BH412 Training Manual Vol.2-Rev.6-99

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BELL 412
PILOT TRAINING MANUAL
VOLUME 2
AIRCRAFT SYSTEMS
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 © 1999 by FlightSafety International, Inc. All rights reserved.

Printed in the United States of America.
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
CONTENTS
SYLLABUS
Chapter 1 AIRCRAFT GENERAL
Chapter 2 ELECTRICAL POWER SYSTEMS
Chapter 3 LIGHTING
Chapter 4 MASTER WARNING SYSTEM
Chapter 5 FUEL SYSTEM
Chapter 6 POWERPLANT
Chapter 7 AIR MANAGEMENT SYSTEM
Chapter 8 ICE AND RAIN PROTECTION
Chapter 9 FIRE PROTECTION
Chapter 10 POWERTRAIN
Chapter 11 MAIN ROTOR
Chapter 12 TAIL ROTOR
Chapter 13 HYDRAULIC POWER SYSTEMS
Chapter 14 FLIGHT CONTROLS
Chapter 15 AVIONICS
Chapter 16 ENVIRONMENTAL SYSTEMS
Chapter 17 MISCELLANEOUS SYSTEMS
WALKAROUND
ANNUNCIATOR PANEL
INSTRUMENT PANEL POSTER
APPENDIX
ADDENDUM
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BELL 412 PILOT TRAINING MANUAL
SYLLABUS
CONTENTS
Page
GENERAL INFORMATION............................................................................................. SYL-1
Type of Aircraft—Bell 412......................................................................................... SYL-1
Curriculum Prerequisites ............................................................................................ SYL-1
GROUND TRAINING CURRICULUM SEGMENT ....................................................... SYL-3
Ground Training Objective......................................................................................... SYL-3
Curriculum Segment Outline...................................................................................... SYL-3
Programmed Training Hours ...................................................................................... SYL-5
Training Module Outlines .......................................................................................... SYL-5
FLIGHT TRAINING CURRICULUM SEGMENT ....................................................... SYL-12
Curriculum Segment Outline ................................................................................... SYL-13
Programmed Training Hours.................................................................................... SYL-14
Flight Training Module Outlines.............................................................................. SYL-15
JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-i

ILLUSTRATION
Figure Title Page
SYL-1 Ft. Worth Facility Floor Plan ............................................................................ SYL-2
TABLES
Table Title Page
SYL-1 Flight Simulator Training Hours/Events.......................................................... SYL-14
SYL-2 Flight Simulator and Aircraft
Training Hours/Events .................................................................................... SYL-14
JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-iii

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SYLLABUS
GENERAL COURSE INFORMATION
TYPE OF AIRCRAFT—BELL 412
This core curriculum is the approved course of training which leads to an airline transport pilot
certificate in the Bell 412 when used with the system of instruction found in the FlightSafety
Part 142 Pilot Training Program. This curriculum contains airman certification requirements
and is based on the Airline Transport Pilot and Type Rating Practical Test Standards and the
Flight Standardization Board Reports.
Flight training may be conducted in a flight simulator, aircraft, or in a combination of flight

simulator, or aircraft. If training is completed entirely in an aircraft, the Flight Simulator
Modules will be considered Flight Training Modules. Training for the Bell 412 series is con-
ducted at the Ft. Worth Learning Center (Figure SYL-1).
CURRICULUM PREREQUISITES
General enrollment prerequisites may be found in the FlightSafety Pilot Training Program, Book
2, Chapter 10.
Prerequisite Experience
The curriculum is designed to accommodate pilots with varied levels of experience. Depending
on the pilot’s experience and flight simulator approval level, the pilot may qualify for either
100% simulator curriculum or a combination curriculum using both flight simulator and air-
craft. If a 100% flight simulator practical test is not accomplished, then aircraft training and
testing will be required.
1. Pilots who meet the experience requirements in §61.157(h)(3) may obtain an unlim-
ited rating.
2. Pilots who meet the experience requirements in §61.157(h)(4) may be issued a rating with
pilot-in-command limitations. Fifteen hours of supervised operating experience as PIC
accomplished IAW §61.157(h)(6)(ii) will be required to remove this limitation.
3. Pilots who do not meet the experience requirements in §61.157(h)(3) or §61.157(h)(4) may
be issued a rating with pilot-in-command limitations. Twenty-five hours of supervised op-
erating experience as PIC accomplished IAW §61.157(h)(9)(ii) will remove this limitation.
JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-1

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CLASS- CLASS-
N
ROOM
15
ROOM
16 FlightSafety
MODEL
212
MODEL
412
TEXAS
SIMULATOR PILOTS’
SIMULATOR
CLASSROOM LOUNGE
Bell Learning Center
14
Fort Worth, Texas
(817)282-2557
NO ENTRY
NO EXIT
LG. CLASS
CLASSROOM CLASSROOM
INSTRUCTORS’ ROOM
11 12 ROOM BELL
13
EXIT MODEL
AND 220/230
CODED SIMULATOR
ENTRY
SM. CLASS
CLASSROOM CLASSROOM INSTRUCTORS’ ROOM BELL
10 9 ROOM 8 MODEL
CH-146
PR FTD
OG
MEN’S MG RA
RESTROOM R M
CLASSROOM DIR
CLASSROOM OF
PR
6 7 WOMEN’S STANDARDS OG DIR
RESTROOM MG RA
R M OF
MAINT
EXIT BELL
ONLY MODEL
PR 214ST
OG
MG RA BELL CPT
CLASS CLASS CLASS CLASS R M MODEL
CLASSROOM ROOM ROOM ROOM ROOM 222/230
PR CPT
5 4 3 2 1 OG
MG RA
R M
MGR
CUST
SUPPORT CUSTOMER BREAK
SUPPORT ROOM
RECEPTION
ER PILOT’S
PI
CO LOUNGE
MAIN BELL
INFORMATION MODEL
ENTRANCE REGISTER MSG BOARD
430
DIR SIMULATOR
MANAGER OF
E
OM NC
TRAINING BELL
RO RE
MODEL CONTROL
E
ROOM
NF
MKTG 430
CO
MGR FTD
Figure SYL-1. Ft. Worth Facility Floor Plan
SYL-2 FOR TRAINING PURPOSES ONLY JUNE 1999

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4. Pilots completing training and testing who do not want a SOE limitation on their Certificate
may complete the following tasks on a static aircraft or in flight, as appropriate:
a. Preflight Inspection
b. Normal Takeoff from a hover
c. Manually flown Precision Approach; and
d. Steep Approach and Landing to an off-airport Heliport
Training hour tables are adjusted to reflect the experience prerequisites. These tables are lo-
cated in the Flight Training Curriculum Segment.
GROUND TRAINING CURRICULUM SEGMENT

GROUND TRAINING OBJECTIVE
To provide pilots with the necessary training to understand the operation of aircraft systems,
the use of the individual system controls, and the integration of aircraft systems with opera-
tional procedures to sufficiently prepare them to enter the flight training curriculum segment.
At the end of the ground training curriculum segment the pilot will be able to locate, identify,
and operate all aircraft systems. The pilot will be able to perform normal, abnormal and emer-
gency operating procedures. Additionally, the pilot will be able to demonstrate knowledge of
aircraft performance, as well as systems and aircraft limitations.
CURRICULUM SEGMENT OUTLINE

The ground training curriculum segment outline is comprised of three subject areas: General
Operational Subjects, Aircraft Systems, and Systems Integration Training.
General Operational Subjects

The subject of ground training, referred to as “general operational subjects,” includes instruc-
tion on certain operational requirements.
A. Weight and Balance Module

B. Performance Module
C. Flight Planning Module
D. Approved Rotorcraft Flight Manual (RFM)/Aircraft Operating Manual (As
Appropriate) Module
E. Windshear Training Module
F. Crew Resource Management (CRM) Module

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Aircraft Systems
The training modules presented in the aircraft systems subject area consist of a breakdown of
the various systems of the aircraft.
A. Aircraft General
B. Powerplant
C. Air Management Systems
D. Fire Protection
E. Fuel System
F. Electrical
G. Lighting
H. Master Warning System
I. Powertrain
J. Main Rotor
K. Tail Rotor
L. Flight Controls/AFCS
M. Hydraulics
N. Ice and Rain Protection
O. Environmental Systems
P. Avionics
Q. Kits and Accessories
R. Preflight
S. Review, Examination and Critique
Systems Integration
The training modules presented in the Systems Integration subject area provide the pilot with
instruction on aircraft systems interrelationships with respect to normal, abnormal and emer-
gency procedures. Pilots will be introduced to, and will exercise in, the elements of Crew/Cockpit
Resource Management as part of the integration process, including, but not limited to such el-
ements as: Situational Awareness and the Error Chain, Synergy and Crew Concept, and Workload
Assessment and Time Management. Pilots will become familiar with the cockpit layout, check-
lists, maneuvers and procedures. Lessons are normally conducted in a cockpit procedures
mockup, cockpit procedures trainer, or flight training device.
A. Systems Integration Module 1—Aircraft Checklists/Normal, Abnormal and

Emergency Procedures Module

Completion Standards
A. Aircraft Systems—The pilot must demonstrate adequate knowledge of the aircraft
systems performance and flight planning by successfully completing a written ex-
amination with a minimum score of 70%, that is corrected to 100%. This test will
be approved by the TCPM.
B. Systems Integration—The pilot must be able to describe, locate, and identify air-
craft systems, and perform the normal, abnormal, and emergency checklists. The
pilot will demonstrate adequate knowledge of aircraft maneuvers, procedures and
crew resource management.
PROGRAMMED TRAINING HOURS

General Operational Subjects ........................................................................................................ 4.0
Aircraft Systems ............................................................................................................................ 26.0
Systems Integration.......................................................................................................................... 1.5
Briefing/Debriefing.......................................................................................................................... 6.0
Total 37.5
TRAINING MODULE OUTLINES

General Operational Subjects
A. Weight and Balance Module
1. General, Principles and Methods of Weight and Balance Determination
2. Limitations
3. Operation
B. Performance Module
1. Use of Charts, Tables, Tabulated Data, and Other Related Material
2. Performance Problems, Normal, Abnormal, and Emergency Conditions
3. Performance Limiting Factors Such as Ambient Temperature, etc.
C. Flight Planning Module
1. Flight Planning Charts Such as Fuel Consumption Charts
2. Operation
3. Limitations

D. Aircraft Rotorcraft Flight Manual (RFM)/Aircraft Operating Manual (As

Appropriate) Module
1. Applicability and Description of the RFM
2. Normal, Abnormal, and Emergency Procedures Sections
3. Limitations Section
4. Maneuvers and Procedures Section
5. General Performance Section
6. Systems Description
7. Appendices and Bulletins
E. Windshear Training Module
1. Windshear Weather
2. High Altitude Meteorology
3. Lessons Learned From Windshear Encounters
4. Model of Flight Crew Actions
F. Crew Resource Management (CRM) Module
A p p l i e d C R M i s m o n i t o r e d / p r a c t i c e d i n e a c h S y s t e m I n t eg r a t i o n / F l i g h t
Simulator/Aircraft Session. The subjects taught are:
1. Situational Awareness and the Error Chain
2. Communication
3. Synergy and Crew Concept
4. Workload Assessment and Time Management
5. Briefing
6. Reliance on Automation
7. Decision Making and Judgement
8. Stress

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Aircraft Systems Modules

A. Aircraft General Module
1. Origin and Development of the Helicopter
2. General Performance Characteristics
3. Major Aircraft Sections, Dimensions & Structure
4. Crew and Passenger Compartment, Seating and Emergency Exits
5. Aft Fuselage Section and Baggage Compartment
6. Inspections and Servicing
7. Parking, Mooring and Towing
B. Powerplant Module
1. General
a. Type, Nomenclature and Sections
b. Controls
c. Subsystems
d. Indicators
e. Fuel Control
2. Operation
3. Limitations
4. Emergency/Abnormal Procedures
C. Air Management Systems Module
1. General
a. Purpose
b. Characteristics
2. Particle Separator System
3. Operation
4. Limitations

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D. Fire Protection Module

1. General
a. Fire Detection
b. Fire Extinguishing
c. Baggage Compartment Smoke Detection
d. Fire Extinguishers
2. Operation
3. Limitations
E. Fuel System Module
1. General
2. Operation
3. Limitations
F. Electrical Module
1. General
a. System Description
b. DC Power
c. AC Power
d. Annunciators
2. Operation
3. Limitations
G. Lighting Module
1. General
a. Interior
b. Exterior
2. Operation

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H. Master Warning System Module

1. Master Caution and Warning
2. Other
I. Powertrain Module
1. Components
2. Driveshaft
3. Transmission
4. Tail Rotor Drive
J. Main Rotor Module
1. Hub
2. Blades
3. Limitations
K. Tail Rotor Module
1. Type and Blade Movements
2. Subassemblies
L. Flight Controls/AFCS Module
1. General
a. Collective
b. Cyclic
c. Antitorque
d. Force Trim
e. Aerodynamic/Fixed/Synchronized/Fly-By-Wire (as applicable)
f. Automatic Flight Control System
2. Operation
3. Limitations

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M. Hydraulics Module
1. General
a. Flight Control
b. Rotor Brake
c. Landing Gear/Wheel Brake Hydraulic Systems (if applicable)
2. Operation
3. Limitations
N. Ice and Rain Protection Module
1. General
a. Pitot-Static Heater
b. Windshield Wiper
c. Windshield Defrosting/Defogging
2. Operation
3. Limitations
O. Environmental Systems Module
1. General
a. Cockpit and Cabin Heating
b. Cockpit Ventilation
c. Overhead Cockpit and Cabin Ventilation
d. Air Conditioning (if applicable)
2. Operation
3. Limitations

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P. Avionics Module
1. General
a. Communications
b. Flight Instruments
c. Navigation Equipment
d. Avionic Instruments
2. Operation
3. Limitations
Q. Kits and Accessories Module
1. General
a. Emergency Floatation System
b. Heated Windshields
c. Auxiliary Fuel Tanks
d. Flight Director
e. Litters
f. External Cargo Hook
g. Nightsun Searchlight
h. Loudhailer
i. Radar
j. Internal Rescue Hoist
k. Wire Strike Protection
l. Miscellaneous KITS
2. Operation
3. Limitations

R. Preflight Module
1. Premission Planning
2. Before Exterior Check
3. Exterior Check
S. Review Module
1. Written Examination Approved by the TCPM with a Passing Grade of 70%,
Corrected to 100%.
Systems Integration Module

Training Hours:
Systems Integration Module No. 1
Period No. 1 ................................................................................................................................ 1.5
A. Systems Integration Module No. 1
1. Prestart Elements
2. Start Elements
3. System Checks—Runup
4. Use of Checklists
5. Engine Starting Malfunctions
6. Emergency Procedures
7. Shutdown Procedures
FLIGHT TRAINING CURRICULUM SEGMENT

The flight training curriculum segment outline is comprised of five subject areas:
A. Aircraft Orientation and Normal Procedures

B. Abnormal and Emergency Procedures
C. Flight Simulator Segment of the Practical Test
D. Aircraft Training (when required)
E. Aircraft Segment of the Practical Test (when required)

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CURRICULUM SEGMENT OUTLINE

Flight Training Objective
To provide an opportunity for a pilot to gain the skills and knowledge necessary to perform to
a desired standard. The opportunity provides for demonstration, instruction, and practice of ma-
neuvers and procedures pertinent to the Bell 412. At the end of the flight training curriculum,
the pilot will be able to safely and efficiently operate the aircraft and perform the duties and re-
sponsibilities of the pilot-in-command. Pilots will exercise in the elements of Crew Resource
Management as part of the flight training process, including, but not limited to such elements
as: Situational Awareness and the Error Chain, Synergy and Crew Concept, and Workload
Assessment and Time Management. Successful completion of flight training is validated by test-
ing and checking.
Aircraft Orientation and Normal Procedures

Training modules will provide instruction to develop the skill to maneuver the aircraft with and
without the automatic flight control system. The pilot will become proficient in the use of nor-
mal checklists, standard operating procedures and precision approaches.
A. Flight Simulator Module No. 1

B. Flight Simulator Module No. 2
Abnormal and Emergency Procedures

Training modules will provide instruction to introduce and practice selected abnormal and
emergency procedures. Pilot will become proficient in single engine operation while practic-
ing instrument maneuvers, precision and nonprecision approaches.
A. Flight Simulator Module No. 3

B. Flight Simulator Module No. 4
C. Flight Simulator Module No. 5
D. Flight Simulator Module No. 6
E. Flight Simulator Module No. 7 (Practical Test)
Flight Simulator Segment of the Practical Test

Module will consist of a test of the maneuvers and procedures from the Airline Transport Pilot
and Type Rating Practical Test Standards in a Level C or D simulator.
Aircraft Training (If Required)

Module will train the maneuvers prescribed in §61.157(h)(7)(i) (if required).

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Aircraft Segment of the Practical Test (If Required)

Module will test the maneuvers in §61.157(h)(7)(i).
Completion Standards
At the end of the Flight Training Curriculum Segment the pilot shall demonstrate to the
Administrator, or properly designated Training Center Evaluator, normal, abnormal, and emer-
gency procedures and checklists in a timely and sequentially correct manner, and perform all
the maneuvers and procedures in accordance with the Airline Transport Pilot and Type Rating
Practical Test Standards.
The minimum acceptable performance standards for this curriculum are specified in the Airline
Transport Pilot and Type Rating Practical Test Standards.
PROGRAMMED TRAINING HOURS

Each flight simulator module is scheduled for the hours indicated in Tables SYL-01 and SYL-
02. An additional 0.5 hour for prebriefing and 0.5 hour for debriefing is required. Training is
normally conducted with a single crewmember.
Table SYL-01 summarizes the training/checking hours and events required for pilots meeting
the experience requirements in §61.157(h)(3)–(4).
Table SYL-1. FLIGHT SIMULATOR TRAINING HOURS/EVENTS
FLIGHT SIMULATOR TRAINING PF PNF Total Time

SINGLE PILOT (Hours) (Hours) (Hours)
Simulator Module No. 1 2.5 0.0 2.5

Simulator Module No. 7 (Prac Test) 2.0 0.0 2.0

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Table SYL-02 summarizes the training/checking hours and events required for pilots not meet-
ing the experience requirements in §61.157(h)(3)–(4). In addition to simulator training, pilots
will train and test in the aircraft on those tasks outlined in §61.157(h)(7)(i).
Table SYL-2. FLIGHT SIMULATOR AND AIRCRAFT TRAINING HOURS/EVENTS
FLIGHT SIMULATOR AND AIRCRAFT PF PNF Total Time

TRAINING—SINGLE PILOT (Hours) (Hours) (Hours)

Simulator Module No. 7 (Prac Test) 2.0 0.0 2.0
Aircraft Training Module (If Req’d) 1.5 0.0 1.5
Aircraft Testing Module (If Req’d) 1.0 0.0 1.0
FLIGHT TRAINING MODULE OUTLINE

Simulator Training Modules
A. Simulator Module No. 1
1. Flight Training Events
a. Preparation
(1) Preflight
(2) Performance Limitations
b. Surface Operations
(1) Powerplant Start
(2) Pretakeoff Checks
c. Takeoff
(1) Hover Taxi
(2) Normal and Crosswind Takeoff

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d. Climb
(1) Normal
(2) Traffic Patterns
e. Enroute
(1) Engine Restart in Flight
f. Landings
(1) Normal and Crosswind Landing
(2) Single Engine Landing
g. After Landing Procedures
B. Simulator Module No. 2
a. Review of Previous Flights
b. Taxi
(1) Air Taxi
c. Takeoff
(1) Powerplant Failure on Takeoff with Continued Climbout
(2) Rejected Takeoff
d. Landings
(1) Single Engine Landing
e. After Landing Procedures
(1) Parking
2. System Procedures (Normal, Abnormal)
a. Flight Controls
b. Fire Detection and Extinguishing
c. Navigation and Avionics Equipment
d. AFCS, EFIS (As Applicable)
e. Engine Systems

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C. Simulator Module No. 3

1. Review of Previous Flights
a. Taxi
(1) Hover Taxi
b. Takeoff
(1) Instrument Takeoff
c. Enroute
(1) Single Engine Procedures
d. Approaches
(1) Area Departure and Arrival
(1) Precision Approach (Coupled)
e. Landings
(1) Rejected Landing
3. System Procedures (Normal/Abnormal)
a. Electrical (AC and DC)
b. Flight Control Systems
c. Anti-ice and Deice Systems
d. Emergency Equipment
e. Loss of Tail Rotor Effectiveness (Oral Only)
f. Other Systems, as Applicable
D. Simulator Module No. 4
a. Enroute
(1) Steep Turns
(2) Recovery from Unusual Attitudes
(3) Settling with Power
b. Descent
(1) Emergency Descent

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c. Approaches
(1) Nonprecision Approach
(2) Nonprecision Approach (Coupled)
(3) Precision Approach with One Engine Inoperative
d. Other Flight Procedures
(1) Holding
3. System Procedures (Normal, Abnormal)
a. Powerplant
b. Fuel System
c. Electrical
d. Hydraulics
4. System Procedures (Emergency)
a. Inflight Fire and Smoke Removal
b. Transmission
c. Tail Rotor
d. Fuel System
e. Engine Oil Systems
f. Hydraulic System Failure (#1 or #2)
E. Simulator Module No. 5
a. Enroute
(1) Holding
b. Approaches
(1) Nonprecision Approach
(2) Precision Approach (OEI) Manually Flown
(3) Precision Approach (Coupled)
3. System Procedures (Emergency)
a. Powerplant
b. Engine Oil

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c. Hydraulic
d. Unusual Attitude Recovery
E. Simulator Module No. 6
• SEGMENT 1—This segment will include strictly normal procedures from taxi
after engine start at one airport, to arrival at another.
• SEGMENT 2—This segment will include training in abnormal and emergency
flight operations.
G. Simulator Module No. 7 (Practical Test)
a. Preflight Procedures
b. Ground Operations
c. Takeoff and Departure Maneuvers
d. Inflight Maneuvers
e. Instrument Procedures
f. Landings and Approaches to Landings
g. Normal and Abnormal Procedures
h. Emergency Procedures
i. Postflight Procedures
Aircraft Training Module

A. Aircraft Training Module (If Required)
a. Preparation
(1) Preflight
b. Takeoff
(1) Normal From a Hover
c. Approaches
(1) Manually Flown Precision Approach
(2) Steep Approach
(3) Landing to an Off Airport Heliport

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Aircraft Testing Module

A. Aircraft Testing Module (If Required)
a. Preparation
(1) Preflight
b. Takeoff
(1) Normal From a Hover
c. Approaches
(1) Manually Flown Precision Approach
(2) Steep Approach
(3) Landing to an Off Airport Heliport

CHAPTER 1
AIRCRAFT GENERAL
CONTENTS
Page
INTRODUCTION ................................................................................................................... 1-1
GENERAL............................................................................................................................... 1-1
FUSELAGE STRUCTURE..................................................................................................... 1-6
General ............................................................................................................................. 1-6
Cockpit ............................................................................................................................. 1-6
Seating ........................................................................................................................... 1-10
Doors and Windows....................................................................................................... 1-10
Engine Deck................................................................................................................... 1-18
Transmission and Engine Cowling ................................................................................ 1-18
Landing Gear ................................................................................................................. 1-18
Baggage Compartment .................................................................................................. 1-23
Elevators......................................................................................................................... 1-23
AIRCRAFT SYSTEMS ........................................................................................................ 1-23
Electrical Power Systems............................................................................................... 1-23
Lighting.......................................................................................................................... 1-24
Caution/Warning System ............................................................................................... 1-24
Fuel System.................................................................................................................... 1-24
Powerplant ..................................................................................................................... 1-24
Air Management System ............................................................................................... 1-25
Ice and Rain Protection.................................................................................................. 1-25
Fire Protection................................................................................................................ 1-25
JUNE 1999 FOR TRAINING PURPOSES ONLY 1-i

Powertrain ...................................................................................................................... 1-26

Main Rotor..................................................................................................................... 1-26
Tail Rotor ....................................................................................................................... 1-26
Hydraulic Power Systems .............................................................................................. 1-27
Flight Controls ............................................................................................................... 1-27
Avionics ......................................................................................................................... 1-27
Pitot-Static Air Systems................................................................................................. 1-27
Environmental Systems ................................................................................................. 1-29
Kits and Accessories...................................................................................................... 1-29
SERVICING .......................................................................................................................... 1-29
PARKING AND MOORING ................................................................................................ 1-29
TOWING ............................................................................................................................... 1-32
AREAS, DIMENSIONS,
WEIGHTS, AND CAPACITIES........................................................................................... 1-32
Airframe......................................................................................................................... 1-32
Main Rotor..................................................................................................................... 1-32
Tail Rotor ....................................................................................................................... 1-35
Engine ............................................................................................................................ 1-35
Transmission Rating ...................................................................................................... 1-35
Weights .......................................................................................................................... 1-35
Fuel ................................................................................................................................ 1-35
Engine Oil ...................................................................................................................... 1-35
Transmission Oil............................................................................................................ 1-35
Cargo Area ..................................................................................................................... 1-35
Usable Cubage ............................................................................................................... 1-35
Cargo Door Opening...................................................................................................... 1-36
1-ii FOR TRAINING PURPOSES ONLY JUNE 1999

LIMITATIONS ...................................................................................................................... 1-36

General........................................................................................................................... 1-36
Weight/Center of Gravity............................................................................................... 1-36
Loading .......................................................................................................................... 1-36
Operating ....................................................................................................................... 1-36
Airspeed ......................................................................................................................... 1-38
Indicator Markings......................................................................................................... 1-39
Indicator Markings—PT6T-3D (412 EP) ...................................................................... 1-45
QUESTIONS ......................................................................................................................... 1-48
JUNE 1999 FOR TRAINING PURPOSES ONLY 1-iii

ILLUSTRATIONS
Figure Title Page
1-1 Bell 412 Twin ........................................................................................................... 1-3
1-2 Bell 412 Twin Major Sections.................................................................................. 1-4
1-3 Exterior Dimensions................................................................................................. 1-5
1-4 Fuselage Primary Structure ...................................................................................... 1-7
1-5 Cockpit Layout (Typical)—
SNs 33108 and Subsequent ...................................................................................... 1-8
1-6 Digital Clock Display (EP)....................................................................................... 1-9
1-7 Seating Arrangements (Typical)............................................................................. 1-11
1-8 Cockpit Door.......................................................................................................... 1-14
1-9 EMERGENCY EXIT Handle ................................................................................ 1-14
1-10 Cargo/Passenger Door............................................................................................ 1-15
1-11 Hinged Door Panel ................................................................................................. 1-15
1-12 Doors and Panels.................................................................................................... 1-16
1-13 Windshields............................................................................................................ 1-18
1-14 Engine Deck ........................................................................................................... 1-18
1-15 Transmission and
Engine Cowling...................................................................................................... 1-19
1-16 Skid Landing Gear ................................................................................................. 1-20
1-17 Emergency Floats and
Passenger Step Kits ................................................................................................ 1-21
1-18 Baggage Compartment........................................................................................... 1-22
1-19 Aerodynamic Elevator............................................................................................ 1-23
1-20 Pitot-Static Air Systems ......................................................................................... 1-28
1-21 Inspection and Servicing ........................................................................................ 1-30
JUNE 1999 FOR TRAINING PURPOSES ONLY 1-v

1-22 Parking and Mooring.............................................................................................. 1-33

1-23 Towing.................................................................................................................... 1-34
TABLE
Table Title Page
1-1 Bell 412 Model/Serial
Number Modifications ............................................................................................. 1-2
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CHAPTER 1
AIRCRAFT GENERAL
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INTRODUCTION
This training manual provides a description of the major airframe and engine systems
installed in the Bell 412 Twin. This information is intended as an instructional aid only;
it does not supersede, nor is it meant to substitute for, any of the manufacturer's system
or operating manuals. The material presented has been prepared from the basic design
data. All subsequent changes in aircraft appearance or system operation will be covered
during academic training and subsequent revisions to this manual.
Chapter 1 covers the structural makeup of the helicopter and gives an overview of the
systems. It also contains operating limitations, instrument markings, and a pictorial walka-
round of the aircraft.
The Annunciator Panel section displays all light indications and should be folded out
for reference while reading this manual.
GENERAL
The Bell 412 is a twin-turbine, single-main pilot only. Special equipment allows for over-
rotor, medium-lift helicopter designed to carry water flight, transportation of external cargo,
up to 15 persons, including one or two pilots. and hoist operations. The helicopter is powered
Thirteen passenger seats can be installed in the by the Pratt and Whitney PT6T-3B “TwinPac,"
aft cabin, and the left pilot seat can be used for 1,800-shaft-horsepower powerplant driving
one passenger when the aircraft is flown by one an advanced-design four-blade rotor system.
JUNE 1999 FOR TRAINING PURPOSES ONLY 1-1

The 412 rotor system incorporates a soft-in- The Bell 412 Twin is certificated for single-pilot
plane, flex-beam main rotor hub with elas- operation under FAR Part 29, Categories A and
tomeric bearings. The main rotor blades are of B. In basic configuration, it is approved for op-
composite materials with stainless steel and eration under day or night VFR, nonicing con-
titanium leading-edge abrasion strips. The d i t i o n s . T h e I F R - c o n fi g u r e d h e l i c o p t e r i s
system is designed to increase safety, reduce certificated for Category 1 IFR operation during
maintenance, extend useful life, and produce day or night nonicing conditions. Figures 1-1 and
smooth flight characteristics and reduce 1-2 show the Bell 412 Twin and aircraft major
noise. The four-blade rotor can be folded to re- sections, respectively. Figure 1-3 shows the ex-
duce storage space to the same space required terior dimensions of the aircraft.
for a two-blade rotor.
An upgraded main transmission includes a NOTE

triple-zone chip detector and has a target time
between overhaul (TBO) of 5,000 hours. All tail There are several Bell 412 serial
rotor gearboxes are protected by chip detectors. number "ship breaks" where changes,
improvements, and modifications
The Bell 412 fuel system features several ad- have been made to the basic Model
vanced safety features, including self-seal- 412. The serial numbers shown below
ing, breakaway fittings and rupture-resistant correspond to different 412 models
fuel cells. and are referenced in the text where
manufacturer, system, or feature dif-
With a standard fuel load, the 412 is designed to ferences exist. Abbreviations used
cruise at approximately 130 knots (3,000 feet and below are: SP—Special Performance,
below) with a 350-nautical-mile range. Auxiliary NB—Nurtanio/Bell, HP—High
tanks can extend range to 550 nautical miles. Performance, and EP—Enhanced
Maximum gross weight is 11,900 pounds, with Performance.
a useful payload of approximately 5,000 pounds.
Table 1-1. BELL 412 MODEL/SERIAL NUMBER MODIFICATIONS

SERIAL NUMBER MODEL NAME IMPROVEMENTS MANUFACTURED BY
33001 to 33107 Bell 412 Basic Aircraft Bell Helicopter

Fort Worth, Texas
33108 to 33213 412 SP Fuel Quantity Bell Helicopter

Electrical Fort Worth, Texas
33168 to 33213 412 SP Fuel Transfer Bell Helicopter

System Fort Worth, Texas
34001 to 34100 NB 412 SP Same as 33108 IPTN Indonesia
36001 to 36019 412 SP Same as 33108 Bell Helicopter Canada
36020 to 36086 412 HP Transmission Bell Helicopter Canada

Powerplant T/R Drive
36087 and Subsequent 412 EP Powerplant Bell Helicopter Canada

Digital AFCS
1-2 FOR TRAINING PURPOSES ONLY JUNE 1999

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Figure 1-1. Bell 412 Twin

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MAIN ROTOR
HUB
AND BLADES
TRANSMISSION AND
ENGINE COWL
TAIL ROTOR
HUB AND BLADES
TRANSMISSION
AND MAST
ENGINES
MAIN
DRIVESHAFT
AERODYNAMIC
ELEVATOR
TAILBOOM
TAIL ROTOR DRIVESHAFTS
FORWARD FUSELAGE
SKID LANDING GEAR
Figure 1-2. Bell 412 Twin Major Sections

2 FT 7 IN.
(777 M)
46 FT
(14 M)
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)
NOTE:
VERTICAL DIMENSIONS ARE FOR HELICOPTERS
6 FT 8 IN. AT 11,900 POUNDS (5,262 KILOGRAMS) GROSS
(2.0 M) WEIGHT. VERTICAL DIMENSIONS WILL INCREASE
APPROXIMATELY 3.3 INCHES (83.8 MILLIMETERS)
WHEN HELICOPTER IS EMPTY.
9 FT 4 IN.
(2.8 M)
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)
(3.5 M)
Figure 1-3. Exterior Dimensions

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FUSELAGE STRUCTURE ment panel in easy view of the pilot and copi-
lot. Each clock has a large, high-contrast, liq-
uid crystal display with a two button control
GENERAL below (Figure 1-6).
The primary structure of the fuselage (Figure 1- The clocks are normally powered through the
4) is aluminum alloy with fiberglass panels and helicopter's 28-VDC electrical system with
honeycomb structures used as required. The for- lighting controlled through the pilot's and
ward fuselage includes the cabin, laminate glass copilot's instrument panel rheostats on the
windshields, acrylic plastic windows, crew overhead console. When aircraft power is
doors, cargo/passenger doors, pylon and engine switched off, the crystal timing reference remains
cowling, and landing gear. Conversion from powered by a 1.5-VDC penlight, dry-cell battery,
passenger to cargo configuration is accomplished clipped to the rear of the clock case. The dry cell
by removal of the seats. Without seats, the cabin (size AA) battery is not recharged by the aircraft
has 220 feet of cargo space. electrical system and should be replaced annually
to ensure uninterrupted service.
The aft fuselage consists of the tailboom. The
tailboom structure is of semimonocoque, all-
metal construction. The assembly includes Digital Clock Control
the tail rotor driveshaft covers, vertical fin, el- The clock's display is activated when power is
evators, baggage compartment, and tail skid. applied to the helicopter and displays four dig-
its, two on each side, separated by a flashing
colon. The normal display is hours and minutes.
COCKPIT
Immediately below the display are three ab-
The cockpit (Figure 1-5) can accommodate a breviations, labeled GMT (Greenwich Mean
crew of two, with the pilot occupying the right Time), LT (Local Time) and ET (Elapsed
seat. Single-pilot operations are conducted from Time). A dot on the display will be positioned
the right seat. Standard cockpit features include over the appropriate abbreviation to indicate
heater and ventilating systems and a Sperry au- which function the clock is displaying. Below
tomatic flight control system (AFCS) or digi- the function abbreviations are two press-type
tal automatic flight control system (DAFCS). button switches labeled SELECT and CON-
TROL, which operate as follows:
The standard 412 instrument panel is normally
equipped for VFR and IFR day or night flight, • Pressing the SELECT button toggles the
although VFR-only options are available. Engine display between GMT, LT, ET and then
and transmission instruments and the caution back to GMT.
panel are grouped in the center section of the • Pressing the CONTROL button acti-
panel for easy observation from either seat. vates the start and reset functions of the
ET function.
Flight and navigation instruments are grouped • Pressing the SELECT and CONTROL but-
on the right side of the panel in front of the tons simultaneously enters the set mode for
pilot. Optional copilot instruments can be in- the function (GMT, LT, or ET) selected.
stalled in the left side of the instrument panel.
The instruments have integral white lighting. GMT Set Mode
To enter set mode for GMT:
Digital Clock
Davtron M800 chronometers replace the pre- • Simultaneously pressing and releasing
vious mechanical 7-Day-type clocks. These the SELECT and CONTROL buttons
quartz crystal chronometers are conveniently while GMT is displayed enters the set
mounted on the outboard sides of the instru- mode for GMT and the furthest left digit
will start flashing.

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Figure 1-4. Fuselage Primary Structure
TAILBOOM
FUSELAGE
FORWARD
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Figure 1-5. Cockpit Layout (Typical)—SNs 33108 and Subsequent

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• Then, momentarily pressing and re- ET Count Up

leasing the CONTROL button will in-
crement the flashing digit by one. Once Momentarily pressing the CONTROL button
the flashing digit is properly set, mo- while ET is displayed starts the display counting
mentarily pressing and releasing the SE- up by minutes and seconds. When the display
LECT button fixes the value of the reaches 59:59, the display begins counting up by
flashing digit, selects the next digit to hours and minutes until the maximum of 99:59
the right and it starts flashing. (hours and minutes) is reached. The display may
be reset to 00:00, to again begin counting up by
• Repeat the above process until the last momentarily pressing the CONTROL button.
(furthest right digit) is set; a final press
of the SELECT button exits the GMT set ET Count Down
mode and the colon starts flashing to
indicate that GMT is set and running. Momentarily pressing the CONTROL and
SELECT buttons while ET is displayed enters the
COUNT DOWN set mode. The amount of count
LT Set Mode down time is now set in the same manner as the
To enter set mode for LT: GMT set (above). After the time is set,
momentarily pressing the CONTROL button starts
• Simultaneously pressing and releasing the count down. When the count down display
the SELECT and CONTROL buttons reaches 00:00, the whole display starts flashing
while LT is displayed enters the set mode and the ET display starts counting up again. At
for LT and the furthest left digit will this time, momentarily pressing either the
start flashing. SELECT or CONTROL button deactivates the
flashing display and selects GMT (if SELECT
• Then, momentarily pressing and re- button pressed) or resets the ET count up (if
leasing the CONTROL button will in- CONTROL button pressed).
crement the flashing digit by one. Once
the flashing digit is properly set, mo-
mentarily pressing and releasing the SE-
LECT 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 min-
utes digits were set by the GMT mode.
• Once the digit to the left of the colon is

set, a final press of the SELECT button
exits the LT set mode and the colon
starts flashing to indicate that LT is set
and running.
Figure 1-6. Digital Clock Display (EP)

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Test DOORS AND WINDOWS

To ensure that all segments of the display are Access to the cockpit is provided on each side
functioning correctly, holding the SELECT through large doors which are hinged on the for-
button in for at least 3 seconds will cause the ward edge (Figure 1-8). A crew step is built into
display to indicate 88:88. Releasing the but- the skid landing gear. Each crew door has three
ton returns the display to normal operation. acrylic plastic windows, termed “forward,"
“upper," and "adjustable." The adjustable win-
dow slides up and down and has a screw device
SEATING to lock it in any position. A latch assembly with
L-shaped handles and an integral key lock secures
Energy-attenuating bucket seats are provided the door in the closed position. In an emergency,
for the pilot and the copilot/passenger. Each seat the crew doors may be jettisoned by pulling the
is equipped with a seat cushion, back cushion EMERGENCY EXIT handle located inside and
with adjustable lumbar support, safety belt, forward of each door (Figure 1-9).
shoulder harness, and locking inertia reel.
Energy-attenuating seats may be provided in the The sliding cargo/passenger door (Figure 1-10)
cargo/passenger compartment for passenger on each side has a latching assembly with L-
seating. The basic passenger seat structure is shaped handles and an integral key lock. The
padded and upholstered in flame-retardant fab- sliding doors can be secured in either the closed
rics and outfitted with a safety belt. Under seat or open position. The two acrylic windows in
areas should be left open to assure proper op- each sliding door can be jettisoned from either
eration of energy-attenuating seats if installed. inside or outside by applying 40 pounds of pres-
Figure 1-7 shows several seating arrangements sure to any one of the clearly marked corners of
available in the Bell 412 Twin. each window. The focus point of the pressure
must be in the upper and lower corners.
A choice of deluxe or soft interiors is available.

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Figure 1-7. Seating Arrangements (Typical) (Sheet 1 of 3)

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CARGO AREA
CARGO TRANSPORT SINGLE PASSENGER SEAT FOR

MEDICAL ATTENDANT/HOIST OPERATOR
PERSONNEL TRANSPORT
PERSONNEL TRANSPORT
(SIX LITTER PATIENTS)

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Figure 1-8. Cockpit Door
An 18-inch-wide hinged door panel just for-

ward of each sliding door opens outward and for-
ward to increase the total width of the opening
for passengers or cargo. Figures 1-10 and 1-11
show the panel closed and open.
The latch assembly on each door panel has an

L-shaped handle on the inside only. The handle
is covered with a plastic fairing to prevent in-
advertent release of the door latch. Each hinged
panel has an acrylic window which cannot be jet-
tisoned. Figure 1-12 illustrates the names and
locations of the doors and panels for maintenance
and servicing and the systems and structures to
which they allow access.The two windshields
(Figure 1-13) are made of laminated glass and
are virtually free from distortion. Although they
are relatively hard and resistant to scratches,
care must be taken when cleaning the windows
because they will scratch and craze if improp-
erly cleaned. Heated windshields are available
Figure 1-9. EMERGENCY EXIT Handle
as optional equipment.

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Figure 1-10. Cargo/Passenger Door Figure 1-11. Hinged Door Panel

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NAME ACCESS TO
1. LOWER NOSE DOOR ELECTRICAL EQUIPMENT
2. COVER AUTOMATIC DIRECTION FINDER
3. UPPER NOSE DOOR SYNCHRONIZER CONTROL MODULE
4. CREW DOOR (COPILOT) COPILOT STATION (CABIN)
5. CARGO HINGED PANEL CABIN
6. PASSENGER CARGO DOOR CABIN
7. TRANSMISSION FAIRING TRANSMISSION, HYDRAULIC RESERVOIR
8. FORWARD PYLON FAIRING ASSEMBLY TRANSMISSION, SWASHPLATE,
HYDRAULIC RESERVOIRS
9. INTAKE FAIRING ENGINE INLET
10. FAIRING TRANSMISSION, CYCLIC CONTROLS
11. AFT PYLON FAIRING PYLON ASSEMBLY
12. ENGINE UPPER COWL DOOR ENGINE POWER SECTION
13. ENGINE LOWER COWL DOOR ENGINE POWER SECTION
14. ENGINE OIL COOLER SUPPORT ENGINE REDUCTION GEARBOX
COWLING ASSEMBLY
15. DOOR RADAR ALTIMETER
16. LOWER AFT ENGINE COWL ASSEMBLY LEFT ENGINE POWER SECTION FIRE
EXTINGUISHER CONTAINER
5 6 7 8 9 10 11 12 13 14
3
2
15
16
1
25 24 23 22 19 18 17
21 20
14 13 12 11 9 8
3
2
1
26
Figure 1-12. Doors and Panels (Sheet 1 of 2)

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NAME ACCESS TO
17. DOOR ELECTRICAL COMPARTMENT
18. DOOR NAVIGATION EQUIPMENT
19. PANEL FUEL LINE
20. PANEL HEATER DUCT
21. PANEL HYDRAULIC TEST (SYSTEM 1 AND
SYSTEM 2)
22. PANEL FLIGHT CONTROLS
23. PANEL FLIGHT CONTROLS 5
24. PANEL FLIGHT CONTROLS 4
25. PANEL FLIGHT CONTROLS
26. CREW DOOR (PILOT) PILOT STATION (CABIN) 3
2
1 1
6
7
7
7
NAME ACCESS TO
1. COVER DRIVESHAFT
2. COVER INTERMEDIATE GEARBOX
3. PANEL FLIGHT CONTROL
4. COVER DRIVESHAFT
6. FAIRING TAIL SKID
8. DOOR BAGGAGE COMPARTMENT
Figure 1-12. Doors and Panels (Sheet 2 of 2)

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Figure 1-14. Engine Deck
TRANSMISSION AND
ENGINE COWLING
The transmission and engine cowling (Figure
1-15) is attached to the cabin roof with quick-
release fasteners. Some parts of the cowling
use self-locking screws; others are fitted with
hinges and latches to allow quick maintenance
access. An oil cooler airscoop is built into one
section on each side of the fuselage.
Figure 1-13. Windshields LANDING GEAR

The skid landing gear (Figure 1-16) is made of
ENGINE DECK aluminum alloy. It consists of two main skid
The engine deck is located above and aft of the tubes connected by two arched crosstubes. The
cabin area (Figure 1-14) and is designed and gear is rugged and is designed to absorb energy
constructed to accommodate the engines, fire- in the event of a hard landing. It will attenuate
walls, engine air management systems, com- energy up to 2.5 meters (8.3 feet) per second by
bining gearbox, and other equipment, lines, and elastic deflection of the forward and aft cross-
fittings needed for the installation. The deck is tubes. Yielding of the cross tubes, beyond nor-
divided into three major sections: left, right, mal operating limits, in combination with elastic
and center. Internal firewalls protect each engine, deflection, attenuates energy from a descent
the combining gearbox, and the main drive shaft. speed up to 3.1 meters (10.2 feet) per second.

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COMBINING GEARBOX
OIL FILLER
COMBINING GEARBOX
TOP COWLS
MAIN DRIVE
SHAFT COUPLING
ENGINE TOP INSPECTION DOOR
COWL PANEL
OIL COOLER
FAIRING
OIL COOLER
SUPPORT COWL
PYLON COMBINING
FAIRING GEARBOX AND
ENGINE SIDE COWL
COMBINING
GEARBOX
SIDE PANEL
TRANSMISSION
ENGINE
FAIRING
UPPER COWL
ENGINE
ENGINE LOWER COWL
INLET
FAIRING
Figure 1-15. Transmission and Engine Cowling
The PIVOT assembly on the aft crosstube An optional emergency float kit (Figure 1-17) is
makes the landing gear unique. It reduces the designed to provide flotation of the helicopter in
possibility of ground resonance during land- the event of an emergency ditching in water. The
ing and allows for smooth touchdown when kit consists of six floats, an inflation system, an
landing from a hover (Figure 1-16). electrical actuation system, a redundant me-
chanical actuation system, and elongated skid
An optional high skid gear kit, consisting of tubes for mounting the floats. Refer to Chapter
taller crossover tubes, provides greater ground 18, "Kits and Accessories," for additional in-
clearance for operations in rough terrain, tall formation on the emergency flotation system.
grass, and other adverse ground conditions. It
also allows fitted, underslung loads to be car-
ried, such as chemical or water tanks. The kit An optional passenger step kit (see Figure 1-17)
adds approximately six inches to the standard is also available when the high skid gear or
ground clearance. Refer to Towing, this chap- emergency flotation kits are installed. The steps
ter, for additional information. are electrically operated from the step switch
on the center pedestal, and the system incor-
porates a STEP EXTEND caution light on the
pilot's instrument panel.

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1. SUPPORT 8. PASSENGER BOARDING STEP

2. PIVOT ASSEMBLY 9. SKID SHOE
3. FWD CROSS-TUBE 10. END CAP
4. CROSS-TUBE SADDLE 11. AFT CROSS-TUBE
5. SKID TUBE 12. SUPPORT BEAM
6. CREW STEP 13. WEAR STRIP
7. TOW RING 14. AFT SUPPORT
14
12
13
1
2
13 11
5 10
3 8
9
7
VIEW LOOKING OUTBOARD

(TYPICAL)
Figure 1-16. Skid Landing Gear

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Figure 1-17. Emergency Floats and Passenger Step Kits

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21 IN.
21 IN. 21 IN.
TAILBOOM
27 IN.
18 IN.
85 IN. 28 IN.
Figure 1-18. Baggage Compartment

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BAGGAGE COMPARTMENT
A 28-cubic-foot baggage compartment is lo-
cated in the forward end of the tailboom (Figure
1-18). The door is on the right side and has a
latch and lock on the aft portion of the door
panel. Automatic lights and cargo tiedowns
are also provided. Maximum weight capacity
of the compartment is 400 pounds. A smoke de-
tector is mounted in the upper-left-forward
part of the compartment, and a BAGGAGE
FIRE indicator is located in the cockpit. The
caution panel DOOR LOCK light illuminates
any time the baggage compartment door is un-
latched. Consult the applicable weight and
balance instructions when planning any flight
which will involve baggage compartment loads.
ELEVATORS
The aerodynamic elevator (Figure 1-19) con-
sists of two inverted airfoils mounted on a
common shaft which extends through each
side of the tailboom. The elevator mechanism
operates automatically as a function of aero-
dynamic force (forward airspeed). When in-
specting the elevator, do not push up or down
on the trailing-edge trim tabs. Refer to Chapter
14, "Flight Controls," for additional infor- Figure 1-19. Aerodynamic Elevator
mation on the aerodynamic elevator.
starter-generators provide 28 VDC to dual main
DC, essential, nonessential, and emergency
AIRCRAFT SYSTEMS buses connected in parallel with both genera-
tors. The electrical systems provide 5-, 24-,
and 28-VDC electrical power and 115- and
ELECTRICAL POWER 26.5-VAC electrical power for the operation
SYSTEMS of all airframe, powerplant, avionics instru-
ment, and lighting systems.
Bell Helicopter Textron has designed two ver-
sions of the Bell 412 electrical system.
Helicopters SNs 33001 through 33107 do not The electrical systems are controlled by
have an operable emergency load switch, and switches, relays, and sensors. Power distri-
one-switch load shedding is not possible. On bution is accomplished through electrical
SNs 33108 and subsequent, the emergency load buses, circuit breakers, and single-wire con-
switch is operable, and the bus dependency of ductors to each system. The airframe serves
some systems was changed to prevent the prob- as ground.
lems associated with the earlier models.
Electrical system indications include dual volt-
meters for the AC and DC systems, an ammeter
On both versions of the electrical system, pri- to indicate each generator electrical load, and
mary power is 28 VDC. Secondary electrical warning and caution lights to alert the pilot of
power is 115 and 26.5 VAC. Two engine-driven malfunctions.

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LIGHTING attention have amber letters on a black back-

ground. See Annunciator Panel section and
Bell 412 lighting systems provide cockpit and Chapter 4, "Caution/Warning Systems," for
cabin illumination as well as exterior navigation, additional information.
landing, and search lighting. The lighting sys-
tems provide full night and IMC flight capabil-
ity. Standard passenger warning lights and step FUEL SYSTEM
area lights for loading and unloading are in- Two different fuel systems have been in-
stalled. All lighting systems are DC-powered, stalled in the Bell 412 helicopters: one for
protected with circuit breakers, and operable early models (SNs 33001 through 33107) and
from conveniently located cockpit switches. one for later models (SNs 33108 and subse-
Optional lighting, such as the Nightsun search- quent). Each model of the airframe fuel sys-
light, is available. tem provides an independent, uninterrupted
supply of fuel to each engine during all ap-
The majority of lighting controls are located proved ground and in-flight maneuvers.
on the overhead console along with the light-
ing system circuit breakers. Controls for the The early and late airframe fuel systems each
landing light and searchlight are located on the include interconnected fuel storage cells, boost
pilot's collective head. Some individual light pumps, ejector pumps, associated plumbing,
switches are located either on or in proximity control and check valves, cockpit gages,
to the lighting devices themselves. switches, caution panel lights, and necessary
electrical power to provide two totally sepa-
CAUTION/WARNING SYSTEM rate and independent fuel supply systems nec-
essary for proper twin-engine operation.
The Bell 412 caution/warning system provides Crossfeed and interconnect capabilities af-
the pilot with notification of all major system ford added safety in the event that one fuel sys-
malfunctions. The majority of the caution/warn- tem malfunctions.
ing lights are located on the caution panel.
Additional caution/warning lights are located
on the instrument panels, readily visible to both POWERPLANT
pilots. Two MASTER CAUTION lights alert The Bell 412 is powered by a Pratt and Whitney
the pilot when any of the caution/warning panel PT6T TwinPac. The TwinPac consists of two
lights illuminate. There are two versions of the identical free-turbine turboshaft engines which
caution panel: one for SNs 33001 through 33107 drive a common reduction gearbox, commonly
and another for SNs 33108 and subsequent. referred to as the "combining gearbox" or "C-
Caution/warning lights are generally backup box." Each engine is totally separate and inde-
indications for system gages. They may also be pendent in operation except for the attachment
only advisory in nature. to the C-box, thus providing true twin-engine
reliability. Other features of the engines include
The caution/warning system includes the cau- noise suppression, easy starting, and a high de-
tion panel, other caution/warning lights for as- gree of parts common with the commercial Pratt
sociated systems, two MASTER CAUTION and Whitney PT6T series turboprop engines
lights, caution panel system switches, and as- and the military T-400 engines.
sociated electrical supply systems. Warning
lights which identify system malfunctions re- The engines are mounted side by side on the
quiring the pilot's immediate attention have engine deck with the left engine designated as
black letters on a red background (red letters No. 1 and the right engine as No. 2. Each en-
on a black background on SNs 33108 and sub- gine has an accessory gearbox (N 1 accessory
sequent). Caution lights associated with sys- section), a gas producer or N 1 section, a power
tems that require other than immediate turbine or N 2 section, and an exhaust section.

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Each engine is attached to and powers the C- Automatic termination of PSS operation asso-
box at the rear of its N 2 section. The C-box has ciated with low engine N 1 rpm may be over-
three internal sections: a gear reduction sec- ridden by using the cockpit PART SEP switches.
tion for each engine and a combining section
driving a single output; to the main transmis- Each PSS consists of an engine air inlet, a
sion. The C-box contains two clutch assem- shaped air inlet/bypass duct, an electrically ac-
blies which provide positive drive from each tuated bypass door, and the engine exhaust ejec-
engine yet allow for free-wheeling if one or tor and duct. DC electrical power and signals
both engines become inoperative. N 2 acces- from the rpm warning and control unit are used
sories for each engine are mounted on the rear to automatically control PSS operation.
of the associated engine gear reduction sec-
tion of the C-box.
ICE AND RAIN PROTECTION
Each engine is equipped with its own air man- The Bell 412 is certificated for operation in
agement, fuel, starting, ignition, lubrication, nonicing conditions but is equipped with sev-
and fire protection systems. The combining sec- eral systems designed to protect against the
tion of the C-box has its own lubrication system. hazards induced by ice, rain, and other forms
of visible moisture. The helicopter is electri-
Operationally, the engines can be started using cally protected from ice formation on the pitot
either airframe battery power or external tubes and static ports. Windshield wipers clear
power. Battery starts may be made at temper- accumulations of snow, light ice, and rain
atures as low as –25°C (–13°F). After one en- from the windshields. Windshield defogging
gine is started on battery power, the associated and defrosting use heated air tapped from the
generator may be used to assist the battery in heating and ventilation systems. Heated wind-
starting the second engine. shields are available as optional equipment.
Engine anti-icing is a function of the engine
air particle separator system.
AIR MANAGEMENT SYSTEM
Each engine on the Bell 412 is equipped with FIRE PROTECTION
an independent particle separator system (PSS).
The PSS is designed to protect the engine from Fire protection systems on the Bell 412 con-
damage that would be caused by ingestion of sist of detection and extinguishing systems.
foreign matter such as sand, dust, ice, and veg- Detection systems, using warning lights,
etation. The PSS prolongs the life of critical alert the pilot that a fire or potential fire ex-
engine components and allows helicopter op- ists and that immediate action is required.
eration from unimproved areas. The PSS also Extinguishing systems include electrically
provides a degree of engine air inlet anti-ice controlled and hand-held extinguishers.
protection by preventing water droplets and ice
from being ingested into the engine. The powerplant is protected by fire detection
and extinguishing systems; the tailboom bag-
Each particle separator system uses an iner- gage compartment incorporates a smoke de-
tial bypass arrangement to exclude approxi- tection system. In addition, design features
mately 93% of foreign particles larger than 100 such as firewalls, rupture-resistant fuel cells in
microns in diameter and approximately 80% individual structural compartments, flexible
of particles larger than 20 microns. The PSS fuel lines, and fire-retardant materials reduce
functions any time the engine is operating above the possibility of fire. Crew compartment and
53% ±2% N 1 rpm. Operation of the system ter- passenger cabin fire protection is provided by
minates automatically when engine N 1 rpm de- hand-held portable fire extinguishers.
creases below 53% ±2% or when the FIRE
PULL handle for that engine is actuated.

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POWERTRAIN MAIN ROTOR

The Bell 412 powertrain distributes engine The Bell 412 has a rigid, soft-in-plane, flex-
power to drive the helicopter main and tail beam main rotor system which is significantly
rotor systems and other required subsystems. different from the semirigid rotor system used
The powertrain includes the main drive shaft, on all past-production Bell helicopters. The three
main transmission, main rotor mast, and tail standard, required blade movements that are al-
rotor drive system. The tail rotor drive system lowed in the Bell 412 rotor system occur in dif-
includes six sections of tail rotor drive shaft- ferent ways and with different mechanisms than
ing, the intermediate or 42° gearbox, the tail previously used. The rotor blades used in the
rotor or 90° gearbox, and the tail rotor mast. 412 rotor system are also very different in shape
Subsystems include the two hydraulic sys- and construction. The main rotor blades are of
tems, the main rotor tachometer, and the rotor all-composite material construction with stain-
brake system. less steel and titanium leading-edge abrasion
strips. The four-blade rotor can be folded to re-
Engine power is transmitted from the com- duce storage space to approximately the same
bining gearbox to the main transmission by the space required for a two-blade rotor.
main drive shaft. Splined couplings at each end
of the main drive shaft provide positive, self-
aligning connection. The combination of the new rotor system and
sculptured composite blades provides added
The main transmission reduces the power- safety and a softer, more comfortable ride,
plant/main drive shaft rpm through ring and reduced vibration levels, higher speeds, re-
planetary gear systems to drive the main rotor duced maintenance, and unlimited life for
mast and main rotor. The transmission, through many rotor components.
additional gearing, drives the tail rotor drive
system, No. 1 and No. 2 hydraulic pumps, N R
tachometer generator, and main transmission TAIL ROTOR
oil pump. The transmission also provides con-
nection for the rotor brake system. The Bell 412 uses a two-blade, semirigid, trac-
tor tail rotor to counteract main rotor torque. The
The tail rotor drive system uses five sections tail rotor provides heading control in hovering
drive shafting, mounted between hanger bear- flight and flight control coordination in for-
ings, to drive the intermediate gearbox. The ward flight. The rate of rotation (approximately
intermediate gearbox, with a self-contained lu- 1,660 rpm) provides for quieter operation.
brication system, changes the direction of
drive 42° and drives a sixth section of drive
shafting to power the tail rotor gearbox. The The tail rotor system consists of three basic
tail rotor gearbox, with its self-contained lu- subassemblies: the tail rotor hub assembly,
brication system, reduces tail rotor drive rpm, the tail rotor blades, and the tail rotor pitch
changes the direction of drive to 90°, and change mechanism.
drives the tail rotor mast and tail rotor. The tail
rotor gearbox also mounts and houses the tail Tail rotor blades are attached to a yoke that is
rotor pitch-change mechanism. part of the tail rotor hub. The pitch-change
mechanism connects between the tail rotor
flight controls and the tail rotor blades to pro-
vide a collective change in thrust.

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HYDRAULIC POWER SYSTEMS AVIONICS

The Bell 412 has three hydraulic systems. Two Typical Bell 412 avionics provides air-to-air
systems power the flight controls and are referred and air-to-ground communication and in-flight
to as the "flight control hydraulic systems." The navigational capability. The avionics systems
third system powers the rotor brake. The wheeled for IFR configuration include the interphone,
landing gear kit, if installed, includes a fourth the compass control panel, two VHF commu-
hydraulic system for the wheel brakes. nication radios, two VHF navigation radios,
a navigation audio control panel, DME equip-
Each hydraulic system is completely separate ment, an ATC transponder, a marker beacon
and independent from the other systems, and receiver, and an ADF receiver. A radio al-
each includes a reservoir, a pump, hydraulic timeter is optional.
actuators, plumbing, control capability, and as-
Flight instruments and avionics discussed in
sociated caution/warning lights.
this training manual include the standby atti-
tude indicator, horizontal situation indicator
FLIGHT CONTROLS (HSI), and attitude director indicator (ADI). If
installed, the optional flight director compo-
The Bell 412 flight controls include standard nents are located in the avionics compartment.
cyclic, collective, and antitorque cockpit flight
controls to provide directional, vertical, and Some additional avionics options are avail-
yaw control of the helicopter. An aerodynam- able. These include UHF, HF, and FM com-
ically actuated (airspeed) elevator provides munication radios, radar, RNAV, OMEGA,
increased longitudinal stability and GC range. LORAN C, and GPS. All communication and
navigation radios are mounted in the upper
All cockpit flight controls are hydraulically as- deck in the nose compartment. The cockpit
sisted to eliminate dynamic rotor feedback control panels are located in the center pedestal.
forces and overcome elastomeric bearing re-
sistance. The helicopter cannot be flown with- Depending on the helicopter serial number
out hydraulic assistance. and the equipment involved, there may be two
different types of avionics control panels in-
A full-time, three-axis automatic flight con- stalled. The larger control panels are Bell
trol system (AFCS) provides increased sta- Helicopter parts adaptable for use with a num-
bility and reduced pilot workload in the pitch, ber of different avionics equipment manufac-
roll, and yaw axes. An optional flight direc- turers. The smaller control panels are King
tor system may be installed and coupled to Gold Crown panels, designed specifically for
the AFCS above 60 knots to provide true au- their equipment. Refer to Figure 1-5 for an il-
topilot capability. lustration of the 412 standard avionics panel
and a typical IFR panel.
Cockpit flight controls are connected to push-
pull rods, bellcranks, AFCS actuators, and
hydraulic servoactuators which transmit pilot Pitot-Static Air Systems
control movements directly to the rotor sys-
tems. Force trim systems on the cyclic and General
antitorqe cockpit controls provide control po- The Bell 412 includes both pitot and static air
sitioning and artificial feel. Friction systems systems to operate the pilot's airspeed, altimeter,
on the cyclic and collective controls allow and vertical speed instruments (Figure 1-20). If
pilot adjustment for desired stiffness. A col- the optional copilot's instruments are installed,
lective downlock is also provided. separate pitot and static air systems are provided

BL BL
6.5 6.5
R L COPILOT ROOF MOUNTED
PILOT ROOF MOUNTED
STATIC PORT
STATIC PORT
FS
810
FS
63.38
CL HELICOPTER
TO COPILOT VERTICAL SPEED INDICATOR

AND ALTIMETER INDICATOR (WHEN INSTALLED)
VERTICAL SPEED
INDICATOR
TO COPILOT AIRSPEED
ALTIMETER INDICATOR (WHEN
INSTALLED)
AIRSPEED
INDICATOR
STATIC LINE
PITOT LINE
PITOT TUBE
BL 0
CYC CTR
MASTER CAUTION N3905 H
RPM CALL
140 20
0
9 1
120 40
8 2
KNOTS
100 7
80
60 3
6 4
BR T
5
12
9
8 10
7
9 3
6
0 10
120 20 5 4 5
1 2 6
3 6
110 MOTOR
30 4
TORQUE
7
COM #1 VOR LOC 2 3
3
1 8
40
90 50
2 9
N 3 2 3
80
60
1 6 1 2
70
32
E
30
A O M
12
W
18
24
22 S
ADS 0
COMM PAC FDR ALT
SET NAV 1 15
COM 1 NAV 1 1
10
5
COM 2 NAV 2 2
OFF
STATIC
#1 V OR LOC
PRI SOURCE A LT N
PILOT PANEL
Figure 1-20. Pitot-Static Air Systems

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for their operation. The copilot's pitot-static air KITS AND ACCESSORIES
systems are also utilized by the flight director
system, if installed. T h e r e a r e m a n y o p t i o n s o ff e r e d b y B e l l
Helicopter Textron (BHT) for the model 412.
Pitot Air System These options come in the form of kits which
The pitot air system includes a nose-mounted may be installed by BHT at the time of manu-
pitot tube and associated plumbing connecting it facture, by the owner, or by another service cen-
to the pilot's airspeed indicator. ter. Each kit is functionally complete, including
all of the parts that are necessary to add a usable
Static Air System capability to the standard configuration.
The static system consists of three primary
ports for the pilot static instruments and three When a kit is installed, the installation is ac-
primary ports for the co-pilot static instru- complished in compliance with a service in-
ments. Each system has a static port located struction. Operational procedures for kits are
in front of both crew doors and one located be- contained in supplements to the RFM. Each kit
neath the transmission cowling. Each system’s i s i d e n t i fi e d w i t h a B H T F l i g h t M a n u a l
ports are interconnected with each other and Supplement (FMS) number.
the airspeed indicator, vertical airspeed indi-
cator, and altimeter.
Ice and rain protection are provided for both
systems. SERVICING
Alternate Static Source Servicing and inspection points are located for
easy accessibility through access doors and
A STATIC SOURCE switch is located just fairings. Figure 1-21 illustrates the access
below the pilot's letdown plate holder to pro- points and lists the specifications of lubri-
vide alternate static air should the regular cants and fluids.
ports get clogged. Moving the switch from
PRI to ALTN closes off the regular static port
lines and opens a cabin static source. The
switch affects the pilot's static system only. PARKING AND
ENVIRONMENTAL SYSTEMS MOORING
Environmental systems in the Bell 412 include Whenever possible, the helicopter should be
heating and ventilation for the crew and pas- parked on a level surface and the ground han-
sengers areas. The systems are divided into dling wheels removed or retracted to allow
cabin heating and ventilating, cockpit venti- the aircraft to rest on the skids. Main rotor
lation, fresh air ventilation, and the optional blades should be aligned at 45° to the heli-
winterization heater. The controls, their loca- copter centerline, and the tail rotor blades
tions, and general system operation for each should be aligned with the vertical fin.
system are discussed in this training manual.

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TAIL ROTOR GEARBOX

OIL FILLER AND GAGE
INTERMEDIATE GEARBOX
OIL FILLER AND GAGE
TRANSMISSION
OIL FILLER
HYDRAULIC RESERVOIR
ENGINE COMBINING
(SYSTEM 2)
GEARBOX OIL FILLER AND GAGE
ENGINE FIRE EXTINGUISHER HYDRAULIC RESERVOIR

(SYSTEM 1)
RIGHT ENGINE POWER HYDRAULIC

SECTION OIL FILLER AND GAGE FILTERS
FUEL TANK FILLER
TRANSMISSION OIL
FILTERS, GAGES, AND DRAIN BATTERY
GROUNDING JACKS
FUEL SUMP DRAINS (EACH SIDE)
FUEL SUMP DRAIN VALVE

SWITCH (EACH SIDE)
EXTERNAL POWER
PORTABLE FIRE BOTTLE RECEPTACLE
COMBINING
MAIN DRIVE SHAFT GEARBOX
COUPLING INSPECTION DOOR OIL FILLER
OIL COOLER DRAIN VALVES
WALKWAY ENGINE FIRE EXTINGUISHER

LEFT ENGINE POWER SECTION
OIL FILLER AND GAGE
ROTOR BRAKE FILLER
GROUNDING JACK
HYDRAULIC TEST COUPLINGS
DEFUEL VALVE (EACH SIDE)

PORTABLE FIRE BOTTLE
Figure 1-21. Inspection and Servicing (Sheet 1 of 2)

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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 1-21. Inspection and Servicing (Sheet 2 of 2)

Main rotor tiedowns are installed between the AREAS, DIMENSIONS,

blade tips and the mooring rings on the fuse-
lage. The tail rotor tiedown is attached to one WEIGHTS, AND
blade and to the loop on the right side of the
fin (Figure 1-22). Flight control friction locks CAPACITIES
should be tightened and the collective down-
lock may be installed. All switches should be AIRFRAME
off, all doors, windows, and access panels
closed, and external power disconnected. Overall length
(rotor turning) ................................ 56 ft 2 in.
When winds up to 45 knots are expected, the
helicopter should be headed into the wind. Fuselage length
Installation of inlet, pitot tube, and exhaust (tail rotor horizontal) .................. 45 ft 11 in.
covers should also be included in the secur-
ing procedures. If winds over 45 knots are ex- Width (rotor folded) ........................ 9 ft 4 in.
pected, the helicopter should be moored.
Winds of 75 knots or more call for evacuation Height (tail
of the helicopter to a safe area. rotor horizontal) ............................ 11 ft 5 in.
Landing gear
tread (no load) .................................. 8 ft 8 in.
TOWING
The Bell 412 may be towed by attaching a
standard tow bar to the two rings provided at
the forward end of each landing gear skid MAIN ROTOR
(Figure 1-23). Ground handling wheels, re-
quired for the towing operation, are attached Number of blades .......................................... 4
to fittings on the skids and are extended and
retracted by means of hand-operated hydraulic Diameter .................................................. 46 ft
pumps located on the supporting cradle of
each wheel assembly. Towing should be lim- Chord (equivalent) .......................... 1 ft 2 in.
ited to walking speeds and short distances.
Disc area ........................................ 1,662 sq ft
CAUTION Engine-to-rotor
gear ratio ............................................ 20.38:1
Towing the helicopter on unprepared
surfaces or across hanger door tracks, Tip speed ........................................ 780 ft/sec
etc., at gross weights in excess of
9,500 pounds can cause permanent RPM 100%
set in the aft crosstube. (6,600 engine rpm) .......................... 324 rpm

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TAIL ROTOR
TIEDOWN
STRAP
ENGINE
EXHAUST
COVERS
SOCK
ASSEMBLIES
ENGINE
INLET
SHIELD
AFT
MOORING
FITTING
GROUND
HANDLING
WHEELS
PITOT
TUBE
COVERS
FORWARD
MOORING
FITTING
Figure 1-22. Parking and Mooring

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GROUND
HANDLING
WHEELS
TOW BAR
TOW
RINGS
Figure 1-23. Towing

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TAIL ROTOR FUEL

Number of blades .......................................... 2 Capacity:
Diameter ............................................ 8 ft 7 in. SNs 33001
through 33107........................ 211 U.S. gal
Chord .................................................. 11.5 in.
Disc area .......................................... 57.8 sq ft SNs 33108
and Subsequent ...................... 337 U.S. gal
Tip speed ........................................ 745 ft/sec
Usable Fuel ........................ 330.5 U.S. gal
RPM 100%
(6,600 engine rpm)........................ 1,660 rpm
ENGINE OIL
ENGINE Capacity:
Manufacturer .................. Pratt and Whitney
Each engine ............................ 1.6 U.S. gal
of Canada, Ltd.
Model number.................................. PT6T-3B Combining
gearbox .................................. 1.25 U.S. gal
Twin Power Ratings
Takeoff (5 minutes) ....................1,800 shp
Continuous ....................................1,600 shp TRANSMISSION OIL
Single-engine Capacity.................................... 2.75 U. S. gal
2.5-minute power .......................... 1,025 shp.
Single-engine CARGO AREA
30-minute power ................................ 970 shp
Length (overall)................................ 7 ft 8 in.
TRANSMISSION RATING Width (floor level) .................................... 8 ft
Model Number ................................ PT6T-3B Height (maximum) .......................... 4 ft 4 in.
Maximum
continuous power ...................... 1,134 shp
Takeoff
5-minute power .......................... 1,400 shp USABLE CUBAGE
Main cargo space ............................ 220 cu ft
WEIGHTS
Left side copilot/
Standard configuration passenger seat space .......................... 20 cu ft
(approximate
empty weight).................................... 6,425 lb Baggage
compartment space ..............................28 cu ft
Maximum
gross weight .................................... 11,900 lb

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CARGO DOOR OPENING LOADING

Height ..................................................4 ft 7 in. Passenger Loading
Width (with
hinged panel open) ............................7 ft 8 in. NOTE
Height above ground Refer to the “Weight and Balance” sec-
(approximate) ....................................2 ft 6 in. tion of the Rotorcraft Manufacturer's
Data for loading tables to be used in
weight CG computations.
LIMITATIONS
The outboard-facing seats should not be oc-
GENERAL cupied unless at least four of the forward- or
aft-facing passenger seats are occupied.
The limitations presented in this chapter focus
primarily on the operational capabilities of The above loading does not apply if cargo or
the helicopter. Specific system limitations are a combination of cargo and passengers are
provided in each system chapter with the ex- being transported. It shall be the pilots re-
ception of instrument markings, which are sponsibility to ensure the helicopter is loaded
presented in this chapter. These limitations so that the center of gravity is within limits.
are not complete; refer to the approved RFM
for a complete limitations listing for all op-
erating conditions.
Internal Cargo Loading
WEIGHT/CENTER OF GRAVITY
Maximum
Weight deck loading ..................................100 lb/sq ft
(4.9 kg/
Takeoff 100 sq cm)
(maximum gross) ............................ 11,900 lb
(5,398 kg) Deck-mounted cargo
tiedowns (structural
Landing capacity) ..............................1,250 lb (567 kg)
(maximum gross) ............................ 11,900 lb vertical; 500 lb
(5,398 kg) (227 kg) horizontal
Flight
(minimum gross) .............................. 6,400 lb Refer to the applicable RFM for optional
(2,903 kg)
tiedown fitting information.
Minimum combined
crew weight at FS 47 .......................... 170 lb
(77.1 kg) OPERATING
Type of Operation
Center of Gravity
The Bell 412 is a 15-place helicopter approved
Longitudinal .......................... Refer to RFM, for day, night, VFR, and nonicing operation.
Figure 1-2
The 412, when IFR-equipped, is approved for
Lateral (left and right of day, night, IFR, and nonicing operation.
fuselage centerline,
all weights) ..............................................4.5 in Refer to the RFM for additional limitation
(114.3 mm) procedures and performance data.

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Required Equipment is approved for the following alternative con-

figurations during VFR conditions only:
AFCS Limitations
• Both crew doors removed
The AFCS shall be disengaged or operated in
SAS mode during ground operation, except as • Both sliding doors locked open or re-
required for the AFCS check. moved with both hinged panels installed
or removed
Both helipilots (autopilots), HP1 (AP1) and HP2
(AP2), shall be engaged in ATT mode during In all cases, door configuration shall be sym-
IFR flight. metrical for both sides of the fuselage.
Required Equipment-IFR
NOTE
For IFR flight, IFR kit No. 412-705-006 shall
be installed, and the following equipment shall Opening or removing the doors shifts
be operational: the helicopter center of gravity and
reduces V NE . Refer to the "Weight
• HP 1 (AP 1) and HP 2 (AP 2) and Balance" section in the Rotorcraft
Manufacturer's Data and to Airspeed
• Heated pitot-static system Limitations in the RFM.
• Pilot windshield wiper
• 3-inch standby attitude indicator Climb/Descent
• Two VHF communication radios Maximum IFR rate of climb or descent is
1,000 fpm.
• Two navigation receivers with auxiliary
equipment appropriate to intended IFR Maximum IFR approach slope is 5°.
route of flight
• DME Altitude
• ATC Transponder Maximum operating pressure altitude is 20,000
feet (6,096 meters).
• Marker beacon receiver
• Pilot IVSI Maximum density altitude for takeoff, land-
ing, and in-ground-effect maneuvers is 14,000
• Force trim feet (4,267 meters). Refer to the Weight-
Altitude-Temperature Limitations chart (RFM,
• Roof window blackout curtains Figure 1-1).
Flight Crew NOTE

The minimum flight crew is one pilot. The Refer to the applicable operating rules
right seat is designated as the first-pilot station. for high altitude oxygen requirements.
Doors Open and Removed Ambient Air Temperature

The helicopter may be flown with the doors Maximum (sea level) .............. 52°C (125°F)
open or removed with the Bell Standard (Decreases at 2°C/1,000 feet to 20,000 feet)
Interior, Bell Deluxe Interior or Energy
Attenuating seats installed. Flight operation Minimum (all altitudes) .................. –40°C/F

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Height–Velocity V NE with only one helipilot (autopilot) en-

gaged is 115 KIAS(or placarded V NE , if less).
Refer to the applicable RFM. If both helipilots (autopilots) are disengaged,
basic V NE applies.
Maneuvering V NE for steady-state autorotation is:
Acrobatic maneuvers are prohibited.
• 105 KIAS at or below 10,000 feet (3,048
meters) pressure altitude
Slope Landing
• 80 KIAS above 10,000 feet (3,048 me-
Slope landings are limited to side slopes not ters) pressure altitude
to exceed 10°.
V NE with doors open or removed is 100 KIAS
with Bell Standard or Deluxe Interior seats.
AIRSPEED
V NE with doors open or removed is 60 KIAS
NOTE with Bell Helicopter installed Energy
All indicated airspeed values in the Attenuating passenger seats.
RFM require that instrument part num-
ber 412-075-009-105 be installed. Maximum speed for sideward flight or cross-
wind is 35 knots.
Minimum IFR airspeed is 60 KIAS.
Maximum speed for rearward flight or tailwind
Basic V NE is constant at 140 KIAS from sea is 35 knots.
level to 3,000 feet density altitude at all
gross weights. RFM Figure 4-3 shows the critical relative
wind azimuths.
Airspeed shall not exceed 105 KIAS (or plac-
arded V NE, if less) when operating above max-
imum continuous transmission torque (81%).

INDICATOR MARKINGS
Airspeed 20
Yellow ................................................................ 0 to 30 KIAS 140
AIRSPEED
(Indicator unreliable) 120 40
KNOTS
Green .............................................................. 30 to 140 KIAS 100
(Continuous operation) 80 60
Red/white stripe .................................................... 105 KIAS

(Maximum for autorotation at or below 10,000 feet
[3,048 meters])
Red...................................................................................... V NE
Instrument
Dual Torque Indicator—PT6T-3B (412SP)
(Transmission, Twin-Engine Operation)
Green ........................................................................ 10 to 81%
(Continuous operation)
Yellow .................................................................... 81 to 100%

(5-minute takeoff range)
Red .................................................................................. 100%

(Maximum)
Dual Torque Indicator—PT6T-3B (412SP) 8 9 10

(Transmission, Single-Engine Operation) 6
7
11
Green ...................................................................... 5 to 58.9% 5

4 5
3
(Continuous OEI operation) 4
2
TORQUE
6
7
3
1
X 100 8
Yellow .............................................................. 58.9 to 73.2% 2
1
2
(30-minute OEI range) 1

EN G
TRA
N S M I S S I ON
Red .................................................................................. 73.2%
(Maximum OEI)

Triple Tachometer
ENG
Rotor RPM (NR)—Power On 10
120
Yellow ...................................................................... 26 to 77% 110
20
R
ROTOR
(Transient ground operation) 100
30
PERCENT 40
Yellow and green .................................................... 77 to 97% 90 RPM
50
(Continuous ground operation) 80
70 60
Green...................................................................... 97 to 100%
(Continuous in-flight operation)
Yellow .............................................................. 100 to 104.5%

(Transient with Torque below 30%)
Red ................................................................................ 104.5%

Maximum)
Rotor RPM (NR)—Power Off (Autorotation)

Red .................................................................................... 80%
(Minimum for autorotation below 8,000 lb [3,629 kg]
gross weight)
Yellow and green .............................................. 80 to 104.5%

(Continuous for autorotation below 8,000 lb [3,629 kg]
gross weight)
Green .................................................................. 91 to 104.5%

(Continuous for autorotation above 8,000 lb [3,629 kg]
gross weight)
Red ................................................................................ 104.5%

(Maximum for autorotation)
Engine RPM (N2)

Red .................................................................................... 97%
(Minimum)
Green...................................................................... 97 to 100%
Yellow .............................................................. 100 to 104.5%

(Operation at or below 30% engine torque)
Red ................................................................................ 104.5%

(Maximum)

Triple Torque Indicator—PT6T-3BE (412HP)

11 10
10 9
MAST TORQUE 9 8
8 7
Green ........................................................................ 10 to 81% TORQUE
7 6
(Continuous operation) ENG 5
6 MAST
5 4
Yellow .................................................................... 81 to 100% % X 10
1
3
4
(5-minute takeoff range) 3 2
2 1
1
Red .................................................................................. 100%
(Maximum)
WARNING
Takeoff power shall not be used above 105 KIAS.
CAUTION
When operating near the maximum MAST
TORQUE limit, inadvertent overtorque may occur
during maneuvering flight conditions involving
turns and/or nose down attitude changes. Decrease
power to 90% MAST TORQUE prior to maneu-
vering helicopter.
Intentional use of MAST TORQUE over 100% is

prohibited.
Engine
Green ...................................................................... 5 to 58.9%
(Continuous OEI operation)
Yellow .............................................................. 58.9 to 73.2%

(30-minute OEI range)
Red .................................................................................. 73.2%

(Maximum OEI)

Gas Producer RPM (N1)—

PT6T-3B and -3BE (412SP and 412HP) 9 0 1
0
∆ .......................................................................................... 12% 8 2
3
1
7 3 X 10
(Minimum for opening throttle during start) 6 5 4 RPM
2
10 3
∆ .......................................................................................... 61%
(Flight idle rpm) 9 4
8 5
7 6
Green .................................................................. 61 to 100.8%
Red ................................................................................ 100.8% GAS PROD
(Maximum for takeoff—Twin-engine and 30 minute OEI
operation)
Red ................................................................ 100.8 to 102.4%
(2.5-minute OEI range)
Red ................................................................................ 102.4%
(Maximum OEI)
Transmission Oil Temperature

Green .................................................................... 15 to 110°C
Red .................................................................................. 110°C
(Maximum)
15 10
Transmission Oil Pressure 10 OIL 8
T 6
Red .................................................................................. 30 psi 5 °C PSI P
4
(Minimum for flight idle) 0 X 10 2
–5
Yellow .................................................................. 30 to 40 psi
(Flight idle range)
Green .................................................................... 40 to 70 psi XMSN
Red .................................................................................. 70 psi
(Maximum)
Fuel Pressure
Red .................................................................................... 4 psi 40
(Minimum) 50
30 FUEL
Green ...................................................................... 4 to 35 psi PSI
20
Red .................................................................................. 35 psi 0
10
(Maximum)
FUEL PRESS

Engine Oil Temperature

Red ...................................................................................... 0°C
(Minimum)
15 15
10 OIL
Green ...................................................................... 0 to 115°C 10
5 °C PSI
(Continuous operation) X 10 5
0
-5 0
Red .................................................................................. 115°C
(Maximum)
Engine Oil Pressure

Red .................................................................................. 40 psi
(Minimum for flight idle)
Yellow .................................................................. 40 to 80 psi

(Operation below 79% N 1 rpm)
Green .................................................................. 80 to 1 15 psi

Red ................................................................................ 115 psi

(Maximum)
Combining Gearbox Oil Temperature

Red ...................................................................................... 0°C
(Minimum)
Green ...................................................................... 0 to 115°C

Red .................................................................................. 115°C 15 10

(Maximum) OIL 8
10
T 6
5 °C PSI P
4
Combining Gearbox Oil Pressure 0 X 10 2
–5
Red .................................................................................. 40 psi
Yellow .................................................................. 40 to 60 psi GEAR BOX

Green .................................................................... 60 to 80 psi

Red .................................................................................. 80 psi

(Maximum)

Ammeter
Green .................................................................. 0 to 75 amps
3 3
Yellow ............................................................ 75 to 150 amps 2 AMPS 2
(Caution) 1 2
1 1
X 100
Red ............................................................................ 150 amps 0 0
(Maximum)
lnterturbine Temperature (ITT)—

PT6T-3 and -3BE (412SP and HP)
Green .................................................................. 300 to 765°C
Yellow ................................................................ 765 to 810°C
(5-minute takeoff range)
9 10
I
OE
Red .................................................................................. 810°C ITT 3
4
(Maximum for takeoff) 8
5
Yellow ............................................................................ 822°C °C X 100 6
(Maximum 30-minute OEI) 7
Red .................................................................................. 850°C

(Maximum 2.5-minute OEI)
ITT
∆ .................................................................................. 1,090°C
(Maximum for starting, two seconds maximum above 960°C)
Hydraulic Oil Temperature

Red .................................................................................... 88°C
(Maximum)
Hydraulic Oil Pressure 15 15

Red ................................................................................ 600 psi 10 OIL 10
(Minimum) 5 T °C P5
P5
0 X10 X10
Yellow .............................................................. 600 to 900 psi -5 0
(Caution)
Green ............................................................ 900 to 1,100 psi
Red ............................................................................ 1,100 psi
(Maximum)

INDICATOR MARKINGS—
PT6T-3D (412 EP) 10
11 10
9
9 8
Dual Torque Indicator Transmission (Twin 7

8
TORQUE 7
6
Engine Operation) 6 MAST ENG 5
2
1
5 4
Green ........................................................................ 10 to 81% % X 10
4 3
(Continuous operation) 3 2
2 1
1
Yellow .................................................................... 81 to 100%
(5-Minute takeoff range)
Red .................................................................................. 100%

(Maximum)
WARNING
Takeoff power shall not be used above 105 KIAS.
CAUTION
When operating near the maximum MAST
TORQUE limit, inadvertent overtorque may occur
during maneuvering flight conditions involving
turns and/or nose down attitude changes. Decrease
power to 90% MAST TORQUE prior to maneu-
vering helicopter.
Intentional use of MAST TORQUE over 100% is

prohibited.
Engine (One Engine Inoperative)

Green ...................................................................... 5 to 73.2%
(Continuous OEI operation)
Yellow .................................................................. 73.2 to 81%

(30-Minute OEI range)
Red .................................................................................... 81%

(Maximum OEI)

Gas Producer RPM (N1)

∆ .......................................................................................... 12% 9 0 1
8
(Minimum for opening throttle during start) 7
2
3
1
6 5 4 2
X 10
∆ .......................................................................................... 61% 10 3
(Flight idle rpm) 4
9 RPM
8 5
Green ................................................................ 61 to 103.1 % 7 6
Red ................................................................................ 103.1%

(Maximum continuous)
Yellow .......................................................... 103.1 to 103.7%

(Continuous OEI)
Yellow .......................................................... 103.1 to 103.7%

(2 1/2-minute OEI)
Yellow .......................................................................... 103.7%

(Maximum continuous OEI)
Red ................................................................................ 109.2%

(Maximum 2 1/2-minute OEI)
Interturbine Temperature (ITT)

Green ....................................................................300 to 810°C EI
9 10
O
(Continuous operation) ITT 3

4
Yellow ..............................................................................810°C 8
5
(Maximum continuous) °C X 100 6
7
Red ........................................................................810 to 925°C
(OEI operation)
Yellow ..............................................................................820°C ITT

(Maximum continuous OEI)
Red ....................................................................................925°C
(Maximum 2 1/2-minute OEI maximum transient
[5 seconds maximum above 810°C])
Red Flag ........................................................................1090°C

(Maximum for starting [2 seconds maximum above 960°C])

Engine Oil Temperature

Red ........................................................................................0°C
(Minimum)
15 15
10 OIL
Green ........................................................................0 to 115°C 10
5 °C PSI
X 10 5
0
Red/Yellow Stripe ..........................................................115°C -5 0
(Maximum for MIL-L-7808 Oil)
Red ....................................................................................120°C
(Maximum for MIL-L-23699 or DOD-L-85734 Oil)
Engine Oil Pressure

Red ....................................................................................40 psi
Yellow ....................................................................40 to 80 psi
Green ....................................................................80 to 115 psi
Red ..................................................................................115 psi
(Maximum)
Combining Gearbox Oil Temperature

Red ........................................................................................0°C
(Minimum) 10
15
10 OIL 8
Green ........................................................................0 to 115°C T 6
5 °C PSI P
(Continuous operation) 4
0 X 10 2
-5
Red/Yellow Stripe ..........................................................115°C
(Maximum for MIL-L-7808 Oil)
Red ....................................................................................120°C
(Maximum for MIL-L-23699 or DOD-L-85734 Oil)
Combining Gearbox Oil Pressure

Red ....................................................................................40 psi
Yellow ....................................................................40 to 60 psi
Green ......................................................................60 to 80 psi
Red ....................................................................................80 psi
(Maximum)

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QUESTIONS
1. Maximum gross weight for the 412 is: 6. Emergency exists in the 412 include:
A. 10,600 lb A. Crew doors
B. 11,200 lb B. Passenger door windows
C. 11,600 lb C. All windows and doors
D. 11,900 lb D. A and B
2. V NE for the 412 is: 7. Landing gear/skid options available on

A. 140 knots at any temperature the 412 are as follows:
B. 140 knots below 3,000 feet density A. Low skid height without float system
altitude at all gross weights B. High skid height with float system
C. 140 knots except as limited by tem- C. High skid height without float system
perature and pressure altitude D. All above are available options
D. All of the above are correct
8. Maximum baggage compartment load-
3. FAA certification requires: ing is:
A. 2 pilots VFR A. 400 lb at 400 lb per sq ft
B. 2 pilots IFR B. 400 lb at 100 lb per sq ft
C. 1 pilot IFR C. 200 lb fore, 200 lb aft at 100 lb per
D. A and C sq ft
D. 200 lb at 100 lb per sq ft
4. Total seating capacity for the 412 is:
A. 11 personnel with both auxiliary 9. Maximum gross weight for ground han-
tanks installed dling is:
B. 13 personnel with one auxiliary A. 8,000 lb
tank installed B. 7,500 lb
C. 15 personnel with no auxiliary C. 11,000 lb
tanks installed D. 9,500 lb
D. All of the above are correct
10. The aircraft should be moored to sur-
5. The DOOR LOCK CPS may be illumi- face with winds:
nated by: A. 10 to 30 knots
A. Crew doors open B. 45 to 75 knots
B. Passenger doors open C. 30 to 45 knots
C. Baggage compartment door open D. 20 to 40 knots
D. Band C

CHAPTER 2
ELECTRICAL POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................... 2-1
GENERAL............................................................................................................................... 2-1
DC POWER ............................................................................................................................. 2-2
General ............................................................................................................................. 2-2
Distribution ...................................................................................................................... 2-2
Circuit Protection ............................................................................................................. 2-3
System Controls ............................................................................................................... 2-3
AC POWER ............................................................................................................................. 2-3
General ............................................................................................................................. 2-3
Distribution and Circuit Protection .................................................................................. 2-3
System Controls ............................................................................................................... 2-4
COCKPIT CONTROLS AND INDICATIONS ...................................................................... 2-4
Overhead Electrical Console............................................................................................ 2-8
System Controls ............................................................................................................... 2-8
Gages................................................................................................................................ 2-8
DC SYSTEM OPERATION.................................................................................................. 2-10
General........................................................................................................................... 2-10
Battery............................................................................................................................ 2-10
Nonessential Buses ........................................................................................................ 2-15
External Power............................................................................................................... 2-15
Engine Starting .............................................................................................................. 2-17

Single-Generator Operation........................................................................................... 2-17

Generator-Assisted Start ................................................................................................ 2-19
Dual-Generator Operation ............................................................................................. 2-19
DC Control Units ........................................................................................................... 2-20
DC Generator Malfunctions........................................................................................... 2-21
Other DC Electrical System Malfunctions .................................................................... 2-22
DC Bus Malfunction Procedures ................................................................................... 2-27
AC ELECTRICAL SYSTEM ............................................................................................... 2-29
General........................................................................................................................... 2-29
Inverters ......................................................................................................................... 2-29
Power Distribution ......................................................................................................... 2-30
Circuit Protection........................................................................................................... 2-30
System Controls............................................................................................................. 2-30
Operation ....................................................................................................................... 2-31
Malfunctions .................................................................................................................. 2-33
Emergency Load Switch Operation ............................................................................... 2-33
QUESTIONS ......................................................................................................................... 2-34

ILLUSTRATIONS
Figure Title Page
2-1 DC Electrical Power Distribution............................................................................. 2-2
2-2 DC Electrical System Controls................................................................................. 2-3
2-3 AC Electrical Power Distribution (SNs 33001 through 33107) ............................... 2-4
2-4 AC Electrical Power Distribution (SNs 33108 and Subsequent) ............................. 2-5
2-5 AC Electrical System Controls................................................................................. 2-5
2-6 Overhead Console (SNs 33001 through 33107)....................................................... 2-6
2-7 Overhead Console (SNs 33108 and Subsequent)..................................................... 2-7
2-8 Electrical System Indications (SNs 33001 through 33107) ..................................... 2-9
2-9 Battery Installation ................................................................................................. 2-10
2-10 BATTERY BUS Switches ...................................................................................... 2-11
2-11 Battery Power Indication........................................................................................ 2-11
2-12 Battery Bus Bypass System ................................................................................... 2-12
2-13 Nonessential Buses................................................................................................. 2-14
2-14 External Power Connector ..................................................................................... 2-15
2-15 External Power Schematic ..................................................................................... 2-16
2-16 Starting No. 1 Engine............................................................................................. 2-18
2-17 Generator Operation............................................................................................... 2-19
2-18 Dual-Generator Operation...................................................................................... 2-20
2-19 DC Control Units ................................................................................................... 2-21
2-20 Emergency Load Switch (SNs 33108 and Subsequent)......................................... 2-23
2-21 No. 2 Essential Bus Failure Indications ................................................................. 2-24
2-22 No. 2 Emergency Bus Failure Indications.............................................................. 2-29
2-23 Inverters.................................................................................................................. 2-30

2-24 AC Power Distribution (SNs 33001 through 33107) ............................................. 2-31

2-25 AC Power Flow (SNs 33108 and Subsequent)....................................................... 2-32
2-26 AC Emergency Load .............................................................................................. 2-33
TABLES
Figure Title Page
2-1 Essential Bus Failure Listing (SNs 33001 through 33107).................................... 2-25
2-2 Essential Bus Failure Listing (SNs 33108 and Subsequent) .................................. 2-26
2-3 Emergency Bus Failure Listing (SNs 33001 through 33107) ................................ 2-27
2-4 Emergency Bus Failure Listing (SNs 33108 and Subsequent) .............................. 2-28
2-iv FOR TRAINING PURPOSES ONLY JUNE 1999

CHAPTER 2
ELECTRICAL POWER SYSTEMS
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INTRODUCTION
There are two versions of the Bell 412 electrical system, depending on helicopter serial
number. Helicopters with SNs 33001 through 33107 do not have an operable emergency
load switch, and one-switch load shedding is not possible. Starting with Bell 412 SNs
33108 and subsequent, the emergency load switch is operable, and the bus dependency
of some systems changed to prevent the problems associated with the earlier models.
This chapter discusses both versions of the electrical system, and where differences occur,
the systems are covered separately.
GENERAL
The Bell Model 412 electrical systems provide The electrical systems are controlled by
5-, 24-, and 28-VDC electrical power and 115- switches, relays, and sensors. Power distri-
and 26.5-VAC electrical power for the opera- bution is accomplished through electrical
tion of all airframe, powerplant, avionic, in- buses, circuit breakers, and single-wire con-
strument, and lighting systems. Primary ductors to each system. The airframe serves
electrical power is 28-VDC power. Secondary as ground.
electrical power is 115- and 26.5-VAC power.

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Electrical system indications include dual During normal operation the battery is kept
voltmeters for the 115-VAC and the 24/28- fully charged by the No. 2 generator. The 5-
VDC systems, an ammeter to indicate each VDC power for instrument lighting is pro-
generator electrical load, and warning/cau- vided by special DC power supplies utilizing
tion lights to alert the pilot of malfunctions. 28-VDC power.
There are no electrical system indications for
the 5-VDC or the 26.5-VAC systems. External power, either from a battery cart or
a ground power unit, may be used for starting,
ground operation, or maintenance purposes.
DC POWER
GENERAL DISTRIBUTION
The 28-VDC electrical power is provided by DC power distribution is provided by a battery
two 200-ampere starter-generators, one driven bus, No. 1 and No. 2 main DC buses, No. 1 and
by each engine. Although derated to 150 am- No. 2 essential buses, No. 1 and No. 2 emergency
peres, each generator is capable of carrying the buses, and No. 1 and No. 2 nonessential buses.
essential airframe DC electrical load in the Figure 2-1 illustrates DC electrical power dis-
event of an engine or generator failure. tribution. On SNs 33001 through 33107 the
EMERG LOAD switch is inoperable.
Starting and emergency DC power is provided
by a single 24-volt nickel-cadmium battery.
NO. 1 NO. 1 NO. 2

GEN OUTPUT STARTER- NO. 2 GEN STARTER-
RLY GENERATOR EXT PWR RCPT OUTPUT RLY GENERATOR
LOAD- LOAD-
METER NO. 1 EXT PWR NO. 2 METER
START RLY RLY START RLY
SHUNT NO. 1 STARTER/ SHUNT

GEN RLY BATTERY BUS NO. 2
STARTER/GEN RLY
NO. 1 NO. 1 BUS NO. 2 BUS NO. 2

NONESS BAT RLY BAT RLY NONESS
BUS RLY OVLD SENSOR OVLD SENSOR BUS RLY
NO. 1 NONESS DC BUS NO. 2 NONESS DC BUS

NO. 1 NO. 2
MAIN NO. 1 ESS DC BUS MAIN
DC DC
BUS NO. 2 ESS DC BUS BUS
VM VM
CIRCUIT
ISOLATION DIODES
BREAKERS
NO. 1 EMERG BUS NO. 2 EMERG BUS
BATTERY
Figure 2-1. DC Electrical Power Distribution

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CIRCUIT PROTECTION AC POWER

Circuit breakers, attached to each bus, provide
protection for individual circuits and systems. GENERAL
Isolation diodes provide reverse-current pro-
tection and separation of the two identical DC AC electrical power is provided by two 450-
electrical systems. volt/amp, 28-VDC-powered, solid-state in-
verters which output both 115- and 26.5-VAC
electrical power at 400 Hz. In the event of an
SYSTEM CONTROLS inverter failure, the remaining inverter auto-
matically assumes and is capable of sustain-
DC electrical system controls (Figure 2-2),
ing all AC electrical loads.
located on the overhead console, include No.
1 and No. 2 battery bus switches, No. 1 and No.
2 generator switches, a nonessential bus DISTRIBUTION AND CIRCUIT
switch, and an emergency load switch. On PROTECTION
early model 412s, with the exception of CAA-
certified helicopters, the emergency load AC power is distributed by AC buses No. 1
switch is barred in the NORMAL position and (115-volt), No. 1 (26.5-volt), No. 2 (115-
is inoperable. Sensors, relays, ground-fault volt), No. 2 (26.5-volt), No. 3 (115-volt),
detectors, DC control units, and circuit break- and No. 3 (26.5-volt) and by circuit break-
ers at various locations on the airframe also ers which provide individual circuit protec-
provide control and protection of the DC elec- tion. Bell 412 SNs 33108 and subsequent
trical system. also have AC emergency buses, both 115-
volt and 26.5-volt. Figures 2-3 and 2-4 show
AC electrical power distribution.
ON NORMAL ON ON ON ON ON
NON-ESNTL NON-ESNTL
NORMAL BUS INV 1 INV 2 NORMAL BUS INV 1 INV 2
MANUAL OFF OFF MANUAL OFF OFF
NORMAL ON ON NORMAL ON ON
EMERG LOAD EMERG LOAD

GEN 1 GEN 2 BATTERY GEN 1 GEN 2 BATTERY
RESET OFF OFF RESET OFF OFF
RESET RESET
O O O O
F F F F
F F F F
ON ON ON ON
ON ON BUS 2 ON ON BUS 2
BUS 1 BUS 1
SNs 33001–33107 SNs 33108 AND SUBSEQUENT
Figure 2-2. DC Electrical System Controls

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SYSTEM CONTROLS COCKPIT CONTROLS

AC electrical system controls (Figure 2-5) AND INDICATIONS
c o n s i s t o f t h e N o . 1 a n d N o . 2 i nve r t e r
switches. Remotely located sensors and a The overhead electrical console (Figures 2-6 and
bus control relay handle automatic switch- 2-7) provides primary control of the DC and AC
ing of AC electrical loads in the event of an electrical systems as well as lighting, utility, and
inverter failure. optional systems. Three instrument panel gages
are provided to show DC and AC voltages and
the load on each generator. Numerous caution
panel lights are provided to advise the pilot of
electrical system malfunctions.
NO. 1 DC ESS BUS NO. 2 DC ESS BUS
NO. 1
26.5-VAC BUS
NO. 2
26.5-VAC BUS
NO. 3
26.5-VAC BUS
NO. 1 NO. 2
INVERTER INVERTER
BUS CONTROL
RELAYS
AC SENSOR RELAY
INVERTER NO. 1 INVERTER NO. 2
AC NO. 3
VM 1 NO. 1 115-VAC BUS
115-VAC BUS
AC
Figure 2-3. AC Electrical Power Distribution (SNs 33001 through 33107)

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NO. 1 DC EMER BUS NO. 2 DC EMER BUS

NO. 1
26.5-VAC BUS
NO. 2
26.5-VAC BUS
NO. 3
26.5-VAC BUS
NO. 1 NO. 2
INVERTER INVERTER
26.5 EMERG BUS CONTROL

RELAYS
AC SENSOR RELAY
115-V EMERG
NO. 1 NO. 2
INVERTER INVERTER
AC NO. 3
115-VAC BUS
AC
Figure 2-4. AC Electrical Power Distribution (SNs 33108 and Subsequent)
NORMAL NON-ESNTL
BUS INV 1 INV 2
MANUAL OFF OFF
NORMAL ON ON
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET RESET OFF
O O
F F
F F
ON ON ON ON
BUS 1 BUS 2
Figure 2-5. AC Electrical System Controls

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AC BUS NO 1 AC AC BUS NO 2 AC
NO 1 ENG 1 CPLT ENG 1 ENG 1 XMSN FUEL ENG 2 ENG 2 PILOT CBOX ENG 2 NO 2
HYDR FUEL LF CPLT 26V TORQUE OIL OIL QTY OIL TORQUE 26V PILOT OIL FUEL HDR
PRESS PRESS ADF HSI BUS METER PRESS PRESS PRESS METER BUS HS 1 PRESS PRESS PRESS
FEEDER FEEDER
CPLT CPLT AFCS AFCS CPLT PILOT AFCS AFCS PILOT PILOT
BUS 1 CPLT 115V GYRO 115V TORQUE 25V ATTD ATTD 26V FLT 115V GYRO 115V PILOT BUS 2
VM HS1 BUS CMPS NO 2 NO 2 SYS SYS NO 1 DIR NO 1 CMPS BUS HS 1 VM

FEEDER NAV COMM NAV COMM FEEDER
BUS 3 TURN TURN
FEEDERS SLIP LF DME NAV2 VHF2 VHF NAV 1 VLF RDR MKR SLIP
26V 115V CPLT XPDR ADF COMM COMM NAV ALTM BCN PILOT AC
AC
LIGHTING LIGHTING
INSTR INSTR MAP LDG LDG SCHLT SCHLT MAP INSTR ENG ANTI BAG
POSN CSL PED SEC CPLT CPLT CONT PWR PWR CONT PILOT PILOT INSTR UTIL COLL COMPT
HYDR CAUTION/WARNING CAUTION/WARNING HYDR
BAG MAIN ENG 1 CARGO ENG 2 RES

NO 1 NO 1 ENG 1 COMPT FIRE FIRE MASTER HOOK STBY CAUTION FIRE FIRE ROTOR ENG 2 NO 2 NO 2
SYS TEMP RPM FIRE EXT DET CAUTION REL ATTD FAIL DET EXT RPM RPM TEMP SYS
DET
ENGINE NO 1 ENGINE NO 2
FUEL OIL FUEL ITT FUEL FUEL FUEL FUEL

FUEL FUEL FUEL FUEL ITT FUEL OIL IDLE
INTCOM TEMP VALVE COMP BOOST CONT CONT XFEED

XFEED CONT CONT BOOST COMP VALVE TEMP STOP HTR
HTR
PITOT CBOX XMSN PITOT EMER
IGN START GOV PART GEN 1 HTR ICS OIL OIL ICS HTR GEN PART BUS GEN PART
RLY CONT SEP RESET CPLT CPLT TEMP TEMP PILOT PILOT RESET SEP RESET SEP
MAIN DC MAIN DC
WIND WIND
ICS SHIELD INV 1 GEN 1 NO 2 ESNTL NO 1 ESNTL NO 1 ESNTL NO 2 ESNTL GEN 2 INV 2 SHIELD step
CABIN WIPER PWR FIELD BUS BUS BUS BUS FIELD PWR WIPER
CPLT FEEDERS FEEDERS FEEDERS FEEDERS PILOT
HS 1 NONESNTL HOUR LT AFCS AFCS FLT FORCE EMER CABLE

ESNTL ESNTL
DC DC
CMD BUS METER EMER NO 2 NO 1 DIR TRIM FLOATS CUTS
+ +
CONT PWR CONT PWR CABIN LT AIR VENT CONT PWR
NON LH RH NON
ESNTL ESNTL
DC DC
HTR DOME BLO BLO
WINDSHIELD HEAT HOIST
CONSOLE LT PED LT SEC INSTR LT

WSHLD HEAT AIR COND STBY EMERG
LH RH AIR FLOW ATT LT
OFF OFF LOW TEST DISARM
O
F TEST
F
ON ON HIGH ON ARM OFF BRT OFF BRT OFF BRT
COPLT INSTR LT ENG INSTR LT PILOT INSTR LT
VENT AFT CARGO

BLOWER OUTLET HEATER RELEASE
OFF OFF OFF OFF
OFF BRT OFF BRT OFF BRT
UTILITY MASTER EXTERIOR LIGHT

ON ON ON ARM LIGHT CAUTION POSITION ANTI COLL
HEAT OFF TEST OFF OFF
WIPERS
OFF OFF
PK LO PK LO ON NORMAL ON ON
NON-ESNTL
NORMAL BUS INV 1 INV 2
MED MED
MANUAL OFF OFF
HI HI
COPILOT PILOT
NORMAL ON ON
LEGEND
AFT DOME LIGHTS EMERG LOAD
PITOT STATIC BATTERY
GEN 1 GEN 2
WHITE
HEATERS
OFF RESET RESET OFF OFF NONESSENTIAL BUS
O O
OFF F F
F F
ON ON
ESSENTIAL BUS
RED ON ON ON
BUS 1 BUS 2
OFF BRT
EMERGENCY BUS
Figure 2-6. Overhead Console (SNs 33001 through 33107)

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EMERG
BUS 2 BUS BUS 3 BUS 1
115 V 26 V 115 V 26 V 26 V 115 V 26 V 115 V
AC AC FEEDERS
AC FEEDERS AC
+ ENG 2
ENG 1 AFCS CBOX NO 2
NO 1 XMSN AFCS ICS FUEL OIL TORQUE 26V OIL PILOT HYD
HYD CPLT OIL 26V TORQUE OIL FUEL LF
RADIO PRESS PRESS METER NO 1 PRESS HS 1 PRESS

PRESS HS 1 PRESS NO 2 METER PRESS PRESS ADF OPER
CPLT AFCS CPLT CARGO PILOT AFCS PILOT
BUS 1 CPLT GYRO 115V ATT ENG HOOK WXR RDR ATT FLT 115V GYRO PILOT BUS 2
VM HS 1 CMPS NO 2 SYS ALT REL DC AC SYS DIR NO 1 CMPS HS 1 VM

AC AC
NAV-COMM TURN
TURN NAV-COM RAD SLIP STEP
VHF 2 NAV 2 VLF IDENT STBY
ICS SLIP IDLE MKR LF DME NAV 1 VHF 1
COMM NAV ALT XPDR AATT PLT

CABIN CPLT STOP BCN ADF COMM
LIGHTING LIGHTING
INST MAP INST 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 FIRE FIRE ROTOR ENG 2 NO 2 NO 2 OIL
CAUTION
TEMP SYS TEMP RPM FIRE EXTG DETR CAUTION FAIL DETR EXTG RPM RPM TEMP SYS TEMP
FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL
TRANS CONTR BOOST XFEED CONTR VALVE QTY INTCON INTCON QTY VALVE CONTR XFEED BOOST CONTR TRANS
HTR PITOT HTR
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 2
ENGINE NO 1
MAIN DC
MAIN DC EMERG
BUS WIND
WIND GOV NO 1 ESNTL NO 2 ESNTL GEN 2 SHIELD INV 2
INV 1 SHIELD GEN 1 NO 2 ESNTL NO 1 ESNTL
BUS BUS FIELD INTCT WIPER PWR

WIPER CONTR FIELD BUS BUS FEEDERS FEEDERS PILOT
PWR
CPLT FEEDER FEEDER
NON ESNTL HOUR AFCS LT FLT AFCS FORCE EMERG CABLE
BUS METER NO 2 EMER NO 1 DIR TRIM FLOATS CUT

LH RH
HTR DOME BLO


O
F TEST
F
VENT AFT CARGO

OFF OFF OFF OFF

ON ON ON ARM LIGHT CAUTION POSITION ANTI COLL
WIPERS
OFF OFF
ON NORMAL ON ON
PK LO PK LO
NON-ESNTL
MED MED
MANUAL OFF OFF
HI HI
COPILOT PILOT
NORMAL ON ON
LEGEND
AFT DOME LIGHTS EMERG LOAD
GEN 1 GEN 2
WHITE
HEATERS
OFF RESET RESET OFF OFF NONESSENTIAL BUS
O O
OFF F F
F F
ON ON ESSENTIAL BUS
RED ON ON ON
BUS 1 BUS 2
OFF BRT
EMERGENCY BUS
Figure 2-7. Overhead Console (SNs 33108 through 36019)

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OVERHEAD ELECTRICAL INV 1 and 2 switches. All Bell 412s have an

CONSOLE EMERG LOAD switch installed; however, on
helicopters prior to SNs 33108, the emergency
The overhead electrical console provides the load switch is barred in the NORMAL posi-
pilot with quick and easy access to electrical tion and cannot be used. All electrical system
system controls, circuit breakers, and various controls are discussed separately in the text.
airframe system controls.
The circuit breaker portion of the overhead GAGES

console is separated down the middle to cor- Two identical dual voltmeters on the engine in-
respond with the two separate DC electrical strument panel provide voltage indications for the
systems. The left half of the circuit-breaker AC and DC electrical systems. A dual ammeter,
panel (marked “BUS NO 1” on earlier 412s) located to the left of the voltmeters, indicates the
contains the circuit breakers for the No. 1 gen- amperage load on each generator. Figure 2-8
erator, No. 1 main DC bus, No. 1 essential shows the electrical system indications.
DC bus, No. 1 nonessential DC bus, No. 1 DC
emergency bus, No. 1 engine, No. 1 airframe
systems, and copilot items. The right half of DC Voltmeters
the circuit-breaker panel (marked “BUS NO. The right side of each voltmeter, identified as
2” on earlier 412s) contains the circuit break- the No. 1 voltmeter (left gage) and the No. 2
ers for all the No. 2 DC buses, systems, and voltmeter (right gage), indicates voltage on the
pilot items. The No. 1 and No. 2 AC buses and No. 1 essential DC bus and No. 2 essential DC
No. 1 and No. 2 AC items are similarly split. bus, respectively. Normally, both DC volt-
A few exceptions such as DC and AC power meters indicate identical voltage. The only
for the AFCS and the No. 3 AC bus feeders do exception is in the event of an essential bus fail-
occur. On SNs 33108 and subsequent, an ad- ure, when the respective voltmeter indicates
ditional AC circuit-breaker panel is added be- 0 volts. No DC voltage limitations are indi-
hind the overhead console and contains the cated on the face of the DC voltmeters.
115- and 26.5-VAC bus feeder circuit break-
ers for the AC emergency bus and No. 1, No.
2, and No. 3 AC buses. AC Voltmeters
In addition to the separation of buses, all DC The left side of each voltmeter indicates the
circuit breakers are bracketed under head- voltage on the No. 1 115-VAC bus and No. 2
ings such as NAV-COMM, LIGHTING, CAU- 115-VAC bus, respectively. Both AC volt-
TION/WARNING, ENGINE, HYDR, and meters should indicate identical voltage except
MAIN DC and are symbolized to indicate in the event of a No. 1 or No. 2 AC bus fail-
their bus dependency. A large rectangle ure. No. 3 115-VAC bus voltage is not dis-
etched on the panel around a circuit breaker played nor is the voltage of the three 26.5-VAC
indicates emergency bus dependency while buses. No AC voltage limitations are indi-
two bars indicate essential bus dependency cated on the face of the AC voltmeters.
and no symbol indicates nonessential bus de-
pendency. AC emergency bus breakers are Generator Ammeters
also symbolized.
The dual ammeter, or loadmeter, indicates am-
perage load on each generator. The left half am-
SYSTEM CONTROLS meter shows the load on the No. 1 generator
while the right half indicates the load on the
Electrical system controls include the BAT- No. 2 generator. The ammeters may not show
TERY BUS 1 and 2 switches, the GEN 1 and identical readings but should indicate within
2 switches, the NON-ESNTL BUS switch, and 20 amps of each other. An ammeter does not

3 3
2 AMPS 2
1 2
1 1
X100
0 0
NO. 1 NO. 2 NO. 2
NO. 1
STARTER- STARTER- GEN OUTPUT
GEN OUTPUT
GENERATOR GENERATOR RLY
RLY
EXT
DC PWR DC
LOAD- LOAD-
METER NO. 1 CONTROL CONTROL NO. 2 METER
START UNIT UNIT START
RLY RLY
EXT
NO. 1
SHUNT PWR RLY NO. 2 SHUNT
STARTER/GEN
RLY STARTER/GEN
RLY
BAT BUS
NO. 1 BUS NO. 2 BUS
NO. 1 BAT RLY BAT RLY NO. 2
NON- BAT NON-
ESS ESS
BUS OVLD OVLD BUS
RLY SENSOR SENSOR RLY
NO. 1 NONESS NO. 2 NONESS

DC BUS DC BUS
NO. 1 NO. 1 ESS DC BUS NO. 2

MAIN MAIN
DC BUS DC BUS
NO. 2 ESS DC BUS
NO. 1 NO. 2
VOLT- VOLT-
METER METER
EMER LOADS SWITCH
NO. 1 NO. 2
EMER EMER
BUS BUS
FROM
BAT
BUS
NO. 1 NO. 1 115-VAC BUS NO. 2

INVERTER INVERTER
NO. 2 115-VAC BUS

130 30 130 30
120 120
25 25
AC DC AC DC
20 NO. 3 115-VAC BUS 20
100 VOLTS 100 VOLTS
90 15 90 15
NO. 1 AC NO. 2 AC
VOLTMETER VOLTMETER
130 30 130 30
3 3 120 120
AMPS 25 25
2 2
AC DC AC DC
1 2
1 20 20
1
X 100
100 VOLTS 100 VOLTS
0 0 90 15 90 15
Figure 2-8. Electrical System Indications (SNs 33001 through 33107)

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indicate if its generator is switched off, not op- a larger 40-amp-hour nickel-cadmium bat-
erating, or just not on line. Generator limita- tery. The battery is connected directly to the
tions are indicated on the face of the ammeters. battery bus and associated electrical compo-
nents mounted underneath the avionics shelf.
During a generator-assisted engine start and Battery use is limited to engine starting and
during initial recharging of the battery, an ex- as an emergency backup source of electrical
tremely high (above the red line) generator power in the event of dual-generator failure.
load is indicated, which is normal. As a backup DC power source in flight, the bat-
tery can sustain essential DC loads for ap-
proximately 30 minutes (90 minutes for SNs
DC SYSTEM OPERATION 33108 and subsequent if the EMERG LOAD
switch is used). Should battery voltage fall
GENERAL below 20 volts, some form of external power
should be used for starting.
DC electrical system operation occurs as a
function of the normal engine starting proce-
dures outlined in Section 2 of the manufac- Battery Operation
turer’s approved Flight Manual. Operation Battery power is applied to the airframe by
begins with battery power, applying AC elec- connecting the battery bus to the No. 1 and
trical power, and then generator power. Use of No. 2 main DC buses by means of the No. 1
external power and the NON-ESNTL bus and No. 2 battery bus relays which are actu-
switch are at the pilot’s discretion. The fol- ated by the BATTERY BUS 1 and BUS 2
lowing discussion parallels normal starting switches (Figure 2-10). the BATTERY BUS
procedures. switches are connected directly to the battery
bus and are protected by the NO 1 and NO 2
BATTERY BUS BAT circuit breakers located on the
hourmeter panel.
General
Any time both battery bus relays are in the
The single 24-volt, 34-amp-hour, nickel-cad- same position, either closed (BATTERY BUS
mium battery (Figure 2-9) is located on a shelf s w i t c h e s O N ) o r o p e n ( BAT T E RY B U S
in the nose of the helicopter. Most later 412s switches OFF), the BATTERY caution panel
SNs 33121 and subsequent, are equipped with l i g h t i l l u m i n a t e s . T h e BAT T E RY B U S
Figure 2-9. Battery Installation

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switches are magnetically held in the ON po- Battery Temperature

sition as long as their respective battery bus Warning Light
relay remains closed.
Although nickel-cadmium batteries hold a
With both BATTERY BUS switches in the ON higher charge longer than the lead-acid type,
position, the battery bus relays close, direct- when they lose charge, they do so rapidly.
ing battery power from the battery bus to the After engine starting the battery’s charge may
No. 1 and No. 2 main DC buses and on to the be very low. The charge may also be low if the
essential and emergency buses. In this condi- battery is old and some internal deterioration
tion the nonessential buses are not powered. has occurred. In either case recharging the
Battery voltage is displayed on both DC volt- battery with a full 28-VDC at high amperage
meters. Figure 2-11 illustrates battery power. from a generator may cause overheating of
the battery, which can lead to more serious
problems. A BATTERY TEMP caution panel
warning light is provided to advise the pilot
of battery overheating.

LIGHT CAUTION POSITION ANTI COLL
OFF TEST OFF OFF
NORMAL ON ON
ON
NON-ESNTL
NORMAL BUS INV 1 INV 2 NO 1 NO 2 S
BUS BUS
MANUAL OFF OFF
5 5
BAT BAT
NORMAL ON ON
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET OFF OFF
RESET
O O
F F
F F
ON ON ON ON
BUS 1 BUS 2
SNs 33001 through 33107
Figure 2-10. BATTERY BUS Switches
130 30 130 30
120 120
25 25
AC DC AC DC
20 20
100 VOLTS 100 VOLTS
90 15 90 15
Figure 2-11. Battery Power Indication

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NO. 1 NO. 1 NO. 2

GEN OUTPUT STARTER- STARTER- NO. 2 GEN
RLY GENERATOR EXT PWR RCPT GENERATOR OUTPUT RLY
LOAD- LOAD-
METER NO. 1 EXT PWR METER
START RLY RLY
SHUNT NO. 1 STARTER/ NO. 2 BATTERY SHUNT

STARTER/GEN RLY

BUS RLY OVLD SENSOR BUS RLY
OVLD SENSOR

NO. 1 NO. 2
DC DC
VM VM
BATTERY
Figure 2-12. Battery Bus Bypass System

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On SNs 33001 through 33120, a normally close the battery bus relays, when there isn’t
open thermoswitch is mounted with spring sufficient voltage, there is no way to start the
tension against the bottom of the battery case. No. 1 engine short of replacing the battery
If the case temperature reaches 130° Fahrenheit, with a new or recharged one, a normally un-
the switch closes and illuminates the BATTERY acceptable delay.
TEMP warning light. Actual internal battery
temperature is approximately 15° hotter than At the urging of off-shore operators, whom this
case temperature. On later model 412s, SNs problem affected most, a Technical Bulletin was
33121 and subsequent, a probe-type ther- published allowing installation of a momentary
moswitch is inserted directly into the battery. switch which allows the No. 2 battery bus relay to
If internal battery temperature reaches 145° F, be closed using external power rather than battery
the switch closes and illuminates the BATTERY power (Figure 2-12). A second person is required
TEMP warning light. The warning light circuit to activate this switch, commonly called the
uses 28-VDC power and is protected by the “2S11” switch, due to its location in the pilot’s
MASTER CAUTION circuit breaker. chin window area.
Illumination of the BATTERY TEMP warning Operation

light requires the pilot to disconnect the bat-
tery from the DC electrical system by placing With a dead battery and the battery bus relays
both BATTERY BUS switches to OFF. This inoperative, the pilot in the cockpit, at the
condition may require a landing. The pilot controls, has external power applied to the
should consult the manufacturer’s approved aircraft and starts the No. 2 engine normally
Flight Manual for specific procedures. but does not turn its generator on, due to ex-
ternal power being applied.
Battery Bus Bypass System When the pilot is ready to start the No. 1 en-
gine, the second person reaches into the pilot’s
General chin bubble area and presses and hold the bat-
Under normal circumstances with a fully tery bus bypass switch in. The pilot then
charged battery, both engines can be started switches the No. 2 BATTERY BUS switch
from either battery power or an external power ON, which uses the external power, supplied
source (Figures 2-15 and 2-16). Both start meth- through the battery bus bypass switch, to close
ods require battery power to close the battery the No. 2 battery bus relay.
bus relays, allowing either battery power or
external power to reach both engines for start- With the No. 2 battery bus relay closed, ex-
ing. Approximately 13 VDC is required to close ternal power flows to the battery bus and sup-
and hold the battery bus relays closed. plies power to hold the relay closed. The
second person can now release the battery bus
If the battery is so weak that it cannot close bypass switch, and the pilot can close the No.
or keep the battery bus relays closed, external 1 battery bus relay, to supply external power
power can be applied and the No. 2 engine from the battery bus to the No. 1 main DC bus
started from that source. However, the No. 1 and the No. 1 engine starter. The battery is also
engine cannot be started using external power being recharged by the external power.
unless there is a path for DC power to get from
the No. 2 bus to the No. 1 bus. The external External power is disconnected, both gener-
power path normally used is from the No. 2 ators switched on, and the No. 2 BATTERY
main bus through the No. 2 battery bus relay BUS switch positioned to ON to continue
to the battery bus and then through the No. 1 recharging the battery. If the battery is still too
battery bus relay to the No. 1 main bus and the weak to close the relay, the battery bus bypass
No. 1 starter. Since 13 VDC is required to switch can again be used.

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NON-ESNTL
BUS
MANUAL
NORMAL
EMERG LOAD
NO. 1 NO. 1 NO. 2 NO. 2
GEN OUTPUT STARTER- STARTER- GEN OUTPUT
RLY GENERATOR EXT PWR RCPT GENERATOR RLY
LOAD- LOAD-

STARTER/GEN RLY

OVLD SENSOR
NO. 1 NO. 2
DC DC
VM VM
Figure 2-13. Nonessential Buses

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NONESSENTIAL BUSES automatically deactivate to reduce the load

on the remaining generator or battery. The
Since the battery may not have sufficient nonessential buses can be reactivated any time
charge to handle all of the helicopter’s DC by using the NON-ESNTL BUS switch.
electrical loads during starting, the nonessen-
tial buses are not powered when the battery
bus switches are first turned on and by design EXTERNAL POWER
do not receive power until both generators External power, from either a battery cart or
are on line. a ground power unit, may be applied to the he-
licopter any time it is on the ground and the
If the pilot needs the nonessential buses to be generators are not operating on line. Although
p ow e r e d , f o r l i g h t i n g , r a d i o s , e t c . , t h e external power is limited to 1,000 amps max-
nonessential buses may be activated with the imum at 28 VDC, at least 600 to 800 amps is
NON-ESNTL BUS MANUAL-NORMAL required for a normal engine start.
switch on the overhead console. Moving the
switch to the MANUAL position closes re- The external power connection (Figure 2-14)
lays connected to the No. 1 and No. 2 main DC to the helicopter is located on the nose just to
b u s e s a n d p ow e r s t h e N o . 1 a n d N o . 2 the right and slightly below the battery com-
nonessential buses. partment door. When not in use, the standard
external power receptacle is covered by a small
Once both generators are operating on line, the door. When the door is opened, a microswitch
nonessential buses (Figure 2-13) are auto- c l o s e s a n d i l l u m i n a t e s t h e E X T E R NA L
matically powered. If the NON-ESNTL BUS POWER caution panel light.
switch is in the MANUAL position when the
second generator comes on line, the switch Insertion of the external power plug into the
snaps back to the NORMAL position. If one receptacle activates the external power relay,
or both generators fail, a generator is turned which closes and directs external power to
off, or if an engine fails, the nonessential buses the No. 2 main DC bus. Both BATTERY BUS
Figure 2-14. External Power Connector

switches should be in ON to close the battery the nonessential buses, the NON-ESNTL
bus relays, thereby directing external power switch must be placed in manual.
to the battery for recharging and to the No. 1
starter -generator for engine starting. Figure Once both engines have been started using
2-15 illustrates the external power circuit. external power, the external power plug should
During external power usage, if the pilot needs be removed and the external power door
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET OFF OFF
RESET
O O
F F
F F
ON ON ON
ON BUS 2
BUS 1
NO. 1
GEN OUTPUT NO. 1 NO. 2
RLY STARTER- STARTER- NO. 2 GEN
GENERATOR EXT PWR RCPT GENERATOR OUTPUT RLY
LOAD- LOAD-

STARTER/GEN RLY

OVLD SENSOR

NO. 1 NO. 2
DC DC
VM VM
BATTERY
Figure 2-15. External Power Schematic

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closed. The pilot should visually check that the Low battery voltage (20 volts and less) may not
plug has been removed and that the EXTER- provide sufficient power to activate the starter
NAL POWER caution light has extinguished, and hold the starter relay closed. Should this
indicating that the external power door has condition occur, external power should be used.
been closed and secured. Generators should be
turned on only after external power has been Once the engine is started, the starter switch
removed from the airframe to ensure proper on- should be positioned to OFF at 55% N 1 rpm.
line operation. This action opens the starter relay.
The use of quick-start high-voltage battery The engine should be accelerated to 85% N 2
packs as external power sources should be rpm (best second-engine engagement speed),
avoided to preclude possible battery damage. and the N 1 rpm checked for a minimum of
If high voltage (32 to 33 VDC) units must be 71% N 1 rpm. The 71% N 1 rpm ensures proper
used, the BATTERY BUS switches should be generator output voltage and that there will be
in the OFF position to preclude battery over- no engine “drag-down” when the generator is
charging and possible damage. Only the No. turned on.
2 engine can be started with the BATTERY
BUS switches in OFF. With the No. 2 engine
started, the high voltage unit should be dis- SINGLE-GENERATOR
connected, the No. 2 generator turned on, both OPERATION
BATTERY BUS switches turned on, and then
the No. 1 engine started with a generator-as- NOTE
sisted start.
The generators should not be turned
on with external power connected to
ENGINE STARTING the helicopter.
Each engine is equipped with a starter-gen-
erator mounted at the top of the N 1 accessory With the engine at 71% N 1 rpm or higher and
section and geared directly to the N 1 com- the appropriate generator switch turned on, the
pressor. The starter-generator either drives, as generator output relay closes and directs the
a starter, or is driven by the N 1 compressor, generator output to the associated main DC
as a generator, and operates any time the N 1 bus, the battery bus, and the remainder of the
compressor turns. Figure 2-16 illustrates en- electrical system. Three cockpit indications of
gine starting. the proper generator’s output are provided:
(1) the DC GENERATOR caution panel light
Engine starting is accomplished by energizing extinguishes, (2) both DC voltmeters indicate
the starter windings of the starter-generator generator output voltages and (3) the genera-
with DC electrical power, normally supplied tor’s ammeter indicates a very high load due
from the battery. With both BATTERY BUS to battery recharging. Figure 2-17 shows gen-
switches in ON, the starter switch must be de- erator operation.
pressed and moved to the selected engine start
position. This closes the generator relay and The on-line generators ammeter remains high
positions the start relay for the selected engine for approximately ten to 15 seconds and then
to route DC electrical power to the starter wind- starts to decrease as the battery’s charge in-
ings. The starter limitations are 30 seconds on, creases. The ammeter should be allowed to de-
60 seconds off, 30 seconds on, 5 minutes off, crease to 150 amps or below prior to starting
30 seconds on, and 15 minutes off. the second engine.

L ARMED F
ON EXT D L
G O EMERG LOAD
A BATTERY
L
+
T GEN 1 GEN 2
OFF RETR
OFF RESET OFF OFF
T S RESET
START O O
IDLE STOP E E F F
ENG ENG
N N F F
G G
1 2 1 2 ON ON ON
ON BUS 2
BUS 1
SRCH LT
UP
H EXT ON
O
I O
L L F
S
T F
DN STOW
RET
INC GO-
R
P
M
DECR A R O UN D 130 30 130 30
3 3 120 120
AMPS 25 25
2 2
AC DC AC DC
1 2
1 20 20
1
X 100
100 VOLTS 100 VOLTS
0 0 90 15 90 15
NO. 1 NO. 2
STARTER- STARTER-
GENERATOR EXT PWR RCPT GENERATOR
LOAD- LOAD-
SHUNT NO. 1 STARTER/

SHUNT
STARTER/GEN RLY

OVLD SENSOR

NO. 1 NO. 2
DC DC
VM VM
BATTERY
Figure 2-16. Starting No. 1 Engine

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international
NO. 1 NO. 1 NO. 2

GEN OUTPUT NO. 2
STARTER- STARTER-
RLY GEN OUTPUT
RLY
LOAD- LOAD-
SHUNT NO. 1 STARTER/

SHUNT
STARTER/GEN RLY

OVLD SENSOR

NO. 1 NO. 2
DC DC
VM 28 28 VM
CONDITIONS:
• NO. 1 GENERATOR ON
BATTERY • GENERATOR-ASSISTED
START FOR NO. 2
ENGINE
Figure 2-17. Generator Operation
GENERATOR-ASSISTED START With both generators on line, the No. 1 battery

bus relay is automatically opened to separate
The second engine is started with a combina- the two electrical systems, and the nonessen-
tion of battery and generator power and is re- tial buses are automatically powered. Figure
ferred to as a generator-assisted or cross-start. 2-18 illustrates dual-generator operation.
Starting procedures for the second engine are
identical to those for the first engine start with Indications of proper dual-generator operation
the exception of checking for a proper second include: (1) the second DC GENERATOR cau-
engine engagement. tion panel light extinguishes, (2) the BAT-
TERY caution panel light extinguishes, (3)
both DC voltmeters indicate parallel genera-
DUAL-GENERATOR tor voltage, (4) the No. 2 generator’s amme-
OPERATION ter initially indicates a very high load due to
With the second engine operating at a mini- battery recharging, (5) the nonessential buses
mum of 71% N 1 higher and the associated are powered, and if the NON-ESNTL BUS
generator switch turned on, the generator out- switch was in the MANUAL position, it au-
put relay closes and directs the generator’s out- tomatically switches to the NORMAL position.
put to the other main DC bus and on to the
remainder of the electrical system. The normal operating mode of the separate DC
electrical systems is achieved with both gen-
erators operating on line. In this condition all

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NO. 1 NO. 1 NO. 2

GEN OUTPUT STARTER- STARTER-
RLY GENERATOR EXT PWR RCPT NO. 2 GENERATOR
GEN OUTPUT
RLY
LOAD- LOAD-
NO. 1 STARTER/
SHUNT SHUNT
STARTER/GEN RLY

OVLD SENSOR

NO. 1 NO. 2
DC DC
VM 28 28 VM
NO. 1 VOLTMETER NO. 2 VOLTMETER
Figure 2-18. Dual-Generator Operation
DC buses are powered, the battery is contin- within a range of 27 to 28 VDC, depending
ually being charged to maintain peak poten- upon OAT. Because the generators’ output
tial, DC electrical loads are being shared by voltages are within such close tolerance, both
both generators, and back-up as well as load- generators can provide power to the electrical
shedding capabilities are available. buses with both sharing the load (load shar-
ing) and both providing output (paralleling).
The generator ammeters should read within 20
DC CONTROL UNITS amps of each other.
General
During normal, dual-generator operation, each
Overexcitation Protection
generators output is controlled by a DC con- If a generator voltage is above 28.5 volts and
trol unit, sometimes referred to as a genera- it is supplying significantly more current than
tor control unit (GCU). The DC control units the other, the offending generator will be
have numerous functions, listed below, and tripped off. Current differential between gen-
work together to control, switch, and inter- erators is determined by the voltage difference
connect the two separate electrical systems. between the generator interpole and the equal-
Figure 2-19 shows the DC control units. izer bus.
Voltage Regulation Overvoltage Protection

Each generator’s DC control unit is adjusted If a generator’s voltage exceeds 32.5 volts,
by maintenance to ensure that it generator’s that generator is dropped off line.
outputs within 1/10 of a volt of the other and

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international
Reverse-Current Protection occurs, the DC control unit switches the ap-

propriate generator off line.
Any time DC electrical system voltage ex-
ceeds that of a generator, the DC control units
will open that generator’s relay and drop it off Line Contacting
line to prevent a reverse-current situation. Since the DC control units exercise such ex-
This condition most often occurs with exter- tensive control over the generators, one of
nal power applied or during engine shutdown their functions is that of activating the gener-
when battery voltage exceeds generator out- ator relays to connect or disconnect the gen-
put voltage. erators to or from the electrical system. This
switching is called line contacting.
Ground Fault Detection
Induction transformers, located at each gen- DC GENERATOR
erator output, on the battery bus and at the MALFUNCTIONS
buses in the overhead console, sense the am-
perage of the wires passing through them and General
send signals to the DC control units. These sig-
nals are compared to ensure that the electri- The DC generators are very reliable and his-
cal system loads are approximately balanced torically free from problems. However, the
with the amperage output of the DC genera- following caution lights are provided to alert
tors. If a short circuit or other load imbalance the pilot of any malfunctions that might occur.
NO. 1 NO. 1 NO. 2

GEN OUTPUT STARTER- STARTER- NO. 2
RLY GENERATOR GENERATOR GEN OUTPUT
RLY
DC DC
LOAD- EXT PWR LOAD-
CONTROL CONTROL
METER NO. 1 NO. 2 METER
UNIT UNIT
START RLY START RLY
NO. 1 STARTER/ EXT PWR
SHUNT SHUNT
GEN RLY RLY NO. 2
STARTER/GEN RLY
BAT BUS
BUS BUS
Figure 2-19. DC Control Units

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international
DC Generator Caution If a GEN OVHT caution panel light illumi-

Panel Light nates, the pilot should switch off the over-
heated generator and monitor the caution light.
Any time a generator fails, is switched off, is If an excessive electrical load caused the over-
tripped off line, or is otherwise taken off line, heating, and the generator is switched off re-
the DC Generator caution panel light illumi- moving the load, the GEN OVHT light should
nates by the opening of the generator relay. The extinguish within a short time. If the over-
most common causes for the generator being heating was caused by a mechanical mal-
tripped off line are starter switch left in the start function, the GEN OVHT light probably
position, undervoltage, overvoltage, engine remains illuminated.
failure or shutdown, and action by a DC con-
trol unit. Whatever problem caused illumination of the
GEN OVHT caution panel light should be cor-
If the DC GENERATOR caution light illumi- rected prior to the next flight. If the helicopter
nates, the pilot should check that the respec- is being flown under IMC or at night, it may
tive GEN FIELD and GEN RESET circuit be advisable to land as soon as practical to
breakers are in and then move the generator avoid further problems.
switch from ON, through OFF, to RESET, and
then back to ON. If the generator does not
come back on line, it should be switched off. OTHER DC ELECTRICAL
The pilot should also switch the BATTERY SYSTEM MALFUNCTIONS
BUS 1 and/or BATTERY BUS 2 switches to
the proper position to ensure battery recharg- General
ing and, if desired, position the NON-ESNTL
BUS switch to MANUAL to reactivate the non Although extremely rare, there are several DC
essential buses. electrical system malfunctions that may occur.
Among these are dual-generator failure, es-
sential bus failure, and emergency bus failure.
GEN OVHT Caution
Panel Light Dual-Generator Failure
The GEN OVHT (generator overheat) caution Failure of one generator does not pose sig-
panel light is activated by a thermoswitch lo- nificant problems since the remaining gener-
cated in the path of the cooling air exiting ator can easily handle all normal electrical
each generator. The light illuminates if the loads, with the exception of certain systems
cooling air reaches a temperature of 155° C. such as heated windshields, the Nightsun
If the air cools down, the light extinguishes. searchlight, and air conditioning. Loss of the
second generator, however, could occur and re-
Generator overheating can be caused by either sult in the battery becoming the sole remain-
an excessive electrical load on a generator for ing source of DC electrical power. The battery
an extended period of time or by internal me- can usually support normal essential electri-
chanical failure of a generator such as a bad cal loads for up to 30 minutes.
bearing or brushes. If the cause is an exces-
sive electrical load, an indication should be If flight of a longer duration is required, the
shown on the generator’s ammeter, and the emergency load switch, located on the over-
pilot should attempt to correct the problem. If head console, can be used to shed major por-
an excessive electrical load is not indicated, tions of the electrical load.
the pilot may assume the overheating is caused
by an internal generator problem.

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Emergency Load Switch When the emergency load switch is moved to

the EMERG LOAD position, both battery bus
SN’s 33001 through 33107 relays are opened, the normally closed emer-
An emergency load switch was installed in the gency bus relays which direct electrical power
original version of the Bell 412. However, the from the main DC buses to the emergency
FAA required the switch to be barred in the buses are opened, and special relays which
NORMAL position when it was found that connect the emergency buses directly to the
critical-to-flight systems (i.e., both AC inverters battery bus through the emergency bus cir-
and the automatic flight control systems) would cuit breakers are closed. Figure 2-20 shows the
be lost if the emergency load switch was used. emergency load switch.
SNs 33108 and Subsequent With the switch in the EMERG LOAD posi-
tion, only the emergency buses have DC power.
The emergency load switch, when moved to the The main, essential, and nonessential DC buses
EMERG LOAD position, activates relays are not powered. (Also refer to Essential Bus
which connect battery power directly to the Failure later in this chapter.)
emergency DC buses and disconnect battery
power from all other DC buses.
NO. 1 NO. 2
STARTER- STARTER-
LOAD- LOAD-
METER NO. 1 NO. 2 METER
EXT PWR
START RLY START RLY
RLY
NO. 1 STARTER/
SHUNT SHUNT
GEN RLY NO. 2
BATTERY BUS
* * STARTER/GEN RLY

OVLD SENSOR

NO. 1 NO. 2
DC DC
VM VM
* *
ON ON
* THESE RELAYS OPEN WHEN
ON EMERG LOAD SWITCH IS MOVED
NON-ESNTL
NORMAL BUS INV 1 INV 2 TO EMERG LOAD POSITION
MANUAL OFF OFF
NORMAL ON ON
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET OFF OFF
RESET
O O
F F
F F
ON ON
ON ON BUS 2
BUS 1
Figure 2-20. Emergency Load Switch (SNs 33108 and Subsequent)

FlightSafety
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The decision to use the EMERG LOAD switch Essential Bus Failure
should be carefully weighed since it causes a
sudden loss of many aircraft systems, the illu- If an essential bus comes in contact with the
mination of numerous caution panel lights, and airframe, either mechanically or through a
requires the pilot to land as soon as possible. wiring short, a groundfault or short circuit re-
sults that causes the No 1 ESNTL BUS FEED-
An alternative to using the EMERG LOAD ERS or the No 2 ESNTL BUS FEEDERS
switch is to selectively turn off essential bus circuit breakers to pop and disconnect the af-
dependent systems that are not absolutely nec- fected essential bus from all electrical power.
essary and pull circuit breakers for systems that The loss of essential bus electrical power re-
cannot be manually turned off. This method sults in numerous electrical system failures:
prevents the sudden loss of all essential bus some indicated by caution panel lights, some
systems, including the possibility of certain resulting in erroneous or unusual indications,
systems reverting to an undesired mode of op- and still other failures that are not indicated
eration, and allows systems that may be re- at all or only when the pilot tries to actuate
quired for night or IFR flight or safety of flight the affected system. Still other systems change
to remain on. It allows systems to be tem- their operating mode due to the loss of elec-
porarily turned off and then turned on later trical power. A reading of 0 volts on the re-
when needed, yet still allows the emergency spective DC voltmeter is positive indication
load switch to be used as a last resort. of an essential bus failure. Figure 2-20 illus-
trates essential bus failure indications.
If the emergency load switch is to be used, the
pilot should remember that provisions must be If an essential bus has failed, and if attempting
made for an engine operating in the manual to reset the feeder breakers does not correct the
FCU mode or for a hydraulic system that has failure, the pilot cannot correct the problem.
been turned off. When the switch is put in
EMERG LOAD, an engine operating in the The pilot can only be aware that the failure ex-
manual fuel control mode reverts to the auto- ists and which systems are working or not
matic mode, and a loss of engine power could working and then decide the appropriate course
result. A hydraulic system that was turned off of action. The pilot should refer to the manu-
reverts to on even though the switch remains facturer’s approved Flight Manual, Section
off. Additionally, both fuel boost pumps be- 3, “Emergency/Malfunction,” for specific sys-
come inoperative. tem malfunction procedures.
PITOT PITOT
PART GEN 1 OIL ICS HTR HTR ICS OIL GEN 2 PART
5 5 1 5 71/2 71/2 5 1 1 5 130 30 130 30

3 3 120 120
SEP RESET TEMP PILOT PILOT PILOT PILOT TEMP RESET SEP 25 25
ENGINE NO 2 2 AMPS 2
AC DC AC DC
MAIN DC
1 2
MAIN DC EMERG 1 20 20
1
X 100
100 VOLTS 100 VOLTS
NO 1 ESNTL NO 2 ESNTL GEN 2 BUS 0 0 90 15 90 15
GEN 1 NO 2 ESNTL NO 1 ESNTL
50 50 50 50 50 50 15
15 50 50 BUS BUS FIELD
FIELD BUS BUS FEEDERS FEEDERS
FEEDER FEEDER
Figure 2-21. No. 2 Essential Bus Failure Indications

FlightSafety
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Listed in the tables 2-1 and 2-2 are the essen- Emergency Bus Failure
tial bus dependent system, the system failure
that results due to the loss of electrical power, Ground faults or short may cause a single or
the cockpit indication, if any, of the system dual emergency bus failure accompanied by
failure, and finally the bus relationship of the varying types of indications and popped cir-
failure to either the No. 1 essential bus, the No. cuit breakers. Since both emergency buses are
2 essential bus, or either essential bus. connected by the EMERG BUS INTC breaker,
both emergency buses may fail at the same
Table 2-1. ESSENTIAL BUS FAILURE LISTING (SNS 33001 THROUGH 33107)
SYSTEM FAILURE INDICATION BUS
Avionics, AFCS, and lighting AFCS inop AFCS, HP off Ess 1/2
HSI inop OFF flag Ess 1
Flight dir inop FD flag Ess 2
Force trim inop FT off Ess 2
NAV 1 radio inop No reception Ess 2
C/P ICS inop None Ess 1
C/P turn/slip inop None Ess 1
C/P pitot heater inop None Ess 1
HSI CMD inop No nav 1 CDI Ess 1
Pilot inst lights inop No lights Ess 2
Eng inst lights inop No lights Ess 2
Baggage comp smoke detection System inop None Ess 1
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 inop INVERTER light Ess 1/2
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
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

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time even though the fault occurred on only Listed in Tables 2-3 and 2-4 are the emergency
one bus. If both emergency buses should fail bus dependent system, the system failure that
simultaneously, the pilot may isolate the emer- results due to the loss of electrical power, the
gency buses by pulling the EMERG BUS INTC cockpit indication (Figure 2-21), if any, of the
circuit breaker and then trying to selectively system failure, and finally the bus relationship
reset the popped main DC bus feeder break- of the failure to the No. 1 emergency bus, the
ers. This action should restore electrical power No. 2 emergency bus, or either emergency bus.
to at least one emergency 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
Radar alt inop Off flag Ess 2
Pilot inst lights inop No lights Ess 2
Eng inst lights inop No lights Ess 2
Emergency light Light inop Ess 1
Utility light Light inop 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 1/2
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
Non ess 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 valve Inop with loss of both 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
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DC BUS MALFUNCTION Nonessential Bus Failure

PROCEDURES Nonessential bus failure, which may be ac-
Failure of a DC bus normally requires main- companied by a popped NON ESNTL BUS
tenance action. The pilot may try to reduce circuit breaker, does not pose any significant
electrical loads on the failed bus and reset any problems because all items on the buses are
popped circuit breakers. If the bus failure can- noncritical for flight. However, during IFR
not be corrected, the pilot should determine its flight, since nonessential bus failure results in
impact on safety of flight. In a bus failure sit- loss of most navigation radios, a landing is re-
uation, if an additional system malfunction quired as soon as practical.
would cause a safety of flight problem, and
after considering all factors such as weather,
terrain, etc., the helicopter should be landed
as soon as possible.
Table 2-3. EMERGENCY BUS FAILURE LISTING (SNS 33001 THROUGH 33107)
Avionics, AFCS, and lighting VHF 1 COMM inop No xmit or rec Emer 2
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
Caution panel Caution panel inop CAUTION PANEL light Emer 1
CAUTION PANEL light inop None Emer 2
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 2
Fuel valve inop FUEL VALVE light 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
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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 115V AFCS, HP 1 off Emer 2
Pilot Attitude System ATT Flag Emer 2
Force trim FT off light Emer 2
AFCS 26V FD flag Emer 2
Electrical systems Inverter 1 inop None Emer 1
Inverter 2 inop Inverter 2 Emer 2
Caution panel Caution panel inop CAUTION PANEL light Emer 1
CAUTION PANEL light inop None Emer 2
Baggage fire detection inop 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 quantity Needle to zero, total fuel Emer 1/2
indicates other side only
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
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ENGINE NO 2
MAIN DC
EMERG
BUS WIND
NO 1 ESNTL NO 2 ESNTL GEN 2 SHIELD INV 2
50 50 50 15 10 30
BUS
50 20
BUS FIELD INTCT WIPER PWR
FEEDERS FEEDERS PILOT
F
I
R
PRESS TO TEST E
MAIN
EMER
FLOATS
CARGO REL E
OFF
BAGGAGE X ENG 1 OUT ENG 2 OUT
ARMED T
FIRE RESERVE
TWIN 103.1 % CONTINUOUS
2.5 MIN OEI 109.2 % OEI 103.7 %
BAGGAGE FIRE TEST
0 0
9 1 9 1
OPERATIONAL LIMITS 8 2 8 2
7 3
1 7 3
1
15 15 6 5 4 2 6 5 4 2
15 15 X 10 X 10
OIL 10 OIL 10 3 3
PRESSURE ALTITUDE IN FT X 1000 10 10 10 10
OAT 5 T °C P5
P5 5 T °C P5
P5
°C 0 2 4 6 8 10 12 14 16 18 20 9 4 9 4
0 X10 X10 0 X10 X10 RPM
5
RPM
5
INDICATED VNE KNOTS -5 0 8 8
-5 0 7 6 7 6
51.7 137 — — — — — — — — — —
40 140 134 128 122 — — — — — — —
20 140 139 133 127 121 115 109 103 97 — —
HYDR SYS 2 GAS PROD GAS PROD
HYDR SYS 1
0 140 140 140 133 127 121 115 109 103 96 91
ITT GAGE
LBS
-10 140 140 140 140 131 124 118 112 106 100 94 FUEL SYS X10
10 10
-20 140 140 140 138 133 127 121 115 108 102 96 FWD 120 120
-30 140 139 134 129 124 120 115 110 106 101 97 TANK
DIGITS
80 80
9
ITT 3
4 9 4
ITT 3
DROPS TO ZERO
FUEL QUANTITY T 40 40
OEI
OEI
-40 134 129 124 120 116 111 107 102 98 94 90 5 5
O 0 0
8 °C X 100 76 8 °C X 100 76
INDICATOR DROPS AUTOROTATION VNE 80 KIAS ABOVE 10,000 FT T
A
TEST
L
TO ZERO MID
FUEL QTY
TANK ITT ITT

FUEL QTY
1 2
BASIC FUEL CAP

2148 LBS 130 30 130 30 15 15 15 15
3 3 120 120 10 OIL 10 OIL
WITH AUX FUEL KIT 25 25 10 10
AMPS 2 °C °C
412-706-007
3212 LBS
2
1
1 2
1
AC
100 VOLTS
DC
20
AC
100 VOLTS
DC
20
5
0 X 10
PSI
5
5
0 X 10
PSI
5 ENGINE OIL
-5 0 -5 0
412-706-009
0
X 100
0 90 15 90 15
TEMP GAGE
2389 LBS
ENGINE OIL ENGINE OIL
DROPS TO ZERO
RESET
E TEST E 40 50 40 50
N PNL BRT N 30 FUEL 30 FUEL
G G PSI PSI
1 LT DIM 2 FUEL 20 20
VALVE 0 0
10 10
AFCS AFCS NO. 2 FUEL

TRANS FUEL PRESS FUEL PRESS
15 10 15 10
OIL 8 10 OIL 8
10 6
CAUTION 6
CAUTION PANEL PANEL 5 T ° C PSI P
0 X 10 2
4
5 T ° C PSI P
0 X 10 2
4
-5 -5
NO. 2 FUEL TRANS
FUEL VALVE GEAR BOX XMSN
Figure 2-22. No. 2 Emergency Bus Failure Indications
AC ELECTRICAL SYSTEM All AC circuits are protected by circuit break-

e r s o n t h e ove r h e a d e l e c t r i c a l c o n s o l e .
Automatic control of the AC system is pro-
GENERAL vided by AC sensing relays and an AC bus
control relay. AC voltage is indicated on the
The Bell 412 uses 115 and 26.5 VAC as sec- AC half (left side) of the two dual voltmeters
ondary electrical power to operate avionic, and is read from the No. 1 and No. 2 AC buses.
gyro, AFCS, and instrument indicating sys- Caution panel lights are provided to indicate
tems. Redundancy in the AC electrical system AC inverter failure.
is provided by two identical inverters; either is
capable of supporting all AC electrical loads.
Distribution of AC electrical power is through INVERTERS
three 115-VAC buses and three 26.5-VAC buses.
On Bell 412s SNs 33108 and subsequent, two Two identical 450-volt-amp solid-state static
emergency buses, one for 115-VAC and one inverters, each providing both 115- and 26.5-
for 26.5-VAC power, are also provided. VAC electrical current at 400 Hz are located

FlightSafety
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underneath the battery shelf in the nose of the control relay switches all buses to the re-
helicopter and are powered by airframe DC maining inverter. Figures 2-24 and 2-25 show
electrical power. Circuitry within the inverter AC power distribution.
converts the DC power to 115-VAC power at
400 Hz. A transformer tap-off provides 26.5
VAC. The inverters are activated by position- CIRCUIT PROTECTION
ing the INV 1 and INV 2 switches, located on Circuit breakers attached to each AC bus,
the overhead console, to ON. Figure 2-23 provide protection for individual circuits and
shows the inverters. systems. On 412s having AC emergency
buses, the emergency bus circuit breakers
POWER DISTRIBUTION are marked by a rectangle etched on the panel
behind the breaker.
SNs 33001 through 33107
Three AC buses are provided for both 115- and SYSTEM CONTROLS
26.5-VAC power distribution. During normal In addition to the INV 1 and INV 2 switches
operation, with both inverters on and operat- on the overhead console, automatic control
ing, the No. 1 and No. 2 115-volt buses and the of AC bus switching is provided by AC bus
No. 1 and No. 2 26.5-volt buses are powered sensing relays and an AC bus control relay.
by the No. 1 inverter, while the No. 3 115-volt
bus and the No. 3 26.5-volt bus are powered
by the No. 2 inverter. If one inverter fails or Sensing Relays
is switched off, an AC bus control relay au-
tomatically switches all AC buses to the re- An AC sensing relay is connected to the
maining inverter. 115-volt output of each inverter. The sens-
ing relay closes whenever it senses inverter
output of 115-volt power and extinguishes
SNs 33108 and Subsequent the appropriate INVERTER caution panel
light. The sensing relay also sends a signal
AC buses are provided for both 115- and 26.5- to the AC bus control relay, indicating that
VAC power distribution. With both inverters its inverter is operating.
on and operating, the No. 1, No. 2, and emer-
gency 115-volt buses and the No. 1, No. 2 and
emergency 26.5-volt buses are powered by Bus Control Relay
the No. 1 inverter, while the No. 3 115-volt bus
and the No. 3 26.5-volt bus are powered by the The bus control relay provides automatic
No. 2 inverter. If an inverter fails, the AC bus switching of the AC buses between operating
NON-ESNTL
MANUAL OFF OFF
NORMAL ON ON
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET OFF OFF
RESET
O O
F F
F F
ON ON ON ON
BUS 1 BUS 2
Figure 2-23. Inverters

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NO. 1 ESS DC BUS NO. 2 ESS DC BUS
26.5 VAC 26.5 VAC

NO. 1 NO. 2
115 VAC 115 VAC
INVERTER INVERTER
NO. 1 NO. 2
INVERTER INVERTER
SWITCH SWITCH
AC BUS
SENSOR SENSOR
INVERTER 1 SENSING AND CONTROL INVERTER 2
RELAY RELAY
RELAYS
NO. 1 115-VAC NO. 1 26.5-VAC

BUS BUS
VM
NO. 2 115-VAC NO. 2 26.5-VAC

BUS BUS
VM
NO. 3 115-VAC NO. 3 26.5-VAC

BUS BUS
Figure 2-24. AC Power Distribution (SNs 33001 through 33107)
inverters. If both the No. 1 and No. 2 invert- Inverter No. 1 is switched on first. The pilot
ers are operating, the signals from each in- should check that the respective INVERTER
verter’s sensing relays activate the bus control caution panel light has extinguished and that
relay to connect the No. 1 inverter’s output to both AC voltmeters indicate proper AC volt-
the No.1 and No. 2 115- and 26.5-volt buses age between 104 and 122 volt. That inverter
and the No. 2 inverter’s output to the No. 3 115- is then switched off; the caution panel light
and 26.5-volt buses. AC emergency buses on should illuminate, and both AC voltmeters
later model 412s are also switched to the No. should indicate 0 volts.
1 inverter by the bus control relay.
Inverter No. 2 is switched on, and the pilot
If only one inverter’s is operating, the signal should check that the appropriate caution panel
from the operating inverter’s sensing relay ac- light has extinguished and that both AC volt-
tivates the bus control relay to connect the op- meters indicate proper AC voltage between
erating inverter’s outputs to all of the AC buses. 104 and 122 volts. This completes a separate
check of each inverter’s independent operation
and ensures that each inverter will pick up all
OPERATION AC electrical loads.
With DC electrical power applied to the air- Inverter No. 1 is now switched on, and the pilot
frame, the pilot switches the INV 1 and/or should check that the appropriate caution panel
INV 2 switch on, and AC electrical power, light has extinguished and that both AC volt-
both 115-volt and 26.5-volt, is automatically meters continue to indicate proper AC voltage.
connected to all AC buses. However, to check
for proper operation of each individual in- On SNs 33001 through 33107, with both in-
verter, the following procedure to turn on the verters on and operating, the No. 1 inverter
inverters is recommended. powers the No. 1 and No. 2 AC buses and the
No. 2 inverter powers the No. 3 AC bus.

2-32
INV 1 INV 1 INV 2 INV 2

OFF OFF
DC EMERG BUS 1 30 30 DC EMERG BUS 2
PWR PWR
ON ON
26.5-VAC BUS 1 26.5-VAC BUS 3
INVERTER 1 INVERTER 2
26.5-VAC BUS 2

26.5-VAC EMERGENCY BUS
S–DT S–DT
26.5-VAC BUS CONTROL RELAYS
115-VAC SENSOR RELAYS
115-VAC BUS CONTROL RELAYS
NO. 1 NO. 2
INVERTER INVERTER
130 30
120
25 115-VAC EMERGENCY BUS
AC DC
20
100 VOLTS
90 15
115-VAC BUS 1 115-VAC BUS 3
115-VAC BUS 2
FlightSafety
130 30
120
25
AC DC
20
100 VOLTS
90 15 NOTE:
ONLY 412SP/HP/EP HAVE
international
JUNE 1999
AC EMERGENCY BUSES.
Figure 2-25. AC Power Flow (SNs 33108 and Subsequent)

On SNs 33108 and subsequent, with both in- illuminates the AFCS caution panel light. The
verters on and operating, the No. 1 inverter dropped helipilot can easily be reset by merely
powers the No. 1 and No. 2 AC buses and the pressing the appropriate ON-OFF switch.
AC emergency bus, and the No. 2 inverter
powers the No. 3 AC bus. Should other AC electrical items or buses
fail, check the AC circuit breakers on the
overhead console.
MALFUNCTIONS
The AC electrical system is very reliable.
However, in the event of an inverter malfunc- EMERGENCY LOAD
tion, the AC sensing relays and the AC bus con- SWITCH OPERATION
trol relay will detect the failure and
automatically switch AC electrical loads to the On SNs 33108 and subsequent, activation of
remaining inverter. The only cockpit indica- the DC EMERG LOAD switch also activates
tion of an inverter failure will be an inverter the AC bus control relay and other AC elec-
and an AFCS caution panel light. The auto- trical system relays to disconnect all AC buses
matic switching of all AC buses to the re- except the emergency bus from No. 1 inverter
maining inverter occurs instantly, and the AC power and to shut off the No. 2 inverter. This
voltmeters should indicate no change. minimizes AC loads and decreases the DC
load caused by the No. 2 inverter. Figure 2-26
Some AC-powered items may drop off line due shows the AC emergency load.
to the momentary loss of AC power. This situ-
ation occurs with the AFCS helipilots and also
NO. 1 EMER DC BUS NO. 2 ESS DC BUS
26.5 VAC 26.5 VAC

NO. 1 NO. 2
115 VAC 115 VAC
INVERTER INVERTER
NO. 1 NO. 2
INVERTER INVERTER
SWITCH SWITCH
AC BUS
SENSOR SENSOR
INVERTER 1 SENSING AND CONTROL INVERTER 2
RELAY RELAY
RELAYS
115-VAC 26.5-VAC
EMER BUS EMER BUS
NO. 1 115-VAC NO. 1 26.5-VAC

BUS BUS
VM
NO. 2 115-VAC NO. 2 26.5-VAC

BUS BUS
VM
NO. 3 115-VAC NO. 3 26.5-VAC

BUS BUS
Figure 2-26. AC Emergency Load

FlightSafety
international
QUESTIONS
1. What is the primary type and source of 5a. What is the purpose of the EMERG
electrical power in the Bell 412? LOAD switch on SNs 33001 through
A. 24-VDC power from one battery 33107?
B. 28-VDC power from one starter- A. Load-shedding in the event of bat-
generator tery failure
C. 28-VDC power from two starter- B. Load-shedding in the event of dual
generators generator failure
D. 115-VAC power from two inverters C. Load-shedding in the event of emer-
gency bus failure
2. Which electrical buses distribute DC D. None, the switch is inoperable
power to the using circuits?
A. No. 1 and No. 2 main DC buses 5b. What is the purpose of the EMERG
LOAD switch on SNs 33108 and subse-
B. No. 1 and No. 2 essential DC buses
quent?
C. No. 1 and No. 2 nonessential DC
buses A. Load-shedding in the event of dual
inverter failure
D. All of the above plus No. 1 and No.
2 emergency buses B. Load-shedding in the event of bat-
tery failure
3. Which of the following methods is used C. Load-shedding in the event of dual
to assist the pilot in identifying and generator failure
separating electrical circuit breakers D. Load-shedding in the event of emer-
on the overhead console? gency bus failure
A. Separating No. 1 and No. 2 buses
and system breakers 6. What is displayed on the DC voltmeters?
B. Bracketing circuit breakers under A. No. 1 and No. 2 generator output
main headings voltage
C. Marking bus dependency symbols B. No. 1 and No. 2 main DC bus voltage
around circuit breakers C. No. 1 and No. 2 emergency DC bus
D. All the above voltage
D. No. 1 and No. 2 essential DC bus
4. What function do the BATTERY BUS voltage
switches provide?
A. To activate the battery bus relays 7. What is displayed on the AC volt-
meters?
B. To connect the two batteries to the
battery bus A. Voltage on the two AC emergency
C. To connect the battery bus to the buses
emergency buses B. Voltage on the No. 1 and No. 2 115-
D. To activate the bus control relays VAC buses
C. 115-volt output voltage of each in-
verter
D. 115- and 26.5-VAC bus control
voltages

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international
8. What does the dual ammeter indicate? 13. When starting both engines using exter-
A. The amperage load on each generator nal power, which BATTERY BUS
switches must be on?
B. No. 1 and No. 2 AC bus loads
C. The amperage load on No. 1 and A. None
No. 2 DC essential buses B. No. 1 Bus
D. The total amperage load of B and C C. No. 2 Bus
above D. Both the No. 1 and No. 2 Bus
9. What is the maximum allowable differ- 14. What does illumination of the EX-
ence, in amps, between ammeter indi- TERNAL POWER caution panel light
cations during normal operation? indicate?
A. 10 A. External power is applied to the air-
B. 20 craft
C. 40 B. The external power relay has failed
D. None C. External power output exceeds 28
volts or 1000 amps
10. What does illumination of the BAT- D. The external power door is open
TERY caution panel light indicate?
A. The battery has failed 15. Below what battery voltage is the use of
external power recommended?
B. Low battery voltage
C. Both BATTERY BUS switches are A. 22
in the ON position B. 20
D. Both battery bus relays are in the C. 18
same position D. 15
11. What does illumination of the BATTERY 16. What is the minimum recommended N 1
TEMP caution panel light indicate? rpm to be attained before turning a gen-
A. The battery is in thermal runaway. erator on?
B. High battery temperature A. 55%
C. A clogged battery ventilating system B. 61%
D. The battery vent door is closed C. 71%
D. 85%
12. When will the nonessential buses be
automatically powered? 17. What types of electrical power are used
A. Only when both generators are op- for a generator-assisted start of the sec-
erating on line ond engine?
B. When only one generator is operat- A. Generator and external power
ing on line B. Generator and battery power
C. When both BATTERY BUS C. Generator and start capacitor power
switches are on line D. Generator and inverter power
D. There is no automatic feature; they
must be switched on

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international
18. When the second generator is switched 22. What two systems may change their
ON, which switch or switches should mode of operation, other than turning
automatically change position? off, if the EMERG LOAD switch is
A. BATTERY BUS 1 switch used following dual generator failure?
B. BATTERY BUS 1 and BATTERY A. The inverters and the AFCS
BUS 2 switches B. The hydraulic systems and the fuel
C. BATTERY BUS 1 switch and the controls
EMERG LOAD switch if it was in C. The airframe fuel system and the
the NORMAL position heating system
D. BATTERY BUS 1 switch and the D. The AFCS system and the torque
NON-ESNTL BUS switch if it was control unit
in the MANUAL position
23. What cockpit gage will provide a positive
19. Which of the following is not a func- indication of DC essential bus failure?
tion of the DC control unit? A. Hydraulic temperature gage drops
A. Voltage regulation, load-sharing, to 0°.
and paralleling B. Loadmeters indicate 0 load on one
B. Ground fault detection and line con- generator
tacting C. The respective DC voltmeter drops
C. Overvoltage and undervoltage pro- to 0 volts
tection D. One DC voltmeter indicates battery
D. Load-shedding in the event of dual voltage
generator failure
24. What is the source of AC electrical
20. What does the illumination of a DC GEN- power on the Bell 412?
ERATOR caution panel light indicate? A. A single AC dynamotor driven by
A. The starter portion of the generator airframe DC power
is activated. B. Two solid-state inverters powered
B. A generator overvoltage or over- by airframe DC power
heating condition C. A transmission-driven inverter and
C. The generator relay is open and the a dynamotor
generator is not on line D. Two alternators driven by the N 2 ac-
D. The generator relay is open but the cessory section of each engine
generator is on line
25. What does illumination of an IN-
21. What does illumination of a GEN VERTER caution panel light indicate?
OVHT caution panel light indicate? A. Loss of 115-volt inverter output
A. The generate has an internal me- B. The inverter has been dropped off
chanical failure line
B. Generator voltage is excessive C. Only the AC emergency buses will
C. Generator load is excessive be powered
D. The generator cooling air is hot D. Loss of the No. 3 115-VAC bus

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international
26. Which AC electrical buses are lost if 28. On SNs 33108 and subsequent, what is
one inverter fails? the effect on the AC electrical system
A. The No. 3 AC bus of moving the DC emergency load
switch to the EMERG LOAD position?
B. The respective AC emergency buses
C. The nonessential AC buses A. Loss of all AC buses except the
emergency buses
D. No AC buses are lost
B. Loss of AC nonessential buses only
27. What AC system must be reactivated in C. The No. 1 inverter picks up all AC
the event of a single inverter failure? loads
D. No effect on the AC electrical system
A. Fuel quantity system
B. The respective helipilot (AFCS)
29. What are the starter limitations?
C. The respective torque-sensing system
A. 60 seconds on, 30 seconds off, 60
D. The AC emergency buses
seconds on, 15 minutes off
B. 30 seconds on, 5 minutes off, 60
seconds on, 15 minutes off
C. 30 seconds on, 60 seconds off, 30
seconds on, 5 minutes off, 30 sec-
onds on, 15 minutes off
D. 60 seconds on, 30 seconds off, 60
seconds on, 5 minutes off, 60 sec-
onds on, 15 minutes off

CHAPTER 3
LIGHTING
CONTENTS
Page
INTRODUCTION ................................................................................................................... 3-1
GENERAL............................................................................................................................... 3-1
INTERIOR LIGHTING........................................................................................................... 3-4
General ............................................................................................................................. 3-4
Cockpit Lighting .............................................................................................................. 3-4
Passenger and Cargo Area Lighting................................................................................. 3-6
EXTERIOR LIGHTING ......................................................................................................... 3-9
General ............................................................................................................................. 3-9
Position Lights ................................................................................................................. 3-9
Anticollision Lights.......................................................................................................... 3-9
Landing Light and Searchlight......................................................................................... 3-9
Utility Lights.................................................................................................................. 3-11
QUESTIONS ......................................................................................................................... 3-12

ILLUSTRATIONS
Figure Title Page
3-1 Lighting System Controls—SNs 33001 through 33107........................................... 3-2
3-2 Lighting System Controls—SNs 33108 and Subsequent......................................... 3-3
3-3 Cockpit Area Lighting.............................................................................................. 3-4
3-4 Additional Cockpit Area Lighting............................................................................ 3-5
3-5 Passenger and Cargo Area Lighting ......................................................................... 3-7
3-6 Exterior Lighting Locations ..................................................................................... 3-8
3-7 Exterior Lighting Controls ....................................................................................... 3-8
3-8 Landing Light and Searchlight ................................................................................. 3-9
3-9 Pilot’s Collective Head........................................................................................... 3-10
3-10 Utility Lights .......................................................................................................... 3-11

CHAPTER 3
LIGHTING
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INTRODUCTION
Bell 412 lighting systems provide cockpit and cabin illumination as well as exterior nav-
igation, landing, and searchlighting. The lighting systems provide full night and IMC
flight capability. Standard passenger warning lights and step area lights for loading and
unloading are also included. All lighting systems are DC-powered, protected with cir-
cuit breakers, and operable by the pilot from conveniently located cockpit switches.
Optional lighting such as Nightsun searchlight is discussed in Chapter 18, “Kits and
Accessories.”
GENERAL
Lighting is divided into interior and exterior and searchlight are located on the pilot’s
lighting. The majority of lighting controls are c o l l e c t ive h e a d . S o m e i n d iv i d u a l l i g h t
located on the overhead console along with switches are located either on or in proxim-
the lighting system circuit breakers (Figures ity to the lighting devices themselves.
3-1 and 3-2). Controls for the landing light

AC BUS NO 1 AC AC BUS NO 2 AC
NO 1 ENG 1 CPLT ENG 1 ENG 1 XMSN FUEL ENG 2 ENG 2 PILOT CBOX ENG 2 NO 2
HYD FUEL LF CPLT 26V TORQUE OIL OIL QTY OIL TORQUE 26V PILOT OIL FUEL HDR
PRESS PRESS ADF HSI BUS METER PRESS PRESS PRESS METER BUS HS 1 PRESS PRESS PRESS
FEEDER FEEDER
CPLT CPLT AFCS AFCS CPLT PILOT AFCS AFCS PILOT PILOT
BUS 1 CPLT 115V GYRO 115V TORQUE 25V ATTD ATTD 26V FLT 115V GYRO 115V PILOT BUS 2
VM HS1 BUS CMPS NO 2 NO 2 SYS SYS NO 1 DIR NO 1 CMPS BUS HS 1 VM

FEEDER NAV COMM NAV COMM FEEDER
BUS 3 TURN TURN
FEEDERS SLIP LF DME NAV2 VHF2 VHF NAV 1 VLF RDR MKR SLIP
26V 115V CPLT XPDR ADF COMM COMM NAV ALTM BCN PILOT AC
AC
LIGHTING LIGHTING
INSTR INSTR MAP LDG LDG SCHLT SCHLT MAP INSTR ENG ANTI BAG
POSN
HYDR
CSL PED SEC CPLT CPLT
CAUTION/WARNING
CONT PWR PWR CONT PILOT PILOT
CAUTION/WARNING
INSTR UTIL
HYDR
COLL COMPT
LEGEND
BAG MAIN ENG 1 CARGO ENG 2 RES
NO 1 NO 1 ENG 1 COMPT FIRE FIRE MASTER HOOK STBY CAUTION FIRE FIRE ROTOR ENG 2 NO 2 NO 2
EXTERIOR LIGHTING SYSTEMS
SYS TEMP RPM FIRE EXT DET CAUTION REL ATTD FAIL DET EXT RPM RPM TEMP SYS INTERIOR LIGHTING SYSTEMS
DET
FUEL OIL FUEL ITT FUEL FUEL FUEL FUEL

FUEL FUEL FUEL FUEL ITT FUEL OIL IDLE
INTCOM TEMP VALVE COMP BOOST CONT CONT XFEED

XFEED CONT CONT BOOST COMP VALVE TEMP STOP HTR
HTR
PITOT CBOX XMSN PITOT EMERG
IGN START GOV PART GEN 1 HTR ICS OIL OIL ICS HTR GEN PART BUS START IGN
TEMP PILOT PILOT RESET SEP INTC

RLY CONT SEP RESET CPLT CPLT TEMP
MAIN DC MAIN DC
WIND WIND
ICS SHIELD INV 1 GEN 1 NO 2 ESNTL NO 1 ESNTL NO 1 ESNTL NO 2 ESNTL GEN 2 INV 2 SHIELD STEP
BH 412 AND BH 412 SP

CABIN WIPER PWR FIELD BUS BUS BUS BUS FIELD PWR WIPER
CPLT FEEDERS FEEDERS FEEDERS FEEDERS PILOT
HS 1 NONESNTL HOUR LT AFCS AFCS FLT FORCE EMER CABLE ON EXT L

ESNTL ESNTL D ARMED F
DC DC
G L
CMD BUS METER EMER NO 2 NO 1 DIR TRIM FLOATS CUT O
+ + OFF RETR L A
NON LH RH NON T OFF T
ESNTL ESNTL
DC DC IDLE STOP S
HTR DOME BLO BLO
REL START
ENG ENG ENG ENG
WSHLD HEAT AIR COND STBY EMER 1 2 1 2
LH RH AIR FLOW ATTD LT
O
F TEST
F
ON ON HIGH ON ARM OFF BRT OFF BRT OFF BRT SRCH LT
UP
COPLT INSTR LT ENG INSTR LT PILOT INSTR LT H EXT
ON
O
L R I
L R
VENT
BLOWER
AFT
OUTLET HEATER
CARGO
RELEASE
S
OFF OFF OFF OFF T STOW
OFF BRT OFF BRT OFF BRT DN
RETR
ON ON ON ARM LIGHT CAUTION POSITION ANTI COLL INCR GO
R
WIPERS
OFF OFF P
ON NORMAL ON ON
PK LO PK LO M
NORMAL
NON-ESNTL DECR AROUND
BUS INV 1 INV 2
MED MED
MANUAL OFF OFF
HI HI PILOT'S
COPILOT PILOT
NORMAL ON ON COLLECTIVE
AFT DOME LIGHTS
PITOT STATIC
HEATERS
EMERG LOAD
GEN 1 GEN 2 BATTERY
OFF
HEAD
WHITE RESET RESET OFF
OFF
O O
OFF F F
F F
ON ON
RED ON ON ON BUS 2
BUS 1
OFF BRT
Figure 3-1. Lighting System Controls—SNs 33001–33107

AC FEEDERS AC FEEDERS
115 V 26 V 115 V 26 V 26 V 115 V 26 V 115 V
BUS 1 BUS 3 BUS BUS 2

EMERG
AC
AC
+ ENG 2
ENG 1 AFCS CBOX NO 2
NO 1 XMSN AFCS ICS FUEL OIL TORQUE 26V OIL PILOT HYD
HYD CPLT OIL 26V TORQUE OIL FUEL LF
RADIO PRESS PRESS METER NO 1 PRESS HS 1 PRESS

PRESS HS 1 PRESS
CPLT
NO 2
AFCS
METER PRESS
CPLT
PRESS ADF
CARGO
OPER
PILOT AFCS
BH 412 HP
PILOT
BUS 1 CPLT GYRO 115V ATT ENG HOOK WXR RDR ATT FLT 115V GYRO PILOT BUS 2
ON EXT L ARMED F
VM HS 1 CMPS NO 2 SYS ALT REL DC AC SYS DIR NO 1 CMPS HS 1 VM D L
AC AC
G O
NAV-COMM TURN
TURN NAV-COM
VHF 2 NAV 2 VLF RAD IDENT STBY SLIP STEP A
ICS SLIP IDLE MKR LF DME VHF 1
OFF T
NAV 1
L
OFF RET T S
COMM NAV ALT XPDR ATT PLT
CABIN CPLT STOP BCN ADF COMM IDLE STOP START
LIGHTING LIGHTING
INST MAP INST LDG LDG SCHLT SCHLT MAP INST ENG ANTI BAG ENG ENG ENG ENG
1 2 1 2
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 UP SRCH LT
OIL NO 1 NO 1 ENG 1 COMPT FIRE FIRE MASTER
CAUTION FIRE FIRE ROTOR ENG 2 NO 2 NO 2 OIL
H EXT
O ON
TEMP SYS TEMP RPM FIRE EXTG DETR CAUTION FAIL DETR EXTG RPM RPM TEMP SYS TEMP
I
ENGINE NO 1 L R
FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL
ENGINE NO 2 S L R
FUEL FUEL FUEL FUEL FUEL FUEL FUEL FUEL
T
DN
TRANS CONTR
HTR
BOOST XFEED CONTR VALVE QTY INTCON INTCON QTY VALVE CONTR XFEED BOOST CONTR TRANS
HTR RET STOW
IGN PART GEN 1 OIL ICS
PITOT PITOT
HTR ICS OIL GEN 2 PART START IGN ITT
INC R
ITT START HTR
-2 +2 P GO-
COMP RLY SEP RESET TEMP CPLT CPLT PILOT PILOT TEMP RESET SEP RLY COMP M
ENGINE NO 1
ENGINE NO 2 DECR
MAIN DC
MAIN DC EMERG
BUS WIND
WIND GOV NO 1 ESNTL NO 2 ESNTL GEN 2 SHIELD INV 2
INV 1 SHIELD GEN 1 NO 2 ESNTL NO 1 ESNTL
AROUND
BUS BUS FIELD INTCT WIPER PWR
WIPER CONTR FIELD BUS BUS FEEDERS FEEDERS PILOT
PWR
CPLT FEEDER FEEDER
PILOT'S
NON ESNTL HOUR AFCS LT FLT AFCS FORCE EMERG CABLE
COLLECTIVE
BUS METER NO 2 EMERG NO 1 DIR TRIM FLOATS CUT HEAD
LH RH
HTR DOME BLO BLO


O
F TEST
F
VENT AFT CARGO

OFF OFF OFF OFF
BRT OFF BRT OFF BRT

OFF
UTILITY EXTERIOR LIGHT LEGEND
ON ON ON ARM LIGHT POSITION ANTI COLL
HEAT OFF OFF OFF
EXTERIOR LIGHTING SYSTEMS
WIPERS
OFF OFF
PK LO PK LO ON ON ON INTERIOR LIGHTING SYSTEMS
NON-ESNTL
NORMAL BUS INV 2
INV 1
MED MED
MANUAL OFF OFF
HI HI
COPILOT PILOT
NORMAL ON ON
AFT DOME LIGHT EMERG LOAD

HEATERS GEN 1 GEN 2 OFF
WHITE RESET RESET OFF
OFF
O O
OFF F F
F F
ON ON
RED ON ON ON BUS 2
BUS 1
OFF BRT
Figure 3-2. Lighting System Controls—SNs 33108 and Subsequent

INTERIOR LIGHTING
GENERAL Instrument Panel Lights
Interior lighting consists of cockpit, cabin Instruments and panels viewed directly by the
area, and baggage compartment lighting. The pilots are indirectly illuminated to prevent
majority of interior lighting systems are pow- loss of night vision. The pilot’s instrument
ered by the DC nonessential buses. Pilot in- panel, the engine instrument panel, and the
strument and engine instrument lights are copilot’s instrument panel are illuminated
powered by the No. 2 DC essential bus while with 5-VDC lights controlled with rheostats
the pilot’s portable cockpit light is powered by on the overhead panel.
the No. 2 DC emergency bus.
Rotating the PILOT INSTR LT rheostat from
Figures 3-1 and 3-2 show the lighting con- the OFF position toward the BRT position in-
trols for early and current 412 helicopters. creases the pilot’s instrument panel bright-
n e s s . I n a d d i t i o n , t h e P I L OT I N S T R LT
rheostat, when rotated out of the OFF position,
COCKPIT LIGHTING allows the caution panel BRIGHT–DIM switch
function to change the brightness of illumi-
General nated caution panel lights. The PILOT INSTR
Cockpit lighting includes the pilot’s, copi- LT rheostat also controls the brightness of the
lot’s, and engine instrument lights, lighting of pilot’s standby compass light.
the overhead console and center pedestal, and
miscellaneous lights. Miscellaneous lights in- The copilot’s instrument panel lights and
clude the OAT gage light, standby compass standby compass light are similarly controlled
lights, movable cockpit lights, approach plate by the COPLT INSTR LT rheostat. Engine in-
lights, and map lights (Figures 3-3 and 3-4). strument lights are controlled by the ENG
INSTR LT rheostat.
BRT OFF BRT OFF BRT

OAT OFF
GAGE COPLT INSTR LT ENG INSTR LT PILOT INSTR LT
OAT LT
SWITCH A B A
STANDBY STANDBY
BRT OFF BRT OFF BRT
COMPASS COMPASS OFF
OFF TEST OFF OFF
ON NORMAL ON ON
NON-ESNTL
MANUAL OFF OFF
NORMAL ON ON
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET OFF OFF
RESET
O O
F F
A B F
ON
F
ON ON ON
BUS 1 BUS 2
Figure 3-3. Cockpit Area Lighting


OFF TEST OFF OFF
ON NORMAL ON ON
NON-ESNTL
MANUAL OFF OFF
NORMAL ON ON
EMERG LOAD
GEN 1 GEN 2 BATTERY
A O
RESET
O
RESET OFF OFF
F F
F F
ON ON
ON ON BUS 2
BUS 1
A A
B B
C C
COCKPIT
LIGHTS
C
Figure 3-4. Additional Cockpit Area Lighting

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international
Overhead Console, Pedestal, PASSENGER AND CARGO

and OAT Lights AREA LIGHTING
Overhead console and center pedestal light-
ing is powered by 28 VDC and is controlled General
by the CONSOLE LT and PED LT rheostats, Lighting for the passenger and cargo areas in-
respectively. The CONSOLE LT rheostat also cludes the cabin dome lights, passenger warn-
provides power but not brightness control to ing lights, and baggage compartment lights.
the OAT light. A pushbutton switch marked Figure 3-5 shows the passenger and cargo area
“SWITCH O.A.T. LIGHT” is located on the lighting locations.
front right side of the overhead console.
Passenger Cabin Lighting
Approach Plate and Map Lights The passenger cabin is illuminated by three
Approach plate and map lights are located on 28-VDC lights controlled with the AFT DOME
each windshield side post to illuminate fold- LIGHT switches on the overhead console. The
away approach plate holders at each end of the WHITE–OFF–RED toggle switch selects the
instrument panel. The 28-VDC lights are pow- color of cabin lighting. The OFF–BRT rheostat
ered by the same circuits as the pilot’s and turns on the lights and controls brightness.
copilot’s cockpit lights. Each light has an in-
dividual APPROACH PLATE AND MAP
LIGHT rheostat located at the outboard end of Passenger Warning Lights
the instrument panel. A warning light with the international symbols
for not smoking and fasten seat belts is located
Pilot’s and Copilot’s just aft of the overhead console facing toward
the rear of the helicopter. It is illuminated any
Cockpit Lights time there is DC electrical power on the heli-
Two movable cockpit lights, located in “pull- copter. On some SNs an identical second light
out” ceiling mounts on each side of the over- is mounted near the tip of the forward wall of
head console, are controlled by integral the transmission pylon facing forward.
switches. The rear-mounted OFF–BRT rheo-
stat changes brightness, and the red pushbut-
ton switch allows momentary illumination at
Baggage Compartment Lights
full brightness. The side-mounted pushbut- Two 28-VDC lights in the ceiling of the bag-
ton switch changes color from white to red, and gage compartment illuminate any time the
the rotatable case changes the light image to baggage compartment door is opened and the
flood or spot pattern. nonessential buses are powered. Switching is
controlled by a microswitch in the baggage
compartment door latch. The microswitch
Secondary Instrument Lights also activates the DOOR LOCK caution panel
Five 28-VDC floodlights, mounted beneath light whenever the baggage compartment
the instrument panel glareshield, are con- door is open.
trolled by the overhead console SEC INSTR
LT rheostat. The lights are designed to flood
the instrument panel with white light.

FlightSafety
international

O
F TEST
F
ON ON HIGH ON ARM
VENT AFT CARGO

OFF OFF OFF OFF
A
ON ON ON ARM
HEAT
WIPERS
B
OFF OFF
PK LO PK LO
MED MED
B
HI HI
COPILOT PILOT
AFT DOME LIGHT
WHITE
PITOT STATIC
HEATERS C
OFF
OFF B C
RED ON
OFF BRT
XSMN OIL
EXTERNAL
POWER
DOOR LOCK DOOR LOC
BATTERY BATTERY
Figure 3-5. Passenger and Cargo Area Lighting

FlightSafety
international
ANTICOLLISION LIGHT
POSITION LIGHTS (BOTH SIDES)
POSITION LIGHT (BOTH SIDES)
SEARCHLIGHT UTILITY LIGHT (BOTH SIDES)
ANTICOLLISION LIGHT LANDING LIGHT
Figure 3-6. Exterior Lighting Locations
BH 412 EP—3 AXIS

CONSOLE LT PED LT SEC INSTR LT LDG LT SRCH LT
EXT
ON EXT ON
O
F L R
BRT OFF BRT
F
OFF BRT OFF OFF RETR STOW RETR
COPLT INSTR LT ENG INSTR LT PILOT INSTR LT ARMED F
E IDLE STOP START L
N E E E O
G N N N A
1 G G G OFF T
BRT UP 2 1 2 S
OFF BRT OFF BRT OFF
H +
UTILITY MASTER EXTERIOR LIGHT O
OFF TEST OFF OFF L R I
S YAW
T T
DN
ON NORMAL ON ON RR
NON-ESNTL INC I E
R ML
MANUAL OFF OFF
P -2 +2 GO-
M
NORMAL ON ON DECR
EMERG LOAD
GEN 1 GEN 2 BATTERY AROUND
OFF OFF
RESET RESET T H R O T T L E F R I C TI O N
O O IN C R E A S E IN C R E A
SE
F F
F F
ON ON
ON ON BUS 2
BUS 1
PILOT'S COLLECTIVE HEAD
Figure 3-7. Exterior Lighting Controls

FlightSafety
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EXTERIOR LIGHTING
ANTICOLLISION LIGHTS
GENERAL
Two anticollision lights, one on the belly of
The exterior lighting consists of position, an- the helicopter and one on the cowling aft of
ticollision, landing, search, utility, and step the rotor mast, are controlled by the ANTI
lights (Figure 3-6). All exterior lights utilize COLL ON–OFF switch on the overhead con-
28-VDC power. Control of the exterior light- sole. These lights may be either rotating bea-
ing is by means of switches located on the cons or strobes.
overhead console or pilot’s collective head
(Figure 3-7).
LANDING LIGHT AND
SEARCHLIGHT
POSITION LIGHTS
Two red position lights on the left side of the General
helicopter, two green position lights on the Either or both the landing light and/or the
right side of the helicopter, and two white po- searchlight may be used to illuminate the land-
sition lights, one on each side of the aft end of ing area during night operations. Each system
the tail boom, are controlled by the POSITION is powered and controlled separately. Figure
ON–OFF switch on the overhead console. 3-8 shows the landing light and searchlight.
BH 412 EP—3 AXIS

LDG LT SRCH LT
EXT
ON EXT ON
O
F L R
F
OFF RETR STOW RETR
ARMED F
E IDLE STOP START L
N E E E O
G N N N A
1 G G G OFF T
UP 2 1 2 S
H +
O
L R I
S YAW
T T
DN
RR
INC I E
R ML
P -2 +2 GO-
M
DECR
AROUND
T H R O T T L E F R I C TI O N
IN C R E A S E IN C R E A
SE
PILOT'S COLLECTIVE HEAD
Figure 3-8. Landing Light and Searchlight

FlightSafety
international
The ON–OFF switch controls illumination, and

the three-position EXT–RET switch (spring-
BH 412 EP—4 AXIS loaded to center off) allows the pilot to extend,
stop, and retract the light throughout an arc of ap-
LDG LT SRCH LT
EXT
proximately 100°.
ON EXT ON
O
F L R
F Searchlight
OFF RETR STOW RETR
F
E
IDLE STOP
E
START ARMED L The searchlight is flush-mounted in the belly
E E O
N N N N A of the helicopter, just forward of the forward
G G G G
1 2
1 2
T
OFF S
landing gear cross tube. The light is controlled
UP + ON by two SRCH LT switches located on the pilot’s
H
O CLTV/YAW collective control head. The ON–STOW switch
L R I
S TRIM YAW OFF (spring-loaded to center off) controls illumi-
T B T nation and allows the pilot to stow (fully retract)
DN
INC L R O
T
RR
I E
the searchlight after use. The five-position
R H ML switch (spring-loaded to center neutral) allows
P –2
M
+2 CLTV GO- the pilot to direct the searchlight’s beam in two
DECR planes of motion. The EXT and RET positions
allow fore and aft movement of the light
AROUND throughout approximately 120° of arc. The R
T H R O T T L E F RIC TI O N
SE
and L positions rotate the searchlight’s beam
right or left through 360° in either direction.
Landing Light and

Searchlight Hazards
Figure 3-9. Pilot’s Collective
While there are no limitations on either the
searchlight or the landing light, exercise caution
Landing Light during periods of extended ground operation in
The single extendable landing light is flush- areas of tall grass and brush. The heat these
mounted in the belly of the helicopter, just aft of lights generate poses a fire hazard. Additionally,
the forward landing gear cross tube. The light is operation of the landing light and/or search-
controlled by two LDG LT switches located on light during flight in heavy rain or snowfall may
the pilot’s collective control head (Figure 3-9). induct spatial disorientation.

FlightSafety
international
OFF
UTILITY
LIGHT
OFF
ON
Figure 3-10. Utility Lights
UTILITY LIGHTS
Two white floodlights located on the fuselage These utility (or step) lights are controlled by
fairing below each passenger door are pro- the UTILITY LIGHT ON–OFF switch located
vided to illuminate the step area for boarding on the overhead console.
and disembarking passengers (Figure 3-10).
TECH CHECK
RR14130 BELL 412 V2
FIG 3-10
30 MAR 99

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QUESTIONS
1. Where are the majority of lighting 6. Where are the controls for the landing
system controls located? light and searchlight located?
A. Center pedestal A. Overhead console
B. Pilot’s collective control head B. Center pedestal
C. Copilot’s side console C. Pilot’s collective control head
D. Overhead console D. Copilot’s collective control head
2. What controls the passenger compart- 7. What does moving the PILOT INSTR
ment dome lights? LT rheostat out of the OFF position do?
A. Rheostat A. Allows dimming of the caution
B. Toggle switch panel lights
C. Rheostat and a toggle switch B. Provides power for the utility lights
D. Rheostat on each light C. Illuminates the OAT light
D. All the above
3. Where are controls for the approach
plate and map lights located? 8. The symbolized no smoking/fasten seat
A. Center pedestal belts light:
B. Instrument panel A. Is controlled by the ANTI COLL
C. Individual lights light switch
D. Overhead console B. Illuminates any time DC power is
on in the aircraft
4. What is the shape and color of the light C. Is controlled by the EMER LT
beam that the pilot’s and copilot’s switch on the overhead panel
cockpit lights project? D. Illuminates in conjunction with
selected caution panel lights
A. Wide white light
B. Wide red light
C. Narrow white or red light
D. All the above
5. When do the baggage compartment

lights illuminate?
A. When the BAG LT switch is
turned on
B. When the baggage compartment
door is opened
C. Any time the pilot’s instrument
light rheostat is on
D. Any time DC power is on the
airframe

CHAPTER 4
CAUTION/WARNING SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................... 4-1
GENERAL............................................................................................................................... 4-1
CAUTION PANEL .................................................................................................................. 4-1
OTHER CAUTION/WARNING LIGHTS .............................................................................. 4-2
MASTER CAUTION LIGHTS ............................................................................................... 4-2
CAUTION PANEL SWITCHES ............................................................................................. 4-2
General ............................................................................................................................. 4-2
TEST–RESET Switch (SNs 33001 through 33107) ........................................................ 4-3
RESET Switch (SNs 33108 and Subsequent).................................................................. 4-3
TEST Switch (SNs 33108 and Subsequent) .................................................................... 4-3
BRIGHT–DIM SWITCH................................................................................................. 4-3
CAUTION/WARNING ELECTRICAL SUPPLY SYSTEM.................................................. 4-3
POWER MONITORING SYSTEM TEST SWITCHES ........................................................ 4-3
MASTER CAUTION Switchs (SNs 33001 through 33107) ........................................... 4-3
TEST Switch (SNs 33108 and Subsequent) .................................................................... 4-4
CAUTION/WARNING LIGHT LISTING .............................................................................. 4-4
QUESTIONS ......................................................................................................................... 4-11

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ILLUSTRATIONS
Figure Title Page
4-1 Caution Panel Switches ............................................................................................ 4-2
4-2 MASTER CAUTION Switch................................................................................... 4-4
TABLES
Table Title Page
4-1 Caution Panel Caution/Warning Lights.................................................................... 4-5
4-2 Additional Caution/Warning Lights ....................................................................... 4-10

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CHAPTER 4
CAUTION/WARNING SYSTEM
TEST
INTRODUCTION
The caution/warning system of the Bell 412 provides the pilot with immediate notifi-
cation of all major systems’ malfunctions. The majority of the caution/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 panel lights illuminate.
GENERAL CAUTION PANEL

The caution/warning system includes: the cau- The caution panel is located on the lower left
tion panel, other caution/warning lights for as- of the engine instrument panel. For Bell 412
sociated systems, the two MASTER SNs 33001 through 33107, the panel contains
C AU T I O N l i g h t s , c a u t i o n p a n e l s y s t e m 40 individual monitoring/detecting systems
switches, and associated electrical supply sys- and lights, all of which are functional. The cau-
tems. Warning lights pertaining to systems tion panel for Bell SNs 33108 through 36086
that require the pilot’s immediate attention contains 54 lights, 43 of which are functional;
have red letters on a black background (black and for BH SNs 36087 and subsequent, the air-
letters on a red background on SNs prior to craft may have 46 or 49 functional lights de-
33108). Caution lights pertaining to systems pending if the aircraft is three axis, four axis,
that require other than immediate attention and has or does not have EFIS instrumentation.
have amber letters on a black background.

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Both panels along with the additional cau- MASTER CAUTION

tion/ warning lights are illustrated in the
“Annunciator Panel” section of this manual. LIGHTS
Each monitoring/detecting circuit, when ac- The two MASTER CAUTION lights, located
tivated, causes its respective caution or warn- directly in front of each pilot at the top of the
ing light to illuminate. The circuits utilize DC respective instrument panels, illuminate when-
electrical power to illuminate two parallel ever a caution panel light illuminates. The
wired bulbs located behind a clearly marked MASTER CAUTION lights remain illumi-
caution or warning screen. Should on bulb fail, nated until the fault is either corrected or the
the remaining bulb still functions; however, the MASTER CAUTION lights are reset. The
screen appears only partially illuminated. MASTER CAUTION lights are reset by press-
ing the face of either light or by use of the
When a fault or malfunction is detected by RESET switch located on the caution panel.
one of the individual circuits, the associated
caution or warning light illuminates and re-
mains illuminated as long as the fault or mal-
function persists. In addition, when a
CAUTION PANEL
malfunction occurs, both pilot’s MASTER SWITCHES
CAUTION lights illuminate to draw attention
to the caution panel. GENERAL
For SNs 33001 through 33107, the
OTHER RESET–TEST, BRIGHT–DIM, and MASTER
CAUTION switches provide the pilot a means
CAUTION/WARNING to check proper operation of the caution panel.
LIGHTS For SNs 33108 and subsequent, the TEST
RESET, PNL–LT, and BRT–DIM switches
Other caution/warning lights for engine fire, provide similar capabilities.
engine out, baggage compartment fire, rotor
rpm, cyclic centering, and optional equipment The caution panel switches are shown in
are located on the pilot’s, copilot’s, and engine Figure 4-1.
instrument panels. These caution/warning lights
are discussed in text under the specific system
to which the caution or warning light applies.
RESET
TEST
E E
N N
G + G
E TEST RESET E PAR
1 2
PNL BRT O
N N BRIGHT
G
G G MA
1 LT + DIM 2 DIM
GEN
Figure 4-1. Caution Panel Switches

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TEST–RESET SWITCH CAUTION/WARNING

(SNs 33001 THROUGH 33107) ELECTRICAL SUPPLY
The TEST–RESET switch, spring-loaded to
center OFF and located on the caution panel, has SYSTEM
two purposes. Moving the switch to the RESET DC electrical power is supplied from the No.
position resets both MASTER CAUTION lights. 1 DC emergency bus through a circuit breaker
Placing the switch in the TEST position tests all marked MASTER CAUTION to the caution
the caution panel lights and the two MASTER panel and the monitoring circuits. When a
CAUTION lights for illumination. When the fault or malfunction occurs, the individual
switch is released from the TEST position, all monitoring circuit detects it and completes
caution panel lights with existing faults remain an electrical circuit to ground, and the re-
illuminated. All other caution panel lights and spective caution or warning light illuminates.
the MASTER CAUTION lights extinguish. Several caution/warning lights have monitor-
Testing of caution and warning lights other than ing circuits that activate only when the circuit
those on the caution panel is discussed in the text is open; these lights are discussed in the text
for the associated system. for the associated system.
RESET SWITCH (SNs 33108 In normal operation when all caution/warning

lights are extinguished, failure of electrical
AND SUBSEQUENT) power to the caution panel might go unno-
The RESET button on the caution panel resets ticed. Therefore, a special caution panel elec-
both MASTER CAUTION lights as does press- trical power monitoring circuit has been added
ing the face of either MASTER CAUTION light. which illuminates a caution light marked CAU-
TION PANEL in the event of interruption of
electrical power to the caution panel. The cau-
TEST SWITCH (SNs 33108 AND tion panel monitoring circuit and caution light
SUBSEQUENT) are powered from the No. 2 DC emergency bus
through a circuit breaker marked CAUTION
Moving the TEST switch on the caution panel FAIL. A test switch allows the pilot to check
to the LT position tests all the caution panel proper operation of the caution panel electri-
lights and the two MASTER CAUTION lights cal power monitoring system.
for illumination.
BRIGHT–DIM SWITCH
POWER MONITORING
The BRIGHT–DIM switch (BRT–DIM on SNs
SYSTEM TEST SWITCHES
33108 and subsequent), also spring-loaded to
center OFF and located on the caution panel,
MASTER CAUTION SWITCH
allows the pilot to vary the brightness of the (SNS 33001 THROUGH 33107)
caution panel lights when desired. With elec- The MASTER CAUTION switch (Figure 4-2)
trical power applied, all caution panel lights is located on the overhead console. Moving the
illuminate at full brightness; however, for switch from the spring-loaded NORMAL po-
night flying or at other times, the pilot may sition to the TEST position interrupts electrical
wish to reduce the caution panel brightness. power to the caution panel. All illuminated
Provided the pilot’s instrument light switch caution panel and ENGINE OUT lights ex-
(rheostat) is in the ON position, moving the tinguish. The monitoring circuit detects the
switch to the DIM position reduces the bright- loss of electrical power and illuminates both
ness of any illuminated caution panel lights by MASTER CAUTION lights and the CAUTION
half. Moving the switch to BRIGHT after the PANEL light on the caution panel. During the
caution panel lights are dimmed restores the test the MASTER CAUTION lights and the
lights to normal brilliance. RPM light dim slightly.

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NOTE CAUTION/WARNING
On SNs 33001 through 33107, the
MASTER CAUTION switch may not
LIGHT LISTING
function if one of the engine GOV
Table 4-1 contains the legends (in alphabeti-
switches is in the MANUAL posi-
cal order), colors, and causes for illumination
tion. This may be corrected with a
of all caution/warning lights on the caution
wiring modification.
panel. If duplicate caution/warning lights
exist, such as for the No. 1 and No. 2 engines
or the No. 1 and No. 2 systems, only one light,
marked “1/2,” is described. Caution/warning
lights applying to different serial number he-
licopters are indicated by the starting serial
LITY MASTER numbers, 33001 or 33108.
GHT CAUTION POSI
OF Table 4-2 contains the legends (in alphabeti-
FF TEST cal order), colors, and causes for illumination
of other caution/warning lights that are lo-
cated on the pilot’s, copilot’s, and engine in-
strument panels.
N NORMAL O Caution/warning lights applicable to kits and

optional equipment are discussed in Chapter 17,
NON-ESNTL “Kits and Accessories.”
ORMAL BUS
Figure 4-2. MASTER CAUTION Switch
TEST SWITCH (SNS 33108 AND

SUBSEQUENT)
The TEST switch is located on the caution
panel face. Moving the switch from the spring-
loaded center OFF position to the PNL posi-
tion interrupts electrical power to the caution
panel. All illuminated caution panel lights
and the ENGINE OUT light extinguish. The
monitoring circuit detects the loss of electri-
cal power and illuminates both MASTER
CAUTION lights and the CAUTION PANEL
light on the caution panel. During the test the
MASTER CAUTION lights and the RPM light
dim slightly.

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Table 4-1. CAUTION PANEL CAUTION/WARNING LIGHTS
CAUTION/WARNING
LIGHT MODEL CAUSE FOR ILLUMINATION
All Loss of electrical power to either AFCS, loss of DG input to either

AFCS AFCS, actuator(s) beyond limits, failed Helipilot unit, or other AFCS
malfunction
All Both battery bus relays are in the same position, either open or
BATTERY closed.
33001 Battery temperature is above limits.

BATTERY TEMP
33108 Battery temperature is above limits.

BATTERY TEMP
33001 Electrical power to the caution panel is interrupted.

CAUTION PANEL
CAUTION 33108 Electrical power to the caution panel is interrupted.

PANEL
33001 Combining gearbox oil pressure is below limits.

C BOX OIL PRESS
C BOX OIL 33108 Combining gearbox oil pressure is below limits.

PRESSURE
33001 Combining gearbox oil temperature is above limits.

C BOX OIL TEMP
C BOX OIL 33108 Combining gearbox oil temperature is above limits.

TEMP
33001 Metal chip(s) are detected in 42 or 90° gearbox(es).

CHIP 42/90 BOX
33108 Metal chip(s) are detected in 42 or 90° gearbox(es).

42/90 BOX
CHIP

Table 4-1. CAUTION PANEL CAUTION/WARNING LIGHTS (Cont)
CAUTION/WARNING
33001 Metal chip(s) are detected in combining gearbox.

CHIP C BOX
C BOX 33108 Metal chip(s) are detected in combining gearbox.

CHIP
33001 Metal chip(s) are detected in indicated engine.

CHIP
ENGINE 33108 Metal chip(s) are detected in indicated engine.

CHIP
33001 Metal chip(s) are detected in main transmission. Remote indicator

CHIP XMSN panel shows which detector.
XMSN 33108 Metal chip(s) are detected in main transmission. Remote indicator
CHIP panel shows which detector.
33001 Indicated generator has failed, is turned off, or is disconnected from

DC GENERATOR the electrical system.
DC 33108 Indicated generator has failed, is turned off, or is disconnected from

GENERATOR the electrical system.
33001 Passenger doors and/or baggage compartment door are not properly
DOOR LOCK secured.
DOOR 33108 Passenger doors and/or baggage compartment door are not properly
LOCK secured.
EXTERNAL 33108 External power connector door is not closed.

POWER
33001 External power connector door is not closed.

EXTERNAL POWER
33001 Indicated fuel boost pump, flow switch, or ejector pump has failed.
FUEL BOOST

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CAUTION/WARNING
NO. 1 FUEL
BOOST 33108 Indicated fuel boost pump has failed.
NO. 2 FUEL
BOOST
33001 Indicated fuel filter bypass is impending.

FUEL FILTER
NO. 1 FUEL
FILTER 33108 Indicated fuel filter bypass is impending.
NO. 2 FUEL
FILTER
33108 Fuel interconnect valve is in transit or has opened. Its position does
FUEL
INTCON not agree with switch position, or both circuit breakers have popped.
33001 Indicated fuel supply is low.

FUEL LOW
FUEL 33108 Indicated fuel supply is low.

LOW
NO. 1 FUEL
TRANS 33108 Indicated fuel transfer pump has failed, flow switch or ejector pump
NO. 2 FUEL has malfunctioned, fuel is depleted in forward floor cells, or fuel has
TRANS leaked back into mid-underfloor cell after completion of fuel transfer.
33001 Indicated fuel shutoff valve is in transit, its position does not agree
FUEL VALVE with fuel switch position, or circuit breaker has popped.
FUEL 33108 Indicated fuel shutoff valve is in transit, its position does not agree
VALVE with fuel switch position, or circuit breaker has popped.
33001 Fuel crossfeed valve is in transit, its position does not agree with
FUEL XFEED fuel crossfeed switch position, or both circuit breakers have popped.
FUEL 33108 Fuel crossfeed valve is in transit, its position does not agree with
XFEED fuel crossfeed switch position, or both circuit breakers have popped.
33001 Indicated generator cooling air is overheated.

GEN OVHT

CAUTION/WARNING
NO. 1 GEN
OVHT 33108 Indicated generated cooling air is overheated.
NO. 2 GEN
OVHT
33001 Indicated engine automatic fuel control has been bypassed to

GOV MANUAL manual mode.
33108 Indicated engine automatic fuel control has been bypassed to

GOV
MANUAL manual mode.
33001 Excessive temperature in heater ducts.

HEATER AIR LINE
HEATER 33108 Excessive temperature in heater ducts.

AIR LINE
33001 Either hydraulic system’s pressure is below limits, or temperature is

HYDRAULIC above limits. Gages indicate which system.
NO. 1
HYDRAULIC 33108 Affected hydraulic system’s pressure is below limits, or temperature
NO. 2 is above limits. Gages indicate which malfunction has occurred.
HYDRAULIC
INVERTER 1 33001 Indicated inverter output power has failed or is shut off.
INVERTER 2
NO. 1
INVERTER 33108 Indicated inverter output power has failed or is shut off.
NO. 2
INVERTER
33001 Indicated engine oil pressure is below limits.

OIL PRESSURE
OIL 33108 Indicated engine oil pressure is below limits.

PRESSURE
33001 Indicated particle separator system is off, door is closed, or circuit

PART SEP OFF breaker has popped.

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CAUTION/WARNING
PART SEP 33108 Indicated particle separator system is off, door is closed, or circuit
OFF breaker has popped.
33001 Rotor brake puck is not fully retracted from the disk.
ROTOR BRAKE
33108 Rotor brake puck is not fully retracted from the disk.
ROTOR
BRAKE
33001 Transmission oil pressure is below limits.

XMSN OIL PRESS
XMSN OIL 33108 Transmission oil pressure is below limits.

PRESSURE
33001 Transmission oil temperature is above limits.

XMSN OIL TEMP
XMSN OIL 33108 Transmission oil temperature is above limits.

TEMP

Table 4-2. ADDITIONAL CAUTION/WARNING LIGHTS
CAUTION/WARNING
All Smoke is detected in the baggage compartment.

BAGGAGE FIRE
All Cyclic control is not centered when on the ground and rotor rpm is below
95%. The system is energized 17 through 95% and above 103% NR rpm.
CYC CTR
ENG 1 OUT All Indicated engine N1 rpm is below 51%.
ENG 2 OUT
FIRE 1 PULL All Fire is detected in the indicated engine compartment.
FIRE 2 PULL
All Force trim system is turned off, or the circuit breaker has popped.
FT OFF
DCPL All Flight director decoupled from AFCS.
33001- Main rotor rpm is either above 103% or below 95%. If rotor rpm
RPM 36086 is low, a warning signal is also heard in the pilot’s and copilot’s
headsets.
36087 Main rotor rpm is either above 103% or below 95%. If rotor
RPM
rpm is low, a warning signal is also heard in the pilot's and copilot's
headsets.
All Passenger steps are in up position.

STEP EXTEND
OVER Mast torque has exceeded 100.5.

TORQ
Float switches are powered and the squib on the

FLOATS
ARMED float cylinder is armed allowing for inflation of
floats in case of water landing.
Cargo can be released electrically with the button on the pilot or copilot
ARMED cyclic when light is illuminated.
When green ON light illuminates, respective side windshield heat

ON ON
is activated. The illumination of red HOT light indicates windshield
HOT HOT
temperature has exceeded 130°F.

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QUESTIONS
1. All of the caution/warning lights on the 5. Electrical power for the caution panel
caution panel can be illuminated by: and the MASTER CAUTION lights is
A. Pressing each light individually provided by:
B. Selecting the LT position of the A. Either DC emergency bus
TEST switch on the caution panel B. Both DC emergency buses
C. Selecting the RESET position of the C. Either essential bus through sepa-
switch on the caution panel rate circuit breakers for each cau-
D. Selecting the TEST position of the tion or warning light
switch on the caution panel D. The battery through special BAT
BUS circuit breakers
2. An electrical power failure to the cau-
tion panel is indicated by: 6. Electrical power for caution/warning
A. Illumination of both MASTER lights that are not part of the caution
CAUTION lights panel system is provided by:
B. Extinguishing of all caution/warn- A. Either DC emergency bus
ing and MASTER CAUTION lights B. Both DC emergency buses
C. Illumination of the CAUTION panel C. DC electrical power through a cir-
light on the caution panel cuit breaker for the device that acti-
D. Both A and C vates that particular caution or
warning light
3. If the BRIGHT–DIM switch on the cau- D. The battery through special BAT
tion panel is moved to the DIM position: BUS circuit breakers
A. All caution/warning lights illumi-
nate at one-half brightness. 7. To test the CAUTION PANEL light:
B. All illuminated caution/warning A. Pull the CAUTION FAIL circuit
lights on the caution panel reduce to breaker on the overhead console.
one-half brightness. B. Pull the MASTER CAUTION cir-
C. If the pilot’s instrument light rheo- cuit breaker on the overhead con-
stat is on, A occurs. sole.
D. If the pilot’s instrument light rheo- C. Move either the MASTER CAU-
stat is on, B occurs. TION switch to TEST or the TEST
switch to PNL.
4. Illumination of a caution/warning light D. Activate the RESET switch on the
on the caution panel may indicate: face of the caution panel.
A. A system malfunction has occurred.
B. A system change has occurred.
C. A system is operating properly.
D. All the above

CHAPTER 5A
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................ 5A-1
GENERAL............................................................................................................................ 5A-1
TYPES OF USABLE FUEL................................................................................................. 5A-1
AIRFRAME FUEL SYSTEM COMPONENTS.................................................................. 5A-3
General .......................................................................................................................... 5A-3
Fuel Storage .................................................................................................................. 5A-3
Fuel Capacity ................................................................................................................ 5A-5
Fuel Consumption and Center of Gravity ..................................................................... 5A-5
LOWER FUEL CELL COMPONENTS .............................................................................. 5A-5
General .......................................................................................................................... 5A-5
Fuel Boost Pump ........................................................................................................... 5A-5
Fuel Flow Switch .......................................................................................................... 5A-6
Fuel Ejector Pump......................................................................................................... 5A-6
Fuel Float Switch .......................................................................................................... 5A-7
FUEL SYSTEM DRAINS.................................................................................................... 5A-8
Fuel Sump Drain Valves................................................................................................ 5A-8
Miscellaneous Drains .................................................................................................... 5A-8
LOWER FUEL CELL INTERCONNECTION ................................................................. 5A-10
AIRFRAME FUEL SUPPLY SYSTEM ............................................................................ 5A-11
General........................................................................................................................ 5A-11
Fuel Valve ................................................................................................................... 5A-12
JUNE 1999 FOR TRAINING PURPOSES ONLY 5A-i

FUEL VALVE Caution Panel Light............................................................................ 5A-12

FIRE PULL Handle .................................................................................................... 5A-12
Fuel Pressure Gages.................................................................................................... 5A-12
Fuel Crossfeed Valve .................................................................................................. 5A-12
FUEL XFEED TEST Switch ...................................................................................... 5A-15
FUEL QUANTITY INDICATING SYSTEM.................................................................... 5A-15
Fuel Quantity Probes................................................................................................... 5A-15
Fuel Quantity Selector Switch .................................................................................... 5A-15
Fuel Quantity Gage ..................................................................................................... 5A-15
NORMAL FUEL SYSTEM OPERATION........................................................................ 5A-16
AIRFRAME FUEL SYSTEM MALFUNCTIONS ........................................................... 5A-16
Boost Pump Malfunction ............................................................................................ 5A-16
Boost Pump Failure Check ......................................................................................... 5A-16
Fuel or Crossfeed Valve Malfunction ......................................................................... 5A-16
EMERGENCY ENGINE SHUTDOWN............................................................................ 5A-17
FUEL LEAKS AND FUEL CONTAMINATION.............................................................. 5A-17
QUESTIONS ...................................................................................................................... 5A-18
5A-ii FOR TRAINING PURPOSES ONLY JUNE 1999

ILLUSTRATIONS
Figure Title Page
5A-1 Airframe Fuel System............................................................................................ 5A-2
5A-2 Fuel Cell Compartment ......................................................................................... 5A-3
5A-3 Lower Fuel Cell Components................................................................................ 5A-4
5A-4 Fuel Boost Pump Operation .................................................................................. 5A-6
5A-5 Fuel Low Warning System .................................................................................... 5A-7
5A-6 Fuel Sump Drain System....................................................................................... 5A-9
5A-7 Lower Fuel Cell Interconnection......................................................................... 5A-10
5A-8 Normal Fuel Supply System Operation .............................................................. 5A-11
5A-9 Fuel Crossfeed and Interconnect System Operation ........................................... 5A-13
5A-10 Fuel Quantity Indicating System......................................................................... 5A-14
JUNE 1999 FOR TRAINING PURPOSES ONLY 5A-iii

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CHAPTER 5A
FUEL SYSTEM
;;;
;;;
;;;
;;;;
;;;;;
;;;;
;;;
2
4
MAIN
FUEL
6
8
;;;;
LBS X 100
0 10
INTRODUCTION
There are two different fuel systems for the Bell 412 helicopters. The system for SNs
33001 through 33107 is discussed in this chapter, and the system for SNs 33108 and sub-
sequent is discussed in Chapter 5B. Refer to the appropriate chapter for the associated
helicopter system.
GENERAL TYPES OF USABLE FUEL

The airframe fuel system provides an inde- Any of the approved jet fuels listed in the
pendent uninterrupted supply of fuel to each “Handling/Servicing/Maintenance” section of
engine during all approved ground and in- the Manufacturer’s Data portion of the Flight
flight maneuvers. Manual may be used. Aviation gas can be used
The airframe fuel system includes intercon- in case of emergency, but only with significant
nected fuel storage cells, boost pumps, ejec- reduction in the useful life of engine compo-
tor pumps, associated plumbing, control and nents. See the engine manufacturer’s Engine
check valves, cockpit gages, switches, caution Installation Manual for additional informa-
panel lights, and necessary electrical power to tion on usable fuels.
provide two totally separate and independent
fuel supply systems necessary for proper en-
gine operation. Crossfeed and interconnect
capabilities afford added safety in the event of
one fuel system’s malfunction.
JUNE 1999 FOR TRAINING PURPOSES ONLY 5A-1

ENGINE NO. 1 ENGINE NO. 2
GOV PART SEP PART SEP GOV

AUTO NORM NORM AUTO
MANUAL OVRD OVRD MANUAL

ON FUEL ON
XFEED
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
F ON ON F
U U
TEST BUS 2 E
E
L OFF OFF L
FUEL XFEED
NORM
B ON ON B
O P P
U O
O O U
M OVRD CLOSE M
S S
T P INTCON P
OFF OFF T
NORM
TANK TANK
1 2
OPEN
1. RH OUTBOARD UPPER FUEL CELL

2. REFUELING PORT
3. FUEL PRESSURE TRANSMITTER
4. CROSSFEED VALVE 3
5. ENGINE FUEL VALVES

6. FUEL QUANTITY PROBE
7. CENTER UPPER FUEL CELL
8. LH OUTBOARD UPPER FUEL CELL
9. UPPER CELL DRAINS TO UNDERFLOOR CELLS 4
;yy;y;y;y;y;
10. INLET/OUTLET FITTING WITH CHECK VALVE

y;
2
y;y;y;y;y;y;
11. RH UNDERFLOOR CELL

y;
y;
y;y;y;y;y;
y;y;y;y;y;
y;
12. LH UNDERFLOOR CELL

;yy;y;y;y;
y;y;
13. UNDERFLOOR CELL BAFFLE 5

;y;y;y;y
;y;y;y
1
14. EJECTOR VALVE 5 3
15. INTERCONNECT VALVES

;y;y;y;y;y
;y
16. SUMP PLATES INCLUDING:

;;
yy
;;
yy
;yy;y;y;y;
a. SYSTEM DRAINS ;;
yy;;
yy ;;
yy
y;
b. BOOST PUMP ;;yy

yy;;
;;
yy
c. FLOW SWITCH 9
y;
18 y;y;y;y;y;y;y;y;y;
d. FLOAT SWITCH y;y;y; y; 6
7
17. BAFFLE PASS-THROUGH AND FLAPPER VALVE
18. AUXILIARY FUEL TANK ATTACHMENT
y;y;y;
y;y;y;y;
8
yy
;;
;;
yy
13 ;yy;y;y;
y;y; yy
;; ;yy;y;y;y;y;
;;yy
yy;;
;yy;y;
y;y;
6 ;;
yy
;yy;y;y;y;y;
11 10
18
;y;y;y;y;y;y;y
15 9
y;y;y;y;
;y;y
;y;y;y
;y
16
y; y;
;y yyy
;;;
6
;y;y;y;y yy
;; ;;;
yyy
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yy ;yy;y;y;
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14
Figure 5A-1. Airframe Fuel System
5A-2 FOR TRAINING PURPOSES ONLY JUNE 1999

FlightSafety
international
AIRFRAME FUEL FUEL STORAGE

SYSTEM COMPONENTS Fuel is stored in five crashworthy fuel cells.
Each bladder is installed in a structural air-
frame compartment (Figure 5A-2), which is
GENERAL specially braced to evenly support the weight
The airframe fuel system (Figure 5A-1) in- of the fuel. The cells are constructed of a rub-
cludes fuel storage cells, electrical fuel boost berized nylon material tied securely in place,
pumps to move the fuel from the storage cells each within an individual compartment.
to the engines, valves, and necessary plumb-
ing to separate the two independent supply Two of the five fuel cells, identified as lower
systems. Additional valves and plumbing allow cells, are located under the passenger com-
interconnection of the two systems and also partment floor and contain the majority of the
crossfeeding of the engines from either fuel components for the two fuel supply systems
supply system. (Figure 5A-3). The remaining three “upper”
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y;y;y;y;
Figure 5A-2. Fuel Cell Compartment

or aft cells are located above floor level, be- installed in the passenger compartment, they
hind the rear passenger compartment wall. are also filled through the same refueling port.
There is one large center cell with two smaller Additional information on auxiliary fuel sys-
cells located outboard on each side of the tems is given in Chapter 17.
center cell. Figure 5A-1 illustrates the fuel
cell locations. During engine operation, fuel is pumped from
the lower cells to the engines. As fuel is used
All five fuel cells are filled from a single- from the lower cells, it is replaced by fuel
point refueling port located on the right side from the upper cells draining by gravity down
of the helicopter, just aft of the passenger into the underfloor cells. Auxiliary tank fuel
compartment door. If auxiliary fuel cells are also flows by gravity to the lower cells.
9 yyy
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6
D
5 F A
1 FUEL QUANTITY PROBES

FUEL INLET FROM UPPER CELLS AND BOOST
2
PUMP OUTLET WITH CHECK VALVE
3 SUMP PLATE INCLUDING:
a. BOOST PUMP B
b. SUMP DRAIN VALVE
c. DEFUEL VALVE C
d. FLOAT SWITCH
e. INTERCONNECT SWITCH
f. FLOW SWITCH
4 BAFFLE 7 FORWARD INTERCONNECT HOSE
5 FLAPPER VALVE AND PASS–THROUGH 8 EJECTOR PUMP RETURN LINE
6 EJECTOR PUMP 9 REAR INTERCONNECT HOSE AND VALVE
Figure 5A-3. Lower Fuel Cell Components

FlightSafety
international
FUEL CAPACITY LOWER FUEL CELL

The fuel capacity of the five airframe fuel COMPONENTS
cells is 214 U.S. gallons. usable fuel is 211 gal-
lons. With one auxiliary tank installed, the
total fuel capacity is approximately 295 gal- GENERAL
lons, of which 288 gallons are usable. With two The lower fuel cells (Figure 5A-3) contain
auxiliary tanks installed, the total fuel ca- the majority of each fuel system’s working
pacity is approximately 377 gallons, of which components. Installed at the rear bottom of
approximately 368 gallons are usable. each lower cell is a sump plate which mounts
an electrically powered fuel boost pump, a
FUEL CONSUMPTION AND fuel float switch, a fuel sump drain valve, a de-
fuel drain, boost pump drains, and a fuel cell
CENTER OF GRAVITY interconnect fitting. At the bottom of the for-
As a general “rule of thumb,” fuel consump- ward wall of each lower cell is another fuel cell
tion during hovering and low altitude flight av- interconnect fitting and a fuel-pressure-pow-
erages approximately 750 pounds per hour. ered ejector or jet pump.
Cruise flight may reduce fuel consumption to
as low as 600 pounds per hour, depending on Each lower cell is partially divided by an in-
altitude, temperature, and airspeed. See ternal baffle and flapper valve which restrict
Section 3, “Operational Information,” in the forward movement of fuel within the cell. Two
Manufacturer’s Data portion of the approved fuel quantity probes are installed in each lower
Flight Manual. cell along with necessary plumbing for boost
pump output, ejector pump operation, an in-
Fuel is pumped to the engines from the lower terconnection port to the upper aft fuel cells,
cells, and the fuel consumed is replaced from and an interconnection to the other lower cells.
the upper cells. The upper cells are aft of the
rotor mast, so as fuel is consumed, the weight
aft of the rotor mast is reduced and the CG
FUEL BOOST PUMP
moves forward. The CG continues to move The 28-VDC fuel boost pumps are actuated by
forward until the total fuel quantity is reduced the BOOST PUMP switches on the fuel panel
to between 472 and 494 pounds, depending on located on the center pedestal. Each boost
fuel density. The CG then moves aft until all pump is powered separately from an essential
fuel is consumed. bus and is protected by a FUEL BOOST cir-
cuit breaker located on the overhead console.
Refer to Section 1, “Weight and Balance” in the With a boost pump turned on, fuel is drawn into
Manufacturer’s Data portion of the approved the boost pump, pressurized, sent through in-
Flight Manual for specific information on the ternal lines to a one-way check valve, and
effect of fuel consumption on CG. Should aux- then directed through external lines to the en-
iliary fuel tanks be installed, refer to the ap- gines. Boost pump operation is illustrated in
proved Flight Manual Supplement for Auxiliary Figure 5A-4.
Fuel Operations (BHT-412-FMS-4), which
governs flight operations and restrictions.
It is essential that both takeoff and landing

CGs be properly computed to ensure that fuel
consumption does not result in an out-of-CG
flight condition.

FlightSafety
international
FUEL FLOW SWITCH FUEL EJECTOR PUMP

A portion of each boost pump’s pressurized The pressurized fuel that passes through the
fuel output is directed through a flow switch flow switch is directed through internal lines,
(Figure 5A-4) which is connected to a FUEL through the in-cell baffle, and on to the ejec-
BOOST caution panel light and the fuel cross- tor pump. Through venturi action in the ejec-
feed valve system. Boost pump pressure opens tor pump, the pressurized fuel scavenges fuel
the flow switch, which in turn extinguishes the located forward of the baffle and returns it to
FUEL BOOST caution light. If a boost pump the rear of the lower cell where it can be used
fails, is turned off, or the flow of fuel through by the boost pump. The operation of the ejec-
the flow switch is blocked, the flow switch tor pump ensures an adequate supply of fuel
closes, illuminating the FUEL BOOST caution to the boost pump, evacuates any trapped fuel
light and sending an electrical signal to the fuel forward of the baffle, and assists in main-
crossfeed valve system. taining the CG of the helicopter.
FUEL CROSSFEED BOOST PUMP

VALVE FUEL TO ENGINE
CHECK
VALVE GRAVITY FUEL
FROM
UPPER CELLS
EJECTOR PUMP
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FUEL RETURN
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BOOST
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PUMP
BOOST PUMP FUEL FLOW

TO EJECTOR PUMP SWITCH
Figure 5A-4. Fuel Boost Pump Operation

FlightSafety
international
FUEL FLOAT SWITCH

Total fuel remaining lasts approximately ten
A tubular housing mounted to the sump plate minutes at cruise power after illumination of
of each lower fuel cell houses a float switch. the first FUEL LOW caution panel light. If a
Each float switch is connected to a separate FUEL LOW caution light illuminates in flight,
FUEL LOW caution panel light (Figure 5A- the pilot should verify the fuel remaining in the
5). With full underfloor fuel cells, the floats associated lower cell by using the fuel quan-
are held at the upper limit of the housing. tity gage and position the fuel INTCON switch
When fuel has been consumed to a sufficiently on the fuel panel to the OPEN position. This
low level, the floats start to descend within the opens both interconnect valves between the
housing. When the fuel level in either lower lower cells and allows the fuel to equalize.
cell is reduced to approximately 50 pounds of The pilot should also land as soon as practical
fuel remaining, the associated float descends to avoid fuel starvation and engine flameout.
enough to close its switch, illuminating the ap- Refer to the manufacturer’s approved Flight
propriate FUEL LOW caution light. Manual for the proper procedures.
HYDR SYS 1 HYDR SYS 1
TOTAL
LEFT RIGHT 8
6 FUEL 10
270 LB 270 LB
QUANTITY
4 12
2 14
LBS X 100
0
FUEL QTY
SEL
FUEL QTY
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Figure 5A-5. Fuel Low Warning System

FlightSafety
international
FUEL SYSTEM DRAINS

Clean, uncontaminated fuel is vital to proper Since accidental opening of a sump drain
engine operation. Filters and screens are pro- valve would allow most of the fuel from the
vided within the airframe and engine fuel sys- cells to be lost, electrical power to operate the
tems to ensure that only clean fuel is supplied sump drain valves is available only when the
to the engines. Fuel system drains are provided associated FUEL switch is in the OFF posi-
for checking fuel storage system quality and tion. To electrically actuate the sump drain
also assisting both pilots and maintenance per- valves, battery power should be applied to
sonnel in removing contaminants and provid- the helicopter and the FUEL switches posi-
ing a clean fuel storage system. tioned to OFF.
The sump drain valves may also be operated

FUEL SUMP DRAIN VALVES manually by reaching under the helicopter and
Any contaminants that do enter the fuel stor- pushing up on the bottom of the sump drain
age system generally settle to the lower fuel valve. Regardless of which method is used,
cells after refueling. A fuel sump drain system the sumps should be drained and the drained
(Figure 5A-6) is provided for each lower cell fuel visually checked for the presence of con-
to allow draining of any contamination and tamination or water on a daily basis.
checking the fuel quality. The lower fuel cell
sumps should be drained and checked daily, be- MISCELLANEOUS DRAINS
fore the first flight of the day and before the
boost pumps are turned on to prevent stirring Each lower fuel cell sump plate also contains
up any settled contamination. The fuel sumps a defuel drain and two boost pump drains. The
can be drained either electrically or manually. defuel drain is used by maintenance to assist
in defueling operations. A boost pump seal
The spring-loaded-closed fuel sump drains drain is always open to the atmosphere to pre-
may be electrically actuated by a push-button vent fuel that may get past the pump seal from
switch under a rubber cap located on the he- getting into the electrical motor of the boost
licopter exterior fuselage below each passen- pump. The boost pump drain allows mainte-
ger compartment door. Electrical power (28 nance to drain fuel from the pump itself. All
VDC) to operate the solenoid drain valves is fuel drains are mechanical or manual in op-
provided from each emergency bus through the eration and do not require pilot action.
respective fuel valve circuits, protected by
the FUEL VALVE circuit breakers located on
the overhead console.



AUTO NORM NORM AUTO

ON FUEL ON
XFEED
TEST BUS 1
OFF BRT OFF BRT OFF BRT ENGINE 1 ENGINE 2
UTILITY EXTERIOR LIGHT NORM
MASTER ON
LIGHT CAUTION POSITION ANTI COLL F ON F
OFF TEST OFF OFF U U
TEST BUS 2 E
E
L OFF OFF
OFF L
ON ON ON FUEL XFEED
NORMAL
NON-ESNTL
NORM
MANUAL OFF OFF B ON ON B
O P P
U O
O O U
M OVRD CLOSE M
S S
NORMAL ON ON
T P INTCON P
OFF OFF T
NORM
EMERG LOAD
GEN 1 GEN 2 BATTERY
RESET RESET OFF OFF TANK TANK
O O 1 2
F F OPEN
F F
ON ON ON ON
BUS 1 BUS 2
Figure 5A-6. Fuel Sump Drain System

LOWER FUEL CELL A forward interconnect valve is connected by

shielded hoses to each lower cell’s forward fit-
INTERCONNECTION ting. Additionally, an aft interconnect valve is
connected by shielded hoses to each lower
Each lower fuel cell has two interconnect fit- cell’s sump plate interconnect fitting. Opening
tings (Figure 5A-7), one on the sump plate at the two interconnect valves provides a path for
the rear of the cell, and one at the bottom of unrestricted fuel flow between the two lower
the front wall of the cell. Flexible shielded fuel cells.
hoses connect each interconnect fitting to one
of two electrically actuated interconnect Both interconnect valves are actuated by the
valves. Providing a method of interconnec- INTCON switch on the fuel panel located on
tion between the lower fuel cells ensures that the center pedestal. The switch uses 28-VDC
if a boost pump fails, the fuel remaining in the power from the No. 2 emergency bus and is
associated lower fuel cell is accessible to the protected by the FUEL INTCON circuit
other boost pump. breaker located on the overhead console.

AUTO NORM NORM AUTO

ON FUEL ON
XFEED
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
ON
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F ON F
U U
TEST BUS 2
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E E
OFF OFF L
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FUEL XFEED y;
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NORM
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B ON ON B
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P P
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O U U
M OVRD CLOSE O
S M
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S
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P INTCON P
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T OFF OFF T
NORM
TANK yy
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TANK ;;
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Figure 5A-7. Lower Fuel Cell Interconnection

FlightSafety
international
For normal operation, the INTCON switch is AIRFRAME FUEL

kept in NORM. This switch positions both in-
terconnect valves closed and separates the SUPPLY SYSTEM
two independent fuel systems. If the fuel level
becomes low, a boost pump failure occurs, or GENERAL
an engine is shut down in flight, the pilot
should move the fuel INTCON switch to the Once fuel has been pressurized by the boost
OPEN position, providing fuel equalization pumps and directed through the one-way check
and/or access to the remaining fuel. See the valves and out of the lower cells, other valves
manufacturer’s approved Flight Manual for ap- and hoses direct the fuel to the engines for use
propriate procedures. (Figure 5A-8) A fuel valve for each engine con-
40 50 40 50
30 FUEL 30 FUEL
PSI PSI
20 20
10
0 PRESS PRESS 10
0
XMTR XMTR
FUEL PRESS FUEL PRESS
No. 1 ENGINE No. 2 ENGINE

SHUTOFF SHUTOFF
VALVE VALVE
CROSSFEED
VALVE
CHECK ENGINE NO. 1 ENGINE NO. 2 CHECK

VALVE GOV
AUTO
PART SEP
NORM
PART SEP
NORM
GOV
AUTO
VALVE

ON FUEL ON
XFEED
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
F ON ON F
U TEST BUS 2 U
E E
L OFF OFF L
FUEL XFEED
NORM
B ON ON B
O P P
U O
O OVRD CLOSE O U
S M M
P INTCON S
T OFF OFF T P
NORM
TANK TANK
1 2
OPEN
FLOW FLOW
SWITCH SWITCH
BOOST BOOST
PUMP PUMP
Figure 5A-8. Normal Fuel Supply System Operation

FlightSafety
international
trols fuel flow to the associated engine. The When a FUEL VALVE caution panel light re-
crossfeed valve and the associated FUEL mains illuminated after the FUEL switch has
XFEED switch automatically or manually con- been moved, the pilot should check that the ap-
trol crossfeeding of fuel. Fuel pressure gages propriate FUEL VALVE circuit breaker is in.
advise the pilot if pressurized fuel is getting The pilot should also check the associated
to the engine fuel systems, and a fuel quantity fuel pressure gage indications: if the fuel valve
system provides cockpit indication of the air- is open, fuel pressure is in the normal range;
frame fuel supply. if the fuel valve is closed, the gage indicates
no pressure.
FUEL VALVE
FIRE PULL HANDLE
Pressurized fuel from each boost pump is di-
rected from the lower fuel cells to the engine if an engine fire occurs, fuel should be a prime
that it serves. A fuel valve controls the flow suspect, and fuel flow to the associated engine
of fuel to each engine. Each fuel valve is op- must be stopped as soon as possible. Because
erated independently by a FUEL switch on each fuel valve’s electrical circuitry is wired
the fuel panel, using 28-VDC power from the through the associated engine’s FIRE PULL
associated emergency bus through the FUEL handle, the pilot can close the necessary fuel
VALVE circuit breaker located on the overhead valve by pulling the appropriate FIRE PULL
console. handle. When the handle is pulled, a circuit is
completed that closes the associated fuel valve
Positioning the FUEL switch to ON opens the regardless of the FUEL switch position. The
associated fuel valve, allowing pressurized FUEL VALVE caution panel light illuminates
boost pump fuel to reach the engine. As the fuel momentarily to indicate that the fuel valve is
valve moves from closed to open, the FUEL closing.
VALVE caution panel light illuminates to ad-
vise the pilot that the fuel valve is opening.
When the fuel valve is fully open, the FUEL FUEL PRESSURE GAGES
VALVE caution panel light extinguishes. Fuel gages provide cockpit indications of pres-
sure and fuel flow to each engine. Fuel pres-
FUEL VALVE CAUTION sure transmitters are located on the fuel supply
line between each engine and its fuel valve.
PANEL LIGHT Each pressure transmitter utilizes 26.5 VAC,
Any time a fuel valve either opens or closes, the is protected by an ENG 1 or ENG 2 FUEL
appropriate FUEL VALVE caution light should PRESS circuit breaker located on the overhead
illuminate momentarily and then extinguish. console, and indicates boost pump fuel pres-
Sustained or continued illumination of a FUEL sure in psi on the associated gage.
VALVE caution panel light indicates that the
respective fuel valve either has not fully opened FUEL CROSSFEED VALVE
or is not fully closed. The FUEL VALVE cau-
tion panel lights are often referred to as “agree- A fuel crossfeed system (Figure 5A-9) be-
ment/disagreement” lights. If the FUEL VALVE tween the two fuel systems ensures that a
caution light illuminates and then extinguishes boost pump failure does not cause the asso-
when the appropriate FUEL switch is moved, ciated engine to flameout due to fuel starva-
the fuel valve and the caution light are in “agree- tion. The crossfeed system includes a
ment”. If a FUEL switch is moved and the crossfeed valve, fuel lines between both air-
FUEL VALVE caution light illuminates and frame fuel systems, flow switch sensors to
remains illuminated, the fuel valve and the cau- detect a failure of either boost pump, and as-
tion light are in “disagreement.” sociated electrical and test circuitry.

JUNE 1999
No. 1 NOTE: No. 2

ENGINE NO. 1 BOOST PUMP INOPERATIVE ENGINE
PRESSURE FUEL FUEL PRESSURE

GAGE THERMAL VALVE VALVE THERMAL GAGE
RELIEF RELIEF
CROSSFEED
VALVE VALVE
VALVE
BELL 412
LEGEND SIPHON SIPHON
BREAKER BREAKER
PRESSURE FILLER
VALVE VALVE
SUPPLY
VENT AUX FUEL AUX FUEL
PILOT TRAINING MANUAL

VENT QTY VENT
CONNECTOR TANK CONNECTOR
UNIT
CHECK CHECK
LH (TANK 1) VALVE VALVE RH (TANK 2)
UNDERFLOOR THERMAL THERMAL UNDERFLOOR
CELL RELIEF RELIEF CELL
AFT UPPER
QTY FUEL CELLS QTY
TANK TANK
UNIT UNIT
QTY AUX FUEL QTY
FLOW FLOAT FLOAT FLOW
TANK CONNECTIONS TANK
SWITCH SWITCH SWITCH SWITCH
UNIT UNIT
EJECTOR ELEC ELEC EJECTOR

PUMP SUMP PUMP SEAL SEAL PUMP SUMP PUMP
DRAIN DRAIN DRAIN DEFUEL AFT DEFUEL DRAIN
TO DRAIN DRAIN
VALVE VALVE INTERCONNECT VALVE VALVE
VALVE INTERCONNECT
FlightSafety
SWITCH
BOOST PUMP BOOST PUMP
PUSH PUSH
FOR FOR
FUEL FUEL
international
SUMP FWD INTERCONNECT VALVE SUMP
DRAIN DRAIN
5A-13
Figure 5A-9. Fuel Crossfeed and Interconnect System Operation

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The crossfeed valve is connected between the light. The closing of the flow switch also
two fuel systems by hoses connected to T-fit- completes a circuit which causes the crossfeed
tings on the input side of each fuel valve. The valve to open and provide an uninterrupted
valve is powered by both essential buses, pro- flow of fuel from the operating boost pump
tected by two FUEL XFEED circuit breakers to both engines. As the crossfeed valve opens,
on the overhead panel, and controlled auto- the FUEL XFEED agreement/disagreement
matically by flow switches or manually by the caution panel light momentarily illuminates.
FUEL XFEED switch on the fuel panel. A
FUEL XFEED TEST switch is provided to If an engine fails or is shut down intentionally,
test the system for proper operation. the pilot should place the FUEL XFEED switch
in the OVRD CLOSE position to ensure the
The FUEL XFEED switch is placed in the fuel crossfeed valve does not open when the
NORM position for normal fuel system op- respective boost pump is switched off. This ac-
eration. Should either boost pump fail, the tion is particularly important in the case of an
associated flow switch closes and illuminates engine fire to ensure that fuel from the other
the appropriate FUEL BOOST caution panel boost pump does not “feed” the fire.
UNDERFLOOR
CELLS
UPPER LH CELL AFT UPPER CELL UPPER RH CELL
TOTAL
LEFT RIGHT 8
6 FUEL 10
270 LB 270 LB
QUANTITY
4 12
2 14
LBS X 100
0
FUEL QTY
SEL
FUEL QTY
Figure 5A-10. Fuel Quantity Indicating System

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FUEL XFEED TEST SWITCH upper cell. Electrical signals from the probes
are routed to the selector switch. Additional
The FUEL XFEED TEST switch is spring- fuel quantity probes are included if Bell
loaded to the NORM (center) position where Helicopter auxiliary fuel tanks are installed.
DC power from both essential buses provides Electrical signals from auxiliary tank probes
for crossfeed valve operation. The TEST BUS are also routed to the selector switch. For ad-
1 and TEST BUS 2 positions of the FUEL ditional information concerning Bell
XFEED TEST switch provide for testing the Helicopter auxiliary fuel tanks, see Chapter 17,
operation of the crossfeed valve using power “Kits and Accessories.”
from either essential DC bus. The “Normal
Procedures” section of the manufacturer’s ap-
proved Flight Manual contains specific cross- FUEL QUANTITY
feed valve check procedures. SELECTOR SWITCH
During the fuel crossfeed valve check, with the The selector switch determines which fuel
FUEL XFEED switch in the NORM position quantity indications are displayed on the fuel
and a boost pump switched off, the pilot should quantity gage. With the selector switch in the
check the appropriate fuel pressure gage in- TOTAL position, signals from all five fuel
dications to ensure that the crossfeed valve has quantity probes are combined to indicate total
opened and that the one-way check valve is fuel quantity in pounds.
functioning correctly. A 4- to 6-psi lower fuel
pressure for the deactivated boost pump indi- With the selector switch held manually in ei-
cates a malfunction of the one-way check ther the LEFT 270 LB or RIGHT 270 LB po-
valve for that pump. sition, signals from the two left lower cell
probes or the two right lower cell probes, as
applicable, indicate the fuel in the associ-
ated cells. The left and right lower fuel cell
FUEL QUANTITY quantities are checked for proper readings
during the Fuel Quantity Check portion of the
INDICATING SYSTEM Prestart checklist. With a total fuel quantity
of at least 600 pounds, the left and right in-
A capacitance fuel quantity indicating sys- dications should not be less than 270 or more
tem (Figure 5A-10) provides visual cockpit in- than 300 pounds, depending on the density of
dication of the airframe fuel supply. The fuel the fuel used. A gage reading of less than
quantity system consists of five fuel quantity 270 indicates a problem with the probes in the
probes, a cockpit gage, and a three-position associated cell.
FUEL QTY SEL (selector) switch. The switch
is spring-loaded to the TOTAL position. The
system uses 115-VAC power and is protected FUEL QUANTITY GAGE
by the FUEL QTY circuit breaker located on
the overhead console. Operation is automatic The standard gage, used on helicopters with-
except for testing when the right and left lower out auxiliary fuel provisions, provides indi-
fuel cell quantities are checked. cations from 0 to 1,500 pounds of fuel. On
helicopters with auxiliary fuel provisions, the
gage reads from 0 to 3,000 pounds.
FUEL QUANTITY PROBES
Loss of AC power to the fuel quantity system
Two probes are located in each lower cell: one causes the fuel quantity gage to stay in the last
in the rear of the cell and one forward of the indicated position and also renders the selec-
baffle. A fifth probe is located in the center tor switch inoperative.

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NORMAL FUEL SYSTEM Other malfunctions, such as a short within the

flow switch or a blockage of fuel through ei-
OPERATION ther the flow switch or the ejector pump, may
cause illumination of the FUEL BOOST cau-
Normal fuel system operation is achieved by tion light. A boost pump failure check can de-
following the normal procedures outlined in termine if a boost pump has actually failed.
Section 2 of the manufacturer’s approved
Flight Manual. Both fuel systems operate in-
dependently to provide fuel to their respective BOOST PUMP FAILURE CHECK
engines. The only interaction of the two sys-
tems is use of the common fuel supply from WARNING
the upper fuel cells.
AIRFRAME FUEL The following check should be per-

formed only on the ground to pre-
SYSTEM clude the possibility of inadvertent
MALFUNCTIONS engine flameout.
BOOST PUMP MALFUNCTION The failed boost pump should be switched on

and the FUEL XFEED switch placed to OVRD
Failure of a boost pump is indicated by illu- CLOSE. Fuel pressure for the failed boost
mination of the respective FUEL BOOST cau- pump indicates 0 pressure if the boost pump
tion panel light. The failure is detected by the has actually failed. If fuel pressure is normal,
associated flow switch, causing it to close some other malfunction caused illumination
(due to loss of fuel flow through it) and illu- of the FUEL BOOST caution light. The results
minate the caution light. Closing of the flow of the boost pump failure check should be re-
switch also activates the crossfeed valve to the ported to maintenance for corrective action.
open position and ensures an uninterrupted
flow of fuel to the engines.
FUEL OR CROSSFEED
The primary indication of a boost pump fail- VALVE MALFUNCTION
ure is illumination of the FUEL BOOST cau-
tion light. If the malfunction is noticed soon Momentary illumination of a FUEL VALVE or
enough, a temporary drop in fuel pressure and a FUEL XFEED caution light is normal and
momentary illumination of the FUEL XFEED should be noted whenever these valves change
caution light may also be noticed. position. Sustained illumination of a caution
light indicates that the associated valve has not
The fuel pressure gage for the failed boost either fully opened or fully closed. The cau-
pump should be checked to ensure that fuel is tion light is illuminated by a break in electri-
now being directed from the operating boost cal continuity when the valve leaves one
pump to both engines. Additionally, the fuel position. The caution light remains illumi-
INTCON switch should be positioned to OPEN nated until continuity is regained when the
to allow the fuel in the lower cell with the valve reaches the opposite position, extin-
failed boost pump to be accessed by the re- guishing the light. Pilot actions for the sus-
maining boost pump. If above 5,000 feet pres- tained illumination of a valve caution light
sure altitude, descend the helicopter below depend on flight conditions and other cockpit
that level to prevent fuel starvation should the indications.
remaining boost pump fail. Check that the ap-
propriate FUEL BOOST circuit breaker is set. Check that the failed valve’s circuit breaker is
If boost pump operation cannot be regained, in because any break in the electrical circuit
switch the pump off. causes the valve to stop moving, thereby caus-

FlightSafety
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ing sustained illumination of the caution light. FUEL LEAKS AND FUEL
Resetting the circuit breaker may allow the
valve to continue moving and extinguish the CONTAMINATION
caution light. If the circuit breaker does not
reset, maintenance action is required. Airframe fuel leaks are indicated by a higher
than normal fuel consumption rate. Fuel leaks
Check the FUEL PRESS gages for proper in- increase in-flight fire potential and the pos-
dications. A fuel valve that has not fully opened sibility of unanticipated engine failure. The
or closed my be indicated by lower than nor- pilot should land the helicopter as soon as
mal fuel pressure. An on-the-ground check of possible and have the problem corrected.
alternate boost pumps and pressure readings
shows actual status of the fuel valves and the Fuel contamination may be indicated by erratic
crossfeed valve. engine operation or engine flameout. If only
one engine is affected, the lower cell providing
Illumination of a valve caution light in flight, fuel to that engine may be isolated by switch-
especially if no switches have been actuated, ing the associated boost pump off and leaving
could be an indication of a short or a mal- the fuel INTCON valve switch in NORM.
functioning switch. Resetting a tripped circuit
breaker or cycling the associated valve’s switch
should be carefully weighed against flight
conditions and the possibility of engine fuel
starvation.
EMERGENCY ENGINE
SHUTDOWN
The airframe fuel system controls are an in-
tegral part of emergency engine shutdown pro-
cedures, particularly as related to engine fires.
Procedures provided in the manufacturer’s
approved Flight Manual direct that a specific
sequence be followed when shutting down the
airframe fuel system:
• FUEL switch—OFF
• FUEL XFEED switch—OVRD CLOSE
• BOOST PUMP switch—OFF
• INTCON switch—OPEN
This sequence ensures that fuel flow to the as-
sociated engine is stopped and prevents fuel
from feeding the fire.

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QUESTIONS
1. Which of the following can be used in 6. Which device actuates the illumination
the Bell 412? of the FUEL BOOST caution panel
A. Jet A (JP 5) light if a fuel boost pump fails?
B. Jet B (JP 4) A. The fuel flow switch
C. Aviation gas B. The fuel float switch
D. All the above C. The fuel pressure transmitter
D. The fuel boost failure switch
2. How many fuel cells are in the airframe
fuel system? 7. What is the purpose of the ejector
A. 2 pumps?
B. 3 A. To pressurize boost pump fuel and
C. 4 send it to the engines
D. 5 B. To transfer fuel from the upper cells
to the lower cells
3. What is the fuel capacity of a Bell 412 C. To scavenge fuel from the forward
without auxiliary tanks? end of the lower cells
D. To scavenge fuel from the outboard
A. 211 U.S. gallons
upper fuel cells
B. 214 U.S. gallons
C. 295 U.S. gallons 8. Which of the following malfunctions
D. 377 U.S. gallons causes illumination of a FUEL BOOST
caution panel light?
4. How does fuel consumption affect heli- A. Failure of a boost pump
copter center of gravity?
B. Blockage of a flow switch
A. The helicopter CG is not affected. C. Blockage of an ejector pump
B. The CG moves forward continuously. C. Any of the above
C. The CG moves forward and then aft.
D. The CG moves aft and then forward. 9. What condition activates the fuel float
switches and illuminates the FUEL
5. Which of the following airframe fuel LOW caution light?
system components is located in the A. 50 pounds remaining in the respec-
lower fuel cells? tive lower fuel cell
A. Fuel boost pump B. 50 pounds remaining in both lower
B. Fuel ejector pump fuel cells
C. Fuel flow switch C. 10 minutes fuel at cruise power in
D. All the above the associated cell
D. All the fuel being drained from the
upper fuel cells

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10. What is the recommended pilot action 14. What other airframe system also has
if a FUEL LOW caution panel light il- control over each engine’s fuel valve?
luminates in flight? A. The respective engine fuel GOV
A. Position the FUEL XFEED switch switch
to OVRD CLOSE. B. The respective PART SEP switch
B. Position the FUEL XFEED switch C. The respective FIRE PULL handle
to OPEN. D. The respective auxiliary tank FUEL
C. Position the RESERVE FUEL TRANSFER switch
switch to OPEN.
D. Position the fuel INTCON switch 15. Where is fuel pressure sensed?
to OPEN.
A. Before the fuel valve
B. After the fuel valve
11. To electrically operate the fuel sump
drain valves, which electrical and fuel C. In the fuel boost pump
system switches must be used? D. In the flow switch
A. A generator switch on and the ap-
propriate boost pump switch on 16. Which of the following causes the
crossfeed valve to open?
B. A battery bus switch on and the
appropriate fuel switch on A. A boost pump failure sensed by the
C. A battery bus switch on and the crossfeed valve
appropriate fuel switch off B. A boost pump failure sensed by the
D. A generator switch on and the associated flow switch
appropriate boost pump switch off C. Low fuel sensed by the associated
fuel float switch
12. What is the purpose of the fuel inter- D. Only the pilot can actuate the cross-
connect valves? feed valve.
A. To separate the two independent
fuel systems 17. What is the purpose of the FUEL
XFEED TEST switch?
B. To access lower cell fuel if a boost
pump fails A. To test emergency bus operation of
C. To equalize lower cell fuel if one the crossfeed valve
cell’s fuel becomes low B. To check automatic closing of the
D. All the above fuel crossfeed valve
C. To test fuel crossfeed valve opera-
13. What does momentary illumination of a tion on both essential buses
FUEL VALVE caution panel light indi- D. To check fuel crossfeed valve oper-
cate when the pilot has moved a fuel ation on all DC buses
switch to ON?
A. The fuel valve has moved to the
fully open position.
B. The fuel valve and the fuel switch
are in agreement.
C. The fuel valve has failed to open
properly.
D. Both A and B are correct.

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18. What does a fuel pressure gage reading 20. What is the cockpit indication of a
4 to 6 psi below normal pressure indi- boost pump failure if all fuel system
cate during the fuel crossfeed valve switches are in the normal in-flight
check? positions?
A. A check valve malfunctions in the A. Illumination of the respective FUEL
boost pump output line. BOOST caution panel light
B. One of the fuel crossfeed valves has B. A FUEL BOOST caution light and
not fully opened. no indicated fuel pressure
C. The fuel boost pump is not putting C. Engine failure if above 5,000 feet
out sufficient pressure. pressure altitude
D. One of the fuel interconnect valves D. All the above
is partially closed.
21. How may an indicated boost pump fail-
19. What is the result of a complete loss of ure be verified after the helicopter is
AC electrical power to the fuel quantity safely on the ground?
system? A. Close the fuel valve and check
A. There is no effect. fuel pressure
B. The fuel quantity gage sticks at its B. Close the crossfeed valve and check
last position. fuel pressure
C. The fuel quantity selector switch is C. Close the interconnect valve and
inoperative. check fuel pressure
D. Both B and C are correct. D. Open the crossfeed valve and check
fuel pressure

CHAPTER 5B
FUEL SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................ 5B-1
GENERAL............................................................................................................................ 5B-1
Types of Usable Fuel..................................................................................................... 5B-2
Fuel Capacity ................................................................................................................ 5B-2
Fuel Consumption and Center of Gravity ..................................................................... 5B-3
ENGINE FUEL SUPPLY SYSTEM .................................................................................... 5B-4
General .......................................................................................................................... 5B-4
Boost Pumps.................................................................................................................. 5B-4
Boost Pump Drains ....................................................................................................... 5B-6
Pressure Switch ............................................................................................................. 5B-6
One-Way Check Valve .................................................................................................. 5B-6
Fuel Valve...................................................................................................................... 5B-6
FUEL VALVE Caution Light........................................................................................ 5B-6
Pressure Transmitter and Gage ..................................................................................... 5B-6
Crossfeed System .......................................................................................................... 5B-7
Normal Operation.......................................................................................................... 5B-7
FUEL STORAGE SYSTEM ................................................................................................ 5B-9
General .......................................................................................................................... 5B-9
Components ................................................................................................................ 5B-10
Underfloor Fuel Cell Components.............................................................................. 5B-11
Upper Fuel Cell Components...................................................................................... 5B-23
JUNE 1999 FOR TRAINING PURPOSES ONLY 5B-i

Operation..................................................................................................................... 5B-26
Fuel Quantity Indicating System ................................................................................ 5B-31
SYSTEM CHECKS............................................................................................................ 5B-33
General........................................................................................................................ 5B-33
Prestart Check ............................................................................................................. 5B-34
Engine Starting (Either Engine).................................................................................. 5B-34
Crossfeed and Interconnect Valve Check.................................................................... 5B-34
Storage System Checks............................................................................................... 5B-35
MALFUNCTIONS............................................................................................................. 5B-35
Engine Fuel Supply System ........................................................................................ 5B-35
Storage System............................................................................................................ 5B-37
UNUSABLE FUEL............................................................................................................ 5B-40
QUESTIONS ...................................................................................................................... 5B-41
5B-ii FOR TRAINING PURPOSES ONLY JUNE 1999

ILLUSTRATIONS
Figure Title Page
5B-1 Airframe Fuel System............................................................................................ 5B-2
5B-2 CG Movement vs Fuel Consumption .................................................................... 5B-3
5B-3 Engine Fuel Supply System................................................................................... 5B-4
5B-4 Normal Engine Fuel Supply System Operation .................................................... 5B-5
5B-5 Engine Fuel Supply System Crossfeed Operation................................................. 5B-8
5B-6 Airframe Fuel Storage System—SNs 33108 through 33167 ................................ 5B-9
5B-7 Fuel Storage Cells—SNs 33168 and Subsequent ............................................... 5B-10
5B-8 Underfloor Fuel Cell Components—SNs 33168 and Subsequent ...................... 5B-11
5B-9 Forward Underfloor Fuel Cell Components........................................................ 5B-12
5B-10 Fuel Transfer Pump Operation—SNs 33108 through 33167.............................. 5B-13
5B-11 Fuel Transfer System—SNs 33168 and Subsequent........................................... 5B-14
5B-12 Fuel Transfer Pump Operation—SNs 33168 and Subsequent ............................ 5B-15
5B-13 Mid Underfloor Fuel Cell Components .............................................................. 5B-18
5B-14 Main Underfloor Fuel Cell Components............................................................. 5B-19
5B-15 Main Underfloor Fuel Cell Interconnection........................................................ 5B-21
5B-16 Fuel Sump Drain System..................................................................................... 5B-22
5B-17 Upper Fuel Cell Components.............................................................................. 5B-24
5B-18 Upper Fuel Cell Interconnection ......................................................................... 5B-25
5B-19 Fuel Burn Sequence ............................................................................................ 5B-27
5B-20 Fuel Burn 1.......................................................................................................... 5B-28
5B-21 Fuel Burn 2.......................................................................................................... 5B-28
5B-22 Fuel Burn 3.......................................................................................................... 5B-29
5B-23 Fuel Burn 4.......................................................................................................... 5B-30
JUNE 1999 FOR TRAINING PURPOSES ONLY 5B-iii

5B-24 Fuel Burn 5.......................................................................................................... 5B-30

5B-25 Fuel Quantity Indicating System......................................................................... 5B-32
5B-26 Fuel Transfer Caution Light Diagram—SNs 33108 through 33167 ................... 5B-38
5B-iv FOR TRAINING PURPOSES ONLY JUNE 1999

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CHAPTER 5B
FUEL SYSTEM
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;;;;
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2
4
MAIN
FUEL
6
8
;;;;
LBS X 100
0 10
INTRODUCTION
There are two different fuel systems for the Bell 412 helicopters. The system for SNs
33108 and subsequent is discussed in this chapter. Fuel storage system changes affect-
ing SNs 33168 and subsequent are also included in this chapter. The system for SNs 33001
through 33107 is discussed in Chapter 5A. Refer to the appropriate chapter for the as-
sociated helicopter system.
GENERAL
The airframe fuel system provides an inde- systems necessary for proper engine opera-
pendent uninterrupted supply of fuel to each tion. Crossfeed and interconnect capabilities af-
engine during all approved ground and in- ford added safety in the event of one fuel
flight maneuvers. system’s malfunction.
The airframe fuel system includes intercon- Operation of the airframe fuel system
nected fuel storage cells, boost pumps, ejector (Figure 5B-1) is divided into two separate
pumps, associated plumbing, control and check systems: supplying fuel to the engines (en-
valves, cockpit gages, switches, caution lights, gine fuel supply system) and storage and
and necessary electrical power to provide two movement of airframe fuel to provide CG
totally separate and independent fuel supply control (fuel storage system).
JUNE 1999 FOR TRAINING PURPOSES ONLY 5B-1

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TYPES OF USABLE FUEL FUEL CAPACITY

Any of the approved jet fuels listed under the The fuel capacity of the ten airframe fuel cells
Handling/Servicing/Maintenance section of is 337.5 U.S. gallons. Of this amount, 330.5
the Manufacturer’s Data portion in the RFM gallons are usable. With one auxiliary tank
may be used. Aviation gas can be used in case installed, the capacity is approximately 419
of emergency, but only with significant re- gallons with approximately 412 gallons
duction in the time between engine overhaul usable. With two auxiliary tanks installed, the
(TBO). See the engine manufacturer’s Engine capacity is approximately 501 gallons, of
Installation Manual for additional information which 494 gallons are usable.
on usable fuels.
ENGINE 1 ENGINE 2

AUTO NORM NORM AUTO
MANUAL OVRD ON OVRD ON MANUAL

FUEL
XFEED/INTCON
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
F ON ON F
U TEST BUS 2 U
E E
L OFF OFF L
FUEL XFEED
NORM
FWD FWD
B ON TANK TANK ON B
OP OP
OU ON ON OU
SM TF F T SM
TP RU FUEL U R OFF TP
OFF A INTCON E A
E
NL NORM L N
S S
OFF OFF
OPEN
AFT AFT
TANK OVRD CLOSE TANK
LEGEND
ENGINE FUEL SUPPLY SYSTEM
FUEL STORAGE SYSTEM
Figure 5B-1. Airframe Fuel System
5B-2 FOR TRAINING PURPOSES ONLY JUNE 1999

FUEL CONSUMPTION AND fuel use has been built into the airframe stor-
CENTER OF GRAVITY age system operation. By sequencing which
fuel cells are emptied and in what order, the fuel
Generally, engine fuel consumption during storage system’s operation minimizes excessive
hovering and low altitude flight averages ap- CG movement. Even with sequenced fuel con-
proximately 750 pounds per hour. Cruise flight sumption, fuel used causes the CG to move
at altitude may reduce fuel consumption to as forward until fuel remaining is 379 to 397
low as 600 pounds per hour, depending on al- pounds, depending on fuel density. The CG
titude, temperature, helicopter gross weight, then remains approximately the same until all
and airspeed. Refer to Section 3, Operational fuel is consumed (Figure 5B-2).
Information, in the Manufacturer’s Data por-
tion of the approved RFM. The pilot should refer to Section 1, Weight and
Balance, in the Manufacturer’s Data portion of
Although fuel is supplied to the engines from the RFM and the associated chapter from
the underfloor cells, the fuel consumed is re- Volume 1 of the Bell 412 Pilot Training Manual
placed with fuel from the upper cells. Since for specific information on the effect of fuel
these cells are located aft of the rotor mast, as consumption on CG. It is essential that takeoff,
fuel is used, the weight aft of the rotor mast is landing, and most critical fuel for forward CG
reduced and the CG moves forward. To preclude be properly computed to ensure that fuel use
the CG from moving too far forward, sequenced does not result in an out-of-CG flight condition.
13000
T/O CG
135.1 141.4
12000 11900 LB
T/O FUEL
330.5 GAL
T/O GW 11073 LB 2148 LB
11000
GROSS WEIGHT—LB
10000
LND FUEL
9000 LND GW 8925 LB 0 GAL 0 LB
8800
FORWARD LIMIT AFT LIMIT
8000
7000
LND CG
6400
130.4 MINIMUM WEIGHT
6000
130 132 134 136 138 140 142 144
Figure 5B-2. CG Movement vs Fuel Consumption

If Bell Helicopter auxiliary fuel tanks are in- BOOST PUMPS

stalled, the weight and balance portion of the
RFM supplement for auxiliary fuel operations Fuel boost pumps are located on a sump plate
(BHT-412-FMS-4) must be consulted. in each main underfloor fuel cell. Each 28-
VDC-powered fuel boost pump is actuated by
the respective fuel panel BOOST PUMP switch
ENGINE FUEL located on the center pedestal. Each boost
pump is powered separately from an essential
SUPPLY SYSTEM bus and protected by a FUEL BOOST circuit
breaker located on the overhead console.
GENERAL
Each engine fuel supply system includes an In the main underfloor cells, each boost pump
electrical fuel boost pump, a pressure switch, a is surrounded by fuel. With the pump switched
check valve, a fuel valve, necessary plumbing, on, fuel is drawn into the pump and pressur-
a control switch, a pressure indicating system, ized. The fuel is then directed by internal and
and caution lights to provide an independent external fuel lines past a pressure switch,
supply system for each engine. A fuel cross- through a one-way check valve, to the fuel
feed valve, plumbing, and a caution light pro- valves. From the fuel valves, fuel flows past
vide for crossfeeding of the engines from either a pressure transmitter and on to the engines
engine fuel supply system (Figure 5B-3). (Figure 5B-4).
LEGEND
NO. 1 ENGINE FUEL SUPPLY NO. 2 ENGINE
FUEL SYSTEM FUEL SYSTEM
PRESSURE BOOST PUMP PRESSURE PRESSURE
GAGE GAGE
PRESS PRESS
NO. 1 NO. 2
XMTR FUEL FUEL XMTR
VALVE FUEL VALVE FUEL VALVE VALVE
FUEL XFEED
FUEL
CROSSFEED
VALVE
ENGINE 1 ENGINE 2

CHECK AUTO NORM NORM AUTO CHECK
VALVE +
VALVE
(WITH (WITH
THERMAL MANUAL OVRD ON
FUEL
OVRD ON MANUAL
THERMAL
RELIEF) XFEED/INTCON
TEST BUS 1
RELIEF)
ENGINE 1 ENGINE 2
NORM
F ON ON F
NO. 1 PRESSURE U TEST BUS 2
U PRESSURE NO. 2
E E
BOOST SWITCH L OFF OFF L SWITCH BOOST
FUEL XFEED
PUMP NORM PUMP
FWD FWD
B ON TANK TANK ON B
OP OP
OU ON ON OU
SM TF F T SM
TP OFF
RU FUEL U R OFF TP
AE INTCON E A
NL NORM L N
S S
OFF OFF
OPEN
NO. 1 FUEL AFT AFT NO. 2 FUEL
OVRD CLOSE TANK
BOOST TANK
BOOST
FUEL STORAGE SYS FUEL STORAGE SYS
Figure 5B-3. Engine Fuel Supply System

40 50 40 50
30 FUEL 30 FUEL
PSI PSI
20 20
10
0 PRESS PRESS 10
0
XMTR XMTR
FUEL FUEL
VALVE VALVE
NO. 1 ENGINE FUEL NO. 2 ENGINE
SHUTOFF XFEED SHUTOFF
VALVE VALVE
CROSSFEED
VALVE
ENGINE 1 ENGINE 2
CHECK GOV PART SEP PART SEP GOV
CHECK
AUTO NORM NORM AUTO
VALVE VALVE
+

FUEL
XFEED/INTCON
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
F ON ON F
U U
TEST BUS 2 E
E
L OFF OFF L
FUEL XFEED
NORM
NO. 1 FUEL B
FWD FWD
TANK ON B
NO. 2 FUEL
ON TANK
BOOST OP OP BOOST
OU ON ON OU
SM F T F T SM
TP OFF U R FUEL U R OFF TP
A INTCON E A
PRESSURE E
L N NORM L N
S
PRESSURE
S
SWITCH OFF OPEN
OFF SWITCH
AFT AFT
LEGEND
NO. 1 ENGINE FUEL
BOOST NO. 2 ENGINE FUEL BOOST
PUMP PUMP
FUEL SUPPLY
Figure 5B-4. Normal Engine Fuel Supply System Operation

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BOOST PUMP DRAINS from the closed to the open position, the as-
sociated FUEL VALVE caution light illumi-
Each boost pump has two drains: the pump nates to advise the pilot that the valve is
drain and the pump seal drain. The pump drain opening. When the valve is fully open, the
is provided to drain the pump during mainte- FUEL VALVE caution light extinguishes.
nance action. The pump seal drain is always
open to the atmosphere to prevent any fuel
that may get past the pump seal from con- FUEL VALVE CAUTION LIGHT
tacting the boost pump electric motor. Neither Any time fuel valve either opens or closes, the
drain requires pilot action other than ensuring associated FUEL VALVE caution panel light
that they are not obstructed should illuminate momentarily and then ex-
tinguish. Continued illumination of a FUEL
PRESSURE SWITCH VALVE caution light indicates that a fuel valve
has either not fully opened or not fully closed.
Normally closed pressure switches, located The FUEL VALVE caution lights are often re-
in the fuel lines from each boost pump, are con- ferred to as “agreement/disagreement” lights.
nected to separate caution panel lights. The
FUEL BOOST lights extinguish when boost If the FUEL VALVE caution light illuminates
pump pressure opens the associated pressure and then extinguishes when the corresponding
switch. If a boost pump fails or is switched off, FUEL switch is moved, the fuel valve and the
the associated pressure switch closes and the switch are in agreement. If a FUEL switch is
appropriate caution panel light illuminates. moved and the FUEL VALVE caution light il-
luminates and remains illuminated, the fuel
The pressure switch also provides electrical valve and the FUEL switch are in disagreement.
signals to fuel crossfeed valve circuitry in the The FUEL XFEED and the FUEL INTCON
event of a boost pump failure. caution lights operate in a similar manner.
If a FUEL VALVE caution light remains illu-

ONE-WAY CHECK VALVE minated, the pilot should check that the asso-
Pressurized fuel from each boost pump passes ciated FUEL VALVE circuit breaker is in and
through a one-way check valve to ensure pos- check the reading on the appropriate fuel pres-
itive direction fuel flow to each engine and, sure gage. If the valve is open, pressure indi-
in the event of a boost pump failure, to prevent cates normal, and if the valve is closed, there
crossfeeding fuel from returning to the failed is no pressure.
pump’s underfloor cell.
PRESSURE TRANSMITTER
FUEL VALVE AND GAGE
Each boost pump’s fuel, exiting the associated Fuel pressure transmitters are located in the fuel
check valve, is directed to the engine it sup- supply line between each engine and the as-
plies through a fuel valve. Each fuel valve is sociated fuel valve. Each pressure transmitter
actuated by a separate FUEL switch on the fuel utilizes 26.5-VAC power, protected by the
panel, using 28-VDC power from the respec- ENG 1 or ENG 2 FUEL PRESS circuit break-
tive emergency bus. The FUEL VALVE circuit ers located on the overhead console, to activate
breaker located on the overhead console pro- a cockpit fuel pressure gage. Each gage indi-
tects the circuit. cates the fuel pressure (in psi) of that engine’s
fuel supply system boost pump. Since the trans-
Moving the FUEL switch to ON opens the as- mitter is located between the fuel valve and the
sociated fuel valve and allows boost pump engine, the gage pressure also indicates if fuel
fuel to reach the engine. As a fuel valve moves is actually reaching the engine.

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CROSSFEED SYSTEM If an engine fails or is intentionally shut down,

the pilot should position the FUEL XFEED
A fuel crossfeed system is connected between switch to the OVRD CLOSE position. This ac-
the two engine fuel supply systems. The cross- tion ensures the fuel crossfeed valve does not
feed system ensures that a failure of one engine’s open when the associated boost pump is
fuel supply system (boost pump) does not cause switched off. It is particularly important in
that engine to flame out due to fuel starvation. the case of an engine fire to ensure that fuel
from the other engine’s fuel supply does not
The crossfeed system includes the fuel crossfeed the fire.
feed valve, fuel lines connected to each en-
gine’s fuel supply system, the boost pump
pressure switches, the FUEL XFEED switch, Fuel Crossfeed Test System
the FUEL XFEED/INTCON TEST switch, A FUEL XFEED/INTCON TEST switch al-
and associated electrical power and test cir- lows the pilot to check proper operation of the
cuitry (Figure 5B-5). fuel crossfeed system prior to flight. The FUEL
XFEED/INTCON TEST switch is spring-
The fuel crossfeed valve is connected between loaded to the center (NORM) position, where
the two engine fuel supply systems by flexi- DC power from both essential buses, in parallel,
ble hoses connected to “Ts” on the boost pump provides power for crossfeed valve operation.
side of each fuel valve. The fuel crossfeed The TEST BUS 1 and TEST BUS 2 positions
valve is automatically controlled by the two of the switch allow for testing of crossfeed
boost pump pressure switches. The valve uses valve operation using power from either the No.
parallel 28-VDC power from both essential 1 or the No. 2 essential bus. The Normal
buses, protected by two FUEL XFEED circuit Procedures section of the RFM contains spe-
breakers located on the overhead console. cific crossfeed valve check procedures.
The FUEL XFEED switch is located on the fuel During the crossfeed valve check, with the
panel on the center pedestal. Position the FUEL XFEED switch in the NORM position
FUEL XFEED switch to NORM except for and a BOOST PUMP switch off, the pilot should
certain emergency and malfunction proce- check the appropriate fuel pressure gage to en-
dures involving the engine fuel supply systems. sure that the fuel crossfeed valve has opened
and the one-way check valve of the switched
Fuel Crossfeed Valve Operation off boost pump is functioning properly.
With the FUEL XFEED switch in the NORM Fluctuating fuel pressure and a flashing FUEL
position, the fuel crossfeed valve is closed BOOST caution light for the switched-off
and both engine fuel supply systems operate boost pump indicates a malfunction of the
independently. If either boost pump fails, the one-way check valve on the output side of the
associated fuel pressure switch closes and il- switched-off boost pump.
luminates the appropriate FUEL BOOST cau-
tion panel light. Closing of the pressure switch
also completes an electrical circuit which NORMAL OPERATION
causes the crossfeed valve to open, allowing Normal operation of the engine fuel supply
fuel from the remaining boost pump through systems is achieved by following the engine
the valve, thereby providing an uninterrupted start procedures outlined in Section 2, Normal
flow of fuel to both engines. As the valve Procedures, of the RFM.
opens, the FUEL XFEED caution panel light
illuminates momentarily.

NOTE:
NO. 2 ENGINE BOOST PUMP
INOPERATIVE
40 50 40 50
30 FUEL 30 FUEL
PSI PSI
20 20
10
0 PRESS PRESS 10
0
XMTR XMTR
FUEL (MOMENTARY FUEL
VALVE ILLUMINATION) VALVE
NO. 1 ENGINE FUEL NO. 2 ENGINE
SHUTOFF XFEED SHUTOFF
VALVE VALVE
CROSSFEED
VALVE
ENGINE 1 ENGINE 2
CHECK GOV PART SEP PART SEP GOV CHECK
AUTO NORM NORM AUTO
VALVE VALVE
+

FUEL
XFEED/INTCON
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
F ON ON F
U U
TEST BUS 2 E
E
L OFF OFF L
FUEL XFEED
NORM
NO. 1 FUEL B
FWD FWD
TANK ON B
NO. 2 FUEL
ON TANK
BOOST OP
OU ON ON
OP
OU
BOOST
SM F T F T SM
TP OFF U R FUEL U R OFF TP
A INTCON E A
PRESSURE E
L N NORM L N
S
PRESSURE
S
SWITCH OFF OPEN
OFF SWITCH
AFT AFT
LEGEND
BOOST NO. 1 ENGINE FUEL BOOST
PUMP PUMP
FUEL SUPPLY
Figure 5B-5. Engine Fuel Supply System Crossfeed Operation

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FUEL STORAGE supply system’s boost pumps supplied with

fuel. Concurrently, the system ensures that
SYSTEM the fuel it supplies to the boost pumps is taken
from fuel cells in a sequence that provides the
GENERAL least change in helicopter CG.
The airframe fuel storage system provides a

method of storing airframe fuel until it is used, Operation of the airframe fuel storage system
directs stored fuel to the engine fuel supply is automatically controlled by the system’s
systems, and sequences the consumption of air- components and requires minimal pilot at-
frame fuel to minimize CG shift during flight tention. A fuel quantity system is included to
(Figure 5B-6). provide the pilot with continuous cockpit in-
dication of fuel remaining. Caution lights ad-
Much of the airframe fuel storage system’s op- vise the pilot of normal system operation as
eration is dedicated to keeping the engine fuel well as malfunctions.
THERMISTOR
THERMISTOR
THERMISTOR
LEGEND
FUEL CELLS
FUEL STORAGE SYSTEM COMPONENTS THERMISTOR
THERMISTOR
Figure 5B-6. Airframe Fuel Storage System—SNs 33108 through 33167

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COMPONENTS Six of the ten fuel cells are called lower or un-
derfloor cells. These are located under the
The airframe fuel storage system includes fuel passenger compartment floor and contain the
storage cells, fuel transfer pumps, ejector majority of airframe fuel storage system com-
pumps, an interconnect valve, cockpit con- ponents. The remaining four (upper) cells are
trol switches, thermistor switches, necessary located above floor level behind the rear pas-
electrical circuitry, plumbing, caution/warn- senger compartment wall. Two are large (cen-
ing systems, and a fuel quantity system. Fuel ter) cells, and two are smaller (outboard) cells
is stored in ten bladder, crash-resistant fuel located outboard of the two center cells.
cells. Each cell is installed in its own airframe
compartment, structurally braced to evenly All ten fuel cells are filed from a single-point
support the weight of the fuel. All cells are con- refueling port located on the right side of the
structed of a rubberized nylon material and tied helicopter, just aft of the passenger compart-
securely in place, each within its own com- ment door. If auxiliary fuel cells are installed
partment (Figure 5B-7). in the passenger compartment, they are also
Figure 5B-7. Fuel Storage Cells—SNs 33168 and Subsequent

filled through the same refueling port. See cells. Each group contains identical compo-
Chapter 17, Kits and Accessories, for addi- nents to control the sequencing of fuel use.
tional information on auxiliary fuel systems.
During engine operation, fuel is pumped from Each lower fuel cell is joined with its opposite
the main underfloor cells to the engines. As fuel (left and right), and with the upper cells by an
is used from the underfloor cells, it is replaced interconnect system.
by fuel from the upper cells, draining by grav-
ity into the underfloor cells. Auxiliary tank Each underfloor cell and its components, start-
fuel also flows by gravity to the lower cells. ing with the forward underfloor cell and work-
ing aft, are shown in Figure 5B-8.
UNDERFLOOR FUEL
CELL COMPONENTS Forward Underfloor Cell
General The right and left forward underfloor cells
each contain a sump plate with an electrical
Connected together by hoses and fittings, a fuel transfer pump and a mechanical sump
group of three underfloor fuel cells is located drain. These components are interconnected
on each side of the longitudinal structural beams with each other by plumbing that terminates
of the helicopter. The cells in each group are in a short standpipe in the upper center fuel cell
called the forward, mid, and main underfloor (Figure 5B-9).
LEGEND
TRANSFER PUMP
THERMISTOR
EJECTOR PUMP
FLOW SWITCH CHECK VALVE
THERMISTORS
T
AF
LOWER MAIN CELL
LOWER MIDDLE CELL
NOTE:
LEFT SIDE SHOWN,
LOWER FORWARD CELL RIGHT SIDE OPPOSITE
Figure 5B-8. Underfloor Cell Components—SNs 33168 and Subsequent

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1 TRANSFER PUMP
2 DRAINS
3 TRANSFER PUMP OUTPUT

INTERCONNECTION
4 TO STANDPIPE
LEGEND
5 THERMISTOR
INTERCONNECTION
6 FUEL QUANTITY PROBE TRANSFER PUMP
7 SHORT STAND PIPE FORWARD CELL
7
T THERMISTOR
1 5
T T
3
2
Figure 5B-9. Forward Underfloor Cell Components

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Each forward underfloor cell also contains a the center pedestal fuel panel. Positioning a
fuel quantity probe, an “always open” inter- FUEL TRANS switch to ON activates the
connect to the other forward cell, and a ther- pump, causing fuel to transfer from the for-
mistor which provides partial control of the ward cell, through the mid cell fuel ejector
respective fuel transfer pump. pump, to the main cell via the fuel flow switch
and check valve (Figure 5B-10).
Except for their purpose and control, the fuel
transfer pumps are identical to the fuel boost During normal engine starting procedures,
pumps and also have pump and seal drains. The both FUEL TRANS switches are positioned to
purpose of the fuel transfer pumps is to trans- ON and remain there until engine shutdown.
fer fuel from the forward underfloor cells and Both pumps operate continuously until they are
mid underfloor cells, through ejector pumps, automatically turned off by the thermistors in
to ensure a constant supply of fuel to the boost the forward underfloor fuel cells.
pumps and sequence fuel usage to control CG.
To prevent problems due to pressurizing the
The No. 1 fuel transfer pump is powered from main underfloor cells with the transfer pump
the No. 1 DC essential bus, and the No. 2 fuel pressure, transfer pump output was rerouted
transfer pump is powered from the No. 2 DC to the upper center forward fuel cell, starting
emergency bus. Both are protected by FUEL with SNs 33168.
TRANS circuit breakers located on the over-
head console. This change did not affect transfer pump pur-
pose or operation, but rather the location within
Each fuel transfer pump is actuated sepa- the fuel storage system that received the trans-
rately by a FUEL TRANS switch located on ferred mid and forward underfloor cell fuel.
1 TRANSFER PUMP
2 HIGH PRESSURE/LOW QUANTITY FUEL
3 EJECTOR PUMP
4 LOW PRESSURE/HIGH QUANTITY FUEL
5 FLOW SWITCH CHECK VALVE
5
4
MAIN CELL
3
2
LEGEND
TRANSFER PRESSURE
MIDDLE CELL
1 EJECTOR PRESSURE
NOTE:
FORWARD CELL LEFT SIDE SHOWN,
RIGHT SIDE OPPOSITE
Figure 5B-10. Fuel Transfer Pump Operation—SNs 33108 through 33167

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Fuel transferred from the forward and mid Failure of a transfer pump is detected by the
cells is still directed to the main cells. main cell flow switch. Failure is indicated by
However, instead of transferred fuel being illumination of the associated FUEL TRANS
added to the fuel already in the main cells, and caution light.
a f t e r p a s s i n g t h r o u g h t h e ex i s t i n g f l ow
switch/check valve, it enters added fuel lines
attached to added standpipes in the upper cen- Fuel System Thermistors
ter cell (Figures 5B-11 and 5B-12).
General
Once in the upper center cell, transferred fuel The airframe fuel storage system uses six ther-
is free to gravity-drain back into either the mid mistors to perform two functions. They sense
or forward underfloor cells through their re- when they are or are not surrounded by fuel.
spective standpipes or drain into the main Then, depending on the presence or absence
underfloor cells through the upper cell low- of fuel, they make or break electrical circuits.
point drains.
1 TRANSFER PUMPS
2 EJECTOR PUMPS
3 FLOW SWITCH CHECK VALVES
4 STANDPIPES
2
4
3
1
FUEL SYSTEM
Figure 5B-11. Fuel Transfer System—SNs 33168 and Subsequent

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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
T
1 6
T T
3 5
2 4
LEGEND
TRANSFER PRESSURE
EJECTOR PRESSURE 6
3
MAIN CELL
2
MIDDLE CELL
1
NOTE:
LEFT SIDE SHOWN,
FORWARD CELL RIGHT SIDE OPPOSITE
Figure 5B-12. Fuel Transfer Pump Operation—SNs 33168 and Subsequent

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Thermistors work on the principle of changing The forward cell thermistors and the fuel trans-
properties of thermistor materials. If a thermistor fer pumps share special electrical wiring logic
is cooled by the presence of fuel, the thermistor which allows the last forward cell thermistor that
material acts as an insulator and breaks an becomes dry to shut off both transfer pumps.
electrical circuit. In the absence of fuel, the
thermistor switch is no longer cooled. The Normally, the left forward cell, due to its
thermistor material changes from an insulator to slightly larger size, is the last forward cell to
a conductor and makes an electrical circuit. empty and its thermistor the last to become dry.
After a 30-second delay to ensure that both for-
Upper Cell Thermistor Swithces ward cell thermistors remain dry, the left cell
thermistor shuts off both transfer pumps. The
If one upper outboard fuel cell thermistor right forward cell thermistor can also shut off
becomes dry, the FUEL LOW caution light the transfer pumps if the left cell thermistor
illuminates. When both thermistors are dry, they is disabled.
jointly open the fuel interconnect valve,
provided the FUEL INTCON switch is in the Thermistor Malfunctions
NORM position.
Because thermistor switches use electrical power
from the associated signal conditioner, loss of
Mid Underfloor Cell electrical power to a signal conditioner disables
Thermistor Switches all of the associated thermistors and their functions.
Each mid underfloor cell thermistor illuminates
the respective FUEL TRANS caution light if it
becomes wet after normal fuel transfer is FUEL TRANS
completed. These thermistors normally remain Caution Panel Lights
dry after all the fuel in the mid underfloor cells Normally, the NO. 1 and NO. 2 FUEL TRANS
transfers to the main cells by ejector pump caution panel lights provide visual cockpit in-
action. If fuel leaks past a one-way check valve dication that the transfer pumps are inoperative.
and back into a mid cell from a main cell, the
mid cell thermistor detects the presence of fuel The FUEL TRANS caution panel lights illu-
and illuminates the appropriate FUEL TRANS minate before the fuel transfer pumps are
caution light. switched on. When a fuel transfer pump is
switched on, fuel is transferred to or through
Forward Underfloor Cell Thermistors the respective main cell through a fuel flow
Each forward underfloor cell thermistor en- switch and one-way check valve located in
ables functioning of the respective fuel trans- the main cell. Transfer pump fuel opens the
fer flow switch and FUEL TRANS caution flow switch which breaks the appropriate
light. As long as fuel remains in a forward FUEL TRANS caution light circuit and ex-
underfloor fuel cell, the respective fuel trans- tinguishes the caution light.
fer flow switch remains active to provide a
FUEL TRANS caution light if the associated Extinguishing of the FUEL TRANS caution
fuel transfer pump fails. panel light advises the pilot that the transfer
pump is functioning and that fuel is transferring.
When dry, the forward cell thermistors disable
the electrical circuitry of the associated fuel When all forward cell fuel is consumed, there
flow switch and prevent illumination of the as- is no longer any fuel to pump through the flow
sociated FUEL TRANS caution light. switches, and the associated FUEL TRANS cau-
tion lights start to flicker. Since both cells are
also empty, the forward cell thermistors detect

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the absence of fuel and break the flow switch cir- pumps are operating, is to empty fuel from the
cuits, causing the FUEL TRANS caution lights mid underfloor fuel cells. There are no cock-
to extinguish and jointly shut off both fuel trans- pit indications of ejector pump operation other
fer pumps. than a decrease in mid cell quantity.
The normal sequence is: The ejector pump in each mid cell operates on
the venturi principle and is powered by
1. The forward cell is empty. pressurized transfer pump fuel passing through
2. No fuel is being transferred. it. As high pressure/low quantity transfer pump
fuel passes through the ejector, a low pressure is
3. The flow switch closes. created at the tip of the ejector drawing fuel
from the bottom of the lower mid cell and
4. The FUEL TRANS caution light flickers. directing it, along with the transfer pump fuel, to
5. Both thermistors detect no fuel. the main underfloor cell or upper center cell.
6. The thermistors deactivate fuel flow switch Fuel Ejector Pump Malfunction
circuits and shut off both transfer pumps.
If an ejector pump malfunctions, the ejector
A FUEL TRANS caution light may be illu- could become clogged with something that
minated by a mid cell thermistor if a check prevents fuel from being drawn into the pump
valve fails. or blocks fuel going to the main or upper cells.
Either situation is indicated by illumination of
a FUEL TRANS caution light because fuel
Mid Underfloor Fuel Cell remains in the mid cell after transfer or the flow
Each mid cell contains a sump plate with a fuel switch closes. In either event, unusable fuel
ejector pump and a mechanical sump drain. Both quantity is increased.
mid cells are interconnected with each other by
plumbing which connects to the tall standpipe in Main Underfloor Fuel Cell
the upper center fuel cell. Each cell also contains
a fuel quantity probe, an “always open” In addition to a fuel boost pump, the sump plate
interconnect to the other mid cell, and a of each main underfloor cell contains a fuel flow
thermistor, which is used in conjunction with the switch and check valve, a fuel sump drain valve,
respective FUEL TRANS caution light circuitry and a defuel drain. The left and right main cells
(Figure 5B-13). are interconnected by plumbing attached to the
interconnect valve. The main cells are also
connected by plumbing to the respective upper
Fuel Ejector Pump Operation outboard cells to allow gravity flow of fuel from
The sole purpose of the ejector pumps, which the upper cells. Each main cell contains a fuel
operate any time the associated fuel transfer quantity probe (Figure 5B-14).

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1 EJECTOR PUMP
2 MECHANICAL SUMP DRAIN

INTERCONNECTION
3 TO OTHER MID CELL
4 INTERCONNECTION
TO STANDPIPE
5 FUEL QUANTITY PROBE
6 TALL STANDPIPE
6
T THERMISTOR
FLOOR
T
4 LOW
5 POINT
DRAIN
T 3 T
1
2
Figure 5B-13. Mid Underfloor Fuel Cell Components

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1 FLOW SWITCH
CHECK VALVE
2 DRAINS
3 FUEL QUANTITY PROBE

INTERCONNECTION TO
4 UPPER OUTBOARD CELL
5 UPPER CELL
THERMISTOR
T THERMISTOR
5
T
FLOOR
3
4
T T
1
2
Figure 5B-14. Main Underfloor Fuel Cell Components

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One-Way Check Valve For normal operation, the fuel interconnect

valve is closed and the FUEL INTCON switch
A one-way check valve is located at the output is kept in the NORM position, separating the en-
end of each fuel transfer/ejector pump line. The gine fuel supply systems. When fuel in the
one-way check valves prevent transferred fuel upper fuel cells is completely consumed, two
from leaking back into the mid underfloor cells thermistors, one in each outboard upper cell, are
after fuel transfer is completed. no longer cooled and jointly complete an
electrical circuit which automatically opens
Check Valve Failure the valve.
If a one-way check valve fails and allows
transferred fuel to leak back into a mid cell The interconnect valve may also be actuated by
after a fuel transfer pump is shut off, the con- the fuel panel FUEL INTCON switch located
dition is detected by the mid cell thermistor on the center pedestal. The valve uses parallel
and the associated FUEL TRANS caution 28-VDC power from the No. 1 and No. 2 emer-
panel light illuminates. The failure is detected gency buses. The circuits are protected by the
only when total fuel is approximately 920 FUEL INTCON circuit breakers.
pounds or less. Illumination of a FUEL
TRANS caution light as a result of a check With the FUEL INTCON switch in NORM,
valve failure indicates that the amount of un- whenever the thermistors cause the valve to
usable fuel has increased. The pilot should open, the FUEL INTCON caution light illumi-
use the fuel quantity switch to determine the nates to advise the pilot that the fuel intercon-
exact amount of usable fuel in the affected nect valve is open. Since the FUEL INTCON
mid cell. switch position and the valve position are in dis-
agreement, the FUEL INTCON caution panel
On SNs 33168 and subsequent, fuel cannot light remains illuminated until the pilot posi-
leak back to mid cell due to standpipe from mid tions the FUEL INTCON switch to OPEN.
cell to upper center cell. (Figure 5B-12).
Underfloor Fuel Cell Drains
Main Underfloor Fuel Clean, uncontaminated fuel is vital to proper
Cell Interconnection engine operation. Filters and screens within the
airframe and engine fuel systems ensure that
Each main underfloor fuel cell has an inter- only clean fuel is supplied to the engines. Fuel
connect fitting on the inboard side which con- system drains (Figure 5B-16) are provided for
n e c t s w i t h f l ex i b l e s h i e l d e d h o s e s t o t h e checking fuel storage system quality and also
interconnect valve. Providing a method of con- to assist pilots and maintenance personnel in
nection between the main cells ensures that fuel removing contaminants.
in a failed boost pump’s main cell is accessible
to the remaining boost pump (Figure 5B-15).

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ENGINE 1 ENGINE 2

AUTO NORM NORM AUTO

FUEL
XFEED/INTCON
TEST BUS 1
ENGINE 1 ENGINE 2
NORM
F ON ON F
U U
TEST BUS 2 E
E
L OFF OFF L
FUEL XFEED
NORM
FWD FWD
B ON TANK TANK ON B
OP OP
OU ON ON OU
SM F T F T SM
TP OFF UR FUEL U R OFF TP
E A INTCON E A
L N NORM L N
S S
OFF OFF
OPEN
AFT AFT
INTERCONNECT
VALVE
Figure 5B-15. Main Underfloor Cell Interconnection

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T
FLOOR FUEL SWITCHES OFF
T T
MANUAL SUMP MANUALLY DRAINING ELECTRICALLY DRAINING

DRAINS SUMP SUMP
Figure 5B-16. Fuel Sump Drain System

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Fuel Sump Drain Valves UPPER FUEL CELL

Any contaminants that do enter the fuel stor- COMPONENTS
age system generally settle to the lower fuel
cells after refueling. A fuel sump drain sys- General
tem for the underfloor cells allows draining of The four upper fuel cells are referred to as
any contamination and checking of the fuel the upper forward center fuel cell, the upper
quality. Underfloor cell sumps should be aft center fuel cell, the upper left fuel cell, and
drained and checked daily, before the first the upper right fuel cell (Figure 5B-17).
flight of the day, and before the boost pumps
are turned on, to prevent stirring up of any set-
tled contamination. The main underfloor cell The upper forward center fuel cell contains two
sumps can be drained electrically or manually. standpipes which interconnect with the mid and
However, the forward and mid cell sumps can forward underfloor cells. The cell contains a bot-
only be drained manually. tom plate drain which gravity-feeds fuel to the
main underfloor cells. The upper forward cell
The spring-loaded-closed main cell drains contains a partial isolation barrier to separate
may be electrically actuated with a push-but- fuel for the two engine fuel supply systems.
ton switch located under a rubber cap on the
exterior fuselage below each passenger com- The upper aft center cell is connected to the
partment door. Power to operate the solenoid upper forward cell and also gravity-feeds fuel
drain valves is provided from each 28-VDC to the main underfloor cells. The upper cen-
emergency bus through the respective fuel ter aft center cell also contains a partial iso-
valve circuits, which are protected by the lation barrier to separate fuel.
FUEL VALVE circuit breakers located on the
overhead console. The left and right upper outboard cells are
Since accidental opening of a sump drain valve each connected to the upper forward center cell
would allow most of the fuel from the cells to and contain a fuel quantity probe and ther-
be lost, electrical power to operate the sump mistor switch. Both outboard cells gravity-
drain valves is available only when the associ- feed fuel to the main underfloor cells.
ated FUEL switch is in the OFF position. To use
the sump drain valves during an exterior check,
battery power must be applied to the helicopter Upper Forward Center Fuel Cell
and the FUEL switches positioned to OFF. The upper forward center cell is connected to
The forward and mid cell sumps are drained the other three upper cells by wall intercon-
manually by reaching under the helicopter nects to ensure a uniform fuel level in all four
and pushing up on the bottom of the sump cells. An isolation barrier partitions the cell
drain valve. Whatever method is used, the from the bottom up to separate fuel draining
sumps should be drained and the drained fuel into each engine’s fuel supply system when
checked daily for the presence of contamina- fuel is approximately 65 gallons per side or
tion and water. approximately 800 pounds total.
Bottom plates on each side of the barrier mount

Miscellaneous Drains standpipes which regulate fuel usage from the
Each main underfloor fuel cell sump plate upper four cells. The taller standpipe, mounted
also contains a defuel drain. The defuel drain on the right bottom plate, connects by plumb-
is used by maintenance to assist in defueling ing to the two mid underfloor cells. The short
the helicopter. These drains do not require standpipe, mounted on the left bottom plate,
any pilot action. connects to the two forward underfloor cells.

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1
11
5 4 7
10
1 RIGHT OUTBOARD CELL

4 2
2 FUEL QUANTITY PROBE 5
8
9
3 THERMISTOR
4 WALL INTERCONNECT 3
5 BOTTOM DRAIN
6 AFT CENTER CELL
7 TALL STANDPIPE 5
8 SHORT STANDPIPE
9 LEFT OUTBOARD CELL
10 FORWARD CENTER CELL
11 REFUELING PORT
Figure 5B-17. Upper Fuel Cell Components
Drains in each center cell bottom plate con- and also contains an isolation barrier. Two
nect to the other upper cell bottom plates and floor plate drains on each side of the barrier
to the main underfloor cells to ensure complete connect by plumbing to the upper forward cell
use of all upper cell fuel (Figure 5B-18). drains to ensure use of all fuel from the cell.
Upper Aft Center Fuel Cell Upper Left Fuel Cell

The upper aft fuel cell is connected to the The upper left fuel cell is connected to the
upper forward fuel cell by a wall interconnect upper forward cell by a wall interconnect and

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a bottom drain which also connects to the left Upper Right Fuel Cell
main underfloor cell.
The upper right fuel cell is connected to the
The left cell contains a fuel quantity probe upper forward cell by a wall interconnect and
and a thermistor. When the thermistor is dry, a bottom drain which connects to the right
it can activate the FUEL LOW caution panel main underfloor cell.
light, indicating that the cell is empty and that
approximately 190 pounds of fuel or less re- The right cell contains a fuel quantity probe
mains in that side’s cells. and a thermistor. When the thermistor is dry,
it can activate the FUEL LOW caution panel
The thermistor, in conjunction with a similar light, indicating that the cell is empty and that
thermistor in the upper right fuel cell, opens approximately 190 pounds of fuel or less re-
the fuel interconnect valve between the two mains in that side’s cells.
main underfloor cells.
LEGEND
INTERCONNECTION & DRAINS
FUEL CELLS
Figure 5B-18. Upper Fuel Cell Interconnection

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The thermistor, in conjunction with a similar Fuel Burn 1

thermistor in the upper left fuel cell, opens the
fuel interconnect valve between the two main The fuel boost pumps direct fuel from the
underfloor cells. main underfloor cells to each engine. As fuel
is used from each main underfloor cell, it is
replaced by either of the following:
The upper right fuel cell also contains the
single-point refueling port. Refueling of all • With transfer pump fuel from the for-
cells is accomplished by adding fuel to this ward underfloor cells and ejector pump
cell, which gravity-drains into the main un- fuel from the mid underfloor cells (SNs
derfloor cells and fills the other upper cells 33108 through 33167)
through wall interconnects. When the upper
cell fuel level rises above the standpipes, fuel • With upper cell fuel draining into them
fills the forward and mid underfloor cells (SNs 33168 and subsequent)
through the standpipes. Fuel used from the forward and mid cells is re-
placed by upper cell fuel flowing into the
upper forward cell standpipes. The fuel flow
OPERATION continues until the upper fuel cell level de-
creases to the top of the taller standpipe, com-
General pleting the fuel burn 1 (Figure 5B-20).
The main underfloor cells, which contain the
engine fuel supply system’s boost pumps, are
the cells that must be kept full and are the last Fuel Burn 2
to be emptied. All fuel storage system opera- As the engines continue to use fuel from the
tions are dedicated to this purpose and result main underfloor cells and the fuel is replaced
in a specific fuel burn sequence that keeps by fuel from the forward and mid underfloor
CG change to a minimum. or upper cells, fuel in the upper cells decreases
below the top of the taller standpipe. This pre-
Under normal conditions, airframe fuel sys- vents upper cell fuel from refilling the mid un-
tem operation is completely automatic and re- derfloor cells.
quires only that the pilot switch both FUEL
TRANS pump switches on during engine start- Fuel is still being emptied from the mid cells
ing. With all airframe fuel storage system by ejector pump action. The process contin-
components operating correctly, the following ues until all usable fuel in the mid underfloor
six fuel burn sequences occur automatically cells is depleted (Figure 5B-21).
(Figure 5B-19).

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13000
T/O CG
135.1 141.4
12000 11900 LB
T/O FUEL
330.5 GAL
T/O GW 11073 LB BURN 1 2148 LB
11000
BURN 2
GROSS WEIGHT—LB
10000 BURN 3
BURN 4
BURN 6 BURN 5 LND FUEL

9000 LND GW 8925 LB 0 GAL 0 LB
8800
FORWARD
FORWARD LIMIT
LIMIT AFT LIMIT
8000
7000
LND CG
6400
130.4 MINIMUM WEIGHT
6000
130 132 134 136 138 140 142 144
BURN 1
BURN 3
BURN 5
T
FLOOR
BURN 4 BURN 2 BURN 6
T T
Figure 5B-19. Fuel Burn Sequence

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FUEL TO
ENGINE
BURN 1 BURN 1
T
FLOOR
T T
Figure 5B-20. Fuel Burn 1
FUEL TO
ENGINE
T
FLOOR
BURN 2
T T

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Fuel Burn 3 As fuel in each forward underfloor cell is

depleted, the stream of fuel through the flow
Fuel from the main underfloor cell continues switch is reduced significantly and results
to be used and replaced by fuel being trans- in the FUEL TRANS caution light starting
ferred from the forward underfloor cells, with t o f l i c k e r. T h e f l i c k e r i n g o f t h e F U E L
its fuel replaced by upper cell fuel flowing into TRANS caution light advises the pilot that
the short standpipe. the associated forward and mid underfloor
cells are empty.
This process continues until the upper cell fuel
level decreases to the top of the short stand- At the moment the flow switch on one side
pipe, completing fuel burn 3 (Figure 5B-22). closes, it sends a signal through the signal
conditioner which illuminates the FUEL
Fuel Burn 4 TRANS caution light. Almost immediately, the
thermistor in the forward cell of the same side
With fuel still being used from the main un- detects dryness in the cell sending a signal
derfloor cells and that fuel being replaced by through the signal conditioner which extin-
fuel from the forward or upper cells, fuel in the guishes the FUEL TRANS caution light.
upper cells decreases below the top of the short
standpipe. This decrease prevents upper cell The same process is repeated on the other
fuel from refilling the forward underfloor cells. side, in short sequence to the previous one.
The transfer pumps continue to empty fuel Additionally, at the moment the second FUEL
from the forward cells. The process continues TRANS caution light is extinguished both
until all usable fuel in the forward underfloor transfer pumps are shut off.
cells is depleted (Figure 5B-23).
Fuel remaining is approximately 920 pounds
total.
FUEL TO
ENGINE
BURN 3
2 BURN 3
T
FLOOR
T T

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FUEL TO
ENGINE
LEGEND
THERMISTOR
T
FLOOR
BURN 4
T T ONE–WAY
CHECK VALVE
FUEL TO
ENGINE
BURN 5 BURN 5
T
FLOOR
THERMISTOR
I
T T INTERCONNECT
VALVE

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Fuel Burn 5 FUEL QUANTITY

Fuel continues being used from the main un- INDICATING SYSTEM
derfloor cells and upper cell fuel is free to
drain into the main underfloor cells. As grav- General
ity drains all the upper cell fuel into the main The fuel storage system includes a capaci-
underfloor cells, fuel burn 5 is complete and tance fuel quantity indicating system and a
two events occur. FUEL LOW caution panel light to provide vi-
First, as either of the thermistors (located in sual cockpit indication of the airframe fuel
the left and right outboard upper cells) be- supply (Figure 5B-25).
comes dry, the thermistor causes the single
FUEL LOW caution panel light to illuminate, The fuel quantity system consists of eight fuel
advising the pilot that one side’s fuel quantity quantity probes, two 28-VDC powered signal
is at or below 190 pounds. Second, when both conditioners, a dual-indicating cockpit gage
upper outboard cell thermistors become dry, with a total fuel quantity digital readout, a
they jointly actuate the fuel interconnect valve three-position FUEL SYS quantity selector
to open (Figure 5B-24). switch, a press-to-test DIGITS TEST switch,
and thermistors.
As the valve opens, the FUEL INTCON cau-
tion panel light illuminates, advising the pilot The fuel quantity system is actually two sepa-
that the fuel interconnect valve is open. If the rate sensing systems, each comprised of four
pilot moves the FUEL INTCON switch to the fuel quantity probes, three thermistors, and a sig-
OPEN position, the FUEL INTCON caution nal conditioner. Each sensing system sends sep-
light extinguishes. arate electrical signals to the fuel quantity gage
and the information is displayed separately by
When the FUEL LOW caution panel light il- a gage needle. The sum of both systems is dis-
luminates, the pilot should check the actual played on the totalizer digital readout.
fuel quantity remaining on each side. If the
difference between fuel quantities is 100
pounds or more, there may be a fuel leak in The FUEL SYS selector switch allows the
the cell with the lower quantity. If a leak is pilot to determine the exact amount of fuel in
evident, the pilot should move the FUEL INT- each forward or mid underfloor cell.
CON switch to the OVRD CLOSE position
and land as soon as possible. Section 3 of the DC electrical power for each signal condi-
RFM contains specific procedures. tioner also is used in activating the FUEL
LOW and FUEL TRANS caution panel lights.
Fuel Burn 6
The only fuel remaining is now contained in Fuel Quantity Probes
the two main underfloor cells, and the auto- A fuel quantity probe is located in each un-
matic opening of the fuel interconnect valve derfloor cell and in the left and right upper fuel
allows fuel in these cells to equalize. Fuel cells. A thermistor is attached at the bottom
continues to be used by each engine until all of each fuel quantity probe in the left and right
usable fuel in the main cells is consumed, at upper cells and in each forward and mid un-
which time fuel burn 6 is complete. derfloor cells.
Each fuel quantity probe is a metal tube within

another metal tube with a space between them.
When submerged in fuel, the space is filled
with fuel and/or air depending on the fuel
quantity in the fuel cell.

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P P
T T
LEGEND
P P FUEL QUANTITY PROBE P
T THERMISTOR
FUEL QUANTITY
SIGNAL CONDITIONER
THERMISTOR SIGNAL
CONNECTION
P P
T T
FUEL
TRANS
P P
FUEL
T LOW T
LBS
X10
120 120
80 80
DIGITS 40 40
0 0
SIGNAL SIGNAL
CONDITIONER TEST
FUEL QTY
CONDITIONER
MID
TANK
FUEL QTY
Figure 5B-25. Fuel Quantity Indicating System

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The probes act as variable capacitors where ca- fuel quantity gage. Using the switch, the pilot
pacitance varies with the change in dielectric can read the total fuel remaining or check the
(insulator) constant of the fuel and air present fuel remaining in the forward and mid under-
between the probes. Each fuel quantity probe’s floor cells.
electrical capacitance signal is sent to the as-
sociated signal conditioner. In the TOTAL position, all four of each sig-
nal conditioner’s fuel quantity probe signals
If Bell Helicopter auxiliary fuel tanks are in- are added. The fuel quantity needle displays
stalled, an additional fuel quantity probe is in- the total amount of fuel for those probes.
stalled in each auxiliary tank and functions
in conjunction with the other probes. With the switch held in FWD TANK position,
only signals from the forward underfloor cell
fuel quantity probes are sent to the gage. The
Signal Conditioners needles indicate only fuel remaining in each
Each fuel quantity signal conditioner is pow- forward cell.
ered separately by 28-VDC power from the re-
spective emergency bus and is protected by a Positioning the switch to MID TANK allows
FUEL QTY circuit breaker on the overhead only the signals from each signal conditioner’s
panel. Each signal conditioner receives ca- middle underfloor cell fuel quantity probe to
pacitance signals from its four fuel quantity be sent to the gage. The needles then indicate
probes, which it converts and sends to the fuel only the fuel remaining in each middle un-
quantity gage. The thermistor signals from derfloor cell.
the low fuel thermistors are also processed
through the respective signal conditioner. The fuel quantity selector switch is very use-
ful in the event of a fuel system malfunction.
The pilot can determine the amount of usable
Fuel Quantity Gage fuel in the forward and/or mid underfloor
fuel cells.
Each quantity gage needle displays one signal
conditioner’s signals. Signals from both con-
ditioners are summed at the gage and displayed DIGITS TEST Switch
by the digital totalizer. The individual gage nee-
dles normally indicate one half of the total A black DIGITS TEST press-to-test button is
fuel quantity displayed by the totalizer. provided to test the digital totalizer. Pressing
the button displays “888” on the readout.
Normally, both needles indicate the same
amount of fuel. When total fuel quantity de-
creases to approximately 800 pounds, the fuel SYSTEM CHECKS
is divided into two separate quantities by the
isolation barriers in the upper center fuel cells.
Thereafter, each needle displays its own sep- GENERAL
arate fuel level with the digital readout dis- A number of engine fuel supply system and
playing total fuel. fuel storage system checks are accomplished
as part of normal prestart check and engine
Fuel Quantity starting procedures. Operational checks of the
Selector Switch fuel crossfeed and interconnect valves are ac-
complished during the system check portion of
A spring-loaded-to-center fuel quantity se- the checklist (see Section 2, Normal Procedures,
lector switch has three positions, TOTAL (cen- of the RFM). The following fuel system checks
t e r ) , F W D TA N K ( u p ) , a n d M I D TA N K are listed under the major checklist headings
(down). The switch is located to the left of the in their normal order of performance.

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PRESTART CHECK 1. FUEL switch ...................................... ON

1. FUEL INTCON switch .............. NORM 2. FUEL VALVE
caution light .................... Illuminates
2. FUEL TRANS switches (2) ............ OFF .................................... momentarily
3. BOOST PUMP switches (2)............ OFF 3. FUEL PRESS gage.......... Normal boost
pump pressure
4. FUEL XFEED switch .................. NORM
This procedure opens the appropriate fuel valve.
5. FUEL switches (2)............................ OFF It indicates that the fuel valve has fully opened
and that sufficient boost pump fuel pressure is
The above check ensures that the future acti- getting through the fuel valve to the engine.
vation of these switches results in the proper
operation of both the engine fuel supply sys-
tems and the fuel storage system. CROSSFEED AND
INTERCONNECT VALVE CHECK
ENGINE STARTING Both the fuel crossfeed valve and the fuel in-
(EITHER ENGINE) terconnect valve are important enough to be
powered in parallel from separate buses. The
1. Engine FUEL TRANS switch .......... ON crossfeed valve receives power from both es-
sential buses, and the interconnect valve re-
2. FUEL TRANS ceives power from both emergency buses.
caution light ...................... Extinguished
Parallel powering these valves from two buses
This procedure activates the appropriate fuel ensures that electrical power is available to the
transfer pump and indicates that the flow valves if one of the buses fails. The purpose
switch has been opened by transfer pump fuel of the check is to verify that the valves oper-
flowing from the forward fuel cell into/through ate properly using power from either bus.
the main underfloor cell.
A three-position FUEL XFEED/INTCON TEST
1. BOOST PUMP switch ...................... ON switch allows checking of both crossfeed and in-
terconnect valve operation on either the No. 1
2. BOOST PUMP or No. 2 bus. In the spring-loaded NORM posi-
caution light ...................... Extinguished tion, both valves receive power from both the re-
spective buses. In the TEST BUS 1 position,
This activates the appropriate boost pump and the crossfeed valve receives power from only the
indicates that there is boost pump fuel pressure No. 1 essential bus, and the interconnect valve
to activate the pressure switch. receives power from only the No. 1 emergency
bus. In the TEST BUS 2 position, the crossfeed
NOTE valve receives power from only the No. 2 es-
sential bus, and the interconnect valve receives
When the second engine’s boost power from only the No. 2 emergency bus.
pump is switched on, the FUEL
XFEED caution light illuminates mo- During the check, the test switch is first held
mentarily, indicating that the auto- in the TEST BUS 1 and then the TEST BUS 2
matic closing feature of the crossfeed position so that operation of each valve is
valve is working correctly. checked. Proper operation is indicated by the
momentary illumination of the FUEL XFEED
and FUEL INTCON caution lights. The over-

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ride close function of each valve is also 3. When both halves of the isolated upper
checked. Refer to the Fuel Crossfeed and cell supply have been depleted (190
Interconnect Valve Check in Section 2, Normal pounds or less on both sides), the FUEL
Procedures, of the RFM. INTCON caution light illuminates, in-
dicating that the fuel interconnect valve
has opened to equalize fuel between the
NOTE aft underfloor cells. The pilot may ex-
If after turning either boost pump tinguish the FUEL INTCON caution light
off, fuel pressure fluctuates and the by moving the FUEL INTCON switch to
FUEL BOOST caution light flashes, the OPEN position.
the associated check valve on the
output side of that boost pump is not
functioning properly. MALFUNCTIONS
ENGINE FUEL SUPPLY SYSTEM
STORAGE SYSTEM CHECKS
Although there are no specific operational
Boost Pump
checks designed for the fuel storage system, Failure of a boost pump is indicated by the il-
normal operation of the system is indicated to lumination of the respective FUEL BOOST
the pilot by the illumination of various panel caution panel light. The failure is detected by
lights at specific phases of operation: the associated pressure switch, which closes
due to a loss of fuel pressure and illuminates
1. At approximately 920 pounds of fuel re- the caution light. Closing of the pressure
maining, the FUEL TRANS caution panel switch also activates the crossfeed valve to the
lights should illuminate for a few seconds open position and ensures an uninterrupted
and then extinguish. The illumination of flow of fuel to the engines.
a FUEL TRANS caution light indicates
that transfer fuel flow has stopped due to Although primary indication of a boost pump
fuel depletion in the forward cell. failure is illumination of the FUEL BOOST
Extinguishing of the light indicates that caution light, if the malfunction is noticed soon
the associated thermistor switches sent enough, a temporary drop in fuel pressure and
a signal through the signal conditioner the momentary illumination of the FUEL
which shut the transfer pump off. XFEED caution light may also be noticed as the
crossfeed valve moves to the open position.
2. At approximately 380 pounds of fuel re-
maining, the FUEL LOW caution panel The associated FUEL PRESS gage should be
light should illuminate, indicating that all checked to ensure that fuel is still being sent
the fuel in one half of the isolated upper to the engine with the failed pump’s fuel cell
fuel cell supply has been depleted. to be accessed by the remaining boost pump,
Approximately 190 pounds or less of fuel the FUEL INTCON switch should be posi-
remains on that side. tioned to OPEN.

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Failure of either boost pump results in 61 If a boost pump fails or is turned off and the
pounds of unusable fuel in the main underfloor FUEL XFEED CPS illuminates and does not
cell of the failed pump. extinguish, the valve may have failed to open
or only partially open. Check the fuel pressure
The helicopter should descend to 5,000 feet on the engine that has the failed fuel boost
pressure altitude or below to prevent fuel star- pump. If the gage indicates low pressure, the
vation if the remaining boost pump fails. Check valve has probably opened partially. If there
that the appropriate FUEL BOOST circuit is no pressure on the failed side, the valve has
breaker is in. If boost pump operation cannot probably remained in the closed position and
b e r eg a i n e d , t h e fa i l e d p u m p s h o u l d b e that engine will not be supplied with pressur-
switched off and the helicopter landed as soon ized fuel. If above 5,000 feet pressure altitude,
as practical. there is a possibility that the engine will fail.
A fuel interconnect valve malfunction can

Fuel Valve, Crossfeed Valve, or be checked by use of the fuel quantity selec-
Interconnect Valve Malfunction tor switch.
Momentary illumination of a FUEL VALVE or
a FUEL XFEED caution light is normal and Illumination of a valve caution light in flight,
should be noted whenever the associated valves especially if no valve switches have been
change position. Sustained illumination of a moved, could be an indication of a shorted or
caution light indicates that the valve in ques- malfunctioning switch. If the engine(s) are
tion has either not fully opened or not fully operating normally, resetting a popped circuit
closed. breaker or cycling the associated switch should
be carefully weighted against flight conditions
Sustained illumination of the FUEL INTCON and the possibility of engine fuel starvation.
light is normal after the FUEL LOW caution
light has illuminated. The FUEL INTCON Engine Fires
caution light can normally be extinguished
by moving the FUEL INTCON switch to If an engine fire occurs, fuel is a prime sus-
OPEN. pect. Even if not the primary cause of the fire,
fuel may add to the fire, so fuel flow to the en-
Pilot actions for the sustained illumination of gine must be stopped as soon as possible.
a valve caution light depend on other cockpit Because each fuel valve’s circuitry is wired
indications and flight conditions. through the associated engine’s FIRE PULL
handle, the pilot can immediately close the
Check the failed valve’s circuit breaker(s) proper fuel valve by pulling the illuminated fire
since any break in the electrical circuit causes pull handle. When the handle is pulled, elec-
the valve to stop moving and the caution light trical circuits that close the proper fuel valve
to remain illuminated. Resetting a circuit are completed regardless of the valve switch
breaker may allow the valve to continue mov- position, and the FUEL VALVE caution light
ing and extinguish the caution light. If the cir- illuminates momentarily, indicating closing of
cuit breaker does not reset, maintenance action the fuel valve.
is required.
I n t h e c a s e o f a F U E L VA LV E o r F U E L
Emergency Engine Shutdown
XFEED valve light, check the FUEL PRESS Engine fuel supply system controls are an in-
gages for proper indications. A fuel valve that tegral part of emergency engine shutdown pro-
has not fully opened or closed may be indicated cedures, particularly as related to engine fires.
by lower-than-normal fuel pressure.

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P r o c e d u r e s p r ov i d e d i n t h e E m e rg e n cy / Transfer System
Malfunctions section of the RFM direct that Check Valve Failure
a specific order be followed when shutting
down an engine’s fuel supply system. The fol- Each fuel flow switch also incorporates a one-
lowing sequence ensures that fuel flow to the way check valve to prevent fuel from drain-
engine is stopped to prevent fuel from feeding back into the mid underfloor fuel cell after
ing the fire: fuel transfer is complete and the fuel transfer
pumps are switched off.
1. FUEL switch .................................... OFF
If a check valve fails and allows fuel to drain
2. FUEL XFEED back into a mid cell, a thermistor switch acti-
switch............................ OVRD CLOSED vated by the leaking fuel illuminates the re-
spective FUEL TRANS caution panel light.
3. BOOST PUMP
switch ................................................ OFF Illumination of a FUEL TRANS caution light
after fuel transfer has been completed (ap-
4. FUEL INTCON proximately 920 pounds or less of fuel re-
switch .............................................. OPEN maining), advises the pilot that the associated
flow switch check valve has failed and that
there is an increase in unusable fuel. The
pilot may determine the exact amount of un-
STORAGE SYSTEM usable fuel by placing the fuel quantity se-
lector switch in the MID TANK position.
Transfer Pump Failure
Each fuel transfer pump is controlled by a Fuel cannot leak back through the check valve
FUEL TRANS switch and is powered sepa- for aircraft SNs 33168 and subsequent or on
rately from either an essential or an emer- aircraft modified with the kit that allows fuel
gency bus. Powering the transfer pumps from from the transfer pumps to be pumped into the
separate buses ensures that at least one pump forward upper cell through their standpipes.
continues operating if an electrical bus fails
or operation under an emergency load condi-
tion is necessary. Interconnect Valve Malfunction
Failure of a fuel interconnect valve is indicated
If a transfer pump fails, or an ejector pump be- by failure of the FUEL INTCON caution panel
comes clogged, there is no fuel flow through light to illuminate shortly after the FUEL
the respective fuel flow switch. The flow LOW caution panel light illuminates at ap-
switch closes and illuminates the associated proximately 380 pounds total fuel remaining.
FUEL TRANS caution light. The pilot has no
way of determining if the failure is a result of When either one of the thermistors in the upper
a failed pump, a clogged ejector pump, or outboard fuel cells detects an absence of fuel,
clogged plumbing unless a FUEL TRANS cir- that thermistor illuminates the FUEL LOW
cuit breaker has popped (Figure 5B-26). caution light. Shortly thereafter the thermis-
tor opposite the upper outboard cell should also
The pilot should check that the appropriate detect an absence of fuel, and both thermis-
FUEL TRANS circuit breakers is in. If a tors, through their signal conditioners, actu-
breaker is not popped, the FUEL TRANS ate the fuel interconnect valve to open.
switch should be positioned to OFF. If a trans-
fer pump has failed or is switched off, a 25- With the FUEL INTCON switch in the NORM
pound increase in the amount of unusable fuel position when the valve opens, there is a dis-
should be noted. agreement between the switch position and

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FUEL
TRANS
CLOGGED
EJECTOR PUMP
FAILED
TRANSFER
PUMP
SIGNAL
CONDITIONER
T
AF
FAILED CHECK VALVE
LEGEND
THERMISTOR
BEFORE FUEL TRANSFER
DURING FUEL TRANSFER
AFTER FUEL TRANSFER
Figure 5B-26. Fuel Transfer Caution Light Diagram—SNs 33108 through 33167
the valve position. This disagreement causes may be unequal amounts of fuel in the main un-
the FUEL INTCON caution light to illumi- derfloor cells. The pilot should use the fuel
nate. Failure of the FUEL INTCON caution quantity gage needles to determine the exact
light to illuminate indicates that the fuel in- amount of fuel remaining in each main cell.
terconnect valve has not opened automatically.
If the fuel interconnect valve has failed to Quantity Indicating

open, the pilot should manually position the System Failure
FUEL INTCON switch to OPEN and ensure Loss of 28-VDC emergency bus power to a
that the FUEL INTCON caution light mo- fuel quantity indicating system’s fuel quantity
mentarily illuminates. If the interconnect valve needle to drop to zero. If this occurs, the pilot
does not open, the pilot should check both should position the FUEL INTCON switch to
FUEL INTCON circuit breakers and recycle the OPEN and double the operating needle’s read-
switch. If the valve still does not open, there ing to approximate the total fuel remaining.

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Loss of Signal Conditioner transfer pumps is such that the last operating
Electrical Power thermistor switch turns off both transfer pumps
after a 30-second delay.
In addition to causing a failure of a fuel
quantity indicating system, loss of electrical Because of this logic, the loss of one forward
power to a signal conditioner causes the three underfloor cell thermistor switch’s function
thermistor switches associated with that does not affect normal transfer pump opera-
conditioner to be inoperative, disabling their tion and automatic shutoff.
normal functions.
Fuel Leaks and Fuel
Upper Outboard Cell Thermistor
Switch Loss of Function Contamination
This thermistor switch does not illuminate the Fuel storage system fuel leaks are indicated
FUEL LOW caution light if it is the first upper by a higher-than-normal fuel consumption rate.
outboard cell thermistor to become dry. The fuel Fuel leaks increase inflight fire potential and
interconnect valve does not automatically open the possibility of unanticipated engine failure.
when both upper outboard cell thermistors
become dry. If a fuel leak is suspected, the pilot should land
the helicopter as soon as possible and have the
problem corrected.
Mid Underfloor Cell Thermistor
Switch Loss of Function Fuel contamination may be indicated by erratic
This thermistor switch does not detect fuel engine operation or engine flameout. If only
leaking past the main underfloor cell check valve one engine is affected, the underfloor cells
and back into the mid underfloor cell after providing fuel to the affected engine may be
normal fuel transfer is complete. The switch isolated by switching the associated transfer
does not illuminate the appropriate FUEL and boost pumps off and positioning the FUEL
TRANS caution light. INTCON switch to OVRD CLOSE.
The forward and middle underfloor cells have

Forward Underfloor Cell Thermistor an “always open” interconnect line; therefore,
Switch Loss of Function the left and right underfloor cells cannot be to-
This thermistor switch does not activate the tally isolated until approximately 950 pounds
flow switch in the respective main underfloor of fuel remaining (Burn 5 and Burn 6).
cell, thereby disabling the associated FUEL
TRANS caution light. NOTE
Normally, the left forward underfloor cell A significant increase in unusable
thermistor switch turns both transfer pumps off fuel results when isolating underfloor
after fuel transfer is complete. This occurs cells in this manner. The pilot should
because the left forward cell contains slightly take adequate precautions in allowing
more fuel than the right forward cell. The for any increase in unusable fuel and
wiring logic for these thermistors and the fuel should land as soon as practicable.

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UNUSABLE FUEL MALFUNCTION INCREASE IN

UNUSABLE FUEL
With normal fuel storage system operation, all Single boost
fuel except 45 pounds of airframe fuel is avail- pump failure 61 pounds
able to the engines.
Single transfer
pump failure 25 pounds
Certain malfunctions can increase the amount
of unusable fuel. The following listing gives Fuel transfer Use the fuel quantity
each malfunction and the amount of increased check valve gage to determine the
unusable fuel that results. failure exact amount.

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QUESTIONS
1. What is the purpose of the airframe 6. Which statement best describes the
fuel system? FUEL VALVE caution lights?
A. To provide an independent fuel sup- A. They illuminate only if the fuel
ply system for each engine valves are closed.
B. To provide a common fuel supply B. They illuminate only when fuel
system for both engines valves are opening.
C. To sequence fuel consumption to C. They are referred to as “agree-
minimize CG movement ment/disagreement” lights.
D. Both A and C D. They indicate automatic opening of
the fuel valves.
2. Which of the following fuels is for
emergency use only? 7. What does the check valve in each en-
A. Jet A gine fuel supply system do?
B. Jet B A. Prevents air from entering the en-
C. Aviation gas gine fuel supply system
D. Diesel 2 B. Prevents crossfeed fuel from being
returned to the fuel cells
3. What is the total fuel capacity of the C. Assists in the cavitation of the en-
basic airframe fuel system? gine’s fuel control unit
D. Automatically opens the crossfeed
A. 330.5 U.S. gallons
valve if a boost pump fails
B. 337.5 U.S. gallons
C. 419 U.S. gallons 8. What does fluctuating fuel pressure and a
D. 501 U.S. gallons flashing FUEL BOOST caution light in-
dicate during the crossfeed valve check?
4. During normal fuel system operation, A. Boost pump failure
what component(s) separates the two
B. Check valve malfunction
engine fuel supply systems?
C. Crossfeed valve malfunction
A. Check valves
D. Engine fuel pump malfunction
B. Fuel valves
C. Crossfeed valve 9. Which of the following is not a purpose
D. Flow switches of the airframe fuel storage system?
A. To direct fuel to each engine’s
5. What is the purpose of each fuel supply fuel control
system pressure switch?
B. To store airframe fuel until sent to
A. To provide indications to its respec- the engines
tive fuel pressure gage C. To prevent excessive CG movement
B. To illuminate the BOOST PUMP during flight
caution light if a pump fails D. To direct fuel to each engine’s
C. To open the crossfeed valve if a boost pump
boost pump fails
D. Both B and C

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10. How many fuel cells are installed in the 14. What is the purpose of the ejector pumps?
helicopter airframe? A. To empty fuel from the mid cells
A. Five—two underfloor cells and B. To scavenge fuel from the main cells
three upper cells C. To open the flow switch/check valve
B. Seven—two underfloor, three D. To move fuel from the forward to
upper, and two auxiliary cells the main cells
C. Ten—six underfloor cells and four
upper cells 15. How are the ejector pumps activated?
D. Ten—four underfloor cells and six
A. Electrically when the boost pumps
upper cells
are first switched on
B. By transfer pump pressure using the
11. What is the purpose of the fuel trans-
venturi principle
fer pumps?
C. Electrically when the transfer
A. To keep the fuel boost pumps sup- pumps are switched on
plied with fuel
D. By boost pump pressure using the
B. To provide the operating force for venturi principle
the ejector pumps
C. To transfer fuel to control fuel 16. What is the purpose of the mid under-
burn sequence floor cell thermistor?
D. All of the above
A. To turn off the fuel transfer pumps
B. To detect fuel leaking past the
12. How are the transfer pumps normally
check valve
activated on and off?
C. To deactivate the FUEL TRANS
A. Switched on manually and turned caution lights
off by flow switches
D. To open the fuel interconnect
B. Switched on manually and turned valve automatically
off by pressure switches
C. Switched on manually and turned 17. What is the purpose of the fuel inter-
off by the thermistor switches connect valve?
D. Turned on and off by forward and
A. To equalize main cell fuel when
mid cell thermistor switches
total fuel is low
B. To allow access to main cell fuel if
13. During fuel transfer, which device de-
its boost pump fails
tects a transfer pump failure and acti-
vates the appropriate FUEL TRANS C. To interconnect both engine fuel
caution light? supply systems
D. Both A and B
A. Forward cell thermistor
B. Main cell flow switch
C. Mid cell thermistor
D. In-line pressure switch

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18. When draining the main cell sumps 22. If a transfer pump fails, how can unus-
electrically with a battery bus switched able fuel be determined?
on, which switches must be in the posi- A. Knowing the amount of unusable
tion indicated? fuel for each malfunction
A. FUEL valve switches—OFF B. Using the fuel quantity DIGITS
B. FUEL valve switches—ON TEST switch
C. FUEL TRANS switches—OFF C. Using the fuel quantity
D. BOOST PUMP switches—ON selector switch
D. All the above
19. What is the purpose of the standpipes
in the upper center cell? 23. What is the purpose of the crossfeed and
A. To drain fuel to the main under- interconnect BUS TEST switch?
floor cells A. To test the operation of both valves
B. To sequence fuel use from the B. To check automatic opening of the
upper cells crossfeed valve
C. To reduce the time it takes to refuel C. To check availability of electrical
the helicopter power from both buses
D. All of the Above D. All the above
20. What is the purpose of the thermistors 24. Why should the FUEL XFEED switch
in the upper outboard fuel cells? be placed in OVRD CLOSE during an
A. To shut off both fuel transfer pumps emergency engine shutdown?
B. To illuminate the FUEL LOW cau- A. To cut off fuel from the affect-
tion light ed engine
C. To automatically open the intercon- B. To prevent opening of the intercon-
nect valve nect valve
D. Both B and C C. To ensure that the interconnect
valve opens
21. Which type of fuel quantity indicating D. To prevent automatic opening of the
system is used on the Bell 412? crossfeed valve
A. DC-powered float sensor
25. How is the loss of electrical power
B. DC-powered capacitance
to a fuel quantity indicating
C. AC-powered thermistor sensor system indicated?
D. AC-powered capacitance
A. A fuel quantity needle drops to zero.
B. A fuel gage needle sticks in its
last position.
C. The digital totalizer indicates 888.
D. The FUEL QTY caution light
illuminates.

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26. Which of the following is true if electri- 27. Which of the following does not assist
cal power to a signal conditioner is lost? in controlling the fuel burn sequence?
A. The interconnect valve does not A. Transfer pumps
open automatically. B. Standpipes
B. The associated thermistor switches C. Ejector pumps
do not function. D. Interconnect valve
C. The FUEL LOW caution light may
not function correctly.
D. All of the above.

CHAPTER 6
POWERPLANT
CONTENTS
Page
INTRODUCTION ................................................................................................................... 6-1
GENERAL............................................................................................................................... 6-1
POWERPLANT....................................................................................................................... 6-2
PT6P-3D Powerplant Improvements ............................................................................... 6-2
General ............................................................................................................................. 6-3
Improved Fuel Nozzles .................................................................................................... 6-3
ENGINE OPERATION ........................................................................................................... 6-3
POWERPLANT PERFORMANCE AND CONTROL........................................................... 6-5
General ............................................................................................................................. 6-5
BELL 412HP POWERPLANT ............................................................................................... 6-6
Improvements................................................................................................................... 6-6
Powerplant Controls......................................................................................................... 6-6
Powerplant Operation....................................................................................................... 6-6
Engine Torque Limiting ................................................................................................... 6-8
ENGINE SECTIONS .............................................................................................................. 6-9
General ............................................................................................................................. 6-9
Gas Producer Section ....................................................................................................... 6-9
Power Turbine Section ..................................................................................................... 6-9
COMBINING GEARBOX ...................................................................................................... 6-9
ENGINE INDICATING SYSTEMS ..................................................................................... 6-11
General........................................................................................................................... 6-11
N1 Gages ........................................................................................................................ 6-13

RPM Warning and Control Unit .................................................................................... 6-13

ITT Gages ...................................................................................................................... 6-13
N2 RPM Indications....................................................................................................... 6-14
Torque Indications ......................................................................................................... 6-14
ENGINE SYSTEMS ............................................................................................................. 6-15
General........................................................................................................................... 6-15
Air Systems.................................................................................................................... 6-15
Fuel System.................................................................................................................... 6-16
Ignition System .............................................................................................................. 6-20
Lubrication Systems ...................................................................................................... 6-20
ENGINE FUEL CONTROL SYSTEMS ................................................................................6-31
General........................................................................................................................... 6-31
PT6T-3B Fuel Control ................................................................................................... 6-31
Fuel Control Components.............................................................................................. 6-32
Fuel Control Operation .................................................................................................. 6-32
Torque Control Unit....................................................................................................... 6-32
Engine Failure................................................................................................................ 6-42
Fuel Control Malfunctions............................................................................................. 6-42
Manual Fuel Control Operation..................................................................................... 6-47
QUESTIONS ......................................................................................................................... 6-49

ILLUSTRATIONS
Figure Title Page
6-1 PT6T–3B Powerplant ............................................................................................... 6-2
6-2 Engine Operation...................................................................................................... 6-5
6-3 RPM Increase/Decrease and Trim System ............................................................... 6-7
6-4 Engine Torque Limiting ........................................................................................... 6-8
6-5 Major Powerplant Sections .................................................................................... 6-10
6-6 N1 Accessory Section............................................................................................. 6-11
6-7 Engine Air Inlet...................................................................................................... 6-11
6-8 Air Management System........................................................................................ 6-11
6-9 Combining Gearbox ............................................................................................... 6-12
6-10 Engine Power Indicators ........................................................................................ 6-13
6-11 RPM Warning and Control Unit............................................................................. 6-14
6-12 Compressor Air ...................................................................................................... 6-16
6-13 Compressor Bleed-Air Valve ................................................................................. 6-17
6-14 Engine Fuel System................................................................................................ 6-18
6-15 Fuel Control Unit ..................................................................................................... 6-20
6-16 Flow Divider and Dump Valve............................................................................... 6-21

6-17 Engine Ignition System .......................................................................................... 6-22
6-18 Powerplant Lubrication System (Typical).............................................................. 6-23
6-19 Engine Oil Sump .................................................................................................... 6-24
6-20 Engine Oil Coolers, Blowers, and Filters............................................................... 6-25
6-21 Engine Oil System.................................................................................................. 6-26
6-22 Engine Oil Indicating Systems............................................................................... 6-27
6-23 C-Box Oil System .................................................................................................. 6-29
6-24 Hourmeter .............................................................................................................. 6-30

6-25 Fuel Control Unit ................................................................................................... 6-31

6-26 N2 Governor and Torque Control Unit................................................................... 6-32
6-27 Fuel Control Schematic—Automatic Mode........................................................... 6-33
6-28 RPM Increase/Decrease and Droop Compensation Systems................................. 6-36
6-29 Bell 412HP Collective Head .................................................................................. 6-37
6-30 Bell 412EP Collective Head................................................................................... 6-37
6-31 Torque Control Unit Schematic.............................................................................. 6-38
6-32 No. 1 Engine Torque Higher Than No. 2 Engine Torque....................................... 6-40
6-33 Torque Limiting...................................................................................................... 6-41
6-34 Engine Failure Indications ..................................................................................... 6-43
6-35 Low-Side FCU Failure Indications ........................................................................ 6-44
6-36 High-Side FCU Failure Indications ....................................................................... 6-45
6-37 Fuel Control Schematic—Manual Mode ............................................................... 6-47
TABLES
Table Title Page
6-1 PT6T-3B VS PT6T-3D Comparison......................................................................... 6-4

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CHAPTER 6
POWERPLANT
INTRODUCTION
The Bell 412 is powered by a Pratt and Whitney PT6T-3 Series TwinPac. The PT6T-3B
and PT6T-3BE are rated at 1,800 shaft horsepower (shp). The TwinPac consists of two
identical free-turbine turboshaft engines which drive a common magnesium reduction
gearbox, commonly referred to as the “combining gearbox” or “C-box”. Each engine is
totally separate and independent in operation except for the attachment to the C-box,
thus providing true twin-engine reliability. Other features of the engines include noise
suppression, easy starting, and a large number of parts common with the commercial
Pratt and Whitney PT6 series turboprop engines and the military T-400 engines.
GENERAL
The engines are mounted side by side on the section (Figure 6-1). Each engine is attached
engine deck with the left engine designated as to and outputs power to the combining gear-
No. 1 and the right engine as No. 2. Each en- box at the rear of its N 2 section. The C-box has
gine has an accessory gearbox (N 1 accessory three internal sections: a gear reduction sec-
section), a gas producer (or N 1 ) section, a tion for each engine and a combining section
power turbine (or N 2 ) section, and an exhaust which drives a single output shaft to the main

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transmission. The C-box contains two clutch

assemblies which provide positive drive from
each engine, yet allow for free-wheeling if
one or both engines become inoperative. N 2
accessories for each engine are mounted on the
rear of the associated engine gear reduction
section of the C-box.
Each engine is equipped with its own air man-

agement, fuel, starting, ignition, lubrication,
and fire protection systems. The combining sec-
tion of the C-box has its own lubrication system.
Operationally, the engines are very easy to

start, require no warmup, and may be started
using either airframe battery power or exter-
nal power. Battery starts may be made at tem-
peratures as low as – 25°C (– 13°F). After one
engine is started on battery power, the asso-
ciated generator may be used to assist the bat-
tery in starting the second engine.
The engine air management system is cov-

ered in Chapter 7, and engine fire protection
is covered in Chapter 9.
POWERPLANT
PT6T-3D POWERPLANT
IMPROVEMENTS
The PT6T-3D engines now used in the Bell 412EP
are significantly improved in several areas. Pratt
and Whitney was able to develop a much more
heat tolerant engine by employing a proprietary
“single crystal” nickel alloy technology in the N1
turbine section, by improving the fit and form of
the combustor section and the use of improved
engine fuel flow nozzles.
Aircraft serial number 36167 and subse-

quent have engines designated a PT6T-3DF.
These engines have incorporated new ex-
haust duct, new containment ring, new power
turbine blades, and new power turbine disc.
These improvements increased OEI shaft
horsepower ratings and higher allowable
OEI ITT temperatures.
Figure 6-1. PT6T-3B Powerplant

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These improvements allowed a significant in- the fourteen nozzles, which spray high pressure
crease in the twin-engine continuous N 1 and fuel into the combustor ring, were alternately
ITT limits, changed the former PT6T-3B/E spaced as a primary nozzle, then a secondary
engine 30 minute OEI ITT limit to a continu- nozzle, then a primary nozzle, then a secondary
ous OEI ITT limit and provide a 10% increase nozzle, and so on, around the engine case.
in each engine’s OEI power available.
This arrangement of nozzles is replaced on the
Table 6-1 provides a brief look at the improved 3D engines by fourteen nozzles that each have
performance capability of the PT6T-3D engines. both a primary and a secondary orifice. When
fuel is first introduced into the combustor sec-
The PT6T-3D engines will provide full us- tion, as the throttle is opened to flight idle at
able power, even on the hottest days at sea 12% N 1 rpm, fuel pressure opens the primary
level, before reaching maximum temperatures, port of the flow divider valve and all 14 noz-
and also provide maximum usable power at zles spray starting fuel into the combustor
higher density altitudes. The pilot will bene- through their primary orifices. As N 1 rpm in-
fit greatly from the OEI performance of these creases past 30% and sufficient fuel pressure
engines, should it be needed. opens the secondary port of the flow divider
valve, all 14 nozzles spray additional fuel into
the combustor through their secondary orifices.
GENERAL
The new design of fuel nozzles provides
The Bell 412 and 412SP helicopters both uti- smoother starts with more even fuel burning
lized the time-proven Pratt and Whitney of and better fuel efficiency.
Canada PT6T-3B engine TwinPac. The Bell
412HP utilized essentially the same engines;
however, an alternate method of torque shar- ENGINE OPERATION
ing or balancing was employed, resulting in
these engines being designated PT6T-3B/E. Air, drawn in through the engine air inlet, is
compressed and directed to the combustor.
Both the PT6T-3B and PT6T-3B/E engines had Fuel is added and ignited to produce hot ex-
identical gas producer rpm (N 1 ) and interstage haust gas, which is directed against the single
turbine temperature (ITT) limits and were ca- N 1 turbine wheel. The N 1 turbine wheel is
pable of producing the same power output. connected to the compressor, thus ensuring self
sustaining operation of the gas producer sec-
Although the Bell 412HP did realize im- tion (Figure 6-2).
proved performance, this performance in-
crease resulted from an improved Exhaust gas exiting the N 1 turbine wheel is di-
transmission, capable of accepting and trans- rected against the N 2 turbine wheel, which is
mitting more power to the main rotor sys- connected by shafting to the gear reduction
tem. Maximum power available from the section of the combining gearbox.
engines remained unchanged.
The high speed rotation of the N 2 is reduced
through three stages of gear reduction, which
IMPROVED FUEL NOZZLES convert the high rpm to power output. The sec-
ond stage of gear reduction drives the third
The PT6T-3D engines now utilize fuel nozzles stage of gear reduction through a Sprague clutch,
incorporating dual-orifice design. Previously, often referred to as a “free-wheeling unit.”

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TABLE 6-1. PT6T-3B/E VS PT6T-3D COMPARISON
N1 LIMITS PT6T-3B PT6T-3D
Continuous Twin-Engine N1 Limit 100.8% 103.1%
Continuous OEI N1 Limit 100.8% 103.7%
30 Minute OEI N1 Limit 100.8% NONE
2.5 Minute OEI N1 Limit 102.4% 109.2%
ITT LIMITS PT6T-3B PT6T-3D
5 Minute Twin-Engine Takeoff ITT Limit 810°C NONE
Continuous Twin-Engine ITT Limit 765°C 810°C
Continuous OEI ITT Limit 765°C 820°C
30 Minute OEI ITT Limit 822°C NONE
2.5 Minute OEI ITT Limit 850°C 925°C
ENGINE SHP LIMITS PT6T-3B PT6T-3D
5 Minute Take Off Twin-Engine Torque Limit 1,800 SHP 1,800 SHP
(Input to Main XMSN at 100% Mast Torque)
Continuous Twin-Engine Torque Limit 1,600 SHP 1,600 SHP

(Input to Main XMSN at 81% Mast Torque)
Continuous OEI Torque Limit 970 SHP 970 SHP
30 Minute OEI ITT Limit * 970 SHP NONE
2.5 Minute OEI ITT Limit * 1,025 SHP 1,100 SHP
* Based upon whichever maximum N1 or ITT limit is reached first

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LEGEND
EXHAUST HOT AIR
N1
INTAKE AIR ACCESSORY
ANNULAR GAS PRODUCER CENTRIFUGAL GEARBOX
COMBUSTOR TURBINE STAGE
;;;;;;;;;;;;;;;;
QQQ

;;;
QQQ

;;
yy
;;;;;;;;;;;;;;;
;;;
;;;;;;;;;;;;;;;;
QQQ

;;;
QQQ

;;
yy
;;;;;;;;;;;;;;;
;;;
;;;;;;;;;;;;;;;;
;;;;;;;;;;;;;;;
COMBINING
;;;;;;;;;;;;;;;;
;;;;;;;;;;;;;;;
N2 SECTION N1 SECTION
;;;;;;;;;;;;;;;;
;;;;;;;;;;;;;;;
GEARBOX
;;; yy
;;;;;;;;;;;;;;;; ;;
;;;;;;;;;;;;;;;
;;;
QQQ

QQQ

;;; yy
;;;;;;;;;;;;;;;;
;;;
QQQ

;;;
QQQ

QQQ
;;
POWER ITT AXIAL AIR

TURBINE THERMOCOUPLES STAGES INLET
Figure 6-2. Engine Operation
POWERPLANT through its governor reset air pressure (P G air)

to its fuel control unit (FCU), to increase its
PERFORMANCE AND torque output to a level equal to that of the
other engine. (Page 6-39, “Engine Torque
CONTROL Equalizing [Balancing]”.)
GENERAL This method of engine torque balancing causes

approximately 40 shp power loss of powerplant
The Bell 412SP powerplant consists of two output. Additionally, since no two engines be-
Pratt and Whitney of Canada PT6T-3B en- have exactly alike, the equal torques of the two
gines, each capable of outputting 1,800 shp. engines may result in unequal interturbine
The power output of each engine is combined temperatures (ITTs) or gas producer (N1) rpms
with that of the other engine and directed to the between the engines.
main transmission by the combining gearbox
(C-box). The C-box will accept the full power This may be of little consequence when both
output of each engine should it be required. engines are operating well below “topping”
output. However, when maximum engine
Normally, total power required for flight is power is required, such as “hot and high hov-
equally shared by both engines. This is ac- ering,” one engine may not be operating at
complished by maintenance rigging of each en- peak efficiency, even though its torque output
gine and the torque control unit (TCU). is balanced with the other engine. There are
occasions when the capability of matching
A section of the TCU, the balancing section, re- ITTs or N 1 rpms rather than torques would ob-
ceives torque-meter oil pressure from each en- tain maximum power from both engines and
gine and adjusts the lower power output engine produce optimum helicopter performance.

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BELL 412HP The second actuator, referred to as the rpm trim

actuator, is controlled by a new rpm in-
POWERPLANT crease/decrease switch on the pilot’s collec-
tive head (Figure 6-3). The new switch now has
five positions: spring-loaded to center is OFF,
IMPROVEMENTS up is INCR, down is DECR, left is –2, and right
The Bell 412HP incorporates modified en- is +2. These last two positions are called the
gines, Pratt and Whitney PT6T-3BE engines, new trim switch. Both 28 VDC switches and
and additional powerplant controls which their respective actuators are powered from the
allow matching of engine torque, ITT, or N 1 No. 1 essential bus and are protected by the
rpms by the pilot in flight. These changes, GOV CONTR circuit breaker.
along with new cockpit triple torquemeters,
permit the pilot to obtain the best performance POWERPLANT OPERATION
from both powerplant and helicopter.
During the prestart checklist, the rpm (beep)
The powerplant now includes either a modi- switch is held in DECR for eight seconds prior
fied or a new TCU, which no longer provides to engine starting. After starting and runup, the
torque balancing but still provides for total RPM beep switch adjusts N 2 /N R rpm in the
torque limiting to protect the main transmis- range of 97 to 101.5%. Beeping the switch
sion. See “Engine Torque Limiting” later in controls the N 2 rpm actuator and the N 2 gov-
this chapter. ernors of both engines equally.
Powerplant controls include a second N 2 The pilot now has the option to also beep the
governor actuator and a new RPM INCR— rpm trim switch latterly to either –2 or +2
DECR/TRIM switch on the pilot’s collec- which controls only the actuator connected
tive head. to the No. 2 engine’s N 2 governor. Beeping
the switch to –2 asks No. 2 engine’s N 2 gov-
The new triple torquemeter provides three ernor for less N 2 rpm. The governor adjusts
separate needles, one for each engine and one its PG air pressure to its FCU to produce less
for main rotor mast torque, and two separate power, i.e., less torque, ITT, and N 1 . With a
gage scales, one for the engines and one for constant collective pitch setting and a con-
the mast torque, with limitations markings on stant power demand from the rotor, as the
each. Mast torque is now sensed separately No. 2 engine decreases power (torque, ITT,
rather than combining the two engine and N 1 ) in an attempt to reduce N 2 rpm, the
torquemeter signals at the gage. No. 1 engine’s governor senses the rotor’s
slowdown and increases power from the No.
1 engine accordingly. The adjustment of the
POWERPLANT CONTROLS No. 2 engine’s governor and the interaction
In addition to the standard powerplant controls of main rotor rpm on the two N 2 governors
on previous Bell 412s (Figure 6-28, RPM allows their torques, ITTs, or N 1 rpms to be
Increase/Decrease and Droop Compensation matched as desired.
Systems), a second linear actuator has been in-
stalled in place of the fixed-length control rod The following example illustrates this capability:
between the N 2 governor rpm increase/de- Your job is to hover OGE at high alti-
crease jackshaft bellcrank and the No. 2 en- tude while supplies are lowered by rope
gine’s N 2 governor (Figure 6-3). This actuator to a geological party on a mountainside.
is capable of independently adjusting the No. You have calculated from the hover
2 engine’s N 2 governor without affecting the ceiling charts that you should be able
N 2 governor setting of the No. 1 engine. to accomplish this using takeoff (five

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No. 2 ENGINE
N2 GOVERNOR
RPM TRIM
ACTUATOR
No. 1 ENGINE
N2 GOVERNOR
ADJUSTMENT
LINK
RPM INCR/DECR
ACTUATOR
TO ROTOR
CONTROLS
Figure 6-3. RPM Increase/Decrease and Trim System

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minute) power. As you enter the hover get the No. 2 engine to increase its N 1 ,
with matched engine torques, you will ITT, and torque values until one of
notice that you are a little short of them reaches the takeoff limit while at
power and beginning to settle very the same time achieving the increased
slightly. hover performance required.
The No. 1 engine is at its takeoff power

limit of 810°C ITT with 100% N 1 rpm ENGINE TORQUE LIMITING
and is producing 49% torque. The No. Engine torque limiting on the PT6T-3BE en-
2 engine is at 49% torque but only 99% gines is the same as on the PT6T-3B engine:
N 1 rpm and 790°C ITT, below its five the combined torque of both engines is sensed
minute limits. in the TCU via torquemeter oil pressure from
each engine and is limited to a maintenance ad-
By beeping the RPM switch to +2 while justed setting equivalent to 108 to 109% mast
increasing collective very slightly, you torque (Figure 6-4).
ORIFICE
INCREASED TORQUEMETER
PRESSURE FROM No. 2 ENGINE
TO REDUCTION GEARBOX
CHIP DETECTOR ADAPTER
DECREASED PG AIR
TO No. 1 ENGINE FCU
LIMITER
BELLOWS
DECREASED PG AIR
TO No. 2 ENGINE FCU
TORQUE LIMITER TO REDUCTION GEARBOX

ADJUSTMENT CHIP DETECTOR ADAPTER
ORIFICES
OPENED
PG AIR
BLEEDS
OFF
ORIFICE
Figure 6-4. Engine Torque Limiting

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The main difference with the PT6T-3BE torque The outside engine air inlet (Figure 6-7) leads
control is that it does not function to balance to the screened engine air inlet located di-
engine torques. Since mast torque is not sensed rectly behind the N 1 accessory section and is
by the TCU, engine torques can only be lim- enclosed in the particle separator plenum of
ited to a value equivalent to mast torque. the air management system (Figure 6-8).
The single combining gear, which is normally The N 1 compressor, which provides com-
driven by both of the engine’s third-stage re- pressed ambient air for combustion and cool-
duction gears, drives the main drive shaft, ing, has three stages of axial compression,
which, in turn, drives the main transmission and one stage of centrifugal compression
and rotor systems. (Figure 6-2).
Each engine is started and operated separately, The annular combustor ring provides con-
connected together only through the combin- trolled burning of fuel, introduced by 14 fuel
ing gear, which allows both engines to share nozzles mounted on the N 1 section case, and
the power load. The free wheeling units allow directs the flow of hot gas to the N 1 turbine
either or both engines to be disengaged from wheel and the ITT thermocouples.
the combining gear in the event of an engine
failure or an autorotation. The single-stage N 1 turbine wheel, driven by
the hot exhaust gas, is splined to and drives the
compressor and the N 1 accessories. The ITT
thermocouples provide the raw temperature
ENGINE SECTIONS data, which is corrected and displayed by the
cockpit ITT gage.
GENERAL
Each engine is divided into two major sections: POWER TURBINE SECTION
the gas producer, or N 1 , section and the power
turbine, or N 2 , section (Figures 6-2 and 6-5). The single N 2 power turbine is driven by the
remaining hot exhaust gas passing through
the N 1 turbine. A shaft connects the N 2 turbine
GAS PRODUCER SECTION wheel of the gear reduction train in the C-
box, where the high rpm of the N 2 turbine
The gas producer section is commonly referred converts to a usable rpm, torque, and shaft
to as the “N 1 section.” The primary function horsepower to drive the main transmission
of the N 1 section is generating hot exhaust and rotor systems.
gas to drive the power turbine (N 2 ). As a sec-
ondary function, some of the gas output is The engine exhaust manifold, which surrounds
used to drive the compressor and accessories, the N 2 section, directs the hot exhaust gas
thus making the engine self sustaining. away from the turbine wheel and into the ex-
haust ejector in the exhaust duct. The ejector
The N 1 section includes the N 1 accessory sec- assists in operation of the air management
tion, engine air inlet, N 1 compressor, annular system’s particle separator (Figure 6-8).
combustor ring, N 1 turbine, and interturbine
temperature (ITT) thermocouples.
The N1 accessory section mounts the COMBINING GEARBOX

starter–generator, engine fuel pump, fuel fil-
ter, fuel heater, engine fuel control unit (FCU), The combining gearbox or C-box has three dis-
N 1 tachometer generator, and engine lubrica- tinct functions: to provide gear reduction for
tion oil pumps (Figure 6-6). each engine’s N 2 rpm, to combine both engines'

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N1 ACCESSORY N1 ACCESSORY
GEARBOX GEARBOX
GAS PRODUCER
GAS PRODUCER
(N1) SECTION
(N1) SECTION
GAS PRODUCER GAS PRODUCER
ASSEMBLY ASSEMBLY
POWER TURBINE POWER TURBINE

ASSEMBLY ASSEMBLY
POWER TURBINE
POWER TURBINE
(N2) SECTION
(N2) SECTION
COMBINING
SECTION
COMBINING
GEAR GEARBOX GEAR
REDUCTION REDUCTION
SECTION SECTION
N2 ACCESSORIES
Figure 6-5. Major Powerplant Sections

FlightSafety
international
power into one single output drive to the main

transmission, and to mount and drive various en-
gine N 2 and C-box accessories (Figure 6-9).
The C-box is divided internally into three sec-

tions. Each outboard end houses a three-stage
gear reduction assembly, used to reduce N 2
rpm, and a Sprague free-wheeling clutch as-
sembly for use during engine starting or in
the event of an engine failure. The separate
center combining section contains a single
combining gear, which is driven by either or
both engines to power the main transmission.
N 2 accessories for each engine are mounted on

Figure 6-6. N1 Accessory Section
the rear of the C-box and include an N 2 power
turbine governor, an N 2 tachometer generator,
parts of the engine lubrication system, a
torquemeter sensing unit, and an oil cooler
blower. Mounted on the combining section of
the C-box are their torque control unit (TCU)
and the C-box lubrication system.
ENGINE INDICATING
SYSTEMS
GENERAL
Cockpit indications are provided for the per-
formance of each engine, as well as for over-
Figure 6-7. Engine Air Inlet all powerplant operation.
Individual engine performance is indicated

by a gas producer rpm (N 1 ) and interturbine
temperature (ITT) gage for each engine.
Overall powerplant operation is indicated by
each engine’s N 2 rpm displayed on the triple
tachometer, and each engine’s power output is
displayed as torque indicated on the triple
torque indicator. On helicopters equipped with
dual controls, triple tachometers and triple
torquemeters are provided for both pilots.
Warning and caution lights are also provided
to advise of engine and engine systems fail-
ures and/or malfunctions (Figure 6-10).
Figure 6-8. Air Management System

FlightSafety
international
1 1
3 3
2 2
6 6
5
1. BLOWER
2. N2 GOVERNOR
3. N2 TACHOMETER GENERATOR
4. TORQUE CONTROL UNIT
5. C-BOX OIL SYSTEM
6. ENGINE OIL FILTERS
CLUTCH SPRAGUE FREE-WHEELING COMBINING

GEAR CLUTCH ASSEMBLIES GEAR
OUTPUT SHAFT TO
TRANSMISSION
3RD STAGE
No. 1 HELICAL GEAR
ENGINE CLUTCH SHAFT
2ND STAGE
GEAR
TORQUE No. 2
SENSING ENGINE
N2 GOVERNOR TACHOMETER 1ST STAGE

SHAFT GENERATOR SHAFT GEAR
Figure 6-9. Combining Gearbox

11 10
10 9
9 8
TWIN
2.5 MIN OEI 109.2 %
103.1 % CONTINUOUS
OEI 103.7 % A 7
8
TORQUE 7
6
6 MAST ENG 5
0 0
9 1 9 1
8 2 8 2 5 4
7 3
1 7 3
1
2 2 % X 10 3
6 5 4
X 10
6 5 4
X 10 4
10 3 10 3 3 2
2 1
9 4 9 4 1
RPM RPM
8 5 8 5
7 6 7 6
GAS PROD GAS PROD
ENG
10
ITT 3
10
ITT 3
B 120
10
20
9 4 9 4 110
OEI
OEI
5 5 R
ROTOR
30
8 °C X 100 76 8 °C X 100 76 100
PERCENT 40
90 RPM
50
ITT ITT 80
70 60
1 2
A
B
Figure 6-10. Engine Power Indicators
N1 GAGES As engine N 1 rpm increases through 53 ± 2%
the rpm warning and control unit extinguishes
An N 1 tachometer generator is mounted on the ENGINE OUT warning light and activates
and driven by the N 1 accessory section of each the particle separator system for that engine.
engine. Rotation of the N 1 tachometer gener- If engine N 1 rpm falls below 53%, the rpm
ator develops a frequency signal which is dis- warning and control unit illuminates the EN-
played as a percent on the respective engine’s GINE OUT warning light and shuts off the
N 1 gage. No airframe electrical power is re- particle separator system for that engine.
quired for N 1 gage operation. Normal and OEI
N 1 limitations are marked on the face of the
gage and reflect the same limitations found in ITT GAGES
the manufacturer’s approved RFM. Eight Chromel and Alumel thermocouples are
located on the interior engine circumference in
If the N 1 tachometer generator fails: the master the flow of engine exhaust gas exiting the N 1 tur-
caution light, the engine out light, and the bine wheel. Electrical signals, self-generated
particle separator light illuminate. The parti- by all eight of the thermocouples, are averaged
cle separator door can be opened by moving and sent to a DC-powered ITT trim compen-
the particle switch to “OVRD ON”. sator. The compensator, mounted on the exterior
engine case, is maintenance-adjusted in accor-
dance with engine manufacturer’s test data found
RPM WARNING AND CONTROL on the engine data plate and corrects the raw ther-
UNIT mocouple signal for variations between power
sections. The corrected signal is sent to the en-
N 1 tachometer generator signals from each gine’s ITT gage and is continuously displayed
engine are also sent to the rpm warning and in degrees centigrade. Normal and OEI ITT lim-
control unit where they activate the ENGINE itations are marked on the face of the gage and
OUT warning lights and particle separator reflect the same limitations found in the manu-
systems for each engine (Figure 6-11). facturer’s approved RFM.

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Figure 6-11. RPM Warning and Control Unit

Loss of DC electrical power to an ITT system on the ENG scale of the dual torquemeter are
results in loss of gage indication while an ITT actually limitations on the components pow-
trim compensator unit malfunction usually re- ered by the engines (C-box). The limitations
sults in a higher-than-normal ITT indication. marked on the face of the TRANSMISSION
scale reflect the continuous power and take-
off limits for the transmission.
N2 RPM INDICATIONS
An N 2 tachometer generator is mounted on and A torque-sensing unit is located at the outboard
driven by the N 2 accessory section of each en- end of each engine’s third-stage clutch gear
gine. Rotation of the N 2 tachometer generator shaft in the gear reduction section of the com-
develops a frequency signal displayed in per- bining gearbox. The sensing unit includes a
cent by the respective engine’s N 2 needle on the cylinder, with a calibrated leak, filled with
triple tachometer. No airframe electrical power pressurized engine oil and a torque oil pres-
is required for N 2 gage operation. N 2 limits are sure transmitter. The outboard end of the third-
marked on the outer ENG scale of the triple stage clutch gear shaft functions as a piston
tachometer and reflect the same limitations within the cylinder.
found in the manufacturer’s approved RFM.
Helically cut gear teeth on both the combining
gear and the third-stage clutch gear cause in–out
TORQUE INDICATIONS movement of the third-stage clutch gear shaft
Torque is the measure of an engine’s power in response to changes in engine power output.
output. It should be noted, however, that torque The piston at the end of the shaft acts upon the
is not actually an engine limitation as N 1 , N 2 , oil in the torque-sensing cylinder to increase or
and ITT are. The limitations (PT6T-3B) shown decrease oil pressure within the cylinder.

FlightSafety
international
To r q u e - s e n s i n g o i l p r e s s u r e i s d i r e c t e d AIR SYSTEMS
through an external oil line to a specially cal-
ibrated torque pressure transmitter, which is General
powered by 26.5 VAC and protected through
the ENG 1 or ENG 2 TORQUE METER cir- Engine air systems include engine inlet air,
cuit breaker. The torque pressure transmitter compressor air, and bleed-air systems.
sends an electrical signal to the appropriate
needle in the triple torquemeter to display Engine Inlet Air
that engine’s power output as a percent on
the inner ENG scale. Ambient air enters the engine through the en-
gine air inlet screen, which is contained within
Each engine’s torque sensing and indication the plenum of the air management system.
is independent of the other engine’s. On SNs Once inside the engine, air is compressed and
33001 through 33213 and 36001 through used for cooling, combustion, pneumatic con-
36019, the electrical signals from both en- trol air, and customer air purposes (helicopter
gines are added and displayed by the white tri- heating). Air within the engine is controlled
angle as total torque on the outer by the compressor and the bleed-air valve.
TRANSMISSION scale of the torquemeter.
Normal and OEI engine torque and transmis- Compressor Air
sion torque limitations are marked on the face
of the ENG and TRANSMISSION scales of the During engine start, the compressor is driven
torquemeter and reflect the same limitations by the starter and rotates to compress air used
found in the manufacturer’s approved RFM. in combustion and cooling. After starting, the
compressor is driven by the N 1 turbine wheel
and provides compressed air for continued
Torquemeter Malfunctions operation. The compressor air (compressor
Torque sensing differs from other pressure discharge pressure or P 3 ) is also used to pro-
sensing systems in two ways: a loss of AC vide pneumatic operating air for the engine fuel
electrical power causes the torquemeter gage control system and for customer bleed-air pur-
indications to freeze at the indication shown poses (Figure 6-12).
at the time the electrical power failed; also,
since torque sensing is a function of engine The compressor is designed to be most effi-
oil pressure, erroneous torque indications cient at N 1 speeds of approximately 85% and
may occur if there is an engine oil pressure above. Engine operation and acceleration at
malfunction. speeds below 85% may result in compressor
stall. However, an automatic compressor
bleed-air valve is installed to provide low N 1
rpm antistall acceleration and operation.
ENGINE SYSTEMS
The bleed-air valve is located on the bottom
of the compressor case of the engine, in be-
GENERAL tween compressor stages 2 and 3. Its opera-
Each engine is provided with numerous sub- tion is completely automatic and functions
systems to accomplish necessary support func- as a result of two different air pressures, one
tions for normal or special operation. Systems between compressor stages 2 and 3 (P 2.5 )
for each engine include air, fuel, ignition, and and the other taken from compressor dis-
lubrication systems. Included is a separate lu- charge pressure (P 3 ).
brication systems of the C-box and fire pro-
tection systems. In addition, there are cockpit During low-speed N 1 acceleration, the valve
gages and warning and caution lights for many is open to prevent compressor stalls that might
of these subsystems. occur due to interstage turbulence. As the

FlightSafety
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LEGEND
INLET AIR
INTERSTAGE (P2.5) AIR ACCESSORY
COMPRESSED AIR INLET GEARBOX
COMPRESSOR COMPRESSOR
DISCHARGE (P3) INLET
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GEARBOX ;;;;;;;;;;;;;;;;
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N1 OR NF POWER TURBINE N1 OR NG GAS PRODUCER
REDUCTION
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QQQ

y;y;
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Figure 6-12. Compressor Air

compressor efficiency increases at normal N 1 Engine bleed air is used as the source for air-
operating rpms (85 to 94%, depending upon frame heating and windshield defogging. The
OAT), P 3 increases significantly and closes the output of the air from the compressor is con-
valve (Figure 6-13). trolled by an electrically-actuated bleed-air
valve. Engine bleed-air valves are normally
There are no caution or warning lights asso- controlled by electrical switches labeled for
ciated with the compressor bleed-air valve. the associated system, such as the HEATER
However, failure of the valve to function cor- switch. Additional customer ports are avail-
rectly may be indicated in one of two ways. If able on the engine to use for optional equip-
the valve is closed during engine start and ac- ment such as air conditioning.
celeration, indications may include compres-
sor stalls, the accompanying noise, and very
slow N 1 acceleration. If the valve fails to close FUEL SYSTEM
as the N 1 rpm reaches normal operating range,
indications are low torque with high N 1 rpm, General
particularly noticeable during the power as- Each engine has a separate fuel system in-
surance check. cluding various subsystems which perform
specific functions for the fuel passing through
Engine Bleed Air it. Engine fuel systems include an oil-to-fuel
heat exchanger, a fuel filter, an engine-driven
Engine bleed air is taken after the last stage
fuel pump, auto/manual fuel control units, a
of axial compression and is referred to as “P 3
flow divider and dump valve, fuel manifolds,
air.” P 3 air is used as one of the motive forces
and fuel nozzles. In addition, the pilot controls
of the engine fuel control. After regulation
each engine’s fuel system by use of the twist-
by the fuel control, P 3 air becomes governor
grip throttles, idle stop switch, GOV MAN-
reset pressure, or P G , which controls auto-
UA L - AU TO s w i t c h e s , R P M I N C – D E C R
matic fuel control operation.
switch, and collective inputs (Figure 6-14).

FlightSafety
international
P25
COMPRESSOR INTERSTAGE AIR
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DISCHARGE
AIR
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P3
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DISCHARGE TO
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;;;;;;; ATMOSPHERE
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PA
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P25
INTERSTAGE AIR
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COMPRESSOR
DISCHARGE
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AIR
P3
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ROLLING
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DIAPHRAGM
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PA
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Figure 6-13. Compressor Bleed-Air Valve

FlightSafety
international
COLLECTIVE
LEVER
SW
EP
BE
TTLE
AUTOMATIC
FUEL
CONTROL THRO
FUEL
NOZZLES
GOVERNOR
SOLENOID
VALVE
MANUAL FLOW DIVIDER PRIMARY FUEL MANIFOLD

FUEL AND
CONTROL DUMP VALVE
ENGINE-DRIVEN MANIFOLD
FUEL PUMP DUMP
DRAIN
FILTER
PRESSURE
BYPASS
DIFFERENTIAL
SWITCH
CAUTION PANEL
FUEL FUEL FUEL

FILTER FILTER NOZZLES
BYPASS
VALVE DRAIN
FUEL
HEATER
SECONDARY FUEL MANIFOLD

ENGINE LEGEND
OIL
BOOST PUMP PRESSURE
ENGINE PUMP PRESSURE

BOOST PUMP
FUEL INLET ENGINE OIL
Figure 6-14. Engine Fuel System

FlightSafety
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Oil-to-Fuel Heat Exchanger using the procedures outlined in the manu-

facturer’s approved PFM.
Airframe fuel enters the oil-to-fuel heat ex-
changer mounted to the upper right side of
the N 1 accessory section and passes through Engine Fuel Pump
coiled tubing surrounded by hot engine oil. The engine fuel pump is a geared, positive dis-
Heat from the engine oil is transferred to the placement pump, driven by the N 1 accessory
fuel to ensure no ice crystals are present and section. The engine fuel pump raises fuel
that the fuel is at optimum operating temper- pressure to approximately 650 psi, at 100%
ature. The warmed fuel exits the exchanger N 1 rpm, is lubricated by the fuel passing
through a thermostatic control valve which through it, and provides the hydraulic oper-
regulates the flow of hot engine oil within the ating power for the engine’s hydropneumatic
exchanger, thus providing the desired level fuel control units.
of fuel heating. Between 70°F and 90°F, the
core valve is closing and the bypass is open- The engine fuel pump is designed to provide
ing to control temperatures. There are no cock- sufficient fuel flow for the approved operat-
pit indications for the oil-to-fuel heat ing envelope and should also maintain suffi-
exchanger. cient fuel flow below 5,000 feet MSL even if
both airframe boost pumps fail. However, be-
Engine Fuel Filter cause of the high-pressure demands of the en-
Heated fuel enters the engine fuel filter where gine fuel system, if an engine fuel pump fails,
contaminants are screened by a 10-micron that engine flames out. There are no cockpit
pleated paper element filter to ensure that only indications for engine fuel pump operation.
clean fuel enters the fuel control. The filter in-
cludes an impending-bypass switch, a spring- Engine Fuel Control Systems
loaded-closed bypass valve, and a filter drain
system to provide fail-safe operation. The primary purpose of each engine’s fuel
control system is to ensure that the engine pro-
The impending-bypass switch monitors fuel duces the correct amount of power to maintain
pressure both entering and exiting the filter. the preselected N 2 /rotor rpm in flight. This is
If the difference between the two pressures ex- accomplished by both engines’ fuel control
ceeds 1 1/ 2 psid, the switch closes and illumi- units (FCUs) operating together in the auto-
nates the FUEL FILTER caution panel light. matic modes. In the event of a malfunction in
Illumination of the caution light indicates that an engine’s automatic FCU, the pilot can eas-
some clogging of the filter exists but that fuel ily control the affected engine by selecting the
is still flowing through and being cleaned by manual mode of operation and then manually
the filter. The pilot should consult the manu- controlling fuel flow to the engine with the
facturer’s RFM for appropriate action. If the twist grip throttle (Figure 6-15).
pressure differential exceeds 3 psid, the bypass
valve is forced open, allowing unfiltered fuel The pilot establishes the operating mode for
to pass on to the rest of the engine fuel sys- each engine’s FCU by selecting either AUTO
tem. If a significant amount of contaminated or MANUAL on the GOV switch. If the MAN-
fuel bypasses the filter, fuel control problems UAL mode of fuel control operation is se-
could occur. There is no cockpit indication lected, the GOV MANUAL caution light
when the filter is actually bypassed. illuminates for the selected engine. Either or
both engines may be operated in AUTO or
A fuel filter drain system provides a method MANUAL mode. However, the pilot must ex-
to remove contamination that has accumu- ercise extreme care to ensure that rotor, N 2 ,
lated in the filter. The filter should be drained and other engine limits are not exceeded while
daily at the start of the exterior inspection, operating in the MANUAL mode.

nozzles stops. This would normally trap some

fuel in the primary and secondary manifolds
and nozzles. However, as the spring-loaded
valves close, a drain path is opened which al-
lows fuel from both primary and secondary
manifolds to drain into the fuel cells, thus
minimizing the possibility of a hot start oc-
curring during the next engine start.
There are no cockpit indications for opera-

tion of the flow divider and dump valve other
than during normal engine start.
Figure 6-15. Fuel Control Unit IGNITION SYSTEM

Each engine has its own ignition system, con-
Flow Divider and Dump Valve sisting of 28 VDC electrical power through an
Pressurized metered fuel from the engine’s FCU IGN essential bus circuit breaker, an exciter
is sent through external lines to the rear under- unit, two shunted-gap igniter plugs, and as-
side of the N 1 section, where it enters the flow sociated switches. Ignition occurs only during
divider and dump valve. The primary (forward) the engine start cycle (Figure 6-17).
and secondary (aft), fuel nozzle manifolds are
connected to the flow divider and dump valve I g n i t i o n s y s t e m e l e c t r i c a l p ow e r p a s s e s
and distribute the fuel to the fuel nozzles in the through that engine’s fuel valve switch and
combustor section of the engine (Figure 6-16). on to the start relay. With the fuel valve switch
and starter switch in the ON position, the
During starting, as N 1 rpm increases, fuel pres- start relay closes and allows ignition elec-
sure increases. At approximately 12% N 1 rpm, trical power to activate the exciter unit. In the
sufficient fuel pressure is produced to open exciter unit, electrical voltage is boosted to
the spring-loaded-closed primary manifold approximately 3,000 volts and arcs across
valve and allow fuel to enter the primary fuel the igniter plugs. The plugs fire alternately
manifold, where it is sprayed through seven pri- several times a second as long as the starter
mary fuel nozzles into the combustor ring. As is activated. When the starter is switched off,
lightoff occurs and N1 rpm increases, fuel pres- the start relay opens, breaking the ignition cir-
sure also increases. cuit, and ignition ceases. Other than a snap-
ping noise heard during engine starting and
At approximately 30% N 1 rpm, fuel pressure actual engine start, there are no cockpit in-
is increased sufficiently to open a second dications of ignition system operation.
springloaded-closed secondary manifold
valve, which distributes fuel to the secondary LUBRICATION SYSTEMS
manifold and its seven fuel nozzles. During
normal engine operation both spring-loaded General
valves are fully open, and both fuel manifolds
and all 14 fuel nozzles provide a continuous The powerplant includes three separate lubrica-
flow of fuel to the combustor. tion systems: one for each engine and one for the
combining gearbox. Each system is totally inde-
During engine shutdown, when the throttles are pendent and selfcontained, including its own
closed, pressurized fuel to the flow divider reservoir, pumps, cooler, filter, plumbing, indi-
and dump valve is cut off. The spring-loaded cating systems, and caution/warning lights. Engine
valves close, and fuel flow to the manifolds and and C-box oil systems are discussed separately.

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PRIMARY
MANIFOLD PORT
FUEL
INLET
TO PRIMARY MANIFOLD POSITION

(12 TO 14% N1)
SECONDARY
MANIFOLD PORT
FUEL
INLET
TO PRIMARY AND SECONDARY MANIFOLD POSITION

(30 TO 35% N1)
FUEL
DUMP
LEGEND
DUMP POSITION
FUEL IN
FUEL OUT
Figure 6-16. Flow Divider and Dump Valve

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IGN
CIRCUIT
BREAKER
SPARK
IGNITERS
FUEL VALVE
IGNITION
SWITCH
EXCITER
START
RELAY
ESSENTIAL
BUS START
SWITCH
STARTER–
GENERATOR
Figure 6-17. Engine Ignition System

All three lubrication systems are wet-sump pres- 1.6 U.S. gallons. The quantity should be checked
sure systems and employ the same principle of when cold, with the helicopter on a level surface
operation. The oil is first pressurized and sent and the engine not operating. Sight gage
to be cooled. After cooling, the oil is filtered markings also include the amount of engine oil
and then used for lubrication. This ensures that to be added if necessary. There are no cockpit
cool, clean oil is available for the primary pur- indications for engine oil quantity.
poses of lubrication to reduce wear and tem-
perature of vital components (Figure 6-18). Engine Oil Pumps
The engine oil pump unit, consisting of one
Engine Lubrication System pressure element and three scavenge elements, is
Each engine lubrication system includes a tank mounted in and driven by the N 1 accessory
with sight gage, a four-element pump, a section. Any time the N1 section is rotating, the
replaceable filter, an oil/fuel heat exchanger, a pumps are being driven and provide pressure oil
thermostatic cooler, associated plumbing, and for lubrication and torque sensing. Scavenge oil
indicating systems. is returned to the engine oil sump.
Engine Oil Sump Engine Oil Filter

The lower portion of the N1 accessory section A single, replaceable, cartridge oil filter (Figure
case serves as the engine’s oil tank and sump 6-20), located at the outboard side of the N2
(Figure 6-19). Sight gage provisions are gear reduction case, cleans impurities from the
available on either side of the case so that the engine oil. A spring-loaded-closed bypass valve
engine may be installed in either the No. 1 or the is incorporated in the filter to prevent a clogged
No. 2 engine position. The tank has a capacity of filter from interrupting oil flow.

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PRESSURE
PUMP
THERMOSTATIC
OIL COOLER
LUBRICATION
AND COOLING
FILTER HOUSING
FILTER ELEMENT
OIL TANK
OR SUMP
LEGEND
PRESSURE OIL
RETURN/SUMP OIL BYPASS OIL FILTER
VALVE
Figure 6-18. Powerplant Lubrication System (Typical)

Engine Oil Cooler Engine Oil System Operation
Each oil system has its own thermostatically When an engine starter is activated, the N1 sec-
controlled oil cooler mounted at the rear of the tion, N 1 accessory section, and oil pumps start
powerplant. A thermostatic valve in the cooler to rotate. Oil is drawn from the tank and pres-
controls the cooling of engine oil to ensure surized by the pressure pump. During starting,
optimum oil temperature. Two blower fans immediately after the starter is engaged and
driven by each engine’s N 2 gear reduction N 1 rpm starts increasing, the pilot should
section provide cooling air for the engine oil check the engine’s oil pressure gage to en-
coolers, the C-box oil cooler, and the main sure that oil pressure is starting to increase.
transmission oil cooler. All four oil coolers are This should be accomplished prior to opening
collocated in a common housing (Figure 6-20). the throttle to flight idle.

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Figure 6-19. Engine Oil Sump

Pressurized oil from the pump is directed to the In the filter, the oil is cleansed of impurities.
pressure-regulating and check valve. The Should a filter become clogged, the spring-
spring-loaded pressure-regulating valve is po- loaded-closed bypass valve can be forced open
sitioned by return oil pressure from the output by oil pressure, allowing oil to bypass the fil-
side of the filter to regulate system pressure ter. There is no cockpit indication of a by-
(Figure 6-21). passed engine oil filter.
Pressurized oil exiting the filter enters the rear
A small portion of the pressurized oil is sent of the engine, where it is divided into several
directly to the oil-to-fuel heat exchanger to internal and external supply lines. Internally,
warm engine fuel. The used oil then drains di- the oil provides lubrication and cooling for
rectly into the engine oil sump. the engine’s N 2 gear reduction and pressure for
the torquemeter operation. Other internal lines
The major portion of pressurized oil is directed provide oil to the No. 3 and No. 4 N 2 bearings.
to the cooler, where the thermostatic valve opens Through external lines, oil is directed to the N 1
a line to the cooler or bypasses the cooler, de- section for lubrication of the No. 1 and No. 2
pending on the oil temperature. Cold oil is by- bearings and the N 1 accessory section.
passed and sent directly to the oil filter. Hot oil
Used oil drains to internal sumps, where it is
causes the thermostatic valve to direct the oil
picked up by the three scavenge pumps and re-
through the cooler before going to the filter.
turned to the sump in the N 1 accessory section.

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TRANSMISSION COMBINING
(LOWER 40%) GEARBOX
(LOWER 60%)
NO. 1 ENGINE NO. 2 ENGINE
Figure 6-20. Engine Oil Coolers, Blowers, and Filters

Engine Oil Indicating Systems The temperature bulb uses 28 VDC electrical
power and is protected with the associated OIL
Each engine oil system includes a combined TEMP circuit breaker. Loss of electrical power
temperature and pressure gage and OIL results in loss of oil temperature indications.
PRESSURE and engine CHIP caution lights
(Figure 6-22).
Engine OIL PRESSURE Caution Light
Engine Oil Pressure Gage A normally closed oil pressure switch is lo-
cated at the entrance to the oil filter. As en-
An engine oil pressure transmitter, located at the gine oil enters the filter, pressure opens the
lower right corner of the N1 accessory section, pressure switch at 40 psi and extinguishes the
senses return line oil pressure and displays it in psi associated OIL PRESSURE caution light. If
on the combined temperature and pressure gage. engine oil pressure drops below 31 psi, the
The transmitter uses 26.5 VAC electrical power switch closes and illuminates the caution panel
and is protected with the ENG 1 or 2 OIL PRESS light. The switch uses 28 VDC electrical power
circuit breakers. Loss of 26.5 VAC electrical and is protected with the MASTER CAUTION
power results in loss of oil pressure indications. circuit breaker located on the overhead panel.
Engine Oil Temperature Gage The pilot should keep in mind that the 31-psi value
An engine oil temperature bulb, located next to for caution panel light illumination is well below
the oil pressure transmitter in the lower corner of the normal green range minimum for system
the N1 accessory section, senses return line oil operation of 80 psi. Therefore, the pilot should not
temperature and displays it in degrees Centigrade rely on the OIL PRESSURE caution light as the
on the combined temperature and pressure gage. primary indication of low engine oil pressure.

LEGEND LUBRICATION SCAVENGE OIL PRESSURE OIL PRESSURE OIL OIL/FUEL

FOR INPUT TO GEARBOX TO GEARBOX FROM OIL-TO-FUEL HEAT
PRESSURE OIL SUMP AREA SUMP AREA HEATER
GEAR MESH EXCHANGER
SCAVENGE OIL
PRESSURE
OIL TANKS OIL TO
OIL-TO-FUEL
CHECK HEATER
LUBRICATION VALVE
FOR SECOND STAGE/
CLUTCH GEAR MESH
PRESSURE
PUMP
SCAVENGE
PUMP
CHECK
VALVE
PRESSURE-
REGULATING VALVE
BYPASS
VALVE
POWER
SECTION SCAVENGE OIL SCAVENGE OIL
OIL FROM TO COOLER SCAVENGE OIL EJECTOR-TYPE FROM No. 3 AND No. 4 FROM No. 2
COOLER FILTER SUMP AREA SCAVENGE PUMP BEARINGS BEARING
Figure 6-21. Engine Oil System

Engine CHIP Caution Light The pilot should consult the manufacturer’s ap-
proved RFM for specific procedures.
Each engine incorporates two chip detectors: one
in the N1 accessory section oil sump and the
other located in the N 2 gear reduction case Overheating of engine oil, while not specif-
sump. A metal chip that comes in contact with ically covered in the RFM, may be nearly as
either detector completes the circuit and critical as loss of oil pressure. In the absence
illuminates the engine CHIP caution panel light. of manufacturer’s procedures, the pilot
Both detectors use 28-VDC electrical power should reduce engine power to determine if
from the MASTER CAUTION circuit breaker. the engine oil temperature returns to within
the continuous range. If engine oil temper-
Engine Oil System Limitations ature does not decrease, it is suggested that
the same procedures as those for loss of en-
The pilot should consult the “Limitations” gine oil pressure be followed.
section of the manufacturer’s approved RFM for
engine oil limits.
Illumination of an engine CHIP caution panel
light requires that the engine be shut down as
Engine Oil System Malfunctions soon as practical. The pilot should consult
Loss of engine oil pressure during engine op- the manufacturer’s approved RFM for spe-
eration requires that the engine be shut down. cific procedures.

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ENG 1 ENG 2
FILTER FILTER
OIL PRESSURE N2 GEAR REDUCTION OIL PRESSURE

SWITCH CHIP DETECTORS SWITCH
OIL
ITT ITT PUMPS
1 2
15 15 15 15
10 OIL 10 OIL
10 10
5 °C PSI 5 °C PSI
X 10 5 X 10 5
0 0
-5 0 -5 0
ENGINE OIL ENGINE OIL
40 50 40 50
PRESSURE– OIL PRESSURE
REGULATING AND TRANSMITTER
CHECK VALVE AND TEMP BULB
CHIP DETECTOR
Figure 6-22. Engine Oil Indicating Systems

Combining Gearbox oil cooling to ensure optimum oil temperature

Lubrication System (Figure 6-20).
The C-box lubrication system consists of an oil C-Box Oil System Operation
tank, a pressure oil pump, an oil cooler, an oil
filter, an oil filter bypass indicator, and a When an engine is started and the N 2 turbine
pressure relief valve. wheel begins to turn the combining gear, the
C-box oil pump starts to rotate. Oil is drawn
from the sump and is pressurized by the
C-Box Oil Sump pump. During the first engine start the pilot
The lower portion of the center section of the should check the C-box oil pressure gage to
combining gearbox case serves as the C-box oil ensure that oil pressure is starting to increase
sump and tank (Figure 6-23). A sight gage, (Figure 6-22).
located on the rear of the case, provides a
method of checking lubricant level. The gage is Pressurized oil is directed through external
difficult to see and is best viewed with a lines to the C-box oil cooler, where the ther-
flashlight through the right side fire-extinguisher mostatic valve opens a line to the cooler or by-
door. The sump has a capacity of five U.S. p a s s e s t h e c o o l e r, d e p e n d i n g o n t h e o i l
quarts of oil, which should be checked only temperature. Cold oil is bypassed directly to
when cold with the helicopter on level surface the filter. Hot oil causes the thermostatic valve
and the engines not operating. The sump should to direct the oil through the cooler before
not be overfilled as excess oil is vented going to the filter.
overboard through the filler cap on the top of the
engine cowling. There are no cockpit indications In the filter, oil is cleansed of impurities.
for C-box oil quantity. Should the filter become clogged, the spring-
loaded-closed bypass valve can be forced open
C-Box Oil Pump by oil pressure, allowing oil to bypass the filter.
A single-element pressure pump is powered by There is no cockpit indication of a bypassed
the combining gear and provides all the oil C-box oil filter. However, there is a remote fil-
necessary for lubrication and cooling. Used oil ter bypass indictor located on the left rear side
drains back to the sump for reuse. There are no of the C-box. The indicator has a red pop-up
scavenge pumps. button that displays in the event of bypass. The
red pop-up button extends at approximately 30
C-Box Oil Filter psid. The pilot should check the C-box oil fil-
A single replaceable cartridge oil filter is located ter remote indicator during helicopter pre-
on the rear of the combining gearbox case. A flight (Figure 6-23).
bypass valve is incorporated in the filter to
prevent a clogged filter from interrupting oil Oil exiting the filter is directed through internal
flow. There is no cockpit indication of a clogged lines to a ball pressure relief valve, which reg-
filter (Figure 6-23). ulates system pressure by venting excess pres-
sure back to the sump.
C-Box Oil Cooler Pressurized oil is directed through internal lines
A thermostatically controlled C-box oil cooler is to provide lubrication and cooling for the clutch
part of a three-cooler assembly mounted on top of gear bearings and the combining gear bearings.
the two-engine oil coolers at the rear of the Used oil drains back to the sump for reuse.
powerplant. The C-box uses the lower 60 % of
the upper cooler assembly. Blowers driven by C-Box Oil Indicating Systems
each engine’s N2 gear reduction section provide
cooling air for the engine oil coolers and the C- The C-box oil system includes a temperature and
box cooler. The thermostatic valve controls C-box pressure gage, C BOX OIL PRESS warning

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PRESSURE LUBRICATION FOR

TRANSMITTER OUTPUT GEAR MESH
LUBRICATION FOR
CLUTCH GEAR
PUMP BEARINGS
BYPASS
VALVE LEGEND
PRESSURE OIL
OIL TANKS
PRESSURE
SW
PRESSURE
RELIEF VALVE
FILTER
C BOX OIL PRESS FUEL PRESS
FROM TO
C BOX OIL TEMP COOLER COOLER
TEMPERATURE 15 10
BULB 10 OIL 8
6
5 T ° C PSI P 5
TEMPERATURE 4
SW 0 X 10 2
-5
CHIP C BOX
GEAR BOX
Figure 6-23. C-Box Oil System

light, C BOX OIL TEMP warning light, and As main rotor rpm increases and C-box oil
CHIP C BOX caution light (Figure 6-23). pressure increases above 40 psi, the transmission
oil pressure switch completes a portion of the
C-Box Oil Pressure Gage hourmeter circuit. When main rotor rpm increases
through 95%, a signal from the rpm warning and
A C-box oil pressure transmitter, located on the control unit closes the hourmeter relay and starts
top of the C-box case directly above the main the hourmeter running.
drive shaft output, senses oil pressure and
displays it in psi on the C-box combined
temperature and pressure gage. The transmitter
C BOX OIL TEMP Warning Light
uses 26.5-VAC electrical power and is protected A normally open oil temperature switch, located
with the C BOX OIL PRESS circuit breaker. in the oil return line from the C-box oil cooler,
Loss of electrical power results in loss of oil closes and illuminates the C BOX OIL TEMP
pressure indications. warning light if the C-box oil returning from the
cooler exceeds 115°C. The switch uses 28 VDC
C-Box Oil Temperature Gage electrical power protected with the MASTER
CAUTION circuit breaker located on the
The C-box oil temperature bulb, located overhead panel.
underneath the C-box behind the C-box oil filter,
senses oil temperature and displays it in degrees
centigrade on the C-box combined temperature
CHIP C BOX Caution Light
and pressure gage. The temperature bulb uses 28- The C-box oil system incorporates a single chip
VDC electrical power and is protected with the C detector located at the bottom of the C-box oil
BOX OIL TEMP circuit breaker. Loss of electrical sump. A metal chip that comes in contact with
power results in loss of oil temperature indications. the detector completes the circuit and
illuminates the CHIP C BOX caution light. The
C BOX OIL PRESS Warning Light detector uses 28 VDC electrical power and is
protected with the MASTER CAUTION circuit
A normally closed oil pressure switch is located breaker located on the overhead panel.
at the bottom of the C-box case near the oil fil-
ter. C-box oil pressure opens the pressure
switch at 40 psi and extinguishes the C BOX
OIL PRESS warning light. If C-box oil pres-
sure drops below 31 psi, the switch closes and
illuminates the warning light. The switch uses
28 VDC through the MASTER CAUTION cir-
cuit breaker located on the overhead panel. DATCON
ELAPSED TIME
The 31 psi value at which the warning light
0022 6
illuminates is well below the system continuous
operation of 60–80 psi. Therefore, the pilot
should not rely on the C BOX OIL PRESS
warning light as the primary indication of low C- HOURS 1/10
A.
,P
DA
TC
G
box oil pressure. ON

IN BU
R
S TR E RS
UME
NT CO.EAST PET
Hourmeter
The C-box oil pressure switch is also wired in
series with the N R portion of the rpm warning HOURMETER
and control unit to provide actuation of the he-
licopter’s hourmeter indicator (Figure 6-24). Figure 6-24. Hourmeter

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C-Box Oil System Limitations the development of the engine fuel control
unit, which sensed rpm changes and con-
The pilot should consult the “Limitations” trolled engine power to maintain a constant
section of the manufacturer’s approved RFM for rpm regardless of changes in collective posi-
C-box oil system limits. tion or dynamic rotor loads.
C-Box Oil System Malfunctions
Loss of C-box oil pressure or overheating of
PT6T-3B FUEL CONTROL
C-box oil during flight requires the pilot to land The PW PT6T-3B engines each use a Bendix
the helicopter as soon as possible. The pilot AVELEX Division DF-F2 gas turbine fuel
should consult the manufacturer’s approved control unit (FCU) which includes both man-
RFM for specific procedures. ual (MFCU) and automatic fuel control sec-
tions (AFCU) (Figure 6-25). The FCUs are
Illumination of the CHIP C BOX caution light controlled by throttles, N 2 power turbine gov-
requires landing as soon as practicable. The ernors, and a single torque control unit (TCU).
pilot should consult the manufacturer’s ap-
proved RFM for specific procedures. The primary purpose of each engine’s FCU is
to control that engine’s power output to main-
tain a constant main rotor rpm during flight.
ENGINE FUEL CONTROL In normal operation, both engines’ FCUs, in
automatic (AUTO) mode, work together to
SYSTEMS maintain their N 2 rpm between 97 and 100%.
The N 2 turbines are geared directly to the
rotor, which maintains proper main rotor rpm.
GENERAL In the event of an automatic FCU malfunction,
In early helicopters, primary control of engine the pilot can control the affected engine by se-
power and main rotor rpm was provided by the lecting the MANUAL mode and then, by use
pilot by means of a throttle which directly in- of the throttle, manually meter fuel flow to that
creased or decreased fuel flow to the engine. engine to maintain its N 2 rpm.
Since the pilot had to increase or decrease en-
gine power as he moved the collective control
up or down, the throttle was normally incor-
porated into the design of the collective con-
trol as a “twist-grip” throttle.
As helicopters and engines became more com-

plex, improved methods of engine power con-
trol were required, and systems were designed
which included coupling throttle movement
with collective movement. However, these
systems did not provide for changes in rotor
rpm caused by wind and other dynamic ef-
fects, and the pilot still had to manually ad-
just the throttle to maintain proper rotor rpm.
With the advent of turbine engines, which

provided significant increases in power, the
complexity of providing engine power control
also increased. More factors, such as fuel
density, density altitude, turbine accelera-
tion, etc., had to be accounted for. This led to Figure 6-25. Fuel Control Unit

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The pilot establishes which mode each engine’s

FCU will operate in by selecting either AUTO
or MANUAL by means of the governor (GOV)
switches on the engine control panel. Either or
both engines may be operated in AUTO or
MANUAL mode within normal limitations.
The FCUs are the hydropneumatic type, which

utilizes throttle position, compressor discharge
pressure (P 3 ), N 1 , and N 2 rpm signals.
A pneumatic pressure differential (P X -P Y ),

generated in the automatic fuel control unit
(AFCU) as a function of throttle position ver-
sus N 1 rpm, is the primary controlling signal
to the AFCU metering valve. A second dif-
ferential pressure (P R -P G ), a function of throt-
tle position versus N 2 rpm, acts to modify the
P X -P Y differential in the AFCU.
High-pressure fuel to operate each engine’s

FCU is provided by the engine-driven fuel pump.
P X , P Y , P G , and P R pressures used in the FCU
are all derived from compressor discharge pres-
sure as modified in the FCU by functions of
throttle position and N 1 and N 2 rpm.
Figure 6-26. N2 Governor and Torque
Control Unit
FUEL CONTROL
The twist-grip throttles on the pilot’s and copi-
COMPONENTS lot’s collectives directly control each engine’s
Each engine’s FCU actually consists of two MFCU and that engine’s N 1 governor opera-
separate units, a manual fuel control unit tions. N 2 governing and functions of P X -P Y
(MFCU) and an automatic fuel control unit and P R -P G differential pressures are inactive
(AFCU), which are mounted together on the in the MANUAL mode of FCU operation.
N 1 accessory section of each engine.
Other components of each engine’s FCU in-
Two additional components, the N 2 governor clude a fuel control solenoid, a GOV switch,
and the torque control unit (TCU), directly and associated electrical circuitry.
control operation of the AFCU by changing N 2
governor reset pressure (Figure 6-26).
FUEL CONTROL OPERATION
The N 2 governor, mounted on the N 2 accessory
section and driven by the N 2 power turbine, is General
controlled by movement of the cockpit col- Pressurized, heated, and filtered fuel first en-
lective pitch control and the N 2 RPM in- ters the FCU through the manual fuel control
crease/decrease (INC-DECR) switches located section, which houses the auto/manual trans-
on the pilot’s and copilot’s collective heads. fer valve, the fuel shutoff valve, and the man-
ual metering valve (Figure 6-27).
The torque control unit, mounted separately
on top of the combining gearbox, serves two The transfer valve is controlled by the GOV
functions: it limits total powerplant torque, and AU T O - M A N UA L s w i t c h o n t h e c e n t e r
it balances the torque produced by the engines.

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FCU
AUTOMATIC FUEL INLET TRANSFER
PA METERING VALVE FROM PUMP VALVE
MANUAL MANUAL
FUEL METERING
P3 VALVE
CONTROL
THROTTLE
PR MOVEMENT
PX
PY
N2 RPM
BEEP SWITCH
PG FROM
OTHER AUTO
ENGINE FUEL CHECK FUEL
CONTROL VALVES SHUTOFF
TORQUEMETER VALVE
OIL PRESSURE TO FUEL
MANIFOLD
N1 COLLECTIVE
GOVERNOR PR LEVER MOTION
PG DROOP
COMPENSATOR
TORQUEMETER
CAM
OIL FROM
OTHER ENGINE
TORQUE
CONTROL PG N2 LINEAR
UNIT ACTUATOR
TORQUE OIL
FROM OTHER
ENGINE
N2 GOVERNOR
Figure 6-27. Fuel Control Schematic—Automatic Mode

pedestal. Each switch’s electrical circuit re- • The N 2 governor, which regulates PG
ceives DC power from its respective essential air pressure
bus and is protected by a FUEL CONTR cir- • The rpm increase/decrease switch,
cuit breaker on the overhead console. which adjusts the N 2 governor
The shutoff valve and the manual metering • Collective pitch changes, which adjust
valve within the MFCU are both controlled by the N 2 governor
that engine’s twist grip throttle. With the throt- • The TCU, which changes PG air pressure
tle in the fully closed position, both the shut-
off valve and the manual metering valve are • Rotor rpm changes, which affect the N 2
also closed. governor speed
The engine normally operates in AUTO mode. After metering in the AFCU, fuel is routed
This allows engine fuel pressure to position back to the MFCU where it proceeds past the
the transfer valve in the MFCU to direct fuel shutoff valve when opened by the throttle out
to the AFCU, where fuel is metered based of the MFCU to the flow divider, fuel mani-
upon inputs from the following: folds, nozzles, and combustor.
• Throttle position, which affects the

N 1 governor Selecting MANUAL Mode
• The N 1 governor, which changes PY When the pilot selects the manual mode of
air pressure FCU operation by moving the GOV switch to

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the MANUAL position, electrical power en- At 12 % N 1 rpm, with both ignition and com-
ergizes a solenoid which redirects fuel pres- pressed air available in the combustor and the
sure to hold the transfer valve in the MFCU autometering valve positioned to the start-
position and allows fuel to enter the MFCU flow setting by PX-PY air, the throttle is opened
only. The pilot must now use the twist-grip to the flight-idle position.
throttle to position the manual metering valve
to control-fuel flow to the engine. While in This opens the shutoff valve in the MFCU and
MANUAL, the fuel to the power section is allows metered fuel from the AFCU to pass
controlled by twist grip position and the pilot through the MFCU and on out to the flow di-
must open the twist grip as necessary to con- vider. At 12 % N 1 , fuel pressure has increased
trol ENG RPM. The gas producer speed gov- to the point where it has sufficient force to open
ernor, the power turbine governor, nor the the primary valve of the flow divider, and fuel
torque control unit for the engine will have any flows through the primary manifold to the
control over the engine speed. seven primary fuel nozzles in the combustor.
Light-off should occur within 15 seconds
CAUTION of opening the throttle to flight idle and is
indicated by increasing ITT and contin-
Never place the FCU in MANUAL ued acceleration of the N 1 rpm, which
unless the throttle is at flight-idle should continue until flight-idle rpm is
stop or below. Also, if DC electrical achieved. Acceleration fuel is controlled by
power fails while in MANUAL mode, the increasing P 3 air pressure, which causes
fuel pressure will return the transfer the P X -P Y bellows to move the autometer-
valve to the AUTO mode of operation. ing valve. Flight-idle fuel flow is preset to
provide 61 ± 1% N 1 rpm. N 2 governing has
not yet begun.
Automatic Fuel Control With the engine started, N 1 exhaust gases im-
Operation pinge on the N 2 turbine wheel, causing it to
rotate. N 2 rotation activates the associated
Starting Sprague clutch in the C-box and begins to
With airframe electrical power applied, engine drive the main rotor. This is indicated by the
fuel supply systems energized, and the se- N 2 needle “marrying” with the N R needle and
lected engine’s throttle closed, the pilot en- both beginning to accelerate. With N 1 rpm
gages the starter. Energizing the starter stabilized at 61%, N 2 /N R Will increase to ap-
activates ignition, initiates compressor rota- proximately 65%, depending upon atmo-
tion, and drives the engine fuel pump through spheric conditions.
the N 1 accessory section gearing.
As the compressor spools up, compressed air N2 Governing

is supplied to the combustor section, com- General
pressor discharge pressure (P 3 ) is sent to the
AFCU, and fuel pressure increases within the After second engine starting, each engine’s
FCU. Fuel, however, is prevented from going MFCUs are checked and each engine is run up
to the combustor section by the shutoff valve separately to ensure proper N 2 governing.
in the MFCU, which is held closed by the
throttle. The N 1 governor begins to establish The pilot slowly rotates the throttle to the
a P X -P Y pressure to position the autometer- fully open position. This results in a request
ing valve to the correct opening to provide for N 1 acceleration that causes increased P 3
light-off fuel scheduling. and P Y air, which opens the autometering
valve and increases fuel flow.

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N 1 rpm and N 2 /N R rpm increase accordingly engine power, most probably result-
until N 2 governing takes over at approximately ing in engine overtemperature, a main
75% N 1 rpm. N 2 governing for “flat pitch” (col- rotor overspeed with damaging re-
lective control fully down) is preset at 95 ± 1% sults, and other component damage.
by N 2 governor throttle rigging adjustment. 95%
± 1% N 2 /N R is with only one engine’s throttle
fully open. With the second engine’s throttle N2 Governor Controls
fully open, N 2 /N R stabilizes at 97 ± 1%. There
is always a 2% N 2 /N R difference between sin- Each engine’s N 2 governor is controlled by
gle-engine and twin-engine operation. two pilot-activated cockpit systems: the RPM
increase/decrease (INC-DECR) switches, lo-
N 1 rpm, above 75% N 1 with N 2 governing cated on each pilot’s collective control head,
functioning properly, will only be as high as and by movement of the collective flight con-
necessary to maintain 97 to 100% N 2 /N R . trol itself. Both devices work through the same
mechanical linkage which is attached to both
During N 2 governing, N 1 engine operation is N 2 governors by a jackshaft (Figure 6-28).
regulated solely by changes in P G air pressure,
which control the AFCU metering valve. P G The RPM INC–DECR switch operates an elec-
air pressure is changed by either the engine’s trical linear actuator which allows precise ad-
N 2 governor, which reacts to changes in justment of N 2 rpm within the range of 97 to
N 2 /rotor rpm caused by dynamic loads acting 101.5%. Both the pilot’s and copilot’s GOV
on the rotor system, or P G air pressure changes rpm switches have three positions: spring-
caused by the torque control unit. loaded center off, forward INC, and rearward
DECR. Electrical power for both switches and
The FCU’s operation is designed so that an in- the single actuator is provided from the No. 1
crease in P G air pressure results in an increased essential bus and is protected by the GOV
fuel flow while a decrease in P G air pressure CONTR circuit breaker.
results in a decreased fuel flow. Since the N 2
governor increases P G air when it senses an un- Beeping the INC/DECR switch moves a con-
derspeeding or low N 2 /N R rpm or decreases trol arm which rotates a jackshaft that moves
P G air when it senses an overspeeding N 2 /N R cams within both N 2 governors. With the IN-
rpm, it provides only the power that is needed CDECR switch in the full decrease position,
to maintain proper rpm. the N 2 governor maintains a minimum of 97%
N 2 /N R rpm. As the switch is beeped to INC,
the governor levers move to change the min-
CAUTION imum N 2 /N R rpm. Full “beep” is preset to
provide a maximum of 101.5% N 2 /N R (both
The pilot should never switch to engines operating).
MANUAL mode with the throttle
above the flight-idle position. In the The RPM INC-DECR switch allows the pilot
AUTO mode, with the throttle fully to adjust N R rpm as desired for flight condi-
open, the manual metering valve in tions, normally between 97 and 100%. The
the MFCU is also fully open. Only switch also allows the pilot to compensate for
the automatic metering valve of the the 2% loss of N 2 rpm that will be experi-
AFCU is limiting fuel flow. If the enced if an engine fails.
GOV switch were moved to MAN-
UAL, the AFCU would be completely A second actuator, (PT6T-3BE and subse-
bypassed, and maximum fuel flow quent) the No. 2 engine linear actuator is con-
through the MFCU to the engine trolled by the left/right movement of the
would occur. This will cause an im- governor rpm INCR–DECR switch on the col-
mediate and very rapid increase in lective stick. This control changes the position

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N2 GOVERNOR
FIXED
ADJUSTMENT
LINK
N2 LINEAR
ACTUATOR
TO ROTOR
CONTROLS
Figure 6-28. RPM Increase/Decrease and Droop Compensation Systems

of the lever on the power turbine governor for governors for the significant changes in power
only the No. 2 engine to increase or decrease required that occur when the collective pitch
No. 2 engine TQ, gas prod rpm, or ITT. is increased or decreased. Without the droop
compensator cam, main rotor rpm would droop
A droop compensator cam is attached between (slow down) significantly when the collective
the collective flight control mechanism and is increased and overspeed excessively when
the RPM INC–DECR linear actuator (Figure 6- the collective is decreased.
28). The purpose of this cam is to adjust the N 2

LDG LT SRCH LT
L ARMED F
ON EXT D L EXT
ON EXT ON
G O
A O
F L R
L OFF T
OFF RET T S F
+ OFF RETR STOW RETR
IDLE STOP START IDLE STOP ARMED F
START L
E E O
ENG ENG N N E E A
ENG ENG G N N
1 2 G T
1 2 1 2 G G OFF S
UP 1 2
UP SRCH LT H + ON
H O
O EXT ON L R I CLTV/YAW
L R I OFF
S L R S TRIM YAW
T T DN T
DN DN B
RET STOW O RR
INC R R INC L R
T I E
P R H ML
-2 +2 M P -2
GO +2 UP CLIV
M GO
DECR DECR
AROUND
AROUND
T H R O T T L E F R A C TI O N T H R O T T L E F R A C TI O N
SE IN C R E A S E IN C R E A
SE
Figure 6-29. Bell 412HP Collective Head

When the collective control (Figures 6-29 and
Figure 6-30. Bell 412EP Collective Head
6-30) is moved, the droop compensator cam
moves to adjust the N 2 governor speed set cam, N2 Governor Operation
above the beep switch setting, and propor-
tional to the amount of collective pitch change. Each engine’s N 2 governor is mounted on that
engine’s N 2 accessory section and is driven by
Two protective devices are incorporated in the its N 2 gear reduction system. The N 2 gover-
N 2 governor controls to prevent mechanical nors are the flyweight type and can change P G
problems from affecting N2 governor operation. air pressure to their respective AFCU.
A shearpin is incorporated in the droop com- Since the N 2 gear reduction section of each en-
pensator cam mechanism to ensure that any gine drives the main rotor through the C-box
malfunction or jam in the linkage can be over- combining gear, main drive shaft, and main
ridden by the pilot. A force of approximately transmission, any changes in main rotor rpm
40 pounds applied to the collective flight con- will be transmitted directly back through the
trol will cause the pin to shear and separate the same geartrain to each engine’s N 2 gear re-
compensator from the collective control. duction and its N 2 governor.
A spring is installed between the airframe and A decrease in rotor rpm causes a decrease in
the control arm of the rpm increase/decrease the flyweight governor speeds, which causes
jackshaft mechanism which will pull the con- the N 2 governors to increase P G air pressure.
trol arm to the forward position and provide Conversely, an increase in rotor rpm causes an
full increase rpm (101.5%) in the event that ei- increase in the flyweight governor speeds,
ther the actuator becomes disconnected from which causes the N 2 governors to decrease
the control arm or the collective droop com- PG air pressure. These changes in P G air pres-
pensator cam becomes disconnected from the sure are transmitted through pneumatic air
collective flight control linkage. pressure lines directly to each engine’s AFCU.

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System Operation rotor rpm. Since both N 2 governors work inde-

pendently, rpm control can be accomplished by
Each engine and its FCU operate independently either engine if one engine should fail or by both
using P G air as their controlling force as long engines working together.
as their twist grip throttle is fully open.
Increasing an engine’s P G air pressure results
i n a n i n c r e a s e d f u e l f l ow t o t h e e n g i n e . TORQUE CONTROL UNIT
Decreasing an engine’s P G air pressure de-
creases that engine’s fuel flow. Changes in fuel General
flow to each engine’s N 1 combustor section re-
sult in more or less exhaust gas being available While the N 2 governors are primarily con-
to drive the respective N 2 turbine wheel. More cerned with providing rpm control by chang-
exhaust gas produces higher N 2 rpm power ing P G air pressure, the torque control unit
while less exhaust gas results in a decrease of (TCU) can also change P G air pressure to each
N 2 rpm power. engine’s FCU to perform its primary func-
tions of limiting the total torque produced by
By controlling P G air pressure to its respective both engines combined and of balancing the
engine, the N 2 governor can maintain the proper power output of the engines (Figure 6-31).
ORIFICE
TO REDUCTION
TORQUEMETER PRESSURE GEARBOX CHIP
FROM No. 2 ENGINE DETECTOR
ADAPTER
PG FROM
No. 1 ENGINE BLEED
PORT
ORIFICE EQUALIZER
BELLOWS
LIMITER
BELLOWS
ORIFICE
BLEED
TORQUE LIMITER PG FROM PORT
ADJUSTMENT No. 2 ENGINE
TO REDUCTION
TORQUEMETER PRESSURE GEARBOX CHIP
FROM No. 1 ENGINE DETECTOR
ADAPTER
ORIFICE
Figure 6-31. Torque Control Unit Schematic

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The TCU has two separate sections: one sec- of the lower engine up to the torque level of
tion is the equalizing or balancing section, the higher engine.
and the other is the limiting section.
Each engine’s torquemeter oil pressure enters
To perform these functions, the TCU must the TCU and is sent by a T-fitting to both the
know the power (torque) output of each engine, equalizing and limiting sections. In the equal-
which it receives by means of torque-sensing izing section, torquemeter oil pressure is di-
oil pressure directed to it from each engine’s rected to its respective equalizer bellows, which
torque pressure-sensing system. Within the can lengthen or shorten in response to changes
TCU, each engine’s torque-meter oil pressure in that engine’s torquemeter oil pressure.
is sent to expandable metal bellows in both the
balancing and the limiting sections. These The equalizer bellows are located in opposing
bellows expand or contract, depending upon positions with the free end of each bellows
each engine’s torque output to create changes touching an equalizer beam. Higher torqueme-
in the PG air pressure going to each engine’s ter oil pressure in one bellows or the other
AFCU. The HP and EP have no automatic will cause that bellows to push the equalizer
torque equalizing function. beam out of its neutral position.
At the opposite end of the equalizer beam are

Torque Control Unit Operation two opposing P G bleed-air ports, one on each
side of the equalizer beam. With the beam
General held in neutral by a spring, the bleed-air ports
The two functions of the TCU are discussed are slightly away from the beam and allow a
separately below. Both functions require continuous bleed-off of P G air from both ports.
proper engine torque sensing, which, in turn, Equalizer beam movement closer to one port
requires proper engine oil pressure. A failure or the other will restrict PG air bleed and in-
of one engine’s oil pressure system will cause crease its PG air pressure. The PG bleed-air port
the TCU to malfunction. on each side of the equalizer beam is for the
engine opposite the torque oil pressure bellows
Additionally, the TCU will affect an engine on that side.
only when its FCU is in AUTO mode. Since
the TCU changes P G air, it can affect torque See Figure 6-31 through 6-33 for an example
output only when the AFCU is controlling the of how the equalizing section works.
engine. With one engine in AUTO and the
other in MANUAL, the TCU will limit AUTO With the No. 1 engine producing more torque
engine torque if total torque goes high and than the No. 2 engine, the No. 1 engine
will equalize AUTO engine torque only if its torquemeter oil pressure lengthens the No. 1
torque falls below MANUAL engine torque. engine equalizer bellows, which pushes the
equalizer beam out of its neutral position.
Engine Torque Equalizing
(Balancing) The far end of the equalizer beam is moved
closer to the P G bleed-air port of the No. 2 en-
To prevent undue wear on one engine or the gine, which restricts the amount of P G air that
other or on engine components such as the is allowed to bleed from the port and increases
combining gearbox, engine torques should P G air pressure to the AFCU of the No. 2 en-
be balanced as closely as possible. Initial gine. This causes an increased fuel flow to
torque balancing is accomplished during en- the No. 2 engine.
gine “rigging” when the engines are installed
(Figure 6-28, “Adjustment Link”). Thereafter, As the No. 2 engine increases its power out-
during flight, the TCU provides limited torque put, its torquemeter oil pressure increases and
equalizing and is designed to bring the torque lengthens the No. 2 engine equalizer bellows,

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ORIFICE
TO REDUCTION
LOWER TORQUEMETER GEARBOX CHIP
PRESSURE FROM No. 2 ENGINE DETECTOR
ADAPTER
ORIFICE PG FROM
RESTRICTED No. 1 ENGINE
BLEED
(UNCHANGED)
PORT
ORIFICE EQUALIZER
BELLOWS
LIMITER
BELLOWS
ORIFICE
BLEED
TORQUE LIMITER INCREASED
PORT
ADJUSTMENT PG FROM
No. 2 ENGINE
TO REDUCTION
INCREASED TORQUEMETER GEARBOX CHIP
ADAPTER
ORIFICE
Figure 6-32. No. 1 Engine Torque Higher Than No. 2 Engine Torque
which counteracts the No. 1 engine bellows, Torque Limiting
forcing the beam back to neutral.
The other half of the TCU is dedicated to
When the equalizing beam moves back to neu- torque limiting (Figure 6-33). This section
tral, No. 2 engine P G air is no longer restricted, limits the total torque of both engines to en-
and its pressure stabilizes to maintain a bal- sure that their combined torque does not ex-
anced torque output with that of the No. 1 en- ceed an amount that would damage the main
gine. Torque balancing is a continuous process transmission. The TCU is maintenance-ad-
which is basically undetectable by the pilot. justed to approximately 110% to ensure that
the 100% RFM limit can actually be reached.
NOTE The torque-limiting section also uses

torquemeter oil pressure for its operation and
The maximum allowable torque split also controls each engine’s P G air pressure.
of 4% referenced in the RFM is not
a function of the TCU. It is a func- As stated above, torquemeter oil pressure from
tion of engine control rigging. each engine is also directed to the two limiter

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ORIFICE
TO REDUCTION
INCREASED TORQUEMETER GEARBOX CHIP
ADAPTER
DECREASED
PG FROM
No. 1 ENGINE BLEED
PORT
ORIFICE EQUALIZER
BELLOWS
LIMITER
BELLOWS
ORIFICE
DECREASED BLEED
TORQUE LIMITER
PG FROM PORT
ADJUSTMENT
No. 2 ENGINE
TO REDUCTION
ORIFICES INCREASED TORQUEMETER GEARBOX CHIP
OPENED PRESSURE FROM No. 1 ENGINE DETECTOR
PG AIR ADAPTER
BLEEDS
OFF ORIFICE
Figure 6-33. Torque Limiting

bellows, which can also lengthen or shorten their torquemeter oil pressures will expand
with increased or decreased torque produced their limiter bellows sufficiently to move the
by each engine. lever against the limiter spring and away from
the P G bleed-air ports.
However, the limiter bellows work together,
and their expansions, if great enough, jointly As the limiter lever moves away from the
operate a limiter lever, which is normally held two ports, P G air is allowed to bleed off,
against two P G bleed-air ports by an adjustable which causes the P G air pressure to each en-
limiter spring. Each bleed-air port is co-con- gine’s AFCU to be decreased. The decrease
nected to its respective equalizing bleed-air in P G air causes the AFCUs to reduce fuel
port and its engine’s AFCU. flow to both engines, which decreases each
engine’s torque output.
When the sum of both engine torques is less
than approximately 110%, the torque limiter When total torque is sufficiently reduced, the
spring holds the limiter lever firmly against the limiter bellows contract and allow the limiter
bleed-air ports. However, if the total torque spring to move the limiter lever and cap off
produced by both engines goes high enough, both P G bleed-air ports.

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Under normal operation, the limiting If one engine fails, the remaining engine at-
function of the TCU will never occur since tempts to provide all 81% torque necessary to
the pilot should limit total torque to 100% continue cruise flight. Unfortunately, even
or below. the best engine will probably produce only
about 73% torque. Since the remaining en-
gine cannot provide all the power required, a
Normal FCU and TCU Operation serious loss of rotor rpm will occur unless the
The engines’ FCU, in AUTO mode, and the pilot takes corrective action, i.e., reduce power
single TCU working together will normally required to a level below what the remaining
maintain proper rotor rpm while sharing the engine can provide (Figure 6-34).
torque load between the two engines.
Should an engine fail while operating at a total
transmission torque which is less than the amount
ENGINE FAILURE of torque that can be supplied by one engine,
there will be only a slight loss of rotor rpm, and
Should one engine fail, for whatever reason,
the remaining engine will provide all the power
the remaining engine will attempt to main-
required to fly the helicopter (Figure 6-34).
tain rotor rpm by increasing torque output to
the level needed or to the maximum it is ca-
Any time an engine loses power, there will be
pable of producing. This occurs as a function
some loss, at least 2%, of N 2 /N R rpm due to
of N 2 governing.
the laws of conservation of energy.
As one engine fails, main rotor rpm begins to
decrease. The loss of rotor rpm is sensed by FUEL CONTROL
the remaining engine’s N 2 governor through MALFUNCTIONS
the combining gear and reduction geartrain.
The N2 governor attempts to correct for the loss
of rpm by increasing P G air pressure to its
General
AFCU, which, in turn, increases the remain- An FCU is said to malfunction any time it
ing engine’s torque output. fails to fulfill its primary purpose of main-
taining rotor rpm. Although there are numer-
Whether the remaining engine will be able to ous possible causes of FCU malfunctions, the
maintain proper rotor rpm is a function of two actual malfunction is generally referred to as
things: (1) the total torque being used to fly either a “high-side FCU failure” or a “low-side
the helicopter at the time of the engine fail- FCU failure.”
ure and (2) the maximum torque that the re-
maining engine is capable of producing under More correct terminology would be to say that
the existing ambient conditions. the FCU malfunction has caused its engine to
go to maximum power output (high side) or
The first factor, the total torque being used, is that the FCU malfunction has caused its en-
often simply referred to as flying with high gine to go to low power output (low side).
power demand or flying with low power de-
mand. The dividing line between high and low The effect in the helicopter is that a high-side
power demand is the second factor, maximum failure causes one engine to produce too much
power available from the remaining engine. power while a low-side failure causes an en-
gine to produce too little power. These sudden
As an example, assume that we are in cruise changes in engine power output can signifi-
using 81% total transmission torque at sea cantly affect rotor rpm. The severity of these
level on a standard day. Both engines are op- effects on rotor rpm depend upon whether the
erating normally with each engine providing helicopter is being flown under high or low
40.5% torque or half of the total required. power demand.

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8 9 10
ENG 7 11
10 6
120 5
20
110 2 4 5
2
ROTOR 4
6
3 TORQUE
1
30 7
100 3
R
2
R
1
1 X 10 8
PERCENT 40 2 1 2 9
90 RPM
1
50
80 ENG
70 60
TR
ANS ON
MISSI
ENGINE FAILURE DURING LOW POWER DEMAND
8 9 10
ENG 7 11
10 6
120 5
20
110 4 4 5
2
ROTOR
6
3 TORQUE
30 7
100 3
R
1
1 X 10 8
PERCENT 40 2 1 9
1
2
90 RPM
1
50
80 ENG
70 60
TR
ANS ON
MISSI
ENGINE FAILURE DURING HIGH POWER DEMAND
Figure 6-34. Engine Failure Indications

Three pilot actions are required if a FCU mal- pilot to check rotor rpm to ensure continued
function occurs: safe flight. Since rotor rpm is the lifeblood of
helicopter flight, the pilot must ensure rotor
1. Determine the type of FCU malfunc- rpm is properly maintained. In any emer-
tion, either high side or low side. gency/malfunction situation, always fly the
helicopter first.
2. Determine which engine has experi-
enced the malfunction. This is also precisely the correct action to de-
termine what type of FCU malfunction has
3. Take corrective action as required. occurred; check the triple tachometer.
Determining the Type of FCU Low-Side FCU Failure

Malfunction Due to the laws of conservation of energy men-
Normally, any malfunction involving the en- tioned earlier, a low-side FCU failure always
gines and/or their power output requires the causes some loss of rotor rpm (Figure 6-35).

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8 9 10
ENG 7 11
10 6
120 5
20
110 4 4 5
ROTOR
6
3 TORQUE
30 7
3
1
100 2R 2
1 X 10 8
PERCENT 40 2 1 9
1
2
90 RPM
1
50
80 ENG
70 60
TR
ANS ON
MISSI
LOW-SIDE FCU FAILURE DURING HIGH POWER DEMAND
8 9 10
ENG 7 11
10 6
120
5
20
110 4 5
ROTOR 4
6
3 TORQUE
30 7 1
3
2RR
100 2
1 X 10 8
1
PERCENT 40 2 1 9
90 RPM
50 1
80 ENG
70 60
TR
ANS ON
MISSI
LOW-SIDE FCU FAILURE DURING LOW POWER DEMAND
Figure 6-35. Low-Side FCU Failure Indications

The severity of loss of rpm depends on whether engine failure, including a low rpm audio tone
high (above maximum OEI) or low (at or below and advisory light, a left yaw of the nose, etc.
maximum OEI) power is being used. The pilot must check N 2 rpm to determine if
the problem is an FCU or engine failure.
The extent of power loss on an engine that
has experienced a low-side FCU failure is dif-
ficult to predict because it depends upon what
has caused the malfunction. Power loss may
High-Side FCU Failure
range from the affected engine merely decel- A key factor in identifying a high-side FCU fail-
erating to or near flight-idle rpm to a complete ure is that it never results in a loss of rotor rpm
engine failure or anywhere in between. but may, in fact, cause a significant and possi-
bly dangerous rotor overspeed (Figure 6-36).
The key factor in identifying a low-side FCU fail-
ure is that it always results in some loss of rotor
The severity of an overspeed, and whether or
rpm, as indicated on the triple tachometer.
not it occurs, depends upon whether high (above
Also, remember that a low-side FCU failure maximum OEI) or low (at or below maximum
may have all the characteristics of an actual OEI) power is being used to fly the helicopter.

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ENG 10 11
9
10 8
120 7
20
110 6 4 5
ROTOR
6
3 TORQUE
30 5 7
1
1
R
100 2
2
1 X 10 8
PERCENT 40 4 1 2
9
90 RPM 3
50
80 2 ENG
70 60 1T
RA N
NSMISSIO
HIGH-SIDE FCU FAILURE DURING HIGH POWER DEMAND
11
ENG 190 1011
89
10
120 78
20 7
110 6 4 5
1
ROTOR
6
3 TORQUE
30 65 7
R
2
100 2
1
54 1 X 10 8
PERCENT 40 1 2 9
90 RPM 43
50 32
80 ENG
70 60 21
T1
R ANS ON
MISSI
HIGH-SIDE FCU FAILURE DURING LOW POWER DEMAND
Figure 6-36. High-Side FCU Failure Indications

Remember, there cannot be a loss of rotor rpm Determining the Affected Engine
with a high-side FCU failure. Additionally,
due to the increased power output of the high- Properly determining the affected engine de-
side engine, the helicopter will yaw right, no pends upon first identifying the type of FCU
rpm audio tone will be heard, but the RPM ad- malfunction and then using that information
visory light may illuminate due to high rpm. in conjunction with indications on the dual
torquemeter to identify the affected engine.
The triple tachometer is the primary instrument The procedure is very simple:
for identifying the type of FCU malfunction • If a high-side FCU failure has occurred,
that has occurred. A loss of N2/NR rpm indicates the engine with the highest torque indi-
a low-side FCU failure. No loss or an overspeed cation is the affected engine.
of N 2 /N R rpm indicates a high-side FCU fail-
ure. Determining the type of FCU failure first • If a low-side FCU failure has occurred,
ensures that the affected engine can be properly the engine with the lowest torque indi-
identified and corrective action taken. cation is the affected engine.

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Once the type of FCU malfunction and the af- automatic metering valve in the AFCU wide
fected engine are known, the pilot should use open, allowing maximum fuel flow to the en-
the corrective procedures from the RFM. gine. There are two ways to temporarily fix
the problem in flight: (1) reduce P G /P Y pres-
sure, or (2) switch to the MANUAL mode of
FCU Malfunction Corrective FCU operation.
Procedures
An FCU malfunction is generally caused by P Y air pressure can be reduced indirectly in
some component of the system either not re- flight by decreasing the throttle toward flight
ceiving the correct information or not giving the idle, which puts an upper limit on the N 1 gov-
correct information or proper control input to the ernor in the AFCU and causes N 1 rpm to de-
FCU. The problem can be internal to the FCU it- crease. As N1 rpm decreases, so does
self, a failure of one of an FCU’s controlling compressor discharge pressure (P 3 ) and, of
devices, or an erroneous signal between the two. course, P Y air pressure.
Separate procedures for high-side and low- As P3 air pressure decreases, the automatic me-
side FCU malfunctions are provided in the tering valve closes and reduces fuel flow to the
RFM. These procedures differ since the cause engine. By judiciously reducing the throttle,
of each malfunction and the way it affects the pilot can reduce fuel flow to the engine and
FCU operation are different. temporarily correct the high-side failure.
The following discussion is directed toward Under certain circumstances, manually re-
FCU corrective operation and should not be ducing the throttle may either have no affect
construed as replacing RFM procedures. on the engine or result in an unstable reduc-
tion of power, which causes N 2 rpm and the
resultant torque “surging”. If this happens,
High-Side Causes and the pilot has no other choice than to reduce the
Corrective Actions throttle completely to flight idle and switch to
the manual mode of operation.
One form of high-side FCU failure results
when the shaft that drives the N 2 governor
breaks. This break causes the N 2 governor to Low-Side Causes and
slow down and to falsely sense that the main Corrective Actions
rotor is slowing down when, in fact, it is turn-
ing at a normal rate. The perceived slowdown One form of low-side FCU failure results when
causes the N 2 governor to increase P G air pres- the P G air line that transmits P G air pressure
sure to its AFCU to increase power output to between the N 2 governor, the TCU, and the
drive the N 2 turbine wheel faster and thus re- A F C U d ev e l o p s a l e a k o r b r e a k s . T h e
turn the rotor rpm to its proper value. leak/break causes a loss of P G air pressure to
that engine’s automatic metering valve.
Because of the broken shaft, the N 2 governor
does not sense any change in N 2 rpm, and it Without sufficient pressure to hold the valve
increases P G air pressure even more. in the proper position, the autometering valve
moves toward the minimum flow position.
The N 2 governor continues to increase P G air This reduces fuel flow to the engine and re-
pressure to its AFCU until the engine is pro- sults in a loss of engine power. As the en-
ducing maximum power. This all happens so gine’s N 1 rpm decreases, so does compressor
rapidly that all the pilot sees is a sudden in- discharge pressure and P Y air pressure, which
crease in the power of one engine—a high-side causes a further decrease in engine power out-
FCU failure. put. Engine performance will continue to de-
crease until minimum AFCU fuel flow is
The problem is that the AFCU is getting too reached. The engine may continue to run at or
much P G /P Y pressure, which is holding the near flight-idle rpm, or it may flame out.

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The AFCU reacts so quickly to the loss of P G fuel flow to the engine. This may re-
air pressure that the pilot is aware only of the sult in engine overtorquing, over-
loss of engine power or flameout attributable heating, or overspeeding.
to the low-side FCU failure.
If the engine has flamed out as a result of an
With no P G air pressure to control the AFCU,
FCU failure, it can be restarted in the MAN-
the AUTO mode is useless. The pilot must
UAL mode using RFM procedures.
enter the MANUAL mode of the FCU to be
able to provide fuel to the engine in sufficient
quantity to produce the power required. MANUAL FUEL CONTROL
OPERATION
WARNING Any time one engine is being operated in the
MANUAL mode (Figure 6-37) or the throttle
is being used to manually control a high-side
Before selecting MANUAL mode, al- failure, the torque of the manual or affected
ways reduce the throttle of the affected engine should be kept slightly (4 to 5%) below
engine to the flight-idle position. the torque of the normally operating engine.
Failure to do so will result in the man-
ual metering valve being wide open This will allow the FCU of the normal engine
and allowing maximum unregulated to maintain proper rotor rpm and compensate
AUTOMATIC FUEL INLET FCU

METERING VALVE FROM PUMP TRANSFER
VALVE
PA
MANUAL
MANUAL METERING
FUEL VALVE
P3
CONTROL THROTTLE
MOVEMENT
PR
PX
PY
N2 RPM
BEEP SWITCH
PG FROM
OTHER AUTO
ENGINE FUEL CHECK FUEL
CONTROL VALVES SHUTOFF
TORQUEMETER VALVE
OIL PRESSURE TO FUEL
MANIFOLD
COLLECTIVE
N1 LEVER MOTION
GOVERNOR PR
PG DROOP
COMPENSATOR
TORQUEMETER CAM
OIL FROM
OTHER ENGINE
TORQUE
CONTROL PG N2 LINEAR
UNIT ACTUATOR
TORQUE OIL
FROM OTHER
ENGINE
N2 GOVERNOR
Figure 6-37. Fuel Control Schematic—Manual Mode

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for minor dynamic disturbances while the adjusted slightly before or simultaneously with
manually controlled engine provides assis- the collective change. Failure to carefully con-
tance in the form of power only. trol the manual engine can result in serious un-
derspeeding or overspeeding of rotor rpm, as
When large power/collective changes must be well as possible overheating or overtorquing
made, the manually controlled engine must be of the engines.

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QUESTIONS
1. What two identical units does the Pratt 5. The combining gearbox is actually:
and Whitney of Canada PT6T-3B A. One section which reduces
TwinPac consist of? engine rpm
A. Free-shaft turbines driving the main B. Divided into two sections of N 2
transmission gear reduction
B. Free-turbine turboshaft engines C. Divided into three sections—two
driving a combining gearbox for gear reduction and one for
C. Gas producer sections driving a combining
common power turbine D. Divided into four sections—two for
D. N 1 sections driving identical N 2 gear reduction, one for combining,
sections which drive the main and one for torque sensing, limit-
transmission ing, and sharing
2. The primary purpose of the gas pro- 6. N 1 tachometer generator signals are
ducer (N 1 ) section is to drive the: used to indicate the percent of each en-
A. Main transmission gine’s N 1 rpm on the N 1 gage and to:
B. Combining gearbox A. Actuate the low rpm light and audio
C. Power turbine (N 2 ) warning systems
D. N 1 accessory section B. Actuate each engine’s ENGINE
OUT warning light and particle sep-
arator system
3. The starter-generator, fuel control unit,
and N 1 tachometer generator are C. Activate each engine’s N 1 over-
mounted on the: speed protection circuit
D. Activate torque limiting in the
A. Combining gearbox
torque control unit
B. Underside of the N 2 section
C. N 2 accessory section 7. Interturbine temperature (ITT) indica-
D. N 1 accessory section tions are:
A. Self generating by means of eight
4. The overall combining gearbox: thermocouples
A. Reduces N 2 rpm B. Provided by probes in front of the
B. Combines both engines’ power output N 1 turbine wheel
C. Mounts and drives various N 2 and C. Self generating and direct reading
C-box accessories D. Self generating but require correction
D. All the above by the ITT trim compensator unit

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8. N 2 tachometer generator signals: 12. The engine oil-to-fuel heat exchanger

A. Actuate the low rpm light and audio regulates fuel heating by means of a
warning systems thermostatic valve which is controlled
by engine:
B. Actuate each engine’s ENGINE
OUT warning light and particle sep- A. Oil temperature entering the heat
arator system exchanger
C. Provide cockpit N 2 indications on B. Oil temperature exiting the heat
the triple tachometer exchanger
D. Activate torque limiting in the C. Fuel temperature entering the heat
torque control unit exchanger
D. Fuel temperature exiting the heat
exchanger
9. Engine torque indication is a function
of _______________________________
which operates a sensor unit in the 13. The engine fuel filter system includes:
_________________________________. A. A bypass in the event of clogging
A. Engine oil pressure, N 2 gear reduc- B. An automatic filter backwash and
tion section drain system
B. Engine oil pressure, N 1 turbine C. A FUEL FILTER caution light and
wheel area a bypass
C. Engine oil pressure, combining sec- D. A FUEL BYPASS caution light
tion of the C-box
D. C-box oil pressure, combining sec-
tion of the C-box 14. The engine-driven fuel pump puts out
high-pressure fuel to operate the:
A. Fuel bypass system of the fuel filter
10. Transmission torque is displayed on the
B. Fuel control unit, flow divider, and
dual torquemeter by:
dump valve
A. A monopole sensor inside the main C. Manual portion of the fuel control
rotor mast
D. Flow divider and dump valve
B. A separate torquemeter sensing unit
in the main transmission
C. A separate torquemeter sensing unit 15. The fuel control unit on each PT6T-3B
on the combining gear in the C-box engine is:
D . Combining engine torque signals A. Hydropneumatic with automatic or
within the dual torquemeter manual operation
B. Hydroelectric with automatic or
manual operation
11. Optimum compressor efficiency and an-
tistall operation during engine starting C. Pneumatic-electric with automatic
and N 1 acceleration are provided by: or manual operation
D. Hydropneumatic, controlled only
A. A compressor bleed band
by the twist-grip throttle
B. A compressor air bleed valve
C. Variable inlet guide vanes
D. The compressor speed limiter

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16. The flow divider and dump valve: 20. The primary indication of low engine
A. Drain fuel after engine shutdown oil pressure is the engine’s:
B. Separate fuel flow between the N 1 A. OIL PRESSURE caution light
and N 2 burner sections B. Oil pressure gage
C. Separate fuel flow between the C. OIL TEMP caution light
manual and automatic fuel control D. Oil temperature gage
units and drain fuel from them after
engine shutdown
D. Separate fuel flow between the pri- 21. A loss of engine oil pressure results in:
mary and secondary fuel manifolds A. A loss of the C-box lubrication
and nozzles and drain fuel from B. A loss of the engine’s chip detec-
them after engine shutdown tor system
C. A loss of engine torque indication
17. Engine ignition occurs: D. Excessive heating of engine fuel
A. Any time the starter switch is
activated 22. Excessive engine oil temperature should
B. Only if the fuel switch is in ON and be treated in the same manner as:
the starter is activated
C. Continuously if the fuel switch is A. A loss of the C-box lubrication
in ON B. A loss of engine oil pressure
D. Only if the ignition and starter C. An engine chip
switches are in ON D. An engine fire
18. Powerplant lubrication systems all 23. Each engine chip detector system includes:
function similarly since they all follow A. One chip detector and an engine
the same procedure of ________ the oil. CHIP caution light
A. Pressurizing, cooling, filtering, B. Two chip detectors and an engine
and using CHIP caution light
B. Pressurizing, using, cooling, C. Two chip detectors and two engine
and filtering CHIP caution lights
C. Cooling, filtering, pressurizing, D. Two chip detectors, one CHIP light,
and using and two remote indicators
D. Pressurizing, filtering, cooling,
and using
24. Overfilling the C-box oil system results in:
A. Excess oil being vented from the
19. There are __________ engine oil pumps, filler cap
_______________________________. B. Lower than normal C-box oil
A. Two, one for pressure and one for temperature
scavenge C. A popped red button on the remote
B. Three, one for pressure and two for indicator
scavenge D. Excess oil vented to the engine
C. Four, one for pressure and three for oil system
scavenge
D. Four, two for pressure and two for
scavenge

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25. A remote indicator for the C-box oil 29. The type of FCU malfunction should be
system indicates: determined from the:
A. Overfilling of the C-box oil system A. N 1 and ITT gages
B. Overpressure of the C-box oil cooler B. Dual torquemeter
C. C-box oil filter bypassed C. Helicopter reaction
D. C-box oil cooler clogged D. Triple tachometer
26. Loss of C-box oil pressure results in: 30. The engine affected with an FCU mal-
A. Erroneous hourmeter readings function can be determined from the:
B. A popped red button on the remote A. N 1 and ITT gages
indicator B. Dual torquemeter
C. Loss of transmission torque C. The degree of over- or underspeed
indication D. Triple tachometer
D. Erroneous engine torque indication
31. Low side FCU malfunctions require:
27. The C-box oil system includes: A. Throttle adjustment only
A. CHIP C BOX, C BOX OIL PRESS, B. Throttle adjustment in manual mode
and C BOX OIL TEMP warning lights C. Engine shutdown and landing as
B. A CHIP C BOX caution light and C soon as possible
BOX OIL PRESS and C BOX OIL D. No action other than engine shutdown
TEMP warning lights
C. CHIP C BOX, C BOX OIL PRESS,
and C BOX OIL TEMP caution lights 32. High side FCU malfunctions:
D. C BOX OIL PRESS, C BOX OIL A. May be controlled by reducing
TEMP, and two CHIP C BOX warn- throttle from full open
ing lights B. May require entering manual FCU
mode of operation
28. Excessive C-box oil temperature: C. Require engine shutdown and land-
ing as soon as possible
A. Is the same as excessive engine oil
D. Either A or B above may
temperature
be required
B. Requires an immediate landing
C. Is not a major concern and should
be corrected prior to the next flight
D. Requires landing as soon as
possible

CHAPTER 7
CONTENTS
Page
INTRODUCTION ................................................................................................................... 7-1
GENERAL............................................................................................................................... 7-1
SYSTEM OPERATION .......................................................................................................... 7-2
CONTROLS AND INDICATIONS ........................................................................................ 7-3
EMERGENCY SYSTEM OPERATION ................................................................................ 7-4
GROUND CHECKS................................................................................................................ 7-4
QUESTIONS ........................................................................................................................... 7-5

ILLUSTRATIONS
Figure Title Page
7-1 Particle Separator System Operation Below 53% N1 .............................................. 7-2
7-2 Particle Separator System Operation Above 53% N1 .............................................. 7-3
7-3 Particle Separator Switches ...................................................................................... 7-3
7-4 Bypass Door Position ............................................................................................... 7-4

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CHAPTER 7
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INTRODUCTION
Each engine on the Bell 412 is equipped with an independent particle separator system
(PSS). The PSS is designed to protect the engine from damage that would be caused by
ingestion of foreign matter such as sand, dust, ice, and vegetation. The PSS prolongs
the life of critical engine components and allows helicopter operation from unimproved
areas. The PSS also provides a degree of engine air inlet anti-ice protection by preventing
water droplets and ice from being ingested into the engine.
GENERAL
Each particle separator system uses an iner- system terminates automatically when en-
tial bypass arrangement to exclude approxi- gine N 1 rpm decreases below 53% or when
mately 93% of foreign particles larger than 100 the FIRE PULL handle for that engine is ac-
microns in diameter and approximately 80% tuated. Automatic termination of PSS oper-
of particles larger than 20 microns. ation associated with low engine N 1 rpm may
be overridden by using the cockpit PART
The PSS functions any time the engine is op- SEP switches.
erating above 53% N 1 rpm. Operation of the

Each PSS consists of an engine air inlet, a the rpm warning and control unit sends DC
shaped air inlet/bypass duct, an electrically ac- electrical power to an actuator which opens the
tuated bypass door, and the engine exhaust PSS bypass door. Engine exhaust, exiting the
ejector and duct. DC electrical power and sig- engine through the exhaust duct, creates a low
nals from the rpm warning and control unit are pressure which draws air from the inlet, past
used to automatically control PSS operation the open bypass door, and back through the
(Figures 7-1 and 7-2). ejector duct, where it passes out to the atmo-
sphere along with the engine exhaust.
SYSTEM OPERATION The convergent shape of the PSS inlet duct cre-
ates a venturi effect for the air entering the
Prior to engine start, with the FIRE PULL inlet. This effect accelerates the air, and any
handle pushed in and the PART SEP switch in foreign matter it contains, as the air mass ap-
the NORM position, the PSS is off, the bypass proaches the engine air inlet slot. The accel-
door is closed, and the PART SEP OFF cau- erated mass inertia of any foreign matter causes
tion panel light is illuminated. During engine it to bypass the engine air inlet slot and pre-
starting, the compressor draws air in through vents particles from entering the engine. The
the air inlet and down to the engine air intake inertia of the foreign matter carries it past the
through a slot on the floor of the forward duct. open bypass door and out through the exhaust
The closed bypass door ensures that all air ejector. The shaped duct and the exhaust ejec-
entering the air inlet is available for engine tor work together to provide only clean air
starting (Figure 7-1). for engine use. In flight, the effect of ram air
as a result of forward airspeed enhances PSS
As engine N 1 speed accelerates, N 1 rpm is efficiency (Figure 7-2).
monitored by the rpm warning and control
unit. When the N 1 rpm reaches 53% ± 2%,
BYPASS
FORWARD DUCT DOOR
(CLOSED) ENGINE EXHAUST
DUCT EJECTOR
INLET FAIRING
INLET SCREEN
LEGEND
ENGINE CONTAMINATED AIR
POWER
INDUCTION SECTION
BAFFLE
Figure 7-1. Particle Separator System Operation Below 53% N1

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BYPASS TRANSITION DUCT

FORWARD DUCT DOOR
(OPEN) ENGINE EXHAUST
DUCT EJECTOR
INLET FAIRING
INLET SCREEN
LEGEND
ENGINE CONTAMINATED AIR
POWER CLEAN AIR
INDUCTION SECTION
BAFFLE
Figure 7-2. Particle Separator System Operation Above 53% N1
CONTROLS AND open position. DC electrical power for each en-

gine’s PSS is provided from the respective es-
INDICATIONS sential bus through a circuit breaker marked
“PART SEP” on the overhead console. If DC
Normally, proper operation of each engine’s electrical power to the PSS should fail, the
PSS is totally automatic and requires little PART SEP OFF caution light illuminates re-
pilot attention. Two caution lights marked gardless of bypass door or PART SEP switch
“PART SEP OFF,” located on the caution panel, position (Figure 7-3).
are illuminated prior to engine starting and ad-
vise the pilot that each engine’s PSS is off
(bypass door closed). Following engine start
and above 53% N 1 rpm, the pilot checks the
PART SEP OFF caution light to verify it is ex-
tinguished. The extinguished light indicates
that the bypass door has opened and the PSS
is operating normally.
Should the PART SEP OFF caution light re-

main illuminated after an engine is started
ENGINE 1 ENGINE 2
and N 1 rpm is above 53%, the pilot may man-
ually open the bypass door by moving the re- AUTO
PART SEP
NORM
PART SEP
NORM AUTO
spective PART SEP switch from NORM to +
OVRD ON (override on) position. The switch
is located on the engine/fuel control panel on MANUAL OVRD ON
FUEL
OVRD ON MANUAL
the center pedestal. Moving the switch to XFEED/INTCON

TEST BUS 1
OVRD ON bypasses the automatic circuit of
the rpm warning and control unit and manu- Figure 7-3. Particle Separator Switches
ally activates the bypass door actuator to the

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EMERGENCY SYSTEM GROUND CHECKS

OPERATION Operation of the PSS can be checked prior to
flight, if desired. Prior to engine start, with DC
In the event of an engine fire, as indicated by power applied to the helicopter and the PART
the illumination of a FIRE PULL handle, it is SEP switches in the NORM position, the PSS
essential that all engine inlet air be directed bypass door can be seen in the closed position
into the engine for cooling. A separate elec- by looking straight into each engine’s air inlet
trical circuit is incorporated into each engine’s duct. Moving the PART SEP switches to OVRD
FIRE PULL handle which, when actuated by ON actuates the bypass doors to the open po-
pulling the handle, overrides all other con- sition, and an observer is able to see straight
trols, rpm signals and switches, actuating the through the length of the PSS (Figure 7-4).
PSS bypass door to the closed position. If the
N 1 tachometer generator fails, the particle
separator door will close and the caution panel
light will illuminate. The separator door can
be opened by moving the particle separator
switch to the OVRD ON position.
Figure 7-4. Bypass Door Positions

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QUESTIONS
1. At what N1 engine rpm do the bypass 5. What does the effect of a loss of DC
doors of the PSS automatically close? electrical power to the PSS have on the
A. 53% decreasing PART SEP OFF caution light?
B. 53% increasing A. It is inoperative.
C. 61% decreasing B. It illuminates only if the FIRE
D. 71% increasing PULL handle is actuated.
C. It illuminates regardless of door po-
sition, engine N 1 rpm, or FIRE
2. When a PART SEP switch is placed in PULL handle position.
the OVRD ON position, what happens D. It illuminates because the door closes
to the PSS bypass door? automatically in the event of DC
A. It closes regardless of engine N 1 rpm. power failure.
B. It opens regardless of N 1 rpm.
C. It closes regardless of the FIRE 6. Particle separation is achieved by what?
PULL handle position.
A. A swirl cage blower
D. It opens regardless of the FIRE PULL
handle position. B. An inertial bypass
C. A filter bypass
D. An indirect air inlet
3. When a FIRE PULL handle is actuated,
what is the effect on the bypass door?
A. It opens regardless of engine N 1 rpm. 7. If the PART SEP OFF caution light re-
mains illuminated after engine start,
B. It opens regardless of PART SEP
what action should the pilot take?
switch position.
C. It closes regardless of PART SEP A. Pull the respective PART SEP circuit
switch position or engine N 1 rpm. breaker on the overhead console.
D. I t r e m a i n s i n t h e l a s t e n e r g i z - B. Abort the engine start since the by-
ed position. pass door is jammed closed.
C. Move the respective PART SEP
switch to the OVRD ON position.
4. When does the PART SEP OFF caution D. Ignore the indication since the by-
light illuminate? pass door is opened by ram air in for-
A. When the PART SEP switch is ward flight.
placed in the OVRD ON position
B. When engine N 1 rpm drops below
8. Engine inlet air anti-icing is a function
approximately 61%
of what?
C. When the bypass door opens
A. Heated engine inlet guide vanes
D. When the bypass door closes
B. PG air line heaters
C. Bleed-air heating of the engine air
inlet frame
D. T h e P S S , w h i c h s e p a r a t e s wa t e r
droplets from engine inlet air

CHAPTER 8
CONTENTS
Page
INTRODUCTION ................................................................................................................... 8-1
GENERAL............................................................................................................................... 8-1
PITOT TUBE AND STATIC PORT ANTI-ICING SYSTEMS .............................................. 8-2
WINDSHIELD WIPER SYSTEMS........................................................................................ 8-3
Windshield Wiper Installation.......................................................................................... 8-3
Windshield Wiper Controls.............................................................................................. 8-4
DEFROSTING AND DEFOGGING SYSTEMS.................................................................... 8-4
Windshield Defrosting System ........................................................................................ 8-4
Windshield Defogging System ........................................................................................ 8-5
COCKPIT VENTILATION SYSTEMS.................................................................................. 8-6
Windshield Defogging ..................................................................................................... 8-6
Vent Blower Operation..................................................................................................... 8-8
QUESTIONS ........................................................................................................................... 8-9

ILLUSTRATIONS
Figure Title Page
8-1 Pitot Tubes and Static Ports...................................................................................... 8-2
8-2 Pitot Heater Switch and Circuit Breakers................................................................. 8-2
8-3 Dual Ammeter .......................................................................................................... 8-3
8-4 Windshield Wipers ................................................................................................... 8-3
8-5 Wiper Installation ..................................................................................................... 8-3
8-6 Wiper Controls ......................................................................................................... 8-4
8-7 Cockpit Heating/Defrosting System......................................................................... 8-5
8-8 DEFROST Lever ...................................................................................................... 8-5
8-9 Windshield Defrosting.............................................................................................. 8-6
8-10 Cockpit Ventilation and Defogging System ............................................................. 8-7
8-11 Vent Blower Operation ............................................................................................. 8-8

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CHAPTER 8
INTRODUCTION
The Bell 412 is certified for operation in nonicing conditions and is equipped with nu-
merous systems designed to protect against the hazards induced by ice, rain, and other
forms of visible moisture. These systems include pitot-static anti-icing, windshield
wiper, windshield defrosting, and windshield defogging systems. Heated windshields are
available as optional equipment and are discussed in Chapter 17, “Kits and Accessories.”
GENERAL
The helicopter is electrically protected from Heating and ventilation systems are discussed
ice formation on the pitot tubes and static in Chapter 16, “Environmental Systems.”
ports. Windshield wipers clear accumulations
of snow, light ice and rain from the wind- Engine anti-icing is a function of the engine
shields. Windshield defogging and defrost- air particle separator system and is discussed
ing utilize heated air tapped from the in Chapter 7, “Air Management System.”
helicopter’s heating and ventilation systems.

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PITOT TUBE AND STATIC receives power from the No. 1 essential bus.
Both systems are controlled with a single
PORT ANTI-ICING PITOT STATIC HEATERS switch (Figure 8-2)
located on the overhead console.
SYSTEMS
The pitot tubes and static ports are electri- NOTE
cally heated by conventional internal heating The static system consists of three
elements. primary ports for the pilot and copi-
lot static instruments. Each system
Figure 8-1 illustrates the pitot tube and static has a static port located in front of
port anti-icing systems. System power is 28 both crew doors and one located be-
VDC. The pilot’s system is supplied from the neath the transmission cowling.
No. 2 emergency bus, and the copilot’s system
Figure 8-1. Pitot Tubes and Static Ports
Figure 8-2. Pitot Tubes and Static Ports

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It is recommended that the pitot-static heaters

be turned on at a temperature of 40°F (4°C)
or below, when visible moisture is present or
any time icing could occur. It is also recom-
mended that the pilot check for proper oper-
ation of the pitot-static heaters before takeoff
by placing the control switch in the ON posi-
tion while checking the dual ammeter (Figure
8-3) for a slightly increased load indication for
each generator.
Figure 8-4. Windshield Wipers

WINDSHIELD WIPER
INSTALLATION
There are two wiper units, one for each pilot.
Each unit (Figure 8-5) consists of a head guard,
motor, converter, mounting bracket, arm and
wiper assembly. The motor and converter are
mounted on the bracket inside the cockpit and
are covered by the foam rubber and plastic head
guard. The arm and wiper assembly are mounted
on the converter shaft outside the cockpit.
CONVERTER ASSEMBLY
BRACKET
HEAD GUARD
MOTOR
ARM ASSEMBLY
Figure 8-3. Dual Ammeter
WIPER ASSEMBLY
TENSION
WINDSHIELD WIPER ADJUSTMENT
SYSTEMS
An electrically operated windshield wiper is
located at the top of each pilot’s windshield Figure 8-5. Wiper Installation
(Figure 8-4).

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WINDSHIELD WIPER blades and/or scratch the windshield. The wipers

CONTROLS should always be “parked” when not in use, but
avoid holding the switch in the PK position too
Each system uses 28 VDC supplied from the long to prevent damage to the motor.
respective essential bus and is controlled with
an individual COPILOT or PILOT five-posi-
tion rotary switch (Figure 8-6). The switches
are located on the overhead console under the
DEFROSTING AND
WIPERS bracket and have PK, OFF, LO, MED, DEFOGGING SYSTEMS
and HI positions. The selected wiper is acti-
vated by placing the switch out of the OFF po- Defrosting of the windshields requires the use
sition. When turning the wiper off, the switch of heated air from the cabin-cockpit heating
should be momentarily held to the PK (park) system. Defogging of the windshields can use
position so that the wiper moves up into the either cockpit heating or ambient outside ven-
“catch” bracket at the tip of the windshield. tilating air.
The switch is spring-loaded to OFF from the
PK position.
WINDSHIELD DEFROSTING
SYSTEM
Frost may occur whenever moisture in the air
comes in contact with the colder windshield.
For defrosting, heated air is directed onto the
windshields from nozzles connected to the
heating and ventilation system.
When the heating system is switched on and

the temperature is adjusted, warm air can be
felt exiting the two “chin bubble” nozzles and
the two double vents at the bottom of each
side of the center pedestal. Figure 8-7 illus-
trates the cockpit heating system and chin
bubble defrosting.
NOTE
The heating system should not be
operated at an OAT of 70°F (21°C)
or above to prevent damage to the
“chin” windows.
Heated air from the pedestal vents may be di-

verted for windshield defrosting by use of the
DEFROST lever (Figure 8-8) located at the for-
Figure 8-6. Wiper Controls
ward right corner of the center pedestal.
There is no limitation on wiper use; however, With the DEFROST lever in the rear (off) po-
since the windshields are glass, the wipers sition, helicopter heating system air flows to
should not be operated without moisture present. the door post vents, the center pedestal base
Operation on dry glass could damage the wiper vents, and the chin bubble nozzles for heating

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RIGHT LEFT
WINDSHIELD WINDSHIELD
NOZZLE NOZZLE
RIGHT LEFT
VENTILATING VENTILATING
Y-VALVE Y-VALVE AIR INTAKE
AIR INTAKE
INTAKE INTAKE
CONTROL CONTROL
DEFROST
LEVER LEFT VENT
RIGHT VENT
OUTLETS
OUTLETS PEDESTAL
RIGHT PEDESTAL LEFT
OUTLETS OUTLETS VENTILATING BLOWER
BLOWER VENTILATING
AIR CHECK AIR CHECK
VALVE VALVE
HEAT AND
DEFROSTER
SELECTOR
LOWER
RIGHT LOWER
CHIN BUBBLE LEFT
NOZZLE CHIN BUBBLE
NOZZLE
Figure 8-7. Cockpit Heating/Defrosting System

(Figure 8-9). Moving the DEFROST lever to
the forward (on) position blocks off the
pedestal vents and closes a microswitch, which
stops airflow to the doorpost vents. All heated
air then flows to the chin bubble nozzles and
the Y-valves in the ducting for the windshield
defrosting nozzles. The heated air, now under
increased pressure because of the closed door-
post and pedestal vents, moves the Y-valve
and allows the air to exit the windshield noz-
zles for defrosting.
WINDSHIELD DEFOGGING
SYSTEM
Fogging of the windshields may occur when
warm moist air comes in contact with and con-
denses on the cooler glass. This condition
often occurs during warm weather rainshow-
ers and results in fogging of the interior wind-
shield. Although the defrosting system may be
used to defog the windshield, if the OAT is
above 70°F (21°C), defrosting could damage
the chin bubble windows. An alternate method
of defogging the windshields during warm
temperatures is by using the cockpit ventila-
Figure 8-8. DEFROST Lever tion systems.

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RIGHT LEFT
NOZZLE NOZZLE
RIGHT LEFT
AIR INTAKE
INTAKE INTAKE
CONTROL CONTROL
DEFROST
LEVER LEFT VENT
RIGHT VENT ON OUTLETS
OUTLETS
RIGHT PEDESTAL PEDESTAL LEFT
BLOWER OUTLETS OUTLETS VENTILATING BLOWER
VENTILATING
AIR CHECK AIR CHECK
VALVE VALVE
HEAT AND
DEFROSTER
SELECTOR
LOWER
RIGHT LOWER
CHIN BUBBLE LEFT
NOZZLE CHIN BUBBLE
NOZZLE
Figure 8-9. Windshield Defrosting
COCKPIT VENTILATION WINDSHIELD DEFOGGING

SYSTEMS If windshield defogging is required and the
OAT is too high for defroster system use, the
Cockpit ventilation consists of two separate but pilot should use the cockpit ventilation system
identical systems (Figure 8-10), one for each in the following manner.
pilot. Outside air for each system enters the
aircraft through an air inlet located on top of With the HEATER switch positioned to OFF,
the nose fuselage just forward of the center of open the ambient air intake for the desired cock-
each windshield. The air is distributed into the pit ventilation system by pulling the intake con-
cockpit by a pair of vents located at the out- trol knob out. This action allows outside ram air
board end of the instrument panel. Each sys- to enter the system. Position the flap valve, and
tem is controlled by a separate intake control exit the instrument panel vents into the cock-
knob located just below the associated pair of pit. Some of the outside air bypasses the vents
vents. The airflow can be assisted by a 28- and moves on to the Y-valve. Ram-air pressure
VDC-powered motor. Both pilot’s and copi- positions the valve so that ventilating air exits
lot’s ventilation blowers are controlled with the windshield nozzle and is directed onto the
the same VENT BLOWER switch. In addi- interior of the windshield. The instrument panel
tion, each system is connected into the air- vents are adjustable and can be pointed in var-
craft’s heating and defrosting system at the ious directions, and airflow can be regulated by
Y-valve of the windshield defroster nozzle. rotating the vent nozzle. Rotating the vent fully

VENT AFT CARGO

OFF OFF OFF OFF
ON ON ON ARM
HEAT
WIPERS
OFF OFF
PK LO PK LO
MED MED
H1 H1
COPILOT PILOT
PITOT STATIC
AFT DOME LIGHT HEATERS
OFF
WHITE
OFF
OFF BRT RED ON
RIGHT LEFT
NOZZLE NOZZLE
RIGHT LEFT
AIR INTAKE
INTAKE INTAKE
CONTROL CONTROL
DEFROST
LEVER LEFT VENT
RIGHT VENT
OUTLETS
OUTLETS PEDESTAL
RIGHT PEDESTAL LEFT
BLOWER VENTILATING
AIR CHECK AIR CHECK
VALVE VALVE
HEAT AND
DEFROSTER
SELECTOR
LOWER
RIGHT LOWER
CHIN BUBBLE LEFT
NOZZLE CHIN BUBBLE
NOZZLE
Figure 8-10. Cockpit Ventilation and Defogging System

clockwise closes the vent, and counterclockwise BLOWER switch (Figure 8-11), located on
motion opens it. If maximum defogging is de- the overhead console, to ON. The vent blower
sired, the instrument panel vents should be increases outside air intake, closes the flap
closed fully to ensure all ventilating air is di- valve, and increases the airflow for defog-
rected to the windshield nozzle. ging. If the instrument panel vents are closed,
all of the increased airflow is directed to the
VENT BLOWER OPERATION windshield for defogging.
If additional outside air is required for de-
fogging, the pilot should position the VENT
VENT AFT CARGO

OFF OFF OFF OFF
ON ON ON ARM
HEAT
WIPERS
OFF OFF
PK LO PK LO
MED MED
H1 H1
COPILOT PILOT
PITOT STATIC
AFT DOME LIGHT HEATERS
OFF
WHITE
OFF
OFF BRT RED ON
RIGHT LEFT
NOZZLE NOZZLE
RIGHT LEFT
AIR INTAKE
INTAKE INTAKE
CONTROL CONTROL
DEFROST
LEVER LEFT VENT
RIGHT VENT
OUTLETS
OUTLETS PEDESTAL
RIGHT PEDESTAL LEFT
BLOWER VENTILATING
AIR CHECK AIR CHECK
VALVE VALVE
HEAT AND
DEFROSTER
SELECTOR
LOWER
RIGHT LOWER
CHIN BUBBLE LEFT
NOZZLE CHIN BUBBLE
NOZZLE
Figure 8-11. Vent Blower Operation

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QUESTIONS
1. How is anti-icing for the pitot-tubes 5. What heat source does the windshield
and static ports accomplished? defrosting system use?
A. 28-VDC electrical power A. Heated air from the cockpit venti-
B. Bleed air from the engines lating system
C. 115-VAC electrical power B. Heated air from the cockpit heating
D. 28-VDC electrical power with bleed- system
air back-up C. Either heated air or cockpit ventilat-
ing air
D. Bleed air directly from each engine
2. What verifies proper operation of the
anti-icing system?
A. An ITT increase after the system is 6. How is the windshield defrosting sys-
turned on tem activated?
B. Each ammeter load increase as the A. By closing the instrument panel
system is turned on vents and pulling out the control
C. Water droplets on the pitot tubes knob below the vents
D. Both A and B B. By activating the cockpit heating
system and closing the lower center
pedestal vents
3. When should pitot-static anti-icing be C. By activating the cockpit heating
turned on? system and moving the DEFROST
A. Only when there is a pitot or static lever to ON
instrument indication of icing D. B y m o v i n g t h e W S H L D H E AT
B. Any time the OAT is below freezing switches on the overhead panel to ON
C. For all flights
D. With OAT of 40°F (4°C) or below 7. What air source does the windshield
and visible moisture or if the possi- defogging system use?
bility of icing exists
A. Heated air from the cockpit venti-
lating system
4. How are the pilot’s and copilot’s wind-
B. Heated air from the cockpit heating
shield wipers operated?
system
A. Pneumatically and controlled with a C. Bleed air directly from each engine
single switch
D. Either heated air or cockpit ventilat-
B. Pneumatically and controlled with ing air, depending on OAT
separate switches
C. Electrically and controlled with a
single switch 8. When should the windshield defrosting
D. Electrically and controlled with a sep- system not be activated?
arate switches A. In conjunction with the cockpit
heating system
B. At an OAT above 20°F (–6.7°C)
C. At an OAT above 70°F (21°C)
D. If flying in rain showers

CHAPTER 9
FIRE PROTECTION
CONTENTS
Page
INTRODUCTION ................................................................................................................... 9-1
GENERAL............................................................................................................................... 9-1
ENGINE FIRE PROTECTION SYSTEMS ............................................................................ 9-2
General ............................................................................................................................. 9-2
Fire Detection................................................................................................................... 9-2
Engine Fire-Extinguishing System .................................................................................. 9-3
BAGGAGE COMPARTMENT FIRE
DETECTION SYSTEM .......................................................................................................... 9-7
General ............................................................................................................................. 9-7
Smoke Detection System ................................................................................................. 9-7
System Operation............................................................................................................. 9-7
System Test ...................................................................................................................... 9-7
PORTABLE FIRE EXTINGUISHERS ................................................................................... 9-8
QUESTIONS ........................................................................................................................... 9-9

ILLUSTRATIONS
Figure Title Page
9-1 Engine Fire Detection and
Extinguishing Systems ............................................................................................. 9-2
9-2 Engine Fire Detection System.................................................................................. 9-3
9-3 FIRE PULL Handles ................................................................................................ 9-3
9-4 Engine Fire-Extinguishing System........................................................................... 9-4
9-5 Fire Extinguisher Bottles.......................................................................................... 9-5
9-6 Engine Fire-Extinguishing Schematic...................................................................... 9-6
9-7 Baggage Compartment Fire Detector....................................................................... 9-7
9-8 Baggage Compartment Smoke
Detection System...................................................................................................... 9-8
9-9 Portable Fire Extinguishers ...................................................................................... 9-8

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CHAPTER 9
FIRE PROTECTION
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INTRODUCTION
Fire protection systems on the Bell 412 are divided into two different areas: detection
and extinguishing. Detection systems are designed to alert the pilot that a fire or potential
fire exists and his immediate action is required. Extinguishing systems are designed to
put the fire out at its source.
GENERAL
Detection systems warn the crew of the exis- system. In addition, design features such as
tence of fire by illuminating warning lights. The firewalls, rupture-resistant fuel cells in indi-
extinguishing systems provide electrically con- vidual structural compartments, flexible fuel
trolled and hand-held extinguishers. The pow- lines, and fire retardant materials greatly reduce
erplant is protected by fire detection and the possibility of fire. Crew compartment and
extinguishing systems. The tailboom baggage passenger cabin fire protection is provided by
compartment incorporates a smoke detection hand-held portable fire extinguishers.

ENGINE FIRE FIRE DETECTION

PROTECTION SYSTEMS General
Each engine fire detection system includes
GENERAL two thermistor fire detector elements in the en-
gine compartment, a fire detector amplifier, a
Each engine compartment is equipped with a
FIRE PULL warning light, and associated
separate fire detection system (Figure 9-1).
electrical circuitry. Figure 9-2 illustrates the
An airframe-mounted fire-extinguishing sys-
t y p i c a l e n g i n e fi r e d e t e c t i o n s y s t e m i n
tem with main and reserve fire extinguisher bot-
schematic form.
tles is capable of discharging fire-extinguishing
agent into either or both engine compartments.
Although the fire detection and extinguishing System Operation
systems are totally separate from each other,
the instrument panel mounted FIRE PULL Electrical power (28 VDC) is supplied through
handles actuate functions for both systems. the respective ENG FIRE DET circuit breaker
Figure 9-1. Engine Fire Detection and Extinguishing Systems

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A FIRE EXT PRESS TO TEST switch is con-

nected to a circuit in each system which tests
the detector circuit continuity and amplifier op-
eration. It does not check the detector ele-
ment operation. Pressing the PRESS TO TEST
button, centered between the two FIRE PULL
NO. 1 DC EMERG BUS
NO. 1 FIRE DETECTOR handles (Figure 9-3), illuminates both the No.
AMPLIFIER 1 and No. 2 engine fire warning lights located
within the handles.
PRESS TO TEST
FWD
FIRE DETECTOR
ELEMENT
FWD
FIRE DETECTOR
ELEMENT
Figure 9-3. FIRE PULL Handles

Figure 9-2. Engine Fire Detection System
located on the overhead console to a fire de- A discriminator circuit is also incorporated to
tector amplifier. Circuitry in the amplifier ensure system integrity in the event of a short
sends a balanced electrical current through or open circuit in the detector loops.
the fire detector thermistor elements and back
to the amplifier. The amplifier detects any im-
balance in the electrical signal. ENGINE FIRE
EXTINGUISHING SYSTEM
In the event of a fire in the engine compart-
ment, an overheat condition causes the ther- General
mistor material in the fire detector elements to
decrease in resistance value. The electrical cur- There are two separate engine fire-extinguish-
rent in the fire detector element slowly short- ing systems: one designated main and the other
circuits to ground and causes an imbalanced designated reserve. Components of the systems
electrical signal in the amplifier. A relay in the include the main and reserve fire extinguisher
amplifier closes and illuminates the associated agent bottles, associated plumbing and mani-
FIRE PULL warning light (Annunciator Panel folds to direct the agent to either engine, a FIRE
section). If the fire is extinguished, the ther- EXT activation switch with MAIN, OFF, and
mistor element regains the higher resistance RESERVE positions located between the engine
value, balances the electrical signal, and ex- FIRE PULL handles, and separate electrical
tinguishes the warning light. power systems for each bottle. The plumbing
and bottle layout is illustrated in Figure 9-4.

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Y
MBL
S SE
LDA
N IFO
MA
Figure 9-4. Engine Fire-Extinguishing System
Fire Extinguisher should indicate a suitable range for the geo-

Agent Bottles graphical area in which the helicopter is oper-
ating. Visually checking that the red disc is
The two fire extinguisher bottles (Figure 9-5) present indicates that the thermal relief fitting
are identical except for their location in the is connected but does not necessarily indicate
helicopter and their designation as main or re- an accurate charge. The electrical squibs allow
serve. Each bottle is equipped with a pressure the agent to be remotely directed to either en-
gage, a temperature-pressure metal decal, a fill gine through the manifolds.
and thermal relief fitting connected to a red dis-
charge disc, and two electrically actuated bal- Fire Extinguisher Manifolds
listic squibs. The pressure gage provides the
pilot a visual indication of bottle charge level Fire extinguisher manifolds are installed in
during the walkaround inspection. In the event each engine compartment and connected
a fire extinguisher container is subjected to through a tee to both the main and the reserve
excessive heat, the fill and thermal relief fitting fire extinguisher agent bottles. The plumbing
opens and blows out the red disc, indicating that of these manifolds is such that either engine
servicing is required prior to the next flight. The compartment manifold can receive fire extin-
decal indicates minimum and maximum con- guisher agent from either or both bottles.
tainer pressures for a given range of tempera-
tures. The pressure gage glass is marked with FIRE PULL Handles
a green arc to provide a quick visual indication
of container charge. With a minimum pressure The FIRE PULL handle (Figure 9-3) for each
of 271 psi at –65°F (–54°C) and a maximum engine incorporates functions of the associ-
pressure of 902 psi at 125°F (52°C), the arc ated engine's fire detection and extinguishing

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PULL handle also interconnects to the associ-

ated engine's fuel valve, particle separator sys-
tem, and the customer bleed-air port valves for
both engines.
Pulling a FIRE PULL handle affects four elec-

trical circuits. One circuit closes the engine's
fuel valve, cutting off fuel to the engine, thereby
removing one of the potential sources of fire.
A second circuit closes the particle separator
door for that engine. A third circuit closes the
customer bleed air ports on both engines and
ensures that the remaining operable engine has
full compressor discharge pressure air for OEI
operation. The last circuit selects which engine
receives fire extinguisher agent from either of
the fire bottles. Figure 9-6 illustrates the fire-
extinguishing system in schematic form.
Fire Extinguisher
Electrical Power
Separate 28-VDC power is provided to each fire
extinguishing system through the MAIN FIRE
EXT and RES FIRE EXT circuit breakers lo-
cated on the overhead panel. Each system is ac-
tuated separately through the FIRE EXT switch.
System Actuation
To prevent inadvertent release of fire extin-
guisher agent, two separate actions must be taken
to actuate a fire extinguisher bottle (Figure 9-6).
First, the appropriate FIRE PULL handle must

be pulled out to select the correct squib on both
fire bottles. This action ensures that no mat-
Figure 9-5. Fire Extinguisher Bottles ter which fire bottle is activated, the agent of
that bottle is directed to the fire extinguisher
systems. The FIRE PULL handle contains the manifold in the proper engine compartment.
warning lights that are illuminated by the de- Secondly, the FIRE EXT switch must be po-
tection system. Actually pulling a FIRE PULL sitioned to either MAIN or RESERVE to ac-
handle arms both fire extinguisher bottles in tually actuate the selected squib. It takes
such a way as to allow either bottle to be dis- approximately 10 to 15 seconds for the agent
charged into either engine compartment. to put out the fire and for the warning light to
extinguish. In the event that the agent from one
bottle does not completely extinguish the fire,
Since the FIRE PULL handles are primarily as indicated by the warning light remaining il-
designed and installed to assist the pilot during luminated after 10 to 15 seconds, the remain-
an in-flight engine fire emergency, each FIRE ing bottle should be activated.

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MAIN RESERVE
FIRE EXT FIRE EXT
NO. 1 ENGINE NO. 2 ENGINE NO. 1 ENGINE NO. 2 ENGINE

DISCHARGE DISCHARGE DISCHARGE DISCHARGE
SQUIB SQUIB SQUIB SQUIB
NO. 2 NO. 1
ENGINE ENGINE
COMPARTMENT COMPARTMENT
MANIFOLD MANIFOLD
F
PRESS TO TEST I
FIRE 1 PULL R FIRE 2 PULL
E
MAIN
E
OFF X
T
RESERVE
FIRE CONTROL
PANEL
NOTE:
1. ENGINE FUEL SHUTOFF VALVE CLOSED
2. ENGINE PARTICLE SEPARATOR SYSTEM DOOR CLOSED
3. BOTH ENGINE CUSTOMER BLEED AIR VALVES CLOSED
Figure 9-6. Engine Fire-Extinguishing Schematic

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If only one bottle is used to extinguish a fire, SYSTEM OPERATION

and after all engine shutdown procedures are
accomplished, it is recommended that the FIRE The 28-VDC electrical current supplied
PULL handle be pushed in to prevent acci- through the BAG COMPT FIRE circuit breaker
dental discharge of the remaining bottle's agent. located on the overhead console provides
power for both the smoke detector unit and the
smoke detector amplifier.
The smoke detector amplifier incorporates a
BAGGAGE relay/flasher circuit activated by a signal from
COMPARTMENT FIRE the detector unit photo diode. The photo diode
unit (Figure 9-8) consists of a chamber con-
DETECTION SYSTEM taining two lamps and a photo-sensitive diode.
Under normal circumstances light from one
GENERAL lamp is directed through the chamber at 90°
to the photo diode. If smoke or other particles
The baggage compartment is located in the tail- enter the chamber, some of the light is de-
boom just aft of the tailboom attachment to the flected towards the diode. The diode is actu-
main fuselage and is not accessible to the pas- ated when the equivalent of a 30 to 35%
sengers or crew in flight. A fire in the baggage reduction of the light (below that of clear air)
compartment during flight creates an ex- occurs. The photo diode's signal is amplified
tremely dangerous situation. A smoke detec- and actuates a relay in the amplifier unit which
tor is installed in the baggage compartment to causes illumination of the BAGGAGE FIRE
provide the earliest possible warning of a fire. warning light. When the relay closes and il-
luminates the warning light, power is also
turned off to the beam of light in the detector
SMOKE DETECTION SYSTEM unit. Loss of light causes a loss of photo diode
signal and a resulting opening of the relay.
The baggage compartment smoke detection sys- This process continues to repeat as long as
tem includes a detector unit, a detector ampli- smoke is present and results in flashing of the
fier, a BAGGAGE FIRE warning light, and BAGGAGE FIRE warning light.
associated 28-VDC electrical circuitry. The
smoke detector (Figure 9-7) is mounted on the
forward ceiling of the baggage compartment. SYSTEM TEST
Fire-extinguishing capability is not provided for A black BAGGAGE FIRE TEST button, lo-
the baggage compartment. cated just to the right of the BAGGAGE FIRE
Figure 9-7. Baggage Compartment Fire Detector

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warning light, is provided to test the smoke de-

tection system. When the test button is pressed,
a test light shines directly on the photo diode
unit and actuates the system in the same man-
ner as if smoke were present, causing the BAG-
GAGE FIRE warning light to flash.
PORTABLE FIRE
EXTINGUISHERS
BAGGAGE
FIRE
TEST
Hand-held portable fire extinguishers (Figure
DETECTOR PHOTO 9-9) are provided for the crew and passenger
SIGNAL DIODE
AMPLIFIER
LAMP
areas of the helicopter. One fire extinguisher
FLASHER AND RELAY is located on the crew compartment floor to
LAMP the right of the pilot's seat. The other is located
on the left doorpost at the front of the pas-
senger cabin.
SNs 33108 AND SUBSEQUENT Each extinguisher is mounted in a quick-re-

NO. 1 EMERGENCY DC BUS lease bracket and includes a safety ring pin to
OR prevent accidental actuation. The extinguish-
ers are filled with Freon (Fe 1301), an inert gas
SNs 33101 THROUGH 33107
NO. 1 ESSENTIAL DC BUS also called monobromotrifluoromethane,
which is suitable for use on all types of fires.
Operating instructions and maintenance pro-
Figure 9-8. Baggage Compartment cedures are printed on each extinguisher.
Smoke Detection System Partially or fully discharged extinguishers
should be replaced immediately after use.
Figure 9-9. Portable Fire Extinguishers

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QUESTIONS
1. How are the engine fire extinguisher 5. Which of the following is true for the
bottles checked during the walkaround engine fire-extinguishing system?
inspection? A. The main bottle is used to extin-
A. By ensuring that the blowout plugs guish a No. 1 engine fire
are installed and the red dot is visible B. The reserve bottle is used to extin-
B. By pushing the PRESS TO TEST guish a No. 2 engine fire
switch on the instrument panel C. Neither bottle is automatically
C. By visually ensuring the pressure selected by pulling a FIRE
gage needle is in the green arc and PULL handle.
the red blowout indicators are intact D. Both A and B
D. By determining the outside tempera-
ture and placard range
6. What causes the baggage fire warning
light to illuminate?
2. Which of the following compartments A. Heat
have fire warning lights?
B. Smoke
A. The crew and passenger C. Flickering light patterns
compartments
D. All of the above
B. The engine compartments
C. The baggage compartment
D. Both B and C 7. What actions are necessary to extin-
guish a baggage compartment fire?
A. Land as soon as possible, and use a
3. What causes illumination of a FIRE hand-held fire extinguisher.
PULL handle warning light?
B. Pull the FIRE PULL handle, and se-
A. Excessive heat lect the main fire extinguisher.
B. A reduction of light C. Depress the No. 1 or No. 2 fire ex-
C. Excessive smoke tinguisher button.
D. A scattering of light D. Any one of the above
4. What are the actions necessary to extin- 8. Which provide in-flight fire protection?
guish an engine compartment fire? A. The crew and passenger
A. Pull the illuminated fire handle, and compartments
select the engine compartment fire B. The engine compartments
extinguisher bottle. C. The baggage compartment
B. Land immediately, and use the D. Both A and B
hand-held fire extinguisher.
C. Pull the illuminated fire handle,
and select main or reserve fire ex-
tinguisher bottles.
D. Depress the No. I or No. 2 main or re-
serve fire extinguisher bottles.

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9. What is indicated by illumination of a 11. What is the purpose of the FIRE EXT
fire detection warning light? PRESS TO TEST button?
A. There is a fire. A. It provides a means to test the fire
B. Immediate action is required. detection system.
C. Immediate landing is mandatory. B. It allows checking of all engine fire
D. T h e F I R E P U L L h a n d l e s h o u l d warning lights.
be pulled. C. It provides a means to test the fire-
extinguishing system.
D. It allows checking of the baggage
10. How many heat-sensing elements compartment smoke detector.
for fire detection are in each engine
compartment?
A. 2 12. Which switch allows activation of fire
extinguishing agent into an engine
B. 4
compartment?
C. 5
A. FIRE-EXT-ENG
D. 6
B. FIRE 1 PULL or FIRE 2 PULL
C. ENG-FIRE-EXT
D. MAIN-OFF-RESERVE

CHAPTER 10
POWERTRAIN
CONTENTS
Page
INTRODUCTION ................................................................................................................. 10-1
GENERAL ............................................................................................................................ 10-1
MAIN DRIVE SHAFT.......................................................................................................... 10-3
MAIN TRANSMISSION...................................................................................................... 10-3
General........................................................................................................................... 10-3
Transmission Mounting ................................................................................................. 10-3
Transmission Operation ................................................................................................. 10-5
MAIN TRANSMISSION POWER ACCEPTANCE AND OUTPUT.................................. 10-6
General........................................................................................................................... 10-6
Bell 412HP Powertrain Improvements .......................................................................... 10-7
Main Transmission Upgrade.......................................................................................... 10-7
Mast Torque Sensing System......................................................................................... 10-8
Mast Torque Sensing Operation..................................................................................... 10-9
Mast Overtorque Indications ......................................................................................... 10-9
Transmission Lubrication System Upgrade................................................................. 10-11
Main Drive Shaft Improvements ................................................................................. 10-11
Transmission Lubrication System ............................................................................... 10-11
Tail Rotor Drive System Upgrade ............................................................................... 10-11
Chip Detector System.................................................................................................. 10-14
TAIL ROTOR DRIVE SYSTEM ........................................................................................ 10-15
General......................................................................................................................... 10-15
INTERMEDIATE GEARBOX ........................................................................................... 10-17
TAIL ROTOR GEARBOX.................................................................................................. 10-17
QUESTIONS....................................................................................................................... 10-19

ILLUSTRATIONS
Figure Title Page
10-1 Powertrain .............................................................................................................. 10-2
10-2 Powertrain Schematic............................................................................................. 10-4
10-3 Main Drive Shaft .................................................................................................... 10-4
10-4 Main Transmission................................................................................................. 10-5
10-5 Transmission Mounting.......................................................................................... 10-6
10-6 Bell 412/412SP Transmission Capability .............................................................. 10-7
10-7 Bell 412HP Transmission Capability..................................................................... 10-8
10-8 Mast Torque Sensing System............................................................................... 10-10
10-9 Main Transmission Subsystems........................................................................... 10-12
10-10 Transmission Oil System Schematic.................................................................... 10-13
10-11 Main Drive Shaft Coupling.................................................................................. 10-14
10-12 Tail Rotor Drive Shaft Coupling .......................................................................... 10-15
10-13 Transmission Oil System Components ................................................................ 10-16
10-14 Transmission Oil System Indications .................................................................. 10-17
10-15 Tail Rotor Drive System....................................................................................... 10-18

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CHAPTER 10
POWERTRAIN
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INTRODUCTION
The powertrain of the Bell 412 distributes engine power to drive the helicopter’s main
and tail rotor systems and numerous required subsystems. The powertrain includes the
main drive shaft, main transmission, main rotor mast, and tail rotor drive system. The
tail rotor drive system includes six sections of tail rotor drive shafting, the intermedi-
ate or 42° gearbox, the tail rotor or 90° gearbox, and the tail rotor mast. Subsystems in-
clude the two hydraulic systems, the main rotor tachometer, and the rotor brake system.
A sight gage (Figure 10-13), located on the right side of the case, can be viewed through
a window in the right side of the transmission pylon housing in the passenger cabin. The
transmission oil level should only be checked cold and when the rotors are not turning.
GENERAL
Engine power is transmitted from the com- aligning connection. The main transmission re-
bining gearbox to the main transmission by the duces the powerplant/main drive shaft rpm
main drive shaft. Splined couplings at each end through ring and planetary gear systems to
of the main drive shaft provide positive, self- drive the main rotor mast and main rotor. The

10-2
MAIN
ROTOR TAIL ROTO
MAST 90° GEARBOX

MAIN
DRIVE SHAFT
TRANSMISSION
TAIL ROTOR
DRIVE SHAFT
(SIX SECTIONS) INTERMEDIATE
(42°) GEARBOX
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JUNE 1999
Figure 10-1. Powertrain

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transmission, through additional gearing, Each curvic-splined coupling consists of a

drives the tail rotor drive system, No. 1 and No. grease-seal boot, an inner coupling, an outer
2 hydraulic pumps, N R tachometer generator, coupling, and associated hardware. Springs in
and main transmission oil pump and provides each coupling provide self-centering of the
connection for the rotor brake system. shaft within the couplings.
The tail rotor drive system utilizes five sections Each outer coupling face has a coupling
of drive shafting, mounted between hanger overtemp indicator (temp–plate) to provide
bearings, to drive the intermediate gearbox. visual indication of coupling overheating.
The intermediate gearbox, with a self-con- Since overheating of the coupling can result
tained lubrication system, changes the direc- in complete failure of the coupling and sud-
tion of drive 42° and drives a sixth section of den loss of power to the transmission, the
drive shafting to power the tail rotor gearbox. main drive shaft and couplings should be care-
The tail rotor gearbox, with its self-contained fully checked for signs of overheating or loss
lubrication system, reduces tail rotor drive of grease during the exterior inspection.
rpm, changes the direction of drive 90°, and
drives the tail rotor mast and tail rotor. The tail
rotor gearbox also mounts and houses the tail
rotor pitch-change mechanism.
MAIN TRANSMISSION
Specific information on the rotor systems is GENERAL
discussed in Chapter 11, “Main Rotor,” and
Chapter 12, “Tail Rotor.” The rotor brake sys- The main transmission (Figure 10-4), mounted
tem is discussed in Chapter 13, “Hydraulic on the transmission pylon of the airframe,
Power Systems.” Figure 10-1 shows the pow- changes the angle of drive and reduces the
ertrain system, and Figure 10-2 illustrates the rpm of the powerplant drive to power the rotor
system schematically. mast and main rotor. It also powers the tail
rotor drive system, its own lubrication system,
and both hydraulic systems and provides for
operation of the rotor brake.
MAIN DRIVE SHAFT
The main drive shaft (Figure 10-3) connects TRANSMISSION MOUNTING
the powerplant’s combining gearbox to the
main transmission. It consists of a pre-bal- The transmission is connected to the airframe
anced tubular steel shaft with grease-packed by two different devices (Figure 10-5). The
curvic-splined couplings at each end. main attachment, the lift-link, is a forged steel
connector incorporating self-aligning bear-
The floating-spline design of the couplings al- ings at each end. The lift-link connects di-
lows the shaft to operate at very high rpm and rectly between the airframe and the
provide a positive yet universal connection transmission case and is designed to absorb all
between components. It also provides cor- airframe/rotor loads. Four elastomeric vibra-
rection for any misalignment between the com- tion isolator mounts position the transmission
bining gearbox and the transmission that might properly on the pylon and isolate rotor/trans-
occur due to dynamic forces acting on the mission vibrations from the airframe. Two
transmission during flight. friction dampers attached to the two rear vi-
bration isolator mounts provide dampening
The shaft is constructed of tubular steel with of rotor-induced transmission oscillations.
splined connectors welded at each end. Prior
to assembly the shaft is dynamically balanced
by grinding the flanges of the connectors.

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MAIN ROTOR HUB
HYDRAULIC
MAST ASSEMBLY
PUMP DRIVE TAIL
QUILL TRANSMISSION ROTOR
ROTOR BRAKE GEARBOX
DRIVE QUILL
INPUT QUILL
DRIVE SHAFT
TAIL DRIVE HANGER INTERMEDIATE

ROTOR SHAFT ASSEMBLY GEARBOX
HYDRAULIC
DRIVE QUILL
PUMP
AND NR TACH
Figure 10-2. Powertrain Schematic
OUTER GREASE
COUPLING SEAL BOOT
CENTERING HEAT SENSING INNER HEAT SENSING

SPRING TEMP–PLATE COUPLING TEMP–PLATE
Figure 10-3. Main Drive Shaft

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TRANSMISSION OPERATION A gear assembly, powered by a splined sleeve

from the input-driven gear, drives an offset
Main drive shaft torque is transmitted through gear, which in turn drives a geared shaft that
an input drive quill at the rear of the trans- drives two pinion gear shafts. One shaft drives
mission case to the input pinion gear (Figure the No. 1 hydraulic pump and the main rotor
10-9). The pinion gear drives the input-driven tachometer generator, and the other drives the
gear, which, in turn, drives the rotor mast tail rotor drive system. The main transmis-
through two stages of planetary gears. This se- sion lubrication pump at the bottom (sump) of
quence results in an approximate 20 to 1 re- the transmission case is also driven by the off-
duction in rpm. The input-driven gear also set gear shaft.
drives the No. 2 hydraulic pump and the rotor
brake disk.
MAST
TOP CASE
FILLER NECK
INPUT-DRIVEN
SUPPORT CASE
RING GEAR CASE
MAIN CASE
TAIL ROTOR
DRIVE
No. 2
HYDRAULIC
PUMP
DRIVE QUILL
SUPPORT
CASE
No. 1
HYDRAULIC
PUMP DRIVE
QUILL
ACCESSORY DRIVE
TACHOMETER
AND SUMP CASE
DRIVE NR
TRANSMISSION
OIL PUMP
Figure 10-4. Main Transmission

PYLON
SUMP S
NT
DRAIN
MOU
N
IO
LAT
ISO
LIFT
LINK FRICTION
DAMPER
Figure 10-5. Transmission Mounting
MAIN TRANSMISSION mission gearing, subsystem and tail rotor drive

losses, the actual power delivered to the main
POWER ACCEPTANCE rotor was only 1,205 shp or 86% of what the
engine actually delivered to the transmission
AND OUTPUT and only about 59% of what the engines were
capable of delivering at full power. This was
GENERAL further limited to a five-minute duration for
takeoff and brief hovering.
Main transmissions have traditionally been
the limiting factor in helicopter performance The maximum continuous power rating for
due to their inability to accept and output the transmission was even lower: 1,134 shp
more power. input at 81% transmission torque.
The Bell 412s and 412SPs were no exception, The PT6T-3B engines were, however, capable
and their transmissions were limited to 1,400 of 1,025 slip (73.2% engine torque) each for
shaft horsepower (shp) at 100% transmission brief periods (two and one-half minutes OEI) and
torque input from the powerplant. Due to trans- 825 shp (58.9% engine torque) continuously.

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To summarize: with both engines operating at • The tail rotor drive system was provided
maximum continuous power, total powerplant increased capacity to accept more tail
output could be 1,650 shp, but the main trans- rotor power, which would be required to
mission could only accept 1,400 shp, and of counteract the higher main rotor torque
that output only 1,205 shp to the main rotor generated.
(Figure 10-6).
• Main rotor mast torque sensing with
BELL 412HP POWERTRAIN cockpit indications and mast overtorque
caution lights were added to provide the
IMPROVEMENTS pilot with more precise power control.
Four main improvements were made to the A maintenance overtorque advisory sys-
Bell 412HP powertrain: tem was also provided.
• The main transmission was strength- MAIN TRANSMISSION

ened to allow increased powerplant input
with corresponding greater power out- UPGRADE
put to the main rotor. Numerous changes were made to improve the
Bell 412 main transmission:
• The main drive shaft was upgraded to be
able to deliver the increased powerplant • The main input drive quill was increased
output the transmission was now capa- in both size and capacity to receive in-
ble of accepting. creased powerplant output power.
1,205 SHP OUTPUT
100% TRANSMISSION
TORQUE
1,400 SHP (INPUT LIMIT)
Figure 10-6. Bell 412/412SP Transmission Capability

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100% MAST TORQUE

1,370 HP (OUTPUT LIMIT)
1,585 HP INPUT
Figure 10-7. Bell 412HP Transmission Capability
• The spiral bevel gears, driven by the MAST TORQUE SENSING

input quill, were increased in tooth size
by nearly 25% to handle increased power SYSTEM
distribution. The mast torque sensing system includes the
• Improved “treating” of the sun gear, in- following components:
creased strength of the planetary bear-
ing carrier, and a 14% increase in the • The main rotor mast, with the main rotor
planetary bearing capacity complete on top, extends down through the main
structural changes. transmission from the mast bearing at the
top of the transmission case to the bot-
• A mast torque (twist) sensor system is tom of the transmission support case
incorporated inside the main rotor mast (Figure 10-8).
to provide accurate indication of the
amount of power being applied to the • The torquemeter tube, which is inserted
main rotor. within the hollow mast, is fixed to the
mast at the top (main rotor) end while
The changes above, along with accommo- the bottom end of the tube is positioned
dating changes for transmission subsystems, within a circular guide and rotates
now provide the main transmission with an around the sensor assembly.
input capability to accept up to 1,585 shp
(113% engine torque) and deliver 1,370 shp • The sensor assembly is inserted up
output to the main rotor at 100% mast torque through and attached to the bottom of the
(Figure 10-7). transmission support case. The top of the
sensor is surrounded by the lower end of
the torquemeter tube.

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Other system components include 28 VDC As collective is increased for takeoff and the
electrical power from the No. 1 emergency rotor starts to produce increased lift, it also
bus protected by the MAST TORQUE circuit wants to slow down due to increased aerody-
breaker, the mast torque signal conditioner, the namic drag. The N 2 governors sense this slow-
torque signal filter, the pilot’s and copilot’s down and signal their respective fuel controls,
triple torque indicators and OVER TORQ cau- which increases fuel flow and power to main-
tion lights, and associated electrical circuitry tain selected (100%) N 2 /N R rpm.
(Figure 10-8).
As power is being increased, another action is
taking place which produces torque. As the
MAST TORQUE SENSING rotor at the top of the mast is being aerody-
OPERATION namically restrained by drag and power is
being increased through the transmission to
With DC electrical power applied to the heli- drive the mast at the selected rpm, a twisting
copter, the mast torque sensing system is au- occurs within the rotor mast itself. This twist-
tomatically on. During the Prestart Check, the ing causes increased displacement between
pilots press-to-test their respective OVER the reference and torque signals, which is
TORQ caution lights which illuminate the sensed and indicated as increased mast torque.
lights amber and cause the mast torque nee-
dle on each pilot’s triple torquemeter to indi- Anytime the collective is moved, the difference
cate 105 ±1%. between rotor drag and changing power applied
through transmission causes more or less mast
CAUTION twisting and more or less torque signal dis-
placement, resulting in higher or lower mast
If mast torque indictor indicates an
torque indications.
error greater than ±1% from the
105% position, the mast torque sys-
A torque signal filter is incorporated in the sys-
tem is unreliable. Maintenance action
tem to prevent erratic torque signals from
is required.
causing fluctuating cockpit torquemeter in-
dications. A mast temperature sensor provides
Within the torquemeter tube at the bottom end required compensation for OAT versus mast
of the rotor mast, the torquemeter assembly is temperature differences caused by mast heat-
reading two electrical signals: one is a refer- ing under high-torque conditions.
ence signal which tells the sensor assembly the
mast’s rotational position; the second signal
is the torque signal which provides the torque
MAST OVERTORQUE
tube rotational position. Mast torque sensing INDICATIONS
and indication results from a displacement Since total powerplant (two-engine) torque is
between the two signals and displacement limited by the TCU to the equivalent of 108
(distance) measurement. to 109% mast torque, it is possible for a pilot
to inadvertently increase collective to a level
With the engines started and run up to 100% that requires more than 100% mast torque.
N 2 /N R rpm with the collective fully down,
the displacement between the two signals is Likewise, since torque is a relationship be-
very small but enough to produce a mast torque tween power applied and rpm, any dynamic
indication of approximately 20%. flight condition or maneuver that might cause
the rotor rpm to decrease with high mast torque
applied could cause an overtorque to occur.

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OVER 10
11 10
9
TORQ 9 8
No. 1 28-VCD EMERG BUS 8 7
TORQUE TORQUEMETER
7 6
MAST
TUBE
6 ENG 5
5 4
4 % X 10 3
ROTOR
3 2
MAST
2 1
1
MAST
TEMPERATURE
SENSOR
PHASE
TQ
COURSE BITE
ADJ
OVER
MED TORQUE
ADJ
+DVM –DVM
FINE
ADJ
J H G
K F
L GAIN
E
ADJ
M D
N C
P B
R A
TORQUE
SIGNAL
FILTER TORQUE
SENSOR
MAST TORQUE
SIGNAL CONDITIONER
LEGEND
REFERENCE SIGNAL
TORQUE SIGNAL
TORQUE METER GAGE SIGNAL
TEMPERATURE CORRECTION SIGNAL
28 VDC
Figure 10-8. Mast Torque Sensing System

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CAUTION MAIN DRIVE SHAFT

IMPROVEMENTS
When operating near the maximum
mast torque limit, inadvertent over- The main drive shaft has been fitted with larger
torque may occur during maneuver- curvic splined couplings at each end to ac-
ing flight conditions involving turns commodate the increased power capabilities
and/or nosedown attitude changes. of the main transmission (Figure 10-11). The
Decrease power to 90% mast torque size increase also necessitates reworking the
prior to maneuvering helicopter. drive shaft firewall tunnel to ensure adequate
Intentional use of mast torque over clearance. Drive shaft inspection, operation,
100% is prohibited. and malfunction procedures remain un-
changed. (Refer to Chapter 10, page 10-3,
“Main Drive Shaft”).
OVER TORQ caution lights, located on the in-
strument panel in front of the pilot, illuminate
when activated by the torque-sensing system TRANSMISSION LUBRICATION
signal conditioner at 100.5% mast torque. SYSTEM
Should this occur, land as soon as practical.
General
An OVER TORQUE “cat’s eye” indicator
(Figure 10-8) is provided on the face of the The main transmission incorporates its own
torque signal conditioner located in the left self-contained lubrication system (Figure 10-
side aft avionics compartment, just forward of 10) which operates any time the main rotor is
the tail boom attachment point, and should be turning. Components of the system include
checked during the preflight Exterior Check. wet-sump storage with sight gage, a pressure
pump, a thermostatically controlled oil cooler,
The OVER TORQUE indicator activates from internal and external filters, a pressure man-
all black to alternating radial wedges of black ifold with spray nozzles, pressure and tem-
and white when a mast overtorque of 108% perature sensors, chip detectors, and associated
(110% on SNs 36040 and subsequent) occurs. plumbing.
If the indicator is found activated, mainte-
nance action is required. Operation
Lubricating oil, stored in the bottom case of
TRANSMISSION LUBRICATION the transmission, is drawn through a filtering
SYSTEM UPGRADE screen and is pressurized by the pump as the
rotor begins to turn.
A full-flow oil monitor with chip detector and
filter replaces the old filter in the transmission
oil pump output line to ensure that no metal TAIL ROTOR DRIVE SYSTEM
particles enter the pressure lubrication oil UPGRADE
flow and detect any that may.
Two upgrades of the tail rotor drive system
This fourth chip detector is wired in parallel were made to handle increased power demands
with the transmission sump chip detector and, of the tail rotor: stronger heavy-duty tail rotor
if a chip is detected, illuminates the XMSN drive shaft section and adapter plates and dif-
CHIP caution light and activates the SUMP ferent-type, higher-capacity couplings be-
“cat’s eye” on the remote transmission chip in- tween sections and gearboxes.
dicator panel located on the hourmeter panel.
Thomas-type couplings with stacked flex-
plates replace original grease-packed curvic-
splined couplings. The hanger bearings are

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SUN GEARS MAST
PLANETARY GEAR SETS
RING GEARS
INPUT-DRIVEN GEAR
No. 2 HYDRAULIC
PUMP DRIVE
QUILL
MAIN INPUT QUILL
PINON GEARS OFFSET GEAR
TAIL ROTOR
DRIVE TAIL ROTOR
No. 1 HYDRAULIC
AND TACHOMETER
DRIVE 42°
NR GEARBOX
TRANSMISSION OIL PUMP
Figure 10-9. Main Transmission Subsystems
similar to those of the original 412s and have the adapter plates. This provides more precise
temp-plates to provide overheat indication balancing and eliminates the previously
during inspections (Figure 10-12). bonded-on balance weights.
Balancing of tail rotor drive shaft sections is The main transmission’s tail rotor drive out-
now accomplished by grinding the flanges of put quill has been upgraded to match the new

tail rotor drive shafting. The intermediate moves on to the thermal relief and bypass
(42°) gearbox now has a new screened cover valve. If the oil is cold, the thermal bypass
to provide increased cooling. valve directs the oil straight to the external oil
filter, bypassing the oil cooler. If the oil is
Pressurized oil is directed through an internal hot, it is directed to the oil cooler where a
filter and out through external piping. A small thermostatic valve regulates cooling of the
portion of the oil is used to lubricate the tail oil. After cooling, the oil is routed to the ex-
rotor drive quill bearing. The remaining oil ternal filter.
END OF MANIFOLD
JET 8 VENT CAUTION PANEL

PRESS
SW
XMSN OIL PRESS
CHIP PRESS
XMTR
DETECTOR
(BELOW UPPER JET 1
MAST BEARING) JET 2 (AND TWO
AUXILIARY JETS)
JET 7 CAUTION PANEL
CHIP
DETECTOR TEMP SW
XMSN OIL HOT
(BELOW TEMP PRESS
RELIEF
PLANETARY JET 6 IND IND
VALVE
GEARS) JET 5 15 10
OIL 8
TEMP BULB 10
6
5 T° C P
4
0 X 10 2
JET 3 ENTRANCE TO MANIFOLD -5
FILLER
INPUT
QUILL
JET 4 INTERNAL
(LUBRICATES THE FILTER
TAIL ROTOR UPPER
DRIVE QUILL BEARING)
X
FULL MAST
M
S
PUMP N
LOW
CAUTION PANEL C
H
PUMP SCREEN I
PLNTY P
CHIP XMSN
I
CHIP N
D
DETECTOR
SUMP
TEMP (LOWER CASE SUMP)
TO RESET
BYPASS ROTATE
EXTERNAL RING
VALVE 60° CW
FILTER
LEGEND
COOLER OIL SUPPLY
PRESSURE
DRAIN
QUICK DISC
VALVE
Figure 10-10. Transmission Oil System Schematic

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Figure 10-11. Main Drive Shaft Coupling

The external filter cleans the pressurized oil 10-14). An oil temperature switch causes il-
and directs it to an external lubrication system lumination of the XMSN OIL TEMP warning
manifold. The external filter incorporates a light if oil temperature exceeds limits. Both
“pop-up” red indicator which activates if the of these devices are located near the entrance
external filter becomes clogged and indicates of the manifold.
that the oil is bypassing the filter. The bypass
indicator of the filter should be checked daily An oil pressure sensor provides transmission
during the exterior inspection. oil pressure gage indications. An oil pressure
switch causes the XMSN OIL PRESS warn-
As pressurized oil enters the manifold, a por- ing light to illuminate if pressure falls below
tion of it goes directly to lubricate the main limits. Both of these devices are located at
drive shaft input bearing. A pressure relief the end of the manifold.
valve located at the entrance to the manifold
is maintenance-adjusted to provide proper oil
pressure for the lubrication system. CHIP DETECTOR SYSTEM
Numerous oil jets take pressurized oil from the General
mainfold and supply lubricating oil to various The main transmission is protected by a chip
bearings and gears within the transmission. detector system which detects and advises the
The jets spray oil throughout the internal pilot that there are metal particles or chips in
geartrain, and used oil drains down to the the transmission lubricating oil.
sump for reuse.
The system includes three chip detector plugs
An oil temperature sensor provides transmis- (one located in the lower case sump, one just
sion oil temperature gage indications (Figure below the planetary gears, and one just below

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the upper main rotor mast bearings), a CHIP TAIL ROTOR DRIVE
XMSN caution panel light, and a remote in-
dicator on the hourmeter panel. System op- SYSTEM
eration requires 28 VDC electrical power.
Operation GENERAL
In the event that metal chips should occur in The tail rotor drive system (Figure 10-15)
the transmission, the chips are carried to one consists of six drive shaft sections, four hanger
of the detectors by the lubricating oil. When bearings, the intermediate gearbox, and the tail
metal contacts a detector, it completes an elec- rotor gearbox.
trical circuit to ground and the CHIP XMSN
caution light illuminates. Since there are three The tail rotor is driven by the main transmis-
detectors in the system, the pilot must check sion through six sections of drive shafting
the remote transmission chip indicators on mounted between the transmission, the hanger
the hourmeter panel to determine which de- bearings, and the two gearboxes. Flexible cou-
tector has activated. The remote detectors are plings at each hanger bearing and gearbox
labeled “UPPER MAST,” “PLNTY,” and compensate for tail boom flexing due to dy-
“SUMP” (Figure 10-14). namic loads.
Figure 10-12. Tail Rotor Drive Shaft Coupling

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B
JET 8 VENT
PRESS
SW
C PRESS
XMTR
JET 1
CHIP
JET 2 (AND TWO
DETECTOR
(BELOW UPPER
C AUXILIARY JETS)
MAST BEARING) JET 7
TEMP SW
CHIP
DETECTOR RELIEF
B
JET 6 VALVE
(BELOW
JET 5
PLANETARY TEMP BULB
GEARS)
JET 3
FILLER
INPUT
QUILL
JET 4 INTERNAL
(LUBRICATES THE TIR FILTER
DRIVE QUILL BEARING)
FULL
PUMP LOW
A
NO 1 NO 2 PUMP SCREEN
BUS BUS
5 5
CHIP
BAT BAT
DETECTOR
(LOWER CASE SUMP)
UPPER
MAST X
M
S
N
C
DATCON H
I
ELAPSED TIME P
PLNTY
0022 6 I
N
HOURS 1/10 D
A.
,P
DA
TC
O RG
N
INS BU
RS
TR U TE
MENT C .EAST PE
O
SUMP
HOURMETER
TO RESET
ROTATE RING
60° CW
A
Figure 10-13. Transmission Oil System Components

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UPPER
MAST X 15 10
M
S
10 OIL 8
N
6
5 T ° C PSI P
C
H
PLNTY
I
P 4
I 0 X 10 2
N
D -5
SUMP
TO RESET
ROTATE RING
60° CW
XMSN
Figure 10-14. Transmission Oil System Indications
INTERMEDIATE TAIL ROTOR GEARBOX

GEARBOX The 90° tail rotor gearbox is mounted on top
of the vertical fin and provides for a reduction
The 42° intermediate gearbox is mounted on of rpm, a change in the angle of drive, and
top of the tail boom at the base of the vertical mounting for the tail rotor and tail rotor pitch
fin. Its sole purpose is to change the angle of change mechanism. The gearbox case serves
tail rotor drive. The gearbox case serves as an as an oil reservoir for the splash lubrication
oil reservoir for the splash lubrication system system and includes a vented filler cap. The
and includes a vented filler cap. The couplings case has an oil level sight gage and a chip de-
on the input and output bearings of the gear- tector plug on the left side. The oil level should
box have temp-plates for visual indication of be checked when cold with the system static
bearing or coupling overheating. The case and on a level surface. The chip detector, if ac-
has an oil level sight gage and a chip detec- tivated, illuminates a CHIP 42/90 BOX cau-
tor plug on the right side. The oil level should tion light. The coupling on the drive shaft
be checked when cold with the system static input bearing of the gearbox has heat sensing
and on a level surface. The chip detector, if temp–plates for visual indication of bearing
activated, illuminates a CHIP 42/90 BOX or coupling overheating.
caution light.

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OIL FILTER-
BREATHER CAP
ROTOR
SHAFT
HEAT
SENSING
TEMP–PLATE
TAIL ROTOR
(90°) GEARBOX
INPUT CHIP OIL LEVEL
COOLING DETECTOR INDICATOR
INTERMEDIATE
(42°) GEARBOX
HANGER (TYPICAL)
SHAFT (SHORT)
TRANSMISSION
TAIL ROTOR
DRIVE QUILL
SHAFT (TYPICAL)
Figure 10-15. Tail Rotor Drive System

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QUESTIONS
1. What is the purpose of the curvic- 4. What is the primary attachment be-
splined couplings on the main drive tween the main transmission and the
shaft? airframe?
A. To correct for main drive shaft whip A. Four vibration-isolator mounts
B. To compensate for misalignment B. Two friction dampers
between the transmission and the C. Lift link
combining gearbox D. All the above
C. To provide a third method of trans-
mission mounting 5. How is lubrication for the main trans-
D. To reduce strain on the main drive mission provided?
shaft
A. By a self-contained pressure lubri-
cation system driven by the main
2. How are the curvic-splined couplings transmission
on the main drive shaft lubricated?
B. By a self-contained splash system
A. Packed with grease and should be C. By either the No. 1 or No. 2 engine
inspected daily lubrication system
B. Teflon-coated and require no lubri- D. By an external lubrication system,
cation belt-driven by the tail rotor drive
C. Self-lubricating and do not need to system
be inspected
D. Lubricated daily by maintenance 6. What does the lubrication system for
personnel the main transmission include?
A. An internal oil cooler and filter,
3. What is the reason for the temp-plates both with a bypass indicator caution
on the main drive shaft couplings? light, and three chip detectors
A. To show any twisting of the cou- B. An external oil cooler, an external
pling on the shaft filter with bypass indicator, and
B. To indicate failure of the centering three chip detectors
springs C. Both internal and external coolers
C. For final balancing of the completed and filters, and a sump chip detector
assembly D. Both internal and external filters, an
D. To indicate overheating of the cou- external cooler with a bypass cau-
plings tion light, and three chip detectors

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7. If the CHIP XMSN caution light illumi- 8. How is overheating of the tail rotor
nates, what should the pilot do? drive shaft couplings and/or gearbox
A. Perform an immediate autorotative bearings indicated?
landing since seizure of the trans- A. High oil temperature or low pres-
mission is imminent. sure on the 42/90 oil pressure gage
B. Be alert for transmission lubrication B. Illumination of the CHIP 42/90
system failure. BOX caution light
C. Upon completion of the flight, have C. Discolored temp-plate on the
maintenance personnel check the couplings or bearings
sump chip detector for possible D. Illumination of the TEMP warning
metal chips. light
D. Check the remote XMSN CHIP IND
indicators to determine which chip
detector has been activated.

CHAPTER 11
MAIN ROTOR
CONTENTS
Page
INTRODUCTION ................................................................................................................. 11-1
GENERAL ............................................................................................................................ 11-1
ROTOR BLADE MOVEMENTS ......................................................................................... 11-2
Blade Pitch Change or Feathering ................................................................................. 11-2
Blade Flapping............................................................................................................... 11-4
Lead and Lag or Hunting ............................................................................................... 11-4
ROTOR HUB ........................................................................................................................ 11-4
MAIN ROTOR SYSTEM IMPROVEMENTS ..................................................................... 11-4
Droop Restrainers .......................................................................................................... 11-4
Cyclic Center Caution Light System ............................................................................. 11-8
Rotor RPM Gage Range Markings................................................................................ 11-8
Pendulum Dampers........................................................................................................ 11-8
MAIN ROTOR BLADES...................................................................................................... 11-9
MAIN ROTOR RPM WARNING DEVICES ....................................................................... 11-9
Rotor RPM Caution Lights ............................................................................................ 11-9
Low Rotor RPM Audio Warning System ...................................................................... 11-9
MAIN ROTOR GROUND HANDLING ............................................................................ 11-13
ENGINE COOL-DOWN .................................................................................................... 11-13
ENGINE/ROTOR SHUTDOWN ........................................................................................ 11-13
MAIN ROTOR TIEDOWN................................................................................................. 11-13
MAIN ROTOR BLADE FOLDING ................................................................................... 11-13

LIMITATIONS .................................................................................................................... 11-13

On-Ground................................................................................................................... 11-13
In-Flight ....................................................................................................................... 11-15
QUESTIONS....................................................................................................................... 11-16

ILLUSTRATIONS
Figure Title Page
11-1 Main Rotor System ................................................................................................ 11-2
11-2 Blade Grip Attachment .......................................................................................... 11-3
11-3 Rotor Hub Attachment ........................................................................................... 11-5
11-4 Droop Restrainers................................................................................................... 11-6
11-5 Cyclic Center Caution Light .................................................................................. 11-7
11-6 Pendulum Dampers ................................................................................................ 11-8
11-7 Main Rotor Blade Structure ................................................................................. 11-10
11-8 Rotor RPM Warning Systems .............................................................................. 11-11
11-9 Main Rotor Tiedown ............................................................................................ 11-12
11-10 Blade Folding....................................................................................................... 11-14
11-11 Main Rotor Limitations........................................................................................ 11-14

CHAPTER 11
MAIN ROTOR
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INTRODUCTION
The Bell 412 utilizes a rigid, soft-in-plane, flex-beam main rotor system which is sig-
nificantly different from the semirigid rotor system used on all past production Bell he-
licopters. The three standard, required blade movements that are allowed in the Bell 412
rotor system (feathering, flapping, and lead-lag), occur in different ways and with dif-
ferent mechanisms than previously used. The rotor blades used in the 412 rotor system
are also very different in both shape and construction.
GENERAL
The combination of the new rotor system and nance, and unlimited life for many rotor com-
sculptured composite blades provides for a ponents. The main rotor system is illustrated
softer, more comfortable ride, reduced vibra- in Figure 11-1.
tion levels, higher speeds, reduced mainte-

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ROTOR BLADE blade grips (Figure 11-2) are attached through

the rotor yokes with outboard elastomeric bear-
MOVEMENTS ings which allow pitch change movement of the
blade grip within the rotor yoke.
BLADE PITCH CHANGE OR By inserting the blade grip into the rotor yoke,
FEATHERING a fail-safe method of blade attachment and
retention is achieved. The outboard elas-
Blade pitch change is no longer accomplished tomeric bearing, located between the blade
about a spindle with lubricated bearings, but grip and the yoke, absorbs centrifugal loads
rather as a function of elastomeric bearings and provides pitch change capability.
which twist either side of a neutral position. The
Figure 11-1. Main Rotor System

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SPINDLE
DAMPER BRIDGE
DAMPER SET
INBOARD
ELASTOMERIC
BRACKET
BEARING
OUTBOARD
ELASTOMERIC BEARING
PITCH
HORN
TITANIUM YOKE
DAMPER
SET
DAMPER BRIDGE
DROOP RESTRAINT CAM
LEGEND
FLEX-BEAM PORTIONS OF YOKE
Figure 11-2. Blade Grip Attachment

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The inboard end of the blade grip is positioned The inboard pitch change bearing of the blade
and aligned by the inboard elastomeric bear- grip is mounted in an elastomeric damper as-
ing which is mounted between two dampers in sembly which allows restrained lead and lag
the damper bridges. This method of mounting movement of the blade (Figure 11-2).
the inboard elastomeric bearing allows for
blade hunting as well as blade pitch change.
ROTOR HUB
Since the elastomeric bearings are required to
twist during pitch change, there is significant The rotor hub is composed of two titanium yokes
resistance to any movement either side of the which incorporate the specialized blade move-
neutral position which must be overcome by ment mechanisms discussed above. The yokes
some force. The force necessary to accom- are mated at 90°, using a three-piece mast adapter
plish pitch change is provided by the dual hy- which is also used to attach the completed rotor
draulic flight control system discussed in hub to the rotor mast (Figure 11-3).
Chapter 13.
Pitch horns, attached to the inboard end of MAIN ROTOR SYSTEM

each blade grip, transmit both collective and
cyclic flight control inputs to each rotor blade. IMPROVEMENTS
Flight controls are discussed in Chapter 14.
The main rotor system of the Bell 412 is con-
tinuously being tested and improved. The most
BLADE FLAPPING significant changes are the droop restrainers,
the cyclic centering caution light system, and
As the blade changes pitch, the lift acting on the pendulum dampers.
the blade changes and causes the blade to fly
or flap up and down in relationship to the cen-
trifugal plane of the rotor system. Since the DROOP RESTRAINERS
rotor yokes are mounted rigidly to the rotor
mast, severe mast and yoke strain would re- Early versions of the Bell 412 rotor system ex-
sult if some method to allow blade flapping perienced problems with the rotor blades going
were not incorporated. “out-of-track”. Research showed that the prob-
lem was not a result of in-flight operation but
The rotor yokes, by design and construction, rather from plastic bending of the yokes while
provide the flexing capability which allows the rotor was static. High winds, rotor down-
blade flapping. The thinner metal portion of wash, and poor maintenance practices were
the yoke, between the rotor mast and the causing the flex-beams of the rotor yokes to
damper bridge mounting, is referred to as a bend very slightly while the rotor was either
“flex-beam” (Figure 11-2). static or turning at low rpm on the ground.
To preclude excessive flapping of the blades

LEAD AND LAG OR HUNTING while the rotor is static, droop restrainers
(Figure 11-4) are installed which “lock” the
As the rotor blades rotate, they fly up and down, flex-beams at N R rpm below 26%.
producing aircraft lift and directional thrust. An
imbalance between the CG point of the rotor When the rotor starts to turn, the weights exert
system (i.e., the rotor mast and the collective centrifugal force at the bottom of the metal
CGs of the blades) often occurs. However, if the arms, causing the outboard end of the clevis
CGs of individual blades are allowed to move to swing upward and move the bushing out of
forward and lead, or to drag backwards and the “locked” position. At N R rpms above 26%,
lag, the geometric imbalance is minimized and the bushing remains in the “free” area.
strain and vibrations are reduced.

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2 6
10 3 4
9
8
9 3
4
1 4
1. MAST ADAPTER
2. CAP ASSEMBLY
3. UPPER CONE
1
4. MAIN ROTOR YOKE
5. BLADE BOLT
6. EXPANDABLE BLADE BOLT
7. MAIN ROTOR MAST
8. LOWER CONE 8
7
9. UPPER CONE SEAT
10. PITCH HORN
Figure 11-3. Rotor Hub Attachment

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Since flex-beam damage can also result from

low rotor rpm (below 97%) operating on the
ground, a CYC CTR caution light is installed
and yellow “not recommended” range mark-
ings are added to the rotor rpm scales on the
triple tachometers.
Figure 11-4. Droop Restrainers

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ELECTRICAL
SIGNAL
CYC CTR
T
S
TO TE
SS
E
PR
MASTER
PRESS
PM
FLOAT INFLATION
FORWARD
RPM WARNING
AND CONTROL
UNIT
%
17
ENG
10
120
20
110 R
ROTOR
30
100
PERCENT 40
95% 90 RPM
50
80
70 60
OPERATIONAL RANGE
OF CYC CTR CAUTION
LIGHTS
Figure 11-5. Cyclic Center Caution Light

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CYCLIC CENTER CAUTION ROTOR RPM GAGE RANGE

LIGHT SYSTEM MARKINGS
The CYC CTR caution light (Figure 11-5) Rotor rpm range markings on each triple
warns the pilots when cyclic control inputs at tachometer advise the pilots that if the rotor rpm
low rotor rpm may cause excessive flapping is in the yellow range between 26 and 77% N R,
of the rotor blades, and excessive flapping of strong wind, turbulence, etc., could cause ex-
the rotor yokes (flex-beams). cessive blade flapping and flex-beam damage.
The two amber CYC CTR caution lights, lo-

cated above the pilot’s and copilot’s ADIs, PENDULUM DAMPERS
are connected to proximity switches attached To further improve the “ride” of the Bell 412,
to the cyclic flight control mechanism under- two pendulum dampers (Figure 11-6) were
neath the cockpit floor. DC electrical power added to each of the four rotor yokes to
for the cyclic center caution system is provided dampen rotor blade vibrations. The pendulum
by the ROTOR RPM circuit breaker through weights add centrifugal rigidity to their re-
the rpm warning and control unit. The system spective rotor yoke. The added rigidity, in
is energized from 17 through 95% and above turn, dampens and prevents individual blade
103% N R rpm. vibrations from being transmitted to the rotor
mast and airframe.
If the cyclic stick is displaced from the cen-
tered position, either laterally or fore and aft,
the CYC CTR caution lights illuminate. When
the cyclic is moved back to the centered po-
sition, the lights extinguish. If the cyclic cen-
ter caution system is inoperative, the pilot
should maintain a minimum of 97% N R until
engine shutdown. See the manufacturer’s RFM
for specific procedures.
MAIN ROTOR MAIN ROTOR

HUB BLADE
LE
UP
UP TE
ARM AND BEARING

ASSEMBLY
(TYPICAL,
EIGHT PLACES)
Figure 11-6. Pendulum Dampers

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MAIN ROTOR BLADES MAIN ROTOR RPM

For many years, Bell helicopter used metal, WARNING DEVICES
symmetrical, constant-chord, high-lift air-
foils. Although useful enough at hover and Two warning devices are provided in the Bell
airspeeds below 120 knots, this design ex- 412 to advise the pilot if rotor rpm exceeds lim-
hibited disadvantages at higher airspeeds pri- its: the rpm caution lights and the low-rpm
marily in increased drag and vibration. audio signal or horn (Figure 11-8).
Although improvements such as asymmetri- Both of these devices are activated by N R

cal airfoils, increased twist, and modified air- tachometer generator signals and the rpm
foil shapes have been made in helicopter warning and control unit utilizing DC electrical
blades, metal blades have material limitations power protected by the ROTOR RPM circuit
which prevent fabrication of a truly aerody- breaker on the overhead console.
namically efficient rotor system.
ROTOR RPM CAUTION LIGHTS
A totally new concept of blade design and
construction is employed to significantly im- An rpm caution light is located at the top of
prove the performance of the Bell 412 main each pilot’s instrument panel. The system is
rotor blades. Referred to as “sculptured air- activated when DC power is applied to the
foils”, the rotor blades incorporate both high- aircraft, and the rpm caution lights illumi-
lift and high-speed airfoil shapes with varying nate. As rotor rpm increases through 95%, the
chord length to reduce drag and increase lift. rpm caution lights extinguish.
Variable twist to make lift more constant along
the blade length and “composite material” During normal rotor operation between 97 and
construction to create a stronger blade allow 100%, the rotor rpm lights remain off. If rotor
for a smoother ride, minimize vibration, and rpm drops below 95%, the rpm caution lights
reduce weight. Figure 11-7 illustrates the main illuminate, giving the pilots visual indication
rotor blade structure. of low rotor rpm. The pilot should lower the col-
lective and/or increase the rpm beep switch to
The main rotor blade spar, skin, and filler are increase rotor rpm and extinguish the rpm cau-
all molded entirely of fiberglass and Nomex tion lights. If rotor rpm exceeds 105%, the rpm
materials. Only a minimum of metal compo- lights illuminate, indicating high rotor rpm.
nents are used for trim tabs, abrasion strips,
tip caps, and balance weights.
LOW ROTOR RPM AUDIO
Main rotor blades are supplied in factory- WARNING SYSTEM
matched pairs and, once installed, are
The rotor rpm audio warning operates similarly
“tracked” electronically. “Flying the rotor”,
to the rpm caution light except it warns only
adding shot to the tip caps, and adjusting the
of low rotor rpm. The system activates when
trim tabs optimize the in-flight ride. Rotor
DC power is applied to the aircraft, and turns
tracking and balancing procedures are con-
on the audible warning tone heard in the pilot’s
tained in the helicopter maintenance manual.
and copilot’s headsets. The tone ceases as
rotor rpm increases through 95% and remains
off at rotor rpms above 95%.

LEADING-EDGE ABRASION STRIP

STAINLESS STEEL OUTBOARD, TITANIUM
INBOARD
STAINLESS-STEEL
TIP CAP
BLADE
FIBERGLAS SPAR NOMEX CORE BALANCE
HIGHLIFT AIRFOIL WEIGHTS
TRIM TAB (3)
FIBERGLASS SKIN
TRIM TAB (3)
INERTIA
WEIGHT
HIGH-SPEED AIRFOIL
TRIM TAB (3) FULL-SPAN

FIBERGLASS
SPAR
FILAMENT
WOUND SPAR
CAPS
± 45°
UPPER SKIN
NOMEX CORE
± 45° AFTERBODY
LOWER
SKIN
SPLINT
ROOT END BALANCE TRAILING-EDGE

COVER WEIGHTS FAIRING
Figure 11-7. Main Rotor Blade Structure

ELECTRICAL
SIGNAL
0%
RPM SIGNAL
T
GH
LI
G
IN
ENG
RPM
105%
RN
RPM 120
10
WA 20
110 R
ROTOR
AUDIBLE 30
100
TONE PERCENT
NGE
40
90 RPM
95% 50
80
RA
70 60
T
H
G
AU
LI
RPM IN G
DI
O
TO WA R N
NE
RAN
GE
MUTE TONE SIGNAL RESET SIGNAL
HYDR SYS STEP ROTOR FORCE HYDR SYS

NO.1 RPM TRIM NO. 2
ON RAISE AUDIO O ON
M O N
I F
S F O
C F
OFF STOW OFF OFF
F
+
Figure 11-8. Rotor RPM Warning Systems

6 SEE DETAIL A
3
5 4
1. BLADE
2. SOCK ASSEMBLY (NOT INSTALLED)
3. WAND ASSEMBLY
4. AFT MOORING SHACKLE
5. FORWARD MOORING SHACKLE
6. SOCK ASSEMBLY (INSTALLED)
8 7. GROMMET
1
8. GUIDE
7
9. SPREADER ARM
9
10. UPPER TUBE
11. LOCK
OPEN 12. LOWER TUBE
OPEN
13. SOCK REMOVAL HOOK
14. SNAP HOOK
15. RING AND AFT BLADE FLAG
16. RING AND FWD BLADE FLAG
10
17. TIEDOWN LINE
18 18. SOCK REMOVAL LOOP
UNLOCK
17 ROTATE
LOCK LOCK
11 16 FWD BLADES
SEE DETAIL C 11 9
8 17
16 3
15 AFT BLADES
12 SEE DETAIL B
15
UNFOLD
14
13
DETAIL B
OPEN
14
DETAIL A DETAIL C
Figure 11-9. Main Rotor Tiedown

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During normal rotor operation between 97 MAIN ROTOR TIEDOWN

and 100%, the audio warning tone remains
off. If rotor rpm drops below 95%, the audio If the helicopter is to be parked for an extended
tone is heard, giving the pilots audible indi- period of time or overnight, the main rotor
cation of low rotor rpm. The pilot should lower blades should be tied down (Figure 11-9) in ac-
the collective and/or increase the rpm beep cordance with the procedures outlined in
switch to increase rotor rpm and stop the audio Section 4, “Handling/Servicing,” of the man-
warning tone. ufacturer’s data portion of the RFM. This pre-
vents any excessive flexing of the rotor yokes.
A ROTOR RPM switch, located on the center
pedestal, is spring-loaded to the AUDIO po-
sition; however, it may be moved to the OFF po-
sition to mute the rpm warning tone if desired. MAIN ROTOR BLADE
The tone remains off until the system resets it-
self when the rotor rpm increases through 95%. FOLDING
If the helicopter must be hangared and there
is not sufficient room to park it in the hangar
MAIN ROTOR GROUND with the blades extended, the blades may be
folded (Figure 11-10) for more compact stor-
HANDLING age. However, the blade-folding tool must be
used to avoid damage to the rotor yokes. Each
On completion of the flight, the pilot is re- blade’s trailing edge blade-grip bolt is a spe-
sponsible for helicopter shutdown and may cial expandable bolt with a lever lock handle
be responsible for parking and securing it. to facilitate blade folding. Blade folding
This procedure includes certain actions for is a procedure requiring ground support
the main rotor and may include rotor tiedown equipment and additional personnel and
and blade folding. should be done if necessary. Procedures
for blade folding are contained in the
helicopter maintenance manual.
ENGINE COOL-DOWN
The helicopter should be hovered and parked LIMITATIONS
into the wind. During engine cool-down, rotor
rpm should be maintained at a minimum of The main rotor system is the lifeblood of the
77% while monitoring the CYC CTR caution helicopter. As such, there are several types of
light. If the CYC CTR caution light system is main rotor system limitations.
inoperative, main rotor rpm should be main-
tained at a minimum of 97% during engine
cool-down. ON-GROUND
The low N R rpm and CYC CTR caution light
illuminate for limitations that must be ob-
ENGINE/ROTOR served while the helicopter is operating on
SHUTDOWN the ground. These limitations are imposed to
prevent rotor hub damage and are provided in
After engine cool-down and during engine the “Limitations” section of the manufac-
shutdown, the pilot should ensure that the turer’s approved RFM. Main rotor limitations
CYC CTR caution light is not illuminated and are shown in Figure 11-11.
that the antiflap restrainers engage below 26%
N R . The rotor brake may be used below 40%
N R rpm if desired or needed.

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1. LOCKPINS (2)
2. TUBE ASSEMBLY
3. EXPANDABLE BOLT
4. BLADE LOCK ASSEMBLIES (2)
5. PINS (2)
6. UPPER YOKE
LEGEND
BLADE FOLDING TOOL AND EQUIPMENT
5
4 3
Figure 11-10. Blade Folding

POWER-ON OPERATION (ALL GROSS WEIGHTS)
26% TO 77% TRANSIENT GROUND OPER-

ATION FOR STARTING
77% TO 97% GROUND OPERATION WITH

OPERABLE CYC CTR LIGHT
97% MINIMUM GROUND OPERA-

TION WITH INOPERABLE
CYC CTR LIGHT
97% TO 100% CONTINUOUS OPERATION

FOR POWER-ON FLIGHT
ENG 100% TO 104.5% TRANSIENT WITH TORQUE

BELOW 30%
10
120
104.6% MAXIMUM
20
110 R
ROTOR
30 POWER-OFF OPERATION (AUTOROTATION)
100
PERCENT 40 80% MINIMUM FOR AUTOROTA-
RPM TION BELOW 8,000 LB
90 GROSS WEIGHT
50
80
70 60 80% TO 104.5% CONTINUOUS FOR AUTO-
ROTATION BELOW
8,000 LB GROSS WEIGHT
91% MINIMUM FOR AUTOROTA-

TION ABOVE 8,000 LB
GROSS WEIGHT
91% TO 104.5% CONTINUOUS FOR AUTO-

ROTATION ABOVE
8,000 LB GROSS WEIGHT
104.5% MAXIMUM FOR AUTORO-

TATION AT ALL GROSS
WEIGHTS
Figure 11-11. Main Rotor Limitations

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IN-FLIGHT Power-Off Flight Rotor

There are main rotor limitations for both pow- Limitations
ered flight and autorotative descents to en- During autorotation, main rotor rpm can vary
sure optimum aerodynamic efficiency and widely due to helicopter gross weight, the ma-
minimum stress to the main rotor system. In- neuvers performed, and collective position.
flight rotor limits are provided in the Power-off flight rotor rpm limitations shown
“Limitations” section of the manufacturer’s ap- in the “Limitations” section of the manufac-
proved RFM (Figure 11-8). turer’s approved RFM provide two ranges of
allowable autorotative rotor rpm, depending
upon helicopter gross weight. With a gross
Power-On Flight Rotor weight of 8,000 pounds or less, the allowable
Limitation rotor rpm range is 80 through 104.5%. At a
The main rotor system is designed to provide gross weight above 8,000 pounds, the allow-
optimum efficiency in the range of 97 to 100% able rotor rpm range is 91 through 104.5%
N R rpm and is indicated by the green range of (Figure 11-11).
the N 2 scale of the triple tachometer. Operation
at 97% is considered best for cruise flight
while hovering and other flight maneuvers are
best accomplished at 100% N R . Transient
overspeeding of the N R , up to 104.5%, is al-
lowed, provided that transmission torque is at
or below 30%.

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QUESTIONS
1. What type of main rotor system is used 6. At what rotor rpm do the antiflap
on the Bell 412? restrainers disengage?
A. Semi-rigid, teetering A. 17%
B. Semi-rigid, flex-beam B. 26%
C. Rigid, soft-in-plane, flex-beam C. 77%
D. Rigid, soft-in-plane, teetering D. 95%
2. What component of the rotor system 7. What do the CYC CTR caution lights
provides for blade-pitch change? indicate to the pilots?
A. Elastomeric dampers A. Cyclic position can cause rotor
B. Elastomeric bearings damage on the ground.
C. Flex-beam yokes B. Cyclic position can cause rotor
D. Teetering hub damage in flight.
C. Cyclic position prevents rotor
3. What component of the rotor system damage on the ground.
provides for blade flapping? D. Cyclic position prevents rotor
damage in flight.
A. Elastomeric dampers
B. Elastomeric bearings
8. What is the purpose of the pendulum
C. Flex-beam yokes dampers?
D. Teetering hub
A. To dampen main rotor mast bearing
vibrations
4. What component of the rotor system
B. To prevent overcontrolling of the
provides for blade hunting?
rigid type rotor system
A. Elastomeric dampers C. To modify flight control inputs to
B. Elastomeric bearings the rotor blades
C. Flex-beam yokes D. To reduce blade vibrations transmit-
D. Teetering hub ted to the airframe
5. What is the purpose of the droop re- 9. Which best describes the main rotor
strainers? blades?
A. To prevent rotor yoke damage while A. Symmetrical airfoils of metal
the rotor is static construction
B. To prevent rotor yoke damage B. Symmetrical airfoils of composite
between 26 and 77% N R rpm material construction
C. To prevent damper damage during C. Asymmetrical airfoils of composite
high G-load maneuvers material construction
D. To prevent elastomeric bearing D. Asymmetrical airfoils of metal
damage during ground operation construction

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10. What are the main rotor rpm limits for 12. What system(s) provides a warning of
continuous powered flight? high rotor rpm?
A. 80 to 104.5% A. RPM caution lights only
B. 91 to 104.5% B. Audio tone only
C. 97 to 100% C. RPM lights and audio tone
D. 97 to 104.5% D. No warning is provided.
11. What system(s) provide a warning of

low rotor rpm?
A. RPM caution lights only
B. Audio tone only
C. RPM lights and audio tone
D. No warning is provided.

CHAPTER 12
TAIL ROTOR SYSTEM
CONTENTS
Page
INTRODUCTION ................................................................................................................. 12-1
GENERAL ............................................................................................................................ 12-1
HUB ASSEMBLY................................................................................................................. 12-2
BLADES................................................................................................................................ 12-2
General........................................................................................................................... 12-2
Structure......................................................................................................................... 12-4
PITCH-CHANGE MECHANISM ........................................................................................ 12-5
PROTECTIVE DEVICES ..................................................................................................... 12-5
Static Stop ...................................................................................................................... 12-5
Counterweight Assemblies ............................................................................................ 12-5
MALFUNCTIONS................................................................................................................ 12-6
QUESTIONS ......................................................................................................................... 12-7

ILLUSTRATIONS
Figure Title Page
12-1 Tail Rotor System................................................................................................... 12-2
12-2 Tail Rotor Hub Assembly....................................................................................... 12-3
12-3 Tail Rotor Blade Structure...................................................................................... 12-4
12-4 Tail Rotor Pitch-Change Mechanism ..................................................................... 12-5
12-5 Tail Rotor Protective Devices................................................................................. 12-5

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CHAPTER 12
TAIL ROTOR SYSTEM
INTRODUCTION
The Bell 412 uses a two-bladed, semirigid, tractor pull tail rotor to counteract main rotor
torque. The tail rotor provides heading control in hovering flight and flight control coor-
dination in forward flight. Tail rotor flight controls are covered in Chapter 14, “Flight
Controls.” The rate of rotation (approximately 1,660 rpm) provides for quieter operation.
GENERAL
The tail rotor system consists of three basic tail rotor mast and a flex-beam yoke attached
subassemblies: the tail rotor hub assembly, to the trunnion by trunnion bearings. The
the tail rotor blades, and the tail rotor pitch pitch-change mechanism connects between
change mechanism. the tail rotor flight controls and the tail rotor
blades to provide a collective change in thrust.
Tail rotor blades are attached to a yoke that is
part of the tail rotor hub. The tail rotor hub is The tail rotor system is illustrated in Figure
composed of a tunnion which is splined to the 12-1.

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TAIL ROTOR
PITCH-CHANGE
MECHANISM
TAIL
ROTOR
BLADES TAIL ROTOR HUB
GEARBOX
Figure 12-1. Tail Rotor System
HUB ASSEMBLY during rotation. The trunnion is attached at an

angle of approximately 30° to the spanwise
The tail rotor hub assembly consists of the axis of the tail rotor and is referred to as the
following major components: “delta hinge.” This flapping hinge provides
increased tail rotor stability and reduces loads
• Trunnion on the tail rotor components.
• Trunnion bearings The yoke incorporates thinned metal flex-beams
• Flex-beam yoke between the trunnion bearings and the blade
attachment bearings which allow additional in-
• Blade attachment bearings dependent flapping of each tail rotor blade.
Figure 12-2 illustrates the tail rotor hub
assembly. BLADES
The tail rotor hub assembly is mounted to the
hollow tail rotor mast (output shaft) of the GENERAL
90° tail rotor gearbox. The rotor hub is secured The yoke has two arms, each mounting two
by means of the trunnion, which is splined to self-lubricating, spherical, pitch-change bear-
and rotates with the tail rotor mast. ings. Bolts extending through the blade grip
plates and the spherical pitch-change bear-
The tail rotor yoke is attached to the trunnion ings attach the blades to the yoke and allow for
by two needle bearings which allow “flapping” blade pitch changes.

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BLADE
GRIP
PLATE
PITCH
HORN
TRUNNION
BEARINGS
TRUNNION
FLEX-BEAM
YOKE
PITCH-CHANGE
BEARINGS
Figure 12-2. Tail Rotor Hub Assembly

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STRUCTURE The upper and lower aluminum-alloy skin

panels are bonded to the trailing-edge strip and
The components of the tail rotor blades are as aluminum-alloy honeycomb core. A stainless-
follows: steel leading-edge spar that provides abrasion
resistance is bonded to the skin panels.
• Stainless-steel spar Doublers and grip plates are bonded to the
• Aluminum-alloy skin blade roots to add structural integrity at the
point where the blades are attached to the
• Aluminum-alloy honeycomb pitch-change bearings in the yokes.
• Aluminum trailing-edge strip
Balance weights are added to each blade and pro-
• Doublers vide chordwise balancing. The end plate and bal-
• Grip plate ance screws provide spanwise balancing.
• Balance weights The trailing-edge pitch horn provides the cor-
• End cap rect location and lever action for attachment
to the tail rotor pitch-change mechanism.
• Balance screws
• Pitch horn For optimum performance, tail rotor blades in-
corporate symmetrical high-lift airfoils at the
The tail rotor blade structure is shown in root that taper down to thinner asymmetrical
Figure 12-3. high-speed airfoils at the tip. The airfoils in-
clude provisions for electronic “tracking.”
ALUMINUM-ALLOY
TRAILING-EDGE
SKIN
STRIP
ALUMINUM-ALLOY
HONEYCOMB
DOUBLERS
END CAP
BALANCE
WEIGHTS
BLADE GRIP
BALANCE
BOLT HOLES
SCREWS
STAINLESS-STEEL
SPAR
GRIP
PLATE
Figure 12-3. Tail Rotor Blade Structure

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PITCH-CHANGE crosshead assembly is attached to the outboard

end of the push/pull tube by means of a bear-
MECHANISM ing/retainer that allows the crosshead to rotate
with the tail rotor. Pitch links attach between the
The tail rotor pitch-change mechanism con- crosshead and the pitch horns on each tail rotor
verts pilot movements of the tail rotor flight blade to convert the in-and-out movement of the
control pedals into a collective pitch change of crosshead into a collective pitch change of the
the tail rotor blades. This collective pitch change tail rotor blades.
increases or decreases tail rotor thrust as re-
quired for flight control. The tail rotor thrust,
acting at the end of the tail boom “arm,” effec-
tively counteracts the torque of the main rotor.
PROTECTIVE DEVICES
Two tail rotor protective devices are included
The components of the tail rotor pitch-change as part of the tail rotor system. These are the
mechanism are as follows: static stops and the counterweight assemblies
(Figure 12-5).
• Tail rotor flight control push/pull tube
• Crosshead and bearing assembly COUNTERWEIGHT ASSEMBLY
• Pitch links (2)

• Pitch horns (2)
Figure 12-4 shows the tail rotor pitch-change
mechanism.
CROSSHEAD
STATIC STOP
Figure 12-5. Tail Rotor Protective

Devices
STATIC STOP
The static stop is splined to the tail rotor mast just
above the trunnion and prevents excessive flap-
ping of the tail rotor while static (not rotating).
PITCH HORN PITCH LINK

COUNTERWEIGHT
ASSEMBLIES
Figure 12-4. Tail Rotor Pitch-Change
Mechanism The counterweight assemblies are provided to
relieve strain on the crosshead/bearing assem-
The tail rotor flight control push/pull tube, con- bly during periods of high tail rotor thrust loads,
nected to the tail rotor flight controls, moves in such as hovering. The counterweight assemblies
and out within the rotating tail rotor mast. The

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also prevent “wandering” of the pitch-change blades is offset by an approximately equal

mechanism in the event the pilot experiences amount of centrifugal force from the coun-
a loss of tail rotor flight control movement. terweights.
The counterweight assemblies include the fol-

lowing:
MALFUNCTIONS
• Counterweight bellcranks (2)
While extremely rare, tail rotor system mal-
• Counterweight support
functions have occurred. It is importatnt that
• Counterweight links (2) the pilot have a thorough understanding of
these possible malfuntions so that proper and
Two counterweight bellcranks are located one rapid corrective action can be taken. Section
on each side of the crosshead. Each bellcrank 3 of the RFM provides extensive discussion of
clevis is connected to the counterweight sup- three tail rotor system malfunctions:
port by means of a counterweight link.
• Complete loss of tail rotor thrust
As the crosshead moves in response to tail • Tail rotor fixed-pitch malfunction
rotor flight control movement, there are cor-
responding changes in blade pitch, tail rotor • Loss of tail rotor components
thrust, and dynamic forces exerted upon the
Loss of tail rotor effectiveness (LTE) has also
blades. The angular relationship between
become an area of increased concern, particu-
the counterweight bellcrank and the
larly in high-density altitude operations. In
crosshead changes as the crosshead moves.
some cases it may become a limiting factor in
The angle change results in a change in the
hovering or other maneuvers. The pilot should
amount of centrifugal force generated by the
become familiar with the Critical Relative Wind
weights on the ears of the bellcranks. The
Azimuth chart and the accompanying discussion
counterweight system is designed so that the
in the “Performance” section of the RFM.
amount of dynamic force exerted on the

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QUESTIONS
1. What type tail rotor is used on the 6. What materials are used in the con-
Bell 412? struction of the tail rotor blades?
A. Semirigid A. Bonded steel
B. Fully articulated B. Bonded aluminum alloy and fiber-
C. A semirigid tractor glass
D. A semirigid trator with a delta hinge C. Bonded aluminum alloy with a
stainless-steel leading-edge spar
2. What actions are allowed by the tail D. Molded fiberglass skin and honey-
rotor yoke flex-beams? comb
A. Independent blade pitch change
7. What is the purpose of the tail rotor
B. Independent blade flapping
crosshead assembly and pitch links?
C. Collective blade pitch change
A. To convert flight control movement
D. Collective blade flapping
to blade pitch change
B. To allow for independent pitch
3. What is the purpose of the tail rotor
change on each blade
blade grip plates and doublers?
C. To relieve strain on the rotor hub
A. To provide inertia weight for the during hovering
blades
D. To couple tail rotor pitch change
B. To ensure positive connection with- with the pilot’s collective
out movement between the yoke and
the blades
8. What is the purpose of the counter-
C. To strengthen the blade where it at- weight assemblies?
taches to the yoke
A. To reduce strain on the pitch-
D. To mount the spherical self-lubri-
change mechanism
cating pitch-change bearings
B. To prevent “wandering” in the event
of loss of tail rotor control
4. How does tail rotor blade pitch change
occur? C. To prevent “fixed pitch” tail rotor
malfunctions
A. About the spherical pitch-change
D. Both A and B
bearings in the yoke
B. As a result of the delta hinge and
9. Which of the following tail rotor condi-
the trunnion bearings
tions is more apparent during high den-
C. About the retainer bearings of the sity altitude operations?
crosshead
A. Complete loss of tail rotor thrust
D. As a result of counterweight move-
ment of the yoke B. Tail rotor fixed pitch
C. Loss of tail rotor effectiveness
5. How are the tail rotor and blades D. Loss of tail rotor components
balanced?
A. Chordwise
B. Spanwise
C. Electronically tracked
D. All the above

CHAPTER 13
HYDRAULIC POWER SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 13-1
GENERAL ............................................................................................................................ 13-1
FLIGHT CONTROL HYDRAULIC SYSTEMS.................................................................. 13-1
General........................................................................................................................... 13-1
Components ................................................................................................................... 13-2
Malfunctions................................................................................................................ 13-17
MAIN ROTOR BRAKE HYDRAULIC SYSTEM ............................................................ 13-20
General......................................................................................................................... 13-20
Operation ..................................................................................................................... 13-20
Rotor Brake Use .......................................................................................................... 13-20
Rotor Brake Malfunctions ........................................................................................... 13-20
QUESTIONS....................................................................................................................... 13-21

ILLUSTRATIONS
Figure Title Page
13-1 Hydraulic System Components.............................................................................. 13-2
13-2 No. 1 Flight Control Hydraulic System ................................................................. 13-3
13-3 No. 2 Flight Control Hydraulic System ................................................................. 13-4
13-4 Hydraulic Reservoirs.............................................................................................. 13-5
13-5 Hydraulic Pumps.................................................................................................... 13-5
13-6 Hydraulic System Schematic ................................................................................. 13-6
13-7 Remote Filter Clogged Indicator............................................................................ 13-7
13-8 Solenoid Valve Operation ...................................................................................... 13-9
13-9 Hydraulic System Cockpit Indicating Systems.................................................... 13-13
13-10 Dual Servoactuator Operation.............................................................................. 13-15
13-11 Single Servoactuator Operation ........................................................................... 13-16
13-12 Single Hydraulic System Dual Servoactuator Operation..................................... 13-18
13-13 Rotor Brake System ............................................................................................. 13-19

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CHAPTER 13
HYDRAULIC POWER SYSTEMS
INTRODUCTION
;
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The Bell 412 has three hydraulic systems. Two systems power the flight controls and
are referred to as the “flight control hydraulic systems.” The third system powers the
rotor brake. The wheeled landing gear kit, if installed, includes a fourth hydraulic sys-
tem for the wheel brakes.
GENERAL FLIGHT CONTROL

The hydraulic system is comprised of two in- HYDRAULIC SYSTEMS
dependent systems identified as system 1 and
system 2. Each system has a reservoir, vari- GENERAL
able-delivery pump, integrated valve and fil-
ter assembly, accumulator, and check valves. The pitch change elastomeric bearings in the
Each pump is powered by a separate drive main rotor system resist flight control move-
quill driven by the transmission. The valve ment and cannot be moved without some form
and filter assembly contains filters, solenoid of assistance. In addition, in-flight dynamic
valves, and relief valves. forces, acting on both the main and tail rotor

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systems, cause strong feedback forces in the SNs 33108 and subsequent have NO. 1 HY-
cockpit flight controls. The No. 1 and No. 2 DRAULIC and NO. 2 HYDRAULIC caution
hydraulic systems provide assistance in mov- lights for separate system indication.
ing the flight controls and overcoming dy-
namic feedback forces. The majority of flight control hydraulic system
components, including the three dual servoac-
Hydraulic servoactuators, mounted between tuators, are located in the transmission pylon
the cockpit flight controls and the flight con- area. The single tail rotor servoactuator is located
trol linkages to the rotor system, provide the in the heater compartment (Figure 13-1).
pilot with the necessary mechanical advan-
tage to easily move the flight controls, while,
at the same time, dampen out dynamic feed-
back forces.
Main rotor flight controls incorporate three

dual servoactuators powered by both the No.
1 and the No. 2 hydraulic systems. Two of the
servoactuators are used for cyclic control, and
one servoactuator is for collective control.
The tail rotor flight controls incorporate a
fourth single actuator powered only by the
No. 1 hydraulic system.
Each hydraulic system is totally separate and

independent from the other system, and each
NO. 1 INTEGRATED VALVE AND
dual servoactuator has a separate actuation FILTER ASSEMBLY
section for the hydraulic fluid from each sys-
tem (Figures 13-2 and 13-3).
COMPONENTS
General
Each hydraulic system consists of a reservoir,
a pump, an integrated valve and filter assem-
bly, plumbing, and portions of the servoactu-
ators. The HYDR SYS switches, using 28
VDC routed through the HYDR SYS circuit
breakers, turn each system on and off. Each
system has its own temperature and pressure
gage. On Bell SNs 33001 through 33107, a sin- TAIL ROTOR SERVOACTUATOR
gle HYDRAULIC caution light provides cock-
pit indication of either system’s malfunctioning.
Figure 13-1. Hydraulic System
Components

15 15 15 15
OIL 10 OIL 10
10 10
5 T °C P5
P5 5 T °C P5
P5
0 X10 X10 0 X10 X10
-5 0 -5 0
RESERVOIR
TEMPERATURE BULB
PUMP
yy
;;
;;
yy
TAIL ROTOR SERVO
yy
;;
;;
yy
NO. 1 NOTE:
HYDRAULIC THE NO. 2 SYSTEM IS SIMILAR EXCEPT
THAT IT HAS NO TAIL ROTOR SERVO.
PRESSURE
ACCUMULATOR
COLLECTIVE
SERVO
RIGHT CYCLIC
SERVO
PRESSURE
TRANSMITTER
INTEGRATED VALVE/FILTER
ASSEMBLY
LEFT CYCLIC SERVO TEST FITTING
HYDR SYS STEP ROTOR FORCE HYDR SYS

NO. 1 RPM NO. 2
ON RAISE AUDIO O ON
M N
I O
S F
C F O
OFF STOW OFF F OFF
F
+
Figure 13-2. No. 1 Flight Control Hydraulic System

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1 2
1. HYDRAULIC PUMP
2. RESERVOIR
3. PRESSURE TRANSMITTER
4. ACCUMULATOR
5. INTEGRATED VALVE AND FILTER ASSEMBLY
6. COLLECTIVE FLIGHT CONTROL CYLINDER
7. PRESSURE-OPERATED CHECK VALVE
8. CYCLIC FLIGHT CONTROL CYLINDER
9. PRESSURE-OPERATED CHECK VALVE
10. INLINE CHECK VALVE
11. GROUND TEST FITTINGS
15
14 12. CYCLIC FLIGHT CONTROL CYLINDER
13. THREE-WAY, TWO-POSITION,
3 PRESSURE-OPERATED VALVE
14. HYDRAULIC CHECK VALVE
15. PULSATION DAMPER
4
13
5
12
10
11
Figure 13-3. No. 2 Flight Control Hydraulic System

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Reservoirs
The hydraulic reservoirs are mounted on the
cabin roof forward of the main transmission.
Fluid-level sight gages on the outboard side
of each reservoir can be viewed through holes
in the swash plate area cowling. Hydraulic
fluid from each reservoir flows by gravity to
the associated pump (Figure 13-4).
Figure 13-5. Hydraulic Pumps
open to the SYS PRESS outlet of the module

but can be electrically energized to OFF po-
sition by means of the HYDR SYS NO. 1and
HYDR SYS NO. 2 switches.
In normal operation of each system, hydraulic

fluid is supplied from non-pressurized reser-
voirs by gravity feed and suction to a trans-
Figure 13-4. Hydraulic Reservoirs mission driven pump. The pumps are variable
delivery types with internal pressure com-
Hydraulic Pumps pensation, preset to provide 1000 ± 25 psi
output pressure at operating rpm, according to
Both hydraulic pumps are driven by the main system demands.
transmission with the No. 1 system pump, lo-
cated on the right side of the transmission
sump, and the No. 2 system pump, located on Integrated Valve and Filter
the front of the transmission, at the same level Assembly
as the main drive shaft. Pump output is deliv-
ered to the module and passes through the Hydraulic system 1 (See Figure 13-2) and sys-
pressure filter. A relief valve in the module tem 2 (Figure 13-3) have separate integrated
guards the system against excessive pressure, valve and filter assemblies. System 1 assem-
being set to open at 1100 psi. The system bly is located in the center of compartment
solenoid valve is normally de-energized and below transmission. System 2 assembly is lo-

15 15
10 OIL 10
NO. 1
5
T
0
P 5
-5 0
HYDRAULIC
TO ACTUATORS
TEMP TEMP RETURN

SW XMIT
RESERVOIR
(750 PSI MIN) PRESSURE
OPERATED
SHUTOFF
VALVE
PUMP PRESS
XMIT
PRESS
SW
FILTER INTEGRATED
BYPASS VALVE AND FILTER
ASSEMBLY
PRESS SOLENOID RETURN
FILTER VALVE FILTER
RELIEF
VALVE
LEGEND
ON SUPPLY
HYDR SYS
NO. 1 PRESSURE
SWITCH
RETURN
OFF
NO. 2 HYD
PRESS SW
(650 PSI)
SYSTEM RELIEF VALVE PRESSURE-OPERATED FILTER BYPASS RELIEF VALVE

CRACK 1100 PSI SHUTOFF VALVE CRACK 100 PSI
RESET 1065 PSI FULL OPEN BY 750 PSI RESET 65 PSI
FULL FLOW 1400 PSI FULL CLOSED BY 600 PSI FULL FLOW 160 PSI
Figure 13-6. Hydraulic System Schematic
cated on the left side of compartment. Each as- flow in either direction in event of system
sembly is comprised of a valve body with the failure. The pressure and return filters are
following components installed: Pressure fil- completely separate. Each filter is provided
ter, return filter, pressure relief valve, thermal with an indicator button which extends at 70
relief valve, return shutoff valve, clogged fil- psi differential pressure across the filter. This
ter indicators, clogged filter switch, and a indicator gives a visual indication of filter
solenoid -operated valve which allows fluid to clogging. The indicator button described above

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trips an electrical switch on the integrated valve to directly connect pressure port to return
valve and filter assembly which causes an in- port to prevent hydraulic lock within system 1.
dicator located in helicopter nose compart-
ment to change from green to red. The indicator Operation of the corresponding valve in sys-
is visible through the right nose window. tem 2 is the same except the pilot positions
HYDR SYS NO. 2 switch to OFF. Each valve
The system pressure relief valve opens at 1,100 and filter assembly has two red indicator but-
psi to allow fluid to return to reservoir. tons for the two filters, and is also electrically
connected to a remote warning indicator lo-
The return shutoff valve is pressure operated. cated in the cabin nose (visible through the
When system pressure decreases, the shutoff right nose window) forward and below pedestal
valve closes to maintain pressure in cyclic, col- of the pilot station. If any of the four filters be-
lective, and directional servo actuators. comes clogged enough to cause a differential
pressure of 70± 10 psi (483 ± 69 kPa) across
The thermal relief valve prevents damage to the element, this differential pressure will
hydraulic system components due to excessive cause the adjacent red button to extend and the
pressure buildup by trapped hydraulic fluid remote indicator to change from green to red.
when helicopter is not operating. The remote indicator will remain red, and the
red button will remain extended until the
The solenoid operated system bypass valve is clogged filter element is cleaned or changed
normally de-energized. In the event of failure and both indicators are reset. The remote in-
of system 1, the pilot can position HYDR SYS dicator is intended to provide an impending by-
NO. 1 switch to OFF. This will cause bypass pass indication.
Figure 13-7. Remote Filter Clogged Indicator

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Pressure Relief Valve respective solenoid valve to divert pressure

fluid to the return filter and back to the reser-
Fluid exiting the pressure filter is directed to voir. With one system switched off, loss of hy-
the solenoid valve past a pressure relief valve, draulic pressure in the switched-off system
which vents pressure in excess of 1,100 psi to allows that system’s pressure switch to close,
the reservoir. breaking the electrical power supply circuit to
the other hydraulic system’s HYDR SYS
switch and disabling operation of the other sys-
Solenoid Valve tem’s solenoid valve (Figure 13-8, Sheet 2).
The solenoid valve controls hydraulic system
operation. When open, the valve allows pres- With one hydraulic system switched off, the
surized fluid to be directed to pressure sens- other system’s HYDR SYS switch can be po-
ing, the return fluid shutoff valve, and the sitioned to OFF, but without electrical power
servoactuators. When closed, the valve di- its solenoid valve does not close and the sys-
verts pressurized fluid back to the reservoir tem remains on. The electrical cross-connec-
through the return filter. Each solenoid valve tion of one hydraulic system through the other
is spring-loaded to open (on) and is separately system’s pressure switch is referred to as an
controlled by the associated HYDR SYS “electrical interlock” and was specifically de-
switch on the center pedestal. signed into the systems to prevent the pilot
from switching both systems off in flight.
Each solenoid valve is powered independently
by 28 VDC power routed through a HYDR Likewise, if both hydraulic systems are on
SYS circuit breaker. Electrical power for each and operating normally and one system loses
valve’s switch is provided through the other pressure, the remaining system cannot be
hydraulic system’s pressure switch. When a turned off because the pressure loss in one
hydraulic system is on, no electrical power is system disables the other system’s HYDR
applied to the solenoid valve, and the spring SYS switch (Figure 13-8, Sheet 3).
holds the valve open.
If an operating hydraulic system is switched off
When a system is switched off, electrical intentionally and then the other hydraulic system
power is applied to the associated solenoid loses pressure, the switched-off system comes
valve and overcomes the spring to close the back on. This results from the pressure switch of
valve. When the system is switched on, elec- the failing system disabling the solenoid valve
trical power is removed from the solenoid switch of the shutoff system and allowing the
valve, and the spring moves the valve to open. spring-loaded solenoid valve to open.
Because the helicopter cannot be safely con- Proper operation of the solenoid valve elec-
trolled in flight without hydraulic power, an trical interlock system is checked during the
electrical interlock is provided between the two systems check portion of the “Normal
hydraulic systems’ control switches to ensure Procedures” checklist in the RFM. The pres-
that both systems cannot be turned off at the sure switches in each valve and filter also pro-
same time. vide for illumination of the HYDRAULIC
caution panel lights.
The interlock system is achieved by routing DC
power for each solenoid valve through the Pressure Sensing
other hydraulic system’s pressure switch
(Figure 13-8). Pressure sensing within the integrated valve
and filter assemblies consists of pressure
With both HYDR SYS switches in ON and switches, pressure transmitters, and return
both hydraulic systems operating normally, fluid shutoff valves.
either system may be switched off, causing the

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NO. 1 DC ESSENTIAL BUS CONDITION: NO. 2 DC ESSENTIAL BUS

BOTH SYSTEMS ON
NO. 1 HYDRAULIC NO. 2 HYDRAULIC

SYSTEM SYSTEM
NO. 1 LEGEND NO. 2

HYDRAULIC NO. 1 PRESSURE HYDRAULIC
SYSTEM SYSTEM
SWITCH NO. 2 PRESSURE SWITCH
ON OFF ON OFF
NO. 1 NO. 2
HYDRAULIC HYDRAULIC
NO. 2 NO. 1
HYDRAULIC HYDRAULIC
SYSTEM SYSTEM
PRESSURE PRESSURE
SWITCH SWITCH
RETURN RETURN
F P
F P R U
R U
NO. 1 O M NO. 2
O M M P
M P
TO
SERVOS
Figure 13-8. Solenoid Valve Operation (Sheet 1 of 3)

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CONDITION:
NO. 1 DC ESSENTIAL BUS NO. 2 SYSTEM NO. 2 DC ESSENTIAL BUS
SWITCHED OFF

SYSTEM SYSTEM
NO. 1 LEGEND NO. 2

SYSTEM SYSTEM
ON OFF ON OFF
NO. 1 NO. 2
HYDRAULIC HYDRAULIC
NO. 2 NO. 1
HYDRAULIC HYDRAULIC
SYSTEM SYSTEM
PRESSURE PRESSURE
SWITCH SWITCH
RETURN RETURN
F P
F P R U
R U
NO. 1 O M NO. 2
O M M P
M P
TO
SERVOS

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CONDITION:
NO. 1 DC ESSENTIAL BUS NO.2 SYSTEM FAILED NO. 2 DC ESSENTIAL BUS

SYSTEM SYSTEM
NO. 1 LEGEND NO. 2

SYSTEM SYSTEM
ON OFF ON OFF
NO. 1 NO. 2
HYDRAULIC HYDRAULIC
NO. 2 NO. 1
HYDRAULIC HYDRAULIC
SYSTEM SYSTEM
PRESSURE PRESSURE
SWITCH SWITCH
RETURN RETURN
F P
F P R U
R U
NO. 1 O M NO. 2
O M M P
M P
TO
SERVOS

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The pressure switches close if the associated additional filtering. A bypass is incorporated
system pressure drops below 650 psi. The in the return filter to allow returning fluid to
pressure switches disable the HYDR SYS bypass the filter should it become clogged. The
switch circuit of the other system and also il- return filter also has a red pop-up button that
luminate the HYDRAULIC caution panel light activates if the filter is bypassed, causing the
when system pressure drops below 650 psi. The remote “chin” window filter clogged indica-
HYDRAULIC caution lights may also be ac- tor to change from green to red.
tivated by high hydraulic fluid temperature.
Used hydraulic fluid, exiting the filter, leaves
Separate pressure transmitters sense each sys- the integrated valve and filter assembly
tem’s pressure and display it in psi on the ap- through external lines and is directed back to
propriate temperature and pressure gages a fitting at the entrance to the reservoir. The
(Figure 13-9). Each transmitter uses 26.5 VAC fitting includes a temperature bulb and a tem-
power routed through a HYDR PRESS circuit perature switch.
breaker on the overhead console.
Temperature Bulb
Return Fluid Shutoff Valve A temperature bulb, using 28 VDC power routed
Since pressurized hydraulic fluid also pro- through a HYDR TEMP circuit breaker, senses
vides lubrication for the servoactuators, a re- the temperature of each system’s hydraulic fluid
turn fluid shutoff valve is installed in each as it returns to the reservoir and displays the tem-
system to trap hydraulic fluid within the ser- perature in degrees celsius on the associated
voactuators if there is a loss of pressure from temperature and pressure gage.
the pumps.
There are no hydraulic fluid coolers, and the
Normal hydraulic system pressure, above 750 only cooling that occurs is from passage of hy-
psi, opens the spring-loaded-closed return draulic fluid through each system’s metal
fluid shutoff valve so that used fluid from the plumbing lines. Because the No. 2 system
servoactuators may return to the reservoir for pump turns faster than the No. 1 system pump
reuse. If system pressure drops below 750 psi, and does not feed the tail rotor servoactuator,
the spring closes the shutoff valve and traps No. 2 system fluid receives less cooling and
hydraulic fluid within the servoactuator plumb- indicates approximately 15° hotter than the No.
ing lines to provide lubrication and prevent 1 system fluid.
servoactuator binding.
Temperature Switch
Servoactuator Hydraulic Fluid A temperature switch, using 28 VDC power
Pressurized hydraulic fluid is directed out of from the caution panel, closes and illuminates
the integrated valve and filter assembly for use the HYDRAULIC caution panel lights if hy-
by the flight control servoactuators. Used fluid draulic fluid temperature exceeds 88°C.
is directed back to the integrated valve and fil-
ter assembly, where it is refiltered before being
sent back to the reservoir. Flight Control Servoactuators
Both dual-acting and single-acting servoactua-
tors (servos) are used in the flight control hy-
Return Filter draulic systems. The two cyclic and one collective
Used fluid reenters the integrated valve and fil- servos are dual-acting and are powered by both
ter assembly through one-way check valves the No. 1 and the No. 2 hydraulic systems. The
and, provided the return fluid shutoff valve is antitorque servo is single-acting and is powered
open, is directed through the return filter for by only the No. 1 hydraulic system.

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15 15 15 15
OIL 10 OIL 10
10 10
5 T °C P5
P5 5 T °C P5
P5
0 X10 X10 0 X10 X10
-5 0 -5 0
RESET
OIL PART SEP E TEST E PART SEP OIL
PRESSURE OFF OFF PRESSURE
N PNL BRT N
GOV
ENGINE
CHIP
GOV
MANUAL
G G MANUAL
ENGINE
CHIP
FUEL DC
1 LT DIM 2 DC FUEL
VALVE GENERATOR GENERATOR VALVE
NO. 1 FUEL NO. 1 GEN NO. 2 GEN NO. 2 FUEL

BOOST OVHT OVHT BOOST
NO. 1 FUEL NO. 1 AUTO C'BOX OIL XMSN OIL NO. 2 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 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
FDR SYS AUTOTRIM

FAIL
Figure 13-9. Hydraulic System Cockpit Indicating Systems

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Dual Servoactuators The upper servo, or No. 1 system servo, is at-

tached to the No. 2 servo cylinder housing
The three dual hydraulic servo actuators in and operates a piston within a cylinder that
cyclic and collective flight control systems is attached to the airframe near the top of the
are operated by both hydraulic systems. Two transmission. The upper end of the piston ex-
isolated sets of passages and piston chambers tends through the top end of the cylinder and
inside the servo actuators maintain integrity is attached to the main rotor flight control
of each system. In event of failure in one sys- linkage. The upper servo piston is moved up
tem, the remaining system will continue to or down within the airframe-mounted cylin-
operate the servoactuators. der by hydraulic fluid. Fluid flow is controlled
by a servo valve connected through a spring-
The directional control (anti-torque) system link assembly and lever to the flight controls.
servoactuator is operated by system 1 only;
therefore, system 1 has a larger rated volume As the pilot moves the flight controls, the upper
pump than system 2. servo valve is also moved in the corresponding
direction and directs pressurized hydraulic
fluid to the top or bottom of the airframe-
System 2 has a pulsation damper between mounted cylinder. This moves the piston and
pump and integrated valve and filter assembly. the servo up or down, with the movement being
System 1 does not have a pulsation damper transmitted to the main rotor linkage. Similar
(Figure 13-3). to the lower servo, when the upper servo has
moved up or down the same distance as the
Dual Servoactuator Operation lever moved the servo valve, the servo valve is
neutralized, the flow of pressurized fluid stops,
The lower servo (No. 2 system) moves a cylin- and movement of the servo ceases.
der around a piston attached to a control rod.
The lower end of the control rod is firmly at- With both servos mounted to the same hous-
tached to the airframe. The lower servo is ing and acting together in the same direction,
moved up or down on the control rod by hy- pilot movement of the cockpit flight controls
draulic fluid acting on the fixed piston. The results in equal movement of the main rotor
flow of hydraulic fluid is controlled by a servo control linkage, but with mechanical advan-
valve connected through a spring-link as- tage from both hydraulic systems.
sembly and lever to the flight controls.
Failure of one hydraulic system means that one
As the pilot moves the flight controls, the of the two servos is not powered. One-way
servo valve is moved in the corresponding di- check valves, a bypass valve controlled by the
rection and directs pressurized hydraulic fluid flight control lever, and the spring-link as-
to the top or bottom of the piston. The fluid semblies allow trapped fluid within the cylin-
moves the servo cylinder up or down on the der of the inoperative servo to pass back and
control rod.When the servo has moved the forth from one side of the associated pistons
same distance as the lever moved the servo to the other.
valve, the servo valve is neutralized, the flow
of pressure stopped, and movement of the
servo stops.

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NO. 1 SYSTEM CYLINDER
NO. 1 SYSTEM PISTON
UPPER AIRFRAME MOUNT
NO. 1 SYSTEM BYPASS VALVE
NO. 1 SYSTEM SERVO VALVE
NO. 1 SYSTEM RETURN
CHECK VALVES
CHECK VALVES
FILTER
SPRING-LINK ASSEMBLY
CONTROL
INPUTS
NO. 2 SYSTEM RETURN
NO. 2 SYSTEM PRESSURE

NO. 2 SYSTEM PISTON
NO. 2 SYSTEM CYLINDER LEGEND

RETURN FLUID
PRESSURE FLUID
TRAPPED FLUID
LOWER AIRFRAME MOUNT
NOTE:
NO FLIGHT CONTROL MOVEMENT IS SHOWN.
Figure 13-10. Dual Servoactuator Operation

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TO ROTOR FLIGHT CONTROL LINKAGE
CYLINDER
PISTON
LEGEND
RETURN FLUID
PRESSURE FLUID
TRAPPED FLUID
AIRFRAME MOUNT
NOTE:
NO FLIGHT CONTROL MOVEMENT IS SHOWN.
BYPASS VALVE SERVO VALVE
FILTER
CHECK VALVE
CHECK VALVE NO. 1 SYSTEM PRESSURE FLUID
NO. 1 SYSTEM RETURN FLUID
SPRING-LINK ASSEMBLY FLIGHT

CONTROL
INPUT
Figure 13-11. Single Servoactuator Operation

Single Servoactuator System Failure

The antitorque servo, powered only by the Hydraulic pump failure or loss of system fluid
No. 1 hydraulic system, operates a piston causes a system pressure loss which causes the
within a cylinder that is attached to the air- associated pressure switch to close and illu-
frame. The upper end of the piston rod is at- minate the appropriate caution light. Loss of
tached to the tail rotor flight control linkage. system pressure should be verified on the re-
The piston is moved up or down within the spective system’s pressure gage.
cylinder by hydraulic fluid controlled by a
servo valve connected through a spring-link Cyclic and collective flight control response is
assembly attached to the cockpit antitorque not affected by the failure of one hydraulic sys-
pedals (Figure 13-11). tem. However, failure of the No. 1 hydraulic sys-
tem causes detectable dynamic feedback forces
As the pilot moves the antitorque pedals, the when the antitorque pedals are moved and the
flight control linkage moves the servo valve yaw SAS becomes inoperative. The pilot should
in the appropriate direction to direct hydraulic l a n d a s s o o n a s p o s s i b l e , f o l l ow i n g t h e
fluid to the top or bottom of the servo cylin- “Hydraulic System Failure” procedures in
der. The pressurized fluid moves the piston up Section 3 of the RFM. If the No. 1 system fails
or down, with its movement being transmitted or is switched off, a run-on landing from a shal-
directly to the tail rotor control linkage. When lower-than-normal approach is recommended to
the servo has moved up or down the same dis- minimize tail rotor pedal movement.
tance as the servo was moved, the valve is
neutralized, the flow of pressurized fluid stops, Failure of one hydraulic system does not af-
and movement of the servo ceases. fect the remaining hydraulic system or oper-
ation of the dual servoactuators. Loss of
Since the tail rotor does not create significant hydraulic pressure on one system allows that
dynamic feedback forces, only a single servo system’s pressure-operated shutoff valve to
powered by the No. 1 hydraulic system is re- close, trapping hydraulic fluid with its ser-
quired. If the No. 1 system fails or must be voactuator loops. Since flight control inputs
switched off, the pilot can readily overcome move the servo valves and bypass valves of
any feedback forces encountered. However, a both systems, when a servo valve is moved, the
run-on landing is recommended to minimize operating hydraulic system moves the con-
tail rotor pedal movement. trol rod while the failed system, due to its
moved bypass valve, allows trapped hydraulic
fluid to pass from one side of its piston to the
MALFUNCTIONS other (Figure 13-12).
General
Loss of a hydraulic system is a serious mal-
High Hydraulic Fluid Temperature
function and may result from either a pump Excessive hydraulic system fluid temperature
failure or a loss of fluid. Excessive hydraulic (above 88°C) closes the associated tempera-
fluid temperature requires that the affected ture switch and illuminates the associated HY-
hydraulic system be turned off, resulting in the DRAULIC caution panel light. Excessive
loss of a system. hydraulic fluid temperature should be veri-
fied on the affected system’s temperature gage.
Dual flight control hydraulic systems provide
the required safety to allow the helicopter to High system temperature does not normally af-
be flown to an area where a safe landing can fect cockpit flight control response. However,
b e m a d e i f o n e h y d r a u l i c s y s t e m s fa i l s . the affected system should be switched off
However, the helicopter cannot be controlled and RFM procedures for a failed hydraulic
without hydraulic assistance; therefore, loss system followed.
of a hydraulic system requires landing as soon
as possible.
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TO ROTOR SYSTEM
UP MOVEMENT
NO. 1 SYSTEM CYLINDER
NO. 1 SYSTEM PISTON
UPPER AIRFRAME MOUNT
NO. 1 SYSTEM BYPASS VALVE
NO. 1 SYSTEM SERVO VALVE
CHECK VALVES
CHECK VALVES
FILTER
SPRING-LINK ASSEMBLY
CONDITIONS:
NO. 2 SYSTEM FAILED,
NO. 2 SYSTEM PRESSURE,
UP NO. 2 SYSTEM RETURN,
FLIGHT NO. 1 SYSTEM POWERED,
CONTROL UP MOVEMENT SHOWN
INPUT
NO. 2 SYSTEM PISTON
NO. 2 SYSTEM CYLINDER LEGEND

NO. 1 SYSTEM RETURN
NO. 1 SYSTEM PRESSURE

NO. 2 SYSTEM TRAPPED FLUID
LOWER AIRFRAME MOUNT
NOTE:
UP FLIGHT CONTROL MOVEMENT IS SHOWN.
Figure 13-12. Single Hydraulic System Dual Servoactuator Operation

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ROTOR BRAKE (2)
A MICROSWITCH
BRAKE DISC
A
BRAKE
MASTER ASSEMBLY
CYLINDER
Figure 13-13. Rotor Brake System

MAIN ROTOR BRAKE each pad closes and illuminates a ROTOR

BRAKE warning light on the caution panel.
HYDRAULIC SYSTEM The ROTOR BRAKE warning lights remain il-
luminated until the brake pads are in the fully
retracted position.
GENERAL
A single-disc rotor brake is installed on the left After use, the actuating handle is pulled aft and
side of the main transmission to provide rapid pushed up into the detent. This deactivates the
deceleration of the rotor systems after engine master cylinder and depressurizes the hydraulic
shutdown. The rotor brake system consists of fluid. Springs within the brake pad cylinders
a brake disc (driven by the transmission), a dual withdraw the pads and return them to the fully
brake assembly, a cockpit actuating lever, as- retracted positions. When the brake pads reach
sociated plumbing, and a warning light system. the retracted positions, the microswitches open
The rotor brake should only be activated at or and the warning lights extinguish.
below 40% N R . The two warning lights advise
the pilot if the rotor brake pads are extended ROTOR BRAKE USE
and the brake applied (Figure 13-12).
The rotor brake shall be used only when main
rotor rpm is at or below 40% and the engines
OPERATION are shut down. The rotor brake should never
The rotor brake actuating assembly consists be used in flight or during engine starting.
of a master cylinder, a reservoir, and an actu-
ating handle. The assembly is mounted in the When used, the rotor brake should be fully ap-
crew compartment roof just right of the over- plied and left on until the rotor has almost
head console. stopped and then fully released. The brake
should never be pumped because such opera-
Pulling down and pushing forward on the action may cause damage to the transmission
tuating handle pressurizes hydraulic fluid in quill gear. The operation of the rotor brake and
the master cylinder and directs the pressure the ROTOR BRAKE warning lights is checked
through external lines to the dual brake as- prior to engine starting.
sembly. A detent holds the handle in the fully
off position and prevents inadvertent lower-
ing of the handle and brake actuation. At full ROTOR BRAKE
throw of the handle an overcenter cam main- MALFUNCTIONS
tains the brake in the fully on position.
Failure of the rotor brake to operate after en-
In the dual brake assembly, pressurized fluid gine shutdown is not a problem since the rotor
is directed to two brake cylinders. The pres- can be safely allowed to coast to a stop.
surized fluid forces the brake pads against the
sides of the rotor brake disc, causing it to de- I n a d ve r t e n t i l l u m i n a t i o n o f t h e ROTO R
celerate the transmission quill gear and the BRAKE warning lights in flight is very seri-
rotor systems. ous since it may indicate that the brake pads
are extended. The pilot should check that the
As the brake pads move out of their fully re- rotor brake handle is fully retracted and in the
tracted position, a microswitch attached to detent. If the lights remain illuminated, the he-
licopter should be landed as soon as possible.

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QUESTIONS
1. How many independent hydraulic sys- 6. How is each electrical solenoid valve
tems are used on a Bell 412? controlled?
A. One A. By the associated HYDR SYS
B. Two switch on the center pedestal
C. Three B. By a pressure switch in the valve
D. Four and filter assembly
C. By the other hydraulic system’s
2. How many servos are used for main pressure switch
rotor system control? D. Both A and C
A. Two
7. How does a loss of electrical power af-
B. Three
fect the hydraulic system that is
C. Four switched off?
D. Five
A. The system comes back on.
B. There is no effect on the system.
3. How are the No. 1 and No. 2 hydraulic
pumps driven? C. The HYDRAULIC caution light il-
luminates.
A. Electrically from the essential buses
D. The hydraulic pressure gage indi-
B. Pneumatically by bleed air from the cates 0 psi.
engines
C. Mechanically by the N 1 section of 8. How does loss of pressure in one hy-
each engine draulic system affect the other hy-
D. Mechanically by the main transmis- draulic system?
sion
A. There is no effect on the remaining
hydraulic system.
4. Which statement concerning the hy-
B. The remaining system cannot be
draulic filters is correct?
switched off.
A. The return filter has a bypass, and C. The fluid return shutoff valve inter-
the pressure filter does not. connects both systems.
B. The pressure filter has a bypass, and D. The solenoid valves of both hy-
the return filter does not. draulic systems close.
C. Neither the pressure nor the return
filters have bypass capability. 9. What device illuminates the HY-
D. Both the pressure and the return fil- DRAULIC caution panel light?
ters have bypass capability.
A. The pressure switch at 650 psi
B. The solenoid valve as it opens
5. At what pressure does the pressure re-
lief valve open? C. The shutoff valve at 750 psi
D. The solenoid valve as it closes
A. 650 psi
B. 750 psi
C. 1,000 psi
D. 1,100 psi

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10. What is the purpose of the return fluid 14. Which flight control hydraulic servo is
shutoff valve? operated by only the No. 1 hydraulic
A. To shut off return fluid to the associ- system?
ated pump A. Right cyclic
B. To trap return fluid within the servo B. Left cyclic
loops C. Collective
C. To shut off return fluid at the D. Antitorque
solenoid valve
D. To trap return fluid within the return 15. Why is it important that the helicopter
filter land as soon as possible if the No. 1 hy-
draulic system fails?
11. How may the pilot check if any of the A. The helicopter becomes uncontrol-
hydraulic filters are clogged? lable if the No. 2 system fails.
A. Check the pop-up button on the top B. The No. 2 system also soon fails
of each filter. due to overheating.
B. Check the FILTER CLOGGED cau- C. Tail rotor servo loss prevents safe
tion panel light. control of the helicopter.
C. Check the remote indicator in the D. The flight controls freeze in ap-
pilot’s chin window. proximately fifteen minutes.
D. The HYDRAULIC caution light in-
dicates a clogged filter. 16. When should the rotor brake be used?
A. At any N R rpm but only after engine
12. What is the approximate hydraulic shutdown
fluid operating temperature difference
B. During engine starting in very high
between the No. 1 and No. 2 systems?
winds
A. There is no temperature difference. C. Only at or below 40% N R after en-
B. The No. 1 system operates 88° hot- gine shutdown
ter. D. Both B and C
C. The No. 1 system operates 15° hot-
ter. 17. How should the rotor brake be applied?
D. The No. 2 system operates 15° hot-
A. Fully on until the rotor is almost
ter.
stopped
B. Fully on until 15% N R rpm and then
13. What is the purpose of the temperature
fully off
switch?
C. Intermittent pumping until fully
A. To open the return fluid shutoff stopped
valve to the cooler
D. Any of the above
B. To open the reservoir interconnect
to equalize temperatures
C. To illuminate the HYDRAULIC
caution light at 88°C
D. Both A and C

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18. What condition illuminates the 20. What device allows the servos of a failed
ROTOR BRAKE caution panel lights? hydraulic system to function without in-
A. Moving the rotor brake handle out terfering with the operating servos?
of the OFF detent A. The pressure-operated shutoff valve
B. Rotor brake system pressure reach- B. The failed system’s servo valves
ing 600 psi C. The failed system’s bypass valves
C. Movement of the brake pads out of D. The servo’s spring-link assemblies
the retracted position
D. Loss of hydraulic pressure in the
rotor brake system
19. What action should the pilot take if a

ROTOR BRAKE caution panel light il-
luminates in flight?
A. Check that the actuating handle is in
the fully off detent.
B. Pull the RTR BRAKE circuit
breaker.
C. Land as soon as possible if the
lights remain illuminated.
D. Both A and C

CHAPTER 14
FLIGHT CONTROLS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 14-1
GENERAL ............................................................................................................................ 14-1
COCKPIT FLIGHT CONTROLS......................................................................................... 14-2
Automatic Flight Control System .................................................................................. 14-3
Collective Control System ............................................................................................. 14-7
Cyclic Control System................................................................................................. 14-12
Antitorque Control System.......................................................................................... 14-18
Force Trim System....................................................................................................... 14-19
AERODYNAMIC ELEVATOR SYSTEM.......................................................................... 14-23
General......................................................................................................................... 14-23
Operation ..................................................................................................................... 14-23
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) .................................................... 14-23
General......................................................................................................................... 14-23
Modes of Operation ..................................................................................................... 14-26
Components ................................................................................................................. 14-26
Operation ..................................................................................................................... 14-31
Auto Trim System Operation....................................................................................... 14-37
AFCS Malfunctions..................................................................................................... 14-38
QUESTIONS....................................................................................................................... 14-43

ILLUSTRATIONS
Figure Title Page
14-1 Flight Control Systems........................................................................................... 14-2
14-2 Autopilot Computers.............................................................................................. 14-3
14-3 3-Axis Autopilot Controller Panel ......................................................................... 14-4
14-4 Air Data Command Display................................................................................... 14-4
14-5 Detent Switch Caution Lights ................................................................................ 14-5
14-6 3-Axis DAFCS Schematic ..................................................................................... 14-6
14-7 Collective Flight Control System........................................................................... 14-7
14-8 Main Rotor Controls (Collective) .......................................................................... 14-9
14-9 Collective Control Pitch Change Movement
(Up Collective Movement Shown) ...................................................................... 14-10
14-10 Collective Friction and Downlock Systems......................................................... 14-11
14-11 Collective Head and Engine Throttle Friction ..................................................... 14-11
14-12 Cyclic Control System ......................................................................................... 14-13
14-13 Mixing Unit.......................................................................................................... 14-14
14-14 Main Rotor Controls (Cyclic) .............................................................................. 14-16
14-15 Cyclic Control Pitch Change Movement
(Forward Cyclic Movement Shown).................................................................... 14-17
14-16 Cyclic Friction ..................................................................................................... 14-18
14-17 Tail Rotor Pedals.................................................................................................. 14-19
14-18 Antitorque Flight Control System........................................................................ 14-20
14-19 Force Trim System............................................................................................... 14-21
14-20 Aerodynamic Elevator ......................................................................................... 14-24
14-21 AFCS Components .............................................................................................. 14-25
14-22 Helipilot Control Panel ........................................................................................ 14-26

14-23 Helipilot Computers............................................................................................. 14-27

14-24 TARSYNs ............................................................................................................ 14-27
14-25 Control Rod Actuators ......................................................................................... 14-28
14-26 Actuator Position Indicator Panel ........................................................................ 14-28
14-27 Attitude Trim System........................................................................................... 14-29
14-28 Auto Trim System................................................................................................ 14-30
14-29 Control Motion Transducers (Cyclic and Antitorque) ......................................... 14-32
14-30 SAS Mode Operation........................................................................................... 14-34
14-31 ATT Mode Operation........................................................................................... 14-36
14-32 AFCS Hardover.................................................................................................... 14-40
TABLES
Figure Title Page
14-1 AFCS Malfunctions ............................................................................................. 14-42

CHAPTER 14
FLIGHT CONTROLS
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INTRODUCTION
The Bell 412 flight controls include standard cyclic, collective, and antitorque cockpit
flight controls to provide directional, vertical, and yaw control of the helicopter. An aero-
dynamically actuated elevator provides increased longitudinal stability and CG range.
GENERAL A full-time three-axis automatic flight control

system (AFCS) provides increased stability
All cockpit flight controls are hydraulically as- and reduces pilot workload in the pitch, roll,
sisted to eliminate dynamic rotor feedback forces and yaw axes. An optional flight director sys-
and overcome elastomeric bearing resistance. tem may be installed and coupled to the AFCS
system to provide true autopilot capability
above 60 KIAS. See Chapter 18, “Kits and
NOTE Accessories,” for additional information on the
The helicopter cannot be flown with- flight director system.
out hydraulic assistance.
Cockpit flight controls, connected to push-
pull rods, bellcranks, AFCS actuators, and
See Chapter 13, “Hydraulic Power Systems,” for hydraulic servoactuators, transmit pilot move-
additional information on the hydraulic system. ments directly to the rotor systems.

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Force trim systems on the cyclic and anti- COCKPIT FLIGHT

torque cockpit controls provide control posi-
tioning and artificial feel. Friction systems CONTROLS
on the cyclic and collective cockpit controls
allow pilot adjustment for desired stiffness. A The cockpit flight controls include the col-
collective downlock is also provided. lective, the cyclic stick, and the antitorque
pedals and their associated friction, down-
Figure 14-1 illustrates the flight control systems. locks, and force trim systems.
LEGEND
COLLECTIVE FLIGHT CONTROL SYSTEM
CYCLIC FLIGHT CONTROL SYSTEM
ANTITORQUE FLIGHT CONTROL SYSTEM
AERODYNAMIC ELEVATOR SYSTEM
Figure 14-1. Flight Control Systems

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AUTOMATIC FLIGHT Prior to any discussion of the basic Bell 412EP

CONTROL SYSTEM DAFCS, it is essential that the pilot first read
and thoroughly understand basic Bell 412
(AFCS) flight control and AFCS information, opera-
tion and use provided in Chapter 14, Flight
General Controls, and AFCS, of the Bell 412 Pilot
Although a full-time 3-axis automatic flight Training Manual (PTM).
control system (AFCS) was standard equip-
ment on all previous Bell 412 helicopters, the Information on the four optional upgrades to
AFCS utilized primarily analog technology the basic Bell 412EP’s DAFCS is provided in
Helipilot computers and required an optional the Chapter 18, Kits and Accessories, section
flight director to provide autopilot capability. of this addendum.
The new 3-axis digital automatic flight control Basic 3-axis DAFCS
system (DAFCS), also referred to as the
Honeywell SPZ-7600 integrated flight control Components
system (IFCS), installed as standard equipment Components of the basic 3-axis DAFCS include:
on the Bell 412EP, utilizes improved digital
technology and includes internal flight director Autopilot Computers
capability as an integral part of each of the two
DAFCS computers which are sometimes re- Two digital automatic flight control comput-
ferred to as digital flight control computers. ers are located in the Bell 412EP’s left aft
avionics bay, just forward of the tail boom at-
There are four optional upgrades for the new t a c h m e n t b u l k h e a d a n d a r e n ow c a l l e d
DAFCS. These include: Autopilot (AP) computers. They are improved
versions of Helipilot (HP) computers used in
• Dual flight directors previous model Bell 412s.
• 4-axis DAFCS with dual flight direc-
tors
• Electronic flight instrument system
(EFIS)
• 4-axis DAFCS, with EFIS and dual flight
directors, combined with integrated
search and rescue (SAR) auto-approach,
auto-hover and auto-takeoff capabilities.
Operational differences between the AFCS
installed on previous models of the Bell 412
and the new DAFCS installed on Bell 412EPs
are discussed on the following pages. Basic
Bell 412EP mechanical flight controls and
their operation remain unchanged from pre-
vious model Bell 412s. Figure 14-2. Autopilot Computers

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The new Autopilot computers now employ AFCS Actuator Position

digital technology and each contains and in- Indicator Panel
tegrated flight director computer, which was
previously an optional, separate, single shared Often called the API panel, this panel is the
flight director computer (Figure 14-2). same as in previous Bell 412s and displays the
positions of the DAFCS flight control rod
Autopilot computer 1 (AP1) is referred to as the actuators. The three display windows, labeled
copilot’s AP computer and autopilot computer 2 “YAW, ROLL and PITCH,” continuously show
(AP 2) is referred to as the pilot’s AP computer. the positions of the control rod actuators for AP1
Both AP computers are operated from a new... only. AP2 actuator positions can be displayed in
the windows by holding down the SYS 2 button
switch on the left side of the panel.
3-Axis Autopilot Controller Panel
The new 3-axis autopilot controller panel, lo- Air Data Command Display
cated on the center pedestal, replaces the pre-
vious Helipilot Control panel (Figure 14-3). The AL-300 air data command display is a
new instrument mounted on the left side of the
pilot’s instrument panel, between the standby
attitude indicator and the triple tachometer. It
displays various error codes and conditions
during the DAFCS preflight self-test operation
and is capable of displaying numerous other
information depending upon DAFCS options
installed. A list of Digital AFCS Error Codes
Figure 14-3. 3-Axis Autopilot is contained in Table 3-3 of “Section 3” of the
Controller Panel RFM (BHT-412-FM-4). Also see Figure 14-
The 3-axis autopilot controller panel provides 4, Air Data Command Display.
the following DAFCS control switches:
Caution Panel and
• AP1 and AP2 switches to turn the au-
topilot computers ON/Off. Advisory Lights
• A SAS/ATT switch which allows switch-
ing between SAS and ATT modes of
DAFCS operation.
• A TEST switch which activates the au-
tomatic preflight self-test mode of the
.
DAFCS system.
• A T R I M / F D s w i t c h w h i c h a l l ow s
switching between the AP1 and AP2
computers to determine which AP will
perform the preflight self test functions.
The TRIM/FD switch also provides ad-
ditional functions when the dual flight Figure 14-4. Air Data Command Display
director options are installed.
A CPL switch which is not used in the basic 3-axis
system unless the flight director option is installed.

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The single AFCS caution panel light on ear- Tail Rotor (Antitorque) Control Rod
lier Bell 412s has been replaced by two new Actuator
caution panel lights labeled “NO. 1 AU-
TOPILOT” and “NO. 2 AUTOPILOT.” Failure A second series control rod actuator has been
of either autopilot will cause its respective added to the tail rotor mechanical flight con-
caution panel light to illuminate. trol rod. This second actuator is controlled
and activated by AP2. However, in the 3 Axis
An AUTOTRIM caution panel light has been DAFCS, the yaw channel still functions as
added. The AUTOTRIM caution panel light SAS mode only, regardless of DAFCS opera-
will illuminate any time autotrim is inopera- tional mode, ATT or SAS, selected.
tive or has been disabled.
Added Control Motion Transducers
Two new, four-segment, advisory caution A second control motion transducer has been
lights have been added to the pilot”s and copi- added to the tail rotor and collective
lots instrument panels above their respective mechanical flight control system to provide
ADIs or EADIs. The letters P, R, Y and C, flight control movement information to AP2 so
each in their own individual segment of the that AP2 can properly operate its yaw channel
lights, will illuminate to indicate an open pitch control rod actuator. The collective control
roll or yaw autotrim detent switch in their re- motion transducers are not utilized by the 3-
spective channel. In the 3-axis DAFCS, only axis DAFCS.
the P and R caution light segments are active.
All four segments are active in the 4-axis Standard Bell 412 Equipment
DAFCS only (Figure 14-5).
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
P R copilot’s cyclic sticks.
Y C DAFCS Operation
Basic 3-axis DAFCS operation in the SAS and
ATT modes remains unchanged from previ-
Figure 14-5. Detent Switch Caution ous Bell 412s with the following exceptions:
Lights
• If the force trim system is OFF when the
The FT OFF and DCPL two-segment caution APs are switched on, the DAFCS will
come up in SAS mode rather that ATT.
light, previously mounted on the pilot’s
instrument panel above the flight director mode • Turning the force trim switch OFF will
selector panel, has been moved to above the disable autotrim and cause the AU-
pilot’s ADI, and another identical light has been TOTRIM caution panel light and FT OFF
added above the copilot’s ADI. The FT OFF instrument panel lights to illuminate.
caution light function remains unchanged from • Separate yaw rate gyros provide infor-
previous model 412s and will illuminate anytime mation to each AP computer for yaw
the FORCE TRIM switch on the center pedestal SAS mode operation.
is switched OFF. The DCPL caution light is
functional only on those 412s with the flight Figure 14-6 provides an additional view of 3-
director option installed. axis DAFCS components and operation.

14-6
TO TARSYN-H
THREE AXIS TO COPILOT ATTD DISPLAYS TO PILOT ATTD DISPLAYS
REF NO. 2
TARSYN-H
CS-412 NO. 1 NO. 2 THREE AXIS
REMOTE REF NO. 2
TO TARSYN H AL-300 FD SEL
COMPENSATOR THREE AXIS (PC-700)
AIR DATA

REF NO. 1 DISPLAY
ACTUATOR POSITION INDICATOR

FX-220
FLUX FROM
FX-220
VALVE CS-412
FLUX
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 CONTROL POSITION POTENTIOMETERS PITCH
FD SEL
FTR
(PC-700) ANTI-TORQUE
CYCLIC P1 P2 PEDALS
BEEP
ROLL
PITCH TRIM CYCLIC R1 R2
ACTUATOR CONTROL
COLLECTIVE STICK
CONTROL
Y1 Y2 YAW
ROLL TRIM STICK
ACTUATOR CONTROL
RODS
C1 C2
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JUNE 1999
Figure 14-6. 3-Axis DAFCS Schematic

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COLLECTIVE CONTROL The collective flight controls, located on the

SYSTEM left side of each pilot’s seat, are attached
through the cockpit floor to a common jack-
shaft which activates the collective servoac-
General tuator through control tubes and bellcranks.
The collective control system (Figure 14-7) si- The servoactuator connects to the outboard
multaneously changes all main rotor blade end of the collective lever mounted on top of
pitch angles the same amount in the same di- the main transmission.
rection to increase or decrease the total amount
of lift produced by the main rotor. The resul- The collective lever pivots at midpoint and con-
tant rotor lift, which acts perpendicular to the nects to the collective sleeve at its inboard end.
main rotor tip-path plane, determines the al- Cockpit collective flight control movement
titude of the helicopter in flight. results in opposite direction movement of the
collective sleeve.
1. PILOT COLLECTIVE STICK

2. THROUGH-FLOOR BOOT
3. JACKSHAFT TUBE
4. CONTROL TUBES
5. BELLCRANKS 7
6. COLLECTIVE SERVOACTUATOR
7. COLLECTIVE LEVER
4
5
5
4
4
1
2
3
Figure 14-7. Collective Flight Control Systems

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Collective Main Rotor Controls the four rephasing levers, maintain a parallel
plane between the rephasing levers and the
All collective pitch change of the main rotor rotating swashplate which is used for cyclic
blades results from movement of the collective main rotor control.
sleeve (Figure 14-8). The collective sleeve, in turn,
moves the rotating hub assembly, the rephasing
levers, and the pitch links to the rotor blades. Pitch Links
The outboard end of each rephasing lever is
Collective Sleeve connected to a pitch link which, in turn, is
connected to a main rotor blade pitch horn
The collective sleeve is a tube surrounding the which transmits up-and-down pitch-change
lower portion of the rotor mast. Movement of the movement to each rotor blade.
collective lever moves the sleeve up and down
around the rotor mast.
Collective Control
Pitch-Change Movement
Rotating Hub
Following is a list of movements for each part
The top of the collective sleeve is attached by of the collective flight control linkage that occur
bearings to a hub which is splined to and driven by when the collective flight control is pulled up.
the main rotor mast. The hub rotates with the rotor Figure 14-9 shows each movement as identified
mast and is free to move up and down on the mast by the corresponding number below:
splines when moved by the collective sleeve.
1. Collective control linkage moves the
Rephasing Levers collective servo up.
The rotating hub moves down when the cock- 2. Collective servo pushes the collective
pit collective flight control is pulled up, and lever up.
the hub moves up when the collective is pushed
3. Collective lever pivots and moves col-
down. To correct this control reversal, rephas- lective sleeve down.
ing levers are installed between the rotating
hub and the pitch links to put the main rotor 4. Collective sleeve moves the rotating
control linkage back in phase with the cock- hub down.
pit collective control. 5. Hub pulls inboard ends of rephasing
levers down.
The four rephasing levers are attached at their
inboard ends to the rotating hub and at their 6. Rephasing levers pivot their outboard
outboard ends to the pitch (change) links. At ends up.
their midpoint, the rephasing levers attach to 7. Outboard ends of rephasing levers push
and pivot up or down on two drive links and pitch links up.
two swashplate links.
8. Pitch links push individual rotor blade
The two rephasing levers which attach to the pitch horns up.
drive links are connected to the rotating swash- 9. Pitch horns increase pitch angle on
plate and transmit rotational movement of the each rotor blade.
hub to the rotating swashplate. The other two
rephasing levers are attached to swashplate Moving the collective control down results in
links which are also connected to the rotating exactly the same flight control movement as
swashplate. described in the steps above but in the
opposite direction.
The two drive links and the two swashplate
links, in addition to providing pivot points for

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6
5
7 1
8
10
1. COLLECTIVE LEVER
2. COLLECTIVE SLEEVE
3. ROTATING HUB
4. REPHASING LEVER
5. DRIVE LINK
6. SWASHPLATE LINK
7. NONROTATING SWASHPLATE
8. ROTATING SWASHPLATE
9. PITCH LINK
10. SUPPORT ASSEMBLY
Figure 14-8. Main Rotor Controls (Collective)

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7 7
5 5
6
6
FLAT PITCH SHOWN 2

FOR COMPARISON
33
Figure 14-9. Collective Control Pitch Change Movement

(Up Collective Movement Shown)

Collective Friction and

Downlock Systems
Adjustable collective friction (Figure 14-10),
located below the engine twist grips on the
pilot’s collective flight control, can be in- L ARMED F
creased or decreased to provide the amount of ON EXT L
D
G O
desired stiffness for both collective controls. A
The collective flight control linkage has 8 to L + OFF T
11 pounds, with hydraulic systems on, of built- OFF RET S
T
in collective friction. START
IDLE STOP
ENG ENG
ENG ENG
The collective control downlock (Figure 14- 1 2
1 2
10), located between the pilot’s collective
control and the seat, may be used to hold the UP SRCH LT
H ON
collective control in the fully down position. O
The downlock can be engaged or disengaged L R I L R
only when the flight controls are hydrauli- S
T
cally assisted since the pilot cannot overcome DN RET STOW
the resistance of the main rotor system’s elas- INC
tomeric bearings. R
GO-
P
The collective flight control system does not M
incorporate force trim nor is it controlled by the DECR
A RO U N D
AFCS system. THROTTLE FRACTION
SE
Collective Head and Engine

Throttle Friction
The cockpit collective control, in addition to
controlling the vertical flight of the helicopter,
also mounts the collective head and the twist-
grip throttles for each engine (Figure 14-11). Figure 14-11. Collective Head and
Engine Throttle
Friction
Figure 14-10. Collective Friction and Downlock Systems

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The collective head contains numerous system Two bellcranks and additional push-pull tubes
switches which are listed below with a refer- direct lateral and fore-and-aft cockpit cyclic
ence for a more detailed discussion of their movements to the cyclic mixing unit and on
function: to the two cyclic servoactuators. Movement of
the cyclic servoactuators tilts the main rotor
• L D G LT s w i t c h e s a r e d i s c u s s e d i n control swashplate, causing a corresponding
Chapter 3, “Lighting.” directional tilt of the main rotor tip-path plane.
• FLOATS switch is discussed in Chapter
18, “Kits and Accessories.” The fore-and-aft and lateral cyclic control
bellcranks are also attached to the two cyclic
• IDLE STOP switches are discussed in pitch and-roll force trim/auto trim rotary ac-
Chapter 6, “Powerplant.” tuators. Each control rod from the bellcranks
• S TA RT s w i t c h e s a r e d i s c u s s e d i n to the mixing unit includes two AFCS control
Chapter 6, “Powerplant.” rod actuators and a portion of the cyclic cen-
tering caution light system.
• HOIST switch is discussed in Chapter
18, “Kits and Accessories.”
Mixing Unit
• SRCH LT switches are discussed in
Chapter 3, “Lighting.” The mixing unit (Figure 14-13) converts lateral
and fore-and-aft cyclic control inputs into
• RPM switch is discussed in Chapter 6, movements that are compatible for use by the
“Powerplant.” two cyclic servos and the swashplate of the main
• GO AROUND switch is discussed in rotor controls. The mixing unit includes a for-
Chapter 18, “Kits and Accessories.” and-aft bellcrank, a lateral bellcrank, paralleling
levers between the fore-and-aft bellcrank, and
Twistgrip Throttles control rods to the tow cyclic servoactuators.
The twistgrip throttles, discussed in Chapter
6, “Powerplant,” are sleeved around the cock- Mixing Unit Operation
pit collective control and include separate
friction adjustments to allow setting the desired Fore-and-aft cockpit cyclic control movement
throttle stiffness. causes the fore-and-aft control rod to move the
fore-and-aft bellcrank straight forward or
backward. The fore-and-aft bellcrank moves
CYCLIC CONTROL SYSTEM the control rods connected to the cyclic ser-
vos an equal amount in the same direction, ei-
General ther forward or backward. The cyclic servos
convert this action to equal up-or-down move-
The cyclic control changes individual rotor ment of the gimbal-mounted nonrotating
blade pitch and lift to tilt the rotor tip-path swashplate, which results in the swashplate
plane and resultant rotor lift vector in the de- being tilted forward or backward.
sired direction of flight (Figure 14-12).
Lateral cockpit cyclic control movement
The pilot’s cyclic controls, located directly in causes the lateral control rod to rotate the lat-
front of each pilot’s seat, are gimbal-mounted eral bellcrank, which moves the lower paral-
through the helicopter floor and connected to lel link attached to the fore-and-aft bellcrank.
two push-pull tubes: one for lateral or roll con-
trol and one for fore and aft or pitch control.

15
14
13
1. CYCLIC STICK 13
2. CYCLIC FRICTION KNOB
3. LATERAL LINKAGE
4. BELLCRANKS
5. FORCE AND AFT LINKAGE
6. FORCE GRADIENT SPRINGS
7. MAG BRAKE/ROTARY ACTUATORS
8. AFCS CONTROL ROD ACTUATORS
9. PROXIMITY SWITCHES
10. CYCLIC CONTROL MIXING UNIT
11. RIGHT CYCLIC SERVOACTUATOR
12. LEFT CYCLIC SERVOACTUATOR
13. SERVOACTUATOR CONTROL RODS
14. SPRING
11
12
10
1 4
9 4
2
3
LEGEND
5 FORE AND AFT AND LATERAL CYCLIC
4 8 LATERAL CYCLIC ONLY
5 FORE AND AFT CYCLIC ONLY

6
7 3
Figure 14-12. Cyclic Control System

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FROM COCKPIT CYCLIC

FLIGHT CONTROLS
FORE AND AFT LATERAL

CONTROL ROD CONTROL ROD
FORE AND AFT LATERAL

BELLCRANK BELLCRANK
AIRFRAME
PARALLEL
LINKS
TO LEFT TO RIGHT
SERVOACTUATOR SERVOACTUATOR
CYCLIC MIXING UNIT CYCLIC CENTERED
AFT CYCLIC LEFT CYCLIC
Figure 14-13. Mixing Unit

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The lower parallel link rotates the fore-and- Figure 14-15 shows each movement as identi-
aft bellcrank and moves the push-pull tubes fied by the corresponding number listed below:
connected to the cyclic servos an equal amount
but in opposite directions. The servos convert 1. Cyclic servos tilt the nonrotating
this action into one servo moving up and the swashplate forward.
other servo moving down an equal, amount, 2. Nonrotating swashplate tilts the rotat-
which results in the nonrotating swashplate ing swashplate forward.
being tilted right or left.
3. Rotating swashplate tilts the rephas-
Since cockpit cyclic movement is normally ing levers as they rotate.
never only lateral or fore and aft but rather a 4. Rephasing levers move pitch links
combination of the two, the cyclic mixing unit up/down as they rotate.
is ideally designed to mix the two cyclic con-
trol inputs to achieve the necessary tilt of the 5. Pitch links move the individual blade
swashplate. Tilting the swashplate activates the pitch horns up/down.
main rotor controls to effect necessary indi- 6. Pitch horns change rotor blade pitch
vidual blade pitch changes which result in angle up/down.
tilting the main rotor tippath plane.
Each blade flies according to the lift it pro-
duces and gyroscopic precession. With the
Cyclic Main Rotor Control swashplates tilted forward, the blades fly down
A second swashplate, bearing-mounted to the in front and up in the rear with the tip-path
nonrotating swashplate, is free to rotate in a plane tilted forward. Relative to cyclic, the tip-
plane parallel to the nonrotating swashplate path plane is parallel to the swashplate.
(Figure 14-14).
Moving the cyclic control aft results in exactly
Cockpit cyclic control movements which tilt the same flight control movements as above
the gimbal-mounted non-rotating swashplate except in the opposite direction. Likewise,
also tilt the rotating swashplate, which con- lateral cyclic movement results in tilting the
verts nonrotating control inputs into rotating rotor right or left. Any time the cyclic flight
control inputs. control is moved, an equal and simultaneous
but opposite direction change of opposing
The two swashplate drive links and the two blade pitch angle occurs.
swashplate links, mounted at the 90° posi-
tions of the rotating swashplate, transfer the Additional Cyclic Flight
tilt of the nonrotating swashplate to the four
rephasing levers. Control Systems
The cyclic flight controls also include a number
The four rephasing levers, attached to the roof items to assist the pilot, prevent inadvertent
tating hub, pivot at their midpoints on the damage to the main rotor system, and assist other
drive links and swashplate links and convert, cyclic control systems. These include cyclic fric-
through the four pitch links, the tilt of the ro- tion, the cyclic centering caution light system,
tating swashplate to different pitch angles on and the cyclic force trim/auto trim systems. There
each main rotor blade. are no locking or adjustment capabilities for the
cyclic flight control system.
Cyclic Control Pitch Change
Movement
Following is a list of movements for each part of
the cyclic flight control linkage that occur when
the cyclic flight control is moved forward.

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5
6
3
4
1 1. RIGHT CYCLIC SERVO

2. LEFT CYCLIC SERVO
FWD
2 4. ROTATING SWASHPLATE
5. SWASHPLATE LINK
6. DRIVE LINK
7. ROTATING HUB
8. REPHASING HUB
9. PITCH LINK
Figure 14-14. Main Rotor Controls (Cyclic)

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5
6
5
4
7 7
CYCLIC CENTERED 2
SHOWN FOR COMPARISON
33
FORWARD
Figure 14-15. Cyclic Control Pitch Change Movement

(Forward Cyclic Movement Shown)

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Cyclic Friction mixing unit. The CYC CTR caution lights are
located at the top of each pilot’s instrument
The pilot’s cockpit cyclic control includes panel. See Chapter 11, ”Main Rotor,” for ad-
both built-in and adjustable friction to assist ditional information on the cyclic centering
in AFCS operation and stiffen cyclic cockpit light system.
control movement (Figure 14-16).
Approximately one pound of friction, mea- Cyclic Force Trim and

sured with hydraulic boost on and force trim Auto Trim System
off, is built into the rigging of the cyclic stick
The cyclic force trim system provides “stick po-
to ensure proper AFCS operation. An ad-
sitioning” and artificial “feel” for the cockpit
justable nut, below the built-in friction clamp
cyclic flight control. Force trim and auto trim are
on the pilot’s cyclic stick, allows the pilot to
essential to proper AFCS operation in the ATT
increase cyclic stiffness as desired.
mode and are discussed later in this chapter.
Cyclic Centering Caution

Light System ANTITORQUE CONTROL
The cyclic centering caution light system as-
SYSTEM
sists the pilot in preventing excessive flexing General
of the main rotor yokes during ground opera-
tion at rotor rpms below 97% N R . Left rotation of the main rotor, as viewed from
above, creates a right torque or turning moment
The system consists of two proximity switches, around the main rotor mast. This tends to turn
two CYC CTR caution lights, and associated the helicopter nose to the right. The main rotor
electrical circuitry. The proximity switches torque increases as collective pitch increases
are located on the fore-and-aft and lateral and decreases when collective pitch decreases.
cyclic control rods just forward of the cyclic A tractor tail rotor is mounted on the right
side of the tailboom and pulls the tailboom
right, which moves the helicopter’s nose left
to counteract main rotor torque.
The tail rotor or antitorque control system

collectively changes the pitch angle of the tail
rotor blades to increase or decrease the total
amount of tail rotor torque. The amount of
tail rotor collective pitch change is controlled
by the cockpit tail rotor pedals and provides
heading control in hovering flight and coor-
dination during cruise flight.
Antitorque Controls
The antitorque pedals are hinged below floor
level in front of each pilot’s seat and connect
to a pedal adjustment assembly. The pilot’s and
copilot’s pedal adjustment assemblies are in-
terconnected, and each includes an adjust-
ment knob that allows the pedal-to-seat distance
to be increased or decreased. The spring-loaded
up adjustment knob functions only when it is
Figure 14-16. Cyclic Friction pushed down and then turned (Figure 14-17).

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The pilot’s pedal adjustment assembly is con- attaches to the servo includes a single control
nected to a series of control rods and bell- rod that actuator operated by the No. 1 AFCS.
cranks which connect to the single-acting The pilot’s pedal adjustment assembly bell-
hydraulic antitorque servoactuator located in crank is also connected to the antitorque force
the heater compartment. Additional control trim system.
tubes and bellcranks transmit servoactuator
movement to the tail rotor pitch-change mech- Tail rotor force trim provides pedal position-
anism on the tail rotor gearbox (Figure 14-18). ing during AFCS operation and also provides
artificial “feel”. For additional information
The forward bellcrank incorporates a friction on the tail rotor pitch-change mechanism, see
clamp which provides approximately 4.5 Chapter 12, “Tail Rotor.”
pounds of built-in friction. The control rod that
FORCE TRIM SYSTEM
General
Hydraulically powered flight controls do not
have any aerodynamic force “feel,”nor are the
flight controls trimmed by dynamic forces for
hands-off flight. An electromechanical force
trim system is included in the flight control
system to provide these features.
Force trim consists of magnetic brake assem-

blies to provide flight control positioning and
force gradient assemblies installed between the
flight control linkage and the magnetic brakes
to provide artificial “feel.” Separate force trim
is provided for lateral cyclic, fore-and-aft
cyclic, and the antitorque pedals. The collec-
tive does not have force trim (Figure 14-19).
Magnetic brake assemblies are electrically

powered by 28-VDC electrical power, pro-
tected with a FORCE TRIM circuit breaker,
and controlled by a guarded FORCE TRIM
switch on the MISC panel on the center
pedestal and force trim release switches lo-
cated on each pilot’s cyclic grip. An FT OFF
caution light below the pilot’s triple tachome-
ter indicates when the system is switched off.
With the force trim switched on, the force trim

system is activated and the FT OFF caution
Figure 14-17. Tail Rotor Pedals light extinguishes. Depressing either of the

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12 11
10
1. PILOT’S TR PEDALS
2. PILOT’S ADJUSTMENT KNOB
6 3. COPILOT’S TR PEDALS
4. COPILOT’S ADJUSTMENT KNOB
5. FORCE GRADIENT ASSEMBLY
2 6. MAGNETIC BRAKE
7. FRICTION CLAMP
8. CONTROL ROD ACTUATOR
9. TR SERVOACTUATOR
10. TR GEARBOX
11. TR COLLECTIVE MECHANISM
4 12. TR PITCH-CHANGE MECHANISM
Figure 14-18. Antitorque Flight Control System

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FORCE HT
TRIM
O
N
O
F
F
Figure 14-19. Force Trim System

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force trim release button switches on the cyclic Force Trim System Operation
grips breaks the electrical circuit and deacti-
vates the force trim system. The system re- The pilot’s use of force trim depends on the
mains deactivated as long as either force trim mode of AFCS operation. If the helicopter is
release switch is held down. Depressing the being flown in SAS mode, “hands-on flying,”
force trim release switch does not illuminate the force trim system may be either on or off.
the FT OFF caution light. If the helicopter is being flown in ATT mode,
“hands-off,¸” the force trim system must be on.
The force trim system is required in ATT mode
Magnetic Brake Assemblies to hold the cockpit flight controls in a fixed
The three airframe-mounted magnetic brake position and allow the AFCS system to con-
assemblies, one for lateral cyclic, one for fore- trol the helicopter’s attitude.
and-aft cyclic, and one for antitorque, connect
through force gradient assemblies to the asso- Force trim is switched on by moving the red
ciated flight control linkage. Each magnetic guarded FORCE TRIM switch to ON. This is
brake includes an electromagnet which acts on most conveniently accomplished by ensuring
a disc attached to a control arm. The control arm that the red cover is down. With the red cover
is connected to one end of a force gradient as- down, the switch can only be in the ON posi-
sembly. The other end of the force gradient as- tion. With the FORCE TIRM switch in ON, the
sembly is connected to the flight control linkage. FT OFF caution light is extinguished, advis-
With the force trim system on, electrical power ing the pilot that force trim is on.
energizes the electro-magnets which hold the
discs and control arms in a fixed position to In flight, with force trim on, the force gradi-
provide flight control positioning. ent assemblies induce “feel” any time the
cyclic or pedals are moved from the position
The lateral and fore-and-aft cyclic magnetic in which they are being magnetically held. If
brakes incorporate DC electric motors (rotary the pilot is constantly holding pressure on the
actuators), which, when activated by the AFCS flight controls, against the force gradient
autotrim system, move the magnetic brake springs, the force trim release switch may be
control arms and cockpit flight controls to as- used to retrim the flight controls to a new
sist the AFCS in controlling helicopter attitude. magnetically held position.
A force trim release switch on each pilot’s

Force Gradient Assemblies cyclic grip allows the force trim system to be
temporarily interrupted. Depressing the switch
Force gradient assemblies, attached between interrupts electrical power to the magnetic
the magnetic brake control arms and the flight brakes, and the force gradient springs recen-
controls, incorporate two-way acting springs ter themselves. Releasing the force trim release
which provide “feel” to the flight control any switch reenergizes the magnetic brakes and
time the control is moved from the position holds the flight controls in a new position.
maintained by the magnetic brakes. The lat-
eral force gradient assembly requires ap- If the pilot is holding control pressure when
proximately 4 pounds of force to move it a force trim release switch is depressed, the
against the spring. Fore and aft requires ap- helicopter may yaw, pitch, or roll slightly due
proximately 8 pounds of force, and the ped- to the sudden release of pressure. It is rec-
als require approximately 3 pounds. ommended that the force trim release switch
be depressed prior to making control move-
The lateral and the fore-and-aft force gradi- ments and then released after the control move-
ent assemblies include a detent safety switch ment is complete.
used by the AFCS auto trim system.

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The pilot should check for proper force trim OPERATION

system operation during the Force Trim Check
and for proper rotary actuator operation dur- With the helicopter in hover flight, the eleva-
ing the AFCS Check provided in the Systems tor is held in its full noseup position by the
Checks portion of Section 2, “Normal spring-loaded tube. As forward flight is ini-
Procedures,” of the RFM. tiated, the nose tends to pitch down due to the
tilt of the rigidly attached main rotor disk. As
forward airspeed increases, the elevator pro-
duces negative lift, creating a downward force
AERODYNAMIC on the tailboom to prevent pitchdown of the
ELEVATOR SYSTEM nose. The negative lift of the elevator keeps
the helicopter relatively level in flight.
GENERAL The faster the forward speed of the helicopter,
All helicopters incorporate some form of hor- the greater downward force the elevator pro-
izontal elevator to improve longitudinal sta- duces. At higher airspeeds, with a larger
bility in the pitch axis. Some elevators are amount of forward cyclic and greater nose-
fixed; others are movable through intercon- down attitude, the elevator cannot produce
nection with either the flight control system sufficient offsetting downforce due to its rel-
or special system. Others, such as used on the atively flat angle of attack. At airspeeds above
Bell 412, are actuated by aerodynamic action. approximately 100 knots, aerodynamic forces
are employed to increase the elevators angle
The aerodynamic elevator, mounted near the of incidence and corresponding angle of attack
rear of the tailboom, provides longitudinal and negative lift.
stability and produces negative lift to keep
the helicopter nose up as forward airspeed in- Air passing over the underside of the elevator
creases. By leveling the helicopter during reacts with the large trim tab on the trailing
high-speed forward flight, a longer center of edge and forces the trailing edge of the elevator
gravity range can be maintained. up against the force of the spring. This change
in the angle of incidence, although small, pro-
The elevator system includes two inverted air- vides sufficient change in the angle of attack
foil shapes, one on each side of the tailboom, and corresponding lift so that negative lift in-
mounted on a spar tube within a center eleva- creases and the increased airspeed does not ad-
tor horn (Figure 14-20). versely affect helicopter attitude. The pilot
should check the aerodynamic elevator during
The two halves of the elevator are attached to preflight for proper operation, spring tube ac-
the center spar at different angles of incidence tion, and excessive bearing wear or looseness.
to compensate for the dissimilar airflows pro-
duced by main rotor downwash. The right half
of the elevator has a slightly more noseup AUTOMATIC FLIGHT
angle than the left half. If not corrected for in
this manner, rotor downwash on the elevator CONTROL SYSTEM
causes a rolling moment in the helicopter. (AFCS)
The elevator spar and horn are bearing-mounted
through the tailboom and are free to rotate within GENERAL
an arc of approximately 6°. The horn is attached All Bell 412 helicopters are equipped with a
to one end of a spring-loaded tube. The other full-time three-axis Sperry automatic flight
end of the tube is airframe-mounted. control system (AFCS). The AFCS, designed
to increase helicopter stability and reduce

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1. ELEVATOR
2. SPAR AND HORN
3. SPRING-LOADED TUBE
4. AIRFRAME MOUNT
Figure 14-20 Aerodynamic Elevator

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AFCS ACTUATOR POSITION

L R UP
L R DN
SYS 2
YAW ROLL PITCH TRIM COMPUTER
HP1 HP2
ON ON
HELIPILOT NO. 1
CPL SAS/ATT
ON SASATT
HELIPILOT NO. 2
IN COCKPIT
ABOVE THE
HEATER COMPARTMENT
LEFT REAR ELECTRONICS

COMPARTMENT
TARSYN 3-AXIS
REFERENCE NO. 1
(PILOT’S)
UNDER FLOOR
Y
P
1 P
2
CS-412 REMOTE
R COMPENSATOR
1 R
2
TARSYN 3-AXIS
CONTROL ROD REFERENCE NO. 2
ACTUATORS (COPILOT’S)
Figure 14-21. AFCS Components

pilot workload under both visual and instru- COMPONENTS

ment meteorological conditions, must be op-
erational for flight. General
If the optional Sperry flight director system (FD) The Bell 412 AFCS consists of two separate he-
is installed, the combined AFCS/FD systems are lipilot computers operating independently using
referred to as an “integrated flight control sys- separate attitude information sources to pro-
tem” (IFCS) and provide true autopilot func- vide the selected mode of operation. The AFCS
tions. The flight director system is discussed in controls helicopter flight through control rod ac-
Chapter 18, “Kits and Accessories.” tuators built into the cyclic and antitorque flight
control rods. The helipilot computers also con-
Supplemental type certification of a Sperry dig- trol the auto trim system and provide for se-
ital four-axis AFCS which includes collective lective attitude trim (Figure 14-21).
control and autohover capabilities is presently in
process. When completed and certified for op- AFCS components include the helipilot control
eration in the Bell 412, the four-axis system will panel, two helipilot computers, five control rod
be covered by a chapter addendum. actuators, an AFCS actuator position indicator
panel, an auto trim computer, and five control
motion transducers. Attitude information from
MODES OF OPERATION the two TARSYNs and inputs from the cyclic
and tail rotor control motion transducers are
There are three modes of AFCS operation; required. Flight control force trim is also nec-
two are available any time the standard AFCS essary for proper ATT mode operation.
is operational, and a third is available only
when the optional flight director system is in-
stalled. The modes are: Helipilot Control Panel
• Attitude retention mode (ATT)—The The HP 1 and HP 2 switches, located on the
AFCS maintains a preselected attitude AFCS control panel on the center pedestal, ac-
while the helicopter is being flown tivate the helipilot computers by supplying
“hands -off.” The pilot is not “on” the 28-VDC electrical power. The AFCS also uses
controls or physically flying the heli- 115-VAC and 26.5-VAC electrical power. Each
copter. AFCS electrical supply is protected by an in-
dividual circuit breaker on the overhead con-
• Stability augmentation system (SAS)— sole (Figure 14-22).
The AFCS prevents external forces from
significantly disturbing helicopter atti-
tude while it is being flown “hands-on.” L R UP
• Coupled mode (CPL)–Output from the

flight director computer is coupled to the SYS 2 L R DN
AFCS to provide true autopilot perfor- YAW ROLL PITCH

mance, including altitude, airspeed or ver-
HP1 HP2
tical speed retention, heading, navigation,
ILS, backcourse ILS or VOR approach ON ON
tracking, and go-around capabilities. CPL SAS/ATT
ON
ATT mode operation affects only the cyclic SASATT
flight controls. The antitorque flight controls are

always in SAS mode. Collective is not affected
by the AFCS, and it is necessary for the pilot to
make all required collective pitch changes. Figure 14-22. Helipilot Control Panel

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Pressing the HP 1 switch activates system 1

and illuminates the green ON light. At the
same time the SAS/ATT switch face illumi-
nates the green ATT. Pressing the HP 2 switch
activates system 2 and illuminates the green
ON light. Any time one or both of the helipi-
lots are switched on, the ATT portion of the
SAS/ATT switch illuminates. If proper elec-
trical power and proper attitude information
from the TARSYNs is available to the helip-
ilot computers, the AFCS caution panel light
extinguishes.
The AFCS mode may be switched from ATT

to SAS by pressing the SAS/ATT switch once.
This action illuminates the amber SAS in place
of ATT. Pressing the SAS/ATT switch again Figure 14-23. Helipilot Computers
changes the mode back to ATT.
The CPL switch is used only if the optional TARSYNs

flight director system is installed and the The two three-axis reference synchronizers
AFCS is in ATT mode. See Chapter 18, “Kits (TARSYNs) provide attitude and heading in-
and Accessories,” for more information on formation to the pilot’s and copilot’s attitude
the flight director system. director indicators (ADIs), horizontal situa-
tion indicators (HSIs), and the helipilot com-
Helipilot Computers puters (Figure 14-24).
The two helipilot computers, HP 1 and HP 2, Each TARSYN is a combination of a vertical
are located in the heater compartment on the gyro (VG) and a directional gyro (DG), and each
right rear side of the main fuselage. Each he- provides separate information to the respective
lipilot computer receives attitude information pilot or copilot attitude system and helipilot.
from a TARSYN and computes attitude devi- TARSYN 1 provides pilot attitude information
ation from a reference attitude. The comput- and data to HP 1. TARSYN 2 provides copilot
ers also determine the amount of flight control attitude information and data to HP 2.
rod movement required and then actuate move-
ment of the associated control rod actuators.
HP 1 controls one fore-and-aft, one lateral, and
the single antitorque control rod actuators.
HP 2 controls one fore-and-aft and one lateral
control rod actuator (Figure 14-23).
The helipilot computers receive information

concerning flight control movement from their
respective control rod actuators and control mo-
tion transducers to control normal and autotrim
operation. Inputs from the cyclic attitude trim
switches and the flight director, if installed, are
also used by the helipilot computers.
Figure 14-24. TARSYNs

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The TARSYNs are located in an avionics com- AFCS Actuator Position

partment on the left rear side of the fuselage and Indicator (API) Panel
are protected by a plastic cover. The TARSYNs
are appropriately marked “HANDLE LIKE The API panel, located above the AFCS con-
EGGS” to indicate their delicate nature and trol panel, displays the position of the control
should be protected from physical abuse. rod actuators in reference to their centered
positions. The panel displays HP 1’s yaw, roll,
and pitch actuator positions at all times. With
Control Rod Actuators the SYS 2 button held down, the panel displays
Five control rod actuators are built, in series, HP 1’s yaw and HP 2’s roll and pitch actuator
into the cyclic and antitorque flight control positions. API panel indications are used pri-
rods within the helicopter’s frame. Two con- marily for AFCS troubleshooting to deter-
trol rod actuators are built into the cyclic fore- mine which AFCS system or control rod
and-aft control rod, forward of the mixing actuator is malfunctioning (Figure 14-26).
unit. The forward actuator is controlled by
HP 1, and the rear actuator is controlled by HP
2. The lateral cyclic control rod also has two AFCS ACTUATOR POSITION
L R UP
actuators, the forward actuator controlled by
ON DEFROST OFF
HP 1, and the rear actuator controlled by HP SYS 2 L R DN
YAW ROLL PITCH
2 (Figure 14-12). A single control rod actua-
tor, controlled by HP 1, is built into the anti- HP1 HP2
torque control rod just forward of the ON ON
antitorque servo actuator (Figure 14-18). CPL SAS/ATT
ON SASATT
Each actuator, controlled by one of the HPs, is

an electric motor which drives its shaft in or out
to make its attached control rod longer or shorter. Figure 14-26. Actuator Position
Actuator shafts, which have a centered position, Indicator Panel
can move approximately 5mm either direction
and, in total, exercise control authority of 7%
pitch, 10.5% roll, and 6.5% yaw. AFCS Trim Systems
AFCS operation in the ATT mode uses three sep-
arate trim systems (force trim, attitude trim,
and auto trim) to assist in accomplishing fully
automatic flight control of the helicopter.
Flight Control Force

Trim System
The standard flight control force trim system
provides cockpit flight control positioning for
the cyclic and antitorque pedals. By holding
a flight control in one unmoving position, the
control rod actuators, when moving, have
something to push against which ensures that
all AFCS control rod actuator movements are
Figure 14-25. Control Rod Actuators directed to the rotor systems (Figure 14-19).

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The force trim system must be on and opera- AFCS Attitude Trim System
tional for proper AFCS operation in the ATT
mode since the pilot should not be flying the An attitude trim system is incorporated in the
helicopter “hands-on.” For AFCS operations AFCS which allows adjustment of the pitch
in the SAS mode, the force trim system may and/or the roll channels of helipilot reference
be either on or off at the pilot’s discretion. In attitude (Figure 14-27).
SAS mode, the pilot, flying “hands-on,” re-
places the force trim system.
ATTITUDE
BEEP TRIM
AUTO TRIM
ON
L R ALT IAS VS
UP ON ON ON
TRIGGER
RC 1/2 ICS HDG NAV ILS
FO IM FULL RADIO
TR
ON ARM CAP ARM GS
ARM CAP ARM CAP ON

BC VOR APR GA
SBY
SBY
MODE SELECTOR
PILOT OR COPILOT
CYCLIC
dfslhfsh;f; dfslh
dfslhfs
dfslhfsh;f;
REFERENCE ATTITUDE
dfslhfsh;f;
FZ-702 FLIGHT
DIRECTOR COMPUTER
Figure 14-27. Attitude Trim System

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NORMAL AFCS OPERATION

CONTROL ROD ACTUATORS
MOVE WITHIN LIMITS TO
MAINTAIN ATTITUDE.
ACTUATOR RODS CYCLIC

CENTERED CONTROL
FORCE FORCE TRIM
STICK
GRADIENT MAGNETIC BRAKE
ACTUATOR MOTION LIMITS ASSEMBLY WITH AUTO TRIM
ROTARY ACTUATOR
MOTOR MOTOR
CONTROL ROD CONTROL ROD

ACTUATOR NO. 1 ACTUATOR NO. 2
AUTO TRIM ACTIVATED

IF ACTUATORS REACH THEIR
PROGRAMMED MOVEMENT LIMIT
AND REMAIN AT LIMIT FOR TWO
SE CONDS OR MORE.
ACTUATOR RODS AT
MOVEMENT LIMIT
MOTOR MOTOR
AUTO TRIM OPERATION

AUTO TRIM ROTARY ACTUATOR
MOVES CYCLIC WHILE CONTROL
ROD ACTUATORS RECENTER TO
ALLOW NORMAL AFCS OPERATION.
ACTUATORS
RECENTER
ROTARY ACTUATOR
MOVES ARM
MOTOR MOTOR
Figure 14-28 Auto Trim System

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Attitude trim is selectively controlled by the • Flight control force trim must be on.
tiered pyramid-shaped ATTD TRIM switches lo-
• Both control rod actuators must be at
cated on top of each pilot’s cyclic stick. Each least 30% out of their centered position
switch has five separate positions: center OFF, and remain there for at least two seconds.
forward DN, aft UP, left L, and right R. The UP
and DN positions adjust reference pitch attitude • Both helipilots must be commanding
in the HPs up or down, and the R and L posi- movement of their respective control
tions adjust the roll attitude right or left. rod actuators in the same direction.
• There must not be any physical restraint
The attitude trim system functions only in of the cockpit cyclic flight control.
ATT mode and can be used with the optional
flight director system.
Control Motion Transducers
AFCS Auto Trim System During AFCS operation in the SAS mode, it
is essential that the helipilot computers can de-
The cyclic control rod actuators provide all tect the difference between an attitude change
AFCS-required attitude changes. However, resulting from an external force and an atti-
because of their limited control movement, tude change resulting from pilot movement
they are not always “centered” enough to pro- of the flight controls. Control motion trans-
vide sufficient movement to maintain the de- ducers (5), or linear-variable resistors, con-
sired (reference) attitude. This occurs most nected between the airframe and the flight
frequently when attitude trim or the flight di- control linkage, send electrical signals to the
rector requests a large attitude change. Once helipilots any time the cockpit flight controls
the actuators achieve the required attitude are moved. The signals are used by the helip-
change, they are often so far out of the cen- ilot computers in SAS mode to determine the
tered position that any additional movement, pilot-established attitude (Figure 14-29)
required to maintain the new attitude, is im-
possible. Auto trim moves the cyclic flight There are two fore-and-aft cyclic transducers,
control to recenter the actuators. one for HP 1 and one for HP 2. There are also
two lateral cyclic transducers. The one anti-
Auto trim prevents control rod actuators from torque transducer send signals to HP 1 only. If
exceeding their limits by moving the cockpit the optional flight director is installed, a single
cyclic control itself. This ensures that cyclic con- collective transducer is used to advise the flight
trol rod actuators always have sufficient control director if the pilot has moved the collective.
authority to maintain helicopter attitude. Auto
trim is controlled by the helipilot computers
using a special trim computer and components OPERATION
of the force trim system (Figure 14-28).
General
Since auto trim moves the cockpit cyclic con-
trol when the pilot is not flying the helicopter, The AFCS is switched on after engine start-
the system requires a number of conditions to ing and prior to engine runup during the
be met before it functions. These conditions, Systems Checks portion of the checklist. Prior
listed below, not only allow the auto trim sys- to switching on the AFCS, the pilot should en-
tem to operate, but also assist in preventing sure that the ATT flags in the ADIs and the OFF
auto trim system malfunctions: flags in the HSIs are retracted and that the
force trim system is switched on, with the
• Both helipilots must be on. FORCE TRIM switch red cover down and the
FT OFF caution light extinguished.
• The AFCS must be in the ATT mode.

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TRANSDUCER
CONTROL MOTION TRANSDUCER

(ANTITORQUE)
Figure 14-29 Control Motion Transducers (Cyclic and Antitorque)

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AFCS is activated by depressing the HP 1 and discretion. However, the AFCS must be in the
HP 2 switches. The helipilot switches green ATT mode for IFR flight and if the optional
ON illuminates and the SAS/ATT switch green flight director system is coupled to the AFCS.
ATT illuminates. The AFCS caution panel See Section 1, “Limitations,” of the RFM for
light extinguishes if all AFCS components additional AFCS limitations.
and inputs are normal.
In the following discussion of SAS and ATT
The AFCS should then be checked for proper mode operation, remember that each helipilot
operation in accordance with the procedures is continuously receiving existing helicopter
outlined in the AFCS Check portion of Normal attitude information from the respective
Procedures, Section 2, of the RFM. The com- TARSYN. Also each helipilot is operating in-
plete AFCS must be operational prior to flight dependently yet responding to both its own and
(both VFR and IFR). the other helipilot’s actions.
NOTE SAS Mode Operation

The AFCS check can be performed
SAS mode operation is used whenever the
correctly only with the helicopter on
pilot manually manipulates the cockpit flight
the ground.
controls and physically flies the helicopter. As
the pilot controls the helicopter, he establishes
WARNING the helicopter attitude, which is referred to as
the “pilot-established attitude.”
If AFCS is left engaged in ATT mode
during ground operation, it can drive The pilot-established attitude is a combination
the cyclic stick to a control stop. of the helicopter’s existing attitude, provided
by the TARSYN s to the helipilot computers,
and flight control movement information pro-
Using the AFCS vided by the control motion transducers
(Figure 14-30).
SAS mode is used for prolonged ground oper-
ation and while the pilot is manually flying the The pilot-established attitude is maintained or
helicopter. If the AFCS is in the ATT mode and “locked” in each helipilot’s memory until it is
the pilot needs to fly the helicopter manually for modified by flight control movement or is re-
a short period of time, depressing the force trim established by other means.
release button, and holding it, places the AFCS
in a modified SAS mode. During SAS mode The helicopter’s existing attitude, as it flies
operation, the AFCS acts on both cyclic and through the air, is continuously monitored by
antitorque controls in the same way. each helipilot and compared with the pilot-es-
tablished attitude.
The ATT mode in used for cruise flight or
when the pilot wishes the AFCS to fly the he- If the helicopter’s existing attitude changes
licopter “hands-off.” The primary purpose of from the pilot-established attitude, and the
the ATT mode is maintaining the helicopter’s flight controls have not been moved, the devi-
attitude in the pitch and roll axes. During ATT ation is considered by the helipilot computers
mode operation, only the cyclic controls are to come from an external force. The comput-
in the ATT mode; the antitorque controls re- ers calculate the correction necessary to fly
main in SAS mode. the helicopter back to the pilot-established at-
The AFCS may be operated in the SAS or ATT titude and determine the amount of cyclic and/or
mode or switched between modes at the pilot’s antitorque control movement required.

TARSYN NO. 1 TARSYN NO. 2
FORE FORE
SPER SPER
RY RY
DE DE
TTITU TTITU
HED A HED A
SPER
ABLIS SPER
ABLIS
T EST T EST
RY RY
PILO PILO
ON ON
PARIS PARIS
COM COM
T T
ATTI ATTI
TING TING
EXIS EXIS
HP NO. 1 HP NO. 2
N
IO
M OT RS
L E
RO UC
O NT NSD
C RA
T
P
1 P2

R
1 R2
Figure 14-30 SAS Mode Operation

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Each helipilot computer then activates the ap- ATT Mode Operation
propriate control rod actuators to extend or
shorten their length. The control rod actuators When the pilot wishes the AFCS to fly the he-
move accordingly to shorten or lengthen the licopter and maintain a specific attitude, he se-
flight control rods. lects the ATT mode of operation. The instant
that the AFCS is placed in ATT mode, the ex-
With the cyclic and antitorque cockpit flight isting helicopter attitude is “locked”into each
controls held in one position by the pilot or the helipilot computer’s memory as the reference
force trim, the lengthening or shortening of the attitude (Figure 14-31).
control rods affects only the flight control link-
age to the rotor systems. The changes in main The helicopter’s existing attitude, as it flies
rotor tip-path plane and tail rotor thrust fly the through the air, is constantly monitored and
helicopter back to pilot-established attitude. compared with the reference attitude. Any
difference between the existing helicopter at-
When the helicopter’s existing attitude is the titude and the reference attitude indicates that
same as the pilot-established attitude, the he- some external force has caused the helicopter
lipilots adjust their signals to the control rod to deviate from the reference attitude.
actuator and maintain the pilot-established
attitude. The HP computers continuously com- The amount of deviation between the heli-
pare pilot-established attitude, existing atti- copter’s existing attitude and the reference
tude, and flight control movement to determine attitude is noted by each HP computer, which
necessary control corrections and signal their then calculates the direction and amount of
control rod actuators to maintain or return the pitch-and-roll correction necessary to fly the
helicopter to the pilot-established attitude. helicopter back to the reference attitude. The
antitorque portion of the AFCS, even when in
Force trim may be either on or off at the pilot’s the ATT mode, remains in the SAS mode.
discretion because while physically flying the
helicopter there is no need to mechanically hold Each helipilot computer then sends electrical
the flight controls in any one fixed position. signals to its own control rod actuators to ex-
tend or shorten their length. Both helipilot’s
Any pilot movement of the cockpit flight controls actuators move accordingly to shorten or
establishes a new pilot-established attitude. If the lengthen their attached flight control rod. Since
flight controls are not moved periodically, such the cyclic flight control is held in one position
as during force trim on (hands off) flying, the by force trim, the lengthening or shortening of
pilot-established attitude is “washed out” after the control rod affects only the main rotor sys-
7 to 13 seconds, and the existing attitude be- tem, and its change of tip-path plane flies the
comes the new pilot-established attitude. helicopter back to the reference attitude.
Attitude trim and auto trim systems do not When the helicopter’s existing attitude is the
function during SAS mode operation. All same as the reference attitude, the helipilots
changes of helicopter attitude must be ac- adjust the signals to the control rod actuators
complished by the pilot moving the cockpit to maintain the reference attitude. The helip-
flight controls. ilot computers are constantly comparing atti-
tudes, calculating control inputs, and signaling
The SAS mode should be used for prolonged their control rod actuators to maintain or re-
ground operation, hovering flight, traffic pat- turn to the reference attitude. Since these ac-
terns, landings–any time the pilot must phys- tions are accomplished instantly by the
ically fly the helicopter. SAS mode is also computers, the pilot is normally not aware of
recommended for flight in turbulence. the small changes being made in the main
rotor’s tip-path plane.

TARSYN NO. 1 TARSYN NO. 2
FORE FORE
SPER SPER
RY RY
DE DE
TTITU ATTIT
U
SPER
RY
RE NCE A SPER
RY
RENCE
REFE REFE
ON ON
PARIS PARIS
COM COM
T UDE UDE
ATTI ATTI
T
ING G
EXIST EX ISTIN
HP NO. 1 HP NO. 2
P
1 P2

R
1 R2
Figure 14-31 ATT Mode Operation

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Change of Reference Attitude AUTO TRIM SYSTEM

If the pilot desires the AFCS system to maintain a OPERATION
new attitude, the reference attitude must be
changed. There are three ways the pilot can change General
the reference attitude or establish a new one. Frequently, use of the ATTD TRIM switch or
flight director requires the helipilots to com-
SAS/ATT Switch mand movement of their control rod actua-
Switching the AFCS to SAS, manually flying the tors that extend them to or keep them at their
helicopter to a new attitude, and then switching the programmed limit of 30% out of center. If this
AFCS back to ATT establishes a new refence happens, the affected actuators are said to be
attitude. This method is time-consuming and is saturated and no longer able to maintain a
normally used only when a considerable amount new reference attitude.
of manual flying is necessary.
Auto trim provides correction for saturated
actuators by moving the cyclic flight control
Force Trim Release (FTR) Switch and recentering the saturated actuators. This
Depressing and holding down the FTR switch, ensures that when the new attitude is achieved,
on either cyclic stick, places the AFCS in a the actuators have sufficient movement capa-
modified SAS mode, even though the mode bility to maintain the new attitude.
indicator remains illuminated ATT. With the
FTR switch down, manually flying the
helicopter to a new attitude and then releasing
Auto Trim Operation
the FTR switch establishes a new reference Auto trim automatically occurs, provided all
attitude. This quicker method replaces mode systems are operating correctly, when the af-
switching using the SAS/ATT switch. fected cyclic control rod actuators reach 30%
out of center and remain there for two seconds.
Attitude Trim Switch
When the control rod actuators reach 30%
Using the ATTD TRIM switch on top of either out-of-center position, an LVDT signal is sent
cyclic stick is the easiest method of changing by each actuator to its respective helipilot
the reference attitude and allows selective computer. If the actuators remain 30% out for
change in either the pitch or the roll axis. two seconds, both helipilot computers jointly
activate the auto trim system.
“Beeping” the switch in the desired direction
adjusts the reference attitude already in the HP The HPs calculate which direction and how
computer’s memory. Beeping can be done to much the cyclic must move to recenter the
only one axis, either pitch or roll, at a time. saturated control rod actuators. They then sig-
The rate of change is 2° of pitch or roll for each nal the auto trim relays which release that
one second of “beep”. flight control rod’s force trim magnetic brake
and then activate the rotary actuator to rotate
The optional flight director uses navigational the arm of the magnetic brake assembly. The
and heading data to change the HP computer’s arm, through the force gradient assembly,
reference attitude. When coupled to the AFCS, moves the flight control in the proper direc-
the IAS (indicated airspeed) and VS (vertical tion, and the HPs simultaneously recenter the
speed) modes of flight director operation can control rod actuators.
also be adjusted by the ATTD TRIM switches.

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When the control rod actuators are recentered, pilot to adjust the flight envelope, land the
the helipilots signal the auto trim relays to helicopter, or change the operating environ-
stop cyclic movement and reactivate the mag- ment from IMC to VMC. The pilot should
netic force trim brake. refer to AFCS Malfunctions in Section 3,
“Emergency/Malfunction,” of the RFM.
Manual Flight in ATT Mode
Manually flying the helicopter while in ATT
Loss of Electrical Power to
mode counteracts proper AFCS operation. AFCS Components
Pilot movement of the flight controls while in Helipilot computers require DC and both volt-
ATT mode changes the helicopter’s attitude. ages of AC electrical power. Loss of any of
However, since the AFCS is in the ATT mode these forms of power shuts off the helipilot,
and does not expect the pilot to move the flight extinguishes the respective HP switch ON
controls without telling it, the AFCS does not light, and illuminates the AFCS caution panel
know that the pilot changed the attitude. It light. Failure of the helipilot computer, in
senses that some external force changed the at- turn, causes auto trim system operation to
titude and tries to fly the helicopter back to the cease and decouples the flight director system.
reference attitude, against the pilot’s move-
ment of the cyclic stick.
NOTE
If the pilot must fly the helicopter manually If helipilot failure is a result of in-
while in the ATT mode, the force trim release verter failure and the temporary dis-
switch should be depressed and held down prior ruption of AC power as the bus control
to and while moving the cyclic. Depressing the relay switches buses, the failed he-
FTR switch places the AFCS in a modified SAS lipilot may be reset by depressing the
mode. When manually flying the helicopter is HP switch and extinguishing the AFCS
no longer necessary, releasing the FTR switch caution panel light.
returns the AFCS to normal ATT mode with a
new reference attitude.
The TARSYNs require AC electrical power for
If extended manual flying is anticipated, such as proper operation of the gyros. Failure of a
hovering, traffic pattern work, or flight in turbu- TARSYN, resulting from loss of electrical
lence, the pilot should switch the AFCS to SAS. power, causes the respective ADI ATT flag
and HSI OFF flag to be displayed and fails the
associated helipilot.
AFCS MALFUNCTIONS
Loss of DC electrical power to the force trim
General system illuminates the FT OFF caution light
There are three general AFCS malfunctions: and results in problems with proper AFCS
ATT mode operation. With force trim off, the
• Loss of electrical power to AFCS com- pilot has to replace the force trim system and
ponents trim the ADIs manually. Auto trim, while not
failed, does not operate properly. The AFCS
• Loss of a required input to AFCS com- caution panel light may illuminate intermit-
ponents tently due to the control rod actuators over-
• Failure of an AFCS component driving or being overdriven.
Each of these malfunctions is discussed below. Loss of electrical power from a helipilot to one
Most AFCS problems result in illumination of of its subsystems fails the subsystem and may
the AFCS caution panel light and extinguish- or may not result in illumination of the AFCS
ing of the ON light in one of the HP switches. caution panel light. Failure of an AFCS sub-
A loss of part or the entire AFCS requires the system may be indicated only by that system

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not functioning properly, e.g., control rod ac- falling helplessly through the air, both problems,
tuator failure. discussed separately below, are easily controlled
and pose no serious problems. However, some
An AFCS malfunction that is accompanied limitations to AFCS operation occur which may
by a “popped” circuit breaker may be cor- require a change in flight environment.
rectable by resetting the breaker. However,
the pilot should attempt to reset popped AFCS
system-related circuit breakers only once to AFCS Hardover
avoid the possibility of component damage In ATT mode, when flight control movement is
or further malfunctions. See AFCS necessary to maintain or change attitude, one
Malfunctions in Section 3 of the RFM. HP directs its appropriate control rod actuator to
move in one direction, and the other HP directs
Loss of Required Input to its corresponding control rod actuator to move
in the opposite direction. This lengthens or short-
AFCS Components ens the proper flight control rod accordingly.
The helipilot computers require inputs, other
than electrical power and attitude informa- With both HPs on and operating normally,
tion, from various sources to perform their both actuators move simultaneously until the
function properly. Loss of one of these inputs required flight control correction has been es-
either fails the helipilot or causes it to func- tablished, and then actuator movement stops.
tion improperly. Movement of the two actuators on the cyclic
control rods is normally limited to 30% out-
Loss of proper return signals from a helipi- of-centered position by the HPs.
lot’s control rod actuators or transducers can
cause improper helipilot operation. Most Occasionally, usually due to an erroneous he-
common of these are AFCS hardover and lipilot signal, a control rod actuator does not stop
auto trim runaway. moving at 30% out of center and continues to
move. This excessive movement of one control
Other internal helipilot or subsystem input rod actuator is called an AFCS hardover.
failures may result in complete loss of helip-
ilot, loss of one axis of AFCS operation, loss If an AFCS hardover occurs, the malfunction
of an AFCS subsystem, or some other AFCS usually affects only one control rod actuator
malfunction. Since the AFCS system is so in- and one HP. The other HP senses the exces-
terdependent on other subsystems, any mal- sive change in attitude and attempts to correct
function, not readily correctable using Flight the problem by directing its corresponding
Manual procedures, should be referred to actuator to move in an opposite direction.
maintenance for proper corrective action.
The helicopter’s reaction to the hardover is a
AFCS Component Malfunctions small control input, not noticeable in the flight
controls, but resulting in an excessive attitude
General change which may increase if not corrected.
Two AFCS malfunctions are of major concern
to the pilot since they cause unusual helicopter The pilot’s normal reaction to stop the change
attitude changes or flight control reactions. of attitude by applying opposite control input
easily corrects the problem temporarily.
An AFCS hardover causes a noticeable change
in helicopter attitude. An auto trim runaway The cockpit indications include excessive
causes unexpected movement of the cyclic deflection of the hardover actuator’s API in one
stick with a resulting attitude change. direction with a normal deflection of the other
HP’s corresponding actuator’s API in the
Although both malfunctions have fearful names opposite direction. The AFCS caution light may
which create a vision of an uncontrolled helicopter also illuminate (Figure 14-32).

NORMAL HARDOVER
ACTUATOR R ACTUATOR
1 R2
(ROLL) (ROLL)

L R UP
L R DN
SYS 2
YAW ROLL PITCH
NORMAL ROLL API INDICATION (SYSTEM 1),

OPPOSITE DEFLECTION TO HARDOVER API

L R UP
L R DN
SYS 2
YAW ROLL PITCH
HARDOVER ROLL API INDICATION (SYSTEM 2),

EXCESSIVE DEFLECTION
Figure 14-32 AFCS Hardover

Pilot Corrective Action for the hardover returns when the FTR switch is
AFCS Hardover released or if the malfunctioning actuator’s
API did not center when the FTR switch was
The pilot’s normal reaction of manually fly- first depressed, the HP associated with the
ing the helicopter back to a safe attitude should malfunctioning actuator should be switched
be accompanied by simultaneously depressing off. Reduce airspeed to 115KIAS or less.
the force trim release switch.
With one helipilot off, auto trim and attitude trim
Depressing the FTR switch may correct the no longer function. The remaining helipilot
hardover condition and should be checked on continues to function; however, manual trim-
the API panel. ming (recentering) or its actuators is necessary.
If the hardover has been corrected, all APIs, Retrimming of the actuators is accomplished
both system 1 and system 2, are centered. If, by depressing the FTR switch whenever the re-
however, the hardover still exists, the API as- maining helipilots’ actuator APIs indicate
s o c i a t e d w i t h t h e a c t u a t o r ex p e r i e n c i n g they are continually deflected in one direction
hardover shows a deflection in the direction to maintain the attitude.
of the hardover.
RFM malfunction procedures and limitations for
If the hardover has been corrected, the pilot helicopter operation with only one operational
should try releasing the FTR switch to deter- helipilot should be observed.
mine if the problem has corrected itself. If

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Auto Trim Runaway sembly is in neutral, conducts the electrical

power going to its rotary actuator.
An autotrim runaway is similar to an AFCS
hardover with the exception that it is not a With the actuator driving the flight control in
control rod actuator that moves excessively but one direction, the pilot’s restraint of the flight
rather one of the rotary actuators of the auto control causes the detent switch to be upset and
trim system that fails to stop moving the flight interrupts the electrical power to the rotary ac-
control after retrimming the control rod actuator. With no electrical power to the actua-
tuators. Auto trim runaway is indicated by the tor, its movement stops and the auto trim
cyclic stick moving to retrim the actuators runaway is stopped.
and then continuing to move.
With the runaway controlled, the malfunction
If not stopped by the pilot, an auto trim run- can possibly be corrected by use of the FTR
away can displace the cyclic to one of the me- Switch. Depressing the FTR switch causes an
chanical pitch or roll control stops and is interruption of ATT mode and auto trim op-
accompanied by the helicopter continuing to eration, and the control rod actuators, rotary
change attitude accordingly. actuators, magnetic brakes, force-gradient as-
semblies, and detent switches all recenter.
Auto trim rotary actuator movement should
cease when the associated control rod actua- By recentering the AFCS and auto trim sys-
tors have recentered. If the rotary actuator tem, the problem may correct itself. The pilot
does not stop, as indicated by continued cyclic should then release the FTR switch which re-
control movement, the most probable cause is activates the AFCS ATT mode and auto trim
either a stuck relay in the auto trim computer capability. If the malfunction is corrected, the
or bad signals from the helipilot computers. cyclic remains in the proper position.
Although the HPs attempt to counteract an auto If the malfunction is not corrected, as soon as
trim runaway by directing their control rod ac- the FTR switch is released, the auto trim again
tuators in the opposite direction, the excessive runs away with the cyclic, and the auto trim
movement of the cyclic exceeds the limited au- system must be disengaged.
thority of the control rod actuators. Cockpit in-
dications are API deflection in a direction The pilot has two options to disengage auto
opposite the auto trim runaway. The AFCS cau- trim. If ATT mode is not required, the AFCS
tion panel light may or may not illuminate. may be switched to SAS mode, which auto-
matically disengages auto trim. If ATT mode
An autotrim runaway can only occur when is required, switching off one of the HPs au-
both HP 1 (AP1) and HP 2 (AP2) are on and in tomatically disengages the auto trim system
ATT mode. but retains the ATT mode of the remaining
HP. It is recommended that HP 2 be switched
Pilot Corrective Action for off to retain antitorque SAS operation. With
Auto Trim Runaway only one HP operational in ATT mode, man-
The pilot’s instinctive reaction, to grab the ual trimming of the API s is required. Reduce
cyclic and stop its movement, is sufficient cor- airspeed to 115IAS or less.
rective action to stop an auto trim runaway.
If the optional flight director was coupled to
The force-gradient assemblies, installed be- the AFCS, disengaging the auto trim system
tween the cyclic auto trim rotary actuators and also decouples the flight director. However,
the flight control mechanism, incorporate built- flight director information for all modes of op-
in detent switches. Each detent switch, which eration is still available and continues to be dis-
makes contact only when its force-gradient as- played by the HSI command bars.

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Table 14-1. AFCS MALFUNCTIONS
SYSTEM AFCS AIRCRAFT BAD AUTO

MALFUNCTION LIGHT ATTITUDE SYSTEM TRIM
CHANGE With Auto Trim
disengaged, you
Helipilot Failure Yes— No Attempt to If helipilot need to monitor
Because the re-engage cannot be the API’s so you
helipilots failed helipilot restored, can keep them
disagree disengage centered. If the
Auto Trim helicopter is
uncoupled, press
AFCS Hardover Yes— Yes If API & Disengage and hold the Force
Because attitude Auto Trim Trim Release
the helipilots change are switch until the
disagree the same, API’s center. If
turn off HP1 the helicopter is
coupled, press and
If API & hold the FTR
attitude switch as you
change are move the cyclic in
different, the direction of
turn off HP2 the API’s
displacement
Auto Trim Runaway No— Yes, and Auto Trim Disengage until it recenters,
Because the cyclic has Auto Trim then release the
both HP’s moves too runaway FTR switch.
try to
correct
together

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QUESTIONS
1. What main rotor blade movement re- 6. In which direction do the cyclic ser-
sults from collective flight control voactuators move if the cyclic stick is
movement? moved laterally to the right or left?
A. Simultaneous pitch change in all A. Both actuators move equally in the
blades same direction
B. Equal pitch change in all blades B. Both actuators move equally in the
C. Same direction pitch change in all opposite direction
blades C. Both actuators move in the direction
D. All of the above the cyclic moved
D. Only the right or the left servoactua-
tor moves down
2. Which collective flight control compo-
nent moves down when the collective is
pulled up? 7. Which of the following is part of the
A. The collective sleeve assembly cyclic control system?
B. The non-rotating swash plate A. Force trim
C. The rotating swash plate B. Adjustable friction
D. The collective servoactuator C. Two servoactuators
D. All the above
3. Which of the following is included in
the collective flight control system? 8. What is the purpose of the built-in
A. Adjustable friction cyclic friction?
B. A downlock A. It positions the cyclic for ATT mode
C. A servoactuator operation.
D. All the above B. It prevents cyclic flight control
sloppiness.
C. It assists in proper AFCS system
4. What action results from cyclic flight operation.
control movement? D. It allows hands-off flying in SAS and
A. Changing the angle of incidence of ATT modes.
the dynamic elevator
B. Tilting the rotor disk in the desired
9. What does illumination of the CYC
direction of flight
CTR caution light indicate?
C. Changing the AFCS reference atti-
tude to a new attitude A. Possible rotor flex-beam damage
with the rotor not turning
D. Both A and B
B. Cyclic flight control stick and
AFCS APIs not centered
5. To what units are cyclic flight control C. A malfunction of the automatic
movements directed prior to going to cyclic centering system
the cyclic servoactuators? D. Cyclic position may cause excessive
A. The auto trim actuators rotor yoke flexing.
B. The helipilot computers
C. The cyclic mixing unit
D. The cyclic friction clamps

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10. Which type of tail rotor blade pitch 15. What is the purpose of the dynamic ele-
change occurs when the antitorque ped- vator?
als are moved? A. To increase roll stability and CG
A. Collective range
B. Cyclic B. To increase pitch stability and CG
C. Feathering range
D. Automatic C. To assist the AFCS cyclic flight
control system
11. Which of the following is not included D. To reduce pitch instability at low
in the collective flight control system? airspeed
A. A servoactuator
16. What controls the movement of the dy-
B. Adjustable friction
namic elevator?
C. Built-in friction
A. Fore-and-aft cyclic flight control
D. Force trim
linkage
B. Aerodynamic forces acting on the
12. What is the purpose of the helicopter’s
trim tabs
force trim system?
C. AFCS helipilot computer pitch
A. To provide cyclic stick and anti- channel output
torque pedal positioning
D. Fly-by-wire and air data computer
B. To provide collective and dynamic control units
elevator positioning
C. To provide artificial “feel” for the 17. What is the requirement for AFCS on
cyclic and pedals Bell 412 helicopters?
D. Both A and C
A. AFCS is required on all IFR-
equipped helicopters.
13. Which of the following is a component
B. AFCS is required on all VFR-
of the force trim system?
equipped helicopters.
A. Electrically actuated magnetic C. AFCS is required on all Bell 412
brakes helicopters.
B. Mechanical force gradient assem- D. AFCS is option on both IFR and
blies VFR Bell 412 helicopters.
C. Cyclic-mounted force trim release
switches 18. Which AFCS mode is used during
D. All the above “hands-off” flying?
A. SAS
14. What does illumination of the FT OFF
B. ATT
caution light indicate?
C. CPL
A. The force trim system is switched
D. FT OFF
off
B. The force trim system has malfunc-
19. What is the primary way in which the
tioned
AFCS moves the flight control linkage?
C. The force trim release switch is de-
pressed A. Electrical control rod actuators
D. Any of the above B. The three-axis auto trim system
C. Cyclic hydraulic servoactuators
D. Four control motion transducers

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20. How may trim systems assist AFCS op- 24. Which of the following is required for
eration in the ATT mode? auto trim operation?
A. One A. Both HPs must be operational in
B. Two ATT mode with force trim on.
C. Three B. Both HPs must be commanding
D. Four movement in the same direction.
C. Both control rod actuators must be
21. What is the purpose of the control mo- 30% out of center.
tion transducers and in which mode do D. All the above
they function?
A. To establish the HP reference atti- 25. How can a new attitude be selected
tude when in SAS mode. when operating in SAS mode?
B. To indicate the pilot-established at- A. Beeping the cyclic-mounted atti-
titude when in SAS mode tude trim switch
C. To establish the HP reference atti- B. Manually flying the helicopter to a
tude when in ATT mode new attitude
D. To indicate the pilot-established at- C. Switching the force trim off and
titude when in ATT mode then back on
D. Switching the AFCS to ATT and
22. How does a helipilot computer know if then back to SAS
an attitude correction is required when
operating in ATT mode? 26. What does illumination of the AFCS
A. By comparing existing and refer- caution panel light indicate?
ence attitudes A. Loss of electrical power to a helipi-
B. By comparing existing and pilot-es- lot computer
tablished attitudes B. Failure of an AFCS system or sub-
C. By comparing reference and pilot- system component
established attitudes C. Loss of a required input to an AFCS
D. All the above component
D. Any of the above
23. Which of the following changes the HP
reference attitude? 27. What pilot action should be taken if an
A. Depressing and releasing the FTR inverter fails?
switch A. Immediately switch to SAS mode.
B. Switching from ATT to SAS and B. Switch the force trim system off.
then switching back to ATT C. Reset the respective HP switch.
C. Beeping the cyclic-mounted atti- D. No pilot action is required.
tude trim system switches
D. All the above

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28. What is the indication of an AFCS 30. What is the indication of an auto trim
hardover? runaway?
A. A small but excessive change in he- A. A small but excessive change in he-
licopter attitude licopter attitude
B. Illumination of the FT OFF caution B. Illumination of the FT OFF caution
panel light panel light
C. The cyclic flight control being C. The cyclic flight control being
driven to a stop driven to a stop
D. All the above D. All the above
29. What should be the pilot’s first action 31. What should be the pilot’s first action
for an AFCS hardover? for an autotrim runway?
A. Manually fly the helicopter and de- A. Depress and then release the force
press the FTR. trim release switch.
B. Manually restrain movement of the B. Manually restrain movement of the
cyclic flight control. cyclic flight control.
C. Immediately switch off either helip- C. Immediately switch off either helip-
ilot computer. ilot computer.
D. Switch from ATT mode operation to D. Switch from ATT mode operation to
SAS mode operation. SAS mode operation.

CHAPTER 15
AVIONICS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 15-1
GENERAL ............................................................................................................................ 15-1
INTERPHONE COMMUNICATION SYSTEM (ICS)........................................................ 15-2
COMMUNICATIONS RADIOS........................................................................................... 15-4
NAVIGATION RADIOS (NAV/DME) ................................................................................. 15-5
General........................................................................................................................... 15-5
VOR Operation .............................................................................................................. 15-6
ILS Operation ................................................................................................................ 15-6
Distance Measuring Equipment (DME) ........................................................................ 15-6
MARKER BEACON............................................................................................................. 15-6
AUTOMATIC DIRECTION FINDING (ADF) .................................................................... 15-8
RADIO ALTIMETER ........................................................................................................... 15-9
AIR TRAFFIC CONTROL (ATC) TRANSPONDER

(SNs 33001 THROUGH 33100) ......................................................................................... 15-10
AIR TRAFFIC CONTROL (ATC) TRANSPONDER

(SNs 33101 AND SUBSEQUENT) .................................................................................... 15-10
General......................................................................................................................... 15-10
Display Window .......................................................................................................... 15-12
HORIZONTAL SITUATION INDICATOR (HDI)............................................................. 15-12
General......................................................................................................................... 15-12
Rotating Compass Card (Azimuth Dial) ..................................................................... 15-13

Heading Bug (Command Heading Set Indicator)........................................................ 15-13

Bearing Pointers .......................................................................................................... 15-13
Yellow Course Pointer (Command Course Pointer).................................................... 15-13
Yellow Course Deviation Bar ...................................................................................... 15-13
White Triangular TO-FROM Indicators ...................................................................... 15-13
Red Flags ..................................................................................................................... 15-14
COMPASS CONTROL PANEL ......................................................................................... 15-14
COURSE DEVIATION INDICATOR (CDI)...................................................................... 15-14
General......................................................................................................................... 15-14
Course Card ................................................................................................................. 15-14
Course Deviation Bar (Vertical Pointer)...................................................................... 15-14
Glide-Slope Bar ........................................................................................................... 15-14
TO-FROM Indicators .................................................................................................. 15-14
Red Flags ..................................................................................................................... 15-17
ATTITUDE DIRECTOR INDICATOR (ADI) ................................................................... 15-17
General......................................................................................................................... 15-17
ADI Operation ............................................................................................................. 15-18
STANDBY ATTITUDE INDICATOR................................................................................ 15-19
QUESTIONS....................................................................................................................... 15-20

ILLUSTRATIONS
Figure Title Page
15-1 Nose Avionics Compartment ................................................................................. 15-2
15-2 ICS Control Panel .................................................................................................. 15-3
15-3 Communications Radio Panels .............................................................................. 15-4
15-4 Navigation Radios .................................................................................................. 15-5
15-5 Distance Measuring Equipment ............................................................................. 15-7
15-6 Marker Beacon ....................................................................................................... 15-7
15-7 Automatic Direction Finding ................................................................................. 15-8
15-8 Radio Altimeter...................................................................................................... 15-9
15-9 Air Traffic Control Transponder (SNs 33001 through 33100) ............................ 15-11
15-10 Air Traffic Control Transponder (SNs 33101 and Subsequent)........................... 15-11
15-11 Horizontal Situation Indicator.............................................................................. 15-12
15-12 COURSE SET Switch.......................................................................................... 15-13
15-13 Compass Control Panel........................................................................................ 15-15
15-14 Course Deviation Indicator .................................................................................. 15-15
15-15 Compass Control Panel Operation....................................................................... 15-16
15-16 Attitude Director Indicator................................................................................... 15-17
15-17 Standby Attitude Indicator................................................................................... 15-19
TABLES
Table Title Page
15-1 ICS Transmission and Reception Switches............................................................ 15-2

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CHAPTER 15
AVIONICS
INTRODUCTION
The Bell 412 uses various avionics components to supplement traditional airframe in-
strumentation and provide air-to-air/ground communication and in-flight navigational
capability. The avionics systems for IFR configuration include an interphone commu-
nications system, a compass control panel, two communication radios, two navigation
radios, a navigation audio control panel, DME equipment, an ATC transponder, a marker
beacon receiver, and an ADF receiver. A radio altimeter is optional.
GENERAL
Some flight instruments and their functions re- the ADI. These components include the flight
lated to various avionics are discussed in this director computer, flight director mode se-
chapter. These items include the standby at- lector, airspeed sensor, and attitude sensor.
titude indicator, horizontal situation indicator,
attitude director indicator, and course devia- Some additional avionics equipment options
tion indicator. are available. These include UHF communi-
cations radios, HF communications radios,
Although the flight director is an option on the FM communications radios, radar, RNAV,
412, its components are located in the avion- OMEGA, LORAN C, and GNS.
ics compartment and affect the function of
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Data and information concerning optional INTERPHONE

avionics equipment may be obtained through
the instructor as needed. Some self-teaching COMMUNICATION
aids may be available in the learning center.
SYSTEM (ICS)
All communication and navigation radios are
mounted in the upper deck in the nose com- Both the pilot and the copilot have ICS con-
partment. The cockpit control panels are lo- trol panels (Figure 15-2) located toward the
cated on the center pedestal between the pilot rear of the center pedestal. Additional aft cabin
and copilot. Depending on the helicopter se- ICS control panels are optional. The 28-VDC
rial number and the equipment involved, there electrical power is provided as follows:
may be two different types of control panels.
The larger control panels are Bell Helicopter • Pilot ICS—No. 2 emergency bus
parts adaptable for use with a number of dif- • Copilot ICS—No. 1 essential bus
ferent comm/nav equipment manufacturers.
As such, all the control functions of these con- • Aft cabin ICS—Nonessential bus
trol panels may not be applicable to the par- The ICS control panel provides capability for
ticular comm/nav equipment installed. The voice transmission from the interphone and up
smaller control panels are King control pan- to six transmitters, and audio reception from
els, designed specifically for their equipment. up to ten sources.
Where two control panels may be applicable,
both are shown and their use explained. The VOL knob controls interphone audio level.
The ICS transmission and reception switches
Figure 15-1 shows the nose avionics com- are listed in Table 15-1.
partment and a typical installation of avion-
ics gear. Table 15-1. ICS Transmission and
Reception Switches
The following provides a discussion and ex-
planation of each type of avionics equipment,
its controls, and the instrument panel display TRANS- RECEPTION FUNCTION
supplied with the standard 412 IFR helicopter. MISSION SWITCH
SWITCH
ICS Interphone
COMM 1 COMM 1 VHF No. 1
COMM 2 COMM 2 VHF No. 2
3 3 Spare
4 4 Spare
5 5 Spare
AUX N/A Spare
NAV 1 VOR/ILS No. 1
NAV 2 VOR/ILS No. 2
ADF ADF
DME DME
MKR Marker beacon
Figure 15-1. Nose Avionics

Compartment

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ON ON
COMM 2 NAV 1 ADF MKR

COMM 1 NAV 2 DME
ICS AUX
VOL
COPILOT’S FOOT SWITCH PILOT’S FOOT SWITCH
RADIO CALL—SECOND POSITION IN
ICS—FIRST POSITION IN
Figure 15-2. ICS Control Panel
Reception of each source is accomplished by • Cyclic trigger switch:

moving the desired reception switch to the
First position—Halfway in (detent) for
ON position. Reception volume is adjusted ICS only
with the volume control knob on the selected
equipment control panel. Second position—All the way in for
radio communications
Transmissions are accomplished by position- • Foot switch—Transmit on the selected
ing the transmission rotary switch to the de- communications equipment ICS
sired equipment and activating either of the through AUX.
following switches:

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COMMUNICATIONS emergency bus No. 2, and power for VHF

COMM 2 is drawn from the nonessential bus.
RADIOS
The SQ (squelch) TEST switch disables the
The VFR 412 configuration may have only squelch circuitry. This allows better recep-
one VHF communications radio. The IFR 412 tion of faint signals but, at the same time, in-
configuration requires two VHF communica- creases the background static and hiss.
tions radios. The COMM control panels
(Figure 15-3), located on the middle left side Selection of either COMM 1 or COMM 2
of the center pedestal, are mounted with transmission and reception capability is ac-
COMM 1 above COMM 2 or, in the case of complished through the rotary transmission se-
King control panels, COMM 1 on the left and lector switch on the pilot’s or copilot’s ICS
COMM 2 on the right. The communications panel. Reception without transmission capa-
radios receive and transmit on frequencies bility may be obtained by use of the COMM
from 118.0 to 135.95 MHz. The electrical 1 and/or COMM 2 reception switches on the
power for the VHF COMM 1 is drawn from pilot’s ICS panel.
KING
S
B
A
Y A
B
COMM
VOL
OFF PULL
TEST
SNs 33101 AND SUBSEQUENT

B
ON SQ
COMM
TEST
OFF
VOL
Figure 15-3. Communications Radio Panels

The King control head allows two separate fre- NAVIGATION RADIOS
quencies to be dialed in at the same time. The
upper frequency is the primary; the lower fre- (NAV/DME)
quency is the standby (SBY). Selection between
the two is made by depressing the white arrow
switch once. This exchanges the primary (upper) GENERAL
frequency and display with the standby (lower) As with the communications radios, the IFR
frequency and display. When tuning a new fre- 412 configuration requires two VHF naviga-
quency, only the standby (lower) frequency and tion radios. The NAV/DME control panels
display change. A light sensor photocell above (Figure 15-4) are located on the middle left
the white arrow switch automatically dims the side of the center pedestal with NAV 1 above
digital display for night operations. NAV 2 (on King control panels, NAV 1 on the
HSI
COURSE BRG PTR

SET NO 1
N 3 035
6 COURSE PILOT NAV 1
33
O A
E
COPILOT NAV 2
30
F
F
F
12
W
15
24 A A
CDI
21 5
HEADING COURSE B E F
SET SET
C W
D 24 30
N
NAV 1 A
V
BRG PTR
NO 1 B E
NAV 1
12 3
6
NAV 2 OBS
NAV 2
C
KING D
ON NAV
NAV/DME
S OFF TEST
B
Y
NAV
VOL VOL
OFF
Figure 15-4. Navigation Radios

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left and NAV 2 on the right). The navigation ra- DISTANCE MEASURING
dios receive on selectable VHF frequencies EQUIPMENT (DME)
from 108.0 to 117.95 MHz. The 28-VDC power
is drawn from the No. 2 essential bus for NAV The DME receiver is activated by the rotary
1 and from the nonessential bus for NAV 2. switch on the face of the DME digital display
(Figure 15-5) with OFF, N 1 , HLD, and N 2 po-
The navigation radios are turned on with ei- sitions. The 28-VDC power is supplied from
ther the ON-OFF switch (large control panels) the nonessential bus.
or the OFF-VOL rotary knob (King control
panels). The larger rotary knobs are used for With the DME reception switch (on the ICS con-
frequency selection. Reception of the trans- trol panel) in ON, the volume knob on the DME
mitted identifier is accomplished by posi- portion of the NAV AUDIO panel controls the re-
t i o n i n g NAV 1 a n d / o r NAV 2 r e c e p t i o n ception audio level for station identification.
switches on the ICS to ON.
When N1 or N2 is selected on the rotary switch,
The NAV TEST push-button switch on the the DME receiver utilizes frequency infor-
larger control panel has no function with the mation from the NAV 1 and NAV 2 radios to
King radio. select matching frequencies for its own oper-
ation. The system displays distance in whole
and tenths of nautical miles, groundspeed in
VOR OPERATION knots, and time-to-go in minutes between the
With a VOR station tuned and identified, the helicopter and the station.
No. 1 bearing pointer on the HSI displays rel-
ative bearing to the station. Whether the No. Placing the rotary switch in HLD (hold) from
1 bearing pointer displays NAV 1 or NAV 2 in- either N 1 or N 2 maintains the DME readout,
formation is determined by the No. 1 BRG while that NAV radio’s frequency is changed,
PTR switch (located below each instrument) and continues to do so until either N 1 or N 2 is
being positioned to either NAV 1 or NAV 2. again selected.
With the desired course set in the HSI course
window, VOR course deviation information for A sensor photocell ( above the King logo) au-
only NAV 1 is displayed on the course devia- tomatically dims the display for night operation.
tion bars of the pilot’s and copilot’s HSIs. The
desired course can be set on the HSI by either
the pilot or copilot, depending on the position
of the COURSE SET switch (located below the
MARKER BEACON
pilot’s HSI). The marker beacon receiver is activated by
the MKR BCN controls (Figure 15-6) on the
VOR course deviation information for NAV 2 NAV AUDIO panel and uses 28-VDC power
is displayed on the separate pilot’s course de- from the nonessential bus.
viation indicator (CDI).
The OFF-LO-HI SENSITIVITY switch acti-
ILS OPERATION vates the receiver to either high or low sensi-
tivity for reception of 75-MHz airway, outer,
With an ILS station tuned and identified, the middle, or inner marker beacons. With the
bearing pointer is inoperative. NAV 1 ILS lo- MKR reception switch on the ICS control
calizer and glide-slope information is displayed panel in ON, the MKR BCN VOL knob on the
on the pilot’s and copilot’s HSIs. Glide-slope navigation audio panel controls reception
information is also displayed on the left side of audio for the coded marker beacon identifi-
the ADI. NAV 2 ILS localizer and glide slope cation signals.
is displayed on the pilot’s CDI.

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A
NM KT MIN
HLD
N1 N2 A B
KING OFF
B
NAV AUDIO
MKR BCN DME
HI
LO
OFF
SENSITIVITY VOL VOL
Figure 15-5. Distance Measuring Equipment
A O M
A A
A B
B
NAV AUDIO
MKR BCN DME
HI
LO
OFF
SENSITIVITY VOL VOL
Figure 15-6. Marker Beacon

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A visual indicator with a five-segment display AUTOMATIC DIRECTION

is provided on the pilot’s and copilot’s instru-
ment panels, as shown in Figure 15-6. From FINDING (ADF)
left to right, the white “A” lamp illuminates
when passing over an airways or ILS inner The ADF receiver uses 28-VDC power from
marker. The red push-button switch is used to the nonessential bus and is controlled with
check lamp integrity for all three lights. The blue the ADF control panel located on the upper left
“O” lamp illuminates when passing over an ILS side of the center pedestal.
outer marker. The photocell sensor automatically
dims the three lamps for night operations. The The ADF set is turned on with the ON-OFF
amber “M” lamp illuminates when passing over switch (Figure 15-7) on the larger ADF con-
an ILS middle marker. trol panel and receives frequencies from 200
through 1,799 Hz. On the King control panel,
HSI
KING
1 N 3 035
6 COURSE
X
33
O A S
E
2
30
F B
F Y
12
A A
W
2
ADF
15
ADF ANT
24 5 B
BFO BFO
21 1
HEADING COURSE
SET SET OFF
B VOL

B
ADF
VOL
ADF ON BFO TEST
ANT OFF OFF
Figure 15-7. Automatic Direction Finding

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activation is accomplished by moving the con- The red spring-loaded TEST button on the
t r o l s w i t c h t o a ny p o s i t i o n ex c e p t O F F. large control panel is used to motor the No. 2
Frequency selection (on both panels) is ac- bearing pointer counterclockwise. When re-
complished with the multilevel knob located leased, the No. 2 bearing pointer again slews
below the frequency display window. to point to the station. There is no test func-
tion on the King control panel.
With a frequency tuned and the ADF reception
switch on the ICS panel in ON, the reception
audio level is controlled with the VOL knob.
With the switch in the ADF position, the No.
RADIO ALTIMETER
2 bearing pointer on the HSI displays
The radio altimeter display (Figure 15-8) is lo-
course/bearing to or from the station.
cated on the pilot’s instrument panel, with
controls for operation on the instrument face.
The ANT position is used for tuning and iden-
The instrument provides absolute altitude
tification purposes and provides for increased
(ABS ALT) information in feet above the
signal sensitivity, eliminating the ADF function.
ground. The radio altimeter uses 28-VDC
power from the nonessential bus and is active
The BFO (beat frequency oscillator) switch on
any time the nonessential bus is energized.
the large panel and the BFO positions on the
The red OFF flag is biased out of view behind
King control panel activate a 1,020-Hz tone
the mask when the system is active.
which is used to obtain better reception of un-
modulated signals.
DECISION FAILURE
HEIGHT WARNING
ANNUNCIATOR MASK FLAG
A
A
DH
F
OF
ABS DECISION
A ALT 0 HEIGHT
CURSOR
15
ALTITUDE
SCALE
1 ALTITUDE
POINTER
10 FT X 100
DH
TEST
5 2 SET
DECISION
HEIGHT
SELF-TEST KNOB
BUTTON
Figure 15-8. Radio Altimeter

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The pilot sets the desired decision height by STBY—Set activated but not transmit-
rotating the DH (decision height) knob (lower ting any code
right corner of the instrument) and position- ON—Set transmitting selected code
ing the orange pointer (decision height cursor)
opposite the appropriate altitude on the in- LO—Transmission level decreased
strument scale. • Mode selector switch:
The altitude pointer responds to the signals from A—Transmits position information only
the radio altimeter receiver and displays the ex- C—Transmits altitude information only
isting absolute altitude in feet above the ground. (if encoding altimeter is installed)
Any time the altitude pointer is below the de- AC—Transmits both position and alti-
cision height cursor, the decision height an- tude information
nunciator light, located in the upper left corner • C o d e s e t k n o b s — Two d o u b l e - d e c k
of the instrument, illuminates. knobs set the proper four-digit identifier
codes and display them in the window
The self-test button drives the altitude pointer of the control panel.
to 100 +20 feet, regardless of actual helicopter
altitude. If this moves the altitude pointer past • IDNT button—Increases the level of the
the decision height cursor, the annunciator response signal and causes blooming on
light responds accordingly. the radar scope image
• Amber REPLY light—Illuminates any
NOTE time the helicopter’s transponder is re-
plying to interrogation
The radio altimeter must be installed
and on for the automatic level-off fea- • TEST button—Initiates self-test of the
ture of the flight director system to transponder’s operation. A flashing reply
function. The 50-foot AGL level-off light indicates proper operation; no light
is not dependent upon the decision indicates a malfunction.
height cursor being set at 50 feet.
AIR TRAFFIC CONTROL
(ATC) TRANSPONDER
AIR TRAFFIC CONTROL (SNS 33101 AND
(ATC) TRANSPONDER SUBSEQUENT)
(SNS 33001 THROUGH
33100) GENERAL
The transponder provides a means by which The transponder controls on the King control
ground-based ATC radar stations may inter- panel (Figure 15-10) generally function as fol-
rogate and monitor the helicopter’s horizon- lows but with some differences or exceptions:
tal and vertical positions in the controlled • Rotary switch (lower level):
airspace. The 28-VDC power is drawn from the
nonessential bus. OFF–Set deactivated
SBY—Set activated by not transmitting
The transponder controls (Figure 15-9) on the any code
larger Bell ATC control panel function as follows:
ON—Set transmitting selected code
• Rotary switch: ALT—Set transmitting selected code
OFF—Set deactivated and altitude

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TST—Self-test and reply R illuminates 3. Depress the upper level once, and the
caret moves one block right.
• Rotary Switch (upper level) is used as
follows: 4. Rotate the upper level to set the desired
digit in the next block.
1. Depress the upper level once, and the
caret ( ) moves to far left. 5. Repeat the above steps to set the re-
maining two digits.
2. Rotate the upper level to set the desired
digit in the left block. • IDT Button—Same as IDNT button
A
STBY ON A C AC
OFF ATC
LO
REPLY
IDNT TEST
Figure 15-9. Air Traffic Control Transponder (SNs 33001 through 33100)
KING
FL
SBY ON ALT IDT I

D A A
T
XPNDR
ALT
ON
TST
SBY
OFF
Figure 15-10. Air Traffic Control Transponder (SNs 33101 and Subsequent)

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DISPLAY WINDOW HORIZONTAL SITUATION

When a particular function is set by the rotary INDICATOR (HSI)
switch or the IDT button is depressed, the cor-
responding letters illuminate in the display win-
dow, i.e., SBY-ON-ALT-IDT. Whenever ALT is GENERAL
selected, the digits of the selected code disap- The HSI (Figure 15-11) serves as the pilot’s pri-
pear, the FL (flight level) illuminates, and the mary source of navigation information in flight.
altitude is displayed. The “R” (response) illu-
minates any time the set is interrogated. There are several names for some items on
the HSI, so where the most common terms
The photocell sensor, located above the IDT differ significantly from the manufacturer’s
button, provides automatic dimming on the term, both are provided.
display for night operation.
LUMBER LINE COMMAND HEADING SET INDICATOR
TO-FROM INDICATORS COMMAND COURSE POINTER
BEARING POINTER 1 NAV OFF FLAG

COURSE
READOUT
GLIDE-SLOPE
WARNING BEARING
FLAG
1 N 3 035 POINTER 2
6 COURSE
33
GLIDE-SLOPE
DEVIATION O
E
2
30
POINTER F DIRECTIONAL GYRO

F OFF FLAG
12
W
2
15
24 5
21
1
HEADING COURSE COURSE

SET SET
DEVIATION
BAR
AIRCRAFT SYMBOL
A
AZIMUTH DIAL
COMMAND HEADING COMMAND COURSE
SET KNOB SET KNOB
A A
Figure 15-11. Horizontal Situation Indicator

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ROTATING COMPASS CARD

(AZIMUTH DIAL) A A
The rotating compass card is a remote indicator

of the directional gyro portion of the TARSYN.
It is controlled, in part, by the compass con-
trol panel (Figure 15-11). The compass card’s
position underneath the upper half of the in-
strument lubber line provides the helicopter’s
magnetic heading.
HEADING BUG ( COMMAND Figure 15-12. COURSE SET Switch

HEADING SET INDICATOR)
The split white heading bug is movable around YELLOW COURSE POINTER
the outer edge of the rotating compass card and (COMMAND COURSE
is used to indicate a present or future heading POINTER)
reference as desired by the pilot. The position
of the heading bug can be set by means of the The course pointer is movable around the inner
heading set knob on the lower left corner of edge of the rotating compass card by the course
the instrument. The heading bug also provides set knob on the lower right corner of the in-
a heading reference to the optional flight di- strument. Rotating the knob moves the course
rector system for use in the HDG mode. pointer to the desired course on the compass
card and also displays the selected course in
the course window (digital course readout).
BEARING POINTERS The course set switch (Figure 15-12) below the
The bearing pointers move around the out- HSI allows either the pilot or the copilot to con-
side edge of the compass card. The No. 1 bear- trol the course set function.
ing pointer has a green triangular-shaped head
marked with a “1.” The No. 2 bearing pointer YELLOW COURSE
has an orange diamond-shaped head marked
with a “2.” Each bearing pointer also has a cor- DEVIATION BAR
respondingly color-coded tail. The course deviation bar moves left or right
of the centerline of the course pointer to show
No. 1 Bearing Pointer the position of the selected No. 1 navigation
course relative to the helicopter’s position.
The No. 1 bearing pointer provides magnetic
course to (head of bearing pointer) or from (tail
of bearing pointer) the station for either the No. WHITE TRIANGULAR
1 or the No. 2 navigation radio, depending on TO–FROM INDICATORS
the position selected on the BRG PTR NO 1
switch (Figure 15-12) located below the pilot’s The TO indicator appears in the center portion
HSI instrument. of the HSI, just behind the course pointer,
when the No. 1 navigation course selected
takes the helicopter to the station (regardless
No. 2 Bearing Pointer of helicopter heading). The FROM indicator
The No. 2 bearing pointer provides relative appears just behind the tail of the course
bearing only for the ADF navigation radio. pointer when the No. 1 navigation course takes
the helicopter from the station.

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RED FLAGS COURSE DEVIATION

There are three red flags that may appear in INDICATOR (CDI)
the instrument:
• OFF flag—Appears on the right side of GENERAL

the HSI below the course window and in- A separate course deviation indicator (CDI)
dicates electrical power off or a bad di-
rectional gyro. (Figure 15-15) is located to the lower left of
the HSI to provide the pilot with No. 2 navi-
• NAV OFF flag—Appears between the gation course deviation and glide-slope in-
course pointer and the TO-FROM indi- formation. The CDI has the following displays.
cators and indicates that the No. 1 nav-
igation course signal is invalid.
COURSE CARD
• Glide-slope warning flag—Appears left
of the glide-slope pointer and indicates The course card is rotated by the OMNI bear-
that the No. 1 navigation glide-slope in- ing selector (OBS) knob at the bottom right of
formation is invalid. the instrument. The desired course is set under
the inverted white triangle (course index).
COMPASS CONTROL
PANEL COURSE DEVIATION BAR
Both the pilot and the copilot have compass (VERTICAL POINTER)
control panels (Figure 15-13) located on the The vertical course deviation bar swings left
lower portion of the center pedestal. The com- or right from a top pivot to show the selected
pass control panel is used to synchronize the course position.
compass card of the HSI with the flux valve
and the directional gyro of the TARSYN. One
control panel is used for each HSI. GLIDE–SLOPE BAR
In the MAG position (Figure 15-14) the di- The glide-slope bar moves up or down from a
rectional gyro (DG) is aligned with the earth’s left-side pivot to show the glide-slope’s pos-
magnetic field by means of the flux valve tion relative to the helicopter’s position.
transmitter and the remote compensator. The
DG, in turn, aligns the rotating compass card TO–FROM INDICATORS
of the HSI to display magnetic heading.
The words TO or FROM appear in the window
In the DG position, the flux valve and remote in the lower right quadrant of the instrument
compensator are disconnected from the DG so whenever the selected course takes the heli-
that magnetic disturbances do not affect the copter to or from the station.
compass card. The DG position is most use-
ful when landing on drilling platforms where
the steel mass seriously deflects the compass
card from normal indications.

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COMPASS CONTROL
MAG
DG
A
A
Figure 15-13. Compass Control Panel
COURSE
INDEX
30 33
W COURSE
CARD
COURSE DEVIATION
BAR N
A NAV OFF FLAG
GLIDE SLOPE V
DEVIATION BAR
GLIDE SLOPE
OFF FLAG
GS
TO-FROM
INDICATOR
RECIPROCAL
COURSE
INDEX
12 OBS OMNI
BEARING
SELECTOR
Figure 15-14. Course Deviation Indicator

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FLUX VALVE
FORE
REMOTE COMPENSATOR
COMPASS CONTROL
MAG
DG TARSYN
HSI NOTE: SHOWN IN MAG POSITION
1 N 3 035
6 COURSE
33
O
E
2
30
F
F
12
W
2
15
24
21 5 FORE
1
HEADING COURSE
SET SET
COMPASS CONTROL
MAG
DG TARSYN
HSI
NOTE: SHOWN IN DG POSITION
1 N 3 035
6 COURSE
33
O
E
2
30
F
F
12
W
2
15
24 5
21
1
HEADING COURSE
SET SET
Figure 15-15. Compass Control Panel Operation

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RED FLAGS The rate-of-turn needle is a remote indicator

for the separate rate-of-turn gyro.
There are two red flags that may appear:
The ADI has no independent electrical power
• NAV flag—Appears when the No. 2 nav- of its own. All electrical power and signals for
igation localizer information is invalid ADI operation come from the following:
• GS flag—Appears when the No. 2 navi-
gation glide-slope information is invalid • S p h e r e a n d AT T f l a g — D a t a f r o m
TARSYNS
ATTITUDE DIRECTOR • Glide-slope data, GS flag, and pitch

command bar—Data from the flight di-
INDICATOR (ADI) rector system
• Roll command bar—Data from the flight
GENERAL director system
The ADIs (Figure 15-16) serve as the pilot’s and • FD flag—Data from the flight director
copilot’s primary attitude references and are system
remote indicators for the vertical gyros in the • Rate-turn needle and RT flag—Data
three axis reference synchronizers (TARSYNS). from the remote rate-of-turn gyro
PITCH COMMAND BAR BANK INDEX

BANK SCALE
FLIGHT DIRECTOR ROLL

WARNING FLAG COMMAND
CLIMB
BAR
FD
3 0
GLIDE-SLOPE AIRCRAFT
DEVIATION REPRESENTATION
POINTER O
S
ATTITUDE
SPHERE
GLIDE-SLOPE RT
A
OFF FLAG T
T
RATE-OF-TURN
ATTITUDE WARNING FLAG
WARNING
FLAG PITCH TRIM
KNOB
ROLL TRIM KNOB INCLINOMETER AND BALL
RATE-OF-TURN SCALE RATE-OF-TURN NEEDLE
Figure 15-16. Attitude Director Indicator

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ter in the opposite direction from the turn nee-

dle, the helicopter is in a slip.
ADI OPERATION
The attitude director indicator (ADI) is the The ADI automatically starts operating as
pilot’s primary attitude reference during IFR soon as DC power is applied to the helicopter
flight and incorporates a turn needle and an and an inverter is turned on. After a short
inclinometer (ball) for rate of turn and co- warm-up, normal operation is indicated by
ordination. Functions and use of the ADI the ATT (attitude) and RT (rate turn) warning
depend on installation of the optional flight flags being biased out of view.
director system.
On the pilot’s ADI, the attitude sphere is a re-
Without the FD installed, the ADI serves as a mote indication of vertical gyro information
normal attitude indicator with helicopter bank from the No. 1 TARSYN. The rate turn nee-
displayed as degrees of roll between the bank dle receives information from a remotely lo-
index of the sphere and the bank scale on the cated rate turn gyro. On dual-instrument
instrument face. Pitch attitude is indicated as IFR-equipped helicopters, the copilot’s ADI
degrees above or below the horizon on the uses information from the No. 2 TARSYN and
sphere relative to the aircraft representation. a separate remote rate turn gyro.
The pitch and roll command bars, the glide-
slope deviation pointer, and the FD and GS Pitch and roll trim knobs, located at the out-
warning flags are all biased out of view if the board lower corners of the ADI, provide a
FD is not installed. method to adjust the attitude sphere. If the
flight director is used, the pitch and roll trim
With the FD installed and operational and an knobs must be in the detent position directly
appropriate FD mode selected, the ADI dis- at the respective white arrow.
plays pitch and roll command bars and a glide-
slope deviation pointer which may be used An ATT flag indicates that the associated
for vertical and horizontal steering. TARSYN is inoperative or that the attitude
information from the TARSYN is not reliable.
The turn needle indicates the helicopter’s rate
of turn. One full needle width deflection indi- The RT flag indicates that the associated rate
cates that a 360° turn is completed in two min- turn gyro is inoperative or unreliable. If DC
utes. The inclinometer ball indicates helicopter voltage to the rate turn gyros falls below ap-
trim during flight. If the ball is centered be- proximately 23 volts, the RT flag reappears.
tween the two vertical lines, the helicopter is in
trim. If the ball is deflected out of center in the An FD flag indicates that flight director in-
same direction as the turn needle, the helicopter formation is not reliable. The GS flag indicates
is in a slide. If the ball is deflected out of cen- that there is no glide-slope information or that
the signal is unreliable.

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STANDBY ATTITUDE • ON—The system is connected to the

airframe DC electrical system through
INDICATOR the emergency bus and automatically
switches to its own battery in the event
The standby attitude indicator (Figure 15-17) of airframe electrical power failure. The
serves as a backup for the pilot’s ADI and can special battery also charges as long as
function independently of airframe electrical airframe power is active.
power by using a separate 22.5-VDC nickel- • TEST—The TEST position connects the
cadmium battery. standby attitude indicator to its special
battery only to test the system.
The standby attitude system is controlled with
the STBY ATTD switch on the left forward The OFF flag on the instrument is displayed
overhead console and operates as follows: any time the switch is in OFF, less than 16 VDC
is applied to the system, or the caging knob is
• OFF—The system is not powered. pulled and/or locked in the caged position.
NON
SHIELD ESS GEN 1 NO 2 ESNTL NO 1 ESNTL
LH RH
NON 50 50
ESNTL
DC
HTR
WINDSHIELD HEAT
CON
3 0
WSHLD HEAT AIR COND STBY EMER
2 0
O
F TEST 1 0
F
ON ON HIGH ON ARM OFF
COPLT
CARGO
VENT
BLOWER
AFT
OUTLET HEATER RELEASE 1 0
OFF OFF OFF OFF
OFF OFF 2 0
EFIS
MASTER
3 0
ULL
P
TO
C
A GE
Figure 15-17. Standby Attitude Indicator

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QUESTIONS
1. In order to transmit and receive on a 5. How is DME station frequency selec-
VHF communications radio, what action accomplished?
tion must the pilot take? A. By setting the desired frequency on
A. Select the appropriate COMM posi- the TACAN control panel
tion with the rotary transmission B. By setting the desired frequency on
switch on the ICS panel. the NAV/DME control panel
B. Depress the foot switch, which ac- C. By positioning the switch on the in-
tivates the transmission portion of strument face to either N 1 or N 2
the radio. D. By selecting the proper low fre-
C. Position the appropriate COMM re- quency on the ADF control panel
ception switch on the ICS panel to
the ON position. 6. What purpose does the red push-button
D. Both A and C switch on the marker beacon indicator
serve?
2. What may the OFF flag on the right A. It alternates receivers between OM,
side of the HSI indicate? MM, and IM.
A. The vertical gyro in the instrument B. It activates self-test circuitry to en-
has failed. sure all three receivers are operable.
B. The information from the directional C. It tests the three lights in the instru-
gyro in the TARSYN is invalid. ment.
C. The heading bug is inoperative. D. It dims the display for night flying.
D. The course set knob is inoperative.
7. Where is bearing information for the
3. What does the HSI course deviation bar ADF radio displayed?
respond to? A. Always on the No. 1 bearing
A. The navigation radio selected with pointer
the COURSE SET switch B. Always on the No. 2 bearing
B. Only No. 1 navigation radio course pointer
information C. On the course deviation indicator
C. Nothing unless the flight director is D. It may be switched between the
installed No. 1 and the No. 2 bearing
D. It responds only if an ILS frequency pointers.
is selected.
8. What does activating the TEST button
4. When are the MAG-DG switches on the on the radio altimeter accomplish?
compass control panels generally used?
A. The altitude pointer is driven to 100
A. In areas of high magnetic disturbance +20 feet.
B. In areas where there are no lines of B. All the system lighting is tested.
magnetic flux C. The decision height annunciator il-
C. Only when the HSI is first turned on luminates.
D. Only when flying at latitudes D. The entire system is tested.
greater than 75° (north or south)

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9. When do the pitch and roll command 10. What is the primary reason to turn on
bars on the ADI function? the standby attitude indicator for every
A. Only when an ILS frequency is se- flight?
lected on NAV 1 A. To check the vertical gyro in the
B. Only when a proper frequency is se- pilot’s attitude system
lected on the RNAV system B. To check for proper operation
C. Only to show the amount of devia- C. To keep the special battery charged
tion from an ILS localizer and glide D. To cross-check the pilot’s and copi-
slope lot’s ADIs
D. Only when the flight director is op-
erational and the appropriate modes
are selected

CHAPTER 16
ENVIRONMENTAL SYSTEMS
CONTENTS
Page
INTRODUCTION ................................................................................................................. 16-1
GENERAL ............................................................................................................................ 16-1
CABIN HEATING AND VENTILATING SYSTEMS ........................................................ 16-2
General........................................................................................................................... 16-2
Heater Operation............................................................................................................ 16-4
COCKPIT VENTILATION SYSTEM.................................................................................. 16-4
CABIN VENTILATION SYSTEM ...................................................................................... 16-7
WINTERIZATION HEATER ............................................................................................... 16-8
QUESTIONS ......................................................................................................................... 16-9

ILLUSTRATIONS
Figure Title Page
16-1 Cabin Heating and Ventilating Systems................................................................. 16-2
16-2 VENT BLOWER, AFT OUTLET, and HEATER Switches .................................. 16-3
16-3 DEFROST Lever and Temperature Selector .......................................................... 16-3
16-4 Heating System Schematic..................................................................................... 16-5
16-5 Ventilating System Schematic................................................................................ 16-6
16-6 Cabin Ventilation System....................................................................................... 16-7

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CHAPTER 16
ENVIRONMENTAL SYSTEMS
TEMPERATURE
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INTRODUCTION
Environmental systems in the Bell 412 include heating and ventilation for the crew and
passenger compartment areas. The controls, their locations, and general system opera-
tion for each system are discussed.
GENERAL
The systems described in this section concern are divided into cabin heating and ventilating,
control of the amount, direction, and temper- cockpit ventilation, fresh air ventilation, and
ature of the air entering or contained in the ap- the optional winterization heater.
propriate areas of the helicopter. The systems

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CABIN HEATING AND The systems are controlled by three switches

(Figure 16-2) located on the overhead con-
VENTILATING SYSTEMS sole. These switches, labeled VENT
BLOWER, AFT OUTLET, and HEATER, each
have ON and OFF positions.
GENERAL
Heating and ventilating systems (Figure 16-1) A DEFROST lever (Figure 16-3) on the upper
are incorporated in the helicopter to provide right corner of the center pedestal provides
the following: control of defrosting air to the windshields.
• Cockpit and cabin heating (engine A temperature selector (Figure 16-3), located
bleed air) on the right cabin doorpost, controls heater air
temperature.
• Windshield and chin-bubble defog-
ging/defrosting (bleed air) A HEATER AIR LINE caution panel segment
(Annunciator Panel) illuminates to warn the
• Fresh air ventilation and defogging (ven- pilot of overheating (220°F [104°C]) in the
tilating air) heating plenum.
OVERHEAT TEMPERATURE SWITCH BLEED-AIR VALVES AIR INTAKE

AIR DISTRIBUTION VALVE
TEMPERATURE DIAL
WINDSHIELD
DEFROSTER
NOZZLES
VENTILATING AIR
CONTROL LEVERS
MIXING VALVE
VENTILATING
AIR OUTLETS
VENT BLOWERS
MUFFLER
REMOTE SENSOR
AIR
INTAKES
DOORPOST OUTLETS
VENTILATING AIR CONTROL LEVERS
VENTILATING AIR OUTLETS
DEFROST CONTROL LEVER

DEFROST NOZZLES
Figure 16-1. Cabin Heating and Ventilating Systems

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VENT AFT CARGO

OFF OFF OFF OFF
ON ON ON ARM
HEAT
WIPERS
OFF OFF
PK LO PK LO
MED MED
HI HI
COPILOT PILOT
AFT DOME LIGHTS

PITOT STATIC
HEATERS
WHITE OFF
OFF
RED ON
OFF BRT
Figure 16-2. VENT BLOWER, AFT OUTLET, and HEATER Switches
Figure 16-3. DEFROST Lever and Temperature Selector

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HEATER OPERATION The heater should not be operated above 21°C

to prevent damage to the chin bubbles.
The heating cycle is activated by turning the
HEATER switch to ON. This action causes
28 VDC to open two bleed-air valves (one for NOTE
each engine) and allows engine compressor
bleed air to flow to a mixing valve. The heat- Heater operation causes changes in
ing system is shown in Figure 16-4. helicopter performance; refer to
Section 4 of the RFM and the appro-
In the mixing valve, bleed air is mixed with priate RFM Supplement if the win-
ambient air to obtain the desired temperature. terization heater is installed.
Mixing of bleed and ambient air is accom-
plished by increasing or decreasing bleed air
in response to a heat sensor in the plenum reg- COCKPIT VENTILATION
ulated by the temperature-selecting dial on
the doorpost. An overheat switch is mounted SYSTEM
in the outlet of the mixing valve which acti-
vates at 220°F (104°C) to close the bleed-air Two air inlets, located on the upper nose of the
valves and also “pop” the CABIN HTR circuit helicopter, allow outside ram air to enter the
breaker in approximately 30 seconds. system for ventilation and defrosting. Both
the pilot and the copilot have separate venti-
Mixed air passes through a noise suppressor- lating nozzles and controls located on the in-
muffler to the plenum and then through duct- strument panel.
work to the air distribution valve and the
overheat switch mounted in the plenum, which The air entering each inlet is directly con-
activates at 220°F and illuminates the HEATER trolled with push-pull knobs located directly
AIR LINE caution panel light. below the pilot’s and copilot’s ventilation noz-
zles. With the knob in, the respective air inlet
At the air distribution valve, heated air is ei- is closed; with the knob out, the air inlet is open
ther totally distributed forward to the crew area and allows air to reach the instrument panel
or, if the AFT OUTLET switch (Figure 16-4) nozzles and the windshield nozzle.
is in ON, divides between the aft outlets on the
rear side of the forward cabin doorposts and the
crew compartment. The instrument panel nozzles can be manually
controlled and positioned for optimum air-
Heated air to the crew compartment is further flow. Rotating the nozzle ring clockwise opens
divided as follows: the nozzle, and rotating the nozzle ring
counter-clockwise closes the nozzle. All ven-
• A portion of the air is routed directly to tilating air may be directed to the windshield
the lower chin bubble. defroster nozzles by closing the instrument
panel nozzles.
• The remaining air is directed to the lower
pedestal outlets as long as the DEFROST
lever is in the OFF position. Two vent blowers provide forced airflow to the
ventilating and windshield nozzles. The blow-
• If the DEFROST lever is in ON, part of ers use 28 VDC and are controlled by the
the airflow is directed to the right and VENT BLOWER switch located on the over-
left windshield nozzles. Intermediate head console. The vent blowers should not be
positions of the DEFROST lever be- activated with the air inlet valves closed
tween OFF and ON provide propor- (Figure 16-5).
tionate airflow between the pedestal
outlets and the windshield outlets.

RH LH
ENG ENG BLEED-AIR
PRESS VALVE
BLEED-AIR
PRESS VALVE
SHROUD
AMBIENT HEATER
AIR VALVE
INTAKE
VARIABLE-CONTROL
MIXING VALVE
VENT AFT CARGO

OVERHEAT BLOWER OUTLET HEATER RELEASE
OFF OFF OFF
NOISE SWITCH OFF
SUPPRESSOR
ON ON ON ARM
HEAT
WIPERS
HEATER OFF OFF
PK LO PK LO
AIR LINE
OVERHEAT MED MED
ELECTRIC SENSOR SWITCH HI HI

DRIVE MOTOR COPILOT PILOT
AIR DISTRIBUTION
AFT DOME LIGHTS
VALVE PITOT STATIC
HEATERS
WHITE
OFF
SELECTOR
OFF
SELECTING RED ON
DIAL OFF BRT
RH LH
LH
RH DOORPOST DOORPOST
WINDSHIELD
WINDSHIELD OUTLETS OUTLETS
NOZZLE
NOZZLE
RH DEFROST LH
VENTILATING CONTROL VENTILATING
Y-VALVE
AIR INTAKE LEVER Y-VALVE AIR INTAKE
INTAKE INTAKE
CONTROL CONTROL
PEDESTAL LH VENT
RH VENT
RH OUTLETS OUTLETS LH
OUTLETS
BLOWER VENTILATING AIR BLOWER
CHECK VALVE VENTILATING AIR
CHECK VALVE
HEAT AND
DEFROSTER
PEDESTAL
LOWER SELECTOR
OUTLETS
RH NOZZLE
LOWER
LH OUTLET
Figure 16-4. Heating System Schematic

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RH LH
ENG ENG BLEED-AIR
PRESS VALVE
BLEED-AIR
PRESS VALVE
SHROUD
AMBIENT HEATER
AIR VALVE
INTAKE
VARIABLE-CONTROL
MIXING VALVE VENT AFT
BLOWER OUTLET
OVERHEAT OFF OFF
NOISE SWITCH
SUPPRESSOR
ON ON
HEAT
OVERHEAT WIPER
ELECTRIC SENSOR SWITCH
DRIVE MOTOR
OFF
AIR DISTRIBUTION
VALVE
SELECTOR
SELECTING
DIAL
RH LH
DOORPOST DOORPOST
OUTLETS OUTLETS LH
WINDSHIELD
RH DEFROST NOZZLE LH
VENTILATING CONTROL VENTILATING
Y-VALVE
AIR INTAKE LEVER Y-VALVE AIR INTAKE
INTAKE INTAKE
CONTROL CONTROL
PEDESTAL LH VENT
RH VENT
RH OUTLETS OUTLETS LH
OUTLETS
BLOWER VENTILATING AIR BLOWER
CHECK VALVE VENTILATING AIR
CHECK VALVE
HEAT AND
DEFROSTER
PEDESTAL
LOWER SELECTOR
OUTLETS
RH NOZZLE
LOWER
LH OUTLET
Figure 16-5. Ventilating System Schematic

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CABIN VENTILATION There are 16 ventilation air nozzles; each may

be manually operated in the same manner as the
SYSTEM cockpit ventilating nozzles to control the inflow
of outside air. There are no other controls, in-
A ram-air ventilation system is installed in dications, or operating procedures for the ven-
the cabin roof structure and is available at all t i l a t i o n s y s t e m . H ow ev e r, a n o p t i o n a l
times to provide fresh outside air as desired air-conditioning system normally uses the cabin
to crew and passengers (Figure 16-6). ventilation system to distribute conditioned air.
Figure 16-6. Cabin Ventilation System

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WINTERIZATION Operation of the winterization heater is iden-

tical to the standard heater. The procedures for
HEATER heater operation are contained both in the
RFM and in the supplement.
The winterization heater system is offered as
a kit and increases the existing bleed-air heater As with the standard heater, operation of the
capacity by adding extra outlets, ducting, a winterization heater affects helicopter per-
larger mixing valve, and noise suppressors. formance. The appropriate RFM Supplement
The additional ducting connects the existing should be referred to any time the heater is used
bleed-air heater output to two additional dual since operation causes a decrease in engine
outlets located at the lower outboard corners performance.
of the rear cabin wall. The additional outlets
are the same as the existing heating and ven-
tilating air outlets.

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QUESTIONS
1. What is the air source for cockpit and 5. How is the cockpit ventilating air acti-
cabin heating? vated?
A. Ventilating air A. By switching the vent blowers on
B. Engine bleed air B. By setting the temperature rheostat
C. Ram air to 0°
D. All the above C. By pulling either push-pull knob out
D. The system is always on.
2. What is the air source for chin bubble
defogging? 6. How is the cabin ventilation system
A. Ventilating air activated?
B. Ram air A. By switching the vent blowers on
C. Engine bleed air B. By opening the desired overhead
D. Air-conditioning air nozzles as desired
C. The system is always on.
3. How does the pilot activate the helicopter D. Both B and C
heating system?
A. By positioning the HEATER switch 7. What benefits does the winterization heater
to ON add to the normal heating system?
B. By positioning the DEFROST lever A. Increases the existing bleed-air
to OFF capacity
C. By setting the temperature rheostat B. Adds extra outlets and ducting
to the desired temperature C. Uses a larger mixing valve and
D. Both A and C noise suppressors
D. All the above
4. An overheat switch mounted in the out-
let of the mixing valve activates and closes
the bleed-air valves at what temperature?
A. 100°F
B. 180°F
C. 220°F
D. 250°F

CHAPTER 17
KITS AND ACCESSORIES
CONTENTS
Page
INTRODUCTION ................................................................................................................. 17-1
GENERAL ............................................................................................................................ 17-1
EMERGENCY FLOATS....................................................................................................... 17-2
HEATED WINDSHIELD ..................................................................................................... 17-5
General........................................................................................................................... 17-5
Operation ....................................................................................................................... 17-5
AUXILIARY FUEL TANKS ................................................................................................ 17-7
FLIGHT DIRECTOR ............................................................................................................ 17-7
General........................................................................................................................... 17-7
Controls.......................................................................................................................... 17-9
INTERNAL HOIST ............................................................................................................ 17-11
General......................................................................................................................... 17-11
Provisions Kit .............................................................................................................. 17-11
Hoist Kit ...................................................................................................................... 17-11
Operation ..................................................................................................................... 17-13
LITTER KIT ....................................................................................................................... 17-13
EXTERNAL CARGO HOOK ............................................................................................ 17-13
NIGHTSUN SEARCHLIGHT............................................................................................ 17-16
General......................................................................................................................... 17-16
Components ................................................................................................................. 17-17
Remote Control Unit ................................................................................................... 17-17
Operation ..................................................................................................................... 17-18

LOUDHAILER ................................................................................................................... 17-18

General......................................................................................................................... 17-18
Operation ..................................................................................................................... 17-18
Limitations................................................................................................................... 17-19
WEATHER RADAR ........................................................................................................... 17-19
General......................................................................................................................... 17-19
Principles of Radar ...................................................................................................... 17-20
RCA Primus 500.......................................................................................................... 17-23
Limitations................................................................................................................... 17-24
Operation ..................................................................................................................... 17-24
Malfunctions................................................................................................................ 17-27
DUAL-BATTERY INSTALLATION.................................................................................. 17-27
General......................................................................................................................... 17-27
Components ................................................................................................................. 17-27
Operation ..................................................................................................................... 17-29
Malfunctions................................................................................................................ 17-29
KITS AND ACCESSORIES FOR THE BELL 412 EP...................................................... 17-29
General......................................................................................................................... 17-29
Dual Flight Directors (3-Axis DAFCS)....................................................................... 17-29
Flight Director Components ........................................................................................ 17-30
Flight Director Operation (3-Axis).............................................................................. 17-30
4-Axis DAFCS with Dual Flight Directors ................................................................. 17-31
4-Axis DAFCS Components ....................................................................................... 17-31
Electronic Flight Instrument System (EFIS) ............................................................... 17-37
4-Axis DAFCS with SAR Capabilities........................................................................ 17-43
QUESTIONS....................................................................................................................... 17-50

ILLUSTRATIONS
Figure Title Page
17-1 Emergency Floats Installation................................................................................ 17-3
17-2 Float Cylinder and Pressure Gage.......................................................................... 17-4
17-3 Heated Windshield Installation .............................................................................. 17-5
17-4 Auxiliary Fuel Tank Installation ............................................................................ 17-6
17-5 Flight Director System Diagram ............................................................................ 17-8
17-6 Attitude Director Indicator..................................................................................... 17-9
17-7 Flight Director System......................................................................................... 17-10
17-8 Internal Hoist Installation .................................................................................... 17-12
17-9 Litter Kit Installation............................................................................................ 17-14
17-10 Cargo Hook System ............................................................................................. 17-15
17-11 Nightsun Searchlight System............................................................................... 17-16
17-12 Remote Control Unit............................................................................................ 17-17
17-13 Loudhailer Installation ......................................................................................... 17-18
17-14 Weather Radar Antenna ....................................................................................... 17-19
17-15 Radar Beam Width Display ................................................................................. 17-21
17-16 Radar Pulse Depiction.......................................................................................... 17-21
17-17 Radar Sweep and Tilt Capabilities....................................................................... 17-22
17-18 Map Mode............................................................................................................ 17-23
17-19 Primus 500 Controls and Indicators..................................................................... 17-24
17-20 Different Modes ................................................................................................... 17-25
17-21 Radar Beam Illumination..................................................................................... 17-26
17-22 Radar Danger Area .............................................................................................. 17-26
17-23 Dual-Battery Installation...................................................................................... 17-28
17-24 3-Axis Autopilot Controller Panel ....................................................................... 17-30
17-25 4-Axis DAFCS Schematic ................................................................................... 17-32
17-26 4-Axis Autopilot Controller................................................................................. 17-33

17-27 Pilot’s Collective Head......................................................................................... 17-33

17-28 Copilot’s Collective Head .................................................................................... 17-34
17-29 4-Axis Flight Director Mode Selector Panel ....................................................... 17-36
17-30 EFIS MASTER Switch ........................................................................................ 17-37
17-31 EFIS Electronic Displays (Pilot’s Side)............................................................... 17-38
17-32 EADI Display....................................................................................................... 17-39
17-33 EHSI Display ....................................................................................................... 17-39
17-34 Display Controllers .............................................................................................. 17-40
17-35 Remote Switch Panel ........................................................................................... 17-42
17-36 Instrument Remote Controller ............................................................................. 17-42
17-37 Approach to Hover............................................................................................... 17-43
17-38 Doppler Hover Display ........................................................................................ 17-43
17-39 4-Axis SAR DAFCS Schematic .......................................................................... 17-44

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KITS AND ACCESSORIES
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INTRODUCTION
There are numerous options offered by Bell Helicopter Textron (BHT) for the model 412.
These options come in the form of kits which may be installed by BHT at the time of
manufacture, by the owner, or by another service center. Each kit is functionally com-
plete, including all of the parts that are necessary to add a usable capability to the stan-
dard configuration.
GENERAL
• Flight
When a kit is installed, it is accomplished in director .................... BHT-412-FMS-6
compliance with a service instruction.
Operational procedures for kits are contained • Internal
in supplements to the Flight Manual. Each hoist .......................... BHT-412-FMS-7
kit is identified with a BHT Flight Manual and 26
Supplement (FMS) number. The numbers for • Litters ...................... BHT-412-FMS-8
the kits described in this chapter are as follows: and 27
• External
• Emergency cargo hook .................. BHT-412-FMS-9
floats ........................ BHT-412-FMS-2
• Nightsun
• Heated searchlight ............... BHT-412-FMS-12
windshield................ BHT-412-FMS-3

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• Auxiliary next to the pilot’s collective pitch lever and

fuel .......................... BHT-412-FMS-17 is used in the event the automatic inflation
and 25 feature does not actuate the floats.
• Loudhailer ............ BHT-412-FMS-18
An electrical interlock between the float sys-
• Weather tem circuitry and the passenger step system cir-
radar........................ BHT-412-FMS-20 cuitry ensures that the passenger steps move
• Dual to or remain in the stowed position any time
batteries.................. BHT-412-FMS-28 the float system is armed.
This skid-mounted float system provides a

Kit numbers not included in this chapter are minimum of 125% of the maximum gross
covered in the chapters associated with the weight buoyancy in less than five seconds
kit function. after compressed nitrogen is released to inflate
the floats. This installation is easy to inspect
and maintain and also allows use of the stan-
EMERGENCY FLOATS dard ground handling wheels.
The emergency float kit is designed to provide Upon ditching with the FLOATS switch in the
flotation of the helicopter in the event of an ARMED position, as soon as any two (at least
emergency water landing. This kit requires one forward and one aft) of the four float
installation of a special high-skid landing gear switches are submerged, the electrical squib on
and offers optimum stability in conditions as the nitrogen bottle blows and the floats inflate.
extreme as Sea State Six.
In the event of a malfunction of the automatic
The emergency float kit is composed of six com- inflation system, the pilot should manually
partmentalized floats, three on the top of each spe- pull (up) on the EMER INFLATION PULL
cial elongated skid tube, stored in compact handle. This mechanically opens the squib
packages with flexible covers (Figure 17-1). valve and allows nitrogen to inflate the floats.
Pneumatic air tubing and hoses connect the The pneumatic hoses which connect to the six
floats to a nitrogen-filled steel cylinder (Figure individual floats are equipped with one-way
17-2) mounted in the nose of the helicopter. check valves so that once inflated, the infla-
The cylinder is equipped with a pressure gage, tion gas cannot leak out of the individual
an electrical squib, a manual activation device, floats. The floats are compartmentalized with
a REMOVE BEFORE FLIGHT red flag, and check valves between the compartments. The
a safety pin. Flight Manual Supplement should be checked
for airspeed and altitude limitations, normal
Four float-type electrical switches are mounted procedures, and emergency malfunction pro-
on the helicopter belly which provide for au- cedures. The float system has no effect on he-
tomatic inflation of the floats on water con- licopter performance but must not be inflated
t a c t . A F L OAT S s w i t c h , o n t h e p i l o t ’s in forward flight.
collective head, with ARMED and OFF posi-
tions routes 28 VDC from the emergency bus NOTE
to the float switches and on to the electrical
squib mounted on the float cylinder. Any time If floats are inflated, the emergency
the floats are armed, the EMER FLOATS warn- exit handle must be pulled, the L-
ing light on the upper left of the engine in- shaped handle must be rotated to
strument panel illuminates ARMED. A red the open position, and the door
manual EMER INFLATION PULL handle is pushed out from the top to prevent
located on the right side of the center pedestal possible puncture of the float bag.

HEATER ABOVE 2
JUNE 1999
DEG C OUT AIR T

EMER
FLOATS
ARMED
PILOT’S INSTRUMENT PANEL
ARMED F
L
O

A
OFF T FLOAT
S
BOTTLE
START
ENG ENG
1 2
SRCH LT
XT
PILOT’S COLLECTIVE HEAD
FLT FORCE EMERG CABLE
5 5 5 5
DIR TRIM FLOATS CUT
AIR VENT CONT PWR
5 5 1 1
BLO BLO HOIST
OVERHEAD PANEL FLOAT SWITCH
SQUIB
VALVE
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17-3
MANUAL CONTROL
Figure 17-1. Emergency Floats Installation
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VIEW FROM EXTERIOR VIEW FROM COPILOT'S SEAT

LEFT CHIN WINDOW
Figure 17-2. Float Cylinder and Pressure Gage

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Exit from the cargo/passenger com- positions and are used to turn the system on
partment must be made through the and off for either or both of the windshields.
cargo/passenger windows. Do not When the system is activated, the appropriate
slide the doors open. advisory light illuminates ON in green. The
ON advisory light cycles ON and OFF as the
system cycles on and off at the direction of a
HEATED WINDSHIELD temperature controller which is designed to
maintain a temperature of 100 to 110° F (37.8
to 43.3° C). An overtemperature circuit also
GENERAL shuts the heated windshield system off if the
temperature reaches 130° F (54.4° C). The
The heated windshield kit is used to provide
overtemperature circuit also illuminates the
added defrost capability for the primary vi-
HOT (amber) advisory light. The advisory
sion area of the pilot’s and copilot’s wind-
lights are press-to-test lights and should be
shields. In addition, it increases the bird strike
checked prior to takeoff. When windshield
resistance of the windshields during cold
heat is turned on, the pilot should notice a
weather operations (below 0° F or –17.7° C)
significant increase on both loadmeters (ap-
and may melt accumulations of snow or ice
proximately 25 amperes each) as well as a
in the event of inadvertent entry into icing con-
slight temporary blurring of images as seen
ditions. Figure 17-3 illustrates the heated
through the heated portions of the windshield.
windshield installation.
While there are no published procedures as to
OPERATION when to turn the windshield heaters on, it is
recommended to do so at temperatures of 0°
The two WSHLD HEAT switches (LH and F (–17.7° C) and below or any time meteoro-
RH) on the overhead panel have OFF and ON logical conditions dictate.
HS1 NON ESNTL HOUR LT AFCS

ESNTL
DC
+ CMD BUS METER EMER NO 2
NON CONT PWR CONT PWR CABIN

ESNTL LH RH
DC
WINDSHIELD HEAT HTR

O
F TEST
F
ON ON HIGH ON ARM
VENT AFT CARGO

OFF OFF OFF OFF
ON ON ON ARM
HEAT
WIPERS
OFF OFF
PK LO PK LO
MED MED
HI HI
COPILOT PILOT
AFT DOME LIGHTS

PITOT STATIC
WHITE
HEATERS
OFF
WSHLD HEAT
OFF
LH RH
RED ON ON ON
OFF BRT
HOT HOT
Figure 17-3. Heated Windshield Installation

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Figure 17-4. Auxiliary Fuel Tank Installation

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AUXILIARY FUEL TANKS the AFCS, it becomes an integrated flight con-

trol system (IFCS). When decoupled from the
Auxiliary fuel kits provide the option of in- helipilots, the flight director provides auto-
stalling either one or two 82, or one or two 20, matic flight path computation and visual pitch-
U.S. gallon auxiliary fuel tanks on either side and-roll command indications to direct the
of the transmission pylon in the rear of the pilot in maneuvering the helicopter to maintain
passenger cabin. The kit also includes a new the selected flight path. When the flight di-
fuel quantity gage, as well as provisions which rector is coupled in the appropriate modes, the
allow the auxiliary tanks to be easily removed automatic flight control system maneuvers the
or reinstalled at will. Installation of the tanks helicopter to perform the following functions:
results in the loss of two passenger seats for
• Maintain a constant pressure altitude
each tank installed (Figure 17-4). (ALT).
Fueling of the installed auxiliary tanks is ac- • Maintain a constant indicated airspeed
complished through the same single-point re- (IAS).
fueling port used to fill the helicopter’s internal • Maintain a constant vertical speed climb
fuel cells. The auxiliary tanks gravity-feed to or descent (VS).
the underfloor cells, as do the aft internal fuel
cells. All cells, including the auxiliary tanks, • Turn to and maintain a selected mag-
are jointly vented. There is an additional fuel netic heading (HDG).
quantity probe in each 82-gallon auxiliary • Capture and track a selected VOR radial
tank which is interconnected to the internal he- (NAV or VOR APP).
licopter fuel quantity system.
• Capture and track an ILS localizer and
There are no operational procedures applicable glide slope (NAV-ILS).
to the auxiliary fuel system other than those • Capture and track a localizer back
found in the basic Fight Manual. The Flight course (BC).
Manual Supplement does, however, contain very
important weight and balance information. • Initiate a missed approach (go-around,
climb-out) (GA).
NOTE The flight director computer analyzes vertical
and lateral flight and navigational data to gen-
In auxiliary tanks are installed in the erate pitch-and-roll steering commands which
helicopter, use only the weight and are displayed visually on the ADI (Figure 17-
balance loading charts in the Flight 6). The vertical channel combines pitch atti-
Manual Supplement to calculate he- tude, airspeed, altitude, vertical speed, and
licopter CG. glide-slope deviation information to produce
computed pitch command signals. The lateral
channel combines roll attitude, heading, and
FLIGHT DIRECTOR course deviation information to produce com-
puted roll command signals. Automatic flight
GENERAL path control is achieved when the pitch-and-
roll commands from the flight director com-
The flight director (Sperry FZ-702) is designed puter are coupled to the helipilot computers.
for use as a means to reduce pilot workload and
to assist the pilot in control and navigation of Should a flight or navigation data signal become
the helicopter. The flight director has nine invalid, the affected pitch or roll channel reverts
modes of operation, any of which may be cou- to the altitude hold mode, and the respective
pled to the helipilot system (AFCS) for fully command bar on the ADI retracts from view.
automatic hands-off flight path control. When If either helipilot fails or is disengaged, the
the flight director (Figure 17-5) is coupled to flight director decouples automatically.

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NAV 1
ADI
COMMAND
ALT SENSOR FD TER SIGNALS
PU
COM
COMMAND
SIGNALS
AS SENSOR
RAD
ALTIMETER
HSI
COURSE AND HDG
FD
MODE
SELECTOR
HP CONT PANEL
HP HP
1 2
AIRCRAFT
AFCS
Figure 17-5. Flight Director System Diagram

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HP2) are engaged in the attitude retention mode

(ATT), selecting any valid flight director mode
couples the flight director to the helipilots au-
tomatically, as indicated by illumination of the
ON legend of the CPL button. The pilot may de-
couple the flight director by depressing the
CPL button; when decoupled, the flight direc-
tor continues functioning in the selected mode,
providing visual pitch-and-roll commands to the
pilot on the ADI. Once depressed, the CPL but-
ton must be depressed again to recouple any
flight director mode.
Attitude Trim Switch

The cyclic-mounted ATT TRIM switch can
be moved fore and aft to adjust pitch attitude
and laterally to adjust roll attitude during de-
coupled operation in attitude retention mode.
The switch is also used to make small air-
speed and vertical speed changes when cou-
pled in IAS or VS modes. Large attitude
changes should be made by depressing the
cyclic FORCE TRIM button. The ATT TRIM
switch is disabled during operation in all other
Figure 17-6. Attitude Director flight director modes or when either helipilot
Indicator is disengaged or operated in SAS mode.
CONTROLS
Force Trim Release Button
Mode Selector
The cyclic-mounted FORCE TRIM release
The mode selector (Figure 17-7) enables the button can be depressed to allow the pilot to
pilot to select the desired flight director mode manually reposition the cyclic control and
by depressing the appropriate push-on/push- pedals for large-scale pitch, roll, and yaw cor-
off button. Selected modes are annunciated rections. Upon depressing the button, the force
by illumination of the respective mode select trim magnetic brakes are released, and the
buttons. The NAV, BC, and VOR APP buttons flight director modes are decoupled momen-
have two lights each (ARM and CAP) to ad- tarily; the helipilot pitch, roll, and yaw actu-
vise the pilot of the status of the flight direc- ators return to center positions, and the
tor operation. The ILS button legends (ARM helipilot computers are placed in a fast follow-
and GS) advise when the computer has armed up mode to track flight control positions. When
or captured the glide slope. Depressing the the button is released, the helipilots and flight
SBY button disengages all modes and tests director resume functioning in the preselected
the illumination of all mode selector lights. modes. If previously decoupled in the ATT
Dimming the PILOT INSTR LT knob dims all mode, the helipilots maintain the attitude ex-
mode selector lights for night operation. isting at the time the button is released.
Couple Button
The CPL button is a push-on/push-off button
located on the helipilot control panel on the cen-
ter pedestal. When both helipilots (HP1 and

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ALT IAS VS
ON ON ON
HDG NAV ILS
ON ARM CAP ARM GS
ARM CAP ARM CAP ON

BC VOR APR GA
SBY
SBY
FLIGHT DIRECTOR COMPUTER AIRSPEED SENSOR ALTITUDE SENSOR
Figure 17-7. Flight Director System

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Flight Director Standby Button INTERNAL HOIST

The cyclic-mounted NAV STBY button is a
remote switch having the same function as GENERAL
the SBY button on the flight director mode se-
lector. Depressing the button disengages all An electrically powered internal hoist kit is
flight director modes, tests the illumination of provided for the 412 to enable pickup or de-
all mode selector lights, retracts the pitch and livery of personnel or cargo from areas not suit-
roll command bars on the ADI, and places the able for helicopter landing.
flight director in a standby status. The pilot
must then reselect the modes if continued The equipment for the complete hoist instal-
flight director operation is desired. lation (Figure 17-8) is divided into two sepa-
rate kits: the provisions kit and the hoist kit.
Go-Around Button
The go-around button, located on the collec-
PROVISIONS KIT
tive control head, is a remote switch having the The hoist provisions kit contains all the elec-
same function as the GA button on the flight trical equipment, wiring, and necessary hard-
director mode selector. Depressing the button ware to enable any 412 to accept the hoist kit.
places the flight director in go-around mode It provides a master control on the pilot’s
and disengages all other modes. In GA mode side of the center pedestal, an UP–DN–L–R
the flight director commands a roll level atti- control switch on the pilot’s collective con-
tude and a pitch attitude which provides a 750 trol head, and three circuit breakers on the
feet-per-minute rate of climb. The pilot must overhead console.
adjust collective pitch to maintain the desired
climb airspeed. A receptacle is mounted centrally in the roof
of the aft cabin to provide power to the hoist
NOTE when the kit is installed.
Refer to the Sperry pilot’s manual
for Bell Helicopter Model 412 inte- HOIST KIT
grated flight control system for ad-
ditional flight director information. The hoist kit is a portable assembly which can
be locked into place in any of four locations
(fore or aft on either side of the aft cabin). It
Auxiliary Pitot-Static Switches consists of a winch with cable and hook, boot
head, a control unit for the crewman operator,
The AUX SYS PITOT and STATIC switches and accessories which include a safety vest,
provide a means for isolating the flight di- hoisting sling, and straps for lifting a litter. A
rector airspeed and altitude sensors from the hoist antichafing guard is installed on the same
copilot’s pitot-static system in the event of side of the helicopter as the hoist.
leakage or other system malfunction. When the
PITOT switch is off, the flight director airspeed The crew operator’s control has sufficient cord
sensor is disconnected, rendering the IAS to permit movement about the cabin. In oper-
mode inoperative. Placing the STATIC switch ation, the boom assembly traverses outboard
in off disconnects both the airspeed and alti- to position the boom head and cable beyond
tude sensors of the flight director and thereby the skid landing gear.
disables the ALT, IAS, and VS modes. The
pilot should disengage the affected vertical The boom assembly can electrically traverse
modes to prevent undesirable flight control in- inboard when loaded to full capacity and thereby
puts when either switch is in the OFF position. makes bringing the load on board easier.

ON CONTROL BOX ON
TOP OF HOIST
B
OVER
TEMP 20 FOOT
CAUTION
C B
H UP BOOM
O OUT
I
S
T DOWN IN
ON CONTROL BOX ON EACH
SIDE OF HOIST
ICS SWITCH
(OPPOSITE SIDE)
F
ON EXT L ARMED L
D O
G A
L
OFF RET OFF T
T S
IDLE STOP START
ENG ENG ENG ENG
1 2 1 2
CUT + SRCH LT
UP H EXT ON
HOIST PWR O
ON I
H C L R SL R
O C STOW
A T
I B U
S DN RET
L T INCR GO
T R
E
OFF P
M A D
HOIST R OU N
DECR
ON PEDESTAL PILOT’S COLLECTIVE

STICK
Figure 17-8. Internal Hoist Installation

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OPERATION The Federal Aviation Agency (FAA) has ap-

proved the installation of the three-litter kit
The hoist permits the operator to continuously across the cabin. However, military forces fre-
raise or lower loads up to 600 pounds and al- quently install two kits, fore and aft, one on each
lows hoisting operations in confined areas. side of the passenger cabin. With this six-lit-
Maximum gross weight, including hoist load, ter installation, one attendant’s seat can be in-
is the same as the helicopter gross weight. stalled, but the two pairs of passengers’ seats
Each of the four cabin-mounting locations al- beside the transmission pylon must be removed.
lows the hoist to be extended 90° outboard.
V NE with the hinged panels locked open and
cargo doors removed or open is 20 KIAS. With WARNING
the hinged panels removed and cargo doors re-
moved or secured open, V NE is 60 KIAS.
Hoisting or lowering an empty litter
The hoist cable is 256 feet in length and 3/16 in the open position is prohibited.
inch in diameter. Caution lights on each side
of the hoist illuminate when the hook reaches
20 feet below the skids during retraction. An
electrically actuated cable-cutting device al-
EXTERNAL
lows the crew to sever the cable in an emer- CARGO HOOK
gency. A manually operated cable cutter,
accessible to the operator, may be used if the The cargo hook kit is designed to provide a
electrical cutter fails. means of carrying up to 4,500 pounds of ex-
ternal cargo at 2.5-g loading. Electrical and
mechanical provisions for the cargo hook are
incorporated into the basic helicopter.
LITTER KIT
System components consist of a suspension as-
The litter kit provides the capability of trans- sembly, cargo hook, cargo hook bumper, and
porting one to three litter patients inside rearview mirror (Figure 17-10).
the helicopter.
The cargo suspension assembly is a single-
The kit consist of three litters, two litter strap point attachment, suspended from the center
assemblies, six support brackets, two stanchion of gravity on the main rotor support structure
assemblies, six patient restraining belts, and a beam. It extends through an opening in the bot-
single attendant seat with headrest and safety tom of the lower fuselage skin.
belt (Figure 17-9). Fire retardant fabric is used
in both the litters and the attendant’s seat. The cargo hook bumper is a rubber ring which
attaches to the lower fuselage skin surround-
The passengers’ seats are removed from the ing the opening and protects against damage
cabin for litter kit use. However, two seats on from the swinging hook.
each side of the transmission pylon can remain
installed, if required. The litters are then in- The cargo hook is horizontal loading with an au-
stalled across the back of the cabin immedi- tomatic pickup latch. Both electrical and man-
ately in front of the pylon island. The ual release provisions are included in the kit.
attendant’s seat can be installed forward of the
litters, facing any desired direction. It is usu- A rearview mirror attaches to the fuselage be-
ally installed facing aft, toward the litters. neath the lower right chin bubble to permit
Stowing the kit aboard the helicopter during pilot observation of the sling load. Use of the
missions other than ones requiring litters is mirror is not required by the FAA, but, if in-
quick, easy, and convenient. stalled, it must be covered for night flight.

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ATTENDANT'S
SEAT
STANCHION
SUPPORT BRACKET
PATIENT
RESTRAINING
BELT
LITTER
STRAP
ASSEMBLY
LITTER
Figure 17-9. Litter Kit Installation

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C
A
D
F
Figure 17-10. Cargo Hook System

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Cargo can be released electrically by posi- NIGHTSUN

tioning the CARGO RELEASE switch on the
left overhead console to ARM. With the sys- SEARCHLIGHT
tem armed, the amber CARGO RELEASE
ARMED caution light on the instrument panel
illuminates. The cargo may then be released GENERAL
with a switch on the pilot’s or copilot’s cyclic. The Nightsun searchlight system (Figure 17-11)
Mechanical release is accomplished with a has been designed for the purpose of providing
foot-operated pedal located between the pilot’s a mobile, versatile, high-intensity light source.
directional control pedals. Loads may also be The system provides for remotely controlled
released manually by ground personnel if the azimuth, elevation, and focus of the light beam.
helicopter is hovered low enough.
REMOTE CONTROL
JUNCTION BOX
POWER
SEARCHLIGHT
GIMBALL
Figure 17-11. Nightsun Searchlight System

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Using a fixed or remotely controlled accessory In addition to the four major functional units,
filter which blocks visible light allows the interconnecting cables and mounting hard-
Nightsun searchlight to function as an infrared ware complete the searchlight system.
energy source in conjunction with infrared
viewing equipment and to provide covert ob- REMOTE CONTROL UNIT
servation from the air in total darkness.
The remote control unit (Figure 17-12) is de-
To operate the searchlight system, a power source signed for mounting either on a panel or on a
capable of supplying 70 amperes (minimum) of bulkhead in the pilot’s or passenger compart-
28-VDC power is required on the helicopter. ment of the helicopter. The control unit can be
quickly and easily removed from its mounting
bracket for hand-held operation.
COMPONENTS
The searchlight system consists of four major There are four switches on the remote control
functional components: unit, which are labeled MASTER, START,
FOCUS, and DOWN–LEFT–RIGHT–UP.
• Remote control unit assembly
The MASTER switch has ON and OFF posi-
• Junction box assembly tions and is protected with a 5-ampere circuit
• Gimbal assembly breaker. This switch closes a relay circuit to
furnish power for the lamp and lamp starter
• Searchlight assembly switch, the gimbal drive switch, the focusing
drive switch, and a cooling fan located on the
rear cover of the searchlight assembly. The
MASTER switch in the OFF position removes
power from all circuits in the system.
The START switch is a momentary contact

switch used to operate the xenon arc lamp ig-
nite circuit.
The two-position FOCUS switch is a mo-

mentary contact switch and operates a motor
which drives the focus mechanism to change
the beam of light from 4 to 20° (6 to 10° on
older models).
Movement of the searchlight in azimuth and

elevation is controlled by a directional switch
which operates the two constant-speed motors
mounted on the gimbal assembly. The motors
drive the light in the direction indicated by the
switch labeling.
NOTE
Stop pins are provided for mount-
ing in the azimuth gearbox housing
to limit the searchlight’s left and
right rotation.
Figure 17-12. Remote Control Unit

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A stainless-steel safety cable, secured to the

searchlight assembly, is arranged for quick CAUTION
connection to, and separation from, the gim- Do not aim the Nightsun beam toward
bal assembly. In the event of accidental dis- other aircraft or vehicles because of
location of the light assembly from the gimbal, the temporary blinding effect.
the safety cable prevents the light assembly
from falling free of the helicopter.
CAUTION
LOUDHAILER
If the searchlight is to be installed on
GENERAL
a helicopter equipped with floats, The loudhailer, when installed, permits the
then the outboard stop pin may have helicopter crew to direct ground personnel
to be relocated. Relocation of the while remaining airborne. The kit contains
stop pin limits the movement of the speaker assemblies, an amplifier, switches,
light to prevent it from shining di- and the necessary hardware to complete the in-
rectly on the float. The searchlight stallation (Figure 17-13). Use of the loud-
beam can melt a hole in the float at hailer is controlled through the pilot or copilot
close range. ICS control panel. Optional configurations
allow use of a remote (hand-held) microphone
and/or a tape recorder.
OPERATION
IFR operation is prohibited with the Nightsun OPERATION
searchlight installed. The remote control box
can be operated while mounted, hand-held, IFR operation is prohibited with the loud-
or lying on the seat. hailer installed.
To operate the searchlight, place the MASTER During the Before Exterior check, the PA SYS-
switch to ON; then press the START switch and TEM PWR switch should be OFF.
hold until the lamp ignites. This usually takes
five seconds. Release the switch immediately During the Exterior check, inspect the under-
after ignition. side of the fuselage for security and wiring con-
nections of the loudhailer speaker assemblies.
CAUTION
Holding the switch in the closed
(START) position after ignition will
seriously damage the equipment.
CAUTION
Do not use the Nightsun searchlight
below 50 feet AGL or in fog condi-
tions. Monitor the loadmeter when
using the Nightsun searchlight. Figure 17-13. Loudhailer Installation

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WEATHER RADAR
WARNING
GENERAL
Use extreme care during ground op- The primary purpose of the system is to detect
eration of the loudhailer to prevent storms along the flight path and give a visual
injury to personnel. Ground support indication, in colors, of their intensity so that
personnel in the vicinity of the heli- a determination to avoid the storm can be
copter should wear protective hear- made. The secondary purpose of this system
ing devices. is to interrogate and locate the surface-based
transponder beacons. The system can be op-
Before operation, check that the PA circuit erated in one of three modes: radar, beacon,
breakers are in, the SIREN/MOM switch is or both. In the both mode, the system per-
OFF, the TRILL/MOM switch is OFF, and the forms both radar (weather or terrain) detection
PA SYSTEM GAIN control switch is OFF. and beacon location simultaneously.
Radar stands for radio detecting and ranging.

NOTE An example of a current weather radar in-
The OFF position is the minimum stallation is shown in Figure 17-14.
gain reset at the remote amplifier lo-
cated in the baggage compartment. Radar works by transmitting a pulse of radio
energy in a precisely known direction and
measuring the time it takes for reflections or
Position the PA SYSTEM PWR switch to echoes from an object struck by that pulse to
PWR, and then rotate the switch on the ICS return to the point of transmission. Knowing
communications control panel to HAIL/AUX. the radio energy’s speed of travel, the range
Select the PA mode as desired. Be sure to of the object returning an echo can be calcu-
place the PA SYSTEM PWR switch to OFF lated by multiplying this speed by half the
when loudhailer operation is completed. elapsed time. In practice, the radar set does this
calculation electronically and displays the an-
LIMITATIONS swer as the physical position of an electronic
mark on an oscilloscope.
Actual weight change shall be determined
after the loudhailer is installed and ballast Although certain types of radar can pick up tar-
readjusted if necessary to return empty weight
CG within allowable limits. gets in bad weather, rainfall also returns strong
echoes and somewhat limits radar’s effec-
IFR operation is prohibited with the loud- tiveness. The metal of an aircraft returns a
hailer installed. much stronger echo than mere moisture does,
Figure 17-14. Weather Radar Antenna

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but the enormous amount of moisture in a the first target when it starts receiving the
storm cell presents an overwhelming return echo from the second. It appears as if there is
that can dominate or even obliterate returns one large target instead of two small ones. For
from an aircraft. Weather radar takes advan- this reason, the pulse must be made as short
tage of this, displaying returns from atmo- as possible. The longer the outgoing pulse, the
spheric moisture and thus permitting the pilot greater the amount of radio energy it carries,
to pick his way through areas of intense pre- and the more likely it is to return a strong
cipitation (the areas in which turbulence may echo from a small target.
be strong enough to destroy an aircraft).
Some radars permit the operator to choose ei-
ther a short pulse or a long one. Choosing the
PRINCIPLES OF RADAR short pulse allows searching for close-in areas
Like light radiating from an electric light bulb, where echoes from small targets would be rel-
radio energy tends to spread in all directions atively strong anyway and where it would
from a transmitter. The waveguides and an- probably be more important to discriminate be-
tenna of a radar set focus the radio energy tween targets. Long pulses are used for longer
into a narrow beam of concentrated energy ranges to get stronger echoes. Many radar sets
similar to a flashlight beam (Figure 17-15). have pulse length coordinated with the range
The narrowness of this beam determines how scale so that the operator automatically gets
clearly the radar can distinguish between two long pulses when long-range scales are se-
targets that are at the same distance from the lected and short pulses for short-range scales.
radar antenna but slightly separated in bear-
ing. If the beam is narrow enough to pass be- Airborne weather radar represents a tailoring
tween the two targets without having either one of all the characteristics and abilities of radar
of them return some of its energy to the an- into a compact lightweight set that helps the
tenna, the targets appear as two separate echoes flight crew to navigate around areas of dan-
on the scope. If the beam is too wide to pass gerous weather. Because the flight crew is
between them, they appear as one large target. concerned with weather ahead, the antenna
does not sweep 360° of azimuth but rather a
The radar must identify a returning echo as be- forward sector centered on the heading of the
longing to a particular outbound pulse. The helicopter. The subtended angle of the sector
way most radars do this is to deal with one varies from one set to another, but generally
pulse at a time. The set transmits the pulse and it is between 90 and 120°.
then shuts down its transmitter and turns up
the receiver to listen for echoes. When a pulse Because flight altitudes and the height of
has had enough time to travel to the limit of weather are variable, the pilot must be able to
the range scale and return an echo from that direct the beam of the radar up and down
limit, the receiver shuts down, and the trans- (Figure 17-17). For this purpose, most weather
mitter sends out another pulse. Usually the radars have a tilt control. This is one of the
antenna has rotated slightly so that the new most important controls on the set, and the pilot
pulse covers a different area than the preced- should be sure he knows how to use it and
ing pulse. what it does for him. Basically, it permits rais-
ing the beam above the extended longitudinal
Because the radar set’s distance calculations axis of the helicopter in order to scan the upper
are based on elapsed time, the accuracy of part of a weather system, particularly when fly-
these calculations depends on the shortness of ing at low altitude or in a nosedown attitude.
the pulse it sends out (Figure 17-16). If the
pulse is long and encounters two targets close
together in range and on the same bearing,
the set is still receiving part of the echo from

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80
Wx -20
Figure 17-15. Radar Beam Width Display
SHORT PULSE, TWO ECHOES
LONG PULSE, ONE ECHO
Figure 17-16. Radar Pulse Depiction

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90° –120°
+ TILT
– TILT
Figure 17-17. Radar Sweep and Tilt Capabilities

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It also permits lowering the beam to scan the

lower part of a storm system when flying at
high altitude. Most weather radars also have
a mapping mode that shows terrain features,
and in this mode the pilot must tilt the an-
tenna even farther down to illuminate the
ground ahead.
The weather radar is designed to make the

most of signals received from areas of pre-
cipitation (Figure 17-18). These areas are very
large, especially in comparison with the radar-
reflective area of an aircraft. For this reason,
airborne weather radar will not usually de-
tect another aircraft. It is not intended to be a
collision-avoidance device and does not func- Figure 17-18. Map Mode
tion as one. A pilot who relies on weather
radar to warn of other aircraft ahead or to target in a sector 71/2° either side of air-
avoid collisions is following a most danger- craft heading at ranges beyond 60 nautical
ous and foolhardy practice. miles, regardless of the range scale selected.
All three conditions must be met. This fea-
ture is turned on by pressing the TGT ALRT
RCA PRIMUS 500 button (Figure 17-19).
General A feature that causes the red areas to blink is
The Primus 500 scans a 120° sector. The activated by pressing the CYC button.
Primus has seven different range scales from
2.5 to 200 nautical miles and a control for tilt- The SEC SCAN button reduces the sweep of
ing the antenna 15° up or down. the radar from 120 to 60°.
The Primus 500 displays the information in The yellow freeze button freezes the display
color. The indicator uses blue, yellow, and ma- and holds the present picture.
genta for light, medium, and heavy returns in
the map mode, and green, yellow, and red to The radar displays a picture with range marks
show light, medium, and heavy precipitation and no azimuth lines unless the AZIM button
in the weather mode. Azimuth lines and range is pushed. When active this function displays
rings are in blue, and beacons are in white. azimuth lines at 30° intervals. Depressing the
button a second time deactivates the function
(removes the lines).
Controls and Indicators
The name of the mode being used is displayed The intensity control is coaxial with the tilt
at the lower left of the display area, as illus- control knob and controls the brightness of the
trated in Figure 17-19. The range rings are display. There are two gain knobs, one for the
labeled, so there is no need for a separate dis- radar picture and one for the beacon. Each
play of the range selected and the range interval can be adjusted for any mode. Each knob has
between rings. a detent position in which the gain is set to a
predetermined value on the test bench.
➞
The target alert feature flashes a TGT sym-

bol in the upper left corner of the display area It is possible to display only beacons, in which
whenever radar senses a three-level video case weather and terrain do not appear on the
display (Figure 17-20). The beacon and radar

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TGT ALRT SEC SCAN
FRZ AZIM
PUSHBUTTON
CONTROLS
RANGE
TILT
STAB INT
RAD GAIN RAD/BOTH/BCN BCN GAIN

Figure 17-19. Primus 500 Controls and Indicators
picture may be displayed together, in which The radar system shall not be operated on the
case the radar picture appears in two colors ground any time a large metallic object is for-
rather than three: blue and yellow in the map ward of the helicopter nose, within 60° of the
mode and green and yellow in the weather mode. centerline, and at a distance of less than 100
feet.
LIMITATIONS Actual weight change shall be determined
The minimum slant and horizontal range ver- after the kit is installed and ballast added, if
sus altitude at which ground targets can be necessary, to return empty weight CG to within
mapped is shown in Figure 17-21. allowable limits.
Targets more than 19° (maximum depression) OPERATION

below the helicopter centerline cannot be il-
luminated because of antenna tilt limitations. During the preflight check of the nose area, in-
spect the radome for condition and cleanliness.
Objects closer than 3/10 mile from the radar Ensure that the antenna is secure and has the
antenna are not displayed because of system proper freedom of movement.
limitations.
During the interior check ensure that the radar
The radar beam emitted is approximately 7 1/2° controls are positioned as follows:
wide. The antenna may be raised or depressed
15° from the helicopter centerline. • Radar OFF pushbutton—Depressed
The radar system shall not be operated on the • RAD GAIN control—PRESET
ground when personnel are in the danger area
(Figure 17-22). • BCN GAIN control—Preset
• Mode control selector switch—RAD
The radar system shall not be operated within
100 feet of any fueling operation. • RANGE control—TEST

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• TILT control— +15°

• INT control—Midpoint
Before takeoff ensure adherence to the fol-
lowing information.
WARNING
Do not allow personnel within 8 feet

and 135° either side of the helicopter
centerline during radar operation (WX,
CYC, or MAP pushbuttons depressed).
Do not operate the radar during refu-

eling operations or within 100 feet of
aircraft, vehicles, or containers con-
taining flammables or explosives (WX,
CAUTION
Do not operate the radar in the direc-

tion of large metallic objects that are
within 100 feet of the helicopter (WX,
NOTE
A 120° scan is automatically selected
when the system is activated.
For operation depress the WX pushbutton.
NOTE
Radar requires approximately 60 sec-
onds to warm up.
Depress the SEC SCAN pushbutton and check

for 60° antenna scan.
Press the SEC SCAN again and observe that

the antenna returns to 120° antenna scan.
Figure 17-20. Different Modes

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ANTENNA ADJUSTED
FOR 3.75° UPTILT
40,000
ELEVATION—FEET
30,000
19,900 FT
20,000 4,000 FT
CENTER OF RADAR BEAM
10,000 FT
7.5°
10,000
19,900 FT
10,000 FT
5,000
4,000 FT
10 20 30 40 50 60 70 80
RANGE—NAUTICAL MILES
Figure 17-21. Radar Beam Illumination

8
FT
DANGER
AREA
270°
Figure 17-22. Radar Danger Area

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Press the SEC SCAN again and observe that control clockwise, and depress the WX, CYC,
the antenna returns to 120° antenna scan. or MAP pushbutton.
Depress the STBY pushbutton.

Display Does Not Stabilize
For in-flight operation, use the following A stabilization malfunction is indicated if the
switch settings: display follows changes in attitude or if the
STAB OFF light is illuminated. Proper action
is to ensure that the CPLT ATT circuit breaker
is set and then to depress the STAB pushbutton.
WARNING
The system performs only the func- DUAL-BATTERY

tions of weather detection, ground
mapping, or beacon location. It INSTALLATION
should not be used or relied upon for
proximity or anticollision warning. GENERAL
Two batteries can be installed in the nose
• WX, CYC, or MAP—Depress (verify avionics compartment to provide additional
correct test pattern) battery amperage or power. This is particularly
advantageous for operators who make nu-
• INT control—As desired merous short flights which do not provide suf-
ficient battery recharging time. Other
• RANGE control—As desired advantages include extra or separate DC power
for EMS purposes or for extended communi-
• TILT control—As desired cations while on the ground with the heli-
copter shut down. The system can also be used
• SEC SCAN—As desired to keep one battery as a spare if desired.
Before landing, position the radar RANGE

control to TEST and verify the correct test COMPONENTS
pattern. Position the TILT control to +15°, The dual-battery installation (Figure 17-24) in-
and then depress the OFF pushbutton. cludes:
MALFUNCTIONS • Two 40-amp-hour nickel-cadmium

batteries
Mode Failure
• Two illuminated battery switches, BATT
Mode failure is indicated when the test display 1 and BATT 2, located on the pilot’s in-
does not match the test pattern. The OFF push- strument panel (just below the triple
button should be pressed in these circumstances. tachometer)
Power Failure • Two caution panel red warning lights,

BATT 1 HOT and BATT 2 HOT, re-
If power fails, there is no display on the indi- placing the single BATTERY TEMP
cator. The proper procedure is to check the warning light
WEATHER RDR AC/DC circuit breakers and
ensure that they are set. Then, rotate the INT • Associated electrical buses and wiring

8 9 10
ENG 7
11
10 6
120
20 5
CYC CTR 110 ROTOR
4 5
3
30 4 TORQUE
6
R
MASTER CAUTION N3905 H
RPM CALL 100
1
2
2
7
PERCENT 40 3
1
90 RPM X 100 8
20 50 2
140
9
0
1 80
120 40
2 70 60 1
KNOTS
8 EN G
100 7
80
60 3
6 4
BR T
5 TRA N
NS M I S SIO
12
9
8 10
7
9 3
6
0 10
120 20 5 4 5
1 2 6
3 6
110 TORQUE COM #1 VOR LOC 2 3
MOTOR
30 4
3
7
BATT 1 BATT 2 FT OFF NM KT MIN
1 8
40
3 HLD
90
80
50
2
1
9
N 3
6
2
1 2
DCPL BENDIX/KING N1 N2
70 60
32
OFF
E
30
A O M
12
W
18
24
22 S
ADS 0 33 N
COMM PAC FDR ALT 3
SET NAV 1 15
30
COM 1 NAV 1 1
10
N
COM 2 NAV 2 5
2 A
V
OFF
STATIC
#1 V OR LOC
PRI SOURCE A LT N GS
PILOT PANEL 21
S 15
OBS
# 2 VOR LOC
LOAD- NO. 1 NO. 2 LOAD-

METER START-GEN START-GEN METER
BAT 1 BAT 2
NO. 1 NO. 2
BAT BAT
START START
RLY 1 RLY 2
RLY RLY
SHUNT
EXT PWR RECP

NO. 2
NO. 1 GEN RLY
GEN RLY EXT PWR RLY
NO. 2
BAT BUS
NO. 1 NO. 1 BAT BUS
NO. 1BUS EMERG EMER NO. 2 BUS NO. 2
NON- BAT RLY LOAD SW LOAD SW BAT RLY
ESS NON-
BUS ESS
RLY OVLD SNSR OVLD SNSR BUS
RLY
NO. 1 NO. 2
MAIN MAIN
DC BUS NO. 1 NONESS DC BUS NO. 2 NONESS DC BUS DC BUS
NO. 1 ESS DC BUS
NO. 2 ESS DC BUS
NO. 1 NO. 2
EMERG EMERG
BUS BUS
NO. 1 NO. 2
NO. 1 EMERG EMERG NO. 2
INV BUS BUS INV
SW RLY RLY SW
NO. 1 NO. 2
INV EMERG EMERG INV
LOAD SW LOAD SW
FROM BAT BUS
Figure 17-23. Dual Battery Installation

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The BATTERY BUS 1 and 2 switches on the MALFUNCTIONS

overhead panel and the BATTERY caution panel
light are retained. No new circuit breakers are The dual-battery system is susceptible to the
used. same malfunctions as the single-battery in-
stallation in the basic airframe. However, there
is now both a BATT 1 HOT and a BATT 2 HOT
OPERATION warning light in place of the BATTERY TEMP
With both batteries connected in parallel to the warning light. Refer to Chapter 2, “Electrical
No. 1 battery bus, DC electrical system oper- Power Systems,” and the RFM for a review of
ation remains essentially the same as for a battery malfunctions and procedures.
single battery aircraft. However, the battery re-
lays for each battery, controlled by the BATT
switches, provide separate control and con-
nection for each battery to the No. 1 battery
KITS AND
bus and allow the use of either or both batteries ACCESSORIES FOR THE
at the pilot’s discretion. At least one BATT BELL 412 EP
switch must be on in order for the No. 1 bat-
tery bus to be energized and for the BATTERY
BUS switches to function. GENERAL
The BATT switches are push-on/push-off type This section addresses only those optional
with two illuminated segments in each switch. kits specifically applicable to the Bell 412 EP
The upper segment identifies each switch as and in particular to the Bell 412 EP 3-axis
either BATT 1 or BATT 2 in black letters on digital automatic flight control system
a white lighted background. The lower segment (DAFCS). These four optional kits are:
illuminates in green crosshatch when the
switch is on. • Dual flight directors
• 4 -axis DAFCS with dual flight directors
Procedures for operation of the dual-battery
system are included in the RFM Supplement. • Electronic flight instrument system
These include some special steps and se- (EFIS)
quencing of operation to be compatible with • 4-axis DAFCS with EFIS, dual flight
the standard airframe electrical system and directors, and search and rescue (SAR)
to prevent overloading the generators for bat- options
tery recharging right after engine starting.
The engines may be started using either battery, The pilot should refer to the applicable RFM
using one battery for each engine, using both supplement for each options limitations and
batteries in parallel, or using external power. It proper procedures.
is recommended that each battery’s voltage be
checked separately, prior to engine starting, to DUAL FLIGHT DIRECTORS
ensure that the batteries are serviceable.
(3-AXIS DAFCS)
In all cases, including using external power, at Dual flight directors, FD1 and FD2, are integral
least one BATT switch must be ON before to Bell 412 EP autopilot computers, AP1 and
s w i t c h i n g BAT T E RY b u s s w i t c h e s O N . AP2. Along with the additional flight director
Switching OFF the BATT switch(es) that is components discussed below, the flight direc-
(are) ON automatically trips OFF the BAT- tor computers are capable of providing true
TERY BUS 1 and/or 2 switches. autopilot capability. Dual flight directors are an
option for the 3-axis DAFCS, generally standard

on the 4-axis DAFCS and required on the 4-axis switches, two control switches specifically
DAFCS with SAR Options. required for dual flight director operation
(Figure 17-24).
Prior to any discussion of the dual flight direc-
tors, it is essential that the pilot read and become The TRIM/FD switch allows switching between
thoroughly familiar with the flight director in- flight director (FD) 1 or 2, determines the ac-
formation provided earlier in this chapter. tive FD that will provide steering commands to
the DAFCS when coupled and determines which
Once the above is completed, the following dis- FD will respond to the five-position attitude
cussion will provide information concerning trim switches (chinese hats) on the top of the
additional flight director components and pilot’s and copilot’s cyclic flight control sticks.
flight director operation in the 3-axis DAFCS
Bell 412 EP. Components and operation of The CPL switch allows coupling and decou-
the dual flight directors in a 4-axis DAFCS pling of the active FD to the DAFCS.
equipped Bell 412 EP will be discussed under
the section titled, “4-Axis DAFCS with Dual
Flight Directors.”
NOTE
When a flight director is selected as
the active flight director, it is auto-
FLIGHT DIRECTOR matically set to STBY mode to avoid
COMPONENTS immediate coupling to any possibly
invalid modes. If only one AP/FD is
The following are items that must be installed ON, it is automatically selected as the
in the aircraft to ensure proper operation of the active FD and the TRIM/FD switch
dual flight directors: will have no effect.
• Dual air data sensors which provide pitot
and static information to their respective
AP/FD computers for flight director use. FLIGHT DIRECTOR
• Dual flight director mode selector pan- OPERATION (3-AXIS)
els which allow either the pilot or copi- Basic flight director operation in the ATT mode
lot to select desired flight director modes
of operation on the active flight direc- (only) remains essentially unchanged from pre-
tor. For 3-axis DAFCS aircraft, these vious Bell 412s with the following exceptions.
panels are the same as the single one
installed in previous Bell model 412s. The pilot(s) must select the active flight di-
rector by depressing the TRIM/FD switch on
• The air data command display which the autopilot controller panel until the desired
shows command or reference values of FD 1 or 2 is displayed.
indicated air speed (IAS) in knots, ver-
tical speed (VS) in ft/min x 100 or alti-
tude alert in AGL FT for the flight
director modes selected. The air data AP1 AP2
command display is standard equipment ON ON

on the Bell 412 EP since it is also used SAS/ATT TEST TRIM/FD CPL
to display various error codes and con- SAS ATT TEST 1 2 CPL
ditions during the DAFCS self-test op- Honey well
eration. This is a new panel and was not

in previous Bell model 412s.
The 3-axis autopilot controller panel which Figure 17-24. 3-Axis Autopilot
provides, in addition to the DAFCS control Controller Panel

FlightSafety
international
This selection of an active flight director also switch of the 3-axis system but provides
determines which flight director will be cou- essentially the same functions:
pled to the DAFCS, which will control au-
• Switching between FD 1 or 2 deter-
totrim and which will be controlled by the
mines the active FD that will provide
pilots’ ATTD TRIM switches.
steering commands to the DAFCS
when coupled.
4-AXIS DAFCS WITH DUAL
FLIGHT DIRECTORS • The switch determines which FD will
respond to the five position attitude
While the 4-axis DAFCS functions essentially trim switches (chinese hats) on the top
the same as the 3-axis DAFCS, there are two of the pilot’s and copilot’s cyclic
notable exceptions. The first being that the flight control sticks.
yaw channel is now fully functional with yaw
autotrim. The second being the addition of a • The switch also selects which AP will
fourth flight control channel, the collective conduct the 4-axis DAFCS self-test.
which provides numerous options not available
with the 3-axis system. • A new COLL (collective) switch allows
coupling/decoupling of 4-axis
In the following discussion, it is assumed that DAFCS/flight director commands to the
the aircraft is also equipped with dual flight collective autotrim rotary actuator. This
director capability, since it is only with flight switch allows separate control over col-
director input that the full capability of the 4- lective channel coupling, beyond that
axis DAFCS can be fully realized. of the CPL switch below. The switch
will illuminate ON in green to indicate
To gain a full and clear understanding of the mode engagement.
below information, it is essential that the pilot
read or have read the basic Bell 412 flight con-
• The CPL switch functions in the same
trol and AFCS information, operation and use, manner as in the 3-axis DAFCS with FD
provided in Chapter 14, “Flight Controls and capability and allows coupling/decou-
AFCS,” of the Bell 412 Pilot Training Manual pling of the active FD to the 4-axis
and the additional information provided on DAFCS. If the collective trim system is
the 3-axis DAFCS presented in this section. ON, the FD will automatically cou-
ple/decouple to the collective channel
4-AXIS DAFCS COMPONENTS and whenever the CPL switch is pushed.
The CPL function is only applicable
In addition to the basic 3-axis DAFCS com- when both autopilot computers are ON
ponents installed in the Bell 412 EP, the fol- and in ATT mode.
lowing components either replace or are added
to the helicopter to provide full 4-axis capa- • The SAS/ATT switch functions the same
bility. Figure 17-25 provides an overview of as in the 3-axis DAFCS.
installed components.
• The TEST switch activates the auto-
A 4-axis autopilot controller (Figure 17-26) re- matic self-test mode of the 4-axis
places the 3-axis autopilot controller and pro- DAFCS system.
vides the following switches and functions:
• A new RADALT switch is provided which
• AP1 and AP2 switches to turn the au- allows coupling and decoupling of the
topilot computers ON–OFF (same as the radio altimeter to the DAFCS collective
3-axis system). axis (provided collective trim is ON).
• A FDSEL switch replaces the TRIM/FD This feature provides a radio altitude

17-32
DH
F DH
OF
RA-335 ABS
0 OF
F
RADIO
ALT ABS
0 RA-335
15 ALT
ALTIMETER 1 15
RADIO
INDICATOR 10 FT X 100 1 ALTIMETER
10 FT X 100
NO. 1 TEST
5 2 DH
SET
ATTD/HDG ATTD/HDG DH
INDICATOR
COPILOT’S PILOT’S TEST
5 2 SET
NO. 2
RT-300 RADIO ALTIMETER ATTITUDE AND ATTITUDE AND
RECEIVER/TRANSMITTER FD CMD HEADING DME HEADING FD CMD
AT-300 NO. 1
ANTENNA DISPLAY DISPLAY
(RECEIVING)
AT-300
ANTENNA
(TRANSMITTING) NO. 1 NO. 2

FD SEL
AL-300
(PC-700)
AIR DATA DGAS DGAS
TO TARSYN-H DISPLAY
DGAS
THREE-AXIS
FORE MS-700 MS-700

REF NO. 2 MODE SELECTOR ACTUATOR POSITION INDICATOR FORE
MODE SELECTOR
HJ HJ HJ DGAS DGAS DGAS DGAS DGAS HJ HJ HJ
DGAS
TARSYN-H
CS-412 DFS DFS DFS DFS DFS DFS
DGAS
DGAS
THREE-AXIS
REMOTE TARSYN-H DFS DFS DFS DFS DFS
DGAS
DFS DFS DFS DFS DFS
REF NO. 2 FROM

COMPENSATOR THREE-AXIS DFSDFS DFS DFS DFS DFSDFS DFS DFS DFS
REF NO. 1 CS-412

SL L
DFSDFS DFS DFSDFS
PC-700 AUTOPILOT CONTROLLER DFSDFS DFS DFSDFS
RG-204A
DFS DFS DFS DFS
RG-204A
S
DLF LF SL
D LF DGAS DGAS DGAS DGAS DGAS SL L
S
D DLF LF SL
D LF
YAW RATE DGAS DGAS DGAS DGAS

D
YAW RATE
FX-220
FX-220 FLUX FZ-706 DIGITAL
FLUX VALVE AZ-649 FLIGHT CONTROL
VALVE NO. 2 AIR DATA
NO. 1 SENSOR AZ-649
NO. 1 FLIGHT CONTROL DIGITAL DATA BUS AIR DATA
COMPUTER NO. 1 SENSOR
VOR/LOC/GS/MB NO. 2
NO. 1
MAST TORQUE
SYSTEM NO. 1
ENG NO. 1 TEMP SYSTEM NO. 2 VOR/LOC/GS/MB
ACCELEROMETERS ENG NO. 2 TEMP ACCELEROMETERS NO. 2
ENCODING ALTIMETER
NO. 1
NO. 2 PITCH
CONTROL POSITIOIN POTENTIOMETERS
FD SEL
(PC-700) STANDBY
GO-AROUND, ANTI-TORQUE
FTR P1 P2 PEDALS
XSSD
P P
COLL/YAW FTR CYCLIC

P P
P P
P P XSSD
P
P P
XSSD
AND BEEP BEEP ROLL

PITCH TRIM YAW TRIM
XSSD
XSSD
ACTUATOR ACTUATOR
XSSD
CYCLIC R1 R2
COLLECTIVE CONTROL
CONTROL STICK
ROLL TRIM COLLECTIVE STICK Y1 Y2 YAW
ACTUATOR ACTUATOR
CONTROL
C1 C2 RODS
FlightSafety
international
JUNE 1999
Figure 17-25. 4-Axis DAFCS Schematic

AP1 AP2 FD SEL COLL CPL

A CLTV/YAW TRIM (collective/yaw trim)
ON 1 ON ON
ON–OFF switch enables and disables the mag-
ON
netic brakes (force trim) on the collective and
SAS/ATT TEST RAD ALT VEL HLD
pedals. These magnetic brakes also include
SAS ATT ON ON ON force gradient assemblies with autotrim dis-
Honey well
able detent switches.
Figure 17-26. 4-Axis Autopilot A TRIM REL (collective and yaw trim re-
Controller lease) three position, spring-loaded to “up and
centered.” The switch’s three positions, la-
“hold” capability when operating below beled YAW (forward), CLTV (aft) and BOTH
2,000 feet radio altitude. The switch will (center/down) effect the following functions:
illuminate ON in green to indicate mode
engagement.
• YAW—Pushing the switch forward to
• A new VELHLD (velocity hold) switch YAW releases the (force trim) magnetic
is provided which allows the pitch and brake on the pedals only.
roll axis of the DAFCS to maintain the • CLTV—Pulling the switch aft to CLTV
longitudinal and lateral velocities of the releases the (force trim) magnetic brake
helicopter when the airspeed is below 60 on the collective only.
knots. The velocities maintained will be
those in effect at the moment of engage- • BOTH—Pressing the centered switch
ment. The switch will illuminate ON in down to BOTH releases the (force trim)
green to indicate mode engagement. magnetic brakes on both the pedals and
the collective.
• The air data command display on the 4-
axis DAFCS now displays the command
or refence values for the following flight LDG LT SRCH LT
director modes: ON EXT ON
EXT
O
F L R
• IAS OFF RETR
F
STOW RETR
IDLE STOP F
START ARMED L
E E E E
• VS N N N N
O
A
G G G G T
1 2
1 2 OFF S
• ALTPRE UP + ON
H
O CLTV/YAW
• Altitude alert L R I
TRIM YAW OFF
S
T B T
• RADALT and/or VELHLD DN
L R O RR
INC T I E
R H ML
• In addition to the various error codes P –2 +2 CLTV GO-
M
and conditions occurring during the DECR
DAFCS self-test operation
AROUND
T H R O T T L E F R A C TI O N
SE
New Switches Added to Pilots

and Copilots Collective Heads
Three new switches have been added to the Figure 17-27. Pilot’s Collective Head
pilot’s collective head (Figure 17-27).

FlightSafety
international
A CLTV/YAW TRIM four position, center off, NOTE

switch labeled UP (forward), DN (aft), L (left)
and R (right) which has the following functions T h e c o p i l o t d o e s n o t h ave a
when the CLTV/YAW TRIM is on and active: CLTV/YAW TRIM—ON–OFF switch.
• UP or DN—Adjusts the engaged col- New Internal 4-Axis DAFCS

lective mode value up or down.
Components
• L or R—Adjusts left/right yaw coordi- Several new internal components, not easily
nation in turns above 60 knots airspeed. seen, have been added to the helicopter to uti-
Changes the aircraft heading through lize the full capability of the 4-axis DAFCS.
the yaw axis at airspeeds below 60 knots. They are:
Useful for hovering pedal turns with
“feet-on-floor.” • A rotary trim actuator has been added to
the yaw force trim system, along with a
Three new switches have been added to the detent switch on the yaw force gradient
copilot’s collective head (Figure 17-28): assembly and a second series control
rod actuator to provide autotrim capa-
• A TRIM REL (collective and yaw trim bility for the yaw flight control.
release) switch functions the same as
the pilot’s switch (see above). • Force trim with a rotary trim actuator and
a force gradient assembly with a detent
switch have been added to the collective
• A CLTV/YAW TRIM switch functions flight controls to provide autotrim ca-
the same as the pilot’s switch (see pability for the collective flight control.
above). There are no series flight control rod
actuators for collective. All collective
• A GO-AROUND switch functions in the movement, either coupled or decoupled,
same manner as the pilot’s switch and the is accomplished by the autotrim rotary
GA switch on the flight director mode actuator.
selector panels.
• Collective autotrim limiting has been
CLTV/YAW
TRIM
added to ensure neither mast torque no
DN engine ITT are exceeded during collec-
tive autotrim operation. Each AP re-
R
L c e iv e s I T T m o n i t o r i n g f r o m i t s
UP respective engine and, through the data
bus from the other AP, the other engine’s
+
YAW ITT. Similarly, mast torque via the mast
INCR torque signal conditioner is sensed by
R
B TR each AP. Preprogrammed limits within
RE
P
O
T I L GO each AP limit collective autotrim move-
M H M ment (when active) which would exceed
DECR the following limits:
CLTV
A D
R OU N • Above 60 knots:
• Approximately 96% of continuous

mast torque
• Approximately 96% of continuous ITT
Figure 17-28. Copilot’s Collective Head

FlightSafety
international
• Below 60 knots: A CLTV caution panel light has been added

• Approximately 96% of takeoff mast and will illuminate under the following
circumstances:
torque
• Approximately 96% of takeoff ITT • Collective autotrim has been disabled
because an ITT or mast torque limit has
been reached/exceeded.
Existing 3-Axis DAFCS • CLTV/YAW TRIM switch is OFF.
Components Utilized by the 4- • The active FD has detected a fault in
Axis DAFCS the collective rotary autotrim actuator or
The 4-axis DAFCS continues to utilize the in a collective control motion transducer
standard Bell 412 flight control force trim or in its vertical accelerometer.
system, the force trim release (FTR) switches,
pitch and roll channel autotrim and the ATTD
trim switches mounted on the pilot’s and copi- NOTE
lot’s cyclic sticks. An appropriate error code will appear
on the air data command display if
The AFCS actuator position indicator pane, or the CLTV caution light illuminates.
AP1 panel, remains the same as for the 3-axis
DAFCS and displays the positions of the yaw,
roll and pitch series flight control rod actua- The instrument panel mounted FT OFF and
tors. The three display windows, labeled YAW, DCPL caution lights remain unchanged.
ROLL and PITCH, show the positions of only However, decoupling the collective channel by
the AP1 control rod actuators. AP2 actuator itself, with pitch and roll still coupled, will also
positions can be shown in the same windows illuminate the DCPL caution lights.
by holding down the SYS 2 button switch on
the left side of the panel. The instrument panel mounted, four segment,
caution light labeled with the letters P, R, Y and
C, will now indicate an open autotrim detent
4-Axis DAFCS Caution and switch in any of the four channels.
Warning Lights
The single caution panel segment, previously DAFCS Operation
labeled AFCS on earlier Bell 412s, has been
replaced by two caution panel segments la- Basic DAFCS operation in the SAS and ATT
beled NO. 1 AUTOPILOT and NO. 2 AU- modes remains unchanged from previous Bell
TOPILOT. The appropriate AUTOPILOT 412s with the following exceptions:
caution light will illuminate anytime that AP
fails due to loss of electrical power, loss of re- • If the force trim system is OFF when the
quired input information or an internal failure. APs are switched on, the DAFCS will
come up in SAS mode rather than ATT.
T h e c a u t i o n p a n e l s eg m e n t l a b e l e d AU - • Turning the force trim switch OFF will
TOTRIM will illuminate anytime autotrim is disable autotrim and cause the AU-
disabled or a detent switch is open. To reset TOTRIM caution panel light to illuminate.
the AUTOTRIM caution light, switch an AP
off and then back ON.

FlightSafety
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NOTE approach. This mode is the opposite of

the GA (go around) mode and provides
While the yaw channel is always in controlled deceleration of the helicopter
SAS mode regardless of the DAFCS from normal ILS approach speed (100
mode selected, autotrim of the yaw +KIAS) to 70 knots after reaching 200
channel is available should it be re- feet AGL (normal DH for an ILS) and
quired. This is particularly true when will maintain 70 knots to and after the
the large yaw channel coordination 50-foot auto-level-off. Pressing DECEL
changes are necessary when the anytime during the approach will illu-
flight directors are coupled to both minate DECEL ARM in amber, regard-
pitch and roll modes and collective less of other vertical modes active.
coupling is active. During final ILS approach, if NAV
shows CAP and ILS shows GS and the
pilot does not select GA, DECEL will
change to CAP in green at 200 feet AGL
4-Axis Flight Director Operation and perform the deceleration to 70 KIAS
Operation of the 4-axis DAFCS with dual while continuing to maintain both glide
flight directors requires new flight director slope and localizer.
mode selector (FDMS) panels to be installed In addition, more than one vertical mode of FD
in place of the 3-axis FDMS panels. Once in- operation can be maintained by the 4-axis
stalled, the selected flight director system can DAFCS and still be influenced by the attitude
make full use of all four channels of the 4-axis trim switches. Examples:
DAFCS (Figure 17-29).
• Maintaining IAS and VS while adjust-
Two added FD modes are available on the 4- ing VS with ATTD TRIM
axis FDMS panel as follows:
• Maintaining ALT and VS while adjust-
• ALTPRE (altitude preselect)—Allows ing VS with ATTD TRIM
the pilot to preselect an altitude at which
the helicopter will level off. This is ac-
complished by the pilot pulling out on
the SET knob on the air data command ALT IAS VS
display and rotating it until the desired
altitude is shown on the display. The ON ON ON
pilot then presses ALTPRE, which will
illuminate ARM in amber, and initiates
a climb or descent towards the prese- HDG NAV ILS
lected altitude. As the helicopter ap-
ON ARM CAP ARM GS
proaches the preselected altitude, ARM
changes to CAP in green and the heli-
copter begins the level off process to
arrive at the preselected altitude. Once ARM CAP ARM CAP ON
established on the preselected altitude,
the ALTPRE light extinguishes, the ALT BC VOR APR GA
(altitude hold) light illuminates and the
FD system will maintain the helicopter ARM CAP SBY ARM CAP
on the preselected altitude until in-
structed otherwise. ALTPRE SBY DECEL
• DECEL (automatic deceleration)—
Provides automatic deceleration dur- Figure 17-29. 4-Axis Flight Director
ing the final approach phase of an ILS Mode Selector Panel

• Maintaining ALT and IAS while ad- are specified, one is required for the pilot’s
justing IAS with ATTD TRIM side EFIS displays, the other for the copilot’s
• Maintaining GS and IAS while adjust- side EFIS displays.
ing IAS with ATTD TRIM
• EFIS MASTER Switch—The EFIS
MASTER switch is used to turn on both
NOTE the pilot’s and copilot’s EFIS equipment
If CLTV (collective) autotrim is off, and displays. This switch is located on the
the 4-axis DAFCS and the selected pilot’s side of the overhead console
flight director modes will operate the (Figure 17-30).
same as the a 3-axis DAFCS with • Four Electronic Displays—Four elec-
flight director. The pilot will be re- tronic displays are installed on the pilot’s
sponsible for collective pitch control. and copilot’s instrument panels in place
of conventional electromechanical ADIs
and HSIs. Each display is capable of func-
ELECTRONIC FLIGHT tioning as either an electronic attitude di-
INSTRUMENT SYSTEM (EFIS) rector indicator (EADI), an electronic
horizontal situation indicator (EHSI), or
General a composite of both the EADI and the
E H S I d e p e n d i n g u p o n s o f t wa r e a n d
The electronic flight instrument system or EFIS switching controlled by the display con-
is a replacement option for the electromechan- trollers. Normally, the upper display de-
ical attitude director indicator (ADI) and hori- faults to EADI functions and the lower
zontal situation indicator (HSI). When installed display to EHSI functions (Figure 17-31).
the instruments are referred to as the electronic • Two Symbol Generators (SG)—The two
attitude director indicator (EADI) and elec- SGs create the electronic images that
tronic horizontal situation indicator (EHSI). are displayed on their respective EADIs
and EHSIs. The SGs are normally re-
EFIS is an option on the Bell 412 EP when the motely mounted in the helicopter nose
helicopter is equipped with the 3-axis DAFCS. electronics compartment.
EFIS is considered a requirement when the 4-
axis DAFCS is installed. The 4-axis DAFCS
with SAR options definitely requires EFIS to
properly perform its SAR functions.
EFIS can be installed, not only on the Bell

412 EP, but on all Bell 412 models and is con-
sidered a significant cost saver due to its
very high mean-time-between-failure
(MBTF). There is a compromise however, in
increased equipment weight.
EFIS Components
Required EFIS components are listed below
along with their location(s). Each item’s func-
tion is discussed separately under EFIS
Operation and Control. Where two (2) items Figure 17-30. EFIS MASTER Switch

Figure 17-31. EFIS Electronic Displays (Pilot’s Side)

The following components are shown and dis- • A Digital Data Bus—This bus connects
cussed more in detail under “EFIS Operation the two symbol generators together and
and Control” later in this section. allows interchangeability of function
and use.
• Two Display Controller Panels—These The following standard aircraft components
panels are used to select the desired EADI
and EHSI display formats. The exact dis- are required for proper EFIS operation:
play formats are dependent on equipment • Two 3-axis reference synchronizers
installed in the helicopter. The controllers (TARSYNS)
are software controlled and the knobs and
switches can be programmed to perform • Two yaw rate gyros
numerous multiple tasks. These units are • Two air data sensors
installed on the pilot’s and copilot’s sides
of the center pedestal. • Two radio altimeters
• Two Remote Switch Panels—These pan- The following optional aircraft equipment
els supplement, duplicate, or add addi- may be added for additional EFIS capability:
tional functions to the EFIS. These units • Weather/mapping radar
are installed on the pilot’s and copilot’s
sides of the center pedestal. • Doppler radar
• One Remote Instrument Controller— • L o n g r a n g e n av i g a t i o n e q u i p m e n t
This controller allows course selection (LORAN, GPS, etc.)
and heading synchronization on the • Data navigation computer (NAV)
EHSIs. This unit is installed on the cen-
ter pedestal. • SAR options

EFIS Operation and Control In addition, the EHSI can also be switched to
provide a partial 90° compass arc display, a
EFIS Master Switch partial compass arc display with weather radar,
The EFIS symbol generators and electronic a partial short range navigation (SRN) map dis-
displays are turned on by moving the EFIS play, a partial long range navigation (LRN)
MASTER switch to ON. If all equipment is map display with waypoints and numerous
functioning correctly and the TARSYN gyros other displays depending upon aircraft avionic
have erected, the EFIS will activate and default equipment installed.
to an EADI (top display) and an EHSI (bottom
display) on the instrument panels in front of In the event of either an EADI or EHSI display
each pilot (Figure 17-30). on the pilot’s or copilot’s side, the remaining
display on that side can be switched to a com-
posite attitude and navigation display. (See
Electronic Displays Alternate EFIS Displays later in this section.)
The EADI will display the attitude sphere
with aircraft symbol, pitch and roll command Display Controllers
bars, a roll scale and roll pointer at the top and There are two types of display controllers that
a turn needle at the bottom of the sphere. may be used: the non-SAR version and the
Numerous other items may be displayed, de- SAR version. This discussion covers the non-
pending on navigation frequency tuned and SAR version only. See 4-Axis DAFCS with
other active equipment (Figure 17-32). SAR Options later in this section for a dis-
cussion of the SAR version.
The EHSI will display the magnetic compass
card with lubber line, course pointer with Two Display Controllers are installed on the cen-
course deviation and course selected and two ter pedestal, one to control each pilot’s EADI
bearing pointers. Numerous other items may and EHSI. Each display controller contains
be displayed, depending on navigation fre- seven pushbutton toggle switches and four ro-
quency tuned and other active equipment tary selector knobs. Discussion of the function
(Figure 17-33). of these controllers follows (Figure 17-34).
Honeywell Honeywell
CRS MAG 1 118 ILS2

300 ---.-NM
+10 12
20 20 W
24
10 10
15
WX
G
10 10 VOR1 50
VOR2
HDG 20 20 GSPD
DH
–5 RA 290 ---- KTS
210 DH
Figure 17-32. EADI Display Figure 17-33. EHSI Display

FULL FULL
MAP NAV LNAV
ARC ARC
DF LNAV LNAV DF
TE
ADF ADF
NAV1 ST NAV2
OFF OFF
OFF OFF
ADI DH HSI WX
BRG DIM TST DIM DIM BRG Honeywell
Figure 17-34. Display Controllers
• The FULL/MAP switch provides the • The GSPD/TTG (ground speed/time-to-

following selections: go) switch toggles between the heli-
copter’s ground speed (default display)
• FULL—360° compass on the EHSI and the time-to-go to the next waypoint
(default at power-up) or to the selected navigation aid.
• T h e AT T R E V ( a t t i t u d e r eve r s i o n )
• ARC—Expanded 90° compass arc switch toggles between that particular
also used for WX radar symbol generator’s primary attitude in-
formation source and its secondary at-
• MAP—Expanded 90° compass arc titude information source and displays
with waypoints the source on the EADI.
NOTE
NOTE
If both SGs are using the same atti-
If the WX knob is ON on the radar tude information source, the source
controller, the EHSI will default to will be displayed in amber on the
the ARC display. EADI, i.e., ATT2.
• The MAP RNG switch selects the MAP • The HDG REV (heading reversion) switch
mode on the EHSI and then toggles be- toggles between that particular SGs pri-
tween preselected map ranges pro- mary heading information source and its
grammed into the symbol generator. secondary heading information source.
It displays the source on the EHSI.
NOTE NOTE
The MAP RNG switch will only func- If both SGs are using the same head-
tion if the WX knob is OFF. If the ing information source, the source
WX knob is ON, the map range will will be displayed in amber on the
be as selected on the radar controller. EHSI, i.e., MAG1.

FlightSafety
international
• The NAV switch toggles between the • ADI DIM Rotary switch has several
short range navigation information functions as follows:
sources available.
• ADI DIM outer rotary knob adjusts
NOTE the nominal intensity (brightness)
If both sides are using the same nav- level of the EADI. Rotating the knob
igation information source, the to OFF blanks the display and selects
source will be displayed in amber on the composite mode on the EHSI.
the EHSI, i.e., VOR1.
• The DH (decision height) inner ro-
tary knob adjusts the decision height
• The LNAV switch toggles between the value, in 10-foot increments, dis-
l o n g r a n g e n av i g a t i o n i n f o r m a t i o n played on the EADI. Rotating the
sources available. The source selected knob completely counterclockwise
will be displayed in blue in the upper blanks the display on the EADI.
right corner of the EHSI.
• TEST is accomplished by pressing
While the sources of both short and long the inner rotary knob down. While on
range navigation information available the ground, it will display all the flags
depends upon aircraft configuration, the and caution legends on both the EADI
following is a list of possible sources that and EHSI and activate the radio al-
can be used: timeter test mode. TEST is disabled
while in flight.
VOR1 MLS VLF RNV INS
VOR2 MLS1 VLF1 RNV1 INS1 • The HSI DIM Rotary switch has sev-
ILS1 MLS2 VLF2 RNV2 INS2 eral functions as follows:
ILS2 FMS FMS1 FMS2 LOR • The HSI DIM outer rotary knob ad-
justs the nominal intensity (bright-
• The BRG Rotary switch selects the ness) level of the EADI. Rotating the
desired bearing source information to be knob to OFF blanks the display and se-
displayed by the bearing pointer on lects the composite mode on the EADI.
the EHSI. Available sources are: VOR1,
ADF, and LNAV. Positioning the switch • The WX DIM inner rotary knob, when
to OFF or failure of the bearing source rotated clockwise out of the OFF po-
information will cause the bearing sition, changes the FULL compass
pointer to disappear from the EHSI dis- display on the EHSI to the ARC for-
play. The bearing source selected is dis-
played below the symbol on the left mat, adjusts the brightness of the
side of the EHSI. weather display and disables the MAP
RNG button toggle switch. The map
• The BRG Rotary switch selects the range is then controlled by the range
desired bearing source information to be function of the weather radar.
displayed by the bearing pointer on
the EHSI. Available sources are: VOR1,
ADF, and LNAV. Positioning the switch NOTE
to OFF or failure of the bearing source A different controller panel is used
information will cause the bearing with SAR options and will be covered
pointer to disappear from the EHSI dis- under the SAR discussion later in
play. The bearing source selected is dis- this section.
played below the symbol on the left
side of the EHSI.

FlightSafety
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Remote Switches
INC
Two remote switch panels, one on the pilot’s side MR
of the center pedestal and the other on the copi- AN CM SG ATT HDG
lot’s side, provide the additional functions dis- PG RESET REV REV REV
ET
cussed below. These panels may also have DEC

specialized functions when utilized on SAR +
configured helicopters (Figure 17-35).
The remote switches have the following addi- Figure 17-35. Remote Switch Panel
tional functions:
COURSE 1 HEADING1 COURSE 2
• The MR–INC/DEC (map range) switch SY
PU IR
PU NC PU
LL
L
D
DIR L
on the left side of the panel can be either LL
a rocker or toggle switch with center OFF Honeywell

and is used to INC (increase) or DEC
(decrease) the display range on the EHSI
Figure 17-36. Instrument Remote
during MAP mode. The AN and PG func-
tions are used with other configurations. Controller
• When pressed, the CM RESET (com- Instrument Remote Controller

parison monitor) switch will reset the A single instrument remote controller is lo-
EFIS comparison monitor function, re- cated on the center pedestal between the pilots
move the “miscompare” annunciator, and to provide course and heading set capabilities
reset the monitor for the next function. for the EHSI. The functions of the three switches
• The SG REV (symbol generator rever- are discussed below (Figure 17-36).
sionary) switch allows the use of the dis-
plays on that side in the event its SG • When rotated, the COURSE 1 knob can
fails. Pressing the switch removes elec- be used to select a course on the No. 1
trical power from the SG and provides (copilot’s) EHSI. The course selected
displays from the remaining SG. This will be dependent on which course in-
switch is a duplicate of the one on the dis- formation is available to EHSI No. 1, i.e.,
play controller and is intended for use if what navigation equipment was selected
the display controller also fails. on the display controller for EHSI No. 1.
• The ATT REV (attitude reversionary) • The PULL DIR (direct) function of the
switch functions in the same manner as COURSE 1 knob is activated by pulling
the one on the display controller and is up on the COURSE 1 knob. Pulling up on
provided in the event the display con- the knob when either VOR 1 or VOR 2 is
troller fails. selected on the No. 1 display controller
will cause the course pointer on the EHSI
• The HDG REV (heading reversionary) to point directly at the selected VOR. The
switch functions in the same manner as PULL DIR function works only if a VOR
the one on the display controller and is is the selected navigational equipment.
provided in the event the display con-
troller fails. The COURSE 2 knob and its PULL DIR
function work exactly the same as
• When pressed, the ET (elapsed time) COURSE 1 and its PULL DIR function
switch will replace the GS/TTG (ground- except on EHSI No. 2, the pilot’s EHSI.
speed/time-to-go) display on its respec-
tive EHSI with an elapsed time display. • When pressed, the single HEADING knob
The GS/TTG function will continue to moves the “heading bug” around the edge
function although be displayed and can of the compass cards of both EHSIs. This
be toggled back to display by repressing is most useful with the flight director in
the ET switch. the HDG mode.

• The PULL SYNC function of the HEAD- 4-AXIS DAFCS WITH SAR
ING knob is activated by pulling up on the
H E A D I N G k n o b. P u l l i n g u p o n t h e CAPABILITIES
HEADING knob causes the heading bugs
on both EHSIs to rotate to the current he- General
licopter heading underneath their re- For the Bell 412 EP to be capable of full SAR
spective lubber lines. This is convenient Operation, the helicopter must be configured
when the pilot wishes to engage flight with 4-axis DAFCS, dual flight directors,
director HDG mode on the current heli- EFIS and specialized SAR options (Figure
copter heading. 17-39). These options, discussed in detail
under SAR Components and SAR Operation
below, allow the helicopter to perform the
Alternate EFIS, EADI and EHSI following maneuvers:
Displays
There are numerous possible display combi- • Long or short range navigation to point-
nations and variations that can be activated on in-space
the EADI and the EHSI of either pilot. These
variations are dependent upon navigation • A mark-on-target (MOT) capability
equipment installed in the helicopter and in-
terfaceable with the EFIS and far too numer- • Auto approach capability
ous to be discussed in detail in this section. Two
displays are presented below to show some of • Auto hover capability
the possible combinations (Figures 17-37 and
17-38). However, it is strongly recommended • Additional crewmember hover trim
that the pilot thoroughly review the SPZ-7600 capability
Integrated Flight Control System Pilot’s
Manual for the Bell 412 that comes with the • Rescue hoist operations
helicopter’s manuals and all the supplements
to the RFM for the navigation and other avionic • Auto takeoff and climb capability
options installed in the helicopter.
Honeywell Honeywell
BRG MAG2 INS2 BRG MAG2 INS2

000 1.50NM 090 0.10NM
+0 35 N +0 3 6
30 3 3 E 3
N
2 200 2
1 1
W
35
10
24
30
53
10
12
21 W
15 21
S 0 24 0
15 GSPD 15 GSPD
2.5 0.5
344 60 KTS 344 5 KTS
Figure 17-37. Approach to Hover Figure 17-38 Doppler Hover Display

REV
ODFSDFSN NSFDSFDO
WA-700
ED-600 ANTENNA ED-600
PEDESTAL DADC
DC-811 DISPLAY EADI EADI DC-811 DISPLAY
CONTROLLER NO. 1 CONTROLLER NO. 2
DLFSL DLFSL ON DLFSL DLFSL ON
ON NO LSFLD LSFLD NO LSFLD LSFLD
NO
SD
SDA
SD
SDA
SD
ODFSDFSN SDA NSFDSFDO
SD
SDA
SD
WR-700
SDA
RECEIVERY
EFIS FUNCTION ED-600 TRANSMITTER ED-600 EFIS FUNCTION
SWITCHES NO. 1 EHSI EHSI SWITCHES NO. 2
ON
VOR/LOC/MB/
DME NO. 2
WC-700 CONTROLLER
NOTE: SOME EQUIPMENT SHON IS OPTIONAL
REFER TO THE SYSTEM DESCRIPTION ASCB
FOR OPTION CONFIGURATIONS.
SG-705 SG-705 DNCP-1003
SYMBOL SYMBOL
MAG COMPASS CONTROL MAG
CONTROLLER
GENERATOR GENERATOR
NO. 1 NO. 1 KB-3001
VOR/LOC/MB/ RI-206S REMOTE PILOT ENTRY
DME NO. 1 INSTRUMENT KEYBOARD
CONTROLLER DNC-1003
DATA NAV III
ADF COMPUTER
DH DH
ABS
OF
F
WI-700 RADAR DISPLAY ABS
OF
F
RA-335 ALT 0 TO LONG RANGE NAV ALT 0 RA-335

RADIO 15 15 RADIO
ALTIMETER 1 1
10 FT X 100 10 FT X 100 ALTIMETER
INDICATOR DH DH
INDICATOR
5 2 SET
5 2 SET
NO. 1 TEST
LONG RANGE NAV
TEST
NO. 2
RT-300 RADIO ALTIMETER
RECEIVER TRANSMITTER FROM
DOPPLER TARSYN
AT-300 NO. 1 RT-300 RADIO ALTIMETER
ANTENNA NO. 1 RECEIVER TRANSMITTER
(RECEIVING) AT-300 NO. 2
AT-300 ANTENNA
ANTENNA (RECEIVING)
(TRANSMITTING) NO. 1 NO. 2 AT-300
ANTENNA
AL-300 FD SEL (TRANSMITTING)
AIR DATA DGAS DGAS
(PC-700)
TO TARSYN-H DISPLAY
DGAS
THREE AXIS
REF NO. 2 FORE MS-700 MS-700
MODE SELECTOR ACTUATOR POSITION INDICATOR MODE SELECTOR
FORE
DGAS DGAS DGAS DGAS DGAS
HJ HJ HJ HJ HJ HJ
DGAS
DFS DFS DFS DFS DFS DFS
CS-412 DGAS DGAS

TARSYN-H
REMOTE TARYSN-H DGAS
DFS DFS DFS DFS DFS DFS DFS DFS DFS DFS
THREE AXIS
COMPENSATOR THREE AXIS
DFSDFS DFS DFS DFS DFSDFS DFS DFS DFS REF NO. 2
REF NO. 1 DGAS DGAS DGAS DGAS DGAS FROM
L
DFSDFS DFS DFSDFS
DGAS DGAS DGAS DGAS
DFSDFS DFS DFSDFS CS-412
RG-204A FS L
DL FS L
DL FS
DL
DFS DFS DFS DFS
L
FS L
YAW RATE DL FS L
DL FS
DL RG-204A
GYRO NO. 1 PC-700 YAW RATE
FX-220 AUTOPILOT MOT APR CLIMB SAR GYRO NO. 2
FLUX ON 1 2 ON ENGAGE
FX-220 VALVE CONTROLLER
FLUX NO. 2 PANEL FZ-706 DIGITAL
VALVE AZ-649 FLIGHT CONTROL
NO. 1 AIR DATA COMPUTER NO. 2
FZ-706 DIGITAL AZ-649
SENSOR FLIGHT CONTROL DIGITAL DATA BUS
NO. 1 AIR DATA
NO. 2
MAST TORQUE
SYSTEM NO. 1 SYSTEM NO. 2
ENG NO. 1 TEMP ENG NO. 2 TEMP
ACCELEROMETERS ACCELEROMETERS
ENCODING ALTIMETER
NO. 1
NO. 2 PITCH
VEL HOLD CONTROL POSITION POTENTIOMETERS
FD SEL ZERO
(PC-700) STANDBY,
ANTI-TORQUE
GO-AROUND FTR P1 P2
PEDALS
XSSD
P P
CYCLIC
P P
P P
COLL/YAW FTR
P P XSSD
P P
P
ROLL
BEEP
XSSD
XSSD
XSSD
AND BEEP
PITCH TRIM YAW TRIM XSSD
CYCLIC R1 R2
ACTUATOR ACTUATOR
CONTROL
COLLECTIVE STICK
CONTROL Y1 Y2 YAW
ROLL TRIM COLLECTIVE STICK
ACTUATOR ACTUATOR CONTROL
RODS
C1 C2
Figure 17-39. 4-Axis SAR DAFCS Schematic

The SAR capabilities also requires the addi- • Special SAR enhancements to the 4-axis
tion of several optional equipment kits in- DAFCS and EFIS
cluding, but not limited to:
The pilot must refer to the manufacturer’s
manuals for these kits to obtain full informa-
• Weather radar
tion on and procedures for them. Only the spe-
• G l o b a l Wu l f s b e rg S y s t e m s G N S X cial SAR enhancements to the Bell 412EP’s
LNAV system 4-axis DAFCS and EFIS are discussed below.
• Honeywell DATA NAV III equipment NOTE

• Doppler radar When the helicopter is performing
SAR operations, two qualified pilots
• Rescue hoist are required.

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SAR Components SAR Objective

The following additional switches are installed A helicopter, returning from an off-shore oil
in the helicopter to provide SAR capability: platform in IFR weather, was forced to ditch
due to main transmission problem. A successful
• A SAR Engagement panel is mounted on ditching was accomplished according to the
the pilots instrument panel and provides pilot’s last transmission and all six personnel on
the switches necessary to activate the board are safe. The pilot also transmitted his
mark-on-target, auto approach, auto hover, approximate location just prior to beginning his
auto takeoff and auto climbout capabili- descent and the FAA has confirmed the position
ties. The three multiple segment switches of the ditched helicopter by means of its ELT
(MOT, APR, and CLIMB) and their func- transmissions received by the SAR satellite.
tions are discussed under SAR Operations.
• The VELHLD ZERO switches are actually SAR Mission
a modification of the pilot’s and copilot’s A SAR equipped Bell 412 EP, with rescue
attitude trim (chinese hat) switches on hoist and LORAN as its LNAV system, is to
the top of their respective cyclic sticks. proceed to the verified coordinates, make an
The VELHLD ZERO (VELocity HoLD IFR descent, recover all personnel and return
0) switch adds a vertical momentary push- to its departure point. The following infor-
down switch to the standard attitude trim
functions and is used when hovering is dis- mation is applicable:
cussed under SAR Operations.
• Weather—Weather over the entire area
is 200 feet overcast with cloud tops at
Two SAR EFIS display controllers which pro- 10,000 feet. Surface temperature is
vide two new special SAR EFIS display func- 20°C, winds are 300° at 10 knots.
tion switches. On the SAR EFIS display
controllers, the two new APR HOV and HOV • Crew—The crew consists of two IFR-
switches replace the ATT REV and HDG REV qualified helicopter pilots and a quali-
switches on the standard EFIS display con- fied flight engineer who will operate
trollers (Figure 17-34). Keep in mind that the the rescue hoist.
functions of the two replaced switches are
also available on the remote switch panels. • Flight plan—The pilots have filed for a
(Figure 17-35). runway takeoff with a straight ahead
climb to 1,000 feet, then direct to the
SAR Operations ABC VOR, 10 km from the airport, with
an enroute climb to an altitude of 6,000
NOTE feet, then direct to the ditching scene
waypoint, 100 miles out at sea, and an
The following is a hypothetical nar- IFR descent at the waypoint to VFR con-
rative of a fictitious search and res- ditions. Upon completion of the pickup,
cue mission and is used to describe the pilots will reactivate their IFR flight
the function and operation of the plan, climb IFR back to 6,000 feet, at the
SAR options in conjunction with the waypoint, then direct back to the ABC
helicopter’s 4-axis DAFCS, flight VOR with an ILS approach to the orig-
directors and EFIS. The discussion inating airport.
is not intended to provide precise
operating instructions or authorized
operational procedures.

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Takeoff and Climb • The pilot presses the NAV switch on the
flight director mode selector panel
Still holding the FTR switch down, the pilot per- which arms the flight director and
forms a normal takeoff and establishes a 70 KIAS DAFCS to capture the selected VOR
climb at 81% mast torque. After stabilizing the course. The switch illuminates ARM
aircraft’s attitude for the 70 KIAS climb, and be- in amber and will remain so until the he-
fore entering the clouds at 1,000 feet, the pilot licopter captures the VOR course se-
releases the FTR switch which reactivates ATT lected. When the selected course is
mode and presses the following switches on the captured, the ARM light changes to
Flight Director Mode Selector panel: CAP in green and the helicopter will
turn and track the selected VOR course.
• HDG—Illuminates ON in green and will
maintain the helicopter’s takeoff head- The helicopter will now continue to climb,
ing as set by the heading bug. maintain 70 KIAS and track the selected course
direct to the ABC VOR.
• IAS—Illuminates ON in green and will
maintain the current indicated airspeed
of 70 KIAS. Upon Reaching 6,000 Feet
As the helicopter approaches 6,000 feet pres-
With these two modes in operation, the selected sure altitude, its pitch attitude will change so
flight director will automatically couple to the that the helicopter will level off and maintain
DAFCS and maintain the helicopter’s climb 6,000 feet. The amber ARM light in the
heading and indicated airspeed. The COLL and ALT–PRE switch on the flight director mode
CPL switches on the autopilot controller panel will selector panel will change to CP in green and,
illuminate ON in green and the DCPL Caution shortly thereafter, the CAP light will extin-
light on the instrument panel will extinguish. guish and the ALT switch will illuminate ON
in green indicating that the helicopter will
Upon Reaching 1,000 Feet now maintain 6,000 feet.
As the helicopter climbs through an altitude of The IAS switch will also remain illuminated ON
1,000 feet, the pilot takes the following actions: and continue to maintain 70 KIAS, the last
selected indicated airspeed. The collective will
• The pilot pulls up on the COURSE adjust itself to maintain both ALT and IAS.
2/PULL DIR knob, on the instrument
remote controller panel. This action au- Changing Cruise Airspeed
tomatically sets the correct direct course
from the helicopter’s present position to Since 70 KIAS is a slow cruise airspeed, the
the VOR. The selected course is now pilot would push (“beep”) forward on the
displayed on the pilot’s EHSI. ATTD TRIM switch on top of his cyclic stick
which will now cause an increase in IAS. The
• The pilot rotates the HEADING knob pilot can continue to beep the switch until the
on the instrument remote controller desired cruise airspeed is set or he can use
panel and sets an intercept heading for the SET knob on the air data command display
the selected VOR course. The heli- to set the desired airspeed. The collective will
copter immediately initiates a turn to trim itself accordingly as will the yaw (tail
the new heading. rotor pedals).

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NOTE If there is only a small difference, less than

about 30°, the pilot can merely press the NAV
The maximum mast torque that the switch again. The switch will illuminate ARM
DAFCS will increase collective is to in amber and the helicopter will begin in a turn
about 77% (95% of maximum con- to intercept and capture the course to the ditch-
tinuous or 81%). This is due to pre- ing waypoint.
programmed limits in the DAFCS
and mast torque sensor input to the If the difference is greater than 30°, the pilot
DAFCS. Should the pilot want to can rotate the HEADING knob on the instru-
cruise at 81% maximum continuous ment remote controller panel to a heading
mast torque, he could disengage the which will intercept the course to the ditch-
flight director IAS mode by pressing ing waypoint and then press the NAV switch.
the IAS switch and then trim the col- This will cause the helicopter to turn to the in-
l e c t ive U P t o 8 1 % b y u s i n g t h e tercept heading and the NAV switch to illu-
CLTV/YAW TRIM beep switch on minate in the ARM mode.
his collective head panel.
Either way, the DAFCS will fly the helicopter to
Upon Arrival Over ABC VOR capture the course to the waypoint. Once the
course is captured the NAV switch will
As the helicopter approaches the ABC VOR, the illuminate CAP in green and the helicopter will
pilot pulls up on the HEADING/PULL SYNC maintain a track to the waypoint while also
knob, on the instrument remote controller panel, maintaining altitude and indicated airspeed.
which automatically sets the heading bug under
the lubber line on the pilot’s EHSI to indicate
the helicopter’s current heading. Enroute to the Waypoint
Since the waypoint is a fixed geographical
As the helicopter passes over ABC VOR at point and the ditched helicopter may have
6,000 feet, the pilot presses the HDG switch drifted away from the waypoint, the crew has
on the flight director mode selector panel. several options available to ensure they go di-
This action causes the NAV mode to disengage rectly to the ditched helicopter. They may up-
and the HDG switch to illuminate ON in green. date the waypoint coordinates based upon more
The helicopter will now maintain its current recent information received from the SAR
heading, altitude and indicated airspeed. Satellites; or, they may be able to “home-in
on” and get a bearing to the ditched helicopter’s
The pilot then rotates the BRG knob on the emergency locator transmitter (ELT) using the
pilot’s EFIS display controller panel to the ADF function of the BRG knob on the dis-
LNAV position which will provide the pilot with play controller panel. Then, they can fly directly
bearing and course information to the ditching it using the HDG mode of the flight director.
scene on his EHSI.
Another feature that takes place during the flight
Outbound to the Ditching Scene to the ditched helicopter’s position is that the
The pilot’s next action will depend upon the LNAV and the doppler radar “read” and
bearing difference between the helicopter’s constantly update and remember the wind’s
current heading and the course to the ditching direction and velocity.
waypoint.

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Mark-on-Target (MOT) Approach Phase 2 (APR 2)

The pilot presses the MOT switch on his in- With the air data display set to the desired hover
strument panel illuminating ON and creating a altitude (not lower than 50 feet), the helicopter
new waypoint in the long range navigation begins a controlled deceleration to achieve 0
(LNAV) system for this portion of the operation. groundspeed at a point about 100 meters from
the marked position. Simultaneously, the
Controlled by the active flight director and the 4- helicopter begins a 200 fpm descent to reach the
Axis DAFCS and using wind information from selected hover height (50 feet). When the
the LNAV and DOPPLER Radar providing wind helicopter is established at 50-feet 0 groundspeed
drift and velocity information, the helicopter hover mode, the RAD ALT and VELHLD
begins a turn to downwind. The active flight (velocity hold) modes on the flight director mode
director computer also calculates the selector panel will illuminate ON and the
navigational information necessary for the two helicopter will hold this position automatically.
approach phases of the flight.
Rescuing the Survivors
At this point, the pilot will generally manu-
Approach Phase 1 (APR 1) ally depress the FTR switch and fly the heli-
Upon completing its calculations, the flight di- copter into position over the ditched helicopter
rector controls the helicopter’s flight path and then enable the VELHLD function to
through the DAFCS as follows: maintain the new hover position.
For the actual survivor pick-up, the pilot can
• The helicopter automatically begins a provide limited helicopter hover control to
controlled deceleration to 60 KIAS. the hoist operator by depressing the HOIST
switch on the instrument panel. Depressing the
• Once 60 KIAS is achieved, a controlled HOIST switch will illuminate EN (ENable)
descent to 200 feet AGL is begun at the and allows the hoist operator to trim the heli-
rate of 500 fpm. copter’s hover position by means of the four
position HOVER TRIM switch on the hoist
• As the two programmed parameters of control pendant. Anytime the hoist operator ac-
60 KIAS and 200 feet AGL are achieved, tuates the HOVER TRIM beep switch, an an-
IAS and RAD ALT are illuminated on nunciator dot will illuminate to the right of the
the active flight director’s mode selec- EN light advising the pilot of the hoist oper-
tor panel.
ator’s actions.
• This is accomplished while the heli- The hoist operator uses the “chinese hat” switch
copter continues to fly a traffic pattern on the hoist control pendant to control hoist
which places the helicopter on a final ap- operations during retrieval of the survivors. Once
proach track, into the wind, directly to- all survivors are safely on board and the door of
wards the marked target. the helicopter is closed, the pilot reassumes
control of the helicopter and disables the hoist
If all parameters of the APR 1 function have operator’s control by pressing the HOIST switch
been achieved correctly, the system automatically once again. This action extinguishes the EN and
switches to the APR 2 function at the appropriate HOIST lights. The pilot then presses down on
time. Still controlled as before, the helicopter the VELHLD ZERO switch on the top of his
begins its final approach and descent and cyclic stick which now maintains the helicopter
deceleration to a hover. in a 0 groundspeed hover at 50 feet. The
helicopter is ready for takeoff.

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Takeoff and Climb RADALT and IAS lights illuminate and the he-
licopter will maintain 200 feet and 60 KIAS.
The pilot can either manually takeoff by mo-
mentarily depressing the FTR switch or by The pilot would then activate ALTPRE on the
selecting the auto takeoff mode by pressing the flight director mode selector panel, set his re-
CLIMB switch on the instrument panel. turn flight altitude in the air data display (for
example, 5,000 feet), and beep his attitude
NOTE trim switch (on the top of his cyclic stick) to
CPL and COLL are both ON and il- achieve a 70 KIAS best rate of climb airspeed.
luminated for this mission narrative.
As the helicopter is climbing to the preselected
altitude, the pilot can again resume normal
Automatic Takeoff and Climb flight director navigation methods for the return
trip home.
The pilot pushes the CLIMB switch, the switch
illuminates ON, and the helicopter begins a for-
ward acceleration to 60 KIAS while maintain- Closing Comments
ing the last set radar altitude. Upon reaching 60 The preceding narrative assumed that the he-
KIAS, the helicopter begins a controlled climb licopter was fully equipped with all SAR re-
to 200 feet AGL. THE VELHLD and RADALT quired equipment.
lights extinguish. Upon reaching 200 feet, the

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QUESTIONS
1. Where are operational procedures for 6. The float system provides what mini-
kits located? mum percentage of the maximum gross
A. In the individual manufacturer’s weight?
manuals A. 95%
B. On the units B. 100%
C. In the helicopter checklist C. 115%
D. In the Flight Manual supplements D. 125%
2. The emergency float kit requires instal- 7. For automatic float deployment the
lation of what type landing gear? emergency FLOATS switch must be in
A. Standard-skid landing gear what position?
B. Tricycle wheel landing gear A. NORM
C. Special high-skid landing gear B. ARMED
D. Pneumatically operated landing gear C. FLOATS
D. ON
3. The emergency float kit offers optimum
stability in conditions as extreme as 8. What data does the flight director com-
what Sea State? puter analyze to generate pitch-and-roll
A. Eight steering commands?
B. Six A. Vertical flight
C. Four B. Lateral flight
D. One C. Navigational
D. All the above
4. The emergency floats are activated elec-
trically and use what means of operation? 9. Should a flight or navigational data
A. Pneudraulic signal become invalid, what is the vi-
sual indication?
B. Electric
C. Mechanical A. The associated ADI command bar
retracts from view.
D. Pneumatic
B. The NAV ERR light illuminates.
5. If the floats system automatic deploy- C. The associated helipilot disengages.
ment features do not properly function, D. The FLT DIR DECOUPLE light
what should be done? illuminates.
A. Activate the EMER INFLATION
PULL handle. 10. What is the hoist weight limit for con-
tinuous operation in confined areas?
B. Regain flight status.
C. Abandon the helicopter. A. 1,200 pounds
D. Pull the squib’s red flag and B. 800 pounds
safety pin. C. 600 pounds
D. 400 pounds

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11. What is the diameter and length of the 14. Radar should not be used if:
hoist cable? A. Personnel are within 8 feet and 135°
A. 1/2 inch and 256 feet either side of the nose
B. 3/16 inch and 150 feet B. Refueling the helicopter
C. 1/2 inch and 150 feet C. A large metallic object is within
D. 3/16 inch and 256 feet 100 feet of the helicopter
D. All the above
12. Use of the Nightsun searchlight is lim-
ited to what minimum altitude? 15. Radar can be used for:
A. 25 feet A. Weather detection
B. 50 feet B. Ground mapping
C. 100 feet C. Beacon location
D. No limit D. All the above
13. Which of the kits discussed prohibits

IFR operation?
A. Emergency floats and external
cargo hook
B. Flight director and weather radar
C. Loudhailer and Nightsun searchlight
D. Internal hoist and Nightsun
searchlight

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WALKAROUND
The following section is a pictorial walkaround. It shows each item
called out in the exterior power-off preflight inspection. The fold-
out pages at the beginning and the end of the walkaround section
should be unfolded before starting to read.
The general location photographs may not show every checklist item;
however, each item is portrayed on the large-scale photographs
that follow.
JUNE 1999 FOR TRAINING PURPOSES ONLY WA-1

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BELL 412 PILOT TRAINING MANUAL BELL 412 PILOT TRAINING MANUAL
WALKAROUND
A BEFORE EXTERIOR CHECK
1. FLIGHT PLANNING—COMPLETED
2. GROSS WEIGHT AND CG—COMPUTE
3. PUBLICATIONS—CHECKED
23 23
22
22
21 21
8. BAT BUS 1 SWITCH—ON

25
20 26 17 20
27
33
39 38 37 36 35 34 40 42
4. P O RTA B L E F I R E E X T I N G U I S H E R S — C H E C K I N - 9. LEFT AND RIGHT AFT FUEL PUMP DRAIN BUTTONS—

STALLED AND SECURED DEPRESS
43
28 30 31 29 41 44 46
5. FUEL TRANS SWITCHES—OFF 10. FORWARD AND MIDDLE FUEL SUMPS—DRAIN
32 45 6. BOOST PUMP SWITCHES—OFF SAMPLES
7. FUEL SWITCHES—OFF
WA-2 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY JUNE 1999
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14. FUEL SWITCHES—OFF

11. BOOST PUMP SWITCHES—ON
15. BOOST PUMP SWITCHES—OFF
12. FUEL SWITCHES—ON
16. BAT BUS 1 SWITCH—OFF
13. LEFT AND RIGHT FUEL FILTERS—DRAIN SAMPLES

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1 FUSELAGE FRONT
17. CABIN NOSE—CHECK CONDITION, GLASS CLEAN, 20. PITOT TUBE(S)—CHECK COVERS REMOVED AND
AND WIPERS STOWED TUBES NOT OBSTRUCTED
18. REMOTE HYDRAULIC FILTER BYPASS INDICATOR— 21. LEFT AND RIGHT STATIC PORTS—CHECK PORTS
CHECK GREEN NOT OBSTRUCTED
19. CIRCUIT BREAKERS—CHECK IN 22. FORWARD ROTOR BLADE—REMOVE TIEDOWN AND

VISUALLY CHECK CONDITION AND CLEANLINESS
WA-4 FOR TRAINING PURPOSES ONLY JUNE 1999

23. CABIN NOSE VENTILATORS—CHECK VENTILATORS 26. S E A R C H L I G H T A N D L A N D I N G L I G H T — C H E C K

NOT OBSTRUCTED STOWED
24. NOSE COMPARTMENT—CHECK CONDITION, BAT- 27. ANTENNAS—CHECK CONDITION AND SECURITY
TERY CONNECTED, AND DOOR SECURED
25. BATTERY VENT AND DRAIN TUBES—CHECK TUBES

NOT OBSTRUCTED

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2 FUSELAGE—CABIN, LEFT SIDE
28. COPILOT’S DOOR—CHECK CONDITION, OPERA- 30. POSITION LIGHTS—CHECK CONDITION

TION, GLASS CLEAN, AND SECURITY AND OP-
ERATION OF EMERGENCY RELEASE HANDLES
31. LANDING GEAR—CHECK CONDITION AND HAN-

DLING WHEELS REMOVED
32. LANDING GEAR—CHECK CONDITION AND SECURITY
29. PASSENGER DOORS—CHECK CONDITION, OP-

ERATION, GLASS CLEAN, AND CONDITION OF
POP-OUT WINDOWS

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3 FUSELAGE—AFT LEFT SIDE
33. AFT ROTOR BLADE—REMOVE TIEDOWN AND VI-

SUALLY CHECK CONDITION AND CLEANLINESS 38. COMBINING GEARBOX FILTER BYPASS INDICATOR—
CHECK BYPASS INDICATOR RETRACTED
34. NO. 1 ENGINE COMPARTMENT—CHECK

35. OIL LEVEL—VISUALLY CHECK OIL LEVEL, PRESENCE
OF OIL IN SIGHT GAGE, AND FILLER CAP SECURE 39. OIL COOLER BLOWER—CHECK BLOWER NOT
OBSTRUCTED
36. N 2 GOVERNOR SPRING—CHECK CONDITION
37. ENGINE FIRE EXTINGUISHER—CHECK BOTTLE 40. ACCESS DOORS AND ENGINE COWLING—CHECK
PRESSURE GAGE AND TEMPERATURE RANGE SECURE

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41. DRAIN LINES—CHECK CLEAN AND NOT OBSTRUCTED 42. ENGINE EXHAUST EJECTORS—CHECK COVERS
REMOVED AND EJECTORS NOT OBSTRUCTED
43. OIL COOLERS—CHECK OIL COOLERS NOT OB-

STRUCTED
4 TAILBOOM
44. TAILBOOM—CHECK CONDITION AND ACCESS 47. 90° TAIL ROTOR GEARBOX—VERIFY PRESENCE
COVERS SECURED OF OIL IN SIGHT GAGE, VISUALLY CHECK OIL
LEVEL, AND CHECK FILLER CAP AND CHIP DE-
45. TAIL ROTOR DRIVE SHAFT COVERS—CHECK COV- TECTOR PLUG FOR SECURITY
ERS SECURED
46. ELEVATOR—CHECK CONDITION AND SECURITY; 48. TAIL ROTOR—CHECK CONDITION AND FREE-
CHECK SPRING CONDITION BY MOVING ELEVATOR DOM OF MOVEMENT ON FLAPPING AXIS
TOWARD LEADING-EDGE-DOWN POSITION

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49. TAIL SKID—CHECK CONDITION AND SECURITY 51. ELEVATOR—CHECK CONDITION AND SECURITY
52. TAILBOOM—CHECK CONDITION
50. 42° (INTERMEDIATE) GEARBOX—VERIFY PRES- 53. BAGGAGE COMPARTMENT—CHECK CARGO SE-
ENCE OF OIL IN SIGHT GAGE, VISUALLY CHECK OIL CURED, SMOKE DETECTOR CONDITION, AND
LEVEL, AND CHECK FILLER CAP AND CHIP DE- DOOR SECURED
TECTOR PLUG FOR SECURITY

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5 FUSELAGE—AFT RIGHT SIDE
54. ROTOR BLADE—REMOVE TIEDOWN AND VISU-

ALLY CHECK CONDITION AND CLEANLINESS
57. AFCS COMPUTERS—CHECK COMPUTERS AND

COMPARTMENT DOOR SECURED
55. AFT COMPARTMENT—CHECK AFT COMPART-

MENT NOT OBSTRUCTED
58. ENGINE FIRE EXTINGUISHER—CHECK BOTTLE

PRESSURE GAGE AND TEMPERATURE RANGE
56. TAIL ROTOR ACTUATOR—CHECK

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59. COMBINING GEARBOX OIL LEVEL—VERIFY PRES- 62. OIL LEVEL—VISUALLY CHECK OIL LEVEL, PRES-
E N C E O F O I L I N S I G H T G A G E A N D V I S U A L LY ENCE OF OIL IN SIGHT GAGE, AND FILLER CAP
CHECK OIL LEVEL SECURE
60. OIL COOLER BLOWER—CHECK BLOWER NOT OB- 63. ACCESS DOORS AND ENGINE COWLING—CHECK
STRUCTED SECURED
61. NO. 2 ENGINE COMPARTMENT—CHECK 64. FUEL FILTER—VISUALLY CHECK QUANTITY AND
SECURE CAP

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6 FUSELAGE—CABIN, RIGHT SIDE
65. TRANSMISSION OIL—VERIFY PRESENCE OF OIL 68. LANDING GEAR—CHECK CONDITION AND HAN-
IN SIGHT GAGE AND VISUALLY CHECK OIL LEVEL DLING WHEELS REMOVED
66. PASSENGER DOOR—CHECK CONDITION, OPER- 69. PASSENGER STEP (IF INSTALLED)—CHECK CONDI-
ATION, GLASS CLEAN, AND CONDITION OF POP- TION AND SECURITY
OUT WINDOWS
70. PILOT’S DOOR—CHECK CONDITION, OPERA-

67. POSITION LIGHTS—CHECK CONDITION TION, GLASS CLEAN, AND SECURITY AND OP-
ERATION OF EMERGENCY RELEASE HANDLES

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7 CABIN TOP
47 48
50
71. SWASHPLATE, SUPPORT ASSEMBLY, AND COL- 72. HUB AND SLEEVE ASSEMBLY—CHECK CONDITION
LECTIVE LEVER—CHECK CONDITION
46 51
49
54 72
63 62 61 71 65
5
3
7
6
2
A
51 52 53 64 66 68 67 70
69
60 59 58 57 56 55
1
JUNE 1999 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY WA-13
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ANNUNCIATOR PANEL
The Annunciator Panel section presents a color representation of all
the annunciator lights in the Bell 412, SP, HP, and EP helicopters.
Please unfold either page ANN-3, ANN-5, or ANN-7 (per Bell 412
model) to the right and leave it open for ready reference as the an-
nunciators are cited in text.
JUNE 1999 FOR TRAINING PURPOSES ONLY ANN-1

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FIRE
1 PULL FIRE
2 PULL
CYC CTR
BAGGAGE ENG
G 1 OUT ENG 2 OUT PRE
S S TO T E S T
AFT INT
AFT INT
FIRE CALL
CALL
RPM MASTER CAUTION
PRESS TO TEST
PRE
S S TO T E S T
MASTER CAUTION
PRESS TO TEST CYC CTR RPM
STEP
EXTND
A O M
WSHLD HEAT
FLOATS CARGO RELEASE LH±RH
A O M
DCPL
ON ON FT OFF
ARMED ARMED
HOT HOT
TEST RESET
OIL PART SEP PART SEP OIL
E PNL BRT E OFF PRESSURE
OIL PRESSURE OIL PRESSURE PRESSURE OFF
N N
RESET ENGINE GOV GOV ENGINE
DC GENERATOR DC GENERATOR
CHIP MANUAL
G G MANUAL CHIP
1 LT + DIM 2 DC FUEL
PART SEP OFF PART SEP OFF FUEL DC
TEST VALVE GENERATOR GENERATOR VALVE
FUEL BOOST FUEL BOOST
BOOST OVHT OVHT BOOST
FUEL FILTER E E FUEL FILTER SNs 33108
N N NO. 1 FUEL C BOX OIL XMSN OIL NO. 2 FUEL AND SUBSEQUENT
AFCS PRESSURE PRESSURE TRANS
FUEL LOW G + G FUEL LOW TRANS
Bell 412 SPs
SNs 001 1 2 BATTERY ROTOR C BOX OIL XMSN OIL ROTOR BATTERY
GOV MANUAL GOV MANUAL BRAKE TEMP TEMP BRAKE
TEMP
THROUGH
CHIP BRIGHT CHIP NO. 1 FUEL C BOX XMSN CAUTION NO. 2 FUEL
33107 FILTER CHIP CHIP PANEL FILTER
BELL 412s FUEL VALVE FUEL VALVE
FUEL NO.1 NO. 1 NO. 2 NO. 2 FUEL
LOW INVERTER HYDRAULIC HYDRAULIC INVERTER INTCON
GEN OVHT DIM GEN OVHT
CAUTION PANEL HYDRAULIC AIR LINE POWER CHIP LOCK XFEED
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 ANN-1. Annunciators

s—Bell 412 and Bell 412 SP Models
JUNE 1999 FOR TRAINING PURPOSES ONLY FOR TRAINING PURPOSES ONLY ANN-3
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CYC CTR
FIRE
2 PULL
PRE
S S TO TE S T
AFT INT
AFT INT
1
11 10
10
FIRE PULL CALL
CALL 9
9
8
RPM MASTER CAUTION 8 7
PRESS TO TEST TORQUE
OVER
ENG 1 OUT ENG 2 OUT TORQ
7 6
6 MAST ENG 5
5 4
BAGGAGE 4
% X 10
1
3
FIRE 3
2 1
2
1
PRE
S S TO TE S T
MASTER CAUTION WSHLD HEAT

PRESS TO TEST CYC CTR RPM LH±RH
DCPL
FT OFF
ON ON
HOT HOT
FLOATS CARGO RELEASE A O M
A O M
ARMED ARMED
STEP
EXTND
ON EXT L ARMED F
D L
TEST RESET G O
OIL PART SEP PART SEP OIL A
E PNL BRT E OFF PRESSURE
PRESSURE OFF
OFF RET
L OFF T
N N T S
ENGINE GOV GOV ENGINE
CHIP MANUAL
G G MANUAL CHIP
IDLE STOP START
1 LT + DIM 2 DC FUEL
ENG ENG ENG ENG
FUEL DC 1 2 1 2
NO. 1 FUEL NO. 1 GEN NO. 2 GEN NO. 2 FUEL SRCH LT

OVHT BOOST
UP
BOOST OVHT H EXT
NO. 1 FUEL C BOX OIL XMSN OIL NO. 2 FUEL O ON
AFCS PRESSURE PRESSURE TRANS
TRANS I
L R
XMSN OIL
S L R
BATTERY ROTOR C BOX OIL ROTOR BATTERY
TEMP BRAKE TEMP TEMP BRAKE T
DN
NO. 1 FUEL C BOX XMSN CAUTION NO. 2 FUEL RET STOW
CHIP CHIP PANEL FILTER INC R
FILTER
-2 +2 P
FUEL NO.1 NO. 1 NO. 2 NO. 2 FUEL GO-
HYDRAULIC INVERTER
M
LOW INVERTER HYDRAULIC INTCON DECR
AIR LINE POWER CHIP LOCK XFEED
AROUND
SE
Figure ANN-2. Annun

nciators—Bell 412 HP Model
DO NOT OPERATE
HEATER ABOVE 21
DEG C OUT AIR TEMP
EMER
FLOATS
WSHLD
HEAT
FIR
RE
1 PULL FIRE
2 PULL
CARGO REL
FLOATS ON ON ARMED ENG 1 OUT ENG 2 OUT

ARMED HOT HOT BAGGAGE
FIRE
TWIN 103.1 % CONTINUOUS
2.5 MIN OEI 109.2 % OEI 103.7 %
OVER TORQUE OVER TORQUE

PRESS TO TEST PRESS TO TEST
OVER DCPL OVER

RPM MASTER CAUTION MASTER CAUTION RPM
CYC CTR PRESS TO TEST TORQUE TORQ PRESS TO TEST
FT OFF CYC CTR
ST
PR
E SS T O T E
ST
PR
E SS T O T E
RPM
CPL
RPM
ST
PR
E S S TO T E
FT OFF
ST
PR
E S S TO T E
CPL
FT OFF
21:2.7
21:2.7 A O M
DCPL AFT INT
FT OFF CALL
A O M
PU
LL
LDG LT SRCH LT
EXT
ON EXT ON
O
F L R
F
RESET OFF RETR STOW RETR
OIL PART SEP E E PART SEP OIL
O ARMED F
TEST E IDLE STOP START L
PRESSURE OFF BRT OFF PRESSSURE
N PNL N N E
N
E
N
E O
A
ENGINE GOV GOV ENG
GINE G N
CHIP MANUAL
G G MANUAL CH
HIP 1 G G G OFF T
UP 2 1 S
FUEL DC
1 LT DIM 2 DC FU
UEL H +
2

O
L R I
S YAW
T T
BOOST OVHT OVHT BOOOST DN
RR
NO. 1 FUEL NO. 1 AUTO C'BOX OIL XMSN OIL NO. 2 AUTO NO. 2 FUEL INC I E
TRANS PILOT PRESSURE PRESSURE PILOT TRAANS R ML
P -2 +2 GO-
BATTERY ROTOR C'BOX OIL XMSN OIL ROTOR BATTTERY M
TEMP BRAKE TEMP TEMP BRAKE
DECR
NO. 1 FUEL C'BOX XMSN CAUTION NO. 2 FUEL
FILTER CHIP CHIP PANEL FILTTER AROUND
FUEL NO.1 NO. 1 NO. 2 NO. 2 FU
UEL IN C R E A S E IN C R E A
SE
LOW INVERTER HYDRAULIC HYDRAULIC INVERTER INTCCON
HEATER EXTERNAL 42/90 BOX DOOR FU
UEL
AIR LINE POWER CHIP LOCK XFEEED
FDR SYS AUTOTRIM

FAIL 3 AXIS COLLECTIVE HEAD
Figure ANN-3. Annun

nciators—Bell 412 EP Model
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APPENDIX
CONTENTS
Page
APPENDIX A—CONVERSION TABLES.................................................................... APPA-1
APPENDIX B—ANSWERS TO QUESTIONS ............................................................ APPB-1
JUNE 1999 FOR TRAINING PURPOSES ONLY APP-i

TABLES
Table Title Page
APPA-1 Conversion Factors....................................................................................... APPA-1
APPA-2 Fahrenheit and Celsius Temperature Conversion......................................... APPA-2
APPA-3 Inches to Millimeters (0.0001 Inch to 10 Inches) ........................................ APPA-3
APPA-4 Weight (Mass): Ounces or Pounds to Kilograms......................................... APPA-4
APPA-5 Weight (Mass): Thousand Pounds to Kilograms ......................................... APPA-5
JUNE 1999 FOR TRAINING PURPOSES ONLY APP-iii

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APPENDIX A—CONVERSION TABLES
Table APPA-1. CONVERSION FACTORS
Multiply By To Obtain
centimeters 0.3937 inches

kilograms 2.2046 pounds
kilometers 0.621 statute miles
kilometers 0.539 nautical miles
liters 0.264 gallons
liters 1.05 quarts (liquid)
meters 39.37 inches
meters 3.281 feet
millibars 0.02953 in. Hg (32° F)
feet 0.3048 meters
gallons 3.7853 liters
inches 2.54 centimeters
in. Hg (32° F) 33.8639 millibars
nautical miles 1.151 statute miles
nautical miles 1.852 kilometers
pounds 0.4536 kilograms
quarts (liquid) 0.946 liters
statute miles 1.609 kilometers
statute miles 0.868 nautical miles
JUNE 1999 FOR TRAINING PURPOSES ONLY APPA-1

APPA-2
Table APPA-2. FAHRENHEIT AND CELSIUS TEMPERATURE CONVERSION
–459.4 to –220 –210 to 0 1 to 25 26 to 50 51 to 75 76 to 100 101 to 340 341 to 490 491 to 750
C. or C. or C. or C. or C. or C. or C. or C. or C. or
C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F.
– 273 – 459.4 – 134 – 210 – 346 – 17.2 1 33.8 – 3.33 26 78.8 10.6 51 123.8 24.4 76 168.8 43 110 230 177 350 662 260 500 932
– 268 – 450 – 129 – 200 – 328 – 16.7 2 35.6 – 2.78 27 80.6 11.1 52 125.6 25.0 77 170.6 49 120 248 182 360 680 266 510 950
– 262 – 440 – 123 – 190 – 310 – 16.1 3 37.4 – 2.22 28 82.4 11.7 53 127.4 25.6 78 172.4 54 130 266 188 370 698 271 520 968
– 257 – 430 – 118 – 180 – 292 – 15.6 4 39.2 – 1.67 29 84.2 12.2 54 129.2 26.1 79 174.2 60 140 284 193 380 716 277 530 986
– 251 – 420 – 112 – 170 – 274 – 15.0 5 41.0 – 1.11 30 86.0 12.8 55 131.0 26.7 80 176.0 66 150 302 199 390 734 282 540 1004
– 246 – 410 – 107 – 160 – 256 – 14.4 6 42.8 – 0.56 31 87.8 13.3 56 132.8 27.2 81 177.8 71 160 320 204 400 752 288 550 1022
– 240 – 400 – 101 – 150 – 238 – 13.9 7 44.6 0 32 89.6 13.9 57 134.6 27.8 82 179.6 77 170 338 210 410 770 293 560 1040
– 234 – 390 – 95.6 – 140 – 220 – 13.3 8 46.4 0.56 33 91.4 14.4 58 136.4 28.3 83 181.4 82 180 356 216 420 788 299 570 1058
– 229 – 380 – 90.0 – 130 – 202 – 12.8 9 48.2 1.11 34 93.2 15.0 59 138.2 28.9 84 183.2 88 190 374 221 430 806 304 580 1076
– 223 – 370 – 84.4 – 120 – 184 – 12.2 10 50.0 1.67 35 95.0 15.6 60 140.0 29.4 85 185.0 93 200 392 227 440 824 310 590 1094
– 218 – 360 – 78.9 – 110 – 166 – 11.7 11 51.8 2.22 36 96.8 16.1 61 141.8 30.0 86 186.8 99 210 410 232 450 842 316 600 1112
– 212 – 350 – 73.3 – 100 – 148 – 11.1 12 53.6 2.78 37 98.6 16.7 62 143.6 30.6 87 188.6 100 212 413 238 460 860 321 610 1130
– 207 – 340 – 67.8 – 90 – 130 – 10.6 13 55.4 3.33 38 100.4 17.2 63 145.4 31.1 88 190.4 104 220 428 243 470 878 327 620 1148
– 201 – 330 – 62.2 – 80 – 112 – 10.0 14 57.2 3.89 39 102.2 17.8 64 147.2 31.7 89 192.2 110 230 446 249 480 896 332 630 1166

– 196 – 320 – 56.7 – 70 – 94 – 9.44 15 59.0 4.44 40 104.0 18.3 65 149.0 32.2 90 194.0 116 240 464 254 490 914 338 640 1184
– 190 – 310 – 51.1 – 60 – 76 – 8.89 16 60.8 5.00 41 105.8 18.9 66 150.8 32.8 91 195.8 121 250 482 343 650 1202
– 184 – 300 – 45.6 – 50 – 58 – 8.33 17 62.6 5.56 42 107.6 19.4 67 152.6 33.3 92 197.6 127 260 500 349 660 1220
– 179 – 290 – 40.0 – 40 – 40 – 7.78 18 64.4 6.11 43 109.4 20.0 68 154.4 33.9 93 199.4 132 270 518 354 670 1238
– 173 – 280 – 34.4 – 30 – 22 – 7.22 19 66.2 6.67 44 111.2 20.6 69 156.2 34.4 94 201.2 138 280 536 360 680 1256
– 169 – 273 – 459.4 – 28.9 – 20 – 4 – 6.67 20 68.0 7.22 45 113.0 21.1 70 158.0 35.0 95 203.0 143 290 554 366 690 1274
– 168 – 270 – 454 – 23.3 – 10 14 – 6.11 21 69.8 7.78 46 114.8 21.7 71 159.8 35.6 96 204.8 149 300 572 371 700 1292
– 163 – 260 – 436 – 17.8 0 32 – 5.56 22 71.6 8.33 47 116.6 22.2 72 161.6 36.1 97 206.6 154 310 590 377 710 1310
– 157 – 250 – 418 – 5.00 23 73.4 8.89 48 118.4 22.8 73 163.4 36.7 98 208.4 160 320 608 382 720 1328
– 151 – 240 – 400 – 4.44 24 75.2 9.44 49 120.2 23.3 74 165.2 37.2 99 210.2 166 330 626 388 730 1346
– 146 – 230 – 382 – 3.89 25 77.0 10.0 50 122.0 23.9 75 167.0 37.8 100 212.0 171 340 644 393 740 1364
– 140 – 220 – 364 399 750 1382
751 to 1000 1001 to 1250 1251 to 1490 1491 to 1750 1751 to 2000 2001 to 2250 2251 to 2490 2491 to 2750 2751 to 3000
C. or C. or C. or C. or C. or C. or C. or C. or C. or
C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. C. F. F. F. F. F. C. F. F. C. F. F.
404 760 1400 543 1010 1850 682 1260 2300 816 1500 2732 960 1760 3200 1099 2010 3650 1238 2260 4100 1371 2500 4532 1516 2760 5000
410 770 1418 549 1020 1868 688 1270 2318 821 1510 2750 966 1770 3218 1104 2020 3668 1243 2270 4118 1377 2510 4550 1521 2770 5018
416 780 1436 554 1030 1886 693 1280 2336 827 1520 2768 971 1780 3236 1110 2030 3686 1249 2280 4136 1382 2520 4568 1527 2780 5036
421 790 1454 560 1040 1904 699 1290 2354 832 1530 2786 977 1790 3254 1116 2040 3704 1254 2290 4154 1388 2530 4586 1532 2790 5054
427 800 1472 566 1050 1922 704 1300 2372 838 1540 2804 982 1800 3272 1121 2050 3722 1260 2300 4172 1393 2540 4604 1538 2800 5072
432 810 1490 571 1060 1940 710 1310 2390 843 1550 2822 988 1810 3290 1127 2060 3740 1266 2310 4190 1399 2550 4622 1543 2810 5090
438 820 1508 577 1070 1958 716 1320 2408 849 1560 2840 993 1820 3308 1132 2070 3758 1271 2320 4208 1404 2560 4640 1549 2820 5184
443 830 1526 582 1080 1976 721 1330 2426 854 1570 2858 999 1830 3326 1138 2080 3776 1277 2330 4226 1410 2570 4658 1554 2830 5126
449 840 1544 588 1090 1994 727 1340 2444 860 1580 2876 1004 1840 3344 1143 2090 3794 1282 2340 4244 1416 2580 4676 1560 2840 5144
454 850 1562 593 1100 2012 732 1350 2462 866 1590 2894 1010 1850 3362 1149 2100 3812 1288 2350 4262 1421 2590 4694 1566 2850 5162
460 860 1580 599 1110 2030 738 1360 2480 871 1600 2912 1016 1860 3380 1154 2110 3830 1293 2360 4280 1427 2600 4712 1571 2860 5180
466 870 1598 604 1120 2048 743 1370 2498 877 1610 2930 1021 1870 3398 1160 2120 3848 1299 2370 4298 1432 2610 4730 1577 2870 5198
471 880 1616 610 1130 2066 749 1380 2516 882 1620 2948 1027 1880 3416 1166 2130 3866 1304 2380 4316 1438 2620 4748 1582 2880 5216
477 890 1634 616 1140 2084 754 1390 2534 888 1630 2966 1032 1890 3434 1171 2140 3884 1310 2390 4334 1443 2630 4766 1588 2890 5234
482 900 1652 621 1150 2102 760 1400 2552 893 1640 2984 1038 1900 3452 1177 2150 3902 1316 2400 4352 1449 2640 4784 1593 2900 5252
488 910 1670 627 1160 2120 766 1410 2570 899 1650 3002 1043 1910 3470 1182 2160 3920 1321 2410 4370 1454 2650 4802 1599 2910 5270
493 920 1688 632 1170 2138 771 1420 2588 904 1660 3020 1049 1920 3488 1188 2170 3938 1327 2420 4388 1460 2660 4820 1604 2920 5288
499 930 1706 638 1180 2156 777 1430 2606 910 1670 3038 1054 1930 3506 1193 2180 3956 1332 2430 4406 1466 2670 4838 1610 2930 5306
504 940 1724 643 1190 2174 782 1440 2624 916 1680 3056 1060 1940 3524 1199 2190 3974 1338 2440 4424 1471 2680 4856 1616 2940 5324
510 950 1742 649 1200 2192 788 1450 2642 921 1690 3074 1066 1950 3542 1204 2200 3992 1343 2450 4442 1477 2690 4874 1621 2950 5342
FlightSafety
516 960 1760 654 1210 2210 793 1460 2660 927 1700 3092 1071 1960 3560 1210 2210 4010 1349 2460 4460 1482 2700 4892 1627 2960 5360
521 970 1778 660 1220 2228 799 1470 2678 932 1710 3110 1077 1970 3578 1216 2220 4028 1354 2470 4478 1488 2710 4910 1632 2970 5378
527 980 1796 666 1230 2246 804 1480 2696 938 1720 3128 1082 1980 3596 1221 2230 4046 1360 2480 4496 1493 2720 4928 1638 2980 5396
532 990 1814 671 1240 2264 810 1490 2714 943 1730 3146 1088 1990 3614 1227 2240 4064 1366 2490 4514 1499 2730 4946 1643 2990 5414
538 1000 1832 677 1250 2282 949 1740 3164 1093 2000 3632 1232 2250 4082 1504 2740 4964 1649 3000 5432
954 1750 3182 1510 2750 4982
international
NOTE: The numbers in bold face type refer to the temperature either in C. F. C. F.
JUNE 1999
degrees Celsius or Fahrenheit which it is desired to convert into the other °F = 9/5 (°C) + 32 0.56 1 1.8 3.33 6 10.8
scale. If converting from degrees Fahrenheit to degrees Celsius the equi- INTERPOLATION
valent temperature will be found in the left column. While if converting from
1.11 2 3.6 3.89 7 12.6
FACTORS 1.67 3 5.4 4.44 8 14.4
degrees Celsius to degrees Fahrenheit, the answer will be found in the °C = 5/9 (°F – 32)
column on the right.
2.22 4 7.2 5.00 9 16.2
2.78 5 9.0 5.56 10 18.0
S47283(B)
Table APPA-3. INCHES TO MILLIMETERS (0.0001 INCH TO 10 INCHES)
INCHES 0. 0000 0. 0001 0. 0002 0. 0003 0. 0004 0. 0005 0. 0006 0. 0007 0. 0008 0. 0009
MILLIMETERS
0. 000 0. 0025 0. 0050 0. 0076 0. 0101 0. 0127 0. 0152 0. 0177 0. 0203 0. 0228
0. 001 0. 0254 0. 0279 0. 0304 0. 0330 0. 0355 0. 0381 0. 0406 0. 0431 0. 0457 0. 0482
0. 002 0. 0508 0. 0533 0. 0558 0. 0584 0. 0609 0. 0635 0. 0660 0. 0685 0. 0711 0. 0736
0. 003 0. 0762 0. 0787 0. 0812 0. 0838 0. 0863 0. 0889 0. 0914 0. 0939 0. 0965 0. 0990
0. 004 0. 1016 0. 1041 0. 1066 0. 1092 0. 1117 0. 1143 0. 1168 0. 1193 0. 1219 0. 1244
0. 005 0. 1270 0. 1295 0. 1320 0. 1346 0. 1371 0. 1397 0. 1422 0. 1447 0. 1473 0. 1498
0. 006 0. 1524 0. 1549 0. 1574 0. 1600 0. 1625 0. 1651 0. 1676 0. 1701 0. 1727 0. 1752
0. 007 0. 1778 0. 1803 0. 1828 0. 1854 0. 1879 0. 1905 0. 1930 0. 1955 0. 1981 0. 2006
0. 008 0. 2032 0. 2057 0. 2082 0. 2108 0. 2133 0. 2159 0. 2184 0. 2209 0. 2235 0. 2260
0. 009 0. 2286 0. 2311 0. 2336 0. 2362 0. 2387 0. 2413 0. 2438 0. 2463 0. 2489 0. 2514
INCHES 0. 000 0. 001 0. 002 0. 003 0. 004 0. 005 0. 006 0. 007 0. 008 0. 009
MILLIMETERS
0. 00 0. 025 0. 050 0. 076 0. 101 0. 127 0. 152 0. 177 0. 203 0. 228

0. 01 0. 254 0. 279 0. 304 0. 330 0. 355 0. 381 0. 406 0. 431 0. 457 0. 482
0. 02 0. 508 0. 533 0. 558 0. 584 0. 609 0. 635 0. 660 0. 685 0. 711 0. 736
0. 03 0. 762 0. 787 0. 812 0. 838 0. 863 0. 889 0. 914 0. 939 0. 965 0. 990
0. 04 1. 016 1. 041 1. 066 1. 092 1. 117 1. 143 1. 168 1. 193 1. 219 1. 244
0. 05 1. 270 1. 295 1. 320 1. 346 1. 371 1. 397 1. 422 1. 447 1. 473 1. 498
0. 06 1. 524 1. 549 1. 574 1. 600 1. 625 1. 651 1. 676 1. 701 1. 727 1. 752
0. 07 1. 778 1. 803 1. 828 1. 854 1. 879 1. 905 1. 930 1. 955 1. 981 2. 006
0. 08 2. 032 2. 057 2. 082 2. 108 2. 133 2. 159 2. 184 2. 209 2. 235 2. 260
0. 09 2. 286 2. 311 2. 336 2. 362 2. 387 2. 413 2. 438 2. 463 2. 489 2. 514
INCHES 0. 00 0. 01 0. 02 0. 03 0. 04 0. 05 0. 06 0. 07 0. 08 0. 09
MILLIMETERS
0. 0 0. 254 0. 508 0. 762 1. 016 1. 270 1. 524 1. 778 2. 032 2. 286

0. 1 2. 540 2. 794 3. 048 3. 302 3. 556 3. 810 4. 064 4. 318 4. 572 4. 826
0. 2 5. 080 5. 334 5. 588 5. 842 6. 096 6. 350 6. 604 6. 858 7. 112 7. 366
0. 3 7. 620 7. 874 8. 128 8. 382 8. 636 8. 890 9. 144 9. 398 9. 652 9. 906
0. 4 10. 160 10. 414 10. 668 10. 922 11. 176 11. 430 11. 684 11. 938 12. 192 12. 446
0. 5 12. 700 12. 954 13. 208 13. 462 13. 716 13. 970 14. 224 14. 478 14. 732 14. 986
0. 6 15. 240 15. 494 15. 748 16. 002 16. 256 16. 510 16. 764 17. 018 17. 272 17. 526
0. 7 17. 780 18. 034 18. 288 18. 542 18. 796 19. 050 19. 304 19. 558 19. 812 20. 066
0. 8 20. 320 20. 574 20. 828 21. 082 21. 336 21. 590 21. 844 22. 098 22. 352 22. 606
0. 9 22. 860 23. 114 23. 368 23. 622 23. 876 24. 130 24. 384 24. 638 24. 892 25. 146
INCHES 0. 0 0. 1 0. 2 0. 3 0. 4 0. 5 0. 6 0. 7 0. 8 0. 9
MILLIMETERS
0. 2. 54 5. 08 7. 62 10. 16 12. 70 15. 24 17. 78 20. 32 22. 86

1. 25. 40 27. 94 30. 48 33. 02 35. 56 38. 10 40. 64 43. 18 45. 72 48. 26
2. 50. 80 53. 34 55. 88 58. 42 60. 96 63. 50 66. 04 68. 58 71. 12 73. 66
3. 76. 20 78. 74 81. 28 83. 82 86. 36 88. 90 91. 44 93. 98 96. 52 99. 06
4. 101. 60 104. 14 106. 68 109. 22 111. 76 114. 30 116. 84 119. 38 121. 92 124. 46
5. 127. 00 129. 54 132. 08 134. 62 137. 16 139. 70 142. 24 144. 78 147. 32 149. 86
6. 152. 40 154. 94 157. 48 160. 02 162. 56 165. 10 167. 64 170. 18 172. 72 175. 26
7. 177. 80 180. 34 182. 88 185. 42 187. 96 190. 50 193. 04 195. 58 198. 12 200. 66
8. 203. 20 205. 74 208. 28 210. 82 213. 36 215. 90 218. 44 220. 98 223. 52 226. 06
9. 228. 60 231. 14 233. 68 236. 22 238. 76 241. 30 243. 84 246. 38 248. 92 251. 46

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Table APPA-4. WEIGHT (MASS): OUNCES OR POUNDS TO KILOGRAMS
(1 oz = 0. 028 349 52 kg) (1 lb = 0. 592 4 kg)
0 1 2 3 4 5 6 7 8 9
kg kg kg kg kg kg kg kg kg kg
oz
0 — 0. 028 0. 057 0. 085 0. 113 0. 142 0. 170 0. 198 0. 227 0. 255
10 0. 283 0. 312 0. 340 0. 369 0. 397 0. 425 0. 454 0. 482 0. 510 0. 539
lb
0 — 0. 45 0. 91 1. 36 1. 81 2. 27 2. 72 3. 18 3. 63 4. 08
10 4. 5 5. 0 5. 4 5. 9 6. 4 6. 8 7. 3 7. 7 8. 2 8. 6
20 9. 1 9. 5 10. 0 10. 4 10. 9 11. 3 11. 8 12. 2 12. 7 13. 2
30 13. 6 14. 1 14. 5 15. 0 15. 4 15. 9 16. 3 16. 8 17. 2 17. 7
40 18. 1 18. 6 19. 1 19. 5 20. 0 20. 4 20. 9 21. 3 21. 8 22. 2
50 22. 7 23. 1 23. 6 24. 0 24. 5 24. 9 25. 4 25. 9 26. 3 26. 8
60 27. 2 27. 7 28. 1 28. 6 29. 0 29. 5 29. 9 30. 4 30. 8 31. 3
70 31. 8 32. 2 32. 7 33. 1 33. 6 34. 0 34. 5 34. 9 35. 4 35. 8
80 36. 3 36. 7 37. 2 37. 6 38. 1 38. 6 39. 0 39. 5 39. 9 40. 4
90 40. 8 41. 3 41. 7 42. 2 42. 6 43. 1 43. 5 44. 0 44. 5 44. 9
100 45 46 46 47 47 48 48 49 49 49
0 10 20 30 40 50 60 70 80 90
200 91 95 100 104 109 113 118 122 127 132

300 136 141 145 150 154 159 163 168 172 177
400 181 186 191 195 200 204 209 213 218 222
500 227 231 236 240 245 249 254 259 263 268
600 272 277 281 286 290 295 299 304 308 313
700 318 322 327 331 336 340 345 349 354 358
800 363 367 372 376 381 386 390 395 399 404
900 408 413 417 422 426 431 435 440 445 449
1000 454 458 463 467 472 476 481 485 490 494
APPA-4 FOR TRAINING PURPOSES ONLY JUNE 1999

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Table APPA-5. WEIGHT (MASS): THOUSAND POUNDS TO KILOGRAMS
(1 oz = 0. 028 349 52 kg) (1 lb = 0. 592 4 kg)
lb 0 100 200 300 400 500 600 700 800 900
(000)* kg kg kg kg kg kg kg kg kg kg
1 454 499 544 590 635 680 726 771 816 862
2 907 953 998 1043 1089 1134 1179 1225 1270 1315
3 1361 1406 1451 1497 1542 1588 1633 1678 1724 1769
4 1814 1860 1905 1950 1996 2041 2087 2132 2177 2223
5 2268 2313 2359 2404 2449 2495 2540 2585 2631 2676
6 2722 2767 2812 2858 2903 2948 2994 3039 3084 3130
7 3175 3221 3266 3311 3357 3402 3447 3493 3538 3583
8 3629 3674 3719 3765 3810 3856 3901 3946 3992 4037
9 4082 4128 4173 4218 4264 4309 4354 4400 4445 4491
10 4536 4581 4627 4672 4717 4763 4803 4853 4899 4944
11 4990 5035 5080 5126 5171 5216 5262 5307 5352 5398
12 5443 5488 5534 5579 5625 5670 5715 5761 5806 5851
13 5897 5942 5987 6033 6078 6123 6169 6214 6260 6305
14 6350 6396 6441 6486 6532 6577 6622 6668 6713 6759
15 6804 6849 6895 6940 6985 7031 7076 7121 7167 7212
16 7257 7303 7348 7394 7439 7484 7530 7575 7620 7666
17 7711 7756 7802 7847 7893 7938 7983 8029 8074 8119
18 8165 8210 8255 8301 8346 8391 8437 8482 8528 8573
19 8618 8664 8709 8754 8800 8845 8890 8936 8981 9026
20 9072 9117 9163 9208 9253 9299 9344 9389 9435 9480
* Mu l tip ly lb valu e b y 1 0 0 0

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APPENDIX B—ANSWERS TO QUESTIONS

CHAPTER 1 CHAPTER 3 CHAPTER 5B 13. C
14. B
1. D 1. D 1. D 15. A
2. C 2. C 2. C 16. D
3. C 3. B 3. B 17. B
4. D 4. D 4. C 18. A
5. D 5. B 5. D 19. C
6. D 6. C 6. C 20. B
7. D 7. A 7. B 21. C
8. B 8. B 8. B 22. B
9. D 9. A 23. B
10. B CHAPTER 4 10. C 24. A
11. D 25. C
CHAPTER 2 1. D (107) 12. C 26. A
1. B (108) 13. B 27. B
1. C 2. D 14. A 28. D
2. D 3. D 15. B 29. D
3. D 4. D 16. B 30. B
4. A 5. B 17. D 31. B
5A. D 6. C 18. A 32. D
5B. C 7. C 19. B
6. D 20. D CHAPTER 7
7. B CHAPTER 5A 21. B
8. A 22. C 1. A
9. B 1. D 23. D 2. B
10. D 2. D 24. D 3. C
11. B 3. B 25. A 4. D
12. A 4. C 26. D 5. C
13. D 5. D 27. D 6. B
14. D 6. A 7. C
15. B 7. C CHAPTER 6 8. D
16. C 8. D
17. B 9. A 1. B CHAPTER 8
18. D 10. D 2. C
19. D 11. C 3. D 1. A
20. C 12. D 4. D 2. B
21. D 13. D 5. C 3. D
22. B 14. C 6. B 4. D
23. C 15. B 7. D 5. B
24. B 16. B 8. C 6. C
25. A 17. C 9. A 7. D
26. D 18. A 10. D 8. C
27. B 19. D 11. B
28. A 20. A 12. D
29. C 21. B
JUNE 1999 FOR TRAINING PURPOSES ONLY APPB-1

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CHAPTER 9 6. C 19. A 10. A

7. A 20. C 11. C
1. C 8. D 21. B 12. D
2. D 9. C 22. A 13. A
3. A 23. D 14. C
4. C CHAPTER 13 24. D 15. D
5. C 25. B 16. B
6. B 1. C 26. D 17. D
7. A 2. B 27. C 18. A
8. D 3. D 28. A 19. C
9. B 4. A 29. A 20. D
10. A 5. D 30. C 21. C
11. B 6. D 31. B 22. D
12. D 7. A 23. C
8. B CHAPTER 15 24. B
CHAPTER 10 9. A
10. B 1. A CHAPTER 18
1. B 11. C 2. B
2. A 12. D 3. B 1. D
3. D 13. C 4. A 2. C
4. C 14. D 5. B 3. B
5. A 15. A 6. C 4. D
6. B 16. C 7. B 5. A
7. D 17. A 8. A 6. D
8. C 18. C 9. D 7. B
19. D 10. C 8. D
CHAPTER 11 20. C 9. A
CHAPTER 16 10. C
1. C CHAPTER 14 11. D
2. B 1. B 12. B
3. C 1. D 2. C 13. C
4. A 2. A 3. D 14. D
5. A 3. D 4. C 15. D
6. B 4. B 5. C
7. A 5. C 6. D
8. D 6. B 7. D
9. C 7. D
10. C 8. C CHAPTER 17
11. C 9. D
12. A 10. A 1. B
11. D 2. B
CHAPTER 12 12. D 3. D
13. D 4. B
1. D 14. A 5. D
2. B 15. B 6. B
3. C 16. B 7. A
4. A 17. C 8. D
5. D 18. B 9. B
APPB-2 FOR TRAINING PURPOSES ONLY JUNE 1999

ADDENDUM FOR BELL

412 HP AND 412 EP
CONTENTS
Page
INTRODUCTION............................................................................................................. ADD-1
BELL 412 HP ADDENDUM ........................................................................................... ADD-1
General....................................................................................................................... ADD-1
Powerplant Performance and Control........................................................................ ADD-2
Main Transmission Power Acceptance and Output................................................... ADD-5
Helicopter Performance........................................................................................... ADD-13
BELL 412 EP ADDENDUM.......................................................................................... ADD-17
General .................................................................................................................... ADD-17
Aircraft General....................................................................................................... ADD-18
PT6T-3D Powerplant Improvements ....................................................................... ADD-19
Automatic Flight Control System (AFCS).............................................................. ADD-21
Kits and Accessories ............................................................................................... ADD-25
Weight and Balance/Performance ........................................................................... ADD-45
JUNE 1999 FOR TRAINING PURPOSES ONLY ADD-i

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ILLUSTRATIONS
Figure Title Page
ADD-1 RPM Increase/Decrease and Trim System (HP) ............................................ ADD-3
ADD-2 Engine Torque Limiting (HP) ........................................................................ ADD-5
ADD-3 Bell 412/412 SP Transmission Capability ..................................................... ADD-6
ADD-4 Bell 412 HP Transmission Capability............................................................ ADD-7
ADD-5 Mast Torque Sensing System (HP) ................................................................ ADD-8
ADD-6 Main Drive Shaft Coupling (HP) ................................................................. ADD-11
ADD-7 Tail Rotor Drive Shaft Coupling (HP) ......................................................... ADD-11
ADD-8 Hover Ceiling In-Ground Effect Charts (HP) .............................................. ADD-13
ADD-9 Hover Ceiling Out-of-Ground Effect Charts (HP)...................................... ADD-15
ADD-10 Digital Clock Display (EP) .......................................................................... ADD-18
ADD-11 Autopilot Computers (EP) ........................................................................... ADD-22
ADD-12 3-Axis Autopilot Controller Panel (EP)....................................................... ADD-22
ADD-13 Air Data Command Display (EP) ................................................................ ADD-23
ADD-14 Detent Switch Caution Lights (EP) ............................................................. ADD-23
ADD-15 3-Axis DAFCS Schematic (EP)................................................................... ADD-24
ADD-17 4-Axis DAFCS Schematic (EP)................................................................... ADD-27
ADD-19 Pilot’s Collective Head (EP) ....................................................................... ADD-29
ADD-20 Copilot’s Collective Head (EP)................................................................... ADD-30
ADD-21 4-Axis Flight Director Mode Selector Panel (EP) ....................................... ADD-32
ADD-22 EFIS MASTER Switch (EP)........................................................................ ADD-33
ADD-23 EFIS Electronic Displays—Pilot’s Side (EP) .............................................. ADD-34
JUNE 1999 FOR TRAINING PURPOSES ONLY ADD-iii

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ADD-24 EADI Display (EP) ...................................................................................... ADD-35

ADD-25 EHSI Display (EP)....................................................................................... ADD-35
ADD-26 Display Controller (EP) ............................................................................... ADD-36
ADD-27 Remote Switch Panels (EP) ......................................................................... ADD-37
ADD-28 Instrument Remote Controller (EP) ............................................................. ADD-39
ADD-29 Approach to Hover Display (EP) ................................................................. ADD-39
ADD-30 Doppler Hover Display (EP)........................................................................ ADD-39
ADD-31 4-Axis SAR DAFCS Schematic (EP) .......................................................... ADD-40
ADD-32 PT6T-3D ITT Limitations (EP).................................................................... ADD-45
ADD-33 PT6T-3D N1 Limitations (EP) ..................................................................... ADD-45
ADD-34 PT6T-3D Engine Oil System Limitations (EP)............................................ ADD-45
ADD-35 Power Assurance Check Chart Comparison (SP/EP) .................................. ADD-47
ADD-36 Hover Ceiling OGE Comparison (EP)......................................................... ADD-51
ADD-37 Single-Engine Rate-of-Climb Comparison (EP) ......................................... ADD-53
TABLE
Table Title Page
ADD-1 PT6T-3B/E Versus PT6T-3D Comparison .................................................. ADD-20
ADD-iv FOR TRAINING PURPOSES ONLY JUNE 1999

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ADDENDUM FOR BELL

412 HP AND 412 EP
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STER
MA TION
CAU
RO
TO
R RP
M
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3000 NM
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2. 2.5
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1.5
CARGO
FUEL
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F 20 20
1500 NM 300
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10 10
5 5 G
S
5
10
20
S
CARGO
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FUEL
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INTRODUCTION
This Addendum to the Bell 412 Pilot Training Manual (PTM) presents the upgrades, im-
provements, and differences provided in the HP and EP models of the Bell 412. This in-
formation is also presented in the associated chapters of Bell 412 PTM Volumes 1 or 2.
BELL 412 HP Improvements have been made in two pri-

mary areas, powerplant performance/control
ADDENDUM and main transmission power acceptance/out-
put, with the resulting improved helicopter
hover performance.
GENERAL
Each area is addressed separately in this ad-
The Bell 412 HP is an upgrade of the Bell 412 dendum. Reference should be made to the
SP in response to customer requests for improved FlightSafety Bell 412 Pilot Training Manual
hover performance, both IGE and OGE. This (PTM), dated June 1999, for background in-
addendum is applicable to Bell 412 SNs 36020 formation and when references appear in the
through 36086. addendum text.
JUNE 1999 FOR TRAINING PURPOSES ONLY ADD-1

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The Bell 412 HP Addendum covers the fol- Normally, total power required for flight is
lowing chapters from the Bell 412 PTM: equally shared by both engines. This is ac-
complished by maintenance rigging of each
Powerplant Performance engine and the torque control unit (TCU).
and Control .................................. Volume 2,
Chapter 6 The balancing section of the TCU receives
torque meter oil pressure from each engine.
Main Transmission This section also adjusts the lower power out-
Power Acceptance put engine through its governor reset air pres-
and Output .................................... Volume 2, sure (P G air) to its fuel control unit (FCU)
Chapter 10 increasing its torque output at a level equal to
Helicopter that of the other engine. Refer to Chapter 6,
Engine Torque Equalizing (Balancing).
Performance.................................. Volume 1,
Performance This method of engine torque balancing causes
approximately 40-shp loss of powerplant out-
The pilot should refer to the manufacturer’s put. Additionally, since no two engines be-
Rotorcraft Flight Manual (RFM), BHT-412- have exactly alike, the equal torques of the
FM-3, and revisions thereto, for limitations, two engines may result in unequal intertur-
Normal Emergency/Malfunction Procedures, bine temperatures (ITTs) or gas producer (N 1 )
Performance, optional Equipment supplements rpms between the engines.
to the RFM, and Category A operations.
This may be of little consequence when both
Reference should also be made to the engines are operating well below “topping”
Rotorcraft Manufacturer’s Data (RMD), output. However, when maximum engine
BHT-412-DM-3, and revisions thereto, for power is required, such as “hot and high hov-
We i g h t a n d B a l a n c e D a t a , S y s t e m s ering,” one engine may not be operating at
Description, Operational Information, and peak efficiency, even though its torque output
Handling/Servicing/Maintenance Data. is balanced with the other engine. There are
occasions when the capability of matching
This addendum is for training purposes only. ITTs or N 1 rpms rather than torques would ob-
Should discrepancies occur, the manufac- tain maximum power from both engines and
turer’s RFM and RMD take precedence. produce optimum helicopter performance.
This addendum material is also covered in its
respective chapter. Bell 412 HP Powerplant
Improvements
POWERPLANT PERFORMANCE The Bell 412 HP incorporates modified en-
AND CONTROL gines, Pratt and Whitney PT6T-3B/E engines,
and additional powerplant controls allowing
General matching of engine torque, ITT, or N 1 rpms by
the pilot in flight. These changes (along with
The Bell 412 SP powerplant consists of two new cockpit triple torquemeters) permit the
Pratt and Whitney of Canada PT6T-3B en- pilot to obtain the best performance from both
gines, each capable of outputting 1,095 shp. powerplant and helicopter.
The power output of each engine is combined
with that of the other engine and directed to the The powerplant now includes either a modi-
main transmission by the combining gearbox fied or a new TCU. The modified or new TCU
(C-box). The C-box will accept the full power no longer provides torque balancing, but still
output of each engine should it be required. provides for total torque limiting to protect the
m a i n t r a n s m i s s i o n . S e e E n g i n e To r q u e
ADD-2 FOR TRAINING PURPOSES ONLY JUNE 1999

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Limiting later in this addendum and also refer The new triple torquemeter provides three sep-
to Chapter 6, Torque Limiting. arate needles (for each engine and for main
rotor mast torque) and two separate gage scales,
Powerplant controls include a second N 2 (for the engines and for the mast torque) with
governor actuator and a new RPM limitations markings on each. Mast torque is
INCR–DECR/TRIM switch on the pilot’s now sensed separately rather than combining
collective head. the two engine torquemeter signals at the gage.
No. 2 ENGINE
N2 GOVERNOR
RPM TRIM
ACTUATOR
No. 1 ENGINE
N2 GOVERNOR
ADJUSTMENT
LINK
RPM INCR/DECR
ACTUATOR
TO ROTOR
CONTROLS
Figure ADD-1. RPM Increase/Decrease and Trim System (HP)

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Powerplant Controls governors allows their torques, ITTs, or N 1

rpms to be matched as desired. The following
In addition to the standard powerplant controls example illustrates this capability.
on previous Bell 412s, a second linear actuator
has been installed in place of the fixed-length
control rod between the N 2 governor rpm in- EXAMPLE
crease/decrease jackshaft bellcrank and the No. Your job is to hover OGE at high al-
2 engine’s N 2 governor (Figure ADD-1). This titude while supplies are lowered by
actuator is capable of independently adjusting rope to a geological party on a moun-
the No. 2 engine’s N 2 governor without affect- tainside. You have calculated from
ing the N 2 governor setting of the No. 1 en- the Hover Ceiling charts that you
gine. See Chapter 6, RPM Increase/Decrease and should be able to accomplish this
Droop Compensation Systems figure. using five-minute takeoff power. As
you enter the hover with matched en-
The second, or rpm trim, is controlled by a new gine torques, you will notice that you
rpm increase/decrease switch on the pilot’s col- are a little short of power and be-
lective head (Figure ADD-1). The new switch ginning to settle very slightly.
now has five positions: spring-loaded to cen-
ter is OFF, up is INCR, down is DECR, left is The No. 1 engine is at its takeoff
–2, and right is +2. These last two positions power limit of 810° C ITT with 100%
are called the new trim switch. Both 28-VDC N 1 rpm and is producing 49% torque.
switches and their respective actuators are The No. 2 engine is at 49% torque.
powered from the No. 1 essential bus and are The No. 2 engine is at 49% torque,
protected by the GOV CONTR circuit breaker. but only 99% N 1 rpm and 790°C ITT
below its 5-minute limits.
Powerplant Operation By beeping the RPM switch to +2
During the Prestart checklist, the RPM (beep) while increasing collective very
switch is held in DECR for eight seconds prior slightly, you get the No. 2 engine to
to engine starting. After starting and runup, the increase its N 1 , ITT, and torque val-
RPM beep switch adjusts N 2 /N R rpm in the ues until one of them reaches the
range of 97 to 101.5%. Beeping the switch takeoff limit while at the same time
controls the N 2 rpm actuator and the N 2 gov- achieving the increased hover per-
ernors of both engines equally. formance required.
The pilot now has the option to also beep the Engine Torque Limiting
rpm trim switch laterally to either –2 or +2
which controls only the actuator connected to Engine torque limiting on the PT6T-3B/E en-
the No. 2 engine’s N 2 governor. Beeping the gines is the same as on the PT6T-3B engine. The
switch to –2 asks No. 2 engine’s N 2 governor combined torque of both engines is sensed in the
for less N 2 rpm. The governor adjusts its PG TCU via torquemeter oil pressure from each
air pressure to its FCU to produce less power; engine and is limited to a maintenance adjusted
i.e., less torque, ITT, and N 1 . With a constant setting equivalent to 108 to 109% mast torque.
collective pitch setting and a constant power See Figure ADD-2 and refer to Chapter 6,
demand from the rotor, as the No. 2 engine Engine Torque Limiting.
decreases power (torque, ITT, and N 1 ) in an at-
tempt to reduce N2 rpm, the No. 1 engine’s gov- The main difference with the PT6T-3B/E
ernor senses the rotor’s slowdown and increases torque control is that it does not function to
power from the No. 1 engine accordingly. The balance engine torques. Since mast torque is
adjustment of the No. 2 engine’s governor and not sensed by the TCU, engine torques can only
the interaction of main rotor rpm on the two N 2 be limited to a value equivalent to mast torque.

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ORIFICE
DECREASED PG AIR
TO No. 1 ENGINE FCU
LIMITER
BELLOWS
DECREASED PG AIR
TO No. 2 ENGINE FCU
TORQUE LIMITER
ADJUSTMENT
ORIFICES
OPENED
PG AIR
BLEEDS INCREASED TORQUEMETER
OFF PRESSURE FROM No. 1 ENGINE
ORIFICE
Figure ADD-2. Engine Torque Limiting (HP)
MAIN TRANSMISSION POWER full power. This was further limited to a five-
ACCEPTANCE AND OUTPUT minute duration for takeoff and brief hovering.
General The maximum continuous power rating for

the transmission was even lower: 1,134 slip
Main transmissions have traditionally been input at 81% transmission torque.
the limiting factor in helicopter performance
due to their inability to accept and output
more power. However, the PT6T-3B engines were capable
of 1,025 slip (73.2% engine torque) each for
The Bell 412s and 412 SPs were no exception brief periods (2 1/2-minutes OEI) and 825
and their transmissions were limited to 1,400 shp slip (58.9% engine torque) continuously.
at 100% transmission torque input from the
powerplant. Due to transmission gearing, sub- To summarize: With both engines operating
system and tail rotor drive losses, the actual at maximum continuous power, total power-
power delivered to the main rotor was only 1,205 plant output could be 1,600 shp, but the main
shp or 86% of what the engine actually deliv- transmission could only accept 1,400 shp. Of
ered to the transmission and only about 59% of that output, it could accept only 1,205 shp to
what the engines were capable of delivering at the main rotor (Figure ADD-3).

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Bell 412 HP Powertrain

Improvements Main Transmission Upgrade
Four main improvements were made to the Numerous changes were made to improve the
Bell 412 HP powertrain: Bell 412 main transmission (Figure ADD-4):
• The main transmission was strength- • The main input drive quill was increased
ened allowing increased powerplant in both size and capacity receiving in-
input with corresponding greater power creased powerplant output power.
output to the main rotor.
• The spiral bevel gears, driven by the
• The main drive shaft was upgraded to be input quill, were increased in tooth size
able to deliver the increased powerplant by nearly 25% handling increased
output the transmission was now capa- power distribution.
ble of accepting.
• Improved “treating” of the sun gear, in-
• The tail rotor drive system was pro- creased strength of the planetary bear-
vided increased capacity accepting more ing carrier, and a 14% increase in the
tail rotor power which would be re- planetary bearing capacity complete
quired to counteract the higher main structural changes.
rotor torque generated.
• Main rotor mast torque sensing with • A mast torque (twist) sensor system is
cockpit indications and mast overtorque incorporated inside the main rotor mast
caution lights were added providing the providing accurate indication of the
pilot with more precise power control. amount of power being applied to the
A maintenance overtorque advisory sys- main rotor.
tem was also provided.
1,205 SHP OUTPUT
100% TRANSMISSION
TORQUE
1,400 SHP (INPUT LIMIT)
Figure ADD-3. Bell 412/412 SP Transmission Capability (HP)

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100% MAST TORQUE

1,370 HP (OUTPUT LIMIT)
1,585 HP INPUT
Figure ADD-4. Bell 412 HP Transmission Capability (HP)
The changes above, along with accommo- • The sensor assembly is inserted up
dating changes for transmission subsystems, through and attached to the bottom of the
now provide the main transmission with an transmission support case. The top of
input capability to accept up to 1,585 shp the sensor is surrounded by the lower end
(113% engine torque) and deliver 1,370 shp of the torquemeter tube.
output to the main rotor at 100% mast torque
(Figure ADD-4).
Other system components include 28-VDC
electrical power from the No. 1 emergency
Mast Torque Sensing System bus protected by the MAST TORQUE circuit
breaker, the mast torque signal conditioner, the
The mast torque sensing system includes the torque signal filter, the pilot’s and copilot’s
following components: triple torque indicators and OVER TORQ
Caution lights, and associated electrical cir-
• Main rotor mast, with the main rotor on cuitry (ADD-5).
top, extends down through the main
transmission from the mast bearing at the
top of the transmission case to the bot- Mast Torque Sensing Operation
tom of the transmission support case With DC electrical power applied to the heli-
(Figure ADD-5).
copter, the mast torque sensing system is au-
• Torquemeter tube is inserted within the tomatically on. During the Prestart Check, the
hollow mast and fixed to the mast at the pilots press-to-test their respective OVER
top (main rotor) end. The bottom end TORQ caution lights which illuminate the
of the tube is positioned within a cir- lights amber and cause the mast torque nee-
cular guide and rotates around the sen- dle on each pilot’s triple torquemeter to indi-
sor assembly. cate 105 ±1%.

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OVER 10
11 10
9
TORQ 9 8
No. 1 28-VCD EMERG BUS 8 7
TORQUE TORQUEMETER
7 6
MAST
TUBE
6 ENG 5
5 4
4 % X 10 3
ROTOR
3 2
MAST
2 1
1
MAST
TEMPERATURE
SENSOR
PHASE
TQ
COURSE BITE
ADJ
OVER
MED TORQUE
ADJ
+DVM –DVM
FINE
ADJ
J H G
K F
L GAIN
E
ADJ
M D
N C
P B
R A
TORQUE
SIGNAL
FILTER TORQUE
SENSOR
MAST TORQUE
SIGNAL CONDITIONER
LEGEND
REFERENCE SIGNAL
TORQUE SIGNAL
TORQUE METER GAGE SIGNAL
TEMPERATURE CORRECTION SIGNAL
28 VDC
Figure ADD-5. Mast Torque Sensing System (HP)

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rotor at the top of the mast is being aerody-

CAUTION namically restrained by drag and power is
If mast torque indicator indicates an being increased through the transmission to
error greater than ±1% from the drive the mast at the selected rpm, a twisting
105% position, the mast torque sys- occurs within the rotor mast itself. This twist-
tem is unreliable. Maintenance ac- ing causes increased displacement between
tion is required. the reference and torque signals sensing and
indicating as increased mast torque.
Within the torquemeter tube at the bottom end Anytime the collective is moved, the difference
of the rotor mast, the torquemeter assembly is between rotor drag and changing power applied
reading two electrical signals: through transmission causes more or less mast
twisting and more or less torque signal dis-
• A reference signal telling the sensor as- placement, resulting in higher or lower mast
sembly the mast’s rotational position torque indications.
• A torque signal providing the torque
tube rotational position
A torque signal filter is incorporated in the sys-
tem to prevent erratic torque signals from
Mast torque sensing and indication results causing fluctuating cockpit torquemeter in-
from a displacement between the two signals dications. A mast temperature sensor provides
and displacement (distance) measurement. required compensation for OAT versus mast
temperature differences caused by mast heat-
With the engines started and run up to 100% ing under high-torque conditions.
N 2 /N R rpm with the collective fully down,
the displacement between the two signals is
very small; but it is enough to produce a mast
torque indication of approximately 20%.
Mast Overtorque Indications
Since total powerplant (two-engine) torque is
As collective is increased for takeoff and the limited by the TCU to the equivalent of 108
rotor starts to produce increased lift, it also to 109% mast torque, it is possible for a pilot
wants to slow down due to increased aerody- to inadvertently increase collective to a level
namic drag. The N 2 governors sense this slow- that requires more than 100% mast torque.
down and signal their respective fuel controls Likewise, since torque is a relationship be-
increasing fuel flow and power to maintain se- tween power applied and rpm, any dynamic
lected (100%) N 2 /N R rpm. flight condition or maneuver that might cause
the rotor rpm to decrease with high mast torque
As power is being increased, another action applied could cause an overtorque to occur.
is taking place which produces torque. As the

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screen and is pressurized by the pump as the

CAUTION rotor begins to turn.
When operating near the maximum
mast torque limit, inadvertent over- Transmission Lubrication
torque may occur during maneuver- System Upgrade
ing flight conditions involving turns
and/or nosedown attitude changes. A full-flow oil monitor with chip detector and
Decrease power to 90% mast torque filter replaces the old filter in the transmission
prior to maneuvering helicopter. oil pump output line. This monitor ensures
that no metal particles enter the pressure lu-
Intentional use of mast torque over brication oil flow and detects any that may.
100% is prohibited.
This fourth chip detector is wired in parallel with
the transmission sump chip detector. If a chip
Located on the instrument panel in front of the is detected, the detector illuminates the XMSN
pilot, OVER TORQ Caution lights illuminate CHIP Caution light and activates the SUMP
when activated by the torque-sensing system “cat’s eye” on the remote transmission chip in-
signal conditioner at 100.5% mast torque. dicator panel located on the hourmeter panel.
Should this occur, land as soon as practical.
An OVER TORQUE “cat’s eye” indicator Main Drive Shaft Improvements

(Figure ADD-5) is provided on the face of the The main drive shaft has been fitted with larger
torque signal conditioner located in the left curvic splined couplings at each end to ac-
side aft avionics compartment, just forward of commodate the increased power capabilities of
the tall boom attachment point. This indica- the main transmission (Figure ADD-6). The
tor should be checked during the preflight size increase also necessitates reworking the
Exterior Check. drive shaft firewall tunnel to ensure adequate
clearance. Drive shaft inspection, operation
The OVER TORQUE indicator activates from and malfunction procedures remain unchanged.
all black to alternating radial wedges of black Refer to Chapter 10, Main Drive Shaft.
and white when a mast overtorque of 108%
(110% on SNs 36040 and subsequent) occurs. If
the indicator is found activated, maintenance Tail Rotor Drive
action is required. System Upgrade
Two upgrades of the tail rotor drive system
Transmission Lubrication were made to handle increased power demands
System of the tail rotor:
General • Stronger heavy-duty tail rotor drive shaft

section and adapter plates
The main transmission incorporates its own self-
contained lubrication system which operates any • Different-type, higher-capacity cou-
time the main rotor is turning. Components of the plings between sections and gearboxes
system include wet-sump storage with sight gage,
a pressure pump, a thermostatically controlled oil Thomas-type couplings with stacked flex-
cooler, internal and external filters, and a pressure plates replace original grease-packed curvic
manifold with spray. splined couplings. The hanger bearings are
similar to those of the original 412s and have
Operation templates to provide overheat indication dur-
Stored in the bottom case of the transmission, ing inspections (Figure ADD-7).
lubricating oil is drawn through a filtering

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Figure ADD-6. Main Drive Shaft Coupling (HP)
Figure ADD-7. Tail Rotor Drive Shaft Coupling (HP)

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Balancing of tail rotor drive shaft sections is An oil temperature sensor provides transmis-
now accomplished by grinding the flanges of sion oil temperature gage indications. An oil
the adapter plates. This provides more precise temperature switch causes illumination of the
balancing and eliminates the previously XMSN OIL TEMP warning light if oil tem-
bonded-on balance weights. perature exceeds limits. Both of these devices
are located near the entrance of the manifold.
The main transmission’s tail rotor drive out-
put quill has been upgraded to match the new An oil pressure sensor provides transmission
tail rotor drive shafting. The intermediate oil pressure gage indications. An oil pressure
(42°) gearbox now has a new screened cover switch causes the XMSN OIL PRESS warn-
to provide increased cooling. ing light to illuminate if pressure falls below
limits. Both of these devices are located at the
Pressurized oil is directed through an internal end of the manifold.
filter and out through external piping. A small
portion of the oil is used to lubricate the tail
rotor drive quill bearing. The remaining oil Chip Detector System
moves on to the thermal relief and bypass valve.
If the oil is cold, the thermal bypass valve di-
General
rects the oil straight to the external oil filter, The main transmission is protected by a chip
bypassing the oil cooler. If the oil is hot, it is detector system which detects and advises the
directed to the oil cooler where a thermostatic pilot that there are metal particles or chips in
valve regulates cooling of the oil. After cool- the transmission lubricating oil.
ing, the oil is routed to the external filter.
The system includes three chip detector plugs.
The external filter cleans the pressurized oil One is located in the lower case sump, one is
and directs it to an external lubrication system located just below the planetary gears, and one is
manifold. The external filter incorporates a located just below the upper main rotor mast
“pop-up” red indicator which activates if the bearings. The system also includes a CHIP
external filter becomes clogged and indicates XMSN Caution panel light (Annunciator Panel
that the oil is bypassing the filter. The bypass section) and a remote indicator on the hourmeter
indicator of the filter should be checked daily panel. System operation requires 28-VDC
during the exterior inspection. electrical power.
As pressurized oil enters the manifold, a por- Operation

tion of it goes directly to lubricate the main
drive shaft input bearing. A pressure relief In the event that metal chips should occur in
valve located at the entrance to the manifold the transmission, the chips are carried to one
is maintenance-adjusted to provide proper oil of the detectors by the lubricating oil. When
pressure for the lubrication system. metal contacts a detector, it completes an elec-
trical circuit to ground and the CHIP XMSN
Numerous oil jets take pressurized oil from the caution light illuminates. Since there are three
manifold and supply lubricating oil to various detectors in the system, the pilot must check
bearings and gears within the transmission. the remote transmission chip indicators on
The jets spray oil throughout the internal the hourmeter panel to determine which de-
geartrain, and used oil drains down to the tector has activated. The remote detectors are
sump for reuse. labeled UPPER MAST, PLNTY, and SUMP.

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HELICOPTER Hover Ceiling—In Ground

PERFORMANCE Effect (IGE)
By referring to Figure ADD-8 and using am-
General bient conditions of OAT = +10°C and an H P
The improvement in Bell 412 HP performance (pressure altitude) of 3,000 feet. We determine
can best be defined by comparison with 412 that maximum gross weight (MGW) is 11,800
SP performance. The following provides com- pounds for the 412 SP and 11,900 for the 412
parisons under certain atmospheric conditions HP (Example A)—not too impressive an im-
and is for example only. The pilot must refer provement. But remember, at this point we are
to Section 4, Performance, of the RFM for still at the structural limit for the 412 HP while
specific performance data. the 412 SP is at a performance limit.
BELL 412—SP
HOVER CEILING
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
14,000 FT. DEN. ALT. LIMIT

NOTE: THESE IGE HOVER
CEILING ARE BASED ON
00
DENSITY ALTITUDE LIMITS FOR

,0
TAKEOFF AND LANDING. THIS

14
HELICOPTER CAN BE HOVERED

IGE AT THE INDICATED GROSS
00
WEIGHTS WITH LESS THAN

,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
FT 0
00
4,
EXAMPLE A
00
30
EXAMPLE C
00
2,
. EXAMPLE B
FT
L
FT
VE
—
00
LE
FE
14
A
00 TUD
SE
-2 LTI
A
,0
E
UR
MAX OAT HEATER ON (21°C)

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

OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
Figure ADD-8. Hover Ceiling In-Ground Effect Charts (HP) (Sheet 1 of 2)

If we were using the same chart and OAT of the 412 SP will be hovering at 100% trans-
+10°C to determine the highest altitude at which mission torque while the 412 HP will be hov-
we could hover each aircraft at MGW of 11,900 ering using significantly less than 100% mast
pounds, we would find that the 412 could be hov- torque. It is evident that the 412 HP will have
ered at 1,400 feet H P while the 412 HP could a significant margin of power and takeoff will
be hovered at 3,300 feet H P , almost 2,000 feet be much easier.
higher (Example B).
Perhaps a better comparison would be the fol- Hover Ceiling—Out Of Ground

lowing: the pilot has to hover and takeoff an Effect (OGE)
11,900-pound 412 from an oil platform at sea By referring to Figure ADD-9, we have a com-
level on a +30°C day (Example C). Even though parison of the two helicopters for hovering
the charts indicate that this is within the ca- OGE at takeoff power.
pability of both 412 SP and 412 HP helicopters,
BELL 412—HP/EP
HOVER CEILING
IN GROUND EFFECT
POWER: SEE NOTE BELOW SKID HEIGHT 4 FEET
ENGINE RPM 100% (N2) HEATER ON OR OFF
GENERATOR 150 AMPS (EA) – 40° TO 52°C

NOTE: THESE IGE HOVER
CEILING ARE BASED ON
00
DENSITY ALTITUDE LIMITS FOR

,0
14
TAKEOFF AND LANDING. THIS

MAX OAT HEATER ON (21°C)
HELICOPTER CAN BE HOVERED

IGE AT THE INDICATED GROSS
00
WEIGHTS WITH LESS THAN

,0
12
TAKEOFF POWER AT ALL

TEMPERATURES.
00
MAX
,0
10
OAT
0
00
MAXIMUM GROSS
8,
WEIGHT LIMIT
0
00
6,
.
SE RE 2, FT 300 00
FT
FT
EXAMPLE B
00 3 4,0
EXAMPLE A
FE
L D
LE LT 0
0
U
EXAMPLE C
0
VE IT
30
A A
11.9
SU
00
,0
ES
-2
PR
00
,0
-4
–40 –30 –20 –10 0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000

OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
Figure ADD-8. Hover Ceiling In-Ground Effect Charts (HP) (Sheet 2 of 2)

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;;
The MGW for a 412 SP to hover OGE on a A +30°C day at sea level would further limit
standard day (+15) at sea level is 11,500 the 412 SP to a hovering MGW of 11,400
pounds while the 412 HP can easily hover at pounds while the 412 HP can still be hovered
11,900 pounds MGW (Example A). at 11,900 pounds and have a small power re-
serve available (Example B).
BELL 412—SP
HOVER CEILING
OUT OF GROUND EFFECT
TAKEOFF POWER SKID HEIGHT 60 FEET
ENG — 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA) 0° TO 52°C
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
E
.)
EXAMPLE B
FE
.L
(S
—
0
DE
TI 0 0
A L 1,0
TU
EXAMBLE A
-
RE
SU
ES
PR
+15
0 10 20 30 40 50 60 8 9 10 11 12 LB X 1000
OAT — °C
3.5 4.0 4.5 5.0 5.4 KG X 1000
GROSS WEIGHT
Figure ADD-9. Hover Ceiling Out-of-Ground Effect Charts (HP) (Sheet 1 of 2)

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BELL 412—HP
HOVER CEILING
OUT OF GROUND EFFECT
TAKEOFF POWER SKID HEIGHT 60 FEET
ENG — 100% RPM (N2) HEATER OFF
GENERATOR 150 AMPS (EA) 0° TO 52°C
CAUTION: OGE HOVER OPERATION MAY RESULT IN VIOLATION OF H-V LIMITATIONS.

FT
EXAMPLE B
—
DE
TU
TI
AL
0
00
RE
EXAMBLE A
–2
SU
ES
PR
+15
Figure ADD-9. Hover Ceiling Out-of-Ground Effect Charts (HP) (Sheet 2 of 2)

BELL 412 EP for background information and when ref-

erences appear in the addendum text.
ADDENDUM
Aircraft General .......................... Volume 2,
Chapter 1
GENERAL Powerplant .................................... Volume 2,
The Bell 412 EP is the third upgrade of the Bell Chapter 6
412 series of helicopters. Flight Controls
and AFCS ...................................... Volume 2,
One obvious improvement is the digital pi- Chapter 14
lots’ clock. Kits and
Accessories .................................. Volume 2,
Transmission improvements of its predeces- Chapter 17
sor, the Bell 412 HP, allow more available en-
gine power to be applied to the main rotor; Helicopter
however, overall power available from the Performance.................................. Volume 1,
PT6T-3B/E TwinPac engines remains un- Performance
changed. The 412 EP introduces PT6T-3D
engines, capable of not only higher power The pilot should refer to the manufacturer’s
output, but also of significantly higher 2.5- Rotorcraft Flight Manual (RFM), BHT-412-FM-
minute OEI N 1 and ITT limits. 3, and revisions thereto, for limitations, Normal
a n d E m e rg e n cy / M a l f u n c t i o n P r o c e d u r e s ,
The Bell 412 EP also introduces an improved Performance, Weight and Balance, and optional
3-axis digital automatic flight control system Equipment supplements to the RFM.
(DAFCS) as standard equipment and allows
for optional upgrades of dual flight director Reference should also be made to the
systems, 4-axis DAFCS, electronic flight in- Rotorcraft Manufacturer’s Data (RMD), BHT-
strument system (EFIS) and search and res- 412-MD-4, and revisions thereto, for Weight
cue (SAR) options. and Balance Data, Systems Description,
Handling/Servicing, Conversion Tables, and
Each area of Bell 412 EP improvement is dis- Expanded Performance.
cussed separately in this addendum. The addendum is for training purposes only.
Reference should be made to the following Should discrepancies occur, the manufac-
chapters of the FlightSafety Bell 412 Pilot turer’s RFM and RMD take precedence.
Training Manual (PTM), dated June 1999,
This addendum material is also covered in its
respective chapter.

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AIRCRAFT GENERAL GMT Set Mode

To enter set mode for GMT:
Digital Clock
Davtron M800 chronometers replace the pre- • Simultaneously pressing and releasing
vious mechanical 7-Day-type clocks. These the SELECT and CONTROL buttons
quartz crystal chronometers are conveniently while GMT is displayed enters the set
mounted on the outboard sides of the instru- mode for GMT and the furthest left digit
ment panel in easy view of the pilot and copi- will start flashing.
lot. Each clock has a large, high-contrast,
liquid crystal display with a two button con- • Then, momentarily pressing and re-
leasing the CONTROL button will in-
trol below (Figure ADD-10). crement the flashing digit by one. Once
The clocks are normally powered through the the flashing digit is properly set, mo-
helicopter's 28-VDC electrical system with mentarily pressing and releasing the SE-
lighting controlled through the pilot's and LECT button fixes the value of the
copilot's instrument panel rheostats on the flashing digit, selects the next digit to
overhead console. When aircraft power is the right and it starts flashing.
switched off, the crystal timing reference remains
powered by a 1.5-VDC penlight, dry-cell battery, • Repeat the above process until the last
clipped to the rear of the clock case. The dry cell (furthest right digit) is set; a final press
(size AA) battery is not recharged by the aircraft of the SELECT button exits the GMT set
mode and the colon starts flashing to
electrical system and should be replaced annually indicate that GMT is set and running.
to ensure uninterrupted service.
Digital Clock Control

The clock's display is activated when power is
applied to the helicopter and displays four dig-
its, two on each side, separated by a flashing
colon. The normal display is hours and minutes.
Immediately below the display are three ab-
breviations, 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
which function the clock is displaying. Below
the function abbreviations are two press-type
button switches labeled SELECT and CON-
TROL, which operate as follows:
• Pressing the SELECT button toggles the
display between GMT, LT, ET and then
back to GMT.
• Pressing the CONTROL button acti-
vates the start and reset functions of the
ET function.
• Pressing the SELECT and CONTROL but-
tons simultaneously enters the set mode for Figure ADD-10. Digital Clock Display (EP)
the function (GMT, LT, or ET) selected.

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LT Set Mode reaches 00:00, the whole display starts flashing

and the ET display starts counting up again. At
To enter set mode for LT: this time, momentarily pressing either the
SELECT or CONTROL button deactivates the
• Simultaneously pressing and releasing
the SELECT and CONTROL buttons flashing display and selects GMT (if SELECT
while LT is displayed enters the set mode button pressed) or resets the ET count up (if
for LT and the furthest left digit will CONTROL button pressed).
start flashing.
• Then, momentarily pressing and re- Test
leasing the CONTROL button will in- To ensure that all segments of the display are
crement the flashing digit by one. Once functioning correctly, holding the SELECT
the flashing digit is properly set, mo- button in for at least 3 seconds will cause the
mentarily pressing and releasing the SE- display to indicate 88:88. Releasing the but-
LECT button fixes the value of the ton returns the display to normal operation.
flashing digit, selects the next digit to
the right, and it starts flashing.
PT6T-3D POWERPLANT
IMPROVEMENTS
NOTE
Only the two digits to the left of the The PT6T-3D engines now used in the Bell 412
colon can be set in LT since the min- EP are significantly improved in several areas.
utes digits were set by the GMT mode. Pratt and Whitney was able to develop a more
heat-tolerant engine by employing a propri-
etary “Single Crystal” Nickel Alloy technol-
• Once the digit to the left of the colon is ogy in the N 1 turbine section, improving the
set, a final press of the SELECT button fit and form of the combustor section, and
exits the LT set mode and the colon using improved engine fuel flow nozzles.
starts flashing to indicate that LT is set
and running. These improvements allowed a significant in-
crease in the twin-engine continuous N 1 and
ET Count Up ITT limits, changed the former PT6T-3B/E
engine 30-minute OEI ITT limit to a contin-
Momentarily pressing the CONTROL button uous OEI ITT limit, and provided a 10% in-
while ET is displayed starts the display counting crease in each engine’s OEI power available.
up by minutes and seconds. When the display
reaches 59:59, the display begins counting up by
hours and minutes until the maximum of 99:59 Table ADD-1 provides a brief look at the
(hours and minutes) is reached. The display may improved performance capability of the
be reset to 00:00, to again begin counting up by PT6T-3D engines.
momentarily pressing the CONTROL button.
The PT6T-3D engines will provide full useable
power, even on the hottest days at sea level,
ET Count Down before reaching maximum temperatures. These
Momentarily pressing the CONTROL and engines also provide maximum useable power
SELECT buttons while ET is displayed enters the at higher density altitudes. The pilot will ben-
COUNT DOWN set mode. The amount of count efit greatly from the OEI performance of these
down time is now set in the same manner as the engines, should it be needed. Actual helicopter
GMT set (above). After the time is set, performance increases are discussed more
momentarily pressing the CONTROL button starts fully later in this addendum and in Volume 1
the count down. When the count down display of the Bell 412 PTM.

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Table ADD-1. PT6T-3B/E VERSUS PT6T-3D COMPARISON
N1 LIMITS PT6T-3B/E PT6T-3D
CONTINUOUS TWIN-ENGINE N1 LIMIT 100.8% 103.1%
CONTINUOUS OEI N1 LIMIT 100.8% 103.7%
30-MINUTE OEI N1 LIMIT 100.8% NONE
2.5-MINUTE OEI N1 LIMIT 102.4% 109.2%
ITT LIMITS PT6T-3B/E PT6T-3D
5-MINUTE TWIN-ENGINE TAKEOFF ITT LIMIT 810°C NONE
CONTINUOUS TWIN-ENGINE ITT LIMIT 765°C 810°C
CONTINUOUS OEI ITT LIMIT 765°C 820°C
30-MINUTE OEI ITT LIMIT 822°C NONE
2.5-MINUTE OEI ITT LIMIT 850°C 925°C
ENGINE SHP LIMITS PT6T-3B/E PT6T-3D
5-MINUTE TAKEOFF TWIN-ENGINE TORQUE LIMIT 1,800 SHP 1,800 SHP

(INPUT TO MAIN XMSN AT 100% MAST TORQUE)
CONTINUOUS TWIN-ENGINE TORQUE LIMIT 1,600 SHP 1,600 SHP

(INPUT TO MAIN XMSN AT 81% MAST TORQUE)
CONTINUOUS OEI TORQUE LIMIT 970 SHP 970 SHP
30-MINUTE OEI TORQUE LIMIT* 970 SHP NONE
2.5-MINUTE OEI TORQUE LIMIT* 1,025 SHP 1,100 SHP
* BASED UPON WHICHEVER MAXIMUM N1 OR ITT LIMIT IS REACHED FIRST.
General Both the PT6T-3B and PT6T-3B/E engines

had identical gas producer rpm (N 1 ) and in-
The Bell 412 and 412 SP helicopters both uti- terturbine temperature (ITT) limits and were
lize the time-proven Pratt and Whitney of capable of producing the same power output.
Canada PT6T-3B engine TwinPac. The Bell
412 HP utilized essentially the same engines; Although the Bell 412 HP did realize improved
however, an alternate method of torque shar- performance, this performance increase re-
ing or balancing was employed, resulting in sulted from an improved transmission capable
these engines being designated PT6T-3B/E. of accepting and transmitting more power to

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the main rotor system. Maximum power avail- utilized primarily analog technology (helipilot
able from the engines remained unchanged. computers) and required an optional flight di-
rector to provide autopilot capability.
Improved Fuel Nozzles The new 3-axis digital automatic flight control
The PT6T-3D engines now utilize fuel nozzles system (DAFCS), also referred to as the
incorporating dual-orifice design. Previously, Honeywell SPZ-7600 integrated flight control
the 14 nozzles sprayed high pressure fuel into system (IFCS), is installed as standard equipment
the combustor ring and were alternately spaced on the Bell 412 EP. The DAFCS utilizes im-
around the engine. For example, the nozzles proved digital technology and includes internal
are arranged with a primary nozzle, then a flight director capability as an integral part of
secondary nozzle and so on. both DAFCS computers, sometimes referred to
as digital flight control computers.
This arrangement of nozzles is replaced on the
3D engines by 14 nozzles that each have both There are four optional upgrades for the new
a primary and a secondary orifice. When fuel DAFCS. These include:
is first introduced into the combustor section
as the throttle is opened to flight idle at 12% • Dual flight directors
N 1 rpm, fuel pressure opens the primary port
of the flow divider valve and all 14 nozzles • 4-axis DAFCS with dual flight directors
spray starting fuel into the combustor through • Electronic flight instrument system (EFIS)
their primary orifices. As N 1 rpm increases
past 30% and sufficient fuel pressure opens the • 4-axis DAFCS, with EFIS and dual flight
secondary port of the flow divider valve, all directors, combined with integrated
14 nozzles spray additional fuel into the com- search and rescue (SAR) auto-approach,
bustor through their secondary orifices. auto-hover, and auto-takeoff capabilities.
The new design of fuel nozzles provides Operational differences between the AFCS
smoother starts with more even fuel burning installed on previous models of the Bell 412
and better fuel efficiency. and the new DAFCS installed on Bell 412 EPs
are discussed on the following pages. Basic
For complete knowledge of the Bell 412 EP Bell 412 EP mechanical flight controls and
powerplant, it is essential that the pilot first their operation remain unchanged from pre-
read and thoroughly understand basic Bell 412 vious model Bell 412s.
powerplant information, operation, and use
provided in Chapter 6, Powerplant under the Prior to any discussion of the basic Bell 412 EP
Fuel Control Unit section, in Bell 412 PTM. DAFCS, it is essential that the pilot first read
and thoroughly understand basic Bell 412 flight
AUTOMATIC FLIGHT CONTROL control and AFCS information, operation and
use provided in Chapter 14, Flight Controls, and
SYSTEM (AFCS) AFCS, of the Bell 412 PTM.
General Information on the four optional upgrades to
Although a full-time 3-axis automatic flight the basic Bell 412 EPs DAFCS is provided in
control system (AFCS) was standard equipment Chapter 17, Kits and Accessories, Bell 412
on all previous Bell 412 helicopters, the AFCS PTM, or later in this addendum.

Basic 3-Axis DAFCS

Components
Components of the basic 3-axis DAFCS include:
• Autopilot computers
• 3-Axis Autopilot Controller panel
• AFCS Actuator Position Indicator panel
• Air Data Command display
• Caution panel and Advisory lights
• Tail rotor (antitorque) control rod actuator
• Added control motion transducers Figure ADD-11. Autopilot Computers (EP)
Also, the following will be covered: AP1 AP2
ON ON
• Standard Bell 412 equipment
SAS/ATT TEST TRIM/FD CPL
• DAFCS operation SAS ATT TEST 1 2 CPL
Honey well
Autopilot Computers
Two digital automatic flight control comput- Figure ADD-12. 3-Axis Autopilot Controller
ers are located in the Bell 412 EPs left aft Panel (EP)
avionics bay, just forward of the tail boom at- The 3-axis autopilot controller panel provides
t a c h m e n t b u l k h e a d a n d a r e n ow c a l l e d the following DAFCS control switches:
Autopilot (AP) computers. They are improved
versions of Helipilot (HP) computers used in • AP1 and AP2 switches to turn the au-
previous model Bell 412s. topilot computers ON–OFF
The new Autopilot computers now employ • A SAS/ATT switch allowing switch-
digital technology and each contains and in- ing between SAS and ATT modes of
tegrated flight director computer, which was DAFCS operation
previously an optional, separate, single shared
flight director computer (Figure ADD-11). • A TEST switch which activates the au-
tomatic preflight self-test mode of the
DAFCS system
Autopilot computer 1 (AP1) is referred to as the
copilot’s AP computer and autopilot computer 2 • A TRIM/FD switch allowing switching
(AP 2) is referred to as the pilot’s AP computer. between the AP1 and AP2 computers,
determining which AP will perform the
preflight self test functions, and also
3-Axis Autopilot Controller Panel providing additional functions when the
Located on the center pedestal, the new 3-axis dual flight director options are installed
autopilot controller panel replaces the previ-
ous Helipilot Control panel (Figure ADD-12). • A CPL switch which is used in the basic
3-axis system only with the flight di-
rector option installed
AFCS Actuator Position

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Indicator Panel Two new, four-segment, Advisory Caution

lights have been added to the pilot’s and copi-
Often called the API panel, the AFCS Actuator lot’s instrument panels above their respective
Position Indicator panel is the same as in previous ADIs or EADIs. The letters P, R, Y and C
Bell 412s and displays the positions of the DAFCS (each in their own individual segment of the
flight control rod actuators. The three display lights) will illuminate to indicate an open
windows, labeled YAW, ROLL and PITCH, pitch roll or yaw autotrim detent switch in
continuously show the positions of the control rod their respective channel. In the 3-axis DAFCS,
actuators for AP1 only. AP2 actuator positions can only the P and R caution light segments are ac-
be displayed in the windows by holding down the tive. All four segments are active in the 4-
SYS 2 button switch on the left side of the panel. axis DAFCS only (Figure ADD-14).
Air Data Command Display
The AL-300 Air Data Command display is a P R
new instrument mounted on the left side of the
pilot’s instrument panel, between the standby Y C
attitude indicator and the triple tachometer. It
displays various error codes and conditions Figure ADD-14. Detent Switch Caution
during the DAFCS preflight self-test operation Lights (EP)
and is capable of displaying numerous other
information depending upon DAFCS options
installed. A list of Digital AFCS Error Codes is The FT OFF and DCPL two-segment Caution
contained in Section 3, Table 3-3 of the RFM light (previously mounted on the pilot’s
(BHT-412-FM-4). Also see Figure ADD-13. 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 unchanged from
previous model 412s and illuminates anytime the
. FORCE TRIM switch on the center pedestal is
switched OFF. The DCPL Caution light is
AGL FT / MIN X100 functional only on those 412s with the flight
director option installed.
KNOTS MACH SET
Honey well
Tail Rotor (Antitorque)
Figure ADD-13. Air Data Command Control Rod Actuator
Display (EP) A second series control rod actuator has been
added to the tail rotor mechanical flight control
Caution Panel and Advisory Lights rod. This second actuator is controlled and
The single AFCS Caution panel light on ear- activated by AP2. However, in the 3-Axis
lier Bell 412s has been replaced by two new DAFCS, the yaw channel still functions as SAS
caution panel lights labeled NO. 1 AUTOPI- mode only, regardless of DAFCS operational
LOT and NO. 2 AUTOPILOT. Failure of ei- mode, ATT or SAS, selected.
ther autopilot will cause its respective Caution
panel light to illuminate. Added Control Motion Transducers
An AUTOTRIM Caution panel light has been A second control motion transducer has been
added. The AUTOTRIM Caution panel light added to the tail rotor and collective mechanical
will illuminate any time autotrim is inopera- flight control systems. This transducer provides
tive or has been disabled. flight control movement information to AP2 so

ADD-24
TO TARSYN-H
THREE AXIS TO COPILOT ATTD DISPLAYS TO PILOT ATTD DISPLAYS
REF NO. 2
TARSYN-H
CS-412 NO. 1 NO. 2 THREE AXIS
REMOTE REF NO. 2
TO TARSYN H AL-300 FD SEL
COMPENSATOR THREE AXIS (PC-700)
AIR DATA
REF NO. 1 DISPLAY
ACTUATOR POSITION INDICATOR

FX-220
FLUX FROM
FX-220
VALVE CS-412
FLUX
VALVE NO. 2
NO. 1 PC-700 AUTOPILOT CONTROLLER
RG-204A RG-204A
YAW RATE YAW RATE
FZ-706 DIGITAL
FLIGHT CONTROL
FLIGHT CONTROL DIGITAL DATA BUS
COMPUTER NO. 1
NO. 1
NO. 2 CONTROL POSITION POTENTIOMETERS PITCH
FD SEL
FTR
(PC-700) ANTI-TORQUE
CYCLIC P1 P2 PEDALS
BEEP
ROLL
PITCH TRIM CYCLIC R1 R2
ACTUATOR CONTROL
COLLECTIVE STICK
CONTROL
Y1 Y2 YAW
ROLL TRIM STICK
ACTUATOR CONTROL
RODS
C1 C2
FlightSafety
international
JUNE 1999
Figure ADD-15. 3-Axis DAFCS Schematic (EP)

FlightSafety
international
that AP2 can properly operate its yaw channel Therefore, this addendum will address only
control rod actuator. The collective control motion those optional kits specifically applicable to
transducers are not utilized by the 3-axis DAFCS. the Bell 412 EP and, in particular, to the Bell
412 EP 3-Axis DAFCS. These four optional
Standard Bell 412 Equipment kits are:
The 3-axis DAFCS also requires the standard
Bell 412 flight control force trim system, the • Dual flight directors
force trim release (FTR) switches, and the
ATTD TRIM switches mounted on the pilot’s • 4-Axis DAFCS with dual flight directors
and copilot’s cyclic sticks.
• Electronic flight instrument system (EFIS)
DAFCS Operation • 4-Axis DAFCS with EFIS, dual flight di-
Basic 3-axis DAFCS operation in the SAS and rectors, and search and rescue (SAR) options
ATT modes remains unchanged from previous
Bell 412s with the following exceptions:
The pilot should refer to the applicable RFM
• If the force trim system is OFF when the supplement for each options’ limitations and
APs are switched on, the DAFCS will proper procedures.
come up in SAS mode rather that ATT.
• Turning the force trim switch OFF will
disable autotrim and cause the AU- Dual Flight Directors
TOTRIM Caution panel light and FT OFF (3-Axis DAFCS)
Instrument panel lights to illuminate.
• Separate yaw rate gyros provide infor- Dual flight directors, FD1 and FD2, are inte-
mation to each AP computer for yaw gral to Bell 412 EP autopilot computers, AP1
SAS mode operation. and AP2. Along with additional flight direc-
tor components discussed below, the flight di-
Figure ADD-15 provides an additional view rector computers are capable of providing true
of 3-axis DAFCS components and operation. autopilot capability. Dual flight directors are
an option for the 3-Axis DAFCS, generally
standard on the 4-Axis DAFCS and required
KITS AND ACCESSORIES on the 4-Axis DAFCS with SAR options.
General
Prior to any discussion of the dual flight di-
Although there are numerous kits and acces- rectors, it is essential that the pilot read and be-
sories available for all Bell model 412 heli- come thoroughly familiar with the flight
copters, most are discussed in detail in Chapter director information provided in Chapter 17,
17, Kits and Accessories, of the Bell 412 PTM. Kits and Accessories, of the Bell 412 PTM.

Once the above is completed, the following dis- AP1 AP2

cussion will provide information concerning ON
ON
additional flight director components and flight
SAS/ATT TEST TRIM/FD CPL
director operation in the 3-Axis DAFCS Bell
412 EP. Components and operation of the dual SAS ATT TEST 1 2 CPL
Honey well
flight directors in a 4-Axis DAFCS-equipped
Bell 412 EP will be discussed later under this
addendum section, 4-Axis DAFCS with Dual Figure ADD-16. 3-Axis Autopilot Controller
Flight Directors. Panel (EP)
The CPL switch allows coupling and decou-
Flight Director Components pling of the active FD to the DAFCS.
The following are items that must be installed
in the aircraft to ensure proper operation of the NOTE
dual flight directors: When a flight director is selected as
the active flight director, it is auto-
• Dual air data sensors provide pitot and matically set to STBY mode to avoid
static information to their respective
immediate coupling to any possibly
AP/FD computers for flight director use.
invalid modes. If only one AP/FD is
• Dual flight director mode selector pan- ON, it is automatically selected as the
els allow either pilot or copilot to select active FD and the TRIM/FD switch
desired flight director modes of opera- will have no effect.
tion on the active flight director. For 3-
Axis DAFCS aircraft, these panels are
the same as the single one installed in Flight Director
previous Bell model 412s. Operation (3-Axis)
• The Air Data Command display shows Basic flight director operation in the ATT mode
command or reference values of indi- (only) remains essentially unchanged from pre-
cated air speed (IAS) in knots, vertical vious Bell 412s with the following exceptions.
speed (VS) in fpm x 100 or altitude alert
in AGL FT for the flight director modes
selected. The Air Data Command display The pilot(s) must select the active flight di-
is standard equipment on the Bell 412 EP rector by depressing the TRIM/FD switch on
since it is also used to display various the autopilot controller panel until the desired
error codes and conditions during the flight director number (1 or 2) is displayed.
DAFCS self-test operation. This is a
new panel and was not in previous Bell This selection of an active flight director also
model 412s. determines which flight director will be cou-
pled to the DAFCS, which will control autotrim
and which will be controlled by the pilots’
In addition to the DAFCS control switches, the ATTD TRIM switches.
3-Axis Autopilot Controller panel provides two
control switches specifically required for dual
flight director operation (Figure ADD-16). 4-Axis DAFCS With
Dual Flight Directors
The TRIM/FD switch allows switching between FD
1 or 2, determines the active FD that will provide While the 4-Axis DAFCS (Figure ADD-17)
steering commands to the DAFCS when coupled, functions essentially the same as the 3-Axis
and determines which FD will respond to the five- DAFCS, there are two notable exceptions.
position attitude trim switches (chinese hats) on the The first being the yaw channel is now fully
top of the pilot’s and copilot’s cyclic flight con- functional with yaw autotrim. The second
trol sticks. being the addition of a fourth collective

JUNE 1999
DH
F DH
OF
RA-335 ABS
0 OF
F
RADIO
ALT ABS
0 RA-335
15 ALT
ALTIMETER 1 15
RADIO
INDICATOR 10 FT X 100 1 ALTIMETER
10 FT X 100
NO. 1 TEST
5 2 DH
SET
ATTD/HDG ATTD/HDG DH
INDICATOR
COPILOT’S PILOT’S TEST
5 2 SET
NO. 2
RT-300 RADIO ALTIMETER ATTITUDE AND ATTITUDE AND
RECEIVER/TRANSMITTER FD CMD HEADING DME HEADING FD CMD
AT-300 NO. 1
ANTENNA DISPLAY DISPLAY
(RECEIVING)
AT-300
ANTENNA
(TRANSMITTING) NO. 1 NO. 2

FD SEL
AL-300
(PC-700)
AIR DATA DGAS DGAS
TO TARSYN-H DISPLAY
DGAS
THREE-AXIS MS-700
FORE MS-700
REF NO. 2 MODE SELECTOR ACTUATOR POSITION INDICATOR FORE
MODE SELECTOR
HJ HJ HJ DGAS DGAS DGAS DGAS DGAS HJ HJ HJ
DGAS
TARSYN-H
CS-412 DFS DFS DFS DFS DFS DFS
DGAS
DGAS
THREE-AXIS
REMOTE TARSYN-H DFS DFS DFS DFS DFS
DGAS
DFS DFS DFS DFS DFS
REF NO. 2 FROM

COMPENSATOR THREE-AXIS DFSDFS DFS DFS DFS DFSDFS DFS DFS DFS
REF NO. 1 CS-412

SL L
DFSDFS DFS DFSDFS
PC-700 AUTOPILOT CONTROLLER DFSDFS DFS DFSDFS
RG-204A
DFS DFS DFS DFS
RG-204A
S
DLF LF SL
D LF DGAS DGAS DGAS DGAS DGAS SL L
S
D DLF LF SL
D LF
YAW RATE DGAS DGAS DGAS DGAS

D
YAW RATE
FX-220
FX-220 FLUX FZ-706 DIGITAL
FLUX VALVE AZ-649 FLIGHT CONTROL
VALVE NO. 2 AIR DATA
NO. 1 SENSOR AZ-649
NO. 1 FLIGHT CONTROL DIGITAL DATA BUS AIR DATA
VOR/LOC/GS/MB NO. 2
NO. 1
MAST TORQUE
SYSTEM NO. 1
ENG NO. 1 TEMP SYSTEM NO. 2 VOR/LOC/GS/MB
ACCELEROMETERS ENG NO. 2 TEMP ACCELEROMETERS NO. 2
ENCODING ALTIMETER
NO. 1
NO. 2 PITCH
CONTROL POSITIOIN POTENTIOMETERS
FD SEL
(PC-700) STANDBY
GO-AROUND, ANTI-TORQUE
FTR P1 P2 PEDALS
XSSD
P P
COLL/YAW FTR CYCLIC

P P
P P
P P XSSD
P
P P
XSSD
AND BEEP BEEP ROLL

PITCH TRIM YAW TRIM
XSSD
XSSD
ACTUATOR ACTUATOR
XSSD
CYCLIC R1 R2
COLLECTIVE CONTROL
CONTROL STICK
ROLL TRIM COLLECTIVE STICK Y1 Y2 YAW
ACTUATOR ACTUATOR
CONTROL
C1 C2 RODS
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ADD-27
Figure ADD-17. 4-Axis DAFCS Schematic (EP)

flight control channel providing numerous AP1 AP2 FD SEL COLL CPL
options not available with the 3-Axis system. ON 1 ON ON
ON
SAS/ATT TEST RAD ALT VEL HLD

In the following discussion, it is assumed that
the aircraft is also equipped with dual flight di- SAS ATT ON ON ON
rector capability. It is only with flight direc- Honey well
tor input that the full capability of the 4-Axis

DAFCS can be fully realized. Figure ADD-18. 4-Axis Autopilot Controller
Panel (EP)
To gain a full and clear understanding of the
below information, it is essential that the pilot • A new COLL (collective) switch al-
read or have read the basic Bell 412 flight con- lows coupling/decoupling of 4-Axis
trol and AFCS information, operation, and use. DAFCS/flight director commands to
This information is provided in Chapter 14, the collective autotrim rotary actuator.
Flight Controls and AFCS, of the Bell 412 PTM This switch allows separate control over
collective channel coupling, beyond
and the additional information provided on the that of the CPL switch below. The
3-Axis DAFCS earlier in this addendum. switch will illuminate ON in green to
indicate mode engagement.
4-Axis DAFCS Components • The CPL switch functions in the same
In addition to the basic 3-Axis DAFCS com- manner as in the 3-Axis DAFCS with FD
ponents installed in the Bell 412 EP, the fol- capability and allows coupling/decou-
lowing components either replace or are added pling of the active FD to the 4-Axis
to the helicopter to provide full 4-Axis capa- DAFCS. If the collective trim system is
bility. Figure ADD-17 provides an overview ON, the FD will automatically cou-
of installed components. ple/decouple to the collective channel
and whenever the CPL switch is pushed.
A 4-Axis autopilot controller (Figure ADD-18) The CPL function is only applicable
replaces the 3-Axis Autopilot Controller and when both autopilot computers are ON
provides the following switches and functions: and in ATT mode.
• The SAS/ATT switch functions the same
• AP 1 and AP 2 switches turn the au- as in the 3-Axis DAFCS.
topilot computers ON–OFF (same as the
3-Axis system). • The TEST switch activates the auto-
• A FDSEL switch replaces the TRIM/FD matic self-test mode of the 4-Axis
switch of the 3-Axis system but pro- DAFCS system.
vides essentially the same functions: • A new RADALT switch is provided al-
• Switching between FD 1 or 2 deter- lowing coupling and decoupling of the
mines the active FD that will provide radio altimeter to the DAFCS collective
steering commands to the DAFCS axis (provided collective trim is ON).
when coupled. This feature provides a radio altitude
“hold” capability when operating below
• The switch determines which FD will 2,000 feet radio altitude. The switch
respond to the five position attitude will illuminate ON in green to indicate
trim switches (chinese hats) on the mode engagement.
top of the pilot’s and copilot’s cyclic
flight control sticks. • A new VELHLD (velocity hold) switch is
provided allowing the pitch and roll axis
• The switch also selects which AP will of the DAFCS to maintain the longitudi-
conduct the 4-Axis DAFCS self-test. nal and lateral velocities of the helicopter

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when the airspeed is below 60 knots. The A CLTV/YAW TRIM (collective/yaw trim)
velocities maintained will be those in ef- ON–OFF switch enables and disables the mag-
fect at the moment of engagement. The netic brakes (force trim) on the collective and
switch will illuminate ON in green to in- pedals. These magnetic brakes also include
dicate mode engagement. force gradient assemblies with autotrim dis-
• The Air Data Command display on the 4- able detent switches.
Axis DAFCS now displays the command A TRIM REL (collective and yaw trim release)
or reference values for the following is a three position switch, spring-loaded to “up
flight director modes: and centered.” The switch’s three positions,
• IAS labeled YAW (forward), CLTV (aft) and BOTH
(center/down) effect the following functions:
• VS
• ALTPRE • YAW—Pushing the switch forward to
YAW releases the (force trim) magnetic
• altitude alert brake on the pedals only.
• RADALT and/or VELHLD • CLTV—Pulling the switch aft to CLTV
releases the (force trim) magnetic brake
• In addition to the various error codes on the collective only.
and conditions occurring during the
DAFCS self-test operation • BOTH—Pressing the centered switch
down to BOTH releases the (force trim)
magnetic brakes on both the pedals and
New Switches Added to Pilots and the collective.
Copilots Collective Heads
Three new switches have been added to the A CLTV/YAW TRIM four-position, center off
pilot’s collective head (Figure ADD-19). switch labeled UP (forward), DN (aft), L (left)
and R (right) which has the following functions
LDG LT SRCH LT when the CLTV/YAW TRIM is on and active:
EXT
ON EXT ON
O
L R
• UP or DN—Adjusts the engaged col-
F
F lective mode value up or down.
OFF RETR STOW RETR
F
E
IDLE STOP
E
START ARMED L • L or R—Adjusts left/right yaw coordi-
E E
N N N N
O
A nation in turns above 60 knots airspeed.
G G
1 2
G
1
G
2
T
OFF S
Changes the aircraft heading through
UP + ON the yaw axis at airspeeds below 60 knots.
H Used for hovering pedal turns with “feet-
O CLTV/YAW
L R I
TRIM YAW OFF
on-floor.”
S
T B T
DN
L R O RR Three new switches have been added to the
INC T I E
R H ML copilot’s collective head (Figure ADD-20).
P –2 +2 CLTV GO-
M
DECR
• A TRIM REL (collective and yaw trim
release) switch functions the same as
AROUND the pilot’s switch (see above).
SE
• A CLTV/YAW TRIM switch functions
the same as the pilot’s switch (see above).
• A GO AROUND switch functions in the
Figure ADD-19. Pilot’s Collective same manner as the pilot’s switch and the
Head (EP) GA switch on the flight director mode se-
lector panels.

FlightSafety
international
decoupled, is accomplished by the au-

CLTV/YAW
TRIM
totrim rotary actuator.
DN
• Collective autotrim limiting has been
L R added to ensure neither mast torque nor
engine ITT are exceeded during col-
UP
lective autotrim operation. Each AP re-
+ ceives ITT monitoring from from its
YAW
respective engine and, through the data
INCR
TR
bus from the other AP, the other en-
B
R O RE gine’s ITT. Similarly, mast torque via
P GO
M
T I L
M
the mast torque signal conditioner is
H
DECR sensed by each AP. Preprogrammed lim-
CLTV its within each AP limit collective au-
A D
R OU N totrim movement (when active) which
would exceed the following limits:
• Above 60 knots:
• Approximately 96% of continuous
mast torque
• Approximately 96% of continu-
Figure ADD-20. Copilot’s Collective
ous ITT
Head (EP)
• Below 60 knots:
NOTE
The copilot does not have a • Approximately 96% of takeoff
CLTV/YAW TRIM ON–OFF switch. mast torque
• Approximately 96% of takeoff ITT
New Internal 4-Axis
DAFCS Components Existing 3-Axis DAFCS Components
Several new internal components, not easily Utilized by the 4-Axis DAFCS
seen, have been added to the helicopter to uti- The 4-Axis DAFCS continues to utilize the
lize the full capability of the 4-Axis DAFCS. standard Bell 412 flight control force trim
They are: system, the force trim release (FTR) switches,
pitch and roll channel autotrim and the ATTD
• A rotary trim actuator has been added to trim switches mounted on the pilot’s and copi-
the yaw force trim system, along with a lot’s cyclic sticks.
detent switch on the yaw force gradient
assembly. A second series control rod ac- The AFCS actuator position indicator panel,
tuator has been added to provide autotrim or API panel, remains the same as for the 3-
capability for the yaw flight control. Axis DAFCS and displays the positions of the
• Force trim with a rotary trim actuator yaw, roll and pitch series flight control rod ac-
and a force gradient assembly with a de- tuators. The three display windows, labeled
tent switch have been added to the col- YAW, ROLL, and PITCH, show the positions
lective flight controls. These provide of only the AP 1 control rod actuators. AP 2
autotrim capability for the collective actuator positions can be shown in the same
flight control. There are no series flight windows by holding down the SYS 2 button
control rod actuators for collective. All switch on the left side of the panel.
collective movement, either coupled or

FlightSafety
international
4-Axis DAFCS Caution The instrument panel-mounted, four-segment

and Warning Lights Caution light (labeled with the letters P, R, Y,
and C) will now indicate an open autotrim de-
The single Caution panel segment, previously tent switch in any of the four channels.
labeled AFCS on earlier Bell 412s, has been
replaced by two Caution panel segments la-
beled NO. 1 AUTOPILOT and NO. 2 AU-
TOPILOT. The appropriate AUTOPILOT DAFCS Operation
Caution light will illuminate anytime that AP Basic DAFCS operation in the SAS and ATT
fails due to loss of electrical power, loss of re- modes remains unchanged from previous Bell
quired input information or an internal failure. 412s with the following exceptions:
The Caution panel segment labeled AU- • If the force trim system is OFF when the
TOTRIM will illuminate anytime autotrim is APs are switched ON, the DAFCS will
disabled or a detent switch is open. To reset come up in SAS mode rather than ATT.
the AUTOTRIM Caution light, switch an AP
OFF and then back ON. • Turning the force trim switch OFF will
disable autotrim and cause the AUTOTRIM
Caution panel light to illuminate.
A CLTV Caution panel light has been added and
will illuminate under the following circumstances:
• Collective autotrim has been disabled NOTE

because an ITT or mast torque limit has While the yaw channel is always in
been reached/exceeded. SAS mode regardless of the DAFCS
• CLTV/YAW TRIM switch is OFF. mode selected, autotrim of the yaw
channel is available should it be re-
• The active FD has detected a fault in quired. This is particularly true when
the collective rotary autotrim actuator or the large yaw channel coordination
in a collective control motion transducer changes are necessary when the flight
or in its vertical accelerometer. directors are coupled to both pitch
and roll modes and collective cou-
pling is active.
NOTE
An appropriate error code will appear
on the Air Data Command display if 4-Axis Flight Director Operation
the CLTV Caution light illuminates. Operation of the 4-Axis DAFCS with dual
flight directors requires new flight director
The instrument panel mounted FT OFF and mode selector (FDMS) panels to be installed
DCPL Caution lights remain unchanged. in place of the 3-Axis FDMS panels. Once in-
However, decoupling the collective channel by stalled, the selected flight director system can
itself, with pitch and roll still coupled, will also make full use of all four channels of the 4-Axis
illuminate the DCPL Caution lights. DAFCS (Figure ADD-21).

FlightSafety
international
controlled deceleration of the helicopter

from normal ILS approach speed (100
ALT IAS VS + KIAS) to 70 knots after reaching 200
feet AGL (normal DH for an ILS) and
ON ON ON will maintain 70 knots to and after the
50-foot auto-level-off. Pressing DECEL
HDG NAV ILS anytime during the approach will illu-
minate DECEL ARM in amber, regard-
ON ARM CAP ARM GS less of other vertical modes active.
During final ILS approach, if NAV
shows CAP and ILS shows GS and the
ARM CAP ARM CAP ON pilot does not select GA, DECEL will
change to CAP in green at 200 feet AGL
BC VOR APR GA and perform the deceleration to 70 KIAS
while continuing to maintain both glide
ARM CAP SBY ARM CAP slope and localizer.
ALTPRE SBY DECEL
In addition, more than one vertical mode of FD
operation can be maintained by the 4-Axis
DAFCS and still be influenced by the attitude
Figure ADD-21. 4-Axis Flight Director trim switches. Examples:
Mode Selector
Panel (EP) • Maintaining IAS and VS while adjust-
ing VS with ATTD TRIM
Two added FD modes are available on the 4-Axis
FDMS panel as follows: • Maintaining ALT and VS while adjust-
ing VS with ATTD TRIM
• ALTPRE (altitude preselect)—Allows • Maintaining ALT and IAS while ad-
the pilot to preselect an altitude at which justing IAS with ATTD TRIM
the helicopter will level off. This is ac-
complished by the pilot pulling out on • Maintaining GS and IAS while adjust-
the SET knob on the Air Data Command ing IAS with ATTD TRIM
display and rotating it until the desired
altitude is shown on the display. The
pilot then presses ALTPRE, which will NOTE
illuminate ARM in amber, and initiates If CLTV (collective) autotrim is off,
climb or descent towards the prese- the 4-Axis DAFCS and the selected
lected altitude. As the helicopter ap- flight director modes will operate the
proaches the preselected altitude, ARM same as the 3-Axis DAFCS with flight
changes to CAP in green and the heli- director. The pilot will be responsi-
copter begins the level off process to
arrive at the preselected altitude. Once ble for collective pitch control.
established on the preselected altitude,
the ALTPRE light extinguishes, the ALT
(altitude hold) light illuminates and the Electronic Flight Instrument
FD system will maintain the helicopter System (EFIS)
on the preselected altitude until in-
structed otherwise. General
• DECEL (automatic deceleration)— The electronic flight instrument system or EFIS
Provides automatic deceleration dur- is a replacement option for the electromechan-
ing the final approach phase of an ILS ical attitude director indicator (ADI) and hori-
approach. This mode is the opposite of zontal situation indicator (HSI). When installed,
the GA (go around) mode and provides the instruments are referred to as the electronic

FlightSafety
international
attitude director indicator (EADI) and elec-

tronic horizontal situation indicator (EHSI).
EFIS is an option on the Bell 412 EP when the

helicopter is equipped with the 3-Axis DAFCS.
EFIS is considered a requirement when the 4-Axis
DAFCS is installed. The 4-Axis DAFCS with
SAR options definitely requires EFIS to properly
perform its SAR functions.
EFIS can be installed, not only on the Bell 412

EP, but on all Bell 412 models and is
considered a significant cost-saver due to its
very high mean-time-between-failure (MBTF).
However, there is a compromise in increased
equipment weight.
EFIS Components Figure ADD-22. EFIS MASTER Switch (EP)

Required EFIS components are listed below
along with their location(s). Each item’s func- remotely mounted in the helicopter nose
tion is discussed separately under EFIS electronics compartment.
Operation and Control. Where two (2) items
are specified, one is required for the pilot’s side The following components are shown and dis-
EFIS displays, the other for the copilot’s side cussed more in detail under EFIS Operation
EFIS displays. and Control later in this addendum.
• EFIS MASTER Switch—The EFIS • Two Display Controller Panels—These

MASTER switch is used to turn on both panels are used to select the desired EADI
the pilot’s and copilot’s EFIS equipment and EHSI display formats. The exact dis-
and displays. This switch is located on play formats are dependent on equipment
the pilot’s side of the overhead console installed in the helicopter. The controllers
(Figure ADD-22). are software controlled and the knobs and
switches can be programmed to perform
• Four Electronic Displays—Four elec- numerous multiple tasks. These units are
tronic displays are installed on the pilot’s installed on the pilot’s and copilot’s sides
and copilot’s instrument panels in place of the center pedestal.
of conventional electromechanical ADIs
and HSIs. Each display is capable of • Two Remote Switch Panels—These pan-
functioning as either an electronic atti- els supplement, duplicate, or add addi-
tude director indicator (EADI), an elec- tional functions to the EFIS. These units
tronic horizontal situation indicator are installed on the pilot’s and copilot’s
(EHSI), or a composite of both the EADI sides of the center pedestal.
and the EHSI depending upon software • One Remote Instrument Controller—
and switching controlled by the display This controller allows course selection
controllers. Normally, the upper display and heading synchronization on the
defaults to EADI functions and the lower EHSIs. This unit is installed on the cen-
display to EHSI functions (ADD-23). ter pedestal.
• Two Symbol Generators (SGs)—The • A Digital Data Bus—This bus connects
two SGs create the electronic images the two symbol generators together and
that are displayed on their respective allows interchangeability of function
EADIs and EHSIs. The SGs are normally and use.

FlightSafety
international
Figure ADD-23. EFIS Electronic Displays—Pilot’s Side (EP)
The following standard aircraft components EFIS Operation and Control

are required for proper EFIS operation:
EFIS MASTER Switch
• Two 3-axis reference synchronizers
(TARSYNS) The EFIS symbol generators and electronic
displays are turned on by moving the EFIS
• Two yaw rate gyros MASTER switch to ON (Figure ADD-22). If all
• Two air data sensors equipment is functioning correctly and the
TARSYN gyros have erected, the EFIS will
• Two radio altimeters activate and default to an EADI (top display) and
an EHSI (bottom display) on the instrument
The following optional aircraft equipment panels in front of each pilot (Figure ADD-23).
may be added for additional EFIS capability:
Electronic Displays
• Weather/mapping radar The EADI will display the attitude sphere
• Doppler radar with aircraft symbol, pitch and roll command
bars, a roll scale and roll pointer at the top, and
• L o n g r a n g e n av i g a t i o n e q u i p m e n t a turn needle at the bottom of the sphere.
(LORAN, GPS, etc.) Numerous other items may be displayed, de-
• Data navigation (NAV) computer pending on navigation frequency tuned and
other active equipment (Figure ADD-24).
• SAR options

The EHSI will display the magnetic compass version. This discussion covers the non-SAR
card with lubber line, course pointer with version only. See 4-Axis DAFCS with SAR
course deviation and course selected, and two Options later in this addendum for a discus-
bearing pointers. Numerous other items may sion of the SAR version.
be displayed, depending on navigation fre-
quency tuned and other active equipment Two display controllers are installed on the
(Figure ADD-25). center pedestal, one to control each pilot’s EADI
and EHSI. Each display controller contains
In addition, the EHSI can also be switched
seven pushbutton toggle switches and four ro-
to provide:
tary selector knobs. Discussion of the function
• A partial 90° compass arc display of these controllers follows (Figure ADD-26).
• A partial compass arc display with • The FULL/MAP switch provides the
weather radar following selections:
• A partial short range navigation (SRN)
map display • FULL—360° compass on the EHSI
(default at power-up)
• A partial long range navigation (LRN)
map display with waypoints • ARC—Expanded 90° compass arc
• Numerous other displays depending upon also used for WX radar
aircraft avionics equipment installed
• MAP—Expanded 90° compass arc
In the event of either an EADI or EHSI display with waypoints
on the pilot’s or copilot’s side, the remaining
display on that side can be switched to a
composite attitude and navigation display. See
Alternate EFIS Displays later in this addendum. NOTE
If the WX knob is ON on the radar
Display Controllers controller, the EHSI will default to
the ARC display.
There are two types of display controllers that
may be used: the non-SAR version and the SAR
Honeywell Honeywell
CRS MAG 1 118 ILS2

300 ---.-NM
+10 12
20 20 W
24
15
10 10
WX
G
VOR1 50
10 10
VOR2
HDG 20 20 GSPD
DH 290
–5 RA ---- KTS
210 DH
Figure ADD-24. EADI Display (EP) Figure ADD-25. EHSI Display (EP)

FULL GSPD
MAP NAV LNAV
ARC TTG
DF LNAV LNAV DF
TE
ADF ADF
NAV1 ST NAV2
OFF OFF
OFF OFF
ADI DH HSI WX
BRG DIM TST DIM DIM BRG Honeywell
Figure ADD-26. Display Controllers (EP)
• The MAP RNG switch selects the MAP • The HDG REV (heading reversion)
mode on the EHSI and then toggles be- switch toggles between that particular
tween preselected map ranges pro- S G ’s p r i m a r y h e a d i n g i n f o r m a t i o n
grammed into the symbol generator. source and its secondary heading infor-
mation source. It displays the source on
the EHSI.
NOTE
The MAP RNG switch will only func-
tion if the WX knob is OFF. If the
NOTE
WX knob is ON, the map range will If both SGs are using the same head-
be as selected on the radar controller. ing information source, the source
will be displayed in amber on the
EHSI, i.e., MAG1.
• The GSPD/TTG (ground speed/time-to-
go) switch toggles between helicopter’s
ground speed (default display) and the • The NAV switch toggles between the
time-to-go to the next waypoint or to short range navigation information
the selected navigation aid. sources available.
• The ATT REV (attitude reversion) switch
toggles between that particular SG’s pri- NOTE
mary attitude information source and its If both sides are using the same nav-
secondary attitude information source. igation information source, the
It displays the source on the EADI. source will be displayed in amber on
the EHSI, i.e., VOR1.
NOTE
• The LNAV switch toggles between the
If both SGs are using the same atti- l o n g r a n g e n av i g a t i o n i n f o r m a t i o n
tude information source, the source sources available. The source selected
will be displayed in amber on the will be displayed in blue in the upper
EADI, i.e., ATT2. right corner of the EHSI.

FlightSafety
international
While the sources of both short and long the ground, it will display all the flags
range navigation information available and caution legends on both the EADI
depends upon aircraft configuration, the and EHSI and activate the radio al-
following is a list of possible sources that timeter test mode. TEST is disabled
can be used: while in flight.
VOR1 MLS VLF RNV INS
• The HSI DIM Rotary switch has sev-
VOR2 MLS1 VLF1 RNV1 INS1 eral functions as follows:
ILS1 MLS2 VLF2 RNV2 INS2 • The HSI DIM outer rotary knob ad-
ILS2 FMS FMS1 FMS2 LOR justs the nominal intensity (bright-
ness) level of the EADI. Rotating the
• The BRG Rotary switch selects the knob to OFF blanks the display and se-
desired bearing source information to be lects the composite mode on the EADI.
the EHSI. Available sources are: VOR1, • The WX DIM inner rotary knob, when
ADF, and LNAV. Positioning the switch rotated clockwise out of the OFF po-
to OFF or failure of the bearing source sition, changes the FULL compass
information will cause the bearing display on the EHSI to the ARC for-
pointer to disappear from the EHSI dis- mat, adjusts the brightness of the
play. The bearing source selected is dis- weather display and disables the MAP
played below the symbol on the left RNG button toggle switch. The map
side of the EHSI. range is then controlled by the range
• The BRG Rotary switch selects the function of the weather radar.
desired bearing source information to be
the EHSI. Available sources are: VOR1, NOTE
ADF, and LNAV. Positioning the switch A different controller panel is used
to OFF or failure of the bearing source with SAR options and will be covered
information will cause the bearing under the SAR discussion later in
pointer to disappear from the EHSI dis- this addendum.
play. The bearing source selected is dis-
played below the symbol on the left
side of the EHSI. Remote Switches
• ADI DIM Rotary switch has several Two remote switch panels, one on the pilot’s
functions as follows: side of the center pedestal and the other on
the copilot’s side, provide the additional func-
• ADI DIM outer rotary knob adjusts tions discussed below. These panels may also
the nominal intensity (brightness) have specialized functions when utilized on
level of the EADI. Rotating the knob SAR configured helicopters (Figure ADD-27).
to OFF blanks the display and selects
the composite mode on the EHSI.
• The DH (decision height) inner ro- INC

tary knob adjusts the decision height MR
value, in 10-foot increments, dis- AN CM SG ATT HDG
PG ET
played on the EADI. Rotating the RESET REV REV REV
DEC
knob completely counterclockwise
blanks the display on the EADI. +
• TEST is accomplished by pressing Figure ADD-27. Remote Switch Panels (EP)

the inner rotary knob down. While on

FlightSafety
international
The remote switches have the following addi- Instrument Remote Controller
tional functions:
A single instrument remote controller is located
• The MR–INC/DEC (map range) switch on the center pedestal between the pilots to pro-
on the left side of the panel can be either vide course and heading set capabilities for the
a rocker or toggle switch with center OFF EHSI. The functions of the three switches are
and is used to INC (increase) or DEC discussed below (Figure ADD-28).
(decrease) the display range on the EHSI
during MAP mode. The AN and PG func- • When rotated, the COURSE 1 knob can
tions are used with other configurations. be used to select a course on the No. 1
(copilot’s) EHSI. The course selected
• When pressed, the CM RESET (com- will be dependent on which course in-
parison monitor) switch will reset the formation is available to EHSI No. 1, i.e.,
EFIS comparison monitor function, re- what navigation equipment was selected
move the “miscompare” annunciator, and on the display controller for EHSI No. 1.
reset the monitor for the next function.
• The PULL DIR (direct) function of the
• The SG REV (symbol generator rever- COURSE 1 knob is activated by pulling
sionary) switch allows the use of the dis- up on the COURSE 1 knob. Pulling up on
plays on that side in the event its SG the knob when either VOR 1 or VOR 2 is
fails. Pressing the switch removes elec- selected on the No. 1 display controller
trical power from the SG and provides will cause the course pointer on the EHSI
displays from the remaining SG. This to point directly at the selected VOR. The
switch is a duplicate of the one on the dis- PULL DIR function works only if a VOR
play controller and is intended for use if is the selected navigational equipment.
the display controller also fails.
The COURSE 2 knob and its PULL DIR
• The ATT REV (attitude reversionary) function work exactly the same as
switch functions in the same manner as COURSE 1 and its PULL DIR function
the one on the display controller and is except on EHSI No. 2, the pilot’s EHSI.
troller fails. • When pressed, the single HEADING knob
moves the “heading bug” around the edge
• The HDG REV (heading reversionary) of the compass cards of both EHSIs. This
switch functions in the same manner as is most useful with the flight director in
the one on the display controller and is the HDG mode.
troller fails. The PULL SYNC function of the HEAD-
ING knob is activated by pulling up on the
• When pressed, the ET (elapsed time) H E A D I N G k n o b. P u l l i n g u p o n t h e
switch will replace the GS/TTG (ground- HEADING knob causes the heading bugs
speed/time-to-go) display on its respec- on both EHSIs to rotate to the current he-
tive EHSI with an elapsed time display. licopter heading underneath their re-
The GS/TTG function will continue to spective lubber lines. This is convenient
function although be displayed and can when the pilot wishes to engage flight
be toggled back to display by repressing director HDG mode on the current heli-
the ET switch. copter heading.

COURSE 1 HEADING1 COURSE 2 4-Axis DAFCS With

PU IR
LL
D SY
PU NC PU
L
SAR Capabilities
LL DIR L
General
Honeywell
For the Bell 412 EP to be capable of full SAR
Figure ADD-28. Instrument Remote operation, the helicopter must be configured
Controller (EP) with 4-Axis DAFCS, dual flight directors,
EFIS and specialized SAR options (Figure
ADD-31). These options, discussed in detail
under SAR Components and Sar Operations
Alternate EFIS, EADI and EHSI DIsplays below, allow the helicopter to perform the fol-
There are numerous possible display combi- lowing maneuvers:
nations and variations that can be activated on
the EADI and EHSI of either pilot. These vari- • Long or short range navigation to a
ations are dependent upon navigation equip- point-in-space
ment installed in the helicopter and
interfaceable with the EFIS and far too nu- • Mark-on-target (MOT) capability
merous to be discussed in detail in this ad-
dendum. Two displays are presented below to • Auto approach capability
show some of the possible combinations
(Figures ADD-29 and ADD-30). However, it • Auto hover capability
is strongly recommended that the pilot thor-
oughly review the SPZ-7600 Integrated Flight • Additional crewmember hover trim
Control System Pilot’s Manual for the Bell capability
412 that comes with the helicopter’s manuals
and all the supplements to the RFM for the nav- • Rescue hoist operations
igation and other avionics options installed in
the helicopter. • Auto takeoff and climb capability
Honeywell Honeywell
BRG MAG2 INS2 BRG MAG2 INS2

000 1.50NM 090 0.10NM
+0 +0 3 6
35 N
3 3
30 3 E
N
2 200 2
1 1
35
W
10
24
30
53
10
12
21 W
21
S 15
0 24 0
15 GSPD 15 GSPD
2.5 0.5
344 60 KTS 344 5 KTS
Figure ADD-29. Approach to Hover (EP) Figure ADD-30. Doppler Hover

Display (EP)

REV
ODFSDFSN NSFDSFDO
WA-700
ED-600 ANTENNA ED-600
PEDESTAL DADC
DC-811 DISPLAY EADI EADI DC-811 DISPLAY
CONTROLLER NO. 1 CONTROLLER NO. 2
ON NO LSFLD LSFLD NO LSFLD LSFLD
NO
SD
SDA
SD
SDA
SD
ODFSDFSN SDA NSFDSFDO
SD
SDA
SD
WR-700
SDA
RECEIVERY
EFIS FUNCTION ED-600 TRANSMITTER ED-600 EFIS FUNCTION
SWITCHES NO. 1 EHSI EHSI SWITCHES NO. 2
ON
VOR/LOC/MB/
DME NO. 2
WC-700 CONTROLLER
NOTE: SOME EQUIPMENT SHON IS OPTIONAL
REFER TO THE SYSTEM DESCRIPTION ASCB
FOR OPTION CONFIGURATIONS.
SG-705 SG-705 DNCP-1003
SYMBOL SYMBOL
MAG COMPASS CONTROL MAG
CONTROLLER
GENERATOR GENERATOR
NO. 1 NO. 1 KB-3001
VOR/LOC/MB/ RI-206S REMOTE PILOT ENTRY
DME NO. 1 INSTRUMENT KEYBOARD
CONTROLLER DNC-1003
DATA NAV III
ADF COMPUTER
DH DH
ABS
OF
F
WI-700 RADAR DISPLAY ABS
OF
F
RA-335 ALT 0 TO LONG RANGE NAV ALT 0 RA-335

RADIO 15 15 RADIO
ALTIMETER 1 1
10 FT X 100 10 FT X 100 ALTIMETER
INDICATOR DH DH
INDICATOR
5 2 SET
5 2 SET
NO. 1 TEST
LONG RANGE NAV
TEST
NO. 2
RT-300 RADIO ALTIMETER
RECEIVER TRANSMITTER FROM
DOPPLER TARSYN
AT-300 NO. 1 RT-300 RADIO ALTIMETER
ANTENNA NO. 1 RECEIVER TRANSMITTER
(RECEIVING) AT-300 NO. 2
AT-300 ANTENNA
ANTENNA (RECEIVING)
(TRANSMITTING) NO. 1 NO. 2 AT-300
ANTENNA
AL-300 FD SEL (TRANSMITTING)
AIR DATA DGAS DGAS
(PC-700)
TO TARSYN-H DISPLAY
DGAS
THREE AXIS
REF NO. 2 FORE MS-700 MS-700
MODE SELECTOR ACTUATOR POSITION INDICATOR MODE SELECTOR
FORE
DGAS DGAS DGAS DGAS DGAS
HJ HJ HJ HJ HJ HJ
DGAS
DFS DFS DFS DFS DFS DFS
CS-412 DGAS DGAS

TARSYN-H
REMOTE TARYSN-H DGAS
DFS DFS DFS DFS DFS DFS DFS DFS DFS DFS
THREE AXIS
COMPENSATOR THREE AXIS
DFSDFS DFS DFS DFS DFSDFS DFS DFS DFS REF NO. 2
REF NO. 1 DGAS DGAS DGAS DGAS DGAS FROM
L
DFSDFS DFS DFSDFS
DGAS DGAS DGAS DGAS
DFSDFS DFS DFSDFS CS-412
RG-204A FS L
DL FS L
DL FS
DL
DFS DFS DFS DFS
L
FS L
YAW RATE DL FS L
DL FS
DL RG-204A
GYRO NO. 1 PC-700 YAW RATE
FX-220 AUTOPILOT MOT APR CLIMB SAR GYRO NO. 2
FLUX ON 1 2 ON ENGAGE
FX-220 VALVE CONTROLLER
FLUX NO. 2 PANEL FZ-706 DIGITAL
VALVE AZ-649 FLIGHT CONTROL
NO. 1 AIR DATA COMPUTER NO. 2
FZ-706 DIGITAL AZ-649
SENSOR FLIGHT CONTROL DIGITAL DATA BUS
NO. 1 AIR DATA
NO. 2
MAST TORQUE
SYSTEM NO. 1 SYSTEM NO. 2
ENG NO. 1 TEMP ENG NO. 2 TEMP
ACCELEROMETERS ACCELEROMETERS
ENCODING ALTIMETER
NO. 1
NO. 2 PITCH
VEL HOLD CONTROL POSITION POTENTIOMETERS
FD SEL ZERO
(PC-700) STANDBY,
ANTI-TORQUE
GO-AROUND FTR P1 P2
PEDALS
XSSD
P P
CYCLIC
P P
P P
COLL/YAW FTR
P P XSSD
P P
P
ROLL
BEEP
XSSD
XSSD
XSSD
AND BEEP
PITCH TRIM YAW TRIM XSSD
CYCLIC R1 R2
ACTUATOR ACTUATOR
CONTROL
COLLECTIVE STICK
CONTROL Y1 Y2 YAW
ROLL TRIM COLLECTIVE STICK
ACTUATOR ACTUATOR CONTROL
RODS
C1 C2
Figure ADD-31. 4-Axis SAR DAFCS Schematic (EP)
The SAR capabilities also require the addition The pilot must refer to the manufacturer’s
of several optional equipment kits including, manuals for these kits to obtain full informa-
but not limited to: tion on and procedures for them. Only the spe-
cial SAR enhancements to the Bell 412 EPs
• Weather radar 4-Axis DAFCS and EFIS are discussed below.
• G l o b a l Wu l f s b e rg S y s t e m s G N S X
LNAV system
NOTE
• Honeywell DATA NAV III equipment
When the helicopter is performing
• Doppler radar SAR operations, two qualified pilots
• Rescue hoist are required.
• Special SAR enhancements to the 4-axis
DAFCS and EFIS

FlightSafety
international
SAR Components SAR Objective

The following additional switches are installed A helicopter, returning from an off-shore oil
in the helicopter to provide SAR capability: platform in IFR weather, was forced to ditch due
to a main transmission problem. A successful
• A SAR Engagement panel is mounted on ditching was accomplished according to the
the pilots instrument panel and provides pilot’s last transmission and all six personnel on
the switches necessary to activate the board are safe. The pilot also transmitted his
mark-on-target, auto approach, auto hover, approximate location just prior to beginning his
auto takeoff and auto climbout capabili- descent and the FAA has confirmed the position
ties. The three multiple segment switches of the ditched helicopter by means of its ELT
(MOT, APR, and CLIMB) and their func- transmissions received by the SAR satellite.
tions are discussed under SAR Operations.
• The VELHLD ZERO switches are actually SAR Mission
a modification of the pilot’s and copilot’s
attitude trim (chinese hat) switches on A SAR equipped Bell 412 EP, with rescue
the top of their respective cyclic sticks. hoist and LORAN as its LNAV system, is to
The VELHLD ZERO (VELocity HoLD proceed to the verified coordinates, make an
0) switch adds a vertical momentary push- IFR descent, recover all personnel and return
down switch to the standard attitude trim to its departure point. The following infor-
functions and is used when hovering is mation is applicable:
discussed under SAR Operations.
• Weather—Weather over the entire area
is 200 feet overcast with cloud tops at
Two SAR EFIS display controllers which 10,000 feet. Surface temperature is
provide two new special SAR EFIS display 20°C, winds are 300° at 10 knots.
function switches. On the SAR EFIS display
controllers, the two new APR HOV and HOV • Crew—The crew consists of two IFR-
switches replace the ATT REV and HDG REV qualified helicopter pilots and a quali-
switches on the standard EFIS display fied flight engineer who will operate
controllers (Figure ADD-26). These new the rescue hoist.
switches are discussed below. Keep in mind that • Flight plan—The pilots have filed for a
the functions of the two replaced switches are runway takeoff with a straight ahead
also available on the remote switch panels climb to 1,000 feet, then direct to the
(Figure ADD-27). ABC VOR, 10 km from the airport, with
an enroute climb to an altitude of 6,000
feet, then direct to the ditching scene
SAR Operations waypoint, 100 miles out at sea, and an
IFR descent at the waypoint to VFR con-
NOTE ditions. Upon completion of the pickup,
The following is a hypothetical nar- the pilots will reactivate their IFR flight
rative of a fictitious search and res- plan, climb IFR back to 6,000 feet, at the
cue mission and is used to describe waypoint, then direct back to the ABC
the function and operation of the VOR with an ILS approach to the orig-
SAR options in conjunction with the inating airport.
helicopter’s 4-Axis DAFCS, flight
directors and EFIS. The discussion Takeoff and Climb
is not intended to provide precise
operating instructions or authorized Still holding the FTR switch down, the pilot per-
operational procedures. forms a normal takeoff and establishes a 70 KIAS

FlightSafety
international
climb at 81% mast torque. After stabilizing the The helicopter will now continue to climb,
aircraft’s attitude for the 70 KIAS climb, and be- maintain 70 KIAS and track the selected course
fore entering the clouds at 1,000 feet, the pilot direct to the ABC VOR.
releases the FTR switch which reactivates ATT
mode and presses the following switches on the
Flight Director Mode Selector panel:
Upon Reaching 6,000 Feet
As the helicopter approaches 6,000 feet pres-
• HDG—Illuminates ON in green and will sure altitude, its pitch attitude will change so
maintain the helicopter’s takeoff head- that the helicopter will level off and maintain
ing as set by the heading bug. 6,000 feet. The amber ARM light in the
• IAS—Illuminates ON in green and will ALT–PRE switch on the flight director mode
maintain the current indicated airspeed selector panel will change to CP in green and,
of 70 KIAS. shortly thereafter, the CAP light will extin-
guish and the ALT switch will illuminate ON
in green indicating that the helicopter will
With these two modes in operation, the selected now maintain 6,000 feet.
flight director will automatically couple to the
DAFCS and maintain the helicopter’s climb The IAS switch will also remain illuminated ON
heading and indicated airspeed. The COLL and and continue to maintain 70 KIAS, the last
CPL switches on the autopilot controller panel will selected indicated airspeed. The collective will
illuminate ON in green and the DCPL Caution adjust itself to maintain both ALT and IAS.
light on the instrument panel will extinguish.
Changing Cruise Airspeed
Upon Reaching 1,000 Feet
Since 70 KIAS is a slow cruise airspeed, the
As the helicopter climbs through an altitude of pilot would push (“beep”) forward on the
1,000 feet, the pilot takes the following actions: ATTD TRIM switch on top of his cyclic stick
which will now cause an increase in IAS. The
• The pilot pulls up on the COURSE pilot can continue to beep the switch until the
2/PULL DIR knob, on the instrument desired cruise airspeed is set or he can use
remote controller panel. This action au- the SET knob on the air data command display
tomatically sets the correct direct course
from the helicopter’s present position to to set the desired airspeed. The collective will
the VOR. The selected course is now trim itself accordingly as will the yaw (tail
displayed on the pilot’s EHSI. rotor pedals).
• The pilot rotates the HEADING knob
on the instrument remote controller NOTE
panel and sets an intercept heading for
the selected VOR course. The heli- The maximum mast torque that the
copter immediately initiates a turn to DAFCS will increase collective is to
the new heading. about 77% (95% of maximum con-
tinuous or 81%). This is due to pre-
• The pilot presses the NAV switch on the programmed limits in the DAFCS
flight director mode selector panel and mast torque sensor input to the
which arms the flight director and DAFCS. Should the pilot want to
DAFCS to capture the selected VOR cruise at 81% maximum continuous
course. The switch illuminates ARM mast torque, he could disengage the
in amber and will remain so until the he- flight director IAS mode by pressing
licopter captures the VOR course se- the IAS switch and then trim the col-
lected. When the selected course is l e c t ive U P t o 8 1 % b y u s i n g t h e
captured, the ARM light changes to CLTV/YAW TRIM beep switch on
CAP in green and the helicopter will
turn and track the selected VOR course. his collective head panel.

FlightSafety
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Upon Arrival Over ABC VOR Enroute to the Waypoint

As the helicopter approaches the ABC VOR, the Since the waypoint is a fixed geographical point
pilot pulls up on the HEADING/PULL SYNC and the ditched helicopter may have drifted
knob, on the instrument remote controller panel, away from the waypoint, the crew has several
which automatically sets the heading bug under options available to ensure they go directly to
the lubber line on the pilot’s EHSI to indicate the ditched helicopter. They may update the
the helicopter’s current heading. waypoint coordinates based upon more recent
information received from the SAR Satellites;
As the helicopter passes over ABC VOR at or, they may be able to “home-in on” and get a
6,000 feet, the pilot presses the HDG switch bearing to the ditched helicopter’s emergency
on the flight director mode selector panel. locator transmitter (ELT) using the ADF func-
This action causes the NAV mode to disengage tion of the BRG knob on the display con-
and the HDG switch to illuminate ON in green. troller panel. Then, they can fly directly to it
The helicopter will now maintain its current using the HDG mode of the flight director.
heading, altitude and indicated airspeed.
Another feature that takes place during the flight
The pilot then rotates the BRG knob on the to the ditched helicopter’s position is that the
pilot’s EFIS display controller panel to the LNAV and the doppler radar “read” and
LNAV position which will provide the pilot with constantly update and remember the wind’s
bearing and course information to the ditching direction and velocity.
scene on his EHSI.
Arrival Over the Ditched Helicopter
Outbound to the Ditching Scene Upon arrival at the waypoint or over the ditched
The pilot’s next action will depend upon the helicopter determined by whatever method, the
bearing difference between the helicopter’s pilot elects to initiate an automated SAR
current heading and the course to the ditching approach to a hover under IMC by pressing the
waypoint. MOT switch.
If there is only a small difference, less than

about 30°, the pilot can merely press the NAV NOTE
switch again. The switch will illuminate ARM CPL and COLL are both on and il-
in amber and the helicopter will begin in a turn luminated for this discussion.
to intercept and capture the course to the ditch-
ing waypoint.
Mark-on-Target (MOT)
If the difference is greater than 30°, the pilot The pilot presses the MOT switch on his in-
can rotate the HEADING knob on the instru- strument panel illuminating ON and creating a
ment remote controller panel to a heading new waypoint in the long range navigation
which will intercept the course to the ditch- (LNAV) system for this portion of the operation.
ing waypoint and then press the NAV switch.
This will cause the helicopter to turn to the in- Controlled by the active flight director and the 4-
tercept heading and the NAV switch to illu- Axis DAFCS and using wind information from
minate in the ARM mode. the LNAV and DOPPLER Radar providing wind
drift and velocity information, the helicopter
Either way, the DAFCS will fly the helicopter to begins a turn to downwind. The active flight
capture the course to the waypoint. Once the director computer also calculates the
course is captured the NAV switch will navigational information necessary for the two
illuminate CAP in green and the helicopter will approach phases of the flight.
maintain a track to the waypoint while also
maintaining altitude and indicated airspeed.

FlightSafety
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Approach Phase 1 (APR 1) For the actual survivor pick-up, the pilot can
provide limited helicopter hover control to
Upon completing its calculations, the flight di- the hoist operator by depressing the HOIST
rector controls the helicopter’s flight path switch on the instrument panel. Depressing the
through the DAFCS as follows: HOIST switch will illuminate EN (ENable) and
allows the hoist operator to trim the heli-
• The helicopter automatically begins a
controlled deceleration to 60 KIAS. copter’s hover position by means of the four
position HOVER TRIM switch on the hoist
• Once 60 KIAS is achieved, a controlled control pendant. Anytime the hoist operator ac-
descent to 200 feet AGL is begun at the tuates the HOVER TRIM beep switch, an an-
rate of 500 fpm. nunciator dot will illuminate to the right of the
• As the two programmed parameters of EN light advising the pilot of the hoist oper-
60 KIAS and 200 feet AGL are achieved, ator’s actions.
IAS and RADALT are illuminated on
the active flight director’s mode selec- The hoist operator uses the “chinese hat” switch
tor panel. on the hoist control pendant to control hoist
operations during retrieval of the survivors. Once
• This is accomplished while the heli- all survivors are safely on board and the door of
copter continues to fly a traffic pattern the helicopter is closed, the pilot reassumes
which places the helicopter on a final ap- control of the helicopter and disables the hoist
proach track, into the wind, directly to- operator’s control by pressing the HOIST switch
wards the marked target. once again. This action extinguishes the EN and
HOIST lights. The pilot then presses down on
If all parameters of the APR 1 function have the VELHLD ZERO switch on the top of his
been achieved correctly, the system automatically cyclic stick which now maintains the helicopter
switches to the APR 2 function at the appropriate in a 0 groundspeed hover at 50 feet. The
time. Still controlled as before, the helicopter helicopter is ready for takeoff.
begins its final approach and descent and
deceleration to a hover. Takeoff and Climb
The pilot can either manually takeoff by mo-
Approach Phase 2 (APR 2) mentarily depressing the FTR switch or by
With the air data display set to the desired hover selecting the auto takeoff mode by pressing the
altitude (not lower than 50 feet), the helicopter CLIMB switch on the instrument panel.
begins a controlled deceleration to achieve 0
groundspeed at a point about 100 meters from NOTE
the marked position. Simultaneously, the
helicopter begins a 200 fpm descent to reach the CPL and COLL are both ON and il-
selected hover height (50 feet). When the luminated for this mission narrative.
helicopter is established at 50-feet 0 groundspeed
hover mode, the RADALT and VELHLD Automatic Takeoff and Climb
(velocity hold) modes on the flight director mode
selector panel will illuminate ON and the The pilot pushes the CLIMB switch, the switch
helicopter will hold this position automatically. illuminates ON, and the helicopter begins a for-
ward acceleration to 60 KIAS while main-
Rescuing the Survivors taining the last set radar altitude. Upon
reaching 60 KIAS, the helicopter begins a
At this point, the pilot will generally manu- c o n t r o l l e d c l i m b t o 2 0 0 f e e t AG L . T H E
ally depress the FTR switch and fly the heli- VELHLD and RADALT lights extinguish.
copter into position over the ditched helicopter Upon reaching 200 feet, the RADALT and
and then enable the VELHLD function to IAS lights illuminate and the helicopter will
maintain the new hover position. maintain 200 feet and 60 KIAS.

The pilot would then activate ALTPRE on the

flight director mode selector panel, set his re-
turn flight altitude in the air data display (for
example, 5,000 feet), and beep his attitude
trim switch (on the top of his cyclic stick) to
achieve a 70 KIAS best rate of climb airspeed.
As the helicopter is climbing to the preselected

altitude, the pilot can again resume normal
flight director navigation methods for the return MAXIMUM CONTINUOUS TWIN ENGINE OPERATION ITT ............................... 810°
trip home. MAXIMUM CONTINUOUS ONE ENGINE INOPERATIVE ITT ............................. 820°
MAXIMUM 2.5-MINUTE ONE ENGINE INOPERATIVE ITT ................................. 940°
MAXIMUM STARTING ITT (2 SEC MAX ABOVE 960°) .................................... 1,090°
Closing Comments
The preceding narrative assumed that the he- Figure ADD-32. PT6T-3D ITT
licopter was fully equipped with all SAR re- Limitations (EP)
quired equipment.
WEIGHT AND
BALANCE/PERFORMANCE
General
This section of this addendum will address
only those Bell 412 EP Limitations, Weight and
Balance, and Performance items that are dif-
ferent from earlier models of the Bell 412. MAXIMUM CONTINUOUS TWIN-ENGINE OPERATION N1 ........................... 103.1%
MAXIMUM CONTINUOUS ONE ENGINE INOPERATIVE N1 .......................... 103.7%
The pilot should first read and become thor- MAXIMUM 2.5-MINUTE ONE ENGINE INOPERATIVE N1 .............................. 109.2%
oughly familiar with Section 1, Limitations,

Section 5, Weight and Balance, and Section 4, Figure ADD-33. PT6T-3D N1
Performance, of the manufacturer’s Rotorcraft Limitations (EP)
Flight Manual, BHT-412-FM-4, and supple-
ments thereto.
The pilot should also read the Weight and

Balance and Performance chapters of the Bell
412 PTM, Volume 1, dated April 1999, for
necessary background information.
Limitations
Bell 412 EP limitations that have changed from
OIL TEMPERATURE—CONTINUOUS OPERATION .............................. 0° TO 115°C
previous model 412s affect only those relating MAXIMUM OIL TEMPERATURE FOR MIL-L-7808 .............................................. 115°
to the PT6T-3D engines. These new limits are MAXIMUM OIL TEMPERATURE FOR MIL-L-23699 ............................................ 120°
for ITT, N 1 and engine oil temperature. MAXIMUM OIL TEMPERATURE FOR DOD-L-85734 .......................................... 120°
Figure ADD-34. PT6T-3D Engine

Oil System
Limitations (EP)

FlightSafety
international
Weight and Balance The only published normal performance area

that indicates increased performance as a result
There are no Weight and Balance changes af- of increased engine capability is Hover Ceiling—
fecting the Bell 412 EP. Out-of-Ground Effect which is discussed below.
Single-engine (OEI) performance also shows
Performance some improvement. The published area where
While new PT6T-3D engines have been in- improved engine performance is most evident
stalled in the Bell 412 EP, overall helicopter is Single Engine Rate of Climb which is also
normal operation (twin engine) performance discussed below.
remains essentially unchanged from the Bell
412 HP. This is primarily because of airframe Pending a further revision in the manufac-
limitations rather than engine limitations. turer’s Rotorcraft Flight Manual, no other pub-
lished performance improvements are evident.
The first indication of changed or improved en- However, there is speculation that improved
gine performance appears significantly in the performance or reduced limitations may be
Power Assurance Check charts. N 1 rpm was realized in the below listed limitations and/or
previously one of the two limiting factors in performance areas/charts after further testing.
determining single-engine power assurance These future changes will most likely be evi-
(ITT being the other). In the PT6T-3D power dent in areas of hot temperature and high alti-
assurance check charts, the variable N 1 rpm tude twin-engine and OEI performance unless
limitation (previously dependent upon torque, limited by airframe capability:
pressure altitude and temperature for the PT6T- • Weight, Altitude–Temperature limita-
3B/E) is noticeably absent and has been re- tions for takeoff, landing and in-ground-
placed by a single blanket statement in the effect maneuvers
procedures and conditions above the chart. It
states: “Do not exceed 810° ITT, 103.1% N 1 • Height–Velocity Diagram (OEI)
rpm, or 73.2% Torque.” For the PT6T-3D en- • Takeoff distance over a 50-foot obstacle
gines, ITT is now the primary limiting factor • Single-Engine landing distance over a
(Figure ADD-35). 50-foot obstacle

MODEL 412
POWER ASSURANCE CHECK—HOVER
PT6T-3B ENGINE
CONDITIONS: PA—0 FT
TORQUE—63% OAT—10°C
HEATER/ECU—OFF. STABILIZE POWE R 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 0
T
—
AT
–
00
40 00
–1
FE
–2
0
0°
60
0
ET
–3 0
0
–2 C
80
–4
0
10
0
00
–5
–3
,00
0
0
–4
0
–5
0
40 50 60 70 80 MAXIMUM FOR TAKEOFF MAXIMUM CONTINUOUS

ENGINE TORQUE — PERCENT (INDICATED)
MODEL 412
POWER ASSURANCE CHECK—IN-FLIGHT
PT6T-3B ENGINE
ESTABLISH LEVEL FLIGHT ABOVE 1000 FEET AGL ENGINE—97% RPM (N2). 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).
MAXIMUM ALLOWABLE ITT — °C MAXIMUM ALLOWABLE NI RPM — PERCENT

500 550 600 650 700 750 800 85 90 95 100 105
BLEED VALVE
OPENS
BLEED
PR
ES
VALVE
SU 0
OPENS
R (SE 20 00
40
E
50
AL L
30
40
TI EV
30
A
TU E
20
OA –10
20
D )
10 °C
E
10
T0
AT
0
—
L
0
40 00
–2 0
FE
0°
–3 0
60
0
–1
C
ET
–2
–4 0
0
80
0
–5
–3
00
10
0
,0
–4
00
0
–5
0
40 50 60 70 80 MAXIMUM FOR TAKEOFF MAXIMUM CONTINUOUS

ENGINE TORQUE — PERCENT (INDICATED)
Figure ADD-35. Power Assurance Check Chart Comparison (SP/EP) (Sheet 1 of 3)

MODEL 412
POWER ASSURANCE CHECK — HOVER
PT6T-3D ENGINE
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

500 550 600 650 700 750 800
BLEED VALVE
OPENS
PR
ES
SU 0 (
40
RE SE
AL A L
30
TI EV
TU EL
20
DE )
10
20
O
00
AT
40
FE
–1
00
0°
ET
60
0
C
–2
00
80
0
00
10
–3
,00
0
–4
0
0
–5
0
40 50 60 70 80 MAXIMUM FOR TAKEOFF
ENGINE TORQUE — PERCENT (INDICATED) BHT-412EP-FM-4-1-1

MODEL 412
POWER ASSURANCE CHECK — IN-FLIGHT
PT6T-3D ENGINE
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. 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,
OAT, ENGINE TORQUE AND ITT.
MAXIMUM ALLOWABLE ITT — °C
500 550 600 650 700 750 800
BLEED VALVE
OPENS
PR
ES
SU 0 (
40
RE SE
AL A L
30
TI EV
TU EL
20
DE )
10
20
O
00
AT
40
FE
–1
00
0°
ET
60
0
C
–2
00
80
0
00
10
–3
,00
0
–4
0
0
–5
0
40 50 60 70 80 MAXIMUM FOR TAKEOFF

ENGINE TORQUE — PERCENT (INDICATED) BHT-412EP-FM-4-1-1

FlightSafety
international
Hover Ceiling—OGE Using the identical conditions of a 20°C day and a

pressure altitude of 10,000 feet, it is evident that
The Hover Ceiling—out-of-ground effect the Bell 412 HP would be limited to an 8,100
(OGE) shows significant improvement due to pound gross weight while the Bell 412 EP would
the PT6T-3D engines (Figure ADD-36). be capable of an 9,200 pound gross weight. The
1,100 pound increase is due primarily to the fact
that the 412 HP is limited to maximum continuous
power of the engines, most likely N1 rpm. The
NOTE higher limits of the 412 EP engines allow them to
Comparison figures are for Bell 412 HP provide sufficient power to reach the airframe
vs Bell 412 EP. limit of maximum continuous XMSN power.

JUNE 1999
;;
FAA APPROVED BHT-412-FM-3 FAA APPROVED BHT-412-FM-4
HOVER CEILING HOVER CEILING
OUT OF GROUND EFFECT OUT OF GROUND EFFECT
MAXIMUM CONTINUOUS POWER SKID HEIGHT 60 FT. MAXIMUM CONTINUOUS XMSN 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
00
,0
OAT
10
,0
10
AR
EA
0°C
20
10°C
B
00
00
20°C
80
8,
0
00
00
MAX O
MAX
60
6,
30
OAT
°C
AT
TORQUE
LIMIT
0
00
00
40
40
4,
°C
0
00
00
2,
20
AREA A
50°
C
.)
52°
00 (S.L
T.
C
0
-F
.
0
FT
DE
—
TU
–1
T.
TI
AL
AL
00
E
,0
S.
-2
ES
SU
PR
ES
PR
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
FlightSafety
3.5 4.0 4.5 5.0 5.26 kg X 1000 GROSS WEIGHT
GROSS WEIGHT BHT-412EP-FM-4-4-3
international
ADD-51
Figure ADD-36. Hover Ceiling OGE Comparison (EP)

FlightSafety
international
Single-Engine Rate-of-Climb Using identical conditions of 11,900 pounds

gross weight, a 20° C day and working from the
The Single-Engine Rate-of-Climb chart shows same level flight, 0 fpm bottom index on both
significant improvement due to the PT6T-3D charts, we determine that the Bell 412 HP would
engines ( Figure ADD-37). be limited to an OEI level flight pressure alti-
tude of 1,800 feet. The Bell 412 EP would be
capable of an OEI level flight pressure altitude
NOTE of 4,800 feet. The 3,000-foot increase for the
Comparison figures are for Bell 412 HP EP is due primarily to the higher N1 and ITT lim-
vs Bell 412 EP. its of the PT6T-3D engines.

JUNE 1999
BHT-412-FM-3 FAA APPROVED FAA APPROVED BHT-412-FM-4

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. –30°C
ABSOLUTE CEILING –20°C ABSOLUTE CEILING –40°C
–30°C 4,500 4,500
PRESSURE ALTITUDE — METERS
PRESSURE ALTITUDE — METERS

–40°C
PRESSURE ALTITUDE — FEET
PRESSURE ALTITUDE — FEET

14,000 14,000
4,000 4,000
12,000 12,000
3,500 3,500
10,000 3,000 10,000 3,000
–1
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°
4,000 4,000
C
OAT LIMIT
30°
1,000 1,000
30°
C
C
40°
2,000 2,000
40°
500 500
C
50°C
50°
C
C
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)
FlightSafety
RATE-OF-CLIMB — (METERS/SECOND) RATE-OF-CLIMB — (METERS/SECOND)
BHT-412EP-FM-4-8-6
international
ADD-53
Figure ADD-37. Single-Engine Rate-of-Climb Comparison (EP)

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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

BELL 412 PILOT TRAINING MANUAL

JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-i

BELL 412 PILOT TRAINING MANUAL

JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-iii

BELL 412 PILOT TRAINING MANUAL

Flight training may be conducted in a flight simulator, aircraft, or in a combination of flight

JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-1

BELL 412 PILOT TRAINING MANUAL

Figure SYL-1. Ft. Worth Facility Floor Plan

SYL-2 FOR TRAINING PURPOSES ONLY JUNE 1999

BELL 412 PILOT TRAINING MANUAL

GROUND TRAINING CURRICULUM SEGMENT

CURRICULUM SEGMENT OUTLINE

General Operational Subjects

A. Weight and Balance Module

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BELL 412 PILOT TRAINING MANUAL

A. Systems Integration Module 1—Aircraft Checklists/Normal, Abnormal and

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BELL 412 PILOT TRAINING MANUAL

PROGRAMMED TRAINING HOURS

TRAINING MODULE OUTLINES

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BELL 412 PILOT TRAINING MANUAL

D. Aircraft Rotorcraft Flight Manual (RFM)/Aircraft Operating Manual (As

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BELL 412 PILOT TRAINING MANUAL

Aircraft Systems Modules

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BELL 412 PILOT TRAINING MANUAL

D. Fire Protection Module

SYL-8 FOR TRAINING PURPOSES ONLY JUNE 1999

BELL 412 PILOT TRAINING MANUAL

H. Master Warning System Module

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BELL 412 PILOT TRAINING MANUAL

SYL-10 FOR TRAINING PURPOSES ONLY JUNE 1999

BELL 412 PILOT TRAINING MANUAL

JUNE 1999 FOR TRAINING PURPOSES ONLY SYL-11

BELL 412 PILOT TRAINING MANUAL

Systems Integration Module

FLIGHT TRAINING CURRICULUM SEGMENT

A. Aircraft Orientation and Normal Procedures

SYL-12 FOR TRAINING PURPOSES ONLY JUNE 1999

BELL 412 PILOT TRAINING MANUAL

CURRICULUM SEGMENT OUTLINE

Aircraft Orientation and Normal Procedures

A. Flight Simulator Module No. 1

Abnormal and Emergency Procedures

A. Flight Simulator Module No. 3

Flight Simulator Segment of the Practical Test

Aircraft Training (If Required)

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BELL 412 PILOT TRAINING MANUAL

Aircraft Segment of the Practical Test (If Required)

PROGRAMMED TRAINING HOURS

Table SYL-1. FLIGHT SIMULATOR TRAINING HOURS/EVENTS