free Air Temperature 0.2/0.1 40.0/1016 +19.0/+483
Dual DC Ammeter 1.0/0.5 24.0/610 –1.3/–41
Dual AC/DC Voltmeter (2) 1.0/0.5 ea. 24.0/610 0/0
Fire Warning—
Engine No. 1 0.4/0.2 24.0/610 –1.7/–43
Engine No. 2 0.4/0.2 24.0/610 +4.7/+119
Baggage Compartment 0.3/0.1 22.0/559 –1.8/–46
Low Fuel WRN—Master Master 6.5/2.9 24.8/630 –2.5/–64
Caution Panel
Starter-Generator, L.H. 30.0/13.6 159.0/4039 –8.0/–203
Starter-Generator, R.H. 30.0/13.6 159.0/4039 +18.0/+457
Battery 74.5/33.8 –6.0/–152 +8.0/+203
Starter Toggle Switch 0.4/0.2 38.0/965 +10.0/+254
Fuel Igniter Switch (2) 0.2/0.1 ea. 33.0/838 +3.0/+76
Anticollision Light, Upper 1.5/0.7 169.0/4293 0/0
Anticollision Light, Lower 1.5/0.7 65.4/1661 0/0
Landing Light 8.0/3.6 85.3/2167 –4.8/–104
Searchlight 5.5/2.5 50.0/1270 +17.6/+447
Position Lights—
Forward Lower (2) 0.3/0.1 ea. 66.0/1676 0/0
Forward Upper (2) 0.3/0.1 ea. 109.0/2769 0/0
Aft (2) 0.3/0.1 ea. 432.0/10973 0/0
Circuit-Breaker Panels (2) 9.7/4.4 ea. 55.4/1407 0/0
Nonessential Bus Switch 0.1/NEG. 41.3/1049 +3.7/+94
Weight Empty 7000 143.0 1001000 +0.2 +1400

FlightSafety
International
Table WB-7. REQUIRED EQUIPMENT LIST (CONT)
UNIT LONGITUDINAL LATERAL ARM

REQUIRED WEIGHT ARM (–LEFT, +RIGHT)
EQUIPMENT LB/kg IN/mm IN/mm
Essential Bus
R.H. Ovhd Cont Pnl 3.2/1.5 41.3/1049 +3.7/+94
L.H. Ovhd Cont Pnl 2.6/1.2 41.3/1049 –3.7/–94
Low Fuel Wrn XMTR (2) 0.1/NEG. 143.0/3632 0/0
ea.
VHF No. 1 Radio—
Transceiver and Mount 3.8/1.7 10.1/257 –7.8/–198
Control 0.5/0.2 39.0/991 –4.3/–109
Antenna 1.0/0.5 211.1/5362 0/0
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
Fire Extinguisher, Hand Type, L.H. 3.0/1.4 67.8/1722 –35.0/–889

Fire Extinguisher, Hand Type, R.H. 3.0/1.4 53.5/1359 +34.5/+876
Flight Manual 1.7/0.8 –/– –/–

Seat with Restraint—Pilot 45.4/20.6 54.4/1382 +22.0/+559
Seat with Restraint—Copilot 45.4/20.6 54.4/1382 –22.0/–559
Map and Data Case` 1.9/0.9 59.0/1499 0/0
First Aid Kit 5.1/2.3 45.5/1156 –7.2/–183
+Oil 25 4146 0 0
+Pilot 190 8930 +22.0 +4180
Basic Operating Weight 7215 140.6 1014076 +0.8 +5580
+Takeoff Fuel (320 U.S. Gallons) 2080 150.7 313456 –0.4 –811
Takeoff Condition 9295 142.8 1327532 +0.5 +4769
+Critical Forward Fuel

(58.3 U.S. Gallons) 379 139.9 53022 0 0
Most Forward Condition 7594 140.5 1067098 +0.8 +5580
+Landing Fuel (60 U.S. Gallons) 390 141.1 55029 0 0
Landing Condition 7605 140.6 1069105 +0.7 +5580

FlightSafety
International
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
FOR TRAINING PURPOSES ONLY PER-i

FlightSafety
International
CRITICAL RELATIVE WIND

AZIMUTHS CHART ................................................................... PER-26
HOVER CEILING CHARTS ....................................................... PER-28
Hover Ceiling—IGE ........................................................... PER-28
Hover Ceiling—OGE.......................................................... PER-32
TAKEOFF DISTANCE CHARTS................................................ PER-37
TWIN-ENGINE
RATE-OF-CLIMB CHARTS ....................................................... PER-45
SINGLE-ENGINE
RATE-OF-CLIMB CHARTS ....................................................... PER-53
LANDING DISTANCE................................................................ PER-57
AIRSPEED CALIBRATION CHART ......................................... PER-58
MOST EFFICIENT AIRSPEED .................................................. PER-59
NOISE LEVELS........................................................................... PER-60
Certification......................................................................... PER-60
Supplemental Information................................................... PER-60
CATEGORY A OPERATIONS.................................................... PER-61
PER-ii FOR TRAINING PURPOSES ONLY

FlightSafety
International
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
OGE—Bell 412SP .................................................. PER-15
OGE—Bell 412HP .................................................. PER-15
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
Check for PT6T-3B
Engine—In-Flight .................................................... PER-21
Check for PT6T-3D
Engine—Hover ........................................................ PER-22
Check for PT6T-3D
Engine—In-Flight .................................................... PER-23
FOR TRAINING PURPOSES ONLY PER-iii
FlightSafety
International
PER-19 Density Altitude Chart ............................................ PER-25

PER-20 Critical Relative
Wind Azimuths ........................................................ PER-27
PER-21 Hover Ceiling—In
Ground Effect .......................................................... PER-29
PER-22 Hover Ceiling—Out of
Ground Effect .......................................................... PER-33
PER-23 Takeoff Distance Chart.. ........................................ PER-38
PER-24 Twin-Engine
Rate-of-Climb Chart .............................................. PER-46
PER-25 Single-Engine
Rate-of-Climb Chart. .............................................. PER-54
PER-26 Single-Engine Landing
Distance Chart. ........................................................ PER-57
PER-27 Airspeed Calibration Chart .................................... PER-58
PER-28 Power Required (Typical) ........................................ PER-59
PER-29 Category A Operations ............................................ PER-62
PER-30 Fuel Flow vs Airspeed Charts.................................. PER-64
PER-iv FOR TRAINING PURPOSES ONLY

FlightSafety
International
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.
Helicopter performance charts are provided in Section 4 of the RFM, and

weight and balance loading data is in Section 1 of the (412 AND SP) and Section
5 (HP and EP) of theRotorcraft Manufacturer's Data (RMD).
Data supplied in these sections reflects information needed to obtain optimum

helicopter performance while, at the same time, minimizing wear and tear on
individual parts to ensure maximum component life and safety.
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.
The following text covers limitations and performance charts separately.

Sample performance charts are provided for reference. The pilot should refer
to the latest revisions of the RFM and RMD for the most current information.
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.
FOR TRAINING PURPOSES ONLY PER-1

FlightSafety
International
Limitations for manufacturer-approved optional equipment are provided in

Section 5 (412 and SP) Appendix A (HP and EP Optional Equipment
Supplements), of the RFM. If optional equipment is installed in the helicopter,
the limitations of the appropriate supplement may supersede the limitations
of Section I of the RFM.
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.
If optional equipment is installed, the associated limitations, procedures

(both normal and malfunction), performance data, and weight and balance in-
formation, provided in the supplements, have the same FAA status as that sup-
plied in the RFM.
Some optional equipment may prohibit operation of the helicopter under cer-
tain circumstances.
For example, installation of the Nightsun searchlight or the Loudhailer pro-

hibits IFR operations. The pilot should consult the appropriate RFM supple-
ment for specific limitations and restrictions.
PER-2 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
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.
DOORS OPENED OR REMOVED

The helicopter may be operated with the doors opened or removed symmet-
rically during VFR operations. CG and airspeed restrictions apply. Limitations
are addressed on page LIM-2.
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.
Weight-Altitude-Temperature Limitations Chart

The weight-altitude-temperature limitations for takeoff, landing, and in-
ground-effect (IGE) maneuvers chart, commonly called the W-A-T chart, is
used to determine the maximum allowable weight for takeoffs, landings, and
IGE hovering operation. The W-A-T chart is a limitations chart as opposed
to a performance chart. The gross weights determined from the W-A-T chart
may exceed continuous IGE and OGE hover capability under certain ambi-
ent conditions (Figure PER-1).
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.
If the helicopter must be hovered extensively IGE or hovered OGE to perform

the flight mission, the pilot should refer to the Hover Ceiling IGE or OGE
charts in the Performance section of the RFM to determine helicopter gross
weight. A detailed discussion of the Hover Ceiling Charts is provided later
in this chapter.

FlightSafety
International
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
CONDITIOINS. REFER TO HOVER CEILING CHARTS
IN SECTION 4.
14,000 FT
DEN. ALT. LIMIT
000
14,
00
12,0
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
–40 –20 0 20 40 60 9 10 11 12 LB x 1000

CONDITIONS: OAT—°C
OAT—28°C 4.0 4.5 5.0 5.4 kg x 1000
PA—4,000 FT GROSS WEIGHT
Figure PER-1. Weight-Altitude-Temperature Limitations Chart
PER-4 FOR TRAINING PURPOSES ONLY

FlightSafety
International
Additional Weight Limits

Minimum gross weight for flight is 6,400 pounds.
Minimum combined weight in the crew seats is 170 pounds.
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.
Internal Cargo Loading—Maximum deck loading is 100 pounds per square

foot. Cargo tiedown limitations are provided in the RFM.
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
Figure PER-2. Gross Weight Center-of-Gravity Chart

FlightSafety
International
AIRSPEED
All airspeed limitations are based on installation of the airspeed indicator,
part number 412-075-009-105.
Minimum IFR airspeed is 60 KIAS.
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.
V NE with only one helipilot/autopilot engaged is 115 KIAS.
Basic V NE applies with both helipilots/autopilots disengaged.
Steady-state autorotation V NE below 10,000 feet PA is 105 KIAS.
Steady-state autorotation V NE above 10,000 feet PA is 80 KIAS.
V NE with doors open or removed is 60 KIAS.
Maximum speed for sideward or rearward flight is 35 knots at or below 3,000

feet density altitude.
PRESSURE ALTITUDE IN FT X 100

OAT
°C 0 2 4 6 8 10 12 14 16 18 20
INDICATED VNE KNOTS
51.7 137 — — — — — — — — — —
40 140 134 128 122 — — — — — — —
20 140 139 133 127 121 115 109 103 97 — —
0 140 140 140 133 127 121 115 109 103 96 91
–10 140 140 140 140 131 124 118 112 106 100 94
–20 140 140 140 138 133 127 121 115 108 102 96
–30 140 139 134 129 124 120 115 110 106 101 97
–40 134 129 124 120 116 111 107 102 98 94 90
AUTOROTATION VNE 80 KIAS ABOVE 10,000 FT.
Figure PER-3. Airspeed Limitations Placard

FlightSafety
International
Maximum crosswind or tailwind is 35 knots at or below 3,000 feet density

altitude. For additional limitations, refer to Figure PER-4 and the Critical
Relative Wind Azimuths diagram in Section 4 of the RFM.
Climb/Descent Limitations
Maximum IFR rate of climb or descent is 1,000 feet per minute.
Maximum IFR approach slope is 5°.

0°
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
MAXIMUM ALLOWABLE WINDSPEED—35 KNOTS
Figure PER-4. Maximum Speed—Sideward and Rearward Flight,

Crosswind and Tailwind at a Hover

FlightSafety
International
ALTITUDE
Maximum operating altitude is 20,000 feet pressure altitude.
Maximum DA for takeoff, landing, and IGE maneuvers is 14,000 feet.
AMBIENT AIR TEMPERATURE

Maximum temperature is 125° F (51.7° C).
Minimum temperature is –40° F (–40° C).
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.
The height-velocity diagram is valid only when the weight-altitude-temper-

ature limitations are not exceeded (Figure PER-5). The diagram does not de-
fine the conditions which assure continued flight following an engine failure
nor the conditions from which a safe power off landing can be made.
MANEUVERING
Aerobatic maneuvers are prohibited.

FlightSafety
International
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
SKID HEIGHT ABOVE SURFACE—METERS

300 90
SKID HEIGHT ABOVE SURFACE—FEET
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
Figure PER-5. Height–Velocity Diagram

FlightSafety
International
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 412EP LIMITATIONS

Bell 412EP limitations that have changed from previous model 412s affect
only those relating to the PT6T-3D engines. These new limits are for ITT, N 1
and engine oil temperature. Please refer to Figures PER-6 through PER-8.
ITT GAGE 212-075-067-115
MAXIMUM CONTINUOUS TWIN–ENGINE OPERATION ITT .................................. 810°

MAXIMUM CONTINUOUS ONE ENGINE INOPERATIVE ITT .................................. 820°
MAXIMUM 2.5-MINUTE ONE ENGINE INOPERATIVE ITT ...................................... 925°
MAXIMUM STARTING ITT (2 SEC MAX ABOVE 960°).......................................... 1,090°
Figure PER-6. PT6T-3D ITT Limitations

FlightSafety
International
MAXIMUM CONTINUOUS TWIN–ENGINE OPERATION N1 .............................. 103.1%

MAXIMUM CONTINUOUS ONE ENGINE INOPERATIVE N1 .............................. 103.7%
MAXIMUM 2.5-MINUTE ONE ENGINE INOPERATIVE N1 .................................. 109.2%
Figure PER-7. PT6T-3D N1 Limitations
OIL TEMPERATURE – CONTINUOUS OPERATION.................................. 0° TO 115° C

MAXIMUM OIL TEMPERATURE FOR MIL-L-7808 ................................................ 115° C
MAXIMUM OIL TEMPERATURE FOR MIL-L-23699 .............................................. 120° C
MAXIMUM OIL TEMPERATURE FOR DOD-L-85734 ............................................ 120° C
Figure PER-8. PT6T-3D Engine Oil System Limitations

NOTE
The above limits also apply to the C-BOX Oil System.

FlightSafety
International
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.
HOVER CEILING—IN GROUND EFFECT (IGE)

By referring to Figures PER-9 and PER-10 and using ambient conditions of
OAT = +10°C and an H P (pressure altitude) of 3,000 feet. We determine that
maximum gross weight (MGW) is 11,800 pounds for the 412SP and 11,900
for the 412HP (Example A)—not too impressive an improvement. But re-
member, at this point we are still at the structural limit for the 412HP while
the 412SP is at a performance limit.
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—SP
BELL 412—HP/EP
HOVER CEILING
HOVER CEILING
IN GROUND EFFECT
IN GROUND EFFECT
POWER: SEE NOTE BELOW SKID HEIGHT 4 FEET
ENG – 100% RPM (N2) HEATER ON OR OFF
GENERATOR 150 AMPS (EA) – 40° TO 52°C POWER: SEE NOTE BELOW SKID HEIGHT 4 FEET
ENGINE RPM 100% (N2) HEATER ON OR OFF
14,000 FT. DEN. ALT. LIMIT GENERATOR 150 AMPS (EA) – 40° TO 52°C
NOTE: THESE IGE HOVER
CEILING ARE BASED ON
DENSITY ALTITUDE LIMITS FOR 14,000 FT. DEN. ALT. LIMIT
0
TAKEOFF AND LANDING. THIS

0

,0
HELICOPTER CAN BE HOVERED

14
CEILING ARE BASED ON

IGE AT THE INDICATED GROSS
0
DENSITY ALTITUDE LIMITS
0
,0
0
WEIGHTS WITH LESS THAN

0
FOR TAKEOFF AND LANDING.
14
,0
MAX OAT HEATER ON (21°C)

MAX OAT TAKEOFF POWER FOR
12
THIS HELICOPTER CAN BE

TEMPERATURES BELOW 48°C. HOVERED IGE AT THE
00
0
INDICATED GROSS WEIGHTS
,0
0
,0
12
WITH LESS THAN TAKEOFF
10
MAXIMUM GROSS POWER AT ALL

WEIGHT LIMIT
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
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
HOVER CEILING—OUT OF GROUND EFFECT (OGE)

By referring to Figures PER-11 and PER-12, we have a comparison of the two
helicopters for hovering OGE at takeoff power.
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).
BELL 412EP PERFORMANCE

While new PT6T-3D engines have been installed in the Bell 412EP, overall
helicopter normal operation (twin engine) performance remains essentially
unchanged from the Bell 412HP. This is primarily because of airframe limi-
tations rather than engine limitations.
The first indication of changed or improved engine performance appears sig-

nificantly in the Power Assurance Check charts, where N 1 rpm was previously
one of the two limiting factors in determining single-engine power assurance
(ITT being the other). In the PT6T-3D power assurance check charts, the vari-
able N 1 rpm limitation (previously dependent upon torque, pressure altitude
and temperature for the PT6T-3B/E) is noticeably absent and has been replaced
by a single blanket statement in the procedures and conditions above the
chart, stating: “Do not exceed 810° ITT, 103.1% N 1 rpm, or 73.2% Torque.”
For the PT6T-3D engines, ITT is now the primary limiting factor. Refer to
Power Assurance section presented later in this chapter.
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.
Single-engine (OEI) performance also shows some improvement. The pub-

lished area where improved engine performance is most evident is Single
Engine Rate of Climb which is also discussed below.

BELL 412—SP HOVER CEILING
HOVER CEILING OUT OF GROUND EFFECT
OUT OF GROUND EFFECT
TAKEOFF POWER SKID HEIGHT 60 FEET
ENG — 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA) 0° TO 52°C
ENGINE TAKEOFF POWER SKID HEIGHT 60 FEET
CAUTION: OGE HOVER OPERATION MAY RESULT IN VIOLATION OF H-V ENGINE RPM 100% HEATER OFF
LIMITATIONS.
GENERATOR 150 AMPS (EA.) 0° TO 52°C
14,000 FT. DEN. ALT. LIMIT CAUTION: OGE HOVER OPERATION MAY RESULT IN VIOLATION OF H-V
LIMITATIONS.
14,000 FT. DEN. ALT. LIMIT
00
,0
10
°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
Pending a further revision in the manufacturer’s Rotorcraft Flight Manual,

no other published performance improvements are evident. However, there
is speculation that improved performance or reduced limitations may be re-
alized in the below listed limitations and/or performance areas/charts after
further testing. These future changes will most likely be evident in areas of
hot temperature and high altitude twin-engine and OEI performance unless
limited by airframe capability:
• Weight, Altitude–Temperature limitations for takeoff, landing and in-

ground-effect maneuvers
• Height–Velocity Diagram (OEI)
• Takeoff distance over a 50-foot obstacle
• Single-Engine landing distance over a 50-foot obstacle
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
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.

HOVER CEILING HOVER CEILING
OUT OF GROUND EFFECT OUT OF GROUND EFFECT
MAXIMUM CONTINUOUS POWER SKID HEIGHT 60 FT. MAXIMUM CONTINUOUS ENG POWER SKID HEIGHT 60 FT.
ENGINE RPM 100% HEATER ON ENGINE RPM 100% HEATER ON
GENERATOR 150 AMPS (EA.) 0 TO 20°C GENERATOR 150 AMPS (EA.) 0 TO 20°C
CAUTION: OGE HOVER OPERATION MAY RESULT IN VIOLATION OF H-V LIMITATIONS. CAUTION: OGE HOVER OPERATION MAY RESULT IN VIOLATION OF H-V LIMITATIONS.
14,000 FT. DEN. ALT. LIMIT 14,000 FT. DEN. ALT. LIMIT
OAT — °C
0
00 10
,0
OAT
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
Figure PER-13. Hover Ceiling OGE Comparison

FlightSafety
International
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
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.
POWER ASSURANCE CHECK

Power Assurance Check charts are provided to determine if the engines can
produce installed specification power.
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.
A power assurance check should be performed daily. Additional checks

should be made if unusual operating conditions or indications arise. The
hover check is performed prior to takeoff, and the in-flight check is provided
for periodic in-flight monitoring of engine performance (Figures PER-15
through PER-18). Either power assurance check method may be selected at
the discretion of the pilot. It is the pilot’s responsibility to accomplish the

SINGLE ENGINE RATE-OF-CLIMB SINGLE ENGINE RATE-OF-CLIMB
GROSS WEIGHT 11,900 LB (5398 kg) GROSS WEIGHT 11,900 LB (5398 kg)
MAXIMUM CONTINUOUS POWER 70 KIAS MAXIMUM CONTINUOUS POWER 70 KIAS
ENGINE RPM 97% HEATER OFF ENGINE RPM 97% HEATER OFF
GENERATOR 150 AMPS INOPERATIVE ENGINE SECURED GENERATOR 150 AMPS INOPERATIVE ENGINE SECURED
WITH ALL DOORS OPEN OR REMOVED: 1. CLIMB SPEED IS 60 KIAS WITH ALL DOORS OPEN OR REMOVED: 1. CLIMB SPEED IS 60 KIAS
2. RATE OF CLIMB WILL DECREASE 2. RATE OF CLIMB WILL DECREASE
275 FT./MIN. 275 FT./MIN.
20,000 20,000
6,000 6,000
18,000 5,500 18,000 5,500
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
PRESSURE ALTITUDE — METERS

14,000 14,000
PRESSURE ALTITUDE — FEET

4,000 4,000
12,000 12,000
3,500 3,500
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
OAT LIMIT
C
1,500 1,500
20° 30°C
4,000 4,000
C
OAT LIMIT
30° 0°C
1,000 1,000
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
RATE-OF-CLIMB — (METERS/SECOND) RATE-OF-CLIMB — (METERS/SECOND)
Figure PER-14. Single-Engine Rate-of-Climb Comparison

PER-20
MODEL 412
POWER ASSURANCE CHECK—HOVER
PT6T-3B ENGINE
CONDITIONS: PA—0 FT
TORQUE—63% OAT—10°C
HEATER/ECU—OFF. STABILIZE POWER ONE MINUTE, THEN RECORD IF INDICATED ITT OR N 1 RPM EXCEEDS MAX
PRESSURE ALTITUDE, OAT, ENGINE, TORQUE, ITT, ALLOWABLE, REPEAT CHECK, STABILIZING POWER
THROTTLES: AND GAS PRODUCER (N1). FOUR MINUTES.
TEST ENGINE—FULL OPEN, FRICTIONED.
REPEAT CHECK USING OTHER ENGINE.
OTHER ENGINE—IDLE. ENTER CHART AT INDICATED ENGINE TORQUE, MOVE

ENGINE—97% RPM (N2). UP TO INTERSECT PRESSURE ALTITUDE, PROCEED IF EITHER ENGINE EXCEEDS ALLOWABLE ITT OR N1
TO THE RIGHT TO INTERSECT OUTSIDE AIR RPM AFTER STABILIZING FOUR MINUTES, PUBLISHED
COLLECTIVE PITCH—INCREASE UNTIL LIGHT ON TEMPERATURE, THEN MOVE UP TO READ VALUES PERFORMANCE MAY NOT BE ACHIEVABLE. CAUSE
SKIDS OR HOVERING. DO NOT EXCEED 810° ITT FOR MAXIMUM ALLOWABLE ITT AND GAS PRODUC- SHOULD BE DETERMINED AS SOON AS PRACTICAL.
OR 100.8% N1 RPM. ER (N1).
MAXIMUM ALLOWABLE ITT — °C = 790° MAXIMUM ALLOWABLE NI RPM — PERCENT = 99.7%

500 550 600 650 700 750 800 85 90 95 100 105
BLEED VALVE
OPENS BLEED
VALVE
PR
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)
Figure PER-15. Power Assurance Check for PT6T-3B Engine—Hover

MODEL 412
POWER ASSURANCE CHECK—IN-FLIGHT
PT6T-3B ENGINE
CONDITIONS: PA—0 FT
ESTABLISH LEVEL FLIGHT ABOVE 1000 FEET AGL TORQUE—64% OAT—10°C IF INDICATED ITT OR N 1 RPM EXCEEDS MAX
ALLOWABLE, REPEAT CHECK, STABILIZING POWER
AIRSPEED—100 KIAS (OR VNE, IF LESS). STABILIZE POWER ONE MINUTE IN LEVEL FLIGHT, FOUR MINUTES.
THEN RECORD PRESSURE ALTITUDE, OAT, ENGINE
HEATER/ECU—OFF. TORQUE, ITT, AND GAS PRODUCER (N1). REPEAT CHECK USING OTHER ENGINE.
THROTTLES:
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
40 50 60 70 80 MAXIMUM FOR TAKEOFF MAXIMUM CONTINUOUS

Figure PER-16. Power Assurance Check for PT6T-3B Engine—In-Flight

FlightSafetyInternational
MODEL 412
POWER ASSURANCE CHECK — HOVER
PT6T-3D ENGINE
CONDITIONS: PA—O FT
HEATER/ECU—OFF. ENTER CHART AT INDICATED ENGINE TORQUE,

MOVE UP TO INTERSECT PRESSURE ALTITUDE,
THROTTLES: PROCEED TO THE RIGHT TO INTERSECT
TEST ENGINE—FULL OPEN, FRICTIONED OUTSIDE AIR TEMPERATURE, THEN MOVE UP
OTHER ENGINE—FLIGHT IDLE. TO READ VALUES FOR MAXIMUM ALLOWABLE
ITT.
N2 RPM—97%.
IF INDICATED ITT EXCEEDS MAX ALLOWABLE,
COLLECTIVE PITCH—INCREASE UNTIL LIGHT REPEAT CHECK STABILIZING POWER FOUR
ON SKIDS OR HOVERING. DO NOT EXCEED MINUTES.
810° ITT, 103.1% N1 RPM, OR 73.2% TORQUE.
IF EITHER ENGINE EXCEEDS ALLOWABLE ITT
STABILIZE POWER ONE MINUTE, THEN RECORD AFTER STABILIZING FOUR MINUTES,
PRESSURE ALTITUDE, OAT, ENGINE TORQUE PUBLISHED PERFORMANCE MAY NOT BE
AND ITT. ACHIEVABLE. CAUSE SHOULD BE DETERMINED
AS SOON AS PRACTICAL.
MAXIMUM ALLOWABLE ITT — °C

500 550 600 650 700 750 790° 800
BLEED VALVE
OPENS
PR
ES
S
UR (S
40
E EA
0
AL L
30
TI EV
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
40 50 60 70 80 MAXIMUM FOR TAKEOFF
Figure PER-17. Power Assurance Check for PT6T-3D Engine—Hover

FlightSafety
International
MODEL 412
POWER ASSURANCE CHECK — IN-FLIGHT
PT6T-3D ENGINE
CONDITIONS: PA—O FT
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.
OTHER ENGINE—DECREASE SLOWLY UNTIL REPEAT CHECK USING OTHER ENGINE.

TEST ENGINE TORQUE IS WITHIN TEST
RANGE. DO NOT EXCEED 810° ITT, IF EITHER ENGINE EXCEEDS ALLOWABLE ITT
103.1% N1 RPM, OR 73.2% TORQUE. AFTER STABILIZING FOUR MINUTES,
PUBLISHED PERFORMANCE MAY NOT BE
N2 RPM—97%. ACHIEVABLE. CAUSE SHOULD BE DETERMINED AS
SOON AS PRACTICAL.
STABILIZE POWER ONE MINUTE IN LEVEL
FLIGHT, THEN RECORD PRESSURE ALTITUDE,
MAXIMUM ALLOWABLE ITT — °C

500 550 600 650 700 750 790° 800
BLEED VALVE
OPENS
PR
ES
SU 0 (
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
40 50 60 70 80 MAXIMUM FOR TAKEOFF
Figure PER-18. Power Assurance Check for

PT6T-3D Engine—In-Flight

FlightSafety
International
procedure safely, considering passenger load, terrain being overflown, and

the qualifications of persons on board to assist in watching for other air traf-
fic and to record power check data.
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.
Helicopter configuration and instructions to perform the check are printed at

the top of both charts. Both engines must be operating and the heater/ECU
systems must be off to ensure proper readings. Each engine is checked sep-
arately with N 2 rpm at 97%.
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.
DENSITY ALTITUDE CHART

An industry standard density altitude chart is provided to allow the pilot to
convert pressure altitude (PA) and ambient/outside air temperature (OAT) to
density altitude (DA). The chart also provides a true airspeed conversion
factor which, when multiplied times calibrated airspeed (KCAS), gives true
airspeed (KTAS) (Figure PER-19).
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

FlightSafety
International
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
Figure PER-19. Density Altitude Chart

FlightSafety
International
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:
KTAS = KCAS x 1/√σ
EXAMPLE
If the ambient temperature is –15° C and the pressure altitude is 6,000

feet, find the density altitude, 1/√σ, and true airspeed for 100 KCAS.
SOLUTION
Enter the bottom of the chart at –15° C.
Move vertically upward to the 6,000 foot pressure altitude line.
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.
True airspeed = KCAS x 1/√σ = 100 x 1.06 = 106 KTAS.
CRITICAL RELATIVE WIND AZIMUTHS CHART

The hover ceiling charts, discussed below, are based on adequate control
margins, both cyclic and antitorque, for relative winds up to 35 knots from
any direction at or below 3,000 feet HD. Improved control margins and/or
hover performance can be realized by avoiding winds from the critical azimuths
shown in the chart (Figure PER-20).
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.

FlightSafety
International
0°
30° NOTE:
1. Pedal critical wind

azimuth-hovering with the
see note relative wind within these
1 azimuth angles can result in
inability to maintain heading
due to large left pedal
requirements for certain
wind velocities.
270° 90° a. Inability to maintain

heading due to large left
95°
pedal requirements for
certain wind velocities.
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°
OGE CRITICAL RELATIVE WIND AZIMUTH

BH 412 HP AND EP
0°
45°
see note
1
270° 90°
105°
see note
2
180°
IGE CRITICAL RELATIVE WIND AZIMUTH
BH 412, SP, HP, AND EP
Figure PER-20. Critical Relative Wind Azimuths

FlightSafety
International
HOVER CEILING CHARTS

HOVER CEILING—IGE
Adequate cyclic and directional control are available at the gross weights allowed
by the Hover Ceiling IGE charts in relative winds up to 35 knots from any di-
rection at or below 3,000 feet HD. Improved control margins will be achieved
by avoiding winds in the critical relative wind azimuth areas (Figure PER-20).
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.

FlightSafety
International
BELL 412
HOVER CEILING
IN GROUND EFFECT

GENERATOR 150 AMPS (EA) – 40° TO 52°C

CEILINGS ARE BASED ON
0
0
DENSITY ALTITUDE LIMITS FOR

,0
14

00

,0
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

SU
ES
PR
11.6
–40 –30 –20 –10 0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000

11,400
OAT — °C
3.5 4.0 4.5 5.0 5.26 KG X 1000
GROSS WEIGHT
Figure PER-21. Hover Ceiling—In-Ground Effect (Sheet 1 of 3)

FlightSafety
International
BELL 412—SP
HOVER CEILING
IN GROUND EFFECT

ENG – 100% RPM (N2) HEATER ON OR OFF
GENERATOR 150 AMPS (EA) – 40° TO 52°C

0

0
,0

14

0

0
,0
MAX OAT TAKEOFF POWER FOR

12
TEMPERATURES BELOW 48°C.

00
,0
10
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

SU
ES
PR
11.9
–40 –30 –20 –10 0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000

11,400
OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT

FlightSafety
International
BELL 412—HP/EP
HOVER CEILING
IN GROUND EFFECT

GENERATOR 150 AMPS (EA.) – 40° TO 52°C

00

,0
14


00

,0
12
TAKEOFF POWER AT ALL

TEMPERATURES.
0
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
–40 –30 –20 –10 0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000

11,600
OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT

FlightSafety
International
HOVER CEILING —OGE

The Hover Ceiling charts (Figure PER-22) provide maximum weights for hov-
ering OGE at all pressure altitude and outside air temperature conditions with
heater on or off.
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:
• AREA A (unshaded area) as shown on the hover ceiling charts pre-

sents hover performance for which satisfactory cyclic and directional
control have been demonstrated in relative winds of 35 knots from any
direction at or below 3000 feet HD. Improved control margins will be
achieved by avoiding winds in the critical relative wind azimuth areas
(Figure PER-20).
• AREA B (shaded area) as shown on hover ceiling charts presents ad-

ditional hover performance which can be achieved in calm winds or
winds outside the critical relative wind azimuth areas.
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.

FlightSafety
International
BELL 412
HOVER CEILING
ENGINE RPM 100% (N2) HEATER OFF
CAUTION: OGE HOVER OPERATION MAY RESULT IN VIOLATION OF H-V

LIMITATIONS.
00
,0
10
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
Figure PER-22. Hover Ceiling—Out of Ground Effect (Sheet 1 of 4)

FlightSafety
International
BELL 412—SP
HOVER CEILING

LIMITATIONS.
00
,0
10
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

FlightSafety
International
BELL 412—SP
HOVER CEILING
MAXIMUM CONTINUOUS POWER SKID HEIGHT 60 FEET

LIMITATIONS.
MAX GROSS
WEIGHT LIMIT
0
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

FlightSafety
International
BELL 412—EP
HOVER CEILING
MAXIMUM CONTINUOUS ENG POWER SKID HEIGHT 60 FEET

ENGINE RPM 100% HEATER OFF
GENERATOR 150 AMPS (EA.) 0° TO 52°C

LIMITATIONS.
00
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

FlightSafety
International
TAKEOFF DISTANCE CHARTS

The Takeoff Distance charts (Figure PER-23) provide takeoff distances re-
quired to clear a 50-foot or 15-meter obstacle in a zero wind condition, using
a takeoff flight path which will avoid the critical areas of the Height–Velocity
diagram (Section 1). Takeoff is initiated from a hover at 4-feet (1.2 meters)
skid height with climbout speed of 45 knots.
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).

FlightSafety
International
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

000
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
G
EI
2,0
FT.
W
SS
RO
—
G
ALT S.L.
DE
ITU
RE
SU
ES
0 00
PR
–2,
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
Figure PER-23. Takeoff Distance Charts (Sheet 1 of 7)

FlightSafety
International
BELL 412—SP (ENGLISH)

TAKEOFF DISTANCE
ENG—100% RPM (N2) VTOCS = 45 KIAS

000
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)
–60 –40 –20 0 20 40 60 400 600 800 1000 1200 1400

930 FT
OAT — °C TAKEOFF DISTANCE—FT

FlightSafety
International
BELL 412—SP (METRIC)

TAKEOFF DISTANCE
OVER 15 METER OBSTACLE
HOVER POWER + 15% TORQUE INITIATED FROM 1.2 METER SKID HEIGHT
ENG—100% RPM (N2) VTOCS = 45 KIAS
14,000 METER DEN. ALT. LIMIT

350 4000
MAXIMUM
0
GROSS WEIGHT
FOR TAKEOFF
0
3000
300
3500
0
250
4000
0
200
MIN MAX OAT

0
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)
–60 –40 –20 0 20 40 60 100 200 300 400

OAT — °C TAKEOFF DISTANCE—m

FlightSafety
International
BELL 412—HP (ENGLISH)

TAKEOFF DISTANCE

000
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)
–60 –40 –20 0 20 40 60 400 600 800

1000 1200 1400
930 FT

FlightSafety
International
BELL 412—HP (METRIC)

TAKEOFF DISTANCE
0
400
0
MAXIMUM
350
GROSS WEIGHT
FOR TAKEOFF
0
3000
300
3500
0
250
4000
0
200
MIN MAX OAT

0
450
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)
–60 –40 –20 0 20 40 60 100 200 300 400


FlightSafety
International
BELL 412—EP (ENGLISH)

TAKEOFF DISTANCE

000
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

FlightSafety
International
BELL 412—EP (METRIC)

TAKEOFF DISTANCE

0
400
0
350
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)
–60 –40 –20 0 20 40 60 100 200 300 400


FlightSafety
International
TWIN-ENGINE RATE-OF-CLIMB CHARTS

The Twin Engine Rate of Climb charts (Figure PER-24) provide the rates of
climb that can be obtained at all outside air temperatures/pressure alti-
tudes/gross weight combinations with heater on or off at maximum continu-
ous power and takeoff power.
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.
Revision 1 FOR TRAINING PURPOSES ONLY PER-45

FlightSafety
International
BELL 412
TWIN ENGINE RATE OF CLIMB
GROSS WEIGHT 10,000 LB (4,536 kg)
TAKEOFF POWER 70 KIAS

GENERATOR 150 AMPS (EA.)
WITH ALL DOORS OPEN OR REMOVED: 1. CLIMB SPEED IS 60 KIAS.

2. RATE OF CLIMB WILL DECREASE 275 FT./MIN.
20,000
6000
18,000 5500
OAT
–10°C 5000
16,000 –20°C
–30°C
–40°C 4500
PRESSURE ALTITUDE – METERS

14,000
PRESSURE ALTITUDE – FEET
4000
12,000
3500
0°
C
10,000 3000
10
°C
8,000 2500
20
°C
OAT LIMIT 2000

30
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
(0) (2.0) (4.0) (6.0) (8.0) (10.0) (12.0) (14.0) (16.0)

RATE OF CLIMB – (METERS/SECOND)
Figure PER-24. Twin-Engine Rate-of-Climb Chart (Sheet 1 of 7)

FlightSafety
International
BELL 412—SP
ENG – 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA)

20,000
6000
18,000 5500
OAT
–10°C 5000
16,000 –20°C
–30°C
–40°C 4500

14,000
4000
12,000
3500
0°
C
10,000 3000
10
°C
8,000 2500
20
°C
OAT LIMIT 2000

30
6,000
°C
1500
40
4,000
°C
1000
2,000
500
50
°C
0
0 400 800 1200 1600 2000 2400 2800 3200
(0) (2.0) (4.0) (6.0) (8.0) (10.0) (12.0) (14.0) (16.0)


BELL 412—HP

20,000
NOTE:
6000
DECREASE CHART VALUES
300 FT/MIN.
18,000 5500
OAT
5000
16,000
-30°C 4500

14,000
-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
(0) (2.0) (4.0) (6.0) (8.0) (10.0) (12.0) (14.0) (16.0)


FlightSafety
International
BELL 412
MAXIMUM CONTINUOUS POWER 70 KIAS
ENGINE RPM 100% (N2) HEATER ON

20,000
6000
18,000 5500
OAT
–20°C
–30°C 5000
16,000 –40°C
–1
0°C 4500

14,000 0°
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
(0) (1.0) (2.0) (3.0) (4.0) (5.0) (6.0) (7.0) (8.0)


FlightSafety
International
BELL 412—SP
ENG—100% RPM (N2) HEATER OFF

20,000
6000
18,000 5500
OAT
–40°C 5000
16,000
–30°C
–20°C
4500

14,000 –10
°C
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
(0) (1.0) (2.0) (3.0) (4.0) (5.0) (6.0) (7.0) (8.0)


FlightSafety
International
BELL 412—HP
ENG INE RPM 100% (N2) HEATER OFF

20,000 6000
NOTE:
DECREASE CHART VALUES
300 FT/MIN.
18,000 5500
OAT
–40°C
5000
16,000
–30°C
–20°C
4500

–1
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
(0) (1.0) (2.0) (3.0) (4.0) (5.0) (6.0) (7.0) (8.0)

RATE OF CLIMB — (METERS/SECOND)

FlightSafety
International

MAXIMUM CONTINUOUS ENG POWER 70 KIAS
ENGINE RPM 100% HEATER OFF

20,000
6000
NOTE: DECREASE CHART
VALUES 300 FT/MIN
18,000 5500
OAT
5000
16,000
-30°C 4500

14,000
-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
(0) (2.0) (4.0) (6.0) (8.0) (10.0) (12.0) (14.0) (16.0)

FlightSafety
International
SINGLE-ENGINE RATE-OF-CLIMB CHARTS

The Single Engine Rate of Climb charts (Figure PER-25) provide the rates
of climb that can be obtained at all outside air temperatures/pressure alti-
tudes/gross weight combinations with heater off at maximum continuous
power and 30-minute OEI power.
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.
Single-engine performance is provided for emergency use only. Positive rates

of climb are very low for the lightest gross weights and nonexistent or neg-
ative for heavier gross weights.
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.

FlightSafety
International
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

20,000
6000
OAT
-20°C
18,000 -30°C 5500
TWIN ENGINE M C P -40°C
ABSOLUTE CEILING 5000
16,000
4500

14,000
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
(-10.0) (-8.0) (-6.0) (-4.0) (-2.0) (0) (2.0) (4.0) (6.0)
Figure PER-25. Single-Engine Rate-of-Climb Chart (Sheet 1 of 3)

FlightSafety
International
BELL 412—HP

GENERATOR 150 AMPS INOPERATIVE ENGINE SECURED

20,000 6000
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
(–10.0) (–8.0) (–6.0) (–4.0) (–2.0) (0) (2.0)

RATE-OF-CLIMB—METERS/SECOND

FlightSafety
International
BELL 412—EP


20,000
6000
OAT
-20°C
18,000 -30°C 5500
TWIN ENGINE M C P -40°C
ABSOLUTE CEILING 5000
16,000
4500

14,000
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
(-10.0) (-8.0) (-6.0) (-4.0) (-2.0) (0) (2.0) (4.0) (6.0)

FlightSafety
International
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

0 00
14,
0 00
12,
MAX. OAT
0 00
10,
00
8,0
00
MIN.
OAT
6,0
00
4,0
00
LANDING DISTANCE
2,0
ALL GROSS WEIGHTS

–
EL
DE
LEV
ITU
SEA
ALT
RE
0
PR -2,00
SU
ES
–40 –20 0 20 40 60 200 400 600 800 1000 1200 FEET

OAT — °C METERS
50 100 150 200 250 300 350 400
LANDING DISTANCE
Figure PER-26. Single-Engine Landing Distance Chart
Revision 1 FOR TRAINING PURPOSES ONLY PER-57

FlightSafety
International
AIRSPEED CALIBRATION CHART

The single airspeed calibration chart allows the pilot to calculate calibrated
versus indicated airspeeds for climb, level flight, and autorotation. This chart
can be used in conjunction with the true airspeed factor obtained from the den-
sity altitude chart to convert KIAS to KCAS to KTAS.
The Airspeed Calibration chart (Figure PER-27) provides calibrated air-

speeds for all indicated airspeeds during level flight, climb, and autorotation.
PILOT AND COPILOT AIRSPEED

SYSTEM CALIBRATION
CLIMB, LEVEL FLIGHT, AUTOROTATION
SKID GEAR KIAS — ERROR = KCAS

160
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
Figure PER-27. Airspeed Calibration Chart

FlightSafety
International
MOST EFFICIENT AIRSPEED

While never specifically mentioned in the RFM, numerous performance charts
and procedures are based on the helicopter's most efficient airspeed. Among
these are the rate-of-climb and fuel flow vs airspeed charts and the airspeed
for engine failure procedure.
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.
In a hover there is no parasite drag from the fuselage. However, as forward

flight airspeed increases, so does parasite drag, and the requirement for par-
asite power increases proportionally.
The helicopter’s most efficient airspeed is that at which the sum total of all
three types of power is the lowest.
100%
90%
80% INDUCED POWER
70%
P 60%
O PARASITE POWER
W 50%
E
R 40%
30%
20%
10%
PROFILE POWER
10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
AIRSPEED
Figure PER-28. Power Required (Typical)

FlightSafety
International
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.
The certified noise levels are:
Flight Condition EPNL (EPNdB)

Takeoff 92.8
Flyover 93.4
Approach 95.6
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.
V H is defined as the airspeed in level flight obtained using the minimum

specification engine torque corresponding to maximum continuous power avail-
able for sea level 25° C ambient conditions at the relevant maximum certifi-
cated weight. The value of V H thus defined for this helicopter is 122 KTAS.
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.

FlightSafety
International
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.
Category A helicopter operation may be required if:
• The helicopter is operating under a FAR Part 133, 135, or 127 certificate.
• The responsible FAA principal operations inspector requires the cer-

tificate holder to follow Category A operations for certain types of
helicopter flights.
• The party owning, operating, or hiring the helicopter requires that the
flight should be conducted under Category A.
Category A operation increases margins of safety during the takeoff and

landing/approach phases of flight. Category A does not increase helicopter
safety itself, but rather safety in the way it is operated.
Briefly, Category A requires helicopter operation in such a manner that if an

engine fails during takeoff or landing approach, either a safe landing or
climbing and attaining single-engine forward flight is possible. The increased
safety is achieved by significantly reducing maximum gross weight and max-
imum altitude for takeoff and landing and by increasing takeoff and landing
distances required.
For example, given an OAT of 40°C (104°F) at a pressure altitude of 4,000

feet, the Category B maximum gross weight for takeoff and landing is 10,500
pounds. Under the same conditions, the maximum gross weight for Category
A operations is only 8,020 pounds. The large reduction in takeoff and land-
ing gross weight substantially increases the margin of safety if an engine should
fail (Figures PER-29).

FlightSafety
International
WEIGHT — ALTITUDE — TEMPERATURE FOR TAKEOFF AND LANDING

VTOSS = 40 KIAS PART A GW TO 10,000 LBS (4536 kg)
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
Figure PER-29. Category A Operations

FlightSafety
International
FUEL FLOW VS AIRSPEED

The fuel flow vs airspeed charts may be used to obtain spproximate fuel
flow based on KTAS or KIAS. Since these charts are based on limited test
data, actual fuel consumption may vary according to external factors. The
figures calculated should not be used as a definite standard for fuel con-
sumption (Figure PER-30).
Each fuel flow vs airspeed charts is based on a different pressure altitude

and OAT. Since not all combinations of pressure altitude and OAT are in-
cluded and the effects of bleed air and drag from additional equipment are
not accounted for, it is recommended that pilots establish their own mea-
surements of fuel flow. Adjustment charts are included for the effects of
pop-out floats.

FlightSafety
International
FUEL FLOW VS AIRSPEED

TWIN ENGINE OPERATION ZERO WIND
PRESSURE ALTITUDE = 2000 FEET

OAT = +11°C
Δ FUEL FLOW—100 LB/HR
20
Δ TORQUE—%Q
3 FUEL FLOW INCREASE FOR POP-OUT FLOATS
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
60 70 80 90 100 110 120 130 140

INDICATED AIRSPEED—KNOTS 412099-6-5
Figure PER-30. Fuel Flow vs Airspeed Charts

FlightSafety
International
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
APRIL 1999 FOR TRAINING PURPOSES ONLY SYL-i

FlightSafety
International
Module 15—Environmental .................................................. SYL-4

Module 16—Avionics............................................................ SYL-4
Module 17—Kits and Accessories ........................................ SYL-5
Module 18—Preflight ............................................................ SYL-5
Module 19—Review .............................................................. SYL-5
FLIGHT TRAINING MODULE OUTLINES................................ SYL-5
Simulator Module No. 1 ........................................................ SYL-5
Simulator Module No. 2 ........................................................ SYL-7
Simulator Module No. 3 (Practical Test) ................................ SYL-8
Competency Check, Proficiency
Check, or Flight Review Check
(Checks IAW 61.56, 61.57, 135.293
or 135.297 as Appropriate) .................................................... SYL-9
COMPLETION STANDARDS....................................................... SYL-9
SYL-ii FOR TRAINING PURPOSES ONLY APRIL 1999

FlightSafety
International
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*
• Simulator hours (includes

systems integration) ........................................ 6.0 4.5
• Briefing hours .................................................. 2.0 3.0
• Total.................................................................. 20.0 19.5
*Up to 12 hours of optional subjects are offered.
Four days should be allowed for accomplishment of the complete program.
PROGRAMMED TRAINING HOURS

Following are the subjects and planned classroom hours for the pilot recur-
rent ground school:
• General Operational Subjects .......................................................... 2.0
• Systems Training ................................................................................ 8.0
• Preflight................................................................................................ 1.0
• Examination and Critique .................................................................. 1.0
• Total .................................................................................................... 12.0
APRIL 1999 FOR TRAINING PURPOSES ONLY SYL-1

FlightSafety
International
GROUND SCHOOL MODULES

The ground school modules will consist of instructor guided classroom dis-
cussions using ACPS/computer generated slides to present a review of the Bell
412. The primary objective is to review all aircraft limitations, normal pro-
cedures, emergency and malfunction procedures, aircraft systems, and crew
resource management and aeronautical decision making skills. All instruc-
tion is based on pilot operation of the aircraft systems and controls during
normal and abnormal systems operation.
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 3—FLIGHT PLANNING

Module 3 will cover essential data operations and limitations pertinent to flight.
MODULE 4—ROTORCRAFT FLIGHT MANUAL (RFM)

Module 4 will cover the organization of the RFM to include applicability of
the RFM, the RFM sections, manufacturer’s data, and RFM supplements; and
will also cover terminology and use of procedural words.
MODULE 5—WINDSHEAR
Module 5 will review windshear with a low level temperature inversion in a
frontal zone associated with thunderstorms and microbursts.
MODULE 6—CREW RESOURCE MANAGEMENT (CRM)

Module 6 will be an insight into the critical areas of cockpit resource man-
agement. The emphasis of this lesson will be on the factors influencing loss
of situational awareness and the error chain, effective communications,
workload and time management, elements of a quality briefing, reliance on
SYL-2 FOR TRAINING PURPOSES ONLY APRIL 1999

FlightSafety
International
automation, decision making and judgement errors, and effects of and cop-
ing with stress.
AIRCRAFT SYSTEMS MODULES

MODULE 1—AIRCRAFT GENERAL
Module 1 will be a review of the Bell 412 origin, development, and perfor-
mance; the major aircraft sections, dimensions and structure; crew and pas-
senger compartments; and parking, mooring and towing.
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 3—AIR MANAGEMENT

Module 3 will review the purposes and characteristics of the Air Management
System, components, normal operation, malfunctions and corrective actions.
MODULE 4—FIRE PROTECTION

Module 4 will be a review of the engine fire detection system, the engine fire ex-
tinguishing system, and the baggage compartment smoke/fire detection system.
MODULE 5—FUEL SYSTEM

Module 5 will be a review of the fuel storage system capacity, components,
and operation, fuel supply system components and operation, fuel quantity
indicating system, and fuel system malfunctions and procedures.
MODULE 6—ELECTRICAL SYSTEM

Module 6 will be a review of electrical system types and purposes, distribution, con-
trol, indications, sources, DC and AC power flows, and electrical power systems
malfunctions.
MODULE 7—LIGHTING
Module 7 will be a review of the aircraft interior and exterior lighting.
MODULE 8—MASTER WARNING SYSTEM

Module 8 will be a review of the master caution/warning system, caution panel
segment lights, and other caution and warning lights.

FlightSafety
International
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 10—MAIN ROTOR

Module 10 will be a review of the type of main rotor used on the Bell 412, move-
ment of the individual blades, the main rotor improvements, characteristics and
construction of the main rotor blades, and the main rotor system limitations.
MODULE 11—TAIL ROTOR

Module 11 will be a review of the tail rotor used on the Bell 412, the charac-
teristics and operation of each of the three tail rotor subassemblies: the tail rotor
hub assembly, the tail rotor blades, and the tail rotor pitch change mechanism.
MODULE 12—FLIGHT CONTROLS/AFCS

Module 12 will be a review of the collective flight control system, the cyclic
flight control system, the antitorque flight control system, the force trim sys-
tem, the aerodynamic elevator, and AFCS/DAFCS.
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 14—ICE AND RAIN PROTECTION

Module 14 will be a review of the operating procedures of the pitot/static heater
system, the operating procedures and limitations of the windshield wiper
system, and the operating procedures of defrosting and defogging systems,
and the operating procedures and limitations of each.
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.

FlightSafety
International
MODULE 17—KITS AND ACCESSORIES

Module 17 will be a review of the basic components and operation of the kits
and accessories to include: emergency floatation system, heated windshields,
auxiliary fuel tanks, flight director, litter kit, external cargo hook, weather
radar, and internal rescue hoist.
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.
FLIGHT TRAINING MODULE OUTLINES

This course provides 4.5 or 6.0 hours PIC training in the Bell 412 flight sim-
ulator. When training as crew, each pilot receives an additional 4.5 or 6.0 hours
in the copilot position. Simulator flights are 1.5 or 2.0 hours, during which
a wide variety of normal and malfunction/emergency procedures are practiced.
The degree of complexity and the challenge of each mission progresses to the
testing or checking applicable to the curriculum.
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.).
SIMULATOR MODULE NO. 1

A. Flight Training Events
1. Preparation
a. Preflight
b. Performance Limitations
2. Surface Operations
a. Powerplant Start
b. Pretakeoff Checks

FlightSafety
International
3. Takeoff
a. Hover Taxi
b. Air Taxi
c. Normal and Crosswind Takeoff
4. Climb
a. Normal
b. Traffic Patterns
5. Landings
a. Normal and Crosswind Landing
b. Single Engine Landing
6. After Landing Procedures
a. Parking
B. Systems Procedures (Normal/Abnormal)
1. Flight Controls
2. Fire Detection and Extinguishing
3. Navigation and Avionics Equipment
4. AFCS, EFIS (As Applicable)
5. Engine System
C. Other Flight Procedures
1. Confined Area Operations
2. Pinnacle/Platform Operation
3. Rapid Deceleration

FlightSafety
International
SIMULATOR MODULE NO. 2

A. Review of Previous Flight
B. Flight Training Events
1. Takeoff
a. Instrument Takeoff
b. Maximum Performance Takeoff & Climb
2. Enroute
a. Single Engine Procedures
b. Steep Turns
c. Recovery from Unusual Attitudes
d. Settling with Power
3. Approaches
a. Area Departure and Arrival
b. Precision Approach (Coupled)
c. Nonprecision Approach
d. Missed Approach
e. Precision Approach with One Engine Inoperative
f. Steep Approach
g. Shallow Approach and Running Landing
4. Landings
a. Go Around
5. Other Flight Procedures
a. Holding

FlightSafety
International
C. Systems Procedures (Normal/Abnormal)
1. Electrical (AC and DC)
2. Flight Control Systems
3. Anti-ice and Deice Systems

4. Emergency Equipment
5. Loss of Tail Rotor Effectiveness (Oral Only)
6. Powerplant
7. Fuel System
8. Electrical
9. Hydraulics
D. System Procedures (Emergency)
1. Inflight Fire and Smoke Removal
2. Transmission
3. Tail Rotor
4. Fuel System
5. Engine Oil Systems
6. Hydraulic System Failure (#1 or #2)
SIMULATOR MODULE NO. 3 (PRACTICAL TEST)

A. Flight Training Events
1. Preflight Procedures
2. Ground Operations
3. Takeoff and Departure Maneuvers
4. Inflight Maneuvers
5. Instrument Procedures
6. Landings and Approaches to Landings
7. Normal and Abnormal Procedures

FlightSafety
International
8. Emergency Procedures
9. Postflight Procedures
COMPETENCY CHECK, PROFICIENCY CHECK, OR

FLIGHT REVIEW (CHECKS IAW 61.56, 61.57, 135.293 OR
135.297 AS APPROPRIATE)
A flight training module in which the pilot shall demonstrate in the language
of FAR 61.43: “Show that he is the master of the aircraft, with the success-
ful outcome of the maneuver never seriously in doubt.” Or, in the language
of FAR 135.293: “. . .the pilot must be the obvious master of the aircraft, with
the successful outcome of the maneuver never in doubt.”
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.

FlightSafety
International

CONTENTS
Page
INTRODUCTION ........................................................................ MWS-1
GENERAL ................................................................................... MWS-1
CAUTION PANEL ....................................................................... MWS-1
FOR TRAINING PURPOSES ONLY MWS-i

FlightSafety
International
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
FOR TRAINING PURPOSES ONLY MWS-iii

FlightSafety
International

INTRODUCTION
The caution/warning system of the Bell 412 provides the pilot with immedi-
ate notification of all major systems malfunctions. The majority of the cau-
tion/warning lights are located on the caution panel. Additional caution/warning
lights are located on the instrument panels, readily visible to both pilots. Two
MASTER CAUTION lights alert the pilot when any of the caution/warning
lights illuminate..
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.
FOR TRAINING PURPOSES ONLY MWS-1

FlightSafety
International
Table MWS-1. CAUTION PANEL CAUTION/WARNING LIGHTS
Caution/Warning Model Cause for Illumination

Light
107, SP, HP Loss of electrical power to either
AFCS, loss of DG input to either
AFCS AFCS, acutator(s) beyond limits,
failed Helipilot unit, or other
AFCS malfunction.
EP Loss of electrical power to either

AUTOPILOT 1 Autopilot, or failed Autopilpt unit.
Autopilot 1 or 2 Inoperative.
AUTOPILOT 2
EP Pitch, roll, or yaw trim inoperative.

AUTO TRIM
All Both battery switches/relays in the
BATTERY same position.
BATTERY TEMP * 107 Battery temperature is above limits.
BATTERY SP, HP, EP Battery temperature is above limits.

TEMP
CAUTION PANEL 107 Caution panel inoperative.
CAUTION SP, HP, EP Caution panel inoperative.

PANEL
C BOX OIL PRESS

* 107 Combining gearbox oil pressure is
below normal.
C BOX OIL SP, HP, EP Combining gear box oil pressure is
PRESSURE below normal.
* 107 Combining gearbox oil temperature

C BOX OIL TEMP is above normal.
C BOX OIL SP, HP, EP Combining gearbox oil temperature

TEMP is above limits.
107 Metal particles in 42° or 90°

CHIP 42/90 BOX gearbox oil.
MWS-2 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
Table MWS-1. CAUTION PANEL CAUTION/WARNING LIGHTS (CONT)

Light
42/90 BOX SP, HP, EP Metal particles in 42° or 90°

CHIP gearbox oil.
107 Metal particles in combining

CHIP C BOX gearbox oil.
C BOX SP, HP, EP Metal particles in combining

CHIP gearbox oil.
CHIP 107 Metal particles in engine oil.
ENGINE SP, HP, EP Metal particles in engine oil.

CHIP
CHIP XMSN 107 Metal particles in transmission oil.
XMSN SP, HP, EP Metal particles in transmission oil.

CHIP
107 Generator has failed, is turned off,
DC GENERATOR or is disconnected from the
electrical system.
SP, HP, EP Generator has failed, is turned off,

DC or is disconnected from the
GENERATOR electrical system.
DOOR LOCK 107 Passenger doors and/ or baggage

compartment door are not locked.
DOOR SP, HP, EP Passenger doors and/ or baggage

LOCK compartment door are not locked.
EXTERNAL All External power connector door

POWER is open.
107 Indicated fuel boost pump, flow

FUEL BOOST switch, or ejector pump has failed.
Revision 1 FOR TRAINING PURPOSES ONLY MWS-3

FlightSafety
International

Light
NO. 1 FUEL SP, HP, EP Fuel boost pump failure has

BOOST occurred.
NO. 2 FUEL
BOOST
107 Fuel filter is partially blocked.

FUEL FILTER
SP, HP, EP Fuel filter is partially blocked.

NO. 1 FUEL
FILTER
NO. 2 FUEL
FILTER
FUEL SP, HP, EP Fuel interconnect valve not fully

INTCON closed.
FUEL LOW 107 Indicated fuel supply is low.
FUEL SP, HP, EP Fuel level in left or right cells at or

LOW below 190 pounds.
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
MWS-4 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
CAUTION/
WARNING MODEL CAUSE FOR ILLUMINATION
LIGHT
GEN OVHT 107 Generator overheating.
NO. 1 GEN SP, HP, EP Generator overheating.

OVHT
NO. 2 GEN
OVHT
GOV MANUAL 107 Engine governor in manual mode
GOV SP, HP, EP Engine governor in manual mode

MANUAL
HEATER AIR LINE All Heater mixing valve has malfunction.
HYDRAULIC 107 Hydraulic pressure is below limits or

temperature is above limits.
NO. 1 SP, HP, EP Hydraulic pressure is below limits or

HYDRAULIC
temperature is above limits.
NO. 2
HYDRAULIC
INVERTER 1 107 Failure of AC power inverter.
INVERTER 2
NO. 1 SP, HP, EP Failure of AC power inverter.

INVERTER
NO. 2
INVERTER
OIL PRESSURE 107 Engine oil pressure is below limits
OIL Engine oil pressure is below limits

PRESSURE SP, HP, EP
PART SEP OFF 107 Particle separator bypass door is closed,

or circuit breaker out.

FlightSafety
International
Table MW-1. CAUTION PANEL CAUTION/WARNING LIGHTS (CONT)

Light
PART SEP SP, HP, EP Particle separator
closed, or bypassout.
circuit breaker door
OFF
107Rotor brake linings not retracted.
ROTOR BRAKE
SP, HP, EP Rotor brake linings not retracted.
ROTOR
BRAKE
107 Transmission oil pressure is below
limits.
XMSN OIL PRESS
SP, HP, EP Transmission oil pressure is below
XMSN OIL limits.
PRESSURE
107 Transmission oil pressure is above
limits.
XMSN OIL TEMP
SP, HP, EP Transmission oil pressure is above
XMSN OIL limits.
TEMP
Table MWS-2. ADDITIONAL CAUTION/WARNING LIGHTS

Light
All Smoke is detected in the baggage
BAGGAGE FIRE compartment.
All Cyclic control is not centered when

on the ground and rotor rpm is
below 95%.
CYC CTR
All Indicated engine N1 rpm is below
ENG 1 OUT 53% ±2%.
ENG 2 OUT
All Fire is detected in the indicated

FIRE 1 PULL engine compartment.
FIRE 2 PULL
MWS-6 FOR TRAINING PURPOSES ONLY

FlightSafety
International
Table MWS-2. ADDITIONAL CAUTION/WARNING LIGHTS (CONT)

Light
All Force trim system is turned off, the
FT OFF circuit breaker out or failed.
All Flight director decoupled from

DCPL AFCS, or failed.
All Main rotor rpm is either above 103%
or below 95%. If rotor rpm is low, a
RPM warning signal is also heard in the
pilot’s and copilot’s headsets.
STEP EXTEND All Passenger steps are in up position.

FlightSafety
International
OIL PRESSURE OIL PRESSURE
DC GENERATOR RESET DC GENERATOR
PART SEP OFF PART SEP OFF
FUEL BOOST TEST FUEL BOOST
FUEL FILTER FUEL FILTER

E E
FUEL LOW N + N FUEL LOW
G G
1 2
GOV MANUAL GOV MANUAL
CHIP BRIGHT CHIP
FUEL VALVE FUEL VALVE
GEN OVHT DIM GEN OVHT
CAUTION PANEL HYDRAULIC
XMSN OIL PRESS CHIP C BOX C BOX OIL PRESS
INVERTER #1 CHIP XMSN INVERTER #2
XMSN OIL TEMP CHIP 42/90 BOX C BOX OIL TEMP
EXTERNAL POWER BATTERY TEMP FUEL XFEED
DOOR LOCK ROTOR BRAKE HEATER AIR LINE
BATTERY ROTOR BRAKE AFCS
Figure MWS-01. ANNUNCIATORS—SNs 33001–33107
MWS-8 FOR TRAINING PURPOSES ONLY

FlightSafety
International
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
NO. 1 FUEL NO. 1 GEN NO. 2 GEN NO. 2 FUEL

BOOST OVHT OVHT BOOST
NO. 1 FUEL AFCS

C'BOX OIL XMSN OIL NO. 2 FUEL
TRANS PRESSURE PRESSURE TRANS
BATTERY ROTOR C'BOX OIL XMSN OIL ROTOR BATTERY

TEMP BRAKE TEMP TEMP BRAKE
NO. 1 FUEL C BOX XMSN CAUTION NO. 2 FUEL

FILTER CHIP CHIP PANEL FILTER
FUEL NO.1 NO. 1 NO. 2 NO. 2 FUEL

LOW INVERTER HYDRAULIC HYDRAULIC INVERTER INTCON
HEATER EXTERNAL 42/90 BOX DOOR FUEL

AIR LINE POWER CHIP LOCK XFEED
Figure MWS-02. ANNUNCIATORS—SNs 33108 AND SUBSEQUENT
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. 2 EFIS NO. 2 FUEL

BOOST FAN BOOST
NO. 1 FUEL NO. 1 AUTO C'BOX OIL XMSN OIL NO. 1 AUTO NO. 2 FUEL
TRANS PILOT PRESSURE PRESSURE PILOT TRANS
BATTERY ROTOR C'BOX OIL XMSN OIL ROTOR BATTERY

TEMP BRAKE TEMP TEMP BRAKE
NO. 1 FUEL NO.1 C'BOX XMSN CAUTION NO. 2 FUEL

FILTER EFIS FAN CHIP CHIP PANEL FILTER
FUEL NO.1 NO. 1 NO. 2 NO. 2 FUEL

LOW INVERTER HYDRAULIC HYDRAULIC INVERTER INTCON
HEATER EXTERNAL 42/90 BOX DOOR FUEL

AIR LINE POWER CHIP LOCK XFEED
FDR SYS CLTV AUTOTRIM

FAIL
Figure MWS-03. ANNUNCIATORS—SNs 36087 AND SUBSEQUENT
FOR TRAINING PURPOSES ONLY MWS-9

FlightSafety
International
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
Revision 1 FOR TRAINING PURPOSES ONLY SR-i

FlightSafety
International
Engine Fire Extinguishing System ........................................ SR-13

Portable Fire Extinguishers.................................................... SR-13
First Aid Kit ........................................................................... SR-13
Emergency Exits .................................................................... SR-13
SR-ii FOR TRAINING PURPOSES ONLY

FlightSafety
International
ILLUSTRATIONS
Figure Title Page
SR-1 Principal Dimensions ....................................................... SR-2
SR-2 Transmission Oil System Schematic ............................. SR-8
FOR TRAINING PURPOSES ONLY SR-iii

FlightSafety
International
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.
The airframe is a semimonocoque structure with metal and fiberglass cover-

ing. Two longitudinal main beams and the pylon support structure provide pri-
mary support.
Skid-type landing gear is affixed below the fuselage. Optional skid-mounted

emergency pop-out flotation gear is available.
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.
FOR TRAINING PURPOSES ONLY SR-1

SR-2
46 FT
(14 M)
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)
4 FT 7 IN. 12 FT 1.2 IN.

(1.4 M) (4.0 M)
FlightSafety
International
Figure SR-1. Principal Dimensions (Sheet 1 of 3)
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

SR-4
56 FT 2 IN.
(17.1 M)
45 FT 11 IN.
(14 M) 41 FT 8 IN.
(12.7 M)
12 FT 10 IN.
(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
FlightSafety
International
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.

FlightSafety
International
Thirteen passengers can be accommodated when the optional passenger seat

kit is installed.
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.
Tiedowns and Equipment Fittings

Fifty-five tiedown rings and eighty-nine studs are recessed into the cabin deck
for securing internal cargo, passenger seats, and other optional equipment kits,
such as internal hoists, litters, etc. Fourteen additional studs are incorporated
into the cabin roof for attachment of optional equipment.
The deck-mounted tiedown fittings have an airframe structural capacity of

1,250 pounds (567.0 kilograms) vertical and 500 pounds (226.8 kilograms)
horizontal per fitting.
Provisions for installation of cargo tiedown fittings are incorporated in the

aft cabin bulkhead and transmission support structure. Each tiedown point has
an airframe structural capacity of 1,250 pounds (567.0 kilograms) at 90 de-
grees to the bulkhead and 500 pounds (226.8 kilograms) in any direction par-
allel to the bulkhead.
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.
A smoke detector is installed in the compartment and is connected to the BAG-

GAGE FIRE warning light on the instrument panel.
SR-6 FOR TRAINING PURPOSES ONLY

FlightSafety
International
INSTRUMENT PANEL AND CONSOLES

The instrument panel, which consists of three separate sections, extends
across the front of the cockpit. It is tilted slightly to provide better viewing
of the instruments by the flight crew.
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.
Revision 1 FOR TRAINING PURPOSES ONLY SR-7

JET 8 CAUTION PANEL

PRESS
VENT SW XMSN OIL PRESS
PRESS
CHIP XMTR
DETECTOR JET 1
JET 2 (AND TWO
AUXILIARY JETS)
JET 7 CAUTION PANEL
CHIP
DETECTOR TEMP SW
XMSN OIL HOT
RELIEF TEMP PRESS
JET 6 VALVE IND IND
JET 5 15 10
10 8
TEMP BULB OIL 6
5 T °C PSI P
4
X10
JET 3 0 2
FILLER –5 0
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
Figure SR-2. Transmission Oil System Schematic
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.
SR-8 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
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.
An electrical interlock prevents both hydraulic systems from being switched

off at the same time. If one system is off and the second system is switched
off, the second system will remain on.
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.
FLIGHT CONTROL SYSTEM

The flight control system consisting of cyclic, collective pitch, and anti-
torque controls, is used to regulate helicopter attitude, altitude, and direction
of flight. The flight controls are hydraulically boosted to reduce pilot effort,
to overcome resistance of the elastomeric bearings in the main rotor system,
and to counteract control feedback forces.
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 collective flight control actuator is connected to the collective lever at

the mast. The collective lever actuates the collective sleeve, which moves the
mixing/rephasing levers up and down to induce collective pitch to the blades.
The antitorque flight control actuator is located in the aft fuselage compart-
ment near the tailboom attachment. The tail rotor fixed controls are connected

FlightSafety
International
to the rotating controls through a bearing in the crosshead assembly, which

slides along the tail rotor mast to provide pitch change control.
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.
FORCE TRIM SYSTEM

The cyclic and antitorque controls incorporate a force trim system to provide
artificial control reaction forces when the controls are manually moved from
their reference positions. The force trim system is also interrelated with the
operation of the AFCS. Refer to Automatic Flight Control System.
The force trim components include spring-loaded force gradient cartridges

connected in a series with the rotary trim actuators to the fore/aft and lateral
cyclic controls and to the antitorque controls. When engaged, the trim actu-
ators become locked in position by internal magnetic brakes. Manual move-
ment of the controls then actuates the force gradients which provide the
desired control resistance.
FORCE TRIM CONTROLS

The force trim system is activated by the FORCE TRIM switch, located on
the pedestal. A FORCE TRIM release button, located on the cyclic stick grip,
can be depressed to de-energize the system momentarily, allowing the pilot
to reposition the cyclic and pedals for long term pitch, roll, and yaw correc-
tions. Upon releasing the button, the magnetic brakes are re-energized and
will lock the trim actuators in the new reference positions existing at the mo-
ment the button is released.
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.

FlightSafety
International
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.
Two lights in the baggage compartment are automatically switched on when

the door is opened.
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.

FlightSafety
International
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.
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 stabilize the rotor dur-
ing windy conditions.

FlightSafety
International
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.
A smoke detector is mounted at the forward end of the baggage compartment

ceiling. Smoke in the baggage compartment will cause the BAGGAGE FIRE
warning light in the instrument panel to flash intermittently.
ENGINE FIRE EXTINGUISHING SYSTEM

A fire extinguisher bottle for each power section is mounted in the aft fuse-
lage. These bottles are connected in such a way as to allow either bottle to be
discharged onto either engine. Pulling the FIRE PULL handle of the affected
power section closes the bypass door in the air management system, closes
the fuel shutoff valve, closes both heater bleed-air valves, and arms both fire
bottles. The fire extinguisher selector switch may then be used to discharge
the main and reserve fire extinguisher bottles individually.
PORTABLE FIRE EXTINGUISHERS

Two portable fire extinguishers are mounted in the cabin, one on the cabin
floor to the right of the pilot’s seat, and the other on the doorpost aft of the
copilot’s seat.
FIRST AID KIT

A portable first aid kit is attached to the left side of the pedestal by hook and
pile fasteners.
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.

FlightSafety
International
SYSTEMS REVIEW—412EP
CONTENTS
Page
OVERTORQUE WARNING SYSTEM....................................... SR-EP-4
TRANSMISSION ........................................................................ SR-EP-4
POWERPLANT ........................................................................... SR-EP-8
FUEL SYSTEM ........................................................................... SR-EP-8
Description—Mechanical................................................... SR-EP-8
Description—Electrical .................................................... SR-EP-11
ELECTRICAL SYSTEM .......................................................... SR-EP-13
DC Electrical System ....................................................... SR-EP-13
AC Electrical System ....................................................... SR-EP-19
FLIGHT CONTROL SYSTEM................................................. SR-EP-19
Force Trim System ........................................................... SR-EP-21
Force Trim Controls ......................................................... SR-EP-21
Automatic Flight Control System (AFCS)....................... SR-EP-22
AFCS Controls ................................................................. SR-EP-22
AFCS Indicators ............................................................... SR-EP-24
AL-300 AIR DATA DISPLAY .................................................. SR-EP-24
Caution Panel and Advisory Lights.................................. SR-EP-24
VOICE AND FLIGHT DATA RECORDER ............................. SR-EP-26
DIGITAL CLOCK ..................................................................... SR-EP-28
Revision 1 FOR TRAINING PURPOSES ONLY EP-i

FlightSafety
International
ILLUSTRATIONS
Figure Title Page
SR-EP-1 Instrument Panel ....................................................... SR-EP-1
SR-EP-2 Pedestal ..................................................................... SR-EP-2
SR-EP-3 Overhead Console..................................................... SR-EP-3
SR-EP-4 Hourmeter Panel—Three Remote Transmission Chip
Indicators.................................................................. SR-EP-4
SR-EP-4 Hourmeter Panel—Four Remote Transmission Chip
Indicators ............................................................... SR-EP-4A
SR-EP-5 Collective Control Panel ........................................... SR-EP-5
SR-EP-6 Airframe Fuel Storage System.................................. SR-EP-6
SR-EP-7 Underfloor Fuel Cell Components............................ SR-EP-7
SR-EP-8 Fuel Burn Sequence .................................................. SR-EP-9
SR-EP-9 Fuel Transfer Caution Light Diagram .................... SR-EP-14
SR-EP-10 Electrical System .................................................... SR-EP-15
SR-EP-11 AC Electrical System.............................................. SR-EP-20
SR-EP-12 Detent Switch Caution Lights................................. SR-EP-25
SR-EP-13 3-Axis DAFCS Schematic...................................... SR-EP-27
SR-EP-14 Digital Clock Display ............................................. SR-EP-28
TABLES
Table Title Page
SR-EP-1 Essential Bus Failure Listing .................................. SR-EP-16
SR-EP-2 Emergency Bus Failure Listing .............................. SR-EP-17
Revision 1 FOR TRAINING PURPOSES ONLY EP-iii

FlightSafety
International
SYSTEMS REVIEW—412EP
Figure SR-EP-1. Instrument Panel
FOR TRAINING PURPOSES ONLY EP-1
FlightSafety
International
AFCS ACTUATOR POSITION

L R UP
SYS 2 ON
L R
YAW ROLL PITCH
AP 1 AP 2
ON ON
SAS/ATT TEST TRIM/FD CPL
SAS/ATT ON 1 2 ON
HYDR SYS STEP ROTOR FORCE HYDR SYS

NO 1 RPM TRIM NO 2
O
M ON RAISE AUDIO N ON
I O
S F
C F
OFF STOW OFF O OFF
R
5 0 0X FL F
350 SBY ON ALT IDT F
XPGA
ADF ANT
ON ALT
BFD BFD
OFF
SBY TST ENGINE 1 ENGINE 2
VOL
OFF
GOV PART SEP PART SEP GOV
AUTO NORM NORM AUTO
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
COMM 2 NAV 1 ADP MKR COMM 2 NAV 1 ADP MKR

COMM 1 NAV 2 MDE COMM 1 NAV 2 MDE
ICS AUX ICS AUX
VOL VOL
COMPASS CONTROL COMPASS CONTROL

MAG MAG
DC DC
NAV AUDIO
X X X
X
MKR BCN DME X CO X
C
C
HI TEST ERASE
LO
OFF
SENSITIVITY VOL VOL
HEADSET
600 OHMS
COCKPIT VOICE RECORDER
MAP
AND
DATA
CASE
Figure SR-EP-2. Pedestal
EP-2 FOR TRAINING PURPOSES ONLY

FlightSafety
International
AC FEEDERS AC FEEDERS
115V 26V 115V 26V 26V 115V 25V 115V
BUS 1 BUS 3 BUS BUS 2

EMER
AC AC
NO 1 XMSN AFCS ENG 1 ENG 2 AFCS CBOX NO 2
HYD CPLT OIL 26V TORQUE OIL FUEL LF ICS OIL TORQUE 26V OIL PILOT HYD
PRESS HSI PRESS NO 2 METER PRESS PRESS ADF RADIO PRESS METER NO 1 PRESS HSI PRESS
OPER
CPLT AFCS CPLT CARGO PILOT PILOT PILOT

BUS 1 CPLT GYRO 115V ATT ENG HOOK WXR RDR ATT FLT 115V GYRO PILOT BUS 2
VM HSI CMPS NO 2 SYS ALT REL DC AC SYS DIR NO 1 CMPS HSI VM

AC AC
NAV-COMM NAV-COMM
TURN TURN
ICS SLIP IDLE MKR LF DME NAV 1 VHF 1 VHF 2 NAV 2 VLF RAD IDENT STBY SLIP STEP
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
NON ESNTL HOUR AFCS LT FLT AFCS FORCE EMERG CABLE
BUS METER NO 2 EMER DIR NO 1 TRIM FLOATS CUT

CONT PWR CONT PWR CABIN LT AIR VENT CONT PWR
LH RH
WINDSHIELD HEAT HTR DOME BLO BLO HOIST
CONSOLE LT PED LT SEC INSTR LT

WSHLD HEAT AIR COND STBY EMER
LEGEND
LH RH AIRFLOW ATTD LT
OFF OFF LOW TEST DISARM NON-
O ESSENTIAL
F TEST
F
BUS
ARM
ON ON HIGH ON OFF BRT OFF BRT OFF BRT ESSENTIAL
BUS
COPLT INSTR LT ENG INSTR LT PILOT INSTR LT
EMERGENCY
BUS
VENT AFT CARGO
BLOWER OUTLET HEATER RELEASE
OFF OFF OFF OFF
OFF BRT OFF BRT OFF BRT
UTILITY EXTERIOR LIGHT
ON ON ON ARM LIGHT POSITION ANTI COLL
HEAT OFF OFF OFF
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
Figure SR-EP-3. Overhead Console

FlightSafety
International
OVERTORQUE WARNING SYSTEM

An OVER TRQ warning flag (cat’s eye) is located in the lower left aft avionics
compartment. If mast torque exceeds 108%, the warning flag will be tripped
showing alternating black and white sections.
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
transmission.
A gage on the instrument panel allows the flight crew to monitor transmis-
sion oil temperature and pressure. Caution lights are provided to warn of high
transmission oil temperature, low transmission oil pressure, and metal particles
in transmission oil. Three or four remote transmission chip indicators are
located on the right side of the pedestal near the cabin floor (see Figures SR-
EP-4 and SR-EP-4A respectively).
NO 1 NO 2
BUS BUS
BAT BAT
UPPER
ERASF READ
MAST
EEPROM EEPROM
MAST
2 1 5 7 1
SUMP/OIL
MONITOR
TO RESET
ROTATE RING
60° CW
INDICATION THAT A
CHIP HAS BEEN
DETECTED
INDICATION THAT A
CHIP HAS NOT BEEN
DETECTED
Figure SR-EP-4. Hourmeter Panel—Three Remote Transmission

Chip Indicators
EP-4 FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
NO 1 NO 2
BUS BUS
BAT BAT
UPPER
X
M
MAST
ERASF S
N
C
H
EEPROM I
READ PLNTY P
I
N
2 157 1 D
EEPROM
SUMP/OIL
MONITOR
DEBRIS
MONITOR
TO RESET
ROTATE RING
60° CW
INDICATION THAT A INDICATION THAT A

CHIP HAD BEEN CHIP HAD NOT BEEN
DETECTED DETECTED
Figure SR-EP-4A. Hourmeter Panel—Four Remote Transmission

Chip Indicators
Revision 1 FOR TRAINING PURPOSES ONLY EP-4A

FlightSafety
International
THIS PAGE INTENTIONALLY LEFT BLANK
EP-4B FOR TRAINING PURPOSES ONLY Revision 1

FlightSafety
International
LDG LT SRCH LT
EXT
ON EXT ON
O
F L R
F
OFF RETR STOW RETR
ARMED F
IDLE STOP L
START O
E E A
N N E E T
G G N N
1 2 G G OFF S
1 2 ON
UP +
H
O
L R I CL TV/YAW
S TRIM OFF
T DN YAW
DN B T
R
L R O R
INC E
T I
R L
H M
P -2 +2 UP CL TV GO
M
DECR
AR D
O UN
PILOT SIDE
CL TV/YAW
TRIM
DN
L R
+ UP
YAW
INCR
B T
R R
O R
P E
T I GO
M L
H M
DECR
CL TV
AR D
O UN
COPILOT SIDE
Figure SR-EP-5. Collective Control Panel
Revision 1 FOR TRAINING PURPOSES ONLY EP-5

EP-6
THERMISTOR
THERMISTOR
LEGEND
FUEL CELLS
FlightSafety
FUEL STORAGE SYSTEM COMPONENTS
FUEL QUANTITY PROBES (8)
THERMISTORS (6)
International
Figure SR-EP-6. Airframe Fuel Storage System
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
EJECTOR PRESSURE
Figure SR-EP-7. Underfloor Fuel Cell Components

FlightSafety
International
POWERPLANT
The powerplant, a Pratt and Whitney PT6T-3D 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.
Instruments on the panel provide indications of gas producer (N 1 ) rpm, power

turbine (N 2 ) rpm, torque, interturbine temperature, oil temperature, and oil
pressure for each power section, and oil temperature and oil pressure for the
combining gearbox. Caution and warning lights alert the crew of the follow-
ing conditions: low engine N 1 or N 2 rpm, low engine oil pressure, metal par-
ticles in the engine oil, low combining gearbox oil pressure, high combining
gearbox oil temperature, and metal particles in the combining gearbox oil.
The pilot rpm switch is mounted on the collective switchbox. The pilot switch
is a five-position momentary-on type switch. The INCR position increases
engine rpm, and the DECR position decreases engine rpm. The INCR/DECR
positions control the governors on both engines simultaneously. Regulated
engine rpm may be adjusted inflight through the operating range of 97 to 101.5
± 0.5% by moving the switch.
The rpm +2/-2 (trim) switch increases or decreases engine No. 2 rpm to pro-
vided torque, N 1, or ITT matching. Engine 2 trim range is 2.0 - 2.5% N 2. Engine
2 governor should be at least 95% minimum trim — minimum beep.
The copilot does not have trim capability. For location of rpm switch, refer
to collective control panel (Figure SR-EP-5).
FUEL SYSTEM
DESCRIPTION—MECHANICAL
The fuel system (Figure SR-EP-6) has 10 impact 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, in-
terconnects, and standpipes provides a fuel burn sequence (Figure SR-EP-8)
that maintains the fuel C.G. within the required limits. The upper center and
aft center cells also contain a partial isolation barrier to separate fuel.
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 aft 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.

FlightSafety
International
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
10000 BURN 4 BURN 3

BURN 5
BURN 6 LND FUEL
9000 LND GW 8925 LB 0 GAL—0 LB
8800
FORWARD LIMIT AFT LIMIT
8000
7000
LND CG
6400
MINIMUM WEIGHT
130.4
6000
130 132 134 136 138 140 142 144
BURNS 1, 3, AND 5
BURN 6
BURN 2
BURN 1
BURN 4 BURN 3
BURN 5
T
FLOOR
BURN 4 BURN 2 BURN 6
T T T
Figure SR-EP-8. Fuel Burn Sequence

FlightSafety
International
Fuel Transfer And Filling

Each lower fuel cell is joined with its opposite (left and right), and with the
upper cells by an interconnect system. Standpipes in the upper cells control
the fill and burn sequence. Fuel is supplied to the engines from the main un-
derfloor cells (engine feed cells). Fuel for sequences 1, 3, and 5 is transferred
to the engine feed cells by gravity. Burn 2 and 4 fuel is transferred to the upper
forward center cell by a dual transfer (left and right) system. Each system con-
sists of an electrically driven transfer pump located in the forward underfloor
cell, an ejector pump in the mid cell, and a combination flow switch and check
valve in the main underfloor cells. The transfer system will operate continu-
ously until the burn 4 fuel is depleted, then the thermistors located in the for-
ward 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 upper for-
ward center tank. This flow provides the motive force for an ejector pump in
the lower mid tanks, which transfers fuel from that tank through the corre-
sponding lower main cell. The transfer pumps shut off automatically after the
lower forward tanks are emptied.
Engine Feed System

Fuel is supplied to engines by electrically driven boost pumps located in the
main underfloor cells (engine feed cells). Fuel passes through a check valve
and an electrically operated firewall shutoff valve before entering the engine.
A pressure switch for each pump indicates if fuel boost is inoperative. A fuel
crossfeed valve connects the two engine feed systems for operation with one
boost pump inoperative. The crossfeed valve is opened automatically by a sig-
nal from the pressure switch when crossfeed switch is in NORM position.
Fuel Quantity System

Fuel quantity is measured by four capacitance-type quantity probes located
on each side of the helicopter. The signals from these quantity probes are dis-
played on a dual needle fuel quantity indicator located in the center instru-
ment panel (Figure SR-EP-1). The four quantity probes on the left side of the
helicopter drive one needle and the right four drive the other needle. A digi-
tal display on the instrument displays the signal from the eight quantity
probes. A DIGITS TEST button is located left of the indicator. When pressed,
a properly functioning digital display will return to 888 pounds. A FWD
TANK/MID TANK switch, located left of the DIGITS TEST button, allows
the pilot to check lower forward and mid cell quantities separately. In the event
of a fuel transfer malfunction the FWD TANK/MID TANK switch allows the
pilot to determine unusable fuel remaining in forward and/or mid cells.
Fuel System Controls

Fuel system controls are located on the pedestal mounted engine control
panel (Figure SR-EP-2). The two transfer pumps and boost pumps are

FlightSafety
International
individually controlled by two-position tank ON/OFF switches. Electrical

power for No. 1 engine transfer and boost pump is provided by the No. 1 28
VDC essential bus. Electrical power for No. 2 engine transfer and boost pump
is provided by the No. 2 28 VDC emergency bus and No. 2 28 VDC essential
bus respectively. Four valve switches are provided: one for each of the fuel
valves, the interconnect valve, and the crossfeed valve. All are two-position
switches except the FUEL INTCON switch. The normal position of the cross-
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 busses. 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 28 VDC emergency buses. Circuitry protection is provided by circuit
breakers located on the overhead circuit breaker panel (Figure SR-EP-3). For
a more complete description of the electrical portion of the fuel system, refer
to DESCRIPTION—ELECTRICAL.
DESCRIPTION—ELECTRICAL
The electrical portion of the fuel system consists of the quantity indicating
system and the fuel transfer system. The quantity indicating system includes
the fuel low fuel warning system.
The fuel quantity indicating part of the system is identical for each side of
the helicopter, respective to fuel cells. Fuel quantity system components for
each side include 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 func-
tion. The digital display, switch function, and probe locations are adequately
described in the mechanical portion of fuel system description.
The signal conditioner modifies the signal from the probes to provide a sig-
nal the indicator needs to give a quantity reading to the crew.
The low fuel indication that is displayed on a segment of the caution panel.
The low fuel signal is provided by thermistors on the fuel quantity probes in
the outboard upper fuel cells through a part of the signal conditioner. A ther-
mistor changes its signal when fuel no longer covers it. The signal change
from the thermistor causes the signal conditioner to provide a signal to illu-
minate the FUEL LOW caution light. Either signal conditioner can provide
the signal to illuminate the single FUEL LOW light. The FUEL LOW cau-
tion light signal from either side is inhibited if electrical power to the respective
side is not present. This prevents illumination of the LOW FUEL light due to
loss of power instead of low fuel quantity.
The fuel low function interacts with a fuel interconnect feature. When both
low fuel signals from signal conditioners are present, the fuel interconnect
valve will automatically open between the two engine feed fuel tanks. This
causes the FUEL INTCON caution light to illuminate. The light will extin-
guish when the FUEL INTCON switch is positioned from NORM to OPEN.
The option to open or close the interconnect valve is available should a

FlightSafety
International
manual override be desired from either valve position. When the valve is com-
manded to change position by selecting OPEN or OVRD CLOSE, the FUEL
INTCON caution light will illuminate during the time of valve movement. It
will extinguish when valve position matches switch position. A press-to-test
feature is provided to determine if redundant electrical power is available.
When the FUEL XFEED/INTCON switch is positioned to TEST BUS 1, the
other power source (bus 2) is disabled. This results in a test that will illumi-
nate the FUEL INTCON caution light if bus 1 electrical power is not avail-
able. The same result would be valid when the switch is positioned to TEST
BUS 2. A similar test is simultaneously performed for the fuel crossfeed
circuit by use of this switch.
The fuel transfer system are identical for each side of the helicopter. However,
the fuel quantity signal from either signal conditioner that enables the fuel
transfer pumps activates both pumps. This results in operation of both fuel
transfer pumps operating 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 forward
tank. Another condition for illumination of this caution light is if fuel is
present in the mid tank after fuel transfer is complete from the forward tank.
This is an indication of trapped, unusable fuel in the mid tank. The last con-
dition for illumination of this caution light is loss of power to 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.
As fuel in each forward underfloor cell is depleted, the stream of fuel through
the flow switch is reduced significantly and causes the FUEL TRANS caution
light to start flickering. The flickering light advises the pilot that the respec-
tive forward and mid underfloor cells are empty and the transfer pump is still
on. The FUEL TRANS caution light flickers only briefly because the thermistor
switches in the forward cells also detect the absence of fuel. The thermistor
switches disable the flow switch signal that illuminates the respective FUEL
TRANS caution light, causing the light to extinguish. Because of system logic,
the last thermistor to dry turns both transfer pumps off automatically.
Loss of electrical power to a signal conditioner causes 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 tank is complete.
Caution Lights
FUEL TRANS No fuel transfer through indicated system. Probably
inoperative transfer or ejector pump.

FlightSafety
International
FUEL BOOST Loss of engine feed line pressure in indicated system.

Indicates fuel boost pump failure. Crossfeed valve
automatically opens.
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.
FUEL FILTER Impending bypass of indicated fuel filter resulting

from contamination and clogging is indicated.
FUEL VALVE Normally illuminated during transit operation, and

extinguishes when valve position is same as switch
position. A fault is indicated if it does not extin-
guish.
FUEL XFEED Normally illuminated during transit, and extinguishes

when valve is seated. A fault is indicated if it does
not extinguish.
FUEL INTCON Normally illuminated during transit operation, and

extinguishes when valve is seated in closed position
or indicates valve has automatically opened with
switch in NORM position. Placing the switch in the
OPEN position will extinguish the light. A fault is
indicated if light fails to extinguish.
ELECTRICAL SYSTEMS
DC ELECTRICAL SYSTEM
The primary electrical system is a 28-volt direct current, negative ground system
(Figure SR-EP-10). Power is supplied by two 30-volt, 200-ampere starter/gen-
erators, 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 paralleled generator
operation so that the two generators share total load requirements within ±20
amperes.
Each generator supplies power to a main DC bus and to two interconnected

nonessential DC buses. Each main DC bus in turn, serves as a feeder for the
two essential DC buses and two emergency buses. Electrical separation
between main buses and between generators is accomplished through the use
of circuit breakers and isolation diodes.
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-EP-3) is available so that
the pilot can manually restore power to the nonessential buses. In the event

EP-14
FUEL
TRANS
CLOGGED
EJECTOR PUMP
FAILED TRANSFER
SIGNAL PUMP
CONDITIONER
MAIN CELL
MIDDLE CELL
FlightSafety
LEGEND
FORWARD CELL BEFORE FUEL TRANSFER
DURING FUEL TRANSFER
International
AFTER FUEL TRANSFER
Figure SR-EP-9. Fuel Transfer Caution Light Diagram

FlightSafety
International
DUAL
STARTER AMMETER
DUAL STARTER
AMMETER GEN ENG NO. 1 EXT GEN ENG NO. 2
PWR
RECP
STARTER EXT PWR STARTER

NO. 1 RELAY NO. 2
RELAY RELAY
STARTER STARTER
GEN NO. 1 BAT BUS BAT BUS GEN NO. 2
RELAY NO. 1 RELAY NO. 2 RELAY RELAY
BAT BUS NO. 1 BAT BUS NO. 2
NON ESNTL
BUS 1 RLY BATTERY
EMERG EMERG
NON ESNTL BUS SW NON ESNTL NON ESNTL
BUS SW
BUS SENSOR BUS SENSOR BUS 2 RLY
NON ESNTL DC 1 NON ESNTL DC 2
MAIN ESNTL DC 1 MAIN

DC 1 DC 2
ESNTL DC 2
EMERG EMERG
DC 1 DC 2
EMERG BUS EMERG BUS RELAY-

INV NO. 1 SW NO. 1 POWER RLY NO. 2 POWER RLY INV 2 INTLK
INVERTER INVERTER
INV
NO. 1 NO. 2
NO. 2 SW
EMERG
BUS SW
EMERG
BUS SW
FROM
BAT BUS NO. 1
Figure SR-EP-10. Electrical System

FlightSafety
International
Table SR-EP-1. ESSENTIAL BUS FAILURE LISTING
SYSTEM FAILURE INDICATION BUS
Avionics, AFCS, and lighting AFCS 2 inop AFCS, HP 2 off Ess 1

Flight dir inop FD flag Ess 2
NAV 1 radio inop No reception Ess 1
C/P ICS inop None Ess 1
C/P turn/slip inop None Ess 1
C/P pitot heater inop None Ess 1
Pilot inst lights inop No lights Ess 2
Eng inst lights inop No lights Ess 2
Utility light No lights Ess 2
AFCS No. 1 AFCS, AP 1 OFF Ess 2
Force trim FT OFF light Ess 2
Engine/rotor rpm warning control unit ENGINE OUT light inop None Ess 1/2
Rotor rpm warning inop None Ess 2
Engine systems FCU switch inop None Ess 1/2

FCU to AUTO if MANUAL Eng performance Ess 1/2
FCU heater inop None Ess 1/2
Ignition inop None Ess 1/2
Starter inop None Ess 1/2
RPM inc/dec inop None Ess 1
Part sep inop PART SEP OFF light Ess 1/2
Electrical systems Inverter 2 inop INVERTER #2 light Ess 2

DC volts Voltmeter to 0 Ess 1/2
Gen reset inop None Ess 1/2
Noness bus inop None Ess 1
Fuel system Fuel boost inop FUEL BOOST light Ess 1/2
Fuel trans 1 inop NO. 1 FUEL TRANS light Ess 1
Fuel XFEED None Ess 1/2
Hydraulic systems Switch inop None Ess 1/2

Temperature gage inop Gage to 0 Ess 1/2
System on if switch off Pressure up Ess 1/2
Misc and kits Windshield wiper inop None Ess 1/2

Hourmeter inop None Ess 1

FlightSafety
International
Table SR-EP-2. EMERGENCY BUS FAILURE LISTING
SYSTEM FAILURE INDICATION BUS
Avionics, AFCS, and lighting VHF 1 COMM inop No xmit or rec Emer 1
Pilot turn/slip inop None Emer 2
Pilot map light inop None Emer 2

Pilot pitot heater inop None Emer 2
Stby att ind no charge None Emer 2
Pilot ICS inop None Emer 2
Searchlight inop None Emer 2
Searchlight control inop None Emer 2
AFCS 26V NO. 1 AFCS, AP1 OFF Emer 2
AFCS 115V NO. 1 AFCS, AP1 OFF Emer 2
Master Caution Caution panel light Emer 1
Pilot ATT SYS AFCS, AP1, ATT flag Emer 2
Electrical Systems Inverter 1 inop None Emer 1
Caution panel Caution panel inop CAUTION PANEL light Emer 2
CAUTION PANEL light inop None Emer 2

Baggage fire detection None Emer 1
Engine systems Fire detector inop None Emer 1/2
Fire extinguisher inop None Emer 1/2

ITT compensator inop Gage at 0 Emer 1/2
Engine oil temp inop Gage at 0 Emer 1/2
Idle stop inop None Emer 1
Fuel system Fuel interconnect inop None Emer 1/2
Fuel valve inop FUEL VALVE light Emer 1/2

Fuel trans 2 inop NO. 2 FUEL TRANS light Emer 2
FUEL QTY Gage to 0 Emer 1/2
C box and xmsn C box oil temp inop Gage at 0 Emer 1

Xmsn oil temp inop Gage at 0 Emer 2
Misc and kits Emergency floats inop None Emer 2
Hoist cable cut inop None Emer 2

Passenger step inop None Emer 2
Cargo hook inop HOOK ARMED light off Emer 1

FlightSafety
International
that the pilot has manually restored power to the nonessential buses and the
second generator fails, both nonessential buses are again automatically
dropped. This arrangement provides automatic DC load shedding for a 30-
minute flight with electrical power supplied by the battery only.
An emergency load switch is located on the overhead console (Figure SR-EP-

3). In the event of a dual generator failure, placing the switch in the EMERG
LOAD position sheds essential DC buses providing approximately 90 min-
utes of flight on battery power only. Placing the switch in the EMERG LOAD
position with one or both generators operating does not have any effect on
the DC power system. It will effect the AC power system.
The emergency DC buses are energized whenever:
• The emergency load switch is in EMERG LOAD position.
• Either battery switch is ON.
• One or both generators operating.
• Auxiliary power is provided.
The essential DC buses are energized whenever:
• One or both generators are operating.
• Auxiliary power is provided with nonessential bus switch (NON

ESNTL) in manual position.
• Either battery switch is on with emergency switch in NORMAL po-

sition.
The nonessential DC buses are energized whenever:
• Both generators are operating.
• Auxiliary power is provided with nonessential bus switch (NON-

ESNTL) in MANUAL position.
• One generator is operating with nonessential bus switch (NON-

ESNTL) in MANUAL position.
The primary DC electrical power distribution system is located in the roof

and nose of the helicopter. The generator control units, contactors, buses, and
feeder protection devices are located beneath the battery, under the lower shelf
in the nose compartment. Other contactors, feeder protection devices, and the
distribution buses are located in the cabin roof. System control switches and
distribution circuit breakers are located in the overhead console.
The battery bus switches through the respective battery bus relays prevent a
ground fault (short) in one main DC bus from disabling both generators.
They also select the generator that charges the battery. During normal operation,

FlightSafety
International
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 will automatically switch OFF if BATTERY BUS
2 switch is ON.
AC ELECTRICAL SYSTEM
The AC electrical system (Figure SR-EP-11) consists of two 450-va, 115/26.5-
volts, 400-Hz, single-phase, solid-state inverters and associated controls.
Inverter 1 is powered by emergency DC bus 1 and is controlled by INV 1 switch
located on the overhead console (Figure SR-EP-3). Inverter 2 is powered by
emergency DC bus 2 and is controlled by INV 2 switch located on overhead
console.
There are four additional components essential to the control and operation
of the AC electrical system: two AC voltage sensor relays, and emergency AC
bus control relay, and emergency AC bus control relay, and an inverter 2
interlock relay.
Each voltage sensor relay monitors the 115-VAC output from the corresponding
inverter and directs the AC voltage to the respective buses of each inverter. If
an inverter fails to maintain 104 to 125-VAC output, the corresponding AC volt-
age 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.
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 the overhead console.
INV 1 PWR and INV 2 PWR circuit breakers (Figure SR-EP-3) protect DC
wires providing power to the respective inverters.
No. 1 INVERTER and No. 2 INVERTER segments in the caution panel (Figure
SR-EP-1) provide indication that the 115-volt portion of the indicated inverter
has failed. Another indication of a failed inverter is the loss of the pressure gages.
Eight circuit breakers in the overhead console protect the AC power distri-
bution system.
FLIGHT CONTROL SYSTEM

The flight control system, consisting of cyclic, collective pitch, and antitorque
controls, is used to regulate helicopter attitude, altitude, and direction of
flight. The flight controls are hydraulically boosted to reduce pilot effort, to
overcome resistance of the elastomeric bearings in the main rotor system, and
to counteract control feedback forces.

FlightSafety
International
INVERTER CAUTION CAUTION INVERTER

No. 1 PNL PNL No. 2
26 26 ON
115 115
RELAY– RELAY–
AC VOLT AC VOLT
SNSR 1 SNSR 2
26 VAC
BUS 3
FDR
PLT 115 VAC
EMER BUS 2
FEEDER
115 VAC
2 BUS 3
FDR
PLT 26 VAC
EMER BUS 2
FEEDER
2
RELAY–
INV 1
EMERG BUS
115 VAC
BUS 1 FDR 2 RELAY–INV
INTLK
26 VAC
BUS 1 FDR 2
BATTERY
PLT 115 VAC
BUS 2 2
PLT 26 VAC
BUS 2 2
EMERG
BUS
INV No. 2 SW SW
Figure SR-EP-11. AC Electrical System

FlightSafety
International
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 and actuates alternating cyclic pitch inputs to the main rotor.
The collective flight control actuator is connected to the collective lever at

the mast. The collective lever actuates the collective sleeve, which moves the
mixing/rephasing levers up and down to induce collective pitch to the blades.
The antitorque control actuator is located in the aft fuselage compartment near
the tailboom attachment. The tail rotor fixed controls are connected to the
rotating controls through a bearing in the crosshead assembly, which slides
along the tail rotor mast to provide pitch change control.
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.
FORCE TRIM SYSTEM

The cyclic and antitorque controls incorporate a force trim system to provide
artificial control reaction forces when the controls are manually moved from
their reference positions. The force trim system is also interrelated with the
operation of the AFCS. Refer to Automatic Flight Control System.
The force trim components include spring-loaded force gradient cartridges

connected in series with rotary trim actuators to the fore/aft and lateral cyclic
controls and to the antitorque controls. When engaged, the trim actuators
become locked in position by internal magnetic brakes. Manual movement of
the controls then actuates the force gradients which provide the desired control
resistance.
FORCE TRIM CONTROLS

The force trim system is activated by the FORCE TRIM switch, located on the
pedestal. A FORCE TRIM release button, located on the cyclic stick grip, can
be depressed to de-energize the system momentarily, allowing the pilot to
position the cyclic and pedals for long term pitch, roll and yaw corrections. Upon
releasing button, the magnetic brakes are reenergized and will lock the trim
actuators in the new reference positions existing at the moment the button is
released.
YAW TRIM REL switch (Figure SR-EP-5) (if installed), located on collective,
can be pressed forward to de-energize yaw trim only, allowing pilot to
momentarily position pedals for yaw corrections. Upon releasing switch,
magnetic brakes are reenergized and will lock yaw trim actuators in new
reference positions.

FlightSafety
International
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 and
copilot 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.
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

The dual digital automatic flight control system (AFCS) enhances stability
and controllability of the helicopter and reduces pilot workload. The AFCS
consists of two independent autopilot systems, either of which is capable of
helicopter attitude control. Both autopilots are three axes systems, (pitch, roll,
and yaw). Each system incorporates independent gyro references, autopilot
computers, and linear actuators to enable either autopilot to continue func-
tioning in the event that the other fails.
Either autopilot can be operated in SAS or ATT mode, but both must be in
the same mode. The stability augmentation system (SAS) mode provides
short term stabilization without sacrificing maneuverability. Aircraft response
to a control input is attitude 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 attitude. Turbulence damping in all three axes is pro-
vided automatically in either SAS or ATT mode.
Operation in ATT mode is intended for flight in instrument meteorological

conditions or whenever the pilot desires fully automatic (hands off) control.
SAS mode should be engaged during ground operation, hover, takeoff, and
any other time the pilot controls the aircraft manually.
Use of the force trim system is optional during operation in SAS mode;
however, the force trim must be on during ATT mode operation.
Automatic trim is provided in ATT mode to maintain the linear actuators close
to their center positions for optimum control authority.
AFCS CONTROLS
AFCS Control Panel
The AFCS control panel, located on the pedestal, controls the engagement of
the subsystems and primary modes of the automatic flight control system. The
pushbutton type switches have placards which illuminate when the respec-
tive subsystem or mode is engaged.
Autopilots 1 and 2 are selected by AP1 and AP2 buttons. The SAS/ATT
button is used to select the desired autopilot mode. When either autopilot is
engaged, ATT mode is automatically engaged. SAS mode may then be selected
by depressing the SAS/ATT button.

FlightSafety
International
The TRIM/FD button selects the autopilot computer (AP 1 or AP 2) to perform

autotrim operation, preflight test procedure, and display AL-300 Air Data
Display error codes. The autopilot computer selected is the active autopilot
providing the above functions and is indicated by a 1 or 2 legend illuminated
on the button. In normal operation, the system automatically selects number
2 on power-up. The TEST button controls engagement of preflight test mode.
Force Trim Switch

The pedestal-mounted FORCE TRIM switch controls the activation of the cyclic
and pedal rotary trim actuators. When the FORCE TRIM switch is ON while
operating in SAS mode, the trim actuators become locked in position, pro-
viding artificial control reaction forces when the controls are moved from their
reference positions.
When the FORCE TRIM switch is ON while operating in ATT mode, with both
autopilots engaged, the pitch and roll trim actuators are controlled by the
selected autopilot computer to move the cyclic as required to keep the linear
actuators operating within ±10% of their center positions when both APs are
engaged or ±25% if a single AP is engaged. This autotrim function relieves
the pilot of continuous actuator monitoring.
Force Trim Release Button

The FORCE TRIM release button, located on the cyclic stick grip, is used to
disengage the AFCS momentarily so the pilot can maneuver the controls
manually for large pitch or roll attitude changes.
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 autopilot computers are placed in a fast synchro-
nization mode to track flight control positions. Upon releasing the FORCE
TRIM button, the autopilots will resume functioning in the preselected mode.
If in ATT mode, the autopilots will maintain the pitch and roll attitudes ex-
isting at the moment the button is released. Upon releasing FORCE TRIM but-
ton, the pilot should release the cyclic stick to prevent interference with
AFCS operation.
Manually flying in ATT mode without depressing FORCE TRIM button will
result in AFCS counteracting control inputs from the pilot in an effort to main-
tain helicopter at the reference attitude. Although the pilot can override the
AFCS, control response will be sharply reduced.
Attitude Trim Switch

The ATTD TRIM switch, located at the top of the cyclic stick grip, is a four-
position switch used to adjust pitch and roll attitudes when either or both
autopilots are engaged in ATT mode. Holding the switch changes the pitch
attitude reference 2 degrees/second or the roll attitude reference 3 de-
grees/second.
The ATTD TRIM switch is disabled during operation in SAS mode.

FlightSafety
International
AFCS INDICATORS
Force Trim Caution Light
A force trim caution light (FT OFF), located on the instrument panel below
the pilot’s airspeed indicator, illuminates when force trim system fails or is
switched off. The light alerts the pilot to maintain manual control of the he-
licopter, because automatic attitude control is impossible without a properly
operating force trim system.
Actuator Position Indicators

The actuator position indicator (API) panel, located on the pedestal, provides
the pilot with visual indicators for monitoring the positions of the autopilot
pitch, roll, and yaw linear actuators with respect to their centers of travel. AP1
actuator positions are normally displayed when both APs are engaged. AP2
actuator positions may be indicated by depressing and holding SYS 2 button.
If either autopilot should disengage for any reason, the APIs will indicate the
actuator positions of the autopilot which remains engaged.
The APIs will move slightly during operation in SAS or ATT mode. Autotrim
will keep the actuators operating near their center positions when both au-
topilots are engaged in ATT mode.
AL-300 AIR DATA DISPLAY

The Air Data Display (ADD) is used to display error codes during system power-
up test, pre-flight, and continuous operation. If more than one fault exists,
the display will intermittently display each fault code. A brief description of
fault codes is provided in BHT-412-FM-4. Refer to Honeywell SPZ-7600
Integrated Flight Control System Pilot’s Manual for details.
CAUTION PANEL AND ADVISORY LIGHTS

The single AFCS caution panel light on earlier Bell 412s has been replaced
by two new caution panel lights labeled NO. 1 AUTOPILOT and NO. 2 AU-
TOPILOT. Failure of either autopilot will cause its respective caution panel
light to illuminate.
An AUTOTRIM caution panel light has been added. The AUTOPILOT cau-
tion panel light will illuminate any time autotrim is inoperative or has been
disabled.
Two new, four-segment, advisory caution lights have been added to the pilot’s
and copilot’s instrument panels above their respective ADIs or EADIs. The
letters P,R, Y and C, each in their own individual segment of the lights, will
illuminate to indicate an open pitch roll or yaw autotrim detent switch in their
respective channel. In the 3-axis DAFCS, only the P and R caution light seg-
ments are active. All four segments are active in the 4-axis DAFCS only
(Figure SR-EP-12).

FlightSafety
International
P R
Y C
Figure SR-EP-12. Detent Switch Caution Lights
The FT OFF and DCPL two-segment caution light, previously mounted on

the pilot’s instrument panel above the flight director mode selector panel, has
been moved to above the pilot’s ADI, and another identical light has been added
above the copilot’s ADI. The FT OFF caution light function remains un-
changed from previous model 412s and will illuminate anytime the FORCE
TRIM switch on the center pedestal is switched OFF. The DCPL caution
light is functional only on those 412s with the flight director option installed.
Tail Rotor (Antitorque) Control Rod Actuator

A second series control rod actuator has been added to the tail rotor mechanical
flight control rod. This second actuator is controlled and activated by AP2.
However, in the 3 Axis DAFCS, the yaw channel still functions as SAS mode
only, regardless of DAFCS operational mode, ATT or SAS, selected.
Added Control Motion Transducers

A second control motion transducer has been added to the tail rotor and col-
lective mechanical flight control systems to provide flight control movement
information to AP2 so that AP2 can properly operate its yaw channel control
rod actuator. The collective control motion transducers are not utilized by the
3-axis DAFCS.
Standard Bell 412 Equipment

The 3-axis DAFCS also requires the standard Bell 412 flight control force trim
system, the force trim release (FTR) switches and the ATTD TRIM switches
mounted on the pilot’s and copilot’s cyclic sticks.
DAFCS Operation
Basic 3-axis DAFC operation in the SAS and ATT modes remains unchanged
from previous Bell 412s with the following exceptions:

FlightSafety
International
• If the force trim system is OFF when the APs are switched on, the
DAFCS will come up in SAS mode rather than ATT.
• Turning the force trim switch OFF will disable autotrim and cause the
AUTOTRIM caution panel light and FT OFF instrument panel lights
to illuminate.
• Separate yaw rate gyros provide information to each AP computer for

yaw SAS mode operation.
Figure SR-EP-13 provides an additional view of 3-axis DAFCS components

and operation.
VOICE/FLIGHT DATA RECORDER

Voice/flight data recorder system consists of a flight data recorder, cockpit
voice recorder, air data computer, flight data acquisition unit, and impact switch.
Flight data acquisition unit gathers data from air data computer, various in-
struments, and other sensors and transmits data to flight data recorder. Flight
data acquisition unit is DC powered and flight data recorder is AC powered. FDR
S Y S FA I L c a u t i o n l i g h t , l o c a t e d o n t h e i n s t r u m e n t p a n e l , i n d i c a t e s
either flight data acquisition unit or flight data recorder is inoperative. Each of
these units is protected by an FDR circuit breaker located in nose of helicopter.
Cockpit voice recorder records voice signals from pilot intercom, copilot in-
tercom, and area transmitters. It also records a time signal from flight data
acquisition unit. Cockpit voice recorder tape is 30-minutes long, and will write
over previously recorded information after 30-minutes has expired. Recording
will cease if impact switch is tripped. Cockpit voice recorder is DC powered
and is protected by CVR circuit located in nose of helicopter. A functional
test can be performed by pressing TEST switch on COCKPIT VOICE
RECORDER control head, located on pedestal, and verifying meter reads
GOOD. Erase switch is deactivated and performs no function.
Both recorders are powered automatically and require no pilot action for
operation.

Revision 1
TO TARSYN-H
THREE AXIS TO COPILOT ATTD DISPLAYS TO PILOT ATTD DISPLAYS
REF NO. 2
TARSYN-H
NO. 1 NO. 2 THREE AXIS
CS-412
REF NO. 2
REMOTE TARSYN-H FD SEL
COMPENSATOR AL-300
THREE AXIS AIR DATA (PC-700)
REF NO. 1 DISPLAY
ACTUATOR POSITION INDICATOR
FX-220
FROM
FX-220 FLUX CS-412
FLUX VALVE
VALVE NO. 2
NO. 1 PC-700 AUTOPILOT CONTROLLER
RG-204A RG-204A
YAW RATE YAW RATE
GYRO NO. 1 GYRO NO. 2
FZ-706 DIGITAL
FLIGHT CONTROL
FZ-706 DIGITAL COMPUTER NO. 2
FLIGHT CONTROL DIGITAL DATA BUS
COMPUTER NO. 1
NO. 1
NO. 2 PITCH
CONTROL POSITION POTENTIOMETERS
FD SEL
(PC-700) FTR ANTI-TORQUE
CYCLIC P1 P2 PEDALS
BEEP
ROLL
PITCH TRIM CYCLIC R1 R2
ACTUATOR CONTROL
COLLECTIVE STICK
CONTROL YAW
Y1 Y2
ROLL TRIM STICK
ACTUATOR CONTROL
RODS
C1 C2
FlightSafety
International
EP-27
Figure SR-EP-13. 3-Axis DAFCS Schematic

FlightSafety
International
DIGITAL CLOCK
Davtron M800 chronometer replace the previous mechanical 7-Day-type
clocks. These quartz crystal chronometers are conveniently mounted on the
outboard sides of the instrument panel in easy view of the pilot and copilot.
Each clock has a large, high-contrast, liquid crystal display with a two but-
ton control below (Figure SR-EP-14).
The clocks are normally powered through the helicopter’s 28-VDC electri-
cal system with lighting controlled through the pilot’s and copilot’s instru-
ment panel rheostats on the overhead console. When aircraft power is switched
off, the crystal timing reference remains powered by a 1.5-VDC penlight, dry-
cell battery, clipped to the rear of the clock case. The dry cell (size AA) bat-
tery is not recharged by the aircraft electrical system and should be replaced
annually to ensure uninterrupted service.
M800
CHROMOMETER
GMT LT ET
SELECT CONTROL
DAVTRON
Figure SR-EP-14. Digital Clock Display
Digital Clock Control

The clock’s display is activated when power is applied to the helicopter and
displays four digits, two on each side, separated by a flashing colon. The nor-
mal display is hours and minutes.
Immediately below the display are three abbreviations, labeled GMT

(Greenwich Mean Time), LT (Local Time) and ET (Elapsed Time). A dot on
the display will be positioned over the appropriate abbreviation to indicate

FlightSafety
International
which function the clock is displaying. Below the function abbreviations are
two press-type button switches labeled SELECT and CONTROL, which op-
erate as follows:
• Pressing the SELECT button toggles the display between GMT, LT,
ET and then back to GMT.
• Pressing the CONTROL button activates the start and reset functions
of the Elapsed Time (ET) function.
• Pressing the SELECT and CONTROL buttons simultaneously enters

the set mode for the function (GMT, LT, or ET) selected.
GMT (set mode):

• Simultaneously pressing and releasing the SELECT and CONTROL
buttons while GMT is displayed enters the set mode for GMT and the
farthest left digit will start flashing.
• Then, momentarily pressing and releasing the CONTROL button will

increment the flashing digit by one. Once the flashing digit is prop-
erly set, momentarily pressing and releasing the SELECT button fixes
the value of the flashing digit, selects the next digit to the right and
it starts flashing.
• Repeating the above process until the last (farthest right digit) is set;
a final press of the SELECT button exits the GMT set mode and the
colon starts flashing to indicate that GMT is set and running.
LT (set mode):
• Simultaneously pressing and releasing the SELECT and CONTROL
buttons while LT and the farthest left digit will start flashing.
• Then, momentarily pressing and releasing the CONTROL button will

increment the flashing digit by one. Once the flashing digit is prop-
erly set, momentarily pressing and releasing the SELECT button fixes
the value of the flashing digit, selects the next digit to the right, and
it starts flashing.
NOTE
Only the two digits to the left of the colon can be set
in LT since the minutes digits were set by the GMT
mode.
Once the digit to the left of the colon is set, a final press of the SELECT but-
tons exits the LT set mode and the colon starts flashing to indicate that LT is
set and running.

FlightSafety
International
ET Count Up
• Momentarily pressing the CONTROL button while ET is displayed
starts the display starts the display counting up by minutes and sec-
onds. When the display reaches 59:59, the display begins counting up
by hours and minutes until the maximum of 99:59 (hours and minutes)
is reached. The display may be reset to 00:00, to again begin count-
ing up by momentarily pressing the CONTROL button.
ET Count Down
• Momentarily pressing the CONTROL and SELECT buttons while ET
is displayed enters the COUNT DOWN set mode. The amount of
count down time is now set in the same manner as the GMT set (above).
After the time is set, momentarily pressing the CONTROL button
starts the count down. When the count down display reaches 00:00,
the whole display starts flashing and the ET display starts counting
up again. At this time, momentarily pressing either the SELECT or
CONTROL button deactivates the flashing display and selects GMT
(if SELECT button pressed) or resets the ET count up (if CONTROL
button pressed).
Test
• To ensure that all segments of the display are functioning correctly,
holding the SELECT button in for at least 3 seconds will cause the
display to indicate 88:88. Releasing the button returns the display to
normal operation.

BH412EP Training Manual Vol.1-Rev.1

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

BH412EP Training Manual Vol.1-Rev.1

Uploaded by

Copyright:

Available Formats

FlightSafety international

BELL 412 PILOT TRAINING MANUAL VOLUME 1

Record of Revision No. 1

This is a complete reprint of the Bell 412 Pilot Training Manual.

The portion of the text or figure affected by this revision is indicated by a

The changes made in this revision will be further explained at the

the best safety device in any aircraft is a well-trained crew. . .

FlightSafety International, Inc.

Fort Worth Bell Learning Center

Copyright © 1996 by FlightSafety International, Inc. All rights

ii FOR TRAINING PURPOSES ONLY

The material contained in this training manual is based on information

At the time of printing it contained then-current information. In the event

We at FlightSafety want you to have the best training possible. We

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY EC-i

FOR TRAINING PURPOSES ONLY EC-iii

Normal and standard conditions are assumed in these procedures. Pertinent

Anytime an operating limitation is exceeded, an appropriate entry shall be

These instrument markings and placards represent careful aerodynamic cal-

Refer to Limitations and Specifications chapter for a detailed explanation of

Essential weight and balance, and performance information should be com-

• Check type of flight to be performed and destination.

• Select appropriate performance charts (see Performance chapter).

Takeoff and Landing Data

FOR TRAINING PURPOSES ONLY EC-1

Weight and Balance

• Consult the “Weight and Balance” section of the Rotocraft Flight

• Compute takeoff and anticipated landing gross weight, check helicopter

• Check that loading limitations listed in the Limitations chapter have

All areas checked shall include a visual check for ev-

EC-2 FOR TRAINING PURPOSES ONLY Revision 1

Figure EC-1. Preflight Check Sequence

FOR TRAINING PURPOSES ONLY EC-3

PREFLIGHT GENERAL—NORMAL PROCEDURES

2. Gross Weight and CG............................................................... COMPUTE

3. Publications .............................................................................. CHECKED

4. Portable Fire Extinguishers ................................................... CONDITION

5. Fuel Sumps ..................................................................................... DRAIN

a. FUEL TRANS Switches................................................................. OFF

b. BOOST PUMP Switches ................................................................ OFF

c. FUEL Switches ............................................................................... OFF

412SP, HP, EP 412

EC-4 FOR TRAINING PURPOSES ONLY Revision 1

c. BAT BUS 1 Switch........................................................................... ON

d. Fuel Sump Drain

6. Fuel Filters ...................................................................................... DRAIN

Before first flight of day, as follows:

a. BOOST PUMP Switches.................................................................. ON

412SP, HP, EP 412

Revision 1 FOR TRAINING PURPOSES ONLY EC-5

c. Fuel Filter (left and right) ....................................... DRAIN SAMPLES

d. FUEL Switches ............................................................................... OFF

e. BOOST PUMP Switches ................................................................ OFF

412SP, HP, EP 412

f. BAT BUS 1 Switch ......................................................................... OFF

g. Main and tail rotor blade tie down.....................REMOVE AND STOW

h. Pitot tube cover(s)..............................................REMOVE AND STOW

i. No. 1 and 2 engine air intake covers..................REMOVE AND STOW

EC-6 FOR TRAINING PURPOSES ONLY Revision 1

IF HELICOPTER HAS BEEN EXPOSED TO SNOW

All glass clean; wipers stowed.

2. Remote Hydraulic Filter Bypass Indicator ................... CHECK (GREEN)

Revision 1 FOR TRAINING PURPOSES ONLY EC-7